http://www.smartess.com/ntsbaviation.xml 60 en-us info@morphism.com A little feed of NTSB aviation accidents. Experimental. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120213X82241&key=1

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N2SA report (PDF)
GULFSTREAM AEROSPACE G-IV | Bukavu, Congo -2.305278 28.805278 skyvector | 2012-2-12

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On February 12, 2012 at about 1120 UTC, a Gulfstream, G-IV, registration N2SA, operated by Trident Aviation of Wilmington, Delaware, crashed at Bukavu-Kamenbe Airport (BKY), Bukavu, Democratic Republic of Congo (DRC). The domestic private flight departed Kinshasa with an intermediate stop at Goma to enplane passengers and to refuel. During the landing at BKY, the airplane overran the runway, went down an embankment and came to rest in a ravine. Of the 12 persons on board, there were four fatalities, including the pilot, copilot and two passengers. The airplane was substantially damaged and there was no fire.

As the State of manufacturer and registry of the airplane, a U.S. Accredited Representative has been appointed. The investigation is being conducted by the Government of the DRC. All inquiries should be directed to:

Direction de l'A??ronautique Civile
Minist??re des Transports et Communications
Building Ontara, boulevard du 30 juin
B.P. 3304
Kinshasa/Gombe
R??publique d??mocratique du Congo http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120213X82241&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120210X44432&key=1

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N5427J report (PDF)
CESSNA 172N | Floresville, TX 29.150000 -98.272778 skyvector | 2012-2-10

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On February 10, 2012, approximately 1245 central standard time, a Cessna 172N, N5427J, impacted terrain near Floresville, Texas. The commercial pilot, the sole occupant, was fatally injured and the airplane was substantially damaged. The airplane was registered to a private individual and operated by Pro Flite Aviation, San Antonio, Texas, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight originated from the Stinson Municipal Airport (SSF), San Antonio, Texas, approximately 1130.

Initial reports indicate that the pilot was receiving flight following services from air traffic control before radio and radar contact was lost. There are no reports of any distress calls made by the accident pilot.

There are no reported witnesses to the accident. An airplane assisting in the search of the accident plane spotted the wreckage in an open field, notified air traffic control, and landed at the nearby airfield to alert residents of the wreckage's location. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120210X44432&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120210X20307&key=1

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N850LM report (PDF)
SOCATA TBM 700 | Madison, WI 43.141111 -89.334166 skyvector | 2012-2-10

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On February 10, 2012, at 0830 central standard time, a Socata TBM 700, N850LM, collided with the terrain following a loss of control on takeoff at the Dane County Regional Airport (MSN), Madison, Wisconsin. The pilot and two passengers received minor injuries. The airplane was substantially damaged. The 14 Code of Federal Regulations Part 91 personal flight was operating in visual meteorological conditions and an instrument flight rules flight plan had been filed. The flight was originating at the time of the accident. The intended destination was Ft. Myers, Florida.

A witness reported that the airplane pitched up then nosed down just after lifting off the runway. The airplane contacted the terrain and came to rest on airport property. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120210X20307&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120210X35329&key=1

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N9619T report (PDF)
CESSNA 210 | Morgan, UT 41.182500 -111.583056 skyvector | 2012-2-9

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On February 9, 2012, about 1410 mountain standard time, N9619T, a Cessna 210, collided with mountainous terrain about 9 miles east-northeast of Morgan County Airport, Morgan, Utah. The private pilot and one passenger sustained fatal injuries. The airplane was substantially damaged. The flight originated from Morgan and was destined for Converse County Airport, Douglas, Wyoming. The pilot requested and received a flight following clearance.

An alert notice (ALNOT) was issued on February 9. Weather in the area hampered initial aerial search efforts, although searchers continued to look for the airplane using ground vehicles and support. The wreckage was located on February 10.

According to a preliminary briefing from Federal Aviation Administration air traffic control personnel, the pilot requested and received a flight following clearance at 1346 MST, and advised that his destination was Douglas. Radar contact was established at 1348 MST. The last reported radar contact was at 1410 MST.

Initial responders reported that the airplane impacted a northwest-facing, treed slope, at an elevation of approximately 7,700 feet mean sea level. The debris field was approximately 75 feet in length.

