Sunday, July 04, 2021

System/Component Malfunction/Failure (Non-Power): Piper PA-46-600TP M600, N89MA; accident occurred July 03, 2020 at Space Coast Regional Airport (KTIX), Titusville, Brevard County, Florida





























Aviation Accident Factual Report - National Transportation Safety Board
   
The National Transportation Safety Board did not travel to the scene of this accident.

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

Investigation Docket - National Transportation Safety Board:


Location: Titusville, Florida 
Accident Number: ERA20LA237
Date & Time: July 3, 2020, 11:57 Local
Registration: N89MA
Aircraft: Piper PA46
Aircraft Damage: Substantial
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 3 None
Flight Conducted Under: Part 91: General aviation - Personal

On July 3, 2020, about 1157 eastern daylight time, a Piper PA-46-600TP, N89MA, was substantially damaged when it was involved in an accident near Titusville, Florida. The pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that, although the flight from Albert Whitted Airport (SPG), St Petersburg, Florida, to Space Coast Regional Airport (TIX), Titusville, Florida, encountered turbulence, it was otherwise uneventful with no anomalies noted. He added that, just before touchdown at TIX, “the airplane veered left of centerline and he released some of his crosswind correction yet still landed about 3 to 4 ft left of centerline.” When the two main landing gear (MLG) touched down, the airplane started to veer left, so he relaxed the rudder pressure.

As soon as the nose landing gear (NLG) touched down, the airplane started to veer right. He attempted to correct the veer by applying left aileron and rudder, as well left and right brakes; however, the airplane did not respond. He continued applying left rudder and brakes as the airplane moved toward the right side of the runway, but the airplane still did not respond. The airplane then exited the right side of the runway and skidded sideways through the grass, which resulted in the left wing and propeller striking the ground and substantial damage to the wing. The airplane came to rest about 100 ft from the runway edge. 

Data downloaded from the airplane’s Garmin G3000 Integrated Avionics System for the accident flight indicated that it was started on the ramp at SPG and that, before takeoff, the airplane turned right 70° on the ramp, left 50° onto taxiway D, right 80° onto runway 18, left 80° onto runway 7, and right 180° to line up on runway 25. Shortly after the MLG touched down during landing at TIX, at an airspeed of about 73 knots, the heading and track began to diverge and the lateral acceleration increased. The heading and track divergence continued for the remainder of the ground roll.

Pilot Information

Certificate: Airline transport; Commercial
Age: 59,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations
Last FAA Medical Exam: December 18, 2019
Occupational Pilot: Yes 
Last Flight Review or Equivalent: June 11, 2020
Flight Time: 4819.5 hours (Total, all aircraft), 21.5 hours (Total, this make and model), 2531.1 hours (Pilot In Command, all aircraft), 39.5 hours (Last 90 days, all aircraft), 28.1 hours (Last 30 days, all aircraft)

Passenger Information

Certificate: 
Age: Male
Airplane Rating(s):
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used: 3-point
Instrument Rating(s):
Second Pilot Present: No
Instructor Rating(s):
Toxicology Performed: No
Medical Certification:
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Passenger Information

Certificate:
Age: Male
Airplane Rating(s): 
Seat Occupied: Right
Other Aircraft Rating(s): 
Restraint Used: 3-point
Instrument Rating(s): 
Second Pilot Present: No
Instructor Rating(s): 
Toxicology Performed: No
Medical Certification:
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N89MA
Model/Series: PA46 600TP 
Aircraft Category: Airplane
Year of Manufacture: 2019 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 4698109
Landing Gear Type: Retractable - Tricycle 
Seats: 6
Date/Type of Last Inspection: July 1, 2020 
Certified Max Gross Wt.: 6000 lbs
Time Since Last Inspection: 3.7 Hrs
Engines: 1 Turbo prop
Airframe Total Time: 51.8 Hrs at time of accident 
Engine Manufacturer: Pratt & Whitney
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: PT6A-42A
Registered Owner: 
Rated Power: 600 Horsepower
Operator:
Operating Certificate(s) Held: None

Nose Landing Gear Steering

The NLG is attached to the engine mount at the upper end of the trunnion assembly by two trunnion bolts. The NLG strut assembly is installed in the trunnion assembly where it rotates for nosewheel steering. The retract actuator is attached to the NLG trunnion assembly and engine mount to allow the NLG to retract aft into the wheel well. During retraction, the NLG strut and tire rotate 90° left through a mechanism that stows the NLG tire in a horizontal position.

