Homebuilt, Experimental, or Light Sport Aircraft

Transcription

National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN13FA446
07/29/2013 1446 CDT Regis# N914ES
Acft Mk/Mdl CAMPBELL EARL S JR RV-6A
Acft SN 20828
Knox, IN
Acft Dmg: DESTROYED
Fatal
Eng Mk/Mdl LYCOMING O-320-E2G
Opr Name: EVANS JAMES A
Apt: Starke County Airport OXI
1
Ser Inj
Opr dba:
Rpt Status: Factual Prob Caus: Pending
0
Flt Conducted Under: FAR 091
Aircraft Fire: NONE
Events
1. Approach-VFR pattern base - Loss of control in flight
Narrative
HISTORY OF FLIGHT
On July 29, 2013, at 1446 central daylight time (all times cdt), an amateur-built Campbell RV-6A, N914ES, was destroyed when it collided with terrain during a
landing approach to runway 36 (4,401 feet by 75 feet, asphalt), at the Starke County Airport (OXI), Knox, Indiana. The private pilot was fatally injured. 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 in the vicinity of the accident site and no flight plan had been filed. The personal flight originated from Richard Downing Airport (I40),
Coshocton, Ohio at 1250. The intended destination was OXI.
The airplane was in a group of four other airplanes that originally departed the Fredericksburg, Virginia, area. According to the pilots of the other airplanes in the
group, the intention was to land at OXI, stay overnight near Knox, Indiana, and then continue the trip the following day to the annual Experimental Aircraft
Association Airventure fly-in. The pilots reported that the accident airplane was the fourth airplane in the group and three other airplanes had already landed at
OXI. The three pilots that had already landed reported seeing the airplane fly over the airport on a left crosswind portion of the landing pattern. They reported
that their attention was diverted and they did not watch the remainder of the landing approach. When the fifth airplane of the group landed, the first three pilots
to land then realized that the accident airplane had not landed. The pilot and passenger of the fifth airplane in the group commented that they saw the accident
airplane enter the traffic pattern at OXI, and heard his radio transmissions on the common traffic advisory (CTAF) frequency. They commented that the
transmission from the accident pilot seemed out of the ordinary and that he was fumbling for words. They said that this was not common for the accident pilot
and that he was usually very precise in his radio transmissions. The pilot and passenger of the fifth airplane did not see the accident happen and only learned
of it after they themselves had landed.
A witness to the accident reported seeing the airplane when it was in the airport traffic pattern. He stated that the airplane was flying level and then it rolled to
the left and dove into the ground.
The pilot's wife reported that the pilot had complained that he was not feeling well and had chest pain two days before the accident flight. Reportedly the pilot
thought the chest pain was from a pulled muscle. The wife reported that the chest pain had resolved and the pilot was feeling better by the time of the flight, but
he had not seen a physician.
Flight track data was downloaded from a handheld GPS recovered from the accident airplane. The track data for the day of the accident showed that the
airplane departed from the Shannon Airport (KEZF), Fredericksburg, Virginia, at 0955, and traveled to I40. The airplane remained on the ground at I40 for about
20 minutes. The other pilots in the group reported that all five airplanes were fueled at I40, including the accident airplane. The data showed that the airplane
then departed I40 at 1246 and continued to OXI. The data showed the airplane traveled in a westerly direction when it passed over the airport at about 1,300
feet mean sea level (msl). The airplane then made a left turn to the south and began descending. When the airplane was about 0.36 nautical miles southwest of
the approach end of runway 36, it began a descending left turn back toward the runway. The left turn continued until the end of the data. The last recorded
position was 0.3 nautical miles and 193 degrees from the approach end of runway 36. The altitude recorded at the last data point was 806 feet msl. The last
recorded GPS location coincided with the location where the wreckage was found. The final few seconds of recorded data indicated that the airplane was in a
descending left turn, the rate of turn had increased to about 900 degrees per minute, the descent rate had increased to about 1,300 feet per minute, and the
groundspeed had decreased to about 54 knots.
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 a restriction for
corrective lenses, on November 21, 2012. An incomplete copy of his flight logbook showed that he had accumulated 1,826 total flight hours as of the last entry
dated April 25, 2013. His most recent flight review was completed on February 1, 2012.
Printed: May 22, 2015
Page 1
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
AIRCRAFT INFORMATION
The accident airplane was an amateur-built RV-6A airplane that was constructed from a kit. It was a low-wing monoplane of predominately aluminum
construction. It was a two-place, low wing, single engine airplane, with a tricycle landing gear configuration. The airplane was issued an FAA experimental
airworthiness certificate on August 4, 1994. The airplane was powered by a 150-horsepower Lycoming O-320-E2G four-cylinder, reciprocating engine, serial
number L-47414-27A. The engine was manufactured in July 1977.
METEOROLOGICAL CONDITIONS
Weather conditions recorded by the OXI Automated Weather Observing System (AWOS), at 1455 were: wind from 30 degrees at 3 knots, visibility 10 miles,
scattered clouds at 4,100 feet above ground level (agl), broken clouds at 4,800 feet agl, temperature 22 degrees Celsius, dew point 13 degrees Celsius, and
altimeter 30.14 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
The airplane impacted a corn field about 0.30 nautical miles south-southwest of the approach end of runway 36 at OXI. The airplane was upright and was
facing about 120 degrees. The path through the corn and the crushing of the forward fuselage and wing indicated that the airplane impacted the ground in a
near wings level attitude with the nose pitched downward about 60 degrees. The forward fuselage was crushed rearward and upward, and the engine and
firewall were partially separated from the remainder of the fuselage. The wing leading edges were crushed rearward and upward with flattening of the leading
edge wings skins at an angle coinciding with an approximate 60 degree nose down attitude. The wings, aft fuselage, and tail surfaces remained attached to the
fuselage. The aft fuselage and tail surfaces exhibited little damage.