According to Wyoming Pilots for Christ personnel, the pilot was conducting a Wyoming Pilots for Christ mission. He was volunteering his services to transport the passenger, a nurse, from the Salt Lake City area back to her home. The pilot had departed Douglas about 1000 MST and intended to land at Salt Lake City International Airport, Salt Lake City, Utah. However, the pilot landed in Morgan due to low ceilings in the area. The passenger then met him at the Morgan airport where they later departed.

At 1355, an aviation routine weather report (METAR) for Hill Air Force Base, located about 18 nautical miles west-southwest of the accident site, reported the following conditions: wind, calm, visibility, 7 statute miles, clouds, few at 2,700 feet, overcast at 3,200 feet, temperature, 3 degrees Centigrade, dew point, 0 degrees Centigrade, altimeter, 30.33 inches of Mercury. Airmen's meteorological information (AIRMET) Sierra for mountain obscuration due to clouds and precipitation was current over the area of the accident.

The wreckage will be recovered for examination. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120210X35329&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120209X54747&key=1

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N8293J report (PDF)
VARGA AIRCRAFT CORP. 2150A | Frankston, TX 32.077500 -95.436944 skyvector | 2012-2-8

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On February 8, 2012, approximately 1200 central daylight time, a Varga 2150 airplane, N8293J, impacted Lake Palestine, while approaching the Aero Estates Airport (T25), Frankston, Texas. The private rated pilot, sole occupant, was fatality injured. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal cross-country flight. Visual flight rules (VFR) meteorological conditions prevailed and a VFR flight plan was not filed. The flight originated from the Cherokee County Airport (JSO), Jacksonville, Texas.

Initial reports indicate that the pilot departed T25 earlier in the day, with the intent of refueling the airplane. Fuel records at JSO reveal that the accident pilot received about 17 gallons of fuel, and then was seen departing the airport, headed north. When the pilot did not return home, an ALNOT (Alert Notice) for a missing aircraft was issued, and a search was initiated. The airplane was located on 9 February, just off shore of Lake Palestine, in approximately 18 feet of water. The pilot was not located until 10 February.

Once the airplane was retrieved from the lake, the National Transportation Safety Board Investigator-In-Charge (IIC), and inspectors from the Federal Aviation Administration (FAA), examined the airplane wreckage on site. The airplane???s canopy was found locked in the open position and the pilot???s seat belts were unlatched. Additionally, the exam revealed that the fuel shut-off valves and ignition switch were in the ???OFF??? position, the battery and avionics switches were also in the off position. A visual examination of the airplane and engine revealed relatively minor damage to the airplane, and no visual discrepancies with the engine.

The wreckage was retained for further examination. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120209X54747&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120208X70842&key=1

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N360AA report (PDF)
BOEING 767 | Jamaica, NY skyvector | 2012-2-8

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On February 8, 2012, about 1100 est, a Boeing 767-300ER, N360AA, operated by American Airlines as Flight 837, had a fire in the right engine, a General Electric CF6-80C2B6, shortly after takeoff from John F. Kennedy International Airport (JFK), Jamaica, New York. The pilots reported that as the airplane was climbing through 9,000 feet, there was a right engine fire warning in the cockpit. The pilots shutdown the engine and discharged two fire bottles into the engine nacelle. The pilots declared an emergency and the airplane returned to JFK to land without further incident. The airplane was operating as a regularly scheduled international flight in accordance with the provisions of 14 CFR Part 121 from JFK to Port au Prince, Haiti. There were no report injuries to the 198 passengers and 9 flight attendants, and 3 pilots on board. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120208X70842&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120206X63147&key=1

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N61ZT report (PDF)
MOORE BYRON J ZEALOT | Minneola, FL 28.627500 -81.802778 skyvector | 2012-2-6

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On February 6, 2012, at 1039 eastern standard time, an experimental, amateur-built Silhouette Zealot motorized glider impacted terrain 300-feet south of runway 18, while on approach for landing at Florida Flying Gators Ultralight strip (3FD4), Minneola, Florida. The airplane was registered to a private owner and operated as a 14 Code of Federal Regulations Part 91 personal flight. The airplane sustained structural damage. Visual meteorological conditions prevailed and no flight plan was filed. The certificated private glider pilot received serious injuries. The flight originated from 3FD4 at 0830.

