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Clark
Jun 28, 2009, 10:43:32 AM6/28/09
to Ft Worth Aviation Safety Program
This is sad
NTSB Identification: ERA09FA343
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 13, 2009 in Gilford, NH
Aircraft: CESSNA 177 RG, registration: N52670
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain
errors. Any errors in this report will be corrected when the final
report has been completed.
On June 13, 2009, about 1614 eastern daylight time, a Cessna 177RG,
N52670, was substantially damaged during a forced landing in a hotel
parking lot in Gilford, New Hampshire, shortly after takeoff. Visual
meteorological conditions prevailed, and no flight plan was filed for
the personal flight which departed Laconia Municipal Airport (LCI),
Laconia, New Hampshire about 1612 with an intended destination of
Portland International Jetport (PWM), Portland, Maine with two
intermediate stops at Eastern Slopes Regional Airport (IZG), Fryeburg,
Maine, and Wiscasset Airport (IWI), Wiscasset, Maine. The certificated
airline transport pilot was fatally injured. The personal flight was
conducted under 14 Code of Federal Regulations Part 91.
The flight had arrived at LCI on May 31, 2009 to undergo an annual
inspection which was accomplished as part of a pre-purchase inspection
of the airplane. The previous owner flew the airplane to the
maintenance facility and the new owner, which was the accident pilot,
was to pick up the airplane upon the completion of the inspection. The
annual inspection was accomplished utilizing the Cessna Annual or 100
Hour Aircraft Inspection Report which consisted of a power plant
inspection, propeller inspection, as well as an overall aircraft and
flight controls inspections. The accident pilot had also requested
that the windshield be replaced. All of the inspections and
discrepancies were complied with and the airplane's airframe,
propeller, and engine logbook were signed off to be in an airworthy
condition by the Airframe and Powerplant (A&P) mechanic with an
Inspection Authorization (IA).
The fixed base operator lineman, at the airport, that had pulled the
airplane out of the hangar witnessed the pilot attempt to start the
airplane several times over a period of approximately 5 minutes. He
also reported that the engine "backfired or popped" twice, however the
engine started and the pilot began his taxi out. The lineman returned
to his work and did not observe the airplane taxi out to the runway.
Numerous eyewitnesses that observed the accident reported that there
was "no engine noise." The airplane struck an approximate 55 foot tall
tree with the left wing and the left horizontal stabilizer, shearing
off the stabilizer which was located on the lower branches of the
tree. The airplane was then observed banking to the right and then
rolling wings level, just prior to impacting the second tree near
ground level. Several of the witnesses reported seeing "large
quantities of fuel" coming out of the wings and seeing smoke from the
engine area.
An on scene investigation by the Safety Board revealed that from the
first tree strike to the accident airplane was 121 feet and was
oriented on a 289 degree heading. The cockpit section of the airplane
aft of the firewall to the rudder was oriented on a 332 degree heading
and the engine was found rotated approximately 80 degrees to the right
of the longitudinal center line of the airplane. Both wings exhibited
leading edge crushing. The right wing had impact damage similar in
dimensions to the last tree the airplane struck, the right wing flap
was found fully extended but moved freely on the tracks. The tail
section was bent up just aft of the baggage compartment and the bottom
of the rudder was resting on the hood of a parked car. The left wing
was bent downward starting at the inboard portion of the aileron and
extending outward with the wing tip resting on the pavement of the
parking lot. The left wing flap was found in the fully retracted
position. Flight control continuity was verified to all flight control
surfaces from the cockpit as well as to the fracture point on the left
horizontal stabilizer. The main landing gear was found in the up and
locked position and the nose landing gear was in the unlocked down
position. All of the engine mounts had been fractured and the engine
was attached to the firewall by components of the engine. There was no
rotational scoring on the propeller blades or the spinner. The forward
door post of the right side passenger door was crushed aft. During the
examination of the cockpit area the throttle, mixture, and propeller
controls were found in the full forward position. The flap selector
was found with a 10 degree flap setting and the flap indicator
indicated 20 degrees of flaps, however the flap drive mechanism was
found with an indication of 4 inches which correlates to a flap
retracted setting. During the examination of the engine approximately
2 ounces of oil was extracted from the engine oil system. The oil
filter was attached to the rear of the engine case and had an install
date of June 1, 2009 written on it. The engine had a fracture that
went around the entire longitudinal axis of the engine; however there
was no evidence of oil in the vicinity of the fracture.
The pilot, age 50, held an Airline Transport Pilot (ATP) certificate,
with a rating for airplane multi-engine land and a commercial pilot
certificate with a rating for airplane single-engine land. His most
recent FAA first-class medical certificate was issued on December 5,
2008. At that time, the pilot reported a total flight time of 6,820
hours.
The airplane was manufactured in 1977 and was equipped with a Lycoming
IO-360-A1B6D engine. The most recent annual inspection was
accomplished on June 12, 2009 with 4,637.8 hours total time in service
on the airframe. The engine was factory overhauled and installed in
the accident airplane in May, 2002 and at the last annual inspection
had a total time in service of 237.8 hours. The recorded hours at the
time of the accident was 4,638.0 total hours on the airframe.
The recorded weather observation at LGI, at 1615, included wind from
310 degrees at 4 knots; visibility 10 miles, a few clouds at 10,000
feet above ground level, temperature 25 degrees C, dew point 9 degrees
C; altimeter 29.89 inches of mercury.
NTSB Identification: ERA09FA343
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 13, 2009 in Gilford, NH
Aircraft: CESSNA 177 RG, registration: N52670
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain
errors. Any errors in this report will be corrected when the final
report has been completed.