Examination of the airplane's flight controls revealed elevator and rudder continuity from the cockpit controls to the respective control surfaces. Right aileron
continuity was confirmed from the right control stick to the aileron. Left aileron control continuity was confirmed from the left control stick to the aileron. A
broken rod end was found on the push rod that connected the right and left control sticks. The break in the rod end was consistent with damage incurred during
the impact. The linkages from the flap torque tube to the flaps were found broken on both right and left flaps. The breaks were consistent with damage incurred
during the impact.
The airplane's engine rotated freely by hand. Suction and compression were confirmed on all cylinders. Valve train continuity was confirmed and valve action
was noted at the number two cylinder. The left magneto was broken loose from its mount. It was equipped with an impulse coupling, and produced spark on all
four ignition leads when rotated by hand. The right magneto remained attached to the engine. The right magneto was not equipped with an impulse coupling.
After removal from the engine, the magneto was rotated using an electric drill and spark was noted on all four ignition leads. The carburetor was fragmented
and only the upper portion remained attached to the engine's induction system.
Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
The pilot was in apparent good health except for a history of chest pain due to an unknown cause two days prior to the accident that had resolved prior to the
accident flight. According to witness reports, the pilot was "fumbling for words" during radio transmissions prior to the crash. The pathologist that performed the
autopsy identified hypertrophy of the left ventricular wall, moderate to severe coronary artery disease involving the left anterior descending coronary artery, and
small areas of myocardial fibrosis. However, autopsy did not identify evidence of recent ischemia (heart attack) or other acute natural disease.
During his last medical certification examination on November 21, 2012, the pilot reported no recent medical concerns and was issued a third class medical
certificate with the following limitation: Must wear corrective lenses.
The pathologist that performed the autopsy determined the cause of death was multiple blunt force trauma and the manner of death was accident. In addition to
significant traumatic injuries the autopsy identified atherosclerotic cardiovascular disease of coronary arteries and aorta, emphysema, and surgical absence of
the right kidney but no natural disease in the remaining left kidney.
Examination of the cardiovascular system identified a 310 gram heart (average for a man of his weight is 383 grams with a range from 290 to 506 grams).The
left ventricular wall was 1.5 cm (normal is 1.23 cm with a range from 1.07 to 1.39 cm). The pathologist on gross examination identified coronary artery
atherosclerosis with 50% stenosis of the left main and 50% stenosis of the left anterior descending coronary artery. The circumflex and right coronary arteries
were not narrowed by plaque.
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Microscopic examination of the left anterior descending coronary artery revealed moderate to severe arteriosclerosis. The pathologist evaluated ten additional
blocks of heart tissue. These slides show severe calcific coronary arteriosclerosis, myofibrillar hypertrophy, and occasional foci of interstitial fibrosis. The
specific vessel(s) and areas of the heart involved in the microscopic evaluation of heart tissue were not identified.
An addendum to the autopsy stated, "While no acute ischemic changes are found, the interstitial fibrosis is consistent with prior ischemia, and cardiac
hypertrophy is associated with arrhythmias. Indeed, microscopic evidence of ischemia may not been [be] seen in myocardial infarcts of less than 12 hours'
duration. Thus, it appears possible, given the information that decedent's radio transmissions on the CTAF prior to the accident indicated he was fumbling for
words, that he suffered a cardiac arrhythmia prior to the accident."
Toxicology testing was performed by the FAA's Civil Aerospace Medical Institute. The analysis detected no carbon monoxide, medications or drugs in the blood
and no ethanol in the vitreous.
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Accident Rpt# CEN14FA325
06/28/2014 1615 CDT Regis# N619PD
Acft Mk/Mdl DOYLE JAMES E SKYBOLT
Acft SN 001
Eng Mk/Mdl LYCOMING IO-360-B4A
Acft TT
Opr Name: DOYLE JAMES E
Opr dba:
258
Midlothian, TX
Apt: Mid-way Regional Airport KJWY
Acft Dmg: SUBSTANTIAL
Fatal
1
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Maneuvering-aerobatics - Loss of control in flight
Narrative
HISTORY OF FLIGHT
On June 28, 2014, about 1615 central daylight time, a Skybolt experimental amateur-built airplane, N619PD, was substantially damaged when it impacted
terrain just west of the Mid-Way Regional Airport (KJWY), Midlothian/Waxahachie, Texas. The commercial pilot was fatally injured. 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 for the flight, which was operated without a flight plan. The local flight originated approximately 1600.
On the morning of the accident, approximately 0930, the pilot completed about a 1.5 hour brief, with an aerobatic judge and pilot, to include the details of the
flight. They discussed at length what maneuvers the pilot was going to fly, that the altitude floor of the flight was 800 feet, and density altitude and its effects.
The pilot was going to perform both competition maneuvers, and non-competition maneuvers with the eventual intent of obtaining a Statement of Aerobatic
Competency (SAC) card. The pilot was looking for the aerobatic judge's critique for a barnstorming-type airshow.
The pilot flew in to the airport about 1400 for the accident flight. He flew the maneuvers that they had discussed. There were no issues that the judge noticed
with the performance and the pilot went completely through what they had briefed. About 15 minutes into the flight, the pilot wanted to do a new maneuver, a
"shoulder roll," which he had indicated to the judge that he had practiced previously (prior to the accident flight).
