September 2006
July 18, 2006, Jeanerette, La. / Beech BE58P
Subscribers Only At approximately 1624 Central time the airplane was destroyed following a loss of control during an aborted landing. The Commercial pilot and his passenger were fatally injured. A resident in a mobile home impacted by the airplane also received fatal injuries. Instrument conditions prevailed. Witnesses observed the airplane touch down at midfield, then heard engine noises consistent with an aborted landing. The airplane was observed airborne prior to the end of the runway but its main landing gear collided with the perimeter fence. The airplane subsequently collided with a concrete block building, a utility pole, several trees, the roof of a house, several strands of power lines and the mobi...
July 16, 2006, Hillsboro, Ore. / Hawker Siddeley Hunter MK 58A
Subscribers Only The Experimental/exhibition category aircraft was destroyed at 1628 Pacific time after colliding with terrain while maneuvering at an air show. The Commercial pilot was fatally injured. Visual conditions prevailed. The airplane had taken off at about 1627. Witnesses reported the airplane entering a right downwind for Runway 30. Shortly after entering the downwind, at approximately midfield, the airplane began to lose altitude, eventually descending below a tree line east of the airport. The witnesses reported observing heavy black smoke in the area shortly after the airplane descended below the tree line....
July 11, 2006, Edgewater, Md. / Cirrus Design Corp. SR-22
Subscribers Only At 0943 Eastern time, the airplane was destroyed on impact with a tree and terrain during a go-around after an attempted landing. The solo Private pilot sustained serious injuries. Visual conditions prevailed. A witness observed the airplane over the approach end of the runway at an altitude of 150 - 175 feet agl. He reported that the airplane was “diving for the runway.” About halfway down the runway, the airplane leveled out at an altitude of about 75 feet agl. The witness heard the engine noise increase, but not to full power, and observed the airplane bank “hard to the left.” He lost sight of the airplane behind trees, then heard two thuds....
July 10, 2006, Easton, Wash. / Piper PA-31-350
Subscribers Only The airplane impacted a tree at approximately 1735 Pacific time. The Commercial pilot, who was the sole occupant, received fatal injuries, and the aircraft, which was being operated by AirPac Airlines, was destroyed by the impact and the post-crash fire. The Part 135 air cargo flight was being operated in visual conditions on an IFR flight plan. According to the Seattle ARTCC, the pilot was in cruise flight at 8000 feet msl when he reported that he did not have enough power to maintain altitude. The aircraft began to descend and the pilot told ATC he was diverting to Easton. About five minutes after the pilot advised ATC of the problem, the aircraft was seen turning final for Runway 27 at Ea...
July 5, 2006, Block Island, R.I. / Piper PA-28R-200
Subscribers Only At about 1210 Eastern time, the airplane was substantially damaged when it impacted trees during initial climb. The Private pilot and two passengers were fatally injured. Instrument conditions prevailed and IFR flight plan was filed. A witness near the accident site stated he heard the sound of an airplane engine followed by a “ripping sound,” and then quiet. He further stated that it was “raining hard,” with thunder and lightning in the area. The airplane was located about 1505 by local police. It struck trees on a hill and came to rest about ½ mile from the airport, on a bearing of 265 degrees from the departure end of Runway 28. All major portions of the airplane were accounted for at the...
July 3, 2006, Dorris, Calif. / Piper PA28-181
Subscribers Only The airplane collided with terrain during an attempted go-around at about 1140 Pacific time. The renting Private pilot and three passengers were not injured; the airplane sustained substantial damage. Visual conditions prevailed. During a landing attempt, the airplane crossed the approach end of the runway at 50 feet agl. The airplane rolled suddenly to the left and the stall warning horn briefly sounded. The pilot initiated a go-around by applying full power, retracted the flaps to 25 degrees and attempting to correct the airplane’s left turning tendency with right rudder input. The airplane continued to descend and touched down on its main landing gear in a field about 100 yards west of th...
July 2, 2006, Owasso, Okla. / Cessna 180K
Subscribers Only At about 0925 Central time, the airplane was substantially damaged during a takeoff from a residential street. The Private pilot sustained fatal injuries and the passenger was seriously injured. Visual conditions prevailed. A witness observed the accident airplane descend out of view behind a house and garage located several doors from where he was standing. The witness heard a “bang” and went to investigate. As he approached an intersection, he observed the airplane on the ground, taxiing north, before it turned 180 degrees back towards the south. Once the airplane completed its 180-degree turn, it started a southbound takeoff roll. Approximately 380 feet along its takeoff roll, the airplan...
July 1, 2006, Somis, Calif. / Raytheon (Beech) A36 Bonanza
Subscribers Only The aircraft impacted level terrain at about 1140 Pacific, following the pilot’s declaration of an emergency. The Private pilot and one passenger sustained serious injuries; two other passengers sustained fatal injuries. The airplane was destroyed. Visual conditions prevailed. Although the airplane’s destination was Prescott, Ariz., shortly after departing Santa Barbara, Calif., the pilot told ATC he wanted to divert to Oxnard, Calif., to “check a few things out.” After declining to declare an emergency, the pilot then told ATC he wanted to divert to Camarillo, Calif. When the pilot checked in with the CMA controller, he was unable to provide his current location. After using his transponder...
