Sunday, July 11, 2021

Piper PA-31-310 Navajo, C-GGQU: Incident occurred July 11, 2021 near Taylorville Municipal Airport (KTAZ), Christian County, Illinois



A pilot of a twin-engine plane was forced to make an emergency landing in a soybean field in rural Christian County Sunday morning.

A distress call came out at 11:50 a.m. about a plane in trouble, said Taylorville police chief Dwayne Wheeler.

The pilot of the Piper PA-31 Navajo landed in a field at 1025 East Road and 1450 North Road halfway between Langleyville and Taylorville, Wheeler said.

The pilot of the plane, who is from Canada, was the lone occupant and did not sustain any injuries.

Christian County sheriff Bruce Kettelkamp said that the pilot's landing gear was down, but the pilot was getting a signal that it "wasn't locked."

There was some damage to the field, Kettelkamp said. A deputy told Kettelkamp that it took the pilot 200 to 300 yards to stop the plane.

The plane was upright, Kettelkamp confirmed. There were no immediate reports of damage to the plane.

An officer with the Mid-America Sport Parachute Club said the pilot maintained contact with a pilot on the ground. Members of club were at the Taylorville Municipal Airport Sunday.

Kettelkamp said the pilot had planned to refuel at the Taylorville airport.

Kettelkamp confirmed that officials from the Federal Aviation Administration were on the scene.

The Navajo was manufactured from 1967 to 1984.


Taylorville Police Department has been getting calls about an aircraft that was in distress and landed in a field. 

That is true the plane landed near Langleyville and Taylorville Police Department did assist the Sheriffs Department. 

Taylorville Fire responded what we do know so far no injuries. 

Taylorville Police Department assisted then left the area all media calls should be directed to the Sheriffs Office. 

Taylorville Police Department

Accident occurred July 11, 2021 at Chico Air Museum, Butte County, California





CHICO, California - A car crashed through a chain link fence and ended up hitting an antique plane at the Chico Air Museum.

At around 10:30 Sunday morning, Chico Police said a student driver mistook the accelerator pedal for the brake pedal while making a turn.

The driver then hopped the curb into the fenced yard of the Chico Air Museum and collided with an airplane.

The president of the air museum, Brian Baldridge, said it’s going to take hours of volunteer time to get the plane in its original condition.

“This is a really rare airplane, and the unfortunate thing is there is quite a bit of damage to it,” he explained. “The horizontal stabilizer and the tail cone section is going to take hundreds if not thousands of hours of sheet metal work to get it back to where it was.”

Baldridge said it already took them a long time to get this plane to where it was but said they will be able to get it fixed.

Police said the driver and passenger in the car were not injured in the accident.

Loss of Engine Power (Total): Beechcraft A36 Bonanza, N1809S; fatal accident occurred July 05, 2019 near Greater Kankakee Airport (KIKK) , Illinois

Dorothy Carlene Stockard
March 26, 1935 - July 06, 2019


















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; Springfield, Illinois
Textron Aviation; Wichita, Kansas
Continental Aerospace Technologies; Mobile, Alabama

Investigation Docket - National Transportation Safety Board:


Location: Chebanse, Illinois 
Accident Number: CEN19FA210
Date & Time: July 5, 2019, 13:41 Local 
Registration: N1809S
Aircraft: Beech A36 
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total) 
Injuries: 1 Fatal, 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot reported that, during a cross-country flight, while in cruise altitude at 3,000 ft mean sea level, the engine lost power. He subsequently performed a forced landing to a muddy wheat field. Examination at the site revealed that the left and right main fuel tanks were intact; the left tank was empty and the right tank contained about 25 gallons. The wing tip tanks were breached during the accident, but burns in the field were indicative of fuel being in the wing tip tanks at the time they were breached. The fuel selector was found in the left tank position.

Further examination revealed that the fuel line from the fuel selector to the engine-driven fuel pump contained no fuel. A test run of the engine revealed no anomalies. Given the absence of fuel in the left tank, the position of the fuel selector at the accident site, and the engine's nominal performance during a postaccident test run, it is likely that the engine consumed all of the available fuel in the left fuel tank, which resulted in fuel starvation and a subsequent total loss of engine power.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of engine power due to fuel starvation.