About 3,000 feet above ground level (agl), the airplane entered a dive and leveled off about 2,000 feet agl, then pitched the airplane nose up to a 30 degree
pitch. The airplane began to roll to the right and at the inverted position, the airplane yawed to the right - the pilot's right as he was inverted (from the observer's
point of view it rotated clockwise). In a right yaw and a right roll, the airplane rotated 2.5 times. The judge perceived that the airplane "ran out of energy" in a
knife-edge position. The airplane went from a knife edge to an inverted attitude and subsequently entered a spin, turning clockwise.
The judge estimated that the airplane made 3 to 4 revolutions in the spin. He heard the power reduce "but possibly not to an idle". Almost immediately the
rotation slowed for « a turn and about 1,400 feet agl, the rotation sped back up in the same direction. The airplane remained in that attitude until it impacted the
ground. The judge was directly across the runway and the airplane crashed directly in front of him.
The judge stated that he was in constant communication with the pilot during the flight. It was a very precise flight up to that point - an intermediate level known
sequence. The pilot performed a hammer head, barrel roll, and several other maneuvers all without any issues. He stated that the pilot accomplished the
intended "shoulder roll" maneuver. He perceived that it was during the recovery that something went wrong - recovery could have been expected after the
second or third turn.
Other witnesses observed the airplane in a flat spin and one witness estimated that the airplane completed 3 to 4 revolutions in the spin before it hit the ground.
One witness specifically remarked that he did not detect any sort of failure or issue with the airplane prior to the accident.
The airplane came to rest, inverted, to the west of runway 18.
The pilot, age 48, held a commercial pilot certificate with airplane single engine land and glider ratings. The certificate contained the limitation "Not valid for
carriage of persons for hire in airplanes on cross-country flights of more than 50 nautical miles or at night."
He was issued a second class airman medical certificate on June 2, 2014. The certificate contained the limitation "Must wear corrective lenses." At the time of
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medical certificate application, the pilot reported a total time of 918 hours; 20 hours of which had been logged in the previous 6 months.
One logbook was available for review during the course of the investigation. The logbook contained entries between January 4, 1996, and May 28, 2012. A
review of the logbook indicated that the pilot had logged no less than 617.2 hours. The pilot received a spin endorsement on July 4, 2012, and successfully
completed the requirements of a flight review in May of 2102. A current logbook was not made available for review. The pilot's logbook only reflected 5 hours of
logged time in the make and model of the accident airplane. Investigators were told that only the pilot flew the accident airplane and it is estimated he had
logged no less than 250 hours of experience in the make and model of the accident airplane.
According to Federal Aviation Administration (FAA) records, the 2010 experimental amateur-built airplane, (serial number 001) had been manufactured by the
pilot. It was registered with the FAA on a special airworthiness certificate for experimental operations. A Lycoming IO-360-B4A engine rated at 180 horsepower
at 2,700 rpm powered the airplane. The engine was equipped with a 2-blade, Performance Propeller.
According to a friend, the pilot was attentive to the weight and center of gravity of the airplane. The pilot had changed the propeller and adjusted the center of
gravity of the airplane aft a total of 4 inches through a modified engine mount. The friend stated that these changes were made to improve or increase the rate
of the roll while the pilot was performing aerobatics.
The airplane was maintained under a condition inspection program. A review of the maintenance records indicated that a condition inspection had been
completed on January 1, 2014, at an airframe total time of 230.56 hours. The airplane had flown approximately 28 hours between the last inspection and the
accident and had a total airframe time of 258.27 hours.
Further review of the maintenance records illustrated that the pilot completed the flight test requirement at 25.1 hours on February 13, 2011. The logbook entry
stated that aerobatic maneuvers of "loops, rolls, spins, and all combinations thereof" had been test flown and the airplane demonstrated that it was "controllable
through the maneuvers' normal range of speeds and [was] safe for operation." On September 1, 2012, the propeller was changed to a wooden "Performance
Propeller." A logbook entry on October 3, 2012, stated that testing of the propeller was completed, "including upright and inverted spins" and there were no
"adverse affects [sic]." Aside from routine and condition maintenance inspections, there were no other logbook entries addressing the modification of the engine
mounts or change of the weight and balance of the airplane.
METEOROLOGICAL INFORMATION
The closest official weather observation station was KJWY. The elevation of the weather observation station was 727 feet msl. The routine aviation weather
report (METAR) for KJWY, issued at 1615, reported wind 170 degrees at 12 knots, gusting to 18 knots, visibility 10 miles, sky condition scattered clouds at
5,000 feet agl, broken clouds at 5,500 feet agl, temperature 31 degrees Celsius (C), dew point temperature 20 degrees C, altimeter 29.89 inches.
Relevant meteorological data calculated the density altitude at 3,058 feet.
AIRPORT INFORMATION
Mid-Way Regional Airport (KJWY) is a public non-towered airport located 5 miles southeast of Midlothian, TX, at a surveyed elevation of 727 feet. The airport
had 1 open runway, runway 18/36 (6,500 feet by 100 feet asphalt). The airport had a certificate of waiver for an aerobatic practice area. The aerobatic practice
area was defined from the surface up to 3,500 feet agl and within a 1 nautical mile radius of the airport. The practice area started about midfield of runway
18/36 and extended to the north.
WRECKAGE AND IMPACT INFORMATION
The wreckage came to rest inverted to the west of runway 18, at a field elevation of 713.7 feet. The main wreckage included both wings, the engine and
propeller assembly, the fuselage, and the empennage. All components were located at the impact site.
