National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# GAA15CA024
03/27/2015 1300
Acft Mk/Mdl DAVID SHELL ZENITH CH701
Regis# N701VZ
Rush Valley, UT
Acft SN 7-6687
Acft Dmg:
Fatal
Opr Name: ZENITH AFTV LLC
Printed: April 01, 2015
Page 1
0
Rpt Status: Prelim
Ser Inj
Opr dba:
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0
Prob Caus: Pending
Flt Conducted Under: FAR 091
Aircraft Fire:
Copyright 1999, 2015, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN13LA186
03/04/2013 1625 CST Regis# N70785
Terrell, TX
Apt: N/a
Acft Mk/Mdl FISHER MICHAEL E CELEBRITY
Acft SN AV1057
Acft Dmg: DESTROYED
Eng Mk/Mdl CONTINENTAL IO-240
Acft TT
Fatal
Opr Name: MICHAEL J. PAYNE
Opr dba:
195
1
Ser Inj
Rpt Status: Factual Prob Caus: Pending
0
Flt Conducted Under: FAR 091
Aircraft Fire: GRD
Events
1. Maneuvering-aerobatics - Aircraft structural failure
Narrative
HISTORY OF FLIGHT
On March 4, 2013, at 1625 central standard time, an amateur built Michael E. Fisher Celebrity airplane, N70785, experienced an in-flight structural failure, loss
of control, and impact with the terrain while performing aerobatic maneuvers near Terrell, Texas. The private pilot was fatally injured. The airplane was
destroyed by impact and a postimpact fire. The personal flight was being operated under 14 Code of Federal Regulations Part 91. Visual meteorological
conditions prevailed and no flight plan was filed. The flight departed from the Mesquite Metro Airport (HQZ), Mesquite, Texas, at an unknown time.
Several witness reported seeing the airplane performing aerobatic maneuvers before the accident. One witness reported the airplane made five to seven barrel
rolls and was leveling off when the left upper wing separated from the airplane. He stated the wing remained attached by wires and it trailed behind the airplane
as it descended to impact with the terrain. Another witness reported hearing changes in the engine power as the pilot performed two loops, followed by a double
roll. The airplane flew level for about one mile; then it began a series of two more loops. As the airplane ascended during the second loop, the witness saw two
sections of the wing separate from the airplane. He stated these sections "fluttered away" as the airplane continued to ascend. The airplane then entered an
aerodynamic stall and descended.
The airplane impacted a field which contained a scattering of small trees. The fuselage, empennage, and lower left wing were destroyed by the post impact fire.
Sections of the wings that separated from the airplane while inflight, were located in a wooded area about a half mile east of the main wreckage.
PERSONNEL INFORMATION
The pilot, age 69, held a private pilot certificate with an airplane single-engine land rating. The pilot was issued a third-class medical certificate on August 23,
2012. The certificate contained the limitation, "Must have glasses available for near vision. Not valid for any class after July 31, 2013." The pilot reported having
1,122 total hours of flight time on the medical certificate application.
The last entry in the pilot's logbook was dated May 7, 2012. The pilot's total flight time was listed as 927.79 hours. None of this flight time was logged in the
accident make and model of airplane. The logbook did contain several entry comments regarding aerobatic maneuvers.
AIRCRAFT INFORMATION
The accident airplane was a 1993 experimental amateur built Michael Fisher Celebrity, serial number AV1057. The airplane was issued a Special Airworthiness
Certificate on September 28, 1993. It was a two-place, bi-wing airplane with conventional landing gear. The airplane was powered by a 125 horsepower,
Continental model IO-240 engine.
The airplane was constructed with a fabric covered welded, tubular steel fuselage and empennage. The wooden wing spars and ribs were also fabric covered.
The airplane had interplane struts between the upper and lower wings and inverted "V" cabane wing struts which connected the upper wing to fuselage.
The pilot purchased the airplane on January 19, 2013. A review of the maintenance logbooks indicated the most recent condition inspection of the airframe and
engine was performed on January 18, 2013, at a total airframe and engine total time of 195.3 hours. The emergency locator transmitter battery was replaced on
January 22, 2013, at an aircraft total time of 197.82 hours. This was the last entry in the airframe logbook. The aircraft total time at the time of the accident
could not be determined due to the postimpact fire.
Static load test documents for the Fisher Celebrity airplane show the design load factors used were +4 and -2 g's with the ultimate load factors of +6 and -3 g's.
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
METEOROLOGICAL CONDITIONS
At 1653, the weather conditions reported at the Terrell Municipal Airport (TRL), located 3 miles northeast of the accident site were: Wind from 170 degrees at
11 knots gusting to 21 knots; visibility 10 statute miles; clear sky; temperature 24 degrees Celsius; dew point 10 degrees Celsius; altimeter 29.64 inches of
mercury.
WRECKAGE AND IMPACT INFORMATION
The upper cowling, engine, fuselage, lower left wing, main landing gear, empennage and tail wheel were charred, melted and consumed by the postimpact fire.
The upper left wing was fractured at mid-span. The spars and ribs on the upper left wing and both the upper and lower right wings were broken up and aft. The
wing fabric was torn and shredded. The right forward interplane wing strut tube was broken at the bottom wing mounting bracket. The fracture surface showed
elongation, necking and a 45-degree cone tear consistent with a tension overload failure.
The airplane's flight controls were examined. Aileron cable failures to the top wing and bottom right wing were consistent with overload when the wings
separated from the airplane. Flight control continuity to the elevator and rudder was confirmed.
The airplane's engine was examined and showed continuity throughout. The propeller blades were broken off at the hub and found at the accident site. The
propeller spinner was crushed aft and twisted counterclockwise on the propeller hub.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy of the pilot was performed on March 5, 2013, at the Southwestern Institute of Forensic Sciences at Dallas. The cause of death was listed as a
result of blunt force injuries.
A Forensic Toxicology Fatal Accident Report was prepared for the pilot by the FAA Civil Aeromedical Institute, Oklahoma City, Oklahoma. The results for tests
performed were negative, with the exception of Metoprolol which was found in the muscle and liver tissues. Metoprolol is a beta blocker commonly used to treat
hypertension and to prevent mortality from coronary artery disease.
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN15LA185
03/28/2015 1530 EDT Regis# N556DG
Acft Mk/Mdl GIACKINO DONALD W ROTORWAY 162F Acft SN 6612
Opr Name: GIACKINO DONALD W
Marquette, MI
Apt: N/a
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Fatal
Flt Conducted Under: FAR 091
0
Ser Inj
Opr dba:
0
Prob Caus: Pending
Aircraft Fire: NONE
Events
2. Unknown - Unknown or undetermined
Narrative
On March 28, 2015, about 1530 eastern daylight time, a Rotorway 162F helicopter, N556DG, impacted terrain shortly after lifting off from a private helipad in
Marquette, Michigan. The commercial rated pilot was not injured and the helicopter was substantially damaged. The helicopter was registered to and operated
by a private individual under the provisions of the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the
time of the accident.