July 1, 2006, Ringgold, Ga. / Cessna 172H
Subscribers Only At 1131 Eastern time, the airplane was substantially damaged after a total loss of engine power on initial takeoff climb. Visual conditions prevailed; the Commercial pilot reported serious injuries. The accident flight was the first after completing an annual inspection. When they arrived at the airport, the two co-owners noticed the left wing was lower than the right wing and fuel was draining out of the fuel vent. The fuel selector valve then was turned to the right main fuel tank position. The left main fuel tank was full; an estimated six gallons was present in the right tank. After takeoff, the pilot initiated a right crosswind turn. The engine quit and the pilot attempted to move the f...
Squawk Box: 09/06
The following information is derived from the FAA’s Service Difficulty Reports and Aviation Maintenance Alerts. ---------- Beech (Raytheon) Model A36 Bonanza Fuel Tank Bladder Contamination A repair station technician states, “A customer reported ‘white particles’ coming from the (aircraft’s) quick drains.” Two fuel bladders were removed and inspected: evidence of the white powder was found in various places in both tanks. They were replaced with new units from the original manufacturer, who was made aware of the problem. (Part numbers provided are 2121-9-1 and 2121-10-2.) Part Total Time: 9.7 hours. Beech (Raytheon) Model E55 Baron Failed Nose Gear Retraction...
Learning Experiences: 09/06
Subscribers Only Selecting Fuel When I earned my Private certificate, I thought I knew all I needed to know about flying. The following years taught me better. I learned something almost every flight and even from others’ experiences. One Friday in July of 1950, I took possession of a three-year-old Cessna 120 I had just purchased. Eager to try it out, I planned a trip the next day from Buffalo Air Park to visit a friend at Cornell University. The flight was uneventful and we had a nice visit. Sunday afternoon, after checking the airplane, I taxied up to the fuel pump to fill my tanks. I then proceeded down the taxiway toward the run-up area which, fortunately, was at the other end of the run...
NTSB Preliminary Reports
Subscribers Only July 1, 2006, Ringgold, Ga. Cessna 172H At 1131 Eastern time, the airplane was substantially damaged after a total loss of engine power on initial takeoff climb. Visual conditions prevailed; the Commercial pilot reported serious injuries. The accident flight was the first after completing an annual inspection. When they arrived at the airport, the two co-owners noticed the left wing was lower than the right wing and fuel was draining out of the fuel vent. The fuel selector valve then was turned to the right main fuel tank position. The left main fuel tank was full; an estimated six gallons was present in the right tank. After takeoff, the pilot initiated a right crosswind t...
Gyro Failure
Subscribers Only If you fly enough, your air-driven gyros eventually will fail. Then, sadly, you’re on your own.
Post-flight Inspections
Subscribers Only Just because it was fine when you landed doesn’t mean your airplane is ready to fly again. Checking a few items now can mean an easy pre-flight next time.
Top Five Ditching Myths
Subscribers Only Even if you never venture out over a large body of water, ditching your airplane in a lake or river is a real possibility.
The Other Kind Of Rotor
Subscribers Only Mountainous terrain offers great scenery but recent accidents illustrate it can be treacherous for the unwary. Here’s what to look for and how to avoid it.
IFR Rules, VFR Tools
Subscribers Only When the weather’s good, IFR pilots have a lot more flexibility than when it’s too foggy to drive to the airport. Know what they are and when you can use them.
Avoiding Airframe Failure
Subscribers Only Airframe failures are rare, but they do happen. By paying attention to how and where you fly, as well as maintenance, they’re preventable. Here’s how.
Unicom: 09/06
Safer Trainers I enjoyed your coverage of the new training airplanes’ safety features (“Building A Safer Trainer,” August 2006), but I am afraid the future for all three of these choices is very limited. It seems likely they will be replaced with the much less expensive S-LSA airplanes now coming onto the market. It is not clear to me which of the S-LSA aircraft will prove to be best for primary training. Whichever ones come out best, the lower purchase price and operating costs for these planes are certain to make them the popular choice over any airplanes certified under Part 23. Paul Mulwitz Camas, Wash. The market for light sport aircraft (LSAs) is jus...
Editor's Log: 09/06
Subscribers Only One Step Forward Having just returned from my annual pilgrimage to Oshkosh for EAA’s AirVenture extravaganza, I’m struck by two seemingly contradictory observations: First, the planes and products seem to get better each year. Second, the pilots don’t. Regarding the first observation, who can argue that products like the mostly certified Eclipse 500, to-be-produced HondaJet, Cessna LSA and NGP (next-generation piston, a.k.a “Cirrus-killer”), Garmin’s GPSMAP 496 and the various G1000 offspring, among other new toys, aren’t about the coolest things on the planet since canned beer? Meanwhile, the maturing light sport aircraft category is beginning to realize its promise of getting...