National Transportation Safety Board News

149 Pages·2016·0.94 MB·English

National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA16LA200 06/01/2016 900 EDT RReeggiiss## NN8833554477 Toughkenamon, PA Apt: New Garden Airport N57
Acft Mk/Mdl AERONCA 7AC-NO SERIES Acft SN 7AC-2225 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending
Eng Mk/Mdl LYCOMING A-65-8 Acft TT 6410 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091
Opr Name:LEIMBACH ROGER A Opr dba: Aircraft Fire: NONE
AW Cert: STN
Events
1. Approach-VFR go-around - Fuel starvation
Narrative
On June 1, 2016, about 0900 eastern daylight time, an Aeronca 7AC, N83547, was substantially damaged after impacting an aircraft hangar following a total
loss of engine power during a go-around at New Garden Airport (N57), Toughkenamon, Pennsylvania. The flight instructor and a student pilot received minor
injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local instructional flight operated under the provisions of 14 Code of
Federal Regulations Part 91.
According to the student pilot, they were practicing takeoffs and landings on the grass parallel to runway 6, for about 1 hour when on the downwind leg of the
traffic pattern, the flight instructor directed him to demonstrate a simulated engine failure The student pilot initiated a simulated forced landing which included a
steep turn to the base and then final legs of the traffic pattern. The airplane was about one-quarter of the way down the runway, still over the grass, when he
initiated go-around. The flight instructor then told him to move over to the center of the paved runway. At this point the engine sputtered and then lost power.
The flight instructor took over the flight controls and made a left turn about 100 feet above the ground with the intent of flying over a hanger. The student pilot
added that the engine "was now completely off."
According to the flight instructor, he and the student pilot were flying for about 30 minutes when he initiated a simulated engine out procedure. The student pilot
maneuvered the airplane for the grass parallel to the runway, and commenced a go-around when the airplane was about 25 feet above the ground. The airplane
was approximately 200 feet above the ground when the engine quit, momentarily sputtered, and then went silent. He recalled checking the magnetos,
carburetor heat and fuel lever, which all appeared to be in proper position.
The flight instructor considered landing options, and noted that a forward trajectory had more dangers and obstacles, such as construction traffic, vehicles, a
shallow ravine, electric wires and a busy road. He took the controls from the student pilot and turned left 90 degrees, positioning the airplane in a trajectory over
a hangar for a touchdown and rollout on the grass in an uphill direction to dissipate speed and energy. As the turn progressed, the flight instructor realized that
they would most likely not clear the top of the hangar and that would be a worse situation. At that point the airplane was losing altitude rapidly and heading
toward the hangar door. He used the last movement of the stick control to place the airplane into a 45-degree nose up position to have the engine penetrate the
metal door of the hangar before the fuselage.
According to a Federal Aviation Administration (FAA) inspector, the airplane came to rest upright inside the hangar after penetrating the hangar wall. The fabric
covering of the airplane displayed multiple tears and punctures, the left main landing gear was displaced aft and was collapsed against the bottom of the
fuselage, and the right main landing gear was displaced forward and collapsed next to the right side of the fuselage. Both the left and right wing spars were
broken and the wings had folded aft just outboard of their mounting locations at the breaks in the spars. The horizontal stabilizers, elevators, vertical stabilizer,
and rudder, displayed crush and compression damage. Control continuity was established from the flight control surfaces to the rudder pedals, and control
sticks in the cockpit. The front of the propeller spinner was crushed. One propeller blade was bent back under the engine, and the other propeller blade was
straight. Neither propeller blade showed any evidence of S-bending, leading edge gouging, or chordwise scratching. The wreckage was retained for further
examination.
According to FAA and pilot records, the flight instructor held an airline transport pilot certificate with ratings for airplane multiengine land, and
rotorcraft-helicopter, with commercial privileges for airplane single-engine land, and instrument helicopter, and a type rating for the BH-206. He also held a flight
instructor certificate with ratings for airplane single and multiengine, instrument airplane, and rotorcraft-helicopter. His most recent FAA third-class medical
certificate was issued on August 12, 2014. He reported that he had accrued approximately 10,000 total hours of flight experience, 200 hours of which were in
the accident airplane make and model.
