July 2006
May 23, 2006, St. Augustine, Fla. / Cessna 172S
Subscribers Only The airplane experienced a failure of the crankshaft and separation of the propeller and propeller flange shortly after takeoff at about 1258 Eastern time. Visual conditions prevailed. The airplane was not damaged and the Commercial pilot was not injured. The pilot stated that he was ferrying the airplane; another pilot had performed a precautionary landing the day before after experiencing a rough-running engine. The pilot performed a preflight inspection and several engine run-ups; no discrepancies were noted. At 500 feet during the initial climb, engine rpm decreased from 2390 to 2200. The pilot then heard a loud noise, noted vibration of the engine and engine cowling, and performed an un...
May 22, 2006, Levelland, Texas / Cessna 150F
Subscribers Only At approximately 1840 Central tine, the airplane was destroyed during impact with terrain following a loss of control during a landing approach. The Flight Instructor and Student pilot were fatally injured. Visual conditions prevailed. According to witnesses, the wind was reported at about 20 knots, gusting in excess of 25 knots. The airplane was observed to take off and level out. It then made a slight climb before a sharp 180-degree turn was observed. The witnesses stated that the airplane then lost altitude, before climbing back up to about 200-300 feet again, at which time the airplane made a sharp, high-banked turn towards the runway. During the turn the left wing continued to drop, and...
May 20, 2006, Jennings, La. / Boeing A75
Subscribers Only The airplane was substantially damaged at about 1830 Central time during a forced landing following a loss of engine power shortly after takeoff. The Commercial pilot and his passenger were not injured. Visual conditions prevailed. The pilot reported that while climbing through an altitude of 30 to 40 feet agl, the airplane’s engine lost power. The pilot elected to turn toward an open field. Shortly before touchdown, as the pilot was attempting to avoid a fence, the airplane stalled and impacted the ground....
May 18, 2006, Battle Ground, Wash. / Cessna T210L
Subscribers Only At 2009 Pacific time, the airplane sustained substantial damage after impacting trees following an aborted landing at a private airstrip. The Private pilot received serious injuries, while the two passengers sustained minor injuries. Visual conditions prevailed. It was reported that the airplane’s approach to the private airstrip was long and fast. The airplane impacted a series of trees before crashing and catching fire....
May 18, 2006, North Las Vegas, Nev. / Cessna 210N
Subscribers Only The airplane was substantially damaged when it landed with partially extended landing gear at about 0850 Pacific time. The Private pilot and single passenger were not injured. Visual conditions prevailed. The pilot later stated that she lowered the landing gear and saw a green light, which indicated that the gear was down and locked. She did not look out the window to verify that the main gear was down. She touched down and the airplane veered off the runway. The nose gear was down, but the main gear legs were retracted....
May 14, 2006, Pompano Beach, Fla. / Cessna 414A
Subscribers Only At about 1647 Eastern time, the airplane was substantially damaged during a forced landing on a road. Visual conditions prevailed. The Commercial pilot and pilot-rated passenger were not injured. The pilot subsequently stated that when the flight was approximately three miles north of the airport, the right engine “surged.” He checked the fuel selector and turned the electric boost pump to no effect. He then secured the right engine, turned onto base leg and requested a “priority to land” but declined declaring an emergency. The controller advised him to continue on the downwind leg which he complied with. Then, the left engine began experiencing problems. The pilot declared an emergency, an...
May 12, 2006, Del Norte, Colo. / Piper PA-46-350
Subscribers Only The airplane was substantially damaged during a hard landing at approximately 1645 Mountain time. Visual conditions prevailed; the Private pilot and three passengers were not injured. The pilot later said he made his final approach to 85 KIAS with two notches of flap. About 150 yards from the runway threshold, the airplane “fell” and began to sink excessively in a nose-high attitude. He attributed this to windshear. The airplane landed hard and bounced. A pilot-witness said the wind was about 5-10 knots down the runway with no gusts. The accident airplane’s approach was low and with a high power setting. When the airplane touched down, it rolled forward on its nose wheel. He heard power appl...
May 12, 2006, Cumming, Ga. / Cessna 150L
Subscribers Only At 1145 Eastern time, the airplane collided with the ground shortly after takeoff. Visual conditions prevailed. The airplane was destroyed by impact forces; the Airline Transport pilot and Private-rated passenger were fatally injured. A witness stated the pilot had topped off the airplane’s fuel tanks. The witness noted that the takeoff roll was much longer that expected. The airplane climbed to approximately 50 feet, followed by a left turn. The witness stated that the airplane never exceeded 50 feet agl. The airplane came to rest a ˝ mile from the airport in a residential subdivision....