The fuselage included the forward and aft seats, the instrument panel, and the engine and propeller assembly. The forward seat space was crushed aft,
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reducing the occupiable space. The aft seat was crush up and aft, and was impact damaged. The instrument panel was impact damaged. Several instruments
and switches were damaged or partially separated.
The left bi-wing included the upper and lower wings and both ailerons. The lower wing remained attached to the fuselage. The upper wing separated partially
from the fuselage due to impact damage. The upper wing exhibited accordion crushing along the leading edge of the wing. The wing was wrinkled from the
leading edge, aft to the trailing edge, along the entire span of the wing.
The lower left wing was bent and torn along the inboard portion of the wing. The outboard portion of the wing was unremarkable. The strut between the upper
and lower wing was impact damaged.
The connecting rod between the upper and lower aileron was bent. The upper aileron was unremarkable. The lower aileron was impact damaged on the inboard
trailing edge of the wing. The flight control tubes for the ailerons were continuous from the cockpit control stick outboard to the ailerons. Several of the tubes
and bellcranks were bent due to impact damage.
The right bi-wing included the upper and lower wing and both ailerons. Both wings remained attached to the fuselage. The upper right wing was impact
damaged adjacent to the wing strut.
The lower right aileron separated partially at the inboard hinge. The upper right aileron was bent and buckled at the inboard hinge. The flight control tubes for
the ailerons were continuous from the cockpit control stick outboard to the ailerons.
The empennage included the horizontal and vertical stabilizers, elevators, and rudder. The left and right stabilizers were unremarkable. The trim tab on the left
elevator assembly separated partially from the elevator. The control tubes for the elevator were continuous but bent in several locations due to impact. The
trailing edge of the right elevator was bent. The vertical stabilizer and rudder were buckled aft and bent 90 degrees to the left. The rudder cables were
continuous from the rudder forward to the rudder cables in the cabin.
The engine remained attached to the fuselage and was impact damaged along with the cowling. The wooden propeller remained attached at the hub and
illustrated impact damage. Blade A was partially broken at the blade hub. Blade B was partially broken at the hub and was further separated, partially, into two
pieces along the span of the blade.
An examination of the airframe and related systems exhibited impact damage and no anomalies were noted that would have precluded normal operations.
The top and bottom banks of spark plugs were removed. The spark plugs were clean and exhibited signatures consistent with normal to worn out normal when
compared to the Champion Spark Plug Chart. The injector nozzle on the number 1 cylinder contained debris and was bent. The remaining three nozzles were
clear of debris. Both magnetos exhibited a spark when rotated by hand.
Air movement was noted on cylinders 2, 3, and 4 when the engine was rotated by hand at the propeller flange. Valve train continuity was noted through the
engine, except for cylinder number one. The pushrods on the number one cylinder were impact damaged and air movement was not observed.
Inspection of the engine did not disclose any areas of visual distress on the engine, other than what was attributed to impact damage. Additionally, the
examination of the engine revealed no anomalies that would have prevented the engine from producing power.
MEDICAL AND PATHOLOGICAL INFORMATION
The autopsy was performed by the Southwestern Institute of Forensic Sciences at Dallas on June 29, 2014, as authorized by the Justice of the Peace,
Precinct 4, Ellis County, Texas. The autopsy concluded that the cause of death was a result of blunt force injuries and the report listed the specific injuries.
The FAA's Civil Aerospace Medical Institute, Oklahoma City, Oklahoma, performed toxicological tests on specimens that were collected during the autopsy
(CAMI Reference #201400122001). Results were negative for all tests conducted. Testing for cyanide was not performed.
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Accident Rpt# ERA13LA365
08/16/2013 1815 EDT Regis# N598LF
Acft Mk/Mdl FETTERMAN LANNY R FIRESTAR II
Acft SN 598
Eng Mk/Mdl ROTAX 503 DIDC
Acft TT
Opr Name: FETTERMAN LANNY R
Opr dba:
72
Numidia, PA
Apt: Numidia Airport 8PA0
Fatal
0
Ser Inj
0
Aircraft Fire: NONE
Events
3. Landing-landing roll - Landing gear collapse
Narrative
On August 16, 2013, approximately 1815 eastern daylight time, an experimental light sport Fetterman Firestar II, N598LF, was substantially damaged during a
forced landing at Numidia Airport (8PA0), Numidia, Pennsylvania. The certificated sport pilot was not injured. Visual meteorological conditions prevailed, and no
flight plan was filed for the local personal flight, which was originating at the time of the accident. The flight was operated under the provisions of Title 14 Code
of Federal Regulations Part 91.
The pilot stated that prior to departing on the accident flight, he drained the airplane's fuel tank and added 8 gallons of 92-octane automotive fuel, premixed with
oil to manufacturer's specifications. He subsequently drained fuel from the gascolator to check for the presence of water, and stated that the sample contained
none. The pilot performed a run-up check of the engine by increasing power to 4,000 rpm for about four minutes. During this time, he stated that the engine
sounded "terrific," and that a magneto check revealed no anomalies. He then taxied the airplane to the end of the turf runway, performed a second run-up, and
stated that all engine indications were within parameters.
The pilot applied engine power to initiate the takeoff, and the airplane lifted off the runway and climbed to about 300 feet above ground level. The engine
subsequently began to "surge," fluctuating between 6,200 rpm and about 4,500 rpm, and the pilot elected to return to the airport. On final approach, the pilot
reduced engine power to idle and the engine subsequently experienced a total loss of power. Upon touchdown on the runway, the right main landing gear wheel
departed from the gear leg, the gear leg dug into the turf, and the airplane nosed over and came to rest inverted.
