Who was luckier...
0 views
Skip to first unread message
Clark
Dec 6, 2010, 2:09:10 PM12/6/10
to Ft Worth Aviation Safety Program
NTSB Identification: WPR11LA068A
14 CFR Part 91: General Aviation
Accident occurred Wednesday, December 01, 2010 in Madras, OR
Aircraft: TAYLORCRAFT BC-65, registration: N23619
Injuries: 4 Uninjured.
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 December 1, 2010, about 1130 Pacific standard time, the propeller
of a Taylorcraft BC-65, N23619, and the aft portion of the empennage
of a Cessna 185A, N1699Z, came in contact with each other while both
aircraft were on visual flight rules (VFR) final approach to Madras
Airport, Madras, Oregon. The certified flight instructor (CFI) and in
his student in the Taylorcraft, which was not radio equipped, were not
injured, but the airplane, which is owned and operated by Berg Air,
sustained substantial damage. The airline transport pilot and his
passenger in the Cessna were also uninjured, but the Cessna, which was
owned and operated by the passenger, also sustained substantial
damage. The occupants of the Taylorcraft were on a 14 Code of Federal
Regulations Part 91 local instructional flight, and the occupants of
the Cessna were on a 14 Code of Federal Regulations Part 91 personal
pleasure flight. The pilot of the Cessna was on his second circuit of
the VFR pattern, and the occupants of the Taylorcraft were on their
first of a planned multiple circuits of the VFR pattern after
returning from a training flight in the local area. Neither aircraft
was on a flight plan.
According to the occupants of the Taylorcraft, they did not see the
Cessna until they were on short final, whereupon the empennage of the
Cessna suddenly appeared underneath and very close to the left wing of
their airplane. The CFI, who was flying at the time, immediately tried
to bank to the right, but the propeller of the Taylorcraft came in
contact with the Cessna before he could gain separation. After
impacting the Cessna, the Taylorcraft's propeller stopped turning, and
therefore the CFI made a power-off landing on the extended 1,800-foot
paved stop-way of the old military runway.
According to the pilot of the Cessna, neither occupant ever saw the
Taylorcraft, but while on short final they heard a loud bang come from
the aft end of their airplane. Immediately after they heard the bang,
the airplane pitched down and rolled to the right, but the pilot was
able to regain control and continue flying straight ahead. Because the
occupants were unaware that their airplane had come in contact with
another airplane, and because they thought they had either impacted a
large bird or experienced some sort of mechanical failure, they
elected to climb straight ahead and land at their home airport, which
was about 10 minutes away. It was not until after landing at their
home airport and inspecting the airplane that the occupants of the
Cessna realized there had been a mid-air collision.
At the time of the accident, there were scattered clouds about 3,000
feet above ground level (AGL) and a visibility of more than 10 miles.
14 CFR Part 91: General Aviation
Accident occurred Wednesday, December 01, 2010 in Madras, OR
Aircraft: TAYLORCRAFT BC-65, registration: N23619
Injuries: 4 Uninjured.
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 December 1, 2010, about 1130 Pacific standard time, the propeller
of a Taylorcraft BC-65, N23619, and the aft portion of the empennage
of a Cessna 185A, N1699Z, came in contact with each other while both
aircraft were on visual flight rules (VFR) final approach to Madras
Airport, Madras, Oregon. The certified flight instructor (CFI) and in
his student in the Taylorcraft, which was not radio equipped, were not
injured, but the airplane, which is owned and operated by Berg Air,
sustained substantial damage. The airline transport pilot and his
passenger in the Cessna were also uninjured, but the Cessna, which was
owned and operated by the passenger, also sustained substantial
damage. The occupants of the Taylorcraft were on a 14 Code of Federal
Regulations Part 91 local instructional flight, and the occupants of
the Cessna were on a 14 Code of Federal Regulations Part 91 personal
pleasure flight. The pilot of the Cessna was on his second circuit of
the VFR pattern, and the occupants of the Taylorcraft were on their
first of a planned multiple circuits of the VFR pattern after
returning from a training flight in the local area. Neither aircraft
was on a flight plan.
