National Transportation Safety Board - Aircraft Accident/Incident Database

142 Pages·2006·0.42 MB·English

National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CHI04LA295 07/16/2004 1840 CDT RReeggiiss## NN77779988VV Norton, KS
Acft Mk/Mdl AERO COMMANDER CALLAIR A-9B Acft SN 1551 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl LYCOMING IO-540 Acft TT 4340 Flt Conducted Under: FAR 091
Opr Name: PILOT Aircraft Fire: BOTH
Narrative
On July 16, 2004, at 1840 central daylight time, an Aero Commander Callair A-9B, N7798V, operated and piloted by a private pilot, received substantial damage
on impact with terrain and a utility pole during an emergency landing approximately 3 nautical miles northwest of Norton, Kansas. The pilot reported that he had
an in-flight fire in the cockpit. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 aerial application flight was not operating
on a flight plan. The pilot sustained serious injuries. The local flight originated from Norton Municipal Airport, Norton, Kansas, about 1830.
According to the on-scene Federal Aviation Administration (FAA) inspector, a witness stated that the airplane had about 100 gallons of chemical in the hopper
and full fuel at the time of departure. Witnesses reported that the airplane was descending from a low altitude when it impacted a milo field, sliding 50-60 yards
before impacting a powerline pole and bursting into flames. The airplane came to rest approximately 45 degrees to the left of its initial path after impacting the
powerline pole.
The pilot egressed from the airplane and sustained third degree burns.
The 1970 Aero Commander Callair A-9B, serial number 1551, airplane accumulated a total time of 4,340 hours. The airplane was powered by a Lycoming IO-540
engine, serial number L-7741-48. Airplane logbook records show that the last engine inspection was an annual inspection dated April 14, 2004, at a tachometer
time of 1,251.1 hours.
Inspection of the airplane by the FAA inspector revealed evidence of fire aft of the left hand side of the engine cooling baffling, above the fuel injector pump part
number 75567. The inlet fuel line, part number 18586, a steel braided flexible hose from the fire wall to the fuel pump showed evidence of fire. The end of the fuel
line that attached to the fuel pump was burned through and the fire sleeve, part number 18685, was charred with patches of white ash at the end of the fire
sleeve. The end of the line that attaches to the firewall exhibited a similar condition. The other lines of similar construction in the area of the fire were not burned
through.
The operator had not been issued a 14 CFR Part 137 certificate.
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Accident Rpt# LAX04FA168 03/21/2004 1210 PST RReeggiiss## NN66337744VV Cameron Park, CA Apt: Cameron Airpark O61
Acft Mk/Mdl ALON A2 Acft SN A-50 Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl CONTINENTAL C-90-16F Acft TT 1557 Flt Conducted Under: FAR 091
Aircraft Fire: NONE
Narrative
HISTORY OF FLIGHT
On March 21, 2004, about 1210 Pacific standard time, an Alon A2, N6374V, experienced a partial loss of engine power during initial climb from the Cameron
Airpark, Cameron Park, California. The pilot reversed course and commenced heading back toward the departure airport. The pilot lost control of his airplane
while maneuvering during a forced landing on a dirt trail. The airplane impacted the ground in a nose down attitude and was destroyed. The private pilot and
passenger were fatally injured. The airplane was owned and operated by the pilot under the provisions of 14 CFR Part 91. Visual meteorological conditions
prevailed at the time of the personal flight, and no flight plan was filed. The flight originated from Cameron Airpark about 1208.
According to a pilot flying a Cessna airplane who had taken off immediately following the accident airplane, he heard the pilot broadcast the following statement
on the common traffic radio frequency: "seven four Victor starting a left turn to return to the airport." The Cessna pilot estimated that the total length of the Alon's
flight was 2 minutes.
A witness, who was standing in a parking lot about 0.36 nautical miles (nm) south of the accident site reported observing the accident airplane flying slowly. The
witness indicated that the airplane's engine was making a very low constant humming sound, and it was not revving up. Initially, the airplane's wings and nose
were level with the horizon. Suddenly, the airplane turned left. The nose went "straight down" and the airplane rapidly descended while reversing course.