A witness stated he observed the airplane making a left turn on final approach. He observed the left wing of the airplane drop down and the nose of the airplane drop straight down. He then heard the pilot yell over the open air radio frequency ???Oh No???. There were no further radio communications. The witness went to the crash site and removed the pilot from the aircraft. Emergency personnel arrived and transported the pilot to a hospital.

The wreckage has been recovered and is pending further examination by a Federal Aviation Administration Inspector. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120206X63147&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120206X13727&key=1

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N325MZ report (PDF)
Pipistrel Virus 912 | Ray, MI 42.736944 -82.888889 skyvector |

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On February 4, 2012, about 1120 eastern standard time, a Pipistrel Virus 912 motorglider, N325MZ, was substantially damaged when it impacted a golf course shortly after takeoff from Ray Community Airport (57D), Ray, Michigan. The pilot sustained fatal injuries. The aircraft was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from 57D about 1115. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120206X13727&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120206X51100&key=1

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VH-COK report (PDF)
ROBINSON R44 | Nowra, Australia -34.800000 150.633333 skyvector |

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http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120206X51100&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120204X70647&key=1

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N38906 report (PDF)
PIPER PA-28R-201T | Kalispell, MT 48.178611 -114.303611 skyvector | 2012-2-4

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On February 4, 2012, at 1345 mountain standard time, a Piper PA-28R-201T, N38906, experienced a partial loss of engine power shortly after takeoff, at Kalispell City Airport, Kalispell, Montana. The pilot attempted to land on a residential street. The airplane collided with parked vehicles, ending up inside the first floor of a two story home. The pilot operated the airplane under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and his two passengers received minor injures, and the airplane was substantially damaged. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot stated to the NTSB investigator-in-charge (IIC) that he fueled the airplane with 45 gallons of avgas, taxied to pick up his passengers, and performed a complete engine run-up and preflight checks. During takeoff the airplane behaved normally and accelerated smoothly. After takeoff, between 300 and 500 feet above ground level (agl), the airplane's engine started to sputter and lose power. The airplane was over a residential area. The pilot selected the longest street on to which to make a forced landing. He lowered the flaps and slowed the airplane to a minimum controllable airspeed. The airplane collided with a number of vehicles and trees, and in the process, the left wing separated from the fuselage. The airplane rotated inverted and embedded itself into the front of a domestic house. The pilot egressed through the pilot's side window, and he assisted the egress of his passengers. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120204X70647&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120204X03117&key=1

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N445GH report (PDF)
CESSNA T206H | Show Low, AZ 34.269445 -110.016945 skyvector | 2012-2-4

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On February 4, 2012, at 0628 mountain standard (MST), a Cessna T206H, N445GH, collided with level terrain after takeoff from Show Low Regional Airport, Show Low, Arizona. The pilot was operating the airplane under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The certificated private pilot and one passenger were fatally injured, and two passengers sustained serious injuries. The airplane sustained substantial damage during the accident sequence, and was partially consumed by post impact fire. The personal flight departed Show Low about 0627, with a planned destination of Boulder City Municipal Airport, Boulder City, Nevada. Night instrument meteorological conditions prevailed at the time of the accident, and no flight plan had been filed.

The passengers and pilot were destined for a convention in the Las Vegas area, which was due to start at 1030 Pacific daylight time on the day of the accident.

A witness who was traveling in her automobile north on Route 77, was about 1,000 feet southwest of the departure end of runway 24, when she observed an airplane to her right. The airplane appeared to be descending steeply, and traveling at a high rate of speed. She stated that she was familiar with operations at this airport, and was concerned that the airplane was flying much higher and faster than was appropriate, and that it may overshoot the runway. She slowed down, concerned that the airplane may collide with her automobile. The airplane passed out of her view behind the elevated runway, and she assumed it had landed. A few seconds later, she observed an explosion beyond the runway. She immediately reported the accident to her husband, who was a firefighter based at the airport fire station. She stated that she could clearly see the airplane prior to the accident, and observed the flashing strobe lights on both wings, as well as the white tail light. She did not see any smoke, fire, or vapors trailing from the airplane at any time. Seven minutes after the accident, the area became enveloped with fog, such that she could no longer see the fire.

