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Previous Accident Reports...
Close Call On Take-Off
On April 5, 2006, at 0623 mountain daylight time, a Swearingen SA226TC twin-engine turbo-prop airplane, N770S, operated as Key Lime 515, sustained an in-flight failure of an elevator control cable during initial takeoff climb from the Denver International Airport, Denver, Colorado. The airplane was registered to EDB Air, Inc., Wilsonville, Oregon, and operated by Key Lime Air, Inc., Englewood, Colorado.
Visual meteorological conditions prevailed at the time of the incident. The unscheduled domestic cargo flight was being operated under the provisions of Title 14 Code of Federal Regulations Part 135 under an instrument flight rules flight plan. The airline transport pilot, who was the sole occupant, was not injured. The flight was originating at the time of the incident and was en route to Dodge City, Kansas.
According to a statement provided by the pilot, prior to departure he completed the pre-takeoff checklist, which included checking the flight controls. While at 80-85 knots during the takeoff roll, the pilot "noticed pitch seemed very light. At rotation speed, [pilot] pulled back on yoke and aircraft left ground. At this point, yoke came back all the way back and aircraft began to quickly pitch upward." The pilot reported that moving the yoke forward had no effect and it felt disconnected from the elevators. The pilot quickly began to trim nose down and reduced power to stop excessive upward pitch. After gaining marginal control of the aircraft, the pilot advised air traffic control he had a "flight control problem" and requested a return for landing.
During the downwind leg to runway 17L, the pilot "experimented with various configurations...to determine the method of approach and landing." The pilot executed a gradual descent to the runway and landed uneventfully.
Examination of the airplane by company maintenance personnel revealed that "the elevator down cable was improperly routed at the pulley in the vertical stab, just below the elevator bell crank. This caused the cable to wear against a guide until the cable failed." Upon discovery of the improper routed cable, the operator checked the other 18 aircraft in their fleet with no additional anomalies noted.
Cessna Caravan Crashes After Demo Flight
On March 28, 2006, about 1655 Pacific standard time, a Cessna 208B, N208WE, descended into mountainous terrain while maneuvering near Oak Glen, California. Cessna Aircraft Company was operating the airplane under the provisions of 14 CFR Part 91 of the Federal Aviation Regulations. Both of the pilots, the sole occupants, sustained fatal injuries; the airplane was destroyed. The cross-country business flight departed Jacqueline Cochran Regional Airport (TRM), Thermal, California, about 1635, with a planned destination of Ontario International Airport (ONT), Ontario, California. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed; however, the flight plan had not been activated.
Cessna Aircraft Company owned and operated the accident airplane, which was being piloted by a company pilot and a pilot who was a regional sales distributor for the company. The Cessna company pilot held a commercial certificate with ratings for multiengine land and single engine sea, with private privileges for single engine land airplanes. The sales distributor held a private certificate with a single engine land rating. Both pilots held instrument ratings. The airplane, with the accident company pilot in command, departed Wichita, Kansas, on March 27, 2006. The purpose of the trip was to market the airplane to prospective customers. The company pilot flew to North Las Vegas, Nevada, where he met with the other accident pilot.
After staying overnight in North Las Vegas, the pilots flew to Kingman, Arizona, then onto TRM. In the area of TRM, the two pilots conducted a demonstration flight for a prospective customer. The demonstration flight lasted about 1 hour. After the demonstration flight and prior to departing TRM, the company pilot had the airplane serviced with 100 gallons of Jet-A fuel. The company pilot requested and received an abbreviated weather briefing from the Riverside Flight Service Station, which included an airman's meteorological information notice (AIRMET) for occasional moderate rime ice. He then filed an IFR flight plan from TRM to ONT with a planned en route altitude of 10,000 feet. The company pilot listed himself as the pilot-in-command. Witnesses at TRM saw the company pilot get into the right front seat of the airplane and the other pilot seated himself in the left front seat.
A review of the recorded transmissions between air traffic controllers and the pilots of N208WE revealed the following:
The airplane departed TRM at approximately 1635 and the crew checked in with Palm Springs Terminal Radar Approach Control (PSP) at 1636, reporting their altitude as 400 feet above mean sea level (msl). The controller radar identified the airplane at a mode C reported altitude of 1,700 feet msl and assigned a discrete transponder code of 4711. The pilots informed the controller of their intentions to continue under visual flight rules (VFR) and that they would open their IFR flight plan and request a clearance west of PSP after reaching the Banning pass. Palm Springs TRACON handed the flight off to Southern California Terminal Radar Approach Control (SCT) at an altitude of 6,500 feet msl. The flight continued VFR along a west/northwest track, north of victor airway V388.