The pilot held a sport pilot certificate with a rating for airplane single engine land. He reported 238 total hours of flight time, of which 72 hours were in the
accident airplane make and model, and reported that he had flown the accident airplane 3 hours in the year previous to the accident.
The airplane was manufactured in 1997, and was issued a Federal Aviation Administration airworthiness certificate in 2006. It was equipped with a Rotax 503
DIDC, 52 hp reciprocating engine. Its most recent annual inspection was completed on May 3, 2013. At the time of the accident, the airplane and engine had
accrued 72 total hours of flight time.
Postaccident examination by a Federal Aviation Administration inspector revealed substantial damage to the airframe's tubular structure, as well as the tail
boom and left wing. Examination of the right main landing gear wheel revealed a fracture of the bracket that connected the wheel axle to the landing gear leg.
Continuity was confirmed from the cockpit area to the flight control surfaces. No examination of the engine was performed. The pilot reported that he believed
the engine surging was the result of a fuel flow issue. He stated that several weeks after the accident, he examined the engine's carburetor bowls, and found
that neither contained any fuel.
The fractured wheel axle bracket was sent to the NTSB Materials Laboratory for analysis. Examination indicated that the bracket fractured near a weld. The
fracture surface displayed a flat, thumbnail-shaped region near one of the toes of the weld; a signature consistent with a fatigue crack. The fatigue crack was
approximately 0.2 inches in the circumferential direction and extended through approximately 70 percent of the wall thickness at the joint.
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Accident Rpt# CEN15CA201
03/31/2015 1815 CDT Regis# N61453
Derby, KS
Apt: Blue Sky Ranch And Aerodrome 35KS
Acft Mk/Mdl FIEBICH PAUL DEAN AIRBIKE RX40
Acft SN 0001
Eng Mk/Mdl BOMBARDIER/ROTAX 503
Acft TT
Fatal
Opr Name: FIEBICH PAUL D
Opr dba:
1013
0
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
Events
3. Landing-flare/touchdown - Part(s) separation from AC
Narrative
The pilot had conducted a local pleasure flight and returned to a private grass airfield. He reported the wind was from the southeast and gusting 8-10 mph. He
selected runway 17 for the landing and held the left wing down, to compensate for the crosswind. He reported that the gusty wind allowed the airplane to
bounce in the air and then descend. The left landing gear impacted the grass runway and the wheel separated from the airplane. The airplane then traveled
about 15 feet down the runway, before the left landing gear dug into the ground. The airplane nosed over and came to rest inverted. Examination of the airplane
revealed substantial damage to the fuselage and wings.
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06/02/2014 1700 EDT Regis# N360VT
Acft Mk/Mdl FREDERICK HAYS-ROTH VELOCITY TWIN Acft SN VT004
Eng Mk/Mdl LYCOMING IO-320
Acft TT
Opr Name: BAY AREA AIR LLC
Opr dba:
55
Sebastian, FL
Apt: Sebastian Muni X26
Fatal
0
Ser Inj
0
Aircraft Fire: NONE
Events
2. Landing-flare/touchdown - Hard landing
Narrative
HISTORY OF FLIGHT
On June 2, 2014, about 1700 eastern daylight time, an experimental amateur-built Velocity Twin, N360VT, was substantially damaged when it collided with the
runway and terrain following a loss of control while landing at Sebastian Municipal Airport (X26), Sebastian, Florida. The private pilot/owner was not injured.
Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which was conducted under the provisions of Title 14 Code of Federal
Regulations Part 91.
In a written statement, the pilot stated that he accompanied the chief pilot for the airplane kit manufacturer in his airplane for an "operational test" following the
installation of an overhauled propeller on the number 1 (left) engine. The ground and flight tests were "normal" and the chief pilot deplaned before the pilot
refueled the airplane and departed by himself to perform three takeoffs and landings.
On the third takeoff, the pilot said the airplane "pulled" to the left and required "hard" right rudder to maintain runway alignment. About traffic pattern altitude, the
pilot noted a 1,200 rpm difference between the left and right engines; with the left engine producing 1,400 rpm and the right engine producing 2,600 rpm.
Throughout the remainder of the traffic pattern, the pilot attempted to troubleshoot and match the rpm on the two engines until he was on final approach to
runway 10.
The pilot reduced engine power to idle as he crossed the runway threshold, and the airplane "floated awhile" before touching down, and bouncing back into the
air. During the second touchdown, the left wing lifted "due to the crosswind from the left" and the pilot stated that he had inadequate speed to control the
airplane. He elected to abort the landing and advanced both throttles; but the airplane yawed to the right, departed the runway, and collided with terrain.
In a telephone interview with a Federal Aviation Administration inspector, the pilot stated that upon landing "the wind caught him," which resulted in a couple of
"bumps" down the runway.
In both a written statement and a telephone interview, a witness described an "unstable" approach before the airplane contacted the runway and "launched"
back into the air. He described the right wing and the landing gear striking the ground twice before the airplane bounced back into the air. He said, "At this point
he had a 40-45 degree nose-up attitude. He went to full power, but he was already stalled. The airplane struck the ground out of control and the landing gear
and both propellers separated from the airplane."
The pilot held a private pilot certificate with ratings for airplane multiengine, single engine, and instrument airplane. His most recent FAA third class medical
certificate was issued on May 14, 2013. He reported 1,500 total hours of flight experience, of which 17 hours were in the accident airplane make and model.
According to the chief pilot of Velocity Aircraft, the airplane transition syllabus time for the Velocity Twin was 5.0 hours. The pilot required 11.5 hours of training
prior to his first solo flight in the airplane. On his first solo flight, the cargo door was left open, and a bungee cord and other loose cargo departed the airplane
and passed through the arc of the right propeller, which destroyed the blades and required a complete rebuild of the right propeller system.