The NLG is steerable through a 50° arc, 20° left and 30° right, using the rudder pedals. Primary rudder mechanical stops are installed adjacent to the rudder sector in the empennage to limit the deflection of the rudder and thus the motion of the rudder pedals. Secondary rudder pedal mechanical stops are installed in a machined aluminum fitting aft of the steering bell-crank. The secondary stops allow for a small amount of additional rudder pedal movement as the rudder cables stretch before the stops engage the steering bellcrank. The NLG steering horn is attached to the top of the NLG strut with three bolts. When the landing gear are extended, the right and left forward faces of the steering arm engage the right and left pads and rollers on the steering horn to transmit the linear motion of the rudder pedals to a rotational motion of the NLG strut.

Steering Horn Assembly

During manufacture, a part number 85154-012 steering horn was installed. The steering horn is attached to the NLG strut with three bolts through the base. A rub block is attached to the forward leg of the top plate, a large roller is attached to the top plate’s left leg, and a small roller is attached to the top plate’s right leg. The two steering pads and two steering rollers interface with the steering arm to provide nosewheel steering with the NLG in the down position. The left roller should be up to 0.020 inch forward of the steering pad. Piper discovered alignment issues with certain steering horn assemblies installed on airplanes, including the accident airplane, where the location of the steering pads and rollers were not consistent due to variances in the tolerance stack up. The alignment could be adjusted by machining the faces of the steering pads to achieve the necessary dimensional relationship between the pads and rollers.

Accident Airplane Maintenance History

Review of maintenance records revealed that the airplane received its airworthiness certificate on December 7, 2019. On January 17, 2020, the airframe manufacturer reworked the steering horn to align the steering pad faces with the rollers, and it was then reinstalled in the airplane before delivery. The pilot purchased the airplane in June 2020, at which time it had accumulated about 23 hours of total flight time.

After accruing 48.1 hours of flight time, the airplane underwent a 50-hour maintenance interval, which was completed on July 1, 2020. During the maintenance the left MLG strut and tire were replaced, and the MLG alignment and NLG squat switch were adjusted. Review of data from the airplane’s avionics unit revealed that, after the maintenance was completed, four flights were conducted in the airplane. The accident occurred upon landing after the fourth flight. The data also revealed that the airplane made multiple left and right turns during taxi operations before and after each flight. The pilot reported that there was no evidence of tow exceedance during his preflight inspection of the airplane on the day of the accident flight.

Airplane Towing History and Guidance

The airplane could be maneuvered on the ground by power equipment using a tow bar attached to the NLG axle. The airplane manufacturer had established turn limits for towing, and a placard installed on the lower end of the NLG trunnion assembly limits turning to about 20° right and left. Corresponding red lines on the NLG strut allow the operator to see the relationship between the turn angle of the NLG strut and the towing limits (see figure 1).


The Pilot’s Operating Handbook, Section 8, “Handling, Servicing and Maintenance,” contained a caution about towing, which stated, “When towing with power equipment, do not turn the nose gear beyond its steering limit in either directions, as this will result in damage to the nose gear and steering mechanism”. Similar cautions were contained in the Aircraft Maintenance Manual and a flight training manual.

If the NLG is externally turned beyond the left or right placard limits, mechanical stops will engage where portions of the NLG and steering mechanism contact. If turned beyond the right limits, a machined stop on the lower portion of the rotating strut assembly will contact a machined stop on the lower end of the stationary trunnion assembly. The right stops will engage when the NLG tire is turned right about 36°. Further, turning right may damage the machined stops and will load the strut-trunnion interface; however, it will not affect the steering arm or steering horn. If turned beyond the left limit, the steering arm left flange aft face will contact the steering arm mount plate on the engine mount. The left stops will engage when the NLG tire is turned about 30.5° left. Further, turning left may damage the steering arm and the three bolts that attach the steering horn assembly to the top of the NLG strut. The rudder primary and secondary mechanical stops do not allow the mechanical turn limit stops to be engaged through pilot rudder inputs.

