c5 remark 20000101000049I (-23) THE AIRCRAFT DEPARTED CREST AIRPARK (S36) AND WAS ON AN IFR FLIGHT PLAN TO EUGENE, OREGON, (EUG). DURING CRUISE AT ALT. 8000 FT., ABOUT 30 MILES SOUTH OF OLYMPIA, WA, THE RIGHT ENGINE OIL PRESSURE BEGAN TO DECREASE CAUSING THE PROPELLER TO GO TO LOW PITCH. AT ALT. 5000 FT THE PROPELLER WAS MANUALLY FEATHERED AND THEN SEA-ATC DIRECTED THE PILOT TO THE SCAPPOOSE AIRPORT, SCAPPOOSE, OREGON. THE AIRCRAFT UNEVENTFULLY LANDED. THE MECHANIC FOUND THAT THE OIL PRESSURE REGULATOR SPRING, LYCOMING PN 68668, WAS BROKEN. THE SPRING WAS REPLACED AND THEN THE ENGINE OPERATED NORMALLY. THE MECHANIC SUBMITTED AN M OR D, FAA FORM 8010-4, DATED 1/11/00, STATING AS SUCH. DISCUSSION WITH THE AIRCRAFT'S MAINTENANCE PERSONNEL AND THE MAINTENANCE RECORDS DID NOT SHOW ANY RECENT MAINTENANCE TO THE OIL PRESSURE REGULATOR ASSEMBLY. 20000101000179I (-23) PILOT REPORTED SMOKE IN COCKPIT AND ENGINE TROUBLE; AIRCRAFT WAS SEEN TRAILING DARK SMOKE ON TWO MILE FINAL. AIRCRAFT ROLLED TO A STOP ON RUNWAY 11L AT BJC, THE PILOT HOPPED OUT AND BEGAN OPENNING THE COWLING. ARFF RESPONDED BUT DID NOT EXTINGUISH ANY FIRE NOR WAS THE PILOT AND PASSENGER TRANSPORTED. THE AIRCRAFT SHOWED NO APPARENT DAMAGE. INITIAL REPORTS INDICATED THE PILOT WAS IN AND OUT OF CONCIOUSNESS. FURTHER INVESTIGATION DISCLOSED THIS WAS NOT THE CASE. ACCORDING TO THE PILOT THE CAUSE OF PROBLEM WAS A TURBOCHARGER FAILURE. 20000101001159I (-23) ON SATURDAY, JANUARY 1, 2000, AT 1206 LOCAL, ALLEGHENY AIRLINES D/B/A US AIR EXPRESS, DHC-8-102, N841EX, DIVERTED INTO BGM DUE TO A POSSIBLE VIBRATION IN THE PROPELLER. THE AIRCRAFT LANDED ON RUNWAY 28 AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE INSPECTED THE ENGINE, PROPELLER AND ENGINE MOUNTS WITH NO DEFECTWS FOUND. DURING THE ENGINE RUN AFTER INSPECTION, THE VIBRATION WAS STILL PRESENT. AFTER INSPECTING THE REST OF THE AIRCRAFT, THE LEFT OUTBOARD HOPRIZONTAL STAB DEICE BOOT WAS FOUND TO BE PEELING OFF THE TOP OF THE STAB SURFACE. THE BOOT WOULD FLAP IN THE PROP WASH DURING ENGINE RUNS. MAINTENANCE REPLACED THE LEADING EDGE AND BOOT ASSEMBLY AND RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000101003659A (.4)THE PILOT-IN-COMMAND (PIC) STATED HE WAS IN CRUISE FLIGHT A T 1,000 FEET, 200 KNOTS, 5 MILES FROM THE DESTINATION AIRPORT WHEN THE AIRPLANE EXPERIENCED AN IN-FLIGHT COLLISION WITH A BIRD ON THE LEADING EDGE OF THE RIGHT WING. THE PIC NOTIFIED THE CONTROL TOWER AND LANDED WITHOUT FURTHER INCIDENT. 20000101008419A (-23) SEE ATTACHED NARRATIVE NTSB#ATLOOFA019 (.4) THE FOUR PLACE BELLANCA BL-17-30A AIRPLANE, N8821V, WAS OWNED AND OPERATED BY THE PILOT. N8821V WAS POWERED BY A FUEL INJECTED, 300 HORSE POWER CONTINENTAL MOTORS IO-520-K ENGINE. A REVIEW OF THE AIRPLANE MAINTENANCE LOGBOOKS SHOWED THAT THE LAST ANNUAL INSPECTION WAS COMPLETED ON JULY 28, 1999. THE AIRFRAME TACHOMETER WAS NOT RECOVERED AT THE ACCIDENT SITE, HOWEVER, ACCORDING TO THE AIRFRAME MAINTENANCE LOGBOOK THE LAST ENTRY WAS RECORED ON DECEMBER 24, 1999, AT 1916.5 HOURS. HISTORY OF FLIGHT: ON JANUARY 1, 2000, AT 1302 CST, A BELLANCA BL-17-30A, N8821V, COLLIDED WITH TREES AND BURST INTO FLAMES IN A HEAVILY WOODED AREA NEAR MONTEAGLE, TENNESSEE. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED.INSTRUMENT WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED; THE PRIVATE PILOT AND HIS PASSENGERS WERE FATALLY INJURED. ACCORDING TO THE INITIAL REPORT FROM LOCAL LAW ENFORCEMENT AUTHORITIES, THE FLIGHT DEPARTED ASHEVILLE, NORTH CAROLINA, AT AN UNDETERMINED TIME, AND THE EXACT ROUTE OF FLIGHT WAS NOT KNOWN. REPORTEDLY, THE PILOT AND HIS PASSENGER SPENT THE EVENING PRIOR TO THE ACCIDENT AT A LOCAL HOTEL IN ASHEVILLE, NORTH CAROLINA. CIRCUMSTANCES OF THE HISTORY OF FLIGHT ARE ALSO NOT KNOWN. THE FLIGHT DEPARTED ASHEVILLE, NORTH CAROLINA, AT AN UNDETERMINED TIME ON THE MORNING OF THE ACCIDENT. THE INTENDED ROUTE OF FLIGHT WAS NOT DETERMINED, A REVIEW OF THE FEDERAL AVIATION ADMINISTRATION FLIGHT SERVICE SYSTEM FAILED TO DISCLOSE THAT THE PILOT HAD RECEIVED A PRE-FLIGHT WEATHER BRIEFING FOR THE INTENDED FLIGHT. THE FLIGHT WAS FIRST HEARD ONLY SECONDS BEFORE THE AIRPLANE COLLIDED WITH TREES. ACCORDINGTO A WITNESS NEAR THE ACCIDENT SITE, HE HEARD THE AIRPLANE OVERHEAD FOLLOWED BY AHIGH REVVING ENGINE SOUND AND THE SOUND OF THE AIRPLANE COLLIDING WITH THE TREES. ANOTHER WITNESS REPORTED HEARING AN EXPLOSION DURING THE SEQUENCE OF EVENTS. SUBSEQUENT TO THE COLLISION, SMOKE WAS SIGHTED IN THE VICINITY OF THE ACCIDENT SITE. WITHIN MINUTES OF THE COLLISION, EMERGENCY RESPONSE PERSONNEL FROM SURROUNDING COUNTIES WERE ON SITE. ACCORDING TO MONTEAGLE CHIEF OF POLICE, UPON ARRIVING AT THE ACCIDENT SITE, HE NOTICED THAT FOG AND LOW CLOUDS WERE ABOUT 20 FEET ABOVE THE GROUND, AND THE MOUNTAIN TOP WAS OBSCURED.WRECKAGE AND IMPACT INFORMATION: EXAMINATION OF THE ACCIDENT SITE DISCLOSED THAT WRECKAGE DEBRIS WAS SCATTERED OVER AN AREA APPROX. 800 FEET LONG AND 60 FEET WIDE. WRECKAGE DEBRIS WAS ORIENTATED ON A NORTHWESTERLY MAGNETIC HEADING. SEVERAL FRESHLY BROKEN TREES WERE SCATTERED ALONG THE WRECKAGE PATH. FIRE DAMAGE WAS CONFINED TO THE LAST THIRD OF THE WRECKAGE PATH. THE MAIN WRECKAGE, WHICH CONSISTED OF THE COCKPIT AND CENTER SECTION OF THE AIRFRAME, WAS HEAVILY FIRE DAMAGED. FURTHER EXAMINATION OF THE AIRFRAME DISCLOSED THAT THE AIRPLANE RESTED INVERTED AT THE ACCIDENT SITE. SEVERAL PIECES OF THE AIRFRAME INCLUDING ENGINE COWLING WERE TORN FROM THE AIRPLANE AND WERE SCATTERED THROUGHOUT THE LENGTH OF THE WRECKAGE PATH. OTHER WRECKAGE DEBRIS WAS LODGED IN TREES ALONG THE WRECKAGE PATH. THE ENGINE ASSEMBLY WAS LOCATED APPROX. 100' NW OF THE MAIN WRECKAGE. EXAMINATION OF THE ENGINE ASSEMBLY REVEALED THAT MANY EXTERNALLY INSTALLED COMPONENTS WERE TORN FROM THEIR NORMALLY INSTALLED POSTIONS. FURTHER EXAMINATION OF THE ENGINE SHOWED A LARGE HOLE ON THE TOP AND FRONT PORTIONS OF ENGINE CASE HALVES. THE THREE PROPELLER BLADES SEPARATED FROM THE ENGINE ASSEMBLY. ONE PROPERLLER BLADE RESTED 48 FEET NW OF THE MAIN WRECKAGE THE SECOND AND THIRD PROPELLER BLADES REMAINED ATTACHED TO THE HUB ASSEMBLY AND WAS 39 FEET EAST OF THE MAIN WRECKAGE. EXAMINATION OF THE PROPELLER BLADES SHOWED TWISTING AND CHORDWISE SCRAPING ON EACH BLADE. THE EXAMINATION OF THE ENGINE FAILED TO DISCLOSE A SYSTEM MALFUNCTION OR A COMPONENT FAILURE. EXAMINATION OF THE REMAINDER OF THE AIRFRAME ALSO FA 20000102000129I (-23) ON APPROACH TO PITTSBURGH INTL AIRPORT (PIT) ON 01/02/00, AT 2150Z VMC, N844JS, CHAUTAUQUA AIRLINES (CHQA) FLIGHT 4335 DECLARED AN EMERGENCY DUE TO AN ENGINE FLAME OUT. THE AIRCRAFT LANDED AT PIT AIRPORT, RUNWAY 28, WITH NUMBER ONE ENGINE SHUT DOWN, ZERO FUEL IN THE LEFT TANK, AND 600 LBS IN THE RIGHT TANK. A PRELIMINARY INVESTIGATION HAS NOTED THAT THE NUMBER ONE ENGINE FLAME OUT WAS DUE TO FUEL STARVATION. THIS MATTER IS STILL UNDER INVESTIGATION, AND AN AMENDED INCIDENT REPORT AND ANY ACTION TAKEN WILL FOLLOW. 20000102000169I (-23) ON 1/3/2000, DELTA AIRCRAFT N322DL, FLIGHT #2588, A BOEING 737-200, WAS INB0UND TO KANSAS CITY, AND DECLARED AN EMERGENCY. WHEN THEY LOWERED THEIR FLAPS, HYDRAULIC QUANTITY DECREASED TO ZERO AND SYSTEM "A" LOW PRESSURE LIGHT ILLUMINATED. THE AIRCRAFT LANDED WITHOUT INCIDENT. DELTA MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND THAT A HIGH PRESSURE LINE FROM THE LEFT ENGINE DRIVEN PUMP TO THE ENGINE PYLON WAS RUPTURED. THE PART NUMBER OF THE LINE WAS 65-46858-1103. THE LINE WAS REPLACED AND THE AIRCRAFT WAS DISPATCHED WITHOUT FURTHER INCIDENT. THIS INCIDENT, CE2000IAC014, IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. REFERENCE PTRS#: CE2000B0248. 20000102000199I (-23) PILOT FORGOT TO LOWER LANDING GEAR DURING LANDING. 20000102000349I (-23) PIC STATED THAT DURING CLIMBOUT FROM LANDING ZONE, ROTOR BLADE MADE LIGHT CONTACT WITH THE END OF A SMALL TREE BRANCH; MINOR DAMAGE TO TIP CAP RESULTED. 20000102000429A (.19) ON JANUARY 2, 2000, AT 1820 HOURS PACIFIC STANDARD TIME, A CESSNA 172G, N3690L, WAS SUBSTANTIALLY DAMAGED DURING AN EMERGENCY LANDING ON A COUNTY ROAD AT VICTORVILLE, CALIFORNIA, FOLLOWING PARTIAL LOSS OF ENGINE POWER. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, WHICH WAS OPERATED UNDER 14 CFR PART 91 BY RIVERSIDE (CALIFORNIA) AIR SERVICE. THE FLIGHT DEPARTED BULLHEAD CITY, ARIZONA, ABOUT 1515 AND NO FLIGHT PLAN WAS FILED. (.4) THE PILOT REPORTED THAT, 2 HOURS 15 MINUTES AFTER TAKEOFF, THE AIRPLANE'S ELECTRICAL GENERATOR FAILED AND THE AIRPLANE SUBSEQUENTLY EXPERIENCED ELECTRICAL POWER FAILURE. HE SAID THE ENGINE THEN BEGAN TO RUN ROUGH. THE RECENTLY LICENSED PRIVATE PILOT WAS NOT CERTAIN OF HIS POSITION AND HE MADE A PRECAUTIONARY LANDING AT DUSK ON A COUNTY ROAD. AS THE AIRPLANE TOUCHED DOWN, THE LEFT WING STRUCK A STREET SIGN WHICH DEFLECTED THE AIRPLANE ACROSS THE HIGHWAY MEDIAN AND ACROSS THE (OPPOSITE DIRECTION) TRAFFIC LANES. THE ACCIDENT OCCURRED 2 HOURS 45 MINUTES AFTER TAKEOFF. THE AIRWAY DISTANCE FROM THE DEPARTURE AIRPORT TO THE INTENDED DESTINATION WAS 167 NAUTICAL MILES, AND T HE DISTANCE TO THE ACCIDENT LOCATION WAS APPROXIMATELY 142 NAUTICAL MILES. SUBSEQUENT EXAMINATION AND A TEST RUN OF THE ENGINE REVEALED NO REASON FOR THE REPORTED ROUGHNESS. 20000102000699I (-23) RIGHT MAIN WHEEL AND BRAKE BROKE OFF LANDING GEAR UPON LANDING. 20000102000949I (-23) ON SUNDAY, JANUARY 2, 2000, AT 1239 LOCAL, A VANGUARD AIRLINES B-737, N209US, FLIGHT 734 PERFORMED AN AIR TURNBACK DUE TO THE NUMBER ONE OVERHEAT LIGHT ILLUMINATING. THE AIRCRAFT LANDED ON RUNWAY 23 AT BUF AND TAXIED TO THE GATE WITHOUT INCIDENT. CONTRACT MAINTENANCE INSPECTED THE NUMBER ONE ENGINE AND FOUND NO DISCREPANCIES. THE AIRCRAFT HAD PREVIOUSLY DEPARTED AS FLIGHT 938 AT 0824 LOCAL AND RETURNED TO BUF WITH THE SAME PROBLEM. MAINTENANCE FOUND THE 13TH STAGE BLEED AIR DUCT CRACKED. THEY REMOVED AND REPLACED THE DUCT PER MM75-10-00. THE ENGINE WAS RUN WITH NO DEFECTS NOTED AND RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000102001019I (-23) PILOT REPORTED A SUDDEN GUST OF WIND FROM THE LEFT AT 55 KTS OF IAS. THE AIRCRAFT ROLLED RIGHT, RIGHT WINGTIP CONTACTED GROUND, THEN THE NOPSE. NOSE GEAR BENT BACK, PROP BENT, BOTTOM COWL BENT AND RIGHT WING TIP DAMAGED OUTBOARD OF SECOND RIB FROM TIP. 20000102001329I (-23) ON 01/02/00 AT 01.45 N9285W DEPARTING LAS FOR BERMUDA DUNES, CA ON AN IFR FLIGHT PLAN. UPON REACHING CRUISE ALTITUDE OF 14,000 FT THE AIRCRAFT ENGINE BEGAN MAKING RUMBLING SOUNDS, THE PILOT MR. VANN THEN CONTACTED LA CENTER DECLARED AN EMERGENCY AND ASKED FOR THE CLOSEST AIRPORT. MR. VANN THEN PROCEDED TO IFP BULLHEAD CITY, AS DIRECTED. MR. VANN LOST TOTAL ENGINE POWER FOR AT LEAST THE LAST 15 MINUTES OF FLIGHT. MR. VANN OPTED TO LEAVE THE LANDING GEAR RETRACTED TO MAINTAIN AS MUCH LIFT AS POSSIBLE. DURING HIS APPROACH HE STATED HE REMBERED SEEING THE POWER LINES AND BARELY MAKING IT OVER THE AIRPORT PERIMETER FENCE AS THE AIRCRAFT WAS AT STALL SPEEDS. MR. VANN IMPACTED SHORT OF RUNWAY 16 AND SLID APPROX 658 FT. MINOR DAMAGE WAS SUSTAINED. NO INJURIES ON 20000102004019I PILOT'S STATMENT: ON THE EVENING OF JAN. 2, 2000, AT ABOUT 1900, I MADE AN ILS APPROACH TO 9R AT TMB. I WAS RETURNING FROM PAHOKEE WHERE I HAD LANDED AFTER SOME PRACTICE APPROACHES AT DADE-COLLIER (TNT). I FAILED TO LOWER THE GEAR BEFORE THE OUTER MARKER. WHEN THE GEAR HORN WENT OFF, I FLOWERED THE GEAR INSTEAD OF EXECUTING A GO AROUND. THE GEAR PARTIALLY EXTENDED, AND COLLAPSED DURING THE ROLL-OUT. 20000102008309A (-23) NO FACTS ARE AVAILABLE AT THIS TIME. THE ENGINE IS AT PRATT & WHITNEY FOR INSPECTION AND TEST. 20000102009719A (-23) AIRCRAFT DEPARTED MONTROSE, CO, ON A FLIGHT TO EL PASO, TEXAS. THE NON-INSTRUMENT RATED PRIVATE PILOT WAS FATALLY INJURED FOLLOWING IMPACT WITH TERRAIN WHILE MANEUVERING NEAR TELLURIDE, COLORADO. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY FLIGHT APPROXIMATELY 30 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED. THE AIRCRAFT STRUCK THE TREES WITH APPROXIMATELY 20 DEGREES NOSE DOWN AND LEFT WING DOWN APPROXIMATELY 15 DEGREES. 20000102010269A (-23) ENGINE LOST POWER DURING CLIMB OUT, THE PILOT TRIED TO RETURN TO THE FIELD. THE AIRCRAFT WAS HEAVILY DAMAGED DURING AN OFF FIELD LANDING. A BREAK IN THE ENGINE CASE AT THE LEFT REAR CORNER NEXT TO THE #2 CYLINDER SHOWS AN INTERNAL FAILURE OF COMPONENTS WITHIN THE ENGINE. THE ENGINE HAS BEEN SHIPPED TO MOBILE ALABAMA FOR A DETAILED INSPECTION. 20000102011429A (-23) ON 1/2/2000, THE STUDENT DEPARTED MCE RW 30, CLIMBED TO 1500 MSL AND AT 80 IAS AND 2200 RPM, MADE A LEFT TURN AND DEPARTED IN A SOUTHEASTERLY DIRECTION. AT CRUISE FOR APPROX. 15 MINUTES, THE PILOT NOTICED THE AIRSPEED WAS STILL AT 80 IAS AND THE ENGINE 1800 RPM. THE PILOT APPLIED FULL THROTTLE BUT THE RPM DID NOT INCREASE. CARBURETOR HEAT WAS APPLIED TWICE AT SHORT INTERVALS AND RETURNED TO THE COLD POSITION WITHOUT ANY RESPONSE IN RPM. THE PILOT COULD NOT MAINTAIN LEVEL FLIGHT AND HAD LOST APPROX. 200 FT. AND THE AIRSPEED WAS DECAYING TO AROUND 60 IAS. THE A/C SLOWLY IMPACT A SOFT DIRT PLOWED FIELD ON THE NOSE GEAR, SHEARING OFF THE FORK AND WHELL FROM THE STRUT AND OVERTURNED. (.4)ON JANUARY 2, 2000, AT 1415 HOURS PACIFIC STANDARD TIME, A CESSNA 172A, N7249T, EXPERIENCED A PARTIAL LOSS OF ENGINE POWER AND CAME TO REST INVERTED AFTER MAKING AN EMERGENCY LANDING IN AN OPEN DIRT FIELD NEAR DOS PALOS, CALIFORNIA. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE INSTRUCTIONAL FLIGHT TH AT HAD DEPARTED THE MERCED, CALIFORNIA, AIRPORT AT 1400. NO FLIGHT PLAN WAS FILED. IN AN INTERVIEW WITH A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE STUDENT PILOT REPORTED THAT SHE HAD REFUELED THE AIRPLANE SEVERAL WEEKS PRIOR TO THE ACCIDENT FLIGHT. THE AIRPLANE WAS REFUELED WITH APPROXIMATELY 30 GALLONS, AND SHE HAD NOT FLOWN IT SINCE IT HAD BEEN REFUELED. THE PILOT STATED THAT DURING THE PREFLIGHT SHE VERIFIED THAT SHE HAD "IN EXCESS OF 15 GALLONS" OF FUEL IN EACH WING BY UTILIZING A GRADUATED FUEL GAGE. SHE THEN CHECKED FOR FUEL CONTAMINATION BY TAKING A SAMPLE FROM THE PORT OF EACH WING WITH NO DISCREPANCIES NOTED. SHE REPORTED THAT THERE WERE NO PROBLEMS ENCOUNTERED DURING THE RUN-UP TO THE DEPARTURE FOR MERCED. WHILE ENROUTE TO THE PRACTICE AREA, SHE PERFORMED SEVERAL PRACTICE TURNS. ABOUT 30 MINUTES INTO THE FLIGHT, SHE NOTED A LOSS OF ALTITUDE AND ADDED THROTTLE TO REGAIN ALTITUDE, BUT DID NOT RECEIVE A CORRESPONDING POWER INDICATION. SHE NOTED THE FUEL SELECTOR WAS IN THE BOTH POSITION AND ATTEMPTED TO TROUBLESHOOT THE PROBLEM BY SWITCHING TO THE LEFT AND THEN RIGHT FUEL TANK POSITIONS, AND APPLYING CARBURETOR HEAT. SHE STATED THAT THERE WAS NO CHANGE AN D THE RPM'S CONTINUED TO DROP. THE ENGINE INSTRUMENTS WERE CROSSCHECKED AND SHE REAPPLIED CARBURETOR HEAT WITH NO CHANGE. THE PILOT REPORTED THAT THE ENGINE WAS NOT RUNNING ROUGH OR SPUTTERING, IT WAS JUST NOT PRODUCING ENGOUGH POWER TO SUSTAIN FLIGHT. DURING THE LANDING ROLLOUT, THE NOSE GEAR DUG INTO THE PLOWED DIRT FIELD, COLLAPSED, AND THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. THE STUDENT PILOT INDICATED THAT SHE HAD PURCHASED THE ARIPLANE IN JUNE 1999, WITHOUT THE LOGBOOKS. THE AIRFRAME AND POWERPLANT (A&P) MECHANIC WHO PERFORMED THE ANNUAL INSPECTION OF THE AIRPLANE SENT A LETTER TO THE FORMER OWNER REQUESTING THE LOGBOOKS. THE FORMER OWNER RESPONDED BY INDICATING THAT THE LOGBOOKS HAD BEEN ACCIDENTALLY BURNED WITH THE TRASH. IN THE LAST ENTRY FOR THE ANNUAL PERFORMED ON JUNE 6, 1999, THE A&P MECHANIC INDICATES THAT THE CARBURTOR WAS REPLACED TO COMPLY WITH AIRWORTHINESS DIRECTIVES 72-06-05, 93-19-04, AND 98-01-06. AN ENGINE INSPECTION WAS CONDUCTED AT PLAIN PARTS IN PLEASANT GROVE, CALIFORNIA, ON FEBRUARY 9, 2000. IT WAS NOTED THAT THE RETAINING NUT THAT HOLDS IN PLACE THE SERRATED THROTTLE LEVER TO THE SERRATED STOP OF THE THROTTLE SHAFT OF THE CARBURETOR DID NOT HAVE A COTTER PIN. THE RETAINING NUT WAS FOUND LOOSE ON THE SHAFT, ALLOWING THE SERRATED PORTION OF THE THROTTLE LEVER TO NOT ENGAGE PROPERLY WITH THE SERRATED STOP OF THE THROTTLE SHAFT. 20000102020319I (-23)MAKING FLIGHT CHECKING NEWLY CHANGED PROPELLER. DID NOT RETRACT GEAR, CIRCLED FOR LANDING. ^PRIVACY DATA OMITTED^ FURTHER INSPECTION ON GOING. 20000102022139I (-23)^PRIVACY DATA OMI^ AND HIS BROTHER, ^PRIVACY DATA OMITT^, ARE ALLEGED TO HAVE DISRUPTED A FLIGHT AND INTERFERED WITH CREW MEMBERS IN THE PERFORMANCE OF THEIR DUTIES BY THEIR IMPROPER AND ALARMING UTTERANCES CONCERNING THE FLIGHT'S SAFETY. AS A RESULT OF THEIR CONDUCT, THE CAPTAIN HAD THEM REMOVED FROM THE FLIGHT. 20000102026219I (-23)AIRCRAFT WAS IN-FLIGHT FROM MIA TO DCA, IT DIVERTED TO RUD BECAUSE STRONG BURNING SMELL IN COCKPIT. MAINTENANCE AT RDU PERFORMED EXTENSIVE TROUBLESHOOTING COULD NOT FIND THE PROBLEM. ACFT WAS FERRIED TO MIA, TO FURTHER INVESTIGATE. ON FERRY FLIGHT FOUND "OBSERVERS AUDIO SELECT PANEL" OF HAVING THE BURNING SMELL. CREW PLACARDED COMPONENT, UPON LANDING IN MIA MAINTENANCE CHANGED AUDIO SELECT PANEL. 20000102039549I (-23)AS THE PILOT APPLIED BRAKES DURING A TAXI BRAKE BURN IN MAINTENANCE CHECK WITH THE ANTI-SKID SYSTEM OFF, THE LEFT MAIN WHEEL BRAKE LOCKED, CAUSING THE AIRCRAFT TO TURN UNCONTROLLABLY TO THE LEFT. THE AIRCRAFT ROLLED OFF THE TAXIWAY BEFORE THE PILOT REGAINED CONTROL OF THE AIRCRAFT. AS A RESULT, THE LEFT WING TIP STRUCK A TAXIWAY SIGN CAUSING MINOR DAMAGE TO THE WING TIP CAP ASSEMBLY. AN INSPECTION OF THE BRAKE SYSTEM REVEALED NO ABNORMALTIES TO THE BRAKE ASSEMBLY COMPONENTS OR INSTALLATION. A SYSTEMS FUNCTION CHECK WAS PERFORMED, WHICH RESULTED IN NORMAL OPERATIONS OF THE BRAKES WITH THE ANTI-SKID ON AND OFF. THE LEFT WHEEL BRAKE ASSEMBLY WAS REPLACED AT THE REQUEST OF THE OPERATOR. 20000103000309A (.19) ON JANUARY 3, 2000, AT 1225 CENTRAL STANDARD TIME, A CESSNA A185F AIRPLANE, N999SW, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AFTER DEPARTING FROM THE CLOVER FIELD AIRPORT NEAR HOUSTON, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE OWNER OF THE AIRPLANE, AND HIS THREE PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT DEPARTED THE CLOVER FIELD AIRPORT AT 1215, AND WAS DESTINED FOR THE GREGG COUNTY AIRPORT NEAR LONGVIEW, TEXAS. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT STATED THAT HE DEPARTED TO THE NORTH FROM RUNWAY 32 AND WAS CLIMBING IN INSTRUMENT METEOROLOGICAL CONDITIONS THROUGH 3,500 FEET, WHEN HE HEARD A SEQUENCE OF "LOUD BANGS." THE PILOT STATED THAT HE LOOKED AT THE DIGITAL ENGINE MONITOR AND NOTED THAT THE CYLINDER HEAD TEMPERATURE FOR THE #3 CYLINDER WAS INDICATING AN "EXCESSIVELY HIGH TEMPERATURE." THE PILOT ALSO NOTED THAT THE OIL PRESSURE AND OIL TEMPERATURE GAUGES WERE INDICATING "LOWER THAN NORMAL." HE ADDED THAT THE AIRPLANE WAS "VIBRATING VIOLENTLY" AND THEREFORE, ELECTED TO PULL THE THROTTLE TO IDLE AND INITIATE A DESCENT. THE PILOT DECLARED AN EMERGENCY TO AIR TRAFFIC CONTROL (ATC) AND THEY CLEARED HIM DIRECT TO THE CLOVER FIELD AIRPORT. THE PILOT STATED THAT THE AIRPLANE BROKE OUT OF THE CLOUDS AT 1,500 FEET, AND HE REPORTED TO ATC THAT HE HAD THE AIRPORT IN SIGHT. THE PILOT DETERMINED THAT HE WOULD NOT BE ABLE TO FLY THE AIRPLANE TO RUNWAY 32 WITH THE AVIALABLE POWER, AND ELECTED TO LAND ON RUNWAY 22 (A 2,400-FOOT LONG GRASS RUNWAY) INSTEAD. ON FINAL APPROACH, THE PILOT FULLY EXTENDED THE FLAPS WHILE MAINTAINING A 90 KNOT GLIDE SPEED. HE ADDED THAT THE AIRPLANE LANDED HALF WAY DOWN THE LENGTH OF THE RUNWAY AT ABOUT 70 KNOTS. THE PILOT APPLIED HEAVY BRAKE PRESSURE IN AN ATTEMPT TO STOP THE AIRPLANE BEFORE IT CONTACTED A DITCH LOCATED AT THE END OF THE RUNWAY. WHEN THE AIRPLANE SLOWED TO ABOUT 40 KNOTS, IT NOSED OVER COMING TO REST INVERTED. THE FAA INSPECTOR, WHO VISITED THE ACCIDENT SITE, STATED THAT THE WINGS, VERTICAL STABILIZER, AND FIREWALL WERE STRUCTURALLY DAMAGED. THE ENGINE WAS SEPARATED FROM THE ENGINE MOUNTS AND THE #3 CYLINDER HEAD WAS FOUND SEPARATED FROM THE BARREL. (-23) ENGINE CRACKED CYL. AS A/C CLIMBED THRU 3500 FT, PILOT TURNED BACK TO AIRPORT, PILOT HAD VISUAL CONTACT AT 1500 FT. PILOT HAD REDUCED POWER TO IDLE DUE TO ROUGH ENGINE. PILOT ELECTED TO LAND CROSSWIND TO EXPIDITE LANDING. A/C TOUCHED DOWN IN LAST 3RD OF RUNWAY. PILOT TRIED TO STOP, A/C FLIPPED OVER ON ITS BACK. (-23)ENGINE CRACKED CYL. AS A/C CLIMBED THRU 3500 FT, PILOT TURNED BACK TO AIRPORT, PILOT HAD VISUAL CONTACT AT 1500FT. PILOT HAD REDUCED POWER TO IDLE DUE TO ROUGHT ENGINE. PILOT ELECTED TO LAND CROSSWIND TO EXPIDITE LANDING. A/C TOUCHED DOWN IN LAST 3RD OF RUNWAY. PILOT TRIED TO STOP, A/C FLIPPED OVER ON ITS BACK. (.4)ON JANUARY 3, 2000, AT 1225 CENTRAL STANDARD TIME, A CESSNA A185F SINGLE-ENGINE AIRPLANE, N999SW, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AFTER DEPARTING FROM THE CLOVER FIELD AIRPORT NEAR HOUSTON, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE OWNER OF THE AIRPLANE, AND HIS THREE PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FO R THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT DEPARTED THE CLOVER FIELD AIRPORT AT 1215, AND WAS DESTINED FOR THE GREGG COUNTY AIRPORT NEAR LONGVIEW, TEXAS. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT STATED THAT HE DEPARTED TO THE NORTH FROM RUNWAY 32L, AND WAS CLIMBING THROUGH 3,200 FEET WHILE IN INSTRUMENT METEORO 20000103006489A (-23) TO DETERMINE THE CAUSE OF THE POWER LOSS, THE HELICOPTER IS BEING RETURNED TO THE ROBINSON FACTORY TO HAVE THE ENGINE RUN ON THEIR DYAMOMETER. 20000103011549A (-23) PILOT IN COMMAND REPORTED FUEL EXHAUSTION. AIRCRAFT CRASHED DOWN IN AN NATIONAL FOREST. NO FIRE. (-4) ON JANUARY 3, 2000, AT 2130 EASTERN STANDARD TIME, A PIPER PA-24-180, N5703P COLLIDED WITH TREES IN A HEAVILY WOODED AREA WHILE MANEUVERING FOR AN EMERGENCY LANDING IN CORDSVILLE, SOUTH CAROLINA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE AIR TRANSPORT PILOT AND HIS FRONT SEAT PASSENGER RECEIVED FATAL INJURIES; THE REAR-SEATED PASSENGER RECEIVED SERIOUS INJURIES. THE FLIGHT DEPARTED THE PRINCETON/ROCKY HILL AIRPORT IN PRINCETON, NEW JERSEY, AT 1615. ACCORDING TO THE FIXED BASE OPERATOR (FBO) AT PRINCETON/ROCKY HILL AIRPORT, THE AIRPLANE WAS TOPPED-OFF WITH AVIATION FUEL BEFORE THE FLIGHT DEPARTED. THE FBO ALSO REPORTED THAT THE PILOT HAD STATED THAT HIS DESTINATION WAS KEY WEST, FLORIDA, AND THE PILOT PLANNED AN ENROUTE STOP IN SAVANNAH, GEORGI A. APPROX. FIVE HOURS AND FIFTEEN MINUTES INOT THE FLIGHT, THE PILOT RADIOED CHARLESTON, GEORGIA. APPROX. FIVE HOURS AND FIFTEEN MINUTES INTO THE FLIGHT, THE PILOT RADIOED CHARLESTON APPROACH CONTROL AND REQUESTED LANDING. ABOUT TWO MINUTES AFTER THE INTIAL RADIO CONTACT, THE PILOT REPORTED THAT THE AIRPLANE HAD RUN OUT OF FUEL. THE APPROACH CONTROLLER IMMEDIATELY ISSUED THE PILOT RADAR VECTORS TO THE NEAREST AIRPORT. SECONDS LATER, RADIO AND RADAR CONTACT WAS LOST. WITHIN ABOUT TWO MINUTES AN EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNAL WAS REPORTED BY ANOTHER AIRPLANE. AT APPROX. 0230, ON JANUARY 4, 2000, THE DOWNED AIRPLANE WAS LOCATED BY THE GROUND SEARCH OPERATION. 20000103039579I (-23)ON APPROACH TO R/W 28L AT PIT. THE AIRCRAFT'S HYDRAULIC SYSTEM TEMPERATURE INDICATOR SHOWED A HIGH TEMPERATURE AND THE HYDRAULIC SYSTEM PRESSURE SHOWED A LOW PRESSURE. THE CREW EXTENDED THE LANDING GEAR VIA THE EMERGENCY EXTENSION PROCEDURES. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. PSA MAINTENANCE PERSONNEL TROUBLE SHOOT THE HYRAULIC SYSTEM AND THE HYDRAULIC PUMP WAS REPLACED. AIRCRAFT WAS RETURNED TO SERVICE. 20000104000119I (-23) MR. KENNEDY WAS INTERVIEWED AND HIS PILOT RECORDS WERE INSPECTED BY PRINCIPAL OPERATION INSPECTOR DELVINY PATNO. MR. KENNEDY'S RECORDS INDICATED HE HAD FLOWN LESS THAN 5 HOURS SINCE HIS FLIGHT REVIEW ON JULY 4, 1998. SEE ATTACHED SHEET FOR ADDITIONAL INFORMATION FROM PRINCIPAL AIRWORTHINESS INSPECTOR. 20000104000559I (-23) ON JANUARY 4, 2000, VANGUARD AIRLINES, FLIGHT 819, A BOEING 737, WAS ENROUTE FROM MCI TO DFW. UPON TAXI, THE NUMBER TWO ENGINE EPR INDICATOR FAILED. NO EMERGENCY WAS DECLARED AND THE PILOT TAXIED THE AIRCRAFT BACK TO THE GATE AT MCI. VANGUARD MAINTENANCE RESET THE CIRCUIT BREAKER FOR THE NUMBER TWO EPR. ON ENGINE RUN THE NUMBER TWO EPR INDICATOR WAS NORMAL IN ACCORDANCE WITH THE MAINTENANCE MANUAL REFERANCE 77-11-0. THE AIRCRAFT WAS RETURNED TO SERVICE AND THE FLIGHT CONTINUED WITH ONLY A DELAY. WITH THIS REPORT INCIDENT NUMBER, CE2000IA IS CONSIDERED CLOSED. 20000104000899A (.19) ON JANUARY 4, 2000, ABOUT 1400 HOURS MOUNTAIN STANDARD TIME, AN AMATEUR BUILT EXPERIMENTAL ROTORWAY EXEC 9 HELICOPTER, N89678, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE MAIN ROTOR BLADES CONTACTED THE TAIL BOOM DURING AN AUTOROTATION AT MEMORIAL AIRPORT NEAR CHANDLER, ARIZONA. ROTORWAY INTERNATIONAL OPERATED THE HELICOPTER UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND PRIVATE PILOT STUDENT WERE NOT INJURED. THE INSTRUCTIONAL FLIGHT DEPARTED STELLAR AIR PARK NEAR CHANDLER, ARIZONA, ABOUT 1320. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE SAFETY BOARD WAS NOTIFIED OF THE ACCIDENT ON JANUARY 12, 2000. THE OPERATOR STATED THE FLIGHT WAS A FAMILIARIZATION FOR THE PRIVATE PILOT, WHO WAS TRANSITIONING INTO THIS MODEL OF HELICOPTER. AN APPROACH WAS BEING MADE TO RUNWAY 03 WHEN ALL ENGINE POWER WAS LOST AT 100 FEET. AN AUTOROTATION WAS MADE TO SOFT SAND, BUT THE MAIN ROTOR BLADES CONTACTED THE TAIL BOOM, AND THE TAIL ROTOR BLADES CONTACTED THE GROUND. THE OPERATOR REPORTED THAT A SUBSEQUENT INSPECTION DETERMINED THAT THE SECONDARY DRIVESHAFT FRACTURED. (-23) UPON PILOT MAKING A NORMAL APPROACH @MEMORIAL FIELD, CHANDLER, AZ. A LOUD NOISE WAS OBSERVED JUST AFT OF THE COCKPIT. PILOT ENTERED AUTOROTATION FROM APPROX. 100 FT (AGL) TOUCHDOWN/ FENCE CAUSED BLADES TO CONTACT RUNWAY THE HELI CAME TO REST RIGHT SIDE UP, BUT THE M/R BLADES DID CONTACT THE TAIL BOOM/JUST AFT OF THE HORI. STAB. NO INJURIES, NO FIRE. 20000104000999I (-23) ON TUESDAY, JANUARY 4, 200, AFTER DEPARTING BUFFALO AIRPORT AT BUFFALO, NEW YORK, A BOEING 727, N313NE, FLIGHT 6141, OPERATED BY EXPRESS ONE INTERNATIONAL, LOST ENGINE OIL PRESSURE ON THE #3 ENGINE AND THE AIRCRAFT RETURNED TO LAND ON RUNWAY 23 AT BUF AFTER SHUTTING DOWN THE #3 ENGINE. FIRE AND RESCUE RESPONDED. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. THERE WERE NO INJURIES. THE MECHANIC FOUND A MISSING STUD FROM THE #3 ENGINE GEAR ACCESSORIES CASE AND PERFORMED THE NECESSARY REPAIRS. THE OPERATIONAL CHECK WAS SATISFACTORY AND THE AIRCRAFT RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000104002539I ON 1/4/00 PIPER PA-602P, N700DJ, S/N 62P09238165047, PILOTED BY JAMES PAIGE, EXPERIENCED COMPLETE ELECTRICAL FAILURE DURING AN INSTRUMENT APPROACH TO JAMESTOWN, NY (JHW). THE PILOT DIVERTED TO AND LANDED AT DUNKIRK, NY (DKK)THE ELECTRICAL FAILURE OCCURRED WHILE DESCENDING THROUGH CLOUDS; THE AIRCRAFT WAS PICKED UP LIGHT ICE AT WHICH TIME THE PILOT TURNED ON THE WIND SHIELD HEAT PANEL. THE PILOT REPORTED THAT THERE WAS NO ALTERNATOR OR LOW BATTERY LOW WARNING LIGHTS ILLUINATED. MAINTENANCE AT DUNKIRK COUNLD NOT DUPLICATE THE PROBLEM. THIS ISSUE IS CLOSED BUT WILL RE-OPEN IF MAINTENANCE FINDS ISSUES THAT WARRANT AN INVESTIGATION. 20000104002629I ON JANUARY 4, 2000, AT 340PM, PRPA SUPERVISOR, MR. MERCADO CALLED TO NOTIFY THAT FLY BVI AIRCRAFT N6884A, PA-23-250, SERIAL NO. 277954105, WAS HIT WHILE PARKED AT LUIS MUNOZ MARIN INT'L. AIRPROT GENERAL AVIATION RAMP BY MBD CORP. DOUGLAS DC-3, N782T, SERIAL NO. 4382, SUFFERING DAMAGE AT THE RUDDER CONTROL SURFACE. AT INCIDENT TIME DC3 PIC REPROTED HE WAS FOLLOWING PARKING INSTRUCTIONS FOR PA23 PILOT AND SOME GROUND PERSONNEL. MAINTENACNE PERSONNEL INSPECTED THE AREA AND REPLACED THE DAMAGED CONTROL SURFACE. NO DAMAGE REPROTED ON DC-3. AIRCRAFT AFTER MAINTENANCE INSPECTION. 20000104008609A (-23) PILOT LANDED A/C LEFT OF THE RUNWAY USING PRECISION APPROACH PATH INDICATOR AS GUIDANCE IN WEATHER CONDITIONS OF LIMITED VISIBILITY. RUNWAY END IDENTIFIER LIGHT WERE INOPERATIVE AND NOT LISTED IN THE NOTAMS AT THE TIME OF THE LANDING. 20000104023489A (-4)THE PILOT STATED HE DEPARTED ON A VFR LOCAL FLIGHT WITH A PASSENGER. IT BECAME DARK AND HE BECAME DISORIENTED. HE SAW A CITY IN THE DISTANCE, THOUGHT IT MIGHT HAVE AN AIRPORT, AND FLEW TOWARDS IT. HE MADE AN APPROACH WITHOUT CONTACTING THE CONTROL TOWER. HE LOST DIRECTIONAL CONTROL OF THE AIRPLANE ON TOUCHDOWN. THE AIRPLANE WENT OFF THE SIDE OF THE RUNWAY AND COLLIDED WITH A BARRICADE. 20000105000419I (-23) ON JANUARY 5, 2000, GULFSTREAM AEROSPACE G-1159A, N188TC, LANDED AT ITS HOME BASE, BOEING FIELD, SEATTLE, WASHINGTON. THE PASSENGERS DISEMBARKED, AND THE CREW TAXIED THE AIRCRAFT TO THE RUNWAY TO CHECK THE ANTI-SKID SYSTEM. WHILE RETURNING TO THE RAMP, THE RIGHT WING TIP OF THE AIRCRAFT STRUCK THE TAIL OF THE UNOCCUPIED LEARJET AIRCRAFT THAT HAD PARKED ON THE RAMP SUBSEQUENT TO THE GULFSTREAM'S DEPARTURE FROM THE RAMP. THIS CAUSED DAMAGE TO BOTH AIRCRAFT. A RAMP PERSON WAS RUNNING TOWARDS THE GULFSTREAM TO ASSIST IN MARSHALLING THE AIRCRAFT FOR PARKING, BUT HAD NOT YET ARRIVED WHEN THE COLLISION OCCURRED. THE LEARJET WAS PARKED IN SUCH A MANNER THAT ARRIVING AIRCRAFT HAD TO TAXI BEHIND IT IN ORDER TO GET TO THE EXECUTIVE FLIGHT TERMINAL. 20000105000729I (-23) ON JANUARY 5, 2000, AT 1400 EST, A CESSNA 172, N54180, OPERATED BY THE COMAIR AVIATION ACADEMY, AND PILOTED BY MS. MARIA A. ALONSO, STRUCK THE PROPELLER ON THE RUNWAY DURING A LANDING AT THE ORLANDO SANFORD AIRPORT, NEAR SANFORD, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE PROPELLER RECEIVED MINOR DAMAGE TO BOTH TIPS. THE PILOT AND PASSENGER WERE NOT INJURED. THE PILOT, MS. MARIA A. ALONSO, HOLDS A PRIVATE PILOT CERTIFICATE ISSUED ON THE BASIS OF HER SPANISH PILOT CERTIFICATE. HER CERTIFICATE NUMBER IS PENDING. THE PLEASURE FLIGHT ORIGINATED AT JESUP, GA ON JANUARY 5, 2000, AT APPROXIMATELY 1115EST. 20000105005419A (-23) ON JANUARY 5, 2000, AT 2146EST, A CESSNA N156RA, OPERATED BY THE AIRLINE TRAINING ACADEMY, AND PILOTED BY MR. MOHAMED A. CHERIF, CRASHED INTO THE ATLANTIC OCEAN NEAR ST. AUGUSTINE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED AND THE PILOT WAS FATALLY INJURED. THE PILOT, MR. MOHAMED A. CHERIF, HELD A PRIVATE PILOT CERTIFICATE ISSUED ON DECEMBER 31, 1999. THE CERTIFICATE NUMBER IS PENDING. THE SOLO CROSS COUNTRY FLIGHT ORIGINATED AT THE ORLANDO EXECUTIVE AIRPORT. ORLANDO, FLORIDA, ON JANUARY 5, 2000, AT APPROXIMATELY 1915EST.(.4) THE NONINSTRUMENT-RATED PRIVATE PILOT WAS ON A NIGHT SOLO CROSS-COUNTRY FLIGHT AT 2,600 FEET IN RADIO CONTACT WITH JACKSONVILLE APPROACH. THE AIRPLANE WAS SUBSEQUENTLY OBSERVED BY THE CONTROLLER ON RADAR AT 2,000 FEET, HEADING 013 DEGREES, 112 KNOTS AT 0245:24. AT 0245:57, THE AIRPLANE WAS OBSERVED ON RADAR AT 1200 FEET, HEADING 051 DEGREES, AND THE GROUND SPEED HAD INCREASED TO 124 KNOTS. THE PILOT STATED AT 0245:58, 'I HAVEN'T ANY DIRECTION FINDER I DON'T SEE ANYTHING ONE SIX RO.' AT 0246:28, RADAR CONTACT WAS LOST. THE PILOT HAD RECORDED AS LOGGED 1 HOUR OF NIGHT PILOT-IN-COMMAND FLIGHT TIME. ALL SIMULATED INSTRUMENT TIME WAS DUAL INSTRUCTION. THE MOON SET AT 2159 WITH ONLY 1 PERCENT ILLUMINATION. 20000105005549A (-23) ON JANUARY 5, 1999, AT 1400EST, A BELL 206A, N206GR, S/N 613, OPERATED BY AVIATION SERVICES UNLIMITED, INC., ON A POWERLINE PATOL ALONG ROUTE 31 IN THE TOWN OF BRITUS, NEW YORK, TRAVELING EAST BOUND APPROXIMATELY 40-45 MPH, AT APPROXIMATELY 100' AGL EXPERIENCED HIGH WINDS WHICH PUT AIRCAFT INTO A RAPID RIGHT ROTATION. THE PILOT, MR. CHESTER CICHON, STATED THAT THE AIRCRAFT WENT THRU 360 DEGREES AND DESCENDED INTO THE TREES. HE ATTEMPTED TO RECOVER AND ACCELERATE INTO THE WIND WITH NO AVAIL AND STARTED TO NOSE DIVE. THE PILOT THEN LOOKED FOR THE SAFEST SPOT TO LAND AND CUT POWER DESCENDIGN INTO THE TREES, "CORKSCREWING" DOWN TO THE GROUND. THE WEEDSPORT FIRE DEPARTMENT, JORDAN FIRE DEPARTMENT, AND CAYUGA AND ONODAGA SHERIFF'S DEPARTMENT RESPONDED TO THE SCENE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO IFR FLIGHT WAS FILED. THE AIRCRAFT DAMAGE WAS SUBSTANTIAL AND THERE WERENO INJURIES. THE FLIGHT ORIGINATED AT PENN YAN, NY, ON JANUARY 5, 1999, AT APPROXIMATLEY 1200 EST. 20000106000189I (-23) PILOT DEPARTED GREELEY COLORADO FOR SIDNEY NEBRASKA ON A PLEASURE FLIGHT. UPON LANDING AT SIDNEY, PILOT FORGOT TO LOWER LANDING GEAR. AIRCRAFT SUSTAINED MINOR DAMAGE. NO INJURIES SUSTAINED. 20000106000449A (.19) ON JANUARY 6, 2000, AT 0340 CENTRAL STANDARD TIME (CST), A BEECH D-95A, N5918S, OPERATED BY SUPERIOR AVIATION, INC., WAS DESTROYED WHEN IT IMPACTED THE GROUND NEAR DUNBAR, WISCONSIN. THE IMPACT SITE WAS APPROXIMATELY EIGHT MILES SOUTH OF FORD AIRPORT (IMT), IRON MOUNTAIN, MICHIGAN. THE 14 CFR PART 91 REPOSITIONING FLIGHT HAD DEPARTED HUNTSVILLE, ALABAMA, AT 2339 ON JANUARY 5, 2000, AND WAS CLEARED DIRECT TO FORD AIRPORT. AT 0337, THE PILOT REPORTED THE AIRPLANE WAS ESTABLISHED ON THE FINAL APPROACH COURSE ON THE ILS RWY 01 APPROACH TO FORD AIRPORT. AT 0338, THE PILOT REPORTED MODERATE RIME ICING AT 3,200 FEET MEAN SEA LEVEL TO MINNEAPOLIS CENTER. THERE WERE NO FURTHER COMMUNICATIONS WITH THE AIRPLANE. THE AIRLINE TRANSPORT PILOT RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN HAD BEEN FILED. (-23) ON JANUARY 6, 2000, AT 0340AM CST, N5918S, A BEECHCRAFT BE-95, IMPACTED THE GROUND IN A HEAVILY WOODED AREA APPROX. 8 MILES FROM RWY 01, KMIT, IRON MOUNTAIN, MI AND WAS TOTALLY DESTROYED DUE TO CRASH IMPACT AND POST IMPACT FIRE. PRIOR TO THE IMPACT THE PILOT REPORTED TO MSP ATC THAT HE WAS EST ABLISHED ON THE ILS/LOCALIZER TO RWY 01, KMIT, AND WAS AT 3900 FEET, 25 MILES FROM THE AIRPORT WHEN THE AIRCRAFT DROPPED BELOW MSP RADAR COVERAGE. APPROXIMATELY 20 SECONDS LATER, DURING THE LAST RADIO TRANSMISSION FROM THE AIRCRAFT, THE PILOT REPORTED MODERATE RIME ICING CONDITIONS. IMC CONDITIONS AT THE TIME OF THE ACCIDENT AND THE PILOT SUSTAINED FATAL INJURIES. 20000106000879A (-23) AIRCRAFT DEPARTED AVP ON 1/6/2000 AT 2031Z IN VFR FLIGHT TO NEW HAVEN, CT. AIRCRAFT MADE ONE INSTRUMENT APPROACH AT NEW HAVEN, TOUCH AND GO LANDING, AND PROCEEDED EN ROUTE TO AVP. AIRCRAFT PRACTICED NUMEROUS TOUCH AND GO LANDINGS AT AVP. AIRCRAFT EXPERIENCED PROBLEMS ON DOWNWIND LEG TO RUNWAY 22 AT AVP. AIRCRAFT EXPERIENCED LOSS OF POWER AND MADE AN ATTEMPTED EMERGENCY LANDING OFF AIRPORT. AIRCRAFT WAS DESTROYED AND THERE WERE TWO FATALITIES. (.19) ON JANUARY 6, 2000, ABOUT 1735 EASTERN STANDARD TIME, A CESSNA 310N, N70CM, WAS SUBSTANTIALLY DAMAGED WHEN IT DESCENDED INTO TERRAIN IN OLD FORGE, PENNSYLVANIA, WHILE ON APPROACH TO WILKES-BARRE/SCRANTON INTERNATIONAL AIRPORT (AVP), WILKES-BARRE, PENNSYLVANIA. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PILOT/OWNER WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, AND REVIEW OF RECORDED TRANSMISSIONS BETWEEN N70CM AND THE AVP CONTROL TOWER; THE PILOTS DEPARTED AVP ABOUT 1520, AND FLEW TO TWEED-NEW HAVEN AIRPORT (HVN), NEW HAVEN, CONNECTICUT. THEY COMPLETED O NE INSTRUMENT APPROACH TO HVN, BUT DID NOT LAND. THEY THEN FLEW TO THE LAKE HENRY VOR, AND MADE A LOW PASS OVER THE FLIGHT INSTRUCTOR'S PRIVATE AIRSTRIP. THE PILOTS RETURNED TO AVP AND PERFORMED TWO TOUCH AND GO LANDINGS TO RUNWAY 22. DURING THE APPROACH TO THE THIRD LANDING, ON A RIGHT DOWNWIND LEG, ONE OF THE PILOTS ADVISED THE CONTROL TOWER THAT THEY HAD A PROBLEM. THE LOCAL CONTROLLER ASKED THE PILOT WHAT HE WOULD LIKE TO DO. THE PILOT STATED THAT HE WAS "TRYING TO STRAIGHTEN IT OUT." APPROXIMATELY 10 SECONDS LATER, THE LOCAL CONTROLLER ASKED THE PILOT IF THERE WAS ANYTHING HE COULD DO. THE PILOT STATED "NOT RIGHT NOW." THERE WERE NO MORE RECORDED TRANSMISSIONS FROM N70CM.WITNESSES REPORTED HEARING THE ENGINES REVVING, "LIKE A SNOWMOBILE IN THE DISTANCE." THEY STATED THAT DURING A 5-6 SECOND PERIOD, ABOUT 3 TIMES, THE ENGINES SOUNDED "AS IF THEY WERE COUGHING." THEY THEN SOUNDED QUIET, FOLLOWED BY A LOUD REVVING SOUND. ACCORDING TO VIDEO PROVIDED BY A LOCAL NEWS STATION, THE AIRPLANE APPEARED TO BE IN A SLIGHT RIGHT TURN, AND NOSE DOWN, AS IT DESCENDED BELOW THE TREE LINE. THE ACCIDENT OCCURRED DURING THE HOURS OF NIGHT; LOCATED APPROXIMATELY 41 DEGREES 21.62 MINUTE S NORTH LONGITUDE, AND 75 DEGREES 43.58 MINUTES WEST LATITUDE. THE WRECKAGE WAS EXAMINED AT THE ACCIDENT SITE FROM JANUARY 6 THROUGH JANUARY 8. IT WAS OBSERVED INTACT, APPROXIMATELY 30 DEGREES NOSE DOWN INTO A BERM, AND ORIENTED TO A 105 DEGREE MAGNETIC HEADING. THE ACCIDENT SITE WAS ABOUT 1 MILE NORTH OF AVP. ALL MAJOR COMPONENTS OF THE AIRPLANE WERE ACCOUNTED FOR AT THE ACCIDENT SITE. FLIGHT CONTROL CONTINUITY WAS CONFIRMED FROM ALL CONTROL SURFACES TO THE FORWARD CABIN AREA. THE RIGHT WING SUSTAINED IMPACT DAMAGE TO THE LEADING EDGE. THE AILERON WAS SLIGHTLY DEFLECTED DOWNWARD. THE FLAP WAS PARTIALLY EXTENDED, ABOUT 15 DEGREES. THE WINGTIP WAS SEPARATED FROM THE WING. IT WAS OBSERVED CRUSHED AND CHARRED. THE INBOARD AUXILIARY FUEL TANK WAS INTACT, AND APPEARED ABSENT OF FUEL. THE LANDING GEAR WAS IN THE RETRACTED POSITION. THE EMPENNAGE, AFT OF THE CARGO DOOR, APPEARED UNDAMAGED. IT WAS INLINE WITH THE FUSELAGE, AND NO TWISTING OR CANTERING WAS OBSERVED. THE ELEVATOR WAS SLIGHTLY DEFLECTED DOWNWARD, AND THE RUDDER WAS SLIGHTLY DEFLECTED TO THE LEFT. THE LEFT WING WAS PARTIALLY SEPARATED AT THE ROOT, BENT FORWARD, AND LYING ON TOP OF A FALLEN TREE. THERE WAS IMPACT DAMAGE TO THE LEADING EDGE. THE AILERON WAS DEFLECTED UPWARD, AND THE FLAP WAS EXTENDED APPROXIMATELY 15 DEGREES. THE WINGTIP WAS SEPARATED FROM THE WING. IT WAS OBSERVED CRUSHED AND CHARRED. THE INBOARD AUXILIARY FUEL TANK WAS INTACT AND APPEARED ABSENT OF FUEL. THE COCKPIT AREA WAS CRUSHED AND BUCKLED. THE FUEL SELECTORS WERE NOT VISIBLE. ALTHOUGH LINKAGE IN BOTH WINGS INDICATED THAT BOTH S 20000106001109I (-23) THE PILOT-IN-COMMAND (PIC) MADE A VFR APPROACH TO A HELIDECK LOCATED AT HI-344A. THE APPROACH WAS TERMINATED AT A HOVER ON THE NORTH EDGE OF THE LANDING AREA, AND THE PILOT NOT FLYING, (SIC) STATED, "YOU'RE OVER THE DECK". THE PILOT FLYING THEN PROCEEDED TO LAND THE AIRCRAFT. THE CREW FELT THE AIRCRAFT MOVE SLIGHTLY REARWARD AND NOTICED THAT IT THEN QUICKLY SETTLED IN A LEFT MAIN LANDING GEAR LOW POSITION. THE NON-FLYING PILOT THEN REPORTED THAT THE LEFT MAIN GEAR HAD PENETRATED THE SAFETY FENCE AND THAT THE AIRCRAFT COULD NOT BE MOVED. THE PIC INSTRUCTED THE SIC TO UNLOAD THE PASSENGERS AND ESCORT THEM BELOW DECK. SUBSEQUENTLY, THE AIRCRAFT WAS SHUT DOWN, SECURED TO THE DECK, AND PHI OPERATIONS WAS NOTIFIED. BOTH PILOTS WERE COUNSELED BY AN FAA OPERATIONS INSPECTOR. THE COMPANY (PHI) SUSPENDED AND REQUIRED BOTH PILOTS TO UNDERGO REMEDIAL TRAINING IN THE SK-76 AIRCRAFT. 20000106002589I THIS INCIDNET OCCURED DURING A POWER BACK DEPARTURE FROM GATE 33A AT DFW. GUIDEMAN BRIEFED CAPT THAT A TAIL LEFT WOULD BE DIRECTED, NORMAL FOR THIS GATE. AFTER A/C CROSSED TURNING POINT A TAIL SOUTH WAS DIRECTED. EITHER THE TURN WAS LATE OR PILOT DIDN'T START TURN IMMEDIATLY, IT BECAME APPARNET TO THE WING WALKER THAT THE A/C TURN WOULD BRING CLOSE PROXIMI OF A LARGE VACUMM TRUCK THAT WAS CLEANING OUT A SEWER PIPE. THE WING WALKER RAN BACK TO GET THE ATTENTION OF THE QUIDEMAN TO SIGNAL A STOP, BY THIS TIME THE A/C WAS ENTERING A DOWN SLOPE AREA AND COULD NOT STOP. A/C CAME IN CONTACT WITH TRUCK WITH TAILCONE. CAPT FILED ASAP RPT AND RCVD COUNSELING GROM FHIEF PILOT. GOUND CREW WAS COUNSELED AND RCVD REM TRNG. 20000107000979I (-23) N27465, A FAIRCHILD SA-227-AC OPERATED BY BIG SKY AIRLINES, INC. DEPARTED BILLINGS, MT. DURING CLIMB, THE RIGHT MAIN GEAR OVERHEAT WARNING ACTIVATED. THE AIRCRAFT RETURNED TO BILLINGS WITHOUT FURTHER INCIDENT. SUBSEQUENT MAINTENANCE TROUBLESHOOTING REVEALED A DEFECTIVE 450 DEGREE THERMAL DUCT SWITCH. 20000107002549I THE STUDENTS PILOT LOSS DIRECTIONAL CONTROL DURING A LANDING ON RUNWAY 25. THE AIRPLANE CONTINUED OFF THE LEFT SIDE OF THE RUNWAY APPROXIMATLEY 200 FEET UNTIL COMING TO REST IN A DITCH IN AN INVERTED POSITION. THE PILOT WAS ABLE TO EVACUATE THE AIRCRAFT BEFORE THE FUSELAGE BECAME SUBMERGED UNDER WATER. THE WINDS REPORTED BY THE AWOS WERE 310 @ 9. 20000107002559I FLIGHT 351 ENROUTE FROM DFW TO LAS ON DECENT TO LAS VEGAS COULD NOT DEPLOY LEADING EDGE SLATS. PLIOT AND FIRST OFFICER FOLLOWED IN THEIR QRH DECLAREDAN EMERGENCY AND LANDED LAS VEGAS WITHOUT INCIDENT AT 1030 AM AN SDR WILL BE FILED. 20000107002799I (-5) DURING AN EXPERIMENTAL FLIGHT TEST TO DETERMINE UNUSABLE FUEL DURING LEVEL FLIGHT AT MAXIMUM RECOMMENDED CRUISE (FAR 23 SECTION 959 AND ADVISORY CIRCULAR NUMBER 23.959-1, APPENDIX 1), THE TEMPORARY, 21-GALLON PLASTIC FUEL TANK, LOCATED IN THE CABIN, COLLAPSED. THE CABIN WAS PRESSURIZED AND THE FUEL TANK WAS VENTED TO ATMOSPHERIC PRESSURE. THE TANK COLLAPSED DUE TOT HE EXTERNAL PRESSURE, FORCING APPROXIMATELY 15 GALLONS OF FUEL OVERBOARD. THE DEFORMATION OF THE TANK CRUSHED THE TANK'S INTERNAL ALUMINUM SUCTION TUBE ASSEMBLY MAKING THE REMAINING FUEL INACCESSIBLE. AT THIS STAGE OF THE TEST, NO USABLE FUEL WAS PRESENT IN THE AIRCRAFT'S STANDARD FUEL TANKS. A SUBSEQUENT OFF-AIRPORT LANDING WAS MADE ON I-95. 20000107007679A (-23) ON JANUARY 7, 2000, AT APPROXIMATELY 1704 PST, A CESSNA 177 CARDINAL, N34021, DEPARTED WHITEMAN AIRPORT LOCATED IN PACOIMA, CALIFORNIA, ENROUTE TO REDLANDS, CALIFORNIA. THE PILOT EXPERIENCED A LOSS OF OIL PRESSURE, WHICH RESULTED IN ENGINE FAILURE DUE TO LOSS OF ENGONE OIL. THE PILOT LANDED SHORT OF RUNWAY 6 AT THE RIALTO AIRPORT, RIALTO, CALIFORNIA. THERE WAS NO INJURIES TO THE SOLE OCCUPANT BUT THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. (.4)ON JANUARY 7, 2000, AT 1753 HOURS PACIFIC STANDARD TIME, A CESSNA 177B, N34021, EXPERIENCED A LOSS OF ENGINE POWER DURING CRUISE FLIGHT AND FORCE LANDED AT THE RIALTO, CALIFORNIA, AIRPORT. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT WAS NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT, CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91, ORIGINATED AT THE WHITEMAN AIRPORT, PACOIMA, CALIFORNIA, AT 1715, AND WAS EN ROUTE TO REDLANDS. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT THIS WAS THE FIRST FLIGHT FOLLOWING AN OIL CHANGE. WHILE IN CRUISE FLIGHT, THE ENGINE BEGAN TO RUN ROUGHLY AND THE OIL PRESSURE DROPPED TO ZERO. THE ENGINE THEN LOST POWER. THE PILOT ATTEMPTED TO LAND AT THE AIRPORT, BUT TOUCHED DOWN SHORT OF RUNWAY 06 AND COLLIDED WITH A FENCE. THE AIRPLANE WAS EXAMINED ON JANUARY 12, 2000. THE BELLY OF THE AIRPLANE WAS STAINED WITH LARGE STREAKS OF OIL. THE ENGINE COWLING WAS REMOVED AND OIL WAS EVIDENT IN THE AREA OF THE OIL PRESSURE SCREEN HOUSING, REAR CASE, STREAMING AFT ON THE UNDERSIDE OF THE AIRCRAFT AND ON THE FORWARD EDGE OF BOTH LANDING GEAR STRUTS. THE OIL LINES WERE SECURE AT THEIR RESPECTIVE FITTINGS AND NEITHER LINE DISPLAYED DRIPPING OR LEAKING OIL. THE OIL TANK WAS FOUND EMPTY. THERE WAS NO DISCERNIBLE TORQUE REQUIRED TO LOOSEN THE SCREWS THAT ATTACHED THE OIL PRESSURE SCREEN/VERNATHERM HOUSING. THE LYCOMING MAINTENANCE MANUAL INDICATED THAT THE TORQUE REQUIRED FOR THE OIL PRESSURE SCREEN HOUSING SCREWS WAS 96 INCH-POUNDS. THE LOCK WASHERS DID NOT EXHIBIT A "CRUSHED" APPEARANCE. OIL WAS POOLED UNDERNEATH THE SCREEN AREA, STREAMING DOWN TO THE BELLY OF THE AIRPLANE. DURING DISASSEMBLY, THE SUCTION SCREEN PLUG WAS FOUND TO BE SAFETY WIRED; HOWEVER, IT WAS FOUND "FINGER LOOSE." THE LYCOMING TORQUING PROCEDURES REQUIRE THAT THE PLUG BE "FINGER TIGHT, THEN TIGHTENED AN ADDITIONAL 135 DEGREES." THE PLUG WAS REMOVED FROM THE OIL SUMP. THE THICKNESS OF THE ANNULAR GASKET WAS MEASURED APPROXIMATELY 0.032 INCHES. ACCORDING TO LYCOMING, NOMINAL THICKNESS AFTER PROPER TORQUE APPLICATION SHOULD BE APPROXIMATELY 0.075 INCHES. FURTHER, IT IS A "ONE-TIME-USE" GASKET, AND SHOULD BE DISCARDED AFTER EACH REMOVAL AND REPLACED WITH A NEW ONE. A COPY OF THE INVOICE FOR THE OIL CHANGE FROM THE DAY OF THE ACCIDENT IS APPENDED TO THIS FILE. THE STATEMENT ON THE INVOICE READS, "CHANGED OIL, AND TAKE OFF OIL FILTER TO CLEAN, CHECK THE GASKET AND REPLACED LOCK-WASHERS." A HOLE SLIGHTLY LESS THAN THE DIAMETER OF A QUARTER WAS FOUND BETWEEN THE PUSHROD TUBES IN THE LEFT HALF OF THE CRANKCASE AT THE NUMBER 2 CYLINDER LOCATION. THE AREA SURROUNDING THE HOLE IN THE CRANKCASE DID NOT EXHIBIT THE PRESENCE OF A LARGE QUANTITY OF OIL OR OIL RESIDUE. THE INSIDE OF THE COWLING COVERING THE NUMBER 2 CYLINDER DISPLAYED MINIMAL OIL SPRAY. THE ROCKER BOX COVERS WERE REMOVED AND EACH DISPLAYED MINIMAL OIL COVERAGE. THE NOS. 3 AND 4 CYLINDERS WERE REMOVED. THEY WERE CLEAN AND DISPLAYED NORMAL COMBUSTION DEPOSITS. THE NOS. 1 AND 2 CYLINDERS WERE REMOVED; THE CYLINDER BARRELS WERE DISTORTED. THE SPARK PLUGS W ERE REMOVED; THE CYLINDER BARRELS WERE DISTORTED. THE SPARK PLUGS WERE REMOVED; THEY EXHIBITED NORMAL COLOR AND WEAR PATTERNS CONSISTENT WITH THE CHAMPION CHECK-A-PLUG CHART. THE ENGINE COULD NOT BE ROTATED. THE AIRCRAFT MAINTENANCE LOGBOOKS WERE REVIEWED. ACCORDING TO THE LOGBOOKS, THE ENGINE HAD BEEN OVERHAULED ON MARCH 26, 1999, APPROXIMATELY 83 HOURS PRIOR TO THE ACCIDENT. THE AIRPLANE HAD UND 20000107008969A (-23) THE AIRCRAFT SUFFERED FUEL EXHAUSTION, COLLIDED WITH POWER LINES, AND DOVE STEEPLY INTO HIGHWAY DURING AN APPARENT EMERGENCY LANDING ON THE SOUTHBOUND LANES OF INERSTATE 5, APPROXIMATELY 2 MILES SOUTH WEST OF ARLINGTON WASHINGTON AIRPORT. A WITNESS REPORT INDICATED THAT NIGHT CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. 20000107039589I (-23)DURING CLIMB AT 9000 FEET AGL SMOKE FILLED THE CABIN ACCOMPLANIED BY REAR BAGGAGE MASTER CAUTION LIGHT ILLUMINATING. MAINTENANCE REMOVED AND REPLACED #1 ENGINE DUE TO FAILURE OF THE CARBON SEAL IN THE COMPRESSOR SECTION. M OR D REPORT WILL BE FILED BY EXECUTIVE JET PER ^PRIVACY DATA OMITTED^ FIELD SERVICE COORDINATOR. 20000107039599I (-23)PILOT ^PRIVACY DATA OMITTED^ ON THE 7TH OF JANUARY 2000, AT 1500 LOCAL, WHILE DOING TOUCH AND GO PATTERN WORK IN CESSNA 120, N77446, AFTER TAKE-OFF FROM RWY 27L, AT BOULDER CITY AIRPORT, AT APPROX. 400 FEET AGL, ENGINE STUMBLED AND BEGAN TO RUN ROUGH. A/C MADE AN IMMEDIATE TURN BACK TOWARDS THE RWY WHEN THE ENGINE QUIT. PILOT LANDED A/C ON AN EASTERLY HEADING APPROX. 1000 FEET SOUTH OF DEPARTURE END OF RWY 27L. AIRCRAFT TRAVELED APPROX. 30 TO 45 FEET THEN NOSED OVER IN THE SOFT SAND AND CAME TO REST ON IT'S BACK WITH MINOR DAMAGE. NO INJURIES TO SINGLE OCCUPANT. PILOT STATED THE A/C HAD BEEN FUELED EARILER THAT DAY IN PREPARATION FOR CROSS COUNTRY FLIGHT TO CAL NEV ARI (1L4) AIRPORT, NV. THE RIGHT WING TANK WAS TOPPED OFF AND THE LEFT WING TANK INDICATED 1/3 QTY. THERE WAS NO VISUAL CHECK OF THE LEFT WING TANK QTY. ON RETURN FROM CROSS COUNTRY FLIGHT AND AFTER COMPLETING 8 OR 9 TOUCH AND GO'S WAS WHEN INCIDENT OCCURRED. EXAMINATION FOUND NO FUEL IN RIGHT TANK, MINIMAL IN LEFT TANK AND NO FUEL IN MAIN FUEL STRAINER BOWL AND FUEL INLET LINE. 20000108000539A (.19) ON JANUARY 8, 2000, AT 1445 EASTERN STANDARD TIME, A BEECH 23, N2336Z, COLLIDED WITH TREES AND SUBSEQUENTLY THE GROUND, AND BURST INTO FLAMES WHILE MANEUVERING FOR AN EMERGENCY LANDING FOLLOWING A REPORTED LOSS OF ENGINE POWER NEAR MACON, GEORGIA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED, AND THE PRIVATE PILOT AND HIS PASSENGER RECEIVED FATAL INJURIES. THE FLIGHT DEPARTED THE HERBERT SMART AIRPORT IN MACON, GEORGIA, AT 1443. ACCORDING TO WITNESSES LOCATED AT THE DEPARTURE AIRPORT, THE TWO PILOTS WERE LAST SEEN AT THE READY LINE FOR AN EAST DEPARTURE AT THE DEPARTURE AIRPORT. NO FURTHER VISUAL CONTACT WAS OBSERVED UNTIL THE AIRPLANE WAS NEXT SEEN COLLIDING WITH TREES ABOUT ONE MILE EAST OF THE AIRPORT. ACCORDING TO THE WITNESSES, THE ENGINE WAS HEARD SPUTTERING, FOLLOWED BY THE IN-FLIGHT COLLISION WITH 100-FOOT TREES. DURING THE COLLISION, THE RIGHT OUTBOARD WING PANEL WAS TORN FROM THE AIRFRAME; THE WITNESSES OBSERVED THE AIRPLANE AS IT STARTED A FREE-FALL TO THE GROUND. THE AIRPLANE IMPACTED THE GROUND AND B URST INTO FLAMES. EXAMINATION OF THE ACCIDENT SITE DISCLOSED THAT WRECKAGE DEBRIS WAS SCATTERED OVER AN AREA 120 FEET LONG AND 40 FEET WIDE. THE MAIN WRECKAGE RESTED 120 FEET EAST OF THE FRESHLY BROKEN TREE BRANCHES. THE RIGHT OUTBOARD WING PANEL RESTED 116 FEET WEST OF THE MAIN WRECKAGE. FURTHER EXAMINATION OF THE AIRPLANE WRECKAGE REVEALED THAT THE NOSE AND CENTER SECTIONS OF THE AIRFRAME SUSTAINED HEAVY FIRE DAMAGE. (-23) THE AIRPLANE DEPARTED FROM THE HERBERT SMART AIRPORT DURING VMC CONDITIONS. THE A/C LOST POWER, WITH 1 MILE OF THE AIRPORT. IN AN ATTEMPT TO LAND THE AIRPLANE IN A CLEARING, THE PILOT IMPACTED THE TOP OF A LARGE TREE AND SHEARED OFF THE RIGHT WING. THE A/C SPUN AROUND ONE AND ONE HALF TIMES AND IMAPCTED THE GROUND. AN IMMEDIATE POST CRASH FIRE CONSUMED MOST OF THE A/C. THE PILOT AND PASSENGER DID NOT SURVIVE THE FIRE. 20000108000889A (.19) ON JANUARY 8, 2000, AT 1500 HOURS PACIFIC STANDARD TIME, AN EXPERIMENTAL HAWKER SIDDELEY HUNTER F MK 4, N72602, REPORTED LOOSING ENGINE POWER DURING APPROACH TO LANDING NEAR CHINO, CALIFORNIA. THE AIRPLANE, OPERATED BY JET TECH INTERNATIONAL, SUSTAINED SUBSTANTIAL DAMAGE AFTER LANDING IN A FIELD 1/2 MILE SHORT OF THE AIRPORT AFTER THE PILOT EJECTED FROM THE AIRPLANE. THE PILOT SUSTAINED SERIOUS INJURIES. THE AIRPLANE WAS OPERATED UNDER 14 CFR PART 91 AS A FERRY FLIGHT WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT. THE FLIGHT ORIGINATED AT MOJAVE, CALIFORNIA AT AN UNKNOWN TIME. THE PILOT TOLD THE CONTROL TOWER THAT THE ENGINE WAS LOSING POWER BEFORE HE FLEW UNDER WIRES THAT WERE ESTIMATED TO BE 110 FEET HIGH, AND EJECTED FROM THE AIRPLANE. THE AIRPLANE HAD BEEN ISSUED A FERRY PERMIT THAT WAS VALID FROM JANUARY 5 TO JANUARY 15, 2000, AND THE FERRY PERMIT WAS TO FLY THE AIRPLANE FROM MOJAVE, CALIFORNIA TO TULSA, OKLAHOMA FOR MAINTENANCE WORK.THE OWNER OF THE AIRPLANE TOLD SAFETY BOARD INVESTIGATORS THAT THE PILOT WAS GOING TO MAKE A SHORT STOP IN CHINO FOR SOME MAINTENANCE WORK AND THEN FLY TO TULSA FOR F URTHER MAINTENANCE. (-23)PILOT REPORTED LOSING ENGINE POWER ON APPROACH TO LANDING NEAR CHINO, CA. A/C LANDED IN FIELD APPROX. 1/2 MILE SHORT OF RUNWAY AT CHINO AIRPORT. PILOT EJECTED ON LANDING. PILOT WAS FLYING A/C ON FERRY PERMIT ISSUED FOR FLIGHT FROM MOJAVE, CA. TO TULSA, OK FOR MAINTENANCE.(.4)ON JANUARY 8, 2000 AT 1450 HOURS PST, AN EXPERIMENTAL HAWKER SIDDELEY HUNTER FMK 4, N72602, COLLIDED WITH THE GROUND DURING A FORCED LANDING WHILE ON A VISUAL APPROACH TO THE CHINO AIRPORT, CHINO, CALIFORNIA. THE AIRPLANE, OPERATED BY JETECH LEASING, INC. SUSTAINED SUBSTANTIAL DAMAGE. THE AIRPLANE COLLIDED WITH A FARM FIELD 1/2 MILE SHORT OF THE RUNWAY AFTER THE PILOT EJECTED FROM THE AIRPLANE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT MOJAVE, CA., AT 1430. THE PILOT REPORTED THAT HE HAD BEGUN HIS TURN TO THE BASE LEG AND HAD EXTENDED THE FLAPS TO 80 DEGREES. AS HE ATTEMPTED TO ADD POWER TO ACCOUNT FOR THE INCREASED DRAG, THE ENGINE DID NOT RESPOND. WHILE ON THE DOWNWIND LEG THE ENGINE HAD BEEN SET AT 6,500 RPM. THE THROTTLE WAS FULLY INCREASED WITH NO CHANGE IN THE ENGINE POWER. HE SELECTED AN EMPTY FIELD FOR A FORCED LANDING, LEVELED THE WINGS, AIMED FOR THE FIELD, PARTIALLY RAISED THE FLAPS, AND CONTINUED THE DESCENT TOWARD THE FIELD WITH PARTIAL ENGINE POWER. AS HE APPROACHED THE GROUND, WITHIN A FEW HUNDRED FEET, THE PILOT SAW POWER LINES IN HIS PATH. HE ATTEMPTED TO JETTISON THE CANOPY "BUT THE SYSTEM DID NOT WORK" HE STATED. HE ELECTED TO FLY UNDER THE POWER LINES. SHORTLY BEFORE TOUCHDOWN IN THE EMPTY FIELD, THE PILOT INITIATED AN EJECTION. HIS NEXT RECOLLECTION WAS OF BEING TOLD TO LIE STILL. THE EJECTION SEAT SEPARATED FROM THE AIRPLANE AND CAME TO REST IN THE FIELD NEAR THE AIRPLANE. THE PILOT REPORTED THAT ON JANUARY 6, 2000, HE TRAVELED TO MOJAVE ANTICIPATING THAT THE AIRPLANE WOULD SOON BE READY TO FERRY. HE STATED THAT MOSE OF THE MAINTENANCE HAD BEEN DONE PRIOR TO HIS ARRIVAL. HE OPERATED THE ENGINE AT HIGH POWER SETTINGS FOR THE MECHANICS ON THE 6TH. THE MECHANIC CONTINUED THE INSPECTIONS AND SERVICING ON THE 7TH AND HE REPEATED THE ENGINE RUNS. ON SATURDAY, JANUARY 8, THE PILOT FLEW A LOCAL FLIGHT IN THE TRAFFIC PATTERN. HE PERFORMED THREE TOUCH-AND-GO LANDINGS EXERCISING THE FLAPS, LANDING GEAR, AND THE FLIGHT CONTROLS. THE AIRPLANE WAS THEN FUELED WITH SUFFICIENT FUEL TO FLY TO CHINO, PLUS RESERVES. FOLLOWING THE FORCED LANDING AND ACCIDENT, A SALVAGE OPERATOR SUBSEQUENTLY MOVED THE WRECKAGE TO COMPTON, CALIFORNIA. DURING THE POSTCRASH EXAMINATION OF THE AIRPLANE, PEBBLES AND DIRT WERE OBSERVED IN THE ENGINE INTAKE FROM THE INTAKE ENTRANCE TO THE AREA OF THE INLET GUIDE VANES (IGV'S). THERE WAS NO VISIBLE DAMAGE TO THE IGV'S. THE EXHAUST DUCT CONTAINED A SMALL AMOUNT OF DIRT. T 20000108000909A (.19) ON JANUARY 8, 2000, AT 1034 HOURS PACIFIC STANDARD TIME, A HOMEBUILT PITTS S1X, N900SH, COLLIDED WITH TERRAIN WHILE PERFORMING AN AEROBATIC ROUTINE AT AN AIRSHOW AT THE CABLE AIRPORT, UPLAND, CALIFORNIA. THE EXPERIMENTAL AIRPLANE, OWNED AND OPERATED BY THE PILOT, WAS DESTROYED. THE COMMERCIAL PILOT WAS FATALLY INJURED. THE LOCAL AIRSHOW PERFORMANCE, CONDUCTED UNDER 14 CFR PART 91, HAD ORIGINATED AT THE CABLE AIRPORT AT AN UNSPECIFIED TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. ACCORDING TO WITNESSES, THE PILOT WAS PERFORMING AN AEROBATIC ROUTINE WITH TWO OTHER AIRPLANES. THE AIRPLANES WOULD TAKE TURNS ENTERING THE AEROBATIC BOX TO PERFORM A CHOREOGRAPHED ROUTINE. THE AIRSHOW HELD A WAIVER FOR AN "AIRSHOW BOX" (PERFORMING AREA), WHICH WAS PARTLY OVER A ROCK QUARRY. ONE WITNESS WAS AN INTERNATIONAL AEROBATIC CLUB PERFORMANCE JUDGE. ON THE ACCIDENT FLIGHT, THE PILOT DOVE INTO THE BOX, PERFORMED THREE SNAP ROLLS TO THE RIGHT, AND RECOVERED. THE SECOND TIME HE ENTERED THE BOX, THE PILOT PERFORMED THREE SNAP ROLLS TO THE LEFT, AND, AS HE ROTATED ABOUT 3/4 OF THE WAY AROUND ON THE THIRD TO FOURTH SNAP ROLL, HE SEEMED TO EXPERIENCE "SOME SO RT OF PROBLEM" IN THE WITNESSES OPINION. THE NOSE OF THE AIRPLANE WAS ABOUT 20 TO 30 DEGREES NOSE LOW. THE PILOT ARRESTED THE SNAP ROLL, THEN TRANSITIONED INTO AN UPRIGHT FLAT SPIN, WITH THE NOSE SLIGHTLY HIGH TO THE HORIZON. THE AIRPLANE CONTINUED ROTATING TO THE RIGHT. AT THAT POINT, THE PILOT WAS HEARD TO PULL THE POWER BACK TO IDLE. IN THE SECOND TURN OF THE SPIN, THE AIRPLANE WAS ABOUT 200 TO 300 FEET AGL WITH THE NOSE STILL LOW. THE WITNESSES FELT THAT THE PILOT DID NOT HAVE SUFFICIENT ALTITUDE TO RECOVER. THE AIRPLANE BEGAN TO PULL OUT, THEN SEEMED TO "BUFFET", AS IF ON THE VERGE OF A STALL. THE AIRPLANE MADE ABOUT 1/2 A SNAP ROLL TO THE LEFT, THEN IMPACTED A COMPRESSOR IN THE ROCK QUARRY. WITNESSES REPORTED THAT THERE WAS A FIRE ON IMPACT. NO ONE ON THE GROUND WAS INJURED. (-23) THE PILOT WAS PERFORMING AN AEROBATICS ROUTINE AT AN AIRSHOW AT THE CABLE AIRPORT, UPLAND, CA, UNDER THE SPECIAL PROVISIONS OF A CERTIFICATE OF WAIVER OR AUTHORIZATION ISSUED BY THE RIVERSIDE FLIGHT STANDARDS DISTRICT OFFICE (FSDO). HE ENTERED THE APPROVED AEROBATIC MANEUVER AREA AND PERFORMED SEVERAL SNAP ROLLS TO THE RIGHT. AT THE COMPLETION OF THE LAST SNAP ROLL, THE AIRCRAFT ENTERED A SPIN TO THE RIGHT AND THE PILOT WAS NOT ABLE TO RECOVER BEFORE IMPACTING THE GROUND. THE AIRCRAFT CRASHED NEXT TO A SILO AND ROCK QUARRY EQUIPMENT IN A GRAVEL PIT. THE PILOT SUSTAINED FATAL INJURIES AND THERE WAS A POST CRASH FIRE THAT DESTROYED THE AIRCRAFT. AIRWORTHINESS SAFETY INSPECTORS FROM THE RIVERSIDE FSDO EXAMINED THE WRECKAGE AND COULD FIND NO EVIDENCE OF A CONTROL MALFUNCTION OR MECHANICAL FAILURE. VIDEO TAPES OF THE ACCIDENT SHOW THAT THE PILOT WAS TRYING TO RECOVER FROM THE SPIN, BUT DID NOT HAVE SUFFICIENT ALTITUDE TO DO SO. THE PILOT HELD THE WORLD RECORD FOR FULL POWER ACCELERATED SPINS AND HAS WRITTEN ARTICLES ON THE MANEUVER, ONE ARTICLE APPEARED IN THE NOVEMBER 1999 ISSUE OF SPORT AEROBATICS MAGAZINE DESCRIBING THE MANEUVER. THE PILOT ROUTINELY PERFORMED THIS MANEUVER IN HIS AIRSHOW ACT AT ALTITUDES BELOW 3,000 FEET AGL. A FULL POWER ACCELERATED SPIN OR A NORMAL SPIN WAS NOT A PLANNED MANEUVER FOR THIS AIRSHOW ROUTINE. HE WAS PART OF A THREE AIRPLANE PERFORMANCE KNOWN AS THE "SQUIRREL CAGE" WHERE EACH PERFORMER COMPLETES A PREDETERMINED AEROBATIC ROUTINE. THE PILOT HAD AN AUTHORIZATION FOR AEROBATIC PERFORMANCE TO 500 FEET AGL, AND DURING THIS PERFORMANCE THE MANEUVERS WERE STARTED ABOVE THIS ALTITUDE. THERE WAS NO EVIDENCE OF A MECHANICAL OR CONTROL MALFUNCTION AND THE ENGINE WAS PRODUCING POWER UNTIL IMPACT. ^PRIVACY DATA OMITTED^ (.4) ON JANUARY 8, 2000, AT 1034 HOURS PACIFIC STANDARD TIME, A HOMEBUILT PITTS S1X, N900SH, COLLIDED WITH TERRAIN WHILE PERFORMING AN AEROBATIC ROUTINE AT AN AIRSHOW AT THE CABLE AIRPORT, UPLAND, CALIFORNIA. THE EXPERIMENTAL 20000108003439I AT 2500 FT MSL ENGINE LOST POWER, HOWEVER, THE PROPELLER CONTINUED TO ROTATE WITHOUT ANY ROUGHNESS. USING THE CHECKLIST, THE PILOT ATTEMPTING TO RESTART THE ENGINE WITHOUT SUCCESS. A FORCED LANDING WAS MADE IN A PLOWED FIELD. DURING THE LANDING, THE LEFT WING TIP CONTACTED THE GROUND. THE PILOT TUBE AND THE NAVIGATION LIGHT ASSEMBLY LOCATED ON THE WINGTIP DEPARTED THE AIRCRAFT. 20000108004769A (-23) THE PILOT DISGARDED THE WARNINGS ISSUED VIA AN AIRMET CONCERING THE CURRENT CONDITIONS AND FORCAST CONDITIONS. HE WAS ADVISED OF THE CURRENT CONDITIONS OF SNOW, BLOWING SNOW, AND ICING CONDITIONS WITH MODERATE TURBULENCE ALONG HIS INTENDED ROUTE OF FLIGHT. THE PILOT DID NOT PROPERLY EVALUATE THE WEATHER CONDITIONS FOR THE INTENDED FLIGHT. 20000108006279A (-23) ON LANDING ROLL, SPEED APPROX. 50 KNOTS, PILOT FELT AND HEARD A BUMP. HE ABORTED TOUCH AND GO AND TAXIED INTO PARKING. UPON INSPECTION OF AIRCRAFT, FOUND DENT ON INBOARD LEADING EDGE OF WING. AIRPORT SECURITY FOUND A DEAD DEER ON THE RUNWAY AT THE LOCATION WHERE THE PILOT FELT THE BUMP. SUBSEQUENT INSPECTION OF AIRCRAFT FOUND DAMAGE LIMITED TO RIB AND SHEET METAL OF LEADING EDGE TO WING AND A BROKEN HYDRALULIC LINE ON RIGHT LANDING GEAR ALL CAUSED BY THE COLLISION WIHT THE DEER. 20000108012199A (-23)AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE DURING AN EMERGENCY LANDING ON A ROAD NEAR HUNTSVILLE, UTAH. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED. A SNOW STORM CAUSED A QUICK DETERIORATION OF FLYING CONDITIONS. THE PILOT ELECTED TO LAND ON A ROAD RATHER THAN CONTINUE FLYING IN INSTRUMENT METEOROLOGICAL CONDITIONS. DURING THE LAND ROLL THE AIRCRAFT DEPARTED THE ROAD AND IMPACTED A DITCH. 20000108022809I (-23)AT 42000 FT. CLIMBING THE CABIN ALT HORN SOUNDED. AIRCRAFT DESCENDED AND HORN WENT OFF AT LOWER ALT. AIRCRAFT LANDED WITH NO DIFFICULTY. 20000108028989A (.4)THE PILOT DEPARTED ON RUNWAY 32, AN UNLIGHTED TURF RUNWAY ON A DARK NIGHT. WHEN HE ROTATED, HE LOST SIGHT OF THE TREES ON THE SIDES OF THE RUNWAY, AND THE RUNWAY AHEAD. THE RIGHT WING OF THE AIRPLANE STRUCK TREES ON THE RIGHT SIDE OF THE RUNWAY PRIOR TO THE DEPARTURE END OF THE RUNWAY. THE PILOT CONTINUED WITH THE TAKEOFF AND CLIMBED TO ALTITUDE. HE REPORTED THAT HE WAS NOT CERTAIN IF THE WIND DRIFTED THE AIRPLANE TO THE RIGHT, OR HE INITIATED A SLIGHT RIGHT TURN. WINDS IN THE AREA WERE REPORTED TO BE FROM 210 TO 220 DEGREES AT 10 TO 14 KNOTS. UPON LANDING AT A NEARBY AIRPORT, EXAMINATION OF THE AIRPLANE REVEALED THE RIGHT MAIN LANDING GEAR WAS BENT REARWARD, AND THE SPAR OF THE RIGHT HORIZONTAL STABILATOR HAD BEEN BENT REARWARD. (-23) PILOT DEPARTED PRIVATE FIELD IN HARPSWELL, ME AND STRUCK TREES ON DEPARTURE. PILOT CONTINUED THE FLIGHT TO PORTLAND, ME. 20000109000989I (-23) NOSE GEAR PLUNGER ASSEMBLY FAILED DURING GEAR RETRACTION. DURING LANDING, NOSE GEAR COLLAPSED AND AIRCRAFT SKIDDED TO A STOP ON RUNWAY CENTERLINE WITH MINIMAL DAMAGE. FOUR PERSONS ON BOARD, NO INJURIES. 20000109003669A (.23) ON 01/09/00 AT 1830 CST, N8954N, PIPER PA-32-300 WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED THE TERRAIN DURING A FORCED LANDING DUE TO LOSS OF POWER. THE FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURIED. THE AIRCRAFT SUBSTAINED SUBSTANTIAL DAMAGE. THE AIRPLANE WAS IN LEVEL CRUISE FLIGHT DURING DARK NIGHT CONDITIONS WHEN THE 'ENGINE STOPPED.' THE INSTRUCTOR ELECTED TO MAKE A FORCED LANDING TO A FIELD. ON FINAL APPROACH, THE INSTRUCTOR NOTICED WHAT APPEARED TO BE POWER LINES. THE INSTRUCTOR BANKED THE AIRPLANE TO PARALLEL THE POWER LINES AND ROTATED THE AIRPLANE TO A NOSE HIGH PITCH ATTITUDE FOR TOUCHDOWN. THE TOUCHDOWN WAS MADE ON BOTH MAIN WHEELS; HOWEVER, 'THE NOSE OF THE AIRCRAFT CAME DOWN HARD,' AND THE AIRPLANE SKIDDED TO A STOP. AN FAA INSPECTOR SUPERVISED A 35-MINUTE TEST RUN OF THE ENGINE AND FOUND NO ANOMALIES. 20000109005729A (.4) THE PILOT WAS CLEARED FOR A NIGHT INSTRUMENT APPROACH IN INSTRUMENT CONDITIONS. A WITNESS WHO WAS WAITING FOR THE PILOT AT THE AIRPORT HEARD THE AIRPLANE FLY OVER THE AIRPORT FLYING TOWARDS A RESIDENTIAL AREA, BUT COULD NOT SEE THE AIRPLANE DUE TO FOG. WITNESSES IN THE RESIDENTIAL AREA OBSERVED THE AIRPLANE DESCEND OUT OF THE FOG, PULL UP ABOUT 40-DEGREES, AND REENTER THE FOG IN A STEEP LEFT BANK WITH SLOW AIRSPEED. THE AIRPLANE WAS OBSERVED DESCENDING OUT OF THE FOG IN A 70-DEGREE LEFT BANK. AN INCREASE IN ENGINE POWER WAS HEARD, THE AIRPLANE DISAPPEARED FROM VIEW AND WAS HEARD TO IMPACT WATER AND A MARSHY AREA. EXAMINATION OF THE AIRFRAME, FLIGHT CONTROLS, ENGINE ASSEMBLY AND ACCESSORIES REVEALED NO EVIDENCE OF A PRECRASH MECHANICAL FAILURE OR MALFUNCTION. TOXICOLOGY RESULTS REVEALED THE PILOT WAS IMPAIRED DUE TO DRUGS. (-23)NO NARRATIVE 20000109007619A (-23) PILOT STATED THAT AFTER THE AIRCRAFT LANDED, THE WIND PUSHED HIM OFF THE RUNWAY. HE TRIED TO TAKE OFF, BUT THE RIGHT WING HIT THE GROUND CAUSING THE AIRCRAFT TO TURN TO THE RIGHT AND LAND HARD. 20000109012139A (-23) FAA INSPECTOR GUIDO F. HASSIG ARRIVED AT APPROX 19:00 HOURS ON 1/9/00. THE LOCAL FIRE DEPT. LED BY FIRE CHIEF DEMITRUS TATTS, ^PRIVACY DATA^ WAS ALREADY ON SCENE AS WELL AS THE PENDER COUNTY SHERIFF'S DEPT^PRIVACY DATA OMITTED^ .THE ACCIDENT OCCURRED AT APPROX. 12:25 LOCAL TIME AT THE TOPSAIL AIRPORT IN TOWN OF HAMPSTEAD, NC. THE ACCIDENT A/C WAS AN AMATEUR BUILT SLATER A/C BEARING REGISTRATION NUMBER B656S. THE A/C WAS OPERATED BY THE OWNER MR EDWARD SCOTT LOWE. THE FLIGHT HAD BEEN A PLEASURE FLIGHT CONDUCTED UNDER THE FLIGHT RULES OF 14 CFR PART 91. NO FLIGHT PLANS WAS FILED AND NO WEATHER BRIEFING GIVEN. NO ATC SERVICES WERE USED. THE WINDS AT THE TIME OF THE ACCIDENT WERE REPORTED AS LIGHT AND THE SKY CONDITIONS REPORTED AS VFR. THE PILOT WAS FATALLY INJURED IN ACCIDENT WHEN A/C COLLIDED WITH TREES SHORTLY AFTER TAKE OFF. A/C DESTROYED. AN EXAMINATION OF WRECKAGE AND INTERVIEW OF WITNESSES INDICATED THAT THE ACCIDENT OCCURRED ON TAKEOFF. MR. JOHN YOUNG, THE AIRPORT OWNER, REPORTED THAT THIS HAD BEEN THE FIRST FLIGHT SINCE THE A/C WAS RECENTLY REBUILT. THE A/C DOCUMENTS INDICATED THAT IT HAD RECENTLY BEEN CERTIFICATED AND ISSUED A SPEXCIAL AIRWORTHINESS CERTIFICATE. THE FATHER OF THE PILOT, MR. CYRUS LOWE, PHONE NUMBER ^PRIVACY DATA^, MADE A VIDEO TAPE WHICH WAS VIEWED. THE VIDEO TAPE INDICATED THAT A NORMAL GROUND ROLL AND ROTATION PROGRESSED TO A SHALLOW CLIMB OUT. AT ABOUT FIFTY YARDS PAST THE END OF THE RUNWAY AND NO MORE THAN 100 FEET ALTITUDE IT APPEARED THE PILOT MAY HAVE INITIATED A TURN TO THE LEFT WHICH QUICKLY RESULTED IN A SPIN TO THE LEFT. THE A/C COLLIDED WITH A WOODED AREA TO LEFT OF RUNWAY EXTENDED CENTERLINE IN A NOSE-LOW ALTITUDE. ENGINE SEPARATED FROM AIRFRAME AND THE DEBRIS FIELD WAS CONSISTENT WITH A STALL/SPIN SEQUENCE. THERE WAS NO EVIDENCE OF FUEL IN BOTH TANKS. FLIGHT CONTROL CONTINUITY WAS NOT POSSIBLE BECAUSE OF THE EXTENT OF THE DAMAGE TO A/C. PHOTOGRAPHS WERE TAKEN OF THE ACCIDENT SCENE. THE WRECKAGE WAS LATED RECOVERED AND THE ENGINE SUBJECTED TO A TEAR-DOWN INSPECTION BY MR. JOHN YOUNG.^PRIVACY DATA^ HE IS ALSO THE HOLDER OF FAA MECHANIC CEERTIFICATE. NO CONCLUSIVE DETERMINATION WERE REACHED DURING THE TEARDOWN INSPECTION. FOR DETAILS SEE MR YOUNGS LETTER DATED 2/9/00. (.4)ON JANUARY 9, 2000, AT ABOUT 1224 EASTERN STANDARD TIME, A SLATER P-51, N656S, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT, CRASHED IN THE VICINITY OF HAMPSTEAD, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED. THE PRIVATE PILOT WAS FATALLY INJURED. THE FLIGHT ORIGINATED FROM TOPSOIL AIRPORT (01NC) HAMPSTEAD, NORTH CAROLINA, ABOUT 1 MINUTE BEFORE THE ACCIDENT. WITNESSES STATED THE AIRPLANE WAS OBSERVED TAKING OFF ON RUNWAY 3. THE AIRPLANE BECAME AIRBORNE ABOUT 1,000 FEET DOWN THE RUNWAY. THE AIRPLANE REACHED ABOUT 100 TO 150 FEET, STARTED A SLOW LEFT TURN, THE AIRPLANE APPEARED TO STALL, THE LEFT WING DROPPED DOWN, THE NOSE PITCHED DOWN, AND THE AIRPLANE DISAPPEARED FROM VIEW BEHIND A TREE LINE AND CRASHED. EXAMINATION OF A VIDEO OF THE ACCIDENT BY THE FAA REVEALED A NORMAL GROUND ROLL AND ROTATION PROGRESSED TO A SHALLOW CLIMB OUT. AT ABOUT 50 YARDS PAST THE END OF THE RUNWAY AND NO MORE THAN 100 FEET ALTITUDE IT APPEARED THE PILOT MAY HAVE INITIATED A TURN TO THE LEFT WHICH QUICKLY RESULTED IN A SPIN TO THE LEFT. THE AIRPLANE COLLIDED WITH A WOODED AREA TO THE LEFT OF THE RUNWAY EXTENDED CENTERLINE IN A NOSE-LOW ATTITUDE. THE ENGINE SEPARATED FROM THE AIRFRAME AND THE DEBRIS FIELD WAS CONSISTENT WITH A STALL/SPIN SEQUENCE. THERE WAS EVIDENCE OF FUEL IN BOTH TANKS. FLIGHT CONTROL CONTINUITY WAS NOT POSSIBLE DUE TO THE EXTENT OF THE DAMAGE TO THE AIRCRAFT. FOR ADDITIONAL INFORMATION SEE FAA INSPECTOR STATEMENT. VISUAL INSPECTION OF THE ENGINE ASSEMBLY AND ACCESSORIES BY 20000109013409A (-23) LEFT MAIN LANDING GEAR FAILED ON LANDING. OTHER GEAR COLLAPSED WHEN THE A/C VEERED OFF THE RUNWAY INTO THE GRASS. 20000109014939A (.4) THE AIRCRAFT WAS PARKED ON THE RAMP AND THE PILOT UNSUCCESSFULLY ATTEMPTED TO START THE AIRPLANE'S ENGINE DUE TO THE COLD TEMPERATURE. HE EXITED THE AIRPLANE TO TURN THE PROPELLER TO LOOSEN IT WITHOUT INTENDING TO START IT. HE NEGLECTED TO TURN OF THE MAGNETOS. THE ENGINE STARTED AND THE PILOT WAS STRUCK IN THE HEAD AND THE RIGHT ELBOW BY THE PROPELLER. ACCORDING TO AN EXCERPT FROM THE STARTING SECTION OF THE 1959 PA-24-250 AIRPLANE FLIGHT MANUAL, 'WHEN THE ENGINE IS COLD (UNDER 40 DEGREES F.), PRIME THREE TO FIVE STROKES; IF EXTREMELY COLD, PULL THE PROPELLER THROUGH BY HAND FOUR TO SIX TIMES BEFORE TURNING ON THE KEY IGNITION TO 'LEFT' AND ENGAGING THE STARTER BUTTON.' 20000109020709I (-23) THE PILOT OF N5234V DEPARTED SAN FELIPE, MEXICO ENROUTE TO TUCSON, AZ, WHEN SHORTLY AFTER CROSSING THE BORDER INTO THE U.S. THE ENGINE QUIT AND THE PILOT HAD TO MAKE AN EMERGENCY LANDING IN A FIELD. DURING THE ROLLOUT THE AIRCRAFT WING HIT A CACTUS CAUSING MINOR DAMAGE TO THE WING. THE PILOT STATED HE DID NOT REFUEL IN SAN FELIPE, MEXICO, AND DID NOT "DIP THE TANKS" TO SEE EXACTLY HOW MUCH FUEL HE HAD BEFORE DEPARTING FOR TUCSON. 20000110000659I (-23) AIRCRAFT DEPARTED NARITA, JAPAN ENROUTE HONOLULU, HAWAII. PILOT INDICATED SOME TURBULENCE ENCOUNTERED DURING CLIMB TO CRUISE ALTITUDE OF 37,000 FT. HE LEFT SEAT BELT SIGN ON. UPON REACHING CRUISE LEVEL, AIRCRAFT ENCOUNTERED SEVERE TURBULENCE THAT LASTED APPROXIMATELY 20 SECONDS. UPON ARRIVAL AT HNL, 5 FLIGHT ATTENDANTS SUSTAINED INJURIES. THREE WERE TRANSPORTED TO HOSPITAL FOR TREATMENT. THEY WERE RELEASED WITH MINOR BRUISES. TWO DID NOT WANT TREATMENT. ONE PASSENGER (CHILD) TRANSPORTED TO HOSPITAL.ALSO RELEASED WITH MINOR BRUISES. ONE PASSENGER RECEIVED BURNS FROM HOT COFFEE. RECEIVED TREATMENT FROM AIRPORT MEDICAL AND RELEASED. REMAINING PASSENGER REFUSED TREATMENT AND DEPARTED. AIRCRAFT WAS INSPECTED AND REPORTED NO DAMAGE. A RIVET IN THE AREA OF THE LOWER WING ADJACENT TO #3 ENGINE WAS PULLED LOOSE AND WAS REPLACED AS A PRECAUTIONARY MEASURE. NO OTHER SIGNIFICANT ITEMS FOUND. 20000110000939I (-23) ON JANUARY 4, 2000, AT APPROXIMATELY 2010 HRS LOCAL TIME THE RIGHT WING OF THIS AIRCRAFT WAS DAMAGED WHEN THE AIRCRAFT WAS MARSHALLED INTO A STOPPED FUEL TRUCK. THE AIRCRAFT FIRST STOPPED APPROXIMATELY 10 FEET SHORT OF THE PROPER POSITION. THE MARSHALL WHO WAS STANDING ON THE CAPT'S SIDE OF THE AIRCRAFT COULD NOT SEE THAT THE FUEL TRUCK REPOSITIONED AFTER THE AIRCRAFT FIRST STOPPED THE DRIVER STATED THAT HE THOUGHT THAT THE AIRCRAFT HAD MADE ITS FINAL STOP. THIS RAMP HAD BEEN REDESIGNED AND ANY OF THE RAMP PERSONNEL WERE NOT FAMILIAR WITH THE NEW PARKING SPOTS. 20000110001199I (-23) THE AIRCRAFT WAS CRUISING AT 9000 FEET WHEN THE NUMBER TWO ENGINE SHUT ITSELF DOWN. THE NUMBER 2 ENGINE ELCTRONIC CONTROL UNIT (ECU) HAD GONE INTO REVERSION PRIOR TO FLIGHT AND HAD BEEN TURNED OFF. THE AIRCRAFT WAS OPERATING UNDER MEL PROVIONS. PIEDMONT MAINTENANCE DETERMINED THAT THE NUMBER 2 ECU WAS THE CAUSE OF THE SHUTDOWN. AN INVESTIGATION WAS BEGUN BY THE PMI TO INCLUDE PRATT AND WHITNEY, HAMILTON STANDARD, PIEDMONT AIRLINES, BO MBARDIER AIRCRAFT AND FAA/AEG ANE200. UPDATED WILL BE PROVIDED AS NEEDED. 20000110006219A (-23) ON MONDAY, 1-10-00, AT APPROX. 0519Z, AN AEROSTAR, N905DK WITH TWO PILOTS ON BOARD BEGAN AN ILS 29 APPROACH TO CHESTER COUNTY AIRPORT (40N), PA. THIS A/C WAS POSITIONING TO PICK UP A PASSENGER FOR A FLIGHT TO MEIGS FIELD (CGX). THE WESTHER WAS IMC. LINE CREW AT THE FIELD STATED THAT THEY HEARD THE A/C OVER THE FIELD AND THEN SAW A FLASH OF LIGHT. THE WRECKAGE WAS FOUND IN A FIELD AND ACROSS A 4 LANE HWY (RT 30 BYPASS). THE A/C WAS DESTROYED AND BOTH OCCUPANTS WERE FATALLY INJURED. THE ACCIDENT OCCURRED AFTER THE APPROACH AND PAST THE AIRPORT. THERE WAS NO COMMUNICATIONS OF A MISSED APPROACH PROCEDURE BEING CONDUCTED.^PRIVACY DATA OMITTED^ 20000110010569A (-23) PILOT TOOK OFF FROM GRASS RUNWAY AFTER PREFLIGHTING AIRPLANE. ENGINE QUIT ON CROSSWIND LEG AT APPROXIMATELY 150 FEET AGL. PILOT APPLIED CARBURETOR HEAT AND MADE ADUESTMENTS IN THE THROTTLE SETTING TO NO AVAIL, THEN SET UP FOR A LANDING IN THE ONLY FIELD AVAILABLE. AIRCRAFT LANDED AND HIT A BUMP IN THE TERRIAN CAUSING THE LANDING GEAR TO COLLAPSE. THE PROPELLER STRUCK THE GROUND WHILE WINDMILLING AND THE LEFT WING TIP STRUCK A TREE SHEARING OFF ABOUT FOOT OF THE WINGTIP. RIGHT WING WAS SLIGHTLY DAMAGED BY BRUSH. 20000110014349A (.4) THE PILOT LOST CONTROL OF THE AIRPLANE DURING LANDING. THE PILOT STATED THAT A GUST OF WIND LIFTED THE RIGHT WING. HE REPORTED THAT HE THOUGHT HE OVERCORRECTED FOR THE WIND, CAUSING THE AIRPLANE TO LAND ON THE RIGHT MAIN LANDING GEAR FIRST, BOUNCING IT INTO THE AIR. THE AIRPLANE THEN LANDED A SECOND TIME ON THE LEFT MAIN LANDING GEAR, AND BOUNCED AGAIN. THE PILOT STATED THAT HE THEN INADVERTENTLY PUSHED FORWARD ON THE CONTROL COLUMN AND LANDED A THIRD TIME ON THE NOSE LANDING GEAR. THE NOSE LANDING GEAR COLLAPSED, AND THE PROPELLER STRUCK THE RUNWAY. 20000110039569I (-23)PILOT STATED THAT ON DOWNWIND TO RUNWAY 16R AT VAN NUYS THE THREE GREEN LIGHTS FOR THE GEAR "FLICKERED". HE RECYCLED THE GEAR AND GOT THREE STEADY GREEN LIGHTS. HE MADE A NORMAL APPROACH AND LANDING AND AT ABOUT 70 KNOTS THE GEAR COLLAPSED. OWNER OF THE FLIGHT SCHOOL, ^PRIVACY DATA OM^, STATED THAT WHEN AIRPLANE WAS RAISED, THE GEAR CAME DOWN AND THREE GREEN LIGHTS WERE OBSERVED. AIRPLANE WAS TOWED TO "BLUE SKIES" ON ITS GEAR. DAMAGE PATTERN ON THE AIRPLANE INDICATES THAT THE AIRPLANE WAS LANDED GEAR UP. 20000111000409I (-23) ON TUESDAY, 1/11/2000 AT 1116 LOCAL, A PIEDMONT AIRLINES (D/B/A USAIR EXPRESS) REPORTED A CAPTAIN'S SIDE WINDOW CRACKED. THE AIRCRAFT LANDED ON RUNWAY 28 AT ELMIRA CORNING AIRPORT WITHOUT INCIDENT. CONTRACT MAINTENANCE (ELMIRA CORNING AIR SERVICE) INSPECTED THE WINDOW AND DETERMINED THAT ONLY THE OUTER NON-STRUCTURAL PANE HAD CRACKED. THE AIRCRAFT WAS FERRIED TO THE MAIN BASE WHERE REPLACEMENT WAS MADE. THIS INCIDENT IS CONSIDERED CLOSED. 20000111000479A (.19) ON JANUARY 11, 2000, AT 2100 HOURS PACIFIC STANDARD TIME, AN ARROW FALCON EXPORTERS, INC. OH-58A, N901SF, WAS DESTROYED WHEN IT IMPACTED TERRAIN IN AN AGRICULTURAL FIELD 3 MILES SOUTHWEST OF CROWS LANDING, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT, WHO HELD A COMMERCIAL HELICOPTER CERTIFICATE, AND ONE PASSENGER WERE FATALLY INJURED. THE HELICOPTER, OPERATED AS A PUBLIC-USE AIRCRAFT UNDER 14 CFR PART 91 BY THE SAN FRANCISCO (CALIFORNIA) POLICE DEPARTMENT, WAS CONDUCTING A NIGHT CROSS-COUNTRY FLIGHT. THE HELICOPTER DEPARTED FROM PORTERVILLE, CALIFORNIA AT 1900 AND WAS DESTINED FOR SAN FRANCISCO. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. ACCORDING TO POLICE DEPARTMENT PERSONNEL, THE HELICOPTER WAS FLOWN TO PORTERVILLE THE PRIOR DAY FOR ROUTINE MAINTENANCE AND DEPARTURE FOR THE RETURN FLIGHT WAS DELAYED DUE TO INCLEMENT WEATHER. THE PILOT RECEIVED A (PILOT) ABBREVIATED WEATHER BRIEFING BEFORE DEPARTURE AND WAS ADVISED THAT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED ALONG THE ROUTE OF FLIGHT AND THAT VISUAL FLIGHT RULES WERE NOT RECOMMENDED. AT 2053, THE WEATHER AT MODESTO, 18 MILES NORTH OF THE ACCIDENT SITE, WAS: A FEW CLO UDS AT 200 FEET (AGL), BROKEN CLOUDS AT 2,500 FEET AND OVERCAST CLOUDS AT 3,000 FEET WITH VISIBILITY OF 2 STATUTE MILES IN FOG. EN ROUTE, THE PILOT ADVISED STOCKTON APPROACH CONTROL THAT HE INTENDED TO NAVIGATE VIA INTERSTATE HIGHWAY 5 AT 1,000 FEET ALTITUDE (MSL). HE LATER ADVISED HE WAS DESCENDING BELOW 1,000 FEET TO REMAIN CLEAR OF CLOUDS. RADAR AND RADIO CONTACT WITH THE AIRCRAFT WAS SUBSEQUENTLY LOST. THE WRECKAGE WAS LOCATED THE FOLLOWING MORNING. THE WRECKAGE WAS LOCATED IN AN OPEN AGRICULTURAL FIELD ABOUT 2 MILES EAST OF HIGHWAY 5. THE WRECKAGE WAS DISTRIBUTED ALONG A LINEAR PATH APPROXIMATELY 350 FEET LONG ORIENTED APPROXIMATELY 210 DEGREES (MAGNETIC) WITH SEVERAL ROTOR BLADE LEADING EDGE SECTIONS AS FAR AS 600 FEET FROM THE INITIAL IMPACT POINT. (-23) ON 01-11-2000 AT APPROXIMATELY 20:58 HOURS PST, TWO AND ONE-HALF MILES SOUTHWEST OF CROWS LANDING, CALIFORNIA, A SAN FRANCISCO POLICE DEPARTMENT HELICOPTER, N901SF, AN OH-58A+, WITH ^PRIVACY DATA OMITTED^ ACTING AS PILOT IN COMMAND WITH ONE PASSENGER, ALSO A SFPD OFFICER, ENROUTE FROM PORTERVILLE TO SAN FRANCISCO, CA, COLLIDED WITH THE TERRAIN IN A PLOWED FARM FIELD, RESULTING IN TWO FATALITIES. POST ACCIDENT INVESTIGA TION INDICATED THAT AT THE TIME OF IMPACT THE HELICOPTER ENGINE WAS FUNCTIONAL AND UNDER POWER. A CONTINUITY CHECK OF THE HELICOPTER CONTROLS INDICATED THAT THEY WERE FUNCTIONAL PRIOR TO THE TIME OF IMPACT. TERRAIN SURFACE MARKINGS AND WRECKAGE DISTRIBUTION INDICATE THAT THE HELICOPTER WAS IN A DESCENDING FOUR DEGREE NOSE DOWN AND FIVE DEGREE RIGHT BANKING TURN AT THE TIME OF IMPACT WITH APPROXIMATELY 80 KNOTS OF FORWARD SPEED. INITITAL POST ACCIDENT INVESTIGATION INDICATES THAT THE ACCIDENT IS A RESULT OF CONTROLLED FLIGHT INTO THE TERRAIN FOR AN UNSPECIFIED REASON. THIS INVESTIGATION IS CLOSED WITHOUT FURTHER ACTION. (-23)ON 01-11-2000 AT APPROXIMATELY 2058 HOURS PST, TWO AND ONE-HALF MILES SOUTHWEST OF CROWS LANDING, CALIFORNIA, A SAN FRANCISCO POLICE DEPARTMENT HELICOPTER, N901SF, AN OH-58A, WITH OFFICER ^PRIVACY DATA O^ ACTING AS PILOT IN COMMAND WITH ONE PASSENGER, ALSO SFPD OFFICER, ENROUTE FROM PORTERVILLE TO SAN FRANCISCO, CA, COLLIDED WITH THE TERRAIN IN A PLOWED FARM FIELD, RESULTING IN TWO FATALITIES. POST ACCIDENT INVESTIGATION INDICATED THAT AT THE TIME OF IMPACT THE HELICOPTER ENGINE WAS FUNCTIONAL AND UNDER POWER. A C ONTINUITY CHECK OF THE HELICOPTER CONTROLS INDICATED THAT THEY WERE FUNCTIONAL PRIOR TO THE TIME OF IMPACT. TERRAIN SURFACE MARKINGS AND WRECKAGE DISTRIBUTION INDICATE THAT THE HELICOPTER WAS IN A DESCENDING FOUR DEGREE NOSE DOWN AND FIVE DEGREE RIGHT BANKING TURN AT THE TIME OF IMPACT WITH APPROXIMATELY 80 KNOTS OF FORWARD SPEED. INITIAL POST ACCIDENT INVESTIGATION INDICATES THAT THE ACCIDENT IS 20000111000589I (-23) ON JANUARY 11, 2000, AT APPROXIMATELY 1130 HRS CST, MR. MARK A. HERRMANN, HOLDER OF PRIVATE PILOT CERTIFICATE NO. 511560382, WAS RECEIVING A BIENNIAL FLIGHT REVIEW FROM THE INSTRUCTOR PILOT, MR. ZACHARY ROBERT NIEBUHR, HOLDER OF COMMERICAL PILOT CERTIFICATE NO. 476764883, IN PIPER PA-24, N8630P WHEN THE GREEN LANDING GEAR ANNUNCIATOR LIGHT FAILED TO ILLUMINATE. GROUND OBSERVERS ATTEMPTED TO VERIFY THE STATUS OF THE LANDING GEAR WHICH WAS REPORTED TO APPEAR TO BE IN THE LOCKED POSITION. DURING THE APPROACH AND LANDING THE LANDING GEAR COLLAPSED ON ROLL-0UT. A MALFUNCTION AND DEFECT REPORT WILL BE SUBMITTED AS TO WHY THE LANDING GEAR COLLAPSED. 20000111000739I (-23) ON JANUARY 11, 2000 AT 1830 CST, A CESSNA 340, REGISTRATION NUMBER N591M, OWNED BY ERIC GRUNDELMAN, 3200 NEWSOM, MESQUITE TEXAS 75181, DURING TAXING THE HOCKEND FITTING TO THE RIGHT MAIN LANDING GEAR BROKE AND THE LANDING GEAR COLLAPSED. THE AIRCRAFT DAMAGE WAS MINOR AND THE PILOT HAD NO INJURIES. THE PILOT HOLDS A COMMERCIAL MULTIENGINE LAND CERTIFICATE, NUMBER 459941693. THE FLIGHT ORIGINATED AT WACO TEXAS ON JANUARY 11, 2000 AT 1720 CST. A MALFUNCTION OR DEFECT REPORT WAS FILED ON JANUARY 11, 2000. 20000111001089I (-23) ON 1/11/00 PCAA FLIGHT 3863, DH-8, N839EX, PILOT SHUT DOWN THE #1 ENGINE DUE TO A LOW OIL PRESSURE INDICATION. THE LOW OIL PRESSURE LIGHT DID NOT ILLUMINATE IN FLIGHT HOWEVER DID COME ON AFTER ENGINE SHUT DOWN ON THE GROUND. THE FLIGHT DEPARTED SYR AND WAS ENROUTE TO LGA WHEN THE AIRCRAFT DIVERTED TO BGM. DURING THE INSPECTION, MAINTENANCE FOUND A BAD CANNON PLUG ON THE OIL PRESSURE GAUGE. THE PLUG WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. (SEE MAINTENANCE LOG PAGE #252347, ITEM #36). 20000111002509I PILOT PICKED UP AIRCRAFT AT EAGLE, AVIATION IN COLUMBIA, THE PILOT ATTEMPTED TO BRING UP THE GEAR. THE GEAR CYCLED APPROXIMATELY 1/2 OF THE WAY TOEARDS THE UP POSITION THEN STOPPPED. EMERGENCY PROCEDURES WERE FOLLOWED WITH NO AVAIL. THE GEAR WOULD NOT MOVE NEITHER UP NOR DOWN. THE PILOT FLEW OFF EXCESS FULE THEN LANDED AT GSO WITH THE GEAR IN THE HALF WAY. A FOLLOW-UP INVESTIGATION REVEALED MASKING TAPE HAD BEEN LEFT ON THE NOSE GEAT ACTUATOR SHAFT AT THE PAINT SHOP, CAUSING THE ACTUTOR TO JAM DURING THE RETRACT PROCESS. MAJOR DAMAGE OCCURED TO PROPS, ENGINES, FLAPS, GEARDOORS, AND RETRACT MECHANISMS. 20000111002529I PILOT LOST CONTROL ON LANDING ROLLOUT/TAXI. AIRCRAFT WENT OFF TO LEFT SIDE OF RUNWAY. THE LEFT GEAR SNAPPED OFF CAUSING AIRCRAFT TO GROUND LOOP AROUND. 20000111003289I AIRCRAFT HYDRAULIC PRESS DROPPED TO MID-SCALE. FOUND CRACKED PUMP HOUSING ON STANDBY RUDDER PUMP. 20000111004639A (.4) THE PILOT WAS CONDUCTING AN ANNUAL GAME SURVEY WITH THREE EMPLOYEES OF THE JICARILLA GAME AND FISH DEPARTMENT. HE HAD BEEN AIRBORNE FOR APPROXIMATELY 2 HOURS, AND WAS PLANNING ON RETURNING FOR FUEL. WHILE FLYING ON AN EASTERLY HEADING AT 35 KNOTS AND 100 FT. AGL IN CALM WINDS, THE PILOT INITIATED A SHALLOW RIGHT TURN AND THE AIRCRAFT STARTED A YAW TO THE RIGHT. LEFT PEDAL WAS APPLIED TO COUNTERACT THE MOVEMENT WITH NO EFFECT. THE PILOT LOWERED COLLECTIVE TO REDUCE THE TORQUE AND THE AIRCRAFT BEGAN TO SPIN TO THE RIGHT. HE CLOSED THE THROTTLE TO THE FLIGHT IDLE POSITION TO REDUCE TORQUE ON THE AIRFRAME. THE AIRCRAFT CONTINUED TO SPIN AND AS IT WAS APPROACHING THE GROUND, HE PULLED THE PITCH BACK TO CUSHION THE LANDING. THE HELICOPTER IMPACTED THE TOP OF A PINION TREE AND CAME TO REST ON ITS RIGHT SIDE. THE DAY FOLLOWING THE ACCIDENT, AN FAA MAINTENANCE INSPECTOR PERFORMED AN INSPECTION OF THE TAIL ROTOR SYSTEM AND NO DISCREPANCIES WERE FOUND. DENSITY ALTITUDE AT THE ACCIDENT SITE WAS CALCULATED TO BE 7,240 FEET ABOVE MSL. 20000111005429A (-23) AIRCRAFT EXPERIENCED SUDDEN LOSS OF POWER WHILE CLIMBING OUT FROM TOUCH AND GO LANDING AT MOBILE AIRPORT (1A20). AIRCRAFT WAS SUCCESSFULLY LANDED IN OPEN DESERT APPROXIMATELY 3 N.M. S.E. OF AIRPORT. (.4) DURING CLIMB OUT THE ENGINE BEGAN SHAKING, RATTLING, AND LOSING POWER. THE FLIGHT INSTRUCTOR TOOK THE CONTROLS AND PERFORMED AN EMERGENCY OFF-AIRPORT LANDING. WHILE ON ROLLOUT THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE LEADING EDGES AND LOWER SURFACES OF BOTH WINGS. THE ENGINE HAD BEEN PREVIOUSLY INSPECTED IAW TCM 99-3, WHICH REQUIRED THE REMOVAL OF THE NO. 1 AND 3 CYLINDERS. UPON REASSEMBLY OF THE CYLINDERS, IT WAS NECESSARY TO REINSTALL THREE SNAP RINGS ON THE CRANKSHAFT COUNTERWEIGHTS AT THE NO. 2 AND 5 CHEEKS. AN INSPECTION OF HE NO. 5 CHEEK REVEALED THAT THESE THREE SNAP RINGS WERE NOT FULLY SEATED. THE SIGNATURES ON THE CRANKSHAFT AND COUNTERWEIGHT WERE CONSISTENT WITH A COUNTERWEIGHT STRIKING THE CRANKSHAFT. THIS CAN ONLY HAPPEN IF THE COUNTERWEIGHT PIN IS NOT IN PLACE. A REVISION TO TCM MANDATORY SERVICE BULLETIN 99-3C, PUBLISHED ON JULY 27, 1999, NOW REQUIRES THAT THE GAP BETWEEN THE SNAP RING EARS BE MEASURED TO INSURE THAT THEY ARE PROPERL Y SEATED DURING REASSEMBLY. 20000111006059A (-23) METHOW 20 DEPARTED PAE ON SPECIAL VFR CLEARANCE. JUST AFTER BECOMING AIRBORNE THE AIRCRAFT VEERED LEFT AND WENT OFF THE SIDE OF THE RUNWAY. AIRCRAFT SKIDDED ACROSS GROSS MEDIAN IMPACTING THE LIP OF A DRAINAGE CANAL, CONTINUED ACROSS AN ACCESS ROAD INTO A FIELD AND SPUN COUNTER CLOCKWISE.BOTH MAIN LANDING GEAR WHEELS DEPARTED THE AIRCRAFT AND THE RIGHT GEAR COLLAPSED. BOTH PROPELLERS BENT. RIGHT ENGINE MOUNT BENT AND FIREWALL BUCKLED. TOP OF REAR FUSELAGE HAS A GASH THRU SKIN. LEFT VERTICAL STAB AND RUDDER BENT 45 DEG. OUTBD. AT TOP EDGE. 20000111006349A (-23) WHILE IN CRUISE FLIGHT AT FL 350 IN THE VICINITY OF ALAMOSA, CO. THE FLIGHT CREW RECEIVED REPORTS FROM ATC OF LIGHT TO MODERATE CHOP IN THEIR FLIGHT PATH. THE SEAT BELT SIGN WAS ILLUMINATED AND A PA ANNOUNCEMENT WAS MADE FOR PASSENGERS TO RETURN TO THEIR SEATS, REMAIN SEATED WITH SEAT BELTS FASTENED, AND FOR THE FLIGHT ATTENDANTS TO SECURE THE CABIN. AFTER THE CABIN WAS SECURED AND BEFORE 2 FLIGHT ATTENDANTS COULD BE SEATED, THE FLIGHT ENCOUNTERED SOME LIGHT TURBULENCE, FOLLOWED BY SEVERAL SECONDS OF SEVERE TURBULENCE. THE TWO FLIGHT ATTENDANTS WERE LIFTED INTO THE AIR AND WERE INJURED WHEN THEY FELL ON ARMRESTS. ONE FLIGHT ATTENDANT SUSTAINED SEVERAL CRACKED OR BROKEN RIBS AND WAS TAKEN TO THE HOSPITAL IN LAS VEGAS FOR TREATMENT. 20000111006549A (-23) THE FOLLOWING NARRATIVE WAS DERIVED FROM INTERVIEWS OF THE PILOT, PASSENGERS, WITNESSES AND AN ON-SCENE INVSTIGATION CONDUCTED BY PERSONNEL OF HTE ALLEGHENY FLIGHT STANDARDS DISTRICT OFFICE. ON TUESDAY MORNING, JANUARY 11, 2000, AT APPROXIMATELY 7:15 AM, AIRCRAFT N9103N, A PIPER MALIBU, WAS INVOLVED IN A CONTROLLED FLIGHT INTO TERRAIN ACCIDENT AT THE BRADFORD COUNTY AIRPORT, BRADOFRD, PA (KBFD). THE PILOT, MR. ROBERT T. HARRIS, HOLDER OF COMMERICAL PILOT CERTIFICATE #2194642, HAD PLANNED AN IFR FLIGHT FROM KBFD TO CONCRD REGIONAL AIRPORT, CONCORD, NC (KJQF). THE PILOT CHECKED THE WEATHER AND FILED AN IFR FLIGHT PLAN THROUGH THE DUAT SYSTEM THE NIGHT PRIOR TO THE FLIGHT ON JANUARY 10, 2000. THE NEXT MORNING, THE PILOT AGAIN CHECKED THE WEATHER AT APPROXIMATELY 4:45 AM AND DETERMINED HE COULD ACCOMPLISH THE FLIGHT. THE PILOT AND HIS THREE PASSENGERS, ALONG WITH APPROXIMATELY 30 POUNDS OF BAGGAGE, ARRIVED AT THE AIRPORT AT APPROXIMATELY 6:30 AM. AS THEY BEGAN TO PUSH THE AIRCRAFT OUT OF THE HANGER, IT BEGAN TO SNOW LIGHTLY. THE PILOT SPPLIED "ICE-X" TO THE DE-ICE BOOTS OF THE AIRCRAFT WHILE THE PASSENGERS LOADED THE BAGGAGE INTO THE NOSE STORAGE COMPARTMENT OF THE AIRCRAF T. BY THE TIME THE PILOT STARTED THE ARICRAFT AND BAGAN TO TAXI FROM THE HANGER TO RUNWAY 23, THE INTENSITY OF SNOW INCREASED FROM THE LIGHT TO MODERATE AND THE TEXTURE HAD CHANGED FROM LIGHT TO LARGE HEAVY WET FLAKES. ADDITIONALLY, THE RAMP AND RUNWAY AREAS WERE COVERED WITH APPROXIMATELY 1/2 INCH OF SNOW AND SLUSH. AIRCRAFT RUNUP AND BEFORE TAKE-OFF, CHECKS WERE ACCOMPLISHED WITHOUT INCIDENT. THE RUNUP WAS ABBREVIATED DUE TO THE AIRPLANE SLIDING ON THE SNOW COVERED SURFACE. JUST PRIOR TO THE TAKE OFF ROLL, THE PILOT TURNED ON THE AIRCRAFT ICE LIGHT ON THE LEFT WING AND NOTICED THERE WAS APPROXIMATELY 1/2 INCH OF SNOW ON THE WING. THE PILOT BEGAN THE TAKEOFF ROLL. DURING THE TAKE-OFF, HE SAW THAT THE SNOW WAS BEING BLOWN OFF THE WINGS. HIS PASSENGERS ALSO STATED THEY SAW THE SNOW COMING OFF THE OUTBOARD PART OF THE WINGS, BUT SNOW REMAINED ON THE WING AREA NEXT TO THE CABIN. THE PILOT THEN STATED HE FELT THE AIRPLANE LIFT OFF, BUT IT FELT LIKE HE DID NOT HAVE ENOUGH SPEED TO FLY. THE AIRPLANE SETTLED BACK DOWN ON THE RUNWAY. THE AIRPLANE ACCELERATED A LITTLE MORE AND LIFTED OFF AGAIN. DURING THE TAKEOFF, THE PILOT NOTICED THAT THE ENGINE WAS OPERATING NORMALLY, BUT ONC E AIRBORNE AGAIN, AND AFTER THE LANDING GEAR WAS RETRACTED, HE SAID THE AIRPLANE FELT IT WAS RIGHT ON THE VERGE OF STALLING. THE AIRPLANE CLIMBED TO AN ALTITUDE OF APPROXIMATELY 15-20 FEET ABOVE THE RUNWAY ACCORDING TO A GROUND WITNESS. WITH THE RUNWAY LENGTH RAPIDLY DECREASING AND THE AIRPLANE FAILING TO GAIN ANYMORE ALTITUDE, THE PILOT BELIEVES HE MAY HAVE REDUCED THE THROTTLE TO ABORT THE TAKEOFF AND LAND IN THE CLEAR AREA BEYOND THE RUNWAY. HE SAID HE THINKS HE MAY HAVE DONE THIS BECAUSE OF THE AIRPLANE'S INABILITY TO CLIMB AND HIS WANTING TO AVOID HITTING THE TALL TREES BEYOND THE CLEAR AREA. FROM THIS POINT ON, THE PILOT RECOLLECTION OF EVENTS IS UNCLEAR. THE PASSENGERS STATED THAT THEY FELT AND SAW THE RIGHT WING HIT THE GROUND, THEN THEY SAW A FIREBALL AND FINALLY FELT THE AIRPLANE CAME TO A STOP. THE PILOT AND HIS PASSENGERS EXITED THE AIRPLANE UNHARMED, GOT THE LUGGAGE FROM THE NOSE COMPARTMENT AND WALKED BACK TO THE AIRPORT TERMINAL. UPON ARRIVAL AT THE ACCIDENT SCENE BY PERSONNEL OF THE ALLEGHENY FSDO-3, THE AIRPLANE WAS FOUND UPRIGHT AND INTACT, WITH THE EXCEPTION OF THE RIGHT WING. THE AIRCRAFT WAS FOUND APPROXIMATELY 450 FEET BEYOND THE DEPARTURE END AND APPR OXIAMTELY 300 FEET TO THE LEFT OF THE CENTERLINE OF RUNWAY 23 ON A HEADING OF 200 DEGREES. AN IMPACT MARK IN A SMALL DIRT PILE CAUSED BY THE RIGHT WING, WAS FOUND APPROXIMATELY 120 FEET BEYOND THE DEPARTURE END AND 260 FEET TO THE LEFT OF THE CENTERLINE OF RUNWAY 23. APPROXIMATELY 15 FEET PAST THE IMPACT MARK, THE AIRPLANE STRUCK AND TORE DOWN A SECTION OF AN 8 FOOT TALL AIRPORT PERIMETER FENCE. 20000111014909I (-23) WHILE CONDUCTING SIMULATED ENGINE FAILURE AT NIGHT FROM A BEAM THRESHOLD, STUDENT, PERFORMED SIMULATED PROCEDURE FOR ENGINE FAILURE, IP WAS INSTRUCTING. IP NOTICED AIRSPEED WAS DECELERATING, DID NOT NOTICE GEAR WAS DOWN. ON SHORT FINAL JUST BEFORE TOUCHDOWN, IP NOTICED GEAR WAS NOT DOWN, BEFORE TROTTLE COULD APPLIED FOR GO-AROUND AIRCRAFT CONTACTED RUNWAY. 20000112000019I (-23) CONTINENTAL FLIGHT 420 WHILE TAXIING INTO GATE A IN BOS STRUCK A CATERING TRUCK WITH ITS LEFT WINGTIP. THERE WAS ONE INJURY TO A CATERING EMPLOYEE. NO PASSENGERS OR CREW MEMBERS WERE INJURED. IT WAS DETERMINED THAT A B-737-700 HAD NEVER TAXIED INTO GATE A WITH A CATERING TRUCK POSITIONED TO SERVICE AN AIRCRAFT ON GATE B. 20000112000069I (-23) N536QS OPERATED BY RYAN INTL LANDED AT THE CHARLOTTE/DOUGLAS INTL AIRPORT ON 01/12/2000 AT APPROXIMATELY 0530 LCL. THE AIRCRAFT WAS BEING TAXIED BY THE PIC, CAPTAIN FLORA WHEN IT TURNED OFF TAXIWAY C AT C8 AND ENTERED THE UNCONTROLLED RAMP AREA DESIGNED FOR THE PARKING OF RYAN INTL FLIGHTS. AS THE PIC TAXIED THE AIRCRAFT, HE FOLLOWED THE CENTERLINE OF A TEMPORARY TAXIWAY PAINTED ON THE TARMAC, THE LEFT OUTBOARD LEADING EDGE SLAT, WING TIP AND NAVIGATION LIGHT ASSEMBLY CAME IN CONTACT WITH AN UNMANNED PARKED CATERING TRUCK. THE TRUCK WAS NOT PARKED IN THE TAXIWAY. MINOR DAMAGE OCCURED TO THE AIRCRAFT. REPLACEMENT OF THE LEADING EDGE SLAT, WING TIP[ AND NAVIGATION LIGHT ASSEMBLY WITH MINOR SHEET METAL REPAIRS WAS REQUIRED TO RETURN THE AIRCRAFT TO SERVICE. THE CATERING TRUCK HAD SUBSTANTIAL DAMAGE TO ITS CARGO AREA. SINCE THIS INCIDENT THE TEMPORARY TAXIWAYS LINE HAVE BEEN PAINTED OUT. FROM THE TAXIWAY CENTERLINE TO THE TRUCK 56 FT. 10 IN. AND THE AIRCRAFT'S CENTERLINE TO WINGTIP 55 FT. 20000112001079I (-23) ON WEDNESDAY, JANUARY 12, 2000, AT 0737 LOCAL, AN ALLEGHENY AIRLINES D/B/A US AIR EXPRESS, DHC-8, N809EX, PERFORMED AN AIR TURNBACK TO BUF DUE TO AN ELECTOR TRIM PROBLEM. THE AIRCRAFT LANDED ON RUNWAY 23 AND TAXIED TO THE RAMP WITHOUT INCIDENT. COMPANY MECHANIC, FRANK KLAWITTER, INSPECTED THE ELEVATOR TRIM AND FOUND IT TO BE WORKING SATISFACTORILY. HE PROCEEDED TO LUBE BOTH TRIM ACTUATORS WITH MIL-21164 GREASE IAW MM 12-20-00 AND 12-30-37, RE-INSTALLED PANELS AND OPERATED ELEVATOR TRIM WITH NO DEFECTS NOTED. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000112002399I (-5) NAME: JAMES MARTIN EXPERIENCE: USPA MEMBER, 4000 PLUS JUMPS LICENSE NUMBER D9154 AFFILIATION: PERRIS VALLEY SKYDIVING CENTER EQUIPMENT: MAIN CANOPY MANUFACTURER: PRECISION MODEL: ICARUS RESERVE CANOPY MANUFACTURER: PRECISION MODEL: MICRO RAVEN 120-MS PACKING RECORDS: MAIN CANOPY PACKED 01/02/00 RESERVE PACKED 12/31/99 MR MARTIN JUMPED FROM A TWIN OTTER OPERATED BY PERRIS VALLEY SKYDIVING CENTER AT 12500 FEET IN A 10 WAY COMPETITION. MR. MARTIN DEPLOYED HIS MAIN CANOPY AT 2000 FEET AND IT MALFUNCTIONED. AFTER CUTTING AWAY THE MAIN CHUTE IT REMAINED IN TOW DUE TO A LINE BEING TRAPPED UNDER A GROMMET. THE RESERVE CHUTE WAS DEPLOYED AND ENTANGLED WITH THE MAIN WHICH DID NOT ALLOW THE RESERVE TO OPEN. MR. MARTINS IMPACT WITH THE GROUND WAS FATAL. 20000113000029I (-23) PILOT IN COMMAND ATTEMPTED TO START AIRCRAFT AT KONGIGANAK, AK AND AIRCRAFT WOULD NOT TURN OVER. PILOT IN COMMAND ENLISTED THEHELP OF THE STATION AGENT TO WORK THE MAGNETO SWITCH AND PROCEEDED TO HAND PROP THE AIRCRAFT AFTER SETTING THE PARKING BRAKE. AIRCRAFT STARTED ON FIRST HAND PROP AND PILOT IN COMMAND MOVED AROUND THE AIRCRAFT TO THE CONTROLS AND IN THE PROCESS EITHER HE OR THE STATION AGENT BUMPED THE PARKING BRAKE OFF AND THE AIRCRAFT MOVED UNDER ITS OWN POWER AND IMPACTED WITH A BOX 20 FEET IN FRONT OF THE AIRCRAFT DAMAGING THE PROPELLER. STATION AGENT RECEIVED MINOR INJURIES BY FALLING ON WRIST AS AIRCRAFT STARTED TO MOVE. THIS IS INCIDENT NUMBER IAL320000101. 20000113000359I (-23) GEORGE BEAN FICO, FAA, 17777 N PERIMETER DR, SCOTTSDALE, AX 8525 GEORGE BEAN; SIR THIS IS A REPORT OF 49 RV GLASSAIR MODEL SH2R SN# 347 TOTAL TIME ON AIRCRAFT 738 HRS THAT YOU REQUESTED. ON JAN 13TH AT 3 PM ON A RETURN FLIGHT TO TAYLOR AZ FROM ELOY AZ AFTER LANDING I WAS LETTING THE AIRCRAFT ROLL OUT AS I WAS SLOWED DOWN TO TURN INTO THE RAMP. WHEN I APPLIED THE BRAKES TO STEER INTO THE RAMP EITHER THE LEFT BRAKE FAILED OR THE RIGHT BRAKE LOCKED UP CAUSING THE AIRCRAFT TO VEER TO THE RIGHT ENABLING THE GEAR TO GIVE WAY AND FOLD UP. BROKE THE DRAG BRACE, BENT THE HALF FORK, AND THE OLEO STRUT ON THE RIGHT SIDE. LEFT SIDE BROKE THE ATTACH POINT OF THE DRAG BRACE. COSMETIC GLASS SCRAPES TO WING UP, WHEEL PANTS AND UNDER THE BACK OF THE FUSELAGE. RONALD F. VANCE ^PRIVACY DATA OMITTED^ 20000113000679I (-23) ON JANUARY 13, 2000, PIPER SENECA N304CW, PILOTED BY MR. KENNEDY J. DOWNIE, LANDED GEAR UP AT BROOKLEY AIRPORT, MOBILE, AL. THE AIRCRAFT CAME TO REST ON RUNWAY 32 WITH ALL THREE GEAR IN THE UP POSITION. AT THE TIME HE STARTED TO PERFORM THE LANDING CHECK LIST IT STARTED TO BECOME BUMPY (TWR REPORTED WIND 320 AT 15 G28), HE TURNED TO CHECK ON HIS PASSENGER TO SEE THAT HIS SEAT BELT WAS TIGHT. THIS WAS APPARENTLY ENOUGH DISTRATION TO MISSTHE GEAR SECTION OF THE CHECK LIST, AND HE CONTINUED ON. THE PILOT INITIALLY FELT THAT THE GEAR HANDLE WAS DOWN, AND UPON LANDING THE GEAR COLLAPSED. BUT WHAT ACTUALLY OCCURRED WAS A BELLY LANDING WITH NO INJURIES TO THE PILOT OR PASSENGER. MINOR DAMAGE WAS SUSTAINED BY THE AIRCRAFT. 20000113000919A (.19) ON JANUARY 13, 2000, AT 1300 MOUNTAIN STANDARD TIME, A BEECH K35, N9500R, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING INITIAL CLIMB FOLLOWING TAKEOFF FROM FILLMORE AIRPORT, FILLMORE, UTAH. THE PRIVATE PILOT AND THREE PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL CROSS-COUNTRY FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE INTENDED DESTINATION WAS ST. GEORGE, UTAH. ACCORDING TO THE PILOT, SHORTLY AFTER DEPARTURE FROM RUNWAY 22, THE AIRCRAFT STALLED AND DEPARTED THE RUNWAY TO THE LEFT. THE PROPELLER, COWLING AND LANDING GEAR WERE BENT, AND THE FUSELAGE WAS WRINKLED. (-23)DURING TAKEOFF ROLL AIRCRAFT BECAME AIRBORNE PRIOR TO THE PROPER FLYING SPEED. AIRCRAFT VEERED TO THE LEFT AND STOPPED APPROXIMATELY 100 FEET OFF THE RUNWAY. PILOT STATED: TRIM WAS SET IMPROPERLY PRIOR TO TAKEOFF. 20000113002299I (-23) PILOT FORGOT TO PUT GEAR DOWN FOR LANDING. 20000113002409I (-5) I, ERIC WHITE, WAS THE PILOT IN COMMAND OF A PIPER SENECA I AIRCRAFT (PA34/20OR) AT APPROXIMATELY 1000 LOCAL TIME. PLAMEN STOIANOV ACCOMPANIED ME. THE FLIGHT WAS A MAINTENANCE FLIGHT TO ENSURE THAT THE NOSE GEAR ON THE AIRCRAFT WAS DOWN AND LOCKED WHEN THE EMERGENCY GEAR EXTEND WAS ACTIVATED AND WAS TO BE VERIFIED BY THE USUAL "THREE GREEN." I MANEUVERED THE AIRCRAFT AND EXTENDED THE GEAR WITH THE EMERGENCY GEAR EXTENSION THREE TIMES. EACH OF THE THREE TIMES THE SYSTEM VERIFIED THAT ALL THREE OF THE AIRCRAFTS WHEELS WERE IN DOWN AND LOCKED. WE BOTH VERIFIED WITH THE GEAR LIGHTS AND ALSO A VISUAL WITH THE MIRROR LOCATED ON THE NUMBER ONE ENGINE COWL. WE CONSIDERED THE FLIGHT A SUCCESS AND SECURED THE EMERGENCY GEAR SYSTEM TO ITS NORMAL POSITION. WE THEN PROCEEDED BACK TO CHANDLER AND WE WERE CLEARED FOR A STRAIGHT IN VISUAL APPROACH RUNWAY FOUR RIGHT. I PERFORMED THE LANDING CHECK AND VERIFIED THAT THE GEAR WAS DOWN AND LOCKED, ONCE AGAIN VISUAL WITH THE MIRROR AND THE THREE GREENS LIGHTS. THE APPROACH WAS NORMAL, STEADY AT 90 MPH, AND THE LANDING WAS A SMOOTH LANDING. UPON TOUCHDOWN THE NOSE GEAR COLLAPSED AND THE AIRCRAFT CAME TO A SKIDDING HALT ON ITS NOSE AND TWO ENGINES. BOTH PLAMEN AND MYSELF WERE NOT INJURED. ERIC WHITE ON 1/12/00, A PILOT FLYING OUR PIPER SENECA N15120 REPORTED THAT UPON DEMONSTRATING AN EMERGENCY LANDING GEAR EXTENSION FOR INSTURCTIONAL PURPOSES, THE NOSE GEAR "GREEN" LIGHT FAILED TO ILLUMINATE. THEY REPORTED THAT WHEN THE LANDING GEAR WAS RETRACTED AND EXTENDED NORMALLY THAT ALL THREE "GREEN" LIGHTS CAME ON AS NORMAL. I THEN HAD THE AIRCRAFT BROUGHT TO OUR MAINTENANCE HANGAR WHERE WE PLACED THE PLANE ON JACKS AND PERFORMED SEVERAL GEAR SWINGS AND EMERGENCY GEAR EXTENSIONS. WE LUBRICATED ALL THE LANDING GEAR PIVOT POINTS AND INSTALLED A NEW NOSE GEAR DOWN LOCK SPRING(P/N 96178-OO). AFTER THIS WE AGAIN PERFORMED AT LEAST 6 SUCCESSFUL LANDING GEAR RETRACTION AND EMERGENCY GEAR EXTENSIONS ALL OF WHICH SEEMED NORMAL. WE THEN HAD A FLIGHT INSTRUCTOR TEST FLY THE AIRCRAFT AND HE REPORTED THAT THEY PERFORMED 3 SUCCESSFUL LANDING GEAR "FREEFALLS" AND GOT A "3 GREEN" INDICATION EACH TIME. HE THEN PROCEEDED BACK TOT HE AIRPORT AND HAD A NORMAL APPROACH TO LANDING AGAIN WITH A NORMAL GEAR EXTENSION AND A "3 GREEN" INDICATION. THEN SHORTLY AFTER LANDING THE NOSE GEAR COLLAPSED AND THE AIRCRAFT SLID TO A HALT. KELLY M YATES 520908172 IA ON JANAURAY 12, 2000 APPROXIAMTELY TWO HOURS BEFORE THE ACCIDENT. WITNESSED A SERIES OF THREE GEAR SWINGS AT FREEFALLS WHICH ALL APPEARED TO ME TO BE SATISFACTORY. D. KING MAINTENANCE MECH 20000113003199I WHILE ENROTUE FROM ROCHESTER, INDIANA TO FORT WAYNE, INDIANA, PILOT SMELLED IN COCKPIT OF N111AC. PILOT DECLARED EMERGENCY, PUT ON 02 AND LANDED AT FWA WITHOUT FURTHER INCIDENT. PILOT FOUND OUT THAT HEATER HAN FAILED. HEATER COIL OVERHEATED AND STARTED TO MELT DOWN. 20000113003529I ON JANUARY 13, 2000, AT 1805 HOURS EST,A CESSNA MODEL 177RG, N34014, REGISTERED TO CARDINAL FLIGHT, INC., MADE AN EMERGENCY LANDING AT THE SARASOTA-BRADENTON (SQR) AIRPORT. WEATHER WAS NOT A FACTOR. THE ARICRAFT SUSTAINED MINOR DAMAGE AND THE PRIVATE PILOT WAS NOT INJURIED. THE FLIGHT ORIGINATED AS SRQ ON JANUARY 13, 2000, 1800 HOURS EST. THE AIRCRAFT ENGINE EXPERIENCED A DROP IN OIL PRESSURE AND SUBSEQUENT POWER LOSS APPROXIMATELY 5 MILES OUT OF SRQ IN ROUTE TO WEST PALM BEACH, FLORIDA. THE PILOT ELECTED TO RETURN TO SRQ AND APPROXIMATELY 2 MILES OUT THE ENGINE LOCKED UP. THE AIRCRAFT LANDED SHORT OF RUNWAY 32 IN THE GRASS, DAMAGING THE LEFT LANDING GEAR LEG. INSPECTION OF THE ENGINE REVEALED THAT 6 QUARTS OF OIL WAS INDICATED OF THE ENGINE OIL DIPSTICK, BUT THE ENGINE COULD NOT BE ROTATED WITH THE PROPELLER. REMOVAL AND INSPECTION OF THE TOP SPARK PLUGS REVEALED NO ADVERSE FINDINGS. NO OTHER DETERMINATIONS COULD BE MADE AT THE TIME OF THE INSPECTION. A REVIEW OF THE AIRCRAFT RECORDS REVEALED THAT THIS ENGINE, SERIAL NUMBER L-13978-51A, WAS SUBJECT TO THE STRESS OF A PROPELLER GROUND STRIKE 1622 OPERATIONG HOURS TIME PRIOR TO THIS INCIDENT. A TEAR DOWN INSPECTION OF THE ENGINE WILL BE REVIEWED WHEN IT IS COMPLETED AND THIS REPORT WILL BE AMENDED OF REQUIRED. 20000114000079I (-23) PILOT REPORTED STUCK THROTTLE IN FULL OPEN (HIGH POWER) POSITION. AS PILOT PROCEDED INBOUND FOR A STRAIGHT IN APPROACH THE AIRCRAFT SUFFERED A TOTAL LOSS OF POWER. PILOT ELECTED TO LAND WITH THE LANDING GEAR IN THE RETRACTED POSITION IN ORDER TO EXTEND HIS GLIDE TO THE RUNWAY THRESHOLD. AIRCRAFT LANDED SHORT OF THE RUNWAY WITH MINOR DAMAGE TO THE BELLY AREA,, COWL, LANDING GEAR DOORS, AND PROPELLOR. 20000114000149I (-23) N63791 DEPARTED PDX AND CLIMBED TO ATL. 27,000 FT. AFTER LEVELING OFF, THE RIGHT WINDSHIELD INSIDE PANE BROKE. THE WINDSHIELD DE-ICE WAS OFF, OAT WAS 41 DEGREES CELSIUS. THE AIRCRAFT RETURNED TO PDX WITHOUT FURTHER INCIDENT. THE WINDSHIELD WAS REPLACED. THE AIRCRAFT OPERATOR SUBMITTED AN M & D REPORT, FAA FORM 8010-4. THE M & D REPORT WAS FORWARDED TO AFS-620. 20000114000239A (.19) ON JANUARY 14, 2000, AT 2000 HOURS PACIFIC STANDARD TIME, A PIPER PA-38-112, N2572N, EXPERIENCED A LOSS OF ENGINE POWER AND MADE A FORCED LANDING ON A COUNTRY ROAD AND STRUCK A ROAD SIGN NEAR KERN VALLEY AIRPORT, KERNVILLE, CALIFORNIA. THE AIRPLANE, RENTED BY THE PILOT AND OPERATED BY MAZZIE'S FLIGHT SERVICE, D.B.A. GOLDEN EAGLE ENTERPRISES, INC., UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE NIGHT PERSONAL CROSS-COUNTRY FLIGHT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT HAD ORIGINATED FROM THE LAS VEGAS AIRPORT, LAS VEGAS, NEVADA, AT 1600, AND WAS SCHEDULED TO TERMINATE AT THE FRESNO, CALIFORNIA AIRPORT. IN AN INTERVIEW WITH A SAFETY BOARD INVESTIGATOR, THE PILOT STATED THAT THE FLIGHT FROM FRESNO TO LAS VEGAS A FEW DAYS BEFORE THE ACCIDENT WAS UNEVENTFUL. HE STATED THAT THE FLIGHT HAD TAKEN APPROXIMATELY 2 HOURS WITH NO REFUELING STOPS MADE. THE AIRPLANE WAS REFUELED IN LAS VEGAS ON THE DAY OF THE ACCIDENT. IN HIS FLIGHT PLANNING, FOR THE TRIP BACK, HE HAD CHOSEN INYOKERN, CALIFORNIA, FOR A REFUELING STOP. DURING HIS WEATHER BRIEFING THE PILOT NOTED THAT THE FORECASTED WINDS WERE 18-20 KNOTS. HIS FLIGHT PLANNING INCLUDED FUEL BURN, WHICH HE ESTIMATED TO BE 6 GALLONS AN HOUR. HE REPORTED THAT THE AIRPLANE WS REFUELED WITH 22 GALLONS OF FUEL, AND THE TRIP WOULD TAKE APPROXIMATELY 4 HOURS, WHICH IS WHY HE HAD PLANNED ON STOPPING TO REFUEL. AFTER TAKEOFF HE NOTED THAT HIS GROUND SPEED WAS 60 MPH. THE PILOT INDICATED THAT HE DID NOT FILE A FLIGHT PLAN, BUT HAD REQUESTED FLIGHT FOLLOWING. THE PILOT REPORTED THAT APPROXIMATELY 45 MINUTES INTO THE FLIGHT HIS PASSENGER BECAME AGITATED AND WANTED TO LAND. HE DIVERTED TO TRONA, CALIFORNIA, APPROXIMATELY 25 NMI NORTHEAST OF INYOKERN, TO TAKE CARE OF HIS PASSENGER. THE PILOT STATED THAT THERE WERE NO FUEL SERVICES AVAILABLE AT TRONA. HE TOOK OFF AND CONTINUED THE FLIGHT TO FRESNO, WITHOUT STOPPING AT INYOKERN TO REFUEL. HE STATED THAT IT WAS NOW DARK OUTSIDE AND HE WAS STRESSED DUE TO MOUNTAINOUS TERRAIN ON HIS FLIGHT PATH, AND HIS PASSENGER'S UNCOMFORTABLENESS DURING THE FLIGHT. PRIOR TO REACHING KERNVILLE, THE PILOT REPORTED TO FLIGHT FOLLOWING THAT HE WAS LOW ON FUEL AND COULD THEY PROVIDE VECTORS TO THE NEAREST AIRPORT. THE CONTROLLER INFORMED HIM THAT KERN VALLEY AIRPORT WAS THE CLOSEST TO HIS CURRENT POSITION, BUT THEY DID NOT HAVE A LIGHTED FIELD. THE PILOT CONTACTED THE AIRPORT VIA UNICOM, AND THE PERSON MONITORING UNICOM STATED T HAT HE WOULD PLACE HIS CAR AT THE APPROACH END OF THE RUNWAY AND TURN HIS LIGHTS ON SO THAT HE COULD FIND THE AIRPORT. THE PILOT DESCENDED TO 1,000 FEET ABOVE GROUND LEVEL (AGL) TO LOCATE THE AIRPORT. HE REPORTED THAT THE ENGINE QUIT, SO HE SWITCHED TO THE OTHER TANK, AND APPROXIMATELY 15 SECONDS LATER, THE ENGINE QUIT AGAIN. THE PILOT NOTED TWO CARS ON A ROAD, AND MADE THE FORCED LANDING. ON THE LANDING ROLLOUT THE WING OF THE AIRPLANE STRUCK A ROAD SIGN. (.4) DURING PREFLIGHT PLANNING, THE PILOT REALIZED HE WOULD NEED AN EN ROUTE FUEL STOP DUE TO FORECAST HEADWINDS. ABOUT 45 MINUTES INTO THE FLIGHT, HIS PASSENGER BECAME AGITATED AND HE DIVERTED TO AN ALTERNATE AIRPORT IN HIS FLIGHT PATH, WHICH WAS ABOUT 25 MILES FROM HIS PLANNED FUEL STOP, TO TAKE CARE OF THE PASSENGER'S CONCERNS. HE FOUND THAT THERE WERE NO FUEL SERVICES AVAILABLE AT THIS AIRPORT, AND IN RECALCULATING HIS FLIGHT PLAN, ESTIMATED THAT HE HAD ENOUGH FUEL TO CONTINUE THE FLIGHT TO THE DESTINATION AIRPORT WITHOUT STOPPING TO REFUEL AT HIS PLANNED EN ROUTE FUEL STOP. H E STATED THAT AFTER TAKEOFF FROM THE ALTERNATE AIRPORT IT WAS BECOMING DARK AND HE WAS A STRESSED OUT DUE TO MOUNTAINOUS TERRAIN ON HIS FLIGHT PATH, AS WELL AS HIS PASSENGER'S DISCOMFORT. APPROXIMATELY 5 MILES SOUTHEAST OF THE ACCIDENT AIRPORT THE PILOT INFORMED AIR TRAFFIC CONTROL THAT HE WAS LOW ON FUEL. HE WAS PROVIDED VECTORS TO THE ACCIDENT AIRPORT, WHICH DID NOT HAVE A LIGHTED FIELD. AFTER 20000114000369I (-23) INSPECTORS STATEMENT: MR. ERIC WILLARD LAGER, PILOTS CERTIFICATE NUMBER 1544951, ^PRIVACY DATA OMITTED^ WAS THE PILOT IN COMMAND OF HIS BEECHCRAFT BE-36-A36, SN.E-1281, N4979M ON 01-14-00. MR. LAGER WAS INTRANSIT BETWEEN PAGOSA SPRINGS CO. AND ROMEOVILLE, ILLINOIS AND WAS APPROXIMATELY 40 MILES EAST OF GARDEN CITY WHEN MR. LAGER NOTICED HE HAD A LOW VOLTAGE LIGHT BUT DUE TO SUN SHINNING DIRECTLY ON HIS INSTRUMENT PANEL WAS NOT SURE HOW LONG THELIGHT HAD BEEN ON. HE WAS FLYING AT FL 180. HE CONTACTED KANSAS CITY CENTER. KANSAS CITY CENTER ASKED HIM WHAT MR. LAGER WOULD LIKE TO DO. HE REQUESTED THE NEAREST AIRPORT WHICH WAS MANHATTAN KS. HE ATTEMPTED TO LOWER THE LANDING GEAR BUT THERE WASN'T ENOUGH BATTERY TO DO THE JOB MR. LAGER INDICATED TO MYSELF AND INSPECTOR JOHN PARSONS THAT HE DID NOT USE THE POH AND PROCEEDED TO MANUALLY LOWER THE GEAR. HE HAD NO CONTACT WITH MANHATTAN TOWER DUE TO LOW VOLTAGE BUT THE TOWER WAS CALLED BY KANSAS CITY CENTER AND ADVISED OF THEMIMPENDING PROBLEM. MR. LAGER LANDED HIS AIRCRAFT ON RUNWAY 21 AND ON ROLL OUT THE AIRCRAFT'S LANDING GEAR COLLAPSED. MR. LAGER INDICATED THAT HE THINKS IF HE HAD CRANKED THE HANDL E ANOTHER TURN OR SO THAT THE GEAR WOULD HAVE BEEN LOCKED DOWN. 20000114000379I (-23) ON JANUARY 14, 2000 AT 1030 EST. CESSNA 210G N5881F WHILE ATTEMPTING A LANDING RWY 09 CRYSTAL RIVER, CITY AIRPORT, CRYSTAL RIVER, FL. THE AIRCRAFT WAS BLOWN OFF THE RUNWAY IN TO THE TREES APPROXIMATELY 1800 FEET FROM THE APPROACH END OF THAT RUNWAY. WINDS AT THE TIME OF THIS INCIDENT WERE REPORTED TO THE PILOT BY CRYSTAL RIVER, AIRPORT, UNICOM AS 050-15 HOWEVER, WINDS IN THAT AREA GUSTING AS HIGH AS 29 KNOTS REPORTED BY FSS. THE PILOT WAS THE ONLY PERSON ON THE AIRCRAFT AND WAS NOT INJURED, THIS FLIGHT ORIGINATED AT FAIRFIELD AIRPORT (FWC) FAIRFIELD IL. NOTE THE AIRCRAFT WAS FOUND WITH THE NOSE GEAR AND LEFT MAIN GEAR DOWN AND LOCKED WHILE THE RIGHT MAIN GEAR REMAINED IN THE FULLY RETRACTED POSITION. 20000114002989I ON JANUARY 14, 2000 ABOUT 1400 EST, A CESSNA 310, N1RF REGISTERED TO HARFORD HOLDING CO., OPERATED BY NEAL ANTHONT CHOQUETTE THE OWNER, (APRIVATE PILOT SINGLE ENGINE LAND), AND MR. CHAD COLEMAN COX (INSTRUCTOR). THE AIRCRAFT RECEIVED MINOR DAMAGE DURING A LANDING AT SARASOTA, FLORIDA, VISUAL METEROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR 91 PERSONAL FLIGHT. THE PILOTS WERE NOT INJURED. THE FLIGHT ORIGINATED ABOUT 0830, FROM SARASOTA, FL, WITH A STOP IN KEY WEST, FL. AND RETURNED TO SARASOTA. 20000114003299I NOSE LANDING GEAR COLLAPSED AFTER LANDING, BOTH MAIN LANDING GEARS STAYED DOWN LOCKED. POST INCIDENT EXAMINATION DISCLOSED RIGHT MAIN LANDING GEAR DOWNLOCK WAS BROKEN. NO MALFUNCTION OR DEFECT ONT HE NOSE LANDING GEAR DOWNLOCK SYSTEM WAS NOTED. AWAITING INSURANCE DECISION ON MAINTENANCE AND WILL WITNESS GEAR SWING TO DETERMINE REASON FOR NOSE LANGING GEAR NOT EXSTENDING. AN AMENDMENT TO THIS REPORT WILL BE SUBMITTED. (-23) INSPECTION OF THE NOSE LANDING GEAR SYSTEM DISCLOSED THE NOSE GEAR DOWNLOCK SYSTEM WAS NOT IN PROPER RIG. RE-RIGGED THE NOSE LANDING DOWNLOCK SYSTEM AND PERFORMED FIVE SUCCESSFUL GEAR EXTENSION/RETRACTION CYCLES NO FURTHER MALFUNDTION OR DEFECT WAS NOTED. 20000114004589A ON JANUARY 14, 2000, AT APPROXIMATELY 09:51 LOCAL TIME, N95552, A CESSNA 152, PILOTED BY A SOLO STUDENT PILOT, CRASHED APPROXIMATELY 5 MILES SOUTHWEST OF CARLISLE, ARKANSAS. THE INVESTIGATION REVEALED, THE STUDENT PILOT WAS EXECUTING STALL MANEUVERS. ACCORDING TO RADAR INFORMATION, THE AIRCRAFT VARIED FROM 3,000 FEET MSL TO APPROXIMATELY 3,400 FEET MSL ON PREVIOUS SCENARIOS. IT APPEARS, THE AIRCRAFT ENTERED A STALL SCENARIO AND FAILED TO RECOVER, CONTINUED TO THE SPIN STAGE OF THE MANEUVER AND FAILED TO RECOVER. THE AIRCRAFT IMPACTED A HARD PACKED DIRT FARM ROAD. THE ENGINE WAS RECOVERED 4 1/2FEET FROM THE SURFACE OF THE DIRT ROAD. A POST CRASH FIRE ENSUED, DESTROYING A VAST AMOUNT OF THE WRECKAGE. THE WEATHER WAS VFR, A FLIGHT PLAN WAS FILED WITH THE COMPANY. THE FLIGHT INSTRUCTION WAS PROVIDED UNDER FAR PART 91. 20000114013609A (-23) ON JANUARY 14, 2000 AT 1318 MST, A PILATUS PC-7, REGISTERED TO AND OPERATED BY PILATUS AIRCRAFT LTD., WAS DESTROYED WHEN IT COLLIDED WITH THE GROUND AND WAS CONSUMED BY FIRE DURING A LOW APPROACH TO LANDING AT JEFFERSON COUNTY AIRPORT, BROOMFIELD, CO. THE PRIVATE CERTIFICATED SWISS-REGISTERED PILOT, THE SOLE OCCUPANT ABOARD, WAS FATALLY INJURED. VMC PREVAILED. AN IFR FLIGHT PLAN WAS FILED FOR THE FERRY FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. ACCORDING TO THE FAA TOWER, THE PILOT MADE A REQUEST TO PERFORM A "LOW GO AROUND" ON RUNWAY 29R AND WAS CLEARED FOR THE OPTION AND THEN INSTRUCTED TO ENTER A RIGHT TRAFFIC FOR LANDING. AT MIDFIELD THE PILOT PERFORMED TWO 360 DEGREE ROLLS TO THE RIGHT AND ONE 360 DEGREE ROLL TO THE LEFT. THE AIRCRAFT THEN PITCHED DOWN AND THE RIGHT WING IMPACTED THE FROUND AT TAXIWAY A13. THE AIRCRAFT WAS OBSERVED TO CARTWHEEL FORWARD, THEN EXPLODE AND BREAK UP AND CAME TO REST APPROXIMATELY 500 FEET FROM THE POINT OF INITIAL IMPACT. 20000114014339A (.4) WHILE MANEUVERING AT 2,500 FEET MSL DURING THE AERIAL OBSERVATION FLIGHT FOR SPOTTING WILDFIRES, A TOTAL LOSS OF ENGINE POWER OCCURRED. THE PILOT SELECTED A FIELD FOR THE FORCED LANDING. TREES AT THE APPROACH END OF THE LANDING AREA WERE ESTIMATED TO BE 120 FEET HIGH. WHILE THE PILOT MANEUVERED THE AIRPLANE TO AVOID THE LAST TREE, THE AIRPLANE IMPACTED THE GROUND HARD. THE NOSE LANDING GEAR COLLAPSED, AND THE AIRPLANE NOSED OVER. THE ENGINE HAD ACCUMULATED 743.7 HOURS SINCE THE LAST OVERHAUL. EXAMINATION OF THE CONTINENTAL O-200-A ENGINE REVEALED THAT THE #1 CYLINDER EXHAUST VALVE HEAD SEPARATED FROM THE VALVE STEM. IMPACT MARKS ON THE PISTON HEAD WERE CONSISTENT WITH THE VALVE HEAD PENETRATING THE PISTON. DAMAGE TO THE EXHAUST VALVE PRECLUDED A DETERMINATION OF THE CAUSE OF THE VALVE FAILURE. 20000114032259I (-23)ACCORDING TO THE PIC, IT WAS HIS 3RD LANDING OF THE FLIGHT. TOUCHED DOWN SMOOTHLY ON THE NUMBERS, RUNWAY 21, TAIL LOW WHEEL LANDING, APPLIED MODERATE BRAKING, SLOWED TO TAXI SPEED AND RELEASED BRAKES. LEFT BRAKE DID NOT RELEASE AND AIRCRAFT WENT OVER ONTO IT NOSE. AFTER THE AIRCRAFT WAS UP-RIGHTED THE LEFT BRAKE REMAINED LOCKED. THE BRAKE PRESSURE WAS RELEASED BY LOOSING TO LINE FROM THE BRAKE MASTER CYLINDER TO THE WHEEEL BRAKE ASS'Y. THE MASTER CYLINDER WAS OVERHAULED, INSTALLED AND FUNCTIONALLY CHECKED NO FURTHER INCIDENT. 20000115000209I (-23) WHILE PRACTICING CONFINED AREA APPROACHES IN SYCAMORE CANYON, 5 MILES NORTH OF GILLESPIE FIELD (SEE), AIRCRAFT ENGINE SIEZED. PILOT IMMEDATELY AUTO-ROTATED AIRCRAFT SAFELY TO GROUND. THERE WAS MINOR DAMAGE TO THE AIRCRAFT. 20000115001039I (-23) ON SATURDAY, JANUARY 15, 2000, AT 2050 EST, A PIPER PA-28, N47701, OPERATED BY SCOTT A. KETTELKAMP, LEFT THE RUNWAY AND WENT INTO A DRAINAGE DITCH WHEN THE PILOT LOST CONTROL WHILE ACCOMPLISHING A LANDING INTO A STRONG CROSSWIND AT THE WELLSVILLE, NEW YORK AIRPORT (ELZ). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND NO PERSON WAS INJURED. THE PILOT HELD A PRIVATE PILOT CERTIFICATE. THIS INCIDENT IS CONSIDERED CLOSED. 20000115001209I (-23) ON JANUARY 15, 2000, AT 1330 CST, A CESSNA 172RG, REGISTRATION NUMBER N9620B, OWNED BY A T E OF TEXAS, INC, 4201 N MAIN ST. FORT WORTH, TEXAS 76106-2736, DURING LANDING THE NOSE GEAR FAILED TO SUPPORT THE NOSE OF THE AIRCRAFT. THE PILOT STATED THAT THE GREEEN INDICAATOR DID NOT ILLUMINATE, AND THAT HE MADE NO ATTEMPT TO GO AROUND OR TO PERFORM AN EMERGENCY GEAR EXTENSION. POST INCIDENT FUNCTIONAL TESTING OF THE LANDING GEAR EXTENSION SYSTEM REVEALED NO FAULTS AND THE LANDING GEAR WORKED NORMALLY. 20000115002449I (-5) AIRCRAFT HAD EXTENSIVE GEAR OVERHAUL ACCOMPLISHED WITHIN THE LAST MONTH. RIGGING AND TENSION ON GEAR IS BELIEVED TO BE THE CAUSE OF FAILURE AT THIS TIME, THE GEAR TORSION ROD FAILED CAUSING MAIN TO FOLD. 20000115002459I ON SATURDAY, JANUARY 15, 2000, AT 1630 EST, A CESSNA 172, CANADIAN REGISRTATION, CFEVS, OWNED BY SPECTRUM AIRWAYS OF BURLINGTON, ONTARIO, CANADA, LANDED SHORT OF THE RUNWAY AT ROYALTON AIRPORT, GASPORT, NEW YORK (9G5) AND OVERTURNED AFTER APPARENTLY RUNNING OUT OF FUEL DURING A SIMULATED SEARCH MISSION. VISUAL METEROROLOGICAL CONDITIONS PREVAILED AND NO FLIGH PLAN HAD BEEN FILED. THE AIRCARFT SUSTAINED MINOR DAMAGE AND NO PERSON WAS INJURED. THE PILOT HELD A CANADIAN PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT ST.CATHARINE'S, ONTARIO, CANADA ON JANUARY 15, 2000 AT 1350 EST. THE INCIDENT IS CONSIDERED CLOSED. 20000115002899I THE PILOT PULLED THE AIRCRAFT FROM THE HANGER ONTO AN OPEN RAMP. AFTER SEVERAL ATTEMPTS TO START YHE ENGINE, HE NOTED THE STARTED WAS NOT ENGAGING. AT THIS POINT THE PILOT EXITED WITHOUT SECURING THE AIRCRAFT AND LEAVING THE MASTER SWICH AND MAGNETOS ON. THE PILOT ROTATED THE PROPELLER WHICH CAUSED THE ENGINE TO START IMMEDIATELY. THE AIRCRAFT TRAVELED APPROXIMATELY 200 HUNDRED YARDS BEFORE IN IMPACTED A HANGER, LEAVING A HOLE IN THE HANGER AND SUBSTANIALLY DAMAGED THE AIRCRAFT. 20000115002969I PILOT SWITCHED TANKS PRIOR TO TAKEOFF. FUEL SELECTOR IS ORIGINAL TYPE WHICH DOES NOT PROVIDE FOR POSITIVE FEEL OF ENGAGEMENT, AND DOES NOT HAVE "OFF" POSITION LOCKOUT. ENGINE FAILED ON CLIMBOUT. PILOT RETURNED TO AIRPROT AND SET UP FOR LANDING RWY 04, KEEPING LANGING GEAR RETRACTED TO REDICE DRAG. PILOT LOWERED GEAR TOO LATE FOR FULL EXTENSION BEFORE AIRCRAFT CAME TO REST ON SNOW COVERED RUNWAY. ^PRIVACY DATA OMITTED^ 20000115004329I (-5) ON LANDING ROLLOUT, STUDENT LOST CONTROL AND CONTACTED RUNWAY LIGHT. INSTRUCTOR WAS UNABLE TO RECOVER CONTROL OF THE AIRCRAFT. 20000116000259A (.19) ON JANUARY 16, 2000, ABOUT 1300 CENTRAL STANDARD TIME, A DANA A MOORE DANAMITE, N6407C, REGISTERED TO A PRIVATE OWNER, AND OEPRATED AS A 14 CFR PART 91 PERSONAL FLIGHT, HIT A FENCE DURING TAXIING OPERATIONS AT SMYRNA, TENNESSEE. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA, AND NO FLIGHT PLAN WAS FILED. THE GYROPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PRIVATE-RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED THE SAME DAY, ABOUT 1245. ACCORDING TO THE PILOT, AFTER COMPLETING HIS FIRST FLIGHT IN THE RECENTLY CONSTRUCTED GYROPLANE AND WHILE TAXIING TO PARKING, THE ROTOR HIT THE TOP OF A FENCE, AND THE AIRCRAFT WAS DAMAGED. (.4)THE PILOT STATED THAT AFTER COMPLETING THE FIRST FLIGHT IN HIS RECENTLY CONSTRUCTED GYROPLANE THAT HE WAS TAXIING EXPEDITIOUSLY BACK TO THE HANGAR AND DID NOT TAKE INTO ACCOUNT THE WET TAXIWAY, OR THE TAIL WIND. THE PILOT SAID THAT WHILE TAXIING THE GYROPLANE THE NOSE WHEEL DID NOT TURN AS HE WOULD HAVE LIKED, AND THE AIRCRAFT DRIFTED CLOSE TO A FENCE AND THE ROTOR MADE CONTACT WITH THE FENCE, DESTROYING THE AIRCRAFT. THE FAA INSPECTOR WHO CONDUCTED A POSTCRASH EXAMINATION OF THE GYROPLANE, CONFIRMED THAT THE AIRCRA FT WAS DESTROYED AS A RESULT OF THE ACCIDENT. (-23)AS THE PILOT WAS TAXING TO THE HANGER WITH A 10 KNOT TAIL WIND AND A HIGH TAXI SPEED, THE NOSE WHEEL OF THE GYROPLANE BEGIN TO SKID ON THE WET PAVEMENT OF THE RAMP AREA. THE GYROPLANE DRIFTED TOWARDS A CHAIN LINK FENCE. THE MAIN ROTOR BALDE CONTACTED THE TOP OF THE FENCE. AT THE TIME THE ROTOR BLADE CONTACTED THE FENCE, THE FORCE OF THE BLADE IMPACT TURNED THE GYROPLANE ONTO IT'S SIDE. WHEN THE GYROPLANE TURNED OVER ON IT'S SIDE THE MAIN ROTOR BLADE BEGAN FITTING THE RAMP PAVEMENT. THIS COULPED WITH THE ENGINE PROPELLER HITTING THE PAVEMENT CAUSED THE DESTRUCTION OF THE GYROPLANE. 20000116000299A (.19) ON JANUARY 16, 2000, ABOUT 1640 EASTERN STANDARD TIME, A BEECH BE-35, N9740Y, REGISTERED TO A PRIVATE OWNER, OPERATED AS A 14 CFR PART 91 PERSONAL FLIGHT, CRASHED INTO CLINCH MOUNTAIN NEAR ROGERSVILLE, TENNESSEE. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED, AND THE PRIVATE-RATED PILOT RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED FROM LOUISVILLE, KENTUCKY, THE SAME DAY ABOUT 1400. ACCORDING TO FAA ATLANTA CENTER, THE PILOT RECEIVED VISUAL FLIGHT RULES FLIGHT FOLLOWING UNTIL 1628, AT WHICH TIME, RADAR SERVICE WAS TERMINATED AND A FREQUENCY CHANGE WAS APPROVED. THE REPORTED CEILING AT THE TRI-CITIES AIRPORT, WITHIN 15 MILES OF HAWKINS COUNTY AIRPORT, THE PILOT'S DESTINATION, ABOUT THE TIME OF THE ACCIDENT, WAS 1,300 FEET OVERCAST. IN ADDITION, A WITNESS AT HAWKINS COUNTY AIRPORT STATED THAT INSTRUMENT FLIGHT CONDITIONS EXISTED AT THE AIRPORT AT THE TIME OF THE ACCIDENT, AND HAD EXISTED ALL DAY. (-23) VFR FLIGHT FROM (ROU) TO RVN, ROGERSVILLE, TN. AT 6.3 NM NW OF AIRPORT, FLEW INTO TERRAIN AT 2,400FT MSL DURING DESCENT. WX INDICATES IMC AND RIDGE TOPS OBSCURED. (.4)AT 1532, THE PILOT OF N9740Y DEPARTED ON A VISUAL FLIGHT RULES (VFR) FLIGHT, AND DURING THE FLIGHT HE HAD BEEN RECEIVING VFR FLIGHT FOLLOWING. ACCORDING TO THE FAA TRANSCRIPT OF COMMUNICATIONS, THE PILOT HAD TWICE REQUESTED PROGRESSIVELY LOWER ALTITUDES TO MAINTAIN VFR. THE CONTROLLER APPROVED THE SECOND REQUEST FOR A LOWER ALTITUDE, BUT TOLD THE PILOT THAT AT THAT ALTITUDE AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) MIGHT NOT BE ABLE TO MAINTAIN RADAR CONTACT WITH HIS AIRCRAFT AT THAT LOW AN ALTITUDE. THE PILOT'S THIRD REQUEST WAS FOR 7,500 FEET TO AVOID TURBULENCE, AND AT 1619 THE PILOT CHANGED HIS DESTINATION FROM TRI-CITIES REGIONAL AIRPORT TO HAWKINS COUNTY AIRPORT. AT 1622:39 THE PILOT REPORTED TO THAT HE WAS DESCENDING OUT OF FIVE THOUSAND THREE HUNDRED FEET. THE CONTROLLER ACKNOWLEDGED, PROVIDING THE LOCAL ALTIMETER SETTING FOR THE NEAREST WEATHER REPORTING STATION, THE TRI-CITIES AIRPORT. AT 1622:50 THE PILOT ACKNOWLEDGED THE TRI-CITIES ALTIMETER SETTING, STATING, 'THREE ZERO TWO SIX ROGER.' AT 1628.26 THE CONTROLLER SAID, 'NINER SEVEN FOUR ZERO YANKEE RADAR CONTACT LOST SQUAWK ONE TWO ZERO ZERO CLEARED TO ADVISORY FREQUENCY GOOD AFTERNOON'. THE CONTROLLER MADE ONE LAST TRANSMISSION AT 1628:26, SAYING 'NINER SEVEN FOUR ZERO YANKEE ATLANTA.' THERE WERE NO FURTHER COMMUNICATIONS WITH THE PILOT OF N9740Y. N9740Y STRUCK CLINCH MOUNTAIN, ABOUT 6.7 MILES NORTHWEST OF HAWKINS COUNTY AIRPORT, IN A LEVEL FLIGHT ATTITUDE, AS INDICATED BY THE FRESHLY CUT TREES, AT AN ALTITUDE OF ABOUT 2,350 FEET, ABOUT 50 FEET BELOW THE 2,400-FOOT ELEVATION. AT THE TIME OF THE ACCIDENT, THE TRI-CITIES REGIONAL AIRPORT WAS REPORTING A CEILING OF 1,300 FEET OVERCAST. WITNESSES AT HAWKINS COUNTY AIRPORT STATED THAT THE CEILING AND VISIBILITY HAD BEEN BOTH LOW AT HAWKINS COUNTY AIRPORT, AND THE AIRPORT HAD BEEN CLOSED DUE TO THE WEATHER. THE PILOT HELD A PRIVATE PILOT AIRPLANE SINGLE ENGINE LAND CERTIFICATE, WITH NO INSTRUMENT RATING. 20000116001059I (-23) AIRCRAFT N732AV DEPARTED POTTSTOWN MUNICIPAL (N47). THE PILOT RETRACTED THE GEAR AND THE GEAR UNSAFE LIGHT WAS ILLUMINATED. THE PILOT THEN NOTICED THE GEAR DID NOT COMLETELY RETRACT. THE PILOT THEN WENT TO THE EMERGENCY GEAR EXTENSION PROCEDURE AND THE GEAR WOULD NOT COMPLETELY EXTEND BACK AND LOICK IN THE DOWN POSITION. THE PILOT THEN FLOW THE AIRCRAFT FOR 2 HOURS TO BURN OFF THE EXCESSIVE FUEL AND MADE A GEAR-UP EMERGENCY LANDING AT POTTSTOWN LIMERICK (PTW) AIRPORT. THE AIRCRAFT HAD ONLY MINOR DAMAGE AND NO INJURIES OCCURRED. 20000116002419I (-5) AIRCRAFT OWNER/PILOT DENNIS WALKER DECLARED AN EMERGENCY DURING A 91 FLIGHT FROM MIDDLETON, WI, (C29) ON JANUARY 16, 2000. DURING THE FLIGHT THE AIRCRAFT ENGINE INSTRUMENTS SHOWED A LOSS OF ENGINE OIL PRESSURE AND THE ENGINE BEGAN TO VIBRATE. THE PILOT MADE A PRECAUTIONARY LANDING IN A CORN FIELD ^PRIVACY DATA OMITTED^ FURTHER INVESTIGATION BY ERNIE JARVIS OF THE KANSAS CITY, MO. FSDO SHOWED THE NUMBER SIX CONNECTING ROD HAD SEPARATED AT THE ROD CAP AND BROKEN THE ENGINE CRANKCASE. INCIDENT #ICE0120000004. 20000116002579I ON JANUARY 16, 2000, N2713T, A BEECH 35, PILOTED BY MAURICE TEITELBAUM, LANDED AT FXE WITH A COCKED NOSE LANDING GEAR. UPON LANDING THE NOSE GEAR COLLAPSED CAUSING MINOR DAMAGE TO AIRCRAFT. INVESTIGATION REVEALED THAT THE ROD END BEARING BROKE OFF THE ROD CONNECTING TO THE GEARBOX REAR CRANK. LOG BOOK SHOWS THAT THE NOSE GEAR ACTUATOR ARM WAS REPLACED DURING THE ANNUAL INSPECTION ON 09/24/99. IA STATES THAT NO ADJUSTMENTS WERE MADE TO THE ROD AFTER REPLACING THE ACTUATOR ARM. 20000116004239I PILOT ENTERED TRAFFIC PATTERN ON THE DOWN WIND LEG OF RWY 19 AT VICKSBURG, MS. THE LANDING GEAT WAS LOWERED AT THAT TIME. ON LANDING THE LANDING GEAT COLLASPED AND THE AIRCRAFT SLID APPROXIMATELY 150' ON THE RUNWAY BEFORE COMING TO A STOP. 20000117001189I (-23) ON JANUARY 17, 2000, SOUTHEAST AIRLINES DOUGLAS DC-9, N930BB, DEPARTED COLUMBIA AIRPORT (COU), AND MADE AN UNSCHEDULED LANDING AT SPRINGFIELD/BRANSON REGIONAL AIRPORT (9SGF), DUE TO AN AIR LEAK IN EMERGENCY EXIT OVER LEFT WING. EMERGENCY EXIT WAS REMOVED AND RESEARTED BY SOUTHEAST MECHANIC, WHO WAS A PASSENGER. PRESSURIZATION CHECK WAS GOOD AND AIRCRAFT DEPARTED. INCIDENT CE2000IAC016 IS CONSIDERED CLOSED WITH THIS REPORT. 20000117001279I (-23) WHILE ATTEMPTING TO LAND AT TULIP CITY (MI) AIRPORT (BIV), NOSE GEAR WOULD NOT EXTEND AND NOSE INDICATION WOULD NOT SHOW GREEN LIGHT. PILOT RETURNED TO ORIGINATING AIRPORT BERZ-MACOMB (MI) (UIZ) TO LAND WITH NOSE GEAR UP LANDING. INVESTIGATION REVEALED THE ALTERNATE AIR CABLE TY-WRAP WAS BROKE, WHICH ALLOWED ALTERNATE AIR CABLE TO BECOME ENTANGLED WITH THE NOSE GEAR LOWER DRAG LINK AND BOLT. 20000117002789I (-5) AIRCRAFT DEPARTED RANDOLPH COUNTY AIRPORT, WINCHESTER, IN (I22) ON AN IFR FLIGHT PLAN TO MUSCATINE, IOWA (MUT). APPROXIMATELY 7 MILES EAST OF MUT AIRCRAFT ENCOUNTERED FREEZING RAIN WHICH OBSCURED THE PILOT'S FORWARD VISION. AIRCRAFT WAS CLEARED FOR A VISUAL APPROACH. DURING THE APPROACH THE RIGHT ENGINE LOST POWER. THE PILOT WAS ADVISED THE BRAKING ACTION WAS NILL BUT DUE TO THE FAILED ENGINE HE ELECTED TO LAND. THE AIRCRAFT LANDED HARD, THE RIGHT MAIN GEAR COLLAPSED, AND THE AIRCRAFT SLID TO A STOP ON THE RUNWAY. SEVERAL DAYS AFTER THE INCIDENT THE FAILED ENGINE WAS STARTED AND OPERATED NORMALLY. ^PRIVACY DATA OMITTED^ 20000117003539I PILOT HAD BEEN ON LOCAL PLEASURE FLOGHT, ENTERED PATTERN BECAUSE DISTRACTED BY OTHER AIRCRAFT. WHILE ON FINAL STARTED TO GO AROUND DUE TO AIRCRAFT ON RUNWAY. AIRCRAFT ON RUNWAY CLEARED. PILOT DECIDED TO GO AHEAD AND LAND. FORGOT GEAR. 20000117004729A (-23) ON 01/17/2000 AT ABOUT 00:15 CST, WHILE ON AN ILS INSTRUMENT APPROACH, CESSNA 172M, N12654, PILOTED BY^PRIVACY DATA OMITTED^ AND THREE PASSENGERS CRASHED IN A WHEAT FIELD APPROXIMATELY 1 MILE SOUTH AND SLIGHTLY RIGHT OF CENTER LINE, FOR RUNWAY 35 AT LIBERAL, KANSAS MUNICIPAL AIRPORT,^PRIVACY D^WAS MAKING A CORRECTION TO THE RIGHT WHEN THE OUTER SECTION OF THE RIGHT WING HIT THE GORUND ON AN APPROXIMATE 050 DEGREE HEADING. THE AIRCRAFT SKIDDED ACROSS THE WHEAT FIELD IN AN EASTERLY DIRECTION FOR APPROXIMATELY 291 FEET BEFORE COMING TO A REST AT AN APPROXIMATE HEADING OF 070 DEGREES. THE PILOT AND 3 OCCUPANTS RECIEVED MINOR INJURIES. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED.(.4) ON JANUARY 17, 2000, AT 0015 CENTRAL STANDARD TIME, A CESSNA 172M, N12654, OPERATED BY A COMMERCIAL PILOT SUSTAINED SUBSTANTIAL DAMAGE WHEN ON ILS APPROACH FOR RUNWAY 35 (7,101 FEET BY 150 FEET, DRY ASPHALT) AT LIBERAL MUNICIPAL AIRPORT, LIBERAL, KANSAS, THE AIRPLANE IMPACTED THE TERRAIN, 1 MILE SOUTH OF THE AIRPORT. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER 14 CFR PART 91. AN IFR FLIGHT PLAN WAS ON FILE. THE PILOT AND THREE PASSENGERS ON BOARD THE AIRPLANE SUSTAINED MINOR INJURIES. THE CROSS COUNTRY FLIGHT ORIGINATED AT DENVER, CO., AND WAS ENROUTE TO LIBERAL, KS. IN HIS WRITTEN STATEMENT, THE PILOT SAID THAT HE RECEIVED VECTORS FROM THE KANSAS CITY AIR ROUTE TRAFFIC CONTROL CENTER TO THE ILS APPROACH FOR RUNWAY 35. THE PILOT SAID THAT KANSAS CITY CENTER INSTRUCTED HIM TO DESCEND TO 4,000 FEET MSL, AND ADVISE WHEN ESTABLISHED ON THE APPROACH. THE PILOT ADVISED CENTER THAT HE WAS ON APPROACH. HE SAID THAT KANSAS CITY CENTER ISSUED AN ALTIMETER OF 30.21 INCHES OF MERCURY (HG), WHICH HE SET IN THE ALTIMETER. "AWOS REPORTED 100 OVC (OVERCAST) 1/4 MILE (MILE) VISIBILITY." THE PILOT SAID THAT HE, AND THE STUDENT PILOT/PASSENGER, SITTING IN THE RIGHT SEAT, SAW THE ALTIMETER INDICATION OF 3,400 FEET MSL. "THE GLIDE SLOPE WAS INDICATING CENTERED. THE LOCALIZER WAS INDICATION ABOUT 1 DOT OFF. I BEGAN TO CORRECT TO THE RIGHT, AND REMEMBER THE ALTIMETER INDICATION (OF) 3,300 FEET MSL, WHICH WAS ABOVE DECISION HEIGHT. THE AIRPLANE STRUCK THE GROUND AND TURNED HARD TO THE RIGHT (ABOUT 90 DEGREES). FAA INSPECTORS EXAMINED THE WRECKAGE AT THE ACCIDENT SITE. THE AIRPLANE RESTED UPRIGHT IN A WHEAT FIELD, APPROX. 1 MILE SOUTH OF THE LIBERAL MUNICIPAL AIRPORT, AND SLIGHTLY LEFT OF THE CENTERLINE FOR RUNWAY 35. THE AIRPLANE'S MAIN WRECKAGE WAS PRECEDED BY A GROUND SCAR WHICH WAS LOCATED 291 FEET TO THE SOUTH-SOUTHWEST WEST. NUMEROUS SLICES INTO THE DIRT WERE OBSERVED BEGINNING AT THE FIRST GROUND SCAR AND PROCEEDING ALONG A 050 DEGREE MAGNETIC HEADING, TOWARD THE MAIN WRECKAGE, FOR APPROX. 53 FEET. THE AIRPLANE'S RIGHT WING WAS BENT UPWARD. THE EMPENNAGE WAS BROKEN DOWNWARD AND BENT TO THE RIGHT. THE AIRPLANE'S PROPELLER SHOWED TORSIONAL BENDING, CHORDWISE SCRATCHES, AND CURLED TIPS. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. EXAMINATION OF THE ENGINE, ENGINE ACCESSORIES AND CONTROLS, AND OTHER AIRPLANE SYSTEMS REVEALED NO ANOMALITIES. AT 0035 CST, THE AUTOMATIC WEATHER STATION (AWOS) AT LIBERAL, KS. REPORTED AN OVERCAST CEILING OF 100 FEET ABOVE GROUND LEVEL (AGL), 1/4 MILE VISIBILITY, TEMPERATURE 34 DEGREES FAHRENHEIT, DEW POINT NOT REPORTED, WINDS 140 DEGREES AT 5 KNOTS, AND ALTIMETER 30.19 INCHES HG. THE PILOT STATED THAT THE WEATHER CONDITIONS ON THE GROUND WAS HEAVY GROUND FOG. THE ILS APPROACH TO RUNWAY 35 AT THE LIBERAL MUNICIPAL AIRPORT HAS A PUBLISHED DECISION HEIGHT OF 3,074 FEET MSL. PUBLISHED MINIMUM WEATHER REQUIRED TO FLY THE APPROACH IS A 200 FOOT CEILING AND 1/2 MILE VISIBLITY. 20000117014069A (-23) THE PILOT REPORTED A LOSS OF POWER ON THE RIGHT ENGINE, WHILE ON RIGHT DOWNWIND TO RWY. 13, HE ELECTED TO TURN TO THE NEAREST RWY, RWY 35 AND EXPERIENCED A VERY HARD LANDING ON THE RWY. THE AIRCRAFT IMPACTED THE RWY. HARD ENOUGH THAT BOTH WINGS BROKE OUTBOARD OF THE ENGINES. INSPECTION OF THE AIRCRAFT REVEALED THE FOLLOWING: 1. BOTH PROPELLERS WERE BENT ABOUT THE SAME INDICATING THAT BOTH ENGINES WERE TURNING ABOUT THE SAME DURING THE IMPACT. 2. VISUAL INSPECTION OF THE RIGHT ENGINE SHOWED NOTHING ABNORMAL. 3. THERE WAS FUEL ON THE FUEL LINES ON TOP OF THE ENGINE. THERE WAS ALSO FUEL ON THE RIGHT TANK. 4. THE ENGINE APPEARED TO HAVE GOOD COMPRESSION. 5. THE ENGINE TAC GENERATOR WAS REMOVED AND EXAMINED NOTHING ABNORMAL, THE TAC GENERATOR WAS LOOKED TO SEE IF IT HAD FAILED PROVIDING AN ERRONEOUS READING ON THE ENGINE RPM'S. CONSIDERING THAT THE PILOT IS A FOREIGN NATIONAL OUR RECOMMENDATION IS FOR THE DGAC IN MEXICO TO PERFORM THE EQUIVALENT OF A 709 ON THE PILOT WITH EMPHASIS ON EMERGENCY LANDING PROCEDURES. 20000117016359I (-23)PILOT WAS ON IFR FLIGHT PLAN UNDER VFR CONDITIONS FROM OWATONNA, MN (OWA). FUEL EXHAUSTION OCCURRED NW OF OMA AND PILOT WAS GIVEN VECTORS TO NORTH OMAHA AIRPORT (3NO) APPROX 4 MI AWAY. PILOT ADVISED TOWER HE COULD NOT MAKE, DECLARED EMERGENCY AND LANDED ON US75 APPROX 8MI NW OF OMA. THERE WAS NO DAMAGED TO A/C AND NO INJURY. A/C WAS FUELED AND INSPECTED BY A LOCAL MAINTENANCE FACILITY AND DECLRED AIRWORTHY. PILOT TOOK OFF AND FLEW TO OMA. FIRE, SHERIFF AND OMAHA POLICE WERE ON THE SCENE. 20000118000269A (.19) ON JANUARY 18, 2000, APPROXIMATELY 2000 MOUNTAIN STANDARD TIME, A CESSNA 172, N6445B, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING LANDING APPROACH 1 MILE SOUTH OF BOLINDER FIELD, TOOELE, UTAH. THE PRIVATE PILOT, THE SOLE OCCUPANT ABOARD, RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, BUT INSTRUMENT METEOROLOGICAL CONDITIONS REPORTEDLY EXISTED AT THE ACCIDENT SITE. NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT TOOELE A FEW MINUTES BEFORE THE ACCIDENT. THE PILOT TOLD AN FAA INSPECTOR THAT THE PURPOSE OF THE FLIGHT WAS TO REGAIN/MAINTAIN NIGHT CURRENCY. HE TOOK OFF AND REMAINED IN THE TRAFFIC PATTERN. WHILE ON FINAL APPROACH TO RUNWAY 36, THE AIRPLANE ENTERED FOG AND COLLIDED WITH TERRAIN. THE ELT ACTIVATED ON IMPACT, THE SIGNAL WAS RECEIVED BY SEVERAL GROUND STATIONS, AND THE PILOT WAS LOCATED SEVERAL HOURS LATER. (-23) PILOT DEPARTED THE TOOELE AIRPORT TO REMAIN IN THE LOCAL TRAFFIC PATTERN. PILOT WAS NOT NIGHT CURRENT BUT STATED THAT THE PURPOSE OF THE FLIGHT WAS TO OBTAIN NIGHT CURRENCY. ON BASE LEG THE PILOT ENCOUNTERED FOG AND BECAME DISORIENTED. THE AIRCRAFT CONTACTED THE GROUND ABOUT 1 MILE SOUTH OF THE TOOELE AIRPORT. THE PILOT SAID "I RAN INTO THE FOG THEN I RAN INTO THE GROUND" THE AIRCRAFT WAS DESTROYED. 20000118000439A (.19) ON JANUARY 18, 2000, ABOUT 1630 HOURS PACIFIC STANDARD TIME, A BELL OH-58C, N436SD, COLLIDED WITH FLAT AGRICULTURAL TERRAIN WHILE SPRAYING A FIELD IN BRAWLEY, CALIFORNIA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE CERTIFICATED COMMERCIAL PILOT, THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE AIRCRAFT WAS BEING OPERATED BY AG FLITE, INC., AS AN AERIAL APPLICATION FLIGHT UNDER 14 CFR PART 137 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM A MOBILE HELIPAD LOCATED AT THE WORK SITE ABOUT 1628 ON THE AFTERNOON OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE WAS MAKING A TURN ABOUT 10 FEET AGL WHEN THE AIRCRAFT STRUCK THE GROUND. HE SAID THAT HE DID NOT RECALL EXPERIENCING ANY PROBLEMS PRIOR TO THE CRASH. NO OTHER WITNESSES HAVE BEEN IDENTIFIED. (-23) THE OH-58C HELICOPTER COLLIDED WITH THE GROUND WHILE DISPENSING CHEMICALS DURING AN AGRICULTURAL SPRAYING MISSION. THE AIRCRAFT WAS APPROXIMATELY ONE-THIRD THE SPAN OF THE FIELD IN LEVEL FLIGHT, APPROXIMATELY 50 KNOTS, 3-FEET ALTITUDE, WHEN THE ACCIDENT OCCURRED. VMC AND CALM WINDS PREVAILED AT THE TIME. THE PILOT, AFTER SUSTAINING M INOR INJURIES, CLAIMS TO HAVE NO RECOLLECTION OF EVENTS JUST PRIOR TO, OR DURING, THE ACCIDENT. AN INSPECTION OF THE AIRCRAFT WRECKAGE AND ENGINE REVEALED FIBROUS CONTAMINANTS IN THE FUEL SYSTEM, ALL THE WAY TO THE FUEL CONTROLLER. THE LACK OF ROTATIONAL SIGNATURES IN THE ENGINE INDICAES ENGINE POWER LOSS, ^PRIVACY DATA OMITTED^ . THE FUEL TRUCK FILTERS DID NOT CONTAIN THE SAME CONTAMINANTS AND THE SOURCE OF FUEL CONTAMINATION COULD NOT BE DETERMINED. (.4) ON JANUARY 18, 2000, ABOUT 1630 HOURS PACIFIC STANDARD TIME, A BELL OH-58C, N436SD, COLLIDED WITH FLAT AGRICULTURAL TERRAIN WHILE SPRAYING A FIELD IN BRAWLEY, CALIFORNIA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE CERTIFICATED COMMERCIAL PILOT, THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE AIRCRAFT WAS BEING OPERATED BY AG FLITE, INC., AS AN AERIAL APPLICATION FLIGHT UNDER 14 CFR PART 137 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM A MOBILE HELIPAD LOCATED AT THE WORK SITE ABOUT 1628 ON THE AFTERNOON OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE WAS MAKING A TU RN ABOUT 10 FEET ABOVE GROUND LEVEL WHEN THE AIRCRAFT STRUCK THE GROUND. HE SAID THAT HE DID NOT RECALL EXPERIENCING ANY PROBLEMS PRIOR TO THE CRASH. NO OTHER WITNESSES HAVE BEEN IDENTIFIED. AN INSPECTION OF THE WRECKAGE REVEALED CONTAMINATION IN THE FUEL SYSTEM. A FIBROUS MATERIAL WAS FOUND THROUGH THE SYSTEM INCLUDING THE HIGH PRESSURE FUEL FILTER. THE FEDERAL AVIATION ADMINISTRATION REPORT STATED THAT THERE WAS A LACK OF ROTATIONAL SIGNATURES IN THE ENGINE. THE OPERATOR DID NOT PROVIDE A WRITTEN REPORT OF THE ACCIDENT ON NTSB FORM 6120.1/2. 20000118006979A (-23) THE PILOT'S INTENTION WAS A PINNACLE APPROACH WITH TERMINATION TO A HOVER, NOT TO LAND. THE APPLICATION OF POWER DURING THE FINAL PHASE OF A PINNACLE APPROACH RESULTED IN ROTOR RPM DECAY. THE A/C CONTACTED THE TOP OF THE PINNACLE (GRACEL PILE) AND ROLLED OFF THE SIDE RESULTING IN A SUBSTANTIAL A/C DAMAGE. INVESTIGATION REVEALED MALADJUSTED MECHANICAL ENGINE MIXTURE CONTROL. NO INJURIES. 20000118011859A (-23) ON JANUARY 18, 2000, APPROX. 1202 EDT, A BEECHCRAFT KING-AIR, BE-C90, N74CC, WAS DESTROYED AS A RESULT OF IMPACTING A COMMUNICATION ANTENNA WIRE DURING A SIMPLIFIED DIRECTIONAL FACILITY (SDF) APPROACH TO RUNWAY 4 AT THE SOMERSET-PULASKI COUNTY AIRPORT, SOMERSET, KY. THE A/C WAS OPERATING IN INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) WEATHER CONDITIONS ON IFR FLIGHT PLAN UNDER 14 CFR 91 FROM COLUMBUS, OHIO (OSU). THE A/C WAS CONSUMED BY AS POST CRASH-FIRE UPON IMPACT WITH THE TERRAIN. THE RATED ATP AND THREE (3) PASSENGERS RECEIVED FATAL INJURIES AS A RESULT OF THE ACCIDENT. REVIEW OF THE MAINTENANCE RECORDS IS PENDING RECEIPT FROM THE OWNER. WEATHER CONDITIONS AT THE TIME OF THE ACCIDENT WERE : CEILINGS 700 FEET OVERCAST, VISIBILITY 10 STATUS MILES, TEMPERATURE 36 DEGREES F, DEWPOINT 31 DEGREES F, AND WIND 320 DEGREES AT 7 KNOTS. THE CURRENT AIRPORT FACILITY DIRECTORY (SE-1) CONTAINED A NOTE INDICATING THE SDF RUNWAY 4 APPROACH WAS OUT OF SERVICE INDEFINTELY. NOTHING FOLLOWS (.4)ON JANUARY 18, 2000, AT 1202 EASTERN STANDARD TIME, A BEECH C-90, N74CC, WAS DESTROYED AFTER STRIKING A GUY WIRE ON A COMMUNICATIONS TOWER, AS IT MANEUVERED NEAR THE SOMERSET-PULASKI COUNTY-J.T. WILSON FIELD AIRPORT (SME), SOMERSET, KENTUCKY. THE CERTIFICATED AIRLINE TRANSPORT PILOT AND THREE PASSENGERS WERE FATALLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THE CORPORATE FLIGHT. THE FLIGHT WAS OPERATED ON AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN, AND CONDUCTED UNDER 14 CFR PART 91. ON JANUARY 17TH, THE PILOT AND PASSENGERS FLEW FROM NORTHEAST PHILADELPHIA AIRPORT (PNE), PHILADELPHIA, PENNSYLVANIA, TO OHIO STATE UNIVERSITY AIRPORT (OSU), COLUMBUS, OHIO, WHERE THEY REMAINED OVERNIGHT. WHILE THERE, THE AIRPLANE WAS SERVICED WITH 210 GALLONS OF JET-A AVIATION GRADE FUEL. THE LINE PERSON REPORTED THAT THE AIRPLANE WAS "TOPPED" [FILLED TO CAPACITY]. ACCORDING TO TRANSCRIPTS FROM THE FEDERAL AVIATION ADMINISTRATION (FAA), ON THE MORNING OF JANUARY 18, AT 0834, THE PILOT CONTACTED THE DAYTON AUTOMATED FLIGHT SERVICE STATION (AFSS), AND FILED AN IFR FLIGHT PLAN FROM COLUMBUS TO SOMERSET. THE PILOT REPORTED THE AIRPLANE WAS A C-90 WITH THE "I" EQUIPMENT SUFFIX, WHICH INDICATED THE AIRPLANE WAS EQUIPPED WITH LORAN, VOR/DME, OR INS, AND TRANSPONDER WITH MODE C. AFTER FILING THE FLIGHT PLAN, THE PILOT REQUESTED THE SOMERSET FORECAST AND WINDS ALOFT. THE PILOT WAS TOLD THAT SOMERSET DID NOT HAVE A FORECAST, AND WAS GIVEN THE FORECAST FOR LONDON, KENTUCKY (LOZ), LOCATED 26 NAUTICAL MILES (NM) TO THE EAST WHICH INCLUDED: "...FIVE HUNDRED SCATTERED, OCCASIONAL CEILING FIVE HUNDRED BROKEN, ONE THOUSAND OVERCAST VISIBILITY FIVE [STATUTE] MILES AND MIST, OCCASIONAL [VISIBILITY] TWO MILES, LIGHT DRIZZLE, AND MIST, AND WINDS FROM ONE FORTY AT SEVEN [140 DEGREES AT 7 KNOTS], AND OF COURSE YOU'RE, I'M SURE YOU'RE FAMILIAR WITH THE FACT THAT THERE'S ICING AND MAYBE SOME TURBULENCE ACROSS THAT ROUTE AND OCCASIONAL I F R CONDITIONS." THE PILOT CONTACTED THE DAYTON AFSS AGAIN AT 1004, AND REQUESTED MORE INFORMATION ON THE LATEST FORECAST AND TEMPERATURE AT SOMERSET. HE WAS ADVISED THAT THE 0954 OBSERVATION AT SOMERSET REPORTED A CEILING OF 300 FEET OVERCAST, AND THE TEMPERATURE AND DEWPOINT WERE 2 DEGREES CELSIUS AND -1 DEGREE CELSIUS RESPECTIVELY. IN ADDITION, ICING WAS FORECAST FOR THE ENTIRE ROUTE, AND THE PILOT WAS ADVISED OF PILOT REPORTS FOR BOTH LIGHT RIME ICE AND CLEAR ICE. ADDITIONALLY, BETWEEN 1100 AND 1500, LEXINGTON, KENTUCKY (LEX), WAS FORECAST FOR WINDS FROM 330 DEGREES AT 7 KNOTS, VISIBILITY 6 STATUE MILES, CEILINGS OF 800 FEET OVERCAST, WITH OCCASIONALLY VISIBILITY 5 STATUE MILES IN MIST OR LIGHT FOG, AND CEILINGS OF 500 FEET OVERCAST. THE FORECAST FOR LONDON WAS REVISED AT 0915, AND UP TO 1300, CALLED FOR CEILINGS AS LOW AS 100 FEET OVERCAST, AND VISIBILITY ONE STATUE MILE WITH MIST. AT THE END OF THE CALL, THE PILOT WAS OFFERED THE WINDS ALOFT AND NOTICES TO AIRMEN (NOTAMS), AND HE 20000118014239I (-23) ON JANUARY 18, 200 0, WHILE IN CRUISE FLIGHT AT 39,000 FEET, THE FLIGTH CREW NOTICED A FLUCTUATION OF THE RIGHT ENGINE OIL PRESSURE. THE LOW OIL PRESSURE LIGHT ILLUMINATED AND THE CREW SHUT DOWN THE RIGHT ENGINE. ATC WAS NOTIFIED OF THE SITUATION AND A LANDING AT SPRINGFIELD, IL WAS REQUESTED. THE AIRCRAFT LANDED AT SPRINGFIELD, IL, AT 4:34 PM CST WITHOUT FURTHER INCIDENT. THE TWO CREW AND ONE PASSENGER RECEIVED NO INJURIES. THE INCIDENT IS CLOSED WITH THIS REPORT. 20000118022149I (-23)DURING IOE, NEWLY ASSIGNED FIRST OFFICER TURNED TOWARD INCORRECT VOR. MISTAKE WAS CAUGHT AND CORRECTED BY CAPTAIN (CHECK AIRMAN). CAPTAIN WAS COUNSELED BY HIS ASST. CHIEF PILOT ^PRIVACY DATA OMITTED^ SEE PILOT DEVIATION #IGL2520000031 FOR DETAILS. 20000118034969A (.4)THERE WAS NO RECORD OF A WEATHER BRIEFING OR FLIGHT PLAN FOR THE ACCIDENT PILOT OR AIRPLANE WITH ANY FLIGHT SERVICE STATION. THE PILOT DEPARTED PARKERSBURG, WEST VIRGINIA, AND INTENDED TO FLY TO SAINT PETERSBURG, FLORIDA. ABOUT 15 MINUTES BEFORE THE ACCIDENT, A WITNESS OBSERVED THE PILOT FLYING ABOUT 800 FEET ABOVE THE GROUND, IN THE VICINITY OF SNOW SHOWERS, NEAR MOUNTAINOUS TERRAIN. WITNESSES THAT RESIDED NEAR THE ACCIDENT SITE REPORTED SEEING SNOW SHOWERS THROUGHOUT THE DAY. THEY HEARD AN AIRPLANE MAKE TWO PASSES OVERHEAD, AN ENGINE REVVED TO FULL POWER, THEN SILENCE. THE REPORTED CEILING AT AN AIRPORT APPROXIMATELY 20 MILES FROM THE ACCIDENT SITE WAS 600 FEET OVERCAST. (-23)WITNESSES IN THE AREA REPORTED HEARING A LOW-FLYING AIRCRAFT WITH A SPUTTERING ENGINE. SOME OF THE WITNESSES REPORTED HEARING THE AIRCRAFT IMPACT THE TERRAIN. THE AIRCRAFT HAD DEPARTED PKB ABOUT 1000 LOCAL, WITH AN ULTIMATE DESTINATION OF SPG (PLANNED INTERMEDIATE STOPS ARE UNKNOWN). NO FLIGHT PLAN WAS FILED AND THERE IS NO RECORD OF A WEATHER BRIEFING. WEATHER CONDITIONS AT HTS, APPROXIMATELY 18 NM NE, WERE CEILING VARIABLE 400 TO 900 OVERCAST, VISIBILITY 10, WIND 330/06, TEMP -4C, DEWPOINT -6C. CONDITIONS WERE CONDUCTIVE TO CARBURETOR ICING, AND OCCASIONAL SEVERE MIXED ICING CONDITIONS WERE FORECASTED IN CLOUD AND IN PRECIPITATION. THE AIRCRAFT COLLIDED WITH A RIDGE TERRAIN AT N38-18 W82-52. THE 165 FOOT DEBRIS PATH ORIENTED ON A 065 DEGREE HEADING. A STRONG ODOR OF FUEL WAS PRESENT AT THE SITE. THE WRECKAGE SUGGESTS THAT THE AIRCRAFT ENTERED THE TREES AND STRUCK THE GROUND NOSE LOW AND RIGHT WING LOW, INDICATING LOW ALTITUDE STALL AND INCIPIENT SPIN ENTRY. THE ENGINE WAS ROTATING AT IMPACT, WITH LITTLE OR NO POWER. PROP AND ALTERNATOR TO BE EXAMINED FURTHER. 20000119000289A (.4) ON JANUARY 19, 2000, ABOUT 1545 EASTERN STANDARD TIME, AN AERONCA 7AC, N82029, REGISTERED TO AN INDIVIDUAL, SUSTAINED DAMAGED WHEN THE RIGHT MAIN LANDING GEAR COLLAPSED DURING LANDING AT AIRPORT MANATEE, PALMETTO, FLORIDA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT WAS NOT INJURED. THE FLIGHT LAST DEPARTED PALMETTO, FLORIDA, THE SAME DAY, ABOUT 1540. THE PILOT STATED THAT WHILE LANDING AT AIRPORT MANATEE, THE RIGHT MAIN LANDING GEAR STRUT FAILED AND THE GEAR FOLDED UNDER THE FUSELAGE. THE RIGHT WING TIP CONTACTED THE GROUND AND THE AIRCRAFT ROLLED ABOUT 50 FEET AND CAME TO REST. WHEN HE EXAMINED THE COLLAPSED RIGHT MAIN LANDING GEAR AFTER THE ACCIDENT, HE DETERMINED THE GEAR HAD COLLAPSED DUE TO A BROKEN WELD ON THE UPPER PART OF THE STRUT ASSEMBLY. HE WELDED THE SEPARATED GEAR BACK ONTO THE AIRCRAFT TO RELOCATE THE AIRCRAFT. THE SEPARATION FRACTURE SURFACE WAS DESTROYED AND COULD NOT BE EXAMINED BY NTSB. (-23) INSPECTOR STATEMENT: ON JANUARY 28, 2000, AN INSPECTION WAS CONDUCTED ON AN AERONCA AIRCRAFT N82029, S/N 7AC-655. THE INSPECTION WAS CONDUCTED DUE TO A REPORTED AIRCRAFT INCIDENT AT MANATEE AIRPORT, (48X) PALMETTO FL. THE PILOT LARRY PETERS WAS ATTEMPTING TO LAND WHEN THE RIGHT MAIN LANDING GEAR STRUT FAILED, CAUSING DAMAGE TO THE LANDING GEAR AND SEVERAL TUBING MEMBERS ON THE RIGHT SIDE OF THE AIRCRAFT. AN INSPECTION OF THE LANDING GEAR REVEALED THAT A WELD AT THE UPPER FORWARD MAIN LANDING GEAR OLEO CASE FRAME ATTACH POINT HAD FAILED CAUSING THE GEAR TO COLLAPSE. AS A RESULT, FUSELAGE TUBING MEMBERS ON THE RIGHT SIDE IMMEDIATELY FWD AND AFT OF THE ATTACH POINT WERE DAMAGED. ON IMPACT, ONE BLADE OF THE PROPELLER WAS BENT BACK AND DAMAGED. NO OTHER DAMAGE WAS NOTED. THERE WERE NO INJURIES AND THE PILOT WAS THE SOLE OCCUPANT OF THE AIRCRAFT. THE AIRCRAFT WAS RELEASED TO THE OWNER. VICTOR ROXAS PRINCIPAL MAINTENANCE INSPECTOR 20000119001049I (-23) ON WEDNESDAY, JANUARY 19, 2000, AT APPROXIMATELY 0916 LOCAL, A UNITED AIRLINES B-727, N729RU, EXPERIENCED A #3 ENGINE FIRE WARNING AT V1 ON TAKEOFF FROM BUFFALO NIAGARA INTERNATIONAL AIRPORT, BUFFALO, NY. THE CREW SHUT DOWN THE ENGINE AND THE FIRE WARNING LIGHT WENT OUT. THE CREW DECLARED AN EMERGENCY AND RETURNED TO BUF WITHOUT FURTHER INCIDENT. MAINTENANCE REPORTED A BLEED AIR DUCT FAILURE. THERE WAS NO ACTUAL FIRE AND NO INJURIES REPORTED. 8TH STAGE BLEED AIR DUCT REPLACED AND COWLING BLOWOUT PANEL REPLACED. THIS INCIDENT IS CONSIDERED CLOSED. 20000119001179I (-23) A THREE PERSON MAINTENANCE CREW WAS TAXIING AIRCRAFT TO AN OVERNIGHT PARKING SPOT. THE PIC WAS NOT SURE IF THE AIRCRAFT WOULD FIT INTO THE PARKING SPOT SO HE SENT THE 'RIGHT SEAT' OUT TO MARSHALL HIM. THE GROUND MARSHALL 9RIGHT SEAT0 GAVE THE PIC A "ALL CLEAR" SIGN AND STARTED TURNING THE AIRCRAFT TO THE LEFT. THE RIGHT WING HIT A PARKED DECKLOADER. 20000119001509I (-23) ON LANDING, A CORNERING TAIL WIND CAUSED THE AIRCRAFT TO BOUNCE ONE TIME. AFTER THE BOUNCE THE AIRCRAFT SKIDDED LEFT OFF THE RUNWAY CENTER 6R. AS THE AIRCRAFT APPROACHED THE RUNWAY EDGE, THE RIGHT GEAR WHEEL CAUGHT A HOLE AND SNAPPED THE RIGHT LANDING GEAR OFF AT THE AIRFRAME ATTACH POINT. 20000119022679I (-23)AIRCRAFT WENT OFF END OF RUNWAY DURING LANDING. BOTH CREWMEMBERS SENT LETTERS REQUESTING RE-EXAMINATION COMPLETED SATISFACTORY ON 2/11/00 BY PORTLAND, ME FSDO. 20000119041419A (.19) ON JANUARY 19, 2000, AT 2307 EASTERN STANDARD TIME, A CESSNA 208B, N9457B, OWNED AND OPERATED BY PLANEMASTERS LTD, OF WEST CHICAGO, ILLINOIS, SUSTAINED SUBSTANTIAL DAMAGE DURING AN ON-GROUND COLLISION WITH TERRAIN FOLLOWING A PRECAUTIONARY LANDING AND SUBSEQUENT OVERRUN IMMEDIATELY AFTER TAKEOFF FROM RUNWAY 27 (6,000 FEET BY 150 FEET, SNOW COVERED/ASPHALT) AT THE WARSAW MUNICIPAL AIRPORT, WARSAW, INDIANA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE CARGO FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 135 AND WAS ON AN ACTIVE IFR FLIGHT PLAN. THE COMMERCIAL RATED PILOT REPORTED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND HAD THE INTENDED DESTINATION OF CLARK COUNTY AIRPORT, JEFFERSONVILLE, INDIANA. ACCORDING TO THE PILOT'S WRITTEN STATEMENT, HE TAXIED THE AIRPLANE TO THE APPROACH-END OF RUNWAY 27 AND ANNOUNCED ON THE UNICOM FREQUENCY HIS INTENTIONS OF TAKING-OFF RUNWAY 27. THE PILOT REPORTED THAT SHORTLY AFTET TAKEOFF, "... NOTICED A PLOW TRUCK COMING SOUTH, AND STARTED TO ABORT AND REALIZED I COULDN'T AND TRIED (TO) KEEP FLYING, BUT COULDN'T, AND PUT IT (THE AIRPLANE) DOWN TURNING TO MISS ANY OBJECT S...". THE AIRCRAFT IMPACTED THE PERIMETER FENCE OF THE AIRPORT AND CAME TO REST ON A RAILROAD TRACK EMBANKMENT. THE PILOT DID NOT REPORT ANY ANOMALIES WITH THE AIRPLANE OR ITS ENGINE. THE PILOT STATED THAT HE DID NOT HEAR ANY ADVISORIES FROM THE PLOW TRUCK ON THE UNICOM FREQUENCY. ACCORDING TO THE SNOW-PLOW OPERATOR'S WRITTEN STATEMENT, HE WAS REMOVING SNOW FROM THE TAXIWAY FOR RUNWAY 18/36 WHICH WAS APPROXIMATELY 100 FEET NORTH OF RUNWAY 09-27 AT THE TIME OF THE ACCIDENT. THE SNOW-PLOW OPERATOR STATED THAT RUNWAY 27 HAD BEEN CLEARED OF SNOW EARILER IN THE EVENING, BUT HAD ACCUMULATED APPROXIMATELY .25-INCHES OF SNOW AT THE TIME OF THE ACCIDENT. (-23) AIRCRAFT ATTEMPTED T/O ON RWY 27 AT ASW. HE ANNOUNCED HIS TAKEOFF ON VAICOM. SNOW PLOWS WERE CLEARING SNOW ON TAXIWAY TOWARD END OF RUNWAY. PILOT SAW SNOWPLOW, THOUGHT IT MIGHT BE ON RUNWAY AND ABORTED T/O. AIRPORT MANAGER INDICATED THAT HE DID NOT HEAR A RADIO CALL FROM DEPARTING A/C. 20000119043949A (-23) PILOT REPORTED THE ENGINE QUIT AND HE COULD NOT RESTART. PILOT LANDED IN A PASTURE, GOING THROUGH A BARB WIRE FENCE AND A LARGE POST. IN CHECKING AIRCRAFT AT SCENE, THE PROP COULD NOT BE PULLED THROUGH. THERE WAS NO DAMAGE TO PROP EXCEPT WIRE SCRATCHES. HEAVY DAMAGE TO WING, GEAR, AND REAR FUSELAGE. 20000120000229A (.19)ON JANUARY 20, 2000 AT 0932 EASTERN STANDARD TIME, A CESSNA T310R, N137TR, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH A FENCE DURING AN ABORTED TAKEOFF FROM THE ROBERTSON FIELD AIRPORT(4B8), PLAINVILLE, CONNECTICUT. THE CERTIFICATED COMMERCIAL PILOT AND PILOT- RATED PASSENTER WERE NOT INJURED. INSTUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AND IFR FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91 AND DESTINED FOR PORTLAND, MAINE (PWM). IN A TELEPHONE INTERVIEW, THE PILOT SAID THE PURPOSE OF THE FLIGHT WAS TO TRAVEL TO PWM TO CONDUCT BUSINESS. HE SAID HE AND HIS PASSENGER ARRIVED AT 4B8 APPROXIMATELY 0800, AND THAT SNOW WAS FALLING DURING THE DRIVE TO THE AIRPORT. THE PILOT SAID THE AIRPLANE'S ENGINES AND INTERIOR WERE PRE-HEATED BEFORE HIS ARRIVAL. HE SAID THE PRE-FLIGHT, ENGINE START, AND TAXI CHECKS WERE ALL PERFORMED BY CHECKLIST. THE PILOT TAXIED THE AIRPLANE INTO POSITION FOR TAKE OFF FROM RUNWAY 02 AFTER HE RECEIVED HIS IFR CLEARANCE. THE PILOT WAS FLYING THE AIRPLANE FROM THE RIGHT. HE SAID FLAPS WERE SET AT 10 DEGREES AND FULL ENGINE POWER WAS APPLIED BEFORE THE BRAKES WERE RELEASED FOR THE TAKE OFF ROLL. DURING THE TAKEOFF ROLL, THE PILOT NOTICED THE COCKPIT DOOR WAS OPEN. HE SAID: "I HEARD A 'CLUNK' AND THEN I SAW THE DOOR HANDLE HAD POPPED HALF OPEN. I NOTICED I COULD SEE A CRACK OF DATLIGHT AND HEARD A RUSHING SOUND OF WIND. WE WEREN'T HALF WAY DOWN THE RUNWAY, SO I DECIDED TO ABORT. INITIALLY, THE BRAKING WAS SO GOOD I DIDN'T HAVE ANY CONCERNS ABOUT STOPPING. WE GOT TO THE END BUT SUDDENLY WE WEREN'T BRAKING AND WE WEREN'T TURNING. I TRIED TO TURN OFF AT THE TAXIWAY BUT IT WOULDN'T TURN. IT JUST WENT STRAIGHT AHEAD. IT DIDN'T MOVE A DOT OFF CENTERLINE. WE WENT OFF THE EDGE AND DOWN THE CLIFF." THE AIRPLANE OVERRAN THE DEPARTURE END OF THE RUNWAY, CONTINUED DOWN A STEEP EMBANKMENT, STUCK A FENCE AND CROSSED A ROAD. IN A WRITTEN STATEMENT, THE PASSENGER SAID: "(THE PILOT) HEARD A NOISE COME FROM THE DOOR AND SAW VISIBLE LIGHT AROUND THE DOOR SEAL. HE IMMEDIATELY ELECTED TO ABORT THE TAKE-OFF BEFORE MID-FIELD. THE POWER WAS BROUGHT TO IDLE AND BRAKING WAS COMMENCED. THERE WAS PLENTY OF RUNWAY LEFT TO STOP THE PLANE AND INITIALLY BRAKING WAS EFFECTIVE. EVERYTHING APPEARED NORMAL AND IT SEEMED THAT THE PLANE WOULD STOP IN TIME. HOWEVER, THE BRAKES BECAME INEFFECTIVE TOWARDS THE END OF THE RUNWAY AND WHILE THE PLANE WAS NOT GOING VERY FAST IT WENT OVER THE EDGE." IN A TELEPHONE INTERVIEW, A FLIGHT INSTUCTOR REPORTED HE WAS WITH A STUDENT AND HIS AIRPLANE WHEN THEY NOTICED N137TR ON THE RUNWAY. HE SAID: "WE WERE PARKED FACING THE RUNWAY ABOUT 2/3 DOWN AND ABOUT 3 TO 4 HUNDRED FEET OFF THE RUNWAY. THERE WAS LIGHT SNOW; ABOUT 1/4 INCH ON ALL SURFACES. I LOOKED UP AND SAW A 310 PASS BY ABOUT 30 TO 40 KNOTS, I SAID TO MY STUDENT, 'GEEZ, I HOPE HE'S TAKING OFF. I GUESS NOT. OH NO, I KNOW WHAT'S GONNA HAPPEN HERE SO LET'S WATCH." THE FLIGHT INSTUCTOR SAID HE AND HIS STUDENT SECURED THE AIRPLANE AND DROVE TO THE ACCIDENT SITE. HE SAID: "FROM THE TIME WE SAW THE AIRPLANE GO BY TO THE TIME WE GOT THERE WAS MAYBE 3 TO 5 MINUTES. THERE WERE TRACKS IN THE SNOW AS FAR(DOWN THE RUNWAY) AS I COULD SEE. IF I HAD TO ESTIMATE THE BRAKING, I WOULD ESTIMATE IT AS FAIR. FAIR TO POOR." THE PILOT REPORTED APPROXIMATELY 1,540 HOURS OF FLIGHT EXPERIENCE, 830 HOURS OF WHICH WERE IN MAKE AND MODEL. THE PASSENGER REPORTED 600 HOURS OF FLIGHT EXPERIENCE, 165 HOURS OF WHICH WERE IN MULTI-ENGINE AIRPLANES. HE REPORTED APPROXIMATELY 90 HOURS IN THE CESSNA 310. WHEN QUESTIONED ABOUT THE PERFORMANCE AND HANDLING OF THE AIRPLANE, THE PILOT RESPONDED: "EVERYTHING WAS WORKING FINE. THE ENGINES CAME RIGHT UP AND WERE WORKING WELL. EVERYTHING WAS FINE WITH THE AIRCRAFT." THE PILOT PROVIDED WEIGHT AND BALANCE INFORMATION FOR THE ACCIDENT FLIGHT. ACCORDING TO THE PILOT, THE AIRPLANE WAS 4,948 POUNDS AT TAKEOFF. WEATHER REPORTED AT AN AIRPORT 10 MILES EAST INCLUDED A VISIBILITY 2 20000120000389I (-23) ON JANUARY 20, 2000, GRAND AIRE EXPRESS INC., FALCON-20, N618GA, DEPARTED KANSAS CITY INTERNATIONAL (MCI), AND RETURNED TO MCI DUE TO A DOOR WARNING LIGHT. DOOR WAS CHECKED AND FOUND OK WITH LIGHT REMAINING OFF. AIRCRAFT DEPARTED WITH NO FURTHER PROBLEM. WITH THIS REPORT, INCIDENT CE2000IAC019 IS CONSIDERED CLOSED. 20000120000469A (.19) ON JANUARY 20, 2000, AT 1226 CENTRAL STANDARD TIME, A CESSNA 310Q TWIN-ENGINE AIRPLANE, N310GG, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED A DITCH AND A FENCE DURING AN ABORTED TAKEOFF AT THE KESTRAL AIRPARK, SPRING BRANCH, TEXAS. THE PRIVATE PILOT, SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS DESTINED FOR HARLINGEN, TEXAS. ACCORDING TO THE FAA INSPECTOR, WHO VISITED THE ACCIDENT SITE, WHEN THE AIRCRAFT DOOR POPPED OPEN DURING TAKEOFF ROLL. THE PILOT ELECTED TO ABORT THE TAKEOFF APPROXIMATELY 2/3 DOWN THE LENGTH OF THE RUNWAY. THE AIRPLANE DEPARTED THE RUNWAY SURFACE, WENT INTO A DITCH AND IMPACTED A FENCE. THE FAA INSPECTOR STATED THAT THERE WERE TIRE SKID MARKS ON THE LAST 250 FEET OF RUNWAY, WHERE THE PILOT APPLIED HEAVY BREAKING. THE FAA INSPECTOR STATED THAT THE AIRPLANE SUSTAINED STRUCTURAL DAMAGE TO THE RIGHT WING, LEFT MAIN LANDING GEAR, AND PROPELLERS. (-23) DURING TAKEOFF AT KESTREL AIRPARK AIRPORT (1T7), SPRING BRANCH, TX, ON RUNWAY 30, THE AIRCRAFT PASSENGER DOOR POPPED OPEN. THE PILOT ATTEMPTED TO ABORT THE TAKEOFF. THE AIRCRAFT RAN OFF THE END OF THE RUNWAY ACROSS A ROAD AND STURCK A 4 FOOT DEEP DITCH AND FENCE. THE AIRCRAFT SUBSTAINED SUBSTANTIAL DAMAGE TO BOTH FUEL TIP TANKS, BENT THE NOSE LANDING GEAR, COLLAPSED THE LEFT HAND MAIN LANDING GEAR, AND HAD WRINKLES IN THE NOSE AREA OF THE FUSELAGE. THE PASSENGER DOOR WOULD NOT SHUT, INDICATING THAT THE FUSELAGE HAD BEEN TWISTED. THE PROPLELLERS STUCK THE PAVEMENT ON THE ROAD WHEN THE AIRCRAFT RAN OFF THE END OF THE RUNWAY AND BENT THE PROPS, THE POWER WAS AT IDLE AT THE TIME OF IMPACT. NO PASSENGERS WERE ONBOARD. THE PILOT WAS NOT INJURED. (.4)THE PILOT STATED THAT DURING THE TAKEOFF ROLL, AT 82 KNOTS, THE CABIN DOOR OPENED. HE ATTEMPTED TO CLOSE THE DOOR, BUT WAS UNSUCCESSFUL, AND THEN ELECTED TO ABORT THE TAKEOFF WITH APPROXIMATELY 200 YARDS OF RUNWAY REMAINING. THE AIRPLANE SKIDDED OFF OF THE DEPARTURE END OF THE RUNWAY, AND THE NOSE GEAR COLLAPSED AS THE AIRPLANE IMPACTED A DITCH. 20000120001009I (-23) INCIDENT #AL012000006 PTRS #AL012000B3023 WHEN TURNING INTO PARKING RAMP FROM TAXIWAY LEFT PROPELLOR STRUCK LARGE PLOWED UP SNOW BANK ON EDGE OF PARKING RAMP. PILOT STATED DUE TO SNOW CONDITIONS AND FLAT LIGHT HE DID NOT SEE THE SNOW BANK. THE COMPANY CHIEF PILOT STATED THE SNOW BANK HAD BEEN MARKED THE NIGHT BEFORE WITH RED WARNING CONES. THE CONES HAD BEEN REMOVED BY AN UNKNOWN PERSON WITHOUT THE COMPANIES KNOWLEDGE. ONLY DAMAGE TO AIRCRAFT WAS SUDDEN STOPPAGE OF LEFT ENGINE REQUIRING A TEARDOWN AND INSPECTION. 20000120008039A (-23) AN INSPECTION OF THE WRECK CONCLUDED THAT THE ENGINE HAD FAILED. THE ENGINE HAS BEEN SENT BACK TO THE MANUFACTURER FOR ANALYSIS. HONEYWELL REP. DAVE LOOPER COORDINATED THE SHIPPING AND INSPECTION. (.4)ACCORDING TO THE PILOT, HE WAS ABOUT 30 MINUTES INTO THE POST INSPECTION MAINTENANCE FLIGHT AT ABOUT 350 TO 400 FEET AGL, WHEN HE HEARD A LOUD 'BANG' AND ENGINE RPM DECAYED TO ZERO. HIS CHOICE OF AUTOROTATION SITE REQUIRED USE OF MAIN ROTOR RPM TO CLEAR TREES AND HE LANDED HARD AND ROLLED OVER. THE T-53-L-13B ENGINE UNDERWENT FACTORY DISASSEMBLY EXAMINATION, WITH FAA OVERSIGHT. MATERIAL ANALYSIS DETERMINED THAT PORTIONS OF THE 2ND STAGE GP TURBINE DISC HAD FRACTURED AND SEPARATED DUE TO PEAK STRAIN LOW CYCLE FATIGUE, RESULTING IN STRUCTURAL AND IMBALANCE DAMAGE AND ENGINE FAILURE. NO MATERIAL, LUBRICATION, OR FUEL CONTROL DEFECTS WERE IDENTIFIED THAT WOULD HAVE CONTRIBUTED TO THE DISC SEPARATION. 20000120022319I (-23)AIRCRAFT ENCOUNTERED CROSS WIND ON LANDING AND BEGAN TO SLIDE UPON TOUCHDOWN, THE RUNWAY WAS ICY, HOWEVER THE AIRPORT ADVISORY RECEIVED BEFORE LANDING STATED BLOWING SNOW AND PLOWED RUNWAY. PILOT ADDED POWER AS HE BEGAN TO SLIDE, WHICH EXACERBATED THE PROBLEM. AIRCRAFT CAME TO A STOP ON THE SOUTH SIDE OF THE RUNWAY OVER ENBANKMENT DOING MINOR DAMAGE TO THE AIRCRAFT NOSE GEAR ASSEMBLY. NO INJURY TO PILOT WAS INCURRED. 20000121000249A (.19) ON JANUARY 21, 2000, AT 1600 CENTRAL STANDARD TIME, A CESSNA 152 AIRPLANE, N6179Q, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR SLIDELL, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY DELTA QUALIFLIGHT, INC., OF FORT WORTH, TEXAS. THE PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE FORT WORTH MEACHAM INTERNATIONAL AIRPORT AND WAS DESTINED FOR ARDMORE, OKLAHOMA. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE PILOT STATED THAT WHILE ENROUTE, THE WEATHER STARTED TO DETERIORATE AND THE PILOT ELECTED TO DIVERT AND RETURN TO FORT WORTH. DURING THE TURN TO REVERSE COURSE, THE ENGINE LOST POWER. THE PILOT APPLIED CARBURETOR HEAT; HOWEVER, THE ENGINE RPM CONTINUED TO DECREASE TO 1,200 RPM. THE PILOT ELECTED TO MAKE A PRECAUTIONARY LANDING IN A FIELD. DURING THE LANDING, THE AIRPLANE JUMPED A ROAD AND IMPACTED TREES, STRUCTURALLY DAMAGING THE LEFT WING. (-23) ON JANUARY 21, 2000, AT 1500 CST, A CESSNA 152, N6179Q, OWNED BY DELTA QUALIFLIGHT AVIATION,^PRIVACY DATA OMITTED^ INCURRED AN ACCIDENT WHILE ATTEMPTING AN EMERGENCY LANDING DUE TO THE ENGINE LOSING POWER, IN A FIELD 5 MILES WEST OF SLIDELL, TEXAS ON COUNTY ROAD 2740, 1 MILE SOUTH OF FM 455, ON A PLEASURE FLIGHT FROM FORT WORTH MEACHAM (FTW) TO ARDOMORE, OK. VISUAL METEROLOGICAL CONDITIONS PREVAILED ON DEPARTURE AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED DAMAGE AND THE PILOT AND PASSENGER WERE NOT INJURIED. THE PILOT HOLDS A PRIVAT PILOT SE LAND AND INSTRUMENT CERTIFICATE, NUMBER 2602983. THE FLIGHT ORIGINATED AT FTW ON JANUARY 21, 2000 AT 1305 CST. 20000121000639I (-23) ON JANUARY 21, 2000, AT 0717E, N15730, EMB-120-ER, S/N 120-187, OPERATING AS CONTINENTAL EXPRESS FLIGHT 3171, ABORTED TAKEOFF (RUNWAY 6) AT "ERI" DUE TO A FWD DOOR OPEN LIGHT. THE AIRCRAFT TAXIED TO THE GATE WITHOUT INCIDENT. THELIGHT WAS DEFERRRED PER THE MEL 52-70-1 / 2 CATEGORY C. THE AIRCRAFT WAS RETURNED TO SERVICE BY MAINTENANCE CONTROL AND DEPARTED "ERI" AT 737E. INVESTIGATED BY DESK AUDIT AND CLOSED. 20000121000649I (-23) THE PLANNED VFR PLEASURE FLIGHT BEGAN IN MURFREESBORO, TN (MBT) WITH A STOP IN LEBANON, TN AND A FUEL STOP IN CENTRALIA, IL (CNL) BEFORE REACHING THE FINAL DESTINATION OF OTTUMWA, IA (OTM). WHILE ON DESCENT INTO OTM THE AIRCRAFT'S ENGINE BEGAN TO RUN ROUGH. THE PILOT MADE A PRECAUTIONARY LANDING IN A FARM FIELD NEAR THE OTM AIRPORT. THE PILOT CALLED THE LOCAL FBO FOR ASSISTANCE AND TO GET THE AIRCRAFT CHECKED OUT. THE AIRCRAFT STILL HAD SUFFICIENT FUEL AS EACH TANK HAD AT LEAST A QUARTER FUEL REMAINING. THE AIRCRAFT WAS INSPECTED AND FLOWN OUT OF THE FIELD TO THE AIRPORT WHERE IT WAS AGAIN INSPECTED. NO DAMAGE OR PROBLEM WAS NOTED. THE PILOT FLEW THE AIRCRAFT IN THE LOCAL AREA TO ENSURE EVERYTHING WAS OPERATING PROPERLY. THE MECHANICS AT THE OTM AIRPORT ADVISED THAT THIS PARTICULAR MODEL OF AIRCRAFT WITH THE INDUCTION SYSTEM THAT IT HAS IS VERY SUSCEPTIBLE TO CARBURETOR ICING. NO OTHER ACTION IS PLANNED AND THIS INCIDENT IS CONSIDERED CLOSED. INCIDENT #ICE012000008. 20000121000689I (-23) J3 CUB ON SKIS WAS LANDING AT OTSEGO COUNTY AIRPORT ON THE NORTH SIDE OF RUNWAY 27 IN A SNOW COVERED FIELD. AFTER TOUCH DOWN AND ON THE ROLL OUT THE LEFT SKI HIT A SNOW DRIFT AND THE AIRCRAFT FLIPPED OVER. THERE WERE NO PASSENGERS ON BOARD, NO INJURIES TO THE PILOT, AND MINOR DAMAGE TO THE AIRCRAFT. 20000121001139I (-23) ON LANDING ROLL, AIRCRAFT HIT 6 OR 8 CANADA GEESE. RIGHT HAND LANDING LIGHT AND LENS WERE BROKEN AND REPLACED. TAXI LIGHT BULBS WERE REPLACED. BOTH ENGINES WERE BOROSCOPED FOR POSSIBLE BIRD INGESTION, NO DAMAGE FOUND. 20000121001229I (-23) HAD JUST LANDED DURING NIGHT LANDING ON RUNWAY 26 AND APPLIED POWER TO TAKEOFF. ON LIFTOFF THE PILOT ENCOUNTERED A GUST FROM THE RIGHT. THE LEFT WING MADE CONTACT WITH THE RUNWAY SURFACE DURING THE TAKEOFF. ON LANDING THE WING TIP WAS FOUND TO HAVE MINOR ABRAISION TO THE PAINT AND COMPOSITE SURFACE. 20000121002019I (-23) PILOT WAS TAXIING ON GRASS WHEN THE NOSE WHEEL WENT INTO A HOLE, RESULTING IN THE PROP STRIKING THE GROUND. NO OTHER DAMAGE WAS INCURRED AND THERE WERE NO INJURIES. 20000121002479I ON FRIDAY, JANUARY 21, 2000 AT 1831 LOCAL, A CONTINENTAL EXPRESS, INC., EMB-120, N15713, REPORTED AND UNSAFT NOSE GEAR LIGHT INBOUND TO SYR. THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. CONTRACT MAINTENANCE (EXEC AIR) WAS CONTACTED TO INSTALL THE GEAR PINS AND FERRY THE AIRCRAFT TO CLEVELAND. COMPANY MAINTENANCE PERSONNEL INSPECTED THE GEAR SYSTEM AND REPLACED THE LANDING GEAR HANDLE, NOSE GEAR DOOR SEQUENCE VALVE AND THE UP LOCK ACTUATOR IAW EMB-120 MAINTENACE MANUAL 32-32-04/14. THE AIRCRAFT THEN WAS RETURNED TO SERVICE. THE INCIDENT IS CONSIDERED CLOSED. 20000121002659I (-5) ON RUN-UP PRIOR TO TAKE OFF ENGINE RAN ROUGH. APPLIED CARB HEAT, ENGINE SMOOTHED OUT. DURING TAKE OFF AT 2400 RPM AT APPROX. 200' ABOVE GROUND, ENGINE BEGAN TO RUN ROUGH THEN SMOOTHED OUT., THEN RAN ROUGH AGAIN. CIRCLED AND LANDED HOT AND LONG. ACFT RAN OFF RUNWAY 17 AND PROP HIT THE GROUND. 20000121003159I AMERICAN AIRLINES FLIGHT 159, B-757, ON FLIGHT FROM NEWARK, NJ, TO LOS ANGELES, CA, DIVERTED INTO LINCOLN, NE, DUE TO SMOKE IN THE COCKPIT. THE NUMBER TWO ROLLS ROYCE RB211-535 ENGINE SHUT DOWN DUE TO LOSS OF OIL PRESSURE AND QUANTITY. MAINTENANCE INDICATED THE RADIAL DRIVE STEADY BEARING FAILED. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000121003909I APPROXIMATELY 200 FEET ON TAKE-OFF ROLL, PROPELLER STRUCK A PIECE OF CARPET LYING ON THE RUNWAY. PROPELLER TIP BROKE. PILOT ABORTED TAKE OFF. AIRCRAFT TOWED BACK TO PARKING SPOT. 20000121004269I PILOT LANDED RUNWAY 7R, VEERED OFF RUNWAY, NOSE GEAR COLLAPSED. 20000121006939A (-23) ON JAN. 21, 2000, AT APPROXIMATELY 1730 CST, A BEECHCRAFT BE-55 MADE A LOW PASS DOWN RUNWAY 18 AT THE MEXICA AIPORT AND ASKED PERSONS ON THE GROUND TO SEE IT HIS LANDING GEAR WAS EXTENDED. THE PILOT INDICATED HE HAD A GEAR UNSAFE INDICTATION. UPON TURNING OUT, WITNESS STATED THAT THE AIRCRAFT BANKED STEEPLY AND THEN ROLLED OVER AND WENT DOWN IN A NOSE DOWN ATTITUDE. THE AIRCRAFT THEN EXPLODED ON IMPACT. 20000121008919A (-23) DURING THE TAKEOFF ROLL, ATHE A/C LIFTED OFF AT AN AIRSPEED THAT WAS BELOW THE RUDDER EFFECTIVENESS AIRSPEED. AS A RESULT OF THE LOW SPEED FLIGHT, THE PILOT WAS UNABLE TO CORRECT THE A/C FROM BANKING LEFT AND TURNING. THE RESULT WAS A COLLISION WITH GROUND EQUIPMENT AND SUBSTANTIAL DAMAGE TO A/C. 20000121012409A (-23) ON 1/22/00, THE PILOT OF N663C WAS LANDING ON RWY 5 AT DELAND AIRPORT, FL, A NON-TOWERED AIRPORT, OVER CTAF, CONFLICTING SKYVAN TRAFFIC REPORTED LANDING RWY 23. THE PILOT OF N663C EXECUTED A GO AROUND FROM SHORT FINAL FOR RWY 5 ON THE SECOND APPROACH TO LAND ON RWY 5. THE PILOT OF N663C TOUCHED DOWN AND HEARD DHC-6 TRAFFIC REPORT TURNING FINAL FOR RWY 23. THE DHC-6 TRAFFIC WAS NOT IN SIGHT AND THE PILOT OF N663C APPLIED HARD BRAKING ACTION AND VEERED OFF THE HARD SURFACE RWY AND OVERTURNED IN SOFT TERRAIN. THE DHC-6 LANDED ON RWY 23 AND PROCEEDED TO THE SKY DIVERS BASE OF OPERATIONS. WIND CONDITIONS WERE LIGHT AND VARIABLE. LOCAL TRAFFIC HAD BEEN USING BOTH RWY 23 AND 5 WITH LIGHT AND VARIABLE WINDS IN THE AREA. 20000121035339A (.4)A FEW MINUTES AFTER TAKEOFF, THE PILOT REALIZED THE ENGINE WAS NOT DEVELOPING FULL MANIFOLD PRESSURE; SHORTLY THEREAFTER, THE ENGINE LOST ALL OIL PRESSURE. WHEN THE ENGINE BEGAN TO VIBRATE, THE PILOT SHUT DOWN THE ENGINE AND PERFORMED A FORCED LANDING TO A FIELD. EXAMINATION OF THE AIRPLANE REVEALED THE ENGINE'S COWLING WAS COVERED WITH OIL, AND THE ENGINE'S CRANKSHAFT SEAL HAD BEEN 'BLOWN OUTWARD.' ICE WAS OBSERVED IN THE ENGINE CRANKCASE BREATHER LINE. ADDITIONALLY, A 'BEND' WAS FOUND IN THE BREATHER LINE NEAR A CLAMP THAT WAS INSTALLED OVER THE BREATHER LINE VENT HOLE. THERE WERE NO OTHER DISCREPANCIES FOUND WITH AIRPLANE. THE OUTSIDE AIR TEMPERATURE REPORTED AT THE AIRPORT ABOUT THE TIME OF THE ACCIDENT WAS 0 DEGREES F. THE AIRPLANE WAS LAST FLOWN 1 WEEK PRIOR TO THE ACCIDENT. THE AIRPLANE WAS KEPT IN AN UNHEATED HANGER; HOWEVER, THE ENGINE WAS PREHEATED USING A BUILT-IN ENGINE HEATER TO AN OIL TEMPERATURE OF 40 DEGREES F, JUST PRIOR TO ENGINE START. (-23)NYC00LA069 20000121040559I (.4) ON JANUARY 21, 2000, AT 0558 CENTRAL STANDARD TIME, THERE WAS A NEAR COLLISION BETWEEN A TAXING BRITISH AEROSPACE JETSTREAM 3101 AND A DEPARTING BOEING 727-200 FROM RUNWAY 1L AT THE GENERAL MITCHELL INTERNATIONAL AIRPORT, MILWAUKEE, WISCONSIN. THE BRITISH AEROSPACE JETSTREAM 3101, N842JS, WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 121 AS CHATAQUA FLIGHT 4376. THE BOEING 727-200, N283SC, WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 121 AS SUN COUNTRY FLIGHT 603. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THIS INCIDENT. THERE WERE NO REVENUE PASSENGERS ABOARD EITHER AIRPLANE AND THE RESPECTIVE CREWS DID NOT REPORT ANY INJURIES. ACCORDING TO FEDERAL AVIATION ADMINISTRATION (FAA) RECORDS, CHATAQUA FLIGHT 4376 WAS ISSUED A CLEARANCE TO TAXI TO RUNWAY 25L VIA TAXIWAYS BRAVO AND MIKE AND TO HOLD SHORT OF RUNWAY 1L. CHATAQUA FLIGHT 4376 READ BACK THE TAXI-CLEARANCE, INCLUDING THE HOLD-SHORT CLEARANCE. SUN COUNTRY FLIGHT 603 WAS ISSUED A CLEARANCE TO TAKEOFF FROM RUNWAY 1L AND FLY THE RUNWAY HEADING. FULL TRANSCRIPTS OF AIR TRAFFIC CONTROL (ATC) VOICE TRANSMISSIONS ARE ATTACHED TO THIS FACTUAL REPORT. ACCORDING TO A WRITTEN STATEMENT, PROVIDED BY THE CAPTAIN OF SUN COUNTRY FLIGHT 603, JUST PRIOR TO ROTATION THE CREW NOTICED A JETSTREAM TAXING ONTO RUNWAY 1L AT THE MIKE TAXIWAY/RUNWAY INTERSECTION. THE BOEING 727-200 CAPTAIN REPORTED THAT THAT HIS AIRCRAFT WAS ABLE TO CLEAR THE TAXING AIRPLANE WITHOUT TAKING ANY "EXTRAORDINARY" ACTIONS. THE CAPTAIN STATED THAT THEIR AIRCRAFT CLEARED THE JETSTREAM BY APPROXIMATELY 50-FEET AND THE POSITION OF THE TAXING AIRCRAFT WAS APPROXIMATELY 30-FEET LEFT OF THE RUNWAY 1L CENTERLINE. THE CAPTAIN STATED THAT HIS INBOARD LANDING LIGHTS, RUNWAY TURNOFF LIGHTS, AND STROBE LIGHTING SYSTEMS WERE ON AT THE TIME OF THE INCIDENT. ACCORDING TO A WRITTEN STATEMENT, PROVIDED BY THE CAPTAIN OF CHATAQUA FLIGHT 4376, HE WAS TAXING THE AIRCRAFT AND THE FIRST OFFICER WAS HANDLING THE RADIO COMMUNICATIONS. THE CAPTAIN REPORTED THAT PRIOR TO CROSSING RUNWAY 1L, HE AND THE FIRST OFFICER VISUALLY CHECKED TO SEE IF THE RUNWAY WAS CLEAR. THE CAPTAIN STATED THAT VISIBILITY WAS RESTRICTED FROM DE-ICING FLUID ON THE SIDE WINDOWS. THE CAPTAIN REPORTED THAT THE RUNWAY WAS CLEAR OF TRAFFIC, AND HE CONTINUED TO TAXI ACROSS RUNWAY 1L. THE CAPTAIN STATED THAT AFTER CROSSING RUNWAY 1L THE CREW WAS INFORMED THAT A DEPARTING BOEING 727-200 H AD JUST CLEARED THEM. THE CAPTAIN STATED THAT HE DID NOT HEAR THE HOLD-SHORT CLEARANCE GIVEN BY GROUND CONTROL. ACCORDING TO A WRITTEN STATEMENT, PROVIDED BY THE FIRST OFFICER OF CHATAQUA FLIGHT 4376, THE CREW WAS ISSUED INSTRUCTIONS TO TAXI TO RUNWAY 25L VIA TAXIWAYS BRAVO AND MIKE AND TO HOLD SHORT OF RUNWAY 1L. THE FIRST OFFICER STATED THAT HE ACKNOWLEDGED THE CLEARANCE BY READING-BACK THE TAXI INSTRUCTIONS TO GROUND CONTROL. AIRPORT OPERATIONS INSPECTED THE TAXIWAY/RUNWAY INTERSECTION AND FOUND THE WIGWAG LIGHTING SYSTEM OPERATING NORMALLY, AND THE DOUBLEWIDE HOLD SHORT LINES VISIBLE AT THE CENTER OF THE TAXIWAY, WITH SNOWDRIFTS OBSCURING THE TAXIWAY EDGES. ACCORDING TO THE CAPTAIN'S WRITTEN STATEMENT, "CONTRIBUTING FACTORS: (1) THE CREW WAS ON A CDO (CONTINUOUS DUTY OVER-NIGHT) AND THE INCIDENT IN QUESTION OCCURRED SOME 12+ HRS INTO THE DUTY PERIOD. WHILE AT THE HOTEL THE CREW HAD ONLY 4 HOURS SLEEP. (2) THE AIRCRAFT WAS PARKED OUTSIDE IN SUB-ZERO DEGREE-FAHRENHEIT TEMPERATURES FOR APPROXIMATELY 5 HRS. TEMPERATURES IN THE COCKPIT AT THE TIME OF TAXI WAS APPROX. 10 DEGREES-FAHRENHEIT. (3) DUE TO HEAVY FROST ON THE AIRCRAFT, DE-ICING WAS REQUIRED. WITH GLYCOL ON THE AIRCRA FT WINDOWS THERE WAS REDUCED VISIBILITY TO THE SIDES OF THE AIRCRAFT." 20000122000219A (.19) ON JANUARY 22, 2000, AT 1720 CENTRAL STANDARD TIME, A PIPER PA-18A AIRPLANE, N1290C, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT THE W.R. POGUE MUNICIPAL AIRPORT NEAR SAND SPRINGS, OKLAHOMA. THE AIRPLANE WAS OWNED AND OPERATED BY PRIVATE INDIVIDUALS. THE COMMERCIAL PILOT AND PILOT RATED PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE RICHARD LLOYD JONES JR. AIRPORT NEAR TULSA, OKLAHOMA. THE COMMERCIAL PILOT REPORTED TO THE NTSB INVESTIGATOR-IN-CHARGE THAT HE PLANNED TO PRACTICE TOUCH AND GO LANDINGS. ON THE FIRST APPROACH TO RUNWAY 35, HE PERFORMED A GO-AROUND. ON THE SECOND APPROACH, THE AIRPLANE TOUCHED DOWN ON THE RUNWAY AND STARTED DRIFTING TO THE RIGHT. HE APPLIED LEFT RUDDER TO CORRECT FOR THE DRIFT, BUT HE DOESN'T RECALL WHAT HAPPENED NEXT. THE FAA INSPECTOR WHO WENT TO THE ACCIDENT SITE REPORTED THAT HE FOUND TIRE MARKS ON THE RUNWAY 35 WHICH WENT TOWARDS THE RIGHT SIDE OF THE RUNWAY AND THEN MADE A SHARP LEFT TURN. THE TIRE MARKS EXITED THE WEST SIDE OF THE RUNWAY AND CONTINUED INTO A DITCH. AT THIS POINT THE AIRPLANE BECAME AIRBORNE AND STRUCK THE WIND SOCK POLE LOCATED ABOUT 60-80 YARDS BEYOND THE DITCH. EXAMINATION OF THE AIRCRAFT BY THE FAA INSPECTOR, REVEALED THAT THE FIREWALL WAS DAMAGED. BOTH WINGS AND THE LEFT HORIZONTAL STABILIZER WERE BENT. THE TAIL WAS TWISTED AND BENT. (.4)THE COMMERCIAL PILOT PLANNED TO PRACTICE TOUCH-AND-GO LANDINGS. ON THE FIRST APPROACH TO THE RUNWAY, THE PILOT PERFORMED A PRACTICE GO-AROUND. ON THE SECOND APPROACH, THE AIRPLANE TOUCHED DOWN ON THE RUNWAY AND STARTED DRIFTING TO THE RIGHT. THE PILOT APPLIED LEFT RUDDER TO CORRECT FOR THE DRIFT, BUT HE DOESN'T RECALL WHAT HAPPENED NEXT. EXAMINATION OF THE ACCIDENT SITE BY AN FAA INSPECTOR REVEALED THAT THERE WERE TIRE MARKS ON THE RUNWAY, WHICH WENT TOWARDS THE RIGHT SIDE OF THE RUNWAY AND THEN MADE A SHARP LEFT TURN. THE TIRE MARKS EXITED THE WEST SIDE OF THE RUNWAY AND CONTINUED INTO A DITCH. SUBSEQUENTLY, THE AIRPLANE BECAME AIRBORNE, STRUCK THE WINDSOCK POLE, LOCATED ABOUT 60-80 YARDS BEYOND THE DITCH, AND CAME TO A STOP UPRIGHT. THE PILOT REPORTED THAT THE WIND WAS CALM. 20000122000339I (-23) AIRCRAFT DEPARTED BEAVER CO. AIRPORT (KBVI) AND LANDED AT BUTLER AIRPORT (KBTP) DURING A LEFT 180 DEGREE TURN TO PART THE AIRCRAFT. THE AIRCRAFT SLID ON THE SNOW AND ICE COVERED RAMP INTO A FOUR FOOT TALL FENCE CAUSING DAMAGE TO THE RIGHT WING. DAMAGE WAS LIMITED TO THE LEADING EDGE INBOARD OF THE WIING TIP AND MINOR DENTS AND SCRATHCES EXTENDED APPROXIMATELY THREE FEET INBOARD OF THE WING TIP. 20000122001129I (-23) PILOT DEPARTED ACT, RAISED THE LANDING GEAR AND RECEIVED NO LIGHT INDICATIONS THAT HIS GEAR RETRACTED. HE ASKED THE TOWER, AND THEY CONFIRMED THE GEAR WAS UP. HE THEN PROCEEDED TO JENNINGS, LA, WHEN HE ATTEMPTED TO LOWER THE GEAR HE RECEIVED NO LIGHT INDICATIONS OF GEAR EXTENSION. HE THEN PERFORMED THE EMERGENCY EXTENSION PROCEDURE WHICH REQUIRED THE GEAR MOTOR TO BE DISCONNECTED FROM THE GEAR MECHANISM. HE THEN GOT HIS GEAR DOWN AND LANDED SAFELY. THE NEXT DAY HE DEPARTED WITHOUT HAVING HIS LANDING GEAR CHECKED OR HAVING THE GEAR MOTOR RECONNECTED. HE RETURNED TO ACT AND THE LANDING GEAR COLLAPSED N LANDING. ALL OF THE ADVERSE LIGHT INDICATIONS RESULTED FROM THE LIGHT REOSTAT BEING TURNED TO DIM. 20000122001149I (-23) ON JANUARY 22, 2000, USA JET AIRLINES FALCON-20, N818AA, WAS INBOUND TO KANSAS CITY INTERNATIONAL AIRPORT (MCI), AND DECLARED AN EMERGENCY DUE TO UNSAFE GEAR INDICATION. AIRCRAFT LANDED WITHOUT INCIDENT. CONTRACT AIRCRAFT MAINTENANCE (CAM) INSPECTED AIRCRAFT FOR FERRY PERMIT TO DETROIT, MI (YIP) FOR REPAIRS BY USA JET PERSONNEL. A BROKEN WIRE WAS FOUND IN GEAR HANDLE. INCIDENT #CE2000IAC018 IS CONSIDERED CLOSED WITH THIS REPORT. 20000122002569I ON JANUARY 22, 2000, AT 1350E, THE B-1900-D, S/N UE-13, REGISTERED AS N132VAND OPERATED BY "AMWA" AS FLIGHT #5562. THE AIRCRAFT LANDED AT "PIT" ON RUNWAY 28R AFTER REPORTING A LANDING GEAR PROBLEM. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDNET. MAINTENAMCE INSPECTED THE AIRCRAFT AND IT WAS FERRIED TO "DUJ". AT "DUJ" THE LANDING GEAR WAS INSPECTED AND SWUNG. NO DEFECTS WERE FOUND AND THE AIRCRAFT WAS RETURNED TO SERVICE INA CCORDANCE WITH BMM-32-30-00. CONDUCTED BY DESK AUDIT AND CLOSED. 20000122002709I (-5) ON JANUARY 22, 2000, MR. ROBERT ALLISON, PILOT AND OWNER OF AEROSTAR N312BA, FORGOT TO EXTEND HIS LANDING GEAR DURING LANDING ON RUNWAY 13 AT ST. AUGUSTINE AIRPORT (SGJ), ST. AUGUSTINE FL. THERE WAS ONLY MINOR DAMAGE TO THE AIRCRAFT WITHOUT ANY PERSONAL INJURIES. 20000122003369I CONTINENTAL EXPRESS 4107 TAXED ACROSS RNY 23L AFTER ACKNOWLEDGING ATCT CLEARANCE TO HOLD SHORT. SEE FORM 8020-18^PRIVACY DATA^FOR DETAILS. ^PRIVACY DATA OMITTED^ 20000122008879A (-23) FOLLOWING A LANDING IN THE SANDY RIVER BOTTOM IN THE PIRU PRACTICE AREA (SANTA CLARA RIVER NEAR PIRU, CA) AND DURING THE ENSUING LIFT-OFF, THE PILOT, CONCERNED ABOUT A LOW FLYING FIXED WING IN THE AEA, WAS PLANNING A 90 DEGREE RIGHT PEDAL TURN TO CHECK FOR FOR THE TRAFFIC WHEN HE EXPERIENCED A DYNAMIC ROLLOVER TO THE RIGHT. THE PILOT FOUND NOTHING BUT SAND NEAR THE SKIDS FOLLOWING THE ACCIDENT. THIS WAS NOT AN INSTRUCTIONAL FLIGHT. (.4)ON JANUARY 22, 2000, ABOUT 1315 HOURS PACIFIC STANDARD TIME, A ROBINSON R22B HELICOPTER, N4072T, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT ROLLED OVER ON DEPARTURE FROM A DRY RIVERBED NEAR PIRU, CALIFORNIA. GROUP 3 AVIATION OPERATED THE RENTED HELICOPTER UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT WERE NOT INJURED. THE LOCAL INSTRUCTIONAL FLIGHT DEPARTED VAN NUYS, CALIFORNIA, ABOUT 1145. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE INSTRUCTOR STATED HE TOOK HIS FIANCE UP TO INTRODUCE HER TO HELICOPTER OPERATIONS. AFTER COMPLETING TRAINING THEY CLIMBED TO ALTITUDE TO OVERVIEW THE RIVER VALLEY BEING USED AS A PRACTICE AREA, THEN DESCENDED BACK DOWN. THEY OBSERVED AN AIRPLA NE FLYING LOW THROUGH THE VALLEY, SO THE HELICOPTER LANDED IN THE RIVERBED TO WAIT FOR THE TRAFFIC TO CLEAR. AFTER A FEW MINUTES THE INSTRUCTOR PREPARED TO LIFTOFF. AS HE LIFTED OFF, THE RIGHT SKID STAYED IN CONTACT WITH THE GROUND AND THE HELICOPTER CONTINUED TO ROLL OVER TO THE RIGHT. 20000122009049A (-23) ACCORDING TO EYE WITNESS: RIGHT ENGIEN MANFUNCTIONED ON TAKE-OFF. THE PILOT TURNED AIRCRAFT TO THE RIGHT. THE AIRCRAFT APPEARED TO STALL AND IMPACTED THE GROUND. AIRCRAFT WAS DESTROYED BY FIRE AFTER IMPACT. DUE TO THE FACT THE BODIES WERE EJECTED FROM THE AIRCRAFT, THE INVESTIGATION DID NOT REVEAL WHO THE PIC OR SIC WERE. AN M OR D REPORT WILL BE SUBMITTED AFTER AN ENGINE TEARDOWN. NO NMAC. (.4) WITNESSES REPORTED THAT DURING THE AIRPLANE'S TAKEOFF ROLL THEY HEARD A HEARD A SERIES OF REPEATED SOUNDS, WHICH THEY DESCRIBED AS SIMILAR TO A "BACKFIRE" OR "COMPRESSOR STALL." SEVERAL WITNESSES REPORTED SEEING THE AIRPLANE'S RIGHT PROPELLER "STOPPED." ONE WITNESS REPORTED THAT AS THE AIRPLANE LIFTED OFF THE GROUND, HE HEARD "A LOUD CRACKING SOUND FOLLOWED BY AN IMMEDIATE PROP WIND DOWN INTO FEATHER." HE CONTINUED TO WATCH THE AIRPLANE, AS THE GEAR WAS RETRACTED AND THE AIRPLANE ENTERED A CLIMB AND RIGHT TURN. SUBSEQUENTLY, THE AIRPLANE PITCHED UP, ENTERED A "VMC ROLL-OVER," FOLLOWED BY A 360-DEGREE TURN, AND THEN IMPACTED THE GROUND. RADAR DATA INDICATED THE AIRPLANE TOOK OFF AND CLIMBED ON RUNWAY HEADING TO A MAXIMUM ALTITUDE OF ABO UT 200 FEET AGL. THE AIRPLANE THAN ENTERED A RIGHT TURN AND BEGAN TO LOSE ALTITUDE. A RADAR STUDY REVEALED THAT THE AIRPLANE'S CALIBRATED AIRSPEED WAS 97 KNOTS WHEN THE LAST RADAR RETURN WAS RECORDED. ACCORDING TO THE FLIGHT MANUAL, MINIMUM CONTROLLABLE AIRSPEED (VMC) WAS 93 KNOTS. EXAMINATION OF THE ACCIDENT SITE REVEALED THAT THE AIRPLANE IMPACTED THE GROUND IN A NEAR VERTICAL ATTITUDE. A POST-CRASH FIRE ERUPTED, WHICH DESTROYED ALL COCKPIT INSTRUMENTS AND SWITCHES. EXAMINATION OF THE PROPELLERS REVEALED THAT NEITHER OF THE PROPELLERS WERE IN THE FEATHERED POSITION AT THE TIME OF IMPACT. EXAMINATION OF THE LEFT ENGINE REVEALED SIGNATURES CONSISTENT WITH OPERATION AT THE TIME OF IMPACT. EXAMINATION OF THE RIGHT ENGINE REVEALED THAT THE SECOND STAGE IMPELLER SHROUD EXHIBITED STATIC WITNESS MARKS INDICATING THAT THE ENGINE WAS NOT OPERATING AT THE TIME OF IMPACT. HOWEVER, ROTATIONAL SCORING WAS ALSO OBSERVED THROUGH THE ENTIRE CIRCUMFERENCE OF THE IMPELLER SHROUD. THE STATIC WITNESS MARKS WERE ON TOP OF THE ROTATIONAL MARKS. EXAMINATION OF THE RIGHT ENGINE REVEALED NO ANOMALIES THAT WOULD HAVE PRECLUDED NORMAL OPERATION. THE LEFT SEAT PILOT HAD ACCUMULATED A TOTAL FLIGHT TIME OF ABOUT 950 HOURS OF WHICH 16.9 HOURS WERE IN AN MU-2 FLIGHT SIMULATOR AND 4.5 HOURS WERE IN THE ACCIDENT AIRPLANE. ALTHOUGH HE HAD STARTED AN MU-2 PILOT-INITIAL TRAINING COURSE, HE DID NOT COMPLETE THE COURSE. THE RIGHT SEAT PILOT HAD ACCUMULATED A TOTAL FLIGHT TIME OF ABOUT 2,000 HOURS OF WHICH 20.0 HOURS WERE IN AN MU-2 FLIGHT SIMULATOR AND 20.6 HOURS WERE IN THE ACCIDENT AIRPLANE. HE HAD SUCCESSFULLY COMPLETED AN MU-2 PILOT-INITIAL TRAINING COURSE ONE MONTH PRIOR TO THE ACCIDENT. 20000122039509A (-23) A/C ARRIVED AT STOCKTON AIR SHOW WITH ROUGH ENGINE. MAINTENANCE AT WOLF AVIATION, STOCKTON, CA. SHOWED BROKEN VALVE. ENGINE WAS OVERHAULED BY OWNER AT THAT TIME. FIRST FLIGHT AFTER OVERHAUL WAS ACCIDENT FLIGHT. A/C WAS TOPPED OFF WITH FUEL AFTER THE AIRSHOW (32 GALLONS). PILOT SAID THE A/C FUEL BURN WHEN LEANED IS BETWEEN 16 AND 14 GPH. THE MAINTENANCE RECORDS INDICATE THAT ,AFTER OVERHAUL, THE ENGINE WAS RUN IN FOR 2.5 HOURS. NO RECORD OF REFUELING BEFORE FLIGHT. (THE PILOT SAID THAT HE BROUGHT GAS CANS OUT AND TOPPED OFF THE A/C). DURING TAKEOFF AFTER THE OVERHAUL (THE ACCIDENT LFIGHT) A WITNESS SAID THAT THE AIRPLANE WAS RUNNING SO POORLY, THE WITNESS THOUGHT THE A/C WOULD NOT MAKE IT OFF THE GROUND. WHEN IT DID BECOME AIRBORN IT WAS STILL RUNNING BAD BUT DID NOT COME BACK TO THE FIELD. PILOT MADE AN EMERGENCY LANDING IN A FIELD APPROX. 25 NM FROM STOCKTON AIRPORT. THE RECOVERY CREW SAID THAT THEY TOOK 5 GAL OUT OF RIGHT TANK AND THE LEFT TANK WAS EMPTY WITH SELECTOR IN THE LEFT POSITION. THE ENGINE RAN DURING THE ENGINE INSPECTION W/NTSB. (.4) THE PILOT MADE A FORCED LANDING IN A PLOWED FIELD FOLLOWING A LOSS OF ENGINE POWER. THE AIRPLANE WAS A 3/4 SCALE P-51 REPLICA WITH A FUEL INJECTED AUTOMOTIVE ENGINE. THE FLIGHT DEPARTED STOCKTON WITH FULL FUEL ONBOARD, WHICH WAS 32 GALLONS OF FUEL IN TWO 16-GALLON TANKS, AND THE ENGINE BURNED ABOUT 14 GALLONS PER HOUR. WHILE CRUISING AT 3,500 FEET, THE AIRPLANE GRADUALLY BEGAN TO LOSE SPEED AND ALTITUDE. THE MANIFOLD PRESSURE REMAINED AT A CRUISE SETTING, BUT THE PILOT FELT THE ENGINE WAS NOT PRODUCING POWER. HE SWITCHED FUEL TANKS FROM LEFT TO RIGHT, CYCLED THE IGNITION SWITCH, AND ADJUSTED THE MIXTURE. THE ENGINE COOLANT AND OIL TEMPERATURE GAUGES REMAINED IN THE GREEN, BUT THE POWER CONTINUED TO DECLINE. THE PILOT ATTEMPTED TO LAND IN A PLOWED FIELD WITH THE LANDING GEAR DOWN, BUT THE LANDING GEAR SEPARATED FROM THE AIRPLANE AND DAMAGED THE WING SPAR. THE PILOT REPORTED THAT IN ORDER TO ASSIST IN THE RECOVERY, HE DRAINED ALL OF THE FUEL OUT OF THE LEFT FUEL TANK, AND ALL BUT 5 GALLONS FROM THE RIGHT TANK THE DAY AFTER THE ACCIDENT. THE RECOVERY AGENT DRAINED 5 GALLONS OF FUEL FROM THE RIGHT FUEL TANK AND NO FUEL FROM THE LEFT TANK. THE FUEL SELECTOR VALVE HAD BEEN DISCONNECTED SO HE COULD NOT TELL WHAT POSITION IT WAS IN. THE FUEL SCREEN WAS CLEAN AND CLEAR OF DEBRIS; THE FUEL MANIFOLD DISTRIBUTION VALVE WAS CLEAN AND CONTAINED NO FUEL. THE SPARK PLUGS WERE IN GOOD CONDITION. AFTER SEVERAL ATTEMPTS, INVESTIGATORS STARTED THE ENGINE AND RAN IT UP TO 3,000 RPM. THEY WERE NOT ABLE TO RUN IT LONG BECAUSE THE WATER PUMP BELT WAS BROKEN AND THEY COULDN'T GET COOLANT TO FLOW. A SHOP OWNER IN STOCKTON SAID THE AIRPLANE CAME IN FOR AN AIRSHOW IN OCTOBER, BUT HAD ENGINE TROUBLE. HE RENTED THE PILOT SHOP SPACE TO WORK ON THE ENGINE. HE SAID THE ENGINE HAD A BROKEN VALVE AND THE PILOT REPAIRED THE ENGINE HIMSELF. HE SAID HE ADVISED THE PILOT TO FLY AROUND THE AIRPORT FOR AN HOUR, BUT THE PILOT SAID HE HAD RUN THE ENGINE ON THE GROUND FOR AN HOUR AND EXPERIENCED NO PROBLEMS. THE SHOP OWNER SAID HE OBSERVED THE TAKEOFF AND THOUGHT THAT THE ENGINE RAN SO ROUGH THAT IT COULD NOT BECOME AIRBORNE. A COMPANY IN STOCKTON REFUELED THIS AIRPLANE AND THE PILOT'S T-6 DURING THE AIRSHOW WITH A COMBINED TOTAL OF 90 GALLONS AND HAD NO RECORDS OF REFUELING IT SINCE THAT TIME. 20000122041379A (.19) ON JANUARY 22, 2000, AT 0945 CENTRAL STANDARD TIME, A ROBINSON R-22B, N4047C, OPERATED BY WW HELICOPTERS LLC, OF EAST TROY, WISCONSIN, SUSTAINED SUBSTANTIAL DAMAGE DURING AN IN-FLIGHT COLLISION WITH TERRAIN FOLLOWING A LOSS OF CONTROL DURING TAKEOFF FROM RUNWAY 18 (1,900 FEET BY 150 FEET, SNOW-COVERED/GRASS) AT THE EAST TROY MUNICIPAL AIRPORT, EAST TROY, WISCONSIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE INSTRUCTIONAL FLIGHT WAS CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) RECEIVED MINOR INJURIES. THE DUAL STUDENT REPORTED NO INJURIES. THE LOCAL FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE CFI'S WRITTEN STATEMENT, THEY WERE PRACTICING A RUNNING TAKEOFF ON RUNWAY 18 AND AFTER TRAVERSING APPROXIMATELY TEN FEET OF THE TAKEOFF RUN THE STUDENT APPLIED RIGHT PEDAL INPUT. THE CFT STATED THAT HE TRIED TO OVERCOME THE STUDENT'S RIGHT PEDAL INPUT BY DEPRESSING THE LEFT PEDAL INPUT AND VERBALLY COMMANDING THE STUDENT TO DO THE SAME. THE CFR REPORTED THAT HE WAS UNABLE TO COUNTERACT THE STUDENTS CONTROL INPUT AND THE AIRCRAFT YAWED TO THE RIGHT. THE HELICOPTER'S LEFT SKID IMPACTED THE TERRAIN, THE AIRCRAFT ROLLED ONTO ITS LEFT SIDE, AND SLID FOR 15-FEET BEFORE COMING TO REST. (-23) CFI STATED THAT HE WAS INSTRUCTING STUDENT IN A RUNNING TAKEOFF. THE STUDENT APPLIED RIGHT PEDAL, AND THE CFI WAS UNABLE TO OVERCOME THE STUDENT'S INPUT. THE HELICOPTER THEN YAWED RIGHT, AND THE LEFT SKID CAUGHT ON THE RUNWAY, CAUSING THE HELICOPTER TO ROLL ONTO IT'S LEFT SIDE. 20000123000319I (-23) DURING DEICING, AIRCRAFT MOVED FORWARD AND STRUCK SPRAY TRUCK BOOM CAUSING DAMAGE TO RIGHT WING TIP AND POSITION LIGHTS. NO OTHER DAMAGE WAS NOTED. 20000123000599A (.19) ON JANUARY 23, 2000, AT 1130 HOURS PACIFIC STANDARD TIME, A CESSNA 310F, N5801X, MADE A HARD LANDING ON RUNWAY 27L AT THE BOULDER CITY, NEVADA, AIRPORT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT INSTRUCTOR, STUDENT PILOT, AND TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS OPERATED BY DE VOIT, INC., AS AN INSTRUCTIONAL FLIGHT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED AT BOULDER CITY AIRPORT APPROXIMATELY 30 MINUTES PRIOR TO THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND A FLIGHT PLAN WAS NOT FILED FOR THE FLIGHT. ACCORDING TO THE FLIGHT INSTRUCTOR, THE STUDENT PILOT WAS ON FINAL APPROACH TO THE RUNWAY AND WAS APPROXIMATELY 50 FEET ABOVE GROUND LEVEL (AGL) WHEN THE FLIGHT INSTRUCTOR NOTICED THAT THE AIRPLANE WAS DESCENDING MUCH TOO FAST. HE SAID HE TOLD THE STUDENT PILOT TO ADD POWER, BUT THE STUDENT PILOT ONLY ADDED POWER TO THE RIGHT ENGINE. HE SAID HE NOTICED THE AIRPLANE YAW TO THE LEFT AND THEN HE TOOK OVER THE CONTROLS. HE STATED HE ADDED POWER TO THE LEFT ENGINE AND BANKED THE AIRPLANE TO THE RIGHT AND PROCEEDED TO LAND APPROXIMATELY 2/3 OF THE WAY DOWN THE RUNWAY. THE FLIGHT I NSTRUCTOR TOLD INVESTIGATORS THAT HE DIDN'T FEEL THE WING TOUCH ANYTHING AS THEY LANDED ON THE RUNWAY. HE SAID THAT HE NOTICED THE WRINKLES IN THE LEFT WING AS THEY TAXIED OFF THE RUNWAY. HE SAID THAT THEY COULD HAVE BEEN APPROXIMATELY ONE WINGSPAN OFF THE RUNWAY WHEN THEY LANDED. THE SAFETY BOARD WAS NOT NOTIFIED OF THE ACCIDENT UNTIL JANUARY 27, 2000. (-23) DURING APPROACH FOR LANDING ON RUNWAY 27L AT BOULDER CIT AIRPORT (61B) ON JANUARY 23, 2000 AT 1130 HOURS PST, A CE-310-F, N5801X, BEING FLOWN BY STUDENT PILOT, DAVID RODIUS IN THE LEFT SEAT, WITH A CERTIFIED FLIGHT INSTRUCTOR, EUGENE ISAACS, IN THE RIGHT SEAT THE A/C WAS ON FINAL AND THE CFI NOTED AN EXCESSIVE SINK RATE AND CALLED FOR THE STUDENT TO ADD POWER. THE STUDENT ADDED POWER BUT ONLY ADDED POWER ON THE RIGHT ENGINE CAUSING THE A/C'S RIGHT WING TO RISE, THE LEFT WING TO DROP AND THE A/C TO IMMEDIATELY YAW LEFT. THE A/C WAS APPROX 15-20 FEET AGL AND DEPARTING THE RUNWAY ENVIRONMENT WHEN THE CFI TOOK CONTROL OF THE A/C,ADDED POWER ON THE LEFT ENGINE, STRAIGHTENED THE A/C WITH RIGHT RUDDER AND AILERON INPUT ANF FLEW BACK TO THE RUNWAY AND LANDED. AFTER ROLLOUT AND TURNOFF ON TAXIWAY "D", BOTH PILOTS NOTICED THAT THE LEFT WING APPEARED TO BE TWISTED. INSPECTION REVEALED SUBSTANTIAL DAMAGE TO THE LEFT TIP TANK AND WING FROM CONTACT WITH THE RUNWAY. RIGHT WING ALSO HAD DAMAGE OF WRINKLED SKIN FROM HARD LANDING. 20000123000619I (-23) ON JANUARY 23, 2000, VANGUARD AIRLINES, FLIGHT 327, A BOEING 737, WAS ENROUTE FROM ATL TO MCI. ON DECENT TO MCI THE AIRCRAFT LOST "SYSTEM S" HYDRAULIC PRESSURE AND INDICATION. AN EMERGENCY WAS DECLARED AND THE PILOT LANDED AT MCI WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE FOUND A FAILED HYDRAULIC SWIVEL AT THE #3 SLAT ACTUATOR. THE SWIVEL WAS REMOVED/REPOACED AND AN OPERATION CHECK WAS PERFORMED IN ACCORDANCE WITH MM27-81-0. IN ADDITION THE "A" SYSTEM HYDRAULIC PUMP WAS REPLACED AND OPERATIONAL CHECKED IN ACDORDANCE WITH MM 29-11-41. THE AIRCRAFT WAS RETURNED TO SERVICE. WITH THIS REPORT, INCIDENT NUMBER CE052000IAC107 IS CONSIDERED CLOSED. 20000123001169I (-23) ON SUNDAY, JANUARY 23, 2000, AT 0713 LOCAL, AN AIR TRAN AIRWAYS DC-9 RETURNED AND LANDED AT BUF ON RUNWAY 23 DUE TO AN UNSAFE GEAR INDICATION. THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE GATE WITHOUT FURTHER INCIDENT. CONTRACT MAINTENANCE, PRIOR AVIATION, INSPECTED THE AIRCRAFT AND PREPARED IT FOR A FERRY FLIGHT TO MCO. MAINTENANCE THERE FOUND THE NOSE GEAR STRUT TO BE IMPROPERLY SERVICED. THEY PROPERLY SERVICED THE STRUT AND INSPECTED ALL ACTUATORS AND UP-LOCKS WITH NO DEFECTS FOUND. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000123006639A (-23) LARRY ROWE REFUELED N251BD AFTER THE AIRCRAFT HAD LANDED. HIS STATEMENT ABOUT ICE CONTAMINATION ON THE WINGS AND THE PILOTS COMMENTS ABOUT THE WING SURFACES ARE STRONG FACTS THAT THE AIRCRAFT WING SURFACES WERE FOULED WITH ICE AND NOT CLEANED BEFORE TAKE OFF. JAMES M. BLICK, THE AIRPORT TRAFFIC CONTROL TOWER OPERATOR, ALSO SAID N251BD USED UP MOST OF RUNWAY 29 FOR TAKEOFF. THE EXCESSIVE LENGTH OF RUNWAY NEEDED FOR LIFT OFF WOULD BE CONSISTENT WITH WING SURFACES COVERED WITH ICE. 20000123041369A (.19) ON JANUARY 23, 2000, AT 0800 CENTRAL STANDARD TIME, A PIPER PA-22, N3814P, COLLIDED WITH A SNOW BANK AND NOSED OVER AT THE PLYMOUTH AIRPORT, PLYMOUTH, INDIANA. THE PRIVATE PILOT WAS BACK TAXIING THE AIRPLANE ON THE RUNWAY IN PREPARATION FOR TAKEOFF WHEN THE ACCIDENT OCCURRED. THE PILOT WAS NOT INJURED AND THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 PERSONAL FLIGHT WAS OPERAING IN VISUAL METEOROLOGICAL CONDITIONS WITHOUT A FLIGHT PLAN. (-23) TO BE CONDUCTED VIA ABN-FSDO SPM. 20000124000089I (-23) ON JANUARY 24, 2000, AT 2220E, A B-727-232, S/N 21273, REGISTERED AS N420DA, OPERATED BY "DALA" AS FLIGHT #495 WAS ENROUTE FROM "BUF" TO "ALT" WHEN THE R1 COCKPIT WINDOW INNERPANE CRACKED. THE AIRCRAFT DIVERTED TO 'PIT' AND LANDED ON RUNWAY 32 AND TAXIED TO THE GATE WITHOUT FURTHER INCIDENT.THE WINDOW WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. CONDUCTED A DESK AUDIT AND CLOSED. 20000124000959I (-23) UPON LANDING MECHANIC ^PRIVACY DATA OMITTED^ WAS PERFORMING A SECURITY CHECK OF THE AIRCRAFT WHEN HE NOTICED A SMALL BAG IN THE FORWARD PART OF THE RIGHT WHEEL WELL. UPON FURTHER INVESTIGATION MR. PACHECO DETERMINED THAT IT LOOKED SUSPICIOUS AND NOTIFIED HIS MAINTENANCE SUPERVISOR WHO IN TURN NOTIFIED US CUSTOMS. AT THIS POINT A CUSTOMS INSPECTOR CLIMBED UP INTO THE WHEEL WELL AND DISCOVERED A HUMAN BODY. THE BOBY WAS RETURNED BY PAPD^PRIVACY DATA OMITTED^ 20000124001529I (-23) 45 MINUTES INTO A NIGHT FLIGHT RETURNING TO BIG LAKE TX FROM LUBBOCK TX, THE ENGINE BEGAN TO RUN RUFF. THE PILOT ADJUSTED THE MISTURE AND THROTTLE, SWITCHED FUEL TANKS AND TRIED THE BOOST PUMP BUT NOTHING HELPED. HE SET HIS TRANSPONDER ON 7700 AND TRANSMITTED ON 121.5 THAT HE WAS MAKING AN EMERGENCY LANDING 20 MILES SOUTH OF LAMESA TX ON HIGHWAY 87. HE CHECKED THE MAGNETOS BUT THE ENGINE WOULD NOT PRODUCE ENOUGH POWER TO CONTINUE FLIGHT, SO HE LANDED ON THE SOUTH BOUND LANE OF HIGHWAY 87 AND SHUT DOWN THE ENGINE. THERE WAS NO ADDITIONAL DAMAGE DONE TO THE AIRPLANE, INSPECTION OF THE ENGINE SHOWED THAT THE #4 CYLINDER (LEFT REAR) HAD INTERNAL DAMAGE ^PRIVACY DATA OMITTED^ 20000124001569I (-23) ON JANUARY 24, 2000 AT 1130AM, CST, A CESSNA R-172K, N736YN, REGISTERED TO AND OPERATED BY A PRIVATE OWNER UNDER TITLE 14 CFR PART 91, DECLARED AN EMERGENCY AND MADE A FORCED LANDING IN A GRASS FIELD 2 MILES SOUTHEAST OF MINERAL SPRINGS, ARKANSAS. THE PILOT REPORTED TO JONESBORO AFSS THAT HE HAD ENGINE FAILURE DURING CRUISE AND WAS ENROUTE TO PINE BLUFF AIRPORT (PBF). THE PRIVATE PILOT LANDED IN A GRASS FIELD NEAR THE TXK 020 RADIAL AT 23 MILES. THE AIRCRAFT SUSTAINED MINOR DAMAGE WITH ONE PASSENGER ON BOARD. NO INJURIES WERE REPORTED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DISMANTLED ON SITE AND MOVED TO HOPE AIRPORT (M18) FOR REPAIRS. DURING INSPECTION OF AIRCRAFT, IT WS DETERMINED THE ENGINE HAD EXCESSIVE AMOUNT OF METAL CONTAMINATIONS. THE OWNER SOLD AIRCRAFT TO ANOTHER PARTY, THEY IN TURN, WILL PROVIDE THIS OFFICE WITH A DETAIL TEAR DOWN REPORT OF POWERPLANT DURING OVERHAUL AND SEND IN A M OR D REPORT WHEN COMPLETED. 20000124003139I AIRCRAFT DIVERTED TO SACRAMENTO, CA DUE TO LOSS OF ENGINE OIL ON THE RIGHT ENGINE. THE RIGHT ENGINE STARTER HAD FAILED CAUSING THE LOSS OF OIL THRU THE GEARBOX. THE FAILURE OF THE STARTER LIBERATED A PIECE THROUGH THE ENGINE COWLING FAN DUCT. THE STARTER WAS REPLACED IN SACRAMENTO AND THE AIRCRAFT WAS FERREID KTO SEATTLE, WA TO REPAIR THE COWLING. 20000124003419I A NOTHWEST AIRLINES (NWA) B-747-400 WAS REPOSITIONING INTO GATE F-14. NWA PROCEDURES ARE TO TAXI AIRCRAFT UNDER ITS OWN POWER TO SPOT 7 THEN TOW WITH TRACTOR INTO GATE. IN THE PROCESS OF TOWING THE LEFT WING OF THE B-747-400 STRUCK THE RUDDER CAP OF A MESABA SAAB 340. THE SF-340 HAD ENGINES RUNNING AND WAS READY FOR DEPARTURE. THIS AIRCRAFT CONTAINED 16 PASSAGERS AND 3 CREW MEMEBERS, NO INJURIES RESULTED TO PERSONNEL AND ONLY MINOR DAMAGE TO BOTH AIRCRAFT. THERE WERE 3 WING WALKERS, 1 TRACOTR DRIVER, AND 1 PERSON IN COCKPIT RIDING BRAKES INVOLVED IN AIRCRAFT MOVEMENT OPERATION. THE WEATHER INCLUDED A SNOW/SLUSH COVERED RAMP, MAKING THE USE OF PAVEMENT MARKINGS DIFFICULT. 20000124014299I (-23) ON JANUARY 24, 2000 AT 1100 CST, A MOONEY 231 REGISTERED TO KENMARE STATE BANK LANDED WITH THE LANDING GEAR RETRACTED WHILE LANDING AT THE NEWTOWN, ND AIRPORT. VISUAL METEORLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGTH PLAN WAS FILED. THE AICRAFT RECEIVED DAMAGE TO THE PROPELLER, NOSE LANDING GEAR DOORS, FUSELAGE SKINS, AND CABIN STEP. NO INJURIES WERE RECEIVED BY THE PILOT WHICH WAS THE SOLE OCCUPANT. THE FLIGHT ORIGINATED AT THE MINOT, ND AIRPORT. 20000124023279I (-23)DURING ENGINE RUN-UP BY MAINTENANCE PERSONNEL, AIRCRAFT JUMPED THE CHOCKS AND HEADED FORWARD. THE RIGHT WING STRUCK A PICKUP SERVICE TRUCK USED BY THE AIRLINE. THERE WERE TWO INDIVIDUALS IN THE TRUCK AT THE TIME OF THE COLLISION. THE TRUCK CAB WAS DESTROYED. NO INJURIES REPORTED. 20000125000039I (-23) INM0720000016 ON 01-25-2000, AT APPROXIMATELY 2120 MST, N159WA, A FAIRCHILD SA226TC, PILOTED BY MR. MICHAEL JACKSON CERTIFICATE 564027934, OPERATED BY WESTERN AIR EXPRESS (QTVA), LANDED ON RUNWAY 34. THE AIRCRAFT TURNED ON TAXI WAY Q EASTBOUND. SHORTLY AFTER ENTERING TAXI WAY Q THE PILOT STATED HE WAS CONFUSED AND COULDN'T SEE THE TAXI WAY CLEARLY. THE SIC, DAMON IRONS, CALLED OUT THE RIGHT GEAR WAS IN THE DIRT, A SLIGHT SOUND WAS HEARD AND THE PIC, MICHAEL JACKSON, STEERED THE AIRCRAFT BACK ON TAXI WAY Q. THE AIRCRAFT TAXIED TO HUDSON GENERAL WHERE DAMAGE TO THE PROPELLER WAS DISCOVERED. THE PIC CONTACTED WESTERN AIR EXPRESS CHIEF PILOT T.C. GILKISON WHOM HE THOUGHT WOULD HANDLE THE INCIDENT. NEITHER THE FAA NOR THE SALT LAKE CITY INTERNATIONAL AIRPORT WAS NOTIFIED. AN INVESTIGATION THE FOLLOWING DAY REVEALED THAT A RUNWAY LIGHT AND PLASTIC DELINEATOR (SNOW REMOVAL MARKER) HAD BEEN DESTROYED. THE OBSERVATIONS FROM THE SLC ASOS SHOWED THE VISIBILITY AT 1/2 MILE, FOG, PATCHED OF FOG, AND MIST. THE PIC STATED THE RUNWAY WAS DRY. 20000125000969I (-23) ^PRIVACY DATA OMITTED^ N220CS ARRIVED AT SAVOONGA, AK (SVA) ON AN IFR FLIGHT POAN AND WAS GOING A VISUAL APPROACH TO RWY 23, CIRCLE TO RWY 05. THE PILOT DECIDED HE WAS NOT IN A POSITION TO MAKE A SAFE LANDING AND DID A GO-AROUND, RETRACTING THE LANDING GEAR ON THE NEXT ATTEMPT THE GEAR WAS NOT LOWERED AND THE AIRPLANE LANDED GEAR-UP. PILOT STATED THAT HE WAS HAVING HEAD-SET PROBLEMS DURING THIS SEQUEN E AND WAS DISTRACTED. HE DID NOT HEAR OR WAS NOT AWARE OF A GEAR UNSAFE HORN UNTIL ON THE GROUND. 20000125006909A (-23) THE PIC,^PRIVACY DATA OM^AND THE PASSENGER^PRIVACY DATA O^WERE GOING FOR A PLEASURE RIDE. THE AITCRAFT HAD SNOW AND ICE ON IT'S WINGS AND THE PIC REMOVED MOST OF THE SNOW WITH HIS HANDS. HE DID NOT REMOVE THE ICE. HE DID NOT THINK THAT IT WAS ENOUGH ICE TO AFFECT HIS FLIGHT. HE DEPARTED AND WAS NOT ABLE TO CLIMB. HE STATED IT WAS LIKE HE WAS BEHIND THE POWER CURVE. THEY HIT A GROUP OF TREES AND THE AIRCRAFT PANCAKED IN. THE RIGHT WING WAS SEVERLY DAMAGED, PROP WAS DEMAGED, THE ENGINE WAS PUSHED UP AND BACK BUT NOT THROUGH THE FIREWALL, THE WINDSHIELD AND REAR WINDOWS WERE OUT, AND ALL THE LANDING GEARS WERE BROKEN OFF. NEITHER THE PILOT OR THE PASSENGER WERE INJURED. THE FUSELAGE AND THE LEFT WING HAD ONLY MINOR DAMAGE. THE PILOT INDICATED THAT THE ENGINE WAS PRODUCING GOOD POWER AT THE TIME OF THE ACCIDENT AND THE PROP INDICATED THAT IT WAS PRODUCING POWER. 20000125039559I (-23)PILOT ABORTED TAKEOFF DUE TO SMOKE IN THE CABIN AND COCKPIT. PASSENGERS DEPLANED BY BOARDING STAND ON TAXIWAY. NUMBER ONE ENGINE REPLACED DUE TO METAL ON CENTER CHIP DETECTOR AND PRODUCING SMOKE. 20000125042949A (-23) ON JANUARY 25, 2000, THE FAA WAS NOTIFIED BY THE AIRCRAFT OWNER OF DAMAGE TO THE PROPELLER, FIREWALL AND LOWER FUSELAGE SKINS OF THE AIRCRAFT. THE AIRCRAFT WAS LAST RENTED OUT TO A PILOT ON JANUARY 18, 2000 AT APPROXIMATELY 16:00 LOCAL TIME AND RETURNED AT APPROXIMATELY 17:00 LOCAL TIME TO THE MINOT, ND AIRPORT. THE AIRCRAFT OWNER DISCOVERED THE DAMAGE ON JANUARY 21, 2000 IN THE EARLY AFTERNOON WHILE PREHEATING THE AIRCRAFT FOR ANOTHER RENTER. ON FEBRUARY 16, THE PILOT REPORTED TO THIS OFFICE THAT HE HAD A PROP STRIKE WHILE RENTING THIS AIRCRAFT. 20000125043979A (-23) ON JANUARY 25, 2000, AT APPROXIMATELY 1055 LOCAL TIME (CST) AN AGRICULTURAL AIRCRAFT, AN AIR TRACTOR AT-401, N91968, REGISTERED TO AND OPERATED BY BULLDOG FLYING SERVICE INC. OF OAK RIDGE, LA, RECEIVED SUBSTANTIAL DAMAGE DURING A FORCED LANDING IN A PLOWED COTTON FIELD DUE TO ENGINE LOSS OF POWER SHORTLY AFTER TAKEOFF FROM THE JOHN H. HOOKS MEMORIAL AIRPORT AT RAYVILLE, LA. SOLE OCCUPANT OF THE AIRCRAFT, A COMMERCIAL PILOT RECEIVED NO INJURIES. AT THE TIME OF THE ACCIDENT THE FLIGHT WAS ORIGINATING. NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. 20000126000279A (.19) ON JANUARY 26, 2000, AT 1100 CENTRAL STANDARD TIME, A CESSNA 414 TWIN-ENGINE AIRPLANE, N7VS, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF AT THE DOWNTOWN AIRPARK NEAR OKLAHOMA CITY, OKLAHOMA. THE AIRCRAFT WAS REGISTERED TO MALIBU BOATS WEST, INC., OF MERCED, CALIFORNIA, AND OPERATED BY A PRIVATE INDIVIDUAL. THE COMMERCIAL PILOT, AND PILOT RATED PASSENGER SUSTAINED MINOR INJURIES. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED, AND AN IFR FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 POSITIONING FLIGHT. THE CROSS-COUNTRY FLIGHT TO EL PASO, TEXAS, WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE FAA INSPECTORS, WHO WENT TO THE ACCIDENT SITE, THE AIRPLANE HAD BEEN TOWED FROM A HANGAR TO THE TAXIWAY. THE AIRCRAFT'S ENGINES WERE STARTED AND AFTER COMPLETING THE RUN-UP CHECKLIST, THE PILOT WAS UNABLE TO CONTACT CLEARANCE DELIVERY FOR HIS IFR CLEARANCE. THE PILOT GOT OUT OF THE AIRCRAFT AND WENT INSIDE THE HANGAR TO GET THE TELEPHONE NUMBER FOR CLEARANCE DELIVERY. THE PILOT RETURNED TO THE AIRCRAFT AND CALLED CLEARANCE DELIVERY ON HIS CELLULAR PHONE. AFTER OBTAINING HIS CLEARANCE, THE PILOT TAXIED THE AIRPLANE TO RUNWAY 16 FOR TAKEOFF. IT WAS SNOWING AND ABOUT 20 MINUTES HAD ELAPSED SINCE THE AIRPLANE HAD BEEN TOWED FROM THE "68 DEGREE F" HANGAR. THE PILOT DID NOT DEICE THE AIRPLANE. DURING THE TAKEOFF, THE AIRPLANE BECAME AIRBORNE AFTER TRAVELING ABOUT 2400 FEET DOWN THE 3,240 FOOT RUNWAY. THE AIRPLANE WAS UNABLE TO LEAVE GROUND EFFECT AND IMPACTED AN EMBANKMENT AT THE END OF THE RUNWAY. IT CONTINUED THROUGH A FENCE AND CAME TO A STOP IN A BRICK STORAGE YARD ABOUT 800-1,000 FEET FROM THE DEPARTURE END OF THE RUNWAY. EXAMINATION OF THE AIRCRAFT BY FAA INSPECTORS REVEALED THAT THE LEFT WING WAS SEPARATED FROM THE FUSELAGE, AND THE FUSELAGE AND RIGHT WING WERE BENT. AT 1053, THE WEATHER OBSERVATION FACILITY AT THE WILL ROGERS WORLD AIRPORT (LOCATED 5 MILES SOUTHWEST OF THE ACCIDENT SITE) REPORTED IN PART, WIND 100 DEGREES AT 7 KNOTS, VISIBILITY 1/2 MILE WITH SNOW AND FREEZING FOG, TEMPERATURE 27 DEGREES F, DEW POINT 25 DEGREES F, AND ALTIMETER 30.07 INCHES OF MERCURY. (-23) PILOT RECEIVED A BRIEFING AND FILED AN INSTRUMENT FLIGHT PLAN FROM 2DT TO ELP. THE AIRCRAFT WAS TOWED FROM A HANGER (68 DEGREES) TO THE TAXIWAY WHERE THE PILOT PERFORMED HIS RUNUP. WHEN READY FOR DEPARTURE HE WAS UNABLE TO CONTACT CLEARANCE DELIVERY BY RADIO. ONE PILOT LEFT THE AIRCRAFT AND WENT TO THE TERMINAL TO GET THE TELEPHONE NUMBER FOR CLEARANCE DELIVERY. HE RETURNED TO THE AIRCRAFT HIS CLEARANCE BY CELLULAR TELEPHONE. HE THEN TAXIED TO AND DEPARTED RUNWAY 16. THERE WAS APPROXIMATELY 20-25 MINUTES BETWEEN BEING TOWED FRON THE HANGER TILL TAKEOFF ROLL. DURING THIS TIME, SNOW TURNING TO SLUSH AND ICE, WAS ACCUMULATING ON THE FLIGHT SURFACES OF THE AIRCRAFT. THE AIRCRAFT LIFTED OFF IN GROUND EFFECT APPROXIMATELY 2500 FEET DOWN THE 3240 FOOT RUNWAY. THE AIRCRAFT WAS UNABLE TO CLIMB AND STRUCK AN EMBANKMENT APPROXIMATELY 800 FEET FROM THE DEPARTURE END OF THE RUNWAY AND CAME TO A REST APPROXIMATELY 1000 FEET FROM THE END OF THE RUNWAY. (.4) ON JANUARAY 26, 2000, AT 1000 CST, A CESSNA 414 TWIN-ENGINE AIRPLANE, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF AT THE DOWN TOWN AIRPARK AIRPORT NEAR OKLAHOMA CITY, OKLAHOMA. THE AIRCRAFT WAS REGISTERED TO MALIBU BOATS WEST, INC., OF MERCED, CALIFORNIA, AND OPERATED BY A PRIVATE INDIVIDUAL. THE COMMERCIAL PILOT AND PILOT RATED PASSENGER SUSTAINED MINOR INJURIES. INSTRUM 20000126000629A (-23) AFTER TAKEOFF FROM THE PLATFORM OF AN AG TRUCK, THE PILOT ATTEMPTED TO FLY HIS HELICOPTER UNDER SOME TELEPHONE WIRES. THE TAIL ROTOR STRUCK AND SEVERED ONE OF THE TELEPHONE WIRES CAUSING THE HELICOPTER TO SPIN OUT OF CONTROL AND CRASH IN AN AGRICULTURE FIELD. THERE WAS SUBSTANTIAL DAMAGE TO THE MAIN ROTOR, TAIL ROTOR, LANDING GEAR (SKIDS), HOPPER TANK AND SPRAY RIG. A SIGHT SPILLAGE OF CHEMICAL OCCURRED AT THE SITE OF THE ACCIDENT. THE PILOT WAS NOT INJURED AND THERE WAS NO PROPERTY DAMAGE. WEATHER AND WIND WAS NOT A FACTOR IN THIS ACCIDENT. (.19) ON JANUARY 26, 2000, ABOUT 1330 HOURS PACIFIC STANDARD TIME, A HILLER UH-12E, N68024, OPERATED BY HURON AG HELICOPTERS, HURON, CALIFORNIA, COLLIDED WITH A WIRE WHILE MANEUVERING DURING AN AERIAL APPLICATION FLIGHT APPROXIMATELY 5 MILES SOUTH OF FIVE POINTS, CALIFORNIA. THE FLIGHT WAS BEING PERFORMED UNDER THE PROVISIONS OF 14 CFR PART 137. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED, AND THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM A VEHICLE PARKED NEAR THE ACCIDENT SITE FIELD ABOUT 1329. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION ( FAA) COORDINATOR, DURING AN INTERVIEW, THE PILOT INDICATED THAT WHILE PREPARING TO SPRAY CHEMICALS OVER THE FIELD HE INTENTIONALLY MANEUVERED BENEATH TELEPHONE WIRES AND THE TAIL ROTOR INADVERTENTLY CONTACTED THE WIRE. THEREAFTER, HE LOST CONTROL OF THE HELICOPTER AND PERFORMED A FORCED LANDING ON THE FIELD. THE FAA FURTHER REPORTED THAT THE WIRES' ELEVATION ABOVE GROUND LEVEL WAS PRELIMINARILY ESTIMATED BETWEEN 25 AND 30 FEET. EVIDENCE WAS OBSERVED OF ONE WIRE HAVING BEEN IMPACT DAMAGED. BOTH OF THE HELICOPTER'S TAIL ROTOR BLADES WERE OBSERVED SEVERED. (.4)ON JANUARY 26, 2000, ABOUT 1330 HOURS PACIFIC STANDARD TIME, A HILLER UH-12E, N68024, OPERATED BY HURON AG HELICOPTERS, HURON, CALIFORNIA, COLLIDED WITH A WIRE WHILE MANEUVERING DURING AN AERIAL APPLICATION FLIGHT APPROXIMATELY 5 MILES SOUTH OF FIVE POINTS, CALIFORNIA. THE FLIGHT WAS BEING PERFORMED UNDER THE PROVISIONS OF 14 CFR PART 137. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED, AND THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM HURON ABOUT 1300. ACCORDING TO THE PILOT, HE TOOK OFF FROM A LOADING TRUCK FOR THE SECOND TIME WITH THE INTENTION OF SPRAYING A NEARBY FIELD. HE FLEW OVER A ROAD AND MANEUVERED BENEATH A TELEPHONE LINE. THE HELICOPTER'S TAIL ROTOR CONTACTED THE LINE AND HE LOST CONTROL. THE HELICOPTER SPUN AROUND AND IMPACTED THE GROUND. THE FEDERAL AVIATION ADMINISTRATION COORDINATOR ESTIMATED THAT THE IMPACTED WIRE HAD BEEN SUSPENDED 25 TO 30 FEET ABOVE GROUND LEVEL. BOTH OF THE HELICOPTER'S TAIL ROTOR BLADES WERE SEVERED, AND OTHER STRUCTURAL DAMAGED RESULTED WHEN THE HELICOPTER IMPACTED THE GROUND. 20000126001809I (-23) DR. PERNIA REPORTEDLY DEPARTED WEST POINT, MS (M83) AT APPROXIMATELY 1830 ON JANUARY 26, 2000, FOR A DIRECT (VFR) FLIGHT TO TUSCALOOSA, AL (TCL). HE REPORTEDLY REQUESTED AND RECEIVED FLIGHT FOLLOWING FROM COLUMBUS, MS APPROACH UNTIL HE MADE CONTACT WITH TCL APPROXIMATELY TWENTY (20) NAUTICAL MILES WEST OF THE AIRPORT. DURING THIS TIME HE REPORTED HIS POSITION AND WAS CLEARED TO LAND ON RUNWAY 4. HE CANCELLED THE LANDING AFTER NOTICING THE GEAR DOWN LIGHT HAD NOT ILLUMINATED AFTER THE GEAR HANDLE WAS SELECTED FOR GEAR DOWN AND THE GEAR HAD AMPLE TIME TO CYCLE TO THE DOWN POSITION. DR. PERNIA RECEIVED VERBAL CONFIRMATIPON FROM THE TCL TOWER, AFTER SEVERAL FLY-BYES, THAT THE NOSE LANDING APPEARED TO BE DOWN, BUT THE MAINS WERE NOT. HE FINALLY ELECTED TO LAND, GEAR-UP, AFTER NUMEROUS UNSUCCESSFUL ATTEMPTS TO MANUALLY LOWER THE MAIN GEAR. AS OF 3-15-2000, THE GEAR WAS CYCLES @ FIFTY (50) TIMES WITH AT LEAST ONE FAILURE OF THE MAINS. WE ARE NOW EVALUATING FERRYING THE AIRCRAFT TO A CESSNA SERVICE CENTER FOR FURTHER TROUBLESHOOTING. 20000126003099I AIRCRAFT WAS MAKING AN APPROACH ON RUNWAY 27 AT ATHENS BEN EPPS AIRPORT. SHORTLY AFTER TOUCHDOWN THE LEFT MAIN LANDING GEAR COLLAPSED. AIRCRAFT VEERED OFF TO THE LEFT AND LANDED IN A GRASSY AREA. ^PRIVACY DATA OMITTED^ (SEE INSPECTOR'S STATEMENT FOR DETAILS). 