The SCT controller radar identified N208WE at 1654:51, and advised the pilots that radar contact was established and they were 10 miles north of Banning at 8,500 feet msl. During this same broadcast, he advised the pilots that they were heading into rising terrain. The controller asked, "Do you have the terrain in sight?" At 1655:03, one of the pilots responded "8 Whiskey Echo, we're maneuvering away from the terrain right now." At 1655:12, radar contact with N208WE was lost. No further radio transmissions were received from the pilots. At a point north of the Banning, California airport, recorded radar data showed that the aircraft made a right-hand turn toward rising terrain while continuing to climb to an approximate altitude of 8,800 feet msl. The last minute of radar data showed the airplane at mode C reported altitudes of 8,000 feet msl at 1654:01, 8,800 feet msl at 1655:03, and 8,600 msl feet at 1655:08. The last radar return was at 1655:12, at a mode C reported altitude of 7,300 feet msl.
About 1655 on March 28, 2006, three residents at the Oak Glen Conservation Camp reported that while walking to the dining hall, they heard the sound of an aircraft overhead. They said they could not see it because the clouds were too low. The Oak Glen Conservation Camp is based in the San Bernardino National Forest at an elevation of 5,500 feet. When they first noticed the sound of the aircraft, two of the witnesses described the sound as similar to a "fluid starved power steering pump - whining." The other witness described the sound as a continuous, "real, real, real…" sound. While they were commenting amongst themselves about what they had heard, the sound suddenly changed to a high pitched rpm (revolutions per minute) sound that continued to increase in pitch. All three witnesses looked up to the right and saw the accident airplane coming out of the clouds almost straight down. The witnesses also described the weather as cold and drizzling rain, with reduced visibilities due to the clouds. Within minutes after the accident the witnesses said that the weather worsened and it started to sleet and snow.
Search and rescue personnel were notified, but before they could locate the accident site, the weather deteriorated in the intended search area. The search was suspended until the following morning.
Los Angeles Air Route Traffic Control Center (ZLA ARTCC) issued an alert notice (ALNOT) at 1937 on March 28, 2006. There was no Emergency Locator Transmitter (ELT) signal reported. The aircraft wreckage was subsequently located the following morning about 0920 by personnel from the San Bernardino County Sheriff's Department search and rescue team. The wreckage was located about 3/4-mile north of the Oak Glen Conservation Camp. The approximate global positioning system (GPS) coordinates of the primary wreckage were at 34 degrees 02.660 minutes north latitude and 116 degrees 53.998 minutes west longitude. The elevation at the accident site was 6,073 feet.
The slope of the mountainside terrain was approximately 40 degrees. The airplane was located on the east facing side of a mountain ridge approximately 1,000 feet below the top of the ridge and about 200 feet below a fire road. The ridgeline to the north of the accident site rises to an elevation of 8,900 feet. From the center fuselage, the left wing was upslope and on a 220-degree bearing, and the right wing was downslope on a 040-degree bearing. The fuselage was in a near vertical position, and the wreckage debris path was along a magnetic heading of approximately 115 degrees.
Trees and branches were damaged only in the immediate area of the main wreckage; the tree trunks exhibited scraping, scratching, and broken branches consistent with a near vertical descent of the airplane through the trees. One tree trunk, approximately 8 inches in diameter, was completely cut through approximately 15 feet above the base of the tree.
A twin Cessna model 421, which was being flown on a 14 CFR Part 135 charter flight from Bermuda Dunes, California, to Torrance, California, via the airway V388, passed just south of the accident site about 20 minutes after the accident occurred. Investigators contacted the pilot, and in a written statement he reported that the clouds around PSP were 7,000 to 9,000 feet msl. He stated that the Banning pass looked like it had low clouds, and they were dark and ragged. The pilot encountered moderate and occasionally severe turbulence; the worst was from the PSP VOR at 4,500 feet through 9,000 feet. He crossed the DEWAY navigation fix at 10,000 feet and the turbulence had diminished and he was then between two layers of clouds. He stated that between PSP VOR and DEWAY he was in IMC conditions and only picked up a "trace" of rime ice. The pilot reported his total flight time was more than 12,000 hours and he was very familiar with flight conditions around the accident site.