The pilot stated that he was aware of the towing limitations on the airplane. The airplane was towed six times at his home airport, SPG, and he witnessed all the towing operations except when the airplane was in maintenance. It could not be determined if the airplane was towed during maintenance or, if so, how many times.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: TIX,33 ft msl 
Distance from Accident Site: 0 Nautical Miles
Observation Time: 11:50 Local 
Direction from Accident Site:
Lowest Cloud Condition: Scattered / 3300 ft AGL
Visibility: 7 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 8 knots / 
Turbulence Type Forecast/Actual: Unknown / Unknown
Wind Direction: 260° 
Turbulence Severity
Forecast/Actual: Unknown / N/A
Altimeter Setting: 29.95 inches Hg
Temperature/Dew Point: 33°C / 23°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: St Petersburg, FL (SPG)
Type of Flight Plan Filed: IFR
Destination: Titusville, FL (TIX)
Type of Clearance: IFR
Departure Time: 11:14 Local
Type of Airspace: Class D

Airport Information

Airport: Space Coast Rgnl TIX 
Runway Surface Type: Asphalt
Airport Elevation: 33 ft msl 
Runway Surface Condition: Dry
Runway Used: 27
IFR Approach: None
Runway Length/Width: 5000 ft / 100 ft
VFR Approach/Landing: Full stop; Traffic pattern

Wreckage and Impact Information

Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries: 2 None
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 3 None 
Latitude, Longitude: 28.516387,-80.799163(est)

Airplane Examination

Examination of the airplane revealed the outboard 4 to 5 ft of the left wing was deformed upward, the upper wing skin was buckled, and both wing spars were bent. The left aileron was buckled upward about midspan. Four of the five propeller blades were fractured and separated. The fuselage’s left side was buckled above the rear spar attachment point. The lower portion of the strut was deformed about 15° right. The left MLG tire beads were separated from the tire, and the tire was deflated. Both MLG tires exhibited crosswise scuffing on the tread.

The NLG tire was aligned with the airplane’s longitudinal axis after it came to rest. The NLG strut and lower fork were bent to the right, and the tire was offset about 25° from vertical. Dirt and grass were found embedded between the left tire bead and rim. The NLG tire exhibited crosswise scuffing of the tread that extended part way up the left sidewall. The steering horn was separated from the strut and was resting on top of the NLG assembly, and all three bolts that secured the NLG steering horn to the strut were fractured. The head of one fractured bolt was retained by safety wire, and the other two heads were not recovered. The threaded portions of the fractured bolts remained installed in the strut.

Examination of the three steering horn attachment bolt fracture faces, the steering horn bolt holes, and the damage to the top of the strut revealed that the left aft bolt fractured predominantly in tension with some shear, the aft right bolt fractured in shear with some bending, the forward bolt fractured in shear with increased bending, and all the bolts fractured in overstress. The direction of shear failures on the bolts and the strut damage indicated that the strut was either rotated left with respect to the steering horn or that the steering horn was rotated right with respect to the strut to produce the bolt failures and associated damage (see figure 2). 



The NLG tire pressure was measured at 91 pounds per square inch (psi). According to manufacturer guidance, NLG tire pressure should measure between 92 and 97 psi; however, a 5% loss in pressure was acceptable. Mechanical damage was noted on the right turn mechanical stops on the trunnion and strut and to the aft face of the left side of the steering arm that served as the left turn mechanical stop. Wear marks were observed on the paint on the forward faces of the steering arm where they interfaced with the steering horn pads and rollers. 

Examination of the NLG assembly, steering horn, steering arm, steering bungee, left MLG torque links and the left MLG torque links apex bolt revealed that the steering horn exhibited deformation to the base and top plate and the left large roller bolt/axle was bent forward about 7°. The fractured bolt head from the forward attachment bolt remained attached to the steering horn by safety wire.
Paint was missing on the NLG assembly’s right machined mechanical stops on the trunnion and strut assemblies, and the surface texture of the trunnion stop was embossed on the surface of the strut stop.