According to FAA and pilot records, the student pilot held a student pilot certificate which was issued on December 15, 2015. He reported that he had accrued
279 total hours of flight experience, 180 of which were in the accident airplane make and model.
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National Transportation Safety Board - Aircraft Accident/Incident Database
According to FAA and airplane maintenance records, the airplane was manufactured in 1946. The airplane's most recent annual inspection was completed on
March 28, 2015. At the time of the inspection, the airplane had accrued approximately 6,410 total hours of operation.
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN16LA119 02/27/2016 1030 CST RReeggiiss## NN8888FFLL Casey, IL Apt: Casey Municipal Airport 1H8
Acft Mk/Mdl BEECH 95 C55-UNDESIGNAT Acft SN TE-269 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl CONTINENTAL IO-520-CB Acft TT 4682 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091
Opr Name:DBI PROPERTIES LLC Opr dba: Aircraft Fire: NONE
Events
2. Landing - Runway excursion
Narrative
On February 27, 2016 about 1030 Central Standard Time, a Beech 95-C55 airplane, N88FL, impacted in a field while attempting to land at the Casey Municipal
Airport (1H8), Casey, Illinois. The pilot and passenger on board were not injured and the airplane was substantially damaged. The airplane was registered to
DBI Properties LLC 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 for the cross country flight that operated on an instrument flight rules flight plan. The flight originated from the
Birmingham-Shuttlesworth International Airport (BHM), Birmingham, Alabama, at 0720.
The pilot reported having difficulty visually locating the airport and had to ask Air Traffic Control (ATC) for vectors to the airport twice. After finally locating the
airport, the pilot reported that he entered that traffic pattern on the crosswind leg and extended his downwind leg because of the excessive speed. He set the
mixture and throttle controls for landing and extended flaps to the approach setting abeam the threshold for runway 04. At that time the right engine "sputtered".
The pilot immediately checked the throttle levers and advanced the mixtures to full forward. As he turned onto the base leg, the right engine lost power. The
pilot continued the landing pattern making a turn onto final approach. As he was making the turn, the left engine "sputtered and then shut down." The pilot
extended the flaps to the final setting, lowered the landing gear, and pushed the airplane's nose over to "make the runway." The pilot said that he "flared then
bounced, floated and bounced again. I saw a ditch at the end of the runway so I flew over it and the [airport] perimeter road, touching down in a plowed field.
The [landing] gear caught in the rough ground and all three struts collapsed."
The Federal Aviation Administration conducted an on scene examination of the airport and the airplane. The taxiway that paralleled runway 04 showed tire
marks that went off the taxiway into the adjacent field where the taxiway curved toward the runway. Two taxiway lights were found broken along what would
have been the airplane's path. The tire marks ended and then were seen again in a plowed and muddy field just beyond the airport perimeter road. The tire
marks continued for about 1,500 ft to where the airplane came to rest.
An examination of the airplane showed the nose gear and right main landing gear collapsed. The left main gear was bent and broken outboard of the wheel well.
The airplane's right wing spar was bent upward outboard of the aileron and the forward fuselage bulkheads at the nose wheel well showed upward crushing and
bending. Both propellers were feathered and the propeller controls were in the feather position. When examined at the scene, there was no fuel in the left main
tank or left auxiliary tank. The right main tank was full of fuel. The right auxiliary fuel tank was partially full, with a fuel level about an inch from the bottom of the
tank. Both fuel selectors were on the respective left and right main fuel tanks positions. No anomalies were found with the airplane's systems at the scene. The
engines were retained for later examination.
On March 3, 2016, AMF Aviation, LLC, recovered the airplane from the accident scene. Prior to moving the airplane, 25 gallons of fuel (50 total gallons) was
removed from each of the two main fuel tanks. The representative for AMF Aviation reported the fuel was clean 100 low lead.