The closest official weather observation station was March Air Reserve Base, Riverside, California (RIV), which was located 19.6 nautical miles (nm) southwest of the accident site. The elevation of the weather observation station was 1,535 feet msl. An aviation routine weather report (METAR) for RIV was issued at 1655 PST. It stated: winds from 170 degrees at 8 knots; visibility 20 miles; skies 1,200 feet scattered, 2,300 broken, 3,500 broken, 9,000 overcast; temperature 12 degrees Celsius; dew point 05 degrees Celsius; altimeter 29.87 inHg.
Mile-High Tail Strike
On March 21, 2006, at 0912 mountain standard time, a McDonnell Douglas DC-9-82, N574AA, operating as American Airlines (AA) Flight 2065, experienced a tail strike during landing at the Denver International Airport (DEN), Denver, Colorado. The airplane sustained minor damage. Visual meteorological conditions prevailed at the time of the incident.
The scheduled domestic passenger flight was being conducted on an instrument flight rules flight plan under the provisions of Title 14 Code of Federal Regulations Part 121. The captain, first officer, 3 flight attendants, and 133 passengers on board were not injured. The flight originated at the Dallas-Fort Worth International Airport, Fort Worth, Texas, at 0815 central standard time, and was en route to DEN.
According to DEN air traffic control tower personnel, the airplane experienced a tail strike while landing on runway 35L. Examination of the runway by DEN airport operations revealed the tail strike occurred approximately 575 feet from the runway threshold, and the strike mark was approximately 30 feet in length.
According to the aircraft maintenance logbook, the captain entered the following discrepancy: "Check a/c for very firm landing @ DEN following A320 on ILS [with] tailwind @ 127,000#."
At 0853, the DEN automated surface observing system (ASOS) reported the wind from 110 degrees at 4 knots, 6 statute miles visibility, mist, few clouds at 300 feet, scattered clouds at 800 feet, ceiling broken at 20,000 feet, temperature minus 9 degrees Celsius, dew point minus 12 degrees Celsius, and an altimeter setting of 30.05 inches of Mercury.
Examination of the airplane by the NTSB investigator-in-charge and a NTSB structures engineer revealed minor damage to the tail skid and several vent tubes.
Windshield On Fire!
On March 19, 2006, at 0719 eastern standard time, a Bombardier CL-600-2B19, N8783E, registered to Wells Fargo Bank Northwest NA, and operated by Pinnacle Airlines, Inc., as a 14 CFR Part 121 scheduled domestic passenger flight ,from Asheville, North Carolina to Covington, Kentucky, encountered a windshield deicing mechanism fire in the cockpit shortly after takeoff from the Asheville. Visual meteorological conditions prevailed and a instrument flight rules flight plan was filed.
The captain, first office, 1 flight attendant, and 30 passengers reported no injuries and the airplane received minor damage. The flight originated from the Asheville, shortly before the incident.
According to the flight crew, while climbing through 17,000 feet, the captain smelled smoke. A few seconds later flames and smoke started shooting out of the lower left windshield. The captain believed it was the windshield heat unit. The first officer turned off the windshield heat and the flames went out, but the smoke persisted. The captain declared an emergency with air traffic controllers and returned to the Asheville Regional Airport. The airplane landed safety and the crew initiated an expeditious deplaning at the gate.
Examination of the airplane found scorching and soot on the windshield near the terminal block. The windshield, windshield controller, circuit breakers and the CVR and FDR have been secured for further examination.
Air Ambulance Crashes In Hawaii
On March 8, 2006, at 1913 Hawaiian standard time, a Cessna 414A, N5601C, collided with terrain while maneuvering approximately 1 mile west of the Kahului, Hawaii, airport, on the island of Maui.
The airplane was operated by Hawaii Air Ambulance, Inc., as a positioning flight under the provisions of 14 CFR Part 91. The airline transport pilot and two flight medical attendants were fatally injured; the airplane was destroyed. Visual meteorological conditions prevailed, and an instrument flight plan had been filed. The flight originated at Honolulu Airport, Honolulu, Hawaii, at 1830.
Hawaii Air Ambulance reported to the National Transportation Safety Board investigator that the airplane was to fly to Kahului airport to pickup a patient for transport.