An instrument rated pilot departed his house for the airport at 0610. He stated that the weather conditions for the ride to the airport were clear, and that he could see stars in the sky. Airport security records revealed that he opened the airport gate at 0615. After removing his airplane from the hangar, he noticed haze forming around the street lamps. Concerned that the area may soon become enveloped in fog, he expedited his preflight checks and started the airplane's engine. He began to taxi to runway 24, and as he reached the intersection of runway 21 and the taxiway, the lights for runway 24 turned off. He turned the lights back on, and lined up the airplane on runway 24 for departure. He could see the runway lights clearly, and observed clear skies directly ahead to the west. He began the takeoff roll, and took off. Once he reached an altitude of between 100 and 200 feet, he entered a cloud layer and lost ground reference. He realized he was inadvertently beginning a left turn, and became slightly disoriented. He began to fly the airplane by reference to the instruments, and just as he was about to turn on the autopilot, the airplane broke out into clear skies. He continued the flight, reporting that the skies were completely clear once he was about 1 mile west of the airport. He was unaware that there had just been an accident, and while he did not see fire on the ground, he stated that his focus at that time was primarily with monitoring the airplane's flight instruments. The airplane did not accumulate any ice during the event.

Show Low Airport was equipped with an Automated Weather Observing System (AWOS), located north of the airport, adjacent to threshold of runway 24, 4,500 feet east of the accident site.

An aviation routine weather report (METAR) was recorded at 0615. It reported: calm winds; visibility 10 miles; 300 feet broken cloud ceiling; temperature -6 degrees C; dew point -7 degrees C; altimeter 30.15 inches of mercury. At 0635, the visibility had reduced to 8 miles, with a 200 feet overcast ceiling. At 0655, the weather had deteriorated further with visibilities of 1/4 mile in freezing fog, and an overcast cloud ceiling of 100 feet.

The accident site was located 1,700 feet north of the approach end of runway 6, at an elevation of 6,371 feet mean sea level. The terrain was level, and comprised of soft dirt and rocks, interspersed with brush and 10-feet-tall trees.

The first identified point of impact was characterized by a 10-inch-wide, 40-foot-long swath of excavated dirt. The ground excavation was oriented on a bearing of about 340 degrees magnetic. A section of wing tip rib was located at the initial disruption, and a green wing tip navigation light was located an additional 30 feet downrange. A second ground disruption began 25 feet northwest of the first impact point. This disruption was on a bearing of about 360 degrees, was 25 feet in length, and expanded to a width of 6 feet as it intersected the initial ground disruption. The second ground disruption was about 18 inches deep, and contained a segment of the right landing gear leg brake line, and a section of the nose landing gear scissor-assembly and shimmy-damper. Fragmented sections of the right landing gear wheel pant were dispersed around the area.

The debris field continued 260 feet further to the main wreckage, and contained fragments of insulation material, the remaining nose landing gear assembly, the upper engine cowling, and the pilot's door. The red wing tip navigation light was located in the center right-hand side of the debris field. The nose wheel was located about 200 feet beyond the primary wreckage, about 500 feet beyond the initial point of impact. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120204X03117&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120203X74411&key=1

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N3879S report (PDF)
CESSNA 172E | Dinsmore, CA 40.491944 -123.598055 skyvector | 2012-2-3

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On February 3, 2012, about 1230 Pacific standard time, a Cessna 172E, N3879S, veered off runway 27 during an aborted landing at the Dinsmore (uncontrolled) airport, Dinsmore, California. The airplane came to rest in a field about 50 yards beyond the runway???s end. A post impact ground fire occurred, which consumed the substantially damaged airplane. The commercial pilot holds a certified flight instructor (CFI) certificate, and he was seriously injured. The CFI was providing flight instruction to a student pilot, who was the airplane???s registered owner. The student pilot was not injured. Visual meteorological conditions prevailed. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91. No flight plan was filed. The flight originated about 1115.