According to the pilot, he was operating in a confined area. Just after bringing the helicopter to a hover, the helicopter started to yaw left, he applied right pedal,
but the yaw continued. The pilot then tried to maneuver the helicopter away from buildings, but the helicopter entered into a spin. The pilot added that the
helicopter spun at least 5 times before a main rotor blade struck a tree. The helicopter then impacted the ground, resulting in substantial damage to the main
rotor blades, fuselage, and tailboom.
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA14LA254
05/21/2014 1743 EDT Regis# N505CR
Acft Mk/Mdl JOHN V RAWSON JR SPRINT II-NO
Acft SN 0696
Eng Mk/Mdl ROTAX R582
Acft TT
Opr Name: RAWSON JOHN V JR
Opr dba:
8
Princeton, NJ
Apt: Princeton 39N
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
0
Ser Inj
1
Aircraft Fire: NONE
Events
1. Approach-VFR pattern final - Loss of control in flight
Narrative
On May 21, 2014, at 1743 eastern daylight time, an experimental amateur-built Quicksilver Sprint II amphibious airplane, N505CR, was substantially damaged
when it collided with terrain following a loss of control while on approach to Princeton Airport (39N), Princeton, New Jersey. The commercial pilot was seriously
injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which departed 39N about 1730. The personal flight was
conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
In interviews with local authorities, the pilot stated that he and the owner/builder of the airplane had flown the airplane together four times earlier on the day of
the accident. During three of the four flights, the accident pilot was manipulating the flight controls, and the owner suggested he take the airplane for a solo
flight. . The pilot reported that during his first approach for landing to runway 28, he was "unable to keep the aircraft in a straight line," and that the airplane
would only turn left, despite his application of full right aileron and rudder. The airplane completed a 360-degree turn back to final approach at an altitude of
about 100 feet above ground level. The pilot stated that the airplane continued in the descending left turn, and subsequently impacted trees and terrain.
The pilot held a commercial pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent Federal Aviation Administration
second class medical certificate was issued on July 31, 2013. On June 24, 2014, the pilot reported to the NTSB that he had accrued 1,676 hours of flight
experience as of that date, of which one hour was in the accident airplane make and model.
The pilot did not possess a seaplane rating. The owner/builder did not possess a flight instructor certificate.
The airplane was issued an FAA airworthiness certificate on October 24, 2013, and at the time of the accident, had accrued 8.1 hours since that date.
Operating limitations for the airplane published November 30, 2013 stipulated that the airplane "must be operated at least 40 hours" in its assigned geographic
area, which was within a 25 nautical mile radius of Mountain Airpark (OGE5), Cleveland, Georgia. The limitations further stipulated that during the flight-testing
phase, no person was to be carried in the airplane unless that person was essential to the purpose of the flight.
Postaccident examination of the airplane by an FAA aviation safety inspector revealed control continuity from the flight controls to the flight control surfaces.
The inspector further stated that proper and corresponding movement of the flight controls and flight control surfaces was confirmed. Both the pilot and
owner/builder stated that when they flew the airplane together, there were no deficiencies with the performance and handling of the airplane. The FAA inspector
stated that his postaccident examination revealed no mechanical deficiencies with the airplane that would have precluded normal operation.
ADDITIONAL INFORMATION
According to FAA Handbook 8083-23, Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook:
In the air, seaplanes fly much like landplanes. The additional weight and drag of the floats decrease the airplane's useful load and performance compared to the
same airplane with wheels installed. On many airplanes, directional stability is affected to some extent by the installation of floats. This is caused by the length
of the floats and the location of their vertical surface area in relation to the airplane's CG. Because the floats present such a large vertical area ahead of the
CG, they may tend to increase any yaw or sideslip. To help restore directional stability, an auxiliary fin is often added to the tail. Less aileron pressure is
needed to hold the seaplane in a slip. Holding some rudder pressure may be required to maintain coordination in turns, since the cables and springs for the
water rudders may tend to prevent the air rudder from streamlining in a turn."
The handbook further stated, "Many of the most common flying boat designs have the engine and propeller mounted well above the airframe's CG [center of
gravity]. This results in some unique handling characteristics. The piloting techniques necessary to fly these airplanes safely are not intuitive and must be
learned. Any pilot transitioning to such an airplane is strongly urged to obtain additional training specific to that model of seaplane... Depending on how far the
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National Transportation Safety Board - Aircraft Accident/Incident Database
engine is from the airplane's CG, the mass of the engine can have detrimental effects on roll stability. Some seaplanes have the engine mounted within the
upper fuselage, while others have engines mounted on a pylon well above the main fuselage. If it is far from the CG, the engine can act like a weight at the end
of a lever, and once started in motion it tends to continue in motion."
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# WPR15LA131
03/21/2015 1115 MST Regis# N747MC
Sedona, AZ
Apt: Sedona SEZ
Acft Mk/Mdl MCCURRY CHARLES P F 1 ROCKET-NO Acft SN 79
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Eng Mk/Mdl LYCOMING IO-540
Fatal
Flt Conducted Under: FAR 091
Opr Name: ROBERT COESTER
0
Ser Inj
Opr dba:
2
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Approach-VFR pattern final - Loss of engine power (partial)
Narrative
On March 21, 2015, about 1115 mountain standard time, a McCurry F-1 Rocket, N747MC, sustained substantial damage during a forced landing following a
loss of engine power while on final approach to the Sedona Airport (SEZ), Sedona, Arizona. The airplane was registered to Steelesky Ltd., and operated by the
pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot, who was seated in the front seat, and the airline transport rated
pilot, who was seated in the rear seat, were seriously injured. Visual meteorological conditions prevailed and no flight plan was filed for personal flight. The
cross-country flight originated from Prescott, Arizona, about 20 minutes prior to the accident.
During a telephone conversation with the National Transportation Safety Board investigator-in-charge, the front seat pilot reported that while the flight was
inbound to SEZ, the engine began running rough, and through adjusting the mixture, it returned to running normal. The pilot stated that after switching to the
right fuel tank, he proceeded to enter the airport traffic pattern on a right base for runway 3. As he turned onto about a 3-mile final for the runway, the airplane
descended below his intended flight path and he added power, however, noticed that the engine was not responding. The rear seat pilot took control of the
airplane while the front seat pilot continued to troubleshoot the loss of engine power by leaning and enrichening the mixture along with switching fuel tanks. The
front seat pilot stated that despite all of his attempts, no changes in engine power were noted. The rear seat pilot initiated a forced landing to a nearby road, and
during the landing roll, struck desert vegetation and came to rest upright about 1 mile southwest of the airport.
Postaccident examination of the airplane by local law enforcement revealed that the right wing and fuselage were structurally damaged. The wreckage was
recovered to a secure location for further examination.
