A summary of this weeks activity and downloadable files of new reports published by the self-proclaimed, “world’s premier independent agency for accident investigation.”

TOTAL PRESS RELEASES ISSUED THIS WEEK – 4

TOTAL AVIATION SAFETY RECOMMENDATION LETTERS ISSUED THIS WEEK – 0

TOTAL AVIATION MISHAP REPORTS ISSUED THIS WEEK – 28

• New reports released this week – 27
• Revised reports released this week – 1

AVIATION PRELIMINARY REPORTS RELEASED THIS WEEK – 10 – AVERAGE LATENCY 17 DAYS

AVIATION FACTUAL REPORTS RELEASED THIS WEEK – 18

• Field Investigations (NTSB) – 5 (28%) – AVERAGE LATENCY 537 DAYS AFTER EVENT
• Limited Investigations (delegated to FAA) – 8 (44%) – AVERAGE LATENCY 569 DAYS AFTER EVENT
• Data collection reports (CA) – 5 (28%) – AVERAGE LATENCY 28 DAYS AFTER EVENT
• Incident report (IA) –  0 (0%)
• Other (public use, foreign, etc.) – 0 (0%)
• Number of factual reports more than one year old issued this week – 7

REPORTS OF PROBABLE CAUSE RELEASED THIS WEEK – 0 NEW – 0 REVISED

SUMMARIES OF NEW REPORTS:

• List of Newly Released Reports
• Air Carrier, Turbine Powered & Large Aircraft Reports
• General Aviation Reports
• Homebuilt, Experimental, or Light Sport Aircraft

REPORTS OF THE WEEK (See the above links for more details)

The interesting, the educational and stupid pilot tricks.

Here’s two reports of Cessna 172 hard landings and bent firewalls.  One regional office conducts a “data collection” investigation which typically relies simply on the operators’ report.  Another regional office opens a “limited” investigation which typically is delegated to the FAA.  Ultimately, a subpoena duces tecum was required to obtain records access.  It would be interesting to know:
1.  Who’s ego got bruised.
2.  Who didn’t have enough real work to do.
3.  What either of these investigations contributed to aviation safety.

CEN12CA213 CESSNA 172R
A student pilot was practicing takeoff and landings. He reported that he flared early and the airplane ballooned. The airplane then bounced firmly several times. The pilot lost direction control of the airplane and the airplane departed the side of the runway colliding with an airfield light. A post accident examination of the airplane revealed damage to the firewall and fuselage. No other anomalies were found.

WPR09LA480 CESSNA R172K
A Cessna R172K, N1055V, made a hard bounced landing at the Page Municipal Airport, Page, Arizona. The airplane was substantially damaged. Neither the private pilot nor the two passengers were injured.
Spitfire Aviation’s owner and its chief airplane mechanic refused to disclose to the Safety Board investigator information about the mishap. They refused access to airplane operation and maintenance records. As a result and after repeated requests for records, on January 22, 2010, the Safety Board issued Spitfire Aviation’s owner a subpoena duces tecum.

Here’s a pair of Piper PA46 mishaps.  The first is a typical PA46 inflight loss of control event.

Notice the sudden loss of airspeed which is typical of these events.
CEN10FA233 JETPROP DLX PIPER PA46-350P
On May 2, 2010, about 2016 eastern daylight time (EDT), a JetProp DLX Piper PA-46-350P, N135CC, sustained substantial damage on impact with terrain near New Albany, Indiana. Instrument meteorological conditions prevailed at the time of the accident. The private pilot and passenger were fatally injured.
A witness reported that the airplane approached from the southeast with a “loud” engine sound. The airplane then went “upside down” and entered a “spiral nose-dive.” The witness also reported that there was no smoke or fire from the airplane.
Radar data for a time period from about 20:14:27 EDT to 20:15:00 EDT recorded N135CC at an altitude of 4,000 feet, a decreasing ground speed from about 131 knots at the beginning of the period to about 116 knots at the end of the period, and an approximate northeasterly ground track. From about 2015:04 EDT to 20:15:50 EDT , the altitude range was 3,900 feet and 3,800 feet, and the airspeed decreased from about 119 knots at the beginning of this period to about 57 knots.