Witnesses reported that they observed the twin engine airplane maneuvering very low, between 100 and 300 feet, over Kahului about 1 mile west of the airport. The wings were wobbling at times and the airplane rolled up to 60 degrees angle of bank at other times. All witnesses said that they heard engine noises that they associated with an engine or engines operating at high power, and saw the landing and position lights on. All witnesses said that they observed the wings wobble and then watched it drop straight down out of the sky. It exploded as it went into an automobile dealership.
The wreckage was in the BMW automobile dealership and was completely destroyed by a post impact fire along with about 10 automobiles.
A Piper Problem In The Pattern
On March 1, 2006, approximately 1140 central standard time, a Piper PA-32RT-300T, piloted by a private pilot, was substantially damaged when the it struck several runway lights and a taxiway sign during a forced landing at the Manhattan Regional Airport (MHK), Manhattan, Kansas.
Visual meteorological conditions prevailed at the time of the accident. The business flight was being conducted under the provisions of Title 14 CFR Part 91, and a visual flight rules (VFR) flight plan had been filed. The pilot and his passenger were not injured. The cross-country flight was originating at the time of the accident and was en route to Olathe, Kansas.
According to the pilot's accident report, "the engine began to surge in power slightly as the airplane was rotated for liftoff from runway 03. During climbout, the pilot notified the tower of a "possible engine problem," and the engine continued surging. As the pilot executed a slow left turn towards runway 13, the engine started losing power.
He managed to land on runway 13 near the intersection with runway 03-21. The airplane was not aligned with the runway centerline. It went off the side of the runway and the left wing struck an elevated runway marker, then struck taxiway lights. Both wing spars were damaged and the left wing was twisted down.
Forced Landing In Florida
On February 18, 2006, about 1715 eastern standard time, a Cessna 150L, N5262Q, registered to Changing Horses LLC, and operated by an individual, collided with a telephone pole then the ground while descending for a forced landing near Fruitland Park, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal, local, flight from Leesburg Regional Airport, Leesburg, Florida. The airplane was substantially damaged and the private-rated pilot and one passenger sustained serious injuries. The flight originated about 30 minutes earlier from Leesburg Regional Airport.
The pilot stated that after takeoff the flight proceeded to a location called the "Villages" then he made a right turn and elected to return to the departure airport. He reported that he was on the west side of Lake Griffin
and approximately 3 miles from the destination airport when the engine began to run rough. He reduced throttle control but the engine continued to run rough. He checked the magnetos and verified the mixture control was full rich which had not effect. He discontinued the approach and began a right descending turn not wanting to fly over the lake. He noted that something inside the engine compartment hit the engine cowling and looked for a place to land. He banked to the right and after spotting an opening, he lowered the flaps but overshot the intended landing area. While descending he noted a telephone pole straight ahead and applied left rudder to avoid the pole but the right wing collided with the pole. The airplane then impacted the ground.
Preliminary examination of the engine by an FAA airworthiness inspector revealed the head of the No. 4 cylinder was separated from the barrel and only remained secured to the engine by the ignition leads. A review of the maintenance records revealed the engine had been overhauled by a FAA certified repair station in November 1993, and had accumulated 1,359.5 hours since overhaul at the time of the accident. The No. 4 cylinder was retained for further examination.
When Things Go "Pop!"
On February 20, 2006, approximately 0720 mountain standard time, a Piper PA-28-235, N9149W, piloted by a private pilot, was substantially damaged during a forced landing on a dirt road, 12 miles southeast of Torreon, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating without a flight plan under the provisions of Title 14 CFR Part 91. The pilot and 3 passengers on board the airplane were not injured. The cross country flight originated at Santa Fe, New Mexico approximately 0650 and was en route to Crownpoint, New Mexico.
The pilot reported he heard a pop and then the engine tachometer went to zero. The pilot force landed the airplane on a dirt road. during the landing, the airplane drifted to the side of the road, got into soft sand, and then spun around and on to its nose.
A preliminary examination of the airplane showed the nose wheel broken aft, the lower cowling crushed upward, and the engine and engine mounts bent upward. Flight control continuity was confirmed. The airplane's engine was retained for further examination.