Casey Municipal Airport is located on the west-northwest side of the town of Casey, Illinois. The field elevation is 653 ft msl. Its principal runway is 04/22, which
is 4,001 ft long by 75 ft wide. It is asphalt surfaced with medium intensity edge lighting. A taxiway parallels runway 04 to the north and begins about 2,700 ft
from the approach end of the runway. The taxiway measures about 1,400 ft in length to where it curves to the right and proceeds perpendicularly to the runway.
A 12-ft wide perimeter road is located 487 ft from the departure end of runway 04.
At 0853, the reported weather conditions at Coles County Memorial Airport (MTO), Mattoon/Charleston, Illinois, 16 nm northwest of 1H8, were wind 180 at 10
knots, clear skies, visibility 9 statute miles temperature 34 degrees Fahrenheit (F), dew point 28 degrees F, and altimeter 30.09 inches of Mercury.
Both engines were examined at Continental Motors, Incorporated, Mobile, Alabama, on June 13, 14, and 15, 2016. Each engine was mounted on a test stand,
connected to fuel and electrical sources, started, and run for approximately 30 minutes. Both engines showed normal operation through all power settings.
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN15FA267 06/12/2015 700 CDT RReeggiiss## NN33119933WW Huggins, MO Apt: Private PVT
Acft Mk/Mdl BEECH A36-UNDESIGNAT Acft SN E-555 Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl CONTINENTAL IO-520-BA Acft TT 4527 Fatal 4 Ser Inj 1 Flt Conducted Under: FAR 091
Opr Name:OPENSHAW CHARLES MARK Opr dba: Aircraft Fire: GRD
Events
1. Initial climb - Aerodynamic stall/spin
Narrative
HISTORY OF FLIGHT
On June 12, 2015, about 0700 central daylight time, a Beech A-36 airplane, N3193W, was destroyed by impact forces and a post impact fire following a loss of
control during initial climb after takeoff from a private airstrip near Huggins, Missouri. The pilot and three passengers received fatal injuries. One passenger
received serious injuries. The aircraft was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal
flight. Visual meteorological conditions prevailed for the flight, which was not on a flight plan. The flight was originating at the time of the accident and the final
destination was the Provo Municipal Airport, Provo, Utah.
The brother of the pilot was a witness to the accident. He stated that he saw the airplane taxi to the north end of the 2,000 foot long grass runway where it
turned around for a takeoff to the south. He said that the airplane lifted off and then began a right turn toward an opening in the tree line at the departure end of
the runway. The airplane then pitched up abruptly, rolled to the left and dove into the ground.
PERSONNEL INFORMATION
The pilot held a private pilot certificate with a single-engine land airplane rating. He was issued a third-class airman medical certificate, with no restrictions, on
November 12, 2014. The pilot's logbook was not available for review during the investigations.
AIRCRAFT INFORMATION
The accident airplane was a Beechcraft model A-36 "Bonanza", serial number E-555, manufactured in 1974. It was a six-place, low wing, single engine
airplane, with a tricycle landing gear configuration. The airplane was issued an FAA normal category standard airworthiness certificate on April 9, 1974. The
airplane was powered by a 285-horsepower Continental Motors IO-520-BA, six-cylinder, reciprocating engine, serial number 280725-R.
The airframe, engine, and propeller logbooks were not recovered during the investigation; however the maintenance shop that performed the most recent
annual inspection provided copies of the maintenance endorsements. That annual inspection was completed on June 3, 2014.
According to registration records, the pilot purchased the airplane in April 14, 2005.
METEOROLOGICAL INFORMATION
At 0658, the weather conditions at the Waynesville-St. Robert Regional Airport-Forney Field, Ft. Leonard Wood, Missouri, about 24 miles north of the accident
site were: wind from 190 degrees at 7 knots; wind direction variable from 160 degrees to 230 degrees; visibility 10 statute miles; sky condition clear;
temperature 25 degrees Celsius; dew point 23 degrees Celsius; altimeter setting 29.85 inches of mercury.