Another witness, who was located about 0.2 nm southwest of the accident site, reported observing the accident airplane in a right bank. The witness estimated
that the bank angle was likely 60 degrees. Also, the airplane's nose was pointing about 45 degrees downward.
PERSONNEL INFORMATION
The pilot held a private pilot certificate with the following ratings: airplane single engine land and instrument airplane.
A review of the pilot's personal flight record logbooks indicated that he began flight training in 1960. He received a private pilot certificate in 1961, and an
instrument rating in 2000. The pilot's last flight review was completed in July 2003.
By the accident date, the pilot's approximate total flight time was 1,342 hours. He had flown the accident model of airplane about 118 hours. The pilot had flown
about 8 hours during the 90-day period preceding the accident date.
AIRPLANE INFORMATION
The airplane was manufactured in 1965. The pilot acquired the airplane in April 2002. The logbook records indicate that the engine was overhauled on January
12, 2003. On March 21, 2003, the airplane received an annual inspection and had new cylinders installed at an airframe total time of 1,502.4 hours. The recording
engine tachometer indicated 178.8 hours at the time of this maintenance.
The accident pilot performed the last recorded maintenance on November 13, 2003. The logbook indicates that the pilot performed, in part, an oil and filter
change, and test ran the engine. The listed tachometer time was 229.1 hours. Following this maintenance, the pilot flew his airplane on four flights, for a total of
about 3.1 hours until the accident occurred. There was no indication in the records that any other person flew his airplane or performed maintenance during this
period.
METEOROLOGICAL INFORMATION
The Auburn Municipal Airport, about 18 nm from the accident site, reported its local weather at 1145. In part, the sky was clear, the wind was from 210 degrees at
4 knots, and the temperature/dew point were 21/12 degrees Celsius, respectively. First responders to the accident site and witnesses reported to the National
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Transportation Safety Board investigator that the sky was clear and the wind was light and variable.
WRECKAGE AND IMPACT INFORMATION
The Safety Board investigator's on scene examination of the accident site and airplane wreckage revealed the airplane impacted the near level terrain on Bureau
of Land Management property in an estimated 45-degree nose low pitch attitude, at the following global positioning satellite coordinates: 38 degrees 40.17
minutes north latitude by 120 degrees 58.19 minutes west longitude. The terrain (dirt trail) was surrounded by native vegetation several yards higher than the
cockpit, and several yards narrower than the airplane's wingspan.
The accident site is about 0.9 nm east-southeast (121 degrees, magnetic) from the departure end of Cameron Airpark's runway 13. The airport's elevation is
1,286 feet mean sea level (msl), and the accident site's estimated elevation is 1,400 feet msl.
Fragments from the wingtip navigation light lenses were located in the soil beneath both wingtips. The native vegetation surrounding the main wreckage
appeared intact. No evidence of ground scar was noted leading up to the main wreckage. There was no evidence of fire.
First responders to the accident site reported observing fuel draining from the engine area. A damp soil area with a fuel-like odor was noted by the Safety Board
investigator beneath and downslope from the cockpit and engine areas. The area was about 6 feet long by 2.5 feet wide, and had a maximum depth of 2.5
inches.
The airplane was observed in an upright attitude, and it was oriented toward 163 degrees, magnetic. The propeller was at ground level. The nose gear, engine,
and instrument panel were found displaced in an aft direction relative to the airframe's longitudinal axis. The empennage was found bent in an upward and
forward direction. The leading edges of the wings were crushed with accordian-like folds in an aft direction (see photographs).
The throttle control in the cockpit was in the full forward position, and the carburetor heat control was in the full (forward) cold position. The magneto switch was in
the "both" position, and the key was broken off in the switch.
The engine's primer was found in the closed and locked position. The Safety Board investigator unlocked and pumped the primer. Fuel was observed spraying
out of a crack in a primer line in an impact-damaged area of the engine. Fuel was also found in the line routed to the header fuel tank. The engine's impact
damaged recording tachometer was observed registering about 233 hours.