20000126006229A (-23) PILOT STATED HE FLEW TO OAKLAND TO PERFORM TOUCH AND GO'S. ON FIRST LANDING HE BOUNCED THE AIRCRFT AND LET IT BOUNCE A FEW MORE TIMES HOPING IT WOULD SETTLE DOWN. PILOT WENT ON TO STATE THAT HE WAS HJUST ABOUT TO ADD POWER WHEN THE NOSE GEAR BROKE. AIRCARFT PROP STRUCK GROUND BENDING BACK BOTH TIPS AND SKIDDED ON LOWER COWLING. (.4)ON JANUARY 26, 2000, AT 1535 HOURS PACIFIC STANDARD TIME, A GRUMMAN AMERICAN AG5B, N228ER, PORPOISED ON LANDING AND SUBSEQUENTLY BROKE OFF THE NOSE WHEEL AT THE OAKLAND, CALIFORNIA, AIRPORT. THE PRIVATE PILOT, THE OWNER AND OPERATOR OF THE AIRCRAFT, WAS NOT INJURED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PURPOSE OF THE LOCAL AREA PERSONAL FLIGHT WAS TO PRACTICE TOUCH-AND-GO LANDINGS. THE AIRPLANE DEPARTED FROM HAYWARD, CALIFORNIA, APPROXIMATELY 1500, AND WAS DESTINED FOR OAKLAND WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FEDERAL AVIATION ADMINISTRATION NOTIFIED THE SAFETY BOARD OF THE ACCIDENT ON MARCH 27, 2000. THE PILOT STATED THAT ONCE HE TOUCHED DOWN ON RUNWAY 27L, THE AIRPLANE BEGAN BOUNCING. HE SAID THE BOUNCING GOT WORSE, AND FINALLY T HE NOSE PITCHED DOWN AND THE NOSE WHEEL HIT THE RUNWAY, WHICH BROKE OFF THE NOSE GEAR STRUT. 20000126036069A (.4)THE PILOT STATED THAT WHILE ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN TO LAND, HE WAS ADVISED THAT THE WIND WAS FROM 330 DEGREES WITH GUSTS TO 18 KNOTS. THE FLIGHT CONTINUED AND WHILE EITHER ON BASE OR FINAL APPROACH, HE HEARD THE FLIGHTCREW OF A FALCON AIRPLANE ANNOUNCE THAT THE FLIGHT WAS 10 MILES OUT, INBOUND. THE PILOT OF THE ACCIDENT AIRPLANE LANDED UNEVENTFULLY AND WHILE BACK TAXIING ON THE RUNWAY AT A REPORTED SPEED OF 4-5 MPH, THE AIRPLANE TURNED TO THE LEFT. HE APPLIED RIGHT AILERON BUT THE AIRPLANE TRAVELED OFF THE RUNWAY AND COLLIDED WITH HEDGES. EXAMINATION OF THE RUNWAY BY AN FAA INSPECTOR REVEALED CONTINUOUS SKID MARKS MEASURING 45 FEET IN LENGTH FROM BOTH MAIN LANDING GEAR TO THE POINT WHERE THE AIRPLANE EXITED THE RUNWAY. THE SKID MARKS BEGIN BEFORE A 10 FOOT BY 12 FOOT DISCOLORED PORTION OF THE RUNWAY. FOLLOWING TEMPORARY REPAIRS TO THE AIRPLANE, IT WAS FLOWN TO WHERE IT WAS BASED AND NO DISCREPANCIES PERTAINING TO THE BRAKES WERE NOTED BY THE PILOT; THE BRAKES WERE NOT WORKED ON FOLLOWING THE ACCIDENT. ADDITIONALLY, EXAMINATION OF THE FRACTURED NOSE STEERING COMPONENTS REVEALED NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. 20000126042089A (-23) ON JANUARY 26, 2000 A PIPER PA-32-301, N8004N, REGISTERED TO PENNINSULA AIRWAYS, 6100 BOEING AVE., ANCHORAGE, AK 99502 AND PILOTED BY DANIEL L. GREEN WAS INVOLVED IN AN AIRCRAFT ACCIDENT AT THE EKUK AIRPORT, AK. ACCORDING TO THE PILOT HE TOUCHED DOWN NORMALLY AND ON ROLLOUT STRUCK A SNOW AND ICE BERM WITH HIS RIGHT WING TIP. HE STATED THAT HE SAW IT BEFORE HITTING IT, BUT COULD NOT STOP BECAUSE OF THE SNOW AND ICE ON THE SURFACE. THERE WERE NO INJURIES TO THE PILOT, THE SOLE OCCUPANT HOWEVER THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE FLIGHT WAS A SCHEDULED FAR PART 135 FLIGHT. 20000127000459A (.19) ON JANUARY 27, 2000, AT 0800 CENTRAL STANDARD TIME, A ROBINSON R22 BETA HELICOPTER, N2330F, WAS SUBSTANTIALLY DAMAGED DURING LANDING FOLLOWING A LOSS OF MAIN ROTOR RPM NEAR SARITA, TEXAS. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPERATED BY MESQUITE HELICOPTER SERVICES, OF ALICE, TEXAS. THE COMMERCIAL PILOT AND THE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 HARVESTING FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM ALICE, TEXAS. THE FAA INSPECTOR, WHO WENT TO THE ACCIDENT SITE, REPORTED THAT THE HELICOPTER'S MISSION WAS TO HARVEST NILGAI ANTELOPE. AFTER THE PASSENGER SHOT TWO NILGAI ANTELOPE, THE PILOT MANEUVERED THE HELICOPTER AT LOW ALTITUDE TO LEAD THE ANIMAL RECOVERY VEHICLE TO WHERE THE ANTELOPES HAD FALLEN. AS THE PILOT SLOWED THE HELICOPTER OVER A ROAD, THE MAIN ROTOR LOW RPM WARNING SOUNDED. THE PILOT LEVELED THE HELICOPTER'S PITCH ATTITUDE AND REDUCED THE COLLECTIVE TO REGAIN THE MAIN ROTOR RPM. THE HELICOPTER BEGAN TO DESCEND AND THE PILOT INCREASED COLLECTIVE TO STOP THE DESCENT, AND THE LOW RPM WARNING AGAIN SOUNDED. THE PILOT AGAIN REDUCED THE COLLECTIVE TO REGAIN MAIN ROTOR RPM, AND THE HELICOPTER CONTINUED TO DESCEND. AT ABOUT 15 FEET AGL, THE PILOT ELECTED TO DO A RUN-ON LANDING, AND THE HELICOPTER TOUCHED DOWN "HARD WITH RIGHT LATERAL DRIFT." A MAIN ROTOR BLADE STRUCK THE TAILBOOM, SEPARATING IT AT MID-LENGTH, AND THE AIRCRAFT CAME TO REST ON ITS LEFT SIDE. (.4)ON JANUARY 27, 2000, AT 0845 CENTRAL STANDARD TIME, A ROBINSON R22 BETA HELICOPTER , N2330F, WAS SUBSTANTIALLY DAMAGED DURING A HARD LANDING FOLLOWING A LOSS OF MAIN ROTOR RPM NEAR SARITA, TEXAS. THE A/C WAS REGISTERED TO A PRIVATE INDIVIDUAL FOLLOWING A LOSS OF MAIN ROTOR RPM NEAR SARITA, TEXAS. THE A/C WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPERATED BY MESQUITE HELICOPTER SERVICES, INC. OF ALICE, TEXAS. TEH COMMERCIAL PILOT AND THE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATION PART 91 ANTELOPE HUNTING FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE KENNENDY RANDH AT 0820. THE HELICOPTERS MISSION WAS TO HARVEST NIGAL ANTELOPE. AFTER THE APSSENGER SHOT A SECOND NIGAL ANTELOPE, THE PILOT MANUEVERED THE HELICOPTER DOWNWIND AT 50 KNOTS AND 70 FEET AGL, TO LEAD THE ANIMAL RECOVERY VEHICLE TO WHERE THE FIRST ANTELOP HAD FALLEN. THE PILOT EXECUTED A RIGHT TURN TO COME TO A HOVER OVER THE ANTELOPE. AS HE STARTED A "QUICK-STOP, THE ENGINE BEGAN TO LUG DOWN". HE "ROLLED ON THE THROTTLE, OVERRIDING THE GOVERNOR, AND NOSED (HELICOPTER) OVER WHIL LOWERING THE COLLECTIVE." THE MAINROTOR LOW RPM WARNING SOUNDED ABOUT THE TIME HE APPLIED FORWARD CYCLIC. THE HELICOPTER WAS "GAINING AIRSPEED BUT THE RPM KEPT DECLINING." TEH PILOT "MILKED THE COLLECTIVE; HOWEVER, HE WAS UNABLE TO REGAIN ROTOR RPM. AT ABOUT 3-5 FEET AGL, TEH ROTOR RPM WAS AT 80 PERCENT. THE PILOT LEVELED TEH HELICOPTER AND ATTEMPTED A RUN-ON LANDING. "AS THE (HELICOPTER) HIT THE GROUND," A MAIN ROTOR BLADE STRUCK THE TAIL BOOM, SEPARATING IT AT MID-LENGTH. THE A/C TURNED 90 DEGREES TO THE LEFT AND ROLLED OVER ONTO ITS LEFT SIDE. (-23)PILOT ATTEMPTED TO HOVER OGE WITH INSUFFICIENT POWER AVAILABLE FOR THE EXISTING CONDITIONS. AIRCRAFT SETTLED AND UPON LANDING MAIN ROTOR TO TAIL-BOOM CONTACT RESULTED. AIRCRAFT CAME TO REST ON ITS LEFT SIDE. 20000127000719I (-23) ON JANUARY 27, 2000 AT APPROXIMATELY 0805 UTL, GAIL FORCE FLT #404 WAS TAXIING ONTO THE RAMP FOR PARKING WHEN THE AIRCRAFT ENCOUNTERED A PATCH OF ICE. THE AIRCRAFT SLID INTO A FENCE POST CONTACTING THE RIGHT WING TIP. THERE WERE INJURIES TO THE ATP RATED PILOT AS A RESULT. WEATHER CONDITIONS AT THE TIME WERE VFR. 20000127001119I (-23) ON 01/27/00 AT 0751 MST, N2645C, A CESSNA R182, LANDED ON RUNWAY 02 AT SANTA FE AIRPORT, SANTA FE, NM, WITH THE LANDING GEAR IN THE RETRACTED POSITION, CAUSING MINOR DAMAGE TO THE AIRCRAFT. THE OWNER/PRIVATE PILOT AND SOLE OCCUPANT WAS UNINJURED. THE FLIGHT ORIGINATED AT FARMINGTON, NM AT 0630 ON 01/27/00 AND THE PLEASURE FLIGHT WAS OPERATED UNDER CFR 14 PART 91 VISUAL METEOROLOGICAL CONDITIONS PREVAILED, NO FLIGHT PLAN WAS FILED. 20000127002439I (-5) ON JANUARY 27TH AT 10:27PM AIRCRAFT N1959F A CE-172N OPERATED BY EAGLE AVIATION INC. AND PILOTED BY FRANCIS H. SMITH (CERT# 24865943)WAS CLEARED TO LAND RUNWAY 11 AT CAE BY ATC. ON APPROACH TO RUNWAY 11 THE PILOT NOTICED THE LANDING LIGHT DID NOT ILLUMINATE WHEN HE TURNED IT ON. AFTER LANDING HE SLOWED DOWN AND USED THE RUNWAY EDGE LIGHTS TO MAINTAIN POSITION ON RUNWAY. THEN WHILE EXITING 11 ONTO HIGH SPEED TAXIWAY C. THE A/C HIT A 24 INCH. HIGH ICE BANK LEFT BY THE SNOW PLOWS EARLIER IN THE WEEK. THE NOSE WHEEL STRUCK THE ICE BANK AND PITCHED FORWARD STRIKING THE PROP ON THE RUNWAY. WHEN THE A/C CAME TO REST THE PILOT SHUT EVERYTHING DOWN AND RADIOED THE TOWER. TWO AND A HALF HOURS LATER ANOTHER A/C STRUCK THIS SAME ICE BERM AND SUSTAINED SUBSTANTIAL DAMAGE. THEN AIRPORT OPERATIONS CLOSED TAXIWAY C AFTER THIS ACCIDENT BECAUSE IT WAS THE SECOND A/C TO HIT THE SAME ICE BANK IN THE LAST 2.5 HOURS. PRELIMINARY RUNWAY INSPECTION BY THIS INSPECTOR DISCOVERED THAT ANOTHER ICE BANK 18-24" HIGH BLOCKED HIGH SPEED TAXIWAY E. THIS INSPECTOR ADVISED AIRPORT OPERATIONS THEY MIGHT WANT TO CLOSE THIS TAXIWAY ALSO. AIRPORT OPERATIONS THEN CLOSED RUNWAY 11/29 AND REMOVED ALL ICE AND SNOW ACCUMULATIONS. AT THE TIME OF THIS INCIDENT THE NOTAMS ON FILE WITH AND FSS INDICATED 18 INCH HIGH SNOW BERMS ON RUNWAY EDGES. WAYNE F. ROBINSON AVIATION SAFETY INSPECTOR 20000127003699I THERE ARE TWO PARALLEL, YELLOW GUIDANCE LINES APPROXIMATELY 6 TO 8 FEET APART LEADING UP TP GATE C-4. THE MARSHALLER WAS STANDING BETWEEN THE TWO LINES. THE AIRCRAFT WAS LINED UP ON THE RIGHT LINE AND WAS GIVEN THE STRAIGHT AHEAD SIGNAL. AS THE AIRCRAFT WAS SLOWING DOWN TO STOP, THE MARSHALLER SIGNALED THE AIRCRAFT TO MAKE A HARD RIGHT TURN TO BRING THE AIRCRAFT BACK AROUND AND PUT IT ON A DIFFERENT )NIGHT) LINE. AS THE AIRCRAFT TURNED RIGHT THE LEFT WING STRUCK THE JETWAY. CONCLUSION:THE CAPTAIN WAS FOLLOWING THE MARSHALLER'S INSTRUCTIONS AND THE MARSHALLER SIGNALED THE AIRCRAFT TO MAKE A RIGHT TURN WITHOUT INSURING THE AIRCRAFT WAS CLEAR OF ANY OBSTRUCTIONS. ACCORDING TO HIS STATEMENT, THE MARSHALLER WAS DISTRACTED BY ANOTHER AIRCRAFT BEHIND HIM AND DID NOT SEE THE WING WALKER SIGNAL HIM TO STOP THE AIRCRAFT. A REVIEW OF THE MARSHALLING PROCEDURES CURRENTLY IN PLACE INDICATES THE FLIGHT CREW FOLLOWED COMPANY PROCEDURES. THE MARSHALLER FOLLOWED COMPANY PROCEDURES UP UNTIL THE TIME HE SIGNALED THE AIRCRAFT TO MAKE A RIGHT TURN. COMPANY PROCEDURES REQUIRE THE MARSHALLER TO INSURE THE AIRCRAFT IS CLEAR OF OBSTACLES. THE MARSHALLER MISJUDGED THE WING TIP CLEARANCE AND THE LEFT WING STRUCK THE JETWAY. COMPANY RECORDS INDICATE THAT THIS IS THE THIRD STATION WHERE HE HAS WORKED AND NO INCIDENT SUCH AS THIS HAS HAPPENED TO HIM BEFORE. THE COMPANY SUSPENDED HIM FOR THREE DAYS WITHOUT PAY AND THE DSM STATION MANAGER HAS RETRAINED HIM IN MARSHALLING PROCEDURES. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. 20000127004569A (-23) AIRCRAFT PERFORMING "TOUCH AND GOES". ENGINE LOST POWER AND AIRCRAFT LANDED APPROXIMATELY 150 FEET FROM END OF RUNWAY. AN INVESTIGATION DETERMINED THE MOST PROBABLE CAUSE OF LOSS OF ENGINE POWER IS AN INTERMITTENT STUCK EXHAUST VALVE. (SEE INSPECTOR'S STATEMENT FOR DETAILS) 20000127008319A (-23) AFTER ARRIVING AT MAP DURING VOR-30 APPROACH TO FCA, PILOT FAILED TO EXECUTE MISSED APPROACH, MANUEVERING A/C INIMC IN AN ATTEMPT TO LOCATE AIRPORT VISUALLY. A/C IMPACTED HIGH TERRAIN APPROX. 8 MILES NNE OF SIRPORT. 20000127017229I (-5) WHILE PRACTICING TOUCH AND GO'S, AS PILOT WAS REACHING FOR THE THROTTLE TO EXECUTE TAKE-OFF, THE LANDING GEAR HANDLE WAS INADVERTENTLY MOVED TO THE UP POSITION. NOSE GEAR IMMEDIATELY COLLAPSED FOLLOWED BY THE LEFT MAIN. AIRCRAFT SKIDDED TO STOP. 20000127023179I (-23)ALL INDICATORS SHOWED THAT THE GEAR WAS DOWN AND LOCKED. INITIAL TOUCHDOWN WAS AT THE DISPLACED THRESHOLD OF RUNWAY 36 WITH A SLIGHT SKID AND SECOND TOUCHDOWN WAS ABOUT 30 FEET FURTHER DOWN THE RUNWAY. AS THE LANDING ROLL CONTINUED THE NOSE BECAME ITS NORMAL HEAVY AND WHEM IT COULD NO LONGER BE HELD OFF, DESCENDED TO THE RUNWAY. WHEN THE NOSE GEAR CAME IN CONTACT WITH THE GROUND A LOUD BANG WAS HEARD AND THE NOSE GEAR FOLDED FOLLOWED BY THE MAIN GEAR RESULTING IN THE BELLY SLIDING ON THE RUNWAY. 20000127043969A (-23) DURING ILS APPROACH TO RWY 31R AT DAL, A WARNING LIGHT FOR ICE ACCUMULATION ON THE HORIZONTAL STABILIZER ILLUMINATED. THE AIRCRAFT WAS LANDED AT 120K IN LIEU OF 108K AT APPROX. 1500 FT. BEYOND THE START OF THE 7500 FT RUNWAY. THE AIRCRAFT WAS NOT EQUIPPED WITH THRUST REVERSERS. MINIMUM BRAKING WAS NOT ANNOUNCED BY ATC OR ATIS PER THE CREW. AN INSPECTOR FROM THIS OFFICE OBSERVED SLUSH OVER FROZEN SURFACE OF RWY 31R, EXCEPT WHERE RWY 36/18 CROSSES. ANTI-SKID APPEARS TO HAVE FUNCTIONED ONLY NEAR THIS INTERSECTION. IT APPEARED THAT THE TRACKS DID NOT PENETRATE TO RWY SURFACE AT ANY OTHER LOCATION. 20000128000929I (-23) THE AIRCRAFT LANDED ON THE CENTERLINE OF RUNWAY 4R AT NEWARK. SHORTLY AFTER TOUCHDOWN, THE AIRCRAFT VEERED LEFT, DEPARTED THE RUNWAY AND WOUND UP PARALLEL TO THE RUNWAY APPROXIMATELY 150 FEET FROM THE RUNWAY. THE WINDS WERE FROM 310 DEGREES AT 15 GUSTING TO 23 KNOTS. THE CROSSWIND COMPONENT EQUALS THOSE NUMBERS. THE RUNWAY WAS DRY WITH A FRICTION OF OVER 90. 20000128002739I ON POLLOUT LEFT WHEEL DRIFTED INTO SNOW EDGE OF NARROWLY PLOWED RUNWAY. AS SPEED SLOWED DIRECTION WAS UNALBE TO CONTROL, AIRCRAFT TURNED FURTHER INTO DEEPER SNOW AND NOSE OVER ON ITS BACK. 20000128003869I PILOT LANDED ON RUNWAY 26R AT THE PHX AIRPORT. HE WAS INSTRUCTED TO EXIT LEFT ONTO TAXIWAY B8, WHICH WAS A REVERS HIGH SPEED EXIT, MEANING THAT IT WAS 45 FROM THE REAR OF THE AIRCRAFT. THIS TYPE OF ACTION, THERE IS NO TAIWAY TURN LINES LEADING OFF OF THE RUNWAY. AS THE PILOT TURNED BACK, ONTO THE TAXIWAY, HE SAW A WHITE RUNWAY EDGE LIGHT BURRIED INTO THE CENTER OF THETAXIWAY. MISTAKINGLY THINKING IT WAS A POST TYPE, HE TURNED SHARPER TO THE LEFT HITTING A A BLUE TAXIWAY EDGE LIGHT. 20000128009529A (-23) INSPECTOR STATEMENT:ON JANUARY 28TH AT 12:02 AM AIRCRAFT N42Y A PA32RT-300 OPERATED BY CORPORATE AIR FLEET INC. (CTX) AND PILOTED BY^PRIVACY DATA OMITTED^ WAS CLEARED TO LAND RUNWAY 11 AT CAE BY ATC. THE A/C LANDED RUNWAY 11. WHILE EXITING 11 ONTO HIGH SPEED TAXIWAY C, THE A/C HIT A 24 INCH HIGH ICE BANK LEFT BY THE SNOW PLOWS EARLIER IN THE WEEK. THE LEFT MAIN GEAR STRUCK THE ICE BANK AND SUSTAINED SUBSTANTIAL DAMAGE TO THE LEFT WING. THE NOSE WHEEL TRACKS REVEALED THE NOSE WHEEL WAS ONLY 3 FT LEFT OF THE YELLOW LEAD OFF LINE ONTO TAXIWAY C. THIS INDICATES THE A/C DID NOT STRAY OFF THE TAXIWAY. THE AIRPORT OPERATIONS CLOSED TAXIWAY C AFTER THIS ACCIDENT BECAUSE IT WAS THE SECOND A/C TO HIT THE SAME ICE BANK IN THE LAST 2.5 HOURS. PRELIMINARY RUNWAY INSPECTION BY THIS INSPECTOR DISCOVERED THAT ANOTHER ICE BANK 18-24' HIGH BLOCKED HIGH SPEED TAXIWAY E. THIS INSPECTOR ADVISED AIRPORT OPERATIONS THEY MIGHT WANT TO CLOSE THIS TAXIWAY ALSO. AIRPORT OPERATIONS THEN CLOSED RUNWAY 11/29 AND REMOVED ALL ICE AND SNOW ACCUMULATIONS. AT THE TIME OF THIS ACCIDENT THE NOTAMS ON FILE WITH AND FSS INDICATED 18 INCH HIGH SNOW BERMS ON RUNWAY EDGES. (.4)A NOTAM IN EFFECT AT THE TIME OF THE ACCIDENT INDICATED, '[RUNWAY] 11/29 18 IN SNBNK', AND 'ALL TWY [TAXIWAY] EDGE LGTS [LIGHTS] OBSCD [OBSCURED] BY SNBNKS [SNOWBANKS].' THE NOTAM DID NOT INDICATE THAT THE USABLE WIDTH OF THE RUNWAY WAS REDUCED. THE PILOT STATED THAT AFTER LANDING ON RUNWAY 11 WHILE EXITING THE RUNWAY AT HIGH SPEED TAXIWAY 'C', THE LEFT MAIN LANDING GEAR COLLIDED WITH AN APPROXIMATE 18-INCH-HIGH BERM OF ICE. HE TAXIED TO THE RAMP THEN NOTED DAMAGE TO THE AIRPLANE. EXAMINATION OF RUNWAY 11/29 BY AN FAA INSPECTOR REVEALED AN 18-INCH HIGH 3 FOOT-WIDE ICE BERM ON EITHER SIDE OF THE RUNWAY WITH THE INNER EDGE OF THE ICE BERM LOCATED APPROXIMATELY 6-8 FEET INWARD FROM EACH RUNWAY EDGE. THE ICE BERM HAD AN OPENING FOR TAXIWAY 'C'. THE NOSEWHEEL WAS DETERMINED TO BE APPROXIMATELY 3 FEET TO THE LEFT OF THE LEAD OFF LINE FROM THE RUNWAY ONTO THE TAXIWAY, AT THE TIME OF THE ACCIDENT. 20000128017959A (.4)ON DEPARTURE FOR THE NIGHT AIR TAXI CARGO FLIGHT, THE FLIGHT CREW EXPERIENCED A PROBLEM WITH THE CREW INTERCOM SYSTEM. THE CREW INITIATED THEIR DESCENT AT A 'LATER THAN NORMAL DISTANCE' FROM THE AIRPORT, AND AS A RESULT, A POWER REDUCTION BELOW 25 PERCENT TORQUE WAS REQUIRED, WHICH SET OFF THE GEAR WARNING HORN. THE SOUND 'EVENTUALLY BECAME PART OF THE BACKGROUND NOISE.' DURING THE APPROACH, THE CAPTAIN ASKED THE TOWER TO DIM THE RUNWAY LIGHTS. AT THAT TIME, THE RUNWAY AND APPROACH LIGHTS WENT OUT AND THE CREW LOST SIGHT OF THE RUNWAY. WHILE THE CAPTAIN WAS ASKING THE TOWER TO TURN THE LIGHTS BACK ON, THE FIRST OFFICER CALLED 'GEAR DOWN, SYNCS OFF, SPEEDS HIGH, BELOW THE LINE CHECK LIST.' THE CAPTAIN DID NOT HEAR THE FIRST OFFICER'S CALLOUT AND DID NOT LOWER THE LANDING GEAR. THE CAPTAIN STATED THAT HE DID NOT HEAR THE FIRST OFFICER'S CALLOUT 'EITHER BECAUSE OF THE CONVERSATION [HE] WAS HAVING WITH THE TOWER OR BECAUSE OF THE INTERCOM SYSTEM DIFFICULTIES.' AS THE APPROACH CONTINUED, THE FIRST OFFICER HAD A PROBLEM SLOWING THE AIRPLANE TO PROPER APPROACH SPEED. THE AIRPLANE TOUCHED DOWN ON THE RUNWAY WITH THE LANDING GEAR RETRACTED, 'SLID' ABOUT 2,500 FEET AND EXITED THE LEFT SIDE OF THE RUNWAY. 20000129002729I 2ND LANDING NOSE GEAR COLLAPSED. MEDICAL 12-15-98. ^PRIVACY DATA OMITTED^ 20000129002829I ON SATURDAY, JANUARY 29, 2000, UPOM TAKEOFF FROM THE ROCHESTER INTERNATIONAL AIRPORT (ROC), THE RIGHT HAND NOSE LANDING GEAR TIRE BLEW OUT OF N27314, A CONADAIR REGIOAL JET, OPERATED BY MESA AIRLINES, INC. THE AIRCRAFT RETURNED TO LAND ON RUNWAY 22 WITHOUT INCIDENT. THE ARFF RESPONDED AND TOWED THE AIRCRAFT TO THE RAMP. CAMPANY MAINTENANCE CREWS ARRIVED AND CHANGED BOTH NOSE LANDING GEAR TIRES AND FOUND DAMAGE TO THE INBOARD LEFT HAND PORTION OF THE WING FAIRING. DAMAGE WAS FOUND TO BE WITHIN LIMITS FOR 50 HOURS OF CONTINUED OPERATIONS PER APPLICABLE MAINTENANCE MANUAL, 58-82-053. THIS INCIDENT IS CONSIDERED CLOSED. 20000129005699A (-23) ON JANUARY 29, 2000, AT APPROXIMATELY 1347 MST, A BHT 212 HELICOPTER PILOTED BY DANIEL D. GAUTHIER, CERTIFICATE 2590780, WAS DEMOLISHED WHEN THE MAIN ROTOR MAST FRACTURED AND SEPARATED THE MAIN ROTORS FROM THE TRANSMISSION IN FLIGHT. THE PILOT RECEIVED SERIOUS INJURIES FROM THE 150 FOOT FALL. THE AIRCRAFT WAS OPERATED BY HELIQWEST INTERNATIONAL INC. (HQL5591), AND ENGAGED IN ENTERNAL LOAD LOGGING OPERATIONS AT THE TIME OF THE ACCIDENT. THE RETIREMENT INDEX NUMBER (RIN) WAS EXCEPTIONALLY CLOSE FOR MAST REPLACEMENT. THE MAST WAS TO BE REPLACED JANUARY 31, 2000, TWO DAYS FROM THE ACCIDENT DATE. 20000129007949A (-23) ON 1/29/00, MR. BURKE WAS PILOTING CESSNA 152, N94999, FROM EVERGALDE AIRPORT, FL TO KISSIMMEE (ISM)FL. THE A/C LANDED IN A FIELD AND ROLLED 66 FT PRIOR TO THE LANDING GEAR BREAKING AND THE A/C WING HITTING A WOODEN FENCE POST. THE A/C CAME TO REST INVERTED. THE APPROX. DISTANCE TOO SM WAS 2.8MILES AND 220 DEGREES RADIAL FROM KISSIMMEE AIRPORT. BOTH WING FUEL TANKS WERE CHECKED FOR FUEL. THE LEFT WING TANK WAS EMPTY AND THE RIGHT WING TANK HAD ONLY ABOUT ONE CUP FULL OF GAS. THERE WAS NO EVIDENCE OF FYEL SPILLAGE ON THE GROUND. FINAL ANALYSIS REVEALS THAT THE A/C ENGINE STOPPED DUE TO FUEL EXHAUSTION. THE A/C FRONT LANDING GEAR BROKE OFF DURING LANDING AND THE LEFT WING RUN INTO A WOODED FENCE POST. THE A/C OVERTURNED AND BOTH WINGS HAD WRINKLED SKIN AND THE TAIL OF A/C WAS DAMAGED. AN ENGINE RUN WAS CONDUCTED AFTER THE OWNER TRUCKED THE AIRPLANE BACK TO ISM AND THE ENGINE RAN NORMAL. 20000129009499A (-23) A/C ENGINE EXPERIENCED FUEL STARVATION, BOTH WING FUEL TANKS WERE FOUND EMPTY BY THE SHERIFF'S PILOT^PRIVACY DATA ^AT THE CRASH SITE. (.4)ON JANUARY 29, 2000, AT 1257 HOURS PACIFIC STANDARD TIME, A CESSNA 150F, N8281F, LOST ENGINE POWER DURING CRUISE AND MADE AN EMERGENCY LANDING IN A VINEYARD AT WINDSOR, CALIFORNIA. THE AIRPLANE, OPERATED BY THE OWNER UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM THE WILLOW-GLENN COUNTY AIRPORT, WILLOWS, CALIFORNIA, AT AN UNDETERMINED TIME, AND WAS SCHEDULED TO TERMINATE AT THE SONOMA COUNTY AIRPORT, SANTA ROSA, CALIFORNIA. ACCORDING TO THE RESPONDING DEPUTY FROM THE SONOMA COUNTY SHERIFF'S DEPARTMENT, THE PILOT HAD INFORMED HIM THAT HE HAD FLOWN FROM SANTA ROSA TO WILLOWS THE DAY BEFORE THE ACCIDENT. HE HAD BEEN RETURNING TO SANTA ROSA ON THE MORNING OF THE ACCIDENT. HE STATED THAT HE HAD RUN OUT OF FUEL. THE SHERIFF'S DEPUTY VISUALLY VERIFIED THAT NO FUEL WAS FOUND IN THE FUEL TANKS. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (F AA) INSPECTOR, THE PILOT DID NOT INDICATE THAT HE HAD REFUELED THE AIRPLANE. HE VISUALLY CHECKED THE FUEL TANKS, BUT DID NOT VERIFY HOW MUCH FUEL WAS ON BOARD. HE STATED THAT "THERE SEEMED TO BE FUEL, BUT THE TANKS WERE NOT FULL." THE FAA INSPECTOR REQUESTED THAT THE PILOT PERFORM A WEIGHT AND BALANCE FOR THE FLIGHT AND THE PILOT WAS UNABLE TO MAKE THE COMPUTATIONS. THE PILOT WAS ALSO UNABLE TO TELL THE FAA WHAT THE GROSS WEIGHT OF THE AIRPLANE WAS AT THE TIME OF DEPARTURE, AND THAT HE BELIEVED IT WOULD BE ALL RIGHT. THE FAA STATED THAT A WEIGHT AND BALANCE WAS COMPUTED AND THE AIRPLANE WAS FOUND TO BE OVER GROSS FOR THE DEPARTURE FLIGHT, WHICH "EXHAUSTED ALL [OF] THE FUEL." MANNY'S SONOMA AVIATION IS THE COMPANY THAT FUELS AIRPLANES AT THE SONOMA COUNTY AIRPORT. THEIR RECORDS INDICATED THAT FROM JANUARY 27 TO FEBRUARY 10, 2000, THE ACCIDENT AIRPLANE HAD NOT PURCHASED FUEL FROM THEM. WILLOW-GLENN COUNTY AIRPORT IS APPROXIMATELY 76 SM FROM THE DESTINATION AIRPORT. THERE WAS NO RECORD OF THE ACCIDENT AIRPLANE BEING REFUELED THERE THE DAY PRIOR, OR THE DAY OF, THE ACCIDENT. DURING THE RECOVERY, PERSONNEL RETRIEVED APPROXIMATELY 1 GALLON OF FUEL FROM THE AIRPLANE. AN ENGINE RUN AND IN SPECTION WAS CONDUCTED AT PLAIN PARTS IN SACRAMENTO, CALIFORNIA, ON FEBRUARY 10, 2000. PRIOR TO THE ENGINE RUN, THE CARBURETOR BOWL WAS DRAINED VIA THE CARBURETOR PLUG. THE LIQUID DRAINED FROM THE CARBURETOR BOWL WAS BLUE IN COLOR AND SMELLED LIKE 100LL AVIATION FUEL. THE SPARK PLUGS WERE INSPECTED, AND ACCORDING TO THE CHAMPION SPARK PLUGS CHECK-A-PLUG CHART AV-27, EXHIBITED DEPOSITS CONSISTENT WITH LEAD FOULED OPERATION. THE ENGINE RUN WAS CONDUCTED AT 1,800 RPM WITH NO DISCREPANCIES NOTED. A MAGNETO CHECK WAS CONDUCTED AND FOUND TO BE WITHIN MANUFACTURER'S LIMITATIONS. A CARBURETOR HEAT OPERATIONAL CHECK COULD NOT BE CONDUCTED BECAUSE THE ACTUATING CABLE WAS BROKEN INTERNALLY. NO FURTHER DISCREPANCIES WERE NOTED. ACCORDING TO THE EQUIPMENT LIST FOR THE AIRPLANE, A CHILD'S SEAT WAS INSTALLED AT THE FACTORY. 20000129010979A (-23) THE PILOT REPORTED THAT AFTER TAKEOFF, AT APPROX. 150 FEET, THE ENGINE QUIT. THE A/C LANDED APPROX. 100 FT FROM THE END OF THE RUNWAY. THE A/C CAME TO REST ON THE NOSE COWL WITH THE TAIL IN THE AIR. UPON INVESTIGAION OF THE A/C, FOUND THE WING TANK DRAINS FROZEN AND THE FROZEN WATER AROUND THE LEFT WING FUEL CAP. FUEL WAS DRAINED FROM THE FIRE WALL STRAINER. THE CARB HEAT WAS OUT AND INOPERABLE DUE TO THE IMPACT. THE PILOT REPORTED THAT WHILE PERFORMING HIS PREFLIGHT, HE FOUND THAT THE WING FUEL TANK SUMPS WERE FROZEN CLOSED. HE STATED THAT NO FUEL OR WATER WAS DRAINED FROM THE WING TANKS. HOWEVER, FUEL WAS DRAINED FROM THE FIREWALL STRAINER. THE PILOT REPORTED THE FOLLING DAY THAT HE WAS ABLE TO DRAIN ONLY 10 GALLONS FROM THE STRAINER BEFORE IT QUIT. HE ALSO STATED THAT HE FOUND SOME WATER IN THE BOTTOM OF THE FUEL BOWL OF THE CARBURETOR. 20000129014199I (-23) ON JANUARY 29, 2000 AMERIJET FLIGHT 632 DECLARED AN EMERGENCY SHORTLY AFTER TAKE OFF. THE AIRCRAFT RETURNED TO IND AND LANDED WITHOUT INCIDENT. A BROKEN HYDRAULIC LINE WAS ALSO FOUND INTHE SAME AREA. THE AIRLINE HAS SUBMITTED A MECHANICAL RELIABILITY REPORT. THIS INCIDENT IS CLOSED. 20000129019959I (-23) MECHANICAL DIFFICULTIES SECTION INDICATED THE FOLLOWING: ON DESCENT #3 BUS TIE BREAKER TRIPS - UNDEREXCITED LIGHT ILLUMINATED - #2 GEN FREQ & VOLTS NORMAL, ADDITIONALLY LOST ALL CAPTAIN FLIGHT INSTRUMENTS WITH ESSENTIAL POWER SELECTED ON #3 GENERATOR. FO LOST ALL FLIGHT INSTRUMENTS EVEN THOUGH #2 AC BUS POWERED AND LOST UPPER YAW DAMPER. MANUALLY PARALLELED AC BUS #2 WITH BUS TIE - THEN TR #2 CB TRIPPED AND FUEL TANK #2 AFT BOOST PUMP CB TRIPPED AND FUEL TANK #3 FWD BOOST PUMP CB TRIPS. ALL KHA ABNORMAL CHECKLIST COMPLETED!! CORRECTED ACTION INDICATED THE FOLLOWING: COULD NOT DUPLICATE, OPS CHECK NORMAL I/A/W 727 MM CH 24-20-0. 20000130000059I (-23) THE PILOT REPORTED: ON 01/03/2000, AT APPROX, 0345Z, I DEPARTED RNO AIRPORT. TAKEOFF AND INITIAL CLIMBOUT WERE NORMAL. WHILE CLIMBING THROUGH APPROX, 11000 FEET, I HEARD A LOUD BANG FOLLOWED BY A STRONG VIBRATION AND THE LEFT ENGINE FLAMED OUT AND SHUTDOWN ON IT'S OWN. MY FIRST OFFICER INFORMED APPROACH CONTROL OF OUR ENGINE FAILURE AND WE WERE GIVEN VECTORS FOR VISUAL APPROACH TO RUNWAY 16R. MY FIRST OFFICER AND I WENT THROUGH THE APPROPRIATE CHECKLISTS AND OUR APPROACH AND LANDING WERE NORMAL. WE TAXIED TO PARKING AND INFORMED OUR OFFICE. A MECHANIC FROM BIZJET IN TULSA, OK WAS SENT OUT TO INSPECT AND REMOVE THE ENGINE. HE TOLD ME THAT SOMETHING HAD LET GO IN THE CENTER OF THE ENGINE. 20000130000549A (.19) ON JANUARY 30, 2000, AT 1558 HOURS PACIFIC STANDARD TIME, A CESSNA 152, N25573, NOSED OVER DURING A FORCED LANDING IN A FIELD NEAR TAFT, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY A TOTAL LOSS OF ENGINE POWER WHILE IN CRUISE FLIGHT. THE AIRCRAFT WAS OPERATED BY GROUP 3 AVIATION OF VAN NUYS, CALIFORNIA, AND RENTED BY THE PILOT FOR A PERSONAL CROSS-COUNTRY FLIGHT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, NEITHER THE PRIVATE PILOT NOR HIS ONE PASSENGER WAS INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE ACCIDENT SITE AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT THE BULLHEAD CITY, ARIZONA, AIRPORT ON THE DAY OF THE ACCIDENT AT 1330 MOUNTAIN STANDARD TIME AS A NON-STOP CROSS-COUNTRY TO VAN NUYS, CALIFORNIA. ACCORDING TO THE KERN COUNTY SHERIFF'S DEPARTMENT REPORT, THE PILOT TOLD RESPONDING DEPUTIES THAT HE OVERSHOT THE VAN NUYS AIRPORT AND WHEN HE REALIZED WHERE HE WAS HE DID NOT HAVE ENOUGH FUEL TO MAKE IT BACK TO THAT AIRPORT. HE WAS IN THE PROCESS OF FINDING A PLACE TO LAND WHEN HE RAN OUT OF FUEL. INITIALLY HE WAS TRYING TO LAND ON A ROAD BUT HAD INSUFFICIENT ALTITUDE AND AIRSPEED, SO HE LANDED IN A FIELD. THE AIRCRAFT THEN NOSED OVER AFTER ENCOUNTERING SOFT SOIL DURING THE LANDING ROLL. THE PILOT WAS INTERVIEWED BY TELEPHONE ON FEBRUARY 2, 2000. HE STATED THAT HE DID NOT OBTAIN A PREFLIGHT WEATHER BRIEFING OR IN-FLIGHT WEATHER ADVISORIES. THE PILOT SAID ANOTHER PILOT IN THE TERMINAL OBTAINED A WEATHER BRIEFING AND TOLD HIM THE WEATHER WAS GOOD FOR NOW BUT THAT CONDITIONS WOULD GET WORSE AROUND LOS ANGELES LATER IN THE DAY. FOLLOWING DEPARTURE FROM BULLHEAD CITY, THE FLIGHT WAS UNEVENTFUL UNTIL HE REACHED THE HIGH DESERT AREA AROUND PALMDALE, WHICH IS NORTH OF THE GREATER LOS ANGELES BASIN. THE PILOT SAID THAT WHEN HE REACHED PALMDALE HE COULD SEE THAT THE COASTAL MOUNTAINS THAT SEPARATE THE HIGH DESERT FROM LOS ANGELES WERE OBSCURED BY CLOUDS. HE THEN DECIDED TO PROCEED TO THE LAKE HUGHES VOR TO SEE IF A PATH WAS OPEN TO VAN NUYS. UPON REACHING THE VOR, THE PILOT COULD NOT FIND A CLEAR ROUTE AND ELECTED TO RETURN TO THE PALMDALE AREA AND LAND AT THE LANCASTER AIRPORT. HE STATED THAT AFTER DIALING IN THE VOR RADIAL TO TAKE HIM TO LANCASTER HE BECAME CONFUSED OVER THE "TO/FROM" INDICATOR AND ENDED UP FLYING IN THE WRONG DIRECTION. WHEN HE REALIZED WHERE HE WAS HE BELIEVED HE DID NOT H AVE ENOUGH FUEL TO FLY BACK OVER THE MOUNTAINS AND WAS LOOKING FOR THE TAFT AIRPORT WHEN HE RAN OUT OF FUEL. REVIEW OF NATIONAL WEATHER SERVICE DATA DISCLOSED THAT AIRMET SIERRA WAS IN EFFECT AT THE TIME OF THE PILOT'S DEPARTURE FROM BULLHEAD CITY AND WAS VALID UNTIL 0200 ON JANUARY 31, 2000. THE FORECAST CALLED FOR OCCASIONAL CEILINGS BELOW 1,000 FEET AND VISIBILITY'S BELOW 3 MILES IN THE COASTAL AREAS. MOUNTAIN OBSCURATION IN CLOUDS, PRECIPITATION, AND FOG WAS ALSO PREDICTED FOR THE COASTAL MOUNTAIN RANGES.THE PILOT STATED THAT THERE WERE NO MECHANICAL MALFUNCTIONS WITH THE AIRFRAME OR ENGINE. (-23) THE PILOT AND PASSENGER WERE ON A DAY VFR FLIGHT FROM LAUGHLIN/BULL HEAD CITY TO VAN NUYS WHEN THE PILOT OBSERVED HIS DESTINATION COVERED WITH CLOUDS. AS THE PILOT WAS ATTEMPTING TO DIVERT TO GENERAL FOX AIRPORT, HE BACAME LOST AND DISORIENTED. FOURTEEN MILES EAST OF THE TAFT-KERN CO. AIRPORT THE ENGINE QUIT DUE TO FUEL DEPLETION. WHEN THE PILOT MADE AN EMERGENCY LANDING, THE NOSE WHEEL SNAPPED OFF AND THE AIRPLANE OVERTURNED CAUSING SUBSTANTIAL DAMAGE TO BOTH WINGS, THE AIRCRAFT CAUSED MINIMAL DAMAGE TO A FENCE AT THE SCENE OF THE ACCIDENT. THE PILOT AND PASSENGER WERE NOT INJURED. (.4)ON JANUARY 30, 2000, AT 1558 HOURS PACIFIC STANDARD TIME, A CESSNA 152, N25573, NOSED OVER DURING A FORCED LANDING IN A FIELD NEAR TAFT, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY A TOTAL LOSS OF ENGINE POWER WHILE IN CRUISE FLIGHT. THE AIRCRAFT WAS OPERATED BY GROUP 3 AVIATION OF VAN NUYS, CALIFORNIA, AND RENTED BY THE PILOT FOR A PERSONAL CROSS-COUNTRY FLIGHT. THE AIRPLANE SUSTAINED 20000130000609A (-23) STUDENT PILOT WAS CONDUCTING A SUPERVISED SOLO CROSS COUNTRY FLIGHT FROM KAILUA KONA, HAWAII (KOA) TO UPOLU AIRPORT (UPP) TO HANA, MAUI (HNM). PILOT LANDED N62DF AT UPP, MET HIS INSTRUCTOR, COMPLETED A FINAL WEATHER CHECK BEFORE CROSSING THE CHANNEL BETWEEN UPP AND HNM. STUDENT PILOT AND THE INSTRUCTOR DETERMINED THE VISIBILITY WAS GOOD, THE ISLAND OF MAUI WAS VISIBLE, THE WINDS WERE LIGHT AND THAT THE FLIGHT COULD BE SAFELY CONDUCTED. STUDENT DEPARTED UPP AT APPROXIMATELY 0800 HST. STUDENT ARRIVED AT HNM, OVERFLEW THE RUNWAY, DETERMINED THE WIND WAS FROM THE NORTH WEST (NW). PILOT ENTERED DOWNWIND FOR RUNWAY 26, FLEW THROUGH THE FINAL APPROACH COURSE AND APPROACHED THE RUNWAY ON A NW HEADING. STUDENT STATED THAT AT AN ALTITUDE BETWEEN 50 TO 75 FEET THE AIRCRAFT BEGAN AN UNCOMMANDED RIGHT YAW. STUDENT STATED THAT APPLICATION OF LEFT PEDAL AND A REDUCTION OF COLLECTIVE DID NOT STOP THE RIGHT YAW. PILOT STATED HE DID NOT RECALL ANYTHING AFTER THE AIRCRAFT CONTACTED THE GROUND. THE ONLY WITNESS TO THE ACCIDENT, ^PRIVACY DATA OMITTED^ , STATED HE FIRST NOTED THE HELICOPTER AT ABOUT 100 TO 200 FEET. HE STATED THE HELICOPTER WAS SPINNING TO THE R IGHT WITH SIGNIFICANT CHANGES IN THE PITCH ATTITUDE. HE STATED HE WAS UNABLE TO OBSERVE THE AIRCRAFT BELOW ABOUT 50 FEET. INVESTIGATION OF THE WRECKAGE REVEALED NO EVIDENCE OF A MECHANICAL FAILURE THAT OCCURRED PRIOR TO GROUND CONTACT. FLIGHT SERVICE STATION (FFS) REPORTED WINDS AT 150 DEGREES AT 8 KNOTS. METAR REPORT ISSUED AT 1900Z (0900 HST). METAR REPORT FOR THE PREVIOUS HOUR NOT AVAILABLE. PILOT INCURRED MINOR INJURIES WITH A LACERATION TO HIS HEAD AND SMALL CUTS ON HIS ARMS. (.4) ON JANUARY 30, 2000, ABOUT 0830 HOURS HAWAIIAN STANDARD TIME, A ROBINSON R22B BETA, N62DF, OPERATED BY MONA LOA HELICOPTERS, KAILUA-KONA, HAWAII, EXPERIENCED AN IN-FLIGHT LOSS OF CONTROL ON APPROACH FOR LANDING. THE HELICOPTER TOUCHED DOWN HARD AT THE HANA AIRPORT, ON THE ISLAND OF MAUI. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED, AND THE STUDENT PILOT WAS SERIOUSLY INJURED DURING THE SOLO INSTRUCTIONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE FLIGHT WAS CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91, AND IT ORIGINATED FROM HAWI, HAWAII, ABOUT 0800. THE OPERATOR REPORTED THAT, AT THE TIME OF THE ACC IDENT, THE PILOT'S TOTAL FLYING EXPERIENCE AND PILOT-IN-COMMAND FLIGHT TIME WAS ABOUT 60.6 AND 5.2 HOURS, RESPECTIVELY. THE PILOT'S FLIGHT INSTRUCTOR REPORTED THAT HIS STUDENT WAS IN THE FINAL PREPARATION PROCESS OF APPLYING FOR A PRIVATE PILOT CERTIFICATE. IN THE PILOT'S WRITTEN STATEMENT, HE DID NOT REPORT EXPERIENCING ANY MECHANICAL MALFUNCTIONS DURING THE EN ROUTE PORTION OF THE CROSS-COUNTRY FLIGHT BETWEEN THE BIG ISLAND (HAWAII) AND THE ISLAND OF MAUI. HE INDICATED THAT AFTER ARRIVAL OVER THE HANA AIRPORT, HE ENTERED THE TRAFFIC PATTERN TO RUNWAY 26 AND NOTED THE EXISTENCE OF A SOUTHERLY WIND. THE PILOT INDICATED THAT WHEN HE WAS BETWEEN 50 AND 75 FEET ABOVE GROUND LEVEL, AT LESS THAN 30 KNOTS AIRSPEED, THE HELICOPTER SUDDENLY BEGAN SPINNING CLOCKWISE. THE SPINNING CONTINUED DESPITE HIS APPLICATION OF LEFT PEDAL DURING HIS ATTEMPT AT STOPPING THE ROTATION. THE ROTATION CONTINUED, AND HE THEN REDUCED THE COLLECTIVE TO ENTER AN AUTOROTATION; HOWEVER, DID NOT REDUCE THE THROTTLE. THIS ALSO HAD NO EFFECT AT REDUCING THE DIRECTION OF THE SPINNING. A MOMENT PRIOR TO IMPACTING THE GROUND, THE PILOT INCREASED THE COLLECTIVE TO FLARE, AND THE RATE OF SPINNING INCREASED AGAIN. THE FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS RESPONDED TO THE ACCIDENT SITE, EXAMINED THE HELICOPTER, AND INTERVIEWED THE PILOT. THE HELICOPTER IMPACTED TERRAIN ABOUT 137 FEET FROM THE RUNWAY. COMPONENTS SEPARATED FROM THE HELICOPTER AND WERE LOCATED WITHIN APPROXIMATELY A 50-FOOT RADIUS OF THE MAIN WRECKAGE. THE FAA NOTED THAT AS THE PILOT APPROACHED RUNWAY 26 HE WOULD LIKELY HAVE EXPERIENCED A R 20000130001069I (-23) ON 01/30/00 A/C LANDED AT MOHAWK VALLEY AIRPORT (K13), A/C ABRUPTLY TURNED TO THE LEFT AND WENT NOSE AND RT WING OVER, AS A RESULT, A/C RECEIVED DAMAGE. ON 01/31/00 AN INSPECTION OF THE A/C WAS CONDUCTED AND THE FOLLOWING ITEMS WERE NOTED DAMAGED, PROPELLER, RIGHT WING TIP, LT AND RT GEAR STRUTS, LEFT SKI ASSY AND A BROKEN GEAR STRUT BOLT. THE BOLT WAS FOUND IN THE AREA OF THE LEFT SKY ASSY. BOLT SUPPORTS THE LEFT UPPER FWD GEAR STRUT ASSY AND ALSO SUPPORTS THE LEFT SKY ASSY BY LINK AND CABLE ATTACHMENT. REVIEW OF THE AIRCRAFT LO9GBOOKS REVEALED THERE WAS NO ENTRY MADE OF SKI INSTALLATION. 20000130001099I (-23) AT 1600 HOURS ZULU AT FLIGHT LEVEL 390 THE PILOT RADIOED THAT THERE WAS SMOKE IN THE COCKPIT AND HE NEEDED TO DESCENT IMMEDIATELY. THE PILOT THEN PROCEEDED TO THE CLOSEST AIRPORT WHICH WAS DUBUQUE REGIONAL AT DUBUQUE, IOWA. THE PILOT NOTED THAT THE SMOKE WAS EMANATING FROM THE RIGHT SIDE OF THE CENTER PEDESTAL SO HE ISOLATED THE RIGHT BUS AND THE SMOKE STARTED TO DISSIPATE. THE PILOT STATED HE INFORMED APPROACH CONTROL THAT THE SMOKE WAS CLEARING FROM THE COCKPIT AND THEN CONTINUED TO LAND FOR PRECAUTIONARY REASONS. THE AIRCRAFT WAS LANDED WITHOUT FURTHER INCIDENT AND SUSTAINED NO DAMAGE. ICEO 120000009. 20000130002649I (-5) AIRCRAFT LOST PEDAL AUTHORITY DURING LANDING. FULL LEFT PEDAL WAS APPLIED WITH INSUFFICIENT CONTROL TO PREVENT A 3/4 SPIN TO THE RIGHT. AIRCRAFT LANDED WITH NO DAMAGE OR INJURIES. IT WAS FOUND THAT THE TAIL ROTOR'S NEGATIVE FORCE GRADIENT RIGGING HAD BEEN MISSED DURING THE PRECEDING 9,000 HOUR INSPECTION, WHICH RESULTED IN THE AIRCRAFT BEING RETURNED TO SERVICE WITH INADEQUATE TAIL ROTOR THRUST TO SUSTAIN A CONTROLLED HOVER AT GROSS WEIGHT. 20000130003109I AT APPROXIMATELY 1230 LOCAL TIME DAYTONA BEACH TOWER (DAB) NOTIFIED PHIL AIR THE OPERATOR OF THE AIRCRAFT THAT N342PH WAS NOT GETTING A POSTIIVE GEAR INDICATION. A FLYBY WAS MADE BY THE TOWER TO MAKE A VISUAL INDICATION TO SEE IF THE LANDING GEAR WAS LOCK DOWN OR NOT. THE SECOND FLY BY VERIFIED THAT THE NOSE GEAR WAS ONLY PARTIALLY EXTENDED. AFTER ALL EFFORTS FAILED TO CORRECT THE PROBLEM IN THE AIR THE PILOT WAS TOLD TO MAKE AN EMERGENCY LANDING. THE AIRCRAFT LANDED, AND THE NOSE GEAR COLLAPSED AND THE AIRCRAFT SKIDDED TO A HALT. MAINTENANCE PEOPLE MANUALLY SECURED THE FRONT LANDING GEAR AND TOWED THE AIRPLANE TO PHIL AIR HANGER. INSPECTION OF THE LANDIGN GEAR REVEALED THAT THE BALL CAME OUT OF THE CHANNELED GROVE. THE AIRCRAFT SKIDDED ON ITS NOSE AND BOTH OF PROPELLER BLADES WERE DAMAGED ON LANDING. 20000130011979A (-23) ON JAN. 30, 2000, ABOUT 1436 HOURS PST, SIAI-MARCHETTI SF 260, N65FD, OPERATED BY THE OWNER-PILOT, EXPERIENCED A TOTAL LOSS OF ENGINE POWER WHILE ON A FINAL APPROACH AT THE NAPA AIRPORT, NAPA, CA. THE PILOT NOR THE PASSENGER WAS INJURED. VIAUSL METEOROLOGICAL CONDITIONS PREVAILED. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED, BUT IT HAD BEEN CANCELLED. THE PERSONAL BUSINESS FLIGHT ORIGINATED FROM PHOENIX, AZ., ABOUT 1015 MST. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT WHILE EN ROUTE HE MONITORED THE RATE OF FUEL BURN OFF. HE STATED THAT APPROACHING NAPA HE WAS AWARE OF THE AIRPLANE WAS LOW ON FUEL. HE DID NOT ADVISE NAPA AIR TRAFFIC CONTROL PERSONNELL OF HIS FUEL STATUS. ALL ENGINE POWER WAS SUDDENLY LOST WHILE ON THE BASE LEG OF THE TRAFFIC PATTERN. 20000131000109I (-23) AIRCRAFT MARSHALLED TO TERMINAL AND STRUCK TERMINAL BLDG. WITH A WING TIP. AILERON REPLACED. NDT SHOWS NO STRUCTURAL DEFORMATION. AIRCRAFT MARSHALLER IS COMPANY EMPLOYEE AND UTILIZED THE INCORRECT AIRCRAFT CLEARANCE LINE (DELINEATED ON THE TARMAC) FOR THIS MODEL AIRCRAFT. COMPANY TO PROVIDE REMEDIAL TRAINING TO THE EMPLOYEE. COMPANY ALSO HAD DRUG AND ALCOHOL TESTS PERFORMED ON THE EMPLOYEE FOLLOWING THE INCIDENT. 20000131001459I (-23) DURING LANDING GEAR RETRACTION AT TAKE OFF, SOUNDS OF NOSE GEAR MECHANICAL FAILURE. LOW PASS AT MOSES LAKE (MWH) ALLOWED ATCT PERSONNEL TO CONFIRM THAT NOSE GEAR WAS PARTIALLY EXTENDED. SUCCESSFUL LANDING ACCOMPLISHED AT MOSES LAKE MUNI (WA40). A/C SLID APPROXIMATELY 130 FEET AFTER NOSE GEAR COLLAPSED. MINOR DAMAGE TO NOSE GEAR DOORS. BOTH PROPS CONTACTED GROUND WHILE ENGINES WERE STILL TURNING IN I.C.O. 20000131001499I (-23) AIRCRAFT WAS TURNING OFF ON HIGH-SPEED TAXIWAY "D". UPON ENTERING THE TAXIWAY, RIGHT RUDDER WAS APPLIED TO CORRECT TO NAVIGATE THE RIGHT TURN IN THE TAXIWAY. AT THIS POINT THE RUDDER PEDAL WENT TO THE FIREWALL. THE FORWARD SPEED WAS APPROXIMATELY 30-35 MPH. AT THIS TIME THE AIRCRAFT STARTED TURNING TO THE LEFT. TTHE AIRCRAFT CONTINUED IN A CONTINUALLY TIGHTNING LEFT TURN UNTIL THE RIGHT WING TIP CAME INTO GROUND. THE AIRCRAFT GROUND LOOPED. THE PROP DID NOT STRIKE THE GROUND. THE ONLY DAMAGE TO THE AIRCRAFT IS THE RIGHT WING TIP AND RIGHT WING UPPER CAPSTRIP ON THE OUTBD RIB SEPARATED. NO SPAR DAMAGE. 20000131002769I (-5) ON JANUARY 31, 2000, AT 1700 A CESSNA 182F, N332OU, OWNED BY WILLIAM EDWARD WARNOCK, ^PRIVACY DATA OMITTED^ WHILE DESCENDING THRU 2500 FEET TO LAND AT WICHITA FALLS, TEXAS, KICKAPOO DOWNTOWN AIRPORT (T47) A LOUD REPORT FROM THE ENGINE COMPARTMENT OCCURRED AND THE ENGINE QUIT. THE AIRCRAFT WAS LANDED IN AN OPEN FIELD WITH MINOR DAMAGE TO THE ENGINE COWLING AS RESULT OF THE ENGINE CYLINDER COMING LOOSE FROM ENGINE BLOCK. THE PILOT WAS NOT INJURED. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT THAT ORIGINATED FROM GRAND PRAIRIE MUNI (GPM) ON JANUARY 31, 2000, AT 1615 TO WICHITA FALLS TEXAS. THE WEATHER WAS CLEAR FOR THE ENTIRE ROUTE. THE PILOT WAS WILLIAM EDWARD WARNOCK PRIVATE PILOT CERTIFICATE #464459567. 20000131003209I ON JANUARY 31, 2000 N203ME, A DC-9-32, SRTIAL NUMBER 47673, OPERATED BY MIDWEST EXPRESS AIRLINES, MWEA, WAS BOARDING PASSENGERS FOR A SCHEDULED DEPARTURE OF FLIGHT NUMBER 107. MWEA FLIGHT ATTENDANTS EVACUATED THE BOARDED PASSENGERS THROUGH THE MAIN CABIN DOOR AFTER DISCOVERING SMOKE/FIRE IN THE LEFT AFT LAVAORY. SEE ATTACHED. 20000131003229I THE A/C DEPARTED MKT FOR MEARBY LAKE WASHINGTON TO PERFORM TO/LDG ON THE LAKE. THE PILOT OVERFLEW THE PROPOSED LANDING AREA TWICE TO EVALUATE ITS CONDITION. THE A/C TOUCHED DOWN AND ROLLED OUT WITHOUT INCIDENT' POWER WAS APPLIED FOR TOUCH AND GO. AS THE SIRCRAFT LIFTED OFF, THE PILOT HEARD A NOISE AND NOTICED THE LEFT MAIN GEAR HAD FOLDED REARWARD. ^PRIVACY DATA OMITTED^ THE PILOT RETURNED TO MKT WHERE HE REQUESTED GROUND PERSONNEL PLOW THE GRASS AREA ADJACENT TO THE TAXIWAY. PRIOR TO LANDING, THE PILOT SECURED THE ENGINE WHEN THE "FIELD WAS MADE". THE A/C TOUCHED DOWN WITH THE PROPELLER STILL WINDMILLING. UPON TOUCHDOWN, THE MAIN GEAR SPREAD APART AND THE A/C CAME TO REST ON ITS BELLY. THE LEFT GEAR FOLDED BACK AGAINST TH LEFT STRUT CAUSING A SLIGHT BEND IN THE STRUT. TOTAL DAMAGE, ^PRIVACY DATA OMITTED^ WAS CONFINED TO THE FRONT UNDERSECTION OF TH COWLING WHERE THE A/C SLID, THE PROPELLER TIPS WHERE THEY CONTACTED THE GROUND, AND THE BENT LEFT WING STRUT IMPACTED BY THE LEFT MAIN GEAR. 20000131003459I NEW YORK APPROACH CONTRON CLEARED HAWKER-800 XP FOR A VISUAL APPROACH TO MORRISTOWN (MMU) AND THE CREW MISTOOK NEARBY CALDWELL AIRPORT (CDW) FOR MMU. THE APPROACH WAS TERMINATED BEFORE LANDING, AND N728TA PROCEEDED ON TO (MMU) AND LANDED WITHOUT AND FURTHER INCIDENT. NO ACTION TAKEN. 20000131003749I (.23)PILOT STATEMENT: RETURNED AT 1030 FOR DE-BRIEF AND CHAT WITH COLBY. LEFT FOR THE AIRCRAFT AT 1140. NEEDED FUEL SO CALLED REFUELLLER. TAXY AT 1202 LOCAL AND TOOK OFF AT 1215. COMPLETED 7 TO 8 CLOSE PATTERNS, SOME STOP GO AND THE OTHERS TOUCH AND GO. DEPARTED TO THE LOCAL AREA B IN THE SOUTH EAST AND PRACTICED A NUMBER OF ENGINE POWER LOSS AT HEIGHT MANEUVERS. SOME TURBULENCE IN THE AIR. RETURNED TO WILLIAMS AFTER THAT. GOT INFORMATION 'X' FROM THE ATIS AND CONTACTED TOWER. REPORTED A 4 MILE BASE FOR 30 LEFT. I WAS SWITCHED TO 30 CENTRE AND I DID ONE TOUCH AND GO. I WAS THEN CLEARED FOR 30 LEFT AND INSTRUCTED TO REPORT BASE WHICH I DID AND REQUESTED A FULL STOP LANDING. CRABBED INTO IN THE WIND TO MAINTAIN RUNWAY CENTRE-LINE. WHEN I TRIED TO STRAIGHTEN OUT IN THE FLARE I GOT NO RESPONSE FOR THE RUDDER. I SKIDDED SIDEWAYS AND ENDED UP IN THE DIRT. 20000131004739A (-23) INFLIGHT LOSS OF CONTROL. PILOTS REPORTED A HORIZONTAL STABILIZER PROBLEM AND A FEW MINUTES LATER THE CREW LOST CONTROL OF THE AIRCRAFT RESULTING IN A IMPACT WITH WATER DESTROYING THE AIRCRAFT AND FATALLY INJURING THE TWO PILOTS, THREE FLIGHT ATTENDANTS AND 83 PASSENGERS. 20000131005049A (-23) AIRCRAFT FUEL TANKS WERE TOPPED OFF PRIOR TO FLIGHT. ON START THE LEFT THERE WAS A LIGHT BACK FIRE. THE AIRCRAFT STARTED TAXI AND NOTICED THE TOP OF THE LEFT INGINE NACELLE TURNING BROWN. THE AIRCRAFT RETURNED TO THE RAMP. AFTER SHUTDOWN THE PILOT EXITED THE AIRCRAFT AND WENT OF THE LEFT WING WERE HE OBSERVED FUEL VENTING FROM THE LEFT WING FUEL VENT AND A FIREWAS IN PROGRESS. THE FIRE WAS EXTINGUISHED. THE FIRE CAUSED SUBSTANTIAL DAMAMGE TO THE LEFT WING SKIN AND STRUCTURE. NO INJURIES. (.4) ON JANUARY 31, 2000, ABOUT 1627 EASTERN STANDARD TIME, A BEECH D50E, N14VU, REGISTERED TO A PRIVATE INDIVIDUAL, EXPERIENCED A FIRE AT THE LEFT WING WHILE TAXIING TO TAKEOFF AT MYRTLE BEACH INTERNATIONAL AIRPORT, MYRTLE BEACH, SOUTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE AIRLINE TRANSPORT-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT AFTER LANDING FOLLOWING A 4.8 HOUR BLOCK TIME FLIGHT, ALL FOUR FUEL TANKS WERE FILLED. H E PERFORMED A PREFLIGHT TO THE AIRPLANE AND STARTED BOTH ENGINES WITH NO DISCREPANCIES NOTED. WHILE TAXIING TO TAKEOFF HE PERFORMED A FLIGHT CONTROL CHECK OF THE AILERONS AND WHILE LOOKING AT THE LEFT AILERON, HE NOTED DISCOLORATION OF THE PAINT ON THE UPPER WING SURFACE OUTBOARD OF THE ENGINE NACELLE. HE REQUESTED FIRE RESCUE ASSISTANCE FROM THE GROUND CONTROLLER AND TAXIED TO AN OPEN AREA OF THE RAMP, WHERE HE SECURED THE AIRPLANE. AFTER EXITING THE AIRPLANE HE NOTED FIRE AT THE OUTBOARD FUEL TANK VENT WHICH WAS LEAKING FUEL. HE DISCHARGED A HAND HELD FIRE EXTINGUISHER HE OBTAINED FROM THE AIRPLANE AND NEARLY EXTINGUISHED THE FIRE. THE AIRPORT FIRE RESCUE THEN RESPONDED AND EXTINGUISHED THE FIRE USING ONLY WATER. ACCORDING TO THE AIRPORT FIRE DEPARTMENT INCIDENT REPORT, VENTED FUEL IGNITED BY EXHAUST MANIFOLD WAS CITED AS THE "PRELIMINARY CAUSE" OF THE FIRE. 20000131007749A (-23) ON JANUARY 31, 2000, THE PILOT DEPARTED SKAGIT REGIONAL AIRPORT AND APPROXIMATELY 15 MINUTES LATER AT 1518, THE AIRCRAFT EXPERIENCED A HARD LANDING ON RUNWAY. THE AIRCRAFT TRAVELED ACROSS A CONTRUCTION AREA WHERE THE TAIL IMPACTED A MOUND OF DIRT. THE AIRCRAFT THEN IMPACTED WITH PRIVATE RESIDENCE. WITNESSES PULLED THE PILOT AND PASSENGER FROM THE AIRCRAFT JUST AS IT BEGAN TO BURN. THE AIRCRAFT ENGINE, CABIN, AND CENTER SECTION OF WINGS WERE CONSUMED BY FIRE. 20000201000489A (.19) ON FEBRUARY 1, 2000, AT 1609 HOURS PACIFIC STANDARD TIME, A PIPER PA-28-180, N32258, VEERED OFF THE RUNWAY DURING LANDING AT SANTA BARBARA, CALIFORNIA, AIRPORT AND SUBSEQUENTLY STRUCK THREE SETS OF TAXIWAY SIGNS. THE AIRPLANE, OPERATED BY SPITFIRE AVIATION OF SANTA BARBARA SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. THE INSTRUCTIONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE LOCAL AREA FLIGHT HAD DEPARTED FROM SANTA BARBARA AT 1545. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR STATED THAT THEY WERE PLANNING ON PRACTICING TOUCH-AND GO'S. THE STUDENT PILOT HAD ALREADY PERFORMED ONE TOUCH-AND GO, WHICH THE FLIGHT INSTRUCTOR DESCRIBED AS "NORMAL." ACCORDING TO THE FLIGHT INSTRUCTOR, DURING THE ACCIDENT SEQUENCE, THE AIRPLANE HAD ALREADY TOUCHED DOWN WHEN IT SUDDENLY VEERED OFF TO THE LEFT SIDE OF THE RUNWAY. HE SAID HE TOOK CONTROL OF THE AIRPLANE BUT BEFORE HE COULD REGAIN DIRECTIONAL CONTROL IT STRUCK A SERIES OF THREE TAXIWAY SIGNS, CAUSING SUBSTANTIAL DAMAGE TO THE LEFT WING AND COLLAPSING THE LE FT LANDING GEAR. (.4)ON FEBRUARY 1, 2000, AT 1609 HOURS PACIFIC STANDARD TIME, A PIPER PA-28-180, N32258, VEERED OFF THE RUNWAY DURING LANDING AT SANTA BARBARA, CALIFORNIA, AIRPORT AND SUBSEQUENTLY STRUCK THREE SETS OF TAXIWAY SIGNS. THE AIRPLANE, OPERATED BY SPITFIRE AVIATION OF SANTA BARBARA, SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. THE INSTRUCTIONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE LOCAL AREA FLIGHT HAD DEPARTED FROM SANTA BARBARA AT 1545. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR STATED THAT THEY WERE PLANNING ON PRACTICING TOUCH-AND GO LANDINGS. THE STUDENT PILOT HAD ALREADY PERFORMED ONE TOUCH-AND-GO, WHICH THE FLIGHT INSTRUCTOR DESCRIBED AS "NORMAL." ACCORDING TO THE FLIGHT INSTRUCTOR, DURING THE ACCIDENT SEQUENCE, THE AIRPLANE HAD ALREADY TOUCHED DOWN WHEN IT SUDDENLY VEERED OFF TO THE LEFT SIDE OF THE RUNWAY. HE SAID HE TOOK CONTROL OF THE AIRPLANE, BUT BEFORE HE COULD REGAIN DIRECTIONAL CONTROL, IT STRUCK A SERIES OF THREE TAXIWAY SIGNS, CAUSING SUBSTANTIAL DAMAGE TO THE LEFT WING AND COLLAPSING THE LEFT LANDING GEAR. (-23)ON FEBRUARY 1, 2000, AT 1609 PACIFIC STANDARD TIME, A PIPER PA-28-180, N32258 VEERED OFF THE RUNWAY DURING LANDING AT SANTA BARBARA, CALIFORNIA AIRPORT AND SUBSEQUENTLY STRUCK THREE SETS OF TAXIWAY SIGNS. THE AIRPLANE, OPERATED BY SPITFIRE AVIATION OF SANTA BARBARA SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT LOCAL FLIGHT HAD DEPARTED FROM SANTA BARBARA AT 1545. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR STATED THEAT THEY WERE PLANNING ON PRACTICING TOUCH AND GO'S. THE STUDENT PILOT HAD ALREADY PERFORMED ONE TOUCH AND GO, WHICH THE FLIGHT INSTRUCTOR DESCRIBED AS "NORMAL". ACCORDING TO THE FLIGHT INSTRUCTOR, DURING THE ACCIDENT SEQUENCE, THE AIRPLANE HAD ALREADY TOUCHED DOWN WHEN IT SUDDENLY VEERED OFF TO THE LEFT SIDE OF THE RUNWAY. THE INSTRUCTOR ATTEMPTED TO TAKE CONTROL BUT NOT BEFORE RUNNING INTO THREE SIGNS CAUSING THE DAMAGE. 20000201002909I SUBMITTED A MALFUNCTION AND DEFECT REPORT ABOUT THE PARKING BRAKE VALVE, P/N HP681100-5, S/N 1485 AND THE ACCUMULATOR, P/N 1356-583328, S/N 63471. IT WAS REPORTED THAT WHILE TAXIING, THE AIRCRAFT EXPERIENCED LOW PRESSURE. THE CREW ATTEMPED TO APPLY THE BRAKES AND STEER THE AIRCRAFT TO THELEFT. SYSTEMS FAILED RESULTING IN THE AIRCRAFT, N642RP, COLLIDING WITH THE PARKED AND UNOCCIPED CESSNA BRAVO, N121L. THERE WAS NO DAMAGE TO N642PR, HOWEVER THE CESSNA BRAVO, N121L, SUSTAINED THE FOLLOWING DAMAGE: RADOME (6313101-846, S/N 590); RADAR (70211450-601, S/N 99081665), AND BULKHEAD (9656061-807-1). GYROS WERE REMOVED AND SENT TO A REPAIR STATION FOR EVALUATION, P/N 4020577-3, S/N 99046542 AND 99086746. 20000202000099I (-23) THE FOLLOWING DISCREPANCY WAS ENTERED IN THE AIRCRAFT FLIGHT LOG ON PAGE #5588469: "AL LVL FLT 13,000 FT. STAB TRIM JAMMED. OPERATION INTERMITTENT, THEN INOP BOTH SYSTEMS. CK LIST COMPLETE, IDNG @ FLAPS 28, 122,00 LB. NORMAL 1DNG. USED EXTRA BACK PRESSURE TO MAINTAIN FLT". AIRCRAFT RETURNED TO PHOENIX SKY HARBOR AIRPORT WITHOUT FURTHER INCIDENT. AALA MAINTENANCE PERSONNEL REMOVED AND REPLACED THE PRIMARY STABILIZER TRIM MOTOR. FURTHER TROUBLE SHOOTING REVEALED THAT THE FIRST OFFICER'S STABLIZER TRIM SWITCH IN THE CONTROL COLUMN HAD BROKEN INTERNALLY AND WAS CAUSING AN INTERMITTENT (SHORTING) OPERATION OF THE TRIM MOTOR. THIS UNCOMMANDED OPERATION WOULD CAUSE THE OVERHEATING OF THE MOTOR AND THE ACUATION (OPENING) OF THE INTERNAL THERMAL SWITCH WHICH WOULD DISCONNECT THE ELECTRICAL FUNCTION OF THE TRIM MOTOR AS THE SYSTEM IS DESIGNED. THE CONTROL COLUMN SWITCH WAS REMOVED AND REPLACED AND ALL FUNCTIONAL CHECKS WERE NORMAL. A POST MAINTENANCE FUNCTIONAL TEST FLIGHT WAS SATISFACTORY. 20000202000499A (.19) ON FEBRUARY 2, 2000, ABOUT 1530 ALASKA STANDARD TIME, AN EXPERIMENTAL STIRLING AIR CAM AIRPLANE, N6381V, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ON RUNWAY 18 AT THE CHENA MARINA AIRPORT, FAIRBANKS, ALASKA. THE SOLO COMMERCIAL PILOT WAS NOT INJURED. THE LOCAL PERSONAL FLIGHT WAS OPERATED UNDER 14 CFR PART 91, AND ORIGINATED ABOUT 1430 FROM CHENA MARINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND NO FLIGHT PLAN WAS FILED. ACCORDING TO AN FAA INSPECTOR, THE PILOT STATED IN AN INTERVIEW ON FEBRUARY 3, THAT DURING THE FLIGHT THE LEFT ENGINE CYLINDER HEAD TEMPERATURE BEGAN TO OVERHEAT, SO HE ELECTED TO SHUT THAT ENGINE DOWN. DURING LANDING, THE WINDS WERE BLOWING AND GUSTING FROM THE RIGHT. DURING LANDING ROLL, A WIND GUST LIFTED THE RIGHT WING. THE PILOT ADDED POWER TO THE OPERATING (RIGHT) ENGINE, AND THE AIRPLANE DEPARTED THE LEFT SIDE OF THE 4,700 FEET LONG, SNOW-COVERED RUNWAY, AND STRUCK A SNOW BERM. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO BOTH LANDING GEAR, THE LANDING GEAR ATTACHMENT BULKHEAD, AND TWO LEADING EDGE RIBS (BATTONS). (-23) ON 02-02-2000 AT 1530 LOCAL TIME, ^PRIVACY DATA OMIT^. PILOT AND BUILED OF AIRCAM, N6381V, WAS LANDING AT CHENA MARINA, ALASKA IN STRONG EIND CONDITIONS GUSTING TO 30 KNOTS. HE HAD SHUT DOWN THE NEGINE DUE TOA AN UNUSALLY HIGH CYCLINDER TEMPERATURE. AFTER TOUCH DOWN THE COMBINATION OF A GUST AND A RUTTED SNOW PACKED RUNWAY CASED THE RIGHT WING TIP TO RAISE UP CAUSING LOSS OF CONTROL. THE AIRCRAFT VEERED OFF THE LEFT AND IMPACTED A SNOW BERM. SUBSTANTIAL DAMAGE TO THE MAIN LANDING GEAR BULKHEAD LEFT WING TIP BATTONS (2) AND NOSE COWL. SLIGHT DAMAGE TO THE LOWER PORTION OF THE RUDDER. THE PILOT APPLIED POWER TO THE GOOD ENGINE. (.4) ON FEBRUARY 2, 2000, ABOUT 1500 ALASKA STANDARD TIME, AN EXPERIMENTAL STIRLING AIR CAM AIRPLANE, N6381V, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ON RUNWAY 18 AT THE CHENA MARINA AIRPORT, FAIRBANKS, ALASKA. THE SOLO COMMERCIAL PILOT WAS NOT INJURED. THE LOCAL PERSONAL FLIGHT WAS OPERATED UNDER 14 CFR PART 91, AND ORIGINATED ABOUT 1430 FROM THE CHENA MARINA AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND NO FLIGHT PLAN WAS FILED. ACCORDING TO AN FAA INSPECTOR, THE PILOT STATED IN AN INTERVIEW ON FEBRUARY 3, THAT DURING THE FLIGHT THE LEFT ENGINE CYLINDER HEAD TEMPERATURE BEGAN TO OVERHEAT, SO HE ELECTED TO SHUT THAT ENGINE DOWN. THE PILOT TOLD THE FAA INSPECTOR THAT DURING LANDING, THE WINDS WERE BLOWING AND GUSTING FROM THE RIGHT. DURING LANDING ROLL, A WIND GUST LIFTED THE RIGHT WING. THE PILOT ADDED POWER TO THE OPERATING (RIGHT) ENGINE, AND THE AIRPLANE DEPARTED THE LEFT SIDE OF THE 4,700 FEET LONG, SNOW-COVERED RUNWAY, AND STRUCK A SNOW BERM. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO BOTH LANDING GEAR, THE LANDING GEAR ATTACHMENT BULKHEAD, AND TWO LEADING EDGE RIBS (BATTONS). THE PILOT STATED IN HIS NTSB PILOT/OPERATOR REPORT THAT THERE WERE HIGH WINDS ABOVE 1,000 FEET AGL. HE INDICATED THAT HE INTENTIONALLY SHUT DOWN THE LEFT ENGINE DUE TO HIGH CYLINDER HEAD TEMPERATURE. HE STATED THAT DURING THE LANDING FLARE, A WIND GUST COMBINED WITH A SLICK RUNWAY PUSHED THE AIRPLANE TO THE LEFT. HE WROTE THAT HE ADDED POWER ON THE OPERATING (RIGHT) ENGINE ATTEMPTING TO STRAIGHTEN THE AIRPLANE, AND STRUCK THE BERM. HE ADDED IN HIS REPORT THAT HE COULD HAVE RESTARTED THE LEFT ENGINE FOR THE LANDING. 20000202002499I ON WEDNESDAY, FEBRUARY 2, 2000 AT APPROXIMATELY 1000, AN ATLANTIC COAST AIRLINES D/B/A UNITED EXPRESS. BAE JETSTREAM 3201, N483UE, LANDED ON RUNWAY 28 AT THE GREATER ROCHESTER INTERNATIONAL AIRPORT, NEW YORK WITH A NOSE GEAR INDICATION PROBLEM. THE PASSAENGERS WERE OFF-LOADED ON THE RUNWAY. WHILE CONTRACT MAINTENANCE (PIEDMONT HAWTHORNE) WAS ATTEMPING TO REMOVE THE AIRCRAFT, THE NOSE GEAR COLLAPSED. INSPECTORS YOUNG, O'NEIL AND CAFTER WERE ON SITE IMMEDIATELY AFTER THE GEAR COLLAPSED AND INSPECTED THE AIRCRAFT. IT WAS OBSERVED THAT A SCREWDRIVER WAS FOUND IN THE NOSE GEAR DOWN LOCK ROLLER, KEEPING HTE NOSE GEAR FROM FULLY EXTENDING AND LOCKING. AN ENFORCEMENT INVESTIGATION REPORT HAS BEEN OPENED BY INSPECTOR DAFTER. THIS INCIDENT IS CONSIDERED CLOSED. 20000202002879I PILOT STATES THAT UPON CLEARING THE RUNWAY, HE HEARD A NOISE LIKE A HOLED CYLINDER. THE NOISE WAS APPARENT THROUGHTOUT TAXIING. UPON REACHING HIS PARKING SPACE, HE PERFORMED ARUNUP TO BETTER DETERMINE WHICH ENGINE WAS AFFECTED IT WAS THE RIGHT ENGINE. 20000202003989I A/C DEPARTED WALKER, MN FOR LONVILLE, MN. A LOUD NOISE WAS HEARD DURING GEAR RETRACTION. SUBSEQUENT GEAR EXTENSION WAS INCOMPLETE; NOSE GEAR REMAINED UP. EMERGENCY EXTENSION WAS ALSO UNSECCESSFUL. A/C LANDED AT LONGVILLE WITH NOSE GEAR STILL IN NOSE WELL. ADDITIONALLY, PILOT SECURED BOTH ENGINES PRIOR TO TOUCHDOWN. ENGINES WERE WINDMILLING AT THE TIME OF GROUND CONTACT, RESULTING IN APPARENTLY MINOR DAMAGE TO BOTH PROPELLERS. AFTER LANDING, GROUND PERSONNEL LOWERED A/C TAIL, AND THE NOSE GEAR CAME DOWN ON ITS OWN. TOTAL DAMAGE APPEARED TO BE MINOR IN NATURE AND WAS CONFINED TO SCRAPES ALONG THE NOSE SECTION WHERE A/C SLID, AND PROPELLER TIPS WHERE GROUND CONTACT WAS MADE. 20000202005239A (-23) MR LAMPERT CHOSE NOT TO USE CARBURETOR HEAT DURING HIS REQUESTED AUTOROTATION AT PALO ALTO AIRPORT. WHEN HE BEGAN THE POWER RECOVERY PHASE OF THE APPROACH, THE ENGINE FAILED TO RESPOND. AS HE FLARED THE A/C TRYING TO REDUCE DOWNWARD DESCENT AND FORWARD SPEED, THE TAIL ROTOR CONTACTED THE GROUND, DESTROYING THE ROTOR BLADES, RESULTING IN A LOSS OF CONTROL, CAUSING A HARD LANDING AND SPLITTING THE SKIDS OF THE A/C. 20000202006369A (-23) PILOT WAS APPLYING SULPHER DIOXIDE POWDER TO AN ALFAFA FIELD AT AN ALTITUDE OF APPROXIMATELY 7 FEET AGL WHEN ENGINE LOST POWER AND STOPPED RUNNING. PILOT MADE A FORCED LANDING IN AN ALFAFA FIELD AND UPON ROLL-OUT COULD NOT STOP BEFORE COMING TO END OF FIELD. AIRCRAFT CONTINUED BEYOND END OF FIELD AT A MODERATE RATE OF SPEED, SUBSEQUENTLY ENTERING CONRETE IRRIGATION CHANNEL. NOSE OF AIRCRAFT IMPACTED CONCRETE WALL OF IRRIGATION CHANNEL, RESULTING IN ABRUPT STOP, CAUSING AIRCRAFT TO NOSE OVER AND COME TO REST INVERTED ON OPPOSITE SIDE OF CHANNEL. PILOT WAS SUSPENDED UPSIDE DOWN IN COCKPIT-EXTRICATED BY FLAGMAN AND PASSERSBY. AIRCRAFT RECEIVED MAJOR DMAMAGE FROM IMPACT AND POST CRASH FIRE. PILOT SUFFERED SERIOUS INJURIES. SEE ATTACHMENT (.4)ON FEBRUARY 2, 2000, AT 1500 HOURS PACIFIC STANDARD TIME, AN AIR TRACTOR AT-301, N23043, LOST ENGINE POWER WHILE MANEUVERING TO SPRAY SULFUR ON A CARROT FIELD NEAR BRAWLEY, CALIFORNIA. THE AIRPLANE MADE A FORCED LANDING IN AN OPEN DIRT FIELD AND CAME TO REST INVERTED IN AN IRRIGATION DITCH AFTER COLLIDING WITH A CONCRETE WALL. THE AIRCRAFT, OPERATED BY VAL AIR, INC. UN DER THE PROVISIONS OF 14 CFR PART 137, WAS DESTROYED BY POSTIMPACT FIRE. THE COMMERCIAL PILOT SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE LOCAL AREA AGRICULTURAL OPERATION, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT HAD DEPARTED FROM A PRIVATE DIRT STRIP NEAR THE ALFALFA FIELD, AND WAS SCHEDULED TO TERMINATE AT THE SAME PRIVATE DIRT STRIP. FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS INTERVIEWED THE PILOT. THE PILOT INFORMED THE FAA THAT HE WAS SPRAYING SULFUR, APPROXIMATELY 7 FEET ABOVE GROUND LEVEL (AGL), WHEN THE ENGINE QUIT. HE DID A MAGNETO CHECK, BUT DID NOT RECEIVE A RESPONSE AND MADE A FORCED LANDING. DURING THE FORCED LANDING HE NOTED A HIGH RATE OF AIRSPEED ON TOUCHDOWN, AND RAN OUT OF OPEN LANDING AREA. THE AIRPLANE STRUCK A CONCRETE WALL AND NOSED OVER INTO AN IRRIGATION DITCH. THE PILOT STATED THAT THE AIRPLANE HAD RECENTLY RECEIVED A 100-HOUR INSPECTION AND HAD TO BE RETURNED TO THE OVERHAUL FACILITY DUE TO "PROBLEMS," AND HE HAD NOTED AN INCREASE IN ENGINE OIL CONSUMPTION, APPROXIMATELY 3 GALLONS EVERY 2 HOURS, DURING OPERATIONS ON THE DAY OF THE ACCIDENT. THE FAA ALSO INTERVIEWED THE GROUND SPOTTER/RADIO MAN, WHO WAS IN CONTACT W ITH THE PILOT. HE STATED THAT THE PILOT HAD RADIOED THAT HE (THE PILOT) WAS IN TROUBLE, BUT DID NOT ELABORATE AS TO THE NATURE OF THE PROBLEM. THE SPOTTER OBSERVED TWO PUFFS OF BLACK SMOKE EMANATE FROM THE AIRPLANE AND THEN SAW IT CRASH. THE SPOTTER AND TWO BYSTANDERS, WHO SAW THE AIRPLANE BURNING, AIDED THE PILOT IN HIS EGRESS FROM THE AIRPLANE. THE SPOTTER WAS UNABLE TO PUT OUT THE FIRE. 20000202041619A (-23) SUDDEN AND COMPLETE LOSS OF POWER IN LEFT ENGINE WHILE OVER THE ATLANTIC 48 MILES EAST OF BIMINI, BAHAMAS. PROPELLER FEATHERED, UNABLE TO MAINTAIN ALTITUDE, DITCHED. ^PRIVACY DATA OMITTED^ 20000203000749A (-23) ON FEBRUARY 3, 2000, AT APPROX. 0745 AM MDT, A BE-36, N8240U, WAS INVOLVED IN A HARD LANDING DURING AN APPROVED SCHOOL INSTRUCTIONAL FLIGHT AT FARMINGTON, NM. THE INSTRUCTOR GAVE THE STUDENT PILOT A SIMULATED ENGINE FAILURE IN THE TRAFFIC PATTERN AS PART OF THE PRE-SOLO TRAINING. THE AIRCRAFT WAS APPROX. 10 FEET ABOVE THE RUNWAY INTO A 4 KNOT HEAD WIND WHEN THE LEFT WING DROPPED OFF SHARPLY. THE LEFT MAIN TIRE HIT THE RUNWAY AFTER WHICH THE AIRCRAFT BECAME AIRBORNE. THE INSTRUCTOR TOOK THE CONTROLS AND EXECUTED A GO AROUND. ON DOWN WIND LEG, THE PILOTS NOTED THE LEFT WING TIP WAS DAMAGED. THE INSTRUCTOR MADE AN UNEVENTFUL LANDING. THE POST LANDING INSPECTION OF THE AIRCRAFT REVEALED DAMAGE TO THE LEFT WING TIP, AILERON, AND AFT SPAR. THERE WERE NO INJURIES. (.4) ON FEBRUARY 3, 2000, APPROXIMATELY 0745 MOUNTAIN STANDARD TIME, A BEECH A36, N8240U, REGISTERED TO AND OPERATED BY SAN JUAN PILOT TRAINING, INC., WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING LANDING AT FOUR CORNERS REGIONAL AIRPORT, FARMINGTON, NEW MEXICO. THERE WERE NO INJURIES TO THE COMMERCIAL CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE INSTRUCTIONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT FARMINGTON AT 0730. TO PREPARE THE STUDENT PILOT FOR HIS FIRST SOLO FLIGHT, THE FLIGHT INSTRUCTOR RETARDED THE THROTTLE ON DOWNWIND TO SIMULATE A POWER FAILURE. THE INSTRUCTOR SAID THE STUDENT FLARED THE AIRPLANE HIGH OVER THE RUNWAY AND ADDED POWER TO ADJUST THE SINK RATE AND BANKED LEFT "TO RETURN TO THE CENTERLINE." THE AIRPLANE LANDED HARD ON THE LEFT MAIN GEAR AND BOUNCED. THE FLIGHT INSTRUCTOR TOOK CONTROL, ABORTED THE LANDING, WENT AROUND AND LANDED UNEVENTFULLY. POSTACCIDENT INSPECTION REVEALED WINGTIP, AILERON, AND REAR SPAR DAMAGE. 20000203002519I THE FLIGHT INSTRUCTOR (YUTAE KIM) AND STUDENT (ALI ALI-AL) WERE CONDUCTING TOUCH AND GO OPERATIONS INA CESSNA 172 RG AT FTW. AFTER TOUCH DOWN, THE STUDENT SELECTED GEAR UP WITH THE INTENT OF SELECTING FLAPS UP. THE STUDENT/INSTRUCTOR ADDED FULL POWER AND MAINTAINED FLIGHT IN GROUND EFFECT. THE PROPELLER TIPS WERE CURLED BACK APPROXIMATLY SIX INCHES. THE FLIGHT CONTINUED, REMAINING IN THE PATTERN FOR LANDING. 20000203002599I ON FEBRUARY 3, 2000, AT 1022EA, A DO-328, S/N 3059, REGISTERED AS N441JS, OPERATED BY "VNAA" (PSA AIRLINES) AS FLIGHT 4003 RETURNED TO PITTSBURGH, PA (PIT) SUE TO A DEICING PROBLEM. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTANANCE FOUND THE R/ELEVATOR HORN HEATER MAT HAD FAILED. THE MAT WAS REPLACED I/A/W MM55/12/85 AND OP'S CHECKED. THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BT DESK AUDIT AND CLOSED. 20000203002779I ON 02-03-00, AT 1730 CST, A GENERAL AVIA COSTRUZIONI, MODEL F-22, OWNED AND PERATED BY BEN MORPHEW, EXPERIENCED A RIGHT MAIN LANDING GEAR FAILURE AT MCKINNEY, AERO COUNTRY AIRPORT (TX05), TEXAS. MR. MORPHEW, THE HOLDER OF PILOT CERTIFICATE # 1845262, STATED THAT THE RIGHT LANDING GEAR FAILED DURING RETRACTION AND SUBSEQUENTLY WAS UNABLE TO EXTEND THE GEAR, EVEN MAUALLY MR. MORPHEW LANDED ON RUNWAY 35 CAUSING MINOR DAMAGE TO THE RIGHT WING TIP, RIGHT FLAP, RIGHT AILERON, RIGHT INNER GEAR DOOR AND TIAL CONE. THERE WAS NO INJURIES TO MR. MORPHEW, THE SOLE OCCUPANT, AND NO PROPERTY DAMAGE ON THE AIRPORT. THE LAST ANNUAL INSPECTION WAS SEPTEMBER 1999. 20000203003011I THE SUBJECT AIRCRAFT, A PIPER CHEYENNE TURBOPROP, LANDED ON PWY 19R AT MCCARRAN INT'L AIRPORT, EXITED AT TAXIWAY TANGO AND PROCEEDED NORTHBOUND FIRST ON TAXIWAY FOXTROT, THEN ON TAXIWAY HOTEL. A TRAFFIC WATCH CESSNA N6263G, LANDED BEHIND THE CHEYENNE ON THE SAME RUNWAY, AND EXITED MUCH SHORTER AT TAXIWAY NOVEMBER. EACH AIRCRAFT WAS BOUND FOR THE SAME POINT, EXECUTIVE AIR TERMINAL. AS THE CESSNA JOINED PARALLEL TAXIWAY HOTEL, IT WAS STURCK IMMEDIATELY FROM BEHIND BY THE CHEYENNE, THE TURBOPROP'S RIGHT TIP TANK CONTACTING THE CESSNA ON THE INBOARD END OF THE LEFT AILERON. THE AILERON WAS DESTROYED, THE UPPER AND LOWER WINGSKINS BUCKLED LOCALLY, AND THE AFT SPAR DEFORMED AND DEPRESSED. DAMAGE TO THE CHEYENNE WAS LIMITED TO THE RIGHT RECOGNITION LIGHT, INSTALLED CENTRALLY IN THE NOSE OF THE TIPTANK. IT HAD POPPED THROUGH THE METAL NOSECONE THAT NORMALLY RETAINS IT. THERE WERE NO INJURIES. 20000203003049I AIRCRAFT MADE GEAR UP LANDING ON RWY 23 AFTER CREW WAS UNABLE TO LOWER GEAR NORMALLY OR EMERGENCY EXTENSION. AIRCRAFT SUSTAINED MINOR DAMAGE TO GEAR DOORS AND FUSELAGE ANTENNAS. NO INJURIES OR FIRE. 20000203003141I A PIPER CHEYENNE TURBOPROP AIRCRAFT, N144PL, LANDED ON RWY 19R AT MCCARRAN INT'L AIRPORT, EXITED AT TAXIWAY TANGO AND PROCEEDED NORTHBOUND FIRST ON TAXIWAY FOXTROT, THEN ON TAXIWAY HOTEL. THE SUBJECT AIRCRAFT,A TRAFFIC WATCH CESSNA, LANDED BEHIND THE CHEYENNE ON THE SAME RUNWAY , AND EXITED MUCH SHORTER AT TAXIWAY NOVEMBER. EACH AIRCRAFT WAS BOUND FOR THE SAME POINT, EXECUTIVE AIR TERMINAL. AS THE CESSNA JOINED THE PARALLEL TAXIWAY HOTEL, IT WAS STRUCK IMMEDIATELY FORM BEHIND BY THE CHEYENNE, THE TURBOPROP'S RIGHT TIP TANK CONTACTING THE CESSNA ON THE INBOARD END OF THE LEFT AILERON. THE AILERON WAS DESTROYED, THE UPPER AND LOWER WINGSKINS BUCKLED LOCALLY, AND THE AFT SPAR DEFORMED AND DEPRESSES. DAMAGE TO THE CHEYENNE WAS LIMTED TO THE RIGHT RECOGNITION LIGHT, INSTALLED CENTRALLY IN THE NOSE OF THE TIPTANK. IT HAD POPPED THROUGH THE METAL NOSECONE THAT NORMALLY RETAINS IT. THERE WERE NO INJURIES. 20000203023019I (-23)ON FEBRUARY 3, 2000, AT 0910 EST, A PIPER PA-23-250, N62667, REGISTERED TO CRAWFORD LEASING LLC, RAN OFF THE LEFT SIDE OF RUNWAY 18 AT LEBANAON WARREN COUNTY AIRPORT (I68), OHIO, DURING THE TAKE-OFF ROLL OF A PERSONEL FLIGHT. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE. THE PRIVATE PILOT, SOLE PERSON ON BOARD, WAS NOT INJURES. THE FLIGHT WAS ORIGINATING A TTHE TIME. 20000203023199I (-23)AIRCRAFT LOSRT DIRECTIONAL CONTROL DURING TAKEOFF, RUNWAY 19, DUE TO SLUSH ON RUNWAY; COLLIDED WITH SNOWBANK, NOSE GEAR COLLAPSED, PROPELLERS BENT, RADOME KNOCKED OFF. 20000203036399A (-23) DURING LANDING USING RUNWAY 36, THE AIRCRAFT DEPARTED THE RIGHT SIDE OF THE RUNWAY AND COLLIDED WITH SNOWBANK. COLLAPSED NOSE GEAR, BENT PROPELLER. 20000203038769A (.4)WHILE IN CRUISE FLIGHT, THE AIRPLANE ENCOUNTERED TURBULENCE, AND THE FLIGHT ATTENDANTS RETURNED TO THEIR SEATS. THE TURBULENCE CONTINUED, AND A CART BEGAN TO BREAK FREE. A FLIGHT ATTENDANT ATTEMPTED TO PUSH THE CART WITH HER FOOT, AND SUFFERED A FRACTURE. 20000204001259I (-23) ON APPROACH TO TPA, PILOT REPORTED A LEADING EDGE FLAP TRANSIT LIGHT. AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE TROUBLE SHOT THE AIRCRAFT AND FOUND A #2 ROTORY ACTUATOR PN 276001006 AND ROTORY TRANSMITTER PN 276080009 DEFECTIVE. 20000204001359I (-23) JUST AFTER TAKE-OFF FROM TAMPA INTERNATIONAL AIRPORT, THE GEAR WAS RETRACTED AND THE NOSE GEAR WOULD NOT RETRACT, THE AIRCRAFT RETURNED TO TPA. THE NOSE LANDING GEAR DOWN LATCH ASSEMBLY PN 83221001-001, WAS FOUND IN THE LOCKED POSITION. MECHANIC INSPECTED THE NOSE GEAR LOCK AND FOUND THE COMPRESSION SPRING PN 83221011-101 TENSION WAS LOW POSSIBLY CAUSING THE DOWN LOCK ASSEMBLY TO ROTATE BACK INTO THE LOCK POSITION. 20000204001419I (-23) THE PILOT STATED HE EXTENDED THE LANDING GEAR AND HAD THREE GREEN LIGHTS, AFTER TOUCH DOWN THE NOSE GEAR COLLAPSED. INSPECTION OF THE NOSE GEAR SYSTEM INDICATED THAT THE DOWN LOCK HOOK DID NOT ENGAGE. THE MAIN LANDING GEAR WAS IN THE DOWN AND LOCKED POSITION. ADDITIONAL INSPECTION WILL BE PERFORMED DURING THE REPAIR OF THE AIRCRAFT. 20000204002609I (-5) ON FEBRUARY 4, 2000, VANGUARD AIRLINES, FLIGHT 297, A BOEING 737, WAS ENROUTE FROM MCI TO DEN. AFTER TAKE OFF THE PILOT REPORTED THAT HE HAD A GEAR PROBLEM AND REQUESTED TO RETURN TO MCI. NO EMERGENCY OR EQUIPMENT REQUESTED AND THE PILOT LANDED AT MCI WITH NO FURTHER INCIDENT. THE PILOT'S LOG PAGE WRITE UP READ THAT THE GEAR LEVER WOULD NOT MOVE UP AFTER TAKE OFF. THE TAKE OFF WARNING DID NOT REMAIN SILENT WITH FLAPS UP. VANGUARD MAINTENANCE REVEALED THAT THE RIGHT HAND MAIN LANDING GEAR TELEFLEX CABLE WAS OUT OF ADJUSTMENT. VANGUARD MAINTENANCE PERFORMED ADJUSTMENTS TO THE TELEFLEX CABLE AND PERFORMED A GEAR SWING. THE MAIN LANDING GEAR OPERATIONALLY CHECKED NORMAL AS PER, MM27-62-51A. THE AIRCRAFT WAS RETURNED TO SERVICE. 20000204002699I ON FEBRUARY 2, 2000, AT 1000EST A BEECHCRAFT BE-1900-D, N833CA, S/N UE-24, REGISTERED TO CHAMPLAIN ENTERPRISES, INC. DID PRECAUTIONARY SHUT DOWN ON THE NUMBER ONE ENGINE (LEFT) AFTER A LOW OIL PRESSURE INDICTION. MAINTENANCEPERSONNEL FOUND THAT THE #1 (LEFT) ENGINE OIL LEVEL WAS LOW, ^PRIVACY DATA OMITTED^ THE ENGINE OIL SCREENS WERE INSPECTED/CLEANED. THE ENGINE WAS PLACED ON AN OIL CONSUMPTION WATCH, IAW THE OPERTORS CONTINUOUS AIRWORTHINESS MAINTENANCE PROGRAM. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGTH WAS FILED. THE AIRCRAFT WAS NOT DAMAGED AND THERE WERE NO INJURIES. THE FLIGTH ORIGINATED AT THE ROCHESTER INTERNATIONAL AIRPORT, ROCHESTER, ON FEBRUARY, 4, 2000. 20000204002759I PILOT ACTIVITED RUNWAY LIGHTS, CIRCLED, W18, TO GET A LOOK AND THEN TURN ENTERED THE TRAFFIC FOR RUNWAY 3. ON FIRST ATTEMPT PILOT LANDED, CLAIMS THINGS JUST DID NOT FEEL RIGHT AND IMMEDIATELY TOOK OFF AGAIN. ON SECOND LANDING PILOT PREPARED TO DO A SHORT SOFT FIELS LANDING. PILOT TOUCHED DOWN AND ON ROLL OUT LEFT MAIN LANDING GEAR CAUGHT INA RUT IN THE ICE AND PULLED AIRCRAFT TO THE LEFT. LEFT MAIN LANDING GEAR THEN STARTED PLOWING THROUGH THE SNOW AND WHEN THE NOSE WHEEL CAME DOWN THE SIRCRAFT SLOWLY TIPPED OVER ON ITS BACK. ENTIRE RUNWAY WAS COVERED WITH ABOUT 2 INCHES OF ICE. THERE WERE NO NOTAMS ISSUED FOR THE AIRPORT. 20000204008519A (-23) PLEASURE FLIGHT ORIGINATED FROM FAYETTE RICHARD ARTHUR FIELD (M95), FAYETTE, AL. AND WAS TO TERMINATE APPROX. 30 MINUTES LATER. PILOT STATED THAT APPROACH WAS TO THE NORTH WITH A PLANNED LANDING ON RUNWAY 360. PILOT FURTHER STATED THAT WINDS REPORTED TO HIM WERE 280 AT SIX KNOTS. HE STATED THAT A/C WAS APPROX. 1/3 THE DISTANCE DOWN THE RUNWAY, GEAR DOWN AND FLAPS SET FOR LANDING. HE FURTHER STATED THAT THE A/C FELT SLUGGISH ON DEPARTURE AND LANDING. JUST PRIOR TO TOUCHDOWN THE PILOT STATED THAT A GUST OF WIND BLEW THE A/C TO THE RIGHT OF RUNWAY. THE A/C WHEELS CONTACTED THE RIGHT EDGE OF THE RUNWAY AND GRASS. THE PILOT FELT THAT HE WAS STILL AIRBORNE AND INITIATED A GO-AROUND, TIRE SKID MARKS ON THE RUNWAY INDICATED THAT THE A/C VEERED TO THE NW. THE A/C CONTINUED TO FLY NW FOR APPROX. 1/2 MILE, THE PILOT STATED HE WAS UNABLE TO GAIN ALTITUDE TO CLEAR POWER LINES IN THE FLIGHT PATH AND CHOPPED ENGINE POWER TO PREVENT A COLLISION. (.4)ACCORDING TO THE PILOT, AT THE POINT OF FLARE DURING HIS LA NDING HE EXPERIENCED WIND FORCES THAT DISPLACED THE AIRPLANE SIDEWARD TOWARD THE RUNWAY'S RIGHT EDGE AND COUNTERCLOCKWISE, NOSE INTO THE WIND. HE INITIATED A GO- AROUND, BUT DID NOT ACHIEVE A CLIMB, AND COLLIDED WITH THE AIRPORT'S PERIMETER FENCE AND A UTILITY POLE. THE PILOT REPORTED THE MISHAP WAS NOT A RESULT OF ANY MECHANICAL MALFUNCTION. 20000204011829A (-23) N5743N WAS ENROUTE FROM RIC TO DKX WHEN IT CRASHED NEAR ROBBINSVILLE, NC WHICH IS LOCATED IN GRAHAM COUNTY, NC. PILOT RECEIVED 22 GALLONS OF 100LL BEFORE TAKING OFF FROM THE RICHMOND AIRPORT. PILOT HAD AN IFR FLIGHT PLAN FILED OUT OF RIC.SOMEWHERE ALONG THE ROUTE THE REQUESTED TO CANCEL HIS IFR FLIGHT PLAN AND CHANGE TO VFR FLIGHT FOLLOWING.PILOT STATED THAT WHILE FLYING UNDER THE IFR FLIGHT PLAN, ATLANTA ARTCC REQUESTED HIM TO GO TO A HIGHER ALTITUDE AND HE DID NOT WANT TO BECAUSE HE WOULD HAVE GOTTEN INTO ICING CONDITIONS. PILOT'S ORIGINAL FLIGHT PLAN INCLUDED A FUEL STOP. WHEN HE REQUESTED A CHANGE IN HIS FLIGHT PLAN ATLANTA ARTCC AGREED TO OF THE CHANGE BUT REMAINED THE PILOT THAT HE WOULD NOT BE ABLE TO MAKE HIS FUEL STOP. THE PILOT UNDERSTOOD AND STATED THAT HE HAD ENOUGH FUEL TO GET HIM TO HIS DESTINATION. N5743N WAS LOST ON RADAR AT 5500 FEET JUST PAST THE HARRIS VOR. N5743N NEVER DID REAPPEAR ON RADAR. PILOT STATED THAT THE ENGINE QUIT APPROXIMATELY 3 HOURS INTO THE FLIGHT AT AN ALTITUDE OF APPROXIMATELY 4500 FEET. HIS STATEMENT SAID THE ENGINE QUIT BETWEEN HIS HAND OFF FROM ATLANTA ARTCC TO KNOXVILLE ATC. HE DID NOT STATE ANY ENGINE PROBLEMS TO THE KNOXVIL LE CONTROLLERS. THE PILOTS COMMUNICATIONS WITH KNOXVILLE TOWER WERE: 1)REQUEST OF FLIGHT FOLLOWING INTO KNOXVILLE, TN AROUND MADISONVILLE, TN. 2)TO INFORM THE TOWER THAT HE WAS COMING UP SIDE OF ATHENS, TN (N5743N CRASHED IN THE MOUNTAINS OF WESTERN NORTH CAROLINA NEAR ROBBINSVILLE) THE LAST TRANSMISSION TO KNOXVILLE ATC WAS A RELAY TRANSMISSION THROGH A NORTHWEST FLIGHT CREW. THE NORTHWEST FLIGHT CREW INFORMED KNOXVILLE ATC THAT THEY THOUGH T HE PILOT OF N5743N SAID SOMETHING ABOUT GOING TO ANOTHER AIRPORT. THE PILOT STATED THAT THE ENGINE FAILURE GAVE NO WARNING, IT LITERALLY STOPPED AND THE PROPELLER FROZE. PILOT TRIED TO PERFORM A CONTROLLED LANDING INTO THE THREES. ON-SITE INVESTIGATION SUGGESTS THAT THE RIGHT FUEL TANK HAD APPROXIMATELY 12-15 GALLONS OF FUEL AND THAT THE LEFT HAD A VERY MINIMUM AMOUNT OF FUEL. THE FUEL SELECTOR SWITCH WAS PLACED IN THE RIGHT TANK POSITION. BOTH FUEL TANKS WERE INTACT. THERE WERE NO VISIBLE SIGNS OF FUEL SEEPAGE/SPILLAGE ON THE SURROUNDING GROUND. THE PILOT STATED THAT THERE WAS LIGHT SNOW WHILE FLYING. AT THE CRASH SITE THE CARBURETOR HEAT WAS FOUND TO BE IN THE OFF POSITION AND THE PILOT STATED THAT HE NEVER DID TURN ON CARBURETOR HEAT ON. THE PILOT STATED THAT HE WAS NOT IN ICING CONDITIONS. THE ENGINE TEARDOWN RESULTS INDICATED FOULED UP SPARKPLUGS, THE ENGINE WAS LOW ON COMPRESSION, AND IT APPEARED THAT THERE WAS AN INCING PROBLEM. 20000204011999A (-23) ON 2/4/00, PILOT MARTIN EUGENE WRIGHT, CERTIFICATE #451154784 AND PASSENGER, DEPARTED AERO COUNTRY (TX05) IN A PIPER PA28-180, N6506J ON A FAR 91 VFR FLIGHT IN VMC CONDITIONS. ACCORING TO WITNESSES, THE PASSENGER TELEPHONED THEIR LOCAL PLACE OF EMPLOYMENT AND TOLD THEM THEY WOULD FLY OVER. AT THE PLACE OF EMPLOYMENT CO-WORKERS WERE GATHERED OUTSIDE TO WATCH THE FLY OVER. WITNESSES STATED THE PILOT MADE A VERY LOW PASS AND STRUCK THE TREES. INVESTIGATION INDICATES SEVERAL TREES WERE STRUCK ALONG THE FLIGHT PATH AND THE FLIGHT TERMINATED WHEN THE A/C IMPACTED A RAILROAD TRESSLE. THERE WAS NO POST CRASH FIRE. THE A/C WAS DEMOLISHED. BOTH OCCUPANTS SUSTAINED FATAL INJURY. 20000204013589I (-23) ON 2/4/2000 AT APPROXIMATELY 2005 CST, CESSNA 150, N3870J, OWNED AND OPERATED BY ^PRIVACY DATA OM^ DELCARED AN EMERGENCY WITH GRAND FORKS APPROACH CONTROL DUE TO ENGINE ROUGHNESS. THE FLIGHT HAD ORIGINATED AT BILLINGS, MT ENROUTE TO GRAND FORKS, ND WITH A FIGHT PLAN ETA OF 2030. THE PILOT RECEIVED VECTORS TO THE LARIMORE, ND AIRPORT AND LANDED WITHOUT INCIDENT. A POST FLIGHT INSPECTION OF THE AIRCRAFT INDIACTED A STATE OF NEAR FUEL EXHAUSTION. THE PILOT WAS INTERVIEWED AND HIS PREFLIGHT PLANNING VERIFIED THAT HE HAD REQUIRED FUEL RESERVES PLANNED. THE PILOT HAS OWNED THE AIRCRAFT FOR ABOUT5 YEARS AND HAD ACCUMULATED 500 IN IT. THE CARBURETOR HAD BEEN OVERHAULED A YEAR EARLIER BUT FUEL CONSUMPTION HAD NOT INCREASED. THE AICRAFT HAD RETURNED TO BILLINGS WITHOUT ENCOUNTERING AN INCREASED FUEL CONSUMPTION. THE AIRCRAT IS SCHEDULED FOR AN ANNUAL INSPECTION AT THE TIME OF THIS REPORT. 20000204020379I (-23)DURING COURSE OF PRIVATE PILOT CHECK RIDE, WHILE DEMONSTRAING STEEP TURNS, PILOT EXAMINER ^PRIVA^ HEARD A POP AND FELT STABILATOR CONTROL LOSE EFFECTIVENESS. AFTER DETERMINING THAT HE HAD NO PRIMARY ELEVATOR CONTROL. ^PRIVACY D^ DECLARED AN EMERGENCY, THEN, USING POWER AND THE ELEVATOR TRIM CONTROL, FLEW THE AIRCRAFT TO AN UNEVENTFUL ALNDING AT ORLANDO EXECUTIVE AIRPORT (ORL). AN EXAMINATION OF THE AIRCRAFT BY AN INVESTIGATIOR FROM THE ORLANDO FSDO REVEALED THE UP ELEVATOR CABLE HAD BROKEN AT THE SWEDGED TURNBUCKLE FITTING ON THE FORWARD CABLE, IT BROKE ON THE UNTHREADED PORTION OF THE FITTING, JUST OUT TO THE TURNBUCKLE BARRELL. 20000204020989I (-23)CRAIG TOWER (CRG) ISSUED N366J CLEARENCE TO LAND ON RUNWAY 23 BUT INSTRUCTED PILOT TO MAKE A GO-AROUND WHEN IT WAS APPARENT THAT THE LANDING GEAR WAS NOT DOWN. AIRCRAFT WENT AROUND AND LANDED RUNWAY 23, TAXIED TO CRAIG AIR CENTER AND PARKED. DAMAGE TO PROPELLER REPORTED TO TOWER BY DEPARTING AIRCRAFT. TOWER HAD FBO CONFIRM PROP DAMAGE TO N366J DUE TO PROP STRIKE ON RUNWAY DURING GO-AROUND. LEFT PROP HAD TIPS FLARED AND RIGHT PROP HAD NICKS ON PROPELLER. OPERATOR (PIC) NOTIFIED OF DAMAGE TO AIRCRAFT PROPELLER AT HIS HOTEL. NO INJURIES/MINOR DAMAGE CONFIMED TO PROPELLER. 20000205002689I PILOT DEPARTED ESSEX COUNTY AIRPROT (CDW) IN NEW JERSEY AND FLEW TO SKY HAVEN, TUNKHANNOCK, PA. PILOT WAS NOT ABLE TO GET FUEL THERE SO HE DEPARTED SKY HAVEN AND FLEW TO SEAMANS FILED, FACTORYVILLE, PA TO OBTAIN FUEL. ON APPROACH FOR LANDING TO RUNWAY 22,PILOT SAID HE EXPERIENCED A DOWN DRAFT AND HITA SNOWBANK ON THE APPROACH END OF RUNWAY 22, CAUSING THE AIRCRAFT NOSE FORWARD AND TEAR THE FRONT NOSE WHEEL OFF AND BENDING THE PROP, THE RIGHT MAIN GERA AND PUTTING A BEND IN EACH FLAP. 20000205003069I PILOT STATED THAT SHE FAILED TO INSURE THAT THE FUEL TANK SELECTOR VALVE WAS POSITIONED SECURELY INA DETENT THUS A TANK WAS NOT DEFINITELY SELECTED. AIRCRAFT BECAME AIRBORNE FROM BOZEMAN, MONTANA AIRPORT ON FUEL IN LINE BETWEEN VALVE AND ENGINE. ENGINE STOPPED DUE TO FUEL STARVATION AT APPOXIMATELY 150' AGL. FORCED LANDING IN FIELD ADJACENT TO AIRPORT RESULTED IN NO INJURY TO PILOT AND NO DAMAGE TO AIRCRAFT. 20000205005059A (-23) THE STUDENT PILOT WAS RETURNING FROM A PROPERLY AUTHORIZED SOLO CROSS-COUNTRY FLIGHT. SHE LANDED, AS DIRECTED BY TOWER, WITH A LIGHT, QUATERING TAIL-WIND FROM THE RIGHT. THE AIRCRAFT WEATHER VANED TO THE RIGHT AND THE STUDENT PILOT FAILED TO TAKE PROPER CORRECTIVE ACTION. THE AIRCRAFT DEPARTED THE RIGHT SIDE OF THE RUNWAY AND STRUCK A TAXIWAY SIGN WITH THE LEFT WING, RESULTING IN SUBSTANTAIL DAMAGE TO THE AIRCRAFT. (.4)ON FEBRUARY 5, 2000, AT 1620 HOURS HAWAIIAN STANDARD TIME, A PIPER PA-28-161, N140ND, DRIFTED OFF RUNWAY 4L AND COLLIDED WITH RUNWAY SIGNS WHILE LANDING AT THE HONOLULU INTERNATIONAL AIRPORT, HONOLULU, HAWAII. THE AIRCRAFT WAS OWNED AND OPERATED BY THE UNIVERSITY OF NORTH DAKOTA, AND WAS ON A STUDENT SOLO CROSS-COUNTRY INSTRUCTIONAL FLIGHT UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED AT HONOLULU ON THE MORNING OF THE ACCIDENT AS A ROUND ROBIN CROSS-COUNTRY FLIGHT WITH EN ROUTE STOPS AT MOLOKAI AND LANAI, HAWAII.AT THE TIME OF THE P ILOT'S APPROACH AND LANDING THE WINDS WERE FROM 170 DEGREES AT 8 KNOTS. THE PILOT REPORTED THAT THE LOCAL CONTROLLER INSTRUCTED HER TO MAKE A SHORT APPROACH FOR FOLLOWING TRAFFIC. SHE SAID THAT WHILE THE LANDING WAS LONG AND SHE FELT "RUSHED BY THE SHORT APPROACH REQUEST," THE TOUCHDOWN AND INITIAL LANDING GROUND ROLL WAS NORMAL. NEAR THE INTERSECTION OF TAXIWAY E AS SHE BEGAN APPLYING BRAKES, THE AIRPLANE SUDDENLY TURNED RIGHT AND RAN OFF THE SIDE OF THE RUNWAY. THE PILOT REPORTED THAT SHE WAS AFRAID TO APPLY LEFT BRAKE BECAUSE THE AIRPLANE "MIGHT TIP OVER." AS THE AIRPLANE LEFT THE PAVEMENT, THE LEFT WING HIT RUNWAY SIGNS. THE PILOT STATED THERE WERE NO MECHANICAL MALFUNCTIONS WITH THE AIRPLANE AND THE OPERATOR'S MAINTENANCE DEPARTMENT FOUND NO DISCREPANCIES DURING THE REPAIR PROCESS. 20000205007369A (-23)ON FEBRUARY 5, 2000, AIRMAN ROBERT K. CARTER WAS FLYING AN EXPERIMENTAL AIRCRAFT, N3249Z. WHILE HE WAS TURNING LEFT FROM BASE TO FINAL APPROACH, HE INADVERTANTLY ENTERED A SPIN AND DID NOT HAVE ENOUGH ALTITUDE TO RECOVER. THE AIRCRAFT IMPACTED THE GROUND WITH ITS LEFT WING AND CARTWHEELED FORWARD, CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT AND SERIOUS INJURIES TO THE SOLE OCCUPANT. 20000205011769A (-23) WHILE EXECUTING A TOUCH AND GO MANUEVER THE PILOT LOST CONTROL OF A/C DURING ACCELERATION ON TAKEOFF. A/D DEPARTED THE RUNWAY WITH TAKEOFF POWER APPLIED BUT BELOW SPEED FOR TAKEOFF. PILOT ABORTED THE TAKEOFF WHILE IN THE SOD AREA ADJACENT TO RUNWAY AND WHILE ATTEMPTING TO SLOW THE A/C, CROSSED A TAXIWAY CAUSING SIGNIFICANT DAMAGE TO THE NOSE GEAR AND A/C SUBSTRUCTURE. 20000205021689I (-23)PILOT DID NOT EXTEND LANDING GEAR PRIOR TO LANDING WHICH RESULTED TO A GEAR-UP LANDING ON RUNWAY 05 AT THE SPRUCE CREEK AIRPORT (7FL6-PRVT). NO INJURIES AND MINOR DAMAGE TO AIRCRAFT. 20000205023549A (.4)THE PILOT DEPARTED RUNWAY 01, AN ICE RUNWAY. DURING THE TAKEOFF, THE AIRPLANE PULLED TO THE LEFT, AND THE PILOT APPLIED FULL RIGHT RUDDER TO 'STRAIGHTEN OUT THE PATH.' AFTER ROTATION, THE AIRPLANE IMPACTED A SNOW BANK AND THE PILOT 'LOST ALL CONTROL OF THE PLANE.' THE PILOT DID NOT RECEIVE A WEATHER BRIEFING PRIOR TO HIS DEPARTURE; HOWEVER, HE REPORTED 'SWIRLY, GUSTY WINDS' AT THE AIRPORT. WITNESSES AT THE AIRPORT REPORTED THAT THE AIRPLANE'S TAKEOFF ROLL WAS MUCH SHORTER THAN OTHER AIRPLANES. APPROXIMATELY 20 FEET OFF THE GROUND, THE AIRPLANE 'BOBBLED, STALLED, AND DESCENDED RAPIDLY,' IMPACTING A SNOW BANK TO THE LEFT OF THE RUNWAY. (-23)DURING TAKEOFF ROLL, THE PILOT HAD DIFFICULTY KEEPING THE AIRCRAFT ON THE CENTER OF AN ICE RUNWAY. SHORTLY AFTER LEFT OFF, CONTROL OF AIRCRAFT WAS LOST AND THE PROPELLER MADE CONTACT WITH THE LEFT SIDE OF RUNWAY AT A STEEP ANGLE. SUBSEQUENTLY THE AIRCRAFT CONTACTED A SNOW BANK ABOUT HALFWAY DOWN THE ICE RUNWAY DAMAGING THE LEFT WING AND SHEARING OFF THE LEFT MAIN AND NOSE GEAR. 20000205042079A (-23) FEBRUARY 5, 2000, AT 1550, A WHEEL EQUIPPED CESSNA 206 AIRPLANE, N756HG, WAS DESTROYED WHEN THE AIRPLANE COLLIDED WITH REMOTE, SNOW COVERED TERRAIN, 30 MILES WEST OF ILIAMNA. THE FLIGHT WAS OPERATED BY ILIAMNA AIR TAXI INC. THE FLIGHT WAS BEING CONDUCTED UNDER TITLE 14, CFR PART 135, ON DEMAND, WHEN THE ACCIDENT OCCURRED. THE COMMERCIAL PILOT AND FIVE PASSENGERS, ALL RECEIVED FATAL INJURIES. FLIGHT SERVICE FLIGHT FOLLOWING PROCEDURES WERE IN EFFECT. THE FLIGHT ORIGINATED AT THE ILIAMNA AIRPORT, ILIAMNA ALASKA AT 1531 ENROUTE TO KOLIGANEK, ALASKA. FLIGHT SERVICE NOTIFIED THE COMPANY THAT THE ACCIDENT AIRCRAFT WAS OVERDUE. A COMPANY AERIAL SEARCH WAS INITIATED AT 1800, THE FLIGHT WAS OFFICIAL REPORTED OVERDUE TO THE FAA AT 1930 A SEARCH WAS BEGUN AND THE ACCIDENT AIRCRAFT LOCATED THE NEXT DAY, FEBRUARY 6, 2000 AT 1309 ALONG THE ROUTE OF FLIGHT. NO ELT HAD BEEN RECEIVED FROM THE AIRCRAFT. THE CLOSEST WEATHER REPORTING STATION IS ILIAMNA, ALASKA REPORTED CEILING BROKEN AT 4200, OVERCAST 4900, VISIBILITY OF 10 MILES; WIND 150/10, TEMP/DEWPOINT 2/0. 20000206001219I (-23) ON CLIMB OUT PILOT REPORTED FAILURE OF PRIMARY AND ALTERNATE TRIM. RETURNED TO RNO WITHOUT INCIDENT. PILOT REPORTED TRIM STARTED TO WORK ON APPROACH BUT FAILED AGAIN. MAINTENANCE FOUND PRIMARY TRIM MOTOR FAILED AND ALTERNATE TRIM SWITCH SLIGHTLY OUT OF RIG. PRIMARY TRIM MOTOR REPLACED. PILOT AND COPILOT TRIM SWITCHES, ALTERNATE TRIM MOTOR, AND ALTERNATE TRIM SWITCH REPLACED AS PRECAUTIONARY. MAINTENANCE TESTED PER MANUAL AND FOUND SATISFACTORY. 20000206002199I (-23) THE AIRCRAFT DEPARTED HARRISON, AR, FOR DTN, ^PRIVACY DATA O^ PILOT STATES HE MISJUDGED ALTITUDE ON FINAL, STRIKING TOPS OF BARE SWEETGUM TREES SHORT OF RUNWAY. HE ADDED THAT THE VASI FOR RWY 14 HAD BEEN REMOVED AND THE NEW PPAPI NOT INSTALLED. HE CONTINUED THE APPROACH AND MADE AN UNEVENTFUL LANDING. LOUISIANA DEPARTMENT OF AVIATION OFFICIALS CONDUCTED INDEPENDENT INVESTIGATION THAT RESULTED IN FURTHER DISPLACEMENT OF THE LANDING THRESHHOLD, TRIMMING OF THE TREES UNDER THE APPROACH GLIDE PATH AND INSTRUCTIONS TO THE AIRPORT TO INSTALL THE PAPI. 20000206002469I ON SUNDAY, FEBRUARY 6, 2000, AT 1215 EST, A CESSNA 150L, N1277Q, OPERATED BY MR. SAMUEL DIXION, A STUDENT PILOT ON A SOLO FLIGHT CAME TO AN UNSCHEDULE STOP, AFTER LANDING ON DUNDEE AIRPOT'S SOD RUNWAY 19 WITH A WESTERLY CROSS WIND. THE AIRPLANE BECAME AIRBORNE AND THE LEFT MAIN GEAR STRUCK A SNOW BANK ON THE LEFT SIDE OF RUNWAY 19. THE IMPACT MADE THE AIRCARFT TURN A HUNDRED AND EIGHTY DEGREES FRON THE DIRECTION IT WAS TRAVELING. THE NOSE GEAR COLLAPSED ON IMPACTING THE SNOW BANK AND THE RIGHT WING TIP WAS DAMAGED WHEN IT CONTACTED THE SNOW. THE NOSE WHEEL FOLDED TO THE LEFT AND UNDER THE AIRCRAFT. THERE WERE NO INJURIES. THE PILOT WAS THE ONLY SOLE ON BOARD THE AIRCRAFT. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE RIGHT WING TIP, AIRCRAFT NOSE WHEEL AND ENGINE MOUNT. THE PROPELLER BLADES WERE BEND. THE AIRCRAFT WAS REMOVED FROM THE RUNWAY BEFORE THE INVESTIGATOR WAS NOTIFIED OF THE INCIDENT AND PLACED IN AN AIRCRAFT HANGER AT DUNDEE AIRPORT FOR FUTURE REPAIRS. THE INCIDENT IS CONSIDERED CLOSED. 20000206002489I ON SUNDAY, FEBRUARY 6, 2000, AT 1430 EST, A PIPER PA 22, N3774A, OPERATED BY MR. BRAIN SMITH, A COMMERCIAL PILOT ON A PERSONAL LOCAL SIGHT SEEING FILGHT EXPERIENCED ENGINE PROBLEMS. AFTER DEPARTING JAMESTOWN AIRPORT, MR. SMITH AND HIS FRIEND WERE INTO THE FLIGTH FOR ABOUT TEN MINTUES WHEN HE DECIDED TO FLY BY DART FIELD AIRPROT. MR. SMITH DESCENDED TO THE AIRPORT AND WAS MAKING A LOW PASS OVER RUNWAY 31. WHEN HE ADDED POWER FOR THE CLIMB OUT THE ENGINE QUIT RUNNING. THERE ARE POWER LINES AND HOUSES AT THE END OF THE RUNWAY. MR. SMITH ELECTED TO LAND ON AN OPEN, SNOW-COVERED FIELD. HE MADE A NORMAL LANDING ON THE MAIN WHEELS. WHEN HE LOWER THE NOSE WHEEL, IT DUG INTO THE SNOW AND THE AIRPLANE FLIPPED OVER. THERE WERE NO INJURIES. THE NOSE GEAR COLLAPSED, THE LEFT WING TIP WAS DENTED AND THE PROPELLER BLADES WERE BNET. THE AIRCRAFT WAS REMOVED FROM THE FIELD BEFORE THE INVESTIGATOR WAS NOTIFIED OD THE INCIDENT. THE AIRCRAFT WAS TOWED FROM THE FIELD TO A PLACE OUTSIDE THE AIRCRAFT HANGER AT DART FIELD AIRPORT FOR FUTURE REPAIRS. THIS INCIDENT IS CONSIDERED CLOSED. 20000206003119I WHILE LANDING, THE PILOT NOTICED THAT THE NOSE GEAR GREEN INDICATOR HAD BEEN EXTINGUISHED AND THAT THE PROPELLER HAD STRUCK THE RUNWAY. HE DETERMINED THAT HE SHOULD RAISE THE GEAR IN ORDER TO REDUCE THE DAMAGE. THIS WAS COMPLETED, THE GEAR RETRACTED AND THE AIRCRAFT LANDED ON THE BELLY. 20000206003219I PILOT LANDED GEAR UP, WHEN AIRCRAFT WAS ON JACKS IN HANGER, GEAR SYSTEM FUNCTIONED NORMALLY, EMERGENCY EXTENSION AND OVERIDE SYSTEM ALSO FUNCTIONED NORMALLY. 20000206003329I PILOT IN COMMAND WAS MAKING A NORMAL APPROACH FOR LANDING WHEN THE WIND SHIFTED AND BLEW THE SIRCRAFT INTO AN ANTENNA TOWER. THE PIC ATTEMPTED TO USE THE AIRCRAFT BURNERS TO FREE THE AIRCRAFT FROM THE TOWER BUT WAS UNABLE DUE TO THE RESTRICTIONS OF THE GUY WIRES OF THE TOWER. THE PASSENGER AND THE PIC WERE RESCUED FRON THE GONDOLA OF THE BALLOON BY THE FIRE EXTENSION LADDER. 20000206005679A (-23) ON FEBRUARY 6, 2000, AT 1709 EDT, A CESSNA 172, N171RA, REGISTERED TO CIRRUS AVIATION, TAXIED TO THE RUN UP AREA, FOR THE PURPOSE OF FLIGHT, WHERE THE PILOT HAD A FATAL HEART ATTACK, AT SARASOTA AIRPORT, SARASOTA, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE AIRCRAFT RECEIVED NO DAMAGE AND THE TWO PASSENGERS WERE NOT INJURED. ON 2/7/2000, AT 8:31 AM MR. TIM MONVILLE OF MIAMI, NTSB CALLED AND STATED: "THE NTSB WAS NOT GOING TO DO ANYTHING WITH THIS CASE." 20000206006399A (-23) AIRMAN TOOK OFF FROM LIVERMORE AIRPORT FOR LOCAL FLIGHT. UPON RETURN TO AIRPORT WAS CLEARED TO LAND ON 7R. WINDS WERE REPORTED FROM 030 AT 11 KNOTS, SKY WAS CLEAR. UPON INITIAL CONTACT WITH RUNWAY WITH ALL GEAR AT THE SAME TIME THE A/C BOGGLED A LITTLE SO HE LEVELED THE A/C TO STABILIZE AND DETERMINE WHETHER TO CONTINUE THE LANDING OR ABORT FOR A GO-AROUND. THE NEXT THING HE KNEW HE WAS OFF TO THE SIDE OF THE RUNWAY. THE A/C GROUND LOOPED AT THE RIGHT OF THE RUNWAY. HE CUT POWER, FUEL, AND EXITED THE A/C. SPINNER DENTED, FOWARD ENGINE COWL CRACKED AT THE 5 O'CLOCK POSITION, ENGINE-FRAME, COWL FRAME MOUNT CRACKED, RIGHT ENGINE MOUNT BENT, PBOTHROPS BROKEN OFF AT SPINNER. LEFT ENTRANCE-LOWER DOOR FRAME BENT. (.4)ON FEBRUARY 6, 2000, AT 1234 HOURS PACIFIC STANDARD TIME, AN AMATEUR-BUILT LUTES KITFOX II, N91EL, GROUND LOOPED DURING LANDING ON RUNWAY 7R AT THE LIVERMORE, CALIFORNIA, AIRPORT. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERICAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOC AL AREA PERSONAL FLIGHT, WHICH ORIGINATED FROM THE LIVERMORE AIRPORT AT 1145 ON THE MORNING OF THE ACCIDENT. ACCORDING TO THE PILOT, THE AIRPLANE TOUCHED DOWN ON RUNWAY 7R AND THE CROSSWIND PICKED UP THE RIGHT WING. HE SAID THAT ONCE THE WING LIFTED HE WAS UNABLE TO COMPENSATE AND THE AIRPLANE VEERED SUDDENLY TO THE RIGHT AND GROUND LOOPED. HE SAID THAT WERE NO MECHANICAL MALFUNCTIONS WITH THE AIRPLANE. THE WINDS AT THE TIME WERE FROM 050 DEGREES AT 11 KNOTS. 20000206013159A (-23) PILOT WAS LANDING AIRCRAFT AT RED LION AIRPORT. PILOT STATED THAT A GUST OF WIND CAUSED HIM TO LOSE CONTROL OF THE AIRCRAFT AND GO OFF THE SIDE OF THE RUNWAY. 709 LETTER INITIATED. 20000206023329I (-23)SMOKE IN THE CABIN ON 1.5 MILES FINAL TO IND. LANDED AND CLEARED RUNWAY. SECURED BOTH ENGINES ON TAXIWAY AND EVACUATED 8 PAX THROUGH THE MAIN CABIN DOOR. SMOKE CAUSED BY FAILED PROP DOME SEAL ON RT POR. PROP DOME SEAL REPLACED AND AIRCRAFT RETURNED TO SERVICE. 20000207000329I (-23) PILOT WAS FLYING A CESSNA 210 FOR AIR CARRIERS, INC. ON A REPOSITIONING FLIGHT FROM ALBANY, GEORGIA TO VALDOSTA, GEORGIA. THE FLIGHT DEPARTED ALBANY AND WAS IN A CLIMBING THROUGH 3000 FEET WHEN THE ENGINE BEGAN TO RUN IRREGULAR. THE PILOT SWITCHED TANKS BUT THE ENGINE QUIT. THE PILOT WAS ABLE TO MAKE A SUCCESSFUL EMERGENCY LANDING ON A FARMERS FIELD. THERE WERE NO DAMAGE TO THE AIRCRAFT AND NO INJURIES TO THE PILOT OR GROUND PERSONNEL. AN AIRCRAFT MECHANIC INSPECTED THE AIRCRAFT AND FOUND THAT THE AIRCRAFT HAD ABOUT ONE PINT OF FUEL IN THE LOW POINT DRAIN AND NO FUEL IN EITHER OF THE WING TANKS. THE AIRCRAFT WAS THEN FUELED, A RUN UP WAS CONDUCTED, THE AIRCRAFT WAS THEN TEST FLOWN SUCCESSFULLY. A TOTAL OF EIGHTY FIVE GALLONS OF FUEL TOPPED OFF THE FUEL TANKS. THE AIRCRAFT WAS RETURNED TO SERVICE. 20000207000399I (-23) THE INSTRUCTION FLIGHT DEPARTED RUNWAY 23 AT ABOUT NOON TO PRACTICE CROSSWIND LANDINGS WITH EXISTING WINDS AT 7-10 KNOTS FROM ABOUT 300 DEGREES. THE STUDENT PILOT WHO WAS OPERATING THE CONTROLS ALLOWED THE AIRPLANE TO DRIFT TO THE RUNWAY'S LEFT FLANK DURING THE LANDING FLARE, AND CORRECTION WAS APPLIED TO COMPENSATE FOR THE DRIFT. THE INSTRUCTOR NOTICED THAT THE AIRSPEED WAS LOW AND THAT INSUFFICIENT CORRECTION ALLOWED THE LEFTWARD DRIFT TO CONTINUE. POWER WAS THEN APPLIED TO ABORT THE LANDING BUT THE AIRCRAFT SETTLED IINTO THE SNOW BORDERING THE ENTIRE RUNWAY. THERE WAS PROPELLER AND NOSE GEAR DAMAGE TO THE AIRPLANE BUT NO INJURIES TO THE PILOTS. 20000207000511A (.19) ON FEBRUARY 7, 2000, AT 0950 HOURS PACIFIC STANDARD TIME, AN AMATEUR-BUILT GRAY QUESTAIR VENTURE, N869DG, COLLIDED WITH A BELLANCA 8GCBC, N86801, NEAR SYLMAR, CALIFORNIA. N869DG WAS MANEUVERING TO LAND AT THE VAN NUYS, CALIFORNIA, AIRPORT. N86801 WAS OPERATING AS PIPELINE 801 FOR CRUDE OIL PIPELINE PATROL AND WAS ORBITING OVER A CONSTRUCTION SITE NEAR THE POINT OF THE COLLISION. BOTH AIRCRAFT WERE OPERATING UNDER 14 CFR PART 91, AND WERE IN CONTACT WITH THE VAN NUYS AIR TRAFFIC CONTROL TOWER. BOTH AIRCRAFT WERE DESTROYED IN THE COLLISION AND GROUND IMPACT. THE AIRLINE TRANSPORT PILOT AND PASSENGER IN N869DG SUSTAINED FATAL INJURIES. THE AIRLINE TRANSPORT PILOT AND THE PASSENGER, WHO HELD A PRIVATE PILOT CERTIFICATE, IN N86801 BOTH RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OF THE QUESTAIR AND NO FLIGHT PLAN WAS FILED. THE QUESTAIR FLIGHT ORIGINATED AT LA VERNE, CALIFORNIA, ON THE MORNING OF THE ACCIDENT. THE BELLANCA PIPELINE PATROL FLIGHT ORIGINATED AT BAKERSFIELD, CALIFORNIA, ON THE MORNING OF THE ACCIDENT AND A COMPANY FLIGHT PLAN WAS FILED. THE PILOT OF N86801 CONTACTED THE VAN NUYS CONTROL TOWER AT 0942, STATING " NEWHALL PASS WE'LL BE HERE FOR ABOUT 5 MINUTES." THE TOWER APPROVED THE REQUEST AND THEY ASSIGNED A TRANSPONDER CODE, WHICH THE PILOT VERIFIED. SUBSEQUENT INVESTIGATION DISCLOSED THAT THE AIRPLANE WAS ORBITING IN LEFT TURNS AT 2,000 FEET MEAN SEA LEVEL (MSL) OVER A CONSTRUCTION SITE WHERE EARTH MOVERS WERE MOVING DIRT. THE CONSTRUCTION SITE'S LOCATION WAS 6.3 MILES NORTH OF THE AIRPORT AND IN LINE WITH THE LOCALIZER (EXTENDED CENTERLINE) TO THE ACTIVE RUNWAY 16R. THE CONSTRUCTION SITE IS OVER AN UNDERGROUND CRUDE OIL PIPELINE. AT 0948, N869DG CALLED THE TOWER AND REPORTED IT'S LOCATION AS "NORTH OF SAN FERNANDO RESERVOIR WITH ROMEO" (SAN FERNANDO RESERVOIR IS A DESIGNATED REPORTING POINT FOR TRAFFIC ARRIVING TO THE AIRPORT AND IS IN THE APPROXIMATE VICINITY OF THE COLLISION SITE). N869DG WAS ADVISED BY CONTROLLERS TO MAKE A STRAIGHT-IN APPROACH TO RUNWAY 16R AND WAS GIVEN A TRANSPONDER CODE FOR RADAR IDENTIFICATION. THE PILOT VERIFIED THE CODE ASSIGNMENT AND THERE WAS NO FURTHER CONVERSATION WITH EITHER AIRPLANE. THE HIGH POINT OF TERRAIN IN THE ACCIDENT AREA WAS MEASURED TO BE 1,400 FEET MSL. ACCORDING TO PRELIMINARY RADAR DATA, BOTH AIRPLANES WERE ABOUT 2,000 FEET MSL AT T HE TIME OF COLLISION. (.4) ON FEBRUARY 7, 2000, AT 0950 HOURS PACIFIC STANDARD TIME, AN AMATEUR-BUILT GRAY QUESTAIR VENTURE, N869DG, COLLIDED WITH A BELLANCA 8GCBC, N86801, NEAR SYLMAR, CALIFORNIA. N869DG WAS MANEUVERING TO LAND AT THE VAN NUYS, CALIFORNIA, AIRPORT. N86801 WAS OPERATING AS PIPELINE 801 FOR CRUDE OIL PIPELINE PATROL AND WAS ORBITING OVER A CONSTRUCTION SITE NEAR THE POINT OF THE COLLISION. BOTH AIRCRAFT WERE OPERATING UNDER 14 CFR PART 91, AND WERE IN CONTACT WITH THE VAN NUYS AIR TRAFFIC CONTROL TOWER. BOTH AIRCRAFT WERE DESTROYED IN THE COLLISION AND GROUND IMPACT. THE AIRLINE TRANSPORT PILOT AND PASSENGER IN N869DG SUSTAINED FATAL INJURIES. THE AIRLINE TRANSPORT PILOT AND THE PASSENGER, WHO HELD A PRIVATE PILOT CERTIFICATE, IN N86801 BOTH RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OF THE QUESTAIR AND NO FLIGHT PLAN WAS FILED. THE QUESTAIR FLIGHT ORIGINATED AT LA VERNE, CALIFORNIA, ON THE MORNING OF THE ACCIDENT. THE BELLANCA PIPELINE PATROL FLIGHT ORIGINATED AT BAKERSFIELD, CALIFORNIA, ON THE MORNING OF THE ACCIDENT AND A COMPANY FLIGHT PLAN WAS FILED. THE PILOT OF THE CITABRIA CONTACTED THE VAN NUYS CONTROL TOWER AT 0942 STATING "NEWHALL PASS WE'LL BE HERE FOR ABOUT 5 MINUTES." THE TOWER APPROVED THE REQUEST AND THEY ASSIGNED A TRANSPONDER CODE OF 0222. A SUBSEQUENT INVESTIGATION DISCLOSED THAT THE AIRPLANE WAS ORBITING IN LEFT TURNS ABOUT 2,000 FEET MEAN SEA LEVEL (MSL) OVER A CONSTRUCTION SITE WHERE EARTH MOVERS WERE MOVING DIRT. THE CONSTRUC 20000207000512A (-23) A FRONT QUARTERING HEAD ON MIDAIR COLLISION OCCURRED BETWEEN A QUESTAIR VENTURE (N869DG) AND A BELLANCA CITABRIA 8GCBC (N86801) 6.3, MILES NORTH OF THE VAN NUYS AIRPORT (VNY). RADAR INDICATES N86801 WAS MANEUVERING OVER A CONSTRUCTION SITE AT 2000 FEET ON A HEADING OF APPROSIMATELY 394 DEGREES AT 87 KNOTS. N869DG HAD JUST COMPLETED A DESCENDING LEFT TURN INSIDE A MOUNTAIN RANGE WITH SPEEDS IN EXCESS OF 200 KNOTS ON A HEADING OF APPROXIMATELY 230 DEGREES ARRIVING AT 2000 FEET MOMENTS BEFORE IMPACT. N86801 WAS OPERATING AS PIPELINE 801, ON A DISCREET TRANSPONDER CODE AND IN CONTACT WITH THE VNY ATCT. N869DG, HAD ESTABLISHED RADIO CONTACT WITH VNY ATCT, WAS ASSIGNED AND ACKNOWLEDGED A TRANSPONDER CODE, THERE WAS NO FURTHER CONVERSATION WITH EITHER AIRCRAFT. THE TERRAIN IN THE ACCIDENT AREA IS MEASURED TO BE 1400 FEET. (.19) ON FEBRUARY 7, 2000, AT 0950 HOURS PACIFIC STANDARD TIME, AN AMATEUR-BUILT GRAY QUESTAIR VENTURE, N869DG, COLLIDED WITH A BELLANCA 8GCBC, N86801, NEAR SYLMAR, CALIFORNIA. N869DG WAS MANEUVERING TO LAND AT THE VAN NUYS, CALIFORNIA, AIRPORT. N86801 WAS OPERATING AS PIPELINE 801 FOR CRUDE OIL PIPELINE PATROL AND WAS ORBITING OVER A CONSTRUCTION SITE NEAR THE POINT OF THE COLLISION. BOTH AIRCRAFT WERE OPERATING UNDER 14 CFR PART 91, AND WERE IN CONTACT WITH THE VAN NUYS AIR TRAFFIC CONTROL TOWER. BOTH AIRCRAFT WERE DESTROYED IN THE COLLISION AND GROUND IMPACT. THE AIRLINE TRANSPORT PILOT AND PASSENGER IN N869DG SUSTAINED FATAL INJURIES. THE AIRLINE TRANSPORT PILOT AND THE PASSENGER, WHO HELD A PRIVATE PILOT CERTIFICATE, IN N86801 BOTH RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OF THE QUESTAIR AND NO FLIGHT PLAN WAS FILED. THE QUESTAIR FLIGHT ORIGINATED AT LA VERNE, CALIFORNIA, ON THE MORNING OF THE ACCIDENT. THE BELLANCA PIPELINE PATROL FLIGHT ORIGINATED AT BAKERSFIELD, CALIFORNIA, ON THE MORNING OF THE ACCIDENT AND A COMPANY FLIGHT PLAN WAS FILED. THE PILOT OF N86801 CONTACTED THE VAN NUYS CONTROL TOWER AT 0942, STATING "NEWHALL PASS WE'LL BE HERE FOR ABOUT 5 MINUTES." THE TOWER APPROVED THE REQUEST AND THEY ASSIGNED A TRANSPONDER CODE, WHICH THE PILOT VERIFIED. SUBSEQUENT INVESTIGATION DISCLOSED THAT THE AIRPLANE WAS ORBITING IN LEFT TURNS AT 2,000 FEET MEAN SEA LEVEL (MSL) OVER A CONSTRUCTION SITE WHERE EARTH MOVERS WERE MOVING DIRT. THE CONSTRUCTION SITE'S LOCATION WAS 6.3 M ILES NORTH OF THE AIRPORT AND IN LINE WITH THE LOCALIZER (EXTENDED CENTERLINE) TO THE ACTIVE RUNWAY 16R. THE CONSTRUCTION SITE IS OVER AN UNDERGROUND CRUDE OIL PIPELINE. AT 0948, N869DG CALLED THE TOWER AND REPORTED IT'S LOCATION AS "NORTH OF SAN FERNANDO RESERVOIR WITH ROMEO" (SAN FERNANDO RESERVOIR IS A DESIGNATED REPORTING POINT FOR TRAFFIC ARRIVING TO THE AIRPORT AND IS IN THE APPROXIMATE VICINITY OF THE COLLISION SITE). N869DG WAS ADVISED BY CONTROLLERS TO MAKE A STRAIGHT-IN APPROACH TO RUNWAY 16R AND WAS GIVEN A TRANSPONDER CODE FOR RADAR IDENTIFICATION. THE PILOT VERIFIED THE CODE ASSIGNMENT AND THERE WAS NO FURTHER CONVERSATION WITH EITHER AIRPLANE. THE HIGH POINT OF TERRAIN IN THE ACCIDENT AREA WAS MEASURED TO BE 1,400 FEET MSL. ACCORDING TO PRELIMINARY RADAR DATA, BOTH AIRPLANES WERE ABOUT 2,000 FEET MSL AT THE TIME OF COLLISION. 20000207000709A (.19) ON FEBRUARY 7, 2000, AT 1130 HOURS PACIFIC STANDARD TIME, A CESSNA 172N, N739GQ, VEERED OFF THE RUNWAY DURING THE TAKEOFF PORTION OF A TOUCH-AND-GO, AND IMPACTED TREES AT THE BERMUDA DUNES, CALIFORNIA, AIRPORT. THE AIRPLANE, OPERATED BY BERMUDA DUNES AIR SERVICES AS AN INSTRUCTIONAL FLIGHT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE INSTRUCTIONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT, AND WAS SCHEDULED TO TERMINATE AT THE SAME AIRPORT. IN AN INTERVIEW WITH A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE STUDENT PILOT REPORTED THAT HE HAD BEEN PRACTICING TOUGH-AND-GO TAKEOFFS AND LANDINGS. HE STATED THAT THERE WERE NO DISCREPANCIES NOTED WITH THE FIRST TWO TOUCH-AND-GO LANDINGS. ON THE THIRD TOUCH-AND-GO LANDING HE NOTED THAT HE WAS A LITTLE OFF CENTERLINE. ON THE TAKEOFF ROLL THE AIRPLANE VEERED TO THE RIGHT OF THE RUNWAY. THE STUDENT PILOT STATED THAT HE FORGOT THAT HE WAS IN AN AIRPLANE AND TURNED THE YOKE TO THE LEFT, BUT DID NOT USE LEFT RUDDER INPUT. THE AIRPLANE CONTINUED TO VEER TO THE RIG HT AND THE RIGHT WING TIP IMPACTED A TREE LINE. THE PILOT REPORTED NO DISCREPENACIES WITH THE AIRPLANE OR THE ENGINE. (-23) ON 2/7/2000, CESSNA 172N, N739GQ, WAS INVOLVED IN A SERIES OF TAKE OFF AND LANDINGS AT BERMUDA DUNES (UDD) AIRPORT. ON THE THIRD LANDING, DURING LANDING ROLL OUT, THE STUDENT PILOT LOST CONTROL OF THE A/C WHICH VEERED OFF THE RIGHT HAND SIDE OF THE RUNWAY WHERE THE RIGHT WING TIP CAUGHT SOME LARGE BUSHES WHICH SPUN THE A/C AROUND. THE FORCE OF THIS SPIN CAUSED THE LEFT WING TIP TO IMPACT THE GROUND PRIOR TO THE A/C COMING TO A STOP. THIS IMPACT BUCKLED THE LEFT WING UPWARD AT APPROX. THREE FEET OUTBOARD OF THE FUSELAGE CAUSING SUBSTANTIOAL DAMAGE. ACCORDING TO THE STUDENT PILOT, WHEN HE TOUCHED DOWN ON HIS THIRD LANDING, THE A/C WAS TO THE RIGHT OF CENTERLINE AND WAS VEERING FURTHER TO THE RIGHT DURING LANDING ROLL OUT. HE SAID THAT HE BASICALLY JUST TRIED TO STEER THE A/C LIKE HE WAS DRIVING A CAR BY USING THE CONTROL WHEEL INSTEAD OF THE RUDDER PETALS AND TURNING IT TO THE LEFT TO TRY TO MOVE THE A/C BACK TOWARDS THE CENTERLINE. HE SAID THAT HE EVEN MOMENTARILY APPLIED ENGINE POWER WHILE TURNING THE CONTROL WHEEL. HE STATED THAT IN THE SECONDS IT TOOK FOR HIM TO REALIZE THE MISTAKE HE MADE, THE AIRCRAFT HAD ALREADY IMPACTED THE BUSHES, SPUN AROUND AND CAME TO A STOP, WHEN HE THEN SHUT OFF THE ENGINE. HE STATED THAT HE HAD TO EXIT THE AIRCRAFT FROM THE COPILOTS DOOR BECAUSE THE PILOTS DOOR WAS JAMMED SHUT DUE THE LEFT WING IMPACTING THE GROUND DURING THE SPIN. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. (.4)ON FEBRUARY 7, 2000, AT 1130 HOURS PACIFIC STANDARD TIME, A CESSNA 172N, N739GQ, VEERED OFF THE RUNWAY DURING THE TAKEOFF PORTION OF A TOUCH-AND-GO, AND IMPACTED TREES AT THE BERMUDA DUNES, CALIFORNIA, AIRPORT. THE AIRPLANE, OPERATED BY BERMUDA DUNES AIR SERVICES AS AN INSTRUCTIONAL FLIGHT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE SOLO INSTRUCTIONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT HAD ORIGINATED AT 1100, AND WAS SCHEDULED TO TERMINATE AT THE SAME AIRPORT. IN THE STUDENT PILOT'S WRITTEN REPORT TO THE SAFETY BOARD HE STATED THAT HE HAD BEEN PRACTICING TOUCH-AND-GO TAKEOFFS AND LANDINGS. NO DISCREPANCIES WERE NOTED WITH THE FIRST TWO TOUCH-AND-GO'S. ON THE THIRD TOUCH-AND-GO LANDING, H E RAISED THE FLAPS, APPLIED FULL THROTTLE, AND ENGAGED THE CARBURETOR HEAT. HE NOTED THAT HE WAS RIGHT OF CENTERLINE AND TRIED TO STEER THE AIRPLANE BACK ONTO THE RUNWAY. THE RIGHT WING STRUCK A TREE LIMB, TURNED THE AIRPLANE 90 DEGREES, THE LEFT WING STUCK THE GROUND, AND CAME TO A STOP. THE PILOT FURTHER INDICATED THAT HE HAS A TOTAL TIME OF 30 HOURS IN ALL AIRCRAFT, AND THAT THERE WERE NO DISCR 20000207001249I (-23) PILOTS OF N6341T MADE CONTACT WITH TAIL OF N4071S WHILE TAXIING. PROP SHEARED OFF MOST OF CONTROL SURFACES ON THE TAIL. 20000207002849I ON FEBRUARY 7, 2000, AT APPROXIMATELY 1615 EST, A CESSNA 210, N450EM, REGISTERED TO NSN AVIATION, INC., AND OPERATED BY THE PILOT AS A 14 CFR PART 91 TRAINING FLIGHT, LANDED WITH THE GEAR UP AT TRENTON/MERCER COUNTY AIRPROT, TRENTON, NJ (KTTN). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A INSTRUMENT FLIGHT PLAN WAS FILED. THE AIRCRAFT SUFFERED MINOR DAMAGE. THE FLIGHT INSTRUCTOR PILOT AND HIS STUDENT PILOT WERE NOT INJURIED. DURING THE POST INCIDNET INVESTIGATION, THE PILOT PROVIDED STAEMENTS WHICH CONTRIBUTED TO THE INVESTIGATION. THE FLIGHT HAD DEPARTED FROM TRENTON/MECER COUNTY AIRPORT AT APPROX. 1145AM AND ENROUTE TO LEHIGH VALLEY INTERNATIONAL AIRPORT, ALLENTOWN, PA (KABE) TO PERFORM AN INTRUMENT LOC BACK COURSE APPROACH 24 AT ABE. DURING THAT APPROACH THE PILOT STAED THAT HE COULD NOT FULLY EXTEND THE MAIN LANDING GEAR. ATC WAS INFORMED AND A MISSED APPROACH WAS EXECUTED. THE PILOT STATED THAT HE CIRCLED THE SIRPORT AND WHILE ON THE APPROACH TO RUNWAY 6 AT ABE AGAIN ATTEMPED TO LOWER THE MAIN LANDING GEARBOTH ELECTRICALLY AND VIA EMERGENCY PROCEDURES, BUT TO NO AVAIL. THE PILOT ADVISED ATC AND CANCLED IFR CLEARANCE. THE ARICRAFT WAS HANDED OFF TO PHIADELPHIA APPROACH AND THE PILOT REQUESTED HOLDING TO TROUBLESHOOT THE GEAR MALFUNCTION OVER ARD VOR. THE PILOT STATED THAT FOR APPROXIMATELY 3 HOURS BOTH HE AND A CHASE AIRCRAFT CARRYING A MECHANIC ON BOARD TRIED TO RESOLVE THE LANDING GEAR MALFUNCTION. POST INCIDENT STATEMENTS MADE BY THE PILOT ALSO INDICATED THAT HE SERVICED THE HYRAULIC SYSTEM WITH RUG CLEANING FLUID, DISMANTLED PART OF THE CENTER INSTRUMENT PANEL, REMOVED THE ELECTRICAL SWICH FOR THE GEAR MOTOR FROM THE INSTRUMENT PANEL, REPAIRED DEFECTIVE WIRING AT THE HYDRAULIC POWER PACK, AND ATTEMPTED TO PULL THE GEAR TO THE DOWN AND LOCKED POSITION WITH AN ELECTRICAL EXTENSION CORD WHILE LEANING OUT OF THE AIRCRAFT. ALL THESE ATTEMPTS FAILED. THE AIRCRAFT LANDED KTTN AT APPROXIMATELY 1615 EST GEAR-UP. ON SITE INVESTIGATION REVEALED DAMAGE TO THE SIRCRAFT INCLUDED: A PROP STRIKE, SUDDEN ENGINE STOPPAGE AND FUSELAGE BELLY SKIN DAMAGE. ADDITIONALLY DME AND TRANSPONDER ANTENNAS WERE ALSO SHAVED OFF DURING THE LANDING. SUBSEQUENT INVESTIGATION DETERMINED A HYDRULIC POWER PACK/ELECTRICAL PRESSURE SWITCH SOLEMOID FAILURE PREVENTING THE MAIN GEAR DOWN LOCKS FORM GOING OVER CINETER TO EXCEPT THE MAIN GEAR INTO THE LOCKS. ADDITIONALLY, ALTHOUGH NOT ATTRIBUTED TO THE GEAR FAILURE THE PILOT CONTAMINATED THE HYDRAULIC SYSTEM COMPONENTS WHEN HE ELECTED TO SERVICE THE HYDRULIC RESERVOIR WITH "BLUE CORAL DRI-CLEAN" RUG CLEANER. AEA-FSDO-17 WILL ADDRESS THE LANDING GEAR MALFUNCTION THROUGH THE SAFETY RECOMMENDATION PROCESS. THE PILOTS ACTIONS WERE ALSO DISCUSSED WITH AEA-FSDO-17'S OPERATIONS UNIT SUPERVISOR OFR HIS ACTION IF APPROPRIATE. AEA-FSDO-17 CONSIDERS THIS MATTER CLOSED. 20000207003349I ON 2/07/2000 AT 0900 CST, A PA-44-180, N851ND OPERATED BY THE UNIVERSITY OF NORTH DAKOTA AND FLOWN BY DAVID M. WRIGHT SUSTAINED MINOR DAMAGE WHEN THE LEFT GEAR COLLAPSED DURING TAKEOFF AT GRAFTON, ND. THE FLIGHT INSTRUCTOR INITIATED A SIMULATED ENGINE FAILURE ON TAKEOFF AND RETARDED BOTH MIXTURES WHEN THE STUDENT WAS HESITANT ON RETRADING THROTTLES. IMMEDIATELY THEREAFTER THE LEFT MAIN GEAR COLLAPSED WITH THE AIRCRAFT COMING TO REST ON THE RUNWAY CENTERLINE 180 FEET LATER. THERE WERE NO INJURIES TO THE OCCUPANTS. INSPECTION OF THE AIRCRAFT INDICTED A FRACTURE TO THE LEFT MAIN GEAR OLEO SRTUT CYLINDER, CAUSING THE LEFT MAIN GEAR TO COLLAPSE. THE LEFT PROPELLER BLADES WERE ALSO CURLED AFT. 20000207003729I (-5) ON FEBRUARY 2, 2000, RICHARD MATHEWS, COMMERCIAL PILOT CERTIFICATE NUMBER 288408564, WAS TAXING N119ST, A GRUMMAN MODEL AA-5B AIRCRAFT TO RUNWAY 28R AT THE MONTGOMERY AIRPORT, SAN DIEGO, CA. AS HE NEARED THE END OF THE TAXIWAY, HE APLIED THE AIRCRAFT BRAKES, BUT THE AIRCRAFT DID NOT SLOW DOWN SUFFICENTLY ENOUGH TO PREVENT THE AIRCRAFT FROM DEPARTING THE TAXIWAY AND GOING INTO A DITCH. THE AIRCRAFT RECEIVED MINOR DAMAGE, THE PILOT WAS NOT INJURED, NO FIRE EXISTED. INSPECTION OF THE AIRCRAFT BY MAINTENANCE PERSONNEL FROM A LOCAL FAR 145 AIR AGENCY DETERMINED THAT THE BRAKES DID FUNCTION NORMALLY, NO DISCREPANCIES COULD BE FOUND WITH THE AIRCRAFT. SKID MARKS WERE NOTED ON THE TAXIWAY. THE AIRCRAFT WAS TAXIED BACK TO THE MAINTENANCE FACILITY UNDER IT'S OWN POWER WITH NO BRAKING PROBLEMS NOTED. THE PILOT STATED THAT THIS WAS HIS FIRST SOSL FLIGHT IN THIS MAKE/MODEL AIRCRAFT AFTER RECEIVING DUAL INSTRUCTION ON 01/20/2000. 20000207003739I AT 1258E, ON 2-7-2000, CHAUTAUQUA AIRLINES FLIGHT (CHQA) #4252, A REGISTERED SF-340 ON DESCENT OT PITTSBURGH AIRPORT, RUNWAY 28R, EXPERIENCED LOW ENGINE OIL PRESSURE. THE AIRCRAFT LANDED WITHOUT INCIDENT. THE FLIGHT CREW REPOSITIONED THE AIRCRAFT TO (FWA), FT. WORTH, IN. THE ENGINE WAS REMOVED FOR OIL CONSUMPTION. THE ENGINE TEARDOWN REPORT WILL BE FORWARDED TO THE AIR CARRIERS, PMI. PMI IS AWARE OF THIS INCIDENT. 20000207007319A (-23) PILOT WAS LANDING ON RUNWAY 36, WITH THE WINDS REPORTED FROM 280 @ 8 TO 10 KTS. DURING LANDING STUDENT PILOT ENCOUNTERED A GUST OF WIND AND FAILED TO COMPENSATE AND LOSS CONTROL OF AIRCRAFT. NO INJURY TO PILOT AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. (.4)ON FEBRUARY 7, 2000, ABOUT 1435 CENTRAL STANDARD TIME, A CESSNA 172R, N2630B, REGISTERED TO DOUGLAS AVIATION, INC., OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, CRASHED DURING A LANDING AT OLIVE BRANCH, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED FROM THE SAME AIRPORT ABOUT 55 MINUTES BEFORE THE ACCIDENT. ACCORDING TO THE ASSISTANT CHIEF FLIGHT INSTRUCTOR FOR THE FLIGHT SCHOOL, THE STUDENT PILOT WAS CONDUCTING PRACTICE LANDINGS WHEN HE OVERCORRECTED FOR A CROSSWIND CONDITION AND RAN OFF THE SIDE OF THE RUNWAY, COLLIDING WITH A RUNWAY SIGN. ACCORDING TO THE STUDENT PILOT, HE HAD MADE ONE SUCCESSFUL TOUCH-AND-GO LANDING, AND THE ACCIDENT HAPPENED ON HIS SECOND LANDING, AT TOUCHDOWN. UPON MAIN LANDING GEAR TOUCHD OWN, THE AIRPLANE SWERVED LEFT AND HE CORRECTED WITH RIGHT RUDDER. UPON APPLICATION OF RIGHT RUDDER, THE RIGHT MAIN LANDING GEAR CAME OFF THE GROUND, AND HE THEN APPLIED HEAVY BRAKING TO BOTH MAIN WHEELS. THE AIRPLANE EXITED THE RUNWAY AND THE RIGHT MAIN LANDING GEAR COLLAPSED AS IT COLLIDED WITH A TAXIWAY SIGN. THE AIRPLANE CAME TO REST ON ITS RIGHT SIDE, SEVERELY BENDING THE RIGHT HORIZONTAL STABILIZER. HE STATED THAT HE EXPERIENCED NO MECHANICAL MALFUNCTIONS WITH THE AIRPLANE ON LANDING, AND THAT HE MAY HAVE INADVERTENTLY STEPPED ON THE LEFT TOE BRAKE. INSPECTION OF THE AIRPLANE BY FAA PERSONNEL REVEALED NO EVIDENCE OF PRECRASH ABNORMALITIES WITH THE FLIGHT CONTROLS. THE RIGHT MAIN LANDING GEAR AND THE NOSE GEAR REVEALED GROUND COLLISION DAMAGE, BUT THERE WAS NO EVIDENCE OF PROPELLER DAMAGE. THE RIGHT HORIZONTAL STABILIZER SPAR WAS BROKEN. 20000207008229A (-23) WHILE RETRACTING GEAR AFTER TAKEOFF, PIC HEARD STRANGE NOISE. APPROACH INTO FLG. GEARDOWN, NO NOSE GEAR LIGHT BUT MAINS DOWN. PERFORMED LOW APPROACH, FLG TOWER VERIFIED NOSE GEAR HANGING @45 DEGREES. EXECUTED GEAR UP LANDING. INSPECTION OF A/C REVEALED THAT EYELET OF THE RETRACTION ROD HAD SHEARED. (.4) ON FEBRUARY 7, 2000, AT 1200 HOURS MOUNTAIN STANDARD TIME, A CESSNA 310L, N867MF, EXPERIENCED A PARTIAL GEAR UP LANDING AT FLAGSTAFF PULLIAM AIRPORT, FLAGSTAFF, ARIZONA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRCRAFT WAS BEING OPERATED AS A PERSONAL FLIGHT BY THE PILOT/OWNER UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM CENTENNIAL AIRPORT, DENVER, COLORADO, AT 0820 ON THE MORNING OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT, AFTER HE HAD LOWERED THE GEAR HANDLE, THE GREEN NOSE GEAR LIGHT DID NOT ILLUMINATE. HE RADIOED THE TOWER OPERATOR AND ASKED FOR A LOW APPROACH SO THAT THE OPERATOR COULD MAKE A VISUAL CHECK OF THE GEAR. AFTER THE APPROACH, HE WAS TOLD THAT THE NOSE GEAR WAS NOT VISIBLE. HE REQUESTED PERMISSION TO CONTINUE IN THE PATTERN SO THAT HE COULD TRY CYCLING THE GEAR. AFTER THREE ATTEMPTS; HOWEVER, HE WAS STILL HAD NOT GOTTEN A GREEN LIGHT. FOLLOWING THE THIRD ATTEMPT HE REQUESTED ANOTHER LOW APPROACH, BUT WAS AGAIN TOLD THAT THE NOSE GEAR WAS STILL NOT VISIBLE. HE THEN RAISED THE GEAR HANDLE AND TOLD THE TOWER OPERATOR THAT HE INTENDED TO MAKE A GEAR UP LANDING. THE RUNWAY WAS FOAMED AND THE PILOT LANDED GEAR-UP WITHOUT FURTHER INCIDENT. A POSTACCIDENT INSPECTION BY FEDERAL AVIATION ADMINISTRATION AIRWORTHINESS INSPECTORS REVEALED A FRACTURE ACROSS THE EYELET OF THE NOSE GEAR RETRACTION ROD. 20000207010909A (-23) PILOT STATED THAT HE WAS COMPLETING A SWATH RUN IN AGRICAULTURAL APPLICATIONS OPERATIONS. PILOT INDICATED THAT HE WAS SLIPPING THE A/C TO COVER AN EDGE OF THE FIELD WHEN THE A/C RIGHT WING DROPPED MORE THAN INTENDED AND STRUCK A FENCE, BECOMING ENTANGLED IN THE FENCE WIRE. A/C ONTINUED PULLING WIRE AND FENCE POSTS WHEN THE WIRE BECAME TAUT WHILE STILL ENTANGLED WITH A/C. A/C WAS THEN FORCED TO GROUND, RESULTING IN THE ACCIDENT. 20000207011359A (-23) THE FLIGHT INSTRUCTOR, SEATED IN THE RIGHT SEAT (WHO WAS NOT CURRENT IN THE AIRPLANE) HAD BEEN GIVING THE PILOT IN THE LEFT SEAT A BIENNIAL FLIGHT REVIEW (BFR). AT THE CONCLUSION OF THE BFR, IT WAS AGREED THAT THE FLIGHT INSTRUCTOR WOULD MAKE A LANDING. WHEN THE A/C TOUCHED DOWN, IT VEERED TO THE RIGHT AND GROUND LOOPED. 20000207012789A (-23) THE PILOT REPORTED THAT DURING HIS THIRD TOUCH AND GO LANDING HE FLARED HIGH AND EARLY. THIS CAUSED THE A/C TO LAND HARD AND BOUNCE. AS THE A/C BOUNCED DOWN THE RUNWAY IT LANDED ON ITS NOSEWHEEL AND THE PILOT LOST DIRECTIONAL CONTROL. THE A/C THEN EXITED THE RUNWAY AND STRUCK A SNOWBANK ON THE SIDE OF THE RUNWAY, WHERE IT CAME TO REST. THE PILOT REPORTED THAT HE RADIOED THE FBO FOR ASSISTANCE AND THEN SHUT DOWN THE ELECTRICAL SYSTEM. (.4)ON FEBRUARY 7, 2000, ABOUT 1630 EASTERN STANDARD TIME, A CESSNA 152, N69174, REGISTERED TO CHALLENGE AIR, LLC., OPERATED BY FIRST IN FLIGHT AVIATION, EXPERIENCED COLLAPSE OF THE NOSE LANDING GEAR WHILE LANDING AT THE FRANKLIN COUNTY AIRPORT, LOUISBURG, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 INSTRUCTIONAL FLIGHT. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED ABOUT 24 MINUTES EARLIER. THE PILOT STATED THAT HE WAS PRACTICING TOUCH-AND-GO LANDINGS IN PREPARATION FOR HIS FIRST SOLO CROSS- COUNTRY FLIGHT. HE WAS ON HIS SECOND TOUCH-AND-GO LANDING AND HAD TURNED BASE AND FINAL. AFTER CROSSING OVER THE THRESHOLD WITH THE FLAPS FULL Y EXTENDED, HE FLARED TOO SOON AND THE AIRPLANE BEGAN TO FLOAT. THE AIRPLANE THEN TOUCHED DOWN AND BOUNCED, AND WHILE AIRBORNE, HE APPLIED AFT ELEVATOR CONTROL INPUT BUT DID NOT APPLY POWER. THE AIRPLANE THEN STALLED, IMPACTED HARD ON THE RUNWAY TO THE LEFT OF THE RUNWAY CENTERLINE, THEN BOUNCED AND TOUCHED DOWN A THIRD TIME OFF THE LEFT SIDE OF THE RUNWAY. THE AIRPLANE ALSO COLLIDED WITH A 2-3 FOOT HIGH SNOWBANK OFF THE LEFT SIDE OF THE RUNWAY. AN AUTOMATED METAR WEATHER OBSERVATION TAKEN ON THE AIRPORT ABOUT 26 MINUTES AFTER THE ACCIDENT INDICATES IN PART THAT THE WIND WAS FROM 280 DEGREES AT 7 KNOTS. 20000207013319A (-23) ON 02/7/00, AT 0630 HOURS PST, A CESSNA 150J N63YZ, COLLIED WITH A GUIDE WIRE CABLE FROM A LOCAL RADIO TOWER NEAR REDWOOD CITY, CALIFORNIA. THE AIRCRAFT,WHICH WAS OWNED AND OPERATED BY PILOT, WAS DESTROYED. THE PILOT WAS THE SOLE OCCUPANT, AND WAS FATALLY INJURED. THE PURPOSE OF THE FLIGHT WAS FOR THE PILOT TO COMMUTE TO WORK. THE FLIGHT OPERATED UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURED. NO FLIGHT PLAN WAS FILED, THE FLIGHT ORIGINATED FROM THE SACRAMENTO EXECUTIVE AIRPORT AT AN UNKNOWN TIME AND WAS DESTINED FOR SAN CARLOS AIRPORT. A WITNESS ON THE GROUND STATED THAT AT 0600 HE SAW THE AIRCRAFT FLY OVER HIS HOUSE AT APPROXIMATELY 300 TO 400 FEET HEADNG AWAY FROM THE AIRCPORT ABOUT 75 PEWR CENT POWER. HE FURTHER STATED THAT THE AIRCRAFT WAS FLYING UNDER THE FOG BANK AND THAT THE ENGINE WAS RUNNING SMOOTH, HE SOON LOST SIGHT OF THE AIRCRAFT AS IT FLEW INTO THE FOG. THE WITNESS IS A CURRENT PILOT WITH INSTRUMENT RATINGS. ANOTHER WITNESS AT A JOB SIGHT NEAR THE CRASH HEARD THE AIRCRAFT HIT THE GROUND. (.4) ON FEBRUARY 7, 2000, AT 0603 HOURS PACIFIC STANDARD TIME, A CESSNA 150J, N63YZ, COLLIDED WITH A GUIDE WIRE ON A LOCAL RADIO TOWER NEAR REDWOOD CITY, CALIFORNIA. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, WAS DESTROYED. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS FATALLY INJURED. THE PURPOSE OF THE PERSONAL FLIGHT WAS FOR THE PILOT TO COMMUTE TO WORK. THE FLIGHT WAS OPERATING UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE PILOT DID NOT FILE A FLIGHT PLAN FOR THE FLIGHT. THE FLIGHT ORIGINATED AT SACRAMENTO EXECUTIVE AIRPORT AT AN UNKNOWN TIME AND WAS DESTINED FOR SAN CARLOS AIRPORT WHEN THE ACCIDENT OCCURRED. FAMILY MEMBERS SAID THAT THE PILOT REGULARLY COMMUTED FROM HIS HOME NEAR SACRAMENTO TO HIS JOB AS AN ELECTRICIAN AT THE SAN FRANCISCO INTERNATIONAL AIRPORT. A WITNESS WHO LIVED IN THE NEARBY COMMUNITY OF REDWOOD SHORES STATED THAT HE WAS OUTSIDE HIS HOME AND VISUALLY WATCHED THE ACCIDENT AIRPLANE FLY DIRECTLY OVER HIS HOUSE IN A NORTHEAST BOUND DIRECTION, AWAY FROM THE AIRPORT. THE WITNESS SAID THAT THE AIRPLANE WAS APPROX. 300-400 FEET AGL, AND THAT HE ESTIMATED THE PILOT WAS USING "75 PERCENT OF CRUISE POWER". THE WITNESS EXPLAINED TO THJE SAFETY BOARD INVESTIGATOR THAT HE HELD A COMMERCIAL PILOT CERTIFICATE WITH INSTRUMENT AND MULTIENGINE RATINGS. HE SAID HE COULD SEE THE PILOT WAS FLYING BELOW A FOG BANK, HEARD THAT THE ENGINE WAS RUNNING SMOOTHLY AND OBSERVED THAT THE AIRPLANE WAS STRAIGHT AND LEVEL. THE WITNESS SAID HE LOST SIGHT OF THE AIRPLANE AND WENT BACK INTO HIS HOUSE. ANOTHER WITNESS, WHO WAS A CONSTRUCTION FOREMAN ON A NEARBY JOB SITE, SIAD HE HEARD THE SOUND OF A SMALL AIRPLANE, LOW TO THE GROUND, AND THEN THE CRASH. HE SAID THAT THE AIRPLANE "DID NOT APPEAR TO HAVE ENGINE PROBLEMS". HE STATED HE WENT OUTSIDE BUT WAS UNABLE TO LOCATE THE AIRPLANE DUE TO THE FOG. THE REDWOOD CITY FIRE DEPARTMENT RESPONDED TO THE SCENE AND HAD TO INITIATE A FOOT SEARCH FOR THE AIRPLANE DUE TO THE DENSE FOG IN THE AREA. THEY SAID THAT INTITIALLY THEY WERE UNABLE TO SEE ANY PART OF THE LIGHTED RADIO TOWER DUE TO THE FOG. SUBSEQUENTLY, SEARCH PERSONNEL FOUND THE AIRPLANE WRECKAGE BENEATH THE GUIDE WIRES OF A COMMERCIAL RADIO ANTENNA ABOUT 2 1/4 MILES NE OF THE SAN CARLOS AIRPORT. 20000207023239I (-23)STUDENT PILOT LOST DIRECTIONAL CONTROL DURING LANDING AND IMPATCHED SNOW BANK ON THE LEFT SIDE OF RUNWAY 3. THE AIRCRAFT SUBSTAINED SUBSTANTIAL DAMAGE TO RIGHT WING TIP, NOSE WHEEL COLLAPSED, PROPELLER BENT. 20000207039639A (.4)THE SCHEDULED COMMUTER FLIGHT WITH A PILOT AND FOUR PASSENGERS WAS ATTEMPTING TO TAKEOFF AT DUSK FROM A 2500 FEET LONG, BY 30 FEET WIDE, SNOW-COVERED RUNWAY. THE PILOT REPORTED THAT DURING THE TAKEOFF ROLL, THE AIRPLANE VEERED SUDDENLY TO THE LEFT, TOWARDS THE EDGE OF THE RUNWAY AND AN ADJACENT SNOW BERM. HE SAID HE ABORTED THE TAKEOFF, BUT COULD NOT KEEP THE AIRPLANE FROM STRIKING A BERM AND NOSING OVER. THE PILOT SAID HE BELIEVES THE AIRPLANE'S MAIN LANDING GEAR MAY HAVE ENCOUNTERED AN AREA OF SOFT SNOW ON THE RUNWAY, WHICH INITIATED THE VEER TO THE LEFT. POSTACCIDENT INSPECTION DISCOVERED NO PREIMPACT MECHANICAL ANOMALIES WITH THE AIRPLANE. (-23) THE PILOT STATED THAT HE WAS DEPARTING RUNWAY 20 AT TULUKSAK. DURING A NORMAL TAKE OFF RUN, THE AIRCRAFT SUDDENLY VEERED TO THE LEFT AT AN EXTREMELY FAST RATE. PILOT STATED THAT HE TRIED TO COMPENSATE BY USING RIGHT RUDDER. HE STATED THAT RUDDER HAD NO EFFECT SO HE PULLED THE THROTTLE AND MIXTURE OFF. THE AIRCRAFT HIT THE SNOW BERM ON THE LEFT SIDE OF THE RUNWAY AND FLIPPED OVER ONTO ITS BACK. 20000207043849A (-23) ON 02-07-00, AT ABOUT 1055 EST, A GRUMMAN AMERICAN AA1, N9555U, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE CAPE MAY COUNTY AIRPORT, (WWD, WILDWOOD, NJ). THE CERTIFICATED STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VISUAL FLIGHT RULES FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT ORIGINATED AT THE NORTHEAST PHILADELPHIA AIRPORT, PA. THE TRAINING WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE STUDENT PILOT, HE LOST CONTROL OF THE AIRCRAFT AND DEPARTED THE RIGHT SIDE OF THE RUNWAY 28 AND IMPACTED A SNOW BANK. HE DID NOT REPORT ANY MECHANICAL PROBLEMS. 20000208000569A (.19) ON FEBRUARY 8, 2000, AT 1330 CENTRAL STANDARD TIME, A BEECH B23, SINGLE-ENGINE AIRPLANE, N4014T, IMPACTED TREES AND TERRAIN DURING A FORCED LANDING, FOLLOWING A LOSS OF ENGINE POWER NEAR NEW BRAUFELS, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE STUDENT PILOT RECEIVED FATAL INJURIES, AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SOLO INSTRUCTIONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE LOCAL FLIGHT DEPARTED THE NEW BRAUNFELS MUNICIPAL AIRPORT, APPROX. 1230. WITNESSES REPORTED OBSERVING THE AIRPLANE FLYING AT AN ALTITUDE OF APPROX. 20 FEET ABOVE THE TREES. THEY FURTHER REPORTED THAT THEY DID NOT HEAR THE AIRPLANE'S ENGINE RUNNING. THE MANAGER OF THE NEW BRAUNFELS MUNICIPAL AIRPORT REPORTED THAT THE PILOT HAD RADIOED THAT HIS AIRPLANE'S ENGINE HAD LOST POWER. ONE WITNESS STATED THAT HE SAW THE AIRPLANE'S RIGHT WING COME UP TO VERTICAL AND THEN THE AIRPLANE NOSED DOWN INTO THE TREES. ANOTHER WITNESS STATED THAT THE AIRPLANE FLEW BY HER IN A LEVEL ATTITUDE, AND AFTER THE AIRPLANE CLEARED SOME POWER LINES IT STARTED TO DESCEND. IT THEN APPEARE D THAT THE AIRPLANE'S LEFT WING IMPACTED SOME TREES BEFORE IT NOSED DOWN INTO THE TREES. (-23) ON FEBRUARY 8, 2000, APPROXIMATELY AT 13:30 CST, A BEECH B23, N4014T IMPACTED TREES AND TERRAIN DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER. THE OWNER OF THE AIRCRAFT AND STUDENT PILOT MICHAEL S. SOOTER RECEIVED FATAL INJURIES AND THE AIRCRAFT WAS DESTROYED. MR. SOOTER WAS ON A VFR SOLO STUDENT INSTRUCTIONAL FLIGHT. A FLIGHT PLAN WAS NOT FILED. 20000208001839I (-23) AIRCRAFT EXPERIENCED AN AUTOFEATHER ON #2 ENGINE SHORTLY AFTER ROTATION. AIRCRAFT RETURNED TO THE FIELD WITHOUT EVENT. MAINTENANCE DISCOVERED CANNON PLUG TO TORQUE SIGNAL CONDITION UNIT LOOSE ONE TURN. MAINTENANCE REMOVED AND REPLACED TORQUE SIGNAL CONDITION UNIT, THE TORQUE PROBE AND THE SPIDER HARNESS ASSEMBLY. CONDUCT FLEET CAMPAIGN TO CHECK FLEET PLUG STATUS. 20000208003959I PILOT LANDED DOWNWIND ON RUNWAY 04 AND RUN OFF RUNWAY INTO SNOWBANKS. AIRCRAFT HAS MINOR DAMAGE TO LEFT WINGTIP AND NOSE GEAR. PILOT DOES NOT HAVE CURRENT BIENNIAL FLIGHT REVIEW. BLOCK 31, TOTAL HOURS IS UNKNOWN. HOURS PRIOR TO OCTOBER 1999 WERE NOT RECORDER BY PILOT. TOTAL HOURS SINCE OCTOBER 1999 IS 14. 20000208004969A (-23) ON FEBRUARY 8, 2000, N99063, CESSNA 172, WAS CONDUCTING TAKEOFFS AND LANDINGS TO A FULL STOP AT THE WAUKEGAN AIRPORT, WAUKEGAN, ILLINOIS. N99063 HAD BEEN CLEARED FOR TAKEOFF AND RIGHT TRAFFIC FOR RUNWAY 23. A ZLIN, N5ZA REPORTED 15 MILES NORTH INBOUND FOR LANDING AND WAS ADVISED TO EXPECT A STRAIGHT IN FOR RUNWAY 23. SHORTLY THEREAFTER, LOCAL CONTROL INQUIRED THE LOCATION OF N6ZA, WHICH RESPONDED 2 MILES OFF THE LAKE ON THE SHORELINE. N5ZA WAS CLEARED FOR LANDING AND ASKED TO KEEP HIS SPEED UP. ANOTHER CESSNA 172, N52048, ARRIVING FROM THE SOUTH, ENTERED A LEFT DOWNWIND AND IS ADVISED THAT HE WILL FOLLOW THE CESSNA ABEAM HIM ON THE RIGHT DOWNWIND. N99063 WAS ASKED TO EXTEND DOWNWIND LEG AND ADVISE SIGHTING THE LOW WING A/C ON FINAL. N99063 RESPONDED THAT SHE WOULD COMPLY. SHORTLY THEREAFTER, N99063 STATED THAT SHE HAD NEGATIVE TRAFFIC AND REQUESTED THAT LOCAL CONTROL CALL HER BASE, LOCAL CONTROL AGREED TO DO SO. LOCAL CONTROL CONTACTED N5ZA AND INQUIRED AS TO THEIR PRESENT POSITION. N5ZA RESPONDED "JUST CROSSING THE SHORELINE". LOCAL CONTROL THEN CONTACTED N99063 ASKING IF SHE HAD THE ZLIN IN SIGHT. N99063 RESPONDED"NEGATIVE". LOCAL CONTROL INQUIRED "HAVE YOU PASSED THE SHORELINE". N99063 RESPONDED "GETTING THERE". LOCAL CONTROL DIRECTED N99063 TO START HER BASE LEG. N99063 RESPONDED "TURN MY BASE". N5ZA CONTACTED LOCAL CONTROL STATING "NEGATIVE CONTACT WITH THE CESSNA IN FRONT OF US:". LOCAL CONTROL ADVISED "YOU SHOULD BE NUMBER ONE BOB". SECONDS LATER N5ZA STATED "THEN WE HAVE THE TRAFFIC IN SIGHT." LOCAL CONTROL CONTACTED N99063 REQUESTING THAT SHE REPORT HER TURN TO FINAL. N99063 RESPONDED "063 ON FINAL". ANOTHER VOICE (UNIDENTIFIED) STATES "ZLIN 5ZA DO YOU SEE A CESSNA IN FRONT OF YOU". NO RESPONSE. SEVEN SECONDS LATER AN UNIDENTIFIED SOURCE (POSSIBLY N5ZA) REPORTS "5ZA JUST HAD A MID-AIR" N5ZA OVERTOOK N99063 FROM ABOVE AND BEHIND. THE RIGHT WING OF N5ZA STRUCK AND CAUSED THE REMOVAL OF THE LEFT FLAP OF N99063. BOTH A/C WERE SUBSTANTIALLY DAMAGED IN THE COLLISION AND UNFLYABLE. BOTH A/C CONTINUED UNCONTROLLED TO THE GROUND. THE LONE PILOT OF N99063 SUSTAINED FATAL INJURIES. THE TWO PERSONS IN N5ZA SUSTAINED FATAL INJURIES. 20000208009879A (-23) ENGINE BEGAN TO RUN ROUGH ENROUTE. LEFT FUEL TANK WAS SELECTED AND CARB HEAT APPLIED. ENGINE RECOVERED FOR A SHORT TIME THEN LOST POWER. EMERGENCY LANDING WAS MADE IN A PLOWED FIELD. TOUGHDOWN WAS TO THE WEST HEADED FOR THE FENCE OF THE ADJACENT FIELD. THE AIRCRAFT PASSED THROUGH THE FENCE ROW AND THE DRIFTED SNOW, STRIKING A FENCE POST WITH THE LEFT WING, AND THEN WENT OVER ON ITS BACK IN THE ADJACENT FIELD. 20000208010969A (-23) ACCORDING TO THE PILT; HE WAS ATTEMPTING TO LAND ON RWY 01 AT THE GLENDALE MUNCIPAL AIRPORT (GEO), WHEN THE PALNE GEGAN DRIFTING TO THE RIGHT ON FINAL APPROACH. THE APPROACH WAS TERMINATED AND POWER APPLIED TO GO AROUND. HOWEVER ON THE ATTEMPTED GO AROUND, THE PLANE WAS VERY LOW AND THE RIGHT WING BEGAN TO DIP EXCESSIVELY, SO THAT IT CAME IN CONTACT WITH THE GROUND. THE AIRCRAFT THEN VEERED TO THE RIGHT, OFF TO THE RIGHT SIDE OF THE RUNWAY AND SLID APPROXIMATELY 750 FEET TO WHERE IT CAME TO REST. THE PILOT AND TWO PASSENGERS EXITED THE AIRCRAFT. 20000208011581A (-23) ON FEBRUARY 8, 2000, N99063, A CESSNA 172, WAS CONDUCTING TAKEOFFS AND LADINGS TO A FULL STOP AT THE WAUKEGAN AIRPORT, WAUKEGAN, ILLINOIS. N99063 HAD BEEN CLEARED FOR TAKEOFF AND RIGHT TRAFFIC FOR RUNWAY 23. A ZLIN, N5ZA REPORTED 15 MILES NORTH INBOUND FOR LANDING AND WAS ADVISED TO EXPECT A STRAIGHT IN FOR RUNWAY 23. SHORTLY THEREAFTER, LOCAL CONTROL INQUIRED THE LOCATION OF 5ZA, WHICH RESPONDED 2 MILES OFF THE LAKE ON THE SHORELINE, N5ZA WAS CLEARED FOR LANDING AND ASKED TO KEEP HIS SPEED UP. ANOTHER CESSNA 172, N52048, ARRIVING FROM THE SOUTH, ENTERED A LEFT DOWNWIND AND IS ADVISED THAT HE WILL FOLLOW THE CESSNA ABEAM HI ON THE RIGHT DOWNWIND. N99063 WAS ASKED TO EXTEND DOWNWIND LEG AND ADVISE SIGHTING THE LOW WING AIRCRAFT ON FINAL. N99063 RESPONDED THAT SHE WOULD COMPLY. SHORTLY THEREAFTER, N99063 STATED THAT SHE HAD NEGATIVE TRAFFIC AND REQUESTED THAT LOCAL CONTROL CALL HER BASE, LOCAL CONTROL AGREED TO DO SO. LOCAL CONTROL CONTACTED N5ZA AND INQUIRED AS TO THEIR PRESENT POSITION. N5ZA RESPONDED "JUST CROSSING THE SHORELINE." LOCAL CONTROL THEN CONTACTED N99063 ASKING IF SHE HAD THE ZLIN IN SIGHT. N99063 RESPONDED "NEGATIVE". LOCAL CONTROL INQUIRED "HAVE YOU PASSED THE SHORELINE". N99063 RESPONDED "GETTING THERE". LOCAL CONTROL DIRECTED N99063 TO START HER BASE LEG. N99063 RESPONDED "TURN MY BASE." N5ZA CONTACTED LOCAL CONTROL STATING, "NEGATIVE CONTRACT WITH THE CESSNA IN FRONT OF US". LOCAL CONTROL ADVISED "YOU SHOULD BE NUMBER ONE BOB". SECONDS LATER N5ZA STATED "THEN WE HAVE THE TRAFFIC IN SIGHT". LOCAL CONTROL CONTACTED N99063 REQUESTING THAT SHE REPORT HER TURN TO FINAL N99063 RESPONDED, "063 ON FINAL". ANOTHER VOICE (UNIDENTIFIED) STATES "ZLIN 5ZA DO YOU SEE A CESSNA IN FRONT OF YOU". NO RESPONSE. SEVEN SECONDS LATER AN UNIDENTIFIED SOURCE (POSSIBLY N5ZA) REPORTS "5ZA JUST HAD A MID-AIR." N5ZA OVERTOOK N99063 FROM ABOVE AND BEHIND. THE RIGHT WING OF N5ZA STRUCK THE RUDDER OF N99063 AND THE PROPELLER OF N5ZA STRUCK AND CAUSED THE REMOVAL OF THE LEFT FLAP OF N99063. BOTH AIRCRAFT WERE SUBSTANTIALLY DAMAGED IN THE COLLISION AND UNFLYABLE. BOTH AIRCRAFT CONTINUED UNCONTROLLED TO THE GROUND. THE LONE PILOT OF N99063 SUSTAINED FATAL INJURIES. THE TWO PERSONS IN N5ZA SUSTAINED FATAL INJURIES. 20000208012419A (.4)THE PILOT STATED AFTER PERFORMING AIRWORK HE PERFORMED TWO OR THREE FULL-STOP LANDINGS AND A GO-AROUND USING RUNWAY 12; THE WIND AT A NEARBY AIRPORT WAS RECORDED TO BE FROM 300 DEGREES AT 12 KNOTS. DURING THE LAST LANDING HE 'THINKS' THE FLAPS WERE FULLY EXTENDED THEN LOWERED 10 OR 20 DEGREES OF FLAPS FOR THE PLANNED SHORT FIELD TAKEOFF FROM RUNWAY 12. HE LAST RECALLED BEING AT 300-400 FEET AND THOUGHT THERE WAS AN ENGINE MALFUNCTION DUE 'NOT GOOD AIRSPEED.' DURING THE FORCED LANDING THE AIRPLANE COLLIDED WITH A VEHICLE, THEN THE GROUND. POSTACCIDENT, THE FLAPS WERE FULLY EXTENDED; AND WERE OPERATIONAL. BY DESIGN, THE FLAP SELECTOR REQUIRES A PILOT TO HOLD DOWN OR HOLD UP TO EXTEND OR RETRACT THE FLAPS RESPECTIVELY, TO ATTAIN THE DESIRED POSITION. THE AIRPLANE OWNER'S MANUAL STATES FLAP DEFLECTIONS OF 30 AND 40 DEGREES ARE NOT RECOMMENDED FOR TAKEOFF. SUFFICIENT QUANTITY OF UNCONTAMINATED FUEL WAS FOUND AND NO EVIDENCE OF FLIGHT CONTROL OR ENGINE PREIMPACT FAILURE OR MALFUNCTION FOUND. THE ENGINE WAS OVERHAULED APPROXIMATELY 1, 972 HOURS EARLIER. THERE WERE NO REPORTS OF ENGINE OR AIRFRAME RELATED DISCREPANCIES BY A CFI AND STUDENT WHO FLEW THE AIRPLANE A DAY EARLIER. (-23) INSPECTOR STATEMENT: ON 02-08-00 AN ACCIDENT INVESTIGATION WAS CONDUCTED ON A CESSNA 150, AIRCRAFT N6630F S/N 15063230. THE ACCIDENT OCCURRED AT 10 CHARLESTON CIRCLE, ENGLEWOOD, FLORIDA IN A SUBDIVISION OF PINE LAKES. THE SITE WAS APPROXIMATELY 200 YARDS EAST OF R/W 12 AT BUCKAM AIRFIELD. THE ILOT SOUHEIL SEDDIK WAS PRACTICING A SHORT FIELD LANDING TECHNIQUE WHEN THE AIRCRAFT WENT OUT OF CONTROL AND COULD NOT BE RECOVERED. THE AIRCRAFT CRASHED IN A DRIVEWAY OF A PRIVATE RESIDENCE, ON TOP OF AN AUTOMOBILE THAT WAS PARKED IN THE DRIVEWAY AT THE TIME. THERE WERE TWO OCCUPANTS IN THE AIRCRAFT, MR. SEDDIK AND ^PRIVACY DATA OMIT^ MR. SEDDIK WAS TAKEN TO VENICE HOSPITAL WITH MINOR INJURIES THEN RELEASED, ^PRIVACY D^ WAS NOT INJURED. THE AIRCRAFT WAS DEMOLISHED. THE AIRCRAFT WAS INSPECTEF FOR FLIGHT CONTROL CONTINUITY AND FUNCTION AND FOUND TO BE FUNCTIONING NORMALLY. THE FLAPS WERE FOUND SET AT 40 DEGREES AND INDICATING 38 DEGREES, A PROTRACTOR VERIFIED THE FLAP ANGLE AT 40 DEGREES. THE FLAP SYSTEM OPERATION WAS VERIFIED BY AN OPERATIONAL CHECK OF THE FLAP DRIVE MOTOR. THE SYSTEM WAS POWERED AND IT WAS NOTED THAT THE MOTOR WAS DECLUTCHING INDICATING THAT THE FLAPS WERE FULL DOWN. THFLAP SWITCH WAS THEN PLACED IN THE UP POSITION AND THE FLAPS OPERATED NORMALLY. FUEL SAMPLES WERE OBTAINED FROM THE FUEL SUMPS OF BOTH WINGS, THE GASCOLATOR, CARBURETOR BOWL AND MAIN FUEL FEED LINE. THE FUEL WAS FOUND NOT CONTAMINATED IN ALL THE AREAS SAMPLED. THE FUEL SELECTOR WAS FOUND POSIITONED IN THE "BOTH", OR "ON" POSITION. A TOTAL OF 14 GALLONS WAS DRAINED FROM THE TANKS. PRIOR TO REMOVAL OF THE ENGINE FROM THE WRECKAGE, THE ENGINE CONTROL POSITIONS WERE ASCERTAINED TO BE IN THE FOLLOWING: THROTTLE: FASTENED SECURELY AT CARBURETOR AND SET AT FULL THROTTLE. MIXTURE CONTROL: FASTENED SECURELY AND SET AT FULL MIXTURE. CARBURETOR HEAT: OFF. NO OTHER ABNORMALITIES WERE NOTED. THE ENGINE WAS CHECKED FOR MAGNETO AND ENGINE TIMING, RUN THROUGH FOR ANY BINDING, INSPECTED FOR OIL CONTENT, OIL CONTAMINATION AND ANY OTHER VISIBLE SIGNS OF ABNORMALITIES. NO ABNORMALITIES WERE OBSERVED. AN ANNUAL INSPECTION WAS ACCOMPLISHED ON 10-29-99 @ 11056 ACTT ACTT AS OF THIS DATE IS 11082. A NEW REGISTRATION FOR A CHANGE OF OWNERSHIP WAS APPLIED FOR ON 10-11-99. THE TEMPORARY REGISTRATION IS IN THE NAME OF KRS AVIATION INC, VENICE, FL. THE PREVIOUS REGISTRATION AND AIRWORTHINESS CERTIFICATE WAS FOUND ONBOARD THE AIRCRAFT. A STATEMENT FROM MR. SEDDIK, INDICATES THAT HE WAS LANDING ON R/W 12, THE WINDS IN THIS AREA FOR THE DATE WERE FROM THE N NW. BUCKAM AIRPORT R/W COORDINATES ARE 26.59.31N LAT AND 82.22.22 W LON. THE WRECKAGE WAS LOCATED AT 26.59.22N AND 82.21.93W LON. A TEARDOWN ANALYSIS WAS PERFORMED IN MIA ON 02/18/00 AND WITNESSED BY A MIA INSPECTOR, THE ENGINE RAN NORMALLY. VICTOR ROXA 20000208014279I (-23) ON TOUCHDOWN RUNWAY 22 AIRCRAFT STARTED TURNING LEFT WITH SLIGHT CROSSWIND. ^PRIVACY DAT^, PILOT FLYING, GAVE UP CONTROLS TO ^PRIVACY DAT^, PILOT LEFT SEAT. A MOMENT OF HESITATION ENSUED AND AIRCRAFT DEPARTED RUNWAY TO THE LEFT SIDE INTO THE SNOW. 20000208041169A (.4) ON FEBRUARY 8, 2000, AT 1600 HOURS MOUNTAIN STANDARD TIME, A CESSNA 210E, N4946U, LANDED OFF THE RUNWAY AT THE GLENDALE MUNICIPAL AIRPORT, GLENDALE, ARIZONA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. TWO PASSENGERS RECEIVED MINOR INJURIES WHILE THE CERTIFICATED PRIVATE PILOT WAS UNINJURED. TYRELL-MARXEN CHEVY, OLDS, CADILLAC, INC., WAS OPERATING THE AIRCRAFT AS A PERSONAL FLIGHT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED IN FLAGSTAFF, ARIZONA, ABOUT 1500. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT, HE WAS ATTEMPTING TO LAND ON RUNWAY 01 WHEN THE AIRCRAFT BEGAN DRIFTING TO THE RIGHT. HE ADDED FULL POWER TO GO-AROUND BUT WHEN HE REALIZED THAT HE WAS UNABLE TO GAIN ALTITUDE, HE SWITCHED THE FUEL SELECTOR OFF AND TURNED OFF THE MASTER SWITCH. THE AIRCRAFT STRUCK A BERM LOCATED ABOUT 1,000 FEET EAST OF THE RUNWAY AND 1,000 FEET NORTH OF THE RUNWAY THRESHOLD AND SLID ANOTHER 250 FEET. THE AIRCRAFT WAS FOUND WITH THE GEAR EXTENDED AND FULL FLAPS. WINDS WERE VARIABLE AT 3 KNOTS. THE PILOT RECEIVED HIS PRIVATE PILOT CERTIFICATE ON AUGUST 31, 1999. HE HAD FLOWN THE ACCIDENT AIRCRAFT A TOTAL OF 126.4 HOURS. 20000208042029A (-23) ACCORDING TO THE PILOT, DURING LANDING ON A SNOW COVERED LAKE WITH HIS SKI EQUIPPED CESSNA 180, THE FOLLOWING OCCURRED. WHEN THE LEFT SKI CONTACTED THE SNOW COVERED LAKE, THE AIRCRAFT YAWED SHARPLY. THE YAW EFFECT PLACED EXCESSIVE SIDE-LOAD ON THE SKI AND LANDING GEAR INSTANTLY DECELERATING THE AIRCRAFT SPEED. THE QUICK DECELERATION AND SIDE-LOAD CAUSED THE AIRCRAFT TO NOSE OVER ON ITS TOP. LEFT WING, VERTICAL STABILIZER AND RUDDER DAMAGE OCCURRED WHEN THE AIRCRAFT NOSEED OVER ON ITS TOP. AFTER THE ACCIDENT, THE PILOT CONDUCTED A SURVEY OF THE LANDING AREA. HE FOUND INDICATIONS THAT THE LEFT SKI STRUCK AN ICE PRESSURE RIDGE HIDDEN BY FRESHLY FALLEN SNOW. 20000209000529A (.19) ON FEBRUARY 9, 2000, AT 1815 CENTRAL STANDARD TIME (CST), A BEECH V35, N9582Q, PILOTED BY A PRIVATE PILOT, WAS DESTROYED DURING IMPACT WITH TERRAIN FOLLOWING A LOSS OF ENGINE POWER AND SUBSEQUENT FORCED LANDING WHILE ON APPROACH TO RUNWAY 29 (3,800 FEET BY 100 FEET, DRY/CONCRETE) AT THE SCHAUMBURG REGIONAL AIRPORT, SCHAUMBURG, ILLINOIS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, REPORTED NO INJURIES. THE FLIGHT DEPARTED PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO AT 1650 CST. ACCORDING TO THE PILOT, WHILE HE WAS ON APPROACH TO SCHAUMBURG REGIONAL AIRPORT HE EXPERIENCED A LOSS OF ENGINE POWER. THE PILOT STATED THAT HE ATTEMPTED TO LAND ON RUNWAY 29 BUT IMPACTED THE TERRAIN APPROXIMATELY 100-FEET SHORT OF THE RUNWAY THRESHOLD. THE PILOT REPORTED THAT HE HAD, "RAN-OUT OF FUEL." EXAMINATION OF THE FUEL TANKS OF THE AIRPLANE REVEALED NO USEABLE FUEL PRESENT. (.4)ON FEBRUARY 9, 2000, AT 1815 CENTRAL STANDARD TIME (CST), A BEECH V35, N9582Q, PILOTED BY A PRIVATE PILOT, WAS DESTROYED DURING IMPACT WITH TERRAIN FOLLOWING A LOSS OF ENGINE POWER AND SUBSEQUENT FORCED LANDING WHILE ON APPROACH TO RUNWAY 29 (3,800 FEET BY 100 FEET, DRY/CONCRETE) AT THE SCHAUMBURG REGIONAL AIRPORT, SCHAUMBURG, ILLINOIS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, REPORTED NO INJURIES. THE FLIGHT DEPARTED PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO AT 1650 CST. ACCORDING TO THE PILOT'S WRITTEN STATEMENT, WHILE HE WAS ON APPROACH TO SCHAUMBURG REGIONAL AIRPORT THE AIRPLANE EXPERIENCED A LOSS OF ENGINE POWER. THE PILOT STATED THAT HE ATTEMPTED TO LAND ON RUNWAY 29 BUT IMPACTED THE TERRAIN APPROXIMATELY 100-FEET SHORT OF THE RUNWAY THRESHOLD. THE PILOT STATED THAT THE ACCIDENT COULD HAVE BEEN PREVENTED IF HE HAD, "VISUALLY CONFIRM FUEL LEVEL IN EACH TANK PRIOR TO DEPARTURE." THE PILOT REPORTED, "THE BOTTOM LINE IS THAT I DID NOT CHECK THE FUEL TANKS AT ANY TIME ON FEBRUARY 9 (THE ACCIDENT DATE)." THE PILOT CONTINUED, "HAVING FLOWN FROM SCHAUMBURG TO MIDWAY TO COLUMBUS AND ALMOST BACK TO FORT WAYNE ON ONE TANK...FUEL EXHAUSTION NEVER CONCERNED ME. TOUGH MISTAKE." EXAMINATION OF THE FUEL TANKS OF THE AIRPLANE REVEALED NO USEABLE FUEL PRESENT. (-23) THOMAS E. MOORE, A PRIVATE PILOT, WHILE FLYING N9582Q A BEECH BE-35-V35 AIRCRAFT ALLOWED THE FUEL TO BE EXHAUSTED. THE PILOT ATTEMPTED TO LAND AT SCHAUMBURG AIRPORT BUT IMPACTED 50 FEET SHORT OF RUNWAY 29. THERE WERE NO PASSENGERS AND NO INJURIES. 20000209004379A (-23) THIS INVESTIGATION FOLLOWS ACCIDENT INVOLVING A BEECH F-90, SERIAL NUMBER LA-172 AIRCRAFT, WHOSE LANDING GEAR RETRACTED DURING TAXI OPERATION WHEN THE MAXIMUM HEAT SWITCH WAS TURNED ON. THIS RESULTED IN CONSIDERABLE DMAGE TO THE IARCRAFT, RIGHT ENGINE, AND RIGHT PROPELLER. DURING INVESTIGATION, INSPECTORS FORM THIS OFFICE, ALONE WITH A REPRESENTATIVE FROM RATHEON AIRCRAFT SERVICES (FULTON COUNTY AIRPORT), DISCOVERED SEVERAL WIRES CHAFFED IN THE RIGHT MAIN LANDING GEAR WHEEL WELL AREA. THE RIGHT WHEEL WELL'S SPLASH CURTAIN WAS REMOVED AND THE WIRING FOR THE J107 CONNECTOR WAS INSPECTED. SEVERAL WIRES WERE FOUND CHAFFED THOUGH INSULATION IN THE AREA WHERE THEY WERE TIED TO THE AIRCRAFT WHEEL WHEEL COMPARTMENT WIRE BUNDLE AND MADE A 180 DEGREE BEND. THE DETERMINATION WAS MADE THAT ONE SIDE OF THE WIRES HAD CHAFFED AGAINST THE SPIRAL WRAP (ON WIRING TO PROTECT AGAINST CHAFFING) FOR WIRE BUNDLE THAT J107 WERE TIED TO. SEE ATTACHMENT (.19) ON FEBRUARY 9, 2000, ABOUT 0905 EASTERN STANDARD TIME, A BEECH F-90, N101ET, REGISTERED TO AND OPERATED BY AVONDALE MILLS INC., AS A TITLE 14 CFR PART 91 BUSINESS FLIGHT, MAIN LANDING GEAR RETRACTED WHILE TAXIING FOR TA KEOFF FROM MONROE COUNTY AIRPORT, MONROE, GEORGIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED, AND THE PRIVATE-RATED PILOT WAS NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. A COMPANY REPRESENTATIVE STATED THAT WHILE TAXIING FOR TAKEOFF THE PILOT SELECTED MAX GROUND HEAT, AND IMMEDIATELY EXPERIENCED MAIN GEAR RETRACTION. THE REPRESENTATIVE FURTHER STATED THAT THE TAIL DROPPED SUDDENLY, IMPACTING THE RAMP, AND THE AIRPLANE CONTINUED TO MOVE FORWARD FOR ABOUT 30 FEET. 20000209004499A (-23) PILOT LOST CONTROL OF THE AIRCRAFT DURING LANDING. (.4)THE AIRLINE TRANSPORT CERTIFICATED PILOT WAS LANDING A TWIN-ENGINE TURBOPROP AIRPLANE AT A REMOTE AIRPORT ON A SCHEDULED AIR TAXI FLIGHT. RISING HILLY TERRAIN IS LOCATED EAST OF THE AIRPORT. THE PILOT SAID THAT DURING THE APPROACH FOR LANDING, HE NOTICED THE AIRPORT WIND SOCK INDICATING A WIND FROM THE EAST ABOUT 25 KNOTS. WHEN THE PILOT DESCENDED TO 500 FEET, ABOUT MID-BASE, THE AIRPLANE ENCOUNTERED MODERATE TURBULENCE AND AN INCREASED RATE OF DESCENT. HE ADDED ENGINE POWER TO ARREST THE DESCENT. AS HE TURNED TOWARD THE RUNWAY, THE AIRPLANE ENCOUNTERED 3 TO 4 ROLLING OSCILLATIONS WITH A BANK ANGLE UP TO 90 DEGREES WHILE DESCENDING TOWARD THE RUNWAY. ACCORDING TO A COMPANY MECHANIC WHO TRAVELED TO THE SCENE, IT APPEARED THAT THE AIRPLANE STRUCK THE RUNWAY ABOUT 1,200 FEET FROM THE APPROACH END WITH THE LEFT WING AND LEFT ELEVATOR, WHILE YAWED ABOUT 45 DEGREES TO THE LEFT OF THE RUNWAY CENTERLINE. THE AIRPLANE THEN SLID OFF THE LEFT SIDE OF THE RUNWAY. AFTER THE COLLISION, THE PILOT EVACUATED THE PASSENGERS, AND NOTICED THE AIRPORT WIND SOCK WAS INDICATING A TAILWIND. THE AIRPORT/FACILITY DIRECTOR Y CONTAINS THE FOLLOWING IN THE AIRPORT REMARKS: 'UNATTENDED. EASTERLY WINDS MAY CAUSE SEVERE TURBULENCE IN VICINITY OF RUNWAY.' 20000209005109I (-23) MR. ANSELMO J. MACCHI PIC OF CESSNA 182 REGISTRATION NUMBER N1420S HAD PICK UP A PASSENGER AT THE MILLION AIR TERMINAL AT HFD. AFTER LOADING THE PASSENGER AND BAGGAGE STARTED THE AIRCRAFT. MR. MACCHI STATED HE HAD SET THE PARKING BRAKE. BOTH THE PIC AND PASSENGER WERE NOT LOOKING OUTSIDE THE IARCRAFT. THE AIRCRAFT STARTED TO TAXI APPROXIMATELY 50 FEET STRAIGHT AHEAD INTO A CESSNA 210 REGISTRATION NUMBER N732FX CAUSING THE SUBSTANTIAL DAMAGE TO THE RIGHT WING, THE PROPELLER, AND THE IRHGHT SIDE OF THE FUSELAGE FORWARD OF THE AFT JAM OF THE PASSENGER DOOR. NO INJURIES WERE REPORTED. (-23 AMENDMENT) ON FEBRUARY 9, 2000, A CESSNA 182, N1420S, TAXIED AND COLLIDED INTO A CESSNA 210, N732FX, AT HARTFORD-BRAINARD AIRPORT (HFD). THE INCIDENT WAS REPORTED AS AN ACCIDENT AND ASSIGNED A NTSB ID NUMBER NYC00LA076. N1420S WAS OCCUPIED AND SUSTAINED MINOR DAMAGE TO THE PROPELLER AND ENGINE (SUDDEN STOPPAGE), AND DENTS TO THE RIGHT WING AND THE STRUT. N732FX WAS NOT OPERATING OR OCCUPIED WHEN N1420S STRUCK THE AIRCRAFT CAUSING SUBSTANTIAL DAMAGE TO THE RIGHT WING. AFTER FURTHER REVIEW OF 14 CFR 830, THIS ACCIDENT SHOULD HAVE BEEN CLASSIFIED AS AN INCIDENT DUE TO THE FACT THAT N1420S DI D NOT SUSTAIN "SUBSTANTIAL DAMAGE". IT IS RECOMMENDED THAT ACCIDENT ID NYC00LA076 BE DOWNGRADED TO AN INCIDENT. 20000209005389A (-23) PILOT ATTEMPTED TO LAND RWY 26 AT ODESSA, FLORIDA (3FDI), DURING THE APPROACH AIRCRAFT STRUCK A HIGH TENSION POLE AND WIRE. THE POLE WAS STRUCK AT APPROXIMATELY 35 FEET 10 INCHES FROM THE GROUND AND THE POLE WAS AT LEAST 500 FEET FROM THE END OF THE RUNWAY. THE WEATHER WAS VFR HOWEVER THERE WAS NO MOON AND IT WAS QUITE DARK. NEITHER OF THE PILOTS ON BOARD HAD IN THEIR PERSONAL POSSESION A MEDICAL CERTIFICATE OF A PILT'S LICENSE. BY THE ISIS REPORT, NEITHER PILOT HAD A CURRENT MEDICAL. 20000209009629A (-23) STUDENT PILOT MAKING HIS FIRST SOLO LANDING ON RUNWAY 20 LOST CONTROL OF A/C ON TOUCHDOWN AND WENT TO THE LEFT SIDE OF RUNWAY. A/C SUBSEQUENTLY ROLLED INTO A DRAINAGE DITCH CAUSING SUBSTANTIAL DAMAGE TO LEFT WING. (.4)THE STUDENT PILOT COMPLETED A 1-HOUR TRAINING FLIGHT WITH HIS INSTRUCTOR, AND THEN DEPARTED ON HIS FIRST SOLO FLIGHT. THE STUDENT PILOT STATED THAT HE CAUSED THE AIRPLANE TO VEER 20 DEGREES TO THE LEFT AND DEPART THE RUNWAY DURING THE LANDING. THE AIRPLANE STRUCK A SNOWBANK AND CONTINUED INTO A DITCH THAT RAN PARALLEL TO THE RUNWAY. THE NOSE WHEEL SETTLED INTO THE DITCH, AND THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. THE STUDENT PILOT REPORTED 18 HOURS OF FLIGHT EXPERIENCE, AND THAT THERE WERE NO MECHANICAL DEFICIENCIES WITH THE AIRPLANE. DURING THE AUTUMN MONTHS PRIOR TO THE ACCIDENT, THE STATE'S AGENCY OF TRANSPORTATION IDENTIFIED THE AIRPORT FOR A RE-GRADING PROJECT TO ELIMINATE THE DITCH. THE PROJECT, COMPLETED 7 MONTHS AFTER THE ACCIDENT, ELIMINATED THE DITCH HAZARD. 20000209014289I (-23) THE PILOT STATED THAT WHEN HE WAS TAXING FOR TAKE-OFF, THE AIRCRAFT DRIFTED TO ONE SIDE OF THE TAXIWAY DUE TO A WINDGUST. IN ORDER TO CORRECT FOR THIS, RUDDER AND BRAKES WERE APPLIED, CAUSING THE AIRCRAFT TO NOSE OVER. THE AIRCRAFT'S PROPELLER HIT THE GROUND CAUSING SUDDEN STOPPAGE TO THE ENGINE. THE PILOT STATED THAT BECAUSE OF HIM WEARING HEAVY WINTER SHOES, HE DID NOT HAVE VERY MUCH FEEL FROM THE HEELBRAKES. 20000209019549I (-23)AILERON TRIM WAS OBSERVED BY THE CREW TO BE MOVING LEFT WITHOUT ANY CREW INPUT. CREW PULLED CIRCUIT BEAKER AND CONTINUED THE FLIGHT WITHOUT FURTHER INCIDENT. MALFUNCTION WAS INDICATION PROBLEM ONLY. MAINTENANCE REMOVED AND REPLACED TRIM CONTROLLER, INDICATOR AND ACTUATOR. TEARDOWN REPORT INDICATES UNIT OUT OF CALIBRATION. UNIT RECALIBRATED TO ZERO. 20000210001349I (-23) AFTER LANDING AT LNS AND DURING THE TAXI IN, PILOT INDICATED THAT THE LEFT ENGINE IDLED ROUGH. HE ATTEMPTED TO INCREASE IDLE SPEED WITH THROTTLE AND THE ENGINE QUIT RUNNING. ATTEMPTED RESTART, RAN ROUGH AT 400 RPM AND QUIT AGAIN. ATTEMPTED START ONE MORE TIME WITH SAME RESULTS. AS PILOT WAS SECURING ENGINE, HE NOTICED SMOKE AND FLAMES COMING FROM THE ENGINE NACELLE. HE CONTACTED GROUND TO TELL THEM HE HAD AN ENGINE FIRE. DEPARTED AIRCRAFT AND FIRE RESCUE ARRIVED AND EXTINUISHED FIRE. EXAMINATION OF THE ENGINE REVEALED THAT THE FUEL DRAIN LINE FROM THE INTAKE MANIFOLD DID NOT HAVE A PERFECT ALIGNMENT WITH THE EXIT HOLE IN THE ENGINE COWLING ALLOWING EXCESS FUEL TO BE DEPOSITED INSIDE THE BOTTOM COWLING WHICH WAS IGNITED BY THE ATTEMPTED RESTARTS. ^PRIVACY DATA OMITTED^ END. 20000210002389I (-23) ON 2/10/2000, AT APPROXIMATELY 1445, THE COMMERCIAL PILOT OPERATING BELLANCA 17-30A, N8843V, UNDER FAR PART 91, DEPARTED RW32 VISALIA, CA (VIS) DURING CLIMB, EXPERIENCED ELECTRICAL SYSTEM DISCHARGE. THE PILOT TURNED OFF THE MASTER SWITCH AND TURNED BACK TO VIS. THE EMERGENCY GEAR LEVER WAS USED TO EXTEND THE LANDING GEAR. UPON LANDING ON RW32, THE NOSE GEAR COLLAPSED. NO INJURIES TO PILOT OR PASSENGERS. MAINTENANCE CONDUCTED, LANDING GEAR RETRACTION TESTS, NO CAUSE DETERMINED. 20000210002719I FLIGHT INSTRUCTOR, BRIAN CASE, WAS GIVING INSTRUCTION TO ULTALIGHT OPERATOR JOHN LANE, IN AN AERONCA CHAMP. THE OPERATOR WANED TO GAIN SOME TAIL WHEEL EXPERIENCE, AND THUS HIRED A CERTIFICATED CFI TO GAVE HIM "DUAL" INSRUCTION. WHILE TEACHING MR. LANE HOW THE AIRCRAFT OPERATORS AT HIGH SPEED AND TAIL UP ON THE GROUND, LANE INPUT THE INCORRECT RUDDER CORRECTION. BEFORE MR. CASE COULD REGAIN CONTROL OF THE AIRCRAFT, THE AIRCRAFT RAN OFF OF THE RUNWAY, HIT A BURM, AND BECAME AIRBRONE. CASE ADDED FULL POWER, FLEW THE AIRCRAFT AROUND THE PATTERN AND RETURNED TO LAND. THE AIRCRAFT SUSTAINED MINOR DAMAGE. THE ADMISSION, MISTAKENLY THOUGHT THE ULTRALIGHT OPERATOR HAD MORE EXPERIENCE THAN HE DID. CFI WAS STEARNLY COUNSELED THAT ULTRALIGHT OPERATORS ARE IN NO WAY SHAPE OR FORM REMOTELY QUALIFIED TO FLY A CERTIFICATED AIRCRAFT. THIER KNOWLEDGE BSE IS SEVERELY LACKING. 20000210004139I FLIGHT DEPARTED TO SEARCH FOR MISSING BOAT WITH FRIENDS ONBOARD. FLIGHT ARRIVED ON THE MARQUESAS KEY AREA TO COMMENCE SEARCH. FLIGHT OPERATED AT AN ALTITUDE OF 800-1500 FEET MSL DURING SEARCH. PIC ADVISED ATC OF HIS OPERATION. PIC WAS FULLY AWARE OF R-2916 AND HAD A VFR CHART ATTACHED TO HIS KNEE FOR NAVIGATION PURPOSE. AFTER BEGINNING THE SEACH, THE PIC BECAME MORE INVOLED WITH LOOKING FOR THE BOAT THAN REMAINING AWARE OF HIS CURRENT POSITION. THE PIC INADVERTANTLY PENETRATED R-2916 WHILE LOOKING FOR THE MISSING BOAT. THE PIC REALIZED HIS ERROR WHEN HE SAW ANTENNAES ON THE GROUND R-2916 AND EXCUTED A 180 DEGREE TURN TO EXIT THE RESTRICTED AREA. 20000210005379A (-23) DURING AN AIRPLANE MULTI ENGINE LAND (AMEL) NIGHT TIME, INSTRUCTIONAL FLIGHT THE CERTIFIED FLIGHT INSRTUCTOR (CFI) INSTRUCTED THE ME STUDENT TO PERFORM A SINGLE ENGIEN NIGHT TIME APPROACH. AT A LOW ALTITUDE, APPROXIMATELY 50 FEET ABOVE THE RUNWAY, AND DRIFTING AWAY FROM CENTERLINE, THE CFI CALLED FOR A TWO ENGINE REJECTED LANDING. THE STUDENT RESPONDED WIHT FULL THROTTLE ON THE LEFT ENGINE - LEAVING THE RIGHT AT SIMULATED ZERO THRUST. THE CFI SAID HE WAS LUCKY TO SOMEWHAT GAIN CONTROL JUST BEFORE SLAMMING INTO THE RUNWAY AND THEN SKIDDING FOR THE RUNWAY. 20000211002249I (-23) AIRCRAFT WAS AT 2500 FT 20 NM SOUTH OF SHV WHEN ENGINE RAN ROUGH. PILOT ASCENDED TO 5000 FT 5 NM SOUTH OF SHV ENGINE FAILED. PILOT MADE A SAFE LANDING AT SHV. REPAIR STATION REPORTED ONE CYLINDER IN BOTTOM OF ENGINE COWL AND PISTON MISSING. WE WILL FOLLOW UP WITH AN M OR D ONCE WE KNOW WHAT CAUSED THE FAILURE. ENGINE HAD ABOUT 150 HOURS SINCE OVERHAUL. 20000211002639I (-5) ON 2-11-2000, DELTA AIRLINES FLIGHT 2585, DECLARED AN EMERGENCY AND RETURNED TO KANSAS CITY INTERNATIONAL DUE TO ELECTRICAL SMOKE IN THE COCKPIT. THE PILOT REPORTED ON LOG PAGE 627630, THAT DURING CLIMBOUT, PASSING FLIGHT LEVEL 220, SMOKE FLOWING FROM BEHIND CAPTAINS SIDE AUTOPILOT SCOREBOARD. CAPTAINS SIDE AUDIO BOX INOP. ALL ANNUCIATOR LIGHTS ILLUMINATED AFTER SMOKE. DELTA MAINTENANCE WAS CALLED AND DETERMINED THE ALTITUDE ALERT ANNUCIATOR LIGHT SHORTED INTERNALLY. THE SECTION 6 CIRCUIT BREAKER HAD POPPED DUE TO THE SHORT. IT WAS DETERMINED THAT THE SHORT CIRCUIT WAS CAUSED BY WATER LEAKING INTO THE COCKPIT THROUGH THE L-1 WINDSHIELD. THE WINDSHEILD WAS RETORQUED PER THE MAINTENANCE MANUAL. LEAK CHECKS WERE GOOD MANUFATER PART NUMBER 1-211-120 WAS REPLACED. ALL COCKKPIT LIGHTS, MASTER TEST/DIM LIGHTS, ALTITUDE ALERT LIGHTS OPERATED NORMALLY. THE AUDIO BOX WAS DETERMINED TO BE A SEPERATE PROBLEM AND WAS RECORDED UNDER ITEM 4 OF THE LOG BOOK. THE AIRCRAFT WAS DISPATCHED WITHOUT FURTHER INCIDENT. CE2000IAC021 IS CONSIDERED CLOSED. REF PTRS #2000B0402 20000211002679I AC/ TAXIING OUT OF FUEL PIT AREA, NLG DISPLAYED FUEL PIT MANHOLE COVER DUE TO BUILDUP OF ICE, NLG DROPPED INTO PIT ABOUT 5-6 INCHES CAUSING PROP STRIKE TO "POPPED-UP" COVER PLATE. ONE PROP BLADE BADLY DAMAGED, ONE OF OTHER TWO MINOR DAMAGE. OPR IS REPLACING PROP AND WILL DO AN ENGINE TEAR-DOWN INSPECTION FOR POSSIBLE ENG. DAMAGE AS RECOMMENDED BY ENG MFG DULLETINS. PHOTO'D DAMAGE, INTERVIEWED PILOT, MAINT. DEPT IS EVALUATING FULEING COVERS TO SEE HOW THEY CAN BE BETTER SECURED SURING WINTER SEASON. A/C HAD JUST STARTED ITS TAXI ROLL FROM ITS FUEL PIT PARKING AREA WHEN INCIDENT OCCURED . A/C WAS ON A TRAINING FLIGHT UNDER FAR PART 91. 20000211002889I RIGHT MAIN GEAR COLLAPSED DURING LANDING ROLL-OUT ON RUNWAY 02. AIRCRAFT SUSTAINED ONLY VERY MINOR, NEGLIGIBLE DAMAGE, LIMITED TO THE CABIN STEP, TAIL SKID AND FORWARD LOWER CORNER OF RIGHT MAIN GEAR DOOR. THE AIRCRAFT HAD NEARLY STOPPED, AT TEH TIME OF INCIDENT, AND CAME TO REST NOSE-HIGH, ON THE CABIN STEP AND TAIL SKID. THE PROPELLER DID NOT CONTACT THE PAVEMENT. ^PRIVACY DATA OMITTED^ THE AIRCRAFT HAD TAKEN OFF IN ICY/SLUSHY CONDITIONS, FROM DETROIT, AND BASED ON THE THAT THE ONLY DAMAGED PART FOUND WAS THE PUSH ROD FROM THE ACTUATOR WALKING BEAM TO THE RIGHT GEAR (ROD WAS BENT UP), ^PRIVACY DATA OMITTED^ THEREFORE CAUSING THE ROD TO BEND, BEFORE THE WHEEL POPPED OUT OF THE WELL, NEVER QUITE LOCING DOWN. HOWEVER, TEH GEAR WOULD STILL INDICATE "DOWN-AND-LOCKED", BECAUSE THE SINGLE DOWNLOCK INDICATION SWITCH IS ACTUATED BT THE LEFT MAIN PUCK ROD, AND THE LEFT MAIN INDEED LOCKED DOWN. 20000211002929I ON FRIDAY, FEBRUARY 11, 2000 AT 1236 EST, ALLEGHENY AIRLINES FLIGHT 3594, DHC-8, N819EX, LANDED ON RUNWAY 31 AT BUFFALO NIAGARA INTERNATIONAL AIRPORT DUE TO A GEAR PROBLEM. THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE JACKED THE AIRCRAFT,SWUNG THE GEAR AND COULD NOT DUPLICATE THE PROBLEM. RELAYS 32-61, K5, K6, K7 AND K8 WERE REPLACED AS A PRECAUTION AND THE GEAT SWUNG AGAIN SEVERAL TIMES SUCCESSFULLY. THE ARICRAFT WAS THEN FERRIED TO BGM FOR REPAIRS TO THE LANDING GEAR LIGHT. THIS INCIDNET IS CONSIDERED CLOSED. 20000211003169I AIRCRAFT DIVERTED TO PALM SPRINGS, CA., NO EMERGENCY WAS DECLARED. AIRCRAFT SAFETY. MAINTENANCE CHECK REVEALED A FAILURE OF A PRIMARY GOVERNOR. GOVERNOR WAS REMOVED AND REPLACED. AIRCRAFT WAS REUTRNED TO SERVICE. 20000211003189I AFTER INSTALLION OF SKIS OWNER/OPERATOR DEPARTED A PRIVATE STRIP WITH A UNREGISTERED AURCRAFT/ULTRALIGHT, ON TAKE OFF THE AIRCRAFT VEERED TO THE RIGHT, FAILING TO GAIN ALTITUDE CONTACTED A STAND TO TREES AND CAME TO REST INA FIELD NEXT TO THE WOODED AREA. PASSENGER RECEIVED MINOR INJURIES AND DECLINED MEDICAL ATTENTION.(UNCONSCIOUS) 20000211003599I THE PILOT LANDED LONG AT HUNTSVILLE AMDISON CO. EXECUTIVE AIRPORT. UPON APPLYING BRAKES, THE UNEVEN APPLICATION OF BRAKE PRESSURE CAUSED THE AIRCRAFT TO SKID OFF THE RUNWAY TO THE LEFT SIDE. THE AIRCRAFT WENT INTO A DITCH AND THE PROPS HIT THE GROUND. 20000211005149A (-23) ON 02-11-2000, AT 0815 PST, A MITSUBISHI MU-2B-60, N152BK, OPERATED BY AMERICAN CHECK TRANSPORT, WAS DESTROYED WHEN IT IMPACTED TERRAIN APPROXIMATELY 1.5 NAUTICAL MILES EAST OF THE LEWISTON NEZ-PERCE COUNTY AIRPORT (LWS), LEWISTON, IDAHO. THE 14CFR PART 135 CARGO CARRYING FLIGHT HAD DEPARTED BOISE AIR TERMINAL AIRPORT (BOI), BOISE, IDAHO, AT 0823 LOCAL TIME AND WAS ENROUTE TO THE LEWISTON AIRPORT. THE AIRCRAFT WAS CLEARED FOR THE ILS RWY 26 APPROACH TO THE AIRPORT. THE LEWISTON ATC TOWR CONTROLLER REPORTED THE AIRCRAFT IN SIGHT APPROXIMATELY FOUR MILES FROM THE AIRPORT. THE PILOT WAS GIVEN THE OPTION OF LANDING ON RUNWAY 29, AND HE CHOSE TO LAND ON RUNWAY 29. AT 0815, THE WINDS WERE 300 DEGREES AT 13 KNOTS. AT APPROXIMATELY TWO MILES EAST OF THE AIRPORT, HE PILOT REPORTED A DUAL ENGINE FLAMEOUT. THE AIRPLANE IMPACTED THE GROUND NEAR THE TOP OF A RIDGELINE. THE AIRLINE TRANSPORT PILOT WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN HAD BEEN FILED. 20000211007869A (-23) ON 2/11/00 AT APPROX. 1435 EST, A SEAWIND 3000 EXPERIMENTAL A/C, N94WB, WAS DESTROYED AFTER COLLIDING WITH TREES AND MOUNTAINOUS TERRAIN WHILE MANUEVERING OVER CUMBERLAND GAP NATIONAL HISTORICAL PARK, VA. THE PILOT AND ONE PASSENGER WERE FATALLY INJURED. THE ACCIDENT SITE WAS IN A REMOTE AREA ON A HILLSIDE AT AN ELEVATION OF APPROX. 2200' AND THE DEBRIS FIELD WAS APPROX. 250 YARDS LONG. (.4) ON FEBRUARY 11, 2000, ABOUT 1435 EASTERN STANDARD TIME, A HOMEBUILT SEAWIND 3000 AMPHIBIAN AIRPLANE, N94WB, WAS SUBSTANTIALLY DAMAGED AFTER COLLIDING WITH TREES AND MOUNTAINOUS TERRAIN WHILE MANEUVERING OVER CUMBERLAND GAP NATIONAL HISTORIC PARK, CUMBERLAND, VIRGINIA. THE CERTIFICATED PRIVATE PILOT/OWNER/BUILDER AND PASSENGER WERE FATALLY INJURED. THE FLIGHT ORIGINATED IN DUNELLON, FLORIDA, AT 0844 DESTINED FOR PONTIAC, MICHIGAN, WITH AN INTERMEDIARY STOP IN DOUGLAS, GEORGIA. NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED. A WITNESS WHO LIVED NEAR THE PARK WAS IN HIS HOUSE WHEN HE HEARD THE AIRPLANE. HE WAS INTERVIEWED VIA TELEPHONE BY A FEDERAL AVIATION A DMINISTRATION (FAA) INSPECTOR. ACCORDING TO THE RECORD OF CONVERSATION, THE WITNESS SAID: "APPROXIMATELY 3:00 PM - NO SIGHT - ONLY HEARD AIRPLANE FROM INDOORS. THE ENGINE WAS SPUTTERING, AND WAS COMING ON AND OFF. HE RAN OUTSIDE TO THE BACK DECK AND LOOKED UP. THERE WAS A LOT OF FOG BUT HE DID NOT SEE THE AIRPLANE. HE STILL HEARD SPUTTERING FOR ABOUT FIVE SECONDS, THEN HEARD THE SOUND OF THE AIRPLANE HITTING TREES, THEN SILENCE." A SECOND WITNESS, AN ENGINEER, ALSO LIVED NEAR THE PARK AND HEARD THE AIRPLANE. IN A WRITTEN STATEMENT, HE SAID: "I HEARD A SMALL PLANE WITH THE ENGINE AT FULL THROTTLE, ABOUT 7 TO 10 SECONDS WITH NO MISSING SOUND, BUT FULL REV. ALSO, WHAT SOUNDED LIKE A CRASH AND THE CRACKING OF TIMBER AND THEN THE ENGINE WENT SILENT. I NOTICED THE POSSIBLE STRONG WIND GUSTS AT 1,300 FEET AND THE ACCIDENT SITE WAS APPROXIMATELY 2,400 FEET." A THIRD WITNESS, AN AUTO MECHANIC, LIVED NEAR THE PARK AND WAS IN HIS YARD WORKING WHEN HE OBSERVED THE AIRPLANE FLYING OVER HIS HOME. HE WAS INTERVIEWED VIA THE TELEPHONE BY AN FAA INSPECTOR. ACCORDING TO THE RECORD OF CONVERSATION, THE WITNESS SAID: "IT WAS APPROXIMATELY 1430 WHEN HE FIRST SAW AND HEARD THE AIRPLANE HEADING TOWARDS THE MIDDLEBORO AIRPORT, MIDDLEBORO, KENTUCKY. THE AIRPLANE WAS WHITE IN COLOR. THE AIRPLANE WENT DIRECTLY OVER HIS HOME AND MADE A RIGHT TURN TOWARD THE PINNACLE, WHICH IS THE HIGHEST PEAK IN THE PARK. WHEN THE AIRPLANE TURNED RIGHT, HE HEARD THE AIRPLANE GO FULL POWER TOWARDS THE PINNACLE, WHICH WAS FOGGED IN. THE AIRPLANE DISAPPEARED OVER THE RIDGE INTO THE CLOUD COVER AND THEN HEARD A CRACKING NOISE OF TREES THEN SILENCE. HE STATED THE WEATHER WAS VERY CLOUDY AND THE PINNACLE AREA WAS SOCKED IN WITH HEAVY FOG. HE WAS CONFUSED AS TO WHY THE AIRPLANE TURNED OFF HIS ORIGINAL HEADING TOWARD THE AIRPORT." THE AIRPLANE COLLIDED WITH TERRAIN INSIDE THE CUMBERLAND GAP NATIONAL HISTORIC PARK, APPROXIMATELY 5 NAUTICAL MILES SOUTHEAST OF MIDDLEBORO AIRPORT (1A6), MIDDLEBORO, KENTUCKY. TWO FAA INSPECTORS EXAMINED THE AIRPLANE ON-SITE. AN INSPECTOR REPORTED THAT THE WRECKAGE PATH WAS APPROXIMATELY 250 YARDS LONG, AT AN APPROXIMATE ELEVATION OF 2,200 FEET MEAN SEA LEVEL (MSL). BOTH WINGS WERE SHEERED FROM THE AIRPLANE AT THE WING ROOT. THE FUSELAGE CAME TO REST ON THE RIGHT SIDE, AND THE ENGINE SEPARATED FROM THE PYLON. 20000211011099A (-23) ON APPROACH THE TAIL BOOM WAS STRUCK BY THE ROTOR BLADES. THE HELI CRASHED APPROX. 500 YARDS OFF THE NORTH END OF RUNWAY 16, OF THE BOUNTIFUL SKY PARK AIRPORT. 20000211014329I (-23) AIRCRAFT DEVELOPED INTERMITTENT MICROPHONE PROBLEMS ENROUTE FROM JOHN WAYNE AIRPORT, CA TO PHOENIX, AZ. AIRCRAFT DECLARED EMERGENCY LANDING INTO BLYTHE, CA AIRPORT AND LANDED UNEVENTFULLY. 20000212001559I (-23) ON FEBRUARY 12, 2000 AT CST, A PIPER PA-24, REGISTRATION NUMBER N7490P, ^PRIVACY DATA OMITTED^ , WAS INVOLVED IN AN INCIDENT WHEN AT CRUISE THE PILOT WAS UNABLE TO MOVE THE FUEL SELECTOR TO THE PROPER FUEL TANK. THE PILOT PERFORMED EMERGENCY LANDING AFTER THE ENGINE STOP BECAUSE OF LOW FUEL. THE PILOT WAS PERSONAL WITH CLEAR WEATHER AND NO FLIGHT PLAN FILED. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND NO INJURY TO THE PILOT. THE PILOT HOLDS AN AIRLINE TRANSPORT, AIRPLANE MULTIENGINE LAND, AIRPLANE SINGLE LAND AND COMMERCIAL PILOT CERTIFICATE, NUMBER 002165182. THE FLIGHT ORIGINATED AT SOUTH BRAZOS TEXAS, ON FEBRUARY 12, 2000 AT 8:15 A.M. 20000212002429I (-5) THE PILOT REPORTED ENCOUNTERING SEVERE TURBULANCE AT 17,000 SW OF COS 1226 MST. THE AIRCRAFT MADE AN UNCONTROLLED DESCENT TO 14,000. ONE FLIGHT ATTENDANT HIT HER HEAD ON THE CEILING AND LANDED ON HER TAIL BONE. SHE WAS TRANSPORTED TO THE HOSPITAL WITH MINOR INJURIES. PARAMEDICS TREATED TWO FEMALE PASSENGERS FOR MINOR ELBOW AND KNEE INJURIES. NO AIRCRAFT DAMAGE. 20000212003239I BUSINESS EXPRESS CATERING TRUCK WAS DRIVING AT EXCESSIVE SPEED AS IT PASSED BETWEEN TWO AIRCRAFT WHICH WERE PARKED AT THE GATE. THE TRUCK STRUCK THE RIGHT WING ON N357BE CAUSING EXTENSIVE DAMAGE TO THE AIRCRAFT. THE DRIVER ADMITTED THAT HE WAS DRIVING TOO FAST. MASSACHUSETTS STATE POLICE INVESTIGATED THE ACCIDENT AND ISSUED A CITATION TO THE TRUCK DRIVER FOR NEGLIGENT DRIVING. INVESTIGATION BY FAA INSPECTORS REVEALED THE RIGHT AILERON AND WING TIP WERE DESTROYED, THE REAR WING SPAR CAP WAS ALSO DESTROYED. 20000212004641A (.4) ACCORDING TO EYEWITNESSES, THE CESSNA 152 HAD LANDED ON RUNWAY 16, AND WAS ABOUT 1500 FEET DOWN THE RUNWAY WHEN THE CESSNA 140A LANDED ON TOP OF THE CESSNA 152, STRIKING THE VERTICAL STABILIZER AND COLLAPSING THE RIGHT MAIN GEAR. THE CESSNA 140A CAME TO REST ON ITS NOSE. THERE WERE WRINKLES IN THE EMPENNAGE AND FIREWALL OF THE CESSNA 140A. 20000212004642A (.4) ACCORDING TO EYEWITNESSES, THE CESSNA 152 HAD LANDED ON RUNWAY 16, AND WAS ABOUT 1500 FEET DOWN THE RUNWAY WHEN THE CESSNA 140A LANDED ON TOP OF THE CESSNA 152, STRIKING THE VERTICAL STABILIZER AND COLLAPSING THE RIGHT MAIN GEAR. THE CESSNA 140A CAME TO REST ON ITS NOSE. THERE WERE WRINKLES IN THE EMPENNAGE AND FIREWALL OF THE CESSNA 140A. (-23) THE PILOT(CFI) OF CESSNA 152, N757XF, WITH A STUDENT PILOT ON BOARD, LANDED AT CLEARWATER AIRPARK (CLW) ON RUNWAY 16, ABOUT 1500 FEET DOWN RUNWAY, WHEN A CESSNA 140-A, N5339C, LANDED ON TOP OF HIS A/C STRIKING THE VERTICAL STABILIZER AND THE RIGHT MAIN GEAR. 20000212011289A (-23) THE PILOT WAS ATTEMPTING A SIMULATED FORCED LANDING FROM DOWNWIND 800'AGL. THE A/C GOT LOW ON BASE LEG (200-300 AGL) AND WHEN POWER WAS APPLIED, THE ENGINE DID NOT RESPOND, AND THE AIRPLANE HIT THE GROUND IN A PLOWED FIELD 600-800 FEET SHORT OF RUNWAY. THE IMPACT SEVERED THE NOSEGEAR, BENT ALL THREE PROPELLOR BLADES, AND BENT THE REAR OF LEFT WING. THERE WERE NO INJURIES. 20000212014399A (.4) THE PILOT SAID THAT ON HIS DESCENT TO THE AIRPORT, THE WIND BECAME 'LIGHT TO MODERATE OUT OF THE SOUTH.' THE MIDFIELD WIND SOCK WAS 'STRAIGHT OUT, INDICATING A LEFT QUARTERING WIND TO RUNWAY 24.' THE FINAL APPROACH WAS 'ROUGH,' AND HE DECIDED TO MAKE A GO-AROUND. HE NOTICED THE WIND SOCK AT THE END OF THE RUNWAY WAS 'HANGING, BENT IN THE MIDDLE.' THE PILOT SAID THAT ON THE SECOND APPROACH, HE WAS ABLE TO MAINTAIN RUNWAY HEADING WITHOUT INTRODUCING A CRAB ANGLE. WHEN HE FLARED THE AIRPLANE FOR LANDING, IT BALLOONED 8 TO 10 FEET UP INTO THE AIR. HE APPLIED SOME POWER. AS THE AIRPLANE SETTLED BACK TO THE GROUND, THE LEFT WING AND NOSE CAME UP AND THE PILOT APPLIED FULL POWER. SEEING TREES AND A BEACON TOWER HE WOULD BE UNABLE TO AVOID, THE PILOT REDUCED POWER TO IDLE. THE AIRPLANE STRUCK THE GROUND AND NOSED OVER. 20000212035409A (.4)THE AIRPLANE TOUCHED DOWN UNDER CALM WIND CONDITIONS, WITH THE LEFT WING DOWN. THE LEFT WHEEL RIM FRACTURED, AND THE WHEEL CAME OFF THE RIM, BUT THE AIRPLANE VEERED OFF THE RUNWAY TO THE RIGHT. IT HIT A SNOW BANK, AND FLIPPED UP, AND ONTO ITS NOSE. (-23)PILOT STATED THAT HE HAD MADE NORMAL LANDING WAS ON ROLL OUT WHEN AIRCRAFT VEERED TO RIGHT OF RWY. ON SITE INVESTIGATION REVEALED L/H MAIN WHEEL DESINTERGRATED (REASON UNKNOWN). 20000213002619I (-5) AIRCRAFT DHC-6-300, N227SA, RETURNED TO VGT SHORTLY AFTER DEPARTURE BECAUSE OF UNSPECIFIED CONTROL PROBLEMS. 02/16/2000: DURING THE INVESTIGATION OF PROBLEM FOUND THAT DURING SCHEDULED EMMA INSPECTION ON 02/10/2000 DISCOVERED RUDDER GEAR TAB BOX MECHANISM HAD EXCEIVE BACK LASH. RECORDS SHOW REPLACED GEAR AND REINSTALLED GEAR BOX. THIS WAS A RII INSPECTION ALTHOUGH NO RII INSPECTION SHEET WAS USED. PROPER MAINTENANCE DOCUMENTS WERE USED. 20000213002809I WITH THE PILOT AND ONE PASSENGER (A 14 YEAR OLD MINOR) THE AIRCRAFT DEPARTED POTOMAC AIR PARK AT APPROXIMATELY 1030AM ON 02/13/00. THE AIRCRAFT LOST POWER AT APPROXIMATELY 1100 FEET. THE PILOT APPLIED CARBURETOR HEAT WHICH HELPED FOR A SHORT PERIOD, HOWEVER THE ENGINE BEGAN RUNNIGN ROUGH AGAIN AND CORBURETOR HEAT WAS NO HELP. THE PILOT UNABLE TO RETURN TO THE AIRFIELD SO HE LANDED ON INDIAN HEAD HIGHWAY (RT 210). THE AIRCRAFT HAD ADEQUATE FUEL AND CARBURETOR ICE IS BELIEVER TO BE RESPONSIBLE FOR THE LOS OF POWER. THE AIRCRAFT WAS INSPECTED AND THE FOLLOWING DISCREPANCIES NOTED: (1) ENGINE OIL LEAKED (INALBE TO DETERMINE ORIGIN), (2) NOSE STRUT FLAT, (3) CARBURETOR HEAT CONTROL SEEMED TO BE STICKING. FOLLOW-UP INSPECTION ON 2/14/2000. 20000213003309I ON FEBRUARY 13, 2000, AT 2126E, DHC-8, REGRISTERED AS N817EX AND OPERATED BY "PCAA" AS FLIGHT 3779, LANDED AT PITTSBURGH, PA (PIT) ON RUNWAY 10L AFTER REPORTING A FLIGHT CONTROL PROBLEM WHILE INBOUND TO PIT. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. THE PIC INDICATED THAT, IN CRUISE FLIGHT, THE STALL STICK SHAKER STARTED AND CONTINUED THROUGH LANDING. AFTER LANDING AT FIT, MAINTENANCE FOUND #2 LIFT TRANSDUCER HAD FAILED. THE TRANSDUCER WAS REPLACED AND OPERATIONALLY CHECKED SATISFACTORY I/A/W MM27-33-00. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000213003409I MR. ANDERSON STATES THAT ON 13 FEB 2000 AT 1345 PM HE LANDED ON THE LAKE AFTER MAKING TWO PASSES TO INSURE THAT THE AREA WAS SAFE AND NOTICED ANOTHER AIRCRAFT HAD ALSO LANDED. UPON LANDING, ON THE HARD SURFACE THE THE AIRCRAFT ENCOUNTERED A RUT LEFT BY A SNOWMOBILE AND THE AIRCRAFT VEERED TO THE RIGHT. THE NOSEWHEEL BEGAN TO DIG IN AT WHICH TIME THE PILOT ATTEMPTED TO RAISE THE NOSE BUIT IT DID NOT RESPOND BECAUSE OF THE DRAG OF THE SNOW ON THE NOSEWHEEEL. THE NOSE WHEEL THEN COLLAPSED AND THE AIRCRAFT FLIPPED INVERTED CAUSING MINOR DAMAGE TO THE EMOENNAGE. 20000213003479I AT APPROXIMATELY 1818Z N737UB, A C-182RG LANDED GEAR UP ON RUNWAY 22 AT SCHENECTADY COUNTY AIRPORT (SCH). THE SOLE OCCUPANT OF THE AIRCRAFT WAS UNINJURIED. THERE WERE SEVERAL AIRCRAFT IN THE PATTERN AT THE TIME OF INCIDENT. MR. JOHNSON STATED THAT HE WAS FOLLOWING AN AIRCRAFT THAT WAS GOING UNUSUALLY SLOW WHICH DISTRACTED HIM FROM HIS NORMAL DUTIES. MR. JOHNSON SAID THAT HE WAS SHORT FINAL BEFORE THE AIRCRAFT HE WAS FOLLOWING COMPLETED HIS TOUCH AND GO AND CLEAR OF THE RUNWAY. THE AIRCRAFT LANDED WITHA PARTIAL FLAP SETTING. MR. JOHNSON SAID HE DID NOT REALIZE THAT THE GEAR WAS NOT DOWN UNTIL HE OBSERVED THAT HE WAS MUCH LOWER THAN USUAL DURING LANDING FLARE. HE SAID HE HEARD AN AURAL WARNING INDICATOR BUT HE WAS NOT ABLE TO DIFFERENTIATE IF IT WAS THE STALL HORN OF THE GEAR WARNING HORN. AFTER TOUCHDOWN, MR. JOHNSON RADIOED THE TOWER ADVISING THEM OF THE GEAR UP LANDING AND THEN COMPLETED AN EMERGENCY SHUTDOWN AND EVACUTED THE AIRCRAFT. THE INVESTIGATION IS CLOSED. 20000213003489I ON TAKE OFF TJE AIRCRAFT DOOR CAME OPEN. THE AIRCRAFT SLID OFF OF THE RUNWAY, HIT A SNOW BANK. 20000213004839A (.23) PILOT WAS NOT INSTRUMENTENT RATED. HE WAS REPEATEDLY BRIEFED BY FLIGHT SERVICE THAT VFR WAS NOT RECOMMENDED. PILOT DEPARTED VFR INTO IFR CONDITIONS AND FLEW INTO RISING TERRAIN (A MOUNTAIN). (.4) HISTORY OF FLIGHT: ON FEBRUARY 13, 2000, ABOUT 1245 EASTERN STANDARD TIME, A BEECH 35-P35, N9796Y, OWNED BY A PRIVATE INDIVIDUAL IMPACTED WITH RISING TERRAIN DURING THE CLIMB, AND ABOUT 6 MILES FROM THE DEPARTURE AIRPORT NEAR DAYTON, TENNESSEE. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS DESTROYED. THE PRIVATE, NON INSTRUMENT-RATED PILOT WAS FATALLY INJURED. THE FLIGHT HAD ORIGINATED FROM THE DAYTON AIRPORT, EN ROUTE TO HICKS FIELD, FORT WORTH, TEXAS, AT 1240. AT 1025, THE PILOT OF N9796Y CALLED THE AIR TRAFFIC CONTROL SPECIALIST AT THE NASHVILLE AUTOMATED FLIGHT SERVICE STATION (AFSS), NASHVILLE, TENNESSEE, FOR A WEATHER BRIEFING FROM DAYTON, TENNESSEE, TO THE FORT WORTH, TEXAS AREA, FOR A PROPOSED FLIGHT THAT AFTERNOON. ACCORDING TO AFSS SPECIALIST'S STATEMENT, "...A DETAILED SYNOPSIS WITH EMPHASIS ON FORECAST THUNDERSTORMS AND IFR CONDITIONS WAS GIVEN. . THERE WERE AIRMETS (AIRMAN'S METEOROLOGICAL INFORMATION) FOR IFR CONDITIONS ALONG THE ROUTE OF FLIGHT UNTIL 1800 UTC (1400). I TOLD THE PILOT THAT I DID NOT EXPECT CONDITIONS TO IMPROVE AT THAT TIME BUT WOULD CONTINUE FOR ANOTHER 24 TO 36 HOURS." AT 1237, THE PILOT AGAIN CALLED THE NASHVILLE AFSS, AND THE SPECIALIST SAID, "...(HE) CALLED FOR FORECAST INFORMATION FOR THE 'NEXT COUPLE OF HOURS OR SO.' THE FLIGHT WOULD BE FROM DAYTON...TO NEAR THE DALLAS/FORT WORTH AREA. VFR ONLY. I PROCEEDED TO GIVE CURRENT AIRMETS, CONDITIONS, AND FORECAST INFORMATION SHOWING IFR CONDITIONS. (THE) PILOT ASKED ABOUT THUNDERSTORMS ALONG THE ROUTE. I GAVE THE LOCATION AND MOVEMENT OF THUNDERSTORMS AND PRECIPITATION. CONTINUED WITH TOPS INFORMATION AND FORECAST FOR CONTINUED IFR." ACCORDING TO A WITNESS AT THE AIRPORT JUST AFTER THE AIRPLANE TOOK OFF FROM THE RUNWAY IT DISAPPEARED INTO THE CLOUDS. ANOTHER WITNESS ABOUT 3 MILES FROM THE CRASH SITE SAID WHEN SHE SAW THE AIRPLANE IT WAS FLYING "LOW" AS IT CAME OUT OF THE CLOUDS. SHE SAID THE ENGINE SEEMED TO "SOUND NORMAL," AND THE AIRPLANE WAS HEADING IN A SOUTHWEST DIRECTION. THE WITNESS SAID THAT AT THE TIME THE WEATHER WAS, "...OVERCAST, FOGGY, MIS TING RAIN." ACCORDING TO LOCAL POLICE RECORDS THE AIRPLANE WAS FOUND BY A GROUND SEARCH AT 1649, JUST OFF OF BRAYTON MOUNTAIN ROAD, ABOUT 1/2 MILE FROM THE DEEP DOWN MINE ENTRANCE. THE ACCIDENT OCCURRED DURING THE HOURS OF DAYLIGHT ABOUT 35 DEGREES, 27 MINUTES NORTH, AND 085 DEGREES, 06 MINUTES WEST. 20000213011489A (-23) STUDENT PILOT ON HIS FIRST SOLO TAKE-OFF DEPARTED RUNWAY 21 AT THE CENTRAL MAINE REGIONAL AIRPORT. AT OR ABOUT THE ROTATION SPEED OF BETWEEN 60 OR 70 MILES PER HOUR, THE PILOT LOST CONTROL OF THE AIRCRAFT DUE TO ICE ON THE RUNWAY, THE AIRCRAFT DEPARTED THE LEFT SIDE OF THE RUNWAY APPROXIMATELY 1000 FEET FROM THE START OF RUNWAY 21 AND COLLIDED WITH THE SNOWBANK RUNNING ALONG THE EDGE OF THE RUNWAY. STRIKING THE SNOWBANK CAUSED THE AIRCRAFT TO FLIP PARTIALLY ON THE AIRCRAFT'S TOP SECTION WITH THE FRONT OR NOSE OF THE AIRCRAFT FACING THE DEPARTING END OF RUNWAY 21. (.4)THE STUDENT PILOT SAID HE FLEW WITH HIS INSTRUCTOR APPROXIMATELY 1 HOUR BEFORE DEPARTING ON HIS SOLO FLIGHT. DURING THE FLIGHT, THE STUDENT PILOT PERFORMED SEVERAL TAKEOFFS AND LANDINGS TO INCLUDE BOTH TOUCH-AND-GO AND FULL STOP. AT THE COMPLETION OF THE TRAINING FLIGHT, THE AIRPLANE WAS SERVICED WITH FUEL AND ANOTHER PRE-FLIGHT INSPECTION WAS COMPLETED. THE STUDENT PILOT SAID HIS INSTRUCTOR PROVIDED A COMPLETE BRIEFING, AND HE DEPARTED ON HIS SOLO FLIGHT. DURING THE TAKEOFF ROLL, THE AIRPLANE YAWED TO THE LEFT, OVERAN A PATCH OF ICE, YAWED FURTHER LEFT AND STRUCK A SNOWBANK. BOTH THE STUD ENT PILOT AND THE INSTRUCTOR REPORTED THERE WERE NO MECHANICAL DEFICIENCIES WITH THE AIRPLANE. 20000213019179A (.4)ON FINAL APPROACH AT THE DESTINATION AIRPORT, THE AIRPLANE'S ENGINE 'STOPPED.' THE PILOT SWITCHED FUEL TANKS AND TURNED ON THE FUEL PUMP. ENGINE POWER WAS NOT RESTORED. UPON REALIZING THAT THE APPROACH GLIDEPATH WOULD PUT THE AIRPLANE INTO TREES, THE PILOT ELECTED TO LAND IN A FIELD SHORT OF THE TREES. CONTINUITY OF THE FUEL SYSTEM WAS CONFIRMED. PHYSICAL EVIDENCE OF CONTAMINATION (FERROUS AND NONFERROUS) WAS FOUND THROUGHOUT THE FUEL SYSTEM (FUEL STRAINER, SELECTOR VALVE, ELECTRIC FUEL PUMP, LEFT WING FUEL CAVITY, AND CARBURETOR) INDICATING THAT WATER HAD BEEN PRESENT AT SOME TIME AND WAS ALLOWED TO REMAIN IN THE SYSTEM. DURING THE PREFLIGHT, IT IS NECESSARY FOR THE PILOT TO SELECT EACH TANK WITH THE FUEL SELECTOR VALVE THEN INDIVIDUALLY DRAIN IT, FROM THE COCKPIT, PRIOR TO FLIGHT, USING THE DRAIN VALVE ON THE FUEL SELECTOR. THE INDIVIDUAL TANKS ARE NOT EQUIPPED WITH DRAIN SUMPS. IF A FUEL TANK, THAT WAS NOT DRAINED PROPERLY, WAS SELECTED DURING FLIGHT, WATER AND/OR CONTAMINANTS COULD BE INTRODUCED INTO THE ENGINE CAUSING A PARTIAL LOSS OF POWER OR ENGINE STOPPAGE. THE ENGINE WAS REMOVED FROM THE AIRFRAME, AND DURING AN ENGINE RUN, NO APPARENT ANOMALIES WERE FOUND. 20000213043989I (-23) UNITED FLIGHT 1190 WAS ENROUTE TO DES MOINES, IA FROM DENVER, CO. THE FLIGHT CREW DECLARED AN EMERGENCY DUE TO A PROBLEM WITH THE AILERONS BEING EXTREMELY STIFF WHEN ATTEMPTING RIGHT TURNS. THE AIRCRAFT MADE AN UNEVENTFUL LANDING AT DES MOINES. UNITED MAINTENANCE PERSONNEL ADJUSTED THE LOST MOTION DEVICE AND RETURNED THE AIRCRAFT TO SERVICE. THIS WAS A REOCCURRING PROBLEM WITH TWO PREVIOUS WRITEUPS IN THE MAINTENANCE LOG. ^PRIVACY DATA OMITTED^ 20000214000579A (.19) ON FEBRUARY 14, 2000, AT 1134 HOURS PACIFIC STANDARD TIME, HORIZON AIR FLIGHT 2457, A FOKKER FK-28, N493US, ENCOUNTERED TURBULENCE OVER RED BLUFF, CALIFORNIA, AND ONE FLIGHT ATTENDANT SUSTAINED SERIOUS INJURIES. THE AIRCRAFT WAS NOT DAMAGED. THERE WERE NO INJURIES TO THE AIRLINE TRANSPORT PILOT CERTIFICATED CAPTAIN, THE FIRST OFFICER, A SECOND FLIGHT ATTENDANT, OR THE 20 PASSENGERS. THE AIRCRAFT WAS BEING OPERATED AS A SCHEDULED DOMESTIC PASSENGER FLIGHT BY HORIZON AIR INDUSTRIES, INC., UNDER 14 CFR PART 121 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED IN SEATTLE, WASHINGTON, AT 0855 ON THE MORNING OF THE ACCIDENT AS A NONSTOP FLIGHT TO FRESNO, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. AN AIRLINE SPOKESMAN REPORTED THAT DURING THE DESCENT THE AIRCRAFT ENCOUNTERED TURBULENCE. THE CAPTAIN HAD INSTRUCTED THE FLIGHT ATTENDANTS AND PASSENGERS TO REMAIN SEATED WITH THEIR SEAT BELTS FASTENED. ON THE WAY TO HER SEAT, ONE OF THE FLIGHT ATTENDANTS STOPPED TO REMIND A PASSENGER TO FASTEN HIS SEAT BELT. WHILE SHE WAS INSTRUCTING THE PASSENGER, THE AIRCRAFT ENCOUNTERED SEVERE TURBULENCE AND WAS WAS THROWN ABOUT THE C ABIN. SUBSEQUENT X-RAYS REVEALED THAT SHE HAD SUSTAINED A FRACTURED ANKLE.(-23) WHILE IN ADESCENT THROUGH FL240 APPROX. 70 DME NNE OF FAT THE AIRCRAFT ENCOUNTERED CAT. ALL PAX WERE BELTED IN. THE INJURED FA WAS WALKING TO THE REAR OF THE A/C TO TAKE HER SEAT @ THE TIME OF THE ACCIDENT. (.4) ON FEBRUARY 14, 2000, AT 1137 HOURS PACIFIC STANDARD TIME, HORIZON AIR FLIGHT 2457, A FOKKER FK-28-4000, N493US, ENCOUNTERED TURBULENCE OVER RED BLUFF, CALIFORNIA, AND ONE FLIGHT ATTENDANT SUSTAINED SERIOUS INJURIES. THE AIRCRAFT WAS NOT DAMAGED. THERE WERE NO INJURIES TO THE AIRLINE TRANSPORT PILOT CERTIFICATED CAPTAIN, THE FIRST OFFICER, A SECOND FLIGHT ATTENDANT, OR THE 20 PASSENGERS. THE AIRCRAFT WAS BEING OPERATED AS A SCHEDULED DOMESTIC PASSENGER FLIGHT BY HORIZON AIR INDUSTRIES, INC., UNDER 14 CFR PART 121 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED IN SEATTLE, WASHINGTON, AT 0926 ON THE MORNING OF THE ACCIDENT AS A NONSTOP FLIGHT TO FRESNO, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE CAPTAIN STATED THAT HE HAD INITIATED DESCENT FROM FLIGHT LEVEL (FL) 290 AND ILLUMINATED THE "FASTEN SEATBELTS" SIGN AT ABOUT 11 10. UPON REACHING FL 240, THE AIR BEGAN TO GET "CHOPPY." AS THEY DESCENDED BELOW FL 240, THE FIRST OFFICER NOTIFIED THE FLIGHT ATTENDANTS TO CLEAN UP AND BE SEATED. A PASSENGER ANNOUNCEMENT WAS MADE AT THE SAME TIME REGARDING POSSIBLE TURBULENCE, DESTINATION WEATHER, AND THE EXPECTED TIME OF ARRIVAL (ETA). APPROXIMATELY FL 230, THEY WERE STILL ABOVE THE CLOUD LAYER AND THE FIRST OFFICER NOTIFIED THE FLIGHT ATTENDANTS TO ALL BE SEATED AT THAT TIME. THE CAPTAIN WAS ALSO AWARE THAT THE FLIGHT ATTENDANTS HAD BEEN TOLD TO BE SEATED FOR THE DURATION OF THE FLIGHT. AT FL 220 THEY ENCOUNTERED SEVERE TURBULENCE FOR ABOUT 5 SECONDS. TWO OR 3 MINUTES LATER, THEY ENCOUNTERED SEVERE TURBULENCE AGAIN, THAT LASTED ABOUT 5 SECONDS. ON THE WAY TO HER SEAT, ONE OF THE FLIGHT ATTENDANTS STOPPED BECAUSE OF A PASSENGER WHO HAD NOT FASTENED HIS SEAT BELT. WHILE SHE WAS INSTRUCTING THE PASSENGER, THE AIRCRAFT ENCOUNTERED SEVERE TURBULENCE AND SHE WAS THROWN ABOUT THE CABIN. THE "A" FLIGHT ATTENDANT NEXT NOTIFIED THE FLIGHT CREW THAT THE "B" FLIGHT ATTENDANT HAD BEEN INJURED. THE CAPTAIN TOLD THE "A" FLIGHT ATTENDANT TO HELP PUT THE "B" FLIGHT ATTENDANT IN HER SEAT AND THEN TO RETURN TO HER OWN SEAT AS SOON AS POSSIBLE. AS THE DESCENT CONTINUED INTO THE FRESNO AREA, AIR TRAFFIC CONTROL (ATC) WAS NOTIFIED OF THE SEVERE TURBULENCE AND THAT MEDICAL ASSISTANCE WOULD BE NEEDED UPON THEIR ARRIVAL. COMPANY FLIGHT OPERATIONS IN FRESNO WAS ALSO INFORMED OF THE SITUATION. UPON ARRIVAL AT THE GATE, ALL OF THE PASSENGERS DEPLANED WITHOUT FURTHER INCIDENT. PARAMEDICS BOARDED THE AIRCRAFT AND ATTENDED TO THE "B 20000214001439I (-23) ON FEBRUARY 14, 2000, AT ABOUT 0810 AMERICAN EAGLE FLIGHT 3101, A SAAB-340, TOOK OFF FROM LOS ANGELES INTERNATIONAL AIRPORT (LAX) TO SAN DIAGO WITH A CREW OF 3 AND 6 PASSENGERS. DURING CLIMB OUT, THE RIGHT ENGINE OUTBOARD COWLING CAME LOOSE. THIS WAS OBSERVED BY THE FLIGHT ATTENDANT AND REPORTED TO THE COCKPIT CREW. THE AIRCRAFT RETURNED TO LAX WHERE IT LANDED WITHOUT INCIDENT. THE AIRCRAFT WAS INSPECTED AT THE GATE BY SIMA MECHANICS. THE OUTBOARD FORWARD COWL LATCH WAS FOUND IN THE OPEN POSITION. THERE WAS NO DAMAGE TO THE LATCH AND IT OPERATED SATISFACTORILY. THE COWL AFT LATCH WAS FOUND IN THE CLOSED POSITION BUT NOT ENGAGED IN THE PYLON ATTACH FITTING. THE LATCH ALSO OPERATED SATISFACTORILY AND HAD NO DAMAGE. DAMAGE TO THE COWL CONSISTED OF BENT AND TORN FRAMES AT THE AFT END OF THE COWL. THE INBOARD COWL WAS ALSO BENT AT ITS MID POINTON TOP OF THE COWL. INVESTIGATION INDICATES THE RIGHT COWL HAD NOT BEEN OPENED FOR 10 FLIGHTS PRECEDING THIS INCIDENT AND CAUSE OF THE COWL OPENING HAS NOT BEEN DETERMINED. 20000214002669I ON FEB 14, 2000 FLIGHT 3957 DEPARTED THE GATE AT SWF AT APPROXIMATELY 1010 HRS LOCAL TIME AND TAXIING TO THE ACTIVE RUNWAY WHEN THE FLIGHT ATTENDANT REPORTED SMOKE IN THE CABIN, THE FO CONFIRMED SMOKE WAS COMING FROM THE FLOOR PANEL IN THE VICINITY OF THE LEFT FRONT PASSANGER SEAT. THE CREW STOPPED THE AIRCRAFT SHUTDOWN THE AIRCRAFT WAS EVACUATED THE PASSANGERS. NO INJURIES WHERE REPORTED. ARFT RESPONDED AND THE AIRCRAFT WAS SECURED. THE PASSANGERS. THE PASSENGERS RETURNED TO THE TERMINAL. COMPANY MAINTENANCE FOUND TWO SHORTED WIRES (#2421-10039C12C-1 AND 2421-10037C12A-1) LOCATED IN A WIRE BUNDLE UNDER THE FLOOR PANEL NEAR THE LEFT FRONT PASSANGER SEAT. REPAIRS TO THE WIRES WERE PERFORMED AND THE AIRCRAFT WAS RETURNED TO SERVICE AFTER OPS. 20000214007449A (-23) N3324R COLLIDED WITH RISING TERRAIN APPROXIMATELY 3 MILES WEST OF COULTERVILLE, CA. LOCAL RESIDENTS REPORTED THAT THE WEATHER AT THE TIME OF TH E ACCIDENT WAS LOW CLOUD CEILINGS WITH MOUNTAINS ABSCURED AND RAIN. THE PILOT AND PASSENGERS INJURIES WERE FATAL. THERE WAS NO FIRE. THE AIRCRAFT DID NOT CAUSE ANY PROPERTY DAMAGE. (.4)ON FEBRUARY 14, 2000, ABOUT 0945 HOURS PACIFIC STANDARD TIME, A CESSNA 182L, N3324R, WAS DESTROYED WHEN IT IMPACTED MOUNTAINOUS TERRAIN 3 MILES NORTHWEST OF COULTERVILLE, CALIFORNIA. THE INSTRUMENT RATED PRIVATE PILOT AND ONE PASSENGER WERE FATALLY INJURED. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT MERCED, 33 MILES SOUTH OF THE ACCIDENT LOCATION. THE AIRPLANE DEPARTED FROM THE FRESNO, CALIFORNIA, YOSEMITE INTERNATIONAL AIRPORT AT 0832, DESTINED FOR RED BLUFF, CALIFORNIA. THREE RESIDENTS IN THE AREA OF THE ACCIDENT, WHO WERE PRESENT ON THE MORNING OF THE ACCIDENT, REPORTED THAT, UNTIL NOON, THE MOUNTAINS WERE OBSCURED IN CLOUDS WITH POOR VISIBILITY, AND THERE WERE INTERMITTENT PERIODS OF INTENSE RAINFALL. A SEAR CH WAS INITIATED FOR AN UNKNOWN AIRCRAFT ON THE AFTERNOON OF FEBRUARY 14, IN RESPONSE TO RECEPTION OF AN EMERGENCY LOCATOR TRANSMITTER BROADCAST. THE AIRCRAFT WAS LOCATED AT 0650 ON FEBRUARY 15, 2000. ACCORDING TO A RELATIVE, THE PILOT AND HIS WIFE SPENT THE NIGHT PRIOR TO THE ACCIDENT AT THEIR (THE RELATIVE'S) HOME IN FRESNO. THE PILOT AND HIS WIFE ARRIVED IN FRESNO SUNDAY AFTERNOON EN ROUTE FROM LONG BEACH, CALIFORNIA, TO THEIR SECOND HOME IN WHIDBEY ISLAND, WASHINGTON. IT WAS RAINING ON THEIR ARRIVAL AT FRESNO AND THEY STOPPED THERE FOR THE NIGHT DUE TO UNFAVORABLE WEATHER. THE PILOT CHECKED THE WEATHER FROM THE RELATIVE'S HOME ON MONDAY MORNING BEFORE DEPARTURE. HE SAID HE WAS GOING TO GO VFR BECAUSE HE DIDN'T WANT TO GO HIGH DUE TO ICING, AND BY STAYING LOW HE COULD CIRCUMNAVIGATE THE WEATHER. THE PILOT SAID THEY WOULD LAND AT REDDING OR RED BLUFF (CALIFORNIA) AND CHECK THE WEATHER AGAIN FROM THERE. THE RELATIVE WAS NOT CERTAIN OF THE ROUTE THE PILOT PLANNED TO REDDING/RED BLUFF BUT SAID THAT THE PILOT WAS A "GREAT BELIEVER IN GPS." HE OBSERVED THEM TAKEOFF TO THE SOUTHEAST FROM FRESNO AND TURN OUT TO THE EAST. HE THOUGHT THE PILOT MIGHT HAVE PUT REDDING IN THE GPS AND GONE DIRECT. HE ALSO SAID THE PILOT WAS WELL RESTED AND HAD NO HEALTH ISSUES HE WAS AWARE OF. THE PILOT HAD MADE THE TRIP BETWEEN LONG BEACH AND WHIDBEY ISLAND MANY TIMES. 20000214008349A (.4)THE PILOT FILED AN IFR FLIGHT PLAN, AND RECEIVED A STANDARD WEATHER BRIEFING. THE PILOT WAS ADVISED OF OCCASIONAL MODERATE RIME OR MIXED ICING BELOW 10,000 FEET FOR HIS ROUTE OF FLIGHT. DURING THE BRIEFING THE PILOT STATED, 'WE GOT BOOTS, AND WILL BE ALL RIGHT....' APPROXIMATELY 5 MINUTES BEFORE THE ACCIDENT, THE PILOT REPORTED THE AIRPLANE WAS 'PICKING UP' RIME ICE AT 10,000 FEET, AND HE REQUESTED 12,000 FEET. HE ALSO REPORTED THAT THE WINDSHIELD AND WINGS WERE COVERED WITH ICE, AND THAT ICE ACCUMULATION AT 10,000 FEET WAS MODERATE AND STEADY. WHEN THE AIRPLANE STARTED TO CLIMB TO 12,000 FEET, CALIBRATED AIRSPEED (CAS) BEGAN TO DECAY. WHEN THE AIRPLANE REACHED 11,200 FEET, AND PRIOR TO THE AIRPLANE STARTING A RAPID DESCENT, CAS HAD DROPPED TO 85 KNOTS. MINIMUM AIRSPEED FOR ICING CONDITIONS WAS PUBLISHED AS 130 KNOTS. IN ADDITION, THE STALL SPEED FOR THE AIRPLANE WAS APPROXIMATELY 82 KNOTS. THE AIRPLANE WAS APPROVED FOR FLIGHT INTO KNOWN ICING CONDITIONS. EXAMINATION OF THE AIRFRAME, ENGINES AND PROPELLERS REVEALED NO PREIMPACT FAILURES OR MALFUNCTIONS. (-23) N875JC IS A BEECH BARON BE-58, REGISTERED TO BETTENHAUSEN MOTORSPORTS, INC, OF INDIANAPOLIS, IN, WITH THE REGISTRATION CERTIFICATE ISSUED 12/6/1999. THE AIRCRAFT WAS OPERATING ON AN IFR FLIGHT PLAN, FILED WITH THE NASHVILLE AFSS, WITH THE FLIGHT ORIGINATING AT TRI-CITIES REGIONAL AIRPORT (TRI), BRISTOL, TN, WITH A DESTINATION OF EAGLE CREEK AIRPARK (EYE), INDIANAPOLIS, IN. THE PILOT-IN-COMMAND LISTED ON THE FLIGHT PLAN WAS TONY BETTENHAUSEN, WHO HOLDS A PRIVATE PILOT CERTIFICATE WITH AIRPLANE SINGLE ENGINE LAND AND INSTRUMENT AIRPLANE RATINGS. A REVIEW OF PTRS ENTIRES SUGGESTS THAT MR. BETTENHAUSEN TOOK A PRACTICAL TEST FOR AN AIRPLANE MULTIENGINE LAND RATING ON 12/10/99, WITH UNSATISFACTORY RESULTS. ON 12/17/99, HE AGAIN TOOK A PRACTICAL TEST FOR THAT RATING, WITH SATISFACTORY RESULTS. THE PILOT HELD A THIRD CLASS MEDICAL CERTIFICATE, ISSUED ON 10/1/99, WITH NO RESTRICTIONS. THE FLIGHT WAS UNDER CONTROL OF LEXINGTON APPROACH CONTROL (LEX) FOR APPROXIMATELY TWENTY MINUTES PRIOR TO THE CRASH. THE PILOT WAS ASSIGNED AN ALTITUDE OF 10,000 FEET. HE REPORTED ICING AND REQUESTED A HIGHER ALTITUDE, AND WAS CLEARED TO CLIMB TO 12,000 FEET. WHILE PASSING THROUGH 10,600 FEET, HE REPORTED CLEAR OF THE ICE. RADAR DATA SHOWS A MAXIMUM ALTITUDE OF 11,200 FEET. AT 1645Z THE RADAR DATA INDICATES A RAPID DESCENT (INITIAL INDICATIONS ARE APPROXIMATELY 7,800 FEET PER MINUTE). THE LAST RADAR POSITION WAS AT 1645:55Z AT AN ALTITUDE OF 3,800 FEET. WITNESSES REPORT THE AIRCRAFT COMING OUT OF THE CLOUDS MAKING A CORKSCREWING MOTION. INITIAL INDICATIONS ARE THAT THE WRECKAGE DISTRIBUTION IS CONFINED TO A SMALL AREA, WITH ALL MAJOR PIECES PRESENT. THE VICTIMS (4 FATAL) WERE ALL STILL INSIDE THE AIRCRAFT. THERE WAS A POST-CRASH FIRE. 20000214011339A (-23) ON 2/14/00 AT 1700 HRS LOCAL, N717ST MADE A PRECAUTIONARY LANDING IN INTERNATIONAL WATERS OF PACIFIC OCEAN APPROX 500 MILES NORTH OF PAPUA, NEW GUINEA. THE PILOT REPORTED HE HEARD "GRINDING NOISE" IN THE CYCLIC CONTROLS FOLLOWED BY A LOUD BANG. THE HELI SANK TO THE BOTTOM OF THE OCEAN AFTER ROLLING OVER IN ANOCEAN SWELL. THE PILOT HELD AN AUSTRALIAN PILOT CERT. AND DI NOT HOLD A US PILOT CERT. THE PILOT DID NOT GIVE A STATEMENT AND HAS NOT BEEN ABLE TO BE CONTACTED. 20000214012619A (-23) PILOT STATED THAT HE DEPARTED LOCKHART, TX AT APPROXIMATELY 2000 WITH ESTIMATED 2 HOURS FUEL IN LEFT MAIN TANK AND THAT ALL OTHER TANKS WERE EMPTY. HE STATED THAT HIS PLANNED FLIGHT TIME WAS APPROXIMATELY 50 MINUTES TO HIS DESTINATION OF SPX, 148NM. HE STATED THAT HE CLIMBED TO 11500 FEET MSL TO GAIN FAVORABLE WINDS AND DID NOT CONTACT ATC ON HIS DESCENT INTO SPX. PILOT STATED THAT HE CONSULTED A COMMERICAL WEATHER BRIEFING SOURCE VIA COMPUTER AND THAT HOUSTON AREA WEATHER AT TIME OF DEPARTURE WAS CLEAR WITH FORECAST OF FOG. SPX WAS OBSCURED BY FOG UPON ARRIVAL. PILOT ELECTED TO CONTACT HOUSTON APPROACH AND FILED LOCAL IFR STATING HE HAD 1 HOUR OF FUEL. PILOT ATTEMPTED TWO ILS APPROACHES TO RWY 4; REPORTED WEATHER WAS 300 FEET CEILING AND 3/4 MILE VISIBILITY. ENGINE LOST POWER ABOUT 5NM FROM THE AIRPORT ON THIRD APPROACH. PILOT DECLARED EMERGENCY AT THIS TIME. AIRCRAFT COLLIDED WITH TWO STORY HOUSE AND WAS SUBSTANTIALLY DAMAGED. PILOT SUSTAINED MAJOR STRUCTURAL DAMAGE. NO OTHER PEOPLE WERE INJURED. (-4)THE SINGLE-ENGINE AIRPLANE STRUCK RESIDENTIAL HOMES AFTER THE PILOT REPORTED FUEL EXHAUSTION DURING AN ILS APPROACH. THE PILOT'S WEATHER BRIEFING INDICATED VFR CONDITIONS FOR THE CROSS-COUNTRY FLIGHT; HOWEVER, THE POSSIBILITY OF FOG WAS FORECASTED. THE AIRCRAFT DEPARTED FOR THE CROSS-COUNTRY FLIGHT WITH APPROXIMATELY 2 HOURS OF FUEL ABOARD. UPON ARRIVAL AT THE DESTINATION AIRPORT, FOG PREVAILED. THE PILOT REQUESTED AND RECEIVED AN IFR CLEARANCE TO ANOTHER AIRPORT. THE PILOT REPORTED 1 HOUR OF FUEL ABOARD. THE PILOT WAS GIVEN RADAR VECTORS AND CLEARED FOR THE ILS APPROACH, MISSED THE APPROACH, AND RECEIVED RADAR VECTORS TO TRY THE APPROACH AGAIN. THE CONTROLLER CANCELLED THIS APPROACH CLEARANCE AS THE AIRPLANE WAS LOW AND LEFT OF COURSE. THE PILOT ADVISED THE CONTROLLER THAT HE WAS FUEL CRITICAL AND HAD 'ABOUT 25 MINUTES' OF FUEL. THE CONTROLLER VECTORED THE AIRCRAFT TO THE FINAL TURN TO INTERCEPT THE LOCALIZER. SUBSEQUENTLY, THE PILOT TRANSMITTED 'OUT OF FUEL.' THE CONTROLLER ADVISED THE PILOT THAT THE AIRCRAFT WAS 8 MILES FROM THE AIRPORT. RADAR CONTACT WAS LOST WHEN THE AIRPLANE WAS 6 MILES FROM THE AIRPORT AT AN ALTITUDE OF 200 FEET. THE INTEGRITY OF THE FUEL TANKS WAS COMPROMISED; HOWEVER, THERE WAS NO FUEL FOUND IN THE TANKS. AND NO PHYSICAL EVIDENCE OF FUEL AT THE SITE. 20000214040779I (-23) ON FEBRUARY 2, 2000, AT 1610 LOCAL TIME HELICOPTER N76898 SUFFERED DAMAGE TO MAIN ROTOR BLADES WHILE TAXIING FROM FUELING LOCATION TO PARKING SPOT AT WEST 30TH. ST. HELIPORT. THERE WERE NO INJURIES TO ANYONE, EITHER ON THE AIRCRAFT, OR ON THE GROUND. AIRCRAFT DAMAGE WAS LIMITED TO ROTOR BLADE TIPS. 20000214042959A (-23) ON 02/14/2000, SAMUEL G. MOSIER, FLEW A TAYLORCRAFT (F-19) N3580T, FROM PHD TO EMSLIE PASTURE AIRPORT (WEST LAFAYETTE, OHIO). DURING THE APPROACH TO EMSLIE PASTURE AIRPORT, THE PILOT HAD LANDED THE AIRCRAFT ON THE WET GRASS STRIP. ONCE THE PILOT HAD LANDED HE APPLIED THE BRAKES AND THE AIRCRAFT STARTED SLIDING. AT THAT TIME THE PILOT HAD APPLIED POWER TO DO A GO-AROUND. DURING HIS TAKEOFF, THE PILOT TRIED TO FLY OVER SOME ELECTRICAL WIRES LOCATED 30 FEET UP ON A POLE, BUT THE AIRCRAFT WHEELS CAUGHT THE ELECTRICAL WIRES, CAUSING THE AIRCRAFT TO IMPACT INTO THE GROUND. 20000215001409I (-23) ON FEBRUARY 15, 2000, AT 1400 HOURS, A ROCKWELL MD. 112, N1429J OWNED BY TEXAS SKYWAYS INC. AND OPERATED BY MR. JACK JOHNSON,^PRIVACY DATA OMIT^LANDED WITH THE NOSE GEAR UP AT BOERNE AIRFIELD (5C1) AFTER THE AIRCRAFT NOSE GEAR FAILED TO EXTEND TO ITS DOWN AND LOCKED POSITION. VFR FLIGHT CONDITIONS PREVAILED. THE AIRCRAFT SUSTAINED DAMAGE TO THE PROPELLER, ENGINE COWLING AND NOSE GEAR. BOTH OCCUPANTS WERE NOT INJURED. MR. JOHNSON IS HOLDER OF COMMERCIAL PILOT CERTIFICATE NUMBER 1135218. THE FLIGHT ORIGINATED IN SAN ANTONIO, TEXAS ON 02/15/00 AT APPROXIMATELY 1300 HOURS. 20000215002869I EN ROUTE, CABIN CREW NOTICED HAZE IN CABIN, CREW DIVERTED TO YKM, PERFORMED PRECAUTIONARY LANGING. MAINTENANCE DETERMINED NUMBER TWO ACM HAD FAILED. SELF DISCLOSURE, SUBSEQUENT INVESTIGATION REVEALED FOD INDUCED BY GROUND CREW. 20000215003029I ON 2-15-2000, KITTY HAWK FLIGHT 1772 MADE AN UNSCHEDULED LANDING AT KANSAS CITY INTERNATIONAL AIRPORT. THE PILOT REPORTED ON LOG PAGE 2079-44, THAT DURING FLAP RETRACTION, AFTER TAKEOFF, FLAP INDICATION WAS OUTBOARD FLAPS REMAINED AT 5 DEGREES, INBOARD WENT TO 2 DEGREES. THE FE PANEL SHOWED THE LEADING EDGES OUT, THE PILOTS PANEL SHOWED LEADING IN TRANSIT. KITTY HAWK MECHANICS DID AN OPERATIONAL CHECK AND FLAP INSPECTION IN ACCORDANCE WUTH MM CHAPTER 27-52. THE PROBLEM COULD NOT BE DUPLICATED AND NO ABOMALITIES WERE INDENTIFIED. THE AIRCRAFT WAS RELEASED TO SERVICE WITHOUT FURTHER DELAY. INCIDENT CE2000IAC 022 IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. REFERENCE PTRS INTRY 2000B0409. 20000215003519I N33193 WAS ISSUED A SPECIAL FLIGHT PERMIT ON 2/15/00 BY THE FAI FSDO FROM NOME TO ANCHORAGE TO OBTAIN AN ANNUAL INSPECTION. THE PILOT REPORTED THAT THE AIRCRAFT HAD NOT FLOWN IN APPROXIMATELY ONE YEAR AND HANGERED AND INSPECTED THE NIGHT BEFORE THE FLIGHT. ON 2/15/00, THE AIRCRAFT LANDED AT UNALAKLEET, AK FOR FUEL THEN PROCEDED TO ITS NEXT FUEL STOP OF MCGRATH, AK. APPROXIMATELY 40-50 MILES NORTH OF OPHIR, AK, AND 15 MINUTES AFTER SWITCHING FUEL TANKS, THE ENGINE BEGAN TO RUN ROUGH. THE PILOT EXEUCTED A 180 DEGREE TURN TO HEAD TOWARD ILLINOIS CREEK FOR A LANDING. THE ENGINE FAILED SHORTLY AFTER 2,500 FEET. THE PILOT EXECUTED AN EMERGENCY LANDING ON SOFT SNOW AND THE AIRCRAFT FLIPPED OVER. THE PILOT REPORTED MINOR DAMAGE TO THE LANDING GEAR STRUTS. THE FOLLOWING DAY THE LANDING GEAR WAS REPLACED WITH SKIIS, THE PROPELLER WAS REPLACED, ISOPROPOL ADDED TO THE FUEL AND FERRIED TO ANDERSON LAKE, AK WITHOUT FURTHER INCIDENT. AIRWORTHINESS WILL CONTINUE THIS INVESTIGATION AND REQUEST AN M OR D REPORT AND AMEND THIS REPORT IF NECESSARY. 20000215003589I PILOT LANDED WITH THE LANDING GEAR RETRACTED (GEAR UP LANDED) PILOT DID NOT REMEMBER CHECKING FOR A GEAR DOWN INDICTOR. RECOMMEND THE PILOT BE REINSPECTED AND RE-EXAMINED UNDER PUBLIC LAW 103-272 REGULATION 44709. 20000215005159A (-23) ON FEBUARY 16, 2000, ABOUT 0850 HOURS PST, A PIPER PA-32-300, N1452T SUSTAINED DAMAGE DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AFTER TAKEOFF FROM UKIAH, CA. THE OWNER OPERATED THE AIRPLANE UNDER PROVISION OF 14 CFR PART 91. THE COMMERCIAL PILOT AND HIS PRIVATE PILOT RATED PASSENGER WERE NOT INJURIED. VMC PREVAILED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. (.4)ON FEBRUARY 15, 2000, ABOUT 0830 HOURS PACIFIC STANDARD TIME, A PIPER PA-32-300, N1452T, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AFTER TAKEOFF FROM UKIAH, CALIFORNIA. THE OWNER OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT AND HIS PRIVATE PILOT RATED PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED FUEL LEVELS IN BOTH FUEL TANKS WERE 1 INCH FROM THE TOP OF THE FILLER NECK WHEN THE AIRPLANE DEPARTED HAYWARD, CALIFORNIA, EN ROUTE TO UKIAH. HE TOLD THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR THE RIGHT TANK WAS SELECTED FOR THE FLIGHT TO UKIAH, THE LANDING, AND THE SUBSEQUENT TAKEOFF FOR THE RETURN TRIP TO HAYWARD. THE PILOT STATED HE INITIATED A RIGHT TURN AFTER DEPARTURE FROM RUNWAY 33 AT AN ALTITUDE OF 400 FEET AGL. PASSING THROUGH 500 FEET, HE ENCOUNTERED A POWER FLUCTUATION, WHICH CONCERNED HIM ENOUGH TO CONTINUE HIS TURN TO SET UP FOR A LANDING ON RUNWAY 15. THE ENGINE THEN QUIT PRODUCING POWER, AND THE PILOT SET UP A GLIDE TO ATTEMPT A RETURN TO THE AIRPORT. AFTER ADVANCING THE MIXTURE, THROTTLE, AND PROPELLER CONTROLS, HE VERIFIED THE IGNITION WAS ON, BUT DID NOT HAVE TIME TO SWITCH FUEL TANKS. THE AIRPLANE COLLIDED WITH A FENCE ALONG THE AIRPORT BOUNDARY. THE FEDERAL AVIATION ADMINISTRATION ACCIDENT COORDINATOR INSPECTED THE AIRPLANE AND OBSERVED THE FUEL SELECTOR ON THE RIGHT TANK AND DRAINED 12 OUNCES OF FUEL FROM THAT TANK. THE FUEL INLET LINE TO THE ENGINE WAS EXAMINED AND NO FUEL WAS PRESENT. THE LEFT TANK FUEL LEVEL WAS 1 INCH BELOW THE FILLER NECK. THE TAKEOFF AND THE APPROACH AND LANDING CHECKLISTS IN THE OWNER'S HANDBOOK INSTRUCT THE PILOT TO SELECT THE FULLEST TANK PRIOR TO LANDING AND THE PROPER TANK FOR TAKEOFF. 20000215009799A (-23) ON FEB. 15, 2000, AT 1729 HOURS PST, A CESSNA 172N, N6479D, COLLIDED IN MIDAIR WITH A PIPER PA-28-140, N84PB, WHILE IN THE TRAFFIC PATTERN AT PALM SPRINGS, CA. THE CESSNA WAS SUBSTANTIALLY DAMAGED AND THE CERTIFIED FLIGHT INSTRUCTOR AND HIS TWO STUDENTS RECEIVED MINOR INJURIES. THE PIPER SUSTAINED MINOR DAMAGE, HOWEVER, NEITHER OF THE CERTIFIED INSTRUCTORS NOR THEIR STUDENTS WERE INJURED. THE CESSNA AND THE PIPER WERE BOTH BEING OPERATED AS INSTRUCTIONAL FLIGHTS. 20000215009959A (-23) HELI N5QZ ACCEPTED AN ATC INSTRUCTION TO FOLLOW PA-28 N8447Y ON FINAL APPROACH TO RUNWAY 2L AT DEKALB-PEACHTREE AIRPORT. N5QZ DEVIATED FROM THE ATC INSTRUCTION AND OVERTOOK TO PASS N8447Y. ATC THEN RECLEARED N8447Y TO FOLLOW N5QZ AND TO DO A TOUCH AND GO. N6QZ WAS INSTRUCTED TO FLY DOWN 2L IN A LOW APPROACH. NEAR THE DEPARTURE END OF 2L, N5QZ SLOWED DOWN WHILE N8447Y OVERTOOK. N8447Y LOST CONTACT OF A/C AND CRASHED. 20000215010329A (-23) MR. TIMOTHY ALLEN WELLS WAS ACTING AS PILOT IN COMMAND OF A BELL HELICOPTER MODEL BHT-47-G5, N4754R, ENGAGED INTHE AERIAL ARGICULTURAL CHEMICAL APPLICATION ON PEACHES AT RIVERBANK, CA. AT APPROXIMATELY 1628 HOURS PST MR. WELSS BEGAN A TAKEOFF FROM A CHEMICAL RESUPPLY TRUCK WITH THE AG CHEMICAL RESUPPLY HOSE STILL ATTACHED TO THE HELICOPTER. AT 20 TO 30 FEET FROM THE TRUCK, THE HOSE TIGHTENED, SNAPPED AND PULLED THE HELICOPTER TO THE LEFT. THE PILOT APPLIED RIGHT PEDAL TO ALINE THE HELICOPTER WITHTHE DIRECTION OF TRAVEL TO THE NORTH. SOME ROTOR RPM HAD BLEED OFF AND DUE TO THE WEIGHT OF THE HELICOPTER IT RAN OUT OF THE LEFT AND SETTLED TO THE GROUND. THE HELICOPTER HIT THE GROUND HARD ENOUGH TO BREAK THE SPRAGE MOUNT LOOSE AND THE MAIN ROTOR MAST BEGAN TO BEAT ON THE FUEL TANK CAUSING FUEL TO SPILL ONTO THE EXHAUST AND START A FIRE. THE MAIN ROTOR BLADES STRUCK THE GROUND AND THE COCKPIT BUBBLE BREAKING IT OUT, WHICH CAUSED THE SYSTEM TO STOP. THE PILOT EXITED WITHOUT INJURY. THE HELICOPTER WAS SEVERELY DAMAGED BUT NOT DESTROYED. (.4) ON FEBRUARY 15, 2000, AT 1628 HOURS PACIFIC STANDARD TIME, A BELL 47G5, N4754R, CRASHED AND BURNED DURING TAKEOFF FROM AN AGRICULTURAL LANDING SITE AT RIVERBANK, CALIFORNIA. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRCRAFT WAS BEING OPERATED BY GREENBELT AVIATION AS AN AERIAL APPLICATION FLIGHT UNDER 14 CFR PART 137 WHEN THE ACCIDENT OCCURRED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT HAD LANDED TO REFILL THE AIRCRAFT'S HOPPER FROM A TRUCK-MOUNTED RE-SUPPLY TANK. AFTER REFILLING THE HOPPER, THE PILOT INSTRUCTED THE GROUND SUPPORT PERSON TO REPOSITION THE TRUCK TO THE NEXT WORK SITE. THE GROUND SUPPORT PERSON DID NOT REMOVE THE LOADING HOSE FROM THE HOPPER AND THE PILOT DID NOT VERIFY THAT THE HOSE HAD BEEN REMOVED BEFORE TAKEOFF. AFTER TAKEOFF, THE HELICOPTER FLEW ABOUT 20 TO 30 FEET BEFORE IT WAS PULLED TO THE LEFT AS THE HOSE BECAME TAUGHT AND FINALLY SNAPPED. THE PILOT APPLIED RIGHT PEDAL TO REGAIN FORWARD ATTITUDE BUT, AS HE DID SO, THE HELICOPTER LOST MAIN ROTOR SPEED AND ABRUPTLY SETTLED TO THE GROUND. THE MAIN ROTOR BLADES FLAPPED DOWN, STRIKING THE GROUND, AND SHATTERING THE COCKPIT BUBBLE. THE LOWER SPRAGUE SYSTEM SEPARATED AS THE AIRCRAFT CONTACTED THE GROUND, SHIFTING THE MAIN ROTOR MAST. THIS SHIFT MOVED THE FUEL TANK AND RUPTURED THE MAIN FUEL LINE. THE FUEL SPILLED ONTO THE EXHAUST SYSTEM AND A FIRE BEGAN. AFTER THE BLADES STOPPED, THE PILOT EXITED THE HELICOPTER THROUGH THE BROKEN BUBBLE. 20000215010689A (-23) DURING A NIGHT OPERATION INVOLVING A US CUSTOM A/C THE A/C EXPERIENCED A TOTAL ENGINE FAILURE. THE CREW WAS AT 1000 FT AGL AND HAD MADE AN EMERGENCY LANDING ON A DIRT ROAD. DURING THE LANDING ROLL THE WING HIT A GROUP OF TREES WHICH SLEWED THE A/C INTO A DITCH THEN THE A/C ROLLED OVER ONTO ITSBACK. NONE OF THE PEOPLE ON BOARD WHERE INJURED. THE CAUSE OF THE ENGINE FAILURE WAS NOT TRACED TO A FAILURE OF THE ENGINE CRANKSHAFT FLYWEIGHTS FAILING AND CAUSING INTERNAL FAILURE OF THE ENGINE. AD99-09-17 HAD BEEN COMLIED WITH 200 HRS EARLIER TO WHICH THE ENGINE MANUFACTURER REQUIRED A INSPECTION OF THE CRANKSHAFTS MORE SPECIFICALLY THE FLYWEIGHT CHECK FOR CRACKS. TWO FLYWEIGHT CAPS AND CIRCLIPS WERE FOUND INTACT IN THE OIL PAN. ONE FLYWEIGHT HAD LOST ONE OF ITS PINS AND HAD IMPACTED THE CASE WHICH THEN TORE THE OTHER FLYWEIGHT PIN OUT OF A/C. (.4) ON FEBRUARY 15, 2000, AT 2024 HOURS MOUNTAIN STANDARD TIME, A CESSNA T210M, N761KC, COLLIDED WITH GROUND OBSTRUCTIONS AND NOSED OVER DURING A FORCED LANDING NEAR ELFRIDA, ARIZONA. THE FORCED LANDING WAS PRECIPITATED BY A CATASTROPHIC ENGINE FAILURE DURING CRUISE. THE AIRPLANE WAS OPERATED BY TH E DEPARTMENT OF THE TREASURY, U.S. CUSTOMS SERVICE, AS A PUBLIC-USE AIRPLANE UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE TWO PILOTS, THE SOLE OCCUPANTS, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A COMPANY VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM DAVIS-MONTHAN AIR FORCE BASE, TUCSON, ARIZONA, AT 1940 AS A TRAINING FLIGHT. ACCORDING TO INFORMATION PROVIDED BY THE U.S. CUSTOMS SERVICE AND THE PILOTS, THE FLIGHT LEFT THE US CUSTOMS TUCSON AIR OPERATIONS BASE AT DAVIS-MONTHAN AFB FOR A TRAINING FLIGHT IN THE DOUGLAS, ARIZONA, AREA. NO DISCREPANCIES WERE NOTED WITH THE RUN-UP AT DAVIS-MONTHAN AFB OR UNTIL THE ENGINE PROBLEM HAPPENED. THE PILOT SAID HE WAS AT 5,100 FEET MSL AND USING A POWER SETTING OF 30 INCHES OF MANIFOLD PRESSURE AND 2,600 RPM. BOTH PILOTS HEARD A LOUD BANG, LIKE A HAMMER HITTING THE INSIDE OF THE ENGINE, WHICH WAS FOLLOWED BY SEVERE VIBRATIONS AND SPARKS EMANATING FROM THE FRONT OF THE AIRPLANE. ACCORDING TO BOTH CREWMEMBERS, THE VIBRATIONS WERE CONSTANT; HOWEVER, WHEN THE PILOT POWERED BACK THE VIBRATIONS SEEMED TO INTENSIFY. THE PILOT REPORTED THAT FROM THE SPARKS HE THOUGHT THEY MIGHT HAVE LOST A PORTION OF A PROPELLER BLADE AND BEGAN LOOKING FOR A PLACE TO LAND. THEY WERE OVER A HIGHWAY RUNNING THROUGH A BUILT UP AREA, BUT THE PILOT CONSIDERED THAT THERE WAS A LIKELIHOOD OF POWER LINES OVER AND AROUND THE HIGHWAY. THEY SAW A DIRT ROAD REFLECTING IN THE MOON LIGHT AND SET UP FOR A LANDING THERE. ON SHORT FINAL TO THE ROAD, THE PILOT HAD TO MANEUVER TO THE LEFT IN ORDER TO MISS A LARGE TREE ON THE RIGHT-HAND SIDE OF THE ROAD. AS THE PILOT MANEUVERED BACK TO THE CENTER OF THE ROAD, THE RIGHT WING BEGAN TO CONTACT TREES ON THE ROADS RIGHT SHOULDER, WHICH SLUED THE AIRPLANE INTO A DRAINAGE DITCH. IT CONTACTED A BARBED WIRE FENCE AND SEVERAL OTHER TREES, AND THEN NOSED OVER. GROUND WITNESSES REPORTED OBSERVING SPARKS EMANATING FROM THE COWL AREA AS THE AIRPLANE DESCENDED TOWARD THE ROAD. GROSS EXTERNAL VISUAL ASSESSMENT OF THE ENGINE DISCLOSED A LARGE HOLE IN THE ENGINE CASE ON EACH SIDE OF THE UPPER SPINE BETWEEN THE NUMBERS 1 AND 2 CYLINDERS AND A QUANTITY OF OIL ON THE FUSELAGE FROM THE FIREWALL AFT TO THE TAIL. 20000215016079I (-23)AIRCRAFT EXPERIENCED ELEVATOR TRIM FREEZING @ FLIGHT LEVEL 230. OUTSIDE AIR TEMP WAS -40C. WHEN AIRCRAFT DECENDED TRIM BECAME OPERABLE. SMALL AMOUNTS OF MOISTURE FOUND IN ACTUATORS, COMPARTMENT WAS DRY. MAINTENANCE REMOVED AND REPLACED BOTH TRIM ACTUATORS. ACTUATORS SENT TO MANUFACTURER FOR ANALYSIS. 20000215018699A (-23) PILOT EXPERIENCED SEVERE ICING CONDITIONS, CHANGED ALTITUDE BUT STILL EXPERIENCED ICING AT VARIOUS ALTITUDES. EVEN THOUGH THE AIRCRAFT WAS CERTIFIED FOR KNOWN ICING, IT STARTED TO COLLECT ICE ON THE LEADING EDGE, THE AIRCRAFT WAS NOT ABLE TO MAINTAIN A POSITIVE ALTITUDE. WHEN THE AIRCRAFT BEGAN TO DESCEND, PILOT DECLARED AN EMERGENCY. AMERY WAS NEAREST AIRPORT. PILOT SAID HE HAD A HARD TIME SEEING THE RUNWAY. THE AIRCRAFT LANDED DOWNWIND ON RUNWAY 18 AND SLID ACROSS RUNWAY. AIRCRAFT CAME TO REST SEVERAL FEET OFF RUNWAY IN A SNOW BANK. ALL THREE LANDING GEAR WERE SHEARED OFF. BENDING IN TIPS OF BOTH PROPELLERS INDICATES ENGINES WERE IN MOTION AT TIME OF IMPACT. THERE WERE NO INJURIES TO PILOT OR PASSENGERS. (.4)THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE DURING A PRECAUTIONARY LANDING AFTER EXPERIENCING ICE ACCUMULATION IN CRUISE FLIGHT. THE PILOT RECEIVED A FULL WEATHER BRIEFING THE PREVIOUS NIGHT AND UPDATED WEATHER ON THE DAY OF THE FLIGHT. THE PILOT UPDATED HIS FLIGHT PLAN TO CHANGE HIS ROUTE OF FLIGHT TO AVOID AN AREA OF HEAVY PRECIPITATION. THE AIRCRAFT BEGAN TO ACCUMULATE ICE IN CRUISE FLIGHT. OTHER AIRCRAFT ALONG THE ROUTE OF FLIGHT REPORTED I CING AT ALTITUDES ABOVE AND BELOW THE ACCIDENT AIRCRAFT'S ALTITUDE. THE RATE OF ACCUMULATION OF ICE BEGAN TO INCREASE AND THE PILOT CONTACTED AIR TRAFFIC CONTROL AND REQUESTED AND RECEIVED CLEARANCE TO CLIMB. THE AIRPLANE WAS UNABLE TO CLIMB HIGHER THAN ABOUT 8,000 FEET MSL. THE ICE ACCUMULATION RATE WAS SUCH THAT THE HEATED WINDSCREEN WOULD NOT KEEP THE WINDSCREEN CLEAR. THE PILOT CONTACTED ATC AND REQUESTED IMMEDIATE VECTORS TO THE NEAREST AIRPORT, WHERE HE EXECUTED A PRECAUTIONARY LANDING. THE RUNWAY WAS SNOW COVERED WITH A COATING OF ICE BENEATH THE SNOW, AND THE WINDSCREEN WAS STILL ICED OVER. THE AIRCRAFT SLID OFF THE RUNWAY AND STRUCK A SNOWBANK. POSTACCIDENT EXAMINATION OF THE AIRCRAFT FAILED TO REVEAL ANY ANOMALIES. THE AIRCRAFT WAS EQUIPPED AND CERTIFIED FOR FLIGHT INTO KNOWN ICING CONDITIONS. 20000215041391A (-23) AIRCRAFT N8264G, PIPER DAKOTA, WAS LEVEL CRUISE FLIGHT AT 3700' MSL HEADING NORTH. PURPOSE OF FLIGHT WAS ENGINE BREAK-IN AFTER MAINTENANCE. THE SECOND AIRCRAFT, N1742V, CESSNA 172, WAS ON A PLEASURE FLIGHT, HAD JUST DEPARTED SANDUSKY (SKY) AIRPORT WAS CLIMBING TO ALTITUDE FOR A RETURN FLIGHT TO GALION (GQQ) AIRPORT HEADING 180. THE DAKOTA FELT A JOLT, THOUGHT HE HAD A BIRD STRIKE AND HEADED EASTBOUND TO HIS HOME AIRPORT. HE HAD NO PROBLEM HOLDING ALTITUDE, RETURNED TO THE AIRPORT AND LANDED ON THE ACTIVE RUNWAY WITHOUT INCIDENT. 20000215041392A (.19) ON FEBRUARY 15, 2000, ABOUT 1430 EASTERN STANDARD TIME, A PIPER PA-28-236, N8264G, WAS SUBSTANTIALLY DAMAGED DURING A MIDAIR COLLISION WITH A CESSNA 172M, N1742V, NEAR PARKERTOWN, OHIO. THE 172M SUSTAINED MINOR DAMAGE. THE CERTIFICATED COMMERCIAL PILOT OF THE PIPER, AND THE CERTIFICATED COMMERCIAL PILOT AND PASSENGER IN THE CESSNA WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLANS WERE FILED FOR THE PERSONAL FLIGHTS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT OF THE PIPER, HE DEPARTED THE LORAINE COUNTY REGIONAL AIRPORT (LPR), LORAIN, OHIO, FOR A LOCAL FLIGHT. THE PILOT STATED THAT WHILE LEVEL AT 3,300 FEET, AND HEADING IN A NORTHERLY DIRECTION, HE WAS LOOKING TO HIS LEFT WHEN HE FELT A BUMP. ASSUMING THAT HE HAD HIT A BIRD, THE PILOT RETURNED TO LPR AND LANDED UNEVENTFULLY. EXAMINATION OF THE AIRPLANE REVEALED A TIRE MARK ON TOP OF THE FUSELAGE AND DAMAGE TO THE VERTICAL STABILIZER. THE PILOT DID NOT RECALL SEEING THE CESSNA BEFORE OR AFTER THE ACCIDENT. ACCORDING TO THE PILOT OF THE CESSNA, HE DEPARTED FROM THE GRIFFING SANDUSKY AIRPORT, SANDUSKY, OHIO, ABOUT 1415. AS THE AIRPLANE WAS CLIMBING THROUGH 3,300 FEET FOR A FINAL CRUISE ALTITUDE OF 3,500 FEET, ABOUT 2 MILES NORTH OF NORWALK, CITY, OHIO, THE PILOT NOTICED A VERTICAL FIN JUST SLIGHTLY TO THE RIGHT OF THE ENGINE. THE PILOT STATED THAT "THERE WAS NO TIME TO TAKE ACTION, THERE WAS A SLIGHT UPLIFTING AND BANG!" AFTER IMPACTING THE AIRPLANE, THE CESSNA ROLLED TO THE LEFT ABOUT 45-60 DEGREES AND THE PILOT FELT THAT HE MIGHT NOT RECOVER. THE PILOT ROLLED THE WINGS LEVAL AND LOOKED OUT THE LEFT SIDE OF THE AIRPLANE TO SEE WHERE THE AIRPLANE HE HIT HAD GONE, BUT SAW NOTHING AND ASSUMED THAT THE AIRPLANE HAD CRASHED. WITH THE PASSENGER DOOR TORN OFF OF THE AIRPLANE, THE PILOT WAS NOW CONCERNED WITH GETTING THE AIRPLANE ON THE GROUND AND BEGAN TO FLY TOWARDS THE NORWALK-HURON AIRPORT (5A1), NORWALK, OHIO. EN ROUTE TO 5A1, THE PILOT BEGAN ASSESSING THE DAMAGE TO HIS AIRPLANE BY CHECKING THE TAIL, WORKING THE CONTROLS, AND TO SEE IF HE HAD WHEELS. AFTER DETERMINING THAT THE AIRPLANE "FELT GOOD", THE PILOT ELECTED TO NOT LAND AT 5A1 AND CONTINUED FLYING TO HIS HOME BASE, GALION AIRPORT (GQQ), GALION, OHIO. ARRIVING AT GQQ, THE PILOT FLEW OVER THE AIRPORT SEVERAL TIMES FOR GROUND PERSONNEL TO DETERMINE IF THE AIRPLANE'S WHEELS WERE STILL INTACT, THEN LANDED UNEVENTFULLY. EXAMINATION OF THE AIRPLANE AFTER THE ACCIDENT REVEALED SHARDS OF AIRPLANE ALUMINUM SKIN AND GLASS EMBEDDED IN THE BOTTOM OF THE FUSELAGE. THE PIPER'S RUDDER COUNTERWEIGHT WAS FOUND IN THE BAGGAGE COMPARTMENT OF THE CESSNA. (-23) AIRCRAFT N8264G, PIPER DAKOTA, WAS LEVEL CRUISE FLIGHT AT 3700' MSL HEADING NORTH. PURPOSE OF FLIGHT WAS ENGINE BREAK-IN AFTER MAINTENANCE. AIRCRAFT, N1742V, CESSNA 172, WAS ON A PLEASURE FLIGHT, HAD JUST DEPARTED SANDUSKY (SKY) AIRPORT WAS CLIMBING TO ALTITUDE FOR A RETURN FLIGHT TO GALION (GQQ) AIRPORT HEADING 180. THE CESSNA SAW A VERTICAL FIN JUST PRIOR TO IMPACT, FELT A "BUMP" AND FELT THE COLD AIR RUSH IN THE CABIN AS THE PASSENGER DOOR HAD BEEN THROWN FROM THE AIRCRAFT. HE WAS 2 MI. NORTH OF NORWALK (5A1) AIRPORT AND WAS IN A POSITION TO LAND BUT DECIDED THE AIRCRAFT WAS "HOLDING TOGETHER" AND HE DID NOT MIND THE WIND. HE HAD NO PROBLEM HOLDING ALTITUDE, SO RETURNED TO THE GALION, THE HOME AIRPORT AND LANDED ON THE ACTIVE RUNWAY. 20000215041409A (.19) ON FEBRUARY 19, 2000, AT 1825 EASTERN STANDARD TIME, A BEECH 1900D, N81SK, OPERATED AS SKYWAY AIRLINE FLIGHT 1353, SUSTAINED SUBSTANTIAL DAMAGE WHEN, ON LANDING, IT DEPARTED THE PREPARED RUNWAY SURFACE (6,501 FEET BY 150 FEET, ASPHALT) AT THE DELTA COUNTY AIRPORT, ESCANABA, MICHIGAN. THE 14 CFR PART 135 FLIGHT WAS ON AN INSTRUMENT FLIGHT RULES FLIGHT PLAN. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO INJURIES WERE REPORTED BY THE TWO CREW MEMBERS OR THE SEVEN PASSENGERS. THE FLIGHT ORIGINATED FROM THE CHERRY CAPITAL AIRPORT, TRAVERSE CITY, MICHIGAN AT 1600. (-23) SKYWAY FLIGHT 1353, BEECH 1900-D, LANDED AT THE DELTA COUNTY AIRPORT, ESCANABA, MICHIGAN ON RUNWAY 09. UPON LANDING THE AIRCRAFT HIT A SNOW FURROW WHICH CAUSED THE AIRCRAFT TO GO TOWARDS A SNOW BANK. THE PROPELLER STRUCK THE SNOW BANK AND ONE OF THE BLADES BROKE OFF AT THE HUB. THE BROKEN BLADE STRUCK THE FUSELAGE AND CAUSED SUBSTANTIAL DAMAGE. THE PASSENGERS EVACUATED AIRCRAFT WITHOUT INCIDENT. 20000215041691A (-23) ON FEBRUARY 15, 2000, AT 1729 HOURS PST, A CESSNA 172N, N6479D, COLLIDED IN MIDAIR WITH A PIPER PA-28-140, N84PB, WHILE IN THE TRAFFIC PATTERN AT PALM SPRINGS, CA. THE CESSNA WAS SUBSTANTIALLY DAMAGED AND THE CERTIFIED FLIGHT INSTRUCTOR AND HIS TWO STUDENTS RECEIVED MINOR INJURIES. THE PIPER SUSTAINED MINOR DAMAGE, HOWEVER, NEITHER OF THE CERTIFIED FLIGHT INSTRUCTORS NOR THEIR STUDENTS WERE INJURED. THE CESSNA AND THE PIPER WERE BOTH BEING OPERATED AS INSTRUCTIONAL FLIGHTS. THE REMAINING DATA ABOUT THE STUDENT PILOT WILL BE ADDED IN AN AMENDMENT. 20000216000761A (.19) ON FEBRUARY 16, 2000, AT 0748 CENTRAL STANDARD TIME, A MID-AIR COLLISION OCCURRED BETWEEN A CESSNA 182M, N91994, AND A CESSNA 208B, N9505B, WHILE BOTH AIRPLANES WERE MANEUVERING NEAR THE MCALESTER REGIONAL AIRPORT, MCALESTER, OKLAHOMA. THE CESSNA 182 WAS DESTROYED, AND THE CESSNA 208 SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT OF THE CESSNA 182 SUSTAINED FATAL INJURIES, AND THE AIRLINE TRANSPORT RATED PILOT OF THE CESSNA 208 WAS NO INJURED. THERE WERE NO PASSENGERS IN EITHER AIRPLANE. THE CESSNA 182, WHICH WAS REGISTERED TO THE PRIVATE PILOT, WAS OPERATING UNDER 14 CODE OF FEDERAL REGULATIONS (CFR) PART 91 AS A PERSONAL CROSS-COUNTRY FLIGHT; THE FLIGHT DEPARTED FROM NEOSHO, MISSOURI, WITH A PLANNED DESTINATION OF CARRIZO SPRINGS, TEXAS, AND NO FLIGHT PLAN WAS FILED. AFTER RECEIVING AN IN-FLIGHT WEATHER REPORT OF INSTRUMENT METEOROLOGICAL CONDITIONS ALONG HIS ROUTE OF FLIGHT, THE PILOT OF THE CESSNA 182 ELECTED TO DIVERT TO MCALESTER REGIONAL AIRPORT. THE CESSNA 208, WHICH WAS REGISTERED TO MARTINAIRE 633) FOR WHICH AN IFR FLIGHT PLAN WAS FILED; THE FLIGHT DEPARTED FROM THE MCALESTER REGIONAL AIRPORT AND WAS EN ROUTE TO HUGO, OKLAHOMA. VISUAL METEOROLOGICAL CONDITI ONS PREVAILED AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT OF THE CESSNA 208, AS HE WAS TAXIING FOR TAKEOFF, HE HEAR THE PILOT OF THE CESSNA 182 MAKE A RADIO CALL ON THE NON-TOWERED AIRPORT'S COMMON TRAFFIC ADVISORY FREQUENCY (123.0) ASKING FOR AN AIRPORT ADVISORY. THE PILOT OF THE CESSNA 208 RESPONDED TO THE CESSNA 182 PILOT, STATING THAT THE WINDS WERE GROM '020 @ 15 GUSTING TO 23" AND HE WAS GOING TO DEPART FROM RUNWAY 01. THE CESSNA 208 PILOT REPORTED THAT HE DID NOT HEAR ANY FURTHER RADIO CALLS FROM THE CESSNA 182. HE MADE HIS TAKEOFF FROM RUNWAY 01, CLIMBED STRAIGHT-OUT UNTIL THE AIRPLANE REACHED 500 FEET AGL AND THEN TURNED THE AIRPLANE LEFT ONTO THE CROSSWIND LEG. HE MAINTAINED THE CLIMB UNTIL THE AIRPLANE REACHED APPROXIMATELY 1,000 FEET AGL, LEVELED OUT, AND TURNED LEFT ONTO THE DOWNWIND LEG. HE CONTINUED ON THE DOWNWIND LEG UNTIL THE AIRPLANE WAS SOUTH OF THE AIRPORT. PRIOR TO TURNING LEFT TO A SOUTHEAST HEADING ON COURSE FOR HUGO, HE LOOKED TO THE LEFT TO CLEAR THE AREA AND "WAS SURPRISED TO SEE AN OBJECT COMING CLOSER," WHICH HE REALIZED "WAS A HIGH-WING CESSNA COMING FROM SLIGHTLY ABOVE AND BEHIND [HIS] LEFT WING-TIP." HE REDUCED POWER, ROLLED RIGHT AN D NOSED DOWN. HE STATED STATED THAT THE CESSNA 182 "TURNED LEFT AS IN A NORMAL X-WIND TO DOWNWIND TURN." HE FURTHER STATED THAT THE CESSNA 182 "FLEW OVER [HIS] COCKPIT AND THE 2 PLANES HIT IN A GLANCING BLOW." THE CESSNA 182 DESCENDED TO THE GROUND, AND THE CESSNA 208 RETURNED TO THE AIRPORT AND LANDED ON RUNWAY 01. THE CESSNA 182 CAME TO REST APPROXIMATELY 2 MILES SOUTH OF THE AIRPORT. A GPS RECEIVER RECORDED THE WRECKAGE LOCATION AT NORTH 34 DEGREES 51.77 MINUTES AND WEST 095 DEGREES 49.02 MINUTES. IMPACT FORCES AND FIRE DESTROYED THE CESSNA 182. DAMAGE TO THE CESSNA 208 WAS CONFINED TO THE OUTBOARD PORTION OF THE LEFT WING AND LEFT AILERON, WHICH WAS BENT UPWARDS APPROX. 60 DEGREES, 5 FEET INBOARD FROM THE WING-TIP. CHORDWISE SCRATCHING AND WHITE PAINT TRANSFER MARKS WERE OBSERVED ON THE OUTERMOST 12 INCHES OF THE BOTTOM SKIN OF THE LEFT WING. THIS SECTION OF WING SKIN WAS CRUSHED UPWARD WITH THE DAMAGE INCREASING IN SEVERITY FROM THE WING TRAILING EDGE TOWARD THE WING LEADING EDGE. THE WING-TIP CAP WAS CRUSHED INWARD, AND THE OUTERMOST 12 INCHES OF THE LEFT WING LEADING EDGE WAS CRUSHED AND TORN. (-23) ON FEBRUARY 16, 2000, AT APPROXIMATELY 0745 CENTRAL TIME, A CESSNA 182, PILOTED BY MR. LEE R. KAHANEK, WAS DESTROYED IMMEDIATELY AFTER MID AIR CONTACT WITH A CESSNA 208. BOTH AIRCRAFT WERE MANEUVERING IN THE VICINITY OF THE MCALESTER REGIONAL AIRPORT, MCALESTER, OK. THE PILOT OF THE CESSNA 208 HAD JUST MADE A TAKE-OFF FROM MCALESTER (MLC), CLIMBING STRAIGHT OUT UNTIL 500 FEET AGL AT WHICH 20000216000762A (.19) ON FEBRUARY 16, 2000, AT 0748 CENTRAL STANDARD TIME, A MID-AIR COLLISION OCCURRED BETWEEN A CESSNA 182M, N91994, AND A CESSNA 208B, N9505B, WHILE BOTH AIRPLANES WERE MANEUVERING NEAR THE MCALESTER REGIONAL AIRPORT, MCALESTER, OKLAHOMA. THE CESSNA 182 WAS DESTROYED, AND THE CESSNA 208 SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT OF THE CESSNA 182 SUSTAINED FATAL INJURIES, AND THE AIRLINE TRANSPORT RATED PILOT OF THE CESSNA 208 WAS NOT INJURED. THERE WERE NO PASSENGERS IN EITHER AIRPLANE. THE CESSNA 182, WHICH WAS REGISTERED TO THE PRIVATE PILOT, WAS OPERATING UNDER 14 CODE OF FEDERAL REGULATIONS (CFR) PART 91 AS A PERSONAL CROSS-COUNTRY FLIGHT; THE FLIGHT DEPARTED FROM NEOSHO, MISSOURI, WITH A PLANNED DESTINATION OF CARRIZO SPRINGS, TEXAS, AND NO FLIGHT PLAN WAS FILED. AFTER RECEIVING AN IN-FLIGHT WEATHER REPORT OF INSTRUMENT METEOROLOGICAL CONDITIONS ALONG HIS ROUTE OF FLIGHT, THE PILOT OF THE CESSNA 182 ELECTED TO DIVERT TO MCALESTER REGIONAL AIRPORT. THE CESSNA 208, WHICH WAS REGISTERED TO MARTINAIRE INC., OF CARROLTON, TEXAS, WAS OPERATING UNDER 14 CFR PART 135 AS A NON-SCHEDULED CARGO FLIGHT (MARTINAIRE 633) FOR WHICH AN IFR FLIGHT PLAN WAS FILED; THE FLIGHT DE PARTED FROM THE MCALESTER REGIONAL AIRPORT AND WAS EN ROUTE TO HUGO, OKLAHOMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT OF THE CESSNA 208, AS HE WAS TAXIING FOR TAKEOFF, HE HEARD THE PILOT OF THE CESSNA 182 MAKE A RADIO CALL ON THE NON-TOWERED AIRPORT'S COMMON TRAFFIC ADVISORY FREQUENCY (123.0) ASKING FOR AN AIRPORT ADVISORY. THE PILOT OF THE CESSNA 208 RESPONDED TO THE CESSNA 182 PILOT, STATING THAT THE WINDS WERE FROM "020 @ 15 GUSTING TO 23" AND HE WAS GOING TO DEPART FROM RUNWAY 01. THE CESSNA 208 PILOT REPORTED THAT HE DID NO HEAR ANY FURTHER RADIO CALLS FROM THE CESSNA 182. HE MADE HIS TAKEOFF FROM RUNWAY 01, CLIMBED STRAIGHT-OUT UNTIL THE AIRPLANE REACHED 500 FEET AGL AND THEN TURNED THE AIRPLANE LEFT ONTO THE CROSSWIND LEG. HE MAINTAINED THE CLIMB UNTIL THE AIRPLANE REACHED APPROXIMATELY 1,000 FEET AGL, LEVELED OUT, AND TURNED LEFT ONTO THE DOWNWIND LEG. HE CONTINUED ON THE DOWNWIND LEG UNTIL THE AIRPLANE WAS SOUTH OF THE AIRPORT. PRIOR TO TURNING LEFT TO A SOUTHWEAST HEADING ON COURSE FOR HUGO, HE LOOKED TO THE LEFT TO CLEAR THE AREA AND "WAS SURPRISED TO SEE AN OBJECT COMING CLOSER," WHICH HE REALIZED "WAS A HIGH-WING CESSNA COMING FROM SLIGHTLY ABOVE AND BEHIND [HIS] LEFT WING TIP." HE REDUCED POWER, ROLLED RIGHT AND NOSED DOWN. HE STATED THAT THE CESSNA 182 "TURNED LEFT AS IN A NORMAL X-WING TO DOWNWIND TURN." HE FURTHER STATED THAT THE CESSNA 182 "FLEW OVER [HIS] COCKPIT AND THE 2 PLANES HIT IN A GLANCING BLOW." THE CESSNA 182 DESCENDED TO THE GROUND, AND THE CESSNA 208 RETURNED TO THE AIRPORT AND LANDED ON RUNWAY 01. THE CESSNA 182 CAME TO REST APPROXIMATELY 2 MILES SOUTH OF THE AIRPORT. A GPS RECEIVER RECORDED THE WRECKAGE LOCATION AT NORTH 34 DEGREES 51.77 MINUTES AND WEST 095 DEGREES 49.02 MINUTES. IMPACT FORCES AND FIRE DESTROYED THE CESSNA 182. DAMAGE TO THE CESSNA 208 WAS CONFINED TO THE OUTBOARD PORTION OF THE LEFT WING AND LEFT AILERON, WHICH WERE BENT UPWARDS APPROXIMATELY 60 DEGREES, 5 FEET INBOARD FROM THE WING-TIP. CHORDWISE SCRATCHING AND WHITE PAINT TRANSFER MARKS WERE OBSERVED ON THE OUTERMOST 12 INCHES OF THE BOTTOM SKIN OF THE LEFT WING. THIS SECTION OF WING SKIN WAS CRUSHED UPWARD WITH THE DAMAGE INCREASINGIN SEVERITY FROM THE WING TRAILING EDGE TOWARD THE WING LEADING EDGE. THE WING-TIP CAP WAS CRUSHED INWARD, AND THE OUTERMOST 12 INCHES OF THE LEFT WING LEADING EDGE WAS CRUSHED AND TORN. (-23)SEE NARRATIVE DOE FTW00FA083A (.4)THE PILOT OF THE CESSNA 208 REPORTED THAT AS HE WAS TAXIING FOR TAKEOFF, HE HEARD THE PILOT OF THE CESSNA 182 MAKE A RADIO CALL ON THE NON-TOWERED AIRPORT'S COMMON TRAFFIC ADVISORY FREQUENCY ASKING FOR AN AIRPORT ADVISORY. THE PILOT OF THE CESSNA 208 RESPONDED TO THE CESSNA 182 PI 20000216000859I ON FEBRUARY 16, 2000, AN ENGINEERING & RESEARCH (AIRCOUPE) AIRCRAFT MADE AN EMERGENCY LANDING IN A FIELD AFTER HAVING EXAUSTED ITS FUEL SUPPLY DUE TO THE LOSS OF THE QUICK DRAIN PLUG IN THE GASCOLATOR. THE NOSE TANK WAS EMPTY AND BOTH WING TANKS HAD FUEL. THE AIRCRAFT WAS BEING OPERATED BY A CURRENT AND QUALIFIED PRIVATE PILOT WHILE ON A CFR PART 91 PLEASURE FLIGHT. 20000216001539I (-23) AMERICAN AIRLINES INC OPERATED A MD-80 TYPE AIRCRAFT, N597AA LANDED ON RUNWAY ONE THREE RIGHT AND LOST CONTROL ON LANDING. THE AIRCRAFT SLID TO THE LEFT APPROXIMATELY 60 DEGREES, STRIKING A RUNWAY SIGN. THE AIRCRAFT PROCEEDED TO SKID TO THE RIGHT CROSSING BACK OVER THE RUNWAY. THE PILOT IN COMMAND REGAINED CONTROL OF THE AIRCRAFT, AND TAXIED TO THE GATE. NO PASSENGERS WERE ABOARD THIS FLIGHT, ONLY THE FLIGHT CREW, NO INJURIES WERE REPORTED AND THE AIRCRAFT ENCOUNTERED MINOR DAMAGE. ALL PRINCIPAL INSPECTORS ASSIGNED TO AMERICAN AIRLINES CMO, HAVE BEEN CONTACTED AND FOWARDED ALL INFORMATION PERTAINING TO THIS INCIDENT. THE AMR/CMO AND AMERICAN AIRLINES INC, HAVE DECIDED CORRECTIVE ACTION. THIS MATTER IS CLOSED. 20000216003089I ON FEBRUARY 16, 2000, MID AMERICA AVIATION INC., CESSNA 340, N340TC DEPARTED AMARILLO TX., ENROUTE TO ST. LOUIS, MO. RIGHT ENGINE LOST POWER AND AN EMERGENCY LANDING WAS DONE IN SPRIGNFIELD,MO., (SGF). AIRCRAFT LANDED WITHOUT INCIDENT. AVIATION ENTERPRISE IN SPRINGFIELD FOUND A TURBO CHARGER HAD FAILED. THIS INCIDENT, #CE2000IAC023 IS CONSIDERED CLOSED WITH THIS REPORT. 20000216003269I AT TOP OF DESCENT, A VIBRATION WAS FELT AND DETERMINED TO BE FROM NUMBER ONE ENGINE. OVER STATION NUMBER ONE ENGINE OIL QUANTITY WAS NOTED AT ZERO AND LOW OIL PRESSURE LIGHT ILLUMINATED. SECURED ENGINE WITH EMERGENCY PROCEDURES AND LANDED WITHOUT INCIDENT. 20000216010079A (-23) PILOT FAILED TO PERFORM AN AUTOROTATION IN A MINI 500-N460AK CORRECTLY, HELICOPTER IMPACTED THE EARTH. (.4)ON FEBRUARY 16, 2000, ABOUT 1600 CENTRAL STANDARD TIME, A HOMEBUILT KITCHENS REVOLUTION MINI 500B HELICOPTER, N460AK, OWNED BY A PRIVATE INDIVIDUAL IMPACTED WITH THE GROUND DURING AN AUTOROTATION NEAR HAZELHURST, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED. THE PRIVATE-RATED PILOT REPORTED SERIOUS INJURIES. THE FLIGHT HAD ORIGINATED FROM A PRIVATE HELICOPTER PAD AT 1530. AFTER FLYING LOCALLY FOR AWHILE THE PILOT ATTEMPTED A "QUICK STOP" MANEUVER. HE SAID, AFTER COMPLETION OF THE QUICK STOP HE CLIMBED TO AN ALTITUDE OF ABOUT 400 FEET ABOVE GROUND LEVEL (AGL). HE STATED THAT HE, "...TURNED WEST...[AND THEN] TURNED TOWARDS HOME...AT THIS POINT I HAD DESCENDED TO ABOUT 200 FEET AGL...FLEW PAST THE POWER LINE RIGHT OF WAY AND WAS APPROACHING A LARGE RYE GRASS FIELD AND DECIDED TO ATTEMPT A PRACTICE AUTO ROTATION DOWN INTO THE FIELD. AS I FLEW OVER THE FIELD I LOWERED THE COLLECTIVE AND CHECKED MY FORWAR D SPEED AT ABOUT 60 MPH. I THEN REDUCED THE THROTTLE SETTING TO GET THE RPM NEEDLES TO SPLIT. I THINK I WAS ALREADY IN TROUBLE WHEN I BEGAN THE AUTO ROTATION FROM SUCH A LOW ALTITUDE. I AM NOT SURE BUT I ALSO DON'T THINK THAT I HAD THE COLLECTIVE ALL THE WAY DOWN BECAUSE AFTER REDUCING THROTTLE THE ROTOR RPMS APPARENTLY BEGAN TO BLEED DOWN WITHOUT MY NOTICING IT. I WAS CONCENTRATING MY ATTENTION OUTSIDE THE HELICOPTER AT THIS TIME AND NOT PAYING ENOUGH ATTENTION TO THE GAUGES. AT THIS POINT THINGS ARE A LITTLE FUZZY AS FAR AS MY MEMORY IS CONCERNED BECAUSE THINGS STARTED HAPPENING PRETTY FAST. AT ABOUT 50 FEET AGL I FLARED...THEN LEVELED AND STARTED PULLING COLLECTIVE. THE HELICOPTER STARTED VIOLENTLY SHAKING...WHICH I NOW KNOW INDICATES THAT THE ROTORS WERE TRYING TO STALL FROM TOO LOW RPMS. I KNEW AT THIS POINT THAT I COULDN'T STOP MY DECENT...I DON'T THINK I POWERED BACK UP WITH THE THROTTLE...I HIT THE GROUND FAIRLY VIOLENTLY...LEFT LANDING GEAR COLLAPSED...THE HELICOPTER...ROLL[ED] ONTO ITS LEFT SIDE...AND THE HELICOPTER FINALLY CAME TO A STOP ABOUT 30 YARDS FROM THE POINT OF INITIAL IMPACT." THE FAA INSPECTED THE WRECKAGE AND DID NOT FIND ANY MECHANICAL DISCREPANCIES. ACCORDING THE FAA'S REPORT, "...PILOT WAS PERFORMING PRACTICE AUTO ROTATION. HE FAILED TO PERFORM THE AUTOROTATION CORRECTLY AND IMPACTED THE EARTH." 20000216010479A (-23) WHILE PERFORMING TOUCH AND GO'S, SOLO STUDENT APPLIED POWER AND CARB HEAT AFTER LANDING AND A/C WENT LEFT. A/C HIT APPROX. 12" SNOWBANK ON THE LEFT SIDE OF 28L AND FLIPPED OVER. NO INJURY TO PILOT. A/C SUBSTANTIALLY DAMAGED. A/C RIGHTED AND TOWED FROM ACCIDENT SITE PRIOR TO FAA ARRIVAL. 20000216022269I (-23)FROM A DISCREPANCY ENTRY ON AIRCRAFT FLIGHT LOG 1767, 2/15/00: "STABILIZER WENT INTO A PITCH UP MODE ON FINAL APPROACH TO RUNWAY 25 @ TOL. FULL FLAPS, AND GEAR DOWN ON THE ILS DOWNWARD, SUDDENLY THE AIRCRAFT WENT INTO THE PITCH UP ATTITUDE. BROUGHT THE FLAPS AND GEARS UP, IT WAS SILL CLIMBING UP TO 6700' UNTIL I BROUGHT THE POWER BACK TO IDLE, THEN THE AIRPLANE STARTED PERFORMING". CORRECTIVE ACTION ENTRY: "INSPECTED HRIZONTAL STABILIZER HINGE AND ACTUATOR AND ATTACHMENT. DETERMINED AURAL WARNING (CLACKER) TO BE OPERATING NORMALLY, ALSO CONFIRMED WITH PIC ^PRIVACY DATA ^. INSPECTED TRIM SWITCHES AND CONTACTORS. PERFROMED OPERATIONAL CHECK OF STABILZER AND ELEVATOR CONTROL I/A/W DA-20 MM CAPTER 27. NO DEFECTS NOTED". 20000216022419I (-23)FLIGTH ENGINEER FAILED TO SHUT DOWN APU PRIOR TO TAKEOFF. ATOR NEAR TOP-OF-CLIMB APU FIRE WARNING WENT OFF. CREW SHUT DOWN APU, LOWERED LANDING GEAR, BUT WAS FORCED TO DISCHARGE APU FIRE EXTINGUISHER WHEN THE APU FIRE ANNUMCIATOR LIGHT DID NOT EXTINGUISH. PRECAUTIONARY DIVERSION TO WICHITA (ICT). CREW EXCEEDED AIRCRAFT LIMITATIONS WHEN THEY FAILED TO SHUT DOWN APU PRIOR TO AIRBORNE OPERATIONS. 20000216040959A (-23)SEE ATTACHED COMMENT TEXT FOR PTRS EA 17200005320 AND INSPECTORS STATEMENT FOR INSPECTOR JOHN PENZONE. FURTHER INVESTGATION OF AIRCRAFT RECORDS WILL FOLLOW. 20000216041589A (-23) AIRCRAFT DEPARTED MATHER FIELD ABOUT 1949 PACIFIC STANDARD TIME (PST). SHORTLY AFTER TAKEOFF THE CREW DECLARED AND EMERGENCY TO AIR TRAFFIC CONTROL AND REPORTED, "EMERY SEVENTEEN EXTREME C G PROBLEM." THE AIRPLANE CRASHED INTO AN AUTOMOBILE SALVAGE YARD EAST OF THE AIRPORT IN RANCHO CORDOVA, CA ABOUT 1951PST. THE AIRPLANE WAS CONSUMED IN THE POST-CRASH FIRE. 20000217001449I (-23) AT (BVI) BEAVER COUNTY AIRPORT ON 2-17-00, A STUDENT PILOT PORPOISED N2670C, PA-38-112, ON LANDING, ON RUNWAY 10/28 BENDING THE NOSE LANDING GEAR TO A RIGHT TURN ON THE FIRST BOUNCE. WHEN THE FLIGHT INSTRUCTOR GOT THE AIRCRTAFT BACK ON THE ROUND, IT HIT A SNOW BANK ON THE RIGHT SIDE OF THE RUNWAY WHICH COLLAPSED THE NOSE GEAR AND DAMAGED THE PROPELLER CAUSING SUDDEN STOPPAGE OF THE AIRCRAFT ENGINE. 20000217001599I (-23) AIRCRAFT LANDED WITH POSSIBLE SIDE LOAD OF NOSE GEAR IN SNOW AND ICIING CONDITIONS. TRUNION ON LEFT SIDE OF NOSE GEAR SNAPPED. INSPECTION REVEALED NO OTHER DAMAGE IN WHEEL WELL INDICATING A POSSIBLE PREEXISTING CONDITION. 20000217002859I ON THURSDAY, FEBRUARY 17, 2000, AT 1744 LOCAL, AN ATLANTIC COAST AIRLINES, D/B/A UNITED EXPRESS, A BAE JETSTREAM 3201, N477UE, REPORTED AN UNSAFE NOSE GEAR LIGHT INBOUND TO RUNWAY 5 AT BUF. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE INSPECTED AND REPLACED THE NLG DOWN LOCK MICROSWITCH. THEY PREFORMED A GEAR SWING AND RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000217003009I MR. WOODARD IS A STUDENT PILOT WHO WAS ON A FLIGHT TO A LOCAL AIRPORT, SALINAS, CA. ^PRIVACY DATA OMITTED^ MR. WOODARD HAD THE PROPER LOGBOOK INDORSEMENTS. WHILE TAXING ON THE CENTER LINE OF TAXI WAY "C", HE DRUG HIS WINGTIP ACROSS A TRUCK LUMBER RACK. THE TRUCK WAS A MAINTENANCE TRUCK PARKED ON THE SIDE OF THE TAXI WAY. THE PLASTIC WINGTIP WAS DESTROYED. THERE WAS NO METAL DAMAGE. 20000217003059I DURING LANDING ROLLOUT, N257AG EXPERIENCED A RETRACTION OF FAILURE OF THE LEFT/RIGHT AND NOSE LANDING GEAR. N257AG EXPERIENCED DAMAGE TO THE FOLLOWING COMPONENTS: LEFT AND RIGHT PROPELLER BLADES, LANDING GEAR SUPPORT BRACKETS, ALL THREE GEAR DOORS, LOWER FUSELAGE SKIN DAMAGE; AND ANTENNA AND BEACON LIGHT, LEFT AND RIGHT INBOARD FLAPS. A COMPLETE TEARDOWN REPORT OF THE ELECTRICALLY OPERATED LANDING GEAR SYSTEM IS STRONGLY RECOMMENDED IF A FAILURE OCCURRED INTHE LANDING GEAR SYSTEMS THAT MAY HAVE CAUSED THE GEAR TO COLLAPSE DURING LANDING. 20000217003429I CREW GROUNDED. ALL CREW MEMBERS 3 HR SAFETY COURSE. CAPT LINE CHECK. SAFETY BRIEFING GROUND CREW. 20000217003499I ON FEBRUARY 17, 2000, AT 1214 HOURS (LOCAL TIME) A SAAB-340-B, N114XJ, REGISTERED TO WILMINGTON TRUST COMPANY TRUSTEE, ON APPROACH TO HARRISBURG INTERNATIONAL AIRPORT (MDT) THE CAPTAIN PUT THE LANDING GEAR DOWN AND THE GEAR LIGHT ON THE RIGHT GEAR DID NOT LIGHT. THE CAPTAIN FOLLOWED ALL PROCEDURES IN THE MANUAL AND DONE A FLY-BY OF THE TOWER TO CONFURM THE GEAR WAS DOWN. THE TOWER SAID ALL GEARS WERE DOWN, BUT THEY COULDN'T TELL IF THEY WERE LOCKED. THE CAPTAIN FOUND A CIRCUIT BRAKER HAD POPPED. THE BREAKER WAS RESET. THE LIGHT ON THE RIGHT GEAR CAME ON AND THE AIRCRAFT LANDED WITHOUT INCIDENT. THE AIRCRAFT LANDED WITH NO DAMAGE AND THE FLIGHT CREW AND PASSENGERS ESCAPED INJURIES. VISUAL METEORLOGICAL CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WAS FILED. AN M&D REPORT WILL FOLLOW. THIS INCIDENT IS CONSIDERED CLOSED. 20000217003919I ON FEBRUARY 17, 2000, AT 1440 MOUNTAIN STANDARD TIME, A CESSNA TR 182, REGISTERED AS N155HC, WAS NOT DAMAGED DURING A FORCED LANDING AT FORT CARSON MILITARY RESERVATION, COLORADO. THE FORCED LANDING WAS PRECIPITATED BY A LOSS OF ENGINE POWER. THE PRIVATE PILOT (SOLE OCCUPANT) WAS NOT INJURIED AND THERE WAS NO FIRE. THE TITLE 14 CFR PART 91 FLIGHT WAS ON A VFR FLIGHT FROM PUEBLO, COLORADO, TO COLORADO SPRINGS, COLORADO. VISUAL METEOROLGICAL CONDITIONS PREVAILED. INSPECTION OF THE AIRCRAFT AFTER LANDING REVEALED THAT THE NUMBER 6 CONNECTING ROD HAD EXITED THE CASE. THE DAY PRIOR TO THIS INCIDENT, THE AIRCRAFT HAD LANDED AT WALSENBURG, COLORADO DUE TO THE LOSS OF THE TURBOCHARGER. ALTHOUGH AN A&P MECHANIC HAD MADE REPAIRS, NO FERRY PERMIT WAS ISSUED FOR THE FLIGHT FROM PUEBLO TO COLORADO SPRINGS FOR FURTHER REPAIR. 20000217003939I AIRCRAFT NOSE LANDING GEAR FAILED TO EXTEND ON LANDING. AIRCRAFT LANDED ON MAIN LANDING GEAR. AIRCRAFT THEN SKIDDED TO A STOP ON NOSE GEAR DOORS. DAMAGE TO THE AIRCRAFT WAS MINOR. DURING THE INVESTIGATION, IT WAS NOTED THE NOSE LANDING STRUT WAS COLLAPSED, CAUSING THE NOSE LANDING GEAR TO BECAME JAMMED IN THE NOSE WHEEL WELL. WE WERE UNABLE TO DETERMINE THE CAUSE OF NOSE LANDING GEAR STRUT COLLAPSE. 20000217012249A (-23) THE PILOT STATED THAT SINCE REFUELING THE AIRCRAFT TO MAXIMUM CAPACITY HE HAD FLOWN THE AIRCRAFT FOR 1.6 HOURS ON A TRAINING FLIGHT. WHEN HE DEPARTED THE ALBANY AIRPORT FOR COEUR D' ALENE, ID., HIS PLANNED ESTIMATED TIME ENROUTE WAS 3 HRS AND 30 MINUTES AND THE FUEL REMAINING WOULD HAVE PROVIDED AN ENDURANCE TIME OF 4 HRS 45 MINUTES LEAVING 1 HR AND 15 MINUTES FUEL RESERVE. AFTER NOTING ERRATIC FUEL GAUGE INDICATIONS AND 3 HRS INTO THE FLIGHT THE ENGINE QUIT AND AN EMERGENCY LANDING WAS COMPLETED ON A ROAD IN THE VACINITY OF SPANGLE, WA., 17 MINUTES SHORT OF THE DESTINATION. SUBSTANTIAL DAMAGE WAS LIMITED TO THE LEFT WING AND MINOR DAMAGE TO THE RIGHT WING TIP AND NOSE OF THE AIRCRAFT. THE PILOT AND PASSENGER WAS NOT INJURED. 20000217021239I (-5) UPON LANDING AT THE PRESCOTT, AZ AIRPORT, THE CONTROL TOWER ADVISED THE PILOT THAT HIS GEAR WAS UP, THE PILOT WAS LOW AND CONTINUED WITH THE LANDING APPROACH UNTIL THE PROPELLER STRUCK THE GROUND, THE AIRCRAFT THEN GAINED ALTITUDE, LOWERED THE LANDING GEAR AND LANDED. THE AIRCRAFT THEN EXITED THE END OF THE RUNWAY ON THE TAXIWAY. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND NO INJURIES TO THE SOLE OCCUPANT PILOT. 20000217042069A (-23) ON FEBRUARY 15TH 2000 THE PILOT OF SUPER CUB N7164B WAS ATTEMPTING TO LAND ON THE SNOW COVERED YENTA RIVER 45 MILES WEST OF ANCHORAGE ALASKA. N7164B WAS EQUIPPED WITH 30" TUNDRA TIRES. THE PILOT MADE SEVERAL LOW PASSES TO CHECK OUT THE LANDING SITE AND ON THE THIRD PASS LANDED IN THE SAME PLACE HE HAD LANDED THE DAY BEFORE (02/16/2000). THE LANDING WAS UNEVENTFUL UNTIL SEVERAL HUNDRED FEET DOWN THE LANDING SITE WHEN THE SNOW BUILD UP IN FRONT OF THE TUNDRA TIRES SUDDENLY CAUSED THE PLANE TO STOP PREMATURELY AND FLIP OVER ON ITS BACK. 20000218001429I (-23) PILOT WAS PRACTICING NIGHT LANDINGS. LOADED LONG AND ABORTED LANDING MISHANDLED FLIGHT CONTROLS DURING GO AROUND. AIRCRAFT DRIFTED OFF RUNWAY TO THE LEFT PILOT DECIDED TO ABORT GO AROUND AND LANDED OFF AIRPORT. 20000218001479I (-23) PILOT WAS HOLDING RIGHT AILERON ON T.O. DUE TO CROSSWIND. AS AIRSPEED INCREASED HE TRIED TO DECREASE AILERON DEFLECTION BUT FELT RESISTANCE GOING BACK TO THE LEFT. TAKEOFF WAS ABORTED. AIRCRAFT RETURNED TO THE GATE. PASCO MAINT FOUND THE PROBLEM TO BE ON THE LEFT SPOILER QUADRANT. A BRACKET WHICH SUPPORTS A MICROSWITCH WAS FOUND TO BE MAKING CONTACT WITH AN ACCESS PANEL. THE BRACKET WAS INSTALLED UPSIDE DOWN AT SOME POINT IN TIME. AS THE BRACKET MOVES WITH THE SPOILER QUADRANT, RESISTANCE WAS NOTICED BY THE PILOT WHEN THE BRACKET TOUCHED THE ACCESS PANEL. PASCO MAINT REPOSITIONED THE BRACKET TO PRECLUDE CONTACT AND THE AIRCRAFT WAS RELEASED FOR SERVICE. 20000218002919I ON FEBRUARY 18, 2000, AT 0535E, A DC-8-73F, S/N 46100, REGISTERED AS N802UP AND OPERATED AS UPS (IPXA) FLIGHT #172, WAS ENROUTE FROM "SDF" TO "MDT" WHEN THE CREW NOTED SMOKE IN THE COCKPIT. THE AIRCRAFT DIVERTED TO "PIT" AND LANDED ON RUNWAY 10L AND THE CREW EVACUATED THE SIRCRAFT ON THE RUNWAY USING THE SLIDE. THE CREW OF FOUR HAD NO INJURIES AND THE AIRCRAFT WAS TOWED TO THE RAMP. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND THAT THE PILOTS "EADI" HAD FAILED. THE "EADI" WAS REPLACED. ALSO, ALL ENGNES BOTTLES. ALL OPERATIONS CHECKS C/W AND AIRCRAFT WAS RETURNED TO SERVICE. INCIDENT CLOSED. 20000218002999I AIR CARRIER INBOUND TO MCI FROM DENVER REPORTED LIGHTING STRIKE, 20 MILES NE OF MCI. AIR TRAFFIC CONTROL DECLARED AN EMERGENCY. AIRCRAFT LANDED AT MCI WITHOUT FURTHER INCIDENT. VANGUARD MECHANICS ACCOMPLISHED LIGHTING STIKE INSPECTION I.A.W 53-30-3. FOUND VERY MINOR BURNS FROM STATION 178-227. PLACED ON C/I #P23535 AND RETURNED AIRCRAFT TO SERVICE. THIS INCIDENT #CE2000ISC024 IS CONSIDERED CLOSED WITH THIS REPORT. 20000218003359I ILS APPROACH TO RUNWAY 23 UPON LANDING HIT A DEER (DOE) AND CAUSED DAMAGE TO AIRCRAFT AIR STAIR DOOR AND DEFORMATION OF THE LOWER FUSELAGE AIRCRAFT PERSONNEL OBTAINED PERRY PERMIT AIRCRAFT FLOWN TO TOL FOR REPAIRS AT CESSNA REPAIR FACILITY. 20000218003819I GEAR UP LANDING. PILOT STATED HE WAS DISTRACTED BY OTHER TRAFFIC CAUSING HIM TO CHANGE HIS NORMAL ROUTINE IN THE TRAFFIC PATTERN. RE-EXAMINATION RECOMMENDED. 20000218004009I WHILE OPERATING ON A FLIGHT TO CONTROL PREDITARY ANIMALS FOR LOCAL RANCHERS, THE PILOT FAILED TO SEE POWER LINES STRETCHED ACROSS A CANYON. THE HELICOPTER STRUCK THE WIRES. THE HELICOPTER RECEIVED DAMAGE TO THE BUBBLE WINDSHIELD AND SOME SMALL NICKS IN THE ROTOR BLADES WERE FOUND. THE WIRES WERE SEVERED. THE HEILCOPTER CONTINUED TO FLY TO A POINT WHERE A SAFE LANDING COULD BE AMDE. THERE WERE NO INJURIES TO ANY OF THE OCCUPANTS OF THE HELICAPTER. INSPECTION OF THE HELICOPTER BLADES BY AN AVIANTION MAINTENANCE TECHNITION CERTIFIED THE BLADES TO REQUIRE ONLY MINOR MAINTENANCE. 20000218008629A (-23) ON 2/18/00, 0748 PST, SEVEN MILES SOUTH OF ELKO, NEVADA, N4011Y, AN AYRES TURBO-THRUSH (S2R-600) AGRICULTURE AIRPLANE LOST ENGINE POWER AND CRASH LANDED ON A BRUSH COVERED HILLSIDE. THE AIRPLANE REMAINED UPRIGHT, BUT SUSTAINED SUBSTANTIAL DAMAGES. THE PILOT (SOLE OCCUPANT) WAS UNHURT. THE AIRPLANE WAS REPOSITIONING AND THE HOPPER WAS EMPTY. THERE WERE NO FIRES. THE PILOT AND AN EYE WITNESS STATED THAT THE ENGINE MADE A LOUD BANK, BLACK SMOKE POURED OUT OF THE EXHAUST STACK, AND IT LOST ALL POWER. THIS AIRPLANE AND THE AIRPLANE FLOWN BY THE EYE WITNESS WERE HEADED TO A WORK SITE TO SEED FOR THE BLM. THE GARRETT TPE-331 ENGINE WILL BE TOWN DOWN AND INSPECTED BY THE FAA AND NTSB. 20000218010219A (-23) HELICOPTER DEPARTED FISHING VESSEL AT APPROX 1108 HRS LCL, 200 MILES SOUTH EAST OF POHNEI. AT APPROX 100-150 FT, THE HELICOPTER EXPERIENCED AN UNCOMMANDED RIGHT TURN, FOLLOWED BY AN UNCONTROLLABLE RIGHT SPIN UNTIL THE HELICOPTER IMPACTED THE WATER. UPON IMPACTED, RIGHT FLOAT LEGS SEPARATED, HELICOPTER ROLLED ON ITS RIGHT SIDE AND SANK. BOTH CREW MEMBERS WERE RESCUED BY SHIPS CREW WITH NO INJURIES. NO UNUSUAL NOISES WERE OBSERVED PRIOR TO CRASH. 20000218041429A (.19) ON FEBRUARY 18, 2000, ABOUT 1810 EASTERN STANDARD TIME, A CESSNA 310R, N87341, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE SANDUSKY AIRPORT, SANDUSKY, OHIO. THE CERTIFICATED AIRLINE TRANSPORT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED FOR THE POSITIONING FLIGHT THAT DEPARTED PONTIAC, MICHIGAN. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED, AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A NTSB FORM 6120.1/2 FILED BY THE OPERATOR, THE PILOT EXECUTED AN IFR APPROACH AT SANDUSKY. THE PILOT DID NOT CHECK LOCAL WINDS, BUT WAS ADVISED BY SNOW REMOVAL PERSONNEL THAT RUNWAY 27 WAS BEING PLOWED. WITH A TAIL WIND, THE AIRPLANE TOUCHED DOWN ON THE SNOW COVERED 3,559 FOOT RUNWAY. ACCORDING TO AN OHIO STATE POLICE OFFICER, THE WINDS WERE OUT OF THE NORTHEAST AT 20 KNOTS. IN ADDITION, THE OPERATOR'S CHIEF PILOT STATED TO THE OFFICER THAT THE RUNWAY WAS PLOWED BUT HAD NOT BEEN TREATED WITH EITHER SALT OR SAND. ACCORDING TO THE PILOT, HE EXECUTED AN IFR APPROACH. ONCE IN VMC, HE HAD "GOOD VISIBLITY," BUT THE AIRPLANE WAS TOO HIGH TO COMPLETE THE APPROACH SO HE CIRCLED TO THE SOUTH TO LOSE ALTITUDE. THE AIRPLANE TOUCHED DOWN ON THE RUNWAY APPROXIMATELY 500 FEET FROM THE APPROACH END. UNABLE TO STOP, IT DEPARTED THE FAR END OF THE RUNWAY, AND IMPACTED A SNOW BANK. THE PILOT ADDED THAT THE RUNWAY HAD BEEN RECENTLY PLOWED, BUT AN INCREASE IN WIND HAD BLOWN SOME OF THE SNOW BACK, WHICH THEN MELTED. WHILE AIRBORNE, THE PILOT ESTIMATED THAT 85 PERCENT OF THE RUNWAY WAS COVERED WITH ICE, BUT THOUGHT HE COULD STOP THE AIRPLANE BEFORE REACHING THE END. IN ADDITION, THE PILOT HAD NEVER LANDED AT SANDUSKY BEFORE. (-23) ON FEBRUARY 18, 2000, AT 1810 A CESSNA 310, N87341, FAILED TO COME TO A STOP ON RUNWAY 27 AT SANDUSKY GRIFFING AIRPORT AFTER EXECUTING THE VOR APPROACH TO RUNWAY 27. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE AIRLINE TRANSPORT PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED AT PONTIAC, MI AND WAS OPERATED UNDER CFR 14, PART 91 AND WAS SCHEDULED TO PICK UP AUTOMOBILE PARTS AT SANDUSKY. VMC WEATHER CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN WAS FILED. THIS INCIDENT REPORT IS CONSIDERED CLOSED WITH SUBMISSION OF THIS REPORT. 20000219002109I (-23) LEFT LANDING GEAR COLLAPSED AFTER INITIAL TOUCH-DOWN. NO INJURIES, PILOT SOLE PERSON ON BOARD. 20000219002939I PILOT WAS BACK TAXIING RUNWAY 4 AT AVP FOR FULL LENGHT DPEATURE. PILOT STARTED A RIGHT ON RUNWAY FOR RUNWAY ALIGNMENT WHEN THE AIRCRAFT STARTED TO SLIDE. PILOT WAS UNALBE TO CONTROL THE AIRCRAFT IN THE SLIDE, AND AIRCRAFT SLIDE OFF RUNWAY. THE NOSE WHEEL BECAME STUCK IN THE SNOW ON THE SIDE OF RUNWAY. THE RUNWAY CONDITIONS WERE WORSE THAN THE NOTAM DEPICTED. AIRCRAFT WAS NOT DEMAGED BUT THE AIRPORT WAS CLOSED UNTIL AIRCRAFT WAS REMOVED FROM RUNWAY. 20000219002979I MR. CHARLES HOWARD TARSKI, A PRIVATE PILOT, WAS ACTING AS PILOT IN COMMAND OF A CESSNA 210B, N9664X, ON 2-19-2000, DEPARTING WILLOWS-GLENNCO (WLW), WILLOWS, CA, TO VISALIA MUNI, VISALIA, CA, WHEN HE LANDED GEAR UP ON RUNWAY 30 AT THE VISALIA MUNI AIRPORT, VISALIA, CALIFORNAI. THE AIRCRAFT SETTLED ONTO THE RUNWAY STRICKING THE PROPELLER, DAMAGING TI ANC CAUSING SUDDEN STOPPAGE, DAMAGING THE ENGINE EXHAUST STACKS AND DOING SOME BELLEY SKIN DAMAGE. THE AIRCRAFT REMAUNED UP RIGHT. THERE WAS NO STRUCTURAL DAMAGE TO THE AIRCRAFT, THUS CLASSIFYING THIS AS AN INCIDENT. THE GEAR UP LANDING WAS A RESULT OF MR. TARSKI'S FAILURE TO PERFORM THE APPROPRIATE PRELANDING CHECK LIST PER HIS OWN ADDMISSION. 20000219003579I AIRCRAFT DEPARTED THE OCEANSIDE (OKB), CA. AIRPORT IN VFR CONDITIONS. ON CLIMBOUT, THE PILOT EXPERIENCED SEVERE ENGINE ROUGHNESS, AND ELECTED TO MAKE A PRECAUTIONARY LANDING ON THE BEACH ADJACENT TO THE OCEANSIDE (OCN) VORTAC. THERE WAS NO DAMAGE AND NO INJURIES TO THE SOLE OCCUPANT OF THE AIRCRAFT. THE AIRCRAFT HAD LANDED ON THE MARINE CORPS BASE AT CAMP PENDLETON, CA. THE AIRCRAFT WAS MOVED BY TRUCK BACK TO THE OCEANSIDE (OKB) AIRPORT, WHERE IT WAS FOUND TO HAVE SUFFERED AN ENGINE CYLINDER VALVE FAILURE. 20000219003639I DURING A NORMAL ROLL-OUT AFTER LANDING, ON HAF RUNWAT 12, THE RIGHT MAIN GERA COLLAPSED. THE TWO RIGHT PYLON TUBES FAILED BELOW THE WELD, CAUSING THE AIRCRAFT TO DRAG THE RIGHT WING AND VEER RIGHT. ONE LEFT TUBE ALSO FAILED, HOWEVER THERE WAS NO PROP STRIKE, AND AIRCRAFT DAMAGE REMAINED MINOR. SUBSEQUENT INSPECTION OF THE FAILED PYLONS REVEALED THAT THE BLUEPRINT REQUIRED A 7/8"X0.49" TUBE, BUT A 7/8"X0.35" TUBE HAD BEEN INSTALLED AT THE TIME OF MANUFACTURE, AND SOLD TO THE AIRCRAFT BUILDER AS AN ASSEMBLY. A PREVIOUS LANDING GEAR FAILURE INCIDENT HAD WEAKENED THE STRUCTURAL INTEGRITY OF THIS AERA, AND PRECIPITATED PREMAUTRE FAILURE OF THE FRAME STRUCTURE. THE FAILED PYLON TUBE EVIDENCED A PRIOR STRIKE MARK, IN ADDITION TO THE STRIKE MARK GENERATED DURING THIS INCIDENT. ALTHOUGH THE PREVIOUS GEAR FAILURE HAD BEEN REPAIRED, IT HAD BEEN RE-INFORCED BEYOND THE MANUFACTUER'S DRAWINGS, EVENTUALLY TRANSFERRING THE LOAD TO AN ALREADY WEAKENED AREA, NOW EVIDENCED AS ALSO BEING INFERIOR FROM THE TIME OF PRODUCTION. A SAFETY RECOMMENDATION WILL BE PURSUED SEPARATELY. 20000219003839I WHILE ATTEMPTING TO LAND ON RUNWAY 27 AT MEMPHIS AIRPORT CESSNA T210A N6520 AIRCRAFT'S PROP, AND BELLY STRUCK THE RUNWAY THE PILOT REALIZED THAT HE DID NOT PUT HIS LANDING GEAR DOWN. THE PILOT APPLIED POWER AND DID A GO AROUND AND ON THE SECOND ATTEMPT THE PIOT PUT THE LANDING GEAR DOWN AND MADE A NORMAL LANDING. ON THE POST FLIGHT OF THE AIRCRAFT THE ILOT REALIZED THAT HE HAD HIT THE RUNWAY. 20000219004059I ON LNADING ALL 3GEARS TOUCHED DOWN LEFT OF THE RUNWAY CENTERLINE. LIGHT SKID MARKS INDICATE SOME SERPENTINE MOVEMENT THEN CONTINUED TO VEER LEFT, APPROXIMATELY 600 FEET FROM INITIAL TOUCHDOWN. THE AIRCRAFT MADE A SHARP RIGHT TURN AND EXITED THE RUNWAY. THE NOSEGEAR COLLAPSED AND THE AIRCRAFT CAME TO REST ABOUT 25 FEET RIGHT OF RUNWAY 35. THE SKID MARKS INDICATE IT WAS SLIDING SIDEWAYS DURING THE RIGHT TURN. 20000219004319I (-5) WHILE IN CRUISE FLIGHT AT 9,000 MSL, PILOT REQUESTED A HIGHER ALTITUDE TO AVOID CLOUD TOPS. ATC WAS UNABLE TO ISSUE AN IMMEDIATE CLIMB. AIRCRAFT PENETRATED CLOUD TOPS AND ENCOUNTERED MODERATE TO SEVERE TURBULENCE CAUSINGTHREE PASSENGERS TO BE TOSSED OUT OF THEIR SEATS. THE THREE PASSENGERS SUSTAINED MINOR INJURIES AND WERE TAKEN TO THE HOSPITAL FOR TREATMENT. ONE PASSENGER WAS KEPT OVERNIGHT FOR OBSERVATION AND RELEASED AFTER 24 HOURS. 20000219008909A (-23) ON ROTATION #1 AND #2 ENGINE COWLINGS SEPARATED FROM ENGINES, DAMAGING LEFT WING AND LEFT HORIZONTAL STABILIZER. DURING MAINTENANCE ON #1 AND #2 ENGINE THRUST REVERSES. MAINTENANCE CLOSED BUT DID NOT LATCH COWLINGS. DURING WALK-AROUND ON PREFLIGHT THE FLIGHT ENGINEER DID NOT NOTE THE LATCHES BEING NON-SECURED. 20000219010749A (-23) ON FEB. 19, 2000, AT 1530 HOURS, A CESSNA 140, N76190, OWNED AND OPERATED BY^PRIVACY DATA OMIT^STRUCK TERRAIN DURING AN ABORTED TAKE OFF. VFR FLIGHT CONDITIONS PREVAILED. THE A/C SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT SUSTAINED MINOR INJURIES. THE PILOT,^PRIVACY DATA OMITTED^ THE FLIGHT ORIGINATED AT THE OWNER'S PRIVATE FIELD IN WEIR, TX. (.4)THE PILOT ATTEMPTED TO TAKEOFF FROM HIS PRIVATE 1,600-FOOT GRASS AIRSTRIP (RUNWAY 18) WITH A 'STRONG' TAILWIND. THE PILOT STATED THAT THE WINDS WERE FROM 360 DEGREES AT 10 KNOTS, GUSTING TO 15 KNOTS, AND WERE STRONGER THAN HE ANTICIPATED. HE ABORTED THE TAKEOFF PRIOR TO THE AIRPLANE BECOMING AIRBORNE AT APPROXIMATELY THE MIDPOINT OF THE RUNWAY. DURING THE ABORTED TAKEOFF, THE PILOT INITIATED A RIGHT TURN TO AVOID A FENCE AT THE DEPARTURE END OF THE RUNWAY. THE AIRPLANE SKIDDED LEFT, THE LEFT MAIN GEAR COLLAPSED, AND THE AIRPLANE DEPARTED THE RIGHT SIDE OF THE RUNWAY COMING TO REST UPRIGHT IN A GRASS FIELD. 20000219012219A (-23) THE A/C WAS ON SHOCK FINAL FOR THE FAST RUNWAY AT MIAMI GLIDER PORT. THE APPROACH WAS TOO LOW TO CLEAR POWER LINES WHICH ARE LOCATED APPROX. 150 FEET FROM THE APPROACH END OF THE EAST RUNWAY. THE PILOT MADE A STEEP LEFT TURN TO AVOID HITTING THE POWER LINES WHICH RESULTED WITH THE LEFT WING IN CONTACT WITH THE GROUND. THE A/C CAME TO STOP APPROX. 10 FEET ON WEST SIDE OF THE POWER LINES POINTING IN A WESTERLY DIRECTION. (.4)ON FEBRUARY 19, 2000, ABOUT 1300 EASTERN STANDARD TIME, A SCHWEIZER SGS2-33A GLIDER, N65819, OWNED BY A PRIVATE INDIVIDUAL IMPACTED WITH THE GROUND DURING AN APPROACH NEAR MIAMI, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 INSTRUCTIONAL FLIGHT. THE GLIDER WAS SUBSTANTIALLY DAMAGED. THE AIRLINE TRANSPORT-RATED PILOT REPORTED NO INJURIES. THE FLIGHT HAD ORIGINATED FROM A PRIVATE GLIDER FIELD ABOUT 15 MINUTES EARLIER. THE GLIDER WAS ON APPROACH TO RUNWAY 09, AND ACCORDING TO THE FAA DID NOT HAVE SUFFICIENT ALTITUDE TO CLEAR POWER LINES ABOUT 150 FEET FROM THE RUNWAY. THE PILOT TURNED THE GLIDER TO THE LEFT TO AVOID CONTACTING THE POWER LINES. THE LEFT WING TIP CONTACT ED THE GROUND. THE GLIDER CAME TO REST HEADING IN THE OPPOSITE DIRECTION, ABOUT 10 FEET FROM THE APPROACH END OF THE RUNWAY. THE PILOT NEVER RETURNED THE NTSB FORM 6120.1/2, AND HIS ACCOUNT OF THE EVENTS ARE NOT KNOWN. 20000219022449I (-23)DURING LANDING, THE AIRCRAFT TOUCHED DOWN AT THE BEGINNING TO THE RUNWAY ON THE MAIN LANDING GEAR. AFTER THE MAIN GEAR TOUCHED DOWN THE AIRCRAFT VEERED TO THE RIGHT TOWARDS THE WATER. THE PILOT APPLIED POWER AND ATTEMPTED A GO-AROUND. THE ARICRAFT BECAME AIRBORNE, HOWEVER, THE PILOT STATED IT COULD NOT BE SUSTAINED. THE PILOT RE-ALIGNED THE AIRCRAFT WITH THE RUNWAY, REDUCED POWER AND LANDED HARD TO STAY ON THE RUNWAY. 20000219022789I (-23)ON FEBRUARY 19, 2000, AT 1200 EST, A CESSNA 150L, REGISTERED TO WARREN COUNTY AIRPORT INC., MADE A FORCE LANDING IN A FIELD AFTER TAKE-OFF FROM WARREN CO. AIRPORT, OHIO (I68) DUE TO LOST ENGINE POWER, WHILE ON A LOCAL TRAINING FLIGHT. VFR CONDITIONS PREVAILED AT THE TIME. THE AIRCRAFT RECEIVED MINOR DAMAGE. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT WERE NOT INJURED. THE FLIGHT ORIGINATED AT WARREN CO., OHIO ON 2/19/2000 AT 1100 EST. 20000219033999A (.4)THE PILOT REPORTED THAT HE MISCALCULATED HIS FUEL CONSUMPTION AND RAN OUT OF FUEL PRIOR TO REACHING THE DESTINATION AIRPORT. THE PILOT REPORTED NO MECHANICAL MALFUNCTIONS OR COMPONENT FAILURES WITH THE AIRPLANE. (-23)PILOT USED 6 GALLONS PER HOUR FUEL BURN FOR PLANNING PURPOSES AND FAILED TO MONITOR FUEL GAUGES OR TANKS FOR FUEL REMAINING. AIRCRAFT CRASHED DUE TO FUEL DEPLETION APPROXIMATELY 200 YARDS SHORT OF LANDING IN LEESBURG FLORIDA. FAA INSPECTORS FOUND NO USABLE FUEL IN FUEL TANKS. PILOT WAS COUNSELED AND RECHECKED FOR FUEL PLANNING USING 6 TO 8 GALLONS PER HOUR. USING 8 GALLONS PER HOUR PLANNING SHEET SHOWED FUEL DEPLETION JUST PRIOR TO LANDING. PILOT IS CANADIAN AND HAS NO ENFORCEMENT HISTORY. RECHECK OF FUEL PLANNING WAS SATISFACTORY AND NO FURTHER ACTION IS PLANNED. 20000220001269I (-23) DURING LANDING ON RUNWAY 6 AT MERRILL FIELD (MRI) THE PILOT APPLYING THE BRAKES, SUDDENLY THE AIRCRAFT BEGAN TO SKID (ABOUT 50 FEET) THEN THE AIRCRAFT NOSED OVER CAUSING MINOR DAMAGE TO THE PROP AND SPINNER. COUNSELED AIRMAN TO BE AWARE OF ICE ON RUNWAYS DURING WINTER OPERATIONS AND REVIEW LANDING ON SNOW AND ICE PACKED RUNWAYS. 20000220001549I (-23) ON SUNDAY FEB 20, 2000, AT APPROX 1800 PST, N602TA BEECH 200 LANDED AT LAS (LAS VEGAS MCCARRAN, NV) AND WAS TAXIING ON THE RAMP AT EAGLE/EXECUTIVE TERMINAL. PIC ALEXANDER JOACHIN YANKAH WAS FOLLOWING THE FOLLOW-ME TRUCK. THE TRUCK WENT AHEAD OF THE BEECH IN ORDER TO PARK. THEN THE MARSHALLER APPEARED WITH WANDS, BUT BY THAT TIME, THE BEEH HAD STRUCK THE PROP OF A PARKED PILATUS PC-12 WITH IT'S RIGHT WINGTIP. 20000220002949I AFTER MISSING THE VOR APPROACH AT THE TORRANCE AIRPORT (KTOA) DUE TO BELOW-MINIMUM CEILING, THE PILOT OF CE-421, N8301G EXECUTED AN ILS APPROACH TO RUNWAY 29R AT KTAO. AT THIS TIME, THE WEATHER AT KTOA WAS REPORTED TO BE 400 BROKEN, 1500 OVERCAST, 1 MILE VISIBILITY, RAIN, WIND 110 DEGRESS AT 15 KNOTS, GUSTS TO 20 KNOTS. THE AIR TRAFFIC CONTROLLER ISSUED AT LEAST THREE WIND READINGS TO THE PILOT WHILE ON FINAL APPROACH. THE PILOT LANDED DOWNWIND WITH APPROXIMATELY 4000 FEET OF RUNWAY REMAINING. THE PILOT STATED THAT THERE WAS A CONSIDERABLE AMOUNT OF WATER ON THE RUNWAY, BUT FELT THAT HE COULD STOP THE AIRPLANE WITHIN THE REMAINING DISTANCE. BRACKING ACTION WAS NOT COMPLETELY EFFECTIVE AND THE AIRPLANE RAN OFF THE RUNWAY INTO A MUDDY FIELD, CAUSING MINOR DAMAGE TO THE NOSE WHEEL, FRONT OF THE AIRPLANEAND THE PROPELLERS. 20000220003339I LOST PRESSURIZATION AT FL 160' NORTH OF JAX. A/C MADE A RAPID DESCENT TO BELOW FL 100' AND REPORTED A PASSENGER WAS SUFFERING FROM CONVULSIONS. LANDED AT JAX WITHOUT FURTHER INCIDENT. PAX WAS TAKEN TO THE HOSPITAL AND RELEASED A SHORT TIME LATER WITH NO FUTHER PROBLEMS. AIRCRAFT INSPECTION REVEALED THAT A CLAMP CAME LOOSE ON THE AIR CONDITIONING PRESSURIZATION PLENUM DUCT. NO FURTHER MALFUCTIONS WERE DISCOVERED. THE CLAMP WAS REPLACED AND THE A/C WAS RETURNED TO SERVICE. 20000220003629I PILOT AND 4 PASSENGERS DEPARTED MERRILL FIELD FOR AN AIR TOUR OF THE LOCAL AREA, WITH A PLANNED LANDING ON LAKE GEARGE, 30 MILES EAST OF ANCHORAGE. PILOT HAS MADE STOPS AT LAKE GEORGE WITH PASSENGERS IN THE PAST WITH NO PROBLEMS. THE DAY WAS EXCEPTIONALLY WARM FOR THE TIME OF YEAR. PILOT MADE LANDING ON THE SOUTHEAST END OF LAKE, BUT FOUND THE ICE QUITE ROUGH, ADDED POWER AND FLEW A LITTLE FUTHER UP THE LAKE TO WHAT APPEARED TO BE SMOOTHER ICE. AFTER LANDING, AS THE AIRCRAFT WAS SLOWING, PILOT SAW HE WAS GETTING OVERFLOW, ADDED POWER, BUT THE AIRCRAFTWOULDN'T ACCELERATE TO TAKEOFF SPEED. PILOT PULLED OFF POWER AND STOPPED TO TURN THE AIRCRAFT AROUND AND TAXI BACK. BEFORE THE PILOT COULD GET THE AIRCRAFT TURNED AROUND IT SLID SIDEWAYS INTO A DEEP DEPRESSION (2 FT.). PILOT KNEW HE COULD GET THE AIRCRAFT OUT, BUT HIS FIRST CONCERN WAS GETTING THE PASSENGERS TAKEN CARE OF AND CALLED FOR ASSISTANCE. THEY WERE PICKED UP BY A ARMY HELICOPTER AND RETURNED TO ANCHORAGE. THE PILOT WENT BACK TO LAKE GEORGE THE FOLLOWING MORNING FLEW THE AIRCRAFT BACK TO MERRILL FIELD. 20000220005299A (-23) INTERVIEW WITH THE PILOT YIELDED STATMENT TO THE EFFECT THAT HE ^PRIVACY D^ HAD LOST HIS ORIENTATION IN REFERENCE TO A THREE STRAND BARDED WIRE CATTLE FENCE AS HE WAS HOVERING ABOUT 5 FEET ABOVE A FRIEND'S PROPERTY. ACCORDING TO^PRIVACY DAT^EXPLAINATION, AS HE CONDUCTED THE HOVER, A BULL CAME INTO VIEW WITHIN YARDS OF HIS POSITION. AS HE TURNED THE AIRCRAFT TO ORIENT TOWARD THE BULL IN ORDER TO GET A BETTER VIEW OF THE ANIMAL. HE INADVERTANTLY HOOKED ONE OF THE LANDING SKIDS INTO THE BARDED WIRE FENCE. THE AIRCRAFT DROPPED ABRUPTLY AND RESTED UPON ITS PORT SIDE. NO FIRE,FLUID LEAKS, SCORCH MARKS OR OTHER SUCH EVIDENCE OF FLAME WAS OBSERVED AT THE CRASH SITE. THE PILOT ESCAPED WITHOUT INJURY. NO PROPERTY DAMAGE OR INJURY TO ANYONE ON THE GROUND WAS OBSERVED OR REPORTED. (.4)THE PILOT HAD APPROACHED THE FIELD FROM THE WEST, AND CAME TO A STOP ABOUT HALFWAY INTO THE FIELD, ABOUT 6 TO 8 FEET ABOVE THE GROUND, TURNED 90 DEGREES TO THE NORTH, STOPPED, AND STARTED A TURN TO THE WEST. THE HELICOPTER HESITATED TO TURN, STARTED TO TURN EAST, DRIFTED NORTH, HOOKED A BARRED WIRE FENCE WITH THE RIGHT SIDE SKID, AND LOST CONTROL. 20000220006809A (-23) PILOT WAS LOW ALTITUDE AT 200 FEET. DURING TUNR TO DOWNWIND FLIGHT AIR SPPED GOT VERY LOW WITH POSSIBLE STALL. PILOT RECOVERED AT GROUND LEVEL. WHEELS DUG INTO SNOW AND AIRCRAFT FLIPPED FOWARD. PILOT THOUGHT HE COULD HAVE PULLED OFF LANDING WITHOUT DMAMAGE HAD THERE NOT BEEN EIGHT INCHES OF SNOW. 20000220012049A (-23) PILOT LANDED ON LAKE VERMILLION TO WATCH SNOWMOBILES. PILOT IN PROCESS OF SHUTTING DOWN ENGINE WHEN HIS 16 YEAR OLD DAUGHTER (KRISTEN) EXITED LEFT SIDE OF A/C AND WALKED INTO PROPELLER. 20000220020259I (-23)ON RETURN FLIGTH FROM DAYTON BEACH, FL, CALLED TORRO BEACH ATC INDICATING THAT HE WAS UNABLE TO GET THE GEAR EXTENDED. EVERY PROCEDURE FAILED AND PILOT ELECTED TO LAND GEAR UP. ONLY MINOR DAMAGE, NO INJURY. INVESTIGATION TO FOLLOW. AIRERON CABLE RUBBED HOLE IN GEAR HYDRALIC LINE. 20000220023479A (.4)ACCORDING TO THE PILOT, IMMEDIATELY AFTER TOUCHDOWN OF THE NOSE LANDING GEAR, THE AIRPLANE VEERED HARD LEFT. HE SAID HE ATTEMPTED TO CORRECT DIRECTIONAL CONTROL BY APPLYING RIGHT RUDDER BUT THE AIRPLANE ROLLED OFF THE RUNWAY SURFACE AND COLLIDED WITH A DITCH. ACCORDING TO THE FAA INSPECTOR AT THE SCENE, AN EXAMINATION OF THE AIRFRAME FAILED TO DISCLOSE ANY MECHANICAL MALFUNCTIONS OR COMPONENT FAILURES. (-23)(PILOT'S STATEMENT)TOUCHED DOWN FOR LANDING ON RUNWAY 2R. SPEED 60 KNOTS ON CENTERLINE AT APPROACH END OF RUNWAY. IMMEDIATELY AFTER TOUCHDOWN OF NOSE GEAR AIRCRAFT VEERED HARD LEFT. TRIED TO CORRECT USING RIGHT RUDDER BUT AIRCRAFT CONTINUED LEFT INTO GRASS OFF LEFT HAND SIDE OF RUNWAY, WAS ABLE TO SLOW AIRCRAFT BUT NOT BEFORE ENTERING DRAFINAGE CANAL WHICH PARALLED LENGTH OF RUNWAY. 20000220037099A (-23) PILOT DEPARTED AKRON-CANTON OHIO WITH SLUSH ON RUNWAY. UPON ALNDING RWY 27 AT HARRY BROWN AIRPORT (3SG) IN SAGINAW, MI. WITH ICE AND SNOW ON RUNWAY, PILOT NOTICED BRAKES DID NOT FEEL RIGHT AND A/C RAN OFF LEFT SIDE OF RUNWAY AND IMPACTED SNOW BANK ALONG RUNWAY. DAMAGE TO PROP, NOWE WHEEL AND FIREWALL. 20000221001609I (-23) FEBRUARY 22, 2000, RECEIVED PRELIMINARY INCIDENT REPORT FROM COMM CENTER DATED FEBRUARY 21, 2000, FROM ROANOKE, VIRGINIA, 0907E LOCAL TIME. REPORT STATED A/C LANDED ON RUNWAY 33 AFTER REPORTING A PROBLEM WITH THE ENGINE. ARFF RESPONDED AND THE A/C TAXIED TO THE RAMP. PILOT CONTACTED PIEDMONT AVIATION SERVICES TO EVALUATE DISCREPANCY WITH ENGINE. PIEDMONT MAINT HAD FOUND THE THROTTLE CONTROL DISCONNECTED FROM THE FUEL INJECTOR SERVO. THE THROTTLE CONTROL WAS FOUND UNDAMAGED, WITH THE ROD END STILL ATTACHED. PIEDMONT REPORTED THE THROTTLE CONTROL ATTACH BOLT WAS STILL LOCATED IN THE HOLE OF THE SERVO ATTACH ARM. THE NUT AND COTTER PIN WAS NOT LOCATED IN THE ENGINE COMPARTMENT. MOORSTEIN DEPARTED ROANOKE AFTER PIEDMONT RECONNECTED THE THROTTLE CONTROL TO THE FUEL SERVO. PIC GAVE THE FOLLOWING ACCOUNT:AFTER DEPARTING BCB AT 0845, CLIMBED TO AN ALTITUDE OF 9500 FEET, BEGAN TO NOTICE MAP DROP FROM 22" TO 17" (AT 0905) AND CONTINUED TO DROP TO 12". PILOT WAS CONCERNED THAT THE AUX FUEL PUMP WAS CAUSING THE LOSS OF POWER. HE STATED TO INSPECTORS THAT THE PUMP HAD BEEN LEAKING FUEL AND MAKING (IN HIS OPINION) ABNORMAL NOISE THE LAST FEW LEGS OF HIS TRIP. PIC REPORTED TO ROANOKE APPROACH CONTROL HE WAS 10 MILES NORTH OF ROANOKE AT 9500 FEET AND HAD LOST HIS ENGINE. AN APPROACH INITIALLY ASSIGNED HIM RUNWAY 33, THEN GAVE PIC CHOICE OF ANY RUNWAY. DUE TO ALTITUDE, PIC ELECTED TO LAND ON RUNWAY 33. AIRCRAFT LANDED WITH NO DAMAGE. 20000221002269I (-23) DURING CLIMB OUT FROM LUBBOCK AIRPORT, THE PILOT FOUND THAT THE COLLECTIVE TRAVEL WAS LIMITED TO ABOUT 85% OR LESS. THE PILOT DECLARED AN EMERGENCY AND RETURNED TO LUBBOCK, LANDING WITH NO DAMAGES. INSPECTION OF THE COLLECTIVE LINKAGES SHOWED THAT THE THREADED END OF A BOLT WAS LIMITING THE LINKAGE MOVEMENT IN THE COLLECTIVE. THE BOLT WAS INSTALLED BACKWARDS. THE PILOT HAD NOT NEEDED TO PULL MORE THAN 85% WHEN OPERATING AT LOWER ELEVATION AIRPORTS, BUT THE DENSITY ALTITUDE OF LUBBOCK (OVER 3800 FEET) REQUIRED MORE COLLECTIVE PITCH THAN THE LINKAGE JAM WOULD ALLOW. DURING MODIFICATION AND OVERHAUL OF THE HELICOPTER, THE COLLECTIVE WAS DISASSEMBLED TO REPLACE WORN COMPONENTS. DURING THE REASSEMBLY ONE OF THE BOLTS WAS PLACED IN THE WRONG DIRECTION CAUSING THE THREADED END OF THE BOLT TO LIMIT THE COLLECTIVE TRAVEL. THE MAINTENANCE DIAGRAMS ARE COMPLEX, BUT DO SHOW THE CORRECT DIRECTION FOR THE BOLT TO BE INSTALLED. THE BELL HELICOPTER SAFETY OFFICE WAS ADVISED AND THEY WILL EMPHASIZE IN THE MAINTENANCE MANUAL THE CORRECT PROCEDURE FOR REINSTALLATION. 20000221002349I (-23) THE RIGHT MAIN LANDING FOLDED BACK AT TOUCH DOWN WHEN LANDING. A MALFUNCTION OR DEFECT REPORT WILL BE SUBMITTED WHEN MAINTENANCE IS PERFORMED ON THE LANDING GEAR. 20000221002839I IFR ENROUTE TO MVY, PILOT REPORTED UNSAFE RIGHT MAIN LANGING GEAR INDICATION AT 1420 EST. PERFORMED FLY-BY AND ASKED FOR DETERMINATION OF GEAR EXTENSION. PILOT LANDED ON RUNWAY 33 AT 1425 EST, AND RIGHT MAIN GEAR COLLAPSED DURING ROLLOUT. NO INJURIES TO PILOT OR PASSENGER. INSPECTION ON LANDING GEAT EMERGENCY BLOWNDOWN BOTTLE FOLLOWING THE INCIDENT REVEALED THAT THE SYSTEM WAS STILL CHARGED. RECOMMEND 44709 CHECK RIDE. 20000221003039I ON FEBUARY 21, 2000, PILOT DEAN EDWARD TELFORD IN N1924Q DEPARTED CHEROKEE, IA, AT APPROXIMATELY 1315 HRS. LOCAL ON SIGHT-SEEING TRIP BACK TO HUMBOLDT, IA. N1924Q IMPACTED THE RUNWAY AT APPROXMATELY 1400 HRS. LOCAL. N1934Q WAS REMOVED FROM THE RUNWAY BY WATKINS AVIATION, ALGONA, IA. AFTER RAISING THE AIRCRAFT, THE LANDING GEAR WAS LOWERED WHEN THE MASTER SWITCH WAS TURNED ON. ON FEBRUARY 22, 2000, AT APPROXIMATLEY 1200 HRS. LOCAL AT THE HUMBOLDT, IA, HANGAR MR. TELFORD, N1924Q WAS JACKED AND LANDING GEAR TESTED BY MR. PAUL WATKINS,A&P-IA, OF WATKINS AVIATION AND DONALD E. LAND AIRWORTHINESS INSPECTOR, DES MOINES FSDO. NO DEFECTS OF THE AIRCRAFT LANDING GEAR SYSTEM COULD BE FOUND. 20000221003129I ON FEBRUARY 21, 2000, AT APPROXIMATLEY 0958 HOURS PDT, A SKY WEST AIRLINES AIRCRAFT, FLIGHT NUMBER 5353, AN EMBRAER 120, N566SW ON A DOMESTIC REVENUE FLIGHT FROM LOS ANGELES CA, EXPERIENCED AN ELEVATOR TRIM PROBLEM AT FLIGHT CRUISE LEVEL 22.0 PRIOR TO ARRIVING AT THE FRESNO YOSEMITE INT'L AIRPORT (FAT) IN FRESNO, CA. THE CREW DECLARED AN EMERGENCY AND LANDED THE AIRCRAFT UNEVENFULLY WITHOUT DAMAGE. FURTHER INVESTIGATION REVEALED THE CREW ENCOUNTERED A FROZEN CONDITION OF THE ELEVATOR ACTUATOR TRIM SYTEM WHILE USING THE AUTOPILOT TO TRIM THE AIRCRAFT DURING CRUISE AND DESCENT SEGMENTS OF FLIGHT. THIS CONDITION CORRECTED ITSELF AS THE AIRCRAFT DESCENDED INTO A LOWER ALTITUDE. MAINTENANCE TECHNICIANS REPLACED BOTH TRIM ACTUATORS WITH THE NEW TYPE ACTUATORS AND THE AIRCRAFT WAS RELEASED WITHOUT FURTHER INCIDENT. THIS SUTUATION HAS WARRENTED FURTHER INVESTIGATION INTO THIS MATTER WITH INVOLVEMENT FROM THE MAUFACTURER, A REPAIR STATION, THE OPERATOR AND NTSB. THIS OCCURRENCE REPORT HAS BEEN UPGRADED TO AN INCIDENT. 20000221003469I PILOT WAS PREFORMING TOUCH AND GO'S ON RUNWAY 32 AT WARRENTON, VA (W66). THE AIRCRAFT DRIFTED TO LEFT SIDE OF RUNWAY BECAUSE OF WIND. PILOT ATTEMPTED TO TAKEOFF, BUT LANDED OFF THE RUNWAY IN THE GRASS AND MUD. PILOT ATTEMPTED TO TAXI ONTO RUNWAY AND STRUCK THE TIPS OF PROPELLOR. 20000221004209I THE GEAR MOTOR SOLENOID WAS FOUND DEFECTIVE, CAUSING INTERRUPTION IN THE OPERATION OF THE GEAR. THE GEAR WAS NOT CONFIRMED AS DOWN AND LOCKED. THE GEAR COLLLAPSED UPON LANDING. 20000221005809A (-23) ON 02-21-2000, N219CS, A PA-31-3T PILOTED BY^PRIVACY DATA OMIT^WAS FLYING THE GPS RUNWAY 8 APPROACH TO KOTEBUE, ALASKA. HE STATED THE APPROACH 40 MILES NORTHWEST OF THE AIRPORT AT 9500 FEET. HE STARTED A DECENT OF 1500 FEET PER MINUTE TO THE FINAL APPROACH SEGMENT. HE WAS MONITORING BOTH THE FLIGHT SERVICE FREQUENCY AND AWOS. HE REPORTED 10 MILES OUT DISENGAGED THE AUTO PILOT TO BRING IN MORE COURSE CORRECTION. HE WAS INSIDE THE FINAL APPROACH FIX WHEN HE DECIDED TO TUNE IN THE ILS LOCALIZER AS A BACK UP. AT THE SAME TIME CHECKING THE AWOS ONE MORE TIME. SHORTLY AFTER HE IMPACTED THE GROUND, TWICE, THEN TO A STOP EXACTLY 3 MILES (STATUE) FROM THE RUNWAY.(.4)THE AIRPLANE COLLIDED WITH FROZEN PACK ICE, THREE MILES FROM THE AIRPORT, DURING A GPS INSTRUMENT APPROACH. INSTRUMENT CONDITIONS OF 3/4 MILE VISIBILITY IN SNOW AND FOG WERE REPORTED AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT HE BEGAN A STEEP DESCENT WITH THE AUTOPILOT ENGAGED. HE INDICATED THAT AS THE AIRPLANE CROSSED THE FINAL APPROACH COURSE, THE AUTOPILOT TURNED THE AIRPLANE INBOUND TOWARD THE AIRPORT. HE CONTINUED THE STEEP DESCENT, NOTED THE AIRPLANE HAD OVERSHOT THE COURSE, AND THE AUTOPILOT WAS N OT CORRECTING VERY WELL. HE DISENGAGED THE AUTOPILOT AND MANUALLY INCREASED THE CORRECTION HEADING TO INTERCEPT THE FINAL APPROACH COURSE. DURING THE DESCENT HE COMPLETED THE LANDING CHECKLIST, EXTENDED THE LANDING GEAR AND FLAPS, AND WAS TUNING BOTH THE COMMUNICATIONS AND NAVIGATION RADIOS. THE PILOT SAID HE LOOKED UP FROM TUNING THE RADIOS TO SEE THE SEA ICE COMING UP TOO QUICKLY TO REACT, AND IMPACTED TERRAIN. THE PILOT RELAYED THERE WERE NO PREACCIDENT ANOMALIES WITH THE AIRPLANE, AND THAT HE 'DID NOT STAY AHEAD OF THE AIRPLANE.' 20000221007399A (-23) DURING THE TAKEOFF PORTION OF A TOUCH AND GO LANDING ON RUNWAY 26, THE AIRCRAFT VEERED OFF OF THE LEFT SIDE OF THE RUNWAY THEN TURNED BACK TO THE RIGHT COMING TO REST BACK ON THE RUNWAY. DAMAGE CONSISTED OF THE PROPELLER, RIGHT WING TIP, LEFT LANDING GEAR, FUSELAGE AND LEFT WING SPAR, WHICH WAS IMPALED ON A RUNWAY LIGHT. THE WIND WAS 170 DEGREES AT 16 KNOTS. THE PILOT IN COMMAND STATED HE WAS DISTRACTED BY A BIRD PASSING BY THE RIGHT SIDE OF THE CANOPY PRIOR TO THE FIRST EXCURSION. (.4)ON FEBRUARY 21, 2000, AT 1340 HOURS PACIFIC STANDARD TIME, A HOMEBUILT COHEN VAN'S RV-6, N264JC, GROUND LOOPED WHILE LANDING AT THE CAMARILLO, CALIFORNIA, AIRPORT. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND PASSENGER WERE NOT INJURED. THE LOCAL AREA PERSONAL FLIGHT, CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91, ORIGINATED AT THE CAMARILLO AIRPORT AT 1300. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE HAD COMPLETED ABOUT FIVE TOUCH-AND-GO LANDINGS TO RUNWAY 26. THE WINDS WERE REPORTED TO BE FROM APPROXIMATELY 180 DEGREES AT 10 KNOTS WITH GUSTS TO 16 KN OTS. THE PILOT ESTABLISHED THE FINAL APPROACH ABOUT 85 MPH WITH FULL FLAPS. THE GLIDE PATH, POWER SETTING, AND AIRSPEED APPEARED NORMAL, AND THE AIRPLANE WAS IN LINE WITH THE RUNWAY CENTERLINE. THE PILOT REPORTED THAT THE FLARE AND LANDING WERE ALSO NORMAL. WHILE PREPARING TO INCREASE THE POWER FOR TAKEOFF, THE PILOT BECAME DISTRACTED BY A BIRD THAT PASSED BY THE RIGHT SIDE OF THE CANOPY; HE WAS WORRIED ABOUT A BIRD STRIKE. AT THAT TIME, A WIND GUST CAUSED THE AIRPLANE TO VEER OFF THE CENTERLINE. THE PILOT OPTED TO TAKEOFF. THE AIRPLANE LIFTED OFF FROM THE RUNWAY BUT REMAINED LOW AND SLOW. THE PILOT REPORTED THAT HE ENTERED A SLIGHT BANK TO THE RIGHT. THE WIND LIFTED THE LEFT WING CAUSING A GREATER ANGLE OF BANK. THE PILOT STATED THAT BECAUSE OF THE SLOW AIRSPEED, THE AILERONS WERE NOT RESPONSIVE ENOUGH FOR THE DESIRED CORRECTION. THE RIGHT WINGTIP IMPACTED THE TERRAIN AND THE AIRPLANE COLLIDED WITH A RUNWAY LIGHT. THERE WAS DAMAGE TO THE PROPELLER AND BOTH WINGS. THE PILOT REPORTED THAT HE HAD NOT EXPERIENCED ANY MECHANICAL MALFUNCTION WITH THE AIRPLANE PRIOR TO THE ACCIDENT. 20000221012719A (-23) PILOT REPORTS, AS SUBSTANTIATED BY WRITTEN STATEMENT, THAT HE WAS PERFORMING AN AERIAL RECONNAISANCE OF A CROP OF ASPARAGUS. WEATHER WAS CLEAR & SUNNY. PILOT STATED THAT HE KNEW OF THE PRESENCE OF THE TELEPHONE WIRES, BUT BECAME DISTRACTED BY THE PRESENCE OF THREE FIELD WORKERS WALKING ALONG BENEATH HIM. UPON LOOKING UP INTO THE SUN'S GLARE, HE STRUCK THE WIRE, WHILE FLYING STRAIGHT & LEVEL @ 35 KIAS. THE FORCE OF THE IMPACT SPUN THE IARCRAFT ABOUT ITS VERICAL AND LATERAL AXIS'. THE PILOT, FEARING AN INCERTED IMPACT, HAD THE PRESENCE TO KICK FULL RIGHT YAW. THIS RESULTED IN THE AIRCRAFT COMING TO REST ON ITS SKIDS. HIS NEXT RECOLLECTION WAS OF SITTING AT THE CONTROLS, OUT IN THE OPEN; THE CONTROL STICK IN HAND. HE THEN RECALLS TURNING OFF POWER, AND EXITING THE HELICOPTER. A PHYSICAL EXAMINATION CONDUCTED ON THE PILOT AT AN AREA HOSPITAL AFTER THE ACCIDENT REVEALED NO INJURIES SUFFERED. THE AIRCRAFT IS A "TOTAL LOSS", AS STATED BY THE PILOT, AND LATER THE OWNER. PHOTOGRAPHIC EVIDENCE TAKEN SUPPORTS THIS CONCLUSION. 20000221017949A (.4)THEY REPORTED SEEING THE REFUELING TRUCK PARKED AT A 45 DEGREE ANGLE TO THE LEAD IN LINE ON THE RIGHT SIDE OF THE AIRPLANE. THE TRUCK THEN MOVED FORWARD AND CONTACTED THE RIGHT SIDE OF THE AIRPLANE NEAR THE NOSE GEAR WHERE IT CAME TO REST. THE AIRPLANE JUST ARRIVED AT THE GATE AND THE JET BRIDGE WAS NOT YET IN PLACE. THE AIRPLANE WAS PUSHED SEVERAL FEET TO THE LEFT BY THE IMPACT. ONE WITNESS REPORTED THE TRUCK WAS TRAVELING BETWEEN 20 AND 30 MILES PER HOUR AND ANOTHER WITNESS REPORTED IT WAS TRAVELING 'A LITTLE TO FAST.' WITNESSES WHO SAW AND HELPED THE FUEL TRUCK DRIVER OUT OF HIS VEHICLE AFTER THE ACCIDENT REPORTED THAT HE APPEARED TO BE 'DAZED'. AT LEAST 20 PASSENGERS WHO STOOD UP IMMEDIATELY WHEN THE AIRPLANE REACHED THE GATE WERE 'THROWN ABOUT' WHEN THE IMPACT OCCURRED. THE DRIVER OF THE REFUELING TRUCK DID NOT REMEMBER THE IMPACT AND REPORTED HE MUST HAVE 'BLACKED OUT.' A MEDICAL AND SLEEP STUDY EVALUATION OF THE DRIVER SHOWED HE SUFFERED FROM SEVERE OBSTRUCTIVE SLEEP APNEA AND SIGNIFICANT HYPERSOMNOLENCE. THE SAME DRIVER WAS INVOLVED IN ANOTHER OCCURRENCE IN OCTOBER, 1999. HE REPORTED 'DOSING OFF' JUST PRIOR TO THAT COLLISION. (-23) SEE ATTACHED SHEET 20000221018659I (-23)ON FEBUARY 21, 2000, AT 1414 MST, A CESSNA 152, N5290B, REGISTERED TO ^PRIVACY DATA O^, MADE A PRECAUTIONARY LANDING AT BIGGS AIRFIELD, FT. BLISS, TX. WHILE ON A FLIGHT FROM SANTA TERESA, NEW MEXICO TO EL PASO, TEXAS. VISUAL,METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS NOT ON FILE. THE AIRCRAFT WAS NOT DAMAGED AND NEITHER THE PILOT OF THE PASSANGER WERE INJURIED. THE FLIGHT ORIGINATED AT THE SANTA TERESA AIRPORT, SANTA TERESA, NEW MEXICO, ON FEBRUARY 21, 2000, AT 1330 MST. 20000221022249I (-23)CONTINENTAL FLIGHT 1416 EXPERIENCED AN UN-COMMANDED AUTO PILOT DESCENT AT FL330 25NM SW OF SOUTH BEND REGIONAL AIRPORT. FLIGHT CREW EXPERIENCED DIFFICULITY IN USING FLIGHT CONTROLS AND TRIM TO CONTROL AIRCRAFT DESCENT. CAPTAIN ASKED ATC FOR CLOSEST SUITABLE AIRPORT TO LAND ASAP. ATC DIRECTED A/C TO SOUTH BEDN. A/C LANDED SAFELY WITHOUT FURTHER INCIDENT, I TALKED WITH ^PRIVACY DATA^, CONTINENTAL DIRECTOR OF SAFETY ON 2-28-00. HE STATED THAT AUTO PILOT COMPONENTS WERE REMOVED FROM A/C AND SENT TO FACTORY TO BE CHECKED. HE STATED THAT NOTHING COULD BE FOUND IN AUTO PILOT OR TRIM SYSTEM TO CAUSE MALFUNCTION. 20000221041439A (.19) ON FEBRUARY 21, 2000, AT 1314 EASTERN STANDARD TIME, A CESSNA 172R, N922TA, OPERATED BY TRADEWINDS AVIATION, WAS SUBSTANTIALLY DAMAGED DURING LANDING ON RUNWAY 27 (5,000 FEET BY 100 FEET, DRY ASPHALT) AT THE OAKLAND COUNTY INTERNATIONAL AIRPORT (PTK), WATERFORD, MICHIGAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 INSTRUCTIONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT REPORTED NO INJURIES. THE LOCAL FLIGHT DEPARTED PTK AT 1230. 20000221043149A (-23) STUDENT PILOT, MR. WALL WAS PRACTICING TAKEOFFS AND LANDINGS AT CANTON, SD. THE WIND SWITCHED FROM SOUTHERLY DIRECTION TO A WESTERLY DIRECTION. ON THE NEXT LANDING HE LOST CONTROL, THE AIRCRAFT WENT OFF THE RUNWAY TO THE EAST. WHEN HE BROUGHT THE AIRCRAFT BACK ON THE RUNWAY THE LEFT LANDING GEAR CAUGHT THE RUNWAY EDGE AND CAUSED THE LEFT GEAR TO COLLAPSE. THEN THE AIRCRAFT STARTED TO GROUND LOOP TO THE RIGHT, THE LEFT WING TIP, LEFT ELEVATOR, AND THE PROPELLER STRUCK THE GROUND. THE AIRCRAFT STOPPED OFF THE RUNWAY. THE PILOT SUSTAINED NO INJURIES. THIS AIRCRAFT INCIDENT NOT INVESTIGATED "ON THE SCENE." 20000222001639I (-23) MR. HALLORAN STATED THAT DURING TAKEOFF AT APPROXIMATELY 60 KNOTS HE BEGAN ROTATION AND THE AIRCRAFT VEERED TO THE LEFT. AT THAT POINT HE STOPPED ROTATION AND LOWERED THE NOSE. HE THEN APPLIED RIGHT RUDDER BUT HIS LEFT WING AND LEFT MAIN GEAR STRUCK THE SNOW BANK BEFORE HE COULD RECOVER. THE AIRCRAFT CAME TO REST ON THE SNOW BANK WHICH CAUSED THE NOSE GEAR TO FRACTURE. DAMAGE WAS ALSO NOTED ON THE LEFT MAIN GEAR, THE PROPELLER, RIGHT WING TIP AND LEFT WING. MR. HALLORAN ALSO STATED THAT THERE IS NO WINDSOCK AT THE FIELD AND THAT HE HAD CONTACTED THE TOWN, IN WRITING, CONCERNING THIS. THE WINDSOCK HAS BEEN ORDERED BY THE TOWN OF ELLENVILLE AND SHOULD BE IN PLACE SHORTLY. THIS INVESTIGATION IS CLOSED. 20000222004299I (-5) AIRCRAFT WAS ENROUTE FROM EPHRATA, WA (EPH) TO PAINE FIELD, WA (PAE) ON A REPOSITIONING FLIGHT FOR CARGO OPERATIONS. IN CRUISE FLIGHT, PILOT NOTICED A HEAVY VIBRATION AND DIFFICULTY CONTROLLING LONGITUDINAL PITCH CONTROL. PILOT DECLARED AN EMERGENCY AND INDICATED TO ATC THAT HE THOUGHT THE AIRCRAFT HAD LOST FABRIC FROM AN UNSPECIFIED CONTROL SURFACE. THE AIRCRAFT LANDED AT PAE WITHOUT INCIDENT. INSPECTION BY MAINTENANCE PERSONNEL INDICATES THAT THE BATTERY BOX COVER ON THE TOP SURFACE OF THE LEFT WING HAD COME LOOSE BUT REMAINED ATTACHED WITH ONE FASTENER. THIS CREATED TURBULENCE OVER THE UPPER WING SURFACE AND DISRUPTED AIRFLOW OVER THE HORIZONTAL TAIL. 20000222022279I (-23)ON 2/22/2000, AT 2105 CST , A PA-44-180, N190ND, OWNED BY THE UNIVERSITY OF NORTH DAKOTA AND FLOWN BY PETER MICHAELS LANDED GEAR-UP AT GRAND FORKS, ND INT'K AIRPORT. THE INSTRUCTIONAL FLIGHT HAD RETURNED FROM A NIGTH CROSS COUNTRY AND WAS CONDUCTING A SIMULATED SINGLE ENGINE APPRAOCH AND LANDING WITH THE INTENTION OF REMAINING IN THE PATTERN OFR ADDITIONAL STOP AND GO LANDINGS. ALTHOUGH BOTH THE FLIGHT INSTRUCTOR AND STUDENT REPORTED THAT THE LANDING GEAR WAS DOWN AND LOCKED PRIOR TO TOUCHDOWN, INSPECTION OF THE AIRCRAFT INDICATES THE GEAR TO BE IN THE UP POSITION AT TOUCHDOWN. GEAR RETRACTION TESTS WERE CONDUCTED AT THE UND MAINTENANCE FACILITY WITH NO ABNORMALITIES FOUND. IT WAS NOTED DURING THE REMOVAL OF THE AIRCRAFT FROM THE RUNWAY THAT THE LANDING GEAR WAS BEING HELD IN THE UP POSITION BY HYDRAULIC PRESSURE ON THE UP SIDE OF THE GEAR ACTUATORS WHICH WOULD BE THE NORMAL SITUATION WITH THE GEAR SELECTED UP. TYPICAL OF A COLLAPSE WOULD BE FOR THE GEAR TO FREE FALL DOWB AS THERE ARE NO UPLOCKS. DAMAGE CONSISTED OF THE PROPELLERS BOTH CULRED AFT, SCRAPING ON GEAR DOOR; LEFT FLAP AND ENTRY STEP BENT, BELLY ANTENNAS BROKEN. NO INJURIES WERE SUSTAINED BY EITHER OCCUPANT. 20000222023529A (-4)THE PILOT STATED THAT HE WAS FLYING LOW OVER THE LAKE, ON A SCENIC RIDE. ABOUT 100 FEET ABOVE THE GROUND (AGL), THE PILOT INITIATED A CLIMB TO MAINTAIN SEPARATION FROM A SNOWMOBILE. AFTER THE SNOWMOBILE PASSED UNDER THE AIRPLANE, THE PILOT ATTEMPTED TO DESCEND BACK TO HIS ORIGINAL ALTITUDE. HE THOUGHT HE WAS 100 FEET AGL, BUT THE AIRPLANE IMPACTED THE SNOW COVERED LAKE. (-23) AIRCRAFT DEPARTED ALTON BAY, NH VFR FLEW OVER LAKE WINNIPESAUKEE AT A LOW ALTITUDE TOWARDS CENTER HARBOR, NH. TURNED TOWARDS LACONIA AIRPORT AND STRUCK FROZEN LAKE. AIRCRAFT SLID TO A STOP, MINOR INJURIES. AIRCRAFT SUBSTANTIALLY DAMAGED. 20000223001489I (-23) PAN AM 'CLIPPER 714' A FAR 121 SUPPLEMENTAL FLIGHT, N363PA, WHILE PROCEEDING TO PWT RWY 19 FOR TAKEOFF TAXIED FROM THE RAMP VIA TAXIWAY 4, TURNING ONTO TAXIWAY A, LEFT MAIN LANDING GEAR LEFT TAXIWAY PAVEMENT AND GOT STUCK IN TURF. AFTER THE GROUND WAS PREPARED, AIRCRAFT WAS POWERED OUT OF THE TURF, RETURNING TO TAXIWAY E. ONBOARD FLIGHT MECHANIC CLEANED THE LEFT MAIN LANDING GEAR AND THEN CONDUCTED A HARD LANDING INSPECTION. NO DAMAGE WAS FOUND. FLIGHT DEPARTED FOR MHR AT 2/24/00 0825Z. FLIGHT ENGINEER: RANDY WEST FE TURBOJET 530288241 PC: 6/18/99 HRS LAST 90 DAYS: 179 DOH: 3/4/86 FLIGHT MECHANIC: ROBERT E. TERAN A&P 2379278 DOB: 9/19/61 DOH: 10/4/99 DISPATCHER: THOMAS F. ARNOLD AD 022388711 DOB: 9/03/56 DOH: 8/05/99 20000223003759I THE AIRCRAFT WAS TAKING OFF ON RUNWAY 31 AT THE CLOUMBIA DOWNTOWN AIRPORT, SC, WHEN IT STRUCK ONE OR MORE BIRDS. THE AIRCRAFT CONTINUDE THE FLIGHT TO THE FULTON COUNTY AIRPORT, GA. A DENT TO THE RIGHT LEADING EDGE WAS NOTED ABOUT THE SIZE OF A BASEBALL. 20000223016089I (-23)ENROUTE @ FLIGHT LEVEL 210 ELEVATOR TRIM FROZEN. TRIM WAS OPERABLE AFTER LANDING. MAINTENANCE LUBED BOTH SCREW JACK ASSEMBLIES. 20000223023349I (-23)PIC STATED THAT HE NOTICED OIL SEEPAGE AROUND THE RIGHT SPINNER IN LEVEL CRUISE FLIGHT. PIC ASKED ATC FOR LANDING AT SBN. A/C LANDED AT SBN AND RECIEVED MINOR MAINTENANCE FOR OIL SEEPAGE ON PROP. PILOT STATED BY TELEPHONE ON 2-28-00 THAT THEIR MECHANIC WAS LOOKING INTO THE POSSIBILITY OF REPLACING THE PROP SEALS. 20000223043349A (-23) MR. KREJCI TOOK CONTROL OF N67RG FROM LEFT SEAT PILOT CROMWELL TURNING FROM DOWNWIND TO BASE FOR GLIDER STRIP 24. APPROACH WAS POWER-OFF WITH PROP FEATHERED. AIRCRAFT LOST ALTITUDE IN SINKING AIR AND CONTACTED TREETOPS INBOUND ON APPROACH, SHEARING APPROXIMATELY TEN FEET FROM TWO TREES ABOUT 24 FEET APART ALONG THE FLIGHT PATH. RIGHT WING INBOARD SECTION STRUCK A THIRD TREE TRUNK APPROXIMATELY 65 FEET ALONG IN THE FLIGHT PATH, SHEARING OFF THE OUTBOARD 2/3 OF THE WING. AIRCRAFT TURNED APPROXIMATELY 90 DEGREES AND ROLLED LEFT, DESCENDING AT ABOUT A 50 DEGREE ANGLE, AND IMPACTED THE GROUND ON ITS RIGHT SIDE IN A NEARLY FLAT ATTITUDE, 70 FEET FROM THE LOCATION OF THE SEVERED RIGHT WING SECTION. GROUND WITNESS MARKS INDICATE THE AIRCRAFT SLID APPROXIMATELY 40 FEET, COMING TO REST INVERTED. COCKPIT CONTROLS SHOWED MAGS OFF, FLAPS RETRACTED, SPOILERS DEPLOYED, LANDING GEAR SELECTED DOWN AND PROP FEATHERED. VERIFIED GEAR DOWN, FLAPS RETRACTED, SPOILERS DEPLOYED BOTH WINGS, AND PROP FEATHERED. ELT ACTIVATED AT IMPACT. CONTROL CABLE AND TORQUE TUBE INTEGRITY VERIFIED. 20000224001299I (-23) ON 02-24-99, N843YT, A CESSNA T210N REGISTERED TO TRUE DRILLING LLC, CASPER, WY AND USED AS A PIPELINE PATROL AIRCRAFT WAS ENROUTE FROM GILLETTE, WY TO CASPER, WY. THE AIRCRAFT WAS AT LOW ALTITUDE WHEN THE COMMERICAL PILOT SWITCHED FROM AN EMPTY FUEL TANK TO A FUEL TANK WHICH CONTAINED FUEL. THE AIRCRAFT ENGINE DID NOT RESTART IN TIME AND AN EMERGENCY LANDING WAS ACCOMPLISHED. THE PILOT WAS NOT INJURED AND MINOR DAMAGE OCCURRED TO THE AIRCRAFT WITH NO OTHER DAMAGE TO PERSONS OR PROPERTY ON THE GROUND. THE FLIGHT WAS CONDUCTED UNDER 14CFR PART 91 IN VISUAL METEOROLOGICAL CONDITIONS. 20000224003079I AIRCRAFT STUCK A DEER ON LANDING, DESTROYED LEFT FLAP AND LEFT ENGINE COWLING. INCIDENT #CE2000IGA025 IS CLOSED. 20000224003179A THE INSTRUMENT RATED PRIVATE PILOT RECEIVED AN IN-PERSON ABBREVIATED WEATHER BRIEFING FROM THE ALBUQUERQUE FLIGHT SERVICE STATION (FSS), AND LOCAL WEATHER REPORTS FROM A FRIEND WHO LIVED NEAR THE TAOS MUNICIPAL AIRPORT VIA TELEPHONE AND AIRCRAFT RADIO. FSS ADVISED THE PILOT THAT VFR FLIGHT WAS NOT RECOMMENDED DUE TO MOUNTAIN TOPS BEING OBSCURED, TURBULENCE, AND ICING CONDITIONS. HIS FRIEND SAID IT WAS SNOWING AT HIS HOME. THE PILOT THEN FILED A VFR FLIGHT PLAN FOR THE DARK NIGHT CROSS COUNTRY FLIGHT, AND DEPARTED ALBUQUERQUE FOR TAOS. LATER, HE RADIOED HIS FRIEND AND TOLD HIM THAT THE SNOW HAD MOVED IN BEHIND HIM, HE HAD THE AIRPORT IN SIGHT, BUT WAS HAVING DIFFICULTY MAINTAINING VISUAL CONTACT WITH THE RUNWAY LIGHTS BECAUSE HE WAS 'IN AND OUT OF SNOW SHOWERS.' THE AIRPLANE IMPACTED TERRAIN 1.5 MILES EAST OF THE AIRPORT. TOXICOLOGICAL TESTS REVEALED THAT THE PILOT, A PSYCHIATRIST, WAS POSITIVE FOR FLUOXETINE (PROZAC), A CONTRAINDICATED PRESCRIPTION DRUG, KNOWN TO AFFECT JUDGEMENT. (-23) ON FEBRUARY 24, 2000, AT APPROXIMATELY 1857 MST, A CESSNA 182-E, N2988Y, OWNED AND OPERATED BY THE PILOT CRASHED 11/2 MILES EAST OF THE TAOS MUNICIPAL AIRPORT AT EL PRADO, NM. THE PRIVATE INSTRUMENT RATED PILOT, THE SOLE OCCUPANT ON BOARD, WAS FATALLY INJURED. APPROXIMATELY TWO MINUTES PRIOR TO IMPACT HE REPORTED BY RADIO TO GROUND PERSONNEL THAT HE HAD ENCOUNTERED INTERMITTENT INSTRUMENT METEOROLOGICAL CONDITONS WITH ICING WHILE OPERATING 500 FEET AGL. HE RECEIVED A VFR NOT RECOMMENDED FACE TO FACE BRIEFING FROM AN ALBUQUERQUE AFSS SPECIALIST PRIOR TO DEPARTING ALBUQUERQUE, BUT DID NOT FILE A FLIGHT PLAN. THERE WAS NO FIRE. 20000224003279I ON FEBRUARY 24, 2000 AT 0904 PST LOCAL, LEAR 35-A OWNED AND OPERATED BY ER AVIATION LC N77NR, ENROUTE FROM SALT LACK CITY, UT. TO OXNARD, CA. DECLARED AND EMERGENCY AND DIVERTED TO (LAS) MCCARRAN INTERNATIONAL AIRPORT DUE TO SMOKE IN THE COCKPIT. THE INCIDENT WAS CAUSED BY INSULATION THAT FELL DOWN ON A BLEED AIR LINE LOCATED AT THE WING HEAT DUCT. SPOKE TO THE CHIEF OF MAINTENANCE AND HE WILL SUBMIT A MALFUNCTION OR DEFECT REPORT TO AFS-600. THIS INCIDENT IS CLOSED. 20000224010839A (-23) AT 1656.02Z WHILE EXECUTING THE VOR A APPROACH TO THE MOORHEAD MN. AIRPORT, THE PILOT OF N7736R DECLARED A MISSED APPROACH. FAR APPROACH ACKNOWLEDGES AND INSTRUCTS N7736R TO FLY HEADING 040 AND TO CLIMB AND MAINTAIN 4000 FEET. THE PILOT ACKNOWLEDGED. AT 1656.16Z FAR APPROACH INSTRUCTS N7736R TO FLY HEADING 090 FOR AN ANTENNA, NO ACKNOWLEGEMENT. AT 1656.42Z FAR APPROACH INSTRUCTS N7736R TO FLY HEADING 090 VECTOR FOR THE ILS 17 AND TO MAINTAIN 4000 FEET. THE PILOT REPLIES"N-3-6R". FAR APPROACH ASKS N7736R IF THEY WANTED TO DO THE ILS APPROACH AT FARGO WITH NO REPLY. ALL RADAR AND RADIO CONTACT WITH N7736R WAS LOST AFTER THE 1656.42Z RESPONSE. THE RADAR PLOTS FOR THE 1656.16Z THROUGH 1656.42Z TIME FRAME SHOWS N7736R CONTINUING THE CLIMBING TURN TO THE RIGHT PAST THE 090 HEADING. AT THE APEX OF THE CLIMB RADAR SHOWED THE A/C AT 2100 FEET WITH A GROUND SPEED OF 131 KTS., 4.6 SECONDS LATER THE LAST RADAR HIT SHOWS THE A/C AT 1600 FT WITH A GROUND SPEED OF 73 KTS. 20000224013019A (-23)^PRIVACY DATA^DEPARTED WICKENBERG AIRPORT, WEIKENBERG, AZ. AT 1225, MST AND WAS DESTINED FOR LOMPE, CA. MR MEAD PLANNED AN INTERMEDIATE STOP AT TWENTY NINE PALMS, CA TO REFUEL. AT 1345 PST NEAR DESERT CENTER, CA, THE ENGINE QUIT AND A FORCED LANDING FOLLOWED.^PRIVACY^STATED HE DEPARTED WICKENBERG AIRPORT, ON THE LEFT FUEL TANK, AND AFTER 30 MINUTES HE SWITCHED TO THE RIGHT TANK.^PRIVACY^FLEW ANOTHER 45 MINUTES BEFORE HE NOTICED THE RIGHT TANK WAS EMPTYING FASTER THAN NORMAL. HE SWITCHED THE SELECTOR VALVE BACK TO THE LEFT TANK TO SEE HOW MUCH FUEL WAS LEFT IN THAT TANK AND THE ENGINE QUIT. THIS A/C HAS ONE FUEL GAGE AND THE SELECTOR VALVE HAS TO BE SELECTED TO THAT TANK BEFORE THE FUEL GAGE WILL READ THE QUANTITY IN THAT TANK.^PRIVACY ^SWITCHED THE SELECTOR VALVE BACK TO THE RIGHT FUEL TANK AND MADE SEVERAL FAILED ATTEMPTS TO RESTART THE ENGINE.^PRIVACY^LANDED THE A/C NEXT TO A ROAD AND HIT A DITCH WHICH CAUSED SUBSTANIAL DAMAGE TO THE LANDING GEAR AND RIGHT WING. ^PRIVACY ^ THE SOLE OCCUPANT WAS NOT INJURED. (.4)ON FEBRUARY 24, 2000, AT 1345 HOURS PACIFIC STANDARD TIME, A BEECH 35, N5127C, COLLIDED WITH A DITCH DURING A FORCED LANDING FOLLOWING A REPORTED POWER LOSS NEAR DESERT CENTER, CALIFORNIA. THE AIRPLANE OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE PILOT HAD DEPARTED WICKENBERG, ARIZONA, AT 1225 MOUNTAIN STANDARD TIME, AND WAS DESTINED FOR LOMPOC, CALIFORNIA, WITH AN INTERMEDIATE STOP AT TWENTYNINE PALMS, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND A FLIGHT PLAN WAS NOT FILED FOR THE PERSONAL CROSS-COUNTRY FLIGHT. THE PILOT SAID HE FUELED UP IN WICKENBERG AND DID A PREFLIGHT ON THE AIRPLANE AS IT HAD JUST BEEN PAINTED AND HAD BEEN SITTING FOR 2 MONTHS. HE SAID BOTH FUEL TANKS WERE FULL TO THE BRIM; HE ESTIMATED 35 GALLONS OF FUEL PRIOR TO HIS FIRST ENGINE RUN-UP. DURING HIS BEFORE ENGINE START CHECKLIST, HE STATED HE PLACED THE FUEL SELECTOR ON THE LEFT TANK. HE STATED THE ENGINE STARTED WITH NO COMPLICATIONS. HE SAID BECAUSE THE AIRPLANE HAD BEEN SITTING, HE RAN THE ENGINE UP TO OPERATING TEMPERATURE AND THEN SHUT IT DOWN AND GOT OUT OF THE AIRPLANE AND CHECKED IT FOR LEAKS. HE SAID HE CHECKED THE OIL LEVEL AND GOT BACK IN THE AIRPLANE. HE STARTED THE ENGINE AND PROCEEDED TO TAXI FOR HIS RUN-UP ON RUNWAY 23. HE STATED THE WIND WAS CALM WITH A LIGHT BREEZE FROM 260 DEGREES. HE SAID HE TOOK OFF AT EXACTLY 1325 EN ROUTE TO HIS FIRST CHECKPOINT, WHICH WAS BUCKEYE VOR, AND PROCEEDED TO CLIMB TO 8,500 FEET. AFTER PASSING BUCKEYE VOR, HE SAID HE CHANGED HIS COURSE DIRECTION TO 272 DEGREES AND HEADED FOR TWENTYNINE PALMS. AFTER 30 MINUTES OF FLIGHT TIME, HE SAID HIS LEFT TANK INDICATED ABOUT 3/4 FULL, WHICH HE SAID WAS CONSISTENT WITH THE AMOUNT OF FUEL HE HAD USED UP TO THAT POINT. HE THEN SWITCHED TANKS FROM HIS LEFT TO RIGHT TANK. HE SAID THAT THE NEXT 45 MINUTES WAS SMOOTH AND HE MONITORED HIS FUEL LEVEL OF THE RIGHT TANK. HE THEN BEGAN TO DESCEND TO 6,500 FEET ABOUT 45 MILES EAST OF TWENTYNINE PALMS. HE SAID THAT THE NEXT TIME HE LOOKED AT HIS FUEL GAUGE IT WAS BOUNCING DOWN FROM "1/4 OF A TANK TO NEARLY EMPTY." HE SAID IT APPEARED THAT HIS FUEL TANK WENT FROM 3/4 FULL TO NEARLY EMPTY IN A MATTER OF MINUTES. HE SAID HE WAS ABOUT 40 MILES EAST OF TWENTYNINE PALMS WHEN THE ENGINE SUDDENLY QUIT. HE SAID HE QUICKLY SET UP FOR A GLIDE AND BEGAN TO LOOK FOR A SUITABLE LANDING SPOT. HE TRIED TO RESTART THE ENGINE USING THE LEFT TANK BUT WAS UNABLE TO DO SO. HE ENDED UP LANDING IN A REMOTE DESERT CLEARING AND HIT A DITCH UPON ROLLOUT, CAUSING THE SUBSTANTIAL DAMAGE TO THE AIRPLANE. THE PILOT TOLD SAFETY BOARD INVESTIGATORS THAT HE NOTICED THE RIGHT TANK GOING DRY REALLY FAST BUT ELECTED NOT TO LAND, AND CONTINUED UNTIL THE RIGHT TANK WENT DRY AND TRIED TO GET A RESTART ON THE ENGINE USING THE LEFT TANK. A POSTACCIDENT INSPECTION OF THE AIRPLANE BY THE RETRIEVAL COMPANY REVE 20000224013499A (-23) SEE ATTACHED MIA00LA094 (.4)ON FEBRUARY 24, 2000, AT ABOUT 1824 EASTERN STANDARD TIME, A NORTH AMERICAN NA-64, N64WP, REGISTERED TO CASTLE AIRCRAFT SALES INC., OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT CRASHED IN THE VICINITY OF CLEARWATER, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT REPORTED NO INJURIES. THE FLIGHT ORIGINATED FROM BROOKSVILLE, FLORIDA, ABOUT 29 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE CALLED UNICOM AND ENTERED RIGHT DOWNWIND FOR RUNWAY 34 AT CLEARWATER AIR PARK, CLEARWATER, FLORIDA. POWER WAS REDUCED, LOWERED FLAPS, MOVED THE PROP CONTROL PARTIALLY FORWARD, VERIFIED THE RIGHT FUEL TANK WAS SELECTED, AND CHECKED THAT THE MIXTURE WAS FULL RICH. HE TURNED BASE LEG, AND CALLED UNIOCOM STATING HIS INTENTIONS. AS HE BEGAN THE TURN TO FINAL, HE NOTICED THAT THAT THE ENGINE POWER WAS REDUCING. HE SCANNED THE INSTRUMENTS AND TURNED THE ELECTRIC BACK UP BOOST PUMP ON. THE FUEL SELECTOR WAS SWITCHED FROM THE RIGHT TANK, TO THE LEFT TANK, AND BACK AGAIN TO THE RIGHT TANK. HE REALIZED HE WOULD BE UNABLE TO MAKE TH E RUNWAY AND INITIATED A FORCED LANDING TO A STREET. THE AIRPLANE COLLIDED WITH TREES AND A TELEPHONE POLE. THE AIRPLANE ROTATED TO THE RIGHT AND CAME TO A COMPLETE STOP. EXAMINATION OF THE AIRPLANE WAS CONDUCTED BY THE FAA. THE FUEL SUPPLY LINE FROM THE ENGINE PUMP TO THE CARBURETOR WAS FOUND SEVERELY KINKED. WHEN THE SUPPLY LINE WAS DISCONNECTED AT THE CARBURETOR, NO FUEL WAS AVAILABLE. WHEN THE KINK WAS REMOVED, FUEL CAME OUT OF THE LINE. THE FAA CONCLUDED THAT FUEL STARVATION WAS SUSPECTED, AND THE ACTUAL CAUSE COULD NOT BE DETERMINED. TOM REILLY VINTAGE AIRCRAFT, INC., LOOKED AT THE AIRCRAFT ON BEHALF OF THE INSURANCE ADJUSTER, AND STATED THAT THE ENGINE STOPPED AS A RESULT OF FUEL STARVATION. 20000225001319I (-23) WHILE TAXIING TO GATE, A BAGGAGE CART WS BLOWN INTO THE NUMBER 1 PROPELLOR, CAUSING DAMAGE. PROPELLOR WAS THE ONLY DAMAGE TO THE AIRCRAFT. TWO MINOR INJURIES TO GROUND PERSONNEL. MINOR INJURIES: TREATED AND RELEASED. 20000225001659I (-23) AMERICAN AIRLINES FLIGHT 1033, N412AA, AN MD-80 WS IN POSITION TO BEGIN TAKEOFF AT SYR ON MONDAY, FEBRUARY 21, 2000 WHEN SMOKE WAS DETECTED IN THE MAIN CABIN. THE 133 PASSENERS WERE DEPLANED THROUGH THE VENTRAL EXIT ONTO THE RUNWAY WITH NO INJURIES. AARF RESPONDED AND FOUND THE SOURCE OF THE SMOKE TO BE IN THE OVERHEAD BAGGAGE STORAGE BIN AT ROW 21 DEF. A FIREMAN REMOVED A COVER WITHIN THE BIN AND LOCATED THE OVERHEATED COMPONENT. CONTRACT MAINTENANCE ARRIVED AND IDENTIFIED THE COMPONENT AS A BATTERY CHARGING MODULE THAT IS A PART OF THE EMERGENCY EXIT LIGHTING SYSTEM. THE MECHANIC REMOVED THE MODULE AND BATTERY, PULLED THE APPLICABLE CIRCUIT BREAKERS, AND PREPARED THE AIRCRAFT FOR A FERRY FLIGHT TO ORD; ALL IN ACCORDANCE WITH INSTRUCTIONS FROM TULSA MAINTENANCE CONTROL. THE AREA WAS INSPECTED FOR FIRE AND HEAT DAMAGE AND NONE WAS FOUND. COMPANY MAINTENANCE REPLACED THE BATTERY AND CHARGER AND RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000225003849I (.23)INSPECTOR'S STATEMENT: ON FEB. 25, 2000, A LEARJET 25D RAN OFF THE RUNWAY AT FULTON COUNTY (FTY) AIRPORT AND TRAVELED APPROXIMATELY 500 FT. BEOFRE COMING TO REST IN A DITCH ON THE LEFT SIDE OF THE RUNWAY. I INTERVIEWED THE PIC, MR. JOSEPH AND HE STATED HE WAS COMMAND OF THE CONTROLS WHEN THE AIRCRAFT LEFT THE RUNWAY. ON THE APPROACH AT THE OUTER MARKER MR. WILEN CALLED FOR LFAPS AND GEAR DOWN. THS SIC, MR. SCOTT SMALL REPORTED NO GREEN LIGHT FOR THE RIGHT MAIN GEAR. AT THE TIME THE GEAR WAS RECUCLED AND STILL NO GREEN LIGHT. THEY REQUESTED CLEARANCE FROM THE TOWER FOR A LOW PASS ANS ASK FOR A VISUAL ON THE GEAR. THE TOWER REPORTED THE GEAR APPEARED TO BE DOWN. THE GEAR WAS AGAIN RECYCLED AND STILL NO GREEN LIGHT. MR. WILEN MADE THE DECISION TO DO NA EMERGNECY GEAR EXTENSION TO MAKE SURE THE GEAR WAS DOWN. ON LANDIGN AT ABOUT 80 KNOTS THE BRAKES WERE APPLIED BUT THEY DID NOT FUNCTION. AT THE TIME BOTH PILOT AND CO-PILOT APPLIED BRAKES BUT THE BRAKES BUT THE AIRCRAFT CONTINUED TO VEER TO THE LEFT WITH NO RESISTANCE AT ALL. THE THRUST REVERSES WERE LEFT DEPLOYED UNTIL THE AIRCRAFT STOPPED. I ASK MR. WILEN IF THEY CHECKED THE PRESS TO TEST ON THE GEAR LIGHT AND HE SAID THE LIGHT WAS WORKING. I ALSO ASK IF THE NOSE GEAR STEERING WAS ENGAGED DURING THE LANDING AND HE SAID NO. THE FOLLOWING WEDNESDAY, MARCH 01, THE AIRCRAFT WAS PLACED ON JACKS AND AUXILIARY POWER WAS APPLIED. THE ANTI-SKID CHECKED OK BUT WHEN HYD POWER WAS APPLIED, THE BRAKES FAILED AGAIN. THE MAIN GEAR CIRCUIT BREAKER HAD BEEN PULLED BEFORE THE EMERGENCY EXTENSION AND WHEN IT WAS RE-SET THE BRAKES OPERATED NORMAL. AS OF MARCH 30, IT HAS NOT BEEN DETERMINED WHAT CAUSED THE BRAKES TO MALFUNCTION. POI G. GUNN IS CONDUCTING OPERATIONS POTION OF THIS INVESTIGATION ^PRIVACY DATA OMITTED^ THE INVESTIGATION INVOLVING THE LACK OF RECORDS AND DOCUMENTATION IS STILL OPEN AND ONGOING. THE INVESTIGATION INVOLVING THIS INCIDENT IS CONSIDERED CLOSED. ^PRIVACY DATA OMITTED^ JAMES A. JONES AVIATION SAFETY INSPECTOR MR. WILEN STATED THAT HE PUSH TO TEST THE GEAR LIGHTS AND THEY ALL WORKED. HE ALSO STATED THAT HE DID NOT USE THE NOSE WHEEL STEERING DURING THE LANDING. ALSO, THE NOSE WHEEL MODULE WAS CHANGED THE NIGHT BEFORE SINCE HE HAD PROBLEMS THE DAY BEFORE. HE HAD MADE APPROXIMATELY 3 TAKE OFF AND LANDINGS AND THE NOSE WHEEL STEERING DID WORK. HE COULD NOT EXPLAIN WHY HE DID NOT USE IT DURING THIS LANDING. FRANCIS M DEJOSPH 20000225004309I (-5) WHILE TAXING TO HOLD SHORT OF RUNWAY 09L AT HOLLYWOOD-FORT LAUDERDALE INTERNATIONAL AIRPORT (FLL), THE PILOT DETECTED A SUDDEN DROP IN PRESSURE ON THE LEFT MAIN BRAKE SYSTEM FOLLOWED BY THE APPEARANCE OF SMOKE FROM THE LEFT MAIN GEAR AREA. THE PILOT SHUT THE AIRCRAFT ENGINES DOWN AND INVESTIGATED THE CAUSE. THE PILOT FOUND A SMALL FIRE ON THE LEFT MAIN WHEEL ASSEMBLY THAT WAS BEING SUSTAINED BY LEAKING BRAKE FLUID FROM THE LEFT BRAKE CALIPER ASSEMBLY. THE FLAME WAS NOT SUSTAINABLE AND EXTINGUISHED ITSELF. THE AIRCRAFT WAS TOWED TO A MAINTENANCE FACILTIY FOR REPAIR WITHOUT FURTHER INCIDENT. THERE WAS NO APPARENT DAMAGE TO THE AIRCRAFT THAT WAS CAUSED BY THE FLAME. REPAIRS TO THE BRAKE SYSTEM WERE EFFECTED AND THE AIRCRAFT APPROVED FOR RETURN TO SERVICE. 20000225040639A (.19) ON FEBRUARY 25, 2000, AT 1335 EASTERN STANDARD TIME (EST), AN ELLIS Q2, N84DG, OWNED AND PILOTED BY AN AIRLINE TRANSPORT PILOT, WAS DESTROYED DURING AN IN-FLIGHT COLLISION WITH TERRAIN FOLLOWING A LOSS OF CONTROL DURING A GO-AROUND FROM RUNWAY 19 (5,000 FEET BY 100 FEET, DRY/ASPHALT) AT THE SHELBYVILLE MUNICIPAL AIRPORT, SHELBYVILLE, INDIANA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, WAS FATALLY INJURED. THE LOCAL FLIGHT ORIGINATED FROM THE SHELBYVILLED MUNICIPAL AIRPORT APPROXIMATELY 20 MINUTES PRIOR TO THE ACCIDENT. ACCORDING TO A PILOT-RATED WITNESS, THE AIRPLANE WAS ON FINAL APPROACH FOR RUNWAY 19 WHEN THE AIRPLANE BEGAN A GO-AROUND. THE WITNESS DESCRIBED THE ENGINE OPERATION, DURING THE GO-AROUND, AS ROUGH AND NOT DEVELOPING FULL POWER. THE WITNESS REPORTED THAT THE AIRPLANE ENTERED A DESCENDING LEFT TURN THEN STALLED APPROXIMATELY 100-FEET ABOVE GROUND LEVEL (AGL). 20000225042099A (-23) ON FEBRUARY 25, 2000, ABOUT 1630 ALASKA STANDARD TIME, A SKI-EQUIPPED CESSNA 180H AIRPLANE, N8221V, RECEIVED SUBSTANTIAL DAMAGE WHILE TAXIING FOR TAKEOFF AT THE OPHIR AIRSTRIP, OPHIR, ALASKA. THE SOLO AIRLINE TRANSPORT WAS NOT INJURED. DURING A TELEPHONE CONVERSATION WITH THE OWNER/PILOT OF THE AIRPLANE, HE SAID HE LANDED TO THE EAST, AND WAS TURNING AROUND AT THE EAST END OF THE AIRSTRIP FOR A DEPARTURE TO THE WEST. DURING THE TURN, HE SAID THE RIGHT SKI PENETRATED THE SNOW'S CRUST, AND DROPPED INTO SOFT SNOW, ALLOWING THE RIGHT HORIZONTAL STABILIZER TO CONTACT THE SNOW. 20000226001379I (-23) ON FEBRUARY 26, 2000, AT APPROXIMATELY 12:00 PM, MR. SHAWN ROSS WAS LANDING ON RUNWAY 26R AT SPIRIT OF ST. LOUIS AIRPORT (KSUS). WHILE ON FINAL APPROACH MR. ROSS STATED THAT HE ENCOUNTERED A WIND SHIFT CHANGE AND HAD TO APPLY A MODERATE CORRECTION FOR THE SHIFT IN WINDS. UPON TOUCHDOWN MR. ROSS STATED THAT A STRONG GUST OF WIND PUSHED THE AIRCRAFT OFF THE RUNWAY TO THE RIGHT AND INTO THE GRASS. WHEN THE RIGHT HAND MAIN LANDING GEAR HIT THE SOFT GROUND THE AIRCRAFT SLID TO THE RIGHT AND THE NOSE GEAR COLLAPSED. WIND CONDITIONS AT THE TIME OF THE INCIDENT WERE A DIRECT CROSSWIND FROM 170 DEG. @ 14 KTS GUSTING TO 24 KTS. 20000226001739I (-23) ON SATURDAY, FEBRUARY 26, 2000, A BOEING 727, N8891Z, FLIGHT 780, OPERATED BY DELTA AIRLINES, IMMEDIATELY AFTER TAKEOFF FROM SYRACUSE, NEW YORK EXPERIENCED PROBLEMS WITH THE NUMBER ONE ENGINE PUMP LOW PRESSURE LIGHT ILLUMINATING. HYDRAULIC SYSTEM "A" PRESSURE WENT TO ZERO. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NOT INJURIES. THE AIRCRAFT WAS TOWED TO THE GATE. THE MECHANICS FOUND THE #2 PUMP LINE BROKEN. THE MECHANICS REMOVED AND REPLACED THE BROKEN HYDRAULIC LINE. AN OPERATIONAL CHECK WAS SATISFACTORY AND THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000226001749I (-23) ON SATURDAY, FEBRUARY 26, 2000, AT APPROXIMATELY 1721 EST, COMAIR FLIGHT 5901 EXPERIENCED A CARGO COMPARTMENT FIRE WARNING. FLIGHT 5901 WS CRUISING AT FL270 ENROUTE FROM CVG TO ROF AND DIVERTED TO BUFFALO NIAGARA INTERNATIONAL AIRPORT. THE CREW FIRED BOTH FIRE BOTTLES ACCORDING TO PROCEDURE. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. PRELIMINARY INVESTIGATION SHOWED NO FIRE. THE AIRCRAFT WAS FERRIED BACK TO CVG WHERE THE CARGO SMOKE DETECTOR WAS REMOVED AND REPLACED ALONG WITH THE FIRE BOTTLES. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000226002099I (-23) ENGINE FAILED DURING CRUISE FLIGHT. PILOT MADE EMERGENCY LANDING ON BEACH. MINOR DAMAGE TO AIRCRAFT. AWAITING ENGINE TEARDOWN REPORT TO DETERMINE CAUSE OF ENGINE FAILURE. INCIDENT. UPDATE 24 MARCH 2000 - THE ENGINE TEARDOWN HAS REVEALED A BROKEN CRANKSHAFT. THE CRANKSHAFT WILL BE SENT OUT FOR A METALURGY TEST. THIS INCIDENT IS CLOSED. 20000226003249I ENROUTE FROM SFO TO SDL AFTER CLIMBOUT TO FL 370, ARREMPTED TO SET CRUISE POWER AND FOUND LEFT THROTTLE STUCK AND WOULD NOT MOVE FWD OR AFT. CREW MADE DECISION TO DIVERT TO LAS AFTER CONFERRING WITH MAINTENANCE. DURING DESCENT THRU FL220 THTOTTLE BECAME FREE AND A NORMAL LANDING WAS MADE AT LAS. MAITENANCE WILL REPLACE BOTH LEFT AND RIGHT THROTTLE CABLES AS RECOMMENDED BY RAYTHEON AIRCRAFT REFERNEC3 COMMUNIQUE #34. INFORMATION PROVIDED BY RAYTHEON MAINTENANCE CENTER INDICATES THAT THERE HAS BEEN 3 PRIOR INCIDENTS OF THROTTLE CABLES BECOMING STUCK AT ALTITUDE FROM SUSPECTED MOISTURE ENTRY INTO CABLE AND SUBSEQUENT FREEZING. MAINTENANCE WILL SUBMIT MALFUNCTION AND DEFECT REPORT. CLOSED. 20000226003449I THE PILOT THOUGHT HE WAS LANDING ON A PRIVATE AIRSTRIP. THE PILOT IN AN ADJACENT FIELD APPROXIMATELY 200 YARDS AWAY. THE INCIDENT INCURRED A DAMAGED NOSE WHEEL AND A PROP STRIKE ON THE ENGINE. THERE WAS SKIN CUFF DAMAGE ON THE LEFT WING. 20000226003809I AALA FLIGHT 330, N592AA DEPARTED CYVR FOR KDFW. AFTER TAKEOFF, THE RED NOSE GEAR LIGHT REMAINED ON IN FLIGHT WITH GEAR HANDLE UP. QRH ACCOMPLISHED. AALA COORDINATED WITH DISPATCH TO DIVERT TO KSEA. OVERWEIGHT LANDING WAS MADE AT 139800 POUNDS. AALA MECHANICS INDICATED THAT NOSE GEAR STRUT HAD LEAKED HYDRAULIC FLUID AND DID NOT EXTEND AFTER LIFT OFF TO ACTIVE THE AIR/GROUND SWITCH TO THE AIR MODE. PILOT'S WRITE UP ON AIRCRAFT LOGBOOK PAGE 5610465. 20000226004219I PILOT FLYING SIGHT SEEING TOUR IN MOBILE BAY AND STATED THAT ENGINE ATARTED OT LOSE POWER. PILOT FURTHUR STATED THAT HE COULD NOT MAINTAIN FLIGHT AND LANDED THE AIRCRAFT ON A SAND BAR. THE AIRCRAFT RECEIVED MINOR DAMAGE TO THE TAIL ROTOR AREA CAUSED BY THE HARD LAND. SPOKE WITH THE PILOT ON 3/24/00 AND HE STATED THAT THE AIRCRAFT MECHANIC DISCOVERED A STUCK VALVE IN ONE OF THE CYLINDERS. 20000226004709A (-23) AIRCRAFT LANDED ON PRIVATE STRIP 5 MILES NE OF MARLOW, OKLAHOMA. ON LANDING ROLLOUT WIND GUSTS CAUSED AIRCRAFT TO TEMPORARILY BECOME AIRBORNE. THE AIRCRAFT THEN LANDED ON NOSEWHEEL, FLIPPED OVER, AND LANDED ON ITS BACK. MINOR INJURIES TO PILOT. AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. (.4)THE PILOT REPORTED THAT WHEN THE FLIGHT DEPARTED, THE WINDS WERE FROM THE NORTHWEST. SHE FLEW THE AIRPLANE ABOUT 3 MILES SOUTH TO HER PRIVATE RESIDENTIAL GRASS AIRSTRIP. PRIOR TO THE LANDING ON RUNWAY 35, SHE NOTED THAT THE WINDSOCK WAS STRAIGHT OUT TOWARD THE EAST, AND SHE ESTIMATED THE WINDS AT 25 TO 30 MPH FROM THE WEST. SHE CONFIGURED THE AIRPLANE WITH FULL FLAPS (40 DEGREES) AND LANDED THE AIRPLANE TOWARD THE NORTH. DURING THE LANDING ROLL ON THE RUNWAY, SHE REACHED OVER AND SELECTED FLAPS UP AND PUSHED THE CARBURETOR HEAT IN; THEN NOTICED THAT THE AIRCRAFT HAD BECOME AIRBORNE APPROXIMATELY 10 FEET AGL, AND HAD TURNED 30 DEGREES LEFT. BEFORE SHE COULD REACT, THE AIRCRAFT HIT THE GROUND NOSE WHEEL FIRST AND CAME TO REST INVERTED. 20000226004929A (.23) THE PILOT REPORTED MODERATE VIBRATIONS OF THE ENGINE AT 2500', HE SAID"I TRIED CARBURETOR HEAT, BUT IT MADE NO DIFFERENCE". THE PILOT THEN DIVERTED TOWARD THE RIALTO AIRPORT, RIALTO, CA. WITH THE ENGINE RUNNING ROUGH AND LOUD MECHANICAL NOISES. THE PILOT INDICATED THAT HE WAS NOT ABLE TO MAINTAIN ALTITUDE, THEN THE ENGINE LOST ALL POWER, BUT THE PROPELLOR CONTINUING TO WIND MILL. THE PILOT SAID"THAT HE WAS NOW AT 1300' AND LOCATED A LANDING SITE, HE TOUCHED DOWN ON ONE THIRD THE WAY DOWN THE FIELD, CONSISTING OF SHORT WET GRASS, HE APPLIED BRAKES BUT COULD NOT STOP BEFORE HITTING A FENCE MADE FROM WOODEN RAILWAY TIES". THE PILOT REPORTED THAT HE EXITED THE A/C AFTER IT STOPPED AND EMERGENCY SERVICE VEHICLES ARRIVED WITHIN 4 MINUTES. THE A/C RECEIVED SUBSTANTIAL DAMAGES, BUT NO INJURIES WERE REPORTED BY THE PILOT. (.4)ON FEBRUARY 26, 2000, ABOUT 1620 HOURS PACIFIC STANDARD TIME, AN ERCOUPE 415-C, N99590, WAS SUBSTANTIALLY DAMAGED WHEN IT FORCE LANDED IN A FIELD AND COLLIDED WITH A FENCE AT SAN BERNARDINO, CALIFORNIA. THE AIRPLANE WAS OWNED AND OPERATED BY THE PRIVATE PILOT WHO WAS NOT INJURED. VISUAL METEOROL OGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT RIVERSIDE, CALIFORNIA, AT 1600, AND WAS DESTINED FOR APPLE VALLEY, CALIFORNIA. THE PILOT REPORTED THAT THE ENGINE BEGAN TO VIBRATE DURING CRUISE FLIGHT, AND THEN QUIT. POSTACCIDENT EXAMINATION OF THE ENGINE REVEALED THAT THE NUMBER 1 ENGINE CYLINDER'S EXHAUST VALVE HAD FAILED AT THE NECK OF THE VALVE. A FEDERAL AVIATION ADMINISTRATION INSPECTOR STATED THAT THE PILOT AND THE AIRPLANE WERE BOTH PROPERLY CERTIFICATED AND IN COMPLIANCE WITH THE REGULATIONS AT THE TIME OF THE ACCIDENT. 20000226005349A (-23) AIRCRAFT WAS TAXIING BACK ON THE TAXIWAY AFTER LANDING RUNWAY 10 WHEN THE RIGHT MAIN LANDING GEAR LEG FRACTURED NEAR THE ATTACH POINT OF THE WHEEL AXLE. THE LANDING GEAR LEG DUG INTO THE ASPHALT, CAUSING THE AIRCRAFT TO COME TO A STOP RESTING THE AIRCRAFT NOSE. DAMAGE TO THE FUSELAGE OCCURRED AT THE MAIN LANDING GEAR REAR ATTACH POINT. NOTE: THIS INFORMATION ORIGINALLY RECEIVED AS AN INCIDENT ONLY. DETERMINATION THAT THIS WAS AN ACCIDENT OCCURRED WHEN AN INCIDENT ONSIGHT INVESTIGATION WAS ACCOMPLISHED. (.4) ON FEBRUARY 26, 2000, ABOUT 1145 HOURS PACIFIC STANDARD TIME, A LUSCOMBE 8A, N1544K, OWNED AND OIPERATED BY THE PILOT, EXPERIENCED THE COLLAPSE OF ITS RIGHT MAIN LANDING GEAR WHILE TAXIING TO PARKING AFTER LANDING ON RUNWAY 10 AT THE SELMA AIRPORT, SELMA, CALIFORNIA. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND NEITHER THE PRIVATE PILOT NOR PASSENGER WAS INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AREA PERSONAL FLIGHT, WHICH ORIGINATED FROM SELMA ABOUT 1055, THE PILOT INDICATED THAT THERE WAS NO INDICATION OF ANY MECHANICAL PROBLEM UNTIL AFTER HE EXITED THE RUNWAY, SUDDENLY, THE RIGHT MAIN LANDING GEAR AXLE BROKE AND THE AIRPLANE NOSED DOWN ONTO ITS PROPELLER. THE AIRPLANE HAD BEEN IN OPERATION SINCE ABOUT 1947, AND IT WAS MAINTAINED ON AN ANNUAL INSPECTION BASIS. 20000226005959A (-23) ON 02-26-00 AT APPROX. 11:04 MST, A MOONEY M-20C, N90MR, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR BOULDER, CO. THE INSTRUMENT RATED COMMERCIAL PILOT AND HIS PASSENGER WERE NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY ARTELL, INC. OF BROOMFIELD, CO. UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY PERSONAL FLIGHT WHICH ORIGINATED FROM BROOMFIELD, CO. APPROX. 45 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT, HE DEPARTED JEFFCP AIRPORT AND FLEW TO LONGMONT'S AIRPORT FOR A TOUCH & GO LANDING. HE THEN FLEW TO BOULDER FOR MOR PRACTICE LANDINGS. THE PILOT SAID HE FLEW A LONG DOWNWIND LEG FOR RUNWAY 26 BECAUSE ANOTHER AIRPLANE HAD TRANSMITTED THAT HE WAS ON A FINAL. DURING N90MR'S FINAL APPROACH, THE ENGINE LOST POWER, DUE TO CARB-ICE ACCORDING TO THE PILOT WHO ANALYZED THE POWER LOSS BEFORE PERFORMING A FORCED LANDING INA FIELD SHORT OF THE RUNWAY. THE AIRPLANE WENT THROUGH TWO FENCES AND CAME TO REST IN AN IRRIGATION DITCH. 20000226009259A (-23) MEDIVAC HELICOPTER WAS ENROUTE TO AN L/Z FOR PATIENT PICK UP. AFTER LANDING, PIC REALIZED THE GROUND SLOPE WAS EXCESSIVE FOR ENGINE SHUT DOWN. WHILE TRYING TO REPOSITION TO A MORE LEVEL SURFACE THE TAIL ROTOR STRUCK A SMALL TREE AND SEPARATED FROM THE HELICOPTER. PIC LANDED IMMEDIATELY. NO INJURIES, SUBSTANTIAL DAMAGE TO HELICOPTER. (.4) ON FEBRUARY 26, 2000, AT ABOUT 0216 CENTRAL STANDARD TIME, A BELL 412, N411UT, REGISTERED TO UNIVERSITY HEALTH SYSTEM INC., OPERATING AS A 14 CFR PART 91 AIR AMBULANCE POSITIONING FLIGHT, EXPERIENCED AN IN-FLIGHT COLLISION WITH A TREE WITH MANEUVERING AT A ROAD SIDE LANDING ZONE (LZ). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A COMPANY FLIGHT PLAN WAS FILED. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE. THE AIRLINE TRANSPORT PILOT, FLIGHT NURSE AND EMERGENCY MEDICAL TECHNICIAN REPORTED NO INJURIES. THE FLIGHT ORIGINATED ABOUT 15 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE LANDED AT AN LZ TO PICK UP INJURED PERSONAL. THE SLOPE WAS OF THE TERRAIN WAS TOO STEEP, SO HE DECIDED TO REPOSITION THE HELICOPTER AND PICKED UP TO A HOVER. HE WAS LOOKING OUT THE LEFT SIDE OF THE HELICOPTER WATCHING WIRES NEXT TO A DRIVEWAY. HE TURNED THE TAIL TO THE RIGHT AND THE TAIL ROTOR COLLIDED WITH ABOUT A 15-FOOT-TALL TREE. THERE WERE LOUD GRINDING NOISES AND THE HELICOPTER YAWED TO THE RIGHT. HE REDUCED COLLECTIVE AND THE HELICOPTER CAME TO REST ON THE SKIDS. 20000226010129A (-23) STUDENT PILOT FAILED TO CORRECT FOR CROSSWINDS OR POSSIBLE GUSTS AND THERMALS. AIRCRAFT WAS ALLOWED TO DRIFTED OFF THE DOWNWIND EDGE OF THE RUNWAY AND STRUCK A DRAINAGE DITCH. 20000226022829I (-23)PILOT REPORTED A CROSSWIND CAUGHT THE AIRCRAFT AND MADE IT VEER OFF TAXIWAY AND HE COULD NOT AVOID THE TAXIWAY SIGN. 20000226023309I (-23)ON SATURDAY 2/26/00 AT 2148Z USAA F1248 A DC-9-31, ENROUTE FROM CLT TO IND REPORTED FUMES IN THE CABIN AND DECLARED AN EMERGENCY. THE AIRCRAFT LANDED IND WITHOUT INCIDENT WITH EMERGENCY EQUIPMENT STANDING BY. INDIANAPOLIS FIRE/RESCUE REPORTED TRANSPORTING 4 CREW MEMBERS AND ONE PASSENGER TO THE HOSPITAL. THEY WERE ALL TREATED ANS RELEASED. USAA MECHANICS CHANGED BOTH PACK WATER SEPERATOR BAGS, CHECKED FOR BIRD STRIKES, RAN APU AND ENGINES WITH FULL PACKS FULL HOT, ALL SYSTEMS CHECKED NORMAL. RE-CIRCULATION FAN CIRCUIT BREAKER WAS POPPED, IT WAS PLACED ON MEL AND THE ACFT DISPATCHED. 20000226029909A (.4)ON FEBRUARY 26, 2000, AT 1630 CENTRAL STANDARD TIME, A PIPER PA-18, TAIL-WHEEL EQUIPPED AIRPLANE, N8967C, STRUCK A FENCE AND TREES DURING AN ABORTED LANDING NEAR NEW ULM, TEXAS. THE AIRLINE TRANSPORT RATED PILOT, SOLE OCCUPANT, RECEIVED MINOR INJURIES, AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE AIRPLANE WAS OWNED BY HARRISON INTERESTS LTD. OF HOUSTON, TEXAS, AND OPERATED BY THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT DEPARTED THE MIKESKA FIELD AIRPORT, BROOKSHIRE, TEXAS, APPROXIMATELY 1600. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, AND ON A WRITTEN STATEMENT, THE 8,000-HOUR PILOT REPORTED THAT HIS DESTINATION WAS A PRIVATE GRASS AIRSTRIP LOCATED APPROXIMATELY 4 MILES SOUTH OF NEW ULM, TEXAS. UPON ARRIVAL, THE PILOT FLEW THE AIRPLANE OVER THE 4,200 FOOT AIRSTRIP AND NOTED THAT THE WIND WAS 90 DEGREES TO THE RUNWAY AT 10 TO 12 KNOTS. THE PILOT REPORTED THAT WHEN THE AIRPLANE DESCENDED BELOW THE TREE HEIGHT, THE AIRPLANE "FLOATED MORE THAN EXPECTED AND WHEN I TOUCHED DOWN, THE SURFACE OF THE STRIP HAD GOPHER MOOUND MAKING AIRCRAFT BRAKING INEFFECTIVE SO I ADDED POWER TO ABORT THE LANDING. THE AIRCRAFT SEEMED TO BE IN A DOWNDRAFT AND WAS HESITANT TO FLY, BUT I WAS COMMITTED AT THIS POINT AND CONTINUED." THE AIRPLANE STRUCK A BARBED WIRE FENCE AT THE END OF THE RUNWAY AND THE PROPELLER BECAME ENTANGLED WITH THE FENCE. THE AIRPLANE CONTINUED TO CLIMB TO THE HEIGHT OF THE TREETOPS AND "LOST POWER". SUBSEQUENTLY, THE MAIN LANDING GEAR STRUCK THE TREES CAUSING THE AIRPLANE TO NOSE OVER AND COME TO REST IN A BRUSH PILE. ACCORDING TO A FAA INSPECTOR WHO RESPONDED TO THE ACCIDENT SITE, THE WINGS, EMPENNAGE, AND FIREWALL WERE SUBSTANTIALLY DAMAGED. (-23)SEE PTRS NARRATIVE FTW00LA086 20000227001649I (-23) AFTER EXECUTING HIS THIRD TOUCH AND GO AT CAMBRIDGE, MN, THE PILOT RETRACTED THE LANDING GEAR. THE PILOT THOUGHT HE HEARD/FELT A CRUNCHING SOUND AND DID NOT GET A GEAR UP LIGHT. THE PILOT CIRCLED THE CAMBRIDGE AREA FOR APPROX. 1.75 HOURS TRYING TO EXTENT THE GEAR. ALL ATTEMPTS TO EXTEND THE GEAR FAILED AND AT 1902Z, 1302 LOCAL, THE PILOT MADE A GEAR UP LANDING AT MINNEAPOLIS ANOKA COUNTY AIRPORT. THERE WAS ONE PERSON ON BOARD, NO INJURIES, MINOR DAMAGE TO THE AIRCRAFT. AIRCRAFT WAS REMOVED FROM THE ACTIVE RUNWAY BY CRYSTAL SHAMROCK. 20000227002219I (-23) AIRCRAFT ENCOUNTERED WHAT THE PILOT DESCRIBED AS SEVERE CLEAR AIR TURBULENCE WITH A LARGE DOWNDRAFT FOLLOWED BY A SUDDEN UPDRAFT DURING THE APPROACH TO REDDING AIRPORT. ALL LOOSE ITEMS IN THE COCKPIT BECAME DISLODGED. TWO OF THE PASSENGERS STATED THAT THEY HAD STRUCK THEIR HEAD ON THE CEILING OF THE AIRCRAFT. TWO PASSENGERS WERE TRANSPORTED TO THE HOSPITAL FOR TREATMENT AND RELEASED. TWO ADDITIONAL PASSENGERS WERE TREATED AT THE AIRPORT BY PARAMEDICS. 20000227003649I ON APPROACH, THE LEFT MAIN GEAR WOULD NOT COMPLETELY ENTEND. PILOT TRIED NUMEROUS TIMES TO EXTEND GEAR AND COULD NOT. AIRCRAFT SUSTAINED MINIMAL SHEET METAL DAMAGE TO THE LOWER FUSELAGE. PROPELLER WAS ALSO DAMAGE. AIRCRAFT MOVED TO J.V. AIR FOR INSPECTION AND REPAIR. 20000227005249A (-23) AIRCRAFT ENCOUNTERED CROSS WINDS AND WIND GUSTS WHILE ON APPROACH WHICH CAUSED A HARD LANDING. THE RESULTS WERE SUBSTANTIAL DAMAGE TO AIRCRAFT AND MINOR INJURIES TO ALL THREE PERSONS ON BOARD. (.4) ON FEBRUARY 27, 2000, ABOUT 1145 HOURS PACIFIC STANDARD TIME, A PIPER PA-34-200, N15202, OPERATED BY THE PILOT, MADE A HARD LANDING AND WAS SUBSTANTIALLY DAMAGED AT THE BIG BEAR CITY AIRPORT, BIG BEAR CITY, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS PERFORMED UNDER 14 CFR PART 91. THE PRIVATE PILOT AND ONE OF THE PASSENGERS WERE NOT INJURED; THE SECOND PASSENGER SUSTAINED A MINOR INJURY. THE FLIGHT ORIGINATED FROM CARLSBAD, CALIFORNIA, ABOUT 1045. THE PILOT INDICATED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT, WHILE APPROACHING THE AIRPORT, HE HAD RECEIVED A REPORT FROM THE UNICOM OPERATOR REGARDING THE LOCAL WIND DIRECTION AND SPEED. THEREAFTER, HE ELECTED TO LAND ON RUNWAY 26. ABOUT 30 FEET ABOVE THE RUNWAY HE ENCOUNTERED A WIND GUST AND LOST CONTROL OF THE AIRPLANE. IT IMPACTED THE RUNWAY, YAWED SIDEWAYS, AND CAME TO A STOP WITH A COLLAPSED LANDING GEAR AND B ENT FUSELAGE. THE PILOT ALSO REPORTED THAT DURING THE FINAL APPROACH HE USED A "NORMAL" FLAP SETTING OF 20 DEGREES, AND ON SHORT FINAL APPROACH HE REDUCED THE AIRPLANE'S APPROACH SPEED FROM 100 TO 90 KNOTS. AIRPORT MANAGEMENT REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT WHEN THE PILOT WAS ON FINAL APPROACH HE WAS ADVISED THE AUTOMATED WEATHER OBSERVING SYSTEM (AWOS) INDICATED THE WIND DIRECTION WAS VARIABLE, BETWEEN 170 AND 230 DEGREES. ITS SPEED WAS 13 KNOTS WITH GUSTS TO 28 KNOTS. IN THE PILOT'S COMPLETED ACCIDENT REPORT, HE INDICATED THAT THE WIND WAS FROM 210 DEGREES AT 15 KNOTS, WITH GUSTS TO 20 KNOTS. ACCORDING TO THE PIPER PA-34-200 (SENECA) "PILOT'S OPERATING MANUAL," THE SECOND NOTCH OF FLAPS PROVIDES FOR 25 DEGREES OF FLAP EXTENSION. THE MANUAL INCLUDES HANDLING SUGGESTIONS FOR APPROACH AND LANDING. IN PERTINENT PART, IT STATES, "IF THE AIRCRAFT IS LIGHTLY LOADED, THE FINAL APPROACH SPEED MAY BE REDUCED TO 90 MPH." HOWEVER, "FLAP POSITION FOR LANDING WILL DEPEND ON RUNWAY LENGTH AND SURFACE WIND." FOR CROSSWIND OR HIGH-WIND LANDING, "APPROACH WITH HIGHER THAN NORMAL SPEED AND WITH 25 DEGREES OF FLAPS OR NO FLAPS." 20000227010109A (-23) STUDENT PILOT WAS ON SOLO CROSS-COUNTRY. AIRCRAFT DEPARTED BOONVILLE, MO (VER), WITH LANDINGS AT CLINTON (GLY) AND MARSHALL, MO (MHL). UPON ARRIVAL AT MHL, THE STUDENT PILOT ATTEMPTED A LANDING ON RUNWAY 36. SURFACE WINDS WERE REPORTED TO BE GUSTY FROM THE WEST (KCOU 1945Z 28015G18). THE STUDENT PILOT SAID THE AIRPLANE BOUNCED AND THEN LANDED ON THE NOSE WHEEL. THE NOSE WHEEL COLLAPSED, AND THE AIRPLANE SLID OFF THE RIGHT SIDE OF THE RUNWAY. THIS ACCIDENT CAUSED SUBSTANTIAL DAMAGE TO THE ENGINE MOUNT, LEFT WING, AND OTHER COMPONENTS OF THE AIRCRAFT. 20000227015409I (-5) DURING PUSHBACK, AIRCRAFT STRUCK JETWAY CAUSING DAMAGE TO THE PITOT TUBE AND AN 8 INCH GASH 4 TO 5 FEET FROM THE NOSE ON THE LEFT SIDE. NO INJURIES TO THE 369 OCCUPANTS AND CREW. 20000227020909I (-23) ON FEB 27, 2000, AT APPROXIMATELY 1330 PST, SWA FLIGHT 343 WHILE TAXIING TO GATE 5 MADE CONTACT WITH A SERVICE VEHICLE DAMAGING THE #1 SLAT ON THE LEFT SIDE. THE FLIGHT CREW WAS FOLLOWING PROPER DIRECTIONS BY PARKING MARCHALS IN INCLEMENT WEATHER CONDITIONS REQUIRING THE USE OF WIND SHIELD WIPERS. A SERVICE TRUCK WAS OCCUPYING A SMALL AREA BETWEEN GATES 3B AND 5. AT THE TIME OF THE INCIDENT THIS AREA WAS NOT PROPERLY MARKED AS A "KEEP CLEAR" ZONE. WITH NO MARKINGS AVAILABLE, THE DRIVER OF THE TRUCK ASSUMED IT WAS A SAFE ZONE. THE SIZE OF THE AREA, THE HEIGHT OF THE TRUCK, AND THE GEOMETRY OF THE AIRCRAFT WING RESULTED IN CONTACT BETWEEN AIRCRAFT AND TRUCK AT THE MOMENT OF PARKING AT GATE5. THE AREA IN QUESTION HAS BEEN PAINTED AND CROSS CHECKED WITH MARKINGS TO DELINEATE A "KEEP CLEAR" AREA TO PRECLUDE FUTURE OCCURRENCES. 20000227039209A (-23) PILOT REPORTED LOSS OF POWER, GLIDED INTO TREES WITH ENGINE OUT. 20000228002959I SMOKE/FUMES IN CABIN, OIL DETECTED ON RIGHT ENGINE, RETURNED TO BNA, SHUTDOWN ENGINE AFTER LANDING. EVACUATED PAX (3) UTILIZING NORMAL EXIT DOOR ON TAXIWAY. OIL LEAK CAUSED BY PROP DOME SEAL FAILURE. REPLACED PROP ASSEMBLY AND AIRCRAFT FERRIED TO IND THE NEXT DAY. 20000228003609I ON FEBRUARY 28, 2000, N8830M RETURNED TO EAST KANSAS CITY AIRPORT AFTER COMPLETING AN INSTRUMENT CHECKRIDE AT KANSAS CITY DOWNTOWN AIRPORT (MKC) AND LANDING ON RUNAWAY 27 AT EAST KANSAS CITY AIRPORT (3GV) WITHOUT THE LANDING GEAR EXTENDED. DAMAGE TO THE PROPELLOR, LANDING GEAR DOOR, AND BELLY SKIN OF THE AIRCRAFT WAS NOTED. AFTER AN ADDITIONAL INSPECTION OF THE AIRCRAFT, THE LANDING GEAR MOTOR CIRCUIT BREAKER WAS FOUND DAMAGED. 20000228004549A ON FEBRUARY 29, 2000, AT 1030 HRS. (EST), A HUGHES 269 (TR55) HELICOPTER OWNED BY PASCO COUNTY MOSQUITO CONTROL AND OPERATED BY^PRIVACY DATA O^CRASHED HELICOPTER INTO THE GROUND DURING A PRACTICE AUTOROTATION ON AERIAL OBSERVATION FLIGHT. VFR FLIGHT CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PILOT RECEIVED NO INJURIES. THE PIC HOLDS A COMMERCIAL CERTIFICATE (ASEL/ WITH INSTRUMENT AND HELICOPTER RATINGS. THE FLIGHT ORIGINATED AT THE PASCO COUNTY MOSQUITO CONTROL, ODESSA, FLORIDA AT 0945 HRS. THE ACCIDENT WAS PILOT INDUCED BY THE PILOT MISMANAGING THE CONTROLS. (.4)ON FEBRUARY 28, 2000, AT ABOUT 1030 EASTERN STANDARD TIME, A HUGHES TH-55, N9518K, REGISTERED TO PASCO COUNTY MOSQUITO CONTROL, OPERATING AS A 14 CFR PART 91 TRAINING FLIGHT CRASHED DURING A TRAINING AUTOROTATION. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT REPORTED NO INJURIES. THE PILOT DEPARTED FROM A PRIVATE STATE HELIPORT ABOUT 30 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE WAS CONDUCTING AN AUTOROTATION WITH TUR N. HE STARTED HIS DECELERATION BETWEEN 75 TO 100 FEET. THE HELICOPTER WAS NOT SLOWING DOWN, HE APPLIED AFT CYCLIC AND THE HELICOPTER ENTERED INTO A VERTICAL RATE OF DESCENT. COLLECTIVE PITCH WAS INCREASED, THE HELICOPTER COLLIDED WITH THE GROUND IN A TAIL LOW ATTITUDE SEPARATING THE TAIL BOOM, AND ROLLED OVER ON ITS RIGHT SIDE. 20000228010309A (-23) DEPARTED ARTHUR DUNN AIRPORT (X21) TITUSVILLE, FL FOR SPACE COAST REGIONAL AIRPORT (TIX) TITUSVILLE, FL FOR THE PURPOSE OF REFUELING. AT ABOUT 3 MILES NORTHWEST OF TIX N441WA REPORTED ENGINE PROBLEMS AND REQUESTED A STRAIGHT-IN LANDING ON RUNWAY 15. TIX TOWER CLEARED THEM TO LAND. N441WA DID NOT MAKE IT TO THE RUNWAY AND CRASHED ABOUT 1000 FT SHORT. NO FUEL WAS FOUND FORWARD OF THE FIREWALL OF EITHER ENGINE. NO MORE THAN 1 PINT OF FUEL WAS FOUND IN ALL THE TANKS. 20000228011329A (-23) ON FEB. 28, 2000, AT 1500 LOCAL TIME, A CESSNA 150L, N717NC, REGISTERED TO NASWORTHY CORPORATION, COLLIDED WITH THE BERM APPROX. 1000 FEET FROM RUNWAY 36 THRESHOLD AND APPROX. 60 FEET LEFT OF RUNWAY CENTER LINE AT PILOT COUNTRY AIRPORT(X05) WHILE ON A PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WAS NOT FILED. THE A/C WAS DESTROYED AND THE PIC HAD MINOR INJURIES AND THE PASSENGER SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED AT ZEPHYRILLIS MUNI AIRPORT (ZPH) AT 1300 LOCAL TIME. (.4)ON FEBRUARY 28, 2000, AT ABOUT 1512 EASTERN STANDARD TIME, A CESSNA 150L, N717NC, REGISTERED TO NOSWORTHY CORPORATION, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT, CRASHED ON APPROACH TO LANDING AT PILOT COUNTRY AIRPORT (X05), BROOKSVILLE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT REPORTED MINOR INJURES. THE PRIVATE PILOT PASSENGER SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM PILOT COUNTRY AIRPORT ABOUT 5 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE HAD LANDED AT X05 AND TAX IED BACK FOR TAKEOFF. HE REMAINED IN LEFT CLOSED TRAFFIC FOR RUNWAY 36. UPON REACHING HIS ABEAM POINT FOR HIS INTENDED POINT OF LANDING, HE APPLIED CARBURETOR HEAT, REDUCED POWER, TURNED LEFT BASE, APPLIED FLAPS 40 DEGREES, AND PUSHED THE THROTTLE IN TO CLEAR THE ENGINE. THE ENGINE DID NOT CLEAR. HE ADDED POWER WITH NO RESPONSE. HE PUSHED THE THROTTLE ALL THE WAY IN WITH NEGATIVE RESULTS, TURNED FINAL AND LINED UP SO AS TO LAND OVER THE LOWEST PART OF AN EARTH BERM RUNNING PERPENDICULAR TO THE END OF THE RUNWAY. HE LINED UP WITH A GRASS STRIP ALONGSIDE THE RUNWAY FLYING JUST ABOVE STALL SPEED. HE REALIZED THE BERM WAS COMING CLOSER. HE APPLIED AFT PRESSURE ON THE CONTROL YOKE AND HIT THE BERM WITH ALL 3 LANDING GEAR, AND THE AIRPLANE CAME TO REST INVERTED. EXAMINATION OF THE AIRPLANE WRECKAGE REVEALED THE CARBURETOR HEAT WAS FOUND IN THE OFF POSITION. DAMAGE AT THE BOTTOM OF THE CARBURETOR AIR BOX REVEALED THAT THE AIR VALVE WAS IN THE OPEN POSITION, NO CARBURETOR HEAT APPLIED. EXAMINATION OF THE ENGINE REVEALED NO MECHANICAL REASON FOR THE ENGINE FAILING TO MAINTAIN POWER. FOR ADDITIONAL INFORMATION SEE FAA INSPECTOR STATEMENT AND CONTINENTAL MOTORS ACCIDENT INVESTIGATION REPORT. THE ENGINE ASSEMBLY WAS REMOVED AND TRANSPORTED TO CERTIFIED ENGINES UNLIMITED, INC., AN AUTHORIZED FAA APPROVED REPAIR STATION. THE ENGINE WAS PLACED IN A TEST CELL. THE ENGINE DEVELOPED RATED POWER AND ACHIEVED TAKEOFF POWER. REVIEW OF THE PROBABILITY CARBURETOR ICING CHART REVEALED THE ENGINE WOULD ENCOUNTER SERIOUS ICING AT DESCENT POWER BASED ON THE WEATHER OBSERVATION AT THE TIME OF THE ACCIDENT. 20000228012609A (-23) LOCAL VFR FLIGHT FROM MOR TO GKT. ENROUTE THE ENGINE BEGAN TO RUN ROUGH, AND STOPPED SEVERAL TIMES. PILOT WAS ABLE TO RESTART BUT IN THE PROCESS HE CONTINUED TO LOSE ALTITUDE THEN THE ENGINE LOST POWER AGAIN AND DID NO T HAVE ENOUGH ALTITUDE TO ATTEMPT A RESTART. MADE AN OFF AIRPORT LANDING IN A GROVE OF TREES. (.4) ON FEBRUARY 28, 2000, ABOUT 1750 CENTRAL STANDARD TIME, A CESSNA 150H, N6753S, REGISTERED TO AND OPERATED BY A PRIVATE OWNER, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED IN DANDRIDGE, TENNESSEE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE, AND THE STUDENT PILOT RECEIVED SERIOUS INJURIES. THE FLIGHT ORIGINATED IN MORRISTOWN, TENNESSEE, THE SAME DAY, ABOUT 1730. THE STUDENT PILOT STATED THAT HE WAS EN ROUTE TO SEVIERVILLE, TENNESSEE, AND THE AIRPLANE'S ENGINE HAD BEEN OPERATING ROUGHLY, AND HAD SPUTTERED A FEW TIMES. THE STUDENT FURTHER STATED THAT BECAUSE OF THE ENGINE PROBLEMS HE WAS HAVING, HE DECIDED TO LAND THE AIRPLANE AT HIS PRIVATE LANDING STRIP, WHERE HE COULD HAVE HIS MECHANIC WORK ON THE ENGINE. AS HE WAS MANEUVERING TO LA ND, HE SAID THE ENGINE SPUTTERED AGAIN, SO HE PULLED THE PRIMER OUT AND PUSHED IT BACK IN AND IT RAN A LITTLE, BUT KNEW HE WAS NOT GOING TO MAKE IT TO THE LANDING STRIP, SO HE COMMITTED HIMSELF TO LANDING IN THE TREES. HE SAID HE STALLED THE AIRPLANE AT TREETOP LEVEL, PUTTING IT INTO THE TREES, EMPENNAGE FIRST. THE EMPENNAGE SEPARATED FROM THE REMAINDER OF THE AIRPLANE, AND THE AIRPLANE FELL NOSE FIRST, AND CAME TO REST AT THE BASE OF THE TREES. THE STUDENT SAID HE THEN DISCONNECTED HIS SEATBELT, EXITED THE AIRPLANE, AND WALKED TO THE ROAD FOR HELP. POSTCRASH EXAMINATION OF THE AIRCRAFT BY FAA INSPECTORS REVEALED THAT THE FUEL IN THE GASCOLATOR WAS CLOUDY, ORANGE IN COLOR, AND CONTAINED A SMALL AMOUNT OF WATER. THE INSPECTORS FURTHER STATED THAT THEY ALSO FOUND CORROSION, AS WELL AS SEDIMENT THAT APPEARED TO BE FUEL TANK SEALANT, IN THE GASCOLATOR BOWL. IN ADDITION, THEY SAID THAT WHEN THEY REMOVED THE FUSELAGE FUEL DRAIN, ALMOST PURE WATER CAME OUT OF THE DRAIN. FAA RECORDS INDICATE THAT THE STUDENT HELD A STUDENT PILOT CERTIFICATE THAT WAS ISSUED ON AUGUST 18, 1997. THE STUDENT DID NOT PRODUCE ANY RECORDS TO INDICATE THAT HE HAD CURRENT TRAINING ENDORSEMENTS AT THE TIME OF THE ACCIDENT. THE NTSB DID NOT RECEIVE AN NTSB PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT FROM THE PILOT. 20000228013249A (-23) N53HS WAS OBSERVED APPROACHING FROM THE NORTH LOW LEVEL AT A HIGH RATE OF SPEED. TURNED RIGHT TO WHERE WINGS WERE VERTICAL AND DESCENDED INTO TREES. WITNESSES SAY THE A/C WAS OPERATING NORMALLY. THERE WAS NO FIRE. 20000228017099I (-23) SEE ATTACHED CC-MAIL MESSAGE DATED 02/29/2000 AT 11:11 AM AND ATTACHMENT TWO. 20000228023379I (-23)ON LDG SAW 3 DEER ON RUNWAY. TOOK EVASIVE ACTION & PROP STRUCK LAST DEER. ONE PROP BLADE SMALL CHIP & BEND. PILOT AND 2 PASSENGERS NO INJURIES. DEER DESTROYED BY A SHERIFF'S DEPUTY. 20000228029669I (-23)^PRIVACY DATA ^JUMPED FROM AN AIRCRAFT. DURING DESCENT, HE PULLED HIS MAIN PARACHUTE RIPCORD. THE PARACHUTE STREAMED OUT. HE ATTEMPED TO CUT AWAY FROM HIS MAIN PARACHUTE AND PULLED HIS RESERVE. IT BECAME ENTANGLED IN THE MAIN WHICH HAD NOT RELEASED. HE IMPACTED THE GROUND AND DIED FROM IMPACT. EXAMINATION OF THE MAIN PARACHUTE SHOWED THAT IT WAS STILL ATTACHED BY THE RAISERS/HARNESS DUE TO A NO.8 A/B LINE SET HAVING BEEN SNAGGED THE GROMMET ON THE PACK TRAY CLOSING LOOP TAB. FURTHER INSPECTION OF ALL GROMMETS IN THE HARNESS AND CONTAINER SYSTEM WERE PROPERLY SET. CAUSE WAS INTERACTION OF A VERY SMALL (THIN) MICROLINE (500LB SPECTRA) AND THE GROMMET IN THE MAIN PACK CLOSURE TAB. THIS CAUSED THE INITIAL MALFUNCTION AND PREVENTED A RELEASE OF THE MAIN CANOPY ENTANGLING THE RESERVE PARACHUTE. APF SERVICE BULLETIN NO.APF981001-A WAS ISSUED BY THE AUSTRALIAN PARACHUTE FEDERATION THAT ADDRESSES THIS GROMMET/LINE PROBLEM. THE U.S. PARACHUTE FERDERATION SHOULD INCORPORATE THE SAME. 20000229000839I INSPECTED ACCIDENT SITE ON 3-1-00 AT APPROXIMATELY 1500. AW INSPECTOR GLJ INSPECTED ENGINE OIL SUPPLY AND NOTED NO OIL ON THE DIP STICK. THE DIP STICK WAS SECURED IN PLACE. INSPECTED OIL LINE. THE OIL RETURN LINE "B" NUT ON THE OUTLET SIDE OF THE OIL COOLER WAS FINGER TIGHT. EXAMINED THE OIL LEAKAGE PATTERN FROM OIL COOLER LINE TO ENGINE BAY AND THE LEAKAGE PATTERN ON THE BOTTOM OF THE AIRCRAFT. EXAMINATION REVEALED A SLOW OIL LEAK. IT APPEARS THAT THIS MAY BE THE SOURCE OF THE LOSS OF ENGINE OIL, WHICH LEAD TO ENGINE FAILURE. 20000229002369I (-23) THE PILOT INDICATED HE WAS GOING TOUCH AND GO'S AT THE BLACKWELL TONKAWA AIRPORT, LANDING ON RUNWAY 17 WITH THE WINDS 20 MPH GUSTING TO 32 AT 160 ON LANDING. HE FELT THE NOSE SETTLING TOO FAR, HE PULLED BACK ON THE ELEVATOR AND THE NOSE GEAR LOCKED INTO PLACE AND MADE A NORMAL LANDING. THE PROP HIT THE RUNWAY AND BENT ALL 3 BLADES. THE PILOT INDICATED HE DIDN'T REMEMBER LOOKING FOR 3 GREEN LIGHTS FOR GEAR DOWN. THE PILOT SUSPECTS HE JUST DIDN'T GIVE THE GEAR ENOUGH TIME TO FULLY EXTEND. THE ONLY DAMAGE TO THE AIRCRAFT WS THE BENT PROP BLADES. 20000229003379I PILOT WAS LANDING ON RUNWAY 26 AT CROSSVILLE, TN (CSV) IN A CROSSWIND. AT THE TIME OF LANDING THE WINDS WERE REPORTED AS 190 DEGREES AT 08, KNOTS, WITH GUSTS TO 16 KNOTS. DURING THE ATTEMPTED LANDING, AT ABOUT 800 FEET PAST THE APPROACH END OF THE APPROACH END OF THE RUNWAY, THE RIGHT (DOWNWIND) WING TIP CONTACTED THE RUNWAY SURFACE. AFTER THE WING TIP STRIKE, THE PILOT ATTEMPTED TO RECOVER THE LANDING, AND ALLOWED THE NOSE TO PITCH DOWN AND THE PROPELLER STRUCK THE GROUND, DAMAGING BOTH BLADES. 20000229003549I ON FEBRUARY 29, 2000, AT APPROXIMATELY 1215 HOURS PACIFIC DAYLIGHT TIME, CESSNA C182RG, N3644C, AMDE A GEAR UP LANDING AT CORONA AIRPORT, CORONA, CALIFORNIA. THE AIRPLEAN WHICH WAS OWNED AND OPERATED BY THE PILOT SUSTAINED MINOR DAMAGE. THE PRIVATE PILOT, THE SOLE OCCUUPANT, SUSTAINED NO INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91 FO THE FEDERAL AVIATION REGULATIONS. THE FLIGHT ORIGINATED FROM THE CORONA, CALIFORNIA, AIRPORT AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE DEPARTED CORONA AIRPORT AT APPROXIMATELY 1210 HOURS PACIFIC DAYLIGHT TIME, AND WAS PLANNING TO MAKE THREE COMPLETE TAKEOFFS AND LANDINGS FOR PRACTICE PURPOSES. ON HIS FIRST LANDING, WHILE TURNING DOWNWIND AND LINING UP WITH THE RUNWAY, HE WAS LISTENING OT OTHER TRAFFIC IN THE PATTERN AND ADMITTED THAT EVEN THOUGH HE HERD THE AUDIBLE GEAR WARNING HE FORGOT TO LOWER THE LANDING GEAR. WHEN ASKED, THE PILOT SAID VISIBILITY WAS 10 TO 15 MILES WITH WINDS OUT OF THE WEST APPROXIMATELY 5 TO 10 KNOTS. 20000229010739A (-23) ON 02/29/2000, AT 1825 LOCAL, CESSNA 152, N48821, OWNED BY AND REGISTERED TO MR. ANTONY W. HODGE OF HURST, TEXAS, AND OPERATED BY A STUDENT PILOT ON A SOLO FLIGHT, LEFT THE RUNWAY AND CRASHED INTO TREES AND RAILROAD TRACK AFTER TOUCHDOWN WHILE PREFORMING TOUCH AND GO LANDINGS AT HICKS FIELD (T67), FORT WORTH, TEXAS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT HICKS FILED, FORTH WORTH, TEXAS, AT APPROXIMATELY 1825 HOURS LOCAL. 20000229014359A (.4) APPROXIMATELY 35 MINUTES IN TO THE FLIGHT, THE PILOT EXPERIENCED A LOSS OF PROPELLER THRUST. THE PILOT STATED THAT HE HEARD A LOUD 'BANG' FROM THE ENGINE COMPARTMENT AND EXPERIENCED LOSS OF THRUST. THE PILOT SAID THAT THE ENGINE TACHOMETER WENT TO REDLINE, AND THE PROPELLER RPM DECREASED. THE PILOT SAID , CHANGING THE ENGINE RPM DID NOT CHANGE THE PROPELLER RPM. THE PILOT DECLARED AN EMERGENCY AND STARTED AN EMERGENCY DESCENT FOR A LANDING ON RUNWAY 27. AS THE PILOT MANEUVERED THE AIRPLANE ON THE FINAL APPROACH, HE CLEARED A STAND OF TREES ON THE FINAL APPROACH TO RUNWAY 27. WHILE ON SHORT FINAL TO LAND, THE AIRPLANE INITIALLY COLLIDED WITH THE GROUND SHORT OF THE RUNWAY SURFACE AND SUBSEQUENTLY CAME TO REST ON A TAXIWAY. THE EXAMINATION OF THE WRECKAGE REVEALED THAT THE REX FLEX COUPLING ASSEMBLY HAD FAILED AND THAT THREE OUT OF THE SIX REX BOLTS HAD ALSO FAILED. THE PILOT STATED THAT THE FLEXIDYNE DRIVE SHAFT WAS DESIGNED FOR A 100 HORSE-POWER ENGINE. THE PILOT/BUILDER STATED THAT HE INSTALLED A 150 HORSE POWER ENGINE ON THE AIRPLANE. 20000229014759I (-23) PIC STATED THAT WHILE LANDING, (ABOUT 10 FEET FROM GROUND) THE TRANSMISSION BROKE. ONCE THE AIRCRAFT WAS ON THE GROUND, IT WAS FROKEN UP. THE TRANSMISSION HAS NOT BEEN TORN DOWN AS OF THIS DATE-4/10/00. 20000229020239I (-23)PILOT IN COMMAND BRIEFED, AND FLEW WAKE AVOIDANCE PROCEDURES BEHIND A B757. HE WAS FOLLOWING TO RWY 26 AT IAH. ATC'S INPUT INDICATED HE WAS NEVER CLOSER THAN 4.5 NM FROM PRECEDING AIRCRAFT. HE BRIEFED THE FO THAT HE WAS GOING TO LAND BEYOND THE B757'S LANDING POINT. HE INDICATED IN HIS RESPONCE TO 7100 FEET. THE PILOT ENTERED REMARK IN MAINTENANCE LOG THAT HE COULD NOT STOP SAFELY OR MAKE THE LAST HIGH SPEED EXIT FROM RWY 26. THE AIRCRAFT RAN OFF THE END OF RWY 26 THROUGH SOME CONSTRUCTION BARRICADES, SANDBAGS AND CAME TO STOP ON THE CLOSED PORTION OF THE RUNWAY. A SUPER TUG WAS USE TO TOW THE AIRCRAFT BACK TO THE GATE. FAA APM MADE CALA AND CREW AWARE NOT TO CONTINUE 14 CFR 121 OPERATIONS WITH THIS CREW UNTIL 44709 RIDE WAS ADMINISTERED WHICH WAS DONE 03-19-2000. ^PRIVACY DATA OMITTED^ 20000301001339I (-23) ON A PLEASURE FLIGHT SALINA, KS TO MARYSVILLE, KS, PILOT NEGLECTED TO EXTEND THE LANDING GEAR PRIOR TO LANDING. THE AIRCRAFT SKIDDED 525 FEET DOWN THE RUNWAY AND OFF ONTO THE GRASS. THERE WERE NO INJURIES AND THE AIRCRAFT SUSTAINED DAMAGE TO THE PROPELLER AND LOWER FUSELAGE. 20000301002119I (-23) ON TAKEOFF FROM HNL RUNWAY, THE AIRCRAFT LOST THE LEFT HAND SIDE BAGGAGE DOOR, STRIKING THE RIGHT HAND SIDE WINDSHIELD. AIRCRAFT RETURNED BACK TO THE RUNWAY WITH IT'S WINDSHIELD TOTALLY DEMOLISHED. UPON RECOVERY OF THE BAGGAGE DOOR, A CLOSER LOOK AT THE DOOR LATCHES REVEALED THAT THEY WERE EXCESSIVELY WORN BEYOND LIMITS. SECURITY OF THESE BAGGAGE DOORS ARE ACCOMPLISHED WITH THESE LATCHES AND DZUS FASTNER THAT WAS NOT RECOVERED DURING THE INVESTIGATION. 20000301002289I (-23) APPROACH AND LANDING TO FALLBROOK AIRPORT, RUNWAY 18, WAS UNEVENTFUL. WINDS WERE OUT OF THE WEST-SOUTHWEST AT APPROXIMATELY 15 KNOTS. AFTER TOUCHDOWN AND PASSING A BUILDING IN CLOSE PROXIMITY TO THE RUNWAY, THE PILOT ENCOUNTERED GUSTY WINDS CAUSING HIM TO LOSE CONTROL AND TAKE IMMEDIATE ACTION ON THE FLIGHT CONTROLS AND BRAKES. ALTHOUGH, IT RESULTED IN A PROP STRIKE AND SUDDEN STOPPAGE OF THE ENGINE, THE AIRCRAFT NEVER LEFT THE RUNWAY. FALLBROOK IS THE HOME BASE FOR THIS PILOT. WITH THESE CIRCUMSTANCES, IT HAS BEEN DETERMINED THAT PILOT COMPETENCY WAS NOT A FACTOR IN THIS INCIDENT. 20000301002359I (-23) MR. CORRADO HOLDER OF PRIVATED PILOT CERTIFICATE NO 542544327, ACTED AS PILOT IN COMMAND OF CESSNA 180, N7521K, ON A VFR FLIGHT FROM DEMMING, NEW MEXICO TO SAN ANGELO, TEXAS, ON MARCH 1, 2000. AFTER LANDING, AND DURING ROLLOUT AT MATHIS AIRPORT, SAN ANGELO, TX, A WIND GUST RAISED THE RIGHT WING OF CESSNA N7521K. THE LEFT WING TIP CONTACTED THE RUNWAY BEFORE MR. CORRADO COULD REGAIN CONTROL OF THE AIRCRAFT. THERE WAS MINOR DAMAGE TO THE AIRCRAFT AND NO INJURIES TO MR. CORRADO OR HIS PASSENGER. SAN ANGELO, FSS REPORTED: VFR CONDITIONS WITH WINDS VARIABLE FROM 090 DEGREES TO 110 DEGREES AT 18 KNOTS. 20000301009109A (-23) A/C EXPERIENCED ELECTRICAL SYSTEM FAILURE AFTER DEPARTURE FROM SANTA MARIA, CA, FOR FRESNO, CA. PILOT NOTICED THAT AUTO PILOT WOULD NOT REMAIN ENGAGED AND THAT RADIO COMMUNICATIONS WERE BECOMING INTERMITTENT. THE PILOT NOW OBSERVED THE AMP METER TO BE DISCHARGING. THE PILOT ELECTED TO LAND AT HARRIS RANCH, CA. INITAL LANDING GEAR EXTENSIONS WAS BY NORMAL SYSTEM, BUT FAILED TO PRODUCE A SAFE DOWN INDICATION. THE PILOT NOW INITIATED THE EMERGENCY LANDING GEAR EXTENSION PROCEDURES, THOUGHT THAT THE GEAR WAS DOWN, BUT STILL DID NOT HAVE A SAFE DOWN INDICATION, ASSUMED TO BE DUE TO LOSS OF ELECTRICAL POWER. ON TOUCH DOWN THE NOSE GEAR AND THE LEFT MAIN GEAR COLLAPSED DAMAGING THE LEFT WING. (.4) ON MARCH 1, 2000, AT 1555 HOURS PACIFIC STANDARD TIME, A PIPER PA-32R-301T, N8170S, LOST ELECTRICAL POWER AND MADE A PRECAUTIONARY LANDING AT THE HARRIS RANCH AIRPORT, COALINGA, CALIFORNIA. THE AIRPLANE, OPERATED UNDER 14 CFR PART 91 BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE AFTER THE GEAR COLLAPSED AND THE LEFT WING IMPACTED A RUNWAY LIGHT AS IT VEERED OFF RUNWAY 30. THE PRIVATE PILOT/OWNER, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT HAD DEPARTED FROM THE SANTA MARIA, CALIFORNIA AIRPORT AT 1500, AND WAS SCHEDULED TO TERMINATE AT THE FRESNO YOSEMITE AIRPORT, FRESNO, CALIFORNIA, ON THE DAY OF THE ACCIDENT. IN A TELEPHONE INTERVIEW WITH AN INVESTIGATOR FROM THE SAFETY BOARD, THE PILOT INDICATED THAT THE AIRPLANE HAD RECEIVED A NEW PAINT JOB IN DECEMBER 1999 AT SANTA MARIA, AND THE PURPOSE OF THE FLIGHT WAS TO RETURN THE AIRPLANE BACK TO ITS HOME BASE. HE STATED THAT HE CONDUCTED A THOROUGH PREFLIGHT. THERE WERE NO DISCREPANCIES NOTED WITH THE RUN-UP, AND ALL OF THE ENGINE G NGES WERE IN THE GREEN, INCLUDING THE ELECTRICAL SYSTEM. AFTER TAKEOFF AND A CLIMB TO 10,500 FEET, HE ENGAGED THE AUTOPILOT. THE PILOT REPORTED THAT THE AIRPLANE PITCHED UP AND HE DISENGAGED THE AUTOPILOT. HE MADE AN UNSUCCESSFUL ATTEMPT TO RE-ENGAGE THE AUTOPILOT, ANC SIMULTANEOUSLY HEARD CRACKLING OVER THE SPEAKER, WHICH HE NOTED WAS NOT SELECTED ON THE AUDIO PANEL. HE STATED THAT LOS ANGELES CENTER REPORTED TO HIM THAT THEY HAD LOST HIS TRANSPONDER CODE. THE PILOT REPORTED THAT THE AMMETER WAS NOW INDICATING ZERO. HE ATTEMPTED TO CONTACT LOS ANGELES CENTER; HOWEVER, THE RADIO TRANSMISSION WAS FUZZY, LIKE HE HAD LOST CONTACT. ACCORDING TO THE RADIO COMMUNICATIONS TRANSCRIPT PROVIDED BY LOS ANGELES AIR ROUTE TRAFFIC CONTROL CENTER, RADIO AND RADAR CONTACT WAS LOST AT 1528. THE PILOT REPORTED THAT HE SHUT ALL ELECTRICAL ITEMS DOWN AND DECIDED TO MAKE A PRECAUTIONARY LANDING AT HARRIS RANCH. PRIOR TO LOWERING THE LANDING GEAR, HE SLOWED THE AIRPLANE DOWN TO 125 KNOTS. THEN HE LOWERED THE GEAR NORMALLY WITH THE AUTOMATIC SWITCH, AND FELT THE GEAR GO DOWN. HE STATED THAT BECAUSE OF THE ELECTRICAL FAILURE, THERE WERE NO LANDING GEAR INDICATOR LIGHTS. HE CONDUCTED THE EMERGENCY LANDING GEAR EXTENSION CHECKLIST, WHICH INCLUDED SLOWING THE AIRPLAME DOWN TO 92 KNOTS, ENGAGING THE EMERGENCY MANUAL GEAR EXTENSION HANDLE, AND FISHTAILING THE AIRPLANE TO GET THE LANDING GEAR DOWN AND IN A LOCKED POSTION. APPROX. 10 MILES FROM HARRIS RANCH, THE PILOT NOTED THAT HIS AIRSPEED AND POWER WERE CONSISTENT WITH WHAT HE HISTORICALLY ASSOCIATED WITH THE GEAR BEING IN THE DOWN POSITION. A 20000301043229A (-23) ON MARCH 1, 2000, AT APPROXIMATELY 1900 HOURS, CST, WHILE AT CRUISE ALTITUDE OF 6500 FEET, THE ENGINE LOST POWER AND QUIT. THE PILOT NOTIFIED ATC AND RECEIVED VECTORS TO MACOMB MUNICIPAL AIRPORT, MACOMB, IL. THE AIRCRAFT LANDED IN A FIELD APPROXIMATELY ONE QUARTER MILE FROM THE AIRPORT, DAMAGING THE NOSE GEAR, LOWER CENTER SECTION OF THE FUSELAGE AND RIGHT WING TIP. THE PILOT WAS NOT INJURED; HOWEVER, THE PASSENGER SUFFERED A BROKEN RING FINGER OF THE LEFT HAND. THE ENGINE WAS INSPECTED AT THE ACCIDENT SITE, WHICH REVEALED A HOLE IN THE LEFT CASE ONE INCH OUTBOARD OF THE CENTER FLANGE ON THE CENTERLINE OF THE AFT CYLINDER. THE ENGINE COULD NOT BE TURNED WITHOUT EXTREME EFFORT. THE ENGINE IS TO BE TORN DOWN FOR ANALYSIS AT A LATER DATE AND A FOLLOW-UP REPORT WILL BE SUBMITTED. 20000301043739A (-23) PILOT DEPARTED HIS HOME BASE AIRPORT ON A VFR FLIGHT TO HAZLETON, PA (HZL). THE PILOT MADE THE APPROACH TO RUNWAY 10 AT THE HAZLETON AIRPORT AND LANDED IN A CROSSWIND. UPON LANDING THE PILOT LOST CONTROL OF THE AIRCRAFT AND RAN OFF THE RUNWAY INTO A DITCH, DAMAGING THE AIRCRAFT. DAMAGE WAS LIMITED TO THE NOSE WHEEL, ENGINE MOUNT AND LEFT WING. 20000302000809I ON MARCH 3, 2000, AT APPROXIMATELY 0750E, A REGISTERED PA-32, N84500, RETURNED AND LANDED ON RUNWAY 24 DUE TO A TRIM PROBLEM. THE TRIM CABLE WAS NEW AND STILL STIFF AND HAD COME OFF OF THE TRIM DRUM. THE TRIM CABLE WAS REINSTALLED ON THE DRUM AND WORKED BACK AND FORTH TO REMOVE THE STIFFNESS. THE AIRCRAFT WAS NOT DAMAGED. THE AIRCRAFT REPAIRES WERE MADE BY NORTH COAST AIR AND TESTED OK AFTER THE REPAIR. 20000302001769I (-23) UNITED AIRLINES FLIGHT 998 ENROUTE FROM SAN FRANCISCO, CA TO BOSTON, MA DIVERTED TO OMAHA, NE DUE TO AN ELECTRICAL BURN SMELL DURING THE FLIGHT. CONTRACT MAINTENANCE TRACED THE SMELL TO SEAT 10C, VDU WITH DEFECTIVE WIRING TO THE MONITOR ASSEMBLY AND ELECTRONIC BOX. MAINTENANCE REMOVED ELECTRONIC BOX, SECURED THE WIRING AND DEFERRED THE ITEM IN THE MAINTENANCE RECORDS. 20000302015399I (-5) AIRCRAFT MOVED FROM CHALKS WHILE PILOT & PASSENGER WERE LOOKING AROUND THE COCKPIT, PROPELLER CUT THE TAIL SECTION OF #2 AIRCRAFT (TOMAHAWK) 20000302021439I (-5) PILOT STATES ON ROLL-OUT, AFTER LANDING, HE INADVERTENTLY RETRACTED THE LANDING GEAR INSTEAD OF THE FLAPS. 20000302036109A (-23) THE PILOT FAILED TO PROPERLY PLAN HIS CROSS COUNTRY FLIGHT. HE DID NOT ACCURATELY COMPUTE TIME AND DISTANCE FOR THE FUEL ON BOARD. HE FAILED TO VERIFY THE QUANTITY ON BOARD, RESULTING IN FUEL EXHAUSTION PRIOR TO ARRIVING AT THE INTENDED DESTINATION. 20000303002059I (-23) ON MARCH 3, 2000, AT 2245 LOCAL TIME, A GULFSTREAM AEROCOMMANDER 695, N357ST, REGISTERED TO SEMINOLE TRIBE OF FLORIDA, LANDED HARD ON RUNWAY 17 COLLAPSING THE NOSE GEAR AT ALBERT WHITTED AIRPORT (SPG), ST. PETERSBURG, FLORIDA, WHILE ON A PERSONAL FLIGHT. VISUAL METEOROLOGIAL CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WS NOT FILED. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE PIC DID NOT SUSTAIN ANY INJURIES. THE FLIGHT ORIGINATED AT BIG CYPRESS AIRFIELD (59FD), HOLLYWOOD, FLORIDA ON MARCH 3, 2000 AT 2200 LOCAL TIME. 20000303003399I #2 ENGINE FAILED AFTER TAKEOFF. MAINTENANCE FOUND #2 TURBINE FAILED, ALSO FOUND RT. HORIZONTAL STABILIZER LEADING EDGE HAD PUNCTURE. MAINTENANCE R&R ENGINE AND LEADING ADGE. FAILURE WAS CONTAINED, ALL FAILED PARTS WENT OUT TAILPIPE. CLOSED. 20000303012769A (-23)NO NARRATIVE 20000303013839A (-23) UNKNOWN CAUSATION. (2) WITNESS SAID THAT THEY OBSERVED AIRCRAFT APPROX 80' ABOVE, THE WINGS WAGGED A BIT, THEY LOOKED AWAY AND THEN THEY HEARD A LOUD THUD. ENGINE WAS RUNNING. (.4) ON MARCH 3, 2000, AT 1720 EASTERN STANDARD TIME, AN UNREGISTERED EXPERIMENTAL AIRPLANE, COLLIDED WITH THE GROUND WHILE ATTEMPTING A LANDING ON RUNWAY 27 AT REDDER AIRPORT IN MANATEE, FLORIDA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE PRIVATE PILOT RECEIVED FATAL INJURIES. THE FLIGHT DEPARTED MANATEE, FLORIDA, AT AN UNDETERMINED TIME. ACCORDING TO WITNESSES AT THE ACCIDENT SITE, THE AIRPLANE WAS ABOUT 80 FEET ABOVE THE RUNWAY, ON FINAL APPROACH TO LAND, WHEN IT SUDDENLY NOSED INTO THE GROUND. BOTH WITNESSES REPORTED THAT THE ENGINE APPEARED TO HAVE BEEN OPERATING AT FULL POWER PRIOR TO IMPACT. ON MARCH 4, 2000, THE POSTMORTEM EXAMINATION ON THE PILOT WAS PERFORMED BY ^PRIVACY DATA OMITTED^ AT THE DISTRICT TWELVE MEDICAL EXAMINER, SARASOTA, FLORIDA. THE TOXICOLOGY REPORT INDICATED THAT PROPOXYPHENE, A PRESCRIPTION NATCOTIC PAINKILLER OFTEN KNOWN BY THE TRADE NAME CARVON, AND NORPOROXYPHENE, A METABOLITE OF PROPOXYPHENE, WERE FOUND IN THE PILOT'S BLOOD AND URINE. PROPOXYPHENE IS KNOWN TO IMPAIR COGNITIVE PERFORMANCE, WITH SOME PERFORMANCE MEASURES DEMONSTRATING INPAIRMENT AS LONG AS 36 HOURS AFTER INGESTION. THE TOXICOLOGY REPORT INDICATES THE DETECTION OF AMITRIPTYLINE, A PRESCRIPTION ANTIDEPRESSANT AND ITS ACTIVE METABOLITE NORTRIPTYLENE, IN THE BLOOD AND URINE. AMITRIPYLINE IS ONE OF THE MOST SEDATING OF THE ANTIDEPRESSANTS. A HIGH LEVEL OF DIPHENHYDRAMINE, AN OVER-THE-COUNTER SEDATING ANTIHISTAMINE, WAS ALSO DETECTED IN THE PILOT'S BLOOD. IN THERAPEUTIC DOSES, THE MEDICATION COMMONLY RESULTS IN DROWSINESS, AND HAS MEASURABLE EFFECTS ON PERFORMANCE OF COMPLEX COGNITIVE AND MOTOR TASKS. THE LEVEL DETECTED IS CONSISTENT WITH THE INGESTION OF A HIGHER-THAN-NORMAL DOSE OF THE MEDICATION, OR OF THE MEDICATION USE. THE FAA DOES NOT REGULATE THE USE OF ANY SPECIFIC PRE SCRIPTION OF OVER-THE-COUNTER MEDICATIONS BY PILOTS, THOUGH THE FARS DO STATE THE (SEC. 91.17): "NO PERSON MAY ACT OR ATTEMPT TO ACT AS A CREWMEMBER OF A CIVIL AIRCRAFT...WHILE USING ANY DRUG THAT AFFECTS THE PERSON'S FACULTIES IN ANY WAY CONTRARY TO SAFETY...' THE PILOT HAD NO CURRENT FAA MEDICAL CERTIFICATE. THE PILOT'S MEDICAL HISTORY WAS NOT ACQUIRED FOR EXAMINATION. 20000303018649I (-23)LETTER FROM PILOT TO FAA INSPECTOR: ON MARCH 3RD I HAD A HARD LANDING WIHT MY PLNE RESULTING IN A BORKEN FORK FO MY NOSE GEAR. ONLY ONE SIDE BROKE AT FIRST, THEN OTHER SIDE GAVE WAY SENDING THE WHEEL SAILING PAST THE PLANE AND LANDING ON THE GRASS NEXT TO THE RUNWAY. AFTER STUDYING THE BROKEN PARTS, IT WAS QUITE APPARENT THT HTERE WAS A HAIR CRACK THT HAS STARTED PREVIOUSLY, POSSIBLY WHEN I WAS AT MAXIMUM FROM SEAT LOAD WITH TWO PEOPLE. I HAVE ON ORDER, NEW LANDING GEAR THAT WILL MAKE MY NOSE WHEEL ASSEMBLY MUCH STRONGER. 20000303021189I (-5) WHILE ON APPROACH TO JOHN WAYNE /ORANGE COUNTY AIRPORT, IN STORMY WEATHER, THE CREW NOTICED A "TRAILING EDGE" LIGHT CAME ON AT FLAPS 5 DEGREES. DUE TO THE WEATHER AND WORKLOAD, THE CAPTAIN ELECTED TO FLY THE AIRCRAFT AND HANDLE COMMUNICATIONS WHILE THE FIRST OFFICER DEALT WITH THE FLAP PROBLEM. THE F/O RESOLVED THE PROBLEM AND THE AIRCRAFT LANDED WITH NORMAL FLAPS ON A WET RUNWAY. DURING LANDING ROLLOUT A MAIN GEAR TIRE BLEW OUT. 20000303023229I (-23)THE AIRPLANE ON RUNWAY 30 AT OWA. REPORTED WINDS WERE 200 AT 10 KTS. AIRMAN REPORTS PUTTING THE LEFT WHEEL DOWN ON THE RUNWAY AND THEN THE RIGHT WHEEEL. AT THAT POINT, THE LEFT WING CAME UP AND THE AIRPLANE WENT FORWARD ONTO THE PROP AND RIGH WING. BOTH TIPS OF THE PROP WERE BENT. THE RIGHT WING TIP WAS SCRAPED. 20000304001399I (-23) PIC WAS TAXIING FROM THE HILO TRANSIENT RAMP TO THE HILO COMMERCIAL RAMP TO DROP OFF PAXS. HE WAS FOCUSING ON ANOTHER AIRCRAFT ON HIS RIGHT WING, WAS DISTRACTED, AND FAILED TO SEE A TRANSIENT RAMP WARNING SIGN (HILO RAMP SIGN). HE STRUCK THE SIGN WITH THE OUTBOARD LEFT WING LEADING EDGE. THE SURFACE DAMAGE IS ABOUT 1 1/1 - 2 FEET FROM THE WING TIP. THE SHEETMETAL DAMAGE WAS A 6-8 INCH DENT, A 2-3 INCH CRACK, AND THE UPPER OUTBOARD WING SKIN SURFACE WRINKLED FROM THE IMPACT. AIRCRAFT WILL BE REPAIRED AT HONOLULU REPAIR FACILITY. ANY ADDITIONAL DAMAGE FOUND AFTER WING SHEETMETAL SKIN IS REMOVED THE HNL FSDO WILL BE NOTIFIED FOR ADDITIONAL INSPECTION. 20000304001619I (-23) STUDENT PILOT INDUCED OSCILLATIONS RESULTED IN HARD LANDING ON NOSE WHEEL. NOSE GEAR COLLAPSED AND PROP WAS DAMAGED. 20000304002179I (-23) PILOT PERFORMED TAKEOFF WITH CALM WIND, AND ON LANDING, WIND GUSTED TO 15 KTS OR GREATER FROM A CROSS-WIND. THE PILOT ADDED POWER AND ATTEMPTED A GO-AROUND; HE WAS UNABLE TO GET THE AIRCRAFT UNDER CONTROL AND WENT INTO A DITCH. 20000304002379I (-23) AFTER TAKE OFF, ENGINE STARTED RUNNING ROUGH. PILOT RELEASED BANNER AND MADE A PRECAUTIONARY LANDING IN A FIELD 8 MILES SOUTH OF THE AIRPORT. THE AIRCRAFT WAS NOT DAMAGED AND THE PILOT WAS NOT INJURED. ON 3-7-00, THE AIRCRAFT AND MAINTENANCE RECORDS WERE INSPECTED. THE ENGINE FUEL AND ELECTRICAL SYSTEM WAS CHECKED AND THE ENGINE WAS RUN SEVERAL TIMES. IT COULD NOT BE DETERMINED WHAT CAUSED THE ROUGH RUNNING ENGINE. THIS INCIDENT IS CLOSED. 20000304003319I AFTER MAKING A WHELL LANDING ON GRASS RUNWAY 12 AT FREDERICK AIRPORT, THE PILOT COMMENDED A TAIL-HIG, WHEEEL TAXI. THE PROPELLAR STRUCK THE SURFACE CAUSING DAMAGE TO THE PROPELLER. NO STRUCTURAL DAMAGE TO THE SIRCRAFT OCCURRED. 20000304003709I PILOT PERSONALLY REFUELED AIRPLANE BEFORE DEPARTURE FROM NEW LISBON, WISC. PILOT STATED HE ONLY FUELED TANKS TO THE "TABS". HE ASSUMED THIS WAS THE FULL MARK, AS HE WAS NOT FAMILIAR WIHT THE AIRCRAFT. ENROUTE TO LINCOLN, NEBRASKA, PILOT ENCOUNTERED HEAD WINDS. PILOT STATED HE WAS TALKING WITH LINCOLN ATC, HE SAW THE FUEL GAUAGE WAS READING EMPTY, HE SWITCHED TANKS, TURNED ON THE ELECTRIC FUEL PUMP. THE MOTOR RAN FOR JUST A BIT THEN SPUTTERED AND QUIT. PILOT MOTIFIED ATC OF THE SITUATION, THAT HE WAS OUT OF GAS, AND WAS GOING TO HAVE TO PUT IT DOWN. HE AT FIRST ELECTED TO LAND ON HWY 6, BUT NOTICED THERE WAS TOO MUCH TRAFFIC ON THE ROAD, SO HE ELECTED TO LAND IN SOYBEAN FILED. PILOT LANDED IN BEAN FIELD WITHOUT FURTHER INCIDENT. THERE WAS NO DAMAGE TO THE AIRCRAFT. 20000304004989A (-23) THE PILOT IN COMMAND STATED THAT HE WAS GIVING A DUAL LESSON TO MR. D'AGOSTING AND ON LANDING ROLLOUT. THE A/C WANDERED OFF CENTER LINE OF THE RUNWAY. HE APPLIED BRAKE TO CORRECT AND THE STUDENT ALSO APPLIED THE SAME BRAKE AT THE SAME TIME, CAUSING THE A/C TO NOSE OVER AND FLIP ONTO IT'S BACK. 20000304008929A (-23) ON 3 MARCH 2000, WILLIAM R. CRAIGMYLE STATED THAT WHILE PRATICING TOUCH & GO LANDINGS AT GIRFFISS AIRPARK, ROME, NY, HE INADVERTENTLY SELECTED MIXTURE IDLE CUTOFF INSTEAD OF CARURETOR HEAT. MR. CRAIGMYLE STATES THAT HE REALIZED THE ERROR BUT DECIDED TO CONTINUE THE LANDING WITHOT RESETTING THE MIXTURE CONTROL AT LOW ALTITUDE WHICH WAS ABOUT 300FT ABOVE THE AIRPORT AT THE TIME. MR. CRAIGMYLE STATED THAT HE THEN EXPERIENCED A HIGH SINK RATE AND THAT HTERE WAS NOT ENOUGH TIME OR ALTITUDE REMAINING TO REGAIN ADEQUATE AIR SPEED WITHOUT POWER. THE ERCOUPE N3719H, IMPACTED THE RUNWAY AT APPROXIMATELY 50 KNOTS AND TEN DEGREES NOSE DOWN CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THERE WERE NO INJURIES TO THE OCCUPANTS. MR. CRAIGMYLE, CERIFICATE #404170114 WAS THE PILOT IN COMMAND . THE TIME OF THE ACCIDENT WAS 1630 UTC. THE INVESTIGATION CLOSED ON 3/20/2000. 20000304022309I (-23)PILOT STATED THAT ENGINE OVER HEATED WHILE IN CRUISE FLIGHT. PILOT MADE A PRECAUTIONARY LANDING IN A BEAN FIELD 20 MILES WEST OF FORT WAYNE, INDIANA. NO DAMAGE OCCURRED TO AIRCRAFT. THERE WERE NO INJURIES TO THE PILOT. 20000304035419A (.4)THE GLIDER WAS TOWED TO 3,000 FEET AND RELEASED OVER A RIDGE WHERE IT WAS THERMALED TO 3,500 FEET. AFTER DESCENDING TO 2,000 FEET OVER THE RIDGE TO LOOK FOR MORE THERMALS, THE PILOT DECIDED TO RETURN TO THE AIRPORT. DURING THE RETURN TO THE AIRPORT, THE PILOT ENCOUNTERED WIND CONDITIONS THAT INHIBITED THE GLIDER FROM MAINTAINING ALTITUDE. THE PILOT POSITIONED THE GLIDER TO MAKE AN OFF AIRPORT LANDING IN A FIELD APPROXIMATELY 3 MILES SOUTHEAST OF THE AIRPORT. THE GLIDER COLLIDED WITH TREES BORDERING THE FIELD, THEN FELL TO THE GROUND. WINDS WERE REPORTED OUT OF THE NORTH AT 10 KNOTS GUSTING TO 16 KNOTS. THE PILOT REPORTED A TOTAL TIME OF 1,250 HOURS, OF WHICH 380 WERE IN GLIDERS AND 10 HOURS IN MAKE AND MODEL. THE PILOT ALSO REPORTED THERE WERE NO MECHANICAL DEFICIENCIES WITH THE GLIDER. (-23)GLIDER N97VT SUBSTANTIAL DAMAGE DUE TO STRIKING TREES DURING AN ATTEMPTED OFF-AIRPORT LANDING. THE PIC,^PRIVACY ^, RECEIVED A BROKEN ANKLE AND THE OTHER OCCUPANT, ^PRIVACY DAT^, RECEIVED MINOR INJURIES. 20000304038779A (.4) THE COMMERCIAL CERTIFICATED PILOT DEPARTED ON A SCHEDULED FLIGHT. DURING CRUISE, ABOUR FIFTEEN MINUTES AFTER TAKEOFF, HE HEARD A BANG. AFTER LANDING AT THE DESTINATION AIRPORT, DAMAGE WAS DISCOVERED TO THE HORIZONTAL STABILIZER. THE LEFT MUD FLAP, NORMALLY POSITIONED AT THE AFT SIDE OF THE MAIN LANDING GEAR TIRE, WAS MISSING. THE HORIZONTAL STABILIZER WAS DENTED AND HAD DAMAGE TO THE AUXILIARY SPAR. (-23) MIDWAY BETWEEN HOLYCROSS AND ANIAK, FLIGHT 2602, A CESSNA 208, EXPERIENCED A LOUD THUMP TO ITS STABILIZER. CONTINUING, PILOT J.R. BEANS, LANDED AT ANIAK TO DISCOVER THE LEFT MUD FLAP HAD SEPARATED FROM ITS ATTACH POINT AND HAD STRUCK THE STABILIZER. INSPECTION REVEALED A DAMAGED AREA 3 1/2 X 8 INCHES. THE PILOT STATED THAT THE MUD FLAP MUST HAVE HAD A HAIRLINE CRACK (UNDETECTABLE DURING PREFLIGHT) AND AIR PRESSURE DURING CRUISE CAUSED IT TO FAIL AND STRIKE THE STABILIZER. M AND D REPORT TO FOLLOW. PART TOTAL TIME IN SERVICE UNKNOWN. 20000305002189I (-23) DURING WATER LANDING, THE LEFT LANDING GEAR EXTENDED AND CONTACTED THE WATER, CAUSING THE AIRCRAFT TO TURN UPSIDE DOWN. THE RIGHT MAIN LANDING GEAR ANDNOSE GEAR WERE UP. THE LANDING GEAR HANDLE WAS IN THE UP POSITION. THERE WERE NO INJURIES. 20000305003389I UPON LANDING ON RUNWAY 04 AT THE OCEAN REEF CLUB AIRPORT (X09) THE NOSE GEAR COLLAPSED. THERE WERE NO INDICATIONS OF A HARD LANDIG AND THE AIRCRAFT RECEIVED MINOR DAMAGE. THE INITIAL INVESTIGATION INDICATES A POSSIBLE INTERNAL FAILURE OF THE NOSE LANDING GEAR HYDRAULIC ACUTATOR. THIS INVESTIGATION IS CONTINUING. NOTE: THIS WAS A FAR PART 91 REPOSITION FLIGHT. ON MARCH 5, 2000, AT 1200 EST, A CESSNA CE-560, N314QS, NOSE GEAR COLLAPSED DURING A NORMAL LANDING AT THE OCEAN REEF CLUB AIRPORT IN KEY LARGO, FLORIDA, THE ON DEMAND TAXI POSITIONING FLIGHT WAS OPERATED BY EXECUTIVE JET INCORPORATED UNDER PROVISION OF TITLE 14 CFR PART 91 WITH A FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. THE AIRPLANE SUSTAINED MINOR DAMAGE, AND THE TWO AIR TRANSPORT PILOTS WERE NOT INJURIED. THE POSITIONING FLIGHT DEPARTED PALM BEACH, FLORIDA, AT APPROXIMATELY 1130. ACCORDING TO THE PILOT THE BEFORE LANDING CHECK, WHICH INCLUDED THE LOWERING OF THE LANDING GEAR, WAS COMPLETED SEVERAL MILES ON SHORT FINAL. THE PILOT RECALLED THAT THE LANDING GEAR INDICATOR LIGHTS WERE ALSO GREEN. AFTER THE AIRPLANE LANDED, THE PILOT DEPLOYED THE THRUST REVERSES. AT APPROXIMATELY THE SAME TIME, THE NOSE GEAR RETRACTED INTO WHEEL WELL. THE AIRPLANE SLID DOWN RUNWAY 22, AND CAM ETO REST 2000 FEET FROM THE APPROACH END OF THE RUNWAY. THE PRELIMINARY EXAMINATION OF THE AIRPLANE DISCLOSED THAT THE NOSE GEAR GEAR UP-DOWN-LOCK ACTUATOR EXPERIENCED A MECHANICAL FAILURE. 20000305003789I PILOT REPORTED AIRCRAFT STARTED RUNNIGN ROUGH. THE AIRCRAFT THEN LOST POWER AND AN OFF FIELD LANDING WAS MADE 2 MILES NORTH OF M97. 20000305004189I AT 2125Z, FORTY FIVE MINTUES PRIOR TO TIME AND PLACE OF EMERGENCY LANDING, PILOT IN COMMAND ATTEMPTED TO EXTEND LANDING GEAR DURING A PRACTICE SLOW FLIGHT MANUVER. PILOT IM COMMAND STATED LANDING GEAR WOULD NOT EXTEND. PILOT IN COMMAND CONDUCTED EMERGENCY EXTENSION PROCEDURES IN ACCORDANCE WITH AIRCRAFT FLIGHT MANUAL. UNABLE TO EXTEND LANDING GEAR, PILOT IN COMMAND NOTIFIED KFRG TOWER OF EXISTING EMERGENCY. AFTER ALL FURTHUR ATTEMPTS TO EXTEND EMERGENCY GEAR UP LANDING PROCEDURE ON KFRG RUNWAY 32. AIRCRAFT LANDED ON GRASS AREA EAST OF RUNWAY 32 AND CAME TO REST ON EASTERN PORTION OF RUNWAY 32, 2000 FT FROM APPROACH THRESHOLD. NO AIRPORT PROPERTY DAMAGE AND NO INJURIES TO PILOT OR PASSENGERS WERE SUSTAINED. AIRCRAFT SUFFERED DAMAGE TO ENGINE, PROPELLERS AND LEFT WING. KFRG FIRE RESCUE RESPONDED. 20000305007699A (-23) LANDED ON RUNWAY 6 DURING A STRONG 90 DEGREE CROSSWIND, AIRCRAFT VEERED OFF THE CENTER LINE PILOT ATTEMPTED TO EXECUTE A "GO AROUND", LOST CONTROL OF AIRCRAFT AFTER HITTING ROCKS AND SMALL TREE, AIRCRAFT CAME TO REST IN RAVINE CAUSING SUBSTANTIAL DAMAGE. 20000305008469A (-23) MR. DORN WAS FLYING HIS A/C BY HIMSELF INTO HABERSHAW CITY AIRPORT ON SUNDAY MARCH 02, 2000, AT APPROX. 1145(1). HE WAS ATTEMPTNG TO LAND ON RUNWAY 24 WHEN HE FORGOT TO LOWER HIS LANDING GEAR. MR. DORN LANDED THE A/C GEAR UP, THEN ESCAPED FROM THE A/C UNHARMED BEFORE IT CAUGHT FIRE, AND WAS COMPLETELY DESTROYED. 20000305010139A (-23) THE PILOT STATED THAT ON FINAL APPROACH TO THE RUNWAY, HE CLOSED THE THROTTLE TO IDLE AT APPROXIMATELY 400 FEET. HE STATED THAT HE WAS UNABLE TO ARREST THE RESULTING SINK RATE WITH FULL POWER, AND THE AIRCRAFT TOUCHED DOWN APPROXIMATELY ONE FOOT SHORT OF THE RUNWAY, COLLAPSING LEFT MAIN LANDING GEAR. WHEN THE GEAR COLLAPSED THE WING SPAR WAS DAMAGED WHEN THE WING STRUCK THE GROUND. VERY MINOR DAMAGE WAS OBSERVED TO THE LEFT FLAP JUST BEHIND THE WHEEL WELL. NO OTHER DAMAGE WAS OBSERVED TO LEFT OR RIGHT WING FLAPS. THE PILOT SAID HE DID NOT REMEMBER POSITIVELY VERIFYING THE AIRCRAFT FLAP POSITION ON FINAL APPROACH. HE SAID HE USUALLY FLIES APPROACHES IN THE AIRCRAFT WITH FULL FLAPS. HE SAID HE REMEMBER ED OBSERVING THE FLAPS WERE UP WHEN HE EXITED THE AIRCRAFT AFTER IT CAME TO REST. HE ALSO SAID HE BELIEVES THE AIRCRAFT DESCENDED AT A FASTER RATE THAN EXPECTED BECAUSE HE MAY HAVE USED SPEEDS APPROPRIATE FOR FULL FLAPS WHEN FLAPS MIGHT NOT HAVE EXTENDED. HE STATED THAT HE CLOSED THE THROTTLE AT 400 FEET, AND THE RATE OF AIRCRAFT DESCENT COULD NOT BE SLOWED ADEQUATELY WHEN HE ADDED FULL POWER. THE PILOT WAS COUNSELED BY THIS OFFICE, AND NO FURTHER ACTION IS REQUIRED. THIS CLOSES THE INVESTIGATION. 20000305012169A (-23) MR. DONALD WALTZ EXPERIENCED A POWER LOSS ON CLIMB OUT FROM RWY 18 AT APPROX. 300'AGL. HE THEN TRIED TO TURN BACK TO THE AIRPORT, AFTER 270 DEGREES OF TURN ON A HEADING OF APPROX. 270 DEGREES, THE A/C TOUCHED DOWN WINGS LEVEL 300 YARDS EAST OF RWY 18-36 IN A SOFT SOY BEAN FIELD. AFTER TOUCH DOWN, THE NOSE COLLAPSED, AND THE A/C FLIPPED OVER CRUISING THE CANOPY, MAKING EGRESS IMPOSSIBLE UNTIL HELP ARRIVED. THE A/C HAD FUEL IN BOTH WING TANKS AND THE GROUND UNDER THE FUSELAGE TANK WAS WET FROM FUEL SPILLAGE. 20000305012989A (-23) AIRCRAFT CRASHED AT ORANGE GROVE NEAR INDIANTOWN, FLORIDA. PILOT REPORTED IN-FLIGHT ENGINE FAILURE AT 4500 FEET. CRASH OCCURRED DURING FORCED LANDING ATTEMPT. TWO PERSONS ON BOARD-BOTH EXPERIENCED MODERATE INJURIES BUT EXPECTECTED TO FULLY RECOVER. THERE WAS NO POST CRASH FIRE. FUEL SPILLAGE WAS REASONABLY CONTAINED. ^PRIVACY DATA OMITTED^ 20000305013549A (-23) IN COURSE OF LANDING ROLL, THE AIRCRAFT VEERED LEFT AND CAUGHT EDGE OF THE RUNWAY. SIDE FORCES CAUSED THE FOLDING OF THE RIGHT GEAR. 20000305022219I (-23)FROM A DISCREPANCY ENTRY ON AIRCRAFT FLIGHT LOG 1676, 3/5/00: "WE NOTICED A LARGE STATIC ELECTRICAL BUILD UP ON AIRCRAFT AT THE TIME OF INCIDENT. WE THINK THE PROP DISCHARGED TO THE FUSELAGE BECAUSE PAINT WAS CHIPPED AWAY ON RIGHT SIDE CLOSEST TO PROP. ELECTRICAL DISCHARGE O FLIGHTNING STRIKE TO RIGHT ENGINE. NO POWER LOSS NOTICED. SMELLED ELECTRICAL SMOKE FOR ONE MOMENT WHEN THE BATTERIES WERE KNOCKED OFF LINE BY DISCHARGE. RESET BATTERIES, NO APPARENT DAMAGE TO SYSTEMS. ON GROUND WE NOTICED A HOLE IN ONE BLADE ON RIGHT PROP. HOLE FOUND ON BACK TAIL OF ARICRAFT AT BOTTOM." CORRECTIVE ACTION: INSPECTED PROP, BLENDED OUT NICK ON RIGHT HAND PROP BLADE. ENGINES OP'S CHECKED GOOD. INSPECTED AIRFRAME FROM FRONT OF AIRCRAFT TO BACK UNDER FLOORING AND WALLS. NO APPARENT DAMAGE. GROUND RAN AIRCRAFT AND OPERATED ALL SYSTEMS, NO DEFECTS NOTED AT THIS TIME. INSTALLED PATCH OVER HOLE IN TAIL. SUBSEQUENTLY, SPECIAL MANUFACTURER'S LIGHTNING INSPECTION PERFORMED ON AIRFRAME AND ENGINE. NO FURTHER ACTION OR CONSIDERATION EXPECTED. 20000305022919I (-23)AIRCRAFT WAS ON A SCHEDULED FLIGHT FROM STL TO SPI. WHILE ON INITIAL APPROACH INOT SPI, THE RIGHT ENGINE STARTED TO RUN ERRATIC WITH THE TORQUE FLUCTUATING PLUS/MINUS 50% WITH VERY ERRATIC OIL PRESSURE. ENGINE THEN LOST OIL PRESSURE COMPLETELY. ENGINE WAS SHUT DOWN IN FLIGHT, AND A UNEVENTFUL LANDING MADE AT SPI. ENGINE WAS CHANGED. 20000305023209I (-23)AT APPROXIMATELY 1121 AM ON MARCH 5, 2000, AIRCRAFT N715R LANDED WITH THE NOSE GEAR UP ON RUNWAY 32 AT MUNCIE AIRPORT (MIE). PILOT STATED THAT HTEY HAD FORGOTTEN TO EXTEND THE NOSE GEAR. 20000305041579A (-23) AIRCRAFT OVERRAN THE DEPARTURE END OF RUNWAY WHILE LANDING. 20000305041999A (-23) AIRMAN OBSERVED ANOTHER AIRCRAFT TAKE OFF IN THE AREA ON THE YENTA RIVER ON GRAVEL BAR COVERED WITH SNOW. HE THOUGHT HE WOULD BE ABLE TO TAKE OFF IN THE SAME AREA. HOWEVER, HE HAD A HEAVIER LOAD AND NEEDED MORE LENGTH. THERE WAS A DITCH AT THE END OF THE AREA AND WAS NOT ABLE TO GET THE AIRCRAFT AIRBORNE BEFORE HE HIT THE DITCH. THE AIRMAN REALIZED HIS MISTAKE TOO LATE TO ABORT. HE ADMITTED HE DID NOT WALK THE AREA AND WOULD HAVE SEEN THE DITCH IF HE HAD. COUNSELED AIRMAN ON OFF AIRPORT OPERATIONS IN THE ALASKA BUTH. 20000306000869I DC-9-83, FLIGHT 180, DEPART STL FOR RSW AT APPROXIMATELY 1330 CST. JUST AFTER DEPART THE STL, TOWER REPORTED SMOKE FROM THE LEFT MAIN GEAR AND RUBBER WAS ON THE RUNWAY. THE AIRCRAFT DIVERTED TO TPA TO HAVE TWA MECHANICS INSPECT THE AIRCRAFT. WHEN GEAR WAS EXTENDED THE CREW REPORTED A LEFT GEAR UNSAFE LIGHT. THE AIRCRAFT LANDED WITHOUT INCIDENT AND TAXIED TO THE GATE. TWA MAINTENANCE FOUND THE #2 LEFT MAIN TIRE RECAP SEPARATED FROM THE WHEEL TIRE ASSEMBLY. THE RECAP DAMAGED THE LEFT MAIN GEAR PROXIMITY SWITCH, LEFT INBOARD FLAP AND FLAP BUTHAL PANEL. 20000306001289I (-23) PILOT LANDING INDEPENDENCE FROM TROUTDALE EXPERIENCED POOR BREAKING AND RUN OFF END OF RUNWAY INTO MUD. NO INJURIES TO PILOT OR 3 PSGRS. NO DAMAGE TO AIRCRAFT. WEATHER IFR. FOLLOW-UP CALL TO AIRCRAFT OWNER AND TO PILOT REVEALED THAT PILOT HAD RETURNED TO TTD WITHOUT INCIDENT. BREAKS FUNCTIONED PROPERLY. PILOT, AFTER CONSULTING FLIGHT INSTRUCTOR, DETERMINED THAT HE HAD HAD HIS FEET POSITIONED TOO HIGH ON THE PEDALS TO OPERATE THE BREAKS PROPERLY. PILOT IS RECEIVING COUNSELING FROM FLIGHT INSTRUCTOR. 20000306001579I (-23) AIRCRAFT WAS ENROUTE TO KANSAS CITY, MISSOURI WHEN THE ALTERNATOR FAILED. THE PILOT INFORMED ATC THAT HE HAD AN ALTERNATOR FAILURE AND REQUESTED TO LAND AT PIT. AIRCRAFT LANDED ON RUNWAY 28R AND TAXIED TO THE RAMP WITHOUT INCIDENT. THE AIRCRAFT WAS TROUBLESHOT AND THE ALTERNATOR WS REPLACED. THE AIRCRAFT WAS RETURNED TO SERVICE AND CONTINUED TO DESTINATION THE AFTERNOON OF MARCH 7, 2000. 20000306002169I (-23) ON FINAL APPROACH TO HIS DESTINATION IN VFR CONDITIONS THIS PRIVATE PILOT SELECTED GEAR DOWN. THE GEAR SOUNDED NORMAL BUT HE DID NOT GET THREE GREEN LIGHTS. TWO ADDITIONAL ATTEMPTS GOT THE SAME RESULTS, SOUNDED NORMAL BUT NO GREEN LIGHTS. THE PILOT THEN CRANKED THE GEAR DOWN MANUALLY. HE WAS ONLY ABLE TO GET THE GEAR DOWN HALF WAY APPROXIMATELY 25 TURN OF THE CRANK INSTEAD OF THE REQUIRED 50. HE CLAIMS THE GEAR MECHANISM BOUND UP AT 25 TURNS. HE LANDED WITH THE GEAR HALF WAY EXTENDED. POST INCIDENT INVESTIGATION REVEALED THAT THE REASON HE DID NOT GET THE GREEN LIGHTS WAS BECAUSE THE NAVIGATION LIGHTS WERE ON WHICH AUTOMATICALLY DIMS THE LIGHTS MAKING THEM HARD TO SEE IN CERTAIN LIGHTING CONDITIONS. IT WAS DISCOVERED THAT THE GEAR MANUAL SYSTEM OPERATED NORMALLY AND THAT AT THE HALF WAY DOWN POINT IT IS NORMAL FOR THE CRANKING TO GET HARD DUE TO THE OVERCENTER MOTION OF THE DOWNLOCK MECHANISM AND THE ADDITIONAL AIR LOADS IN FLIGHT. THE NEWER MODEL BONANZAS HAVE ADDED A LIGHT SENSING DIMMER CIRCUIT TO AVOID THIS PROBLEM. INVESTIGATION CLOSED. (AMENDED -23) ON FINAL APPROACH TO HIS DESTINATION IN VFR CONDITIONS THIS PRIVATE PILOT SELECTED GEAR DOWN. THE GEAR SOUNDED NORMAL BUT HE DID NOT GET THREE GREEN LIGHTS. TWO ADDITIONAL ATTEMPTS GOT THE SAME RESULTS, SOUNDED NORMAL BUT NO GREEN LIGHTS. THE PILOT THEN CRANKED THE GEAR DOWN MANUALLY. HE WAS ONLY ABLE TO GET GEAR DOWN HALF WAY, APPROXIMATELY 25 TURNS OF THE CRANK INSTEAD OF THE REQUIRED 50 TURNS. THE PILOT CLAIMED THE GEAR MECHANISM BOUND UP AT 25 TURNS AND WAS NOT ABLE TO CRANK IT ANY FURTHER. THE AIRCRAFT LANDED WITH THE GEAR HALF WAY EXTENDED. DURING THE AIRCRAFT RECOVERY EFFORT THE MECHANIC REPORTED THAT THE LANDING GEAR WAS PARTIALLY DEPLOYED AND THAT HE MANUALLY CRANKED THE GEAR DOWN UNTIL IT LOCKED AND HE GOT THREE GREEN LIGHTS. THE INVESTIGATION IS CLOSED. 20000306004169I (.23) ON MARCH 6, 2000, AT 1810E, A DO-328-100, REGISTERED AS N426JS, OPERATED AS PSA (VNAA) FLIGHT 4087, TWICE ABORTED TAKEOFF AT "PIT" ON RUNWAY 28L AND THEN TAXIED TO THE GATE WITHOUT INCIDENT. THE FIRST TAKEOFF WAS ABORTED DUE TO A "R/PAC OVER PASS LIGHT" BLEED AIR PROBLEM. THE PILOT RAXIED OFF THE ACTIVE AND CALLED MAINTENACE CONTROL. THE LIGHT WENT OUT AS SOON AS POWER WAS REDUCED AND MAINTENANCE CONTROL CLEARED THE AIRCRAFT TO TAKEOFF. ON THE SECOND TAKEOFF, THE LIGHT CAME ON AGAIN WHEN POWER WAS APPILED. THE TAKEOFF WAS AGAIN ABORTED AND THE AIRCRAFT TAXIED TO THE RAMP. MAITENANCE REPLACED THE BLEED CONTROL VALVE AND OP'S CHECKED THE SYSTEM. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT. NOTE: NO INFORMATION FOR THE FLIGHT CREW WAS GIVEN TO THIS OFFICE BY THE OPERATOR BY DIRECTION OF THE POI, MR. JAMES YARBROUGH @ GL-07. THREE REQUESTS HAVE BEEN MADE TO THE POI AND NONE WERE REPLIED TO. ALSO, TWO CALLS WERE MADE TO MR. HARKMA, DOS FOR VNAA WITH NO REPLIES. 20000306007099A (-23) ON MARCH 6, 2000, AT 1223 EST, A HUGHES 369D, N303BT, REGISTERED TO AND OPERATED BY JEFFERSON PILOT BROADCASTING, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIED WITH TERRAIN FOLLOWING LANDING. 20000306009129A (-23) #33-ON SCENE INVESTIGATION REVEALED A BULGING CRANKCASE CRACK BETWEEN THE PUSH-ROD LOBES ON THE #4 CYLINDER. POST ACCIDENT INVESTIGATION REVEALED THERE WAS NO MOVEMENT OF THE #4 PISTON WHEN THE CRANK SHAFT WAS ROTATED. NUMBER 4 AND 3 CYLINDERS COULD NOT BE REMOVED IN THE NORMAL MANNER DUE TO INTERNAL BARREL DAMAGE. ROTATION OF THE CRANKSHAFT REVEALED MOVEMENT OF THE #1, 2 AND 3 PISTONS. NUMBER 3 CYLINDER WAS REMOVED AND EXTENSIVE METAL PARTICLES WERE FOUND WITHIN THE CRANKCASE. PROBABLE CAUSE WAS THE FAILURE OF THE #4 CONNECTING ROD. 20000306010639A (-23) BECAUSE OF THE ACCIDENT SIT LOCATION AND A MEANS TO GET THERE, I DID NOT VISIT THE SCENE OF THE ACCIDENT. HOWEVER, MR. RICHARD PARKER (NTSB) WAS OFFERED ASSISTANCE BY THE SAN BERNARDINO SHERIFF DEPT. GIVING HIM A HELI RIDE TO THE SCENE OF THE ACCIDENT AND PROVIDED HELP WHEN NEEDED. THEREFORE, I MUST DEFER TO THE ACCIDENT STATEMENT WRITTEN BY MR. RICHARD PARKER PER NTSB ACCIDENT FORM ID#LAX-00-FA-122. 20000306014779I (-23) AIRCRAFT WAS DEPARTING RUNWAY 8 AT IAH AND BLEW A TIRE ON THE LEFT MAIN LANDING GEAR DURING TAKE OFF. AFTER LANDING THE OTHER TIRE BLEW OUT. THERE WAS MINOR DAMAGE TO THE A/C, AND NO EMERGENCY EVACUATION. INVESTIGATION AS TO WHY THE TIRES BLEW IS NOT COMPLETED. 20000306023079I (-23)AFTER ELVELING THE ACFT @ 3000 FT FOLLOWING A T/O, PILOT NOTICED THAT THE LANDING GEAR SELECTOR WAS NOT IN THE CORRECT POSITION FOLLOWING THE LANDING GEAR RETRACTION (ALSO A YAW TO THE RIGHT). LANDING GEAR WAS RECYCLED SEVERAL TIMES WITH ONLY (2) GREEN LTS (LH MAIN & NOSE) INDICATION. EMERGENCY GEAR EXTENSION WAS USED THEN WITH THE SAME RESULTS. AFTER SEVERAL LOW PASSES TO VERIFY WITH GROUND PERSONNEL GEAR POSITION (APPREAS TO THEM THAT IT WAS LOCKED), PILOT LANDED THE ACFT ON RWY 5. SHORTLY AFTER TOUCHDOWN THE ACFT VEERED TO THE RIGHT (NO BRAKES APPLIED), CAME OFF THE RWY, RH MLG COLLAPSED AND CAME TO A STOP. DAMAGE TO THE RH SIDE PROP, FLAP AND MLG INBOARD DOOR WAS SUSTAINED. INVESTIGATION REVEALS THAT THE ROD END (P/N 762554) OF THE HYD ACTUATOR (WIEBEL, MODEL 2115-1, P/N 451 825) FAILED AFTER UNLOCKING THE RH GEAR ON RETRACTION AT A POINT IN WHICH GEAR WOULD NOT FALL BACK INOT A LOCK POSITION. 20000306033529I (-23)ON SUNDAY 6 MARCH 2000, AT 1315 EST, ^PRIVACY DATA OMITTED^ WAS GIVING DUAL FLIGHT INSTRUCTION TO ^PRIVACY DATA OMITTED^ AT THE TITUSVILLE SPACE COAST AIRPORT NEAR TITUSVILLE, FLORIDA. THE PILOTS WERE CONDUCTING TOUCH AND GO LANDINGS AND TAKEOFFS ON RUNWAY 9. ON THE LAST LANDING, THE COMMERICAL APPLICANT, ^PRIVACY D^RAISED THE FLAPS DURING THE LANDING ROLL IN PREPARATION FOR THE TAKEOFF WHEN HE INADVERTENTLY PLACED THE LANDING GEAR SELECTOR IN THE "UP" POSITION WHEN REACHING FOR THE THROTTLE. THE NOSE LANDING GEAR RETRACTED CAUSING THE PROPELLER TO STRIKE THE RUNWAY AFTER WHICH THE ENGINE STOPPED AND THE AIRCRAFT SKIDDED TO A STOP ON THE RUNWAY WITH THE AIRCRAFT RESTING ON IT'S NOSE. THE AIRCRAFT SUSTAINED MINOR DAMAGE WITH NO INJURY TO THE PILOTS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. BOTH PILOTS ARE TO RECEIVE REEXAMINATION UNDER TITLE 49, U.S CODE, SUBTITLE VII, SUBSECTION 44709. 20000307001029I ON MARCH 7, 2000, ABOUT 0615 ALASKA STANDARD TIME, THE CREW OF N949AS, A MCDONNELL DOUGLAS MD-83 AIRPLANE, REPORTED A PARTIAL FLIGHT CONTROL MALFUNCTION DURING TAKEOFF FROM THE FAIRBANKS INTERNATIONAL AIRPORT, FAIRBANKS, ALASKA. THE FLIGHT WAS BEING CONDUCTED UNDER TITLE 14, CFR PART 121, AS A SCHEDULED DOMESTIC PASSENGER FLIGHT, OPERATED BY ALASKA AIRLINES, INC., AS FLIGHT 92. AFTER AN UNEVENTFUL LANDING AT ANCHORAGE INTERNATIONAL AIRPORT, THE CAPTAIN REPORTED TO HIS COMPANY MAINTENANCE PERSONNEL THAT DURING THE TAKEOFF ROLL ON RUNWAY 19R IN FAIRBANKS, THE AIRPLANE'S ROTATION WAS SLIGHTLY DELAYED BY ABOUT 3 OR 4 KNOTS, AND REQUIRED ABOUT 30 TO 50 POUNDS OF CONTROLCOLUMN BACK PRESSURE IN ORDER TO COMPLETE THE TAKEOFF. HE ADDED THAT ONCE THE AIRPLANE WAS ESTABLISHED ON A STANDARD RATE OF CLIMB, THERE WERE NO FURTHER ANOMALIES NOTED. THE CAPTAIN ADDED THAT A FLIGHT ATTENDANT, SEATED AT THE FORWARD "A" POSITION, HEARD A LOUD "PINGING" NOISE COMING FROM JUST UNDER HER FEET, DURING THE TAKEOFF IN FAIRBANKS. WILL AMEND AS SOON AS ADDITION INFORMATION IS RECEIVED. 20000307001239I (-23) CARGO AIRCRAFT WAS RETURNING FROM A DELIVERY FLIGHT (CFR PART 91) WHEN THE SIDE EMERGENCY WINDOW FELL OFF THE AIRCRAFT ON SHORT FINAL TO THE AIRPORT. NO DAMAGE WAS DONE TO THE AIRCRAFT. MINOR DAMAGE WAS REPORTED BY A PROPERTY OWNER TOHER ROOF. IT IS BELIEVED BY THE OPERATOR THAT THE EMERGENCY DOOR SAFETY PIN WAS POSSIBLY HIT BY CARGO OR PERSONNEL DURING LOADING OR UNLOADING AND THAT THE EMERGENCY WINDOW VIBRATED LOOSE DURING THE RETURN FLIGHT. OPERATOR AND FAA FSDO PERSONNEL ARE DETERMING IF A FIX CAN BE MADE TO PRECLUDE A SIMILAR OCCURRENCE. 20000307002239I (-23) PILOT ON CROSS-COUNTRY FLIGHT FROM NEEDLES, CALIFORNIA TO BROWNSVILLE, TEXAS, MADE A PRECAUTIONARY OFF AIRPORT LANDING IN A FARMERS FIELD. THE PILOT INDICATED HE WAS LOW ON FUEL AND UNSURE OF HIS LOCATION. THE FIELD WAS 6 MILES NORTH OF LIVE OAK COUNTY, GEORGE WEST MUNICIPAL AIRPORT ALONG HWY 281. DURING THE LANDING, THE PILOT SAID THAT THE TERRAIN WAS ROUGHER THAN EXPECTED. DURING ROLL OUT, THE CROSSWIND LIFTED THE RIGHT WING AND HE DID NOT RESPOND IN TIME TO KEEP FROM DRAGGING THE LEFT WING TIP. THE DAMAGE WAS CONFINED TO THE LEFT WING TIP. THE WING TIP BOW WAS PULLED FROM THE TIP, AND TWO RIBS WERE DMAGED. THE FABRIC COVERING AT THE TIPE WS ALSO DAMAGED. 20000307003769I PILOT REPORTED NOSE LANDING GEAR INDICATED IN-TRANSIT AFTER TAKE OFF FROM BJC. PILOT ATTEMPTED TO LOWER LANDING GEAR AND NOSE GEAR WOULD NOT INDICTE DOWN. THE INTRANSIT INDICATION REMAINED. PILOT FLEW BY ATC CONTROL TOWER SEVERAL TIMES TO SECURE A VISUAL INDICTATION FROM TOWER CONTROL OPERATORS. ATC TOWER PERSONNEL REPORTED THE NOSE GEAR APPEARED TO BE DOWN. PILOT DECLARED EMERGENCY LANDING AND LANDED AIRCRAFT. ON LANDING, PILOT HELD THE NOSE OF THE AIRCRAFT OFF THE RUNWAY AS LOND AS POSSIBLE. UPON NOSE GEAR CONTACT WITH RUNWAY THE NOSE GEAR COLLAPSED AND AIRCRAFT CAME TO A STOP ON RUNWAY WITH ONLY MINIMUN DAMAGE BEING SUBSTAINED TO THE NOSE GEAR DOORS. INVESTIGATION REVEALED THAT THE ONLY APPRARENT CAUSE OF AMLFUNCTION WAS THAT THE LOWER DRAG LINK ATTACH BOLT AND NUT HAD BACKED OFF DUE TO LOSS OF COTTER KEY WHICH IS UNEXPLAINED. 20000307003799I NUMBER ONE ENGINE FIRE WARNING ACTIVATED ON LCIMBOUT 2 MINTUES AFTER TAKEOFF. ENGINE FIRE AND SHUTDOWN PROCEDURES WERE FOLLOWED. THE ENGINE FIRE INDICATION ENDED UPON DISCHARGE FO THE FIRST FIRE RETARDANT BOTTLE. AN EMERGENCY WAS DELCARED AND THE AIRCRAFT REUTRNED TO SPOKANE. APPROACH AND LANDING WERE UNEVENTFUL. MAINTENANCE INSPECTED THE ENGINE AND FOUND NO EVIDNECE OF FIRE. ONE FIRE LOOP AND THE FIRE WARNING AMPLIFIER WERE REPLACED AS PRECAUTIONARY. 20000307005009A (-23) ON MARCH 7, 2000, AT APPROXIMATELY 1025 AM PST, BELL 47G4, N1354X, PILOTED BY A COMMERICAL HELICOPTER PILOT ON A PART 137 AERIAL APPLICATION, AFTER TAKE-OFF FROM A TRUCK MOUNTED LANDING PAD, UNDER DROOPED ROTOR SPEED, SUFFERED A PARTIAL POWER DECELERATION, FURTHER REDUCTING THE ROTOR SPEED, ENTERED INTO AN UNCOMMANDED HARD LANDING, SEVERING THE TAILBOOM BY A MAIN ROTOR IMPACT CAUSING SUBSTANTIAL DAMAGE. 20000307005499A (-23) ON MARCH 7, 2000, AT 1649 CST, A CESSNA 172M AIRPLANE, N20179 STRUCK TWO POWER LINES WHILE MANEUVERING NEAR BIG LAKE, AMNILLA, ARKANSAS. THE PRIVATE PILOT RECEIVED MINOR INJURIES. THE TOW PASSENGERS ON BOARD WERE NOT INJURIED. THE AIRCRAFT SUSTAINTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL CROSS COUNTRY FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE AIRPLANE DEPARTED FRON TEH BLYTHEVILLE MUNCIPAL AIRPORT. WHILE MANEUVERING THE AIRPLANE, THE PROPELLER STRUCK 7/16 INCH ELECTRICAL CABLE AND THE AIRCRAFT HIT A SECOND 7/16 ELECTRICAL CABLE AT THE LOWER RIGHT SIDE ENGINE COWL. THE PASSENGERS REPORTED EXCESSIVE VIBRATION FROM THE FIRST TIME THEY HEARD A LOUD NOISE UNTIL THEY LANDED THE AIRCRAFT. THE AIRCRAFT CONTINUED IN A STRAIGHT LINE COURSE FOR ABOUT 3/4 OF A MILE WEST OF THE ELECTRIAL TRANSMISSION TOWERS. THE PILOT LANDED THE AIRCRAFT IN A SOFT, PLOWED FIELD. DURING LANDING ROLL, NOSE GEAR COLLAPSED AND THE AIRPLANE FLIPPED TO THE INVERTED POSITION. RUDDER, VERTICAL STABILIZER, NOSE GEAR, AND WING STRUT WERE DAMAGED. 20000307008749A (-23) AIRCRAFT IS A CESSNA 185 MOUNTED ON EDO FLOATS. INCORPORATED IS A SET OF HYDRAULIC ACTUATED RETRACTING WHEEL/LANDING GEAR ASSEMBLIES. THE PILOT DEPARTED THE TRUCKEE, CA AIRPORT (ASPHALT RUNWAY) WITH ONE PASSENGER TO LAND ON LAKE TAHOE AT THE NORTH END AT INCLINE VILLAGE, NV. (ABOUT A 15 MINUTE FLIGHT). THE WEATHER WAS CLEAR, NO WIND AND SMOOTH WATER. ABOUT 10:00 AM THE PILOT SET UP A NORMAL APPROACH. UPON CONTACT WITH THE WATER, THE AIRCRAFT IMMEDIATELY FLIPPED ON ITS BACK AND BEGAN TO SINK. THE WINDSHIELD BROKE OUT AND THE CABIN FILLED WITH WATER. FORTUNATELY BOTH OCCUPANTS SUSTAINED ONLY MINOR INJURIES DUE TO THE 5 POINT SEAT HARNESSES. BOTH SWAM OUT OF THE CABIN THROUGH AN OPEN DOOR, THE PILOTS WIFE WITNESSED THE ACCIDENT FROM THE SHORE AND IMMEDIATELY CALLED FOR HELP. AFTERWARD, THE FLOATS WERE VISIBLE AND PHOTOGRAPHED WITH THE LANDING GEAR EXTENDED IN THE DOWN POSITION. (.4)ON MARCH 7, 2000, AT 1000 HOURS PACIFIC STANDARD TIME, A CESSNA 185, N4021Y, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT, EQUIPPED WITH AMPHIBIOUS FLOATS, FLIPPED INVERTED DURING LANDING ON WATER AT LAKE TAHOE, NEAR INCLINE VILLAGE, NEVADA. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND ONE PASSEN GER RECEIVED MINOR INJURIES. THE AIRCRAFT, OPERATED BY THE OWNER AS A PERSONAL FLIGHT UNDER 14 CFR PART 91, DEPARTED FROM TRUCKEE-TAHOE AIRPORT, TRUCKEE, CALIFORNIA, ABOUT 0940. NO FLIGHT PLAN WAS FILED AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED. A NEWSPAPER REPORTER, WHO RESPONDED TO THE SCENE NEAR SKI BEACH ABOUT 1030, REPORTED THAT THE AIRCRAFT HAD BEEN PULLED CLOSE TO SHORE WHEN SHE ARRIVED BUT ALL SHE COULD SEE WAS THE BOTTOM OF THE FLOATS WITH THE WHEELS EXTENDED. A WITNESS TOLD THE REPORTER THAT HE HAD SEEN THE FLOATPLANE APPROACH AND LAND, AND, THAT JUST AS IT TOUCHED THE WATER, THE NOSE "BUCKLED UNDER." THE PILOT REPORTED THAT IT WAS HIS INTENT TO REMAIN IN THE TRAFFIC PATTERN AFTER TAKEOFF AT TRUCKEE AND MAKE ONE LANDING THERE. WHILE ON DOWNWIND, HOWEVER, WITH THE WHEELS EXTENDED FOR A TERRAIN LANDING, HE NOTICED THE WEATHER DETERIORATING FROM THE WEST AND DECIDED TO PROCEED DIRECTLY TO THE LAKE FOR HIS PLANNED PASSENGER PICKUP THERE. DURING THE APPROACH FOR THE WATER LANDING, HE FORGOT THAT THE WHEELS WERE EXTENDED AND THE AIRCRAFT FLIPPED INVERTED WHEN HE TOUCHED DOWN ON THE WATER. 20000307010249A (-23) AIRCRAFT WAS HEADING HOME FROM 4B8 CT TO 6KN4 NY. WESTBOUND 20 MINUTES INTO FLIGHT PILOT EXPERIENCED ROUGH ENGINE CONDITION AND TRIED TO REMEDY WITH CARB HEAT MAGNETO'S AND FUEL SELECTOR ALL ATTEMPTS TO SMOOTH OUT ENGINE DIDN'T WORK. ACFT LOST ALTITUDE AFTER POWER LEVELS DECREASED TO LEVEL WHICH WOULD NOT SUPPORT FLIGHT PILOT ATTEMPTED LANDING TO OPEN HAY FIELD. AIRCRAFT ENGINE WAS NOT RUNNING AT THIS POINT AIRCAFT HIT A TREE JUST AT THRESHOLD TO FIELD. HORIZANTAL STABILIZER HIT TREE. AIRCRAFT PITCHED VIOLENTLY DOWN AND IMPACTED TO RH SIDE RH MAIN GEAR BUCKLED UNDER TAIL SECTION BROKE OFF JUST FWD OF STABILIZER ELEVATORS AND RUDDER. EXTENSIVE DAMAGE TO FUSELAGE WINGS COWLIGNS AND UNDERCARRIAGE OF AIRCRAFT. ENGINE HAS COMMPRESSION SUSPECT WATER IN FUEL. 20000307011459A (-23) AIRCRAFT VEERED OFF RUNWAY DURING LANDING AT IMPERIAL COUNTY AIRPORT, IMPERIAL, CALIFORNIA. THE AIRCRAFT (EQUIPPED WITH A CONVENTIONAL LANDING GEAR) FLIPPED OVER INVERTED AFTER IT RAN ONTO THE SOFT DIRT ADJACENT TO THE RUNWAY. THE PILOT AND HIS PASSENGER WERE NOT INJURED. THE AIRCRAFT'S PROPELLER, LOWER LEFT WING, AILERON, ELEVATOR, AND RUDDER WERE DAMAGED IN THE ACCIDENT. ^PRIVACY DATA OMITTED^ (.4)ON MARCH 7, 2000, AT 1330 HOURS PACIFIC STANDARD TIME, A STEARMAN A-75, N56760, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT VEERED OFF RUNWAY 14 (5,304 FEET BY 100 FEET) AND FLIPPED INVERTED DURING LANDING AT IMPERIAL COUNTY AIRPORT, IMPERIAL, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND ONE PASSENGER WERE NOT INJURED. THE PERSONAL FLIGHT, OPERATED BY THE OWNER UNDER 14 CFR PART 91, DEPARTED FROM BORREGO SPRINGS, CALIFORNIA, AT 1245. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT, DURING ROLLOUT ON RUNWAY 14 AFTER LANDING, THE AIRCRAFT VEERED TO THE LEFT. WHEN HE MADE A CORRECTION TOWARD THE CENTER OF THE RUNWAY, THE AIRCRAFT MADE ABOUT A 30-DEGREE TURN TO THE RIGHT AND THE LOWER LEFT WING WENT DOWN AND CONTACTED THE RUNWAY. THE AIRCRAFT CONTINUED TO VEER TO THE RIGHT, OFF THE RUNWAY INTO SAND, AND NOSED OVER. THE PILOT REPORTED THERE WERE NO MECHANICAL DISCREPANCIES WITH THE AIRCRAFT. HE WAS FLYING THE AIRCRAFT FROM THE REAR COCKPIT. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE PILOT SAID HE HAD RECENTLY ACQUIRED THE AIRCRAFT. THE PILOT'S ACCIDENT REPORT FORM STATED HE HAD 300 HOURS IN THE MAKE AND MODEL AIRCRAFT BUT NO TIME IN MAKE AND MODEL WITHIN THE PREVIOUS 90 DAYS. THE IMPERIAL SURFACE WINDS AT 1350 WERE FROM 170 DEGREES AT 13 KNOTS. 20000307013089A (-23) SEAT SLIPPED ON TRACKS DURING ENGINE START. PILOT COULDN'T REACH PEDALS WELL ENOUGH TO AVOID HITTING A LIGHT STANDARD WITH THE LEFT WING. FOUND SEAT TO BE IMPROPERLY INSTALLED. (.4)ON MARCH 7, 2000, AT 1530 HOURS PACIFIC STANDARD TIME, A CESSNA 150E, N6194T, WAS SUBSTANTIALLY DAMAGED WHEN THE LEFT WING TIP IMPACTED A POLE DURING TAXI FOR TAKEOFF AT REEDLEY, CALIFORNIA. THE PRIVATE CERTIFICATED PILOT WAS NOT INJURED. THE LOCAL AREA, PERSONAL FLIGHT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PILOT REPORTED THAT AS SHE STARTED TO TAXI FOLLOWING ENGINE START, HER SEAT SLIPPED BACK AND SHE LOST DIRECTIONAL CONTROL OF THE AIRCRAFT. THE PILOT, WHO IS 69 INCHES TALL, REPORTED SHE WAS UNABLE TO ATTAIN FULL RUDDER DEFLECTION FOR NOSE WHEEL STEERING OR FULL USE OF THE BRAKES. THE TIP OF THE LEFT WING STRUCK A POLE BEFORE SHE COULD REGAIN CONTROL. THE AFT SPAR OF THE WING BUCKLED NEAR THE WING ROOT. 20000307014429A (.4)THE OWNER DEPARTED A PRIVATE AIRSTRIP FOR HIS FIRST FLIGHT IN THE TITAN TORNADO. SHORTLY AFTER TAKEOFF, THE ENGINE LOST POWER AND THE OWNER SAID THAT THE AIRPLANE DID NOT FLY WELL. HE FURTHER STATED THAT, THE ENGINE RPM FLUCTUATED FOLLOWED BY A COMPLETE LOSS OF ENGINE POWER. THE OWNER ALSO NOTED THAT THE EXHAUST GAS TEMPERATURE (EGT) WAS IN THE OVER-TEMP RANGE PRIOR TO THE TOTAL LOSS OF ENGINE POWER. THE OWNER SELECTED A NEARBY FIELD FOR AN EMERGENCY LANDING. THE AIRPLANE COLLIDED WITH TREES ON A WOODED HILL AS THE OWNER MANEUVERED FOR THE FORCED LANDING. THE AIRPLANE WAS CONSUMED BY A POST-CRASH FIRE. THE ENGINE ASSEMBLY ALSO SUSTAINED EXTENSIVE FIRE DAMAGE AND PREVENTED A FUNCTIONAL EXAMINATION OF THE ASSEMBLY AND THE INSTALLED SUB-COMPONENTS. EFFORTS TO ROTATE THE ENGINE ASSEMBLY ALSO FAILED. THE AIRPLANE WAS NEVER CERTIFICATED OR REGISTERED WITH THE FEDERAL AVIATION ADMINISTRATION. A REVIEW OF FAA PILOT CERTIFICATION RECORDS FAILED TO REVEAL AIRMEN CERTIFICATIONS OR PILOT RATING INFORMATION FOR THE OWNER OF THE UNREGISTERED EXPERIMENTAL AIRPLANE INVOLVED IN THE ACCIDENT. (.19) ON MARCH 7, 2000, AT 1500 CENTRAL STANDARD TIME, AN UNREGISTERED TITAN TORNADO, EXPERIMENTAL AIRPLANE, WAS DESTROYED BY FIRE FOLLOWING A LOSS OF ENGINE POWER DURING CRUISE FLIGHT AND SUBSEQUENT FORCED LANDING IN A PRIVATE FIELD NEAR SPRINGFIELD, TENNESSEE. THE UNQUALIFIED OPERATOR RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER THE PROVISIONS OF TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED FROM A PRIVATE AIRSTRIP IN SPRINGFIELD, TENNESSEE, AT 1445. REPORTEDLY, THE OPERATOR HAD RECENTLY PURCHASED THE TITAN TORNADO FROM AN AIRPLANE BUILDER IN MAUMEE, OHIO. SHORTLY AFTER TAKEOFF, THE ENGINE LOST POWER. THE PILOT PERFORMED AN EMERGENCY LANDING IN A FIELD. AFTER THE PILOT EXITED THE AIRPLANE, IT WAS CONSUMED BY FIRE. (-23) MR. BROOKS PURCHASED THE ACCIDENT AIRCRAFT RECENTLY FROM THE BUILDER IN MAUMEE, OH AND TRANSPORTED IT TO SPRINGFIELD, TN. ACCIDENT OCCURRED DURING FIRST FLIGHT BY MR. BROOKS. MR. BROOKS REPORTED THAT THE AIRCRAFT DID NOT FLY WELL AND THAT THE ENGINE RPM FLUCTUATED THEN QUIT. MR. BROOKS NOTICED THE EGT AT OVERTEMP JUST PRIOR TO ENGINE STOPPAGE. AIRCRAFT IMPACTED THE SIDE OF A WOODED HILL. MR. BROOKS WAS ASSISTED FROM THE WRECKAGE PRIOR TO A POST ACCIDENT FIRE WHICH ENGULFED THE AIRCRAFT. 20000307022989I (-23)PILOT DISCREPANCY REPORT ON GXPA FLIGHT LOG #458: "ELEVATOR TRAVEL ON YOKE FROM NEUTRAL TO ALL THE WAY BACK TO THE STOPS IS 1/2 THE DISTANCE OT OTHER FALCONS IN THE FLEET. IT IS TWICE THE DISTANCE FORM NEUTRAL TO FULL FOWARD AGAINST STOPS. YOU OCCASIONALLY RUN OUT OF ELEVATOR ON LANDINGS WITH VREF +20KTS." CORRECTIVE ACTION: RIGGER ELEVATOR & CONTROLS TO ACHIEVE FULL TRAVEL. PILOT DISCREPANCY REPORT ON GXPA FLIGHT LOG#459: "CHECK ELEVATOR TRIM. RAN OUT OF TRIM IN CRUISE FLIGHT AND DURING LANDING VREF +19KTS." CORRECTIVE ACTION: "REMOVE AND REPLACE BELLCRANK ASSY, P/N 20273-19-15, ADJUSTED ARTIFICIAL FEEL UNIT, CHECK GOOD." 20000307040539A (.4)THE TWO-SEAT AIRPLANE WAS FLYING IN LOOSE FORMATION WITH TWO OTHER AIRPLANES. DURING FINAL APPROACH TO LANDING IN A PRIVATE HAY FIELD, THE AIRPLANE'S LEFT WING STRUCK AN OAK TREE. THE AIRPLANE DESCENDED APPROXIMATELY 40 TO 50 FEET AND COLLIDED WITH THE GROUND. ACCORDING TO TITLE 14 CFR PART 103, AN ULTRALIGHT IS A VEHICLE THAT IS USED OR INTENDED TO BE USED FOR MANNED OPERATION BY A SINGLE OCCUPANT. AN EXEMPTION ALLOWING A TWO-SEAT AIRPLANE TO BE OPERATED UNDER PART 103 MAY BE GRANTED FOR FLIGHT INSTRUCTION; HOWEVER, ACCORDING TO A LISTING OF ALL EXEMPTION HOLDERS, THE PILOT DID NOT POSSESS AN EXCEPTION. (-23)'SEE ATTACHMENT' NO ATTACHMENT GIVEN 20000308000779I AMERICAN AIRLINES FLIGHT 1456 FROM O'HARE/SAN JUAN (B-757, N-663AM), AT FLIGHT LEVEL 290, OVER GREER SOUTH CAROLINA, RECEIVED A TEAS R/ALERT FOR AN IMMEDIATE CLIMB TO AVOID CONFLICT WITH LEAR JET (N-81MW, LEAR 25D) WHO WAS AT 280, BUT WAS SQUAWKING 285. PILOT RESPONDED ACCORDINGLY BUT DURING CLIMB, FOUR OUT OF FIVE FLIGHT ATTENDANCE RECEIVED MINOR INJURIES, THE PILOT INTENDED TO DIVERT TO ATLANTA, BUT FLIGHT ATTENDANTS CREW ASSURE HIM THAT THEY WERE IN CONDITIONS TO CONTINUE THE FLIGHT TO SAN JUAN, AND THAT NO PASSENGERS WERE INJURED. AIRCRAFT HAD A SAFE LANDING AT SAN JUAN LMM INTERNATIONAL AIRPORT, AT 8:20PM LOCAL (00:20 ZULU). UPON ARRIVAL CREW WAS INTERVIEWED AND SOON AFTER THE FLIGHT ATTENDANTS WENT TO THE HOSPITAL FOR A ROUTINE EVALUATION PRIOR TO RETURN TO DUTY. I ALSO CONTACTED THE CHDO IN NASHVILLE FSDO, AND TALK WITH INSPECTOR BOLTON (PMI) FOR AVERITT (A CHARTER OPERATOR WITH LEAR JETS), AND INSPECTOR BOLTON CONFIRM THAT THE LEAR JET N-81MW HAD A MALFUNCTIONING ALTIMETER/ENCODER AND THE UNIT HAS BEEN REMOVED AND REPLACED. 20000308001309I (-23) ON MARCH 8, 2000, AT 1410E, BA-JETSTREAM-3101, S/N 744, REGISTERED AS N856JS AND OPERATING AS CHQA FLIGHT 4263. ABORTED TAKEOFF AT "PIT " RUNWAY 28L AFTER REPORTING A PROBLEM WITH THE RIGHT ENGINE. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE FOUND THAT THE ENGINE DID NOT MAKE TARGET TORQUE OF 90%. THEY ADJUSTED FUEL FLOW FROM 80% TO 90% AND RETURNED THE AIRCRAFT TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000308003619I ON A FLIGHT FROM KANSAS CITY, MO TO GOODLAND, KS, PILOT NEGLECTED TO EXTEND THE LANDING GEAR PRIOP TO LANDING. DUE TO GUSTY WINDS, PILOT FLEW PATTERN WITH PARTIAL FLAPS WHICH DID NOT ALLOW THE WARNING HORN TO COME ON BEFORE TOUCHDOWN. THERE WERE NO INJURIES AND THE AIRCRAFT SUSTAINED MINOR DAMAGE. 20000308003719I ON MARCH 8, 2000 AT APPROXIAMATELY 1150 PST WHILE DEPARTING LAS ENROUTE TO FCH DURING INITAL CLIMBOUT, CREW INDENTIFIED THE CABIN WAS NOT PRESSURIZING NORMALLY AND WAS CLIMBING WITH THE AIRCRAFT. CREW ELECTED TO RETURN TO LAS FOR PRECAUTIONARY LANDING. TROUBLESHOOTING REVEALED A "B" NUT WAS DISCONNECTED ON THE VENTURI SENSE LINE FOR THE FLOW CONTROL VALVA AND VENTURI AND IN INTERMITTENT K2 RELAY ON PCBI ON THE SQUAT SWITCH RELAY PANEL THAT PREVENTED THE SAFETY VALVE FROM CLOSING. ALL DISCREPANCIES WERE CORRECTED AND GROUND FUNCTIONAL CHECK COMPLETED SUCCESSFULLY. MALFUNCTION/DEFECT REPORT SUBMITTED BY OPERATOR. 20000308004149I ON MARCH 8, 2000, MR. BOWES PIC AND MR. NAVE, OWNER OF N35GH A SEWIND AMPHIBIAM EXPIRIMENTAL HOME BUILT, REQUESTED PERMISSION FROM SARASOTA TOWER, TO PERFORMA HIGH-SPEED TAXI ON RUNWAY 32. PILOT INTENDED TO PERFORM A "BUNNY HOP". AT APPROXIMATELY 1815 LOCAL, AIRCRAFT LIFTED OFF THE RUNWAY AND MADE A HARD LANDING. NOSE GEAR BROK AND LEFT MAIN GEAR COLLAPSED. PIC AND OWNER WALKED AWAY WITH NO INJURIES. AIRCRAFT WAS MOVED TO FBO, DOPLIN AVIATION. 20000308004279I AS PER PILOT STATMENT, SEE ATTACHMENT, UPON ROTATION LT. INBD. TIRE BLEW, CONTINUED TO DESTINATION, LANDED AND TAXIED TO RAMP AREA. NO FURTHER INCIDENT INVOLVED, MX. REMOVED AND REPLACED WHEEEL AND TIRE ASSEMBLY, AND TRAILING EDGE FLAP TIP. 20000308009309A (-23) THE PILO STATED THAT THIS WAS HIS FIRST FLIGHT OF THE DAY AND THAT DURING HIS PREFLIGHT CHECKS, HAD CYCLED THE FUEL SELECTOR VALVE FROM THE FULL OPEN POSITION, TO THE FULLY CLOSED POSITION AND BACK TO OPEN. THIS PROCEDURE DOES NOT APPEAR ON THE AIRCRAFT'S PREFLIGHT CHECKLIST. HE SAID THAT HE STARTED THE HELICOPTER AND RAN THE ENGINE FOR ABOUT SEVEN TO TEN MINTUES BEFORE LIFTING IT OFF OF THE PAD. AFTER A BRIEF HOVER, HE PROCEEDED IN A WESTERLY DIRECTION ALONG THE NORTH SIDE OF THE ROAD (AIRPORT SIDE) THAT RUNS BETWEEN THE HIGH SCHOLL AND AIRPORT PROPERTY. AS HE CLIMBED TOWARDS A TARGET ALTITUDE OF 200 FEET, HE HAD JUST PAST THE LAST OF THE HIGH SCHOLL BUILDINGS AT ABOUT 70 TO 100 FEET WHEN HE REALIZED THAT HE HAD LOST ALL POWER. KNOWING THAT THE WIND WAS FROM THE SOUTH, HE TURNED LEFT (SOUTH) AND PROCEEDED ACROSS THE ROAD TOWARDS AN OPEN FIELD. AFTER CLEARING THE POWER WIRES ON THE OTHER SIDE OF THE ROAD, THE HELICOPTER ABRUPTY FELL TO THE GROUND. THE CAUSE OF THE CRASH WAS DETERMINED TO BE LOSS OF SUFFICIENT ROTOR SPEED. THE PILOT STATED THAT AFTER THE HELICOPTER HIT THE GROUND, HE CRAWLED FROM THE WRECKAGE AND DOES NOT REMEMBER MOVING ANY SWITCHES OR LEVERS. THE OW NER OF THE AIRCRAFT WITNESSED THE ACCIDENT AND STATED THAT, AS ONE OF THE FIRST ON THE SCENE, HE TURNED OFF THE MASTER SWITCH, GENERATOR SWITCH, AND FUEL BOOST PUMP ONLY. WHEN THE CALIPATRIA FIRE DEPARTMENT ARRIVED, FIREMEN JOHN FAUBION (TREY) STATED THAT HE ASKED TODD PANKRATZ, THE AIRCRAFT OWNER'S SON, ABOUT SHUTTING OFF THE FUEL ON THE AIRCRAFT. BOTH HE AND TODD CLAIMED THAT THE FUEL SELECTOR VALVE WAS ALREADY IN THE "OFF" POSITION. DURING THE POST-CRASH INVESTIGATION, THE FUEL LINE WAS DISCONNECTED AT THE ENGINE FUEL NOZZLE AND NO FUEL WAS FOUND IN THE HOSE. WHEN THE AIRFRAME FUEL FILTER WAS OPENED, ONLY 4 OUNCES OF FUEL WAS FOUND IN THE BOWL WHICH NORMALLT HOLDS ABOUT 20 OUNCES. THERE WERE ONLY TRACES OF FUEL FOUND IN THE HIGH PRESSURE FUEL FILTER. THE N1 AND N2 TURBINES BOTH ROTATED FREELY, IT WAS DETERMINED BY INSPECTION AND MOVEMENT OF THE FUEL SELECTOR HANDLE, THE THE FUEL SELECTOR VALVE WAS OPERATING NORMALLY. THE FUEL BOOST PUMP WAS OPERATED AND SEEMED TO OPERATE NORMALLY. THOUGH THE EXACT AMOUNT OF FUEL IN THE FUEL TANK WAS NOT DETERMINED, THERE APPEARED TO BE AN ADEQUATE SUPPLY. IT WAS DETERMINED THAT THE PROBABLE CAUSE OF ENGINE POWER LOSS WAS FROM LACK OF FUEL TO THE ENGINE. THIS WAS MOST LIKELY CAUSE OF ENGINE BY THE FUEL SELCTOR VALVE MOVEMENT INTO THE CLOSED POSITION. THOUGH THE PILOT FEELS THAT HE RETURNED THAT VALVE TO THE OPEN POSITION, IT MAY BE POSSIBLE THA HE DID NOT GET IT OVER THE LOCK WHICH ALLOWED THE VALVE TO MOVE INTO THE CLOSED POSITION BY ITSELF, PERHAPS ASSISTED BY NORMAL AIRCRAFT VIBRATION. (.4) ON MARCH 8, 2000, AT 1215 HOURS PACIFIC STANDARD TIME, AN ARROW FALCON OH-58A, N39FA, EXPERIENCED A POWER LOSS AND MADE A FORCED LANDING WHILE TAKING OFF AT CALIPATRIA, CALIFORNIA. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE AND THE CERTIFICATED COMMERCIAL PILOT, THE SOLE OCCUPANT, RECEIVED SERIOUS INJURIES. THE AIRCRAFT WAS BEING OPERATED AS AN AGRICULTURAL FLIGHT BY FARM AIR SERVICES, INC., UNDER 14 CFR PART 137 WHEN THE ACCIDENT OCCURRED. THE FLIGHT WAS ORIGINATING FROM THE CLIFF HATFIELD MEMORIAL AIRPORT AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. WITNESSES SAID THE PILOT WAS TAKING OFF TO THE SOUTH FROM THE OPERATOR'S RAMP AND HAD REACHED AN ALTITUDE OF ABOUT 60 FEET AGL WHEN THE POWER LOSS OCCURRED. AT THE TIME, HE WAS APPROACHING UTI LITY UTILITY LINES AT THE FIELD BOUNDARY AND CHOSE TO MAKE A CYCLIC CLIMB IN ORDER TO CLEAR THEM. AFTER CLEARING THE LINES, HE ATTEMPTED TO MAKE AN AUTOROTATIVE LANDING BUT LACKED SUFFICIENT MAIN ROTOR RPM TO DECELERATE AND CUSHION THE LANDING. THE AIRCRAFT LANDED HARD, BOUNCED, AND SPUN LATERALLY. IN THE PROCESS, THE MAIN ROTOR BLADES FLEXED DOWN AND SEVERED THE TAILBOOM. THE POSTCRASH INSPECTION 20000308018749I (-23)ON MARCH 8, 2000, FAA ATC AND MCALLEN MUNICIPAL AIRPORT OPERATIONS NOTIFIED THIS OFFICE OF A TWA FLIGHT 708, REPORTED ELECTRICAL PROBLEMS. THROUGH FURTHER INVESTIGATION,IT WAS NOTED THE TWA FLIGHT 708, N9628W, A DC-9-83, DEPARTED MEXICO CITY(MMMX) EN ROUTE TO NEW ORLEANS (MSY) WITH FIVE CREW MEMBERS AND 17 PASSENGERS ON BOARD. IN MID FLIGHT, THE CABIN CREW NOTED SMOKE IN THE CABIN'S CENTRAL AREA AROUND THE WING SECTION. THE LEAD FLIGHT ATTENDENT NOTIFIED THE COCKPIT CREW OF THE SMOKE, THE SOURCE WAS UNDETECTED. THE PIC, ^PRIVACY DATA OMITTED^ VISUALLY VERIFIED THE NATURE OF EMERGENCY. THE CREW DONNED THEIR OXYGEN MASKS, CALLED ATC AND INITIATED AN EMERGENCY DESCENT. UPON CONDUCTING THE SMOKE/FIRE INTHE CABIN EMERGENCY CHECKLIST, SWITCHING ELECTRICAL POWER TO EMERGENCY BUS PWER, THE CREW WAS ABLE TO ISOLATE TEH SOURCE OT SMOKE AND THE SMOKE DISSIPATED. THE CREW THEN REQUESTED A DEVIATION TO MCALLEN INTERNATIONAL AIRPORT, MCALLEN, TEXAS (MFE). THE CREW MADE AN APPROACH TO RUNWAY 13 AND TOUCHED DOWN APPROXIMATELY 1000 FEET FROM THE APPROACH END. MIDWAY DOWN THE RUNWAY THEY WERE HEAVY ON THE BRAKES. WITH EMERGENCY BUS POWER ONLY, THE BRAKE ANTI SKID AND SPOILER SYSTEMS WERE INOPERATIVE. THE HARD BRAKING CAUSED BOTH LEFT MAIN TIRES AND THE RIGHT OUTBOARD TIRE TO BLOW OUT. THE DISINTEGRATION OF THE LEFT OUTBOARD TIRE CAUSED THE GEAR'S OUTBOARD DOOR TO SEPARATE FROM THE WING AND PENETRATE THE RIGHT ENGINE'S LOWER COWLING AND DAMAGE THE ENGINES'S ACCESSORY GEAR BOX. IT ALSO CAUSED DAMAGE TO THE LEFT WING'S INBOARD FLAP TRAILING EDGE, LEFT WING'S TRAILING EDGE COVE PANEL, AND LEFT WING'S LOWER SKIN DOUBLER FORWARD OF THE LANDING GEAR. THE AIRCRAFT CAME TO A STOP APPROXIMATELY 75 FEET FROM THE END OF THE RUNWAY WHERE THE PASSENGERS WERE EVACUAED FROM THE AIRCRAFT UTILIZING THE L2 DOOR SLIDE AND THE TAIL CONE SLIDE. THREE PASSENGERS REPORTED MINOT INJURIES AS A RESULT OF THE EVACUATION. THE MCALLEN AIRPORT FIRE DEPARTMENT SPRAYED FOAM ON THE BRAKES TO COLL THEM AND PREVENT FURTHER INCIDENT OR INJURY. THE AIRCRAFT TIRES WERE REPLACED AND THE AIRCRAFT TOWED TO A MAINTENANCE AREA. NO FURTHER INCIDENT REPORTED. ^PRIVACY DATA OMI^ (TWA MAINTENANCE SUPERVISOR) SUPERVISED THE MAINTENANCE AND ^PRIVACY DATA OMITTED^ (TWA AVIONICS LST) TROUBLESHOT THE SMOKE IN THE CABIN. THE AIRCRAFT WAS REPAIRED WITH THE RIGHT ENGINE REPALCED, THE LEFT ENGINE BORESCOPED FOR DAMAGE AS A PRECAUTION, AND ELECTRICAL SYSTEMS TESTED. THERE WERE NO NOTED SOURCE OF SMOKE DETECTED. THE AIRCRAFT WAS FERRIED TO MCI AND MONITORED IN THEIR MAINTENANCE FACILITY FOR A 24 HOUR PERIOD. AS A RESULT OF THE TROUBLESHOOTING THERE WERE NO SMOKE INDICATIONS, BURNING ODORS, OR OZONE SMELLS DETECTED. 20000309006159A (.23) A/C DEPARTED PRIVATE AIRSTRIP AT 1845 LOCAL TIME. AFTER TAKEOFF AND DURING CLIMB. ENGINE LOST POWER. PILOT CHANGED FUEL TANK AND REGAINED PARTIAL POWER. WHILE TRYING TO LAND ANOTHER PRIVATE AIRSTRIP, THE LEFT WING HIT THE TREES AND CRASH LANDED, SERIOUSLY INJURING THE PILOT. 20000309008679A (-23)N89827 WAS CLEARED TO TAXI FROM DOLPHIN AVIATION TO RUNWAY END OF 14 VIA TAXIWAY "A". N79960 WAS CLEARED TO TAXI FROM JONES AVIATION TO RUNWAY 14. ATCT GROUND POSITION FAILED TO NOTE ON THE CLEARANCE STRIP THAT N79960 WAS CLEARED TO RUNWAY 14 VIA TAXIWAY "F". ATCT LOCAL CONTROLLER CLEARED N89827 FOR TAKEOFF RUNWAY 14 AND SHORTLY AFTERWARD CLEARED N79960 TO TAXI INTO POSITION AND HOLD ON RUNWAY 14. THE LOCAL CONTROLLER FAILED TO NOTICE N79960 WAS ENTERING THE ACTIVE RUNWAY ATA POINT ABOUT 1,000 FT SHORT OF THE END OF RUNWAY 14 AND FROM THE OPPOSITE SIDE OF THE RUNWAY AT INTERSECTION "F". THE TWO A/C COLLIDED APPROX. 1,360 FT FROM THE THRESHOLD END OF RUNWAY 14. 20000309011059A (-23) N89827 WAS CLEARED TO TAXI FROM DOLPHIN AVIATION TO RUNWAY END OF 14 VIA TAXIWAY "A". N79960 WAS CLEARED TO TAXI FROM JONES AVIATION TO RUNWAY 14. ATCT GROUND POSITION FAILED TO NOTE ON THE CLEARANCE STRIP THAT N79960 WAS CLEARED TO RUNWAY 14 VIA TAXIWAY "F". ATCT LOCAL CONTROLLER CLEARED N89827 FOR TAKEOFF RUNWAY 14 AND SHORTLY AFTERWARD CLEARED N79960 TO TAXI INTO POSITION AND HOLD ON RU WAY 14. THE LOCAL CONTROLLER FAILED TO NOTICE N79960 WAS ENTERING THE ACTIVE RUNWY AT A POINT ABOUT 1,000 FEET SHORT OF THE END OF THE RUNWAY 14 AND FROM THE OPPOSITE SIDE OF THE RUNWAY AT INTERSECTION "F". THE TWO A/C COLLIDED APPROX. 1,360 FEET FROM THE THRESHOLD END OF RUNWAY 14. 20000309018719I (-23)AIRCRFT LANDED GEAR UP AT AUSTIN WITH PILOT (OWNER) AND ONE PASSENGER. PILOT STATED TO WITNESS HE DID NOT PUT GEAR DOWN. AIRCRAFT HAD MINIMUM DAMAGE. 20000309042939A (-23) FLIGHT LEFT PALWAUKEE, IL. AIRCRAFT WAS TOPPED OFF. FLIGHT WAS IFR ON TOP. DESCENT STARTED ABOUT FLINT. ENTERED CLOUDS AT ABOUT 7500 FEET. AFTER SEVERAL LOWER CLEARANCES PILOT NOTICED LOSING SOME AIRSPEED AT ABOUT 4000 FEET. WAS GIVEN 3000 FEET AND CONTINUED APPROACH. BROKE OUT ON THE ILS AT ABOUT 600 FEET AND WAS SHORT OF THE RUNWAY. PILOT WAS UNABLE TO HOLD ALTITUDE. LANDED ABOUT 1/4 MILE FROM END OF RUNWAY 27 IN RUNWAY OPERATION. AIRCRAFT TRAVELED 300 FEET AFTER IMPACT. LEFT WING ALMOST SEVERED. NOSE GEAR BROKEN OFF. ENGINE PARTIALLY SEPARATED FROM AIRCRAFT. ENGINE WAS OPERATING AT FULL POWER. FUEL IN AIRCRAFT. ABOUT 2" OF ICE REMAINED ON RIGHT WING LEADING EDGE AND CABIN TOP ANTENNAS. 20000309043959A (-23) SUBJECT PILOT CONTACTED LAKE CHARLES APPROACH END AND ASKED FOR VECTORS FIRST TO CHENNAULT INTL, THEN LAKE CHARLES REGIONAL, THEN TO NEAREST AIRPORT. AT APPROXIMATELY 2013 LOCAL TIME THE PILOT TOLD APPROACH HE WAS HAVING ENGINE PROBLEMS. WHEN THE CONTROLLER ASKED FOR NUMBER OF PEOPLE ON BOARD AND FUEL, THE PILOT RESPONDED TWO AND ABOUT TWENTY MINUTES. AIRCRAFT CONTACT WAS LOST. PILOT MADE FORCED LANDING APPROXIMATELY 5.5 MILES BEARING 320 DEGREES FROM THE LAKE CHARLES MUNICIPAL AIRPORT. INVESTIGATION YIELDED THE FOLLOWING: AIRCRAFT HOLDS 26 GALLONS TOTAL, WITH USABLE QUANTITY OF 24.5 US GALLONS. AFTER RIGHTING AIRCRAFT, NO EVIDENCE OF FUEL LEAKAGE WAS FOUND. APPROXIMATELY 1.5 GALLONS WERE DRAINED FROM THE LEFT TANK AND .05 GAL (6.4 OUNCES) FROM THE RIGHT TANK. ALL FUEL FILTERS WERE CLEAN AND NO OBSTRUCTION TO FUEL FLOW COULD BE FOUND. IN CHECKING FOR IGNITION INTEGRITY, THE ENGINE FIRED BRIEFLY. NO MECHANICAL ABNORMALITIES READILY EVIDENT. IN MY OPINION THE FACTS SHOW FUEL EXHAUSTION. 20000310003559I (-23) WHILE PRACTICING EMERGENCY PROCEDURES (ENGINE OUT) THE STUDENT TURNED THE FUEL SWITCH OFF INSTEAD OF SWITCHING TO THE OTHER TANK. THE STUDENT WAS BRIEFED ON THE APPROPRIATE PROCEDURE BUT FAILED TO ACCOMPLISH THE TASK CORRECTLY. THE INSTRUCTOR WAS IN THE REAR SEAT AND COULD NOT SEE THE STUDENTS ACTION BUT CONFIRMED IT VERBALLY (SWITCHED FUEL TANK). WHEN THE INSTRUCTORASKED THE STUDENT TO RETURN TO NORMAL OPERATIONS POWER WAS APPLIED WITHOUT RESPONSE (NO FUEL). THE AIRCRAFT LANDED IN THE DESERT WITH MINOR DAMAGE TO THE AIRCRAFT, AND MINOR INJURIES TO PILOT AND STUDENT. 20000310003679I PILOT FORGOT TO EXTEND THE LANDING GEAR. ^PRIVACY DATA OMITTED^ 20000310003879I ON LANDING PIC DID NOT RECEIVE "3 GREEN LIGHTS". SMOKE FILLED THA CABIN. LANDED ON RWY 27 (CLEARED BY TOWER). FEATHERED THE ENGINES AND SHUT OFF ALL ELECTICAL. LANDED ON THE MAIN GEAR, THEN NOSE WHEEL COLLAPSED. 20000310004119I DURING A FLIGHT FROM ROCHESTER, NY, TO CLEVELAND, OH, THE LEFT ENGINE OIL PRESSURE INDICATOR STARTED TO FLUCTUATE. THE PILOT PERFORMED A PRECAUTIONARY ENGINE SHUTDOWN. THE PILOT REQUESTED A DIVERSION TO ERIE INT'L AIRPORT. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. THE ENGINE WAS TROUBLESHOT, EIGHT QUARTS OF OIL WERE ADDED, ENGINE WAS TEST RUN, AND PLACED ON AN ENGINE WATCH BY THE OPERATOR. THE AIRCRAFT WAS RETURNED TO SERVICE LATER THAT DAY. AS OF 3-22-00, THE ENGINE WAS PERFORMING WITHIN LIMITS. AS OF 3-29-00 AT 9:30 AM EASTERN TIME, ISIS GAVE THE PILOT'S FIRST CLASS MEDICAL DATE AS APRIL 14, 1999. THE PMI IS AWARE OF THR INCIDENT AND IS MONITORING THE OPERATOR AND THE ENGINE . A CC:MAIL MESSAGE WAS SENT CONCERNING THE PILOT'S MEDICAL. 20000310004249I PIC LANDED WITH BRAKES APPLIED. TIRE SLID UNTIL IT DEFLATED. 20000310007469A (-23) ON MARCH 10, 2000, AT 0605 CST, A EUROCOPTER BO105SCBS-5 HELICOPTER, N335T, WAS DESTROYED WHEN IT IMPACTED TERRAIN WHILE MANEUVERING NEAR DALHART, TEXAS. THE HELICOPTER WAS OPERATED BY TEMSCO HELICOPTERS INC., KETCHIKAN, ALASKA, UNDER CONTRACT WITH NORTHWEST TEXAS HEALTHCARE SYTEMS HOSPITAL, AMARILLO, TEXAS. THE PILOT, TWO MEDICAL CREW MEMEBERS AND THE PATIENT WERE FATELLY INJURIED. THE FLIGHT ORIGIANTED FROM A FARM FIELD 25 MILES NORTH OF DALHART AT 0600 AND WAS DESTINED FOR THE HOSPITAL IN AMARILLO. ACCORDING TO WITNESSES, DARK NIGHT, INSTRUMENT METEROROLOGICAL CONDITIONS PREVAILED NEAR THE TIME OF THE ACCIDENT. THE ACCIDENT SITE WAS LOCATED ON THE WEST SIDE OF HIGHWAY 385, APPROXIMATELY 8/10 MILE SOUTH WEST OF THE DEPARTURE AREA. THE ENTIRE WRECKAGE, INCLUDING GROUND IMPRESSIONS AND AIRCRAFT COMPONENTS,ENCOMPASSED AN AREA MEASURING 272 FEET BY 75 FEET AND APPEARED TO HAVE 240 DEGREE HEADINGS. 20000310009679A (-23) ON WAY HOME FROM RENO, NV. TO YUBA COUNTY AIRPORT, MARYSVILLE, CA. THE PILOT EXPERIENCED ENGINE PROBLEMS. THE PILOT WAS LOOKING FOR A PLACE TO LAND THE HELI WHEN AT APPROX. 50 FEET ABOVE THE GROUND THE HELI ENGINE SEIZED. THE PILOT LOST CONTROL AND IMPACTED THE FROUND RECEIVING SUBSTANTIAL DAMAGE TO HELI, THE PILOT RECEIVED SERIOUS INJURIES. 20000310010499A (-23) ENGINE LOST POWER DURING FLIGHT FROM FAIRBANKS INTERNATIONAL AIRPORT (FAI) TO HEALY LAKE, ALASKA. PILOT ATTEMPTED TO DIVERT TO DELTA JCT. (D-66) AND CRASHED 2.1 MILES NORTHWEST OF D-66. AIRCRAFT WAS DESTROYED. PILOT RECEIVED MINOR INJURIES (SCRAPES AND BRUISES) TO HIS RIGHT HAND. PILOT STATED THAT POWER LOSS WAS GRADUAL WITH ENGINE PRODUCING PARTIAL POWER UNTIL ABOUT 2000FT MSL. PILOT THEN SELECTED LOW PITCH AND SHUT OFF FUEL AND MASTER SWITCH. ENGINE CONTINUED TO ROTATE UNTIL IMPACT WITH TREES THEN GROUND. FAA INSPECTORS AT THE ACCIDENT SITE FOUND NOTHING OBVIOUS THAT WOULD CONTRIBUTE TO THE CAUSE OF THE ACCIDENT. THE AIRCRAFT AND ENGINE WERE RECOVERED AND TRANSPORTED TO FAI BY NORTHLAND AVIATION ON 03/11/2000. A PARTIAL ENGINE TEARDOWN, WITNESSES BY FAA INSPECTORS, WAS ACCOMPLISHED BY NORTHLAND AVIATION ON 03/13/2000. FUEL AND LUBRICATION SYSTEMS APPREARED NORMAL EXCEPT FOR METAL CONTAMINATION IN THE OIL. BOTH INTAKE MANIFOLDS HAD PIECES OF METAL IN THEM WHICH APPEARED TO THE PISTON RING MATERIAL. SPARK PLUGS FROM ALL CYLINDERS EXCEPT #3 WERE SHORTED AND THE PLUGS FROM #2 PISTON WHERE PHYSICALLY DAMAGED. #2 AND #1 CYLINDERS WERE REMOVED. #2 PISTON WAS BADLY ER ODED AND THE CYLINDER WALL WAS ABRADED WITH EVIDENCE OF HEAT DAMAGED. PISTON MATERIAL HAD BEEN COMPACTED INTO THE #2 CYLINDER HEAD. #1 CYLINDER WAS NORMAL. NO EXCESSIVE MAIN BEARING OR CRANKSHAFT WEAR WERE NOTED. #2 CYLINDER AND PISTON ARE BEING SENT TO THE NTSB INVESTIGATOR FOR FURTHER ANALYSIS. 20000310011069A (-23) ACCORDING TO THE PILOT, HE WAS LANDING ON RUNWAY 27 WITH A QUARTERING HEADWIND. AFTER THE AICRAFT TOUCHED DOWN IN A THREE-POINT ATTITUDE, IT BOUNCED BACK INTO THE AIR AND STARTED DRIFTING TO THE RIGHT. WHEN HE TOUCHED DOWN A SECOND TIME, THE AICRAFT CONTINUED TO THE RIGHT, AND THE PILOT BEGAN TO APPLY BRAKING AND CORRECTIVE ACTION. DURING HIS ATTEMPTS TO GET THE AIRCRAFT TO TRACK BACK TOWARD THE CENTER OF THE RUNWAY, IT DEPARTED THE RIGHT SIDE OF THE RUNWAY AND ENCOUNTERED SOFT/MUDDY TERRAIN. AFTER ENCOUNTERING THE SOFT TERRIAN, ONE OF THE AIRCRAFT'S MAIN GEAR SEPARATED FROM THE AIRFRAME AND ONE WING IMPACTED THE GROUND. AIRCRAFT ALSO SUSTAINED PROPELLER STRIKE. 20000310013419A (-23) AIRCRAFT INADVERTENTLY ENTERED INTO CLEAR AIR TURBULENCE WHICH CAUSED THE FLIGHT ATTENDANT TO BE THROWN INTO THE AIR AND WHEN SHE LANDED SHE FRACTURED HER ANKLE AND BROKE HER RIGHT GREAT TOE. 20000310022189I (-23)THE PILOT REPORTED THAT AFTER ANDING ON GRASS AND DURING THE ROLL THE AIRCRAFT STARTED TO VEER TO THE RIGHT. CORRECTIVE ACTION WAS INITIATED BUT THE LEFT LANDING GEAR FOLDED, RESULTING IN THE LEFT WING HITTING THE GROUND. FURTHER INVESTIGATION IDICATED A POSSIBLE PROBLEM WITH THE LANDING GEAR CONVERSION TO A TAIL WHEEL CONVENTIONAL GEAR. THE PRIMARY FOCUS IS ON THE LEFT GEAR FITTING THAT WAS SUPPLIED THROUGH STC SA2846SW. A MALFUNCTION AND DEFECT REPORT WILL BE ACCOMPLISHED. DAMAGE WAS LIMITED TO THE PROPELLER, LEFT LANDING GEAR STRUCTURE AND THE LEFT WING SKIN. 20000310039849A (.4)ON MARCH 10, 2000, AT 1705 CENTRAL STANDARD TIME, A BEECH 65-B80 TWIN-ENGINE AIRPLANE, N8071R, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT THE MIDLAND INTERNATIONAL AIRPORT NEAR MIDLAND, TEXAS. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPERATED BY WESTERN AIR EXPRESS, INC., OF MIDLAND, TEXAS. THE COMMERCIAL PILOT AND TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE MIDLAND INTERNATIONAL AIRPORT, ABOUT 5 MINUTES PRIOR TO THE ACCIDENT. THE PILOT REPORTED THAT DURING TAKEOFF ROLL ON RUNWAY 34L, AT 80 KNOTS, HE FELT SOME VIBRATION AND THE AIRPLANE STARTED TO VEER RIGHT. HE STRAIGHTENED THE AIRPLANE AND ELECTED TO CONTINUE WITH THE TAKEOFF SINCE IT WAS QUESTIONABLE WHETHER HE COULD STOP THE AIRPLANE "WITHOUT CRASHING AT THE DEPARTURE END OF THE RUNWAY." THE PILOT FLEW BY THE CONTROL TOWER, AND THE TOWER OPERATOR ADVISED THE PILOT THAT THE RIGHT MAIN LANDING GEAR APPEARED TO BE "ABNORMAL." THE PILOT WAS CLEARED TO LAND ON RUNWAY 28, AND AS THE AIRPLANE TOUCHED DOWN, THE RIGHT MAIN LANDING GEAR COLLAPSED. AN FAA INSPECTOR REPORTED THAT AN EXAMINATION OF THE AIRCRAFT REVEALED THAT THE TREAD ON THE RIGHT MAIN LANDING GEAR TIRE HAD SEPARATED, AND THE RIGHT MAIN LANDING GEAR MOUNTING STRUCTURE WAS "TORN LOOSE" FROM THE WING. (-23) PILOT REPORTED THAT AT APPROXIMATELY 80 KNOTS ON THE TAKE OFF, THE AIRCRAFT BEGAN TO SHUDDER. PILOT STATED THAT HE KNEW THAT THE RIGHT TIRE WAS COMING APART BECAUSE THE AIRCRAFT BEGAN TO VEER RIGHT. RATHER THAN GO OFF THE RUNWAY, HE ELECTED TO GET THE AIRCRAFT AIRBORNE. DURING FLYBY, TOWER INDICATED THAT THE RIGHT LANDING GEAR LOOKED ABNORMAL. AIRCRAFT WAS CLEARED TO LAND. DURING LANDING TOUCHDOWN, RIGHT MAIN GEAR COLLAPSED AND AIRCRAFT VEERED TO NORTH EDGE OF RUNWAY BEFORE COMING TO REST. THREE PASSENGER EXITED AIRCRAFT WITH NO INJURIES. THIS AIRCRAFT WAS JUST INVOLVED IN ANOTHER GEAR UP LANDING INVOLVING THE RIGHT MAIN GEAR WITHIN THE LAST 60 DAYS. 20000310040979A (.4) ON MARCH 10, 2000, ABOUT 1130 EASTERN STANDARD TIME, A CESSNA 172L, N3875Q, REGISTERED TO A PRIVATE INDIVIDUAL, EXPERIENCED A HARD LANDING AT THE MICHAEL J. SMITH FIELD AIRPORT, BEAUFORT, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED ABOUT 36 MINUTES EARLIER. THE REGISTERED OWNER FAILED TO REPORT THE ACCIDENT TO THE NTSB OR THE FAA. ACCORDING TO THE FAA INSPECTOR WHO REPORTED THE ACCIDENT TO THE NTSB ON JULY 12, 2000, DURING ROUTINE SURVEILLANCE ON JUNE 15, 2000, AT THE FACILITY WHERE THE AIRPLANE WAS BEING REPAIRED, HE OBSERVED THE AIRPLANE IN THE HANGAR AND INQUIRED ABOUT THE DAMAGE. THE PILOT DID NOT RETURN THE NTSB 6120.1/2 PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT FORM; THE REGISTERED OWNER COMPLETED INFORMATION ON THE FORM APPLICABLE TO THE AIRPLANE. SEVERAL ATTEMPTS WERE MADE TO THE TALK WITH THE PILOT BUT WERE UNSUCCESSFUL. ACCORDING TO A TRANSCRIPTION OF RECORDED STATEMENT PROVIDED BY THE INSURANCE ADJUSTER WHO INTERVIEWED THE PILOT, THE PILOT STATED THANO DISCREPANCIES WERE NOTED DURING THE PREFLIGHT OR ENGINE RUN-UP BEFORE TAKEOFF. HE STATED THAT AFTER DEPARTURE THE FLIGHT REMAINED IN THE AIRPORT TRAFFIC PATTERN WHERE HE PERFORMED TOUCH-AND-GO LANDINGS. DURING THE FLARE OF THE ACCIDENT LANDING, THE FLIGHT WAS FAST AND THE AIRPLANE BEGAN TO PORPOISE RESULTING IN A PROPELLER STRIKE. HE FURTHER STATED THAT HE SHOULD HAVE INITIATED A GO-AROUND BUT "AT THE TIME I NEVER EXPERIENCED THE PORPOISING DURING THE FLARE. IT HAPPENED SO QUICKLY THAT I DIDN'T EVEN FINISH IT." POSTACCIDENT EXAMINATION OF THE AIRPLANE REVEALED THE FIREWALL AND PROPELLER WERE DAMAGED. (-23) WHILE ATTEMPTING A LANDING AT MRH, PILOT ALLOWED THE AIRCRAFT TO EXCEED NORMAL APPROACH SPEED FOR FULL FLAPS. PILOT FORCED THE AIRCRAFT TO TOUCH DOWN AT AN EXCESSIVE SPEED, CAUSING THE AIRCRAFT TO LAND NOSE WHEEL FIRST. SUBSEQUENTLY THE AIRCRAFT BOUNCED AFTER TOUCH DOWN AND THE PILOT "PORPOISED" THE AIRCRAFT SEVERAL TIMES IN HIS ATTEMPT TO LAND THE AIRCRAFT, CAUSING THE PROPELLER TO STRIKE THE GROUND AND DAMAGE TO THE FIREWALL. 20000311001519I (-23) TASK CARD 72-105-51-1 & 2 WAS BEING PERFORMED ON 3/10/00. MAINTENANCE STATED THAT THE CHIP DETECTOR WAS IN PROPERLY, AIRCRAFT WAS RANUP AND NO LEAKS NOTED. AFTER TAKE-OFF THE CHIP DETECTOR CAME OUT AND ALL THE OIL WAS DUMPED OUT THE CHIP DETECTOR HOUSING DUE TO A 1/4 INCH BOLT ABOUT 2 INCHES LONG WAS LODGED AGAINST THE CHECK VALVE WHICH IS SPRING LOADED TO THE CLOSED POSITION. TIME SINCE LAST SHOP VISIT ON THIS ENGINE WAS 7734 HOURS AND 2888 CYCLES. THE LAST SHOP VISIT WAS PERFORMED BY ROLLS ROYCE AT DARBY. THE BOLT PART NUMBER WAS TRACED FROM THE IPC AND THE ONLY PLACE THIS BOLT IS LOCATED AT IS THE ENGINE COMBUSTION INTERMEDIATE CASE. IT MUST HAVE BEEN IN THE SUMP SINCE LAST SHOP VISIT. 20000311002229I (-23) PILOT REPORTED A SEVERE NOSE SHIMMY JUST BEFORE V1. WHEN THE GEAR WAS SELECTED DOWN, THE NOSE GEAR WOULD NOT EXTEND. PILOT ELECTED TO DIVERT TO ABQ FOR AN EMERGENCY LANDING. MINOR DAMAGE TO THE AIRCRAFT AND NO INJURIES. INVESTIGATION REVEALED THAT THE BOLT THAT ATTACHED THE SHIMMY DAMPNER TO THE STRUT WAS MISSING ALLOWING THE NOSE GEAR TO JAM IN THE WHEEL WELL UPON GEAR RETRACTION. 20000311002329I (-23) ON MARCH 11, 2000, AT 0825E, A B-737 REGISTERED AS NO3DJ, AND OPERATING AS P2EA (VANGUARD) FLIGHT 701 WAS ON APPROACH TO "PIT" WHEN THEY REPORTED A PROBLEM WITH THE NOSE LANDING GEAR. THE AIRCRAFTLANDED WITHOUT INCIDENT AND WAS TOWED TO THE GATE. MAINTENANCE FOUND THE "A" SYSTEM HYDRAULIC QUANTITY TO BE EMPTY AND A HYDRAULIC RETURN LINE BROKEN. THEY REPLACED THE LINE WITH A TEMPORARY FLEX LINE AND ENTERED IT AS A WATCH ITEM #W603716. LINE TO BE REPLACED WITH A PERMANT PART AT A LATER DATE. AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000311003569I ON MARCH 11, 2000 AT APPROXIMATELY 1432 CST, MR. PAUL W. JONES, HOLDER OF RIVATE PILOT CERTIFICATE NO. 514708398, WAS PILOT OF A CESSNA 172, N8455X WHICH EXPERIENCED AN ENGINE FAILURE WHILE ENROUTE TO FORBES FIELD, TOPEKA, KANSAS. MR. JONES LANDED OFF AIRPORT WITH NO INJURIES AND MINOR DAMAGE TO THE LEADING EDGE OF THE AIRCRAFT WING. THERE WERE NO PASSENGERS ABOARD. LOCAL LAW ENFORCEMENT OFFICERS COULD DETECT NO FUEL IN THE AIRCRAFT FUEL TANKS. AFTER FUELING, A LICENSED MECHANIC FLEW THE AIRCRAFT FROM A NEARBY PRIVATE FIELD AND CONTINUED TO FORBES FIELD. 20000311003689I ON MARCH 11, 2000, AT APPROXIMATELY 0730 AM, LOCAL TIME THE PILOT-IN-COMMAND OF N818CJ, A BEECHCRAFT BE-36, DEPARTED MKC, KANSAS CITY, MISSOURI DOWNTOWN AIRPORT ON AN IRF FLIGHT TO BEECHFIELD, WICHITA, KANSAS. WHILE ENROUTE AT 6,000 FEET THE PILOT DISCOVERED A LOW-VOLTAGE INDICATION, RECOGNIZED AN ALTERNATOR FAILURE AND NOTIFIED KANSAS CITY CENTER THAT THE PILOT WAS RETURNING TO EMPORIA MUNICIPAL AIRPORT. THE PILOT INITATED A DESCENT AND ELECTED TO EXTEND THE LANDING GEAR ELECTRICALLY AT WHICH TIME THE RADIOS CEASED TO FUNCTION AND THE PILOT WAS UNABLE TO DETECT ANNUNICATOR LIGHTS. UPON TOUCHDOWN IN A FIELD SHORT OF THE AIRPORT, THE LANDING GEAR COLLAPSED. 20000311003859I ALASKA FLIGHT 444, RETURNED TO KSEA SHORTLY AFTER DEPARTUREDUE TO DISCOVERY BY A LFIGHT ATTENDANT OF WHAT APPEARED TO BE EXPLOSIVE DEVICE (MBS) FOUND ON A CHILDS CARRY-ON-BAG IN THE OVERHEAD. THE AIRCRAFT WAS DIRECTED TO AND PARKED IN A REMOTE AREA OF THE KSEA AIRPORT. DUE TO THE SLOW OPENING OF THE L1 AIRSTAIR AND DEPLANNIG PROCESS, THE CAPTAIN DIRECTED AN EMERGENCY EVACUATION TO EXPITE DEPLANNING. 20000311004259I ON MARCH 11, 2000 AT 2055 EST, A B-727 DEPARTED PIE-IND N786AT, REGISTERED TO AMERICAN TRANS AIR. FORTY FIVE MINUTES INTO THE FLIGHT THE CREW REPRTED A COMPLETE "A" SYSTEM HYDRAULIC FAILURE. THE AIRCRAFT DIVERTED TO MCO AN LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE RIGHT HAND FLAP POWER DRIVE UNIT LEAKING AT THE MATING SURFACE TO THE FLAP DRIVE UNIT. 20000311005469A (-23) A/C CRASHED SHORTLY AFTER TAKEOFF FROM FALBROOK AIRPORT (L18). WITNESSES REPORTED THAT THE ENGINE QUIT RUNNING, AND THE PROPELLOR WAS NOT TURNING. IT APPEARED THAT THE PILOT TRIED TO EXTEND EMERGENCY GLIDE TO CLEAR NEARBY HIGH TENSION ELECTRICAL WIRES. THE A/C STALLED, PITCHED OVER NOSE DOWN, AND STRUCK THE GROUND. THE A/C BOUNCED FORWARD APPROX. THIRTY FEET, BEFORE IT CAME TO ITS FINAL RESTING POINT WITH THE FUSELAGE INVERTED. THE OWNER/OPERATOR (PIC) WAS KILLED AS A RESULT. THE SURVIVING PASSENGER WAS AIRLIFTED TO A HOSP[ITAL WITH SERIOUS INJURIES. THE A/C WAS DESTROYED. THE CAUSE OF THE POWER LOSS IS STILL UNDER INVESTIGAION. THE ENGINE IS BEING SHIPPED TO THE MANUFACTURER'S FACTORY MOBILE, ALABAMA FOR FURTHER EVALUATION AND TESTING. 20000311009889A (-23) STUDENT PILOT VFR. FLIGHT FROM ADDISON, TX. TO SULPHUR SPRINGS, TX. AND RETURN. POLICE OFFICER,^PRIVACY DATA OMITT^ADRMORE, OK. STATED THAT THE PILOT PERFORMED SELF BLOOD TEST FOR DIABETES AND GAVE HIMSELF AN INSULIN INJECTION AFTER THE ACCIDENT. A/C DEPARTED ADDISON HOBBS TIME 156.3 TACH TIME 2178,61 ABOUT 9:30 AM A/C ACCIDENT OCCURRED AT I-35, 46 MILE MARKER. HOBBS 160.0, TACH 2181.96 APPROX. 13:00 STUDENT ENDED UP ABOUT 90 NM NORTH OF FINAL DESTINATION OF ADS. FLIGHT PLAN INDICATED ONE CHECK POINT, 72 MILES EAST OF ADS (SULPHUR SPRINGS) TX. FLIGHT PLAN INDICATED TOTAL TIME OF 1 HOUR PLUS 32 MINUTES, YET STUDENT FLEW 3 HOURS PLUS 40 MINUTES UNTIL OUT OF GAS.(.4) ON MARCH 11, 2000, AT 1258 CENTRAL STANDARD TIME, A CESSNA 150K AIRPLANE, N8435M, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR DAVIS, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPERATED BY CLASSIC AVIATION OF DALLAS, TEXAS. THE STUDENT PILOT, SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN HAD BEEN FILED, BUT CANCELLED, FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL SOLO CROSS-COUNTRY FLI GHT . THE FLIGHT ORIGINATED FROM THE ADDISON AIRPORT, DALLAS, TEXAS, ABOUT 0930 WITH A PLANNED DESTINATION OF SULPHUR SPRINGS, TEXAS. DURING THE FLIGHT, THE STUDENT PILOT WAS UNABLE TO LOCATE THE SULPHUR SPRINGS MUNICIPAL AIRPORT AND ELECTED TO RETURN TO THE ADDISON AIRPORT. THE PILOT BECAME DISORIENTED AND AFTER ABOUT 3.5 HOURS SINCE TAKEOFF THE ENGINE LOST POWER. THE PILOT INITIATED A FORCED LANDING, AND THE AIRPLANE TOUCHED DOWN IN A ROCKY AREA ABOUT 1/4 MILE WEST OF INTERSTATE 35'S MILE MARKER 46. EXAMINATION OF THE PLANE BY THE FAA INSPECTOR REVEALED THAT THE NOSE LANDING GEAR WAS SEPARATED FROM THE FUSELAGE, AND THE LEFT MAIN LANDING GEAR WAS DAMAGED. THE FIREWALL HAD SUSTAINED DAMAGE AND THE TAIL AFT OF THE CABIN WAS PARTIALLY SEPARATED. EXAMINATION OF THE FUEL TANKS REVEALED NO USABLE FUEL. ACCORDING TO THE STUDENTS PILOT FLIGHT INSTRUCTOR, ON MARCH 8,2000, HE ENDORSED THE STUDENT'S FLIGHT LOGBOOK FOR SOLO CROSS0COUNTRY FLIGHT. ON THE DAY OF THE ACCIDENT, PRIOR TO DEPARTURE, THE FLIGHT INSTRUCTOR REVIEWED THE STUDENT'S FLIGHT PLANNING FOR THE FLIGHT TO SULPHUR SPRINGS. NO PROBLEMS WERE NOTED WITH THE STUDENT'S FLIGHT PLANNING. THE STUDENT PILOT HAD LOGGED 44 HOURS PRIOR T TO THE ACCIDENT FLIGHT. 20000311023129I (-23)PILOT WAS PRACTICING ENGINE OUT PROCEDURES ON FINAL POWER WAS APPILED AND ENGINE STARTED RUNNING ROUGH AND HESITATED. PILOT DECIDED TO LAND AIRPLANE DECENDING FAST ON A SHORT STRIP, CAUSED AIRCRAFT TO VOERUN END OF RUNWAY INTO GRASS BEYOND END OF RUNWAY. THIS CAUSED THE NOSE GEAR TO COLLAPSE AND THE PROPELLER TO STRIKE THE GROUND AND IMMEDIATLY STOPPING THE AIRCRAFT. RESULTS OF THE ENGINE INSPECTION HAVE NOT RETURNED TO FORWARD A M OR D REPORT TO OKLAHOMA CITY. AIRMEN WAS COUNSELED ON THE SAFETY OF PERFORMING SUCH PROCEDURES AND REPORTING REQUIREMENTS DEALING WITH SUCH INCIDENTS. 20000311029799I (-23)PILOT MADE A LOCAL FLIGHT FROM SDL TO P13. PRIOR TO DEPARTURE, PILOT DID NOT OBTAIN A WEATHER BRIEFING. PILOT REPORTS THAT AT P13, HE CALLED UNICOM AND DID NOT RECEIVE A RESPONSE. PILOT DETERMINED THE RUNWAY TO BE USED AND LANDED. AIRPORT WAS CLOSED FOR RUNWAY RESUFACING AND HAD LOOSE GROUND OLD ASPHALT ON THE RUNWAY. PILOT REPORTED THAT THERE WAS NO RUNWAY MARKINGS INDICATING THAT THE AIRPORTS ONLY RUNWAY WAS CLOSED. THE AIRPORT MANAGEMENT REPORTS THAT THE RUNWAY WAS PROPERLY MARKED. THE AIRCRAFT'S PROPELLER WAS DAMAGED ON THE LANDING AND WAS REMOVED FOR REPAIRS. 20000311035929I (-23) STUDENT PILOT DID NOT RESET HIS DIRECTIONAL GYRO ON RETURN TRIP OF SOLO CROSS COUNTRY, GOT LOST, RAN OUT OF FUEL, LANDED SAFELY IN AN OPEN FIELD. 20000311038699A (-23) ON MARCH 11, 2000, AT 1400 HRS. PST, N7078B, A ROBINSON R22B, HELICOPTER, WAS CONDUCTING OFF-AIRPORT FAR PART 91 FLIGHT OPERATIONS. THE PILOT HAD LANDED IN A PARKING LOT WHERE HIS BUSINESS WAS LOCATED. HE PICKED UP A PASSENGER, AND DURING THE TAKE OFF SEQUENCE THE PILOT REPORTED A LOSS IN ROTOR RPM. HE EXECUTED A FORCE LANDING PROCEDURE, HOWEVER, A VAN PARKED IN THE LOT CAUSED HIM TO VEER RIGHT, LOSE DIRECTIONAL CONTROL AND THEN STRIKE THE TAIL ROTOR ON A NEARBY BUILDING. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE, THE PILOT AND HIS PASSENGER WERE NOT INJURED. A SAN FSDO OPERATION INSPECTOR COUNSELED THE PILOT. (.4) ON MARCH 11, 2000, ABOUT 1400 HOURS PACIFIC STANDARD TIME, A ROBINSON R22B, N7078B, IMPACTED THE WINDOW OF A COMMERCIAL BUILDING IN SAN DIEGO, CALIFORNIA. THE HELICOPTER, OPERATED BY SMILEY'S HELICOPTERS, OCEANSIDE, CALIFORNIA, AND RENTED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND PASSENGER WERE NOT INJURED. THE PERSONAL FLIGHT, CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91, WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS EN ROUTE TO OCEANSIDE. VISUAL METEOROLOGICAL CONDITIONS PREV AILED AND NO FLIGHT PLAN WAS FILED. FAA INSPECTORS FROM THE SAN DIEGO FLIGHT STANDARDS DISTRICT OFFICE EXAMINED THE ACCIDENT SITE AND INTERVIEWED THE PILOT. IN A STATEMENT TO THE FAA, THE PILOT REPORTED THAT HE HAD LANDED THE HELICOPTER IN THE PARKING LOT WHERE HIS BUSINESS WAS LOCATED IN ORDER TO DROP OFF HIS PASSENGER AND TO COMPLETE SOME BUSINESS. THE PARKING LOT ON THE SOUTH SIDE OF THE BUILDING WAS EMPTY AND HE FLEW AN APPROACH TO THE APRKING LOT FROM EAST TO WEST AND LANDED. HE THEN SHUTDOWN THE HELICOPTER AND WENT INTO HIS OFFICE. THE PILOT STATED THAT HE HAD A DIFFERENT PASSENGER FOR THE RETURN TRIP. THE PILOT ELECTED TO TAKEOFF IN A NORTHERLY DIRECTION ALONG THE WEST SIDE OF THE BUILDING. THE NORTH END OF THE PARKING LOT WAS EMPTY, EXCEPT FOR A VAN PARKED AT THE END. THE FAA INSPECTOR STATED THIS PLACED THE PILOT IN A POSITION FROM WHICH HE WOULD NOT HAVE A CLEAR, UNOBSTRUCTED TAKEOFF PATH, EFFECTIVELY ELIMINATING HIS ABILITY TO REMAIN IN GROUND EFFECT UNTIL ENTERING TRANSLATIONAL LIFT. THE PILOT LIFTED TO A HOVER, TOOK OFF, AND STARTED HIS DEPARTURE TO THE NORTH. ABOUT 50 FEET ALONG THE TAKEOFF PATH, AT AN ALTITUDE OF APPROX. 16 FEET AGL, THE PILOT NOTED THE ROTOR RPM WAS LOW DUE TO THE SOUND OF THE LOW ROTOR RPM WARNING HORN, AND ELECTED TO EXECUTE A FORCED LANDING IN THE PARKING LOT. AS HE SET THE HELICOPTER DOWN IN THE PARKING LOT HE VEERED TO THE RIGHT TO AVOID HITTING THE VAN, AND THE HELICOPTER CAME TO REST FACING IN A WESTERLY DIRECTION. THE TAIL ROTOR CONTACTED THE OFFICE WINDOW CLOSEST TO THE HELICOPTER, BREAKING THE WINDOW, DESTROYING THE TAIL ROTOR, AND DAMAGING THE 90-DEGREE TAIL ROTOR GEARBOX. THE OPERATOR DID NOT PROVIDE A PILOT/OPERATOR ACCIDENT REPORT ON NTSB FORM 6120.1/2. 20000311042719A (-23) AIRCRAFT GROUND LOOPED ON LANDING. LEFT WINGTIP STRUCK TREE. FULL CONTROL TRAVEL ON LANDING NOT ACHIEVED DUE TO REAR SEAT CUSHION OF OBSTRUCTION THAT SLID FORWARD DURING FLIGHT. PASSENGER WAS IN BACK SEAT. 20000312001369I (-23) INSTRUCTOR AND STUDENT PRACTICING TOUCH AND GOES FOR TAIL WHEEL CONVERSON. STUDENT INADVERTENTLY HAD LEFT BRAKE DEPRESSED ON LANDING. SKID MARKS ON RUNWAY CONFIRM THIS. INSTRUCTOR APPLIED THE RIGHT BRAKE AND RIGHT RUDDER BUT COULD NOT PREVENT A GROUND LOOP. DAMAGE TO THE AIRCRAFT IS TO THE RIGHT WHEEL AND AXLE, AND RIGHT WINGTIP. THERE WERE NO INJURIES. 20000312001669I (-23) ON SUNDAY, MARCH 12, 2000 AT 1510 LOCAL, A TRANS STATES AIRLINES, D/B/A DELTA CONNECTION, JETSTREAM 4101, N554HK, RETURNED TO LAND ON RUNWAY 4 AT THE GREATER ROCHESTER INTERNATIONAL AIRPORT DUE TO A CAUTION LIGHT INDICATION. NO ASSISTANCE WAS REQUIRED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. THE POD DOOR LIGHT HAD ILLUMINATED IN FLIGHT. MAINTRENANCE PERFORMED AN OPS CHECK OF THE DOOR AND INDICATION SYSTEM, WITH NO FAULTS FOUND. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000312003509I PILOT MADE A PRECAUTIONARY LANDING ON HIGHWAY SUSPECTING A POSSIBLE FIRE. AIRCRAFT SUSTAINED MINOR DAMAGE AFTER STRIKING A HIGHWAY MARKER. 