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA13LA171
03/16/2013 1000 EDT Regis# N2549W
Acft Mk/Mdl MCNULTY JOHN S AEROLITE 103
Acft SN 411
Eng Mk/Mdl ROTAX 503
Opr Name: ANTHONY J. RADELAT
Immokalee, FL
Apt: Immokalee Regional Airport IMM
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
0
Ser Inj
Opr dba:
1
Aircraft Fire: NONE
Events
2. Approach - Loss of engine power (partial)
Narrative
On March 16, 2013, about 1000 eastern daylight time, an experimental Aerolite 103, N2549W, was substantially damaged when it collided with terrain near
Immokalee, Florida. The private pilot sustained serious injuries. The airplane was registered to and operated by the private pilot under the provisions of Title 14
Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The flight departed from
Immokalee Regional Airport (IMM), Immokalee, Florida at 0900.
According to the pilot, he was returning to IMM after a short local flight. The pilot reported that he was at 3,000 feet agl and started a descent into IMM. He went
on to say that he leveled off at 1,000 feet agl and had the airport insight. As he approached the airport he encountered heavy turbulence, followed by a strong
gust of wind. The airplane began to descend rapidly, and he added full power in an attempt to fly out of the turbulence and climb. He did not recall if the
engine's rpm increased, but stated that the airplane did not climb or perform as expected. The airplane rolled to the right, continued to descend and collided
with the trees.
An examination of the airframe revealed that all of the tubing was buckled due to impact damage. Examination of the flight controls revealed continuity to the
flight control surfaces. The elevator control cable was broken, and was examined by the NTSB material laboratory. The examination revealed that it was broken
in overstress.
The recorded weather at the Southwest Florida International Airport, Fort Myers, Florida (RSW), revealed that at 0953, conditions were wind 170 degrees at 6
knots, cloud conditions clear, temperature 18 degrees Celsius (C); dew point 11 degrees C; altimeter 30.21 inches of mercury. According to the Federal
Aviation Administration Special Airworthiness Information Bulletin (SAIB): CE-09-35; these conditions were favorable for serious carburetor icing at glide power.
A review of the ROTAX installation manual section 16) carburetor subsection 16.1) Carburetor air intake, states that "If the aircraft is to be operated in climatic
conditions where carburetor icing is likely to occur, a heating system must be fitted." During the examination of the carburetor and intake system it was noted
that this Rotax engine was not equipped with a carburetor heat system.
Examination of the engine revealed that the propeller blades exhibited signs of rotational damage on two of the three blades. One blade was broken off at the
root and was not located.
Further examination of the engine revealed that the fuel system was breached between the primer bulb and the fuel tank. An examination of the carburetor
revealed that it was impact damaged. Further examination of the carburetor system revealed that the air filter was found dirty. An examination of the spark
plugs revealed that they were covered with oil deposits on the electrodes and insulator. The fuel bowl was removed and did not contain any fuel. There was
evidence of water contamination but no water was within the bowl at the time of examination. The carburetor was further dissembled and the main jet was free
of obstructions or blockages. The jet needle was installed correctly and was in good condition. Examination of the fuel pump revealed that it was in good
condition but was mounted incorrectly according to the Rotax manual. Examination of the fuel lines revealed that they were secure to their fittings on the
engine. No fuel was found between the carburetor and the fuel pump.
An examination of the cylinders revealed that there were seizure marks on the magneto piston. Metal transfers were found on the intake and exhaust side of
the magneto cylinder wall. Examination of the power take-off cylinder revealed no metal transfer and no evidence of piston seizure.
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA14LA174
03/26/2014 1700 AST Regis# N/A
Acft Mk/Mdl N/A N/A
Acft SN N/A
Eng Mk/Mdl VOLKSWAGEN UNK
Opr Name: EMERITO GUZMAN
Patillas, PR
Apt: Patillas Airport X64
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
1
Ser Inj
Opr dba:
0
Aircraft Fire: NONE
Events
1. Approach-VFR pattern base - Loss of control in flight
Narrative
On March 26, 2014, approximately 1700 atlantic standard time, an unregistered airplane was substantially damaged when it impacted the ground while
maneuvering for landing at Patillas Airport (X64), Patillas, Puerto Rico. The airline transport pilot/builder was fatally injured. Visual meteorological conditions
prevailed, and no flight plan was filed for the local flight. The flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.
According to a Federal Aviation Administration (FAA) inspector, the accident flight was the pilot's first flight in the airplane. The airplane impacted the ground
about 750 feet southwest of the runway 10 threshold at X64. There were no witnesses to the accident.
Examination of photos from the accident site revealed that the airplane came to rest upright approximately 10 feet from a tree, which displayed several broken
branches. The left aileron and the outboard portion of the left wing were separated from the airplane and came to rest under the tree. The cockpit area, right
main landing gear, and right wing displayed significant aft crushing and were displaced aft, while the left wing root displayed minor damage and was displaced
forward. The vertical and horizontal stabilizers, rudder, and elevators were intact and remained attached to the airframe. The engine remained attached to the
airframe, and the two-bladed wooden propeller remained attached to the engine. One blade was fractured aft near the propeller hub, and was splintered and
bent beneath the engine. The second blade was intact and displayed gouging along its leading edge and a crack emanating inward approximately 3 inches from
its tip. Control continuity was established from the cockpit area to all flight control surfaces.
The airplane was recovered to a hangar, and examination of the engine was conducted on May 6, 2014. The battery displayed a charge of 12 volts, the fuel
tank contained approximately 3 gallons of fuel, and the engine oil level was full. Continuity of the fuel system was established from the fuel tank to the engine,
and throttle and fuel mixture control continuity was established from the cockpit to the engine. The top spark plugs were removed, and visual inspection
revealed normal wear. Visual inspection of the cylinders further revealed no anomalies. The engine crankshaft was rotated by hand at the propeller, and
compression was obtained on all cylinders.
The 1656 weather observation at Luis Munoz Marin International Airport (JSJ), San Juan, Puerto Rico, approximately 27 nautical miles north of the accident
location, included wind from 50 degrees at 13 knots, 10 miles visibility, few clouds at 4,700 feet, temperature 29 degrees C, dew point 20 degrees C, and an
altimeter setting of 30.04 inches of mercury.
The airplane was a single-seat, tailwheel-equipped airplane of wood, steel tube, and fabric construction. It was powered by one 4-cylinder reciprocating
automobile engine fitted with a wooden propeller. Paperwork recovered from the pilot's home indicated that the airplane's design was based on a
commercially-available set of plans for an ultralight aircraft, from which the pilot constructed the airplane with several modifications. No documentation of the
airplane and engine's build, modification, maintenance history, or flight test plan were located.
The pilot held a commercial pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane, as well as an airline transport pilot
certificate with a rating for rotorcraft-helicopter. The pilot also held a repairman experimental aircraft builder certificate, issued in 2004, for a Vans Aircraft RV-8.
His most recent FAA second-class medical certificate was issued in November 2013, at which time he reported 3,800 total hours of flight experience. The
pilot's logbooks were not located.
An autopsy was performed on the pilot by the Institute of Forensic Sciences, San Juan, Puerto Rico. The cause of death was listed as "blunt force trauma."
The Federal Aviation Administration Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot,
with negative results for carbon monoxide, ethanol, and drugs.
FAA Advisory Circular (AC) 90-89A, Amateur-Built Aircraft and Ultralight Flight Testing Handbook, stated, ".test flying an aircraft is a critical undertaking, which
should be approached with thorough planning, skill, and common sense."