The student pilot reported to the National Transportation Safety Board investigator that the CFI directed him to land at the Dinsmore airport. However, on final approach, the CFI took the flight controls away from him. The student released the controls, and he did not touch them again. The wing flaps were extended to the 30-degree setting, and the CFI attempted to land. After touching down on the runway, the airplane bounced several times, the right main wheel rolled off the 48-foot wide runway, and the CFI attempted to go around. The CFI added full engine power, the stall warning sounded, and the CFI lost control of the airplane. After the airplane???s right wing tip contacted the ground, the airplane reversed direction as it cartwheeled to a stop. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120203X74411&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120203X23028&key=1

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N321LC report (PDF)
GARZA CARLOS LANCAIR IVP-TP | Boise, ID 43.564167 -116.222778 skyvector | 2012-2-3

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On February 03, 2012, at 0856 mountain standard time, a single-engine experimental Lancair IVP-TP, N321LC, impacted terrain while on the initial takeoff climb from Gowen Field, Boise, Idaho. The air transport pilot, the sole occupant, was fatally injured. The airplane was registered to Raleighwood Aviation LLC and was being operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The personal flight was originating from Boise and the pilot had intended to stay in the airport's traffic pattern. Visual meteorological conditions prevailed and no flight plan had been filed.

Numerous witnesses located at the airport observed the airplane on the first takeoff attempt and on the subsequent accident flight. A majority of them stated that the airplane initially departed 10R and climbed to about 5 to 10 feet above ground level (agl) before touching back down on the runway. The pilot taxied back toward the west end of the airport. Shortly thereafter, the airplane departed 10R again and began the initial climb to about 100 to 200 feet agl. It then made a steep bank to the left and began to roll while rapidly losing altitude. The airplane completed about one revolution and impacted terrain in a nose-low attitude. The airplane came to rest in a dirt area between the parallel runways 10R and 10L.

The Boise Air Traffic Control Facility provided the recorded radio communications between the pilot and controllers. The pilot was initially cleared and departed from runway 10R about 0846. He transmitted to the controller that ???we're going to land here and stop??? we???ve got a problem,??? followed by ???I am going to taxi back and see if I can figure it out.??? About 7 minutes later he told the controller that he would like to depart and stay in the traffic pattern. About 0855 he made his last transmission when he requested that he would ???like to turn back in and??? um??? land??? coming back in.???

The first identified point of impact consisted of a crater in the soft terrain where a propeller blade was imbedded; small pieces of airframe and debris surrounded the disrupted dirt. Numerous portions of the airframe were located in the debris field leading from the initial impact to the main wreckage, the largest of which was a majority of the right wing. The main wreckage was located about 80 feet from the initial impact on a magnetic heading of 046 degrees. The main wreckage had sustained thermal damage and consisted of the engine, inboard portion of the left wing, and fuselage (from firewall to aft bulkhead).

A complete airframe teardown examination has been completed. The engine, engine accessories, and three recording devices have been retained for further investigation. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120203X23028&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120208X05132&key=1

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N31WS report (PDF)
GATES LEAR JET 35 | Pueblo, CO 38.286666 -104.491111 skyvector | 2012-2-2

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On February 2, 2012, at 1915 mountain standard time, a Gates Learjet 35, N31WS, veered off the side of the runway during takeoff from Pueblo Memorial Airport (PUB), Pueblo, Colorado. The airline transport rated captain, the first officer and the eight passengers were not injured. The airplane sustained substantial damage to the wing. The airplane was registered to and operated by Extrapoint LLC, Lewes, Delaware, under the provisions of 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan.

According to the captain, he reported that prior to the flight he had a pre-flight briefing with the first officer that included a lower visibility and a wet/contaminated runway takeoff procedure. He said that at the time of the briefing a contaminated runway takeoff procedure was not warranted, so he asked the first officer to compute normal takeoff numbers and note the increased distance required for a wet runway. A weight and balance was also calculated and was within limits. Prior to pulling the airplane out of the hanger, the weather was reporting two miles visibility and 1,500 foot overcast with light snow. The temperature was 1 degree Celsius. The captain measured the snow on the taxiway using the sole of his boot, which was 1/4-inch thick. He said the snow was approximately 1/8-inch deep. The captain also noted there was no frozen moisture on the airplane's surfaces. After the passengers were boarded, both engines were started with a ground power unit (GPU) and all indications were normal. The first officer obtained the current weather conditions from the control tower, which was reported as 5,000 feet runway visual range (RVR), light snow, temperature 1 degree Celsius, and a dewpoint of -1 degree Celsius.