MEDICAL AND PATHOLOGICAL INFORMATION
The pilot's last aviation medical certificate was issued in the third class on May 7, 2002. The certificate bore the limitation that the pilot must wear corrective
lenses.
An autopsy was performed on the pilot by the coroner, County of El Dorado, Placerville, California, 95667.
The El Dorado County coroner and the Federal Aviation Administration's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed
toxicology tests on the pilot. The tests revealed no evidence of carbon monoxide, ethanol, or any screened drugs.
TESTS AND RESEARCH
Fuel.
The Cameron Park Airport District personnel reported to the Safety Board investigator that the pilot's bank charge card had been used on March 21, 2004, for the
purchase of 10.8 gallons of 80-octane aviation fuel. The transaction was time stamped 11:55 am.
Airframe Examination.
The airplane was initially examined during the Safety Board investigator's on scene inspection. Thereafter, the airframe and engine were recovered from the
accident site and were partially torn down for accomplishment of a detailed examination.
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In summary, all of the flight control surfaces were found with the airplane. The continuity of the flight control system was confirmed.
Propeller Examination.
No evidence of torsional deformation was observed on the propeller's spinner. One of the propeller blades was bent approximately 45 degrees in an aft direction,
and the blade did not exhibit any evidence of chordwise scratches. The other blade was bent aft about 10 degrees, and chordwise scratches were noted on its
cambered surface. No leading edge nicks were noted in the leading edge of either blade.
Engine and Accessory Examination.
In pertinent part, the following items were noted:
The oil pump was found functional, and it pumped oil upon manual gear rotation. The induction air filter was observed devoid of foreign objects except for the
presence of native vegetation.
The carburetor was disassembled. An estimated 0.5 ounces of red colored gasoline was observed in the bowl. The fuel filter screen was clear.
The engine driven fuel pump was manually activated and it ejected fuel. An estimated 0.75 ounces of fuel was found in the pump.
The crankshaft was rotated by hand. No evidence of preimpact mechanical malfunction was observed with any internal component of the engine.
The Continental Engine participant made the following written statement to the Safety Board investigator, who also witnessed the findings: "During the exterior
examination it was noted that the right magneto flange appeared to have been working back and forth through its adjustment range. The right magneto could be
rotated through its entire adjustment range by hand. Both of the right magneto mounting bolts and both of the left magneto mounting bolts could be removed by
this writer's fingers."
ADDITIONAL INFORMATION
The airplane wreckage was released to the pilot's family on April 24, 2004. No parts were retained.
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Accident Rpt# LAX05FA090 02/09/2005 1600 PST RReeggiiss## NN55770044LL Petaluma, CA Apt: Petaluma Muni KO69
Acft Mk/Mdl AMERICAN AA1B Acft SN AA1B-0030 Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl LYCOMING O-320-E2G Acft TT 2084 Flt Conducted Under: FAR 091
Aircraft Fire: NONE
Narrative
HISTORY OF FLIGHT
On February 9, 2005, at 1600 Pacific standard time, an American AA1B, N5704L, collided with terrain following an uncontrolled descent at the Petaluma
Municipal Airport, Petaluma, California. The airplane was operated by the owner under the provisions of 14 CFR Part 91. The commercial pilot was fatally injured
and the airplane was destroyed. Visual meteorological conditions prevailed and a flight plan had not been filed. The flight originated at Petaluma airport about
1540.
Witnesses reported to the National Transportation Safety Board investigator that the airplane had completed at least one touch-and-go to runway 11. During the
climb out following a touch-and-go, they heard the airplane's engine sputter and backfire. The airplane turned towards a downwind direction and was about 100
feet above ground level (agl) and 100 feet offset to the north of the runway. The airplane paralleled the runway before it pitched nose up and entered a nose down
vertical descending right turn, impacting the grass fairway of a golf course. No distress call by the pilot was heard on the airport's common advisory frequency.