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Chapter 1: Preparation, stated, "The most important task for an amateur-builder is to develop a comprehensive flight test plan. This plan should be individually
tailored to define the aircraft's specific level of performance. It is therefore important that the entire flight test plan be developed and completed BEFORE the
aircraft's first flight. The objective of a flight test plan is to determine the aircraft's controllability throughout all the maneuvers and to detect any hazardous
operating characteristics or design features. This data should be used in developing a flight manual that specifies the aircraft's performance and defines its
operating envelope."
The advisory circular provided further guidance on preparing a plan for each phase of an amateur-built airplane's production. The areas for which guidance was
provided included preparing for the airworthiness inspection, weight and balance, taxi test, flight testing, and emergency procedures. The suggested flight
testing regimen was separated into 10-hour segments for the 40-plus hour flight testing requirement.
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Copyright 1999, 2015, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# WPR14FA218
05/31/2014 1620 PDT Regis# N62DN
Toldeo, OR
Apt: N/a
Acft Mk/Mdl NEBERT VANS RV-10
Acft SN 40546
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl TEXTRON LYCOMING O-540-B4B5
Acft TT
Fatal
Flt Conducted Under: FAR 091
Opr Name: DOUGLAS NEBERT
Opr dba:
375
2
Ser Inj
1
Aircraft Fire: NONE
Events
1. Enroute-climb to cruise - Loss of engine power (total)
Narrative
HISTORY OF FLIGHT
On May 31, 2014, about 1620 Pacific daylight time, a single-engine experimental Nebert Vans RV-10, N62DN, experienced a loss of power and departed
controlled flight while the pilot was maneuvering for a forced landing in Toledo, Oregon. The airplane was substantially damaged. The private pilot and four-year
old passenger were fatally injured; the adult passenger sustained serious injuries. The airplane was registered to and being operated by the pilot under the
provisions of 14 Code of Federal Regulations Part 91. The personal cross-country flight departed Newport Municipal Airport, Newport, Oregon, with a planned
destination of Seattle, Washington. Visual meteorological conditions prevailed and no flight plan had been filed.
Numerous witnesses located in Toledo reported observing the airplane flying at a low altitude from the north. The witnesses reported hearing no sound from the
airplane's engine and saw it progressively descend in altitude. The airplane approached the Georgia Pacific paper mill and made a steep turn to the left. The
airplane subsequently made a rapid descent and impacted terrain in a nose-low, near-vertical attitude.
The surviving passenger recalled the flight, although was heavily medicated during the recounting of the events that transpired. She stated that she was in the
aft right seat and her daughter was buckled in a car seat positioned in the aft left seat. Luggage was strapped in the front right seat in an effort to compensate
for the aft weight. The departure seemed normal and the pilot commented that the engine sounded better than it had in awhile. The airplane continued the
takeoff climb through some cloud wisps and ascended above a lower cloud cover, with an overcast layer above.
The passenger further stated that suddenly the engine experienced a total loss of power, which she described as the airplane stopping forward motion, and
there was no engine sound. An alarm sounded, and shortly thereafter all of the airplane's electrical system failed. She recalled observing the screen in front of
the pilot flickered and then went blank. The pilot was busy pressing buttons and maneuvering levers, and indicated that they were going to land at the closest
airport [which was the Toledo State Airport]. The airplane descended through clouds heading toward the airport. The pilot stated that they were going to make it
to the airport, and that he was looking for a place to land. The airplane made an alert sound, which she thought indicated the airplane was moving too slow. The
pilot made a left turn and tried to pull up, but the airplane spiraled down harder to the ground.
PERSONNEL INFORMATION
A review of the airmen records maintained by the Federal Aviation Administration (FAA) disclosed that the pilot, age 51, held a private pilot certificate with
airplane rating for single-engine land, which was issued in March 2008. He additionally held a Repairman Experimental Aircraft certificate. His most recent
third-class medical was issued on January 04, 2013, with no limitations.
According to the pilot's flight logbook he had about 785 hours of total flight experience, of which about 375 was amassed in the accident airplane. Based on the
airport identifiers listed in the logbook for flight origin and destination points, the pilot accumulated the majority of his flying hours around Newport, his home
airport and where the airplane was based. The pilot recorded having flown 6.4 hours in the preceding 30 days, which was accumulated over 6 different flights.
The pilot was a member of the Experimental Aircraft Association (EAA) since August 1991, and had numerous EAA technical counselor visits during the
building process.
AIRCRAFT INFORMATION
The Vans RV-10 is an amateur-built experimental airplane that is sold as a kit. The low-wing airplane was equipped with four seats, fixed tricycle landing gear,
and traditional flight control surfaces. The accident airplane, serial number (s/n) 40546, received a special airworthiness certificate in the experimental category
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for the purpose of being operated as an amateur-built aircraft in August 2010; the pilot purchased the kit in October 2009. The airplane was equipped with a
Lycoming O-540-B4B5 engine, s/n L-7862-40C, and, according to the manufacturer, is rated at 235 shaft horse power (SHP). The powerplant contained a data
tag labeling it as a Lycoming O-540-B1AB, which contained the vibropeened identification next to the stamp of "B4B5."
The airplane's test flight hours were completed in September 2010. Thereafter, the logbooks indicated that the pilot estimated that the airplane's stalling speed
in the landing configuration (Vso), at a weight of 1,858 lbs and a CG of 108.5 inches aft of datum, was 58 knots.
Fuel System Design
The airplane's fuel system was a gravity-fed design where fuel flowed from the metal tanks in the inboard section of each wing, through a selector valve, and
continued to a fuel filter. From the filter, the fuel was routed to an electric fuel pump and then to a transducer where it was plumbed through the firewall to the
gascolator. Thereafter, the fuel was directed to the engine-driven fuel pump, and finally enter into the carburetor.
The Van's Aircraft build manual states in section 37, Fuel System, "When installing fluid fittings with pipe threads do not use Teflon tape. Use instead, fuel lube
or equivalent pipe thread sealing paste."
Maintenance
According to the aircraft maintenance records and the recording tachometer in the cockpit, the airplane had accumulated a total time in service of 375.4 hours.
The most recent condition inspection was recorded as completed by the pilot on October 4, 2013, 71.5 hours prior to the accident. Examination of the logbook
revealed that the last maintenance that had occurred was an oil change and the tightening of the left magneto on February 09, 2014 at a total time of 354.2
hours.
From the pilot's photographs on his website blog, the original build, the pilot did not install the fuel transducer.
A friend of the pilot, who was also a FAA certified mechanic, stated that about two to three weeks prior to the accident, the pilot had installed the fuel
transducer. The pilot commented to him that he had not installed the unit previously because it needed a certain amount of space (needed to be about seven to
nine inches from the filter) and he would have to bend some of the fuel lines to make it fit. The pilot borrowed a flaring tool from him to complete the installation.
