After departure, at an altitude of approximately 500 feet agl, the 2,100-hour pilot reported the engine “lost most of its power output.” The pilot stated he applied carburetor heat and did not notice improvement. The pilot banked the airplane slightly to the right to avoid an approaching tree line and initiated an emergency landing to an open grass field.
Tag: U.S.
After completing a flight with a load of skydivers, the pilot “dipped” the left tank and it indicated 15 gallons of fuel. He then flew another flight to 3,500 feet MSL and started his descent. The pilot reduced power to 1,600 rpm and 16 inches of manifold pressure, and applied full carburetor heat. As the aircraft was approaching pattern altitude, approximately 1,000 AGL, the engine quit without warning.
The airplane lost engine power during descent. The 1,127-hour pilot elected to perform emergency engine out procedures and prepared for an emergency landing. After impact, the pilot observed the right engine nacelle engulfed in flames, which then spread to the fuselage. Review of the engine logbook revealed the engine was being operated in excess of 1,000 hours of the manufacturer’s recommended time between overhauls of 3,600 hours.
According to the pilot, he completed an air drop of skydivers and was returning to land. During the final approach, he added power to maintain altitude and obstacle clearance, and the engine “quit without sputter[ing].” He made a forced landing in a sagebrush covered field. The airplane struck the ground, slid down a gully, and struck a tree.
During cruise flight, the 33,000-hour pilot stated that the airplane encountered “extreme clear air turbulence followed by three jolts in rapid succession.” He “heard a loud pop as he jerked the throttle to the flight idle position.” As the airspeed was slowing, the pilot attempted to add power. The “throttle would not move from the flight idle position and the propeller went into BETA.”
The airplane landed downwind, approximately halfway down the runway, overran the end of the runway and nosed over. The pilot reported that while en route he monitored a nearby automated weather observing system (AWOS) and the winds were “230 [degrees true] at 3 knots.” The pilot stated, “I decided I would use either end of [the] runway since [the] wind was calm.”
The 363-hour single-engine commercial rated pilot lost control of the airplane during a parachute activity flight. The airplane subsequently stalled and entered a spin to the left. A witness radioed the pilot and asked what was wrong, and the pilot replied that he was in a spin and didn’t know what to do.
Witnesses observed the airplane depart to the north, and experience a partial loss of power during the takeoff climb. The airplane then began a turn to the left, and initiated what appeared to be a right base entry for a landing on runway 20. The airplane continued the turn, past 270 degrees, and as it flew beyond the end of the runway, the engine appeared to regain power and the airplane began a climb.
The commercial pilot reported a partial loss of engine power during takeoff. He was unable to restore full power, and made an emergency off-airport landing, which resulted in structural damage to the airplane. An FAA inspector and an aviation mechanic examined the engine and noted that the gasket between the air filter and carburetor was missing.
A witness reported that the airplane touched down within 1,000 feet of the runway threshold. The airplane rolled about 200 feet, and the nose gear collapsed. The airplane then veered left and came to rest inverted. The witness added that the nose gear collapse left scrape marks on the runway. Examination of the airplane revealed that the upper link of the nose gear torque knee had failed.
The pilot reported that prior to takeoff he drained the main lower sump, but not the wing sumps, as was company policy. The pilot stated that he was told by the mechanic that “constant use of the wing sumps causes them to leak, and also causes damage to the fuel cells that is hard to repair.” The pilot also reported that the airplane had been fueled a few days prior to the flight from a 55 gallon barrel by an electric pump at the company’s fueling facility.
The pilot departed with three passengers and three dogs, but only two seats. The airplane had been reconfigured (STC SA00352DE) for parachute jumping operations. The STC included the stipulation that the airplane could be used only for parachutist launching operations. Also, Title 14 CFR Part 91.107, (a)(3), states that each occupant of a civil aircraft must be provided with an approved seat [the fatally injured passenger was not] with seat belt, for movement on the surface, takeoff, and landing operations.
Approximately 1 hour into flight, the engine lost all power, and the pilot attempted a forced landing to a field. During the landing, the airplane struck a tree located at the approach end of the field. The pilot initially reported that he departed with 2 inches of fuel in each tank, with the intention of flying 1 hour.
After a parachute drop flight, the airplane taxied back to the ramp area. The airplane was parked on the ramp, with the engine running, while the next group of parachutists were boarding the airplane. During that time, a parachutist who had just landed, contacted the propeller and sustained a serious injury.
While the aircraft was level at 10,500 feet above sea level (MSL), four skydivers took their positions on the right exterior jump-step of the aircraft. Just after the last jumper was on the step, the parachute of one of the jumpers inadvertently deployed and streamed back into the aircraft’s tail surfaces.
The pilot made a hard landing collapsing the nose gear and damaging the firewall. The pilot took off and turned to downwind for landing. He reported that he flew an uneventful and normal approach. He said that he touched down on the main landing gear, but the nose gear folded under the airplane as it touched down.
The helicopter’s main rotor blade contacted a photographer fatally injuring him. Before lift off, ground crew informed the pilot that there were four canopies in the vicinity of the takeoff area. The pilot immediately took off and began following a mowed grass area adjacent to an area of corn in which the photographer was standing in and unseen by the pilot.
The pilot stated that he had recently purchased the airplane in Deland, Florida, and was ferrying it to Southeast Greensboro Airport, Greensboro, North Carolina. He said that he was enroute to the Siler City Municipal Airport, Siler City, North Carolina, for a scheduled fuel stop, and was approaching the airport at an altitude of about 5,500 feet, when the engine ceased operating.
After the parachutists jumped, the airplane was descending through 9,000 feet msl, and the engine lost partial power. The pilot verified that carburetor heat was on, the cowl flaps were closed, the fuel selector was positioned to “Both,” and the mixture was rich. She continued descending and entered a left traffic pattern for the runway. The pilot initially judged her pattern distance based on the available engine power.
While landing on runway 3, the airplane’s right wing contacted the runway and the airplane landed hard. A weather observation reported at an airport about 18 miles northeast of the accident site, included winds from 320 degrees at 13 knots. The pilot further reported that he conducted an uneventful flight an hour prior to the accident, with the same wind conditions.
The airplane initiated a forced landing after a partial loss of engine power during the takeoff initial climb. During the initial run-up the magneto check was not within acceptable limits; however, approximately 15 minutes later the pilot rechecked the magnetos and they were within acceptable limits. The pilot said he configured and checked the airplane prior to takeoff with 10 degrees of flaps and all gages “in the green.”
The pilot landed long beyond his intended touchdown point. He delayed his decision to initiate a go-around. The airplane struck trees at the end of the runway.
After releasing parachutists, the pilot planned to return to the airport. During the descent, about 2,500 feet msl, the engine began to lose power. The pilot thought that carburetor ice caused the power loss, and performed emergency procedures, which included the application of carburetor heat. The engine did not regain power, and the pilot planned an emergency landing to a field.
On the fourth parachute drop flight of the day for the pilot and aircraft, the pilot detected a reduction in elevator control authority on takeoff. He elected to continue the takeoff and climbed to 3,500 feet agl, where he released the two parachutists. On return to the airport, he used power to control his flare, but landed hard and began a porpoise maneuver.
A US Army Pilatus UV-20A collided in midair with a Cessna 182C during parachute jumping operations. The collision occurred about 4,800 feet msl (2,800 feet agl) on the northeast side of runway 12 abeam the approach end. Both aircraft had made multiple flights taking jumpers aloft prior to the accident. The Pilatus departed runway 12 about 5 minutes prior to the Cessna’s departure on the same runway.