The second PA46 mishap, a loss of directional control, is also one of the top five PA46 mishap types, but with a twist.  Usually, PA46 loss of directional control events are due to either a bent steering horn or broken engine mount.  This was due to a blown tire – which resulted in a broken aileron hinge.
WPR11LA218 PIPER PA46-500TP
On May 3, 2011, at 1740 mountain daylight time, the pilot of a Piper PA46-500TP, N46ME, aborted the takeoff at Rock Springs-Sweetwater County Airport, Rock Springs, Wyoming, after the right main landing gear tire failed. The airline transport pilot operated the airplane under the provisions of Title 14 Code of Federal Regulations, Part 91. The pilot was not injured, and the right aileron was substantially damaged. Visual meteorological conditions prevailed, and an IFR flight plan had been filed.
The airplane manufacturer reported that they had knowledge of a similar incident that occurred on January 20, 2010, on a different PA46. In this instance, a main tire blew, and the aileron center hinge failed in a similar fashion. Piper Aircraft’s engineering department is currently investigating the hinge and the unusual phenomena associated with the hinge failure.

And here’s a pair of DIY airplane mishaps.

What could go wrong with a powered parachute?  This guy figured out a way to screw it up.
ERA11LA326 BUCKEYE DREAM MACHINE
On June 4, 2011, a Buckeye Dream Machine powered parachute, collided with, and remained suspended in trees in the vicinity of Lake Cherokee, Russellville, Tennessee. The certificated sport pilot was fatally injured when the airframe fell from the trees. Police officers spoke to the pilot for about two to three minutes before the aircraft broke out of the tree tops and fell to the ground. During the brief conversation between the pilot, his son, and the officers, the purpose of the flight and the circumstances of the collision with trees were not discussed. According to his son, the pilot reported, “The darn thing just quit.”  The on-board eight-gallon fuel tank contained five gallons of fuel.
An empty blue plastic fuel can was located near the wreckage. According to the son of the pilot/owner, the blue plastic fuel can was an auxiliary fuel modification installed by his father, and the can was mounted in the back seat. Closer examination by the FAA inspectors revealed an auxiliary fuel line mounted to the right of the pilot’s seat with a shut-off valve attached. The fuel valve was open, and the line extended to where the blue plastic fuel can was mounted in the back seat. There was no indicating system to alert the pilot of the fuel level in the blue can. The pilot’s son further stated that his father likely exhausted the fuel supply in the auxiliary fuel can, which starved the engine, and resulted in a total loss of engine power.

This homebuilder apparently figured out that grass is more forgiving (of sloppy technique), but managed to overlook some other little details.
CEN12CA272 TUCKER-HURNI STARDUSTER SA-300
To help with directional control on the tailwheel equipped airplane, the pilot landed in grassy area with rough terrain features. While on the landing roll, the airplane’s right main landing gear broke and separated from the airplane. Directional control of the airplane was lost, the airplane nosed over, and came to rest in the inverted position. Substantial damage was sustained to the airplane’s upper wing and rudder. An examination of the airplane revealed a pre-existing fatigue fracture with interior corrosion of the right landing gear strut, that was not discovered during the previous inspection.

A summary of this weeks activity and downloadable files of new reports published by the self-proclaimed, “world’s premier independent agency for accident investigation.”

TOTAL PRESS RELEASES ISSUED THIS WEEK – 2

TOTAL AVIATION SAFETY RECOMMENDATION LETTERS ISSUED THIS WEEK – 0

TOTAL AVIATION MISHAP REPORTS ISSUED THIS WEEK – 35

• New reports released this week – 34
• Revised reports released this week – 1

AVIATION PRELIMINARY REPORTS RELEASED THIS WEEK – 16 – AVERAGE LATENCY 10 DAYS

AVIATION FACTUAL REPORTS RELEASED THIS WEEK – 17

• Field Investigations (NTSB) – 4 (24%) – AVERAGE LATENCY 369 DAYS AFTER EVENT
• Limited Investigations (delegated to FAA) – 4 (24%) – AVERAGE LATENCY 358 DAYS AFTER EVENT
• Data collection reports (CA) – 6 (35%) – AVERAGE LATENCY 26 DAYS AFTER EVENT
• Incident report (IA) –  0 (0%)
• Other (public use, foreign, etc.) – 3 (18%)
• Number of factual reports more than one year old issued this week – 3

REPORTS OF PROBABLE CAUSE RELEASED THIS WEEK – 2 NEW – 0 REVISED

SUMMARIES OF NEW REPORTS:

• List of Newly Released Reports
• Air Carrier, Turbine Powered & Large Aircraft Reports
• General Aviation Reports
• Homebuilt, Experimental, or Light Sport Aircraft

REPORTS OF THE WEEK (See the above links for more details)

The interesting, the educational and stupid pilot tricks.