The aft face of the steering arm left flange exhibited a witness mark that matched the location and shape of the steering arm mount plate on the engine mount (see figure 3).



The left MLG torque links apex bolt was found installed in the upper torque link, but the torque links were separated at the apex. The apex bolt’s nut and cotter pin were not recovered. Examination of the left MLG torque links apex bolt found thread deformation between the cotter pin hole and the tip of the bolt, and a remnant of a stripped nut thread was observed immediately adjacent to the bolt grip.

Runway and Ground Scars Examination

During examination of the runway, tire marks were visible and traced back to the touchdown point on the runway, which indicated that the MLG touched down about 620 ft from the runway threshold and was about 4 ft left of the centerline. The NLG tire marks were traced back to the land-and-hold short operation lines (used when operating on runway 09) about 770 ft from the runway 27 threshold.

Examination of the runway revealed distinct tire marks from the NLG and both MLG on the runway extending from the touchdown point toward where the airplane exited the right side of the runway, as shown in figure 4. Both MLG tire marks showed four parallel lines with spaces between them consistent with the tire tread patterns and the tires rolling with brakes applied. The left MLG tire marks were darker than the right MLG tire marks with no tread pattern, consistent with a skidding tire. A short dark skid mark was found preceding the hold lines in line with the continuous NLG tire marks. The marks became darker and arced to the right along their length. The tire markings indicated that the airplane departed the right side of the runway centered about 1,140 ft from the threshold.


The ground scars in the grass from the runway departure point to where the airplane came to rest included disturbed areas where the right MLG traveled, were continuous from the edge of the runway to where the airplane came to rest; trenching where the left MLG traveled; and heavy trenching where the NLG traveled. A ground scar near where the airplane came to rest was consistent with a left wing strike.

Tests and Research

Airframe Manufacturer Tow Test

A simulated tow test was conducted to document the interference points in the NLG steering system, the witness marks created, the failure sequence of the bolts, and the forces required to fracture the bolts. The NLG strut was rotated left until the steering arm’s left flange aft face contacted the steering arm mount plate on the engine mount. The simulated left turning force of about 194 lbs was applied, and it produced a moment of about 8,560 in-lbs when the aft left bolt attaching the steering horn to the strut fractured. A slight separation occurred between the aft left portion of the steering horn base and the strut, but the NLG was still steerable from the steering arm through the steering horn. A left turning of about 144 lbs was then applied and produced a moment about 6,354 in-lbs when the aft right bolt fractured. A larger separation between the aft portion of the steering horn base and the strut occurred, and the steering horn base exhibited deformation. The steering horn remained attached to the strut; however, the inputs required to achieve rotation of the NLG strut increased substantially. The 35-lb force was then applied, which produced a moment of about 1,544 in-lbs when the forward bolt fractured, and the steering horn was completely separated from the strut. Examination of the steering arm left flange aft face after the test revealed a witness mark where the steering arm contacted the engine mount.

Loss of Control on Ground: Lockwood Aircam, N760JJ; accident occurred July 04, 2020 in Ooltewah, Hamilton County, Tennessee







Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee

Investigation Docket - National Transportation Safety Board:

N401SC LLC


Location: Ooltewah, Tennessee
Accident Number: ERA20CA254
Date & Time: July 4, 2020, 19:45 Local
Registration: N760JJ
Aircraft: Lockwood AIRCAM 
Aircraft Damage: Substantial
Defining Event: Loss of control on ground 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

According to the pilot, he performed several water touch and go landings on different lakes and elected to perform one more before going back to the destination airport. During the landing, the airplane banked to the right, the right float touched the water, and the airplane veered "sharply" to the right. It struck the bank of the lake resulting in substantial damage to the fuselage. The airplane came to rest on the bank and the pilot and passenger egressed without issue. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain directional control during landing.