Between Two Trees
On December 24, 2005, at 1310 Pacific standard time, a Forrest Haynes Lancair 320, N320WH, impacted trees and terrain during a forced landing following a loss of engine power while descending toward the Ramona Airport, Ramona, California. The airplane was operated by the pilot under the provisions of 14 CFR Part 91 as a personal flight. The private pilot and passenger sustained minor injuries; the airplane was destroyed. Visual meteorological conditions prevailed. A flight plan had not not filed for the cross-country flight that originated from Bullhead City, Arizona, about an hour prior to the accident.
According to the pilot, the flight was about 35 miles out from their destination so he set the manifold pressure at 15 inches and the engine at 2,300 rpm to slow down the airplane and begin the descent. The pilot indicated that all was normal at this point. About 14 miles from Ramona, the pilot performed a prelanding check by switching to the header fuel tank, turning on the auxiliary fuel pump, lowering the landing gear, and applying full a rich mixture setting. He noted no anomalies.
When the airplane was about 4 miles from the airport at an elevation of 4,000 feet, the engine rpm and manifold pressure began to steadily decrease. The pilot ensured that all engine controls were full forward and switched the fuel selector to one of the wing fuel tanks. The engine did not regain power, and the pilot diverted his attention to an emergency landing spot. His passenger pointed out a field and the pilot set up for landing between two trees. During the forced landing the left wing tip clipped a tree limb and the airplane impacted the ground. As the airplane came to a stop, the pilot looked back and saw fire behind him. He and his passenger exited the airplane, which burned to the ground.
According to the pilot, he had just purchased the amateur-built airplane on the 23rd of December, and had flown it from Kansas to California. The Lycoming IO-320 engine was rebuilt about 95 hours prior to the accident after it had sustained a propeller strike.
Low Fuel, No Lights, Gear Down?
On February 13, 2006, at 1901 Pacific standard time, a Piper PA-24-260, N9212P, landed short of runway 22 at Rancho Murieta Airport (RIU), Rancho Murieta, California. The pilot/owner operated the airplane under the provisions of 14 CFR Part 91. The airplane sustained substantial damage. The private pilot, the sole occupant, was not injured.
Visual meteorological conditions prevailed for the cross-country personal flight, which originated from the City of Colorado Springs Municipal Airport (COS), Colorado Springs, Colorado, at an undetermined time, and no flight plan had been filed. The pilot made an unplanned diversion to Blake Field Airport (1V9), Delta, Colorado. The flight then departed 1V9, and was destined for Rancho Murieta. A flight plan had not been filed for the cross-country flight.
According to the pilot, he left COS earlier in the day for the flight to Rancho Murieta. After takeoff, he was unable to retract the airplane's landing gear. He diverted to 1V9 to have the landing gear inspected. A mechanic at Blake airport placed the airplane on jacks, and inspected and functionally checked the landing gear. No mechanical anomalies were noted. The pilot refueled the airplane and continued his flight to Rancho Murieta.
The airplane carried 5.5 hours of fuel. He stated that the flight took approximately 4 hours and that he encountered a headwind during the flight. When he arrived at Rancho Murieta it was still light outside; he lowered the landing gear handle and did not receive a down and locked indication inside the cockpit. He reported that another airplane in the airport environment, as well as rescue people on the ground, were aiding him with visual confirmation of the landing gear condition and suggestions on how to get the landing gear down. The pilot reported that he tried to manually lower the landing gear, but it did not fully extend.
The pilot flew around the airport for about 1.5 hours and knew the airplane was getting low on fuel. He stated that it was also dark at this time. The pilot believed that he would not make it to another local area airport (Mather), and decided to make a precautionary landing due to the low fuel state. The airplane landed short of the runway. The main landing gear collapsed, and the nose landing gear was sheared off the landing gear strut.
According to first responders, after it got dark they found the electrical box for the airport lighting. However, they were not able to turn the lights on prior to the accident.
Aspen Wake Turbulence
On February 9, 2006, approximately 1245 mountain standard time, a Canadair CL-600, N900LG, owned by Branblebush LLC, and piloted by an airline transport pilot, was substantially damaged while landing at Aspen-Pitkin County Airport (ASE), Aspen, Colorado. Visual meteorological conditions prevailed at the time of the accident. The business flight was being conducted under the provisions of Title 14 CFR Part 91 on an instrument flight rules flight plan. The pilot, co-pilot, and passenger were not injured. The cross-country flight departed Van Nuys, California at 1045.