What’s the chance of preventing accidents when failure to use carb heat is still a problem?
ERA12LA148 CESSNA 172I
The pilot reduced engine power to about 1,500 rpm and set the fuel mixture to full rich, but did not activate the carburetor heat. The engine then “suddenly acted as though it were starved for fuel.” With rising terrain ahead, and only being about 800 feet above the ground, the pilot “pumped” the throttle, began searching for a suitable forced landing area, and activated the emergency locator transmitter. As the pilot approached the intended landing field from the east, he realized that the airplane was high and fast, so flew north and circled back in order to set up for a landing to the southwest. The pilot subsequently landed the airplane on the downward slope of the field at an airspeed around 60 knots. During the rollout, the nose landing gear struck a ditch and the airplane nosed over.

Low time, low fuel and tip tanks.  What could go wrong?
CEN10FA324 CESSNA T310R
One of the surviving passengers stated that shortly before the accident, the airplane’s wings were rocking and it felt like the airplane was being tossed around by wind.

Perhaps that sport pilot training didn’t mention that aerobatics might not be a good idea for an 86 year old pilot with hypertension and flying a floppy wing airplane.
CEN10LA339 AIRBORNE WINDSPORT EDGE      
On June 23, 2010, about 1145 mountain daylight time, an Airborne Windsport Edge weight-shift aircraft, N55857, was substantially damaged when it impacted terrain while performing aerobatic maneuvers near Fort Lupton, Colorado. An eyewitness reported that he observed the weight-shift aircraft performing “loops and wingovers” for about five minutes. The eyewitness continued that during the last maneuver the pilot performed what looked like a wingover; however, the wing folded, approximately 1,000 feet above ground level, and the aircraft spiraled down and impacted terrain.

Homebuilt aircraft are fascinating.  Will something break before the pilot does something stupid?
CEN11LA384 FISHER LANCAIR-360
On June 12, 2011, a Lancair 360, kit-built airplane, N6ZY, experienced a loss of engine power while in cruise flight near Azle, Texas. The private pilot, sole occupant, received serious injuries. The airplane was substantially damaged during the accident. The pilot reported that he had recently completed building the airplane and was conducting a local test flight.
The airplane’s left wing was nearly separated from the fuselage, the entire empennage was broken off just forward of the vertical stabilizer and laying to the left of the to the fuselage. Additionally, the propeller separated from the engine; the crankshaft appeared broken at the crankshaft flange due to the ground impact.

A summary of this weeks activity and downloadable files of new reports published by the self-proclaimed, “world’s premier independent agency for accident investigation.”

TOTAL PRESS RELEASES ISSUED THIS WEEK – 2

TOTAL AVIATION SAFETY RECOMMENDATION LETTERS ISSUED THIS WEEK – 0

TOTAL AVIATION MISHAP REPORTS ISSUED THIS WEEK – 68

• New reports released this week – 66
• Revised reports released this week – 2

AVIATION PRELIMINARY REPORTS RELEASED THIS WEEK – 22 – AVERAGE LATENCY 15 DAYS

AVIATION FACTUAL REPORTS RELEASED THIS WEEK – 45

• Field Investigations (NTSB) – 5 (11%) – AVERAGE LATENCY 487 DAYS AFTER EVENT
• Limited Investigations (delegated to FAA) – 17 (38%) – AVERAGE LATENCY 344 DAYS AFTER EVENT
• Data collection reports (CA) – 19 (42%) – AVERAGE LATENCY 42 DAYS AFTER EVENT
• Incident report (IA) –  0 (0%)
• Other (public use, foreign, etc.) – 4 (9%)
• Number of factual reports more than one year old issued this week – 10

REPORTS OF PROBABLE CAUSE RELEASED THIS WEEK – 0 NEW – 1 REVISED

SUMMARIES OF NEW REPORTS:

• List of Newly Released Reports
• Air Carrier, Turbine Powered & Large Aircraft Reports
• General Aviation Reports
• Homebuilt, Experimental, or Light Sport Aircraft