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-landing roll Collision during takeoff/land

Pilot Information

Certificate: Private 
Age: 59,Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations 
Last FAA Medical Exam: October 23, 2019
Occupational Pilot: No 
Last Flight Review or Equivalent: December 17, 2019
Flight Time: 6075 hours (Total, all aircraft), 503 hours (Total, this make and model), 6075 hours (Pilot In Command, all aircraft), 119 hours (Last 90 days, all aircraft), 27 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Lockwood 
Registration: N760JJ
Model/Series: AIRCAM No Series 
Aircraft Category: Airplane
Year of Manufacture: 2015 
Amateur Built: Yes
Airworthiness Certificate: Experimental (Special)
Serial Number: AC-176
Landing Gear Type: Retractable 
Seats: 2
Date/Type of Last Inspection: August 24, 2019 Annual
Certified Max Gross Wt.: 2100 lbs
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time: 346 Hrs at time of accident 
Engine Manufacturer: Rotax
ELT: C91 installed, not activated 
Engine Model/Series: 912ULS
Registered Owner:
Rated Power: 100 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: CHA,688 ft msl 
Distance from Accident Site: 8 Nautical Miles
Observation Time: 19:53 Local 
Direction from Accident Site: 248°
Lowest Cloud Condition: Scattered / 4000 ft AGL 
Visibility: 10 miles
Lowest Ceiling: Broken / 25000 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual:  /
Wind Direction: 210° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.89 inches Hg
Temperature/Dew Point: 29°C / 21°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Collegedale, TN (FGU)
Type of Flight Plan Filed: None
Destination: Collegedale, TN (FGU)
Type of Clearance: None
Departure Time: 18:00 Local 
Type of Airspace: Class G

Airport Information

Airport: Collegedale Muni FGU
Runway Surface Type: Water
Airport Elevation: 860 ft msl
Runway Surface Condition: Water-choppy
Runway Used: IFR 
Approach: None
Runway Length/Width:
VFR Approach/Landing: Touch and go

Wreckage and Impact Information

Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 35.079723,-85.050277

Hard Landing: Cessna 172S Skyhawk, N173ME; accident occurred July 05, 2020 at Prattville Airport (1A9), Autauga County, Alabama













Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama

Investigation Docket - National Transportation Safety Board:

Box Aviation Inc


Location: Prattville, Alabama
Accident Number: ERA20CA263
Date & Time: July 5, 2020, 12:00 Local
Registration: N173ME
Aircraft: Cessna 172 
Aircraft Damage: Substantial
Defining Event: Hard landing 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The solo student pilot had not flown recently and reported that he planned to complete a refresher flight. During the first landing of the flight, on the final approach, the airplane's glide path was "too high and too steep," and he flared the airplane too late. The airplane then landed nosewheel first and bounced twice. The pilot aborted the landing, landed again, then returned to his home airport. Postaccident examination of the airplane by a Federal Aviation Administration inspector revealed that the fuselage was substantially damaged. The student pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The student pilot's failure improper landing flare, which resulted in a hard landing.

Findings

Aircraft Descent/approach/glide path - Not specified
Personnel issues Aircraft control - Student/instructed pilot
Aircraft Landing flare - Not attained/maintained

Factual Information

History of Flight

Landing Hard landing (Defining event)

Student pilot Information

Certificate: Student
Age: 56, Male
Airplane Rating(s): None 
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 3 With waivers/limitations 
Last FAA Medical Exam: January 28, 2020
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 18.5 hours (Total, all aircraft), 18.5 hours (Total, this make and model), 3 hours (Pilot In Command, all aircraft), 5.9 hours (Last 90 days, all aircraft), 3.7 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N173ME
Model/Series: 172 S
Aircraft Category: Airplane
Year of Manufacture: 2000 
Amateur Built: No
Airworthiness Certificate: Normal; Utility 
Serial Number: 172S8455
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: May 20, 2020 100 hour
Certified Max Gross Wt.: 2299 lbs
Time Since Last Inspection: 101 Hrs 
Engines: 1 Reciprocating
Airframe Total Time: 9681.1 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT: C91A installed, not activated
Engine Model/Series: IO360 L2A
Registered Owner: 
Rated Power: 180 Horsepower
Operator:
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: 1A9,225 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 11:15 Local
Direction from Accident Site: 110°
Lowest Cloud Condition: Scattered / 3000 ft AGL
Visibility 10 miles
Lowest Ceiling: 
Visibility (RVR):
Wind Speed/Gusts: 4 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 90° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.93 inches Hg 
Temperature/Dew Point: 31°C / 23°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Montgomery, AL (MGM) 
Type of Flight Plan Filed: None
Destination: Prattville, AL (1A9) 
Type of Clearance: None
Departure Time: 11:00 Local
Type of Airspace: Class E