According to FAA records, the airplane was manufactured in 2014. According to company records, its most recent conditional inspection was completed
February 7, 2014. The airplane had accrued about 55 total hours of operation at the time of the accident.
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The rebuilt propeller was returned and installed on the airplane June 2, 2014. The chief pilot performed the ground and operational flight testing on the right
propeller, and right propeller governor, and the pilot/owner accompanied him during the test. In his statement, the chief pilot described in detail the manner in
which he conducted the tests and monitored the propeller's performance on the ground, and at takeoff, climb, and cruise power settings. He stated that the
performance of the propeller and governor was "normal."
METEOROLOGICAL INFORMATION
At 0954, the weather conditions reported at Vero Beach, Florida (VRB), 11 miles southeast of the accident airport, included a broken ceiling at 3,600 feet,
visibility 10 miles, temperature 26 degrees C, dewpoint 19 degrees C, and an altimeter setting of 30.09 inches of mercury. The wind was from 080 degrees at
12 knots. According to the chief pilot, the Automated Surface Observing System (ASOS) at X26 reported winds from 100 degrees at 15 knots gusting to 19
knots just before the accident flight.
WRECKAGE INFORMATION
The wreckage was recovered from the accident site and moved into the aircraft kit manufacturer's facility where it was examined by an FAA inspector on June
3, 2014. The canard supporting structure, wings, and fuel tank areas appeared undamaged. There was damage to the wing tips, ailerons, landing gear, fuselage
around the left main gear cutout, fuselage aft of the left main gear, lower fuselage access panel, the left side of the empennage, canard, and both propellers.
There was a section of a wooden propeller blade stuck in the damaged area of the empennage.
The blades of the left propeller could be rotated independently in the propeller hub with hand pressure. Several of the leading edge strips that were recovered
showed damage consistent with impact with the landing gear leg. The right propeller blades were secure in the hub.
Continuity and rigging of the propeller controls was confirmed.
TESTS AND RESEARCH
The left propeller assembly was removed, and examined at the manufacturer's facility in Deland, Florida on July 16, 2014 under the supervision of the FAA
inspector. Each of the three blades was fractured at its root.
Disassembly of the propeller assembly revealed the piston extension displayed three index marks or impressions consistent with blade pin contact. The pitch
change blocks were fractured. According to the inspector's report, "The number one blade was removed and the piston extension (with serviceable pitch
change blocks) was reinstalled without the return springs so the movement of the pitch change blocks could be observed when the blade was rotated. It was
noted that the pitch change blocks moved less than 1/16th of an inch with the full travel of the blade from low pitch to feather. It was not obvious . what caused
the broken pitch change blocks."
Photographs of the pitch change blocks were reviewed by an NTSB Senior Materials Investigator who stated the fractures were consistent with overload failure.
ADDITIONAL INFORMATION
The Airplane Flying Handbook (FAA-H-8083-3), Chapter 14, "Transition to a Multiengine Airplane" stated, "The complexity of multiengine airplanes makes a
knowledge of and proficiency in emergency go-around procedures particularly essential for safe piloting. The emergency go-around during a landing approach is
inherently critical because it is usually initiated at a very low altitude and airspeed with the airplane's configuration and trim adjustments set for landing. Unless
absolutely necessary, the decision to go around should not be delayed to the point where the airplane is ready to touch down. The more altitude and time
available to apply power, establish a climb, retrim, and set up a go-around configuration, the easier and safer the maneuver becomes."
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Air Data Research
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04/22/2015 1350 EDT Regis# N488WT
Acft Mk/Mdl JAMES KILROY PITTS MODEL 12
Acft SN 137
Eng Mk/Mdl VEDENEYEV M-14
Opr Name: GARY M. COONAN
Lagrange, GA
Apt: Lagrange-calloway LGC
Rpt Status: Prelim
Fatal
0
Ser Inj
Opr dba:
1
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Initial climb - Loss of engine power (partial)
Narrative
On April 22, 2015, about 1350 eastern standard time (EST), an experimental, amateur-built Kilroy Pitts Model 12, N488WT, force landed following a reported
loss of engine power after departure from LaGrange-Calloway Airport (LGC), LaGrange, Georgia. The private pilot received serious injuries and the airplane was
substantially damaged. The airplane was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual
meteorological conditions prevailed, and no flight plan was filed. The flight was originating at the time of the accident.
According to an inspector with the Federal Aviation Administration (FAA), the pilot was departing to Lakeland, Florida to participate in the annual Sun 'n Fun
fly-in. Shortly after departure, he reported that the engine was running rough. He turned back toward the airport; however, he was unable to maintain altitude
and the airplane was force landed in a farm field about one mile from the airport.
The FAA inspector responded to the accident site and examined the wreckage. The forward fuselage and lower wing exhibited structural damage from impact
forces. The main landing gear were crushed upward, into the lower wing structure. The propeller blades were broken off at the blade shanks.
The airplane was equipped with an Electronics International Inc. CGR-30P primary engine monitor. The monitor recorded engine performance data that
included the accident flight. The data will be forwarded to the NTSB Vehicle Recorder Laboratory for examination and analysis.
