NTSB Reports

Recent general aviation and air carrier accidents


June 1, 2019, Flippin, Ark.

Piper PA-32R-301T Turbo Saratoga

During the landing roll, three deer ran from right to left across the runway. The pilot felt a hard strike on the inboard section of the right wing, observed a deer roll over the right wing and felt a sensation of the right landing gear running over a second deer. Although the airplane sustained substantial damage to its right wing, the pilot was able to maintain control and taxied to the ramp without further incident. The pilot and passenger had to egress through the rear baggage door due to damage to the cabin door.

June 4, 2019, Robertsdale, Ala.

Cessna 182P Skylane

At about 0800 Central time, the airplane was substantially damaged while landing. The solo private pilot incurred minor injuries. Visual conditions prevailed.

According to the pilot, the airplane floated before touching down about of the way down the 2000-foot-long grass runway. After touching down, he retracted the flaps and held up elevator, but the grass was wet and the airplane would not stop. The pilot added left rudder to avoid rolling across a road but the airplane then struck a ditch at the departure end of the runway before coming to rest upright.

June 7, 2019, Castalia, N.C.

Piper PA-46-350P Malibu Mirage

The airplane broke up in flight at about 1333 Eastern time. The private pilot, a pilot-rated passenger and two other passengers were fatally injured; the airplane was destroyed. Instrument conditions prevailed; an IFR flight plan was in effect.

Preliminary ATC radar and communication records show the flight tracking northeasterly at FL270 over eastern North Carolina when the pilot deviated around weather displayed on his radar. About two minutes prior to the accident, the pilot reported entering an area of rain. The airplane was then observed climbing to FL273, followed by a rapidly descending right turn and loss of radio and radar contact. A post-accident review of recorded weather radar data depicted the airplane in the vicinity of heavy rain and thunderstorms at the time of the accident.

The outboard sections of the wings and a section of the elevator were found about 1.4 miles northeast of the main wreckage. Several components of the empennage have not been located due to the dense forest in the area. The main wreckage consisted of the entire fuselage and the inboard sections of the wings. The pilot/owner did not hold an instrument rating. The pilot-rated passenger held an instrument rating, but his logbook did not demonstrate currency. His last recorded flight review was 26 months earlier.

June 7, 2019, Terre Haute, Ind.

Diamond DA20

While practicing crosswind landings on Runway 5, the flight instructor suggested beginning the landing flare closer to the runway. On the next attempt, the student flared too early and the airplane ballooned, drifting left in a “nose high, low airspeed situation.” The instructor called for a go-around and attempted to take control but the student maintained a “very strong grip” on the control stick, and the instructor was unable to make any significant control inputs. The airplane landed and skidded off the left side of the runway, impacting runway lights and sustaining substantial damage. The airport’s automated weather observation reported winds about eight minutes after the accident were from 080 degrees at 11 knots, gusting to 19 knots.

June 8, 2019, Southold, N.Y.

Beechcraft A36 Bonanza

At 0914 Eastern time, the airplane was destroyed by ground impact and a post-crash fire. The commercial pilot and a passenger were fatally injured. Visual conditions prevailed.

Preliminary radar data depict the airplane at 3325 feet msl and 107 knots groundspeed at 0911:52. The data show the airplane then turned right and began a descent. By 0912:41, the airplane had turned to a heading of about 120 degrees at 2175 ft and 88 knots groundspeed. About that time, the pilot contacted ATC and announced the airplane had experienced “engine failure” and that he would perform a forced landing in a field. Radar data shows the airplane turning eastbound approximately over New York State Route 48 and continuing to descend before entering a tight left turn and reversing course. The last radar target depicted the airplane at 25 feet msl and 88 knots groundspeed about 200 feet east of the accident site.

Surveillance video depicted the airplane at low altitude in a steep left bank as it turned from a northerly to a westerly heading, contacted the ground and disappeared out of the camera’s view. The airplane came to rest inverted. All major components were accounted for at the accident scene.

June 8, 2019, Hemet, Calif.

Lockwood Aircam Experimental

The airplane was substantially damaged when it rolled inverted and impacted the runway surface at 0938 Pacific time during a takeoff attempt. The solo commercial pilot was fatally injured. Visual conditions prevailed.

