PRELMINARY REPORTS
Pedal Pin Disconnects in LongRanger
Bell 206-L1, Thomaston, Ga., Sept. 20, 2015–The sole-occupant commercial pilot of a Bell LongRanger I was not injured when his helicopter experienced a flight-control malfunction while approaching a mobile landing pad in daytime VMC. The pilot told NTSB investigators he was returning to land on the platform-equipped truck at a job site when a pin connecting the tail-rotor push-pull control tube with the right anti-torque pedal “broke,” compromising the flight controls.
The pilot maneuvered away from people on the ground and tried unsuccessfully to land on the platform. The helicopter then struck the platform truck and terrain after its rotor blades contacted the side of the truck.
Built in 1979, the helicopter was equipped with a lockout kit designed to prevent interference with the flight controls by a passenger in the left seat. Investigators determined the kit’s expandable pin assembly had disconnected from the tail-rotor control link pin and left pedal attach point. The most recent annual inspection was completed on Sept. 7, 2015.
Full Flaps Deployed in Kodiak Takeoff Accident
Quest Kodiak 100, Sheridan, Wyo., Oct. 9, 2015–The privately operated single-engine turboprop collided with terrain during takeoff in daytime VMC at Sheridan County Airport (SHR). The sole-occupant pilot sustained minor injuries. According to investigators, the pilot reported that the flight controls “jammed” during takeoff, causing the aircraft to lift off the runway prematurely.
Two aircraft mechanics who witnessed the accident said the aircraft took off in an extreme nose-high attitude, leveled, then pitched up again, leading to a stall and a hard landing about 1,500 feet south of Runway 24. The airport manager, who responded to the accident, told investigators that all the flight controls moved freely, and that the flaps were fully deployed to 35 degrees and the elevator trimmed “half nose up.” The condition lever was found in the feathered position.
Medevac Bell 407 Loses Tail Rotor Authority
Bell 407, San Antonio, Texas, Nov. 2, 2015–The Part 135 on-demand medevac flight departed San Antonio International Airport (KSAT) at 7:23 p.m. in nighttime VMC, its destination reported as Northeast Methodist Hospital (XS83). According to preliminary reports, the pilot heard a loud bang while in a three-foot hover after liftoff from SAT, and the helicopter began to rotate clockwise.
The pilot applied full pressure to the left anti-torque pedal to arrest the rotation but, unable to halt it, he made a forced landing at SAT. Investigators noted substantial damage to the helicopter’s tail-rotor spline, coupling and hanger bearings. No injuries were reported to the pilot, flight nurse and paramedic on board.
Engine Issue Downs Timber Flight
MD 500D, near Sedro-Woolley, Wash., Nov. 3, 2015–The pilot reported a loss of engine power while conducting 50-foot long-line recovery of cedar wood pieces. He had departed Arlington Municipal Airport (AWO) in Arlington, Wash., at approximately 7 a.m. and completed operations at one site before refueling. He then flew to a second location before the accident happened at 11:30 a.m.
According to investigators, the pilot reported the engine lost power after recovery of “about 30 to 40 slings” from the second site, leading to the forced landing attempt. The helicopter’s tail boom and skids struck a hill during the autorotation to landing. The pilot was not injured.
FINAL REPORTS
Citation Pilots Flew Improper ILS Approach
Cessna Citation 500, A Coruña, Spain, Aug. 2, 2012–Investigators with Spain’s Civil Aviation Accident and Incident Investigation Commission determined that the crew of a Citation 500 operated by Aeronaves del Noroeste “made an unstabilized ILS approach” to Runway 17 at Santiago de Compostela Airport (LEST) at the conclusion of an overnight medical organ retrieval mission performed on behalf of the National Transplant Organization (ONT).
According to the final report, the pilots erroneously followed distance references to the Santiago VOR, and not to the runway, during the descent. The Citation struck terrain 650 feet (200 meters) from the Santiago VOR in weather reported as calm nighttime IMC, with low-lying fog possibly contributing to the crew’s failure to perform the proper approach to the airport.
The aircraft had departed LEST at 11:55 p.m. to pick up a medical team from Asturias Airport (LEAS) for transport to Porto Airport (LPPR) to perform organ extraction, and had returned the team to LEAS before departing for Santiago at 5:45 a.m. Investigators further noted that the pilots appeared concerned about worsening weather conditions at LEST, and that the Citation had insufficient fuel to divert to an alternate airport.
Cause of 2012 Learjet Accident in Mexico Still Unknown
Learjet 25, near Iturbide, Mexico, Dec. 9, 2012–Although a runaway trim condition and crew fatigue are suspected to have contributed to a fatal accident that claimed the lives of a Mexican entertainer, her entourage and the two pilots, investigators have made no further progress in determining a definitive cause following the release of their final report one year ago.
Mexican-American singer Jenni Rivera was among the seven passengers and crew on board the 43-year-old Learjet, registered to Las Vegas-based Starwood Management, that struck rough terrain near the town of Iturbide in the Sierra Madre Oriental mountain range shortly after departing from Monterrey at 3:15 a.m. for an overnight flight to Toluca.
Investigators with Mexico’s Dirección General de Aeronáutica Civil (DGAC) determined that the aircraft descended suddenly from FL280 in a steep, high-speed dive. The DGAC released its report in December last year, with the Mexican Director of Civil Aviation, Gilberto Gómez Meyer, later saying on television that the impact was “so violent, the velocity of the impact was, surely, supersonic.” The aircraft was not equipped with a cockpit voice recorder and search crews were able to recover only part of the casing of the aircraft’s flight data recorder.