On June 13, 2009, about 1614 eastern daylight time, a Cessna 177RG,
N52670, was substantially damaged during a forced landing in a hotel
parking lot in Gilford, New Hampshire, shortly after takeoff. Visual
meteorological conditions prevailed, and no flight plan was filed for
the personal flight which departed Laconia Municipal Airport (LCI),
Laconia, New Hampshire about 1612 with an intended destination of
Portland International Jetport (PWM), Portland, Maine with two
intermediate stops at Eastern Slopes Regional Airport (IZG), Fryeburg,
Maine, and Wiscasset Airport (IWI), Wiscasset, Maine. The certificated
airline transport pilot was fatally injured. The personal flight was
conducted under 14 Code of Federal Regulations Part 91.
The flight had arrived at LCI on May 31, 2009 to undergo an annual
inspection which was accomplished as part of a pre-purchase inspection
of the airplane. The previous owner flew the airplane to the
maintenance facility and the new owner, which was the accident pilot,
was to pick up the airplane upon the completion of the inspection. The
annual inspection was accomplished utilizing the Cessna Annual or 100
Hour Aircraft Inspection Report which consisted of a power plant
inspection, propeller inspection, as well as an overall aircraft and
flight controls inspections. The accident pilot had also requested
that the windshield be replaced. All of the inspections and
discrepancies were complied with and the airplane's airframe,
propeller, and engine logbook were signed off to be in an airworthy
condition by the Airframe and Powerplant (A&P) mechanic with an
Inspection Authorization (IA).
The fixed base operator lineman, at the airport, that had pulled the
airplane out of the hangar witnessed the pilot attempt to start the
airplane several times over a period of approximately 5 minutes. He
also reported that the engine "backfired or popped" twice, however the
engine started and the pilot began his taxi out. The lineman returned
to his work and did not observe the airplane taxi out to the runway.
Numerous eyewitnesses that observed the accident reported that there
was "no engine noise." The airplane struck an approximate 55 foot tall
tree with the left wing and the left horizontal stabilizer, shearing
off the stabilizer which was located on the lower branches of the
tree. The airplane was then observed banking to the right and then
rolling wings level, just prior to impacting the second tree near
ground level. Several of the witnesses reported seeing "large
quantities of fuel" coming out of the wings and seeing smoke from the
engine area.
An on scene investigation by the Safety Board revealed that from the
first tree strike to the accident airplane was 121 feet and was
oriented on a 289 degree heading. The cockpit section of the airplane
aft of the firewall to the rudder was oriented on a 332 degree heading
and the engine was found rotated approximately 80 degrees to the right
of the longitudinal center line of the airplane. Both wings exhibited
leading edge crushing. The right wing had impact damage similar in
dimensions to the last tree the airplane struck, the right wing flap
was found fully extended but moved freely on the tracks. The tail
section was bent up just aft of the baggage compartment and the bottom
of the rudder was resting on the hood of a parked car. The left wing
was bent downward starting at the inboard portion of the aileron and
extending outward with the wing tip resting on the pavement of the
parking lot. The left wing flap was found in the fully retracted
position. Flight control continuity was verified to all flight control
surfaces from the cockpit as well as to the fracture point on the left
horizontal stabilizer. The main landing gear was found in the up and
locked position and the nose landing gear was in the unlocked down
position. All of the engine mounts had been fractured and the engine
was attached to the firewall by components of the engine. There was no
rotational scoring on the propeller blades or the spinner. The forward
door post of the right side passenger door was crushed aft. During the
examination of the cockpit area the throttle, mixture, and propeller
controls were found in the full forward position. The flap selector
was found with a 10 degree flap setting and the flap indicator
indicated 20 degrees of flaps, however the flap drive mechanism was
found with an indication of 4 inches which correlates to a flap
retracted setting. During the examination of the engine approximately
2 ounces of oil was extracted from the engine oil system. The oil
filter was attached to the rear of the engine case and had an install
date of June 1, 2009 written on it. The engine had a fracture that
went around the entire longitudinal axis of the engine; however there
was no evidence of oil in the vicinity of the fracture.
The pilot, age 50, held an Airline Transport Pilot (ATP) certificate,
with a rating for airplane multi-engine land and a commercial pilot
certificate with a rating for airplane single-engine land. His most
recent FAA first-class medical certificate was issued on December 5,
2008. At that time, the pilot reported a total flight time of 6,820
hours.
The airplane was manufactured in 1977 and was equipped with a Lycoming
IO-360-A1B6D engine. The most recent annual inspection was
accomplished on June 12, 2009 with 4,637.8 hours total time in service
on the airframe. The engine was factory overhauled and installed in
the accident airplane in May, 2002 and at the last annual inspection
had a total time in service of 237.8 hours. The recorded hours at the
time of the accident was 4,638.0 total hours on the airframe.
The recorded weather observation at LGI, at 1615, included wind from
310 degrees at 4 knots; visibility 10 miles, a few clouds at 10,000
feet above ground level, temperature 25 degrees C, dew point 9 degrees
C; altimeter 29.89 inches of mercury.
Walker, Dale J
Jun 29, 2009, 10:39:54 AM6/29/09
to ftw...@googlegroups.com, Walker.Mike, Walker.Rodney, premier...@ll.net, Steve Robertson
Not much else you can say on this one. Assumptions made, possible
preflight inspection problems, and a bad result.
Dale Walker
Lead Operations Supervisor
Lockheed Martin Flight Services
Fort Worth, TX Hub
Office: (817) 541-3431
Cell: (940) 765-1100
preflight inspection problems, and a bad result.
Dale Walker
Lead Operations Supervisor
Lockheed Martin Flight Services
Fort Worth, TX Hub
Office: (817) 541-3431
Cell: (940) 765-1100
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