Findings

Aircraft Fuel - Fluid management
Personnel issues Use of equip/system - Pilot

Factual Information

History of Flight

Enroute-cruise Loss of engine power (total) (Defining event)
Emergency descent Off-field or emergency landing

On July 5, 2019, at 1341 central daylight time, a Beech A36 airplane, N1809S, was substantially damaged when it was involved in an accident near Chebanse, Illinois. The pilot sustained serious injuries, one passenger was fatally injured, and one passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Data from the ForeFlight application revealed that the airplane departed Effingham Memorial Airport (1H2), Effingham, Illinois, at 0901 and arrived at Smyrna Airport (MQY), Smyrna, Tennessee, at 1034. After picking up a passenger, the pilot departed MQY at 1134 for Bolingbrook's Clow International Airport (1C5), Bolingbrook, Illinois; climbing to a cruise altitude of 3,000 ft msl.

The pilot reported that the takeoff and initial portion of the accident flight were routine, and the engine was running "fine." While in cruise, he heard a "big boom," and the engine lost power. He noted that the engine seemed to be running but was not producing any power; the engine indications were normal. The pilot performed a forced landing to a wheat field. Upon touchdown, the wheels "stuck" due to the muddy conditions and the airplane came to an abrupt stop.

The pilot recalled checking the fuel quantity gauges shortly before the loss of power; he stated that one main tank was over 1/2 full and the other was about 3/4 full. He had not activated the wing tip fuel tank transfer pumps because there was still over 1/2 fuel remaining in the main tanks. 

Pilot Information

Certificate: Commercial; Flight instructor 
Age: 70, 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): Airplane single-engine; Instrument airplane
Toxicology Performed: Yes
Medical Certification: Class 3 Waiver time limited special 
Last FAA Medical Exam: August 6, 2018
Occupational Pilot: No Last Flight Review or Equivalent: September 2, 2018
Flight Time: 2823 hours (Total, all aircraft), 334 hours (Total, this make and model), 2635 hours (Pilot In Command, all aircraft), 62 hours (Last 90 days, all aircraft), 24 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft)

The pilot satisfactorily completed the flight instructor practical test on September 2, 2018, which met the requirement for a flight review in accordance with 14 CFR Part 61.56 (d) (2).

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N1809S
Model/Series: A36 
Aircraft Category: Airplane
Year of Manufacture: 1981
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: E-1875
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: July 2, 2019 Annual 
Certified Max Gross Wt.: 3780 lbs
Time Since Last Inspection: 5 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 4135 Hrs at time of accident
Engine Manufacturer: Continental Motors
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: IO-520-BB(17)
Registered Owner: 
Rated Power: 285 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

The pilot stated that the airplane's main and wing tip fuel tanks were filled to capacity before departing 1H2. The airplane was not fueled at MQY. He stated that he normally used a cruise power setting of 2,300 rpm and 23" manifold pressure. 

The airplane was equipped with two main tanks that held a total of 80 gallons, of which 74 gallons were useable. The two wing tip fuel tanks had a total capacity of 30 gallons, of which all 30 gallons were useable. The flight manual supplement noted that fuel was transferred from each wing tip tank to the respective main tank by an electric fuel transfer pump.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: IKK,630 ft msl 
Distance from Accident Site: 5 Nautical Miles
Observation Time: 13:55 Local 
Direction from Accident Site: 354°
Lowest Cloud Condition: Scattered / 3900 ft AGL
Visibility 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 300° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.01 inches Hg
Temperature/Dew Point: 32°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Smyrna, TN (MQY) 
Type of Flight Plan Filed: None
Destination: Bolingbrook, IL (1C5)
Type of Clearance: None
Departure Time: 11:35 Local 
Type of Airspace: Class G

Winds aloft along the route of flight were from the west-southwest about 8 knots.