20000312004039I PILOT SAID AIRCRAFT LOST POWER, HE LANDED IN A FIELD, NO DAMAGE. MAINTENANCE PERSONNEL RAN ENGINE NEXT DAY, PROBLEM STILL THERE, THE CARBURETOR WAS CHANGED, OPS CHECK OK. 20000312004079A (.23) ON MARCH 13, 2000 AT 1630 MST, N4069Z, A PIPER PA-18-150, OWNED BY S&P AVIATION LLC, PO BOX 11249, ALBUQUERQUE, NM 87192-0249, IMPACT SLOPING TERRAIN FOLLOWING A REPORTED LOSS OF POWER AFTER TAKE-OFF FROM AN UNIMPROVED AREA NORTH WEST OF BELEN, NM. THE NEWLY CERTIFICATED PRIVATE PILOT AND ONE PASSENGER WERE UNINJURIED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER TITLE 14 CFR PART 91. (.4)ON MARCH 12, 2000, APPROXIMATELY 1630 MOUNTAIN STANDARD TIME, A PIPER PA-18-150, N4069Z, OPERATED BY S&P AVIATION, LLC., WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING A FORCED LANDING 7 MILES NORTHWEST OF BELEN, NEW MEXICO. THE NEWLY CERTIFICATED PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURED. VISUAL METEROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT TOLD AN FAA INSPECTOR THAT HE HAD RECEIVED HIS PRIVATE PILOT'S LICENSE EARLIER THAT MORNING, AND HE WAS TAKING HIS BROTHER FOR A RIDE. IN HIS ACCIDENT REPORT, HE SAID THAT SHORTLY AFTER HE LIFTED OFF FROM AN ABANDONED 800-FOOT LONG AIRSTRIP USING A SHORT-FIELD TAKEOFF TECHNIQUE (FULL FLAPS), THE ENGINE BEGAN LOSING POWER, DROPPING ABOUT 500 TO 700 RMP (REVOLUTIONS PER MINUTE). WHEN HE LEVELED OFFF TO MAINTAIN AIRSPEED, THE ENGINE "SHUT DOWN COMPLETELY". BECAUSE FLAPS WERE STILL EXTENDED AND AIRSPEED IN THE FLARE WAS LOW, THE AIRPLANE "KEPT COMING DOWN". A HARD LANDING ENSUED, SHEERING OFF THE LANDING GEAR AND BENDIGN THE ENGINE MOUNTS AND PROPELLER. THE FAA INSPECTOR EXAMINED THE AIRPLANE AT THE ACCIDNET SITE. HE FOUND THE MIXTURE CONTROL IN THE FULL RICH POSITION. HIS EXAMINATION OF THE ACCIDENT SITE DISCLOSED A TAIL WHEEL STRIKE MARK IN THE DIRT 168 FEET FROM THE RUNWAY THRESHOLD. JUST BEYOND WERE TOW DIRT BERMS THAT HAD BEEN STRUCK BY THE AIRPLANE'S MAIN LANDING GEAR. ON JUNE 21, THE FAA INSPECTOR PARTIFLLY DISASSEMBLED AND INSPECTED THE ENGINE. HE FOUND THE NO. 2 CYLINDER COMPRESSION RATIO TO BE 45/80, DUE TO EXHAUST BLOW-BY. THERE WAS ALSO A THIN LAYER OF CARBON ON THE EXHAUST VALVE SEAT. THE BOTTTOM NO. 4 SPARK PLUG WAS 20 TO 30% LEAD FOULED, WAS WET WITH OIL, AND WOULD NOT FIRE. AFTER FLEANING, PLUG FIRED NORMALLY. IN HIS REPORT, THE INSPECTOR SAID HE FOUND NOTHING "THAT WOULD PROHIBIT THE ENGINE FROM RUNNIGN IN AN 'AS IN' CONDITION. 20000312004099I (-23)^PRIVACY DAT^,A PARACHUTIST, WAS INVOLVED IN A CANPOY COLLISION WITH ANOTHER PARACHUTIST, ^PRIVACY DATA ^. THIS OCCURED WHILE ^PRIVACY D^ WAS ON FINAL TO LANDING WHEN ^PRIVACY DAT^ OVERTOOK ^PRIVACY D^ FROM BELOW AND BEHIND. ^PRIVACY DAT^ CANOPY IMPACTED FAIRLY GENTLY WITH ^PRIVACY DAT^ LEG. BOTH CANOPIES WAFFLED SLIGHTLY, THEN ENTERED A 720 DEGREE SLOW TURN BEFORE SPEARATING. ^PRIVACY DATA^ CANOPY DEFLATED AND SANK WHILE ^PRIVACY DAT^ CANOPY RECOVERED AND RESUMED NORMAL FLIGHT. WITNESSES OBSERVED ^PRIVACY DATA^ CANOPY COLLAPSED BECAUSE ^PRIVACY DATA^DEPRESSED BOTH BRAKES (STEERING LINES) WHILE RESPONDING TO THE COLLISION. ^PRIVACY DATA^ CANOPY WAS THEN FORCED INTO ^PRIVACY DAT^ TORSO, COLLASPING IT. THE PARACHUTE TURNED, ENTERING A VIOLENT STALL, CONTINUING TO IMPACT WITH THE GROUND. ^PRIVACY DAT^ DIED FROM THIS IMPACT WIHT THE GROUND. IN THE EXAMINATION OF ^PRIVACY DATA^ EQUIPMENT, NOTHING WAS FOUND TO INDICATE A FAILURE OF THE EQUIPMENT. 20000312006479A (.23) DURING AERIAL APPLICATION ACTIVITY HELI STRUCK POWERLINE WIRES IN FIELD AND CRASHED. AFTER STRIKING THE GROUND A FIRE ENSUED CAUSING SUBSTANTIAL DAMAGE TO A/C. LOCAL FIRE DEPT RESPONDED AND FIRE WAS EXTINGUISHED. LONE OCCUPANT (OIC) SUSTAINED MINOR INJURIES AND WAS TREATED AND RELEASED AT THE LOCAL HOSPITAL. NO FURTHER PERSONAL OR PRIVATE PROPERTY DAMAGE OCCURRED AS A RESULT OF THE ACCIDENT. (.19)ON MARCH 12, 2000, ABOUT 1538 HOURS PACIFIC STANDARD TIME, A BELL 47G, N9763Z, SUSTAINED SUBSTANTIAL DAMAGE AFTER COLLIDING WITH WIRES WHILE MANEUVERING ON AN AERIAL APPLICATION FLIGHT NEAR VACAVILLE, CALIFORNIA. NORTH COAST HELICOPTERS, INC. OPERATED THE HELICOPTER UNDER THE PROVISIONS OF 14 CFR PART 137. THE COMMERCIAL PILOT SUSTAINED MINOR INJURIES. THE HELICOPTER WAS TRANSPORTED TO THE JOB SITE ON A TRAILER AND DEPARTED TO DISPENSE CHEMICALS ABOUT 10 MINUTES PRIOR TO THE MISHAP. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED HE HAD COMPLETED SPRAYING APPROXIMATELY HALF OF THE FIELD AND DID NOT SEE THE WIRES. HE EXTRICATED HIMSELF FROM THE HELICOPTER, WHICH SUBSEQUENTLY CAUGHT FIRE. 20000312006649A (-23) PILOT FAILED TO CONSIDER THE FOLLOWING CONDITIONS FOR DETERMINING A PROPER LANDING DISTANCE DURING HIS PREFLIGHT PREPARATION: 1. LANDING WITH A 6 KNOTS TAILWIND ON AN ICY RUNWAY. 2. OPERATING AIRCRAFT WITH INOPERATIVE ENGINE THRUST REVERSERS: LISTED OUT OF SERVICE IN ACCORDANCE WITH THE MINIMUM EQUIPMENT LIST AT THE TIME OF THE LANDING. 20000312017869I (-23)PA-24 N7593P LANDED GEAR-UP ON RUNWAY 8 AT BURBANK AIRPORT AT 1720 PDT. PILOT ^PRIVACY ^ REPORTED A PARTIAL ELECTRICAL FAILURE FOUR MILES SOUTHWEST OF AIRPORT. PILOT WAS IN CONTACT WITH BURBANK TOWER AT THIS TIME AND CONTINUED IN TO LAND. WHILE ON A LONG MODIFIED BASE LEG TO RUNWAY 8, PILOT STATED THAT WHEN HE STARTED TO LOWER THE LANDINE GEAR HE EXPERIENCED COMPLETE ELECTRICAL FAILURE. HE SHUT OFF THE SYSTEM AND THEN ATTEMPTED TO MANUALLY LOWER THE LANDING GEAR, BUT COULD NOT REMOVE THE PANEL COVERING THE GEAR EMERGENCY DISCONNECT HANDLE. AFTER SEVERAL ATTEPTS THE PILOT GREW INCREASINGLY CONCERNED ABOTU THE POSSIBILITY OF ELECTRICAL FIRE, AND DECIDED TO PERFORM A BELLY LANDING, WHICH HE THEN SAFELY EXECUTED. 20000312017979A (.4)THE AIRPLANE WAS TAXIING TO THE RUNWAY FOR DEPARTURE WHEN THE APU DOOR LIGHT ILLUMINATED. THE AIRPLANE RETURNED TO THE LOADING DOCK, THE ENGINES WERE SHUT DOWN, AND THE APU DOOR WAS CLOSED AND SECURED. THE AIRPLANE'S ENGINES WERE THEN RESTARTED, AND THE AIRPLANE BEGAN ANOTHER PUSHBACK. ONE MAINTENANCE TECHNICIAN WAS WEARING A HEADSET, AND WAS LOCATED OFF THE RIGHT SIDE OF THE AIRPLANE. ANOTHER TECHNICIAN WAS DRIVING THE TUG. AFTER RECEIVING CLEARANCE TO PUSH, THE TUG DRIVER MADE A GRADUAL TURN TO AVOID EQUIPMENT AND MINIMIZE JET BLAST TO OTHER GATES. HALFWAY DOWN THE RAMP, THE AIRPLANE CONTACTED THE LOADING DOCK, AND SUFFERED AN 8-FOOT GASH ALONG THE LEFT SIDE, BELOW THE COCKPIT AREA. THE TUG OPERATOR STATED THAT THE TUG'S DRIVE MECHANISM WAS STICKING IN A '2-WHEEL,' OR 'CRAB' MODE. POST-ACCIDENT INVESTIGATION OF THE TUG REVEALED NO DISCREPANCIES, ALTHOUGH OTHER TECHNICIANS SUBSEQUENTLY COMPLAINED OF THE SAME INTERMITTENT PROBLEM. COMPONENTS WERE REMOVED FOR TESTING, WITH NO ANOMALIES FOUND. HOWEVER, ONCE THOSE COMPONENTS WERE REPLACED, THERE WERE NO ADDITIONAL PROBLEMS WITH THE TUG. A REPRESENTATIVE FROM THE TUG'S MANUFACTURER STATED THAT REGARDLESS OF SYSTEM STATUS, THE OPERATOR WOULD ALWAYS HAVE HAD FRONT WHEEL STEERING AND BRAKING. (-23) ON PUSH-BACK FROM THE LOADING DOCK GATE #3, DRIVER TURNED TOO SOON, CAUSING DAMAGE TO LEFT HAND SIDE OF FORWARD SIDE UNDER PILOT'S WINDOW. DAMAGE ABOUT BY 8' X 1' DENTING AND RIPPING THROUGH PRESSURIZED SECTION. SOME FRAMES WERE OUT AND DENTED. 20000312018559I (-23)IN HIS WRITTEN STATEMENT, THE FRONT SEAT PASSENGER (A STUDENT PILOT) STAED THAT HE WAS FLYING THE AIRPLANE DURING THE LANDING APPROACH. HE STATED THAT DURING THE LANDING FLARE THE TAINL WHEEL TOUCHED THE RUNWAY FIRST AND THAT THE MAIN LANDING GEAR COLLAPSED ON TOUCHDOWN. THE PILOT IN COMMAND, A COMMERCIAL PILOT WITH NO REOCRDS OF A FLIGHT INSTRUCTOR CERIFICATE, DELINED TO PROVIDE A WRITTEN OR ORAL STATEMENT. THE PILOT AND PASSENGER WERE NOT INJURED AND THE AIRPLANE SUSTAINED MINOR DAMAGE. THE POST-INCIDENT INVESTIGATION FOUND NO MECHANICAL DISCREPANCIES WITH THE MAIN LANDING GEAR OR ITS OPERATION. 20000312018689I (-23)ON MARCH 12, 2000 AT 1300 MST, AN AEROCOMMANDER 114B, N60096, REGISTERED TO SCHULT INDUSTRIES INC. COLLIDED WITH RUNWAY 20 AT SANTA FE AIRPORT, SANTA FE NM WHILE ON A PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVILED AT THE TIME. AS REPORTED BT THE SANTA FE TOWER OPERATOR ON DUTY AT THE TIME OF THE INCIDENT, AIRCRAFT N60096 WAS ON ITS SECOND APPROACH AFTER BEING TOLD TO GO-AROUND DUE TO HIGH SPEED TRAFFIC BEHIND THEM AND ON THE SECOND APPROACH THE AIRCRAFT APPREARED TO BE PROPOISING UP AND DOWN, THE AIRCRAFT STRUCK THE RUNWAY WITH BOTH MAIN GEARS, BOUNCED BACK AIRBORNE ANDTHEN CAME BACK DOWN AT A STEEP ANGLE LANDING ON THE NOSE GEAR WHICH COLLAPSED AND THE AIRCRAFT PROCEEDED TO SLIDE/SKID DOWN THE RUNWAY. THE AIRCRAFT SUSTAINED MINOR DMAGE AND THERE WAS NO INJURIES TO NEITHER THE PRIVATE NOR THE PASSENGER. 20000312018739I (-23)ON MARCH 12, 2000 AT 1150 MST, A MOONEY, M20F, N9590M, REGISTERED TO ^PRIVACY DATA OMIT^ HAD THE NOSE LANDING GEAR COLLAPSE AFTER APPROX. 500 FT. ON LANDING ROLL OUT AT LOS ALAMOS NM AIRPORT WHILE ON A PERSONAL FLIGHT. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE PILOT AND THE ONE PASSENGER WERE NOT INJURED. AIRCRAFT MAINTENANCE COULD NOT DETERMINE THE CAUSE OF THE GEAR COLLAPSE DUE TO THE DAMAGE SUSTAINED TO THE GEAR. 20000313004829A (-23)THE ENGINE NUMBER 4 CYLINDER EXHAUST ROCKER BOX IS CRACKED. THE PILOT STATED THAT THE ENGINE STARTED SMOKING AND LOST POWER. AN EMERGENCY LANDING WAS MADE IN A FRESH WORKED FARMER'S FIELD AND THE A/C CAME TO REST UPSIDE DOWN. 20000313006169A (-23) AS REPORTED BY WITNESSES, THE A/C WAS PERFORMING AERIAL APPLICATIONS WHEN THE LEFT WING IMPACTED A TREE. THE IMPACT CAUSED THE LEFT WING TO SEPARATE FROM THE FUSELAGE. THE A/C CONTINUED TO FLY UP A HILLSIDE AND BEGAN TO ROLL WHILE CONTACTING SEVERAL MORE TREES. AFTER CLEARING THE HILLTOP THE A/C CROSSED OVER A 2 LANE HIGHWAY IMPACTING ANOTHER HILLSIDE NOSE FIRST AND NEARLY INVERTED. THE A/C FUSELAGE CAME TO REST ON A GRAVEL ROAD, TRAVERSING THE HILLSIDE, WITH THE RIGHT WING, WHICH WAS SEPARATED FROM THE FUSELAGE, BESIDE IT. THE PILOT WAS FATALLY INJURED AFTER THE A/C CAUGHT FIRE FOLLOWING THE IMPACT WITH THE HILLSIDE. 20000313006519A (-23) PILOT ELECTED TO LAND DOWNWIND AND TOUCHED DOWN WITH INSUFFICIENT RUNWAY REMAINING TO MAKE A FULL STOP. HE THEN ATTEMPTED A GO-AROUND HITTING A FNECE 100 FEET BEYOND THE END OF THE RUNWAY AND WENT ANOTHER 100 FEET BEIFRE COMING TO A STOP. 20000313007779A (-23) AIRCRAFT ENGINE LOST POWER, PILOT MADE A FORCED LANDING SHORT OF RUNWAY. 20000313009479A (-23) OM MARCH 13, 2000, MR ANDY WILLIAMS WAS A PIC FOR PIPER 18-150, N82751, WHICH COLLIDED WITH WIRES NEAR RIO VISTA, CA. MR. WILLIAMS WAS OPERATING THE A/C FOR PUBLIC USE AS WILDLIFE FLIGHT THAT OWNED BY UNITED STATES DEPT OF AGRICULTURE. MR. WILLIAMS STATED THAT THE FLARING SUN HAD TEMPORARILY BLINDED HIM WHEN HE WAS TRYING TO MANUEVER THE A/C AND MADE CONTACT WITH THEM. ALSO STATED THAT WIRE EVIDENTLY CAUGHT THE RIGHT GEAR LEG AND STRETCHED THE WIRES UNTIL THEY SNAPPED AND A/C FELL APPROX. 120 FEET TO THE GROUND, ON THE RIGHTSIDE. THE PILOT SUSTAINED SERIOUS INJURIES AND HIS OBSERVED MINOR INJURIES. THEY WERE SUBSTANTIAL DAMAGE TO A/C. (.4) ON MARCH 13, 2000, ABOUT 1410 HOURS PACIFIC STANDARD TIME, A PIPER PA-18-150, N82751, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH WIRES NEAR RIO VISTA, CALIFORNIA. THE UNITED STATES DEPARTMENT OF AGRICULTURE OWNED AND OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT SUSTAINED SERIOUS INJURIES AND HIS OBSERVER SUSTAINED MINOR INJURIES. THE PUBLIC-USE PEST CONTROL FLIGHT DEPARTED RIO VISTA FOR A LOCAL FLIGHT ABOUT 1330. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A COMPANY FLIGHT PLAN WAS FILED. THE PILOT STATED HE HAD BEEN MANEUVERING LOW LEVEL IN AN AREA OF WIND GENERATORS AND POWER LINES FOR 30 MINUTES. HIS GROUND CREW INSTRUCTED HIM TO WORK A NEW AREA SOUTHWEST OF HIS CURRENT LOCATION. HE STARTED A SLOW RIGHT CLIMBING TURN IN THAT DIRECTION, WHICH WAS TO THE RIGHT FRONT OF THE AIRPLANE. THE SUN WAS BEHIND A CLOUD AND HE COULD SEE POWER LINES AND WIND GENERATORS IN HIS NEW WORK AREA. MOMENTS LATER THE SUN CAME FROM BEHIND THE CLOUD AND TEMPORARILY BLINDED HIM. AT THAT INSTANT HIS REAR SEAT OBSERVER TOLD HIM TO "LOOK OUT." HE WAS FLYING UP A DRAW AND NOTED WIRES ANGLING ACROSS HIS FLIGHT PATH. HE MANEUVERED TO AVOID THEM, BUT CONTACTED THE LAST WIRE WITH HIS RIGHT MAIN GEAR. WHEN THE WIRE SNAPPED, THE AIRPLANE FELL TO THE GROUND ON ITS RIGHT SIDE. THE PILOT HAD THE OBSERVER REACH TO THE PANEL OVER THE PILOT'S HEAD AND TURN THE MASTER SWITCH AND GENERATOR SWITCHES TO THE OFF POSITION. THE OBSERVER ASSISTED THE PILOT FROM THE AIRPLANE. THE PILOT SUFFERED A BROKEN RIGHT COLLARBONE, NECK AND BACK INJURIES, AND LACERATIONS ON BOTH LEGS. THEY CONTACTED RESCUE PERSONNEL WITH THEIR CELL PHONE. FOLLOWING THE ACCIDENT, THE OPERATOR INITIATED A REVIEW OF ITS PILOT TRAINING PROGRAM. REVISIONS TO BE EXPLORED INCLUDE REQUIRING A HIGH ALTITUDE RECONNAISSANCE OF WORK AREAS WITH NUMEROUS OBSTACLES, AND ESTABLISHING A ROUTE OF FLIGHT PRIOR TO ENTERING THOSE AREAS. 20000313010489A (-23) ON MARCH 13, 2000, A CESSNA 188D N4833Q PILOTED BY RICKY DEAN PATRICK, ATTEMPTED TAKEOFF AT APPROXIMATELY 1400 HOURS, LOCAL TIME ON RUNWAY17 AT THE OCHILTREE COUNTY AIRPORT, PERRYTON TEXAS. DURING TAKEOFF THE AIRCRAFT GORUND LOOPED COMING TO REST IN THE DIRT TO THE LEFT OF THE RUNWAY. THE WEATHER WAS REPORTED AS CLEAR WITH WINDS 090 AT 12 MPH GUSTING TO 25 MPH. THE AIRCRAFT RECEIVED DAMAGE TO THE RIGHT WING, RIGHT HORIZONTAL STABILIZER, RIGHT MAIN LANDING GEAR STRUT AND THE TAIL WHELL. 20000313014479A (.4) DURING THE TAKEOFF ROLL, APPROXIMATELY 3/4 OF THE WAY DOWN THE LENGTH OF THE RUNWAY, THE AGRICULTURAL AIRPLANE'S ENGINE LOST PARTIAL POWER. THE PILOT STATED THAT 'THE ENGINE KEPT CUTTING IN AND OUT.' HE ELECTED TO ABORT THE TAKEOFF; HOWEVER, HE COULD NOT STOP THE AIRPLANE PRIOR TO THE END OF THE RUNWAY. THE AIRPLANE ROLLED THROUGH A FENCE AND CAME TO REST ON ITS NOSE IN A DITCH. A POST-ACCIDENT ENGINE RUN REVEALED THAT THE ENGINE OPERATED NORMALLY ON THE RIGHT MAGNETO; HOWEVER, THE ENGINE WOULD NOT OPERATE WITH THE LEFT MAGNETO SELECTED. 20000313018549I (-23)AIRCRAFT WAS ON FERRY FLIGHT FROM ABBEVILLE, LA (OR3) TO LAFAYETTE, LA (LFT) WHEN THE NOSE GEAR FAILED TO EXTEND. ATTEMPTS TO EXTEND THE GEAR IN FLIGHT FAILED. LANDING WAS MADE ON THE GRASS PARALLEL TO RUNWAY 15 AT OR3, WITH MINOR DAMAGE TO THE AIRCRAFT. ENGINE WAS SHUT DOWN LANDING MINIMIZING DAMAGE. PROELLER WAS SLIGHTLY BENT ON LANDING. AFTER LANDING, THE AIRCRAFT WAS LIFTED AND THE NOSE GEAR EXTENDED. AIRCRAFT RETURNED TO THE HANGER, AND GEAR RETRACTION PERFORMED SATISFACTORY WITH NO BINDING OR INTERFERNECE REPORTED BY THE MECHANIC. THE AIRCRAFY WAS RECENTLY REPAIRED AS A RESULT OF THE NOSE GEAR COLLAPSING ON LANDING 10/19/97. THE NOSE GEAR ASSEMBLY WAS OVERHAULED AND THE GEAR RIGGING CHECKED. GEAR WAS CYCLED APPROXIMATELY 50 TIMES PRIOR TO THE FERRY FLIGHT. THREE TAKE OFF AND LANDINGS WITH RETRACTION PERFORMED PRIOR TO DEPARTING FOR LFT. GEAR CYCLED ON LAST FLIGHT 5-8 TIMES, AND THE NOSE FAILED TO EXTEND THE LAST TIME. (NO FAA PRESENCE AT POST INCIDENT GEAR RETRACTION) SUBSEQUENT RETRACTIONS WITH FAA PERSONNEL WERE ALSO WITHOUT FAULT. 20000313019539I (-23)PILOT FAILED TO EXTEND LANDING GEAR, RESULTING IN GEAR UP LANDING. 20000314001389I (-23) THE FLIGHT ORIGINATED FROM THE REID HILLVIEW AIRPORT, AND WAS BEING CONDUCTED AS AN FAA CHECK RIDE. SHORTLY AFTER DEPARTURE FROM THE AIRPORT, MR. NELSON DETECTED WHAT HE DETERMINED TO BE STRONG FUEL FUMES IN THE COCKPIT AND ELECTED TO RETURN TO THE AIRPORT TO EXECUTE AN EMERGENCY LANDING. DUE TO AN ERRATIC RUNNING ENGINE AND THE OVERPOWERING FUEL FUMES, MR. NELSON'S FIRST ATTEMPT WAS UNSUCCESSFUL, A SECOND EMERGENCY GO-AROUND AND LANDING WAS EXECUTED SUCCESSFULLY BUT RESULTED IN AN OVER-RUN OF THE RUNWAY BY APPROXIMATELY 10 TO 20 FEET. THERE WAS NO DAMAGE SUSTAINED BY THE AIRCRAFT OR PASSENGERS. IT WAS LATER DETERMINED THAT THE CAUSE OF THE FUMES IN THE COCKPIT WS THE RESULT OF THE CARBURETOR DRAIN PLUG WHICH HAD FALLEN OUT OF THE FUEL FLOAT BOWL. THE EXACT CAUSE OF THE DRAIN PLUG DEPARTING THE FLOAT BOWL IS STILL UNDER INVESTIGATION. 20000314001469I (-23) DUE TO SPIKE FROM OVER VOLTAGE RELAY, CAUSING THE ALTITUDE ALERTER TO OVER HEAT AND PROVIDE SMOKE IN THE COCKPIT AREA, CAUSING FAILURE OF BOTH NUMBERS 1 AND 2 DC GENERATORS. MAINTENANCE REMOVED AND REPLACED ALL FAILED UNITS PER F27 MAINTENANCE MANUAL AND RETURNED AIRCRAFT TO SERVICE. NO FURTHER ACTION REQUIRED. 20000314001729I (-23) PILOT EXPERIENCED UNSAFE NOSE GEAR INDICATION ON LANDING. TOWER STATED NOSE GEAR DOWN BUT APPEARED UNLOCKED. INITIAL INSPECTION DID NOT REVEAL CAUSE OF NOSE GEAR TO FAIL TO GO OVER CENTER (LOCKED). REPAIR FACILITY TO SUBMIT M & D UPON CORRECTIVE ACTION. THIS INCIDENT REPORT CONSIDERED CLOSED. 20000314001869I (-23) THIS AIRCRAFT LANDED AT LAKE CASITAS, CA (NEAR OJAI). LOCAL ORDINANCE PROHIBITS A/C ON LAKE CASITAS. FAR'S DO NOT REGULATE. NO INFORMATION SUPPORTING CARLESS/RECKLESS OPERATION FORTHCOMING FROM RANGER AT LAKE CASITAS. NO DIREECT EVIDENCE THAT BREEDING WAS PIC. NO FURTHER ACTION WARRANTED THIS TIME. 20000314001999I (-23) PILOT REPORTED THAT UPON LANDING ON RUNWAY 27 AT MEMPHIS INTL, THE RIGHT MAIN GEAR COLLAPSED, CAUSING THE AIRCRAFT TO VEER OFF OF THE RIGHT SIDE OF THE RUNWAY. THSE NOSE GEAR COLLAPSED ONCE IT HIT THE SOFT DIRT. DAMAGE TO THE AIRCRAFT CONSISTED OF BOTH PROPS, ENGINES, BELLY SKIN ON THE NOSE SECTION, NOSE GEAR DOORS, RIGHT MAIN GEAR DOOR AND THE RIGHT HAND WINGTIP. 20000314003889I PILOT STATED HE WAS DOING TOUCH AND GO, LOWERED FLAPS ON DOWN WIND. THE DOOR WAS NOT CLOSED TIGHT, HE WAS DISTRACTED AND FORGOT TO PUT THE GEAR DOWN. MEDICAL 8-9-99 3RD CLASS 918-272-1309 20000314003929I (.23) ON MARCH 14, 2000, AT APPROXIMATELY 1750 HOURS, A CESSNA 402B OWNED AND OPERATED BY AMIGOS AVIATION INC., PERFORMED AN EMERGENCY LANDING AT PORT MANSFIELD (T05) AFTER EXPERIENCING A LEFT ENGINE FAILURE. VFR FLIGHT CONDITIONS PREVAILED AND A FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS NOT DAMAGED AND THE PILOT, COMMERICAL RATED, DID NOT SUSTAIN INJURIES. THE FLIGHT ORIGINATED IN SAN ANTONIO (SAT). 20000314003979I NORMAL LANDING ACCOMPLISHED. JUST AFTER TOUCH-DOWN RIGHT LANDING GEAR COLLAPSED. AIRCRAFT PROCEEDED OFF THE RUNWAY, TOWARDS THE RIGHT SIDE. INSPECTION REVEALED THE CASTING ON MAIN STRUT FAILED. MAINTENANCE AT ARROW AVIATION IS PLANNING TO SUBMIT AN FAA MALFUNCTION & DEFECT REPORT. NO INJURIES. 20000314006579A (-23) WHILE ON AERIAL PATROL OVER COMTON, CA., THE PILOT OF A PUBLIC USE BELL OH-58C HELI, OPERATED BY THE COMPTON POLICE DEPT., NOTICED THE LOW ROTOR RPM LIGHT IN THE COCKPIT FLASH ON, THEN OFF. PERCEIVING A PROBLEM WITH THE A/C THE PILOT DECEIDED TO RETURN TO BASE AT COMPTON AIRPORT. WHILE ENROUTE THE PILOT EXPERIENCED MORE FLASHING OF THE LOW ROTOR RPM LIGHT, AND THE ILLUMINATION OF OTHER COCKPIT AND PANEL LIGHTS. CONCURRENT WITH THE ILLUMINATION OF THE WARNING AND CAUTION LIGHTS, THE HYDRAULIC SYSTEM TURNED OFF. THEPILOT CHECKED ENGINE GAUGES AND INSTRUMENTS AND NOTED THAT THE ROTOR TACHOMETER WAS REGISTERING HIGH OFF THE RPM SCALE. HE PERCEIVED A CHANGE IN BACKGROUND ENGINE AND ROTOR SOUNDS. THE OBSERVER REPORTED A LOSS OF RADIOS AND EXTERIOR LIGHTS AT THIS TIME. AS THE PILOT APPROACHED AN EXTENDED FINAL APPROACH TO RUNWAY 25 AT COMPTON AIRPORT THE PILOT EXPERIENCED CONTROL DIFFICULTIES WITH THE A/C. DURING THE APPROACH TO THE AIRPORT AN AIRPLANE ON A BASE LEG TURN TO RUNWAY 25, THE PILOT HAD TO MANUEVER TO AVOID A COLLISION WITH THE AIRPLANE. BECAUSE OF UNCERTAINTY ABOUT THE HELI CONTROLLABILITY, THE PILOT CHOSE TO INITIATE AN AUTOROTATION TO A CLEAR AREA IN AN UNOCCUPIED SCHOOLYARD. AS THE HELI AUTOROTATED, THE PILOT WAS ABLE TO MISS A BUILDING BUT COULD NOT AVOID A PARKED TRACTOR-TRAILOR RIG ON THE PREMISES. THE HELI COLLIDED WITH THE TRAILOR, THEN THE GROUND, AND ROLLED OVER ON ITS BACK. THE PILOT AND OBSERVER, THE SOLE OCCUPANTS, RECEIVED MINOR INJURIES. (.4) ON MARCH 14, 2000, AT 1911 HOURS PACIFIC STANDARD TIME, A BELL OH-58C, N911JN, COLLIDED WITH A TRAILER AND THE GROUND DURING AN AUTOROTATION AT COMPTON, CALIFORNIA. THE AUTOROTATION WAS PRECIPITATED BY PILOT PERCEIVED MALFUNCTIONS IN THE ELECTRICAL AND HYDRAULIC SYSTEMS DURING CRUISE. THE HELICOPTER WAS OWNED AND OPERATED BY THE COMPTON POLICE DEPARTMENT AS A PUBLIC-USE AIRCRAFT AND WAS ENGAGED IN A ROUTINE LAW ENFORCEMENT PATROL MISSION. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS DESTROYED IN THE GROUND COLLISION SEQUENCE. THE PRIVATE PILOT AND AN OBSERVER, THE SOLE OCCUPANTS, SUSTAINED MINOR INJURIES. THE LOCAL AREA PATROL FLIGHT ORIGINATED FROM THE COMPTON MUNICIPAL AIRPORT AT 1730. ACCORDING TO THE STATEMENTS OF THE PILOT AND OBSERVER, THEIR SHIFT BEGAN AT 1600 AND THEY CONDUCTED A FULL PREFLIGHT INSPECTION OF THE HEL ICOPTER PRIOR TO THE 1730 TAKEOFF. THE PILOT STATED THAT THERE WERE NO MAINTENANCE ITEMS CARRIED FORWARD FOR THIS FLIGHT. A 1-HOUR ROUTINE PATROL MISSION WAS FLOWN AND THEY LANDED AT A REMOTE REFUELING PAD AND CONDUCTED A HOT REFUELING TO MAXIMUM TANK CAPACITY, THEN TOOK OFF AGAIN ABOUT 1840 TO CONTINUE THEIR PATROL. THEY RESPONDED TO A TRAFFIC ACCIDENT CALL ABOUT 1900 AND ORBITED THE LOCATION IN LEFT TURNS. FOLLOWING RELEASE FROM THE CALL, THE PILOT EXITED THE ORBIT. SHORTLY AFTER THAT, THE PILOT AND OBSERVER NOTICED THAT THE LOW ROTOR RPM WARNING LIGHT FLASHED ON, THEN BACK OFF, THEN ON AGAIN. THE PILOT USED THE PUSH TO TEST SWITCH AND THE LIGHT RETURNED TO NORMAL OPERATION. THE PILOT CHECKED THE TACHOMETER AND NOTED NORMAL ROTOR AND ENGINE RPM. THE HELICOPTER WAS ONLY 3 MILES FROM THEIR BASE AT THE COMPTON AIRPORT AND THE PILOT DECIDED TO RETURN TO BASE AND HAVE MAINTENANCE EXAMINE THE HELICOPTER. THE LOW ROTOR WARNING LIGHT THEN BEGAN TO FLASH ON AND OFF, WITH AN INCREASING FREQUENCY. SHORTLY THEREAFTER, THE LOW ROTOR LIGHT CAME ON STEADY. SUDDENLY ALL THE COCKPIT WARNING AND CAUTION LIGHTS ILLUMINATED, BOTH ON THE EYEBROW PANEL AND CENTER PEDESTAL PANEL. CONCURRENT WITH ILLUM INATION OF THE WARNING AND CAUTION LIGHTS, THE HYDRAULIC SYSTEM TURNED OFF AND THE PILOT HAD TO RESORT TO MANUAL FORCE ON THE FLIGHT CONTROLS. THE PILOT CHECKED THE ENGINE AND ROTOR GAGES AND NOTED THAT THE ROTOR NEEDLE ON THE TACHOMETER WAS REGISTERING OFF SCALE HIGH; HOWEVER, NEITHER HE NOR THE OBSERVER PERCEIVED ANY CHANGE IN THE BACKGROUND ENGINE AND ROTOR SOUNDS. THE OBSERVER REPORTED THAT HE 20000314009379A (-23)THE AIRCRAFT DEPARTED RUNWAY AT 0630 WITH ENGINE POWER, AND TEMPERATURES INDICATING NORMAL. SHORTLY AFTER ROTATION, AT ABOUT 300-400 FEET, THE ENGINE QUIT. THE PILOT SET THE ENGINE TO FULL RICH, VERIFIED THE FUEL SELECTOR AND SWITCHED THE BOOST PUMP TO THE "UP" OR HIGH POSITION. THE ENGINE POWERED UP MOMENTARILY (2 TO 5 SECONDS)AND THE ENGINE QUIT AGAIN. THE PILOT MADE AN EMERGENCY LANDING IN THE MEDIUM OF I-70. 20000314013049A (-23) RECEIVED REPORT OF ACCIDENT APPROX 2320 HRS. SPOKE WITH LAX OPS CENTER DUTY OFFICER, BRUCE NELSON. NO PRELIMINARY ACCIDENT REPORT. UNABLE TO ASCERTAIN N-NUMBER. REPORT STATES A/C DEPARTED SFO @1825. UPON GEAR RETRACTION, PILOT REPORTED R/H MLG WOULD NOT RETRACT. A/C PLACED IN HOLD PATTERN, RETURNED TO SFO 2006 PST. R/H MLG COLLAPSED UPON LANDING. R/H WING STRUCK GROUND, BREAKING PORTION OFF. AFTER COMING TO REST, PASSENGERS EVACUATED. NINE (9)INJURIES REPORTED. NO FATALITIES. 3/14/00 MET WITH NTSB IIC. INITIAL INVESTIGATION TEAM ESTABLISHED. DELTA A/C RECOVERY TEAM BRIEFED. FAA AREAS OF RESPONSIBILITIES COMPLIED WITH. INTERVIEWS CONDUCTED WITH GROUND HANDLING AND FLIGHT CREWS. PHOTOGRAPHIC EVEIDENCE TAKEN. INITIAL FAULT APPEARS TO LIE IN LANDING GEAR SEQUENCING. 20000314014879I (-23) WHILE LANDING AT THE AUBURN AIRPORT, THE LANDING GEAR ON N4317S, BEECH V-35, COLLAPSED. THE AIRCRAFT SKIDDED AND CAME TO A STOP ON THE RUNWAY. WITNESSES REPORTED SEEING THE LANDING GEAR PARATIALLY EXTENDED JUST BEFORE LANDING. THE PILOT REMEMBERS EXTENDING THE LANDINGE GEAR ON DOWNWIND, BUT DOES NOT REMEMBER SEEING ANY GEAR DOWN AND LOCKED INDICATION. INSPECTION OF THE AIRCRAFT AFTER THE ACCIDENT REVEALED THAT THE LANDING GEAR SWITCH WAS IN THEDOWN POSITION AND THE LANDING GEAR CIRCUIT WAS POPPED. 20000314014899I (-23) CASCADE 13(N495CM) ENCOUNTERED SEVERE TURBULENCE INBOUND TO RDM (REDMOND) WHILE DESCENDING BETWEEN 11,000 AND 5,000 FEET. THE PIC SUFFERED A CUT WHEN HIS HEAD BUMPED A KNOB ON THE ROSEN SUN VISOR, DURING THE ENCOUNTER EITH TURBULENCE. THE SIC COMPLETED THE VISUAL APPROACH AND LANDED WHILE THE PIC ATTEMPTED TO RESTRAIN THE BLEEDING WITH NAPKINS. THE PIC WAS TREATED WITH 7 STAP;ES TO CLOSE THE HEAD WOUND AND A MECHANIC WAS DISPATCHED FROM PDX TO INSPECT THE AIRCRAFT. NO DAMAMGE WAS FOUND TO THE CE-55 DURIGN THE INSPECTION. THE PIC STATED AFTERWARD THAT HIS SEAT BELT COULD HAVE BEEN FASTENED TIGHTER. 20000314017689I (-23)ENROUTE FROM PUW TO COE, LOST POWER OVER LAKE COEUR D'ALENE, DIVERTED WEST AND LANDED ON RURAL ROAD, APPROXIMATELY 3 MILES WEST OF WORLEY, WA. 20000314021179I (-5) AT APPROXIMATELY 1345 LOCAL, A RIGHT NOSE GEAR TIRE DEPARTED AMERICAN AIRLINES FLIGHT 2245 WHILE OVER SOUTHGATE, CA. THE TIRE IMPACTED THE GROUND AND CAME TO REST IN A VACANT CHURCH PARKING LOT. SOUTHGATE POLICE SECURED THE AREA. NTSB WAS NOTIFIED BY AWP-6. INSPECTORS ARN/CAP RESPONDED TO LAX, AND GIL/FRA RESPONDED TO SOUTHGATE. 20000314039869A (-23)STUART TOWER CLEARED N6744T FOR RIGHT BASE RUNWAY 07 WHEN IT WAS APPROX 7 MILES SOUTH OF AIRPORT. AS IT WAS INITIATING TURN TO FINAL, WING TIP COLLIDED WITH A WING TIP OF A BEECH A36, N51ML HAD NOT BEEN ABLE TO TRANSMIT IT'S HAND OFF TO STUART TOWER FROM PALM BEACH APPROACH, IN AN IFR FLIGHT PLAN, BUT DIRECTED TO CONTACT STUART TOWER. 20000314039889A (-23)STUART TWR CLEARED N6744T FOR RIGHT BASE RWY 07 WHEN IT WAS APPROX. 7 MI. SOUTH OF APT. AS IT WAS INITIATING TURN TO FINAL, WING TIP COLLIDED WITH WING TIP OF A BEECH A36, N51ML THAT HAD NOT BEEN ABLE TO TRANSMIT ITS HAND-OFF TO STUART TOWER FROM PALM BEACH APP. IN AN IFR FLIGHT PLAN, BUT DIRECTED TO CONTACT THE STUART TOWER. 20000315002339I (-23) ON MARCH 15, 2000, AT ABOUT 1630, WHILE CONDUCTED AERIAL APPLICATION UNDER FAR 137 THE HELICOPTER HIT A TELEPHONE WIRE AS IT PASSED UNDER THE WIRE STRUNG BETWEEN TWO POLES. THE BELL 47G5 HIT THE WIRE AND DENTED THE LEADING EDGE OF THE MAIN ROTOR BLADES. THE BLADES WERE SENT IN FOR REPAIR. THE FLIGHT OPERATION OCCURRED NEAR THE TOWN OF DUCOR CALIFORNIA AND VFR FLIGHT CONDITIONS PREVAILED AND NO INJURY OCCURRED TO THE PILOT OR CROP. 20000315004489A (-23) ON MARCH 15, 2000, AT 2208 CST A NATIONAL EXPRESS FLIGHT 510, N11NX, SUSTAINED DAMAGE DURING LANDING ROLL OUT ON RUNWAY 03 AT SAN ANTONIO INTERNATIONAL AIRPORT. N11NX IS OPERATED BY TEXAS AIR CHARTER DBA NATIONAL EXPRESS OF DENTON, TX. N11NX IS A NIGHT VFR NON SCHEDULED FLIGHT THAT DEPARTED HARLINGEN TO SAN ANTONIO WITH A IFR FLIGHT PLAN FILED. THERE WERE NO INJURIES. ON LANDING ROLL OUT THE LEFT MAIN GEAR FAILED. THE UPPER GEAR STRUT PARTS WERE SENT TO NTSB FOR FATIGUE INSPECTION. NTSB EVALUATING THE PARTS FOR FAILURE. (.4)AFTER TOUCHDOWN, THE PILOT ABORTED THE LANDING AND PERFORMED A GO-AROUND. DURING THE SUBSEQUENT LANDING, THE LEFT MAIN LANDING GEAR COLLAPSED, AND THE AIRPLANE EXITED THE RUNWAY AND STRUCK RUNWAY LIGHTS. A POST ACCIDENT FIRE IGNITED FROM A FUEL LEAK UNDER THE LEFT WING COMING IN CONTACT WITH A HOT WIRE FROM THE DAMAGED RUNWAY LIGHTS. THE COMMERCIAL PILOT HAD COMPLETED ALL COMPANY TRAINING REQUIREMENTS, SATISFACTORILY COMPLETED THE CFR PART 135 AIRMAN COMPETENCY/PROFICIENCY FLIGHT CHECK ADMINISTERED BY THE COMPANY CHECK AIRMAN, AND THE SUBSEQUENT LINE CHECKS. THE PILOT HAD ACCUMULATED 6 00 FLIGHT HOURS IN THE ACCIDENT MAKE AND MODEL. AT THE LAST ANNUAL INSPECTION, THE ACCUMULATED AIRFRAME TIME WAS 15,522.7 HOURS. MAINTENANCE RECORDS DID NOT REVEAL EVIDENCE OF ANY ANOMALIES OR UNCORRECTED MAINTENANCE DEFECTS. EXAMINATION REVEALED THAT THE LEFT MAIN LANDING GEAR TRUNNION HAD FRACTURED AS A RESULT OF OVERLOAD. NO MICROSCOPIC ANOMALIES WERE FOUND IN THE TRUNNION MATERIAL. 20000315009139A (-23) THE PILOT WAS FLYING IN A GLIDE APPROX. 200 FT. AGL WHEN A GUST OF WIND HIT THE AIRCRAFT AND CAUSED HIM TO LOOSE CONTROL. THE AIRCRAFT STALLED AND THE RIGHT WING STRUCK A MESQUITE TREE. THE NOSE THEN IMPACTED THE GROUND WITH THE LEFT WING STRIKING A MESQUITE TREE. THE AIRCRAFT CAME TO REST ON IT'S NOSE WITH THE TAIL OF THE AIRCRAFT SNAPPED OFF. PIECES OF THE AIRCRAFT WERE SCATTERED AROUND A 100 FT. DIAMETER AREA. (.4) ON MARCH 15, 2000, AT 1830 HOURS MOUNTAIN STANDARD TIME, AN AERO COMMANDER 100, N3896X, COLLIDED WITH THE GROUND FOLLOWING AN IN-FLIGHT LOSS OF CONTROL NEAR BUCKEYE, ARIZONA. THE AIRPLANE WAS DESTROYED DURING THE IMPACT SEQUENCE. THE STUDENT PILOT, THE SOLE OCCUPANT, SUSTAINED SERIOUS INJURIES. A FLIGHT PLAN WAS NOT FILED FOR THE PERSONAL FLIGHT THAT ORIGINATED AT AN UNKNOWN TIME FROM BUCKEYE MUNICIPAL AIRPORT. ACCORDING TO THE MARICOPA COUNTY SHERIFF'S OFFICERS WHO RESPONDED TO THE SCENE, THE PILOT TOLD THEM THAT HE WAS FLYING AT 200 FEET AGL AND HE HAD REDUCED HIS ENGINE SPEED TO 90 MILES PER HOUR TO "SEE HOW THE AIRPLANE WOULD GL IDE AT 200 FEET. HE INCREASED THE ENGINE SPEED TO COMPENSATE FOR THE WIND GUST, OVERCOMPENSATED, AND LOST CONTROL OF THE AIRPLANE. A WITNESS OBSERVED THER THE AIRPLANE TO HIS SOUTH FLYING EAST. HE SAID HE WATCHED THE AIRPLANE'S RIGHT WING DROP TO A NEAR VERTICAL POSITION AND THE AIRPLANE DOVE INTO THE GROUND. HE SAW A CLOUD OF DUST AND HEARD THE CRASH. THE WITNESS RESPONDED TO THE SCENE WITH ANOTHER WITNESS. WHEN THEY ARRIVED AT THE CRASH SITE, THEY OBSERVED THE PILOT ON HIS KNEES ON THE GROUND NEAR THE LEFT SIDE OF THE AIRPLANE. THE FIRST WITNESS REPORTED TO A FAA INPSECTOR THAT THE PILOT TOLD HIM THAT HE WAS NOT TRYING TO LAND ON A NEARBY PRIVATE DIRT AIRSTRIP BUT WAS JUST "SCREWING AROUND". THE SHERIFF'S REPORT STATED THAT THEY LOCATED THE AIRPLANE IN A SLIGHTLY HILLY, OPEN DESERT AREA. THE REPORT INDICATED THAT THE AIRPLANE CAME TO REST NOSE DOWN, FACING EAST. THE TAIL OF THE AIRPLANE WAS POINTING UPWARDS ABOUT 90 DEGRESS. A SHERIFF'S DEPUTY MEASURED THE LENGTH OF THE GROUND SCAR LEADING TO THE WRECKAGE AS 76 FEET. AN INSPECTION OF THE AIRPLANE BY THE FAA AIRWORTHINESS INSPECTOR REVEALED THAT THE ENIGNE HAD SEPARATED FROM THE AIRPLANE. FUEL WAS FOUND IN BOTH TANKS. THE PROPELLEER BLADES WERE BENT FORWARD. THE THROTTLE WAS FULLY FORWARD AND THE MIXTUREWAS IN THE "RICH" POSITION. THE PRIMER WAS IN AND LOCKED. ACCORDING TO THE OWNER OF BUCKEYE AVIATION, THE OWNER HAD FUELED HIS AIRPLANE THE MORNING OF THE ACCIDENT. HE OBSERVED THE PILOT RUNNING THE ENGINE WHILE HE STOOD NEXT TO THE UNATTENDED AIRPLANE. ON ANOTHER OCCASION, THE OWNER OF BUCKEYE AVIATION STATED THAT HE HAD LOOKED INSIDE THE AIRPLANE AND NOTED THAT ALL THE SEATS WERE MISSING EXCEPT FOR THE PILOT'S SEAT. HE NOTED THAT THE PILOT HAD NOT FLOWN THE AIRPLANE IN SEVERAL MONTHS, AND THAT HE WATCHED THE PILOT PERFORM SEVERAL TOUCH AND GO OPERATIONS PRIOR TO DEPARTING THE PATTERN. HE STATED THAT IT WAS HIS OPINION THAT NO MAINTENANCE HAD BEEN PERFORMED ON THIS AIRPLANE IN "MANY YEARS." A FRIEND OF THE PILOT SAID THAT THE PILOT "HARDLY EVER FLEW HIS AIRPLANE." THE PILOT'S LOGBOOK AND STUDENT PILOT CERTIFICATE WERE LOCATED AND COPIED. A THIRD-CLASS MEDICAL CERTIFICATE WAS ISSUED TO THE PILOT ON MARCH 18, 1998. THE CERTIFICATE CONTAINED THE LIMITATION THAT THE PILOT MUST HAVE GLASSES AVAILABLE FOR NEAR VISION. AN ENTRY IN THE PILOT LOG INDICATED THAT THE PILOT HAD BEEN CERTIFICATED SAFE FOR SOLO FLIGHT INA CESSNA 150 ON DECEMBER 24, 1986. ADDITIONALLY, THERE WERE THREE CROSS-COUNTRY ENDORSEMENTS FOR FLIGHT IN A CESSNA 152, ALL DATED FROM FEBRUARY TO MARCH 1987. THE LOGBOOK DID NOT HAVE ANY FLIGHT INSTRUCTOR ENDORSEMENTS AND A RECORD OF A FLIGHT REVIEW WAS NOT LOCATED. THE MOTHER OF THE PILOT CALLED INVESTIGATORS AND SAID SHE WAS UNAWARE HER SON HAD PURCHASED AN AIRPLANE. SHE STATED THAT HE WAS UNE 20000315015259A (.4)THE STUDENT PILOT STATED THAT HE WAS ON HIS SECOND SUPERVISED LOCAL SOLO FLIGHT AND WAS RETURNING TO NAPLES. DURING THE APPROACH HE CRABBED THE AIRPLANE INTO THE WIND, BUT AS HE DESCENDED BELOW THE TREE LINE, JUST BEFORE TOUCHDOWN, THE AIRCRAFT SKIDDED OFF THE RUNWAY AND NOSED OVER. THE FAA INSPECTOR WHO CONDUCTED THE POSTCRASH EXAMINATION OF THE ACCIDENT AIRPLANE STATED THAT WITNESSES TOLD HIM THAT THE STUDENT PILOT WAS ON FINAL APPROACH TO RUNWAY 05, NEAR TOUCHDOWN, WHEN HE EXPERIENCED A WIND GUST BETWEEN SIXTEEN AND TWENTY FIVE KNOTS FROM 010 TO 070 DEGREES. THE GUST PITCHED THE AIRCRAFT UP, AND IT STALLED, COMING DOWN ON THE LEFT MAIN GEAR AND LEFT WING TIP. THE LEFT MAIN GEAR BROKE, DRAGGED ON THE RUNWAY, AND THE AIRCRAFT ROTATED TO THE LEFT, EXITING THE RUNWAY INTO THE GRASS. THE NOSE GEAR THEN BROKE AND DUG INTO THE GRASS, VAULTING THE AIRPLANE ON ITS BACK. 20000315015589I (.23) ON MARCH 15, 2000, AT 0630 EST, A BOEING 737-300, OPERATED BY US AIR, FLIGHT 220, HAD THE RIGHT, NUMBER TWO ENGINE TORCH ON ENGINE START AND A FLIGHT ATTENDANT INITIATED AN EMERGENCY EVACUATION. FOUR PASSENGERS SUSTAIN MINOR INJURIES EVACUATING DOWN THE TWO AFT SLIDES WITH THE ENGINES OPERATING. THE AIRCRAFT ATTEMPTED THREE RIGHT ENGINE STARTS WITH NO SUCCESS. THE LFIGHT CREW FOUND THE RIGHT ENGINE IGNITION CIRCUIT BREAKERS OUT. THE FLIGHT CREW RESET THE CIRCUIT BREAKERS. ON THE FORTH ENGINE START THE ENGINE LIT OFF AND THE EXCESS FUEL IN THE EXHAUST CAUSED THE FUEL TO BURNED AND TORCH OUT OF THE ENGINE TAILPIPE. THE FLIGHT CREW RESET THE CIRCUIT BREAKERS. ON THE FORTH ENGINE START THE ENGINE LIT OFF AND THE EXCESS FUEL IN THE EXHAUST CAUSED THE FUEL TO BURN AND TORCH OUT OF THE ENGINE TAILPIPE. THE FLIGHT ATTENDANT SEEN THIS AS A ENGINE FIRE AND INITIATED AN AIRCRAFT EVACUATION. 20000315016899I (-23)ON 3-15-2000, AT APPROXIMATELY 8:15; KANSAS CITY TOWER ADVISED AMERICAN AIRLINES FLIGTH #1870, TO TAKE TAXIWAY "B" TO RUNWAY 19R. THE AA B-727 TAXIED THROUGH BARRICADES SET TO BLOCK THE ENTRANCE OF TAXI-WAY "B" FORM TAXI-WAY "G". THE BARRICADES HAD BEEN MOVED FORM B4. CITY WORKERS ^PRIVACY DATA OMITTED^ WITNESSES THE AIRCRAFT COME THROUGH THE BARRICADES AS IT WAS APPROACHING THE AREA IN WHICH THEY WERE WORKING. THE AIRCRAFT STOPPED SHORT OF THE STEEL PLATE THAT WAS LOCATED 20 FEET SOUTH OF A6 CENTERLINE ON TAXI-WAY "B". THE CREW CONTACTED AMERICAN AIRLINES PERSONNEL AND ASKED FOR A TUG TO ASSIST THEM IN REPOSITIONING THE AIRCRAFT. AMERICAN AIRLINES AMPLOYEES ^PRIVACY DATA OMITTED^ REPOSITIONED THE AIRCRAFT ON THE "A6" TAXI-WAY. THE AIRCRAFT WAS ABLE TO PROCEED ON TO TAXI-WAY "A" UNDER ITS OWN POWER. THE AIRCRAFT PROCEEDED TO RUNWAY "19R" AND DEPARTED KANSAS CITY. THE AIRCRAFT WAS NEVER INSPECTED IN KANSAS CITY PRIOR TO DEPARTURE. INCIDENT CE2000IAAC028 IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. 20000316000789I WHILE LANDING RUNWAY 17, AIRCRAFT VEERED OFF RUNWAY AFTER TOUCHDOWN, THROUGH GRASS AND ONTO TAXIWAY "F" JUST SOUTH OF TAXIWAY "D". 20000316001589I (-23) WHILE TRYING TO HAND-PROP THE AIRCRAFT, THE ROPE BEING USED TO TIE DOWN THE AIRCRAFT BROKE AND IT PROCEEDED TO TAXI UNOCCUPIED OFF INTO THE WEEDS. NO ONE WAS INJURIED AND NO PROPERTY DAMAGE OCCURRED. THE AIRCRAFT RECEIVED MINOR DAMAGE TO THE PROPS, LANDING GEAR, AND RIGHT WING TIP. 20000316001629I (-23) NOSE GEAR COLLAPSED AFTER LANDING ON RUNWAY 02 AT RST. THE AIRCRAFT WAS ON THE LANDING ROLL-OUT AND ABOUT TO MAKE THE TURN FOR TAXIWAY BRAVO. NO INJURIES AND ONLY MINOR DAMAGE. AN M OR D WILL BE SUBMITTED AFTER COMPLETION OF REPAIRS. 20000316001689I (-23) WHILE RETURNING ON A FLIGHT TO FLEMING FIELD, ST PAUL, MN (SGS), THE AIRCRAFT LOST POWER AND LANDED IN AN OPEN FIELD. NO DAMAGE OR INJURIES. REASON FOR LOSE OF POWER IS STILL UNDER INVESTIGATION. AN AMENDMENT TO TH IS REPORT WILL BE SUBMITTED WHEN REASON FOR THE LOSE OF POWER IS IDENTIFIED. AIRCRAFT WAS ON FIRST FLIGHT AFTER AN ANNUAL INSPECTION. PRELIMINARY INSPECTION OF THE AIRCRAFT REVEALED NUMEROUS ITEMS THAT WERE NOT IN COMPLIANCE WITH AN ANNUAL INSPECTION. ^PRIVACY DATA OMITTED^ 20000316004819A (-23) UPON LANDING ROLLOUT RETRACTED LANDING GEAR INSTEAD OF FLAPS. (.4)THE PILOTS HAD BEEN PRACTICING INSTRUMENT APPROACHES, AND THEY DECIDED TO LAND. THE OWNER-PILOT RECEIVING INSTRUCTION MADE A NORMAL LANDING BUT DURING THE ROLLOUT, THE NOSE LANDING GEAR COLLAPSED. THE AIRPLANE SLID ON ITS NOSE, THEN BEGAN TO VEER TO THE LEFT. THE RIGHT MAIN LANDING GEAR THEN COLLAPSED. AN FAA INSPECTOR WHO EXAMINED THE AIRPLANE FOUND THE LANDING GEAR SELECTOR IN THE DOWN POSITION, AND THE FLAP HANDLE IN THE UP POSITION. THE LANDING GEAR DOORS WERE OPEN. THE LANDING GEAR TORQUE TUBES WERE BENT AND NOT BROKEN. 20000316005029A (-23) WHILE PRACTICING LANDINGS AND TAKE-OFFS ON RUNWAY 34 IN BEND, OREGON, PILOT LOST CONTROL OF AIRCRAFT ON ROLLOUT DUE TO GUSTING WINDS FROM THE WEST. AIRCRAFT GROUND LOOPED, STRIKING THE RIGHT WING TIP AND SHEARING OFF RIGHT WHEEL. 20000316006689A (-23) PILOT IN COMMAND HEARD LOUD POP FROM R/H SIDE OF AIRCRAFT. THE AIRCRAFT SKIDDED TO THE R/H SIDE OF RUNWAY THEN WENT OFF RUNWAY INTO GRASS AREA. (.4)ON MARCH 16, 2000, ABOUT 1612 EASTERN STANDARD TIME, A CESSNA 402C, N251RS, REGISTERED TO TROPICAL TRANSPORT SERVICES, INC., AND OPERATED BY AIR SUNSHINE, INC., AS FLIGHT 726, A TITLE 14 CFR PART 135 SCHEDULED DOMESTIC PASSENGER FLIGHT FROM FORT LAUDERDALE, FLORIDA, TO SARASOTA, FLORIDA, RAN OFF THE RUNWAY AND COLLAPSED THE LANDING GEAR DURING TAKEOFF FROM FORT LAUDERDALE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE AIRLINE TRANSPORT-RATED PILOT AND NINE PASSENGERS WERE NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT DURING TAKEOFF ROLL AT BETWEEN 85-90 KNOTS, HE HEARD A "POP" SOUND FROM THE RIGHT SIDE OF THE AIRCRAFT. THE AIRCRAFT STARTED SKIDDING TO THE RIGHT SIDE OF THE RUNWAY. HE REDUCED ENGINE POWER AND TRIED TO CONTROL THE AIRCRAFT. THE AIRCRAFT KEPT SKIDDING AND WENT OFF THE RUNWAY INTO THE GRASS AREA. THE AIRCRAFT THEN CAME TO A HALT. THE PASSENGERS STATED THE AIRCRAFT HAD HAD REACHED TAKEOFF SPEED AND THE NOSE OF THE AIRCRAFT WAS RAISED WHEN THEY HEARD A "POP" SOUND AND THE AIRCRAFT STARTED TO VEER TO THE RIGHT. THE PILOT AT FIRST ATTEMPTED TO CONTINUE THE TAKEOFF, BUT THEN ABORTED THE TAKEOFF. THE AIRCRAFT VEERED OFF THE RIGHT SIDE OF THE RUNWAY, SPUN AROUND, AND CAME TO REST. EXAMINATION OF RUNWAY 9 RIGHT BY AN FAA INSPECTOR SHOWED THAT THE AIRCRAFT WAS PROCEEDING WITH A NORMAL TAKEOFF UNTIL ABOUT 1,600 FEET DOWN THE RUNWAY WHEN THE RIGHT MAIN TIRE BEGAN TO SEPARATE THE RECAPPED TREAD. ABOUT 150 FEET LATER THE RIGHT MAIN TIRE BLEW. APPROXIMATELY 100 FEET AFTER THAT, THE RIGHT MAIN TIRE STOPPED TURNING AND BEGAN TO DRAG THE AIRCRAFT TO THE RIGHT. THE AIRCRAFT DEPARTED THE RUNWAY TO THE SOUTH SIDE. ONCE IN THE SOD AREA, THE AIRCRAFT CONTINUED TO SPIN AROUND UNTIL IT WAS FACING NEARLY WEST. THE LANDING GEAR COLLAPSED AND SEPARATED AND THE AIRCRAFT IMPACTED THE AIRPORT FENCE WITH THE LEFT WING, WHERE THE AIRCRAFT CAME TO REST. THE REMAINS OF THE RIGHT MAIN TIRE AND TUBE WERE TAKEN BY AN FAA INSPECTOR TO SPECIALTY TIRES OF AMERICA, INDIANA, PENNSYLVANIA, THE TIRE MANUFACTURER. A REPORT PREPARED BY THE MANAGER, TIRE ENGINEERING, SPECIALTY TIRES, STATED THE TIRE WAS A 6.50-10 MCCREARY AIR HAWK 10PR, TUBETYPE, SERIAL NUMBER CY8A B3M8502. THE TIRE HAD BEEN RECAPPED AND THE RECAPPER IDENTIFICATION MARKS WERE "AERO WBS 11-99 R-1. THE TIRE HAD EXTENSIVE SURFACE DAMAGE DUE TO FRICTION FROM CONTACT WITH A HARD SURFACE. THERE WERE NO SIGNS OF CARCASS FAILURE OR DEFECTS IN THE CARCASS. THE TUBE SHOWED NO SIGNS OF MANUFACTURING DEFECTS. SEVEN PIECES OF TREAD WERE RECEIVED ALONG WITH THE TIRE. THESE PIECES WERE DETACHED FROM THE TIRE AT TWO DIFFERENT INTERFACES. IN ALL BUT ONE OF THE PIECES, THE SEPARATIONS OCCURRED BETWEEN THE RECAP TREAD AND THE TIRE CASING. THE REMAINING PIECE OF TREAD SEPARATED BETWEEN THE ORIGINAL TREAD AND THE NYLON CARCASS. FURTHER INSPECTION OF THE TIRE SHOWED ADDITIONAL SEPARATIONS BETWEEN THE RECAP TREAD REMAINING ON THE TIRE AND THE TIRE CASING. THE MANAGER, TIRE ENGINEERING CONCLUDED, THAT THE RECAP CAME LOOSE FROM THE TIRE CASING AND THE TIRE STOPPED ROTATING. THE ROTATION MAY HAVE BEEN STOPPED BY THE RECAP HANGING UP IN THE LANDING GEAR. THE RESULTING SKID QUICKLY WORE THROUGH THE TIRE CARCASS CAUSING RAPID AIR LOSS AND ALL THE DAMAGE WHICH IS PRESENT ON THE TIRE. AIRCRAFT RECORDS SHOW THE RIGHT MAIN LANDING GEAR TIRE, SERIAL NUMBER CY8A B3M8502 WAS REPAIRED AND INSPECTED ON NOVEMBER 17, 1999, BY AERO WHEEL AND BRAKE SERVICE CORPORATION, MONTEBELLO, CALIFORNIA. THE TIRE WAS INSTALLED ON N251RS ON FEBRUARY 15, 2000, 45.2 FLIGHT HOURS BEFORE THE ACCIDENT. BROWARD COUNTY AVIATION DEPARTMENT RECORDS SHOW RUNWAY 9 RIGHT AT FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT WAS INSPECTED AND SWEPT FOR FOREIGN OB 20000316007969A (-23) PILOT STATED THAT THE AIRCRAFT BEGAN SWERVING TO THE LEFT, AND THAT HE APPLIED RIGHT RUDDER IN AN ATTEMPT TO REGAIN CONTROL. THE SWERVE THEN REVERSED FROM LEFT TO RIGHT, AND CONTINUED INTO AN ABRUPT GROUND LOOP TO THE RIGHT. THE LEFT MAIN GEAR AND LEFT WING SUSTAINED SUBSTANTIAL DAMAGE. THE PROPELLER BLADES WERE SUBSTANTIALLY GOUGED, BUT NOT CURLED. NO INJURIES TO EITHER THE PILOT OR HIS PASSENGER. 20000316008109A (-23) AN ELDERLY HANDICAPPED PASSENGER, WHO REFUSED ASSISTANCE, FELL DOWN THE STAIRS WHILE BOARDING A/C. A BE-1900-D. THE PASSENGER WAS TAKEN TO THE HOSPITAL, WHERE HE EXPIRED ON JUNE 10, 2000 FROM INJURIES SUSTAINED. 20000316008569A (-23) NO NARRATIVE 20000316014889I (-23) PILOT WAS ON A LONG FINAL FOR RUNWAY 18 AT MASSEY RANCH AIRPARK, NEW SMYRNA BEACH, FLORIDA. APPROXIMATELY 2 MILES NORTH THE ENGINE STARED RUNNING ROUGHLY (SPUTTERING). ^PRIVACY DA^ ELECTED TO LAND THE AIRCRAFT INAN OPEN FIELD APPROXIMATELY 1 1/2 MILES NORTH OF THE AIRPORT. DISCUSSION WITH THE PILOT, AND A FOLLOW-UP INSPECTION BY AVIATION SAFETY INSPECTOR (ASI)^PRIVACY DATA^(MAINTENANCE INSPECTOR, ORLANDO FSDO-15) REVEALED THAT THE MOST LIKELY CAUSE OF ENGINE TROUBLE WAS CARBURETOR ICING. 20000316020209I (-23)PILOT ENCOUNTERED ICING CONDITIONS THAT WERE NOT FORECAST, WHILE HE WAS CRUISING IN VMC UNDER A LOW OVERCAST LAYER. DIVERED TO NEAREST AIRPORT. DUE TO REDUCED FORWARD VISIBILITY CAUSED BY ICE ON WINDSCREEN, THE PILOT LANDED LONG AND RAN OFF END OF RUNWAY. MINOR DAMAGE TO AIRCRAFT. THE DECISION TO DIVERT WAS DELAYED TO THE POINT THE PILOT WAS FORCED TO LAND IN MARGINAL CONDITIONS. 20000316020249I (-23)ON MARCH 16, 2000, AT 1339 CST, A MOONEY M20J, N201WB, SERIAL NUMBER 24-0107, REISTERED AND OPERATED BY A PRIVATE OWNER UNDER TITLE 14 CFR PART 91, LOST POWER DURING CLIMB AND MADE AN EMERGENCY LANDING SHORT OF THE ACTIVE RUNWAY AT FORT SMITH MUNICIPAL AIRPORT (FSM). THE PRIVATE PILOT AND THE PASSENGER WERE NOT INJURED. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE NOSE GEAR AND THE UNDERCARRIAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. DURING INSPECTION OF THE AIRCRAFT, IT WAS DETERMINED THAT THE MAIN FUEL CELLS HAD EXCESSIVE AMOUNTS OF WATER IN THE MAIN FUEL CELLS. THE LOCATION OF THE FUEL SUMPS WERE IN QUESTION BECAUSE THSES SUMP DRAINS WERE NOT ADEQUATELY REMOVING THE WATER ACCUMULSATION. A 2277CE HAS BEEN CORRECTED BY SB.-0N100. 20000316022299I (-23)PILOT LANDED GEAR UP IN VMC CONDITIONS. MITIGATING FACTORS WERE VEHICLES CROSSING RUNWAY, IN ATTENTION TO COMPLETING LANDING CHECKLISTS, AND NO GEAR HORN SOUNDING BEFORE TOUCHDOWN. 20000316022879I (-23)AFTER LANDING AT PIQUA, AIRCRAFT WENT OFF LEFT SIDE OF RUNWAY 26 IN SOFT MUDDY GROUND, WHICH CAUSED NOSE GEAR TO COLLAPSE. MINOR DAMAGE TO AIRCRAFT, PROPELLER, COWLING AND NOSE GEAR. NO INJURY TO PILOT. PILOT STATED RUNWAY WAS WET AND WIND WAS OUT OF NORTH WITH GUSTS. 20000316022939I (-23)KHA 1844, B-727 (CARGO FLIGHT), DEPARTED FWA FOR ORF. DURING CLIMB OUT FLIGHT CREW SHUT DOWN NUMBER 2 ENGINE DUE TO FIRE WARNING ON #2 ENGINE. AIRCRAFT RETURNED BACK FWA. KITTY HAWK MAINTENANCE CREW INSPECTED #2 ENGINE AND FOUND BLEED AIR LEAK AT 13TH STAGE DUCT. REFERENCE KITTY HAWK AIRCARGO, INC. AIRCRAFT FLIGHT LOG, PAGE NUMBER 1350-49. COPY OF KITTY HAWK AIRCARGO, INC. AIRCRAFT FLIGHT LOG ON FILE SBN FSDO. 20000316025199I (-23)A/C WAS DAMAGED DURING A CROSS WIND LANDING ON RUNWAY 34R. THE A/C APPARENTLY DRIFTED TO THE RIGHT SIDE OF THE RUNWAY, THE RIGHT WING WENT DOWN AND SCRAPED ON THE RUNWAY, THEN THE PROPELLER STRUCK THE RUNWAY, CAUSING EACH OF THE BLADES TO BE CURLED BACK ABOUT 6/8 INCHES. THE A/C THEN UPRIGHTED ITS SELF AND THE PILOT TAXIED TO JET WEST. 20000316030079I (-23)WHILE PERFORMING A TOUCH AND GO ON RUNWAY 15 AT PMP, THE PIC AND HIS PASSENGER BOTH DETECTED A STRONG FUEL ODOR WHILE ON CLIMB-OUT. SUBSEQUENTLY THE ENGINE BEGAN TO FAIL AT APPROXIMATELY 600 FEET AGL. AFTER SECURING THE FUEL PUMP AND VALVES, THE PIC SELECTED A GOLF DRIVING RANGE TO PERFORM AN EMERGENCY LANDING. THE NOSE WHEEL, LEFT MAIN WHEEL, AND LEFT WING TIP STRUCK THE GROUND SIMULTANEOUSLY APPROXIMATELY 20 YARDS (PACED) BEYOND THE FENCE ON ABOUT 060 DEGREE HEADING. AFTER THE AIRCRAFT ROLLED APPROXIMATELY 70 YARDS (PACED) THE NOSE WHEEL STOPPED TURNING. THE AIRCRAFT CONTINUED TO ROLL WITH THE NOSE WHEEL DRAGGING FOR NEARLY 90 YARDS (PACED) MORE UNTIL IT CAME TO REST IN THE MIDDLE SEGMENT OF THE DRIVING RANGE. ON-SITE INVESTIGATION REVEALED THAT THE NIPPLE ASSEMBLY THAT CONNECTS THE GASCOLATOR OUTLET TO THE CARBURETOR FUEL INLET WAS BROKEN. THERE WERE NO INJURIES. THERE WAS NO FIRE. 20000317002209I (-23) LEFT MAIN TIRE BLEW OUT ON LANDING AND AIRCRAFT DEPARTED RUNWAY DAMAGING MAIN LANDING GEAR, PROPELLER AND FUSELAGE. 20000317004289I LANDING ON RUNWAY 2 AT APRINGFIELD-BRANSON REGIONAL AIRPORT (SGF), SPRINGFIELD, MISSOURI, WHEN BRAKING THE AIRCRAFT ON THE LANDING ROLL-OUT, THE LEFT MAIN PULLED THE AIRCRAFT OF THE RUNWAY. AFTER AN ADDITIONAL INSPECTION OF THE IARCRAFT AT AVIATION ENTERPRISES, INC., SPRINGFIELD, MISSOURI, THE LEFT MAIN GEAR SCISSOR BOLT WAS MISSING THE NUT AND COTTER KEY. INCIDENT N. CE20001GA029 20000317008979A (-23) ON MARCH 17, 2000, ABOUT 1802 EST, A DUSSAULT DA-900, N814M, OPERATED BY BP AMOCO CORPORATION, WAS SUBSTANTIALLY DAMAGED WHEN IT OVERRAN THE RUNWAY WHILE LANDING AT BARNSTABLE MUNICIPAL - BOARDMAN/POLANDO FIELD (HYA), HYANNIS, MA. THE TWO CERTIFICATED AIRLINE TRANSPORT PILOTS AND TWO PASSENGERS WERE NOT INJURED. TWO OCCUPANTS OF VEHICLES ON A PUBLE ROAD RECEIVED MINOR INJURIES. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE EXECUTIVE/CORPORATE FLIGHT THAT ORIGINATED FROM THE LA GUARDIA AIRPORT (LGA), FLUSHING, NEW YORK. THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. 20000317010629A (-23) ON 3/17/00 A PIPER PA-28-140 DEPARTED THE FRONT RANGE AIRPORT IN DENVER CO. ENROUTE TO THE BENTON AIRPORT IN BENTON, KS. THE PILOT REQUESTED AND RECEIVED AN IFR CLEARANCE FROM THE DENVER CENTER TO WICHITA'S MID CONTINENT AIRPORT. THE AIRCRAFT WAS THEN HANDED OFF TO KANSAS CITY CENTER AT APPROXIMATELY 8:16 PM LOCAL. THE AIRCRAFT CRASHED APPROXIMATELY 7 MILES NE OF DIGHTON, KS. THE PILOT AND TWO PASSENGERS WERE FATALLY INJURED. (.4)ON MARCH 17, 2000, AT 2015 CENTRAL STANDARD TIME (CST), A PIPER PA-28-140, N4494X, OPERATED BY A PRIVATE PILOT, WAS DESTROYED WHEN IT IMPACTED THE TERRAIN 8 MILES NORTHEAST OF DIGHTON, KANSAS. A POST-CRASH FIRE ENSUED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER 14 CFR PART 91. THE PILOT FILED AN INSTRUMENT FLIGHT RULES FLIGHT PLAN, IN FLIGHT, WITH DENVER AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC), PRIOR TO THE ACCIDENT. THE PILOT AND TWO PASSENGERS ON BOARD THE AIRPLANE WERE FATALLY INJURED. THE CROSS-COUNTRY FLIGHT ORIGINATED AT DENVER, COLORADO, AT 1700 MOUNTAIN STANDARD TIME (MST), AND WAS EN ROUTE TO WICHITA, KANSAS. AT 1452:02 MST, THE PILOT CONTACTED THE DENVER FLIGHT SERVICE STATION (AFSS) AND FILED A VFR FLIGHT PLAN FROM FRONT RANGE AIRPORT (FTG), DENVER, COLORADO, DIRECT TO BENTON AIRPORT (1K1), BENTON, KANSAS. THE PILOT PROPOSED TO TAKE OFF AT 1700 MST. HE FILED AN EN ROUTE ALTITUDE OF 7,500 FEET MEAN SEA LEVEL (MSL), AND ESTIMATED HIS TIME EN ROUTE WOULD BE 3 HOURS AND 45 MINUTES. THE FLIGHT SERVICE SPECIALIST ASKED THE PILOT IF HE HAD THE AIRMETS FOR TURBULENCE. THE PILOT REPLIED, "YES, I HAVE ALL THE AIRMETS ... AND THE WEATHER; AND I'M HOPING TO GO IN VFR. IF I HAVE TO, I WILL SWITCH IFR IN ROUTE." THE FLIGHT SERVICE SPECIALIST SAID, "OK, I WAS JUST GOING TO SAY VFR FLIGHT NOTS [IS NOT] RECOMMENDED BECAUSE THERE IS SOME IFR CONDITIONS IN THAT AREA." THE FLIGHT SERVICE SPECIALIST ALSO ASKED THE PILOT IF HE HAD THE AIRMET FOR ICING? THE PILOT SAID, "YES." THE PILOT'S WIFE SAID THAT HE CONTACTED HER FROM DENVER, COLORADO, AN HOUR BEFORE TAKING OFF. SHE SAID THAT THE PILOT NEVER SAID ANYTHING ABOUT THE WEATHER. HE TOLD HER THAT HE WOULD BE BACK HOME (WICHITA) IN 4 HOURS. THE PILOT'S WIFE SAID THAT HE SHOULD HAVE ARRIVED HOME AT APPROXIMATELY 2130 CST. 20000317013279A (-23)PILOT SAID EXTREME VIBRATION CAUSED HIM TO LOSE CONTROL OF HIS HELICOPTER, RESULTING IN HARD LANDING. THE HELI HIT T/R FIRST THEN SLID APPROX 100 FT. THEN ROLLED ONTO ITS RIGHT SIDE. THERE WERE NO INDICATIONS OF ROTOR FAILURE PRIOR TO IMPACT. THE LEFT MAGNETO "P" LEAD WAS FOUND HANGING LOOSE. THERE WERE NO INDICATIONS THAT IT HAD BEEN KNOCKED LOOSE DURING THE IMPACT. PILOT STATED THAT HE HAD NO INDICATIONS OF POWER LOSS AND CONTROL CONTINUITY WAS ESTABLISHED AFTER THE IMPACT. 20000317021219I (-5) MR. GRAY WAS THE PILOT IN COMMAND OF THE AOVE MENTIONED HOT AIR BALLOON CARRING TEN PASSENGERS FOR A SIGHT SEEING TOUR IN THE DESERT. DURING THIS FLIGHT MR. GRAY OBSERVED AT AN UNKNOWN DISTANCE THAT SAND AND DEBRIS WAS BEING TOSSED AROUND. MR. GRAY MADE THE DECISION TO MAKE AN EMERGENCY FAST LANDING TO AVOID AN ENCOUNTER OF WIND GUSTS. THE PASSENGERS WERE BRIEFED TO SQUAT INSIDE OF THE BASKET AND HOLD ON TO THE EDGE. THIS FAST LANDING RESULTED IN A HARD LANDING TO THE GROUND. THE BALLOON AND BASKET TIPPED ON ITS SIDE. THE WIND CONTINUED TO DRAG THE BASKET AND PASSENGERS APPROXIMATELY 350 FEET ACROSS THE DESERT TERRAIN. ONE PERSON RECEIVED MINOR INJURIES. 20000317023499A (-23)INSTRUCTIONAL FLIGHT INSTRUCTOR HAD DEMONSTRATED SEVERAL WHEEL LANDINGS. THIS WAS STUDENTS FIRST ATTEMPT. APPROACH AT 70 MPH WAS TOO FAST. UPON TOUCHDOWN, A/C BOUNCED. INSTRUCTOR SAID IT WOULD HAVE BEEN A RECOVERABLE BOUNCE. INSTRUCTOR HELD THE WHEEL AND ADDED FULL POWER. STUDENT JAMMED STICK FORWARD OVERPOWERING INSTRUCTORS GRIP. A/C STRUCK THE RUNWAY VERY HARD IN A NOSE-DOWN ATTITUDE SEVERELY DAMAGING THE PROP AND BOUNCING ABOUT 10 TO 15 FT INTO AIR WITH LITTLE AIRSPEED. NO EFFECTIVE PROP. A/C THEN STRUCK GROUND VERY HARD TAKING BOTH MAIN GEAR OFF. (-4)WHILE THE DUAL STUDENT WAS MAKING A WHEEL LANDING, THE AIRCRAFT BOUNCED. THE FLIGHT INSTRUCTOR APPLIED FULL ENGINE POWER FOR A GO-AROUND. THE DUAL STUDENT PUSHED FORWARD ON THE CONTROL STICK AT THE SAME TIME. BEFORE THE FLIGHT INSTRUCTOR COULD TAKE CONTROL, THE AIRCRAFT IMPACTED NOSE FIRST ON THE RUNWAY. THE AIRCRAFT BOUNCED AND TOUCHED DOWN AGAIN, HARD, BREAKING OFF THE LANDING GEAR. 20000318004069A (.4)THE ST. PATRICK'S BALLOON RALLY WEATHER BRIEFING INDICATED CALM SURFACE WINDS. WINDS ALOFT WERE GREATER THAN 20 KNOTS, AND THE LEVEL WAS EXPECTED TO DROP LATER THAT MORNING. ON A PREVIOUS FLIGHT, THE WINDS ALOFT HAD BEEN NEGLIGIBLE, THEN VARIED BETWEEN SOUTHEASTERLY AT 5 KNOTS TO WESTERLY AT 3 KNOTS. ON A LATER FLIGHT, THE WIND WAS 'VARIABLE AND SLOW,' THEN BECAME 'PREDOMINANTLY TO THE WEST AT APPROXIMATELY 2TO 3 KNOTS.' THE PILOT LANDED THE BALLOON IN AN OPEN FIELD 'UNASSISTED AND STANDING UP.' THE ENVELOPE WAS NOT DEFLATED AT THAT TIME BECAUSE THE WIND WAS CALM AND THE CHASE CREW HAD NOT YET ARRIVED. WHEN THE CHASE CREW DID ARRIVE, 'THE WIND SEEMED TO CHANGE DIRECTION TO THE SOUTHEAST,' AND WIND SPEED 'INCREASED DRAMATICALLY...FROM THE NORTHWEST AT APPROXIMATELY 10 TO 15 KNOTS.' THE BALLOON ASCENDED ABOUT 15 TO 20 FEET. THE BALLOON 'THROAT COLLAPSED AND [THE PILOT] COULD NOT BURN TO COMPENSATE FOR FALSE LIFT.' HE ATTEMPTED TO VENT THE ENVELOPE, BUT THE TOP WOULD NOT OPEN BECAUSE IT WAS COLD FROM STANDING ON THE GROUND. THE FALSE LIFT DISSIPATED, THE BALLOON STRUCK THE GROUND, AND WAS DRAGGED ACROSS THE FIELD. 20000318004129I AILBRON BINDING-BOLT HAD BEEN LEFT IN AREA OF AILBORN CONTROL, CAUSING RESTRICTED MOVEMENT. 20000318006179A (-23) PILOT SAYS THAT WHILE LANDING ON RWY 36 AT FESTUS, HE MISTAKENLY PUT GEAR UP THINKING IT WAS FLAPS. AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE INCLUDING DAMAGE TO BELLY STRINGERS, RH FALSE SPAR/WINGTIP DAMAGE, LH FLAP DESTROYED, LANDING GEAR DOORS, RADOME, RH FLAP DAMAGE, BOTH ENGINES, BOTH PROPS. 20000318006449A (-23) ON MARCH 18, 2000, AT APPROX.19:00 LOCAL, GUUA FLIGHT #9399, N199GA, A BE-1900C WAS TAXIING, WITH CAPTAIN^PRIVAC^IN COMMAND, TO THE GATE AT NIGHT DURING HEAVY RAIN. THE GUUA AIRCRAFT STRUCK A UNITED AIRLINES BAGGAGE CART FROM BEHIND WHICH WAS BEING TOWED TO THE BAGGAGE AREA BY UNITED EMPLOYEE,^PRIVACY DAT^.THE GUUA AIRCRAFT SUSTAINED DAMAGE TO THE LEFT WING LEADING EDGE AND DESTROYED THE PROPELLER ON THE #1 ENGINE. THE PILOT IN COMMAND DID NOT SHOW DUE DILIGENCE DURING TAXI UNDER EXISTING CONDITIONS, WHEN HE STRUCK THE MOVING BAGGAGE CART, WHICH WAS MOVING IN THE SAME DIRECTION, FROM BEHIND. VISIBILITY WAS POOR DUE TO HEAVY RAIN, DARKNESS, AND INSUFFICIENT RAMP LIGHTING. THE AIRCRAFT WAS APPROXIMATELY 40 TO 50 FT TO THE LEFT OF THE TAXI GUIDE LINE AVOIDING A LARGE AREA OF STANDING WATER CAUSED BY INEFFICIENT DRAINAGE. THE BAGGAGE CART WAS APPROXIMATELY 40 TO 50 FT TO THE RIGHT OF THE PROTECTED GATE AREA MARKING AND INTO THE ACTIVE TAXI RAMP AREA. THE IMPACT CAUSED BY THE COLLISION RESULTED IN THE FRACTURE OF^PRIVACY DATA ^PELVIS. (.4)THE CREW STATED THEY WERE RECEIVING MARSHALLING INSTRUCTIONS WHILE TAXI ING THE AIRCRAFT TO PARKING DURING HEAVY RAIN. THEY SAID THE RAMP AREA WAS DARK AND THE AIRCRAFT'S TAXI, NAVIGATION AND TAIL FLOODLIGHTS WERE ILLUMINATED, AND THE WINDSHIELD WIPERS WERE OPERATING. THE CAPTAIN SAID THAT DURING TAXI, THE YELLOW GUIDELINE INTO THE RAMP AREA WAS VERY DIFFICULT TO SEE, BUT HE WAS TAXIING THE AIRCRAFT WITHIN 10 FEET OF THE LINE. BOTH CREWMEMBERS SAID THEY NEVER SAW THE TUG UNTIL AFTER THE COLLISION, AND WHEN THE AIRCRAFT DOOR WAS OPENED, THEY REALIZED THAT THE BAGGAGE VEHICLE HAD COLLIDED WITH THEIR AIRCRAFT. THE POLICE REPORT SHOWED THAT THE PILOT HAD SAID IN HIS INITIAL REPORT, THAT HE FELT AS IF THE LEFT WING HAD BEEN PUSHED HARD AND HE HAD OBSERVED THAT THE AIRCRAFT'S LEFT PROPELLER AND WING, AS WELL AS THE REAR BAGGAGE CARTS WERE DAMAGED. THE POLICE REPORT ALSO SHOWED THAT THE BAGGAGE CART HAD BEEN EQUIPPED WITH NO LIGHTS, ONLY REFLECTORS, AND THAT THE DISTANCE FROM THE CENTER OF THE YELLOW TAXI LINE TO THE IMPACT POINT WHERE THE DEBRIS LAY WAS ABOUT 30 FEET. IN ADDITION, A RAMP CONTROL INCIDENT REPORT SHOWED THAT IN ADDITION TO THE DEBRIS BEING LOCATED 30 FEET FROM THE YELLOW LINE, THE DEBRIS WAS ALSO LOCATED 73 FEET FROM THE AIRCRAFT CONTAINMENT LINE. THE TUG DRIVER STATED THAT HE HAD BEEN DRIVING AS CLOSE TO THE FUCHSIA (RED) LINE AS WAS POSSIBLE, WHEN THE COLLISION OCCURRED. THE RAMP SUPERVISOR WHO WAS MARSHALLING THE AIRCRAFT AND WITNESSED THE COLLISION STATED THAT HE WAS 100 FEET AWAY, AND OBSERVED THAT THE TUG AND CART WAS COMING FROM THE LEFT SIDE OF THE AIRCRAFT, TRYING TO CROSS THE TAXIWAY FROM ONE SIDE TO THE OTHER, AND THE TUG DRIVER DID NOT NOTICE THE AIRCRAFT TAXIING IN, AND TRIED TO AVOID HITTING THE AIRCRAFT BY MAKING A TURN TO THE LEFT, BUT HE HIT THE AIRPLANE WITH THE CART, CAUSING DAMAGE TO THE AIRPLANE'S LEFT WING AND PROPELLER. 20000318006711A (-23) INSTRUCTOR AND PRIVATE PILOT ONBOARD DECATHALON N2520Z WERE ON FINAL APPROACH TO VAN SANT AIRPORT (9N1) AND WERE OVERTAKEN FROM BEHIND AND INVOLVED IN COLLISION WITH A PAWNEE, N7460Z, WHICH WAS RETURNING FROM A GLIDER TOW. BOTH AIRCRAFT WERE SUBSTANTIALLY DAMAGED. BOTH PILOTS ON THE DECATHALON AND THE PAWNEE PILOT SUSTAINED ONLY MINOR INJURIES. (.4) THE FLIGHT INSTRUCTOR AND PRIVATE PILOT FLEW THE BELLANCA AIRPLANE IN THE TRAFFIC PATTERN FOR SEVERAL MINUTES, AND WERE ON THE FOURTH APPROACH TO THE RUNWAY AT THE TIME OF THE ACCIDENT. THE PRIVATE PILOT SAID THEY FLEW A 'SQUARED OFF TRAFFIC PATTERN' AND WERE APPROXIMATELY 50 FEET ABOVE GROUND LEVEL (AGL) ON FINAL APPROACH WHEN THE OTHER AIRPLANE'S SHADOW PASSED OVER. THE PILOT OF THE PIPER SAID HE ENTERED THE TRAFFIC PATTERN ON THE DOWNWIND LEG, BUT FLEW A MODIFIED BASE LEG TO FINAL FOR NOISE ABATEMENT. WITNESSES DESCRIBED THE BELLANCA ABOVE AND BEHIND THE PIPER AFTER BOTH AIRPLANES TURNED FINAL. THEY SAID THE BELLANCA OVERTOOK THE PIPER AS IT DESCENDED BELOW THE PIPER IN A SLIP. THREE WITNESSES SAID THE BELLANCA SLOWED, PITCHED UP, AND WAS STRUCK FROM BEHIND BY THE PIPER. ONE WITNESS SAID THE BELLANCA'S APP ROACH WAS ON THE RUNWAY HEADING, WHILE THE PIPER'S APPROACH WAS '...TRACKING INBOUND LEFT OF THE CENTERLINE ON A SLIGHT ANGLE.' THE CREW TURNED OFF THE BELLANCA'S RADIOS AFTER ENGINE START, AND THE PIPER WAS NOT EQUIPPED WITH A COMMUNICATION RADIO. THERE WAS NO LOCALLY PUBLISHED PROCEDURE FOR FLIGHT IN AND AROUND THE TRAFFIC PATTERN NOR WERE THERE ANY DEPICTED 'NO FLY' AREAS FOR PURPOSES OF NOISE ABATEMENT. ACCORDING TO THE AERONAUTICAL INFORMATION MANUAL: 'WHEN TWO OR MORE AIRCRAFT ARE APPROACHING AN AIRPORT FOR THE PURPOSE OF LANDING, THE AIRCRAFT AT THE LOWER ALTITUDE HAS THE RIGHT OF WAY, BUT IT SHALL NOT TAKE ADVANTAGE OF THIS RULE TO CUT IN FRONT OF ANOTHER WHICH IS ON FINAL APPROACH TO LAND, OR TO OVERTAKE THAT AIRCRAFT.' EACH PILOT REPORTED THERE WERE NO MECHANICAL DEFICIENCIES WITH THEIR RESPECTIVE AIRPLANES. 20000318006712A (-23) INSTRUCTOR AND PRIVATE PILOT ONBOARD DECATHALON N2520Z WERE ON FINAL APPROACH TO VAN SANT AIRPORT (9N1) AND WERE OVERTAKEN FROM BEHIND AND INVOLVED IN COLLISION WITH A PAWNEE, N7460Z, WHICH WAS RETURNING FROM A GLIDER TOW. BOTH A/C WERE SUBSTANTIALLY DAMAGED. BOTH PILOTS ON THE DECATHALON AND THE PAWNEE PILOT SUSTAINED ONLY MINOR INJURIES. (.4) THE FLIGHT INSTRUCTOR AND PRIVATE PILOT FLEW THE BELLANCA AIRPLANE IN THE TRAFFIC PATTERN FOR SEVERAL MINUTES, AND WERE ON THE FOURTH APPROACH TO THE RUNWAY AT THE TIME OF THE ACCIDENT. THE PRIVATE PILOT SAID THEY FLEW A 'SQUARED OFF TRAFFIC PATTERN' AND WERE APPROXIMATELY 50 FEET ABOVE GROUND LEVEL (AGL) ON FINAL APPROACH WHEN THE OTHER AIRPLANE'S SHADOW PASSED OVER. THE PILOT OF THE PIPER SAID HE ENTERED THE TRAFFIC PATTERN ON THE DOWNWIND LEG, BUT FLEW A MODIFIED BASE LEG TO FINAL FOR NOISE ABATEMENT. WITNESSES DESCRIBED THE BELLANCA ABOVE AND BEHIND THE PIPER AFTER BOTH AIRPLANES TURNED FINAL. THEY SAID THE BELLANCA OVERTOOK THE PIPER AS IT DESCENDED BELOW THE PIPER IN A SLIP. THREE WITNESSES SAID THE BELLANCA SLOWED, PITCHED UP, AND WAS STRUCK FROM BEHIND BY THE PIPER. ONE WITNESS SAID THE BELLANCA'S APP ROACH WAS ON THE RUNWAY HEADING, WHILE THE PIPER'S APPROACH WAS '...TRACKING INBOUND LEFT OF THE CENTERLINE ON A SLIGHT ANGLE.' THE CREW TURNED OFF THE BELLANCA'S RADIOS AFTER ENGINE START, AND THE PIPER WAS NOT EQUIPPED WITH A COMMUNICATION RADIO. THERE WAS NO LOCALLY PUBLISHED PROCEDURE FOR FLIGHT IN AND AROUND THE TRAFFIC PATTERN NOR WERE THERE ANY DEPICTED 'NO FLY' AREAS FOR PURPOSES OF NOISE ABATEMENT. ACCORDING TO THE AERONAUTICAL INFORMATION MANUAL: 'WHEN TWO OR MORE AIRCRAFT ARE APPROACHING AN AIRPORT FOR THE PURPOSE OF LANDING, THE AIRCRAFT AT THE LOWER ALTITUDE HAS THE RIGHT OF WAY, BUT IT SHALL NOT TAKE ADVANTAGE OF THIS RULE TO CUT IN FRONT OF ANOTHER WHICH IS ON FINAL APPROACH TO LAND, OR TO OVERTAKE THAT AIRCRAFT.' EACH PILOT REPORTED THERE WERE NO MECHANICAL DEFICIENCIES WITH THEIR RESPECTIVE AIRPLANES. 20000318008799A (-23) DURING THE TAKE OFF ROLL ON RUNWAY 34 AT THE NATOMAS AIRPORT, N80205 RAN OFF THE RUNWAY AND FLIPPED OVER RESULTING IN SUBSTANTIAL DAMAGE TO THE A/C. THERE WAS NO INJURIES TO THE FOUR OCCUPANTS. INSPECTION OF THE A/C AND ENGINE REVEALED NO TECHNICAL FACTORS. 20000318016749I (-23)THE AIRCRAFT WAS MAKING A TAKE-OFF, THE FUEL TANKS WERE FULL, AND AFTER BECOMING AIRBORNE, THE AICRAFT'S ENGINE BEGAN TO LOSE POWER. THE PILOT MADE AM EMERGENCY LANDING. THE FIELD WAS SOFT AND THE LANDING GEAR COLLAPSED. THE AIRCRAFT SUFFERED MINOR DAMAGE. THE PILOT WAS COUNSELED ON PROPER PRE-FLIGHT AND CHECKLIST PROCEDURES. NO PROBLEM WAS FOUND WITH THE ENGINE. 20000318018669I (-23)DURING TAKEOFF, PILOT ATTEMPTED TO MOVE THE COLLECTIVE UP BUT IT WOULD NOT MOVE. A SECOND TRY WAS MADE, BUT THE COLLECTIVE WOULD NOT MOVE. MECHANICS FUND THE LOWER ROD END OF THE COLLECTIVE SERVO SCREWED OUT. THE THREADED END OF THE ROD END CONTAINS A GROVE THAT THE LOCING WASHER TANG FITS INTO AND MATES UP AGAINST THE SERVO LOWER PISTON AND SECURED WITH THE JAM NUT AND LOCKING WIRE. IT WAS FOUND THAT THE LOCKING WASHER TANG HAD BEEN SHEARED OFF ALLOWING THE ROD END TO BECAME UNSCREWED FROM THE LOWER PISTON AS IT ROTATED INSIDE OF THE SERVO HOUSING. THE PISTON THEN EXTENDED AMD LODGED ITSELF AGAINST THE THREADED END OF THE FREE ROD END FREEZING THE SERVO. BLOCK 32, "OTHER", WILL BE ADDRESSED WITH A SAFETY RECOMMENDATION. 20000318043579A (-23) DURING TAKEOFF FROM RUNWAY 01 AT REPUBLIC AIRPORT (FRG) IN FARMINGDALE, NY, WITH TWO PASSENGERS ON BOARD, PIPER, PA-28-151, N18AV, LOST ENGINE POWER AT APPROXIMATELY 150-200 FEET AGL, AT AN AIRSPEED OF APPROXIMATELY 65 MPH. THE PILOT, MR. CARLOS C. LEON MADE A SHARP LEFT TURN IN AN ATTEMPT TO RETURN TO THE AIRPORT. A RELIABLE WITNESS STATED THE BANK ANGLE WAS IN EXCESS OF 45 DEGREES. THE WINGS WERE LEVELED AND THE AIRCRAFT WAS IN A STEEP PITCH DOWN ATTITUDE WHEN THE RIGHT WING STRUCK A 50 FT. LIGHT POLE IN A NEARBY MALL PARKING LOT, WHICH SHEARED APPROXIMATELY 4.5 FEET OFF THE RIGHT WING TIP. THE AIRCRAFT BEGAN TO "CARTWHEEL", STRUCK A CHAIN LINK FENCE AND IMPACTED THE SIDE OF A HILL IN A DRAINAGE SUMP BEFORE SETTLING PARTIALLY IN THE WATER AT THE BOTTOM OF THE SUMP. THE PILOT WAS THROWN CLEAR OF THE WRECKAGE. THE LEFT SEAT PASSENGER, ^PRIVACY DATA OMITT^ A PROSPECTIVE FLIGHT STUDENT AND ^PRIVACY DATA OMITTED^ WHO WAS IN THE REAR SEAT, WERE STILL IN THE AIRCRAFT. ALL ON BOARD SUSTAINED SERIOUS INJURIES. 20000319004719A (-23)DURING AN APPROACH TO LAND ON RUNWAY 23 AT ELMENDORF AIR FORCE BASE IN ANCHORAGE, ALASKA MS. TURNBULL ENCOUNTER TURBULENCE WHICH MOVED THE AIRCRAFT TO THE RIGHT OF THE APPROACH COURSE AND DROPPED THE AIRCRAFT TOWARDS THE RUNWAY SURFACE. DURING THE GO-AROUND SHE EXPERIENCE SEVERE TURBULENCE WHICH FORCED HER TO USE BOTH HANDS TO THE YOKE. BECAUSE OF THIS SHE FAILED TO RETRACT THE FLAPS. THE AIRCRAFT STALLED, SHE LOST CONTROL AND CRASHED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. MS. TURNBULL RECEIVED SERIOUS INJURIES AND HER PASSENGER RECEIVED MINOR INJURIES. (.4) THE NEWLY CERTIFICATED PRIVATE PILOT WAS ATTEMPTING TO LAND ON RUNWAY 23, WHICH IS 10,000 FEET LONG, BY 200 FEET WIDE. DURING THE LANDING APPROACH, SHE SAID A GUST OF WIND MOVED THE AIRPLANE TO THE RIGHT, AWAY FROM THE RUNWAY. SHE SAID SHE WAS UNABLE TO REALIGN THE AIRPLANE WITH THE RUNWAY, AND INITIATED A GO-AROUND. SHE SAID THE LAST THING SHE REMEMBERS IS HEARING THE STALL WARNING HORN. DURING THE GO-AROUND, THE PASSENGER REPORTED THE STALL WARNING SOUNDED, AND THE AIRPLANE YAWED TO THE LEFT. HE SAID THE AIRPLANE THEN ENTERED A STALL, AND COLLIDED WITH THE GROUND. POSTACCIDENT INSPECTIO N DISCLOSED NO EVIDENCE OF ANY PREIMPACT MECHANICAL ANOMALIES WITH THE AIRPLANE. AIR TRAFFIC CONTROL TOWER WIND INFORMATION, GIVEN TO THE PILOT WITHIN A MINUTE OF THE ACCIDENT, INDICATED THE WIND WAS FROM 270 DEGREES (MAGNETIC) AT 3 KNOTS, WITH NO GUSTS. CONTROL TOWER RECORDED WIND DATA FROM THE TIME OF ACCIDENT THROUGH THE PRECEDING 10 MINUTES, REVEALED NO EVIDENCE OF WIND GUSTS. 20000319005079A (-23) PILOT TOOK OFF FROM AKR AT 7:50 AM, ON MARCH 19, 2000, AND CRASHED INTO A RESIDENTAIL HOME 3/4 MILES FROM THE END OF RUNWAY 7. PILOT WAS FATALLY INJURIED AS A RESULT FO THE CRASH AND SUBSEQUENT FIRE. THE PRIVATE RESIDENCE AT 514 HERBERT ROAD, AKRON, OHIO, WAS ALSO DESTROYED. 20000319009389A (-23) THE AIRCRAFT WAS ON A FAR 91 REPOSITIONING FERRY FLIGHT FROM APPLE VALLEY, CA. TO SACRAMENTO, CA. AS THE SECOND AIRCRAFT IN A FLIGHT OF 2 HELICOPTERS. BOTH AIRCRAFT STOPPED AT FRESNO, CA. FOR FUEL, WITH A DEPARTURE TIME OF APPROXIMATELY 1500 PST IN THE VICINITY OF SNELLING, CA. APPROXIMATELY 30 MINUTES AFTER DEPARTING FRESNO, THE LEAD AIRCRAFT, A BHT-205A1, N58116 ATTEMPTED CONTACT WITH N415B, THE BHT-212 ON COMPANY FM RADIO. WHEN NO RESPONSE WAS RECEIVED, THE LEAD AIRCRAFT, N58116 TURNED TO ATTEMPT VISUAL CONTACT WITH N415B. AT THIS TIME THE CREW, PILOT AND DIRECTOR OF MAINTENANCE, OF N58116 OBSERVED A COLUMN OF BLACK SMOKE. N58116 PROCEEDED TO LAND ADJACENT TO THE FIRE AND DETERMINED THAT THE BHT-212, N415B HAD CRASHED AND THE PILOT WAS FATALLY INJURED. 20000319010279A (-23)DURING A TELEPHONE INTERVIEW, THE PILOT RECONSTRUCTED THE EVENT IN QUESTION. HE STATED THAT AS HE WAS APPLYING THE AGENT, ABOUT 3 FEET ABOVE THE GROUND, HIS RIGHT MAIN LANDING GEAR STRUCK A CULTIVATOR, (FARM EQUIPMENT). HE FINISHED APPLYING THE LOAD TO REDUCE WEIGHT. UPON LANDING AT THE LOADING ZONE, THE RIGHT WING CONTACTED THE GROUND. THE RIGHT WING WAS DAMAGED. SEE ATTCHED PILOT STATEMENT FOR MORE DETAILED DESCRIPTION. 20000319011519A (-23) PILOT WAS ATTEMPTING TO LAND ON RWY 21 AT SDL. UPON TOUCHDOWN THE PILOT STATES HIS OUTSIDE REFERENCE WAS NOT NORMAL (TOO LOW). AT THAT POINT HE HEARD METAL SCRAPING AND THE PROPS HITTING THE SURFACE OF THE RUNWAY. THE AIRCRAFT WAS DIFFICULT TO CONTROL ON RUNWAY. IT STARTED TO ANGLE TO THE RIGHT OF CENTERLINE AND WENT OFF THE RUNWAY. THE AIRCRAFT STRUCK A LIGHTED RUNWAY ID SIGN. THE SIGN PUNCTURED THE RIGHT HAND SIDE OF THE FUSELAGE AT THE LEADING RIGHT WING EDGE. THE AIRCRAFT CAME TO REST ON TOP OF THE SIGN WHICH CAUSED DAMAGE TO THE RIGHT ENGINE AIR SCOOP COWLING AND TO THE RIGHT WING LEADING EDGE NEAR THE ENGINE ATTACH POINT. THE FLAPS, GEAR DOORS, BOTTOM ANTENNAS, BOTH AIR SCOOPS, PITOT TUBE AND RIGHT SPINNER WERE DAMAGED. NO INJURIES.--END-- (.4) ON MARCH 19, 2000, AT 1945 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-31-T1, N5WC, LANDED GEAR UP AT THE SCOTTSDALE, ARIZONA, AIRPORT. THE AIRPLANE, OPERATED BY GUNSLINGER INVESTMENT CORPORATION, TELLURIDE, COLORADO, SUSTAINED SUBSTANTIAL DAMAGE. THE AIRLINE TRANSPORT PILOT AND PASSENGER WERE NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT HAD ORIGINATED IN TELLURIDE, CO LORADO, AT 1815, AND WAS TERMINATING AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT WHILE LANDING ON RUNWAY 21, HE FELT THE RUDDER PEDALS VIBRATING. THE AIRPLANE SETTLED AND HE HEARD THE PROPELLERS STRIKING THE RUNWAY. THE AIRPLANE VEERED TO THE RIGHT OFF THE RUNWAY CENTERLINE AND STRUCK A RUNWAY LIGHT. THE PRESSURE BULKHEAD WAS PUNCTURED AND THERE WAS DAMAGE TO THE RIGHT ENGINE AIR SCOOP COWLING, THE RIGHT WING LEADING EDGE, THE FLAPS, GEAR DOORS, BOTTOM ANTENNAS, PITOT TUBE, AND RIGHT SPINNER. A FEDERAL AVIATION ADMINISTRATION INSPECTOR FROM THE SCOTTSDALE FLIGHT STANDARDS DISTRICT OFFICE RESPONDED TO THE SITE. HE REPORTED THAT ON MARCH 23, 2000, HE WITNESSED THE LANDING GEAR BEING SWUNG AT THE SCOTTSDALE AIRPORT. HE STATED THAT NO DISCREPANCIES WERE NOTED DURING THE TEST. THE LANDING GEAR LIGHT AND HORN SYSTEMS FUNCTIONED NORMALLY. 20000319032529I (-23)ON 3/19/00, A BOEING 727-732, N495DA, WAS NOT ABLE TO RETRACT THE LANDING GEAR AND RETURNED TO LGA. THE AIRCRAFT LANDED AND CAME TO REST. THE CREW THEN REPORTED SMOKE IN THE CABIN. THE AIRCRAFT WAS THEN EVACUTED BY USING THE EMERGENCY SIDE CHUTES. ALL 145 PASSENGERS AND CREW MEMBERS EXITED THE AIRCRAFT, BUT 4 INDIVIDUALS RECEIVED MINOR INJURIES AND WERE RELEASED ON THEIR OWN COGNIZANCE. DURING THE INVESTIGATION, IT WAS FOUND THAT HTE LEFT MAIN LANGING GEAR ACTUATOR SENSOR ARM HAD DISCONNECTED DUE TO A MISSING BOLT. THE ACTUATOR ASSEMBLY DETERMINES IF THE AIRCRAFT IS ONT HE GROUND OR FLIGHT MODE. THE AIRCRAFT IN THIE CASE WAS STILL IN THE FLIGHT MODE, AND THE AIR CONDITION PACKS TO RUN WITHOUT HAVING FANS TURNED ON WHICH CAUSED THE SYSTEM TO OVER HEAT AND SMOKE. NO ADDITIONAL FINDINGS WERE NOTED AND THE AIRCRAFT WAS THEN RELEASED BACK TO SERVICE AFTER BEING INSPECTED AND REPAIRED. 20000319043719A (-23) PILOT STATED THAT HE ENCOUNTERED WIND SHEAR ON VERY SHORT FINAL AND WAS UNABLE TO MAINTAIN A POSITIVE CLIMB RATE, HIT TREE TOPS APPROXIMATELY TWENTY FEET FROM END OF RUNWAY 090, AND CRASHED. 20000320002259I (-23) PILOT DEPARTED RUNWAY 35 AT 1820 HRS, FROM LOUISIANA REGIONAL AIRPORT, ASCENDED TO 300 FT AND THE ENGINE LOST COMPLETE POWER, THE PILOT STEERED THE AIRCRAFT TO THE LEFT AND FOUND AN AREA OF LAND TO PUT DOWN IN. PILOT DID NOT PUT THE GEAR DOWN, LANDED AIRCRAFT GEAR UP. CHECKED THE FUEL TANKS AND FOUND ALL FOUR TANKS FULL. ON 3-27-00 AFTER REMOVING THE COWLING TO OBTAIN A FUEL SAMPLE, WHICH WAS NOT THE PROBLEM. WE PRESSURIZED THE FUEL SYSTEM AND FOUND A "B" NUT LOOSE ON THE PRESSURE SIDE OF THE FUEL PUMP, WHICH WAS CONNECTED TO THE FUEL FLOW TRANSDUCER. ^PRIVACY DATA OMITTED^ 20000320004029I ON MARCH 20, 2000 AT APPROXIMATELY 1200 LOCAL TIME, N63CD, A BELL UH-1B, EQUIPPED WITH AGRIULTURE DISPENSING EQUIPMENT, WAS RELOCATING BACK TO THE RE-FUELING VECHICLE WHEN THE PILOT BECAME AWARE OF A BURNING ODOR WITHIN THE FLIGHT COMPARTMENT. THE ODOR WAS IMMEDIATELY FOLLOWED BY SMOKE IN THE FLIGHT DECK AREA, IMMEDIATELY FOLLOWED BY AN ENGINE FIRE LIGHT. THE PILOT WAS FORCED TO CONTINUE FLIGHT FOR APPROXIMATELY 1/4 MILE WHERE A SUITABLE LANDING ARE WAS LOCATED. THE PILOT LANDED THE AIRCRAFT WITH NO DAMAGE AND SUCCESSFULLY EXTINGUISHED THE ENGINE FIRE, ASSISTED BY THE RE-FULEING CREW. THE CAUSE OF THE ENGINE FIRE WAS DETERMINED TO BE A DAMAGED EXHAUST PIPE. THE DAMAGE WAS CAUSED BY AN INTERNAL ENGINE PART EXITING THE ENGINE THROUGH THE EXHAUST PIPE, RIPPING A LARGE HOLE IN THE EXHAUST PIPE ALLOWING ENGINE TO EXIT THE HOLE, REULTING IN THE ENGINE FIRE. THE AIRCRAFT WAS ON A COMPANY FLIGHT PLAN. THE WEATHER WAS VFR. 20000320004229I AIRCRAFT INBOUND TO LINCOLN DECLARED AN EMERGENCY DUE TO ELECTRICAL PROBLEMS, EMEERGENCY EQUIPMENT ON STANDBY. AIRCRAFT LANDED WIHTOUT INCIDENT AT 1558Z TIME. AIRCRAFT WAS INSPECTED AFTER LANDING AND IT WAS DISCOVERED THAT THE RIGHT ENGINE A LEAD HAD BROKEN OFF THE GENERAOR CAUSING THE OTHER TO TRIP OFF LINE AND DEPLETED THE BATTERY. 20000320007389A (-23) UPON LANDING, THE RIGHT MAIN LANDING GEAR COLLAPSED AND AS THE AIRCRAFT SLOWED TO A SPEED THAT THE PILOT COULD NO LONGER CONTROL THE AIRCRAFT DIRECTION, IT WENT OFF THE RIGHT SIDE OF THE RUNWAY, COLLAPSING THE NOSE GEAR AND DAMAGING THE RIGHT WING, RIGHT ENGINE, AND RIGHT PROP. AIRCRAFT WAS EVACUATED WITH NO INJURIES. THE COCKPIT VOICE RECORDER AND THE FLIGHT DATA RECORDED REVEALED THAT IT WAS A MECHANICAL PROBLEM. 20000320010409A (-23) MARCH 20, 2000, AT APPROX. 3:40 PM, A STEEN SKYBOLT (N75CM) MADE AN EMERGENCY LANDING AIRPORT. THE CAUSE OF THE FORCED LANDING WAS DUE TO PARTIAL POWER FAILURE. IT WAS DISCOVERD, AFTER THE ACCIDENT, THAT WHEN THE A/C BOOST PUMP TURNED ON, THE FUEL WWAS COMING OUT FROM THE TOP OF THE GASLATOR. UPON EXAMINATION OF THE GASALATOR, IT WAS DISCOVERED THAT THE BOLT RUNNING THROUGH THE GASOLATOR HAD BACKED OUT, THUS CAUSING FUEL TO POUR OUT OF THE TOP OF THE GASOLATOR UNIT. UPON TIGHTENING THE BOLT BACK DOWN AND APPLYING FUEL BOOST PRESSURE TO THE GASOLATOR, NO FUEL LEAKS WERE NOTED. THE FUEL WAS CHECKED FOR CONTAMINATION AND NONE WAS FOUND. THE FUEL LINE AND THE FUEL DISTRIBUTION PORT WERE CHECKED FOR LEAKS. (NONE NOTED) (.4)THE PILOT SAID THAT HE HAD LANDED AT TUSCALOOSA TO REFUEL, AND AFTER DEPARTING THE ENGINE CEASED OPERATING WITHOUT ANY WARNING. HE EXECUTED AN EMERGENCY LANDING, AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE DURING THE LANDING. THE PILOT, ALSO A CERTIFICATED AIRCRAFT MECHANIC, FURTHER STATED THAT HE AND THE FAA INSPECTOR LOOKED AT THE WRECKAGE AFTER THE ACCIDENT, AND THEY DISCOVERED A MASSIVE FUEL LEAK AT THE GASCOLATOR. THE GASCOLATOR THUMB NUT HAD NOT BEEN SAFETY WIRED, AND IT HAD BACKED OFF, ALLOWING FUEL TO POUR OUT THE TOP OF THE GASCOLATOR. THE AIRPLANE HAD ACCUMULATED 10 HOURS SINCE ITS LAST CONDITION INSPECTION, WHICH THE PILOT SAID HAD BEEN PERFORMED BY THE OWNER/OPERATOR. 20000320022929I (-23)AT 2000' ON CLIMBOUT FROM SBN, THE LEFT ENGINE FIRE WARNING LIGHT CAME ON. AFTER FIRE BOTH BOTTLES, THE LIGHT WENT OUT. PILOT SHUT DOWN LEFT ENGIEN AND RETURNED TO SBN WITH NO PROBLEMS. MAINTENANCE INSPECTION FOUND THE ENGINE FIRE WARNING INDICATOR LOOP CHAFFING ON A BRACKET ON THE OUTBOARD SIDE OF THE LEFT ENGINE. SDR REPORT ON FILE WITH COMPANY AND SBN FSDO. 20000320023319I (-23)#1 ENGINE BATA LIGHT ILLUMINATED AT BEGINNING OF THE TAKE-OFF ROLL. TAKE-OFF WAS ABORTED ON RUNWAY 10R. CHQA MAINTENANCE PERSONNEL NOTED TURBINE BLADE DAMAGE DURING INITIAL INVESTIGATION. #1 ENGIEN TO BE REMOVED & REPLACED AT CMH. 20000320023519A (.4)THE PILOT WAS MANEUVERING THE HELICOPTER TO LAND ON AN OFFSHORE PLATFORM. HE INITIALLY APPROACHED THE PLATFORM FROM THE NORTH, HEADING INTO THE WIND, WHICH WAS FROM THE SOUTH-SOUTHEAST AT 20-25 KNOTS. THE PILOT BEGAN A RIGHT TURN TO CIRCLE CLOCKWISE AROUND THE PLATFORM AT 300 TO 400 FEET AGL AND 70 TO 80 MPH INDICATED AIRSPEED. APPROXIMATELY 3/4 OF THE WAY AROUND THE PLATFORM, THE HELICOPTER 'BEGAN TO SPIN' TO THE RIGHT. THE PILOT APPLIED LEFT PEDAL IN AN ATTEMPT TO STOP THE SPIN, HOWEVER, THERE WAS 'NO TAIL ROTOR RESPONSE.' THE PILOT 'MADE AN EFFORT TO TRY TO COME OUT OF [THE SPIN] BY LOWERING THE COLLECTIVE AND DROPPING THE NOSE OF THE AIRCRAFT.' CONTROL INPUTS HAD NO EFFECT ON STOPPING THE SPIN, AND THE HELICOPTER DESCENDED AND IMPACTED THE WATER. THERE WERE NO REPORTED ANOMALIES TO THE TAIL ROTOR SYSTEM PRIOR TO THE ACCIDENT. IN FEBRUARY 1995, THE FAA ISSUED AN ADVISORY CIRCULAR (AC 90-95) CONCERNING UNANTICIPATED RIGHT YAW IN HELICOPTERS, OR LOSS OF TAIL ROTOR EFFECTIVENESS (LTE). THE AC ADVISES PILOTS LTE MAY OCCUR IN RIGHT TURNS AT LOW AIRSPEEDS, AND THAT CORRECT, TIMELY RESPONSE IS CRITICAL TO PREVENT A LOSS OF CONTROL. (.19)ON MARCH 20, 2000, AT 1524 CST, A BELL B206 HELICOPTER, N5002E, IMPATCHED GULF OF MEXICO WATERS WHILE MANEUVERING NEAR BRAZOS 542 OFFSHORE PLATFORM. THE HELICOPTER WAS OWNED AND OPERATED BY HORIZON HELICOPTERS, INC., AT ANGLETON, TEXAS, UNDER 14 CODE OF FEDERAL REGULATIONS PART 135. THE COMMERICAL PILOT AND HIS TWO PASSENGERS RECEIVED MINOR INJURIES, AND THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS, WITH WINDS FROM THE SOUTH AT 30 KNOTS, PREVAILED FOR THE ON-DEMAND AIR TAXI FLIGHT WHICH ORIGINATED FROM THE BRAZOS 341 OFFSHORE PLATFORM. THE OPERATOR'S CHIEF PILOT REPORTED THAT THE PILOT OF THE HELICOPTER FLEW AROUND THE PLATFORM FOR A WEATHER DETERMINATION IN REFERNENCE TO THE LANDING. MAXIMUM WIND UNDER THE COMPANY OPERATION PROCUEDURES FOR STARTUP, TAKEOFF, AND LANDINGS IS 30 KNOTS. WHEN THE PILOT TURNED THE HELICOPTER DOWNWIND, TAILROTOR CONTROL WAS LOST, AND THE HELICOPTER STRCUK THE WATER. THE PILOT AND PASSENGERS WERE RESCUED BY PERSONNEL AT THE OFFSHORE PLATFORM. (-23)ON MARCH 20, 2000, AT APPROXIMATELY 1530 CST, A BELL HELICOPTER, N5002E, MODEL 206-B, IMPACTED THE WATER NEAR OFFSHORE PLATFORM, BRAZOS 542, GULF OF MEXICO. THE HELICOPTER OWNED BY GM LEASING CO. LLC WAS BEING OPERATED BY HORIZON HELICOPTERS, INC. UNDER 14 CFR CODE OF FEDERAL AVIATION REGULATIONS PART 135. THE COMMERCIAL PILOT AHD HIS TWO PASSENGERS RECEIVED MINOR INJURIES AND THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS WITH WINDS FROM THE SOUTH AT APPROXIMATELY 30 KNOTS PREVAILED AT THE TIME OF ACCIDENT. THE FLIGHT ORIGINATED FROM THE BRAZOS 341 OFF SHORE PLATFORM, GULF OF MEXICO. 20000321001709I (-23) PILOT FORGOT TO EXTEND THE LANDING GEAR PRIOR TO LANDING AT WORTHINGTON, MN (OTG). NO INJURIES AND ONLY MINOR DAMAGE TO THE AIRCRAFT. PILOT PROVIDED EVIDENCE OF RE-TRAINING AND COMPLETED A RE-EVALUATION IAW FAR 135.293(A) & (B)ON 03/24/2000. 20000321001979I (-23) ON MARCH 21, 2000, AT 2200 EST, A BE-1900, N172GA, OPERATED BY GULF STREAM INTERNATIONAL, DEPARTED TPA ENROUTE TO FMY, HAD A RIGHT ENGINE FIRE WARNING LIGHT ON DEPARTURE. THE RIGHT ENGINE WAS SHUT DOWN AND THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE RIGHT OUT BOARD LIP HEAT DUCT FLEX HOSE CLAMP, PN R20KS3, CAME LOOSE AND THE DUCT DISCONNECTED. 20000321002159I (-23) PRIVACY DATA OMMITED. INCIDENT NO: IEA0300076. ON MARCH 21, 2000, AT 0825E, A BOEING 727, S/N 21978, OPERATING AS (S84A) SKY TREK INTERNATIONAL AIRLINES, INC., (DISCOVERY), FLIGHT 7901, DIVERTED AND LANDED AT PITTSBURGH, PA (PIT) WHEN NO 2 ENGINE FUEL HEATER STAYED ON, AND THE FUEL TEMPERATURE WENT HIGH. THE ENGINE WAS SHUT DOWN IN FLIGHT, THE AIRCRAFT LANDED AT PIT, RUNWAY 28R, AND THEN TAXIED TO THE GATE WITHOUT INCIDENT. THE NO. 2 ENGINE WAS PLACED ON D.D.P.G.,THE FUEL HEAT VALVE WS MANUALLY OPENED, AND THE PLUG DISCONNECTED PER MEL 73-2 AND D.D.P.G. 73-2. THE CREW RETURNED THE AIRCRAFT TO SERVICE. CONDUCTED BY DESK AUDIT AND CLOSED. 20000321002309I (-23) ON MARCH 21, 2000, VANGUARD AIRLINES, FLIGHT 588, A BOEING 737, WS ENROUTE FROM DFW TO MCI. WHILE INBOUND TO MCI THE AIRCRAFT LOST OIL QUANTITY ON NUMBER ONE ENGINE, FOLLOWED BY LOSS OF OIL PRESSURE. AN EMERGENCY WAS DECLARED AND THE PILOOT LANDED THE AIRCRAFT AT MCI WITH NO FURTHER INCIDENT. THE CAPTAIN REPORTED NUMBER ONE ENGINE OIL INDICATIONS AT SHUT DOWN WAS: PRESSURE 38, QUANTITY 0, AND TEMP 105. NUMBER ONE ENGINE WINDMILLED FOR 10 MINUTES BETWEEN SHUT DOWN AND TAXI TO THE GATE. VANGUARD MAINTENANCE FOUND A STRIPPED OIL FITTING IN THE ACCESSORY DRIVE GEAR BOX CASING. THE ACCESSORY DRIVE GEAR BOX WAS REMOVED/REPLACED AND AN OPERATION CHECK WAS PERFORMED. THE AIRCRAFT WAS RETURNED TO SERVICE ON MARCH 22, 2000. WITH THIS REPORT, INCIDENT NUMBER CE052000IAC030 IS CONSIDERED CLOSED. 20000321008219A (-23) THE CAPTAIN HAS RECEIVED FOCUS GROUND TRAINING, SIMULATOR TRAINING, AND A LINE CHECK. THESE WERE OBSERVED BY THE FAA CERTIFICATE MANAGEMENT OFFICE. ALSO, SEE ATTACHED REPORT. (.4) THE CAPTAIN WAS THE FLYING PILOT FOR THE NIGHT LANDING ON RUNWAY 01 IN INSTRUMENT METEOROLOGICAL CONDITIONS (IMC), WITH A RIGHT CROSS WIND FROM 110 DEGREES AT 14 GUSTING 18 KNOTS, DRIZZLE, AND A WET RUNWAY. PRIOR TO STARTING THE APPROACH, THE FLIGHTCREW DETERMINED THAT THE LANDING APPROACH SPEED (VREF) AND THE APPROACH SPEED (VAPP) WERE 122 AND 128 KNOTS, RESPECTIVELY. DFDR DATA SHOWED THE AIRPLANE FLYING ON AUTOPILOT AS IT PASSED THE MIDDLE MARKER AT 200 FEET AGL AT 130 KNOTS ON THE ILS APPROACH. APPROXIMATELY 3 SECONDS AFTER THE FIRST OFFICER CALLED "RUNWAY IN SIGHT TWELVE O'CLOCK," THE CAPTAIN DISCONNECTED THE AUTOPILOT, WHILE AT A RADIO ALTITUDE OF 132 FEET AND ON A HEADING OF APPROXIMATELY 18 DEGREES. WITHIN APPROXIMATELY 11 SECONDS AFTER THE AUTOPILOT DISCONNECT, THE GLIDESLOPE AND LOCALIZER DEVIATION INCREASED. THE FIRST OFFICER CALLED "RUNWAY OVER THERE." APPROXIMATELY 5 SECONDS BEFORE TOUCHDOWN, THE AIRPLANE ROLLED RIGHT, THEN LEFT, THEN RIGHT. DF DR DATA-BASED PERFORMANCE CALCULATIONS SHOWED THE AIRPLANE CROSSED THE THRESHOLD AT AN ALTITUDE OF 35 FEET AND 130 KNOTS. THE AIRPLANE TOUCHED DOWN 2,802 FEET FROM THE APPROACH END OF THE 5,495-FOOT RUNWAY (844-FOOT DISPLACED THRESHOLD) AT 125 KNOTS ON A HEADING OF 10 DEGREES. THE AIRPLANE OVERRAN THE RUNWAY AND STRUCK A DITCH 175 FEET BEYOND THE DEPARTURE END OF THE RUNWAY. LANDING ROLL CALCULATIONS SHOWED A GROUND ROLL OF 2,693 FEET AFTER TOUCHDOWN, CONSISTING OF 1,016 FEET GROUND ROLL BEFORE BRAKING WAS INITIATED AND 1,677 FEET GROUND ROLL AFTER BRAKING WAS INITIATED UNTIL THE AIRPLANE EXITED THE PAVEMENT. ACCORDING TO SAAB, FOR A WET RUNWAY, THE AIRCRAFT WOULD HAVE NEEDED 1,989 FEET FROM THE TIME OF BRAKING INITIATION TO COME TO A COMPLETE STOP. THE AMERICAN EAGLE AIRLINES, INC., FAA APPROVED AIRCRAFT OPERATING MANUAL (AOM), STATES IN PART: STABILIZED APPROACHES ARE ESSENTIAL WHEN LANDING ON CONTAMINATED RUNWAYS. LANDING UNDER ADVERSE WEATHER CONDITIONS, THE DESIRED TOUCH-DOWN POINT IS STILL 1,000 FEET FROM THE APPROACH END OF THE RUNWAY. TOUCHDOWN AT THE PLANNED POINT. CROSS THE THRESHOLD AT VAPP, THEN BLEED OFF SPEED TO LAND APPROXIMATELY VREF -5. USE REVERSE, IF NEEDED. TO ACHIEVE MAXIMUM BRAKING EFFECT ON WET RUNWAY, APPLY MAXIMUM AND STEADY BRAKE PRESSURE. IN 1992, THE CITY OF KILLEEN SUBMITTED A PROPOSAL THAT INCLUDED EXTENDING THE NORTH END OF RUNWAY 01 BY 194 FEET. THE FAA ORIGINALLY DISAPPROVED THE PROPOSAL, IN PART, BECAUSE THE RUNWAY EXTENSION DECREASED THE LENGTH OF THE RUNWAY SAFETY AREA (RSA) WHICH WAS ALREADY SHORTER THAN THE RECOMMENDED 1,000 FEET FOR A 14 CFR PART 139 CERTIFICATED AIRPORT. THE PROPOSAL WAS SUBSEQUENTLY APPROVED AND A DRAINAGE DITCH WAS INSTALLED IN THE NORTH RSA, PERPENDICULAR TO THE RUNWAY AND APPROXIMATELY 175 FEET NORTH OF THE DEPARTURE END OF RUNWAY 01. IN 1993, THE AIRPORT RECEIVED FAA PART 139 CERTIFICATION. THE 1998 AND 1999, FAA AIRPORT CERTIFICATION INSPECTION REPORTS NOTED THE INADEQUATE RSA; HOWEVER, NEITHER LETTER OF CORRECTION, SENT FROM THE FAA TO THE CITY OF KILLEEN FOLLOWING THE INSPECTIONS, MENTIONED THE RSA. FOLLOWING THIS ACCIDENT, THE ILS RUNWAY 01 WAS FLIGHT CHECKED BY THE FAA AND ALL COMPONENTS WERE FOUND TO BE OPERATING WITHIN PRESCRIBED TOLERANCES. EXAMINATION OF THE AIRPLANE FOUND NO ANOMALIES THAT WOULD HAVE PREVENTED IT FROM OPERATING PER DESIGN PRIOR TO DEPARTING THE RUNWAY AND ENCOUNTERING THE DITCH. 20000321010549A (-23) PILOT RICHARD READE DEPARTED MID CONTIENT AIRPORT (M28) AT APPROXIMATELY 1440 (CMT) IN AIRCRAFT REGISTRATION NUMBER, N4859Q, CESSNA 188B ON A MAINTENACE TEST FLIGHT HEADED NORTH. CRUISING AT AN ALTITUDE OF APPROXIMATELY 600 FT. (AGL) PILOT READE STATED THAT HE EXECUTED A 30 (DEGREE)RIGHT BANK WHEN HE LOST FULL CONTROL OF THE AIRCRAFT. PILOT READE STATED THAT THE IARCRAFT'S RIGHT AILERON WAS FLUTTERING. PILOT READE CIRECLED A FARMERS FILED APPROXIMATELY 1/4 MILE NORTH OF MID CONTINENT AIRPORT (M28) NEAR HIGHWAY 84. WITH EACH CIRCLING PASS THE AIRCRAFT DESCENDED IN ALTITUDE AS PILOT READE ATTEMPTED AN EMERGENCY LANDING IN A FARMERS MUDDY FIELD. THE RIGHT WING-TIP CONTACTED THE GROUND FIRST, AND THE AIRCRAFT CART-WHEELED COMING TO REST STANING VERTICALLY NOSE DOWN, APPROXIMATELY 65 YARDS FROM INITIAL GROUND CONTACT. THE AIRCRAAFT WAS DESTROYED. PILOT READE EVACUATED THE AIRCRAFT WITH INJURIES. THE INJURIES INCLUDED CUTS TO HIS FOREHEAD, TOW BROKEN RIBS AND A CRACKED COLLAR BONE. THE INVESTIGATION REVEALED THAT THE ROD END CONNECTING THE RIGHT AILERON PUCH-PULL TUBE TO THE AILERON BELL CRANK INSIDE THE WING WAS NOT CONNECTED. ^PRIVACY DATA OMITTED^ ^PRIVACY DAT^ ACCIDENT INVESTIGATION IS CLOSED WITH THIS REPORT. 20000321012469A (-23) ON MARCH 21, 2000 ABOUT 1620 CST PA-28-140, N6684J CRASHED WHILE MAKING A FORCED LANDING FOLLOWING LOSS OF ENGINE DURING TAKEOFF FROM 5R2 WHILE ON A TITLE 14 CFR PART 91 VFR FLIGHT. THE A/C WAS DESTROYED IN A FIRE AND THE PRIVATE PILOT RECEIVED MINOR INJURIES. (.4)DURING CLIMB SHORTLY AFTER TAKEOFF THE ENGINE LOST POWER AND THEN REGAINED FULL POWER. THE PILOT CONTINUED THE TAKEOFF AND A SHORT TIME LATER THE ENGINE AGAIN LOST POWER AND THEN REGAINED POWER TO A POINT LESS THAN 2,000 RPM. THE PILOT MADE A TURN BACK TO THE AIRPORT AND THE PILOT STATED THAT AS HE LINED UP WITH THE RUNWAY, THE AIRCRAFT STALLED AND DESCENDED, IMPACTING ON THE RUNWAY. THE AIRCRAFT BOUNCED UP AND TRAVELED OFF THE RIGHT SIDE OF THE RUNWAY WHERE IT COLLIDED WITH POWER LINES AND A POLE. THE AIRCRAFT CAME TO REST AND A POST CRASH FIRE ERUPTED AND CONSUMED MOST OF THE AIRCRAFT. POST CRASH TEARDOWN EXAMINATION OF THE ENGINE SHOWED NO EVIDENCE OF ABNORMALITIES. THE ENGINE AND ACCESSORIES HAD BEEN DAMAGED BY THE POST CRASH FIRE. 20000321015989I (-23)AIRCRAFT BLEW #2 TIRE ONTAKEOFF FROM IAH AT 155 KTS. AFTER LANDING THE PAX WERE TAKEN BY BUS TO THE TERMINAL. AIRCRAFT WAS TOWED FORM THE RUNWAY TO A TAXIWAY. AIRCRAFT DAMAGED BY TIRE, LARGE HOLE IN WING TO BODY FAIRING T/E FLAP, RT GEAR DOOR AND GEAR STRUT, RT UPPER WING PANEL. INVESTIGATION AS TO WHY THE TIRES BLEW IS NOT COMPLETED. 20000322002029I (-23) ON MARCH 22, 2000, AT 2240 EST, A B-737-200, OPERATED BY US AIR, DEPARTED FROM TAMPA INTERNATIONAL AIRPORT (TPA) AND REPORTED HAVING RUDDER PROBLEMS AND RETURNED TO TPA. CAPT WROTE IN THE MAINTENANCE LOG HE HAD TO USE EXCESSIVE RUDDER TRIM, 3 TO 3 1/2 DEGREES TO MAINTAIN WINGS LEVEL. MAINTENANCE TROUBLESHOT SYSTEM AND FOUND THE YAW DAMPER COUPLE, PN 32213, MALFUNCTIONING. YAW DAMPER COUPLER WAS REMOVED AND REPLACED. 20000322003829I ON MARCH 22, 2000, AT 1300 EST A PIPER, PA-24-250, REGISTRATION NO. 6404P, REGISTERED TO HOGY, INC. CONTACTED THE RUNWAY WITH PROPELLER TIPS ON LANDING AT BOWLING GREEN AIRPORT, BOWLING GREEN, KY FOR FUEL STOP DURING A CROSS COUNTRY FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED MINOR DMAAGE AND THE PILOT AND SINGLE PASSENGER SUSTAINED NO INJURIES. THE FLIGHT ORIGINATED AT LEWIS UNIVERSITY AIRPORT IN CHICAGO, IL ON MARCH 22 AT 1100 EST. 20000322003949I PILOT/OWNER RECENTLY PURCHASED AIRCRAFT. DURING TAKEOFF FROM RUNWAY 13L AT BFI, THE DOOR CAME OPEN. THE PILOT ELECTED TO ABORT THE TAKEOFF. PILOT STATED THAT HE DID NOT OVER RUN ONTO THE ACTIVE RUNWAY, BUT RATHER ONTO THE OVER-RUN AT THE SOUTH END OF THE RUNWAY. PILOT STATED THAT FOLLOWING MAINTENANCE INSPECTION AFTER INE INCIDENT, IT WAS DETERMINED THAT THE DOOR SEAL CAME LOOSE DUE TO INPROPER INSTALLATION, WHICH IN TURN CAUSED THE TOP LATCH TO RELEASE. 20000322004159I PILOT WAS FOLLOWING HAND SIGNALS OF A LINEMAN WAS GIVEN A TURN AND TAIL OF AIRCRAFT STRUCK A POWER CART WITH MINOR DAMAGE TO THE TAIL FIN. 20000322005399A (-23) ON 3/22/00 AT ABOUT 1820 EST, CESSNA N1556H, CRASHED DURING APPROACH TO OWENS FIELD, COLUMBIA, S.C. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT IMPACTED THE GROUND IN A WOOD AREA APPROX. 1/4 MILE FROM THE END OF THE RUNWAY 31. THE AIRCRAFT WAS DESTROYED, THERE WAS NO POST CRASH FIRE. THE PILOT WAS SERIOUSLY INJURED. THE PRIVATE RATED PASSENGER WAS FATALLY INJURED. THE AIRCRAFT WAS ON A BASE LEG WHEN THE PILOT DECLARED AN EMERGENCY BECAUSE OF AN ENGINE FAILURE AND DID NOT THINK HE COULD MAKE THE RUNWAY. INSPECTION OF THE WREAKAGE DID NOT PROVIDE CONCLUSIVE CAUSE FOR THE ACCIDENT. FIRST ARRIVALS AT THE ACCIDENT REPORT VERY LITTLE FUEL SMELL AND NO FUEL LEAKAGE OF THE AIRCRAFT. INSPECTION OF THE FUEL TANKS REVEALED THEY HAD RUPTURED AND ONLY RESIDUAL FUEL REMAINED. THE FUEL GAUGES AND TRANSMITTER UNITS WERE REMOVED AND FORWARDED FOR FURTHER EVALUATION. INSPECTION OF THE ENGINE DID NOT REVEAL A CONCLUSIVE CAUSE OF LOSS OF POWER. THE ENGINE WAS FORWARDED FOR FURTHER EVALUATION. (.4) ACCORDING TO THE PIC, SUBSTANTIATED BY THE WIDOW OF THE PASSENGER/PILOT, THE AIRPLANE FUEL TANKS WERE TOPPED OFF AT ORANGEBURG MUNICIPAL AIRPORT, ORANGEBURG, SOUTH CAROLINA, ON MARCH 19, 2000. THE PIC FURTHER STATED THAT HE FLEW DIRECTLY HOME TO COLUMBIA DOWNTOWN AIRPORT, PARKED, AND TIED DOWN FOR A TOTAL FUEL BURN TIME OF ABOUT 30 MINUTES. ON MARCH 22, 2000, THE AIRPLANE TOOK OFF FROM COLUMBIA DOWNTOWN AIRPORT, THE PIC HAVING RADIOED HIS INTENTION TO STAY IN THE TRAFFIC PATTERN, AND SUSTAINED AN ENGINE STOPPAGE AS THE AIRPLANE APPROACHED THE ABEAM POSITION FOR ITS FIRST LANDING. THE AIRPLANE COLLIDED WITH THE TERRAIN AND REVEALED NO EVIDENCE OF ONBOARD FUEL AT THE CRASH SITE. THE ENGINE UNDERWENT A FACTORY TEST CELL RUN, AND IT WAS UNSATISFACTORY UNTIL FACTORY FUEL INJECTOR NOZZLES WERE SUBSTITUTED, AT WHICH TIME THE ENGINE MET FACTORY SPECIFICATIONS. SUBSEQUENT DISASSEMBLY EXAMINATION OF THE FUEL SYSTEM COMPONENTS REVEALED CONTAMINATION IN THE FUEL INJECTOR SERVO. THE FUEL QUANTITY INDICATION SYSTEM UNDERWENT FACTORY TESTING AND REVEALED THE RIGHT TANK SYSTEM WAS OPERATING ERRATICALLY, WHICH APPEARED TO BE A PRECRASH CONDITION. 20000322006259A (-23) PILOT AND PASSENGER WERE OBSERVING ELK ON THE GROUND DURING THE FLIGHT. PILTO WAS PREOCCUPIED WIHT THE GROUND OBSERVATION AND FAILED TO PROPERLY MANAGE THE AIRCRAFT IN FLIGHT, ALLOWING THE AIRCRAFT TO CONTIUE TOWARD RISING TERRAIN WITH INSUFFICIENT ALTITUDE. AS A RESULT THE AIRCRAFT WAS MANEUVERED INTO RISING, STEEP RAVINE, WHICH WAS TOO NARROE FOR COURSE REVERSAL, AND TOO STEEP FOR THE PERFORMANCE OF THE AIRCRAFT TO OVERCOME, RESULTING IN THE ACCIDENT. 20000322007429A (-23) WHILE PERFORMING ENGINE OUT FLIGHT INSTRUCTION WITH RIGHT ENGINE SHUT DOWN, LEFT ENGINE WOULD NOT DEVELOP FULL POWER, AND RIGHT ENGINE COULD NOT BE RESTARTED. AIRCRAFT WAS UNABLE TO MAINTAIN ALTITUDE AND AN OFF FIELD EMERGENCY LANDING WAS MADE. NEITHER THE INSTRUCTOR NOR HIS STUDENT WERE INJURIED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. EXAMINATION REVEALED A BROKEN RIGHT ENGINE MIXTURE CONTROL CABLE CONDUIT WHICH WOULD NOT ALLOW THE MIXTURE CONTROL TO BE BROUGHT OUT OF IDLE CUTOFF. 20000322010369A (-23) PILOT STATED HE WAS PERFORMING TOUCH AND GO LANDINGS ON RUNWAY 24 AT ROUNDUP, NT. HE STATED ON HIS SECOND LANDING HE LOST DIRECTIONAL CONTROL OG A/C. THE A/C GROUND LOOPED AND DAMAGED THE RIGHT WING AND PROP. THE RIGHT MAIN GEAR FOLDED UNDER THE A/C. 20000322019839I (-23) AFTER LANDING AT LAKE IN THE HILLS AIRPORT (3CK) AND BEFORE THE AIRCRAFT EXITED THE ACTIVE RUNWAY, A DEER RAN INTO THE FRONT OF THE AIRCRAFT. THE AIRCRAFT STRUCK THE DEER DAMAGING THE PROPELLER AND ENGINE COWLING. 20000322020359I (-23)TWO AIRCRAFT HIT WING TIPS WHIEL TAXING IN OPPOSITE DIRECTIONS OF TRAVEL. N4343R STOPPED AND N5340D WAS MOVING AT THE TIME OF IMPACT. PILOT OF N5340D MISJUDGED WINGTIP CLEARANCE. BOTH AIRCRAFT RECEIVED MINOR DAMAGE. 20000322021369I (-5) MARCH 21/22, 2000 AT 11:00 P.M., WEDNESDAY, MARCH 21, 2000, INSPECTOR GALLINA RECEIVED A PHONE CALL FROM THE ATLANTA COM CENTER, CONCERNING AN AIRCRAFT N8FA, ON THE RUNWAY AT OPA LOCKA AIRPORT. THE AIRCRAFT RECEIVED A CLEARANCE FOR AN ILS APPROACH TO RWY 12. THE ATLANTA COM CENTER DID NOT HAVE ANY OTHER INFORMATION AT THE TIME. I CALLED OPA LOCKA AIRPORT AND SPOKE WITH LACHELLE, WHO CONFIRMED THE AIRCRAFT ON RWY 12. THE AIRCRAFT IS A: N89FA, DOUGLAS C-54B-DC, SERIAL NUMBER 27249 CUSTOM AIR SERVICE, PART 125 OPERATOR PILOT: BOB MCSWIGGEN ^PRIVACY DATA OMITTED^ ATP 1341536 FIRST OFFICER: JOHN VAN LOON, ^PRIVACY DATA OMITTED^ COMMERCIAL 562290555 I ARRIVED AT THE OPA LOCKA AIRPORT AND FOUND THE METRO DADE COUNTY EMPLOYEE LACHELLE, WAITING TO ESCORT ME TO RWY 12, WHERE THE DC-4 WAS SITTING. THE NOSE GEAR WAS INSIDE THE NOSE WHEEL COMPARTMENT BUT THE NOSE SKIN WAS PARTIALLY OPEN. TWO TOW TRUCKS CAME AND PLACED TWO STRAPS UNDER THE JACK POINTS OF THE AIRCRAFT BEHIND THE NOSE WHEEL AND LIFTED THE AIRCRAFT. AFTER THE AIRCRAFT WAS LIFTED, THE NOSE GEAR DOORS WERE WEDGED APART AND THE LANDING GEAR DROPPED OUT EASILY. THE DAMAGE TO THE AIRCRAFT WAS: THE NOSE WHEEL DOORS, THE SKIN ON THE NOSE THAT HOUSES THE BATTERY, AND THE TWO INBOARD PROPS. THE PILOT, BOB MCSWIGGAN STARTED UP THE LEFT SIDE OF THE AIRCRAFT AND TAXIED IT TO THE RAMP OF FLORIDA AIR CARGO. 20000322023269I (-23)AIRCRAFT DEPART FROMSBN AIRPORT, LANDING GEAR FAILED TO RETRACT. PILOT CIRCLED AROUND TO CONFIRM THE GEAR EXTENSION. GEAR WAS NOT FULLY EXTENDED. PILOT EXERCISED THE EMERGENCY PROCEDURE BUT NOSE GEAR WOULD NOT EXTEND FULLY. PILOT PERFORMED A STALL AND THAT MADE THE NOSE GEAR INTO LOCK POSITION. THE AIRCRAFT LANDED AT SBN AIRPORT WITHOUT DAMAGE OR INJURY. PILOT WAS THE ONLY OCCUPANT IN THE AIRCRAFT. AFTER FURTHER INVESTIGATION, A BAD "O" RING WAS FOUND IN THE NOSE GEAR ACTUATOR. 20000322036809A (-23) ENGINE LOST POWER DURING RAKEOFF CLIMB. PILOT LANDED AIRPLANE PARALLEL AND DOWNWIND TO TAKEOFF RUNWAY. FIELD WAS PLOWED WITH LARGE RUTS. PROPELLER HIT RUTS CAUSING AIRPLANE TO TURN AND FACE OPPOSITE DIRECTION UPON COMPLETION OF LANDING. PART OF WING SEPARATED FROM AIRPLANE. THERE WERE NO SIGNS OF FUEL REMAINING. 20000322039879A (-23) MR. KNIGHT, UPON LANDING ON FXE RUNWAY 8 WITH A CROSSWIND OF 020 DEGREES/6 KTS, HAD A SLIGHT BOUNCE WITH A DROP OF THE RIGHT WING, CAUSING IT TO HIT THE RUNWAY, SUBSEQUENTLY THE PILOT ADDED POWER IN AN ATTEMPT TO MISS THE RUNWAY LIGHTS AND GROUND LOOPED THE AIRPLANE. 20000323000819I PILOT WAS FLYING OVER EGG ISLAND (LITTLE ST SIMON) AT A LOW ALTITUDE WHEN HE ENCOUNTERED A FLOCK OF PELICANS. TO AVOID THE BIRDS, THE PILOT ELECTED TO LAND ON THE BEACH. AN EFFORT WAS MADE TO, WITHOUT STOPPING, TURN THE AIRCRAFT AROUND AND TAKEOFF IN THE OPPOSITE DIRECTION. DURING THIS EFFORT, THE MAIN GEAR WHEELS DUG INTO THE SAND AND THE AIRCRAFT TIPPED UP ON ITS NOSE WITH THE PROPELLER STRIKING THE SAND. CONTACT WAS ESTABLISHED WITH SEATOW, A LOCAL RESCUE ORGANIZATION, TO REMOVE THE AIRCRAFT FROM THE ISLAND. MR. JOSEPH FENDIG, FROM SEATOW, COMMERCIAL PILOT CERTIFICATE NO. 257191234, ARRIVED AT THE AIRCRAFT. HE MADE AN EFFORT TO STRAIGHTEN THE PROPELLER, STARTED THE ENGINE, AND FLEW THE AIRCRAFT TO THE MALCOM MCKINNON AIRPORT ON ST SIMON ISLAND. NO CERTIFIED MECHANIC WAS INVOLVED, NO LOG BOOK ENTRIES WERE MADE AND NO FERRY PERMIT WAS OBTAINED. THE PROPELLER WAS REMOVED AND TAKEN TO THE SENSENICH PROPELLER SERVICE, INC. SHOP IN GAINSVILLE, GEORGIA FOR REPAIR. THE PROPELLER WAS NOT REPAIRABLE. 20000323001759I (-23) DURING FLIGHT INSTRUCTION OPERATION, THE STUDENT PILOT, DEAN COLLIER, WAS LANDING ON TURF RUNWAY 9R OF FLYING A AIRPORT AT CHATFIELD MN. THE AIRCRAFT WAS N9853Q, CESSNA 172M. THE FLIGHT INSTRUCTOR, JOSEPH D. FISHBURN, WAS IN THE RIGHT FRONT SEAT. THERE WAS A CROSS WIND FROM THE RIGHT. THE AIRSPEED DECREASED, THE RATE OF DESCENT INCREASED, THE INSTRUCTOR WAS UNABLE TO PREVENT A HARD LANDING. THERE WERE NO INJURIES. MINOR DAMAGE TO THE AIRCRAFT. 20000323003779I MR. PATTAVINA STATED HE WAS ON APPROACH TO FINAL RUNWAY 17 AT OWD AND LANDED WITH GEAR UP. 20000323004049I DURING TAXI-OUT AT CVG WHILE ATTEMPTING TO SECURE THE GALLEY FA^PRIVACY DATA OMI^OPENED A STORAGE COMPARTMENT FROM WHICH A CONTAINER FOR PLASTIC CUPS FELL OUT, STRIKING HER IN THE FACE (RIGHT ORBITAL EYE AREA). THE AIRCRAFT RETURNED TO THE GATE WHERE IT WAS MET BY PARAMEDICS, WHO THEN TRANSPORTED THE FA TO ST LUKE HOSPITAL. THE FA WAS ADDITTED AND REMAINED OVERNIGHT FOR OBSERVATION-SHE WAS CONSEQUENT RELEASED THE NEXT DAY-DIAGNOSED WITH A CONTUSION AND RELEASED/RETURNED TO DUTY. THE FLIGHT CONTINUED AS SCHEDULED WITH MINIMUM CABIN CREW (10 FAS). 20000323013799A (-23) WITNESS STATED: AT 1320 E.S.T. MR. MARLOW TOOK OFF FROM 3A2, WITH ^PRIVACY DATA OMITTED ON BOARD AND GOT ABOUT 30 FEET OR MORE IN THE AIR AND THE AIRCRAFT LOOKED TO STALL, TURN A SHARP RIGHT HAND TURN AND CRASHED ALMOST STRAIGHT INTO THE PASTURE GROUND BESIDE THE RUNWAY WITH THE AIRCRAFT A LITTLE RIGHT HEAVY. FLIGHT CONTROLS SHOWED MAX NOSE UP POSITION IN WREAKAGE. 20000323014849I (-23) AIRCRAFT WAS LANDING AT CCR. HAD GEAR DOWN INDICATION, PROCEEDED TO TOUCHDOWN. AFTER THE MAINS TOUCHED DOWN, THE NOSE WHEEL SET DOWN. THE NOSE GEAR COLLAPSED AND THE MAIN GEAR FOLLOWED. THE AIRCRAFT TO REST ON THE RUNWAY WITH DAMAGE TO THE PROP AND LOWER SURFACE OF THE AIRCRAFT. 20000323032269I (-23)PILOT REPORTED A/C HYDRAULIC SYSTME "A" QUANTITY LOSS APPROXIMATELY 7 MILES BEFORE ARRIVAL POINT (ABE). PILOT (CAPT.) DECLARED AN EMEGENCY, OVERFLEW THE AIRPORT AND LANDED WITH 15 DEGREES OF FLAPS ON RUNWAY 16 AT 1726Z. AIRCRAFT STOPPED ON THE RUNWAY AND SHUTDOWN. AIRCRAFT WAS TOWED FROM THE RUNWAY AFTER APPROXIMATELY 3 MINUTES. MAINTENANCE INSPECTED AND FOUND A BROKEN HYDRAULIC LINE IN NOSE WELL. 20000323032919I (-23)ON FRIDAY, JUNE 23, 2000 AT 1240 LOCAL, A CL-600, N77331, FLIGHT 5793, OPERATED BY MESA AIRLINES, AFTER TAKEOFF FROM ROCHESTER INTERNATIONAL AIRPORT AND BOUND FOR LGA, EXPERIENCED A LANDING GEAR "DISAGREEMENT" LIGHT AND BUFFETING. THE LANDING GEAR WAS RECYCLED TWICE WITH THE SAME PROBLEM RECURRING EACH TIME. THE CREW RETURNED TO LAND AT ROC UNEVENTFULLY. THE AIRCRAFT TAXIED TO THE TERMINAL AND THE PASSENGERS WERE DEPLANED. THE LOCAL FBO WAS UNABLE TO JACK THE AIRCRAFT HIGH ENOUGH TO SWING THE GEAR. THE GEAR WAS SUBSEQUENTLY "PINNED" DOWN AND THE AIRCRAFT WAS FERRIED TO COMPANY MAINTENANCE IN PHL. THIS INCIDENT IS CONSIDERED CLOSED. 20000323040219I (-23) ON MARCH 23, 2001, AT 1300 CST, CESSNA 172S, N434SP, EXPERIENCED AN ABNORMAL IDLE MIXTURE RPM INCREASE DURING PRE-TAKEOFF CHECKS. THE AIRCRAFT IS OWNED BY LA. TECH UNIVERSITY. THE PILOT STATED THAT DURING THE PRE-TAKEOFF CHECK, THE ENGINE IDLE SPEED INDICATED 650 RPM AT THE HARD IDLE STOP POSITION, AND THE IDLE/MIXTURE LEANING CHECK RESULTED IN AN INCREASE OF 150 RPMS. DUE TO THE 150 RPM INCREASE, THE PILOT ABORTED TAKEOFF. ACCORDING TO THE LYCOMING IO-360 SERIES IDLE SPEED AND MIXTURE CHECK, AN INCREASE OF MORE THAN 50 RPM WHILE LEANING OUT THE MIXTURE INDICATES AN EXCESSIVE RICH IDLE MIXTURE. DUE TO THE ADDITIONAL OCCURRENCES (N980SP--FTW01LA062 AND N566SP--FTW01SL088) INVOLVING A RICH MIXTURE SETTING WITH THE LYC. IO-360 ENGINE, THE FUEL DISTRIBUTION SYSTEM WAS REMOVED FOR FURTHER EXAMINATION. 20000324002069I (-23) ON THE SECOND TAKEOFF OF THE DAY FROM AKIACHAK, ALASKA, PILOT IN COMMAND EXPERIENCED A SUDDEN 6 KNOT INCREASE OF AIRSPEED WHICH LIFTED THE AIRCRAFT UP AN ADDITIONAL 15 FEET WHICH EXPOSED IT TO A GUSTING CROSSWIND COMPONENT. AIRCRAFT SETTLED BACK ON RUNWAY. PILOT IN COMMAND ELECTRED TO TRY AND STOP ON THE REMAINING RUNWAY. THE PILOT STEERED THE AIRCRAFT TOWARDS THE LEFT SIDE AND WENT DOWN A SMALL CMBANKMENT WHERE THE NOSE GEAR WAS BROKEN. NO INJURIES OCCURRED. THE RUNWAY IS FAIRLY SHORT AT 1600 FEET. ^PRIVACY DATA OMITTED^ TRAINING MANUAL WAS REVIEWED AND ADDITIONAL ELEMENTS WERE ADDED TO THE PRINCIPALS OF METEOOLOGY SECTION. (BASIC INDOCTRINATION MODULE NUMBER 4). 20000324002149I (-23) ON FRIDAY, 24 MARCH 2000, AT 12:00 EST, MR. DANIEL B. HUDSON, HOLDER OF COMMERCIAL PILOT CERTIFICATE NO. 34166730-5, WAS PILOT-IN-COMMAND OF A COMAIR AVIATION ACADEMY CESSNA 172, N89989. MR. HUDSON WAS FLYING CROSS COUNTRY WHEN HE LANDED ON RUNWAY 4 AT THE MELBOURNE INTERNATIONAL AIRPORT, MELBOURNE, FLORIDA. MR. HUDSON EXECUTED THE LANDING IN A 40 DEGREE CROSS WIND WITH A WIND SPEED OF 12 KNOTS GUSTING TO 26 KNOTS. AT TOUCHDOWN ON RUNWAY 4, MR. HUDSON RELAXED HIS CROSS WIND CORRECTION AND LOST CONTROL OF THE AIRCRFT. THE SUSTAINED MINOR DAMAGE WITH NO INJURY TO THE PILOT. VISUAL METEOROLOGICAL CONDITION PREVAILED AT THE TIME OF THE INCIDENT. ^PRIVACY DATA OMITTED^ 20000324003899I PILOT PERFORMING TOUCH AND GO LANDING. DURING ROLLOUT FO FIRST PILOT ACTUATED THE GEAR UP SWITCH INSTEAD OF THE FLAP SWITCH. WHEN GEAR HORN SOUNDED PILOT ATTEMPTED TO HOLD NOSE UP WHILE PLACING THE GEAR SWITCH DOWN. NOSE GEAR RETRACTED FIRST THEN MAIN GEAR SLOWLY RETRACTED CAUSING DAMAGE TO GEAR DOOR'S. 20000324004869A (-23) A/C WAS DOWN WIND FOR LANDING WHEN A BEAM THE APPROACH END OF THE RUNWAY THE A/C EXPERIENCED A POWER LOSS WITH SMOKE IN THE COCKPIT, FOLLOWED BY SEIZURE OF THE ENGINE. THE PILOT ATTEMPTED TO MAKE THE AIRPORT, CRASH LANDING SHORT IN AN INDUSTRIAL SUPPLY LOT. 20000324004879A (-23) ON MARCH 24, 2000, AT 1530, A CESSNA 195 OWNED BY GEORGE SHETZLEY CRASHED IN A FIELD AFTER TAKEOFF WHEN THE ENGINE LOST POWER DURING A PLEASURE FLIGHT. VFR FLIGHT CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE A/C WAS SUBSTANTIALLY DAMAGED, AND THE PILOT WAS SERIOUSLY INJURED. THE PILOT HOLDS A PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT 52F ON MARCH 24, 2000, AT 1510. 20000324006329A (-23) NOTIFIED OF ACCIDENT AT APPROXIAMTELY 1400 HOURS ON 03/24/00. TRAVELED FROM AIRFRAME COMPONENTS IN GARDEN CITY, GA TO SPRINGFIELD,GA. THE CRASH SITE WAS OFF SR21 APPROXIMATELY 5 MILES TO THE WEST ON PUSECULUM ROAD. LATITUDE 32.23.49 LONGITUDE 81.23.47. UPON ARRIVAL AT THE SCENE THE HELICOPTER WAS SITTING UPRIGHT BUT HAD SUBSTANTIAL DAMAGE TO THE LANDING GEAR AND ENGINE AND CAIN MOUNTING SYSTEMS. WITNESS STATEMENTS AND PILOT STATEMENT INDICATE THAT HELICOPTER WAS POSITIONING TO PICK UP ANOTHER LOAD OF FERTILIZER WHEN THE PILOT THOUGHT HE SNAGGED THE BUCKET, HE RELEASED THE BUCKET AND THERE APPEARED TO BE A COMPRESSOR STALL AND WAS LOOSING POWER QUICKLY. THE PILOT MOVED THE HELICOPTER FORWARD AWAY FROM THE LOAD TRUCK AND ATTEMPTED A AUTROTATION AND HAD A HARD LANDING. THE MAIN ROTOR BLADES STRUCK PINE TREES. UPON INVESTIGATION OF THE AIRCRAFT THE FUEL GAUGE READ ZERO WITH THE POWER ON AND ONLY RESIDUAL FUEL WAS FOUND IN THE FUEL TANKS AND FULE LINES TO THE ENGINE. 20000324009649A (-23) MR. GARY C. CHILES HOLDS A PRIVATE CERTIFICATE WITH A RATING OF AIRPLANE SINGLE ENGINE LAND. MR. CHILES WAS RECEIVING HELI TRAINING FROM UNIVERSAL AVIATORS ACADEMY, INC. LOCATED IN EL MONTE, CA, AND WAS ON HIS FIRST CROSS COUNTRY SOLO FLIGHT FROM EL MONTE, CA., TO RIALTO, CA. WHEN THE ACCIDENT OCCURRED. WITNESSES AT THE ACCIDENT SCENE STATED. THAT WHEN THEY SAW THE HELI IT APPEARED TO BE AT A HOVER THEN IT DOVE TOWARD THE GROUND AND DISAPPEARED. THE ON SITE INVESTIGATION REVEALED THAT THE HELI IMPACTED THE GROUND ABOUT AN EIGHTH OF A MILE EAST OF RIALTO AIRPORT. AFTER THE INITIAL IMPACT, THE FORWARD MOMENTURM CARRIED THE HELI ANOTHER 105 FEET ACROSS A WASH AND CAME TO REST IN A TALL BUSH. MR. GARY C. CHILES THE SOLE OCCUPANT RECEIVED FATAL INJURIES. CLOSED, NO FURTHER ACTION. 20000324010359A (-23) BACK PAGE MISSING FROM 8020-23. WILL CONTACT THE INSPECTOR. (.4) THE PILOT SAID THAT SHORTLY AFTER HE TOOK OFF FROM RUNWAY 26, HE FELT THE ENGINE WAS NOT DEVELOPING ENOUGH POWER, SO HE MADE A 180 DEGREE TURN AND LANDED ON RUNWAY 8 WITH AN ESTIMATED TAILWIND VELOCITY OF 5 KNOTS. HE SAID HE FAILED TO MAINTAIN DIRECTIONAL CONTROL AND THE AIRPLANE SKIDDED TO THE LEFT AND OFF THE RUNWAY, BENDING THE RIGHT REAR SPAR. THE ENGINE WAS LATER DISASSEMBLED AND EXAMINED. THE NO. 6 INTAKE VALVE WAS FOUND BURNT AND WAS NOT SEATING PROPERLY. THE MECHANIC TOLD THE PILOT THIS CONDITION WOULD ACCOUNT FOR THE LOSS OF POWER. 20000324011599A (-23) A/C WAS ON A FLIGHT FROM WHITEMAN AIRPORT, CA TO STELLAR AIRPARK, AZ. PLANNED CALCULATED FUEL BURN WAS FOR 4.5 GALLONS PER HOUR. THE ENGINE ON THE A/C IS A CONVERTED VW ENGINE CALLED A "REVMASTER" WHICH USES A "POSA" FUEL METERING DEVICE. DURING FLIGHT, THIS FUEL METERING DEVICE ROTATED TO THE FULL RICH POSITION CAUSING THE ENGINE TO BURN MUCH MORE FUEL PER HOUR THAN PLANNED. PILOT NOTICED THE LOW FUEL INDICATION AND DIVERTED TO BUCKEYE TO NO AVAIL. THE ENGINE QUIT 15 MILES SHORT OF BUCKEYE. A GLIDE WAS ESTABLISHED AND THE PILOT FORCE LANDED ON THE MEDIAN OF INTERSTATE 10 SUBSTANTIALLY DAMAGING THE A/C. (.4)ON MARCH 24, 2000, AT 1116 HOURS MOUNTAIN STANDARD TIME, A SCOVIL KR-2, N73BP, COLLIDED WITH TREES WHILE PERFORMING A FORCED LANDING IN THE MEDIAN OF HIGHWAY 10 NEAR TONOPAH, ARIZONA. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PERSONAL FLIGHT WAS FLOWN UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE AIRPLANE HAD DEPARTED FROM WHITEMAN AIRPORT NEAR LOS ANGELES, CALIFORNIA, AT 0800 PACIFIC STANDARD TIME, AND WAS DESTINED FOR STELLER A IRPARK AIRPARK IN CHANDLER, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. A VFR FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT, PAST THE HALFWAY PORTION OF HIS FLIGHT, HE NOTICED THE FUEL GAUGE WAS READING LOWER THAN IT SHOULD HAVE. HE SAID THAT HE HAD ALREADY DECIDED TO LAND AT THE NEXT CLOSEST AIRPORT TO TROUBLESHOOT THE PROBLEM. THE FUEL-METERING UNIT HAS A NEEDLE, WHICH, ACCORDING TO THE PILOT, ROTATED AND ALLOWED AN INCREASE IN THE FUEL MIXTURE. THE PILOT SAID THAT HE SLOWED HIS DESCENT, REDUCED THE THROTTLE, AND GOT TO WITHIN 15 MILES OF BUCKEYE AIRPORT WHEN THE AIRPLANE RAN OUT OF FUEL. THE PILOT DECIDED TO ATTEMPT A LANDING ON THE I-10 FREEWAY. AS HE MANEUVERED AND GOT LINED UP OVER THE EASTBOUND LANE, HE SAID HE SAW POWER LINES AT THE LAST SECOND AND HAD TO DIVE UNDER TO AVOID HITTING THEM. AFTER THE LANDING, HE SAID HE NOTED THAT THE RIGHT WING OF THE AIRPLANE WAS SHEARED OFF AT THE FUSELAGE, THE RIGHT LANDING GEAR LEG CASTING BROKE IN HALF, AND THE LANDING GEAR COLLAPSED AFT INTO THE GEAR UP POSITION. IN THE PILOT OPERATOR REPORT, THE PILOT STATED THAT THE AIRPLANE HAD A POSA FUEL-METERING DEVICE INSTALLED ON IT. THE FUEL-METERING DEVICE DEVICE INSTALLED ON IT. THE FUEL-METERING DEVICE HAS A MAIN FUEL FLOW, WHICH IS METERED BY A NEEDLE WITH A FLAT MILLED AREA ALONG THE LENGTH OF IT. THE NEEDLE REPORTEDLY SLIDES IN AND OUT OF A TUBE, WHICH CHANGES THE AREA THAT THE FUEL FEEDS THROUGH. DURING THE MID PORTION OF THE FLIGHT, THE NEEDLE ROTATED SLOWLY MAKING THE MIXTURE GO RICH AS THE FLIGHT CONTINUED. THIS CONTINUED TO PROGRESS AND DRAMATICALLY INCREASED THE FUEL CONSUMPTION RATE UNTIL THE TANK RAN DRY. THE PILOT STATED HE INSPECTED THE POSA THE DAY AFTER THE ACCIDENT AND CONFIRMED THAT THE NEEDLE HAD ROTATED 90 DEGREES FROM THE ORIGINAL SETTING TO A POSITION WHERE THE AIRFLOW WAS CREATING A SIPHON EFFECT. 20000324016919I (-23)THE PILOT OF N8965S MADE AN PERCAUTIONARY LANDING IN A PASTURE NEAR NEW BRAUNSFELS, TEXAS, DUE TO LOW FUEL. 20000324018729I (-23)ACCORDING TO THE ATP PILOT THIS WAS HIS FIRST LONG CROSS-COUNTRY FLIGHT IN THE SIX MONTHS HE HAD OWNED THE AIRPLANE. HE HAD BEEN IN-FLIGHT FOR 6 HOURS AND ZERO MINUTES WHEN THE ENGINE "SPUTTERED" AND HE EXECUTED AN ENGINE OUT EMERGENCY LANDING TO A 4 LANE UNDIVIDED HIGHWAY JUST 10 MILES AWAY FROM HIS DESTINATION AIRPORT. THE POWER-OFF LANDING WAS OTHERWISE UNEVENTFUL AND WITH LAW ENFORCEMENT OFFICERS BLOCKING TRAFFIC HE AMDE A NORMAL TAKE-OFF FROM THE SAME HIGHWAY AFTER FUELING THE AIRCRAFT. 20000324020159I (-23)THIS STUDENT PILOT WAS CLEARED FOR HIS SECOND SUPERVISED SOLO FLIGHT BY HIS INSTRUCTOR. HE WAS INSTRUCTED TO ACCOMPLISH THREE TAKEOFFS AND LANDINGS. HE ACCOMPLISHED ONE PATTERN AND LANDING BUT HAD DIRECTIONAL CONTROL DIFFICULTIES, ACCORDING TO THE TOWER CONTROLLER. ON THE SECOND TAKEOFF, THE STUDENT ALLOWED THE AIRCRAFT TO DRIFT TO THE LEFT AFTER LIFTOFF SO THAT HE OVERFLEW THE AIR CARRIER RAMP ON DEPARTURE. DURING THE LANDING ATTEMPT FROM THIS PATTERN, THE STUDENT ALLOWED THE AIRCRAFT TO TOUCH DOWN ON THE LEFT SIDE OF THE RUNWAY. AFTER LANDING, THE AIRCRAFT WAS ALLOWED TO DEPART THE LEFT SIDE OF THE RUNWAY INTO THE INFIELD GRASS. THE STUDENT THEN ELECTED TO CONTINUE ACROSS THE INFIELD TO THE TAXIWAY. HE THEN REQUESTED CLEARENCE BACK TO THE PARKING RAMP AND TERMINATED THE FLIGHT. THE AIRCRAFT CONTACTED A TAXIWAY LIGHT FIXTURE WITH A WHEEL PANT WHICH RESULTED IN A SCRAPE ON THE PANT AND A BROKEN TAXIWAY LIGHT FIXTURE. NO OTHER DAMAGE OCCURRED. THE STUDENT HAS BEEN COUNSELED AND RECEIVED ADDITIONAL INSTRUCTION. 20000324027279I (-23)AN EIR NUMBER 2000GL250065 HAS BEEN FOWARDED TO AGL-6 ALLEGING THAT ^PRIVACY DATA OMITTED^ VIOLATED 121.580 (INTERFERENCE WITH A CREW MEMBER). ^PRIVACY DATA OMITTED^ 20000324043539A (-23) AFTER A LOCAL FLIGHT THE PILOT AND HIS PASSENGER RETURNED TO SHD AIRPORT FOR LANDING ON RUNWAY 23. PILOT OF THE AIRCRAFT, AND WITNESSES ON THE GROUND DESCRIBED THE APPROACH AS A LITTLE LONG, HOWEVER, SOMEWHAT NORMAL. AFTER TOUCH DOWN, THE AIRCRAFT VEERED RIGHT AND THEN LEFT, RAN OFF THE LEFT SIDE OF THE RUNWAY OVER AN EMBANKMENT DOWN A HILL AND THROUGH A FENCE, AND CAME TO REST IN THE UPRIGHT POSITION. DAMAGE TO THE AIRCRAFT WAS THE OUTER THIRD SECTION OF THE LEFT WING WAS MISSING, RIGHT WING LEADING EDGE MAJOR DAMAGE, THE RIGHT LANDING TORQUE LINK FAILED, ALLOWING THE WHEEL TO TURN 90 DEGREES, AND THE NOSE GEAR COLLAPSED. THERE WERE NO INJURIES TO THE PILOT OR HIS PASSENGER. INVESTIGATION REVEALED NO MECHANICAL DISCREPANCIES OF THE AIRCRAFT. PILOT STATED HE MAY HAVE LOST CONTROL OF THE AIRCRAFT DURING ROLLOUT. 20000324043679A (-23) ACCORDING TO THE PILOT, THE FLIGHT ORIGINATED AT THE LAKEWOOD AIRPORT (N12), LAKEWOOD, NEW JERSEY. THE PILOT THEN FLEW TO BLM TO PICK UP A PASSENGER FOR A LOCAL FLIGHT. WHILE HE WAITED FOR THE PASSENGER TO ARRIVE, THE PILOT DECIDED HE WOULD PRACTICE TOUCH-AND-GO LANDINGS IN THE TRAFFIC PATTERN. HE PERFORMED A PREFLIGHT CHECK AND TAXIED TO RUNWAY 14, "WITHOUT PERFORMING A RUN-UP CHECK." AFTER HE TAXIED ONTO THE RUNWAY, THE PILOT SET THE TRIM WHEEL 1/2 INCH NOSE DOWN, ANNOUNCED HIS DEPARTURE, AND APPLIED FULL POWER. THE PILOT REPORTED THAT HE "FELT NOSE-DOWN PRESSURE FROM THE BEGINNING OF THE TAKEOFF ROLL." AS THE AIRPLANE ACCELERATED, THE PILOT "WOUND OFF THE TRIM" AND AT 55 KNOTS, THE AIRPLANE ROTATED. THE PILOT STATED THAT IMMEDIATELY AFTER TAKEOFF, ABOUT 20 FEET ABOVE THE GROUND, THE AIRPLANE DOVE TOWARD THE RUNWAY. THE AIRPLANE STRUCK THE RUNWAY CENTERLINE WITH THE NOSE GEAR, AND BOUNCED TO "ABOUT THE SAME ALTITUDE." THE PILOT REDUCED THE POWER TO IDLE, AND APPLIED FULL BACK PRESSURE; HOWEVER, THE AIRPLANE ENTERED A SHALLOWER DIVE THAN THE FIRST TIME, AND AGAIN STRUCK THE RUNWAY CENTERLINE WITH THE NOSE GEAR. THE AIRPLANE THEN EXPERIENCED A "SMALL BOUNCE" OFF THE RUNWAY, AND LANDED ON THE MAIN GEAR. THE PILOT REPORTED THAT RUDDER AND YOKE MOVEMENT WAS HAMPERED BY "BINDING", AS HE TAXIED TO THE RAMP. THE PILOT STATED THAT HE EXPERIENCED NO FLIGHT CONTROL DIFFICULTIES PRIOR TO THE ACCIDENT. HE FURTHER STATED THAT THE ACCIDENT COULD HAVE BEEN CAUSED BY MANY POSSIBILITIES, INCLUDING,"...A STALL, EXCESSIVE NOSE-DOWN TRIM, OR A RELAXED YOKE." 20000325004199I WHILE TAXIING THE AIRCRAFT A STRONG GUST OF WIND TIPPED IT ON IT'S NOSE AND LEFT WING INITIALLY AND THEN UPSIDE DOWN. 20000325004629A (-23) N9570E WAS MAKING A SERIES OF TOUCH AND GO LANDINGS ON RUNWAY 15 AT FORT LEAVENWORTH, KANSAS (FLV). THE AIRPLANE TOUCHED DOWN AND JUST AS THE PILOT, MR. DISCHNER, PREPARED TO START THE TAKEOFF ROLL, HIS AIRPLANE WAS HIT FROM THE REAR BY N51993, CAUSING SUBSTANTIAL DAMAGE TO BOTH AIRCRAFT. N9570E DOES NOT HAVE AN ELECTRICAL SYSTEM AND THEREFORE NO RADIO COMMUNICATION. 20000325007569A (-23) LANDING ABANDONED STRIP, BOUNCED TWICE, ATTEMPTED GO AROUND, NOSE HIGH, GUST RAISED RIFHT WING TO VERTICAL. PILOT LOST CONTROL, AIRCRAFT STALLED AND COLLIDED WITH THE GROUND, LEFT WING 1ST, THEN CARTWHEELING. PILOT SUFFERED COMPOUND FRACTURE OF THE LOWER LEG. 20000325011729A (-23) PILOT CHOSE TO LAND A/C IN DIRT FIELD. PILOT DECIDED TO TAKE OFF AFTER FOG HAD LIFTED. HIS ATTEMPT WAS UNSUCCESSFUL AND EVENTUALLY WOUND UP RUNNING INTO SMALL TREES AND BUSHES. THIS CAUSED THE A/C TO LAND ON ITS NOSE. GOOD JUDGEMENT WAS NOT USED IN HIS DECISION TO LAND OR TAKE OFF. (.4)ON MARCH 25, 2000, AT 1100 HOURS PACIFIC STANDARD TIME A CESSNA 172, N7354A, EXPERIENCED A LOSS OF ENGINE POWER DURING TAKEOFF FROM AN OFF-AIRPORT CLEARING NEAR CORONA, CALIFORNIA, AND SUBSEQUENTLY COLLIDED WITH GROUND OBSTRUCTIONS. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT/OWNER AND HIS THREE PASSENGERS WERE NOT INJURED. THE PERSONAL FLIGHT WAS BEING FLOWN UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT WAS DESTINED FOR SANTA ANA, CALIFORNIA AIRPORT AND A FLIGHT PLAN WAS NOT FILED. THE AIRPLANE HAD DEPARTED FROM THE GOODYEAR, ARIZONA, AIRPORT APPROXIMATELY 0430 MOUNTAIN STANDARD TIME. THE PILOT REPORTED THAT AS THE FLIGHT NEARED COASTAL HILLS NEAR CORONA, HE ENCOUNTERED A RAPIDLY MOVING FOG BANK AND MADE A PRECAUTIONARY LANDING IN THE CLEARING AT 0727. THE PILOT SAID THAT FROM THE AIR THE CLEARING LOOKED RATHER LEVEL, BUT THAT IT WAS ROUGH AFTER TOUCHDOWN. HE DID A WALK-AROUND AFTER LANDING, AND DID NOT SPECIFICALLY LOOK FOR ANY ENGINE DAMAGE DUE TO THE ROUGH TERRAIN. HE COULD SEE THE FOG COMING IN WITH A LOW CEILING AND DID NOT WANT TO RISK GOING OVER THE MOUNTAINS IN THE WEATHER WHILE LOW ON FUEL. THE PILOT STATED THAT HE DID HAVE ENOUGH FUEL TO CONTINUE HIS FLIGHT INTO SANTA ANA AIRPORT OR CORONA AIRPORT. THE PILOT STATED HE DID OBTAIN A WEATHER BRIEFING FROM A COMPUTER WHILE HE WAS AT GOODYEAR AIRPORT, BUT HE DID NOT OBTAIN ANY IN-FLIGHT BRIEFINGS OR FORECASTS ONCE HE WAS AIRBORNE, OR AFTER HE SAW THE FOG MOVING INTO HIS VICINITY. WHILE THEY WERE ON THE GROUND IN THE CLEARING, THE PILOT'S FATHER CONTACTED AN INDIVIDUAL AT A NEARBY LANDFILL AND PURCHASED APPROXIMATELY 18.0 GALLONS OF AUTOMOTIVE FUEL FOR THE AIRPLANE. THE PILOT SAID THAT THEY DID NOT HAVE A RECEIPT FOR THE FUEL PURCHASE. HE SAID THAT AFTER THE FOG BEGAN TO CLEAR HE GOT READY TO TAKEOFF FROM THE CLEARING. HE SAID THAT HE WAS ABOUT 2-3 FEET ABOVE THE GROUND WHEN THE ENGINE SUDDENLY DIED, LIKE HE HAD PULLED BACK ON THE THROTTLE. ADDITIONALLY, HE SAID HE HEARD A "POPPING NOISE" BUT COULD NOT DETERMINE WHERE THAT WAS COMING FROM. THE AIRPLANE STARTED COMING DOWN AND THE PILOT VEERED TO THE LEFT TO MISS A TREE, THEN TOUCHED DOWN AND BOUNCED ABOUT THREE TIMES, HITTING BOTH WINGS. THE AIRPLANE CAME TO REST ON THE LEFT WING AND LEFT TIRE. DURING CONVERSATIONS WITH INVESTIGATORS, THE PILOT COMMENTED THAT HE "SHOULD HAVE DIVERTED EARLIER AND HE WOULD NOT HAVE BEEN IN THIS POSITION." DURING A TELEPHONIC CONVERSATION WITH REPRESENTATIVES OF THE FEDERAL AVIATION ADMINISTRATION RIVERSIDE FLIGHT STANDARDS DISTRICT OFFICE (FSDO), THE PILOT SAID HE HEARD A "POP" AND A "BANG" DURING THE TAKEOFF FROM THE CLEARING. HE SAID HE THOUGHT IT MAY HAVE BEEN A ROCK HITTING THE AIRPLANE AND HE THROTTLED BACK ON THE ENGINE. HE TOLD FSDO INVESTIGATORS THAT TO HIS KNOWLEDGE, THERE WAS NO PROBLEM WITH THE ENGINE BUT HE COULDN'T BE SURE BECAUSE HE WAS NOT LOOKING AT HIS INSTRUMENT PANEL WHEN THIS WAS GOING ON. THE PILOT'S FATHER DISCONNECTED THE BATTERY AT THE REQUEST OF THE FIRE DEPARTMENT PERSONNEL ON SCENE AND REPORTEDLY DRAINED APPROXIMATELY 18 GALLONS OF FUEL FROM THE AIRPLANE. NUMEROUS ATTEMPTS WERE MADE TO VERIFY THE PURCHASE OF FUEL AT THE LANDFILL, BUT INVESTIGATORS WERE UNABLE TO DO SO. ON MAY 23, 2000, THE ENGINE WAS PREPPED BY REPAIRING AN OIL LEAK IN THE OIL FILTER SYSTEM, DUE TO THE CONTACT WITH THE GROUND DURING THE ACCIDENT SEQUENCE. THE ENGINE STARTED NORMALLY, THREE TIMES, AND HAD GOOD THROTTLE RESPONSE AND NORMAL OIL PRESSURE. REPRESENTATIVES OF TELEDYNE CONTINENTAL MOTORS AND THE RIVERSIDE FSDO WITNESSED THE ENGINE RUN. AT THE COMPLETION OF THE ENGINE RUN ON MAY 23, 2000, 20000325012659A (-23) MR CAMPBELL DEPARTED AURORA, MO. AFTER PURCHASING N67754, A TAYLORCRAFT L-2 A/C. WHILE ACTING AS A PILOT IN COMMAND, HE ATTEMPTED A LANDING ON A PRIVATED LANDING FIELD (CAMPBELL FIELD) AT JOPLIN, MO. HE LANDED SE APPROX. 120 DEGREES DOWNWIND WITH PASSENGER JOHN SWAB, JR., ON BOARD. AT APPROX. 11:45 CST, WHILE ATTEMPTING A LANDING AND DURING A GO-AROUND, N67754 HIT A TREE DOING SUBSTANTIAL DAMAGE TO A/C. 20000325013112A (-23) N51933 DEPARTED ST. JOSEPH, MISSOURI (STJ), ENROUTE TO FORT LEAVENWORTH, KANSAS (FLV). APPROXIMATELY THREE MILES NORTH OF FLV, THE PILOT TRANSMITTED HIS POSITION AND INTENTIONS TO LAND ON CTAF 126.2. ANOTHER AIRCRAFT RESPONDED TO THE RADIO CALL BY REPORTING FIVE MILES NW OF FLV. MR. WALLNER, THE PILOT OF N51933, SAID HE ENTERED THE TRAFFIC PATTERN ON A LEFT BASE AND TRANSMITTED HIS POSITION. ON FINAL APPROACH, MR. WALLNER TRANSMITTED HIS POSITION AND SAID HE SAW NO TRAFFIC ON THE AIRPORT OR IN THE PATTERN. MR. WALLNER SAID N51933 TOUCHED DOWN IN A THREE POINT ATTITUDE ABOUT 70 MPH AND BOUNCED ONCE. DURING THE LANDING ROLL OUT, MR. WALLNER'S AIRPLANE RAN INTO THE REAR OF ANOTHER AIRCRAFT (N9570E) THAT WAS MAKING TOUCH AND GO LANDINGS. THE IMPACT RESULTED IN SUBSTANTIAL DAMAGE TO BOTH AIRPLANES. NO INJURIES TO THE OCCUPANTS OF EITHER AIRCRAFT. ^PRIVACY DATA OMIT^ 20000325013179A (-23) ON MARCH 25, 2000, AT 1127 MST, A CESSNA 152 II, N6251B, REGISTERED TO GREAT SOUTHWEST AVIATION, IMPACTED THE GROUND 10.8 NM, NORTHEAST OF CHISOM VORTAC, WHILE ON A TRAINING FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS NOT ON FILE. THE AIRCRAFT WAS DEMOLISHED AND THE STUDENT PILOT WAS FATALY INJURED. THE FLIGTH ORIGINATED AT ROSWELL INDUSTRIAL AIRPORT, ROSWELL, NEW MEXICO, ON MARCH 25, 2000, AT 1055 MST. (.4)WRECKAGE AND IMPACT INFORMATION: THE AIRPLANE WAS FOUND (9.6 NM FROM ROW AT 017 DEGREES) IN A FLAT PASTURE (ELEVATION 3,540 FEET, N33 DEGREES, 26.12'; W104 DEGREES, 28.47'). THE SOIL WAS VERY DRY AND HARD. THERE WAS NO GROUND SCAR LEADING TO THE AIRPLANE; THE LONGITUDIAL AXIS WAS APPROX. 015 DEGREES. THE WINGS WERE LEVEL, AND THEIR LEADING EDGES WERE COMPRESSED AFT IN ACCORDION LIKE FASHION. THE ENGINE WAS BURIED IN THE GROUND AND ITS ACCESSORY SECTION HAD BEEN DISPLACED INTO THE COCKPIT AREA. THE INSTRUMENT PANEL HAD BEEN PULVERIZED. THE FUSELAGE WAS FOUND COMPRESSED INTO THE COCKPIT, WRINKLED, AND NEARLY SEPARATED FROM JUST BEHIND THE WINGS. THE EMPENNAGE WAS WAS FOUND WITH LITTLE DAMAGE, AND PARTIALLY SEPARATED FROM THE FUSELAGE. ALL OF THE AIRPLANE'S MAJOR COMPONENTS WERE ACCOUNTED FOR AT THE ACCIDENT SITE. THE FLIGHT CONTROL SURFACES WERE ALL IDENTIFIED. CONTROL CABLE CONTINUITY WAS ESTABLISHED TO THE AILERONS; HOWEVER, CONTROL CABLE CONTINUITY COULD ONLY BE ESTABLISHED FROM THE RUDDER AND HORIZONTAL STABILIZER TO THE AFT CABIN AREA. THE FLAP ACTUATOR IN THE RIGHT WING INDICATED THAT THE WING FLAPS WERE UP. BOTH WING FUEL TANKS EXHIBITED FORWARD BULGING DEFORMATIONS ACCOMPANIED BY HOLES THROUGH THEIR RESPECTIVE WINGS. WITNESSES REPORTED "STRONG FUEL SMELLS" WHEN THEY FIRST APPROACHED THE AIRPLANE. THE ENGINE CONTROLS, MIXTURE AND THROTTLE, WERE FOUND FULL FORWARD. THE CARBURETOR HEAT WAS FOUND FULL FORWARD IN THE OFF POSITION. THE PROPELLER WAS SEPARATED FROM THE ENGINE, AND 1/3 OF THE PROPELLER FLANGE WAS BROKEN OFF. BOTH PROPELLER BLADES DISPLAYED CHORDWISE STRIATIONS (ONE BLADE ALSO HAD 45 DEGREE STRIATIONS); BOTH BLADES WERE BENT AFT, AND/OR "S" TWISTED; BOTH BLADES HAD SIGNIFICANT PAINT REMOVED FROM MECHANICAL ABRASION. THE OIL SLINGER WAS IMPACT DAMAGED AND CATCHING ON A BROKEN SECTION OF THE NOSE CASE. WHEN THIS WAS CLEARED, THE ENGINE'S CRANKSHAFT ROTATED FREELY, HAD GOOD "THUMB" COMPRESSION ON ALL CYLINDERS, AND CONTINUITY WAS DEMONSTRATED THROUGH THE VALVE TRAIN AND ALL ACCESSORIES. THE LEFT MAGNETO ROTATED BY HAND AND PRODUCED GOOD SPARK ON ALL LEADS. THE RIGHT MAGNETO ROTATED BY HAND, ITS IMPULSE COUPLING-CLICKED, BUT THE MAGNETO DID NOT SPARK DUE TO AN IMPACT DAMAGE CAP AND LEADS. THE AIRPLANE WAS FOUND 1.8 NM AND 080 DEGREES FROM THE PILOT'S HOUSE. A CAMERA WAS FOUND IN THE COCKPIT AREA; THE FILM CASSETTE WAS DETERMINED TO BE DAMAGED AND ATTEMPTS TO RECOVER PICTURES FROM THE HALF EXPOSED ROLL WERE UNSUCCESSFUL. NO PREIMPACT ENGINE OR AIRFRAME ANOMALIES, WHICH MIGHT HAVE AFFECTED THE AIRPLANE'S PERFORMANCE, WERE IDENTIFIED. THERE WAS NO EVIDENCE OF PRE OR POSTIMPACT FIRE. 20000325013459A (-23) MR. GULICK OPERATED CESSNA 152, N6375H, AS PILOT IN COMMAND, ON AN INSTRUCTIONAL FLIGHT NEAR BUTLER, MO, WHILE TEACHING A SIMULATED EMERGENCY APPROACH AND LANDING A STUDENT PILOT. HE USED IMPROPER INSTRUCTIONAL PROCEDURES WHEN HE RETARDED THE MIXTURE CONTROL, RATHER THAN THE THROTTLE, CAUSING THE PROPELLER TO STOP ROTATING. HE STATED THAT AFTER THE PROPELLER HAD STOPPED ROTATING, HE IMMEDIATELY TOOK OVER THE CONTROLS AND ATTEMPTED TO DESCEND QUITE RAPIDLY, TRYING TO FORCE THE PROPELLER TO ROTATE. HE WAS FORCED TO MAKE AN EMERGENCY LANDING IN A FARMER'S FIELD DURING THE GROUND ROLL-OUT, WHERE AN UNLEVELED SURFACE AREA EXISTED, CAUSING THE AIRPLANE NOSE GEAR TO COLLAPSE AND FLIPPING THE AIRCRAFT END OVER END. 20000325016609I (-23)SEE ATTACHED NARRATIVE 2000INC013. 20000325017719I (-23)ON MARCH 25, 2000, AT APPROXIMATELY 1007 LOCAL TIME, AN AEROSTAR 601P, N15BA, MADE AN OFF AIRPORT LANDING APPROXIMATELY 6 MILES EAST OF THE SINTON, TEXAS AIRPORT. THE COMMERICAL INSTRUMENT RATED PILOT REPORTED A LOSS OF POWER ON BOTH ENGINES. THE PART 91 IFR FLIGHT CONSISTING OF THE PILOT ANF FIVE PASSENGERS DEPARTED FROM CORPUS CHRISTI, TEXAS (CRP) ENROUTE TO HUNTSVILLE, TEXAS (UTS). ACCORDING TO THE PILOT, WHILE CLIMBING AT APPROXIAMTELY 7000 FEET MSL, HE OBSERVED HIGH OIL TEMPERATURE AND LOW OIL PRESSURE ON THE LEFT ENGINE. HE ELECTED TO RETURN TO THE DEPARTURE AIRPORT, BUT UPON DESCENDING SUFFCIENT ALTITUDE. HE THEN DIVERTED TO THE SINTON AIRPORT. THE AIRCRAFT SUSTAINED MODERATE DAMAGE FROM THE GEAR UP LANDING IN SOFT DIRT. BOTH PROPELLERS WERE ALSO DAMAGED. ONE PASSENGER SUSTAINED MINOR INJURIES. AN ON-SITE INSPECTION OF THE AICRAFT REVEALED THAT THE PILOT LANDED WITH GEAR AND FLAPS UP. NEITHER PROPELLER APPEARED TO HAVE BEEN FEATHERED. ALL FUEL TANKS WERE NEARLY FULL OF WHAT APPEARED TO BE THE PROPER FUEL (AVGAS). FUEL SAMPLED WERE DRAINED FORM EACH FUEL TANK WITH NO VISIBLE EVIDENCE OF FUEL CONTAMINATION. ON APRIL 14, 2000, A POST INCIDENT WAS CONDUCTED ON BOTH ENGINES. THE PROPELLER OF LEFT ENGINE WAS NOTICEABLY MORE DIFFICULT TO TURN BY HAND THAN THE RIGHT ENGINE. AN INSPECTION OF THE LEFT ENGINE OIL FILTER ELEMENT REVEALED AN ABNORMAL AMOUNT OF NON MAGNETIC METAL WHICH APPEARED TO BE ALUMINUM. A COLD ENGINE DIFFERENTIAL COMPRESSION CHECK WAS CONDUCTED ON BOTH ENGINES WITH THE FOLLOWING RESULTS: (SEE ATTACHMENT). SEVERAL OF THE TOP SPARK PLUGS FROM THE LEFT ENGINE APPEARED TO BE RUNNING VERY HOT. THE NUMBER 3 POSTON, AS INSPECTED THROUGH THE SPARK PLUG HOLE, APPEARED TO HAVE LOCALIZED DETONATION DAMAGE AT THE OUTER PERIMETER. THE PISTON ALSO HAD MANY SMALL PIT MARKS FROM FOREIGN OBJECT CONTACT. THE NO.3 SPARK PLUG CENTER ELECTRODE WAS SEVERELY DAMAGED AND PARTIALLY MISSING. THE NO.3 FUEL NOZZLE WAS REMOVED, INSPECTED, AND FLOW CHECKED FOR OBVIOUS DISCREPANCIES. NO NOZZLE DISCREPANCIES WERE NOTED. ENGINE IGNITION TIMING WAS VERIFIED TO BE 20 DEGREES BTDC AS RECOMMENDED. THE RIGHT ENGINE WAS ALSO INSPECTED FOR DISCREPANCIES WHICH COULD PRECLUDE THE ENGINE FROM PRODUCING FULL POWER. OTHER THAM DAMAGE ATTRIBUTED TO THE OFF AIRPORT LANDING, THE FOLLOWING DISCREPANCIES WERE NOTED: EXCESSIVE PLAY IN THE TURBO CONTROLLER WASTEGAT E LINKAGE, AND EXCESSIVE WEAR IN THE MIXTURE CONTROL LINKAGE NEAR THE FUEL SERVO UNIT. ALTHOUGH THESE DISCREPANCIES COULD HAVE AN ADVERSE EFFECT ON ENGINE FULL POWER PERFORMANCE, THEY APPEARED TO BE PREEXISTING WEAR CONDITIONS AND NOT RECENT FAILURES. DURING THE INTERVIEW WITH THE PILOT, HE STATED THAT HIS NORMAL LEANING PROCEDURE IN THIS AIRCRAFT WAS TO BEGIN LEANING IN THE CLIMB CONFIGURATION AT APPROXIMATELY 3000 TO 4000 FEET MSL. HE WOULD NORMALLY LEAN THE MIXTURE UNTIL THE TACHOMETER INDICATED A SLIGHT ENGINE RPM DROP. AT THAT TIME HE WOULD ENRICHEN THE MIXTURE UNTIL SLIGHTLY PAST THE POINT WHERE THE RPM RECOVERED. THIS PROCEDURE WOULD BE REPEATED UPON REACHING CRUISE ALTITUDE. WHEN ASKED ABOUT THE USE OF THE EGT GAUGE, HE STATED THAT HE DID NOT USE THE EGT TO LEAN. WHEN ASKED ABOUT THE SIGNIFICANCE OF THE EGT RED LINES, HE STATED THAT THEY WERE DO NOT EXCEED MARKS. HE COULD NOT EXPLAIN HOW HE ENSURED THESE LIMITS WERE NOT EXCEEDED. THE AIRCRAFT FLIGHT MANUAL PROHIBITS MIXTURE LEANING ABOUT 75% POWER. A POST INCIDENT WEIGHT AND BALANCE CALCULATION INDICATES THE AIRCRAFT EXCEEDED THE MAXIMUM ALLOWABLE TAKEOFF WEIGHT BY OVER 20 POUNDS AT THE TIME OF DEPARTURE. 20000325019529I (-23)ON MARCH 25, 2000, AT APPROXIMATELY 1801 HRS, IN VFR CONDITIONS, N2899F PILOTED BY ^PRIVACY DAT^ WAS CLEARED TO LAND ON RUNWAY3 AT FORBES FIELD IN TOPEKA KS. DURING THE ROLL OUT, AT THE MOMENT OF NOSE WHEEL TOUCHED DOWN THE AIRCRAFT VEERED TO THE RIGHT. DURING THE ABRUPT TURN THE LEFT WING AND PROPELLER STRUCK THE RUNWAY. THE AIRCRAFT EXITED RUNWAY INTO THE GRASS AND WAS ABLE TO TAXI UNASSISTED TO THE PARKING AREA OF THE LOCAL FBO. 20000325020389I (-23)THE PILOT JUST PURCHASED THE AIRCRAFT AND HAD TAKEN IT OUT TO FAMILIARIZE HIMSELF WITH IT. HE HAD 100 HOURS IN THIS TYPE AIRCRAFT. AFTER FLYING LOCALLY AND PERFORMING TWO TOUCH AND GO'S, THE PILOT WAS GOING TO COME TO A FULL STOP TO REFUEL IN PREPARATION FOR A CROSS COUNTRY FLIGHT. HE STATED THAT HE HAD THREE GREEN LIGHTS, BUT THAT THE NOSE GEAR WAS NOT DOWN. THE NOSE SETTLED TO THE GROUND AS THE AIRCRAFT SLOWED. DAMAGE TO THE AIRCRAFT WAS MINOR, (FIBERGLASS ON NOSE GROUND AWAY). THE LANDING GEAR SYSTEM WAS INSPECTED AND A DOWN ON THE GEAR WAS FOUND OUT AF ADJUSTMENT AND REPAIRED. THE FIBERGLASS ON THE NOSE WAS REPAIRED AND THE AIRCRAFT WAS FLOWN TO THE NEW OWNERS HOME IN ^PRIVACY DATA O^, ON 03/25/00. 20000325022159I (-23)THE PILOT REPORTED THAT HE WAS GIVING FLIGHT INSRTUCTION IN A WEIGHT SHIFT ULTRA LIGHT AIRCRAFT, AKA POWER HANG GLIDER. WHILE PRACTICING LANDINGS AT YUCCA VALLEY AIRPORT, YUCCA VALLEY, CALIFORNIA THE ULTRALIGHT EXPERIENCED A HARD LANDING. DURING THE INSPECTION OF THE ULTRALIGHT THE PILOT FOUND NO DAMAGE OR ANY PROBLEMS. THE PILOT SAID "WE DECIDED THAT THE WINDS WERE BECOMING TO STRONG SO THEY WERE HEADING BACK TO HEMET RYAN AIRPORT, HEMET CALIFORNIA". THE PILOT REPORTED THAT JUST AFTER TAKEOFF THE ULTRLIGHT HAD PROBLEMS GAINING ALTITUDE AND TURNED INTO THE WIND AND TRIED THE FLYING METHOD OF PULLING THE WINGS IN TO GAIN SPEED AND THEN SLOWLY PUSHING THE WINGS OUT TO GAIN ALTITUDE. AFTER ABOUT 2 MILES, HAVING NOT GAINED ANY ALTITUDE AND THE ULTRALIGHT HEADING TOWARD MOUNTAINOUS TERRAIN, THE PILOT DECIDED TO MAKE A LANDING BUT A FEW FEET BEFORE TOUVH DOWN THE ULTROLIGHT STRUCK UNSEEN TELEPHONE WIRES AND CABLES. THE ULTROLIGHT RECEIVED MINOR DAMAGE AND THE PILOT AND PASSENGER WHERE NOT INJURED. THE PILOT IS A CURRENTLY LICENSED US ULTRALIGHT INSTRUCTOR, NUMBER ^PRIVAC^. 20000325022969I (-23)ON MARCH 25, 2000 AT 1715 LOCAL TIME, AN RV-6 REGISTERED TO ^PRIVACY DAT^ LOST POWER DURING CRUISE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT MADE A PRECAUTIONARY LANDING WITH NO DAMAGE TO THE AIRCRAFT OR INJURIES TO THE PILOT. THE PILOT HOLDS A PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT THE DICKINSON, ND AIRPORT (DIK). SUBSEQUENT INVESTIGATION DAMAGE TO THE ENGINE CRANKSHAFT REAR MAIN BEARING AND JOURNAL. 20000325023559A (.4)THE AMATEUR-BUILT AIRPLANE DEPARTED THE AIRPORT ON A LOCAL TEST FLIGHT. AFTER A 20 MINUTE FLIGHT, THE PILOT RETURNED TO THE AIRPORT AND 'CLOSED THE THROTTLE TO GLIDE DOWN TO 1,000 FEET PATTERN ALTITUDE TO LAND. AT PATTERN ALTITUDE, OPENED THROTTLE-ENGINE WAS DEAD.' HE ATTEMPTED TO RE-START THE ENGINE, BUT WAS NOT SUCCESSFUL. THE AIRPLANE TOUCHED DOWN IN A GRAIN FIELD SHORT OF THE RUNWAY, CROSSED A ROAD, NOSED OVER, AND CAME TO REST INVERTED. THE AIRPLANE, WHICH WAS POWERED BY A 520-HORSEPOWER CHEVROLET V-8 AUTOMOTIVE ENGINE, HAD ACCUMULATED A TOTAL OF 6.1 HOURS. NO FURTHER EXAMINATION WAS CONDUCTED. (.19)ON MARCH 25, 2000, AT 1430 CST, A WARD ACRO EXPERIEMNTAL AMATEUR-BUILT AIRPLANE. N79RW, NOSED OVER DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AT THE WARD AIRPARK AIRPORT, NEAR BEASLEY, TEXAS. THE PRIVATE PILOT, WHO WAS THE OWNER AND BUILDER OF THE SINGLE-SEAT AIRPLANE, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 LOCAL PERSONAL FLIGHT. THE PILOT REPORTED TO AN FAA INSPECTOR THAT HE RETARED THE THROT TLE TO IDLE AND ENTERED A DESCENT. WHEN THE PILOT ATTEMPTED TO ADD PWER TO TERMINATE THE DESCENT, THE ENGINE DID NOT RESPOND. THE AIRPLANE NOSED OVER DURING THE ENSUING FORCE LANDING. THA FAA INSPECTOR, WHO EXAMINED THE AIRPLANE, REPORTED THAT THE RUDDER WAS BENT, AND THE ENGINE MOUNT AND PROPELLER WERE DAMAGED. HE FURTHER REPORTED THAT THE AIRPLANE,WHICH WAS POWERED BY A 540-HORSEPOWER CHEVROLET V8 AUTOMOTIVE ENGINE, AND ACCUMULATED A TOTAL FLIGHT TIME OF 6.1 HOURS. 20000326000669I (-23) PILOT DEPARTED RUNWAY 34L AT PAE. OBSERVING THE CLIMBOUT, PAE CONTROL TOWER ADVISED PILOT THAT HE WAS TRAILING SMOKE AND SHOULD RETURN TO THE FIELD, TAKING RUNWAY 16R. AS PILOT WAS TURNING BASE-LEG, THE ENGINE FAILED. PILOT KEPT THE AIRSPEED AT 100 KNOTS FOR "BEST GLIDE" PERFORMANCE. OVER THE END OF THE RUNWAY THE PILOT EXTENDED THE LANDING GEAR WHICH CAUSED THE AIRCRAFT TO SLOW DRAMATICALLY. THE NOSE GEAR WAS FULLY EXTENDED BUT THE MAIN GEAR WAS IN-TRANSIT AT TOUCH-DOWN. THE MAIN GEAR COLLAPSED AND THE AIRCRAFT SLID DOWN THE RUNWAY AND FINALLY CAME TO REST APPROXIMATELY 70 YARDS OFF THE RUNWAY. PILOT STATED THAT THE ENGINE APPEARED TO BE OVER-HEATING BEFORE IT FAILED AND SIEZED. I COULD NOT CONFIRM ANY EVIDENCE OF SEIZING. THE PROP AND PROP HUB WERE ALREADY REMOVED. THE ENGINE STILL HAD A QUANTITY OF OIL. INSPECTION REVEALED SOME EVIDENCE OF FIRE THAT APPARENTLY STARTED BY OIL AND OIL FUMES COMING INTO CONTACT WITH THE EXHAUST STACK. THE SOURCE OF THE OIL WAS A CRACKED OIL COOLER. THE EXTENT OF DAMAGE WAS A BURNED IGNITION WIRING HARNESS AND OTHER BURNED WIRING (SEE [PHOTOS); MINOR DAMAGE TO THE LOWER ENGINE COWLING (SEE PHOTOS); DAMAGE TO FIBERGLASS ON UNDER SIDE OF BOTH WINGLETS WHEN CONTACTING THE RUNWAY (SEE PHOTOS); MAJOR DAMAGE TO TWO OF THE THREE PROPELLER BLADES WHEN CONTACTING THE RUNWAY (SEE PHOTOS). EARL L. KOENIG, ASI, FAA IIC NAME; 03/29/2000, DATE; NM REGION; SEA FSDO DISTRICT OFFICE. 20000326001699I (-23) AFTER LANDING AND DURING TAXI, THE PILOT, ERIC T. NORRBOM, II, MISTAKENLY PUT THE GEAR UP WHILE REACHING FOR THE FLAP HANDLE. AIRCRAFT SUSTAINED MINOR DAMAGE. 20000326001989I (-23) AIRCRAFT TOUCHED DOWN ON RWY AND NOSE GEAR SOLLAPSED. DISCOVERED BOLT MISSING FROM NOSE GEAR DRAG LINK ASSEMBLY. 20000326002279I (-23) PILOT DEPARTED NEIL ARMSTRONG AIRPORT, OH (AXV) VFR TO MACON COUNTY AIRPORT, NC(1A5). PILOT STATED HE HAD PREVIOUS PROBLEM EXTENDING GEAR AND HAD MECHANIC CHECK GEAR. MECHANIC TOLD PILOT TO KEEP GEAR DOWN ^PRIVACY DATA OMITTED^ PILOT INADVERTENTLY RAISED GEAR AND COULD NOT EXTEND IT UPON HIS ARRIVAL AT FRANKLIN. DURING FINAL APPROACH, PILOT SHUT OFF ELECTRICAL MASTER SWITCH, AND GEAR BEGAN EXTENDING. RM GEAR EXTENDED, BUT LM GEAR AND NOSE GEAR DID NOT LOCK DOWN PRIOR TO TOUCH DOWN. MINOR DAMAGE TO BELLY, NOSE COWL, LEFT WING TIP, LEFT WING LE DUE TO CONTACT TO RUNWAY LIGHT, AND LM GEAR DOOR. ^PRIVACY DATA OMITTED^ 20000326003999I THE PILOT REPORTED THAT HE DEPARTED MARCH ARB @ 1100 PST ENROUTE TO CHINO AIRPORT, CHINO CALIFORNIA. AFTER LANDING AT CHINO AIRPORT, CHINO, CALIFORN IA, HE PICKED UP A PASSENGER AND DEPARTED CHINO AIRPORT AND ASKED THE TOWER IO REMAIN IN THE TRAFFIC PATTERN TO PRACTICE HIS LANDINGS. THE PILOT SAID "WHEN HW WAS ABEAM THE TOWER FOR RUNWAY 26R, HE PERFORMED AN ABBREVIATED LANDING CHECKLIST AND FELT THAT HE HAD PUT THE GEAR DOWN AND CHECK FOR THE THREE GREEN LITES INDICATING THAT THE GEAR WAS DOWN AND LOCKED, EXPECT THIS TIME HE DEVIATED FROM HIS NORMAL LANDING APPROACH PROCEDURES BY MAKING A HORT BASE TO FINAL. AS HE SET UP THE AIRCRAFT FOR A LANDING FLAIR THE TOWER TOLD HIM TO GO AROUND, GO AROUND SEVERAL TIMES, HE APPLIED POWER BUT HEARD THE PROPELLER HITTING THE RUNWAY AND DECIDED TO REDUCE POWER AND COMMIT TO THE LANDING." THE AIRCRAFT TOUCH DOWN IN A LEVEL CONFIGURATION WITH MINOR DAMAGE TO THE LOWER FUSELAGE, WITH PROPELLER RECEIVING MAJOR DAMAGE. THEIRWERE NO INJURIES REPORTED BY THE PILOT AND PASSENGER. 20000326004089A (.4)THE AIRPLANE WAS LANDING ON RUNWAY 26, A 3,000 FOOT-LONG, 50 FOOT-WIDE, ASPHALT RUNWAY. A WITNESS OBSERVED THE AIRPLANE TOUCHDOWN ON THE RUNWAY, STILL CRABBED APPROXIMATELY 30 DEGREES INTO THE WIND. THE AIRPLANE BOUNCED ABOUT 10 FEET INTO THE AIR AND BEGAN TO DRIFT TO THE SOUTH SIDE OF THE RUNWAY. THE WITNESS HEARD FULL POWER BEING APPLIED TO THE ENGINE, AND STATED THE ENGINE SEEMED TO RESPOND NORMALLY. THE AIRPLANE WAS OBSERVED TO CLIMB SLIGHTLY, ROLL TO THE LEFT AND DESCEND INTO TREES INVERTED. THE AIRPLANE CAME TO REST INVERTED IN A WOODED AREA, ABOUT 1,000 FEET BEYOND THE APPROACH END OF THE RUNWAY, AND 625 FEET TO LEFT OF THE RUNWAY CENTERLINE. PORTIONS OF THE WRECKAGE, WHICH INCLUDED THE MAIN CABIN WERE CONSUMED BY A POST CRASH FIRE. EXAMINATION OF THE WRECKAGE DID NOT REVEAL ANY PRE-IMPACT FAILURES OF THE AIRFRAME OR ENGINE. WINDS REPORTED AT AIRPORTS ABOUT 20 MILES, EAST SOUTH-EAST, AND 31 MILES, SOUTH SOUTH-WEST OF THE ACCIDENT SITE, WERE FROM 290 DEGREES AT 16 KNOTS WITH 21 KNOTS GUSTS, AND FROM 300 DEGREES AT 22 KNOTS WITH 30 KNOT GUSTS, RESPECTIVELY. (-23) PILOT ATTEMPTED TO LAND AIRCRAFT AT LEHIGHTON, PA, AIRPORT (22N) IN A STRONG CROSSWIND. AFTER BOUNCED LANDING, PILOT ATTEMPTED A GO-AROUND BUT LOST CONTROL OF AIRCRAFT. AIRCRAFT LANDED INVERTED AND PILOT WAS REMOVED FROM AIRCRAFT JUST PRIOR TO BEGINNING OF FIRE. AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND PILOT WAS SERIOUSLY INJURED. 20000326004959A (-23) AT APPROXIMATELY 8:40 AM CENRAL STANDARD TIME, N130MR, A CESSNA 525, IMPACTED TERRAIN DURING A VFR APPROACH TO RUTHERFORD RANCH (85TX) LOCATED NEAR BUDA, TEXAS. THE PRIVATE RANCH STRIP IS APPROXIMATELY 17 MILES SOUTH OF AUSTIN, TEXAS. THE AIRCRAFT APPEARED TO BE ON LEFT BASE FOR A LANDING TO THE SOUTH. THE AIRLINE TRANSPORT PILOT, SOLE OCCUPANT, WAS FATALLY INJURIED. THE IFR FLIGHT WAS CLEARED FOR A VISUAL APPROACH AFTER DESCENDING TO THE MINIMUM VECTORING ALTITUDE OF 2,600 FEET MSL. THE PILOT REPORTED "AIRPORT IN SIGHT" AND CANCELED IFR. THE AIRCRAFT DEPARTED SUGARLAND/HULL FIELD NEAR HOUSTON, TEXAS AT APPROXIMATELY 8 AM INTENDING TO PICK UP PASSENGERS AT THE RANCH AND THEN RETURN TO HOUSTON. THE WRECKAGE WAS NOT LOCATED UNTIL APPROXIMATELY 1 PM. THE AIRCRAFT WAS DESTROYED ON IMPACT. A HAYS COUNTY FIRE MARSHALL, LIVING APPROXIMATELY 4 MILES FROM THE ACCIDENT SITE, REPORTED THE WEATHER AS VERY POOR VISIBILITY APPROXIMATELY 1/4 MILE IN HEAVY FOG AND DRIZZLE AT THE TIME OF THE ACCIDENT. PASSENGERS AT THE RANCH AWAITING THE ARRIVAL OF THE AIRCRAFT COMMENTED THAT THEY DID NOT EXPECT THE PILOT TO LAND DUE TO LIGHT DRIZZLE AND FOG. WEATHER AT THE AUSTIN BERGSTROM AIRPOR T AT 8:39 LOCAL WAS REPORTED AS: WIND 170 AT 8, VISIBILITY 4 IN MIST, 400 OVERCAST, TEMPERATURE 21, DEW POINT 21. AT 8:53 LOCAL THE VISIBILITY HAD INCREASED TO 5 WITH THE CEILING VARYING BETWWEN 500 AND 900 FEET. DURING THE FINAL MINUTES OF THE FLIGHT, THE AIRCRAFT WAS CLEARED FROM 5000 TO 3000 FEET MSL. THE PILOT REQUESTED LOWER AND WAS CLEARED TO 2600 FEET MSL UPON PASSING TO 2049 FOOT MSL ANTENNA. AT THAT TIME THE PILOT CANCELED IFR. RADAR DATA OBTAINED FROM AUSTIN APPROACH INDICATES THE AIRCRAFT CONTINUED DESCENDING TO 1000 FEET MSL AFTER SQUAWKING THE VFR TRANSPONDER CODE 1200. THE RUTHEROFRD RANCH AIRPORT ELEVATION IS 983 FEET MSL AND IS LOCATED ON AN AREA OF TERRAIN WHICH IS APPROXIMATELY 170 FEET HIGHER THAN THE ARRIVAL PATH TERRIAN. EVIDENCE SUGGESTS THAT THE AIRCRAFT STRUCK THE TOP OF A TREE WHILE UP-RIGHT ON THE LANDING CONFIGURATION. SMALL PIECES OF SHEET METAL FROM THE BOTTOM OF THE RIGHT WING, RIGHT FLAP AND RIGHT MAIN GEAR DOOR, ALONG WITH PIECES OF LANDING LIGHT LENS AND A BELLY MOUNTED ANTENNA WERE FOUND IN AND NEAR THE TREE. THE AIRCRAFT TRAVELED APPROXIMATELY 400 FEET BEYOND THIS FIRST TREE BEFORE PASSING THROUGH A SMALLER TREE AND THEN STRIKING THE GROUND INVERTED WITH THE GEAR AND FLAPS EXTENDED. SEVERAL TREES OF SIMILAR HEIGHT, IN LINE WITH THE EXPECTED FLIGHT PATH, DID NOT SHOW ANY SIGN OF DAMAGE SUGGESTING THAT THE AIRCRAFT MAY HAVE CLIMBED SLIGHTLY BEFORE FINAL IMPACT. THE INITIAL GROUND SCAR, CONSISTENT IN SIZE WITH THE HORIZONTAL STABILIZER, CONTAINED SMALL PIECES OF RED BEACON LIGHT LENS WHICH WAS INSTALLED ON TOP OF THE VERTICAL STABILIZER. ALTHOUGH FUEL ODOR WAS APPARENT AT THE ACCIDENT SITE, THERE WAS NO POST IMPACT FIRE. SINCE REFUELING FACILITIES WERE NO AVAILABLE AT THE RANCH, IT IS PRESUMED THAT THE REMAINING FUEL ON BOARD WAS SUFFICIENT TO COMPLETE THE RETURN FLIGHT TO HOUSTON. THERE IS NO EVIDENCE OF AIRCRAFT SYSTEM OF EQUIPMENT MALFUNCTION. THE POST ACCIDENT MEDICAL EXAMINATION DID NOT REVEAL ANY CONDITION WHICH WOULD IMPAIR THE PILOT. (.4)ON MARCH 26, 2000, APPROXIMATELY 0840 CENTRAL STANDARD TIME, A CESSNA CITATION 525 TWIN TURBOFAN AIRPLANE, N130MR, WAS DESTROYED WHEN IT IMPACTED TERRAIN DURING A VISUAL APPROACH TO A PRIVATE AIRPORT NEAR BUDA, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY A PRIVATE INDIVIDUAL. THE AIRLI NE TRANSPORT PILOT, SOLE OCCUPANT, WAS FATALLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE CODE OF FEDERAL REGULATIONS PART 91 FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM HOUSTON, TEXAS, APPROXIMATELY 0745. THE FLIGHT DEPARTED THE SUGAR LAND MUNICIPAL AIRPORT NEAR HOUSTON, TEXAS, AND WAS DESTINED FOR THE PRIVATE AI 20000326006869A (-23) PILOT STATED HE WAS PRACTICING TOUCH AND GO LANDINGS ON WATER WHEN HE ALLOWED AIRSPEED TO GET TO LOW AND STALLED AIRCRAFT. PILOT WAS UNABLE TO RECOVER DUE TO LOW ALTITUDE (50 FEET) AND IMPACTED WATER. (.4)ON MARCH 26, 2000, ABOUT 1554 EASTERN STANDARD TIME, A HOMEBUILT AMPHIBIOUS SEAREY, N246DB, REGISTERED TO TAIL FEATHER LLC, EXPERIENCED AN IN-FLIGHT LOSS OF CONTROL AND CRASHED INTO ROANOKE SOUND NEAR KILL DEVIL HILLS, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT AND ONE PASSENGER SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED ABOUT 1530, FROM KILL DEVIL HILLS, NORTH CAROLINA. THE PILOT STATED THAT AFTER TAKEOFF HE PERFORMED ONE TOUCH-AND-GO LANDING ON THE WATER WHERE THE AIRPLANE IS BASED THEN FLEW NORTH OF THERE THEN RETURNED AND PERFORMED ONE TOUCH-AND-GO LANDING ON THE WATER. WHILE TURNING LEFT BASE TO FINAL FOR THE PLANNED 3RD TOUCH-AND-GO LANDING, WITH 10 DEGREES OF FLAPS EXTENDED, IN A 15-20 DEGREE ANGLE OF BANK, AND WITH THE POWER REDUCED, THE PASSENGER CALLED OUT THAT THE INDICATED AIR SPEED WAS 55 MILES PER HOUR. THE PILOT LATER REPORTED THAT HE DID NOT MONITOR THE AIRSPEED DURING THE TURN. HE APPLIED PARTIAL POWER; THE ENGINE RESPONDED, THEN LOWERED THE NOSE. HE THEN APPLIED AFT ELEVATOR INPUT WITH NO RESPONSE. THE AIRPLANE CONTACTED THE WATER WHILE IN A LEFT WING LOW ATTITUDE. HE FURTHER REPORTED THAT THERE WAS NO ENGINE OR FLIGHT CONTROL PREIMPACT FAILURE OR MALFUNCTION AND JUST BEFORE IMPACT WITH THE WATER THE FLIGHT ENCOUNTERED A WIND GUST. ACCORDING TO ONE OF THE CO-OWNERS OF THE AIRPLANE, HE VERIFIED AILERON, RUDDER, AND ELEVATOR FLIGHT CONTROL CONTINUITY FROM THE COCKPIT TO EACH CONTROL SURFACE AFTER THE ACCIDENT. 20000326006889A (-23) MISHAP A/C DEPARTED JASPER AIRPORT, AL. DESTINATION BAY COUNTY INTERNATIONAL AIRPORT (PFN), PANAMA CITY, FL. WITH AN ENROUTE STOP AT LUVERNE, AL. (04A). INBOUND TO PFN THE MISHAP PILOT ENCOUNTERED MODERATE TO SEVERE WEATHER. PILOT WAS APPROX. SIX MILES NW OF THE AIRPORT AND IN CONTACT WITH PFN TOWER CONTROLLER. PFN RELAYED TO PILOT THAT CEILING WAS 800 FEET AND FIELD WAS IFR. PFN ASKED PILOT IF THE AIRPORT WAS IN SIGHT. THE PILOT REPORTED HE WAS VFR FLIGHT AT 900 FEET, RUNWAY NOT IN SIGHT. PFN TOWER CONTROLLER DIRECTED THE A/C TO TURN NORTH AND CONTACT JACKSONVILLE ARTCC (ZJX). CONTACT WAS NADE WITH ZJX, THEY DIRECTED THE A/C TO CLIMB AND ESTABLISH VFR. APPARENTLY THE MISHAP PILOT BECAME DIRORIENTED WHILE IN A LEFT TURN AND FLEW INTO THE WATER. THE A/C DISAPPEARED FROM RADAR AT 1813 HOURS AND 8 SECONDS. THE A/C IMPACTED THE WATER APPROX. 3 MILES NW OF THE AIRPORT AND WAS DESTROYED. WRECKAGE WAS LOCATED IN WEST BAY AREA WITHIN A THREE HUNDRED FEET RADIUS OF IMPACT POINT. 20000326010449A (-23) PILOT STATED HE TOOK OFF FROM MASSEY AIR RANCH ABOUT 3:00 PM LOCAL TIME. WHILE STILL CLIMBING TOWARD A TARGET ALTITUDE OF 1,200', HE DISCOVERED HE HAD RADIO PROBLEMS AND DECIED TO RETURN TO MASSEY. HE ENTERED THE DOWN-WIND LEG OF RUNWAY 18: THEN TURNED BASE. WHEN HE ADDED THROTTLE TO DECREASE HIS SINK RATE, HE GOT NO RESPONSE FROM THE ENGINE. HE IMMEDIATELY TURNED FINAL AND ESTABLISHED A GLIDE AT 65 KIAS, BUT HE WAS STILL TOO FAR FROM THE AIRPORT TO MAKE IT. PILOT DOUBLE-CHECKED ENGINE CONTROLS; FUEL VALVE, MIXTURE, CARBUERTOR HEAT AND MAGS. ENGINE DID NOT RESPOND. THE UNDERLYING TERRAIN CONSISTED OF SCRUB PALMETTOS AND TREES. PILOT LANDED ON THE SHORTEST PALMETTO HE COULD FIND.. 20000326011899A (-23) HELICOPTER LOST HYDRAULICS IN FLIGHT AND ATTEMPTED A RUN-ON LANDING ON THE TAXIWAY AT VAN NUYS AIRPORT. APPEARS PILOT LOST CONTROL OF THE AIRCRAFT PRIOR TO TOUCHDOWN AND CRASHED ON THE RAMP. THE AIRCRAFT WAS DESTROYED AND FIRE INSUED. (.4)ON MARCH 26, 2000, ABOUT 2213 HOURS PACIFIC STANDARD TIME, AN AEROSPATIALE AS350B, HELICOPTER, N500WC, OPERATED BY HELINET CORPORATION ON LEASE TO FOX TELEVISION STATIONS, INC., WAS SUBSTANTIALLY DAMAGED DURING LANDING APPROACH AT VAN NUYS, CALIFORNIA. THE COMMERCIAL RATED PILOT AND NEWS CAMERAMAN PASSENGER WERE BOTH SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT OPERATING UNDER 14 CFR PART 91 AND A COMPANY FLIGHT PLAN WAS FILED. THE FLIGHT HAD DEPARTED VAN NUYS AIRPORT ABOUT 2100, EN ROUTE TO TELEVISE THE ACADEMY AWARDS CEREMONY FROM THE HELICOPTER AT LOS ANGELES, CALIFORNIA. AT 2203, WHILE HOVERING OUT OF GROUND EFFECT OVER THE EVENT, THE HELICOPTER EXPERIENCED A TOTAL LOSS OF HYDRAULIC PRESSURE. ACCORDING TO RECOVERED VIDEOTAPE, THE SOUND OF A WARNING HORN WAS HEARD FOR 5 SECONDS THEN QUIT. ACCORDING TO THE CAMERAMAN THE HELICOPTER BEGAN TO SPIN. THE PILOT STABILIZED THE HELICOPTER, AND REPORTED TO OTHER NEWS HELICOPTERS FILMING THE EVENT, THAT SHE HAD LOST HYDRAULIC PRESSURE AND WAS EXPERIENCING CONTROL PROBLEMS. ANOTHER PILOT SUGGESTED THAT THE PILOT CONSIDER GOING TO SANTA MONICA AIRPORT, AS THEY WERE STILL OPEN. SHE ELECTED TO RETURN TO VAN NUYS AIRPORT, ABOUT 15 MILES NORTHWEST. SANTA MONICA AND LOS ANGELES AIRPORTS ARE LOCATED ABOUT 5 MILES WEST. THE FLIGHT WAS ESCORTED BACK TO VAN NUYS AIRPORT BY ANOTHER NEWS HELICOPTER, WITH RADIO CALLS BEING MADE BY THE ESCORTING PILOT TO RELIEVE THE WORKLOAD OF THE PILOT. THE ACCIDENT PILOT DID NOT DECLARE AN EMERGENCY. THE ESCORTING PILOT REQUESTED PRIORITY HANDLING FROM THE VAN NUYS CONTROL TOWER. THE PILOT REQUESTED THE "BASIN ARRIVAL," LANDING AT HELINET. THE ONBOARD CAMERA WAS SHOOTING AFT ABOUT 4 O'CLOCK AND REVEALED ALIGNMENT WITH THE WEST TAXIWAY INBOUND. THE HELICOPTER APPEARED TO BE ABOUT 15/20 FEET ABOVE GROUND LEVEL. JUST NORTH OF THE HELINET RAMP, THE HELICOPTER STARTED A LEFT CLIMBING TURN TOWARDS THE HANGARS CONTINUING INTO ONE OR MORE 360 DEGREES TURNS. SUBSEQUENTLY, THE MAIN ROTOR BLADES CONTACTED THE ASPHALT RAMP, AND 21 FEET BEYOND, THE LEFT SIDE OF THE FUSELAGE AND NOSE SECTION CONTACTED THE RAMP, RUPTURING THE FUEL SYSTEM. A POSTCRASH FIRE OCCURRED IN FUEL THAT HAD DRAINED AWAY FROM THE FUSELAGE INTO A LOW AREA OF THE RAMP. 20000326012839A (-23) WHEN FLYING A PASSENGER AND CARGO TO A REMOTE LANDING AREA THE PILOT MANUEVERED HIS HELI.TO LAND WITHIN 10 FEET OF A SEISMIC SURVEY ELECTRONIC JUNCTION BOX. WHILE STILL AT A HOVER, AN UNSECURED LARGE CANVAS BAG (NORMALLY SECURED UNDERNEATH THE ELECTRONIC JUNCTION BOX) WAS CAUGHT BY THE ROTOR WASH AND BLEW INTO THE MAIN ROTOR SYSTEM. PILOT AND PASSENGER BOTH REPORTED THAT THE HELI.THEN HAD A SEVERE VIBRATION UNTIL THE ROTOR SYSTEM SEPARATED FROM THE A/C AND THE REST OF THE HELI.FELL TO THE GROUND UPRIGHT. ON-SCENE INVESTIGATION SHOWS THE UPPER HALF OF THE MAIN ROTOR MAST HOUSING, THE ENTIRE MAIN ROTOR MAST, MAIN ROTOR HUB, AND MAIN ROTOR BLADES DEPARTED THE A/C AS A SINLE UNIT. THE PILOT ESTIMATES THE MAIN ROTOR SYSTEM SEPARATED WHILE HE WAS STILL AT A SKID HEIGHT OF 1 TO 2 FEET. THERE WAS NO FIRE, NO INJURIES, AND VERY LITTLE OTHER APPARENT DAMAGE TO HELI. THE OPERATOR'S DIRECTOR OF MAINTENANCE WAS AT THE ACCIDENT SCENE AND SAID THAT THE SKID GEAR ON THE HELI.DID NOT SHOW SIGNS OF A HARD LANDING. (.4)THE HELICOPTER WAS TRANSPORTING A PASSENGER TO A REMOTE SITE TO CHANGE THE BATTERIES ON A SEISMIC RECORDER BOX. AS THE PILOT TERMINATED THE LANDING APPROACH TO A HOVER AT A SKID HEIGHT OF 1 TO 2 FEET ABOVE THE GROUND, AN EMPTY CANVAS HELI-BAG THAT WAS LYING ON THE GROUND BLEW INTO THE HELICOPTER'S MAIN ROTOR SYSTEM. THE HELICOPTER DEVELOPED 'A SEVERE' VIBRATION, THE MAIN ROTOR SYSTEM SEPARATED, AND THE HELICOPTER IMPACTED THE GROUND IN A 'MODERATELY HARD LANDING.' THE OPERATOR STATED THAT THE ACCIDENT COULD HAVE BEEN PREVENTED BY 'MAKING SURE THAT HELI-BAG IS SECURE AND THAT AIRCRAFT IS A SAFE DISTANCE FROM BAG AND BOX.' 20000326015949I (-23)STUDENT PILOT ATTEMPTED A TAKEOFF FROM A VACANT FIELD OF INSUFFICIENT LENGTH. PILOT TRIED TO ABORT TAKEOFF. MAIN ROTOR STRUCK A TREE AND THE GYROPLANE TIPPED OVER ONTO ITS SIDE, COMING TO REST IN FRONT OF A POST OFFICE. 20000326018709I (-23)ON MARCH 26, 2000, A SIKORSKY, MODEL S-76-A, EXPERIENCED AN ENGINE COWL FIRE SEVEN (7) TO EIGHT (8) MINUTES AFTER ENGINE START UP. THE INVESTIGATION REVEALED BURNED BIRD NEST REMNENTS ADJACENT TO THE NUMBER 1 ENGINE EXHAUST EJECTOR. THE HEAT GENERATED CAUSED DISINTIGRATION OF THE KEVLA ENGINE PLENUM DIVIDERS, AND OIL COOLER RETURN HOSES, AND THE ENGINE COWL ASSEMBLY. THE FIRE WAS DISCOVERED AND EXTINGUSHED BY GROUND PERSONNEL, AFTER EMERGENCY SHUT DOWN PROCEDURES WERE INITIATED BY THE PILOTS. THE ATP RATED PILOTS AND THE GROUND CREW WERE NOT INJURED. ^PRIVACY DATA OMITTED^ 20000326019879A (.4)THE PILOT WAS EXECUTING A TAKEOFF FROM A 1,100-FOOT DIRT STRIP FOR CLOSED TRAFFIC WHEN THE AIRPLANE ENCOUNTERED A GUST OF WIND SHORTLY AFTER BECOMING AIRBORNE. THE PILOT APPLIED FULL AILERON AND RUDDER, BUT COULD NOT ARREST THE DRIFT TO THE LEFT. THE AIRPLANE STRUCK TREES, THEN SLID DOWN A BANK, COMING TO REST APPROXIMATELY 80 FEET FROM THE LEFT EDGE OF THE RUNWAY. THE PILOT MADE NO MENTION OF ANY FLIGHT CONTROL OR ENGINE MALFUNCTIONS. THE WEATHER WAS CLEAR, WITH AN OCCASIONAL GUST OF WIND WHEN THE PILOT EXECUTED THE TAKEOFF. AFTER THE ACCIDENT, THE FUEL SELECTOR WAS FOUND IN THE ON POSITION, FUEL WAS PRESENT, AND FLIGHT CONTROL CONTINUITY WAS VERIFIED. (-23) PILOT DEPARTED FROM PRIVATE AIRSTRIP HEADING SOUTH. AIRCRAFT BECAME AIRBORNE 1/2 WAY DOWN THE RUNWAY. A GUST OF WIND FROM THE WEST PUSHED THE AIRCRAFT TO THE LEFT INTO TREES. FULL CONTROL MOVEMENT WOULD NOT OVERCOME WINDS. AIRCRAFT STRUCK TREES AT END OF RUNWAY AND CAME TO REST 80 FEET BELOW RUNWAY ON MOUNTAIN SIDE. AIRCRAFT DESTROYED. PILOT RECEIVED NO INJURIES. 20000326043809A (-23) ON MARCH 26, 2000 PIPER J3-C65, N88340 SUSTAINED DAMAGE DURING LANDING AT WAYNESBURG PA. (WAY). JOHN R. LOVINGOOD CFI 1401891 WAS INSTRUCTING A PRIVATE PILOT DALE HAMERCHECK 197288386 FOR HIS BFR. THE INSTRUCTOR STATED, THE STUDENT USED THE WRONG CONTROL INPUTS FOR THE CROSS WIND AND BEFORE HE COULD CORRECT THEM, THE AIRCRAFT FLIPPED OVER. DAMAGE WAS LIMITED TO THE PROPELLER, RIGHT WING, RUDDER, VERTICAL STABILIZER, AND RIGHT STRUT. 20000327001899I (-23) DURING LANDING AT THE BENTON AIRPORT, THE RIGHT GEAR LEG COLLAPSED ON LANCAIR 320, N749CC, AND THE AIRCRAFT VERRED OFF TO THE RIGHT CAUSING DAMAGE TO THE RUNWAY LIGHTS. THE AIRCRAFT CAME TO A STOP ON THE RUNWAY WITH MINOR DAMAGE TO THE GEAR AND SKIN OF THE AIRCRAFT. THERE WAS NO INJURIES. 20000327004509A (.23) AIRCRAFT IMPACTED GROUND DURING PROFESSIONAL COYOTE HUNT. HELICOPTER WAS DEMOLISHED. THERE WAS NO FIRE. ROTORS DID NOT APPEAR TO BE TURNING AT HIGH RPM ON IMPACT. THERE WERE TWO FATALITIES. THE PILOT AND THE USDA SHOOTER. THE ACCIDENT IS STILL UNDER INVESTIGATION. ENGINE IS BEING TORN DOWN BY MANUFACTURER TO LOCATE POSSIBLE CAUSE. (.4) ACCORDING TO THE GROUND CREW, THERE WERE NO WITNESSES TO THE ACCIDENT. FIVE MINUTES AFTER INITIAL RADIO CONTACT WITH THE HELICOPTER IN PREPARATION FOR A COYOTE ERADICATION MISSION, CONTACT WAS LOST. THE WRECKAGE WAS FOUND ABOUT 2-MILES FROM ITS LAUNCH POINT. THE WRECKAGE REVEALED SIGNS OF A HIGH RATE OF DESCENT TERRAIN COLLISION WITH LOW OR NO ENGINE AND ROTOR SPEED. ON-SITE AND SUBSEQUENT EXAMINATION OF THE ROTORCRAFT'S ENGINE, ENGINE COMPONENTS, TRANSMISSION, CLUTCH, MAIN AND TAIL ROTOR DRIVE TRAINS, AND FLIGHT CONTROLS REVEALED NO MECHANICAL MALFUNCTION OR FAILURE. A SPENT SHOTGUN SHELL WAS FOUND LYING LOOSE UNDER THE SEAT PANEL THAT POSSESSED A CRUSH MARK THAT APPEARED TO FIT BETWEEN TWO CRUSHING SURFACES, NAMELY, THE THROTTLE BELL CRANK AND THE COORELATOR ASSEMBLY FOR THE RIGHT SEAT WHERE THE RIGHT COLLE CTIVE CONTROL COLUMN HAD BEEN REMOVED. THE JAM SCENARIO WAS SIMULATED NUMEROUS AND SEPARATE TIMES WITH AN UNDAMAGED HU-269C AND IDENTICAL SPENT SHOTGUN SHELLS, BOTH BY THE USDA ACCIDENT INVESTIGATOR AND THE NTSB INVESTIGATOR. IT WAS DETERMINED THE JAM ONLY INTERFERED WITH THROTTLE ACTION TOWARD THE DECREASE POWER SETTING AND WAS EASILY OVERPOWERED BY A STRONGER TWISTING ACTION. 20000327004899A (-23) LA CENTER OBSERVED THE A/C DESCEND OUT OF 11,000 TO 5,000 WHERE THE A/C WENT OFF THE CONTROLLERS RADAR SCREEN, THE A/C CRASHED IN TERRAIN. AT APPROXIMATELY A 45 DEGREE NOSE DOWN, WINGS LEVEL ATTITUDE, AT AHIGH RATE OF DESCENT AND AIRSPEED. THE A/C IMPACTED THE GROUND APPROXIMATELY 1 MILE S/SE OF THE TAFT AIRPORT ON A HEADING OF APPROXIMATELY 160 DEGREES. (.4) WITHOUT NOTIFYING AIR TRAFFIC CONTROL DURING A FLIGHT CONDUCTED UNDER INSTRUMENT FLIGHT RULES, THE PILOT DESCENDED FROM 11,000 FEET UNTIL IMPACTING 900-FOOT MSL TERRAIN IN A NOSE LOW ATTITUDE AND WITH A RELATIVELY HIGH RATE OF SPEED. AT THE TIME, VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND THE SKY WAS CLEAR. EARLIER, THE PILOT HAD DEPARTED CALIFORNIA'S CENTRAL VALLEY ON A BUSINESS FLIGHT WITH AN INTENDED SOUTHERN CALIFORNIA DESTINATION. EN ROUTE COMMUNICATIONS WERE NORMAL AND THE PILOT WAS RESPONSIVE TO THE RADAR CONTROLLER'S INSTRUCTIONS TO CLIMB FROM 10,000 TO 11,000 FEET. ABOUT 1.5 MINUTES AFTER RECEIVING AN UPDATED ALTIMETER SETTING, THE AIRPLANE BEGAN DESCENDING. THE PILOT DID NOT REPORT VACATING 11,000 FEET, NOR DID HE COMMUNICATE THE EXISTENCE OF ANY EMERGENCY. MINUTES LATER, THE AIRPLANE, WHICH HA D JUST PASSED ABEAM THE TRACY AIRPORT (CLOSEST AIRPORT TO THE AIRPLANE'S LOCATION) REVERSED DIRECTION AND TURNED TOWARD TRACY. DURING THE LAST 2 MINUTES OF RECORDED FLIGHT, THE AIRPLANE'S DESCENT RATE AVERAGED 1,550 FEET PER MINUTE. GROUND SCAR SIGNATURES WERE INDICATIVE OF THE AIRPLANE IMPACTING TERRAIN IN A WINGS LEVEL ATTITUDE, AND THEREAFTER SUSTAINING STRUCTURAL FRAGMENTATION. THE IMPACT OCCURRED ON LEVEL TERRAIN ABOUT 1.3 MILES SHORT OF THE AIRPORT. THE ENGINE AND PROPELLER WERE FOUND IN A 3-FOOT-DEEP IMPACT CRATER. COMPONENTS WERE FOUND AS FAR AS 317 FEET FROM THE CRATER. THERE WAS NO EVIDENCE OF FIRE. THE PILOT MAINTAINED HIS AIRPLANE ON AN ANNUAL INSPECTION BASIS, AND HE HAD FLOWN IT SINCE MANUFACTURE IN 1998 FOR A TOTAL OF 220 HOURS. HE HAD MADE 64 FLIGHTS IN THE AIRPLANE DURING THE PRECEDING 12 MONTHS. THE PILOT WAS REPORTEDLY IN GOOD HEALTH. THE RADAR TRACK PLOT PROVIDED EVIDENCE THAT THE PILOT SUCCESSFULLY NEGOTIATED A COURSE REVERSAL TURN AND WAS INITIALLY ABLE TO HEAD TOWARD THE NEAREST AIRPORT. THE PILOT WAS, HOWEVER, UNABLE TO ARREST THE 1,550 FOOT-PER-MINUTE RATE OF DESCENT. NO EVIDENCE WAS FOUND IN THE FRAGMENTED WRECKAGE REGARDING THE REASON FOR THE STEEP DESCENT TO GROUND IMPACT. 20000327007589A (-23) ON 3/27/00 AT APPROXIMATELY 0930 THE PILOT EXECUTED A LANDING TO THE NORTH. UPON TOUCH DOWN THE PILOT STATED THAT THE AIRCRAFT STARTED PULLING TO THE RIGHT AS THE PILOT APPLIED LEFT BRAKE TO COMPENSATE FOR THE PULL TO THE RIGHT. LOSS OF CONTROL TO THE AIRCRAFT OCCURED. THE AIRCRAFT NOSED OVER COMING TO REST ON ITS TOP. THE PILOT EGRESSED THROUGH THE R/H FORWARD STORM WINDOW. THE PILOT SUFFERED MINOR INJURIES AND THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. (.4)THE PILOT REPORTED THAT ON LANDING THE AIRPLANE VEERED TO THE RIGHT WHEN THE RIGHT MAIN GEAR TOUCHED DOWN. HE ATTEMPTED TO CORRECT THE SWERVE USING THE LEFT RUDDER AND BRAKE TO NO AVAIL. THE PILOT REPORTED THE AIRPLANE NOSED OVER AS HE WAS RETRACTING THE FLAPS. INSPECTION OF THE AIRPLANE DID NOT TO REVEAL ANY FAILURE/MALFUNCTION OF THE RIGHT BRAKE. FURTHER INSPECTION REVEALED THE RIGHT ENTRY DOOR COULD NOT BE OPENED DUE TO CRUSHING ON THE UPPER CANOPY/COCKPIT AREA WHEN THE AIRPLANE NOSED OVER. THE EMERGENCY DOOR JETTISON SYSTEM WAS UNUSABLE DUE TO THE WEIGHT OF THE INVERTED AIRPLANE ON THE DOOR HINGES. 20000327007769A (-23) ON 3/27/00, AT 1210, A NA-T-28, N28NE, OWNED BY TROJAN PHYLERS CRASHED IN A FIELD DURING AN EMERGENCY LANDING. VFR CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED, AND THE PASSENGER RECEIVED MINOR INJURIES. THE PILOT HOLDS A COMMERCIAL CERTIFICATE. THE FLIGHT ORIGINATED AT T67 ON 3/27/00 AT 1115. 20000327008059A (-23) PILOT DEPARTED FAIRBANKS, AT APPROX. 1000 AM ON A SPECIAL VFR ENROUTE TO BEAVER AND FT. YUKON. PILOT ENCOUNTERED WORSENING WEATHER AND RETURNED TO FAI. HE WAS CLEARED TO LAND RUNWAY 19L, AND CONDUCTED A NORMAL APPROACH. PILOT STATED THAT OWING TO FLAT LIGHT HE MISJUDGED HIS ROUND OUT AND LANDED APPROX. 25 YARDS SHORT OF THE RUNWAY IN DEEP SNOW. THE A/C TRAVELED THROUGHT THE SNOW, SUFFERED SUBSTANTIAL DAMAGE TO THE LEFT WING, AND CAME TO REST ON THE END OF THE RUNWAY. 20000327010659A (-23) DURING CRUISE FLIGHT WITH THE STUDENT UNDER THE HOOD THE ENGINE STARTED TO VIBRATE. THE MAGS WERE CHECKED BUT MADE THE VIBRATION WORSE. THE OIL GAUGES APPEARED NORMAL. AT THIS POINT THE INSTRUCTOR COULD NOT MAINTAIN AN ALTITUDE AND SELECTED A PASTURE TO LAND. THE A/C FIRST TOUCHED DOWN IN A PASTURE ON A HEADING OF 030 DEGREES, 618 FEET FROM WHERE IT CAME TO REST ON A HEADING OF 010 DEGREES. AFTER ROLLING FOR 36 FEET THE A/C BECAME AIRBORNE FOR 60 FEET AND THEN SETTLED BACK ONTO THE PASTURE, ROLLING FOR 420 FEET BEFORE HEAVY BRAKING ACTION TOOK PLACE. THE HEAVY BRAKING CONTINUED FOR ABO UT 80 FEET, WHICH AT THIS TIME THE RIGHT MAIN TIRE LEFT THE GROUND AND CLEARED A CORNER FENCE POST THAT WAS ABOUT 5 FEET TALL AND ABOUT 10 INCHES IN DIAMETER. AT THIS POINT THE LEFT WING TIP HIT THE GROUND, DAMAGING THE PLASTIC WING TIP, THE PROPELLOR ALSO HIT THE GROUND AT THIS TIME, BENDING ONE BLADE AND NICKING THE LEADING EDGE OF THE OTHER. AS THE RIGHT WHEEL RESTED BACK TO THE GROUND THE RIGHT HORIZONTAL STABLIZER CAME DOWN ONTO THE CORNER FENCE POST, DAMAGING THE HORIZONTAL. (.4) ON MARCH 24, 2000, AT 1615 CENTRAL STANDARD TIME, A CESSNA 172N AIRPLANE, N75958, WAS SUBSTANTIALLY DAMAGED DURING A PRECAUTIONARY LANDING NEAR MAUD, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY AIRMAN FLIGHT SCHOOL, INC., OF NORMAN, OKLAHOMA. THE FLIGHT INSTRUCTOR (CFI) AND PRIVATE PILOT RECEIVING INSTRUCTION WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE UNIVERSITY OF OKLAHOMA WESTHEIMER AIRPORT, NORMAN, OKLAHOMA, AT 1540. ACCORDING TO THE CFI AND PRIVATE PILOT, THE FLIGHT DEPARTED ON AN "INSTRUMENT TRAINING FLIGHT," DURING WHICH THE STUDENT WAS "PRACTICING BASIC ATTITUDES." THEY REPORTED THAT DURING THE FLIGHT THE "AIRPLANE STARTED TO VIBRATE VIOLENTLY." THEY RETARDED THE THROTTLE AND CHECKED THE MAGNETOS; HOWEVER, THE VIBRATION INTENSIFIED. SUBSEQUENTLY, A PRECAUTIONARY LANDING WAS EXECUTED TO AN OPEN FIELD, WHERE THE AIRPLANE IMPACTED A FENCE DURING THE LANDING ROLL. ACCORDING TO AN FAA INSPECTOR, WHO EXAMINED THE AIRPLANE, THE RIGHT HORIZONTAL STABILIZER WAS BENT UPWARD AND THE PROPELLER BLADES WERE DAMAGED. HE EXAMINED THE LYCOMING O-320-H2AD ENGINE AND DETERMINED THAT THE #3 CYLINDER'S EXHAUST ROCKER ARM RETAINING STUD HAD SEPARATED. A PORTION OF THE SEPARATED STUD WAS FOUND LODGED BENEATH THE INTAKE ROCKER ARM, AND THE REMAINING PORTION OF THE STUD REMAINED SEATED IN THE CYLINDER HEAD ASSEMBLY. THE CYLINDER HEAD ASSEMBLY AND THE SEPARATED PORTION OF THE EXHAUST ROCKER ARM RETAINING STUD WERE SENT TO THE TEXTRON LYCOMING MATERIALS LABORATORY, WILLIAMSPORT, PENNSYLVANIA, FOR FURTHER EXAMINATION. MACROSCOPIC EXAMINATION OF THE STUD FRACTURE SURFACE REVEALED THE PRESENCE OF BEACH MARKS AND RATCHET MARKS ON THE FRACTURE SURFACE INDICATING THAT THE STUD FAILED IN FATIGUE, WHICH ORIGINATED AT THE THREAD ROOT FROM MULTIPLE ORIGINS. A HARDNESS TEST REVELED THAT THE STUD MET THE MANUFACTURER'S SPECIFICATIONS AND THERE WERE NO ADDITIONAL DEFECTS NOTED WITH THE STUD'S MATERIAL. THE AIRPLANE AND ENGINE UNDERWENT THEIR MOST RECENT ANNUAL AND 100-HOUR INSPECTIONS, RESPECTIVELY, ON FEBRUARY 8, 2000, AT WHICH TIME THEY HAD ACCUMULATED A TOTAL OF 7,010.7 HOURS AND 1,350.2 HOURS SINCE OVERHAUL, RESPECTIVELY. 20000327012479A (-23) AIRMAN TOOK OFF ON MAIDEN FLIGHT. WITNESSES OBSERVED THIS AIRCRAFT ON DOWNWIND PITCHING UP AND DOWN. WHILE TURNING BASE, PITCHING UP AND DOWN STOPPED BUT, ON FINAL IT BEGAN AGAIN AND THEN TURNED ON IT'S SIDE AND FEEL INVERTED TO THE GROUND. 20000327014869I (-23) PILOT PERFORMING THREE POINT LANDING. ON ROLL OUT LEFT MAIN LANDING GEAR COLLAPSED. MAINTENANCE INSPECTION REVEALED SHRUT BROKE IN AREA WHERE DRAG LINK ATTACHED. 20000327022799I (-23)PILOT DECLARED EMEGENCY ON APPROACH .5 MILES SOUTH OF DAB. AIRCRAFT LANDED SUCCESSFULLY. UPON LANDING AIRCRAFT RAN OUT OF FUEL. 20000327034959I (-23) ON MARCH 27, 2000, AT 0230Z, MR. WILLIAM HOLTON , THE PILOT OF AN AR-11-AC AIRCRAFT, N9506E, WAS PRACTICING LANDINGS AT THE TALKEETNA STATE AIRPORT. WHILE ATTEMPTING A SHORT FIELD LANDING THE AIRCRAFT'S LEFT SKI STRUCK A SMALL SNOW BERM. THE IMPACT SHEARED THE LEFT UPPER FITTING ON THE GEAR LEG, ALLOWING THE AIRCRAFT TO SETTLE ON THE LEFT WING. THE DAMAGE WAS CONFINED TO THE GEAR LEG AND PAINT SCRAPED FROM THE LEFT WING TIP. MR. HOLTON'S FLIGHT INSTRUCTOR, DON LEE , OF TALKEETNA, AK., WAS CONTACTED AND HE AGREED TO GIVE MR. HOLTON ADDITIONAL SHORT FIELD LANDING INSTRUCTION BEFORE ENDORSING MR. HOLTON'S STUDENT CERTIFICATE FOR SOLO FLIGHT. PILOT INFORMATION FORTHCOMING. 20000327043259A (-23) AUTO-ROTATION PRACTICE CORRECTIVE FLIGHT ACTION NOT TAKEN AT THE APPROPRIATE TIME TO PREVENT ACCIDENT. 20000328001919I (-23) ON MARCH 28, 2000, AT 0959E, DHC-8, S/N 187, REGISTERED AS N822EX, LANDED AT PIT AFTER THE CREW REPORTED THE ELEVATOR MANUAL TRIM HAD JAMMED IN CRUISE FLIGHT. THE ELECTRIC TRIM SYSTEM CONTINUED TO OPERATE AND THE AUTOPILOT WAS DISENGAGED. THE CHECKLIST WAS FOLLOWED AND THE AIRCRAFT LANDED AT PIT AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE CHECKED THE SYSTEM AND FOUND THAT THE MANUAL TRIM ACTUATOR HAD WATER IN THE JACK SCREW AND THAT THE MANUAL AND ELECTRIC TRIM BOTH OPERATED PROPERLY. THE MANUAL TRIM JACK SCREW WAS LUBED PER THE MM AND THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000328002319I (-23) ON MARCH 28, 2000 AT 0940 MST, N5288Y, A PIPER PA-23-250, OWNED BY A CORPORATION AND OPERATED BY AN EMPLOYEE EXECUTED A FORCED LANDING AFTER ENCOUNTERING ICING CONDITIONS, ON NM STATE HIGHWAY 537, 15 MILES NW OF CUBA, NM CAUSING MINOR DAMAGE TO THE AIRCRAFT, NO INJURIES TO THE SOLE OCCUPANT. THE COMMERCIAL RATED PILOT DEPARTED DURANCE, CO AT APPROXIMATELY 0905 MST ENROUTE TO BELEN, NM, THE FLIGHT WAS OPERATED UNDER 15 CFR PART 91. 20000328003969I ON LANDIFN AT A PAVED UNCONTROLLED AIRPORT THE NOSE GEAR ASSEMBLY FAILED AND THE AIRCRAFT SUSTAINED MINOR DAMAGE. 20000328007909A (-23) ON MARCH 28, 2000, AT 2015 LOCAL TIME, A CESSNA 172P, N94001, REGISTERED TO BAY AIR FLYING SERVICE, INC. LEFT WING STRUCK A HANGER DOOR WHILE TAXIING AT ALBERT WHITTED AIRPORT (SPG) ST. PETERSBURG, FL., AFTER A PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE A/C LEFT WING WAS SUBSTANTIALLY DAMAGED. THERE WERE NO INJURIES TO THE PILOT NOR PASSENGER. THE FLIGHT ORIGINATED AT ALBERT WHITTED AIRPORT (SPG), ST. PETERSBURG, FLORIDA, AT 1930 LOCAL TIME. (.4)ON MARCH 28, 2000, ABOUT 2015 EASTERN STANDARD TIME, A CESSNA 172P, N9400L, REGISTERED TO BAY AIR FLYING SERVICE, INC., COLLIDED WITH A HANGAR WHILE TAXIING FROM LANDING AT THE ALBERT WHITTED MUNICIPAL AIRPORT, ST. PETERSBURG, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE-RATED PILOT AND ONE PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM THE ALBERT WHITTED AIRPORT, ST. PETERSBURG, FLORIDA, APPROXIMATELY 36 MINUTES EARLIER. THE PILOT STATED THAT AFTER TAKEOFF HE FLEW TO THE CLEARWATER AIRPORT WHERE HE PERFORMED ONE F ULL-STOP LANDING AND TAXIED BACK THEN DEPARTED TO RETURN TO THE ST. PETERSBURG AIRPORT WHERE HE PERFORMED ONE TOUCH-AND-GO LANDING FOLLOWED BY A FULL-STOP LANDING. WHILE TAXIING ON A RAMP FOLLOWING LANDING, HE MANEUVERED THE AIRPLANE TO AVOID A PARKED MULTIENGINE AIRPLANE THAT WAS OFF THE RIGHT SIDE OF THE AIRPLANE. WHILE LOOKING OUT THE RIGHT SIDE OF THE AIRPLANE, THE LEFT WING COLLIDED WITH A HANGAR DOOR. 20000328007939A (-23) ON 3/28/00 AT 1117, A CESSNA 152, 94912, OWNED BY DELTA QUALIFLIGHT CRASHED IN A FIELD WHILE PRACTICING EMERGENCY LANDINGS. VFR FLIGHT CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE A/C WAS DESTROYED AND THE INSTRUCTOR AND STUDENT RECEIVED MINOR INJURIES. THE PILOT IN COMMAND HOLDS A COMMERCIAL CERTIFICATE. THE FLIGHT ORIGINATED AT FTW ON 3/28/00 AT 1030. 20000328010149A (-23) PILOT LOST CONTROL OF AIRCRAFT DURING LANDING IN GUSTY WIND CONDITIONS. 20000328012509A (-23) ON MARCH 28, 2000, AT 0930 LOCAL TIME, ALON-415-A2A, N67HS, REGISTERED TO^PRIVACY DATA^,DEVELOPED ENGINE PROBLEMS AND COLLIDED WITH TREES AFTER TAKEOFF FROM TWELVE OAKS, A PRIVATE AIRPORT, HERNANDO, FL. WHILE ON A PLEASURE FLIGHT. VIAUAL METEOROLOGICAL CONDITIONS PREVAILED AT THIS TIME. THE A/C WAS SUBSTANTIALLY DAMAGED AND THE PILOT WAS SERIOUSLY INJURED. (.4)ACCORDING TO THE PILOT, JUST AFTER ROTATION THE ENGINE LOST POWER AND SUBSEQUENTLY IMPACTED TREES BETWEEN TWO HOMES. EXAMINATION OF THE ENGINE FOUND NORMAL OPERATIONAL SIGNATURES THROUGHOUT. EXAMINATION OF THE CARBURETOR FOUND THAT THE CARBURETOR ACCELERATOR PUMP DID NOT OPERATE WHEN THE THROTTLE WAS OPENED. THE CARBURETOR WAS DISASSEMBLED AND THE ACCELERATOR LOWER CHECK VALVE WAS FOUND CONTAMINATED WITH RUSTY DEBRIS. THE ACCELERATION LEATHER PLUNGER WAS FOUND HARD AND RED IN COLOR, SIMILAR TO THE RUSTY RESIDUE. THE LEATHER PLUNGER DID NOT FIT TIGHTLY IN THE ACCELERATION WELL. THE CARBURETOR BOWL EXHIBITED RUSTY RESIDUE IN THE LOWER PORTION. THE FLOAT LEVEL WAS NOT MEASURED, BUT VISUALLY APPEARED NORMAL. ADDITIONALLY, WEATHER CONDITIONS WERE FAVORABLE FOR THE FORMATION OF CARBURETOR ICE AT THE TIME OF THE ACCI DENT. 20000328016429I (-23)BALLOON INCIDENT AS STS, HEILDSBURG, CA. A BALLOON PILOTED BY ^PRIVACY DATA ^, CARRY 8 PASSENGERS. THE BALLOON CONTACTED THE UPPER PORTION OF A TREE UPON TAKE OFF FROM RODNEY STRONG VINEYARDS, APPROXIMATELY 3 MILES NORTH OS STS. THIS OCCURRED APPROXIMATELY 50 FEET AGL. THERE WERE NO INJURIES, THERE WAS DAMAGE TO THE LOWER ENVELOPE FABRIC. BECAUSE THERE WAS NO SUITABLE LANDING AREA AND THE CLOSE PROXIMITY OF THE VINEYARDS, THE FLIGHT WAS CONTINUED TO STS. ON APPROACH TO THE EASTERN CORNER OF THE AIRPORT, THE BALLOON WAS DESCENDING AND DID NOT CLEAR THE UPPER PORTION OF A LINE OF TREES THAT WERE BORDERING THE EASTERN EDGE OF THE AIRPORT. AFTER BRUSHING THE TREE AND FURTHER TEARING THE LOWER PORTION OF THE ENVELOPE, THE BALLOON LANDED ON THE AIRPORT. THE BASKET REMINED UPRIGHT AND THE BALLOON WAS DEFLATED. THERE WERE NO INJURIES TO OCCUPANTS OR THE PILOT. THE ENVELOPE WAS SENT TO A REPAIR STATION(QLFR6601) FOR INSPECTION AND REPAIR. THE INSPECTION REVEALED THE BALLOON HAD TORN 17 PANELS IN A-F SECTION. THIS IS IN THE LOWER THIRD, NO LOAD TAPES WERE DAMAGED. 20000328019659I (-23)ON 3-28-00, AT APPROX 2112, KITTY HAWK FLIGHT 713, N6834, DECLARED AN EMERGENCY INBOUND TO KANSAS CITY INTERNATIONAL. THE PILOT REPORTED IN THE AIRCRAFT LOG BOOK THAT DURING DESCENT AND LEVEL OFF HE HAD A HARD TIME DISENGAGING THE AUTOPILOT. AUTOPILOT WAS ERATIC IN ROLL. HE PULLED THE AUTOPILOT CIRCUIT BREAKERS AND AIRCRAFT CONTROLL RETURNED TO NORMAL. KITTY HAWK MECHANIC CHUCK GODSEY ENTERED IN THE LOGBOOK THAT HE RAN THE "A" AND "B" SYSTEM HYROLICS. RUN FLIGHT CONTORLLS, OPERATIONAL CHECK WAS GOOD. RAN AUTOPILOT ON THE GROUND AND IT OPERATED GOOD. THE AIRCRAFT WAS RELEASED WITHOUT FURTHER INCIDENT. INCIDENT CE05IAC031 IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. 20000328022199I (-23)N1244S, A CE-337, ENROUTE FORM KPIS TO KSPI IN VISUAL METEOROLOGICAL CONDITIONS, WAS BEING VECTORED BY THE SPRINGFIELD ATC FOR A LANDING ON RUNWAY 31 AT KSPI. UPON PLACING THE LANDING GEAR HANDLE TO THE DOWN POSITION IN PREPARATION FOR LANDING, THE PILOT-IN-COMMAND WAS UNABLE TO OBTAIN A GREEN LIGHT INDICATION IN THE COCKPIT VERIFYING THAT THE LANDING GEAR HAD EXTENDED. THE PILOT-IN-COMMAND DECLARED AN EMERGENCY WITH THE SPRINGFIELD ATC AND ELECTED TO CONTINUE TO CIRCLE THE AIRCRAFT WHILE HE EXTENDED THE LANDING GEAR MANUALLY, AS PER THE AIRCRAFT CHECKLIST . THE LANDING GEAR EXTENDED, AS VERIFIED BY VISUAL INSPECTION, AND THE GREEN INDICATOR LIGHT IN THE COCKPIT, AND THE PILOT-IN-COMMANF CONTINUED HIS LANDING APPROACH. THE AIRCRAFT LANDED ON THE RUNWAY WITHOUT FURTHER INCIDENT. THIS INCIDENT IS BEING COLSED WITH THIS REPORT. 20000328040049A (.4)PRIOR TO DEPARTURE, THE PILOT RECEIVED A WEATHER BRIEFING, WHICH INCLUDED FORECAST MODERATE ICING AND PILOT REPORTS OF ICING MOVING INTO HIS PLANNED ROUTE OF FLIGHT. THE AIRPLANE WAS NOT APPROVED FOR FLIGHT INTO KNOWN ICING CONDITIONS. HOWEVER, THE PILOT ELECTED TO DEPART, AND EN ROUTE HE ENCOUNTERED AIRFRAME ICING. HE REQUESTED A LOWER ALTITUDE, AND THEN REPORTED THAT THE ENGINE WAS LOOSING POWER. UNABLE TO MAINTAIN ALTITUDE, THE PILOT PERFORMED A FORCED LANDING IN A WOODED AREA. AN INSPECTOR FROM THE FAA REPORTED NO EVIDENCE OF A MECHANICAL FAILURE OR MALFUNCTION WAS FOUND WITH THE AIRFRAME OR ENGINE. THE SPARK PLUGS WERE SOOTY, AND THE AIR FILTER WAS SOAKED WITH WATER. A WITNESS NEAR THE ACCIDENT SITE REPORTED FOG AND SNOW AT THE TIME OF THE ACCIDENT. (-23) THE AIRCRAFT WAS ON AN IFR FLIGHT FROM WHEELING, WV (HLG) TO SAVANNAH, GA (SAV) WHEN THE FLIGHT ENCOUNTERED ICING CONDITIONS SOUTH OF ELKINS, WV ON V37. THE FLIGHT WAS AT 8000 FEET AND CLIMBED TO 10000 FEET WHEN THE PILOT REPORTED THAT HE WAS PICKING UP RIME ICE AND REQUESTED A LOWER ALTITUDE. THE PILOT REPORTED ENGINE DIFFICULTY AND REQUESTED RADAR VECTORS TO THE NE AREST AIRPORT. HE WAS CLEARED TO DESCEND TO 6000 FEET AND GIVEN A TURN TOWARD LEWISBURG, WV (LWB) AIRPORT. THE PILOT WAS UNABLE TO MAINTAIN ALTITUDE, OVER MOUNTAINOUS TERRAIN, AND IMPACTED THE GROUND APPROXIMATELY 12 MILES NORTH OF THE LEWISBURG, WV (LWB) AIRPORT CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT AND SERIOUS INJURIES TO HIMSELF. THE PILOT HOLDS A COMMERCIAL AIRMAN CERTIFICATE WITH HELICOPTER/INSTRUMENT RATING AND A PRIVATE AIRPLANE SINGLE ENGINE LAND/INSTRUMENT RATING. 20000329000759I FLIGHT 740 WAS APPROACHING DES MOINES INTERNATIONAL AIRPORT, DES MOINES, IA, WHEN LOUD NOISE IN AIRCRAFT OVERHEAD SPEAKER WAS NOTICED. BLUE/WHITE SMOKE WAS COMING FROM UNDER INSTRUMENT PANEL ON BOTH SIDES. AN EMERGENCY WAS DECLARED, LANDED ON RWY 13L, EXITED RUNWAY, AND EVACUATED AIRCRAFT. PILOT WAS TREATED AND RELEASED FOR SMOKE INHALATION. 20000329001679I (-23) CAPTAIN DYK COMPLAINED OF A GENERAL WEAKNESS DURING INBOUND FLIGHT TO CVG (AFTER INITIAL DESENT.) AN EMERGENCY WAS DECLARED @ 2050L. FO LANDE D AC ON RWY 18R @ Z103. EMS RESPONDED AND TRANSPORTED THE PIC TO ST. LUKE WEST HOSPITAL. CAPTAIN WAS ADMITTED FOR OBSERVATION OVERNIGHT AND DISCHARGED THE FOLLOWING DAY WITH "LOW BLOOD SUGAR" BEING THE DIAGNOSIS. 20000329008959A (-23) THE PILOT DEPARTED THE COMPANY PRIVATE STRIP AND PROCEEDED TO THE ASSIGNED FIELD TO BEGIN APPLICATION. THE FIRST SWATH RUN WAS MADE ON A HEADING OF APPROX. 250 DEGREES, AT ABOUT A 40 DEGREE ANGLE TO THE CROP ROWS. AS HE MADE THIS PASS, THE LEFT MAIN GEAR CONTACTED THE TOPS OF THE FURROWS, FOLLOWED BY THE RIGHT MAIN GEAR SOME 100 FEET FURTHER ALONG THE FLIGHT PATH. THE LEFT MAIN SHEARED AFTER CONTACTING ABOUT TEN FURROWS AND THE AIRCRAFT SETTLED ENOUGH TO KNOCK THE SPRAY PUMP OFF THE BELLY OF THE AIRCRAFT. THE PILOT STATES THAT HE ATTEMPTED TO PULL UP SINCE THE AIRCRAFT WAS APPROACHING THE TREE LINE ON THE WEST SIDE OF THE FIELD. THE TAIL WHEEL CONTACTED THE GROUND AT THIS POINT AND THE AIRCRAFT WAS OBSERVED TO ENTER A STEEP CLIMB OVER THE TREES (ABOUT 80-90 FEET TALL). AT THE SAME TIME, A WITNESS ON THE GROUND OBSERVED BLACK SMOKE COMING FROM THE ENGINE FOLLOWED BY BLADE ROTATION SLOW ENOUGH TO COUNT THE INDIVIDUAL BLADES. THE PILOT STATES THAT HE PUSHED THE AIRCRAFT OVER AS HE CLEARED THE TREE LINE SINCE HE APPARENTLY DID NOT HAVE SUFFICIENT POWER, AND THE AIRCRAFT LANDED HARD IN AN ADJACENT OPEN FIELD. THE RIGHT MAIN GEAR SHEARED OFF AND THE AIRCRAFT SLID APPROXIMATELY 300 FEET TO A STOP. THE AIRCRAFT TURNED TO THE RIGHT 180 DEGREES DURING THE SLIDE. THE PILOT STATED THAT HE FELT THE AIRCRAFT DECELERATE AS HE MADE THE PASS THROUGH THE FIELD. HE ALSO STATES THAT AS THE AIRCRAFT CLEARED THE TREES, HE FELT THAT HE DID NOT HAVE POWER FROM THE ENGINE AND, SINCE HE WAS APPROACHING A STALL, HE LOWERED THE NOSE WHILE ATTEMPTING TO KEEP THE WINGS LEVER. THIS RESULTED IN THE HARD LANDING IN THE FIELD. 20000329018579I (-23)AFTER LANDING, THE AIRCRAFT ROLLED OUT ABOUT 1000 FEET WHEN THE NOSE GEAR STARTED TO COLLAPSE. THE FIRST MARK ON THE RUNWAY IS A THIN WHITE PAINT TRANSFER SLIGHTLY TO THE RIGHT OF THE CENTER LINE EXTENDING 300 FEET. AT THIS POINT THE LEFT PROPELLER HIT THE GROUND. THERE WAS A TOTAL OF TEN PROP STRIKES IN ABOUT TWENTY-ONE FEET. THE RIGHT PROPELLER HIT THE GROUND ABOUT TEN FEET AFTER THE LEFT PROPELLER (A TOTAL OF FOUT PROP STRIKES IN ABOUT SIXTEEN FEET). AT THE SAME TIME, THE NOSE CONE HIT THE GROUND LEAVING A WIDE PAINT TRANSFER ON THE RUNWAY FOR AM ADDITIONAL 230 FEET WHERE THE AIRCRAFT CAME TO REST ABOUT TWENTY FEET TO THE RIGHT OF THE CENTER LINE. BOTH BLADES ON BOTH PROPELLERS WERE CURLED AFT. BOTH NOSE GEAR DOORS WERE DAMAGED AND THE LEFT DOOR LINK WAS BROKEN. THE NOSE CONE WAS DAMAGED. THE SUPPORT BRACKET BETWEEN THE TWO KEELS HAD A SMALL TEAR IN IT. THE AIRCRAFT WA TOWED TO THE HANGAR. THE AIRCRAFT WAS PLACED ON JACKS AND I WITNESSED SEVERAL FAULT-FREE CYCLES OF THE LANDING GEAR INCLUDIGN AN EMERGENCY EXTENSION. THE GEAR WARNING SYSTEM OPERATED NORMALLY. 20000329022459I (-23)WAS SPRAYING FIELD DURING CLIMB OUT AIRCRAFT LOST POWER. PILOT LANDED IN ALFALFA FIELD CAUSING MINOR DAMAGE TO AIRCRAFT. NO INJURIES. IT WAS LATER FOUND THAT THE THROTTLE LINKAGE HAD BROKEN. 20000329023099I (-23)AMERICAN EAGLE FLIGTH 4235 (SIMA 4135) WAS HOLDING SHORT OF GATE G-19 WAITING FOR THE GROUND CREW. THE FLIGHT CREWMEMBERS CLAIM ANOTHER AIRCRAFT CLIPPED THE AFT TAILCONE OF HTE AIRCRAFT. THERE WERE NO WITNESSES TO THIS INCIDENT. ALL POSSIBLE AIRCRAFT INVOLVED WERE INSPECTED AND NO DAMAGE WAS FOUND TO OTHER AIRCRAFT. THE OTHER AIRCRAFT COULD NOT BY IDENTIFIED OR LOCATED. THERE WERE NO INJURIES INVOLVED IN THIS INCIDENT. THE DAMAGED AIRCRAFT WAS INSPECTED BY A FAA INSPECTOR. THE DAMAGE WAS CONSISTANT WITH THE PILOT STATMENT, NAMELY ANOTHER AIRCRAFT WING STRUCK THE AFT TAILCONE. REPAIRS WERE MADE TO THE AIRCRAFT. 20000329033459I (-23)DURING LANDING KROLL OUT THE LEFT MAIN LANDING GEAR COLLAPSED, THE AIRCRAFT VEERED LEFT AND RAN OFF THE RUNWAY. AFTER LEAVING THE RUNWAY THE RIGHT MAIN LANDING GEAR COLLAPSED. THE LEFT HAND WING TIP HAD MINOR DAMAGE AND THE LEFT HORIZONTAL ELEVATOR HAD MINOR DAMAGE. 20000330001719I (-23) INTERVIEWED AIRMAN ON MARCH 30, 2000 AT HIS HANGAR WHERE THE CESSNA 182 IS KEPT. PILOT STATED HE HAD HEAD SETS ON AND DID NOT HEAR GEAR WARNING. PILOT IS AN AMERICAN AIRLINES CAPTIAN AND FELT VERY BADLY ABOUT THIS INCIDENT. HE ALSO STATED THAT HE WAS EXTREMELY EMBARRASED OVER THIS AND WANTS TO PARTICIPATE IN ANY PILOT SEMINARS IN WHICH HE COULD SPEAK ON WHAT HAPPENED. 20000330001789I (-23) ON 3/30/00, DELTA BOEING MODEL 767, S/N 25987, HAD EXPERIENCED AN UNCOMMANDED 60 DEGREE BANK ROLL TO RIGHT. THE CREW THEN APPLIED FULL LEFT AILERON, BUT THE AIRCRAFT DID NOT RECOVER UNTIL THE CREW APPLIED THE LEFT RUDDDER. THE AIRCRAFT THEN RECOVERED AND FLEW NORMALLY AT THAT POINT. THE AIRCRAFT THEN RETURNED BACK TO THE FIELD AND LANDED WITHOUT AN INCIDENT. ACCORDING TO DELTA LOGBOOK ENTRY ON PAGES B-794649, 650, 703, 704, 705, 707, AND 708 THE CVR AND FDR WERE REMOVED AND SENT TO ATL. THEY THEN PERFORMED A MAINTENANCE SET-UP TEST ON THE AUTO PILOT/ILS AND INSPECTED THE RUDDER PUSH ROD SYSTEM. ALL SYSTERMS WERE NORMAL. THEY THEN REMOVED AND REPLACE THE LEFT, CENTER AND RIGHT FLIGHT CONTROL COMPUTERS. A MODE CONTROL DISPLAY PANEL BITE TEST WAS PERFORMED. THE AUTO PILOT MODE CONTROL PANEL WAS ALSO REMOVED AND REPLACED. A FUNCTIONAL CHECK FLIGHT WAS THEN PERFORMED ON THE GROUND AND IN THE AIR. ALL FLIGHT CONTROLS OPERATED NORMALLY AT THAT TIME. THE AIRCRAFT WAS THEN RELEASED BACK TO SERVICE AND FLOWN TO BOEING FOR FURTHER INVESTIGATION. 20000330001859I (-23) HARD LANDING AT FRONT RANAGE AIRPORT NOSE WHEEL TIRE WENT FLAT. AIRCRAFT TOWED FROM RUNWAY BLOCKED RUNWAY FOR APPROX. 15 TO 20 MINUTES. 20000330002079I (-23) THE PILOT LOST CONTROL AT LOW SPEED DURING LANDING. THE AIRCRAFT LANDED RWY 19L, RAN OFF THE LEFT SIDE OF THE RUNWAY. AFTER BOUNCING SEVERAL TIMES, PILOT REGAINED CONTROL AND DEPARTED, MAKING ONE CIRCUIT IN THE LEFT TRAFFIC PATTERN. THE AIRCRAFT HAD STRUCK A RUNWAY MARKER LIGHT. WHEN THE AIRCRAFT WAS SHUT DOWN, THE PILOT NOTICED BOTH PROP TIPS CURLED. THE PILOT STATED IN A LETTER THAT UPON LANDING, HE ENCOUNTERED A STRONG GUST AND WAKE TURBULANCED FROM A LANDING AIRLINER WHICH CAUSED HIM TO DRIFT TO THE LEFT SIDE OF THE RUNWAY. 20000330002089I (-23) DURING LANDING, GUSTY WINDS SUDDENLY STOPPED, CAUSING AIRCRAFT TO STALL ABOUT 10 FEET ABOVE THE GROUND. HARD LANDING DAMAGE INCLUDED WRINKLES IN THE FUSELAGE, AFT OF THE REAR WINDOWS. PILOT ALSO INDICATED THAT WEIGHT AND BALANCE (C.G.) MIGHT HAVE BEEN A FACTOR AS HE WAS LIGHT ON FUEL AND MAY HAVE LOADED TOO FAR AFT. 20000330004109I ON 3/30/00, N14EK, KRUGER SH-3R GLASAIR III AMATEUR BUILT AIRCRAFT, PILOTED BY A COMMERCIAL PILOT, OPERATING UNDER 49 CFR PART 91 UNDER VMC WEATHER CONDITIONS WAS TAKING OFF AT BAKERSFIELD, CA. MEADOWS FLD. RW 30 INTERSECTION ECHO. WHILE THE AIRCRAFT ACCELERATED FULL RIGHT RUDDER AND MOMENTARY RIGHT BRAKE WAS USED TO PULL THE AIRCRAFT BACK TO CENTERLINE. THE SERIES OF THESE EVENTS CLIMAXED WHEN THE LEFT MAIN LANDING GEAR STARTED TO RETRACT, FOLLOWED BY THE NOSE GEAR. THE PILOT LOST DIRECTIONAL CONTROL. 20000330013039A (-23) ON MARCH 30, 2000 AT APPROX 12:00 PM. A/C N516CA, A ROCKWELL 114 DEPARTED RWY 32 FROM THE HARTFORD MUNI AIRPORT LOCATED IN HANFORD, CA AND APPARENTLY DID NOT ACHIEVE AN ALTITUDE HIGHER THAN 60 FEET. THE A/C IMPACTED A TELEPHONE POLE THAT TORN A LARGE SECTIONAL PIECE FROM THE RIGHT WING THAT INCLUDED THE AILERON ASSEMBLY AND RUPTURING THAT WINGS FUEL TANK. THE A/C LEFT MAINLANDING GEAR AND NOSE AREAS CONTACTED THE PAVEMENT SEVERING THE GEAR AND TIRE ASSEMBLY WITH EVIDENCE OF PROPELLOR STRIKES AND SCORCHING FIRE IMPRESSIONS. FURTHER DEBRIS WAS SCATTERED FROM THE WRECKAGE AS THE FINAL FACING POSITION OF THE A/C WAS APPROX. 200 DEGREES. THE A/C CONTINUED TO BURN CAUSING EXPLOSIONS AND INTENSE HEAT DESTROYING INSTRUMENTS, CONTROL LEVELS AND SWITCH POSITIONS. (.4)AFTER TAKEOFF, THE AIRPLANE DID NOT CLIMB AND COLLIDED WITH A UTILITY POLE NEAR THE END OF THE RUNWAY. IT THEN CRASHED ONTO A CITY STREET, AND CAUGHT FIRE AFTER IMPACTING THE PAVEMENT. THE AIRPORT MANAGER OBSERVED THE AIRPLANE ON ITS TAKEOFF ROLL. HE NOTED THAT THE ENGINE HAD NORMAL SOUNDS, AND THAT THE ENTIRE RUNWAY WAS USED FOR THE TAKEOFF ROLL. AT THE ACCIDENT SITE, THE FLAPS WERE FOUND IN THE POSITION SPECIFIED BY THE TAKEOFF CHECKLIST IN THE PILOT'S OPERATING HANDBOOK (POH). THE LANDING GEAR WAS EXTENDED, INDICATING IT WAS NOT RETRACTED FOLLOWING LIFTOFF. THE DAMAGE TO THE PROPELLER FOUND DURING THE POSTACCIDENT EXAMINATION OF THE WRECKAGE WAS INDICATIVE OF OPERATION AT HIGH RPM. USING THE MAXIMUM ALLOWABLE GROSS WEIGHT OF THE AIRPLANE, SEA LEVEL PRESSURE, AND 20 DEGREES CENTIGRADE TEMPERATURE, THE NORMAL TAKEOFF DISTANCE CHART (10 DEGREES FLAP EXTENSION) IN THE POH INDICATED THAT THE AIRPLANE WOULD REQUIRE 2,100 FEET TO TAKEOFF AND CLIMB TO A 50-FOOT HEIGHT. THE RUNWAY USED DURING THE ACCIDENT FLIGHT WAS 3,962 FEET LONG. EXAMINATION OF THE THERMALLY DESTROYED WRECKAGE FAILED TO REVEAL A REASON FOR THE LACK OF EXPECTED AIRPLANE PERFORMANCE. 20000330019619I (-23)PILOT STATED THAT HE FAILED TO PUT THE GEAR SELECTOR TO THE DOWN POSITION. PILOT ALSO STATED HE WAS PRE-OCCUPIED DURING THE LANDING PHASE OF FLIGHT WITH RADIO CHECKS BETWEEN THE #1 AND #2 COMM. RADIO. MINOR DAMAGE TO PROP, GEAR DOOR, BELLY PANEL, AND EXHAUST PIPES. 20000330033019I (-23)WHEN LANDING AT LANCASTER AIRPORT, THE RIGHT MAIN LANDING GEAR INDICATED AN UNSAFE CONDITION. THE GEAR APPEARED TO BE DOWN ACCORDING TO LANCASTER TOWER OPERATORS. EMERGENCY GEAR EXTENSION PROCEDURES WERE ACCOMPLISHED. UPON LANDING, THE RIGHT GEAR COLLAPSED. INSPECTION OF THE LANDING GEAR REVEALED THE HYRALIC PUMP FAILED. A M&D REPORT WILL BE SUBMITTED AS SOON AS A POSITIVE DETERMINATION IS MADE. 20000330040059A (.4)ON MARCH 30, 2000, ABOUT 1545 EASTERN STANDARD TIME, A PIPER PA-32R-301, N8041B, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE GOODSPEED AIRPORT (42B), EAST HADDAM, CONNECTICUT. THE CERTIFICATED FLIGHT INSTRUCTOR (CFI), AND THE CERTIFICATED PRIVATE PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT RULES FIGHT PLAN WAS FILED FOR THE FLIGHT THAT DEPARTED FROM IGOR I SIKORSKY MEMORIAL AIRPORT, BRIDGEPORT, CONNECTICUT. THE INSTRUCTIONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PRIVATE PILOT, A BIENNIAL FLIGHT REVIEW WAS BEING CONDUCTED, WHICH WAS TO INCLUDE A SHORT FIELD LANDING. THE AIRPLANE WAS FLOWN TO 42B TO CONDUCT THE SHORT FIELD LANDING AND THE PRIVATE PILOT HAD EXPECTED TO LAND ON RUNWAY 14, BECAUSE THE WINDS HAD BEEN FROM A SOUTHERLY DIRECTION. AFTER FLYING OVER THE AIRPORT, THE WINDSOCK WAS OBSERVED TO FAVOR RUNWAY 32. WHILE ON FINAL TO RUNWAY 32, THE AIRPLANE PASSED OVER TREES AND BEGAN TO SINK. UNABLE TO RECOVER FROM THE SINK WITH POWER, THE AIRPLANE TOUCHED DOWN IN A FIELD ABOUT 60 FEET PRIOR TO THE RUNWAY THRESHOLD AND COLLAPSED THE LEFT MAIN LANDING GEAR. THE AIRPLANE CONTINUED ONTO THE RUNWAY, VEERED TO THE LEFT, AND BACK ONTO THE GRASS, COLLAPSING THE RIGHT MAIN AND NOSE LANDING GEAR. THE WINDS REPORTED AT AN AIRPORT 17 MILES TO THE NORTHWEST OF 42B, AT 1556, WERE FROM 330 DEGREES AT 7 KNOTS. (-23) DURING A BFR, OWNER/PILOT ATTEMPTED A SHORT FIELD LANDING AT GOODSPEED AIRPORT, EAST HADDAM, CT. PILOT LANDED SHORT OF RUNWAY 32, PROCEEDED ONTO RUNWAY, SKIDDED APPROXIMATELY 300-400 FEET BEFORE EXITING RUNWAY TO THE WEST SIDE ONTO THE GRASS AT A 90 DEGREE ANGLE TO THE RUNWAY. ALL THREE GEAR SNAPPED, RIGHT MAIN INBOARD AND NOSE AND LEFT MAIN OUTBOARD. PILOT STATED THAT THE WIND WAS GUSTING AND HE SANK TOWARD THE RUNWAY AS HE ADDED POWER TO ARREST THE SINK. PROPELLER BLADE WAS BURIED IN THE GROUND AND DAMAGE TO AIRCRAFT WAS SUBSTANTIAL. 20000330042049A (-23) THE HELICOPTER DEPARTED A COAST GUARD REPEATER SITE ON THE TULUNG MOUNTAINS ENROUTE TO DILLINGHAM, AK. CROSSING THE DELTA THIRTY MILES OUT OF DLG THE PIC EXPERIENCED A WHITE OUT CONDITION. THE PIC EXECUTED A 45 DEGREE BANKING TURN TO THE RIGHT INDICATING 60-80 MPH. DURING THE TURN THE PIC STATED HE WAS INCREASING SPEED AND HE LEVELED THE AIRCRAFT ON INSTRUMENTS. WHILE PULLING THE NOSE UP THE AIRCRAFT HIT THE GROUND. THE AIRCRAFT CAME TO REST 150 FEET FROM THE IMPACT SITE DEMOLISHING THE HELICOPTER. THE PIC SUSTAINED MINOR BRUISES AND THE PAX WAS UNHARMED. BOTH THE PILOT AND PASSENGER WERE RESCUED AND TAKEN TO MANOKOTAK FOR TREATMENT. ^PRIVACY DATA OMITTED^ 20000330043169A (-23) INSTRUCTOR AND PRIVATE PILOT STUDENT WERE DOING TOUCH AND GO'S AT ARLINGTON, SD. ON THE RETURN FLIGHT TO BROOKINGS AT 1000 FEET LEVEL, THEY SIMUALTED AN ENGINE FAILURE. THE STUDENT HAD SET UP FOR A FIELD AND WHEN THE THROTTLE WAS ADVANCED THE ENGINE DID NOT RESPOND. AN OFF-AIRPORT LANDING WAS MADE IN A FIELD. THE LEFT LANDING GEAR WAS BROKEN OFF, THE LEFT WING WAS DAMAGED AND THE PROPELLER WAS BENT. 20000330043869A (-23) AN APPARENT LOSS OF CONTROL ON DEPARTURE LED TO AN INDUCED STALL/SPIN AT LOW ALTITUDE WHICH WAS NOT RECOVERABLE. 20000331001939I (-23) AFTER LANDING RWY 17 AND PRIOR TO ADDING POWER FOR IMMEDIATE TAKE OFF, DURING MULTI ENGINE INSTRUCTIONAL FLIGHT, AIRCRAFT GEAR COLLAPSED. NEITHER INSTRUCTOR OR STUDENT REMEMBERS RAISING GEAR HANDLE. AIRCRAFT GEAR AND SAFETY SWITCH CHECKED NORMAL WITH FAA MAINT. INSPECTOR PRESENT. 20000331008549A (-23) PILOT REPORTED THAT THE AIRCRAFT RIGHT BRAKE LOCKED WHILE LANDING AT THE ODESSA, WA. AIRPORT CAUSING THE AIRCRAFT TO SUDDENLY SWERVE TO THE RIGHT AND OVERTURN. THE AIRCRAFT SUBSTAINED DAMAGE TO THE FUSELAGE ABOVE THE COCKPIT AND LEFT WING TIP. THE PILOT ESCAPED WITHOUT INJURY. 20000331009339A (-23) JUST BEFORE SUNRISE PILOT ATTEMPTED VFR APPROACH AND LANDING AT RWL. THE PILOT DESCENDED THE A/C INTO IMC-FOG WITHIN TWO MILES OF THE AIRPORT, STRIKING THE TOP OF AT LEAST ONE 50 FT PINE TREE LESS THAN ONE MILE FROM THE RUNWAY THRESHOLD. THE A/C CONTINUED STRAIGHT AHEAD ANOTHER 800 FEET AND STRUCK TWO POWER LINES LESS THAN 30 FEET ABOVE THE GROUND, CUTTING BOTH LINES IN TWO AND SHEARING OFF THE OUTBOARD TWO FEET OF THE RIGHT WING TIP. THE A/C THEN IMPACTED THE GROUND SEVERAL HUNDRED FEET PAST THE POWER LINES ON ALL THREE LANDING GEAR SIMULTANEOUSLY, SHEARING OFF THE LANDING GEAR. THE REMAINING STRUCTURE CAME TO REST 1/2 MILE FROM THE RUNWAY THRESHOLD ALMOST COMPLETELY INTACT BUT SUBSTANTIALLY DAMAGED. (.4)THE PILOT RECEIVED A WEATHER BRIEFING AND WAS ADVISED EN ROUTE, DESTINATION AIRPORT WEATHER WAS UNAVAILABLE. THE PILOT CANCELLED THE IFR CLEARANCE AFTER SHE OBSERVED RUNWAY AND APPROACH LIGHTS AND ALSO BUILDINGS TO THE LEFT OF THE RUNWAY. SHE NOTED THAT THE FLIGHT WAS HIGH AND BEGAN TO DESCEND. WITH THE LOCALIZER FREQUENCY SET, SHE NOTED THE AIRCRAFT WAS LEFT OF COURSE. AFTER GLANCING AT THE LORAN TO CONFIRM DISTANCE, THE AIRPLANE COLLIDED WI TH TREES, POWER LINES THEN THE GROUND AND CAME TO REST ABOUT .4 NAUTICAL MILE FROM THE APPROACH END OF THE RUNWAY THAT IS EQUIPPED WITH A PAPI LIGHTS. THE PILOT REPORTED THERE WERE NO MECHANICAL OR NAVIGATIONAL MALFUNCTIONS. A SHERIFF DEPUTY ARRIVING 15 MINUTES AFTER THE ACCIDENT REPORTED IT WAS, 'EXTREMELY FOGGY WITH LOW VISIBILITY.' THE PILOT DID NOT HAVE TWO-WAY RADIO COMMUNICATIONS WITH ANY PERSON ON THE GROUND AT THE AIRPORT AND THERE WAS NO REPORTED VISIBILITY AT THE AIRPORT AT THE TIME OF THE ACCIDENT CONTRARY TO PROCEDURES SPECIFIED IN THE OPERATOR'S OPERATIONS SPECIFICATIONS. THE UNCOMMISIONED ASOS ON THE FIELD REPORTED THE VISIBILITY AT 0453 AND 0553 TO BE 1/4 MILE WITH FOG AND A VERTICAL VISIBILITY OF 100 FEET. 20000331012359A (-23) AIRCRAFT LOST ENGINE POWER DURING TAKE OFF CLIMB. PILOT LANDED THE A/C RESULTING IN SUBSTANTIAL DAMAGE. 20000331017499I (-23)PILOT STATES THAT DURING THE CRUISE THE LOW BUS VOLTS ANNUNCIATOR ILLUMINATED WITH A VOLTMETER READING OF LESS THAN 25, WITH SOEM LOAD INDICATION. ALTERNATOR WAS RESET WITH THE SAME RESULTS. STANDBY GENERATOR WAS SELECTED BUT VOLTAGE DROP CONTINUED. PILOT DECIDED TO EXTNED GEAR WHILE VOLTAGE WAS STILL AVAILABLE, AND STATES THAT SHE OBTAINED THREE GREEN LIGHTS, INDICTING GEAR DOWN AND LOCKED. PILOT DECIDED TO MAKE A PRECAUTIONARY LANDING IN JOPLIN, MISSOURI. DURING LANDING, THE ROLLOUT THE GEAR COLLAPSED CAUSING PROPELLER, ENGINE, LEFT WING TIP AND FUSELAGE DAMAGE. MAINTENANCE PERSONNEL FOUND THE ALTERNATOR INTERNALLT SHORTED AND THE SHAFT OF THE STANDBY GENERATOR SHEARED. THIS INCIDENT #CE2000IGA032 IS CONSIDERED CLOSED. 20000331018459I (-23)^PRIVACY DA^ WAS ENROUTE, VFR, FROM WEST HOUSTON (IWS) TO FREDRICKSBURG, TEXAS (T82). UPON ARRIVAL AT T82 THERE WAS AN OVERCAST CEILING. ^PRIVACY DA^ FILED AN IFR FLIGHT PLAN, RECEIVED AN IFR FLEARANCE AND BEGIN AN APPROACH. AT APPROXIMATELY 4000 FEET THE ENGINE FAILED, ^PRIVACY DA^ WAS UNABLE TO START THE ENGINE. UPON DESCENT THROUGH THE CLOUDS AT 1500 FEET, ^PRIVACY DA^ SELECTED A FIELD AND MADE AN EMERGENCY OFF AIRPORT LANDING. THERE WAS NO DAMAGE TO THE AICRAFT. A SITE INVESTIGATION REVEALED THAT THE LEFT FUEL TANK WAS EMPTY AND THE RIGHT FUEL TANK HAD APPROXIMATELY 24 GALLONS OF FUEL. THE LEFT FUEL GAUGE INDICATED ZERO AND THE RIGHT INDICATED A 1/2 TANK. THE FUEL SELECTOR WAS SELECTED TO THE RIGHT TANK. AT THE SITE THE ENGINE WAS STARTED AND RAN NORMALLY. 20000331018479I (-23)PILOT STATED HE WAS PRACTICING TOUCH AND GO LANDINGS AT THE AIRPORT IN JACKSON, LA. (4R8) AND ON LANDING ROLL-OUT, THE WIND PICKED UP THE TAIL OF THE AIRCRAFT AND CAUSED THE PROPELLER TO MAKE CONTACT WITH RUNWAY. 20000331019979I (-23) PROPELLER BLADE APPEARS TO HAVE FAILED CAUSING THE ENGINE TO VIBRATE AND SEPARATE FROM THE ENGINE MOUNT. BUILDER WILL SUBMIT M OR D. 20000331023059I (-23)ON 3/31/00 AT 2050 LOCAL TIME ATLANTIC COAST AIRLINES FLIGHT 7807, A CL-600 REGIONAL JET ENROUTE FROM CHICAGO O'HARE (ORD) TO MOBILE, AL (MOB) DIVERTED TO INDIANAPOLIS DUE TO A LOSS OF HYDRAULIC PRESSURE AND FLUID QUANTITY IN THE #2 SYSTEM. ATLANTIC COAST MECHANICS FORM DULLES REMOVED AND REPLACED 1 EA. BROKEN HYDRAULIC SERVICING LINE, PN 601R75286-57 AND 1 EA. WORN HYDRAULIC SERVICING ADAPTER PN AE99147E. THE #2 SYSTEM HYDRAULIC SERVICING ADAPTER RETAINING NUT, PN AN924-4 LOOSENED CAUSING THE ABOVE INCIDENT. ^PRIVACY DATA OMITTED^ 20000331035159I (-23)AIRCRAFT DEPARTED CRQ AND WAS AT 20,000 FEET OVER LOS ANGELES WHEN AN ELECTRICAL GENERATING SYSTEM FAILURE OCCURRED. THE PILOT ELECTED TO RETURN TO CRQ AND LOST ALL ELECTRICAL POWER BEFORE REACHING 14,000 FEET. APPROACH FOR LANDING WAS MADE WITHOUT RADIO COMMUNICATIONS AND THE LANDING GEAR WAS LOWERED USING THE EMERGENCY LANDING EXTENSION SYSTAM. THE NOSE LANDING GEAR COLLAPSED ON LANDING AND THE AIRCRAFT SUSTAINED ONLY MINOR DAMAGE. THEER WERE NO INJURIES. MAINTENANCE PERSONNEL REPORTED THAT NO ELECTRICAL SYSTEM DEFECTS COULD BE FOUND AND THAT THE ELECTRICAL SYSTEM SEEMED TO OPERATE NORMALLY AFTER THE INCIDENT. THE MECHANIC ALSO REPORTED THAT HE COULD FIND NO PROBLEM WITH THE LANDING GEAR SYSTEM. THE PILOT STATED THAT HE TRIED TO RESET THE ALTERNATOR BY CYCLING THE ALTERNATOR SWITCH AND THAT HE WAS BELOW THE MAXIMUM AIRSPEED RECOMMENDED FOR EMEGENCY GEAR EXTENSION WHEN THE GEAR WAS EXTENDED. 20000331039139A (-23) THE PILOT DEPARTED ON RUNWAY 24, ACCELERATING THE A/C FOR LIFT-OFF. AS THE A/C CLIMBED, THE GEAR WAS RETRACTED. APPROX. 150 TO 200 FEET ABOCE THE SURFACE, THE A/C ROLLED LEFT AND THE PILOT MADE A CORRECTION TO THE RIGHT. THE PILOT STATED THE A/C WAS NOT CONTROLLABLE. THE RIGHT FRONT PASSENGER, WHO WAS THE PILOT'S FLIGHT INSTRUCTOR, TOOK THE CONTROLS AND LANDED THE A/C WITH THE GEAR UP. THE RIGHT WING TIP HIT THE RUNWAY AND THE A/C SETTLED ON ITS BELLY AND SLID APPROX. 750 FEET. 20000331042909A (-23) PILOT MICHAEL HARMON AND HIS PASSENGER ^PRIVACY DAT^ WERE HUNTING COYOTES NEAR EUREKA, SD. AFTER THE FIRST PASS ON A COYOTE A SHOTGUN SHELL BECAME LODGED IN THE ELEVATOR CONTROL. ON THE SECOND PASS, THE PILOT WAS UNABLE TO CONTROL THE ELEVATOR. THE AIRCRAFT IMPACTED THE GROUND, LEFT WING DOWN. THE IMPACT BROKE OFF THE LEFT MAIN LANDING GEAR, DAMAGED THE LEFT WING SPAR AND TWISTED THE FUSELAGE. 20000331043599A (-23) WHILE LANDING ON RUNWAY ONE IN A CROSSWIND/LOST CONTROL OF THE AIRCRAFT, VEERED TO THE RIGHT COLLIDING WITH A PARKED CE-172 AIRCRAFT DESTROYING BOTH AIRCRAFT. PILOT RECEIVED SERIOUS INJURIES TO JAW DUE TO NO SHOULDER HARNESS INSTALLED. 20000401000799I AFTER TAKE-OFF AND DURING THE CLIMB-OUT AT ABOUT 200' AGL ONE OF THE PROPS FAILED CAUSING SEVERE VIBRATION. THE PILOT WAS ABLE TO IMMEDIATELY LAND-OFF AIRPORT WITH NO FURTHER DAMAGE OR INJURIES. BLADE #1, SERIAL #13332, IS THE ONE WHICH BROKE-OFF AT THE HUB. BLADE #2 IS SERIAL #13340. ASI/AW LESTER DENAUGHEL IS CONDUCTING FURTHER INVESTIGATION AND EVALUATION OF THE INCIDENT AND WILL DETERMINE WHAT FURTHER ACTION TO TAKE. THE PILOT'S/OWNER'S COMPLETE DESCRIPTION OF THE INCIDENT IS ATTACHED. 20000401000849I ON SATURDAY, APRIL 01,2000, MR. JOSEPH J. FRIEND, PILOT IN COMMAND OF N93JF, LANDED ON RUNWAY 17 AT ANDERSON COUNTY AIRPORT, ANDERSON, SC, WITHOUT EXTENDING THE LANDING GEAR. THERE WAS MINOR DAMAGE TO THE AIRCRAFT AND NO INJURIES TO MR. FRIEND, THE SOLE OCCUPANT OF THE AIRCRAFT. PERSONNEL AT THE AIRPORT LIFTED THE AIRCRAFT AND MR. FRIEND EXTENDED THE GEAR AND TAXIED THE AIRCRAFT TO THE TIEDOWN. MR. FRIEND STATED THAT HE DID NOT EXTEND THE GEAR DUE TO HIS PREOCCUPATION WITH THE AIRPORT AND THE TRAFFIC PATTERN. HE FURTHER ATTRIBUTED NOT EXTENDING THE LANDING GEAR TO LACK OF USING THE BEFORE LANDING CHECK LIST. 20000401004339A (.4)DURING THE LANDING, THE AIRPLANE TOUCHED DOWN NOSEWHEEL-FIRST, THEN VEERED OFF THE RUNWAY. THE NOSEWHEEL DUG INTO THE SOFT GROUND, AND THE AIRPLANE FLIPPED OVER. THE PILOT HAD 124 HOURS OF TOTAL FLIGHT TIME, WITH 32 HOURS IN MODEL. 20000401007349A (-23) PILOT LOST CONTROL OF AIRCRAFT WHILE ATTEMPTING TO LAND IN GUSTY WIND CONDITIONS ON RUNWAY 35 AT THE APEX AIRPORT. AWOS DATA FROM THE NEARBY BREMERTON NATIONAL AIRPORT (KPWT) RECEIVED BY THE PILOT IMMEDIATELY PRIOR TO THE ACCIDENT INDICATED THAT THE WINDS AT THAT FACILITY WERE FROM 360 DEGREES AT 8 KNOTS, GUSTING TO 15 KNOTS. PILOT STATEMENT INDICATES THAT THE WINDS AT THE APEX AIRPORT WERE OBSERVED TO BE "SHIFTING FROM EAST TO WEST THROUGH NORTH". 20000401011749A (-23) ACCORDING TO A STATEMENT FROM THE PILOT WHILE PRACTICING SIMULATED EMERGENCY LANDINGS, THE A/C HIT A WIRE CAUSING SUBSTANTIAL DAMAGE TO WING AND TAIL-SURFACES. HE SUCCESSFULLY LANDED AT THE NEAREST AIRPORT (11D) WHERE THE A/C WAS SECURED. 20000401012179A (-23) DURING FINAL APPROACH TO A LOG PICK-UP SITE GROUND PERSONNEL ADVISED THE PILOT OF BLACK SMOKE TRAILING OUT THE BACK OF THE ENGINE. PILOT STATED THAT AT THIS TIME HE HEARD A NOISE (COULD NOT PRECISELY DESCRIBE IT). HE IMMEDIATELY ABORTED THE LANDING AND AS HE WAS MAKING A TURN AWAY FROM THE AREA THE ENGINE QUIT AND HE CRASHED HARD. THIS OPERATION WAS IN HIGH MOUNTAINOUS TERRAIN, APPROXIMATELY 8000 TO 8500 MSL. PILOT REPORTED THE WEATHER AS GREAT AND NOT A FACTOR. ONCE THE AIRCRAFT IS RECOVERED TO PRICE, UT THE FSDO AND NTSB WILL CONDUCT A THOROUGH INVESTIGATION OF THE ENGINE AND ALL RELATED ISSUES, I.E. FUEL, MAINTENANCE, ETC. THIS IS PLANNED FOR THE WEEK OF 4/9/00. THIS REPORT WILL BE AMENDED ACCORDINGLY. 20000401014809I (-23) THE PILOT STATED HE WAS LANDING AT MELBOURNE AIRPORT ON RUNWAY 9R WITH BOTH MAIN LANDING GEAR ON THE RUNWAY WHEN A GUST OF WIND LIFTED THE RIGHT WING. THE PILOT LOST DIRECTIONAL CONTROL OF THE AIRCRAFT HITTING PRECISION APPROACH LIGHTS AND TRAVELING 1500 FEET ALONG THE LEFT SIDE OF THE RUNWAY BEFORE STOPPING IN THE GRASS. 20000401014829I (-23) AIRCRAFT LANDED ON RUNWAY 29L. JUST PRIOR TO TAXIWAY GULF, THE AIRCRAFT WENT OFF THE RUNWAY INTO THE GRASS, NORTH OF THE RUNWAY EDGE. THE PILOT REPORTED THAT THE RIGHT MAIN BRAKE STUCK. TALKED TO THE MECHANIC, AND HE FOUND THAT THE PARKING BRAKE WAS SLIGHTLY ON WHICH CAUSED THE BRAKE TO HEAT UP AND WHEN THE PILOT APPLIED THE BRAKES AFTER LANDING THE RIGHT BRAKES STUCK CAUSING THE AIRCRAFT TO GO OFF THE SIDE OF THE RUNWAY. THE MECHANIC VISUALLY CHECKED AND OPERATIONAL CHECKED THE BRAKES AND ALL WAS NORMAL. AIRCRAFT WAS RETURNED TO SEVICE. 20000401018629I (-23)DURING STUDENT INSTRUCTION OF TAKE OFFS AND LANDINGS, ON THE FOURTH TAKE OFF, AT APPROXIMATELY 150 FT. MSL, A LOUD THUMP WAS HEARD. THE NEXT THUMP WAS DIFFERNET IN VOLUME AND THE CONTROLS FELT LIKE SOMETHING WAS PUSHING ON THE AILERONS. THE FOLLOWING THUMP, THE RIGHT MAIN LANDING GEAR (LOWER PORTION OF THE OLEO STRUT) CAME THROUGH THE TOP OF THE WING. RADIO CONTACT WAS MADE AND LANDED TUNRWAY 15 @ IWS. NO OTHER DMAAGE WAS DONE TO THE AIRCRAFT. 20000401020419I (-23)ON APRIL 1, 2000, N721LH, A HAWKER 125-600A PILOTED BY ^PRIVACY DATA OMITTED^, LANDED LONG ON RUNWAY 25 IN EAGLE, COLORADO. THE AICRAFT REMAINED ON THE RUNWAY, BUT ROLLED OFF THE END, WITH THE MAIN GEAR APPROXIMATELY TWO FEET OFF THE RUNWAY. ^PRIVACY DATA ^, THE PILOT IN COMMAND, HAS BEEN VERY COOPERATIVE AND WAS CONSIDERED A GOOD CANDIDATE FOR COUNSELING. ^PRIVACY DATA ^ HAS COMPLETED SELF-DIRECTED HOME STUDY AND HAS PROVIDED VERIFICATION OF COMPETION OF A FLIGHT CHECK. 20000401020429I (-23) NO NARRATIVE AVAILABLE. 20000401022439I (-23)THE AIRCRAFT WAS AT 3000 FT. IN CRUISE FLIGHT WHEN THE ENGINE INJECTED THE INTAKE VALVE AND AN IMMEDIATE LOSS OF POWER. THE FLIGHT INSTRUCTOR MADE AN EMERGENCY LANDING IN A PLOWED FIELD WITHOUT DAMAGE TO AIRCRAFT OR INJURY TO PASSENGER (STUDENT). 20000401022649I (-23)FORM THE PILOT: ON APRIL 1, 2000, AT 1530 EST, BEECHCRAFT 35-C33A, REGISTERED TO AERO FLYERS, INC., DEPARTED SKRON FULTON INTERNATIONAL AIRPORT (AKR) FOR A LOCAL PLEASURE FLIGHT. IVSUAL METEOROLOGICAL CONDITIONS PREVAILED, NO FLIGHT PLAN WAS FILED. UPON RETURNING TO AKR FOR LANDING, WHEN THE LANDING GEAR WAS EXTENDED, THE PILOT HEARD A LOUD BANG AND FELT THE COCKPIT FLOOR BOARDS SHAKE. SUBSEQUENTLY, THERE WAS NO NOSE GEAR EXTENDED INDICATION. THE PILOT DECIDED TO LAND AT AKRON-CANTON REGIONAL AIRPORT (CAK), WHERE CFR AND MAINTENANCE SERVICES ARE AVAILABLE. THE AIRCRAFT RECEIVED MINOR DAMAGE UPON LANDING AT CAK WHEN THE NOSE GEAR COLLAPSED, THERE WERE NO INJURIES SUSTAINED BY THE COMMERICAL RATED PILOT OR PASSENGER. 20000401023159I (-23)FROM ^PRIVACY DATA OMI^, CFR 141 LF8S CHIEF INSTRUCTOR: ON APRIL 1, 2000, CESSNA 152, N67924, REGISTERED TO AND OPERATED BY BOWLING GREEN STATE UNIVERSITY, DEPARTED WOOD COUNTY AIRPORT, BOWLING GREEN, OH (1G0) WITH FULL FUEL, ON A PLANNED SUDENT SOLO CROSS COUNTRY FLIGHT. ROUTE OF FLIGHT WAS TO AKRON CANTON REGIONAL AIRPORT, N. CANON, OH (CAK) TO GRIMES FIELD, URBANA, OH (I74), RETURNING TO (1GO). VISUAL METEOROLOGICAL CONDITIONS PREVAILEDAND A VFR FLIGHT PLAN WAS FILED. COURSE CURRICULUM REQUIRES A FUEL STOP AT CAK. HOWEVER, THE CERIFICATED STUDENT PILOT DID NOT OBTAIN FUEL DURING THE FLIGTH OPERATION. AT APPROXIMATELY 1230 EST, 5 MILES SE FO 1G0, ENTERING AIRPORT TRAFFIC PATTERN, THE AIRCRAFT ENGINE QUIT, AN EMERGENCY LANDING WAS SUCCESSFULLY EXECUTED IN AN OPEN FIELD. THE AIRCRAFT RECEIVED NO DAMAGE AND THE STUDENT PILOT SUSTAINED NO INJURIES. ^PRIVACY DATA OMITTED, BOLWING GREEN STATE UNIVERSITY FLIGHT SCHOOL MAINTENANCE MANAGER REPORTED THAT APPROXIMATELY 1 QUART OF FUEL WAS DRAINED FROM THE AIRCRAFT. 20000401023369I (-23)DURING LANDING IN GUSTY CROSS WIND CONDITIONS, AIRCRAFT CONTROL WAS LSOT CAUSING THE LEFT WING AND TAIL TO STRIKE THE RUNWAY. THE AIRCRAFT THEN CAME TO STOP ON THE NOSE CAUSING MINOR DAMAGE TO THE AIRCRAFT. 20000401042759A (-23) ON APRIL 1ST, 2000, AT APPROXIMATELY 10:30 CDT, A PITTS S1-A, N224V, BEING OPERATED BY MR. JIMMY STEWART, WAS ON A PART 91 PLEASURE FLIGHT TO PRACTICE TOUCH AND GO LANDINGS AT SHELBY COUNTY AIRPORT (2H0) SHELBYVILLE, IL, ON THE AIRPORTS GRASS RUNWAYS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, WITH WINDS OUT OF THE SOUTH AT LESS THAN 5 KTS. THE PILOT AND SOLE OCCUPANT OF THE AIRCRAFT ATTEMPTED TO LAND ON RUNWAY 14, WHICH IS 2101 FEET LONG BY 200 FEET WIDE. THE AIRCRAFT TOUCHED DOWN 40 FEET TO THE LEFT OF THE LEFT SIDE OF THE RUNWAY, IN ABOUT THE MIDDLE OF THE CROSSING RUNWAY 4/22. THE AIRCRAFT CONTINUED SOUTHEAST INTO A WHEAT FIELD FOR ABOUT 400 FEET VEERING TOWARD RUNWAY 14, WHERE IT STRUCK A GOLF-CART, ABOUT 5 FEET LEFT OF THE LEFT SIDE OF RUNWAY 14, AND A AIRPORT VOLUNTEER WHO WAS SPRAYING WEEDS. THE AIRCRAFT CAME TO REST ON THE LEFT EDGE OF RUNWAY 14 APPROXIMATELY 430 FEET FROM TOUCHDOWN ON TOP OF THE GOLF CART. THE AIRCRAFT SUFFERED SUBSTANTIAL DAMAGE TO BOTH BOTTOM WINGS, LEFT SIDE OF TOP WING, PROPELLER, SPINNER, COWL, LANDING GEAR AND FUSELAGE. THE PILOT WAS NOT INJURED. THE DRIVER OF THE GOLF-CART RECEIVED FATAL INJURIES. THE PILOT HOLDS A COMMERCIAL CERTIFICATE WITH AIRPLANE SINGLE ENGINE LAND AND INSTRUMENT RATINGS. THE FLIGHT ORIGINATED AT COLES COUNTY AIRPORT, MATTOON, ILLINOIS (MTO), ON APRIL 1, 2000 AT APPROXIMATELY 10:05 CDT. 20000402001949I (-23) ON APRIL 2, 2000, AT 2115 EST, A MCDONNELL DOUGLAS, DC-9-82, N93875, OPERATED BY CONTINENTAL AIRLINES, FLIGHT 1671 FROM TAMPA INTERNATIONAL AIRPORT TO HOUSTON INTERCONTINENTAL AIRPORT, TX, LOST POWER ON THE NUMBER 2 ENGINE ON CLIMBOUT THROUGH 250FL. THE CAPTAIN REPORTED HEARING A LOUD BANG, LOST EPR AND HAD A RISE IN EGT INDICATION. ENGINE CONTINUED TO RUN BUT NOT NORMAL. AIRCRAFT RETURNED TO TAMPA INTERNATIONAL AIRPORT LANDED WITHOUT INCIDENT. ON FUTURE INSPECTION, THE EXHAUST TURBINE BLADES WERE BADLY DAMAGED AND LARGE PORTION OF TURBINE BLADES MISSING. 20000402002009I (-23) PILOT FORCED TO LAND IN A FIELD AFTER THE OUTER SECTION OF ONE PROPELLER BLADE BROKE OFF IN FLIGHT. THERE WERE NO INJURIES NOR DAMAGE TO THE AIRCRAFT. 20000402002129I (-23) CONTINENTAL MICRONESIA FLIGHT 915 DEPARTED GUAM. THE FLIGHT PROCEEDED NORMALLY UNTIL THE LANDING ROLL IN YAP. AT APPROXIMATELY 70 KNOTS AT THE INITIATION OF BRAKING, THE LEFT MAIN LANDING GEAR COLLAPSED CAUSING THE LEFT WING TO CONTACT THE RUNWAY ON THE FLAPS AND SLATS. THE AIRCRAFT VEERED LEFT AND CAME TO REST 5,000 FEET FROM THE APPROACH END OF RUNWAY 7,30 DEGREES LEFT OF RUNWAY HEADING WITH BOTH MAIN GEAR OFF OF THE RUNWAY. THERE WAS NO FIRE. AN ORDERLY EXIT OF THE PASSENGERS AND CREW WAS ACCOMPLISHED UTILIZING THE LEFT FORWARD DOOR AND EMERGENCY EXIT SLIDE. THE LEFT FORWARD DRAG STRUT ASSEMBLY FAILED AT THE UPPER DATA PLATE CLAMP (APPROXIMATELY 21 INCHES ABOVE THE LOWER ATTACH POINT). ON-SCENE OBSERVATIONS LED TO THE TENTATIVE CONCLUSION THAT THE FAILURE SEQUENCE WAS: 1. FORWARD DRAG BRACE FRACTURED (INITIATING EVENT). 2. FORWARD TRUNNION PULLED AFT OUT OF ITS BEARING AS THE GEAR FOLDED AFT. 3. AFT TRUNNION PULLED OUT OF ITS BEARING. GEAR DOORS AND OTHER STRUTS/BRACES FAILED. 4. LEFT OUTBOARD TIRE FAILED (CUT) AS A CONSEQUENCE OF THE GEAR COLLAPSE. 20000402004689A AIRCRAFT IMPACTED TREE ESTIMATED 60 FT UP, LEFT WING SEPARATED. IMPACTED GROUND 146 FT. FROM TREE INVERTED. AIRCRAFT FLIPPED OVER AGAIN, WENT 52 FT. THEN LANDED INVERTED, CAUGHT FIRE. TWO FATAL. 20000402006249A (.23) AT APPROX. 