REPORTS OF THE WEEK (See the above links for more details)

This proves, once again, that good sense can’t be mandated by regulation.
WPR12CA137 CESSNA 182
The pilot stated that prior to starting the engine by manually rotating the propeller, he set the bakes, throttle, and trim. He exited the airplane, and proceeded to rotate the propeller. When the engine started, it went to full rpm and the airplane started to move forward on the taxiway at a high speed. The airplane veered off the taxiway and continued its high speed taxi until it impacted a hangar door, damaging the engine, both wings, and the right main landing gear. The pilot reported to the responding officer that he had not chocked the airplane and thought the brake was set. He further reported there were no mechanical problems with the airplane.

When you lower the flaps and the sink rate increases uncontrollably, consideration should be given to raising the flaps.
WPR12CA157 FISHER HP-14 SAILPLANE
The pilot reported that after soaring for nearly 3 hours, he returned to the departure airport and made a traffic pattern approach for landing. On final approach, he lowered the wing flaps to 40 degrees. The pilot additionally reported that, because it appeared he was going to be too high, he further extended the wing flaps. Suddenly, the glider’s sink rate increased, and the glider touched down hard short of the runway. The glider bounced, yawed sideways, the landing gear collapsed, and the fuselage buckled as the glider slid to a stop. The pilot stated that he subsequently observed that the flaps were set to 90 degrees, which was 30 degrees farther down than he had intended.

Ya know what this guy did right? Nothing.
CEN10LA381 CESSNA 172S
After clearing the power lines, the pilot felt the airplane vibrating and then noticed that his airspeed indication was zero. The airplane entered an aerodynamic stall, descended, and collided with the ground in a nose low attitude. The airplane came to rest inverted.  The pilot reported that this accident could have been prevented had he considered the negative performance effects of the tailwind, the dew on the grass, and the slight uphill slope of the runway. In addition, the pilot reported that his pitch attitude was too high and that he may have forgotten to reset the engine mixture control to full rich. The pilot also reported that he thought the wind was calm.

Trying for the record for most number of screw-ups in one take-off
CEN12CA200 CESSNA 172P
The pilot reported that he rotated the airplane at 55 knots and it immediately started to drift. He heard the stall warning horn so he lowered the nose, and the airplane subsequently impacted the ground. He pulled the throttle to idle. The airplane was approaching the crossing runway and there was a hump or ditch near the runway edge. He pulled back on the controls to avoid the obstacle, and the airplane became airborne and climbed to about 10 to 15 feet above the ground. The airplane landed hard and bounced. The nose landing gear caught in the dirt and the airplane nosed over which resulted in substantial damage to the airframe. The pilot reported that there was no mechanical malfunction or failure of the airplane. The pilot reported that the wind during takeoff was “slightly from the right” at 9 knots gusting to 13 knots.

Was the absence of runway lights a clue that he wasn’t landing on the lighted airstrip?
ANC12CA023 CESSNA 182A
The pilot was cleared to land his wheel-equipped airplane at a lighted gravel airstrip, at night, when he mistakenly landed on a frozen, snow-covered lake used by ski-equipped airplanes. The lake was adjacent to the airstrip. During the landing roll, the airplane’s wheels contacted deep snow, and it nosed over, sustaining substantial damage to the wings and fuselage. Airport rescue personnel reported when they arrived on scene, the pilot said that he had landed on the airstrip, and he was unaware that he had inadvertently landed on a frozen lake. The pilot indicated that there were no mechanical anomalies with the airplane.

They shouldn’t put those hazard beacon towers where an aircraft can hit them
ERA12FA030 CIRRUS DESIGN CORP SR22
On October 16, 2011, at 2010 eastern daylight time, a Cirrus Design Corp. SR22, N438CP, operated by a private individual, was substantially damaged when it impacted a hazard beacon tower during approach to Danbury Municipal Airport (DXR), Danbury, Connecticut. The certificated private pilot was fatally injured. Night visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91.

Why change a good plan just because the engine is running again.
ERA12LA126 CLASSIC AIRCRAFT CORP WACO YMF5
The pilot decided to enter an 80 knot profile and prepare the passengers for ditching. Approximately 500 feet agl the engine power returned to “almost takeoff power.” During the flare the pilot added power and considered returning to the airport but felt committed to the ditching.