Airport Information

Airport: Greater Kankakee IKK
Runway Surface Type:
Airport Elevation: 630 ft msl
Runway Surface Condition: Vegetation
Runway Used: 
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: Forced landing

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal, 1 Minor
Aircraft Fire: On-ground
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious, 1 Minor
Latitude, Longitude: 40.991943,-87.835556

The airplane came to rest in a muddy wheat field. The fuselage and both wings were damaged during the forced landing. Both wing tip fuel tanks were compromised. The wheat field was scorched in an area behind the left wing tip and below and behind the right wing tip. Both main wing fuel tanks appeared intact and both fuel caps were securely installed. At the time of the examination, the left main fuel tank was empty, and the right main fuel tank contained about 25 gallons of fuel. The fuel selector was positioned to the left main fuel tank. No fuel was observed in the fuel line from the fuel selector to the engine-driven fuel pump. Minimal fuel was observed in the fuel line from the fuel manifold to the mixture control. No residual fuel was expelled from the engine-driven fuel pump when it was operated manually. The auxiliary fuel pump switch was in the off position. The switch for the left wing tip fuel tank transfer pump was off, and the switch for the right wing tip tank transfer pump was on.

An airframe examination did not reveal any anomalies consistent with a preimpact failure or malfunction. An engine test run was conducted, during which the engine performed normally and responded to all throttle inputs without hesitation. During the test run, fuel leaks were observed at the throttle body/mixture control and the engine-driven fuel pump. The o-rings in both components were removed and found to be hardened, worn, and brittle. The o-rings were replaced, and the components performed normally during the test run. The engine test run revealed no anomalies consistent with an inability to produce rated power.

The airplane was equipped with a Shadin Microflo-L fuel management system. The operating manual noted that the Microflo-L is a fuel flow measuring system and not a quantity-sensing system. Positive determination of the usable fuel on-board and accurate entry of that information into the unit is required; however, the pilot reported that he did not recall initializing the system before either flight on the day of the accident. The airplane was also equipped with an Insight G1 graphic engine monitor. However, the unit did not have data logging capability.





Flight Control System Malfunction/Failure: Fisher Flying Products - Super Koala, N220FF; accident occurred July 06, 2019 at Mercer County Regional Airport (KHZE), Hazen, North Dakota

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; Fargo, North Dakota

Investigation Docket - National Transportation Safety Board:


Location: Hazen, North Dakota 
Accident Number: CEN19LA219
Date & Time: July 6, 2019, 10:45 Local
Registration: N220FF
Aircraft: FISHER FLYING PRODUCTS Super Koala
Aircraft Damage: Substantial
Defining Event: Flight control sys malf/fail
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Flight test

Analysis

The airplane owner and a mechanic had reassembled the airplane's wings and re-rigged the flight controls; the pilot had subsequently been having trouble with aileron control during test flights. The accident flight was the fourth test flight of the day to diagnose and fix the issue. During takeoff, the airplane "quickly" became airborne and began to roll to the left about 15 ft above the ground. The pilot applied full right aileron; however, the airplane continued to roll left and descend, and the airplane impacted the ground in a left-wing-low attitude, resulting in substantial damage to the left wing spar, bottom fuselage, cowling, engine, landing gear, and firewall.

Postaccident examination of the airplane revealed improper rigging of the ailerons. The improper rigging and improper aileron cable tensions most likely resulted in a loss of aileron control during takeoff.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The airplane owner's and mechanic's improper rigging and cable tension of the aileron control system, which resulted in a loss of control during takeoff.

Findings

Aircraft Aileron control system - Incorrect service/maintenance
Aircraft Lateral/bank control - Attain/maintain not possible
Personnel issues Repair - Maintenance personnel
Personnel issues Repair - Owner/builder

Factual Information

On July 6, 2019, at 1045 central daylight time, an experimental amateur-built Freeman Super Koala, N220FF, experienced a hard landing during a return to Mercer County Regional Airport (HZE), Hazen, North Dakota, following a loss of aileron control. The commercial pilot was uninjured and the airplane was substantially damaged. The airplane was registered to and operated by the airplane owner under Title 14 Code of Federal Regulations Part 91 as a maintenance test flight that was not operating on a flight plan. Day visual meteorological conditions prevailed at the time of the accident. The local flight originated from HZE.

The pilot reported that the airplane had undergone reassembly of its wings and flight control rigging prior to the flight. On the day of the accident, he performed the fourth test flight of the airplane. He reported the airplane was having issues with the ailerons being fully functional once in flight. The pilot and the airplane owner were attempting to diagnose and fix the issue. The pilot preflighted the airplane, taxied out, performed a run-up, and confirmed the controls were free and correct. During the takeoff form runway 14, the airplane "quickly" became airborne and about 15 ft above the ground began to roll to the left. After applying full right aileron, the airplane continued to roll left and descend, which led to a left wing-low impact with the ground roughly 10-20 ft from the runway. The airplane's left wing spar, bottom fuselage, cowling, engine, landing gear, and firewall were substantially damaged.