1200 ON 4/2/00, MR. MICHAEL CRALLE WAS THE PILOT IN COMMAND OF N9055T, A CESSNA 182. MR. CRALLE WAS CONDUCTING AERIAL PIPELINE PATROL NEAR BROWNFIELD, TX. FOR AMERICAN PATROLS, INC., WHEN HE SPOTTED WHAT APPEARED TO BE AN OIL LEAK. MR. CRALLE WAS TRYING TO GET THE ATTENTION OF TWO OIL FIELD WORKERS WHO WERE IN A NEARBY OIL FIELD. ACCORDING TO THE TWO WITNESSES, THE A/C WAS IN A STEEP LEFT HAND BANK (THEY STATED APPROX. 90 DEGREE) WHEN IT STRUCK THE GROUND APPROX. 300 FT FROM THEIR POSITION. THEY STATED THE A/C STARTED OUT HIGH IN THE TURN, APPROX. 500 FT, WHEN IN THE TURN IT BEGAN LOSING ALTITUDE UNTIL STRIKING THE GROUND. MR. CRALLE SUFFERED MINOR INJURIES DURING THE ACCIDENT. MR. CRALLE DOES NOT REMEMBER THE MOMENTS PRIOR TO THE ACCIDENT. 20000402006339A (-23) SILICONE WAS USED TO INSTALL A COMPONENT INSIDE THE AIRCRAFT FUEL TANK. THE SILICONE DISSOLVED AND SUBSEQUENTLY CLOGGED THE FUEL FILTER CAUSING THE ENGINE TO FAIL. 20000402006359A (-23) PILOT STATED HE TOOK OFF WITH A PASSENGER ONBOARD WITH WIND BLOWING PERPENDICULAR TO TAKEOFF DIRECTION. AFTER OBTAINING AN ALTITUDE OF APPROXIMATELY FIFTY FEET, PILOT RECOGNIZED THE AIRCRAFT WOULD NOT CLIMB ANY FURTHER. WHILE MANEUVERING ON TAKEOFF, PILOT TURNED DOWNWIND, LOST ALTITUDE, STRUCK A LARGE TREE, AND FELL TO THE GROUND COMING TO REST IN A RAVINE. 20000402006499A (-23) PILOT ATTEMPTED A NIGHT TAKEOFF ON A SOD RUNWAY WITH A SLOT. THE PILOT ROTATED THE AIRCRAFT AND LOST VISUAL ON THE SLOT. AIRCRAFT CONTROL WAS NOT MAINTAINED AND AIRCRAFT DRIFTED LEFT INTO TREES. THE PILOT PULLED BACK SHARPELY AND STALLED AIRCRAFT ACCORDING TO PILOT WITNESS AND AIRCRAFT ROLLED BACK 180 DEGREES INTO A NOSE DOWN ATTITUDE AND IMPACTED THE GROUND. THE PILOT WAS FATAL AND PASSENGER MINOR INJURIES. (.4) ON APRIL 2, 2000, ABOUT 2038 CENTRAL DAYLIGHT TIME, A CESSNA 177RG, N1997Q, REGISTERED TO A PRIVATE INDIVIDUAL, COLLIDED WITH TREES THEN THE GROUND DURING TAKEOFF FROM A PRIVATE AIRSTRIP NEAR CHIPLEY, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE-RATED PILOT WAS FATALLY INJURED. A PASSENGER SUSTAINED SERIOUS INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENTACCORDING TO THE PILOT'S FATHER-IN-LAW WHO IS THE OWNER OF THE AISTRIP AND IS A PILOT AND AIRPLANE MECHANIC, THE AIRPLANE WAS SCHEDULED TO LAND AT HIS AIRSTRIP AROUND 1700 HOURS BUT DID NOT LAND UNTIL 1830 HOURS. AFTER LANDING, HIS SON-IN-LAW IMMEDIATLEY STARTED FLIGHT PLANNING FOR A FLIGHT TO THE PEACHTREE CITY ARIPORT ANF CALLED A FLIGHT SERVICE STATION. THE PILOT'S FATHER-IN-LAW STATED THAT THE PILOT WAS "SO ADAMANT ABOUT FLYING OUT THAT NIGHT." HE ADVISED THE PILOT THAT LIGHTING AT THE DEPARTURE END OF THE SOUGH RUNWAY AND ALSO A LIGHT ON A FENCEPOST HALF-WAY DOWN THE RUNWAY WOULD ORIENT HIM AS HE WOULD BE FLYING INTO DARKNESS. THE PILOT "AGREED TO THIS BUT INSISTED THAT HE COULD SEE THE HORIZON." A FLASHLIGHT WAS PLACED ON THE FENCEPOST THAT BORDERED THE WEST SIDE OF THE RUNWAY ABOUT MIDPOINT OF THE RUNWAY AND A CAR WAS POSITIONED AT THE DEPARTURE END OF THE RUNWAY 19, FACING TOWARDS THE APPROACH END OF THE RUNWAY WITH "DIM LIGHTS". HE REPORTED WAITING 30 MINUTES OR BETTER FOR THE PILOT TO PERFORM A PREFLIGHT RUN-UP AND GET READY TO DEPART. THE FATHER-IN-LAW REPORTED THAT WHILE WAITING FOR THE FLIGHT TO DEPART, HE ADVISED HIS DAUGHTER WHO WAS WITH HIM THAT THE PILOT WAS TAKING TOO LONG AND "I DIDN'T LIKE THIS." SHORTLY AFTER SAYING THIS HE HEARD THE ENGINE REV AND THE PILOT BEGAN THE TAKEOFF ROLL. AFTER ROTATION THE AIRPLANE BANKED 10-15 DEGREES TO THE LEFT AND, "HE WAS HALFWAY FROM THE CENTERLINE OF THE RUNWAY TO THE EDGE OF THE TREES WITH A GRADUAL INCREASED BANK (MAX 15-20 DEGREES). THEN THE AIRPLANE WENT INTO A STEEP PITCH AND FURTHER INCREASED BANK." THE AIRPLANE COLLIDED WITH A TREE APPROX. 30 FEET ABOVE GROUND LEVEL (AGL), CONTINED TO CLIMB UP THE TREE THEN "TURNED FROM AN ALMOST VERTICAL NOSE UP TO A VERTICAL NOSE DOWN ATTITUDE TO THE RIGHT AND HIT THE GROUND." THE FATHER-IN-LAW ALSO REPORTED THAT THE ENIGNE SOUNDED AS IF IT WERE PRODUCING FULL POWER DURING THE TAKEOFF AND WHEN HE ARRIVED AT THE WRECKAGE, THE FUEL SELECTOR VALVE WAS POSITIONED TO THE "BOTH" POSITION. THE FATHER-IN-LAW REPORTED THAT AT THE TIME OF THE ACCIDENT, THE VISIBILITY WAS 2-3 MILES AND IT WAS DARK. 20000402006529A (-23) AWE 563 B757-200, 910AW, ORLANDO, FL. TO LAS VEGAS ENCOUNTERED SEVERE TURBULENCE AT FL350 OVER ABILENE, TX AT 022100 PDT. 190 PASSENGERS, NO INJURIES. THE SEAT BELT SIGN WAS ON. TWO FLIGHT ATTENDANTS INJURED; ONE WITH A FRACUTRED ANKLE, THE OTHER WITH A SPRAINED ANKLE. ARRIVED LAS VEGAS, NV AT 022231 PDT. THERE WAS NO AIRCRAFT DAMAGE. 20000402007609A (-23) DURING CURISE FLIGHT THE CLUTCH SLIPPED CAUSING THE ENGINE TO OVERSPEED AND THE ROTOR RPM TO DECAY. IN THE ENSUING AUTOROTATION TO LANDING IN AN OPEN FIELD THE AIRCRAFT FLEW THRU AN ELECTRIC FENCE LANDING HARD ON ITS RIGHT SIDE. 20000402010339A (-23) THE PILOT WAS CLEARED FOR A SHORT APPRAOCH TO RUNWAY 20 AT THE SACRAMENTO EXECUTIVE AIRPORT. THE PILOT REDUCED POWER ON RV-6, N4419Q, AND MADE A CLOSE IN BASE TO A SHORT FINAL. DURING THE TURN, THE PILOT ALLOWED THE AIRPLANE TO GENERATE A HIGH SINK RATE CAUSING THE LEFT WING TIP TO STRIKE THE PAVEMENT, AND RESULTING IN DAMAGE TO THE LANDING GEAR, AND SUBSTANTIAL DAMAGE TO THE AIRCRAFT. 20000402013449A (-23) A/C ENGINE LOST POWER DURING CRUISE FLIGHT. DURING FORCED LANDING THE A/C STRUCK A TREE CAUSING SUBSTANTIAL DAMAGE. MECHANIC WILL FORWARD M OR D TO THE MSP FSDO AFTER DISASSEMBLY OF ENGINE. 20000402013819A (-23) WHILE ENROUTE FROM FCH TO O32 THE ENGINE FAILED CAUSING A FORCED LANDING. LATE IN THE APPROACH THE PILOT SAW POWERLINES IN HIS WAY, HE PITCHED UP TO AVOID THEM CAUSING THE WING TO STALL. THE AIRCRAFT STRUCK THE GROUND IN A NOSE LOW ATTITUDE CAUSING SUBSTANTIAL DAMAGE. (.4)ON APRIL 2, 2000, AT 0818 HOURS PACIFIC DAYLIGHT TIME, AN UNREGISTERED AND NONCERTIFICATED QUICKSILVER SPRINT 2 AIRPLANE COLLIDED WITH THE GROUND WHILE MANEUVERING FOR A FORCED LANDING NEAR FRESNO, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY A TOTAL LOSS OF ENGINE POWER DURING CRUISE. THE AIRCRAFT WAS OWNED AND OPERATED BY THE PILOT, WHO DOES NOT HOLD A PILOT OR MEDICAL CERTIFICATE. THE PILOT WAS THE SOLE OCCUPANT OF THE TWO-PLACE AIRPLANE AND WAS NOT INJURED. THE PILOT INTENDED THE OPERATION TO BE UNDER 14 CFR PART 103; HOWEVER, THE AIRPLANE EXCEEDS 254 POUNDS, IS A TWO-PLACE VEHICLE NOT INTENDED FOR TRAINING, AND HAS A FUEL CAPACITY GREATER THAN 5 GALLONS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FIELD FOR THE PERSONAL CROSS-COUNTRY FLIGHT, WHICH ORIGINATED AT THE FRESNO CHANDLER AIRPORT AT 0800 AS A NONSTOP FLIGHT TO REEDLY, CALIFORNIA. THE PILOT STATED TO RESPONDING FRESNO POLICE DEPARTMENT OFFICERS, AND, SUBSEQUENTLY TO FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS THAT HE WAS FLYING ABOUT 1,200 FEET MSL WHEN THE ENGINE BEGAN TO RUN ROUGHLY, THEN QUIT ALTOGETHER. HE WAS ATTEMPTING TO LAND IN A FIELD WHEN HE OBSERVED POWER LINES IN HIS PATH. DURING THE PULL-UP MANEUVER TO AVOID THE WIRES, THE AIRPLANE STALLED AND CRASHED IN THE FIELD. DISASSEMBLY OF THE ROTAX 503 ENGINE REVEALED THAT THE NO. 2 PISTON WAS SCORED AND HEAT DISCOLORED, AND HAD SEIZED IN THE CYLINDER. REVIEW OF FAA AIRCRAFT AND AIRMAN RECORDS DISCLOSED NO RECORD THAT THE AIRPLANE HAD EVER BEEN REGISTERED OR ISSUED AN AIRWORTHINESS CERTIFICATE. NO RECORD WAS FOUND THAT THE PILOT HAD EVER BEEN ISSUED A PILOT OR MEDICAL CERTIFICATE. A CHECK OF FAA RECORDS IN THE FRESNO FLIGHT STANDARDS DISTRICT OFFICE FOUND NO EVIDENCE THAT THE PILOT/OWNER OF THE AIRPLANE HAD EVER BEEN ISSUED A WAIVER IN ACCORDANCE WITH 14 CFR 103.5. 20000402019609I (-23)ON APRIL 2, 2000, AT APPROXIMATELY 1220 EDT, ^PRIVACY DATA O^ WAS DEPRTING RUNWAY 24 AT BROOKHAVEN AIRPORT (HWV), IN CE-180A, N5376D. THE VISIBILITY WAS REPORTED AS 10 STATUTE MILES AND CLEAR WINDS FROM 200 DEGREES AT 11 KNOTS, GUSTING TO 20 KNOTS. DURING THE TAKEOFF ROLL, AT APPROXIMATELY 50 MPH, THE PILOT STATED THE LEFT WING ROSE INTO THE AIR AND THE PILOT WAS UNABLE TO REGAIN CONTROL OF THE AIRCRAFT. THE RIGHT WING DIPPED, STRIKING THE RUNWAY AND THE AIRCRAFT NOSED FORWARD CAUSING THE PROPELLER AND SPINNER TO STRIKE THE RUNWAY. THE PROPELLER AND SPINNER WERE SUBSTANTIALLY DMAAGED AND THERE WAS SUBSTANTIAL DMAAGE TO THE RIGHT WING TIP. NO STRUCTURAL DAMAGE TO THE AIRCRAFT WAS OBSERVED AND THERE WERE NO INJURIES REPORTED. 20000402019779I (-23) CRANKCASE BREATHER TUBE BECAME CLOGGED CAUSING THE FUEL PRESSURE TO INCREASE BEYOND LIMITS. AFTER TAKEOFF THE AIRCRAFT LOST POWER AND RETURNED TO THE AIRPORT FOR A PRECAUTIONARY LANDING. MECHANIC WILL COMPLETE AND SEND AN M OR D FORM TO THE MSP FSDO. 20000402019849I (-23) PILOT LANDED WITH EXCESSIVE AIRSPEED. PILOT WAS UNABLE TO STOP THE AIRCRAFT ON THE RUNWAY AND EXITED THE END OF THE RUNWAY. 20000402022779I (-23)FAILURE OF A SINGLE ELECTRICAL COMPONENT CAUSED FAILURE OF ALL ATTITUDE AND DIRECTIONAL GYROS IN A TRANSPORT CATEGORY AIRCRAFT. 20000402032199I (-23)ON APRIL 2, 2000, N2165W DEPARTED WARRENTON-FAQUIER, VA (W66) ON A PERSONAL FLIGHT SUBSEQUENT TO MAINTENANCE HAVING BEEN PERFORMED ON THE LANDING GEAR. WHILE IN THE LANDING PATTERN FOR W66, THE LANDING GEAR WOULD NOT EXTEND. WEATHER FACTORS PROMPTED THE PIC TO DIVERT TO CULPEPER, VA (CJR), WHERE FURTHER ATTEMPTS TO LOWER THE GEAR WERE UNSUCCESSFUL. THE AIRCRFT LANDED AT CJR WITH THE NOSE GEAR PARTIALLY EXTENDED, AND SETTLED ON ITS NOSE DURING THE LANDING ROLLOUT. 20000402042059A (-23) ON APRIL 2, 2000, ABOUT 1300 ALASKA DAYLIGHT TIME, A WHEEL EQUIPPED CESSNA 150M AIRPLANE, N704GK, SUSTAINED SUBSTANTIAL DAMAGE WHILE LANDING ON A SNOW COVERED AIRSTRIP. THE STUDENT PILOT HAD RENTED AN AIRCRAFT IN ORDER TO COMPLETE HIS SOLO CROSS-COUNTRY FLIGHT TO SKWENTNA, ALASKA. WHILE ENROUTE THE STUDENT PILOT MISTAKENLY IDENTIFIED THE ACCIDENT AIRSTRIP AS SKWENTNA. WHILE ON APPROACH TO THE SOUTH, THE AIRMAN STATED HE REALIZED THAT HE WAS NOT AT HIS INTENDED DESTINATION AIRPORT. AS THE AIRMAN CONTINUED HIS MISSED APPROACH AT TREE LEVEL, A GUST OF WIND PUSHED THE AIRCRAFT TO THE GROUND CAUSING THE AIRCRAFT TO FLIP ON IT'S BACK. INVESTIGATION INTO THIS MATTER HAS REVEALED THAT THE AIRCRAFT WAS WITHIN A 100 HOUR INSPECTION, HOWEVER OUT OF ANNUAL INSPECTION. 20000403005649A (-23)SEE ATTACHMENT FROM PTRS:04/03/200-RECEIVED NOTIFICATION FROM FTW COMM CENTER THAT AIRCRAFT WAS LOST FROM LCH APPH RADAR AT 1125Z AT THE LLA 244/028 FIX AT 4000' ON IFR FLIGHT PLAN FROM LFT TO SGR. 04/11/2000-SEARCH AND RESCUE EFFORTS CONDUCTED BY US COAST GUARD, CAP, AND LOCAL LAW ENFORCEMENT WAS SUSPENDED WITH NO FINDINGS. 20000403020199I (-23)ON APRIL 3, 2000, APPROXIMATELY TWENTY MINUTES INTO THE FLIGHT (CRUISE), TWO FLIGHT ATTENDANTS WORKING AFT SUSTAINED INJURIES WHEN THEY WERE THRONW ABOUT THE CABIN. THE FLIGTHATTENDANTS INDICATED THAT IT HAD BEEN BUMPY MOST OF THE DAY AND THE CAPTAIN TOLD THEM TO SIT DOWN WHEN IT WAS NECESSARY. THE UNEXPECTED TURBULENCE SOUNDED TO THE FLIGHT ATTENDANTS LIKE A LOUD BOOM MORE THEN ONCE. TWO FLIGTH ATTENDANCE SUSTAINED INJURIES AND WERE TRANSPORTED TO THE HOSPITAL IN KANSAS CITY, MO. WHERE THEY WERE TREATED AND RELEASED. ONE FLIGHT ATTENDANT HAD A SHOULDER INJURY AND THE OTHER A LOWER BACK INJURY. THE FLIGHT ATTENDANT WITH THE BACK INJURY WAS UNABLE TO BE MOVED. THEREFORE, SHE REMAINED ON THE GALLEY FLOOR DURING LANDING WIHTOUT THE BENEFIT OF A SEATBELT/SHOULDER HARNESS. THERE WAS A DEADHEADING CREW WHO FILLED IN AND WOURKED THE FLIGHT TO LAX. (NOTE: F/A STATEMENTS ARE ON FILE AT MCI FSDO). THIS INCIDENT #CE2000IAC038 IS CONSIDERED CLOSED WITH THIS REPORT. PTRS #CE5200005305 20000403021889I (-23)AIRPLANE LANDED HARD JUST SHORT OF THE RUNWAY ON THE LEFT MAIN GEAR AND THE LEFT WING TIP. POWER WAS APPLIED AS THE AIRCRAFT TRAVELED LEFT OFF THE RUNWAY TOWARDS ROUGH TERRAIN. AIRCRAFT WAS BROUGHT BACK INTO THE AIR AND RESUMED FLIGHT. BECAUSE OF THE UNKNOWN CONDITION OF THE LANDING GEAR AND THAT NO PERSON WAS AVAILABLE AT LAKIN TO CONFIRM THE LANDING GEAR CONDITION, THE AIRCRAFT WAS FLOWN TO JOHNSON, KS. AT JOHNSON THE LANDING GEAR CONDITION WAS CONFIRMED BY A FLY-BY AND THE AIRCRAFT WAS LANDED WITHOUT FURTHER INCIDENT. 20000403023069I (-23)ON 4/3/00 AT 0900 LOCAL TIME ATLANTIC COAST AIRLINES F-7957, A CL-600, N627BR, DEPARTED IND AND DURING CLIMB THE RIGHT ENGINE OIL PRESSURE WARNING LIGHT ILLUMINATED. THE CREW SHUT DOWN THE RIGHT ENGINE. ATLANTIC COAST MECHANICS REMOVED AND REPLACED THE O-RING ON THE #2 EDP. NUMBER 2 ENGINE SERVICE DIFFICULTY REPORT WAS SUBMITTED TO THE FAA BY ATLANTIC COAST AIRLINES. 20000403043589A (-23) LANDING ON RUNWAY 17 AT PENN VALLEY (SEG), AIRCRAFT STALLED APPROXIMATELY 10 FEET ABOVE THE GROUND. AIRCRAFT DRIFTED LEFT. PILOT ATTEMPTED TO CORRECT, AIRCRAFT STALLED AND NOSED INTO THE GROUND. 20000404007529A (-23) THE AIRCRAFT DEPARTED DVT ON 04/04/00 AT APPROXIMATELY 1800 HOURS ON RUNWAY 7R. AFTER CLIMBING TO 2500 FEET PILOT REDUCED POWER TO CLIMB SETTING. THE ENGINE IMMEDIATELY FELL TO 1000 RPM AND WOULD NOT RESPOND TO THROTTLE INPUT. THE PILOT PLACED THROTTLE TO FULL POSITION, CHECKED MIXTURE, AND USED MANUAL FUEL PUMP. FUEL PRESSURE WAS VERIFIED. THE PILOT RADIOED DVT TOWER AND ATTEMPTED TO RETURN TO LAND ON RUNWAY 25L. THE PILOT WAS UNABLE TO REACH THE RUNWAY AND WAS FORCED TO LAND ON A DIRT ROAD APPROXIMATELY ONE QUARTER MILE SHORT OF RUNWAY 25L THRESHOLD. DURING LANDING ROLLOUT THE LANDING GEAR COLLAPSED AND DEPARTED THE AIRCRAFT. THE AIRCRAFT FLIPPED OVER FORWARD AND CAME TO REST UPSIDE DOWN. NO INJURIES WERE SUSTAINED. (.4) ON APRIL 4, 2000, AT 1804 HOURS MOUNTAIN STANDARD TIME, A HOMEBUILT MUXLOW PITTS S-1C, N27DM, EXPERIENCED A LOSS OF ENGINE POWER AFTER TAKEOFF FROM THE DEER VALLEY AIRPORT, PHOENIX, ARIZONA. THE AIRPLANE NOSED OVER DURING THE SUBSEQUENT OFF-AIRPORT FORCED LANDING. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT WAS NOT INJURED. THE LOCAL AREA FLIGHT WAS CONDUCTED AS A PERSONAL FLIGHT UNDER THE P ROVISIONS OF 14 CFR PART 91, AND WAS ORIGINATING AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE DEPARTED RUNWAY 7R TO THE EAST. HE CONTINUED HEADING EASTBOUND, AND ABOUT 2,500 FEET MEAN SEA LEVEL, HE REDUCED THE THROTTLE FROM TAKEOFF POWER. THE RPM DECREASED TO IDLE. THE PILOT APPLIED FULL THROTTLE AND ENSURED THAT THE MIXTURE WAS IN THE FULL RICH POSITION, THE FUEL SELECTOR WAS ON, AND THE MAGNETOS WERE POSITIONED TO "BOTH." THE RPM DID NOT INCREASE. HE TURNED LEFT TOWARD THE AIRPORT AND NOTED AN OPEN AREA IN THE DESERT. A FORCED LANDING ENSUED, WHICH RESULTED IN THE AIRPLANE NOSING OVER AND COMING TO REST INVERTED. THE TERRAIN WAS ROUGH, AND THE AIRCRAFT SUSTAINED DAMAGE TO THE LANDING GEAR, UPPER LEFT WING PANEL, RUDDER, AND VERTICAL STABILIZER. THE PILOT REPORTED THAT FOLLOWING THE ACCIDENT, THE THROTTLE LEVER WAS IN THE FULL OPEN POSITION AND THE MIXTURE LEVER WAS IN THE FULL RICH POSITION. HE STATED THAT WHEN HE MANIPULATED THE THROTTLE HANDLE IN THE COCKPIT, THE THROTTLE LINKAGE OPERATED. THE OPERATOR DID NOT PROVIDE A PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, NTSB FORM 6120.1/2. 20000404010179A (-23) AIRCRAFT LOST POWER ON CLIMB OUT, JUST MISSING POWER LINES AT THE END OF AIRPORT PROPERTY. PILOT TRIED TO CIRCLE TO LAND AND CLIPPED TWO TREES, THEN CRASHED INTO TREES WITH POWER LINE IN THE TREES. AIRCRAFT CAUGHT ON FIRE AT IMPACT. AIRCRAFT DESTROYED. (.4) ON APRIL 4, 2000, ABOUT 1035 CENTRAL DAYLIGHT TIME, A CESSNA 152, N46912, REGISTERED TO MIDDLE TENNESSEE STATE UNIVERSITY, OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, CRASHED ON TAKEOFF CLIMB IN THE VICINITY OF MURFREESBORO, TENNESSEE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED BUT NOT ACTIVATED. THE AIRPLANE WAS DESTROYED BY POSTCRASH FIRE, AND THE CFI-RATED PILOT AND STUDENT PILOT WERE NOT INJURED. THE FLIGHT DEPARTED ONE MINUTE BEFORE THE ACCIDENT. ACCORDING TO THE CFI, THE FLIGHT HAD JUST DEPARTED RUNWAY 36 AT MURFREESBORO MUNICIPAL AIRPORT. AT ABOUT 100 FEET AGL, WHILE IN DEPARTURE CLIMB, THE ENGINE BEGAN TO RUN ROUGH, CONTINUED CLIMB BECAME IMPOSSIBLE, AND THE AIRPLANE COLLIDED WITH A TREE AND POWER LINES LESS THAN 1/2 MILE NORTH OF THE AIRPORT. THE EMPENNAGE SEPARATED AND REMAINED ENTANGLED IN THE POWER LINES AND THE FUSELAGE LAN DED AT THE BASE OF A STAND OF TREES AND BURNED. ACCORDING TO THE STUDENT, PREFLIGHT INSPECTION OF THE AIRCRAFT REVEALED NO DISCREPANCIES. SUMPING EACH FUEL TANK REVEALED NO WATER AND THE TANKS WERE FULL. THE ENGINE STARTED SMOOTHLY, RAN SMOOTHLY FOR THE TAXI, AND PRE-TAKEOFF ENGINE CHECKS WERE NORMAL. THE FLIGHT SCHOOL COULD NOT PROVIDE A RECORD OF FUEL FARM OR FUEL TRUCK CONTAMINATION CHECKS, BUT ACCORDING TO A FUEL TRUCK STATUS SHEET, N46912 WAS FUELLED WITH 6.6 GALLONS OF FUEL ON APRIL 3RD. AT SOME TIME AFTER THAT FUELLING ON APRIL 3RD, THE FUEL TRUCK STATUS SHEET SHOWS THE FOLLOWING ENTRIES: (1) "FILLED TRUCK" AND (2) "SUMPED TRUCK". ACCORDING TO THE LINE SERVICEMAN ON DUTY, IT WAS THE FLIGHT SCHOOL'S PROCEDURE TO, "REPORT ANY CONTAMINATION TO SOMEONE IN CHARGE". THE FLIGHT SCHOOL CONFIRMED NO REPORT WAS GIVEN FOR THAT DAY. ACCORDING TO AN FAA INSPECTOR, POSTCRASH FIRE LIMITED EXAMINATION OF THE ENGINE AND FUEL COMPONENTS. FUEL CONTAMINATION TESTING WAS IMPOSSIBLE DUE TO THE INTRODUCTION OF FIRE RETARDANT FOAM TO THE WRECKAGE BY FIRE RESCUE PERSONNEL; HOWEVER, CORRECT 100LL AVIATION FUEL WAS DETERMINED TO BE ABOARD. THE FUEL FILLER CAPS APPEARED PROPERLY SEALED AND VENTED AN D THE REMAINING VENT TUBE FROM THE LEFT WING WAS NOT OBSTRUCTED. THE FOUR FUEL TANK PICK-UPS WERE NOT OBSTRUCTED. SUBSEQUENT DISASSEMBLY EXAMINATION OF THE ENGINE REVEALED PROPER ACCESSORY DRIVE AND VALVE TRAIN RELATIONSHIP AND CONTINUITY. ALL EIGHT SPARK PLUGS REVEALED NORMAL ELECTRODE COLORING PER CHAMPION SPARK PLUGS CHECK-A-PLUG CHART AV-27 AND TESTED SATISFACTORILY. MAGNETO TIMING APPEARED CORRECT, AND BOTH MAGNETOS TESTED SATISFACTORILY. BORESCOPING AND COMPRESSION TESTING OF THE CYLINDERS PROVED SATISFACTORY. THE OIL FILTER REVEALED NO CONTAMINATION OR METAL PARTICLES. THE FIRE-DAMAGED CARBURETOR WAS REMOVED AND REVEALED NO REMNANTS OF DEBRIS IN THE FLOAT-BOWL OR THE FUEL STRAINER. THE THROTTLE PLATE WAS FOUND FULLY OPEN. 20000404010809A (-23) PILOT STATED SHE PLANNED TO MAKE A COUPLE OF STOP AND GO'S FOR PRACTICE. AFTER LANDING ON RUNWAY 33 WITH A SLIGHT BREEZE DOWNWIND SHIFTING TO A FULL CROSS WIND FROM THE WEST. THE CROSS WIND LED HER TO VEER THE AIRCRAFT TO THE LEFT OF THE RUNWAY. HER SLOW REACTION TO CORRECT FORCED HER TO VEER OFF TO THE LEFT. THE A/C TRAVELED OFF THE RUNWAY AND LANDING IN A DRAINAGE DITCH CAUSING THE A/C TO NOSE OVER. THE A/C CAME TO REST BETWEEN RUNWAY 33 AND THE TAXIWAY. 20000404010949A (-23) THE PILOT WAS ATTEMPTING TO LAND ON A PRIVATE AIRSTRIP IN CROSSWIND CONDITIONS. THE A/C WENT OFF THE SIDE OF THE RUNWAY, STRIKING A TREE. THE A /C WAS SUBSTANTIALLY DAMAGED. 20000404013899A (-23) AIRCRAFT DISCOVERED BY PARK RANGERS. DEMOLISHED AMONG MANGROVES. NO EVIDENCE OF PAX OR CARGO. UNABLE TO DETERMINE REGISTRATION. NO EVIDENCE AVAILABLE. "N" NUMBER UNREADABLE. OBVIOUSLY HAS BEEN IN LOCATION QUITE SOME TIME. PARK RANGERS ARRIVED ON SCENE VIA HELICOPTER AND WERE LOWERED BY HOIST AND CABLE. 20000404017939I (-5) PILOT ATTEMPTED TO LAND IN A FIELD - SAW APPROACHING POWER LINES AND WAS UNABLE TO CLIMB ABOVE THEM. MANUEVERED TO AND SHORT OF POWER LINES BUT TOP OF BALLOON STRUCK WIRES AT THE TOP OF THE BALLOON ENVELOPE. 20000404018179I (-23)N9611Y DEPARTED THE ANKENY, IA AREA ENROUTE TO OMAHA, NE, WHEN THIRTY MINUTES EAST OF OMAHA, NE, THE PILOT NOTICED THE OIL PRESSURE DROPPING AND SHUT DOWN THE LEFT ENGINE. THE PILOT LANDED SAFETLY AT OMAHA, NE. AFTER THE PILOT GOT OUT OF HIS AIRCRAFT, HE TRIED TO TURN THE PROPELLER AND HEARD A BANG. MAINTENANCE FOUND TWO POUNDS OF COMPRESSION IN THE NUMBER ONE CYLINDER. THE NEW ENGINE HAD BEEN INSTALLED SIX WEEKS BEFORE. THE ENGINE WAS SHIPPED FOR TEAR DOWN. 20000404018639I (-23)STUDENT PILOT LOST DIRECTIONAL CONTROL AFTER LANDING AND RAN OFF RUNWAY INTO GRASS. THIS WAS THE STUDENT PILOTS FIRST SUPERVISED SOLO FLIGHT. ^PRIVACY DATA OMITTED^ 20000404018679I (-23)MULTI-ENGINE STUDENTAND INSTRUCTOR WERE DONG TOUCH AND GO'S. STUDNET RAISED GEAR HANDLE INSTEAD OF FLAP HANDLE. INSPECTOR WAS ABLE TO MOVE GEAR HANDLE DOWN QUICKLY ENOUGH TO PREVENT MAINS FROM FOLDING. NOSE GEAR COLLAPSED. 20000404019469I (-23)ON 04/04/2000, AT APPROX. 1930PM PDT, ^PRIVACY DA^ LANDED N24869 IN A VACANT FIELD AT THE CORNER OF CEDAR AVE. AND SHEPHERD AVE. IN FRESNO CA. HE STATED THAT HIS ENGINE HAD RUN ROUGH AND HAD OVERHETED PRIOR TO LANDING. SHORTLY AFTER HE ATTEMPTED TO TAKEOFF BUT WAS UNABLE DUE TO THE ROUGH SURFACE OF THE FIELD. THE NEXT MORNING AT 0610 AM PDT, ^PRIVACY DA^ POSITIONED N24869 ON A PEDESTRIAN THOUROUGHFARE ADJACENT TO SHEPHERD AVE. AND PERFORMED TAKEOFF.WITNESSES STATE THAT HE BARELY CLEARED OBSTACLES AT THE END OF THE PATH. THE TAKEOFF WAS MADE WHILE PEDESTRIANS WHERE NEARBY. ^PRIVACY DA^ STATED HTAT HE DID NOT HAVE THE REPORTED MALFUNCTION IN THE ENGINE CORRECTED BY A MECHANIC PRIOR TO TAKEOFF. THE TAKEOFF WAS MADE PRIOR TO SUNRISE AND N24869 IS NOT EQUIPPED WITH POSITION LIGHTS. 20000404022759I (-23)ON APRIL 4, 2000 AT 1255 LOCAL TIME A CESSNA 152 REGISTERED TO GFK LEASING ENCOUNTERED A PARTIAL LOSS OF POWER DURING CRUIS FLIGHT WHILE ON A INSTRUCTIONAL FLIGHT. VISUAL FLIGHT RULES PREVAILED AT THE TIME AND NO FLIGHTPLAN WAS FILED. THE PIC MADE A PRECAUTIONARY LANDING WITH NO DMAAGE RESULTING AND THERE WERE NO INJURIES. THE PIC HOLDS A CFI CERTIFICATE. THE FLIGHT ORIGINATED AT THE GRAND FORKS, ND INTERNATIONAL AIRPORT (GFK). SUBSEQUENT INVESTIGATION FOUND #4 CYLINDER EXHAUST VALVE TO NOT BE OPERATING DUE TO LOSS OF PROPER ADJUSTMENT OF ROCKER SHAFT. LOCKNUT AND ADJUSTER BACKED OUT DUE TO IMPROPER TORQUE OF LOCKNUT. 20000405002049I (-23) ON APRIL 5, 2000 AT APPROX. 1900 PDT, N3048R WAS OPERATING FOR INSTRUCTIONAL PURPOSES. DURING THE LANDING APPROACH AT GRAND CANYON WEST (IG4) MR. SCHULTZ NOTICED NO LANDING GEAR INDICATING LIGHT SHOWING THAT GEAR WAS SAFELY DOWN AND LOCKED. HE CONFIRMED THAT THE NAVIATION LIGHTS WERE OFF AND IMMEDIATELY NOTICED THAT THE 5 AMP GEAR CONTROL CIRCUIT BREAKER HAD BEEN TRIPPED. HE RESET THE CIRCUIT BREAKER AND IT TRIPPED AGAIN AND DECIDED TO ABORT LANDING AND RETURN TO NORTH LAS VEGAS AIRPORT. UPON ARRIVAL IN THE PATTERN HE RESET THE CIRCUIT BREAKER AND TRIED TO EXTEND THE LANDING GEAR WITH THE CIRCUIT BREAKER TRIPPED AGAIN. HE RAN THROUGH THE MANUAL EXTENSION CHECKLIST AND USED THE EMERGENCY EXTENSION GEAR LEVER AND VERIFIED IN THE MIRROR ON THE ENGINE NACELLE THAT A GEAR WAS EXTENDED. HE RESET THE CIRCUIT BREAKER MOMENTARILY IDENTIFYING THAT BOTH MAIN GEARS WAS SHOWING THEY WERE DOWN AND LOCKED BY THE GEAR LIGHTS ILLUMINATING GREEN, BUT NOTICED THAT THE NOSE GEAR LIGHT WAS NOT ILLUMINATED. HE PHYSICALLY SWITCHED THE GREEN LIGHTS TO CONFIRM THEY WERE ALL WORKING AND REQUESTED TO HEAD OUT TO THE PRACTICE AREA AND NOTIFIED TOWER THAT HE WAS HAVING PROBLEMS WITH THE LANDING GE AR. THEY ARRIVED AT THE PRACTICE AREA AND EXECUTED SOME MANEUVERS, TO GET THE NOSE GEAR TO PRODUCE A DOWN AND LOCKED INDICATION WITH NEGATIVE RESULTS. NEXT HE PULLED BACK THE THROTTLES PAST THE MICRO SWITCH TO SEE IF THE GEAR WARNING LIGHT WOULD ILLUMINATE AND LISTENED FOR THE WARNING HORN. THE HORN DID NOT SOUND NOR DID THE LIGHTS ILLUMINATE. ADDITIONALLY HE EXTENDED THE FLAPS TO TWENTY-FIVE DEGREES TO CHECK FOR WARNING INDICATIONS WITH NONE PRESENT. HE CALLED TOWER AND NOTIFIED THEM OF HIS CONDITION AND DECLARED AN EMERGENCY. PERFORMED TWO LOW APPROACHES BY THE TOWER AND THEY CONFIRMED THAT THE LANDING GEAR WAS SHOWING TO BE DOWN. TOWER CLEARED HIM FOR LANDING ON RUNWAY TWO-FIVE AND LANDED AIRCRAFT SAFELY. WILL HAVE MAINTENANCE ISSUE A M OR D REPORT AFTER DISCREPANCIES HAVE BEEN FOUND. 20000405009069A (-23) PILOT STATED THAT HE WAS FAST (AIRSPEED) ON APPROACH AND TOUCHED DOWN APPROX. 1500 FEET DOWN THE 2500 X 25 RUNWAY. EYE-WITNESSES STATED THE WINDS WERE APPROX. 90 DEGREES TO THE RUNWAY (RWY 29) AT 10 TO 15 KNOTS. PILOT STATED THAT DURING THE REJECTED LANDING ATTEMPT HE "SHOVED THE THROTTLE FORWARD" AND THE ENGINE SPUTTERED, THEN BEGAN RUNNING SMOOTHLY.HE STATED THAT HE TURNED LEFT TO AVOID THE POWER LINES WHICH WERE APPROX. 1/2 NM FROM END OF RUNWAY AND THE LEFT WINGTIP STRUCK A TREE. THE AIRPLANE "CART-WHEELED" TO THE LEFT AND CAME TO REST UPRIGHT ABOUT 300 FT TO THE LEFT OF THE EXTENDED CENTERLINE OF RWY 29. APPROX. 5 FT OF THE LEFT WING WAS SEPARATED FROM THE AIRPLANE AND THE EMPENNAGE WAS TWISTED APPROX. 30 DEGREES. THE PILOT SUFFERED MINOR INJURIES. POST ACCIDENT INVESTIGATION REVEALED NO EVIDENCE OF AIRWORTHINESS DISCREPANCIES. (.4)ACCORDING TO THE PILOT, HE FLEW THE FINAL APPROACH TO THE RUNWAY AT 70 KNOTS. HE STATED THAT HE 'BOUNCED [THE AIRPLANE] TRYING TO LAND.' THE PILOT INITIATED A GO-AROUND AND APPLIED FULL THROTTLE, BUT THE ENGINE DID NOT RESPOND IMMEDIATELY. HE STATED THAT WHEN THE ENGINE DID RESPOND, HE WAS NEAR THE END OF THE RUNWAY. AS THE AIRPLANE STARTED TO CLIMB HE INITIATED A LEFT TURN TO AVOID HIGH TENSION WIRES, DURING WHICH THE AIRPLANE'S LEFT WING CONTACTED TREES. SUBSEQUENTLY, THE AIRPLANE STALLED, IMPACTED THE GROUND, AND CAME TO A STOP UPRIGHT. A WITNESS REPORTED THAT THE PILOT INITIATED THE GO-AROUND WHEN THE AIRPLANE WAS ABOUT 3/4 OF THE WAY DOWN THE RUNWAY. 20000405012329A (-23) ON APRIL 5, 2000, AT APPPROX. 1830, ^PRIVACY DATA OM^ SAW WHAT HE THOUGHT TO BE A "HOMEMADE" AIRPLANE ENTER WHAT APPEARED RO BE A STALL SPIN WHEN ENTERING DOWNWIND FOR RE22 AT ORANGE COUNTY AIRPORT. ^PRIVACY D^ STATED THAT AT APPROX. 400 FT. THE PILOT ALMOST HAD THE PLANE RECOVERED FROM THE SPIN, BUT AT THE POINT IT WENT INVERTED AND THEN WENT VERTICALLY INTO THE GROUND. (.4)THE SINGLE-ENGINE EXPERIMENTAL HOMEBUILT AIRPLANE IMPACTED THE TERRAIN WHILE MANEUVERING IN DAY VISUAL METEOROLOGICAL CONDITIONS IN THE LOCAL AREA. WITNESSES HEARD THE ENGINE STALL, QUIT, AND RESTART. OTHER WITNESSES OBSERVED THE AIRPLANE STALL AND SPIRAL DOWN TOWARDS THE GROUND IN A CLOCKWISE DIRECTION. THE AIRPLANE IMPACTED TERRAIN IN A NOSE LOW ATTITUDE. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. ACCORDING TO THE MANUFACTURER REPRESENTATIVE, WHO EXAMINED THE ENGINE, 'THERE WAS NO ENGINE CONDITION IDENTIFIED WHICH COULD BE DIRECTLY ASSOCIATED TO ENGINE FAILURE OR STOPPAGE.' IT COULD NOT BE DETERMINED WHICH OF THE TWO PRIVATE PILOTS ABOARD THE AIRPLANE WAS ON THE FLIGHT CONTROLS AT THE TIME OF THE ACCIDENT. 20000405013479A (-23)1. THE RUNWAY CONDITIONS WERE SNOW PACKED AND ICY. 2. WEATHER CONDITIONS AT THE TIME WERE GUSTY AND TURBULENT WINDS. 3. DIRECTIONAL CONTROL OF THE AIRCRAFT COULD NOT BE MAINTAINED DURING THE END OF THE LANDING ROLLOUT. 20000405014919I (-23) ON 04-05-00 AT 1300 HOURS LOCAL ^PRIVACY DA^ WAS PILOT IN COMMAND OF CESSNA 150-J, N60308. AT THE TIME ^PRIVACY DA^ WAS LANDING N60308 ON RWY 23 AT ANDERSON COUNTY AIRPORT, ANDERSON, SC. AT TOUCHDOWN ^PRIVACY DA^ LOST DIRECTIONAL CONTROL OF HIS AIRCRAFT, AND THE AIRCRAFT SWERVED OFF THE RUNWAY. THE RIGHT WING TIP, AND PROPELLER STRUCK THE GROUND. THERE WERE NO PASSENGERS AND NO INJURIES REPORTED. 20000405015379A (-23) THE A/C, N86BE, WAS CLEARED FOR VOR-A APPROACH TO THE MARIANNA, FL. AIRPORT. VISUAL METEOROLOGICAL CONDITIONS EXISTED, AND OVER THE VOR THE PILOTS REPORTED THE AIRPORT IN SIGHT AND CANCELED IFR. THE AIRPORT IS LOCATED 4 NM ON THE 316 RADIAL FROM THE MAL-VOR. THE PILOTS ENTERED A TIGHT RIGHT BASE LEG FOR RWY 36 AND OVERSHOT THE CENTERLINE. WITNESS REPORTED THE A/C VERY LOW IN A RIGHT TURN AND SUDDENLY PITCHED NOSE UP JUST PRIOR TO IMPACTING THE TREES WHICH ARE LOCATED WEST OF THE CENTER LINE RWY 36. THE A/C CUT THROUGH THE TREES FOR APPROX. 574 FEET BEFORE THE RIGHT WING IMPACTED AN EMBANKMENT NEXT TO A PAVED ROAD. THE A/C CAUGHT FIRE, FLIPPED, AND SLID APPROX. 800 FEET ALONG THE ROAD BEFORE COMING TO REST ON ITS BELLY. THE A/C BURNED COMPLETELY FORWARD OF THE ENGINES. THE ENGINES WERE REMOVED AND SENT TO GARRETT TO DETERMINE CONDITION AT IMPACT. 20000405022639I (-23)ON 4-5-00 GULFSTREAM G-IV AIRCRAFT, N314GA WAS OCNDUCTING A TAXI OF BRAKING SYSTEM. THE RIGHT BRAKE LOCKED AND CAUSED THE RIGHT TIRE TO BLOW OUT, CAUSING A SMALL FIRE AT THE TIGHT MAINLANDING GEAR. FIRE WAS QUICKLY EXTINGUISED BY LGB AIRPORT FIRE DEPARTMENT, WHEELS AND TIRES REPLACED, AND THE AIRCRAFT RELOCATED TO GULFSTREAM SERVICE CENTER. PRE AND POST INCIDENT MAINTENANCE DID NOT REVEAL ANY MALFUNCTION OF THE BRAKE SYSTEM. THE BRAKE LOCK CONDITION WAS ATTRIBUTED TO THE COMBINATION OF A BRAKE SYSTEM CROSS OVER CABLE INSTALLED FOR TROUBLESHOOTING (RENDERING ANTI-SKID SYSTEM INOPERATIVE), AND PILOT HEAVY LEFT BRAKE IPUT WHEN AIRCRAFT VEERED TO THE RIGHT (APPLYING CUMULATIVE HIGH PRESSURE TO THE RIGHT BRAKE). 20000406004179I PRIOR TO LANDING, NO INDICTIONS OF A PROBLEM. ARICRAFT TOUCHED DOWN NORMALLY AND THEN DEPARTED THE RUNWAY TO THE RIGHT. PILOT HAD NO CONTROL OF THE TURN. HE APPLIED FULL LEFT RUDDER AND BRAKES AND SHUT THE ENGINE OFF. AIRCRAFT PITCHED UP ENOUGH TO CONTACT THE PROP TIP AND THE RIGHT TURN WAS SHARP ENOUGH THAT IT BENT THE NOSE WHEEL YOKE. 20000406005829A (-23) ON DEPARTURE FROM MEMORIAL FIELD, CHANLER, ARIZONA, PILOT CLIMBED PATTERN ALTITUDE OF 300 FT (AGL). A LOUD NOISE WAS HEARD FORM REAR OF HELICOPTER AND PILOT ENTERED AUTOROTATION. A BARBED WIRE FENCE APPEARED IN AURTOROTATIVE FLIGHT PATH AND PILOT ELECTED TO NOT "OVER SHOOT" THE LANDING, AND FLARED AND TOUCHED DOWN WITH NO FORWARD SPEED. THE LEFT LANDING SKID COLLAPSED AND MAIN ROTOR BLADE(S) CONTACTED THE TAIL BOOM. NO INJURIES, NO POST CRASH FIRE. (.4) ON APRIL 6, 2000, AT 0800 HOURS MOUNTAIN STANDARD TIME, A HOMEBUILT ROTORWAY EXEC 162F, N21901, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE MAIN ROTOR BLADES CONTACTED THE TAIL BOOM DURING AN AUTOROTATION NEAR THE MEMORIAL AIRPORT, CHANDLER, ARIZONA. THE HELICOPTER WAS BEING OPERATED BY ROTORWAY INTERNATIONAL UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. THE LOCAL AREA INSTRUCTIONAL FLIGHT ORIGINATED AT THE STELLAR AIR PARK NEAR CHANDLER AT AN UNKNOWN TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT WHILE AT 300 FEET AGL ON A DOWNWIND TRAFFIC PATTERN LEG , THEY HEARD A LOUD NOISE FROM THE REAR OF THE HELICOPTER. HE IMMEDIATELY ENTERED AN AUTOROTATIVE DESCENT. DURING THE DESCENT, HE CHECKED THE COCKPIT GAUGES AND FOUND NO DISCREPANCIES. HE DECIDED TO ROLL THE THROTTLE BACK ON. THE PILOT STATED THAT THE ENGINE RPM INCREASED, BUT NOT THE ROTOR RPM; THE NEEDLES WERE NOT COUPLED. THERE WAS A BARBED WIRE FENCE IN THEIR FLIGHT PATH, SO THE PILOT EXTENDED THE GLIDE, FLARED, AND LANDED HARD. THE LEFT LANDING GEAR SKID COLLAPSED AND THE MAIN ROTOR BLADES STRUCK THE TAIL BOOM. THE HELICOPTER SECONDARY SHAFT THAT TRANSMITS POWER FROM THE ENGINE TO THE MAIN ROTOR, THE WATER PUMP, THE FAN, THE TAIL ROTOR, AND THE LOWER FAN WAS EXAMINED IN THE SAFETY BOARD'S MATERIALS LABORATORY IN WASHINGTON, DC. THERE WERE MANY LIGHT SCRATCHES LONGITUDINAL TO THE SHAFT AXIS AND NUMEROUS SHORT CIRCUMFERENTIAL SCORE MARKS AND LIGHT SCRATCHES OBSERVED ON THE SURFACE OF THE SECONDARY SHAFT. THE SHAFT WAS IN TWO SECTIONS AND EXHIBITED A FRACTURE SURFACE THAT WAS ON A FLAT TRANSVERSE PLANE THAT CONTAINED MULTIPLE CRACK ARREST POSITIONS, TYPICAL OF FATIGUE CRACKING. ABOUT 20 PERCENT OF THE FRACTURE SURFACE ADJACENT TO THE ORIGIN AREA CONTAINED A RUST-COLORED DISCOLORATION. THE EDGE OF THE FRACTURE FACE HAD BEEN MECHANICALLY DAMAGED WHICH HAD OBLITERATED THE FRACTURE SURFACE DETAILS DIRECTLY ADJACENT TO THE ORIGIN AREA. THE BAND OF CIRCUMFERENTIAL MARKS ON THE SHAFT SURFACE WAS MEASURED, ADJACENT TO THE INITIATION SITE, AND WAS FOUND TO BE 0.16 INCHES WIDE. MEASUREMENT ADJACENT TO THE INITIATION SITE SHOWED THAT THE FIRST CIRCUMFERENTIAL SCORE MARK WAS 0.09 INCHES FROM THE FRACTURE FACE. 20000406006009A (-23) PILOT REPORTED THAT HE CIRCLED THE HERLONG AIRPORT TWICE, NOTING THAT THE WIND SOCK WAS BLOWING INTERMITTENTLY IN DIFFERENT DIRECTIONS. UPON LANDING, THE WIND BLEW THE AIRPLANE OFF OF THE RUNWAY AND INTO THE BARBED WIRE FENCE. THE PILOT REPORTED THAT HE PULLED THE MIXTURE CONTROL BEFORE HITTING THE FENCE. THE AIRPLANE WINGS SUSTAINED SUBSTANTIAL DAMAGE FROM THE STEEL FENCE POSTS. (.4)ON APRIL 6, 2000, AT 1930 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-24, N180BC, VEERED OFF THE RUNWAY AND IMPACTED A METAL FENCE AFTER LANDING AT THE HERLONG, CALIFORNIA, AIRPORT. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT WAS NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT, CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91, HAD ORIGINATED IN CRESWELL, OREGON, ABOUT 1800, AND WAS TERMINATING AT THE TIME OF THE ACCIDENT. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT AFTER FLYING OVER THE AIRPORT TO CHECK THE WIND CONDITIONS, HE PERFORMED A NORMAL LANDING TO RUNWAY 24. DURING THE LANDING ROLLOUT, WHILE AT ABOUT 50 MPH, A STRONG GUST OF WIND HIT HIM FROM THE LEFT. THE AIRPLANE VEERED TO THE RIGHT OFF THE RUNWAY, THEN CONTINUED THROUGH A METAL FENCE AND INTO A FIELD. THERE WAS DAMAGE TO THE LEFT WING, AILERON, AND LANDING GEAR. THE PILOT REPORTED THAT THE WINDS AT HERLONG AT THE TIME OF THE ACCIDENT WERE FROM THE SOUTHWEST AT 25 TO 35 KNOTS, GUSTING TO 35 KNOTS AND HIGHER. ACCORDING TO THE MANUFACTURER, THERE IS NO PUBLISHED MAXIMUM CROSSWIND COMPONENT FOR THE PA-24. 20000406007049A (-23) AIRCRAFT LOST POWER DURING AERIAL APPLICATION. PILOT DIVERTED TO AN OPEN, ADJACENT FILED FOR EMERGENCY LANDING. AIRCRAFT LANDING GEAR BOGGED DOWN CAUSING A NOSE OVER DURING ROLL OUT DMAAGED PROPELLER, LEADING EDGE OF RIGHT WING AND RUDDER. AIRCRAFT WAS RECOVERED AFTER FUEL WAS SAMPLED, AND FUEL FILTERS WERE INSPECTED WITH NEGATIVE FINDINGS. ACCIDENT OCCURED ON THIRD FLIGHT OF THE DAY WITH AN ESTIMATED 55 GALLONS OF FUEL REMAINING. FUEL SOURCE WAS RETESTED AND THE CAUSED OF THE MECHANICLA FAILURE WAS INVESTIGATED AND DETERMINED TO BE DUE TO FAILURE OF THE DIRECT DRIVE TORQUE SENSOR. MDR WILL BE SUBMITTED WITH PHOTOGRAPHS OF THE AIRCRAFT. 20000406009299A (-23) WITNESSES STATED THEY HEARD POWER SHUT DOWN AND OBSERVED THE A/C PITCH NOSE DOWN. AT THAT TIME THE A/C HIT ON THE NOSE WHEEL, THE NOSE PITCHED UP, THEN THE MAIN WHEELS CONTACTED THE RUNWAY. WHEN THE MAIN WHEELS CONTACTED THE RUNWAY THE A/C BOUNCED AND PITCHED NOSE AND LEFT WING DOWN. WITNESS JOE JOHNSON SAID "IT WAS UP SO FAR, I'M SURPRISED IT DIDN'T GO OVER". THIS IS WHEN THE LEFT PROPELLOR CONTACTED THE RUNWAY. THE PROPELLOR, HUB AND SPINNER DEPARTED THE A/C BY FRACTURING THE FLANGE FROM THE CRANK SHAFT. THE A/C THEN BOUNCED ON THE LEFT MAIN WHEEL AND PROPELLED THE A/C OVER AND ONTO THE RIGHT MAIN AND NOSE WHEEL, WHERE THE RIGHT PROPELLOR MADE CONTACT WITH THE RUNWAY. THE RIGHT PROPELLOR SHOWS SIGNS OF CONTACT WITH THE RUNWAY BY CURLING THE TIPS OF BOTH BLADES INWARD TOWARD THE HUB. THE A/C SETTLED ON ALL THREE WHEELS. THE PILOT THEN TAXIIED TO HOUSTON EXEC. WITH THE RIGHT ENGINE. 20000406014769I (-23) AIRCRAFT N115SH LIFTER TO A HOVER, COMPLETED A 180 DEGREE PEDAL TURN AND THEN PROCEEDED TO ACCELERATE BETWEEN TWO PARKED HELICOPTERS LOCATED UPON THE SUNDANCE RAMP AREA. A RIGHT TURN WAS THEN MADE FOR A SOUTHBOUND DEPARTURE ALONG THE PARALLEL TAXI RAMP. DURING THE RIGHT TURNING MANEUVER, THE ROTOR DISK OF N115SH DIPPED, CAUSING A BLADE STRIKE ON N115SH AND MINOR VERTICAL FIN DAMAGE TO N375H. 20000406014799I (-23) AIRCRAFT DECLARED AN EMERGENCY AND DIVERTED TO JOHNSON COUNTY EXECUTIVE AIRPORT (OJC), DUE TO RIGHT ENGINE SMOKING. AIRCRAFT LANDED WITHOUT INCIDENT. EMERGENCY EQUIPMENT ON STANDBY. THE SMOKE WAS CAUSED BY AN OIL LEAK. NO DAMAGE TO THE AIRCRAFT OR INJURY TO PILOT. 20000406014819I (-23) 4/06/00 @ 2121 HRS UPON APPROACH TO VAN NUYS AIRPORT, THE LEFT MAIN GEAR GREEN LIGHT DID NOT ILLUMINATE. PILOT SWITCHED LIGHT BULBS AND FOUND BULB OK. PILOT LOWERED LANDING GEAR BY EMERGENCY EXTENTION MEANS. PERFORMED A FLY-BY AT THE TOWER. PERFORMED LANDING WITHOUT ANY FURTHER INCIDENT(S). MAINTENANCE FOUND BROKEN WIRE AT LEFT MAIN GEAR INDICATION LIGHT ASSY. 20000406014949A (.4)SHORTLY AFTER DEPARTURE FOR THE LOCAL FLIGHT, THE PILOT OBSERVED DRIZZLE, AND RETURNED TO THE AIRPORT FOR LANDING. THE PILOT REPORTED THAT HE EXPERIENCED A WIND SHEAR ON APPROACH TO THE RUNWAY. WEATHER DATA CONFIRMED A 180 DEGREE SHIFT IN THE WIND DIRECTION AT THE AIRPORT, WITHIN ONE HOUR. A WITNESS AT THE AIRPORT STATED THAT THE ACCIDENT AIRPLANE TOUCHED DOWN BEYOND THE MIDPOINT OF THE RUNWAY. THE AIRPLANE WENT OFF THE END OF THE RUNWAY, INTO A FENCE. (-23) ON APRIL 6, 2000, AT 17:20 EASTERN DAYLIGHT TIME, A CESSNA CE-172N, BEARING THE REGISTRATION NUMBER N738CG, WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK CHAIN LINK FENCE AT THE END OF RUNWAY 11 WHILE LANDING AT THE HARRIMAN AND WEST AIRPORT (AQW) IN NORTH ADAMS, MA. THE ONLY PERSON ON BOARD THE AIRCRAFT WAS THE CERTIFICATED PRIVATE PILOT WHO SUSTAINED NO INJURIES. THE VFR FLIGHT DEPARTED HARRIMAN AND WEST AIRPORT AT 17:15 FOR THE PURPOSE OF PLEASURE FLIGHT AND LANDING PRACTICE. 20000406016599I (-23)ON APRIL 06, 2000, N7191V DEPARTED AAO-WICHITA JABARA FOR ICT. N7191V WAS CLEARED TO LAND ICT ON RUNWAY 19R IN VFR CONDITIONS. AFTER LANDING AND DURING ROLLOUT THE NOSE GEAR LEG ASSYEMBLY ("LEG ASSY, NOSE GEAR") DEPARTED THE AIRCRAFT. THE AIRCRAFT SKIDDED AN UNDERTERMINED DISTANCE ON THE NOSE GEAR LEG ASSEMBLY SUPPORT ("TUSS ASSY. SUPPORT") RESULTING IN DAMAGE TO BOTH PROPELLER BLADES AND BOTH NOSE LANDING GEAR DOORS. NO OTHER DAMAGE TO THE AIRFRAME WAS NOTED. THE TIME OF THE INCIDENT WAS 0027 LOCAL. 20000406018509I (-23)ON APRIL 6, 2000, AT APPROXIMATELY 1040 AM LOCAL TIME, GULFSTREAM AEROSPACE (AERO COMMMANDER) 560E, N2707B OWNED BY SAFEGUARD INVESTMENT SERVICES, ^PRIVACY DATA OMITTED^ DURING TAXI OPERATIONS AT FORT WORHT, TX, EXPERIENCED HYDRQULIC FAILURE OF THE BRAKE SYSTEM CAUSING THE IARCRAFT TO EXIT THE TAXIWAY ONTO THE GRASS. VFR FLIGHT CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS NOT DAMAGED, AND THERE WERE NO INJURIES. THE PILOT HOLDS A COMMERCIAL PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT TULSA INTERNATIONAL AIRPORT, TULSA, OK, ON APRIL 6, 2000, AT APPROXIAMTELY 930 AM LOCAL TIME. 20000407001969I (-23) AFTER A WHEEL LANDING ON RUNWAY 15 IN KISSIMMEE, FLORIDA (ISM), THE PILOT STATED THAT WHILE LOWERING THE TAIL OF THE AIRCRAFT HE REALIZED THAT THE TAIL WHEEL HAD NOT EXTENDED WITH THE MAIN GEAR. HE STATED THAT WHEN HE ADDED POWER IN AN EFFORT TO RAISE THE TAIL, HE LOST DIRECTIONAL CONTROL OF THE AIRCRAFT. THE AIRCRAFT WENT OFF THE RIGHT SIDE OF THE RUNWAY COLLAPSING THE LEFT MAIN GEAR INBOARD AND THE RIGHT MAIN GEAR OUTBOARD. DAMAGE WAS LIMITED TO THE LANDING GEAR AREA, THE LEFT WING TIP, BOTH FLAPS, AND THE PROPELLER BLADE TIPS. THERE WAS NO APPARENT STRUCTURAL DAMAGE TO THE AIRCRAFT. 20000407011529A (-23) THE PILOT STATED THAT WHILE EN-ROUTE FROM F41 TO LBB IR APPEARED THE LEFT FUEL TANK WAS NOT DRAINING AS FAST AS THE RIGHT TANK. IN AN ATTEMPT TO EQUAL THE FUEL LOAD THE PILOT STATED HE MOVED THE FUEL SELECTOR CONTROL OVER THE LEFT TANK LABEL ON THE SELECTOR PLACARD. THE ENGINE BEGAN TO LOOSE POWER AND HE RETURNED THE SELECTOR TO THE "BOTH" POSITION. THE ENGINE BEGAN TO RUN PROPERLY WITH THE SELECOTR INTHE BOTH POSITION. HE AGAIN TRIED TO SELECT THE LEFT TANK AND THE ENGINE LOST POWER. HE SELECTED "BOTH AGAIN BUT THE ENGINE WOULD NOT REGAIN POWER. THE PILOT THEN INITIATED A FORCED LANDING. ^PRIVACY DATA OMITTED^ OPERATION OF THE CE-172-E WITH THE FUEL SELECOT BETWEEN DETENTD MAY CAUSE REDUCED FUEL FLOW OR COMPLETELY STOP FUEL FLOW TO THE ENGINE. BOTH FUEL TANKS WERE INSPECTED AND THERE APPEARED TO BE ADEQUATE FUEL ON ABOARD. THE AIRCRAFT LANDED IN A PLOWED FIELD CA USING DAMAGE TO THE NOSE GEAR AND LOWER FUSELAGE. 20000407012019A (-23) THE PILOT STATED HE WAS ON A NIGHT CROSS COUNTRY FLIGHT FROM LIMON, CO. TO FT COLLINS, CO. HE STATED THAT HE HAD APPLIED THE BRAKES AFTER TAKEOFF FROM LIMON TO STOP TIRE ROTATION, PER HIS CHECKLIST. HE LISTENED TO THE AWOS REPORT AS HE APPROACHED THE FNL AIRPORT AND NOTED THE WINDS AT 030/10. LANDING WAS MADE ON RW33. HE SAID THAT UPON LANDING, THE A/C PULLED SUBSTANTIALLY TO THE RIGHT. HE STATED HE APPLIED LEFT RUDDER TO NO AVAIL. THE A/C DEPARTED THE RUNWAY AND STRUCK A RUNWAY TRAFFIC SIGN, SHEARING THE RIGHT MAIN GEAR OFF. 20000407015999I (-23)INCIDENT REPORT FROM SBA ATCT. SKYWEST AIRLINES 5482/TYPE E120, ON 04/08/2000 @ 5:37 AM SKW 5482, E120 ENROUTE FROM THE NORTH DECLARED AN EMERGENCY DUE TO A PARKING BRAKE INDICATION. LANDED SAFELY AT SANTA BARBARA, CA AIRPORT ON 05/07/2000 AT 2152 PDT. DAMAGE-NONE. INJURIES-NONE. ALL NINE FAA RESPONSIBILITIES WERE ADDRESSED CONTACTED ^PRIVACY^ AT DISPLATCH ANF VERIFIED DEPARTURE POINT AND OBTAINED THE PIC'S NAME. ADDITIONALLY, CONTACTED ^PRIVACY DAT^ AT SKYWEST MAINTENANCE CONTROL TO OBTAIN INFORMATION EMERGENCY. N240SW PARKING BRAKE "ON" LIGHT ILLUMINATED INFLIGHT. AIRCRAFT LANDED AT SBA AS SCHEDULED WITHOUT FURTHER INCIDENT. MAINTENANCE PERSONNEL FROM LAX REMOVED AND REPLACED RELAY K0115 AND RETURNED THE AIRCRAFT TO SERVICE. 20000407019429I (-23)AIRCRAFT STRUCK BY LARGE BIRD WHILE ON DESENT AT APPROX 2000' ALT. DAMAGE TO AIRCRAFT: OUTBOARD SECT OF R. WING L. EDGE DENTED, WITH POINT OF IMPACT AT ABOUT 2.5 FT FROM WING TIP. TYPE OF DAMAGE: LIGHT TOMEDIUM, WITH SOME INTERNAL STRUCTURE AFFECTED. STUDENT PRACTICING APPROACHES-INSTRUCTOR PILOT TOOK OVER CONTROLS RIGHT AFTER STRIKE & LANDED SAFELY. ^PRIVACY DATA OMITTED^ 20000407019579A (-23)ON APRIL 7, 2000, FAA INSPECTOR ^PRIVACY DATA^ WAS CONDUCTING A PRIVATE PILOT ADDITIONAL RATING CERTIFICATION TEST. WHILE THE PILOT/APPLICANT WAS PERFORMING A NORMAL APPROACH AND LANDING TASK, THE FLOATS SEPARATED THE AIRPLANE SANK IN APPROXIMATELY SEVEN TO EIGHT FEET OF WATER. DURING THE INITIAL RESPONSE AND INVESTIGATION OF THE INCIDENT, ONLY THE FLOATS HAD BEEN RECOVERED. THE REAR FLOAT SPREADER BAR WAS MISSING. THE ATTACH POINTS FOR THE REAR SPREADER BAR SHOWED EVIDENCE OF SEVERE CORROSION. ON APRIL 8, 2000 THE AIRCRAFT WAS RECOVERED FROM THE WATER BY THE OWNER. ON APRIL 14,2000 I WAS ABLE TO INSPECT THE AIRCRAFT AND DID NOT FIND ANY OTHER SIGNIFICANT DAMAGE. 20000407022239I (-23)PILOT DISCREPANCY REPORT ON GXPA FLIGHT LOG #1499, 04/07/00, "POWER LEVER HAS NO AUTHORITY OVER ENGINE (LEFT SIDE)." 20000407022839I (-23)PILOT STATED CRUISE PORTION OF FLIGHT HO NOTICED THE TACHOMETER NEDDLE HAD MAXED OUT. HE RETARDED THE THROTTLES AND THE NEEDLE FELL TO THE BOTTOM OF THE SCALE. AFTER POWERING UP AGAIN TH NEEDLE ACTED ERRATICALLY. NOT KNOWING IF HE WAS HAVING ENGINE OR INSTRUMENT PROBLEMS HE DECLARED AN EMERGENCY AND LANDED THE AIRPLANE ON A SERVICE ROAD. MAINTENANCE SUBSEQUENTLY FOUND THE TACHOMETER CABLE HAD BROKEN. 20000407033389I (-23)PILOT OBSERVED A LIGHT IN THE COCKPIT WHICH INDICATED PRESSURE WAS BEING APPLIED TO ONE OF THE WHEEL BRAKES WHILE IN THE FLIGHT,PREPARING TO LAND. PILOT ELECTED TO DISABLE THE ANTI-SKID SYSTEM FOR LANDING AND NOT APPLY BRAKES UNTIL BELOW 105 KNOTS INDICATED AIRSPEED (KIAS). HE APPLIED TOO MUCH BRAKE PRESSURE BEFORE 105 KIAS, WHICH CAUSED A TIRE TO BLOW OUT, PREVENTING THE AIRCRAFT FROM TAXING CLEAR OF THE RUNWAY. THERE WAS NO OTHER DAMAGE TO THE AIRCRAFT AND THE PILOT WAS RETRAINED BY THE OPERATOR AND REEXAMINED BY THIS FSDO. THE REEXAMINATION WAS SUCCESSFUL. 20000407039759A (-23)THE AIRCRAFT BOUNCED AFTER TOUCHDOWN, PILOT APPLIED RUDDER TO CORRECT DRIFT BUT WAS UNABLE TO COMPENSATE. THE PILOT THEN APPLIED POWER TO TAKEO FF AGAIN, BUT THE AIRCRAFT EXITED THE RUNWAY AND CRASHED INTO SURROUNDING TERRAIN. 20000407043199A (-23) PIC STATED THAT HE LANDED ON RWY 31 WITHOUT DIFFICULTY. HE CLEARED THE RUNWAY, CROSSED ANOTHER RUNWAY, AND BEGAN TAXIING EASTBOUND TOWARD HIS HANGAR. DURING A SLOW TURN BACK TO THE NORTH, WHICH PLACED THE WIND 90 DEGREES TO THE AIRPLANE, PIC STATED THE AIRPLANE'S TAIL LIFTED UP, THE PROP STRUCK THE GROUND, AND THE AIRPLANE ROTATED APPROXIMATELY 90 DEGREES BEFORE COMING INVERTED. DAMAGE TO N8943D CONSISTED OF BUCKLED LEFT WING STRUT, VERTICAL STABILIZER & RUDDER CRUSHED, AND AIRFRAME TUBING BENT NEAR THE WINDSCREEN. 20000408001799I (-23) ON APRIL 8, 2000, AIRCRAFT N18931, S/N M-1995, REGISTERED TO ASHICK K. JAIN AND WILLIAM G. CRANFORD, MADE A FORCED LANDING IN A SPRAY FIELD ABOUT 3 MILES NORTH OF RUCKEL FIELD LOCATED IN NICEVILLE, FLORIDA. THE PILOT REPORTED THAT HE EXPERIENCED ENGINE TROUBLE AT 300 FT. MSL AND COULD NOT MAKE IT BACK TO RUCKEL FIELD (SEE ATTCH. PILOT STATEMENT). ON APRIL 10L 2000 INSPECTOR TOM MILLER FROM THE BIRMINGHAM & NW FLORIDA FSDO INSPECTED THE AIRCRAFT FOR DAMAGE AND DETERMINED THAT THE AIRCRAFT SUSTAINED MINOR DAMAGE AND IT WOULD BE CLASSIFIED AS AN INCIDENT. INSPECTOR MILLER ALSO CHECKED FOR FUEL CONTAMINATION AS REPORTED BY THE PILOT BUT COULD NOT CONFIRM THE PRESENCE OF ANY FUEL CONTAMINATION. AT THIS TIME THE CAUSE FOR THE LOSS OF POWER IS UNKNOWN. 20000408004809A (-23) AIRCRAFT LOST POWER AT APPROXIMATELY 85' AGL AND CRASH-LANDED WHILE ON AN AGRICULTURAL HAYSEED MISSION. THE PILOT AND GROUND WITNESS STATED THEY HEARD A LOUD "POP" AS TJE EMGINE QUIT PRODUCING POWER. THE PILOT STATED HE HAD SWITHCED FUEL TANKS ABOUT 15 MINTUES PRIOR TO THE ENGINE FAILURE. AS THE ENGINE QUIT, THE PILOT SAID HE IMMEDIATELY SWITHCED THE BOOST PUMP "ON", CONFIRMED THAT THE MAG SWITCH WAS IN THE "BOTH" POSITION AND TRIED TO SWITHC FUEL TANKS AGAIN. HOWEVER, SINCE HE WAS ALREADY IN THE LANDING PHASE OF THE EMERGENCY, HE COUNLD NOT BE SURE HE HAD MADE A TANK SWITCH. HE STATED HE MADE A 3-POINT LANDING AT ABOUT 55 KNOTS AND THE LANDING ROLL WAS CONTROLLABLE INTIL "THE TAIL QUIT FLYING". THE AIRCRAFT WHEEELS THEN SANK INTO THE PRE-IRRIGATED SOIL AND LFIPPED OVER ON ITS BACK. THE PILOT SUFFERED MINOR BELT ABRASIONS AND A MINOR INJURY DIGGING HIMSELF OUT OF THE OVERTURNED AIRCARFT. THE OWNER TOLD ME THAT (AFTER THE AIRCRAFT WAS RIGHTED) BOTH TANKS STILL CONTAINED FUEL. THE ENGINE WILL BE DISASSEMBLED UNDER NTSB PURVIEW. 20000408007309A (-23) PILOT DEPARTED BOEING FIELD, SEATTLE, WA, ON AN IFR FLIGHT PLAN ENROUTE TO PULLMAN, WA. WITHIN A FEW MINUTES AFTER TAKEOFF, THERE WAS A FAILUE OF THE AIRCRAFT'S ELECTRICAL SYSTEM. THE PILOT HAD NOT TURNED OFF THE STARTERS. THUS, THE GENERATORS WOULD NOT COME ON LINE WHEN HE SELECTED THEM TO THE "ON" POSITON. THE PILOT FLEW EAST OF THE AIRPORT WHILE TROUBLESHOOTING THE AIRCRAFT SYSTEMS. HE THEN LOWERED THE GEAR MANUALLY, BUT FAILED TO COMPLETELY LOCK IT INTO PLACE. WHEN HE RETURNED FOR LANDING, THE PILOT MADE A NORMAL, NO FLAP LANDING. DURING ROLLOUT THE NOSE GEAR COLLAPSED. 20000408009919A (-23) ON APRIL 8, 2000 AT 1343 CDT, AN AERONCA 7AC, N84424, OPERATED BY PRIVATE PILOT, MICHAEL MELLAK, WES DESTROYED ON IMPACT WITH TERRAIN AND THE POST ACCIDENT FIRE FOLLOWING A TAKEOFF FROM A PRIVATE GRASS AIRSTRIP NEAR THE CITY OF EMBARRASS, MN. THE PERSONAL FLIGHT WAS CONDUCTED IN VMC AND UNDER 14 CFR PART 91, WINDS AT 260 DEGREES AT 15 KNOTS WITH GUSTS TO 19 KNOTS WERE REPORTED ON THE EVELETH-VIRGINIA MUNICIPAL AIRPORT AWOS DURING THE TIME OF THE ACCIDENT. NO PILOT OR A/C LOGS WERE AVAILABLE, NOR FOUND, DURING THE CONDUCT OF THE INVESTIGAION LEAVING THE A/C AND PILOT CURRENCY ELEMENTS UNKNOWN AT THE TIME OF THIS REPORT. 20000408009989A (-23)ON 04/08/2000, AT APPROXIMATELY 1305 EST., A CESSNA CE-150, N45618, S/N 15076992, OWNED AND OPERATED BY MR. PAUL E. GOSNEY, OPERATED UNDER PART 91, VFR, AND DURING DAYLIGHT HOURS, LANDED SHORT ON RUNWAY 21 AND STRUCK THE JET BLAST BARRIER. THE IMPACT WITH THE BARRIER APPEARED TO HAVE SHEARED THE NOSE WHEEL. THE AIRCRAFT THEN IMPACTED THE GRASS APPROXIMATELY 3 FEET SHORT FROM THE END OF THE RUNWAY THRESHOLD AND CONTINUED TO SLIDE THROUGH THE THRESHOLD, FOR APPROXIMATELY 50 FEET. THE PILOT AND ONE PASSENGER RECEIVED MINOR INJURIES. THE PILOT STATED THAT HE WAS FOLLOWING A JET AIRCRAFT ON FINAL, WHEN HE EXPERIENCED A LOST OF ALTITUDE. HE IMMEDIATELY INCREASED POWER, BUT CONTINUED TO LOOSE ALTITUDE. HE STATED THAT ALL ENGINE INDICATIONS APPEARED NORMAL. 20000408013389A (-23) ON 4/8/00, WHILE IN CRUISE FLIGHT (APPROX 7500 FEET MSL) NEAR LIBBY, MT, N54AS, AN SZD-45A OGAR LOST A PROPELLER BLADE. THE PILOT RECOGNIZED THE PROBLEM, SHUT THE ENGINE DOWN AND EXECUTED AN EMERGENCY LANDING AT LIBBY, MT. WITH NO ADDITIONAL DAMAGE TO A/C. THE BLADE SEPARATED AT THE HUB AT AN ATTACHING BOLT HOLE. POST ACCIDENT INVESTIGATION SHOWED THAT THERE WAS POSSIBLY AS PRE-EXISTING CRACK IN THE BLADE. IN ADDITION TO THE SEPARATED PROPELLER BLADE, WHICH WAS NOT RECOVERED, THE ENGINE MOUNT WAS DAMAGED TO THE POINT IT WILL REQUIRE A MAJOR REPAIR TO RETURN IT TO AN AIRWORTHINESS CONDITION. ALSO, THERE WAS DAMAGE TO ENGINE COMPONENTS DUE TO THE EXTREME VIBRATION. 20000408014859I (-23) PIC MADE APPROACH TO LANDING ON RUNWAY (RWY) 31. AFTER A WHEEL LANDING AIRCRAFT (AC) ROLLED OUT AND THE TAILWHEEL CONTACTED THE RWY ALONG THE CENTER LINE. AFTER TAIL WHEEL CONTACTED THE RWY SURFACE THE AC PROCEEDED TO DRIFTED TO THE LEFT. THE PIC CORRECTED DIRFT WITH FULL AILERON INTO THE WIND AND FULL RIGHT RUDDER. AS THE AC CONTINUED TO DRIFT LEFT THE PILOT APPLIED RIGHT BRAKE. THE AC IMMEDIATELT RUNED RIGHT, CROSSED THE RWY, SKIDDED OFF THE RWY INTO THE GRASS AND CAME TO REST 180 DEGREES TO RWY31. THE SIDE LOAD CAUSED THE GEAR TO COLLAPSE. THE PROPELLOR BLADES WERE BENT BACKWARDS AT 90 DEGREE ANGLES 6 INCHES FROM THE TIPS. THE AC WAS OTHERWISE UNDAMAGED. THE SOLE OCCUPANT OF THE AC WAS NOT INJURED. THE WIND WAS GENERALLY 220 @ 18G26. 20000408019719I (-23)PILOT WAS FOLLOWING ANOTHER AIRCRAFT, PA-32, N196HP, TO RUNWAY 18 AT TOP AND HAD BEEN CLEARED TO LAND NO. 2 BEHIND THAT AIRCRAFT. THE PA-32 DID NOT CLEAR THE RUNWAY UNTIL REACHING THE FAR END. PILOT WAS DISTRACTED BY DIVIDED ATTENTION BETWEEN LANDING HIS OWN AIRCRAFT AND OBSERVING THE AIRCRAFTAHEAD OF HIM. THE AIRCRAFT BEGAN TO PORPOISE, CAUSING A PROP STRIKE AND UNDETERMINED ENGINE DAMAGE 20000408020179I (-23)PILOT WAS FOLLOWING A GROUND GUIDE ON A MOTORCYCLE TO PARKING AREA. THE MOTORCYCLE CROSSED IN FRON T OF THE AIRCRAFT TO THE RIGHT SIDE IN ORDER FOR THE PILOT TO MAKE A RIGHT TURN. THE PILOT WAS LOOKING AT THE GROUND GUIDE AND FAILED TO SEE AIRCRAFT PARKED ON HIS LEFT. THE LEFT WING CAME IN CONTACT WITH THE RIGHT WING OF PARKED AIRCRAFT RESULTING IN DAMAGE TO BOTH AIRCRAFT'S WING TIPS. 20000408020219I (-23)AIRCRAFT DEPARTED BELLINGHAM (BLI) AIRPORT ENROUTE TO MONTEREY (MRY) AIRPORT ON APRIL 8, 2000, AT APPROXIMATELY 1140 AM. PILOT ENGINE FAILURE THREE MILES FROM MONTEREY AIRPORT AND LANDED ON A ROAD APPROXIMATELY 2.5 MILES SHORT OF THE AIRPORT. PILOT STATED THAT HE LOOKED IN BOTH TANKS AND THEY WERE EMPTY. A COPY OF THIS FILE HAS BEEN TURNED OVER TO OPERATIONS. 20000408042869A (-23) ON APRIL 8, 2000, AT 1100 CENTRAL DAYLIGHT TIME, A HUGHES 369D, N5070J, OPERATED BY HAVERFIELD INCORPORATED, RECEIVED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN FOLLOWING AN AUTOROTATION FROM APPROXIMATELY 100 FEET AGL NEAR LEMONT, ILLINOIS. THE HELICOPTER EXPERIENCED A TOTAL LOSS OF ENGINE POWER WHILE A PLATFORM WORKER WAS PERFORMING LIVE POWER LINE MAINTENANCE. THE CFR PART 133 EXTERNAL LOAD OPERATION WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES AND THE PLATFORM WORKER SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED FROM THE JOLIET REGIONAL AIRPORT (JOT), JOLIET, ILLINOIS AT 0915. 20000409002139I (-23) MARK B. DELONG WAS RECEIVING HIS INITIAL CHECK OUT IN FLYING A HIGH PERFORMANCE RETRACTABLE GEAR AIRPLANE. AFTER LANDING, INSTRUCTOR VERHEYDT ASK STUDENT DELONG TO RAISE THE FLAPS. MR. DELONG RAISED THE GEAR INSTEAD OF THE FLAPS. THE INSTRUCTOR WAS COUNSELED ON PROPER TECHNIQUES OF GIVING INSTRUCTION IN HIGH PERFORMANCE RETRACTABLE GEAR AIRPLANES. ALSO, HE WAS COUNSELED ON THE PROPER TIME AND CONFIGURATION OF THE AIRPLANE FOR TAXI TO THE RAMP, OR RETURNING TO THE RUNWAY FOR ANOTHER TAKEOFF. 20000409005439A (-23) THE AIRCRAFT EXECUTED A NORMAL APPROACH TO RUNWAY 34 AT FYV IN VMC CONDITIONS. FOLLOWING A NORMAL TOUCHDOWN, AS THE MLG ACCEPTED THE WEIGHT OF THE AIRCRAFT, THE R/H MAIN WHEEL WAS REPORTED TO START VIBRATING AS IF IT WERE FLAT. THE VIBRATION WAS REPORTED AS SUBSTANTIAL, AND THE PILOT WAS NOT ABLE TO HOLD THE AIRCRAT ON THE RUNWAY. THE AIRCRAFT PULLED TO THE RIGHT, DEPARTING THE RIGHT SIDE OF THE RUNWAY, PROCEEDING INTO THE TURF IN A TURN TO THE RIGHT. AS THE SKID PROGRESSED, WITH THE LEFT WING LEADING, BOTH MLG FAILED TO THE RIGHT DUE TO THE SIDELOAD. AT THAT TIME, BOTH PROPELLERS MAY HAVE STRUCK THE GROUND, BUT BECAUSE THE AIRCRAFT'S DIRECTION OF TRAVEL ACROSS THE TURF WAS APPROXIMATELY PARALLEL TO THE PROPELLER PLANE OF ROTATION, NO DAMAGE WAS VISIBLE ON EITHER PROPELLER OR ENGINE. THE LEFT WING SUSTAINED SUBSTANTIAL DAMAGE. ALL FIVE PERSONS ONBOARD WERE ABLE TO DEPLANE WITHOUT ASSISTANCE. THERE WERE NO INJURIES. INSPECTION OF THE R/H MAIN WHEEL ASSEMBLY SHOWED ONE THIRD OF THE INNER WHEEL HALF FLANGE MISSING, AND THE TIRE TO BE FLAT WITH THE TUBE BLOWN. 20000409011019A (-23) ON APRIL 9, 2000, AT APPROXIMATELY 0715 HRS. PACIFIC DAYLIGHT TIME (PDT), A FOUGA 6 CM 170, N495F, WAS DESTROYED WHEN THE AIRCRAFT IMPACTED TERRAIN IN AN OPEN FIELD, LEVEL PASTURE, 3 MILES NORTH OF SAN JOAQUIN, CA. NO FLIGHT PLAN WAS FILED AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PERSONAL FLIGTH WAS OPERATED BY THE OWNER UNDER 14 CFR 91. THE COMMERICAL CERTIFICATED PILOT AND ON PASSENGER WERE FATALLY INJURES. THE AIRCRAFT DEPARTED FROM FRESNO-CHANDLER DOWNTOWN AIRPORT, FRESNO, CA. AT APPROXIMATELY 0700. THREE WITNESSES (IN DIFFERNET LOCATIONS) STATED THEY OBSERVED THE AICRAFT PERFORMING AEROBATIC FLIGHT MANEUVERS. THE WRECKAGE WAS DISTRIBUTED IN A SOUTH-TO-NORTH DIRECTION OVER ABOUT 120 FEET WITH SOME SMALL DEBRIS AS FAR AS 300 FEET. THERE WAS A POSTCRASH FIRE. (.4)ON APRIL 9, 2000, AT 0715 HOURS PACIFIC DAYLIGHT TIME, A FOUGA 6 CM 170, N495F, WAS DESTROYED WHEN THE AIRCRAFT IMPACTED TERRAIN IN AN OPEN, LEVEL PASTURE, 3 MILES NORTH OF SAN JOAQUIN, CALIFORNIA. NO FLIGHT PLAN WAS FILED AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PERSONAL FLIGHT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. THE COMMERCIAL CERTIFICATED PILO T AND THE STUDENT CERTIFICATED SECOND PILOT WERE FATALLY INJURED. THE AIRCRAFT DEPARTED FROM FRESNO-CHANDLER DOWNTOWN AIRPORT, FRESNO, CALIFORNIA, AT 0700. A WITNESS, WHO OBSERVED THE AIRCRAFT FROM ABOUT 1 MILE NORTH OF THE ACCIDENT SITE, SAID HIS ATTENTION WAS ATTRACTED TO THE AIRCRAFT BECAUSE THE SUN ANGLE WAS LOW AND THE AIRPLANE WAS "SHINY LIKE A MIRROR." FROM HIS POSITION HE WAS LOOKING UP AT A 45-DEGREE ANGLE. AS HE WATCHED, THE AIRPLANE PERFORMED TWO COMPLETE LOOPS, THEN ONE HORIZONTAL ROLL, AND THEN ANOTHER ROLL WHILE COMING TOWARD HIM FROM SOUTH TO NORTH. AS THE PLANE WAS JUST COMING OUT OF THE SECOND ROLL HE THOUGHT "SOMETHING HAPPENED" BECAUSE THE AIRPLANE ENTERED A SPIN AND FELL "LIKE A PIECE OF PAPER" TO THE GROUND. THIS WITNESS SAID THE ENGINE NOISE WAS "REAL LOUD, ROARING LIKE A ROCKET" AS THE AIRCRAFT SPUN TO THE GROUND. HE THOUGHT THE AIRCRAFT WAS GOING ALMOST STRAIGHT DOWN DURING THE SPIN. ANOTHER WITNESS WAS STANDING IN THE FRONT YARD OF HIS HOME ABOUT 1/4-MILE SOUTHEAST OF THE ACCIDENT SITE. THE SUN HAD RISEN BUT WAS LOW IN THE EAST. THE SKY WAS CLEAR AND THE VISIBILITY WAS GOOD. AS HE LOOKED TO THE NORTHWEST HIS ATTENTION WAS ATTRACTED TO THE AIRCRAFT BECAUSE IT "GLISTENED" HIGH IN THE SKY. HE ESTIMATED THAT THE AIRCRAFT WAS ABOUT 2,000 FEET AGL GOING STRAIGHT DOWN AND ROLLING TO THE LEFT. THE ENGINE NOISE WAS "SCREAMING," AND HE ESTIMATED THE AIRCRAFT CONTINUED THAT WAY FOR 10 SECONDS. THEN THE ROLL STOPPED AND THE NOSE OF THE PLANE STARTED TO LEVEL. THE WITNESS THOUGHT THE PILOT WOULD "SWOOP ON OUT." THE AIRPLANE CONTINUED TO LEVEL FOR ABOUT 5 SECONDS; HOWEVER, DURING THIS TIME THE ENGINE NOISE WAS QUIET. THE AIRCRAFT THEN ROLLED ABRUPTLY TO THE RIGHT, OPPOSITE THE PREVIOUS DIRECTION OF ROLL, THE NOSE DROPPED, AND THE AIRPLANE COMPLETED TWO ROLLS TO THE RIGHT BEFORE IMPACTING THE GROUND. DURING THE TWO ROLLS, THE FLIGHT PATH ANGLE WAS ABOUT 45 DEGREES DOWN AND THE AIRCRAFT WAS TRAVELING IN A NORTHERLY DIRECTION. THE ENGINE NOISE WAS QUIET. A THIRD WITNESS, WHO OBSERVED THE ACCIDENT FROM ABOUT 1/2 MILE EAST OF THE ACCIDENT SITE, SAID HIS ATTENTION WAS ATTRACTED TO THE AIRPLANE BY THE LOUD ENGINE ROAR THAT HE COMPARED TO THE REVERSE THRUST ROAR JET AIRPLANES MAKE AFTER LANDING. WHEN HE FIRST SAW IT, THE AIRPLANE WAS ABOUT 2,000 FEET AND SPIRALED DOWN TO ABOUT 200 FEET, WHERE HE THOUGHT THE PILOT WAS "PULLING OUT," AND THEN THE AIRPLANE SPUN AGAIN TO THE GROUND. WHEN HE FIRST SAW THE AIRPLANE HE THOUGHT IT WAS DIVING NOSE FIRST, STRAIGHT DOWN, AND THEN CHANGED TO A NOSE LOW, UPRIGHT ATTITUDE. AT 200 FEET THE TURNING STOPPED, THE NOSE CAME UP, THEN THE NOSE DROPPED, AND THE AIRCRAFT SPUN TO THE GROUND. THE SECOND PILOT'S FIANCEE SAID THAT HE WAS LEARNING TO FLY AND HE WAS VERY EXCITED ABOUT IT. SHE WAS EXCITED FOR HIM. SHE SAID THA 20000409014929A (.4) FOLLOWING LANDING, AND PRIOR TO THE BALLOON BEING SECURED TO THE GROUND, THE PILOT SHUT DOWN THE BURNER AND THE PASSENGERS EGRESSED FROM THE BASKET CONTRARY TO THE PILOT'S INSTRUCTIONS, WHICH WERE TO STAY IN THE BASKET UNTIL SHE TOLD THEM TO EXIT. AS A RESULT OF THE DECREASE IN WEIGHT, THE BALLOON LIFTED OFF AND DRIFTED INTO POWER LINES. BECAUSE THE BURNER WAS SHUT DOWN, THE PILOT HAD NO CONTROL IN THE VERTICAL PLANE. 20000409017709I (-23)ON APRIL 9, 2000, ^PRIVACY DATA OMITTED^ (PIC) WAS OPERATING N134MC, A MOONEY AIRCRAFT, MODEL M-20R, IN ROUTE TO SAT WITH AN IFR FLIGTH PLAN FILED. HE DEPARTED BAY CITY, TX., ON FINAL TO SAT. HE WAS CLEARED BY, SAT ATC, FOR A VFR LANDING ON RUNWAY 12R. WHILE AN FINAL APPROACH, WITH THROTTLES BACK, THE ARICRAFT EXPERIENCED A STRONG WIND GUST WHICH, IN TURN, CAUSED THE AIRCRAFT TO BALLOON UP AND BACK DOWN CAUSING THE AIRCRAFT TO IMPACTED THE RUNWAY. THE AIRCRAFT BALLOONED UP AGAIN NEARING THE EDGE OF THE RUNWAY AND COMING BACK DOWN IMPACTING THE RUNWAY A SECOND TIME. THIS CAUSED THE AIRCRAFT TO ABRUPTLY STRIKE THE RUNWAY, THUS CAUSING SOME DAMAGE TO THE AIRCRAFT IN WHICH HE WAS NOT AWARE OF AT THE TIME. ^PRIVACY DATA OM^ APPLIED FULL POWER AND CONDUCTED A GO-AROUND. SAT ATC CLEARED ^PRIVACY DATA O^ FOR RUNWAY 12L AND HE LANDED WITH OUT FURTHER INCIDENT. HE THEN TAXIED FORM THE RUNWAY TO THE RAMP PARKING. AFTER ENGINE SHUT DOWN HE THEN NOTICED THE DAMAGE TO THE PROPELLER. ^PRIVACY DATA OM^ WAS THE ONLY PERSON ON BOARD. HE DID NOT EXPERIENCE AN EMEERGENCY SITUATION OR FIRE. HE EXITED THE AIRCRAFT IN THE NORMAL EVACUATION PROCEDURES AND NOTED, NO INJURIES OCCURRED. HE WAS BRIEFED BY ATIS, PRIOR TO LANDING, THAT THE WINDS WERE 160 TO 170 AT 12 TO 17 KNOTS. ^PRIVACY DATA OM^, AFTER FURTHER EVALUATION, NOTED THAT THERE WAS SOME DAMAGE TO THE NOSE GEAR RUBBER ABSORBER AND THREE PROPELLER BLADES, WHICH WERE BENT ABOUT TWO INCHES FORM THE TIPS. 20000409019649I (-23)DURING LANDING ROLLOUT THE NOSE LANDING GEAR YOKE ASSEMBLY BROKE AND DEPARTED FROM AIRCRAFT. NO SECONDARY DMAAGE TO AIRCRAFT, DAMAGE CONFINED TO STRUT ASSEMBLY. 20000409020079I (-23)PILOT LANDED WITH NOSE GEAR STUCK IN WHEEL WELL. A BICYCLE "U" LOCK ON FRONT GEAR PREVENTED NOSE GEAR TO EXTEND. 20000409020099I (-23)ON APRIL 9, 2000, AT 1320 EST A BOEING B737-232, OPERATED BY DELTA AIRLINES, REPORTED AN ABRUPT 30 DEGREE ROLL WHILE ON APPROACH TO REGION SOUTHWEST INTERNATIONAL AIRPORT, FT MEYERS, FLORIDA. AT 140 FL, 330 KTS IN DESCEND AND AUTOPILOT ON, WHEN SPEEDBRAKE WAS ENGAGED AIRCRAFT BEGAN TO ROLL FROM LEFT TO RIGHT. WHEN SPEED BRAKE WAS RETRACTED AND AUTOPILOT DISENGAGED AIRCRAFT RESPONDED NORMALLY FOR LEVEL FLIGHT. AIRCRAFT LANDED WITHOUT INCIDENT. 20000409022729I (-23)AFTER LANDING ON RUNWAY 31 AT CAPITAL AIRPORT SPRINGFIELD, IL, THE STUDENT PILOT LOST DIRECTIONAL CONTROL OF THE AIRCRAFT DURING THE LANDING ROLLOUT. THE AIRCRAFT DEPARTED THE SIDE OF RUNWAY 31 CROSSED A SMALL DEPRESSION AND CAME TO REST FACING THE OPPOSITE DIRECTION ON TAXIWAY YANKEE. THE WINDS AT THE TIME WERE 310 DEGREES AT 14 KNOTS. THE STUDENT PILOT COULD NOT EXPLAIN WHY DIRECTIONAL CONTROL WAS LOST. A MAINTENANCE INSPECTION OF THE AIRCRAFT FAILED TO DETERMINE ANY MECHANICAL DISCREPENCIES. THIS INCIDENT IS BEING COLSED WITH THIS REPORT. 20000410008739A (-23) DURING LANDING ROLL-OUT, TAIL WHEEL STRUT, APPARENTLY FAILED. PILOT UNABLE TO MAINTAIN DIRECTIONAL CONTROL, A/C ENTERED A GROUND LOOP TO THE LEFT. RIGHT WING TIP STRUCK GROUND. R/H LOWER WING PANEL FORWARD AND AFT SPARS BROKEN. SOME DAMAGE TO TAIL SECTION OF FUSELAGE TAIL WHEEL ASSEMBLY DEPARTED THE AIRFRAME. 20000410010009A (-23) DURING A LANDING PILOT FAILED TO USE PROPER RECOVERY TECHNIQUE. PILOT GROUND LOOPED AIRCRAFT AND COLLIDED WITH A ROCK. AIRCRAFT WAS SUBSTANTIALLY DAMAGED. PILOT WAS GIVEN THE OPPORTUNITY OT BE REEXAMINED AND DECIDED TOTURNED IN HIS CERTIFICATE SO THAT A LIMITATION CAN BE ADDED. (.4) ON APRIL 10, 2000, ABOUT 1130 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 305A, N4583V, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH A BOULDER AFTER VEERING OFF THE RUNWAY WHILE LANDING AT WESTOVER FIELD, JACKSON, CALIFORNIA. THE PRIVATE PILOT/OWNER OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER WERE NOT INJURED. THE LOCAL PERSONAL FLIGHT DEPARTED JACKSON ABOUT 1030. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THE WINDS WERE 270 AT 4 KNOTS, AND RUNWAY 19 WAS IN USE. HE STATED HE FLARED HIGH AND THE AIRPLANE BOUNCED, SO HE ADDED POWER. AS THE AIRPLANE SETTLED TO THE RUNWAY IN A 3-POINT LANDING, THE TAIL SWUNG TO THE LEFT. HE TAPPED THE LEFT BRAKE IN AN ATTEMPT TO REALIGN THE AIRPLANE AND THE AIRPLANE SUDDENLY VEERED LEFT 30 DEGREES TO THE RUNWAY. THE PILOT APPLIED RIGHT AILERON, RIGHT RUDDER, AND ADDED POWER. HE DEPARTED THE RUNWAY ABOUT 20 DEGREES OFF THE RUNWAY HEADING AND COLLIDED WITH A BOULDER 30 FEET FROM THE RUNWAY EDGE, SHEARING ONE MAIN LANDING GEAR AND BUCKLING THE FUSELAGE. HE STATED HE RECENTLY INSTALLED CROSSWIND GEAR ON THE AIRPLANE. 20000410012759A (-23) PILOT WAS ON LOCAL 15 CFR PART 91 FLIGHT, ON RETURN TO AIRPORT HE WAS PRACTING TAKEOFFS AND LANDINGS, ON THE LASTTAKEOFF THE PILOT STATED THAT AT ABOUT 100 FEET ABOVE THE GROUND THE ENGINE STARTED TO LOSE POWER. THE PILOT DECIDED TO LAND ON THE REMAINING RUNWAY AND OVERRUN AREA BUT OVER SHOT AND WENT INTO THE TREES. THE FLIGHT WAS NOT AUTHORIZED BY THE FIXED BASE OPERATOR. 20000410022689I (-23)GEAR UP LANDING WAS CAUSED BY A ROD END ASSEMBLY THAT BROKE DUE TO POSSIBLE FATIQUE. THIS CASED A PARTIAL GEAR EXENTSION. THE PILOT WAS ABLE TO LAND THE AIRCRAFT WITH MINIMAL DAMAGE. ROD END ASSEMBLY WAS REMOVED AND REPLACED AND CHECK WAS SATISFACTORY. 20000411005979A (.23) THE PILOT REPORTED THAT HE WAS ON FINAL APPROACH FOR LANDING ON RUNWAY 24, AT THE FLABOB AIRPORT (RIR), RUBIDOUX, CA., AND WAS ATTEMPTING TO MAKE A THREE POINT LANDING WHEN THE A/C HIT THE GROUND HARD AND BOUNCED INTO THE AIR, HE APPLIED POWER TO RECOVER BUT THE A/C TURNED SHARPLY TO THE LEFT DUE TO THE ENGINE TORQUE(P-FACTOR OR ASYMMETRIC PROPELLOR LOADING). THE A/C HIT A CHAIN LINK FENCE, APPROX. 100 FEET FROM THE RUNWAY AND CAME TO REST DOWN AN EMBANKMENT. THE PILOT REPORTED THAT HE REMEMBERS TURNING OFF THE FUEL AND STARTING TO EXIT THE A/C, WHEN PERSONNEL FROM THE AIRPORT ARRIVED AND HELPED HIM OUT OF HIS PLANE. THE PILOT RECEIVED SERIOUS INJURIES, BUT REFUSED MEDICAL SERVICES AT THE SCENE AND THE A/C RECEIVED SUBSTANTIAL DAMAGES. (.4)ON APRIL 11, 2000, ABOUT 1030 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL TAYLOR SMITH WITMAN W-10, N90TS, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED OFF THE RUNWAY AND COLLIDED WITH A FENCE WHILE LANDING AT FLABOB AIRPORT, RIVERSIDE, CALIFORNIA. THE PRIVATE PILOT/OWNER OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91 AND SUFFERED MINOR INJURIES. THE LOCA L PERSONAL FLIGHT DEPARTED ABOUT 1015 AND STAYED IN THE LANDING PATTERN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT INFORMED THE FEDERAL AVIATION ADMINISTRATION ACCIDENT COORDINATOR THAT HE MADE A 3-POINT LANDING, THEN BOUNCED BACK INTO THE AIR. HE ADDED POWER AND THE AIRPLANE VEERED TO THE LEFT. THE AIRPLANE DEPARTED THE RUNWAY AND COLLIDED WITH A FENCE RUNNING PARALLEL TO THE RUNWAY. 20000411006569A (-23) MR. BARONIAN ATTEMPTED, ON HIS FIRST UN-SUPERVISED SOLO FLIGHT., A SHORT FIELD TAKE-OFF ON RUNWAY 29L AT FAT. HE STATED THAT WHEN HE EXECUTED THE SHORT-FIELD TAKEOFF HE OVER ROTATED CAUSING THE AIRCRAFT TO BEGIN FLOATING AND THE STALL WARNING HORN TO SOUND. HE THEN ELECTED TO ABORT THE TAKE-OFF, WHERE UPON LANDING, THE AIRCRAFT BEGAN TO DRIFT TO THE LEFT AND OFF THE RUNWAY. HE ATTEMPTED TO CORRECT THE DRIFT BUT TO NO AVAIL. UPON EXITING THE RUNWAY HE HIT ONE RUNWAY LIGHT BEFORE ROLLING OUT INTO THE DIRT AREA NEXT TO THE RUNWAY. MR. BARONIAN THEN TRIED SLOWING THE AIRCRAFT DOWN BY HOLDING THE YOKE BACK BUT THIS CAUSED HIS AIRCRAFT TO BECOME AIRBORNE, OVER A RUNWAY ENTRANCE TAXIWAY. THE AIRCRAFT LANDED ON THE OTHER SIDE, DAMAGING A TAXIWAY LIGHT. THE AIRCRAFT CONTINUED ON IN THE DIRT FIELD, PARALLEL TO RUNWAY 29L WHERE UPON ROLLING ONTO ANOTHER RUNWAY TAXI ENTRANCE, THE NOSE GEAR COLLAPSED AND THE AIRCRAFT CAME TO A STOP. THERE WERE NO INJURIES TO THE PILOT. DAMAGE TO THE AIRCRAFT WAS TO ONE PROPELLER BLADE, THE NOSE GEAR AND THE ENGINE FIREWALL. (.4) ON APRIL 11, 2000, AT 0910 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-38-112, N2500T, VEERED OFF THE RUNWAY AND COLLIDED WITH MULTIPLE OBSTACLES AT THE FRESNO YOSEMITE INTERNATIONAL AIRPORT, FRESNO, CALIFORNIA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRCRAFT WAS BEING OPERATED AS AN INSTRUCTIONAL FLIGHT BY GOLDEN EAGLE AVIATION, INC., UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT WAS ORIGINATING FROM FRESNO YOSEMITE INTERNATIONAL AIRPORT AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR WHO RESPONDED TO THE SCENE OF THE ACCIDENT, THE PILOT WAS ON HIS FIRST UNSUPERVISED SOLO FLIGHT. HIS INSTRUCTOR HAD REQUESTED THAT ON THIS FLIGHT HE PERFORM A SERIES OF SHORT FIELD TAKEOFFS. THE PILOT STATED THAT HE BEGAN HIS FIRST TAKEOFF BY HOLDING THE BRAKES, RUNNING UP THE ENGINE, AND THEN RELEASING THE BRAKES. AFTER REACHING 53 KNOTS, HE ROTATED BUT OVERCONTROLLED, AND THE AIRCRAFT BEGAN TO FLOAT PREMATURELY. HE DECIDED TO ABORT, AND, AS THE AIRCRAFT TOUCHED DOWN, HE LOST DIRECTIONALCONTROL AND IT BEGAN TO VEER OFF THE LEFT SIDE OF THE RUNWAY. HE APPLIED RIGHT RUDDER AND THE AIRCRAFT CONTINUED VEERING LEFT, EVENTUALLY STRIKING A RUNWAY LIGHT. HE ATTEMPTED TO DECELERATE BY HOLDING THE CONTROL WHEEL BACK; HOWEVER, THE AIRCRAFT NOW BECAME AIRBORNE OVER TAXIWAY GOLF. WHEN IT TOUCHED DOWN AGAIN, IT ROLLED ACROSS A DIRT INFIELD UNTIL REACHING TAXIWAY KILO (2,900 FEET FROM THE APPROACH END OF RUNWAY 29L). AS THE AIRCRAFT WAS CLEARING KILO, IT ROLLED OVER A LIP AT THE EDGE OF THE TAXIWAY. THE AIRCRAFT DROPPED ABOUT 1 FOOT ONTO THE RAMP AREA COLLAPSING THE NOSE GEAR AND DAMAGING THE PROP, ENGINE MOUNTS, AND FIREWALL. SURFACE WINDS WERE VARIABLE AT 4 KNOTS. THE PILOT'S LOGBOOK REFLECTED THAT HE HAD RECEIVED DUAL INSTRUCTION IN SHORT FIELD TAKEOFFS ON APRIL 8 AND 10, 2000. 20000411007579A (-23) AFTER LANDING PILOT REPORTED UNCOMMANDED FULL RIGHT RUDDER CAUSING LOSS OF CONTROL AND SUBSEQUENT COLLISION WITH AIRCRAFT HANGAR. NO INJURY TO PIC, HOWEVER BOTH AIRCRAFT AND HANGAR WERE SUBSTANTIALLY DAMAGED. FAA INSPECTION FOUND FRONT TAIL WHEEL HOLD DOWN BOLT SHEARED CAUSING TAIL WHEEL ASSEMBLY TO FOLD TO THE RIGHT FOLLOWED BY FULL RIGHT RUDDER. (.4) ON APRIL 11, 2000, ABOUT 1530 EDT A COOPER PITTS S1S, N27235, REGISTERED TO A PRIVATE INDIVIDUAL, WENT OFF THE RUNWAY AND COLLIDED WITH A HANGAR DURING LANDING AT SPRUCE CREEK AIRPORT, DAYTONA BEACH, FLORIDA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE A/C RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM FERNANDINA BEACH, FLORIDA, THE SAME DAY, ABOUT 1445. THE PILOT STATED THE LANDING ON RUNWAY 4 WAS NORMAL. DURING LANDING ROLLOUT, THE RUDDER SUDDENLY WENT FULL TO THE RIGHT AND THE A/C IMMEDIATELY TURNED TO THE RIGHT AND WENT OFF THE RUNWAY. HE WAS UNABLE TO REGAIN DIRECTIONAL CONTROL AND THE A/C COLLIDED WITH AHANGAR. HIS POSTCRASH EXAMINATION OF THE A/C SHOWED THE FORWARD TAIL WHEEL ATTACH BOLT HAD BROKEN AND THE TAIL WHEEL HAD COLLAPSED TO THE RIGHT AND JAMMED THE RUDDER TO THE RIGHT. THE NTSB WAS NOT NOTIFIED OF THE ACCIDENT UNTIL APRIL 21, 2000. THE A/C WAS EXAMINED BY AN FAA INSPECTOR AFTER THE ACCIDENT. THE INSPECTOR COULD NOT REMOVE THE REMAINS OF THE FAILED BOLT FROM THE TAIL WHEEL AND IT WAS NOT RETAINED FOR FURTHER EXAMINATION. 20000411010999A (-23) ON APRIL 11, 2000, AT APPROX. 2130 HOURS LOCAL TIME,^PRIVACY DATA OMITTED^EXECUTED AN APPROACH TO RUNWAY 14 AT EDWARDS COUNTY AIRPORT, ROCKSPRINGS, TX. DURING THE APPROACH TO THE AIRPORT THE A/C STRUCK A TREE AND CRASHED LANDED OFF THE AIRPORT. THE PILOT AND ONE PASSENGER EXITED THE AIRPLANE WITHOUT INJURY. THE AIRPLANE WAS CONSUMED BY FIRE SHORTLY AFTER THE LANDING.(.4)ON APRIL 11, 2000, APPROXIMATELY 2200 CENTRAL DAYLIGHT TIME, A PIPER PA-32R-301 SINGLE-ENGINE AIRPLANE, N789CA, IMPACTED TREES AND TERRAIN WHILE ON APPROACH TO THE EDWARDS COUNTY AIRPORT NEAR ROCKSPRINGS, TEXAS. THE AIRPLANE WAS REGISTERED TO HENJILL, INC., OF WILMINGTON, DELAWARE, AND OPERATED BY THE PILOT. THE PRIVATE PILOT AND PILOT RATED PASSENGER WERE NOT INJURED. THE AIRPLANE WAS DESTROYED BY IMPACT FORCES AND FIRE. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN IFR FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT DEPARTED BEAUMONT, TEXAS, ABOUT 1930, WITH A PLANNED DESTINATION OF EL PASO, TEXAS. THE PILOT REPORTED TO THE NTSB INVESTIGATOR-IN-CHARGE (IIC) THAT HE DIVERTED ABOUT 15 DEGREES TO THE LEFT OF COURSE TO AVOID SOME WEATHER. AS THE FLIGHT CONTINUED TOWARD ITS DESTINATION, "DARK NIGHT IFR CONDITIONS" WERE ENCOUNTERED. HE FURTHER REPORTED THAT HE CONTACTED HOUSTON CENTER AND REQUESTED DIRECTIONS TO THE NEAREST AIRPORT. HOUSTON CENTER DIRECTED THE FLIGHT TOWARD THE SONORA AIRPORT, NEAR SONORA, TEXAS. AFTER ENCOUNTERING MODERATE TURBULENCE, HE AGAIN CONTACTED HOUSTON CENTER AND REQUESTED DIRECTIONS TO A CLOSER AIRPORT. HOUSTON CENTER DIRECTED HIM TOWARD THE EDWARDS COUNTY AIRPORT NEAR ROCKSPRINGS, TEXAS. AS THE FLIGHT NEARED ROCKSPRINGS, THE PILOT ACTIVATED THE AIRPORT'S RUNWAY LIGHTS AND SET UP FOR A VISUAL APPROACH TO RUNWAY 14. WHILE ON THE APPROACH, THE PILOT LOST VISUAL CONTACT WITH THE RUNWAY, AND ELECTED TO PERFORM A GO-AROUND. THE PILOT APPLIED FULL POWER, RAISED THE LANDING GEAR, AND SELECTED 10 DEGREES OF FLAPS. SUBSEQUENTLY, THE AIRPLANE STRUCK TREES, IMPACTED THE GROUND, AND CAME TO A STOP AGAINST A FENCE. A POSTIMPACT FIRE CONSUMED THE AIRPLANE. AT 2153, THE REPORTED WEATHER AT KIMBLE COUNTY AIRPORT, NEAR JUNCTION, TEXAS, LOCATED 40 NAUTICAL MILES NORTHEAST OF THE ACCIDENT SITE, WAS SCATTERED CLOUDS AT 3,000 FEET, CEILING BROKEN AT 3,700 FEET, VISIBILITY 9 STATUTE MILES, WIND FROM 340 DEGREES AT 9 KNOTS GUSTING TO 17 KNOTS, TEMPERATURE OF 73 F, DEW POINT 63 F, AND ALTIMETER SETTING OF 30.03 INCHES OF MERCURY. THE NTSB IIC CALCULATED THE DENSITY ALTITUDE AT 3,758 FEET. ON THE ENCLOSED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), THE PILOT REPORTED THAT HE HAD ACCUMULATED 880 TOTAL FLIGHT HOURS OF WHICH 30 HOURS WERE AT NIGHT. IN THE 90 DAYS PRIOR TO THE ACCIDENT, THE PILOT HAD FLOWN 60 HOURS IN THE ACCIDENT AIRCRAFT OF WHICH 5 HOURS WERE AT NIGHT. IN THE 30 DAYS PRIOR TO THE ACCIDENT, THE PILOT HAD FLOWN 3 HOURS AT NIGHT OF WHICH 2 HOURS WERE IN THE PREVIOUS 24 HOURS. 20000411011789A (-23) THE PILOT WAS IN THE TRAFFIC PATTERN FOR RUNWAY 31R AND HAD BEEN CLEARED FOR TOUCH AND GO. A HEAVY BOEING 767 WAS MAKING A "STRIGHT IN" FOR APPROACH FOR LANDING ON RUNWAY 31L. (THE TRHRESHOLD FOR 31R IS APPROX. 4800 FEET BEYOND THE THRESHOLD FOR RUNWAY 31L, AND THE CENTERLINES ARE APPROX. 360 FEET APART). APPARENTLY THE PILOT OVERSHOT FINAL FOR 31R SLIGHTLY AND WAS LOW ON FINAL WHEN SHE ENCOUNTERED WAKE TURBULENCE FROM THE B-767 WHICH HAD TOUCHED DOWN ON RUNWAY 31L. THIS CAUSED THE CESSNA TO IMPACT THE GROUND ABOUT 90 FEET EAST OF RUNWAY 31L AND 590 FEET FROM THE END OF RUNWAY 31L, OR ABOUT 210 FEET SHORT OF THE THRESHOLD FOR RUNWAY 31L. THE A/C LEFT LANDING GEAR AND NOSE GEAR COLLAPSED, AND THE A/C SLID APPROX. 150 FEET ONTO RUNWAY 31L. 20000411012679A (-23) SMOKE FROM EXHAUST WAS OBSERVED BY SEVERAL WITNESSES ON DOWNWIND AT FULLERTON AIRPORT. IT IS SUSPECTED THAT THE ENGINE WAS RUNNING TOO RICH, THUS LOSING POWER AND THE PILOT FAILED TO MAINTAIN AN AIRSPEED AND SPUN INTO THE GROUND WITH RESULTANT FIRE DEMOLISHING A/C AND PILOT. 20000411014789I (-23) WHEN PILOT RAISED THE FLAPS DURING A GO AROUND MANEUVER AT PORT ORCHARD AIRPORT, THE FLAPS JAMMED APPROXIMATELY 10 DEGREES DOWN. THE PILOT ALSO NOTED THIS CONDITION JAMMED THE LEFT AILERON. THE PILOT DECLARED AN EMER GENCY, DIVERTED TO TACOMA NARROWS AIRPORT, AND LANED WITHOUT FURTHER INCIDENT. THE AIRCRAFT WAS INSPECTED BY ^PRIVACY DAT^ OF THE SEATTLE FSDO ON 04/13/2000. DURING THIS INSPECTION, THE LEFT INBOARD FLAP TRACK SUPPORT STRUCTURE, P/N 1221010-15, WAS FOUND CRACKED, ALONG WITH THE FLAPS AND THE TRACK SUPPORT STRUCTURE DURING RETRACT OF THE FLAPS. ONLY THE INBOARD TRACK OF THE LEFT FLAP JAMMED, CAUSING THE RETRACT MECHANISM TO PULL THE FLAP UP, DEFORMING AND TWISTING THE OUTBOARD PORTION OF THE FLAP, RESULTING IN INTERFERENCE WITH THE LEFT AILERON. 20000411014839I (-23) N33UR REPORTED SMOKE IN COCKPIT ON FINAL TO RWY 3. LANED RWY 3 WITHOUT INCIDENT. TAXIED TO RWY 34 AND SHUT DOWN ENGINES. ARFF RESPONDED. NO INJURY. RWY 34 CLOSED UNTIL 1934Z. ACFT TOWED TO FLIGHT CRAFT. FLIGHT CRAFT INSPECTED AIRCRAFT AND FOUND THE GROUND BLOWER NOT OPERATING. RESET THE CB AND SAID THAT THE DUCT WOULD OVERHEAT AND^PRIVACY DATA OMITTED^ . 20000411020089I (-23)ON APRIL 11, 2000 AT 1440 EST, A CESSNA 182 RG, N2263T, ON LANDING AT THE ALLENDALE AIRPORT (KALD), ALLENDALE, SC EXPERIENCED A RIGHT GEAR FAILURE AND COLLAPSE OF THE RIGHT GEAR. THE CESSNA 182RG LANDED APPROXIMATELY 200 FEET DOWN THE RUNWAY, VEERED TO THE RIGHT AND STOPPED 30 FEET FROM THE RUNWAY EDGE. A GEAR SWING WAS PERFORMED AND REVEALED THAT THE PILOT FAILED TO CONFIRM THAT THE GEAR WAS IN THE DOWN AND LOCKED POSITION FOR LANDING CAUSING A GEAR FAILURE/GEAR UP LANDING. 20000411042879A (-23) ON 4-11-00 AT 1800, A PIPER PA-11 REGISTERED TO ARLYN KEITH WAS INVOLVED IN AN ACCIDENT WHILE MAKING A LOW APPROACH TO THE PILOT'S FARM FIELD 4.5 MILES EAST OF SHERWOOD, ND DURING A SOLO LOCAL AREA FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED DAMAGE TO THE PROPELLER, FIREWALL, ENGINE MOUNT, VERTICAL STABILIZER, RUDDER, AND RIGHT WING TIP AND CAME TO REST INVERTED WITH NO INJURY TO THE STUDENT PILOT. THE FLIGHT ORIGINATED AT THE WESTHOPE, ND AIRPORT. 20000411042899A (-23) THE AIRCRAFT DEPARTED CGF, CUYAHOGA COUNTY AIRPORT ON AN IFR FLIGHT PLAN FOR CLE, CLEVELAND HOPKINS AIRPORT. EAST OF CLE AT 3000FT. MSL, AIRFRAME ICING WAS ENCOUNTERED. THE AIRCRAFT REQUESTED AND RECEIVED A CLEARANCE TO 4000FT. MSL. ATC HAD PROVIDED INFORMATION THAT THERE WERE NO REPORTS OF ICING AT 4000FT MSL. THE AIRCRAFT WAS VECTORED FOR THE ILS 5R AT CLE. THE OBSERVER, A FORMER PIC CURRENTLY IN TRAINING TO RETURN TO FLIGHT DUTIES, WAS FLYING THE AIRCRAFT FROM THE RIGHT SEAT. UPON BREAKING OUT IN VMC CONDITIONS, CLE ATC REQUESTED AND THE CREW ACCEPTED A SIDESTEP TO 5L. IN THE LANDING FLARE, THE AIRCRAFT STALLED AND HIT HARD ON THE NOSE GEAR FIRST. SUBSEQUENT SCHEDULED MAINTENANCE REVEALED DAMAGE TO THE AIRCRAFT WHICH WAS CATEGORIZED AS SUBSTANTIAL. BOTH FLIGHT CREWMEMBERS WERE REMOVED FROM FLIGHT STATUS BY THE OPERATOR AND WENT THROUGH REQUALIFICATION TRAINING FOR THEIR RESPECTIVE POSITION. 20000412004679A (-23) PILOT STATED HE WAS FLYING WING ON RIGHT SIDE, WEATHER, FOG CAUSED BOTH A/C TO TURN AROUND TO THE LEFT, STATED HE BELIEVES HE GOT IN LEAD A/C P ROP WASH OR WING TIP VORTICES, LOSS CONTROL OF A/C AND PLUGED TOWARDS THE GROUND. ARRIVED AT HOSPITAL 10:25. (.4)ON APRIL 12, 2000, ABOUT 1015 CENTRAL STANDARD TIME, A HOMEBUILT SCOTT VANS RV-4, N123SC, OWNED BY A PRIVATE INDIVIDUAL IMPACTED WITH TREES WHILE TURNING TO REVERSE DIRECTION NEAR NATCHEZ, MISSISSIPPI. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS DESTROYED. THE PRIVATE-RATED PILOT REPORTED MINOR INJURIES. THE FLIGHT HAD ORIGINATED FROM STENNIS INTERNATIONAL AIRPORT, BAY SAINT LOUIS, MISSISSIPPI, AT 0810. THE PILOT TOLD INVESTIGATORS THAT HE SAW CLOUDS AND RAIN IN HIS FLIGHT PATH. HE WAS IN TRAIL OF ANOTHER AIRCRAFT, AND BOTH WERE EN ROUTE TO FORT WORTH, TEXAS. THE FIRST AIRCRAFT PERFORMED A 180-DEGREE TURN AND THE PILOT OF N123SC, FOLLOWED. AS HE MADE THE LEFT TURN FOLLOWING THE OTHER AIRCRAFT, "...MY AIRCRAFT FLIPPED OVER TO ALMOST AN INVERTED ATTITUDE. THE CONTROLS FELT MUSHY, AFTER I LEVELED THE AIRCRAFT...THE NOSE WAS POINTING ALMOST STRAIGHT DOWN, I CYCLED PITCH SEVERAL TIMES WITH NO AIRCRAFT PITCH CHANGE." THE NEXT THING HE KNEW THE GROUND WAS COMING UP, AND THE AIRPLANE STRUCK TREES. ACCORDING TO THE FAA INSPECTOR'S STATEMENT, AN EXAMINATION OF THE WRECKAGE AFTER THE ACCIDENT REVEALED, "...THE CONTROL STICK WAS ACTUATED FORE AND AFT, LEFT AND RIGHT WITH POSITIVE INPUT TO ALL CONTROL SURFACES THAT WERE STILL INTACT ON THE AIRCRAFT." THE FAA INSPECTOR MET WITH THE PILOT AT THE HOSPITAL, AND ACCORDING TO THE INSPECTOR'S STATEMENT, THE PILOT OF N123SC AND HIS FRIEND WERE ORIGINALLY EN ROUTE TO LAKELAND, FLORIDA, HIS AIRPLANE DEVELOPED ENGINE PROBLEMS. HE LANDED AND OVER THE NEXT 3 DAYS THE ENGINE WAS REPAIRED. WHEN HIS FRIEND RETURNED THEY BOTH DEPARTED FOR TEXAS. THE INSPECTOR SAID, "...A FLIGHT PLAN WAS NOT FILED, NOR WAS A WEATHER BRIEFING OBTAINED...AFTER ABOUT 105 NAUTICAL MILES OF FLIGHT, FOG AND LOWERED CEILINGS WERE ENCOUNTERED WHERE THEY RESPONDED WITH A 180 DEGREE TURN AND REVERSED DIRECTIONS...[THE] PILOT OF N123SC, STATED HE LOST CONTROL OF THE AIRCRAFT AS HE BEGAN HIS TURN BEHIND THE LEAD AIRCRAFT...HE TRIED TO REGAIN CONTROL OF THE AIRCRAFT, BUT ALL CONTROL INPUTS FAILED TO CONTROL THE AIRCRAFT. THE NEXT THING HE SAW, WAS THE TREES AND GROUND COMING UP TOWARDS HIM." THE FAA INSPECTOR FURTHER SAID, "...IT IS MY OPINION THAT WEATHER, FOG, LOW CEILINGS, LACK OF INSTRUMENTATION AND THE PILOT FLYING IN MARGINALLY VFR TO IFR WEATHER WITHOUT AN INSTRUMENT RATING, POSSIBLY CONTRIBUTED TO A LOSS OF CONTROL, SECONDARILY TO SOME BUFFETING BY THE LEAD AIRCRAFT, AND THEN POSSIBLY AN ACCELERATED STALL. AT 1015, THE REPORTED WEATHER AT NATCHEZ-ADAMS AIRPORT (HEZ), LOCATED ABOUT 15 MILES WEST OF THE CRASH SITE WAS: LOWEST CEILING: 200 OVERCAST, VISIBILITY: 2 1/2 MILES, TEMPERATURE 63 DEGREES F, DEW POINT: 63 DEGREES F, WIND FROM 020 DEGREES, AT 6 KNOTS, AND THE ALTIMETER 30.16 INHG. 20000412007039A (-23) ON 4/12/00 AT ABOUT 1400 PST, A CESSNA 150M, N9301U, REGISTERED TO PAHOLKE LEASING DBA PRO AIR, COLLIDED WITH POWER LINES 75 FEET AGL PRIOR TO STRIKING THE GROUND INVERTED, AT AUBURN WA. THE ATP PILOT AND HIS PASSENGER RECEIVED MINOR INJURIES. VFR CONDITIONS PREVAILED. THE FLIGHT HAD JUST DEPARTED SUBURN MUNI. AIRPORT, AUBURN, WA. THE PILOT STATED TO AN FAA INSPECTOR THAT HE HAD BEEN FLYING AT ABOUT 5' ABOVE RUNWAY 34 IN THE LANDING CONFIGURATION WITH THE FLAPS FULL DOWN. WHEN HE ATTEMPTED TO DEPART THE RUNWAY HE WAS UNABLE TO OUT CLIMB OBSTACLES DUE TO NEGLECTING THE FLAPS. EXAMINATION OF THE A/C REVEALED THAT THE CARBURETOR HEAT CONTROL WAS IN THE HALFWAY ON POSITION. 20000412008429A (-23) ON 4/11/00 ERIC L. SORNSON WAS PILOTING A BELLANCA BL-7ECA REGISTRATION N88466. WHILE ATTEMPTING A LANDING AT KRASTEL FIELD (AMD3) A PRIVATELY OWNED GRASS STRIP IN KENNEDYVILLE, MD, THE PILOT CRASHED LANDED ABOUT 150 FEET SHORT OF THE RUNWAY. DUE TO THE NATURE OF THE DAMAGE I AM CONSIDERING THIS TO BE AN ACCIDENT. 20000412019689I (-23)TURNED TO AVOID WEATHER TURNED TO LEFT LOST RADIO CONTACT WITH TRAIL SHIP, MADE SEVERAL CALLS WITH NO RESPONSE. SAW CLEAR ROADWAY HWY 84 APPROACH AND LANDED WITHOUT INCIDENT. 20000412023249I (-23)AMERICAN TRANS AIR FLIGHT TZ425 DEPARTED INDIANAPOLIS ENROUTE TO ST. PETERSBURG AND RETURNED TO INDIANAPOLIS SHORTLY AFTER TAKOE-OFF AFTER THE FLIGTH CREW SHUT DOWN THE #3 ENGINE AS A PRECAUTION DUE TO A START VALVE OPEN ILUMINATING AND SHORTLY THERE AFTER THE FIRE WARNING LIGHT ILUMINATING. THE BLEED AIR WAS ISOLATED AND THE LIGTHS WENT OUT. THE AIRCRAFT DUMPED FUEL APPROXIMATELY 30 MILES EAST OF INDIANAPOLIS AT 400 FT. THE AIRCRAFT LANDED AT THE INDIANAPOLIS AIRPORT ON RUNWAY 23L WITHOUT INCIDENT. EMERGENCY EQUIPMENT WAS CALLED AND WAS STANDING BY AT THE RUNWAY. 20000412028969A (.4)THE INSTRUCTIONAL FLIGHT WAS ON TAKEOFF ROLL WHEN A WITNESS OBSERVED THE AIRPLANE'S LEFT MAIN WHEEL AND TAIL WHEEL EXIT THE LEFT SIDE OF THE RUNWAY AT APPROXIMATELY 50 TO 70 YARDS FROM ROLL COMMENCEMENT. THE AIRPLANE LEFT THE GROUND, AND ROCKED FROM SIDE TO SIDE. IT THEN CAME BACK DOWN TO THE RUNWAY, AND WAS ON THE ASPHALT FOR 2 TO 3 SECONDS. THE WITNESS SAID THAT THE ENGINE SOUND OF 'FULL POWER' NEVER CHANGED. HE SAID THAT THE AIRPLANE THEN JUMPED BACK INTO THE AIR AGAIN, AND AGAIN ROCKED FROM SIDE TO SIDE LIKE IT WAS GOING TO STALL AT ANY MOMENT. HE SAID THEN THE AIRPLANE NOSED DOWN AND HIT THE RUNWAY. (-23)^PRIVACY DAT^ WAS PILOT IN COMMAND AND AFTER TAKEOFF BOTH PILOTS FELT ENGINE WAS NOT DEVELOPING THE POWER REQUIRED FOR NORMAL TAKEOFF. IT WAS DECIDED TO LAND ON THE REMAINING RUNWAY. ^PRIVACY DATA^ WAS FLYING AIRCRAFT AND LANDED ON LEFT SIDE OF RUNWAY ON RIGHT GEAR ONLY BOUNCING AND DRAGGING THE RIGHT GEAR UNTIL IT BROKE CAUSING AIRCRAFT TO LEAVE RUNWAY. ^PRIVACY DATA OMITTED^ 20000412033629I (-23)PILOT MADE HARD LANDING AS A RESULT OF WINDSHEAR. DAMAGE WAS SUSTAINED TO LANDING GEAR AS WELL AS PROPELLER. 20000412040279A (-23) THE PILOT WAS PRACTICING TOUCH AND GO LANDINGS IN THE AIRPORT PATTERN. ON HER FOURTH APPROACH SHE STATED THAT THE AIRCRAFT WAS TRIMMED FOR AN APPROXIMATE 60-65 KNOT APPROACH. SHE BELIEVES THE AIRCRAFT TOUCHED DOWN ON ALL THREE LANDING GEAR THEN BEGAN TO PORPOISE. SHE APPLIED PARTIAL POWER TO ATTEMPT A RECOVERY WHICH AGGRAVATED THE OSCILLATIONS. SHE EVENTUALLY GOT THE AIRCRAFT AIRBORNE BUT WAS EXPERIENCING SEVERE VIBRATIONS. SHE ELECTED TO RETURN TO THE RUNWAY FOR A FULL STOP LANDING. SHE CALLED THE TOWER WHO HAD BY THEN ALL READY NOTIFIED THE FBO OF THE SITUATION. 20000412042229A (-23) ON APRIL 12, 2000, AT 1300 LOCAL TIME, A PIPER PA-28-140 AIRPLANE, N6119W, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT CRASHED ON CHIKUMINUK LAKE AT 6013N, 15902W. THE COMMERCIAL PILOT AND SOLE PASSENGER RECEIVED MINOR INJURIES. THE AIRPLANE WAS BEING OPERATED UNDER 14 CFR PART 21 AS A FERRY FLIGHT. THE PILOT LEFT NAKNEK FOR BETHEL FOR MAINTENANCE. HE ENCOUNTERED WHITEOUT CONDITIONS WHILE TRYING TO NEGOTIATE THROUGH THE MOUNTAINS NW OF DILLINGHAM, THE PILOT HANDED THE CONTROLS OVER TO THE PASSENGER SO HE COULD LOOK AT HIS CHARTS. THE PASSENGER INADVERDENTLY DESCENDED AND CRASHED ONTO THE SNOW-COVERED LAKE. INFORMATION FOR BLOCK 29 IS IN PROGRESS, PILOT IS NOT BEING COOPERATIVE. 20000413002039I (-23) PILOT STATED HE HAD NORMAL GEAR INDICATIONS (3 LIGHTS) AFTER EXTENDING THE LANDING GEAR. UPON TOUCHDOWN THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE AIRCRAFT VEERED OFF THE RUNWAY. UPON LEAVING THE RUNWAY THE LEFT MAIN LANDING GEAR BROKE OFF AND THE AIRCRAFT CAME TO REST WITH NO INJURIES. THE AIRCRAFT IS LOCATED AT DISCOVERY AVIATION (TITUSVILLE AIRPORT). (FROM AMENDED -23) PILOT STATED HE HAD NORMAL GEAR INDICATIONS (3 LIGHTS) AFTER EXTENDING THE LANDING GEAR. UPON TOUCHDOWN THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE AIRCRAFT VEERED OFF THE RUNWAY. UPON LEAVING THE RUNWAY THE LEFT MAIN LANDING GEAR BROKE OFF AND THE AIRCRAFT CAME TO REST WITH NO INJURIES. SEE ATTACHED COPY OF FAA FORM 8010-4. 20000413004409A (.23) PILOT WAS PRACTICING AEROBATICS IN PREPARATION FOR AIRSHOW. PILOT LOST ELEVATOR CONTROL. AIRCRAFT PITCHED TO THE INVERTED POSITION, THAT IS WHEN THE PILOT BAILED OUT. DURING THE POST CRASH INVESTIGATION IT WAS NOTED THE ELEVATOR CONTROL'S CONNECTING ROD HAD FAILED. 20000413008579A (-23) PILOT FLYING AT CRUISE FLIGHT FOR APPROX. 30 MINUTES AFTER REFUELING. ENGINE FAILED, PILOT ATTEMPTED RESTART DURING GLIDE TO SUITABLE LANDING AREA. ENGINE FAILED TO RE-START, A/C GLIDED SHORT OF INTENDED OFF-AIRPORT LANDING AREA, STRUCK THE TOP OF A TREE, RESULTING IN CONTACT WITH A MARSHY GROUND AREA NOSE FIRST, A/C INA VERTICAL RESTING POSITION. (.4)ABOUT 30 MINUTES AFTER REFUELING, AND AT A CRUISE ALTITUDE OF ABOUT 2,000 FEET, THE ENGINE FAILED. THE PILOT ATTEMPTED TO RESTART THE ENGINE DURING THE FORCED LANDING. THE ENGINE FAILED TO RESTART; THE AIRPLANE GLIDED SHORT OF INTENDED OFF-AIRPORT LANDING AREA, AND STRUCK THE TOP OF A TREE. AFTER STRIKING THE TREE THE AIRPLANE WENT NOSE FIRST INTO A MARSHY AREA. THE ENGINE WAS EQUIPPED WITH A DUAL ELECTRONIC IGNITION, CONTROLLED BY A COMPUTER IN CONJUNCTION WITH A COMPUTER DRIVEN FUEL COMPENSATION UNIT. THE ELECTRONIC EQUIPMENT WAS DAMAGED BEYOND TESTING CAPABILITY. THE FACTORY REPRESENTATIVE FOR THE ENGINE COMPANY STATED, '...THAT HE BELIEVED THE MALFUNCTION WAS THE RESULT OF ONE OR MORE COMPUTERS.' DUE TO IMPACT DAMAGE TO THE ELECTRONIC COMPONENTS, THE CAUSE OF THE ENGINE FAILURE WAS NOT DETERMINED. 20000413009549A (-23) AIRMAN ELECTED TO LAND LONG DUE TO STANDING WATER ON THE SOUTH 1/3 OF THE 1,500' LONG RUNWAY. THE REMAINDER OF THE RUNWAY WAS COVERED WITH MELTING ICE. AIRMAN WAS UNABLE TO MAINTAIN CONTROL OF THE A/C AFTER LANDING. A/C GROUND LOOPED WHEN THE LEFT MAIN GEAR CONTACTED BARE GRAVEL. 20000413011929A (-23) THE PILOT STATES THAT HE OBTAINED RECORDED WEATHER FROM LOCAL AIRPORTS AND SPOKE WITH PILOTS IN THE AIR. HE ALSO STATES THAT THE OVERHEAD SKY APPEARED OBSURED. HE DEPARTED LOPEZ ISLAND AIRPORT AND ENCOUNTERED IMC JUST ABOVE TREE TOP LEVEL. THE PILOT ELECTED TO RETURN TO THE AIRPORT IMMEDIATELY AND LANDED IN THE LAST 300-400 FEET OF THE RUNWAY. THE AIRCRAFT DEPARTED THE RUNWAY END DURING THE LANDING ROLL OUT AND COLLIDED WITH A CHAIN LINK FENCE AND BRUSH AT THE EDGE OF THE RUNWAY'S OVER-RUN AREA. THE PILOT WAS NOT INJURED AND THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE, AND WAS LATER DECLARED A LOSS. 20000413019629I (-23)AIRCRAFT HYROPLANED DURING LANDING AND WENT OFF THE END OF RUNWAY 35 AT BELMONT AIRPORT, MS. MINOR DAMAGE TO ON PROP BLADE. NO INJURIES. 20000413019709I (-23)THE COMMERICAL (MULTI-ENGINE) RATED STUDENT AND CFI HAD BEEN IN PRACTICE AREA DOING MANEUVERS TO PREPARE THE STUDENT FOR COMMERICAL SINGLE ENGINE AND CFI RATINGS. WHILE DOING MANEUVERS, THE AUTOMATIC GEAR EXTENSION SYSTEM WAS DISABLED. WHEN THEY RETURNED TO THE AIRPORT TO PRACTICE LANDINGS, THE AUTO MATIC GEAR EXTENSION SYSTEM WAS STILL DISABLED. THEY MADE A NORMAL APPROACH BUT FORGOT TO EXTEND THE LANDING GEAR RESULTING IN A GEAR UP LANDING. THERE WERE NO INJURIES AND THE AIRCRAFT SUTAINED ONLY MINOR DAMAGE. 20000413019989I (-23) ^PRIVACY DA^ AND A FRIEND HAD JUST FINISHED CLEANING THE AIRCRAFT AND DECIDED TO TAKE IT AROUND THE PATTERN. ^PRIVACY DA^ LANDED THE AIRCRAFT WITH THE LANDING GEAR RETRACTED. ^PRIVACY DA^ WAS GIVING HIS FRIEND SOME INSTRUCTIONS ON HOW TO APPROACH AND LAND AT THIS PRIVATE AIRPORT WHEN THE INCIDENT OCCURRED. ^PRIVACY DA^ STATED THAT HE NORMALLY USED THE CHECKLIST BUT DID NOT ON THIS INCIDENT. HE ATTRIBUTED THIS TO THE FACT THAT HE WAS IN THE PATTERN A VERY SHORT TIME AND HE WAS TALKING TO HIS FRIEND ABOUT THE AIRPORT. HE ALSO STATED THAT THE LANDING GEAR WARNING HORN DID NOT SOUND DURING THE APPROACH. 20000413020279I (-23)PILOT ATTEPMTED A DOWNWIND LANDING. IN DOING SO, LOST CONTROL OF THE AIRCRAFT, AND VEERED OFF THE LEFT SIDE OF THE RUNWAY COMING TO A STOP IN THE SAND. THE NOSE GEAR WAS RIPPED OFF THE AIRCRAFT AND THE TWO MAIN GEARS WERE ALSO DAMAGED. THE LEADING EDGE OF THE LEFT SUSTAINED A LARGE BASH. 20000413022259I (-23)WHILE LANDING A STRONG GUST OF WIND CAUGHT HIM CAUSING HIM TO STRIKE NOSE WHEEL AT AN ANGLE, BENDING NOSE WHEEL CAUSING PROP TO STRIKE GROUND. WIND GUST REPORTED 25-GUST 30. 20000413022359I (-23)PILOT EXPERIENCED ELECTRICAL PROBLEM ON APPROACH TO CRYSTAL AIRPORT. UPON LANDING THE LEFT MAIN TIRE BLEW OUT DUE TO BRAKING ACTION. FLAT TIRE CAUSE AIRCRAFT TO VEER OFF LEFT SIDE OF RUNWAY. ENGINE WAS SHUT DOWN BUT ONE BLADE OF THE PROPELLER STRUCK A TAXI LIGHT. ONE BLADE OF PROPELLER WAS DESTROYED AS WELL AS THE TAXI LIGHT. ON GOING INVESTIGATION AS TO A CAUSE OF THE ELECTRICA PROBLEM. NO PROBLEMS NOTED WITH POWER UP...ENGINE CANNOT BE RAN UNTIL NEW PROPELLER IS INSTALLED. THIS DATA WILL BE UPDATE AS ADDED INFORMATION IS OBTAINED. 20000413023299I (-23)AT FL 190, AUTOPILOT ON, IN CLIMB, THE AIRCRAFT STARTED ROLLING/YAWING, INCREASING IN SEVERITY. AUTOPILOT WAS DISENGAGED AND AIRCRAFT CONTINUED ROLLING AND YAWING. YAW DAMPER WAS DISENGAGED AND THE PILOT COMBATED THE DUTCH ROLL. PILOT REGAINED CONTROL AND MADE UNEVENTFUL LANDING. MAXIUM BANK ANGLE ACHIEVED WAS 10 DEGREES. INVESTIGATION HAS REVEALED THE SHROUD ASSEMBLY FOR E1 ELECTRONIC RACK WAS NOT PROPERLY ATTACHED. A LIQUID SPILL FROM THE GALLEY TRAVELED DOWN THROUGH THE CABIN FLOOR, CONTINUED DOWN THE CONNECTOR CABLE TO THE YAW DAMPER COMPUTER. THE LIQUID PENETRATED THE CONNECTOR PLUG AND SHORTED SEVERAL PINS CAUSING THE CIRCUIT BREAKER TO RELAESE. 20000413033089I (-23)TELEPHONE INTERVIEW WITH^PRIVACY DATA OMIT^ PILOT OF CESSNA N8488X, A CE-172-C, ON 4-17-00 AT 645 PM. ^PRIVACY ^ ADVISED THAT AFTER LEVEL OFF AT 6000 FEET, ON VICTOR AIRWAY 163, APPROXIMATELY IN THE VICINITY OF MANNY INTERSECTION THE AIRCRAFT ENGINE BEGIN TO SPUTTER. HE WAS UNABLE TO MAINTAIN ALTITUDE AND ATC ISSUED HIM LOWER ALTITUDE. ATC ADVISED HIM THAT PORT MANSFIELD AIRPORT WAS APPROXIMATELY 6 MILES FROM HIS POSITION AND ASSIGNED HIM A RADAR VECTOR FOR THE AIRPORT. ^PRIVACY ^ ADVISED THAT THE AIRCRAFT WOULD NOT MAINTAIN AN ALTITUDE AND HE LANDED INLAND 1/2 MILE FROM THE COAST LINE. HE SAID THAT THE LANDING WAS HARD HOWEVER, THE AIRCRAFT REMAINED UP RIGHT AND IT APPREARED TO HAVE NO DAMAGE AND NO INJURIES TO THE PILOT AND PASSENGER. THE AIRCRAFT ENGINE DID NOT QUIT RUNNING IT JUST LOST POWER ACCORDING TO ^PRIVACY ^. 20000413042189A (-23) DURING TAKEOFF INTO A FRONT QUARTERING HEAD WIND (GUSTY WINDS) THE PILOT ATTEMPTED TWICE TO LIFT OFF, COULD NOT, RAN OUT OF RUNWAY RAN INTO THE DEEP SNOW WHICH RESULTED IN FLIPPING THE AIRCRAFT OVER. ^PRIVACY DATA OMITTED^ 20000414005269A (-23) PILOT ATTEMPTED TAKEOFF WITH TOO HEAVY OF A LOAD FOR THE CONDITIONS OF THE DAY AND COLLIDED WITH A LARGE FARM IRRIGATION SYSTEM THAT WAS LOCATED NEAR THE END OF THE RUNWAY. DAMAGE OCCURRED TO THE RIGHT WING AND THE TAIL SURFACES. THE PILOT WAS NOT INJURED. 20000414006049A (-23) PILOT CLEARED TO LAND AT ST. PAUL AIRPORT WHEN HE EXPERIENCED COMPLETE LOSS OF CONTROL OF THE MAIN ROTOR. AFTER SEVERAL OUT OF CONTROL MANEUVERS THE AIRCRAFT LANDED UPRIGHT ON TOP OF A FLAT WAREHOUSE ROOF. DAMAGE APPEARS TI BE MAINLY CONFINED TO THE LANDING SKIDS. INVESTIGATION REVEAL AN APPEARANT FAILURE OF THE ROTOR SERVOS ATTACH PLATE RETAINERS. 20000414006189A (-23) PILOT HAD MADE TWO TRIPS AROUND PATTERN, ON 3RD TRIP. DURING THE TURN TO FINAL APPROACH, THE GYROPLANE CONTINUED THE TURN, BANK, AND DESCENT UNTIL IMPACT WITH THE GROUND. POST CRASH EXAMINATION OF THE GYROPLANE REVEALED NO APPARANT CONTROL SYSTEM OR ENGINE MALFUNCTION. PILOT EXPIRED ON APRIL;23 FROM INJURIES RECEIVED IN CRASH. DURING AUTOPSY ON PILOT, IT WAS DISCOVERED BY MEDICAL PERSONNEL THAT HE HAD A HEART PACE-MAKER. 20000414007959A (-23) ON 4/14/2000, AT APPROXIMATELY 2040 LOCAL, PILOT IN COMMAND, RODNEY M. PETERSON, LOST CONTROL OF A BELLANCA AIRCRAFT, BL-7-ECA, N2868Z, WHILE ON VISUAL APPROACH TO RUNWAY 16 AT ARLINGTON AIRPORT, TEXAS. N2868Z DEPARTED THE WEST EDGE OF THE RUNWAY AT A 45 DEGREE ANGLE TO THE RUNWAY CENTER LINE. THE AIRCRAFT TRAVELED APPROXIMATELY 200 YARDS BEFORE NOSING OVER AND COMING TO REST INVERTED. THERE WERE NO SERIOUS INJURIES. 20000414023169I (-23)PILOT LANDED A/C JUST RT. OF CTR. ON R/W 25. ON ROLLOUT AT APPROX 1100' THE A/C VEERED TO THE LEFT. PILOT WAS UNABLE TO CONTROL A/C AND CONTAINED OUT OF CONTROLOF L/H SIDE OF RUNWAY, ACROSS APPRO 200' OF GRASS AREA INTO A DITCH WITH STANDING WATER. THE NOSE GEAR WAS KNOCKED OFF AFTER HITTING DITCH, AND CAME TO REST ON THE ENGINE COWL AND PROPELLER BLADE, BENDING ON BLADE OF PROP BACKWARD. 20000414032429I (-23)PILOT LANDED WITH GEAR UP ON RUNWAY 23. PILOT FAILED TO LOWER THE GEAR. PILOT CLAIMED THAT HE LOWERED THE GEAR, BUT NO MECHANICAL PROBLEM WITH GEAR COULD BE FOUND. DAMAGE MINOR. NO INJURIES. NO FIRE. THIS INVESTIGATON CLOSED WITH THIS REPORT. 20000414036179A (-23) PILOT WAS MAKING A POST MAINTENANCE CHECK, AT ABOUT 300 FEET AGL AFTER TAKEOFF INTIAL ENGINE FAILURE OCCURRED. THE ENGINE SPUTTERED AND FIRED BACK UP FOR A FEW SECONDS AND THEN QUIT AGAIN. PILOT THEN INITIATED A TURN BACK TOWARD THE AIRPORT, BUT DID NOT HAVE ENOUGH ALTITUDE TO MAKE THE RUNWAY. A/C LANDED SHORT OF THE RUNWAY OFF OF THE AIRPORT PROPERTY. THERE WAS AMPLE FUEL IN THE FUEL TANKS AND ALL ENGINE CONTROLS APPEARD TO FUNCTION NORMALLY. A/C WAS RECOVERED AND A TEST RUN OF THE ENGINE WAS CONDUCTED. ENGINE RAN NORMAL WITH NO INDICATION OF MALFUNCTION. PILOT INDICATED ALL PREFLIGHT CHECKS WERE ACCOMPLISHED WITH NO ABNORMALITIES NOTED. FUEL SELECTOR WAS DIRECTED TO BE TURNED OFF BY THE CLUB MANAGEMENT AT THE SCENE. 20000414037399A (-23) N82AW, A NORTH AMERICAN T-28-B, PILOTED BY AN AIRLINE TRANSPORT PILOT EXPERIENCED A ENGINE FAILURE WHILE ATTEMPTING TO MAKE A EMERGENCY LANDING. THE AIRCRAFT WAS DESTROYED. 20000414039669I (-23)ON APRIL 14, 2001, A MD-80, S/N 49583, REGISTERED AS AND OPERATING AS DALA FLIGHT 2155, WAS ENROUTE FROM "YYZ" TO "ALT" AND DIVERTED TO "PIT" AFTER DECLARING AN EMERGENCY DUE TO THE RIGHT "OIL STRAINER CLOG" LIGHT COMING ON INTERMITTENTLY. THE ENGINE WAS SHUT DOWN. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE REMOVED AND INSPECTED OIL FILTER. NO DEFECT WAS NOTED, AND A NEW OIL FILTER WAS INSTALLED AS ENGINE PER M.M. THE ENGINE OIL WAS ALSO DRAINED AND REPLACED. THE MON FAIL INDICATION WAS CLEARED, AND THE ENGINE WAS TEST RUN AND LEAK CHECKED--ALL NORMAL. THE "FDR" WAS REMOVED AS PER M.M.C. AND REPLACED WITH A SERVICEABLE UNIT PER M.M. THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000414040599A (.4) THE PILOT WAS ON AN INSTRUMENT FLIGHT RULES FLIGHT PLAN, IN INSTRUMENT METEOROLOGICAL CONDITIONS. HE WAS INSTRUCTED TO FLY A HEADING, UNTIL RECEIVING A NON-DIRECTIONAL BEACON, THEN PROCEED DIRECTLY TO THE BEACON. AFTER THE PILOT REPORTED RECEIVING THE BEACON, THE AIRPLANE TURNED TO RIGHT, ABOUT 90 DEGREES, FOLLOWED BY A 180-DEGREE TURN TO THE LEFT. AT THE COMPLETION OF THE SECOND TURN, THE AIRPLANE DISAPPEARED FROM RADAR. THERE WERE NO DISTRESS CALLS FROM THE PILOT. THE GROUND IMPACT POINT WAS FOUND IN THE VICINITY OF THE LAST RADAR CONTACT, AND ACCIDENT SITE EVIDENCE INDICATED AN ALMOST VERTICAL, FINAL DESCENT. ALL FLIGHT CONTROL SURFACES WERE ACCOUNTED FOR AT THE ACCIDENT SCENE, AND PROPELLER SIGNATURES INDICATED HIGH ENGINE POWER AT IMPACT. THE VACUUM PUMP WAS DESTROYED, BUT INTERNALLY, EXHIBITED ROTATIONAL SCORING AND ROTATIONAL SMUDGING. THE PILOT HAD 254 HOURS OF TOTAL FLIGHT TIME, WITH 53 HOURS OF SIMULATED INSTRUMENT FLIGHT TIME, AND 0.4 HOURS OF ACTUAL INSTRUMENT FLIGHT TIME. THE PILOT'S LAST SIMULATED INSTRUMENT FLIGHT EXPERIENCE OCCURRED 4 MONTHS PRIOR TO THE ACCIDENT. (-23) AIRCRAFT DEPARTED ON IFR FLIGHT PLAN FROM WILLIAMSBURG-JAMESTOWN AIRPORT (JGG) DIRECT TO SHENANDOAH VALLEY REGIONAL AIRPORT (SHD). RICHMOND ATC LOST CONTACT WITH THE AIRCRAFT ABOUT 7 MILES FROM SHD. AIRCRAFT WAS LOCATED BY VIRGINIA STATED POLICE HELICOPTER ON BROWNS GAP MOUNTAIN, ELEVATION OF 3398', IMPACTED ON THE SIDE OF MOUNTAIN. THERE WAS NO FIRE, BUT THE AIRCRAFT WAS DESTROYED. SOLE OCCUPANT, PILOT, WAS FATALLY INJURED. 20000414040839A (-23) THE PILOT WAS ATTEMPTING A CROSS WIND LANDING DURING AN INSTRUCTIONAL FLIGHT. THE PILOT REPORTED THAT ON APPROACH TO RUNWAY 19 AT 1G3, WITH 30 DEG OF FLAPS APPLIED, THE AIRCRAFT DRIFTED LEFT OF THE CENTER LINE. THE PILOT MR. GRANT SAID HE FLARED HIGH, FLOATED, AND BOUNCED ONCE. MR. GRANT SAID THE PILOT ATTEMPTED TO APPLY POWER FOR A GO-AROUND WITH FLAPS AND EXTENDED LANDING GEAR. MR. GRANT SAID THE INSTRUCTOR PILOT ABORTED THE GO-AROUND AND PULLED POWER OFF. AFTER TOUCH DOWN THE AIRCRAFT HIT A RUNWAY LIGHT ASSEMBLY AND WENT ACROSS THE GRASS. THE AIRCRAFT TRACKED THROUGH A MUD/GRASS WET BOG AREA. AFTER HITTING THE BOG THE NOSE GEAR SEPARATED FROM THE AIRCRAFT CAUSING THE AIRCRAFT TO TURN LEFT. THE LEFT WING WAS DAMAGED FROM HITTING THE GROUND AT THIS TIME. TWO PERSONS WERE ON BOARD AND REPORTED ONLY MINOR INJURIES OF CUT AND BRUISES. 20000414042249A (-23) ON APRIL 14, 2000 WHILE THE PILOT WAS FLYING IN THE VICINITY OF SHEEP MOUNTAIN ALASKA THE OIL ACCESS DOOR ON THE ENGINE COWLING OF THE CESSNA 150 CAME OPEN. THE PILOT ELECTED TO LAND AT SHEEP MOUNTAIN AIRSTRIP TO CLOSE THE OIL ACCESS DOOR. AS THE MAIN LANDING GEAR TOUCHED DOWN ON THE SNOW COVERED AIRPORT THE TIRES SANK INTO THE SOFT SNOW AND WHEN THE NOSE WHEEL TOUCHED THE SNOW THE AIRCRAFT CAME TO AN ABRUPT STOP AND THE FORWARD MOMENTUM CAUSED THE AIRCRAFT TO NOSE OVER ONTO ITS BACK. 20000415001819I (-23) DURING TAXI AT OLD MINING STRIP THE AIRCRAFT HIT A SOFT SPOT AND AT THE SAME TIME A GUST OF WIND PICKED UP THE TAIL OF THE AIRCRAFT, STANDING IT ON ITS NOSE. AS THE AIRCRAFT WENT NOSE DOWN THE PILOT SHUT OFF THE ENGINE. THE AIRCRAFT STAYED IN THIS POSITION WHILE THE PILOT AND FRIEND GOT A ROPE TO TRY AND PULL THE AIRCRAFT BACK DOWN. BEFORE THEY COULD GET IT LAHSOED A SECOND GUST OF WIND BLEW THE AIRCRAFT OVER ON ITS BACK UPSIDE DOWN. 20000415001959I (-23) DURING INITIAL INTERVIEW WITH PILOT DAN ROCCO, HE STATED THAT ON TOUCH DOWN, DURING HIS THIRD TOUCH AND GO LANDING AT THE LEE GILMER AIRPORT IN GAINSVILLE, GA, THE RIGHT MAIN LANDING GEAR COLLAPSED. DURING THE SECOND INTERVIEW WITH THE PILOT ON THE FOLLOWING DATE, (04/16/00) THE PILOT STATED THAT HE WANTED TO CHANGE HIS STATEMENT. HE SATED THAT DURING HIS THIRD TOUCH AND GO LANDING, HE INADVERTENTLY RAISED THE LANDING GEAR HANDLE WHEN HE MEANT TO RAISE THE FLAP HANDLE. THE AIRCRAFT SETTLED TO THE RUNWAY DOING MINOR DAMAGE TO THE BELLY. THE PROPELLERS STRUCK THE PAVEMENT AND THE ENGINES SUSTAINED SUDDEN STOPPAGE. THERE WERE NO INJURIES AS A RESULT OF THIS INCIDENT. REEXAMINATION OF PILOT'S SKILLS UNDER TITLE 48 OF US TRANSPORTATION CODE SECTION 44709 IS RECOMMENDED. 20000415004449A (.23) AT 0103/0503Z N1072D/BE-58 OWNER AND PILOT;^PRIVACY DAT^CRASHED AT THE PALATKA AIRPORT IN IFR WX CONDITIONS^PRIVACY D^DID NOT SURVIVE. THE AIRCRAFT BURNED AND WAS TOTALLY DESTROYED^PRIVACY D^WAS NOT INSTRUMENT RATED. (-4)AT 0103, N1072D, COLLIDED WITH TERRAIN AND TREES DURING APPROACH TO LANDING ON RUNWAY 09, AT THE KAY LARKIN MUNICIPAL AIRPORT, IN PALATKA, FLORIDA. THE AIRPLANE HAD DEPARTED PALM BEACH INTERNATIONAL AIRPORT, WEST PALM BEACH, FLORIDA, ABOUT 2300 THE PREVIOUS DAY, AND NO FLIGHT PLAN WAS FILED. ACCORDING TO A WITNESS, ON THE SECOND APPROACH THE AIRPLANE WAS OVER RUNWAY 09 MOVING FROM WEST TO EAST, WHEN THE WITNESS SAW THE AIRPLANE BREAK-OUT OF THE OVERCAST IN A 30 DEGREE BANK TO THE RIGHT AND A HIGH DESCENT RATE. THE WITNESS TOLD THE PILOT TO LEVEL HIS WINGS AND 'PULL UP, PULL UP'. HE HEARD THE ENGINES GO TO FULL POWER, AND SAW THE NOSE OF THE AIRPLANE RAISE UP BUT THE WINGS NEVER LEVELED, AND THE AIRPLANES DESCENT RATE NEVER CHANGED. HE SAID HE HEARD THE CRASH AND SAW A LARGE FIRE BALL. WEATHER AT THE TIME OF THE ACCIDENT WAS BELOW INSTRUMENT APPROACH MINIMUMS AND THE PILOT WAS NOT INSTRUMENT RATED. A TOXICOLOGY EXAMINATION OF THE PILOT FOUND HIGH LEVELS OF ALCOHOL IN FLUID SPECIMENS EXAMINED. 20000415007019A (-23) ACCIDENT OCCURRED FOLLOWING A LONG LANDING ON A WET GRASS RUNWAY. AT THE LAKELAND LINDER REGIONAL AIRPORT (LAL). THE AIRPLANE SKIDDED ON THE RIGHT SIDE OF THE RUNWAY. TRANSVERSING A SMALL BERM CAUSING THE AIRPLANE TO BOUNCE, STRIKING AND DAMAGING THE LEFT WING. DUE TO THE LOCATION OF THIS TEMPORARY GRASS RUNWAY, A SUITABLY STUDY FOR FURTHER USE OF THIS RUNWAY WILL TAKE PLACE PRIOR TO NEXT YEARS SUN N FUN CONVENTION. 20000415007079A (-23) WHILE IN HOVER, TAIL POTOR DRIVE SHAFT BECAME DISCONNECTED FROM DRIVE QUILL OF MAIN TRANSMISSION DUE TO EXCESSIVE WEAR IN UPPER DRIVE SHAFT-JOINT SPLINES. HELICOPTER HAD STARTED TO ROTATE WHEN PILOT BEGAN RECOVERY PROCEDURE AND RIGHT SKID DUG INTO GROUND. CAUSING ROLLOVER. 20000415013399A (-23) SHORTLY AFTER REACHING CRUISE ALTITUDE, PILOT EXPERIENCED ELEVATOR CONTROL PROBLEMS. USING ELEVATOR TRIM AND ENGINE POWER HE MAINTAINED A CONTROLLED DESCENT BUT WAS FORCED TO LAND PREMATURELY 1 MILE SHORT OF DESTINATION AIRPORT. MINOR INJURIES TO PILOT AND OCCUPANT. AIRCRAFT OBTAINED SUBSTANTIAL DAMAGE. POST ACCIDENT EXAMINIATION REVEALED FWD ROD END OF ACFT ELEVAOR ROD BECAME DISENGAGED. (-4) ON APRIL 15, 2000, AT 1119 HOURS PACIFIC DAYLIGHT TIME, A HOMEBUILT SMITH RV-4, N63SM, MADE AN OFF-AIRPORT FORCED LANDING AFTER EXPERIENCING ELEVATOR PROBLEMS IN CRUISE FLIGHT AT WILLOWS, CALIFORNIA. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND PASSENGER SUFFERED MINOR INJURIES. THE PERSONAL FLIGHT, CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91, ORIGINATED FROM LINCOLN, CALIFORNIA, ABOUT 1045, AND WAS EN ROUTE TO WILLOWS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT THE PASSENGER HAD BEEN FLYING THE AIRPLANE FROM THE BACKSEAT, AND ABOUT 8 MILES SOUTH OF WILLOWS, THE PASSENGERINFORMED HIM THAT HE HAD NO FORE OR AFT CONTROL AUTHORITY. THE PILOT TOOK THE CONTROLS AND COMFIRMED THAT THERE WAS NO ELEVATOR RESPONSE FROM THE STICK BUT THAT HE DID HAVE CONTROL CONTINUITY TO THE AILERONS. THE PILOT STATED THAT HE PLANNED TO LAND USING THE MANIPULATION OF A/C TRIM AND THROTTLE AS A MEANS OF CONTROLLING THE A/C'S PITCH ATTITUDE. IN AN EFFORT TO AVOID MAKING ANY MAJOR HEADING CHANGES, THE PILOT ATTEMPTED TO LAND ON CLOSED RUNWAY 30 BECAUSE OF HIS PRESENT NEAR ALIGNMENT WITH THE RUNWAY. DUE TO THE LACK OF CONTROL AUTHORITY TO THE ELEVATOR, THE PILOT ATTEMPTED TO GAIN ALTITUDE BY TRIMMING THE AIRPLANE IN THE FULL AFT POSITION. DUE TO INSUFFICIENT ALTITUDE TO MAKE THE AIRPORT, THE PILOT REDUCED THE THROTTLE AND MIXTURE CONTROLS AND LANDED IN A RICE FIELD ABOUT 1 MILE SOUTH OF THE AIRPORT, COMING TO REST IN AN UPRIGHT POSITION. A FAA INSPECTOR FROM THE SACRAMENTO FLIGHT STANDARDS DISTRICT OFFICE EXAMINED THE AIRPLANE FOLLOWING RECOVERY. HE REPORTED THAT THE REAR JAM NUT ON THE ELEVATOR PUSH ROD HAD WORKED LOOSE, ALLOWING THE OUSH ROD TO ROTATE OFF THE FORWARD CONNECTION. HE STATED THAT THE JAM NUT AND CONTROLROD WERE IMPROPERLY INSTALLED. 20000415019409I (-23)^PRIVACY D^ WAS MAKING HIS SECOND JUMP OF THE DAY FROM AN ALTITUDE OF 9500 FEET WITH THREE OTHER JUMPS. THEIR FORMATION BROKE AT AN ALTITUDE OF 3500 TO 4000 FEET. ^PRIVACY D^ ATTEMPTED TO DEPLOY HIS MAIN PARACHUTE BUT IT MALFUNCTIONED. ^PRIVACY D^ WAS AN EXPERIENCED SKYDIVER HAVING COMPLET ED 400 PLUS JUMPS. ^PRIVACY D^ RECEIVED HIS FREE FALL PARACHUTE TRAINING FROM ACCELERATED FREE FALL IOWA IN 1981. ^PRIVACY DAT^ MAIN PARACHUTE WAS A PERFORMANCE DESIGN SABRE 150 WITH A SUN PATH JAVELIN CONTAINER AND HARNESS. THE MAIN PARACHUTE WAS PACKED BY ^PRIVACY D^ IMMEDIATELY PRIOR TO THE ACCIDENT. ^PRIVACY DAT^ RESERVE PARACHUTE WAS A PARAFLITE SWIFT PLUS 175. IT WAS PACKED IN MARCH 2000, BY A CERTIFICATED SENIOR PARACHUTE RIGGER. ^PRIVACY D^ HAD NO KNOWN CLUB AFFILIATION. 20000415022429I (-23)ON 4/15/2000 N2744D A CE-170-B HAD LANDED ON A SNOW PACKED RUNWAY AND WAS SITTING AT THE END OF THE RUNWAY PREPARING TO TAXI WHEN THE AIRCRAFT SANK TO THE LEFT. THE PILOT IMMEDIATELY SHUT OFF THE ENGINE AND EXITED THE AIRCRAFT. THE AIRCRAFT SANK UNTIL THE LEFT WING WAS TOUCHING THE SNOW. IT WAS A WARM SPRING DAY AND THE PILOT HAD STOPPED THE AIRCRAFT ON TOP OF THE WILLOWS THAT HAD BEEN PACKED DOWN BY A SNOWMACHINE LEAVING A HOLE UNDER THE WILLOWS. THE DAY AFTER THE PLANE SANK IN THE SNOW THE PILOT NOTICED THAT THE COVERING ON THE RIGHT WING TANK WAS WRINKLED. THE PILOT WAS COUNSELED ON OPERATING AN AIRCRAFT ON WHEELS LATE ON THE SPRING ON SNOW PACKED RUNWAYS. 20000415036709A (-23) FAR 135 SCHEDULED CARGO CARRIER. BOTH ENGINES LOST POWER SHORTLY AFTER TAKEOFF. PILOT MADE A HARD LANDING ON A GOLF COURSE. 20000415037089A (-23) ON APRIL 15, 2000, AT 1410 EDT, A SIDEWINDER HOMEBUILT AIRPLANE, N13545, REGISTERED TO ^PRIVACY DATA O^ LOST POWER DURING TAKEOFF AND CRASHED AT THE CINCINNATI LUNKEN AIRPORT, OHIO (LUK), WHILE ON A PERSONAL FLIGHT. VFR CONDITIONS PREVAILED AT THE TIME, A VFR FLIGHT PLAN WAS NOT FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT WAS NOT INJURED. THE FLIGHT ORIGIANTED AT FRANKFORT, KY. ON APRIL 15, 2000 AT 1100 EDT. 20000415039969A (.4)THE AIRPLANE TOOK OFF TOWARDS THE SOUTH, CLIMBED TO 50-100 FEET, JUST OVER THE TREE LINE, AND BEGAN A CIRCLING TURN TO THE RIGHT. THE AIRPLANE COMPLETED 360 DEGREES OF THE TURN, AND WAS 10-15 DEGREES NOSE HIGH, WHEN THE NOSE DROPPED AND THE AIRPLANE DESCENDED AT A 60 DEGREE NOSE DOWN ATTITUDE. EXAMINATION OF THE ENGINE DID NOT REVEAL ANY MECHANICAL DEFICIENCIES. EXAMINATION OF THE PROPELLER REVEALED THAT ONE BLADE WAS BROKEN AFT IN THE OPPOSITE DIRECTION OF ROTATION, AND ONE BLADE WAS BROKEN STRAIGHT BACK TOWARDS THE ENGINE. A SAMPLE OF FUEL WAS DRAINED FROM THE AIRPLANE'S FUEL STRAINER BOWL AFTER THE ACCIDENT; IT WAS GREEN IN COLOR, CLOUDY, AND RESEMBLED 'MUDDY WATER.' THE FUEL ALSO CONTAINED UNIDENTIFIED DEBRIS. THE AIRPLANE WAS LAST FUELED WITH 9 GALLONS OF 100LL AVIATION GASOLINE ON OCTOBER 17, 1999, AND THERE WAS NO RECORD OF IT BEING FLOWN SINCE THAT DATE. (-23) PILOT DEPARTED FIELD IN SOUTHERLY DIRECTION AND APPEARED TO LEVEL OFF APPROXIMATELY 150' AGL AS HE CIRCLED FIELD TO THE RIGHT, HE CONTINUED CIRCLING AROUND THE FIELD OVERFLYING THE OWNER'S (WITNESS) HOME UNTIL COMPLETING ALMOST 360 DEGREES OF TURN. AT THAT POINT, HE WAS OBSERVED TO COME OUT OF A STEEP TURN (APPROX. 45 DEGREES) AND DURING A CLIMBING TURN, THE AIRCRAFT IMMEDIATELY STALLED AND CAME ALMOT STRAIGHT DOWN. 20000415042279A (-23) ACCORDING TO THE PILOT, HE WAS LANDING NEAR HIS CABIN FOR THE SECOND TIME WITHIN 24 HOURS. DURING ROLL OUT THE WHEELS BROKE THROUGH THE ICE AND THE AIRCRAFT NOSED OVER ON THE TOP. PILOT AND ONE PASSENGER ON BOARD AND NO INJURIES TO EITHER OCCUPANT. ANOTHER PILOT LANDED HIS AIRCRAFT JUST LEFT OF THE OVERTURNED AIRCRAFT AND FLEW THE PILOT AND PASSENGER TO ANCHORAGE. THE PILOT WAS COUNSELED ON OVER FLYING THE LANDING AREA TO DETERMINE CONDITION OF LANDING AREA AND RISK MANAGEMENT WHILE CONDUCTING OFF AIRPORT OPERATIONS. 20000415042889A (-23) AIRCRAFT WAS NUMBER 3 IN A GROUP OF 4 THAT WERE DEPARTING TO RETURN TO NEW LENNOX, IL AIRPORT AFTER ARRIVING FROM THERE EARLIER FOR LUNCH. PILOT DEPARTED SPECIAL VFR AND REPORTED THAT HE BECAME LOST IN FOG OVER LAKE MICHIGAN AND AIRCRAFT IMPACTED LAKE AND SANK. PILOT STATED THAT HIS LOGBOOKS WRE IN THE AIRCRAFT. AIRCRAFT WAS RECOVERED 5/29/00, FSDO PERSONNEL WENT ON SCENE 5/31 AND 6/1 BUT PILOT LOGBOOKS WERE NOT FOUND, TOTAL FLIGHT TIME IS AS REPORTED ON ISIS AIRMAN REPORT FROM MEDICAL 9/14/99 AND 6 MONTH TOTAL OF 20 HRS. 20000416001849I (-23) DURING AERIAL APPLICATION, PILOT ANTHONY NEAL, STRUCK WIRES. THE WIRE CUTER ON THE LANDING GEAR SLICED THE WIRE AND MR. NEAL LANDED N5633X WITHOUT INCIDENT. DAMAGE WAS LIMITED TO A SCRATCH ON THE PROPELLER AND A BROKEN PUSH ROD TUBE. 20000416001889I (-23) PRIVATE PILOT, WHILE PRACTICING LANDING AT L15, ENCOUNTERED WINDSHEAR AND GUSTS TO APPROXIMATELY 23 KNOTS. UPON TOUCHDOWN, A STRONG GUST LIFTED THE TAIL, CAUSING TEMPORARY LOSS OF CONTROL AND ALLOWING THE PROPELLER TO STRIKE THE GROUND, "WHEEL BARROWING EFFECT". PILOT WAS SUBSEQUENTLY EVALUATED BY A FLIGHT INSTRUCTOR DURING CROSSWIND OPERATIONS AND FOUND SATISFACTORY. THE ENGINE AND PROPELLER WERE REMOVED FOR TEARDOWN INSPECTION. 20000416005069A (-23) PILOT TUCKER STATES THAT HIS A/C WAS THE LAST OF THREE HELICOPTERS WHICH WERE CLEARED TO LAND AS A FLIGHT OF 3 AT THE ATHENS, GA BUSH FIELD AIRPORT. THE HUGHES 369A WAS FOLLOWING A UH-1 AND AN AH-1 TO LAND ON THE GRASS INFIELD AT THE AIRPORT. DURING THE APPROACH AND WHIL IN A DECELERATING ATTITUDE, DECENDING THROUGH ABOUT 100 FT. THE OILOT STATES THAT A "LOSS OF POWER" BECAME EVIDENT BUT THAT THERE WERE NO VISUAL OR AURAL WARNINGS EVIDENT IN THE COCK[IT. PILOT STATES THAT INCREASED COLLECTIVE PULL DID NOT ARREST THE RATE OF DESCENT AND N2 WAS DECREASING. PILOT STATES THAT HE LOWERED THE COLLECTIVE AT ABOUT 50 FT. TO PRESERVE N2 AND TOLD THE OTHER PILOT (BRADY) THAT HE HAD HAD A POWER LOSS. PILOT STATES THAT HE WAS ABLE TO LEVEL THE A/C AND COMPLETE AN AUTO ROTATION TO A HARD TOUCHDOWN. UPON TOUCHDOWN THE PILOT STATES THAT HE HAD TO PERFORM AN EMERGENCY SHUTDOWN OF A/C ENGINE. 20000416005599A (-23) PILOT HAD SELECTED DEICE DUE TO PRECIPITATION AT 10,000 FT MSL. AS PRECAUTION THE ALTERNATE AIR WAS ALSO SELECTED. WITHIN 10 SECONDS THE ENGINE QUIT. FAILURE TO RESTART CAUSED OFF AIRPORT FORCED LANDING. AIRCRAFT DAMAGE SUBSTANTIAL AND BOTH OCCUPANTS RECEIVED MINOR INJURY. (.4) ON APRIL 16, 2000, AT 2052 PACIFIC DAYLIGHT TIME, A CESSNA 207 SINGLE ENGINE AIRPLANE, N1682U, EXPERIENCED A LOSS OF ENGINE POWER AND MADE AN OFF-AIRPORT, FORCED LANDING NEAR YREKA, CALIFORNIA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE COMMERCIAL PILOT AND HIS PILOT-RATED PASSENGER RECEIVED MINOR INJURIES. THE AIRCRAFT WAS REGISTERED TO SOUTHERN CROSS LEASING , LLC, OF MEDFORD, OREGON, AND WAS BEING OPERATED UNDER 14 CFR PART 91 AS A PERSONAL FLIGHT BY THE PILOT WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED IN SANTA BARBARA, CALIFORNIA, AT 1845, AND WAS DESTINED FOR MEDFORD. DARK NIGHT, INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE ACCIDENT SITE AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED AND ACTIVATED AT THE TIME OF THE ACCIDENT. THE ACCIDENT AIRPLANE WAS MODIFIED WITH A SOLOY ENGINE CONVERSION, WHICH REPLACED THE CONTINENTAL TSIO-520 RECIPROCATIN G ENGINE WITH A ROLLS ROYCE-ALLISON 250-C20S TURBINE ENGINE. THE ENGINE WAS NOT EQUIPPED WITH AN AUTO-IGNITION OR CONTINUOUS IGNITION SYSTEM. THE PILOT REPORTED THAT HE HAD BEEN IN NIGHT IFR CONDITIONS AT 12,000 FEET MEAN SEA LEVEL (MSL), WHEN HE DETECTED FALLING SNOW WITH HIS LANDING LIGHT. WITH THE ENGINE DEICE SWITCH ALREADY IN THE "ON" POSITION, THE PILOT SELECTED THE ENGINE ALTERNATE AIR SOURCE AS A FURTHER PRECAUTION FOR ICING CONDITIONS. THE PILOT STATED, "THE ENGINE RAN FOR A VERY SHORT TIME AND THEN QUIT SUDDENLY. THERE WAS NO SURGING, NO POWER FLUCTUATIONS, AND NO INDICATION THAT ANYTHING WAS AMISS PRIOR TO THE FLAMEOUT." AS THE ENGINE SPOOLED DOWN, THE PROP WENT INTO FLAT PITCH AND THE PILOT-RATED PASSENGER FEATHERED IT. THE PASSENGER THEN SHUT OFF THE FUEL FLOW, PULLED THE THROTTLE BACK TO FLIGHT IDLE, AND ESTABLISHED BEST GLIDE AIRSPEED. ACCORDING TO THE PILOT'S WRITTEN STATEMENT, HE ATTEMPTED TO RESTART THE ENGINE USING THE RESTART CHECKLIST (BOTH FROM MEMORY AND BY REFERENCING THE PILOT OPERATING HANDBOOK), BUT WAS UNABLE TO RESTORE ENGINE POWER. THE PILOT INDICATED THAT THEY DID NOT OBTAIN N1 ROTATION DURING ANY OF THE ENGINE RESTART ATTEMPTS, AND "ON ALL START ATTEMPTS, THE COCKPIT LIGHTS WOULD DIM WHEN THE STARTER SWITCH WAS ENGAGED." THE PILOT ATTEMPTED RESTARTING THE ENGINE USING DIFFERENT CONTROL POSITIONS SUCH AS "POWER LEVER IN GROUND AND FLIGHT IDLE, ANTI-ICE ON AND OFF, [AND] ALTERNATE AIR OPEN AND CLOSED," ALL TO NO AVAIL. AS THE DESCENT CONTINUED DOWN TO ABOUT 8,000 FEET MSL, THE AIRPLANE ENTERED VISUAL METEOROLOGICAL CONDITIONS; AND THE PILOT SELECTED WHAT APPEARED TO BE A "GRAVEL BAR ALONG A RIVER" FOR THE ENSUING FORCED LANDING. DURING THE LANDING, THE LEFT WING IMPACTED A CLUTCH OF SMALL TREES AND SEPARATED FROM THE AIRCRAFT. THE PILOT INDICATED THAT HE TURNED OFF THE ELECTRICAL SWITCHES AND EXITED THE AIRCRAFT. THE FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, NOTED THAT THE LEFT SIDE ENGINE ANTI-ICE LINE'S MOUNTING PAD WAS SEPARATED FROM THE COMPRESSOR CASE. ACCORDING TO THE SOLOY ENGINE CONVERSION REPRESENTATIVE, THE ANTI-ICE LINE PROVIDES BLEED AIR FROM THE COMPRESSOR TO THE INLET GUIDE VANES. WITH THE LINE SEPARATED, ICE WOULD BE ABLE TO ACCUMULATE ON THE INLET GUIDE VANES EVEN WITH THE DEICE SWITCH ACTIVATED. ONCE THE PILOT SELECTED ALTERNATE AIR, RELATIVELY WARMER AIR WAS INTRODUCEDINTO THE ENGINE INLET. IF THE INLET GUIDE VANES HAD INDEED COLLECTED ICE, THE WARMER ALTERNATE AIR COULD HAVE DISLODGED THE ICE ALLOWING IT TO TRAVEL INTO THE ENGINE RESULTING IN AN ENGINE FLAMEOUT. A FULLY CHARGED SUBSTITUTE BATTERY WAS CONNECTED TO THE AIRCRAFT SYSTEM AT THE ACCIDENT SITE TO TEST WHETHER THE ENGINE WOULD ACCELERATE TO THE REQUIRED 12 PERCENT N1 FOR FUEL INTRODUCTION AND IGNITION 20000416005779A (-23) DURING CRUISE FLIGHT, THE PILOT FELT A SEVERE VIBRATION EMINATING FROM THE REAR PORTION OF THE HELICOPTER. THE PILOT IMMEDIATELY ENTERED AUTOROTATION TO AN OPEN FIELD. DURING THE AUTO ROTATIONAL FLARE, THE TAIL ROTOR STRUCK A ROCK CAUSING DAMAGE TO THE TAIL ROTOR AND TAIL ROTOR GEAR BOX ASSEMBLY. 20000416006599A (-23) AIRMAN WAS PRACTICING TAKEOFFS AND LANDINGS. ON SECOND LANDING AIRCRAFT IMPACTED SHORT OF RUNWAY WITH SUBSTANTIAL DMAAGE TO THE AIRCRAFT AND INJURIES TO THE PILOT AND PASSENGER. WINDS REPORTED AS LIGHT. PILOT STATED THAT AT ABOUT 25 TO 35 FEET THE AIRCRAFT STARTED TO SINK, SO HE ADDED POWER. BUT, THE AIRCRAFT WOULD NOT ACCELERATE OUT OF THE SINK, EVEN THOUGH THE ENGINE SEEMED TO BE PRODUCING REQUESTED POWER. (.4)ON APRIL 16, 2000, ABOUT 1100 EASTERN DAYLIGHT TIME, A BELLANCA 8KCAB, N238DM, OWNED BY A PRIVATE INDIVIDUAL, IMPACTED WITH THE GROUND WHILE LANDING AT THE IMMOKALEE AIRPORT, IMMOKALEE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE COMMERCIAL-RATED PILOT AND ONE PASSENGER REPORTED SERIOUS INJURIES. THE FLIGHT HAD DEPARTED FROM THE SAME AIRPORT, AT 1000. THE FLIGHT WAS LANDING ON RUNWAY 18. ACCORDING TO THE AIRPORT MANAGER, THE PILOT WAS DOING SPOT LANDINGS, AND LANDED SHORT OF THE RUNWAY. THE AIRPLANE CAME TO REST ON RUNWAY 18. ACCORDING TO THE PILOT, HE HAD STAYED IN THE LOCAL TRAFFIC PATTERN, AND WAS DOIN G SOME LANDINGS, WHEN HE ELECTED TO DEPART THE TRAFFIC PATTERN TO DO SOME LOCAL FLYING. UPON RETURN TO THE AIRPORT HE SAID, "...I MADE A NORMAL APPROACH AND NORMAL SPEED. ABOUT 25 TO 50 FEET [ABOVE THE GROUND], THE BOTTOM DROPPED OUT COMING DOWN HARD ON [THE] LANDING GEAR 6 FEET SHORT OF [THE] RUNWAY. GROUND WAS SOFT, PITCHING THE PLANE ON ITS NOSE." ACCORDING TO THE FAA INSPECTOR'S STATEMENT THE PILOT "...DID NOT REPORT ANY MECHANICAL PROBLEMS." 20000416006799A (-23) PILOT NEGLECTED TO REMOVE THE PREVIOUSLY ATTACHED CO-PILOT'S SEATBELT FROM SECURING THE FLIGHT CONTROLS. IT WAS WHEN THE AIRPLANE BECAME AIRBORNE IT WAS DISCOVERED AND THE PILOT DECIDED TO ABORT THE FLIGHT. THE PILOT REDUCED POWER AND THE AIRCRAFT STRUCK THE RUNWAY NOSE HIGH AND SOMEWHAT ON THE RIGHT SIDE. THE RIGHT WING, RIGHT AILERON, TAIL WHEEL, FIREWALL, ENGINE, PROPELLER, ENGINE COWLING, FUSELAGE AND BOTH MAIN GEAR/STRUTS WERE DAMAGE. THERE WERE NO AIRWORTHINESS ISSUED THAT CAUSED THIS ACCIDENT. THE ONE OCCUPANT/PILOT WAS UNINJURED. (.4)THE PILOT ATTEMPTED TO TAKEOFF IN THE TAILWHEEL EQUIPPED AIRPLANE WITH THE CO-PILOT'S SEATBELT WRAPPED AROUND THE CO-PILOT'S FLIGHT CONTROL. AFTER THE AIRPLANE BECAME AIRBORNE, THE PILOT REDUCED THE ENGINE POWER AND ATTEMPTED TO LAND ON THE RUNWAY. THE AIRPLANE IMPACTED THE RUNWAY WITH THE TAIL WHEEL AND THE RIGHT MAIN LANDING GEAR FIRST. THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE RIGHT WING IMPACTED THE GROUND. SUBSEQUENTLY, THE LEFT MAIN LANDING GEAR COLLAPSED AND THE AIRPLANE NOSED DOWN. 20000416007799A (-23) IN-FLIGHT COLLISION WITH MOUNTAINOUS TERRAIN. ON SITE INVESTIGATION NOT POSSIBLE DUE TO STEEP MOUNTAINOUS TERRAIN. WRECKAGE LOCATED ON 40 DEGREE SLOPE IN DEEP SNOW WITH PROBABLE AVALANCHE DANGER. WRECKAGE MAY BE REMOVED AFTER SPRING SNOW MELT. 20000416008689A (-23) PILOT WAS ATTEMPTING TO LAND ON A GLACIER IN BRIGHT LIGHT WHICH DISTORTED HIS DEPTH PERCEPTION CAUSING HIM TO BELIEVE HE WAS HIGHER THAN HE ACTUALLY WAS. NOTIFIED BY PILOT 04-18-00 AT 1500. 20000416016879I (-23)PILOT REPORTED HIGH OIL TEMPERATURE, HIGH CYLINDER HEAD TEMPERATURE AND A LOSS OF OIL PRESSURE. ALSO, THE PILOT INDICATED HE WAS AFRAID OF THE POSSIBILITY OF A FIRE. HE ELECTED TO LAND IN AN OPEN FIELD AS A PRECAUTIONARY MEASURE. THE AIRCRAFT WAS LANDED GEAR UP WITH REPORTED MINOR DAMAGE AND NO INDICATION IF A FIRE. 20000416017489I (-23)ON 04-16-2000 AERONCA N1301H, PILOTED BY ^PRIVACY DATA OMIT^, MADE AN EMERGENCY LANDING ON THE PALMER HAY FLATS. MS. BRADLEY WAS INTERVIEWED BY FAA INSPECTORS ^PRIVACY DATA OMITTED^ . ^PRIVACY DAT^ TOLD US THAT THE ENGINE STARTED TO RUN ROUGH AND SHE ELECTED TO MAKE A PRECAUTIONARY LANDING, AND IN SO DOING, BENT THE PROPELLER. SHE WAS COUNSLED BY INPECTOR ^PRIVAC^ AND CASE CLOSED. 20000416019939I (-23) ^PRIVACY DATA OMITT^ A STUDENT PILOT, WAS COMPLETING A SOLO FLIGHT. UPON LANDING ON RUNWAY 28R AT MONTGOMERY FIELD, SAN DIEGO, CA, A GUST OF WIND LIFTED THE LEFT WING. ^PRIVACY DATA^ OVERCORRECTED, CAUSING THE AIRCRAFT TO RUN OFF THE LEFT SIDE OF RUNWAY 28R, STRIKING AND DAMAGING A TAXIWAY LIGHT. ^PRIVACY DATA^ WAS NOT INJURED AND THE AIRCRAFT WAS NOT DAMAGED. CASE CLOSED. NO FURTHER ACTION RECOMMENDED. 20000416020229I (-23)PILOT FAILED TO CLIMB OUT OF GROUND EFFECT DURING A HIGH DENSITY ALTITUDE TAKE-OFF. THE PILOT DID NOT USE CORRECT MOUNTAIN FLYING TECHNIQUES AND ABORTED THE TAKE-OFF IN A FIELD ADJECENT TO THE END OF THE AIRPORT RUNWAY, HITTING A WIRE WITH THE RIGHT LANDING GEAR DOOR. 20000416022289I (-23)ON APRIL 16, 2000, PILOT IN COMMAND ^PRIVACY DATA OMITTED, AT APPROXIAMTEYL 1330 CDT, EXPERIENCED ENGINE FAILURE WHILE IN CRUISE FLIGHT TO WACO, TEXAS. THE PILOT EXECUTED AN EMERGENCY LANDING WITHOUT INJURY TO THE SOLE OCCUPANT ^PRIVACY DATA OMITTED, OR DAMAGE TO THE AIRPLANE. 20000416025019I (-23)AIRCRAFT ENGINE HAD BEEN OVERHAULED. PILOT WAS PERFORMING A TEST FLIGHT AROUND THE PATTERN WHEN THE ENGINE LOST POWER. PILOT PUT AIRCRAFT DOWN IN A FIELD. AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE FROM A CONSTRUCTION PIPE UPON LANDING. LANDING GEAR WAS DAMAGED FROM THE CONSTRUCTION PIPE. LOCATION: FORSYTHE AVE. AND LOOP RD. APPROX 4-5 MILES W/NW OF KMLU. ENGINE WAS RUN FOUR (4) TIMES AT VARIOUS RPMS AND CONSIDERED CARBURATOR ICING. WEATHER THAT DAY WAS 70 TO 74 DEGREES. 20000416033439I (-23)LANDING GEAR COLLAPSED ON TAKEOFF ROLL. STUDENT STATED THAT HE MAY HAVE HIT THE LANDING GEAR LEVEL WITH HIS KNEE PRIOR TO TAKEOFF. AIRPLANE IS CURRENTLY UNDERGOING MAINTENANCE TO FIX DAMAGE FROM INCIDENT. WILL GET RESULTS OF GEAR EXTENSION AND RETRACTION AFTER REPAIRS ARE MADE. 20000416043559A (-23) TRAFFIC PATTERN TO FINAL APPROACH TO A LANDING ZONE TO RUNWAY 34L AT TAXIWAY ALPHA. CLOSE TO TOUCHDOWN AIRCRAFT STARTED AN UNCOMMANDED CLIMB AND THE COLLECTIVE WAS DIFFICULT TO PUSH DOWN. AIRCRAFT STRUCK GROUND ON LEFT SKID, SPUN 180 DEGREES AND ROLLED TO RIGHT SIDE. ROTOR BLADES BROKE UPON GROUND IMPACT. 20000417001779I (-23) ON 4/17/00, CHQA FLIGHT #4210 ENROUTE FROM FT. WAYNE, IN (FWA) TO PITTSBURGH, PA (PIT) WAS UNABLE TO EXTEND THE NOSE LANDING GEAR. EMERGENCY EQUIPMENT WAS STANDING BY ON RUNWAY 10 LEFT. A SUCCESSFUL LANDING WAS MADE WITH THE NOSE LANDING GEAR IN THE RETRACTED POSITION. MINOR DAMAGE WAS CAUSED TO THE NOSE GEAR DOORS, AND BOTH PROPELLERS WERE DAMAGED BY CONTACTING THE GROUND. PASSENGERS EVACUATED THE AIRCRAFT BY THE FRONT RIGHT EMERGENCY EXIT. ONE PASSENGER CUT HIS HAND WHILE HE EXITED THE AIRPLANE. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. (SEE ATTACHED NARRATIVE OF THE CAPTAIN AND CO-PILOT). 20000417001879I (-23) PILOT EXPERIENCED A TOTAL LOSS OF ELECTRICAL POWER. INVESTIGATION REVALED THE BATTERY FAILED. BATTERY VOLTAGE READ 23.6 VOLTS WITH NO LOAD. WHEN LOAD WAS APPLIED BATTERY VOLTAGE DROPPED TO APPROXIMATELY 6.0 VOLTS. BATTERY LOW VOLTAE CAUSED THE BATTERY CONTACTOR TO FAIL. BALANCED OF ELECTRICAL SYSTEM INTEGRITY OPERATIONAL. 20000417001929I (-23) THE PILOT STATED THAT DURING LANDING ROLLOUT HE INADVERTANTLY PUT THE LANDING GEAR HANDLE IN THE UP POSITION INSTEAD OF THE FLAPS. THE LANDING GEAR PARTIALLY RETRACTED CAUSING MINOR DAMAGE TO THE NOSE LANDING GEAR DOORS, INBOARD MAIN LANDING GEAR DOORS, LANDING GEAR RETRACT RODS AND PROPELLER. THE PILOT DID NOT HAVE A CURRENT MEDICAL CERTIFICATE. 20000417011199A (-23) PILOT DID NOT MAINTAIN DIRECTIONAL CONTROL OF A/C AFTER TAKEOFF AND COLLIED WITH THE GROUND. 20000417018019I (-23)ON MONDAY, 17 APRIL 2000, AT 1756 EST, ^PRIVACY DATA OMITTED^,HOLDER OF STUDENT PILOT CERTIFICATE ^PRIVACY DATA OM^, WAS CONDUCTING HIS FIRST SOLO CROSS COUNTRY FLIGHT. THE STUDENT PILOT DEPARTED MASSEY RANCH (X50) AT APPROXIMATELY 1200 ENROUTE TO LEESBURG (LEE), OCALA (OCF), WILLISTON (X60), CROSS FIT (CTY), DUNNELLON (X35), GAINESVILLE (GNV), KEYSTONE (42J), PALATKA (28J), FLAGER (X47), DELAND (DED), NEW SMYRNA BEACH (EVB), FLORIDA AND BACK TO MASSEY RANCH. ON THE SECOND LEG OG YHR FLIGHT ON WILLISTON, FLORIDA, ^PRIVACY DATA ^ ENCOUNTERED HEAVY SMOKE FROM LOCAL FOREST FIRE THAT LIMITED HIS VISIBILITY. ^PRIVACY DATA ^ ATTEPMTED TO FLY THROUGH THE SMOKE AT 1500 FEET, BECAME DISORIENTED. DURING THIS TIME HE OBSERVED THAT THE FUEL GAUGES READING ALMOST EMPTY. ^PRIVACY DATA ^ DECIDED HE WAS FUEL CRITICAL AND EXCUTED AN EMERGENCY LANDING IN AN PEN FIELD NORTH OF LESSBURGM FLORIDA. THE AIRCRAFT SUSTAINED NO DAMAGE IN THE LANDING WITH NO INJURY TO THE PILOT. THE CFI WILL BE REEXAMINED UNDER TITLE 49 US CODE, SUBTITLE VII, SUBSEC. 44709. 20000417020299I (-23)PILOT WAS FAMILIARIZING HIS WIFE (NONPILOT) WITH THE COCKPIT OF HIS RECENTLY PURCHASED AIRCRAFT. HE THEN ATTEMPTED TO START THE ENGINE SO HE COULD TAXI IT TO THE WASH RACK, BUT THE BATTERY WAS DEAD. WITH THE AIRCRAFT STILL TIED DOWN, HE HAND-PROPPED THE AIRCRAFT TO FIGURE OUT IF THE BATTERY WAS BAD OR IF AN ELECTRICAL SYSTEM PROBLEM EXISTED. THE ENGINE STARTED AND THE RIGHT WING TIE-DOWN AND TAIL TIE-DOWN CHAINS BROKE. THE AIRCRAFT THEN TETHERED ON THE LEFT TIE-DOWN CHAIN AND STRUCK A MOONEY PARKED TO HIS LEFT. BOTH AIRCRAFT SUSTAINED SUBSTANTIAL DMAAGE. THE PILOT MISMANGED THE CONTROLS AND FAILED TO PROVIDE AND BRIEF A PROPERLY QUALIFIED PERSON TO AMN THE CONTROLS, WHILE HE HAND-PROPPED THE AIRCRAFT. 20000417021659I (-23) ON APRIL 17, 2000, AT 1730 CST AN AIR TRACTOR, AT-301, OPERATED BY CARL JOHNSON AND OWNED BY FARMERS SPRAYING SERVICE INC. HAD AN EMERGENCY LANDING DUE TO ENGINE FAILURE DURING A 137 FLIGHT. VFR CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED DAMAGE TO THE RIGHT WING, PROPELLER AND TAIL WHEEL ASSEMBLY. THERE WERE NO INJURIES. THE PILOT HOLDS A COMMERCIAL PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT PRATT, KANSAS, ON APRIL 17, 2000, AT APPROXIMATELY 1700 CST. FURTHER INVESTIGATION REVEALED THAT THE NUMBER 1 CYLINDER AND CONNECTING ROD HAD FAILED. THIS REPORT CLOSES THIS INCIDENT. 20000417038519A (-23) AT THE TERMINATION OF A LOW PASS OVER THE MOVIE SET, THE AIRCRAFTS LEFT WING COLLIDED WITH A 40 FOOT TALL PALM TREE, SEVERING THE OUTBOARD 18 FEET OF THE WING. (.4) THE PILOT WAS FLYING A REPLICA JAPANESE VAL DURING THE FILMING OF 'PEARL HARBOR' ON FORD ISLAND, HAWAII. THE MOVIE SHOT CALLED FOR A LOW PASS OF THREE VAL'S OVER A MOVIE SET WITH 65-FOOT-TALL PALM TREES. THE NUMBER 2 AND 3 WINGMEN WERE TO STACK UP (ABOVE) ON THE FLIGHT LEADER NUMBER 1. AT THE COMPLETION OF THE PASS, THE NUMBER 3 WINGMAN'S LEFT WING CONTACTED A PALM TREE, SEVERING ABOUT 18 FEET OF LEFT WING. THE AIRPLANE ROLLED TWICE AND DESCENDED INTO THE GROUND. THE PILOT WAS WEARING A 5-POINT RESTRAINT SYSTEM AND SURVIVED WITH SERIOUS INJURIES. VIDEO AND FILM WERE VIEWED TO DETERMINE WHETHER OR NOT SMOKE CREATED BY SMOKE GENERATORS FOR THE MOVIE SHOT WERE A FACTOR AFFECTING THE PILOT'S VIEW OF THE PALM TREES. THE PILOT REPORTED THE SMOKE WAS NOT AN ISSUE. THE LAST THING HE RECALLED WAS TURBULENCE FROM THE FLIGHT LEADER. 20000417043279A (-23) PILOT FATAL, N3813M, PA12-12, EXPERIENCED ENGINE FAILURE AFTER PICKING UP A BANNER AT NORFOLK AIRPORT, MA AT 1222 EDT, 04/17/00. PILOT WAS THE SOLE OCCUPANT. THE AIRCRAFT WAS DESTROYED. THE NTSB INVESTIGATOR IS MS. LEAH YEAGER FROM THE PARSIPPANY NY OFFICE. ALSO, AIR SAFETY INVESTIGATORS FROM LYCOMINT (TEXTRON) MANUF. AND PIPER AIRCRAFT INC. WERE PRESENT DURING THE INVESTIGATION. THIS ACCIDENT WAS VIDEOTAPED, IT SHOWS THE AIRCRAFT FLYING INTO PICK UP THE BANNER ROPE THEN START A SHARP CLIMB. IT WAS AT THAT TIME THE ENGINE STALLED. THE PLANE WAS AT APPROXIMATELY ONE HUNDRED FEET WHEN IT NOSED OVER WITHOUT POWER. AS THE AIRCRAFT WAS IN A DESCENT THE ENGINE WAS HEARD AGAIN BRIEFLY JUST PRIOR TO IMPACT WITH THE GROUND. THIS WAS THE SECOND ATTEMPT AT CATCHING THE ROPE; THE ROPE NEVER BECAME TAUT. 20000418006149A (-23) AIRCRAFT EXPERIENCED A LOSS OF POWER IMMEDIATELY AFTER TAKE-OFF FROM THE KENAI HELIPORT LOCATED ADJACENT TO THE GRAND CAYON AIRPORT. PILOT INITIATED AN AUTOROTATIVE DESCENT FROM AN ALTITUDE OF APPROXIMATELY 100 FEET IN AN ATTEMPT TO LAND UPON THE GRAND CAYON AIRPORT RAMP AREA. IN ORDER TO CLEAR WIRES RUNNING PARALLEL TO THE RAMP, MOST OF ROTOR RPM WAS DEPELETED, CAUSING A HARD LANDING UPON THE RAMP. 20000418007209A (-23) ON APRIL 18, 2000, AT 1021 MDT, A BELL 206L-3 HELI, N937S, SUSTAINED SUBSTANTIAL DAMAGE DURING AN EMERGENCY AUTOROTATIVE LANDING NEAR RED ROCKS MOUNTAIN PARK, LAKEWOOD, CO. THE AIRLINE TRANSPORT CERTIFIED PILOT AND HIS PASSENGERS WERE NOT INJURED. VISUAL ETEROROLICAL CONDITIONS PREVAILED FOR THIS BUSINESS FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM KREMMING, CO. AT 0950. ACCORDING TO THE PILOT, HE WAS IN A DESCENT AT ABOUT 9,500 FEET ABOVE MEAN SEA LEVEL (MSL) AND LOST TAIL ROTOR CONTROL. HE PERFORMED AN AUTOROTATION TO A LANDING IN A FIELD. SUBSEQUENT TO THE LANDING, EXAMINATION OF THE HELI REVEALED THAT BOTH TAIL ROTOR BLADES HAD SEPARATED APPROX. 8 INCHES OUTBOARD FROM THE HUB, AND THE TAIL ROTOR GEAR BOX WAS BROKEN LOOSE AT THE MOUNTING GEAR. 20000418017699I (-23)ON APRIL 18, 2000, AT 1352 MDT, A LANCAIR LNC4 HOMEBUILT AIRCRAFT, N997PJ, SUSTAINED MINOR DAMAGE DURING A DECOMPRESSION WHICH OCCURRED WHEN THE LEFT-HAND SIDE WINDOW FAILED AT FLIGHT LEVEL 22,000 FEET 20 MILES EAST PUEBLO, COLORADO. N997PJ MADE AN EMERGENCY LANDING AT PUBEBLO, COLORADO. THE CERTIFICATED PRIVATE PILOT (ONLY OCCUPANT) WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS PERSONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT, HE WAS IN CRUISE FLIGHT WHEN THE PILOT'S SIDE WINDOWFAILED AND DECOMPRESSION OCCURRED. THE PILOT DONNED HIS OXYGEN MASK, DESCENDED TO A LOWER ALTITUDE AND MADE AM EMERGENCY LANDING AT PUEBLO, COLORADO. INSPECTION OF THE AIRCRAFT BY DAR ^PRIVACY DA^ REVEALED MINOR DAMAGE. 20000418022699I (-23)ON APRIL 18, 2000 AT 1920 CDR, N4091F, A PIPER PA-31, LANDED GEAR UP ON RUNWAY 12 AT WAUPACA MUNICIPAL AIRPORT, WAUPACA, WI. THE PILOT STATED THAT HE FAILED TO PUT THE GEAR DOWN AND GOT THE GEAR WARNING HORN JUST PRIOR TO TOUCH DOWN. THE WEATHER WAS VMC AND THE PILOT SAID HE HAD THE AIRPORT ABOUT 5 MILES OUT, AT WHICH TIME HE CANCELLED IFR AND MADE A VISUAL APPROACH. 20000418029369I (-23)PILOT FAILED TO EXTEND LANDING GEAR AT FORT WAYNE, IN (SMD). GEAR INSPECTION PERFORMED BY MAINTENANCE PERSONNEL FOUND NO ABNORMAL LANDING GEAR OPERATIONS. 20000418036999A (-23) ON APRIL 18, 2000 AT 1418 EDT, A CESSNA 172R, N975BC, OPERATED BY WESTERN MICHIGAN UNIVERSITY, COLLIDED WITH TWO RUNWAY SIGNS AND TWO RUNWAY LIGHTS DURING LANDING. THE STUDENT PILOT LOST DIRECTIONAL CONTROL WHILE LANDING ON RUNWAY 23 AT THE BATTLE CREEK KELLOGG AIRPORT, BATTLE CREEK, MI. THE STUDENT PILOT WAS NOT INJURED AND THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 LOCAL FLIGHT WAS OPERATING IN VIAUAL METEOROLICAL CONDITIONS WITHOUT A FLIGHT PLAN. THE FLIGHT ORIGINATED AT BATTLE CREEK, MICHIGAN, AT 1321 EDT. 20000418038839A (-23) ON APRIL 18, 2000, AT APPROX. 7:45 PM, CDT, ON A IFR/VMC FLIGHT FROM PEORIA, IL. TO DECATUR, IL. THE A/C LANDED GEAR UP ON RUNWAY 18 AT DECATUR, IL. THE A/C SUFFERED SUBSTANTIAL DAMAGE TO THE LOWER FUSELAGE. THE PILOT WAS THE SOLE OCCUPANT OF THE A/C AND REPORTED NO INJURIES. THE PILOT STATED THAT HE BELIEVED HE HAD SELECTED THE LANDING GEAR DOWN, HOWEVER, HE DID NOT CHECK TO VERIFY THE LANDING GEAR WAS DOWN AND LOCKED. 20000419001829I (-23) ON APRIL 19, 2000, AT ABOUT 1056 LOCAL TIME, AMERICAN EAGLE AIRLINES FLIGHT 3237, LOS ANGELES TO LAS VEGAS, ABORTED TAKE OFF ON RUNWAY 24L. DURING THE TAKE OFF ROLL, THE FLIGHT ATTENDANT DECLARED AN EMERGENCY DUE TO SMOKE IN THE CABIN. THE SMOKE WAS REPORTED AS COMING FROM THE LEFT HAND SIDE OVERHEAD NEAR THE CABIN LIGHTS AT SEAT 3A. THIS SEAT IS THE FIRST SEAT AFT OF THE CABIN MAIN ENTRY DOOR. THE AIRCRAFT WAS EVACUATED THROUGH THE CABIN DOOR AND AIR STAIR. THE EMERGENCY EXIT WAS OPENED, BUT NOT USED. THE AIRCRAFT WAS THEN TOWED TO THE AMERICAN EAGLE HANGER WHERE AMERICAN EAGLE MECHANICS NOTED THE CIRCUIT BREAKER FOR THE OVERHEAD READING LIGHTS WAS POPPED. REMOVAL OF THE OVERHEAD PASSENGER SERVICE UNIT AT ROW 3A REVEALED A CIRCUIT BOARD, PART OF THE PASSENGER SERVICE UNIT, WAS BURNT IN AN AREA ABOUT 2 INCHES BY 2 INCHES. ^PRIVACY DATA OMITTED^ TWO WIRES LEADING TO THE CAPACITOR WERE ALSO BURNT WHERE THEY ATTACHED TO THE CAPACITOR. THERE WAS NO EVIDENCE OF FLAME IN ANY OTHER AREA. THE PASSENGER SERVICE UNIT, PART NUMBER 26A006292-10, WAS REPLACED WITH A SERVICEABLE UNIT, THE SURROU NDING AREA INSPECTED FOR DAMAGE AND THE ATTENDANT CONTROL PANEL REMOVED AND INSPECTED FOR DAMAGE, WITH NONE FOUND. THE PASSENGER SERVICE OVERHEAD PANEL WAS SHIPPED TO THE AMERICAN EAGLE MAIN BASE IN DALLAS FOR ENGINEERING EVALUATION. 20000419011189A (-23) THE PILOT/BUILDER OF THIS HIGH PERFORMANCE EXPERIMENTAL AMATEUR BUILT A/C SAID THE ENGINE FAILED DURING AN IDLE DESCENT FOR LANDING. THE CONVENTIONAL GEAR SINGLE SEAT LOW WING SINGLE ENGINE AIRPLANE TOUCHED DOWN IN A PLOWED FIELD, HIT THE EMBANKMENT ON A PAVED ROAD, PASSED UNDER POWER LINES, TOUCHED DOWN AGAIN ON THE AIRPORT GROUNDS AND THEN FLIPPED ON ITS BACK. THERE WAS OBVIOUS DAMAGE TO RUDDER, VERTICAL TAIL, WING TIPS, CANOPY, MAIN LANDING GEAR, PROPELLOR, AND ENGINE MOUNT. THE PILOT REPORTS THE G-METER SHOWED +8.5 GS AND -4.5 GS AND SAID HE CREDITED HIS SURVIVAL TO THE ROLL BAR AND THE 5 POINT RESTRAINT HARNESS HE HAD INSTALLED. HE ALSO SAID HE WOULD NEVER HAVE BEEN ABLE TO EXIT THE INVERTED A/C UNASSISTED IF HE HAD NOT BEEN CARRYING A CRASH AXE. THERE APPEARED SUFFICIENT CLEAN AND UNCONTAMINATED FUEL ONBOARD. THE FAA MAINTENANCE INSPECTOR WHO EXAMINED THE A/C SAID FUEL SUPPLY CONTINUITY, FUEL PUMP, THROTTLE CONTROL, AND MIXTURE CONTROL CONTINUITY ALL CHECKED OK AND THE PLUGS WERE CLEAN AND SHOWED NO SIGNS OF FOULING. (.4) ON APRIL 19, 2000, AT 1633 CENTRAL DAYLIGHT TIME, A MOONEY M20F SINGLE-ENGINE AIRPLANE, N7038V, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING, FOLLOWING A LOSS OF ENGINE POWER NEAR TOMBALL, TEXAS. THE AIRCRAFT WAS REGISTERED TO AND OPERATED BY A PRIVATE INDIVIDUAL. THE PRIVATE PILOT SUSTAINED A MINOR INJURY AND HIS PASSENGER WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN IFR FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM CONROE, TEXAS, AT 1618, WITH A DESTINATION OF SAN MARCOS, TEXAS. THE AIRCRAFT WAS CLIMBING THROUGH 4,000 FEET MSL WHEN THE ENGINE RPM INCREASED, AND THE ENGINE OIL PRESSURE DROPPED TO ZERO. THE PILOT REPORTED THE SITUATION TO HOUSTON DEPARTURE CONTROL AND THEY VECTORED THE AIRCRAFT TO THE DAVID WAYNE HOOKS AIRPORT. AS THE AIRCRAFT WAS DESCENDING, AT ABOUT 600 FEET AGL, THE ENGINE LOST POWER. THE PILOT LANDED THE AIRCRAFT IN A FIELD SHORT OF THE RUNWAY. THE AIRPLANE PASSED OVER A SMALL LAKE AND A LARGE TREE, TOUCHED DOWN IN THE FIELD APPROX. WINGS LEVEL WITH THE LANDING GEAR RETRACTED, AND "SLID THROUGH THE FIELD FOR ROUGHLY 125 FEET" BEFORE COMING TO A STOP. THE PILOT STATED HE DID NOT LOWER THE LANDING GEAR DUE TO THE NEED FOR ALTITUDE AND AIRSPEED TO REACH THE FIELD. EXAMINATION OF THE A/C BY THE FAA INSPECTOR REVEALED THAT THE TAIL WAS TWISTED TO THE LEFT AND DISPLACED UPWARD, AND OIL WAS FOUND ALONG THE A/C'S LEFT SIDE. EXAMINATION OF THE ENGINE REVEALED THE #4 CONNECTING ROD STICKING OUT OF THE CRANKCASE. FURTHER EXAMINATION REVEALED THAT AN OIL COOLER LINE HAD RUPTURED. ACCORDING TO THE PILOT/OPERATOR ACCIDENT REPORT (NTSB FORM 6120.1/2) THE LAST INSPECTION PERFORMED ON THE A/C WEAS AN ANNUAL INSPECTION. IT WAS COMPLETED ON MARCH 19. 2000, EITHE FLIGHT HOURS PRIOR TO THE ACCIDENT. 20000419013209A (-23) MR. BET WAS RETURNING TO EUREKA (MURRY FLD) TO LAND AFTER PERFORMING 5 TOUCH-N-GO'S AND SPENDING TIME FLYING IN THE PRACTICE AREA. MR. BET LANDED ON RUNWAY 29 WITH A 5KT CROSS WIND FROM 240. HE LANDED ON THE CENTER OF THE RUNWAY SUCCESSFULLY. DURING THE ROLLOUT HE VEERED TO THE LEFT OF THE RUNWAY WHERE THE LEFT MAIN LANDING GEAR TIRE ENTERED THE DIRT. HE SAYS THIS PULLED THE ACFT UNCONTROLLABLY HARDER LEFT AND THE REST OF THE GEAR WERE ALSO NOW IN THE DIRT. THE NOSE GEAR GOT STUCK, PITCHING THE ACFT UPWARD AND THE PROPELLER IMPACTED THE GROUND. THIS BOUGHT THE ACFT TO A HALT. NO INJURIES TO MR. BET, THE ONLY OCCUPANT. THE ACFT'S PROPELLER WAS BENT, ENGINE MOUNT BROKEN, FIREWALL DAMAGED, RUDDER CONTROL HORN BENT, AND THE RIGHT WING AFT SPAR WAS BENT. 20000419020189I (-23)LEARJET MODEL LR-35-A, S/N 296 MADE AN ILS APPROACH TO HYA RUNWAY 15, LANDED ON TUNWAY, 1ST THOUSAND FEET. DEPLOYED SPOILERS (NO REVERSE), APPLIED BRAKING, STARTED TO SLOW 90-80 KNOTS, NOTICED THAT THE LIGHTS WERE COMING UP BEARED LEFT TO AVIOD LIGHTS, SEEMED LOKE AIRCRAFT WAS GOING TO STOP. WAS MOVING AT APPROX. 60 KNOTS WHEN HIT GRASS, CONTINUED FOR 154 FEET INTO GRASS. UPON EXITING AIRCRAFT NOTED THE DAMAGE. OUTBOARD TIRE OF BOTH LH AND RH MAIN GEAR BLOWN. POSSIBLY DUE TO SKIDDING. MAINTENANCE HAS REPLACED NOSE LANDING GEAR AND INSPECTED MAIN GEAR RECEIVED FROM MANUFACTURER ON INSPECTION ITEMS. FERRIED AIRCRAFT BACK TO HOME BASE IN FLORIDA FOR COMPLETION MANUFACTURERS CHECKLIST. 20000419020339I (-23)ENROUTE FROM CEDAR CITY, UT, ENCOUNTERED A BIRD STRIKE (EAGLE) ALONG THE WEST SHORELING OF UTAH LAKE AT 6500 MSL. THE BIRD ENTERED THE AIRCRAFT THROUGH THE RIGHT SIDE WINDSHIELD, STRIKING ^PRIVACY ^ IN HEAD. TGE PILOT ,^PRIVACY DATA ^, AFTER A BRIEF MOMENT OF CONFUSION, REGAINED CONTROL OF THE AIRCRAFT AND DIVERTED TO PROVO, UT, WHERE AN UNEVENTFUL LANDING WAS MADE. ^PRIVACY ^ WAS TRANSPORTED TO A LOCAL HOSPITAL FOR TREATMENT. AFTER REMOVING THE BIRD AND ASSESSING THE DAMAGE, ^PRIVACY DATA OMITTED^ FLEW THE AIRCRAFT ON AN UNAIRWORTHY CONDITION FROM PROVO BACK TO CEDAR CITY. ^PRIVACY DATA O^ 20000419020409I (-23) SEE ATTACHED. 20000419023509A (.4) ON APRIL 19, 2000, AT 1545 EASTERN DAYLIGHT TIME, A PIPER PA-31-350, N41081, EXPERIENCED AN IN-FLIGHT FIRE ON THE RIGHT ENGINE WHILE ON APPROACH TO LAND AT BRANCH FIELD IN ROCK HILL, SOUTH CAROLINA. THE BUSINESS FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH AN INSTRUMENT FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURED. THE FLIGHT DEPARTED SUMMERVILLE, SOUTH CAROLINA, AT 1500. ACCORDING TO THE PILOT, UPON ARRIVING AT THE DESTINATION AIRPORT, THE PILOT COMPLETED A LANDING CHECK, WHICH INCLUDED LOWERING THE LANDING GEAR. THE PILOT CONTINUED THE APPROACH AND LANDED ON RUNWAY 20. AFTER LANDING, THE PILOT OF ANOTHER AIRPLANE WAITING FOR TAKEOFF RADIOED THE PILOT OF THE ACCIDENT AIRPLANE AND TOLD HIM THAT THERE WAS A FIRE ON THE RIGHT ENGINE. THE PILOT OF THE ACCIDENT AIRPLANE CONFIRMED THE FIRE AND SHUT DOWN THE RIGHT ENGINE. THE ENGINE FIRE WAS SUBSEQUENTLY EXTINGUISHED AFTER AIRPORT OFFICIALS US ED SEVERAL HAND-HELD FIRE EXTINGUISHERS. THE EXTERNAL EXAMINATION OF THE AIRPLANE THAT THE RIGHT ENGINE COWLING HAD SUSTAINED HEAVY FIRE DAMAGE TO THE AFT HALF OF THE ASSEMBLY. COWLING FIRE DAMAGE COMPLETELY AROUND THE ENTIRE NACELLE. THE BOTTOM SIDE OF THE WING ASSEMBLY WAS ALSO FIRE DAMAGE AFT TO THE ENGINE FIREWALL TO A POINT MID-CHORD OF THE RIGHT EING FLAP ASSEMBLY. THE INTERNAL EXAMINATION OF THE ENGINE COMPARTMENT REVEALED FIRE DAMAGE IN THE VICINITY OF ENGINE DRIVEN FUEL PUMP. ADJACENT TO THE FUEL PUMP ASSEMBLY IS A HYDRAULIC SUPPLY LINE. ADDITIONAL EXAMINATION OF THE ENGINE COMPARMENT DISCLOSED THAT THE HYDRAULIC SUPPLY LINE WAS LOOSE; THE ENGINE DRIVEN FUEL PUMP WAS ALSO LOOSE. A REVIEW OF THE AIRFRAME AND ENGINE MAINTENANCE LOG BOOKS REVEALED THAT AIRWORTHINESS DIRECTIVE (AD) 98-18-12 WAS REQUIRED. THE AD REQUIRES THAT THE EINGINE DRIVEN PUMP ASSEMBLY BE RE-TORQUED "TO PREVENT LEAKS WHICH COULD RESULT IN ENGINE FAILURE OR ENGINE FIRE." THE LOG BOOK REVIEW FAILED TO SHOW COMPLIANCE WITH THIS AD. (-23)PILOT REPORTED THAT ON LANDING ROLL OUT HE WAS NOTIFIED BY ANOTHER AIRCRAFT THAT HIS RIGHT ENGINE WAS ON FIRE. PILOT AND PASSENGER STATED THAT T HERE WAS NO INDICATION OF A PROBLEM WITH THE RIGHT ENGINE AT ANY TIME DURING THE FLIGHT. THE AIRCRAFT SUSTAINED FIRE DAMAGE TO THE ENGINE, ENGINE COWLING, RIGHT WING AFT OF ENGINE, INCLUDING RIGHT FLAP AND LANDING GEAR. ON INITIAL INSPECTION OF THE RIGHT ENGINE A HYDRAULIC PRESSURE LINE WAS FOUND LOOSE, THE "B-NUT" AT THE HYDRAULIC PUMP WAS LOOSE. HYDRAULIC FUILD WAS FOUND PUDDLED ON THE RAMP UNDER THE AIRCRAFT AND A STAIN WAS FOUND WHERE THE AIRCRAFT WAS STOPPED ON THE RUNWAY. REVIEW OF AIRCRAFT RECORDS DID NOT SHOW ANY RECENT MAINTENANCE ON THE AREA OF THE LOOSE HYDRAULIC LINES. REVIEW OF AIRCRAFT RECORDS INDICATED NON-COMPLIANCE WITH AD 98-18-12. THE REPETITIVE TORQUE CHECK INSPECTIONS OF THE FUEL PUMP RELIEF VALVE ATTACHING SCREWS WHERE NOT RECORDED AS ACCOMPLISHED. THE FUEL PUMP SCREWS WHERE INSPECTED AND WHERE FOUND LOOSE, NOT TORQUED TO SPECIFICATIONS. 20000419032439I (-23)ON WEDNESDAY, APRIL, 19, 2000, AT 1600 EDT, A BEECH G-35, N4229D, REGISTERED TO ^PRIVACY DATA OMITTED^ , ALNDED WITH THE LANDING GEAR RETRACTED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THERE WERE NO INJURIES AND NO PROPERTY DAMAGE. SUBSEQUENT INVESTIGATION SHOWED ALL DOORS TO BE STREAMLINED WITH FUSELAGE (SHUT) AT THE TIME OF RUNWAY CONTACT. MAINTENANCE RECOVERED THE AIRCRAFT, PLACED ON JACKS AND CYCLED THE GEAR FIVE (5) TIMES. ALL OPERATIONAL CHECKS WERE OKAY. THIS INCIDENT IS CONSIDERED CLOSED. 20000419042119A (-23) AIRMAN HAD RECENTLY PURCHASED THE AIRCRAFT HE WAS PRACTICING TAKE OFF AND LANDINGS. HE LEFT HIS PASSENGER OUT AND WAS TAXIING UP TO A MEASURED POINT ON THE AIRSTRIP. HE REACHED THE SPOT AND PUT ON BRAKES ABRUPTLY AND THE AIRCRAFT WENT UP ON ITS NOSE AND ONTO ITS BACK. THE AIRCRAFT HAD ONLY THE PILOT AND WAS NEAR FORWARD CENTER GRAVITY LIMITS. 20000420005139A (-23) ON APRIL 20, 2000, AT 1045 CDT, AN ERCOUPE 415-D SINGLE-ENGINE AIRPLANE, N99470, WAS SUBSTANTIALLY DAMAGED DURING AN APPROACH TO THE FREEDOM FIELD AIRPORT NEAR LINDSAY, TEXAS. THE A/C WAS REGISTERED TO MR. MICHAEL D. BROWN AND OPERATED BY MR. ROGER D. BROWN. THE STUDENT PILOT, SOLE OCCUPANT OF THE AIRPLANE, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM FREEDOM FIELD AIRPORT AT APPROXIMATELY 1000 CDT.THE STUDENT PILOT REPORTED THAT WHILE ATTEMPTING TO LAND ON RUNWAY 35, THE AIRPLANE ENCOUNTERED A DOWNDRAFT. THE A/C DESCENDED AND IMPACTED THE TOP OF AN EMBANKMENT LOCATED PRIOR TO THE RUNWAY. EXAMINATION OF THE A/C REVEALED THAT THE NOSE LANDING GEAR WAS FOLDED AFT, THE ENGINE MOUNT WAS FRACTURED, AND THE FIREWALL AND WING SPAR WERE STRUCTURALLY DAMAGED. 20000420005179A (-23) SEUNGHEE BACK, A SOLO STUDENT PILOT, DEPATED THE HAYWARD EXECUTIVE (HWD) AIRPORT 16:45 HOURS PACIFIC DAYLIGHT TIME (PDT) FOR THE MT. DIABLO PRACTICE SREA, SOME SIXTEEN NAUTICAL MILES NORTHEAST OF HWD. AT MR. DIABLO HE WAS ENGAGED IN PRACTICE AIR WORK. AFTER COMPLETING HIS PRACTICE AIR WORK HE BECAME LOST BY FOLLOWING THE WRONG FREEWAY WHILE ATTEMPTING TO RETURN TO THE HWD AIRPORT. MR. BACK THEN CONTINUED TO FLY, LOST, TRAVELING CROSS COUNTRY FOR WHICH HE HAD VERY LITTLE TRAINING, UNTIL HIS AIRCRAFT ENGINE STOPPED RUNNING DUE TO FUEL STARVATION APPROXIMATELY 120 NAUTICAL MILES SOUTHEAST OF THE MT. DIABLE PRACTICE AREA. HE ATTEMPTED AN EMERGENCY LANDING IN NORTHWEST FRESNO CITY, JUST NORTH OF THE INTERSECTION OF BARSTOW AVE. AND HIGHTWAY 99, ON THE PROPERTY OF PROMAC FABRICATION & EQUIPMENT, INC., AT APPROXIMATELY 20:00 HOURS PDT. THE AIRCRAFT IMPACTED WITH A FLAT BED TRUCK TRAILER FOLLOWED BY IMPACT WITH THE SURROUNDING ASPHALT. THE PILOT WAS NOT INJURED BUT THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. (.4) ON APRIL 20, 2000, ABOUT 2000 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 152, N152SC, OPERATED BY FLYING VIKING, INC., HAYWARD, CALIFORNIA, EXPERIENCE D A TOTAL LOSS OF ENGINE POWER WHILE CRUISING OVER FRESNO, CALIFORNIA. THE STUDENT PILOT MADE A FORCED LANDING IN A PARKING LOT AND COLLIDED WITH A TRAILER. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE SOLO INSTRUCTIONAL FLIGHT, WHICH WAS PERFORMED UNDER 14 CFR 91, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED ABOUT 1645 FROM HAYWARD, CALIFORNIA. THE PILOT INDICATED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE DEPARTED FROM HAYWARD DURING THE DAYLIGHT AND ONLY POSSESSED A "SAN FRANCISCO VFR TERMINAL AREA CHART." THE PILOT WAS AUTHORIZED TO ONLY FLY WITHIN A 25-MILE RADIUS OF HAYWARD. MINUTES AFTER TAKING OFF, THE PILOT BECAME DISORIENTED AND CONFUSED REGARDING HIS LOCATION AND DIRECTION OF FLIGHT. THE PILOT FURTHER INDICATED THAT HE WAS EVIDENTLY LOST, AND HE FLEW ABOUT 117 MILES EAST UNTIL HIS FUEL WAS TOTALLY EXHAUSTED. DURING THE FLIGHT HE WAS UNABLE TO RAISE ANYONE ON THE AIRCRAFT'S RADIO. THE PILOT'S CERTIFIED FLIGHT INSTRUCTOR REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT HE HAD AUTHORIZED HIS STUDENT TO PERFORM A LOCAL AREA FLIGHT AROUND HAYWARD. THE STUDENT'S TOTAL FLYING EXPERIENCE WAS ABOUT 28 HOURS, OF WHICH 4 HOURS WERE AS PILOT-IN-COMMAND. THE STUDENT WAS SUPPOSED TO LAND AFTER PRACTICING FOR ABOUT 1 HOUR. UPON DEPARTURE FOR THE ACCIDENT FLIGHT, THE AIRPLANE HAD ABOUT 18 GALLONS OF FUEL IN ITS TANKS. THE INSTRUCTOR SAID THE STUDENT CONFUSED EAST FOR WEST AND FOLLOWED A ROADWAY UNTIL ARRIVING OVER THE CITY OF FRESNO WITH EMPTY FUEL TANKS. 20000420008459A (-23) AIRCRAFT EXPERIENCED ENGINE FAILURE DURING FLIGHT, AIRCRAFT HAD FULL LOAD OF FUEL AND WAS 15 MINUTES INTO FLIGHT WHEN ENGINE SPUTTERED AND QUIT. ENGINE PROPELLER TURNED FREELY AND NO ENGINE DAMAGE TO CYLINDERS WAS PRESENT. THE "P" LEAD AND MAG SWITCH WAS CHANGED IN NOV. 1999 DUE TO DAMAGE/WORN REFERENCE AD 93-05-06. (.4) DURING A POSITIONING FLIGHT WHILE THE PILOT WAS FLYING TOWARD AN AUXILIARY STRIP, THE ENGINE LOST ALL POWER, SURGED TO FULL POWER, AND THEN QUIT COMPLETELY. THE PILOT ATTEMPTED A FORCED LANDING IN A SHORT FIELD AND ON APPROACH, THE AIRPLANE COLLIDED WITH A BERM AND NOSED OVER. DURING THE SUBSEQUENT EXAMINATION, 45 GALLONS OF FUEL WAS FOUND IN THE CENTER FUEL TANK. NO EVIDENCE WAS OBSERVED OF ANY MECHANICAL PROBLEMS WITH THE AIRFRAME OR ENGINE. THE AIRPLANE'S TOTAL TIME WAS ABOUT 13,085 HOURS SINCE NEW. THE CURRENT ENGINE WAS INSTALLED IN 1997, AND ITS TOTAL TIME WAS ABOUT 8,180 HOURS (1,237 HOURS SINCE LAST MAJOR OVERHAUL). AN FAA AIRWORTHINESS INSPECTOR RESPONDED TO THE ACCIDENT SITE AND EXAMINED THE AIRPLANE. NO EVIDENCE WAS OBSERVED OF ANY MECHANICAL PROBLEMS WITH THE AIRFRAME. THE ENGINE AND DAMAGED ENGIN E-RELATED ACCESSORIES WERE EXAMINED, WITH NO ANOMALIES FOUND. THE CARBURETOR WAS OBSERVED DESTROYED IN THE IMPACT AND WAS NOT FUNCTIONALLY TESTABLE. NO EVIDENCE OF ANY INTERNAL MECHANICAL MALFUNCTION WAS FOUND WITHIN THE ENGINE OR TESTABLE ACCESSORIES AND THE ENGINE WAS RETURNED TO SERVICE. 20000420008479A (-23) PILOT ATTEMPTED TAKEOFF USING AN UNDER-PWERED A/C. PILOT REPORTED OBSERVING 63 PER CENT INDICATED TORQUE INSTEAD OF THE NORMAN INDICATED TORQUE OF APPROX. 75 %. PILOT CONTINUED TAKEOFF ROLL, ROTATED, AND ALLOWED TAIL WHEEL TO IMPACT SMALL ELECTRI FENCE. WHILE AIRBORNE, THE A/C STRUCK A SECOND FENCE. THE A/C THEN IMPACTED THE FROUND, BROKE THE LEFT MAIN MOUNT, PROCEEDED THROUGH A THIRD FENCE, STRCUK BOTH WING TIPS, ROLLED UP ON THE NOSE AND CAME TO REST AT APPROX. 90 % FROM ITS ORIGINAL HEADING. SUBSTANTIAL DAMAGE WAS SUFFERED TO THE A/C. PILOT WILL BE COUNSELED. ACTUAL SURFACE WINDS AT TIME OF TAKE OFF ARE UNKNOWN. TOTAL FLIGHT OF A/C FROM TAKEOFF TO FINAL TOUCHDOWN WAS LESS THAN 500 YARDS. 20000420010429A (-23) ON 4/20/2000, WHILE APPROACHING AND LANDING AT VIEQUES, SUFFERED A HARD LANDING, RESULTING IN SUBSTANTIAL DAMAGES. THE A/C WAS VISUALLY INSPECTED AND IT WAS NOTED THAT THE WINGS SKINS WERE BUCKLED, AND SOME OTHER MAJOR DAMAGE TO THE FUSELAGE. AVIATION SAFETY INSPECTOR JOSE GUEITS WAS AT THE ACCIDENT LOCATION AND CERTIFIED THAT THE GUSTY WEATHER CONDITION EXISTED DURING THAT DATE. VIEQUES IS A NON-TOWERED AIRPORT, AND THEREFORE THERE IS NO WEATHER REPORTING ADVISORY FOR INCOMING TRAFFIC. 20000420011449A (-23) MY LANDING APPROACH WAS HIGH AND I TRIED TO GET DOWN TOO QUICKLY-LANDING SPEED WAS ABOVE NORMAL-THE PLANE PORPOISED AND CAME DOWN ON NOSE GEAR AND SHEARED IT OFF. (.4)ON APRIL 20, 2000, AT 1530 HOURS MOUNTAIN STANDARD TIME, A CESSNA U206G, N7260N, DEPARTED RUNWAY 19 AFTER LANDING AT THE AVI SUQUILLA AIRPORT, PARKER, ARIZONA. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE SOLO CROSS-COUNTRY INSTRUCTIONAL FLIGHT THAT DEPARTED THE GOODYEAR, ARIZONA, AIRPORT AT 1438, WITH SCHEDULED STOPS AT THE AVI SUQUILLA AND BLYTHE, CALIFORNIA, AIRPORTS AND BACK TO GOODYEAR. A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN HAD BEEN FILED. THE PILOT REPORTED THAT THE LANDING APPROACH WAS TOO HIGH AND HE TRIED TO OVERCORRECT RESULTING IN AN INCREASE IN AIRSPEED ON LANDING. AFTER INITIAL TOUCHDOWN THE AIRPLANE PORPOISED DOWN THE RUNWAY. ON THE SECOND BOUNCE THE NOSE WHEEL WAS BROKEN OFF, AND ON THE THIRD BOUNCE THE PROPELLER STRUCK THE RUNWAY. THE AIRPLANE SKIDDED OFF THE LEFT SIDE OF THE RUNWAY CO MING TO REST IN THE DIRT. THE PILOT STATED THAT THERE WERE NO MECHANICAL ANOMALIES NOTED WITH THE AIRPLANE. WITNESSES TO THE ACCIDENT REPORTED THAT THEY HAD BEEN IN A HANGAR TALKING WHEN THEY HEARD A LOUD SCREECH. THEY LOOKED OUTSIDE AND SAW THE ACCIDENT AIRPLANE BOUNCING DOWN THE RUNWAY WITHOUT A FRONT WHEEL. THE AIRPLANE BOUNCED ABOUT 2 FEET IN THE AIR, AND WHEN IT CAME BACK DOWN, IT SLID DOWN THE RUNWAY ON ITS NOSE WHERE IT EXITED THE RUNWAY TO THE EAST SIDE. THEY SAW THE AIRPLANE NOSE DOWN AND THEN BACK DOWN ON THE MAIN LANDING GEAR. 20000420015979I (-23)THIS INCIDENT OCCURRED DURING LANDING. THE AIRCRAFT DEPARTED NORTHWEST REGIONAL AIRPORT (52F) ROANOKE, TEXAS. THE PILOT STATED THAT HE CHOSE TO LAND ON THE GRASS RUNWAY AT LAKEVIEW AIRPORT (30F) LAKE DALLAS, TEXAS, BUT DID NOT REALIZE THAT THE GRASS WAS APPROXIMATELY 2 FEET IN HEIGHT. THE LANDING GEAR AND AXLE BECAME ENTANGLED WITH THE TALL GRASS. THIS CAUSED THE AIRCRATF TOE NOSE OVER. 20000420016049I (-23)THE AIRCRAFT RAN OUT OF FUEL. THE PILOT LANDED THE AIRCRAFT IN A FIELD. 20000420019589I (-23)STUDENT PILOT ON SOLO IN RG AIRCRAFT LANDED GEAR UP. WX WAS CLEAR AND WIND CALM. RUNWAY 14RT HAND PATTERN WAS TO HAVE PRIVATE CHECK RIDE ON 4/23/00. 20000420019599I (-23) NO NARRATIVE AVAILABLE. 20000420020109I (-23)ON APRIL 20, 2000, APPROXIMATELY 1738 CDT, BOEING 727-21, N357QS, DEPARTED OMAHA EPPLY AIRFIELD, OMAHA, NEBRASKA, UNDER RYAN INTERNATIONAL FLIGHT 694. ON CLIMB OUT, AS THE "FLAPS 2" POSITION WAS SELECTED, THE FLIGHT CREW EXPERIENCED A SPILT FLAP CONDITION AND THE COCKPIT STARTED TO FILL WITH SMOKE. THE PIC DECLARED AN EMERGENCY AND LANDED THE AIRCRAFT SAFELY AT EPPLY AIRFIELD. THERE WERE NO INJURIES REPORTED INITIALLY; HOWEVER, THE PIC WAS LATER TREATED FOR SMOKE INHALATION. SUBSEQUENT INVESTIGATION DISCLOSED A FAILURE OF THE #3 ENGINE PRE-COOLER MIDULATING VALVE, P/N 392704-3-2, WHICH INDUCED AN OVERHEAT CONDITION IN THE AIR CONDITIONING DUCT. FOLLOW-UP INVESTIGATION FURTHER ESTABLISHED THE SPILT FLAP CONDITION WAS CREATED BY THE FAILURE OF THE LH #3 FLAP ACUATOR, P/N 141110. 20000420020309I (-23)AIRCRAFT HAD JUST LANDED AND WAS HOVERING 2 FEET OFF THE GROUND ABOVE HELICOPTER (HELIPORT). ENGINE AREA CAUGHT ON FIRE. PILOT LANDED A/C AND TRIED TO EXTINGUISH FLAME. 20000420022709I (-23)ON 4-20-00 AT APPROXIAMTELY 1300 HOURS, ALASKA CNETRAL EXPRESS B1990C (N41UE) WAS BEING TAXIED WESTBOUND ON "V" TAXIWAY BY CAPTAIN ^PRIVACY DATA ^ AND FORST OFFICER ^PRIVACY DATA O^. THE AIRCRAFT HAD BEEN GIVEN ATC CLEARANCE TO TAXI WEST ON "VICTOR" TO "ROMEO" TO "KILO" FOR RUNWAY 32. WHOLE ON THE "V: TAXIWAY, ^PRIVACY DATA ^ VEERED THE AIRCRAFT LEFT TO PASS A SOA FIELD MAINTENANCE WORK CREW AND EQUIPMENT THAT WAS REPAIRING DAMAGED PAVEMENT ON THE TAXIWAY. THE AIRCRAFT VEERED TOO FAR TOO THE PAVED SURFACE, AND ITS LEFT TIRE BECAME STRUCK IN SOFT DIRT. THERE WERE ONLY THE TWO PILOTS ON BOARD AT THE TIME OF THE INCIDENT. THE AIRCRAFT'S TIRE WAS FREED FROM THE DIRT WITHOUT INCIDENT. THERE WERE NO REPORTED INJURIES AND THERE WAS NO APPARENT DAMAGE DONE TO THE AIRCRAFT. 20000420023539A (-4) ON APRIL 20, 2000, AT 1015 EASTERN DAYLIGHT TIME, A HILLER UH-12 HELICOPTER, COLLIDED WITH TREES WHILE ATTEMPTING AN AUTOROTATION NEAR STONESBORO, SOUTH CAROLINA. THE AERIAL APPLICATION FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 137 WITH NO FLIGHT PLAN FILED. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE, AND THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT'S INTIAL DEPARTED THE STAGING AREA IN STONESBORO, SOUTHCAROLINA, AT APPROX. 0830. THE PILOT REPORTED THAT HE HAD COMPLETED TWO SPRAY RUNS AND WAS ON THE THIRD OPERATION WHEN HE EXPERIENCED A LOSS OF ENGINE POWER. THE PILOT EXPLAINED THAT , THE TRUCK USED TO SUPPORT THE SPRAYING OPERATION HAD BEEN DRIVEN INTO A DITCH AND HE WAS DISTRACTED BY THE TRUCK DRIVER'S PROBLEM, AND NEGLECTED TO REFUEL THE HELICOPTER. MOMENTS LATER, THE ENGINE LOST POWER AFTER THE HELICOPTER "RAN OUT OF FUEL". THE PILOT SELECTED AN AREA FOR A FORCED LANDING. THE PILOT REPORTED THAT, HE ENTERED AN AUTOROTATIVE DESCENT FOR THE FORCED LANDING. DURING THE FINAL APPROACH TO THE TOUCHDOWN POINT, THE TAIL ROTOR ASSEMBLY COLLIDED WITH A TREE. (-4) CONT'D THE SUBSEQUENT EXAMINATION OF THE HELICOPTER DISCLOSED THAT THERE WAS ONLY A TRACE OF FUEL IN THE FUEL TANKS. THE PILOT DID NOT REPORT A MECHANICAL PROBLEM WITH THE HELICOPTER BEFORE THE TOTAL LOSS OF ENGINE POWER. NO MECHANICAL MALFUNCTION OR COMPONENT FAILURE WITH THE HELICOPTER WAS DISCOVERED DURING THE POST-ACCIDENT EXAMINATION. (.19) ON APRIL 20, 2000, AT 1015 EASTERN DAYLIGHT TIME, A HILLER UH-12 HELICOPTER, COLLIDED WITH TREES WHILE ATTEMPTING AN AUTOROTATION NEAR STONESBORO, SOUTH CAROLINA. THE AERIAL APPLICATION FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 137 WITH NO FLIGHT PLAN FILED. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE AND THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT'S EXACT DEPARTURE TIME FROM STONESBORO, SOUTH CAROLINA WAS NOT DETERMINED. ACCORDING TO THE PILOT, THE ENGINE QUIT AFTER THE HELICOPTER RAN OUT OF FUEL. THE PILOT SELECTED AN AREA FOR EMERGENCY LANDING. THE PILOT REPORTED THAT THE TAIL ROTOR ASSEMBLY COLLIDED WITH A TREE AS HE MANEUVERED THE FORCED LANDING. (-23)PIC STATED THAT HE WAS INVOLVED IN A SPRAYING OPERATION. HE MADE THREE LOAD DROPS AND WAS RETURNING TO BASE FOR FOURTH RUN FOR SUBSTANCES AND FUEL. AS HE WAS RETURNING TO BASE THE ENGINE QUIT. AS HE AUTOROTATED INTO AN OPEN FIELD THE TAIL ROTOR CLIPPED A SMALL TREE. THE HELICOPTER IMPACTED THE GROUND STRAIGHT DOWN AND THEN ROLLED OVER ON ITS SIDE. PIC REPORTED AFTER CRASH ONLY A TRACE OF FUEL WAS EVIDENT IN TANKS. POST CRASH BY FAA SAFETY INSPECTOR DISCLOSED ONLY A TRACE OF FUEL IN TANKS. 20000420027789I (-23)AIRCRAFT WAS IN PATTERN PRACTICING TOUCH AND GO LANDINGS. ON DOWN WIND LEG, OPPOSITE TOUCH DOWN, TOWER REQUESTED A CLOSE IN BASE LEG FOR TRAFFIC SPACING. ACCORDING TO THE STUDENT, THE INSTRUCTOR TOOK OVER THE CONTROLS AND MADE THE TURN TO BASE AND THE TURN ON TO FINAL. THE STUDENT THEN HAD THE CONTROLS AGAIN AND MADE THE LANDING. BOTH THE STUDENT AND THE INSTRUCTOR FORGOT ABOUT EXTENDING THE GEAR AS ADMITTED BY THE STUDENT AT THE SCENE. EIR FOR EMERGENCY REVOCATION OF INSTRUCTOR CERTIFICATE AND 709 RIDE FOR ATP STARTED. ACCIDENT DTW 19999085 WAS THE SAME AIRCRAFT, SAME STUDENT, SAME FLIGHT INSTRUCTOR, SAME AIRPORT, AND SAME RUNWAY. 709 RIDE FOR INSTRUCTOR WAS THE RESULT OF THAT OCCURRANCE. ^PRIVACY DATA OMITTED^ 20000420032679I (-23)SECOND PILOT ^PRIVAC^ BEING CHECKED OUT IN PA-28R BY PIC ^PRIVACY D^ (CFI). AIRMAN ^PRIV^ FAILED TO EXTEND GEAR AND CFI ^PRIVACY D^ FAILED TO CONFIRM SAFE GEAR INDICATION PRIOR TO LANDING. 20000420036799A (-23) ON APRIL 20, 2000, AT APPROX. 0730 LOCAL TIME, N61869, HU-369-0H6A, OPERATED BY THE U.S. BORDER PATROL AIR OPERATIONS UNIT, MADE A FORCED LANDING NEAR GREEN VALLEY, AZ. THE FLIGHT ORIGINATED IN TUCSON, AZ AT APPROX. 0615 LOCAL. THE AIRCRAFT EXPERIENCED A LOSS OF ENGINE POWER WHILE MANUEVERING APPROX. 40 FEET AGL. A LOUD NOISE WAS HEARD BY THE PILOT JUST PRIOR TO THE LOSS OF POWER. THE AIRCRAFT WAS DESTROYED AFTER IMPACTING THE GROUND. THE PILOT SUFFERED MINOR INJURIES. 20000420043369A (-23) THE ACCIDENT INVOLVED A MOONEY, MODEL M20C, REGISTRATION NUMBER N9187V. THE AIRCRAFT IS ON A PART 135 CERTIFICATE FOR QUONSET AIRWAYS, CERTIFICATE # FRGA996D. THE AIRCRAFT WAS BEING OPERATED IN A PART 91 CAPACITY FOR PERSONAL USE. THE ACCIDENT OCCURRED AT NEWPORT STATE AIRPORT, NEWPORT, RI, ON 4/20/2000 AT APPROXIMATELY 1715 HOURS EDT. PILOT AND PASSENGER (CERTIFICATED PRIVATE PILOT) STATED THAT THEY UNCOVERED, UNTIED THE AIRCRAFT, BOTH CONDUCTED A THOROUGH PREFLIGHT INSPECTION INCLUDING SUMPING BOTH FUEL TANKS, PULLED CENTER DRAIN, CHECKED OIL, AND PERFORMED RUN-UP. ALL NORMAL. AIRCRAFT BACK TAXIED ON RUNWAY 16 FOR A TAKE-OFF ON RUNWAY 16. TAKE-OFF ROLL WAS INITIATED, BOOST PUMP ON, FUEL SELECTOR ON LEFT TANK, LANDING LIGHT ON, FULL POWER, NORMAL ACCELERATION. ROTATED AT APPROXIMATELY 60-65 KNOTS AND AIRCRAFT BECAME AIRBORNE. WHEN AIRCRAFT REACHED APPROXIMATELY 80-100 FEET AGL AND APPROXIMATELY TO THE INTERSECTION OF RUNWAYS 16 AND 22 THE ENGINE STOPPED SUDDENLY. PILOT STATED THAT HE PUSHED THE NOSE OVER TO MAINTAIN AIRSPEED, NOTED THE TREES DIRECTLY AHEAD AND CHOSE TO ATTEMPT A LANDING IN THE GRASS TO THE RIGHT OF RUNWAY 16. AIRCRAFT CAME TO REST SOMEWHAT PARALLEL TO RUNWAYS 22/4. PILOT STATED THAT HE SHUT FUEL SELECTOR TO OFF, SHUT THE BATTERY MASTER POWER TO OFF, REMOVED THE SEAT BELTS AND WITH THE PASSENGER, DEPARTED THE AIRCRAFT. THE AIRCRAFT WAS MOVED FROM THE CRASH SITE AT APPROXIMATELY 2300 HOURS EDT AFTER PICTURES AND STATEMENTS WERE TAKEN. THE AIRCRAFT WAS RESTING IN A DEPRESSION AND HEAVY RAINS WERE EXPECTED. DURING THE INVESTIGATION THE FUEL SUMPED FROM THE LEFT TANK CONTAINED APPROXIMATELY 30% WATER, THE CARBURETOR BOWL CONTAINED APPROXIMATELY 95% WATER, AND THE LINE TO THE CARBURETOR CONTAINED APPROXIMATELY 75% WATER. 20000421004699A (-23) UPON LANDING A/C SETTLED ON LEFT WING. DAMAGE TO OUTBOARD WING AFT SPAR AND AILERON SPAR. FUSELAGE SKIN AT LT. MAIN GEAR STRUT ATTACH LT. MAIN WHEEL AXLE BROKEN. 20000421005629A (-23) AIRCRAFT DEPARTED SANTA PAULA AIRPORT (SZP) AT DUSK, (APPROX. 1945 HRS) ON 4/21/00, FLYING TO CHANDLER, AZ. AT APPRO 2000 HRS, ON 4/21/00, AIRCRAFT CONTACTED AND SKIMMED AN UPSLOPING MOUNTAIN RIDGE, APPROX 1 MILE NORTH WEST OF ESCONDIDO CANYON RD., & .5 MILES NORHT OF THE ANTELPOE VALLEY FWY (HWY 14), ELEV APPROX 3000 FT. AIRCRAFT WAS TORN APART ENGINE, PROPELLER, AND VARIOUS PARTS AND PIECES DEPARTED AIRCRAFT. AIRCRAFT SKIPPED OFF MOUNTAIN RIDGE, TUNRED INVERTED & IMPACTED NEXT RIDGE WHERW AIRCRAFT CAME TO A STOP. AIRCRAFT WAS DESTROYED, AND PILOT WAS FATALY INJURIED. THE AIRCRAFT ACCIDENT SITE WAS NOT FOUND UNTIL APPROX 0800 HRS. ON 4/22/00, BY OWNER OF PROPERTY. (.4) ON A DARK NIGHT, EN ROUTE FROM CALIFORNIA TO ARIZONA, THE PILOT CRUISED INTO RISING TERRAIN IN A MOUNTAIN PASS. THE CRASH SITE, ELEVATION 3,560 FEET MEAN SEA LEVEL (MSL), WAS ADJACENT TO AND ABOUT 0.5 MILES NORTH OF A STATE HIGHWAY, ELEVATION 3,000. AN OVERCAST SKY CONDITION EXISTED WITH CLOUD BASES BETWEEN 3,200 AND 3,400 FEET MSL. NO ONE REPORTED WITNESSING THE ACCIDENT. A HILLSIDE RESIDENT LOCATED ABOUT 1/3-MILE DOWNSLOPE FROM THE CRASH S ITE REPORTED THAT, ABOUT THE TIME OF THE ACCIDENT, HIS 3,200-FOOT MSL HOME WAS SHROUDED IN GROUND FOG. THE PILOT WAS INSTRUMENT RATED BUT WAS NOT CURRENT. HIS LAST LOGGED INSTRUMENT FLIGHT WAS 7 YEARS EARLIER. THE FAA REPORTED THAT THE PILOT DID NOT FILE A FLIGHT PLAN, OBTAIN A WEATHER BRIEFING, OR COMMUNICATE WITH ANY FAA FACILITY DURING THE FLIGHT. THE ON-SCENE WRECKAGE EXAMINATION REVEALED THE AIRPLANE INITIALLY IMPACTED UPSLOPING TERRAIN IN A NEAR LEVEL FLIGHT ATTITUDE. THE AIRPLANE CAME TO REST UPSIDE DOWN ABOUT 750 FEET FROM THE INITIAL POINT OF GROUND IMPACT. NO EVIDENCE OF MECHANICAL MALFUNCTION WAS FOUND WITH THE AIRPLANE. 20000421007119A (-23) WHEN LANDING AT MONUMENT VALLEY ARPT, UT: AS MAIN GEAR TOUCHED GROUND A WIND LIFTED THE AIRCRAFT UP AND TURNED IT 90 DEGREES CLOCKWISE, CARRIED THE AIRCRAFT 25-50 FEET DOWN THE RUNWAY, WHERE IT LANDED SIDEWAYS. THE AIRCARFT RECEIVED SUBSTANTIAL DAMAGE TO THE RIGHT WING AND LANDING GEAR, LEFT WING AND LANDIGN GEAR, PROP, COWLING AND BOTTOM OF FUSELAGE. INSURANCE COMPANY, ROGGE INSURANCE SERVICES, STATED THAT THERE WAS A PAX ONBOURD. A FEMALE, VIVIAN LIESE. INFORMATION HAD NOT INTITIALLY BEEN DISCLOSED. 20000421008259A (-23) PILOT IN COMMAND STATED ON TAKEOFF, RWY. 16, RED LODGE, MONTANA, WINDS 20 LEFT AT 5-10 MPH. AS THE AIRCRAFT ACCELERATED TO 50 MPH, THE AIRCRAFT BEGAN TO HOP. THE WINDS BECAME MORE ON A CROSSWIND. AS THE IARCRAFT GOT TO 4 FEET OF ALTITUDE, IT WOULD NOT CLIMB AND A FENCE WAS APPROACHING THAT COULD NOT BE CLEARED. THE AIRCRAFT WAS LANDED AND THE LEFT MAIN GEAR COLLAPSED AND THE AIRCRAFT GOUND LOOPED. 20000421008289A (-23) ON APRIL 21, 2000 AT 1300 CENTRAL TIME, AN AIR TRACTOR AT-301-301, N8699S, REGISTERED TO JOHN M. ROGERS, DEPARTED A PRIVATE AIR FIELD ABOUT 5 MILES EAST OF GOULD, AR. AFTER TAKE OFF, THE A/C DESCENDED TO THE GROUND IN A FIELD BOUNCING TWICE AND ROLLING FOR ABOUT 100 YDS. THE PILOT CONTINUED THE TAKE OFF, THE A/C BECAME AIRBORNE. THE A/C FAILED TO ACHIEVE SUFFICIENT ALTITUDE TO CROSS A SET OF POWER LINES. THE A/C CONTACTED THE ELECTRICAL POWER LINES, WHICH PREVENTED FURTHER FLIGHT. THE A/C IMPACTED THE EARTH IN A LEVEL ATTITUDE. AT CONTACT THE RIGHT LANDING GEAR FAILED, THE A/C THEN SPUN TO THE RIGHT COMING TO REST AT 270 DEGREES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED (SUNNY AND WINDY). THERE WERE NO INJURIES. 20000421009439A (-23) DURING TAKEOFF FROM LANDING STRIP (19 MILES SW OF PENDLETON, OREGON) THE PILOT ENCOUNTERED A WIND SHIFT ALONG WITH HIGH GUSTS. HE ABORTED THE TAKEOFF BUT LOST DIRECTIONAL CONTROL AND DEPARTED THE RUNWAY, DAMAGING THE RIGHT LANDING GEAR AND THE RIGHT WING TIP. THE A/C SUSTAINED DAMAGE TO THE LANDING GEAR AND FUSELAGE. THERE WERE NO INJURIES. 20000421012669A (.4) THE PILOT ATTEMPTED A RUN ON LANDING AFTER A LOSS OF ENGINE POWER OVER ROUGH TERRAIN. THE HELICOPTER BOUNCED BACK INTO THE AIR AFTER INITIAL TOUCHDOWN AND CAME TO A SUDDEN STOP AFTER A SKID CAUGHT IN A DITCH. THE PILOT SAW THE ENGINE OIL PRESSURE LIGHT ILLUMINATE FOLLOWED BY AN ILLUMINATED GENERATOR LIGHT AND THE SOUND OF THE LOW ROTOR RPM AUDIO. HE INFORMED HIS PASSENGERS THAT HE WAS MAKING A PRECAUTIONARY LANDING AND BRIEFED THEM ON EMERGENCY PROCEDURES. AFTER ENTERING AUTOROTATION, HE UNSUCCESSFULLY ATTEMPTED TO RESTART THE ENGINE. HE CONTINUED TO THE PRESELECTED LANDING ZONE, AND AFTER CLEARING OBSTACLES, LANDED IN AN OPEN AREA. ONE PASSENGER SEATED IN THE BACK RECALLED SMELLING FUEL ABOUT 15 SECONDS PRIOR TO THE LOW RPM AUDIO WARNING. DURING THE ON-SCENE INSPECTION OF THE FUEL SYSTEM, THE T-FITTING WAS PARTIALLY ATTACHED TO THE IGNITION SOLENOID HOUSING. IT WAS FURTHER NOTED THAT THE SAFETY WIRE WAS NOT A FIELD INSTALLATION. MAINTENANCE PERSONNEL INDICATED THAT THEY HAD NOT DONE FIELDWORK IN THIS AREA, AND THE LAST OVERHAUL WAS CONDUCTED AT THE MANUFACTURER'S FACILITIES IN JUNE 1999. THE ENGINE WAS LATER EXAMINED AT THE MANUFACTURER'S FACILITY. PRIOR TO REMOVAL OF THE IGNITION SOLENOID VALVE, T-FITTING, AND START DRAIN COMPONENTS, MANUFACTURER REPRESENTATIVES CONFIRMED THAT THE SAFETY WIRE, A SWEDGED UNIT, WAS INSTALLED AT THEIR FACILITY DURING THE LAST OVERHAUL. A VISUAL INSPECTION OF THE T-FITTING AND IGNITION SOLENOID VALVE REVEALED THAT THE THREADS OF BOTH UNITS WERE COVERED IN A BLACK SUBSTANCE WITH METALLIC PARTICLES STICKING TO THE THREADS. THE O-RING ON THE T-FITTING WAS FLATTENED WITH MATERIAL MISSING FROM IT. A METALLURGICAL EXAMINATION OF THE IGNITION SOLENOID VALVE AND T-FITTING WAS CONDUCTED. THE T-FITTING IS MADE FROM STEEL, AND THE IGNITION SOLENOID VALVE IS MADE FROM AN ALUMINUM ALLOY. THE O-RING IS LOCATED IN A RECESSED GROOVE THAT PROVIDES SEALING BETWEEN THE THREADED PORTION OF THE IGNITION SOLENOID VALVE AND T-FITTING. AN ENERGY DISPERSIVE X-RAY SPECTROSCOPY (EDS) TEST INDICATED THAT THE BLACK SUBSTANCE FOUND ON THE THREADS OF BOTH COMPONENTS CONTAINED PEAKS OF ALUMINUM. IT ALSO REVEALED THAT THE INSIDE THREADED PORTION OF THE IGNITION SOLENOID VALVE HOUSING EXHIBITED DETERIORATION CONSISTENT WITH FRETTING. AN EXAMINATION OF THE CHAMFER AREA OF THE IGNITION SOLENOID HOUSING WAS OUTSIDE OF THE MANUFACTURER'S DESIGN SPECIFICATIONS. THE CHAMFER AREA IS THE RECESSED GROOVE IN THE IGNITION SOLENOID HOUSING AND IS DESIGNED TO GUIDE THE O-RING INTO POSITION AND PREVENT IT FROM BEING PINCHED BETWEEN THE T-FITTING AND IGNITION SOLENOID VALVE ONCE INSTALLED. THE O-RING WOULD NOT HAVE SEATED PROPERLY DURING INSTALLATION DUE TO THE CHAMFER AREA BEING OUTSIDE OF DESIGN SPECIFICATION LIMITS. THIS WOULD HAVE PREVENTED ADEQUATE CLAMPING FORCES TO BE APPLIED AND MAY HAVE ALLOWED THE LOCK NUT TO LOOSEN. THE ENGINE WAS THE PLACED IN A TEST CELL FOR AN ACCEPTANCE RUN. THE ENGINE STARTED AND RAN FOR APPROXIMATELY 20 MINUTES WHILE A RANGE OF ACCEPTANCE TESTS WERE CONDUCTED. NO DISCREPANCIES WERE NOTED WITH THE ENGINE RUN-UP. 20000421017669I (-23)ON APRIL 21, 2000, A U.S. REGISTERED CESSNA P210N, N89DB, WITH AN ALLISON TURBO PROP 250B17F/2 CONVERSION, STC #SA1003NE DIVERTED TO PORT MEADVILLE AIRPORT, PA, AFTER ENGINE EXPERIENCED A FLAME-OUT AT 6500 MSL. AFTER DECLARING AN EMERGENCY, THE AIRCRAFT LANDED ON RUNWAY 7/25 AND TAXIED TO THE RAMP WITHOUT INCIDENT. THE PILOT STATED HE MAY HAVE HAD INLET ICING. AT CRUISE ALTITUDE OF 7000' MSL, THE OAT GAUGE READ +5 DEGREES C. THE ENGINE WAS RE-STARTED ON THE GLIDE PATH TO 2G6. PILOT STATED THAT NO MECHANICAL IRREGULARITIES WERE FOUND. 20000421020369I (-23)PILOT HEARD A NOISE AND AFTER LOWERING GEAR, ASK THE CONTROL TOWER TO LOOK AT IT. AFTER A SLOW PASS IN WHICH THE TOWER CONFIRMED THE GEAR WAS DOWN, THE PILOT RETRACTED THE GEAR AND CAME AROUND FOR A LANDING. WHEN HE LOOKED AT THE CHECK LIST AND CALLED GEAR DOWN, HE OBSERVED THE JOHNSON BAR WAS DOWN AND JUST NOT THINKING, HE SAID GEAR WAS DOWN. HE DID NOT CONFIRM GEAR DOWN WITH THE GEAR LIGHT OR GEAR WARNING HORN. ^PRIVACY DATA OMITTED^ 20000421022749I (-23)PILOT STATED DURING TOUCH AND GOES AT KENAI AIRPORT ON 4-21-00 THAT ON THE 7TH LANDING HE LOST DIRECTIONAL CONTROL OF THE AIRCRAFT. HE ALLOWED THE AIRCRAFT TO MOVE TO THE SIDE OF THE RUNWAY AND ENCOUNTERED SOFT GRAVEL, THE AIRCRAFT WENT UP ON IT'S NOSE AND STAYED UP. 20000421023289I (-23)PILOTS REPORTED DURING LANDING PHASE AIRCRAFT MADE AN UNCOMMANDED YAW. MAINTENANCE REPLACED THE D295 CONNECTOR. THIS IS THE AIRFRAME SIDE CONNECTOR FOR THE YAW DAMPER COUPLER. MAINTENANCE REPORTED THAT THIS CONNECTOR SHOWED SIGNS OF INTERNAL SHORTING DUE TO CONTAMINANTS CAUSED BY ALIQUID SPILL. THE INCIDENT IS RELATED TO PREVIOUS OCCURENCE ON THIS AIRCRAFT ON APRIL 13, 2000. 20000421023339I (-23)THE PILOT STATED DURING A PHONE INTERVIEW THAT DURING AERIAL APPLICATION OF CHEMICALS, THE ENGINE LOST POWER AND QUIT. THE PILOT MADE AN EMERGENCY LANDING. THE AIRCRAFT STRUCK A DITCH, DAMAGING THE GEAR AND CAUSING A PROP STRIKE. 20000421039519A (-23) PILOT REPORTED AFTER REFILLING HOOPER WITH RICE HE TAXIED TO THE END OF THE STRIP.SHORTLY AFTER BREAKING GROUND, THE ENGINE SPUTTERED. THE POWER CAME BACK ON RIGHT AWAY BUT THE A/C HAD SETTLED TOO MUCH AND THE LANDING GEAR HIT A CEMENT BLOCK. THE A/C CART WHEELED AFTER HITTING THE CEMENT BLOCK, DESTROYING THE A/C. NOTHING OBVIOUS WAS FOUND THAT WOULD CAUSE A MOMENTARY LOSS OF POWER. THERE WAS NO FUEL AVAILABLE FOR A SAMPLE AT THAT TIME. THE A/C HAD SAT WITH THE ENGINE AT IDLE DURING THE LOADING OF THE RICE AND THETAXI OUT FOR TAKEOFF. THIS WAS A RENTED ENGINE THAT WAS INSTALLED 10/25/99 WITH 1008 HOURS SINCE MAJOR OVERHAUL. THE MAGNETOS WERE RECENTLY CHANGED BY DONOVAN AVIATION (THE OWNER OF THE ENGINE). (.4)ON APRIL 21, 2000, AT 1100 HOURS PACIFIC DAYLIGHT TIME, A PZL-MIELEC M-18A, N62587, COLLIDED WITH A FENCE DURING AN ABORTED TAKEOFF FROM A DIRT ROAD NEAR WILLIAMS, CALIFORNIA. THE ABORTED TAKEOFF WAS PRECIPITATED BY A LOSS OF ENGINE POWER DURING THE TAKEOFF GROUND ROLL. THE AIRCRAFT WAS OPERATED BY CHARTER AVIATION OF WILLIAMS UNDER 14 CFR PART 137 OF THE FEDERAL AVIATION REGULATIONS AND WAS ENGAGED IN AERIAL APPLICATION OPERATIONS. THE AIRCR AFT INCURRED SUBSTANTIAL DAMAGE. THE CERTIFICATED COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE OCCURRENCE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. IN A STATEMENT TO FEDERAL AVIATION ADMINISTRATION INSPECTORS, THE PILOT SAID HE HAD BEEN USING A DIRT ROAD NEAR FIELDS TO BE SPRAYED AS A STAGING AREA FOR THE DAYS AERIAL APPLICATION FLIGHTS. HE COMPLETED ONE APPLICATION OPERATION AND LANDED ON THE ROAD TO REFUEL AND RELOAD CHEMICALS. THE PILOT SAID THAT THE FUELING AND LOADING OF THE CHEMICALS WAS ACCOMPLISHED WITH THE ENGINE RUNNING AT IDLE POWER. JUST AFTER THE WHEELS LEFT THE GROUND DURING THE TAKEOFF, THE ENGINE SPUTTERED AND MOMENTARILY LOST POWER. AS THE AIRPLANE DESCENDED BACK TO THE RUNWAY, THE ENGINE POWER CAME BACK. ACCORDING TO THE PILOT, THE AIRPLANE WAS THEN TOO FAST TO STOP ON THE REMAINING RUNWAY AND TOO LOW TO MISS A FENCE AT THE RUNWAY'S END. THE LANDING GEAR CONTACTED THE FENCE AND THE AIRPLANE CART WHEELED INTO A FIELD. AN FAA INSPECTOR EXAMINED THE AIRPLANE. THE RADIAL ENGINE IS OF POLISH MANUFACTURE AND CLOSELY RESEMBLES A PRATT AND WHITNEY R1860. THE INSPECTOR NOTED THAT THE ENGINE AND MANY OF THE ACC ESSORIES WERE IMPACT DAMAGED, AND THE ENGINE COULD NOT BE RUN. HE REPORTED THAT NO OBVIOUS DISCREPANCIES WERE OBSERVED. IN ADDITION, HE NOTED THAT THE RECORDS INDICATED THAT THE ENGINE WAS NEAR THE TBO LIMIT. 20000421040009A (.4)PRIOR TO DEPARTURE THE PILOT RECEIVED A WEATHER BRIEFING, WHICH INCLUDED FLIGHT ADVISORIES FOR ICING ALONG HIS INTENDED ROUTE OF FLIGHT. THE AIRPLANE WAS IN CRUISE FLIGHT AT 9,000 FEET WHEN THE PILOT REPORTED HE WAS 'RIDING IN THE TOPS OF THE CLOUDS.' THE PILOT REQUESTED AND WAS CLEARED TO CLIMB TO 11,000 FEET. THE AIRPLANE LEVELED OFF AT 9,400 FEET; THEN BEGAN ANOTHER CLIMB, AND REACHED A MAXIMUM ALTITUDE OF 9,700 FEET. SHORTLY THEREAFTER, THE AIRPLANE ENTERED A STEEP VERTICAL DESCENT, AND RADAR CONTACT WAS LOST. THE AIRPLANE CAME TO REST AT AN ELEVATION OF ABOUT 3,600 FEET, IN UNEVEN, WOODED TERRAIN. EXAMINATION OF THE WRECKAGE DID NOT REVEAL ANY EVIDENCE OF A MECHANICAL FAILURE OF THE AIRFRAME OR ENGINE. SATELLITE DATA OBTAINED FOR THE FLIGHT INDICATED THE POTENTIAL FOR ICING IN THE AREA OF THE AIRPLANE'S LAST RADAR RETURN. THE AIRPLANE WAS NOT APPROVED FOR FLIGHT INTO KNOWN ICING CONDITIONS. AN AIRPLANE WEIGHT AND BALANCE CALCULATION REVEALED THAT THE AIRPLANE'S WEIGHT WAS ABOUT 2,945 POUNDS, AND THE CENTER OF GRAVITY (CG) WAS ABOUT 142.88 INCHES, AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT OPERATING HANDBOOK, THE MAXIMUM CERTIFICATED GROSS WEIGHT FOR THE AIRPLANE WAS 2,740 POUNDS. ADDITIONALLY, THE CG RANGE AT THE MAXIMUM CERTIFICATED GROSS WEIGHT WAS ABOUT 128 TO 138 INCHES. (-23) MOONEY N5632H WAS IN CRUISE AT 9000 FT. PILOT REPORTED THAT HE WAS "RIDING IN THE TOPS OF THE CLOUDS", AND REQUESTED A CLIMB TO 11,000 FEET THE NTAP SHOWS THE AIRCRAFT REACHING 9600 FEET THEN DROPPING TO 8000 FEET IN ABOUT 10 SECONDS WHERE IT DISAPPEARED FROM RADAR. THE AIRCRAFT WAS LOCATED BY THE CIVIL AIR PATROL ON APRIL 22, 2000, AT ABOUT 1245. IT APPEARS THAT IT DESCENDED VERTICALLY CAUSING DAMAGE TO ONLY ONE TREE. ALL AIRCRAFT COMPONENTS FOUND AT THE SCENE. NO APPARENT FAILURE OF AIRFRAME OR ENGINE. 20000422005369A (-23) ON APRIL 22, 2000, AT 1019 HOURS MOUNTAIN STANDARD TIME, AIR TRACTOR AT-502A, N15466, PILOTED BY JOE CLIFTON HENDERSON SUFFERED AN IN-FLIGHT SEPARATION OF THE LEFT WING DURING AERIAL APPLICATION. THE AIRCRAFT WAS IN A LEVEL PASS OVER A CROP FIELD LOCATED AT ELLSWORTH AND GERMANN ROADS, WHEN THE LEFT WING SEPARATED CAUSING THE AIRCRAFT TO ROLL TO THE LEFT AND IMPAC THE GROUND INVERTED. THE PILOT SUFFERED FATAL INJURIES ON IMPACT. THE LEFT WING WAS FOUND APPROXIMATELY 300 FEET FROM THE MAIN FUSELAGE WRECKAGE. GROUND WITNESSES REPORTED NO UNUSUAL MANEUVERS PRIOR TO THE WING FAILURE. (.4) THE AIRPLANE WAS SPRAYING CHEMICALS ON A FIELD OF CROPS WHEN THE LEFT WING SEPARATED IN FLIGHT. GROUND WITNESSES SAID THAT THE AIRPLANE WAS MAKING A LEVEL SPRAY PASS OVER A POTATO CROP WHEN THE LEFT WING FAILED. NO UNUSUAL METEOROLOGICAL PHENOMENA WERE OBSERVED IN THE AREA, AND THE AIRPLANE DID NOT PERFORM ANY UNUSUAL MANEUVERS PRIOR TO THE FAILURE. THE LEFT WING'S LOWER SPAR CAP WAS FOUND TO HAVE FRACTURED IN FATIGUE AT A POINT THAT TRANSECTED THE INBOARD ATTACH BLOCK BOLT HOLE WHERE THE SPAR ATTACHES TO THE CENTER SECTION SPAR CARRY THROUGH MEMBER. MULTIPLE ORIGIN SITES WERE IDENTIFIED WITHIN THE BOLT HOLE BORE, WITH CORROSION PITTING EVIDENT AT THE ORIGIN POINTS. THE SPAR CAPS MET THE HARDNESS, CHEMISTRY, AND MICROSTRUCTURE OF THE PRODUCTION DRAWING SPECIFIED MATERIAL. AIR TRACTOR SERVICE LETTER 118 AND THE MAINTENANCE MANUAL SPECIFY AN INSPECTION PROCEDURE, WHICH CALLS FOR THE REMOVAL OF THE HOPPER FOR A DETAILED INSPECTION OF THE SPAR CAPS FOR CRACKS; ONE AREA IDENTIFIED AS CRITICAL FOR CRACKING WAS THE INBOARD BOLT HOLE BORE. THE INSPECTION INTERVAL WAS SPECIFIED AS EVERY 2,000 HOURS OR 3 YEARS. THE NUMBER OF CRACK ARREST STRIATIONS IN THE FATIGUE REGION WAS DETERMINED FROM THE FIRST POINT THE CRACK WOULD BE VISIBLE FROM BENEATH THE ATTACH BLOCK DURING THE SPECIFIED INSPECTION, AND THE MEAN TIME FOR THE FATIGUE CRACK TO PROGRESS FROM DETECTIBLE DURING THE INSPECTION TO FAILURE WAS CALCULATED TO BE ABOUT 105 HOURS. EXAMINATION OF THE RIGHT WING LOWER SPAR CAP REVEALED THE PRESENCE OF MULTIPLE FATIGUE CRACKS EMANATING FROM CORROSION PITS WITHIN THE OUTBOARD BOLT HOLE BORE. NO MAINTENANCE RECORDS WERE LOCATED FOR EITHER THE AIRFRAME OR ENGINE. A MECHANIC WAS LOCATED WHO PERFORMED SOME PERIODIC MAINTENANCE ON THE AIRCRAFT. HE STATED THAT DURING THE REMOVAL OF THEHOPPER IN MAY 1997, 2 YEARS 11 MONTHS PRIOR TO THE ACCIDENT, HE HAD ACCOMPLISHED THE 2,000-HOUR CHECK OF THE WING SPARS IN THE AREA OF THE ATTACH BOLTS AS REQUIRED BY SERVICE LETTER 118. BASED ON OTHER RECORDS, THE AIRCRAFT WAS BELIEVED TO HAVE FLOWN AN AVERAGE OF 500 HOURS PER YEAR AND WOULD HAVE ACCUMULATED ONLY 1,500 HOURS SINCE THE INSPECTION. 20000422007559A (-23) AFTER A ROUTINE FLIGHT, THE PILOT LANDED THE GLIDER ON THE LEFT SIDE OF A GRASS RUNWAY AND ALLOWED THE LEFT WING TO CONTACT TALL GRASS ADJACENT TO THE RUNWAY. THIS RESULTED IN A GROUND LOOP WHICH CAUSED THE FUSELAGE TO CRACK AND SHEARED THE LANDING GEAR. 20000422009619A (-23)A/C IMPACTED GROUND IN A NORTHWARD DIRECTION. THE A/C LANDED FLAT WITH LITTE OR NO FORWARD MOTION. THIS IS EVIDENT BECAUSE THE DEBRIS PATTERN AND A METAL SPIKE THAT PENETRATED THE WING LEAVING A SMALL HOLE IN THE WING WITH LITTLE DEFORMATION OR TEARING THAT WOULD HAVE BEEN PRESENTING WITH FORWARD A/C MOMENTUM. THE ENGINE WAS NOT TURNING WHEN THE A/C IMPACTED THE GROUND. THIS WAS EVIDENT BECAUSE THE PROPELLER SHOWED NOT TIP DAMAGE AND DAMAGE TO THE TRAILING EDGES AND A STRAIGHT REARWARD BENDING OF THE LOWER BLADE, LITTLE REARWARD BENDING OF THE UPPER BLADE. ENGINE EXAMINATION IS PENDING. WITNESS STATEMENTS SAY THE A/C WAS "SPUTTERING" AS IT DESCENDED, BANKED RIGHT, BANDED RIGHT AGAIN APPEARING TO ATTEMPT A LANDING IN A OPEN FIELD. IN THE MIDDLE OF A FINAL 180 DEGREE TURN, AT 60 TO 70 FEET AGL, THE A/C TURNED TO THE LEFT (FINAL NORTHWARD DIRECTION) AND NOSED OVER, FALLING TO IMPACT AT ABOUT A 45 DEGREE ATTITUDE, NOSE DOWN. AN EXPLOSION AND FIRE IMMEDIATELY FOLLOWED AND BURNED OUT IN ABOUT 10 MINUTES. 2 OCCUPANTS FATAL AT SCENE. 20000422012489A (-23) PILOT ATTEMPTED TO FLY A 210 MILE CROSS COUNTRY FLIGHT WITH AN ACTUAL 40+ KT. HEADWIND (PILOT ASSUMED A 30 MPH HEADWIND) IN A CESSNA 150. PILOT DID RECOGNIZE THE REDUCED GROUND SPEED UNTIL FUEL DEPLETION. AIRCRAFT PERFORMANCE WAS CALCULATED UTILIZING A CESSNA 152 MANUAL. INITIAL 150 MILE OF FLIGHT WERE FLOWN AT IMPROPER ALTITUDE. 20000422012689A (-23) AIRCRAFT LOST POWER DURING AERIAL APPLICATION NEAR LEWISBURG, TN AIRPORT. PILOT STATED THAT HE HAD JUST MADE AN APPLICATION RUN AND WAS PULLING UP WHEN HE HEARD A LOUD POP AND OBSERVED FLAMES ROLLING BACK FROM ENGINE. WITNESSES SUBSTANTIATE THESE STATEMENTS. ENGINE BEGAN BACKFIRING AND CONTINUED TO SPUTTER AS PILOT ATTEMPTED TO SET THE AIRCRAFT DOWN IN A FIELD. THE AIRCRAFT IMPACTED A TREE LINE APPROXIMATELY 30 YARDS FROM TOUCHDOWN. DAMAGE TO AIRCRAFT SUBSTANTIAL. (.4)THE PILOT STATED THAT, WHILE ON AN AERIAL APPLICATION RUN, HE HEARD A LOUD POP AND OBSERVED BLACK SMOKE COMING FROM THE ENGINE EXHAUST. THE PILOT SELECTED AN AREA FOR A FORCED LANDING. WHILE MANEUVERING FOR THE LANDING, THE AIRPLANE COLLIDED WITH TREES. EXAMINATION OF THE ENGINE DISCLOSED THAT, THE NUMBER 3 CYLINDER'S EXHAUST VALVE WAS STUCK IN THE OPEN POSITION 20000422015959I (-23)ON APRIL 22, 2000 AT 1520 LOCAL TIME, A BE-95A, N1299Z, REGISTERED TO CLH ENTERPRISES LANDED GEAR UP AT HERNANDO COUNTY AIRPORT, BROOKSVILLE, FLORIDA, WHILE ON A PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS FLIED. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT TAMPA NORTH AERO PARK AT 1450 LOCAL TIME. 20000422016399I (-23)AFTER PILOT DEPARTED ELP AIRPORT, HE ADVISED THE TOWER THAT THE FLIGHT WAS CHOPPY AND THAT HE NEEDED TO RETURN TO THE AIRPORT. IN DEALING WITH THE ROUGH RIDE, HE GOT HIMSELF DISORIENTATED AND LANDED ON AN ACCESS ROAD ADJACENT TO THE AIRPORT INSTEAD OF THE RUNWAY. 20000422017469I (-23) ON APRIL 4, 2000, ABOUT 1725 LOCAL TIME, A SKI EQUIPPED CESSNA 185 AIRPLANE, N85CF, SUSTAINED MINOR DAMAGE WHILE LANDING ON AN ICE COVERED LAKE NERKA. ON LANDING ROLL-OUT THE A/C SKI BROKE THROUGH THE ICE, CAUSING LITTLE DAMAGE. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) PERSONAL FLIGHT WHEN THE INCIDENT OCCURRED. THE COMMERCIALLY CERTIFIED PILOT WAS NOT INJURED. THE PILOT RADIOED ANOTHER PILOT TO CONTACT A FRIEND SO THAT THEY COULD BRING A JACK TO LIFT THE SKI OUT OF THE ICE. 20000422017819I (-23)AFTER LANDING THE PIC WAS TAXING TO THE RAMP WHEN THE NOSE WHEEL STARTED TO SHIMMY. HE APPLIED BRAKES AND THE AIRCRAFT MADE A HARD RIGHT TURN CAUSING THE AIRCRAFT TO TIP OVER TO THE LEFT/FRONT SIDE AND THE LEFT WING TIP AND PROPELLER MADE CONTACT WITH THE GROUND. INSPECTION OF THE AIRCRAFT REVEILED THAT THE NOSE GEAR SHIMMY DAMPER AND BOTH STEERING RODS WERE BROKE. 20000422017909I (-23)WHILE IN CRUISE FLIGHT PILOT NOTICED THERE WAS A FIRE IN THE #1 ENGINE. PILOT SHUT DOWN ENGINE AND SECURED FUEL, FIRE WENT OUT. LANDED AT GIDDINGS, TEXAS (62H). TALKED TO THE MECHANIC, ^PRIVACY DATA OM^, AND HE ADVISED THE OIL LINE TO THE TURBO CHARGER HAD FAILED (NO APPARENT CHAFING) AND LEAKED OIL ON THE TURBO CHARGER. THERE IS NO DAMAGE TO THE AIRCRAFT, ONLY SOOT IN THE ENGINE COMPARTMENT. 20000422019569I (-23)ON APRIL 22, 2000, VANGUARD AIRLINES, FLIGTH 307, WAS ENROUTE FROM MCI TO DEN. DURING CLIMBOUT FROM MCI THE PILOT REPORTED THAT AT 21,500 FEET, CABIN PSI REACHED 6.7 PSI WITH A CABIN ALTITUDE OF 7400 FEET AND CLIMBING. NO EMERGENCY OR EQUIPMENT REQUESTED AND THE PILOT REUTRNED THE AIRCRAFT TO MCI WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE PERFORMED TROUBLE SHOOTING PROCEDURES AND FOUND THAT THE AFT OUTFLOW VALVE WAS MALFUNCTIONING . VANGUARD MAINTENANCE REMOVED, REPLACED AND FUNCTIONAL TEST THE OUTFLOW VALVE IN ACCORDANCE WITH, MM 21-43-0 AND MM21-43-11. THE AIRCRAFT WAS RETURNED TO SERIVCE. WITH THIS REPORT, INCIDENT NUMBER CE52000IAC037 IS CONSIDERED CLOSED. 20000422023139I (-23)FLIGHT CONDUCTING A STAGE CHECK FOR A FLIGHT INSTRUCTOR STUDENT. BOTH INDIVIDUALS WERE DISTRACTED DURING A PRACTICE SOFT FIELD LANDING AND FORGOT TO PUT THE LANDING GEAR DOWN. BEFORE LANDING CHECKLIST WAS NOT COMPLETED. THE AIRCRAFT LANDED GEAR UP. 20000422027739I (-23)AIRCRAFT LANDED LONG AND WENT OFF OF END OF RUNWAY 18 INTO THE GRASS. RUNWAY WAS CLOSED FOR ELEVEN MINUTES BECAUSE OF INCIDENT. ACCORDING TO PILOT, A LOOSE CARPET INTERFERED WITH THE BRAKES. SUBSEQUENTLY, THIS WAS REPAIRED BY A MECHANIC. 20000422033309I (-23)ON SATURDAY APRIL 22, 2000, ^PRIVACY DAT^ WAS ATTEMPTING A LANDING AT GREERS FERRY LAKE, AR. WHEN HE LANDED SHORT OF THE RUNWAY AND SUFFERED A HARD LANDING RESULTING IN SUBSTANTIAL DAMAGE TO HIS AMATEUR BUILT EXPERIMENTAL REGISTERED, RV-6, N111TJ S/N 001. ^PRIVACY DAT^ STATES THERE WAS A DOWNDRAFT CAUSING HIM TO LAND SHORT OF HIS INTENDED TOUCHDOWN POINT. 20000422033349I (-23)PILOT MADE WATER LANDING WITH LANDING GEAR EXTENDED. AIRPLANE FLIPPED OVER AND SANK. 20000422040289A (-23) PIC STATED THAT HE HOVER-TAXIED TO THE END OF THE RUNWAY AND REALIZED HE HAD NOT TURNED ON HIS AVIONICS SWITCH (ON THE OVERHEAD PANEL). HE LANDED ON A SLIGHT SLOPE, MAINTAINED COLLECTIVE PITCH, AND RELEASED THE CYCLIC TO TURN THE SWITCH ON. THE CYCLIC TILTED AND, WITH COLLECTIVE PITCH PRODUCING LIFT SUFFICIENT TO KEEP THE AIRCRAFT LIGHT ON ITS SKIDS, INITIATED A ROLLING MOMENT. PIC STATED THAT HE FELT THE MOTION AND MAY HAVE PULLED IN MORE COLLECTIVE THAT EXAGGERATED THE DYNAMIC ROLLOVER. THE MAIN ROTOR STRUCK THE GROUND, AND THE TAIL BOOM ATTACHMENT TO THE FUSELAGE WAS DEFORMED. THE PIC WAS NOT INJURED. 20000422040619A (.19)ON APRIL 22, 2000, ABOUT 1241 EASTERN DAYLIGHT TIME, A BEECH N35, N1253Z, WAS DESTROYED DURING AN IN-FLIGHT BREAKUP, AND SUBSEQUENT COLLISION WITH TERRAIN NEAR CONICVILLE, VIRGINIA. THE CERTIFICATED PRIVATE PILOT AND PASSENGER WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE FLIGHT THAT ORIGINATED AT THE CARO MUNICIPAL AIRPORT, CARO, MICHIGAN, DESTINED FOR THE NEWPORT NEWS/WILLIAMSBURG INTERNATIONAL AIRPORT, NEWPORT NEWS, VIRGINIA. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR (FAA), THE AIRPLANE WAS IN CRUISE FLIGHT AT 9,000 FEET, WHEN THE PILOT RADIOED THE AIR TRAFFIC CONTROLLER THAT HE HAD AN ELECTRICAL FAILURE. THE PILOT THEN RADIOED THE CONTROLLER AGAIN AND STATED THAT HE HAD EXPERIENCED A GYRO FAILURE. THE CONTROLLER THEN OBSERVED THE AIRPLANE ENTER INTO A HIGH RATE OF DECENT ON THE RADAR SCREEN. A WITNESS, WHO WAS LOCATED ABOUT 15 FEET FROM WHERE THE MAIN WRECKAGE IMPACTED THE GROUND STATED THAT HE HEARD AN "ENGINE POPPING NOISE THAT BECAME PROGRESSIVELY SLOWER." THE WITNESS THEN LOOKED TO THE SKY AND NOTICED AN AIRPLA NE THAT HAD "PIECES FALLING FROM IT." THE WITNESS THEN HEARD AT LEAST TWO LOUD BANGS AND DECIDED TO RUN, AS THE AIRPLANE WAS HEADING TO THE GROUND TOWARD HIM. A SECOND WITNESS, WHO WAS STANDING ON A DECK AT HIS HOME, LOCATED ABUT 3/4 OF A MILE FROM THE ACCIDENT SITE, STATED THAT HE NOTICED A PLANE DOING "AIR TRICKS," AND MAKING SPUTTERING NOISES. THE WITNESS "FOCUSED" ON THE AIRPLANE AND WATCHED IT BREAK INTO PIECES. THE WITNESS ALSO RECALLED HEARING THREE LOUD BOOMS COMING FROM THE DIRECTION WHERE AIRPLANE WAS. THE ACCIDENT OCCURRED DURING THE HOURS OF DAYLIGHT. THE WRECKAGE WAS LOCATED 38 DEGREES, 49.201 MINUTES NORTH LATITUDE, 78 DEGREES 43.579 MINUTES WAST LONGITUDE, AND AT AN ELEVATION OF 1,423 FEET. THE MAIN WRECKAGE, WHICH CONSISTED OF THE FUSELAGE ENGINE AND PROPELLER, CAME TO REST ON PRIVATE PROPERTY, INVERTED ON TOP OF A POWER TRANSFORMER. THE POWER TRANSFORMER WAS SET IN PLACE ON TOP OF A CONCERT PAD LOCATED ON THE GROUND. THE FORWARD SECTION OF THE FUSELAGE WAS ORIENTED ON A MAGNETIC HEADING OF ABOUT 220 DEGREES. A SECTION OF THE LEFT WING FLAP DRIVE GUIDE WAS APPROXIMATELY 500 FEET NORTHEAST OF THE MAIN WRECKAGE. THE CONTROL YOKE AND COLUMN WAS FOUND APPROX IMATELY 600 FEET TO THE NORTHWEST OF THE MAIN WRECKAGE. APPROXIMATELY 400 FEET TO THE SOUTHWEST OF THE MAIN WRECKAGE WAS THE LEFT WING INBOARD SECTION. APPROXIMATELY 550 FEET TO SOUTH OF THE MAIN WRECKAGE WAS THE RIGHT WING. SECTION OF THE LEFT-HAND ELEVATOR WERE FOUND APPROXIMATELY 2,500 FEET AND 4,100 FEET SOUTHWEST OF THE MAIN WRECKAGE. THE LEFT AND RIGHT HAND HORIZONTAL STABILATOR AND THE RIGHT HAD ELEVATOR WERE NOT LOCATED. THE WREKCAGE WAS EXAMINED AT THE ACCIDENT SITE. THE FUSEAGE WAS IN ONE COMPLETE SECTION, AND CRUSHED ALONG ITS VERTICAL AXIS. THE NOSE LANDING GEAR WAS IN THE RETRACTED POSITION. THE GEAR SELECTOR HANDLE WAS IN THE RETRACT POSITION AND THE SELECTOR VALVES INDICATED THAT THE NOSE AND LANDING GEAR WERE IN SEPARATED AT THEIR RESPECTIVE FORWARD ATTACH POINTS. ABOUT 18 INCHES OF THE LEFT AFT SPAR AND 5 INCHES OF THE RIGHT AFT SPAR RAMAINED ATTACHED TO THE FUSELAGE. ALL FRACTURES DISPLAYED 45-DEGREE SHEAR PLANES. THE LEFT SIDE OF THE CARRY-THROUGH SPAR WAS NOT DEFORMED. EXAMINATION OF THE ELEVATOR CONTROL SUFACE STOPS DID NOT REVEAL EVIDENCE OF DAMAGE. THE INBOARD SECTION OF THE RIGHT WING DISPLAYED DAMAGE CONSISTENT WITH IMPACT, AND WAS SEVERELY DEF ORMED. THE LEADING EDGE OF THIS SECTION ALSO EXHIBITED DAMAGE CONSISTENT WITH IMPACT. THE RIGHT MAIN LANDING GEAR REMAINED ATTACHED TO THE WING, AND WAS EXTENDED. THE WING FUEL TANK WAS COMPROMISED. EXAMINATION OF THE ENGINE REVEALED THAT AL FOUR ENGINE-MOUNTING BRACKETS WERE BROKEN. THE OIL SUMP AND ABOUT 5 QUARTS OF OIL WERE OBSERVED ONT HE GROUND UNDER THE ENGINE. WHENT EH WRECKAGE WAS TUR 20000422042109A (-23) ACCORDING TO THE PILOT, THE WIND WAS STRONG AND GUSTY AT THE TIME OF THE ACCIDENT. AFTER LANDING, THE PILOT TAXIED TO THE TIE-DOWN AREA AND PROCEEDED TO LINE UP IN THE TIE-DOWN. AS THE AIRCRAFT STARTED TO TURN INTO THE TIE-DOWN A STRONG GUST OF WIND PICKED THE TAIL OF THE AIRCRAFT OFF THE GROUND AND IMMEDIATELY STARTED TO NOSE OVER. THE AIRCRAFT TEETERED IN THE NOSE DOWN POSITION FOR A MOMENT BEFORE CONTINUING OVER ON THE TOP. WHILE INTERVIEWING THE PILOT, SHE WAS ASKED IF SHE COULD HAVE DONE ANYTHING DIFFERENT TO AVOID THE ACCIDENT. SHE STATED THAT SHE COULD HAVE BEEN MORE AWARE OF WHAT SHE WAS DOING AND THE POSSIBILITY OF FATIGUE. THE PILOT COUNSELING INCLUDED: GROUND HANDLING CHARACTERISTICS OF TAIL DRAGGER AIRCRAFT DURING STRONG GUSTY WIND CONDITIONS. THE DANGERS ASSOCIATED WITH COMPLACENCY; AND RECOGNIZING THE SIGNS OF FATIGUE. 20000423008709A (-23) PILOT LOST CONTROL OF A/C DURING TAKEOFF PHASE OF FLIGHT DUE TO WINDS. A/C STRUCK A FENCE APPROX. 243 FEET OFF THE LEFT SIDE OF THE RUNWAY. 20000423011109A (-23)ON 4/23/2000, MR. PALMER N55PJ, FROM NICE AIR EXPRESS. NICE AIR IS A FIXED BASE OPERATOR AT REID HILLVIEW AIRPORT (RHV) IN SAN JOSE, CA. N55PJ, PILOTED BY PILOT PALMER, DEPARTED RHV AT APPROXIMATELY 1200 PDT WITH PALMER AND THREE PASSENGERS ABOARD. THE AIRCRAFT RETURNED TO RHV AFTER ONLY 25 MONUTES BECAUSE PALMER'S WIFE, ONE OF THE PASSENGERS, BECAME AIRSICK. THE AICRAFT WAS REFUELED AFTER THIS SHORT FLIGHT AND DEPARTED AGAIN FOR LSN AT APPROXIMATELY 1245 PDT WITH PALMER AND ONLY TWO PASSENGERS, HIS SON AND DAUGHTER. THE AIRCRAFT WAS FLOWN TO LOS BANOS AIRPORT, CA (LSN), APPROXIMATELY 45 MINUTES FROM RHV AND LANDED. PALMER TOLD ME THAT NO FUEL WAS TAKEN ON AT LSN. N55PJ DEPARTED LSN AT APPROXIAMTELY 1645 PDT EN ROUTE TO MEDFORD, OR (MFR). A VFR FLIGHT PLAN FOR N55PJ FROM LSN TO MFR WAS FILED WITH RANCH MURIETA AFFS AT APPROXIMATELY 1727 PDT (0027 UCT) FOR A 1645 DEPARTURE FROM LSN. THE ESTIMATED TIME EN ROUTE ON THE FILED LFIGHT PLAN WAS 2.5 HRS AT AN ALTITUDE OF 6500 FEET. APPROXIAMTELY 3.2 HRS LATER N55PJ, IN CONTAT WITH SEATTLE ARTCC FOR FLIGHT FOLLOWING, CRASH LANDED APPROXIMATELY ONE MILE NORHT OF PINEHURST STATE AIRPORT, OR (30 MILES SE OF OFR). JUST PRIOR TO THE CRASH N55PJ TOLD SEATTLE CENTER THAT HE WAS CONCERNED ABOUT THE AMOUNT OF FUEL HE HAD, HE SAID THAT HE HAD ABOUT 20 MINTUES OF FUEL OF LESS. SEATTLE CENTER LOST RADAR CONTACT WITH N55PJ AT 1955 PDT (0225 UCT). TOTAL FUEL ABOARD N55PJ WHEN IT LEFT RHV THE FINAL TIME IS UNCLEAR. PALMER TOLD ME WHEN I TALKED TO HIM ON 4/25/00, THAT HE HAD FILLED THE TANKS FULL HIMSELF. TAKAI, THE OWNER, WAS EMPHATIC THAT PALMER DID NOT FUEL THE AIRCRAFT, THAT HE, TAKAI, HAD DONE THE REFUELING, AND THAT HE FILLED IT TO JUST THE "TABS". AVERGE FUEL COMSUMPTION FOR THIS AIRCRAFT WAS VERIFIED BY NICE AIR EXPRESS CHIEF PILOT MIKE SHIFLET AS 10.5 GPH AT 7500FT MSL AND 13 GPH AT 2000 FT MSL. A TAXI AND TAKEOFF USES AN AADDITIONAL GALLON OF FUEL. THE BEGINNING HOBBS METER TIEM READING WAS 1173.4 FOR THE FIRST DEPARTURE FROM RHV AND 1173.8 FOR THE FINAL DEPARTURE. THE ENDING HOBBS METER READING, READ AT THE CRASH SITE BY OREGON STATE POLICE TROOPER PRICE, WAS 1177.7. THE COMPUTED HOBBS METER FLIGHT TIME FROM THE LAST REFUELING AT RHV TO THE CRASH SITE WAS 3.9 HOURS. IF AN AVERAGE FUEL CONSUPTION OF 11 TO 12 GALLONS PER HOUR IS USED, ALONG WITH ONE GALLON USED FOR EACH TAKEOFF, ONE AT RHV AND ONE AT LSN, THEN THE TOTAL FUEL BURNED SHOULD HAVE BEEN ABOUT 45 TO 48 GALLONS.^PRIVACY DATA OMITTED^ PALMER RECEIVED HIS PRIVATE PILOT'S CERTIFICATE ON 12/05/1999. ^PRIVACY DATA OMITTED^ ADDITIONALY, UPON ARRIVAL IN THE MEDFORD AREA PALMER REPORTED TO ARTCC THAT HE WAS HAVING TO MANEUVER OVER AND AROUND CLOUDS IN HIS ATTEMPT TO FIND VMC ACCESS TO MEDFORD. OREGON STATE POLICE INVESTIGATORS ATTHE CRASH SIGHT REPORTED THAT ONLY 1-2 GALLONS OF FUEL REMAINED IN THE WINGTANKS AND THE TANKS WERE IN TACT WITH NO LEAKAGE APPARENT. THIS AMOUNT OF FUEL EQUATES TO THE UNUSABLE AMOUNT OF FUEL TYPICAL OF THIS MODEL OF AIRCRAFT. THIS COMBINATION OF CIRCUMSTANCES FURTHER SUPPORT THE FUEL STARVATION SCENARIO. ^PRIVACY DATA OMITTED^ 20000423016269I (-23)SOUTHWEST 1127 RETURNED TO BURBANK WITH A PRESSURE LEAK AT THE LEFT FWD DOOR (L1). THE CREW DETERMINED THAT THE L1 DOOR WAS NOT FULLY LOCKED AND CAUSED THE PRESSURE LEAK. THE DOOR WARNING LIGHT DID NOT ILLUMINATE. CONTRACT MAINTENANCE AT BURBANK REPAIRED THE DOOR WARNING SYSTEM AND RETURNED THE AIRCRAFT TO SERVICE. 20000423019639I (-23)PILOT FAILED TO REMOVE AN ENGINE EXHAUST PLUG DURING HIS PRE-FLIGHT DUE TO A DISTRACTION FROM REFUELERS. DURING TAKE-OFF, THE ENGINE PLUG CAME OFF, STRIKING A TAIL ROTOR BALDE, CAUSING A MINOR DENT TO THE BLADE. FLIGHT WAS DISCONTINUED, AIRCRAFT SHUTDOWN UNTIL INSPECTION, AND REPAIRS COULD BE MADE. 20000423020129I (-23)DURING A GROUND MAINTENANCE RUN, THE MECHANIC LEFT THE AIRCRAFT TO MOVE EQUIPMENT. AT THAT TIME THE AIRCRAFT ROLLED FORWARD AND STRUCK THE CESSNA N807X CAUSING DAMAGE TO THE RIGHT WING, PROPELLER AND SPINNER. 20000423034909I (-23) MR. ODENDAHL PIC AND MR. MCCLOUD SIC, DEPARTED STOCKTON AIRPORT TO CONDUCT TRAINING. DURING THE CLIMBOUT PHASE OF TAKE-OFF, AT APPROX 2000 FEET THE AIRCRAFT ENCOUNTERED A BIRDSTRIKE. THE CREW DID NOT NOTICE ANY FLUCTUATION ON THE ENGINE INSTRUMENTS BUT DECIDED TO RETURN TO STOCKTON AIRPORT AS A SAFETY PRECAUTION. DAMAGE WAS LIMITED TO THE LEADING EDGE OF THE LEFT WING, AT THE WING ROOT. A DENT APPROX 7 1/2" WIDE, 1 1/2" DEEP, AND A 10 INCH CREASE EXTENDING OUTBOARD WAS SUSTAINED BY THE LEADING EDGE OF THE WING. 20000424006749A (-23) WHILE HERDING A BUFFALO, PILOT LOST CONTROL DURING A DOWNWIND TURN AT LOW SPEED AND ALTITUDE. PILOT WAS UNABLE TO CONTROL THE HELI AS IT WAS SPINNING. THE HELI STRUCK THE GROUND TRAVELING SIDEWAYS WITH THE LEFT SKID HITTING FIRST AND DEPARTING THE A/C. THE HELI CAME TO REST ABOUT 30 FEET FROM THE LEFT SKID ON THE LEFT SIDE OF THE FUSELAGE. THE TAIL ROTOR DRIVE SHAFT SHOWED SIGNS OF ROTATION WHEN IT WAS BROKEN OFF. ONE BROKEN OFF TRAIL ROTOR BLADE WAS FOUND ABOUT 50 FEET FROM THE MAIN WRECKAGE. PITCH CHANGE AND CONTROL LINKAGE SEEMED NORMAL AFTER FURTHER INSPECTION. IT APPEARS THAT MR. GULKER EXPERIENCED AN UNANTICIPATED RIGHT YAW AS EXPLAINED IN FAA ADVISORY CIRCULAR 90-95 AND SUBSEQUENTLY LOST CONTROL. 20000424009059A (-23) PILOT REPORTED THAT DURING TAKE OFF WHEN THE AIRCRAFT REACHED 80 KNOTS, HE ATTEMPTED TO LIFT OFF AND THE AIRCRAFT DID NOT APPEAR TO WANT TO LIFT. HE THEN DECIDED TO ABORT THE TAKE OFF AND ALTHOUGH THE BRAKES WORKED, HE ROLLED OFF THE END OF THE RUNWAY. THE LANDING GEAR SUBSEQUENTLY SNAPPED OFF AFTER HITTING A HOLE AND THE AIRCRAFT SLID TO A STOP ABOUT 148 FEET FROM THE END OF THE RUNWAY. IT WAS REPORTED THAT THE ENGINE POWER WAS NORMAL AND THAT THERE WAS NO OTHER MECHANICAL OR FLIGHT CONTROL PROBLEM NOTICED BY THE PILOT OR PASSENGER. THE PILOT STATED THAT THIS WAS HIS SECOND FLIGHT OF THE DAY; HE HAD FLOWN FROM KINGSTON, NC, AND ARRIVED AT HILTON HEAD, SC, SHORTLY BEFORE THIS FLIGHT. HE STATED THAT THE PREVIOUS FLIGHT THAT DAY WAS UNEVENTFUL. 20000424012589A (.4) ACCORDING TO DATA RETRIEVED FROM A HANDHELD GPS UNIT, THE PILOT'S HEADED UP A VALLEY WHILE CRUISING AT A LOW ALTITUDE OVER UPSLOPING MOUNTAINOUS TERRAIN ALONG THEIR FLIGHT ROUTE. THE AIRPLANE WAS UNABLE TO OUT CLIMB THE RISING TERRAIN AND IMPACTED THE 20-DEGREE UPSLOPING MOUNTAINSIDE NEARLY PERPENDICULAR TO ITS FACE AT AN ELEVATION OF 8,100-FOOT MEAN SEA LEVEL WHILE MANEUVERING THE AIRPLANE DURING AN ATTEMPTED REVERSE COURSE MANEUVER. IN JANUARY 2000, BOTH PILOTS BEGAN PRIMARY FLIGHT TRAINING AT THE SAME TEXAS-BASED FLIGHT SCHOOL. IN MARCH, THEY WERE ISSUED PRIVATE PILOT CERTIFICATES, AND HAD EACH RECEIVED ABOUT 6 HOURS OF DUAL CROSS-COUNTRY FLIGHT TRAINING. NEITHER PILOT HAD BEEN TRAINED IN HIGH-DENSITY ALTITUDE OPERATIONS OR MOUNTAIN FLYING. THE AIRPLANE HAD THE PUBLISHED PERFORMANCE CAPABILITY TO OVERFLY THE MOUNTAINOUS TERRAIN. HOWEVER, UNDER HIGH DENSITY ALTITUDE STANDARD ATMOSPHERIC CONDITIONS, ITS MAXIMUM RATE OF CLIMB WAS REDUCED TO ABOUT 380 FEET PER MINUTE AT 62 KNOTS INDICATED AIRSPEED (70 KNOTS TRUE AIRSPEED), OR ABOUT 326 FEET PER NAUTICAL MILE (NM). AS EVIDENCE BY THE AIRPLANE'S GROUND TRACK, THE TERRAIN OVER WHICH THE AIRPLANE FLEW WITHIN 3 NM OF THE ACCIDENT SITE INCREASED IN ELEVATION FROM 7,100 TO 8,100 FEET MSL, OR ABOUT 333 FEET PER NM. THE AIRPLANE'S CLIMB RATE ABILITY WAS LESS THAN THE TERRAIN'S SLOPE. NO EVIDENCE OF ANY AIRFRAME OR ENGINE MECHANICAL MALFUNCTION WAS NOTED DURING THE ON-SCENE WRECKAGE EXAMINATION. (-23)NOT CERTAIN IF THIS ACCIDENT ON THE EVENING OF 04/24/00 OR DURING THE DAY OF 04/25/00. ELT WAS OBSERVED ON 04/25/00 BUT LAST KNOW DEPARTURE WAS WINNEMUCCA, NV AT1640 HOURS LOCAL ON 04/24/00. N67435, WITH FEDERICO DIPUCCIO, CERTIFICATE NUMBER 2614082, IN THE LEFT SEAT WAS FLYING UP A MOUNTAIN CANYON. IT APPEARS THAT THE TERRAIN, COUPLED WITH DENSITY ALTITUDE, WAS OUT CLIMBING THE LOADED CESSNA 152. IN AN ATTEMPT TO TURN AROUND, IN THE NARROW CANYON, THE PILOT STALLED AND IMPACTED THE GROUND AT 8100 FT ELEVATION. 20000425009929A (-23) ON APRIL 25, 2000, AT 1215 LOCAL TIME, A MESSERSCHMITT-BOELKOW-GLOHN BK117-A3, SERIAL NUMBER 7088, N428MB, REGISTERED TO ROCKY MOUNTAIN HOLDINGS LLC, COLLIDED WITH AN AM RADIO TRANSMITTER TOWER IN ST PETERSBURG, FLORIDA, 33702, WHILE ON A REPOSITIONING CFR 14 PART 135 FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. VFR FLIGHT PLAN WAS NOT FILED, DISPATCH AT BAYFRONT HOSPITAL FLIGHT FOLLOWED THE AIRCRAFT. THE AIRCRAFT WAS DESTROYED AND THE PIC, AND 2 PASSENGERS (PARAMEDIC AND FLIGHT NURSE) WERE FATALITIES. THE FLIGHT ORIGINATED AT BAYFRONT MEDICAL CENTER IN ST PETERSBURG, FLORIDA ON APRIL 25, 2000, AT 1212 LOCAL TIME. 20000425013219A (-23)ON APRIL 25, 2000 BEECHCRAFT BE-35 N5269C DEPARTED REDBIRD AIRPORT FOR LANCASTER AIRPORT. THE ENGINE WOULD NOT STAY RUNNING, OPERATION OF THE WOBBLE PUMP HAD NO EFFECT, DURING DESCENT FOR EMERGENCY LANDING THE AIRCRAFT STRUCK POWERLINES AND A FLAGPOLE AND IMPACTED THE GROUND APPROXIMATELY 3 MILES FORM LANCASTER AIRPORT. THE AIRCRAFT IMPACTED ONCE, CAME TO REST ON THE COLLAPSED NOSE GEAR AND ENGINE. 20000425018469I (-23)PILOT STATED THAT HE MADE A NORMAL CROSSWIND LANDING OR RUNWAY 8. AFTER FEELING A VIBRATION ON ROLLOUT, HE WAS UNABLE TO MAINTAIN DIRECTIONAL CONTROL, AND THE AIRCRAFT EXITED THE LEFT SIDE OF THE RUNWAY STOPPING ON THE GRASS. SUBMISSION OF THIS REPORT CLOSES THE INCIDENT. 20000425019859I (-23) FROM CERTIFICATE HOLDER'S MECHANICAL INTERRUPTION SUMMARY REPORT, ON 04/25/00, WITH N612GA, FAN JET FALCON20, SERIAL NUMBER 008, AIRCRAFT FLIGHT LOG NUMBER 301, PILOT DISCREPANCY REPORTED AN INFLIGHT LEFT ENGINE FLAME OUT "LEFT ENGINE FLAMED OUT PASSING 34,500' @ 250 KTS INDICATED AND 1,000FPM ENGINE RE-LIT". 20000425020119I (-23)ON APRIL 24, 2000, AMERICAN EAGLE SAAB 340E, DEPARTED SPRINGFIELD/BRANSON REGIONAL AIRPORT (SGF) AND RETURNED TO SGF DUE TO AN ILLUMINATED CARGO BAY FIRE INDICATOR. FIRE BOTTLE WAS DISCHARGED. SGF MAINTENANCE FOUND NO FIRE OR SMOKE DAMAGE. THEY WERE UNABLE TO DUPLICATE THE DISCREPENCY. FIRE BOTTLE WAS REPLACED AND AIRCRAFT RETURNED TO SERVICE. INCIDENT #CE05000IAC0342 IS CONSIDERED CLOSED WITH THIS REPORT. 20000425023189I (-23)PILOT IN COMMAND DEPARTED BETHEL AIRPORT ON A FIRST FLIGHT AFTER THE ANNUAL INSPECTION AND WAS ATTEMPTING A LANDING AT THE NAPASKIAK AIRPORT. WIND WAS NINETY DEGREES TO THE RUNWAY AND UPON TOUCHDOWN, PILOT IN COMMAND FAILED TO USE PROPER CROSS WIND CONTROLS AND THE AIRCRAFT GROUND LOOPED AND WENT UP ON ITS NOSE. NO INJURIES OCCURED TO THE PILOT. DURING THE INVESTIGATION IT WAS DETERMINED THAT ^PRIVACY DA^ WAS ONE MONTH OVER DUE ON HIS BI-ANNUAL FLIGHT REVIEW. HE AGREED TO GET A CURRENT BI-ANNUAL FLIGHT REVIEW AFTER WHICH A LETTER OF CORRECTION WILL BE ISSUED. ^PRIVACY DATA OMITTED^ 20000425036969A (-23) TOOK OFF FROM THE WAYNESVILLE AIRPORT, FULL POWER, TO THE EAST. STARTED TO CLIMB OUT WHEN THE ENGINE BEGAN TO RUN ROUGH AND STOPPED. PILOT CHECKED MIXTURE WHICH WAS RICH AND THE FUEL SHUTOFF WAS ON THE "ON" POSITION. AIRSPEED WAS TOO SLOW TO CLEAR TREES, SO TURNED NORTH FOR AN OPENING BETWEEN THE HIGHWAY AND UTILITY POLES FOR AN EMERGENCY LANDING. BROKE OFF A POWER LINE DUE TO AIRCRAFT ENGINE IN A STALLED CONDITION. LANDED HARD ON MAIN WHEELS, BROKE OFF NOSE GEAR AND TURNED OVER. 20000425037009A (-23) DURING THE TAKE OFF ROLL DEER WERE OBSERVED APPROACHING THE RUNWAY. THE TAKEOFF WAS ABORTED AND THE AIRCRAFT SLOWED DURING THE DECELERATION ONE OR TWO DEER WERE STRUCK BY THE #1 ENGINE PROPELLER. THE AIRCRAFT STOPPED AND THEN TAXIED TO THE GATE WITHOUT FURTHER INCIDENT. NEITHER PASSENGER OR CREW WERE INJURED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE TO THE AIRFRAME AT THE #1 ENGINE FIREWALL. COMPANY TO COMPLETE AND SUBMIT 5200-7. 20000425038759A (19) ON APRIL 25, 2000, AT 1942 EASTERN DAYLIGHT TIME, A MCDONNELL-DOUGLAS DC10-30, N39081, OPERATING AS CONTINENTAL AIRLINES FLIGHT 60, WAS SUBSTANTIALLY DAMAGED WHEN AN UNCONTAINED ENGINE EVENT OCCURRED DURING TAKEOFF FROM NEWARK INTERNATIONAL AIRPORT (EWR), NEWARK, NEW JERSEY. THE 3-MAN COCKPIT CREW, 11-PERSON CABIN CREW, AND 220 PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT, BETWEEN NEWARK AND BRUSSELS AIRPORT (BRU), BRUSSELS, BELGIUM. THE SCHEDULED PASSENGER FLIGHT WAS CONDUCTED UNDER 14 CFR PART 121. THE CAPTAIN STATED THAT HE CONDUCTED A CREW BRIEFING PRIOR TO BOARDING THE AIRPLANE. STARTUP AND TAXI WERE NORMAL, AND DURING THE TAXI, THE CAPTAIN AGAIN BRIEFED THE COCKPIT CREW, AND INCLUDED ENGINE FAILURES AND NON-REJECT SITUATIONS. THE AIRPLANE LINED UP ON RUNWAY 04L, AND THE CAPTAIN APPLIED TAKEOFF POWER SLOWLY AND SMOOTHLY. AT TAKEOFF DECISION SPEED (V1), THERE WAS A LOUD EXPLOSION. A WHITE "ENGINE FAIL" LIGHT ILLUMINATED IN FRONT OF TH E CAPTAIN, AND THE NUMBER 1 ENGINE N1 DECREASED BY 30%. NUMBER 2 AND 3 ENGINES APPEARED NORMAL. THE CAPTAIN CONTINUED THE TAKEOFF, AN THE LANDING GEAR WAS RAISED. A RED, LEFT MAIN LANDING GEAR WARDNING LIGHT ILLUMINATED ON THE FRONT PANEL. TEH AIRPLANE TURNED TO A HEADING OF 010 AND SLOWLY CLIMBED TO 3,000 FEET. DURING THE CLIMB, AN AIRFRAME VIBRATION DEVELOPED. AFTER LEVEL-OFF, THE CREW BEGAN TO TROUBLESHOOT THE EMERGENCY, AND FOUND THAT WHEN THE NUMBER 3 ENGINE N1 WAS REDUCED TO ABOUT 25 PERCENT, THE VIBRATION DISAPPEARED. BOTH THE NUMBER 1 AND THE NUMBER 3 ENGINES REMAINED AT APPROX. 