PERSONNEL INFORMATION
A review of Federal Aviation Administration (FAA) records revealed that the pilot held a commercial pilot certificate with airplane single engine land and
instrument ratings, which was issued on July 30, 1997. The pilot held a second-class medical certificate that was issued on May 5, 2003, that contained the
limitation he must wear corrective lenses.
An examination of the pilot's logbook indicated that he had accumulated a total of 618.4 flight hours, of those hours, 279 were in the AA1B. A biannual flight
review was documented on August 21, 2003. The logbook annotated that the pilot's last four flights were flown since September, all of which were 0.3 hours in
duration, and in which three landings were performed. In a majority of the flights since April 2002, the pilot recorded in the remarks section that he had flown in
the right seat of the airplane.
AIRCRAFT INFORMATION
The airplane was an American AA-1B, serial number AA1B-0030, which is a low-wing, fixed landing gear, two-place airplane operating a Lycoming O-320-E2G
engine. A review of the airplane's logbooks revealed a total airframe time of 2,083.9 hours at the last annual inspection on May 1, 2004. The engine tachometer
examined on scene read 2,095.68 hours.
The AA1B service manual contains a comprehensive checklist for the performance of the annual/100 hour inspection. Contained in the checklist is line item 15
under section C (cabin group), "Disassemble, clean, lubricate, and reassemble fuel selector valve every 500 hours." The maintenance logbook review revealed
no entry of the fuel valve maintenance performed during the last 991 hours of operation.
WRECKAGE AND IMPACT INFORMATION
The wreckage was located on the Rooster Run golf course at 38 degrees 15.776 minutes north latitude and 122 degrees 36.686 minutes west longitude, at an
elevation of 87 feet mean sea level (msl). The terrain consisted of level ground and short cut fairway grass. The longitudinal axis of the airplane was aligned on a
magnetic bearing of 195 degrees. The pilot was located in the right seat. A deceased German shepard dog was also located on the grass outside the cockpit.
The airplane was resting upright on its main landing gear with the engine compartment rotated down approximately 80 degrees about the lower firewall. The
engine was resting vertically down with the propeller slightly imbedded into the turf. The empennage was vertically buckled about 20 degrees at a location behind
the cockpit and rested flat against the turf. The left wing was intact and the right wing laid upside down on the right side of the airplane; the wing spar was
fractured at the wing root location. Three feet of the right wing tip structure was crushed aft about 30 degrees from the wing tip leading edge inboard. The right
wing also exhibited 45-degree wing skin rippling from inboard to outboard. The tubular wing spar fracture on the right wing exhibited a gray matte colored fracture
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surface with a 45-degree shear lip all the way around the spar. Both flaps and aileron control surfaces were attached to their respective wings. The flap on the left
wing was extended approximately 30 degrees down. The empennage laid flat against the ground behind the cockpit. The vertical and horizontal stabilizers
exhibited very little damage except to the fiber glass tip fairings. The rudder and elevator control surfaces were present on their hinges. The flight control cables
were traced from their cockpit attachment points to their respective bell cranks and control tubes.
The cockpit canopy structural frame was bent around the right side of the fuselage and its Plexiglas windscreen was shattered and strewn about the north side of
the wreckage field. The cockpit seats were in the aft area of the cockpit and the instrument panel was twisted and fractured with many of the instruments not in
place. The fuel selector knob was not present on the fuel valve post, and the valve was dislocated from its normal alignment with the center console and
associated fuel selector position markings. The master switch was in the "on" position and the ignition key was in the "both" position. The elevator trim indicator
was centered in the upper area of the green "TO" arc. The flap switch was in the middle position and the flap indicator showed down. The throttle and mixture
knobs were both extended 1/2-inch. The carburetor heat was "in" and the primer knob was locked. The Hobbs meter read 1452.4 and the engine tachometer read
2095.68.
Clear bluish fluid was identified in the left wing fuel tank. The left wing fuel sight gauge indicated half full. The right wing fuel tank was breached at the wing root.