According to the pilot, he was landing on runway 15 when the airplane encountered wake vortices from a BA 146, which had just departed runway 33. At 50 feet agl, the airplane rolled hard to the left and the stall warning horn activated. The pilot added power and the airplane rolled hard to the right. The pilot was able to stop the roll; however, the nose dropped and the right main landing gear impacted the runway. The pilot reduced the power to "idle" and attempted to maintain runway centerline. The right main landing gear strut penetrated the right wing, the leading edge of the right wing was crushed aft, and the right aft wing spar was bent and buckled.
Hot Brakes In Texas
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 9, 2005, about 1500 central standard time, a single-engine Cirrus Design Corp. SR22 composite airplane, N302BY, was substantially damaged during a fire on the right main landing gear brake following an extended taxi at the David Wayne Hooks Memorial Airport (DWH) near Houston, Texas. The airline transport rated pilot and two passengers were not injured. The airplane was registered to and operated by a private individual. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the planned 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight was destined for the Mobile Regional Airport (MOB), near Mobile, Alabama.
The pilot reported that the airplane was initially parked facing a westerly direction on Ramp B. After engine startup the pilot performed an approximate 270-degree right turn and taxied south on Taxiway K. About 2,000 feet along Taxiway K the pilot made a right turn onto taxiway E followed by a near immediate left turn onto Taxiway F. Approximately 3,000 feet along Taxiway F the pilot stopped and performed the "Before Takeoff Checklist." Shortly after completing the checklist, and before the pilot resumed taxiing, the tower radioed and reported that the airplane's right main landing gear was on fire.
The pilot and his 2 passengers were able to egress the airplane unassisted. The airplane's onboard fire extinguisher was discharged into the fire to no avail. Two mechanics from a nearby hangar were able to extinguish the fire using large capacity fire extinguishers.
The 4,100-hour Air Force pilot had previously completed five and a half hours of flight training at a Cirrus certified training center to obtain his SR22/20 Cirrus pilot certification. This training was required in order to qualify as a pilot on the operator's insurance policy. Since receiving this certification the pilot had accumulated about 150 flying hours between the SR20 and SR22 combined.
According to photographs provided to a representative of the National Transportation Safety Board, the right main landing gear and lower right wing sustained substantial thermal damage.
A review of the accident database revealed several similar events involving brake fires on Cirrus SR20 and SR22 airplanes.
Hawaii Helicopter Tour
On January 29, 2006, about 0907 Hawaiian standard time, a Eurocopter AS350D, N90Q, experienced a total loss of engine power during cruise flight. During the ensuing autorotative descent, the helicopter landed hard in a field near Kahului, Hawaii. The helicopter was operated by AlexAir, Maui, and sustained substantial damage. Neither the commercial certificated pilot nor six passengers were injured during the on-demand air taxi flight performed under the provisions of 14 CFR Part 135. Visual meteorological conditions prevailed, and a company flight plan was filed. The sightseeing flight originated from Kahului about 0900.
The pilot reported to the National Transportation Safety Board investigator that after departure he climbed approximately 2,000 feet above ground level and commenced the planned 45-minute-long tour flight. En route, he heard a "couple of loud sounds" emanating from the engine. Immediately thereafter, all engine power was lost, and he made a hard forced landing on a downsloping sugar cane field.
The helicopter has been recovered from the accident site. Safety Board investigation personnel are performing an examination of the airframe structure and the engine.
Another Parachute Save?
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On January 13, 2006, at 1601 central standard time (CST), a Cirrus SR22, N87HK, registered to Trench Shoaring Systems Inc., operating as a 14 CFR Part 91 business flight, had an in flight loss of control while climbing in instrument flight conditions in the vicinity of Childersburg, Alabama. Visual meteorological conditions prevailed and an instrument flight plan was filed. The airplane received substantial damage. The airline transport rated pilot and two passengers reported no injuries. The flight departed Birmingham International Airport, Birmingham, Alabama, enroute to Orlando, Florida, on January 13, 2006, at 1544.
The pilot stated he obtained a full weather briefing before departing Birmingham using the Direct User Access Terminal computer system. Icing conditions were forecast between 8,000 to 10,000 feet. The pilot filed his flight plan for a cruising altitude of 7,000 feet. The pilot stated the airplane is not equipped with de-icing boots, and is not certified for flight into icing conditions. The pilot was not aware of the National Weather Service Airmet that was in effect from 1445 CST to 2100 CST. The advisory warned of occasional moderate to mixed icing-in-clouds and in-precipitation between 3,000 and 8,000 feet.