25 PERCENT N1 FOR THE REST OF THE FLIGHT. AIR TRAFFIC CONTROL PROVIDED VECTORS FOR A RETURN TO NEWARK. DURING THE RETURN, THE CREW DUMPED ABOUT 90,000 POUNDS OF FUEL. THE CREW ALSO RAN BOTH 1-ENGINE, AND 2-ENGINE INOPERATIVE CHECKLISTS, AND PREPARED DATA CARDS FOR BOTH SCARIOUS. THE CAPTAIN FLEW THE ILS GLIDESCOPE DOWN TO A FULL-STOP LANDING, ON RUNWAY 04R. THE ACARS RECORDED THE LANDING AT 2016. AFTER THE INITIAL STOP, THE BRAKES WOULD NOT RELEASE SO THE CREW SHUT DOWN THE ENGINES ON THE RUNWAY, AND THE PASSENGERS AND CREW DISEMBARKED THROUGH THE NORMAL DEPLANING DOORS. THE AIRPLANE WAS LATER TOWED TO A RAMP. ACCORDING TO THE CAPTAIN, THE USE OF CREW RESOURCE MANAGEMENT (CRM) BY BOTH THE COCKPIT AND CABIN CREWS WAS A MAJOR FACTOR IN THE SUCCESSFUL HANDLING OF THE EMERGENCY. EXAMINATION OF THE AIRPLANE REVEALED THAT ALL THREE GENERAL ELECTRIC CF6-50C2 ENGINES WERE DAMAGED. THE NUMBER 1 (LEFT) ENGINE "LOW PRESSURE TURBINE" CASE WAS BREACHED IN THE VICINITY OF THE SECOND STAGE NOZZLES, FROM APPROX. THE 3 O'CLOCK POSITION. THE BREACH WAS ABOUT THE WIDTH OF THE SECOND STAGE NOZZLE SEGMENTS, AND ALL OF THE SEGMENTS WERE MISSING FROM THE ENGINE. EACH SEGMENT CONSISTED OF SIX NOZZLE BLADES. NINE OF THE 16 NOZZLE SEGMENTS WERE RECOVERED INTACT, AND ADDITIONAL PORTIONS OF SEGMENTS WERE FOUND, FOR A TOTAL RECOVERY OF ABOUT 85 PERCENT OF THE NOZZLE BLADES. THE MAJORITY OF NOZZLE MATERIAL WAS FOUND ON THE DEPARTURE RUNWAY, HOWEVER, ONE NOZZLE SEGMENT WAS FOUND IN THE LEFT MAIN LANDING GEAR WHELL WELL. ONE OF THE EIGHT ANTI-ROTATION NOZZLE LOCKS WAS RECOVERED. THE THREADED STUD FROM THAT LOCK HAD BEEN SHEARED FROM THE PLATE, AND THE ENGAGEMENT TANGS EXHIBITED WEAR AND DAMAGE. THE FIRST STAGE LOW PRESSURE TURBLINE BLADES HAD MINOR TRAILING EDGE AIRFOIL DAMAGE, AND THE SECOND STAGE LOW PRESSURE TURBINE BLADES EXHIBITED CIRCUMFERENTIAL RUB MARKS ON THE INNER PLATFORM LEADING EDGE, AND ON THE AIRFOILS NEAR THE BLADE. (-23) ^PRIVACY DATA OMITTED^ 20000426010729A (-23) THE PILOT WAS ON A CROSS COUNTRY FLIGHT FROM JUSTIN, TX. TO DES MOINES, IOWA. HE STATED THAT THE ENGINE LOST OIL PRESSURE. HE SHUT THE ENGINES DOWN AND MADE A FORCED LANDING. DURING THE FORCED LANDING, THE A/C HIT A FENCE AND FLIPPED OVER. ^PRIVACY DATA OMITTED^ (.4)WHILE EN ROUTE, FOLLOWING A DECREASE OF OIL PRESSURE, THE PILOT SHUT DOWN THE ENGINE. DURING THE FORCED LANDING FLARE/TOUCHDOWN IN THE FIELD, THE MAIN LANDING GEAR STRUCK A FENCE AND THE AIRPLANE NOSED OVER. AT THE SITE, OIL WAS FOUND COVERING THE LOWER SURFACE OF THE AIRPLANE FROM THE ENGINE COWLING TO THE EMPENNAGE, AND THE OIL CAP WAS NOT FOUND. THE ENGINE AND AIRCRAFT MANUFACTURERS DID NOT HAVE ANY RECORD WHERE A SECURED OIL CAP CAME OFF IN FLIGHT. THE AIRCRAFT REPRESENTATIVE STATED THAT IF THE 'TABS INSIDE THE FILLER CAP BECAME CORRODED COMPLETELY THROUGH, THEY WOULD NOT RETAIN THE CAP PROPERLY.' A MECHANIC, WHO RECOVERED THE AIRPLANE FROM THE FIELD, STATED THAT THE OIL CAP WAS NOT FOUND, AND HE NOTICED NO DISCREPANCIES OR RUST ON THE OIL FILLER NECK. THE MANUFACTURER'S PREFLIGHT CHECKLIST STATES IN PART: 'CHECK OIL LEVEL.' THE OPERATING DETAILS STATES IN PART: 'IN REPLACING THE CAP, MAKE SURE THAT IT IS ON FIRMLY AND TURNED ALL THE WAY TO THE STOP AT THE RIGHT TO PREVENT LOSS OF OIL THROUGH THE FILLER NECK.' 20000426013129A (-23) WHILE MANEUVERING IN CLOSE PROXIMITY OF A HILLSIDE IN PAUMA VALLEY, CA., THE AIRCRAFT STRUCK THE HILLSIDE, COMING TO REST ON IT'S RIGHT HAND SIDE. THE TAIL BOOM AND ROTOR ASSY. SEPERATED FORM THE AIRCRAFT, COMING TO REST APPROX. 30 FEET FROM THE MAIN WRECKAGE. THE TWO PILOTS EXITED THE AIRCRAFT, SUSTAINING SERIOUS INJURIES FROM BURNS IN THE POST CRASH FIRE, THE PIC LATER DIED FROM HIS INJURIES. THE AIRCRAFT WAS COMPLETELY DESTROYED BY POST CRASH FIRE. WHILE ENROUTE TO THE HOSPITAL, THE SIC TOLD A WITNESS: "IT WAS A MIS-COMMUNICATION, MIS-COMMUNICATION, [THE PIC] TOLD ME HE HAD THE CONTROLS, WHEN I LET GO, HE DIDN'T TAKE THEM." (.4)ON APRIL 26, 2000, AT 1713 HOURS PACIFIC DAYLIGHT TIME, A ROBINSON R22 BETA, N622EH, WAS DESTROYED WHEN IT COLLIDED WITH ROCKS WHILE MANEUVERING OVER THE LA JOLLA INDIAN RESERVATION IN SAN DIEGO COUNTY, CALIFORNIA. THE INSTRUCTOR PILOT AND STUDENT PILOT BOTH RECEIVED SERIOUS INJURIES; THE INSTRUCTOR PILOT'S INJURIES WERE FATAL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE INSTRUCTIONAL FLIGHT OPERATING UNDER 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM PRIVATE PROPERTY ABOUT 1700, A ND WAS DESTINED FOR RAMONA AIRPORT, RAMONA, CALIFORNIA, WITH MANEUVERS PERFORMED AT THE LA JOLLA INDIAN RESERVATION RACETRACK. ACCORDING TO THE STUDENT PILOT, "I WAS A RATED COMMERCIAL PILOT WORKING TOWARD MY 20 HOURS OF INDOCTRINATION INTO THE AIRCRAFT. WE WERE GOING TO PRACTICE EMERGENCY PROCEDURES IN THE AIRCRAFT AND GET A LITTLE BIT MORE FAMILIAR WITH FLYING IT. I WAS FLYING THE AIRCRAFT AND WE DECIDED FIRST TO FLY OVER THE LA JOLLA INDIAN RESERVATION AND TAKE A LOOK AT THE RACETRACK; I WAS GOING TO BE DOING SOME FUTURE PHOTOGRAPHY WORK IN THE HELICOPTER FOR THE MOTOCROSS RACES THERE." THE STUDENT TOLD THE INSTRUCTOR TO TAKE THE CONTROLS AND FLY A RACETRACK PATTERN OVER THE TRACK AND MAKE AN AERIAL APPLICATION TYPE TURN AT THE END OF THE TRACK TO REVERSE COURSE. THEN THE STUDENT WOULD TRY AND DUPLICATE THE MANEUVER. AS THEY CHANGED CONTROLS FROM ONE ANOTHER THEY WOULD SAY, "YOU GOT IT," OR " OKAY, I GOT IT" TO CONFIRM THE TRANSITION. AFTER THE MANEUVERS WERE COMPLETED OVER THE TRACK, A CRITIQUING TOOK PLACE WHILE THE STUDENT WAS FLYING IN A HOVER. AFTER THE CRITIQUING, THE STUDENT REPORTED THAT HE TOLD THE INSTRUCTOR TO FLY US OUT OF HERE AND WE WILL GO OVER TO RAMONA. ACCORD ING TO THE STUDENT, WHEN THE INSTRUCTOR TOOK THE CONTROLS HE SAID, "I GOT IT." ABOUT THE SAME TIME, THE STUDENT SAID THAT THE HELICOPTER DRIFTED A LITTLE BIT AND LOST A LITTLE ALTITUDE. THE STUDENT GOT BACK ON THE CONTROLS AND THE INSTRUCTOR SAID "I GOT IT" AND HE LET GO. THE HELICOPTER AGAIN DRIFTED A LITTLE BIT AND THE STUDENT SAW THROUGH THE LOWER BUBBLE A ROCK STICKING UP OUT OF THE BRUSH. THE BRUSH WAS ABOUT 5 FEET HIGH. THE HELICOPTER DRIFTED OVER, THE SKID HIT THE ROCK, AND THE HELICOPTER WENT INTO A DYNAMIC ROLLOVER. A POSTACCIDENT FIRE CONSUMED MAJOR PORTIONS OF THE HELICOPTER. THE SAFETY BOARD EXAMINED THE WRECKAGE AFTER RECOVERY WITH NO ANOMALIES DISCOVERED. THE PILOT STATED IN HIS REPORT OF THE ACCIDENT THAT THERE WERE NO MECHANICAL DISCREPANCIES. 20000426018609I (-23)ON APRIL 26, 2000 AT APPROXIMATELY 6AM, AS THE PILOT WAS REPOSITIONINGN402ET FROM WHERE IT WAS PARKED ON FLOAT PLANE DRIVE TO DELTA AIR CARGO VIA FLOAT PLANE DRIVE THRU LAKE HOOD STRIP TAXIWAY. AS HE TURNED INTO THE TAXIWAY HE STRUCK THE RIGHT WING TIP ON A RUNWAY SIGN WHICH WAS STICKING UP HIGHER THAN THE WING TIP. AIRPORT RUNWAY SIGN HAS BEEN LOWERED ON APRIL 27 BY AIRPORT PERSONNEL TO ACCOMMDATE LOWING MULTIENGINE AIRPLANES TO COMPELETE THEIR TURN. 20000426019809I (-23) PILOT STATED THAT DURING LANDING ROLLOUT NOSE GEAR COLLAPSED AND AIRCRAFT FLIPPED OVER ON ITS BACK. INVESTIGATION REVEALED NO OBVIOUS DEFICIENCIES WITH AIRCRAFT SYSTEMS OR STRUCTURE. 20000426020169I (-23)PILOT DURIGN TAXI WENT BETWEEB THE TAXIWAY MARKER LIGHTS AND WENT INTO A DITCH. THE PROPELLER STRUCK THE DIRT AND THE ENGINE STOPPED ALSO THE RT WING TIP WAS IN THE SAND. 20000426020349I (-23)ON 04/26/2000, AT 1045 CDT, A CESSNA 152, N49962, OWNED BY ^PRIVACY DATA OMITTED^ DEPARTED THE RUNWAY AND IMPACTED A PARKING LOT BARRIER DURING THE ROLLOUT AFTER LANDING ON A TRAINING FLIGHT. CLEAR SKIES AND LIGHT WINDS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL FLIGHT. THE IARCRAFT WAS SUBSTANTIALLY DAMAGED AND THE PILOT WAS NOT INJURED. THE PILOT HOLDS A STDUENT PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT KICKS FIELD (T67) ON 04/26/2000, 1030 CDT. 20000426022229I (-23)WHILE PARACTING TOUCH AND GO LANDINGS ON RUNWAY 22L, THE STUDENT PILOT WAS INSTRUCTED BY CHAMPAIGN ATCT TO LAND AND HOLD SHORT OF RUNWAY 32. DURING THE LANDING ROLLOUT THE AIRCRAFT DEPARTED THE LEFT SIDE OF RUNWAY 22L AND STOPPED IN THE GRASS. THE AIRCRAFT SUSTAINED NO DAMAGE, NOR WAS THE STUDENT PILOT, THE SOLE OCCUPANT INJURED. THE STUDENT STATED "BRAKING WAS UNEVEN AND CAUSED ME TO VEER OFF THE RUNWAY INTO THE GRASS". THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000426022339I (-23)PILOT WAS PRACTICING LANDINGS AT (6D6), ON THIRD PILOT CLAIMED HE ENCOUNTERED A WIND GUST DURING FLARE AND THEN NOSED INTO THE RUNWAY HITTING THE PROP AND THE MAIN GEAR. THE PILOT STATED HIS INDICATED APPROACH SPEED WAS APPROX. 60. THE AIRCRAFT BOUNCED AND THEN SETTLED TO THE RUNWAY. DAMAGE WAS ONLY TO THE PROP, AND INTERNAL ENGINE INSPECTION REQUIREMENTS - AD FOR PROP STRIKE. LEFT MAIN WHEEL BRAKE ROTOR ALSO CONTACED THE PAVEMENT WHEN THE GEAR FLEXED ON INITIAL IMPACT (MINOR SCRAPING ON ROTOR EDGE NOTED). NO INTERNAL GEAR SUPPORT STRUCTURE DAMAGE WAS FOUND DURING INSPECTION. THE AIRCRAFT WAS INSPECTED BY AN A&P, A SERVICEABLE PROP WAS INSTALLED, AND ON 4-27-00 THE AIRCRAFT WAS FERRIED TO LOWELL (24C) FOR REPAIRS. 20000426023149I (-23)MAINT LOG REPORTED ELEVATOR CONTROL STIFF, WITH SLIGHT VIBRATION IN FLIGHT. MAINT INSP. FOUND RH ELEVATOR JAMMED IN NOSE UP POSITION. FURTHER INVESTIGATION REVEALED ELEVATOR HYDRAULIC BOOST CYLINDER ATTACH ROD END P/N 4918153-1 SPEARATED FROM ELEV. FITTING DUE LOSS OF NUT THAT WAS NOT SECURED BY COTTER PIN. ACFT WAS RTN TO SERV AFT HEAVY MAINT FR REPAIR STA. 2/2000 AND OPER. 349 HR. AND 839 CYC. THE ACFT FLIGHT CONTROL WAS OPERATED FROMT HE CAPT SIDE AND F/O SIDE ELEV WAS JAMMED. ^PRIVACY DATA OM^ REPORT CLOSED. 20000426037389A (-23) AT 2155 CDST ON 4/26/00, N1978Q, A CESSNA 177RG FLOWN BY ZANE WILLIAM PURCELLA OPERATED BY PRIORITY AIR OF WATERTOWN, S.D., CRASHED APPROX. EIGHT MILES SOUTH OF THE WATERTOWN AIRPORT (ATY). N1978Q WAS ENROUTE FROM SIOUX FALLS, S.D. TO WATERTOWN, S.D. ON A IFR FLIGHT PLAN. AT 2135 CDST, THE AIRCRAFT WAS CLEARED TO DESCEND FROM 6000 FEET MSL TO 4000 FEET MSL. AT 2154 CDST ATTEMPTS TO CONTACT N1978Q WERE MADE WITH NO RESPONSE. RADAR CONTACT WAS LOST NEAR OUTER MARKER FOR RUNWAY 35 AT THE WATERTOWN AIRPORT (ATY). 20000427005189A (-23) ON 4/27/2000 AT APPROX. 1230 LOCAL TIME, THOMAS NOONAN AND MARK HARLIN ATTEMPTED A TAKEOFF FROM RUNWAY 31 AT THE HEALDSBURG AIRPORT (O31). BOTH PILOTS STATED THAT THEY EXPERIENCED HIGHER VELOCITY WINDS, STRONGER GUSTS, DOWN DRAFTS, AND WINDDHEAR AFTER LIFT OFF, THEN ONTHE TAKEOFF ROLL. THE WINDS CAUSED THE AIRCRAFT TO DRIFT TO THE RIGHT OF THE RUNWAY APPROX. 30 YARDS, AND THE PILOT WAS UNABLE TO CONTROL THE AIRCRAFT DUE TO SEVERE WIND SHEAR RESULTING IN A STALL WHICH OCCURRED LOW TO THE GROUND, RESULTED IN A GROUND LOOP, AND CAUSED SUBSTANIAL DAMAGE TO THE AIRCRAFT. (.4)ON APRIL 27, 2000, AT 1250 HOURS PACIFIC DAYLIGHT TIME, A PIPER J3C-65, N146TM, COLLIDED WITH TERRAIN ON THE TAKEOFF INITIAL CLIMB FROM RUNWAY 31 AT THE HEALDSBURG MUNI AIRPORT, HEALDSBURG, CALIFORNIA. THE AIRPLANE, OPERATED BY THE OWNER UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND THE PRIVATE PILOT/OWNER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE FLIGHT REVIEW (FR), AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS SCHEDULED TO TERMINATE AT THE ACCIDENT AIRPORT. THE CFI STATED THAT THE AIRPORT IS SITUATE D ON A PLATEAU SURROUNDED BY VINEYARDS. AT THE DEPARTURE END OF THE RUNWAY IS A WINDSOCK THAT IS ATTACHED TO A 30-FOOT STEEL POLE. THE PILOT STATED THAT A 6-KNOT, 90-DEGREE CROSSWIND PREVAILED DURING TAKEOFF. AFTER TAKEOFF, AT AN ALTITUDE OF 25-30 FEET, THE AIRPLANE WAS PUSHED BY A GUST OF WIND FROM THE LEFT. HE NOTED THAT THE AIRPLANE WAS OPERATING AT FULL POWER, BUT DID NOT RESPOND TO CONTROL INPUTS TO RETURN BACK TO RUNWAY ALIGNMENT, OR TO CLIMB. AT THAT POINT THE CFI TOOK CONTROL OF THE AIRPLANE; HOWEVER, THE AIRPLANE CONTINUED TO SINK. THE PILOT INDICATED THAT A WINDSOCK MOUNTED ON A STEEL POLE APPROXIMATELY 30 FEET HIGH WAS IN THEIR FLIGHT PATH. THE CFI RAISED THE NOSE OF THE AIRPLANE TO AVOID A COLLISION WITH THE WINDSOCK AND THE AIRPLANE IMPACTED TERRAIN TO THE RIGHT SIDE OF THE RUNWAY. THE PILOT NOTED NO DISCREPANCIES WITH THE AIRPLANE OR ENGINE. THE CFI REPORTED THAT THE SURFACE CONDITIONS DID NOT APPEAR TO BE GUSTY BUT THE WINDS WERE AT 6 KNOTS, AND ORIENTED ABOUT 80 DEGREES FROM THE ACTIVE RUNWAY. THERE WERE NO ANOMALIES EXPERIENCED ON THE TAKEOFF ROLL. ON THE INITIAL CLIMB OUT THE AIRPLANE ENCOUNTERED TURBULENCE ABOUT 30 FEET ABOVE THE RUNWAY, AND DID NOT GAIN ALTITUDE. THE CFI TOOK CONTROL OF THE AIRPLANE FROM THE PILOT AS IT STARTED TO DRIFT TOWARDS THE RIGHT OF THE RUNWAY. HE NOTED THAT THE AIRPLANE WAS DESCENDING, AND THE AIRSPEED WAS LOW. TO PREVENT A STALL HE ELECTED TO KEEP THE THROTTLE IN THE OPEN POSITION AND MAINTAIN A NOSE LOW ATTITUDE, WHILE KEEPING THE DESCENT RATE AT A MINIMUM. HE NOTED THAT THE WINDSOCK WAS IN THEIR FLIGHT PATH AND THEY WERE STILL NOT ABLE TO CLIMB. IN ORDER TO AVOID THE WINDSOCK HE RAISED THE NOSE OF THE AIRPLANE AND IMPACTED A GRASSY AREA APPROXIMATELY 100 FEET FROM THE RUNWAY EDGE AND 20 FEET BELOW THE AIRPORT ENVIRONMENT. 20000427016169I (-23)PIC OPERATED N4329P ON A VFR CROSS-COUNTRY FROM OJC TO TUL AND RETURNED. HE DID NOT RUFUEL IN TUL. AIRCRAFT USE AND FUEL SALES DOCUMENTS MAINTAINED AT FBO INDICATE N4329P WAS OPERATED FOR 1.4 HOURS PRIOR TO THIS INCIDENT, AND RECORDS DO NOT INDICATE N4329P WAS FULED AGAIN BEFORE 04/27/00. THE PREVIOUS PILOT STATED THAT N4329P'S FUEL TANKS WERE FULL BEFORE HIS DEPARTURE. ACCORDING TO HOBBS READING, N4329P WAS OPERATED FOR 3.5 HOURS BY SUBJECT PIC WHEN ENGINE QUIT DUE TO FUEL EXHAUSTION APPROXIMATELY NINE MILES SOUTH OF OJC (FOR A TOTAL OF 4.9 HOURS CUMULATIVE TIME). THE INSUING FORCED LANDING DAMAGED THE NOSE LANDING GEAR. SUBJECT PIC WAS ALONE AND WAS NOT INJURIED. 20000427016349I (-23)DURING TAKEOFF, THE RIGHT SIDE OF THE SPRAY BOOM CAUGHT IN SOME BRUSHES, CAUSING THE AIRCRAFT TO ROLL TO THE RIGHT. THE PILOT, ^PRIVACY DATA ^, CUT THE COLLECTIVE AND THE AIRCRAFT DROPPED TO THE GROUND, DAMAGING THE RIGHT SKID. 20000427016449I (-23)ON APRIL 27, 2000, AT 1030 LOCAL TIME, PIPER PA-24-250, REGISTRATION N6159P, LANDED AT GREENE COUNTY AIRPORT WITH THE LANDING GEAR IN THE UP POSITION. PILOT VOLUNTARILY SURRENDERED HIS PILOT CERTIFICATE. 20000427016909I (-23)PILOT TOOK OFF FROM SNY APPROXIMATELY 0630 LOCAL TIME. AT ROTATION, PILOT VIBRATION OR SHUDDER FROM THE NOSE LANDING GEAR. PILOT RETURNED ST SNY AND LANDED THE NOSE GEAR FIRST ON THE THRESHOLD CAUSING THE NOSE LANDING GEAR FORK TO BREAK OFF. AIRCRAFT SKIDDED TO A STOP ON THE SIDE OF THE RUNWAY WITH NO INJURIES TO THE PILOT. AIRCRAFT SUSTAINED MINOR DAMAGE TO THE NOSE GEAR AND THE PROPELLER. 20000427017119I (-23)ON APRIL 28, 2000, EMERY FLIGHT 025, ENROUTE FORM SEA TO DAY WAS OVER EASTERN MONTANA. AT APPROXIAMTELY 0330Z IN CRUISE AT FL370, THE CREW HEARD A LOUD BANG, THE A/C SHOOK AND THE A/C BEGAN TO LOSE PRESSURIZATION. THE CREW DONNED THE 02 MASKS AND COMPLETED THE APPROPRIATE CHECKLIST AND INITIATED DESCENT TO 14,000 FT. ENGINE INSTRUMENTS INDICATED A FAILURE OF #2 ENGINE. THE CREW SECURED THE #2 ENGINE. CREW DIVERTED TO DEN FOR MAINTENANCE ASSISTANCE. DEN WAS DEEMED THE NEAREST SUITABLE AIRPORT BY VIRTUE OF SEVERAL CONSIDERATION. AFTER LANDING, AN INSPECTION OF THE AIRCRAFT WAS PERFORMED. THE HIGH PRESSURE RELIEF VALVE AFT CLAMP HAD UNCOUPLED AND THEREFORE THE HIGH PRESSURE ENGINE BLEED AIR ON #2 ENGINE FORCED THE UPPER COWLING HINGES TO RUPURE. THE ENGINE COWLING PENETRATED THE LEFT FUSELAGE, AMKING A FOUR-INCH DIAMETER HOLE. THE COWLING THEN PROCEEDED TO THE LEFT HORIZONTAL STABILIZER AND PENETRATED THE LEADING EDGE, AMKING A 12-INCH HOLE. NO FURTHER DAMAGE OTHER THAN THE WIRING HARNESS FOR #2 ENGINE WAS RIPPED OFF. 20000427019739I (-23) ON DOWNWIND FOR RUNWAY 27R, THE PILOT LOWERED THE GEAR AND VERIFIED A GREEN LIGHT AND CHECKED OUT THE WINDOW AND VIA MIRRORS THAT ALL THREE GEAR APPEARED TO BE DOWN AND LOCKED. THE TOUCHDOWN AND ROLLOUT WERE NORMAL. AS THE PILOT APPROACHED THE TAXIWAY, THE NOSE GEAR COLLAPSED. LOOKING DOWN AS THIS OCCURRED, THE PILOT VERIFIED THAT THE GEAR LEVER WAS STILL IN THE DOWN POSITION, AND THAT THE GREEN GEAR DOWN AND LOCK LIGHT WAS ILLUMINATED. 20000427022329I (-23)ON 4/27/2000, AT 0710 CDT, ATR42300, BEING OPERATED BY SIMMONS AIRLINES AS AMERICAN EAGLE FLIGTH 374, AS A REVENUE FLIGTH FROM CHAMPAIGN WILLARD AIRPORT TO CHICAGO O'HARA AIRPORT, EXPERIENCED A FIRE WARNING INDICATION FOR THE LEFT ENGINE JUST AFTER TAKOEOFF. FLIGHT CONDITIONS AT THE TIME WERE VFR. THE PILOT IN COMMAND REDUCED POWER ON THE LEFT ENGINE, AND TURNED TO RETURN TO THE AIRPORT. THE FIRE WARNING LIGHT THEN WENT OUT, THE PILOT IN COMMAND ELECTED TO FEATHER THE PROPELLER AND SHUT DOWN THE ENGINE AND NOTIFIED THE TOWER HE WAS RETURNING. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AND TAXIED TO THE TERMINAL. 46 PASSENGERS AND 3 CREW MEMBERS WERE DEPLANED WITHOUT INCIDENT. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000427022719I (-23)THE PILOT STATED THAT HE FIRST NOTICED THAT THE MANIFOLD PRESSURE ON ONE ENGINE WAS DROPPING, THEN THE OIL PRESSURE ON THE SAME ENGINE WAS DROPPING, TOO. THE PILOT FURTHER STATED THAT HE THEN SHUT THE ENGINE DOWN AND DIVERTED TO THE NEAREST SUITABLE AIRPORT, DUBOIS (DUJ) LANDED THERE WITHOUT FURTHER INCIDENT. THE PILOT INDICATED THAT THE CAUSE OF THE ENGINE SHUTDOWN WAS DUE TO AN INTERNAL FAILURE. SUBMISSION OF THIS REPORT CLOSES THIS INCDENT. 20000427022849I (-23)ON APRIL 27, 2000 AT 1100 CDT, A BEECHCRAFT SUPER KING AIR, OPERATED BY WEATHER MODIFICATION, INC. WAS INBOUND FOR LANDING TO THE DETROIT LAKES AIRPORT, DETROIT LAKES, MN. THE PILOT SELECTED GEAR DOWN. GEAR DID NOT EXTEND PILOT PERFORMED EMERGENCY PROCEDURES PUMPING GEAR DOWN. PILOT DIVERTED TO FARGO ND. HECTOR INTERNATIONAL AIRPORT WHERE A SAFE LANDING RESULTED. MAITENANCE FOUND LOOSE RELAY IN THE LANDING GEAR MOTOR RELAY BOX, TIGHTENED THE RELAY AND OPERATIONAL CHECK WAS GOOD. M OR D FILED. 20000427032509I (-23)ON APRIL 27, 2000 AT 1430CDT, A PIPER PA-34-200T, OPERATED BY EXECUTIVE AIR TAXI CORP. WAS INBOUND FOR LANDING TO MINOT INTERNATIONAL AIRPORT, MINOT, ND THE PILOT SELECTED GEAR DOWN. PILOT FAILED TO GET A NOSE GEAR LOCK INDICATION. PILOT PERFORMED EMERGENCY PROCEDURES, THIS DID NOT REMEDY THE PROBLEM. PILOT DIVERTED TO BISMARCK MUNICIPAL AIRPORT, BISMARK ND WHERE AN UNEVENTFUL EMERGENCY LANDING RESULTED. MAITENANCE FOUND SMALL PIECES OF THE HYD. HOSE IN THE FLUID SUPPLING THE NOSE GEAR ACTUATOR. DOM ADDING 1000HR FLUSHING OF SYSTEM. 20000427033129I (23)PILOT INDICATES HE WAS ON MAIN FUEL AT 3000 AGL-BOTH ENGINES QUIT ALMOST SIMULTANEOUSLY-AFTER SWITCHING TO AUX FUEL AND SEVERAL FAILED ATTEMPTS AT RESTART A GEAR UP LANDING ON A ROAD WAS THE ONLY ALTERNATIVE. INVESTIGATION REVEALED-NO FUEL IN MAIN-90 GAL IN AUX. MAIN FUEL WAS SERVICED WITH 5 GAL-BOTH ENGINES STARTED AND WERE CAPABLE OF OF PRODUCING POWER-MALFUNCTION OF FUEL TRANSMITTERS WAS NOTED. PILOT RECORDS INDICATE THE PILOT DID NOT HAVE A PROPER RATING ENDORSEMENT. 20000428005799A (-23) CESSNA 172, N216PB COLLIDED WITH LAKE ALMANOR UNDER UNKOWN CIRCUMSTANCES. THE PRIVATE PILOT AND HIS THREE PASSENGERS RECEIVED FATAL INJURIES. THE AIRCRAFT WAS BEING OPERATED UNDER THE PROVISIONS OF FAR PART 91 AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE PLIOT DEPARTED CHICO, CA AIRPORT FRLW TO CHESTER CALIFORNIA, WHERE THE ACCIDENT OCCURRED. VISUAL METEOROLGIST CONDITIONS PREVAILED AND A FLIGHT PLAN WAS FILED. (.4) THERE WERE NO WITNESSES TO THE ACCIDENT. A PASSING MOTORIST SAW THE TAIL OF THE AIRCRAFT STICKING OUT OF A LAKE AND NOTIFIED AUTHORITIES. CRUSH LINES ON THE RECOVERED WRECKAGE DISCLOSED THAT IT IMPACTED THE WATER RIGHT WING LOW WITH A PITCH ATTITUDE IN EXCESS OF 45 DEGREES NOSE DOWN. NO PREIMPACT MECHANICAL MALFUNCTIONS OR FAILURES WERE IDENTIFIED. THE PILOT RENTED THE AIRPLANE AND FLEW 47 MILES TO THE MOUNTAIN RESORT AIRPORT, LANDED, MET SOME OF HIS FUTURE IN-LAWS, AND LOADED THREE OF THEM ONBOARD FOR A LOCAL SIGHTSEEING TRIP AROUND THE LAKE. HE OBTAINED HIS FIXED WING PRIVATE CERTIFICATE 2 WEEKS PRIOR TO THE ACCIDENT, AND THIS WAS THE FIRST FLIGHT WITH PASSENGERS. DURING TRAINING, HE HAD ONLY 1 FLIGHT INVOLVING A HIGH-DENSITY ALTITUD E AIRPORT, WITH THE BALANCE OF HIS TRAINING CONDUCTED AT AIRPORTS WITH ELEVATIONS LESS THAN 1,000 FEET MSL. THE DENSITY ALTITUDE AT THE ACCIDENT SITE WAS 5,400 FEET. THE LAKE IS IN AN OVAL SHAPED MOUNTAIN VALLEY 25 MILES LONG BY 15 MILES WIDE SURROUNDED BY MOUNTAINS, WHICH RISE 3,000 TO 4,000 ABOVE THE WATER'S SURFACE. THE TOWN AND THE AIRPORT ARE AT THE NORTHWEST END OF THE LAKE. THE TOWN BORDERS THE AIRPORT TO THE NORTH, AND MATURE PINE TREES THAT ARE 50 TO 60 FEET IN HEIGHT SURROUND THE FIELD AND PROVIDE OBSTACLES FOR AN APPROACH OR DEPARTURE ON ANY RUNWAY BUT 16/34. THE AIRPORT MANAGER SAID THAT BECAUSE OF THE TERRAIN AND OBSTACLES, AND THE PROXIMITY OF THE NOISE SENSITIVE TOWN TO THE NORTH, PILOTS TYPICALLY LAND ON RUNWAY 34 AND TAKEOFF ON RUNWAY 16. WHILE HE COULD NOT BE CERTAIN, THE AIRPORT MANAGER BELIEVES THE AIRPLANE DEPARTED ON RUNWAY 16. THE LOCATION OF THE WRECKAGE WOULD BE CONSISTENT WITH AN UPWIND TO CROSSWIND TURN POINT FOR RUNWAY 16. THE AIRCRAFT WAS FOUND IN A TAKEOFF AND INITIAL CLIMB CONFIGURATION. BASED ON THE AIRCRAFT'S RECORDING HOUR METER AND THE STOPPED ELECTRIC CLOCK, THE ACCIDENT OCCURRED IN THE INITIAL CLIMB FROM TAKEOFF ON RUNWAY 16. THE PERFORMANCE DATA DATA FOR THE AIRPLANE ESTABLISHES IT WOULD HAVE CLIMBED TO BETWEEN 400 AND 500 FEET AGL AS IT REACHED THE ACCIDENT LOCATION. USING FLIGHT PLANNING CHARTS FOR THE AIRPLANE, THE ELAPSED TIME ON THE RECORDING HOUR METER DOES NOT SUPPORT A CONCLUSION THAT THE PILOT COMPLETED A RUN-UP OR HAD ANY APPRECIABLE GROUND RUN TIME PRIOR TO THE ACCIDENT TAKEOFF. BETWEEN 1500 AND 1600, THE AIRPORT'S AUTOMATIC WEATHER OBSERVATION STATION RECORDED WINDS FROM 289 DEGREES AT 9 MPH WITH PEAK GUSTS TO 23 MPH. THE SYSTEM ONLY RECORDS THE HIGHEST PEAK WIND GUST DURING THE HOUR-LONG OBSERVATION PERIOD; HOWEVER, IT DOES NOT RECORD THE TIME OF THE WIND PEAK. SURFACE WINDS ARE AFFECTED BY FRICTION AND CORIOLIS DEFLECTION, WHICH WILL PRODUCE AN AVERAGE INCREASE IN WIND SPEED OF 10 MPH AT THE BOUNDARY BETWEEN THE LAYER NEXT TO THE SURFACE AND THE FREE FLOW LAYER ABOVE, WHICH IS TYPICALLY ABOUT 400 FEET AGL. CORIOLIS DEFLECTION WILL CAUSE THE WIND DIRECTION TO CHANGE CLOCKWISE AT THE BOUNDARY, WITH A TYPICAL DIRECTION CHANGE OF 10 TO 20 DEGREES. KATABATIC WIND EFFECTS IN MOUNTAINOUS AREAS CAN RESULT IN A RAPIDLY MOVING AIR MASS, WHICH IF AN INVERSION LAYER IS PRESENT, MAY FLOW OVER THE LOWER LAYER. THEREFORE,THE TAKEOFF ROLL ON RUNWAY 16 WOULD HAVE BEEN WITH A RIGHT QUARTERING TAILWIND, WHICH MOVED CLOSER TO A DIRECT TAILWIND AND INCREASED IN SPEED AS THE AIRCRAFT CLIMBED THROUGH 400 FEET. CONSIDERING THE RECORDED PEAK WIND SPEED, IT IS LIKELY THE AIRCRAFT ENCOUNTERED A RAPID CHANGE IN WIND VELOCITY BY AS MUCH AS 25 TO 30 MPH. THE FLAPS-UP STALL SPEED AT ZERO DEGREES OF BANK IS 44 KNOTS INDICATED AIRS 20000428005849A (-23) DURING AN APPRROACH TO RUNWAY 25 AT NORTH LAS VEGAS AIRPORT, IT APPEARS THE PILOT BECAME DISORIENTED. STRONG CROSSWIND CONDITIONS EXISTED AND ON HIS THRID ATTEMPT TO LAND, THE AIRCRAFT CRASHED NORTH OF THE AIRPORT WHILE EXECUTING A MISSED APPROACH. THERE WAS A POST CRASH FIRE. THE TWO OCCUPANTS WERE FATALLY INJURIED. 20000428007179A (-23) AFTER LANDING IN GUSTY WIND CONDITIONS, THE TAIL CAME UP AND THE NOSE OF THE A/C STRUCK THE RUNWAY CAUSING SUBSTANTIAL DAMAGE TO THE FRONT OF HE A/C. 20000428008639A (-23) PILOT HAD A FULL LOAD AND WAS ABOUT TO SPRAY FIELD WHEN THE FAN BRAKE BECAME INOPERATIVE. PILOT DECIDED TO RETURN FOR LANDING. DURING THE LANDING THE RUNWAY WAS ONLY PARTIALLY PAVED. AIRCRAFT TOUCHED DOWN ON DIRT AND WHEN AIRCRAFT LEFT MAIN TIRE HIT BERM WHERE THE ASPHALT MEETS THE DIRT THE PILOT LOST DIRECTIONAL CONTROL AND COLLIDED WITH TERRAIN. (.4) ON APRIL 28, 2000, AT 0730 HOURS MOUNTAIN STANDARD TIME, AN AYRES CORPORATION S2R-600, N4018P, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT RAN OFF THE RUNWAY WHILE LANDING AT A PRIVATE AGRICULTURAL AIRSTRIP NEAR BUCKEYE, ARIZONA. THE COMMERCIAL PILOT WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED AS A 14 CFR PART 137 AERIAL APPLICATION FLIGHT. THE LOCAL AREA FLIGHT ORIGINATED AT AN UNKNOWN TIME AND WAS TERMINATING AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT REPORTED THAT HE WAS LANDING WITH ABOUT 400 GALLONS OF PESTICIDE. HE EXPLAINED THAT THE RUNWAY WAS HALF ASPHALT AND HALF DIRT. THERE WAS A BUMP IN THE RUNWAY WHERE THE TWO SURFACES CAME TOGETHER. THE PILOT REPORTED THAT HE HIT THE BUMP AND THE AIRPLANE VEERED TO THE LEFT. HE WAS UNABLE TO STRAIGHTEN OUT THE AIRPLANE AND ADDED POWER TO ATTEMPT TO BECOME AIRBORNE AGAIN, BUT DID NOT HAVE SUFFICIENT TIME. THE AIRPLANE LEFT THE RUNWAY, HIT A BERM AND FLEW OVER A CONCRETE IRRIGATION DITCH THAT RAN PARALLEL TO THE RUNWAY, AND THEN CAME TO REST IN AN ALFALFA FIELD. THE LANDING GEAR SEPARATED DURING THE SEQUENCE. 20000428011409A (-23) ON APRIL 28, 2000, AT APPROX. 1130 MDT, N724CF, AN RV-4 , OST CONTROL ON ALNDING AT THE LOS ALAMOS AIRPORT, LOS ALAMOS, NM. THE A/C WAS PILOTED BY MARILYN HUTCHINS, COMMERCIAL PILOT #1696874, THE PILOT WAS THE SOLE OCCUPANT ON BOARD AND RECEIVED NO INJURIES. THE FLIGHT WAS CONDUCTED UNDER VMC. THE WINDS REPORTED AT 180 AT 10 KNOTS AT LAM. THE PILOT LANDED ON RUNWAY 27 AT LOS ALAMOS APPROX. 1700' DOWN THE RUNWAY. DURING LANDING THE PILOT REPORTED HITTING HARD AND BOUNCING INTO THE AIR. SHE REALIGNED THE A/C AND ATTEMPTED TO LAND AGAIN. AGAIN, BOUNCING AND BECOMING AIRBORNE AGAIN. ON THE THIRD ATTEMPT SHE LOST CONTROL OF A/C AND LEFT RUNWAY. AFTER LEAVING RUNWAY, SHE ATTEMPTED TO ADD FULL POWER AND ATTEMPTED A GO AROUND. ATTEMPTING TO CLIMB AND TRYING TO MISS HITTING A BOUNDARY FENCE, THE PILOT BANKED HARD RIGHT, LOST SPEED AND CONTROL OF A/C HITTING THE GROUND. NO INJURIES. (.4) ON APRIL 28, 2000, AT 1130 MOUNTAIN DAYLIGHT TIME, A HUTCHINS RV4, N724CF, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED THE SIDE OF THE RUNWAY DURING LANDING ROLL AT LOS ALAMOS, NEW MEXICO, AT THE COMPLETION OF A FLIGHT FROM PAGOSA SPRINGS, COLORADO. THE COMMERCIAL PILOT/FLIGHT INSTRUCTOR AND SOLE OCCUPANT WAS NOT INJURED. THE FLIGHT WAS OPERATING UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. DURING IMPACT, THE MAIN LANDING GEAR COLLAPSED, THE FIREWALL WAS DAMAGED, AND THE PROPELLER WAS DAAMGED. THE PROPELLER BORE CHORDWISE DAMAGE AND AFT BENDING OF BOTH BLADES. PICTURES PROVIDED BY THE FAA AIRWORTHINESS INSPECTOR WHO EXAMINED THE A/C DEPICTED BOTH PROPELLER BLADES TO BE IN A "FEATHERED" POSITION. TEH TYPE OF PROPELLER INSTALLED CANNOT BE PLACED IN A FEATHERED POSITION BY PILOT INPUT FROM THE COCPIT. ACCORDING TO THE PILOT, THE UNICOM REPROTED THE WIND TO BE CALM, BUT THE WINDSOCK WAS "STANDING STRAIGHT OUT". THE PILOT SAID SHE LANDED "HARDER THAN NORMAL, BOUNCED, AND CAME DOWN A SECOND TIME AND THE AIRPLANE STARTED TO VEER TO THE LEFT." IN HER STATEMENT, SHE SAID WHEN SHE "HIT THE DIRT", SHE APPLIED FULL POWER, CLIMBED, AND MADE A STEEP TURN TO AVOID HITTING THE CHAIN LINK FENCE WHICH SEPARATES THE AIRPORT FROM THE HIGHWAY. WHEN ABOVE THE FENCE, WITH WINGS LEVEL, SHE SAID THE AIRPLANE WAS "SLAMMED" TO THE GORUND. IN HER ACCIDENT REPORT, THE PILOT INDICATED THE WIND DIRECTION WAS VARIABLE AT 10 KNOTS. SHE DID NOT INDICATE THAT GUSTS WERE PRESENT. ACCORDING TO THE PILOT, THE TEMPERATURE WAS APPROX. 75 DEGREES FAHRENHEIT. THE AIRPORT ELEVATION IS 7,171 FEET ABOVE MEAN SEA LEVEL. USING THE ABOVE FIGURES, THE DENSITY ALTITUDE WAS CALCULATED TO BE APPROX. 9,600 FEET. ACCORDING TO THE AIRPORT MANAGER AND INFORMATION PROVIDED BY THE PILOT, WINDS AT LOS ALAMOS CAN VARY FROM ONE PART OF THE RUNWAY TO ANOTHER. A REVIEW OF SAFETY BOARD RECORDS PROVIDED ONLY ONE PREVIOUS ACCIDENT WITH WIND AS A FACTOR. WIND WAS NOT LISTED AS A CAUSE ON ANY PREVIOUS ACCIDENT AT THE AIRPORT. AFTER THE ACCIDENT, THE OWNER TOOK THE PROPELLER TO NEW MEXICO, INC., WHERE IT WAS DISASSEMBLED. THE PROPELLER SHOP REPORTED THAT THE PITCH CHANGE ROD WAS BROKEN INTERNALLY ON BOTH SIDES OF THE FORK. ACCORDING TO INFORMATION PROVIDED BY HARTZELL PROPELLERS, THIS TYPE OF DAMAGE IS A COMMON FINDING FOLLOWING A HARD IMPACT OF THE PROPELLER. IT OCCURS WHEN ONE BLADE IS FORCED TO CHANGE PITCH WITHOUT THE "COOPERATION" OF THE OTHER PARTS. ACCORDING TO HARTZELL, THIS FORCES THE PITCH CHANGE ROD INTO A "Z" SHAPE THAT FRACTURES THE ROD ON BOTH SIDES OF THE FORK. THIS CONDITION IS NOT UNUSUAL AND IS THE RESULT OF IMPACT DAMAGE. HARTZELL ENGINEERING SAID THAT "NO PITCH CHANGE ROD FAILURES HAVE BEEN REPORTED ON THIS TYPE PROPELLER," AND NO FAILURE HAVE EVER BEE 20000428015969I (-23)LANDING AT JABARA AIRPORT ON RUNWAY 36, R/H PROPELLER BEGAN STRIKING RUNWAY AT 1100-1200 FEET FROM THE END. 40 FT LATER NOSE GEAR BEGAN SCRAPIN G RUNWAY AND 50 FT LATER L/H PROP BEGAN STRIKING THE RUNWAY. AIRCRAFT CAME TO REST WITH ALL THREE GEAR UP AND NOSE GEAR DOORS OPEN. THE LFT SIDE OF THE AIRCRAFT WAS RESTING IN THE DIRT TO THE LEFT OF THE RUNWAY. PROPELLERS DMAGED; R/H GEAR TORQUE LINKS BROKEN; L/H GEAR UPPER ACTUATOR STRUCTURE DMAAGED; BELLY SKINS DMAAGED; ENGINE NACELLE SKINS DAMAGED, FLAP INBOARED TRAILING EDGES DAMAGED, BOTH MAIN LANDING GEAR DOORS DAMAGED. 20000428017599I (-23)FAA AT VAN NUYS FSDO RECEIVED A REPORT THAT THERE WAS FIRE ON AIRCRAFT N56795, PA-34-200, S/N 24-7450032 AT SANTA BARBARA AIRPORT. I WENT TO SBA ON 5-3-2000 AND 5-25-2000 TO CHECK THE AIRCRAFT. ^PRIVACY DA^, THE PILOT , LINCENCE NUMBER ^PRIVACY D^, COMMERCIAL AND FLIGHT INSTRUCTOR RATINGS. TOTAL FLIGHT TIME 1110 FLIGHT HOURS. PILOT ^PRIVACY DA^, ON FRIDAY APRIL 28, 2000 AT ABOUT 11:00 PM TRIED TO START THE ENGINE ON GROUND AT SBA. HE CALLED SIGNATURE FLIGHT SUPPORT TO GIVE GPU TO START ENGINE. WITH GPU HE WAS ABLE TO START THE RIGHT ENGINE BUT THE LEFT ENGIEN DID NOT START. HE TRIED TO CONTACT ANY AVAILABLE AIRCRAFT MECHANIC, NO WAS AVAILABLE AT THIS TIME. HE SAW BUBBLES ON NOSE CONE PAINT. UPON OPENING THE BATTERY COMPARTMENT DIIR THERE WAS FIRE. THE FIRE WAS PUT OUT AND THE AIRPORT FIRE TRUCK PERSONNEL VERIFIED THAT THE FIRE WAS OUT. THE AIRCRAFT WAS TIED AT MERCURY RAMP AT SBA. AT THE TIME OF FIRE THERE WERE NO PASSENGERS IN THE AIRCRAFT. OCCUPANT PILOT ONLY. NO ONE WAS INJURED. THERE WAS NO LOSS TO ANY PROPERTY EXCEPT N56795. 20000428017639I (-23)ON 4-28-00 AT APPROXIAMTELY 1950, AMERICAN AIRLINES FLIGHT 1317 INGESTED A BIRD UPON ROTATION FOR TAKE-OFF. THE BIRD WAS IDENTIFIED AS A BLUE GOOSE. IT CAUSED A SEVERE ENGINE FAILURE OF THE #1 ENGINE. THE AICRAFT WAS TAXIED TO THE GATE AND PASSENGERS WERE ACCOMODATED ON ANOTHER FLIGHT. AMERICAN MECHANICS WERE FLOWN IN AND CHANGED THE #1 ENGINE. THE AIRCRAFT WAS THEN ABLE TO DEPART ON A REVISED SCHEDULE. INCIDENT #CE052000IAC044 IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. 20000428017999I (-23)ACFT HAD TAKEN OFF FROM PETALUMA, WAS IN CRUISE CONFIGURATION AND NOTICED DETERIORATING POWER AND MANIFOLD PRESSURE. REPORTED ROUGH RUNNING ENGINE, PRIOR TO LANDING SAFELY AT OAK. TURBO-CHARGER FAILED, AND THE NUMBER 1 CYLINDER EXHIBITED CLASSIC INDICATIONS OF EXTREME, DETONATION, CAUSING ENGIEN FAILURE. FURTHER ENGINE TEARDOWN INSPECTION ARE SCHEDULED FOR FURTHER DETERMINATION OF CAUSE. PARTIAL ENGINE TEARDOWN AND INVESTIGATION HAS BEEN ON-GOING, IN ADDITION TO REVIEWING FUEL CONTAMINATION POSSIBILITIES, OPERATOR ERROR POSSIBILITIES, INDIVIDUAL COMPONENT ADJUSTMENTS, SETTINGS, AND FUNCTION, ETC. INCIDENT REPORT WILL BE AMENDED AS NECESSARY TO INDICATE FURTHER FINDINGS. 20000428020019I (-23) ACFT WENT OFF RIGHT SIDE OF RUNWAY DAMAGING 3 RUNWAY LIGHTS. RH MLG BROKE OFF AT 3RD LIGHT. 20000428020139I (-23)IN CRUISE FLIGTH, ENGINE BEGAN TO HEAT UP, AND PRESSURE BEGAN DECREASING. PILOT MADE A SUCCESSFUL OFF-FIELD LANDING WITH NO DAMAGE TO THE AIRCRAFT OR INJURY TO THE PILOT. INSPECTION BY COMPANY MECHANIC INDICATED #1 CONNECTING ROD HAD BROKEN, AND CAUSED DAMAGE TO SURROUNDING PARTS AND ENGINE CRANKCASE. INCIDENT #CE2000IGA041 IS CONSIDERED CLOSED WITH THIS REPORT. 20000428022169I (-23)^PRIVACY DATA OMI^, A PARACHUTIST FROM THE LONGMONT AIRPORT, RECEIVED FATAL INJURIES WHEN HIS PARACHUTE FAILED TO OPEN. THE PARACHUTE AND HARNESS WAS INSPECTED ON MAY 5, 2000, BY ^PRIVACY DATA ^, A MASTER FAA RIGGER, CERTIFICATE NUMBER ^PRIVACY D^. THE HARNESS, PILOT CHUTE, MAIN CANOPY, AND RESERVE CANOPY WERE INSPECTED AND TESTED WITH NO DISCREPANCIES FOUND. THE PARACHUTE ASSEMBLY WAS TSO'D AND THE RESERVE CANOPY HAD BEEN INSPECTED WITHIN THE REQUIRED 120 DAYS. THE PILOT CHUTE HAD NOT BEEN DEPLOYED AND HAD BEEN PACKED IN THE BOTTOM OF THE PARACHUTE CONTAINER. THE BREAK-A-WAY HANDLE WAS PULLED, BUT THE MAIN CANOPY DID NOT DEPLOY BECAUSE THE PILOT CHUTE WAS NOT PULLED. ^PRIVACY DATA ^ ORIGINALLY TRAINED ON A SINGLE OPERATING SYSTEM WHICH DEPLOYS THE RESERVE CANPOY WHEN THE MAIN IS RELEASED. HE PURCHASED A SYSTEM WHICH IS A TOW PULL SYSTEM REQUIRING THE PARACHUTIST TO PULL A S EPARATE HANDLE TO DEPLOY THE RESERVE CANOPY. 20000428023419A (.4)DURING THE TAKEOFF ROLL, THE TAILWHEEL EQUIPPED AIRPLANE DRIFTED TO THE RIGHT SIDE OF THE RUNWAY, AND THE PILOT REDUCED THE POWER TO ABORT THE TAKEOFF. HOWEVER, UPON NOTICING THAT THE AIRPLANE WAS HEADING TOWARD A RUNWAY SIGN, THE PILOT ADDED FULL POWER IN AN ATTEMPT TO FLY THE AIRPLANE OVER THE SIGN. THE PILOT VEERED THE AIRPLANE TO THE LEFT AFTER NOTING THAT THE AIRPLANE WOULD NOT CLEAR THE SIGN. THE RIGHT HORIZONTAL STABILIZER STRUCK THE SIGN, AND THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. NO MECHANICAL DISCREPANCIES WERE REPORTED. (-23)PILOT WAS DEPARTING RUNWAY 13 FOR A LOCAL FLIGHT. WINDS WERE REPORTED ON ATIS AS 090 AT 08 KNOTS. PILOT APPLIED TAKEOFF POWER AND RAISED THE TAILWHEEL. SHORTLY AFTER RAISING THE TAILWHEEL, THE AIRCRAFT BEGAN TO DRIFT TO THE RIGHT. PILOT REDUCED POWER TO IDLE POWER TO ABORT TAKEOFF, BUT NOTICED THAT THE AIRCRAFT WAS DRIFTING TOWARD A RUNWAY SIGN. PILOT APPLIED BRAKES WITH THE AIRCRAFT AT FULL POWER. THE AIRCRAFT NOSED OVER AND ENDED UP INVERTED ALONGSIDE THE RUNWAY. (.19)ON APRIL 28, 2000, AT 1214 CDT, A CESSNA 140, SIGNLE ENGINE AIRPLANE, N140RE, STRUCK A RUNWAY SIGN DURING THE TAKEOFF ROLL ON RUNWAY 13 AT THE RICHARD LLOYD JONES JR. AIRPORT, NEAR TULSA, OKLAHOMA. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL UNDER TITLE 14 CODE OF FEDERAL REGULATIONS PART 91. THE PRIVATE PILOT AND HIS PILOT RATED PASSENGER WERE NOT INJURED, AND THE AIRPLANE SUSTAINED SUBSTANTIAL DMAAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONNAL LOCAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT WAS ORIGINATED AT THE TIME OF THE ACCIDENT. THE PILOT REPORTED THAT, DURING THE TAKEOFF ROLL, THE AIRPLANE DRIFTED TO THE RIGHT OF THE RUNWAY, AND HE REDUCED THE POWER TO ABORT THE LANDING. HOWEVER, UPON NOTICING THAT THE AIRPLANE WAS HEADING TOWARD A RUNWAY SIGN, HE ADDED FULL POWER IN AN ATTEMPT TO FLY OVER THE SIGN. THE RIGHT HORIZONTAL STABILIZER STRUCK THE SIGN, AND THE AIRPLANE IMPACTED THE TERRAIN, NOSED OVER AND CAME TO REST INVERTED. NO MECHANICAL DISCREPANCIES WERE REPORTED. THE PILOT STATED THAT THE WINDS WERE FROM 090 DEGREES AT 8 KNOTS. THE AUTOMATED SURFACE OBSERVING SYSTEM (ASOS) REPORTED THE WIND FOR 100 DEGREES AT 7 KN OTS. THE FAA INSPECTORS AND A MECHANIC EXAMINED THE AIRPLANE ON MAY 3, 2000. THE RIGHT HORIZONTAL STABILIZER WAS BENT. 20000428040889A (-23)FATAL-NO ACTION, N3187G, AN SNJ5 OPERATED BY PIC KEITH SHELL ON A CFR PART 91 FLIGHT ENROUTE FROM HKY-TYQ WITH 1 PASSENGER ABOARD DEPARTED HKY VFR AND ONCE AIRBORNE FILED IFR. DEPARTED FROM HKY WAS REPORTED TO BE AT 1551 LOCAL AND REQUESTING IFR TO TYQ. AT 15:58:43 LOCAL CLEARED DIRECT TO HOLSTON MOUNTAIN AND DIRECT TO TYQ AT EIGHT THOUSAND. AT 15:58:49 THE PIC ACKNOWLEDGED. BETWEEN 15:58:54 AND 16:02:05 DIFFERENT FREQUENCIES TRIED UNTIL THE APPROPIATE CODE WAS SQUAKED. AT 16:09:23 R48 REQUESTED A VERIFICATION IFR CLEARENCE TO TYQ AND AT 16:09:29 PIC ACKNOWLEDGED. AT 16:12 RADIO CONTACT WAS LOST WITH N3187G. N3187G CONTACTED TREES AND GROUND AT 3974 BEECH MOUNTAIN ROAD, 2 MILES NORTH OF ELK RIVER AIRPORT. THE AIRCRAFT WAS DESTROYED AND CAUGHT FIRE. RADAR CONFIRMS A TURN EASTBOUND AND AT ALTITUDES BELOW EIGHT THOUSAND, N3187G WAS OFF RADAR AT FIFYTHREE HUNDRED. THE WEATHER AT THE TIME WAS HEAVY FOG DOWN TO THE TREE TOPS AND POSSIBLE CONDITION PRESENT. 20000429005689A (-23) WHILE TURNING FINAL TO SOUTH MARSH ISLAND 61C AT 500 AGL, PILOT NOTICED HE HAD FULL TAIL ROTOR PEDAL TRAVEL WITH NO TAIL ROTOR RESPONSE. THE PILOT TERMINATED HIS APPROACH AND NOTIFIED THE COMPANY DISPATCHER OF HIS EMERGENCY. DUE TO INSUFFICIENT FUEL TO REACH LAND, THE PILOT INITIATED AN EMERGENCY LANDING NEAR A SUPPLY BOAT. DURING THE AUTOROTATION THE PILOT WAS UNABLE TO MAINTAIN POSITIVE CONTROL OF THE AIRCRAFT AND STRUCK THE WATER CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. 20000429005789A (-23) DEPARTED HELNA, MONTANA, TO SHERIDAN, WYOMING. STRUCK TERRAIN 10 NM SSW OF FT. SMITH, MONTANA. WEATHER AT BILLINGS AND SHERIDAN REPORTED AS LAYERED CLOUDS WITH VICINITY SHOWERS/SNOW SHOWERS. SYSTEM WAS DEPARTING AREA. 20000429005939A (.4)ON APRIL 29, 2000, AT 1300 PACIFIC DAYLIGHT TIME, A CONE QUESTAIR VENTURE, N9QV, NOSED OVER INVERTED AFTER LANDING AT THE DELANO MUNI AIRPORT, DELANO, CALIFORNIA. THE EXPERIMENTAL HOMEBUILT AIRPLANE, OPERATED BY THE OWNER UNDER THE PROVISION OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND SOLE PASSENGER RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT ORIGINATED FROM THE SANTA MONICA MUNI AIRPORT, SANTA MONICA, CALIFORNIA, AT 1200, AND WAS SCHEDULED TO TERMINATE AT THE ACCIDENT AIRPORT. THE PILOT STATED THAT ON THE LANDING ROLL THE AIRPLANE VIOLENTLY VEERED TO THE LEFT. HE ATTEMPTED TO CORRECT WITH RIGHT RUDDER AND THE AIRPLANE DEPARTED THE RUNWAY WITH THE RIGHT WHEEL HITTING A CONCRETE STORM DRAIN CAUSING THE AIRPLANE TO NOSE OVER, AND CAME TO REST INVERTED. THE PILOT FURTHER REPORTED THAT THE ATTACHMENT FOR THE NOSE GEAR YOKE WAS LATER FOUND BROKEN OFF. (-23)AFTER THE PILOT THOUGHT WAS A NORMAL LANDING THE AIRCRAFT ALL OF A SUDDEN VEERED TO THE LEFT AND ENTERED A PRONOUNCED SKID TO THE LEFT. THE PILO T WAS UNABLE TO ARREST THE SKID UNTIL JUST BEFORE LEAVING THE RUNWAY. THE AIRCRAFT CONTINUED ON INTO THE GRASS UNTIL THE NOSE GEAR COLLAPSED. THE AIRCRAFT CARTWHEELED AND ENDED UP INVERTED WITH THE PILOT AND PASSENGER TRAPPED INSIDE. 20000429007279A (-23) PILOT REPORTED DURING LANDING ROLL OUT APPROX. HALF WAY DOWN THE RUNWAY AT 35 KNOTS THE A/C STRUCK A DEER. (.4)THE PILOT ARRIVED AT THE DESTINATION AIRPORT AND ESTABLISHED A TRAFFIC PATTERN FOR A NIGHT LANDING ON RUNWAY 17. THE PILOT COMPLETED THE BEFORE LANDING CHECK WHICH INCLUDED TURNING ON THE LANDING LIGHT. ACCORDING TO THE PILOT, THE AIRPLANE WAS APPROXIMATELY 2500 FEET DOWN THE RUNWAY ON THE LANDING ROLL WHEN A DEER WAS OBSERVED ON THE RUNWAY. AS THE AIRPLANE CONTINUED THE LANDING ROLL-OUT, THE RIGHT PROPELLER STRUCK THE DEER. AFTER THE AIRPLANE STRUCK THE DEER, THE RIGHT MAIN LANDING GEAR COLLAPSED. THE PILOT DID NOT REPORT A MECHANICAL PROBLEM WITH THE AIRPLANE. 20000429012149A (-23) ON FINAL APPROACH, THE PILOT-IN-COMMAND NOTED THAT THE AIRPLANE WAS "LOW"; HE ADDED POWER. DURING THE LANDING/FLARE, THE AIRPLANE WAS ABOUT 1/3 OF THE WAY DOWN THE RUNWAY WHEN THE PILOT RATED PASSENGER/OWNER OF THE AIRPLANE CALLED FOR A GO-AROUND. THE PILOT-IN-COMMAND ADDED FULL POWER. THE AIRPLANE FLEW IN GROUND EFFECT AND CLIMBED TO ABOUT 20 FEET AGL. SUBSEQUENTLY, THE PILOT RAISED THE FLAPS AND LANDING GEAR. THE AIRPLANE SETTLED AT ABOUT 5 TO 10 FEET AGL, TRAVELED THROUGH TREES, AND CONTINUED TRAVELING ABOUT 200 FEET BEFORE IT STRUCK A LARGE TREE AND CAME TO REST UPSIDE DOWN. 20000429016559I (-23)WHIEL IN THE PATTERN FOR LANDING AT DEER PARK, WA (0S7), THE THROTTLE CONTROL CABLE BECAME DISCONNECTED FROM THE CARBURETOR THROTTLE ARM. THE THROTTLE CLOSED AND THE ENGINE WENT TO IDLE. A SUCCESSFUL EMERGENCY LAND ING WAS EXECUTES OFF AIRPORT WITH MINOR DAMAGE TO AIRCRAFT PROPELLER. FAA ACTION YET TO BE DETERMINED. 20000429018449I (-23)AFTER LANDING, AIRCRAFT ENGINE QUIT RUNNING. WHEN RESTART WAS ATTEMPED A ENGINE FIRE ACCURED. THE ENGINE FIRE SOURCE APPEARED TO BE GENERATED FROM THE CARBURATER AIRBOX AREA. 20000429019389I (-23)ON APRIL 29, 200, AT APPROXIMATELY 1230 UTC, A LINDSTRAND HOT AIR BALLOON, INITED KINDOM REGISTRATION #GWISH, RECEIVED MINOR DAMAGE APPEARENTLY FROM CONTACT WITH ELECTICAL WIRES DURING A CONFINED AREA LANDING IN A COMMERICAL DEVELOPMENT AT LOUISVILLE, KY. THE BALLOON WAS OPERATED UNDER 14 CFR 91 AS PART OF A ANCTIONED BALLOON RACE. THE COMMERCIAL RATED PILOT (BOTH US AND UK PILOT CERTIFICATES) AND TWO PASSENGERS WERE NOT INJURED. DAMAGE WAS CONTAINED TO SMALL BURN MARKS OF THE BALLOON'S ENVELOPE AND THE TOP TWO FEET OF A UTILITY POLE. THE PILOT INDICATED THAT THE FUEL PRESSURE WAS LOW DURING THE APPROACH AND LANDING. THE PASSENGERS INDICATED THAT THEY WERE OUT OF FUEL AS STATED BY THE PILOT DURING THE APPROACH. EXAMINATION OF THE FUEL TANK GASES APPEARED TO BE EMPTY. OBSERVATION OF THE PILOT OPENING THE VAPOR VALVESINDICATED NO LIQUID SEEPING, BUT WITH A SLIGHT ODOR OF PROPANE. A LEAK CHECK OF THE FUEL SYSTEM WAS PERFORMED. NO LEAKS WERE OBSERVED, HOWEVER, FUEL PRESSURE FAILED TO REGISTER ON 2 OF THE 4 FUEL TANKS. INSPECTION AND RETURN TO SERVICE UNDER UK CAA REGULATIONS ON APRIL 1, 2000. WEATHER CONDITIONS AT THE TIME OF THE INCIDENT WERE AS FOLLOWS: WIND-300 DEGREE S AT 5 KNOTS, VISABILITY 5 S.M. CEILING 9500 BROKEN, ALTIMETER 30.00 HG. 20000429021839I (-23) PILOT REPORTS THAT DURING TAXI THE LEFT MAIN GEAR RETRACTED CAUSING THE AIRCRAFT TO TURN TO THE LEFT, THEN DOWN A STEEP HILL, INTO A FENCE. TWO LEFT SIDE, LANDING GEAR BULKHEAD UPRIGHT TUBES WERE FOUND BROKEN. AN FAA FORM 8010-4 HAS BEEN FILED. THIS INCIDENT, #CE2000IGA040 IS CONSIDERED CLOSED. 20000429023259I (-23)AIRCRAFT LANDED GEAR-UP. PILOT ADMITTED TO FORGETTING TO PUT DOWN THE LANDING GEAR. 20000429040409A (-23) THE AIRCRAFT DEPARTED ON RUNWAY 32 AT REDDING MUNICIPAL AIRPORT, ON THE TAKEOFF ROLL THE AIRCRAFT VEERED TO THE LEFT, THEN BECAME AIRBORNE AND COLLIDED WITH THE EMBANKMENT ON THE SIDE OF THE RUNWAY. 20000429042009A (-23) LANDING ON PRIVATE STRIP (AK65) TO THE WEST, WEST END OF STRIP WAS SOFT. ON LANDING, THE NOSE GEAR DUG IN AND PROP STRUCK GROUND WITH PROP DAMAGE. LEFT WING TIP STRUCK THE GROUND AND DAMAGED APPROXIMATELY 20" OF THE LEFT WING TIP. 20000429042019A (-23) PILOT STATED TURBULENCE LIGHT/MODERATE, WINDS VERY GUSTY. HE WAS LANDING TO THE SOUTH FOLLOWING TRAFFIC. AFTER TOUCH DOWN AND JUST AS TAIL WHEEL CAME DOWN A SIDE GUST TRIED TO PUSH THE AIRCRAFT TO THE RIGHT, WHICH HE MANAGED TO CONTROL AND THEN GOT A GUST FROM THE LEFT. HE KNEW HE WAS GOING TO LOSE THE AIRCRAFT IF HE DIDN'T DO SOMETHING. WENT TO POWER TO DO AN ABORTED LANDING. AT ABOUT 5 FEET GOT A DOWNDRAFT, WHEEL HIT THE WATER, THEN RIGHT WING AND AIRCRAFT CARTWHEELED. 20000429042799A (-23) ON APRIL 29, 2000, AT APPROXIMATELY 1830 UTC, N3482, A BE-18 OWNED BY BRUTLAG AVIATION, LTD., WITH 3 PERSONS ONBOARD, LANDED AT DAYS AEROPLACE, A RESTRICTED LANDING AREA NEAR CHAMPAIGN, ILLINOIS. SHORTLY AFTER TOUCHDOWN ON AN EASTERLY HEADING OF THE GRASS RUNWAY, THE AIRCRAFT NOSED OVER AND FLIPPED ONTO ITS BACK. THE 3 PERSONS ONBOARD THE AIRCRAFT SUSTAINED MINOR INJURIES AND THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. 20000430006769A (-23) THE PILOT/REPAIRMAN MADE ADJUSTMENTS TO THE PROPELLER BLADE ANGLES THE MORNING OF THE FATAL FLIGHT. TAKEOFF WAS FROM A ROUGH FIELD APPROXIMATELY 6 MILES SOUTH OF (GCC), GILLETTE CAMPBELL COUNTY AIRPORT. WITNESSES STATED THAT THE ENGINE SOUNDED AS IT WERE MISFIRING. THE INFLIGHT BREAKUP BEGAN AFTER APPROXIAMTELY ONE MILE OF TRAVEL OVER THE GROUND. ONE PROPELLER BALDE WAS FOUND APPROXIMATELY 200 YARDS FROM THE IMPACT POINT. OTHER PROPELLER BLADE PARTS WERE FOUND CLOSER TO THE IMPACT POINT. THE MAIN ROTOR BLADES HIT THE VERTICAL STABILIZER AND RUDDER BREAKING THEM OFF THE AIRCRAFT, LEAVING THE AIRCRAFT UNCONTROLLABLE. THE AICRAFT FIRST IMPACTED ON THE TAILWHEEL, THEN ROLLED ON TO ITS THE LEFT SIDE AND CAUGHT ON FIRE. 20000430010319A (-23) DURING LANDING AIRCRAFT TOUCHED DOWN SHORT OF RUNWAY 02 ON RISING TERRAIN, CAUSING NOSE WHEEL ASSEMBLY TO COLLAPSE WITH SUBSTANTIAL DAMAGE TO FIREWALL AND ENGINE MOUNT STRUCTURE. 20000430011889A (-23) ON APRIL 30, 2000, AT 1211 MDT, A SMITH AEROSTAR 601, N7412S WAS DESTROYED WHEN IT IMPACTED AT 12,600 FEET ABOVE MEAN SEA LEVEL ON COMMANCHE PEAK IN THE ROCKY MOUNTAINS NATIONAL PARK, NEAR ESTES PARK, CO. THE PRIVATE CERTIFIED NON-INSTRUMENT RATED PILOT AND HIS PASSENGER RECEIVED FATAL INJURIES, AND THE A/C WAS DESTROYED. THE FLIGHT WAS A CROSS-COUNTRY FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE ACCIDENT SITE. THE FLIGHT DEPARTED PAGE, AZ. AT APPROX. 1030, DESTINATION, FORT COLLINS, CO. 20000430016339I (-23)ON APRIL 30, 2000, AT APPROXIMATELY 1847 CDT, RYAN INTERNATIONAL FLIGHT 441, A BOEING 727-243, N521DB, LANDED AT KANSAS CITY DOWNTOWN AIRPORT, KANSAS CITY, MISSOURI, (MKC). AFTER THE AIRCRAFT WAS PARKED, A RYAN MECHANIC FOUND THE TAIL SKID PLATE WAS MISSING AND THERE WAS DAMAGE TO THE AIRSTAIRS JUST AFT OF TAIL SKID. PER NOAA NWS OBSERVATION RECORDS, THE WINDS AT THE TIME OF LANDING WERE 060 AT SIX KNOTS. A CHECK OF LOG BOOK ON MAY 01, 2000, AT APPROXIMATELY 1045 AM LOCAL TIME, FOUND NO WRITE-UP IN LOG BOOK INDICATING TAIL SKID OR AIRSTAIR DAMAGE. LATER ON ARRIVAL OF MECHANIC, A ENTRY WAS MADE IN LOG BOOK. AIRCRAFT WAS FERRIED TO FLORIDA FOR REPAIR. 20000430016579I (-23)FLIGHT WAS IN CRUISE AT A FL IN LOW 30'S, APPROX. 40 NM E OF LBL, WHEN IT ENCOUNTERED SEVERE TURBULENCE. IMMEDIATE LOSS OF 4,000 FEET. NEAREST THUNDERSTORM CELL WAS APPROX. 30 MILES AWAY. FLIGHT WAS DIVERTED DUE TO UNRESOLVED ECAM MESSAGES (DOORS, FLT CONTROLS, ELAC 2 PITCH FAULT) AND POSSIBLE INJURIES. AIRCRAFT WAS NOT DAMAGED. 20000430020289I (-23)ON 04/30/2000, N2901T, A PIPER PA-28-161 OPERATED ON THE GROUND AT MERCED MUNI AIRPORT TRANSIT TIEDOWN AREA BY A PRIVATE PILOT AT THE COTNROLS ATTEMPTED TO START A HOT ENGINE WHEN IT CAUGHT ONFIRE AND BURNED THE FIBERGLASS RESIN OF THE COWLING CAUSING HEAT DAMAGE TO THE FIREWALL FORWARD PRODUCTS AND ACCESSORIES. 20000430020329I (-23)PILOT ^PRIVACY DATA OMITTED^ TEMPORARY AIRMAN CERTIFICATE NUMBER ^PRIVACY D^, FLEW MODEL PA-28R-201T, S/N 28R-770337, N47442 FROM CMA TO SBA ON 4-30-2000 AT ABOUT 1000PM. NEAR SBA THE RADIOS WERE VERY WEAK, LIGHTS WERE VERY DIM AND THE ALTERNATOR DID NOT SHOW ANY CHARGE (EVEN AFTER CYLING THE ALTERNATOR). THE PILOT SELECTED LANDING GEAR DOWN, AND THERE WAS NO INDICATION, THEN PERFOMRED EMERGENCY GEAR DOWN, STILL NO INDICATION ON THE COCKPIT. EVEN THOUGH THE GEARS WERE SELECTED DOWN, THEY DID NOT EXTEND AND HE LANDED WITH GEARS RETRACTED IB RUNWAY 25. THE OCCUPANTS OF THE AIRCRAFT WERE THE PILOT AND ONE PASSENGER. NOBODY WAS HURT AND THERE WAS NO LOSS OF LIFE. THERE WAS NO DAMAGE TO ANY PROPERTY EXCEPT THE AIRCRAFT. THE AIRCRAFT DAMAGE VISUALLY WAS THE PROP BLADES WERE CHAFED, AND BLADE TIPS WERE CURLED BACKWARDS, PROP STICK INSPECTION OF THE ENGINE WAS NOT YET DOEN, THERE WERE CHAFING MARKS AND DAMAGE TO THE BOTTOM COWLING, EXHAUST OUTLET, NOSE GEAR DOORS, LOWSIDE OF FUSELAGE, BOTH FLAPS INBOARD REAR, ANTENNA AND TAIL CONE. 20000430020449A (.4)AFTER LANDING, THE PILOT GROUND LOOPED THE AIRPLANE. AN EYEWITNESS STATED THAT THE AIRPLANE WAS FAST AND LONG OVER THE RUNWAY FOR THE LANDING. EXAMINATION OF THE ACCIDENT SITE SHOWED THAT THE AIRPLANE HAD ROTATED 180 DEGREES ON THE GROUND AND WAS FACING THE OPPOSITE LANDING DIRECTION. THE PILOT REPORTED A TAILWIND DURING THE LANDING. NO MECHANICAL PROBLEMS WITH THE AIRPLANE WERE REPORTED BY THE PILOT. (.19)ON APRIL 30, 2000, AT 1530 EDT, A CESSNA 172M, N13330, COLLIDED WITH THE GROUND DURING AN ATTEMPTED LANDING ON A PRIVATE AIRSTRIP IN CLINTON, TENNESSE. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURIED. THE LOCAL FLIGHT DEPARTED CLINTON, TENNESSE, AT 1445. REPORTEDLY, THE PILOT STATED THAT HE GROUND LOOPED THE AIRPLANE DURING THE LANDING ROLL-OUT TO AVOID A POND ON THE DEPARTURE END OF THE LANDING RUNAWAY. AN EYEWITNESS STATED THAT THE AIRPLANE WAS FAST AND LONG OVER THE RUNWAY FOR THE LANDING. NO MECHANI CAL PROBLEMS WITH THE AIRPLANE WERE REPORTED BY THE PILOT. (-23)PILOT WAS CONDUCTING A LOCAL FLIGHT AND LANDED TOO LONG ON HIS PRIVATE GRASS FIELD NEAR CLINTON, TN. DURING LANDING ROLL OUT, AIRCRAFT COULD NOT STOP IN THE AVAILABLE RUNWAY, AND PILOT GROUND LOOPED TO AVOID GOING DOWN AN EMBANKMENT. 20000430020489I (-23) AIRCRAFT PERFORMED AN OFF-AIRPORT LANDING IN A SUGAR CANE FIELD. PIC NOTED A RAPID DECLINE IN ENGINE POWER. PIC PERFORMED AN EMERGENCY LANDING IN A SUGAR CANE FIELD. THE LANDING GEAR ASSEMBLIES DUG INTO THE SOFT SOIL AND CAUSED THE AIRCRAFT FUSELAGE TO PIVOT AROUND ON THE RIGHT MAIN LANDING GEAR APPROXIMATELY 110 DEGREES BEFORE COMING TO A COMPLETE STOP. THE PASSENGER SUFFERED A MINOR INJURY TO THE NOSE AND THE PIC WAS UNINJURED. THE ENGINE WAS NOT ROTATING WHEN THE AIRCRAFT MADE CONTACT WITH THE GROUND. THERE WAS NO FIRE. THERE WAS NO MAJOR DAMAGE TO THE AIRCRAFT STRUCTURE. THERE WAS MINOR DAMAGE TO BOTH MAIN LANDING GEAR ASSEMBLIES. THERE WAS NO OTHER SIGNIFICANT DAMAGE TO THE FUSELAGE. INVESTIGATION OF THE CAUSE OF THE ENGINE FAILURE REVEALED THAT THE MAGNETO RETENTION HARDWARE WAS NO LONGER INSTALLED ON TNE ENGINE WHICH ALLOWED THE SINGLE COMBINED MAGNETO ASSEMBLY TO BECOME DISENGAGED FROM FROM THE ENGINE THUS CAUSING THE ENGINE TO STOP OPERATING WHILE IN FLIGHT. THERE WAS NO IVIDENCE OF THE RETENTION HARDWARE IN OR AROUND THE ENGINE NACELLE AREA. 20000430021069I (-23) PILOT STATED HE LANDED IN WHAT APPEARED THIN SNOW OVER ICE. AFTER LANDING, DISCOVERED SNOW ABOUT 8 INCHES DEEP. HE AND PASSENGER TRAMPED OUT A RUNWAY AND DURING TAXI FOR TAKEOFF, AIRCRAFT SLID OFF NARROW TRACK AND PROP STRUCK SNOW. AIRCRAFT WAS FLOWN OUT THE FOLLOWING DAY, UNDER A FERRY PERMIT, TO WICK'S AIRCRAFT REPAIR. ENGINE WAS CHECKED AND NO DAMAGE FOUND. 20000430029689I (-23)ON APRIL 30, 2000, AT 1430 EDT, A PIPER PA34-200T, N676DB, INC., AND OPERATED BY ^PRIVACY DATA OMITTED^, LANDED ON RUNWAY 34 AT THE RIVER RANCH AIRPORT NEAR RIVER RANCH, FLORIDA. DURING THE LANDING ROLLOUT THE NOSE GEAR RETRACTED CAUSING DAMAGE TO THE NOSE WHEEL DOORS, THE NOSE CONE, AND BOTH PROPELLERS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AN NO FLIGHT PLAN WAS FILED. NEITHER THE PILOT NOR THE PASSENGER WERE INJURED. THE PILOT, ^PRIVACY DATA OMITTED^ HOLDS A PRIVATE PILOT CERTIFICATE WITH AN INSTRUMENT RATING, ^PRIVACY DAT^. THE PLEASURE FLIGHT ORIGINATED AT THE NEW SMYRNA AIRPORT, NEAR NEW SMYRNA, FLORIDA, ON APRIL 30 ,2000, AT APPROXIMATELY 1400 EDT. 20000430037019A (-23) RAN LEFT FUEL TANK DRY DURING CLIMB, INSUFFICIEBT ALTITUDE TO RE-START ENGINE.^PRIVACY DATA OMITTED^ 20000430040629A (-23) AT 16:35 LOCAL, AIRCRAFT 28JP, A BEECH 36A, CRASH LANDED IN A WHEAT FIELD LOCATED IN NASSAWADOX, VIRGINIA. AIRCRAFT WAS ENROUTE TO 33N AT 3500 FEET VFR. PILOT CONTACTED ORF TOWER AND REPORTED ENGINE TROUBLE, AND THAT HE WAS GOING TO LAND AT MFV. ORF LOST RADIO CONTACT AND AIRCRAFT DISAPPEARED FROM RADAR. WITNESSES REPORTED SEEING FIRE AS THE AIRCRAFT WENT DOWN. AIRCRAFT CRASHED ABOUT 20 MILES SHORT OF MFV. (.4) APPROXIMATELY 50 MINUTES AFTER DEPARTURE, DURING A CROSS-COUNTRY FLIGHT, THE AIRPLANE'S ENGINE BEGAN TO RUN ROUGH. THE PILOT NOTICED THE OIL PRESSURE HAD DECREASED, HE HEARD A LOUD 'BANG', AND THE ENGINE EXPERIENCED A TOTAL LOSS OF ENGINE POWER. HE WAS UNABLE TO MAINTAIN THE AIRPLANE'S ALTITUDE, AND PERFORMED A FORCED LANDING TO A FIELD. EXAMINATION OF THE #2 PISTON REVEALED A HOLE FROM DETONATION ON THE SIDE OF THE PISTON, WHICH EXTENDED INTO THE INTERIOR. ADVISORY CIRCULAR AC65-12A STATED THAT DETONATION CAN BURN A HOLE COMPLETELY THROUGH A PISTON. EXAMINATION OF THE CRANKSHAFT REVEALED A LACK OF LUBRICATION AND SEVERE OVERHEATING. THE #5 AND #6 CONNECTED RODS HAD SEPARATED FROM THE CRANKSHAFT, AND THEIR BEARINGS WERE COMPLETELY DISI NTEGRATED. 20000430043729A (-23) THE AIRCRAFT WAS BEING OPERATED UNDER 14 CFR PART 91 WITH MR. MCELWEEINSTRUCTING (RIGHT SEAT) MR. SHARWARKO (LEFT SEAT) IN THE AIRCRAFT. DURING THE LANDING ROLL OUT, AT ABOUT 20 KNOTS, THE AIRCRAFT STARTED VEERING TO THE RIGHT. MR. SHARWARKO STATED THAT HE "RAN OUT OF LEFT RUDDER AND APPLIED LEFT BRAKE." THE AIRCRAFT WENT OFF THE RUNWAY AND INTO HIGH GRASS AND GROUND-LOOPED. THERE WERE NO INJURIES. THE LEFT WING AND THE PROPELLER RECEIVED SUBSTANTIAL DAMAGE. 20000501004539A (.23) ON MAY 2, 2000 AT APPROXIMATELY 0815 PDT, MR. JOHN W. MORTON, OWNER AND OPERATOR OF EXPERIMENTAL AIRCRAFT N1143L, CONDUCTED HIS FIRST TEST FLIGHT OF THIS HOMEBUILT CHRISTAVIA MK-1 AT MCNARY FIELD IN SALEM, OR. HE STATEDTHAT HIS TAKEOFF FROM RWY. 13 SEEMED NORMAL, BUT AS HE CLIMBED HE FLET A NEED FOR AN "EXCESSIVE AMOUNT" OF UP ELEVATOR CONTROL FORCE AND TRIM. HE STOPPED HIS CLIMB AT 600 FT. WHERE HE EXPERIENCED PITCH CONTROL PROBLEMS AND A SIGNIFICANT PITCH FORWARD WHEN HE REDUCED POWER. HE SAID THAT THE AIRCRAFT WAS CONTROLLABLE IN A CLIMB BUT BECAUSE INSATIABLE WITH THE POWER REDUCED. AT THIS POINT HE DECIDED TO RETURN TO SALEM AND DECLARED AN EMERGENCY WITH SALEM TOWER. HE WAS CLEARED TO LAND ON RWY. 34. DURING HIS APPROACH TO LAND THE AIRCRAFT WAS CONTROLLABLE AL LONG AS POWER WAS APPLIED. ON SHORT FINAL FOR RWY 34 HE INSTINCTIVELY REDUCED THE POWER FOR LANDING AND THE NOSE OF THE AIRCRAFT ABRUPTLY PITCHED DOWN AND HE WAS UNABLE TO RECOVER CONTROL PRIOR TO GROUND IMPACT. SOME LEVELING HAD OCCURRED AS THE PROPELLER STRUCK THE GROUND JUST SHORT OF THE RUNWAY OVERRUN. THE AIRCRAFT ULTIMATELY SKIDDED ALONG THE GROUND AND CAME TO A REST APPROXIMATELY 280 FEET FROM THE POINT OF INITIAL PROPELLER STRIKE. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE GEAR, ENGINE, PROPELLER AND FUSELAGE. THERE WAS NO FIRE. THE PILOT WAS INJURIED. 20000501009189A (-23) A/C OPERATED ON AUTOMOTIVE FUEL THAT HAD BEEN ON BOARD FOR APPROX. ONE YEAR. THE A/C DEPARTED FROM AN INTERSECTION OF RUNWAY 7L AND ATTAINED APPROX. 50 FT. WHEN THE ENGINE STARTED RUNNING ROUGH AND LOOSING POWER. THE A/C MADE A FORCED LANDING ON A FLAT GRASS AREA OFF THE END OF THE RUNWAY. THE LEFT MAIN LANDING GEAR COLLAPSED CAUSING DAMAGE TO BOTH UPPER AND LOWER LEFT WING AND THE TAIL GROUP. 20000501009409A (-23) AIRCRAFT RT WING CONTACTED THE TUNDRA APP. 40 MILES NORTH NORTH WEST OF OTZ. MAY 1, 2000, AT 0530 HRS ENROUTE TO OTZ FROM KIUALINA WHALE CAMP. AIRCRAFT WAS SITED BY A SNOWMOBILE DRIVER AND CALLED IN BY MARINE RADIO, AND THE TROOPERS WERE NOTIFIED AT 1900 HRS ALASKA TIME. A DENSE FOG BANK HAD MOVED INTO THE AREA AND OTZ WAS IMC, WEATHER CONDITIONS. ONE PERSON ON BOARD AND APP. 300LBS OF MUKTUK. THIS ACCIDEN WAS FATAL. PILOT WENT OUT FOR AUTOPSY. NTSB SCOTT FRICKSON WAS ON SCENE. 20000501013369A (-23) ON MAY 1, 2000,AT 1655 HRS PDT, A HIGHES 269C, N5395S AMDE A HARD LANDING AT THE TERMINATION OF AN UNSUCCESSFUL AUTOROTATION POWER RECOVERY AT THE RIALTO MUNICIPAL AIRPORT, RIALTO, CA. THE HELI, OPERATED BY WESTERN OPERATIONS, INC. SUSTAINED SUBSTANTIAL DAMAGE. THE TWO OCCUPANTS, A COMMERCIALLY CERTIFICATED FLIGHT INSTRUCTOR AND HIS STUDENT, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE INSTRUCTIONAL FLIGHT OPERATING UNDER 14 CFR PART 91 OF THE FAR. THE FLIGHT ORIGINATED FROM RIALTO AND NO FLIGHT PLAN WAS FILED. THE STUDENT, WHO ALSO HOLDS AN ATP CERTIFICATE FOR AIRPLANES, COMMERCIAL PILOT CERTIFICATE FOR ROTORCRAFT AND CFI CERTIFICATE FOR AIRPLANES, STATED THAT HE WAS ON THE SECOND FLIGHT OF THE AFTERNOON. HE STATED THAT THESE INSTRUCTIONAL FLIGHTS WERE FOR THE PURPOSE OF OBTAINING HIS ROPTORCRAFT INSTRUCTOR'S CERTIFICATE. HE STATED THAT HE WAS PRACTICING FULL TOUCHDOWN AUTOROTATIONS AND HAD ALREADY SUCCESSFULLY COMPLETED SEVERAL STRAIGHT-IN AUTOS, 90 DEGREE ROTATION THE RELATIVE MOTION OF HIS REFERENCE POINT INDICATED HE WAS GOING TO INITIATE A POWER RECOVERY AND STATES THAT HE INFORMED THE INSTRUCTOR OF THE DECISION THROUGH THE INTERCOM SYSTEM. AT APPROX. 100 FEET HE STATED THAT HE INITIATED A PWER RECOVERY, BUT THE HELI IMPACTED TO THE GROUND. WHEN ASKED, HE STATED THAT THE ROTOR RPM WAS NEVER TOO LOW. NO MECHANICAL MALFUNCTIONS OCCURRED DURING FLIGHT. THE CFI INDICATED TO NTSB AND IN WRITTEN REPORT TO FSDO THAT THE STUDENT WAS HANDLING ALL OF THE FLIGHT CONTROLS DURING A PRACTICE 180 DEGREE FULL TOUCHDOWN AUTOROTATION. HE ESTIMATED APPROX 25 AGL HE NOTICED THAT THE ROTOR RPM WAS AT THE BOTTOM OF THE OPERATING RANGE. HE STATED HE IMMEDIATELY INFORMED THE STUDENT OF THIS THROUGH THE INTERCOM SYSTEM BUT THE HELI CONTINUED FORWARD AND DOWN UNTIL IMPACTING THE GROUND VERY HARD JUST SHORT OF THE PAVED TAXIWAY. (.4) ON MAY 1, 2000, ABOUT 1645 HOURS PACIFIC DAYLIGHT TIME, A HUGHES 269C, N5395S, OPERATED BY WESTERN OPERATIONS, INC., LANDED HARD AT THE (UNCONTROLLED) RIALTO MUNICIPAL AIRPORT, RIALTO, CALIFORNIA. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED, AND THE COMMERCIAL CERTIFICATED FLIGHT INSTRUCTOR (CFI) AND THE STUDENT SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE INSTRUCTIONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND IT ORIGINATED FROM RIALTO ABOUT 160. THE CFI INDICATED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE WAS PROVIDING DUAL INSTRUCTION TO THE STUDENT, AND THE STUDENT WAS HANDLING ALL OF THE ENGINE AND FLIGHT CONTROLS. THE CFI WAS PROVIDING TRAINING TO THE STUDENT WHO WAS A CFI CANDIDATE. THE ACCIDENT OCCURRED DURING A PRACTICE, 180-DEGREE FULL TOUCHDOWN AUTOROTATION, WHEN THE HELICOPTER'S AIRSPEED DECREASED AND THE MAIN ROTOR RPM BECAME TOO LOW. THE CFI INDICATED THAT HE OBSERVED THE LOW RPM INDICATION AND CALLED IT TO THE ATTENTION OF HIS STUDENT, BUT THE STUDENT DID NOT TAKE DECISIVE CORRECTIVE ACTION BY PROMPTLY INITIATING A POWER RECOVERY TO AVOID THE RESULTANT LOW ROTOR RPM FLARE AND HARD TOUCHDOWN. NO MECHANICAL MALFUNCTIONS WERE NOTED. THE STUDENT REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT HE HOLDS AN AIRLINE TRANSPORT PILOT CERTIFICATE WITH BOTH AIRPLANE AND ROTORCRAFT RATINGS. HE ALSO HOLDS A CFI CERTIFICATE FOR AIRPLANES. THE PURPOSE OF THE FLIGHT WAS TO RECEIVE INSTRUCTIONIN FURTHERANCE OF A ROTORCRAFT INSTRUCTOR'S CERTIFICATE. THE STUDENT INDICATED THAT HE COMMENCED THE PRACTICE FULL TOUCHDOWN AUTOROTATION FROM 2,000 FEET MEAN SEA LEVEL (ABOUT 545 ABOVE GROUND LEVEL), AND ABEAM THE DESIRED TAXIWAY TOUCHDOWN POINT. HE STATED THAT, "AS I ROLLED OUT ON FINAL AT 300 FEET (AGL) I WAS LOW." THE STUDENT INDICATED THAT ALTHOUGH HE HAD INITIATED A POWER RECOVERY, THE HELIC 20000501016329I (-23)DURING CRUISE FLIGHT #1 CYLINDER SEPARATED FROM THE ENGINE. AIRCRAFT LOST POWER AND WAS UNABLE TO MAINTAIN ALTITUDE. PILOT DECLARED AN EMERGENCY AND WAS GIVEN VECTORS TO THE NEAREST AIRPORT. PILOT LANDED TWO MILES SHORT OF A PRIVATE AIRPORT. THE ONLY VISABLE DAMAGE TO THE AIRCRAFT WAS A DENT IN THE COWLING DUE TO THE SEPARATED CYLINDER. 20000501016779I (-23) NO NARRATIVE AVAILABLE. 20000501016869I (-23)THE PILOT STATED WHEN HE TOOK OFF AT GREAT FALLS, MONTANA, THE EMERGENCY EXIT WINDOW BLEW OFF. HE THEN RETURNED AND LANDED. HE STATED THAT HE CALLED THE FLIGHT FOLLOWER WHO TOLD HIM TO BRING THE AIRPALNE HOME TO BE REPIRED. HE THEN FLEW THE AIRPLANE TO BILLINGS, MONTANA, WITHOUT THE EMERGENCY EXIT WINDOW INSTALLED. 20000501017969A (.4)DURING AN ON-DEMAND PASSENGER FLIGHT, THE AIRLINE TRANSPORT CERTIFICATED PILOT WAS LANDING A HELICOPTER AT A LAKE GAUGING STATION. THE GAUGING STATION WAS SURROUNDED BY SNOW-COVERED TERRAIN. HIS TWO PASSENGERS WERE CONDUCTING SNOW PACK STUDIES AROUND THE LAKE. FLAT LIGHT CONDITIONS EXISTED AT THE LAKE, AND LIGHT DRIZZLE WAS FALLING. THE PILOT WAS UTILIZING THE GAUGING STATION AS HIS LANDING REFERENCE POINT, BUT DURING THE LANDING APPROACH, HE FLEW PAST THE STATION AND HAD NO OTHER VISUAL REFERENCES. THE SKIDS OF THE HELICOPTER CONTACTED THE SNOW, AND THE PILOT APPLIED UPWARD COLLECTIVE PITCH. HE ATTEMPTED TO STABILIZE THE HELICOPTER IN A HOVER, BUT BEGAN DRIFTING FORWARD AND TO THE LEFT. THE LEFT LANDING GEAR SKID CONTACTED THE SNOW, AND THE HELICOPTER ROLLED ONTO ITS LEFT SIDE. A PASSENGER DESCRIBED THE WEATHER CONDITIONS AT THE LANDING SITE AS THE 'INSIDE OF A PING PONG BALL.' THE PILOT RECOMMENDED ADDITIONAL WHITE-OUT TRAINING AS A WAY TO PREVENT THE ACCIDENT. (-23) PILOT IN COMMAND WAS ATTEMPTING A LANDING TO A WATER GUAGING STATION ON NUKA GLACIER, NEAR BRADLY LAKE AND AT THE LAST MINUTE, JUST PRIOR TO TOUCHDOWN, LOST HIS VISUAL REFERENCE FOR THE LANDING. HE TOUCHED DOWN GOING FORWARD AND LEFT AND THE AIRCRAFT ROLLED ON ITS LEFT SIDE. SUBSTANTIAL DAMAGE. TWO PASSENGERS ON BOARD. NO INJURIES. 20000501019969I (-23) DURING CRUISE FLIGHT AT FL230, RIGHT OUTER WINDSHIELD PANE CRACKED. PILOT DECLARED EMERGENCY AND LANDED AT STP WITHOUT FURTHER INCIDENT. 20000501022669I (-23)PILOT MADE A FLIGHT FROM OAKLAND, CALIFORNIA TO JACKSON, WYOMING, BUT STARTED THE FLIGHT WITH POOR AND INCOMPLETE PREFLIGHT PLANNING. HE FILED NO FLIGHT PLAN, RECEIVED NO STANDARD BRIEFING WHICH WOULD INCLUDE NOTAM INFORMATION CONCERNING AIRPORTS OF USE ON THE FLIGHT PLAN. ENROUTE HE EXPECTED AIRPORT INFORMATION ON THE AWOS FACILITIES WHICH DISSEMINATE ONLY WEATHER INFORMATION. ON HIS APPROACH AND LANDING HE EVIDENTLY DID NOT IDENTIFY THE YELLOW "X"'S AS A CLOSED RUNWAY, NOR RECOGNIZED THE CONSTRUCTION WORKERS IN THE PROXMITY THAT RUNWAY. HIS LANDING ON THE CLOSED RUNWAY WAS AN ENDAGERMENT TO BOTH PERSONS AND PROPERTY. 20000501023429A (.4)THE HELICOPTER HAD BEEN USED FOR FIBER OPTIC CABLE INSTALLATION SUPPORT OPERATIONS EARLIER THAT DAY. THE HELICOPTER LANDED NEXT TO A COMPANY FUEL TRUCK AT A JOB SITE APPROXIMATELY 20 MILES SOUTH-SOUTHEAST OF FARMINGTON, NEW MEXICO, AND APPROXIMATELY 12 MILES WEST-SOUTHWEST OF THE ACCIDENT SITE. THERE THE HELICOPTER WAS REFUELED. THE PILOT TOLD THE DRIVER HE AND HIS PASSENGER WERE RETURNING TO FOUR CORNERS REGIONAL AIRPORT IN FARMINGTON. SHORTLY AFTER IT DEPARTED, AN OILFIELD WORKER, INVESTIGATING THE SOURCE OF A SMOKE PLUME, FOUND THE BURNING WRECKAGE OF THE HELICOPTER AND NOTIFIED AUTHORITIES. A SEVERED STATIC LINE WAS FOUND NEARBY. THE UTILITY COMPANY ESTIMATED THE HEIGHT OF THE STATIC LINE, AT THE POINT WHERE IT WAS SEVERED, TO BE 39 FEET. THE POWER LINES WERE ESTIMATED TO BE 35 FEET ABOVE THE GROUND. A TOXICOLOGICAL SCREEN REVEALED THE PRESENCE OF TETRAHYDROCANNABINOL (MARIJUANA) AND TETRAHYDROCANNABINOL CARBOXYLIC ACID (PRIMARY INACTIVE METABOLITE OF MARIJUANA) IN BLOOD, LUNG, AND BILE. (-23)ON MAY 1, 2000, AT APPROXIMATELY 1810 MST, A MCDONNELL DOUGLAS, HU-369-E HELICOPTER, N1606K, STRUCK A POWER LINE, CRASHED AND BURNED IN A RIVER BED APPROXIMATELY 6 MILES SOUTHEAST OF BLOOMFIELD, NM. THE PILOT AND ONLY PASSENGER ON BOARD WERE FATALLY INJURED. THE FLIGHT WAS OPERATING UNDER PART 91 REGULATIONS. THE FLIGHT WAS CONDUCTED IN VFR CONDITIONS. (.19)ON MAY 1, 2000, APPROXIMATELY 1810 MDT, A MCDONNELL DOUGLAS HELICOPTER 369E, N1606K, REGISTERED TO AND OPERATED BY WINCO, INC., OF MOLALLA, OREGON, STRUCK A POWERLINE AND IMPATCED TERRAIN 6 MILES SOUTH OF BLOOMFIELD, NEW MEXICO. THE COMMERICAL PILOT AND PASSENGER WERE FATALLY INJURED. VISAUL METEORLOGICAL CONDITIONS PREVAILED, AND FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT BEING CONDUCTED UDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT A NEARBY STAGING AREA. ACCORDING TO COMPANY PERSONNEL, THE HELICOPTER AND CREW HAD BEEN SUPPORTING FIBER OPTIC CABLE INSTALLATION OPERATIONS EARILER THAT DAY. THE HELICOPTER LANDED NEXT TO A COMPANY FUEL TRUCK AND WAS REFUELED. THE PILOT TOLD THE DRIVER HE AND HIS PASSENGER WERE RETURNING TO THE [FOUR CORNERS REGIONAL] AIRPORT. SHORTLY THEREAFTER, AN OILFIELD WORKER, INVESIGATED THE SOURCE OF A PLUME OF SMOKE, FOUND THE BURNING WRECKAGE AND NOTIFIED AUTHORITIED. A SEVERED POWER LINE WAS FOUND NEARBY. 20000502011079A (-23) THE PILOT AND HIS PASSENGER, WHO IS ALSO A PILOT, STATED THAT WHILE JUST NEARING TOWCHDOWN THEY ENCOUNTERED A THERMAL THAT LIFTED THEM BACK UP INTO THE AIR ABOUT TEN FEET. THE PILOT STATED THAT HE ADDED FULL POWER TO RECOVER, BUT IT WAS NOT SUFFICIENT ENOUGH TO AVOID TOUCHING DOWN JUST TO THE SIDE OF THE RUNWAY. THERE IS A SANDY SOIL BESIDE THE RUNWAY, THE MAIN WHEELS DUG IN SLIGHTLY, AND THE RIGHT MAIN GEAR AXLE AND WHEEL BROKE OFF THE FIBERGLASS LANDING GEAR LEG. POST ACCIDENT INVESTIGAION FOUND THAT THE RIGHT LANDING GEAR LEG HAD PRIOR OVERHEAT DAMAGE FROM A HOT BRAKE DISC AND HAD BEEN IMPROPERLY REPAIRED, IT HAD BEEN REHEATED TO STRAIGHTEN IT THAT SEVERLY WEAKENED THE COMPOSITE MATERIAL. (.4) ON MAY 2, 2000, AT 1435 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL FOX LONG EZ, N7FS, WAS SUBSTANTIALLY DAMAGED DURING A MAIN LANDING GEAR COLLAPSE ON LANDING AT FALLON MUNICIPAL AIRPORT, FALLON, NEVADA. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, WHICH WAS OPERATED BY MOUNTAIN WEST EQUITIES, INC., UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM TRUCKEE, CALIFOR NIA, EXACT TIME UNKNOWN, AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR THAT HIS APPROACH TO RUNWAY 21 (5,703 FEET X 75 FEET) WAS NORMAL. THE SURFACE WIND WAS APPROXIMATELY FROM 260 DEGREES AT 15 KNOTS. AFTER TOUCHING DOWN NEAR THE THRESHOLD ON THE MAIN LANDING GEAR, THE AIRCRAFT LIFTED OFF THE RUNWAY TO A HEIGHT OF 20-25 FEET AGL AND DRIFTED LATERALLY OFF THE RUNWAY. THE PILOT INITIATED A GO-AROUND AND ATTEMPTED TO CORRECT THE FLIGHT PATH BACK OVER THE RUNWAY; HOWEVER, THE AIRCRAFT TOUCHED DOWN A SECOND TIME IN SOFT SAND OFF THE RUNWAY SHOULDER AND THE MAIN GEAR COLLAPSED. THE AIRCRAFT THEN SKIDDED DOWN THE RUNWAY ON ITS BELLY. IN A LATER REPORT TO THE SAME FAA INSPECTOR, THE PILOT SPECULATED THAT THE ACCIDENT WAS, IN PART, ATTRIBUTABLE TO AN EARLIER, IMPROPER REPAIR OF THE FIBERGLASS MAIN LANDING GEAR LEG THAT LEFT THE LEG IN A WEAKENED CONDITION. ACCORDING TO THE PILOT, SHORTLY AFTER HE ACQUIRED THE AIRCRAFT FROM THE PREVIOUS OWNER, HE NOTED THAT THE RIGHT-HAND MAIN GEAR LEG WAS DEFORMED OUTWARD; A DISCREPANCY ATTRIBUTED TO BRAKE OVERHEATING AND WEAKENING OF THE FIBERGLASS LEG. THE DEFORMED GEAR LEG HAD BEEN REHEATED AND REALIGNED BY A PERSON WHO REPRESENTED TO THE PILOT THAT HE WAS AN EXPERT IN FIBERGLASS REPAIRS. AFTER THE ACCIDENT, A DIFFERENT MECHANIC TOLD HIM THAT THIS REHEATING WEAKENED THE FIBERGLASS TO THE EXTENT THAT IT FAILED PREMATURELY DURING HIS OFF-RUNWAY TOUCHDOWN. 20000502011399A (-23) ON MAY 3, 2000, AT 1913 EST, A CESSNA CITATION 501, N56LW, OWNED AND OPERATED BY^PRIVACY DATA OMITTED^ LANDED ON RUNWAY 18R AT THE ORLANDO INTERNATIONAL AIRPORT NEAR ORLANDO, FLORIDA. DURING THE LANDING ROLL OUT THE RIGHT MAIN LANDING GEAR COLLAPSED CAUSING SUBSTANTIAL DAMAGE TO THE RIGHT WING OF THE AIRPLANE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN HAD BEEN FILED. NEITHER THE PILOT OR PASSENGER WERE INJURED. THE PILOT,^PRIVACY DATA OMITTED^ HOLDS A PRIVATE PILOT CERTIFICATE WITH AN INSTRUMENT RATING AND A CESSNA 500 TYPE RATING. HIS CERTIFICATE NUMBER 455724438. THE PERSONAL FLIGHT ORIGINATED AT THE LEESBURG AIRPORT, LEESBURG, FLORIDA ON MAY 2, 2000, AT APPROXIMATELY 1840 EDT. (.4) ON MAY 2, 2000, AT 1913 EASTERN DAYLIGHT TIME. A CESSNA 501, CITATION, N56LW, LANDED WITH THE RIGHT MAIN LANDING GEAR PARTIALLY EXTENDED ON RUNWAY 18 AT THE ORLANDO INTERNATIONAL AIRPORT, IN ORLANDO, FLORIDA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PR IVATE PILOT AND HIS PASSENGER WERE NOT INJURED. THE FLIGHT DEPARTED LEESBURG, FLORIDA AT 1850. ACCORDING TO THE PILOT, WHILE ENROUTE TO LAND HE SILENCED THE LANDING GEAR WARNING HORN AND FORGOT TO LOWER THE LANDING GEAR. JUST PRIOR TO THE TOUCHDOWN, THE PILOT ATTEMPTED TO LOWER THE LANDING GEAR. THE AIRPLANE TOUCHED DOWN WITH THE LANDING GEAR IN TRANSIT, AND THE RIGHT LANDINGG EAR COLLAPSED. THE AIRPLANE SKIDDED APPROX. 2500 FEET ON THE RUNWAY SURFACE BEFORE COMING TO A COMPLETE STOP ON THE RUNWAY. THE RIGHT WING ASSEMBLY RECEIVED STRUCTURAL DAMAGE AND LEAKED JET FUEL FROM THE BOTTOM SIDE OF THE RIGHT WING ASSEMBLY. THE EXAMINATION AND THE FUNCTIONAL CHECK OF THE AIRPLANE FAILED TO DISCLOSE A MECHANICAL PROBLEM WITH THE LANDING GEAR EXTENSION AND RETRACTION SYSTEM. THE PILOT ALSO DID NOT REPORT A MECHANICAL PROBLEM WITH THE AIRPLANE. REPORTEDLY, THE PILOT STATED HE FORGOT TO LOWER THE LANDING GEAR, AS INSTRUCTED IN THE NORMAL PRE-LANDING CHECKLIST. 20000502016009I (-23) ON MAY 2, 2000, A MOONEY M20K OWNED BY POLLARD AIRCRAFT SALES, PILOTED BY ^PRIVACY DATA^, EXPERIENCED SMOKE IN THE COCKPIT SHORTLY AFTER TAKEOFF, MADE AN EMERGENCY LANDING BACK ON THE AIRPORT DURING A PART 91 FLIGHT. VFR FLIGHT CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT'S LANDING GEAR DID NOT LOCK IN THE DOWN POSITION CAUSING MINOR DAMAGE. THE PILOT AND PASSENGER RECEIVED NO INJURIES. THE PILOT HOLDS A COMMERICAL PILOT CERTIFICATE, NUMBER ^PRIVACY D^. THE FLIGHT ORIGINATED AT NORTHWEST REGIONAL (52F) ON MAY 2, 2000 AT 1300. 20000502016059I (-23)PILOT LANDED RUNWAY 36L, LOST DIRECTIONAL CONTROL OF AIRCRAFT. AIRCRAFT SKIDDED DOWN THE RUNWAY ON THE RIGHT MAIN GEAR. THE BOLTS ATTACHING THE AXLE TO THE STRUT BROKE, ALLOWING THE RIGHT WHEEL TO COME OFF. THERE WAS NO DAMAGE TO THE STRUT. 20000502016859I (-23)WHILE CRUISING AT 2,200 FEET, JUST SHOUT OF THE ROBERT MOSES BEACH MONUMENT NEAR BABYLON, NY, ^PRIVACY DAT^ STATED THE AIRCRAFT'S ENGIEN BEGAN TO RUN ROUGH. ^PRIVACY DAT^ STATED HE THEN CALLED RUBLIC AIRPORT (FRG) TOWER, STATED HIS SITUATION AND TURNED NORTH TOWARDS THE AIRPORT TO LAND. ^PRIVACY DAT^ STATED APPROXIMATELY SEVEN MILES SOUTHEAST OF REPULIC AIRPORT, THE ENGINE RPM DETERIORATED TO APPROXIMATELY 1,200 RPM AND ^PRIVACY DAT^ DECIDED HE DID NOT WANT TO RISK FLYING OVER A DENSLY POPULATED AREA. ^PRIVACY DAT^ TURNED THE AIRCRAFT SOUTHBOUND AND LANDED THE AIRCRAFT ON VEDAR BEACH, A SECTION OF TOBAY BEACH IN THE BABYLON, MY TOWNSHIP. ^PRIVACY DAT^ LANDED THE AIRCRAFT ON THE BEACH WITHOUT INCIDENT. ^PRIVACY DAT^ HAD AN A&P MECHANIC WITH HIM, ^PRIVACY DATA OMITTED^ STATED THAT AFTER LANDING, THEY CHECKED THE CYLINDERS AND THE LEFT BANK APPEARED TO BE MUCH COOLER THAT THE RIGHT BANK OF CYLINDERS. ^PRIVACY DAT^ SUSPECTED A PROBLEM WITH THE ENGINES VALVES. 20000502019559I (-23)WHILE ENROUTE FROM PORTSMOUTH, MA TO PITTSBURGH, PA OVER ALBANY, PA, THE #3 STARTER VALVE LIGHT ILLUMINATED. THE POWER REDUCED AND THE LIGHT WENT OUT. AFTER A SHORT TIME THE LIGHT ILLUMINATED AGAIN. THE PILOT SHUT DOWN #3 ENGINE, AND DECLARED AN EMERGENCY AND CONTINUED TO PIT. THE AIRCRAFT LANDED AT PIT ON RUNWAY 32 AND TAXIED TO THE RAMP WITH OUT INCIDENT. PAN-AMERICAN MAINTENANCE PERSONNEL TROUBLE SHOOT THE SYSTEM AND REPLACED THE #3 STARTER VALVE AND THE STARTER. THE AIRCRAFT WAS RETURNED TO SERIVCE THE NEST DAY. 20000502019679I (-23) DURING LANDING ROLLOUT, PILOT ATTEMPTED TO SELECT FLAPS UP AND BY MISTAKE SELECTED GEAR HANDLE UP. PILOT IMMEDIATELY RECOGNIZED MISTAKE AND SELECTED GEAR DOWN WHEN LEFT MAIN GEAR STARTED TO RETRACT. AIRCRAFT DEPARTED LEFT SIDE OF RUNWAY. 20000502019729I (-23) ON MAY 2, 2000, A LOCKHEED L-1011, N161AT REGISTERED AND OPERATED BY AMERICAN TRANS AIR, INC., DEPARTED FROM BALTIMORE, MARYLAND AIRPORT, (BWI) TO FAIRBANKS, ALASKA AIRPORT, (FAI). DURING THE CRUISE, THE NUMBER 2 ENGINE EXPERIENCED OIL LOSS, THE CREW DECIDED TO SHUTDOWN THE ENGINE. THE PILOT DIVERTED TO INDIANAPOLIS, INDIANA (IND) AND LANDED WITHOUT FURTHER INCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A IFR FLIGHT PLAN WAS FILED. MAINTENANCE PERSONNEL FOUND THE INTEGRATED DRIVE GENERATOR LEAKING. THE 06 MODULE WAS REPLACED PER INSTRUCTIONS IN THE MAINTENANCE MANUAL AND NO LEAKS WERE NOTED DURING THE TEST. THIS INCIDENT IS CONSIDERED CLOSED. 20000502023119I (-23)^PRIVACY DATA OMITTED^ 20000502023469A (.4)THE PILOT STATED THAT THE APPROACH TO LAND ON RUNWAY 17 WAS NORMAL UNTIL THE AIRPLANE WAS OVER THE NUMBERS, THEN THE AIRPLANE ABRUPTLY DESCENDED AND COLLIDED WITH THE RUNWAY. THE PILOT REPORTED THAT THE AIRPLANE BOUNCED TWICE ON THE RUNWAY, THEN THE PROPELLER STRUCK THE RUNWAY AND THE AIRPLANE NOSED OVER. THE PILOT DID NOT REPORT ANY MECHANICAL MALFUNCTIONS OR COMPONENT FAILURES WITH THE AIRPLANE. (-23)AIRCRAFT LANDED HARD ON RUNWAY 17, BOUNCED TWICE AND FINALLY LANDED ON NOSE WHEEL, BRAKE IT OFF, AIRCRAFT FLIPPED OVER AND CAME TO REST UPSIDE DOWN. PASSENGER BROKE RIGHT PASSENGER WINDOW AND EXITED AIRCRAFT PULLING PILOT OUT. PILOT OBTAINED MINOR INJURIES. 20000502033179I (-23)ON TUESDAY, MAY 2, 2000, DURING DESCENT INTO BUFFALO NIAGARA INTERNATIONAL AIRPORT, THE CREW NOTICED THE ODOR OF ELECTRICAL SMOKE IN TH COCKPIT. THEY DECLARED AN EMERGENCY, BRIEFED THE FLIGHT ATTENDANTS AND LANDED WITHOUT INCIDENT. FLIGHT 1840 THEN TAXIED TO THE GATE AND DEPLANNED THE PASSENGERS. CONTRACT MAINTENANCE WAS SUMMONED AND FOUND A BURNED WIRE RUNNING BETWEEN THE OVERHEAD LIGHT AND THE RHEOSTAT CONTROLLING THE MAP LIGHT. MAINTENANCE PULLED AND COLLARED THE C/B AND REMOVED THE BURNED WIRE. THE LIGHT WAS PUT ON MEL-33-1, PLACARD #683317. THIS INCIDENT IS CONSIDERED CLOSED. 20000502033659I (-23)THE EVENING OF MAY 2, 2000 ^PRIVACY DATA^ WAS CONDUCTING AN INITIAL AIRCRAFT CHECKOUT WITH ^PRIVACY DATA OMITTED^ AT THE ST.CHARLES SMART AIRFIELD. DURING ONE OF MULTIPLE TOUCH AND GO'S ^PRIVACY DATA^ELECTED TO HAVE ^PRIVACY DATA^ CONDUCT A NO-FLAP APPROACH. ON FINAL CROSSING THE THRESHOLD, BOTH PILOTS NOTICED THAT THE AIRSPEED WAS HIGH AND THE THROTTLE WAS AT IDLE. ^PRIVACY DATA^ REACHED FOR THE FLAPS BUT REMEMBERED HE WAS DOING A NO-FLAP AND DIDN'T THINK TWICE ABOUT THE GEAR. ^PRIVACY DATA^ WAS DOING A LOT OF COACHING AND IT WASN'T UNTIL THE TAIL STARTED DRAGGING THE RUNWAY THAT EITHER PILOT REMEMBERED THE GEAR. ALL AIRCRAFT SYSTEMS WERE FUNCTIONING NORMALLY AND THE GEAR WARNING HORN WAS GOING OFF AS THE AIRCRAFT WAS SKIDDING DOWN THE RUNWAY. 20000502036429A (-23) PILOT DEPARTED RUNWAY 27 WITH 2 PASSENGERS ON BOARD. AIRCRAFT CRASHED IN FIELD SHORTLY AFTER TAKEOFF. AIRCRAFT WAS DESTROYED BY FIRE. PILOT AND PASSENGER FATAL. 20000502036979A (-23) ON MAY 2, 2000, AT 10:20 CDST A (AMERATEUR BUILT AIRCRAFT) KITFOX IV,N4956, IMPACTED A TREE AFTER LANDING AT A PRIVATE AIR FIELD AT 2588 HIGHWAY GG OSHKOSH, WI. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND HIS PASSENGER REPORTED ONLY MINOR INJURIES.THE FLIGNT WAS ON A PERSONAL FLIGHT CONDUCTED UNDER CFR PART 91 RULES AND VISUAL METEOROLOGICAL CONDITIONS. A FLIGHT PLAN WAS NOT FILED.THE FLIGHT ORIGINATED AT THE OWNER'S PRIVATE STRIP WITH THE INTENT TO PRACTICE TAKE-OFF AND LANDINGS AT SEVERAL GRASS STRIPS. 20000503004459A (.23) STUDENT PRACTICING AUTOROTATION IN TOP 1/2 OF THE AUTOROTATION AT 1000AGL, MR. SAMPSON THROTTLED BACK AND THE ENGINE DIED. MR. SAMPSON WENT TO FULL AUTOROTATION AND BROUGHT THE CRAFT DOWN ON A SOFT LANDING SITE, THE SKIDS DID NOT SLIDE. THE HELICOPTER TIPPED ON IT'S SIDE AND THE ROTOR BLADES CHOPPED OFF THE TAIL BOOM. 20000503020009I (-23) PILOT WAS MANEUVERING ON LEE SIDE OF MOUNTAIN AT 3800 FEET ABOVE SEA LEVEL WITH GUSTY AND TURBULENT WINDS, TRACKING CARIBOU FOR FISH AND GAME. AIRCRAFT ENTERED A DOWN DRAFT. DURING RECOVERY THE HELICOPTER STRUCK ROCKS, WHICH SHEARED OFF THE LANDING GEAR SKIDS. PILOT LANDED THE AIRCRAFT ON ITS BELLY IN THE TUNDRA FOR DAMAGE ASSESSMENT. 20000503020399I (-23)MECHANIC WAS REPOSITINING AN AIRCRAFT, N69RP, TO THE SIGNATUR SOUTH FBO. APPROACHING RUNWAY 31L ATC INSTRUCTED HIM TO HOLD SHORT. AFTER 4-5 MINUTES HE REQUESTED TO CROSS RUNWAY 31L. ATC INSTRUCTED HIM TO CONTINUE HOLDING, MECHANIC READ BACK "CROSS RUNWAY 31L". ATC FAILED TO DETECT INCORRECT READ BACK INSTRUCTIONS. DIRECTOR OF OPERATIONS INFORMED THE POI ON 4/28/00 OF N69RP ACTIONS. ASW 250 OFFICIAL NOTIFICATION RECEIVED IN THE OFFICE ON 5/2/00. DIRECTOR OF OPERATIONS COUNSELED MECHANIC REGARDING "HOLD SHORT" INSTRUCTIONS. ^PRIVACY DATA OMITTED^ 20000503022389I (-23)FAILURE OF THE RIGHT MAIN GEAR BRAKE ASSEMBLY CAUSED THE PILOT TO LOSE STEERING CONTROL DURING TAXI. THE NOSE WHEEL STEERING CONTROL WAS LISTED INOPERATIVE IN ACCORDANACE WITH THE MINIMUM EQUIPMENT LIST AS THE TIME OF THE INCIDENT. 20000503033649I (-23)DELTA FLIGHT 555, MD-80, LANDED AT SHREVEPORT REGIONAL, TAXING IN AFTER LANDING, TURNED TOO SHARP OFF TAXIWAY TO RAMP AND THE NOSE GEAR AND LEFT MAIN LANDING GEAR BECAME STUCK IN THE MUD. ANOTHER AIRCARRIER WAS TAXING OUT, SO THE CAPTAIN OF FLIGHT 555 TURNED HIS TAXI LIGHTS OFF TO KEEP FROM BLINDING THE UPS PILOT. THE TAXIWAY EDGE LIGHTS WERE INOPERATIVE DUE TO A LIGHTING STRIKE. 20000503034349I (-23)ON MAY 3, 2000, N5104X LANDED GEAR UP AT SAN MANUAL, ARIZONA. THE PILOT STATED THAT HE AHD JUST BOUGHT THE AIRCRAFT AND WAS ON A TEST FLIGHT WHEN THE RIGHT GEAR WOULD NOT EXTEND. SUBSEQUENT INVESTIGATION REVEALED THAT A STRUT EXTENSION KEEPER HAD FALLEN OFF THE RIGHT GEAR CAUSING THE STRUT TO EXTEND TOO FAR AND JAMMING IN THE WHEEL WELL. THE PLANE EXPERIENCED MINOR DAMAGE TO THE PROPELLER AND BELLY UNDERSIDE. 20000503035329I (-23)THE HELICOPTER HAD BEEN CLEARED FOR TAKE OFF AT KISSIMMEE AIRPORT AND WAS AIRBORNE AT A LOW ALTITUDE WHEN THE PILOT NOTICED THA THE ROTOR RPM TACHOMETER WAS INDICATING 110% WHICH WAS ABOVE THE UPPER LIMIT. THE PILOT ASSUMED HE HAD A GOVERNOR FAILURE (AFTER THE LANDING AND CONSIDERING ALL THE POSSIBILITIES, THE PILOT STATED THE PROBLEM MIGHT HAVE BEEN TACHOMETER FAILURE. THE PILOT DECIDED TO LAND THE AIRCRAFT IMMEDIATELY ABD PERFORMED A RUNNING LANDING ONTO A LARGE GRASSY AREA ON THE EAST SIDE OF THE AIRPORT. THIS GRASSY AREA WAS NOT SMOOTH AND HAD SEVERAL DITCHES RUNNING ACROSS IT. THE PILOT STATED THAT THE HELICOPTER BOUNCED INTO THE AIR AFTER THE FIRST CONTACT WITH THE GROUND. THE SECOND LANDING ATTEMPT WAS SUCCESSFUL. (NOTE THAT THE HELICOPTER STILL HAD FORWARD SPEED DURING THE LANDING ATTEMPTS.) WHILE THE HELICOPTER WAS SLIDING TO A STOP, THE MAIN ROTOR BLADE OR BLADES STRUCK THE TAIL BOOM SLICING ITS UPPER PORTION. THE PILOT STATED THAT HE DID NOT REMEMBER HIS EXACT CONTROL INPUTS DURING ROLL OUT. DAMAGE WAS MINOR. THE HELICOPTER MANUFACTURER, ROBINSON HELICOPTER COMPANY, HAS PROMISED FULL COOPERATION AND WILL INFORMED US OF THE RESULTS OF THE TACHOMETER AND TA IL BOOM INSPECTION. 20000503036839A (-23) MARTIN BEVING PIC AND SOLE OCCUOANT IN A HU-269C HELICOPTER, WAS ATTEMPTING TO LAND AND TERMINATE A LOCAL FLIGHT AT THE ABERDEEN AIRPORT. DURING THE LANDING, HE DEVELOPED OR EXPERIENCED CONDITIONS THAT RESULTED IN GROUND RESONANCE WHICH RESULTED IN THE HELICOPTER TO SELF-DESTRUCT. PILOT RECEIVED NO INJURIES. 20000504007009A (-23) ON MAY 4, 2000, AT 1300 EDT, A CESSNA 152 N92995, OPERATED BY THE CONAIR AVIATION ACADEMY, AND PILOTED BY MR. LUIS LOURO, STRUCK THE WING TIP ON A FENCE POST WHILE TAXIING TO THE RUNUP AREA AT THE END OF THE PARKING RAMP. THE A/C RECEIVED SUBSTANTIAL DAMAGE TO THE LEFT WING. NEITHER THE STUDENT PILOT NOR THE FLIGHT INSTRUCTOR WERE INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR, MR. LUIS LOURO, HOLDS A FLIGHT INSTRUCTOR AND COMMERCIAL PILOT CERTIFICATE NUMBER 188627571. THE TRAINING FLIGHT WAS TAXIING OUT FOR A LOCAL FLIGHT BUT DOD NOT GET TO THE RUNWAY FOR TAKEOFF. THE LESSON WAS TERMINATED PRIOR TO FLIGHT. 20000504008939A (-23) PILOT REPORTED ENGINE FAILURE AND ATTEMPTED TO LAND IN A FIELD. A/C FLIPPED OVER ON ITS BACK BECAUSE OF SOFT TERRAIN AND SUSTAINED SUBSTANTIAL DAMAGE TO THE WINGS AND EMPENANGE. PILOT ESCAPED INJURY. PRELIMINARY INVESTIGATION REVEALED A FAILED #3 ENGINE CYLINDER EXHAUST VALVE PUSHROD. 20000504013599A (-23) PILOT APPROACHED LANDING AREA WITH VERY AGGRESSIVE MANEUVER WITH PEDAL TURN, POP HEARD, AIRCRAFT HIT GROUND VERY HARD AND STARTED BREAKING UP. UPON COMING TO A REST, AIRCRAFT CAUGHT FIRE, 3 FATALITIES, AND 3 SURVIVORS. POSSIBLE ENGINE FAILURE AND UNSUCCESSFUL AUTOROTATION. AIRCRAFT OVERGROSSED OUT OF GROUND EFFEDT (OGE) AND BARELY OUT OF LIMITS IN GROUND EFFECT (IGE). MAX WEIGHT AS PER CHARTS IN FM 3700 LBS (OBE) ACTUAL WEIGHT 4066.2 LBS, MAX WEIGHT AS PER CHARTS IN FM 4015 LBS (IGE), ACTUAL WEIGHT 4066.2 LBS. 20000504016029I PILOT STATED THAT HE LOWERED THE LANDING GEAR AND THAT BOTH HE AND HIS FRONT SEAT PASSENGER OBSERVED A GREEN LIGHT. THE RIGHT LANDING GEAR DID NOT EXTEND OUT OF THE WHEEL WELL. THE STRUCTURAL DAMAGE TO THE AIRCRAFT WAS NOT SUBSTANCIAL. THE INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. 20000504016729I (-23)ON MAY 4, 2000 AT APPROXIAMTELY 0615 AM, A/C N148ES WITH ^PRIVACY DATA OMITTED^ AS PILOT IN COMMAND DEPARTED VIEQUES TOWARD ST. CRIOX. FLIGHT WAS #901, WITH TWO PASSENGERS ON BOARD. PIC VIOLATED RESTRICTED AIRSPACE 7104. INFORMATION FROM IFSS STATES R7104 HAD BEEN ACTIVATED OFFICAIALLY ON THIS DAY 05/24/00 AT 0900 Z. PRIOR TO THIS DAY THE AIRSPACE WAS ISSUED ON 12/4/99 AND SECOND NOTAM WAS ISSUED ON 1/1/2000 ACTIVATED THIS AREA. NAVY RADAR CLEARLY SHOWS A/C INVADING RESTRICTED AREA TWICE. EYEWITNESS STATEMENTS FROM U.S. NAVAL STATION AT ROSSEVELT ROADS, OBSERVED A/C OVER CAMP GARCIA WHERE CITIZENS WERE IN PROTEST. CROWED CHEERED AT A/C AND AIRCRAFT DIPPED ITS WINGS CIRCLING AROUND AND AGAIN FLYIGN OVER THE CROWD. 20000504020149I (-23)INCIDENT #IEA0300094 20000504022369I (-23)ACCORDING TO THE CREW WHILE TAKING OFF ON RUNWAY 34 AT 60 KNOTS THE A IRCRAFT WAS HIT WITH A GUST OF WIND AND VEERED 20 DEGREES TO THE LEFT EXITING THE RUNWAY AND BECOMING AIRBORNE. THE AIRCRAFT THEN TOUCHED DOWN IN THE SAND IN ROUGH TERRAIN. THEY STATED THAT THE AIRCRAFT WAS ON THE GROUND FOR THREE TO FOUR SECONDS HITTING RUTS UNTIL FINALLY BECOMING AIRBORNE AGAIN. THE FOLLOWING DAY AN FAA INSPECTOR ON SCENE OBSERVED THE LANDING GEAR TRACKS IN THE SAND TRAVELING 1500 FEET FROM THE RUNWAY DEPARTURE POINT. THE CREW CONTINUED THE TAKEOFF AND FAILED TO REPORT THE EVENT AT THEIR DESTINATION. A PANEL AT THE TAIL SKID WAS LATER FOUND BROKEN AND ON MAY 10, 2000, DURING A SCHEDULED INSPECTION, THE 32 ENGINE INBOARD MOUNT LONGERON WAS FOUND BROKEN. 20000505006739A (-23) DURING TAKEOFF ON RUNWAY 34 AT 25 KNOTS, THE AIRCRAFT WAS HIT BY STRONG WIND GUSTS. WINDS WERE FROM 210 TO 250 DEGREES GUSTING TO 15 KNOTS AMPLIFIED BY HIGH BLUFFS IN THE IMMEDIATE AREA. AT 240 FEET INTO THE TAKEOFF ROLL THE AIRCRAFT SWERVED TO THE RIGHT SIDE OF THE RUNWAY WITH THE WHEEL 12 TO 18 INCHES OFF THE EDGE. AT 315 FEET IT THEN SWERVED ABRUPTLY TO THE LEFT SKIDDING ACROSS THE RUNWAY AT A 45 DEGREE ANGLE. AT 354 FEET THE AIRCRAFT EXITED THE LEFT SIDE OF THE RUNWAY. AFTER 42 FEET THROUGH THE OPEN TERRAIN THE AIRCRAFT CAME TO REST AFTER HITTING A DIRT BERM SHEARING THE NOSE LANDING GEAR AND DAMAGING THE NOSE SECTION AND RIGHT WING. THE AIRCRAFT TRAVELED A TOTAL OF 425 FEET FROM IT'S TAKEOFF POINT AND 30 FEET FROM THE LEFT SIDE OF THE RUNWAY. (.4)THE FLIGHT WAS DEPARTING RUNWAY 34 (4,000 FT. X 75 FT., DIRT). ACCORDING TO THE OPERATOR, THE AIRPLANE ENCOUNTERED 'WIND SHEAR' FROM THE RIGHT AND THEN FROM THE LEFT. THE TAKEOFF WAS ABORTED. DIRECTIONAL CONTROL WAS LOST AND THE AIRPLANE VEERED LEFT AND HIT A DIRT BERM. WINDS WERE REPORTED TO BE FROM 210 DEGREES AT 10 KNOTS, WITH GUSTS TO 20 KNOTS. 20000505007339A (-23) ON MAY 5, 2000, AT 1030 HOURS PDT, A BEECH 65-90, N32229, BECAM ENTANGLED WITH A DEPLOYED PARACHUTE NORTH OF CHINA LAKE, CALIFORNIA. THE AIRCRAFT SUBSTAINED SUBSTANTIAL DAMAGE AND ONE CREWMEMBER RECEIVED SERIOUS INJURIES. THE PILOT, CO-PILOT, AND SECOND CREWMEMBER WERE NOT INJURED. THE AIRCRAFT WAS BEING OPERATED AS A PUBLIC-USE FLIGHT BY AEROSPACE EQUIPMENT RESEARCH ORGANIZATION, UNDER 14 CFR PART 91 AT THE TIME OF THE ACCIDENT. THE FLIGHT ORIGINATED FROM ARMITAGE FIELD, NAVAL AIR WARFARE CENTER, CHINA LAKE, CALIFORNIA, ABOUT 1000. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AMD A MILITARY VFR FLIGHT PLAN WAS FILED. THE ACCIDENT SEQUENCE WAS FILMED BY SEVERAL VIDEO CAMERAS FROM DIFFERENT ANGLES AND PERSPECTIVES, AND SAFETY BOARD INVESTIGATORS REVIEWED THE FOOTAGE. THE CREW WAS IN THE PROCESS IF CONDUCTING AN EXPERIMENTAL PARACHUTE TEST WITH A 331-POUND ANTHROPOMORPHIC DUMMY THAT WAS RIGGED WITH A MAIN AND RESERVE PARACHUTE. WHILE STABILIZED AT 200,000 FEET MSL AND 180 KNOTS, THE TWO CREWMEMBERS IN THE BACK OF THE AIRCRAFT POSITIONED THE DUMMY AT THE OPEN CABIN DOOR. THE STATIC LINE WAS ATTACHED TO A RING THAT, IN TURN. WAS SECURED BY A LINE TO THE LEFT OUT BOARD SEAT TRACK, ABOUT 1-FOOT FORWARD OF THE DOORWAY. ONE CREWMEMBER CROUCHED BEHIND THE DUMMY WHILE THE SECOND KNELT JUST FOWARD OF THE OPEN DOOR WITH HIS HANDS ON THE STATIC LINE. AS THE DUMMY CLEARDED THE DOORWAY, THE PILOT CHUTE FROM THE MAIN PARACHUTE DEPLOYED. THIS WAS IMMEDIATELY FOLLOWED BY THE DEPLOYMENT OF THE DROGUE CHUTE. THE DROGUE CHUTE CLEARED THE TOP OF THE LEFT HORIZONTAL STABILIZER WHILE THE DUMMY FELL BELOW. INITIALLY, THE DUMMY TRAILED BEHIND THE LEFT ELEVATOR BUT AS THE DROGUE CHUTE FULLY INFLATED, THE DUMMY WAS DRAWN BACK UNDERNEATH THE HORIZONTAL STABILIZER. AS THE OSCILLATIONS INCREASED IN MAGNITUDE, THE STABILIZER BEGAN TO SEPARATING AT ABOUT MIDSPAN, FOLDING BACK ON TOP OF ITSELF. AT NEARLY THE SAME MOMENT, THE SOFT LINK FOR THE DEPLOYMENT OF THE MAIN PARACHUTE SEPARATED AND THE CHUTE DEPLOYED. ALMOST SIMULTANEOUSLY, THE DROGUE CHUTE LINES SPARATED AND THE DUMMY FELL FREELY FROM THE AIRCRAFT AS THE MAIN CANOPY OPENED. AS THE DUMMY BECAME ENTANGLED ON THE LEFT HORIZONTAL STABILIZER, THE AIRCRAFT MADE AN UNCOMMANDED NOSEOVER INTO A NEGATIVE G ARC. THE CROUCHING CREWMEMBER WAS THROWN ABOUT THE CABIN WHILE THE KNEELING CREWMEMBER HELD ONTO THE STATI C LINE. AS THE DUMMY FELL AWAY, THE AIRCRAFT PITCHED UP AND BEGAN AN UNCOMMANDED ROLL TO THE RIGHT, STOPPING IN A FULLY INVERTED ATTITUDE. THE AIRCRAFT INITIALLY NOSED FORWARD AND THEN BEGAN A SLOW ROLL TO THE LEFT, STABILIZING IN LEVEL ATTITUDE. THE PILOT THEN RETURNED TO THE AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. AN INSPECTION OF THE AIRCRAFT AFTER THE ACCIDENT REVEALED THAT THE STATIC LINE HAD BEEN SHORTENED FROM 14 FEET 6 INCHES TO 7 FEET 9 INCHES. MEASUREMENTS FROM THE STATIC LINE ATTACHMENT POINT FURTHER REVEALED THAT THE STATIC LINE WAS IN TENSION WITH THE DUMMY IN THE AIRCRAFT DOORWAY. THE INSTALLATION AVIATION SAFETY OFFICER HAD BEEN INFORMED BY TEST PERSONNEL THAT THE STATIC LINE HAD BEEN INTENTIONALLY SHORTED. THIS WAS DUE TO AN INCIDENT DURING A PREVIOUS TEST IN WHICH A PIN AT THE END OF THE STATIC LINE HAD BECOME LODGED IN THE LEFT ELEVATOR HINGE. 20000505016959I (-23)ON 05/05/2000 BOEING TGFEC EXPERIENCED A PARTIAL POWER LOSS. WHILE ON APPROACH TO SILVER SPRINGS AIRPORT THE AIRCRAFT STRUCK POWER LINES WITH THE TAIL WHEEL. THE AIRCRAFT LANDED ON THE ROAD WITHOUT INCIDENT. IT WAS DETERMINED THAT THE RIGHT MAGNETO HAD INTERNAL ARCING THAT CAUSED THE LOSS OF POWER. THE MAGNETO WAS REPAIRED AND THE AIRCRAFT CONTINUED ON TO CANADA. 20000505016999I (-23)THE PILOT HAD A LONG AND ROUGH FLIGHT FORM COEUR D'ALENE, IDAHO, TO MATHER FIELD SACRAMENTO. ON LANDING, THE PILOT FORGOT TO LOWER THE LANDING GEAR, WHICH RESULTED IN A GEAR UP LANDING. THE AIRPLANE CAME TO STOP ON THE RUNWAY WITH MINOR DAMAGE, AND NO INJURIES TO THE PILOT. 20000505017439A (.4)AS THE AIRPLANE TOOK OFF, CONTROLLERS NOTICED THE LANDING GEAR DID NOT RETRACT FULLY AND ADVISED THE PILOT, BUT HE DID NOT ACKNOWLEDGE THE ADVISORY. THE AIRPLANE ENTERED A LEFT TRAFFIC PATTERN FOR RUNWAY 8, THEN MADE 'STEEP TURNS' TO ENTER A RIGHT BASE LEG AND FINAL APPROACH TO RUNWAY 8. IT BEGAN 'ROCKING BACK AND FORTH,' THEN APPEARED TO STALL. IT COLLIDED WITH TERRAIN NEAR THE RUNWAY THRESHOLD. THE ALTERNATOR BELT WAS FOUND TO BE MISSING. THE ALTERNATOR WAS LATER BENCH TESTED AND OPERATED NORMALLY WHEN CONNECTED TO A FRESH BATTERY. WHEN TESTED, THE AIRPLANE'S BATTERY PRODUCED 8.49 VOLTS, ENOUGH TO ENERGIZE THE FIELD COILS, AND WAS DETERMINED TO BE CAPABLE OF BEING RECHARGED. (.19)ON FEBRUARY 5, 2000, AT 0823 MST, A BEECH M35, N639V, OWNED AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN WHILE MANEUVERING WEST OF THE APPROACH END OF RUNWAY 8 AT ALBUQUERQUE INTERNATIONAL SUNPORT, ALBUQUERQUE, NEW MEXICO. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND A PASSENGER WERE SERIOUSLY INJURIED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING COND UCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT ALBUQUERQUE AT 0813. PRELIMINARY INFORMATION INDICATES THE AIRPLANE TOOK OFF ON RUNWAY 3. THE LOCAL CONTROLLER NOTICED THAT THE LANDING GEAR DID NOT RETRACT FULLY AND ADVISED THE PILOT. THE PILOT DID NOT ACKNOWLEDGE THE ADVISORY. THE AIRPLANE THEN ENTERED A LEFT TRAFFIC PATTERN FOR RUNWAY 8 AND OVER FLEW THE RUNWAY. THE CONTROLLER AGAIN ADVISED PILOT ON THE STATUS OF THE LANDING GEAR AND ISSUED LANDING CLEARANCE FOR ANY RUNWAY. THE PILOT DID NOT ACKNOWLEDGE THE CLEARANCE. THE AIRPALNE ENTERED A LEFT TRAFFIC PATTERN FOR RUNWAY 8 AGAIN, AND OVER FLEW THE APPROACH END OF RUNWAY 8 ON A SOUTHWEST HEADING. IT MADE "STEEP TURNS" TO ENTER RIGHT BASE AND FINAL APPROACH TO RUNWAY 8. CONTROLLERS SAID THE AIRPLANE APPEARED TO STALL ON SHORT FINAL AND IMPACT TERRAIN JUST NORTH AND WEST OF THE APPROACH END OF RUNWAY 8. 20000505017859I (-23)AIRCRAFT LANDED GEAR UP DUE TO MECHANICAL PROBLEMS WITH THE GEAR SYSTEM, NO INJURIES, MINOR DAMAGE TO AIRCRAFT. 20000505018029I (-23)UPON LANDING, TJE AORCRAFT BOUNCED A COUPLE TIMES, BRAKED HARD, AND GROUND LOOPED. NO INJURIES. THERE WAS A PROPELLER STRIKE, BOTH WHEEL PANTS BROKEN, SOME SCRATCHES AND MINOR DENTS. AIRMEN WAS OUT TO DO SOME TOUCH AND GOES TO STAY CURRENT. OTHER SINGLE ENGINE AIRCRAFT WERE FLOWN RECENTLY BUT NOT THE CITABRIA FOR ABOUT 8 WEEKS. WIND WAS REPORTED TO BE 100/7. PILOT STATED UPON LINING UP FOR LANDING, EVERTHING SEEMS SHAPING UP NICELY FOR THE CROSSWIND. THE UPWIND WING WAS LOW INTO THE WIND AND ENOUGH RUDDER TO KEEP THE AIRCRAFT STRAIGHT WITH THE GROUND TRACK. THE A/C SETTLED NICELY, THEN A TAIL WHEEL SHIMMY BECAME APPARENT AND THE PLANE BOUNCED. THE PILOT GOT IT SETTLED AGAIN NICELY AND ALL OF A SUDDEN IT ROTATED HARD LEFT. BEFORE REGAINING COTROL THE A/C RAN OFF THE RUNWAY AND THROUGH AN AIRPORT AIGN. IT THEN RAN INTO A LOW GRASSY AREA AND UP ONTO THE NOSE, COMING TO AN ABRUPT STOP AND BACK DOWN ONTO THE WHEELS. SEVERAL HOURS OF RETRAINING WAS ACCOMPLISHED AND A MILIEU OF DUAL IN TAILWHEEL AIRCRAFT IS PLANNED FOR THE FUTURE. 20000505019699I (-23) WHILE IT WAS NOT OFFICIALLY REPORTED, THE CLE FSDO LEARNED THAT ON MAY 05, 2000, AT APPROXIMATELY 1800 EDT, N160GA, AEROSTAR 601, SERIAL NUMBER 61-0021, OPERATED BY GRAND AIRE EXPRESS, INC. AIR CARRIER GXPA543E, ON A 14 CFR PART 91 FLIGHT DEPARTED TOLEDO EXPRESS AIRPORT, (TOL), SWANTON, OH 43558. UPON REACHING A CRUISE ALTITUDE OF 8000' THE RIGHT SIDE EMERGENCY EXIT WINDOW SEPARATED FROM THE AIRPLANE AND WAS LOST. THE AIRCRAFT RETURNED TO TOL AND LANDED WITHOUT FURTHER INCIDENT. COMPANY MANAGEMENT PERSONNEL WERE ON BOARD, ENROUTE TO LOUISVILLE, KY., A COMPANY SUB-BASE OF OPERATIONS. OTHER COMPANY PERSONNEL STATED THAT THE AIRPLANE WAS USED EARLIER IN THE DEPARTURE DAY FOR A TRAINING EXHIBIT FOR A NEW HIRE CLASS OF PILOTS.^PRIVACY DATA OMITTED^ NEITHER THE CERTIFICATE HOLDER OR COMPANY OWNER, PILOT IN COMMAND, WILL PROVIDE THE AIRMAN INFORMATION FOR BLOCK 31. 20000505019999I (-23) PILOT LANDED GEAR UP ON RUNWAY 21. PILOT STATED HE PUT GEAR DOWN BUT THEN HIS FLAPS WOULD NOT GO DOWN. HE DECIDED RUNWAY WAS LONG ENOUGH FOR A NO FLAP LANDING AND WHEN HE LANDED GEAR WAS UP. GRB FSS HEARD HAWKER N47LP WHICH WAS WAITING TO TAKE OFF IN SHEBOYGAN CALL ON THE RADIO AND SAY "GO AROUND-GO AROUND-YOUR GEAR IS UP". AIRCRAFT WAS PICKED UP AND ALL GEAR CAME OUT & WENT DOWN AND LOCKED AND GEAR WARNING HORN WORKED. ALL INDICATIONS ARE PILOT DID NOT HAVE GEAR SELECTED DOWN ON LANDING. 20000505020439I (-23)PILOT DEPARTED ON RUNWAY 14 AT STATESBORO, GEORIGA. PILOT PLACE GEAR HANDLE IN THE UP POSITION, HOWEVER THE GEAR DID NOT SOUND NORMAL. THE PILOT PLACED THE GEAR HANDLE IN THE DOWN POSITION BUT THE GEAR DID NOT FUNCTION AS IT SHOULD HAVE. THE PILOT CIRCLED THE FIELD FOR APPROXIAMTELY 2 HOURS WHILE TALKING TO MECHANICS AND OTHER PILOTS IN AN ATTEMPT TO GET THE GEAR DOWN BUT TO NO AVAIL. THE AIRCRAFT WAS LANDED WITH GEAR UP. IT WAS AFTER THE LANDING THAT IT WAS REALIZED THAT THERE HAD BEEN A SECOND PROBLEM IN THAT THE TURBO CHARGER EXHAUST LINE HAD COME OFF BECAUSE OF A V CLAMP FAILURE. THIS INTRODUCED VERY HOT GASSES INTHE ENGINE COMPARTMENT. THE GASSES BURN/MELTED A HOLE THROUGH THE NOSE GEAR HOUSING AND BURNED THE NOSE GEAR TIRE, ONE HALF OF THE RIM AND ONE HALF OF THE NOSE GEAR FORK. THE FIRE ALSO BURNED A HOLE APPROXIAMTELY 24" X 8" IN THE LEFT SIDE OF THE BOTTOM COWLING. 20000505022769I (-23)INSPECTOR STATMENT: THE INCIDENT OCURRED ON, MAY 5, 2000, AT THE ST. LOUIS DOWNTOWN PARKS (CPS) AIRPORT AT 0500Z (0000 LOCAL) TIME. THE AIRCRAFT IS AN CESSNA MODEL 402B, REGISTRATION NUMBER N5040Q, OWNED AND OPERATED BY SPRINGDALE AIR SERIVCE, INC. SPRINGDALE AIR SERVICE IS A FAR PART 135 AIR CARRIER, DESIGNATOR HBCA. THE FLIGHT ORIGINATED IN LIT AS A FAR 91 REPOSITIONING FLIGHT TO CPS. DURING THE LANDING ROLL OUT AT CPS THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE AIRCRAFT SLID OFF THE RIGHT SIDE OF THE RUNWAY. THE AIRCRAFT WAS OCCUPIED BY A CREW OF 2. THE PILOT IN COMMAND WAS ^PRIVACY DATA OMITTED WHO WAS OCCUPYING THE RIGHT SEAT. ^PRIVACY DATA ^, A NEW HIRETRAINEE WAS OCCUPYING THE LEFT SEAT AND WAS THE ONE WHO MADE THE LANDING. THERE WERE NO INJURIES TO THE OCCUPANTS. ACCORDING TO THE PILOT'S STATEMENT THEY LANDED ON RUNWAY 30L. THE LANDING APPROACH WAS NORMAL AND THAT THE LENDING INDICATION LIGHTS SHOWED 3 GREEN DOWN AND LOCKED. SHORTLY AFTER TOUCHDOWN THEY DOTH NOTED THAT THE RIGHT WING WAS LOW AS IF THEY HAD A FLAT TIRE. ^PRIVACY^ INDICATED THAT AT THE POINT IT BECAME INCREASINGLY DIFFICULT TO MAINTAIN THE RUNWAY HEADING. THE AIRCRAFT DEPARTED THE RUNWAY TO THE RIGHT AND CAME TO REST WITH ALL THREE GEAR OFF THE RUNWAY AND A PORTION OF THE LEFT WING PROTRUDING INTO THE RUNWAY SPACE. THE ON SCENE INVESTIGATION WAS CONDUCTED BY MYSELF, ^PRIVACY DATA OMITTED^ . THE TIME OF OUT ARRIVAL WAS APPROXIMATELY 0945 ON MAY 5, THE AIRCRAFT HAD BEEN LIFTED, THE RIGHT GEAR SECURED DOWN AND THE AIRCRAFT TOWED TO THE MIDCOAST PARKING RAMP. WE SPOKE WITH THE AIRPORT SUPERINTENENT, ^PRIVACY DATA OMITTED^ INFORMED US THAT HE CONTACTED AT THE TIME OF THE INCIDENT AND ARRIVED ON THE SCENE SHORTLY AFTER IT HAPPENED. HE INDICATED THAT THE AIRCRAFT HAD COME TO REST APPROXIMATELY 1600 FEET FROM THE CENTER OF RUNWAY 30L AND THAT HE FOUND THE INITIAL PROP STRIKE APPROXIMATELY 1000 FEET FROM THE CENTER OF THE RUNWAY AND APPROXIMATELY 15 FEET TO THE RIGHT OF THE CENTER LINE. 20000505029499I (-23)ON DEPARTURE, LANDING GEAR RETRACTED CAUSING PROPELLER AND ENGINE DAMAGE. THE AIRCRAFT STOPPED IN APPROXIMATELY 400 FEET. THE PILOT HAD TO SHUT THE ENGINE DOWN. 20000505032659I (-23)DURING THE PREVIOUS WEEK THE AIRCRAFT HAD REPAIRS DONE BECAUSE THE LEFT MAIN LANDING GEAR 'DOWN' LIGHT DID NOT ILLUMINATE. THIS WAS THE FIRST FLIGHT SINCE THE MAINTENANCE. PILOT STATED THAT HE REMEMBERS SELECTING THE GEAR DOWN BUT DOES NOT SPECIFICALLY REMEMBER WHETHER HE CHECKED THAT THE GEAR DOWN LOGHTS WERE ILLUMINATED. HE LANDED AT OKEECHOBEE AIRPORT WITH THE GEAR UP. 20000505042039A (-23) PILOT WAS LANDING AT REMOTE SITE ON 18FT X 18FT WOODEN HELICOPTER PLATFORM ELEVATED 6 FT ABOVE THE GROUND. AFTER LANDING THE PILOT REDUCED POWER AND THE HELICOPTER TIPPED BACKWARDS AND SLID PARTIALLY OFF THE PLATFORM, STRIKING THE GROUND WITH THE TAIL/TAIL ROTOR. THE FLIGHT WAS OPERATED UNDER PART 91 AS A REPOSITIONING FLIGHT TO PICK UP PASSENGERS. 20000506005479A (-23) THE PILOT STATED THAT HE WAS CIRCLING HIS BUSINESS PARTNERS HOUSE AT 200-300 FEET WHEN HE GOT BEHIND THE POWERCURVE. HE DID NOT KNOW HOW LOW THE RPM WENT ON THE ROTOR, BUT WHEN HE ADDED POWER, HE LOST CONTROL OF THE HELICOPTER. THE PILOT STATED THAT HE THEN CUT THE POWER AND AUTOROTATED TO THE GROUND WHICH HAD A 45 DEGREE INCLINE. THE PILOT FURTHER STATED THAT THE ACCIDENT WAS CAUSED BY PILOT ERROR. 20000506005659A (-23) ON MAY 6, 2000, AT 1100 MST, AN AMATURE BUILT SPITFIRE/RAVEN, N17ST COLLIDED WITH TERRAIN 1 MILE SOUTH OF CORONADO AIRPORT IN ALBUQUERQUE, NEW MEXICO, WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE UNCERTIFICATED PILOT WAS SERIOUSLY INJURED. (.4)DURING THE APPROACH, A WITNESS OBSERVED THE EXPERIMENTAL AIRCRAFT 'MAKE A RIGHT TURN FROM THE DOWNWIND LEG TO BASE LEG WHEN IT APPEARED TO STALL.' SUBSEQUENTLY, THE AIRCRAFT 'PITCHED NOSE DOWN INTO A STEEP ANGLE ALL THE WAY TO IMPACT.' THE FAA INSPECTOR, WHO RESPONDED TO THE SITE, DID NOT FIND ANY EVIDENCE OF MECHANICAL DISCREPANCIES THAT WOULD HAVE PREVENTED AIRFRAME OR ENGINE OPERATION PRIOR TO THE IMPACT. THE NON-CERTIFICATED PILOT'S INJURIES PRECLUDED HIS SUBMISSION OF DATA DURING THE INVESTIGATION. 20000506007689A (-23) GLINDER ENCOUNTERED STRONG SINK AND RAPIDLY LOST ALTITUDE. 20000506008169A (-23) PILOT LANDED HIGH AND LONG ON RUNWAY 23. SHE COULD NOT GET THE AIRPLANE STOPPED ON THE REMAINING RUNWAY. THE A/C WENT OFF THE END AND INTO A DITCH CAUSING SUBSTANTIAL DAMAGE TO THW WINGS AND FUSELAGE. NO INJURIES TO PILOT OR TWO PASSENGERS. 20000506008839A (-23) PILOT WAS TOO LOW AND STRUCK POWER LINES, WITH HELI. 20000506009939A (-23) POP IN ENGINE COMPARTMENT AND THEN A ROUGH RUNNING ENGINE, SET UP IN TOUCHED DOWN HARD FLIPPING AIRCRAFT UPSIDE DOWN 50 FEET FROM TOUCHDOWN. 20000506012519A (-23) UPON LANDING DURING ROLLOUT A/C WAS HIT BY A GUST OF WIND. PILOT ADDED POWER, BALLOONED. A/C VEERED LEFT AND EXITED RUNWAY. (.4)ON MAY 6, 2000, ABOUT 1525 EASTERN DAYLIGHT TIME, A TURBINE-POWERED CESSNA P210N, N67Y, WAS SUBSTANTIALLY DAMAGED DURING A LANDING AT ADDINGTON FIELD (EKX), ELIZABETHTOWN, KENTUCKY. THE CERTIFICATED PRIVATE PILOT WAS UNINJURED, TWO PASSENGERS WERE UNINJURED, AND ONE PASSENGER RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL PERSONAL FLIGHT, CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, DURING TOUCHDOWN ON RUNWAY 23, THE AIRPLANE SWERVED TO THE RIGHT. THE PILOT APPLIED POWER AND LEFT RUDDER TO CORRECT THE SWERVE. "THE CORRECTION WAS AN OVERCORRECTION WHICH PULLED THE AIRCRAFT TO THE LEFT." THE PILOT PULLED BACK ON THE YOKE AS THE AIRPLANE WAS GOING OFF THE RUNWAY, TO PREVENT THE NOSEWHEEL FROM DIGGING INTO THE ROUGH TERRAIN AND A SUBSEQUENT NOSE-OVER. HOWEVER, AT SOME POINT, THE "NOSEWHEEL APPARENTLY CAME OFF AS THE AIRCRAFT SLOWED, AND THE PROPELLER STRUCK THE GROUND, RESULTING IN DESTRUCTION OF THE ENGINE." IN ADDITION, THE RIGHT MAIN LANDING GEAR COLLAPSED, AND THE RIGHT WINGTIP STRUCK THE GROUND. ACCORDING TO AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION (FAA), THERE WAS A SKID MARK ON RUNWAY 23 THAT ARCED TOWARD THE LEFT SIDE OF THE RUNWAY. THE MARK CONTINUED APPROXIMATELY 100 FEET, BEFORE ANOTHER SKID MARK WAS ALSO SEEN. THE DISTANCE BETWEEN THE MARKS WAS THE APPROXIMATE DISTANCE BETWEEN THE NOSE GEAR AND THE RIGHT MAIN LANDING GEAR ON THE ACCIDENT AIRPLANE. BOTH SKID MARKS PROCEEDED OFF THE RUNWAY, INTO A GRASSY AREA. "THE SKID MARKS TURNED INTO A TROUGH AT THE RUNWAY EDGE." THE TROUGH CONTINUED FOR ABOUT 300 FEET, WHERE THE INSPECTOR FOUND THAT THE NOSE LANDING GEAR HAD SEPARATED FROM THE AIRPLANE. APPROXIMATELY 50 FEET BEYOND THE NOSE GEAR, THE INSPECTOR FOUND THE PROPELLER ASSEMBLY, WHICH ALSO HAD SEPARATED FROM THE AIRPLANE. THE AIRPLANE CAME TO REST, "WITH THE NOSE OF THE AIRCRAFT AND RIGHT WING TIP ON THE GROUND AND THE RIGHT MAIN GEAR COLLAPSED INTO THE WHEEL WELL." WINDS, RECORDED AT THE AIRPORT ABOUT 35 MINUTES AFTER THE ACCIDENT, WERE FROM 210 DEGREES MAGNETIC, AT 9 KNOTS. 20000506013169A (-23) ON MAY 6, 2000 AT 0940 MDT, A BELL 206-L4 HELI, N52192 WAS SUBSTANTIALLY DAMAGED DURING AN IMPACT WITH A LAKE WHILE MANUEVERING NEAR BAILEY, CO. THE PRICATE PILOT RECEIVED A BROKEN LEG AND OTHER MINOR INJURIES, WHILE THE PASSENGERS REPORTED NO INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT DEPARTED LITTLETON, CO. FROM A PRIVATE HELPED AT APPROX. 0830 MDT. ACCORDING TO THE PILOT, HE WAS ATTEMPTING TO LAND NEAR MUD LAKE (ELEVATION 10,200 FEET). WHILE OPERATING AT AN AIRSPEED OF 20 KNOTS OVER A CALM LAKE, THE PILOT IDENTIFIED A LANDING AREA AND INITIATED AN APPROACH. AT APPROX. 20 AGL, THE HELI STARTED TO ROTATE TO THE RIGHT. THE PILOT TRIED TO INCREASE POWER AND GAINED APPROX. 15 FEET BEFORE HE DESCENDED AND CAUGHT THE LEFT SKID IN THE WATER AND FLIPPED OVER IN THE LAKE. (-19) ON MAY 6, 2000, AT 0940 MOUNTAIN DAYLIGHT TIME, A BELL 206-L4 HELICOPTER, N52192, WAS SUBSTANTIALLY DAMAGED DURING IMPACT WITH WATER WHILE MANEUVERING NEAR BAILEY, COLORADO. THE HELICOPTER WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL UNDER TITLE 14 CODE OF FEDERAL REGULATIONS PART 91. THE PRIVATE PILOT RECEIVED SERIOUS INJURIES, AND THE THREE PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT DEPARTED LITTLETON, COLORADO, FROM A PRIVATE HELIPAD APPROXIMATELY 0830. ACCORDING TO AN FAA INVESTIGATOR, THE PILOT STATED HE WAS ATTEMPTING TO LAND NEAR A SMALL LAKE (ELEVATION 10,900 FEET). WHILE OPERATING AT AN AIRSPEED OF 20 KNOTS OVER A CALM LAKE, THE PILOT IDENTIFIED A LANDING AREA AND INITIATED AN APPROACH. APPROXIMATELY 20 FEET AGL, THE PILOT OBSERVED A TREE OBSTRUCTING THE LANDING AREA. DURING A MANEUVER TO AVOID THE TREE, THE HELICOPTER ROTATED TO THE RIGHT, DESCENDED, AND IMPACTED THE WATER. THE HELICOPTER CAME TO REST PARTIALLY SUBMERGED IN THE LAKE. 20000506016759I (-23)DURING TOUCH AND GO AT LAKE CHERRY, THE AIRCRAFT BOUNCED AND LANDED WITH THE NOSE LOW. RESULTING IN WATER FILLING THE HULL. ^PRIVACY DATA OMITTED^ 20000506017799A (-23)DURING THE LANDING, THE LEFT WING HIT HARD CAUSING THE GLIDER TO SWING LEFT. THE LEFT WING HIT A TREE ABOUT MID RANGE OF WING. STUDENT HASS BEEN INTERVIEWED. INSPECTOR ^PRIVACY DA^ AHS REQUESTED THAT THE STUDENT BE GIVEN ADDITIONAL INSTRUCTION. (SAFETY COORDINATOR OF THE GLIDER CLUB, ^PRIVACY DATA OMITT^, WILL COORDINATE.) (.4) ON MAY 6, 2000, ABOUT 1430 EASTERN DAYLIGHT TIME, A SCHWEIZER SGS 2-33, N5738S, REGISTERED TO AND OPERATED BY THE NORTH FLORIDA SOARING SOCIETY, AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, CRASHED ON LANDING AT HERLONG AIRPORT, JACKSONVILLE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE GLIDER INCURRED SUBSTANTIAL DAMAGE, AND THE STUDENT PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED THE SAME DAY, ABOUT 1400. THE STUDENT PILOT SAID THAT HE WAS MANEUVERING THE GLIDER OVER THE AIRPORT, PERFORMING STEEP TURNS TO DISSIPATE HIS ALTITUDE IN ORDER TO LAND. HE FURTHER STATED THAT HE HAD LOST TOO MUCH ALTITUDE, AND ENDED UP BEING TOO LOW WITH WIRES OBSTRUCTING HIS PATH OF FLIGHT, AND AS HE MANEUVERED TO AVOID THE WIRES, THE GLIDER LOST LIFT, AND FELL TOWARDS THE GROUND. HE S AID THAT HE THEN KEPT THE GLIDER'S NOSE DOWN UNTIL HE GOT CLOSER TO THE GROUND TO PREVENT A TAIL WHEEL LANDING, BUT HE LANDED IN A SLIGHT RIGHT TURN AND THE AIRCRAFT WAS DAMAGED. AN FAA INSPECTOR WHO EXAMINED THE ACCIDENT AIRCRAFT STATED THAT DURING THE LANDING, THE LEFT WING HIT A TREE AND THE SPAR WAS DAMAGED. 20000506019819I (-23) THIS WAS THE STUDENT'S FIRST SOLO FLIGHT. N450U, CESSNA 172, THE AIRCRAFT LANDED HARD, BOUNCED SEVERAL TIMES AND WENT OFF THE LEFT SIDE OF RUNWAY 25. NO INJURIES TO THE ONE PERSON ON BOARD. 20000506019869A (.4)THE PILOT ABORTED THE FIRST TAKEOFF ON RUNWAY 24 BECAUSE HE FELT THAT THE ENGINE WAS NOT DEVELOPING POWER. SUBSEQUENTLY, HE TAXIED THE AIRPLANE TO RUNWAY 15, LEANED THE ENGINE FOR THE DENSITY ALTITUDE CONDITIONS, AND INITIATED THE TAKEOFF ROLL ON THE 5,800-FOOT RUNWAY. THE PILOT DETERMINED THAT THE AIRPLANE WASN'T DEVELOPING ADEQUATE SPEED FOR TAKEOFF, AND HE ABORTED THE SECOND TAKEOFF. THE AIRPLANE VEERED OFF THE RIGHT SIDE OF RUNWAY 15 AND GROUNDLOOPED. WINDS WERE REPORTED FROM 210 DEGREES AT 7 KNOTS WITH A TEMPERATURE OF 91 DEGREES FAHRENHEIT. THE DENSITY ALTITUDE WAS CALCULATED AS 8,000 FEET. NO MECHANICAL DISCREPANCIES WERE REPORTED. (-23)ON MAY 6, 2000, AT 1350 MST, A STINSON 180-3, N6905M, REGISTERED TO ^PRIVACY DATA OMIT^, RAN OFF THE RIGHT SIDE OF THE RUNWAY DURING THE TAKE-OFF ROLL AT THE SOCORRO AIRPORT IN SOCORRO, NEW MEXICO, WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FIELD. THE AICRAFT WAS SUBSTANIALY DAMAGED AND THE COMMERICAL PILOT WAS UNINJURED. (.19)ON MAY 6, 2000, AT 1350 MDT, A STINSON 108-3, SINGLE ENGINE AIRPLANE, N6905M, SUSTAINED SUBSTANTIAL DAMAGE DURING THE TAKEOFF/ROLL AT THE SOCORRO MUNICIPAL AIRPORT, NEAR SOCORRO, NEW MEXICO. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL UNDER TITLE 14 CODE OF FEDERAL REGULATIONS PART 91. THE COMMERCIAL PILOT, SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PLANNED CROSS-COUNTRY FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT REPORTED THAT HE WAS FLYING THE AIRPLANE FORM THE STATE OC CALIFORNIA TO THE STATE OF MICHIGAN. THE PREVIOUS LEG ROUTE WAS FROM COTTONWOOD, ARIZONA, TO SOCORRO. AFTER REFUELING AT SOCORRO, THE PILOT ABIRTED THE FIRST TAKEOFF ON RUNWAY 24 BECAUSE HE FELT THAT THE ENGINE WAS NOT DEVELOPING POWER. SUBSEQUENTLY, HE "TAXIED THE AIRPLANE TO RUNWAY 15, LEANED THE ENGINE FOR THE DENSITY ALTITUDE CONDITIONS, AND INITIATED THE TAKEOFF ON THE 5,800 FOOT RUNWAY." THE PILOT FURTHER REPORTED THAT IT "FELT LIKE THE LEFT BRAKE LOCKED" AND THEN THE AIRPLANE VEERED OFF THE RIGHT SIDE OF RUNWAY 15. THE LEFT WING SPARS SUSTAINED STRUCTURAL DAMAGE. THE PILOT REPORTED THE WIND FROM 210 AT 7 KNOTS. AT 1256, THE SURFACE WEATHER OBSERVA TION FACILITY AT ALBUQUERQUE, NEW MEXICO, (60 NAUTICAL MILES SOUTH OF SOCORRO) REPORTED THE WIND FROM 280 DEGREES AT 16 KNOTS GUSTING TO 21 KNOTS, TEMPERATURE AT 29 DEGREES CENTIGRADE [84.2 DEGREES FAHRENHEIT], AND AN ALTIMETER SETTING OF 30.04 INCHES MERCURY. DENSITY ALTITDUE WAS CLACULATED AS 7, 571 FEET BY THE NTSB IIC. 20000506020029I (-23) UPON LANDING AT MCGREGOR AIRPORT PILOT LOST CONTOL AND VEERED OFF RUNWAY ONTO GRASSY AREA. NO INJURIES TO PILOT OR PASSENGER. SIDE FORCES ON NOSE WHEEL CAUSED FORK TO BEND 3 INCHES TO THE PORT SIDE OF FUSELAGE CENTER LINE. 20000506020049I (-23) N9481J, PIPER PA-28-180, LANDED AT THE HAROLD DAVIDSON FIELD (VMR), VERMILION, SD, ON RUNWAY 12 AT 0010 CDT ON MAY 6, 2000. DURING ROLLOUT THE AIRCRAFT STRUCK A DEER. NO INJURIES TO THE ONE PERSON ON BOARD. AIRCRAFT SUSTAINED MINOR DAMAGE. 20000506022529A (.4)WHILE IN CRUISE FLIGHT, THE PILOT EXPERIENCED A PARTIAL POWER LOSS AND PERFORMED A PRECAUTIONARY LANDING. DURING THE LANDING TO UNEVEN TERRAIN, THE AIRPLANE CAME TO REST INVERTED. EXAMINATION OF THE ENGINE REVEALED A 2 TO 3 INCH CRACK IN THE VICINITY OF THE 'NUMBER ONE' CYLINDER. AT THE TIME OF THE ACCIDENT, THE ENGINE WAS APPROXIMATELY 53 YEARS OLD, WITH 1,778 HOURS OF OPERATION SINCE ITS LAST OVERHAUL IN 1961. (-23) PILOT DEPARTED WEEDSPORT AIRPORT (B16), NY AT 9:20 AM AND FLEW TO TRI-CITIES (CZG), EDICOTT, NY, TO PICK UP A PASSENGER. HE THEN DEPARTED TRI-CITIES (CZG) AND FLEW TO BLOOMSBURG MUNICIPAL (N13), PA, WHERE HE LANDED FOR LUNCH. HE THEN DEPARTED BLOOMSBURG MUNI (N13) ENROUTE TO SKYHAVEN AIRPORT (76N), PA. WHEN HE HEARD THE ENGINE START TO RUN ROUGH AND THE OIL PRESSURE STARTED TO DROP, PILOT MADE AN EMERGENCY LANDING IN FIELD AND, ON ROLL OUT, THE AIRCRAFT HIT A RUT AND FLIPPED OVER ON ITSELF. ON REMOVAL OF COWLING IN THE FIELD, THERE WAS A FRESH COATING OF OIL OVER THE ENTIRE ENGINE AND ENGINE COMPARTMENT. ON INSPECTION, WE WERE UNABLE TO DETECT WHERE THE ENGINE OIL WAS COMING FROM. 20000506033059I (-23)ON MONDAY, MAY 6, 2000, AT 1320 EDT, A DOUGLAS DC-9, N840T, FLIGHT 559, OPERATED BY AIR TRANS AIRWAYS, AFTER DEPARTURE FROM BUFFALO NIAGARA INTERNATIONAL AIRPORT, RETURNED AND LANDED ON RUNWAY 23, WITH A REPORTED FUEL LEAK. THERE WERE NO INJURIES. THE MECHANIC FOUND AN OVER WING REFUELING CAP WAS MISSING. THE FUEL CAP WAS REPLACED AND THE AIRCRAFT WAS RELEASED FOR SERVICE. AN OPERATIONAL CHECK WAS SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000506043209A (-23) PILOT LOST TAIL ROTOR CONTROL DURING CRUISE. UPON TOUCHDOWN MAIN ROTOR BLADES TRUCK PINE TREES CAUSING A ROLLOVER ON THE RIGHT SIDE. PILOT AND PASSENGERS EVACUATED AIRCRAFT. A POST CRASH FIRE DESTROYED THE AIRCRAFT. 20000507004359A (-23) AIRCRAFT COLLIDED WITH A TELEPHONE POLE IN APPROACH TO WHITEMAN AIRPARK, THE CONTINUED FLIGHT TO BURBANK (BUR) AIRPORT WHERE HE LANDED AND COLLIDED WITH A TAXIWAY SIGN, CAUSING SUBSTANTIALDAMAGE TO THE RIGHT WING. THE RIGHT LANDING GEAR HAD SEPARATED FROM THE AIRCRAFT, AFTER COLLISON WITH THE TELEPHONE POLE, SO HIS LANDING AT BUR WAS ON THE LEFT MAIN AND NOSE GEAR ONLY, AND HE VEERED OFFF THE RUNWAY, CAUSING THE REMAINING LANDING GEAR TO COLLAPSE. A SECTION 44709 REEXAMINATION LETTER WAS FORWARDED TO THIS PILOT AS A RESULT OF THIS ACCIDENT. (.4)ON MAY 7, 2000, AT 1307 HOURS PACIFIC DAYLIGHT TIME, AN AMATEUR BUILT MCCOY GLASAIR III AIRPLANE, N1ML, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LANDING GEAR COLLAPSED AND IT COLLIDED WITH A TAXIWAY SIGN WHILE LANDING AT THE BURBANK, CALIFORNIA, AIRPORT. THE EXPERIMENTAL AIRPLANE WAS OWNED AND OPERATED BY THE PILOT. THE COMMERCIAL PILOT WAS NOT INJURED. THE LOCAL AREA PERSONAL FLIGHT, CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91, ORIGINATED AT THE WHITEMAN AIRPORT, PACOIMA, CALIFORNIA, AT AN UNSPECIFIED TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PI LOT REPORTED THAT HE WAS PRACTICING TOUCH-AND-GO LANDINGS ON RUNWAY 12 AT WHITEMAN. ON FINAL APPROACH, HE EXPERIENCED A DOWNDRAFT AND THE AIRPLANE DROPPED APPROXIMATELY 5 FEET. HE ADDED POWER TO INITIATE A GO-AROUND, BUT WAS UNABLE TO GAIN ALTITUDE. THE PILOT HEARD A "THUD" AND REALIZED THAT THE RIGHT MAIN LANDING GEAR HAD STRUCK A TELEPHONE POLE AND HAD SEPARATED FROM THE AIRPLANE. HE PERFORMED A LOW APPROACH BY THE AIR TRAFFIC CONTROL TOWER (ATCT) AND THEY CONFIRMED THAT HIS RIGHT LANDING GEAR WAS MISSING. HE THEN REQUESTED TO MAKE AN EMERGENCY LANDING AT THE BURBANK AIRPORT (APPROXIMATELY 5 MILES SOUTHEAST) DUE TO THE AVAILABILITY OF ARFF PERSONNEL. AFTER PERFORMING A LOW APPROACH, FOR BURBANK ATCT TO OBSERVE THE DAMAGE, THE PILOT WAS CLEARED TO LAND ON RUNWAY 15. ON THE LANDING ROLL THE REMAINING LANDIGN GEAR COLLAPSED, AND THE AIRPLANE VEERED OFF THE RUNWAY, STRIKING A TAXIWAY SIGN WITH THE RIGHT WING. REVIEW OF THE AVIATION SURFACE OBSERVATIONS FOR THE HOUR BEFORE AND AFTER THE ACCIDENT REVEALED WINDS OUT OF THE WEST AT 7 KNOTS. NO UNUSUAL METEOROLOGICAL CONDITIONS WERE REPORTED. 20000507005089A (-23) MAY 8, 2000 MR. FULTON WAS FLYING FROM VALDEZ, ALASKA, TO DELTA JUNCTION, ALASKA. ARRIVING AT DELTA JUNCTION, HE FLEW AROUND HIS HOUSE AND ON ROLL-OUT APPLIED POWER. THE ENGINE DID NOT RESPOND AND POWER UP, HE LINED UP ON THE HAY FIELD 1/4 MILE LONG AND 88 FEET WIDE WITH TREES ON ALL BORDERS FOR AN EMERGENCY LANDING. THE CROSS WIND DRIFTED THE A/C INTO THE TREES. THE A/C STRUCK 13 TREES AND CAME TO A REST ON A TREE STUMP. THE A/C ENGINE WAS MAKING POWER AT PROP GROUND IMPACT. THE PILOT RECEIVED MINOR INJURIES WHEN HE IMPACTED THE CONTROL YOKE. THERE WAS NO FIRE AND THE A/C DID NOT ROLL OVER. THE PILOT EXITED THE A/C THROUGH THE PILOTS DOOR. THE A/C HAS EXTENSIVE DAMAGE TO THE WINGS, FUSELAGE, TAIL AND GEAR BOX. THE ELT ACTIVATED ON IMPACT AND WAS TURNED OFF BY THE PILOT APPROXIMATELY ONE HOUR AFTER THE ACCIDENT. 20000507005219A (.23) PILOT DEPARTED 7S5. A/C ENGINE BEGAN TO RUN ROUGH. PILOT EXECUTED LEFT TURN. ENGINE QUIT. PILOT MADE RIGHT TURN AND LANDED IN A FIELD. 20000507005569A (-23) GROUND LOOPED ON LANDING DAMAGED TO WING. (.4) ON MAY 7, 2000, ABOUT 1120 HOURS MOUNTAIN STANDARD TIME, A FAIRCHILD KR-21, NC206V, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED OFF THE RUNWAY AT THE MARANA NORTHWEST REGIONAL AIRPORT, MARANA, ARIZONA. THE OWNER OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT AND A STUDENT PILOT RATED PASSENGER WERE NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED BUCKEYE, ARIZONA, ABOUT 1000. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED HE WAS LANDING ON RUNWAY 12 AND THE WINDS WERE LIGHT AND VARIABLE. TOUCHDOWN WAS UNEVENTFUL, BUT DURING THE LANDING ROLL THE AIRPLANE VEERED TO THE RIGHT. THE AIRPLANE DEPARTED THE RUNWAY, AND STRUCK A RUNWAY EDGE LIGHT. THE LEFT WING CONTACTED THE GROUND DAMAGING SEVERAL RIBS, THE FABRIC, AND THE WING SPAR. THE PILOT DID NOT REPORT ANY MECHANICAL PROBLEMS WITH THE AIRPLANE. 20000507005719A (-23) ON MAY 7, 2000, AT 1000 MST WHILE ATTEMPTING TO LAND ON RUNWAY 19 AT VALLE AIRPORT, AZ,(40G), THE AIRCRAFT LANDED IN THE FIRST THIRD OF THE RUNWAY TOUCHING DOWN RIGHT OF CENTERLINE. THE AIRCRAFT CROSSED BACK OVER THE CENTERLINE TO THE LEFT, TRAVELED APPROX 250 FT+/- THEN CROSSED BACK OVER THE CENTERLINE TO THE RIGHT AND THEN DEPARTED THE RUNWAY OFF THE RIGHT SIDE INTO SOFT DIRT/SAND TYPE SOIL AND DESERT BRUSH/GRASS. THE AIRCRAFT CONTINUED PARALLED TO THE RUNWAY FOR APPROX 750+/- FT AND THEN CROSSED BACK OVER RUNWAY 19 AT AN APPROX 45 DEGREE ANGLE, DEPARTING THE LEFT SIDE OF THE RUNWAY, COLLIDED WITH A SIGN FOR TAXIWAY B, CONTINUED DOWN INTO SOFT SOIL AND LOW GROUND BRUSH FOR ANOTHER 125 +/- FT AND THEN CROSSED OVER TAXIWAY B (30 FT IN EIDTH) THROUGH A 3-4 FOOT WIDE DITCH APPROX 24-30 INCHES DEEP AND THEN COMING TO REST APPROX 25+/- FT BEYOND TAXIWAY B ON A HEADING OF APPROX 150 DEGREES. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE WHEN THE NOSE LANDING GEAR COLLAPSED ON CONTACT WITH THE DITCH. THE OCCUPANTS ONLY INJURIES WERE MINOR CUTS AND BRUISES. (.4) ON MAY 7, 2000, AT 1000 HOURS MOUNTAIN STANDARD TIME A CESSNA T210L, N1726X, VEERED OFF THE SIDE OF THE RUNWAY WHILE LANDING AT VALLE AIRPORT, GRAND CANYON, ARIZONA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, WHILE THE CERTIFICATED PRIVATE PILOT AND TWO PASSENGERS RECEIVED MINOR INJURIES. THE REMAINING TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS BEING OPERATED AS A PERSONAL FLIGHT BY A PRIVATE OWNER UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM DEER VALLEY AIRPORT, PHOENIX, ARIZONA, AT 0919. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE DESTINATION AIRPORT AND NO FLIGHT PLAN WAS FILED. A PILOT-RATED PASSENGER SEATED IN THE RIGHT FRONT SEAT DESCRIBED THE APPROACH AND LANDING. UPON ARRIVAL IN THE AIRPORT TRAFFIC AREA, THE PILOT TWICE ATTEMPTED TO GET A WIND AND RUNWAY ADVISORY THROUGH THE PUBLISHED AIRPORT UNICOM FREQUENCY (122.8) WITHOUT SUCCESS. HE ALSO STATED THAT FROM THEIR POSITION THE AIRPORT WINDSOCK, LOCATED WITHIN THE SEGMENTED CIRCLE, APPEARED TOO SMALL TO BE USED IN ACCURATELY DETERMINING WIND DIRECTION. THE PILOT DID NOT OVERFLY THE AIRFIELD, MAKE A LOW PASS ALONG THE RUNWAY, OR MAKE ANY OTHER OVERT ATTEMPT TO ASCERTAIN WIND AND RUNWAY INFORMATION PRIOR TO LANDING. AFTER TURNING FINAL, THE AIRCRAFT DRIFTED OFF COURSE TO THE LEFT (EAST). THE PASSENGER ATTRIBUTED THIS MOVEMENT TO A RIGHT CROSSWIND. THE APPROACH WAS FLOWN ABOUT 100 MPH WITH TOUCHDOWN ABOUT 65. DURING THE ROLLOUT, THE AIRCRAFT BEGAN TO WEATHERVANE TO THE RIGHT (WEST) AS THE SPEED SLOWED TO ABOUT 50 OR 55 MPH. THE AIRCRAFT THEN CROSSED THE CENTERLINE AND EXITED THE RIGHT SIDE OF THE RUNWAY ABOUT 35 OR 40 MPH. AFTER EXITING, THE PILOT ADDED POWER AND ATTEMPTED TO REGAIN THE RUNWAY. THE AIRCRAFT WAS NOW IN A POSITION THAT WAS ABOUT 3 TO 4 FEET BELOW THE RUNWAY SURFACE AND AS THE AIRCRAFT CORRECTED BACK TO THE LEFT, IT BEGAN CLIMBING THE SLOPED EMBANKMENT. ONCE THE AIRCRAFT WAS BACK ON THE RUNWAY, THE ACCELERATION CONTINUED AS IT AGAIN CROSSED THE CENTERLINE AND RAN OFF THE LEFT SIDE AND INTO THE DESERT. AS THE AIRCRAFT EXITED THE RUNWAY FOR THE SECOND TIME, THE PILOT THROTTLED BACK BUT AT THIS POINT IT HAD ACCELERATED TO NEARLY 40 MPH. THE AIRCRAFT NOW BEGAN SLOWING BUT WAS STILL TRAVELING AT ABOUT 25 OR 30 MPH WHEN IT STRUCK A DITCH, COLLAPSING THE NOSE GEAR. THE AIRCRAFT FINALLY SLID TO A HALT ABOUT 20 FEET BEYOND THE DITCH. THE AIRPORT MANAGER REPORTED THAT THE WINDS AT THE TIME OF THE ACCIDENT WERE FROM 190 AND 200 DEGREES AT 25 KNOTS. 20000507008089A (-23) DURING DECENT FROM 8000 TO 4000 FEET THE AIRCRAFT EXPERIENCED A SEVER BUFFETING AND A LOUD WOOFING NOISE IN THE TAIL SECTION OF THE AIRCRAFT. HE LANDED THE AIRCRAFT UNEVENTFUL. AFTER AN INSPECTION OF THE AIRCRAFT THE FUSELAGE SECTION OF THE AIRCRAFT WAS FOUND TO BE DAMAGED SEVERELY JUST FORWARD OF THE STABILIZERS. (.4) THE PILOT STATED THAT HE REDUCED THE MANIFOLD PRESSURE TO 16 INCHES, AND TRIMMED THE AIRPLANE FOR A 650 FEET PER MINUTE RATE OF DESCENT, WHICH INCREASED THE AIRSPEED TO ABOUT 155-160 MPH INDICATED AIRSPEED. HE SAID THE AIRCRAFT WAS STABILIZED AT THAT SPEED, AND HE NEVER EXCEEDED THAT AIRSPEED AT ANYTIME. HE SAID THE FLIGHT WAS IN SMOOTH AIR ALSO, AND ALL OF A SUDDEN, THE RUDDERVATORS AND WHOLE TAIL STARTED TO "FLUTTER" WITHOUT ANY ADVANCE WARNING. HE SAID HE HEARD A "WOOFING" NOISE AT PERHAPS A 1.5 TO 2.0 HERTZ FREQUENCY, BUT FURTHER STATED THAT NOT MUCH SHAKING COULD BE FELT. HE SAID HE THEN REDUCED MANIFOLD PRESSURE TO IDLE, LOWERED THE GEAR, TRYING TO MINIMIZE CONTROL MOVEMENTS ON THE TAIL. AFTER THE SPEED WAS REDUCED, THE PILOT SAID THAT THE "FLUTTER" STOPPED. HE SAID THE TOTAL TIME THE "FLUTTER" OCCURRED WAS ABOUT 5 SECONDS. HE SAID AT THAT TIME, HE HAD NEARLY LEVELED THE AIRCRAFT, AND THE SPEED HAD STABILIZED AT 120 MPH. ACCORDING TO THE PILOT, AFTER AN OTHERWISE UNEVENTFUL LANDING, HE PARKED THE AIRCRAFT AND CONDUCTED A WALK-AROUND INSPECTION, NOTING THAT THERE WAS EXTENSIVE DAMAGE IN THE AREA OF THE AFT EMPENNAGE. THE AIRCRAFT WAS EXAMINED AND REPAIRED BY TRIM-AIRE INC., MEXIA, TEXAS, AND THE TECHNICIAN AT TRIM-AIRE FOUND THAT THE EMPENNAGE FLIGHT CONTROLS WERE OUT OF RIGGING LIMITS. 20000507012389A (-23) THE ATP RATED PILOT WAS DISPENSING FIRE RETARDANT CHEMICALS MIXED WITH WATER FOR THE PURPOSE OF FIRE FIGHTING AT THE TIME OF ACCIDENT. THE PILOT RELEASED HIS RETARDANT IN THE CLOSE VICINITY OF A 300 FT. RADIO TOWER WHICH HE WAS MANEUVERING AROUND WHEN HE STRUCK A GUY WIRE. THIS RESULTED IN BREAKING OFF 80 FT. OF RADIO TOWER AND ENTANGLING GUY WIRES IN BOTH WING WHICH EVENTUALLY PULLER THE AIRCRAFT INTO THE TERRAIN. THE AIRCRAFT WAS DESTROYED AND THE PILOT SUFFERED FATAL INJURIES. THE FLIGHT WAS CONDUCTED IN VMC CONDITIONS HOWEVER,^PRIVACY DATA OMITTED^ THIS OPERATION WAS BEING CONDUCTED AS A PUBLIC USE AICRAFT UNDER CONTRACT WITH THE DEPARTMENT OF INTERIOR. THIS INVESTIGATION IS CLOSED. (.4)ON MAY 7, 2000, AT 1300 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR AT-802A AGRICULTURAL AIRPLANE, N60471, STRUCK A TOWER WHILE MANEUVERING NEAR FORT STOCKTON, TEXAS. THE AIRCRAFT, OWNED AND OPERATED BY PAYNE FLYING SERVICE OF KATY, TEXAS, AND UNDER CONTRACT WITH THE DEPARTMENT OF INTERIOR, WAS SPRAYING FIRE RETARDANT ON BRUSH FIRES IN THE WEST TEXAS RANCH LAND AREAS FOR THE TEXAS FORESTRY SERVICE. THE AIRLINE TRANSPORT PILOT RECEIVED FATAL INJURIES, AND THE AIRPLANE WAS DESTROYED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91, PUBLIC USE FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE LOCAL FLIGHT DEPARTED THE FORT STOCKTON-PECOS COUNTY AIRPORT, AT 1230. A WITNESS, LOCATED APPROXIMATELY 1/4-MILE FROM THE ACCIDENT SITE, STATED THAT THE AGRICULTURAL AIRPLANE WAS SPRAYING FIRE RETARDANT ON AN 8,000-ACRE FIRE. THE WITNESS OBSERVED THE AIRPLANE BANK "HARD TO HIS RIGHT" AFTER DROPPING THE FIRE RETARDANT. THE WITNESS REPORTED THAT "HE [THE AIRPLANE] WAS STILL IN HIS TURN OR BANK WHEN HE HIT THE GUY WIRES OF THE RADIO TOWER." THE WITNESS HEARD TWO LOUD BANGS, AND OBSERVED THE AIRPLANE IMPACT THE GROUND. THE FAA INSPECTOR AND AIRPLANE MANUFACTURER REPRESENTATIVE, WHO RESPONDED TO THE ACCIDENT SITE, FOUND MULTIPLE STRANDS OF CABLE AMONG THE AIRCRAFT WRECKAGE. THE TOP 80 FEET OF THE 300-FOOT ANTENNA TOWER AND THE ASSOCIATED GUIDE CABLES WERE DESTROYED. THE WING SKIN OF THE AIRPLANE WAS FOUND STRIPPED FROM THE SPARS. THE ENGINE AND PROPELLER WERE FOUND SEPARATED FROM THE AIRFRAME. ALL PROPELLER BLADES WERE FOUND BENT AND TWISTED. THE FAA INSPECTOR REPORTED THAT THERE WERE NO MECHANICAL DISCREPANCIES FOUND WITH THE AIRFRAME OR THE ENGINE THAT WOULD HAVE PREVENTED OPERATION OF THE AIRPLANE PRIOR TO THE ACCIDENT. THE FAA INSPECTOR STATED THAT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT; HOWEVER, THERE WAS "BLOWING SMOKE IN THE AIR THAT MAY HAVE BEEN A CONTRIBUTING FACTOR." THE 25,556-HOUR PILOT HAD ACCUMULATED APPROXIMATELY 1,500 HOURS IN THE SAME MAKE AND MODEL AS THE ACCIDENT AIRPLANE. AN AUTOPSY WAS CONDUCTED BY THE BEXAR COUNTY FORENSIC SCIENCE CENTER. ACCORDING TO THE MEDICAL EXAMINER, WHO CONDUCTED THE AUTOPSY, THE PILOT DIED AS A RESULT OF "MULTIPLE SEVERE TRAUMATIC INJURIES." TOXICOLOGY TESTS FOR CARBON MONOXIDE, CYANIDE, ETHANOL, AND DRUGS WERE NEGATIVE. 20000507020459A (.4)WHILE ON FINAL APPROACH TO LAND, THE FLIGHT INSTRUCTOR REALIZED THAT THEY WERE TOO LOW FOR A SAFE LANDING ON THE RUNWAY. THE FLIGHT INSTRUCTOR TOOK THE FLIGHT CONTROLS FROM THE DUAL STUDENT AND ATTEMPTED A LANDING IN A FIELD SHORT OF THE RUNWAY SURFACE. THE FLIGHT INSTRUCTOR STATED THAT THE GLIDER TOUCHED DOWN ON THE MAIN LANDING GEAR AND ROLLED UP-SLOPE IN THE EMERGENCY LANDING AREA. THE GLIDER CONTINUED UP-SLOPE, ROLLED OVER THE TOP OF THE KNOLL, BECAME AIRBORNE MOMENTARILY, AND TOUCHED DOWN A SECOND TIME. DURING THE SECOND TOUCHDOWN THE NOSE SKID DUG INTO THE GROUND AND THE LEFT WING COLLIDED WITH THE GROUND. NO MECHANICAL PROBLEMS WITH THE GLIDER WERE REPORTED BY THE PILOT. (.19)PN MAY 7, 2000, AT 1745 EDT, A SCHWEIZER SGU2-22E GLIDER, N2728Z, COLLIDED WITH THE GROUND 100 YARDS SHORT OF RUNWAY 18 DURING AN ATTEMPTED LANDING TO BERTS FIELD IN FARMINGTON, NORTH CAROLINA. THE INSTRUCTIONAL FLIGHT WAS OPERATED BY THE FLIGHT INSTRUCTOR UNDER THE PROVISION OF 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE GLIDER SUSTAINED SUBSTANTIAL DAMAGE, AND THE FLIGHT INSTRUCTOR AND THE DUAL STUDENT WERE NOT INJURED. THE LOCAL FLIGHT DEPARTED FARMINGTON, NORTH CAROLINA, AT AN UNDETERMINED TIME. ACCORDING TO THE FLIGHT INSTRUCTOR, HE AND THE DUAL STUDENT WERE RETURNING TO FARMINGTON FOR A FULL STOP LANDING WHEN THE ACCIDENT OCCURRED. WHILE ON FINAL APPROACH TO LAND, THE FLIGHT INSTRUCTOR REALIZED THAT THEY WERE TOO LOW FOR A SAFE LANDING ON THE RUNWAY. THE FLIGHT INSTRUCTOR TOOL THE FLIGHT CONTROLS FORM THE DUAL STUDENT AND ATTEMPTED A LANDING IN A FIELD SHORT OF THE RUNWAY SURFACE. THE GLIDER RECEIVED SUBSTANTIAL STRUCTURAL DAMAGE DURING THE OFF-FIELD LANDING. (-23)THE FLIGHT WAS THE 2ND TRAINING FLIGHT FOR THE STUDENT THAT DAY. STUDENT ENTERED PATTERN LOWER THEN NORMAL AT 700FT. STUDENT TURNED TO FINAL, INSTRUCTOR DID NOT THINK THEY WOULD CLEAR TREES AT THE APPROACH END OF THE RUNWAY. THE INSTRUCTOR TOOK CONTROL OF THE AIRCRAFT AT THIS TIME, INSTRUCTOR MADE AN OFF FIELD LANDING 100 YARDS SHORT. THE GROUND HAD ROUGH TERRAIN WITH A MOUND, THE AIRCRAFT WENT OVER TOP OF THIS MOUND DAMAGING THE RIGHT WING TIP AND TWISTING THE AFT PART OF THE FUSELAGE. SUBSTANTIAL DAMAGE OCCU RRED FROM THE TWISTING OF THE AIRCRAFT. 20000507032039I (-23)WHILE ON APPROACH TO 04 R AT JFK INT'L AIRPORT, AIRCRAFT DESCENDED BELOW GLIDE PATH AND STRUCK ANTENNA ARRAY AT APPROACH END. ^PRIVACY DATA OMITTED^ 20000507034089I (-23)^PRIVACY D^ DEPARTED GUYMAS, MEXICO, ENROUTE TO FRENSO, CA VIA COLEXICO, CA. ^PRIVACY D^ LANDED AT COLEXICO, CLEAR CUSTOMS, AND REFUEL. AFTER DEPARTING COEXICO AND ONCE OVER THE SALTON SEA, THERE WAS A BRIEF INTERMITTENT ROUGHNESS IN THE ENGINE. ^PRIVACY D^ WAS ON FLIGHT FOLLOWING SO HE INFORMED THEM THAT HE WAS GOING TO LAND IN PALM SPRINGS. DURING THE DESCENT THE ENGINE RAN SMOOTHLY AND THE PROBLEM APPEARED TO HAVE RESOLVED. HE LANDED IN PALM SPRINGS AND SPOKE WITH THE ON CALL MECHANIC AT SIGNAUTRE AVIATION. THEY DETERMINED THAT THE PROBABLE CAUSE OF THE INTERMITTENT ROUGHNESS WAS WATER IN THE FUEL. MR. KNOTT TESTED THE FUEL FOR WATER, WHICH APPEARED TO BE CLEAR, AND PERFORMED A TEST FLIGHT WITH NO APPARENT PROBLEMS. ^PRIVACY D^ AND THREE PASSENGERS RECEIVED NO INJURIES. 20000507036099A (.4) THE PILOT STATED THAT HE OVERFLEW THE AIRPORT TO CHECK THE AVAILABLE WIND INFORMATION. HE NOTICED THAT THE WINDSOCKS WERE INDICATING A 'VERY STRONG WIND' AND THAT ONE WINDSOCK WAS FLUCTUATING 20-30 DEGREES FROM SIDE TO SIDE. THE PILOT APPLIED FULL FLAPS AFTER TURNING ONTO FINAL APPROACH. DURING THE FINAL APPROACH TO THE 4000-FOOT DIRT RUNWAY, THE AIRPLANE ENCOUNTERED 'SEVERE TURBULENCE.' THE PILOT REPORTED THAT HE NOTICED THE AIRSPEED FLUCTUATE BETWEEN 50 AND 70 KNOTS, SO HE APPLIED MORE POWER; HOWEVER, A 'TREMENDOUS SINK RATE WAS DEVELOPING.' THE AIRPLANE TOUCHED DOWN 'VERY HARD,' BOUNCED INTO THE AIR, AND THE PILOT EXECUTED A GO-AROUND. AT AN ALTITUDE OF LESS THAT 100 FEET AGL, THE PILOT INITIATED 'A SHALLOW LEFT TURN TO AVOID A THOUSAND FOOT CLIFF.' DURING THE GO-AROUND TURN, THE AIRPLANE 'DEVELOPED A SINK RATE THAT WAS UNCONTROLLABLE.' THE PILOT LEVELED THE WINGS FOR AN OFF-AIRPORT LANDING. DURING THE UNCONTROLLED DESCENT, THE AIRPLANE IMPACTED A SMALL HILL WITH THE RIGHT WING. THE NEAREST WEATHER STATION, 49 NAUTICAL MILES FROM THE ACCIDENT SITE, REPORTED WINDS FROM 220 DEGREES AT 15 KNOTS GUSTING TO 20 KNOTS 20000507040379A (.4) ON MAY 7, 2000, ABOUT 1240 EASTERN DAYLIGHT TIME, A HOMEBUILT HP-18, A GLIDER, N67TT, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM THE KUTZTOWN AIRPORT, KUTZTOWN, PENNSYLVANIA. THE CERTIFICATED PRIVATE PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, A POWERED AIRPLANE WAS TOWING THE GLIDER. DURING THE TAKEOFF ROLL, THE GLIDER LIFTED OFF THE GROUND AND BEGAN TO RISE TOO HIGH. THE PILOT OVERCORRECTED THE GLIDER AND IT STRUCK THE GROUND. "PILOT INDUCED OSCILLATIONS" ENSUED, AND THE PILOT COULD NOT CONTROL THEM. THE PILOT RELEASED THE TOWROPE, AND THE GLIDER "CARTWHEELED" ON THE GROUND BEFORE COMING TO REST INVERTED. THE PILOT REPORTED 250 HOURS OF TOTAL EXPERIENCE IN GLIDERS, WITH NO EXPERIENCE IN MAKE AND MODEL. (-23) WHILE GLIDER WAS BEING TOWED ON TAKE-OFF, THE GLIDER BEGAN PITCH OSCILLATIONS WHICH BECAME MORE PRONOUNCED EACH TIME. THE TAIL OF THE GLIDER STRUCK THE RUNWAY. THE GLIDER BECAME UNCONTROLLABLE AND CRASHED. 20000508011669A (-23) A/C DEPARTED GRAND JUNCTION, CO. FOR VERNAL, UT IN KNOWN WEATHER WITH THUNDERSTORMS IN THE AREA A/C CRASHED INTO MOUNTAIN AT 8734 FEET. SUSPECT WEATHER RELATED. POSSIBLE ICING AND TURBULENT CONDITIONS. 20000508016619I (-23)UPON LANDING ROLL-OUT A/C DEVELOPED BRAKING PROBLEM. PILOT ATTEMPTED TO CORRECT BUT AIRCRAFT WENT OFF RUNWAY AND CONTACTED A "HOLD SHORT" SIGN BEFORE COMING TO A STOP. AIRCRAFT TAXIED TO GATE, THEN INSPECTED AND FERRY FLIGHT WITH NO PAX TO HYA. 20000508016889I (-23)ON MAY 8, 2000, AT 1400 HRS., A CESSNA 175-B AIRCRAFT OWNED BY MB AVAIATION INC. ZEPHYRHILLS, FLORIDA, AND OPERATED BY ^PRIVACY DATA^. VFR CONDITIONS PREVAILES, VFR LFIGHT PLAN WAS FILED, PILOT RETURNED FROM A CROSS COUNTRY SOLO FLIGHT. UPON LANDING THE AIRCRAFT BOUNCED CAUSING THE AIRCRAFT TO RECEIVED MINOR DAMAGE AND THE PILOT RECEIVED NO INJURIES. THE PIC HOLDS A STUDENT PILOT CERTIFICATE. THE FLIGHT ORIGINATED FORM THE ZEPHRYHILLS AIRPORT AT 1000HRS. THE INCIDENT WAS INDUCED BY THE PILOT WHO FAILED TO MAINTAIN CONTROL OF THE AIRCRAFT. 20000508020269I (-23)PILOT STATES HE WAS LANDING WITH A 10 KT QUARTERING TAIL WIND WHEN HE LANDED HARD, BOUNCED AND LANDED ON THE NOSE GEAR. THE NOSE TIRE BLEW OUT AND THE STRUT COLLAPSED. BOTH THE TIRE AND THE WHEEL DISINTEGRATED. THE PROPELLER ON THE LEFT ENGINE STRUCK THE RUNWAY CAUSING DAMAGE TO THE TIPS FO BOTH BLADES. NO OTHER DAMAGE TO THE AIRCRAFT AND NO INJURIES. 20000508020619I (-23) WHILE TAXIING A P17, N450WT AT CHINO AIRPORT, CALIFORNIA (CNO), PILOT HIT BRAKES HARD AFTER NOTICING AIRCRAFT PARKED IN FRONT OF HIM. HIS AIRCRAFT FLIPPED OVER LANDING ON N4410X, A PA-28 THAT WAS PARKED ON THE RAMP. NOTE: MADE NUMEROUS ATTEMPTS TO CONTACT PILOT FOR MORE INFORMATION. AS INFORMATION IS RECEIVED INCIDENT RECORD WILL BE UPDATED. 20000508021109I (-23) SIC (IN TRAINING) WAS PF AND IN THE PROCESS OF LANDING FROM AN ILS APPROACH WHEN PIC NOTICED THAT THE LANDING GEAR WAS NOT EXTENDED. THE GEAR SWITCH WAS ACTUATED, THE PIC ANNOUNCED THEIR SITUATION, AND THE SIC INITIATEDA REJECTED LANDING BY ADVANCING THE THROTTLES. THE AIRCRAFT CONTACTED THE RUNWAY DURING THE GO-AROUND, DAMAGING THE WING FLAPS, LANDING GEAR DOORS, AFT BELLY SKIN, SEVERAL DRAIN MASTS, AND THE AFT LOWER VERTICAL FIN. WITH THIS REPORT,^PRIVACY DATA OMITTED^ ,IS CONSIDERED CLOSED. 20000508023359I (.19)ON MAY 8, 2000, AT 2137 EDT, A BEECH BE-58, N9044V, OPERATED BY U.S. CHECKS, SUFFERED MINOR DAMAGE FROM AN ELECTRICAL FIRE, SHORTLY AFTER DEPARTING BRADLEY INTERNATIONAL AIRPORT (BDL), WINDSOR LOCKS, CONNECTICUT. THE CERTIFICATED COMMERICAL PILOT WAS NOT INJURED, AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT, BETWEEN BRADELY AND STEWART INTERNATIONAL AIRPORT (SWF), NEWBURGH, NEW YORK. THE CARGO FLIGHT WAS CONDUCTED UNDER 14 CFR PART 135. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE PILOT SMELLED SMOKE AFTER TAKEOFF. THE AIRPLANE RETURNED TO BRADLEY, LANDED, AND TAXIED TO THE RAMP. DURING THE POSTFLIGTH INSPECTION, THE ROTATING BEACON POWER WIRE WAS FOUND TO BE BURNT, THE ENTIRE LENGHT OF THE AIRPLANE. FURTHER INSPECTION REVEALED THAT A HOLDING SCREW FOR THE ROTATING BEACON SWITCH/CIRCUIT BREAKER WAS TOO LONG, AND IT HAD FRACTURED THE SWITCH. (-23)A/C DEPARTED BDL FOR THE SWF AIRPORT. DURING INTIAL CLIMBOUT, THE PILOT SMELLED SMOKE AND RETURNED TO BDL. THE AIR NET MAINTENANCE DEPARTMENT SAID THAT THE ROTATING BEACON HAD FAILED, BUT THE SWITCH/CIRCUIT BREAKER FAILED TO TRIP. FURTHER INVESTIGATION FOUND THAT THE SWITCH MAY HAVE BEEN BROKEN ON DUE TO SCREW CONTACT FROM THE PANEL. A SAFETY RECOMMENDATION HAS BEEN SUBMITTED TO AAI-200. (.4) ON MAY 8, 2000, AT 2137 EASTERN DAYLIGHT TIME, A BEECH BE-58, N9044V, OPERATED BY U.S. CHECK, SUFFERED MINOR DAMAGE FROM AN ELECTRICAL FIRE, SHORTLY AFTER DEPARTING BRADLEY INTERNATIONAL AIRPORT (BDL), WINDSOR LOCKS, CONNECTICUT. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED, AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT, BETWEEN BRADLEY AND STEWART INTERNATIONAL AIRPORT (SWF), NEWBURGH, NEW YORK. THE CARGO FLIGHT WAS CONDUCTED UNDER 14 CFR PART 135. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE PILOT SMELLED SMOKE AFTER TAKEOFF. THE AIRPLANE RETURNED TO BRADLEY, LANDED, AND TAXIED TO THE RAMP. DURING THE POSTFLIGHT I NSPECTION, THE ROTATING BEACON POWER WIRE WAS FOUND TO BE BURNT, THE ENTIRE LENGTH OF THE AIRPLANE. FURTHER INSPECTION REVEALED THAT A HOLDING SCREW FOR THE ELECTROLUMINESCENT PANEL HAD CONTACTED THE ROTATING BEACON SWITCH/CIRCUIT BREAKER, AND FRACTURED PART OF THE UNIT. THE SWITCH FUNCTION WAS DETERMINED TO STILL OPERATE PROPERLY, BUT THE CIRCUIT BREAKER HAD FAILED. THE INITIATING EVENT WAS SUSPECTED TO BE A FAILED BEACON MOTOR, WHICH THEN INITIATED A SHORT CIRCUIT; HOWEVER, IT WAS NOT POSITIVELY CONFIRMED. THE SWITCH/BREAKER WAS ATTACHED TO A SOLID BUSS BAR BEHIND THE PANEL, AND THE SCREW IN QUESTION WAS ONE OF FIVE USED TO HOLD THE PANEL IN PLACE. EACH OF THE FOUR OTHER SCREWS WAS LOCATED AT A CORNER OF THE PANEL, WHILE THE FIFTH SCREW WAS LOCATED DIRECTLY BELOW THE TOGGLE PORTION OF THE SWITCH. THE BEECHCRAFT ILLUSTRATED PARTS CATALOG CALLED FOR THE USE OF AN AN5158632R SCREW, BUT DID NOT GIVE A DASH NUMBER FOR THE SCREW'S LENGTH. THE FAA INSPECTOR SUBMITTED SAFETY RECOMMENDATIONS TO THE FAA RECOMMENDATION AND QUALITY ASSURANCE DIVISION, AAI-200, FOR A FLEETWIDE INSPECTION OF EXISTING SWITCHES, FOR THE MANUFACTURER TO REVISE THE PARTS CATALOGUE TO REFLECT SCREW LENGTH, AND FOR THE MANUFACTURER TO MOVE THE SCREW POSITION ON FUTURE AIRPLANES. 20000508028449I (-23)ON MAY 8, 2000, THE CREW EXPERIENCED A COMPLETE LOSS OF POWER ON THE RIGHT ENGINE, WHILE ON DEPARTURE FROM CHETUMAL, MEXICO. THE AIRCRAFT RETURNED TO CHETUMAL WITHOUT INCIDENT. THE ENGINE WAS REMOVED AND SENT TO GARRETT AVIATION SERVICES AN FAA APPROVED REPAIR STATION AT AUGUSTA, GEORGIA. ON JUNE 6, 2000, THE ENGINE GEARBOX WAS DISASSEMBLED FOR INSPECTION. THE ENGINE SUFFERED A FAILURE OF THE COMPRESSOR BEARING, ROTATING GRUOP MAINSHAFT AND THE HIGH SPPED PINION ASSEMBLY. THE INITIAL FAILURE APPREARS TO HAVE BEEN WITH GEARSHAFT ASSY-HIGH SPEED PINION PART NO. NONPROC721013B. THE COMPONENTS WERE SENT TO HONEYWELL IN PHOENIX, ARIZONA FOR FURTHER ANALYSIS. 20000508030419I (-23)IGL1920000019-MIDWEST EXPRESS AIRLINES FLIGHT 83, MD-80, WAS ENROUTE FROM LAGUARDIA TO KANSAS CITY WHEN THE PILOT ADVISED OF A MEDICAL EMERGENCY AT 080347Z AND DIVERTED TO PEORIA. THE AIRCRAFT LANDED AT THE GREATER PEORIA AIRPORT AT 080403Z AND WAS MET BY PARAMEDICS. A 16 YEAR OLD FEMALE PASSENGER WAS TAKEN TO THE HOSPITAL. THIS INCIDENT IS BEING CLOSED WITH THIS REPORT. 20000508033549I (-23)NO MAY 8, 2000, N6441Y, AT 1435 MDT, A CESSNA T-210N, OWNED BY A PRIVATE INDIVIDUAL, EXPERIENCED A PARTIAL LANDING GEAR COLLAPSE DURING ROLL OUT ON RUNWAY 24, RUIDOSO, NM. THE PRIVATE PILOT AND ONE PASSENGER WERE INJURIRED AND THE AIRCRAFT INCURRED MINOR DAMAGE. FOLLOW-UP INVESTIGATION FINDS THE POWER PACKS FAILED INTERNALLY AND ALLOWED THE NOSE GEAR TO RETRACT FOLLOWING TOUCHDOWN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT JUNCTION TEXAS, ON 05/08/2000 AT APPROX. 1130. 20000508036159A (-23) ON MAY 8, 2000 AT APPROX. 9:25 AM PDT, A MCDONNELL DOUGLAS 520N HELICOPTER, N955SD, SUSTAINED SUBSTANTIAL DAMAGE WHILE PERFORMING OFF-AIRPORT TRAINING IN EAST LOS ANGELES, CA. THE HELICOPTER WAS BEING OPERATED BY THE LOS ANGELES COUNTY SHERIFF'S DEPT. AS A PUBLIC-USE AIRCRAFT UNDER FAR PART 91. THE COMMERCIALLY RATED FLIGHT INSTRUCTOR AND COMMERCIALLY RATED PILOT TRAINEE WERE NOT INJURED. THE LOCAL AREA INSTRUCTIONAL FLIGHT ORIGINATED AT THE SHERIFF'S MAIN BASE AT THE LONG BEACH AIRPORT IN LONG BEACH, CA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR REPORTED THAT THE PURPOSE OF THE FLIGHT WAS TO PRACTICE EMERGENCY PROCEDURES AS PART OF ROUTINE INTERDEPARTMENTAL TRAINING. THEY WERE CONDUCTING TRAINING IN AN OPEN FIELD ON PROPERTY OWNED BY THE SHERIFF'S DEPT. THE FLIGHT INSTRUCTOR STATED THAT THEY OFTEN UTILIZED THE FIELD FOR FLIGHT TRAINING (OFF-AIRPORT OPERATIONS) AND HAD USED THE SAME FIELD ONE WEEK EARLIER. HE REPORTED THAT THEY PERFORMED A HIGH RECONNAISSANCE OF THE LANDING AREA PRIOR TO THE LANDING. HE NOTED NOTHING UNUSUAL ABOUT THE TERRAIN BELOW NOR DID HE NOTICE ANYTHING UNSUITABLE ABOUT THE LANDING AREA. THE FLIGHT INSTRUCTOR STATED THAT HE SIMULATED AN ENGINE FAILURE (BY ROLLING OFF THE THROTTLE) AT APPROX. 10-15 FEET ABOVE THE LANDING AREA. THE PILOT TRAINEE, WHO WAS ON THE CONTROLS AT THE TIME, RESPONDED AND PERFORMED AN AUTOROTATIVE LANDING. THE AIRCRAFT TOUCHED DOWN WITH FORWARD SPEED WHICH CAUSED THE HELICOPTER TO SLIDE A FEW FEET, THEN STOP ABRUPTLY. TALL WEEDS AND GROUND COVERED HAD PREVENTED THE HELICOPTER FROM SLIDING FORWARD WITH THE RESULTING MOMENTUM CAUSING THE HELICOPTER TO STOP ABRUPTLY AND PITCH FORWARD. AS THE HELICOPTER PITCHED FORWARD, THE INSTRUCTOR PILOT POSITIONED THE CYCLIC CONTROL REARWARD. WHEN THE HELICOPTER SETTLED BACK TO A LEVEL ATTITUDE, THE MAIN ROTOR BLADES FLEXED DOWN AS A RESULT OF DECREASING RPM AND CUT OFF THE TAILBOOM. THE FLIGHT INSTRUCTOR REPORTED THAT NEITHER OF THE TWO PILOTS HAD SEEN THE HIGH VEGETATION IN THE LANDING AREA EVEN THOUGH THEY HAD MADE SMILAR LANDING IN THE SAME AREA BEFORE. END. (.4) ON MAY 8, 2000, AT 0925 HOURS PACIFIC DAYLIGHT TIME, A MCDONNELL DOUGLAS 500N HELICOPTER, N955SD, SUSTAINED SUBSTANTIAL DAMAGE WHILE PERFORMING OFF-AIRPORT LANDING TRAINING IN LOS ANGELES, CALIFORNIA. THE HELICOPTER WAS BEING OPERATED BY THE LOS ANGELES COUNTY SHERIFF'S DEPARTMENT AS A PUBLIC-USE AIRCRAFT UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL RATED FLIGHT INSTRUCTOR AND COMMERCIAL RATED PILOT TRAINEE WERE NOT INJURED. THE LOCAL AREA INSTRUCTIONAL FLIGHT ORIGINATED AT THE LONG BEACH, CALIFORNIA, AIRPORT, ABOUT 0830. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR REPORTED THAT THE PURPOSE OF THE FLIGHT WAS TO PRACTICE EMERGENCY PROCEDURES AS PART OF ROUTINE INTRADEPARTMENTAL TRAINING. THEY WERE CONDUCTING THE TRAINING IN AN OPEN FIELD ON PROPERTY OWNED BY THE SHERIFF'S DEPARTMENT. THE FLIGHT INSTRUCTOR STATED THAT THEY OFTEN UTILIZED THE FIELD FOR FLIGHT TRAINING PURPOSES, AND REPORTED THAT HE HAD DONE SOME TRAINING THERE ABOUT 1 WEEK PRIOR TO THE ACCIDENT. HE REPORTED THAT THEY PERFORMED A HIGH RECONNAISSANCE OF THE FIELD PRIOR TO LANDING; AT THAT TIME HE NOTED NOTHING UNSUITABLE ABOUT THE TERRAIN. THE FLIGHT INSTRUCTOR STATED ABOUT 10 TO 12 FEET ABOVE GROUND LEVEL (AGL), HE REDUCED THE THROTTLE TO GROUND IDLE TO SIMULATE A TOTAL POWER LOSS. THE PILOT TRAINEE WAS ON THE CONTROLS; HE LANDED THE HELICOPTER WITH NO PROBLEMS. THE FLIGHT INSTRUCTOR STATED THAT THE HELICOPTER SLID FORWARD ONLY A FEW FEET, THEN STOPPED ABRUPTLY. THE SKIDS HAD BECOME ENTANGLED IN 18-INCH-TALL GRASS AND IMBEDDED VINES, CAUSING UNEXPECTED FRICTION. HE STATED THAT THE NATURAL TENDENCY TO INPUT AFT CYCLIC TO STOP THE AIRCRAFT FROM GOING OVER CAUSED THE MAIN ROTOR BLADES TO CONTACT THE TAIL BOOM. THE FLIGHT INSTRUCTOR REPORTED THAT NEITHER HE NOR THE PILO 20000509006209A (-23) ON MAY 9, 2000, AT 0955 LOCAL TIME (1955Z), AMERICAN TRANS AIR (ATA) AIRCRAFT N192AT, FLIGHT 671, LOCKHEED L1011-385-1, EXPERIENCED A TAIL STRIKE DURING A LANDING AT THE KAHULUI AIRPORT IN MAUI, HAWAII. THE OWNER OF THE AIRCRAFT IS AMERICAN TRANS AIR, INC. ATA IS A 121, SCHEDULED DOMESTIC CARRIER. THERE WERE THREE FLIGHT CREW MEMBERS AND 10 FLIGHT ATTENDANTS AS WELL AS 357 PASSENGERS. THERE WAS 1 PASSENGER COMPLAINT OF THE LANDING. A IFR FLIGHT PLAN WAS FILED, NON-STOP WHICH ORIGINATED IN SAN FRANCISCO, CALIFORNIA (SFO) AT 0800 LOCAL TIME (1500Z). THE CREW STATED TO THE FAA IIC THAT THE PIC WAS FLYING THE AIRCRAFT AT THE TIME OF THE ACCIDENT. NO FURTHER STATEMENTS WERE GIVEN FROM THE CREW. THE ATA STATION MANAGER DID STATE THAT THEY WERE IN THE PROCESS OF LANDING ON RUNWAY 2 IN STRONG AND GUSTY CROSSWIND CONDITIONS. AT APPROXIMATELY 50 FEET FROM TOUCH DOWN A HIGH SINK RATE DEVELOPED AND THE CAPTAIN INCREASED THE THROTTLE SETTINGS AND PITCHED THE AIRCRAFT UP. THE ENGINES DID NOT HAVE TIME TO SPOOL UP AND A TAIL STRIKE OCCURRED. 20000509007669A (-23) THE PILOT REQUESTED FROM THE TOWER PERMISSION TO MAKE A LOW PASS OVER THE RUNWAY AT RY4. AS THE AIRCRAFT APPROACHED RUNWAY 27 TOWER PERSONEL OBSERVED PARTS COMING OFF THE AIRCRAFT. THE PARTS WERE THE COWLING ASSEMBLY. THIS ASSEMBLY STRUCK THE PROPELLER WHICH CAUSED 2 INCHES OF PROP TO BREAK OFF ON END AND 6 INCHES OFF THE OPPOSITE END. THE PROP IMBALANCE CAUSED THE ENGINE MOUNT TO BREAK AND THE ENGINE PULL AWAY THE FUEL LINE CAUSING TH E ENGINE TO SHUT DOWN. THE AIRCRAFT CRASHED, NO FIRE. 20000509010799A (-23) MR. PEREZ STATED THAT HE WAS ON A NORMAL APPROACH INTO FALCON FIELD, AZ. HE WAS LANDING ON RUNWAY 22 LEFT WHEN HE TOUCHED DOWN WITH NO PROBLEM, THEN WHEN HE APPLIED THE BRAKES THE RIGHT HAND GEAR COLLAPSED AND THE A/C RIGHT WING IMPACTED THE RUNWAY CAUSING THE A/C TO PULL OFF THE RUNWAY. THE A/C RIGHT WING SUSTAINED SUBSTANTIAL DAMAGE FROM A LANDING LIGHT. MR. PEREZ THEN FOLLOWED EMERGENCY PROCEDURES AND EXITED THE A/C. 20000509014449A (-23) ATTACHED NTSB: FTW00LA145 (.4)DURING A TOUCHDOWN AUTOROTATION, WHICH THE FLIGHT INSTRUCTOR WAS DEMONSTRATING, THE HELICOPTER TOUCHED DOWN WITH FORWARD MOVEMENT. AS THE HELICOPTER WAS SLIDING ALONG THE GROUND, IT SUDDENLY STOPPED AND WENT UP ONTO THE TOES OF THE SKIDS BEFORE SETTLING BACK ONTO THE SKIDS. DURING THE EVENT, THE MAIN ROTOR BLADES STRUCK THE TAILBOOM FORWARD OF THE TAILROTOR AREA AND SEVERED THE TAILBOOM. THE OPERATOR REPORTED THAT BOTH MAIN ROTOR BLADES, THE FRONT SKID CROSSBOOM, THE TAILROTOR GEARBOX, AND BOTH TAILROTOR BLADES SUSTAINED DAMAGE. THE FAA INSPECTOR WHO EXAMINED THE ACCIDENT SITE, REPORTED THAT THE GRASS AREA NORTH OF RUNWAY 9 HAD MINUTE INDENTATIONS. 20000509016019I (-23)AIRCRAFT WAS DESCENDING THROUGH CLOUDS ON AN IFR FLIGHT PLAN FROM HARLAN, IOWA, TO KNOXVILLE, IOWA. PILOT REPORTED LOSS OF POWER TO ATC. PILOT LANDED ON ROAD 4 MILES SOUTHWEST OF PELLA, IA AIRPORT. NO DAMAGE TO THE AIRCRAFT. MECHANIC AT THE LOCAL AIRPORT REPORTED THAT IT APPEARED THAT THE "BRACKET" AIR FILTER WAS SATURATED WITH WATER AND THE AIR INDUCTION DUCT HAD COLLAPSED. CARBURETOR HAS BEEN SENT TO A REPAIR STATION FOR A FLOW TEST. M AND D REPORT TO FOLLOW. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. 20000509016809I (-23)PILOT HAD 10 GALLONS OF FUEL IN EACH WING. THE DURATION OF THIS FLIGHT WAS 5 MINUTES. UPON APPROACH TO AIRPORT PILOT BANK EXCESSILY FUEL PORT SUCKED AIR. PILOT MADE EMERGENCY LANDING IN FIELD. 20000509018089I (-23)AN EYEWITNESS OBSERVED THE AIRCRAFT APPROACHING TO LAND ON RUNWAY 16 AT WESTCHESTER COUNTY AIRPORT, WHITE PLAINS NY (HPN). THE WITNESS STATED THAT AS THE AIRCRAFT DESENDES THROUGH APPROXIAMTELY 100 FEET, THE LANDING GEAR WAS STILL RETRACTED. HE FURHTHER STATED THAT AS THE AIRCRAFT DESCENDED THROUGH APPROXIAMTELY 50 FEET, IT APPEARED THAT THE LANDING GEAR BEGAN TO EXTEND PARTIALLY, AND THEN RETRACT AGAIN. THE AIRCRAFT LANDED ON IT'S BELLY. THE PILOT WAS THE SOLE OCCUPANT OF THE AIRCRAFT. THERE WERE NO INJURIES. 20000509021089I (-23) ON MAY 9, 2000, AT 06:45 PDT, THE STUDENT PILOT PERFORMED A PREFLIGHT PRIOR TO TAKE OFF ON N1079M, A CESSNA 172L, OWNED BY WEST AIR AVIATION FLIGHT SCHOOL. DURING THE PREFLIGHT HE DIPPED THE FUEL TANKS WITH A READING OF 8 ON THE LEFT AND A READING OF 9 ON THE RIGHT FUEL TANK. DEPARTED FROM NORTH LAS VEGAS AIRPORT, ENROUTE TO THE NORTHWEST PRACTICE AREA FOR VOR PRACTICE. ON RETURNING FROM THE PRACTICE AREA HE NOTICED THAT THE RIGHT FUEL TANK WAS NOT INDICATING THE SAME AS THE LEFT FUEL TANK. AT APPROX 09:30 PDT, AFTER REPORTING HIS POSITION, (10 MILES NORTH OF LONE MOUNTAIN), TO NORTH LAS VEGAS TOWER THE ENGINE QUIT. STUDENT LOOKED FOR A PLACE TO LAND, CALLED TOWER TO REPORT THE EMERGENCY LANDING DUE TO ENGINE FAILURE FROM FUEL DEPLETION AND SAFELY LANDED THE AIRCRAFT ON INTERSTATE 95. FUEL WAS PROVIDED BY THE VGT FUEL CONTRACTOR AND AIRCRAFT WAS REFUELED WITH 20 GALLONS SUPPLIED FROM FIVE GALLON CANS, AIRCRAFT THEN TOOK OFF FROM INTERSTATE 95 AND LANDED SAFELY AT VGT. NO AIRCRAFT DAMAGE, FIRE, OR INJURIES WERE NOTED. 20000509022739I (-23)UNITED AIRLINES FLIGHT 1543 LANDED STRIKING THE TAIL AT 1200 PDT. DAMAGE OCCURRED AT FRAME 70 EXTENDING APPROX. SIX FEET FORWARD. ONE DRAIN TUBE AND 2 ORANGE ANTENNAS WERE SCRAPPED. FLIGHT ORIGINATED AT CHICAGO OHARE WITH A DESTINATION OF JOHN WAYNE AIRPORT IN SANTA ANA, CA. NTSB REQUESTED THE FDR AND CVR TO BE SENT TO THEIR WASHINGTON LAB. AIRCRAFT WAS PATCHED IN 4 PLACES WHERE FRAME WAS EXPOSED AND AIRCRAFT WAS FERRIED TO SAN FRANCISCO. UNITED ENGINEERING DETERMINED DAMAGE TO BE MINOR. PIC HAS BEEN PULLED OUT OF SERVICE. UAL CONDUCTED A BRIEFING WITH HIM WITH ADDITIONAL SIM TIME. THIS WILL BE FOLLOWED BY A TWO LEG LINE CHECK FOR QUALIFICATION. ^PRIVACY DATA OMITTED^ 20000509028979A (.4)THE PILOT STATED HIS DESTINATION WAS WINTER HAVEN, FLORIDA, WITH A REFUELING STOP AT FAYETTEVILLE. THE PILOT STATED HE DEPARTED WITH FULL TANKS OF FUEL. THE EN-ROUTE TIME, ACCORDING TO THE PILOT, WAS 3 HOURS. THE PILOT STATED THAT WHILE ON SHORT FINAL FOR RUNWAY 22, HE COMPLETED THE PRE-LANDING CHECKLIST AND SWITCHED TANKS. ACCORDING TO THE PILOT, WHEN HE SWITCHED THE FUEL SELECTOR FROM THE LEFT TANK POSITION TO THE RIGHT, THE ENGINE 'STUMBLED'. HE STATED THAT HE THEN SWITCHED BACK TO THE LEFT TANK AND THE ENGINE SURGED AND LOST POWER. THE AIRPLANE COLLIDED WITH THE TERRAIN IN A MARSH AREA APPROXIMATELY 500 FEET FROM THE RUNWAY. ACCORDING TO THE RESCUE PERSONNEL AT THE SITE, A 'BARREL' OF FUEL WAS DRAINED FROM THE RIGHT MAIN TANK, THE AMOUNT WAS UNDETERMINED. NO FUEL WAS DRAINED FROM THE LEFT MAIN TANK. AN ENGINE WAS EXAMINED AT TELEDYNE CONTINENTAL MOTORS IN MOBILE, ALABAMA ON JULY 18, 2000 AND NO DISCREPANCIES WERE FOUND. (-23)ENGINE QUIT ON SHORT FINAL. EMERGENCY LANDING SHORT OF RUNWAY. 20000509032759I (-23)POST INCIDENT INVESTIGATION INDICATES AIRCRAFT WAS STILL IN GROUND EFFECT WHEN GEAR WAS INADVERTENTLY RETRACTED. PILOT STATED HE MUST HAVE HIT THE GEAR SWITCH INSTEAD OF FLAP SWITCH. PILOT HAS BEEN OFFERED REMEDIAL TRAINING. THIS INVESTIGATION CLOSED WITH THIS REPORT. ^PRIVACY DATA OMITTED^ 20000509036119A (-23)DURING TAKEOFF ENGINE LOST POWER. PILOT RETARDED AND ADVANCE THE THROTTLE AND RESTORED POWER. IMMEDIATELY AFTER LIFTOFF, ENGINE LOST POWER. PILOT LANDED ON THE RUNWAY BUT WAS UNABLE TO STOP ON THE REMAINING RUNWAY. HIT A FENCE. MINOR DAMAGE, NO INJURIES. (.4) ON MAY 9, 2000, ABOUT 1245 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-18-150, N7345Z, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LOST POWER ON TAKEOFF AND COLLIDED WITH A FENCE AT THE EL TIRO GLIDERPORT NEAR MARANA, ARIZONA. THE TUCSON SOARING CLUB WAS OPERATING THE LOCAL GLIDER TOW FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN. THE PILOT STATED THIS WAS THE 15TH FLIGHT OF THE DAY FOR THE AIRPLANE, BUT THE FIRST FOR HIM. WHEN HE RELIEVED THE PREVIOUS TOW PILOT, HE RECEIVED A BRIEFING, WHICH NOTED THE PREVIOUS FLIGHTS, AIRPLANE PERFORMANCE, AND FUEL STATUS, 1/4 FULL IN THE LEFT TANK AND A FULL RIGHT TANK. HE STATED HE WAS ABOUT 20 FEET IN THE AIR WHILE DEPARTING ON RUNWAY 26 WHEN THE ENGINE SPUTTERED, REGAINED POWER, THEN SPUTTERED AGAIN. HE RELEASED THE GLIDER AND ATTEMP TED TO SWITCH TO THE RIGHT TANK. THE AIRPLANE COLLIDED WITH A FENCE AT THE END OF THE FIELD, BENDING THE RIGHT WING STRUT. THE GLIDER PILOT, WHO RELEASED ABOUT THE SAME TIME AS THE PILOT, LANDED OFF THE RUNWAY IN DESERT TERRAIN NEXT TO THE TOW PLANE. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR VERIFIED THAT FUEL WAS IN THE GASCOLATOR, FUEL LINES TO THE CARBURETOR, AND THE CARBURETOR. HE NOTED THE AIRPLANE WAS EQUIPPED WITH A SIGHT GAUGE IN THE WING ROOT WITH A RED BALL IN IT TO DETERMINE FUEL LEVEL. ONCE THE AIRPLANE WAS LEVELED AND THE WING PLACED BACK IN ITS PROPER POSITION, HE OBSERVED THE BALL NEAR THE BOTTOM OF THE SIGHT GAUGE, WHICH HE ESTIMATED AT LESS THAN 1/4 TANK. THE FAA INSPECTOR FURTHER REPORTED THAT NO FUEL WAS FOUND ON THE GROUND AT THE ACCIDENT SITE. THE ORIGINAL 150 HORSEPOWER ENGINE WAS REPLACED BY A 180 HORSEPOWER ENGINE IN ACCORDANCE WITH SUPPLEMENTAL TYPE CERTIFICATE (STC) SA36RM. IT STATED THE LEFT TANK WAS THE MAIN TANK, WHICH WAS TO BE USED FOR TAKEOFF AND LANDING, WHILE THE RIGHT TANK WAS AN AUXILIARY TANK, WHICH WAS TO BE USED IN LEVEL FLIGHT ONLY. THIS STC SPECIFIED THE ORIGINAL 3/8-INCH FUEL HOSE WAS TO BE REPLACED WITH A 1/2-INCH FUEL HOSE, BUT THE FAA INSPECTOR NOTED THIS PROCEDURE HAD NOT BEEN COMPLETED. HOWEVER, AN FAA OFFICE APPROVED THE OPERATION OF THE AIRPLANE IN THE RESTRICTED CATEGORY IN THIS CONFIGURATION, BUT ONLY FOR THE USE OF GLIDER TOWING. THE STC ALSO REQUIRED A PLACARD BE PLACED ON THE LEFT (MAIN) FUEL TANK NOTING "CAPACITY 18 GALLONS, 9 GALLONS USEABLE." ANOTHER PLACARD, WHICH READ "EMPTY," WAS TO BE PLACED ON THE LEFT-HAND FUEL GAUGE AT THE ORIGINAL 1/2 FULL MARK. THESE PLACARDS WERE NOTED IN A SUPPLEMENT TO THE AIRPLANE FLIGHT MANUAL. THIS SUPPLEMENT ALSO NOTED IN THE LIMITATIONS SECTION "DO NOT TAKE OFF WHEN LEFT HAND FUEL TANK GAUGE REGISTERS IN THE RED AREA." 20000509036859A (-23) ON 05/09/2000 AT APPROX. 2000 CDT, A ROBINSON HELICOPTER (R-22-BETA), N7185C, OWNED BY GALESBURG IMPLEMENT AND FLOWN BY ^PRIVACY DATA ^SUSTAINED SUBSTANTIAL DAMAGE AFTER THE PROBABILITY OF ENCOUNTERING A ROTOR STALL DURING AN APPROACH TO A FIELD NEAR GALESBURG, ND. AFTER IMPACT THE HELICOPTER TRAVELED 21 FEET IN THE SOFT FIELD, NOSING OVER AND COMING TO REST ON THE LEFT SIDE OF THE FUSELAGE. TAIL BOOM WAS CHOPPED, ROTORBLADES BENT, CABIN DEFORMATION DUE TO OVERLOAD. NO INJURIES TO THE PILOT OR PASSENGER WERE REPORTED. 20000509041009A (.4) N69BM WAS DISCOVERED IN A BURNT OUT AREA, WITH TWO OCCUPANTS IN THE WRECKAGE. SUBSEQUENT INVESTIGATION BY THE SHERIFF'S OFFICE REVEALED THAT THE PILOT HAD BEEN FLYING N69BM IN FORMATION WITH OTHER AIRCRAFT, AND HAD DISCONTINUED THE RETURN FLIGHT TO PRACTICE AEROBATICS, AND WAS REPORTED MISSING BY HIS WIFE AFTER HE DID NOT RETURN HOME. THE MEDICAL EXAMINER'S OFFICE LATER VERIFIED THE IDENTITIES OF THE INDIVIDUALS WHO HAD BEEN FOUND IN THE WRECKAGE, AS THOSE WHO HAD BEEN REPORTED MISSING BY THE PILOT'S WIFE. POSTCRASH EXAMINATION OF THE BURNT WRECKAGE REVEALED THAT THE AIRFRAME HAD INCURRED EXTENSIVE DAMAGE CONSISTENT WITH HARD GROUND IMPACT, IN AN INVERTED POSITION, AND THERE WERE NO INDICATORS OF ANY MECHANICAL MALFUNCTIONS TO THE AIRCRAFT OR ITS SYSTEMS. THE PROPELLER SIGNATURES FOUND, WERE CONSISTENT WITH AN ENGINE PRODUCING POWER AT IMPACT. (-23)THE AIRCRAFT CAME TO REST INVERTED WITH THE LEFT WING S TWISTED AND BENT AFT. AND THE FUSELAGE STRECHED AND BENT RIGHT AT THE WING ROOT. THE AFT ELEVATOR CONTROL ROD END AND FWD. ROD END WERE FOUND STRECHED TO THE RIGHT AND BROKEN AT THE THREADS. THE AIRCRAFT FABRIC AND COMPSITE PROP BLADES WERE SUBSTANTIALLY DAMAGED BY POST IMPACT FIRE. THE AIRCRAFT DAMAGE IS CONSISTENT WITH OTHER AIRCRAFT DAMAGE AT THE RESULT OF AN INVERTED FLAT SPIN PRIOR TO IMPACT. 20000509042179A (-23) ON MAY 09, 2000, AT OR ABOUT 1707ADT A TUNDRA TIRE WHEEL EQUIPPED CESSNA 180, N2785K, REGISTERED TO GRONHOLDT DEVELOPMENT CO. AND PILOTED BY PAUL GRONHOLT A CERTIFICATED PILOT LANDING AT MERRILL FIELD, ALASKA, EXPERIENCED A HARD LANDING, CAUSING SUBSTANTIAL DAMAGE TO THE WING, PROPELLER, AND COWLING. 20000509042259A (-23) APPROXIMATELY 2.5 MILES EAST OF MERRILL FIELD, AIRPLANE EXPERIENCED TOTAL FAILURE, STUDENT PILOT AND CFI ATTEMPTED TO LAND ON EAST 7TH AVE. AIRCRAFT CLIPPED ONE POWER LINE AND LANDED ON EAST 7TH AVE BETWEEN KLEVIN STREET AND BRAGAW. RIGHT WING IMPACTED A FENCE AND SPUN THE AIRCRAFT 180 DEGREES. EMERGENCY WAS DECLARED JUST PRIOR TO ENGINE FAILURE. 20000510006709A (-23) SABERLINER ON NIGHT APPROACH INTO THE MOLOKAI AIRPORT. IFR DEPARTURE FROM KAHULUI, MAUI. PILOTS WERE BEHIND AIRPLANE AND REQUIRED ATC VECTORS TO TURN AT BLUSH INTERSECTION. LACK OF CREW COORDINATION APPARENT FROM CVR. LITTLE USE OF CHECKLIST. NO CHALLENGE AND RESPONSE. CPT APPEARED TO NOT HAVE AN APPROACHPLATE IN FRONT OF HIM. NO APPROACH BRIEF, CO-PILOT SELECTED WROND FREQUENCY FOR AIRPORT LIGHTING. CREW APPARENTLY BELIEVED CLOUDS ABSCURED THE FILED IN SPITE OF 10 MILES/CLEAR VIS. REPORT. CPT SUGGESTED CHECKING FREQUENCY AND AIRFIELD LIGHTS WERE TURNED ON. CREW BEGAN TO EXECUTE VOR A APPROACH. ON INBOUND LEG AIRCRAFT DESCENDED BELOW MINIMUM ALTITUDE OF 2200 FT. PRIOR TO THE VOR. AIRCRAFT DESCENDED TO 1800 FT. AIRCRAFT WAS SOUTH OF APPROACH COURSE BY APPROXIMATELY 3/4 OF A MILE. THE CREW LOST SIGHT OF THE FIELD AGAIN AND APPEARED TO WANT TO DESCEND THE FIELD. AIRCRAFT BEGAN A QUICK DESCENT, CONTINUING THOUGH 1400 FT., WELL BELOW THE MINIMUM SAFE ALTITUDE OF 2,500 FT., AND IMPACTED THE MOUNTAINOUS TERRAIN AT 1230 FT. INDICATED ON THE ALTIMETER. AIRSPEED INDICATED 110 KNOTS AND ATTITUDE WAS LEVEL WITH FOUR DEGREES PITCH UP. FLAPS WERE DOWN AND GEAR WAS DOWN. NORMAL ENGINE OPERATION WAS HEARD ON CVR. ALL OTHER INSTRUMENTATION DESTROYED. (.4) ON MAY 10, 2000, AT 2031 HAWAIIAN STANDARD TIME (HST), A ROCKWELL NA 265-65 SABRELINER CORPORATE JET, N241H, COLLIDED WITH MOUNTAINOUS TERRAIN 3.3 NAUTICAL MILES (NM) SOUTHWEST OF THE KAUNAKAKAI AIRPORT (PHMK), ON THE ISLAND OF MOLOKAI, HAWAII. THE AIRPLANE WAS ON A NIGHT VISUAL APPROACH FOR LANDING; IT WAS DESTROYED IN THE COLLISION SEQUENCE AND POST CRASH FIRE. PRICE AIRCRAFT COMPANY, LLC, OF BROOMFIELD, COLORADO, OWNED THE AIRPLANE, AND THEY WERE OPERATING IT AS A PERSONAL TRANSPORTATION FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE AIRLINE TRANSPORT PILOT CAPTAIN, COMMERCIAL COPILOT, AND FOUR PASSENGERS SUSTAINED FATAL INJURIES. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN HAD BEEN FILED. THE FLIGHT ORIGINATED FROM TAHITI (NTAA) IN THE MID PACIFIC OCEAN AT AN ESTIMATED DEPARTURE TIME OF 1300 HST AND MADE AN EN ROUTE REFUELING STOP AT CHRISTMAS ISLAND (PLCH). IT DEPARTED CHRISTMAS ISLAND ABOUT 1600 HST FOR MAUI (PHOG), HAWAII. IT CLEARED CUSTOMS IN MAUI ABOUT 1930 AND DEPARTED FOR MOLOKAI AT 2008 HST. THE ACCIDENT SITE LOCATION WAS 21 DEGREES 07.634 MINUTES NORTH LATITUDE AND 157 DEGREES 08.994 MINUTES WEST LONGITUDE. 20000510012809A (-23) ON MAY 10, 2000 AT 1500 HRS PDT, A SIKORSKY S61A, N693CC, EXPERIENCED A DUAL ENGINE FAILURE (#1 ENGINE FAILED AND 10 SECONDS LATER #2 ENGINE FAILED) ON APPROACH TO AN OFF-AIRPORT LANDING SITE AND MADE A FORCED LANDING APPROX. 2.8 MILES EAST OF EUREKA, CA. THE HELI, OWNED AND OPERATED BY CROMAN CORP., WHITE CITY, OR, SUSTAINED SUBSTANTIAL DAMAGE. THE HELI WAS BEING APERATED UNDER THE PROVISIONS OF 14 CFR PART 133 EXTERNAL LOAD OPERATIONS. THE LOCAL AREA LOGGING FLIGHT ORIGINATED FROM A REMOTE LANDING SITE ABOUT 1349 PDT. VISUSL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. 20000510016299I (-23)PILOT STATED THAT IN LEVEL FLIGHT AT 2500 FT ALTITUDE THE PROPELLER SEEMED TO SURGE, RESULTING IN A LOSS OF POWER. REALIZING HE COULD NOT MAKE THE AIRPORT (PWA), HE EXECUTED A FORCED LANDING IN AN OPEN FIELD. PRIOR TO TOUCH DOWN, THE ENGINE WAS MAKING A LOUD BANGING NOISE. MINOR DAMAGE WAS CAUSED BY THE HORIZONTAL STABILIZER CONTACTING A FENCE POST DURING THE FORCED LANDING. 20000510016379I (-23)ON MAY 10, 2000, AT 1737E, A BOEING 737, S/N 19955, REGISTERED AS N603DJ AND OPERATING AS VAGUARD AIRLINES (P2EA) FLIGHT 732, WAS ON APPROACH TO LANDING AT PITTSBURGH, PA (PIT). THE CREW NOTED AN OIL PRESSURE WARNING ON THE NO. 1 ENGINE JUST PRIOR TO TOUCHDOWN. THE CREW MADE A NORMAL LANDING AND SHUT DOWN THE ENGINE WHILE TAXING TO THE GATE. MAINTENANCE FOUND THE LP-5 FITTING STRIPPED AND MORE THAN ONE (1) GALLON OF OIL IN THE ENGINE. THE ACCESSORY CASE WAS CHANGED, AND THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000510016739I (-23)PILOT REPORTED THAT HE LANDED HIS AIRCRAFT INT HE GRASS OT THE SOUTH OF THE PAVED RUNWAY. PILOT STATED THAT HE LANDED A LITTLE FAST AND WAS UNABLE TO STOP THE AIRCRAFT BY THE END OF THE RUNWAY. THE AIRCRAFT OVERRAN THE RUNWAY AND PROCEEDED DOWN A BANK ONTO A OVERGROWN AREA, WHERE IT CAME TO IT CAME TO REST. 20000510017319I (-23) AMERIJET 451, 1 B-727 EXPERIENCED SMOKE IN THE COCKPIT IMMEDIATELY AFTER TAKEOFF NECESSITATING AN EMERGENCY RETURN. AFTER RECEIVING A CLEARANCE TO LAND AND EXITING VEHICLES, AJT 451 CONTACTED A CLOSED RUNWAY SIGN MOUNTED ON A TRUCK. A NORMAL LANDING, ROLLOUT AND EVACUATION WAS ACCOMPLISHED. THE TRUCK AND SIGN WERE DAMAGED. THE A/C WAS NOT DAMAGED. 20000510018109I (-23)MESABA AIRLINES LFIGHT 2792, SF-340, RETURNED TO LINCOLN MUNICIPAL AIRPORT, LINCOLN, NE, DUE TO A GEAR UNSAFE LIGHT. THE IARCRAFT WAS FERREIED TO MINNEAPOLIS, MN, IN A GEAR DOWN CONDITION. COMPANY MECHANICS FOUND THE UPLOCK LIMIT SWITHC OUT OA ADJUSTMENT. AFTER ADJUSTMENT THE AIRCRAFT WAS RETURNED TO SERIVCE. 20000510020649I (-23)AIRCRAFT WAS IN CRUISE FLIGHT WHEN PILOT NOTED LOW OIL PRESSURE LIGHT ILLUMINATED. PIC MADE PRECAUTIONARY LANDING IN EVERGLADES NATIONAL PARK. DISCOVERED QUIK DRAIN LINE FROM OIL RESERVOIR HAS SOMEHOW VIBRATED TO "OPEN" POSITION. REFILLED OIL IN RESERVOIR; RAN UP ENGINE/ROTOR; SHUTDOWN; CHECKED ALL FITTINGS AND DRAIN LINE; THEN DEPARTED WITHOUT FURTHER INCIDENT. 20000510033029I (-23)ON MAY 10, 2999, A BEECHCRAFT 1900, N830CA, FLIGHT 4481, OPERATED BY COMMUTAIR, INC., DURING LANDING REPORTED AN UNSAFE GEAR INDICATIONS WHILE INBOUND TO SYRACUSE INTERNATIONAL AIRPORT AT SYRACUSE, NEW YORK. THE FLIGHT CREW DID NOT DECLARE AN EMERGENCY. FIRE AND RESCUE RESPONDED. A LANDING WAS ACCOMPLISHED WITHOUT FURTHER INCIDENT. THERE WERE IN INJURIES. THE AIRCRAFT WAS FERRIED TO PLATTSBURGH, NEW YORK FOR REPAIRS. THE MECHANIC REMOVED AND REPLACED THE LANDING GEAR'S SERVICE VALVE. THE LANDING GEAR FUNCTIONAL CHECK WAS SATIFSFACTORY AND THE AIRCRAFT RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000511008029A (-23) INSTRUCTOR WAS GIVING FLIGHT INSTRUCTION TO A NEW HIRE IN PREPARATION FOR HIS PART 135 CK RIDE. THE STUDENT WAS PERFORMING A HYDRAULIC OFF RUN ON LANDING. DURING THIS PROCEDURE, JUST PRIOR TO TOUCH DOWN THE A/C CONTROLS BECAME VERY STIFF. AT THIS POINT THE INSTRUCTOR DIRECTED THE STUDENT TO DISENGAGE THE HYDRAULIC ISOLATION SWITCH ON THE COLLECTIVE WHICH HE DID. THE CONTROLS REMAINED STIFF, AND THE A/C IMPACTED THE GROUND IN A LEFT TURNING NEAR LATERAL MOVEMENT. (.4) ON MAY 11, 2000, AT 1334 HOURS MOUNTAIN STANDARD TIME, A EUROCOPTER AS350B2, N851HW, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT FALCON FIELD, MESA, ARIZONA. THE HELICOPTER WAS BEING OPERATED BY ROCKY MOUNTAIN HELICOPTERS, PROVO, UTAH, AS AN INSTRUCTIONAL FLIGHT UNDER 14 CFR PART 91. THE COMMERCIAL RATED CERTIFIED FLIGHT INSTRUCTOR, COMMERCIAL RATED PILOT TRAINEE, AND COMMERCIAL RATED PASSENGER WERE NOT INJURED. THE LOCAL AREA FLIGHT ORIGINATED AT FALCON FIELD AT AN UNSPECIFIED TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR REPORTED THAT HE WAS GIVING FLIGHT INSTRUCTION TO A NEW-HIRE PILOT IN PREPAR ATION FOR HIS 14 CFR PART 135 CHECK RIDE. ANOTHER NEW-HIRE PILOT WAS SEATED IN THE BACK TO OBSERVE THE TRAINING. THE PILOT TRAINEE WAS PERFORMING A HYDRAULICS-OFF, RUN-ON LANDING. AS THE STUDENT APPROACHED THE TOUCHDOWN POINT THE INSTRUCTOR REMINDED HIM TO KEEP HIS AIRSPEED UP. HE REPORTED THAT JUST PRIOR TO TOUCHDOWN, THE AIRCRAFT CONTROLS BECAME VERY STIFF. AT THAT POINT, THE FLIGHT INSTRUCTOR DIRECTED THE PILOT TRAINEE TO RE-ENGAGE THE HYDRAULICS ISOLATION SWITCH ON THE COLLECTIVE CONTROL. THE STUDENT RE-ENGAGED THE HYDRAULICS BUT REPORTED THAT THE CONTROLS REMAINED STIFF AND HE WAS HAVING DIFFICULTY APPLYING FORWARD CYCLIC. AS THE INSTRUCTOR GOT ON THE CONTROLS IT STARTED A SLOW TURN TO THE LEFT. AS THE INSTRUCTOR ATTEMPTED TO COUNTERACT THE TURN RATE INCREASED. THE HELICOPTER IMPACTED THE GROUND IN A LEFT TURN WITH REAR LATERAL MOVEMENT. THE LANDING GEAR SKIDS COLLAPSED. THE OPERATOR, ROCKY MOUNTAIN HELICOPTERS, FAILED TO RESPOND TO SEVERAL ATTEMPTS BY THE SAFETY BOARD TO FILE AN AIRCRAFT ACCIDENT REPORT, FORM 6120.1/2. 20000511009599A (-23) A/C LOST POWER ON TAKE-OFF, PILOT CLEARED A BUILDING, LOST FORWARD MOTION AND DROPPED 15 FEET TO THE GROUND AND ROLLED OVER. NO MECHANICAL PROBLEMS FOUND WITH ENGINE. WEATHER AND SEQUENCE OF EVENTS INDICATIVE OF CARBURATOR ICING. INVESTIGATION FOUND TRANSPONDER TEST TO BE TWO WEEKS OVERDUE.^PRIVACY DATA OMITTED^ 20000511012949A (-23) A/C DEPARTED LAKEFRONT AIRPORT, LA AT APPROX 16:00 HRS LOCAL ON 5/11/00 ENROUTE TO PICAYUNE AIRPORT (M76) WHEN THE A/C ARRIVED IN THE AIRPORT AREA OF M76 HE NOTICED SMOKE THEN FIRE COMING FROM UNDER THE INSTRUMENT PANEL. THE PILOT STATED HE SHUT OFF FUEL AND THE ENGINE QUIT. HE LANDED HARD JUST SHORT OF RWY 18. THE A/C CAME TO A STOP IN MIDDLE OF RWY 18 APPROX 138 FEET FROM BEGINNING OF RWY 18. HE AND A PASSENGER EXITED A/C AND AC BURNED. THERE WERE NO INJURIES REPORTED.THE ACCIDENT INVESTIGATION INCLUDED REPRESENTATIVES FROM CESSNA AND CONTINENTAL MOTORS. THE A/C COCKPIT, FUSELAGE, AND TAIL SECTION WERE CONSUMED BY FIRE. BOTH WINGS WERE BURNED AT THE INBOARD SECTION. NOTE: THERE WERE TWO TRIPS TO THE ACCIDENT BY THE FAA INSPECTOR. (.4)ON MAY 11, 2000, AT ABOUT 1625 CENTRAL DAYLIGHT TIME, A CESSNA 172H, N5107G, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT, EXPERIENCED AN IN-FLIGHT FIRE IN THE VICINITY OF PICAYUNE, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED. THE PRIVATE PILOT AND ONE PASSENGER REPORTED NO INJURIES. THE FLIGHT ORIGINATED FROM NEW ORLEANS, LOUISIANA, (NEW) ABO UT 25 MINUTES BEFORE THE ACCIDENT. THE PRIVATE PILOT STATED THAT HE DEPARTED NEW AT ABOUT 1600, FOR THE VFR LOCAL FLIGHT. HE WAS OVER FLYING THE PICAYUNE AIRPORT AT 2,500 FEET WHEN HE OBSERVED SMOKE COMING UP FROM BEHIND THE FIREWALL FOLLOWED BY FLAMES. HE IMMEDIATELY TURNED THE FUEL SELECTOR VALVE OFF AND MADE A FORCED LANDING TO THE RUNWAY. HE AND THE PASSENGER EXITED THE AIRPLANE UNINJURED. THE AIRPLANE WAS CONSUMED BY FIRE. THE PILOT STATED IN THE NTSB PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT THAT HE DROPPED OFF HIS FRIEND AT THE PICAYUNE AIRPORT, TOOK OFF, AND EXPERIENCED THE SMOKE IN THE COCKPIT AT ABOUT 500 FEET. AFTER MAKING A SAFE LANDING AT THE AIRPORT, HE GOT OUT OF THE AIRPLANE AND RAN A SAFE DISTANCE AWAY FROM THE PLANE. STATEMENT PROVIDED BY THE PILOT OR HIS PASSENGER TO THE PEARL COUNTY SHERIFF DEPARTMENT DOES NOT SUBSTANTIATE THE PILOT'S STATEMENT (FOR ADDITIONAL INFORMATION SEE PEARL COUNTY SHERIFF DEPARTMENT REPORT, AN ATTACHMENT TO THIS REPORT.) EXAMINATION OF THE AIRFRAME, FLIGHT CONTROLS, ENGINE ASSEMBLY AND ACCESSORIES BY THE FAA AND PARTIES OT THE NTSB INVESTIGATION COULD NOT DETERMINE THE SOURCE OF THE REPORTED IN-FLIGHT FIRE. (FOR ADDITIONAL INFORMATION SEE AIRCRAFT MISHAP REPORT CESSNA AIRCRAFT COMPANY, TELEDYNA CONTINENTAL POWER PLANT EXAMINATION, AND FAA INSPECTOR STATEMENT ATTACHMENTS TO THIS REPORT.) 20000511016849I (-23)AFTER TOUCH DOWN ON RUNWAY 27 PILOT LOST CONTROL OF THE AIRCRAFT DUE TO THE CROSSWIND. THE AIRPLANE WENT OFF THE RUNWAY AND THE LEFT WING TIP STRUCK THE GROUND. MINOR DAMAGE TO THE AIRCRAFT, AND NO INJURIES. 20000511032059I (-23)ON 05/11/2000 AT 1500 EDT WHIL APPROACHING TO LAND ON RUNWAY 31 AT THE WILLIAMSBURG-JAMESTOWN AIRPORT (JGG); THE PILOT FAILED TO EXTEND THE LANDING GEAR DURING THE FINAL APPROACH TO LANDING AND LANDED WITH THE GEAR FULLY RETRACTED. THE PILOT STATED THAT THERE WAS TURBULENCE ON THE APPROACH TO LANDING, AND THAT HE FAILED TO HEAR THE AURAL WARNING HORN, OBSERVE THE LANDING GEAR POSITION LIGHTS AND FAILED TO UTILIZE THE LANDING CHECK-LIST. 20000511032929I (-23)ON APRIL 11, 2000, A BOEING 737, N778U, OPERATED BY US AIRWAYS INC., EXPERIENCED A BIRD STRIKE ON THE LEFT WING WHEN DEPARTING RUNWAY 28 AT SYRACUSE INTERNATIONAL AIRPORT. THE AIRCRAFT RETURNED AND LANDED ON RUNWAY 28 AT 0855E AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL INSPECTED THE AIRCRAFT AND NOTED THAT NUMBER ONE ENGINE HAD FAN BLADES DAMAGED DUE TO A BIRD STRIKE. THE ENGINE WAS REMOVED AND REPLACED. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS NOT DAMAGED AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT SYRACUSE AIRPORT, SYRACUSE, NY ON MAY 11, 2000. 20000511039489A (-23) PILOT/OWNER WAS OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT FROM MICHAEL J. SMITH (MRH) BEAUFORT, NC., TO SOSSAMON FIELD (6A9) BRYSON CITY,NC. ON LANDING ROLLOUT ENCOUNTERED UNEXPECTED GUST OF CROSSWIND AND DEPARTED THE RUNWAY. THE A/C COLLIDED WITH FIXED OBJECTS BESIDE THE RUNWAY. VISUAL METEOROLOGICAL CONDITIONS EXISTED; PILOT DID NOT FILE A FLIGHT PLAN. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. PILOT (SOLE OCCUPANT) REPORTED NO INJURIES. THEY DEPARTED MRH AT APPROX. 1505 EDT. THE PILOT STATED THAT HE ENTEREDLEFT CLOSED TRAFFIC FOR RUNWAY 27, AND HE EXPERIENCED A QUARTERING CROSSWIND. AFTER LANDING THE AIRPLANE DRIFTED TO THE RIGHT; AND PILOT WAS UNABLE TO CORRECT AND THE DRIFT, AND THE FIHT WINGTIP COLLIDED WITH A WOODEN PALLET BESIDE THE RUNWAY. THE AIRPLANE PULLED FURTHER TO THE RIGHT, WENT ACROSS AN APRON, AND COLLIDED WITH STORED MATERIAL, COLLAPSING THE NOSE GEAR. 20000512008589A (-23) THE MODEL B55 BARON WAS LOADED WITH A TOTAL OF SIX ADULT MALE OCCUPANTS, BAGGAGE, 126 POUNDS OF ADDITIONAL BALLAST WEIGHTS IN THE FORWARD BAGGAGE COMPARTMENT AND CARRIED FULL FUEL IN THE MAIN TANKS AND 10 GALLONS OF FUEL IN EACH AUX. TANK. SEVERAL EYEWITNESSES REPORTED THAT , ON TAKEOFF FROM RUNWAY 22, THE AIRCRAFT ROTATED ABRUPTLY TO A SIXTY TO EIGHTY DEGREE NOSE UP PITCH ATTITUDE AND CLIMBED TO AN ESTIMATED ALTITUDE OF 200 TO 300 FEET ABOVE GROUND WHEN IT THEN ROLLED TO THE LEFT AND SUBSEQUENTLY IMPACTED THE GROUND NOSE LOW, LEFT WING LOW ON A WRECKAGE DISTRIBUTION PATH OF APPROXIMATELY 095 DEGREES. THE FORWARD AND LEFT ROOF SUPPORTS OF THE CABIN FAILED ON IMPACT AND ALL SIX OCCUPANTS WERE EJECTED WITH FATAL INJURIES TO ALL SIX PERSONS. SEVERAL EYEWITNESSES REPORTED THAT THE CRASHED AIRPLANE IGNITED INTO FLAMES APPROXIMATELY 60 TO 90 SECONDS AFTER IMPACT. POST CRASH EXAMINATION OF THE AIRCRAFT SHOWED THAT THE CONTROL COLUMN LOCK PIN WAS STILL INSTALLED IN THE FLIGHT CONTROL COLUMN. (.4) THE PILOT DID NOT PERFORM AN AIRCRAFT RUNUP AND PROCEEDED TO TAKEOFF. NUMEROUS WITNESSES OBSERVED THE AIRPLANE PITCH UP TO A 70 TO 80-DEGREE NOSE HIGH ATTITUDE UPON LIFTOFF. THE WITNESSES THEN OBSERVED THE NOSE OF THE AIRPLANE MOMENTARILY PITCH NOSE DOWN SLIGHTLY AND IMMEDIATELY PITCH NOSE HIGH AGAIN. THEY THEN REPORTED OBSERVING THE AIRPLANE ROLL TO THE LEFT AND IMPACT THE GROUND IN A NOSE LOW, LEFT WING LOW ATTITUDE. SHORTLY AFTER IMPACTING THE GROUND, A FIRE ERUPTED. EXAMINATION OF THE WRECKAGE REVEALED THAT THE PILOT HAD FAILED TO REMOVE THE CONTROL LOCK PIN FROM THE CONTROL COLUMN. A SAFETY ALERT, SERVICE INSTRUCTION, AND MANDATORY SERVICE BULLETIN WERE ISSUED BY THE AIRCRAFT MANUFACTURER, WHICH DEALT WITH CONTROL LOCK AWARENESS AND A CONTROL LOCK MODIFICATION. THE PILOT/AIRCRAFT OWNER DID NOT COMPLY WITH THE SERVICE INSTRUCTION AND MANDATORY SERVICE BULLETIN, NOR DID HE HAVE THE ORIGINAL CONTROL LOCK ASSEMBLY INSTALLED. A CONSERVATIVE WEIGHT AND BALANCE COMPUTATION INDICATED THAT THE PILOT LOADED THE AIRPLANE BEYOND THE AIRPLANE'S CERTIFICATED MAXIMUM GROSS WEIGHT AND AFT CENTER OF GRAVITY LIMITATIONS. AN AUTOPSY OF THE PILOT REVEALED THAT HE HAD SUFFERED FROM AN 'ACUTE MYOCARDIAL INFARCT' PRIOR TO THE AIRPLANE IMPACTING THE GROUND. 20000512010679A (-23) A/C DEPARTED TO THE EAST FROM GRASSY AREA BETWEEN RUNWAY 13 AND TAXIWAY. AFTER CLIMBING TO APPROX. 200 FEET A/C ENTERED A 180 DEGREE LEFT HAND TURN FOR BANNER PICK-UP. HALF WAY THROUGH TURN, A/C DESCENDED IN NOSE DOWN ATTITUDE AND IMPACTED EAST OF AIRPORT. A/C NOSED OVER AND CAME TO REST INVERTED. 20000512016569I (-23)ON MAY 12, 2000 AT APPROXIMATELY 1700 LOCAL TIME, A CESSNA CE-172-RG MODEL AIRCRAFT, REGISTRATION NUMBER N6283V, ENTERED THE PATTERN FOR LANDING AT PEARSON FIELD IN VANCOUVER, WA, RESULTING IN A GEAR-UP LANDING. THE PILOT AND SOLE OCCUPANT,^PRIVACY DATA OMITTED^ ADMITTED TO PERFORMING AN ABBREVIATED CHECKLIST PRIOR TO LANDING, BUT FAILED TO EXTEND THE LANDING GEAR. THE AIRCRAFT WAS EQUIPPED WITH A LOW RPM SWITCH, BUT THE HORN FAILED TO SOUND PRIOR TO IMPACT. POST-INCIDENT INSPECTION REVEALED THE SWITCH OPERATING BUT THE HORN WAS BROKEN. THE PILOT SUSTAINED NO INJURIES AND ONLY MINOR DAMAGE WAS DOEN TO THE AIRCRAFT. 20000512016789I (-23)AIRCRAFT (727-200) N466FE TAXIED TO THE AIRPORT RUN-UP AREA TO THE RALEIGHT-DURHAM AIRPORT. THE MECHANIC AT THE CONTROLS WAS ^PRIVACY DATA OMITTED^ TAXIED ONTO THE RUN-UP PAD AND POINTED THE AIRCRAFT EXHAUST EAST, IT SHOULD HAVE BEEN PIONTED WEST. ALL ENGINES WERE RUN-UP TO 1.8 EPR. SEVERAL AIRCRAFT BEHIND THE 727 WERE DAMAGED DUE TO TH HIGH POWER RUN AND THE STRONG EXHAUST. 20000512016989I (-23)PIPER AIRCRAFT, PA-32RT, MADE A GEAR UP LANDING AT LONG BEACH AIRPORT ON 05/12/2000 AT APPROXIMATELY 2042 LOCAL. NO INJURIES TO THE SOLE PILOT. PROPELLER, AIR-STAIR AND FLAPS WERE DAMAGED. PILOT STATED THAT DURING THE LANDING PHASE, HE AHD FAILED TO COMPLETE THE LANDING CHECK LIST AS HE WAS FIXATED ON OTHER DEPARTING AIRCRAFT. 20000512021829I (-23) ON MAY 12, 2000, ^PRIVACY DATA OMITTED^ (PIC) WAS FLYING WITH ^PRIVACY DATA OMITTED^ (SIC) ON A LOCAL TRAINING FLIGHT PRACTICING TOUCH AND GO'S. ON THE 5TH TOUCH AND GO, WITH FLAPS IN THE UP POSITION AND A DIRECT CROSSWIND, THE R/H MAIN LANDING GEAR TOUCHED DOWN FIRST AND THEN NOSE LANDING GEAR SECOND AND WHEN THE L/H MAIN LANDING GEAR TOUCHED THEY HEARD A "POP". SEVERAL ATTEMPTS WERE MADE TO LAND THE AIRCRAFT BUT THE L/H MLG FELT LIKE IT WAS COLLAPSING EACH TIME. THE CREW LEFT THE FLAPS IN THE UP POSITION AND THE GEAR PARTIALLY RETRACTED AND SET IT DOWN ON THE RUNWAY WHERE IT CAME TO REST IN THE GRASS TO THE RIGHT OF THE RUNWAY 12R. THE AIRCRAFT RECEIVED ONLY MINOR DAMAGE AND NO ONE WAS HURT. UPON INVESTIGATION THE BOLT (AN25-38A) WHICH CONNECTS THE L/H SIDE BRACE ASSY (5141001-33) AND L/H BELLCRANK ASSY (5041001-5) HAD SHEARED IN THE DOWNWARD DIRECTION. BECAUSE THIS BOLT HAD SHEARED, IT WOULD NOT ALLOW THE L/H MLG TO BE EXTENDED OR RETRACTED. TOTAL TIME ON BOLT 405 HRS. LAST INSPECTION OF THE LANDING GEAR SYSTEM WAS 30.0 HRS PRIOR. 20000512024969I (-23)ON 05/21/00, A LANCAIR REGISTRATION N377MB LANDED AT THE SAN ANTONIO, TEXAS AIRPORT WITH THE LANDING GEAR IN THE UP POSITION. THE AIRCRAFT SUSTAINED MINOR DAMAGE. THERE WERE NO INJURIES TO THE TWO PERSONS ON BOARD. THE CAUSE OF THE FAILURE OF THE GEAR EXTENSION WAS A MALFUNCTION OF THE GEAR UPLOCK VALVE. THIS OFFICE CONSIDERS THIS INCIDENT CLOSED. 20000512027309I (-23)PILOT STATES THAT HE WAS ATTEMPTING TO TAKEOFF FROM THE ABOVE AIRPORT (AMT) WHEN "SOMETHING DID NOT FEEL RIGHT". HE ELECTED TO ABORT THE TAKEOFF AT THAT POINT. HE APPLIED HARD BRAKING. STEADY SKID MARKS FOR BOTH MAIN TIRES WERE EVIDENT FOR THE LAST ONE FORTH OF THE RUNWAY. THE AIRCRAFT RAN OFF THE END OF THE RUNWAY, GOING THROUGH A SMALL DRAINAGE DITCH WITCH COLLAPSED AND SEVERED THE NOSE GEAR. THE AIRCRAFT CAME TO REST ABOUT THIRTY FEET BEYOND THE DRAINAGE DITCH ABOUT 25 FEET TO THE NORTH OF THE EXTENDED RUNWAY CENTER LINE. THE AIRCRAFT APPEARED TO GO TO THE RIGHT (SOUTH) OF THE RUNWAY CENTER LINE JUST PRIOR TO LEAVING THE PAVEMENT. AT SOME POINT DURING THE ABORTED TAKEOFF THE PROPELLER CONTROLS WERE MOVED TO THE FEATHER POSITION. NEITHER PROP APPEARED TO BE FULLY FEATHERED, HOWEVER ONLY ONE BLADE ON EACH PROPLELLER WAS BENT INDICATING THE ENGINES WERE NOT PRODUCING POWER AT THE POINT WHERE THE NOSE GEAR WAS COLLAPSED. IT IS ALSO NOTE WORTHY THAT THE BEND IN EACH PROPELLER INDICATES THE POSIBILITY THAT THE PROPELLERS MAY HAVE NOT BEEN TURNING WHEN THE AIRCRAFT WENT THOUGH THE DRAINAGE DITCH. INSPECTION OF THE COCKPIT AFTER INCIDENT REVEALED THE MAGNETO SWITCHES WERE OFF FOR BOTH ENGINES, THROTTLE, PROPELLERS, AND MIXTURE CONTROLS WERE ALL IN THE FULL REARWARD POSITION. IT SHOULD BE NOTED THAT THERE WAS APPROXIMATELY A 10 TO 15 KNOT WIND DIRECTLY DOWN THE RUNWAY AT THE TIME OF THE ARRIVAL OF THIS INSPECTOR. 20000512027639I (-23)DURING CLIMB THE PILOT LIGHT WENT OUT ON THE BURNER, BALLOON STARTED TO DECEND AND HIT A POWER LINE. PILOT RELIT THE PILOT LIGHT AND LANDED AT THE FIRST SAFE SPOT. MINOR DAMAGE TO THE BASKET. ONE PASSENGER SUFFERED A BRUISE AND A BURN TO HIS HEAD. 20000512027809I (-23)A/C N46PT WAS LANDING ON RUNWAY 15 AT INDIANAPOLIS METRO AIRPORT. THE PILOT SAYS HE SAW THREE GREEN LANDING GEAR LIGHTS AND THEN CONTINUED TO COMPLETE THE LANDING. UPON LANDING THE AIRCRAFT THE A/C SLOWED TO APPROXIMATELY 30 MPH WHEN THE NOSE LANDING GEAR COLLAPSED. THE PROP WAS DAMAGED AND THE NOSE LANDING GEAR AND SURROUNDING SHEET METAL WAS DAMAGED. THERE WAS NOT ENOUGH DAMAGE TO CONSTITUTE AN ACCIDENT. 20000513006829A (-23) EXPLAINATION OF BLOCK 35. AIRCRAFT WAS FLOWN FROM THE ACCIDNET LOCATION OF KHQZ TO KTKI PRIOR TO FAA NOTIFICATION. FAA "ON SCENE" WAS LIMITED TO EXAMINATION OF THE AIRCRAFT AT KTKI, AFTER THE AICRCRAFT WAS MOVED AND NOT WHERE THE ACCIDNET OCCURED. ON MAY 13, 2000, THE 14 CFR PART 61 TRAINING FLIGHT, WITHA CFI AND STUDNET PILOT, ORIGINATED FROM KTKI AND PROGESSED TO KHQZ WHERE PRATICE TOUCH AND GO LANDIGNS WERE PERFORMED. DURING A LANDING, CONTROL OF THE AIRCRAFT WAS LOST RESULTING IN A HARD LANDING. AS A RESULT, THE FIREWALL AND AJOINING FUSELAGE SUSTAINED SUBSTANTIAL DAMAGE. THE CFI STATED HE PERFORMED A POST FLIGHT INSPECTION OF THE AIRCRAFT BUT DID NOTNOTICE ANY DAMAGE. 20000513009589A (-23) THE PILOT LOST CONTROL OF A/C ON TAKEOFF FROM A GRASS STRIP AND GROUND LOOPED CAUSING SUBSTANTIAL DAMAGE TO THE CESSNA 170-B. THE PILOT AND TWO PASSENGERS WERE NOT INJURED. THE LOCAL FLIGHT WAS CONDUCTED UNDER CFR-14 PART 91. VISUAL FLIGHT CONDITIONS EXISTED AT THIS TIME. 20000513012439A (-23) AFTER DEPARTING JEFFCO AIRPORT (BJC) CO AND LEVELING OFF AT 6500' ENROUTE TO HASTINGS, NE THE PILOT DAVE SHERMAN EXPERIENCE A LOSS OF ENGINE POWER.THE ENGINE FAILED AND A EMERGENCY LANDING WAS ATTEMPTED TO ERIE TRI-COUNTY AIRPORT (48V). THE A/C LANDED APPROX. 150 YARDS SHORT OF RUNWAY 33. THE LANDING GEAR WAS IN THE RETRACTED POSITION AND THE FLAPS IN THE DOWN POSITION. THE BE-35B, N6643Q SLID ABOUT 100 YARDS. THE TWO ADULTS AND TWO INFANTS WERE NOT INJURED. 20000513016139I (-23)PILOT LANDING AIRCRAFT ON RUNWAY 33 AT MERRILL FIELD. PILOT INDICATED HE HAD A STRONG GUST OF CROSSWIND FROM THE LEFT. HE STATED AIRCRAFT BOUNCED TWICE ON LANDING AND HE OVER CORRECTED WITH TOO MUCH RUDDER INPUT. AIR CRAFT TIPPED OVER ON RIGHT WING AND HIT RUNWAY LIGHT. 20000513016369I (-23)ON MAY 13, 2000 AT 1727E, A DC-9, S/N 47046 REGISTERED AS N602NW, DIVERT AND LANDED AT 'PIT' AND TAXIED TO THE GATE WITHOUT INCIDENT. THE AIRCRAFT WAS ENROUTE FROM 'MSP' TO 'PHL'. MAINTENANCE FOUND THE LEFT PACK DUCT OFF DUE TO A CRACKED BRACKET. THE PACK WAS MADE INOPERATIVE AND DEFERRED PER THE MEL. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000513017019I (-23)N56495 WAS MAKING A SECOND LANDING AT HDH AIRFIELD. THE LANDING GEARS ALL INDICATED "GREEN" AND IN THE DOWN POSITION. THE LANDING WAS UNEVENTFUL UNTIL LANDING GEAR TOUCH DOWN. THE NOSE GEAR COLLAPSED. INSPECTED THE NOSE LANDING GEAR DAMAGE AREA. A MALFUNCTION PART/S CAN NOT BE DETERMINED UNTIL THE NOSE STRUT IS DISASSEMLED. NOTE: NOSE LANDING GEAR TEAR DONW HAS NOT BEEN CONCLUDED AT THIS TIME. WILL SUBMIT AN AMENDED FAA FORM 8020-23 WHEN DEFECTIVE PART IS KNOWN. 20000513017049I (-23)IN CROSS-WIND CONDITIONS DURING LANDING AIRCRAFT EXPERIENCED A SUDDEN GUST OF WIND FROM THE RIGHT WHILE LANDING ON RUNWAY (17). RIGHT WING RAISED CAUSING AIRCRAFT TO WEATHER-VANE RIGHT. WHEN AIRCRAFT TOUCHED DOWN IT DEPARTED THE RUNWAY TO THE RIGHT. DUE TO UNEVEN TERRAIN, PILOT WAS UNABLE TO HOEL THE TAIL DOWN WHILE SLOWING AT WHICH POINT AIRCRAFT GROUND LOOPED STRIKING THE PROPELLER, COWLING, LEFT WING, AND BENDING THE LEFT LANDING GEAR STRUT ASSEMBLY. FLIGHT ORIGINATED AT RUCKEL FIELD (FL17), FINAL DESTINATION BOB SIKES FIELD (CEW). 20000513017989I (-23)IT WAS WINDY AND BUMPY. HE HAD ABOUT A 35 DEGREE CRAB IN AND WAS CONCENTRATING ON HIS ALIGNMENT WITH THE RUNWAY (22) AND FORGOT TO LOWER THE GEAR AND LAND GEAR UP. 20000513020059I (-23) ON MAY 13, 2000 AT APPROXIMATELY 1800Z, N95WM, A T-6 WAS TAXIING FROM THE NORTH "T" HANGERS AT THE WAUKESHA AIRPORT (UES), WI, INTENDING TO TAKE OFF ON RUNWAY 28. THE AIRCRAFT WAS BEING TAXIED BY ^PRIVACY DATA OMITTED^ . THE AIRCRAFT WAS TAXIING PAST THE LOCATION WHERE THE OLD OFFICE HANGAR, WHICH WAS IN THE MIDST OF BEING DEMOLISHED. THE PRIOR EVENING A CONSTRUCTION CREW HAD PLACED CONSTRUCTION BARRICADES IN THE NONE MOVEMENT AREA IN FRONT OF THE BUILDING AND NEAR TO THE TAXI WAY WHICH IS ATTACHED. DUE TO THE PREVIOUS NIGHTS STORM ALL BUT ONE OF THE FLASHER BARRICADES HAD BEEN BLOWN OVER. ONE REMAINED STANDING NEXT TO THE TAXI WAY. BECAUSE THE T-6 IS A TAIL WHEEL AIRCRAFT THE PILOT WAS EXECUTING "S" TURNS WHILE TAXING AS THE PILOTS ATTENTION WAS ON AVOIDING THE AIRCRAFT IN FRONT OF HIM. HE STRUCK THE BARRICADE WITH THE PROP. ADDITIONALLY THE BARRICADE ALSO STRUCK THE UNDERSIDE OF THE WING CAUSING A PUNCTURE IN THE AIRCRAFT SKIN. THERE WERE NO NOTAMS, AND THERE WAS NOTHING INDICATING THE BARRICADES LOCATION ON THE ATIS. THE PILOT DID RECEIVE A WEATHER BRIEFING FROM GRB. 20000513024429I (-23) A/C DEPARTED AND COULD NOT RETRACT THE GEAR. RETURNED TO FWA WHERE THE NOSE GEAR PIN WAS FOUND TO BE STILL INSTALLED. 20000513034029I (-23)AIRCRAFT LANDED AT KODIAK, CLEARED FOR TOUCH AND GO. AIRCRAFT ROLLED APPROX 200 YDS AND RIGHT WHEEL STRUT FOLDED UNDER. PILOT STATED CROSSWIND WAS ALSO A FACTOR. 20000513037059A (-23) HELICOPTER BROKE-UP IN FLIGHT PARTS SCATTERED ALONG APPROX. 1/2 MILE LONG FLIGHT PATH TO MAIN IMPACT. THE FIRST PIECE OF THE AIRCRAFT ENCOUNTERED WAS A SMALL PIECE OF PLEXIGLASS, ABOUT THE SIZE OF A HAND, WITH SMALL PIECE OF TWISTED SHEET METAL ABOUT TWICE THAT SIZE. THE LEFT DOOR FRAME WAS FOUND ABOUT 3/8 MILE FROM THE MAIN WRECKAGE. THE TAILROTOR DRIVE BELT WAS FOUND NEAR THE DOOR FRAME. 1/4 MILE FROM THE IMPACT, RIGHT HORIZONTAL STABILIZER WAS FOUND. TAIL ROTOR ASSEMBLY WAS 75 YARDS N-NE OF MAIN IMPACT. 1 MIAN ROTOR BLADE SEPARATED AND WAS 30 YARDS E OF MAIN IMPACT. THIS BLADE SHOWED EVIDENCE ON THE UNDERSIDE, OF SCRAPPING THE TAIL BOOM VEFORE FINALLY STIKING THE TAIL BOOM AND BENDING THE BOOM APPROX. 130 DEGREES. NUMEROUS SMALL PIECES OF SHEET METAL AND PLEXIGLASS WERE SCATTERED ALONG THE FLIGHT PATH. (SEE ATTACHED DRAWING) THE HELICOPTER STRUCK THE GROUND IN A LEVEL ATTITUDE WITH NO SIGNS OF ROTATION AND NO FORWARD SPEED. THE NEEDLE SLAP ON THE VVI INDICATES A VERTICAL DESCENT OF 1800 FEET PER MINUTE. 20000513040079A (.4)ON MAY 13, 2000, ABOUT 1710 EASTERN DAYLIGHT TIME, A HOMEBUILT FLY BABY 1A, N2685, WAS DESTROYED WHEN IT STRUCK THE GROUND NEAR KEYMAR AIRPARK AIRPORT, KEYMAR, MARYLAND. THE CERTIFICATED PRIVATE PILOT WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT. NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT HAD DEPARTED FROM FAIRFIELD, PENNSYLVANIA, AND WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION (FAA), AND WITNESSES, THE AIRPLANE WAS OBSERVED TO OVER-FLY THE AIRPORT, PARALLEL TO THE RUNWAY, IN A SOUTHWESTERLY DIRECTION, ABOUT 1,500 FEET ABOVE GROUND LEVEL (AGL). ONE WITNESS THOUGHT THE AIRPLANE WAS IN A CLIMB, WHILE THE OTHER WITNESS REPORTED THE AIRPLANE WAS IN A NOSE HIGH ATTITUDE. THE WITNESSES REPORTED HEARING A "BANG" OR "POPPING SOUND", AND OBSERVED THE RIGHT WING FOLD UP AGAINST THE SIDE OF THE FUSELAGE. THE AIRPLANE THEN DESCENDED AND STRUCK THE GROUND IN AN OPEN FIELD ABOUT 1/4 MILES SOUTHEAST OF THE AIRPORT. (-23) THE AIRCRAFT WAS OBSERVED HEADING IN A SOUTHWEST DIRECTION, PARALLEL TO THE RUNWAY AT KEYMAR, AND SOUTHEAST OF IT AT AN ESTIMATED ALTITUDE OF 15 00 FEET AGL. THE AIRCRAFT WAS IN A SLIGHT CLIMB. THE RIGHT WING FOLDED UP AND BACK AND A BANG WAS HEARD. THE AIRCRAFT FELL TO THE GROUND. THE PILOT WAS FATALLY INJURED. THE AIRCRAFT WAS DEMOLISHED. 20000513040109A (.4)ON MAY 13, 2000, ABOUT 1430 EASTERN DAYLIGHT TIME, A PIPER PA18-150, N9432P, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE FOREST HILL AIRPORT, FOREST HILL, MARYLAND. THE CERTIFICATED PRIVATE PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT ORIGINATED AT DONEGAL SPRINGS, PENNSYLVANIA. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE AIRPLANE WAS LANDING ON RUNWAY 31, A 2,650 FOOT LONG, 50 FOOT WIDE ASPHALT RUNWAY. DURING THE LANDING ROLL, THE AIRPLANE VEERED OFF THE RIGHT SIDE OF THE RUNWAY, AND IMPACTED A PARKED AIRPLANE. THE PILOT STATED HE ENTERED THE TRAFFIC PATTERN FOR RUNWAY 31, AFTER HE OBSERVED THE WINDSOCK INDICATED THE WIND DIRECTION WAS FROM THE NORTHWEST AT 5 TO 10 KNOTS. THE PILOT DESCRIBED THE APPROACH AND TOUCHDOWN AS "NORMAL;" HOWEVER, HE HAD "NO RECOLLECTION OF EVENTS FOLLOWING TOUCHDOWN." A WITNESS AT THE AIRPORT OBSERVED THE AIRPLANE ON FINAL APPROACH WITH IT'S LEFT WING DOWN, "IN A SLIP." AFTER TOUCHDOWN, THE AIRPLANE YAWED BACK AND FORTH ON THE RUNWAY. THE AIRPLANE THEN ENTERED THE GRASS AREA ADJACENT TO THE RUNWAY AND STRUCK THE PARKED AIRPLANE. WINDS REPORTED AT AN AIRPORT ABOUT 15 MILES SOUTH OF THE ACCIDENT SITE, AT 1448, WERE FROM 160 DEGREES AT 5 KNOTS. THE PILOT REPORTED 183 HOURS OF TOTAL FLIGHT EXPERIENCE; WITH 5 HOURS IN TAIL-WHEELED AIRPLANES, ALL IN THE PA-18-150. (-23) PILOT LANDED ON RUNWAY 31. THE AIRCRAFT DEPARTED THE RUNWAY TO THE RIGHT AND STRUCK A PARKED BEECH BE-60, N71MJ. PILOT RECEIVED SERIOUS INJURIES. 20000513040669A (.4) ON MAY 13, 2000, AT 1013, EASTERN DAYLIGHT TIME, A PIPER PA-22, N6841B, WAS SUBSTANTIALLY DAMAGE AFTER A LOSS OF ENGINE POWER WHILE EXECUTING A GO-AROUND AT SMITH MOUNTAIN LAKE AIRPORT, MONETA, VIRGINIA. THE CERTIFICATED PRIVATE PILOT RECEIVED MINOR INJURIES, AND THE TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT ORIGINATED FROM FARMVILLE REGIONAL AIRPORT, FARMVILLE, VIRGINIA, ABOUT 0920. NO FLIGHT PLAN WAS FILED, AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE ADDED 10 GALLONS OF FUEL AT FARMVILLE, 5 TO EACH TANK. HE DEPARTED AND FLEW TO SMITH MOUNTAIN LAKE AREA. HE ENTERED THE DOWNWIND, SELECTED CARBURETOR HEAT ON, REDUCED ENGINE RPM TO 1,300, AND LEFT THE FLAPS UP. THE PILOT TURNED BASE THEN FINAL. WHILE ON FINAL THE AIRPLANE WAS ON GLIDE PATH UNTIL REACHING THE INTENDED TOUCHDOWN POINT. UNABLE TO GET THE AIRPLANE ON THE GROUND, THE PILOT ELECTED TO EXECUTE A GO-AROUND. HE ADVANCED THE THROTTLE, BUT THE ENGINE DID NOT RESPOND. HE RETARDED THE THROTTLE, AND ADVANCED IT A SECOND TIME; STILL THERE WAS NO RESPONSE FROM THE ENGINE. THE PILOT INCREASED THE PITCH ATTITUDE OF THE AIRPLANE TO CL EAR SOME POWERLINES AND TREES AT THE FAR END OF THE RUNWAY. THE AIRPLANE IMPACTED TWO TREES PAST THE POWERLINES, AND THEN IMPACTED THE GROUND. IN A SUBSEQUENT INTERVIEW, THE PILOT STATED THE ENGINE WAS OPERATING ON THE LEFT FUEL TANK WHEN THE LOSS OF POWER OCCURRED. A WITNESS SAW THE AIRPLANE FLY DOWN THE LAST 1,000 FEET OF THE RUNWAY, IN A NOSE UP ATTITUDE, WHILE APPROXIMATELY 60 FEET AGL. THE FLAPS WERE RETRACTED, AND THE WITNESS REPORTED HEARING THE ENGINE "STUMBLE/SPUTTER." THE WITNESS ADDED THAT WHEN THE AIRPLANE PASSED HIS POSITION, IT APPEARED TO BE IN AN "ACCELERATED STALL." AFTER THE ACCIDENT, THE WITNESS WENT TO THE ACCIDENT SITE AND FOUND THAT THE OCCUPANTS HAD ALREADY EXITED THE AIRPLANE. HE SMELLED FUEL AND SAW FUEL DRIPPING FROM THE ENGINE COWL. HE LOOKED INSIDE THE AIRPLANE, NOTED THAT THE FUEL SELECTOR WAS "ON" AND SELECTED IT "OFF." THE DRIP STOPPED. ON MAY 17, 2000, AN ENGINE RUN WAS PREFORMED BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR. THE BATTERY WAS CONNECTED, AND THE ELECTRICAL MASTER WAS SELECTED "ON." BOTH FUEL QUANTITY INDICATORS SHOWED "SLIGHTLY" LESS THAN A 1/4 OF A TANK EACH. THE STARTER WAS ENGAGED AND THE ENGINE STARTED AFTER APPROXIMATELY TWO REVOLUTIONS OF THE PROPELLER. ENGINE OIL PRESSURE INCREASED TO 70 PSI, AND THE ENGINE IDLED, "SMOOTHLY" ABOUT 600 RPM. THE ENGINE RUN LASTED ABOUT 10 MINUTES. DURING THIS PERIOD, THE THROTTLE WAS ADVANCED FROM IDLE TO FULL THROTTLE NUMEROUS TIMES. EACH TIME THE ENGINE ACHIEVED APPROXIMATELY 2,350 RPM. A CHECK OF THE LEFT AND RIGHT MAGNETOS WAS PREFORMED AT 700 RPM, 1,000 RPM, 1,500 RPM, AND 1,800 RPM. DURING THE CHECKS, THE ENGINE RAN "SMOOTH" AND THE RPM DROPPED BETWEEN 50 RPM AND 75 RPM EACH TIME. CARBURETOR HEAT WAS APPLIED AND ENGINE RPM DROPPED 75 RPM FROM 1,500 RPM, AND 100 RPM FROM 1,800 RPM. WITH CARBURETOR HEAT "ON" AND THEN "OFF," THE THROTTLE WAS ADVANCED "RAPIDLY" FROM IDLE TO FULL WITH NO ENGINE HESITATION. DURING ENGINE SHUTDOWN, WHEN THE MIXTURE CONTROL WAS SELECTED "OFF," ENGINE RPM INCREASED 75 RPM BEFORE DROPPING TO ZERO. AFTER COMPLETING THE ENGINE RUN, A VISUAL INSPECTION OF THE ENGINE WAS PREFORMED, AND NO FUEL OR OIL LEAKS WERE IDENTIFIED. SIX GALLONS OF FUEL WAS THEN DRAINED FROM EACH TANK. NO CONTAMINATES WERE IDENTIFIED. FUEL WAS ALSO DRAINED FROM THE CARBURETOR. NO CONTAMINATES WERE IDENTIFIED. BOTH FUEL CAP VENTS WERE INSPECTED AND FOUND FUNCTIONAL. ACCORDING TO THE FAA INSPECTOR, THE AIRPLANE DID NOT COMPLY WITH FAA AIRWORTHINESS DIRECTIVE 73-09-06, WHICH STATED: "TO PREVENT POWER INTERRUPTION AND ACCELERATION HANG-UP RESULTING FROM ABRUPT THROTTLE MOVEMENT, ACCOMPLISH THE FOLLOWING: ATTACH THE FOLLOWING OPERATING LIMITATION PLACARD TO THE INSTRUMENT PANEL NEAR THE THROTTLE IN FULL VIEW OF THE PILOT. USE 1/8 INCH MIN. SIZE LETTERING." "DO NO 20000513041559A (.4) ON MAY 13, 2000, AT 1300 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-32R, N4148R, LOST ENGINE POWER AND MADE A FORCED LANDING ON A HIGHWAY NEAR CASA GRANDE, ARIZONA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT WERE NOT INJURED. THE AIRCRAFT WAS BEING OPERATED AS AN INSTRUCTIONAL FLIGHT BY SABENA AIRLINE TRAINING CENTER, INC., UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM SCOTTSDALE AIRPORT IN SCOTTSDALE, ARIZONA, ABOUT 1145. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. IN A TELEPHONE INTERVIEW, THE FLIGHT INSTRUCTOR SAID THAT THE STUDENT, WHO WAS UNDER THE HOOD, WAS PREPARING TO EXECUTE AN APPROACH TO CASA GRANDE MUNICIPAL AIRPORT. PART OF THE LANDING CHECKLIST INCLUDED SWITCHING THE FUEL SELECTOR TO THE FULLEST TANK; HOWEVER, THE STUDENT INADVERTENTLY SWITCHED THE SELECTOR TO THE "OFF" POSITION. WHEN THE ENGINE QUIT, THE STUDENT VERBALIZED THE EMERGENCY CHECKLIST ITEMS SEQUENTIALLY TO THE INSTRUCTOR WHO PERFORMED THE REQUIRED ACTIONS. THE STUDENT OMITTED THE FIRST ITEM (SWITCH TO FULLEST TANK) BECAUSE OF HAVING ALREADY SWITCHED. THE INSTRUCTOR WAS UNABLE TO RESTART THE ENGINE WITHIN THE TIME AND ALTITUDE REMAINING AND EXECUTED A FORCED LANDING ON HIGHWAY 84 NEAR THE INTERSECTION WITH BIANCA ROAD. DURING THE LANDING, THE RIGHT FLAP STRUCK A CEMENT BRIDGE STANCHION AND THE LEFT WING STRUCK A TREE. ONCE ON THE GROUND, THE INSTRUCTOR IDENTIFIED THE FUEL SELECTOR AS HAVING BEEN IN THE "OFF" POSITION. A RECOMMENDATION FOR ACCIDENT PREVENTION WAS PREPARED BY THE FEDERAL AVIATION ADMINISTRATION (FAA) FLIGHT STANDARDS DIVISION MANAGER IN ARIZONA. ACCORDING TO THE FAA REPORT, THE FUEL SELECTOR STOP IS MOUNTED ON A PLASTIC CENTER FUEL PANEL ON THE FLOOR BETWEEN THE PILOT AND CO-PILOT SEATS. UPON REMOVAL OF THE PANEL, IT WAS FOUND THAT THE STOP FOR THE STEEL SPRING ARM WAS BENT, ALLOWING THE SELECTOR TO TRAVEL TO THE "OFF" POSITION. NO ACTION TO PRESS IT DOWN AS A SEPARATE AND DISTINCT ACTION RESULTED. THE BEND WAS NOT EVIDENT WHILE THE PANEL WAS MOUNTED IN PLACE. THE DESIGN OF THE FUEL SELECTOR, PART NUMBER 69654-22, FOR THE PIPER SARATOGA AND ALL LIKE COMPONENTS WERE TO BE EVALUATED. THE CURRENT DESIGN PROVIDED A POSITIVE STOP, BUT WAS NOT DESIGNED TO PREVENT IMPROPER USE AND EVENTUAL WEAR. 20000513042269A (-23) ON MAY 13, 2000 AT ABOUT 1430 ADT A WHEEL EQUIPPED PIPER PA-12 REGISTERED TO MCCAVIT ENTERPRISES, LLC., PO BOX 870001, AK 99687 AND PILOTED BY KEITH S MCCAVIT WAS INVOLVED IN A TAXIING ACCIDENT ONE MILE WEST OF FLATHORN LAKE, AK AT THE SUSITNA RIVER. ACCORDING TO THE PILOT WHILE BACK TAXIING FOR TAKE OFF FROM A GRASS COVERED AREA HE HIT A DITCH AND NOSED OVER. THERE WERE NO INJURIES TO THE PILOT THE SOLE OCCUPANT, HOWEVER THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE TO THE PROP WING STRUTS, WING ATTACH FITTING AND RUDDER. THE FLIGHT WAS OPERATED UNDER FAR PART 91. 20000513042829A (-23) THE PILOT SAID HE FORGOT TO LATCH THE REAR CANOPY AND DURING THE INITIAL CLIMB AT APPROXIMATELY 100 FEET AGL THE REAR CANOPY OPENED. THE PILOT RELEASED FROM THE TOW PLANE AND ATTEMPTED TO RETURN TO THE AIRPORT BUT LOST CONTROL OF THE GLIDER DURING THE TURN TOWARDS THE AIRPORT. 20000514006819A (.23) 5/26/200 ON MAY 14, 200 AT APPROX. 15:00 HOURS, A WEATHERLY 201-C (AG), N9198W WAS INVOLVED IN AN ACCIDENT FIVE MILES SOUTH AND ONE HALF MILE EAST OF MANAKTO, KS. VISUAL METEOROLOGICAL CONDITIONS EXISTED AT THE TIME. THE A/C LOST POWER AND IMPACTED IN A FARMERS PASTURE. THE PILOT OF THE A/C WAS MR. RICHARD M. HARRIS, OF BURR OAK, KS. WITH ^PRIVACY DATA OMITTED^ (.4) ON MAY 14, 2000, AT 0900 CENTRAL DAYLIGHT TIME, A WEATHERLY 201C, N9198W, OWNED AND PILOTED BY A COMMERCIAL PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING AN IN-FLIGHT COLLISION WITH THE TERRAIN, WHILE EXECUTING A PRECAUTIONARY LANDING AFTER A LOSS OF ENGINE POWER NEAR IONIA, KANSAS. THE PILOT WAS CONDUCTING AERIAL APPLICATION OPERATIONS AT THE TIME OF THE ACCIDENT. VISUAL METROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AERIAL APPLICATION FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 137 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, REPORTED NO INJURIES. THE ACCIDENT FLIGHT DEPARTED A PRIVATE AIRSTRIP NEAR BURR OAK, KANSAS, AT 0815, FOR THE LOCAL FLIGHT. ACCORDING TO THE PILOT'S WRITTEN STATEMEN T, WHEN HE DEPARTED HE HAD 23-GALLONS OF USEABLE FUEL IN THE RIGHT TANK AND 39-GALLONS OF USEABLE FUEL IN THE LEFT TANK. THE PILOT REPORTED, "IN APP. [APPROXIMATELY] 45 MIN AFTER TAKE OFF THE ENGINE CUT OUT RESTARTED AND RUN FOR APP. 3 SECONDS, BY PUMPING THE THOROTLE [THROTTLE] THE ENGINE RESTARTED AND RUN APP 2-3 SECONDS[.] THE RIGHT TANK LOW FUEL LIGHT CAME ON WHEN [THE] ENGINE FIRST CUT OUT." THE PILOT REPORTED THAT THE ENGINE HAD BEEN RUNNING OFF THE LEFT FUEL TANK FOR THE ENTIRE FLIGHT UP TO THE LOSS OF ENGINE POWER. THE PILOT CONTINUED, "I WAS FLYING APP. 300 FT AGL [ABOVE GROUND LEVEL]. THE SELECTOR WAS MOVE[D] BACK & FORTH FROM LEFT TO RIGHT A[T] LEAST 3 TIMES. BY PUMPING THE PRIMER I WAS ABLE TO FLY APP 2.5 MILES." THE PILOT STATED THAT THE AREA WHERE HE WAS FLYING WAS, "VERY ROUGH GROUND (RANGE LAND, WITH STEEP HILLS AND DEEP DRAWS...". THE PILOT ELECTED TO PERFORM A PRECAUTIONARY LANDING AND DURING LANDING THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT REPORTED THAT THE EXPECTED FUEL BURN WAS 27-GALLONS PER HOUR. A REPRESENTATIVE OF THE FEDERAL AVIATION ADMINISTRATION (FAA) CONDUCTED AN ON-SCENE EXAMINATION OF THE WRECKAGE ON MAY 14, 2000. ACCORDING TO THE INSPEC TORS STATEMENT, "OPERATION OF THE FUEL SELECTOR REVEALED A DETENT IN EACH POSITION. THE COWLING WAS REMOVED TO GAIN ACCESS TO THE FUEL SELECTOR VALVE, INSPECTION REVEALED THE VALVE INSTALLATION WAS CORRECT AND OPERATION APPEARED TO BE NORMAL. BOTH WING TANKS FUEL QUANTITY INDICATORS WERE ZERO, THE TANKS WERE VISUALLY INSPECTED AND WERE EMPTY. THE PILOT STATED THAT AFTER THE ACCIDENT, THE FUEL IN THE LEFT TANK HAD DRAINED OUT DURING THE NIGHT." THE FAA INSPECTOR REPORTED THAT HE COULD NOT CONFIRM OR DISPROVE THE PILOT'S CLAIM CONCERNING THE FUEL LEAK, BUT NOTED THAT THERE WAS THE SMELL OF FUEL AT THE ACCIDENT SITE. THE AIRCRAFT WAS TRANSPORTED TO A MAINTENANCE FACILITY AND THE FUEL SYSTEM WAS EXAMINED. FAA RECORDS INDICATE THAT THE FUEL SYSTEM WAS INSPECTED AND NO DISCREPANCIES WERE NOTED. A DENTED FUEL LINE FROM THE RIGHT TANK TO THE FUEL SELECTOR WAS IDENTIFIED, BUT AN OPERATIONAL TEST OF THE LINE REVEALED NO RESTRICTION OF FUEL FLOW FROM THE RIGHT TANK. 20000514009639A (-23) ON MAY 15, 2000 INSPECTOR^PRIVACY DATA OMI^AND MYSELF REPONDED TO AN AIRCRAFT ACCIDENT (45DR) AT BOBBY COX AIRPORT, APEX, NC. WITNESS STATEMENTS OF THE ACCIDENT REVEAL THAT ON MAY 14, 2000 AT APPROXIAMTELY 1200L,^PRIVACY DATA OMITTED^ TOOK OFF FROM THE AIRFIELD WITH ONE PASSENGER ON BOARD AND DURING CLIMB OUT BANKED LEFT OVER THE TREE LINE AND IMPACTED THE GROUND ON THE PROPERTY OF^PRIVACY DATA OM^.^PRIVACY DATA OM^STATED THAT HE HEARD THE ENGINE BACKFIRE THEN SPUTTER 3 TIMES. ^PRIVACY DA^STATED THAT HE VISUALLY SAW THE AIRCRAFT COMING OVER THE TREES WITH A 45 DEGREES NOSE HIGH ATTITUDE AND THAT HE DID NOT HEAR ANY ENGINE NOISE PRIOR TO IMPACT OF THE GROUND. THE AIRCRAFT IMPACTED THE GROUND WINGS LEVEL WITH THE FUSELAGE INTACT. ^PRIVACY DATA OMI^THAT WHEN HE ARRIVED AT THE CRASH SITE, HE DETECTED THE SMELL OF FUEL AND TURNED OFF THE MASTER POWER AND MAGNETO SWITCHES. BOTH THE PILOT AND PASSENGER WERE TRANSPORTED FROM THE SCENE BY EMERGENCY MEDICAL PERSONNEL. THE AIRCRAFT WAS MOVED TO THE AIRPORT PRIOR TO US ARRIVING ON SCENE. (.4)ON MAY 14, 2000, AT ABOUT 1315 EASTERN DAYLIGHT TIME, A MCLARTY VANS RV -4, N45DR, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT, CRASHED AFTER TAKEOFF FROM A PRIVATE AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT AND ONE PASSENGER WERE TRANSPORTED TO A LOCAL HOSPITAL, AND DIED DURING TREATMENT. THE FLIGHT WAS ORIGINATING FROM APEX, NORTH CAROLINA, AT THE TIME OF THE ACCIDENT. THE BROTHER OF THE DECEASED PILOT STATED HIS BROTHER CONDUCTED AND ENGINE RUN-UP AND MAGNETO CHECK. THE ENGINE SOUNDED A LITTLE ROUGH BUT SMOOTHED OUT. THE AIRPLANE WAS OBSERVED ON THE TAKEOFF ROLL, BECAME AIRBORNE AND STARTED A SHALLOW LEFT TURN OVER THE TREES. HE HEARD A SOUND LIKE THE ENGINE BACK FIRED, OBSERVED BLACK SMOKE, AND WATCHED THE AIRPLANE UNTIL IT DISAPPEARED FROM VIEW BEHIND THE TREES. HE RAN TO THE CRASH SITE AND SAW THE AIRPLANE ADJACENT TO ROAD. THE AIRPLANE HAD COLLIDED WITH TREES AND WAS LOCATED ON THE OPPOSITE SIDE OF A DITCH. A WITNESS STATED HE WAS IN HIS HOUSE LOOKING OUT HIS WINDOW WHEN HE SAW A BLUE AND WHITE AIRPLANE. THE AIRPLANE WAS IN A 45-DEGREE NOSE-HIGH ATTITUDE OVER THE TREES, AND HE DID NOT HEAR ANY ENIGINE NOISE. IT DID NOT APPEAR AS IF THE PILOT HAD CONTROL OF THE AIRPLANE. IT CAME DOWN LIKE A TREE THAT WAS FALLING. THE AIRPLANE HIT THE GROUND WINGS LEVEL WITH THE FUSELAGE INTACT AND SLID ABOUT 10 FEET, MISSING A TREE HEAD ON BEFORE IT CAME TO A COMPLETE STOP IN HIS FRONT YARD. HE RAN TO THE AIRPLANE TO ASSIST. HE OBSERVED TWO VICTIMS THAT HAD SUSTAINED SERIOUS INJURIES AND IMMEDIATELY CALLED 911 TO REPORT THE ACCIDENT. EXAMINATION OF THE AIRFRAME, FLIGHT CONTROLS AND ENGINE ASSEMBLY REVEALED NO EVIDENCE OF A PRECRASH MECHANICAL FAILURE OR MALFUNCTION. (FOR ADDITIONAL INFORMATION SEE FAA INSPECTOR STATEMENT AND TEXTRON LYCOMING AIRCRAFT MISHAP INVESITGATION SINGLE ENGINE FINAL REPORT ATTACTMENTS TO THIS REPORT.) 20000514010789A (-23) TOOK OFF FROM FALCON (FFC) ON RWY 31, STARTED TO TURN CROSSWIND AT 1400 MSL. ENGINE STOPPED RUNNING, NO BACKFIRE OR HAD ANY MISSING. INITIATED EMERGENCY PROCEDURES, COULD HEAR THE ELECTRIC BOOST PUMP RUNNING AND FUEL PRESSURE GAUGE IN THE GREEN ARC. PILOT REPORTED THAT THE PROPELLER WAS NOT TURNING. STARTER WAS ENGAGED, ENGINE DID NOT TURN OVER. AT THIS TIME, OPEN FIELD WAS BEING SELECTED FOR EMERGENCY LANDING. ONE MORE ATTEMPT ON STARTING THE ENGINE FAILED. THEY LANDED IN THE WOODS. NO FUEL LEAKS AND NO FIRE. THE PILOT STATED THAT HE WOULD NOT CHANCE THE OPNE FIELD AND THAT THEYWARE GOING TO LAND IN THE TREES. (THE PILOT DID NOT WANT TO LOSE CONTROL OF THE AIRCRAFT) 20000514011209A (-23) PRELIMINARY STATEMENT ATTACHED (.4)ON MAY 14, 2000, ABOUT 1545 EASTERN DAYLIGHT TIME, A PIPER J-3, N70546, REGISTERED TO AND OPERATED BY A PRIVATE OWNER AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, MADE AN EMERGENCY LANDING ON A BEACH IN BOCA RATON, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE, AND THE COMMERCIAL-RATED PILOT AND ONE PASSENGER DID NOT SUSTAIN ANY INJURIES. THE FLIGHT ORIGINATED FROM WILLIS GLIDER PORT, IN BOYNTON BEACH, FLORIDA, THE SAME DAY, ABOUT 1500. THE PILOT STATED THAT THE AIRCRAFT WAS IN LEVEL FLIGHT AT AN ALTITUDE OF 1,300 FEET WHEN THE ENGINE CEASED OPERATING. THE PILOT FURTHER STATED THAT HE LOOKED FOR SPACE TO LAND, BUT THE BEACH WAS CROWDED, EXCEPT FOR A SMALL ROCKY AREA. DURING THE LANDING, THE LEFT MAIN LANDING GEAR ASSEMBLY HIT A ROCK AND SEPARATED FROM THE AIRCRAFT. THE LEFT WING THEN DROPPED AND HIT A SAND BERM, AND THE AIRPLANE FLIPPED UPSIDE DOWN. AN FAA INSPECTOR WHO CONDUCTED THE ON-SCENE EXAMINATION OF THE ACCIDENT AIRCRAFT SAID THAT FUEL WAS IN THE AIRCRAFT, BUT IT WAS CONTAMINATED WITH DEBRIS WHEN IT WAS TRANSFERRED TO CON TAINERS, DURING RECOVERY OF THE AIRCRAFT. POSTCRASH EXAMINATION OF THE AIRCRAFT DID NOT REVEAL ANY PREEXISTING FAILURE OR MALFUNCTION. EXAMINATION OF THE ENGINE ASSEMBLY SHOWED THAT IT ROTATED NORMALLY AND CONTINUITY OF THE CRANKSHAFT, CAMSHAFT, VALVE TRAIN AND ACCESSORY DRIVES WERE CONFIRMED. EACH CYLINDER PRODUCED FINGER COMPRESSION AND SUCTION. ALL OIL SCREENS AND FILTERS WERE FREE OF DEBRIS. EACH MAGNETO OPERATED NORMALLY WHEN TURNED BY HAND. EXAMINATION OF THE FUEL TANK, FUEL LINES, AND GASCOLATOR REVEALED NO OBSTRUCTIONS. THE CARBURETOR WAS DISASSEMBLED AND FOUND TO BE UNOBSTRUCTED, EXCEPT FOR A LIGHT FILMY RESIDUE IN THE MAIN JET, WHICH WAS EASILY DISLODGED. 