No fluid was identified in the right wing fuel sight gauge. The grass below right fuel tank was green and flush. First responders to the accident reported that there
was no odor of fuel at the accident site upon their arrival. The right fuel tank outlet suction screen was intact and clear of debris. Air was passed through the right
fuel tank sight gauge inlet tube with no airflow restrictions identified. The right fuel tank sight gauge and associated tubing was disassembled and found to be
clear and free of debris.
The engine was attached to the firewall and the firewall was hinged downward about 80 degrees along its bottom lateral axis. The carburetor airbox was crushed
and the carburetor control connections were all connected, bolted, and cotter keyed. The engine control cables were traced from the carburetor to the throttle,
mixture, and carburetor-heat knobs in the cockpit. The engine exhaust was shaped in a flattened oval. The fixed pitch propeller had a 2-foot blade section bent aft
approximately 15 degrees. The propeller exhibited no leading edge damage or chordwise scoring.
The engine was examined on scene. The engine data plate identified it as a Lycoming O-320-E2G, serial number RL46828-27A. The spark plugs, Autolight
URE-M40E's, were dark gray in color, similar gaps, round electrodes, and had no mechanical damage. The engine was rotated and thumb compression was
achieved on all cylinders. All valves lifted the appropriate amount and in firing order. Both Slick magnetos were hand rotated and achieved sparks on all posts.
The carburetor was disassembled. No debris was found in the carburetor fuel finger screen. Five milliliters of fluid was found in the carburetor bowl. The metal
carburetor floats retained their manufactured form and exhibited no hydrodynamic deformation. The fuel line leading from the electric boost pump to the engine
driven fuel pump contained 2 ml of fluid. The gascolator bowl and fuel totalizer contained no fluid. No fluid was found in the engine driven fuel pump. Using
Kolorcut water detection paste, all fluid collected tested negative for water.
MEDICAL AND PATHOLIGICAL INFORMATION
The Sonoma County Sheriff-Coroner completed an autopsy of the pilot. The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma,
performed toxicological testing of specimens obtained during the autopsy. The results of the analysis on the specimens were negative for carbon monoxide,
cyanide, ethanol, and listed drugs.
TESTS AND RESEARCH
Fuel System
The cockpit fuel tank selector valve was removed from the wreckage and tested by passing air through the valve. The valve is a three position valve; "left 11 gal",
"right 11 gal", and "both off" positions. The valve has a left inlet and right inlet, with a center outlet. Air passed through the right inlet to the outlet and did not pass
through the left inlet to outlet. Approximately 4 ml of bluish fluid with a petroleum odor was found in the fuel line leading from the right fuel tank to the fuel selector
valve. The fuel selector handle was not identified in the wreckage or recovered during the on scene examination of the airplane.
The fuel selector valve was brought to the Safety Board office in Los Angeles and examined in more detail. The valve selector knob/lever was not present on the
valve post. The valve post end was examined under a microscope. It exhibited a bright matte surface with no discolorations, and 45-degree shear lips extending
on one side of the cup shaped fracture, which is consistent with a bending overload failure. A green stain was identified in one quadrant of the fracture surface
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that is consistent with a condition occurring post fracture. Using vice grips on the stem and a spring scale, the torque required to rotate the valve selector post
was measured between 18.62- to 21.28-inch pounds. The valve was disassembled, which revealed a shiny brass colored interior cup and a solid plastic valve
plug. No debris or cracks were identified in the valve mechanism. An exemplar fuel valve of the same design, material, and configuration as the accident
airplane's valve was obtained and the torque required to rotate the valve was measured as 8-inch pounds.