The Federal Aviation Administration (FAA) inspector from the Fargo, North Dakota, Flight Standards District Office reported the airplane was purchased by the current owner from an estate. The airplane was disassembled and transported via trailer to Hazen, North Dakota. The airplane owner along with a FAA certificated mechanic assembled the airplane and they told the inspector they had issues with the aileron cable tensions. The airplane owner reported that he called the kit manufacturer but was unable to get the information he needed. After several attempts to properly adjust the aileron cable tensions, they determined that test flights would be needed. Post-accident inspection of the airplane revealed improper rigging of the ailerons and improper cable tensions. Inspection of the airplane maintenance logbook revealed the airplane was not properly signed off for return to service after maintenance.

History of Flight

Prior to flight Aircraft maintenance event
Takeoff Flight control sys malf/fail (Defining event)
Uncontrolled descent Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Commercial; Flight instructor 
Age: 30, Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Unknown
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 2
Last FAA Medical Exam:
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: FISHER FLYING PRODUCTS
Registration: N220FF
Model/Series: Super Koala 
Aircraft Category: Airplane
Year of Manufacture: 2008 
Amateur Built: Yes
Airworthiness Certificate: Experimental (Special)
Serial Number: 020
Landing Gear Type: 
Tricycle Seats: 2
Date/Type of Last Inspection: Condition
Certified Max Gross Wt.: 830 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 
Engine Manufacturer: Rotax
ELT: 
Engine Model/Series: 503DCSI
Registered Owner: 
Rated Power: 50 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: BIS,1661 ft msl 
Distance from Accident Site: 46 Nautical Miles
Observation Time: 10:52 Local
Direction from Accident Site: 145°
Lowest Cloud Condition: Few / 4300 ft AGL
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 8 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 140°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.29 inches Hg
Temperature/Dew Point: 22°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hazen, ND (HZE)
Type of Flight Plan Filed: None
Destination: Hazen, ND (HZE)
Type of Clearance: None
Departure Time: 
Type of Airspace:

Airport Information

Airport: Mercer County Regional Airport HZE
Runway Surface Type: Asphalt
Airport Elevation: 1814 ft msl
Runway Surface Condition:
Runway Used: 14 
IFR Approach: None
Runway Length/Width: 4999 ft / 75 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:  47.29,-101.580833(est)

Loss of Control in Flight: Beechcraft A36TP Bonanza (Soloy Turbine Conversion), N100JB; fatal accident occurred January 07, 2019 near Colusa County Airport (O08), California

Lionel J. Robin
December 8, 1948 - January 7, 2019

Lionel J. Robin
December 8, 1948 - January 7, 2019


Jeffrey Thomas Webber
January 7, 1953 - January 7, 2019

Jeffrey Thomas Webber
January 7, 1953 - January 7, 2019


Jeffrey Thomas Webber
January 7, 1953 - January 7, 2019















Aviation Accident Final Report - National Transportation Safety Board 

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Sacramento, California
Textron Aviation; Wichita, Kansas
Rolls Royce; Indianapolis, Indiana

Investigation Docket - National Transportation Safety Board:

Chalk Hills Consulting Group LLC


Location: Colusa, California
Accident Number: WPR19LA058
Date & Time: January 7, 2019, 10:50 Local
Registration: N100JB
Aircraft: Beech A36
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot, who did not possess a current medical certificate, departed in instrument meteorological conditions on a cross-country flight with a passenger onboard. A witness at the departure airport reported that at the time of takeoff, the cloud ceiling was about 500 ft above ground level with visibility of about 1 mile. Radar information revealed that the airplane turned to a southwesterly heading after departure, consistent with a heading toward their intended destination. The data showed that about 10 seconds after takeoff, as the airplane ascended through about 725 ft mean sea level (msl), a right turn was initiated. During the initial portion of the turn, the airplane continued to ascend to about 825 ft msl, where it remained for about 7 seconds. The airplane then began a descent while remaining in the right turn until impact.