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Air Data Research
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Accident Rpt# CEN15LA235
05/01/2015 1225 CDT Regis# N5606X
Acft Mk/Mdl LATHROP STEVEN A B8M-NO SERIES
Acft SN 2
Ravenna, MI
Acft Dmg: DESTROYED
Fatal
Eng Mk/Mdl VOLKSWAGON
Opr Name: LATHROP STEVEN A
Apt: MKG
0
Ser Inj
Opr dba:
Rpt Status: Prelim
1
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Events
2. Maneuvering - Controlled flight into terr/obj (CFIT)
Narrative
On May 1, 2015, about 1225 central daylight time, a homebuilt gyrocopter, N5606X, registered to the pilot/owner, was destroyed when it collided with power
lines while maneuvering in the vicinity of Ravenna, Michigan. The private pilot, who was the sole occupant, sustained serious injuries. Visual meteorological
conditions prevailed in the vicinity and a flight plan was not filed. The local flight was being conducted under the provisions of Federal Code of Regulations Part
91. The flight originated from Riverview, Michigan, about 1125.
The single-seat gyrocopter wreckage was resting in a deep ditch on the north side of Sherman Road near the intersection of Wunsch Road in Moorland
Township near Ravenna, MI. Evidence at the accident site showed that the gyrocopter had impacted 30-foot high power lines, consequently breaking the two of
the lines. The power line pole on the north side of Sherman Road was broken and unattached to its base. The pilot's headgear showed thermal damage to the
face shield and soot was evident inside of the shield and around the face relief of the helmet, consistent with electrical arcing. The helmet was found in a ditch
just west of Wunsch Road about 40 feet from the wreckage.
The gyrocopter's rotor mast was broken off, about seat height. The rotor blades were coned upward consistent with low RPM and high loading. The trailing
edges of the blades exhibited buckling between fasteners. One rotor blade had scuff marks on the bottom side. The other blade had buckling failure in the aft
direction. One of the propeller blades of the pusher propeller was separated and was found about 50 yards beyond the wreckage. The broken blade leading
edge exhibited leading edge marks consistent with contact with the broken power line wires.
The Volkswagen engine appeared to be mostly intact. The crank would rotate by hand, but was limited due to adjacent impact damage. Automotive gasoline
was present in the fuel filter and some gas was dripping out of the carburetor when first responders arrived. The broken ends of the power lines showed some
broom straw signatures, some cut failures, and some right angle bending near the wire failures. The wires consisted of five aluminum wires wrapped about a
steel core.
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Air Data Research
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Accident Rpt# ERA15LA210B
05/13/2015 1930 CDT Regis# N675GM
Acft Mk/Mdl MEUER GARY D V STAR
Acft SN 007
Eng Mk/Mdl LYCOMING O-290
Opr Name: MEUER GARY
Tullahoma, TN
Apt: Tullahoma Regional Airport THA
Rpt Status: Prelim
Fatal
0
Ser Inj
Opr dba:
1
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: STA
Events
1. Landing-flare/touchdown - Midair collision
Narrative
On May 13, 2015, about 1930 central daylight time, an Aviat Pitts S-2B, N110PS, and an experimental amateur-built V STAR, N675GM, collided while landing
on runway 36 at Tullahoma Regional Airport (THA), Tullahoma, Tennessee. The Pitts sustained minor damage and the V STAR was substantially damaged.
The private pilot of the Pitts was not injured and the private pilot of the V STAR was seriously injured. Visual meteorological conditions prevailed and no flight
plans were filed for the local flights. The personal flights were conducted under the provisions of 14 Code of Federal Regulations Part 91.
The pilot of the Pitts stated that he was about 2.5 miles southeast of runway 36, at 2,500 feet mean sea level, when he switched his radio frequency from the
THA automated weather observation system to the common traffic advisory frequency. While setting up for a 45-degree entry into the airport traffic pattern, the
pilot of the Pitts heard a radio transmission from another airport and then announced his position on the entry to the airport traffic pattern. While on a downwind
leg of the airport traffic pattern, the pilot of the Pitts subsequently heard another radio transmission that another airplane was approaching THA and would be
following the Pitts. He then heard a faint radio transmission that there was a red biplane on the runway, but no airport was associated with the transmission. He
looked for a red biplane and did not see any airplanes on runway 36. The pilot of the Pitts continued his approach and again did not see any airplanes while on
final approach. After crossing the runway threshold, the pilot of the Pitts heard a "bang" and felt a sudden deceleration. He did not know what happened until
the airplane came to a stop, at which time he realized he had collided with another airplane. The pilot of the Pitts had a video recorder attached to his helmet. A
copy of the accident video was forwarded to the NTSB Vehicle Recorder Laboratory, Washington, D.C., for further examination.
The pilot of the V STAR was transported to a local hospital. During a telephone interview, the pilot of the V STAR reported that he flew a standard traffic
pattern, made radio announcements, and was struck while landing on runway 36.
The weather at THA, at 1935, included calm wind, clear sky, and visibility 10 miles.
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Air Data Research
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Accident Rpt# CEN15CA218
05/02/2015 1545
Regis# N993S
Acft Mk/Mdl SCHMIDT DONALD L GS1 GLASTAR-NO Acft SN 5917
Opr Name: FREDDIE GARNER
Page 14
Moriarty, NM
Apt: N/a
Rpt Status: Prelim
Fatal
0
Ser Inj
Opr dba:
Air Data Research
0
Prob Caus: Pending
Aircraft Fire: NONE
All Rights Reserved
Accident Rpt# CEN15LA018
10/18/2014 1830 CDT Regis# N550AC
Acft Mk/Mdl VIGUIE G/VIGUIE M LANCAIR LEGACY-NOAcft SN L2K-315
Eng Mk/Mdl CONT MOTOR IO-550-N
Acft TT
Opr Name: CRAWFORD ALAN R
Opr dba:
647
Livingston, TX
Apt: N/a
Acft Dmg: DESTROYED
Fatal
0
Ser Inj
1
Aircraft Fire: BOTH
Events
2. Enroute - Loss of engine power (total)
Narrative
On October 18, 2014, about 1815 central daylight time, N550AC, an experimental-home built Viguie Lancair Legacy, was destroyed by post-impact fire after the
pilot made a forced landing to a field near Livingston, Texas. The air transport pilot sustained serious injuries. The airplane was registered to and operated by
the pilot. A visual flight rules flight plan was filed for the flight that departed Jasper County Airport (JAS), Jasper, Texas, about 1815 and was destined for a
private airstrip in Buchanan Dam, Texas. Visual meteorological conditions prevailed for the personal flight conducted under the provision of 14 Code of Federal
Regulations (CFR) Part 91.