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Accident Rpt# SEA06CA043 01/14/2006 1220 MST RReeggiiss## NN445566AAMM Pine, ID Apt: Pine 1U9
Acft Mk/Mdl AVIAT A1-A Acft SN 354950 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl LYCOMING O-360 Flt Conducted Under: FAR 091
Opr Name: RICHARD E. SPEED Aircraft Fire: NONE
Narrative
On January 14, 2006, about 1220 mountain standard time, an Aviat A1-A airplane, N456AM, sustained substantial damage after colliding with snow-covered ice
(a frozen drainage reservoir) approximately one mile south of the Pine Airport, Pine, Idaho. The commercial pilot, the sole occupant of the airplane, was not
injured in the accident. The airplane is owned by the pilot and was being operated as a visual flight rules (VFR) cross-country flight under the provisions of 14,
CFR Part 91, when the accident occurred. Visual meteorological conditions prevailed and no flight plan was filed for the cross-country flight that originated at
Nampa, Idaho, approximately 30 minutes prior to the accident.
In a written statement dated January 24, 2006, the pilot reported the flight originated from Nampa, Idaho, at 1150 hours, with a planned destination of Pine, Idaho.
The pilot reported that he intended to over fly the airstrip, without landing, and return to Nampa. He reported that while on an extended downwind leg for the
airstrip, the airplane touched down on the snow resulting in substantial damage to the airplane.
The pilot reported that flat light conditions hampered his ability to judge his relative distance to the ground. He further stated that he did not realize he was
descending over the snow-covered terrain until he impacted the snow.
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Accident Rpt# ATL06FA044 02/03/2006 2045 EST RReeggiiss## NN226666EEBB N Myrtle Beach, SC
Acft Mk/Mdl BEECH 200 Acft Dmg: DESTROYED Rpt Status: Prelim Prob Caus: Pending
Flt Conducted Under: FAR 091
Opr Name: JON KRAUT Aircraft Fire:
Narrative
On February 3, 2006, at 2045 eastern standard time, a Beech 200, N266EB, registered to Weekend Air Charter Services Inc., and operated by an individual as a
Title 14 CFR Part 91 personal flight, crashed while on final approach to runway 23, at the Grand Strand Airport, North Myrtle Beach, South Carolina. Visual
meteorological conditions prevailed and a visual flight rules flight plan was filed. The airline transport-rated pilot, and five passengers received fatal injuries and
the airplane was destroyed. The flight originated from Trenton, New Jersey on February 3, 2006, at 1900.
According to witnesses, the airplane made two approaches to runway 23. During the first approach the airplane was observed "fish tailing" while about 30' feet
over the runway. The airplane appeared to regain control but continued flying over the runway until passing the air traffic control tower, at which time the airplane
began a climbing left turn. The witnesses stated that they heard the pilot tell the air traffic controller that he was doing a go-around. The controller asked the pilot
if he had problems with the sea fog. The pilot responded back to the controller "no" that "his left engine kept power up a little too much and would not come back."
The witnesses observed the airplane circle the airport to the left, and watched it line up on runway 23 for the second time. The witnesses stated that as the
airplane descended to the runway and without any indication of trouble, the airplane "climbed and rolled left, went inverted and nosed down into the grass to the
left of the runway and burst into flames." The witnesses told someone to call the fire department and they proceeded to the airplane to see if they could give
assistance. When they arrived at the airplane it was fully engulfed in flames.
Examination of the airplane on-scene, found the empennage of the airplane upright resting against the airport perimeter fence. The cockpit area was substantially
damaged by impact and fire. The right engine had separated from the right wing and the right wing had separated from the airframe at the wing root. The left
engine remained partially attached to the left wing. Both propellers had separated from their engines and were observed imbedded into the ground forward of the
cockpit area.
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Accident Rpt# LAX05LA140 04/19/2005 1823 PDT RReeggiiss## NN229999XX Paso Robles, CA Apt: Paso Robles KPRB
Acft Mk/Mdl BEECH 35-C33A Acft SN CE-37 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl TELEDYNE CONTINENTAL IO-520 Acft TT 6107 Flt Conducted Under: FAR 091
Opr Name: SQUADRON TWO Aircraft Fire: NONE
Narrative
HISTORY OF FLIGHT
On April 19, 2005, at 1823 Pacific daylight time, a Beech 35-C33A, N299X, experienced a loss of engine power and collided with terrain during a forced landing at
Paso Robles, California. The airplane was operated by Squadron Two at Reid-Hillview of Santa Clara County Airport, San Jose, California, as a rental airplane
under the provisions of 14 CFR Part 91. The commercial pilot and passenger were seriously injured, and the airplane sustained substantial damage. Visual
meteorological conditions prevailed, and a visual flight rules flight plan had been filed. The flight originated at Van Nuys, California, at 1730.