The friend noted that earlier in the year, when the pilot was performing a condition inspection and the airplane's cowling was removed, he observed that the
pilot had used heavy applications of red/orange RTV(room temperature vulcanization) silicone to seal everything, including the area around the airbox
(oval-shaped) where it attaches to the carburetor (square-box-shaped). He mentioned to the pilot that this was an improper practice.
Another friend of the pilot stated that the pilot had installed a fuel transducer about one to two weeks prior to the accident flight, and noted at the time that the
unit did not have a bypass. The friend also observed that the pilot had not connected the electrical wires for the transducer to be operational, but had installed
the unit.
Lycoming Manual
According to the engine's maintenance manual, the rated horsepower was 235 at 2,575 rpm. To obtain the maximum recommended service life of the engine,
the manual recommends that the cylinder head temperature be maintained below 435 degrees Fahrenheit (F) during high-performance cruise operation, with a
maximum temperature of 500 degrees F. The Lycoming manual additionally stated that the fuel pressure requirements were a minimum pressure of .5 psi and
a maximum of 8 psi.
METEOROLOGICAL INFORMATION
A routine aviation weather report (METAR) generated by an Automated Surface Observation System (ASOS) in Newport reported that at 1635 there was an
overcast cloud layer at 1,900 feet above ground level (agl) with 5 miles visibility. It recorded the temperature at 52 degrees Fahrenheit; dew point 50 degrees
Fahrenheit.
COMMUNICATIONS
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No record exists of the pilot, or a pilot using the airplane's registration number, contacting any Air Traffic Control tower, or Common Traffic Advisory Frequency,
during the duration of the flight.
WRECKAGE AND IMPACT
The accident site was located in the paper mill adjacent to the Yaquina River in Toledo, Oregon, with the debris confined to the immediate area near the main
wreckage. The Global Positioning System (GPS) coordinates for the main wreckage were approximately 44 degrees 36 minutes 53 seconds north latitude and
123 degrees 56 minutes and 14 seconds west longitude, at an elevation about 10 feet mean sea level (msl). A complete pictorial of the wreckage location and
surrounding terrain is contained in the public docket for this accident.
The closest airport to the accident was in Toledo, Oregon and was located 0.7 nm from the accident site on a heading of 192 degrees. The wreckage came to
rest in a flat area, which was a portion of dirt road on the perimeter of the mill. Surrounding the site were 20 foot (ft) high stacked bales of crushed cardboard
boxes, and a railroad track with parked train cars. Additionally, a northwest-southeast oriented 12 ft-diameter tubular conveyer was observed near the accident
site that was about 70 feet high and 1,625 feet long. The airplane departed from Newport, Oregon which was located 5.6 nautical miles (nm) from the main
wreckage on a heading of 248 degrees.
The main wreckage, which consisted of nearly the entire airplane, came to rest on a heading of 310 degrees. The initial point of impact consisted of a ground
scar and disrupted dirt located about 25 feet and on the heading of 220 degrees from the cockpit section of the main wreckage. Embedded in the dirt were
fragments of red lens and shards of paint and fiberglass, consistent with the left wing impacting first.
From the red lens fragments there was disrupted dirt and ground scars up to blue paint rub marks on an adjacent woodpile. On an exposed yellow pipe
embedded in the ground were numerous blue paint transfer marks, which at 16 feet from the red lens, was consistent with being a signature of the
undercarriage contacting it (the airplane's wingspan was about 32 feet). In a ditch just below the pipe was a 7-ft section of the inboard left wing from the leading
edge at to about the spar. From the pipe, on a heading of about 020 degrees, was engine casing debris and lower engine pieces, including the oil drain plug.
MEDICAL AND PATHOLOGICAL INFORMATION
The Lincoln County Medical Examiner completed an autopsy of the pilot and passenger. The FAA Civil Aeromedical Institute (CAMI) performed toxicological
screenings on the pilot. According to CAMI's report (#201400089001) the toxicological findings were negative for carbon monoxide and tested drugs.
TESTS AND RESEARCH
A detailed examination report with accompanying pictures is contained in the public docket for this accident.
Airframe
The main wreckage cockpit area was open, with the engine and firewall twisted toward the right wing. Most of the upper cabin area had broken free from the
airframe; the section that remained attached consisted of fiberglass on the aft right side about four feet forward of the bulkhead.
The throttle, propeller, and mixture control levers were bent in their respective control quadrant, which was consistent with them being in the full-forward
position at the time of impact.
The right wing remained attached to the fuselage at all attach points, and the flap and aileron control surfaces remained attached to their respective hinges. The
right wingtip aft section and fragments of a blue/green lens were located just below the right wing adjacent to a concrete divider. Around the divider was
evidence of blithe, and numerous areas of vegetation had been crushed, which was consistent with fuel exposure. The right wing sustained major skin
deformation crushing from the aft outboard tip to about three feet inboard; this was consistent with the size and orientation of the concrete divider that was
located immediately below it. The wing sustained aft crush deformation, with the bottom leading edge skin folded into itself, giving it an accordion-type
appearance. The crush was nearly uniform through the entire length of the wing. The leading edge displayed characteristics consistent with hydrodynamic
deformation. Control continuity was confirmed in the right wing up to the crush deformation in the cockpit area.
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The left wing was attached to the fuselage at all attach points, and the flap and aileron control services remained attached to their respective hinges. The left
flap was attached to the two inboard respective hinges and creased at the center hinge in an upward crush. The left aileron was found wedged underneath the
main wreckage cockpit area. The leading edge displayed characteristics consistent with hydrodynamic deformation. Control continuity was confirmed in the left
wing up to the crush deformation in the cockpit area.
The right and left horizontal stabilizers and elevator remained intact with creasing noted on some of the surfaces; continuity to the cockpit was established. The
vertical stabilizer and rudder remained intact with a slight crease on the rudder control surface about six inches from the top and consisted of a four inch bend.
The rudder was attached to its control cables and continuous to the rudder pedals and secured. The elevator was attached to the push-pull tube, which was
continuous up to the cockpit area. Both control sticks were attached and safetied.
Powerplant
The engine mount support tubes were severed by investigators between the engine and firewall, which essentially separated the engine from the airframe. An
external visual examination of the engine revealed that it had sustained crush damage to the bottom of the crankcase, with the majority of damage to the left
side. There were dark stains to the left of the upper spark plug holes, which was consistent with oil staining.
The spark plugs were removed and no mechanical damage was noted; the electrodes and posts exhibited a light ash white coloration, which according to the
Lycoming representative was consistent with a very lean operation(s). The ignition harnesses were attached from both magnetos to their respective spark
plugs. The right magneto was secured to its respective mounting pad. Upon rotation, investigators observed spark produced at all posts. The left magneto
sustained varying degrees of damage that rendered the unit inoperative and therefore, could not be functionally tested.
The crankshaft was rotated by hand utilizing the propeller. The crankshaft was free and easy to rotate in both directions. "Thumb" compression was observed
in proper order on all six cylinders. The complete valve train was observed to operate in proper order, and appeared to be free of any pre-mishap mechanical
malfunction. Normal in uniform "lift action" was observed at each rocker assembly. Clean, uncontaminated oil was observed at all six rockerbox areas.