May 11, 2006, Leesburg, Fla. / Cessna 152
Subscribers Only The airplane crashed into Lake Harris at about 2030 Eastern time while attempting to land. Visual conditions prevailed; the airplane was substantially damaged. The Private pilot sustained minor injuries while the passenger was not injured. The pilot subsequently stated that, after flying locally, he waited for thunderstorms to move away from the airport. He then flew to the airport and entered the traffic pattern but performed a go-around. He reentered the traffic pattern and, while on the base leg, he noted the precision approach path indicator lights indicated the airplane was low. He added full power but the engine did not respond. He turned onto final approach and after recognizing that...
May 10, 2006, Somerset, Penn. / Lancair IV-P Experimental
Subscribers Only At 1525 Eastern time, the airplane was destroyed following a loss of engine power and an uncontrolled descent shortly after takeoff. The two Commercial pilots aboard were fatally injured; visual conditions prevailed. At takeoff, the airplane accelerated smoothly and rotated at a point along the runway that was “later than usual,” according to witnesses. The airplane pitched nose-up about “20 to 30 degrees” in the climb, and the airplane’s landing gear retracted. When the airplane reached treetop height, black smoke trailed from the engine exhaust system, the engine “sputtered” and then stopped producing power. The airplane entered a “smooth roll” to the left, yawed left, then “plunged” to th...
May 10, 2006, Hemingway, S.C. / Piper PA-28-180
Subscribers Only The airplane experienced a loss of engine power at 1815 Eastern time while descending for a landing. Visual conditions prevailed; the airplane received substantial damage and the Private pilot reported minor injuries. While descending through 6000 feet, the pilot heard a “pop” sound and the engine began to run rough with partial power. The pilot declared an emergency and requested a clearance direct to the nearest airport. After a 180-degree turn and descending through clouds, the pilot observed the airport straight ahead. The pilot descended over the airport to lose altitude and turned on final approach, but the engine quit at 300 feet. Unable to reach the airport, the pilot initiated a for...
May 10, 2006, Camp Hill, Ala. / Piper PA60-602P
Subscribers Only At 0921 Central time, the airplane experienced an in-flight breakup while maneuvering in a Level 5 and 6 thunderstorm. Instrument conditions prevailed at altitude; an IFR flight plan had been filed. The airplane was destroyed, and the Private pilot and single passenger received fatal injuries. A review of radar and performance data revealed that the airplane was at 16,000 feet msl when it entered an area covered by a Severe Thunderstorm Watch and which was the subject of a Convective SIGMET for a line of thunderstorms 40 nm wide. Tops of the thunderstorms were reported at 44,000 feet, with 2-inch hail, and possible wind gusts up to 60 knots....
May 8, 2006, Bishop, Texas / Beech C23
Subscribers Only The airplane was substantially damaged at 1956 Central time in a forced landing following a loss of engine power during initial takeoff. The Commercial pilot and the pilot-rated passenger were seriously injured. Visual conditions prevailed. The pilot and pilot-rated passenger had been performing maintenance on the engine and elected to take a short flight to verify its operation. On the initial climb, the engine lost power. The pilot elected to return to the airport, and while attempting to make the airport, the pilot lost control of the airplane. The airplane impacted in a nose-low attitude into a cotton field approximately 300 feet west of the runway’s extended centerline. There was no fir...
May 8, 2006, Marathon, Fla. / Cessna 421B
Subscribers Only At about 0755 Eastern time, the airplane collided with two telephone poles and wires during a go-around. Visual conditions prevailed. The airplane was substantially damaged; the Commercial pilot and pilot-rated passenger were seriously injured. According to witnesses, the airplane was observed near the middle of the runway approximately 20 feet above ground with its landing gear retracted. One witness—who recently witnessed a gear-up landing—reported hearing a scraping noise similar to that incident. The airplane climbed to an estimated altitude of 100 feet, then disappeared from view....
May 8, 2006, Levelland, Texas / Cessna 150L
Subscribers Only The 23-hour Student pilot was flying his second solo flight in a tricycle gear single-engine airplane. While attempting a second landing, he misjudged the landing flare and the airplane bounced. During the recovery, he inadvertently pushed the yoke forward into a nose-low attitude. The nose landing gear impacted the runway and separated from the airframe....
May 4, 2006, Lincoln, Neb. / BAE125-800A
Subscribers Only Its crew lost control of the business jet on a maintenance test flight at about 1800 Central time. The event occurred while setting up for a stall series at 17,000 feet msl. The two pilots and four passengers sustained minor injuries. The crew calculated that the stick shaker was to activate at 115 knots, with stick pusher activation at 107.5 knots. Aerodynamic stall was expected at 105.5 knots. As the airplane slowed through approximately 126 KIAS, it abruptly rolled off onto the right wing and the nose dropped rapidly. There was no vibration or abnormal indication. The airplane rolled five to seven times, both to the right and the left. After neutralizing the ailerons, the pilot began a “h...