20000514012559A (-23) WINDS WERE LIGHT AND SKY CONDITIONS CLEAR WHEN THE PILOT ATTEMPTED TO LAND THE CONVENTIONAL GEARED TAILWHEEL TWIN BEECH AIRPLANE ON A DRY RUNWAY 05 AT MONROE MUNICIPAL AIRPORT (EQY). A LINE SERIVCE WORKER OBSERVED A TOUCH DOWN HARD ENOUGH THAT THE PLANE BOUNCED BACK INTO THE AIR, VEERED TO THE LEFT, SLAMMED INTO THE ADJACENT SOD AREA, AND THEN SKIDDED TO A STOP JUST SHORT OF THE TERMINAL RAMP AREA. THE PILOT HAS NO SIMILAR TYPE TWIN TAILWHEEL EXPERIENCE AND HAD CHECKED OUT IN THIS AIRPLANE 11 DAYS PRIOR. HE FLEW IT APPROXIMATELY 36 HOURS IN THAT 11 DAYS PERIOD. HE SAID THAT AFTER THE TOUCHDOWN AND BOUNCE HE ATTEMPTED A GO-AROUND WITH FULL POWER, AND THAT HE LEFT ENGINE DID NOT SEEM TO RESPOND AS THE PLANE WENT LEFT. 20000514015929A (.4) THE PILOT WAS CONDUCTING A CROSS COUNTRY FLIGHT WITH SEVER AL INTERMEDIATE STOPS. HE WAS IN CRUISE FLIGHT AT 1,500 FEET ON THE LAST LEG OF THE FLIGHT WHEN THE AIRPLANE SUSTAINED A REDUCTION IN ENGINE POWER. HE STARTED A LEFT 360-DEGREE TURN IN PREPARATION FOR A FORCED LANDING, THE ENGINE POWER CAME BACK AND DECREASED AGAIN. AT THE 180-DEGREE POINT IN THE TURN HE OBSERVED A BETTER FORCED LANDING AREA, HE LOWERED THE NOSE AND THE POWER INCREASED AGAIN. HE REDUCED THE POWER TO THE IDLE POSITION, TURNED THE IGNITION SWITCH OFF, APPLIED FLAPS AND STARTED A LEFT SLIP IN ORDER TO REACH THE FORCED LANDING AREA. THE AIRPLANE WAS FAST AND HE WAS CONCERNED ABOUT TREES AT THE EDGE OF THE FORCED LANDING AREA. HE FORCED THE AIRPLANE ONTO THE GROUND HARD SEPARATING THE LANDING GEAR, THE AIRPLANE TURNED TO THE LEFT AND THE RIGHT WING TIP COLLIDED WITH THE GROUND. EXAMINATION OF THE FUEL TANK BY THE PILOT REVEALED NO FUEL WAS PRESENT IN THE FUEL TANK. THE PILOT STATED THE FUEL BURN WAS THIS FLIGHT WAS SIGNIFICANTLY HIGHER THAN THE PROJECTED BURN WHICH CAUSED THE ENGINE TO DIE FROM FUEL STARVATION. (-23)AT APPROXIMATELY 7:45 PM ON MAT 14, 2000, THE SINGLE ENGINE, EXPERIMENTAL AIRCRAFT N942PS, A CH701, MADE A POWER OFF LANDING IN A FIELD JUST SOUTH OF HWY 98 NEAR LOUISBURG, NC. THE PILOT REPORTED THAT HE MADE THE AIRCRAFT LAND EARLY SO HE COULD STOP BEFORE HE REACHED THE TREE LINE. HE STATED THAT ONCE THE AIRCRAFT WAS ON THE GROUND HE APPLIED THE BRAKES AND TRIED TO STEER THE AIRCRAFT TO THE LEFT. DURING THIS TIME, THE RIGHT WINGTIP STRUCK THE GROUND AND ALL THREE LANDING GEARS WERE SHEARED OFF. THE NOSE GEAR WAS ATTACHED TO THE FIREWALL, WHICH WAS ALSO DAMAGED IN THE LANDING. THE RIGHT WING WAS TWISTED AND DENTED WITH THE SKIN BUCKLED. THE PILOT REPORTED THAT HE BELIEVED THE ENGINE QUIT DUE TO FUEL STARVATION. NO FUEL WAS FOUND IN THE AIRCRAFT TANKS. (.19)ON MAY 14, 2000, AT ABOUT 1930 EDT, AN ASSELYN CH701, N942PS, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR PART 91 PERSONAL, EXPERIENCED A TOTAL LOSS OF ENGINE POWER IN CRUISE FLIGHT IN THE VICINITY OF WAKE FORREST, NORTH CAROLINA. THE PILOT MADE A FORCED LANDING TO AN OPEN FIELD AND CRASHED AFTER AMKING A HARD LANDING. VISUAL METEOROLOGICAL CONDITIONS PREVA IALED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND ONE PASSENGER REPORTED NO INJURIES. THE FLIGTH ORIGINATED FORM KNIGHTDALE, NORTH CAROLINA (9NCO), ABOUT 13 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE DEPARTED LOUISBURG, NORTH CAROLINA, (LHZ) AT 1810, VFR TO A PRIVATE STRIP LAKE RIDGE AERO LOCATED IN THE VICINITY OF RALEIGH-DURHAM, NORTH CAROLINA, (W65) ARRIVING AT 1850. AT 1855, HE DEPARTED W65 EN ROUTE TO 9NCO, ARRIVING AT 1925. AT 1927, HE DEPARTED 9NCO, EN ROUTE TO (LHZ). HE WAS IN CRUISE FLIGHT AT 1,500 FEET WHEN THE AIRPLANE AUATAINED A REDUCTION IN ENGINE POWER. HE STARTED A LEFT 360-DEGREE TURN IN PREPARATION FOR A FORCED LANDING, THE ENGIEN POWER CAME BACK, AND THE POWER DECREASED AGAIN. AT ABOUT TH 180-DEGREE POINT, HE OBSERVED A BETTER FORCED LANDING AREA, HE LOWERED THE NOSE AND THE POWER INCREASED AGAIN. HE REDUCED THE THROTTLE TO THE IDLE POSITION AND TURNED OFF THE IGNITION SWITCH, AND STARTED A LEFT SLIP IN ORDER TO REACH THE FORCED LANDING AREA. HE MADE A HARD LANDING AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT STATED THE LOSS OF ENGINE POWER WAS DUE TO FUEL EXHAUSTION. 20000514017769I (-23)PILOT WAS UNABLE TO MAINTAIN CONTROL OF AIRCRAFT AFTER TAKE OFF FROM WATER. PILOT ABORTED AND AIRCRAFT COLLIDED WITH WATER. LEFT WING FLAP ACTUATING CONTROL ROD FAILED ALLOWING A SYMMETRICAL FLAP CONDITION. 20000514017849I (-23)PILOT REALIZED THAT HE WAS LANDING IN DOWN WIND CONDITION AND ATTEMOTED GO-AROUND. THE AIRCRAFT HIT TWO RUNWAY LIGHTS AND THE PILOT ABORTED GO-AROUND ATTEMPT. 20000514027529I (-23)PILOT STATES THAT AS HE ATTEMPTED TO LOWER THE GEAR FOR LANDING, THE CIRCUIT BREAKER POPPED, HE ATTEMPTED TO RESET THE BREAKER WITH NEGITIVE RESULTS. HE THEN ATTEMPTED TO CRANK IT DOWN. IT WENT DOWN TO THE EXTENT THAT TWO OUT OF THREE LIGHTS CAME ON. HE AGAIN ATTEMPED TO RESET THE BEAKER. THIS CAUSED THE THIRD LIGHT TO ILLUMINATE. THE PILOT THEN LANDED THE AIRCRAFT. AS HE WAS NEARING THE END OF ROLLOUT HE BEGAN A TURN TO LEAVE THE RUNWAY WHEN THE GEAR COLLAPSED. 20000514033409I (-23)IT WAS FIRST REPORTED THAT THE HEATER HAD CAUSED THE PROBLEM, (SMOKE IN THE COCKPIT). THE REPAIR STATION THAT TESTED THE HEATER FOUND NO PROBLEMS WITH THE HEATER. THE MECHANIC THAT APPROVED THE AIRCRAFT FOR RETURN TO SERVICE REPORTED THAT THE ALTERNATOR VOLTAGE REGULATOR (MAIN/STANDBY) SWITCH HAD SHORTED AND FAILED. 20000514034479I (-23)THIS AIRCRAFT WAS TAXING AROUND THE RAMP TO BURN OFF EXCESS FUEL WHEN THE NOSE GEAR COLLAPSED. THERE WAS NO FLIGHT INTENED. THERE HAS BEEN APPROXIMATELY 51 OTHER INCIDENTS OF THIS KIND TO THIS TYPE OF AIRCRAFT. SOME OF THE FAILURES HAVE CAUSED FATALITIES. THE PART (NOSE GEAR RETRACT ROD) HAS BEEN THE FOCAL POINT OF DEFECT TO ALL OF THE 51 REPORTED CASES TO AFS-620. THE PART SHOULD BE REDESIGNED IN ORDER TO WITHSTAND THE STREES AND NOT BREAK. PROBLEM AREA SHOULD HAVE SOME TYPE OF NON-DESTRUCTIVE TESTING DONE AT CERTAIN INTERVALS. 20000514039499A (-23) A/C WAS BEING OPERATED AS A 14 CFR PART 91 PERSONAL FLIGHT IN THE VICINITY OF HIGHLANDS, NC, AND EXPERIENCED A LOSS OF POWER SOON AFTER TAKEOFF. THE PILOT MADE A FORCED LANDING INTO TREES. VISUAL METEOROLOGICAL CONDITIONS EXISTED, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND PASSENGER REPORTED NO INJURIES. THE FLIGHT DEPARTED FROM A PRIVATE STRIP NEAR HIGHLANDS, NC, 10-15 MINUTES PRIOR TO THE ACCIDENT. THE PILOT STATED THAT HE TOOK OFF TO THE SOUTH, CLIMBED TO APPROX. 3100 FEET AND HAD BEGUN TO LEVEL OFF, WHEN THE ENGINE STARTED RUNNING ROUGH. HE RICHENED THE MIXTURE, AND THE ENGINE RPM INCREASED. THE ENGINE SMOOTHED OUT, THEN BEGAN RUNNING ROUGH AGAIN. THE PILOT INITIATED A RIGHT TURN AND BEGAN TO LOSS ALTITUDE. DURING THE TURN, THE ENGINE STOPPED RUNNING. NO SUITABLE LANDING AREA WAS AVAILABLE, AND THE PILOT MADE A FORCED LANDING INTO TREES. THE PILOT REPORTED THAT THERE HAD BEEN NO RECENT MAINTENANCE ON THE AIRPLANE, NOR HAD THERE BEEN ANY DISCREPANCIES WITH THE AIRPLANE. 20000515006729A (-23) PILOT ELECTED TO LAND ON PUBLIC ROAD FOR THE SOLE PURPOSE OF ACCESSING PRIVATE PROPERTY. AFTER LOCAL LAW ENFORCEMENT PERSONNEL FORBID HIM FROM DEPARTING FROM THE PUBLIC ROAD, THE PILOT ELECTED TO DEPART FROM ADJACENT PRIVATE PROPERTY. THE UNIMPROVED DEPARTURE AREA WAS 30 FEET BY 1700 FEET OF SOFT DESERT FLOOR. THE AIRCRAFT ACHIEVED LIFTOFF, BUT THEN STRUCK A PALM TREE ON THE DEPARTURE END IN GUSTING WIND CONDITIONS. THE AIRCRAFT IMPACTED THE GROUND TO THE RIGHT SIDE OF THE PROJECTED DEPARTURE PATH, INVERTED, AND WAS SUBSTANTIALLY DAMAGED. THE SOLE OCCUPANT WAS UNINJURED. (.4) ON MAY 15, 2000, ABOUT 1300 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 152, N25213, OWNED AND OPERATED BY BERMUDA AIR SERVICE, INC., COLLIDED WITH A TREE DURING INITIAL CLIMB FROM AN OPEN FIELD ABOUT 2 MILES NORTH OF THE UNCONTROLLED BORREGO VALLEY AIRPORT, BORREGO SPRINGS, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT THAT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PRIVATE PILOT WAS NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE MISHAP. ACCORDING TO RESPONDING SHERIFF'S OFFICERS , EARLIER DURING THE DAY THE PILOT HAD MADE AN UNAUTHORIZED LANDING ON A PUBLIC ROAD. THE PILOT REPORTED THAT HE HAD PREVIOUSLY LANDED ON THE ROAD AS IT WAS CONVENIENTLY LOCATED NEAR HIS BUSINESS. THE OFFICERS REPORTED THAT FOR SAFETY AND OTHER REASONS, THEY WOULD NOT AUTHORIZE THE PILOT TO DEPART FROM THE ROAD. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT, IN RESPONSE TO INFORMATION CONVEYED BY THE OFFICERS, HE MOVED THE RENTED AIRPLANE INTO AN ADJACENT OPEN DIRT FIELD, WHICH HE BELIEVED WAS ADEQUATE FOR HIS DEPARTURE. THE PILOT OWNED THE FIELD, AND AFTER TAKING OFF HE PLANNED TO FLY TO THE BORREGO VALLEY AIRPORT. THE PILOT FURTHER REPORTED THAT ALL AIRPLANE SYSTEMS FUNCTIONED NORMALLY, AND HE ATTEMPTED TO MAKE A SOFT FIELD TAKEOFF WITH THE WING FLAPS EXTENDED TO THE 10-DEGREE POSITION. SECONDS AFTER BECOMING AIRBORNE, A 5- TO 15-KNOT WIND GUST PUSHED HIM SLIGHTLY OFF COURSE. THE PILOT FURTHER REPORTED THAT HE "FAILED TO CORRECT FOR THE CROSSWIND, ALLOWING THE PLANE TO DRIFT RIGHT APPROXIMATELY 100 FEET . . . " THEREAFTER, THE AIRPLANE IMPACTED A TREE AND CAME TO REST UPSIDE DOWN IN THE FIELD. 20000515006759A (-23) ON MAY 15, 2000, APPROXIMATELY 1235 MOUNTAIN DAYLIGHT TIME, A CESSNA SKYMASTER 337, N2522S, WAS DESTROYED FOLLOWING IMPACT WITH TERRAIN NEAR ALAMOGORDO, NM. THE AIRLINE TRANSPORT PILOT AND HIS PASSENGER WERE FATALLY INJURED. THE AIRPLANE WAS BEING OPERATED BY COURTNEY AVIATION, FROM COLOMBIA, CA., UNDER CONTRACT TO THE U.S. FOREST SERVICE, UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT WHICH ORIGINATED FROM ALAMOGORDO, NM., APPROXIMATELY 6 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED WITH THE FLIGHT SERVICE STATION. (.19) ON MAY 15, 2000, APPROXIMATELY 1235 MOUNTAIN DAYLIGHT TIME, A CESSNA SKYMASTER 337, N2522S, WAS DESTROYED FOLLOWING IMPACT WITH TERRAIN NEAR ALAMOGORDO, NEW MEXICO. THE AIRLINE TRANSPORT PILOT AND HIS PASSENGER WERE FATALLY INJURED. THE AIRPLANE WAS BEING OPERATED BY COURTNEY AVIATION, FROM COLUMBIA, CALIFORNIA, UNDER CONTRACT TO THE U.S. FOREST SERVICE, UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT WHICH ORIGINATED FROM ALAMOGORDO, NEW MEXICO, APPROXIMATELY 6 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED WITH THE FLIGHT SERVICE STATION. A WITNESS SAID THAT THE AIRPLANE WAS FLYING IN A NORTHEASTERLY DIRECTION, AND HE COULD NOT HEAR ANY ENGINE SOUNDS. HE SAID THE AIRPLANE ROTATED TO THE LEFT AND DISAPPEARED BEHIND THE MOUNTAIN. SECONDS LATER, HE SAW THE SMOKE RISING. (.4) HISTORY OF FLIGHT: ON MAY 15, 2000, AT 1233 MOUNTAIN DAYLIGHT TIME, A CESSNA SKYMASTER T337C, N2522S, WAS DESTROYED FOLLOWING IMPACT WITH TERRAIN NEAR ALAMOGORDO, NEW MEXICO. THE AIRLINE TRANSPORT PILOT AND HIS PASSENGER WERE FATALLY INJURED. COURTNEY AVIATION (DBA SKYSTAR, INC.), OF COLUMBIA, CALIFORNIA, WAS OPERATING THE AIRPLANE UNDER CONTRACT TO THE UNITED STATESFOREST SERVICE (USFS) UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT THAT ORIGINATED FROM ALAMOGORDO, APPROXIMATELY 4 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED WITH THE FAA FLIGHT SERVICE STATION, BUT THE USFS HAD THEIR OWN INTERNAL FLIGHT PLAN AND FLIGHT FOLLOWING PROCEDURES. ACCORDING TO THE PILOT'S EMPLOYER, THE PILOT FLEW THE AIRPLANE ON MAY 12 FROM CALIFORNIA TO ALAMORGORDO, NEWMEXICO, FOR A LONG-TERM CONTRACT WITH THE USFS. ACCORDING TO A USFS REPRESE NTATIVE, THE PILOT FLEW FOREST FIRE RECONNAISSANCE FLIGHTS ON MAY 13 (5.4 HOURS) AND MAY 14 (1.6 HOURS). ON MAY 15, THE PILOT WAS BRIEFED TO FLY A 2 HOUR FIRE WATCH MISSION OVER LINCOLN NATIONAL FOREST, JUST EAST OF ALAMOGORDO. THE PILOT AND HIS PASSENGER WERE SCHEDULED TO DEPART BETWEEN 1100 AND 1130, BUT THEY WERE OBSERVED IN THE BREAK AREA TALKING WITH EACH OTHER AT 1155. WHEN USFS PERSONNEL REMINDED THEM OF THEIR DEPARTURE TIME, THEY IMMEDIATELY WENT TO THEIR AIRPLANE. RADAR DATA INDICATES A TARGET DEPARTED ON RUNWAY 21 AT 1229 AND MADE A LEFT HAND CLIMBING TURN TO THE NORTHEAST. RADAR DATA INDICATES THAT THE AVERAGE RATE OF CLIMB FOR THE 3 AND HALF-MINUTE FLIGHT WAS 519 FEET PER MINUTE. FROM 1230:52 TO 1231:29, THE RATE OF CLIMB WAS 804 FEET PER MINUTE; THE NEXT 47 SECONDS, THE RATE OF CLIMB DROPPED TO 384 FEET PER MINUTE. AT 1232:06, THE TARGET LEVELED OFF AT 6,100 FEET, AND SLOWED TO 97 KNOTS. THE RADAR DATA INDICATES THAT DURING THE LAST TWO MINUTES OF FLIGHT, THE TARGET FLEW DIRECTLY AT THE MOUNTAIN CLIFFS (USFS PILOTS REPORTED GOOD UP DRAFTS NEAR THESE CLIFFS DURING THE PREVIOUS SEVERAL DAYS). THE FAA PRINTS A PUBLICATION ON TIPS ON MOUNTAIN FLYING FOR THEIR GENERAL A VIATION ACCIDENT PREVENTION PROGRAM THAT STATES THE FOLLOWING: "A MOUNTAIN RIDGELINE SHOULD BE CROSSED AT AN ANGLE TO ALLOW THE PILOT TO TURN AWAY FROM THE RIDGE WITH THE LEAST AMOUNT OF TURN REQUIRED SHOULD DOWN AIR BE ENCOUNTERED." THE 4 RADAR RETURNS AT 6,100 FEET WERE FLOWN OVER A STEEPLY RISING VALLEY WITH A MINIMUM TERRAIN CLEARANCE OF 400 TO 500 FEET. THE RADAR DATA INDICATES THAT THE TARGE 20000515013469A (-23) PILOT ENTERED TRAFFIC PATTERN ON A LEFT BASE FOR RWY 24. PILOT SWITCHED FUEL TANKS FOR LANDING. ON FINAL APPROACH TO LANDING ON RWY 24 PILOT NOTICED THAT HE WAS LOW ON THE APPROACH AND ATTEMPTED TO ADD POWER. PILOT REALIZED THAT THE ENGINE WAS NOT DEVELOPING POWER AND ATTEMPTED TO TROUBLESHOOT THE PROBLEM. THE ENGINE NEVER REGAINED POWER AND A FORCED LANDING RESULTED APPROX. 25'-30' SHORT OF THE RWY SUBSTANTIALLY DAMAGING A/C. (.4) ON MAY 15, 2000, AT 2145 HOURS MOUNTAIN STANDARD TIME, A BEECH H35, N5477D, LOST POWER, LANDED SHORT, AND COLLIDED WITH GROUND OBSTRUCTIONS WHILE ON APPROACH TO SHOW LOW MUNICIPAL AIRPORT, SHOW LOW, ARIZONA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED AND HIS PASSENGER RECEIVED MINOR INJURIES. THE AIRPLANE WAS BEING OPERATED AS A PERSONAL FLIGHT BY A PRIVATE OWNER UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM FALCON FIELD IN MESA, ARIZONA, AT 2045. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT, WHILE ABOUT 0.25 MILES FROM THE RUNWAY ON FINAL APPROACH, THE AIRCRAFT DRIFTED BELOW THE PILOT'S DESIRED AP PROACH ANGLE. HE ATTEMPTED TO CORRECT THE CONDITION BY ADVANCING THE THROTTLE BUT THE ENGINE DID NOT RESPOND. THE AIRCRAFT LANDED ABOUT 120 FEET SHORT OF THE RUNWAY THRESHOLD AND COLLIDED WITH GROUND OBSTRUCTIONS. THE ENGINE WAS TESTED ON MAY 19, 2000, AND DID NOT START INITIALLY. THE FUEL LINE WAS FOUND SEPARATED AT THE SELECTOR. THE AIRCRAFT RECOVERY COMPANY REPRESENTATIVE OBSERVED IMPACT DAMAGE ON THE UNDERSIDE OF THE AIRPLANE THAT EXTENDED TO THE FUEL SELECTOR AREA. ON MAY 22, 2000, THE ENGINE WAS RETESTED. NO FURTHER MALFUNCTIONS WERE REPORTED. THE BEECH HAS MULTIPLE FUEL SELECTOR POSITIONS FOR THE H35 MODEL EQUIPPED WITH AUXILIARY FUEL TANKS SUCH AS THIS ONE. EXTENDED RANGE TANKS ARE SELECTED SEPARATELY ON THE FUEL SELECTOR SWITCH. BOTH AUXILIARY TIP-TANKS WERE DAMAGED FROM IMPACT. THE PILOT STATED HAVING SWITCHED TANKS AFTER THE POWER FAILURE BUT AS THE AIRPLANE DRIFTED BELOW THE GLIDE SLOPE, IMPACT WAS IMMINENT. THE SWITCH WAS FOUND ON THE LEFT MAIN WHERE 26 GALLONS OF FUEL WAS REPORTEDLY REMOVED. FRIENDS OF THE PILOT REPORTEDLY HAD MOVED THE WRECKAGE AND DRAINED THE FUEL TANKS BEFORE INVESTIGATORS COULD EXAMINE THE AIRPLANE. THERE WAS FUEL ON THE GROUND AROUND THE AIRPLANEWRECKAGE. AN INVESTIGATION RECORD FOUND THAT THE PILOT BOUGHT 35.5 GALLONS OF FUEL BEFORE THE FLIGHT. THE PILOT REPORTED THE TANKS WERE FILLED BEFORE DEPARTURE. 20000515014249A (-23) ON MAY 15, 2000, AT 1530 MR EUGENE FARRELL WAS PREFLIGHTING HIS A/C. ON HIS ATTEMPT FOR TAKE-OFF HE EXPERIENCED A DECREASE IN THE RPM'S WHEN APPLYING CARBURETOR HEAT. MR. FARRELL THEN PROCEEDED TO PUSH THE CONTROL FORWARD. GRADUALLY HE APPLIED CARBUETOR HEAT AND THE CONTROL SEEMED TO COME BACK FURTHER THAN USUAL AND MUCH EASIER. A RAPID DROP WAS ACCOMPLISHED BY BACKFIRING. TO KEEP THE PROP TURNING, MR. FARELL PUSHED THE CONTROL FORWARD. EUGENE RAISED THE RPM'S TO HELP CORRECT THE PROBLEM WITH A THIRD ATTEMPT ON THE CARBURETOR HEAT. AT THIS MOMENT MR. FARELL NOTICED WHITE SMOKE ON BOTH SIDES OF THE COWLING. AS HE PROCEEDED TO EXIT THE A/C, MR FARRELL NOTICED THE ENTIRE UNDERSIDE OF THE ENGINE WAS IN FLAMES. 20000515016829I (-23)ON 05/15/00 ^PRIVACY DATA OMITTED^ WAS ACTING AS THE PILOT IN COMMAND ON A M-20-A N6026X, WHEN HE EXPERIENCED A GEAR UP LANDING AT MARTIN STATE AIRPORT IN MIDDLE RIVER, MD. ^PRIVACY DAT^ STATED THAT HE HAD PUT THE GEAR DOWN AND VARIFIED IT WITH THE GREEN LIGHTS. HE ALSO STATED THAT THE GEAR FOLDED UPON TOUCH DOWN, HE BELIEVES THAT THE (JONHSON BAR) A MECHANICAL LEVER USED A LOWER AND RAISE THE LANDING GEAR, WAS NOT LOCKED IN THE DOWN POSITION AND SPRUNG OUT OF ITS LOCKING MECHANISM UPON TOUCH DOWN. 20000515018139I (-23)AIRCRAFT HIT RUNWAY LIGHT WITH TIRE ON LANDING 26 LEFT AT GRR. THE PILOT LANDED WITHOUT INCIDENT AFTER GO-AROUND. THERE WAS NO DAMAGE TO THE AIRCRAFT. 20000515022399I (-23)AIRCRAFT IN CRUISE CONFIGUATION AT APPROX 2300 AGL. PILOT EXPERENCED POWER LOSS THEN PROPELLER STOPPED. INVESTIGATION REVEALED ENGINE SEIZED. THERE WAS 6QT OIL IN THE ENGINE. FLTER SCREEN WAS REMOVED. THERE WAS A SIGNIFICANT MOUNT OF METAL PRESENT. 20000516016769I (-23)AIRCRAFT LOST POWER DURING SPRAY OPERATIONS. AIRMAN ATTEMPTED LANDING ON ROAD. LEFT MAIN HIT ON ROAD SHOULDER, AIRCRAFT VEERED LEFT INTO PLOWED LIELF, LEFT WING TIP HIT, AIRCRAFT ROLLED INVERTED. INSPECTION OF AIRCRAFT FOUND MAJOR CRACKS IN #7 CYLINDER. 20000516022409I (-23)ON APPROACH TO BED, PILOT REPORTED NOSE GEAR NOT EXTENDING AND REQUESTED TOUCH AND GO LANDINGS TO BOUNCE THE GEAR FREE. AFTER UNSUCCESSFUL ATTEMPT, PILOT ELECTED TO FLY TO 1B9 FOR MAINTENANCE. PILOT APPROACHED RWY 32, REDUCED POWER AND LANDED ON MAIN LANDING GEAR ABOUT 1180 FEET BEYOND THRESHOLD OF RWY 32. AIRCRAFT STOPPED 210 FEET BEYOND FIRST PROPELLER BLADE POIN TO CONTACT. MINOR DAMAGE TO AIRCRAFT. NO INJUY TO PILOT, SOLE OCCUPANT. AIRCRAFT TOWED TO CASEY AVIATION. NOSEGEAR DOORS JAMMED CLOSED BY OVERLAPPING PROTRUDING RIVET HEADS. NOSE GEAR EXTENDED DOWN AND LOCKED AFTER GEARS DOORS WERE RELEASED. 20000516033009I (-23)ON TUESDAY, MAY 16, 2000, A DEHAVILLAND DHC-8-102, N826EX, FLIGHT 3796, OPERATED BY ALLEGHENY AIRLINES, DEPARTED FROM BRADLEY, CONNECTICUT TO ROCHESTER, NEW YORK. THE FLIGHT CREW EXPERIENCED A CRACKED LEFT WINDOW IN FLIGHT. THE FLIGHT WAS DIVERTED TO SYRACUSE, NY. A LANDING WAS ACCOMPLISHED WITHOUT FURTHER INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE AIRCRAFT TAXIED TO THE GATE WHERE THE MECHANICS REMOVED AND REPLACED THE LEFT CAPTAIN'S WINDOW. A FUNCTIONAL CHECK WAS ACCOMPLISHED SATISFACTORILY AND THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000516043569A (-23) THE PILOT STATED TO TROOPER CAPTAIN THAT HE BLACKED OUT ON THE FINAL APPROACH. WHEN HE CAME TO, THE AIRCRAFT WAS IN A RIGHT TURN. HE APPLIED POWER TO GO AROUND. THE AIRCRAFT MADE A HARD RIGHT TURN FROM RUNWAY 20, WENT OVER A CHAIN LINK FENCE THROUGH THE POWER LINES SPINNING AROUND 180 DEGREES AND COMING TO REST ON TOP OF A MOBILE HOME. DAMAGE TO THE AIRCRAFT WAS SUBSTANTIAL, AND THE PILOT RECEIVED MINOR INJURIES. AFTER REMOVING THE AIRCRAFT FROM THE MOBILE HOME AND CHECKING THE DAMAGE, INSPECTOR MIKE COOK AND I RAN THE ENGINE AND FOUND IT TO BE IN SERVICEABLE CONDITION WITH NO MALFUNCTIONS. 20000516043669A (-23) THE FOLLOWING NARRATIVE WAS DEVELOPED THROUGH THE COOPERATION AND ON SITE INVESTIGATION OF PERSONNEL FROM THE ALLEGHENY FLIGHT STANDARDS DISTRICT OFFICE AND THE NORTHEAST REGIONAL OFFICE OF THE NATIONAL TRANSPORTATION SAFETY BOARD. ON MAY 16TH, 2000, AT APPROXIMATELY 1900 HOURS EASTERN DAYLIGHT SAVINGS TIME, A BELL UH-1H HELICOPTER, N52AG, WAS PERFORMING AERIAL APPLICATION FLIGHT OPERATIONS IN THE VICINITY OF FRENCHVILLE, PENNSYLVANIA, WHEN IT WAS DESTROYED UPON IMPACT WITH TERRAIN IN A STATE PARK. THE COMMERCIALLY RATED PILOT WAS FATALLY INJURED IN THE ACCIDENT. PRIOR TO THIS ACCIDENT, THE HELICOPTER HAD CONDUCTED THREE OTHER SPRAY OPERATIONS IN THE SAME AREA ON THIS DAY. THE AIRCRAFT HAD DEPARTED A REMOTE LANDING AREA FOR ITS FOURTH SPRAY OPERATION OF THE DAY. ACCORDING TO AN ONBOARD SENSOR, THE AIRCRAFT DEPARTED THE REMOTE LANDING AREA AT 1858 HOURS. THE LAST READING ON THE REMOTE SENSOR WAS AT 1859 HOURS AND 14 SECONDS AT A POSITION APPROXIMATELY 1.4 MILES NORTHEAST OF THE REMOTE LANDING AREA. APPROXIMATELY 4000 FEET FARTHER NORTHEAST OF THE LAST SENSOR POSITION, THE AIRCRAFT WAS FOUND INVERTED ON THE SIDE OF A HILL. THE HELICOPTER CAME TO REST INVERTED, ON A MAGNETIC HEADING OF APPROXIMATELY 355 DEGREES. TREES IN THE AREA AVERAGED 70 FEET IN HEIGHT AND TWO FEET IN DIAMETER. APPROXIMATELY 200 FEET TO THE SOUTHWEST OF THE MAIN WRECKAGE, SEVERAL TREETOPS WERE OBSERVED HAVING FRESHLY BROKEN BRANCHES. IN AN AREA BELOW THE TREETOPS, COMPONENTS OF THE AIRCRAFT'S ONBOARD SPRAY SYSTEM WERE FOUND. AT THE SITE OF THE MAIN WRECKAGE AREA, THERE WAS ALSO DAMAGE TO TREETOPS AND SCRAPES THAT EXTENDED ALONG THE TREE TRUNKS TO THE GROUND ADJACENT TO THE WRECKAGE SITE. THE MAJORITY OF THE IMPACT DAMAGE WAS FROM THE NOSE OF THE AIRCRAFT TO A POINT APPROXIMATELY SIX FEET AFT. THE SPRAY TANK, CONTAINING APPROXIMATELY 300 GALLONS OF A NON-TOXIC AGENT, WAS DAMAGED ALLOWING THE CONTENTS TO SPILL ON THE GROUND THROUGHOUT THE WRECKAGE SITE. THE CABIN AREA WAS COLLAPSED FROM THE TRANSMISSION AREA TOWARDS THE NOSE. THE TRANSMISSION WAS PULLED OUT OF THE AIRCRAFT ALONG WITH THE ROTOR SYSTEM, WHICH REMAINED INTACT. AFT OF THE TRANSMISSION AREA, THERE WAS MINIMAL DAMAGE TO THE ENGINE COWLING, TAIL BOOM AND TAIL ROTOR. THE MAIN DRIVE SHAFT WAS SEPARATED FROM THE ENGINE AND TRANSMISSION AND WAS FOUND LYING ADJACENT TO THE TRANSMISSION AREA. THE MAIN ROTOR SYSTEM WAS FOUND INTACT AND ATTACHED TO THE MAST OF THE TRANSMISSION. DAMAGE ON THE MAIN ROTOR BLADES WAS FOUND AFT OF THE LEADING EDGE WITH SECTIONS OF THE HONEYCOMB AREA MISSING BUT LYING IN CLOW PROXIMITY TO THE AIRCRAFT. THE AIRCRAFT WAS REMOVED FROM THE CRASH SITE ON MAY 17TH, 2000, AND WAS PLACED IN A HANGAR AT THE CLEARFIELD AIRPORT, CLEARFIELD, PENNSYLVANIA, FOR FURTHER EXAMINATION BY THE NATIONAL TRANSPORTATION SAFETY BOARD, FAA, AND REPRESENTATIVES OF BELL HELICOPTER. DURING THIS EXAMINATION, IT WAS FOUND THAT BOTH ENGINE MOUNTS WERE FRACTURED AND THE AIR INLET SCREENS HAD SEPARATED FROM THE AIRCRAFT. THE COMPRESSOR SECTION WAS VISIBLE, AND FOREIGN OBJECT DAMAGE WAS FOUND ON THE TRAILING EDGES OF THE FIRST AND SECOND STAGE COMPRESSOR BLADES. EXAMINATION OF THE EXHAUST SECTION OF THE ENGINE REVEALED NO DAMAGE TO THE TURBINE SECTION. THE AIRCRAFT WAS FOUND TO HAVE APPROXIMATELY 1000 POUNDS OF FUEL ONBOARD, AND THE FUEL SYSTEM APPEARED TO BE OPERATING NORMALLY. A FUEL SAMPLE WAS TAKEN AT THE ACCIDENT SCENE AS WELL AS THE HANGAR; HOWEVER, NO WATER WAS OBSERVED AND ONLY A VERY FEW SMALL PIECES OF ORGANIC MATERIAL WAS FOUND IN THE FUEL. CONTROL CONTINUITY WAS ESTABLISHED FOR BOTH THE MAIN ROTOR AND TAIL ROTOR SYSTEMS. POWER TRAIN CONTINUITY WAS ALSO ESTABLISHED FROM THE ENGINE TO THE TRANSMISSION AND THE TRANSMISSION TO THE TAIL ROTOR. 20000517006389A (-23) ON MAY 17, 2000 AT 1126 LOCAL TIME, MR. JAMES HODGES, THE REGISTERED OWNER AND SOLE OCCUPANT OF EXPERIMENTAL AMATEUR BUILT AIRCRAFT, N2308C ATTEMPTIED A TAKEOFF FROM RUNWAY 19 AT FLORENCE REGIONAL AIRPORT (FLO) IN FLORENCE, SOUTH CAROLINA. ON TAKEOFF THE AICRAFT REACHED ABOUT 20 FEET ABOVE GROUND LEVEL, AND THEN BANKED STEEPLY TO THE LEFT. THE AIRCRAFT CONTACTED THE GROUND, FLIPPED AND CAME TO REST UPSIDE DOWN. MR. GHODGES EXITED THE AIRCRAFT WITH MINOR INJURIES AND THE AIRCRCFT SUSTAINED DAMAGE. THE WINDS REPORTED AT THAT TIME AS 240 DEGREES AT 9 KNOTS, VARIBLE BETWEEN 200 DEGREES AND 290 DEGREES. 20000517008899A (-23) ON MAY 17, 2000, ABOUT 1930 RDT, A HOMEBUILT AMPHIBIAN 1DK, N8096A, REGISTERED TO A PRIVATE INDIVIDUAL, NOSED OVER AFTER TOUCHDOWN ON LAKE JAMES, NEAR MORGANANTON, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE PILOT WITH SINGLE ENGINE LAND RATING, SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED ABOUT 1830 FROM A PRIVATE AIRSTRIP NAMED CLYDE VALLEY, LOCATED NEAR MORGANANTON, NORTH CAROLINA. THE PILOT STATED THAT AFTER TAKEOFF HE PERFORMED AIRWORK THEN FLEW TOWARDS LAKE JAMES AND LANDED ON THE WATER. AFTER TOUCHDOWN HE CLIMBED ABOUT 1 FOOT ABOVE THE WATER THEN ELECTED TO LAND ON THE WATER WHERE HE PLANNED A FULL STOP LANDING. AFTER THE SECOND LANDING, HE REDUCED THE THROTTLE CONTROL AND NOSTED THAT THE AIRPLANE IMMEDIATELY NOSED OVER. HE FURTHER STATED THAT THIS WAS HIS FIRST TIME LANDING HIS AIRPLANE THAT HE FUILT ON THE WATER. 20000517016839I (-23)DURING LANDING ON RUNWAY 18 AT OVILE BRANCH, MS (OLV), AIRCRAFT WAS LANDING GEAR UP. INVESTIGATION REVEALS THAT THE LANDING GEAR WAS FULLY RETRACTED AT TOUCH DOWN. THE PILOT STATED THAT HE EXTENDED THE GEAR, CHECKED ALL INDICATORS, AND THE GEAR WAS DOWN AND LOCKED. HE SAID IT WAS TURBULENT ON FINAL APPROACH AND THAT MAYBE THE PASSNEGER BUMPED THE GEAR HANDLE, WHICH RESULTED IN THE GEAR BEING RETRACTED. HE SAID HE DIDN'T CHECK THE GEAR ON SHORT FINAL. 20000517017079I (-23)WHIEL PARKING AT MONUMMENT VALLEY AIRPORT, UNDER DIRECTION, PILOT ADDED POWER, WHICH RESULTED IN CE-207 N9482M, SLIDDING INTO N1307A THAT WAS ALREADY PARKED NEXT TO IT. APPARENTLY (STATEMENT FROM THE OPERATOR), THE PE-GRAVEL ON GROUND, WHILE THE PILOT GIVING THE AICRAFT POWER, MADE AIRCRAFT SLIDE INTO THE OTHER PARKED AIRCRAFT (N1370A). RESULT: RUDDER OF N9482M STRUCK RING WING TIP N1307A. VERY MINOR DAMAGE TO N1307A, WING TIP PAINT SCRAP. MINOR DAMAGE TO N9482M, SMALL 4" BEND APPROX. IN TRAILING EDGE OF RUDDER. RUDDER WILL BE TOTALLY REPALCED, IAW OPERATOR. (OPERATOR STATED). NO INJURIES TO PASSENGERS OR PILOT AT ALL IN THIS INCIDENT. 20000517021859I (-23) THE AIRCRAFT DEPARTED COLUMBIA, MISSOURI, ON A NIGHT VFR FLIGHT TO JOPLIN, MISSOURI. THE PILOT SAID HE WAS FLYING BELOW AN OVERCAST (CLOUD BASE ABOUT 5,000 FEET MSL) AND THE VISIBILITY WAS VFR, BUT HAZY. HE THOUGHT THE VOR WAS TUNED TO OSWEGO (117.6), WHICH WOULD BRING HIM JUST NORTH OF THE JOPLIN AIRPORT. HOWEVER, AS THE FLIGHT PROGRESSED, HE BECAME UNSURE OF THE AIRCRAFT'S POSITION. HE CONTACTED ATC AND THEY LOCATED HIS AIRCRAFT NEAR MONETT, MISSOURI. HE CONTINUED FROM THAT POSITION DIRECT TO THE JOPLIN AIRPORT AND LANDED. IT APPEARS THE VOR MAY HAVE BEEN TUNED TO NEOSHO (117.3) INSTEAD OF THE OSWEGO VOR (117.6) AND RESULTED IN DISORIENTATION. 20000517022179I (-23)AIRPLANE NOSE GEAR FAILED TO EXTEND WHEN GEAR HANDLE MOVED TO DOWN POSITION DURING APPROACH TO THE PALO ALTO AIRPORT. ALTERNATE GEAR EXTENSION METHOD ALSO FAILED. THE TOWER WAS ADVISED A ACCORDINGLY AND EQUIPMENT WAS STANDING BY. THE LANDING WAS MADE MADE WITH LITTLE DAMAGE TO THE AIRCRAFT, SOME SKIN DAMAGE AND BENDING OF PROPELLER BLADES. THERE WERE NO INJURIES TO THE PILOT AND HIS TWO PASSENGERS. UPON FURTHER EXAMINATION OF THE NOSE GEAR ASSEMBLY AND THE GEAR RETRACTION MECHANISM, IT WAS DETERMINED THAT THE NOSE WHEEL WAS OFFSET 10 DEGREES FROM CENTER DUE TO A CENTERING CAM FAILURE AND THAT THIS CAUSED THE WHEEL TO JAM IN THE UP POSITION. 20000517022379I (-23) NO NARRATIVE AVAILABLE. 20000517032369I (-23)PILOT LANDED LONG AT A HIGH AIRSPEED. LOST CONTROL DURING LANDING. AIRCRAFT WENT OVER ON ITS NOSE, DAMAGING PROPELLER AND WINGTIP. 20000517043609A (-23) ON MAY 17, 2000, AT 1158 EASTERN DAYLIGHT TIME, A HOMEBUILT MA-18, N218MA, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING AN ENGINE FAILURE IN MT. LEBANON, PA. A REVIEW OF THE MAINTENANCE RECORDS FOUND THE REQUIRED 12 MONTH INSPECTION WAS NOT COMPLETED; HOWEVER, THE AIRCRAFT WAS ISSUED A FERRY PERMIT FOR THIS FLIGHT. A CONTROL CONTINUITY CHECK WAS SATISFACTORY. DURING DE-FUELING, IT WAS NOTED THAT LESS THAN ONE GALLON OF FUEL WAS DRAINED FROM THE LEFT TANK. ON MAY 18, 2000, I CONTINUED MY INSPECTION AND FOUND THAT THE ENGINE RAN SATISFACTORY. THE PILOT REPORTED THAT HE SWITCHED TANKS WHEN HE LOST POWER. 20000518004859A (-23) PILOT REPORTEDLY ENCOUNTERED A PARTIAL POWER LOSS. ATTEMPTED TO LAND IN FIELD. A/C IMPACTED AND SUSTAINED SIGNIFICANT DAMAGE. PILOT AND PASSENGER DID NOT ENCUR ANY INJURIES. ON SCENE INVESTIGATION REVEALED ADEQUATE FUEL IN TANKS AND NO APPARENT DAMAGE TO ENGINE. 20000518005169A (-23) ON MAY 18, 2000, AT APPROXIMATELY 2:00 P.M. PDT,^PRIVACY DATA ^LANDED HIS AIRPLANE, A CESSNA 185 (TAIL WHEEL MODEL), AT THE BORREDGO VALLEY AIRPORT, ACCOMPANIED BY PASSENGER^PRIVACY DAT^.UPON LANDING, A GUST OF WIND RAISED THE LEFT WING. PILOT OVERCORRECTED, RESULTING IN A/C RUNNING OFF RUNWAY ON THE LEFT SIDE, INTO A DIRT MEDIAN BETWEEN RUNWAY AND TAXIWAY. DUE TO HEAVY SIDE LOADS IMPOSED ON LANDING GEAR AS THE AIRPLANE TURNED LEFT, RIGHT MAIN GEAR STRUT COLLAPSED UNDER FUSELAGE. FOLLOWED BY RIGHT WING TIP STRIKING GROUND AND BENDING WING. A/C CAME TO REST PARTIALLY ON RIGHT SIDE. WITH SUBSTANTIAL DAMAGE TO RIGHT WING, LANDING GEAR AND PROPELLOR. NO INJURIES TO PILOT OR PASSENGER. (.4)ON MAY 18, 2000, AT 1400 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 185, N9955X, GROUND LOOPED WHILE LANDING ON RUNWAY 25 AT THE BORREGO VALLEY AIRPORT, BORREGO SPRINGS, CALIFORNIA. DURING THE GROUND LOOP, THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE RIGHT WING WAS BENT. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDI TIONS EXISTED FOR THE PERSONAL FLIGHT AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT ORIGINATED FROM THE RAMONA, CALIFORNIA, AIRPORT AT 1315 AS A CROSS-COUNTRY FLIGHT TO BORREGO SPRINGS. ACCORDING TO THE AIRPORT MANAGER, THE WIND WAS REPORTED TO BE FROM THE SOUTHWEST AT 8 TO 10 KNOTS, WITH HIGHER GUSTS. THE PILOT STATED THAT ON THE LANDING ROLLOUT HE ENCOUNTERED A GUSTING, QUARTERING TAILWIND, WHICH LIFTED THE LEFT WING AND CAUSED THE AIRPLANE TO VEER TO THE RIGHT SIDE OF THE RUNWAY. THE AIRPLANE THEN GROUND LOOPED INTO THE SOFT SAND BESIDE THE RUNWAY. THE PILOT SAID THERE WERE NO MECHANICAL MALFUNCTIONS OR FAILURES OF THE AIRPLANE. 20000518007129A (-23) AIRCRAFT ENGINE HAD SUDDEN LOSS OF POWER WHILE IN LEVEL FLIGHT. PILOT MADE AN EMEGENCY LANDING IN DIRT FIELD AND CAME TO REST UPSIDE DOWN. SUBSTANTIAL DAMAGE TO PROPELLER, ENGINE, FIREWALL AND RIGHT WING LEADING EDGE. MINOR INJURIES TO BOTH PEOPLE ONBOARD. 20000518008399A (-23)PILOT REPORTED AIRCRAFT RAN OUT OF FUEL AND FOUND THE NEAREST EMERGENCY AREA TO LAND, WHICH WAS A FIELD DIRT ROAD RUNNING SOUTH/EAST DIRECTION WITH CLIFFS AT BOTH ENDS. HE REPORTED JUST MISSING CLIFF AND JUST MAKING IT TO DIRT ROAD. PILOT INDICATED DURING LANDING HIS NERVES WERE ON EDGE WITH NEAR MISS OF THE CLIFF. HE STATED HE PROBABLY HAD HIS FEET ON THE BRAKES DURING THE LANDING. IT WAS A SLOW LANDING. HE SAID HE FELT HE DIDN'T PULL BACK ON THE STICK SOON ENOUGH,OR HIS SPEED WAS TOO SLOW FOR THE STICK TO HAVE MUCH INPUT. HE SAID AFTER ALL THIS, THE AIRCRAFT'S TAIL JUST SEEMED TO COME UP AND OVER. AIRCRAFT CAME TO REST ON THE UPPER WIND AND DESTROYED THE TAIL SECTION. PILOT WALKED AWAY FROM THE ACCIDNER WITH NO INJURIES. PILOT STATED TO FSDO HE HAD A VERY BAD DAY AND MADE SOME BAD DECISIONS. AS FAR AS STOPPING HIS SPRAYING TO GET FUEL, HE SAID HE THOUGHT HE COULD FINISH THE SPRAYING JOB AND GET BACK WITH ENOUGH FUEL. (.4) ON MAY 18, 2000, APPROXIMATELY 1000 MOUNTAIN DAYLIGHT TIME, AN EAGLE DW-1, N8803H, REGISTERED TO AND OPERATED BY PAROWAN CROP DUSTING SERVICES, INC., WAS SUBSTANTIALLY DAMAGED WHEN IT LANDED HARD AT BOULDER, UTAH. THE CO MMERCIAL PILOT, THE SOLE OCCUPANT ABOARD, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL AERIAL APPLICATION FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 137. THE FLIGHT ORIGINATED AT PAROWAN, UTAH, APPROXIMATELY 0510. ACCORDING TO THE PILOT'S ACCIDENT REPORT, HE DEPARTED PAROWAN WITH A FULL LOAD OF CHEMICAL (165 GALLONS OF MALATHION ULV) AND FULL FUEL (60 GALLONS) EN ROUTE TO BOULDER (TOTAL PAYLOAD APPROXIMATELY 1700 POUNDS). THE ROUTE OF FLIGHT WAS SOUTH TO HURICANE MESA, EAST TO BRYCE CANYON AND ESCALANTE, THENCE TO BOULDER. TOWARDS THE END OF THE AERIAL APPLICATION (1,100+ ACRES), WIND VELOCITY BEGAN INCREASING AND, NOTICING THAT THE FUEL GAUGE REGISTERED 1/8 TO 1/4 FUEL REMAINING, THE PILOT TURNED TOWARDS ESCALANTE, WHERE HE PLANNED TO LAND AND REFUEL. OVER BOULDER, THE FUEL GAUGE INDICATED EMPTY. THE PILOT BRIEFLY CONSIDERED LANDING AT BOULDER, BUT DECIDED THE UNIMPROVED AIRSTRIP WAS INADEQUATE. FIVE MILES FROM ESCALANTE AND 2 MILES PAST BOULDER, THE PILOT REALIZED THE TERRAIN AHEAD WAS NOT CONDUCIVE TO A FORCED LANDING. HE TURNED BACK TOWARDS THE BOULDER AIRSTRIP. THE ENGINE LOST POWER 1/2-MILE FROM THE AIRSTRIP.ACTIVATING THE BOOST PUMP RESULTED IN 2 SECONDS OF ENGINE POWER, ENOUGH FOR THE AIRPLANE TO CROSS THE RUNWAY THRESHOLD. AIRSPEED HAD DETERIORATED TO 60 MPH AND THE AIRPLANE LANDED HARD. THE NOSE STARTED TO "DIP" AND THE PILOT APPLIED FULL NOSE UP ELEVATOR. THE AIRPLANE CONTINUED TO NOSE OVER, CRUSHING THE VERTICAL STABILIZER. 20000518013329A (-23) ENGINE LOST POWER DURING PASS OVER RICE FIELD, PILOT LANDED IN SAME FIELD A/C TURNED OVER ON CONTACT WITH WATER, A/C RECEIVED SUBSTANTIAL DAMAGES. (.4)ON MAY 18, 2000, AT 1630 HOURS PACIFIC DAYLIGHT TIME, A GRUMMAN G-164A, N5335, EXPERIENCED A LOSS OF ENGINE POWER DURING AERIAL APPLICATION, THEN NOSED OVER DURING THE SUBSEQUENT FORCED LANDING IN A RICE FIELD NEAR BIGGS, CALIFORNIA. THE AIRPLANE, OPERATED BY WILLIAMS AG. SERVICE UNDER 14 CFR PART 137 AS AN AGRICULTURAL OPERATION, SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE RICE SEEDING OPERATION AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED ABOUT 1615 AT A PRIVATE DIRT FIELD IN BIGGS, AND WAS SCHEDULED TO TERMINATE THERE. THE PILOT REPORTED THAT THIS WAS THE SIXTH FLIGHT OF THE DAY. HE HAD REFUELED PRIOR TO THE ACCIDENT FLIGHT WITH 60 GALLONS OF FUEL, AND WAS CARRYING A FULL LOAD OF RICE SEED IN THE HOPPER. HE STATED THAT THE AIRPLANE BEGAN LOSING ENGINE POWER ABOUT 15 MINUTES INTO THE FLIGHT, AND HE WAS ATTEMPTING TO MAKE A FORCED LANDING IN AN OPEN PASTURE. SHORTLY THEREAFTER, THE ENGINE LOST ALL POWER AND HE LANDED SHORT OF THE PASTURE IN A FLOODED, MUDDY, RICE FIELD. DURING THE LANDING ROLLOUT, THE MAIN WHEELS DUG INTO THE MUD AND THE AIRPLANE NOSED OVER. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE AIRPLANE ON MAY 15, 2000, AT THE OWNER'S FACILITIES IN BIGGS. HE OBSERVED A CRACK IN THE NUMBER 3 CYLINDER EXHAUST VALVE AREA BELOW THE ROCKER SHAFT THAT CONTINUED THROUGH THE PUSH ROD BOSS AREA. NO FURTHER DISCREPANCIES WERE NOTED. 20000518016109I (-23)DUE TO CONSTRUCTION IN THE AREA AROUND THE TAXIWAY LEADING TO THE RAMP, THE CAPTAIN SHUTDOWN THE NUMBER 2 ENGINE TO PREVENT POSSIBLE FOD ENGINE DAMAGE. UPON ARRIVING ON THE RAMP, WITH ONLY THE LEFT ENGINE RUNNING, THE CAPTAIN WAS DIRECT BY THE GROUND CREW TO MAKE A SERIES OF LEFT TURNS, TOWARD THE OPERATING ENGINE, INTO A PARKING POSITION. THE FBO HAS A POLICY OF PARKING THE PASSENGER'S CARS NEAR THE AIRCRAFT PARKING AREA, AND THEREFORE AS THE AIRCRAFT MADE THE LAST TURN INTO ITS PARKING POSITION IT DID NOT HAVE ENOUGH INERTIA TO KEEP ROLLING, ANF CAME TO A STOP. THE CAPTAIN ADDED THRUST TO THE NUMBER 1 ENGINE(THE LEFT ENGINE), AND THE AMOUNT OF THRUST REQUIRED TO MOVE THE AIRCRAFT TO ITS LEFT, TOWARDS THE ENGINE PRODUCING THE THRUST, WAS SUFFICIENT TO BLOW A COMPACT CAR INTO THREE OTHER CARS, CAUSING DAMAGE TO THE VEHICLES. 20000518016719I (-23)ON 5-18-00 CONTINENTAL FLIGHT 672 WOULD NOT PRESSURIZE SHORTLY AFTER TAKEOFF. THE CAPTAIN MADE AN EMERGANCY OVERWEIGHT LANDING AT KANSAS CITY INERNATIONAL. CONTINENTAL MAINTENANCE WAS CALLED AND NOTICED THE L-1 DOOR WAS NOT CLOSED WHEN THE IARCRAFT PULLED TO THE GATE. THE MECHANIC PROCEEDED TO INSPECT THE DOOR. THE DOOR WAS DETERMINED TO BE IN AN AIRWORTHY AND NORMAL CONDITION AND THE AIRCRAFT WAS RELEASED FOR SERVICE. PRIOR TO THE RELEASE BY THE MECHAMIC AM OVERWEIGHT LANDING INSPECTION WAS PERFORMED. THE AIRCRAFT HAS SHOWN NO FURTHER FAULTS WITH THIS DOOR. INCIDENT #CE2000IAC047 IS CONSIDERED CLOSED WITH THE FILING OF THE REPORT. 20000518017899I (-23)THE TAILWHEEL LOCKED UP AND AS A RESULT THE PILOT LOST CONTROL OF THE AIRPLANE. THE AIRPLANE HIT A SIGN ON THE FIELD AND CREATED A LARGE HOLE IN THE SIDE OF THE AIRPLANE. ^PRIVACY DATA OMITTED^ 20000518019829I (-23) WHILE LANDING WITH A 5 KNOT TAILWIND ON A WET RUNWAY, THE AIRCRAFT TOUCHED DOWN APPROXIMATELY HALFWAY DOWN THE 4,107 FOOT RUNWAY. IT THEN DEPARTED THE END OF THE RUNWAY, BREAKING OFF THE NOSE GEAR. THE AIRCRAFT CAME TO REST SIDEWAYS 228 FEET OFF THE END OF THE RUNWAY. 20000518020689I (-23) STUDENT PILOT LOST CONTROL OF TAILWHEEL AIRCRAFT DURING LANDING IN GUSTING CROSSWIND. AIRCRAFT VEERED OFF THE RUNWAY RUNNING OVER SEVERAL TAXI LIGHTS, COMING TO REST ON ITS NOSE. THE PROP/SPINNER WERE DAMAGED AND THE NOSE COWLING DENTED.^PRIVACY DATA OMITTED^ 20000518021809I (23)INVESTIGATION REVEALED A STEERING ARM BROKE IN TWO DISALLOWING THE PILOT TO STEER THE AIRCRAFT. 20000518025849I (-23)^PRIVACY D^STATES HE GROUND LOOPED DURING TAKEOFF DURING INSTRUCTIONAL FLIGHT(PURPOSE IN ORDER TO COMPLETE A BIENNEIAL FLIGHT REVIEW AND OBTAIN A TAIL WHEEL ENDORSEMENT) PILOT STATES, AS HE ADVANCED THE THROTTLE AND THE AIRPLANE WAS ROLLING ON THE RUNWAY, IT BEGAN TO FISH TAIL A LITTLE, THEN MADE A SHARP SWING TO THE RIGHT. PILOT STATES HE THOUGHT FLIGHT INSTRUCTOR SAID FULL POWER, SO HE PUSHED THE THROTTLE FULL OPEN AND THE AIRPLANE TURNED SHARPLY TO THE RIGHT, OFF THE RUNWAY. PILOT STATES THAT THE FLIGHT INSTRUCTOR SUBSEQUENTLY TOLD HIM THAT HE HAD SAID PULL THE POWER, AND THAT THE FLIGHT INSTRUCTOR SAID HE TRIED TO APPLY LEFT RUDDER, BUT WAS UNABLE TO PUSH THE LEFT RUDDER PEDAL. 20000518033079I (-23)ON THURSDAY, MAY 18, 2000, AT 0645 EDT, A BE-1900 AIRCRAFT, OPERATING AS USAIRWAYS EXPRESS FLIGHT 4501, ENROUTE FROM ROCHESTER, NY TO ALBANY, NY DIVERTED TO AND LANDED AT SYRACUSE,NY WHEN A CARGO DOOR OPEN LIGHT ILLUMIANTED. THE FLIGHT LANDED WITHOUT INCIDENT AND NO DECOMPRESSION OCCURRED. CONTRACT MAINTENANCE CLEANED THE MICROSWITCH CONTROLLING THE DOOR LIGHT AND RETURNED THE AIRCRAFT TO SERVICE AFTER TESTING THE SYSTEM. THIS INCIDENT IS CONSIDERED CLOSED. 20000518034759I (-23)PIPER PA-28, N9350J, WAS ENROUTE ON A VFR FLIGHT PLAN WITH AN INSTRUMENT INSTRUCTOR (CFI) ACCOMPANYING THE NON-INSTRUMENT RATED OWNER/PILOT. CFI CHANGED FLIGHT PLAN TO IFR DURING ENROUTE PHASE DUE TO CHANGING WEATHER CONDITIONS. DURING FLIGHT IN CLOUDS THE VACUUM PUMP IMPELLER SHAFT FAILED,RENDERING THE ARTIFICAL HORIZON AND DIRECTIONAL GYRO INOPERATIVE. THE CFI ACTED AS PILOT IN COMMAND AND LANDED THE AIRPLANE WITHOUT INCIDENT. THE PILOT/OWNER OF THE AIRPLANE HAD THE VACUUM PUMP IMPELER SHAFT REPLACED. 20000519006589A (-23) AIRCRAFT N235BA OPERATED BY SUPERIOR AVIATION ABORTED TAKEOFF AT DENVER INTERNATIONAL AIRPORT WHEN THE NUMBER TWO ENGINE PROPELLER SHED A BLADE. THE AIRCRAFT SUSTAINED SUBSTAINTIAL DAMAGE AND THE AIRLINE TRANSPORT PILOT ANF SOLE OCCUPANT WAS NOT INJURIED. AT APPROXIMATELY 40% POWER WHILE PREPARAINF TO START TAKEOFF ROLL ON RUNWAY 35L, THE NUMBER TWO ENGINES SHED A PROPELLER BLADE AND THE RESULTING VIBRATION DAMAGE THE ENGINE FIREWALL, SUPPORTING STRUCTURE, AND COWL. THE BLADE ALSO PUNCTURED TOW HOLES IN THE FUSELAGE. 20000519007829A (-23) ON MAY 19, 200, AT APPROXIMATELY 0912 EDT A PIPER PA-23-160 AIRCRAFT CRASHED IN THE VICINITY OF THE TITUSVILLE SPACE CENTER EXECUTIVE AIRPORT (TIX) WHILE BEING OPERATED ON TITLE 49, 14 CFR PART 91 INSTRUCTIONAL FLIGHT. THE COMMERCIALLY RATED INSTRUCTOR PILOT SURVIVED THE ACCIDENT, THE STUDENTDID NOT. THE FLIGHT INSTRUCTOR STATED IN A SUBSEQUENT STATMENT THAT THEY WERE PRACTICING EMERGENCY PROCEDURES IN THE TRAFFIC PATTERN AND THAT HE HAD RETARDED THE MIXTURE CONTROL ON THE RIGHT ENGINE, THE STUDENT CORRECTLY IDENTIFIED THE ENGINE AND ZERO THRUST WAS ESTABLISHED. THE AIRCRAFT THEN GOT "SLOW" AND THE STUDENT LOST CONTROL, THE INSTRUCTOR RECOVERED WITH SOME LOSS OF ALITITUDE AND CONTROL OF THE AIRCRAFT WAS RETURNED TO THE STUDENT. THE INSTRUCTOR STATED THAT HE THEN NOTICED THAT THE AIRCRAFT WAS GETTING SLOW AGAIN, BELOW VMC, THE STUDENT AGAIN LOST CONTROL OF THE AIRCRAFT AND IN THIS INCIDENT THE INSTRUCTOR WAS UNABLE TO REGAIN CONTROL OF THE AIRCRAFT. 20000519010519A (-23) ON MAY 19, 2000 AT 09:40 MDT, A CESSNA 172XP, N758SZ, SUSTAINED SUBSTANTIAL DAMAGE DURING AN EMERGENCY LANDING NEAR KELLY AIR PARK (CO15), LARKSPUR, CO., WHEN IT NOSED OVER ON LANDFILL ROLL. THE CFI AND STUDENT PILOT WERE NOT INJURED AND NO FLIGHT PLAN WAS FILED FOR THIS INSTRUCTIONAL FLIGHT IPERATING UNDER TITLE 14 CFR PART 91. THE FLIGHT DEPARTED CENTENNIAL AIRPORT, ENGLEWOOD, CO., APPROX. AN HOUR PRIOR TO THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED ACCORDING TO PRELIMINARY INFORMATION. ALOSS OF POWER OCCURRED DURING MANUEVERING FLIGHT AND AN EMEREGENCY LANDING WAS MADE TO A FIELD NEAR KELLY AIR PARK. A PRIVATE AIR STRIP. 20000519016629I (-23)DURING CRUISE, THE RIGHT ENGINE COWLIGN WHICH HAD BEEN OPENED DURING PREFLIGHT INSPECTION, STARTED VIBRATING CREATING A SOUND. THE PILOT SAFELY LANDED AND INSPECTION THE COWLING. ON OF THE FASTENERS HAD COME LOOSE. HE SECURED THE FASTENER AND CONTINUED ON WITH THE TRIP. NO FURTHER ACTION REQUIRED. 20000519017509I (-23) NO NARRATIVE AVAILABLE. 20000519017729I (-23)AFTER AN INTERVIEW WITH THE FIRST OFFICER, IT APPEARS THAT DURING THE PASSENGER BRIEFING, THE FIRST OFFICER MAY HAVE MOVED THE AIRSTAIR DOOR HANDLE UP, (TOWARD OPEN) AND DID NOT VERIFY THA TTHE DOOR WAS LOCKED AFTER THE PASSENGER BRIEFING. THE AIRSTAIR DOOR WARNING LIGHT HAD BEEN MEL'D INOPERATIVE. AFTER DEPARTUTE, DURING CLIMB OUT, AT APPROX 800 FEET ALTITUDE THE AIRSTAIR OPENED IN FLIGHT, THE CAPTAIN DECLARED AN EMERGENCY. RETRUNED TO FLL AND LANDED WITHOUT INCIDENT. POST INCIDENT EXAMINATION DEVEALED THAT THE AFT AIRSTAIR HANDRAIL CABLE AHD BROKEN AND APPROX 27 INCHES OF HANDRAIL CABLE WAS MISSING, THE ELFT PROPELLER RECEIVED DAMAGE TO ALL FOUR BALDES, ON HAD A GROCE IN THE LEADING EDGE AND TWO BALDES WERE MISSING THEIR TIPS. SEVERAL HOLES WERE NOTED IN THE AIRSTAIR OUTTER DOOR SKIN THE DOOR LATCHING/LOCKING MECHANISM WAS FOUND OPERATE NORMALLY. 20000519019789I (-23) ENROUTE FROM IND TO YYZ, THE PILOT DECLARED AN EMERGENCY 20 MILES WEST OF MANSFIELD, OH., DUE TO FIRE WARNING IN RIGHT ENGINE. THE EXTINGUISHER WAS ACTIVATED AND THE AIRCRAFT DIVERTED TO CAK. THE AIRCRAFT LANDED AT CAK ON RUNWAY 01, STOPPED ON THE RUNWAY AND EVACUATED 23 PERSONS, NO REPORTED DAMAGE. 20000519020919I (-23)NORMAL TAKEOFF FROM BCT RUNWAY 05. ON CROSSWIND 2 MILES FROM AIRPORT, CABIN DOOR OPENED IN FLIGHT. AIRCRAFT RETURNED TO BCT AND LANDED ON RUNWAY 05, GEAR UP. PILOT STATED CONFUSION AND NOISE OF OPEN DOOR CAUSED DISTRACTION THAT RESULTED IN HIM FORGETTING TO LOWER THE LANDING GEAR. HE DID NOT HEAR THE GEAR WARNING HORN BECAUSE OF THE NOISE FROM THE OPEN DOOR. 20000519027499I (-23)IMMEDIATELY AFTER ROTATION A BIRD FLEW IN FRONT OF THE AIRCRAFT FROM LEFT TO RIGHT. BIRD WAS INGESTED IN RIGHT ENGINE AND CAUSED ENGINE TO STOP PRODUCING THRUST. IGNITERS WERE ON. ENGINE WAS SECURED AND SINGLE ENGINE FLIGHT CONTINUED TO YIP (WILLOW RUN) FOR MAINTENANCE INSTEAD OF DESTINATION OF GRR (GRAND RAPIDS). LANDING WAS WITHOUT INCIDENT. M&D SUBMITTED ON ENGINE. 20000519027599I (-23)THE AIRCRAFT ENGINE LOST POWER AFTER 45 MINTUES OF AERIAL APPLICATION. ON THE EMERGENCY LANDING ON COUNTY ROAD #14, THE AIRCRAFT HIT THREE ROAD SIGNS. DAMAGE WAS LIMITED TO THE RIGHT WING LEADING EDGE AND RIGHT AILERON. INVESTIGATION REVEALED THAT THE FUEL TANKS WERE EMPTY. 20000519028799I (-23)ON 05/19/2000, PIPER AEROSTAR AIRCRAFT N985JL, OPERATED BY USA CHARTER (U9CA), HIT SOME TREE TOPS DURING TAKEOFF FROM DANVILLA ILLINOIS (DNV) RU NWAY 16. THE AIRCRAFT DEPARTED DNV ENROUTE TO FLINT, MICHIGAN (FNT) AT APPROX. 0241 CST WITH ONLY THE PILOT ONBOARD. HE REPORTED A TRANSPONDER PROBLEM AND RETURNED TO DNV MAKING A MISSED APPROACH DUE TO POOR VISIBILITY. THEN HE DECIDED TO CONTINUE THE FLIGHT TO FNT, BUT DECLARED AN EMERGENCY AND DIVERTED TO LAFAYETTE, IN (LAF) WITH AN ENGINE RUNNING HOT. HE DIVERTED TO INDIANAPOLIS (IND) DUE TO WEATHER CONDITIONS AT LAF. HE REPORTED THAT THE ENGINE PROBLEM WAS FIXED AND LANDED AT IND WITHOUT INCIDENT AT 0811Z. THE AIRCRAFT SHOWED SIGNS OF TREE DEBRIS ON BOTH COWLING, THE LH OIL COOLER WAS ALMOST COVER WITH SMALL TREE LEAF. THE NOSE LANDING AND TAXI LIGHT COVER WAS BROKEN DUE TO THE IMPACT ALSO SHOWED SIGNS OF TREE LEAVES AND SMALL BRACHES. 20000519032579I (-23)ENROUTE FROM COLUMBUS, OH TO ATLANTIC CITY, NJ, @ 27000' CRUISE ALTITUDE, THE F/O SMELLED A BURING ODOR. THE CAP'T STATED HE NOTICED A FAINT WISP OF SMOKE RISING FROM THE F/O'S LOWER PANEL AREA. THEY ELECTED TO LAND AT MDT AND DURING DESCENT THE SMOKE AND SMELL DISSAPATED. THE LANDING WAS UNEVENTFUL AND THE PASSENGERS WERE DEPLANED USING THE AIRCRAFT AIRSTAIRS. 20000519033069I (-23)PARKING SPACE WAS EXTREMELY LIMITED AS A RESULT OF DIVERSIONS INTO BWI DUE TO WEATHER. THE RW28 DEICE PAD WAS BEING USED TO PARK AIRCRAFT. IT IS MARKED FOR LARGER AIRCRAFT, BUT NOT B-737'S. THE NOSES OF THE TWO (2) UNITED B-757'S WERE PARKED RIGHT UP TO THE EDGE OF THE OUTER LIMIT OF TAXIWAY "C", HOWEVER THEY WERE FACING 180 DEGREES FROM THE NORMAL POSITION. SOUTHWEST HAD ONE (1) B-737 PARKED ONT HE CONCRETE AREA OF THE PAD ON ROW 5. A MAINTENANCE CREW TAXIED A B-737 FROM THE TERMINAL AND WAS TOLD BY MAA OPS TO PARK ON ROW 5. THEY GOT AS CLOSE TO THE PREVIOUSLY PARKED B-737 AS THEY COULD. A MERTOJET TAXING ON "C" NOTIFIED GROUND CONTROL THAT THE B-737 ON SPOT FIVE (5) WAS VERY CLOSE TO THE EDGE OF TAXIWAY "C". GROUND CONTROL ACKNOWLEDGED RECEIPT OF THE PROBLEM AND ADVISED ALL SUCCEEDING AIRCRAFT ABOUT THE PARKED AIRCRAFT. GROUND CONTROL DID NOT REQUEST MARYLAND AIRPORT AUTHORITY TO GO OUT TO INVESTIGATE. ABOUT SIX (6) MINUTES AFTER THE ORIGINAL NOTIFICATION AN AIR JAMAICA A-310 CONTACTED THE LEFT ELEVATOR OF THE PARKED SOUTHWEST B737 CAUSING MINOR DAMAGE TO THE A-310 AND SUBSTANTIAL DAMAGE TO THE B-737. NO INJURIES WERE SUSTAINED NOR WAS AN EMERGENCY EVCUATION REQUI RED. 20000519040359A (.4) ON MAY 19, 2000, ABOUT 2010 CENTRAL DAYLIGHT TIME, A BOEING 737-500, N522SW, REGISTERED TO AND OPERATED BY SOUTHWEST AIRLINES, CO., AS A TITLE 14 CFR PART 121 SCHEDULED PASSENGER FLIGHT, FLIGHT NUMBER 1857, SUSTAINED A SERIOUS GROUND INJURY TO A PASSENGER DURING A RAMP HOLD DUE TO A WEATHER INDUCED TERMINAL POWER OUTAGE AT NASHVILLE INTERNATIONAL AIRPORT, NASHVILLE, TENNESSEE. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT PLAN HAD BEEN FILED. THE ATP-RATED PILOT, COPILOT, AND CABIN CREW, AS WELL AS 121 OTHER PASSENGERS, WERE NOT INJURED. THE FLIGHT ARRIVAL WAS ABOUT 1 HOUR INTO THE RAMP HOLD WHEN THE MISHAP OCCURRED. ACCORDING TO THE PIC, AS THE FLIGHT CLEARED THE RUNWAY AFTER LANDING, GROUND CONTROL INFORMED THE CREW OF THE POWER OUTAGE, AND THEY TAXIED TO AN AREA OF THE RAMP ABOUT 100 YARDS FROM THE TERMINAL TO AWAIT THE ARRIVAL OF PORTABLE AIRSTAIRS. HE SHUT DOWN ENGINES, STARTED THE APU, POWERED AN AIR CONDITIONING PACK FOR PASSENGER COMFORT, AND INFORMED THEM OF THE DELAY. ONE OF THE WAITING AIRCRAFT CREW COMMUNICATED WITH COMPANY RAMP PERSONNEL BY CELL PHONE AND KEPT THE OTHER CREWS INFORMED OF PASSENGER UNLOADING PLANNING VIA AIRCRAFT RADIO. T HE PIC CONTINUED TO RELAY UPDATED INFORMATION TO HIS PASSENGERS, AND REQUESTED THAT THE FRONT AND A REAR-LOADING DOOR BE SLIGHTLY OPENED TO EXPEDITE CABIN VENTILATION. ACCORDING TO THE FLIGHT ATTENDANT STATIONED AT THE AFT CABIN-LOADING DOOR WHERE THE MISHAP OCCURRED, THE PASSENGER LEFT HIS ASSIGNED SEAT, WALKED TO HER LOCATION, AND TOLD HER HE NEEDED SOME AIR. SHE DIRECTED HIM TO RESEAT HIMSELF THREE SEPARATE TIMES, THE THIRD OF WHICH HE PUSHED HER AGAINST THE BULKHEAD, GRABBED HER HAIR, OPENED THE SLIGHTLY AJAR DOOR, AND JUMPED TO THE TARMAC. SHE WAS ABLE TO FREE HERSELF FROM HIS GRIP AND REMAIN ABOARD. THE PASSENGER WAS OBSERVED TO BEGIN USING HIS CELL PHONE WHILE WANDERING AROUND THE AIRPORT RAMP UNTIL AN AIRPORT POLICE CRUISER PICKED HIM UP. ACCORDING TO A NASHVILLE AIRPORT DEPARTMENT OF PUBLIC SAFETY REPORT, THE PASSENGER WAS TRANSPORTED TO A MEDICAL CLINIC WHERE HE WAS DIAGNOSED WITH A COMPOUND FRACTURE OF THE LEFT WRIST. ACCORDING TO A MANAGER OF AIRPORT OPERATIONS FOR THE NASHVILLE INTERNATIONAL AIRPORT, RECORDS SHOW THAT A LIGHTNING STRIKE KNOCKED OUT THE PRIMARY FEEDER OF ELECTRICAL POWER FROM THE NASHVILLE POWER COMPANY. A SECONDARY TERMINAL POWER FEEDER FROM THE POW ER COMPANY WAS RENDERED INOPERATIVE BY AN AUTOMOBILE ACCIDENT CLOSE TO THE AIRPORT AT ABOUT THE SAME TIME FRAME. THE TERMINAL IS DIVIDED INTO THREE ZONES FOR BACKUP EMERGENCY POWER DISTRIBUTION, AND THE MAIN TERMINAL ZONE THAT POWERS THE AIRSTAIRS, LIGHTS, AND DOORS FOR SOUTHWEST AIRLINES COULD NOT BE POWERED DUE TO A MALFUNCTIONING TRANSFER SWITCH. AIRPORT WORKERS GOT THE SWITCH TO OPERATE ABOUT 2130, AND THE TRANSFER SWITCH WAS REPLACED BY AN ELECTRICAL CONTRACTOR THE NEXT MORNING. 20000519042159A (-23) POOR LANDING TECHNIQUE BY THE PILOT COMBINED WITH LATE CORRECTION BY THE INSTRUCTOR CAUSED THE ACCIDENT. THIS WAS A PUBLIC AIRCRAFT AND AS SUCH, THE U.S. MARSHALLS OFFICE IS CONDUCTING ITS OWN INVESTIGATION. ^PRIVACY DATA OMITTED^ 20000519042219A (-23) PILOT WAS ATTEMPTING TAKEOFF AND ABORTED WHICH WAS FOLLOWED BY THE CRASH. THE IIC HAS BEEN DILIGENTLY TRYING TO CONTACT THE PILOT. PARTIES INVOLVED HAVE NOT BEEN COOPERATIVE. THE OWNER OF AIRCRAFT STATES HE DOES NOT KNOW WHO PIC WAS OR WHERE THE AIRCRAFT IS AT THIS TIME. AN AMENDMENT TO THIS REPORT WILL BE COMPLETED WHEN THIS INFORMATION BECOMES AVAILABLE. (-23 AMENDMENT) THE PILOT WAS ATTEMPTING A TAKEOFF FROM A GRAVEL STRIP SURROUNDED BY LARGE TREES AND A 10 KNOT WIND. AS THE AIRPLANE REACHED AN ALTITUDE ABOVE THE TREE LINE, THE AIRSPEED FLUCTUATED TOWARDS ZERO AND THE AIRPLANE BEGAN DESCENDING. IN LIEU OF A STALL, THE PILOT ATTEMPTED TO MAINTAIN CONTROL UNTIL THE AIRPLANE CONTACTED THE GROUND AND CRASHED. 20000520004659A WHILE ON A PERSONAL PLEASURE FLIGHT OVER LAKE MEAD, NV. THE PILOT HEARD A LOUD BANG, ENGINE LOST POWER AND QUIT. THE PILOT MADE AN EMERGENCY LANDING IN A PARKING LOT ADJACENT TO BOULDER BEACH AT LAKE MEAD. 20000520005819A (-23) SHORTLY AFTER LIFTOFF PILOT'S CANOPY WAS OBSERVED TO COME OPEN. PILOT CONTINUED THE TAKEOFF, AND ATTEMPTED TO CLOSE THE CANOPY. PILOT STATED THAT AFTER INITIALLY ACHIEVING APPROXIMATELY 500' AGL, HE WAS UNABLE TO ACHIEVE A NOSE-UP ATTITUDE WITH THE AIRCRAFT. PILOT BELIEVES AFTER THE FACT THAT AS HE REACHED FOR THE CANOPY HANDLE HIS SEAT SLID FORWARD AND SUBSEQUENTLY INHIBITED HIS ABILITY TO MOVE THE STICK TO AN AFT, OR NOSE-UP POSITION (CONTROL STICK THREADS THROUGH A PREFABRICATED SLOT IN THE SEAT AND THE SEAT IS NORMALLY IN A FIXED POSITION). AS THE AIRCRAFT SUBSEQUENTLY BECAME NOSE DOWN, THE PILOT ELECTED TO LAND THE AIRCRAFT OFF THE END OF THE RUNWAY. 20000520006439A (-23) N231X DEPARTED RUNWAY 20, AT EPH. CANOPY CAME OPEN DURING TAKEOFF PILOT LOST CONTROL OF AIRCRAFT AND MADE OFF AIRPORT LANDING. LOOSE SCREWS WERE FOUND IN THE LATCHING MECHANISM. 20000520016039I (-23)AIRCRAFT WAS LANDING ON RUNWAY 16 IN THREE POINT ATTITUDE, RIGHT CROSS WIND CAUSED AIRCRAFT TO WEATHER VANE TO THE RIGHT. PILOT CHOSE TO ALLOW AIRCRAFT TO CONTINUE INTO THE GRASS, WHERE AIRCRAFT STRUCK UNSEEN NON-COLLAPSIBLE RUNWAY MARKER. AIRCRAFT TIPPED UPON NOSE CAUSING DAMAGE TO THE PROPELLER AND UNDER LEFT WING. 20000520016479I (-23)DURING A LANDING FROM A CROSS COUNTRY SOLO FLIGHT, THE PILOT LOST DIRECTIONAL CONTROL. THE STUDENT PILOT WAS NOT USED TO LANDING ON SUCH A WIDE RUNWAY AND HAD A QUATERING HEADWIND. A JET AIRCRAFT HAD PREVIOUSLY DEPARTED DOWN FIELD AND THE WING VORTEX MAY HAVE DRIFTED ACROSS THE RUNWAY. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. 20000520017659I (-23)PILOT TAXIED OUT TO RUNWAY 12/30 WITH INTENT TO BACK TAXI FOR TAKE-OFFON RUNWAY 30. FORWARD VISIBILITY WAS REDUCED DUE TO MOISTURE ON INSIDE OF WINDOW, AND NOSE HIGH ALTITUDE OF AIRCRAFT. AIRCRAFT HIT TAXI LIGHT WITH PROP THEN PILOT TURNED AIRCRAFT AROUND TO RETURN TO RAMP AND HIT ANOTHER TAXI LIGHT. HE THEN SHUT DOWN THE AIRCRAFT AND UNLOADED THE PAX. NO INJURIES TO PASSENGERS OR PILOT. 20000520018059I (-23)DURING A CROSSWIND TAKEOFF THE PILOT LOST CONTROL OF THE AIRCRAFT. THE AIRCRAFT PROPELLER HIT A RUNWAY LIGHT DAMAGING THE PROPERTY OF ANOTHER. 20000520018119I (-23)PILOT INAFVERTANTLY RETRACTED GEAR WHEN TRYING TO RETRACT FLAPS DURING LANDING ROLL. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000520019799I (-23) WHILE CONDUCTING TOUCH AND GO LANDINGS AT GALESBURG MUNICIPAL AIRPORT, THE AIRMAN STATED HE BECAME DISTRACTED BY ANOTHER AIRCRAFT IN THE LANDING PATTERN, FORGOT TO EXTEND THE LANDING GEAR AND SUBSEQUENTLY LANDED WITH THE LANDING GEAR RETRACTED. THE AIRCRAFT RECEIVED MINOR DAMAGE AND THERE WERE NO INJURIES REPORTED BY THE TWO OCCUPANTS. 20000520037029A (-23) THE AIRCRAFT WAS SPRAYING FOR GYPSY MOTHS, AN EYE WITNESS STATED THE ENGINE DEVELOPED MECHANICAL PROBLEMS AND CRASHED IN THE WOODS. AN INSPECTION OF THE PROPELLER CONFIRMED THE ENIGNE WAS NOT RUNNING. A POST IMPACT FIRE OCCURRED. THE PILOT WAS FATALLY INJURED. 20000521006969A (-23) A POWER (RETRACTALBE ROATX ENGINE), N30PX, LOST LIFT APPROXIMATELY 2 MILES EAST OF THE MINDEN, NV. AIRPORT (MEV). THE PIOLOT, WAYNE MARTIN, ATTEMPTED TO MAKE IT TO RUNWAY 30 BUT LANDED SHORT. THE GLIDER LANDED IN SAGE BRUSH, TRAVELED 60 YARDS WHERE IT HIT A FENCE. THE GLIDER WENT THROUGH THE FENCE AND TRAVELED ANOTHER 30 YARDS BEFORE COMING TO A STOP. A TOW PLANE PILOT, WHO WITNESSED THE ACCIDENT, STATED HE SAW THE ENGINE EXTENDED AS IF THE PILOT WAS GOING TO START IT BUT WHEN THE GLIDER CAME TO REST THE ENGINE WAS STOWED BACK IN THE FUSELAGE. (.4)WHILE RETURNING TO LAND AT THE AIRPORT, WITNESSES SAW THE GLIDER MAKE A SHALLOW APPROACH, AND TOUCHDOWN OUTSIDE OF THE AIRPORT PERIMETER FENCE. THE GLIDER BECAME AIRBORNE AND FLEW THROUGH A FIVE-STRAND BARBED WIRE FENCE. THE TOP TWO STRANDS BROKE THE CANOPY AND STRUCK THE PILOT. COMPILATION OF WITNESS INTERVIEWS REVEALED THAT THE GLIDER APPEARED TOO LOW FOR A NORMAL FLIGHT PATTERN, AND THEY DID NOT THINK THAT THE GLIDER WOULD MAKE IT BACK TO THE RUNWAY. THEY SAW IT DESCEND TO THE GROUND APPROXIMATELY 50 YARDS SHORT OF THE RUNWAY AND COLLIDE WITH THE FENCE. AN INSPECTION OF THE GLIDER REVEA LED NO PREIMPACT ANOMALIES. THE ENGINE WAS ALSO INSPECTED WITH NO DISCREPANCIES NOTED. A GPS UNIT FOUND ONBOARD THE GLIDER WAS REMOVED AND DOWNLOADED; NO INFORMATION WAS AVAILABLE ON THE UNIT. 20000521009769A (-23) LANDING AT WHITMAN AIRPORT, LOS ANGELES AND GROUND LOOPED OFF THE LEFT SIDE OF RUNWAY 12. THE PILOT REPORTED HIS FOOT CAME OFF THE RIGHT RUDDER PEDAL. AND GOT STUCK UNDER THE PETAL. NO INJURIES TO THE SOLE OCCUPANT SUBSTANTIAL WING DAMAGE . (.4) ON MAY 21, 2000, AT 1238 HOURS PACIFIC DAYLIGHT TIME, A STINSON 108-1, N8398K, OWNED AND OPERATED BY THE PILOT, EXPERIENCED A LOSS OF CONTROL DURING LANDING ROLLOUT ON RUNWAY 12 AT THE WHITEMAN AIRPORT, LOS ANGELES, CALIFORNIA. THE AIRPLANE GROUND LOOPED AND WAS SUBSTANTIALLY DAMAGED. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS PERFORMED UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM WHITEMAN ABOUT 1235. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE PERFORMED A NORMAL LANDING AND TOUCHED DOWN ON THE RUNWAY NUMBERS. THEREAFTER, HIS RIGHT FOOT SLIPPED OFF THE RUDDER PEDAL AND HIS TENNIS SHOE BECAME WEDGED BENEATH IT. DESPITE HIS EFFORTS, HE WAS UNABLE TO IMMEDIATELY DISLODGE HIS FOOT, AND HE LOST CONTROL OF THE CONVENT IONAL GEAR AIRPLANE. 20000521012239A (-23) AFTER COMPLETION OF AIRWORK MANUEVERS DURING HIS COMMERCIAL ASEL EXAMINATION 2100ZZ, THE APPLICANT PROCEEDED TO LAND. DURING LANDING THE GEAR COLLAPSED. 20000521015939I (-23)^PRIVACY DATA ^ SUFFERED FATAL INJURIES FOLLOWING A PARACHUTE ACCIDENT AT TAFT DROP ZONE LOCTAED NEAR TAFT, CA ON 5/21/2000 AT 1205 PDT. ^PRIVACY DAT^ WAS ATTEMPTING TO LAND WHEN HE LOST CONTROL OF HIS PARACHUTE AND FELL FROM AN ALTITUDE OF APPROXIMATELY 15 TO 30 FT AGL. THE PARACHUTE WAS A PERFORMANCE DESIGN 9 CELL CANOPY (150 SQ/FT). ^PRIVACY DAT^ OWNED THIS PARACHUTE AND PACKED IT PRIOR TO THE JUMP. THERE WAS NO REPORT OF ANY PARACHUTE MALFUNCTION. THE RESERVE CHUTE WAS NOT DEPLOYED. IT WAS PACKED BY A CERTIFIED RIGGER ON 05/10/2000. ^PRIVACY DAT^ HAD MADE APPROXIMATELY 200 JUMPS (50 THIS YEAR) PRIOR TO THE ACCIDENT. HE WAS ASSOCIATED WITH AIR ADVANTURES WEST, TAFT DROP ZONE, TAFT, CA. 20000521016159I (-23)PILOT STATEMENT: I WAS CLEARED TO TAXI INTO POSITION AND HOLD ON RUNWAY 15 AT MANTUCKET MEMORIAL AIRPORT, MASS. WEATHER AT THE TIME WAS WIND APPRO 120 TO 100 @ 12KTS., VIS 7 SM & 1000 OVC CEILING. I WAS THEN CLEARED FOR TAKE OFF AND ADVANCED THE THROTTLES TO 30" MP AND ACCLERATED. I SCANNED TO THE RIGHT SIDE OF THE INSTRUMENT PANEL TO CHECK OIL PRESSURE AND FUEL FLOW. MY SCAN RETURNED TO THE RUNWAY ENVIROMENT THE AIRCRAFT HAD WEATHERVINED APPROX 30 ANGLE LEFT OF CENTERLINE. AT THAT POINT I IMMEDIATLEY APPLIED RIGHT RUDDER TO CORRECT AND CONTROL THE AIRCRAFT BUT THE AIRCRAFT WAS TO CLOSE TO THE EDGE OF THE RUNWAY AND I DECIDED TO ABORT THE TAKEOFF. THE AIRCRAFT DEPARTED THE RUNWAY ONTO THE GRASS STRUCK A RUNWAY LIGHT AND BROKE THE RIGHT MAIN GEAR DOOR OFF AT THE HINGE. I MAINTAINED CONTROL AND RENTER THE RUNWAY AND TAXIED BACK TO THE GATE. I FEEL I EXPERIENCED A WIND GUST FROM THE LEFT DURING MY SCAN WHICH WEATHERVAINED THE AIRCRAFT TO THE LEFT SIDE OF THE CENTERLINE. ALSO A TUBROBOOST ON THE RIGHT ENGINE MAY HAVE CONTRIBUTED TO AGGRAVATE THE SITUATION. 20000521016239I (-23)ON 05/21/00, APPROXIMATELY 1825 MDT, AN STEWART MODEL S-51D (N51S) OPERATED BY ^PRIVACY DATA OMITTED^ , WAS SUSTAINED MINOR DAMAGE WHEN IT'S LANDING HEAR COLLAPSED WHILE ON LANDING ROLL-OUT ON RWY 21 AT THE BELEN, NM (E80) AIRPORT. THE PILOT-IN-COMMAND, AND SOLE OCCUPANT OF THE AIRCRAFT, HOLDS AN U.S. RESTRICTED PRIVATE PILOT CERTIFICATE (BASED ON HIS AUSTRALIAM ATP) WITH AIRPLANE, SINGLE & MULTIENGINE, LAND RATING(S). THE PILOT WAS ININJURIED IN THE INCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR FERRY FLIGHT, WHICH WAS CONDUCTED UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM MIDLAND, TX, APPROXIMATELY 2 HOURS PRIOR TO THE INCIDENT. WITNESSES TO THE LANDING STATED THE PILOT MADE A NORMAL APPROACH AND THE LANDING WITH LIGHT X-WIND CONDITIONS. DURING ROLLOUT, THEY SAW THE RIGHT MAIN GEAR BEGIN TO SLOWLY BEGIN TO FOLD BACK INTO THE WHEEL WELL. THE AIRCRAFT IMPACTED ON THE PROPELLER AND SLID OFF THE DOWNWIND SIDE OF THE RUNWAY. THE PILOT STATED HE MADE A NORMAL WHEEL LANDING. AFTER LANDING, AS HE WAS LOWERING THE TAILWHEEL, HE HEARD A LOUD "CRACK" AND THE AIRCRAFT'S RIGHT WING BEGAN TO SETTLE AND THE AIRCRAFT VEERED TOWARD THE RIGHT. HE COUNTERED WITH LEFT AILERON, SHUT DOWN THE ENGINE, AND ATTEMPTED TO BRAKE. AS SPEED DECREASED, THE AIRCRAFT CONTINUED TO SETTLE ON IT'S RIGHT SIDE AND THE PROPELLER BLADES STRUCK THE RUNWAY. ON TUESDAY (5/24/00) ^PRIVACY DATA OMI^ (AN INDIVIDUAL WHO HAS WORKED ON SEVERAL OF THESE PARTICULAR AIRCRAFT) EXAMINED THE LANDING GEAR. HE DISCOVERED THE DOWNLOCK CONNECTED TO THE RIGHT MLG TRUNION HAD FAILED, ALLOWING THE LANDING GEAR TO RETRACT. HE STATED THIS FILLING IS A WELDED-UP FITTING, ANF THE WELDS HAD FAILED. HE ALSO MENTIONED THIS ARICRAFT WAS A PROTOTYPE, AND THIS TRUNION WAS CORRECTED ON LATER AIRCRAFT KITS BY MANUFACTURING THE FITTING FROM MILLED MATERIAL. 20000521019759I (-23) PILOT REPORTED A FORCED LANDING DUE TO FUEL STARVATION. TANK WAS NOT TOPPED OFF PRIOR TO DEPARTURE. INVESTIGATION REVEALED AIRCRAFT MAY HAVE BEEN OPERATED IN VIOLATION OF APPLICABLE RULES. ^PRIVACY DATA O^ 20000521019769I (-23) ^PRIVACY DATA ^ HAD BEEN OUT PERFORMING PRACTICE APPROACHES AT RICKENBAKER AIRPORT WHERE HE MADE THREE ILS APPROACHES BEFORE RETURNING TO LAND AT CYO AIRPORT. ^PRIVACY D^ TESTIFIED THAT HE MADE THE APPROACH TO LAND AT CYO AIRPORT, SELECTED THE LANDING GEAR HANDLE DOWN, THINKS HE HAD 3 GREENS (HOWEVER WAS NOT POSITIVE), PROCEEDED TO LAND AND THEN DISCOVERED THAT THE LANDING GEAR HAD NOT COME DOWN. ^PRIVACY D^ LANDED THE AIRCRAFT GEAR UP. THE AIRCRAFT WAS INSPECTED BY CMH FSDO INSPECTORS. THE AIRCRAFT WAS PLACED ON JACKS BY AIR MARION INC. MAINTENANCE PERSONNEL TO CHECK THE LANDING GEAR, THE HYDRAULIC PUMPS WERE REMOVED AND INSPECTED, THE LANDING GEAR WAS PUMPED UP AND DOWN SEVERAL TIMES, NO PROBLEMS WERE NOTED. THE THROTTLE WARNING GEAR HORM FUNCTIONED NORMALLY DURING TEST. LOG BOOKS WERE REVIEWED AND AD COMPLIANCE VERIFIED. NO MECHANICAL FAILURE WERE NOTED. 20000521019909I (-23) WHILE GIVING INSTRUCTION AND PRACTICING TAKE-OFF, LANDING, AND EMERGENCY PROCEDURES, THE FLIGHT INSTRUCTOR EXECUTED A LOSS OF POWER EMERGENCY AFTER TAKE-OFF APPROXIMATELY 15 TO 20 FEET ABOVE GROUND. THE STUDENT, INSTEAD OF PUSHING FORWARD ON THE YOKE, PULLED BACK AND INDUCED AN IMMEDIATE STALL. THIS RESULTED IN A HARD LANDING ON THE NOSE YEAR, DAMAGING THE STRUT, BOTTOM COWL, AND PROP TIPS. 20000521023389A (.4)THE PILOT'S FAILURE TO MAINTAIN CONTROL OF THE AIRCRAFT. FACTORS WERE THE PARTIALLY ENGAGED PARKING BRAKE AND THE PILOT'S DIVERTED ATTENTION TO THE ENGINE INSTRUMENTS. (-23)PILOT, ^PRIVACY DATA OMITTED NEGLECTED TO PROPERLY SET THE PARKING BRAKE PRIOR TO ENGINE STARTS ON N301TA. UPON START OF THE SECOND, (RIGHT), ENGINE IT APPEARED TO WITNESS THAT ^PRIVACY DA^ LOOKED DOWN AS IF READING OR REVIEWING SOMETHING IN HIS LAP. THE AIRCRAFT PROCEEDED FORWARD AND LEFWARD UNDER IT'S OWN POWER APPROXIMATELY 75 FEET. AT THIS POINT THE RIGHT PROPELLER OF N301TA STRUCK N9968P'S, (A-36), PROPELLER. N9968P'S NOSEWHEEL WAS LIFTED OFF IT'S CHOCKS AND PUSHED REARWARD DRAGGING IT'S TAIL APPROXIMATELY 5 FEET ALONG THE GROUND UNTIL COMING TO REST. THERE WERE NO OCCUPANTS ON BOARD N9968P. THERE WERE THREE OCCUPANTS ON BOARD N301TA AND THREE RAYTHEON GROUND PERSONEL IN THE GENERAL AREA. THERE WERE NO INJURIES TO ANYONE IN N301TA OR GROUND PERSONNEL. 20000521032089I (-23)STATEMENT AS REPORTED BY PILOT. THE AIRCRAFT WAS APPROACHING PETALUMA AIRPORT RUNWAY 11. AIRCRAFT WAS LINED UP FOR LANDING, MAINS TOUCHED DOWN AND TRACKED STRAIGHT. AS SOON AS THE NOSE GEAR TOUCHED DOWN THE AIRCRAFT JERKED HARD TO THE RIGHT. HARD LEFT RUDDER WAS APPLIED TO PREVENT RUNNING OFF THE RUNWAY. AIRCRAFT CONTINUED TO TRACK RIGHT AND CAME TO REST ABOUT 50-75 FEET FROM THE SIDE OF THE RUNWAY AR A 45' ANGLE. 20000521033119I (-23)ON 5/21/00, ^PRIVACY DA^ DEPARTED FROM HAMBURG AIRPORT (4G2) ON A RECREATIONAL FLIGHT. DURING THE FLIGHT THE PILOT NOTICED A DROP IN ENGINE RPM AND THE ENGINE STARTED TO RUN ERRATICALLY AND THEN STOPPED. ^PRIVACY DA^ LANDED IN A FIELD IN EDEN, NY. THE AIRCRAFT WAS NOT DAMAGED AND THERE WERE NO INJURIES. THE LOCAL POLICE AND FIRE DEPARTMENT WERE DISPATCHED TO THE SCENE; HOWEVER, THEIR ASSISTANCE WAS NOT NEEDED. THE COMM CENTER WAS NOTIFIED AT APPROX. 1700 AND THEN FSDO-23. INSPECTOR ^PRIVACY D^ CONTACTED THE POLICE AND WAS TOLD THE AIRCRAFT WAS NOT DAMAGED. ^PRIVACY DA^,WHO HOLDS AN A&P, INSPECTED THE AIRCRAFT AND DETERMINED THT THE PROBLEM WAS DUE TO CARBURETOR ICE. AIRCRAFT WAS RUN NUMEROUS TIMES WITHOUT FURTHER PROBLEMS. THE AIRCRAFT WAS RETURNED TO SERVICE. 20000521041989A (-23) THE CREW HAD INITIATED A MISSED APPROACH FOR THE ILS RUNWAY 4, AND WERE BEING VECTORED FOR THE ILS COURSE AGAIN WHEN THE CREW ADVISED ATC THAT THEY HAD LOST BOTH ENGINES. LATER THEY REPORTED THAT THEY HAD THE LEFT ENGINE RUNNING AGAIN. THE LAST TRANSMISSION RECEIVED FROM THE AIRCRAFT WAS THAT THEY WERE LOSING BOTH ENGINES. THE AIRCRAFT CRASHED AND WAS DESTROYED BY IMPACT AND POST-IMPACT FIRE. THE NTSB INVESTIGATION CONTINUES. THE CVR DID NOT FUNCTION ON THE ACCIDENT FLIGHT. AFS-620 ADDITIONAL COMMENT: AT THE TIME OF THE ACCIDENT THE OPERATOR NAME WAS EAST COAST AVIATION SERVICES. THE OPERATOR NAME WAS NOT CHANGED TO PARTNER AVIATION ENTERPRISES UNTIL 2003. 20000522006289A (-23) AT THE END OF A PASS, THE PILOT BEGAN HIS CLIMB AND THE RIGHT WING LOWER FORWWARD ATTACHMENT FAILED, CAUSING THE WING TO FOLD AND SUBSEQUENT LOSS OF AIRCRAFT CONTROL. 20000522006309A (-23) DURING LANDING, STUDENT PILOT FAILED TO MAINTAIN SUFFICIENT AIRSPEED AND ALTITUDE TO CLEAR A FIVE FOOT FENCE ON THE SOUTH END OF THE LANDING STRIP. GLIDER BELLY AND LOWER RIGHT WING SPOINER CONTACTED FENCE WHICH ARRESTED THE GLIDER UPRIGHT 180 DEGREES FROM ORIGINAL HEADING. DAMAGE ARE: 1. HORIZONTAL TAIL RIPPED OFF. 2. VERTICAL TAIL SEPARATED FROM FUSELAGE ON R/H SIDE. 3. TAIL CONE AND SKID RIPPED OFF. 4. L/H WING WARPED FORWARD DUE TO G-LOAD DURING SUDDEN STOPPAGE OF GLIDER. 5. FUSELAGE WARPED ON R/H SIDE AFT OF WING. 6. R/H WING UPPER ATTACH POINT BENT DUE TO G-LOADS. 7. R/H LOWER SPOILER RIPPED OFF. 8. HOLE IN LOWER FUSELAGE AT LOWER L/H SIDE BELOW COCKPIT SPOILERS AND SPOILER CONTROL FOUND IN DEPLOYED POSITION. (.4) ON MAY 22, 2000, ABOUT 1400 CENTRAL DAYLIGHT TIME, A LET BLANIK L-13, N90867, REGISTERED TO THE COASTAL SOARING ASSOCIATION, OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, CRASHED WHILE ATTEMPTING A LANDING IN THE VICINITY OF PENSACOLA, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE GLIDER RECEIVED SUBSTANTIAL DAMAGE AND THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED FROM THE SAME AIRPORT ABOUT 1 HOUR BEFORE THE ACCIDENT. ACCORDING TO THE PILOT, HE MISJUDGED THE POINT AT WHICH HE SHOULD BEGIN HIS TURN FOR FINAL APPROACH TO COASTAL AIRPORT'S RUNWAY 36, AND AS A RESULT ENDED UP LOW AND SLOW SHORT OF THE RUNWAY. HE COLLIDED WITH A BARBED-WIRE AIRPORT PERIMETER FENCE, SHEARING OFF THE HORIZONTAL STABILIZER AND BENDING BOTH WING SPARS. ACCORDING TO THE STUDENT GLIDER PILOT, AS WELL AS HIS CFI W HO WAS OBSERVING FROM THE GROUND, HIS BASE TURN FROM THE DOWNWIND LEG WAS MADE AT TOO LOW AN ALTITUDE AND TOO LATE, RELATIVE TO HIS POSITION IN THE LANDING PATTERN, TO ALLOW FOR ARRIVAL AT THE RUNWAY WITH SUFFICIENT ALTITUDE AND AIRSPEED FOR A SAFE LANDING. CONTRIBUTING TO THE LOW AND SLOW CONDITION ON FINAL APPROACH WAS THE PILOT'S FAILURE TO REALIZE THE SPOILERS WERE STILL DEPLOYED. THE GLIDER COLLIDED WITH AN AIRPORT PERIMETER FENCE SHORT OF THE RUNWAY CAUSING SUBSTANTIAL DAMAGE. 20000522012599A (-23) OPERATING OFF A ROAD (WITH FLAGMEN) TOOK LOAD, STARTED TAKEOFF AT APPROX. 300 FEET ENCOUNTERED A L QUARTERING WIND FROM BEHIND. R WING HIT TREE BRANCHES. ROUND LOOPED AND A/C STOPPED ON R SIDE OF "RUNWAY" FACING OPPOSITE DIRECTION. (.4) ON MAY 22, 2000, ABOUT 1500 CENTRAL DAYLIGHT TIME, A SCHWEIZER/GRUMMAN G-164B, N6744K, REGISTERED TO A PRIVATE INDIVIDUAL, OPERATED BY PAYNE'S FLYING SERVICE AS A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT, CRASHED DURING TAKEOFF IN THE VICINITY OF MONTICELLO, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIALLY-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT, HE WAS TAKING OFF WITH A LOAD OF FERTILIZER IN JEFF DAVIS COUNTY, MISSISSIPPI, WHEN A LEFT, REAR QUARTERING GUST OF WIND FORCED THE AG CAT RIGHT OF CENTERLINE CAUSING THE RIGHT WINGTIP TO CONTACT TREES. DAMAGE WAS DONE TO THE WINGS, LEFT MAIN LANDING GEAR, AND THE CABANE AND "N" STRUTS. ACCORDING TO AN FAA INSPECTOR, THE FLIGHT WAS IN ITS TAKE OFF ROLL FROM A COUNTY HARD-TOPPED ROAD FOR A FERTILIZER APPLICATION MISSION WHEN A LEFT REAR QUARTERING GUST OF WIND CAUSED THE PILOT TO LOSE DIRECTIONAL CONTROL, COLLIDE WITH ADJACENT TREES, AND GROUND LOOP. THERE WAS NO DAMAGE TO PUBLIC PROPERTY, OR SPILLAGE OF THE HOPPER'S CONTENTS. IT WAS THE INSPECTOR'S OPINION THAT THE PILOT'S LOW EXPERIENCE LEVEL IN THE AIRPLANE TYPE CONTRIBUTED TO THE LOSS OF CONTROL. 20000522016939I (-23)ON MAY 22, 2000, AT APPROXIMATELY 1843 CDT, DELTA AIRLINES FLIGHT 1545, A DOUGLAS MD-88, N995DL, LEFT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MISSOURI (MCI), AND RETURNED TO MCI DUE TO ENGINE DURING CLIMB. ENGINE IS SCHEDULED FOR REPLACEMENR MAY 23, 2000, BY DELTA MAINTENANCE AT MCI. WITH THSI REPORT, INCIDENT CE2000IAC049 IS CONSIDERED CLOSED. 20000522017609I (-23)LEFT ENGINE FAILED AFTER TAKEOFF AT 100 FEET AGL, AT ESCALANTE AIRPORT. AFTER LOOSING ALTITUDE, PILOT ELECTED TO DO GEAR UP LANDING IN AN ALFALFA FIELD, OUTSIDE THE AIRPORT. NO INJURIES TO PILOT OR PASSENGER AT ALL. TWO HIGHLY QUALIFIED MECHANICS, NOT ASSOCIATED WITH AIRCRAFT, DETERMINED VERY LITTLE IF ANY STRUCTUAL DAMAGE. WILL BE EASILY REPAIRED. THE LEFT ENGINE WILL GO TO WESTERN SKYWAYS IN CO. FOR TEARDOWN, (WITH US FAA PRESENT), AS REQUESTED BY AIRCRAFT OWNERS INSURANCE REPRESENTATIVE AND OUR CONCURRANCE. THIS REPORT WILL BE UPDATED WITH THE TEAR DOWN RESULTS, WHEN COMPLETED. NOTE: THIS REPORT MIGHT BE UPDATED IF THERE ARE ANY PILOT ISSUES THAT MIGHT ARISE. 20000522017739I (-23)^PRIVACY DATA ^ WAS DOING AN INSTRUCTION FLIGHT WITH ^PRIVACY DATA ^. THEY DID TWO TAKE OFF AND LANDINGS BEFORE ENGINE FAILED. THERE WAS NO INDICATION ON THE INSTRUMENT GAUAGES THAT INDICATED SOMETHING WAS WRONG. AFTER TAKE OFF FROM H11, ^PRIVACY DATA ^ FELT HARD VIRBRATION IN THE HELICOPTER AND ROTOR RPM STARTED TO DROP. ^PRIVACY DA^ IMMEDIATELY ROLLED ON THE THROTTLE TO RECOVER THE RPM. SINCE THE RPM DID NOT RECOVER ^PRIVACY DA^ ENTERED AUTOROTATION. THE ENGINE STOPPED BEFORE THEY HIT THE GROUND. A CONTROLLED EMERGENCY LANDING WAS PERFORMED TO THE GRASS AREA EAST OF RUNWAY 33. NO DAMAGE TO THE HELICOPTER. AFTER LANDING ^PRIVACY DA^ TRIED TO RESTART THE ENGINE, BUT THE STARTED WAS NOT ABLE TO TURN THE ENGINE AROUND. THE TOWER WAS INFORMED IMMEDIATELY. 20000522021359A (.4)THE AIRLINE TRANSPORT CERTIFICATED PILOT WAS LANDING AT THE CONCLUSION OF A CARGO FLIGHT. THE VISIBILITY WAS ABOUT 2 MILES IN LIGHT RAIN AND MIST. WHEN THE AIRPLANE WAS ABOUT 50 FEET ABOVE THE GROUND AT 100 KNOTS, THE PILOT SAW THREE CANADA GEESE FLY UP FROM THE RUNWAY AREA. ONE OF THE GEESE COLLIDED WITH THE RIGHT WINDSHIELD, BREAKING THE PLASTIC. THE BIRD REMAINED CAUGHT ON PIECES OF THE BROKEN WINDSHIELD. THE PILOT LANDED THE AIRPLANE WITHOUT ANY OTHER DIFFICULTIES. THE WINDSHIELD WAS PENETRATED, AND REQUIRED REPLACEMENT. (-23)THIS WAS A BIRD STRIKE TO THE AIRCRAFT. THE PILOT HAS NO REASON FOR BEING MENTIONED. PLEASE DELETE HIS NAME AND CERTIFICATE NUMBER FROM THIS RECORD. 20000522032449I (-23)AIRCRAFT WAS CLIMBING THROUGH 8000 FEET ABOVE MEAN SEA LEVEL WHEN THE FRONT LEFT ENGINE CYCLINDER AND PISTION SEPARATED FROM ENGINE AND LODGE INTHE COWL. THE PILOT MADE AN EMERGENCY LANDING IN A FIELD. NO DAMAGE WAS INCURRED AS A RESULT OF THE LANDING. INITIAL EXAMINATION OF THE ENGINE REVEALED A ROD BOLT HAD FAILED. FURTHER INVESTIGATON REVEALED ROD BOLT FAILURE NOT TO BE CAHSE OF ENGINE FAILURE. ACTUAL CAUSE IS UNDER INVESTIGATION. 20000522033359I (-23)ONN 5-22-2000, N2287B A FOKKER DR-1 REPLICA LANDED ON RUNWAY 27, LAKELAND, FL. LOST CONTROL, GROUND LOOPED AND WENT UP ON ITS NOSE WITH MINOR DAMGE TO AIRCRAFT AND NO INJURIES. WINDS 280 AT 18KTS. 20000522033369I (-23)ON MAY 22, 2000, AT APPROXIMATELY 1244 LOCAL TIME, ^PRIVACY DATA OMITTED^ , THE PRIVATE PILOT OF A CESSNA 206 AIRCRAFT, CALL SIGN N2391E, MADE A HARD LANDING ON RUNWAY 16 AT MIDLAND AIRPARK, MIDLAND, TEXAS. AFTER THE HARD LANDING, THE AIRCRAFT BOUNCED, AND ON THE THIRD BOUNCE, CAUSED THE NOSE WHEEL STEERING RODS TO BEND, THE NOSE TIRE TO BLOWOUT, AND SUBSEQUENTLY THE PROPLELLER STRUCK THE RUNWAY SURFACE, RESULTING IN MINOR DAMAGE TO THE AIRCRAFT. THE PRIMARY FACTOR FOR THIS INCIDENT WAS THE PILOT'S FAILURE TO TRIM THE AIRCRAFT PROPERLY, MAKING THE AIRPLANE NOSE HEAVY. THERE WERE INJURIES TO THE PILOT, THE SOLE OCCUPANT. VISUAL METEOROLOGICAL (VMC) WEATHER CONDITIONS PREVAILED. 20000522036409A (-23) ON MAY 22, 2000, AT 1500 EST, A STUDENT PILOT LOST DIRECTIONAL CONTROL DURING THE LANDING AT GOSHEN AIRPORT, GOSHEN, INDIANA. A NON-TOWERED AIRPORT. THE AIRCRAFT DEPARTED THE LEFT SIDE OF RUNWAY 27 AND IMPACTED A SMALL RAVINE AND MOMENTARILY BECAME AIRBORNE, DESCENDING AT A RAPID RATE, IMPACTING THE GROUND, NOSE FIRST. THE AIRCRAFT FLIPPED UPSIDE DOWN. THIS WAS THE STUDENT PILOT'S FIRST SOLO FLIGHT. 20000522036869A (-23) ON MAY 22, 2000, AT 7: A.M. LOCAL, A CESSNA 188, N2075J OPERATED BY A COMMERCIAL PILOT SUSTAINED SUBSTANTIAL DAMAGE, RESULTING FROM THE RIGHT WHEEL STRIKING THE GROUND WHILE SPRAYING A FIELD. VFR CONDITIONS PREVAILED. NO INJURIES WERE SUSTAINED TO THE SOLE OCCUPANT. 20000523008339A (-23) A DEER RAN UNTO THE RUNWAY IN THE PATH OF LANDING A/C AND IMPACTED THE RIGHT STABILIZER/ELEVATOR AREA CAUSING SUBSTANTIAL DAMAGE TO THE A/C. 20000523011279A (-23) THE A/C DEPARTED MERIDIAN, MS. UNDER VFR FOR JASPER, AL. ABOUT TEN MINUTES AFTER DEPARTURE THE PILOT REPORTED THAT HE HAD A PHYSICAL PROBLEM. THE PILOT REPORTED TO AIR TRAFFIC THAT HE COULD NOT MOVE HIS LEFT ARM. AIR TRAFFIC VEERED THE A/C TO THE NEAREST AIRPORT. THE PILOT HAD DIFFICULTY COMMUNICATING AND SHORTLY AFTER RADAR CONTACT WAS LOST. THE A/C CRASHED NEAR ALICEVILLE, AL. (.4) THE PILOT COMPLAINED OF A HEADACHE BEFORE THE FLIGHT DEPARTED AND ASKED FOR AN OBTAINED TYLENOL. THE FLIGHT DEPARTED AND WHILE IN CONTACT WITH AN AIR TRAFFIC CONTROL FACILITY, HE ADVISED THE CONTROLLER, "...I'M HAVING A LITTLE PROBLEM---NOT THE AIRPLANE...." HE ASKED FOR VECTORS TO THE NEAREST AIRPORT AND WAS PROVIDED DIRECTION AND DISTANCE THEN ADVISED THE CONTROLLER, ""I CAN'T MOVE MY---CAN'T MOVE MY LEFT ARM...." RADIO COMMUNICATIONS WERE LOST. THE AIRPLANE IMPACTED TREES THEN TERRAIN LOCATED ON PRIVATE PROPERTY IN A NOSE AND LEFT WING LOW ATTITUDE. THE NOSE SECTION INCLUDING THE COCKPIT AND BOTH WINGS WERE FRAGMENTED; AIRCRAFT DEBRIS WERE FOUND ALONG THE WRECKAGE PATH. EXAMINATION OF THE ENGINES/PROPELLERS, AND FLIGHT CONTROLS REVE ALED NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. THE AUTOPSY REPORT INDICATES THAT THE CAUSE OF DEATH WAS MULTIPLE BLUNT TRAUMA WITH A CONTRIBUTORY CAUSE AS ATHEROSCLEROTIC CARDIOVASCULAR DISEASE. REVIEW OF THE PILOT'S CIVILIAN AND AIR NATIONAL GUARD MEDICAL FILES REVEALED THAT HE HAD ELEVATED BLOOD PRESSURE, BLOOD SUGAR, AND WEIGHT DURING PERIODIC PHYSICAL EXAMINATIONS. THE HIGH BLOOD PRESSURE WAS NOT BEING TREATED ACCORDING TO THE AIR NATIONAL GUARD MEDICAL RECORDS. 20000523011569A (-23) TAHE A/C FLIPPED OVER, AFTER STRIKING THE NOSE GEAR DURING AN ATTEMPTED CROSS-WIND LANDING, CAUSING SUBSTANTAIL DAMAGE TO THE A/C AND MINOR INJURIES TO THE PILOT. 20000523016819I (-23)PIC REPORTED WHILE ON A PHOTOGRAPHY FLIGHT DEPARTED SHELBY COUNTY AIRPORT (21A) ON MAY 23,2000, AT 1000L, THE AIRCRAFT WINDSHIELD BROKE APPROXIMATELY ONE HOUR INTO FLIGHT WITHOUT PRIOR WARNING. HE IMMEDIATELY RETURNED TO THE AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. THE PIC REPORTED HIS PASSENGER ON-BOARD, WHO IS ALSO A PRIVATE PILOT, ASSISTED IN FLYING THE AIRCRAFT WHILE HE TOOL PHOTOGRAPHS OF DAWSON MEMORIAL CHURCH. THE BOTH TOLD INSPECTOR ^PRIVACY DA^, ASO-FSDO-09, A LOUD PRECEDED THE WINDSHIELD BREAK WHICH, IN THEIR OPINION, WAS RESULT OF A BIRD STRIKE. THE PIC ALSO REPORTED HE HAD FULL CONTROL OF THE AIRCRAFT AT ALL TIEMS. THE IARCRAFT SUSTAINED MINOR DAMAGE. NEITHER PERSON ON-BOARD WERE INJURIED. 20000523016979I (-23)AIRCRAFT N270SH HAD LANDED TO A HOVER OVER A REMOTE UNIMPROVED HELIPAD. WHILE MAKING A PEDAL TURN OVER THE HELIPAD, THE PILOT MISCALCULATED HIS DISTANCE FROM THE CENTER OF THE PAD CAUSING THE VERTICAL FIN TO BE TOO FAR UPSLOPE. THIS MISCALCULATION CAUSED THE VERY BOTTOM OF THE FIN ASSEMBLY TO MAKE CONTACT WITH A SMALL ROCK, SUBSEQUENTLY CAUSING MINOR DAMAGE. 20000523017069I (-23)ON MAY 23, 2000, AT 1730 LOCAL, A CESSNA 172RG, N9452D, OWNED BY TEXAS STATE TECHNICAL COLLEGE, 3801 CAMPUS DRIVE, WACO, TEXAS 76705, LANDED WITH THE LANDING GEAR RETRACTED DURING LANDING PHASE OF A SOLO TRAINING FLIGHT. WEATHER WAS VFR CONDITIONS AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THERE WERE NO INJURIES. THE PILOT-IN-COMMAND HOLDS A PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT THE TSTC AIRPORT (CNW), WACO, TEXAS, ON MAY 23, 2000. 20000523017519I (-23)PILOT WAS CONDUCTING PRACTICE LANDINGS. UPON TOUCHDOWN, GEAR COLLAPSED AND CAME TO REST WITH MINOR DAMAGE AND NO INJURY. DURING INTERVIEW, PILOT STATED THAT THE LANDING GEAR SYSTEM INDICATED GEAR DOWN AND LOCKED. UNABLE TO CONDUCT FIELD INVESTIGATION DUE TO LACK OF FAA FUNDING. REQUESTED PILOT FORWARD M RO D AS APPROPRIATE. 20000523017569I (-23)THE STUDENT PILOT MADE A HARD LANDING ON THE THIRD SOLO FLIGHT. WIND AND WEATHER NOT A FACTOR. THE PILOT STATED THAT SHE DIDN'T TAKE CORRECTIVE ACTION AFTER THE FIRST BOUNCE TO ARREST A HIGH SINK RATE. ^PRIVACY DATA OMITTED^ 20000523022209I (-23)LEFT MAIN GEAR ACTUATOR FILED PREVENTING THE LEFT MAIN LANDING GEAR FROM BEING EXTENDED, OR RETRACTED. THE PILOT-IN-COMMAND ELECTED TO LAND THIS AIRCRAFT WITH THE LANDING GEAR RETRACTED. 20000523023219I (-23)BAGGAGE CART HIT THE AIRCRAFT, CAUSING DAMAGE TO THE SKIN. AIRCRAFT PULLED OUT OF SERVICE AND REPAIR TEAM FROM AALA ARRIVED TO ACCOMPLISH PERMANENT REPAIR. 20000523033449I (-23)AMERICAN EAGLE FLIGHT 393, N396AE, WHILE TAXING TO PARKING, STRUCK THE RIGHT WING OF PARKED N202KD, ALSO OPERATED BY AMERICAN EAGLE. THE RIGHT ALERON OF N202KD WAS DAMAGED AND THE LEFT WING NAVIGATION LIGHT, WING TIP DE-ICING BOOT OF N396AE, WAS DAMAGED. NO PASSENGERS ON N369AE WERE INJURED AND THE WERE NO PASSENGERS ON N202KD. 20000523039679A (.4)ON MAY 23, 2000, ABOUT 1945 HOURS PACIFIC DAYLIGHT TIME, A BEECH B200, N24CV, OWNED AND OPERATED BY THE PILOT, WAS PRESUMED DESTROYED DURING DITCHING INTO THE PACIFIC OCEAN ABOUT 160 MILES SOUTHWEST OF SAN DIEGO, CALIFORNIA. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT PARKER, ARIZONA, ABOUT 1754 MOUNTAIN STANDARD TIME, AND WAS DESTINED FOR PALOMAR, CALIFORNIA. THE PILOT WAS RECEIVING VFR ADVISORIES FROM SOCAL TRACON EN ROUTE TO PALOMAR. THE PILOT BECAME NAUSEOUS EN ROUTE AND BEGAN TO VOMIT. AT 1838, HE ADVISED SOCAL THAT HE WAS SICK AND RADIO CONTACT WAS LOST. HE REPORTED THAT HE HAD REMOVED HIS HEADSET AND TURNED ON THE EXTERNAL SPEAKER. THE AIRPLANE HAD DESCENDED FROM 16,500 FEET MSL AND WAS ON AN ESTABLISHED COURSE TO THE DESTINATION. IT WAS LEVEL AT 10,500 FEET MSL AND BEING FLOWN BY THE AUTOPILOT. AS THE VOMITING BECAME NONPRODUCTIVE THE PILOT BECAME LIGHT HEADED. THE LAST THING THAT HE RECALLED WAS APPROACHING "ESCON," AN INTERSECTION ON THE LANDING APPROACH TO PALOMAR. WHEN THE PILOT REGAINED CONSCI OUSNESS HE LOOKED OUTSIDE THE AIRPLANE TO DETERMINE WHERE HE WAS. THE SURFACE WAS OBSCURED IN CLOUD COVER. ON HIS LEFT SIDE WAS A NAVY F18 FIGHTER PLANE. THE F18 PILOT WAS COMMUNICATING BY HAND SIGNALS, ASKING IF HE WAS OK, AND INDICATED HE SHOULD TURN AROUND TOWARDS LAND. THE ACCIDENT PILOT DETERMINED THAT HE WAS 186 NAUTICAL MILES SOUTHWEST OF HIS DESTINATION, AND OVER THE OCEAN. HE DISCONNECTED THE AUTOPILOT AND STARTED A RIGHT-HAND TURN TO REVERSE HIS COURSE. AFTER REVERSING COURSE AND CHECKING HIS INSTRUMENTS, HE DETERMINED THAT HE WAS VERY LOW ON FUEL AND DID NOT HAVE ENOUGH TO MAKE HIS DESTINATION. THE PILOT REPEATEDLY ATTEMPTED CONTACT WITH SOUTHERN CALIFORNIA TERMINAL RADAR APPROACH CONTROL (SOCAL), BUT WITHOUT SUCCESS. ANOTHER AIRCRAFT ON THE COAST RESPONDED AND STATED THAT THEY WOULD RELAY THE PILOT'S MESSAGE TO SOCAL. THE PILOT DECLARED A MEDICAL EMERGENCY AND ADVISED THAT HE WOULD NOT BE ABLE TO RETURN TO LAND. WITHIN 10 MINUTES THE FUEL ONBOARD WAS EXHAUSTED AND THE PILOT CONFIGURED THE AIRPLANE FOR THE BEST ANGLE OF GLIDE AND DITCHING AT SEA. SUBSEQUENTLY, THE PILOT DESCENDED THROUGH LOW STRATUS AND DITCHED THE AIRPLANE IN THE OCEAN AT DUSK, ABOUT 1945, ON THE MIS SION BAY VORTAC 237-DEGREE RADIAL AT 160 MILES. THE PILOT EXITED THE AIRPLANE WITH A HAND HELD VHF RADIO, TWO FLASHLIGHTS, A CELL PHONE, AND A TRASH BAG FOR FLOTATION, AND CLIMBED ONTO THE TOP OF THE FUSELAGE TO AWAIT RESCUE. AT THIS TIME IT WAS DARK. HE VERIFIED THAT HIS EMERGENCY LOCATOR TRANSMITTER WAS OPERATING WITH HIS VHF RADIO. AFTER ABOUT 30 MINUTES, A NAVY S3B CIRCLED THE AREA. AFTER THE THIRD CIRCLE OF THE AREA THE SEARCH PLANE SAW THE PILOT'S FLASHLIGHT AND CIRCLED THE DOWNED PLANE UNTIL A RESCUE HELICOPTER ARRIVED. A NAVY FROGMAN WAS DROPPED INTO THE WATER AND SUBSEQUENTLY THE PILOT WAS HOISTED ONBOARD THE HELICOPTER. WHILE AT THE PILOT'S ARIZONA RESIDENCE, EARLIER THAT DAY, HE HAD SPRAYED FOR BUGS AND INSECTS USING A PESTICIDE "DURSBAN." DURING THE PROCESS HE OPENED THE CONTAINER TO REPLENISH THE PESTICIDE AND THE BUILT-UP PRESSURE SPRAYED THE VAPORS INTO HIS FACE. AFTER CLEANING HIMSELF UP HE DEPARTED FOR THE AIRPORT AND THE RETURN TO PALOMAR. DURING THE FLIGHT HE ATE SOME FOOD THAT HE HAD BROUGHT ONBOARD, AND SHORTLY THEREAFTER, BECAME SICK IN FLIGHT. THE ENVIRONMENTAL PROTECTION AGENCY, AS OF JUNE 8, 2000, HAS BANNED DURSBAN FROM THE COMMERCIAL MARKET. THE ATTACH ED U.S. COAST GUARD REPORT SUPPORTS THE PILOT'S SAFETY BOARD FORM 6120.1/2, PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT. 20000523040609A (.4) ON MAY 23, 2000, ABOUT 1600 EASTERN DAYLIGHT TIME, A HELI-EAGLE ULTRASPORT 496, N9258H, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN WHILE HOVERING AT THE NEWPORT NEWS/WILLIAMSBURG INTERNATIONAL AIRPORT (PHF), NEWPORT NEWS, VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL COMPANY FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, AT 1400, HE HOVERED THE HELICOPTER TO THE "NIKE SITE," A GRASSY AREA AT PHF. HE PERFORMED TWO TRAFFIC PATTERNS AND THEN SHUT THE HELICOPTER DOWN, BECAUSE OF A "FAIRLY STIFF WIND." AT 1600, THE PILOT RETURNED TO THE "NIKE SITE" TO PERFORM ADDITIONAL HOVER WORK. HE PERFORMED THE FIRST HOVER SUCCESSFULLY, AND SET THE HELICOPTER DOWN. DURING THE SECOND HOVER ATTEMPT, THE WIND SPUN THE HELICOPTER TO THE RIGHT, AND THE SKIDS CONTACTED THE GROUND. THE HELICOPTER "ROCKED ON ITS NOSE," AND THE MAIN ROTOR BLADES HIT THE GROUND. THE PILOT REPORTED NO MECHANICAL DEFICIENCIES WITH THE HELICOPTER. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, WHO EXAMINED THE HELICOPTER AFTER THE ACCIDENT, REPORTED SUBSTANTIAL DAMAGE TO THE MAIN ROTORS, THE TAIL ROTOR, AND THE "BUBBLE" OF THE HELICOPTER. ADDITIONALLY, BOTH SKIDS WERE BENT UPWARD 90 DEGREES. THE WINDS REPORTED AT THE AIRPORT, AT 1548, WERE FROM 190 DEGREES, AT 10 KNOTS. THE PILOT REPORTED THAT HE HAD ACCUMULATED ABOUT 4,500 HOURS OF FLIGHT EXPERIENCE, ALL IN HELICOPTERS, OF WHICH ABOUT 34 HOURS WERE IN MAKE AND MODEL. HE ALSO REPORTED THAT DURING THE 90 DAYS PREVIOUS TO THE ACCIDENT, HE HAD FLOWN 11.3 HOURS, OF WHICH 1 HOUR WAS IN MAKE AND MODEL. (-23) WHILE FLYING FOR PROFICIENCY/BUILDING FLIGHT TIME, PILOT ENCOUNTERED GUSTY WINDS THAT EXCEEDED HIS ABILITY TO CONTROL THE AIRCRAFT. THE AIRCRAFT IS AN EXPERIMENTAL/AMATEUR CERTIFICATED AIRCRAFT. 20000524008079A (-23)ON 5/24/2000, AT APPROXIMATELY 12:00 CDT, A THROP T-18, N856CW, DEPARTED SPINKS AIRPORT, FORT WORTH, TEXAS, BOUND FOR VICTORIA, TEXAS. AT APPROXIMATELY 13:26 CDT, N856CW, WAS DESTROYED UPON IMPACT WITH TERRAIN NEAR WEST, TEXAS. THE AIRCRAFT WAS NOT LOCATED UNTIL 6/2/2000. THE AIRCRAFT IMPACTED IN A CORN FIELD WITH AN ALMOST VERTICAL NOSE DOWN ATTITUDE WITH THE WINGS SILL ATTACHED TO THE FUSELAGE. THE AIRCRAFT POST IMAPCT INDICATIONS ARE THAT IT WAS IN A VERTICAL DIVE. THE AIRFRAME WAS CONTAINED AROUND AND WITHIN A CRATER MEASURING APPROXIMATELY 10 FEET IN DEPTH. RESPONSE PERSONNEL CONTINUED DIGGING INTO THE CRATER AN ADDITIONAL 2 FEET IN EFFORTS TO LOCATE OR RECOVER THE ENGINE. THE AIRCRAFT ENGINE WAS NOT LOCATED. A SEARCH THROUGH THE CORN FIELD FOR A RADIUS OF ONE-HALF MILE DID NOT REVEAL ANY ADDITIONAL AIRCRAFT PARTS THAT WOULD SUGGEST AN INFLIGHT BREAKUP OF THIS AIRCRAFT. THE LONE OCCUPANT RECEIVED FATAL INJURIES. THERE WERE NO WITNESSES TO THE ACCIDENT. 20000524008119A (-23) N350JG DEPARTED MORGAN CITY, LA ON SECOND FLIGHT OF THE DAY FOR OFF SHORE DESTINATION. PRIOR TO CROSSING THE BEACH THE PILOT HEARD A THUMP AND NOTED A SLIGTH YAW. PASSSINF TRAFFIC OFFERED TO EXAMINE THE TAIL ROTOR FORROTATION AS THE AIRCRAFT DIVERTED TO PATTERSON. EMERGENCY PROCEDURES FOR TAIL ROTOR MALFUNCTION WAS ACCOMPLISHED AND PATTERSON UNICOM WAS NOTIFIED WITH A REQUEST FOR EMERGENCY EQUIPMENT. WHILE ACCOMPLISHING PRACTICE APPROACHES FOR A RUN ON LANDING, A CONFERENCE CALL WAS MADE TO EUROCOPTER MANAGMENT BY PAUL ROSENBERGER, THE REGIONAL TECHNICAL REPRESENTATIVE FOR EUROCOPTER. AS THE AIRCRAFT WAS TURNING DOWNWIND FOR THE FIFTH APPROACH THE AIRCRAFT LOST HYDRQULICS AND YAW BECAME UNCONTROLLABLE. THE PASSENGER BROUGHT THE FUEL CONTROL LEVER BACK, AS BRIEFED AND THE PILOT ENTERED AUTOROTATION. THE DOWNWIND AUTOROTATION WAS TO A CLEAR SOD AREA AND UPON TOUCHDOWN THE RIGHT SKID DUG IN AND THE AIRCRAFT WENT UP ON ITS NOSE, ROTATED 90 DEGREES, ROLLED LEFT 90 DEGREES AND FELL ON ITS LEFT SIDE. THE PASSENGER AND PILOT EVACUATED AIRCRAFT. 20000524008729A (-23) PILOT WAS CONDUCTING AGRICULTURAL OPERATIONS AT APPROXIMATELY 30 MPH AND 50 FEET ABOVE THE ORANGE GROVE. AFTER HEARING A LOUD "POP" NOISE THE HELICOPTER YWAED SEVERELY TO THE RIGHT AND PITCHED NOSE DOWN. THE PILOT WAS UNABLE TO REGAIN COMPLETE CONTROL BEFORE COLLIDING WITH ORANGE TREES. THE HELICOPTER ROTATED SEVERAL TIMES BEFORE IMPACTING THE GROUND ON ITS LEFT SIDE. THE TAIL ROTOR 90 DEGREE GEAR BOX AND TAIL RAOTOR BLADE ASSEMBLIES WERE LOCATED APPROXIMATELY 400 YRDS BEHIND THE ACCIDENT SITE. A TAIL ROTOR BLADE TIP WEIGHT FAILED, CAUSING A SEVER OUT OF BALANCE CONDITION AND A DRASTIC CHANGE TO THE WEIGHT AND BALANCE PROFILE. 20000524008829A (-23) ON MAY 24, 2000, THE PILOT AND PASSENGER, ON THE AIRCRAFT PIPER PA-28R-180, N3700T, DEPARTED FROM WILLITS MUNI (O28), ENROUTE TO TONOPAH (TPH), LANDED ANT TOPPED OFF THE FUEL TANKS ON THE AIRCRAFT. AFTER FUELING THE AIRCRAFT THEY TAXIED TO RUNWAY 33, WHERE THE PILOT DID A RUN UP AND FOUND THAT ALL SYSTEMS WERE NORMAL. CONTINUED TAXIING THE AIRCRAFT TO THE ACTIVE RUNWAY AT ABOUT 0930 AM PDT. THE WIND WAS LIGHT AND TEMPERATURE WAS 70 TO 75 DEGREES. ON THE TAKE OFF ROLL AT ABOUT 3800 FT. FROM THE RUNWAY NUMBERS, THE PILOT PREMATUERLY PULLED THE AIRCRAFT OFF AND THE AIRCRAFT STARTED SETTLING WHIEL SILL IN GROUND EFFECT. THE PILOT ABORTED THE TAKE OFF BY NOSING THE AIRCRAFT OVER TO PREVENT A STALL. THE AIRCRAFT DROPPED SEVERAL FEET IMPACTING HARD ON RUNWAY, RESULTING IN SEPARTING THE LEFT MAIN GEAR TRUSS ASSEMBLY FROM THE LINK ASSEMBLY. THE TRUSS ASSEMBLY WEDGED INTO THE UPPER BULKHEAD, FIXING THE LEFT MAIN WHEEL TO TRACK AT A 45 DEGREE ANGLE. ON IMPACT THE RIGHT WING BUCKLED AT THE TOP INBOARD SKIN ASSEMBLY AT THE MAIN SPAR, WITH BUCKLING AT THE BOTTOM SKIN OUTBOARD OF THE RIGHT MAIN GEAR DOOR. THE LEFT WING WRINKLED AT THE TOP OUTBOARD OF THE RIGHT MAIN GEAR DOOR. THE LEFT BOTTOM WING SKIN WAS WRINKLED JUST OUTBOARD OF THE LEFT MAIN GEAR DOOR. PILOT TAXIED THE DAMAGED AIRCRAFT TO THE REQUIRES TIE DOWN AREA, WITH NO OCCUPANTS INJURIED AND NO POST FIRE. 20000524012349A (-23)PILOT RECEIVED FOUR WEATHER BRIEFS BETWEEN 11:53AM AND 6:20PM TE DAY OF THE FLIGHT. WINDS WERE FORECAST BY FTW FSS TO BE ACCEPTABLE FOR THE FLIGHT TO BE CONDUCTED. DEPARTURE WAS MADE FROM A LOCAL PARK IN PLANO, TEXAS WITH A WNW FLIGHT PATH. GPS INDICATED 12 KTS GROUND SPEED THROUGH THE FLIGHT. PILOT PROVIDED ADEQUATE SAFETY/LANDING BRIEFINGS. PILOT POSITIONED PASSENGERS SO AS TO PROVIDE MAXIMUM PROTECTION OF THE OLDER OF THE PASSENGERS. PILOT PREPARED FOR A HIGH WIND LANDING. UPON TOUCHDOWN BASKET BEGAN TO DRAG. THE IMPACT OF THE BASKET AGAINST THE GROUND CAUSED THE OLDER PASSENGER TO LOSE HER GRIP, FALLING ONTO THE YOUNGER PASSENGER. THIS RESULTED IN THE ODER PASSENGER BEING EJECTED FROM THE BASKET WHICH BEGAN A DOMINO EFFECT, WHERE THE SECOND PASSENGER FELL AGAINST THE PILOT, THE PILOT TRIED TO GRAB OLDER PASSENGER AS SHE LEFT THE BASKET. WITH WEIGHT LOSS OF 1 PASSENGER AIRCRAFT BECAME AIRBRONE WITH BOTH PASSENGERS EJECTED FROM THE BASKET AND PILOT HANGING ONTO THE "REDLINE" FROM OUTSIDE THE BASKET. BALLOON ROSE APPROX 20" INTO THE AIR, WITH THE PILOT HANGING ONTO THE "REDLINE" FROM OUTSIDE THE BASKET. PILOT REPORTED THAT WHEN THE BASKET BECAME AIRBORNE AFTER LA NDING THE BASKET TRAVELED OVER THE OLDER OF THE PASSENGERS POSSIBLY CAUSING HER MINOR INJURIES. NUMEROUS CREWMEMBERS OBSERVED THE LANDING STATING IT WAS A NORMAL LANDING FOR THE WINDS. A FRISCO, TEXAS POLICEMAN WITNESSED THE EVENT AND DISPATCHED EMS TO THE SCENE. INJURED PASSENGER WAS STABILIZED AND TRANSPORTED. SHE WAS LATER RELEASED WITH 3 SLIGHTLY CRACKED RIBS, BRUISES, BUT NO OTHER INJURIES. 20000524012561A (-23)WHILE WAITING FOR TAKEOFF IN THE PRESCRIBED AREA AT BOEING FIELD RUNWAY 31R,TAXIWAY A8, N60825, A CESSNA 150, WAS BLOWN OVER ON ITS LEFT WING TIPFOLLOWING N767AX, ABOEING 767-200, HAVING MADE A LEFT TURN AS IT TAXIED BY. THE B-767'S EXHAUST TIPPED THE SMALLER AIRCRAFT OVER, CAUSING DAMAGE TO THE CESSNA'S LEFT WING TIP AND PROPELLER. 20000524012562A (-23) WHILE WAITING FOR TAKEOFF IN THE PRESCRIBED AREA AT BOEING FIELD RUNWAY 31R, TAXIWAY A8, N60825, A CESSNA 150, WAS BLOWN OVER ON ITS LEFT WING TIP FOLLOWING N767AX, A BOEING 767-AX, A BOEING 767-200, HAVING MADE A LEFT TURN AS IT TAXIED BY. THE B-767'S EXHAUST TIPPED THE SMALLER AIRCRAFT OVER, CAUSING DAMAGE TO THE CESSNA'S LEFT WING TIP AND PROPELLER. 20000524025549I (-23)THE PILOT STATED THAT DURING APPROACH HE LOWERED THE GEAR, THE GEAR LOWERED AND HE RECEIVED THE APPROPRIATE GEAR DOWN INDICATIONS. UPON TOUCH DOWN ALL GEARS COLLAPSED. THE PILOT DID NOT HAVE A CURRENT MEDICAL CERTIFICATE. 20000524032479I (-23)AT 1800 PST ON MAY 24, 2000, JUST AS THE AIRCRAFT TOUCHED DOWN FOR LANDING ON RUNWAY 19R AT LAS, THE AIRCRAFT WAS HIT WITH ROCKS AND SAND FROM A LARGE WIND DRIVEN SANDSTORM. THE AIRCRAFT HAD BOTH WINDSHIELDS CRASKED, HEAVY PITTING ON THE WING LEADING EDGES AND NUMEROUS AREAS OF PAINT CHIPPING/PITTING THROUGHOUT THE AIRCRAFT. AIRCRAFT WAS FLOWN TO CESSNA SERVICE CENTER, WICHITA, KS, AT APPROX 2000 ON MAY 24, 2000, FOR REPLACEMENT OF THE WINDSHIELDS. THE PIC DID NOT HAVE THE AIRCRAFT DISCREPANCIES INSPECTED/REPAIRED PRIOR TO THE FLIGHT. THIS IS CONTRARY TO FAR 91.405A. ^PRIVACY DATA O^ 20000524033249I (-23)ON MAY 24, 2000 AT 1430 EST, A MCDONALD DOUGLAS DC-9-83, N939AS, OPERATED BY TWA HAD AN UNSAFE LEFT MAIN LANDING GEAR INDICATION AFTER TAKE OFF FROM REGION SOUTHWEST AIRPORT, FT. MEYERS, FL., ON A FLIGHT TO ST. LOUIS, MO. THE PILOT REPORTED THE LEFT MAIN LANDING GEAR AND GEAR DOOR LIGHT DID NOT GO OUT AND HAD AN UNSAFE LANDING GEAR RED LIGHT ILLUMINATED. THE PILOT CYCLED THE LANDING GEAR THREE TIMES AND LIGHTS WOULD NOT GO OUT. ABOVE 250 KTS THE PILOT REPORTED AIRCRAFT VIBRATION. FLIGHT WAS DIERTED TO TAMPA INTERNATIONAL AIRPORT AND LANDED WITHOUT INCIDENT. SUBSEQUENT INVESTIGATION FOUND THE MAIN LANDING GEAR SHOCK STRUT GLAND NUT PN 80183 WHICH HOLDS TEH INNER CYLINDER, WORKED LOOSE AND THUS ALLOWED THE SEALS AND FLUID TO BE FORCED OUT OF THE MAIN LANDING GEAR SHOCK STRUT. 20000524034229I (-23)AIRCRAFT N9469V DEPARTED FALLBROOK AIRPORT AT APPROXIMATELY 0600, MAY 24, 2000, ENROUTE TO VAN NUYS AIRPORT. SHORTLY AFTER TAKEOFF AIRCRAFT EXPERIENCED A LOSS OF ENGINE POWER, PILOT SWITCHED FUEL TANKS IN AN EFFORT TO REIGNITE THE ENGINE, HOWEVER, WAS UNSUCCESFUL. AIRCRAFT MADE AN EMERGENCY LANDING ON A SANDY RIVER BED NEAR MURRIETA, CA. 20000524036699A (-23) ACCIDENT IS THE RESULT OF SUDDEN VERY HIGH INTENSE WIND IN THE VICINITY OF THIS AIRCRAFT. THIS CONDITION WAS CONFIRMED BY FIRE DEPT., TOWER, PILOTS AND OTHER AIRPORT PERSONNEL. 20000524036899A (-23) ON MAY 24, 2000, ABOUT 1600 EDT, A LET L-33 SOLO (GLIDER), N5711, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT CAESAR CREEK GLIDERPORT (2OH9), WAYNESBILLE, OHIO. THE PILOT FAILED TO CORRECTLY EXECUTE THE FLAIR AND CONTROL THE SUBSEQUENT PILOT INDUCED OSCILLATION THAT RESULTED IN EXCESS LOADS BETWEEN THE AIRCRAFT'S STRUCTURE AND THE GROUND. 20000524040319I (-23) ON MAY 24, 2001 ABOUT 1212 HRS EASTERN STANDARD TIME, A CESSNA 177RG N277TV REGISTERED TO CUB CLUB INC., OPERATED BY FERN ALBERT UNDER PART 91 WITH NO FLIGHT PLAN FILED, VFR WEATHER CONDITIONS PREVAILED AT THE TIME. THE PILOT LANDED GEAR UP DURING A LOCAL FLIGHT. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE PILOT WAS NOT INJURED. 20000524042749A (-23) KEN SHAUMAN AND MYSELF INVESTIGATED THE FATAL AIRCRAFT ACCIDENT. FROM WITNESS REPORTS AND SITE INVESTIGATION: THE FIRST FLIGHT OF THE AIRCRAFT WITH A FRESHLY OVERHAULED ENGINE. THE QUESTION AS TO WHETHER THE AIRCRAFT DEVELOPED FULL POWER AT TAKEOFF SINCE THE TAKEOFF POINT WAS 75% DOWN THE 3300 FT. SOD STRIP. THE AIRCRAFT NEVER CLIMBED ABOVE 30FT. TURNED TO AVOID A TREE LINE, STRUCK SOME TREES AND IMPACTED IN A BEAN FIELD. THE AIRCRAFT WAS SHORTLY ENGULFED IN FLAMES, KILLING THE SOLE OCCUPANT. 20000525006119A (-23) THE PILOT STATED HE HAD JUST COMPLETED A TURN AND WAS DROPPING DOWN TO MAKE HIS NEXT PASS ON THE FILED HE WAS SPRAYING. HE DROPPED TOO LOW AND STRUCK THE POWER LINES AT THE END OF THE FIELD. THE HELICOPTER WAS DESTROYED BY FIRE AFTER IMPACT WITH THE GROUND. THE INVESTIGATION SHOWED APPROXIMATELY 50 FEET OF THE POWER LINE WRAPPPED AROUND THE ROTOR HEAD. 20000525006989A (-23) PILOT REPORTED THAT ON TAKEOFF CLIMB FROM WOLF POINT, MONTANA, AT APPROXIMATELY 600' AGL, AIRCRAFT BEGAN TO LEVEL OFF AND HIT 4 CANADIAN GEESE CAUSING THE AIRCRAFT TO CRASH AND BURN IN A RUGGED AREA. 20000525010061A (-23)N45973, A CESSNA 152, COLLIDED IN MID-AIR WITH N974SR, A CESSNA 182. THE PILOT OF N45973 WAS PRACTICING MANEUVER IN A LOCAL PRACTICE AREA, AND THE PILOT OF N974SR WAS ON A VFR CROSS-COUNTRY FLIGHT FROM NORMAN, OKLAHOMA, TO SHERMAN, TEXAS, WHEN THE MID-AIR COLLISION OCCURRED. NO PASSENGERS WERE CARRIED ABOARD EITHER AIRCRAFT. BOTH PILOTS RECEIVED FATAL INJURIES. (.4)ON MAY 25, 2000, AT 1812 CENTRAL DAYLIGHT TIME, A CESSNA 152 SINGLE-ENGINE AIRPLANE, N45973, AND A CESSNA 182L SINGLE-ENGINE AIRPLANE, N974SR, COLLIDED IN-FLIGHT NEAR NOBLE, OKLAHOMA. THE CESSNA 152 WAS REGISTERED TO AND OPERATED BY AIRMAN FLIGHT SCHOOL, INC., OF NORMAN, OKLAHOMA, AND THE CESSNA 182 WAS REGISTERED TO MAD MAX AEROBATICS, INC., OF SADLER, TEXAS, AND OPERATED BY THE PILOT. THE PRIVATE PILOT, SOLE OCCUPANT OF THE CESSNA 152, AND THE COMMERCIAL PILOT, SOLE OCCUPANT OF THE CESSNA 182, RECEIVED FATAL INJURIES. BOTH AIRCRAFT WERE DESTROYED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND FLIGHT PLANS WERE NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 FLIGHTS. THE PILOT OF THE CESSNA 152, ON A LOCAL SOLO INSTRUCTIONAL FLIGHT, DEPARTED THE UNIVERSITY OF OKLAHOMA WESTHEIMER AIRPORT (OUN), NORMA N, OKLAHOMA, APPROXIMATELY 1756. THE PILOT OF THE CESSNA 182, ON A PERSONAL CROSS-COUNTRY FLIGHT DESTINED FOR SHERMAN, TEXAS, DEPARTED OUN, APPROXIMATELY 1804. ACCORDING TO THE DIRECTOR OF OPERATIONS AT AIRMAN FLIGHT SCHOOL, THE PILOT OF THE CESSNA 152 WAS SCHEDULED TO FLY THE AIRPLANE FROM 1700 UNTIL 1900, IN THE LOCAL TRAINING AREA, TO PRACTICE COMMERCIAL FLIGHT MANEUVERS. ACCORDING TO RADAR DATA PROVIDED BY THE OKLAHOMA CITY TERMINAL RADAR APPROACH CONTROL (TRACON), AFTER DEPARTURE FROM OUN, THE FIRST RADAR RETURN OF THE CESSNA 152 WAS AT 1756:17. AT 1807:31, APPROXIMATELY 12 NAUTICAL MILES (NM) SOUTHEAST OF THE DEPARTURE AIRPORT, THE DATA DEPICTED THE START OF A GROUND TRACK RESEMBLING FIGURE-EIGHTS. THE ALTITUDE COULD NOT BE DETERMINED FOR THE CESSNA 152. AFTER DEPARTURE FROM OUN, THE FIRST RADAR RETURN OF THE CESSNA 182 WAS AT 1804.59. THE DATA DEPICTED THE AIRPLANE, WITH A 1200 BEACON CODE, MOVING IN A SOUTHEASTERLY DIRECTION TOWARD ITS INTENDED DESTINATION. THE FOLLOWING TABLE INCLUDES TIME AND ALTITUDE FOR THE CESSNA 182: TIME ALTITUDE (FEET AGL) 1804:59 1,300 1806:26 2,200 1807:31 2,100 1809:04 2,000 1810:31 2,000 1811:41 2,000. THE LAST RADAR RETURN FROM THE CESSNA 152 WAS AT 1811:45, AND THE LAST RADAR RETURN FROM THE CESSNA 182 WAS AT 1811:41. AT THE TIME OF THE LAST RADAR RETURNS, THE TARGETS WERE ABOUT 12 NM SOUTHEAST OF THE DEPARTURE AIRPORT, AND THE CESSNA 152 WAS APPROXIMATELY 1/4 NM SOUTHEAST OF THE CESSNA 182. THE CESSNA 152 WAS HEADING TO THE WEST, AND THE CESSNA 182 WAS HEADING TO THE SOUTHEAST. WITNESSES, LOCATED APPROXIMATELY TWO STATUTE MILES FROM THE ACCIDENT SITE, STATED THAT THEY HEARD A "BOOM," LOOKED UP, AND SAW THE TWO AIRPLANES FALLING NEXT TO EACH OTHER. THE WITNESSES CALLED 911, AND THEN RESPONDED TO THE ACCIDENT LOCATION. 20000525010062A (.23) N974SR, A CESSNA 182 COLLIDED IN MID-AIR WITH N45973, A CESSNA 152. THE PILOT OF N974SR WAS ON A VFR CROSS-COUNTRY FLIGHT FROM NORMAN, OKLAHOMA, TO SHERMAN, TEXAS, AND THE PILOT OF N45973 WAS PRACTICING MANEUVERS IN A LOCAL PRACTICE AREA WHEN THE MID-AIR COLLISION OCCURRED. NO PASSENGERS WERE CARRIED ABOARD EITHER AIRCRAFT. BOTH PILOTS RECEIVED FATAL INJURIES. (.4)ON MAY 25, 2000, AT 1812 CENTRAL DAYLIGHT TIME, A CESSNA 152 SINGLE-ENGINE AIRPLANE, N45973, AND A CESSNA 182L SINGLE-ENGINE AIRPLANE, N974SR, COLLIDED IN-FLIGHT NEAR NOBLE, OKLAHOMA. THE CESSNA 152 WAS REGISTERED TO AND OPERATED BY AIRMAN FLIGHT SCHOOL, INC., OF NORMAN, OKLAHOMA, AND THE CESSNA 182 WAS REGISTERED TO MAD MAX AEROBATICS, INC., OF SADLER, TEXAS, AND OPERATED BY THE PILOT. THE PRIVATE PILOT, SOLE OCCUPANT OF THE CESSNA 152, AND THE COMMERCIAL PILOT, SOLE OCCUPANT OF THE CESSNA 182, RECEIVED FATAL INJURIES. BOTH AIRCRAFT WERE DESTROYED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND FLIGHT PLANS WERE NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 FLIGHTS. THE PILOT OF THE CESSNA 152, ON A LOCAL SOLO INSTRUCTIONAL FLIGHT, DEPARTED THE UNIVERSITY OF OKLAHOMA WESTHEIMER AIRPORT (OUN), NORMA N, OKLAHOMA, APPROXIMATELY 1756. THE PILOT OF THE CESSNA 182, ON A PERSONAL CROSS-COUNTRY FLIGHT DESTINED FOR SHERMAN, TEXAS, DEPARTED OUN, APPROXIMATELY 1804. ACCORDING TO THE DIRECTOR OF OPERATIONS AT AIRMAN FLIGHT SCHOOL, THE PILOT OF THE CESSNA 152 WAS SCHEDULED TO FLY THE AIRPLANE FROM 1700 UNTIL 1900, IN THE LOCAL TRAINING AREA, TO PRACTICE COMMERCIAL FLIGHT MANEUVERS. ACCORDING TO RADAR DATA PROVIDED BY THE OKLAHOMA CITY TERMINAL RADAR APPROACH CONTROL (TRACON), AFTER DEPARTURE FROM OUN, THE FIRST RADAR RETURN OF THE CESSNA 152 WAS AT 1756:17. AT 1807:31, APPROXIMATELY 12 NAUTICAL MILES (NM) SOUTHEAST OF THE DEPARTURE AIRPORT, THE DATA DEPICTED THE START OF A GROUND TRACK RESEMBLING FIGURE-EIGHTS. THE ALTITUDE COULD NOT BE DETERMINED FOR THE CESSNA 152. AFTER DEPARTURE FROM OUN, THE FIRST RADAR RETURN OF THE CESSNA 182 WAS AT 1804.59. THE DATA DEPICTED THE AIRPLANE, WITH A 1200 BEACON CODE, MOVING IN A SOUTHEASTERLY DIRECTION TOWARD ITS INTENDED DESTINATION. THE FOLLOWING TABLE INCLUDES TIME AND ALTITUDE FOR THE CESSNA 182: TIME ALTITUDE (FEET AGL) 1804:59 1,300 1806:26 2,200 1807:31 2,100 1809:04 2,000 1810:31 2,000 1811:41 2,000. THE LAST RADAR RETURN FROM THE CESSNA 152 WAS AT 1811:45, AND THE LAST RADAR RETURN FROM THE CESSNA 182 WAS AT 1811:41. AT THE TIME OF THE LAST RADAR RETURNS, THE TARGETS WERE ABOUT 12 NM SOUTHEAST OF THE DEPARTURE AIRPORT, AND THE CESSNA 152 WAS APPROXIMATELY 1/4 NM SOUTHEAST OF THE CESSNA 182. THE CESSNA 152 WAS HEADING TO THE WEST, AND THE CESSNA 182 WAS HEADING TO THE SOUTHEAST. WITNESSES, LOCATED APPROXIMATELY TWO STATUTE MILES FROM THE ACCIDENT SITE, STATED THAT THEY HEARD A "BOOM," LOOKED UP, AND SAW THE TWO AIRPLANES FALLING NEXT TO EACH OTHER. THE WITNESSES CALLED 911, AND THEN RESPONDED TO THE ACCIDENT LOCATION. 20000525010259A (-23) PILOT LEFT FAI, FLEW TO ENN, DEPARTED ENN AND ON RETURN FLIGHT TO FAI STOPPED AT HIS FISH CAMP ON THE TANNA RIVER, AND MADE SOME LANDINGS. HE HAD A WIND SHIFT WHEN DEPARTING AND DETERMINED HE WAS NOT GOING TO GET OFF IN THE REMAINING DISTANCE, SO HE APPLIED BRAKES AND STOOD THE AIRCRAFT ON ITS NOSE AND OVER ONTO ITS BACK. PILOT HAD NO INJURIES AND EXITED THE AIRCRAFT. THE AIRCRAFT WAS BROUGHT BACK TO CHENA MARINA ON A BOAT FOR REPAIR. THE FAA WAS NOTIFIED 6/5/2000. 20000525010399A (-23) WHILE ON SHORT FINAL FOR THE CHAPEL HILL AIRPORT, THE AIRCRAFT ENCOUNTERED A SEVERE DOWN DRAFT AT 300 AGL AND 1/4 MILE FINAL. THE AIRCRAFT THEN ROLLED APPROXIMATELY 90 DEGREES TO THE LEFT. THE PILOT LEVELED THE AIRCRAFT WINGS JUST AS THE AIRCRAFT IMPACTED THE GROUND. (.4)ACCORDING TO THE CFI, HE AND THE STUDENT OBTAINED THEIR PREFLIGHT WEATHER BRIEFING VIA THE FLIGHT SCHOOL'S COMPUTER/CIRRUS WX SOFTWARE, AND WERE ADVISED THAT PRESENT WEATHER WAS GOOD BUT BE ALERT TO AFTERNOON THUNDERSTORMS. AT ABOUT THE SAME TIME THEY DEPARTED, THE LOCAL AFSS WAS ADVISING SUBSEQUENT FLIGHTS, 'A LINE OF THUNDERSTORMS WAS APPROACHING FROM THE WEST MUCH MORE QUICKLY THAN ANTICIPATED', AND TO RECONSIDER FLYING AT THAT TIME. THE ACCIDENT FLIGHT COMPLETED THEIR FIRST LEG SUCCESSFULLY, BUT ENCOUNTERED UNEXPECTEDLY STRONG WINDS ON THEIR RETURN LEG'S APPROACH FOR LANDING. DESPITE THE CFI'S ASSUMING CONTROL OF THE AIRPLANE, ALTITUDE AND HEADING CONTROL WAS LOST WHEN ENCOUNTERING SEVERELY GUSTING WINDS AND THE FLIGHT COLLIDED WITH THE TERRAIN SHORT OF THE INTENDED LANDING POINT. 20000525012939A (-23) DURING A GUSTY CROSSWIND LANDING THE AIRCRAFT DRIFTED OFF THE LEFT SIDE OF THE RUNWAY AND INTO A RAVINE. THE AIRCRAFT SUSTAINED DAMAGE TO THE RIGHT WING, PROPELLER BLADE AND LONGERON ON THE RIGHT SIDE OF THE FUSELAGE ABOVE THE LANDING GEAR. 20000525016589I (-23)ON TAXI IN AFTER NORMAL LANDING THE TOWER REPORTED RIGHT ENGINE ON FIRE. CONFIRMED SMOKE FORM RIGHT SIDE. CHECK LIST RUN AND ENGINES 3 AND 4 SHTUDOWN INCLUDING FIRE AGENTS DISCHARGED IN 3 AND 4. FIRE CHIEF REPORTED AIRCRAFT HAD A FIRE IN THE RIGHT WHEELWELL. LINK ASSEMBLY FORWARD OUTBOARD BRAKE BROKE LETTING BRAKE ROTATE AND HYDRAULIC LINE BROKE CAUSING FIRE. WHEEL BEARING GREASE BURNED AND BEARINGS SHATTERED LETTING WHEEL WALK OFF AXLE. DAMAGE TO AIRCRAFT WAS EXTENSIVE BUT CONSIDERED MINOT. 20000525016969I (-23)ON 05-25-2000, APPROXIMATELY 1700 HOURS PDT, ^PRIVACY DATA OMIT^, A PRIVATE PILOT, WAS ACTING AS PILOT IN COMMAND OF HIS LANCAIR LNC-30 AIRCRAT, N244G. HE WAS IN THE AIR TRAFFIC PATTERN AT MEADOWS FIELD AIRPORT, BAKERSFIELD, CA, MAKING TH SECOND MAINTENANCE FLIGHT CHECK OF HIS AIRCRAFT AFTER AN ENGINE CHANGE. AS ^PRIVACY DATA^ STATED, HE DID NOT ACCOMPLISH THE DOWN WIND NOR ON FINAL CHECK LISTS FOR PUTTING THE LANDING GEAR DOWN. HE PROCEDDED TO LAND ON RUNWAY 30L, GEAR UP. ^PRIVACY DATA^ WAS THE SOLE OCCUPANT OF THE AICRAFT AND HE WAS NOT INJURIED. THE AIRCRAFT SUSTAINED ONLY MINOR DAMAGE. 20000525017029I (-23)THE STUDENT/PILOT HAD NOT FLOWN FOR 9 MONTHS AND WAS BEING CHECKED OUT BY THE INSTRUCTOR. THE PILOT LOST CONTROL OF THE AIRCRAFT ON THE GROUND AFTER LANDING. INSTRUCTOR TOLD HIM TWICE THAT HE "HAD THE AIRCRAFT," BUT THE STUDENT FROZE. THE AIRCRAFT WAS DRIFTING TO THE RIGHT, AND WHEN THE STUDENT FINALLY ADDED LEFT RUDDER, IN A COMBINATION WITH THE INSTRUCTORS INPUT, IT WAS ENOUGH TO UPSET THE AIRCRAFT. THE AIRCRAFT TILTED FORMWARD AND LEFT, STRIKING THE PROP. DAMAGE WAS MINOR. COUNSELED BOTH THE INSTRUCTOR AND STUDENT. 20000525030049I (-23)N990TS, BEECHCRAFT BONANZA BE-36, LANDING AT THE PALWAUKEE AIRPORT, WHEELING, ILLINOIS, ON RUNWAY 34 WAS BLOWN OFF THE RUNWAY TO THE RIGHT BY A WIND GUST (WINDS 300 DEGREES AT 14 KNTS. GUSTING TO 20 KTS.). IT STRUCK A SIGN AND WENT AROUND. IT LANDED 3 MINUTES LATER ON RUNWAY 30 WITHOUT FURTHER INCIDENT. NO REPORTED INJURIES. AIRCRAFT HAD DAMAGE TO FLAPS AND LANDING GEAR FAIRING. 20000525032079I (-23)^PRIVACY DA^ DEPARTED REEDSVILLE (RVL) FOR DONEGAL SPRINGS (N71). HE PLANNED A NO FLAP LANDING ON RUNWAY 28. ^PRIVACY DA^ DID NOT USE A CHECKLIST FOR THE LANDING. 20000525032329I (-23)AIRMAN WAS ATTEMPTING A CROSSWIND LANDING TO THE SOUTH ON RUNWAY 18 AT DAVIS CO. AIRPORT. WINDS, AS REPORTED BY AIRMAN, WERE LIGHT AND VARIABLE FROM THE WEST. AIRMAN STATED THAT HE MADE A NORMAL LANDING AND ON ROLLOUT HE RELAXED THE FLIGHT CONTROLS CAUSING THE AIRCRAFT TO TURN INTO THE WIND. THE AIRCRAFT EXTIED THE URNWAY TO THE RIGHT AND CAME TO REST IN A SMALL DITCH THAT PARALLELED THE RUNWAY. 20000525043829A (-23) PILOT REPORTED THAT ENGINE LOST POWER AND STARTED TO VIBRATE. DROPPED LOAD, MADE FORCED LANDING IN CRANBERRY BOG NEAR TOM'S RIVER, NJ. 20000526005039A (.19) ON MAY 26, 2000, AT 2100 CENTRAL DAYLIGHT TIME, A BELLANCA 17-30A, N136EL, OWNED AND PILOTED BY A NON-INSTRUMENT RATED PRIVATE PILOT, WAS DESTROYED ON IMPACT WITH A SOYBEAN FIELD DURING AN APPROACH TO HAERR FIELD (K04), TAYLOR, MISSOURI. NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT AND PASSENGER WERE FATALLY INJURED. THE FLIGHT ORIGINATED FROM THE ORLANDO SANFORD AIRPORT, ORLANDO, FLORIDA, AT APPROXIMATELY 1000 EASTERN DAYLIGHT TIME, EN ROUTE TO K04. (-23) NO NARRATIVE. 20000526005319A (-23) ON 05-26-2000, PAUL MEYERFOFF II, A COMMERICAL/INSTRUMENT PILOT, WAS ACTING AS PILOT IN COMMAND OF A BEECH-F33A, DEPARTING THE COLUMBIA AIRPORT, AT COLUMBIA, CALIFORNIA, ON RUNWAY 17, WITH ONE PASSENGER ABOARD, AT 1630 HOURS PACIFIC DAYLIGHT TIME. THE AIRCRAFT WAS OBSERVED BY WITNESSES AT 10 TO 15 FEET AGL AT MIDFIELD AND APPROXIAMTELY 20 FEET AGL WITH THE LANDING GEAR EXTENDED AT THE DEPARTURE END OF THE RUNWAY. THE AIRCRAFT WAS NOSE HIGH, THE POWER HAD BEEN REDUCED AND REAPPLIED. THE AIRCRAFT FADED FROM SIGHT OVER THE TREES BEYOND THE RUNWAY AND A COLUMN OF SMOKE WAS THEN SEEN AS THE AIRCRAFT COLLIDED WITH TREES APPROXIMATELY AND IMPACTED THE GROUND 1/4 MILE BEYOND THE RUNWAY END. PILOT AND PASSENGER RECEIVED FATAL INJURIES IN THE CRASH AND SUBSEQUENT FIRE, WHICH DESTROYED THE AIRCRAFT. THE CAUSE OF THIS ACCIDENT IS UNKNOWN AT THIS TIME. THE AIRCRAFT ENGINE IS BEING SENT TO THE MANUFACTOR FOR TEAR DOWN AND POSSIBLE DETERMINATION FOA CAUSE FOR ITS POSSIBLE MALFUCTION. (.4) ON MAY 26, 2000, ABOUT 1630 HOURS PACIFIC DAYLIGHT TIME, A BEECH F33A, N2RM, WAS DESTROYED DURING THE TAKEOFF/INITIAL CLIMB FROM COLUMBIA, CALIFO RNIA. THE COMMERCIAL RATED PILOT AND NON-RATED PASSENGER BOTH RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE ORIGINATING FLIGHT WAS DESTINED FOR OAKLAND, CALIFORNIA, THE AIRPLANE'S BASE. THE PURPOSE FOR THE LANDING AT COLUMBIA IS UNKNOWN. PRIOR TO LANDING AT COLUMBIA, THE AIRPLANE HAD DEPARTED NORTH LAS VEGAS, NEVADA, AT 1154, ON A VFR FLIGHT PLAN DESTINED FOR COLUMBIA, BY WAY OF BEATTY, BISHOP, AND MAMMOTH. THE SAFETY BOARD INVESTIGATOR TALKED BY PHONE TO WITNESSES THAT WATCHED THE AIRPLANE DEPART ON RUNWAY 17. IT BECAME AIRBORNE ABOUT MIDFIELD AND FLEW NOSE HIGH 10/20 FEET ABOVE THE RUNWAY. ENGINE POWER WAS REDUCED, THEN REAPPLIED, AND THE AIRPLANE CROSSED THE RUNWAY END ABOUT 20 FEET ABOVE GROUND LEVEL WITH THE LANDING GEAR EXTENDED. ONE WITNESS WAS SITTING IN AN AIRPLANE DOING AN AFTER MAINTENANCE RUN-UP AS HE WATCHED THE ACCIDENT AIRPLANE. THE AIRPLANE COLLIDED WITH TREES ABOUT 1,300 FEET BEYOND THE RUNWAY END. A POSTACCIDENT FIRE ERUPTED UPON IMPACT. ONE PILOT WITNESS REPORTED THE WIND TO BE 290 DEGREES AT 14 KNOTS WITH A DENSITY ALTITUDE OF 3,900 FEET. FIVE TELEPHONIC WITNESS WITNESS INTERVIEWS OBTAINED BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR ARE ALSO ATTACHED TO THIS REPORT. 20000526005919A (.23) A/C LANDED APPROX. 200' SHORT OF RUNWAY 30 AT THIS AIRPORT. (.4)ON MAY 26, 2000, ABOUT 1800 EASTERN DAYLIGHT TIME, A HAYS LONG-EZ, N9JZ, REGISTERED TO A PRIVATE INDIVIDUAL, OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED IN THE VICINITY OF COLLEGEDALE, TENNESSEE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND PRIVATE-RATED PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED ABOUT 10 MINUTES BEFORE THE ACCIDENT. ACCORDING TO THE PILOT, HE JUST BOUGHT THE AIRPLANE, AND AFTER ABOUT 2 HOURS OF IN-FLIGHT FAMILIARIZATION, TWO DEMONSTRATED LANDINGS BY THE FRONT SEATED DELIVERY PILOT, AND TWO LANDINGS CONDUCTED BY HIMSELF FROM THE BACK SEAT, HE AND THE DELIVERY PILOT PERFORMED A FULL-STOP LANDING AND SWITCHED SEATS. THE PILOT STATED THE ACCIDENT HAPPENED AS A RESULT OF GETTING TOO LOW ON FINAL APPROACH WITH SPEED BRAKE DEPLOYED, AND NOT BEING FAMILIAR ENOUGH WITH ITS COCKPIT CONTROL LOCATION AND OPERATION TO RETRACT THEM IN A TIMELY MANNER. ACCORDING TO AN FAA INSPECTOR, THE PILOT STATED HE ELECTED TO DEPLOY THE SPEED BRAKE TO HELP SLOW THE AIRPLANE PRIOR TO LANDING , AND THE ADJUSTMENT TOOK EFFECT SO QUICKLY THAT HE FOUND HIMSELF IN A LOW AND SLOW CONDITION THAT FULL POWER DID NOT HELP. THE RESULT WAS THAT THE AIRPLANE LANDED ABOUT 200 FEET SHORT OF THE RUNWAY. THE SPEED BRAKE HANDLE IS INSTALLED IN THE FRONT SEAT ONLY, AND ALL LANDINGS PRIOR TO THE ACCIDENT WERE CONDUCTED USING THE SPEED BRAKE. 20000526006299A ON MAY 26, 2000, AT APPROX. 4:30 PM, A CESSNA A188B OWNED AND OPERATE D BY^PRIVACY DATA OM^RECEIVED SUBSTANTIAL DAMAGE DURING TAKEOFF FROM A PRIVATE AIRSTRIP APPROX. 9 MILES NE OF SUBLETE, KANSAS. THE PART 137 FLIGHT WAS CONDUCTED UNDER VFR CONDITIONS AND NO FLIGHT PLAN WAS FILED. THE A/C RECEIVED DAMAGE TO BOTH WINGS, FUSELAGE, LANDING GEAR AND EMPENNAGE. THE COMMERCIAL PILOT WAS NOT INJURED. ACCORDING TO THE PILOT, THE TAKEOFF ROLL WAS NORMAL UNTIL APPROX. .4 MILE DOWN THE NARROW RUNWAY. HE SAID THAT RUTS CAUSED THE A/C TO VEER TO THE LEFT AND THE A/C LEFT WING CONTACTED THE WHEAT AND PULLED THE A/C INTO THE WHEAT FIELD. THIS REPORT CLOSED THIS ACCIDENT. (.4) ON MAY 26, 2000, AT 1600 CENTRAL DAYLIGHT TIME, A CESSNA A188B, N9076R, PILOTED BY A COMMERCIAL PILOT WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM A PRIVATE FIELD, NEAR SUBLETTE KANSAS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 137 FLIGHT WAS NOT OPERATING UNDER A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES. THE LOCAL AERIAL APPLICATION FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT, IN A WRITTEN STATEMENT, SAID "THE PLANE WAS ABOUT READY FOR LIFT OFF WHEN I HIT A RUT CAUSING THE PLANE TO PULL SHARPLY TO THE LEFT. I PULLED BACK ON THE STICK TO LIFT OFF, BUT AT THE SAME TIME THE LEFT BOOM HIT THE WHEAT, CAUSING THE PLANE TO ROTATE APPROX. 1 1/2 TURNS COUNTER CLOCKWISE JUST ABOVE THE WHEAT. THE PLANE TRAVELED APPROX. 400 FEET THROUGH THE AIR, HITTING TAIL SECTION FIRST (THE ENGINE STILL RUNNING FULL R.P.M.'S I IMMEDIATELY PULLED THE MIXTURE AND SHUT DOWN THE ENGINE. THERE WAS NO PROP STRIKE, NO INJURIES TO PILOT BUT MAJOR DAMAGE TO THE AIRCRAFT." THE PILOT LATER STATED, "PROBABLE CAUSE OF ACCIDENT: PILOT ASSUMED TOO MUCH; NEEDED TO CHECK THINGS OUT BETTER, ESPECIALLY THE RUNWAY. PROBABLE CAUSE OF ACCIDENT DUE TO PILOT ERROR." 20000526010719A (-23) ON APPROACH TO LANDING RUNWAY 28L BOISE ACT ADVISED PILOT THAT HIS RIGHT MAIN GEAR WAS NOT DOWN. THE PILOT LEFT THE TRAFFIC PATTTERN AND WENT SOUTH OF THE AIRPORT AND WENT THROUGH THE EMERGENCY GEAR EXTENSION PROCEDURES AS IS OUTLINED IN THE CESSNA A/C MANUAL. ON RETURNING TO THE TRAFFIC PATTERN THE PILOT WAS INFORMED BY THE ATCT THAT THE RIGHT MAIN GEAR WAS NOT DOWN. THE PILOT REQUESTED THE EMERGENCY EQUIPMENT AND ELECTED TO LAND WITH THE RIGHT GEAR RETRACTED. ON THE LANDING THE A/C AND 180 DEGREES AND ENDED UP IN THE FIELD BETWEEN RUNWAYS 28L AND 28R. SUBSTANTIAL DAMAGE WAS ISOLATED TO THE HORIZONTAL STABILIZER. THE PILOT WAS NOT INJURED AND THERE WAS NO POST ACCIDENT FIRE. 20000526012919A (-23) ON THE TOUCH DOWN OF WHAT APPEARED TO BE A TOUCH AND GO LANDING, A WITNESS STATED THAT THE GYROPLANE DID A SEVERE "YAW JERK" WHEN THE NOSE TIRE TOUCHED DOWN. THE PILOT SAID ON TOUCHDOWN HE FELT A SEVERE VIBRATION. THE WITNESS HEARD POWER BEING ADDED. THE NOSE WHEEL LIFTED OF THE GROUND AND THE ROTOR BLADES IMPACTED THE GROUND AFT TO THE HYDROPLANE. THE HYDROPLANE THEN DID A SEMI "CARTWHEEL" OFF OF THE RUNWAY. THE AIRCRAFT CAME TO A REST ON ITS SIDE WITH THE TAIL BOOM TUBING BROKEN. THE PILO WAS NOT INJURED. 20000526013359A (-23) BALLON WAS TETHERED WITHA THREE POINT 3/4" ROPE HARNESS, ANCHORRED ON THE UPWIND SIDES TO SOLID TREES AND ON THE DOWNWIND SIDE TO A TRUCK. AS THE FOUR PASSENGERS BOARDED, THE BALLON WAS SUDDENLY LAUNCHED BY "FALSE LIFT", WAS THROWN OUT OF THE HARNESS ABOUT 80 FEET. PILOT INITATED VENT TOP EMERGENCY RIP-OUT PROCEDURES UNSUCCESSFULLY. BOTH UPWIND TETHER LINES SNAPPED, 30 SECONDS LATER THE DOWNWIND TETHER SNAPPED INITIATING FREE FLIGHT OF THE BALLON. PILOT STABILIZED THE BALLON ENOUGH TO INITIATE AN EMERGENCY LANDING. THE BALLON IMPACTED THE TREES ABOUT 1/8 MILE DOWNWIND OF ORIGINAL TETHER SITE. DAMAGE TO THE BASKET WAS SUBSTANTIAL WIHT TWO OF THE RIGID UPRIGHTS HAVING SNAPPED. 20000526016199I (-23) PILOT ^PRIVACY DATA ^ WAS LANDING ON RUNWAY 24 AT THE SIERRA BLANCA NM AIRPORT AT APPROXIMATELY 1200 ON MAY 26TH, 2000 WHEN HE LOST CONTROL OF AIRCRAFT N455TG, A PZLM18B AND THE NOSE OF THE AIRCRAFT PITCHED OVER AND THE PROPELLER STRUCK THE GROUND. THERE WAS NO OTHER DAMAGE TO THE AIRCRAFT OR APPLIANCES. THE PILOT WAS NOT INJURIED. THE PILOT STATED THAT THE WINDS WERE VARIABLE ALL DAY LONG. 20000526017039I (-23)THE PILOT OF CESSNA 185 AIRCRAFT, N694BK, OPERATING UNDER FAR 91 FLIGTH RULES, REPROTED UNUSUAL ENGINE NOISES AND LOW OIL PRESSURE APPROXIMATELY 15 MINTUES AFTER DEPARTING (BNO), BURNS, OREGON. HE HAD JUST REQUESTED VFR FLIGHT FOLLOWING FROM SALT LAKE, (ARTCC), A 9500 FT. MSL, BEFORE REPORTING BACK TO THEM THAT HE WAS HAVING ENGINE PROBLEMS AND RETURNING TO (BNO). HE MADE AN EMERGNECY LANDING ON A DIRT ROAD AT THE HELL AND GONE RANCH, LOCATED APPROXIMATELY 25 MILES NORTH OF (BNO). THE AICRRAFT RECEIVED NO DAMAGE DURING LANDING AND AN ENGINE TEAR DOWN AT THIS POINT REVEALS A BROKEN CRANKSHAFT ALONG WITH INTERNAL DAMAGE TO NUMBER 1 PISTON AND CYLINDER ASSEMBLY. A MALFUCTION OR DEFECT REPORT, FAA FORM 8010-4, WILL FOLLOW. 20000526017629I (-23) ON 05/26/2000 PILTO IN COMMAND LANDED N70200 ON FLOATS AT BELUGA LAKE IN HOMER AK. GUSTY WIND CONDITIONS PREVAILED. SURING THE TAXI TO SHORE, PILOT IN COMMAND HAD AIRCRAFT IN A PLOW CONFIGURATION AND ABRUPTLY PULLED THE POWER OFF AND WHEN THE TAIL RAISED, THE WIND GOT UNDER THE TAIL AND FLIPPED THE AIRCRAFT OVER. NO INJURIES OCCURED TO THE PILOT OR PASSENGERS. COUNDELING WILL BE GIVEN ON PROPER TAXI PROCEDURES FOR A FLOAT EQUIPED AIRCRAFT IN HIGH WIND CONDITIONS AND PILOT IN COMMAND WILL BE REQESTED TO GET A BI-ANNUAL FLIGHT REVIEW. WITH THE SUCESSFUL COMPLETION OF THE FLIGHT REVIE W A LETTER OF CORRECTION WILL BE ISSUED. 20000526018069I (-23)ON MAY 26, 2000, AT 1530, PSA AIRLINES (VNAA) FLIGHT NUMBER 4014, OPERATING A DO-328 REGISTERED AS N431JS, RETURNED TO LAND AT PITTSBURGH AIRPORT (PIT) AFTER REPORTING A HYDRAULIC PORBLEM. MAINTENANCE INSPECTED AND REPLACED THE MAIN HYDRAULIC PUMP IN ACCORDANCE WITH MAINTNEANCE MANUAL 29-11-08. OPERATIONAL CHECKS WERE DONE AND THE AIRCRAFT WAS RELEASED FOR SERVICE. 20000526018159I (-23)AIRCRAFT DEPARTING RY19L HAD THE GEAR COLLAPSE. THE AIRCRAFT SKIDDED SOWN THE RUNWAY AND CAME TO STOP ON THE RIGHT SIDE OF TWY ALPHA TWO. NO INJURIES TO OCCUPANTS. 20000526019889I (-23) ON MAY 26, 2000, A CONVAIR 440, N24DR, DEPARTED EL PASO, TEXAS ON AN IFR FLIGHT PLAN UNDER VFR CONDITIONS ENROUTE TO ONTARIO, CALIFORNIA. DURING THE FLIGHT THE RIGHT ENGINE EXPERIENCED LOSS OF MANIFOLD PRESSURE, WITH FUEL PRESSURE INDICATIONS NORMAL. THE PILOT DECLARED AN EMERGENCY, FEATHERED THE PROPELLER AND SHUT DOWN THE ENGINE. THE PILOT SAID THAT APPROACH CONTROL RECOMMENDED PALM SPRING AIRPORT IN PALM SPRINGS, CALIFORNIA, AS AN ALTERNATE LANDING PLACE AND A SAFE LANDING WAS MADE WITHOUT INCIDENT. THE ENGINE WAS REMOVED AND SENT TO STOCKTON, CALIFORNIA FOR REPLACEMENT OF THE INTERNAL SUPERCHARGER IMPELLER SHAFT. THE ENGINE WAS REINSTALLED AND PAPERWORK COMPLETED ON JUNE 16, 2000. THIS INCIDENT IS CONSIDERED CLOSED. 20000526020469I (-23) PILOT LOST CONTROL ON LANDING. AIRCRAFT WENT OFF THE RUNWAY INTO SOFT DIRT CAUSING THE LEFT MAIN LANDING GEAR TO FAIL. 20000526026239I (-23) ON MAY 26, 2000 THE PILOT OF N200BW A BE-35-S35 AND TWO PASSENGERS DEPARTED LA VERN, BRACKETT FIELD (POC). AFTER DEPARTURE, THE PILOT ATTEMPTED TO RETRACT THE LANDING GEAR, BUT THE LANDING GEAR FAILED TO RETRACT (GEAR DOWN LIGHT STAYED ILLUMINATED) THE PILOT MADE A REQUEST TO POC TO REMAIN IN THE TRAFFIC PATTERN. WHILE IN THE TRAFFIC PATTERN, THE PILOT PUT THE LANDING GEAR HANDLE IN THE DOWN POSITION (GEAR DOWN LIGHT STAYED ILLUMINATED). A FULL STOP LANDING WAS MADE WITHOUT INCIDENT. THE PILOT HAD REPAIR WORK DONE ON N220BW AT SAN BERNARDINO INTERNATIONAL (SBD) IN ORDER TO CORRECT THE PROBLEM. GEAR SYSTEM WAS FOUND TO BE WORKING PROPERLY. AFTER THE WORK ON N200BW WAS COMPLETED, THE PILOT FLEW N200BW FROM SBD TO POC. WHILE PREPARING FOR LANDING AT POC, THE PILOT PUT THE LANDING GEAR IN THE DOWN POSITION (GEAR DOWN LIGHT ILLUMINATED). N200BW TOUCHED DOWN ON RUNWAY 26 LEFT AND AS THE A/C TURNED OFF THE RUNWAY THE LEFT MAIN LANDING GEAR COLLAPSED. THERE WERE NO INJURIES. 20000526035169I (-23)ON MAY 26, 2000, N4628C DEPARTED RUNWAY 22, CULPEPER, VA (W49) ON A PERSONAL FLIGHT SUBSEQUENT TO MAINTENANCE HAVING BEEN PERFORMED ON THE FUEL SELECTOR VALVE. DURING CLIMBOUT, AT APPROXIMATELY 900 FEET MSL, THE ENGINE QUIT DUE TO DUEL STARVATION. THE AIRCRAFT LANDED IN A "RECENTLY CUT HAYFIELD". THE PILOT REPORTED THAT DURING HIS PREFLIGHT HE MISREAD HIS FUEL GAUAGES, STATING THE INDICATOR NEEDLE PARTIALL COVERED THE "E", WHICH CAUSED HIM TO READ "F". 20000526035669I (-23)ON MAY 26, 2000, AT 2200 HOURS, A CESSNA 320F, OWNED AND OPERATED BY ^PRIVACY DATA OMIT^, IMPACTED THE RUNWAY. ACCORDING TO THE PILOT, THE AIRCRAFT MAY HAVE ENCOUNTERED TURBULENCE DURING THE LANDING PHASE OF FLIGHT. VFR FLIGHT CONDITIONS PREVAILED. THE AIRCRAFT SUSTAINED DAMAGE TO RIGHT WING TIP AND PROPS. NO INJURIES WERE SUSTAINED BY PILOT OR PASSENGERS. 20000526038029I (-23) PILOT DEVIATION OCCURRED ON 05-26-2000, NEAR LANCASTER, PA. ATC ISSUED A TURN TO AFR6437 TO SEPARATE AIRCRAFT. AFR6437 DID NOT ANSWER THE FIRST REQUEST BUT RESPONED TO ATC ON THE SECOND RADIO CALL ACCORDING TO THE ATC CONTROLLER'S STATEMENT. THE CONTROLLER NOTED THAT AFR6437 DID NOT BEGIN TURN SOON ENOUGH. THREE AIRCRAFT AFR647, EGF933 AND NWA807 ALL CONDUCTED RA RESOLUTION MANUEVERS. INSPECTOR CHANDLER CALL THE POI OF AIR FRANCE FOR ASSISTANCE AND RECEIVED NONE. ATC DID NOT SUPPLY ANY FURNTHER INSORMATION EXCEPT FAXED COPIES OF CONTROLLERS STATEMENT. NO RADAR TRACKS WERE PROVIDED. SEE ATTACHED SHEET. 20000526039259A (-23)ON CLIMB-OUT THE A/C APPEARED TO GO OUT OF CONTROL CRASHING INVERTED INTO TREES AND BURNING ON IMPACT. 20000526039449A (4) ON MAY 26, 2000, ABOUT 1035 EASTERN DAYLIGHT TIME, A DE HAVILLAND DH-82A "TIGER MOTH," N8872, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE PITTSFIELD MUNICIPAL AIRPORT, PITTSFIELD, MAINE. THE CERTIFICATED PRIVATE PILOT AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, THE AIRPLANE TOUCHED DOWN NORMALLY IN A GRASS AREA PARALLEL TO RUNWAY 19. DURING THE ROLLOUT, THE AIRPLANE PROCEEDED OVER A "SOFT SPOT," NOSED OVER, AND CAME TO REST INVERTED. THE WINDS REPORTED AT AN AIRPORT LOCATED 23 MILES TO THE EAST AT 1053, WERE 260 DEGREES AT 10 KNOTS. (-23) UPON ROLL OUT IN THE GRASS, AIRCRAFT SANK IN SOFT SPOT AND SLOWLY ROLLED OVER ON ITS BACK. ONE PAX. NO INJURIES. AIRCRAFT SUSTAINED DAMAGE TO PROPELLER AND RUDDER SUBSTANTIALLY DAMAGED. 20000526041199A (-23)ON MAY 26, 2000, APPROXIMATELY 1515 MDT, A CESSNA T210K, N9457M, WAS DESTROYED WHEN IT IMPACTED TERRAIN IN COTTONWOOD PASS, NEAR BUENA VISTA, CO. THE NON-INSTRUMENT RATED PRIVATE PILOT AND HIS TWO PASSENGERS WERE FATALLY INJURED, THE AIRPLANE WAS BEING OPERATED UNDER TITLE 14 CFR PART 91. METEOROLOGICAL CONDITIONS WERE UNKNOW AT THE ACCIDENT SITE AT THE TIME OF THE ACCIDENT. THE CROSS-COUNTRY PERSONAL FLIGHT ORIGINATED FROM HEFFCO AIRPORT (BJC), COLORADO, UTAH, AS THE DESTINATION. THE FAA REPRTED THE AIRPLANE MISSING AT 1700 HOURS ON MAY 26, SEARCH AND RESCUE PERSONNEL LOCATED THE WRECKAGE AT 0900 HOURS ON MAY 27, 2000. 20000526043549A (-23) ON MAY 26, 2000, AT ABOUT 09:00 EASTERN DAYLIGHT TIME, AN AVIAT PITTS S-2A WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE HAMMONTON MUNICIPAL AIRPORT, HAMMONTON, NJ. THE CERTIFICATED PRIVATE PILOT AND A PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT DEPARTED THE CROSS KEYS AIRPORT, CROSS KEYS, NJ. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR, PART 91. THE AIRPLANE WAS LANDING ON RUNWAY 21, A 3,600 FT. LONG, 75 FOOT WIDE, ASPHALT RUNWAY. ACCORDING TO THE PILOT, THE AIRPLANE VEERED LEFT DURING THE LANDING ROLL AND HE ATTEMPTED TO APPLY RIGHT RUDDER TO CORRECT; HOWEVER, THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY. THE AIRPLANE'S LEFT WING CONTACTED THE GROUND AND THE AIRPLANE FLIPPED OVER. THE PILOT STATED HE EXPERIENCED NO MECHANICAL PROBLEMS WITH THE AIRPLANE. WINDS REPORTED AT AN AIRPORT ABOUT 17 MILES SOUTH-SOUTHEAST OF THE ACCIDENT SITE, AT 0854, WERE FROM 290 DEGREES AT 13 KNOTS. 20000527004669A PIC REPORTED LOST POWER DURING TAKEOFF FROM A PRIVATE STRIP ON FORT WALTON BEACH, FL. HIS INTENT WAS TO FLY TWO PASSENGERS ON A SIGHT-SEEING FLIGHT OVER THE GULF OF MEXICO. THE PIC MADE AN EMERGENCY LANDING, IN THE GULF, JUST BEHIND THE GULFARIUM (OFF HWY 98 EAST). THE AIRCRAFT WAS REMOVED FROM THE GULF AND TAKEN TO DESTIN AIRPORT. FUEL SAMPLES WERE TAKEN AND DAMAGE ASSESSMENT WAS MADE. CAUSE OF ENGINE FAILURE STILL UNDER INVESTIGATION. (.4) THE PILOT STATED THAT AFTER TAKEOFF CLIMBING THROUGH APPROXIMATELY 300 FEET, THE ENGINE EXPERIENCED A LOSS OF POWER. HE MANEUVERED THE HELICOPTER TOWARDS THE BEACH AND LANDED ABOUT 20 YARDS OFFSHORE. NO FUEL CONTAMINATION WAS NOTED IN THE FUEL TANKS THAT CONTAINED SUFFICIENT FUEL. A SLIGHT AMOUNT OF SAND/SILT WAS NOTED IN THE FUEL STRAINER; THE CARBURETOR BOWL CONTAINED ABOUT A PINT OF WATER ADMIXED WITH SAND OR SILT. THE LEFT FUEL TANK VENT LINE AND VENT LINE 'B' NUT WERE DAMAGED. EXAMINATION OF THE ENGINE REVEALED VALVE TRAIN CONTINUITY OF ALL CYLINDERS. DURING AN ATTEMPT TO START THE ENGINE; THE MAGNETOS WOULD NOT PRODUCING SPARK. EXAMINATION OF THE CARBURETOR REVEALED INTERNAL CORROSION; NO PREIMPACT FAILURE OR MALFUNCTION WAS NOTE D. EXAMINATION OF BOTH MAGNETOS REVEALED INTERNAL CORROSION. THE POINTS OF BOTH MAGNETOS WERE LIGHTLY DRESSED AND HIGH TENSION TESTED; BOTH MAGNETOS PRODUCED SPARK. ONE IGNITION LEAD OF THE LEFT MAGNETO WAS NOT FIRING DUE TO CORROSION ON ONE OF THE ELECTRODES; THE CORROSION WAS CLEANED AND THE MAGNETO FIRED ALL OF THE IGNITION LEADS. ADDITIONALLY, THE CONDENSER OF THE RIGHT MAGNETO TESTED BAD. 20000527004909A (-23) THE PILOT BEGAN EXPERIENCING ENGINE TROUBLE OVER K00. ONE MAGNETO WAS OUT AND APPARENTLY HAD FOULED THE PLUGS. TURNED BACK TO THE NEAREST (K00) AND FLEW OVER THE FIELD AT ABOUT 2500 FT. WHERE EVERYTHING LOOKED NORMAL. SET UP FOR A LANDING AND ON SHORT FINAL NOTICED THAT THE RUNWAY HAD BEEN PLOWED. HE TRIED TO LAND WITH A WHEEL ON EACH SIDE OF THE FURROW. AT ABOUT 40 MPH THE 1/H MAIN GEAR IMPACTED THE DIRT AND THE A/C VEERED TO THE LEFT. IT THEN IMPACTED THE FENCE, AND CAME TO A STOP IN AN UPRIGHT POSITION. 20000527007419A (-23) PILOT STATES THAT AFTER TAKING ON 22.3 GALLONS OF FUEL AT MLJ, ATTEMPTED TAKE OFF AND AIRCRAFT SEEMED TO BE HEAVY TO GAIN ENOUGH ALTITUDE TO CLIMB ABOVE THE TREES OFF THE END OF THE RUNWAY. IT SEEMS AS IF THE DENSITY ALTITUDE MAY HAVE BEEN A FACTOR. 20000527007549A (-23) ON MAY 27, 2000, AT 1545Z (11:45 LOCAL) A ROWDON T-1, N2706D DEPARTED NORTH PERRY AIRPORT TO CONDUCT AERIAL BANNER TOW. AFTER APPROXIMATELY ONE HOUR OF FLYING, AIRCRAFT EXPERIENCED ENGINE FAILURE OVER THE OLETA STATE RECREATION AREA. AFTER BANNER RELEASE, THE PILOT COMPLETED AN EMERGENCY LANDING IN AN OPEN FIELD AT THIS PARK. DURING LANDING ROLL OUT NORTH BOUND ON ACCESS ROAD, PILOT STEERED RIGHT TO AVOID A SOUTH BOUND BICYCLE. LEFT WING STRUCK A SMALL TREE CAUSING MINOR DAMAGE TO LEADING EDGE NOSE SKIN, NOSE RIBS. NO INJURIES TO PILOT OR CYCLIST. (.4)ON MAY 27, 2000, ABOUT 1145 EASTERN DAYLIGHT TIME, A RAWDON T1, N2706D, REGISTERED TO AND OPERATED BY AERIAL SIGN COMPANY, INC., EXPERIENCED A LOSS OF ENGINE POWER AND COLLIDED WITH TREES DURING A FORCED LANDING IN A STATE PARK NEAR NORTH MIAMI BEACH, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 BANNER TOWING FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED ABOUT 1015, FROM THE NORTH PERRY AIRPORT, HOLLYWOOD, FLORIDA. THE PILOT STATE D STATED THAT DURING THE FLIGHT, THE ENGINE BEGAN SURGING. HE TURNED ON BOTH AUXILIARY FUEL PUMPS AND TANKS, DROPPED THE BANNER, AND MADE A PRECAUTIONARY LANDING IN AN OPEN FIELD. DURING THE LANDING ROLL HE MANEUVERED THE AIRPLANE TO AVOID PEDESTRIANS AND THE LEFT WING COLLIDED WITH A TREE DAMAGING THREE RIBS. POSTACCIDENT EXAMINATION OF THE AIRPLANE REVEALED APPROXIMATELY 9 GALLONS OF FUEL IN THE RIGHT FUEL TANK, NO FUEL IN THE LEFT FUEL TANK, AND BOTH FUEL TANK SELECTOR VALVES ON. FOLLOWING REPAIRS TO THE LEFT WING OF THE AIRPLANE (NO WORK WAS PERFORMED TO THE ENGINE), THE ENGINE WAS STARTED AND OPERATED TO FULL STATIC RPM; NO DISCREPANCIES WERE NOTED. ADDITIONALLY, THE LEFT FUEL GAUGE WAS NOT INDICATING EMPTY WITH AN EMPTY FUEL TANK; IT WAS INDICATING NEAR MIDPOINT OF THE "NO TAKEOFF" ARC, WHICH IS POSITIONED BETWEEN EMPTY AND JUST BELOW 1/4 INDICATION. 20000527008069A (-23) THE PILOT MADE AN EMERGENCY LANDING IN A FIELD AFTER ENGIEN LOSS POWER ON TAKEOFF CAUSING DAMAGE TO THE FUSELAGE, TAIL SECTION AND LANDING GEAR. 20000527008139A (-23) A/C COLLIDED DURING THE PERFORMANCE OF LOW LEVEL FORMATION AEROBATICS. 20000527009209A (-23)AIRCRAFT COLLIDED DURING THE PERFORMANCE OF LOW LEVEL FORMATION AEROBATICS. 20000527011699A (-23)INSTRUCTOR WAS GIVING PATTERN TRAINING; ON 5TH LOW LEVEL PASS, INITIATED CLIMB, ENGINE LOST PARTIAL POWER AND INSTRUCTOR CRASHED IN LOT OFF FIELD. 20000527013149A (-23) ON MAY 27, 2000, ABOUT 1020 HOURS MST, A CESSNA 172RG, N5207U, OPERATED BY EMBRY RIDDLE AERONAUTICAL UNIVERSITY OF PRESCOTT, AZ., WAS DESTROYED DURING A COLLISION WITH TERRAIN NEAR PRESCOTT. THE CERTIFIED FLIGHT INSTRUCTOR AND THE COMMERCIAL STUDENT BOTH RECEIVED FATAL INJURIES. VISUAL METEOROLICAL CONDITIONS PREVAILED FOR THE INSTRUCTIONAL FLIGHT OPERATING CUNDER 14 CFR PART 141. THE FLIGHT ORIGINATED FROM PRESCOTT ABOUT 0915 AS A LOCAL AREA TRAINING FLIGHT FOR COMMERCIAL MANUEVERS, AND WAS SCHEDULED TO RETURN BY 1200. WHEN THE A/C FAILED TO RETURN, A SEARCH OF THE PRACTICE AREA REVEALED THE CRASH SITE ON THE DRAKE VOR 288 DEGREE RADIAL ABOUT 11 MILES AND ABOUT 4,400 FEET MSL. (.4)THE AIRPLANE COLLIDED WITH THE HIGH DESERT TERRAIN DURING MANEUVERING FLIGHT WHILE ON A DUAL INSTRUCTIONAL FLIGHT. THE ACCIDENT SITE ELEVATION WAS 4,400 FEET MEAN SEA LEVEL (MSL). THE INSTRUCTOR AND DUAL COMMERCIAL STUDENT WERE SCHEDULED TO PRACTICE COMMERCIAL MANEUVERS, A SIMULATED EMERGENCY APPROACH AND LANDING, AND SYSTEM/EQUIPMENT MALFUNCTIONS. RADAR DATA DEPICTED THE AIRPLANE WAS OPERATED IN THE PRESCRIBED PRACTICE AREA, CONDUCTING FLIGH T MANEUVERS. THE RADAR DATA ALSO INDICATED THAT THE AIRPLANE'S MAXIMUM ALTITUDE WAS 8,200 FEET MSL AND ITS LOWEST ALTITUDE WAS 6,500 FEET MSL, THE MINIMUM ALTITUDE OBSERVED BY THE RADAR. THE FLIGHT WAS NOT IN RADIO CONTACT WITH ANY GROUND FACILITY. AT THE ACCIDENT SITE, THE LANDING GEAR WAS FOUND IN THE EXTENDED POSITION, AND THE FLAPS WERE FOUND FULLY RETRACTED. DAMAGE TO THE PROPELLER INDICATED IT WAS ROTATING AT THE TIME OF IMPACT. OBSERVED EVIDENCE AT THE ACCIDENT SITE INDICATED THE AIRPLANE IMPACTED WITH A HIGH DESCENT RATE AND LOW FORWARD VELOCITY, IN A SLIGHT LEFT WING DOWN, AND NOSE DOWN ATTITUDE. NO MECHANICAL ANOMALIES WERE FOUND WITH THE AIRPLANE. TRACES OF ANTIHISTAMINE, EPHEDRINE, AND PHENYLPROPANOLAMINE WERE FOUND IN THE BLOOD DURING THE TOXICOLOGY EXAMINATION OF THE FLIGHT INSTRUCTOR. 20000527018049I (-23) NO NARRATIVE AVAILABLE. 20000527022349A (-23) ON MAY 27, 2000, AT 1830 CDT, N736BA DEPARTED 2600 FOOT GRASS STRIP. THERE WERE THREE PASSENGERS ON BOARD AND GAS TANKS WERE FULL. THERE WAS NO WIND. THE PILOT DID NOT HAVE CONTROL OF THE AIRCRAFT, WHICH VEERED TO THE LEFT, ALTHOUGH HE HAD FULL RIGHT RUDDER. TAKEOFF WAS ABORTED. AIRCRAFT SPUN AROUND, SLID TO A STOP AND STRUCK FENCE. (.4) DURING TAKEOFF, AT ROTATION, THE AIRPLANE YAWED 20-30 DEGREES LEFT AND BEGAN TO SLIDE DOWN THE CENTER OF THE 2,600-FOOT GRASS RUNWAY. THE PILOT REDUCED THE ENGINE POWER TO IDLE; HOWEVER, THE AIRPLANE CONTINUED TO TRACK TOWARD THE LEFT SIDE OF THE RUNWAY. THE AIRPLANE STRUCK A BARBED WIRE FENCE THAT PARALLELED THE RUNWAY. THE OWNER STATED THAT HE HAD FLOWN THE AIRPLANE EARLIER THAT DAY AND NOTED 'NO DISCREPANCIES.' 20000527026159I (-23)MAY 27, 2000, THE CREW EXPERIENCED A COMPLETE LOSS OF POWER ON THE RIGHT ENGINE, WHILE CLIMBING 19,000 FEET ON DEPARTURE FROM MERIDA, YUCATAN, MEXICO. THE AIRCRAFT RETURNED TO MERIDA WITHOUT INCIDENT. THE ENGINE WAS REMOVED AND SENT TO GARRETT AVIATION SERVICES AN FAA APPROVED REPAIR STATION AT AUGUSTA, GEORGIA. ON JUNE 8, 2000, THE ENGINE WAS DISASSEMBLED FOR INSPECTION. THE INITIAL FINDINGS REVEALED THAT THE ENGINE SUFFERED A FAILURE OF THE HIGH SPEED PINION ASSEMBLY. THE COMPONENTS WERE SENT TO HONEYWELL IN PHOENIX, ARIZONA FOR FURTHER ANALYSIS. 20000527032289I (-23)IEA1700018 20000527034129I (-23)PROP STRIKE, DURING TAXI PROP STRUCK A STEEL BARREL THAT WAS BEING USED AS A TIEDOWN. 20000527034359I (-23)WHILE TAXING AT BULLHEAD CITY AIPORT, THE AIRCRAFT BRAKES FAILED DURING A 6FT BRACKING TURN, CAUSING THE AIRCRAFT TO DEPART THE TAXIWAY SURFACE ONTO THE SAND. ONCE THE NOSE GEAR ENTERED THE SAND AREA, THE NOSE GEAR COLLAPSED CAUSING THE PROP TO STRIKE THE GROUND. 20000527043339A (-23) ON MAY 27, 2000, A BEECHCRAFT A36, N66SB, DEPARTED PHL TO BED IN VMC CONDITIONS. THE PILOT OF THE AIRCRAFT SELECTED THE LEFT MAIN FUEL TANK DURING APPROACH TO BED. APPROXIMATELY TWO MINUTES AFTER SELECTING THE LEFT MAIN FUEL TANK, ABOUT 1/2 MILE FROM THE END OF RUNWAY 29, AT APPROXIMATELY 600 FEET, WITH THE LANDING GEAR AND FLAPS DOWN, THE ENGINE LOST POWER AND STOPPED RUNNING. THE PILOT SELECTED THE RIGHT MAIN FUEL TANK, TURNED ON HIS AUXILIARY FUEL PUMP AND THE ENGINE FAILED TO RESTART PRIOR TO CRASHING INTO THE TREES APPROXIMATELY 1/4 MILE SHORT OF RUNWAY 29. THE AIRCRAFT ENDED UP PARTIALLY SUBMERGED IN THE SHAWSHEEN RIVER. THE PILOT WAS THE ONLY PERSON IN THE AIRCRAFT AND HE WAS NOT INJURED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE TO THE LEADING EDGE OF BOTH WINGS, DAMAGE TO THE RIGHT WING SPAR, AND ENGINE MOUNT AND FIRE WALL STRUCTURE. THE AIRCRAFT ALSO SUSTAINED DAMAGE TO BOTH FLAPS, LOWER WING SKINS, LANDING GEAR DOORS, ENGINE COWLING, AND ONE BLADE ON THE PROPELLER WAS BENT. 20000528009839A (-23)^PRIVACY DATA ^THE OWNER BUILDER OF AN AMATEUR BUILT CAPELLA XLS SUBSTANTIALLY DAMAGED THE AIRCRAFT ON LANDING AT TAYLOR MUNICIPAL AIRPORT.^PRIVACY ^ A PRIVATE PILOT WAS NOT INJURED IN THE ACCIDENT. THE PART 91 FLIGHT PART OF THE AIRCRAFT TEST PHASE, ORIGINATED APPROXIMATELY 30 MINUTES PRIOR TO THE ACCIDENT. ACCORDING TO THE PILOT, HE WAS ATTEMPTING A SHORT FIELD LANDING (A 3 POINT LANDING, HE HAD BEEN DOING WHEEL LANDING UP TO THIS POINT) WITH 20 DEGREES OF SLIDING SIDEWAYS THE RIGHT MAIN GEAR FOLDED UNDER THE AIRCRAFT AND SEPARATING THE RIGHT HAND WING LIFT STRUT. THE LANDING GEAR AND LIFT STRUT ATTACH AREA OF THE STEEL TUBULAR FRAME WAS SUBSTANTIALLY DAMAGED, AS WELL AS THE RIGHT LOWER WING SKIN, TIP AND AILERON. (.4)THE PILOT WAS ATTEMPTING A SHORT-FIELD LANDING TO RUNWAY 17. DURING THE LANDING ROLL, THE PILOT LOST DIRECTIONAL CONTROL OF THE AIRPLANE RESULTING IN A 'TIGHT GROUND LOOP TO THE LEFT.' THE PILOT ATTEMPTED TO STOP THE TURN WITH OPPOSITE RUDDER AND BRAKING. SUBSEQUENTLY, THE AIRPLANE EXITED THE LEFT SIDE OF THE RUNWAY, COLLAPSING THE RIGHT MAIN LANDING GEAR, AND CAME TO REST UPRIGHT. THE PILOT HAD ACCUMULATED A TOTAL OF 3 HOURS IN THE AIRPL ANE MAKE AND MODEL. 20000528011039A (-23) THE PILOT SUSTAINED THAT AFTER TAKEOFF, THE A/C WAS NOT CLIMBING VERY WELL. TAKEOFF WAS TO THE SOUTH INTO CLIMBING TERRAIN. ROUGH AIR AND DOWN DRAFTS STOPPED THE CLIMB AND APPROX. 1 MILE SOUTH OF THE AIRPORT. THE A/C STRUCK THE TOPS OF THE TREES AND CRASHED. 20000528011419A (-23) ON 5/28/00 @ 1159 PDT, AIRCRAFT N467YV A PIPER PA46-310P, AMLBU EXPERIENCED POSSIBLE ENGINE PROBLEMS RIGHT AFTER TAKEOFF FROM HAWTHRONE (HHR). THE PILOT MR. ANDREW JEROME LOWE ATTEMPTED TO RETURN TO HHR. THE AIRCRAFT CRASHED 3/4 MILES SSW OF AIRPORT IN A PARKING LOT AT 4305 E. EL SEGUNDO BLVD NEAR INTERSECTION OF HAWTHORNE BLVD (TACO BELL). THE AIRCRAFT WAS DESTROYED UPON IMPACT AND SUBSEQUENT POST CRASH FIRE. ALL THREE OCCUPANTS SUFFERED FATAL INJURIES, NO REPORTED GROUND INJURIES OCCURRED. UPDATE AS OF 06/27/00, WE ARE AWAITING FOR TEST RESULTS ON ENGINE PARTS SENT TO CONT MOTORS DETERMINE IF WATER WAS PRESENT IN THE FUEL SYSTEM. WILL AMEND REPORT WHEN THIS INFORAMTION IS PROVIDED. (.4) ON MAY 28, 2000, AT 1159 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-46-310P, N567YV, COLLIDED WITH THE GROUND IN A SHOPPING MALL PARKING LOT WHILE MANEUVERING TO RETURN TO THE RUNWAY DURING THE TAKEOFF INITIAL CLIMB FROM THE HAWTHORNE, CALIFORNIA, AIRPORT. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91, WAS DESTROYED IN THE COLLISION SEQUENCE AND POST CRASH FIRE. THE PRIVATE PILOT AND TWO PASSENGERS SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE OCCURRENCE AS A CROSS-COUNTRY FLIGHT TO LAS VEGAS, NEVADA. THE ACCIDENT SEQUENCE WAS HEARD AND OBSERVED BY WITNESSES BOTH ON THE AIRPORT AND IN THE VICINITY OF THE CRASH SITE. THE AIRPORT WITNESSES, WHO KNEW THE PILOT AND THE AIRPLANE, HOLD VARIOUS PILOT CERTIFICATES, AND WERE ON THE RAMP AT DIFFERENT LOCATIONS AROUND THE AIRPORT. ALL DESCRIBED THE ENGINE SOUNDS DURING THE TAKEOFF AS ABNORMAL IN VARIOUS DEGREES. ONE WITNESS SAID THAT WHILE THE SOUND WAS "DIFFERENT" THAN HE HAD HEARD COMING FROM THIS AIRPLANE BEFORE, IT WAS NOT UNUSUAL ENOUGH TO MAKE HIM STOP POLISHING HIS AIRPLANE. WHEN THE WITNESS DID LOOK AT THE DEPARTURE END OF THE RUNWAY, HE OBSERVED THAT THE AIRPLANE'S CLIMB OUT ANGLE WAS "MUCH SHALLOWER" THAN HE HAD EVER SEEN THIS AIRPLANE CLIMB BEFORE, AND HE BELIEVED THE TAKEOFF GROUND ROLL HAD BEEN LONGER THAN USUAL. TWO OTHER WITNESSES SAID THE ENGINE SOUNDED "LIKE A RADIAL ENGINE" AND BOTH BELIEVED THAT THE POWER OUTPUT WAS LOWER THAN NORMAL. THESE TWO WITNESSES ALSO OBSERVED A SHALLOW CLIMB OUT ANGLE AS THE AIRPLANE FLEW OVER THEWEST BOUNDARY FENCE. ADDITIONAL AIRPORT WITNESSES INCLUDED THE AIRCRAFT MECHANICS AT THE NORTHRUP-GRUMMAN EXECUTIVE HANGAR, WHICH IS LOCATED NEAR THE MID POINT OF THE RUNWAY ON THE SOUTH SIDE AND ALMOST OPPOSITE THE FEDERAL CONTRACT CONTROL TOWER. THE MAINTENANCE DEPARTMENT'S CHIEF INSPECTOR STATED THAT HE SAW THE AIRPLANE ON THE TAKEOFF ROLL, AND HEARD THE ENGINE SURGING. HE STATED THAT THE PROPELLER TONE DID NOT CHANGE FROM A STEADY RPM, BUT THAT THE ENGINE WAS "NOT DEVELOPING GOOD POWER OUTPUT" AND JUST DID NOT SOUND LIKE IT WAS AT FULL POWER. HE SAID, THAT IN HIS EXPERIENCE, HE ASSOCIATED IT WITH A FUEL FEED PROBLEM, A POSSIBLE TURBOCHARGER SURGE, OR AN EXCESSIVELY LEAN RUNNING CONDITION. THE ENGINE WAS NOT MISSING. THE EXHAUST TONE WOULD ALTERNATIVELY GET LOUD, THEN FADE OUT, AND BECOME LOUD AGAIN. HE SAID THAT THE AIRPLANE WAS ABOUT MIDFIELD WHEN IT ROTATED (ABOUT 3,000 FEET DOWN THE RUNWAY). IT APPEARED TO HIM THAT THE AIRPLANE HAD NOT ACCELERATED TO TAKEOFF SPEED, BUT THE PILOT FORCED THE ROTATION BY "YANKING IT OFF THE GROUND." HE ALSO OBSERVED THAT THE TAKEOFF INITIAL CLIMB APPEARED MUSHY. HE WATCHED THE CLIMB OUT TO ABOUT 20 FEET AND THEN WENT BACK TO WORK. THE GROUND WITNESSES LOCATED NEAR THE IMPACT SITE WERE UNIFORM IN THEIR DESCRIPTION OF THE AIRPLANE BEGINNING A STEEP LEFT TURN BETWEEN 1/4- AND 1/2-MILE FROM THE RUNWAY'S END. THOSE WITNESSES, WHO ARE RESIDENTS OF THE AREA, STATED THAT THE AIRPLANE'S ALTITUDE WAS MUCH LOWER DURING THIS TURN THAN NORMALLY OBSERVED WITH OTHER AIRPLANES THAT ARE DEPARTING FROM THE AIRPORT. THE BANK ANGLE WAS VARIOUSLY ESTIMATED 20000528016389I (-23)PILOT-IN-COMMAND WAS LANDING THIS AIRCRAFT WHEN A GUST OF WIND BLEW THIS AIRCRAFT OFF THE RUNWAY. 20000528016799I (-23)VANGUARD AIRCRAFT N5WM DECLARED AN EMERGENCY DUE TO A WHEEL WELL FIRE INDICATION INBOUND TO KANSAS CITY, MCI AIRPORT. CRASH FIRE RESCUE WERE STANDING BY AND THE AIRCRAFT LANDED WITHOUT INCIDENT. VANGUARD MECHANICS DETERMINED THAT A CANNON PLUG FOR THE WHEEL WELL FIRE INDICATION SYSTEM HAD MALFUNCTIONED CAUSING AN ARRONEOUS INDICATION. THE CANNON PLUG WAS REPLACED AND FURTHER TROUBLESHOOTING WAS PERFORMED WITHOUT A REPEAT INDICATION. THE IARCRAFT WAS RELEASED TO SERVICE AND SUBSEQUENT FLIGHTS DID SEE A REPEAT OF THE AMLFUNCTION. WITH THIS REPORT INCIDENT NUMBER CE2000ACE051 IS CONSIDERED CLOSED. 20000528017089I (-23)AIRCRAFT N954U ENROUTE ABQ TO STL EXPERIENCED A CRACKED F/O OUTER WINDSHIELD. DIVERTED TO ICT AS A PRECAUTION. MAINTENANCE MANUAL STATES THAT YOU CAN FLY WITH OUTER EINDSHIELD CRACKED. MAINTENANCE CONTROL HAD MECHANIC FORM EXECUTIVE AIRCRAFT LOOK AT WINDSHIELD. MEL'D PER THE MEL, PLACARDED AND CONTINUED FLIGHT. ON ARRIVAL AT STL, MAINTENANCE REMOVED AND REPLACED F/O OUTER WINDSHIELD AND HEATER CONTROL. AIRCRAFT RETURNED TO SERIVCE. 20000528017649I (-23)ON MAY 28, 2000, AT APPROX 1600 MDT, A BEECH A36, N8074P, REGISTERED TO SAN JUAN PILOT TRAINING, IC. LANDED WITH THE GEAR RETRACTED AT FOUR CORNERS REGIONAL AIRPORT IN FARMINGTON, NM, DURING AN INSTRUCTION FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME & WEATHER WAS NOT A FACTOR. THE AIRCRAFT SUSTAINED MINOR DAMAGE & THE CERTIFICATED FLIGTH INSTRUCTOR AND STUDENT PILOT WERE UNINJURED. THE FLIGHT ORIGINATED AT FARMINGOTN APPROX. 1 HOUR EARLIER. THE PILOTS HAD PERFORMED SEVERAL TOUCH-AND-GOS WITH NO APPARENT PROBLEMS. ON THE LAST ONE, THE GEAR WOULD NOT EXTEND. REPEATED ATTEMPTS BY BOTH PILOTS (ELECTRICAL AND MANUAL) FAILED TO EXTEND THE GEAR. THE INSTRUCTOR NOTIFIED THE TOWER OF THE EMERGNECY AND LANDED WITH THE GEAR UP ON RUNWAY 29 (A DIRT STRIP). EXMINATION OF THE AIRCRAFT INDICATED A FAILURE OF EITHER THE LANDING GEAR UPLOCK SWITCH OR THE MAIN LANDING GEAR RELAY. THE MOTOR CONTINUED TO RUN AFTER RETRACTION UNTIL THE GEAR BECAME JAMMED INTHE WHEEL WELLS POPPING THE CIRCUIT BREAKER. THE CONTROL TUBES HAD TO BE CUT TO EXTEND THE GEAR. 20000528018009I (-23)AFTER DEPARTING COLUMBIA, MO (COU), THE REAR ENGINE QUIT. PILOT STATED THAT HE ATTEMPTED TWO RE-STARTS WITH NO SUCCESS. HE TRIED TO MAKE SEDALIA, MO (DMO), BUT COULD NOT MAINTAIN FLIGHT WITH JUST THE FRON ENGINE OPERATING. HE LANDED ABOUT 200 FEET SHORT OF RUNWAY 36 AT DMO IN A BEAN FIELD, WITH THE LANDING GEAR RETRACTED. THERE IN MINIMAL DAMGE TO THE BELLY SKIN AND THE FRONT PROPELLER. A MECHANIC INSPECTED THE REAR ENGINE, AND THE PRELIMINARY FINDINGS INDICATE THAT THE OIL PUMP DRIVE SHEARED, CAUSING COMPLETE LOSS OF OIL PRESSURE, WHICH IN TURN CAUSED THE PROPELLER TO GO TO THE FEA THER POSITION, STOPPING THE ENGINE. INCIDENT#CE2000IGA052 IN CONSIDERED CLOSED WITH THIS REPORT. 20000528018149I (-23) ON LANDING ROLLOUT AT 60-75 KNOTS, THE RIGHT MAIN GEAR UPLOCK MECHANISM BROKE AND THE GEAR PARTIALLY COLLAPSED. NOTE: ITEM 14-MILITARY SURPLUS/AIRCRAFT REBUILT BY LONE STAR AIR MUSEUM IN 1992. INCIDENT #CE2000IGA054 IS CONSIDERED CLOSED WITH THIS REPORT. 20000528019949I (-23) THE PILOT FAILED TO FLAIR AT LANDING. DAMAGE WAS DONE TO THE PROPELLER AND NOSE GEAR TIRE AND WHEEL, AND RIGHT HAND MAIN LANDING GEAR. THE PILOT REFUSES TO TALK TO US, SO WE ARE NOT ABLE TO OBTAIN INFORMATION NECESSARY FOR BLOCKS 14 AND 31. THE PILOT WAS INTOXICATED AND HAS VOLUNTARILY SURRENDERED HIS PILOT CERTIFICATE AND MEDICAL CERTIFICATE. THEY WERE BOTH SENT DIRECTLY TO OKLAHOMA CITY BYPASSING THE FSDO. 20000528021039I (-23) DURING FINAL APPROACH FOR LANDING AT HILLSBORO, OREGON THE PILOT DID NOT LOWER THE LANDING GEAR. POST FLIGHT INSPECTION REVEALED THAT THE "THROTTLE POSITION/LANDING GEAR WARNING SWITCH" WIRING HAD FAILED. 20000528029439I (-23)PILOT ADMITS HE DID NOT LOOK TO SEE IF GEAR WAS DOWN OR CHECK GEAR LIGHTS. POST INC. GEAR CHECK SHOWED GEAR WORKED NORMAL EXCEPT GEAR WARNING HORN DID NOT WORK. 20000528031249I (-23)NOSE WHEEL COLLAPSED ON LANDING. 20000528034609I (-23)THE PILOT HAD BEEN CIRCLING A FAMILY RESIDENCE AND WAS DEPARTING THE AREA WHEN HE EXPERIENCED A SUBSTANTIAL LOSS OF ENGINE POWER. TH PILOT STATED THAT HE PERFORMED THE EMERGENCY CHECKLIST ITEMS, WHICH DID NOT RESTORE ENGINE POWER TO NORMAL. THE PILOT MADE A PRECAUTIONARY LANDING IN A FIELD. ALTHOUGH NO DEFINITIVE CAUSE FOR THE POWER LOSS COULD BE DETERMINED, CARBON FOULED PLUGS OR CARBURETOR INCING IS SUSPECTED. 20000528034629I (-23)ON A GLIDER CROSS COUNTRY, RAN OUT OF THERMAL LIFT AND LANDED ON A ROUGH FIELD OFF AIRPORT, WITH MINOR DAMAGE TO THE GLIDER AND MINOR INJURY. 20000529006459A (-23) GLIDER DEPARTED EPHRATA UNDER AN OVERCAST. UNABLE TO ESCAPE AREA OF SINKING AIR. MADE FORCED LANDING IN FIELD WITH SUBSTANTIAL DAMAGE TO AIRCRAFT. 20000529012269A (-23) PILOT REPORTED TO HIS INSURANCE AGENT THAT WHILE IN CRUISE FLIGHT, HE EXPERIENCED SMOKE IN THE COCKPIT. HE SHUT THE ENGINE DOWN AND LANDED IN A PLOWED FIELD. THE RIGHT WING, COWLING AND PROP WERE DAMAGED AS A RESULT OF LANDING. 20000529016949I (-23)^PRIVACY DATA OMITTED^ RECEIVED SERIOUS INJURIES DURING A VOLUNTARY PARACHUTE JUMP AT THE MADERA PARACHUTE CENTER, MADERA, CA ON 05/29/2000 AT APPROXIMATELY 1115 PDT. WITNESSES REPORTED THAT HE JUMPED FROM AN AIRCRAFT AT 2500' MSL AND APPREARED TO BE UNSTABILIZED IN HIS FALL. THE PARACHUTE OPENED BUT IT ROTATED THROUGHOUT THE DESCENT IMPACT WITH THE GROUND WAS SEVERE. HE WAS HOSPITALIZED WITH BROKEN BONES. THE MAIN PARACHUTE WAS A VECTOR V1-2. THE CANOPY WAS A PERFORMANCE DESIGN STILETTO 107. THE RESERVE CHUTE WAS A RAVEN 1 REPACKED ON 4/12/00. ^PRIVACY DATA ^ HAD COMPLETED APPROXIMATELY 290 JUMPS PRIOR TO THIS INCIDENT AND 6 TO 7 JUMPS AT MADERA PARACHUTE CENTER IN THE PAST 4 WEEKS. 20000529017059I (-23)ON MAY 30, 2000, AT APPROXIMATELY 0616 CDT, NORTHWEST AIRLINES FLIGHT 1030, A DOUGLAS DC-9-30, N9343, ATTEMPTED TAKE OFF AT KANSAS CITY, MO, (MCI). TAKE OFF WAS ABORTED AND RETURNED TO GATE DUE TO MAX AIRSPEED WARNING ILLUMINATED AT 100 KNOTS ACCOMPANIED BY CLACKER. OVERSPEED WARNING SYSTEM WAS DEFFERED PER MEL 34-5. AIRCRAFT WAS RETURNED TO SERVICE. INCIDENT #CE5000IAC050 IS CONSIDERED CLOSED WITH THIS REPORT. 20000529017529I (-23)PILOT/OWNER MOVED HIS A/C OUT OF "T" HANGER, STARTED THE ENGINE AND BEGAN TAXING FOR APPROX 75FT. WHEN APPLIED THE R/H MAIN WHL BRAKE WITHOUT RESULTS IN ORDER TO MAKE A R/H TURN. THE YAK-52 PROCEEDED STRAIGHT AHEAD. APPLICATION OF L/H MAIN WHL BRAKE DID NOT WORK EITHER. PILOT SHUT MAGNETOS "OFF". THE YAK-52 COASTED FIRST INTO A CESSNA 320 SHEARING OFF THE CESSNA 320 L/H TIP TANK FUEL DRAIN WITH IT'S L/H WING, OUTBD PORTION L/E. THE YAK-52 CONTINUED IN AN STRAIGHT LINE A BIT FURTHER, THEN STRIKING A STEEL VERTICAL SUPPORT WITH IT'S L/H WING L/E AND THEN INTO A PARKED BEECH A-35'S PROP AND A CESSNA 210 BEFORE COMING TO REST. ALL DAMAGE IS OF A MINOR CATEGORY TO ALL A/C INVOLED. THE YAK-52 ENGINE WAS NOT ROTATING WHEN IT ENCOUNTERED THE BEECH A-35 ANF THE CESSNA 210. THERE WERE NO PERSONAL INJURIES AND NO FIRE FO ANY KIND. CAUSEOR BRAKE FAILURE (COMPONENT P/N) WILL BE SUBMITTED ON AN M&D REPORT FORM WHEN DETERMINED. 20000529017759I (-23)ENROUTE FROM BNA TO LIT AT 4500 FEET PILOT NOTICED POWER DECREASING. PILOT FOLLOWED EMERGENCY PROCEDURES AND CHECKLIST WHILE TURNING AIRCRAFT TOWARD COVINBTON MUNI AIRPORT. POWER LOSS GOT WORST AND PILOT LANDED IN A FIELD AS HE WAS UNABLE TO MAKE THE AIRPORT. NO DAMAGE, NO INJURY. 20000529017879I (-23)THE PILOT PUT THE GEAR DOWN AND CLAIMS HE HAD THREE GREEN LIGHTS. SHORTLY AFER HE LANDED ALL THREE GEAR COLLAPSED. THIS IS AN UNUSUAL GEAR SYSTEM, BECAUSE WHEN THE PILOT WANT TO PUT THE GEAR HANDLE IS PLACED IN THE UP POSITION AND ROTATES INTO A DETECT. THE PILOT CLAIM THE HANDLE POPPED OUT OF THE DETENTE. THE HANDLE WAS INSPECTED AND BY A MECHANIC AND WAS FELT TO BE IN DOOD WORKING ORDER. THE PILOT IS TO BE REEXAMINED TO DETERMINED OF HE KNOWS HOW TO OPERATE THE GEAR CORRECTLY. 20000529017919I (-23)AFTER LANDING ON RUNWAY 16L WHILE TAXING TO TAXIWAY J, A WIND GUST LIFTED THE RIGHT WING, CAUSING THE LEFT WING-TIP TO CONTACT THE GROUND. PEAK WIND GUSTS AT THE TIME OF THE INCIDENT WERE 31 KNOTS AT 220 DEGREES. DAMAGE WAS LIMITED TO WRINKLING IN THE OUTER PORTION OF THE WING SKIN AND PAINT ABRASION ON THE HORIZONTAL STABILIZER AND ELEVATOR. RUNWAY 25 WAS CLOSED BY NOTAM FOR CONSTRUCTION. 20000529017929I (-23) FIRST SOLO FLIGHT FOR STUDENT PILOT ^PRIVACY^. FIRST LANDING WAS TOUCH AND GO. SECOND LANDING WAS BOUNCED FOLLOWED BY ATTEMPTED GO AROUND. TORQUE VEERED AIRCRAFT TO LEFT AND AIRCRAFT BECAME AIRBORNE WITH INSUFFICIENTFLYING SPEED RESULTING IN 180 TURN AND TOUCHING DOWN IN MEDIAN BETWEEN RUNWAY AND TAXIWAY. NO VISIBLE DAMAGE TO AIRCRAFT WHICH SAT WITH RIGHT MAIN LANDING GEAR IN MARSH AND REEDS. 20000529020069I (-23) AFTER LANDING AND DURING TAXI OPERATION AT BOLTON AIRPORT, COLUMBUS, OHIO THE AIRCRAFT ENCOUNTERED A NOSE WHEEL SHIMMY. SOON AFTER, THE NOSE WHEEL FORK BROKE, CAUSING THE AIRCRAFT PROPELLER TO STRIKE THE GROUND AND COMING TO REST ON A DESIGNATED TAXIWAY. 20000529031139I (-23) NWA FLIGHT 57 BOM, MOMBAI, INDIA (VABB) TO AMS, AMSTERDAM, NETHERLANDS (EHAM) WHILE TAXIING FOR TAKEOFF HAD TO BACK TAXI ON RUNWAY 27, WHILE MAKING THE 180 DEGREE SHARP TURN AROUND HAD A TIRE BLOW. CREW DID NOT IDENTIFY THE "NOISE" AS A BLOWN TIRE AND TOOK OFF.THE TIRE DEBRIS DID SUBSTANTIAL DAMAGE TO THE LEFT WING. THE DAMAGE WAS A HOLE APPROX. 3 FEET BY 5 FEET JUST AFT OF THE WHEEL WELL. THE NUMBER TWO HYDRAULIC SYSTEM FLUID WAS LOST AND THE A/C RETURNED TO VABB AFTER DUMPING 140,000 LBS. OF FUEL. TAKE OFF GROSS WEIGHT 551,441. THERE WERE NO INJURIES TO CREW (17) OR PASSENGERS (265) & NO DAMAGE TO OTHER PROPERTY. 20000529032729I (-23)ON MAY 29, 2000, AT 1830 (LOCAL), FSDO-21 WAS NOTIFIED BY ASO-6 ^PRIVAC^ THAT AMERICAN AIRLINES FLIGHT 1704, A B-757-223 AIRCRAFT REPORTED SMOKE IN THE COCKPIT. AIRCRAFT RETURNED TO SAN JUAN, P.R. AND LANDED WITHOUT INCIDENT. AMERICAN AIRLINES MAINTENANCNE PERSONNEL IN SAN JUAN, REPLACED RIGHT RECIRCULATING FAN, FILTERS AND PERFORMED AIR-CONDITIONING SYSTEM CONTAMINATION PROCEDURES. MM OPERATIONAL CHECKS PERFORMED WITH NO FURTHER BURNING SMELL OR SMOKE NOTED. AIRCRAFT WAS RELEASED FOR SERVICE. 20000529033679I (-23)^PRIVACY DATA OMI^ EXPERIENCED RADIO AND ELECTRICAL PROBLEMS BETWEEN BTR AND ALEXANDRIS, LA. THE LANDING GEAR WAS LOWERED AND INDICATIONS WERE THAT THE GEAR WAS DOWN AND LOCKED. THIS WAS FOLLOWED BY COMPLETE ELECTRICAL FAILURE. THE PILOT FLEW A RADIO OUT PROCEDURE UPON ARRIVAL AT BTR AND WAS GIVEN A GREEN LIGHT TO LAND. UPON LANDING GEAR COLLAPSED. POST ACCIDENT INVESITGATION REVEALED THAT THE NOSE GEAR DOORS WERE NOT OPEN AND THAT THE MAIN GEAR WERE PARTICIALY EXTENDED. PILOT INFORMATION PENDING. 20000529033689I (-23)WHILE ON APPROACH TO LANDING AT SUNDANCE AIRPORT, ENGINE RAN ROUGH, THEN QUIT. PILOT LANDED AIRCRAFT IN WHEAT FIELD. LEFT FUEL TANK WAS EMPTY; RIGHT FUEL TANK WAS FULL. THERE WAS MINOR DAMAGE TO THE AIRCRAFT AND NO INJURIES. 20000529037069A (-23) AIRCRAFT ALNDED LONG WENT OFF END OF RUNWAY OVER DITCH FLIPPED OVER AND CAUGHT FIRE. FLIGHT TIME INLAST 90 DAYS IS INSPECTOR ESTIMATE, PILOT DID NOT PROVIDE THAT INFORMATION, AND PILOT LOGBOOKS WERE BURNED IN AIRCRAFT FIRE. 20000529040739A (.19) ON MAY 29, 2000, ABOUT 1330 EASTERN DAYLIGHT TIME, A SCHWEIZER SGS 2-33A GLIDER, N1225S, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT THE STERLING AIRPORT (3B3), STERLING, MASSACHUSETTS. THE STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE STUDENT PILOT, HE TOOK OFF FROM 3B3 AND WAS TOWED TO AN ALTITUDE OF 2.700 FEET. HE REPORTED THE WEATHER WAS "FAIRLY CLOUDY", AND HE "COULD NOT FIND ANY LIFT." AFTER APPROXIMATELY 15 MINUTES, THE PILOT RETURNED TO THE AIRPORT AND PERFORMED TWO 360 DEGREE TURNS TO ENTER A RIGHT TRAFFIC PATTERN FOR RUNWAY 16. AT AN ALTITUDE OF 1,200 FEET ABOVE THE GROUND, THE PILOT NOTICED THE GLIDER WAS HIGHER THAN IT SHOULD BE. AT THE MIDFIELD POINT, ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN, THE GLIDER WAS 1,000 FEET ABOVE THE GROUND, AND THE PILOT EXTENDED THE SPOILERS. THE BASE LEG OF THE TRAFFIC PATTERN WAS PERFORMED ABOUT 700 FEET ABOVE THE GROUND. WHEN THE GLIDER WAS TURNED ONTO THE FINAL APPROACH, THE RIGHT WING WAS KEPT DOWN AND LEFT RUDDER WAS APPLIED TO INITIATE A SLIP. THE STUDENT PILOT FURTHER STATED, "I DIDN'T FE EL THE USUAL VIBRATIONS OR HEAR THE USUAL NOISE THAT I'M USED TO HEARING WHEN I SLIP THE AIRPLANE." HE ROLLED THE GLIDER LEVEL FOR A MOMENT, AND THEN ENTERED THE SLIP AGAIN. AFTER FLYING PAST "10-20%" OF THE 3,010 FOOT LONG RUNWAY, THE PILOT FELT THE SLIP WASN'T WORKING, AND STRAIGHTENED OUT THE GLIDER. THE GLIDER TOUCHED DOWN "90% DOWN THE RUNWAY," AND THE PILOT REALIZED HIS SPEED WAS TOO FAST. THE GLIDER BECAME AIRBORNE AGAIN, TURNED TO THE RIGHT, AND TOUCHED DOWN A SECOND TIME ON A ROAD LOCATED ABOUT 10 FEET BELOW THE RUNWAY ELEVATION. THE GLIDER PROCEEDED THROUGH AN EMBANKMENT AND HIT SEVERAL ROAD SIGNS WITH BOTH WINGS, BEFORE TURNING 180 DEGREES AND COMING TO REST. THE PILOT STATED THAT THE WINDS WERE NOT A FACTOR IN THE ACCIDENT. HE REPORTED THAT A CHECK OF THE WIND SOCK BEFORE TAKEOFF REVEALED IT WAS "BARELY OFF THE POLE." THE PILOT ADDITIONALLY STATED THE REASON FOR THE ACCIDENT WAS AN "INEFFECTIVE SLIP." A FEDERAL AVIATION ADMINISTRATION INSPECTOR WHO EXAMINED THE GLIDER, REPORTED THAT THE SKID MOUNT UNDER THE NOSE WAS BROKEN, THE TAILWHEEL WAS BROKEN, AND BOTH WINGS DISPLAYED IMPACT DAMAGE. THE WINDS REPORTED AT 1354, AT AN AIRPORT 10 MILES AWAY, WERE FROM 090 DEGREES AT 9 KNOTS. (.4) THE PILOT ENTERED A RIGHT TRAFFIC PATTERN FOR RUNWAY 16. AT THE MIDFIELD POINT, ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN, THE GLIDER WAS 1,000 FEET ABOVE THE GROUND, AND THE PILOT EXTENDED THE SPOILERS. THE BASE LEG OF THE TRAFFIC PATTERN WAS PERFORMED ABOUT 700 FEET ABOVE THE GROUND. WHEN THE GLIDER WAS TURNED ONTO THE FINAL APPROACH, THE RIGHT WING WAS KEPT DOWN AND LEFT RUDDER WAS APPLIED TO INITIATE A SLIP. THE PILOT DETERMINED THE SLIP WAS INEFFECTIVE, ROLLED THE GLIDER LEVEL FOR A MOMENT, AND THEN ENTERED THE SLIP AGAIN. THE GLIDER TOUCHED DOWN '90% DOWN THE RUNWAY,' AND TRAVELED OFF THE END. THE GLIDER BECAME AIRBORNE AGAIN, TURNED TO THE RIGHT, AND TOUCHED DOWN A SECOND TIME ON A ROAD. THE GLIDER IMPACTED SEVERAL ROAD SIGNS WITH BOTH WINGS, BEFORE TURNING 180 DEGREES AND COMING TO REST. THE PILOT STATED THAT THE REASON FOR THE ACCIDENT WAS AN 'INEFFECTIVE SLIP.' (-23) STUDENT PILOT ENTERED THE TRAFFIC PATTERN NORMALLY. AT MID POINT ON THE DOWNWIND HE RECOGNIZED THAT HE WAS HIGH BUT TOOK NO ADDITIONAL ACTION TO CORRECT HIS ALTITUDE. AFTER TURNING A HIGH FINAL HE ENTERED AN INEFFECTIVE SLIP AND FAILED TO CONFIRM SPOILER DEPLOYMENT. HIS LACK OF TIMELY CORRECTIVE ACTIONS SUCH AS SPOILERS, TURNS, OR SLIPS LED TO A TOUCHDOWN WITH INSUFFICIENT RUNWAY REMAINING. THE AIRCRAFT CONTINUED BEYOND THE AIRFIELD, STRIKING TREES AND SIGNS BEFORE STOPPING. 20000530004349A (-23) N10GX DEPARTED RUNWAY 12R AT KVCT. WITNESSES STATED THAT THE AIRCRAFT WAS CLIMBING AT WHAT APPEARED TO BE AN HIGHER THAN NORMAL PITCH UP ATTITUDE. THE AIRCRAFT THEN BEGAN AN EARLY RIGHT TURN TO DOWNWIND AT AN APPROXIMATE ALTITUDE OF 100 FEET. THE AIRCRAFT THEN APPEARED TO ENTER A STALL AND SPIN BEFORE IMPACTING THE GROUND AT APPROXIMATELY AN 45 DEGREE NOSE LOW ATTITUDE. (.4)THE AIRPLANE DEPARTED FROM RUNWAY 12R, CLIMBED TO 100 FEET AGL, PITCHED NOSE-UP AND INITIATED A 'SHORT RIGHT TURN TO DOWNWIND.' DURING THE TURN, THE AIRPLANE'S 'RIGHT WING DROPPED VIOLENTLY,' THE NOSE PITCHED DOWN AND SUBSEQUENTLY, THE AIRPLANE IMPACTED THE GROUND. A WITNESS REPORTED THAT THE ENGINE APPEARED TO BE RUNNING NORMALLY PRIOR TO THE ACCIDENT. 20000530005589A (-23) WHILE CONDUCTING AGRICULTURAL AIRCRAFT OPERATIONS THE PILOT FAILED TO MAINTAIN CONTROL OF THE AIRCRAFT. HE STATED THAT IN TURN (REPOSITIONING FOR ANOTHER SWATH RUN). "THE AIRCRAFT SHOOK VIOLENTLY AND BEGAN TO STALL. IT MUSHED IN." HE CONSIDERED 'DENSITY ALTITUDE' AS AN ATTRIBUTING FACTOR. HE PILOT WAS UNABLE TO RECOVER THE STALL BEFORE STRIKING THE GROUND AND CAREENING OUT OF CONTROL INTO NEARBY TREES. THE PILOT REPORTED NO MECHANICAL ANOMALIES WITH THE AIRCRAFT. 20000530009559A (-23) WHILE DOING TOUCH-N-GOES, AT APA, N8303P WAS ADVISED BY APA TOWER THAT HIS GEAR WAS NOT DOWN. N8303P ATTEMPTED A GO-AROUND BUT WAS TOO LOW AND SLOW. A/C SETTLED ONTO GROUND, JUST LEFT OF THE RUNWAY WITH SUBSTANTIAL DAMAGE. PIC TODD ANGUISH WAS GIVING MULTI-ENGINE INSTRUCTION TO KEITH HAINES.^PRIVACY DATA OMITTED^ 20000530010019A (-23) SEE ATTACHED REPORT. ON MAY 30, 2000, ABOUT 18:59 EASTERN DAYLIGHT TIME, A PIPER CHEROKEE, PA-28-161, N4319U, ATTEMPTED AN EMERGENCY LANDING IN A FIELD AND STRUCK TELEPHONE COMMUNICATION LINES FORCING THE AIRCRAFT TO WHIP 180 DEGREES AROUND AND MAKE ABRUPT CONTACT WITH THE GROUND. THE ACCIDENTSITE WAS LOCATED NEAR A RESIDENTIAL AREA IN MONROE TOWNSHIP, WILLIAMSTOWN, NJ. THE AIRPLANE WAS OPERATED BY A PRIVATE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND A POST ACCIDENT FIRE WAS QUICKLY EXTINGUISHED BY THE LOCAL COMMUNITY FIRE DEPARTMENT. THE PRIVATE PILOT RECEIVED MINOR INJURIES. THERE WERE TWO PASSENGERS ON BOARD THAT WERE NOT INJURED. ALL OCCUPANTS WERE A BLE TO EVACUATE ON THEIR OWN. THE FLIGHT ORIGINATED FROM CAMDEN COUNTY AIRPORT (19N), BERLIN, NJ EN ROUTE TO BADER FIELD (AIY), ATLANTIC CITY, NJ. THE PILOT STATED THAT ABOUT 8 MINUTES INTO THE FLIGHT AT APPROXIMATELY 2000 FT. MSL, HE HAD NOTICED THE ENGINE OIL LIGHT FLICKER AND THEN REMAIN ILLUMINATED. HE IMMEDIATELY INITIATED A TURN BACK TO THE DEPARTURE AIRPORT WHEN THE ENGINE BEGAN TO VIBRATE AND LOSE POWER. HE COMPLETED HIS EMERGENCY CHECK LIST AND ATTEMPTED TO MAKE A FORCED LANDING IN THE FIRST OF TWO ALFALFA FIELDS, BUT OVER SHOT THE FIRST FIELD AND CAME INTO CONTACT WITH PHONE LINES JUST PRIOR TO REACHING THE SECOND FIELD. SUBSEQUENT INVESTIGATION REVEALED THAT THE ENGINE OIL QUICK DRAIN HAD PREMATURELY VIBRATED LOOSE, THUS CAUSING THE ENGINE TO LOOSE ALL OIL CONTENTS. THE AIRCRAFT WAS TOTALLY DESTROYED. 20000530011509I (-23) DURING TRANSITION FROM A HOVER TO A LANDING, PILOT ENCOUNTERED A WIND SHEAR. HELICOPTER SETTLED TO THE GROUND ON THE RIGHT SKID. 20000530012459A (-23) THE A/C WAS OBSERVED BY A TOWER CONTROLLER ON THE UPSIND LEG FOLLOWING A TOUCH AND GO LANDING ON RWY 19, TO CLIMB TO APPROX. 200 FEET THEN WHEN NEAR THE DEPARTURE END OF THE RUNWAY, THE A/C WAS OBSERVED TO BANK TO THE LEFT, PITCH NOSE DOWN, THEN THE TOWER CONTROLLER LOST SIGHT DUE TO OBSTRUCTIONS. A WITNESS NEAR THE ACCIDENT SITE REPORTED HEARING THE ENGINE SPUTTERING AND ANOTHER WITNESS REPORTED THAT THERE WAS NO ENGINE SOUND DURING THE DESCENT. THE CRASH SITE WHICH WAS ON PROPERTY LEASED TO THE SMYRNA MUNICIPAL GOLF COURSE, WAS LOCATED APPROX 1,100 FEET SOUTH-SE FROM THE DEPARTURE END OF RWY 19. (.4) TWO DAYS BEFORE THE ACCIDENT, THE CFI AND PILOT-RATED LEFT SEAT OCCUPANT WERE UNABLE TO KEEP THE ENGINE RUNNING AFTER STARTING BEFORE A FLIGHT; THE FUEL SELECTOR VALVE WAS FOUND IN THE "OFF" POSITION. THE AIRPLANE WAS FLOWN BETWEEN THEN AND THE ACCIDENT DATE 1.5 HOURS WITH NO MAINTENANCE OR DISCREPANCIES NOTED. THE PILOT-RATED OCCUPANT WAS NOTIFIED OF THE FUEL SELECTOR FINDING BEFORE THE ACCIDENT FLIGHT AND OFFERED TO BE CHECKED OUT; HE REFUSED. THE ENGINE QUIT AFTER STARTING ON THE ACCIDENT DATE BUT WAS RESTARTED. A WITNESS SAW CONFUSION ON THE LEFT SEAT OCCUPANTS FACE WHILE LOOKING AT THE ENGINE GAUGES FOLLOWING THE ENGINE QUITTING. HE ALSO SAW HIM MOVING THE FUEL SELECTOR HANDLE. DURING CLIMBOUT FOLLOWING A TOUCH-AND-GO LANDING, WITNESSES HEARD THE ENGINE SPUTTERING AND OBSERVED THE AIRPLANE ROLL TO THE LEFT AND PITCH NOSE DOWN. BROWNING OF GRASS FORWARD OF EACH WING FUEL TANK WAS NOTED; 4 GALLONS OF FUEL DRAINED FROM THE RIGHT FUEL TANK. EXAMINATION OF THE ENGINE AND FLIGHT CONTROLS REVEALED NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. APPROXIMATELY 2 OUNCES OF FUEL WERE FOUND IN THE CARBURETOR BOWL; THE FLEXIBLE HOSE FROM THE ENGINE DRIVEN FUEL PUMP TO THE CARBURETOR WAS DRY. THE FUEL SELECTOR VALVE WAS FOUND NOT IN A DETENT BUT NEAR ONE OF THE "OFF" POSITIONS. THE ARROW ON THE FUEL SELECTOR HANDLE WHICH POINTS TO THE TANK SELECTED WAS FOUND TO BE PAINTED RED CONTRARY TO THE ENGINEERING DRAWING. FUEL SELECTOR HANDLES FROM AIRPLANES FLOWN BY THE PILOT-RATED LEFT SEAT OCCUPANT CONSISTED OF THE LONGER END POINTING TO THE TANK SELECTED. THE PILOT-RATED LEFT SEAT OCCUPANT AND CFI HAD NO RECORDED FLIGHT EXPERIENCE IN THE AIRPLANE. IMPACT SIGNATURES ON THE CO-PILOT'S CONTROL COLUMN CORRELATE TO A RIGHT ROLL AND AFT ELEVATOR INPUT. 20000530017619I (-23)ON 5/21/2000 1630 PDT N647JM A VELOCITY SL WAS ON CLIMB OUT WHEN THE LEFT CABIN DOOR DEPARTED THE AIRCRAFT. THE DOOR LANDED IN A GRASS FIELD RESULTING IN NO GROUND DAMAGE. THE PILOT DECLARED AN EMERGENCY AND RETURNED TO THE AIRPORT. ^PRIVACY DA^ STATED THAT HE HAD BEEN TAXING WITH THE DOOR OPEN AND WAS IN THE PROCESS OF USING A NEW CHECK LIST. HE ALSO STATED THAT GROUND CONTROL HAD HIM TAXI DOWN THE ACTIVE RUNWAY. ^PRIVACY DA^ FELT THAT WHILE RUNNING THE CHECK LIST AND WATCHING FOR TRAFFIC ON THE ACTIVE RUNWAY HE HAD NEGLECTED TO LATCH THE CABIN DOOR ALL THE WAY. RESULTING IN THE DOOR BEING TORN FROM THE AIRCRAFT ON CLIMB OUT. 20000530032979I (-23)ON CLIMB OUT FROM OFP, PILOT HAD FIRE IN RIGHT ENGINE. PILOT SHUT DOWN ENGINE, FEATHERED PROPELLER, AND RETURNED TO OFP. AIRCRAFT LANDED WITHOUT INCIDENT AT OFP. FIRE WENT OUT WITH ENGINES SHUT DOWN. NUMBER THREE (3) CYLINDER HAD HOLE IN ROCKER BOX COVER. OIL LEAK WAS SOURCE OF FIRE. ^PRIVACY DATA OMITTED^ 20000530033289I (-23)AIRCRAFT WAS DIVERTED BECAUSE CREW REPORTED SMOKE IN THE COCKPIT. NO INJURIES OR DAMAGE OCCURRED IN THE PRECAUTIONARY LANDING AT AMARILLO TX. THE SMELL OF SMOKE DISAPPEARED BEFORE LANDING AND NO SOURCE WAS FOUND DURING POSTFLIGHT INSPECTION. THE CREW DECIDED THAT THE SMOKE HAD FILTERED INTO THE AIRPLANE FROM A FOREST FIRE THEY OVERFLEW. THERE WAS NO EMERGENCY EVACUATION OF THE AIRCRAFT. THE FOREIGN AIRCARRIER DID NOT HAVE CONTACT MAINTENANCE AT THE AIRPORT THEY DIVERTED TO, AND THEY DETERMINED THAT THEY DID NOT REQUIRE A MAINTENANCE INPSECTION BEFORE THE DISPATCH RELEASE. THE PMI FOR THIS FOREIGN AIRCARRIER IS CONCERNED THAT THERE IS NOT ADEQUATE PROVISIONS FOR MAINTENANCE WHEN THE AIRCRAFT IS OPERATING IN THE UNITED STATES. 20000530033329I (-23)PRESSURIZATION DIFFICULTIES CAUSED THE RJ-145 AIRCRAFT TO DECLARE AN EMERGENCY AS THEY REACHED 17,000 FEET MSL AND RETURN TO MIDLAND AIRPORT. THERE WERE NO INJURIES OR DAMAGE DURING THE LANDING AND THEY RETURNED TO THE GATE WHERE THERE WAS NO NEED TO EVACUATE THE AIRPLANE. THERE WAS A 2.5 HOUR DELAY WHILE MAINTENANCE REPAIRED THE MAIN HATCH GAP SEAL WHICH HAD A CUT IN IT. THE FLIGHT WAS RELEASED FOR A 1030 PM DEPARTURE. LBB FSDO ISW 1320000021. 20000530033789I (-23)PILOT STATES THAT SHE MADE HARD LANDING AT GVL AND AIRCRAFT LEFT RWY AND MINOR DAMGE WAS DONE TO LT. WING. MECH INSPECTED A/C AND PILOT CONTINUED INTENDED FLIGHT. 20000530034009A (.4)DURING THE AERIAL APPLICATION OF FERTILIZER ON A RICE FIELD, THE 'ENGINE LOST POWER AND STARTED BLOWING SMOKE.' OIL COVERED THE WINDSHIELD AND PORTIONS OF THE AIRFRAME. THE PILOT DUMPED THE HOPPER LOAD AND INITIATED A FORCED LANDING TO THE AIRSTRIP; HOWEVER, THE AIRPLANE IMPACTED TERRAIN APPROXIMATELY 200 FEET SHORT OF THE RUNWAY. DURING THE FORCED LANDING, THE AIRPLANE CLEARED A LEVEE, STRUCK THE GROUND, SPUN AROUND AND CAME TO REST. THE OPERATOR STATED THAT THE SUPERCHARGER SEAL FAILED. 20000531007439A (-23) THE PILOT COULD NOT RECALL THE EVENTS LEADING UP TO THE CRASH. WITNESS STATED THE AIRCRAFT WAS MAKING LOW APPROACHES AND IT APPEARED HE OVERSHOT THE RUNWAY. THEN HE REACHED THE END OF THE RUNWAY, THE AIRCRAFT PULLED UP AND BANKED SHARPLY TO THE RIGHT, CLIPPED A PINE TREE WITH THE RIGHT WING AND CRASHED APPROX. 200 YARDS FROM THE INITIAL IMPACT SITE. THE PILOT SUSTAINED SERIOUS INJURIES AND WAS AIR EVACUATED FROM THE SITE. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. 20000531010959A (-23) WHILE REPOSITIONING FOR TAKE OFF, HELI TAIL STINGER CAME INTO CONTACT WITH SAFETY APRON AND A/C PITCHED UP WITH THE APPLICATION OF POWER. AT A NEAR VERTICAL ATTITUDE THE A/C FELL APPROX. 25 FEET ONTO TWO CREW BOATS MOORED BELOW AND WAS DEMOLISHED. 20000531011249A (-23)^PRIVACY DATA OMIT^AN INSTRUCTOR FOR THE FLIGHT SCHOOL AT PALM SPRINGS, LOCATED AT PALM SPRINGS AIRPORT, PALM SPRINGS, CA, WAS RETURNING FROM THERMAL AIRPORT, THERMAL, CA, WITH HIS STUDENT^PRIVACY DATA OMITTED^ AN ITALIAN CITIZEN, WITH INTENTION TO LAND AT PALM SPRINGS. ^PRIVACY ^WAS INSTRUCTING IN A CESSNA 152, N5538M, AND HAD RECEIVED PERMISSION FROM THE PALM SPRINGS TOWER TO LAND ON RUNWAY 13R. ON FINAL APPROACH TO RUNWAY 13R, THE TOWER ASKED^PRIVACY ^TO PERFORM S TURNS IN ORDER TO GIVE A FALCON, THAT WAS LANDING ON THE RUNWAY, MORE TIME FOR THEIR DEPATURE. SEVERAL WITNESSES REPORTED OBSERVING THE AIRCRAFT MAKE AN ABRUPT LEFT TURN AT 250 TO 300 FEET ABOVE GROUND LEVEL (AGL). THIS TURN CONTINUED FOR 360 OR 720 DEGREES OF ROTATION, THEN NOSE DROPPED ANT THE AIRCRAFT DOVE TO THE GROUND. THE AIRCRAFT IMPACTED ON A RESIDENTAIL STREET ONE EIGHTH OF A MILE OFF THE END OF RUNWAY 13R. ^PRIVACY DATA OMITTED^ THE SOLO OCCUPANTS, RECEIVED FATAL INJURIES. NO CORRECTIVE ACTION PLANNED FOR THE PILOT SINCE HE WAS FATALLY INJURED. (.4)WHILE ON BASE LEG TURNING TO FINAL APPROACH AT THE DESERT AIRPORT, THE INSTRUCTIONAL FLIGHT WAS AUTHORIZED BY THE AIR TRAFFIC CONTROL TOWER TO PERFORM S-TURNS FOR SPACING DUE TO ANOTHER AIRCRAFT STOPPED IN POSITION ON THE RUNWAY AND STARTING THE TAKEOFF ROLL. WITNESSES OBSERVED THE AIRCRAFT'S WINGS ROCK STEEPLY RIGHT AND LEFT AND THEN THE AIRCRAFT DOVE NOSE-FIRST TO THE GROUND FROM ABOUT 250 FEET AGL. THE RECENTLY CERTIFICATED FLIGHT INSTRUCTOR HAD WORKED AS AN INSTRUCTOR FOR ABOUT 1 MONTH AND HAD 363 TOTAL FLIGHT HOURS. THE FLIGHT WAS THE STUDENT'S FIRST FIXED-WING AIRCRAFT INSTRUCTIONAL FLIGHT, ALTHOUGH HE HAD ABOUT 60 HOURS EXPERIENCE IN HELICOPTERS AND THE FOREIGN EQUIVALENT OF A PRIVATE PILOT CERTIFICATE. WITNESSES SAID THAT SURFACE WIND VARIES GREATLY IN THE AREA NEAR THE ACCIDENT SITE. TWO WITNESSES, ONE LOCATED 1/2 BLOCK SOUTH OF THE ACCIDENT SITE AND THE OTHER LOCATED TWO BLOCKS EAST OF THE ACCIDENT SITE, REPORTED THE SURFACE WIND WAS CALM. A THIRD WITNESS, LOCATED TWO BLOCKS NORTH OF THE ACCIDENT SITE, REPORTED THE WIND WAS BLOWING ABOUT 40 KNOTS. THIS THIRD WITNESS REPORTED THAT WHEN SHE ARRIVED AT THE ACCIDENT SITE, SOON AFTER IT HAPPENED, AND GOT OUT OF HER CAR, THE WIND BLEW HER HAT OFF AND ACROSS THE STREET. TEN MINUTES LATER THE WIND SOPPED AND IT BECAME COMPLETELY STILL. AT THE AIRPORT, ABOUT 1 MILE SOUTHEAST OF THE ACCIDENT LOCATION, THE SURFACE WIND REMAINED LESS THAN 12 KNOTS IN THE PERIOD FROM 2 HOURS BEFORE THE ACCIDENT TO ABOUT 2 HOURS AFTER IT. SEVERAL PILOTS REPORTED THAT WIND SHEAR IS COMMON IN THE AREA DUE TO TERRAIN INDUCED EDDIES FROM NEARBY MOUNTAINS. THE AIRPORT DID NOT HAVE A LOW-LEVEL WIND SHEAR ALERT SYSTEM. ONE WITNESS REPORTED THE ENGINE WAS 'SPUTTERING' AND ANOTHER SAID IT WAS SILENT; HOWEVER, AT THE ACCIDENT SITE THE PROPELLER EXHIBITED DEEP LEADING EDGE DAMAGE, TORSIONAL TWISTING, AND CHORDWISE STRIATIONS ON THE FRONT FACE. NO MECHANICAL ANOMALIES WERE FOUND. 20000531011779A (-23) ENGINE TURBOCHARGER AND SCAVENGER PUMP FAILED CAUSING A LOSS IN ENGINE OIL, AND POWER. PILOT DECIDED TO MAKE AN EMERGENCY LANDING DUE TO THE SMOKE FROM THE TURBO ENTERING THE CABIN. PILOT ATTEMPTED TO LAND DOWN WIND, HIGH, FAST, AND SHOT THE RUNWAY. A/C OVER TURNED 1000 FT. BEYOND THE RUNWAY. 20000531012979A (-23) FLIGHT WAS REPORTED TO BE AN EVALUATION OF A NEW HIRE. A/C DEPARTED FROM GREAT FALLS TO BILLINGS. THEY REPORTED INABILITY TO CLIMB BECAUSE OF SEVERE ICING AND REQUESTED RETURB TO GTF. THE A/C WAS LOST BY RADAR BY ATC AT 1728L. 20000531013379A (-23) ON MAY 31 THE CFI, WITH A STUDENT, WAS CONDUCTING TOUCH AND GO MANUEVERS ON 25L AT LONG BEACH AIRPORT. ON THE THIRD TIME AROUND CONTROL OF THE AIRCRAFT WAS LOST AND THE AIRCRAFT DEPARTED RUNWAY 25L TO THE RIGHT LEAVING SIDE LOADING SKID MARKS ON THE RUNWAY. UPON ENTERING THE DIRT THE NOSE GEAR COLLAPSED, AND THE AIRPLANE SKIDDED A LITTLE FURTHER THEN NOSED OVER ON TO THE AIRCRAFTS BACK. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. 20000531017779I (-23)ACCORDING TO THE PILOT, ^PRIVACY DATA O^ AND A WITNESS ON THE GROUND, THE AIRCRAFT MADE A NORMAL APPROACH TO GOOD CONDITION. THE MAIN GEAR TOUCHED DOWN FIRST, THEN THE NOSE GEAR TOUCHED DOWN AND ALL THREE GEARS COLLAPSED. THE AIRCRAFT LEFT THE RIGHT SIDE OF RUNWAY 18 AND CONTINUED IN THE GRASS, COMING TO REST JUST EAST OF THE TAXIWAY WITH THE RIGHT WING HANGING OVER THE TAXIWAY ABOTU TWO FEET. MINOR DAMAGE TO BOTH PROPELLERS, BELLY OF THE AIRCRAFT, THE RIGHT AND LEFT FLAPS AND LANDING GEAR. 20000531032109I (-23)ON MAY 31, 2000, AT 1500 EST, A BE-1900-C, N1515GA, OPERATED GULF STREAM INTERNATIONAL, WAS INBOUND TO TPA, LANDING GEAR WAS SELECTED BUT WOULD NOT EXTEND. SEVERAL ATTEMPTS WERE MADE TO EXTEND THE GEAR WITH NO SUCCESS. THE LANDING GEAR WAS MANUUALLY EXTENDED DOWN AND LOCKED AND A VISUAL CHECK OF THE GEAR WAS ACCOMPLISHED PRIOR TO LANDING. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. SUBSEQUENT INVESTIGATION FOUND THE LANDING GEAR CONTROL HANDLE WAS SHORTED INTERNALLY. LANDING GEAR CONTROL HANDLE REMOVED AND REPLACED, SYSTEM OPERATIONAL CHECK COMPLETED AND TEST FLIGHT PERFORMED. 20000531032549I (-23)ON GO AROUND THE RIGHT FLAP FULLY RETRACTED AND THE LEFT FLAP STOPPED AT APPROX. 30 DEGREES AND THE SYSTEM FAILED IN THAT POSITION. INVESTIGATION REVEALED THAT THE LEFT, LOWER, OUTBOARD ROLLER ASSY. FAILED JAMMING THE SYSTEM. THE ROLLORS WERE LAST REPLACED ON 04/04/90 AND HAVE A TOTAL TIME IN SERVICE OF 5008.2 HOURS. 20000531033229I (-23)ON MAY 31, 2000, AT 2145 LOCAL TIME, ^PRIVACY DATA OMI^,THE PILOT IN COMMAND AND SOLE OCCUPANT OF N9236V, A PIPER PA32R-301, EXPERIENCED LANDING GEAR EXTENSION PROBLEMS WHILE APPROACHING THE NORTH MYRTLE BEACH,SC (CRE) AIRPORT. ON LANDING THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE AIRCRAFT SUSTAINED MINOR DAMAGE. THE PILOT WAS NOT INJURED. EVALUATION OF THE AIRCRAFT REVEALED A HYDRAULIC LEAK AT RIGID LINE B-NUT BENEATH THE HYDRAULIC POWER PACK WHICH DEPLETED THE HYDRAULIC RESERVIOR. 20000531033399I (-23)ON MAY 31, 2000 AT APPROXIMATELY 745 AM LOCAL TIME, N3105E, AN AYERS-S2-RT34RE, PILOTED BY ^PRIVACY DATA OMITTED^ , EQUIPPED WITH AGRICULTURE DISPENSING EQUIPMENT, WAS RELOCATED BACK TO THE FIELD TO DISPENSE THE REMAINING LIQUID. ^PRIVACY DAT^ STATED THAT THE AIRCRAFT WAS DESCENDING A LITTLE QUICKER THAN USUAL AND BEFORE HE COULD REACT THE AIRCRAFT WAS BETWEEN HIGH WIRES, IT WAS THEN HE FELT THE AIRCRAFT STRIKE ONE OF THE WIRES. ^PRIVACY DAT^THEN STATED HE FLEW THE AIRCRAFT BACK TO HOME BASE WITHOUT ANY DIFFICULTY. INSPECTION OF THE AIRCRAFT AFTER LANDING REVEALED ONE TO THE PROPELLERS DAMAGED, THE PROPELLER SPINNER DENTED AND THE RIGHT WING HAD SCRATCHES. 20000531035369I (-23) PILOT WAS CONCLUDING A SERIES OF TOUCH AND GO LANDINGS AT GILLESPIE FIELD, EL CAJON, CALIFORNIA. FOLLOWING FINAL FULL STOP LANDING, AS AIRPLANE DECELERATED, A GUST OF WIND BEGAN TO LIFT LEFT WINGTIP. PILOT, WITH A TOTAL EXPERIENCE LEVEL OF 30 HOURS IN TAILWHEEL AIRPLANES,LOST CONTROL AND AIRCRAFT GROUNDLOOPED, COMING TO A STOP OFF THE RUNWAY AND DAMAGING AN AIRPORT RUNWAY DIRECTIONAL SIGN. INVESTIGATION CLOSED. NO FURTHER ACTION RECOMMENDED. 20000531039809A (-23)MODERATE WINDS DURING HIGH SPEED TAXI, NO INTENT TO FLY. AIRCRAFT BECAME AIRBORNE AND UPON LANDING PILOT LOST CONTROL, AIRCRAFT VEERED TO LEFT, EXITED RUNWAY AND CAME TO STOP IN A DITCH. RIGHT WING, LEFT MAIN GEAR DAMAGED, AND PROP STRIKE (BROKEN). (.4)ON MAY 31, 2000, AT 1232 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL HILYARD DRAGONFLY, N22EX, VEERED OFF THE RUNWAY DURING LANDING AT THE GENERAL WILLIAM J. FOX AIRFIELD, LANCASTER, CALIFORNIA. THE PERSONAL FLIGHT, OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91, BY THE OWNER/BUILDER, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM THE AIRPORT AT 1130. THE AUTOMATED WEATHER REPORTING STATION ON THE FIELD RECORDED THE WINDS FROM 240 DEGREES AT 12 KNOTS WITH GUSTS TO 14 KNOTS. THE PILOT STATED THAT HE WAS ACCOMPLISHING A SERIES OF HIGH-SPEED RUNWAY TAXI TESTS TO VERIFY OPERATION OF A NEW WHEEL/BRAKE INSTALLATION. A GUST OF WIND CAUSED THE AIRPLANE TO BECOME AIRBORNE IN GROUND EFFECT AND VEER TO THE RIGHT OF THE CENTERLINE. DUE TO THE INSUFFICIENT RUN WAY LENGTH REMAINING, FULL POWER WAS ADDED. THE PLANE DEPARTED GROUND EFFECT AND CLIMBED OUT. THE PILOT ENTERED THE TRAFFIC PATTERN AND MADE A NORMAL APPROACH TO LAND. THE PILOT STATED THAT DURING THE APPROACH FOR LANDING THE AIRPLANE WAS STRUCK BY ANOTHER GUST OF WIND THAT REDUCED HIS AIRSPEED. HE SAID HE WAS "TOO HIGH AND SLOW," RENDERING THE CANARD PITCH AUTHORITY INADEQUATE. THE AIRPLANE STUCK THE RUNWAY WITH THE CANARD TIP MOUNTED WHEELS, AND THE AIRPLANE PORPOISED DOWN THE RUNWAY THREE TIMES. HE ADDED POWER AFTER THE FIRST BOUNCE TO RESTORE AIRSPEED PRIOR TO THE OCCURRENCE OF THE SECOND BOUNCE. AFTER THE SECOND BOUNCE, HE REDUCED THE AIRSPEED. ON THE THIRD BOUNCE THE AIRPLANE DID NOT RESPOND TO RUDDER INPUTS, DEPARTED THE RUNWAY, AND CAME TO REST ON ITS NOSE BETWEEN THE RUNWAY AND THE TAXIWAY. 20000531041139A (.4) THE AIRPLANE ENTERED THE TRAFFIC PATTERN FOR LANDING ON THE ELEVATED RUNWAY. THE RUNWAY HAD A DISPLACED THRESHOLD DUE TO TALL TREES AT THE APPROACH END. WITNESSES DESCRIBED THE AIRPLANE'S 'ACROBATIC' FLIGHT PATH AS IT FLEW BACK AND FORTH THROUGH THE EXTENDED RUNWAY CENTERLINE, WEAVED THROUGH THE TREES, AND DESCENDED BELOW THE RUNWAY. THE AIRPLANE PITCHED UP, CLIMBED OVER THE LEADING EDGE OF THE RUNWAY, AND STRUCK THE TAIL PRIOR TO THE THRESHOLD BAR. THE AIRPLANE BOUNCED, DEPARTED THE RUNWAY TO THE LEFT, AND OVER FLEW AN AIRPLANE PARKED AT THE HOLD-SHORT LINE FOR THE ACTIVE RUNWAY. THE AIRPLANE CONTINUED TO THE LEFT OF THE LANDING RUNWAY AND CAME TO REST IN WETLANDS APPROXIMATELY 400 FEET BEYOND, AND 1,140 LEFT OF THE DEPARTURE END OF THE RUNWAY. THE PILOT REPORTED HE EXPERIENCED BOTH FULL ENGINE POWER AND THEN A POWER LOSS DURING THE ABORTED LANDING. THERE WAS NO FUEL SPILLAGE AT THE SCENE. A DETAILED EXAMINATION OF THE WRECKAGE REVEALED NO MECHANICAL ANOMALIES. THE LEFT FUEL TANK CONTAINED 32 GALLONS OF FUEL, AND THE RIGHT FUEL TANK CONTAINED 1 GALLON. EACH TANK HAS A 39-GALLON CAPACITY, OF WHICH 1.5 GALLONS IS UNUSABLE. THE FUEL SELECTOR WAS ON THE RIGHT TANK. (-23) PILOT EXECUTED A NON STABILIZED APPROACH TO RUNWAY 11 WITH A RIGHT CROSSWIND. HIS TOUCHDOWN WAS SHORT OF THE DISPLACED THRESHOLD AND NOT ALIGNED WITH THE RUNWAY. HE PORPOISED AND THE CROSSWIND CAUSED A LEFT ROLL AND DRIFT. THE PILOT ADDED POWER TO AVOID HITTING ANOTHER AIRCRAFT ON THE TAXIWAY. HE, PLUS SEVERAL WITNESSES STATED THE ENGINE DIDN'T SOUND OR FEEL LIKE FULL POWER. PILOT FLEW ACROSS OPEN FIELD WHILE RETRACTING GEAR AND FLAPS. HE INCREASED PITCH ATTITUDE TO CLIMB OVER OBSTACLES. AIRCRAFT STALLED, SPUN, AND CARTWHEELED. POWER CONTROL POSITIONS COULD NOT BE DETERMINED DUE TO CRASH FORCES. 20000601005229A (-23) PILOT MADE HARD LANDING, RESULTING IN DAMAGE TO THE A/C FIREWALL. 20000601006469A (-23) WHILE BACK TAXING ON THE RUNWAY AT OAKLEY, KANSAS A VERY STRONG WIND GUST CAUSED THE PLOT TO LOSE DIRECTIONAL CONTROL. THE AIRCRAFT EXITED THE RUNWAY, WHICH RESULTED IN THE IRGHT MAIN LANDING GEAR COLLAPSING. THE RIGHT WING TIP STRUCK THE GORUND, WHICH RESULTED IN DAMAGE TO THE RIGHT WING. 20000601007919A (-23) PILOT LANDED LONG ON A SHORT GRASS FIELD AND FAILED TO STOP THE A/C BEFORE RUNNING OFF THE END OF THE RUNWAY AND IMPACTING TREES. (.4) ON JUNE 1, 2000, ABOUT 1215 CENTRAL DAYLIGHT TIME, A PIPER PA-38-112, N9423T, REGISTERED TO A PRIVATE INDIVIDUAL IMPACTED WITH TREES AFTER LANDING AT HOPPER FIELD NEAR STEENS, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 INSTRUCTIONAL FLIGHT. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE. THE COMMERCIAL-RATED PILOT/CERTIFIED FLIGHT INSTRUCTOR (CFI) REPORTED SERIOUS INJURIES. THE STUDENT PILOT REPORTED NO INJURIES. THE FLIGHT DEPARTED FROM FAYETTE, ALABAMA, AT 1100 EN ROUTE TO STEEN, MISSISSIPPI. ACCORDING TO THE AIRPORT MANAGER, WHO WITNESSED THE ACCIDENT, THE AIRPLANE WAS HIGH AND FAST ON THE APPROACH TO RUNWAY 36, WHICH WAS 1,400 FEET LONG. THE WITNESS SAID THE AIRPLANE LANDED ABOUT HALFWAY DOWN THE RUNWAY, DEPARTED THE END OF THE RUNWAY, AND IMPACTED WITH TREES. THE CFI STATED, "...STUDENT... TURNED BASE LEG I ASSISTED HIM TO FINAL LEG HE WAS FAST AND HIGH. I TOOK OVER THE CONTROL [AND] LANDED [ON THE] FIRST 1/3 [OF THE RUNWAY] BUT I WAS FAST [AND] RAN OUT THE RUNWAY LENGTH." THE STUDENT PILOT STATED, "...THE THIRD APPROACH WAS ALSO 900 FEET, I ASKED FOR A GO OR NO GO, [THE CFI] TOLD ME HE HAD IT I THOUGHT HE WAS GOING TO MAKE A LOWER APPROACH FOR A BETTER LOOK THEN GO AROUND AND LINE UP ON FINAL AT A LOWER ALTITUDE. THE APPROACH SEEMED A LITTLE HIGH, AND A SLIGHT WIND OUT OF THE SOUTH COULD HAVE BEEN A FACTOR. OUR SPEED ON FINAL SEEMED A LITTLE HIGH. INITIAL TOUCHDOWN WAS ABOUT 100-150 FEET FROM THE END OF THE RUNWAY...THE AIRPLANE DEVELOPED LIFT AND FLEW ANOTHER 100 FEET BEFORE TOUCHDOWN. AT THIS POINT [THE CFI] APPLIED THE BRAKES WITH FULL PRESSURE, THEN COMPLETELY LOCKED A FEW SECONDS LATER. SPEED WAS STILL EXCESSIVE AT THIS POINT WITH ONLY 300 FEET OF RUNWAY LEFT...OUR SPEED SEEMED TO BE ABOUT 50-60 MPH." THE FAA INSPECTOR STATED ON HIS REPORT, "...PILOT LANDED LONG ON A SHORT GRASS FIELD AND FAILED TO STOP THE AIRCRAFT BEFORE IMPACTING TREES." 20000601009319A (-23) SEE ATTACHED NTSB PRELIMINARY REPORT. (NARRATIVE FROM NTSB .19) ON JUNE 1, 2000, ABOUT 1005 HOURS MOUNTAIN STANDARD TIME, A CESSNA 414A, N414PS, EXPERIENCED A SUSPECTED PRESSURIZATION MALFUNCTION DURING CRUISE FLIGHT. THE PILOT MADE A PRECAUTIONARY LANDING ON A ROAD IN A HOUSING DEVELOPMENT UNDER CONSTRUCTION NEAR PRESCOTT VALLEY, ARIZONA. DURING ROLLOUT, THE AIRCRAFT COLLIDED WITH OBSTRUCTIONS. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE PILOT AND HIS TWO DOGS WERE NOT INJURED. THE AIRCRAFT WAS BEING OPERATED AS A BUSINESS FLIGHT BY THE OWNER/PILOT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM VAN NUYS, CALIFORNIA AT 0721, WITH AN INTENDED DESTINATION OF LAS VEGAS, NEW MEXICO. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE WAS IN CRUISE FLIGHT AT 13,000 FEET MSL WHEN HE HEARD A LOUD SOUND. HIS EARS "POPPED" AND HIS DOGS BEGAN BARKING. CONCERNED THAT HE HAD LOST PRESSURIZATION, HE LOOKED FOR A SUITABLE LANDING SITE. AFTER SEEING WHAT HE BELIEVED WAS AN AIRPORT BELOW HIM, HE CIRCLED THE FIELD TO THE LEFT AND INITIATED AN APPROACH FROM THE WEST. ON SHORT FIN AL, HE NOTICED A TRUCK PARKED ON THE LEFT SIDE OF WHAT HE BELIEVED WAS A RUNWAY NEAR THE APPROACH END AND LENGTHENED HIS APPROACH, CLEARING THE VEHICLE BY ABOUT 4 OR 5 FEET. JUST PRIOR TO TOUCHDOWN, THE RIGHT WING OF THE AIRCRAFT STRUCK A STREETLIGHT, LOSING ABOUT A 4-FOOT OUTBOARD SECTION OF THE RIGHT WING. THE AIRCRAFT THEN TOUCHED DOWN, BOUNCED, AND TOUCHED DOWN AGAIN, CROSSING AN INTERSECTION, STRIKING A STOP SIGN AND ANOTHER STREETLIGHT. THE AIRCRAFT THEN BEGAN VEERING RIGHT OFF THE PAVED PORTION OF THE ROADWAY, STRIKING AN ELECTRICAL UTILITY BOX WITH OUTBOARD SECTION OF THE EXTENDED LEFT FLAP. THE AIRCRAFT CAME TO A STOP, FACING SOUTH, ABOUT 200 YARDS FROM THE IMPACT POINT. THE PILOT SHUT DOWN THE AIRCRAFT AND DEPLANED HIMSELF AND HIS DOGS WITHOUT FURTHER ASSISTANCE. THE SAFETY BOARD INVESTIGATOR WHO EXAMINED THE AIRCRAFT FOUND THAT A CLAMP ON A HOSE CONNECTING THE PLENUM CHAMBER TO THE UPPER PLENUM HAD SEPARATED. THE REPRESENTATIVES FROM HONEYWELL AND CESSNA OPINED THAT THE ABSENCE OF THE CLAMP COULD HAVE PREVENTED THE PRESSURIZATION SYSTEM FROM MAINTAINING THE DESIRED CABIN PRESSURE. THE PILOT REPORTED TO INVESTIGATORS THAT HE SMOKED ABOUT THREE PACKS OF CIGARETTES PER DAY. THE AIRCRAFT CABIN HAD A STRONG TOBACCO ODOR. THE DOOR SEAL, OUTFLOW VALVE, AND SAFETY VALVE EXHIBITED DARK BROWN TAR-LIKE DEPOSITS. 20000601010699A (-23) AIRCRAFT IMPACTED GROUND DURING FLIGHT FOR NEVADA ANIMAL DAMAGE CONTROL PROGRAM. (.4) ON JUNE 1, 2000, AT 0615 HOURS PACIFIC DAYLIGHT TIME, A PA-18-150, N4872A, COLLIDED WITH TERRAIN WHILE MANEUVERING NEAR AUSTIN, NEVADA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE CERTIFICATED COMMERCIAL PILOT AND HIS PASSENGER RECEIVED MINOR INJURIES. THE AIRCRAFT WAS BEING OPERATED AS A PUBLIC-USE FLIGHT BY THE UNITED STATES DEPARTMENT OF AGRICULTURE, OFFICE OF WILDLIFE SERVICES, WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM THE AUSTIN AIRPORT AT 0600. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR COMPANY FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE HAD BEEN MONITORING AN INCREASE IN THE FUEL BURN RATE OVER A PERIOD OF TIME. HIS NORMAL LEANING PROCEDURE FOR BEST POWER OPERATING FROM 5,800 FEET MEAN SEA LEVEL REQUIRED MORE MIXTURE CONTROL TRAVEL. ON THE DAY OF THE ACCIDENT, IT WAS THE SECOND TIME THAT THE ENGINE HAD FAILED TO RESPOND TO THROTTLE INPUT. THE SUBSEQUENT LOSS OF ENGINE POWER OCCURRED LOW TO THE TERRAIN. POST ACCIDENT EXAMINATION OF THE CARBURETOR REVEALED A BLACK COMPOSITE FLOA T THAT FELT HEAVIER THAN NORMAL. ONE PONTOON EXHIBITED LIGHT DAMAGE TO THE SMOOTH SHELL. THE ENGINE SPARK PLUGS WERE LIGHTLY FUEL SOOTED. ACCORDING TO PRECISION AIRMOTIVE CORPORATION "MANDATORY" SERVICE BULLETIN MSA-1 (REPLACEMENT OF COMPOSITE FLOATS WITH METAL FLOATS), THE TYPE CERTIFICATE HOLDER OF THE CARBURETOR, STATES THAT; "FIELD REPORTS INDICATE THAT COMPOSITE FLOATS MAY BE ABSORBING FLUID AND SINKING," REPLACE THE EXISTING COMPOSITE FLOAT WITH A METAL FLOAT. A SINKING FLOAT MAY RESULT IN DISRUPTION OF FUEL FLOW TO THE ENGINE, PRECISION AIRMOTIVE THEREFORE CONSIDERS THE REPLACEMENT OF COMPOSITE FLOATS WITH METAL FLOATS MANDATORY. COMPLIANCE IS OPTIONAL FOR 14 CFR PART 91 OPERATORS. 20000601010709A (-23) PILOT LANDED ON GRASS STRIP. AFTER ROLL OUT, AT APPROXIMATELY 50 MPH, PILOT LOST CONTROL. A/C SPUN TO THE RIGHT, BOTH MAIN GEAR COLLAPSED. FUEL TANKS BEGAN TO LEAK AND FIRE STARTED. AIRCRAFT TOTALLY DESTROYED. 20000601017009I (-23) NO NARRATIVE AVAILABLE. 20000601017559I (-23)AIRCRAFT DEPARTED TAL FOR FAI LEFT ENG CAUGHT FIRE AT THE TURBO SECTION BECAUSE OF A FAILED GASKET ONTHE OIL FILTER ADAPTER PLATE. AIRCRAFT RETURNED TO TAL & THE FIRE TRUCK MET THEM & PUT OUT THE FIRE IN THE NARCELL. NO INJURYS TO PASS OR PILOT. (.19)ON JUNE 1, 2000, ABOUT 1330 ALASKA DAYLIGHT TIME, A WHEEL EQUIPPED PIPER PA-31-350 AIRPLANE, N3536B, SUSTAINED MINOR DAMAGE AS A RESULT OF AN IN-FLIGHT ENGINE FIRE, ABOUT 20 MILES EAST OF TANANA, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) SCHEDULED BY FRONTIER FLYING SERVICE, FAIRBANKS, ALASKA, AS FLIGHT 5811 TO FAIRBANKS. THE CERTIFICATED AIRLINE TRANSPORT PILOT, AND THE FOUR PASSENGERS ABOARD, WERE NOT INJURED. THE FLIGTH ORIGINATED AT THE TANANA AIRPORT, ABOUT 1315. DURING A TELEPHONE CONVERSION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD INVETIGATOR-IN-CHARGE ON JUNE 1, THE ASSISTANT DIECTOR OF OPERATIONS REPRTED THAT WHILE IN CRUISE FLIGHT A PASSENGER SEATED IN THE REAR PASSENGER COMPARTMENT REPORTED TO THE PILOT THAT THERER WAS BLACK SMOKE AND OIL COMING FROM THE LEFT ENGINE. HE SAID THE PILO SHUT DOWN THE LEFT ENGINE, MADE A 180 DEGREE TURN TI RETURN TO TANANA, AND ALERTED EMERGENCY FIRE CREWS TO STAND BY FOR HIS RETURN. HE SAID THAT UPON ARROVAL IN TANANA, FIRE DEPARTMENT PERSONNEL EXTINHUISHED THE REMAINING FIRE. THE AIRPLANE SUSTAINED DAMAGE TO THE LEFT FLAP, LEFT MAIN LANDING GEAR DOOR, AND LEFT ENGINE NACELLE. 20000601032339I (-23)PILOT DISTRACTED "ELECTRIC TRIM NOT WORKING" FORGOT TO PUT GEAR DOWN. 20000601032719I (-23)ON JUNE 1, 2000, AT 1830 EST, A PIPER AIRCRAFT, PA-31-350, S/N 31-7612078, N65TT, EXPERIENCED FUMES IN THE COCKPIT WHILE INBOUND TO ROCHESTER, NY AIRPORT (ROC) LANDING ON RUNWAY FOUR (4). THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL INSPECTED THE AIRCRAFT AND NOTED FUEL LEAKING FROM THE LEFT WING ROOT AND FOUND A WORN OUT FUEL LINE. THE FUEL LINES ON BOTH LEFT AND RIGHT WINGS WERE REMOVED AND REPLACED IAW PIPER MAINTENANCE MANUAL. THE AIRCRAFT WAS CHECKED FOR LEAKS. OPERATIONAL CHECK WAS GOOD AND AIRCRAFT WAS RETURNED TO SERVICE WITH NO DEFECTS AT THIS TIME. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS NOT DAMAGED AND THERE WAS NOT INJURIES. THE FLIGHT ORIGINATED AT THE LOUISVILLE INTERNATIONAL AIRPORT (SDF) ON JUNE 1, 2000. 20000601033239I (-23)SERVICE BULLETIN ATTACHED IS BEING COMPIED WITH. NTSB IS INVESTIGATING, POC ^PRIVACY DATA OMITTED^ . 20000601036949A (-23) INSTRUCTOR GIVING STUDENT TRAINING, AIRCRAFT HIT OBSTACLE ON APPROACH TO LANDING DAMAGING RIGHT MAIN LANDING GEAR. AIRCRAFT LANDED SHORT OF RUNWAY 20, SKIDDED UPON AND TO RIGHT SIDE OF RUNWAY. 20000601039929A (.4)ON JUNE 1, 2000, AT 0200 CENTRAL DAYLIGHT TIME, A PIPER PA-28-180, N7271W, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN FOLLOWING A LOSS OF ENGINE POWER AFTER TAKEOFF FROM THE RICHARD LLOYD JONES JR. AIRPORT, TULSA, OKLAHOMA. THE PRIVATE PILOT AND THREE PASSENGERS SUSTAINED SERIOUS INJURIES AND ONE PASSENGER SUSTAINED MINOR INJURIES. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY A PRIVATE INDIVIDUAL. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE CROSS-COUNTRY FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS DESTINED FOR THE MEADOW LAKE AIRPORT, COLORADO SPRINGS, COLORADO. ACCORDING TO THE PRIVATE PILOT, ON MAY 31, 2000, HE FLEW THE AIRPLANE FROM COLORADO SPRINGS TO TULSA, ARRIVED AT 2355, AND EXPERIENCED NO ANOMALIES WITH THE AIRPLANE DURING THE FLIGHT. HE MET HIS BROTHER, WHO WAS A CERTIFIED FLIGHT INSTRUCTOR (CFI), AND HIS BROTHER'S THREE CHILDREN UPON ARRIVAL AND PREPARED FOR A RETURN FLIGHT TO COLORADO SPRINGS. ON JUNE 1, 2000, AT 0130 HE TOPPED OFF THE FUEL TANKS WITH 38.24 GALLONS OF 100LL TYPE FUEL FROM A SELF-SERVE FUEL PUMP, ADDED OIL TO BRING THE O IL LEVEL TO 6 QUARTS, AND PREFLIGHTED THE AIRPLANE. HE THEN LOADED HIS BROTHER AND THE CHILDREN INTO THE AIRPLANE, TAXIED TO RUNWAY 01L, PERFORMED A RUN-UP, NOTED NO ANOMALIES, AND DEPARTED. THE PILOT REPORTED THAT THE AIRPLANE WAS CLIMBING THROUGH 1,100 FEET MSL (462 FEET AGL) WHEN "HE NOTICED A HOT SMELL AND FELT THAT SOMETHING WAS WRONG," SUBSEQUENTLY, THE ENGINE LOST TOTAL POWER. THE PILOT SEARCHED FOR A LOCATION TO LAND AND THE CFI COMPLETED THE EMERGENCY PROCEDURES FOR AN ENGINE RE-START; HOWEVER, THE ENGINE DID NOT RE-START. A WITNESS, WHO WAS PILOT-RATED, ADDED THAT DURING THE INITIAL TAKEOFF CLIMB THE ENGINE BEGAN "MISSING BADLY." THE PILOT RELINQUISHED CONTROL OF THE AIRPLANE TO THE CFI AND A FORCED LANDING WAS EXECUTED. DURING THE FORCED LANDING, THE AIRPLANE CONTACTED A TREE AND CAME TO A STOP UPRIGHT BETWEEN A HIGHWAY AND A RIVERBANK. BOTH WINGS SEPARATED FROM THE AIRFRAME AND THE FUSELAGE WAS BUCKLED. A SAMPLE OF FUEL WAS CAPTURED FROM THE RIGHT WING FUEL TANK. IT WAS BLUE AND FREE OF CONTAMINANTS. A FUEL SAMPLE FROM THE LEFT WING FUEL TANK COULD NOT BE CAPTURED DUE TO THE INTEGRITY OF THE TANK HAVING BEEN COMPROMISED DURING IMPACT. A FUEL SAMPLE FROM THE SELF-SERVE PUMP RESERVOIR WAS SENT TO BP OIL COMPANY, CLEVELAND, OHIO, FOR TESTING. ACCORDING TO THE TEST REPORT, THE TEST WAS ACCOMPLISHED IN ACCORDANCE WITH ASTM D-910 AND THE SAMPLE MET "ALL BP OIL MANUFACTURING SPECIFICATIONS." ACCORDING TO THE AIRFRAME LOGBOOK, THE AIRFRAME UNDERWENT ITS LAST ANNUAL INSPECTION ON MAY 4, 1999, AT A TOTAL TIME OF 2,638.00 FLIGHT HOURS. THE TEXTRON LYCOMING O-360-A3A ENGINE (SERIAL NUMBER L-2012-36) UNDERWENT ITS LAST 100-HOUR INSPECTION ON MAY 4, 1999, AT A TOTAL TIME OF 2,638.00 HOURS AND 1,475.00 HOURS SINCE OVERHAUL. THE AIRPLANE HAD ACCUMULATED A TOTAL OF 2679.57 FLIGHT HOURS AND THE ENGINE HAD ACCUMULATED A TOTAL OF 1516.57 HOURS SINCE OVERHAUL, AT THE TIME OF THE ACCIDENT. ADDITIONALLY, NO OPEN MAINTENANCE DISCREPANCIES WERE FOUND IN THE AIRFRAME AND ENGINE LOGBOOKS. THE AIRPLANE AND ENGINE WERE EXAMINED AT AIR SALVAGE OF DALLAS, LANCASTER, TEXAS, BY THE NTSB INVESTIGATOR-IN-CHARGE, AN FAA INSPECTOR, A REPRESENTATIVE FROM TEXTRON LYCOMING, AND A REPRESENTATIVE FROM THE NEW PIPER AIRCRAFT. THE COCKPIT WAS EXAMINED AND THE IGNITION KEY WAS FOUND SEPARATED IN THE IGNITION AND WAS AT THE BOTH POSITION. THE FLAPS WERE IN THE RETRACTED POSITION AND THE COCKPIT FUEL SELECTOR WAS FOUND IN THE LEFT TANK POSITION. THE THROTTLE WAS FOUND IN THE IDLE CUTOFF POSITION, THE MIXTURE WAS IN THE FULL RICH POSITION, AND THE CARBURETOR HEAT CONTROL WAS IN THE OFF POSITION. THE FUEL BOOST PUMP SWITCH WAS IN THE OFF POSITION. THE FUEL LINES FROM EACH WING ROOT TO THE GASCOLATOR WERE PRESSURIZED. THE FUEL SELECTOR WAS ROTATED THROUGH THE RH, LH, AND BOTH POSITIONS, 20000601040149A (.4)ON JUNE 1, 2000, AT 1920 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR AT-301 AGRICULTURAL AIRPLANE, N8886S, IMPACTED THE TERRAIN DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR GARWOOD, TEXAS. THE AIRPLANE, OWNED BY ANF AIR SERVICE, INC., OF GARWOOD, TEXAS, WAS OPERATED UNDER 14 CODE OF FEDERAL REGULATIONS PART 137. THE COMMERCIAL PILOT, SOLE OCCUPANT, WAS FATALLY INJURED, AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE AERIAL APPLICATION FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE LOCAL FLIGHT ORIGINATED FROM A PRIVATE TURF AIRSTRIP APPROXIMATELY 30-45 MINUTES PRIOR TO THE ACCIDENT. THE PILOT HAD DISPENSED HIS LAST LOAD OF FERTILIZER FOR THE DAY ON THE RICE FIELD AND WAS RETURNING TO THE AIRSTRIP, WHEN HE RADIOED TO THE PILOT OF ANOTHER AIRCRAFT THAT HIS AIRPLANE WAS VIBRATING, BUT HE HAD FULL ENGINE POWER. THE OTHER PILOT OBSERVED N8886S AT 150-100 FEET AGL ON A SOUTHWEST HEADING. THIS PILOT FLEW HIS AIRPLANE PAST N8886S HOWEVER, HE DID NOT SEE ANYTHING LOOSE ON THE AIRPLANE. HE TOLD THE PILOT OF N8886S THAT THERE WAS A FARM STRIP ABOUT 1 1/2 MILES WEST OF HIS POSITION. THE PILOT OF N8886S RESPONDED THAT HE "WOULD MAKE IT BACK TO THE HOME STRIP." ABOUT 15 SECONDS LATER, THE PILOT OF N8886S RADIOED "IT QUIT." THE PILOT OF THE OTHER AIRCRAFT OBSERVED N8886S DESCEND AT A 15-20 DEGREE ATTITUDE WITH THE WINGS LEVEL. THE AIRPLANE (N8886S) HIT A DITCH BETWEEN TWO RICE FIELDS. THE AIRPLANE "HIT THE DITCH ENGINE FIRST AND TURNED OVER." THE OBSERVING PILOT REPORTED CLEAR SKIES WITH UNLIMITED VISIBILITY AND A SOUTHWEST WIND OF 8 KNOTS. ACCORDING TO THE OPERATOR, THIS WAS THE PILOT'S FOURTH AERIAL APPLICATION FLIGHT OF THE DAY IN N8886S. THE OPERATOR DID NOT MAINTAIN REFUELING RECORDS FOR THE AIRCRAFT. THE FUELING PERSONNEL RECALLED HAVING FUELED THE AIRCRAFT DURING THE DAY; HOWEVER, THEY DID NOT RECALL THE TIME OF THE LAST REFUELING. 20000601043529A (-23) MR. ON HOTER-SHAY LOST CONTROL OF HIS AIRCRAFT ON THE THIRD LANDING. WEATHER OR WIND WAS NOT A FACTOR. ON THE THIRD LANDING THE AIRCRAFT VEERED OFF THE LEFT OF THE RUNWAY AND STRUCK THE RUNWAY LIGHT. THE AIRCRAFT BOUNCED 3 TIMES AND CROSSED A LARGE DITCH AND CAME TO REST ON THE NOSE AND COLLAPSING THE NOSE GEAR. MR. HOTER-ISHAY STATED THAT HE WAS PROBABLY ATTEMPTING A GO AROUND AND DID NOT CLEAN THE AIRCRAFT UP PROPERLY. 20000601043899A (-23) DURING AERIAL APPLICATION MANEUVERS, AIRCRAFT STRUCK POWER LINES. PILOT REPORTED LOSING SIGHT OF POWER LINES DUE TO SUN GLARE ON WINDSHIELD. 20000601043929A (-23) PILOT FAILURE TO SEE AND AVOID KNOWN OBJECT, TREE. 20000602007789A (-23) UPON DEPARTURE AT MOAB, UT, PILOT LOST DIRECTIONAL CONTROL OF AIRCRAFT DUE TO BRAKING PROBLEMS. AIRCRAFT DEPARTED RUNWAY TO THE LEFT, GROUND LOOPED AND OVER TURNED. NO INJURIES, BUT AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. BRIAN RICHARDSON, MAINTENANCE SUPERVISOR FOR SUNRISE AIRLINES,INSPECTED L/H BRAKE ASSY AFTER THE ACCIDENT AND FOUND IT TO BE DRAGGING, AND ONLY AFTER A SECOND ATTEMPT DID IT FINALLY APPEAR TO ROTATE FREELY. 20000602017809I (-23)AIRCRAFT DEPARTED DALLAS LOVE FIELD @ 0940 HOURS. ON CLIMB, NOTICED INSUFFICIENT POWER FOR ENGINE SETTINGS. RETARDED THROTTLES ONE AT A TIME, CONFIRMED #2 ENGINE FAILED, ALL INSTRUMENTS INDICATING NORMAL. PERFORMED ENGINE SHUT-DOWN, FEATHER PROCEDURES, COMMITTED TO OFF-FIELD LANDING. LANDED AIRCRAFT IN TRINITY RIVER BOTTOMS AT WESTMORELAND ROAD. NO DAMAGE TO AIRCRAFT, NO INJURIES TO CREW OR PASSENGERS. DEBRIEFED PILOT AND COMPANY OBSERVER. 20000602017829I (-23)THE STUDENT PILOT MADE A NORMAL APPROACH AND LANDING TO 1600 FEET LONG GRASS RUNWAY. ON TOUCH DOWN, THE RIGHT MAIN GEAR STRUT BROKE. 20000602018879I (-23)ON JUNE 2, 2000 AT 1408 A CESSNA 210 OPERATED BY ^PRIVACY DATA OMITTEDWAS INVOLVED IN A LANDING INCIDENT DURING A PERSONAL TRANSPORTATION FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED. THE AIRCRAFT'S NOSE GEAR COLLAPSED DURING A HARD LANDING AT MONTEREY PENINSULA AIRPORT. THERE WERE NO INJURIES. THE PILOT HELD A PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT PETALUMA, CA ON JUNE 2, 2000. A WITNESS STATED THAT THE AIRCRAFT "CAME IN VERY FAST AND FLAT". A MECHANIC STATED THAT THE PILOT HAD TOLD HIM THAT HE STALLED THE AIRCRAFT AND MADE A HARD LANDING. THE PILOT SATISFACTORILY PASSED A REEXAMINATION OF HIS COMPETENCE TO HOLS HIS PRIVATE PILOT CERTIFICATE ON AUGUST 17, 2000. 20000602020479I (-23) ON JUNE 2, 2000, AT 2345EST, A SAAB SF-340-B, S/N 340B-266, N266AE, REGISTERED TO AMERICAN EAGLE AIRLINES INC., EXPERIENCED HYDRAULIC FAILURE INBOUND TO SYRACUSE INTERNATIONAL AIRPORT, SYRACUSE, NY. PILOT DECLARED AN EMERGENCY AND AIRPORT CRASH, FIRE AND RESCUE (CFR) EQUIPMENT WAS STANDING BY. AIRCRAFT LANDED ON RUNWAY 28 AND TAXIED TO RAMP WITHOUT FURTHER INCIDENT. MAINTENANCE PERSONNEL FOUND THAT THE NUMBER THREE (3) WHEEL ASSEMBLY INBOARD WHEEL HALVE WAS CRACKED, WHICH DAMAGED THE BRAKE LINES THAT COUSED THE HYDRAULIC RESERVOIR TO BE DEPLETED. MAINTENANCE PERSONNAL REPLACED THE NUMBER THREE (3) AND FOUR (4) WHEEL ASSEMBLY, THE NUMBER THREE (3) BRAKE, AND THE RIGHT INBOARD BRAKE HOSE ASSEMBLY. THE HYDRAULIC SYSTEM WAS SERVICED TO FULL AND CHECKED FOR LEAKS. THE AIRCRAFT WAS RETURNED TO SERVICE WITH NO DEFECTS NOTED AT THIS TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT THE BOSTON LOGAN AIRPORT, BOSTON, MA ON JUNE 2, 2000. 20000602027839I (-23)WHILE CONDUCTING A NORMAL LANDING THE NOSE GEAR COLLAPSED ON LANDING ROLLOUT. THE AIRCRAFT SKIDDED TO A STOP REMAINING ON THE RUNWAY. AS A RESULT THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE NOSE SECTION,NOSE GEAR DOORS AND PROPELLERS. THERE WERE NO INJURIES. 20000602028069I (-23)CFI PILOT STATED THAT THE STUDENT WAS PRACTING HOVERING AT ABOUT 5-10 FEET. SHE HAD A TOTAL OF 5 HOURS OF DUAL INSTRUCTION IN THE HELICOPTER, ABOUT 45 MINTUES PRACTICING HOVERING. CFI, ^PRIVACY DATA OMITTED^ STATED THAT "IT GOT OUT OF WHACK AND INTO AN ABNORMAL ALTITUDE." HE TOOK CONTROLS TO RECOVER BY RAISING COLLECTIVE, BUT "IT DID NOT CORRECT". WITHIN 2-3 SECONDS THE HELICOPTER CAME IN CONTACT WITH THE GROUND AND ROLLED OVER. 20000602029599I (-23)AT 1615 HRS. LOCAL, WHILE ENROUTE FROM MANKATO, MN (MKT), TO LE MARS IA (LRJ), THE PILOT, ^PRIVACY DATA OM^, EXPERIENCED AN INFLIGHT ENGINE FAILURE. THE PILOT MADE AN EMERGENCY LANDING IN A FARM FIELD APPROX. 8 MILES WEST OF VERNON CENTER, MN. THE PILOT WAS THE SOLE OCCUAPNT AND UNINJURIES. NO DAMAGE TO THE AIRCRAFT. 20000602032219I (-23)THE PRIVATE PILOT OPERATING HIS OWN AIRCRAFT WAS TAXING ON A GRASS LANDING STRIP WITHOUT AN ASSIGNED TAXIWAY. HE TAXIED HIS AIRCRAFT TO THE END OF THE DEPARTURE RUNWAY AND AS HE WAS TURNING THE AIRCRAFT AROUND, IT STARTED TO SLIDE DOWN THE SLANTING INCLINE BECAUSE OF THE WET GRASS. IT CAME TO REST AGAINST A TREE DAMAGING THE WINDSHIELD AND LEADING EDGE OF BOTH WINGS. 20000602032239I (-23)ON JUNE 2, 2000 AT 2330EST, A B-737-2B7 OPERATED BY US AIRWAYS AIRLINES REPORTED PROBLEMS DURING APPROACH TO TAMPA INTERNATIONAL AIRPORT,FL. SUBSEQUENT INVESTIGATION REVEALED THE NUMBER 6 FLAPS JACKSCREW UNIVERSAL JOINT DISCONNECTED FROM THE TRANSMISSION. THE SELF LOCKING NUT, PN BACN10JC7 AND BOLT PN 6576605-1 WHICH HOLDS THE JACKSCREW UNIVERSAL JOINT ON THE TRANSMISSION WORKED LOOSE AND DISCONNECTED AND JAMMED THE FLAP CAUSING MINOR DAMAGE TO THE INBOARD EDGE OF THE FLAP. CLOSER EXAMINATION OF TE SELF LOCKING NUT, IT WAS FOUND NO LOCKING FEATHER, THE NUT COULD BE SCREWED COMPLETELY ON THE BOLT WITHOUT ANY RESISTANTS. 20000602032319I (-23)PILOT ADVISED HE FORGOT TO LOWER LANDING GEAR ON FOURTH FULL STOP LANDING. MINOR FAMAGE TO AIRCRAFT AND NO INJURIES. FAA INSPECTION FOUND NO MECHANICAL DISCREPANCIED WHICH MAY HAVE CONTRIBUTED TO THE INCIDENT. PILOT VOLUNTARILY SURRENDERED HIS PILOTS CERIFICATE. NO FURTHER ACTION WILL BE TAKEN. 20000602033279I (-23)AIRCRAFT ON TAKEOFF ROLL AT ABOUT 30 KNOTS STARTED VEERING TO LEFT. PILOT USED OPPOSITE RUDDER TO TRY TO CORRECT BUT NOT SUCCESSFUL. AIRCRAFT WENT OFF ON GRASS, NO DAMAGE TO AIRCRAFT. 20000602034369I (-23)THE AIRCRAFT DEPARTED AHM AT 1501Z AND INITIATED A CLIMBING RIGHT TURN. ABOUT MIDWAY INTO THE TURN, THE AIRCRAFT LOST ALL ELECTRICAL POWER. THE AIRCRAFT TURNED TOWARD THE TOWER AND ROCKED THE WINGS TO INDICATE THEY WERE WITHOUT RADIO COMMUNCIATION. THE TOWER ACKNOWLEDGE AND THE PILOT REPEATEDLY TRIED TO EXTEND THE GEAR BUT WAS NOT SUCCESSFUL. ON LANDING THE A/C EXPERIENCED DAMAGE TO THE FLAPS, NOSE GEAR DOORS, PROP DAMAGE, AND DAMAGE TO THE SKIDS BENEATH THE CABIN. WITNESSES ON THE GROUND STATED THE MAIN GEAR WERE ABOUT 1/4 EXTENDED. AS OF THIS DATE, CAUSE OF THE ELECTRICAL FAILURE HAS NOT BEEN DETERMINED. 20000603006899A (-23) ON 6/3/00 ABOUT 0719 PDT, AMOONEY M20FN9207V, DURING TAKEOFF FROM CABLE AIRPORT, UPLAND, CA., VEERED TO THE LEFT OFF THE RUNWAY AND CAME TO REST IN A DITCH. THE AIRPLANE WHICH WAS OWNED AND OPERATED BY THE PILOT WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT WAS NOT INJURED. THE THREE PASSENGERS RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91 OF THE FAR. THE FLIGHT WAS DESTINED FOR LAS VEGAS, NEVADA, AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT DURING TAKEOFF, IMMEDIATELY AFTER LIFTOFF, THE CABIN DOOR POPPED OPEN. THE CABIN DOOR OPENING STARTLED THE PASSENGER IN THE RIGHT SEAT WHO PANICKED. THE PILOT STATED THAT WHILE HE WAS ATTEMPTING TO DEAL WITH THE PANICKED PASSENGER HE MOMENTARILY LOST DIRECTIONAL CONTROL ALLOWING THE A/C TO DRIFT OFF THE RUNWAY TO THE LEFT. (.4) ON JUNE 3, 2000, AT 0719 HOURS PACIFIC DAYLIGHT TIME, A MOONEY M20F, N9207V, WAS SUBSTANTIALLY DAMAGED WHEN IT VEERED OFF THE RUNWAY AND CAME TO REST IN A DITCH DURING TAKEOFF AT CABLE AIRPORT, UPLAND, CALIFORNIA. THE PERSONAL FLIGHT, OPERATED BY THE OWNER UNDER 14 CFR PART 91, WAS DESTINED FOR JEAN, NEVADA. THE CERTIFICATED PRIVATE PILOT AND TWO PASSENGERS WERE NOT INJURED. ONE OTHER PASSENGERS RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT THE CABIN DOOR CAME OPEN DURING TAKEOFF ON RUNWAY 24 (3,865 FEET LONG X 75 FEET WIDE). HE INTENDED TO CONTINUE THE TAKEOFF AND RETURN TO LAND AND CLOSE THE DOOR; HOWEVER, THE PASSENGER IN THE RIGHT FRONT SEAT DISTRACTED HIM. IN THE TIME NECESSARY TO CALM AND REASSURE THE PASSENGER, THE PILOT LOST DIRECTIONAL CONTROL OF THE AIRCRAFT AND IT DRIFTED OFF THE RUNWAY TO THE LEFT. THE AVIATION SURFACE WEATHER OBSERVATION AT THE ONTARIO, CALIFORNIA, AIRPORT (6 MILES SOUTHEAST OF CABLE) WAS REPORTING CALM WIND CONDITIONS. 20000603013579A (-23) A CANADIAN REGISTERED BELL 212, C-FHDY HAD THE 90 DEGREE GEARBOX AND COMPLETE TAIL ROTOR ASSEMBLY DEPART THE AIRCRAFT AT 600 FEET AGL. THE AIRCRAFT WAS BEING UTILIZED FOR AUTOROTATION TRAINING AT THE EUGENE AIRPORT WHEN THE ACCIDENT OCCURRED. THE PILOT STATED HE HAD JUST LOWERED THE COLLECTIVE APPROXIMATELY 1 INCH TO PERFORM A PRACTICE AUTOROTATION WITH POWER RECOVERY WHEN HE HEARD A LOUD BANG. THE PILOT CONTINUED THE AUTOROTATION TO THE GROUND, AND WAS ABLE TO KEEP THE AIRCRAFT IN AN UPRIGHT POSITION WITHOUT THE TAILROTOR ATTACHED. WHEN QUESTIONED REGARDING THE CHANGE IN AIRCRAFT CG OR A NOSE TUCKING TENDENCY, THE PILOT STATED HE JUST CONTINUED THE AUTOROTATION. NO FURTHER DAMAGE OCCURRED TO THE AIRCRAFT ON LANDING, AND THE FLIGHT CREW RECEIVED NO INJURIES. THE TAILROTOR ASSEMBLY AND 90 DEGREE GEARBOX WERE FORWARDED TO THE TRANSPORTATION SAFETY BOARD OF CANADA FOR COMPONENT ANALYSIS. 20000603014579A (-23) WHEN BANKING A/C IN THE BASE LEG OF SHORT FINAL TO CLINTON MUNI AIRPORT THE ENGINE QUIT. PILOT SWITCHED FUEL TANKS BUT THE ENGINE WOULD NOT RESTART. ATTEMPTED TO LAND IN A FIELD SHORT AND RIGHT OF THE RUNWAY. A/C BOUNCED ONCE THEN ON SECOND IMPACT THE NOSE GEAR COLLAPSED. (.4) ON JUNE 3, 2000, AT 1500 CENTRAL DAYLIGHT TIME, A PIPER PA-32-260 AIRPLANE, N3869W, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING AT THE CLINTON MUNICIPAL AIRPORT, NEAR CLINTON, OKLAHOMA. THE PRIVATE PILOT, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, AND HIS PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE LOCAL FLIGHT ORIGINATED FROM THE CLINTON MUNICIPAL AIRPORT. ACCORDING TO THE FAA INSPECTOR, THE AIRPLANE'S ENGINE LOST TOTAL POWER AS THE PILOT WAS MANEUVERING THE AIRPLANE ON FINAL APPROACH TO RUNWAY 17. DURING THE ENSUING FORCED LANDING THE AIRPLANE CONTACTED A DIRT TERRACE AND CAME TO A STOP UPRIGHT. THE NOSE GEAR COLLAPSED, AND THE AIRPLANE CAME TO A STOP UPRIGHT. FOLLOWING THE ACCIDENT, THE PILOT REPORTED THAT "HE WAS NOT SURE IF THE FUEL SELECTOR WAS IN THE DETENT FOR THE SELECTED TANK AND HE DID NOT HAVE TIME TO CHECK PRIOR TO LANDING." THE FAA INSPECTOR REPORTED THAT THE ENGINE FIREWALL WAS STRUCTURALLY DAMAGED, AND BOTH WINGS WERE COMPRISED AT THEIR RESPECTIVE ATTACHING POINTS TO THE FUSELAGE. THERE WAS ALSO DAMAGE TO THE "STRUCTURE AT THE MAIN LANDING GEAR ATTACH POINTS". THIS DAMAGE WAS INITAILLY REPORTED TO THE NTSB AS MINOR. SUBSEQUENTLY, ON OCTOBER 3, 2000, THE DAMAGE WAS REPORTED AS SUBSTANTIAL. ADDITIONALLY, MULTIPLE ATTEMPTS TO OBTAIN A COMPLETED NTSB FORM 6120.1/2, PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, FROM THE PILOT/OWNER WERE UNSEUCCESSFUL 20000603017539I (23)PILOT STATED THAT THE AIRCRAFT ENGIEN QUIT WHILE ON DESCENT TO THE AIRPORT. HE MADE AN EMERGENCY LANDING AT REID-HILLVIEW AIRPORT. THE AIRCRAFT WAS LANDED WITH NO DAMAGE. INSPECTION OF THE AIRCRAFT FUEL SYSTEM REVEALED A SMALL AMOUNT OF WATER PRESENT IN THE CARBURETOR AND FUEL SCREEN. THE PILOT STATED HE HAD WASHED THE AIRCRAFT THE DAY BEFORE THIS FLIGHT. THIS INSPECTOR COUNSELED THE PILOT ON CAREFULLY CHECKING FOR THE PRESENCE OF WATER AND SUGGESTED THAT HE HAVE THE FUEL CAPS AND FUEL SYSTEM INSPECTED AND/OR REPAIRED AS NECESSARY. 