AIRPORT INFORMATION
The airport used during the accident was a privately owned airstrip having a turf runway that was about 2,000 ft long by 60 ft wide. The airstrip was owned by
the pilot's father. The runway was oriented in a north-south direction. To the north of the runway there were no obstructions and the terrain sloped downward
away from the runway. At the south end of the runway was a two-story house and trees measuring about 70 ft in height. The runway had an upward slope in the
south direction. About 180 feet west of the south end of the runway was a clearing in the trees that was used as a taxiway leading to the runway. The clearing
was about 180 feet wide.
WRECKAGE AND IMPACT INFORMATION
The airplane came to rest about 100 feet west of the south end of the private 2,000 foot long grass runway. The runway in the takeoff direction, south, had a
slight uphill slope and trees about 70 ft tall at the departure end. The north end of the runway had no obstructions and the ground sloped downward into a valley
after the runway end. The airplane came to rest in an inverted position with the nose of the airplane pointing approximately 150 degrees magnetic. The entire
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National Transportation Safety Board - Aircraft Accident/Incident Database
cabin section of the airplane and the majority of the left wing were consumed by a postimpact fire. The right wing was predominately intact with fire damage to
the inboard end and crush damage along the length of the wing. The lower fuselage skin had separated at the aft edge exposing the internal wing structure. The
majority of the wreckage was contained within the immediate vicinity of the main wreckage. The propeller was found with the initial impact crater with all three
blades still attached to the hub. All three blades exhibited varying amounts of leading edge gouging and chordwise scratching. The crankshaft flange remained
attached to the propeller hub, but had separated from the remainder of the engine crankshaft. The position of the propeller indicated a near vertical impact.
Impact scars for both wings were also observed. Based on the takeoff direction, the airplane had rolled to an inverted attitude prior to impact.
The tail surfaces remained intact with little damage. The damage consisted to bending and crumpling of the top of the vertical stabilizer. The rudder and
elevator control cables were intact from the tail surfaces to their forward mounting positions. Due to the extensive fire damage the aluminum control
components within the cabin had melted. The elevator trim cable was intact except for a separated link at the sprocket in the cockpit. The aileron balance cable
was intact from the right aileron bellcrank to the left attachment point of the cable. The left bellcrank was consumed by the fire. The left aileron control cable
was intact from connection point at the aileron bellcrank to the other connection point within the cabin. The right aileron control cable was intact from the right
aileron bellcrank to the cabin area where the opposite end was broken. The remaining portion of the cable was not located. The broken end exhibited
signatures consistent with overload failure. Both flap control actuators were melted and consumed by fire. Determination of the flap position was not possible.
The airplanes engine had broken loose from its mounts during the impact sequence. External examination of the engine revealed no evidence of a failure. The
engine was retained for a future teardown examination.
Examination of the engine was conducted at the manufacturer's facility under the supervision of the NTSB Investigator in Charge. The engine displayed a
significant amount of damage consistent with impact damage and thermal damage. The thermal damage was concentrated to the rear portion of the engine and
the impact damage was concentrated to the forward portion of the engine. The propeller flange had broken free from the rest of the crankshaft and there was a
small portion of the crankcase that had broken free from the rest of the crankcase; the damage was consistent with impact damage. All six cylinders remained
attached to their cylinder bays and displayed varying degrees of thermal and impact damage.
The induction system displayed a significant amount of thermal damage signatures and impact damage signatures. The thermal damage was concentrated to
the rear portions of the induction system. The exhaust system displayed impact damage signatures in the forms of bending, crushing, and tearing.
Both of the magnetos remained attached to their mounting points and displayed thermal damage signatures. The ignition harness remained attached to both of
the magnetos and to the spark plugs. The ignition harness displayed a significant amount of thermal damage on all of the ignition leads and there were some
impact damage signatures. All of the spark plugs remained installed in their cylinders and displayed varying degrees of impact and thermal damage.
The fuel pump remained attached to its installation point and displayed thermal damage signatures. The throttle and fuel metering assembly had broken free
from the induction system and displayed thermal and impact damage signatures. The fuel manifold valve remained attached to its installation point and
displayed thermal damage signatures. All of the fuel nozzles remained installed in their cylinders and displayed varying degrees of thermal and impact damage.