The captain requested to depart on runway 08L even with a 15 knot left crosswind because the runway was longer and had a lower gradient near the end of the runway. The captain said that as they approached the hold-short line for runway 08L, he noted there was no snow on the wings. The control tower reported they had no current runway condition reports since there were no recent landings or departures. The Captain said the snow on the runway seemed to be no heavier than what he observed on the taxiway, and he could see the end-stripes on the runway. After the pre-takeoff checklist items were completed, the airplane was taxied onto the runway centerline. The captain said that as engine power was set to calculated N1 for the takeoff, indication on the engine instruments were within normal limits. The takeoff was "normal" with no master caution lights or annunciator lights illuminated. Prior to the V1 call-out, the airplane ground path began to veer toward the south side of the runway. The captain retarded the power levers to flight idle and applied full left rudder and aileron along with full braking; however, they had no effect on the ground path of the airplane.

As the airplane continued to travel off the runway, the captain saw a bright orange flash from the right side of the airplane and then it disappeared. When they came to a stop, the captain said there was no fire. He secured the power levers; firewall shut off handles, and began evacuation procedures. The first officer turned off all electrical power and everyone evacuated the airplane.

In a written statement, the first officer reported that the pre-flight inspection of the airplane, the takeoff briefing, and the loading of bags and passengers was conducted inside the hanger for customer convenience. The captain indicated during the takeoff briefing that he had completed a data card for a contaminated runway surface, if required.

After the airplane was pulled from the hangar, tower advised the first officer (pilot not flying) that the automatic terminal information service (ATIS) was not available and the latest weather conditions and taxi clearance would have to come direct from the control tower. The first officer obtained this information and they were cleared to taxi to runway 08L. Prior to takeoff, all pre-takeoff checks were performed and they were cleared for takeoff. The first officer said that they lined up on the centerline of the runway and the captain advanced the power levers, while he monitored the instruments. Engine power (N1) was verified at approximately 97.5, and he called out 80 knots. The first officer said everything was normal and the airplane continued to accelerate down the runway. When the airplane was just about to reach V1 speed (131 knots), the first officer said the airplane moved ???hard right.??? He said that when he looked up the airplane was already to the runway edge lights. He placed his foot on the left rudder, and found that it was already pressed down. In a fraction of a second the airplane was sliding in the dirt and the elevated taxiways launched the airplane in the air twice. The first officer said that it was between those two ???excursions??? that he saw a bright orange glow on the right side of the airplane, but he could not tell if it was from the right wing or the engine.

The first officer said that the captain had the engines shut down before the airplane came to a complete stop. It was then that the first officer turned off all electrical power. He and the captain checked for fire, and before they could undo their seatbelts a passenger was already working on opening the door. The passengers stated that they were alright and exited the airplane.

The first officer said, ???Departure from the runway occurred very quickly and with little yaw. Engine power was verified shortly before the occurrence. Annunciator panel was clear.???

At 1853, weather was reported as wind from 160 degrees at 15 knots, visibility 3/4-mile, snow, ceiling overcast 300 feet, and a barometric pressure setting of 29.93 inches Hg.

At 1953, the weather was reported as wind from 360 degrees at 24 knots gusting to 32 knots, visibility 1/2-mile, snow, fog, temperature 0 degrees Celsius, dewpoint -1 degree Celsius, and barometric pressure setting 29.95 inches Hg.