Maneuvering the airplane in restricted visibility placed the pilot in conditions conducive to the development of spatial disorientation. The accident circumstances, including the tightening descending turn, and the subsequent high-energy impact, are consistent with the known effects of spatial disorientation. Additionally, examination of the engine revealed no evidence of any preexisting anomalies that would have precluded normal operation. Part of the flight control system was highly fragmented and could not be examined; however, the portions that remained intact did not exhibit any preexisting anomalies. Therefore, it is likely that the pilot was experiencing the effects of spatial disorientation when the accident occurred.

The pilot’s autopsy revealed severe cardiac disease, and although incapacitation as a result of this was possible, the pilot's loss of control suggests spatial disorientation was a more likely initiating event. Thus, it is unlikely that any symptoms from the pilot's severe cardiac disease contributed to this accident. The pilot also had bipolar disorder, but the extent of symptoms and whether they contributed to the accident could not be determined from the available information. However, the pilot had an established history of using medications to control the disease; therefore, some of the negative effects may have likely improved. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's loss of airplane control due to spatial disorientation shortly after takeoff in instrument meteorological conditions.

Findings

Personnel issues Aircraft control - Pilot
Personnel issues Spatial disorientation - Pilot
Environmental issues Below VFR minima - Effect on operation

Factual Information

History of Flight

Initial climb Loss of control in flight (Defining event)
Initial climb Collision with terr/obj (non-CFIT)

On January 7, 2019, about 1050 Pacific standard time, a Beech A36, N100JB, was destroyed when it was involved in an accident near Colusa, California. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A witness located at Colusa Airport (O08) reported that he saw the airplane taxi out and heard the pilot announce his departure from runway 13 on the airport's common traffic advisory frequency. The witness estimated that at that time, the cloud ceiling was about 500 ft above ground level with visibility of about 1 mile.

Information provided by the Federal Aviation Administration (FAA) revealed that the pilot was issued an instrument flight rules clearance to Palo Alto, California, before departure; however, he did not contact air traffic control after departure. Radar data showed that the airplane departed runway 13 at O08 and turned to a southwesterly heading. (Figure 1) About 10 seconds later, as the airplane ascended through about 725 ft mean sea level (msl) and had a groundspeed of about 130 knots, a right turn was initiated. During the initial portion of the turn, the airplane continued to ascend to about 825 ft msl, where it remained for about 7 seconds. The data showed that the airplane then began a descent, with an increase in groundspeed, while continuing the right turn for about 15 seconds until radar contact was lost. The last recorded radar target was within the vicinity of the accident site and showed an altitude of 75 ft msl and a groundspeed of about 160 knots. 

Pilot Information

Certificate: Private 
Age: 66,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Unknown
Other Aircraft Rating(s): None 
Restraint Used: Unknown
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: None 
None Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 1500 hours (Total, all aircraft)

The pilot did not possess a valid medical certificate at the time of the accident. His most recent medical certificate application was dated January 18, 2005, at which time he reported 1,500 hours of total flight experience. Review of FAA records showed that the pilot had reported hay fever and knee pain along with intermittent use of chlorpheniramine (a sedating antihistamine available over the counter and often marketed with the name Chlor-TriMeton). Correspondence sent to the FAA in May 2006 stated that the airman had a diagnosis of bipolar affective disorder type II, a history of attempted suicide, and had been prescribed Effexor (generic: venlafaxine), Wellbutrin (generic: bupropion), and Lamictal (generic: lamotrigine). The pilot surrendered his medical certificate a few months later after the FAA requested further medical information, which he declined to provide.

The pilot's logbooks were not located during the investigation.

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N100JB
Model/Series: A36 
Aircraft Category: Airplane
Year of Manufacture: 1984 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: E-2203
Landing Gear Type: Retractable - Tricycle 
Seats: 6
Date/Type of Last Inspection: July 18, 2018 Unknown
Certified Max Gross Wt.: 3651 lbs
Time Since Last Inspection: 
Engines: 1 Turbo prop
Airframe Total Time: 3202.7 Hrs as of last inspection
Engine Manufacturer: Allison
ELT: Installed, not activated 
Engine Model/Series: 250-B17C
Registered Owner: 
Rated Power: 450 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument (IMC)
Condition of Light: Day
Observation Facility, Elevation: KMYV,62 ft msl
Distance from Accident Site: 21 Nautical Miles
Observation Time: 19:53 Local
Direction from Accident Site: 98°
Lowest Cloud Condition:
Visibility: 10 miles
Lowest Ceiling: Overcast / 7500 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 9 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 160°
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.18 inches Hg 
Temperature/Dew Point: 12°C / 9°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Colusa, CA (O08)
Type of Flight Plan Filed: IFR
Destination: Palo Alto, CA
Type of Clearance: IFR
Departure Time: 10:50 Local
Type of Airspace: Class E