The engine was disassembled and examination of the internal components did not reveal any anomalies that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy of the pilot was performed on behalf the Texas County Coroner's Office, by Southwest Missouri Forensics, Nixa, Missouri, on June 15, 2015. The
pilot's death was attributed to injuries received in the accident.
Toxicology testing was performed by the FAA Civil Aerospace Medical Institute. Testing results were negative for all substances in the screening profile.
ADDITIONAL INFORMATION
A handheld GPS receiver was recovered from the accident site and its recorded data downloaded. The downloaded data included 15 data points associated
with the accident date, recorded about 7 seconds apart. The data confirmed the brother's report that the airplane taxied to the extreme north end of the runway
and then turned for a takeoff to the south. The airplane lifted off about 900 feet from the from the north end of the runway and began turning to the right (west)
of the runway centerline. The GPS recorded ground speed at liftoff was about 44 knots. The airplane accelerated to a maximum GPS recorded ground speed of
50 knots before its ground speed decreased to 44 knots at the end of the recorded data. The last recorded data point was about 270 ft north of the wreckage
location.
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National Transportation Safety Board - Aircraft Accident/Incident Database
Based on the last recorded GPS data point and the reported wind, the airplane's airspeed was estimated to be 51 knots at the last recorded data point. The
airplane's fuel load was not known and an accurate estimation of the takeoff weight could not be determined. Additionally, the Airplane Flight Manual did not list
power on stall speeds; however it listed power off, flaps up, zero bank stall speeds ranging from 57 kts to 65 kts, dependent on weight. The flaps down stall
speeds ranged from 53 kts to 58 kts; however, the manual required flaps to be retracted for takeoff.
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# GAA16CA348 01/10/2016 1413 EDT RReeggiiss## NN8877SSAA San Juan, PR Apt: San Juan Luis Munoz Internatio TJSJ
Acft Mk/Mdl BEECH B200-UNDESIGNAT Acft SN BB-1089 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending
Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 135
Opr Name:OSTHAUG TROND Opr dba:ISLAND AIRWAYS Aircraft Fire: NONE
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN15FA214 05/02/2015 1015 CDT RReeggiiss## NN55117766CC Orange, TX Apt: N/a
Acft Mk/Mdl BEECH B35-NO SERIES Acft SN D-2375 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl TELEDINE CONTINENTAL MOTORS Acft TT 6099 Fatal 0 Ser Inj 2 Flt Conducted Under: FAR 091
Opr Name:LARRY WEBB Opr dba: Aircraft Fire: NONE
Events
1. Initial climb - Loss of engine power (total)
Narrative
HISTORY OF FLIGHT
On May 2, 2015, about 1015 central daylight time, a Beech B35 airplane, N5176C, was substantially damaged when it collided with a powerline and then the
ground shortly after takeoff from Orange County Airport (KORG), Orange, Texas. The private pilot and flight instructor were seriously injured. The airplane was
registered to Webb Real Estate Investments Inc. and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as an
instructional flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating at the time of the
accident.
According to one witness at the airport, the airplane taxied out and conducted an engine run-up. The witness estimated that the airplane was on the ground for
30 to 45 minutes. He did not hear anything abnormal during the run-up - the witness did not see the takeoff.
Several witnesses, located to the east of the airport, observed the airplane wings "rocking" back and forth just prior to the impact with the power lines and
terrain. None of these witnesses reported hearing anything unusual.
The airplane impacted terrain « mile from the departure end of runway 4.
In a telephone conversation with the pilot immediately following the accident, he stated he did not recall anything about the accident flight. Despite several
attempts by the Investigator in Charge, the pilot did not return the National Transportation Safety Board (NTSB) Pilot/Operator Aircraft Accident Report, NTSB
6120.1/2 form. The flight instructor did not recall anything from the accident flight. His NTSB Pilot/Operator Aircraft Accident Report, NTSB 6120.1/2 form was
received on July 27, 2015.
PERSONNEL INFORMATION
Private Pilot
The pilot, age 64, held a private pilot certificate with an airplane single engine land rating. His most recent third class airman medical certificate was issued on
December 2, 2014. The certificate contained the limitation "Must wear corrective lenses."