Airport Information

Airport: Prattville - Grouby Field 1A9 
Runway Surface Type: Asphalt
Airport Elevation: 224 ft msl
Runway Surface Condition: Dry
Runway Used: 09
IFR Approach: None
Runway Length/Width: 5400 ft / 100 ft
VFR Approach/Landing: Go around; 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: 32.43861,-86.517776(est)

Abnormal Runway Contact: Socata TB-10 Tobago, N106G; accident occurred July 05, 2020 at Braden Airpark (N43), Easton, Northampton County, Pennsylvania






Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Allentown, Pennsylvania 

Investigation Docket - National Transportation Safety Board:
Accident Number: ERA20CA238
Date & Time: July 5, 2020, 17:12 Local 
Registration: N106G
Aircraft: Socata TB 10
Aircraft Damage: Substantial
Defining Event: Abnormal runway contact 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot reported that during landing on short final approach, the airplane "sank early" and the main landing gear hit the runway lip between the grass and where the asphalt began. The airplane’s right wing was substantially damaged. The pilot reported that there were not mechanical malfunctions or failures of 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 a proper glide path, which resulted in landing short of the runway, the airplane’s landing gear contacting the runway lip, and substantial damage to the airplane’s right wing.

Findings

Aircraft Descent/approach/glide path - Not attained/maintained
Personnel issues Aircraft control - Pilot

Factual Information

History of Flight

Landing Abnormal runway contact (Defining event)

Pilot Information

Certificate: Private
Age: 71
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With waivers/limitations 
Last FAA Medical Exam: October 29, 2018
Occupational Pilot: 
Last Flight Review or Equivalent:
Flight Time: 1216 hours (Total, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Socata
Registration: N106G
Model/Series: TB 10 No Series 
Aircraft Category: Airplane
Year of Manufacture: 1986
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: 596
Landing Gear Type: Tricycle
Seats: 5
Date/Type of Last Inspection: March 1, 2020 Annual
Certified Max Gross Wt.: 2535 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 2650 Hrs at time of accident 
Engine Manufacturer: Lycoming
ELT: Installed 
Engine Model/Series: O&VO-360 SER
Registered Owner:
Rated Power: 180
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: KABE,390 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 22:51 Local 
Direction from Accident Site: 240°
Lowest Cloud Condition: Clear
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 5 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 270° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.92 inches Hg 
Temperature/Dew Point: 32°C / 13°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Elkton, MD (58M)
Type of Flight Plan Filed: None
Destination: Easton, PA (N43)
Type of Clearance: None
Departure Time: 16:31 Local
Type of Airspace:

Airport Information

Airport: Braden Airpark N43
Runway Surface Type: Asphalt
Airport Elevation: 396 ft msl
Runway Surface Condition: Dry
Runway Used: 36
IFR Approach: None
Runway Length/Width: 1956 ft / 165 ft
VFR Approach/Landing: Full stop

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: 40.74139,-75.2425(est)

Beech 100 King Air, N312MB: Accident occurred February 17, 2021 in Lubbock, Texas

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

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

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


Location: Lubbock, TX 
Accident Number: CEN21LA132
Date & Time: February 17, 2021, 21:30 Local 
Registration: N312MB
Aircraft: Beech B100 
Injuries: 3 None
Flight Conducted Under: Part 91: General aviation - Business

On February 17, 2021, about 2130 central standard time, a Beech B100, airplane, N312MB, was in cruise flight near Lubbock, Texas when a windshield cracked/shattered. The pilot and passenger were not injured, and the airplane conducted a precautionary landing without further incident at the Lubbock Preston Smith International Airport (LBB) near Lubbock, Texas. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight.

The initial report indicated that the airplane was in cruise flight enroute to Dallas Executive Airport (RBD) when the pilot reported to the controller that he had a cracked windshield. The pilot then diverted to LBB, where it was discovered that the right-side windshield displayed cracks in the inner pane.