In July 2005 the accident airplane was substantially damaged during a runway excursion while landing at Amarillo, Texas. At that time, the pilot reported a loss of controllability during final approach.
'Perceived' Flight Control Anomalies Led to Rejected Takeoff
Gulfstream IV, Eagle, Colo., Feb. 7, 2015–The airplane sustained minor fire-related damage following a rejected takeoff from Runway 25 at Eagle County Municipal Airport (EGE) in nighttime VMC.
The pilot told investigators he had rejected the first takeoff attempt from EGE in response to a triple chime and illuminated master warning light but opted to attempt a second takeoff after seeing no other aircraft anomalies or messages on the crew alerting system (CAS). The crew elected to perform the second takeoff without use of autothrottles, which they had used in the first attempt.
During the second takeoff attempt, the triple chime/master warning activated again as the aircraft accelerated through 75 knots. The pilot flying saw that the engine low-pressure (LP) turbine speed was in the yellow arc, and reduced engine power slightly to bring the indication back into the white arc while continuing the takeoff. At rotation speed, the pilot noted the controls “did not seem to respond normally” when he pulled back on the yoke; he reported no “noticeable pressure resistance” on the controls.
Believing this to be related to a hydraulic system issue, the pilot rejected the takeoff, applying maximum braking and full reverse thrust. The aircraft exited the runway at Taxiway A7 and the pilot brought the airplane to a stop on Taxiway A. Concerned about indications of high brake temperature, the pilots then requested aircraft rescue and firefighting crews. The right main gear brake assembly subsequently caught fire, but ARFF crews were able to extinguish the flames, confining the damage to the right main gear. No injuries to the two pilots or five passengers were reported.
The incident occurred during the second flight of the day, following a previous flight to EGE from McCarran International Airport (LAS) in Las Vegas performed by the same flight crew and with no reported anomalies. Earlier in the day and before departure from LAS, maintenance crews replaced an inertial reference unit and the flight guidance computers, as well as the speed-brake flap control warning, speed-brake takeoff alarm, and speed-brake lever autopilot control switches in the cockpit pedestal switch bank.
Apart from slight deviations to required elevator trim deflection ranges, no other anomalies were noted with the flight control system, hydraulic system or thrust reversers. After the damaged right main landing gear had been repaired, Gulfstream test pilots performed an uneventful evaluation flight on March 3, 2015, and noted “positive, obvious and 100-percent normal” elevator control responses.
Cause of CJ3 Nosegear Collapse under Tow Undetermined
Cessna 525B, Teterboro, N.J., May 3, 2015–An overstress fracture of the JetSuite Citation CJ3 nose landing gear (NLG) actuator attachment lug during tow operations resulted in a ground handling accident at Teterboro Airport (TEB). Investigators could not determine why the lug broke.
The aircraft’s captain told investigators the parking brake was initially set as part of the shutdown checklist but was later released after the airplane was chocked. A ground handler attempted to tow the airplane, and after connecting the tug “lightly gave the tug gas to move the tug. As I gave the tug some gas, the nosegear [collapsed].” The nosegear assembly settled against the tow bar and closed the NLG doors on the fuselage. The flight crew then confirmed that the landing-gear switch was in the correct down position, and that the brakes were not applied.
Later scrutiny of the aircraft and towbar by an FAA airworthiness inspector revealed that the shear pin of the towbar had not sheared, but that a lug of the NLG actuator had fractured near the airframe attach point; close visual inspection showed evidence of elongation. The inspector added that he found the brake pucks were “loose” and consistent with the brakes not being applied, a finding that was subsequently confirmed by a Textron Aviation technician.
According to the operator, the NLG actuator was installed on Dec. 19, 2011, at which time the airplane had logged 5,548 hours and 4,113 cycles. At the time of the fracture, the airplane had accrued another 1,935 hours and 1,264 cycles. A factual report by the NTSB Materials Laboratory determined that the NLG end attachment fitting had fractured on either side of the bearing, consistent with overstress separations at both locations. No evidence of pre-existing cracking or corrosion was found.
PC-12 Rudder Damaged in Tail Strike during Check Ride
Pilatus PC-12, near Belgrade, Mont., July 8, 2015–During a pilot competency check ride at Bozeman Yellowstone International Airport (BZN), the designated examiner asked the pilot to perform a no-flap, power-off, 180-degree approach from downwind to landing. Over the runway threshold, the pilot noted higher-than-normal airspeed, as well as a steeper approach angle, and increased the angle of attack until the stick shaker activated. The pilot then performed a go-around, at which point the aft fuselage struck the runway.
The pilot completed the go-around without further incident, and later told investigators that he did not recall feeling the tail strike the runway. The rudder sustained damage.
Helmet Spares Agplane Pilot from More Serious Injuries
Air Tractor AT-402A, near Fort Pierre, S.D., Sept. 4, 2015–Following a pass over a field during an aerial application flight, the aircraft flew clear of a tower but the pilot failed to see the tower’s support guy-wires. The aircraft struck the wires, with “an immediate sound of the engine starting to lose power and/or shut down,” according to the pilot.
The pilot made a successful emergency landing on a nearby gravel road, but the fuselage and left wing were substantially damaged. No pre-impact issues with the aircraft were noted.
The pilot received minor injuries in the accident and told investigators the outcome likely would have been worse had he not been wearing a helmet. He noted that the helmet not only protected his head from injury but also shielded his eyes and upper face from the impact. The NTSB noted the AT-402 flight manual requires a placard to be displayed in the cockpit stating that the occupant must wear a seatbelt, shoulder harness and “a DOT-approved or mil-spec crash helmet.”