The private pilot's flight logbook was located in the airplane. The logbook contained flight entries from March 26, 2011, through April 19, 2015. The last page
with logged flight time had a carryover total time of 885.3 hours. Four flights were logged with a total of 6.3 hours; three flights (5.8 hours) were logged in the
accident airplane under dual instruction. He had logged 0.7 hours of ground instruction in "propeller systems, gear systems, and emergency procedures" on
April 17, 2015. The pilot had successfully completed the requirements of a flight review on August 23, 2013, and had logged 5 landings within the previous 90
days.
Flight Instructor
The flight instructor, age 66, held an airline transport pilot certificate with an airplane multiengine land rating, and commercial pilot certificate with airplane single
engine land, and rotorcraft helicopter ratings, a flight instructor certificate with airplane single, multiengine, and instrument ratings, advanced and instrument
ground instructor certificate, and an airframe and power plant mechanic certificate . His most recent second class airman medical certificate was issued on
January 20, 2015. The certificate contained the limitation "Must wear corrective lenses."
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National Transportation Safety Board - Aircraft Accident/Incident Database
According to Federal Aviation Administration (FAA) records he had logged no less than 15,620 hours. The flight instructor did not provide his total time, time in
the make and model of the accident airplane, or the date of his last flight review. The entries in the private pilot's logbook indicated that the flight instructor had
provided the previous instruction in the accident airplane to the private pilot.
AIRCRAFT INFORMATION
The accident airplane, a Beechcraft B35 (serial number D-2375), was manufactured in 1950. It was registered with the FAA on a standard airworthiness
certificate for normal operations. A Continental E-225-8 engine rated at 225 horsepower at 2,650 rpm powered the airplane. The engine was equipped with a
2-blade Beechcraft 215-107 propeller.
The airplane was maintained under an annual inspection program. A review of the maintenance records indicated that an annual inspection had been
completed on November 12, 2014, at an airframe total time of 6,099.17 hours.
This airplane was equipped with a pressure-type carburetor. In this design the fuel did not flow across the throttle plate, therefore the system was not
susceptible to carburetor icing. The airplane was not equipped with carburetor heat - only alternate air in the event that the filter iced over.
METEOROLOGICAL INFORMATION
The closest official weather observation station was Orange County Airport, Orange, Texas (KORG). The elevation of the weather observation station was 13
feet mean sea level (msl). The routine aviation weather report (METAR) for KORG, issued at 1015, reported, wind 340 degrees at 3 knots, visibility 10 miles,
sky condition clear, temperature 25 degrees Celsius (C), dew point temperature 12 degrees C, altimeter 30.11 inches.
Calculations of relevant meteorological data revealed the density altitude was 1,143 feet.
A review of the carburetor icing probability chart, located in the FAA's Special Airworthiness Information Bulletin CE-09-35, dated 6/30/2009, revealed that the
airplane was operating in an area favorable for the formation of serious carburetor icing at glide power. The plotted point was not near the threat area for icing in
pressure-type carburetors.
AIRPORT INFORMATION
KORG is a public uncontrolled airport located 3 miles southwest of Orange, Texas, at a surveyed elevation of 13.2 feet. The airport had 2 open runways,
runway 4/22 (5,500 feet by 75 feet, asphalt), and runway 13/31 (3,000 feet by 50 feet, turf).
FLIGHT RECORDERS
The accident airplane was equipped with an Electronics International MUX-8A (serial number 079179). The unit was not damaged and the non-volatile flash
memory was extracted normally, at the National Transportation Safety Board Vehicle Recorders Laboratory, following the manufacturer's procedures. The data
extracted spanned from November 23, 2005, through May 2, 2015. Data consistent with the accident flight were sampled once every six minutes and included
two sets of data.