The airplane was later issued a ferry permit where repairs to the windshield could be performed.

Aircraft and Owner/Operator Information

Aircraft Make: Beech 
Registration: N312MB
Model/Series: B100
Aircraft Category: Airplane
Amateur Built: No
Operator:
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Night
Observation Facility, Elevation: KLBB 
Observation Time:
Distance from Accident Site:
Temperature/Dew Point: -9°C /-11°C
Lowest Cloud Condition: 
Wind Speed/Gusts, Direction: 7 knots / , 50°
Lowest Ceiling: Broken / 1300 ft AGL
Visibility: 7 miles
Altimeter Setting: 30.07 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Alamogordo, NM (KALM)
Destination: Dallas, TX (KRBD)

Wreckage and Impact Information

Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries: 2 None 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 3 None
Latitude, Longitude: 33.566281,-101.87793

Bell Autonomous Pod Transport 70, N314AQ: Accident occurred March 01, 2021 - Fort Benning, Chattahoochee County, Georgia

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

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

Bell Textron Inc


Location: Fort Benning, GA 
Accident Number: DCA21LA094
Date & Time: March 1, 2021, 17:00 Local 
Registration: N314AQ
Aircraft: Bell APT70 
Injuries: N/A
Flight Conducted Under: Public aircraft

Aircraft and Owner/Operator Information

Aircraft Make: Bell
Registration: N314AQ
Model/Series: APT70 
Aircraft Category: Helicopter
Amateur Built: No
Operator: 
Operating Certificate(s) Held: Certificate of authorization or waiver (COA) 
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: 
Observation Time:
Distance from Accident Site: 
Temperature/Dew Point: 18°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 5 knots / , 333°
Lowest Ceiling: Overcast / 7000 ft AGL
Visibility: 6 miles
Altimeter Setting: 
Type of Flight Plan Filed: None
Departure Point: Fort Benning, GA
Destination: Fort Benning, GA

Wreckage and Impact Information

Crew Injuries: N/A 
Aircraft Damage: Substantial
Passenger Injuries: 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: N/A 
Latitude, Longitude: 32.35339,-84.952859 (est)

Canadair Regional Jet CRJ-700, N706SK: Accident occurred March 16, 2021 in Los Angeles, California

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

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

SkyWest Airlines Inc


Location: Los Angeles, CA
Accident Number: DCA21LA096
Date & Time: March 16, 2021, 13:20 Local
Registration: N706SK
Aircraft: BOMBARDIER INC CL-600-2C10
Injuries: 1 Serious, 65 None
Flight Conducted Under: Part 121: Air carrier - Scheduled

Aircraft and Owner/Operator Information

Aircraft Make: BOMBARDIER INC 
Registration: N706SK
Model/Series: CL-600-2C10 
Aircraft Category: Airplane
Amateur Built: No
Operator: 
Operating Certificate(s) Held: Flag carrier (121)
Operator Designator Code:

Meteorological Information and Flight Plan

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

Wreckage and Impact Information

Crew Injuries: 1 Serious, 3 None 
Aircraft Damage: None
Passenger Injuries: 62 None
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 1 Serious, 65 None
Latitude, Longitude: 33.9416,-118.4085 

Cessna T337G Super Skymaster, N2QD: Accident occurred March 22, 2021 and Incident occurred May 14, 2016

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

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Dulles, Virginia 

SpectraQ


Location: Patuxent River, MD 
Accident Number: ERA21LA221
Date & Time: March 22, 2021, 16:00 Local
Registration: N2QD
Aircraft: Cessna T337G
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N2QD
Model/Series: T337G Aircraft 
Category: Airplane
Amateur Built: No
Operator: 
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

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

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 38.281838,-76.414445 (est)

Federal Aviation Administration / Flight Standards District Office; Riverside, California 

May 14, 2016:  Aircraft landed gear up at Riverside Municipal Airport (KRAL), California. 


Date:  14-MAY-16
Time:  21:40:00Z
Regis#:  N2QD
Aircraft Make:  CESSNA
Aircraft Model:  337
Event Type:  Incident
Highest Injury:  None
Damage:  Minor
Flight Phase:  LANDING (LDG)
City:  RIVERSIDE
State:  California