Mechanical continuity was established throughout the rotating group, valve train and accessory section during hand rotation of the crankshaft.
The cylinders' combustion chambers were examined through the spark plug holes utilizing a lighted borescope. The combustion chambers remained
mechanically undamaged, and there was no evidence of foreign object ingestion. The valves were intact and undamaged. There was no evidence of valve to
piston face contact. The chambers and valve faces all displayed little combustion signatures and there was a whitish light ash coloration; the exhaust valve
faces were slightly darker, exhibiting a white-orange-coloration. This white residue/soot was additionally seen throughout the remainder of the exhaust system.
The Hartzell propeller, model HC-C2YK-1BF, serial number 40546, remained attached to the engine crankshaft. All propeller mounting bolts remained in the
hub and exhibited no signatures consistent with shear stress. The propeller blades remained attached at the hub. The spinner was displaced from the propeller
hub. The propeller blades were straight and did not show any evidence of rotational forces applied at the crankshaft at the time of impact. Removal of the
propeller governor disclosed that the screen was free of contaminants.
Fuel System
The fuel selector was found with the handle pointing to the "LEFT" tank position. Later, it was confirmed by a friend of the pilot that the handle was installed
with the handle giving a reverse indication, which meant that the fuel would be selected in the "OFF" position. The position of the fuel selector valve,
manufactured by Andair, LTD, was off with both lines shut off. The selector was found in several pieces: the handle (which was still attached to the airframe),
the extender (which was located loosely in the wreckage adjacent to the pilot seat), the upper coupling (which had broken free from its remaining core and was
found loosely in the wreckage), the valve (which was found loosely in the wreckage near the firewall). There was no evidence that the extender had been
safetied to either couplings.
The fuel filter, manufactured by Airflow Performance, was disassembled and the screen was found to be clean. Investigators located a Facet automotive
electric fuel pump within the wreckage and upon supplying power source the pump was found to activate. The transducer, a FloScan 201 A-6 flow sensor (s/n
179922), was found in the wreckage. The fuel line from the electric fuel-pump to the transducer was separated at the pump's B-nut fitting as a result of post
impact forces. An approximate one-inch portion of the line remained attached on the inlet side of the transducer and the end was crimped tightly together and
bent. Investigators pried open the crimped section and found an oval bead of red/orange RTV that measured about 0.25 inches in length. According to the
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manufacture, the inlet hole (metering orifice) is reamed to approximately 0.114 to 0.116 inches. Removal of both the inlet and outlet fittings revealed that RTV
was in the threads of both the nipples and the surrounding casing.
The upper cap section and mounts of the gascolator remained attached to the firewall; the metal bowl was located under the right wing and there was no
evidence it had been secured/safetied to its attachment arm/ thumb-tightening screw; the screen was additionally found loose under the right wing and was
clean. The engine-driven fuel pump was displaced from the engine. Disassembly of the fuel pump revealed that is was free of internal mechanical malfunction
and obstruction to flow; the diaphragm was intact. Liquid contained in the body was collected and tested for water; there is no indication water was present.
The carburetor was not attached at its forward mounts; it had remained attached to the aft mounts, coming to rest bent aft with the body flush against the case,
and partially embedded in the oil sump casing. The casing of the carburetor had been broken apart and the plastic floats were in pieces.
Seats
All occupants appeared to have had both their lap and shoulder belts secured during the accident sequence. The child passenger was seated in Graco booster
seat, model 1781044 (s/n 0784129). According to the manufacture, the seat is designed to sustain g-loading as specified in Federal Safety Standard 213. This
includes a space envelope of 32 inches for the head and 36 inches for the knees. The seat's manual specifically prohibits usages in aircraft, which states is
due to the limitation of no shoulder harnesses available.
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Accident Rpt# ERA15LA155
03/14/2015 1400 EDT Regis# N220AF
Indian Lake Est, FL
Apt: N/a
Acft Mk/Mdl RICHARD FUIST ROTORWAY TALON
Acft SN 7056
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Eng Mk/Mdl ROTORWAY RI 600N
Acft TT
Fatal
Flt Conducted Under: FAR 091
Opr Name: FUIST RICHARD A
Opr dba:
40
0
Ser Inj
0
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Approach - Sys/Comp malf/fail (non-power)
Narrative
On March 14, 2015, about 1400 eastern daylight time, an experimental amateur built Rotorway Talon A600 helicopter, N220AF, was substantially damaged
during an off airport landing near Indian Lake Estates, Florida. The student pilot was not injured. Visual meteorological conditions prevailed and no flight plan
was filed for the flight that departed Winter Haven's Gilbert Airport (GIF), Winter Haven, Florida, at 1330. The personal flight was conducted under the
provisions of Title 14 Code of Federal Regulations Part 91.
In his written statement, the pilot reported that he flew the airport pattern at GIF multiple times before departing on the accident flight. The pilot then checked
notams and subsequently embarked on a flight to a private grass strip. After an uneventful flight and about one half mile north of the pilot's destination, the pilot
began a descent from 500 feet above ground level (agl). Almost immediately the pilot felt the cyclic move to the left. He attempted to hold the cyclic center with
"all he had." According to a witness, about 25 feet agl the helicopter rolled left and the rotor blades impacted the ground. Postaccident examination of the
wreckage revealed that the helicopter came to rest on its right side and had sustained substantial damage to the tail boom and fuselage.
The helicopter was equipped with a Rotorway RI600N 150 hp reciprocating engine that was assembled by the pilot with assistance from a mechanic using
Rotorway furnished components. The airworthiness certificate was issued in November 14, 2014 and denoted that the helicopter was an experimental amateur
built category aircraft. The two place helicopter was equipped with a two-blade main rotor and a two-blade tail rotor.
A postaccident examination was conducted by a Federal Aviation Administration (FAA) inspector. Cyclic continuity was confirmed from the cockpit to the
swashplate. Both main rotor blades remained intact: blade A was bent down at a 45 degree angle and blade B was twisted aft about 30 degrees. The cockpit
displayed some vertical crush damage. The tail rotor remained intact; however, the tail boom had separated from the fuselage forward of the horizontal
stabilizer. There was some wear noted on the elastomeric bearings, which were retained for further examination.
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Accident Rpt# CEN14LA433
07/29/2014 1305 CDT Regis# N76WS
Acft Mk/Mdl SUTTON WILLIAM J STITS PLAYMATE
Acft SN 75
Eng Mk/Mdl LYCOMING O-290D
Acft TT
Opr Name: FALLIS ROBERT P
Opr dba:
409
Bridgeport, TX
Apt: Bridgeport Municipal KXBP
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
0
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
Summary
After refueling the airplane, the pilot observed that the wind direction at the airport had changed about 90 degrees from when he had arrived about 30 minutes
earlier. The pilot reported that the wind was now 8 to 10 mph and varying from 050 to 090 degrees, so he chose runway 36 for departure. When the airplane
was about 10 to 15 ft above the ground, it made a descending left turn. The pilot stayed in the traffic pattern and then landed on the runway. The pilot checked
the flight controls, and they appeared to respond correctly. He departed again, and, after becoming airborne, the airplane made another descending left turn.