May 3, 2006, Aguila, Ariz. / Schweizer SGS 1-26D
Subscribers Only At about 1430 Mountain time, the glider collided with terrain during takeoff. The Private pilot and sole occupant sustained fatal injuries; the glider was substantially damaged. The tow pilot subsequently stated that, with the towplane at about 40 feet agl and the glider airborne, the glider assumed a severe pitch-up attitude. The tow rope separated and the glider climbed to about 150 feet agl. The glider stalled, making a right turn while descending toward terrain....
Squawk Box: 07/06
Subscribers Only The following information is derived from the FAA’s Service Difficulty Reports and Aviation Maintenance Alerts. ---------- Cessna Single Engine Airplanes Fuel Strainer Orientation The FAA has been advised that some fuel strainer assemblies may have been originally installed or are being put back into service improperly. Cessna single-engine airplanes may have the fuel strainer assembly installed with the fuel flow arrow oriented against the fuel flow path. Although fuel may freely flow, contaminants may not be removed during a normal check of the fuel strainer. The FAA recommends all owners and operators check fuel strainer orientation at the next inspection to ensure pr...
Learning Experiences: 07/06
Subscribers Only No Toys Allowed It was my first solo cross-country flight, from the John Wayne-Orange County Airport (SNA) to Ramona, Calif. (RNM). The objective was to use pilotage and dead reckoning, so my instructor admonished, “Remember: No toys like GPS allowed,” before endorsing my logbook. But, using my visual checkpoints and timing them, everything was going according to plan. On my third leg of the flight, the wind must have shifted, though, because I couldn’t find my next checkpoint. I knew better—even then—and should have executed a lost procedure. I thought it would take only a few more minutes of looking around before I find something familiar. But the next thing I knew, SoCa...
NTSB Preliminary Reports
Subscribers Only May 3, 2006, Aguila, Ariz. Schweizer SGS 1-26D At about 1430 Mountain time, the glider collided with terrain during takeoff. The Private pilot and sole occupant sustained fatal injuries; the glider was substantially damaged. The tow pilot subsequently stated that, with the towplane at about 40 feet agl and the glider airborne, the glider assumed a severe pitch-up attitude. The tow rope separated and the glider climbed to about 150 feet agl. The glider stalled, making a right turn while descending toward terrain. May 4, 2006, Lincoln, Neb. BAE125-800A Its crew lost control of the business jet on a maintenance test flight at about 1800 Central time. The even...
Healthy Respect
Subscribers Only Although you might not tell the FAA about it, are you absolutely certain you’re healthy enough for this flight?
Back Door IFR
Subscribers Only When stratus happens and you didn’t file, you’ll need to sweet talk your way into the system. Here are some practical tips to do that safely.
Neither Down Nor Locked
Subscribers Only Landing gear-related mishaps are alarmingly frequent. In-depth research shows distractions and modified procedures are usually to blame. Having a CFI aboard may not help.
Engine Break-In
Subscribers Only How you fly the first few hours after installing new cylinders can mean the difference between a reliable engine and another top-end job.
Turning Stalls
Subscribers Only The relationship between angle of bank and stall speed isn’t a mystery, but it is a bit complicated. Here’s what’s going on, and why.
Defeating Gravity
Subscribers Only Glider pilots learn energy management as a matter of survival and usually make it back to a runway. What’s their secret?
Unicom: 07/06
Short, Soft And Bold Jeff Pardo’s “Soft Touch” in the June 2006 issue asks rhetorically what to do if a field is short and soft, without giving a definitive answer. This question was asked by the Gulf Coast instructors who signed my logbook as a trick question, because the correct answer was “there is no such thing as a short/soft takeoff.” Pardo notes that most POHs don’t cover this territory. The technical reason for this is that the techniques for soft-field takoffs and short-field takeoffs are mutually incompatible, so that trying to combine them means the pilot is doing neither. “The Advanced Pilot’s Flight Manual,” by William Kershner, briefly mentions combining a shor...
Editor's Log: 07/06
High Prices Five years ago, I figured it cost about $80 an hour in direct operating costs (fuel, oil and other consumables) to run my airplane. That’s when avgas was hovering around $2.00 a gallon. Nobody in his right mind was going to a Signature operation and forking over $3.50 a gallon unless someone else was paying for it. Eighty octane was $0.47 a gallon while 100 octane went for a princely $0.49 way back when I was working as a teenage lineboy at my local airport. Nowadays, fuel prices at my FBO are hovering around the $5.00 mark, and I figure it costs an average of $150 an hour to fly; the increase is solely attributable to fuel costs. I plan each flight around the pr...