The pilot stated in the Pilot/Operator Accident Report that about 5 miles west of the Avenal VOR, cruising at 8,500 feet mean sea level (msl), he heard a loud
noise and the engine started running rough. The pilot checked the oil temperature and pressure and noted that they were normal in the green arc. He reduced
power to 16 inches of manifold pressure, and noticed that the airplane was not maintaining level flight. He contacted Oakland center and started to divert to Paso
Robles. At this time there was another loud bang from the engine compartment; the engine rpm dropped dramatically, and the cockpit started to fill with white
smoke. The pilot made a mayday call and Oakland center gave him vectors to the Paso Robles Airport. He established an 80-knot glide and set the power at 13
inches of manifold pressure (1,500 rpm). The smoke cleared from the cockpit, and he determined he was within gliding distance of the airport when the engine
cowling popped open and stayed open. The increased drag from the cowling increased his rate of decent to greater than 800 feet per minute; he realized he now
would not make the airport and set up for an off field emergency landing into what he thought was a green farm field but turned out to be a vineyard. He lowered
his landing gear and approached the vineyard at 45 degrees to the rows. He had started the landing at 75 knots when the left main landing gear snagged a
grapevine row pole and wires. The plane veered to the left, and stopped almost immediately. He recalls that his head hit the dashboard during the landing and the
passenger in the right seat was unconscious after the landing.
AIRCRAFT INFORMATION
The airplane was a Beech Debonair C33A, serial number CE-37. Review of the airplane logbooks revealed a total airframe time of 6,083.1 hours as of March 4,
2005. The tachometer time read 0186.2 after the accident, which corresponds to a total time of 6,106.8 hours at the time of the accident. The last 100-hour
inspection was performed on September 28, 2004, at 6,018.7 hours, and a 50-hour inspection was performed on January 31, 2005, at 6,068.2 hours.
The engine was a Continental IO-550-CCB, serial number 676637. The engine logbook recorded a total time (TT) of 2,770.9 hours and 1,673.6 hours since
maintenance overhaul (SMOH) as of the last oil change on January 31, 2005. The total time accrued on the engine at the time of the accident was 2,809.5 hours.
An engine logbook entry dated September 28, 2004, (1,624.1 hours SMOH) corresponds to an airframe logbook entry of the same date annotating the
compliance of a 100-hour inspection and records an oil change, oil filter exam, compression check, gapped spark plugs, checked magneto timing, and a leak
check. This engine logbook entry is consistent with a 100-hour engine inspection.
This airplane was equipped with lap belts for the occupants but not shoulder harnesses or shoulder straps.
WRECKAGE AND IMPACT INFORMATION
The San Luis Obispo County Sheriff's report described the airplane as being in a vineyard facing south when they arrived on scene. The landing gear was down
and it appeared that it may have hooked the onto the grapevine tension wires. There seemed to be little or no skidding with the plane having stopped on impact.
Examination of the on scene photographs by the National Transportation Safety Board Investigator depicts the airplane in about a 10-degree nose down attitude
in the vineyard. The engine was displaced downward about 25 degrees with the pivot point of rotation at the bottom center of the engine firewall. The left wing
root trailing edge was peeled up from the inside corner towards the middle of the wing, exposing the left landing gear structure. There appeared to be no buckling
of the cockpit cabin area structure and the windscreen was in one piece affixed to the airframe. The seats remained attached to their respective seat rails. The
propeller was detached from the engine crankshaft flange.
Printed: February 15, 2006 an airsafety.com e-product Copyright 1999, 2005, Air Data Research
Prepared From Official Records of the NTSB By:
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