The accident flight was the first for the airplane after having recently received a Special Airworthiness Certificate to begin Phase I flight testing. Several of the pilot/builder’s friends and acquaintances were present. A video of the accident shows that, two seconds after the wheels lifted off the runway, the left wing folded upward and the airplane began a left roll and descended to the ground. The airplane came to rest inverted on the left runway edge, approximately 550 feet from the Runway 23 threshold.

The left wing was partially separated and folded beneath the main wreckage, and the wing tip was adjacent to the empennage. Preliminary examination revealed both the forward and aft left wing struts remained connected to their braces at the left wing, but were not connected to the wing strut attachment fittings at the fuselage. The required bolts were present and secured to the struts with nuts, but they were not connected to their respective fittings on the fuselage. The fuselage fittings for wing strut attachment were intact, and their corresponding bolt holes were undamaged.

June 10, 2019, Butler, Mo.

Cessna 425 Corsair/Conquest I

At about 1030 Central time, the airplane was destroyed during a forced landing after experiencing engine problems. The solo private pilot sustained fatal injuries. Visual conditions prevailed; an IFR flight plan was in effect.

While descending for his destination and passing through about 17,000 feet msl, the pilot told ATC he was having problems retarding power on the airplane’s right engine. Passing through about 7800 feet msl, the pilot requested the nearest airport and ATC vectored the flight to a facility about eight miles away. Passing through about 1800 feet msl with the airport in sight, the pilot told the controller, “she’s going down,” and stated that he was going to try to land on a highway. The last radar information showed the airplane at about 1700 feet msl. The airplane subsequently impacted a 75-foot-tall grain silo and fell to the ground.

June 12, 2019, Jacksonville, Fla.

Rockwell 690A Commander

The airplane experienced a nose wheel collapse upon landing at about 1846 Eastern time. The airplane was being operated under FAR Part 135 pursuant to a contract with the U.S. Forest Service. The pilot and two crew members were not injured, but the airplane received substantial damage to its lower fuselage. Visual conditions prevailed.

The pilot subsequently reported he did not experience anything abnormal during the preflight inspection or on takeoff. At some point during the flight he noticed a “turbulent wind noise,” then it went away and the plane sounded normal. The pilot checked all gauges and determined everything looked normal.

When the pilot later lowered the landing gear for landing, the nose-gear indicator did not illuminate and the gear unsafe light was lit. The gear was cycled twice with the same results. After completing the appropriate checklist, the pilot requested a low approach so control tower personnel could observe the nose gear, which appeared to be extended to them. The pilot then elected to divert to a different airport with longer runways and greater CFR resources. After another low approach and confirmation that the nose gear appeared down, the pilot landed on the mains and attempted to keep the nose off the ground as long as possible. When the nose came down, the nose gear immediately folded under and the nose of the airplane impacted the pavement.

June 10, 2019, New York, N.Y.

Agusta A109E

At about 1340 Eastern time, the helicopter was destroyed when it impacted the roof of a building. The solo commercial pilot was fatally injured. Instrument conditions prevailed.

According to personnel at the East 34th Street Heliport (6N5), the accident pilot had waited about two hours for local weather to improve. Prior to departing, he mentioned that he saw a “twenty-minute window to make it out.” Preliminary tracking data depict the helicopter flying south over the East River, before changing course northward. A few minutes after departing, the pilot contacted 6N5, requesting to return to the heliport, and was advised where to land. The pilot then radioed that he “did not know where he was.” The helicopter flew erratically over the East River, changing course and altitude several times, before approaching 6N5 from the west. About 500 feet west of 6N5, at 600-700 feet msl, the helicopter reversed course, and flew erratically over Manhattan before impacting a roof of the 54-story building at 787 7th Avenue, coming to rest below the exterior walls and catwalks surrounding the roof at about 765 feet msl. The helicopter was partially consumed in a post-crash fire.

The 2800-hour pilot held a commercial and a flight instructor certificate, both with helicopter ratings. At 1351, weather reported about a mile northeast of the accident site at a 156-foot msl elevation included an overcast ceiling at 500 feet agl, visibility 1 sm in rain and mist, and wind from 070 degrees at eight knots.

June 10, 2019, Ramona, Calif.

Cessna 210D Centurion

The airplane experienced a total loss of engine power and collided with terrain short of a runway at about 1245 Pacific time during the ensuing forced landing. The flight instructor and pilot-rated passenger were not injured; the airplane sustained substantial damage to its right wing. Visual conditions prevailed.