The terminal aerodrome forecast (TAF) issued closest to O08 was about 26 miles east of the accident site. Between 0800 and 0900, the TAF forecast wind from 180º at 9 knots, visibility better than 6 miles, ceiling broken at 3,000 ft agl, overcast ceiling at 6,000 ft, altimeter setting 30.03 inches of mercury, with a temporary period from 0900 to 1100 of ceiling broken at 1,500 ft.

A search of the FAA automated flight service station provider, Leidos, indicated that no requests from the pilot for a weather briefing or to file a flight plan were made. It is unknown what the pilot reviewed to familiarize himself with the reported and forecasted weather conditions.

Airport Information

Airport: COLUSA COUNTY O08 
Runway Surface Type:
Airport Elevation: 49 ft msl 
Runway Surface Condition: Unknown
Runway Used: 
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal 
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal 
Latitude, Longitude: 39.153057,-122.019996 (est)

Examination of the accident site by local law enforcement revealed that the airplane impacted a water irrigation pond 1.8 miles southwest of O08. The airplane wreckage, which was mostly submerged within about 5 ft of water, was recovered to a secure location for further examination.

Examination of the recovered wreckage revealed that the airframe was fragmented into multiple pieces. The instrument panel was displaced, and multiple instruments had separated. One attitude indicator was located within the recovered wreckage and was disassembled. The gyro and gimbal exhibited extremely light scoring. One vacuum pump remained attached to an external drive assembly mounted on the firewall. The vacuum pump was disassembled, and all internal rotors and vanes were intact. The vacuum pump drive was intact and undamaged. Another vacuum pump was located within the recovered wreckage, and all internal components were separated and not located.

The left wing was bent and buckled throughout. The flap and aileron remained attached. The tip tank remained attached. The right wing was fragmented into multiple sections. The outboard tip tank, and inboard portion (gear well) of the wing were recovered. A majority of the right wing was not recovered.

Flight control continuity was unable to be established throughout the airframe. Fragments of the elevator, trim, and aileron control cables were located within the recovered wreckage. The fracture surfaces on the bellcranks and control cables exhibited evidence of being cut by recovery personnel or signatures consistent with overload separation.

The turbine engine was separated from its mount, and the compressor section was separated. The propeller gearbox and governor were separated and not recovered. The engine displayed extensive impact, crush, and fracture damage and was covered with dried mud and water residue. Multiple stages of compressor rotor blade bending and fractures opposite of rotation were observed. The gas producer
turbine 1st and 2nd stage nozzles exhibited marks consistent with turbine blade tip rub.

Examination of the recovered airframe and engine revealed no preimpact anomalies that would have precluded normal operation.

Additional Information

The FAA Civil Aeromedical Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a “loss of proper bearings; state of mental confusion as to position, location, or movement relative to the position of the earth.” Factors contributing to spatial disorientation include changes in acceleration, flight in IFR conditions, frequent transfer between visual flight rules and IFR conditions, and unperceived changes in aircraft attitude.

The FAA’s Airplane Flying Handbook (FAA-H-8083-3B) describes some hazards associated with flying when the ground or horizon are obscured. The handbook states, in part, the following:

The vestibular sense (motion sensing by the inner ear) in particular can and will confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in airplane attitude, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated, leading the pilot to believe the attitude of the airplane has changed when, in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation.

Medical and Pathological Information

 According to the autopsy performed by Bennet Omalu Pathology, Stockton, California, the pilot’s cause of death was high velocity deceleration injury. Extensive coronary artery disease was identified in the right, left main, left anterior descending, and circumflex arteries, which were 90-99% occluded. Microscopy demonstrated evidence of previous ischemia including myofibrillary contraction band degeneration and cytoplasmic hypereosinophilia, which was multifocal but with no visible scar on the gross evaluation. In addition, the pilot had hypertensive cardiomyopathy and the pathologist reported a clinical history of poorly controlled diabetes with damage to his kidneys as well as bipolar disease.

