Continue reading »]]> 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.