According to the occupants of the Taylorcraft, they did not see the
Cessna until they were on short final, whereupon the empennage of the
Cessna suddenly appeared underneath and very close to the left wing of
their airplane. The CFI, who was flying at the time, immediately tried
to bank to the right, but the propeller of the Taylorcraft came in
contact with the Cessna before he could gain separation. After
impacting the Cessna, the Taylorcraft's propeller stopped turning, and
therefore the CFI made a power-off landing on the extended 1,800-foot
paved stop-way of the old military runway.
According to the pilot of the Cessna, neither occupant ever saw the
Taylorcraft, but while on short final they heard a loud bang come from
the aft end of their airplane. Immediately after they heard the bang,
the airplane pitched down and rolled to the right, but the pilot was
able to regain control and continue flying straight ahead. Because the
occupants were unaware that their airplane had come in contact with
another airplane, and because they thought they had either impacted a
large bird or experienced some sort of mechanical failure, they
elected to climb straight ahead and land at their home airport, which
was about 10 minutes away. It was not until after landing at their
home airport and inspecting the airplane that the occupants of the
Cessna realized there had been a mid-air collision.
At the time of the accident, there were scattered clouds about 3,000
feet above ground level (AGL) and a visibility of more than 10 miles.
Michelle Lenox
Dec 6, 2010, 2:59:37 PM12/6/10
to ftw...@googlegroups.com
How common is it for an aircraft of that size to not be equipped with
a radio?
a radio?
________________
Michelle Lenox
> --
> You received this message because you are subscribed to the Google
> Groups "Ft Worth Aviation Safety Program" group.
> To post to this group, send email to ftw...@googlegroups.com.
> To unsubscribe from this group, send email to ftwasp+un...@googlegroups.com
> .
> For more options, visit this group at http://groups.google.com/group/ftwasp?hl=en
> .
>
James McElvain
Dec 6, 2010, 3:07:33 PM12/6/10
to ftw...@googlegroups.com
Michelle,
The BC-12D has no electrical system, and few have a radio other than hand held. There's really no excuse for not having a hand held.
Jim
From: Michelle Lenox <michelle...@satechnologies.com>
To: "ftw...@googlegroups.com" <ftw...@googlegroups.com>
Sent: Mon, December 6, 2010 1:59:37 PM
Subject: Re: {ftwasp} Who was luckier...
> --You received this message because you are subscribed to the Google Groups "Ft Worth Aviation Safety Program" group.
> To unsubscribe from this group, send email to ftwasp+unsub...@googlegroups.com.
--You received this message because you are subscribed to the Google Groups "Ft Worth Aviation Safety
Program" group.
To unsubscribe from this group, send email to ftwasp+unsub...@googlegroups.com.
![Dismukes, Robert K. (ARC-TH)[Ames Associates]'s profile photo](http://lh3.googleusercontent.com/a-/ALV-UjUE44uQN40X7PLuNYGmb4zBUTuGdcPv-3SmcF31aC-2Ml7r0A=s40-c)
Dismukes, Robert K. (ARC-TH)[Ames Associates]
Dec 6, 2010, 5:29:48 PM12/6/10
to ftw...@googlegroups.com
Ok, how does a taylorcraft catch up to a C185 to chew on it?
> --
> You received this message because you are subscribed to the Google Groups "Ft
> Worth Aviation Safety Program" group.
> To post to this group, send email to ftw...@googlegroups.com.
> To unsubscribe from this group, send email to
> ftwasp+un...@googlegroups.com.
> For more options, visit this group at
> http://groups.google.com/group/ftwasp?hl=en.
>
For info on our research see:
http://human-factors.arc.nasa.gov/ihs/flightcognition/
Kent B. Lewis
Dec 6, 2010, 5:48:59 PM12/6/10
to ftw...@googlegroups.com
JATO?
(817) 692-1971
www.signalcharlie.net
On Mon, Dec 6, 2010 at 4:29 PM, Dismukes, Robert K. (ARC-TH)[Ames Associates] <key.di...@nasa.gov> wrote:
--
Kent Lewis--
(817) 692-1971
www.signalcharlie.net
Reply all
Reply to author
Forward
0 new messages