The pilot stated he departed from runway 24 and was instructed by the control tower to contact Birmingham Approach Control. The pilot contacted approach control and the airplane was identified in radar contact while climbing through 1,500 feet. The controller informed the pilot to proceed direct to Hande intersection and the flight was subsequently cleared to climb to 7,000 feet. The pilot stated the airplane entered the clouds at 5,000 feet and his climb speed was 120 knots. Upon reaching 7,000 feet the airplane encountered icing conditions. The pilot informed the controller of the icing conditions and was cleared to climb to 9,000 feet. The pilot stated he did not know what the minimum obstruction clearance altitude was in relation to his position when he was cleared to 9,000 feet. As the airplane reached the clouds tops at 8,000 feet in visual flight conditions, the airplane began to buffet. The pilot looked at his airspeed indicator and it indicated 80 knots. The airplane stalled, the nose pitched down, and the airplane started spinning to the left while reentering instrument flight conditions. The pilot reduced power, neutralized the flight controls, and applied right rudder with negative results. He activated the Cirrus Airframe Parachute System, and the parachute system deployed. The pilot informed the controller he had deployed the parachute, squawked emergency on the transponder, provided latitude and longitude coordinates of his location on the radio, and initiated an engine shut down. The airplane descended to the ground under the parachute canopy, collided with trees, and came to a complete stop about four feet above the ground. All personnel exited the airplane and the 911 emergency operators were contacted on a cell phone. Emergency personnel arrived and the pilot and two passengers were transported to a local area fire department.
A Cold Close Call Over California
On January 2, 2006, at 1439 Pacific standard time, a Saab-Scania AB (SAAB) SF340B+, N390AE, operated by American Eagle Airlines, Inc., as flight 3008, encountered icing conditions during the en route climb, about 11,500 feet mean sea level (msl), and departed controlled flight, descending to an altitude of about 6,500 feet msl.
The pilots recovered control of the airplane and continued to their scheduled destination of Los Angeles International Airport (LAX), Los Angeles California, where they landed at 1540 without further incident. The 2 flight crewmembers, 1 flight attendant, and 25 passengers were not injured.
While there does not appear to be any damage at this writing, an assessment of the structure is on-going. Instrument meteorological conditions prevailed for the 14 CFR Part 121 scheduled domestic passenger flight that was operating on an instrument flight rules (IFR) flight plan. The flight originated from San Luis County Regional Airport (SBP), San Luis Obispo, California, at 1414.
A review of the American Eagle Airlines, Inc., aircraft flight log disclosed that the accident flight was scheduled to be the flight crew's fifth trip of the day, and their second trip in the accident airplane. The 1 hour 26 minute accident flight was scheduled to depart from SBP at 1408, and terminate in LAX at 1513.
Prior to departure, the flight crew reviewed the dispatch information during the approximate 20-minute duration that the airplane was at the gate. The wind conditions at SBP were reported to be gusting to 27 knots. The captain opted to fly the initial departure, with the intention of transferring flight control authority to the first officer at the airplane's acceleration altitude. After a normal liftoff and initial climb, the first officer took the controls about 2,500 feet msl with the airplane's autopilot engaged. As the airplane climbed through 11,000 feet msl the captain noted light rime ice accumulating on the windshield wiper blades and about 1/2-inch-wide area of ice on the left wing.
The captain began to reach up to activate the manual deice boot system and the airplane vibrated. The airplane encountered ice and the windscreen immediately turned white. The clacker and stick-shaker activated and the captained took control of the airplane. The autopilot disengaged and the airplane began to bank to the left in a nose low attitude. The airplane began a rapid decent and the captain recovered at an altitude of about 6,500 feet msl.
National Transportation Safety Board investigators reviewed the airplane's maintenance records and logbooks. The day prior to incident a flight crew reported that during an en route deice boot check, the timer light illuminated. The deicer timer failure light was later deferred in accordance with the operator's minimum equipment list (MEL). The deferral procedures required a placard to be placed adjacent to the deicer timer switch and the auto cycling switch to remain in the "off" position. An MEL placard (sticker) was next to the deice system controls in the cockpit.
Initial examinations revealed the airplane's deice systems were operational; however, the deicer timer failure light illuminated. The investigation is ongoing.
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