The airplane did not respond to the pilot's control inputs, so he reduced power and landed in the grass near the runway. The airplane slid across a taxiway and
impacted a tree and fence at the airport perimeter. Aileron control continuity was established with no abnormalities noted. The airport's automated weather
reporting station reported calm wind and lightning in the distance south of the airport about the time of departure. Based on the events, it's likely that, during the
takeoff, the airplane encountered rapidly changing wind conditions due to a nearby storm.
Events
1. Takeoff - Windshear or thunderstorm
2. Takeoff - Loss of control in flight
3. Uncontrolled descent - Collision with terr/obj (non-CFIT)
Findings - Cause/Factor
1. Environmental issues-Conditions/weather/phenomena-Wind-Sudden wind shift-Contributed to outcome - C
2. Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
3. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Lateral/bank control-Not attained/maintained - C
4. Environmental issues-Physical environment-Object/animal/substance-Fence/fence post-Contributed to outcome
Narrative
On July 29, 2014, about 1305 central daylight time, a Stits Playmate SA11A airplane, N76WS, impacted terrain at the Bridgeport Municipal Airport (XBP),
Bridgeport, Texas. The airline transport rated pilot was not injured and the airplane was substantially damaged. The airplane was registered to and operated by
a private individual, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight
plan was not filed. The flight was departing XBP at the time of the accident.
The pilot departed from an airport located about 25 miles southeast of XBP earlier, and the wind was 8-10 mph from 150 degrees. As he approached his
destination airport, he observed the winds to be 8-10 mph from 150-170 degrees, and then conducted a normal landing on runway 18. After refueling the
airplane and about 30 minutes after arriving, he planned to return to his original airport. He noticed the winds were now 8-10 mph and varying from 050 to 090
degrees. The pilot then selected runway 36 for departure. During the takeoff, when the airplane was 10-15 feet in the air, the airplane made a descending left
turn. He then stayed in the traffic pattern and landed on the runway. The pilot checked the flight controls and the controls appeared to respond correctly. He
departed the airport and after becoming airborne, the airplane made another descending left turn. The airplane did not respond to his control inputs, so he
reduced power and landed in the grass near the runway. The airplane slid across a taxiway and impacted a tree and fence, at the airport perimeter.
Examination of the airplane by the NTSB Investigator revealed substantial damage to the left and right wings, and fuselage. Control continuity of the ailerons
was established with no abnormalities noted. The airplane's last annual condition inspection was completed on May 3, 2014, with an airplane total time of 409
hours. The pilot reported 2,790 total flight hours with 75 hours in the accident airplane.
The automated weather reporting station located at XBP, at 1255 recorded calm winds, with lightning in the distance, south of the airport.
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Accident Rpt# ERA13LA434
09/29/2013 1555 EDT Regis# N85AT
Acft Mk/Mdl TIMOTHY J COWPER PITTS SPECIAL
Acft SN 8-0073
Apt: Plateau Sky Ranch Airport 1F2
Acft Dmg: DESTROYED
Fatal
Eng Mk/Mdl LYCOMING O-360-A4A
Opr Name: COWPER TIMOTHY J
Edinburg, NY
1
Ser Inj
Rpt Status: Factual Prob Caus: Pending
0
Opr dba:
Flt Conducted Under: FAR 091
Aircraft Fire: GRD
AW Cert: SPE
Summary
Witnesses reported that they observed the airplane maneuvering at low altitude after it departed from the airport. One witness recalled hearing normal engine
noise followed by an increase in engine speed. When he looked in the direction of the airplane, he observed it in a nose-down bank. The airplane then
disappeared behind a tree line and crashed. The wreckage was found in a wooded area about 1/2 mile south-southwest of the airport. The wreckage was
confined to one area with no discernible linear wreckage path noted, which was consistent with an aerodynamic stall and loss of control. Most of the wreckage
was consumed in a postcrash fire. Flight control continuity was established from the flight control surfaces to the cockpit. Examination of the airframe and
engine revealed no anomalies that would have precluded normal operation.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain
adequate airspeed during low-altitude maneuvering, which resulted in the airplane exceeding its critical angle-of-attack and experiencing an aerodynamic stall.
Events
1. Maneuvering-low-alt flying - Loss of control in flight
2. Uncontrolled descent - Collision with terr/obj (non-CFIT)
Findings - Cause/Factor
1. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Airspeed-Not attained/maintained - C
2. Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
3. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Angle of attack-Not attained/maintained - C
Narrative
HISTORY OF FLIGHT
On September 29, 2013, about 1555 eastern daylight time, an experimental, amateur-built Cowper Pitts Special S-1E, N85AT, was destroyed following a
collision with terrain after an in-flight loss of control near Edinburg, New York. The private pilot was fatally injured. The airplane was operated by the pilot under
the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The
flight originated at Plateau Sky Ranch Airport (1F2) about 1550.
One witness was at 1F2 when the accident occurred. He stated that the accident pilot was airborne for about five minutes prior to the crash. Initially, he did not
pay attention to the airplane attitude because "all sounded normal." He noticed that there was an increase in RPMs, so he turned toward the airplane and saw it
"banked and nose down towards the ground." He observed the airplane disappear below the tree line and all went quiet. He ran around a hangar and observed
smoke coming from the accident site.
Another witness was on a nearby road and observed the accident airplane "flying upside down." The airplane was "teetering" back and forth as if trying to right
itself. After about 15 seconds, it went down into the trees.
Another witness reported that he observed the airplane descend "really fast" toward a tree line and suddenly come back up. The airplane then circled east
again and "went straight down" into a tree line.
PERSONNEL INFORMATION
The pilot, age 55, held a private pilot certificate with airplane, single engine land privileges. His personal pilot logbook was not located after the accident. He
reported a total flight time of 460 hours on his latest FAA third class medical certificate application of November, 2012. He also possessed an experimental
aircraft builder certificate and was the registered builder of the accident aircraft.
AIRCRAFT INFORMATION
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The accident aircraft was a single-seat, experimental, amateur-built, bi-wing design airplane, equipped with a single Lycoming O-360-A4A engine, rated at 180
horsepower. According to registration and airworthiness documents on file with the FAA, the airplane was built in 2012 and a Special Airworthiness Certificate
was issued on November 8, 2012. The aircraft and engine maintenance logbooks were not recovered after the accident.
METEOROLOGICAL INFORMATION
The 1553 surface weather observation for Floyd Bennett Memorial Airport (GFL), Glens Fall, New York, located about 23 nautical miles east of the accident
site, included sky clear, visibility 10 statute miles or greater, surface wind from 210 degrees at 7 knots, temperature 22 degrees C, dew point 11 degrees C, and
altimeter setting 30.09 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. The main wreckage was located in a wooded
area about one half nautical mile south-southwest of 1F2. The wreckage was confined to one area with no discernible linear wreckage path noted. A majority of
the wreckage was consumed by a post-crash fire.
The wreckage was examined by the NTSB investigator-in-charge, assisted by an FAA inspector, on November 13, 2013, at a private storage facility.