The airplane was equipped with two digital engine electronic controls (DEECs) and a cockpit voice recorder (CVR). Those items were removed from the airplane for download. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120208X05132&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120131X20200&key=1

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N2677A report (PDF)
PIPER PA-22-135 | Sheridan, AR 34.323889 -92.350000 skyvector | 2012-1-31

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On January 31, 2012, about 1120 central daylight time, a Piper Aircraft, Inc., PA-22-135, N2677A, impacted terrain and obstructions during takeoff at Sheridan Municipal Airport (9M8), Sheridan, Arkansas. The airplane was registered to and operated by an individual as a personal flight under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed. The private pilot was seriously injured and the passenger suffered minor injuries. The airplane was substantially damaged. At the time of the accident the flight was originating from 9M8 for a local flight.

The non-pilot rated passenger reported that almost immediately after lift-off the airplane started ???pulling hard to the left??? and the pilot seemed to be attempting to get the nose back down. The airplane then hit the ground first on the right wing, then on the nose, and then on the left wing. The wreckage came to rest in a tree line on the left side of the runway. Emergency first responders reported a fuel spill, but there was no postimpact fire. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120131X20200&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120131X75454&key=1

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N272CB report (PDF)
ISRAEL AEROSPACE INDUSTRIESLTD GULFSTREAM G150 | Baltimore, MD 39.175278 -76.668334 skyvector | 2012-1-30

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On January 30, 2012, at 1844 eastern standard time, an Israel Aerospace Industries Gulfstream G150, N272CB, operated by Chattem Inc., sustained minor damage during a landing overrun at Baltimore Washington International Airport (BWI), Baltimore, Maryland. The two certificated airline transport pilots were not injured. The corporate repositioning flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed from Pocono Mountains Municipal Airport (MPO) Mount Pocono, Pennsylvania, at 1808.

The pilot-in-command (PIC) stated that they obtained the current BWI automated terminal information system report, which stated that visual approaches were being conducted to runways 33L and 33R. The flightcrew reported the airport in sight to Baltimore Approach and were cleared for a visual approach to runway 33R. While established on the approach, the PIC viewed the precision approach path indicator and listened to the enhanced ground proximity warning system (EGPWS) report altitudes. He adjusted engine power to remain on glideslope and recalled that the airspeed was landing reference speed (Vref 129 knots) plus 5 or 6 knots. The PIC continued with engine power and attitude adjustments. He then proceeded with a routine landing on the main landing gear. As the PIC lowered the nosegear he raised the thrust reverser handles; however, there was no feeling of deceleration or sound of engine power change. While maintaining directional control and braking with rudder pedals, the PIC reached again with both hands to initiate thrust reverser controls, but the thrust reversers did not respond. He stated to the copilot that the thrust reversers did not deploy and continued with heavy braking as the airplane traveled off the end of the runway.

A Federal Aviation Administration inspector responded to the site and observed the airplane resting in mud, approximately 200 feet beyond the departure end of the 5,000-foot runway. He measured 226 feet of pulsing skid marks at the end of the runway. The damage to the airplane was limited to two of the four nosegear doors and the nosegear had separated about 6 inches above the strut.

A cockpit voice recorder, EGPWS, anti-skid computer, maintenance data card, and two digital electronic engine control system units were retained by the NTSB and forwarded to the NTSB Vehicle Recorders Laboratory, Washington, D.C., for data download.

The reported wind at BWI, at 1850, was from 140 degrees at 4 knots. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120131X75454&key=1 Smartess NTSB Aviation Accidents http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120130X33824&key=1

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N746R report (PDF)
PIPER PA-28R-200 | San Diego, CA 32.826111 -116.972223 skyvector | 2012-1-30

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On January 30, 2012, about 0830 Pacific standard time, the pilot of Piper PA-28R-200, N746R, was struck by the airplane???s propeller during engine start at Gillespie Field Airport, San Diego, California. He was fatally injured, and his passenger was not injured. There was no damage to the airplane. The private pilot/owner was operating the flight under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the planned personal cross-country flight, which was originating at the time of the accident.

The pilot was preparing for a flight to Bermuda Dunes, California. The passenger stated that they were seated in the airplane when the pilot made three unsuccessful attempts to start the engine. He told the passenger ???get out, I need to jump it.??? The passenger got out of the airplane and was walking away when he heard a noise. When he looked back towards the front of the airplane, he saw the pilot lying on the ground below the propeller. The airplane???s engine was not running. http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20120130X33824&key=1 Smartess NTSB Aviation Accidents