While inbound to the Julian VOR at about 6000 feet msl, engine speed increased to above 3000 rpm; in response, the pilot retarded the propeller control to 2400 rpm and turned back for the airplane’s base airport. While en route, he felt the airplane shake and declared an emergency to the Ramona ATC Tower. The airplane touched down about 700 feet short of Runway 27.

Examination revealed engine oil coating the airplane’s belly, plus several holes in the crankcase. The engine was equipped with an oil filter adapter installed under a Supplemental Type Certificate. External examination revealed it was loose, and the adapter housing could be rotated about the shaft. The crown head of the shaft and the oil filter screen bolt both remained safetied.

June 15, 2019, Upland, Calif.

Cessna 182M Skylane

The airplane was substantially damaged at about 0943 Pacific time during a forced landing following engine failure after takeoff. The private pilot and two passengers sustained serious injuries. Visual conditions prevailed.

The pilot later reported that, as the airplane climbed through about 250 feet agl, the engine began to sputter. He turned left to return to the airport but the engine lost all power and he initiated a forced landing to an open area south of the departure runway on airport property. He intended to land “hard” to break both landing gear legs off so the airplane would slide to a stop. However, the airplane bounced, became airborne, and traveled across a road before it landed in a parking lot, impacted trees and came to rest upright.

June 21, 2019, Mokuleia, Hawaii

Beechcraft 65-A90 King Air

At 1822 Hawaii-Aleutian time, the airplane collided with terrain shortly after takeoff. The commercial pilot and 10 passengers sustained fatal injuries; the airplane was destroyed. Visual conditions prevailed.

The accident flight’s occupants included the pilot, three tandem parachute instructors and their three customers, two camera operators and two solo jumpers. A parachute instructor later stated the airplane sounded normal, consistent with the engines operating at high power. When it came into view headed toward him, it was at an altitude of between 150 and 200 feet agl and appeared to be turning. He could see its belly, with the top of the cabin facing the ocean to the north. The airplane then struck the ground in a nose-down, inverted attitude and a fireball erupted.

June 27, 2019, Hope Mills, N.C.

Beechcraft E55 Baron

The airplane was destroyed when it impacted a residence and terrain at about 2232 Eastern time during an approach to land. The private pilot and one person in the residence were fatally injured; a second person in the residence was seriously injured. Night visual conditions prevailed.

Earlier, the accident pilot had encountered a failure of the airplane’s attitude and heading reference system (AHRS). He told a friend that he planned to take the airplane to an avionics shop and that he planned to perform three landings to maintain night currency.

After takeoff, the flight remained in the traffic pattern for Runway 4. While on the right base leg, the pilot reported control issues with the airplane. No further communications were received from the accident flight. The accident site was about two miles southwest of the approach end of Runway 4.

An avionics technician subsequently reported the pilot visited his shop at about 1800 to check on the AHRS repair. The pilot was informed that the repair was not complete as the facility needed to contact the avionics manufacturer for more information.

The impact path began with freshly cut treetops, descending at about a 35-degree angle for approximately 50 feet. The left engine’s propeller blades exhibited a combination of S-bending, chordwise scratching, leading edge gouges and tip curling. The right propeller separated from its engine and was not located. The aileron trim actuator position corresponded to a full-down tab on the left aileron. The rudder trim actuator corresponded to five degrees nose-left. Both elevator trim actuators corresponded to full nose-down trim. Flight control continuity was confirmed from all control surfaces to the cockpit yoke.

June 30, 2019, Addison, Texas

Beechcraft B300 King Air 350i

At about 0911 Central time, the airplane collided with a hangar and terrain shortly after takeoff. The airline transport pilot, the commercial co-pilot and eight passengers sustained fatal injuries. A post-impact fire ensued and the airplane was destroyed. Visual conditions prevailed.

The takeoff was observed by security cameras and several witnesses. One witness stated the airplane seemed quieter than normal, like it did not have sufficient power to take off. After liftoff, witnesses observed the airplane drift then roll to the left before colliding with the hangar. One camera showed the airplane rolling completely inverted.

The airplane’s cockpit voice recorder recorded a crew comment regarding a problem with the left engine about eight seconds before the end of the recording. Three automated “bank angle” aural alerts began about three seconds before the end of the recording.

Examining the aviation safety statistics compiled by and available from the NTSB always seems to reveal something interesting. The chart at right, presenting the defining event for FAR Part 121 accidents in 2016, is a great example. It should serve as encouragement to keep seat restraints fastened at all times aboard both airliners and personal aircraft.


Source: NTSB


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