The first set of data was recorded at 0957 and provided the following readings:
EGT1 - 950EGT2 - 977EGT3 - 927EGT4 - 1015 EGT5 - 1000 EGT6 - 967
CHT1 - 236CHT2 - 237CHT3 - 246CHT4 - 242CHT5 - 234 CHT6 - 219
The second set of data was recorded at 1003 and provided the following readings:
EGT1 - 1073 EGT2 - 1152 EGT3 - 1032 EGT4 - 1130 EGT5 - 1112 EGT6 - 1065
CHT1 - 333CHT2 - 335CHT3 - 347CHT4 - 332CHT5 - 307CHT6 - 323
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National Transportation Safety Board - Aircraft Accident/Incident Database
According to Continental Motors, the exhaust gas temperature (EGT) numbers did not approach typical full power temperatures.
WRECKAGE AND IMPACT INFORMATION
The accident site was located in level terrain vegetated with grass. The accident site was at an elevation of 16 feet msl and the airplane impacted on a
magnetic heading of 040 degrees.
The main wreckage included the right wing, the left-wing, the fuselage, and the engine and propeller assembly. Both wings remained attached to the fuselage.
The engine partially separated at both upper engine mounts.
The cabin of the airplane was impact damaged and the occupiable space of the cabin was not compromised or reduced except for at the floorboard rudder
pedals. The forward wind screen was broken on the left side and was impact damaged. The throw over single control yoke was impact damage and separated.
The damage was consistent with the yoke being on the pilot's side at the time of impact and separation. The instrument panel was impact damaged. The turn
coordinator glass was impact damaged. The magneto key was found in the "both" position. The throttle control was about 1 inch out. The propeller control was
impact damaged and the mixture control was full rich.
The leading edge of the right wing was crushed, torn, and wrinkled. A 4-foot section of the leading edge of the wing about mid span was torn and separated.
The right aileron separated at the outboard hinge and was bent and wrinkled. The inboard trailing edge of the right flap was bent up. The right main landing gear
was retracted and secured within the wheel well. Control continuity for the aileron was confirmed from the flight control inboard to the control yoke. The
outboard bottom portion of the right wing contained witness marks consistent with a wire strike.
The left-wing was bent up and diagonally wrinkled about mid span. The skin along the leading edge was crushed and wrinkled. The inboard trailing edge of the
flap was torn. The left aileron remained attached and was wrinkled. Control continuity for the aileron was confirmed from the flight control inboard to the control
yoke. Discoloration on the leading edge of the left wing was consistent with arcing.
The empennage was partially separated from the airframe. A small section was cut for recovery purposes. The emergency locator transmitter was in the "On"
position and was shut off by the airport manager following the accident. The elevator/rudder control continuity was confirmed from the separation point aft to the
control surfaces. The separation points on all but one of the control cables were consistent with overload and impact damage. One cable was cut during the
recovery process.
The upper and lower skin on the left elevator/rudder was wrinkled. The flight control was unremarkable. The right elevator/rudder was unremarkable. The skin
on the fuselage from the separation point to the empennage was wrinkled on both sides.
The propeller assembly remained attached to the engine at the propeller flange. The upper and lower cowling and firewall were wrinkled and torn. One lead on
the right magneto harness was impact damaged. Fuel was observed in the lines up to the fuel pump. The upper bank of spark plugs were removed and
appeared new. No external catastrophic damage was observed on the engine.
The propeller blades were arbitrarily labeled "A" and "B" for identification purposes in the report. Blade A was bent aft about 90ø about 12 inches outboard from
the propeller hub.
The face of the propeller blade at the bend was abraded. The propeller was otherwise unremarkable. The spinner of the propeller was crushed on the bottom.
Blade B was bent aft slightly and exhibited witness marks along the face of the blade consistent with a wire strike. There was no rotational scoring evident on
the face or edge of either blade.
Two 25-pound gym weights and an air conditioner cooler flow in-line blower were located in the back of the airplane. The cooler was full of 8 one half gallon
plastic bottles of water. They were frozen at the time of the accident. The weight of the cooler and water was 49.4 pounds.
No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.
The mechanic who assisted in recovering the airplane following the accident reported that the fuel tanks were full. The left fuel tank contained 15.5 gallons, the
right fuel tank contained 16 gallons, and the auxiliary tank contained 8 gallons.
Printed: July 01, 2016 an airsafety.com e-product Copyright 1999, 2016, Air Data Research
Prepared From Official Records of the NTSB By:
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