A witness was standing out in his pasture when he first heard and saw the airplane. He said the engine was running rough and there were flames under the
engine. The airplane made a descending turn and prepared to land in a pasture across the road. As the witness responded to help the pilot, he heard a "loud
crunch" and saw a "fireball." When he got to the field, the pilot was walking toward him.
The pilot stated he was returning from an air race competition and had just leveled off at 8,500 feet when he heard a "thump", about 15 minutes into the flight.
The pilot thought he struck a bird and told air traffic control that he needed to land. The pilot then heard a second thump along with a "rattle and vibration" and
immediately found a place to make a forced landing. While preparing to land, there was a third "explosion." The pilot said that this was when he saw a fire near
his left foot and black smoke started to fill up the cockpit. The pilot declared an emergency, secured the engine, unlatched the canopy, and made a forced
landing to a field. He said the landing was hard and the instrument panel flexed downward and trapped his feet. Once the airplane came to a stop, he realized
his shirt was on fire as he struggled to free his legs. The pilot was finally able to exit the burning wreckage and rolled on the ground to put the flames out. He
then got up and was met by the witness, who stayed with him until help arrived.
An inspector with the Federal Aviation Administration (FAA) performed an on-scene examination of the airplane. The inspector stated that the airplane landed
hard then slid for several hundred feet before it came to rest and was consumed by fire. The propeller and the engine cowling separated from the airplane. The
inspector also stated that when he looked at the engine, the #3 cylinder's intake rocker-cover and the aft bolt for the rocker- arm were missing. The
rocker-cover for the #3 exhaust valve was attached to the engine by one screw. The inspector said he looked for the #3 cylinder's intake rocker-cover, but was
unable to find it at the accident site.
According to a representative of the company that recovered the airplane and engine, they were aware of the missing rocker-cover. They had searched for the
cover but it was never found.
The engine was examined on November 14, 2014, under the supervision of the National Transportation Safety Board Investigator-in-Charge (NTSB IIC). Also
present for the examination was a representative of Continental Motors Incorporated and Lancair. The examination revealed that the engine sustained fire and
impact damage, with the most extensive fire damage to the top and aft-left side. The interior section of the composite engine cowling exhibited oil splatter and
fire damage. The bottom left side of the cowling was consumed by fire.
The crankshaft could not be rotated due to fire and impact damage and there were two large holes in both sections of the crankcase above the #2, #3, and #4
cylinders. The #3 cylinder intake rocker-cover and the aft bolt for the rocker-arm were missing. The forward bolt was in place and loose. Rubbing damage was
visible on the boss where the bolt was missing. The #3 cylinder exhaust rocker-cover was not damaged and was only attached to the engine by its lower aft
screw. The other four screws were missing. The rocker covers for the remaining cylinders were not damaged and were tightly secured to the engine.
The engine was equipped with fuel metering unit and fuel manifold. The fuel metering unit sustained extensive heat damage and was partially melted. The
output line for the metering unit was separated from impact and the throttle was in the "idle" position and the mixture was in the "cut-off" position.
The fuel manifold was still installed on the top of the engine but was fire damaged. The unit was disassembled and the spring was in place, but the rubber
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Air Data Research
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diaphragm was destroyed from heat damage. The plunger could not be removed due to heat damage.
The fuel nozzles sustained heat damage and were all blocked except for the #5 nozzle, which was partially blocked.
The engine had an electronic Floscan fuel transducer installed in the fuel line between the fuel pump and metering unit. The transducer was installed over the
top of the engine and sustained extensive heat damage and melting.
The engine was equipped with an electronic ignition system, which sustained extensive heat damage.
When the engine was disassembled, the #2, #3, and #4 connecting rods were found separated from their respective journals on the crankshaft. The oil sump
sustained fire and impact damage and contained numerous metal pieces and particles. This was also true for the oil filter. The #1, #2, and #3 main oil journals
were dry and heat discolored, consistent with oil starvation. The #2 and #4 pistons were stuck in their respective cylinder due to heat and impact damage. The
#3 piston sustained heavy fire/impact damage and most of the skirt was broken away. The #1 cylinder could not be removed. The #5 and #6 were removed
from their respective cylinder and exhibited light deposits on the piston heads.
The pilot said he did not know how or why the #3 cylinder intake rocker-cover and aft rocker-arm bolt were not installed and did not have an explanation as to
why the exhaust rocker-cover was partially installed. He said the engine ran great during the air race and he did not remove the cowling and perform engine
work after the race.
The pilot stated the logbooks were in the airplane at the time of the accident. However, the last condition inspection on the engine was conducted on August
27, 2014, at a total engine time of 646.8 hours.
According to Continental Motors, it would have taken several minutes for the engine to port most of its oil out without the rocker cover installed.
.
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Air Data Research
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Homebuilt, Experimental, or Light Sport Aircraft

Transcription

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