Most of the fuselage's fabric skin was burned away, leaving the steel tube structure visible.
The rudder and elevator remained attached to the empennage by their hinges. The rudder was connected to the cockpit controls by cables. The left rudder
cable remained attached to the rudder horn. Continuity was confirmed to left rudder pedal, which was broken free of the fuselage frame. The right rudder cable
also remained attached to the rudder horn. The right rudder cable was separated about 2 feet aft of the connection on the right rudder pedal and exhibited
signatures of overload. The right rudder pedal remained attached to firewall and frame. The elevator remained attached to empennage by its hinges. The steel
push/pull tube led to the control stick in cockpit. There was a compression kink in the push/pull tube about midway to the cockpit. The rod was broken at the
threaded end with signatures of bending overload. The upper portion of the cockpit control stick was broken off near its base and was not located. The lower
end of the stick was attached to the airframe and exhibited overload signatures. The elevator trim tab was observed to be about 15 degrees tab down.
The wings were of wooden construction with fabric skin. A majority of the wing skin and wooden wing structure were consumed in the post-crash fire. The
aileron push/pull tubes, hinges, and attachment hardware were examined; all fractures were consistent with overload. The ailerons were consumed by fire.
An external examination of the engine revealed impact and heat damage. The pressure carburetor was broken off from engine oil sump. A manual fuel primer
pump and strainer remained in cockpit. The fuel strainer was disassembled and the bowl was found clear of debris. The fuel filter element showed heat distress
(black and hard, crumbled when held in hand). Some brown-colored water remained inside the filter bowl. Top spark plugs were removed and photographed.
The electrodes were normal in color with minimal wear observed. The plugs were tested on Champion test bench and all operated normally. The ignition
harness wires appeared to be undamaged. The interior of the cylinders and the piston heads were examined with a lighted borescope; no anomalies were
noted.
The propeller could be moved about 10 degrees due to propeller flange impact damage and deformation of the propeller blades. One blade was bent forward
about 20 degrees. The opposite blade was bent aft about 60 degrees, with blade tip curl, blade twist, chord wise scratching, and surface polishing noted. The
propeller spinner showed indications of twisting deformation around the propeller hub.
MEDICAL AND PATHOLOGICAL INFORMATION
A postmortem examination of the pilot was performed at the Albany Medical Center, Albany, New York, on September 30, 2013. The autopsy report noted the
cause of death as "Multiple severe traumatic blunt force injuries" and the manner of death was "Accident."
Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research
Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated no carbon monoxide, ethanol, or drugs present. Testing for cyanide was
not performed.
Printed: April 01, 2015
Page 19
an airsafety.com e-product
Prepared From Official Records of the NTSB By:
Air Data Research
9865 Tower View, Helotes, Texas 78023
210-695-2204 - [email protected] - www.airsafety.com
Copyright 1999, 2015, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# WPR15LA130
03/21/2015 920 MST
Acft Mk/Mdl VANS RV6A
Regis# N811KM
Green Valley, AZ
Acft SN 60008
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Fatal
Flt Conducted Under: FAR 091
Eng Mk/Mdl GMC V6
Opr Name: JAMES GALVIN
0
Ser Inj
Opr dba:
Apt: Ruby Star Airpark 14AZ
0
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Initial climb - Loss of engine power (total)
Narrative
On March 21, 2015, about 0920 mountain standard time, a Vans RV6A, N811KM, was substantially damaged during forced landing following a loss of engine
power during takeoff from the Ruby Star Airpark (14AZ), Green Valley, Arizona. The airplane was registered to Sunset Enterprises and operated by the pilot
under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his pilot rated passenger sustained minor injuries. Visual
meteorological conditions prevailed and no flight plan was filed for the personal flight. The cross-country flight was originating at the time of the accident with an
intended destination of Tucson, Arizona.
During a telephone conversation with the National Transportation Safety Board investigator-in-charge, the pilot reported that after takeoff from runway 7, at an
altitude of about 400 feet above ground level, the engine lost power and he initiated a left turn toward the airport. Subsequently the airplane impacted terrain
about 30 feet from the runway and nosed over.
Examination of the airplane by local law enforcement revealed that both wings and fuselage were structurally damaged. The wreckage was recovered to a
secure location for further examination.
Printed: April 01, 2015
Page 20
an airsafety.com e-product
Prepared From Official Records of the NTSB By:
Air Data Research
9865 Tower View, Helotes, Texas 78023
210-695-2204 - [email protected] - www.airsafety.com
Copyright 1999, 2015, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN13LA339
06/10/2013 2100 CDT Regis# N211BY
Acft Mk/Mdl YOUNGS WILLIAM D T211
Acft SN 07
Eng Mk/Mdl CONT MOTOR 0-200 SERIES
Opr Name: SMITH JAMES E
Festus, MO
Apt: Festus Memorial Airport FES
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
0
Ser Inj
Opr dba:
2
Aircraft Fire: NONE
Events
1. Enroute - Loss of engine power (total)
Narrative
On June 10, 2013, about 2100 central daylight time, an amateur built William D. Youngs T211, N211BY, collided with trees and the terrain following a loss of
engine power in Festus, Missouri. The pilot and passenger received serious injuries. The airplane, which was registered to and operated by the pilot, received
substantial damage to the wings and fuselage. The personal flight was being conducted under 14 Code of Federal Regulations Part 91. Visual meteorological
conditions prevailed and no flight plan was filed. The flight originated from the Festus Memorial Airport (FES), Festus, Missouri, about 1900.
According to local authorities, while descending to land at FES, the pilot called his wife via cell phone. He told her they had run out of fuel and were going to
crash. The airplane contacted a treeline that contained 30 to 40 foot tall trees. The airplane then descended into a field contacting the terrain about 25 feet from
the treeline. After the impact, the pilot contacted his wife once again stating they had crashed and that he did not know their location. The pilot's wife contacted
911 and the airplane was subsequently located in the field about 2 « miles south of FES.
A postaccident examination of the airplane, by the Federal Aviation Administration, showed there was no evidence of fuel in the airplane or on the ground
surrounding the airplane.
Printed: April 01, 2015
Page 21
an airsafety.com e-product
Prepared From Official Records of the NTSB By:
Air Data Research
9865 Tower View, Helotes, Texas 78023
210-695-2204 - [email protected] - www.airsafety.com
Copyright 1999, 2015, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN15CA160
02/27/2015 1430 CST Regis# N511QC
Acft Mk/Mdl ZENITH ACFT CO STOL CH 701
Opr Name: PILOT
Printed: April 01, 2015
Page 22
Marion, SD
Apt: Dykstra Grass Strip PVT
Acft SN 7-8815
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Acft TT
Fatal
Flt Conducted Under: FAR 091
25
0
Ser Inj
Opr dba:
an airsafety.com e-product
Prepared From Official Records of the NTSB By:
Air Data Research
9865 Tower View, Helotes, Texas 78023
210-695-2204 - [email protected] - www.airsafety.com
1
Prob Caus: Pending
Aircraft Fire: NONE
Copyright 1999, 2015, Air Data Research
All Rights Reserved