Toxicology testing performed by NMS Labs on cavity blood at the request of the pathologist identified venlafaxine and its metabolite desmethylvenlafaxine, bupropion and its metabolite hydroxybupropion, and lamotrigine.

Toxicology testing performed by the FAA's Forensic Science Laboratory identified zolpidem, venlafaxine and its metabolite desmethylvenlafaxine, bupropion and its metabolite hydroxybupropion, and lamotrigine in liver and muscle tissue. The zolpidem level in the pilot was too low for the lab to quantify.

Zolpidem is a Schedule IV controlled substance available by prescription for the short-term treatment of insomnia; it is often marketed with the name Ambien. It is quickly sedating; users are instructed to take it only immediately before going to bed. Particularly during the initial period after taking the drug, a variety of psychoactive effects have been described, including "sleep driving" and other potentially dangerous events.

Venlafaxine is an antidepressant that can cause a variety of psychoactive effects but has not been shown to affect safety while operating a vehicle. Bupropion is an antidepressant or an adjunct to quit smoking. Bupropion can cause a number of psychoactive effects and increases the risk of seizure. Lamotrigine is an anti-seizure medication also indicated for mood stabilization in patients with bipolar disease. Lamotrigine may cause a variety of psychoactive effects; its direct effects on operating a vehicle have not been studied.

Collision During Landing: G103 Twin Astir, N106NS; fatal accident occurred July 06, 2019 in Brandon, Rankin County, Mississippi

James Robert "Jim" Gately




James Robert "Jim" Gately


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; Jackson, Mississippi

Investigation Docket - National Transportation Safety Board:


Location: Brandon, Mississippi 
Accident Number: CEN19FA211
Date & Time: July 6, 2019, 13:30 Local
Registration: N106NS
Aircraft: Grob G103 
Aircraft Damage: Substantial
Defining Event: Collision during takeoff/land 
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot of the accident glider and a pilot of another glider repositioned the two gliders from one airfield to another about 6 miles east of the departure airport. The purpose of the flight was to fly two gliders to a location where they conducted their glider flights. The first glider was towed to 2,000 ft agl, southeast of the departure airport. After the glider was released, the glider pilot flew towards the other airport, and the towpilot returned for the second glider. The accident pilot stated to the towpilot that he planned to release at 3,000 ft agl. When they were about 2,100 agl, the glider pilot released from the towplane. The towpilot stated that this was in same area that the first glider released and didn't see or hear from the glider pilot again.

The pilot in the first glider reported that he heard the accident pilot state via radio that he was "getting low and would probably have to land out."

The wreckage was located in a fenced field about 2.5 miles southeast of the departure airport and about 6 miles southwest of the destination airport. The glider came to rest inverted about 150 ft beyond an oak tree located at the edge of the field. A piece of the glider's right wing skin was found in a branch of the oak tree about 25 to 30 ft above the ground. Several small branches and leaves were located on the ground beneath the branch. Additionally, there were several impact signatures on parts of the tree branch near the wing skin; the signatures on the branch and ground scars are consistent with the glider's collision with a tree before impact with terrain. Examination of the glider revealed no anomalies.

Toxicology of the pilot revealed the presence of metabolites of tetrahydrocannabinol; however, since no active compounds were found in blood, it is unlikely that any effects from his use of marijuana contributed to the accident.

The field where the glider came to rest contained several wire fences across and lengthwise to the field. It is likely that these fences were not visible to the pilot until he was committed to the landing. It could not be determined if the pilot tried to avoid the fence during the approach and landing. Given the available evidence, the pilot was attempting to obtain lift in the vicinity of the departure airport but became low and chose to conduct an off-airport landing. During the subsequent off-airport landing, the right wing impacted a tree and the glider subsequently impacted terrain.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate clearance from a tree during an attempted off-field landing.

Findings

Personnel issues (general) - Pilot
Environmental issues Tree(s) - Contributed to outcome
Environmental issues Thermal lifting - Ability to respond/compensate

Factual Information

History of Flight

Enroute-cruise Loss of lift
Landing Collision during takeoff/land (Defining event)
Landing Off-field or emergency landing

On July 6, 2019, about 1330 central daylight time, a Grob G103 glider, N106NS, was substantially damaged when it was involved in an accident near Brandon, Mississippi. The pilot was fatally injured. The glider was registered to and operated by the Central Mississippi Soaring Society, LLC. Visual meteorological conditions prevailed, and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The flight originated from the Woodbridge Airport (6MS1), Brandon, Mississippi, about 1315, and was en route to the Harrell Field Airport (MS08), Pisgah, Mississippi.

According to the towpilot, the purpose was to move two gliders from 6MS1 to MS08, about 6 nautical miles west of MS08, from where they hangered the gliders, to where they conducted their flights. The towpilot towed the first glider to 2,000 ft above ground level (agl) southeast of 6MS1, where the glider released from the towplane. The towpilot then returned to 6MS1 for the accident glider. The accident pilot stated to the towpilot that he planned to release at 3,000 ft agl.

The towpilot added that the second tow was slow due to the glider's weight and the high density altitude at the time but was "uneventful." At an altitude of about 2,100 ft agl, the glider released from the towplane. The towpilot stated that this was in the same area that the first glider released, and the accident pilot conducted the "normal right turn" after releasing. The towpilot reported that he did not see the accident glider or hear from the accident pilot following release.

The pilot in the first glider reported that he heard the accident pilot state over the radio that he was "getting low and would probably have to land out." The wreckage was located in a fenced field about 2.5 miles southeast of 6MS1 and about 6 miles southwest of MS08.

Pilot Information

Certificate: Airline transport; Commercial; Private
Age: 65
Airplane Rating(s): Single-engine land
Seat Occupied: Front
Other Aircraft Rating(s): Glider; Helicopter 
Restraint Used: 4-point
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: 7419 hours (Total, all aircraft), 15.8 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Grob 
Registration: N106NS
Model/Series: G103 Twin Astir
Aircraft Category: Glider
Year of Manufacture: 1978
Amateur Built: No
Airworthiness Certificate: Other
Serial Number: 3196
Landing Gear Type: Tandem
Seats: 2
Date/Type of Last Inspection: July 4, 2019 Annual
Certified Max Gross Wt.:
Time Since Last Inspection: 
Engines:
Airframe Total Time: 
Engine Manufacturer:
ELT: Not installed 
Engine Model/Series:
Registered Owner: 
Rated Power:
Operator:
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KMBO
Distance from Accident Site: 10 Nautical Miles
Observation Time: 13:15 Local
Direction from Accident Site: 270°
Lowest Cloud Condition: Scattered / 4500 ft AGL
Visibility 10 miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 5 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 320° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.09 inches Hg 
Temperature/Dew Point: 32°C / 23°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Brandon, MS (6MS1) 
Type of Flight Plan Filed: None
Destination: Pisgah, MS (MS08) 
Type of Clearance: None
Departure Time: 13:15 Local
Type of Airspace:

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: 32.427501,-89.940277

The glider came to rest inverted about 150 ft beyond an oak tree located at the edge of a field. There were several wire fences across and lengthwise to the field.

 

A piece of the glider's right wing skin was found in a branch of the oak tree, about 25 to 30 ft up from the ground. Several small branches and leaves were located on the ground just beneath the branch. Additionally, there were several impact signatures on parts of the tree branch near the wing skin; the signatures and ground scars are consistent with the glider colliding with the tree before the impact with terrain. The glider was examined on site and all major components were accounted for at the scene.

Control continuity was established to the respective control surfaces.

No pre-impact anomalies were noted during the airframe examination.

Medical and Pathological Information

The Mississippi State Medical Examiner's Office, Pearl, Mississippi, conducted an autopsy on the pilot. The autopsy noted the cause of death was determined to be "blunt force trauma."

The Federal Aviation Administration Forensic Sciences Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing. The specimens were not tested for cyanide. The test was negative for ethanol and carbon monoxide. The test was positive for Salicylate, Losartan and Carboxy-Delta-9-Tetrahydrocannabinol and 11 hydroxy-Delta-9-Tetrahydrocannabinol (THC-OH), the inactive and active metabolites, respectively, of tetrahydrocannabinol, the primary psychoactive component of marijuana, were detected in urine but not in blood.