20000603017749I (-23)SEE ATTACHMENTS 20000603017789I (-23)THE PILOT LANDED OFF-AIRPORT. DURING ROLL OUT, THE GLIDER ENCOUNTERED A SHALLOW TRENCH, RESULTING I MINOR SKIN DAMAGE TO THE GLIDER. ADDITIONAL INFORMATION: THE PILOT, WHIEL ON VACTION IN THE U.S., HAD NOT OBTAINED A UU.S. STUDENT PILOT CERTIFICATE. THE PILOT WAS COUNSELED ON THE REQUIREMENTS OF FAR 61.3(A) AND 61.75. SUBSEQUENTALLY, THE PILOT OBTAINED A U.S. CERTIFICATE. ^PRIVACY DATA OMITTED^ 20000603018039I (-23)LANDING GEAR ACTUATOR ROD AND FAILED. RIGHT MAIN LANDING GEAR FAILED TO LOCK DOWN. RIGHT MANI LANDING GEAR COLLAPSED ON LANDING. MECHANICAL FAILURE. ^PRIVACY DATA OMITTED^ 20000603019669I (-23) ON 06/03/00 AT 2030 CDT, A CE-177RG, N1535H OWNED AND OPERATED BY WILLIAM M. STRAMER LANDED GEAR-UP AT HIS PRIVATE AIRSTRIP 3 MILES SOUTH OF HASELTON, ND. THE PRIVATE PILOT WAS THE SOLE OCCUPANT AND DID NOT RECEIVE ANY INJURIES. THE AIRCRAFT SUSTAINED DAMAGE TO THE PROPELLER, ENGINE COWLING, SCRAPING ON BELLY SKINS AND SHEARING OF 2 BELLY MOUNTED RADIO ANTENNAES. THE PILOT STATED IN AN INTERVIEW THAT HE HAD FAILED TO EXTEND THE GEAR PRIOR TO LANDING AND THAT AFTER THE INCIDENT HE NOTED THE GEAR SELECTOR WAS IN THE RETRACTED (UP) POSITION. THE LANDING GEAR OPERATED NORMALLY AFTER IT WAS LIFTED FROM THE RUNWAY SURFACE. INCIDENT WILL BE UPGRADED SHOULD SUBSTANTIAL DAMAGE BE REPORTED BY REPAIR FACILITY. 20000603027829I (-23)ON DEPARTURE FROM IFP AIRPORT, PILOT RAISED LANDING GEAR ON AMPHIBIOUS FLOATS AND HEARD A "POP" NOISE. AIRCRAFT HAD AN UNSAFE LANDING GEAR INDICATION. PILOT IN THE TRAFFIC PATTERN AND EXTENDED THE LANDING GEAR. LANDING GEAR INDICATED AN UNSAFE CONDITION. PILOT MADE A PASS BY THE TOWER FOR THE TOWER TO OBSERVE THE LANDING GEAR. THE TOWER NOTED NO ABNORMAL LANDING GEAR POSITION. THE PILOT LANDED THE AIRPLANE AND ON LANDING, THE LEFT LANDING GEAR STRUT COLLAPSED WITH MINOR DAMAGE TO THE AMPHIBIOUS FLOAT. THE AIRCRAFT DEPARTED THE RUNWAY ON LANDING. ADDITIONAL DAMAGE TO THE FLOAT WAS CAUSED WHEN THE AIRCRAFT WAS REMOVED FROM THE RUNWAY AREA. 20000603029789I (-23)PILOT STATED AS HE WAS FLARING TO LAND, THE PICTURE DID NOT LOOK RIGHT, SO HE ELECTED TO GO-AROUND. PILOT STATED THAT HE PULLED BACK ON YOKE SLIGHTLY, INCREASED TO FULL POWER AND JUST AS HE BROUGHT UP FULL POWER, THE PROP HIT. AIRCRAFT STARTED TO CLIMB AWAY FROM RUNWAY. HE LEVELED OFF IN GROUND EFFECT TO SEE IF PROP WAS GOING TO START VIBRATING. THERE WAS NO VIBRATION SO CLIMBED BACK TO PATTERN ALTITUDE AND FLEW SOUTH OF VALPARAISO. CHECKED FUSES, NO PROBLEM. CYCLED GEAR USING EMERGENCY PROCEDURES. DID NOT FEEL GEAR GO DOWN AND LOCK AND STILL NO GREEN LIGHTS. CHECKED FUSES AGAIN. CYCLED MASTER SWITCH OFF AND ON. AND, AT THIS POINT, HE HAD INTERCOM AND THREE GREEN. RAISED GEAR BACK UP USING NORMAL PROCEDURE. CYCLED IT AGAIN WITH EMERGENCY OVER-RIDE, GEAR DOWN AND THREE GREEN. BROUGHT GEAR BACK UP USING NORMAL PROCEDURE. THEN CYCLED IT AGAIN, USING NORMAL PROCEDURE, GEAR CAME DOWN AND LOCKED INDICATING THREE GREEN. RE-ENTERED PATTERN AND LANDED WITHOUT FURTHER INCIDENT. 20000603030549I (-23)AFTER LANDING, DURING ROLL OUT AROUND 20 TO 30 MPH, THE A/C DEPARTED RUNWAY 36. AS A RESULT THE A/C PITCHED DOWN AND CAUSED MINOR DAMAGE TO THE PROPELLER. 20000603032149I (-23)DURING CRUISE HELICOPTER DEVELOPED LOW RPM, DESCENDED TO GET RPM UP AND TO LAND IN THE HIGHWAY MEDIAN. THE ATTEMPT TO GET RPM UP WAS SUCCESSFUL BUT LOOKED UP AND SAW THE POWERLINES ACROSS US HWY 45N. ATTEMPTED TO HOP THE LINES BUT HTE POWERLINE IMPACTED THE CANOPY BUBBLE. THE BUBBLE DISINTEGRATED INJURING THE PILOT WHO MADE A SUCCESSFUL LANDING IN A PASTURE ONE MILE FROM THE INCIDENT SIGHT. 20000603032159I (-23)N1654M, A STEARMAN, WAS REPOSITIONING FROM HANGAR TO RAMP FOR STATIC DISPLAY. RAMP WAS CROWDED, NO ROOM TO SWING BACK AND FORTH, NO MARSHALLER, N1654M HIT PARKED MOONEY'S WING WITH PROP. SUBSTANTIAL DAMAGE TO MOONEY, MINOR DAMAGE TO STEARMAN NO INJURIES. 20000603032409I (-23)ON STAURDAY, JUNE 3, 2000, AT 1145 EDT, AN AERO COMMANDER 100, N4138X, REGISTERED TO^PRIVACY DATA OMITTED WENT OFF THE RUNWAY INTO THE DIRT ON LANDING AT ROCHESTER INTERNATIONAL AIRPORT, ROCHESTER, NY. THIS WAS A PERSONAL FLIGHT WITH VFR METEOROLOGICAL CONDITIONS PREVAILING AT THE TIME. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED AT ROC AND THE PILOT HAD COMPLETED FOUR (4) TOUCH AND GOES WHEN, ON THE FIFTH, THE AIRCRAFT WENT OFF THE RUNWAY. THE NOSE WHEEL COLLAPSED AND THE PROPELLER HIT THE GROUND WITH THE LEFT WING SUSTAINING MINOR DAMAGE. THIS INCIDENT IS CONSIDERED CLOSED. 20000603032499I (-23)DURING TAXI NOSEWHEEL SANK INTO WOOD CHUCK HOLE CAUSING PROP STRIKE & NOSE STRUT FLUID LEAK. ENGINE DID NOT STOP. 20000603032589I (-23)AFTER TAKEOFF FROM SHAWNEE AIRPORT (1I3) AT 3000' THE ENGINE FAILED ABRUPTLY WHEN THE MIXTURE CONTROL WAS ADJUSTED TOWARD LEAN. ENGINE POWER COULD NOT BE RESTORED. THE AIRMAN MADE AN EMERGENCY LANDING IN A FARM FIELD WHICH CAUSED MINOR DAMAGE TO THE AIRCRAFT. AS A RESULT OF THE INVESTIGATION IT WAS DETERMINED THAT THE AIRMAN'S MEDICAL CERTIFICATE AND FLIGHT REVIEW HAD EXPIRED. 20000603032819I (-23)ON JUNE 3, 2000, ABOUT 1000 EST, A BELLANCA, 757N REGISTERED TO NASWORTHLY COPR., OPERATED BY ^PRIVACY DATA OMITTED(FLIGHT INSTRUCTO) AND ^PRIVACY DATA OMITTED (STUDENT). THE AIRCRAFT RECEIVED MINOR DAMAGE DURING A LANDING AT VANDENBERG, FLORIDA, VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR A 61 INSTRUCTION FLIGHT. THE FLIGHT ORIGINATED ABOUT 0900, ZEPHYRHILLS, FL. THE PILOTS WERE NOT INJURED. 20000603032959I (-23)THE AIRSTRIP WAS WET AND MUDDY. THE AIRCRAFT DID NOT ACCELERATE AS EXPECTED AND THE TAKEOFF WAS ABORTED, BRAKING ACTION WAS POOR IN THE WET GRASS. THE AIRCRAFT SKIDDED DOWN THE RUNWAY AND CAME TO REST AGAINST AN EMBANKMENT AT THE END OF THE RUNWAY. THE PILOT DID NOT RECOGNIZE THE MUDDY NATURE OF THE RUNWAY AND USE SOFT FIELD TECHNIQUES FOR TAKOEFF. 20000603033099I (-23)ON SATURDAY, JUNE 3, 2000 AT APPROXIMATELY 1500 LOCAL ON A FLIGHT FROM DULLES INTERNATIONAL AIRPORT TO ROCHESTER INTERNATIONAL ARPORT. USAIRWAYS EXPRESS (COMMUTAIR) FLIGHT 4195 WAS NOT ABLE TO EXTEND THE LANDING GEAR THROUGH NORMAL OR EMERGENCY PROCEDURES. THE CREW NOTIFIED AIR TRAFFIC CONTROL OF THEIR SITUATION AND ELECTED TO LAND THE BE-1900 WITH THE PROPS FEATHERED AND THE GEAR UP ON RUNWAY 4 AT ROCHESTER. CFR RESPONDED AND AN EVACUATION OF THE PASSENGERS WERE CONDUCTED ON THE ON THE RUNWAY THROUGH EMERGENCY EXITS. DAMAGE TO THE AIRCRAFT WAS MINOR AND THERE WERE NO INJURIES. MAINTENANCE FOUND AND REPLACED A DEFECTIVE "SERVICE VALVE" IN THE LANDING GEAR SYSTEM. THE AIRCRAFT WILL BE FERRIED TO PLATTSBURGH, NY (PLB) FOR FINAL REPAIRS. ^PRIVACY DATA OMITTED^ 20000603033709I (-23)AIRPLANE LANDED WITH THE GEAR RETRACTED. 20000603041489A (.19) SEE NARRATIVE #NYC00LA152 (.4) THE STUDENT PILOT WAS CONDUCTING A MAGNETO CHECK WITH A 90-DEGREE GUSTY CROSSWIND. AS SHE RAISED THE COLLECTIVE FOR THE CHECK, THE HELICOPTER STARTED TO WOBBLE AND THEN ROLLED OVER. THE HELICOPTER WAS PARKED ON TERRAIN THAT SLOPED AWAY FROM THE WIND. THE STUDENT PILOT REPORTED THAT SHE TRIED TO MOVE THE CYCLIC INTO THE WIND TO CONTROL THE WOBBLING, BUT SHE HAD APPLIED FRICTION TO THE COLLECTIVE TO THE POINT THAT SHE COULD NOT MOVE IT WHILE RAISING THE COLLECTIVE FOR THE MAGNETO CHECK. THE FAA APPROVED CHECKLIST CALLED FOR THE CYCLIC AND COLLECTIVE FRICTIONS TO BE REMOVED PRIOR TO THE MAGNETO CHECK. THE OPERATOR'S CHECKLIST DID NOT REQUIRE THE REMOVAL OF THE CYCLIC FRICTION PRIOR TO MAGNETO CHECK. HOWEVER, THE OPERATOR REPORTED THAT STUDENTS WERE TAUGHT NEVER TO TIGHTEN THE CYCLIC OR FRICTION TO A DEGREE THAT IT COULD BE MOVED IF NEEDED. (-23) STUDENT PILOT WAS CONDUCTING A GROUND RUNUP IN THE HELICOPTER, A SCHWEIZER 269 C-1. THE HEADING OF THE AIRCRAFT WAS 280 DEGREES WITH A WIND FROM 360 TO 040 DEGREES AT 10 GUSTING TO 14 KNOTS. THE HELICOPTER WAS ON A SLIG HT SLOPE. SHE STARTED TO PERFORM THE MAG CHECK BUT THE HELICOPTER STARTED TURNING TO THE RIGHT. AT THE RUNUP SPEED, THE TAIL ROTOR WAS INEFFECTIVE. COLLECTIVE WAS INCREASED, THE HELICOPTER LIFTED UP AND ROLLED TO THE LEFT. 20000603042169A (-23) AIRMAN HAD LANDED IN THIS AREA APPROXIMATELY 10 TIMES AS PIC. HE HAS BEEN IN THE AREA MANY TIMES WITH FRIENDS AS A PASSENGER. HE IS A NEW LICENSED PILOT AND DID NOT HAVE THE EXPERIENCE TO FALL BACK ON IN THIS SITUATION AND FLIPPED THE AIRCRAFT. WE TALKED FOR SOME TIME ABOUT OFF AIRPORT OPERATIONS AND BEING AN ATTORNEY, HE REALIZES HE NEEDS AND WILL GET SOME MORE INSTRUCTION AND EXPERIENCE BEFORE FLYING WHEN HIS AIRCRAFT IS REPAIRED. 20000603042729A (-23) AIRCRAFT GROUND LOOPED DURING LANDING AT SALEM, INDIANA (I83) ON RUNWAY 10, AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE, NO INJURIES OCCURRED. 20000603043659A (-23) ON SATURDAY, JUNE 3, 2000, AT 1422 EDT, A SLINGSBY, TYPE 41, SERIES 2 GLIDER, N41SL, OPERATED BY MR. ROBERT E. COOK, A PRIVATE PILOT, WHILE ON A PERSONAL LOCAL FLIGHT, DURING LANDING, UNDERSHOT THE GRASS RUNWAY 32 AND STRUCK A FOUR FOOT CHAIN LINK FENCE AT A 45 DEGREE ANGLE OF FLIGHT PATH AT DANSVILLE MUNICIPAL AIRPORT. THE GLIDER SLID ABOUT FORTY FEET AFTER STRIKING THE CHAIN LINK FENCE. THERE WERE NO INJURIES. THE GLIDER SUSTAINED MINOR DAMAGE TO THE NOSE AND SUBSTANTIAL DAMAGE TO THE FUSELAGE AFT OF THE COCKPIT SECTION. THE AIRCRAFT WAS REMOVED FROM THE FIELD BEFORE THE INVESTIGATOR WAS NOTIFIED OF THE GLIDER ACCIDENT. THE AIRCRAFT WAS MOVED FROM THE GRASS RUNWAY 32 TO A PLACE OUTSIDE AN AIRCRAFT HANGAR AT DANSVILLE AIRPORT. THE WEATHER WAS NOT A FACTOR IN THE ACCIDENT. THIS ACCIDENT INVESTIGATION IS CONSIDERED CLOSED. 20000604004749A (-23) ON JUNE 4, 2000, AT 1040EST A BELL UH-1H HELICOPTER, N-127FC, REGISTERED TO THE FLORIDA FORRESTRY DIVISION, COLLIDED WITH THE GROUND WHILE CONDUCTING WATER BUCKET OPERATIONS IN THE FT. MYERS AREA. VISUAL METEROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLA WAS FILED BUT FLIGHT FOLLOWING WAS CONDUCTED WITH FIRE BASE CONTROL. THE AIRCRAFT WAS DEMOLISHED AS A RESULT AND THE PILOT WAS KILLED AS A RESULT. THE FLIGHT ORIGINATED FROM BUCKINGHAM AIRPORT ON FT. MYERS FLORIDA ON JUNE 4 2000 AT 0830 HOURS. DURING LEVEL FLIGHT AT APPROXIMATELY 300 FEET, AIRCRAFT WAS OBSERVED TO INITATE A RIGHT ROLL UNTIL IT WAS AT A HIGH BANK ANGLE AT WHICH TIME IT ENTERED A PRONAUNCED NOSE LOW ATTITUDE AND COLLIDED WITH THE GROUND. (.4) DURING A FIRE-FIGHTING FLIGHT, WITNESSES OBSERVED THE HELICOPTER HEADING BACK TOWARDS THE FIRE WITH AN EXTERNAL BUCKET OF WATER. THE HELICOPTER WAS SEEN IN LEVEL FLIGHT HEADING IN A NORTHEASTERLY DIRECTION AWAY FROM THE LAKE WERE THE BUCKET WAS REFILLED. A WITNESS SAID THE HELICOPTER BANKED STEEPLY AND WENT INTO A NOSE-LOW ATTITUDE UNTIL IT DISAPPEARED BEHIND TREES. SHORTLY AFTER DISAPPEARING BEHIND THE TREES, THE WITNESSES HEARD THE SOUND O F IMPACT. AN AIRCRAFT MECHANIC, WHO SAW THE PILOT BEFORE THE FLIGHT STATED, "...[THE PILOT]...COMPLAINED THAT SOMEONE...AT 1230 AM...WOKE HIM UP TO TELL HIM THEY WANTED HIM IN AT 8:00 AM. HE MUMBLED SOMETHING ABOUT SLEEPWALKING. THAT HE COULDN'T GET BACK TO SLEEP...I CAUTIONED HIM ABOUT THE HEAT AND TOLD HIM NOT TO OVERWORK HIMSELF." ON SATURDAY JUNE 3, 2000, THE DAY BEFORE THE ACCIDENT THE PILOT HAD PUT IN A 14 HOUR 20 MINUTE WORKDAY, AND 3 HOURS OF THAT WAS FLIGHT TIME AFTER 1800. ACCORDING TO THE PILOT'S MEDICAL RECORDS HE HAD BEEN UNDER TREATMENT FOR CHRONIC HEPATITIS C, AND HAD BEEN TAKING INTERFERON FOR HIS DISEASE. ACCORDING TO THE PILOT'S GIRLFRIEND'S STATEMENT, "...[THE PILOT] STOPPED TAKING ALL MEDICATIONS PRIOR TO AUGUST 1998...DURING THE PERIOD OF AUGUST 1998-JUNE 2000, [THE PILOT] DID NOT SEE A DOCTOR FOR ANY REASON, [THE PILOT] KNEW HIS CONDITION WAS WORSENING...THE [PILOT] WOULD HAVE HIS GOOD DAYS AND HIS BAD, BUT WOULD STILL PUSH HIMSELF TO THE LIMIT OF ALMOST SHEAR EXHAUSTION, AND THEN ALMOST COLLAPSE AND REST ON DAYS OFF TO MAINTAIN HIS PHYSICAL ABILITY TO WORK FOR THE STATE......[THE PILOT] WAS AN ALCOHOLIC AND WOULD NOT DRINK FOR ANY REASON...[THE PILOT] WAS EXTREMELY TIRED THE MORNING OF JUNE 4, 2000, WHEN SHE DROPPED HIM OFF AT...[THE] AIRPORT...[HE] HAD A POOR NIGHT SLEEP AND WAS STILL AGGRAVATED FROM RECEIVING THE MIDNIGHT PHONE CALL FROM THE...DISPATCH." A SEARCH OF THE PILOT'S LAST FAA FLIGHT PHYSICAL, DATED NOVEMBER 9, 1999, DID NOT INDICATE ANY PRE-EXITING DISEASE. HOWEVER MEDICAL RECORDS OBTAINED FROM THE TALLAHASSEE, FLORIDA, VETERANS ADMINISTRATION, OUT PATIENT CLINIC, REVEALED THE FOLLOWING; "[PATIENT] ON INTERFERON FOR HEP C [HEPATITIS...ADVISED TO CONTINUE MEDICATION, INTERFERON...RESULTS SHOWED SOME CHANGES...AND...TO CONTINUE INTERFERON AS ORDERED...FAMILY MEMBER TOOK MESSAGE THAT LABS OK TO CONTINUE RX AS ORDERED." THE PILOT WAS TRANSFERRED TO FORT MYERS ON NOVEMBER 1, 1999, AND THE VA OUT PATIENT CLINIC AT FORT MYERS HAD NO RECORD OF THE PILOT AT THEIR FACILITY. THE FOLLOWING MEDICAL INFORMATION IT WAS EXTRACTED FROM THE MEDICAL RECORDS MAINTAINED ON THE PILOT BY THE FAA CIVIL AEROMEDICAL INSTITUTE AEROMEDICAL CERTIFICATION DIVISION: APPLICATIONS FOR 2ND CLASS AIRMAN MEDICAL CERTIFICATES ON NOVEMBER 25, 1997, NOVEMBER 9, 1998, AND NOVEMBER 9, 1999 EACH INDICATE "NO" UNDER ITEM 17 ("DO YOU CURRENTLY USE ANY MEDICATION") AND UNDER ITEM 18 ("HAVE YOU EVER HAD OR HAVE YOU NOW ANY OF THE FOLLOWING") FOR SECTIONS ("STOMACH, LIVER, OR INTESTINAL TROUBLE") AND X ("OTHER ILLNESS, DISABILITY, OR SURGERY"). THE FOLLOWING INFORMATION WAS EXTRACTED BY THE NTSB MEDICAL OFFICER, FROM THE REPORT OF AUTOPSY PERFORMED ON THE PILOT BY THE OFFICE OF THE DISTRICT MEDICAL EXAMINER IN FORT MYERS, FLORIDA: - UNDER "MICROSCOPIC EXAMINATI 20000604005259A (-23) DURING APPROACH TO THE RICHFIELD AIRPORT THE ENGINE LOST POWER DUE TO FUEL EXHAUSTION OF THE LEFT FUEL TANK. PILOT SWITCHED TANKS, FOLLOWED ACCEPTABLE PROCEDURES, BUT THE ENGINE NEVER REGAINED POWER. PILOT EXECUTED AN EMERGENCY LANDING TO RUNWAY 01. AIRCRAFT TOUGHED DOWN 500 FT SHORT OF THE RUNWAY. AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PILOT SUFFERED SERIOUS INJURIES. INSPECTION OF THE AIRCRAFT REVEALED THAT THERE WAS 17 GALLONS OF FUEL REMAINING ON THE R/H TANK AND THAT FUEL FLOW WAS AVAILABLE TO THE ENGINE FUEL CONTROL UNIT WITH THE ELECTRIC FUEL PUMP OPERATING. 20000604009029A (-23) DURING APPROACH TO LANDING, PILOT REPORTED FINAL ON THE RADIO AND DID NOT STOW THE MICROPHONE. A SLIP TO LANDING WAS PERFORMED AND AS THE PILOT ROLLED OUT OF THE SLIP AND PREPARED TO BEGIN A FLARE OUT, THE STICK BECAME JAMMED AS TO NOT ALLOW THE PILOT TO PULL BACK ANY FARTHER THAN THAT WHICH WOULD ALLOW AN APPROXIMATELY 10 DEGREE NOSE DOWN ATTITUDE, WHICH WAS HELD EVNN WITH THE PILOT ATTEMPTING TO FLARE WITH BOTH HANDS. AIRCRAFT BOUNCED OFF A WIRE FENCE WHICH ABSORBED MUCH OF THE IMPACT, THEN AGAIN MADE CONTACT WITH THE GROUND IN A NOSE DOWN ATTITUDE. PILOT WAS WEARING A 5 POINT BLET, HARNESS AND CROTCH STRAP AND DID NOT SUSTAIN INJURIES. GLIDER ENCOUNTERED SUBSTANTIAL DAMAGE. (.4) ON JUNE 4, 2000, ABOUT 1520 HOURS MOUNTAIN STANDARD TIME, A SCHWEIZER SGS 1-26 GLIDER, N3814A, SUSTAINED SUBSTANTIAL DAMAGE AFTER COLLIDING WITH A FENCE WHILE LANDING AT COYOTE RUN GLIDERPORT, NEAR PRESCOTT, ARIZONA. PRESCOTT SOARING ASSOCIATION OPERATED THE GLIDER UNDER THE PROVISIONS OF 14 CFR PART 91. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE INSTRUCTIONAL FLIGHT DEPARTED COYOTE RUN ABOUT 1420. VISUAL METEOROLOGICAL CONDI TIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT AFTER MAKING A RADIO CALL TO ADVISE TRAFFIC IN THE AREA THAT SHE WAS ON BASE TO FINAL, SHE REALIZED THAT SHE WAS A LITTLE HIGH. IN AN ATTEMPT TO LOSE ALTITUDE, SHE PLACED THE MICROPHONE DOWN AND PLACED BOTH HANDS ON THE CONTROL STICK TO EXECUTE A SIDESLIP. WHILE ATTEMPTING TO FLARE AND CLEAR THE AIRPORT BOUNDARY FENCE, THE GLIDER DID NOT RESPOND TO BACK PRESSURE APPLIED TO THE CONTROL STICK. THE GLIDER CONTACTED THE AIRPORT FENCE AND SUBSEQUENTLY THE GROUND IN A 10-DEGREE NOSE DOWN PITCH ATTITUDE, AND THEN BOUNCED 25 TO 30 FEET BACK INTO THE AIR. THE GLIDER CONTACTED THE GROUND IN A 10-DEGREE NOSE DOWN PITCH ATTITUDE FOR A SECOND TIME, AND GROUND LOOPED ABOUT 100 FEET LEFT OF CENTERLINE. THE MICROPHONE WAS LATER FOUND LODGED IN THE CONTROL STICK WELL. 20000604010859A (-23) DURING CRUISE FLIGHT, APPROX. 2 HOURS AFTER DEPARTURE FROM PORT ANGELES, WA. PILOT SWITCHED FROM RIGHT TO LEFT FUEL TANK. WITHIN ONE MINUTE OF THIS ACTION, THE ENGINE QUIT. PILOT MOVED FUEL SELECTOR BACK TO RIGHT TANK WITH NO EFFECT ON ENGINE. PILOT THEN MOVED FUEL SELECTOR BACK TO LEFT TANK AGAIN WITH NO ENGINE EFFECT. PILOT MOVED FUEL SELECTOR BACK TO RIGHT TANK AGAIN WITH NO EFFECT ON ENGINE. FORCED LANDING MADE IN A LOGGING COMPANY SORTIN YARD. A/C LANDED HARD, CAME TO REST INVERTED. 20000604011139A (-23) ON JUNE 4, 2000 AT 2215 CST, A GRUMMAN AMERICA GA-700, N700AF, OWNED BY OWEN WOODWARD, INC., PO BOX 232, BRECKENRIDGE, TX. 76425, CRASHED DURING FORCED LANDING. VFR FLIGHT CONDITIONS PREVAILED AND INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE PART 91 FLIGHT. THE A/C WAS DESTROYED AND THERE WERE NO INJURIES TO THE PILOT AND THREE PASSENGERS. THE PILOT HOLDS ATPC#466154620. THE FLIGHT ORIGINATED IN RUIDOSO, NM ON JUNE 4, 2000 AT 2100 MST. 20000604013709A (-23) PILOT OPERATED A/C AT GROSS WEIGHT WITH A DENSITY ALTITUDE APPROX. 7,000 FT. THE A/C WAS RECENTLY PURCHASED BY THE PILOT AND HE WAS UNFAMILAR WITH THE NORMAL ENGINE INDICATIONS. THERE WAS A SMALL PIECE OF DEBRIS IN THE NUMBER 2 FUEL NOZZLE WHICH WAS NOT DETECTABLE RESULTING IN LESS THAN NORMAL POWER. 20000604017889I (-23) NO NARRATIVE AVAILABLE. 20000604020659I (-23) AFTER LANDING, THE AIRMAN EXPEDITED HIS TAXI TO A RUNWAY TURN-OFF IN AN EFFORT TO ACCOMMODATE LANDING TRAFFIC. WHILE APPROACHING THE TURN-OFF THE AIRMAN APPLIED BRAKES STRONG ENOUGH TO GENTLY NOSE AIRCRAFT OVER ONTO THE SPINNER.^PRIVACY DATA OMITTED^ 20000604029939A (-23)WILE ATTEMPTING A TOUCH AND GO MANUEVER THE A/C LOST POWER AND AS A RESULT OVERAN THE END OF THE RUNWAY. THE A/C WAS DESTROYED. 20000604032569I (-23)WHILE TAXING TO THE END OF THE RUNWAY, THE NON-CERTIFICATED INDIVIDUAL FROM THE 99'S PINCH HIT PROGRAM, FROZE ON THE BRAKES. THE AIRCRAFT DROPPED IFF TGE EDGE OF THE RUNWAY AND THE PROP STRUCK A DIRT BERM THAT WAS PRESENT FROM ONGOING CONSTRUCTION. ONE BLADE WAS DAMAGED AND THE ENGINES SUFFERED FROM A "SUDDEN STOPPAGE". 20000604032799I (-23)AIRCRAFT 7565D TAXIED OUT FROM THE SOUTHSIDE ONTO TAXIWAY CHARLIE WITHOUT CONTACTING CAPITAL CITY (CXY) GROUND. AFTER CONVERSATION WITH THE PILOT, THE LAST INSTRUCTION WAS TO HOLD SHORT RUNWAY 30 (PILOT READ BACK HOLD SHORT INSTRUCTIONS). THE PILOT THEN PROCEEDED TO TAXI AHEAD. AIR TRAFFIC ASKED HIM IF HE WAS PAST THE HOLD LINES TO WHICH HE REPLIED "YES". LOCAL CONTROL HAD TO SEND TRAFFIC ON SHORT FINAL RUNWAY 12 AROUND (N261FD, PA-28). PILOT ADVISED HE DID NOT KNOW THAT THE RUNWAY IN FRONT OF HIM WAS RUNWAY 30. 20000604033149I (-23)PILOT TAXIED AIRCRAFT TO RUNWAY 31 AT READING AIRPORT (RDG), READING, PA, THEN STOPPED AND SET BRAKES. PILOT WENT TO REDUCE HYD. SYSTEM PRESSURE BY USING THE LANDING GEAR CONTROL LEVER, AND THE RIGHT LANDING GEAR RETRACTED. THE RIGHT PROPELLER HIT THE GROUND AND SEPARATED FROM ENGINE CASE. RIGHT WING HIT THE GROUND. 20000604034409I (-23)PIC INITIALLY TOOK OFF FROM OAK AND UPON RETURN TO IAK THE WEATHER CONDITIONS DID NOT PERMIT FOR A SAFE LANDING. PIC DIVERTED TO HWD AND LANDED UNEVENTFULLY. THE AIRCRAFT CAME TO A COMPLETE STOP AND PROCEEDED TO TAXI.WHILE ATTEMPTING TO RAISE FLAPS THE PIC INADVERTENTLY RAISED THE LANDING GEAR HANDLE AND THE LEFT MAIN GEAR COLLAPSED. THE FOLLOWING DAMAGE OCCURED. LEFT PROP, CONTACTED WITH THE CONCRETE CAUSED APPROX 5 INCHES OF TIPS TO BEND IN A FOWARD DIRECTION. THE ENGINE CAME TO A SUDDEN STOP. LEFT WING TIP TANK, WHEN THE TIP TANK CONTACTED THE TAXIWAY IT DESTROYED THE LANDING LIGHT AND SCRAPED THE LOWER SIDE OF THE TIP TANK. THE BOTTOM DORSAL FIN WAS DAMAGED DUE TO CONTACT WITH THE SURFACE. SKIN IS TORN AND RIPED. DAMAGE TO THE LEFT ELEVATOR WAS LIMITED TO THE END CAP FROM CONTACT WITH THE SURFACE. THERE DOES NOT APPEAR TO BE ANY DAMAGE TO THE WING OR ELEVATOR SPAR. 20000604034779I (-23)PILOT TOOK THE DECISION ON OVERFLYING THE AREA WHERE HE WAS BORN. THE AREA IS IN A MOUNTAINIOUS REGION. LEVEL AT 2,200 MSL HIS PROPELLER CUT AN ELECTRICAL HIGH TENSION WIRE. BESIDE A LOUD EXPLOSION AND SPARKS, THE CESSN 172 WAS WHIPPED BY THE CABLE CAUSING DAMAGE TO THE LOWER COWLING, PROPELLER & SPINNER, EXHAUST PIPE, PITOT TUBE AND THE LEFT WING LEADING EDGE. 20000604034839I (-23)LEFT HAND SIDE DV WINDOW CRACKED WHILE AIRCRAFT WAS AT FL270. A TRIANGUALR PIECE APPROXIMATELY 10"X6" SPEARATED FROM THE WINDOW. INNER PANE REMAINED INTACT. ONLY PARTIAL PRESSURIZATION AVAILABLE, AIRCRAFT COMMANDER PERFROMED AN EMRGENCY DESCENT APPROXIMATELY 10 MINTUES BEFORE LANDING. SMOKE OBSERVED AND SMELLED BY CREW. SOURCE OF SMOKE COULD NOT BE IDENTIFIED. 20000604040099A (.4)ON JUNE 4, 2000, AT 0820 EASTERN DAYLIGHT TIME, A HOMEBUILT PITTS SPECIAL S-1, N63DM, WAS SUBSTANTIALLY DAMAGED DURING A LANDING AT MERIDIAN MARKHAM MUNICIPAL AIRPORT (MMK), MERIDIAN, CONNECTICUT. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED, AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT, BETWEEN DANBURY MUNICIPAL AIRPORT (DXR), DANBURY, CONNECTICUT, AND MERIDIAN. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE LANDED THE AIRPLANE ON RUNWAY 18. UPON TOUCHDOWN, THE TAILWHEEL-EQUIPPED AIRPLANE APPEARED TO BE ON THE LEFT SIDE OF THE RUNWAY, SO THE PILOT APPLIED RIGHT RUDDER. THE AIRPLANE THEN VEERED TO THE RIGHT, SO THE PILOT APPLIED LEFT RUDDER. THE AIRPLANE CONTINUED TO THE RIGHT, SO THE PILOT APPLIED, AND THEN LOCKED, THE BRAKES. THE AIRPLANE FLIPPED OVER ITS NOSE, AND ONTO ITS BACK. THE PILOT ESTIMATED THE AIRSPEED OF THE AIRPLANE TO BE AT 30 MILES PER HOUR WHEN THE ACCIDENT OCCURRED. WINDS, RECORDED AT THE AIRPORT 24 MINUTES BEFORE THE ACCIDENT, WERE CALM. (-23) PILOT LANDED RUNWAY 18 WITH CALM WINDS. HE VEERED TO THE LEFT AND OVE RCORRECTED TO THE RIGHT. HE THEN APPLIED HEAVY BRAKES AND LOST CONTROL OF THE AIRCRAFT AS IT PITCHED ONTO ITS NOSE AND THEN FLIPPED ONTO ITS BACK. 20000604041289A (.4) THE STUDENT PILOT INITIATED A SOFT-FIELD TAKEOFF WITH A FULL 'UP' ELEVATOR AND A FULL POWER APPLICATION. AS THE AIRPLANE BECAME AIRBORNE, IT DRIFTED LEFT OFF THE RUNWAY TOWARDS AIRPORT LIGHTING FIXTURES. THE STUDENT PILOT ATTEMPTED TO OVER FLY THE LIGHTING AFTER THE AIRPLANE DEPARTED THE RUNWAY, BUT THE LEFT MAIN LANDING GEAR STRUCK LIGHTS AND THE AIRPLANE NOSED OVER. ACCORDING TO THE FAA ADVISORY CIRCULAR AC-61-23C: 'THE EFFECT OF TORQUE INCREASES IN DIRECT PROPORTION TO ENGINE POWER, AIRSPEED, AND AIRPLANE ATTITUDE. IF THE POWER SETTING IS HIGH, THE AIRSPEED SLOW, AND THE ANGLE OF ATTACK HIGH, THE EFFECT OF TORQUE IS GREATER. DURING TAKEOFFS AND CLIMBS, WHEN THE EFFECT OF TORQUE IS MOST PRONOUNCED, THE PILOT MUST APPLY SUFFICIENT RIGHT RUDDER PRESSURE TO COUNTERACT THE LEFT TURNING TENDENCY AND MAINTAIN A STRAIGHT TAKEOFF PATH.' (-23) THE STUDENT PILOT INITIATED A FLAPS UP SOFT FIELD TAKEOFF ON RUNWAY 14 AT NORTHAMPTON AIRPORT (7B2). THE STUDENT PILOT ROTATED THE AIRCRAFT INTO GROUND EFFECT AT WHICH TIME THE AIRCRAFT DRIFTED LEFT AND OFF OF THE RUNWAY. FUEL ON BOARD WAS 3/4 FULL LEFT AND 1/2 FULL RIGHT, WITH THE PILOT IN TH E LEFT SEAT. THE STUDENT PILOT WAS UNABLE TO MAINTAIN DIRECTIONAL CONTROL. THE AIRCRAFT FIRST CONTACTED A RUNWAY LIGHT WITH IT'S RIGHT WING TIP, PROCEEDING ON TO STRIKE THE 2ND INBOARD SECTION VASI LIGHT WITH IT'S LEFT MAIN GEAR. THERE WERE TIRE MARKS IN THE GRASS FROM THE POINT THAT THE AIRCRAFT LEFT THE RUNWAY UNTIL IMPACTING THE VASI LIGHT. THE STUDENT PILOT PULLED FULL UP ELEVATOR AS HE SAW THE VASI LIGHT APPROACHING. THIS CAUSED THE AIRCRAFT TO ROTATE INTO THE AIR FOR JUST A FEW FEET, BUT UNABLE TO AVOID FROM COMING INTO CONTACT WITH THE VASI LIGHT. THE IMPACT OF THE LEFT LANDING GEAR WITH THE VASI LIGHT CEASED THE AIRCRAFT FROM FLYING, THUS PROCEEDING TO THE EDGE OF A RYE FIELD, WHERE THE AIRCRAFT NOSED OVER, COMING TO REST INVERTED. THE PILOT INDICATED THAT THERE WERE NO ENGINE OR CONTROL PROBLEMS. 20000605004999A (-23) AIRCRAFT WAS DEPARTONG SUNVALLEY AIRPORT, WHEN DURING THE DEPARTURE/TAKEOFF ROLL, THE NOSE WHELL COLLASPED CAUSING THE AIRCRAFT TO DEPART THE RUNWAY AND STRIKE A BUSH. THE AIRCRAFT CAME TO REST AT THE BUSH, SUBSTANIAL DAMAGE WAS SUSTAINED TO THE AIRCRAFT. (.4) ON JUNE 5, 2000, ABOUT 0800 HOURS MOUNTAIN STANDARD TIME, A BEECH 95, N133PW, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LANDING GEAR RETRACTED DURING TAKEOFF FROM SUN VALLEY, ARIZONA. SHEBLE AVIATION, BULLHEAD CITY, ARIZONA, OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND HIS PRIVATE PILOT STUDENT WERE NOT INJURED. VISUAL METEROOLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE INSTRUCTIONAL FLIGHT. ACCORDING TO A PILOT-RATED WITNESS, THE AIRPLANE WAS ON THE TAKEOFF GROUND ROLL WHEN ALL THREE LANDING GEAR RETRACTED PRIOR TO ROTATION, AND THE AIRPLANE SETTLED BACK TO THE RUNWAY. THE LEFT WINGTIP STRUCK THE RUNWAY AND THE AIRPLANE CARTWHEELED, RUNNING INTO A RISING DIRT EMBANKMENT, AND COMING TO REST ON THE SIDE OF THE RUNWAY. THE WITNESS WENT TO THE ASSISTANCE OF THE AIRPLANE OCCUPANTS AND SPOKE TO THE FLIGHT INSTRUCT OR. ACCORDING TO THE WITNESS, THE INSTRUCTOR SAID THAT THE STUDENT MIGHT HAVE PLACED THE LANDING GEAR SELECTOR SWITCH IN THE UP POSITION INSTEAD OF THE FLAPS AFTER THE PREVIOUS LANDING. IN HIS WRITTEN STATEMENT, THE FLIGHT INSTRUCTOR REPORTED THAT THE NOSE GEAR COLLAPSED DURING THE TAKEOFF GROUND ROLL. HE HAD NO FURTHER EXPLANATION OF THE EVENT. A REVIEW OF THE BEECH MODEL 95 TRAVEL AIR OWNER'S MANUAL REVEALS AN EXCERPT FROM THE NORMAL TAKEOFF PROCEDURE AND READS: "RETRACT THE LANDING GEAR AS SOON AS YOU ARE FIRMLY AIRBORNE WITH NO DANGER OF SETTLING BACK TO THE RUNWAY." 20000605005509A (-23) NO NARRATIVE (.4) THE SOLO STUDENT PILOT WAS PRACTICING QUICK STOP MANEUVERS. HE REPORTED THAT, DURING ONE MANEUVER, THE HELICOPTER WAS NEARLY STOPPED IN A HIGH HOVER AT 30 FEET AGL, AND HE WAS DESCENDING TO LOW HOVER WHEN THE HELICOPTER STARTED VIBRATING AND YAWED TO THE LEFT. THE CONTROLS BECAME INEFFECTIVE AND THE HELICOPTER STARTED SPINNING AROUND UNTIL IT IMPACTED THE GROUND AND THEN ROLLED ON ITS SIDE. WHEN EXAMINED AFTER THE ACCIDENT, THE MAIN ROTOR BLADES EXHIBITED MODEST LEADING EDGE DAMAGE, MODEST CHORDWISE STRIATIONS, AND APPROXIMATELY 20 DEGREES OF UNIFORM ROOT-TO-TIP UPWARD BENDING DEFORMATION. ONE TAIL ROTOR BLADE WAS UNDAMAGED AND THE OTHER WAS BENT ABOUT 10 DEGREES TIP-INBOARD AT THE MIDSPAN. THE ENGINE WAS STARTED AND RAN SMOOTHLY. NO PREACCIDENT MECHANICAL ANOMALIES WERE NOTED. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINES THE PROBABLE CAUSE(S) OF THIS ACCIDENT AS FOLLOWS. THE STUDENT'S IMPROPER EXECUTION OF A QUICK-STOP MANEUVER IN THAT HE MISJUDGED HIS ALTITUDE AND FAILED TO TERMINATE AT A STATIONARY HOVER PRIOR TO DESCENDING TO A LOW HOVER. THIS RESULTED IN AN EXCESSIVE ENGINE POWER REQUIREMENT AND THE STUDENT IMPROPERLY COORDINATED THE USE OF THE COLLECTIVE AND ANTI-TORQUE CONTROLS. 20000605006559A (-23) THE HELICOPTER WAS MAKING AM APPROACH TO A LARGE PATURE IN A RURAL AREA ON A DARK, MOONLESS NIGHT; HAZE AND SMOKE IN THE VICINITY EXACERBATED THE CONDITIONS. A COMPANY PICK-UP TRUCK WAS POSTITONED AT THE FAR END OF THE PATURE WITH ITS HEADLIGHTS ON TO AID THE APPROACHING HELICOPTER. THE HELICOPTER HAD ACTIVATED ITS LANDIGN LIGHTS, TAXI LIGHT, ANF AN AUXILLARY NIGHT SUN SPOTLIGHT. THE BAROMETRIC ALTIMETER IN THE HELICOPTER HAD BEEN SET TO THE ELEVATION OF THE DEPARTURE AIRPORT (AVON PARK, FL) WITHIN THE PREVIOUS HOUR, BUT THE HELICOPTER DID NOT HAVE RADAR ALTIMETER INSTALLED. THE PILOT AND HIS OBSERVER HAD LANDED IN THIS PASTURE SEVERAL TIMES IN THE PAST AND KNEW ITS ELEVATION TO BE 40 FEET MSL. THE OBSERVER HOLDS AN ATP CERTIFICATE FOR MULTIENGINE AIRPLANES. THE PILOT STATED THAT DURING THE DESCENT, THE OBSERVER WAS MAKING CALL-OUTS OF AIRSPEED AND ALTITUDE TO HIM.. AT THE "40 KNOTS AND 600 FEET" CALL, THE OBSERVER SAID, "I HAVE GROUND CONTACT." THE PILOT STATED THAT HE WAS FOCUSED ON THE TRUCK HEADLIGHTS. THE OBSERVER CALLED, "500" [FEET]. THE OBSERVER CALLED "450," AND IMMEDIATELY THEREAFTER THE HELICOPTER COLLIDED WITH THE GROUND. (PILOT'S FIRST THOUGHT WAS THAT THEY HAD HIT SOMETHING IN THE AIR.) THE HELICOPTER STOPPED FAST AND ROLLED OVER ONTO ITS LEFT SIDE. THE HELICOPTER WAS DESTROYED. 20000605007219A (-23) FLIGHT SERVICE ACTIVATED FLIGHT PLAN AT 1403 UPON AIRCRAFTS DEPARTURE FROM GUC. THE WATCH OF THE PILOT'S WIFE STOPPED AT 1417. NTSB AND FAA INVESTIGATION OF ACCIDENT SITE REVEALS THAT AIRCRAFT IMPACTED THE GROUND AT A VERY HIGH RATE OF SPEED AS EVIDENCED BY SEVERE DAMAGE TO AIRCRAFT AND OCCUPANTS. AIRCRAFT IMPACTED A VERY LARGE BOULDER NOSE DOWN AND LEFT WING SLIGHTLY LOW. THUNDERSTORMS WERE REPORTED IN AREA HOWEVER NO SPECIFIC IVIDENCE TO INDICATE WEATHER WAS A CONTRIBUTING CAUSE OF ACCIDENT. AIRCRAFT IMPACTED MOUNTAINOUS TERRAIN AT THE 8150 FOOT LEVEL. ALL MAJOR AIRCRAFT COMPONENTS WERE ACCOUNTED FOR AND EXAMINATION OF PROPELLER REVEALED EXTENSIVE ROTATIONAL DAMAGE. THE COMMERCIAL PILOT, ONE PASSENGER (SPOUSE), AND A PET DOG WERE FATALLY INJURED. 20000605007479A (-23) STUDENT FLEW TO A CORRECTIONAL INSTITUTION IN MARTIN COUNTY. THIS WAS DURING A PLANNED CROSS-COUNTRY FROM FXE TO FLT. HE ATTEMPTED TO AID PRISONER ESCAPE. HE CRASHED JUST APPROXIMATELY A HUNDRED YARDS OUTSIDE CORRECTION FACILITY, UPON HITTING A WIRE, AFTER FAILING TO MAINTAIN ALTITUDE TO OVER GROSS WEIGHT. (.4) THE STUDENT PILOT PLANNED A CROSS-COUNTRY FLIGHT FROM FT. LAUDERDALE TO PAHOKEE, FLORIDA, THEN TO STUART, FLORIDA, WITH A FINAL DESTINATION OF FT. LAUDERDALE. HOWEVER, ACCORDING TO THE MARTIN COUNTY SHERIFF'S DEPARTMENT, THE PILOT DIVERTED TO THE MARTIN COUNTY TREATMENT CENTER IN INDIANTOWN, FLORIDA. WHILE HOVERING OVER THE FACILITY'S RECREATION YARD, HE PICKED UP A PASSENGER WHO WAS AN INMATE AT THE CENTER. DURING INITIAL CLIMB FOLLOWING TAKEOFF, THE HELICOPTER STRUCK A TREE, THEN COLLIDED WITH THE GROUND IN A CITRUS GROVE 100 YARDS FROM THE FACILITY'S PERIMETER. 20000605012059A (-23) WHILE ENGAGED IN AGRICULTURAL AERIAL APPLICATIONS, A/C BEGAN SPRAY RUN THAT WOULD BE CONDUCTED UNDER A SET OF APPROX. 25' POWER LINES. THE TOP WING OF THE A/C CONTACTED THE WIRES CAUSING THE A/C TO DEPART FROM CONTROLLED FLIGHT AND IMPACTED THE GROUND. THE PILOT STATED THAT THE WINDS WERE SOMEWHAT GUSTY AND THAT PROBABLY CONTRIBUTED TO THE CONTACT WITH THE WIRES. PILOT STATED ALSO THAT HE HAD FLOWN THIS SAME FIELD MANY TIMES BEFORE IN PREVIOUS YEARS. 20000605012289A (-23) PILOT EXPERINECED LOSS OF POWER WHILE ON LOCAL FLIGHT FROM DEXTER, MO. ATTEMPTED AN EMERGENCY LANDING AT MALDEN, MO. LANDED SHORT AND A/C NOSED OVER. PILOT SUSPECTS WATER CONTAMINATED FUEL. 20000605012499A (-23) ON JUNE 5, 2000 AT 1031 MST N67BJ, A PIPER PA-31-350, WAS BEING OPERATED BY KEY LIME AIR, INC. FOR THE PURPOSE OF A SECOND IN COMMAND PILOT CHECK. THE A/C CRASHED INTO TERRAIN NEAR KIOWA, CO AND WAS DESTROYED ON IMPACT AND POSTIMPACT FIRE. BOTH PILOTS SUFFERED FATAL INJURIES DURING THE IMPACT THE ATP CERTIFIED COMPANY INSTRUCTOR PILOT WAS RECEIVING A PRE-EMPLOYMENT CHECK RIDE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED IN TEH TRAINING AREA. THE A/C WAS ON A VFR FLIGHT PLAN WITH A CALL SIGN OF LYM770 WHICH ORIGINATED FROM DENVER INTERNATIONAL AIRPORT. THE FLIGHT MADE AN INTERMEDIATE DELAY AT THE CENTENNIAL AIRPORT, APA, TO CONDUCT PRACTICE ILS APPROACHES AND TOUCH AND GO PRACTICE LANDINGS. WITNESSES IN THE VICINITY OF THE CRASH SITE OBSERVED THE A/C IN A SPIRAL/SPIN THAT CONTINUED UNTIL IMPACT WITH TERRAIN IN AN OPEN AREA. 20000605017549I (-23)THE PILOT STATED THE AIRCRAFT DEPARTED SAN JOSE, CALIFORNIA ON A FAR PART 135 FLIGHT WITH TWO PAASENGERS ON BOARD. ONE MINUTE AFTER ROTATION, HE SAID THE TOWER REPORTED THE AIRCRAFT WAS TRAINLING SMOKE BEHIND THE LEFT ENGINE. THE PILOT STATED THE LEFT ENGINE SLOWLY LOST POWER, AND HE INITIATED AN IMMEDIATE RETURN TO SAN JOSE AIRPORT. HE STATED THE ENGINE CONTINUED TO LOSE POWER DURING CLIMB TO PATTERN ALTITUDE. HE SAID THAT WHEN ENGINE POWER DETERIORATED TO 1000 RPM, HE PERFORMED ENGINE SHUTDOWN. THE AIRCRAFT LANDED WITH THE ENGINE SHUTDOWN, AND PROPELLER FEATHER. BECAUSE SMOKE HAD BEEN REPORTED, THE PILOT SAID HE ELECTED TO SECURE THE AIRCRAFT AND EVACUATE PASSENGERS AFTER EXITING THE RUNWAY. THE AIRCRAFT WAS TOWED TO PARKING. THE AIRCRAFT WAS NOT DAMAGED. NO ACTUAL FIRE OR INJURIES OCCURRED. CAUSE OF THE POWER LOSS WAS LATER DETERMINED TO BE A CLOGGED FUEL INJECTOR RESULTING IN EXCESSIVELY RICH NIXTURE PROVIDED TO REMAINING CYLINDERS. THE RICH MIXTURE APPARENTLY CAUSED VAPOR TRAIL FROM THE LEFT ENGINE. THIS COMPLETES THE INVESTIGATION AND THIS MATTER IS CLOSED. 20000605018079I (-23)^PRIVACY DATA OMITTED^ MADE A GEAR UP LANDING AT QUINCY, CA, ^PRIVACY DATA^ SAID HE PUT THE GEAR HANDLE DOWN, BUT DID NOT VERIFY THE GEAR POSITION. 20000605021059I (-23) PILOT STATED THAT HE WAS LANDING ON A DIRT ROAD-RELATD TO AG SPRAYING OPERATIONS-WHEN LOOSE, SOFT EARTH CAUSED AIRCRAFTS TAIL TO RISE, FORCING PROPELLER INTO THE GROUND. DAMAGE TO PROPELLER AND ENGINE OLY. NO INJURY TO PILOT. NO CHEMICAL SPILL. 20000605021079I (-23) AT 0500 LOCAL TIME (CDT) ON MONDAY, JUNE 5, 2000 THE AIRCRAFT WAS ENROUTE FROM LINCOLN, NE (LNK) TO KEARNEY, NE (EAR) WITH 5 PASSENGERS ON BOARD AT 12,000 FT. APPROX 15-20 MI. S.E. OF GRAND ISLAND, NE (GRI) WHEN THE LEFT ENGINE QUIT. THE ENGINE "AUTO FEATHERED" AND THE PILOT OBSERVED FLAMES AND SPARKS COMING FROM THE EXHAUST STACK. HE IMMEDIATELY MOVED THE CONDITION LEVER TO "OFF" AND COMPLETED SHUT-DOWN PROCEDURES. HE ADVISED ATC THAT HE WANTED TO GO TO GRI AND WAS GIVEN A DESCENT TO 5,000 FT. AND WAS TOLD TO ADVISE WHEN HE HAD THE AIRPORT IN SIGHT. THE LANDING WAS UNEVENTFUL AND NO EMERGENCY WAS DECLARED. A REPORT WAS MADE BY THE PIC TO THE FSDO. THE MAINTENANCE FACILITY AT GRI REMOVED THE HOT SECTION AND OBSERVED THE COMPRESSOR TURBINE DISK AND EXIT DUCT ASSEMBLY HAD SUFFERED SEVERE DAMAGE. 20000605021849I (-23) PILOT STATED HE HAD BEEN PRACTICING INSTRUMENT APPROACHES WITH AN INSTRUCTOR AT 5,000', FOR TWO DAYS PRIOR TO INCIDENT. DURING PRACTICE THEY DID NOT SLOW DOWN AIRPLANE, OR PUT LANDING GEAR DOWN. PILOT STATED HE WENT BY HIMSELF TO PRACTICE GPS APPROACHES, HEARD WARNING SIGNAL, BUT THOUGHT IT WAS HIS GPS ALERTING HIM, PILOT STATED HE FORGOT TO PUT LANDING GEAR DOWN BECAUSE WAS BUSY WITH FLYING THE APPROACH, AND BECAUSE OF THE PRACTICE BEFOREHAND OF NOT PUTTING THE GEAR DOWN AT THE FINAL APPROACH FIX. PILOT ALSO STATED HE DID NOT USE AIRCRAFT LANDING CHECKLIST. PILOT STATED HE ALSO HAD OWNED AIRCRAFT FOR LESS THAN 1 YEAR. 20000605027099I (-23)A/C TOOK OFF PBI TO BCT. AIRCRAFT HAD PRIOR DAMAGE DUE TO A GROUND INCIDENT BOCA AVIATION, A REPAIR STATION AND EMPLOYER OF PILOT CALLANDER, PERFORMED MAINTEANCE, BUT DID NOT FOLLOW ACCEPTABLE PROCEDURES FOR APPROVING THE AIRCRAFT FOR SERVICE PRIOR TO FLIGHT. NO FERRY PERMIT WAS OBTAINED. THE NOSE LANDING GEAR LINKAGES WERE PREVIOUSLY DAMAGED, FOR WHICH BOCA WAS HIRED TO REPAIR, WHICH THEY DID NOT PRIOR TO FLIGHT. ON LANDING AT BCT AIRCRAFT NLG COLLAPSED CAUSING MINOR DAMAGE. 20000605028039I (23)AFTER LANDING, DURING ROLL OUT, THE RIGHT LANDING GEAR SLOWLY RETRACTED AND THE AIRCRAFT CAME TO REST ON THE RIGHT WING TIP. REASON FOR FAILURE WAS SPILT IN HYDRAULIC LINE TO GEAR ACTUATOR FROM UNKNOW CAUSES. DAMAGE WAS MINOR. 20000605032459I (-23)ON JUNE 5, 2000, N442JS, DORNIER 328, OPERATED BY PSA (VNVAA), DECLARED AN EMERGENCY AND LANDE3D AT BINGHAMTON AIRPORT (KBGM). THE FLIGHT WAS ENROUTE FROM WASHINGTON, DC, (KDCA) TO BURLINGTON, VT, (KBTV). THE CREW NOTED A CAS MESSAGE "EMERGENCY PARKING BRAKE ACCUMULATOR LOW PRESSURE. THE FLIGHT MAUAL CALLS FOR LANDING AT THE "NEAREST SUITABLE AIRPORT". THE CREW DIVERTED TO BINGHAMTON, NY AND LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE INFORMATION: A MAINTENANCE TECHNICIAN EXAMINED THE SYSTEM IAW THE DORNIER MAINTENANCE MANUAL IN CLOSE COORDINATION WITH PSA MAINTENACE CONTROL. NO DISCREPANCY WAS NOTED. AIRCRFT WAS AUTHORIZED FOR RETURN TO SERVICE. THE FLIGHT WAS RELEASED TO BURLINGTON, VT. IT DEPARTED WITH ZERO PASSENGERS. THIS INCIDENT IS CONSIDERED CLOSED. 20000605032599I (-23)PILOT MADE NORMAL APPROACH TO OLV RUNWAY 36. NORMAL LANDING, FELT MAINS TOUCHED BUT NOT NOSE GEAR. NOSE GEAR UNSAFE INDICATOR LIGHT CAME ON. THROTTLES WERE ADVANCED BUT PROPS STRUCK RUNWAY, ENGINES WERE IDLED AND SHUT DOWN. INVESTIGATION REVEALED MATERIAL FAILURE OF RETRACT ACTUATOR BRACKET AND BOLT.FAILURE ALLOWED OVERCENTER ARM TO BECOME DISPLACED AND HYDRAULICS COULD NOT SUSTAIN THE NOSE GEAR IN A DOWN POSITION. 20000605032699I (-23)ON 06/05/2000 AT APPROXIMATELY 0010, AT TETERBORO AIRPORT, ^PRIVACY DATA OMITTED^ ACTING AS PILOT IN COMMAND OF CESSNA N6257R LANDED WITH THE NOSEWHEEL DOOR JAMMED SHUT AND PREVENTED THE NOSE GEAR TO EXTEND. DAMAGE WAS MINOR AND THERE WERE NO INJURIES. MAINTENANCE INSPECTORS WITNESSES THE GEAR OPERATING PROPERLY AFTER SEVERLY DAMAGED GEAR DOORS WERE REMOVED. CLASSIFIED AS AN INCIDENT. 20000605033039I (-23)DELTA AIRLINES FLIGHT 427 DIVERTED INTO OMAHA, NE, DUE TO PROBLEMS WITH THE AIR CONDITIONER PACKS RESULTING IN CABIN TEMPERATURE OVERHEAT. CONTRACT MAINTENANCE FOUND THE ZONE TEMPERTURE CONTROL VALVE STICKING OPEN.THE VALVE WAS CYCLED MANUALLY TO CLOSE IT AND DEFFERED. THAT NIGHT COMPANY CHANGED THE ZONE TEMPERTURE CONTROL VALVE AND THE CONTROL PANEL. 20000605033639I (-23)PILOT REQUESTED A MISSED APPROACH. ON SECOND ATTEMPT AIRCRAFT DEPARTED RUNWAY SURFACE AT ABOUT 3,700 FEET FROM APPROACH END OF RUNWAY NINE AT CEDAR RAPIDS, IA AIRPORT, AND CONTINUED OFF RUNWAY FOR ABOUT 2,215 FEET BEFORE RETURNING TO RUNWAY SURFACE. DAMAGE TO AIRPORT PROPERTY AND RUNWAY LIGHTS. 20000605042149A (-23) ON DEPARTURE FROM GULKANA RUNWAY 32, AT AN ALTITUDE OF APPROXIMATELY 200 FEET AGL, THE ENGINE QUIT. THE PILOT INITIATED EMERGENCY PROCEDURES AND MANEUVERED TO LAND AHEAD ON THE HIGHWAY. HIGHWAY TRAFFIC FORCED A DECISION TO LAND SHORT OF THE HIGHWAY IN BRUSH. THE AIRCRAFT IMPACTED A 2 FOOT INTERSECTION SHOULDER, BOUNCED, YAWED RIGHT AND CAME TO REST UPRIGHT. 20000606006139A (-23) ON TUESDAY, JUNE 6, 2000 AT APPROXIMATELY 0800 MDT CESSNA 185 N185RL, PILOTED BY SCOTT E. CHEW, HOLDER OF FAA PILOT CERTIFICATE #523135832 ABORTED HIS TAKEOFF FROM MINERAL CANYON AIRSTRIP NEAR MOAB, UTAH. THE AIRCRAFT HAD EARLIER DEPARTED HIDDEN SPLENDOR, AIRSTRIP NEARBY AND WAS ENROUTE TO LONGMONT, COLORADO WHERE THE AIRCRAFT IS BASED. THE PIOT MADE A SIDE TRIP TO MINERAL CANYON SO THE PILOT COULD SHOW THE AIRSTRIP TO HIS PASSENGERS. UPON LANDING AT MINERAL CANYON, THE PILOT TAXIIED BACK TO TAKEOFF AND EXPERIENCED THE PROBLEM. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT WAS ON TAKEOFF, SMELLED OR OBSERVED SMOKE COMING FROM UNDERNEATH THE ENGINE COWLING, ABORTED THE TAKEOFF BECAUSE HE COULD NOT CLIMB, EXHAUSTED THE RUNWAY LENGTH AND CAME TO REST IN TALL GRASS. THE FIRE CONSUMED THE AIRPLANE. AN AIRWORTHINESS INSPECTOR FROM THE SDL-FSDO WENT TO LOOK AT THE AIRPLANE AT THE RECOVERY SITE IN PHOENIS. HOWEVER, HIS REPORT IS NOT AVAILABLE AT THIS TIME. IF THERE ARE ANY FINDINGS FROM HIM THEY WILL BE INCLUDED IN AN AMENDED REPORT. 20000606009659A (-23) ENGINE QUIT WHILE ENROUTE TO RELOAN FERTILIZER. A/C LANDED IN RICE FIELD AND FLIPPED. POWER TURBINE SECTION OF ENGINE WOULD NOT TURN. 20000606010049A (-23) ON JUNE 6, 2000, N45880 WAS ATTEMPTING A LANDING AT GREENVILLE MAJORS AIRPORT, WHEN THE PILOT SUDDENLY LOST CONTROL OF THE AIRCRAFT. THE AIRCRAFT CAME TO REST ON THE WEST SIDE OF RUNWAY 35. THE PILOT STATED THAT THE LANDING WAS NORMAL UNTIL THE IARCRAFT SUDDENLY HEADED FOR THE RIGHT SIDE OF THE RUNWAY. HE THEN ADDED POWER AND LEFT RUDDER, AT WHICH TIME THE AIRCRAFT DARTED LEFT THEN CAME TO REST UPSIDE DOWN ON THE WEST SIDE. INVESTIGATION OF THE TIRE TRACKS ON THE RUNWAY REVEALED THAT THE LEFT TIRE TRACK SEEMED RELETAVELY STRAIGHT WHILE THE RIGHT TIRE TRACK MADE S-TURNS. UPON REMOVAL OF THE RIGHT MAIN LANDING GEAR FARING FROM THE AIRCRAFT, IT WAS DISCOVERED THA A BRACE ON TEH LANDIGN GEAR HAD FAILED, CAUSING THE MAIN LANDING GEAR LEG TO SHEAR AND THEREFORE LOSS OF CONTROL. 20000606032629I (-23)JUNE 6, 2000, AT 0955 PDT, THE STUDENT PILOT TOOK OFF FROM TONOPAH AIRPORT (TPH), IN N5737W, A PIPER PA-28-150, PRATICING FLIGHT MANEUVERS FOR HIS CHECKRIDE. DURING HIS FLIGHT AT APPROXIMATELY 1045-1100 PDT, THE STUDENT DECIDED TO PERFORM SOFT FIELD LANDINGS AT MUD LAKE. THE STUDENT STATED THAT HE HAD PERFORMED PREVIOUS LANDINGS AT MUD LAKE WITH HIS FLIGHT INSTRUCTOR. THE AIRCRAFT APPROACHED FROM THE NORTH-NORTHWEST, WITH THE WIND AT 170 DEGREES, AT 8 KNOTS. AT ABOUT 10 FT TO 15 FT ABOVE GROUND, THE AIRCRAFT FELT THE NOSE PITCH UP AND THE AIRSPEED DROP, RESULTING IN A STALL, AND A HARD LANDING ON THE DRY LAKEBED. ON IMPACT THE NOSE GEAR BROKE OFF CAUSING THE PROP TO STRIKE THE GROUND SEVERAL TIMES. THE RIGHT-HAND AND LEFT-HAND WING DEVELOPED SMALL WRINKLES FROM THE IMPACT AND THE NOSE COWLING HAD SEVERAL PLACES THAT WERE BENT AND BUCKLED. THE DISTANCE FROM IMPACT TO THE AIRCRAFT FINAL RESTING WAS APPROXIMATELY 115 FT TO 120 FT. NO POST-CRASH FIRE OR INJURIES WERE NOTED. THE CERTIFIED FLIGHT INSTRUCTOR QUALIFICATIONS ARE IN QUESTION. AND WILL REFER TO 44709 RIDE. STUDENT WAS NOT AUTHORIZED TO LAND ON MUD LAKE. AND DURING THE LANDING, STUDENT LANDED THE AIRCRAFT IN A DOWNWIND APPROACH, WHICH RESULTED IN STALLING THE AIRCRAFT AND CAUSING A HARD LANDING ON THE DRY LAKEBED. 20000606033479I (-23)ON 06-06-2000, N5AW A CESSNA 177RG LANDED GEAR UP ON RUNWAY 18R AT ORLANDO INTERNATIONAL AIRPORT. NO MECHANICAL FACTORS FOUND. PILOT FORGOT TO EXTEND THE LANDING GEAR. 20000606035219I (-23)PILOT ATTEMPTED TO TAXI HIS GRUMMAN AMERICAN TRAINER AIRCRAFT FROM PARKING AREA, LOST CONTROL AND TAXIED INTO ANOTHER PARKED AIRCRAFT. (MOONEY N226C) THE PROPELLER OF THE GRUMMAN STRUCK THE RIGHT WING OF THE MOONEY CAUSING DAMAGE TO THE PROPELLER OF THE GRUMMAN AS WELL AS DAMAGE TO THE MOONEY. 20000607007819A (-23) ON JUNE 7, 2000, ABOUT 19:20 HOURS CENTRAL DAYLIGHT TIME, N2849L, A CESSNA-172H, WAS BEING OPERATED BY^PRIVACY DATA OMITTED^ WHILE CONDUCTING TAKEOFFS AND LANDINGS FROM A PRIVATE UNIMPROVED AIRFIELD APPROXIMATELY 1000' FEET IN LENGTH LOCATED AT 9645 MIFLIN CREEK RD. FOLEY, ALABAMA, THE PILOT ATTEMPTED A GO AROUND AFTER HAVING TOUCHED DOWN APPROXIMATELY 400' FEET DOWN THE RUNWAY. DURING INITIAL CLIMB THE AIRCRAFT FAILED TO CLEAR THE TREES, THEN COLLIDED WITH THE GROUND NOSE FIRST IN DENSE FOREST AND HEAVY BRUSH. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. POST ACCIDENT INVESTIGATION REVEALED THE AIRCRAFT DOORS HAD BEEN REMOVED AND LEFT AT THE HANGAR LOCATION, AND THE FLAPS WERE FOUND TO BE IN THE EXTENDED POSITION. (.4)PRIOR TO PERFORMING TOUCH AND GO LANDINGS ON A 1,000 FT. PRIVATE GRASS AIRSTRIP WITH TREES AT BOTH ENDS OF THE RUNWAY, THE PILOT PERFORMED TAKEOFF PERFORMANCE CALCULATIONS AND DETERMINED THAT 700 FT. OF GROUND ROLL WOULD BE REQUIRED WITHOUT OBSTACLES, AND 1,200 FT. WOULD BE REQUIRED FOR A 50-FT. OBSTACLE CLEARANCE. DURING THE PILOT'S FIRST LANDING, HE TOUCHED DOWN 200 FT. FROM THE RUNWAY THRESHOLD. HE APPLIED FULL POWER AND DID NOT RETRACT THE 40 DEGREES OF FLAPS. DURING INITIAL CLIMB FOLLOWING TAKEOFF, THE AIRPLANE'S LANDING GEAR CLIPPED A LINE OF TREES. THE AIRPLANE THEN COLLIDED WITH THE GROUND NOSE FIRST, COMING TO REST 500 FT. OFF THE END OF THE RUNWAY. ACCORDING TO THE 1967 CESSNA 172H AIRPLANE FLIGHT MANUAL, FLAP SETTINGS OF 30 TO 40 DEGREES ARE NOT RECOMMENDED AT ANY TIME FOR TAKEOFF. IN ADDITION, THERE IS NO PERFORMANCE DATA IN THE MANUAL FOR TAKEOFFS WITH 40 DEGREES OF FLAPS. 20000607009489A (-23) ON JUNE 7, 2000, AT APPROXIMATELY 1451 HOURS, A BELLANCA 1731ATC, N39827 OWNED AND OPERATED BY^PRIVACY DATA OMI^CRASHED 10 MILES NORHTWEST OF LAUGHLIN AFB, DEL RIO, TX. VFR FLIGHT CONDITIONS PREVAILED AND THE PILOT FILED A FLIGHT PLAN. THE AIRCRAFT WAS ENROUTE FROM SAN ANTONIO (SAT) TO ONTARIO (ONT). THE AIRCRAFT EXPERIENCED ENGINE PROBLEMS AND A LOSS OF 8" MANIFOLD PRESSURE. PILOT CONTACTED CENTER AND DIVERTED TO DEL RIO (DRT). DESCENDED FROM 9000 TO 4000. #3 CYLINDER AND TOP COWLING DEPARTED AIRCRAFT. AIRCRAFT FORCED LANDING IN ROUGH TERRAIN ON PRIVATE RANCH. NO INJURIES. AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT, COMMERCIAL RATED DID NOT SUSTAIN INJURIES. THE FLIGHT ORIGINATED IN SAN ANTONIO ON JUNE 7, 2000 AT APPROXIMATELY 1400 HOURS. (.4)ON JUNE 7, 2000, AT 1455 CENTRAL DAYLIGHT TIME, A BELLANCA 17-31ATC AIRPLANE, N39827, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR DEL RIO, TEXAS. THE COMMERCIAL PILOT AND HIS PASSENGER WERE NOT INJURED. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS N OT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE STINSON MUNICIPAL AIRPORT NEAR SAN ANTONIO, TEXAS, AT 1330, AND WAS DESTINED FOR ELOY, ARIZONA. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT STATED THAT THE AIRPLANE WAS IN CRUISE FLIGHT AT 12,500 FEET AND HE WAS RECEIVING FLIGHT FOLLOWING FROM THE DEL RIO APPROACH CONTROL, WHEN HE NOTICED THE MANIFOLD PRESSURE DROP FROM 37 INCHES TO 19 INCHES OF MERCURY. HE ALSO NOTICED THE EXHAUST GAS TEMPERATURE GAUGE INDICATE A DECREASE IN TEMPERATURE. HE INFORMED APPROACH CONTROL THAT HE WAS HAVING AN ENGINE PROBLEM AND WAS GIVEN VECTORS TO THE DEL RIO INTERNATIONAL AIRPORT AND INSTRUCTIONS TO DESCEND TO 4,000 FEET. WHILE DESCENDING THROUGH 5,000 FEET, THE #3 CYLINDER, ALONG WITH THE ENGINE COWLING, SEPARATED FROM THE AIRPLANE. THE PILOT STATED THAT HE COULD NOT MAKE IT TO THE AIRPORT AND ELECTED TO LAND THE AIRPLANE ON A HIGHWAY. HE NOTICED POWER LINES NEAR THE HIGHWAY DURING THE APPROACH AND ELECTED TO LAND IN A FIELD, LOCATED EAST OF THE HIGHWAY. THE FIELD WAS COVERED WITH MESQUITE TREES. DURING THE LANDING ROLL, THE AIRPLANE IMPACTED MESQUITE TREES, AND THE LANDING GEAR COLLAPSED. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE WOODEN WING SPARS WERE STRUCTURALLY DAMAGED AND THE FUSELAGE TUBING WAS BENT. THE #3 CYLINDER, PISTON, AND CONNECTING ROD WERE MISSING FROM THE TEXTRON LYCOMING IO-540-KIE5 ENGINE. SMALL METALLIC DEBRIS REMAINED IN THE OIL SUMP. REVIEW OF THE ENGINE MAINTENANCE RECORDS REVEALED THAT THE ORIGINAL ENGINE LOGBOOK WAS LOST, AND ON OCTOBER 1, 1983, IT WAS ESTIMATED THAT THE ENGINE HAD ACCUMULATED 1,238 HOURS (AT A TACHOMETER TIME OF 254.9). AT THAT TIME, THE ENGINE UNDERWENT A 100-HOUR INSPECTION AND THE PROPELLER AND TURBOCHARGER WERE REPLACED. ON NOVEMBER 19, 1984, THE #1 CYLINDER WAS REMOVED AND REPLACED AT AN ENGINE TOTAL TIME OF 1,312.10 HOURS. ON NOVEMBER 6, 1989, AFTER A PROPELLER STRIKE, A TOP OVERHAUL AND CRANKSHAFT RUN-OUT INSPECTION WERE CONDUCTED ON THE ENGINE AT A TOTAL TIME OF 1,615.6 HOURS. THE LAST ANNUAL INSPECTION RECORDED WAS ON APRIL 1, 1999, AT A TACHOMETER TIME OF 835 HOURS, AND THE LAST 100-HOUR INSPECTION ON THE ENGINE WAS COMPLETED ON MARCH 28, 2000, AT A TACHOMETER TIME OF 852.45 HOURS AND AN ENGINE TIME OF 1,830.55 HOURS. 20000607014409A (-23) ON JUNE 7, 2000, AT 1530 CDT, A STARDUSTER II SA 300 TAILWHEEL EQUIPPED EXPERIMENTAL AIRPLANE, N1011Z, WAS SUBSTANTIALLY DAMAGED WHEN IT NOSED OVER DURING LANDING ROLL AT THE SPICEWOOD AIRPORT NEAR SPICEWOOD, TEXAS. THE COMMERCIAL PILOT, SOLE OCCUPANT OF THE AIRPLANE WAS NOT INJURED. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT AND A FLIGHT PLAN WAS NOT FILED. THE LOCAL FLIGHT DEPARTED FROM THE SPICEWOOD AIRPORT, APPROX. AT 15:00. ACCORDING TO THE PILOT, HE EXECUTED A "THREE POINT LANDING" ON RUNWAY 35. DURING THE LANDING ROLL, THE RIGHT MAIN LANDING GEAR DEPARTED THE RIGHT SIDE OF THE RUNWAY. THE PILOT WAS UNABLE TO BRING THE RIGHT MAIN LANDING GEAR BACK ON THE RUNWAY WITH THE USE OF THE RUDDER PEDALS. AS THE AIRPLANE DECELERATED, IT NOSED OVER AND CAME TO REST INVERTED. THE UPPER LEFT WING SUSTAINED STRUCTURAL DAMAGE. (.19)ON JUNE 7, 2000, AT 1530 CDT, A STARDUSTER II SA300 TAILWHEEL EQUIPPED EXPERIMENTAL AIRPLANE, N1011Z, WAS SUBSTANTIALLY DAMAGED WHEN IT NOSED OVER DURING LANDING ROLL AT THE SPICEWOOD AIRPORT NEAR SPICEWOOD, TEXAS. THE PRIVATE PILOT, SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE LOCAL FLIGHT DEPARTED FROM THE SPICEWOOD AIRPORT, APPROXIMATELY 1500. ACCORDING TO THE PILOT, HE EXECUTED A "THREE POINT LANDING" ON RUNWAY 35. DURING THE LANDING ROLL, THE RIGHT MAIN LANDING GEAR DEPARTED THE RIGHT SIDE OF THE RUNWAY. THE PILOT WAS UNABLE TO BRING THE RIGHT MAIN LANDING GEAR BACK ON THE RUNWAY WITH THE USE OF THE RUDDER PEDALS. AS THE AIRPLANE DECELERATED, IT NOSED OVER AND CAME TO REST INVERTED. THE LEFT UPPER WING SUSTAINED STRUCTURAL DAMAGE. (.4)THE PILOT EXECUTED A 'THREE POINT LANDING' ON RUNWAY 35. DURING THE LANDING ROLL, THE TAILWHEEL-EQUIPPED AIRPLANE'S RIGHT MAIN LANDING GEAR DEPARTED THE RIGHT SIDE OF THE RUNWAY. THE AIRPLANE PULLED TO THE RIGHT AS THE 'WHEEL BOGGED DOWN' INTO THE MUD. THE PILOT WAS UNABLE TO BRING THE RIGHT MAIN LANDING GEAR BACK ON THE RUNWAY WITH THE USE OF LEFT RUDDER AND LEFT BRAKE. AS THE AIRPLANE DECELERATED, IT NOSED OVER AND CAME TO REST INVERTED 20000607019929I (-23) PILOT ENGAGED AUTOPILOT AFTER TAKE-OFF AND EXPERIENCED AN ABRUPT PITCH UP INPUT. PILOT STATED THAT HE TRIED TO DISENGAGE AUTOPILOT BUT IT WOULD NOT DISCONNECT AND HE EXPERIENCED A SEVERE CONTROL PROBLEM. PILOT DECLARED AN EMERGENCY AND LANDED ON RUNWAY 15 AT HYA BLOWING THE RIGHT MAIN TIRE. AVIONICS INSPECTED THE AUTOPILOT SYSTEM AND ALL SHUT OFFS. THE DISCONNECT, CIRCUIT BREAKER, AVIONICS SWITCH AND GANG BAR ALL WORKED NORMALLY. AUTO PILOT SYSTEM WAS CHECKED COMPLETELY AND NO MALFUNCTIONS WERE FOUND. THE HYANNIS AIR SERVICE LEAD MECHANIC AND VICE PRESIDENT OF OPERATIONS WHO IS ALSO A FLIGHT INSTRUCTOR AND CHECK AIRMAN TEST FLEW THE AIRCRAFT FOR ONE HOUR UNDER MANY VARIOUS FLIGHT CONDITIONS. NO PROBLEMS WERE INCURRED. THE MALFUNCTION COULD NOT BE DUPLICATED. THE PILOT WAS GIVEN A POST FLIGHT CHECK AND A PILOT COMPETENCY CHECK ON 6/10/00. BOTH CHECKS WERE SATISFACTORILY COMPLETED. THE AIRPLANE WAS RELEASED FOR FLIGHT. 20000607021119I (-23) ON APPROACH TO VENANGO REGIONAL AIRPORT (FKL) FRANKLIN, PA, (AN UNCONTROLLED AIRPORT) THE PILOT SELECTED GEAR DOWN AND THE RIGHT MAIN GEAR DOWN LOCK INDICATOR LIGHT DID NOT ILLUMINATE. THE PILOT ELECTED NOT TOLAND AT (FKL) AND DEVIATE TO PITTSBURGH INTERNATIONAL AIRPORT (PIT). ON APPROACH TO LAND ON RUNWAY 28R AT PIT, THE RIGHT MAIN GEAR DOWN LOCK LIGHT STILL DID NOT ILLUMINATE. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL TROUBLESHOOT THE AIRCRAFT AND FOUND THE RIGHT MAIN GEAR DOWN LOCK INDICATOR SWITCH HAD STUCK IN THE GEAR UP POSITION (INDICATION SYSTEM ONLY). THE SWITCH WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE LATER THAT MORNING. 20000607026669I (-23)SEE ATTACHED SHEET 20000607035079I (-23)ON LANDING ROLL-OUT THE AIRCRAFT STARTED TO VEER TO THE RIGHT. THE PILOT REPORTED THAT HE HAD NO STEERING, AND WAS UNABLE TO CORRECT. THE PILOT MANAGED TO GET THE AIRCRFT STOPPED JUST AS THE RIGHT PROPELLER STRUCK THE RUNWAY SIGN. THE PROPELLER AND SPINNER WERE DAMAGED, WAS WELL AS THE SIGN. 20000607036879A (-23) ON JUNE 7, 2000 AT 11:15 LOCAL TIME A PIPER PA-25-235 REGISTERED TO SABBE BROTHERS FLYING SERVICES CRASHED DURING A TURN WHILE PERFORMING AERIAL APPLICATION. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED BY A POST CRASH FIRE AND THE PILOT RECEIVED SERIOUS INJURIES. THE PILOT HOLDS A COMMERCIAL PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT A PRIVATE AIRSTRIP 5 MILES EAST OF MADDOCK, ND. 20000608007199A (-23) PILOT MADE AN EMERGENCY LANDING DUE TO LACK OF FUEL. PILOT STATED HE HAD FUEL PUMP PROBLEMS. ENGINE RUN TEST WAS PERFORMED FOR MECHANICAL PURPOSES. NO MECHANICAL DISCREPANCIES WERE FOUND. ENGINE RUN TEST WAS SATISFACTORY. (.4) ON JUNE 8, 2000, AT 1025 HOURS PACIFIC DAYLIGHT TIME, A MOONEY M20D, N31M, MADE A FORCED LANDING IN A RAILROAD YARD AND COLLIDED WITH A SAND DUNE SOUTHWEST OF BAKER, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED PRIVATE PILOT RECEIVED NO INJURY. THE PILOT WAS OPERATING THE AIRPLANE AS A PERSONAL CROSS-COUNTRY FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE FLIGHT DEPARTED FROM WALKER FIELD IN GRAND JUNCTION, COLORADO, EN ROUTE TO THE BIG BEAR AIRPORT, CALIFORNIA, EARLIER THAT DAY. DAY VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND A FLIGHT PLAN HAD NOT BEEN FILED. THE PILOT REPORTED THAT HE HAD NOTICED A FUEL PRESSURE FLUCTUATION, WHICH BEGAN WHILE HE WAS JUST NORTH OF THE GRAND CANYON. HE SWITCHED FUEL TANKS FROM RIGHT TO LEFT AFTER HIS OBSERVATION AND THE PRESSURE RETURNED TO NORMAL (ABOUT 4 POUNDS PER SQUARE INCH). ANOTHER FLUCTU ATION WAS NOTICED UPON SWITCHING BACK TO THE RIGHT TANK 1 HOUR LATER. THE PILOT ACTIVATED THE ELECTRIC FUEL PUMP AND IT REMEDIED THE SITUATION. HE LEFT THE ELECTRIC FUEL PUMP RUNNING AS THE LEG CONTINUED FOR ANOTHER HOUR. THE TANKS WERE SWITCHED AGAIN, AT WHICH TIME THE ELECTRIC PUMP WAS TURNED OFF. THE FUEL PRESSURE STARTED TO FLUCTUATE AND DROPPED TO ZERO AFTER A 25-MINUTE PERIOD HAD PASSED. IT WAS AT THIS POINT THAT THE ENGINE COMPLETELY STOPPED RUNNING. THE PILOT ATTEMPTED TO BRING THE ENGINE BACK ON-LINE BY MANEUVERING THE AIRPLANE AND USING VARIOUS ENGINE OUT PROCEDURES. CYCLING THE FUEL SELECTOR, ELECTRIC PUMP SWITCH, ADJUSTING THE MIXTURE, AND CARBURETOR HEAT DID NOT HAVE ANY EFFECT. THE AIRPLANE RECEIVED RADAR FLIGHT FOLLOWING SERVICE FROM LOS ANGELES CENTER. RADAR CONTACT WAS LOST AT 1023. ACCORDING TO THE PILOT, HE DECLARED AN EMERGENCY AND MADE A FORCED LANDING ON A RAIL SERVICE ROAD ABOUT 20 MILES SOUTHWEST OF BAKER. DURING THE LANDING SEQUENCE, THE AIRPLANE RECEIVED A 3-FOOT TEAR TO THE LEFT WING'S LEADING EDGE, AND THE RIGHT MAIN LANDING GEAR HAD COLLAPSED. A SAN BERNARDINO COUNTY SHERIFF'S DEPUTY RESPONDED TO THE SCENE AND FOUND VERY MINIMAL FUEL IN THE RIGHT FUEL TANK OF THE AIRPLANE. THE DEPUTY ALSO REPORTED THAT WHEN THE ELECTRICAL MASTER SWITCH HAD BEEN PLACED IN THE ON POSITION, THE QUANTITY GAUGES DID INDICATE FUEL ON BOARD. THE NEXT DAY, RETRIEVAL PERSONNEL RECOVERED LESS THAT 1 QUART OF FUEL FROM THE FUEL TANKS. ON JUNE 14, 2000, A SAFETY BOARD INVESTIGATOR SUCCESSFULLY RAN THE ENGINE AT AIRCRAFT RECOVERY SERVICES, COMPTON, CALIFORNIA. AT THE TIME OF THE TEST AND EXAMINATION, THE INVESTIGATOR NOTED THAT THE ENGINE FUEL PRESSURE WAS 4.5 POUNDS PER SQUARE INCH (PSI) WITH THE ELECTRIC FUEL BOOST PUMP IN THE ON POSITION. THE PRESSURE WAS 3.5 PSI WITH ENGINE BOOST PUMP IN THE OFF POSITION. THE ENGINE IDLED AND ACCELERATED SMOOTHLY. THE OWNER CONDUCTED A POST CRASH INSPECTION OF THE AIRPLANE AND DISCOVERED CONTAMINATION IN THE FUEL SELECTOR ASSEMBLY. HE TOOK PHOTOS OF THE FUEL SELECTOR BODY AND STRAINER. THE PARTICLES IN THE BODY WERE ORANGE IN COLOR, AND THEY HAD ACCUMULATED UNDER THE FUEL SELECTOR SCREEN. THE OWNER TOLD THE SAFETY BOARD INVESTIGATOR THAT HE HAD RESEALED THE TANKS WITH A COMPOUND SIMILAR IN COLOR TO THE DEBRIS FOUND IN THE FUEL SCREEN AREA. REVIEW OF THE AIRCRAFT MAINTENANCE RECORDS INDICATED THAT BOTH FUEL BAYS WERE REPAIRED IN DECEMBER 1997. AN ANNUAL INSPECTION WAS PERFORMED IN DECEMBER 1999. THE MECHANIC WHO PERFORMED THE ANNUAL INSPECTION AND REPAIRS DID NOT RECALL FINDING ANY UNUSUAL CONTAMINATION AT THE TIME. A TACHOMETER TIME OF 3,523 HOURS HAD BEEN RECORDED IN THE AIRCRAFT LOG FOR THIS INSPECTION.THE MOONEY SERVICE MANUAL RECOMMENDS THAT FUEL SCREENS SHOULD BE CHECKED FOR CONTAMINATION EVERY 50-FLIGHT HOUR 20000608008779A (-23) THE PILOT WAS HIRED TO HOVER HIS HELI OVER CHERRY TREES TO DRY THEM OFF FROM A RECENT RAIN. IN THE PROCESS HE STATED THAT HE EXPERIENCED WHAT APPEARED TO BE A LOSS OF POWER. DURING SUBSEQUENT INVESTIGATION HE LATER CONCLUDED THAT HE HAD MANUEVERED THE HELI INTO A DOWNWIND POSITION AND HAD APPROACHED THE HOVERING CAPABILITY OF THE HELI. HE STATED THAT HE ATTEMPTED TO MANUEVER OUT OF THE ORCHARD BUT WAS FORCED TO MAKE AN EMERGENCY LANDING BETWEEN THE ROWS OF TREES. DAMAGE WAS LIMITED TO THE SKIDS, TAIL ROTOR & SUBSTANTIAL DAMAGE TO THE BOOM. 20000608008889A (-23) AIRCRAFT DEPARTED OXFORD AIRPORT (UOX), WITH A STUDENT PILOT IN LEFT SEAT AND CFI IN THE RIGHT SEAT, ON A LOCAL TRAINING FLIGHT. WITNESSES STATED AIRCRAFT MADE A NORMAL TAKE-OFF AND AT APPROXIAMTELY 300 FEET ALTITUDE AGL, AS THE AIRCRAFT WAS OVER THE DEPARTURE END OF RUNWAY 09, THE AIRCRAFT TURNED SHARPLY TO THE LEFT WITH WING PERPENDICULAR TO THE GROUND, THEN FELL COUNTER CLOCK WISE TOWARDS THE GROUND. THE AIRCRAFT IMPACTED THE GROUND 358 FEET OFF THE END AND TO THE LEFT OF RUNWAY 09 AT A SMALL HILL. THE AIRCRAFT CAUGHT FIRE AND BURNED. TWO FATALITIES. (.4) ON JUNE 8, 2000, AT 1809 CENTRAL DAYLIGHT TIME, A CESSNA 150G, N3711J, COLLIDED WITH THE GROUND AND BURST INTO FLAMES SHORTLY AFTER TAKEOFF FROM RUNWAY 09 AT THE UNIVERSITY/OXFORD COUNTY AIRPORT IN OXFORD, MISSISSIPPI. THE TRAINING FLIGHT WAS OPERATED BY THE CERTIFIED FLIGHT INSTRUCTOR UNDER THE PROVISIONS OF TITLE14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED, AND THE CERTIFIED FLIGHT INSTRUCTOR AND THE STUDENT PILOT WERE FATALLY INJURED. THE FLIGHT DEPARTED OXFORD, MISSISSIPPI, AT 1808. FRIENDS OF THE FLIGHT INSTRUCTOR STATED THAT HE AND THE STUDENT PILOT WERE PLANNING REMAIN IN THE TRAFFIC PATTERN AND PRACTICE TOUCH AND GO LANDINGS IN THE TRAFFIC PATTERN. ACCORDING TO WITNESSES NEAR THE ACCIDENT SITE, THE AIRPLANE DEPARTED OXFORD AND CLIMBED TO APPROX. 400 FEET ABOVE THE GROUND. ANOTHER WITNESS REPORTED THAT IT APPEARED THAT THE ENGINE LOST POWER. AS THE AIRPLANE APPROACHED THE DEPARTURE END OF RUNWAY 09, THE AIRPLANE ENTERED A STEEP LEFT TURN AND LOST ALTITUDE. EYEWITNESSES STATED THAT THE AIRPLANE ENTERED A NOISE LOW ATTITUDE, COLLIDED WITH THE GROUND 100 YARDS LEFT OF THE EXTENDED CENTERLINE OF RUNWAY 09, AND BURST INTO FLAMES. 20000608009169A (-23) DURING CLIMB, ENGINE QUIT WHEN A/C WAS AT 200 FT AGL. A/C CRASHED INTO A SWAMP. A/C WAS DESTROYED, OCCUPANTS RECEIVED MINOR INJURIES. DURING POST CRASH INVESTIGATION, THE ENGINE CRANKSHAFT WAS FOUND TO BE BROKEN AT THE #3 ROD BEARING JOURNAL FORWARD THROW AT THE CENTER MAIN JOURNAL. ENGINE T.T. IS 5487 HOURS AND T.S.O. IS 128 HOURS. IT WAS NOTED IN THE ENGINE MAINTENANCE RECORDS THAT THIS ENGINE EXPERIENCED A PROP STRIKE AT APPROX, 1500 HOURS T.T. AT THAT TIME ONLY A FLANGE RUN OUT CHECK WAS ACCOMPLISHED. 20000608009869A (-23) PIPER N9407W WAS CLEARING FOR TAKEOFF ON RWY 17, SGR. AND MADE A LEFT DOWNWIND DEPARTURE TO THE NORTH, THE PIC REPORTED TO SGR TWR THAT THE ENGINE LOST POWER. THE A/C WAS GIVEN PRIORITY TO RWY 17. HE WAS HOWEVER UNABLE TO MAKE THE AIRPORT, AND LANDED 2 MILES NORTH WEST OF THE SGR AIRPORT. ON LANDING THE LEFT LANDING GEAR HIT AN ANT HILL AND WAS PULLED OUT OF THE WING SPAR. THE LEFT WING SPAR AND THE LEFT FLAP NEEDS TO BE REPLACED. ON SCENE INVESTIGATION REVEALED THAT THE LEFT AUX HAD NO FUEL REMAINING. RIGHT AUX HAD 3.5 GAL LEFT AND RIGHT MAIN TANKS WERE FULL. AFTER FUEL WAS REINTRODUCED TO THE ENGINE, IT RAN WITHOUT PROBLEMS FROM THE LEFT AND RIGHT MAIN TANKS AND THE RIGHT AUX. TANK. (.4)ON JUNE 8, 2000, AT 1720 CENTRAL DAYLIGHT TIME, A PIPER PA-28-235 AIRPLANE, N9407W, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR SUGAR LAND, TEXAS. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPERATED BY THE PILOT. THE INSTRUMENT RATED PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FI LED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE SUGAR LAND MUNICIPAL AIRPORT APPROXIMATELY 10 MINUTES PRIOR TO THE ACCIDENT, AND WAS DESTINED FOR THE WEST HOUSTON AIRPORT, HOUSTON, TEXAS. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT REPORTED THAT HE DEPARTED THE SUGAR LAND MUNICIPAL AIRPORT AND THE AIRPLANE WAS CLIMBING THROUGH 1,500 FEET, WHEN THE ENGINE "SPOOLED DOWN." THE PILOT STATED THAT HE PUSHED THE ENGINE CONTROLS FORWARD AND TURNED ON THE AUXILIARY FUEL PUMP; HOWEVER, HE DID NOT DETECT A CHANGE IN ENGINE POWER. THE PILOT ELECTED TO MAKE A FORCED LANDING IN A FIELD APPROXIMATELY 2 MILES FROM THE DEPARTURE AIRPORT. DURING THE LANDING ROLL, THE LEFT MAIN LANDING GEAR IMPACTED AN ANT HILL RESULTING IN THE SEPARATION OF THE LEFT MAIN LANDING GEAR. THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, STATED THAT HE FOUND THE FUEL SELECTOR IN THE OFF POSITION. THE INSPECTOR STATED THAT HE FOUND THE LEFT AUXILIARY FUEL TANK "COMPLETELY EMPTY," THE LEFT AND RIGHT MAIN FUEL TANKS FULL, AND THE RIGHT AUXILIARY FUEL TANK CONTAINING 3.5 GALLONS OF FUEL. THE AIRPLANE WAS TAKEN TO AN AIRCRAFT MAINTENANCE FACILITY IN HOUSTON. THE FAA INSPECTOR STATED THAT THE MECHANICS TEST RAN THE ENGINE ON THE AIRPLANE. THE MECHANICS REPORTED THAT THE ENGINE WOULD NOT START AND RUN WITH THE LEFT AUXILIARY FUEL TANK SELECTED; HOWEVER, THE ENGINE STARTED AND RAN APPROXIMATELY 15 MINUTES ON EACH OF THE REMAINING FUEL TANKS. THE MECHANICS ALSO REPORTED THAT THE LEFT WING SPAR WAS STRUCTURALLY DAMAGED. THE FAA INSPECTOR STATED THAT THE PILOT INDICATED THAT HE THOUGHT HE HAD TAKEN OFF WITH THE LEFT MAIN FUEL TANK SELECTED. THE PILOT REPORTED THAT HE HAD A TOTAL OF 9 FLIGHT HOURS IN THE ACCIDENT AIRPLANE AND 767 TOTAL FLIGHT HOURS. 20000608010539A (-23) PILOT WAS LANDING IN A CROSSWIND AND LOST DIRECTIONAL CONTROL. AIRCRAFT WENT INTO TREES ON THE EDGE OF THE RUNWAY. (.4)ON JUNE 8, 2000, ABOUT 1130 EASTERN DAYLIGHT TIME, A CESSNA 172M, N4422Q, OWNED BY A PRIVATE INDIVIDUAL IMPACTED WITH TRESS AT A PRIVATE AIRSTRIP NEAR DAVIS, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 LOCAL PERSONAL FLIGHT. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE. THE PRIVATE-RATED PILOT REPORTED NO INJURIES. THE FLIGHT DEPARTED FROM DAVIS, AT 0945. ACCORDING TO THE PILOT, "...[HE] SET UP FOR NO WIND SHORT FIELD [LANDING], APPROXIMATELY 3 FOOT ABOVE GROUND [THE AIRPLANE] WAS AFFECTED BY A RIGHT CROSS WIND, BUT WAS TOO SLOW TO RECOVER, APPLIED POWER FOR GO AROUND, BUT WAS TOO CLOSE TO CLEAR TREES." THE PILOT DID NOT REPORT THE ACCIDENT UNTIL JUNE 12, 2000, 4 DAYS AFTER IT HAD OCCURRED. 20000608010869A (-23) THE A/C DEPARTED THE DUNKIRK COUNTY (NY) AIRPORT AT ABOUT 10:00 PM FOR A VFR FLIGHT TO ERIE, PA. (ERI). THE PILOT SAID HIS FUEL TANK INDICATORS READ APPROX. 1/4 ON THE RIGHT TANK AND JUST ABOVE THE "WHITE DOT" INDICATION ON THE LEFT FUEL TANK. ABOUT SIX MILES FROM LANDING, ONE OF THE ENGINES (THE PILOT IS UNCERTAIN WHICH ENGINE) BEGAN DEVELOPING A POWER PROBLEM SO HE ELECTED TO CROSSFEED FUEL FROM THE RIGHT TANK SINCE THE TANK HAD A GREATER QUANTITY OF FUEL. THE A/C WAS APPROX. TWO MILES ON FINAL APPROACH FOR RUNWAY 24 WHEN BOTH ENGINES IMMEDIATELY CEASED OPERATIONS. THE AIRPLANE DESCENDED, STRUCK A TREE, AND FELL BETWEEN TWO GARAGE-TYPE BUILDINGS. THE PILOT CANNOT REMEMBER IF HE FOLLOWED THE CORRECT PROCEDURES FOR HIS INTENDED CROSSFEED OPERATION. THE PILOT WAS INJURED AND THE A/C WAS DESTROYED IN THE CRASH AND POST-CRASH FIRE. 20000608010899A (-23) ON THURSDAY, JUNE 8, 2000 ROBERT E. FROELICH, HOLDER OF FAA PILOT CERTIFICATE #1350465 DEPARTED TOOELE VALLEY, UTAH AIRPORT (TVY) ENROUTE TO BOUNTIFUL SKYPARK AIRPORT, UTAH (BTF). AFTER CROSSING OVER THE TOP OF THE CLASS B AIRSPACE MR. FROELICH ATTEMPTED TO POWER-UP HIS ENGINE AND TURN BACK TOWARD HIS DESTINATION AIRPORT. AT THAT TIME HE COULD NOT GET THE ENGINE POWER TO EXCEED 1660 RPM AND THEN LOOKED FOR AN EMEGENCY LANDING AREA TO SET HIS AIRPLANE DOWN INTO. THE AIRCRAFT CAME TO REST IN AN OPEN FIELD APPROXIMATELY 3 MILES NORTH OF SKYPARK AIRPORT. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE WITH THE ENTIRE EMPANAGE SEPERATING FROM THE FUSELAGE. 20000608011049A (-23) AIRMAN HAD JUST LANDED HELICOPTER INA LARGE DEPRESSION (APPROX. 1 ACRE) THAT WAS BEING USED AS A FIELD REFUELING SITE. THE AREA WAS SPORADICALLY COVERED WITH TWO FEET HIGH ALFALFA PLANTS. THE LANDING AREA HAD A MILD SLOPE (LESS THAN 5 DEGREES) SLOPE DOWNHILL TO THE LEFT OF THE HELICOPTER AND UPHILL TO THE RIGHT. THE AIRMAN STATED (AND WITNESS COFIRMED) THAT AFTER LANDING HE OPENED THE RIGHT SIDE CREW DOOR AND LEANED OUT TO OBSERVE THE TAILROTOR AND THE RIGHT SIDE SKID IN INSURE TAILROOR CLEARANCE WITH THE PLANTS AND AIRCRAFT STABILITY. UPON RETRACTING BACK INTO THE HELICOPTER, HE STATED THAT HE SENSED THE NOSE OF THE AIRCRAFT BEGINNING TO RISE AS THOUGH IT WAS ROCKING BACK ON THE SKIDS. HE APPLIED FORWARD CYCLIC TO COUNTER THE MOTION AND THE NOSE BEGIN TO DESCEND. THE NOSE CONTINUED TO DESCEND UNTIL IT WAS WELL BELOW NORMAL. THE PILOT STATED THAT HE THEN SENSED THE AFT PORTION OF THE SKIDS BEGINNING TO RISE AS THOUGH THE AIRCRAFT WAS TAKING OFF IN A NOSE LOW ATTITUDE.THE PILOT STATED THAT AFTER THAT HE IS UNSURE OF WHAT CONTROL INPUTS HE MADE. THE AICRAFT ROLLED OVER ONTO ITS LEFT SIDE. 20000608013189A ACCORDING TO THE FAA INSPECTOR, THE PASSENGER LEFT HIS SEAT AND APPROACHED A FLIGHT ATTENDANT AT ONE OF THE AFT ENTRY DOORS AND TOLD HER HE NEEDED SOME AIR. SHE DIRECTED HIM TO RESEAT HIMSELF THREE SEPARATE OCCASIONS, THE THIRD OF WHICH HE GRABBED HER HAIR AND OPENED THE SLIGHTLY AJAR DOOR AND JUMPED TO THE TARMAC. SHE WAS ABLE TO FREE HERSELF FROM HIS GRIP AND REMAIN ABOARD. THE PASSENGER FRACTURED HIS WRIST AND WAS TRANSPORTED TO A LOCAL CLINIC BY AIRPORT POLICE. OPERATED BY SOUTHWEST AIRLINES, CO., AS A TITLE 14 CFR PART 121 SCHEDULED PASSENGER FLIGHT, FLIGHT NUMBER 1857, SUSTAINED A SERIOUS INJURY TO A PASSENGER DURING A RAMP HOLD RELATED TO A WEATHER INDUCED AIRPORT POWER OUTAGE AT NASHVILLE INTERNATIONAL AIRPORT, NASHVILLE, TENNESSEE. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT PLAN HAD BEEN FILED. THE ATP-RATED PILOT, COPILOT, AND CABIN CREW WERE NOT INJURED. THE FLIGHT ARRIVAL WAS ABOUT 1 HOUR INTO THE RAMP HOLD DUE TO GATE UNAVAILABILITY WHEN THE MISHAP OCCURRED. (-23) AFTER LANDING, THE AIRCRAFT HAD TO WAIT ON THE RAMP TO PARK BECAUSE OF A POWER FAILURE AT THE AIRPORT, AND THE JET-WAYS WOULD NOT OPERATE ON STANDBY POWER. A PASSENGER JUMPED FROM THE AFT EXIT DOOR, ALLEDGED THAT HE WAS SUFFERING FROM CLAUSTROPHOBIA AND BROKE HIS WRIST ON IMPACT WITH THE TARMAC. 20000608017839I (-23)ESTIMATED 25 KNOTS GUST OF WIND HIT AIRCRAFT AFTER ALNDING DURING ROLLOUT. AIRCRAFT LEFT RUNWAY AND RAN INTO HANGER. 20000608018169I (-23)ON JUNE 8, 2000, AT 0935, A DC-3, REGISTERED TO MIAMI VALLEY AVAITION (VLLA) AS N932H, LANDED AT ERIE INTERNATIONAL AIRPORT (ERI) WITH THE NUMBER 2 ENGINE SHUT DOWN DUE TO THE LOSS OF ENGINE OIL PRESSURE. TROUBLE SHOOTING BY MAINTENANCE REVEALED METAL INTHE #2 ENGINE OIL FILTER. THE ENGIEN WAS REMOVED AND REPLACED, AND A M&D WAS SUBMITTED TO CINCINNATI, OHIO, FSDO. 20000608020729I (-23) WEATHER FACTORS: AIRCRAFT IS EQUIPPED WITH FLOATS. LANDING WAS ATTEMPTED ON THE COLUMBIA RIVER IN ROUGH WATER AS DESCRIBED BY THE PILOT. WITNESS STATED THERE WAS SOME SWELLS AND WAKING. WITNESSES ALSO STATED THAT THE AIRCRAFT BOUNCED ONCE AND THEN LANDED HARD. ACCORDING TO THE PILOT, AFTER A HARD LANDING HE NOTICED THE RIGHT WING DROP AND COULD NOT HOLD IT UP WITH AILERON CONTROL. AS THE AIRCRAFT SLOWED THE OUTER THREE TO FOUR FEET OF THE RIGHT WING BECAME SUBMERGED IN THE WATER. THE PILOT UNSUCCESSFULLY ATTEMPTED TO TAXI TO SHORE. THE AIRCRAFT WAS TOWED TO SHORE BY A COUPLE OF BOATS. INSPECTION OF THE AIRCRAFT REVEALED THE RIGHT AFT STRUT BROKEN JUST BELOW THE FUSELAGE ATTACH POINT. THE AFT CROSS BRACE WIRE THAT ATTACHES TO THE RIGHT FLOAT WAS SEVERED OR PULLED APART. THE FORWARD CROSS BRACE WIRE THAT ATTACHES TO THE RIGHT FLOAT WAS PULLED FROM ITS MOUNTING BRACKET, WHICH WAS DAMAGED AS WELL. THE RIGHT WING TIP SUSTAINED MINOR DAMAGE. 20000608020939I (-23) THE PILOT MADE A HARD LANDING AND THE NOSE WHEEL ASSEMBLY CAME APART. 20000608030059I (-23)AIRCRAFT DEPARTED MACOMB, IL AND WAS CLIMBING IN THE PEORIA, IL AREA. THE ENGINE FAILED AND THE PILOT MADE AN EMERGENCY LANDING IN A FIELD. THERE WAS NO DAMAGE TO THE AIRCRAFT AND VERY SLIGHT DAMAGE TO THE CROPS. THE LANDOWNER CONTACTED THE HIGHWAY PATROL WHO NOTIFIED THE FAA AND THEN CAME TO THE SCENE. THE AIRCRAFT WAS FRESH OUT OF ANNUAL AND HAD OPERATED ONLY 5.69 HOURS SINCE THIS INSPECTION. INVESTIGATION INTO THE ENGINE FAILURE DISCLOSED A FAILED CAMSHAFT. 20000608032099I (-23)ON THURSDAY, JUNE 8, 2000, AT 1755 LOCAL, A CONTINENTAL EXPRESS ATR-42-320, N14821, FLIGHT 3621, FLIGHT 3631, RETURNED TO ROCHESTER INTERNATIONAL AIRPORT, ROCHESTER, NY WITH THE NUMBER OE ENGINE SHUT DOWN FOR A TORQUE FLUCTUATION. MAINTENANCE DEFERRED THE NUMBER ONE ENGINE ECU AND RELEASED THE AIRCRAFT TO SERVICE. MAINTENANCE LATER REPLACED THE T8 SENSORS AS A FINAL FIX. THIS INCIDENT IS CONSIDERED CLOSED. 20000608032139I (-23)PN THURSDAY, JUNE 8, 2000 AT 1742 LOCAL, A CONTINENTAL EXPRESS EMB-120, N15725, FLIGHT 3111, RETURNED TO BUF AFTER TAKEOFF DUE TO A #2 ENGINE OIL PRESSURE DROP. MAINTENANCE INSPECTED AND FOUND THE OIL LEVEL LOW. OIL WAS ADDED TO THE #2 ENGINE. IT WAS INSPECTED FOR LEAKS; NONE FOUND, AND THE AIRCRAFT WAS PLACED ON OIL WATCH. THIS INCIDENT IS CONSIDERED CLOSED. 20000608032949I (-23)ON THURSDAY, JUNE 8, 2000 AT 0843 LOCAL, AN ALLEGHENY AIRLINES (D/B/A USAIR EXPRESS) DHC-8, N804EX, REPORTED SMOKE IN THE COCKPIT INBOUND FROM BGM. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. THE FLIGHT ORIGINATED IN ALB AS A MAINTENANCE FERRY. MAINTENANCE INSPECTED AND FOUND THE STANDYBY AHRS CONTROLLER P/N 83423051-009 TO BE FAULT. THE CONTROLLER WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000608033109I (-23)ON THURSDAY, JUNE 8, 2000, AT 1550 LOCAL, A COMMUTAIR (D/B/A USAIR EXPRESS), FLIGHT 4688, A BE-1900D, N855CA, DIVERTED TO ELM ENROUTE FROM ITH TO BGM DUE TO A CARGO DOOR ENUNCIATOR ILLUMIATING IN FLIGHT. MAINTENANCE INSPECTED AND FOUND THE CARGO DOOR INDICATING SWITCH STICKING. THE SWITCH WAS CLEANED AND LUBRICATED AND THE AIRCRAFT RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000608033879I (-23)^PRIVACY DAT^ WAS ENROUTE FROM COLUMBUS, INDIANA TO ALLENTOWN, PENNSYLVANIA AT 9000' ALTITUDE AND THE LEFT ENGINE LOST POWER. FEATHERED PROPELLER AND DIVERTED TO CHAMBERSBURG, PENNSYLVANIA. MAINTENANCE FOUND THAT THE PIN HAD DROPPED OUT OF THE FUEL SELECTOR HANDLE. 20000608033899I (-23)WHILE ON APPROACH FOR A WATER LANDING AT LAKE PLEASANT, SPECULATOR, NY, PILOT LOWERED THE LANDING GEAR CAUSING THE AIRCRAFT TO FLIP INVERTED ON CONTACT WITH THE WATER, COMING TO REST IN APPROXIMATELY 10 FEET OF WATER. 20000608035879I (-23)ON JUNE 8, 2000, AT APPROXIMATELY 1413 CDT, SOUTHWEST AIRLINES FLIGHT 1542, A BOEING 737, N605SW, WHILE ENROUTE FROM DFW TO STL, INFORMED R31 THAT THEY HAD LOST CABIN PRESSURIZATION AND NEEDED TO START A EMERGENCY DESCENT. DURING THE DECENT, CREW ACTIVATED ALTERNATE POSITION SWITCH AND SYSTEM RESET WITH NO FURTHER PROBLEMS. WITH THIS REPORT, INCIDENT CE2000IACE074 IS CONSIDERED CLOSED. 20000608037079A (-23) ON TAKEOFF, PILOT BOUNCED TWICE IN GROUND EFFECT. ON THE SECOND BOUNCE, THE NOSEWHEEL HOUSING MAY HAVE FRACTURED JAMMING THE NOSE WHEEL TO THE RIGHT. THE NOSEWHEEL AND RUDDER ARE INTERCONNECTED TO BOTH RUDDER PEDALS AND RUDDER NOSESTEER HAND CONTROL. DUR TO THE NOSEWHEEL BEING JAMMED RIGHT, THE AIRCRAFT COULD ONLY TURN RIGHT (FULL LEFT AILERON DEFLECTION WAS INPUTTED, BUT IT DIDN'T OVER THE TURNING FORCE. THE A/C HIT A TREE, FLIPPED OVER AND CRASHED. NO FIRE, NO INJURY. 20000608040329A (.4) DURING A SIMULATED EMERGENCY APPROACH TO A LANDING AREA, AT 75 FEET AGL, THE FLIGHT INSTRUCTOR TOLD THE STUDENT PILOT TO GO-AROUND. THE STUDENT ATTEMPTED TO ADD FULL POWER; HOWEVER, HE COULD NOT FULLY TURN OFF THE CARBURETOR HEAT. THE INSTRUCTOR STATED THAT THE ENGINE WOULD NOT PRODUCE FULL POWER. THE STUDENT RETRACTED THE FLAPS TO 1/4-FLAP SETTING ONCE THE AIRPLANE'S DESCENT WAS ARRESTED. THE INSTRUCTOR NOTICED THAT THE AIRPLANE WAS NOT CLIMBING AND TOOK CONTROL OF THE AIRPLANE. THE AIRPLANE IMPACTED TREES AT A SPEED OF APPROXIMATELY 50 MPH. A WEEK PRIOR TO THE ACCIDENT FLIGHT THE STUDENT EXPERIENCED A SIMILAR SITUATION DURING A GO-AROUND FOLLOWING A SIMULATED LOSS OF ENGINE POWER. THE CARBURETOR HEAT WOULD NOT SHUT OFF AND THE AIRPLANE WOULD NOT CLIMB. THE STUCK CARBURETOR HEAT CONTROL COULD NOT BE DUPLICATED BY MAINTENANCE PERSONNEL. POST-ACCIDENT EXAMINATION OF THE AIRPLANE REVEALED IMPACT MARKS INDICATING THAT THE CARBURETOR HEAT DEFLECTION DOOR WAS IN THE ON POSITION AT THE TIME OF THE ACCIDENT. THE CARBURETOR HEAT CONTROL CABLE WAS FRACTURED IN TWO, APPROXIMATELY 8 INCHES FROM THE CARBURETOR HEAT DEFLECTION DOOR ATTACH POINT. EXAMINATION OF THE CARBURETOR HEAT CONTROL CCABLE REVEALED THAT U-SHAPED INDENTIONS HAD BEEN WORN INTO THE INNER WIRE BY ITS METAL SPIRAL SLEEVE. EXAMINATION OF THE INNER WIRE REVEALED THAT IT COULD NOT CARRY ITS DESIGN LOAD DUE TO THE WEAR MARKS, AND HAD FAILED AS A RESULT OF TENSILE OVERLOAD. EXAMINATION OF THE AIRCRAFT MAINTENANCE RECORDS REVEALED THAT THE CARBURETOR CABLE HAD NOT BEEN REPLACED SINCE THE AIRPLANE WAS MANUFACTURED IN 1968. (-23) STUDENT PILOT WAS DEMONSTRATING EMERGENCY LANDINGS, LOSS OF POWER AND BEST GLIDE SPEED. STUDENT PILOT STARTED GO-AROUND AND HAD NO POWER. STUDENT PILOT COULD NOT PUSH THE CARB HEAT KNOB IN. EMERGENCY LANDING FIELD WAS OVERFLOWN AND INSTRUCTOR PILOT TRIED TO GO TO THE NEXT LANDING FIELD. 20000608043889A (-23) ON JUNE 8, 2000 AT APPROXIMATELY 16:30 CENTRAL TIME, A PA-28-200, SINGLE ENGINE AIRPLANE, N4861T WAS ON LANDING ROLL AT MESQUITE AIRPORT WHEN IT LOST CONTROL AND VEERED OFF THE RUNWAY INTO THE GRASS WHERE IT SUDDENLY SPUN AROUND AND CAME TO A STOP. THERE WERE NO INJURIES HOWEVER THE AIRCRAFT HAD SUBSTANTIAL DAMAGE TO THE PROP, LANDING GEAR, AND RIGHT WING. THERE WAS EVIDENCE OF A SKID MARK INDICATING THAT THE AIRCRAFT GRADUALLY VEERED OFF TO THE LEFT SIDE OF THE RUNWAY AND THAT THE AIRCRAFT WAS POSITIONED TO THE RIGHT SIDE OF THE RUNWAY DURING THE LANDING ROLL. THE AIRCRAFT WAS ON TEST FLIGHT AFTER MAINTENANCE TO THE RIGHT LANDING GEAR. AN IN-DEPTH INVESTIGATION WAS CONDUCTED AT AIR SALVAGE OF DALLAS AND REVEALED THAT THE MAIN AND NOSE LANDING GEAR WERE IN THE DOWN AND LOCKED POSITION ON LANDING ROLL. ALL GEAR HAD EVIDENCE OF LOAD FAILURE AND NOT ATTRIBUTED TO FATIGUE OR COMPONENT FAILURE. THERE WERE 3 WITNESSES TO THE ACCIDENT. 20000609009609A (-23) DURING THE CRUISE AND LANDING SEQUENCE THE PILOT WAS OVERLY CONCERNEDWITH THE A/C PERFORMANCE AND PERCEIVED LOW AIRSPEED INDICATION FOR THE POWER SETTING. ON THE FIRST ATTEMPT TO LAND HE ACCOMPLISHED A GO-AROUND. ON SECOND ATTEMPT, LANDED MID-FIELD FAST AND WITH 10 TO 20 DEGREES OF FLAP. ON ROLL OUT NOTICES A/C AT END OF THE RUNWAY, VEERED LEFT OFF RUNWAY WHILE APPLYING MAXIMUM BRAKING. PILOT BELIEVES HE PUT MORE FLAPS DOWN SOMETIME DURING THE ROLL OUT. COLLIDED WITH SIGN AND BARREL TO THE LEFT OF THE RUNWAY AND ROLLED OFF INTO A THIRY FOOT DEEP GULLY WHILE SIMULTANEOUSLY STRIKING A SMALL TREE WITH THE LEFT WING. A/C CAME TO REST NOSE DOWN IN ABOUT FOUR FEET OF WATER. THE PILOT AND PASSENGER EVACUATED THE A/C THROUGH THE PILOTS DOOR AND SUSTAINED ONLY MINOR INJURIES. SIX TO EIGHT KNOT TAILWINDS MAY HAVE CONTRIBUTED TO THE HIGHER LANDING SPEED USED BY THE PILOT. 21A-OTHER: INVESTIGATION OF A/C REVEALED A ONE CENTIMETER BALL OF INSECT REMAINS IN THE PILOT MAST. 20000609011299A (-23) N715DZ DEPARTED AVERY COUNTY AIRPORT (7A8) FOR SHIFLET FIELD (9A9) MARION, NC. AFTER 15 MINUTES AND APPROX. 3 MILES FROM 7A8 THE NON CERTIFIED ROTAX ENGINE OF THE EXPERIMENTAL HOMEBUILT A/C STOPPED PRODUCING POWER AND A FORCED LANDING IN MOUNTAINOUS TERRAIN BECAME NECESSARY. AFTER WHAT MUST HAVE BEEN A FULL STALL TYPE LANDING IN THE TREETOPS THE PLANE WAS MEMETARILY SUPPORTED BY BRANCHES. IT THEN FELL APPROX. 80 FEET AND CRASHED INTO THE FOREST FLOOR. INJURIES TO PILOT INCLUDE A BROKEN KNEE AND WRIST AND HE WAS HELI LIFTED TO HOSPITAL. THE KIT BUILT KITFOX AIRPLANE WAS LAST INSPECTED 1/1/97 AND WAS BEING FLOWN TO 9A9 FOR A REQUIRED YEARLY INSPECTION. THE A/C WAS NOT EQUIPPED WITH THE FAR REQUIRED ELT AND THE IMMOBILZED PILOT WAS ABLE TO CALL 911 ON HIS CELL PHONE AND INITIATE HIS RESCUE. 20000609011479A (-23)AIRCRAFT WAS ON A TRAINING FLIGHT TO 4N1. STUDENT WAS LANDING AIRCRAFT WHEN THE ENGINE LOST POWER AND THE PROP STOPPED. INSTRUCTOR TOOK CONTROL OF AIRCRAFT AND TRIED A RESTART. ENGINE DID NOT START. AIRCRAFT LANDED IN A HEAVY WOODED AREA 1/4 MILE FROM AIRPORT. 20000609012899A (-23)NO NARRATIVE (.4)ON JUNE 9, 2000, ABOUT 0850 EASTERN DAYLIGHT TIME, A HOMEBUILT S-51, N51FY, WAS SUBSTANTIALLY DAMAGED A FORCE LANDING TO A FIELD AT FORTY FORT, PENNSYLVANIA. THE AIRPLANE DEPARTED FROM WILKES-BARRE WYOMING VALLEY AIRPORT (WBW), WILKES-BARRE, PENNSYLVANIA. THE CERTIFICATED COMMERCIAL PILOT SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PILOT STATED THAT DURING THE INITIAL CLIMB, ABOUT 200 FEET ABOVE THE GROUND, THE ENGINE LOST ALL POWER. THE PILOT PERFORMED A FORCED LANDING TO A FIELD. DURING THE LANDING, THE AIRPLANE STRUCK A POLE AND SUSTAINED SUBSTANTIAL DAMAGE. EXAMINATION OF THE WRECKAGE BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR REVEALED THAT THE PROPELLER REDUCTION GEAR BOX INPUT SHAFT HAD SHEARED. WHEN ASKED ABOUT THE SHAFT, THE PILOT STATED THAT IT FAILED "AT THE WEAKEST POINT." HE ADDED THAT THE FAILED AREA WAS TOO THIN, AND NEEDED TO BE RE-MACHINED. HE BELIEVED THAT OVER AN APPROXIMATE 100 HOURS OF OPERATION, STRESS CAUSED THE COMPONENT TO FAIL. ACCORDING TO THE KIT MANUFACT URER, THE FAILURE WAS LIMITED TO THE PILOT'S AIRPLANE. A MACHINE SHOP HAD PROVIDED THE REDUCTION GEARBOX INPUT SHAFT FOR THE PRODUCTION MODELS. THE PILOT DECIDED TO MACHINE HIS OWN PARTS FOR HIS PARTICULAR AIRPLANE. THE PILOT OBTAINED SOME ROUGH CASTINGS FROM THE MACHINE SHOP, BUT THAT WAS THE ONLY SIMILARITY BETWEEN THE FAILED SHAFT AND THE PRODUCTION SHAFTS. THE MANUFACTURER ADDED THAT HTE SHAFTS IN THE PRODUCTION MODELS ARE LARGER, AND USE AVAITION SPLINES, WHEREAS THE PILOT USED AUTOMOTIVE SPLINES. 20000609014369A (-23) ON LANDING ROLLOUT PILOT DEPARTED RUNWAY AFTER ENCOUNTERING LOCALIZED WIND GUST. AFTER DEPARTING THE RUNWAY THE A/C STRUCK A RUNWAY DISTANCE MARKER CAUSING DAMAGE TO RIGHT WING TIP, WING SPAR AND WING ATTACH POINT. (.4) ON JUNE 9, 2000, AT 1045 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-28- 161, N115ND, STRUCK A DISTANCE REMAINING MARKER SIGN ON THE LANDING ROLLOUT AT THE WILLIAMS GATEWAY AIRPORT, MESA, ARIZONA. THE AIRPLANE, OWNED AND OPERATED BY THE UNIVERSITY OF NORTH DAKOTA UNDER 14 CFR PART 91 AS AN INSTRUCTIONAL FLIGHT, SUSTAINED SUBSTANTIAL DAMAGE. THE SOLO STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE LOCAL TRAINING FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT 0900 FROM THE ACCIDENT AIRPORT AND WAS SCHEDULED TO TERMINATE AT THE TIME OF THE ACCIDENT. THE STUDENT PILOT, ON A SUPERVISED SOLO FLIGHT, HAD RETURNED FROM THE PRACTICE AREA TO PRACTICE STOP-AND-GO LANDINGS ON RUNWAY 12R. ON THE FIRST LANDING THE AIRPLANE VEERED TO THE RIGHT SIDE OF THE RUNWAY, AND STRUCK A DISTANCE REMAINING SIGN WITH THE RIGHT WING. AFTER THE COLLISION, THE AIRPLANE TAXIED TO THE RAMP WITHOUT FURTHER INCIDENT. THE AUTOMATIC TERMINAL INFO RMATION SYSTEM (ATIS) BROADCAST LOCATED ON THE FIELD REPORTED AT 0947 THE WINDS TO BE 120 DEGREES AT 6 KNOTS. AT 1050, THE WINDS WERE REPORTED TO BE FROM 180 DEGREES AT 12 KNOTS GUSTING TO 20 KNOTS. WITNESSES AT THE ACCIDENT SITE REPORTED THAT THE WINDS WERE VARIABLE IN DIRECTION WITH GUSTY CONDITIONS. ACCORDING TO THE PILOT'S OPERATING HANDBOOK (POH), THE DEMONSTRATED CROSSWIND CAPABILITY FOR THIS AIRPLANE IS 17 KNOTS. ACCORDING TO THE CHART, THE EFFECTIVE CROSSWIND COMPONENT AT THE TIME OF THE ACCIDENT WAS 17 KNOTS. THE STUDENT HAD RECEIVED THE PRESCRIBED DUAL INSTRUCTION IN THE PERFORMANCE OF CROSSWIND LANDINGS ACCORDING TO HIS TRAINING RECORDS. 20000609017679I (-23)ON JUNE 9, 2000, AT APPORXIMATELY 1341 EDT, A BRITISH AEROSPACE JETSTREAM 3201, N914AE, OPERATED BY CC AIR, DAB U.S. AIR EXPRESS UNDER THE CALL SIGN "CAROLINA 5224" MADE AN EMEGENCY LANDING DUE TO AN APPARENT ENGINE FAILURE AND ENGINE FIRE. THE AIRPLANE WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS (VMC) WEATHER CONDITIONS ON AN IFR FLIGHT PLAN UNDER 14 CFR 121 FORM CHARLOTTE, NC. THE PRELIMINARY INSPECTION OF AIRCRAFT DAMAGE APPEARS TO BE CONTAINED TO THE NUMBER 1 (LEFT) ENGINE WHICH CONSISTED OF THE FOLLOWING: ACCESSARY GEARBOX (CASE HOUSING), GEARBOX DRIVE GEARS (FRACTURED/FRAGMENTED PLANET AND SUN GEARS), STARTER-GENERATOR (DRIVE SHEARED), INLET STATOR VANES (DEEP GOUGES/GAULING), AND ENGINE COWLING (HEAT SCORING FROM FIRE). THE RATED AIRLINE TRANSPORT PILOT/CAPTAIN; HIS FIRST OFFICER, AND (11) PAASENGERS WERE NOT INJURIED. THE CAPTAIN STATED THE "WE WERE BEGINNING THE DESCENT FORM 11,000 FEET WHEN WE HEARD A LOUD NOISE WITH A LEFT YAW." "SUBSEQUENTLY, THE FIRE WARNING SYSTEM ACTIVATED INDICATING AN ENGINE FIRE AT THE #1 ENGINE." THE CREW EXECUTED THE APPROPRIATE EMERGENCY PROCEDURES AND SECURED THE #1 ENGINE WITH ONE FIRE BOTTLE APPLICATION. THE CAPTAIN ALSO S TATED THAT SOME SMOKE ENTERED THE CABIN BRIEFLY, BUT DISSIPATED IMMEDIATELY UPON SECURING THE FAILED ENGINE. REVEIW OF MAINTENANCE RECORDS DID NOT REVEAL ANY PREVIOUS ABNORMALITIES WITH EITHER ENGINE OF AIRFRAME COMPONENTS. WEATHER CONDITIONS AT THE TIME OF THE INCIDENT WAS VFR, WINDS 210 DEGREES AT 7 KNOTS. 20000609018099I (-23)THE PILOT OF PIPER AZTEC N6671Y FAILED TO PROPERLY EXTEND THE LANDING GEAR FOR APPROACH AND LANDING ON RUNWAY 17 AT LINCOLN MUNICIPAL AIRPORT. THE PILOT FAILED TO USE THE BEFORE LANDING CHECKLIST. THE PILOT HEARD THE LANDING GEAR HORN OVER THE RUNWAY AND SAW THAT THE LANDING GEAR LIGHTS INDICATED THE LANDING GEAR HAD NOT BEEN EXTENDED. THE PILOT MADE AN IMMEDIATE GO-AROUND, EXTENDED THE LANDINGE GEAR, AND RETURNED FOR LANDING. DURING POST-FLIGHT THE PILO SAW THE TAIL SKID BOTH PROPELLERS HAD BEEN DAMAGED DURING THE GO-AROUND PROCEDURE. 20000609021619I (-23)ON JUNE 9, 2000, ABOUT 2156 EST, A CESSNA 421B, N691RT, REGISTERED TO FLIGHT SOLUTIONS, INC., OPERATED BY ^PRIVACY DATA OMITTED^, RECEIVED MINOR DAMAGE DURING LANDING AT FT. MYERS, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS FILED. THE PILOT WAS NOT INJURED. 20000609032379I (-23)GEAR WARNING HRON FAILED ON APPROACH. I WAS FOCUSED ON FUEL MANAGEMENT DUE TO SOMEWHAT LOWER FUEL THAN USUAL (1/8TH TANK EACH WING), AND I FAILED TO REPEAT MY CHECK OF GEAR DOWN AND LOCKED LIGHTS. 20000609032649I (-23)PILOT STATED HE HAD BASED HIS FUEL DURATION AND FLIGHT PLANNING ON AN INDICATED 62 GALLONS OF FUEL AS SHOWN ON FUEL DIP STICK. SUBSEQUENT EXMINATION OF DIP STICK REVEALED THAT WHEN DIP STICK INDICATED 62 GALLONS, TANKS ACTUALLY HELD 50 GALLONS. DIP STICK HAD BEEN RECLIBRATED. AIRCRAFT EXPERIENCED FUEL STARVATION RESULTING IN LANDING ON HIGHWAY. 20000609032769I (-23)AIRCRAFT DEPARTED ON RUNWAY 15 WHEN DEPARTURE CONTROL NOTIFIED THE PILOT THAT AN AIRCRAFT HOLDING ON THE GROUND HAD SEEN A TIRE DEPART AN AIRCRAFT AFTER LIFT-OFF. INSPECTION BY THE PILOT DETERMINED THAT HE HAD LOST LEFT M/L/G INBOARD WHEEL ASSEMBLY. PILOT DECIDED TO CONTINUE ON WITH FLIGHT TO DESTINATION TO BURN FUEL FOR A SAFE LANDING WEIGHT. PILOT DECLARED AN EMERGENCY AND LANDED UNEVENTFUL ON RUNWAY 10L AT KCMH. THIS INVESTIGAITON IS CLOSED. NOTE: THE WHEEL ASSEMBLY WAS FOUND IN THE POTOMAC RIVER. 20000609033219I (-23)INVESTIGATION REVEALED THAT THE AIRCRAFT LANDED IN A NOSE DOWN ALTITUDE CAUSING THE NOSE LANDING GEAR FORK TO FAIL. THE PILOT WAS OVER A BI-ANNUAL FLIGHT REVIEW AND THE AIRCRAFT WAS OVER DUE AN ANNUAL INSPECTION. 20000609033579I (-23)DURING TAXI-IN TO FBO,LEFT WING TIP COLLLIDED WITH THE PROPELLER OF N7245N. 20000609035379I (-23) DURING LANDING IN GUSTING CROSSWIND CONDITIONS, AIRCRAFT RAN OFF RUNWAY INTO SOFT GRASSY AREA; TAIL WHEEL REMAINED ON RUNWAY. AIRCRAFT NOSED OVER, STRIKING AND DAMAGING THE PROP, THE COWLING AND WINDSHIELD. THE PLANE THEN SETTLED BACK DOWN ONTO THE TAILWHEEL. 20000609036989A (-23) THE AIRCRAFT HAD DEPARTED THE GREENWOOD AIRPORT, HFY FOR WAUKEAN AIRPORT, UGN WITH A FULL LOAD OF FUEL FOR THE ROUND TRIP FLIGHT. THE PILOT DROPPED OFF ONE PASSENGER AND THEN DEPARTED UGN FOR HFY BY HIMSELF. THE AIRCRAFT'S ENGINE STOPPED RUNNING 9 MILES NORTH OF THE GREENWOOD AIRPORT, HFY. THE PILOT SWITCHED FROM THE LEFT FUEL TANK TO THE RIGHT FUEL TANK AND WAS ABLETO RESTART THE ENGINE. AT THIS TIME THE PILOT DECLARED AN EMERGENCY ON THE TRAFFIC ADVISORY FREQ. AND MADE A STRAIGHT IN APPROACH FOR RUNWAY 19 AT HFY. THE ENGINE SHUT DOWN 4 MILES FROM THE AIRPORT AND THE PILOT SET UP AN EMERGENCY GLIDE TO RUNWAY 19. THE PILOT SWITCHED THE ENGINE TO THE LEFT TANK, BUT WAS UNABLE TO RESTART THE ENGINE. THE PILOT REALIZED HE COULD NOT MAKE THE RUNWAY AND ELECTED TO LAND ON THE GRASS AREA NEXT TO THE RUNWAY. HOWEVER THE PROPELLER OF THE AIRCRAFT CAUGHT THE TOP OF A SIX FOOT FENCE ON THE APPROACH END OF THE RUNWAY 19. THE AIRCRAFT TURNED LEFT AND LANDED IN THE GRASS AREA ON THE APPROACH END TO RUNWAY 19 NEXT TO THE FENCE. 20000609040749A (.4) ON JUNE 9, 2000, ABOUT 1851 EASTERN DAYLIGHT TIME, AN EXPERIMENTAL CERTIFICATED SIAI-MARCHETTI SF260TP, N43GP, WAS SUBSTANTIALLY DAMAGED AFTER IT EXPERIENCED A LOSS OF ENGINE POWER WHILE LANDING AT THE NORFOLK INTERNATIONAL AIRPORT (ORF), NORFOLK, VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT/OWNER RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PILOT STATED THAT PRIOR TO BEING REFUELED, 14 GALLONS OF FUEL WAS CONTAINED IN THE AIRPLANE'S FUEL TANKS. THE AIRPLANE WAS THEN REFUELED WITH 25 GALLONS OF JET-A FUEL. AT DEPARTURE, BOTH WING TANKS WERE FULL AND THE WING TIP TANKS HELD ABOUT 7 GALLONS IN EACH TANK. THE PILOT FLEW LOCALLY FOR ABOUT 30 MINUTES, AND THEN RETURNED TO THE AIRPORT TO PERFORM A FULL-STOP LANDING ON RUNWAY 23. ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN, THE PILOT REDUCED THE POWER AND NOTICED WHAT HE THOUGHT WAS A "COMPRESSOR SURGE." HE SET THE POWER AT 20% N1, EXTENDED 25 DEGREES OF FLAPS, AND TURNED ONTO THE BASE LEG OF THE TRAFFIC PATTERN. THE PILOT NOTICED THE LOW FUEL PRESSURE WARNING LIGHT ILLUMINATE FOR SEVERAL SECONDS AND THEN GO OUT. HE THEN TURNED ONTO THE FINAL APPROACH LEG OF THE TRAFFIC PATTERN, AND OBSERVED THE LOW-PRESSURE WARNING LIGHT ILLUMINATE A SECOND TIME, AND THEN IT WENT OUT AGAIN. THE PILOT ASSURED THE FUEL SELECTOR WAS IN THE "NORMAL" POSITION AND CONFIRMED THE POSITION OF ALL SWITCHES AND CIRCUIT BREAKERS WERE "NORMAL." THE LOW FUEL PRESSURE LIGHT CAME ON A THIRD TIME, AND REMAINED ILLUMINATED FOR THE DURATION OF THE LIGHT. THE PILOT THEN SWITCHED THE FUEL SELECTOR FROM THE "NORMAL" TO THE "EMERGENCY" POSITION. AFTER SEVERAL SECONDS, THE PILOT NOTICED "THREE OR FOUR DISCERNABLE COMPRESSOR SURGES AND THE ENGINE FLAMED OUT." THE TIME DURATION BETWEEN THE FIRST SURGE TO THE FLAMEOUT WAS ABOUT 10 SECONDS. AT THE TIME OF THE FLAMEOUT, THE PILOT OBSERVED AN ALTIMETER INDICATION OF 600 FEET. HE THEN RETRACTED THE FLAPS AND SLOWED THE AIRPLANE TO 90 KNOTS. HE ATTEMPTED TO RESTART THE ENGINE TWICE, WITH THE FUEL SELECTOR SET ON "EMERGENCY" FOR AT LEAST THE FIRST ATTEMPT. AT 150 FEET ABOVE THE GROUND, THE PILOT EXTENDED THE LANDING GEAR AND THEN THE FLAPS. HE FLARED ABOUT 30 FEET ABOVE THE GROUND TO CLIMB OVER A "SEAWALL", AND THE AIRPLANE IMPACTED THE GROUND AT OR CLOSE TO A "FULLY STALLED CONDITION." THE AIRPLANE BOUNCED BACK INTO THE AIR AND WHEN IT CAME BACK DOWN, THE LEFT WING HIT THE GROUND FIRST, FOLLOWED BY THE NOSE. THE AIRPLANE CAME TO REST UPRIGHT, ABOUT 900 FEET SHORT OF THE RUNWAY. THE PILOT TURNED OFF ALL SWITCHES, MOVED THE FUEL SELECTOR TO "OFF", AND EXITED THE AIRPLANE. (-23) ON JUNE 09, 2000, AT NORFOLK INTERNATIONAL AIRPORT (ORF), NORFOLK, VIRGINIA, WHILE APPROACHING TO LAND ON RUNWAY 23, THE PILOT GOT A LOW FUEL PRESSURE WARNING LIGHT. SEVERAL SECONDS LATER THE ENGINE HAD SEVERAL COMPRESSOR SURGES, THEN THE ENGINE FLAMED OUT. POST ACCIDENT INVESTIGATION OF THE AIRFRAME FUEL SYSTEM SHOWED FUEL FLOWED NORMALLY EXCEPT WHEN THE TRANSFER FUEL PUMP NEEDED TO BE TAPPED UPON TO GET THE PUMP TO INITIALLY OPERATE. THE ENGINE WAS SENT TO THE ENGINE MANUFACTURER TO BE TEST RUN AND THEN A TEARDOWN PERFORMED. 20000609042299A (-23) ON JUNE 9, 2000, ABOUT 1445 ALASKA DAYLIGHT TIME, A WHEEL-EQUIPPED PIPER PA-18-150, N9739P, SUSTAINE SUBSTANTIAL DAMAGE DURING A FORCED LANDING AT AN OFF AIRPORT SITE LOCATED ABOUT 35 MILES NW OF SKWENTNA, AK. THE SOLO CERTIFICATED PRIVATE PILOT WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED AS A VFR PERSONAL FLIGHT UNDER PART 91 WHEN THE ACCIDENT OCCURRED. VMC PREVAILED; NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT HILLTOP AIRSTRIP, CHUGIAK, AK, ABOUT 1230. THE PILOT REPORTED THAT WHILE IN CRUISE FLIGHT, ABOUT 200 FEET ABOVE THE GROUND, ALL ENGINE POWER WAS LOST. HE SAID THAT THE FUEL SELECTOR VALVE WAS ON THE RIGHT FUEL TANK AND THAT HE INTENDED TO "RUN THE RIGHT TANK DRY," THEN SWITCH TANKS. AS THE ENGINE BEGAN TO LOSE POWER, HE SWITCHED THE SELECTOR TO THE LEFT FUEL TANK, BUT ENGINE POWER WAS NOT IMMEDIATELY RESTORED, AND HE SELECTED A FORCED LANDING AREA ON A SANDY RIVER BANK. DURING THE LANDING ROLL, AS HE APPLIED THE BRAKES, THE AIRPLANE SLOWLY NOSED OVER. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO THE LEFT WING STRUT, AND RUDDER. THE PILOT STATED THAT JUST PRIOR TO THE ACCIDENT FLIGHT, HE ADDED HYDRAULIC BRAKE FLUID TO THE BRAKE SYSTEM, WHICH MADE THE BRAKESMORE SENSITIVE. 20000610007409A (-23) PILOT STATES THAT THE FLIGHT DEPARTED 4A7 AT APPROX 1410 LOCAL TIME. AFTER APPROX 10 MINUTES, THE PILOT NOTICED THAT THE OIL TEMP WAS HOT (JUST UNDER RED LINE) AND TOT WAS IN YELLOW RANGE. PILOT ALSO STATES THAT FUEL FLOW APPEARED TO BE HIGHER THAN NORMAL (30 GPH AS OPPOSED TO 23 GPH NORMAL). HE NOTICED THE FUEL LOW LEVEL WARNING LIGHT BLINK AND ELECTED TO RETURN TO THE FIELD AND LAND. ON FIAL APPROACH TO RUNWAY 24, AIRSPEED APPROX 40 KNOTS AND AT 80-100 FEET AGL, THE ENGINE FAILED (NOISE REDUCTION AND LOW RPM WARNING LIGHT AND HORN). PILOT ATTEMPTED AN AUTOROTATION WHICH RESULTED IN A HARD LANDING IN GRASS AREA ADJACENT TO RUNWAY. AIRCRAFT ROLLED OVER ON RIGHT SIDE OF FUSELAGE. MAIN ROTOR CONTACTED TAIL BOOM. TAIL BOOM AND TAIL ROTOR SEPARATED FORM AIRCRAFT. ONE BLADE OF MAIN ROTOR SEPARATED FROM HUB. THERE WAS EVIDENCE OF A SMALL FIRE IN ENGINE COMPARTMENT AFTER LANDING, RESULTING IN SLIGHT DAMAGE. FUEL TANK STILL CONTAINED APPROXIMATELY NINE (9) GALLONS OF FUEL AFTER IMPACT. ALL OCCUPANTS EXITED THE AIRCRAFT THROUGH THE LEFT ENTRY DOOR WITH NO INJURIES. 20000610009759A (-23) ON JUNE 10, 2000, ABOUT 1800 EST, AN AERONCA 7BCM, N83972, REGISTERED TO SEMINOLE AVIATION ASSOCIATION, OPERATED BY^PRIVACY DATA OM^,RECEIVED SUBSTANTIAL DAMAGE DURING LANDING AT THE MANATEE COUNTY AIRPORT, PALMETTO, FL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WAS NOT FILED FOR THE 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED AT VANDENBERG AIRPORT, TAMPA, FLORIDA. THE PILOT RECEIVED SERIOUS INJURY AND A PASSENGER RECEIVED MINOR INJURY. (.4)THE PILOT WAS PRACTICING A POWER-OFF LANDING ON RUNWAY 7. WHILE ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN, HE RETARDED THE THROTTLE TO IDLE. SHORTLY AFTER TURNING ONTO FINAL APPROACH, HE STATED THAT HE ATTEMPTED TO APPLY POWER BUT THERE WAS 'NO RESPONSE.' HOWEVER, WITNESSES OBSERVED THE PILOT TURN THE AIRPLANE ONTO THE BASE LEG IN A STEEP RIGHT BANK AT THE MIDPOINT OF THE RUNWAY. THE STEEP BANK CONTINUED WHILE THE AIRPLANE TURNED ONTO FINAL APPROACH, AND THE AIRPLANE DESCENDED RAPIDLY. AT 40 TO 60 FT. AGL, THE WINGS WERE LEVELED WHILE THE AIRPLANE HAD DIMINUTIVE FORWARD AIRSPEED. BOTH WITNESSES HEARD WHAT SOUNDED LIKE POWER BEING APPLIED TO THE ENGINE MOMENTS BEFORE IMPACT. THE AIRPLANE THEN IMPACTED THE GROUND NEAR THE MIDFIELD POINT OF THE RUNWAY IN A WINGS LEVEL ATTITUDE, DAMAGING THE PROPELLER AND RIGHT WING. A POSTACCIDENT EXAMINATION OF THE AIRPLANE REVEALED NO MECHANICAL DISCREPANCIES, AND WEATHER CONDITIONS AT THE TIME OF THE ACCIDENT WERE NOT FAVORABLE FOR THE FORMATION OF CARBURETOR ICE. 20000610009789A (.19) ON JUNE 10, 2000, AT 1918 MOUNTAIN DAYLIGHT TIME, A CESSNA 170B, N451C, WAS DESTROYED BY FIRE FOLLOWING IMPACT WITH TERRAIN NEAR DUTCH JOHN, UTAH. THE AIRLINE TRANSPORT PILOT AND HIS TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY THE PILOT UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICIAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT WHICH WAS ORIGINATING AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED. THE PILOT REPORTED THAT THE WINDS WERE HIGH AND VERY GUSTY DURING HIS TAKEOFF ROLL. HE SAID THAT AFTER LIFTOFF FROM RUNWAY 29, THE AIRPLANE WOULD NOT GAIN ALTITUDE. THE LEFT WING HIT SOME TREES, AND THE AIRPLANE SETTLED FLAT TO THE GROUND. POSTIMPACT FIRE CONSUMED THE AIRPLANE. (-23) THE AIRCRAFT WAS TAKING OFF FROM DUTCH JOHN, UTAH AIRPORT AT APPROXIMATELY 1900 MDT. THE PILOT WAS UTILIZING RUNWAY 29. PREFLIGHT PLANNING INCLUDED DETERMINING AIRCRAFT PERFORMANCE FOR THE EXISTING METEROLOGICAL CONDITIONS, DETERMINING WEIGHT & BALANCE AND MAKING A PERSONAL WEATHER OBSERVATION. UPON LIFTOFF AND ATTAINING APPROXIMATELY 100 FEET AGL THE AIRCRAFT WOULD NOT CLIMB, ENCOUNTERED A DOWNDRAFT OR WIND. AT THAT TIME THE PILOT DISCONTI NUED HIS CLIMB, LEVELED OFF TO GAIN AIRSPEED BUT BEGAN TO LOSE ALTITUDE. FLEW TO A CLEARING BETWEEN TREES AND IMPACTED THE GROUND. UPON IMPACT WITH THE GROUND THE AIRCRAFT CAUGHT FIRE BUT THE PILOT AND HIS TWO PASSENGERS EXITED THE AIRCRAFT WITHOUT INJURY. THE AIRCRAFT WAS DESTROYED. 20000610011879A (-23) HELICOPTER N500XL, DEPARTED MINDEN, NV (MEV) ENROUTE TO ONTARIO, CA VIA BISHOP, CA. PILOT STATED THAT HE WAS FLYING ABOUT 2000 FT. AGL WHEN HE ENCOUNTERED A WIND SHEAR. AIRSPEED DROPPED FROM 120KTS TO 20KTS IN A MATTER OF SECONDS. HELICOPTER SETTLED WITH POWER UNTIL COLLIDING WITH TERRAIN IN THE BOTTOM OF A CANYON. 20000610017579I (-23)DURING TAXI, PROPELLER OF CONVENTIONAL GEAR AIRCRAFT STRUCK A LOW PROFILE UTILITY TRAILER, SUDDEN STOPPAGE WILL REQUIRE ENGINE TEAR-DOWN. NO OTHER DAMAGE NOTED. THE TRAILER WAS NOT NORMALLY LEFT IN THIS LOCATION AT THIS UNCONTOLLLED GLIDER AIRPORT. 20000610019919I (-23) THE PILOT STATED THAT APPROXIMATELY ONE HOUR INTO THE FLIGHT OIL SPRAYED OVER THE WINDSHIELD, ENGINE POWER DECREASED TO 50RPM'S, AND SMOKE FILLED THE CABIN. AFTER A SUCCESSFUL EMERGENCY LANDING IN A FIELD IT WAS NOTED THAT THE OIL FILTER CAP WAS MISSING. THE PILOT STATED THAT HE HAD IN FACT ADDED ONE QUART OF OIL TO THE ENGINE PRIOR TO DEPARTURE. HE STATED THAT HE MAY NOT HAVE SECURED THE CAP PROPERLY BEFORE CLOSING THE ACCESS DOOR. 20000610020039I (-23)ON FINAL APPROACH PILOT WAS PREOCCUPIED OBSERVING TRANSPORT AIRCRAFT THAT WAS AHEAD AND FAILED TO LOWER LANDING GEAR FOR LANDING. SUBSEQUENTLY, AIRCRAFT LANDED SUFFERING GEAR UP BELLY STRUCTURAL DAMAGE. 20000610021789I (-23) DURING THE CLIMBOUT, STICK SHAKER WENT OFF AT 210 KNOTS. ON FLAP RETRACTION, SHAKER CONTINUED WITH AIRSPEED IN LIMITS. AIRCRAFT RETURNED TO KANSAS CITY WITHOUT INCIDENT. REPLACED STALL WARNING MODULE, PER MM27-32 AND OPERATIONAL CHECK WAS GOOD. NO REPEAT ON THE FOLLOWING FLIGHTS. WITH THIS REPORT, INCIDENT #CE2000IAC053 IS CONSIDERED CLOSED. 20000610027859I (-23)A/C LANDED SHORT OF RUNWAY 27 IN WET, TALL GRASS AREA APX 1200' FROM END OF RUNWAY AT BARBER FIELD (2D1) PILOT TRIED TO POWER/TAXI THROUGH MUD UNTIL A/C BOGGED DOWN AND HAD TO BE TOWED BY TRACTOR TO TIE DOWN AREA. MINOR PROP DAMAGE FROM STRIKING MUD DURING ATTEMPT TO TAXI A/C. 20000610029659I (-23)THE PILOT STATED HE WAS PRACTICING INSTRUMENT APPROACHED AND FORGOT TO LOWER THE LANDING GEAR. 20000610032049I (-23)INDIVIDUAL OPERATED ULTRALIGHT IARCRAFT AT THE BEGINNIGN FO DUSK WITH THE INENTIONS OF FLYING AROUND THE PATTERN. WHEN THE AIRCRAFT TURNED DOWNWIND THE OPERATOR OF THE AIRCRAFT WAS BLINDED BY THE SETTIG SUN, BECME DISORENTED AND CONTINUED FLIGHT UNTIL THE AIRCRAFT'S FUEL SUPPLY WAS EXHAUSTED. AFTER THE ENDING QUIT THE AIRCRAFT OPERATOR CRASHED INTO A SWAMPY AREA AMONG A LOT OF HARDWOOD TREES. THE AIRCRAFT WAS DESTROYED. THERE WERE NO INJURIES TO THE SOLE OCCUPANT. THE FSDO WAS NOT NOTIFIED, BUT THE INFORMED BY AN ACCOUNT IN THE LOCAL NEWSPAPER. 20000610032829I (-23)PILOT WAS TAXING INTO A PARKING SPOT ON THE RAMP. WHILE ATTENTION WAS FOCUSED ON A FENCE FOR CLEARANCE, LEFT WING CONTACTED A SUPPORT BEAM FOR HANGER. DAMAGE WAS LOCATED ON THE LEADING EDGE, JUST INBOARD OF WINGTIP. DAMAGE WAS MINOR. AIRCRAFT WAS RELOCATED AT MKL FOR REPAIR VIA SPECIAL FLIGHT PERMIT. 20000610033569I (-23)AIRCRAFT DEPARTED BULLHEAD CITY, AZ ENROUTE TO DETROIT, MI. #2 ENGINE LOST OIL PRESSURE AND OIL QUANTITY. ENGINE SHUT-DOWN. DIVERTED TO ALBUQUERQUE, MN. DECLARED EMERGENCY AND LANDED ABQ, RWY 8. FOUND OIL LINE FITTING HAD STRIPPED OUT OF GEAR BOX CAUSING OIL LOSS. 20000610034069I (-23)STUDENT PILOT PLANNED A SOLO CROSS COUNTRY FROM VENICE, FL TO ST. SIMMONS ISLAND, GA. WITH ENROUTE STOPS TO LAKELAND AND OCALA, FL. NO FUEL WAS PURCHASED AT THE ENROUTE STOPS. WHEN APPROXIMATELY 12 MILES SOUTHWEST OF ST. SIMONS ISLAND, THE ENGINE LOST POWER AND THE AIRCRAFT WAS LANDED ON A PRIVATE ROAD WITH NO DAMAGE AND NO INJURY TO THE PILOT. THE AIRCRAFT SUBSEQUENTLY FUELDED WITH TEN (10) GALLONS OF 100LL AVIATION FUEL AND A MAINTENANCE CHECK WAS PERFORMED WITH THE ENGINE RUNNING. NO DISCREPANCIES WERE FOUND AND THE AIRCRAFT WAS FLOWN TO ST. MARYS, GA (4J6). THE AIRCRAFT WAS THEN TOPPED OFF WITH 13.8 GALLONS OF FUEL. THE TOTAL CAPACITY OF THIS AIRCRAFT IS 24 GALLONS. 20000610034279I (-23)PILOT WAS PRACTICING TAKEOFFS AND LANDINGS ON FREMONT ISLAND. THE PILOT HAD BEEN PRACTICING ON THE DIRT STRIP LOCATED AT THE NORTHWEST CORNER OF THE ISLAND AND THEN ELECTED TO PROCEED TO THE LANDING STRIP LOCATED AT THE TOP OF THE ISLAND. DURING THE FIRST LANDING ATTEMPT ON THE LANDING STRIP AT THE TOP OF THE ISLAND, THE AIRCRAFT'S LEFT MAIN LANDING GEAR IMPACTED IN A HOLE AND GOT STUCK THERE RESULTING IN THAT LANDING GEAR BEING TORN OFF ITS MOUNTING WHILE REST OF THE AIRCRAFT PROCEEDED FURTHER DOWN THE LANDING STRIP. THE AIRCRAFT WAS RECOVERED TO SPANISH FORK, UTAH WHERE AN AIRWORTHINESS INPSECTOR FROM OUR OFFICE DETERMINED THAT THE DAMAGE TO THE AIRCRAFT WAS NOT SUBSTANTIAL, RESULTING IN AN INCIDENT RATHER THAT AN ACCIDENT. 20000610035399I (-23) AIRCRAFT DEPARTED MARTINSVILLE, VA. (MTV) ENROUTE TO NEW LONDON, VA. (W90). APPROXIMATELY 15 MINUTES INTO THE FLIGHT THE ENGINE BEGAN RUNNING ROUGH AND THEN THE PROPELLER LOCKED IN THE VERTICAL POSITION. THE PILOT ATTEMPTED TO RESTART THE ENGINE THREE TIMES WITHOUT SUCCESS. THE PILOT EXECUTED A POWER OFF LANDING IN A SLOPING HAYFIELD NEAR UNION HALL, VA. DAMAGE TO THE AIRCRAFT INCLUDED A BROKEN RIGHT MAIN LANDING GEAR, DAMAGED PROPELLER AND SPINNER, DAMAGED LOWER ENGINE COWLING AND DENTED FUSELAGE SKIN. THERE WERE NO INJURIES TO THE PILOT OR HIS PASSENGER. POST INCIDENT MAINTENANCE INSPECTION OF THE ENGINE REVEALED THAT THE CRANKSHAFT HAD FAILED. 20000610037039A (-23) THE PILOT STATED THAT HE WAS STEP-TAXIING DOWN DOWN ON THE THORNAPPLE RIVER. AS HE CAME FROM THE LEE SIDE OF A ROW OF TREES, THE AIRCRAFT WAS CAUGHT BY A WIND GUST. THE BOW SUBSEQUENTLY SUBMERGED, AND THE AIRCRAFT FLIPPED OVER. 20000610042609A (-23) ON LANDING ROLL THE RIGHT MAIN AXLE FAILED AND DEPARTED AIRCRAFT. THE AIRCRAFT VEERED LEFT AND GROUND LOOPED. CLINT JOHNSON OF NTSB RECOVERED GEAR AND SENT IT TO NTSB LAB FOR TESTING. 20000610042659A (-23) PILOT IN COMMAND LANDED AT A REMOTE NARROW STRIP LOCATED ON A RIDGE APPROXIMATELY 12 MILES EAST OF NINILCHIK, AK, WITH ONE PASSENGER. PILOT IN COMMAND SURVEYED THE STRIP FOR OBSTRUCTIONS AND FOUND NONE. PILOT IN COMMAND STATED THAT ON TAKEOFF WITH THE ONE PASSENGER, HE ALLOWED THE AIRCRAFT TO DRIFT TO ONE SIDE OF THE RUNWAY AND GOT INTO SOME SOFT GROUND THAT CAUSED THE AIRCRAFT TO SLOW DOWN AND WHEN POWER WAS REDUCED THE AIRCRAFT WENT OVER ON ITS BACK. NO INJURIES OCCURRED. PILOT IN COMMAND STATED THAT HE HAD BEEN INTO THIS STRIP BEFORE AND THAT WEATHER WAS NOT A FACTOR. PILOT IN COMMANDSTATED THAT THE WIND WAS LIGHT AND VARIABLE AT THE TIME OF THE ACCIDENT. 20000610042769A (-23) MR. JAMES C. EDMONDS AND HIS WIFE (HIS ONLY PASSENGER) RECEIVED SERIOUS INJURIES WHEN THE AIRCRAFT HE WAS FLYING (N2379T) STALLED AND CRASHED INTO THE TREES AFTER TAKEOFF FROM THE DALTON AIRPORT, FLUSHING, MICHIGAN ON JUNE 10, 2000. WITH A TEMPERATURE OF 87 DEG F AND A WIND GUSTING OUT OF THE WEST FROM 13 TO 24 KTS, MR. EDMONDS DEPARTED ON RUNWAY 18. FEARING HE WOULDN'T CLEAR THE TREES ON THE SOUTH END OF THE RUNWAY, MR. EDMONDS TRIED TO MAKE A TURN TO THE EAST, BUT LOST AIRSPEED AND STALLED INTO THE TREES. THE AIRCRAFT WAS DESTROYED. 20000611007069A (-23) PILOT ATTEMPTED A LANDING ON A GRASS STRIP. A/C TOUCHED DOWN 1/3 TO 1/2 DOWN THE RUNWAY. (EFFECTIVE LANDING LENGTH 2130"). IT WAS RAINING AT THE TIME OF THE ACCIDENT. AFTER TOUCHDOWN, THE PILOT REALIZED THAT HE WAS NOT GOING TO BE ABLE TO STOP DUE TO LACK OF BRAKING EFFICIENCY ON THE WET SOD. THE PILOT THEN INITIATED A GO AROUND/BALKED LANDING MANUEVER. HE FAILED TO RETRACT THE FLAPS FROM THE FULL DOWN POSITION AS RECOMMENDED IN THE PILOT'S OPERATING HANDBOOK. THE A/C BECAME AIRBORNE BUT DUE TO INSUFFICIENT ALTITUDE, CONTACTED A WIRE FENCE AT THE END OF THE RUNWAY. THE A/C IMMEDIATELY STRUCK THE FROUND, WENT OVER A SMALL GULLEY AND CAME TO REST APPROX. 60 YDS FROM THE INITIAL CONTACT WITH THE WIRE FENCE. 20000611009749A (-23) PIC BROWN LOST CONTROL OF A/C AT VERY LOW ALTITUDE WHILE ATTEMPTIONG TO HAVE THE STUDENT PILOT LAND WITH A SIMULATED ENGINE FAILURE ON THE A/C. PILOT ADDED POWER TO ENGINE WITH REDUCED THRUST, LOST CONTROL, FLEW TO THE EAST OF THE RUNWAY (17R), HIT A CESSNA 182 A/C, N1741N, WHICH WAS TAXIING ON THE PARALLEL TAXIWAY, AND LANDED IN THE GRASS BETWEEN THE TAXIWAY (B) AND17R. 20000611010299A (-23) PILOT, NEW, WAS TAXIING HIS C-182 AIRCRAFT NORTHBOUND ON THE TAXIWAY BETWEEN RUNWAYS 17L AND 17R AT APA WHEN HE FELT SOMETHING HIT HIS AIRCRAFT AND SUBSEQUENTLY REALIZED THAT THE LEFT WING TIP OF THE AIRCRAFT SUBSTANTIALLY DAMAGED. SUBSEQUENT INVESTIGATION INDICATED HE HAD BEEN HIT BY A PA44 AIRCRAFT WHICH HAD BEEN ATTEMPTING TO LAND ON RUNWAY 17R AT APA,BUT VEERED EAST OF THE RUNWAY AND STRUCK N4741N JUST BEFORE LANDING ON THE GRASS TO THE EAST OF RUNWAY 17R. 20000611012369A (-23) PILOT STATED HE HAD REFUELD THE A/C ON 6/10/00 AND THEN FLEW THE A/C ON A LOCAL FLIGHT FROM GREEN BERG INDIANA (134) AND DID NOT REFUEL THE A/C AFTER THE FLIGHT PILOT ESTIMATED THIS FLIGHT TO BE A 0.30 MINUTES FLIGHT. ON 6/11/00 THE PILOT DEPARTED (134) AT APPROX. (12:25 Z) AND DID NOT REFUEL THE A/C, ONLY VERIFIED THAT FUEL WAS PRESENT IN THE TANKS ON THE PREFLIGHT AND THAT FUEL QUANTITY INDICATED SOMEWHERE AROUND FULL. THE PILOT HAD FLIGHT PLANNED FPR A FUEL STOP AT ST CLAIR M (K39) AND IN FLIGHT DECIDED TO GO TO VANDALIA ILL (VLA) FOR FUEL WAS MADE DUE TO HEADWIND CONDITION. DUE TO PARACHUTING ACTIVITIES UPON ARRIVAL AT (VLA) AT 14:25 Z. THE PILOT DECIDED TO DIVERT AGAIN TO "ST LOUIS REGIONAL (ALN) FOR FUEL. PILOT WAS NO FAMILAR WITH THE (ALN) AREA AND FINALLY REQUESTED ASSISTANCE FROM (ALN) TOWER. PILOT HAD SOME DIFFICULTY IN FINDING THE AIRPORT. AT (15:11 Z) PILOT REPORTED 8 MILES SE OF AIRPORT. THE ENGINE STARTED TO WINDMILL DURING THE APPROACH TO ALNDING PATTERN (15:30 Z) THE PILOT WAS THEN CLEARED TO A STRAIGHT LANDING ON RUNWAY. 20000611020719I (-23) THE PILOT STATED THAT DURING A GO-AROUND ATTEMPT, A GUST OF WIND HIT THE AIRCRAFT CAUSING LOSS OF DIRECTIONAL CONTROL. NO INJURIES NOR MINOR DAMAGE TO AIRCRAFT. 20000611020779I (-23)AFTER LANDING AT BULLHEAD CITY AIRPORT, THE A/C EXITED THE RUNWAY ON THE RIGHT SIDE OF RUNWAY 16 INTO THE DIRT/SAND. ONCE THE NOSE WHEEL ENTERED THE DIRT/SAND AREA, IT SANK THE DIRT/SAND CAUSING THE NOSE GEAR TO COLLASP AND STRIKING THE PROP TO STRIKE THE GROUND. 20000611021129I (-23) AIRCRAFT ENROUTE FROM DES MOINES, IA, TO FORT COLLINS, CO, WHEN ELECTRICAL PROBLEMS CAUSED THE PILOT TO DIVERT INTO GRAND ISLAND, NE. MAINTENANCE FOUND A BROKEN WIRE ON THE ALTERNATOR. 20000611021469I (-23) PILOT RECEIVED AIRPORT ADVISORY WINDS 150@ 16 GUSTING TO 24. PILOT LANDED ON RUNWAY 12. AFTER LANDING AND TAXIING DOWN RUNWAY TO END, STRONG GUST OF WIND OR DUST DEVIL LIFTED RIGHT WING, LEFT WING TIP STRUCK GROUND, PROPELLER STRUCK GROUND, AIRPLANE CAME BACK TO REST ON ALL THREE WHEELS. PILOT CONTINUED TO TAXI TO PARKING. 20000611028959A (.4)AT APPROXIMATELY 100 FEET ABOVE GROUND LEVEL, DURING INITIAL CLIMB FOLLOWING TAKEOFF, THE LEFT WING DROPPED AND THE AIRCRAFT IMPACTED THE GROUND. WEATHER CONDITIONS AT THE TIME WERE HIGH GUSTING WINDS. (-23)ON JUNE 11, 2000, AT APPROXIMATELY 1530 MDT, N25222, A LUSCOMBE AIRCRAFT. DEPARTED RUNWAY 20 AT SANTA FE MUNICIPAL AIRPORT. THE PILOT-IN-COMMAND, A PRIVATE PILOT, ^PRIVACY DATA OMITTED^ STATED THAT AFTER TAKEOFF AT APPROXIMATELY 100 FEET AGL, THE AIRCRAFT STALLED. ^PRIVACY DA^ INITIATED A RECOVERY, BUT IMPACTED THE GROUND ON THE LEFT SIDE OF RUNWAY 20 AT SANTA FE. THE PILOT-IN-COMMAND NOR HIS PASSENGER RECEIVED ANY INJURIES. VMC CONDITIONS PREVAILED. NO FLIGHT PLAN OR WEATHER BRIEFING WAS RECEIVED TO FILED BY THE PILOT. 20000611032229I (-23)MOONEY N252D WAS TAKING OFF ON RUNWAY 23 AT MMU WHEN A DEER IN FRONT OF THE AIRCRAFT. THE AIRCRAFT WAS JUST ROTATING TO THE TAKEOFF POSITION. THE AIRCRAFT BECAME AIRBORNE AND HIT THE DEER UNDERSIDE OF THE AIRCRAFT, CAUSING MINOR DAMAGE TO THE UNDERSIDE OF THE AIRCRAFT. THE PILOT, OWNER OF MOONEY REQUESTED A GEAR CHECK, AND CAME BACK FOR A LANDING. THERE WAS MINOR DAMAGE TO THE AIRCRAFT. 20000611032419I (-23)LOST ENGINE POWER. DECIDED TO LAND IN FIELD. LANDING TOUCH DOWN WAS SATISFACTORY. AFTER @ 500 FT ROLL-OUT, LANDING GEAR WENT INTO DITCH AND BROKE OFF WHEELS AT BASE OF STRUTS. POROP DAMAGE AND MINRO DAMAGE TO ENGINE COWLING. 20000611032939I (-23)SUN. JUNE 11, 2000, ALASKA AIRLINES FLIGHT 236 WAS ON THE APPROACH TO LAX EXECUTING THE SADDE SAX ARRIVAL. THE CONTROLLER ADVISED ASAA 236 TO USE CAUTION FOR WAKE TURBULANCE, AS THEY WERE 5 MILES IN TRAIL OF A B-747-400. AT 11,000 FT., ASAA ENCOUNTERED THE WAKE TURBULANCE. TWO FLIGHT ATTENDANTS AND ONE PASSENGER WERE EXAMINED AND TREATED BY PARAMEDICS AFTER LANDING. ONE OF THE TWO FLIGHT ATTENDANTS WAS TAKEN TO A HOSPITAL FOR X-RAYS AND SUBSEQUENTLY RELEASED WITH NO BROKEN BONES BEING DISCOVERED. THE PILOT IN COMMAND FILED A PILOT IRREGULARITY REPORT AS REQUIRED BY THE ASAA FOM. THE PILOT IN COMMAND DETERMINES IF A TURBULENCE INSPECTION IS REQUIRED (GMM, CHAPTER 05-51-31), AND DID NOT REQUEST ONE UPON GATE ARRIVAL. 20000611033139I (-23)ON JUNE 11, 2000, ABOUT 1415 EST A BALLANCEA, 8696, REGISTERED TO ^PRIVACY DATA OMIT^, OWNED AND OPERATED BY ^PRIVACY DATA^. THE AIRCRAFT RECEIVED MINOR DAMAGE DURING AN EMERGENCY LANDING ON STATE ROAD 19 NEAR SPRINGHILL, FL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WAS FILED FOR A 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED ABOUT 1315, AT CLEARWATER, FL. THE PILOT WAS NOT INJURED. 20000611033599I (-23)PILOT LOST CONTROL OF AIRPLANE DURING LANDING DUE TO CROSSWIND. AIRPLANE LANDED WITH LEFT MAIN GEAR ON THE RUNWAY VERGE, HIT TAXIWAY/RUNWAY SIGNS WITH LEFT WHEEL. AIRPLANE SUSTAINED MINOR DAMAGE TO WHEEL PANT AND WING. 20000611034219I (-23)THE CENTER ISLAND AIRPORT IS A SHORT, (1600 FEET) UNIMPROVED AIRPORT. PILOT LANDED WITH GUSTY CROSSWINDS CONDITIONS, AND MADE A HARD LANDING FOLLOWED BY A SERIES OF PILOT INDUCED BOUNCES. THE TAIL STRUCK THE GROUND DURING LANDING CAUSING MINOR DAMAGE. ALSO, THE NOSE WHEEL RIM WAS BENT AS A RESULT OF THE HARD LANDING. 20000611034459I (-23)THE "IN TRANSIT" LIGHT REMAINED ILLUMINATED AFTER RAISING THE LANDING GEAR. THE NOSE GEAR EXTENDED ONLY TO HALF OF IT'S TRAVEL WHEN THE LANDING GEAR WAS SELECTED TO THE "DOWN" POSITION. THE NOSE GEAR COLLAPSED UPON LANDING. NUT ASSEMBLY P/N 90-820015-1 INSTALLED IN NOSE GEAR ACTUATOR P/N 50-820208-5 WAS FOUND TO BE VOID OF THREADS. 20000611034639I (-23)AFTER LANDING ON HWY 220 NEAR ASHBORO, NC, AT AN AUTOMOBLIE ACCIDENT SITE, THE HELICOPTER WAS STRUCK BY AN AUTOMOBILE. THE AIRCRAFT WAS STILL RUNNING WITH ENGINES AT IDLE, GOING THROUGH ENGINE COOL-DOWN. THE CAR CAME DOWN AN EXIT RAMP IN THE WRONG DIRECTION AND CAME NORTH ON THE SOUTHBOUND LANE OF HWY 220. THE CAR STRUCK THE BOTTOM TIP CAP OF THE RIGHT HORIZONTAL STABILIZER. ONLY MINOR DAMAGE WAS SUSTAINED. THE INCIDENT WAS A HIT AND RUN, THEY NEVER CAUGHT THE DRIVER OF THE CAR. THE POLICE DID HAVE BARRICAIDS SET UP TO STOP TRAFFIC. THE AIRCRAFT WAS INSPECTED THEN FERRIED BACK TO RDU FOR REPAIRS. THIS WAS ACCOMPLISHED PER A FAA ISSUED "SPECIAL FLIGHT AUTHORIZATION". 20000611035019I (-23)UPON ATTEMPTED TOUCH AND GO LANDING, PILOT LOST CONTROL OF AIRCRAFT AT INITAL TOUCH DOWN, TRIED TO REGAIN CONTROL BY USE OF POWER BUT FURTHER COMPOUNDED THE PROBLEM AND ONCE HE REALIZED HE WAS NOT GOING TO RECOVER, CHOPPED THE POWER AND RODE THE AIRCRAFT TO A STOP CROSSING THE RAMP AREA AND IMPACTING THE CORNER OF THE HANGAR. AIRCRAFT DAMAGE INCLUDED RIGHT AND LEFT WING TIP CRACKED AND DELAMINATED, LEFT WHEEL FAIRING FRONT SECTION SEPARATED, RIGHT LEADING EDGE CRACKED AND DELAMINATED, RIGHT FORWARD WING ATTACHMENT GOUGED, RIGHT WHEEL FAIRING AFT SECTION BROKEN OFF, SPINNER CRACKED AND RUPTURED ON FRONT SECTION, RIGHT MAIN STRUT BENT SLIGHTLY UPWARD AND BOTTOM ENGINE COWLING 1 FOOT AFT FROM INTAKE CRACKED AND PUNCTURED. 20000611035039I (-23)ON JUNE 11, 2000, AT 1130 AM, A GRUMMAN G73T, N142PA LANDED AT WATSON ISLAND. AS THE AIRCRAFT WAS WATER TAXING, THE PILOT APPLIED REARWARD MOVEMENT TO THE CONTROL YOKE AND FOUND THAT THE YOKE HAD SPERATED AT THE "Y" JOINT OF THE CONTROL YOKE ON THE CAPTAIN'S SIDE. THE AIRPLANE RECEIVED MINOR DAMAGE. NO INJURIES TO THE PILOTS AND PASSENGERS. THE FLIGHT DEPARTED FROM BIMINI, BAHAMAS. (.4) ON JUNE 11, 2000, ABOUT 1130 EASTERN DAYLIGHT TIME, A GRUMMAN G-73T, N142PA, OPERATED BY CHALKS AIRLINES INC., HAD THE CAPTAIN'S SIDE CONTROL YOKE SEPARATE WHILE WATER TAXIING AT WATSON ISLAND, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 121 SCHEDULED INTERNATIONAL FLIGHT. THE AIRPLANE RECEIVED MINOR DAMAGE. THE TWO AIRLINE TRANSPORT-RATED PILOTS, AND 15 PASSENGERS REPORTED NO INJURIES. THE FLIGHT DEPARTED FROM BIMINI, BAHAMAS, AT AN UNKNOWN TIME. AFTER LANDING, THE PILOT STAYED ON THE STEP, AND WATER TAXIED. THE PILOT HAD THE CONTROL YOKE UP TO HIS CHEST, AND THE CAPTAIN'S SIDE CONTROL SEPARATED FROM THE VERTICAL COLUMN. THE SURFACE CONTROL COLUMN ASSEMBLY, FITT ING P/N 112703 WAS SENT TO THE NTSB MATERIALS LABORATORY, WASHINGTON, D. C., FOR EXAMINATION. ACCORDING TO THE LABORATORY REPORT, THE ASSEMBLY WAS FRACTURED AT THE INTERSECTION OF THE STEM AND COLLAR PORTION, WITH FOUR SEPARATE FRACTURE REGIONS CREATED. ACCORDING TO THE NTSB MATERIALS LABORATORY FACTUAL REPORT, "...VISUAL EXAMINATION OF THE FRACTURE SURFACE...SHOWED NO EVIDENCE OF PREEXISTING FRACTURE AREAS ON ANY OF THE FOUR FRACTURE REGIONS. ALL FRACTURES WERE TYPICAL OF OVERSTRESS SEPARATIONS." 20000611037049A (-23) ON JUNE 11, 2000 THE PILOT OF AN EXPERIMENTAL-HOMEBUILT AIRCRAFT WAS GIVEN AN ORIENTATION FLIGHT TO HIS PILOT-RATED PASSENGER AS SHE HAD NOVER FLOWN AN OPEN COCKPIT AIRPLANE. DURING THE SECOND TURN OF A 720 DEGREE MANUEVER AROUND A LARGE BARN AND GRAIN SILO THE AIRCRAFT CRASHED CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT AND NEAR FATAL INJURIES TO THE PASSENGER AND SEVERE INJURIES TO THE PILOT. APPARENTLY THERE WAS A MISCOMMUNICATION BETWEEN THE TWO PILOTS AS TO WHO WAS FLYING THE AIRCRAFT. 20000611043689A (-23) THIS REPORT WAS MADE BY MR. FITHIAN BY TELEPHONE TO INSPECTOR JOHN HO OF THE TETERBORO FSDO ON 6/10/00. A FAXED STATEMENT WAS SENT TO THIS OFFICE 6/14/00. ON 6/27/00 INSPECTORS ACOSTA AND BRANHAM WAS ABLE TO INSPECT THE A/C IN THE HANGAR OF MR. FITHIAN. THE A/C WAS COMPLETELY DESTROYED. 20000611043699A (-23) THE PILOT STATED HE WAS MAKING A NORMAL APPROACH WHEN HE EXPERIENCED SOME TYPE OF DOWN WASH DUE TO TURBULENCE. MR. RENDEL FURTHER STATED THAT HE DROPPED ABOUT 75 TO 100' AGL AND IMPACTED THE DOWNWARD GRASS SLOPE AT THE APPROACH END OF RUNWAY 27. MR. RENDEL ALSO STATED TO THIS INSPECTOR THAT N5543V WAS FUNCTIONING NORMALLY DURING THIS ACCIDENT. ^PRIVACY DATA OMITTED^ 20000612009199A (-23) ON JUNE 12, 2000, AVIATION SAFETY INSPECTORS KRIS PALCHO (OP'S), KENNETH SHAUMAN (A/W), AND DAVID PESARCHICK (AVIONICS) OF THE CLEVELAND FLIGHT STANDARDS DISTRICT OFFICE PERFORMED A PRELIMINARY ON SITE AIRCRAFT ACCIDENT INVESTIGATION OF AIRCRAFT N8197W, A PIPER CHEROKEE LANCE MODEL PA-32R-301T. THE AIRCRAFT CRASHED ON THE NORTH SIDE OF RUNWAY (9) DURING AN ATTEMPTED LANDING AT FULTON COUNTY AIRPORT, WAUSEON, OHIO DESIGNATOR (KUSE) ON JUNE 12, 2000, AT APPROXIMATELY 11:20 UTC. THE FOLLOWING IS A RECOLLECTION: DURING AN INTERVIEW WITH MR. WORLINE, PILOT OF AIRCRAFT N8197W, MR. WORLINE SAID HE EXECUTED THE USE NDB 27 APPROACH AND MADE A TIGHT 180 DEGREE TURN TO LAND ON RUNWAY 9, ENDING UP NORTH OF THE RUNWAY. MR. WORLINE SAID THE AIRCRAFT SLOWED, STALLED OUT, AND IMPACTED THE GROUND. MR. WORLINE SAID THE AIRCRAFT LANDED ON ALL THREE LANDING GEAR. THE AIRCRAFT BEGAN TO SLIDE SIDEWARD, FINALLY COMING TO REST IN A WATER RUN OFF DITCH WITH THE WINGS PARALLEL TO THE DITCH AND THE FUSELAGE STADDLING THE DITCH WITH THE LEFT WING LOW, JUST NORTH OF RUNWAY 9. WHEN ASKED IF HE HEARD THE STALL WARNING HORN MR. WORLINE SAID HE DID NOT RECALL HEARING THE HORN. MR. WORLINE ALSO SAID HE WAS NOT SURE WHAT HIS AIRSPEED WAS AT THE TIME, HUST PRIOR TO THE AIRCRAFT STALLING OUT. MR. WORLINE SAID HE WAS LOOKING OUT SIDE OF THE AIRCRAFT AT THE TIME. MR. WORLINE ESTIMATED THE CEILING AT APPROXIMATELY 650 FEET WITH A VISIBILITY OF APPROXIMATELY ONE MILE AND RAIN AT THE TIME OF THE ACCIDENT. MR. WORLINE SAID THERE WERE TWO PASSENGERS ON BOARD AT THE TIME, AND THAT NO ONE, INCLUDING HIMSELF RECIEVED ANY INJURIES. 20000612011499I (-23) ON WEDNESDAY MAY 10, 2000, AT APPROXIMATELY 2027Z, A PIPER (N5JX) WAS ATTEMPTING TO LAND AT THE ASHEVILLE AIRPORT. THE PILOT STATES THAT THE NOSE GEAR COLLAPSED AFTER LANDING. THE AIRCRAFT CAME TO A STOP WITH DAMAGE TO THE FRONT OF THE AIRCRAFT AND POSSIBLE ENGINE AND PROPELLER DAMAGES. 20000612012069A (-23) 6/12/00 AT 1310 HOURS PDT, AN AIRBUS A320-232, N655AW, WAS SUBSTANTIALLY DAMAGED WHEN THE ENGINE COWLING SEPARATED AND STRUCK THE HORIZONTAL STABILIZER DURING TAKEOFF AT MC CARRAN INTERNATIONAL AIRPORT, LAS VEGAS, NV. THE ATP CERTIFIED PILOT, THE SECOND PILOT, 3 FLIGHT ATTENDANTS AND 47 PASSENGERS WERE NOT INJURED. THE A/C WAS OPERATED BY WEST AIRLINES, INC. UNDER 14 CFR PART 121 AS FLIGHT 2747, A REGULARLY SCHEDULED PASSENGER FLIGHT, DESTINED FOR COLUMBUS, OH. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND THE FLIGHT WAS OPERATING ON AN INSTRUMENT FLIGHT PLAN. THE PILOT REPORTED THERE HAD BEEN AN ABNORMAL VIBRATION AS THE A/C ACCELERATED THROUGH TAKE OFF DECISION SPEED (V1). SEVERAL PASSENGERS PRESSED THEIR FLIGHT ATTENDENT CALL BUTTONS AND ALERTED THE FLIGHT ATTENDANTS WHO IN-TURN REPORTED THE COWLING SEPARATION TO THE COCKPIT CREW. THE RETURN FOR LANDING AT THE AIRPORT WAS UNEVENTFUL. THE A/C WAS TAXIED TO THE TERMINAL GATE AND THE PASSENGERS DEPLANED NORMALLY. THE OUTBOARD, FORWARD COWL DOOR ON THE LEFT (NUMBER 1) ENGINE HAD SEPARATED FROM THE ENGINE NACELLE. THERE WAS A 10-INCH CUT THROUGH THE LANDING GEAR (STRUT) DOOR AND THERE WERE 3 HOLES IN THE LOWER SURFACE OF TH E LEFT STABILIZER, EACH APPROX 2 INCHES WIDE AND 8 INCHES LONG. THE COWLING DOOR HOLD-OPEN ROD PENETRATED THE LOWER SKIN AND AFT SPAR WEB OF THE HORIZONTAL STABILIZER. THERE IS ONE INDENTATION OF THE #1 FLAP BEARING CANOE THAT IS 6 INCHES BY 3 INCHES OF CRUSHED HONEYCOMB. THE OPPOSITE (RIGHT-HAND) COWL DOOR AND THE "BULL NOSE", WHERE THE 2 DOOR HINGES AT THE 12 O'CLOCK POSITION, WERE DAMAGED BUT REMAINED ATTACHED TO THE NACELLE. THE COWL DOOR OVER-CENTER TYPE LATCHES ON THE INBOARD DOOR WERE FOUND LATCHED, HOWEVER, THE HOOKS WERE INTACT AND UNDAMAGED. SIMILARLY, THE LATCH RECEPTACLES ON THE OUTBOARD DOOR WERE VISIBLY UNDAMAGED. THE LATCHES WERE PAINTED RED. THE A/C REMAINED OVERNIGHT IN LAS VEGAS AND AN "RON-CHECK" (REMAIN OVER NIGHT) HAD BEEN PERFORMED DURING HOURS OF DARKNESS. THE RON-CHECK REQUIRED THAT THE COWLIND DOORS BE OPENED. IN THE MORNING, THE A/C WAS HANDED OVER FROM THE MAINTENANCE GRAVE SHIFT TO DAY SHIFT. MAINTENANCE ITEMS REMAINED TO BE COMPLETED IN AREAS OF A/C OTHER THAN THE NUMBER 1 ENGINE. THE TAKEOFF WHERE THE COWLING SEPARATED WAS THE FIRST FLIGHT FOLLOWING RETURN TO SERVICE. 20000612012959A (-23) PILOT TRIED TO TURN OFF RUNWAY ONTO TAXIWAY AT TOO HIGH A RATE OF SPEED. AIRPLANE GROUND-LOOPED AND SUSTAINED SUBSTANTIAL DAMAGE TO LEFT LANDING GEAR, LEFT WING TIP, LEFT AILERON, ELEVATOR, AND GEARBOX. 20000612021009I (-23) PUBLIC USE INCIDENT. THE PIC (FISH & WILDLIFE SERVICE) WAS TAKING AN ANNUAL FLIGHT CHECKRIDE WITH AN OAS FLIGHT CHECK PILOT. THE PIC HAD PERFORMED SEVERAL LANDINGS IN THE LAND CONFIGURATION IN THIS CE-206 AMPHIBIOUS AIRCRAFT. AFTER EVERY LANDING THE PIC PLACED THE GEAR IN THE UP (WATER) POSITION. THE PIC WAS INSTRUCTED TO PERFORM A "NO FLAP" LANDING AT THE AIRPORT. THE PIC DID NOT REVIEW THE BEFORE LANDING CHECKLIST, DID NOT OBSERVE THE "BLUE" GEAR-UP LIGHT FOR WATER LANDING, AND LANDED THE AIRCRAFT SKIDDING TO A STOP. THE INVESTIGATION FOUND THE "GEAR HORN" WAS DISABLED DURING THIS TRAING/CHECKING FLIGHT.^PRIVACY DATA OMITTED^ 20000612021099I (-23) THE STATEMENT BY ^PRIVACY DATA^ INDICATED THE LANDING GEAR COLLAPSED AFTER LANDING. A STATEMENT BY ^PRIVACY DA^ WAS THE SAME AS ^PRIVACY DATA^. HE STATED THAT HE IS A PRIVATE PILOT AND HE HIRED ^PRIVACY DAT^ TO GIVE HIM INSTRUMENT DUAL FROM ANKENY, IA TO ORANGE CITY, IA. HE STATED THAT HE FLEW THE AIRPLANE WHILE ^PRIV^ FOLLOWED THE EMERGENCY CHECKLIST FOR GEAR EXTENSION. THE ELECTRICAL SYSTEM WAS VERIFIED TO HAVE A FAILURE AND TOTAL LOSS OF ELECTRICAL POWER. IN A TELEPHONE INTERVIEW OF ^PRIVACY DATA O^, A GROUNDS KEEPER AT THE ORANGE CITY AIRPORT, HE STATED THAT HE SAW THE AIRPLANE APPROACH FOR LANDING, AND THE LANDING WAS DOWN. ^PRIVACY DAT^ IS AN INDEPENDENT WITNESS, AND HIS KNOWLEDGE WAS COLLABORATED BY ^PRIVACY DATA OMITTED WHO IS THE AIRPORT MANAGER. IN ^PRIVACY DATA OMIT^ STATEMENT, HE ALSO VERIFIED THAT THE BATTERY WAS TOTALLY WITHOUT CHARGE. BASED ON THE STATEMENTS OF ALL INDIVIDUALS NO ACTION AGAINST THE PILOT IS PLANNED.^PRIVACY DATA OMITTED^ THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. INCIDENT #ICE0120000024. 20000612021869I (-23) PILOT NOTICED UNFAMILIAR SOUND ON FINAL FOR STL. MIRRORS ON NACELLES SHOWED NLG NOT DOWN AND LOCKED. TOWER CONFIRMED. PILOT DECLARED EMERGENCY AND LANDED ON RUNWAY 24 SUCCESSFULLY AFTER NLG COLLAPSED ON LANDING. A/C MOVED TO MID COAST AVIATION. FOUND NLG IDLER LINK ASSY BROKEN AT ACTUATOR CLEVIS ATTACH POINT. MINOR DAMAGE TO A/C. NO INJURIES. THREE SOULS ON BOARD. 20000612030339I (-23)BWA425 WAS ENROUTE FROM KJFK TO TTPP AT FL523, ON A523 AIRWAY, APPROXIMATELY 440 MILES SOUTH OF BERMUDA. AT 1518Z, THE CAPTAIN ADVISED ATC THAT A PASSENGER WAS HAVING A HEART ATTACK AND REQUESTED A DESCENT TO FL280 AND RECLEARANCE TO BERMUDA. THE ATC CONTROLLER DETERMINED THAT FLIGHT AA1670, A B722 ENROUTE FROM TJSJ TO KEWR TO FL350, WAS CONFLICTING OPPOSITE DIECTION TRAFFIC AND COULD NOT AUTHORIZE THE DESECENT.HE ADVISED BWA425 OF THE TRAFFIC. BWA425 REPORTED THE TRAFFIC WAS IN SIGHT, DECLARED AN EMERGENCY AND BEGAN A DESCENT TO BERMUDA AFTER LEAVING FL330 AND DESCENT TO FL280. BWA425 ARRIVED AT 1615Z. ALL1670 DID NOT REPORT SEEING BWA425 OR NEED TO TAKE EVASIVE ACTION. 20000612032309I (-23)UPON LANDING, AIRCRAFT HRDO-PLANNED, BRAKES APPLIED AND LOCKED. WHEEL SPINUP WAS INSUFFICIENT TO ACTIVATE ANTI SKID. FOUR MAIN TIRES BLEW OUT. 20000612043049A (-23) CESSNA N7426N, A T210N, EXPERIENCED AN ELECTRICAL POWER LOSS AFTER TAKEOFF FROM EAGLE CREEK AIRPARK, (EYE). THE AIRCRAFT RETURNED TO EYE FOR LANDING. AFTER TOUCHDOWN THE MAIN LANDING GEAR COLLAPSED; HOWEVER, THE NOSE LANDING GEAR REMAINED IN THE DOWN AND LOCKED POSITION. THE PILOT/OWNER, SOLE OCCUPANT OF THE AIRCRAFT, WAS UNINJURED, BUT THE AIRCRAFT SUSTAINED DAMAGE TO THE LEFT HORIZONTAL STABILIZER/ELEVATOR ASSEMBLY. 20000613007169A (-23)ON JUNE 13, 2000, AT 1203 CENTERAL DAYLIGHT TIME, AN AYRES (THRUSH) S2RT34 AGRICULTURAL AIRPLANE, N3096Z, WAS DESTROYED WHEN IT IMPACTED WIRES AND TERRAIN NEAR HELENA, ARKANSAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY GRIFFIN AG, INC., OF HELENA, ARKANSAS. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT, WAS FATALLY INJURED. VISUAL METEROROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CFR PART 137 AERIAL APPLICATION FLIGHT. THE LOCAL FLIGHT DEPARTED AN AIRSTRIP NEAR HELENA AT UNKNOWN TIME. 20000613007929A (-23) POLICE HELI WAS CIRCLING A HOME IMPROVEMENT STORE WHERE A BURGLAR ALARM HAD SOUNDED. POLICE OFFICERS WERE INSIDE WHILE HELI N9488F WAS CIRCLING OUTSIDE. THE HELI WAS EQUIPPED WITH NIGTH SURVEILANCE EQUIP. WHILE CIRCLING NW OF THE STORE, THE HELI BEGAN SPINNING OUT OF CONTROL THEN DOVE INTO THE GROUND AS WITNESSED BY 18 PEOPLE GATHERED ON THE HILL NEAR WHERE THE HELI CRASHED. (.4) THE POLICE HELICOPTER WAS PROVIDING NIGHT AIRBORNE SURVEILLANCE SUPPORT TO A TOPEKA, KANSAS, POLICE GROUND UNIT, WHICH HAD RESPONDED TO AN ALARM AT A BUILDING MATERIALS SUPPLY STORE. WITNESSES ON THE GROUND SAID THE HELICOPTER WAS HEADING NORTHWEST WHEN IT "STARTED SPINNING" AND "THE NOSE WENT STRAIGHT DOWN." AN EXAMINATION OF THE WRECKAGE REVEALED NO ANOMALIES. THE PILOT HAD 148.9 TOTAL HOURS IN HELICOPTERS, ALL WITHIN THE 84 DAYS PRECEDING OF THE ACCIDENT. THE WINDS REPORTED AT PHILLIP BILLARD AIRPORT, 8 MILES EAST OF THE ACCIDENT SITE WERE 180 DEGREES AT 12 KNOTS. FEDERAL AVIATION ADMINISTRATION ADVISORY CIRCULAR (AC) 90-95 STATES THAT LOSS OF TAIL ROTOR EFFECTIVENESS (LTE) IS A CRITICAL, LOW-SPEED AERODYNAMIC FLIGHT CHARACTERISTIC WHICH CAN RESULT IN AN UNCOMMANDED RAPID YAW RATE WHICH DOES NOT SUBSIDE OF ITS OWN ACCORD AND, IF NOT CORRECTED, CAN RESULT IN A LOSS OF AIRCRAFT CONTROL. HELICOPTERS ARE SUBJECTED TO CONSTANTLY CHANGING WIND DIRECTIONS AND VELOCITY. THE REQUIRED TAIL ROTOR THRUST ... IS MODIFIED BY THE EFFECTS OF THE WIND. IF AN UNCOMMANDED YAW OCCURS IN FLIGHT, IT MAY BE BECAUSE THE WIND REDUCED THE TAIL ROTOR EFFECTIVE THRUST. "THERE IS GREATER SUSCEPTIBILITY FOR LTE IN RIGHT TURNS. THIS IS ESPECIALLY TRUE DURING FLIGHT AT LOW AIRSPEED SINCE THE PILOT MAY NOT BE ABLE TO STOP ROTATION." THE LOSS OF TRANSLATIONAL LIFT IS A FLIGHT CHARACTERISTIC THAT CAN CREATE AN LTE CONDUCIVE ENVIRONMENT CAPABLE OF ADVERSELY AFFECTING AIRCRAFT CONTROLLABILITY. THE LOSS OF TRANSLATIONAL LIFT RESULTS IN INCREASED POWER DEMAND AND ADDITIONAL ANTI-TORQUE REQUIREMENTS. WHEN OPERATING AT OR NEAR MAXIMUM POWER, THIS INCREASED POWER DEMAND COULD RESULT IN A DECREASE IN ROTOR RPM. 20000613011919A (-23) PILOT LOST CONTROL DURING TAKEOFF AT APPROX. 50 MPH. A/C SWERVED RIGHT AND PILOT ATTEMPTED TO CORRECT, BUT WAS UNSUCCESSFUL. A/C SLID SIDEWAYS DOWN THE RUNWAY. LEFT MAIN GEAR FAILED AND RIGHT TIRE BLEW OUT. BOTH WINGS SUSTAINED DAMAGE AS DID THE LEFT FUSELAGE ABOVE THE LEFT GEAR ATTACH POINT. (.4) ON JUNE 13, 2000, AT 0600 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-20, N7451K, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT GROUND LOOPED DURING TAKEOFF AT GANSNER FIELD, QUINCY, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND ONE PASSENGER WERE NOT INJURED. NO FLIGHT PLAN WAS FILED AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. THE FLIGHT DESTINATION IS UNKNOWN. THE PILOT REPORTED THAT, DURING TAKEOFF ROLL ON RUNWAY 24, THE LEFT MAIN LANDING GEAR COLLAPSED AS THE AIRPLANE ACCELERATED THROUGH ABOUT 40 MILES PER HOUR. THE LEFT WINGTIP THEN DROPPED TO THE GROUND AND THE AIRCRAFT GROUND LOOPED TO THE LEFT. ACCORDING TO THE PILOT, THE LANDING GEAR SHOCK ABSORBER END FITTING HAD BROKEN AND SEPARATED WHERE IT ATTACHED TO THE GEAR STRUT. THE SURFACE WIND WAS REPORTED CALM. 20000613012639A (-23) ON TUESDAY, JUNE 13, 2000, AT APPROXIMATELY 17:50 HOURS, TIMOTHY S. TRACT, A PRIVATE PILOT, CERTIFICATE NUMBER 539880098, WAS PILOT IN COMMAND (PIC), AND SOLE OCCUPANT OF A CESSNA AIRCRAFT, MODEL 152, N67608. THE AIRCRAFT HE WAS PILOTING WAS APPROXIMATELY 5 MILES NORTH WEST OF THE LODI AIRPORT WHEN HE EXPERIENCED A ROUGH RUNNING ENGINE. PIC CLAIMS THE AIRCRAFT'S ENGINE BEGAN RUNNING SPORADICALLY WITH A DROP IN RPM BEFORE FINALLY FAILING. PIC CLAIMS HE HAD A FUEL QUANTITY INDICATION OF 1/4 FULL IN BOTH WING TANKS BUT CONCLUDED HIS AIRCRAFT WAS OUT OF FUEL. HE LOCATED LODI AIRPORT (1O3), CONFIGURED AIRCRAFT FOR AN EMERGENCY POWER OFF LANDING. PIC SET UP AN APPROACH DOWN WIND FOR RUNWAY 8. ACCORDING TO THE PIC, HE BARELY CLEARED A SET OF POWER LINES BEFORE REACHING THE AIRPORT'S BOUNDARY. PIC STATED HE COULD NOT MAKE THE RUNWAY BUT MANAGED TO GLIDE HIS AIRCRAFT TO AN ADJACENT TAXI WAY. THE PIC CLAIMED DURING TOUCH DOWN HE EXPERIENCED A GUSTY TAIL WIND WHICH CONTRIBUTED TO THE HARD LANDING. HE WAS UNINJURED BUT THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. ACCORDING TO THE PILOT HE PARKED THE AIRCRAFT THEN PERFORMED AN EXTERNAL INSPECTION. PIC DISCOVERED HIS RIGHT HAND FUEL CAP WAS MISSING. HE ALSO NOTED HIS FUEL TANKS WERE EMPTY. AN INSPECTOR FROM THE OAKLAND FSDO PERFORMED A VISUAL INSPECTION OF THIS AIRCRAFT ONJUNE 15, 2000, THE FOLLOWING WAS OBSERVED: RIGHT HAND FUEL CAP WAS MISSING. BOTH FUEL TANKS WERE DRY. FUEL WAS DRAINED FROM THE FORWARD SUMP AND DETERMINED TO BE FREE OF WATER. WHEN POWER WAS APPLIED TO THE AIRCRAFT SUSTAINED STRUCTURAL DAMAGE TO THE FORWARD ENGIEN COMPARTMENT AND THE LOWER REAR FRAME WAS BUCKLED. MAJOR STRUCTURAL REPAIRS WILL BE REQUIRED TO CORRECT THIS DAMAGE. 20000613033269I (-23)TWA N974TW WAS PARKED AT THE GATE AT BWI. THE BOARDING PROGRESS. THERE WERE APPROX 100 PASSENGERS ON BOARD WHEN THE AIRCRAFT WAS STRUCK BY A CATERING TRUCK. THE DAMAGE TO THE AIRCRAFT WAS AT THE R-1 DOOR, BELOW THE SILL AND ABOUT 14 INCHES BEHIND THE SILL. THE AIRCRAFT WAS FERRIED TO JFK WHERE REPAIRS WERE MADE AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20000614007329A (-23) AIRCRAFT DEPARTED A PRIVATE SOD AIRSTRIP AND PROCEDED WEST FOR ONE MILE STARTED A 180 DEGREE TURN TO THE RIGHT, AT 90 DEGREES OF TURN THE AIRCRAFT PITCHED DOWN AN IMPACT A SOFT ALFALFA FIELD. THE ALTITUDE AT THE HIGHEST POINT IN THE TURN WAS 300 FEET AGL. ON IMPACT THE PILOT AND PASSENGER WERE PINNED IN THE AIRCRAFT. THE AIRCRAFT AND OCCUPANTS WERE BURNED BY A POST CRASH FIRE. 20000614009039A (-23) ON JUNE 14, 2000, AT 1505 MDT PIPER PA-12 N3846M SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED THE RIGHT SIDE OF THE RUNWAY AT DUTCH JOHN, UT. THE PRIVATE PILOT WHO WAS THE SOLE OCCUPANT WAS NOT INJURIED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS PERSOAL FLIGHT WHICH ORIGINATED AT DRIGGS, ID, EARLIER IN THE DAY. THE FLIGHT WAS OPERATING UNDER TITLE 14 CFR PART 91 A VFR FLIGHT PLAN WAS FILED. PER PHONE CONVERSATION THE PILOT INDICATED THAT AFTER LANDING AT DUTCH JOHN, UT A STRONG GUST OF WIND BLEW THE AIRCRAFT, AND HE LOST CONTROL. THE AIRCRAFT DEPARTED THE RUNWAY AND CAME TO REST AGAINST A PINION TREE CAUSING SUBSTANTIAL DAMAGE TO THE RIGHT STRUT, WING AND FUSELAGE. 20000614013509A (-23) THE PILOT SAID HE WAS CARRYING ABOUT 10 MPH MORE SPEED THAN NORAML. THE PILOT SAID THAT ON TOUCH DOWN THE AIRCRAFT SKIPPED AND CAME BACK DOWN OFF CENTER. AT THIS THE AIRCRAFT STARTED A GROUND LOOP TO THE LEFT. THE RIGHT WING TIP STARTED TO DRAG. AS THE AIRCRAFT LEFT THE RUNWAY WING STRUCK A RUNWAY LIGHT PULLING IT FROM THE GROUND. THE IMPACT FROM THE LIGHT BROKE THE SPAR AT THE OUTBOARD FLYING STRUTS. THIS IMPACT TOSSED THE AIRCRAFT BACK ONTO THE LEFT WHEEL. THE WHEEL GAVE WAY FROM THE SIDE LOADS AND THE LEFT LOWER WING TIP HIT THE GROUND. THE AIRCRAFT CONTINUED TO FLIP AT THIS POINT AND CAME TO REST ON ITS BACK COLLAPSING THE STRUTS ABOVE THE FUSELAGE AND THE RUDDER/VERT STABILIZER. (.4) ON JUNE 14, 2000, ABOUT 1615 HOURS PACIFIC DAYLIGHT TIME, A CURTIS-WRIGHT TRAVEL AIR 4000, N6425, OWNED AND OPERATED BY THE PILOT, VEERED OFF RUNWAY 16L DURING LANDING ROLLOUT AT THE RENO/TAHOE INTERNATIONAL AIRPORT, RENO, NEVADA. THEREAFTER, THE AIRPLANE COLLIDED WITH AN AIRPORT LIGHT FIXTURE AND NOSED OVER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT SUSTAINED MINOR INJURIES, AND THE PASSENGER WAS NOT INJURED. THE PERSONAL FLIGHT ORIGINATED FROM PLACERVILLE, CALIFORNIA, ABOUT 1500. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE PERFORMED A NORMAL LANDING ON RUNWAY 16L IN HIS 1928 VINTAGE CONVENTIONAL GEAR AIRPLANE. RUNWAY 16L IS 9,000 FEET LONG AND 150 FEET WIDE. THE PILOT FURTHER REPORTED THAT AFTER TOUCHING DOWN NEAR THE RUNWAY NUMBERS HE LOST DIRECTIONAL CONTROL WHEN THE AIRPLANE SUDDENLY VEERED LEFT AND THE RIGHT WING TIP DRAGGED ON THE PAVEMENT. THE AIRPLANE DEPARTED THE RUNWAY AT A 30-DEGREE ANGLE. NO MECHANICAL MALFUNCTIONS WERE EXPERIENCED WITH THE OPERATION OF THE AIRPLANE. AN AIR TRAFFIC CONTROLLER, WHO REPORTEDLY WITNESSED THE ACCIDENT, INDICATED THAT DURING LANDING, THE AIRPLANE APPEARED TO BOUNCE ON THE RUNWAY. THEREAFTER, IT VEERED OFF THE RUNWAY AND COLLIDED WITH A PRECISION APPROACH PATH INDICATOR (PAPI) LIGHT FIXTURE FOLLOWING WHICH IT NOSED OVER. ABOUT THE TIME OF THE ACCIDENT, THE REPORTED WIND WAS FROM 300 DEGREES AT 4 KNOTS. IN THE PILOT'S COMPLETED ACCIDENT REPORT, HE RECALLED THAT THE WIND'S DIRECTION WAS VARIABLE, AND ITS SPEED WAS 6 KNOTS. RENO AIRPORT'S SURFACE WIND DIRECTION AND SPEED DURING THE HOUR BEFORE AND AFTER THE ACCIDENT WERE AS FOLLOWS: AT 1456, THE WIND WAS FROM 020 DEGREES, 4 KNOTS. AT 1556, THE WIND WAS FROM 350 DEGREES, AT 7 KNOTS. 20000614013569A (-23) THE FIRST OFFICER DID NOT FLY THE APPROVED LANDING PROFILE,WHICH RESULTED IN A HARD LANDING AND A TAILSTRIKE, THAT CAUSED ENOUGH DAMAGE FOR THIS TO BE CLASSIFIED AS AN ACCIDENT BY THE NTSB. 20000614021299I (-23) IN HIS TELEPHONE STATEMENT, THE PILOT SAID HE BEGAN TRANSFERRING FUEL FROM THE WING TANKS TO THE FUSELAGE TANK DURING DESCENT INTO KANSAS CITY. HE BECAME DISTRACTED AND DID NOT STOP TRANSFERRING FUEL UNTIL HE NOTICED THAT THE WING TANKS WERE GETTING VERY LOW. HE ADVISED ATC THAT HE WAS LOW ON FUEL, AND THE FLIGHT WAS THEN GIVEN PRIORITY HANDLING TO TOUCHDOWN. THE ENGINES DID NOT FLAMEOUT, THE AIRCRAFT WAS NOT LOW ON FUEL, AND THERE WAS NO EQUIPMENT MALFUNCTION. INCIDENT CE2000IGA058 IS CLOSED. 20000614025119I (-23)WHILE AT A 700 FEET CRUISE FLIGHT, THE PILOT HEARD A LOUD GRINDING NOISE COMING FROM THE ENGINE AREA. THE PILOT DECLARED EMERGENCY AND TRIED TO REACH A SMALL PLATFORM (UNSUCCESSFULLY). THE MGT EXCEEDED LIMITATIONS ALONG WITH APPARENT ENGINE FAILURE. THE PILOT ENTERED AN AUTOROTATION, CLOSED THROTTLE AND SHUT OFF THE FUEL SUPPLY FROM THE ENGINE. PILOT MADE A MAYDAY CALL AND GAVE HIS LOCATION. THE PILOT LANDED THE AIRCRAFT WITH FLOATS DEPLOYED. 20000614026259I (-23) FUEL TANK VENT HOSES (LINES) WERE DETORIATED. THE NOSE HIGH ALTITUDE DURING TAKE OFF OF F AND CLIMB OUT CAUSED FUEL TO RUN FROM THE VENT LINES, HOSE WERE DETORIATED ALLOWING FUEL TO RUN INTO THE ENGINE COMPARTMENT AND IGNITE. THE FIRE DAMAGED THE CARBURETOR AND AIR FILTER CAUSING A LOSS OF POWER. WHEN THE NOSE OF THE A/C WAS LOWERED THE FUEL STOPPED RUNNING FROM THE VENT LINES AND THE FIRE EXTINGUISHED ITSELF. THE A/C LANDED SAFELY AT CORCORAN, CA. 20000614032169I (-23)CONTINENTAL MECHANIC WAS STARTING AIRCRAFT FOR MAINTENANCNE OPS CHECK ON #2 ENGINE OIL QUANTITY DISCREPANCY. START UP OF #1 ENGINE, ACCELERATED TO HIGH POWER, AIRCRAFT JUMPED CHOCKS AND RAN INTO TRERMINAL "C" GATE 115. DAMAGE WAS TO THE NOSE DOME, TOP LEFT OF COCKPIT CAVED IN. RIGHT SIDE OF FUSELAGE 6/8 FOOT GASH AFT OF FORWARD PRESS BULKHEAD. 20000614033509I (-23)AMERICAN FLIGHT 537 INBOUND TO ABQ, REPORTED UNSAFE LANDING GEAR INDICATION ON APPROACH TO RUNWAY 8. DECLARED EMERGENCY, MADE GO-AROUND, VERIFIED GEAR DOWN AND LOCKED, LANDED WITHOUT INCIDENT ON RUNWAY 3. EMERGENCY EQUIPMENT CALLED OUT. CONTRACT MAINTENANCE CALLED OUT, FOUND TO BE INDICATION PROBLEM DUE TO INOPERATIVE BULBS IN INDICATION MODULE. 20000614033969I (-23)ACCORDING TO WITNESSES PILOT STATED HE DEPARTED HARRIET ALEXANDER AIRPORT IN SALIDA COLORADO; WAS UNBLE TO GAIN ALTITUDE; STRUCK POWER LINES AND A BARBED WIRE FENCE AND CAME TO REST IN A FIELD. DAMAGE TO THE MOTOR GLIDER WAS MINOR. THE OWNER/PILOT WAS IDENTIFIED BY THE CHAFFEE COUNTY SHERIFF AND REFUSED MEDICAL TREATMENT ACCORDING TO THE SHERIFFS REPORT. 20000614038589A (-23) -PILOT MR. MORI, ( A NEW FLIGHT INSTRUCTOR) WAS BEING EVLAUATED AND CHECKED-OUT BY CHIEF PILOT MR. GUSSO. -THE AIRCRAFT WAS IN THE MOUNTAINOUS AREA LOOKING FOR THE CABIN DOOR, THAT FELL OFF AIRCRAFT THE DAY BEFORE.-MR. GUSSO TOLD MR. MORI TO LAND ON A MOUNTAIN RIDGE. MR. GUSSO THOUGHT HE SPOTTED THE AIRCRAFT CABIN DOOR. -MR. MORI SET-UP LANDING (INTO WIND), WIND SHIFTED TO A TAIL WIND. MR. MORI ATTEMPTED TO CONTINUE TO NOT LAND. -MR. GUSSO TOOK CONTROLS TO LAND THE AIRCRAFT. ROTOR RPM DECAYED. -AIRCRAFT SKIDS CONTACTED THE GROUND ON DOWNHILL SIDE OF RIDGE. MAIN ROTOR BLADES CONTACTED TREE. - AIRCRAFT CAME TO A SUDDEN STOP AND FLIPPED OVER ON LEFT SIDE. (.4) ON JUNE 14, 2000, AT 0915 HOURS PACIFIC DAYLIGHT TIME, A HUGHES 269C, N9692F, ROLLED OVER AFTER ENCOUNTERING SETTLING WITH POWER WHILE ATTEMPTING TO LAND IN THE NEWHALL PASS, NEAR SANTA CLARITA, CALIFORNIA. THE HELICOPTER, OPERATED BY KING AVIATION CENTERS AS A NEW HIRE INSTRUCTOR CHECKOUT FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE AIRLINE TRANSPORT PILOT/OWNER (CHECK PILOT) AND THE CERTIFIED FLIGHT INSTRUCTOR WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE F LIGHT, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM THE VAN NUYS AIRPORT, VAN NUYS, CALIFORNIA, AT 0900, AND WAS SCHEDULED TO TERMINATE AT VAN NUYS. 20000614042569A (-23) LOSS OF DIRECTIONAL CONTROL DURING A RIVER TAKEOFF GUSTY WIND CONDITIONS. AIRCRAFT HIT BANK AND RECEIVED SUBSTANTIAL DAMAGE. 20000614042709A (-23) PILOT WAS LANDING ON AN UNIMPROVED STRIP THAT HE HAD LANDED AT 5 TIMES PREVIOUSLY. HE HAD WALKED THE STRIP PRIOR TO FIRST LANDING, WINDS HAD CHANGED AND CAUGHT A STRONG CROSSWING GENERATED BY THE CLIFFS NEARBY. CAUSED A ROTOR AND TIPPED THE PLANE UP AT A POINT WHERE A GO-AROUND COULD NOT BE INITIATED. 20000615008199A (-23) A/C CRASHED UNDER UNKNOWN CIRCUMSTANCES IN A HILLY AND GRASSY AREA ON PRIVATE PROPERTY (UNITED TECHNOLOGIES CORPORATION) APPROX. 11 NM EAST-SOUTH EAST OF REID HILLVIEW AIRPORT, SAN JOSE, CA. THE PILOT WAS RENTING THE A/C FROM AMELIA REID AVIATION AT REID HILL VIEW AIRPORT AT 1100 PDT ON JUNE 15, 2000. THE A/C WAS OBSERVED BY WITNESSES TO BE CONDUCTING AEROBATIC MANUEVERS OVER THE ACCIDENT SITE AT THE TIME OF THE ACCIDENT. THE A/C WAS REPORTED AS OVERDUE ON JUNE 16, 2000. THE A/C WRECKAGE AND DECEASED PILOT WERE FOUND BY COMPANY EMPLOYEES AT 0930 PDT ON JUNE 16, 2000. 20000615010989A (-23) THE STUDENT PILOT WAS ATTEMPTING A TAKEOFF FROM RUNWAY 15 AT FNL. ACCORDING TO THE STUDENT PILOT HE LOST DIRECTIONAL CONTROL DURING ACCELERATION, SKIDDED SIDEWAYS DEPARTED THE RUNWAY AND GROUND LOOPED THE AIRCRAFT. DAMAGE OCCURRED TO THE NOSE GEAR AND BOTH WINGS AND THE PROPELLER. THE STUDENT PILOT WAS UNINJURED. 20000615021879I (-23) ON JUNE 15, 2000, AT APPROXIMATELY 1518 CDT, AIR MIDWEST FLIGHT 1625, A BEECHCRAFT 1900D, N62ZV, DEPARTED KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO (MCI). FLIGHT RETURNED TO MCI DUE TO RIGHT TORQUE GAUGE INDICATING BAD WITH CIRCUIT BREAKER POPPED. AIR MIDWEST MAINTENANCE REPLACED BAD RIGHT TORQUE TRANSMITTER AND FLIGHT WAS DISPATCHED. INCIDENT #CE05000IAC057 IS CONSIDERED CLOSED WITH THIS REPORT. 20000615026209I (-23) PILOT STATED THAT HE FAILED TO PROPERLY UTILIZE THE PRE-LANDING CHECK LIST AND FAILED TO LOWER THE LANDING GEAR PRIOR TO TOUCH DOWN. A/C RECEIVED MINOR DAMAGE TO BELLY AND PROP. 20000615032299I (-23)WHILE DOING TOUCH AND GO LANDINGS PILOT ENCOUNTERED A STRONG GUSTY CROSS WIND. AS HE CORRECTED FOR THE LANDING, THE AIRCRAFT HEAVILY ON THE NOSE GEAR. 20000615032389I (-23)ON THURSDAY, JUNE 15, 2000 AT 0656 EDT, A BOEING B-737, N412US, FLIGHT 1804, OPERATED BY USAIRWAYS, INC. RETURNED AND LANDED ON RUNWAY 23 AT BUFFALO NIAGARA INTERNATIONAL AIRPORT, AUFFALO, NY AFTER EXPERIENCING AIRCRAFT VIBRATIONS. FIRE AND RESCUE RESPONDED. THE AIRCRAFT TAXIED TO THE GATE WITHOUT INCIDENT. THERE WERE ON INJURIES. US AIRWAYS MECHANICS FOUND AND REPLACED THE LEFT ELEVATOR TRIM TAB ASSEMBLY WORN BOLT AND BUSHING. A FUNCTIONAL CHECK WAS PERFORMED SATISFACTORILY AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000615032749I (-23)CE2000IGA055 20000615034889I (-23) ON JUNE 15, 2000, A U.S. REGISTERED BAE JETSTREAM 3101, N834JS, OPERATED BY CHAUTAUQUA AIRLINES ABORTED TAKEOFF AT PITTSBURGH INTERNATIONAL AIRPORT. THE #1 ENGINE COULD NOT PRODUCE ENOUGH TORQUE (10% SHORT OF REQUIRED TORQUE) FOR TAKEOFF. THE AIRCRAFT WAS FERRIED TO INDIANAPOLIS AND THE ENGINE WAS CHANGED DUE TO A BAD HOT SECTION. THE AIRCRAFT HAD NO FURTHER INCIDENTS. 20000616007109A (-23) THE PILOT WAS ATTEMPTING A GLASSY WATER LANDING WITHIN 75 FEET OFF THE SHORELINE USING THE SHORELINE AS A SURFACE REFERENCE. THE AIRCRAFT STRUCK THE WATER SURFACE HARD AND BOUNCED. PILOT SCHMIDT ATTEMPTED A GO-AROUND BUT COULD NOT MAINTAIN DIRECTIONAL CONTROL AND TURNED TO THE LEFT AND COLLIDED WITH TREES ALONG THE SHORELINE. THE AIRCRAFT RECEIVED SUBSTATIAL DAMAGE TO ALL MAJOR COMPONENETS OF THE AIRCRAFT. THE PILOT AND PASSENGER WERE NOT INJURIED. 20000616007499A (-23) THE FLIGHT INSTRUCTOR, MR. GARBER WAS GIVING DUAL TO A STUDENT FOR THE PURPOSE OF A CONVENTIONAL LANDING GEAR CHECKOUT. THE STUDENT LOST CONTROL AND THE AIRPLANE LEFT THE RUNWAY. DUE TO FAILURE TO ONE OF THE MAIN GEAR THE AIRPLANE FLIPPED OVER. 20000616008989A (-23) PILOT WAS LANDING MAKING AN APPROACH TO LANDING AT THE WILLOWS-GLENN AIRPORT. DURING THE TURN FROM BASE TO FINAL, AIRCRAFT DESCENDED WITH A STEEP NOSE DOWN ATTITUDE AND COLLIDED WITH THE GROUND. THE AIRCRAFT WAS DESTROYED AND THE PILOT AND PASSENGER WERE FATALLY WOUNDED. VISUAL METEROLOGICAL CONDITIONS PREVAILED. HIGH WIND CONDITIONS WERE PRESENT. (.4) A WITNESS SAW THE AIRPLANE COMPLETE THE SECOND AND LAST SET OF TWO 360-DEGREE TURNS JUST ABOVE TREETOP LEVEL OVER A HERD OF ANTELOPE AND THEN DESCEND TO GROUND IMPACT IN A STEEP NOSE DOWN ATTITUDE. THIS AIRPLANE WAS THE LAST IN A GROUP OF SIX OTHER AIRCRAFT GOING TO THE SAME DESTINATION. INITIAL RESPONDERS TO THE ACCIDENT SITE SAID THAT A HERD OF ANTELOPE WAS IN THE IMMEDIATE VICINITY OF THE WRECKAGE. INTERVIEWS WITH THE OTHER PILOT'S IN THE GROUP REVEALED THAT BOTH THE PILOT AND PASSENGER WERE AVID ANIMAL LOVERS. THEY HEARD THE PILOT ANNOUNCE IN A NORMAL VOICE THAT HE WAS TURNING DOWNWIND TO BASE ON THE COMMON TRAFFIC ADVISORY FREQUENCY (CTAF). NO OTHER TRANSMISSIONS WERE HEARD FROM THE AIRPLANE. THE GROUND WITNESS SAW THE AIRPLANE FLYING NORTHBOUND AT LOW LEVEL, AND THEN ENTER THE FIRST SET OF STEEP 360-DEG REE TURNS. THE AIRPLANE ENDED THIS MANEUVER DESCENDING TOWARDS THE GROUND IN WINGS LEVEL FLIGHT AND THEN RISING UP AGAIN, WITH A TURN SOUTHBOUND. THE AIRPLANE CLIMBED ABOVE THE TREE LINE, LEVELED OFF, AND THEN ENTERED THE SECOND SET OF STEEP 360-DEGREE TURNS, WHICH CULMINATED IN THE ACCIDENT. WINDS IN THE AREA WERE RECORDED FROM THE NORTH-NORTHWEST AT 32 MPH GUSTING TO 42 MPH. AS THE PILOT TURNED FROM CROSSWIND TO DOWNWIND WHILE IN A STEEP TURN ABOUT THE ANTELOPE HERD ON THE GROUND, IT IS LIKELY THAT THE AIRPLANE ENCOUNTERED STRONG WIND SHEAR LIKE TAILWIND CONDITION, WHICH RESULTED IN AN INADVERTENT STALL/SPIN. THERE WERE NO DISCREPANCIES NOTED WITH THE AIRCRAFT AND ENGINE. 20000616010529A (-23) ON JUNE 16, 2000, AT APPROXIMATELY 1327 EDT, A CESSNA 210-L, N485CA, RECEIVED SUBSTANTIAL DAMAGE AS A RESULT OF AN EMERGENCY LANDING NEAR LOUISVILLE, KY. THE AIRPLANE WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS (VMC) UNDER 14 CFR 91 FROM CAMPBELLSVILLE, KY TO THE LOUISVILLE-BOWMAN FIELD AIRPORT. THE COMMERICAL RATED PILOT STATED THAT HE WAS DESCENDING FROM 2500 FEET WHEN THE ENGINE ABRUPTLY LOST POWER. EFFORTS TO RESTART THE ENGINE WERE UNSUCCESSFUL, THUS NECESSITATING AN OFF AIRPORT LANDING. BOTH THE PILOT AND PASSENGER RECEIVED MINOR INJURIES RESULTING FROM THE ACCIDENT. THERE WAS NO POST CRASH FIRE.REVIEW OF THE MAINTENANCE RECORDS DID NOT REVEAL ANY PREVIOUS ABNORMALITIES FOR THE AIRFRAME, ENGINE, OR PROPLLER RELATED TO THE ACCIDENT. POST ACCIDNET INSPECTION OF THE AIRCRAFT DID NOT REVEAL ANY SYSTEM OR COMPONENT IRREGULARITIES RELATED TO THE ACCIDENT. FUEL WAS DRAINED FROM VARIOUS LOCATIONS OF THE AIRCRAFT AND ABSENT OF ANY APPARENT CONTAMIATION. WEATHER CONDITIONS TAKEN FROM LOU AT OR NEAR THE TIME OF THE ACCIDENT WERE: WINDS 240 DEGREES AT 10 KNOTS, GUSTING TO 20 KNOTS; VISIBILITY 7 STATUS MILES; CEILING 3700 BROKEN; TEMPERATURE 29 DEGREES C, DEWPOINT 22 C, ALTIMETER 29.85. 20000616020929I (-23)PILOT WAS CLEARED TO TAXI TO THE ACTIVE RUNWAY. PILOT WAS NOT GIVEN PROGRESSIVE TAXI SERVICE. PILOT TAXIED ONTO VEHICLE SERVICE AND STRUCK STOP SIGN STANDARD WITH LEFT WING. THERE WAS VERY MINOR DAMAGE TO AIRCRAFT LEADING EDGE PAINT. DAMAGE WAS CHECKING OUT AND THE FLIGHT WAS COMPETED AS SCHEDULED WITHOUT REPAIRS OR FURTHER INCIDENT. 20000616032399I (-23)ON JUNE 16, 2000, AT 1215 HRS. EST, A PIPER PA34, N4138S, REGISTERED TO NAPIER SPLICING DELAWARE DID ON LANDINGS AT TALLAHASSES REGIONAL AIRPORT LOST CONTROL OF HIS AIRCRAFT AND RAN OFF RUNWAY 27, HIT A RUNWAY SIGN, CAUSING THE LANDING GEAR TO COLLAPSE. WINDS WERE GUSTING FROM 180, 12 TO 18 KTS. THE AIRCRAFT SUBSTANED MINOR DAMAGE. NO INJURIES TO PILOT OR PASSENGER. THE FLIGHT ORIGINATED AT KEY WEST AIRPORT. 20000616033429I (-23)DALA F1214/16 JUNE, 2000 DEPARTED ABQ FOR CVG AND REPORTED AN OIL LEAK ON LEFT ENGINE SHORTLY AFTER DEPARTURE. FLIGHT RETURNED TO ABQ AND LANDED WITHOUT INCIDENT. EMERGENCY WAS DECLARED BY THE CAPTAIN AND EQUIPMENT WAS STANDING BY. THE CREW STATED THERE WAS NO LOW OIL PRESSURE LIGHT ON FOR THE ENGINE AND ENGINE WAS NOT SHUT DOWN. ASI MAINTENANCE INSPECTED LEFT ENGINE NO EVIDENCE OF OIL LEAK. SERVICED LEFT ENGINE WITH 8 QTS OF OIL, PERFORMED ENGINE RUN AND MEL APPLIED FOR LEFT ENGINE OIL QTY PER 79-01-01A. 20000616033779I (-23)IN A TELEPHONE INTERVIEW CONDUCTED BY THIS INSPECTOR, ^PRIVACY DATA OMIT^ STATED THAT HE INITIATED A CLIMB FROM HIS ASSIGNED ALTITUDE OF FL280 IN RESPONSE TO TCAS INSTRUCTIONS REFERENCE A RESOLUTION ALERT WITH A MILIART T-38 CLIMBING TO AN ASSIGNED ALTITUDE OF FL270. CAPTAIN PINKERTON HAD A VISUAL CONTACT ON OPPOSITE DIRECTION TRAFFIC AT FL290 (BLR824) AND HAD ACQUIRED THE MILITARY T-38 ON HIS TCAS ONLY^PRIVACY DATA OMITTED^ . FURTHERMORE, CAPTAIN PINKERTON WAS REQUIRED TO RESPOND TO TCAS INSTRUCTIONS. 20000616034139I (-23)AT LA GUARDIA AIRPORT, ALLEGHENY-FLT. 3676 CAPTAIN, WTIH ASSISTANCE FROM FIRST OFFICER HAD DIFFICULTY TURNING CONTROL COLUMN TO RIGHT TO MOVE AILERON. CAPT. ADVISED TOWER HE WAS ONLY ABLE TO TURN LEFT, AND WILL IMMEDIATELY RETURN TO LAND. A/C TAXIED TO RAMP W/O INCIDENT. FAA, NTSB AND ALLEGHENY MAINTENANCE DIRECTOR WERE PATCHED TOGETHER ON A TELEPHONE CONVERSATION. ^PRIVACY DATA OM^, NTSB, REQUESTED THE FLIGHT DATA RECORDER QUARANTINED AND SHIPPED TO MAIN BASE, AT HARRISBURG, PA. TIL FURTHER NOTICE FROM NTSB. NYFSDO ASI OBSERVED MAINTENANCE PERSONNEL INCLUDING LEADMEN, CHECKING FLIGHT CONTROL MOVEMENTS WITH ENGINE POWER ON. NO DIFFICULTIES DISCOVERED. ALL CABLES, PULLEYS FROM WINGS TO COCKPIT WILL BE INSPECTED BY INSPECTOR AND MECHANIC. UPON INSPECTION IT WAS FOUND THAT THE LEFT AILERON SPRING TAB ATTACHED BRACKET FOR LINKAGE CRACKED CAUSING IT TO JAM. ON 6/19/00, WAS INFORMED BRACKET WAS MODIFIED AND PART NUMBER 85740168-013 IS THE LATEST REPLACEMENT. PMI NOTIFIED AND DISCUSSED SAFETY RECOMMENDATION LEADING TO A POSSIBLE AD. AFTER T/O IT TOOK ANB EXCESSIVE AMOUNT OF AILERON CONTROL PRESSURE TO TURN THE A/C TO THE RIGHT. MAITENANCE REMOVED AND REPLACED L/H AILERON SPRING TAB IAW 27-16-16. A/C TEST FLOWN BEFORE RETURNING TO SERVICE. 20000616043819A (-23) THE PILOTS STATEMENT REFLECTS: HELICOPTER ON RELOCATION FLIGHT FROM CDW TO MJX. APPROXIMATELY 1 HOUR INTO FLIGHT, FUEL LOW LEVEL LIGHT CAME ON. APPROXIMATELY 5 MINUTES LATER, THE ENGINE LOST POWER DUE TO FUEL DEPLETION. THE PILOT BEGAN AUTO ROTATION TO SAND PATH SURROUNDED BY TREES. AS HELICOPTER APPROACHED GROUND, MAIN ROTOR BLADES STRUCK SEVERAL TREES, WHICH TURNED HELICOPTER 180 DEGREES AND ON IT'S SIDE. THE HELICOPTER CONTACTED THE GROUND ON IT'S RIGHT SIDE. 20000617006109A (.23) A/C OBSERVED FLYING NORTH OVER FIELD NEAR FOREST GROVE, OR. WITNESSES REPORTED SEEING THE ULTRALITE FLY OVER HIS HEAD AT 150-200 FEET ABOVE THE GROUND. THE PILOT TRIED TO TURN AROUND, RESULTING IN A TIGHT SPIN, THE A/C CRASHED, KILLING THE PILOT, WHO WAS ALONE IN THE 2-SEAT A/C. SUBSEQUEST INVESTIGATION SHOWS THAT THE RUDDER SYSTEM WAS INSTALLED BY THE PILOT WITH THE CONTROLS REVERSED. 20000617008099A (-23) ON JUNE 17, 2000 AT 1500 HOURS PDT PIPER N8578L COLLIDED WITH A FENCE ON TAKEOFF FROM A DIRT FIELD NEAR COLEVILLE, CA. THE A/C BEING OPERATED AS A TOW PLANE SUFFERED SUBSTANTIAL DAMAGE. THE GLIDER BEING RECOVERED FROM THE FIELD WAS ABLE TO RELEASE AND LAND IN THE NEXT FIELD SUFFERING SUBSTANTIAL DAMAGE ALSO. BEFORE ATTEMPTING THE TAKEOFF THE PILOT PACED OFF THE DISTANCE OF THE FIELD AT 1600 FEET, WHICH HE ESTIMATED WOULD BE ENOUGH FOR TAKE OFF. DURING CLIMB OUT THE TOW PLANE COLLIDED WITH THE FENCE. (.4) ON JUNE 17, 2000, ABOUT 1430 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-25-260, N8578L, COLLIDED WITH A FENCE DURING A SAILPLANE TOW TAKEOFF FROM A DIRT FIELD NEAR COLEVILLE, CALIFORNIA. THE AIRPLANE, OPERATED BY SOAR MINDEN UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT AND A COMPANY FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM THE MINDEN-TAHOE AIRPORT, MINDEN, NEVADA, ABOUT 1400, AND LANDED IN THE FIELD, ABOUT 5,300 FEET MEAN SEA LEVEL (MSL), TO RECOVER A SAILPLANE AFTER IT HAD MADE A PRECAUTIONARY LANDING IN THE FIELD. THE PILOT REPO RTED THAT THE SAILPLANE HAD LOST LIFT AND DECIDED TO MAKE A PRECAUTIONARY LANDING, AND CONTACTED HIS COMPANY FOR ASSISTANCE IN TOWING THE GLIDER OUT OF THE FIELD. AFTER LANDING THE TOW PLANE IN THE OPEN FIELD, BOTH PILOTS PACED OFF ABOUT 15/1,600 FEET, WHICH HE ESTIMATED WOULD BE SUFFICIENT FOR TAKEOFF AT 5,300 FEET MSL. THE DENSITY ALTITUDE WAS CALCULATED TO BE ABOUT 7,903 FEET MSL. DURING THE TAKEOFF CLIMB THE TOW PLANE COLLIDED WITH A FENCE. THE SAILPLANE RELEASED, OVERFLEW THE TOW PLANE BY 2 TO 4 FEET, AND COLLIDED WITH ANOTHER FENCE ACROSS THE ROAD FROM THE TOW PLANE. 20000617010289A (-23) ON JUNE 17, 2000, APPROXIMATELY 1500 MOUNTAIN DAYLIGHT TIME, AN ENSTROM 280C HELICOPTER, N440RB, WAS SUBSTANTIALLY DAMAGED FOLLOWING AN AUTOROTATION NEAR SIERRA BLANCA REGIONAL AIRPORT, RUIDOSO, N.M. THE COMMERCIAL PILOT AND HIS TWO PASSENGERS RECEIVED MINOR INJURIES, VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PILOT STATED THAT HE WAS IN CRUISE FLIGHT WHEN HE BEGAN HAVING PROBLEMS WITH THE ENGINE. AS POWER DETERIORATED, HE AUTOROTATED TO GROUND. (.4) ON JUNE 17, 2000, APPROXIMATELY 1500 MDT, AN ENSTROM 290CB HELICOPTER, N440RD, WAS SUBSTANTIALLY DAMAGED FOLLOWING AN AUTOROTAION NEAR SIERRA BLANCA REGIONAL AIRPORT, RUIDOSO, NEW MEXICO. THE COMMERCIAL PILOT AND HIS TWO PASSENGERS RECEIVED MINOR INJURIES. THE PILOT WAS OPERATING THE HELICOPTERUNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL SIGHTSEEING FLIGHT THAT ORIGINATED APPROX. 20 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED. THE PILOT SAID HE DEPARTED (WITH FULL TANKS) EL PASO, TEXAS, AND FLEW APPROX.2 HOURS TO RUIDOSO, NEW MEXICO. HIS PLAN WAS TO GIVE HELICOPTER SIGHT SEEING RIDES TO PEOPLE AT A LOCAL FAIR. THE PILOT'S GROUND SUPPORT PARTNER WAS PLANNING TO INTERMITTENTLY FUEL THE A/C'S RIGHT SADDLE TANK WITH 5 GALLON CANS TO MAINTAIN A 25% FUEL LOAD. THE PILOT SAID THAT HE OR HIS PARTNER WOULD "STICK THE TWO TANKS" AT REGULAR INTERVALS TO DETERMINE THE FUEL QUANTITY. THE A/C MANUFACTURER MADE THE FUEL MEASURING STICK, AND IT READ 10 GALLONS, 20 GALLONS, AND FULL. IF YOU MEASURE ONE TANK, THE STICK'S CALIBRATION READS TOTAL FUEL (ASSUMING THAT THE A/C IS LEVEL AND THAT THE FUEL LEVELS ARE IN HOMEOSTASIS). NEITHER THE PILOT NOR THE GROUND SUPPORT PARTNER COULD REMEMBER HOW MUCH FUEL HAD BEEN PUT IN THE RIGHT FUEL TANK OR WHEN BOTH TANKS WERE LAST "STICKED." THE PILOT SAID THAT THE FIRST THREE RIDES WERE APPROX. 3 TO 6 MINUTES IN LENGTH. ON THE NEXT RIDE (THE 5TH FLIGHT FOR THE DAY), THE APSSENGERS REQUESTED TO BE FLOWN OVER THEIR HOUSE, WHICH WAS LOCATED APPROX. 14 NAUTICAL MILES FROM THE TAKEOFF POINT. WHEN THE PILOT RETURNED FROM THAT FLIGHT, TWO MORE PEOPLE FROM THE SAME FAMILY REQUESTED THE SAME RESIDENCE FLYBY. THE PILOT COULD NOT REMEMBER IF THE HELICOPTER WAS SERVICED DURING THE PASSENGER CHANGE. DURING THE RETURN FLIGHT, HIS GROUND SUPPORT PARTNER ASKED THE PILOT BY RADIO IF HE WOULD NEED FUEL WHEN HE LANDED, HE RESPONDED THAT HE WOULD. THE PILOT SAID THAT AS HE APPROACHED THE AIRPORT IN CRUISE FLIGHT, HE BEGAN HAVING APROBLEM WITH THE ENGINE. HE SAID THAT THE POWER CONTINUED TO DETERIORATE, AND HE BEGAN TO LOOK FOR AN EMERGENCY LANDING SITE. BECAUSE OF TRANSMISSION WIRES AND TREES, HE HAD TO STRETCH HIS AUTOROTAION TO REACH THE SELECTED SITE. THE PILOT SAID THAT HE FELT THE HELICOPTER'S SINK RATE INCREASE, BUT HAD INSUFFICIENT MAIN ROTOR RPM TO SLOW THE DESCENT RATE. THE HELICOPTER IMPACTED THE GROUND HARD AND "SPIN 180 DEGREES OPPOSITE FROM THE DIRECTION OF FLIGHT". DURING THE LANDING DEQUENCES, THE MAIN ROTOR BLADES CUT OFF THE TAIL BOOM AND SLAPPED THE GROUND. THE LEFT SKID SUPPORTS WERE BROKEN AND THE HELICOPTER CAME TO REST LEANING ON ITS LEFT SIDE. THE PILOT SAID THAT BEFORE THE HELICOPTER WAS RECOVERED, HE "STICKED" THE LEFT TANK AND IT INDICATED THAT THERE WERE 9 GAL 20000617011839A (-23) DURING TAKEOFF, USING SOFT FIELD TAKE OFF TECHNIQUE (20 DEGREES FLAPS), THE AIRCRAFT HIT A SOFT PATCH, WHICH CAUSED THE AIRCRAFT TO VEER TO THE LEFT. THE PILOT CONTINUED THE TAKE OFF AND WAS AIRBORNE. AT APPROXIMATELY 20 FEET OF ALTITUDE THE LEFT WING HIT A LARGE PINE TREE ON THE RUNWAY/PROPERTY EDGE. APPROXIMATELY 5 FEET OF WING WAS TORN OFF IN THE TREE. THE AIRCRAFT CAME TO REST IN THE FENCE ABOUT 200 FEET FROM THE TREE. 20000617012129A (-23) ON JUNE 17, 200 AT 1605 PDT, ^PRIVACY DATA O^ WAS ON TOW IN SCHLEICHER ASW-20, N59WM. THE TOWPLANE SHORTLY AFTER TAKEOFF HIT A FENCE AND THE SCHLEICHER, N59WM RELEASED AND HIT THE GORUND WITH SUBSTANITAL DAMAGE. (.4) ON JUNE 17, 2000, ABOUT 1430 HOURS PACIFIC DAYLIGHT TIME, A SCHLEICHER AS20, N59WM, COLLIDED WITH A FENCE ON AN AERO TOW TAKEOFF FROM A DIRT FIELD NEAR COLEVILLE, CALIFORNIA. THE SAILPLANE, OWNED AND OPERATED BY THE COMMERCIAL PILOT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL GLIDER PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE CROSS-COUNTRY RECREATIONAL FLIGHT ORIGINATED FROM TRUCKEE-TAHOE, CALIFORNIA, AIRPORT AT 1230. AFTER THE TOW TAKEOFF FROM TRUCKEE-TAHOE AIRPORT, THE PILOT REPORTED THAT HE LOST LIFT AND DECIDED TO MAKE A PRECAUTIONARY LANDING IN A FIELD. UPON LEARNING THAT THERE WAS A SOARING CLUB LOCATED NEARBY, HE MADE CONTACT WITH THE CLUB AND REQUESTED AN AIRPLANE TOW OUT OF THE FIELD. DURING THE TAKEOFF THE TOW PLANE COLLIDED WITH A FENCE. THE SAILPLANE RELEASED, OVERFLEW THE TOW PLANE BY 2 TO 4 FEET, TRAVELED ACROSS A ROAD, AN D COLLIDED WITH ANOTHER FENCE. 20000617013539A (-23) APPROACH WAS FAST AND PILOT TRIED TO FORCE THE AIRCRAFT ONTO THE RUNWAY, BOUNCED HARD AND PORPOISED, THAN AIRCRAFT CONTACTED THE RUNWAY VERY HARD. 20000617019899I (-23) ON JUNE 17, 2000, A CONVAIR 440, DEPARTED PALM SPRINGS AIRPORT, PALM SPRINGS, CALIFORNIA ENROUTE TO ONTARIO, CALIFORNIA. THE PILOT REPORTED THAT THE OIL LEVEL ON THE RIGHT ENGINE THAT WAS INDICATING 28 QUARTS WAS BEING USED AT A HIGHER RATE THAN IS NORMAL. THE PILOT PERFORMED A PRECAUTIONARY ENGINE SHUT DOWN IN FLIGHT AND RETURNED TO THE AIRPORT. THE LANDING WAS MADE WITHOUT INCIDENT, IT WAS DETERMINED THAT A SEAL ON ONE OF THE OIL GALLERY PLUGS WAS LEAKING AND THE PLUG WAS REMOVED AND RESEALED. THE PAPERWORK WAS COMPLETED AND THE AIRCRAFT DEPARTED PALM SPRINGS AIRPORT, PALM SPRINGS, CALIFORNIA. THIS INCIDENT IS CONSIDERED CLOSED. 20000617020499I (-23) PILOT RETRACTED GEAR AFTER DEPARTING RENO/STEAD AND HEARD A NOISE WHILE GEAR WAS RETRACTING. PILOT EXTENDED GEAR AND WAS UNABLE TO GET A NOSE DOWN INDICATOR LIGHT. NOSE GEAR COLLAPSED ON LANDING DAMAGING BOTH PROPELLERS AND NOSE CONE. 20000617021479I (-23) AIRCRAFT DEPARTED ALGONA, IA (AXA) ENROUTE TO DAVENPORT, IA (DVN). PILOT WAS UNABLE TO EXTEND THE NOSE LANDING GEAR AT DVN AND HE RETURNED TO AXA. PERSONNEL ON THE GROUND AT AXA OBSERVED THE AIRCRAFT TOW BAR PROTRUDING FROM THE CLOSED NOSE LANDING GEAR DOORS. AIRCRAFT WAS LANDED WITH ALL LANDING GEAR RETRACTED WHICH RESULTED IN MINOR DAMAGE TO BELLY SKINS AND THE PROPELLER. 20000617021599I (-23)PILOT ^PRIVACY DA^ STATED THAT THE LANDING GEAR COLLAPSED AFTER LANDING RUNWAY 9C AT SANFORD AIRPORT, SANFORD, FL. FURTHER INVESTIGATION BY FAA AIRWORTHINESS INSPECTOR (SEE ATTACHMENT) REVEALED THAT ^PRIVACY D^ FAILED TO EXTEND THE LANDING GEAR PRIOR TO LANDING. ^PRIVACY DATA OMITTED^ . 20000617021739I (-23) ON JUNE 17, 2000, AT APPROXIMATELY 0726 CDT, DELTA AIRLINES EXPRESS FLIGHT 2589, A BOEING 737-247, N382DL, DEPARTED KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO (MCI). DURING CLIMB, AN ODOR WAS DETECTED AND FLIGHT RETURNED TO MCI. DELTA MAINTENANCE REPLACED BOTH COLSER BAGS AND RAN PACKS WITH NO SMELL. ODOR WAS AGAIN DETECTED ON FLIGHT TO ORLANDO, FLORIDA (MCO). DELTA MAINTENANCE FOUND AFT COFFEE MAKER PADS EXTREMELY DIRTY AND CLEANED SAME WITH NO FURTHER SQUAWKS. 20000617027849I (-23)PILOT DEPARTED CLOW AIRPORT, IL (1C5) ENROUTE TO LAKE VILLAGE, IN. TO HAVE ANNUAL DONE ON N5223R. WHILE ENROUTE PILOT STATED HE MIS-IDENTIFIED THE RESIDENTIAL AREA FOR THE LAKE VILLAGE AIRPORT AND LANDED. LATER HE STATED THAT HE HAD A ROUGH RUNNING ENGINE AND HE WANTED TO LAND BEFORE IT QUIT. THIS INFORMATION WAS NOT PROVIDED TO THE LOCAL LAW ENFORCEMENT NOR THE FAA INSPECTOR DURING THE ORIGINAL QUESTIONING. 20000617032739I (-23)ON 06-17-2000 AIRCRAFT N6612W A CESSNA 210-P210N DEPARTED PASO ROBLES, CA (PRB) AT 1130 PDT ON A IFR FLIGHT PLAN TO LOS ANGELES, CA. WHEN APPROXIMATELY 17 MILES SOUTH OF RASO ROBLES, CA WHILE CLIMBING FROM 6000FT TO 11000FT A LARGE BANG WAS HEARD AND A LOSS OF POWER FOLLOWED.AIRCRAFT RETUNRED TO PASO ROBLES, CA (PRB) AND LANDED SAFELY AT 1204 PDT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. 20000617032969I (-23)PILOT STATED THAT HE WAS TAKING OFF WHEN TOW DEER RAN ONTO THE RUNWAY AND HE DID NOT HAVE ENOUGH SPEED TO LIFT OFF. THEREFORE, IN ORDER TO AVOID HITTING THE DEER HE SWERVED OFF THE SIDE AND COLLIDED WITH A BANK ALONG SIDE THE RUNWAY. 20000617034709I (-23)EMERY FT026 AY-SEA ENROUTE LOST HYDRAULIC QUANITY TO STANDPIPE. REQUIRED 10 DEGREES RIGHT RUDDER TO CENTER TRIM BALL. TURNING ON RUDDER PUMP CAUSED CHATTER AND FEED BACK IN RUDDER PETALS. LANDED WITHOUT INCIDENT. MX FOUND BLOWN GASKET IN HYD PUMP P/N56920. NTSB IS SENDING PUMP FOR TEARDOWN. ^PRIVACY DATA OMITTED^ PUMP WAS REPAIRED 05-23-2000. 20000617039999A (.4)ON JUNE 17, 2000, ABOUT 1030 EASTERN DAYLIGHT TIME, A CESSNA 140, N2063N, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE TWITCHELL AIRPORT (3B5), TURNER, MAINE. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED AND A PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT THAT DEPARTED THE LIMINGTON-HARMON AIRPORT, LIMINGTON, MAINE. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE AIRPLANE LANDED IN A NORTHWEST DIRECTION, ON A GRASS STRIP NEAR THE SEAPLANE BASE AT 3B5. DURING THE LANDING ROLL, THE AIRPLANE DRIFTED TO THE LEFT INTO SOME HIGH GRASS WHICH WAS COVERING AN EMBANKMENT. THE AIRPLANE WENT OVER THE EMBANKMENT AND NOSED OVER. THE PILOT ESTIMATED THAT THE GRASS STRIP WAS ABOUT 1,800 FEET LONG, AND 35 FEET WIDE, AND HE HAD LANDED ON THE STRIP AT OTHER TIMES PRIOR TO THE ACCIDENT. HE DID NOT REPORT ANY MECHANICAL MALFUNCTIONS OF THE AIRPLANE. THE PILOT REPORTED 450 HOURS OF TOTAL FLIGHT EXPERIENCE, OF WHICH, 350 HOURS WERE IN MAKE AND MODEL. WINDS REPORTED AT AN AIRPORT ABOUT 10 MILES SOUTH-SOUTHWEST OF THE ACCIDENT SITE, AT 1035, WERE FROM 180 DEGREES AT 9 KNOTS. (-23) PILOT LANDED ON GRASS STRIP ADJACENT TO SEAPLANE BASE, PILOT UNFAMILIAR WITH THE LAYOUT OF THE LAND. PILOT ROLLED INTO HIGH GRASS WHICH DISGUISED A 12 FT. EMBANKMENT. AIRCRAFT ROLLED OVER ON BACK CAUSING EXTENSIVE DAMAGE TO VERTICAL STABILIZER AND 8 FT. OF LEFT WING. 20000618008859A (-23) INSTRUCTOR FAILED TO TAKE COMMAND IN TIME TO PREVENT AIRCRAFT FROM SLOWING TO SUCH A CRITICAL SPEED THAT RECOVERY WAS NOT POSSIBLE. 20000618011809A (-23) ON JUNE 18, 2000 AT 1115 MDT, CESSNA 172N, N738WE, WAS SUBSTANTIALLY DAMAGED FOLLOWING A LOSS OF CONTROL DURING LANDING AT DOUBLE EAGLE II AIRPORT, ALBUQUERQUE, NM. THE STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL INSTRUCTIONAL FLIGHT WHICH ORIGINATED APPROX. 30 MINUTES BEFORE THE ACCIDENT. (.4)ON JUNE 18, 2000, AT 1110 MOUNTAIN DAYLIGHT TIME, A CESSNA 172N, N738WE, WAS SUBSTANTIALLY DAMAGED FOLLOWING LOSS OF CONTROL DURING LANDING AT DOUBLE EAGLE II AIRPORT, ALBUQUERQUE, NEW MEXICO. THE STUDENT PILOT, THE SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY WEST MESA AVIATION, ALBUQUERQUE, NEW MEXICO. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL INSTRUCTIONAL FLIGHT THAT ORIGINATED APPROXIMATELY 15 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED. THE STUDENT PILOT, ON HIS SECOND SOLO, SAID THAT HE ENCOUNTERED A DOWNDRAFT, AND LANDED HARD. THE AIRPLANE BOUNCED INTO THE AIR AND THEN LANDED HARD A SECOND TIME. THE AIRPLANE THEN OSCILLATED BACK AND FORTH IN A PORPOISE LIKE FASHION. SUBSEQUENTLY, THE NOSE LANDING GEAR WAS BROKEN OFF AND THE FIREWALL WA S BUCKLED. 20000618012209A (-23) PILOT HAD WASHED THE AIRCRAFT BELONGING TO A FRIEND, WHEN HE DECIDED TO FLY AROUND THE TRAFFIC PATTERN. THE PILOT CLAIMS THAT THE ENGINE QUIT, AND HE MOMENTARILY STALLED AT 150 FEET, THEN ATTEMPTED A LEFT TURN BACK TO THE AIRPORT, CRASHING 250 FEET OFF THE LEFT END OF THE RUNWAY. 20000618014709A (-23) ON JUNE 18, 2000 AT APPROX. 1910 HR. CDT, A CESSNA 152, N94290, SERIAL #15285641 OWNED BY MC CREERY AVIATION CO. INC, CRASHED WHILE ATTEMPTING AFORCED LANDING. THE FORCED LANDING WAS DUE TO AN APPARENT ENGINE FAILURE. THE PURPOSE OF THE FLIGHT WAS FOR PILOT INSTRUCTION UNDER FAR PART 61. VFR CONDITIONS PREVAILED DURING THE SHORT FLIGHT AND NO FLIGHT PLAN WAS FILED. THE A/C SUSTAINED MINOR DAMAGE UPON IMPACT WITH THE GROUND. HOWEVER, THE TWO OCCUPANTS ONBOARD WERE NOT INJURED. THE PILOT, MR. FLYDER M. DECASTRO, CERTIFICATE #219171208 HOLDS A COMMERCIAL RATING WITH CFI AUTHORITY. THE FLIGHT ORIGINATED AT THE MC ALLEN, TEXAS AIRPORT (MFE) AT APPROX. 1860 HR. AND WAS SCHEDULED TO RETURN TO THE SAME AIRPORT. A PRELIMINARY INSPECTION OF THE AIRCRAFT ENGINE AND FUEL SOURCES DID NOT REVEAL ANY POSSIBLE CAUSES FOR THE ENGINE FAILURE. 20000618020509I (-23) THE FAA CERTIFIED FLIGHT INSTRUCTOR PILOT ^PRIVACY DAT^ WAS CONDUCTING FLIGHT INSTRUCTION FOR HIS MULTIENGINE STUDENT ^PRIVACY DA^ AT THE FT. COLLINS/LOVELAND AIRPORT (FNL). WINDS WERE LIGHT AT 4 KNOTS, AND THEY HAD MADE TWO PREVIOUS UNEVENTFUL LANDINGS. ON THE THIRD LANDING ^PRIVACY DA^ WAS ON THE CONTROLS. THE AIRCRAFT TOUCHED DOWN SMOOTHLY AND THE NOSE GER COLLAPSED. SUBSEQUENT INVESTIGATION BY A MECHANIC INDICATED THE UPPER END OF THE NOSE GEAR ACTUATOR HAD TORN LOOSE FROM THE AIRFRAME. 20000618020639I (-23) PILOT WAS ON APPROACH TO LAND ON RUNWAY 30, WINDS WERE REPORTED 260 AT 20, AIRCRAFT NOSE WHEEL STRUCK THE GROUND HARD SEVERAL TIMES. THE PILOT DECIDED TO ADD POWER AND ATTEMPT A GO AROUND BUT STARTED DRIFTING SO HE DECIDED TO PUSH THE NOSE DOWN AGAIN BREAKING THE FORKS OF THE NOSE STRUT. A COPY OF THIS REPORT IS BEING FORWARDED TO OPERATIONS FOR FURTHER ACTION. 20000618032119I (-23)N1527Y DEPARTED (W13) WAYNESBOROUGH. WENT TO CHARLOTTESVILLE (CHO) TO NEW MARKET (8W2) RETURNING TO SHENANDOAH VALLEY (SHD) WHEN AIRCRAFT ENGINE QUIT DUE TO FUEL DEPLETION. ^PRIVACY D^ (FLIGHT INTRUCTOR) MADE AN EMERGENCY LANDING NORTHEAST OF SHENANDOAH VALLEY AIRPORT ON A FARM FIELD. 20000618032999I (-23)INCIDENT HAPPENED ON PRIVATE PROPERTY IN PILOT'S OWN AIRCRAFT. THE PILOT STATED THAT THERE HAD BEEN NO INTENT TO FLY THE AIRCRAFT. THE PURPOSE OF THE EXCURSION WAS TO PRACTICE TAXING AND JUDGE THE DISTANCE THAT MIGHT BE REQUIRED FOR TAKEOFF AT A LATER DATE. THE PILOT HAD MADE 2 PREVIOUS TAXI ACCELERATIONS AND STOPS. HOWEVER, THIS TIME, WHEN THE PILOT REACHED HIS "SHUT DOWN" POINT, ONE WING STRUCK THE FENCE. 20000618034519I (-23)ON JUNE 18, 2000 PARACHUTE JUMPER^PRIVACY DATA^RECEIVED FATAL INJURIES WHEN HIS MAIN PARACHUTE DID NOT OPEN. ^PRIVACY DAT^WAS PERFORMING HIS 925TH JUMP. HE WAS TRAINED BY A USPA INSTRUCTOR APPROXIMATELY 4 YEARS EARLY. THE JUMPER HAD PACKED HIS MAIN CHUTE A SILHRVOTTE 135 S/N SI 13500628 JUST BEFORE THE JUMP. ^PRIVACY DATA OMITTED^ THE EMERGENCY CHUTE WAS A TEMPO 105, S/N 161364 AND HAD BEEN PACKED ON 6/16/00 BY CERTIFIED PARACHUTE RIGGER. 20000618035719I (-23) DURING TOUCHDOWN PHASE OF LANDING ON RUNWAY 17L AT LINCOLN MUNICIPAL AIRPORT, LINCOLN, NE, WHAT APPEARED TO BE A MICROBURST, THE AIRPLANE WAS POSITIONED PARALLEL TO RUNWAY YET MAINTAINED DIRECTIONAL CONTROL. DURING RECOVERY FROM MICROBURST, PILOT WAS ABLE TO SAVE AIRCRAFT CAUSING ONLY MINOR DAMAGE TO EACH WING TIP. 20000618035819I (-23)ON SAID DATE, THE PILOT OF N3804L FLEW ACROSS COUNTRY FLIGHT FROM; FALLBROOK, CA TO YUMA, AZ. APPROXIMATELY 14 MILES FROM THE YUMA AIRPORT THE AIRCRAFT ENGINE BEGAN TO SPUTTER AND THEN FINALLY QUIT ABOUT 5 MILES AWAY FROM THE AIRPORT. THE AIRCRAFT DID NOT HAVE SUFFICIENT ALTITUDE TO GLIDE TO THE AIRPORT AND FORCE-LANDING IN A PLOWED FILED. INVESTIGATION OF THE INCIDENT REVEALED THAT THE PILOT DID NOT ALLOW FOR SUFFICIENT FUEL TO COMPLETE THE FLIGHT. 20000618036379A (-23) ON 06/18/2000 AT APPROX. 5:20 P.M. CDT THE STUDENT PILOT TAXIED OUT TO THE RUNWAY TO PRACTICE TOUCH AND GO LANDINGS. UPON RUN-UP, THE PILOT IN COMMAND AND SOLE OCCUPANT THOUGHT HE HEARD THE ENGINE MAKE A UNUSUAL NOISE. THE PILOT THEN TAXIED BACK TO THE HANGAR RAMP (90 FEET WIDE). ENROUTE TO THE HANGAR HE MET ANOTHER AIRCRAFT TAXING IN THE OPPOSITE DIRECTION. THE OTHER AIRCRAFT WAS ON THE EAST SIDE OF THE RAMP SO THE STUDENT TURNED TO THE LEFT (WEST) TO AVOID THE ONCOMING AIRCRAFT. WHILE WATCHING THE OTHER AIRCRAFT TO ASSURE CLEARANCE, HIS LEFT WING STRUCK THE CORNER OF A "T" HANGAR, RESULTING INA SUBSTANTIAL DAMAGE TO THE LEFT WING. THERE WAS MINOR DAMAGE TO THE HANGAR. THE PILOT DID NOT SUFFER ANY INJURIES. (.19) ON JUNE 18, 2000, AT 1720 CENTRAL DAYLIGHT TIME, A CESSNA 172M, N6557H, OPERATED BY A STUDENT PILOT COLLIDED WITH A T-HANGAR WHILE TAXIING ON THE RAMP AT THE DECATUR AIRPORT, DECATUR, ILLINOIS. THE PILOT WAS NOT INJURED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 SOLO INSTRUCTIONAL FLIGHT WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS WITHOUT A FLIGHT PLAN. (.4) THE STUDENT PILOT WAS TAXING FROM THE RUNWAY TO THE SOUTH RAMP WHEN THE ACCIDENT OCCURRED. THE ACCIDENT AIRPLANE WAS TRAVELING NORTH ON A TAXI LINE AND ANOTHER AIRPLANE WAS TAXING TO THE SOUTH ON THE SAME LINE. THE ACCIDENT PILOT STATED THAT WHEN IT LOOKED AS IS THE OTHER AIRPLANE WASN'T GOING TO STOP, HE MOVED OFF THE LINE TO GIVE WAY. THE PILOT STATED HIS LEFT WING CONTACTED THE T-HANGAR AS HE WAS LOOKING AT AND TRYING TO MAINTAIN CLEARANCE WITH THE OTHER AIRPLANE. 20000618042519A (-23) AIRCRAFT DEPARTED WESTFIELD, IN AIRPORT AT APP 16:30 EST. AIRCRAFT REPORTED LOST POWER SHORTLY AFTER TAKE OFF AND STRUCK A TREE WITH THE LT WING AND THEN THE GROUND. AIRCRAFT DEPARTED TO THE NORTH AND AFTER THE IMPACT THE AIRCRAFT WAS FACING THE NORTHEAST AND POSITIONED WEST OF THE RUNWAY. 20000618042849A (-23) ON JUNE 18, 2000, AT APPROXIMATELY 1635 CST, A RANS S-12 XL AIRAILE, N43886, REGISTERED TO AND OPERATED FOR PLEASURE UNDER 14 CFR PART 91 BY MR. JOHN H. MCAFEE, A CERTIFICATED PILOT WITH COMMERCIAL SINGLE ENGINE LAND, MULTIENGINE LAND, AND INSTRUMENT RATINGS, EXPERIENCED LOSS OF ENGINE POWER AFTER TAKE OFF, ATTEMPTED TO RETURN TO THE AIRPORT, AND CRASHED OFF THE DEPARTURE END OF RUNWAY 18 AT SAUK PRAIRIE, WI, (91C). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME WITH WINDS GUSTING TO 17 KTS AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED WITH THE PILOT RECEIVING SERIOUS BACK INJURY AND THE PASSENGER RECEIVING MINOR BACK INJURY. 20000619006199A (-23) THE PILOT WAS REPOSITIONING THE HELICOPTER WITHIN A COTTON FILED AND WHILE MOVING LATERALLY TO THE RIGHT, FACING SOUTHWEST INTO THE WIND, THE PILOT'S ATTETION WAS DIVERTED TO THE REAR OF THE HELICOPTER. THE HELICOPTER BEGAN TO DESCEND AND THE RIGHT SKID CONTACTED THE EXTERNAL LOAD WHICH EXTENDED ABOVE THE COTTON PLANTS. SUBSQUENTLY, THE HELICOPTER ROLLED OVER ONTO ITS RIGHT SIDE CAUSING THE MAIN ROTOR TO SEPARATE FROM THE MAST AND DAMAGING THE TAIL BOOM. 20000619012039A (.4)THE INSTRUCTIONAL FLIGHT WAS TO PRACTICE INSTRUMENT APPROACHES TO LOCAL AIRPORTS. THE AIRPLANE WAS OBSERVED BY WITNESSES TO OVERFLY THE ACCIDENT AIRPORT ABOUT 1,200 FEET ABOVE GROUND LEVEL. THEIR ATTENTION WAS DRAWN TO THE AIRPLANE WHEN THEY HEARD THE ENGINE EITHER SHUTDOWN OR POWER BACK TO IDLE. THEY OBSERVED THE AIRPLANE GLIDE AROUND AND MAKE A LOW PASS DOWN RUNWAY 05 AT AN ALTITUDE OF 200-300 FEET AGL. THE AIRPLANE THEN MADE A STEEP LEFT TURN TOWARD RUNWAY 30. DURING THIS TURN, THE NOSE PITCHED DOWN AND THE AIRCRAFT IMPACTED THE GROUND WITH ITS NOSE AND LEFT WING TIP, APPROXIMATELY 150 FEET TO THE RIGHT OF RUNWAY 30 CENTERLINE. AN ENGINE EXAMINATION WAS CONDUCTED AT THE AIRPLANE RECOVERY FACILITY IN THE PRESENCE OF THE FEDERAL AVIATION ADMINISTRATION. ALL ENGINE SYSTEMS AND FUNCTIONS WERE EXAMINED FOR OPERATIONAL ABILITY AND CONDITIONS. FUEL WAS FOUND IN THE GASCOLATOR HOUSING AND THE FUEL FLOW DIVIDER SCREEN WAS CLEAN. ALL THREE PROPELLER BLADES DISPLAYED TORTIONAL TWISTING, LEADING EDGE DAMAGE, AND CHORDWISE STRIATIONS. THE UNCONTROLLED AIRPORT HAS A COMMON TRAFFIC ADVISORY FREQUENCY OF 123.05 MHZ. ONE COMMUNICATION RADIO WAS FOUND AT 123.3 MHZ. THE AIRPORT WAS UNATTENDED THE DAY OF THE ACCIDENT. WING FLAPS WERE ESTIMATED AT 10 TO 15 DEGREES OF EXTENSION. THE LANDING GEAR WAS IN THE RETRACTED POSITION. THE AIRPLANE HAD A DUAL CONTROL YOKE INSTALLED. (-23)NO NARRATIVE 20000619019139A (-23) A/C STARTED TAKE OFF NORMALLY ON RUNWAY 32. THE STUDENT PILOT WAS PRACTICING SIMULATED SOFT FIELD TAKE OFFS. AT ROTATION, THE A/C WAS UNSTABLE AND PILOT HAD CONTROLLABILITY PROBLEMS. THE A/C SETTLED 3 TIMES WIHT NOSE AT HIGH ANGLE AT ATTACK. THE A/C HIT A RUNWAY LIGHT BEFORE DEPARTING TO THE RIGHT, WENT INTO THE GRASS, HIT AN AIRPORT LIGHT, BECAME AIRBORNE AGAIN BEFORE CRASHING INTO A WOODEN AREA. THE CFI IN THE RIGHT SEAT NEGLECTED TO TAKE OVER CONTROLS. THE STUDENT PILOT RECEIVED A BROKEN ARM WITH MINOR ABRASIONS TO FACE, CFI RECEIVED MINOR INJURIES TO HEAD. (.4)ON JUNE 19, 2000, AT 1130 EASTERN DAYLIGHT TIME, A GRUMMAN AMERICAN AA-1, N761XA, WAS SUBSTANTIALLY DAMAGE DURING TAKEOFF, WHEN IT DEPARTED THE RIGHT SIDE OF RUNWAY 32 AT BOIRE FIELD AIRPORT, NASHUA, NEW HAMPSHIRE. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE INSTRUCTOR, APPROXIMATELY A WEEK BEFORE THE ACCIDENT, HE WENT OVER SOFT-FIELD TAKEOFFS WITH THE STUDENT DURING A GROUND SCHOOL SESSION. THEN AGAIN, ON THE DAY OF THE ACCIDENT FOR 5 T O 10 MINUTES WHILE SITTING IN THE AIRPLANE BEFORE STARTING THE ENGINE. THE STUDENT STARTED THE ENGINE, AND TAXIED TO THE RUNWAY FOR THE FIRST TAKEOFF OF THE DAY. THE AIRPLANE ROLLED ONTO THE RUNWAY, THE STUDENT ADVANCED THE THROTTLE, AND THE AIRPLANE ACCELERATED. DURING THE TAKEOFF SEQUENCE, THE AIRPLANE DEVELOPED A MINOR PITCH OSCILLATION. ALSO, THE NOSE OF THE AIRPLANE MOVED LEFT, AND THEN RIGHT. DIRECTIONAL CONTROL STABILIZED, AND THEN THE AIRPLANE "VEERED SHARPLY" TO THE RIGHT. AS THE AIRPLANE DEPARTED THE RIGHT SIDE OF THE RUNWAY, THE INSTRUCTOR TOOK CONTROL, BUT WAS UNABLE TO MANEUVER IT BACK ONTO THE RUNWAY. THE AIRPLANE ENTERED A WOOD AREA, AND CAME TO A STOP. THE INSTRUCTOR SECURED THE AIRPLANE, AND BOTH HE AND HIS STUDENT EXITED UNASSISTED. THE STUDENT HAD ALMOST COMPLETED HIS TRAINING AND PLANNED TO TAKE HIS PRIVATE PILOT CHECK-RIDE THE FOLLOWING WEEK. THE INSTRUCTOR ADDED THAT AS A STUDENT GETS CLOSER TO TAKING THEIR CHECK-RIDE, HE TRIES TO LET THEM RECOVER FROM DEVIATIONS. 20000619020749I (-23)MECHANIC CHANGED ONE MAGNETO PRIOR TO DEPARTURE. RUN UP SATISFACTORY. A/C LIFTED OFF MARINA HELIPAD AND BEGAN TRANSITION TO FORWARD FLIGHT WHEN POWER LOSS OCCURRED AND PIC ELECTED TO MAKE PRECAUTIONARY LANDING IN ABOUT 3 FT OF WATER. UNABLE TO DETERMINE CAUSE OF POWER LOSS. 20000619030659I (-23)NOSE GEAR COLLAPSED AFTER NORMAL APPROACH AND LANDING AT MKL DURING VMC. PILOT STATED AIRCRAFT FELT NORMAL AFTER TOUCHDOWN, THEN NOSE GEAR COLLAPSED. MINOR DAMAGE TO AIRFRAME. DAMAMGE TO ALL BLADES ON BOTH PROPS. 20000619032359I (-23)ON JUNE 19, 2000, AT APPROXIMATELY 1304 CDT, AMERICAN AIRLINES FLIGHT 507, A DC-9-80, N406AA, LANDED AT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO (MCI), AFTER DECLARING AN EMERGENCY DUE TO HOT BRAKE INDICATION. PRIOR TO LANDING, LIGHT EXTINGUISHED WITH TEMPERATURE READING NORMAL. AIRCRAFT LANDED WITHOUT INCIDENT AND BRAKE WAS CHECKED BY CONTRACT MAINTENANCE, WHICH FOUND EVERYTHING NORMAL. WITH THIS REPORT, INCIDENT #CE05000IAC062 IS CONSIDERED CLOSED. 20000619032989I (-23)DURING CRUISE FLIGHT THE PANATARY REDUCTION GEAR BOX FAILED. THE PILOT AUTO-ROTATED AND THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE MAIN ROTOR AND LEFT LANDING GEAR DURING LANDING. (NEW HORIZONS) PLANATARY REDUCTION UNIT. 20000619033049I (-23)PILOT WAS TAXING AIRCRAFT TO THE GATE AT EWR (NEWARK, NJ) USING A WING WALKER. THE R/H WING TIP AND WINGLET OF THE BE-1900 MADE CONTACT WITH THE STROBE LIGHT LENS OF A MD-80, N810US, THE MD-80 IS OPERATED BY USAIR. 20000619033259I (-23)AFTER LANDING THE PILOT DID NOT MAINTAIN ENOUGH AILERON CONTROL INTO THE WIND TO STOP THE AIRPLANE FROM WEATHER VAINING AND LOST CONTROL OF THE AIRPLANE. 20000619033319I (-23)PILOT TOPPED OFF FUEL PRIOR TO TAKEOFF, ENGINE STOPPED AFTER 2.2 HOURS FLIGHT TIME. INVESTIGATION SHOWED THAT FUEL BURN WAS HIGHER THAN NORMAL DUE TO HIGHER THEN NORMAL POWER SETTING WHICH WAS USED DURING AERIAL APPLICATION (NORMAL FUEL BURN WOULD GIVE 3 HOURS OF ENDURANCE WITH RESERVE). COMPANY HAS SET FLIGHT TIME LIMITS AT NO MORE THAN 2.0 HOURS PRIOR TO REFUELING. 20000619033759I (-23) DURING A INSTRUCTIONAL FLIGHT PRACTICING ENGINE OUT PROCEDURES, THE STUDENT AND INSTRUCTOR BECAME INVOLVED IN THE SIMULATED EMERGENCY, DISCUSSING AND JUDGING AIM AND TOUCH DOWN POINT. THE INSTRUCTOR TOOK OVER AT APPROX. 300 FEET TO DEMONSTRATE AND FAILED TO LOWER THE ALNDING GEAR. THE A/C TOUCHED DOWN IN A NORMAL ALTITUDE WITH MINIMAL DAMAGE TO THE A/C. THERE WERE NO INJURIES. 20000619033929I (-23)ON 6/19/00 AT 1745 MDT MOONEY-20-E N6688R S/N431 SUSTAINED DAMAGE TO THE PROP AND HIDDEN DAMAGE TO THE BELLY AND MAIN LANDING GEAR AREA OF THE FUSELAGE WHEN THE LANDING GEAR COLLAPSED AFTER LANDING AT HEBER CITY, UT. THE FLIGHT ORGINATED AT CEDAR CITY, UT EARLIER IN THE DAY. THE PILOT AND ONE PASSENGER WERE ON BOARD THERE WERE NO INJURIES TO EITHER. THERE WAS NO FLIGHT PLAN FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PRIVATE FLIGHT. THE PILOT STATEMENT POLICE PHOTOS AND PASSENGER STATEMENT INDICATES THAT A HARD LANDING WAS EXPERIENCED WHICH CONTRIBUTED TO THE GEAR COLLAPSE. 20000619035799I (-23)ON JULY 19, 2000, AT 1712 LOCAL, MIDWEST EXPRESS FLIGHT 6, A DC-9 N206ME, WAS ENROUTE FROM LAGUARDIA AIRPORT, NEW YORK (LGA) TO MILWAUKEE, WI (MKE). THE #1 FLIGHT ATTENDANT REPORTED TO THE PILOT THAT #2 FLIGHT ATTENDANT ^PRIVACY DAT^ WAS EXPERIENCING A SEIZURE OR SEIZER-LIKE SYMPTOMS, ^PRIVACY DAT^ WAS LYING ON THE FLOOR NEAR THE GALLEY AREA IN THE AISLE. FLIGHT ATTENDANT 1 AND 3 ADMINISTERED OXYGEN. THE PILOT DECLARED AN EMEREGENCY AND DIVERTED TO THE NEAREST SUITABLE FIELD - BUFFALO NIAGARA INTERNATIONAL AIRPORT (BUF). ATC NOTIFIED EMT PERSONNEL. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. THE EMT'S WERE WAITING WHEN MIDWEST EXPRESS FLIGHT 6 TAXIED TO THE FIRE HOUSE AT BUF. EMTS ADMINISTERED AID TO ^PRIVACY DAT^ THEN TRANSPORTED HIM TO THE EMERGENCY ROOM. MIDWAY EXPRESS REPORTED THEAT ^PRIVACY DAT^ SUFFERES FROM A SEIZER DISORDER THAT IS CONTROLLED WITH MEDICATION. HE, SOMEHOW, GOT OUT OF SEQUENCE TAKING THE MEDICATION AND SUFFERED A SEIZURE. THE SEQUENCE HAS SINCE BEEN RESTORED;AND ^PRIVACY DAT^ HAS RETURNED TO DUTY. FURTHER; MIDWEST EXPRESS' OPERATION IS CERTIFIED FOR TOW FLIGHT ATTENDANTS. THEY NORMALLY OPERATE WITH A THIRD (REDUNDANT) FLIGHT ATTENDANT. TH IS WAS NOT A CASE OF "INCAPACITATION OF A REQUIRED CREWMEMBER". THIS INCIDENT IS CONSIDERED CLOSED. 20000619039839A (.4)ON JUNE 19, 2000, ABOUT 1630 EASTERN DAYLIGHT TIME, A SCHEMPP-HIRTH, VENTUS 2CM MOTORGLIDER, N800PF, WAS SUBSTANTIALLY DAMAGED WHILE MANEUVERING TO LAND AT THE WARREN-SUGARBUSH AIRPORT, WARREN, VERMONT. THE CERTIFICATED COMMERCIAL PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE PILOT WAS PARTICIPATING IN A GLIDER RACE AT THE AIRPORT. THE RACE WAS TO BE CONDUCTED WITHOUT MOTORIZED POWER AND THE MOTORGLIDER WAS TOWED TO ALTITUDE. ACCORDING TO THE PILOT, AFTER CROSSING THE FINISH LINE AT THE END OF THE RACE, HE RECEIVED A RADIO CALL FROM THE AIRPORT THAT THE WINDS HAD CHANGED DIRECTION AND LANDINGS WERE BEING CONDUCTED ON RUNWAY 22. THE PILOT EXECUTED A 180-DEGREE TURN AND ENTERED THE TRAFFIC PATTERN FOR THE RUNWAY. WHILE TURNING BASE TO FINAL, THE PILOT WAS UNABLE TO STOP THE TURN WITH FULL OPPOSITE AILERON DUE TO TURBULENCE. AS THE MOTORGLIDER DESCENDED, THE PILOT WAS ABLE TO LEVEL THE WINGS, BUT WAS 90 DEGREES TO THE RUNWAY AND "INTO THE TREES." THE PILOT RAISED THE NOSE OF THE GLIDER TO DECREASE AIRSPEED, AND THE MOTORGLIDER STALLED, IMPACTING TREES SHORT OF THE RUNWAY. THE WINDS REPORTED BY AN AIRPORT LOCATED ABOUT 13 MILES EAST OF THE ACCIDENT, AT 1651, WERE FROM 350 DEGREES AT 7 KNOTS. (-23) DURING COMPETITION (RACING), PILOT MADE LOW LEVEL PASS FOR TIME THEN TO BE FOLLOWED BY RETURN TO LANDING. THE PILOT EVIDENTLY DID NOT HAVE THE SPEED TO COMPLETE LANDING PORTION OF MANEUVER. ENDED UP IN TREES. 20000619039959A (.4)ON JUNE 19, 2000, AT 1900 EASTERN DAYLIGHT TIME, A FLEET 16B, N162V, WAS SUBSTANTIALLY DAMAGE DURING LANDING, WHEN IT GROUND-LOOPED AT THE SKYHAVEN AIRPORT, ROCHESTER, NEW HAMPSHIRE. THE CERTIFICATED AIRLINE TRANSPORT PILOT AND PILOT RATED PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL LOCAL FLIGHT. NO FLIGHT PLAN WAS FILED, AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, THE AIRPLANE TOUCHED DOWN ON THE RUNWAY, SLOWED TO APPROXIMATELY 20 MPH, AND THEN GROUND LOOPED TO THE LEFT. DURING THE EVENT, THE AIRPLANE STAYED ON THE RUNWAY. THE PILOT THEN TAXIED THE AIRPLANE TO THE HANGAR. AN EXTERNAL EXAMINATION OF THE AIRPLANE REVEALED ONLY MINOR DAMAGE TO THE LEFT WING, BUT AN INTERNAL INSPECTION SHOWED THAT THE WOODEN-WING SPAR HAD CRACKED. THE PILOT MADE NO MENTION OF ANY MECHANICAL PROBLEMS, AND REPORTED THE WIND AS 250 DEGREES MAGNETIC AT 6 KNOTS WITH NO GUST. THE PILOT HAD APPROXIMATELY 3,355 HOURS OF TOTAL FLIGHT EXPERIENCE, 125 HOURS IN TAILWHEEL-EQUIPPED AIRPLANES, AND 1 HOUR IN THE ACCIDENT AIRPLANE MAKE AND MODEL. (-23) THE PILOT WAS MAKING AN APPROACH IN VFR CONDITIONS TO THE SKYHAVEN AI RPORT IN ROCHESTER, NH. ON LANDING, THE AIRCRAFT SLOWED TO 20MPH AND GROUND-LOOPED TO LEFT. LEFT WING SPAR WAS CRACKED. NO INJURIES. PILOT STATED THAT AIRCRAFT FLIGHT MANUAL HAS CAUTION FOR GROUND-LOOPING TENDENCIES. 20000619040469A (.4) ON JUNE 19, 2000, ABOUT 2000 PACIFIC DAYLIGHT TIME, A PIPER PA-28-180, N32322, COLLIDED WITH TERRAIN FOLLOWING A LOSS OF ENGINE POWER DURING CRUISE FLIGHT NEAR SELMA, CALIFORNIA. THE PRIVATE PILOT, THE OWNER AND OPERATOR OF THE AIRPLANE, AND HIS PASSENGER WERE NOT INJURED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE DURING THE FORCED LANDING AND SUBSEQUENT IMPACT WITH GRAPEVINES AND A FENCE. THE FLIGHT WAS OPERATED UNDER 14 CFR PART 91 AND WAS DESTINED FOR ONTARIO, CALIFORNIA. THE PILOT DID NOT FILE A FLIGHT PLAN BUT WAS RECEIVING FLIGHT FOLLOWING WHEN THE ENGINE LOST POWER. THE PERSONAL CROSS-COUNTRY FLIGHT HAD DEPARTED FROM EUGENE, OREGON, APPROXIMATELY 1600. ACCORDING TO THE PILOT, HE WAS ORIGINALLY GOING TO STOP IN MERCED, CALIFORNIA, AND FOUND THERE WAS NO FUEL AVAILABLE. HE THEN HEADED FOR VISALIA, CALIFORNIA, AND WAS ABOUT 2 MILES SOUTH OF SELMA WHEN THE ENGINE LOST POWER. IN HIS REPORT, THE PILOT STATED THAT THE ENGINE QUIT WHILE HE WAS IN CRUISE FLIGHT. HE STATED HE COMPLETED THE EMERGENCY ENGINE RESTART PROCEDURE WITHOUT SUCCESS. HE THEN ATTEMPTED TO REACH THE NEAREST AIRPORT, SELMA, AND FORCE LANDED IN A VINEYARD. AT THE TIME OF THE ENGINE POWER LOSS, THE PILOT WAS IN CONTACT WITH FRESNO TRACON. HE REPORTED TO THE CONTROLLER THAT HE HAD EXHAUSTED THE FUEL. AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION FRESNO FLIGHT STANDARDS DISTRICT OFFICE EXAMINED THE AIRPLANE ON JUNE 20, 2000. UPON ARRIVAL AT THE ACCIDENT SITE THE INSPECTOR CHECKED THE AIRPLANE'S FUEL TANKS. HE STATED HE DID NOT FIND ANY FUEL IN EITHER FUEL TANK, AND THAT THERE WAS NO EVIDENCE OF FUEL SPILLAGE OR FUEL TANK RUPTURE. A COPY OF A FUEL RECEIPT INDICATED THAT THE AIRPLANE HAD BEEN FUELED WITH 37 GALLONS OF 100LL FUEL AT EUGENE, AT 1332, ON THE DAY OF THE ACCIDENT. 20000619042139A (-23) THE HUDSON AIR SERVICE PILOT WAS ENROUTE FROM TALKEETNA TO THE 7,200-FOOT KAHILTNA BASE CAMP WHEN HE REPORTED DETERIORATING WEATHER CONDITIONS. HE RADIOED ANOTHER AIRCRAFT, MCKINLEY AIR SERVICE, WHO WAS COMING FROM THE KAHILTNA BASE CAMP AND REQUESTED A PILOT REPORT. THE PILOT REPORTED THAT THE WEATHER WAS RAPIDLY DETERIORATING AND WAS RETURNING BACK TO THE KAHILTNA BASE CAMP. THE HUDSON PILOT REPORTED A BREAK IN THE CLOUDS TO THE WEST AND PLANNED TO RETURN TO TALKEETNA VIA THE LACUNA GLACIER ROUTE. A PASSENGER ON BOARD HIS AIRCRAFT RADIOED THE PARK SERVICE RANGER STATION IN TALKEETNA AND STATED THEY WERE RETURNING TO TALKEETNA. THE WRECKAGE OF THE HUDSON AIR SERVICE AIRCRAFT WAS SPOTTED IN A BERRY PATCH AT THE BASE OF A SCREE SLOPE AT ABOUT 3,200 FEET NEAR THE JUNCTION OF THE YENTNA AND LACUNA GLACIERS, WEST OF MCKINLEY'S SUMMIT. IT WAS IN AN AREA THAT REPORTS INDICATED HAD BEEN ROCKED BY POWERFUL ELECTRICAL STORMS DURING THE DAY AND CONFIRMED REPORTS FROM A NEARBY LODGE THAT UP TO 1/4 INCH OF HAIL HAD FALLEN ABOUT THE SAME TIME. NO SIGNAL WAS EMITTED FROM THE ELT. ON SCENE INVESTIGATION INDICATED A POST CRASH FIRE AND THAT THE WHEEL/SKI EQUIPPED AIRCRAFT MAY HAVE BROKEN UP IN FLIGHT. 20000620006609A (-23) ON JUNE 20, 2000 AROUND 2042 (EST) N913SP, PILOTED BY JOE WAYNE ZEBEAU, CERTIFICATE NO. 259278931 WAS INVOLVED IN AN ACCIDENT WITH THE GROUND. THIS WAS A PUBLIC USE OPERATION, NO CONTACT OR FLIGHT PLAN WAS FILED WITH ATC, "STATE TASK FORCE OPERATION". WHILE DROPPING OFF TASK FORCE MEMBER CORPAL ALVING LEROUX IN A SECURED CONSTRUCTION ZONE"LAND UNDER DEVELOPMENT", THE A/C ROLLED OVER ONTO ITS RIGHT SIDE AS THE FORWARD ODSEVER DISEMBARKED THE A/C, CAUSING MAJOR DAMAGE TO THE ROTOR BALDES, ENGINE AREA AND THE A/C STRUCTURE. THE PILOT SUSTAINED A COLLAR BONE FRACTURE AND WAS ABLE TO EXIOT THE A/C WITHOUT EMERGENCY RECUSE. REGULATORY FLIGHT REVIEW NOT REQUIRED FOR PUBLIC USE OPERATION. 20000620008439A (-23) THE A/C DEPARTED RUNWAY 27 AT MOUNTAIN HOME, IDAHO. THE PILOT REPORTED THAT AT 30 FEET AGL, THE A/C STOPPED GENERATING LIFT. THE PILOT ELECTED TO MAKE AN OFF AIRPORT LANDING. UPON LANDING, THE A/C STRUCK A RABBIT HOLE WITH THE LEFT LANDING GEAR AND NOSED OVER SUBSTANTIALLY DAMAGING THE A/C AND INJURING THE PILOT. NO MECHANICAL ANOMALLIES WERE FOUND. 20000620009829A (-23) WHILE ENROUTE FROM GREELEY TO AKRON THE PILOT STATED HE OBSERVED SMOKE COMING FROM THE COWL AND LIGHT SMOKE ENTERED THE COCKPIT. THE PILOT AND SOLE OCCUPANT STATED HE MADE A PRECAUTIONARY LANDING ON THE LAKE SHORE OF RIVERSIDE NEAR ORCHARD, CO. HE INSPECTED THE A/C AND DETERMINED THE SMOKE WAS CAUSED BY A "BREAKING IN" OF THE NEWLY INSTALLED MUFFLER AND EXHAUST STACKS. AFTER THE SMOKE DISAPPEARED HE DEPARTED FORM THE LAKE SHORE USING A SHORT FIELD TECHNIQUE. AS THE AIRPLANE CROSSED THE WATER IT BEGAN LOSING ALTITUDE. THE RIGHT WING STRUCK THE WATER AND THE A/C NOSED. THE A/C WAS SUBSTANTIALLY DAMAGED. THE PILOT WAS UNINJURED. 20000620013069A (-23) ON 06/20/00 A HOYE/KOLB AMATEUR BUILT AIRCRAFT, N618HP, REGISTERED TO HENRY M. HOYE, CRASHED INTO A HEAVILY WOODED AREA EASR OF FERNDALE AIRPORT (53U) MONTANA WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE FLIGHT. THE AIRCRAFT WAS DESTROYED AND THE PRIVATE PILOT AND PASSENGER WERE KILLED. THE FLIGHT ORIGINATED AT WHITEFISH CITY AIRPORT, MONTANA EARLIER THAT DAY. WITNESSES STATED THAT THE AIRCRAFT WAS PREFORMING STEEP AND ABRUPT MANEUVERS CLOSE TO THE GROUND 200-500 (AGL) PRIOR TO THE CRASH AT 2030 MDT. 20000620016489I (-23) PILOT WAS ON A IFR FLIGHT PLAN TO JOPLIN. HE DECIDED TO ATTEMPT TO LAND AT PITTSBURGH AHEAD OF THUNDERSTORMS. WHILE IN THE TRAFFIC PATTERN AT PITTSBURGH, THE A/C WAS STRUCK BY BLOWING DEBRIS, RESULTING IN DAMAGE TO ENGINE INLETS, PROPELLORS, GEAR DOORS, WING LEADING EDGE AND LEADING EDGE OF VERTICAL STABILIZOR. THE INVESTIGATION OF THE INCIDENT DISCLOSED MULTIPLE PILOT OPERATIONAL ERRORS DURING THE ARRIVAL AT PITTSBURGH. THE PILOT WAS REEXAMINED, WITH SATISFACTORY RESULTS. 20000620020879I (-23)LANDING GEAR WOULD NOT EXTEND. INVESTIGATION REVEALED THAT BOLT IN RETRACTION SYSTEM WAS MISSING. LAST MAINTENANCE WAS PERFORMED 60 HOUR PRIOR. 20000620021049I (-23) ON 06/20/2000 ^PRIVACY DATA OMITTED^, STUDENT PILOT, WAS INVOLVED IN AN INCIDENT AT EASTON AIRPORT, EASTON, MD. ^PRIVACY DATA^ WAS ACTING AS PILOT IN COMMAND DURING HIS FIRST SUPERVISED SOLO FLIGHT, WHEN ON HIS SOCOND LANDING HE LOST CONTROL AFTER TOUCH DOWN, RAN OFF THE LEFT SIDE OF THE RUNWAY AND STRUCK A PAPI LIGHT. THERE WAS MINOR DAMAGE DONE TO THE AIRPLANE. I SOUNSELED BOTH, STUDENT PILOT AND FLIGHT INSTRUCTOR^PRIVACY DATA OMITTED^ 20000620027549I (-23)CHQA 4277 DID DESCEND FROM ASSIGNED ALTITUDE OF 15,000 FT TO 14,000 WIHTOUT ARTCC CLEARANCE. THIS RESULTED IN LOSS OF STANDARD SEPARATION WITH CHQA 4271, THE CLOSET PROXIMITY BEING 4 NM. THERE WERE MITIGATING CIRCUMSTANCES IN THAT CHQA 4277 HAD ENCOUNTERED ICING CONDITIONS. ALTHOUGH, CHQA 4277 NOTIFIED AN ATC CONTROLLER OF THE SITUATION, FLIGHT 4277 FAILED TO INFORM THE SUBSEQUENT CONTROLLER AND DESCENDED WITHOUT CLEARANCE. THIS INCIDENT WAS REFERRED TO THE CHQA COM (IND FSDO). THE SF-340 APM INFORMS THE CAPTAIN WAS COUNSELED BY HER CHIEF PILOT, AND HE OPINES CHQA TOOK APPROPRIATE CORRECTIVE ACTION AND CONSIDERS THIS MATTER CLOSED. THE CMO CONCURRS WITH CLE-FSDO TO CLOSE THIS MATTER WITHOUT EIR. 20000620027629I (-23)DURING A VFR ARRIVAL, LANDED RWY 24 AT MIDFIELD, VEERED OFF RWY 24 TO THE SOUTH STRIKING RUNWAY LIGHTS. NO DAMAGE TO THE AIRCRAFT REPORTED BY THE PILOT. 20000620027889I (-23)AIRCRAFT DEPARTED SIOUX FALLS, SD. AFTER TAKE OFF NOSE GEAR LIGHT REMAINED ON. TOWER AT FSD VERIFIED GEAR WAS UP. PILOT WENT ON TO HECTOR INT. FARGO, ND TO BURN OFF FUEL. UPON LANDING PILOT HELD NOSE UP FOR 200 FT. NOSE GEAR TOUCHED GROUND AND COLLASPED. 20000620032279I (-23)PILOT DEPARTED FARMINGDALE, NEW YORK (FRG) AT 1015 AM ON JUNE 20, 2000, VFR TO WILKED-BARRE WYOMING VALLEY AIRPORT (WBW). UPON LANDING ON RUNWAY 07, THE LEFT LANDING GEAR COLLAPSED AND THE AIRCRAFT EXITED THE RUNWAY AND ENDED UP ON THE LEFT SIDE OF THE RUNWAY IN THE GRASS. THE PILOT WAS OBSERVED ON LANDING OF NOT KEEPING THE AIRCRAFT PARALLEL TO THE RUNWAY, THUS CREATING A SIDE LOAD ON THE LEFT GEAR, CAUSING IT TO COLLAPSE. 20000620032469I (-23)ON TUESDAY, JUNE 20, 2000 AT 1838 LOCAL, A DODSON INTERNATIOAL AIR DC-3, N4550J, GROUND-LOOPED DURING THE TAKEOFF ROLL. THE CREW NOTED A POWER LOSS AND AN OIL PRESSURE DROP ON THE LEFT ENGINE. THE ABORT WAS INITIATED AT 80 KIAS; V1 IS 84 KIAS. WHEN THE PILOT APPLIED BRAKING, HE NOTED THE LEFT BRAKE BOUND AND LOCKED UP. THE AIRCRAFT VEERED OFF THE RUNWAY TO THE LEFT AND CROSSED THE ADJACENT TAXIWAY BEFORE COMING TO STOP. THERE WERE NO INJURIES AND NO DAMAGE TO THE AIRCRAFT WAS NOTED. THE ENGINE WAS INSPECTED FOR SIGNS OF METAL WITH NO DEFECTS FOUND. THE ENGINE WAS RUN AGAIN WITH A FLUCTUATING OIL PRESSURE AT HIGH RPM. MAINTENANCE REPLACED THE OIL PRESSURE CHECK VALVE AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000620032609I (-23)PILOT NOTICED A VIBRATION OF AIRCRAFT AT ROTATION (TAKE-OFF). THE LANDING GEAR INDICATION WAS UNSAFE GEAR UP (NOT UP AND LOCKED) WHEN GEAR WAS RAISED. GEAR WAS RECYCLED BUT GEAR INDICATOR SHOWED NOT UP AND LOCKED TOWER (GPT) CONFIRMED GEAR APPEARED DOWN. PILOT LANDED AIRCRAFT AND STOPPED ON RUNWAY 14. LEFT MAIN LANDING GEAR TIRE WAS FLAT AND LEFT GEAR WAS DAMAGED AT ATTACHMENT TO AIRCRAFT AND WAS UNSAFE. ACFT. ON RUNWAY FOR 1.5 HOURS UNTIL IT COULD BE SAFELY MOVED. NO INJURIES. 20000620033419I (-23)AFTER DEPARTING ELP, REPORTED #1 ENGINE RUNNING ERRATICALLY. DECLARED EMERGENCY, RETURNED TO NEAREST AVAILABLE RUNWAY, BIGGS AFB, RUNWAY 3. AFTER PERFORMING GROUND RUN-UP, MAINTENANCE FOUND ENGINE FUEL PUMP DEFECTIVE. AIRCRAFT OWNED/OPERATED BY TEXAS AIR CHARTERS ^PRIVACY DATA^. WET LEASE. 20000620033559I (-23)AT APPROXIMATELY 1755 EST 06/20/2000, ^PRIVACY DATA OMITTED^ JUMPED FROM N6844E AT 3,000 FT MSL AS A SKYDIVER. EYEWITNESSES REPORT A NORMAL CHUTE DEPLOYMENT FOLLOWED BY VARIOUS MANEUVERS DURING DESCENT. AT APPROXIMATELY 300' AGL WHILE APPROACHING THE LANDING AREA FROM THE EAST (DUE TO A LIGHT BREEZE FROM THE WEST) ^PRIVACY DAT^ INITIATED A SPIRAL DESCENT AT APPROXIMATELY 45 FEET AND HEADED DOWNWIND. HE THEN INITIATED AN AGGRESSIVE 180 DEGRESS RIGHT TURN. AT THIS LOW ALTITUDE RECOVERY FROM THIS MANEUVER WAS NOT POSSIBLE. GROUND IMPACT WAS MADE AT T HIGH RATE OF SPEED AND AN EXCESSIVE RATE OF DESCENT. ^PRIVACY DAT^ SUSTAINED FATAL INJURIES AS THE RESULT OF IMPACT WITH THE GROUND AND WAS PRONOUNCED AT THE SCENE BY LOCAL EMERGENCY MEDICAL TECHNICIANS. THE BODY WAS TRANSPORTED TO THE COUNTY MEDICAL EXAMINER'S OFFICE AND AN AUTOPSY WAS PERFROMED ON 06/21/2000. 20000620033869I (-23)ON JUNE 20, 2000 FLIGHT INSTRUCTOR ^PRIVACY DATA OM^ WAS PILOTING N4000W DURING THE LANDING AT ELKO MUNICIPAL AIRPORT, ELKO, NV. ON ROLL OUT THE RIGHT GEAR COLLAPSED FOLLOWED BY THE NOSE GEAR. AFTER THE AIRCRAFT CAME TO REST THE OWNER/PILOT IN THE LEFT SEAT NOTICED THE GEAR HANDLE HAD BEEN MOVED FROM THE DOWN POSITION TO THE UP POSITION. HE ASKED ^PRIVACY DATA^ IF HE HAD RETRACTED THE GEAR AND HIS RESPONCE WAS "YES". THIS WAS ALSO CONFIRMED BY THE PASSENGER AFTER HE AND A CONVERSATION WITH ^PRIVACY DATA^ FOLLOWING THE INCIDENT. 20000620033949I (-23)A CATERING TRUCK WAS PARKED NEAR THE TERMINAL GATE B-5 WHILE MAKING A DELIVERY. IT WAS COCKED AT AN ANGLE DUE TO CONSTRUCTION. THE MARSHALLER HURRIED TO THE TUG FROM INSIDE THE TERMINAL AND IMMEDIATELY BEGAN GIVING SIGNALS TO N7345A TO PROCEED. NO WINGWALKER WAS USED TO CLEAR THE LEFT WINGTIP FROM THE TRUCK WHICH WAS OUTSIDE THE SAFETY AREA. THE LEFT WINGTIP HIT THE TRUCK CAUSING DAMAGE TO THE #1 SLAT AND FAIRING. 20000620034119I (-23)AT APPROX 1705 ON 20 JUNE 2000, N50Q A BELL RANGER EXPERIENCED A ROTOR CAUTION LIGHT AND WARNING HORN FOLLOWED BY A LOSS OF HYDRAULIC PRESSURE. AN UNEVENTFUL PRECAUTIONARY LANDING WAS MADE AT THE MIT ATHLETIC FIELD IN CAMBRIDGE, MA. NO INJURIES, NO DAMAGE. 20000620034529I (-23)WHILE TAXING LEFT HAND, MAIN LANDING GEAR, STRUT DYNAMIC SEAL FAILED. HYDRAULIC FLUID SPRAYED ON THE HOT BRAKES AND IGNITED. LANDING GEAR ASSEMBLY, STRUT DOOR, AND SOME WING PANELS DAMAGED BY FIRE. NO STRUCTURAL DAMAGE TO AIRFRAME, NO INJURIES. 20000620042419A (-23) UPON LANDING AT THE PILOT'S PRIVATE AIRSTRIP AT MILLER CREEK, ALASKA (10 MILES NE OF PORT ALSWORTH, ALASKA), N3229D, A CESSNA 180, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT NOSED OVER DURING LANDING. THE COMMERCIAL PILOT, MR. JAY HAMMOND, STATED THAT AS THE AIRPLANE TOUCHED DOWN, THE LEFT LANDING GEAR LEG DUG INTO THE GROUND AND THE AIRPLANE NOSED OVER. HE ALSO DESCRIBED A TIRE-SIZED SCUFF MARK LEADING UP TO THE WRECKAGE ON THE RIGHT SIDE, AND A GOUGE IN THE DIRT LEADING UP TO THE WRECKAGE ON THE LEFT SIDE. THE LANDING GEAR STRUT WAS MISSING THE LOWER FOUR INCHES, AND THE LEFT WHEEL ASSEMBLY WAS NOT ATTACHED. 20000621006539A (-23) WITNESS STATES THAT A/C TOOK OFF NORMAL, HOWEVER STEEP CLIM, A/C APPEARED TO STALL AT 75' THEN CAME DOWN AND IMPACTED ON CENTER OF RUNWAY. PILOT TO LOG IFR FLIGHT TO MOBILE, AL, BUT CLAIMS ENGINE FAILURE. (.4)ACCORDING TO THE PILOT, THE ENGINE QUIT SHORTLY AFTER TAKEOFF, AND ACCORDING TO THE PILOT RATED PASSENGER THE ENGINE LOST POWER AND COLLIDED WITH THE RUNWAY DURING THE ATTEMPTED FORCED LANDING ON THE REMAINING RUNWAY SURFACE. ACCORDING TO A PILOT WITNESS WHO OBSERVED THE TAKEOFF, THE AIRPLANE TOOK OFF IN A NOSE HIGH ATTITUDE, CLIMBED TO ABOUT 75 FEET AND APPEARED TO STALL BACK ONTO THE RUNWAY, COLLAPSING THE RIGHT MAIN AND NOSE LANDING GEAR. ON JUNE 30, 2000, THE AIRPLANES ENGINE WAS RUN. ACCORDING TO THE FAA INSPECTOR OBSERVING THE ENGINE RUN, THE ENGINE MOTORED USING THE AIRCRAFT STARTER AS A CONTINUITY CHECK PRIOR TO THE ENGINE RUN. THE ENGINE STARTED AND RAN AT IDLE FOR ABOUT ONE MINUTE. THE ENGINE POWER CHECK PRODUCED 2360 RPM AND THE OIL PRESSURE WAS NORMAL. A REVIEW OF CURRENT WEATHER INFORMATION REVEALED THAT CONDITIONS WERE FAVORABLE FOR THE FORMATION OF CARBURETOR ICE. THE PILOT REPORTED THAT HE HAD NOT ACCUMULATED ANY FLIGHT TIME IN THE ACCIDENT TYPE AIRPLANE. 20000621007459A (-23) ON JUNE 21, 2000 MR. DONALD R. BLANC PILOT OF N2623B, A 1998 GLASSTAR HOME BUILT AIRCRAFT, DEPARTED WHITEHORSE, YUKON TERRITORY FOR NORTHWAY, ALASKA AT ABOUT 11:00 PACIFIC STANDARD TIME. MR. BLANC RECEIVED A WEATHER BRIEFING IN WHITEHORSE, WHICH INFORMED HIM THE WEATHER FROM WHITEHORSE TO NORTHWAY WAS MARGINAL AND HE COULD EXPECT WORSENING CONDITIONS AT NORTHWAY. AFTER DEPARTING WHITEHORSE THE MARGINAL WEATHER FORCED MR. BLANC TO FLY LOW LEVEL ABOVE THE ALCAN HIGHWAY AS FAR AS HE COULD. WHEN HE COULD NO LONGER FOLLOW THE HIGHWAY HE DECIDED TO FOLLOW HIS GPS ON A DIRECT COURSE TO NORTHWAY. WHEN THE WEATHER WENT FROM BAD TO WORSE, HE CLIMBED THROUGH THE CLOUD LAYER AND TRIED TO GET ASSISTANCE FROM NORTHWAY FSS. WHEN HE WAS ABLE TO GET DOWN TO THE SURFACE AGAIN, HE WAS UNABLE TO MAINTAIN THE HEADINGS HE RECEIVED FROM THE NORTHWAY FSS CONTROLLER OR HIS GPS. WITH THE FOG, LOW CLOUDS AND POOR VISIBILITY, MR. BLANC WAS UNABLE TO MAINTAIN TERRAIN CLEARANCE. MR. BLANC CRASHED ABOUT 8 MILES NORTH OF NORTHWAY ALASKA, AT ABOUT 4:45 LOCAL FAIRBANKS TIME. BOTH HE AND HIS PASSENGER MR. ROBERT B. TEETER RECEIVED MINOR INJURIES. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGES. 20000621009269A (-23) THE PILOT WAS ON A CROSS COUNTRY FLIGHT FROM OREGON TO FRESNO, CA, WHEN THE AIRPLANE ENGINE FAILED APPROXIMATELY TWO MILES SOUTH EAST OF THE MADERA MUNICIPAL AIRPORT (MAE). THE PILOT MADE AN EMERGENCY LANDING IN AN OPEN FIELD. INVESTIGATION REVEALED THAT THERE WAS NO FUEL REMAINING IN THE AIRCRAFT FUEL TANK, AND CARBURETOR. APPROXIMATELY FIVE CC'S OF FUEL WAS DRAINED FROM THE FUEL STRAINER. (.4) THIS WAS A CROSS-COUNTRY FLIGHT FROM OREGON TO CALIFORNIA WITH TWO EN ROUTE STOPS PLANNED TO REFUEL. THE FLIGHT DEPARTED AT 0730, WITH REFUELING STOPS ALONG THE WAY. A DEPARTURE TIME OF 1120 WAS MADE FROM THE SECOND AIRPORT. THE PILOT INDICATED THAT THE AIRPLANE HAD A FUEL CAPACITY OF 20 GALLONS AND A BURN RATE OF 8 GALLONS PER HOUR, APPROXIMATELY 2 1/2 TO 3 HOURS OF FLIGHT, AND WAS NOT EQUIPPED WITH FLAPS. AFTER ARRIVAL AT THE DESTINATION AIRPORT, AT 1320, HE MADE THREE ATTEMPTS TO LAND. DUE TO WINDS AND A HIGH TEMPERATURE HE WAS UNABLE TO LAND. ON ALL THREE ATTEMPTS, HE LANDED APPROXIMATELY HALFWAY DOWN THE RUNWAY, AND DID NOT FEEL THERE WAS ENOUGH ROOM TO SAFELY COME TO A STOP. HE DEPARTED THE AIRPORT AT 1345 TO ATTEMPT A LANDING AT AN AIRPORT APPROXIMATELY 20 NMI FROM HIS CURRENT POSITION; PASSING BY AN AIRPORT 5 MILES FROM HIS CURRENT LOCATION BECAUSE HE DID NOT HAVE A TRANSPONDER ONBOARD THE AIRPLANE AND DID NOT WANT TO ENTER CLASS C AIRSPACE WITHOUT IT. APPROXIMATELY 6 MILES FROM THE AIRPORT THE ENGINE QUIT, AND THE PILOT STARTED LOOKING FOR A PLACE TO MAKE AN EMERGENCY LANDING. 20000621010669A (-23) ON JUNE 21, 2000, AT APPROX. 6:30 PM PDT, CFI BRIAN MOORE AND STUDENT PILOT MARIS ENSING DEPARTED JOHN WAYNE AIRPORT. AT APPROX. 350 FEET THE ENGINE STARTED RUNNING ROUGH AND THE ENGINE RPM DROPPED TO 800 RPM. BRIAN MOORE TOOK CONTROL OF THE A/C AND DECLARED AN EMERGENCY, AND REQUESTED PERMISSION TO LAND ON RUNWAY ONE RIGHT. THE TOWER DENIED THE REQUEST, DUE TO DEPARTING TRAFFIC. BRIAN MOORE OPTED TO LAND THE A/C IN THE GRASS COVERED DITCH BETWEEN THE TWO RUNWAYS. ON LANDING, THE RIGHT GEAR AND WINGTIP IMPACTED FIRST AND THE A/C BOUNCED UP. THE A/C CONTACTED THE GROUND FOR THE SECOND TIME, THE NOE TIRE DEFLATED AND THE STRUT SHEARED OFF AT THE UNION POINT OF THE YOKE CAUSING A PROP STRIKE WITH THE GROUND.^PRIVACY DATA OMITTED^ DAMAGE TO THE A/C; FIREWALL DAMAGE IS EXTENSIVE, RIGHT WINGTIP CAP DESTROYED, RIGHT MAIN LANDING GEAR AND GEAR WELL STRUCTURE DAMAGED. (.4) ON JUNE 21, 2000 AT 1828 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 172N, N7598D LANDED HARD DURING AN EMERGENCY RETURN TO RUNWAY 19L FOLLOWING A LOSS OF ENGINE POWER IN THE TAKEOFF INITIAL CLIMB AT THE SANTA ANA, CALIFORNIA, AIRPORT. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND THE STUDENT PILOT WERE NOT INJURED. THE AIRPLANE, OPERATED BY SUNRISE AVIATION, SUSTAINED SUBSTANTIAL DAMAGE. THE LOCAL AREA INSTRUCTIONAL FLIGHT WAS BEING FLOWN UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED AT SANTA ANA MOMENTS BEFORE THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT INSTRUCTOR SAID THAT THIS PARTICULAR FLIGHT WAS GOING TO BE THE STUDENT PILOT'S SECOND SOLO FLIGHT. HE STATED HE PLANNED TO DO THREE FULL STOP LANDINGS WITH THE STUDENT PRIOR TO HAVING HIM PRACTICE THE SOLO LANDINGS. THE PILOT SAID THEY CHECKED THE FUEL AND DRAINED IT PRIOR TO THE FLIGHT AND THAT IT LOOKED "OK," AND THAT THE ENGINE RUN-UP WAS SATISFACTORY. ABOUT 300 FEET AGL IN THE TAKEOFF INITIAL CLIMB, THE INSTRUCTOR NOTICED THAT THE ENGINE WAS RUNNING VERY ROUGH AND THAT THE RPM'S HAD DROPPED TO ABOUT 1,700. HE DECLARED A "MAYDAY" AND TOLD THE TOWER THEY HAD A LOSS OF POWER AND WERE CIRCLING BACK TO RUNWAY ONE RIGHT. HE INITIATED A RIGHT TURN TO THE RUNWAY AND THE CONTROL TOWER RESPONDED TO THE RADIO CALL "UNABLE DUE TO DEPARTING TRAFFIC." THE CFI SAID THAT MOMENTS AFTER THIS THE ENGINE RPM DROPPED COMPLETELY AND HE ELECTED TO CONTINUE THE TURN, AND DETERMINED HE WAS NOT GOING TO BE ABLE TO MAKE THE RUNWAY. HE SAID HE SET THE AIRPLANE DOWN ON A GRASS AREA BETWEEN THE TWO RUNWAYS. THE AIRPLANE TOUCHED DOWN ON THE RIGHT WINGTIP AND RIGHT MAIN GEAR, THEN BOUNCED BACK INTO THE AIR AND CAME DOWN ON THE NOSE GEAR, WHICH COLLAPSED. THE SAFETY BOARD WAS NOTIFIED OF THE ACCIDENT ON JULY 11, 2000. IN HIS REPORT OF THE ACCIDENT, THE PILOT STATED, "THE ENGINE INGESTED THE NO. 4 CYLINDER EXHAUST VALVE." 20000621011159A (-23) VFR INSTRUCTIONAL FLIGHT WAS MAKING APPROACH TO EMT WHEN PILOT DECLARED EMERGENCY. PILOT INFORMED TOWER THAT THEY WOULD NOT MAKE THE AIRPORT. A/C LANDED IN A CONSTRCUTION DITCH AND FLIPPED OVER. NO INJURIES TO TWO OCCUPANRS. (.4) ON JUNE 21, 2000, ABOUT 1130 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150M, N704QJ, LOST ENGINE POWER AND NOSED OVER DURING A FORCED LANDING IN AN OPEN FIELD NEAR THE EL MONTE, CALIFORNIA, AIRPORT. THE AIRPLANE, OPERATED BY VALLEY FLIGHT CENTER UNDER 14 CFR PART 91 AS AN INSTRUCTIONAL FLIGHT, SUSTAINED SUBSTANTIAL DAMAGE. THE CERTIFIED FLIGHT INSTRUCTOR AND THE STUDENT PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE LOCAL AREA FLIGHT, AND NO FLIGHT PLAN HAD BEEN FILED. THE AIRPLANE DEPARTED FROM THE EL MONTE AIRPORT AT 1045. 20000621011379A (-23) ON JUNE 21, 2000, AT 0625 CDT, A PIPER-28-140 SUSTAINED SUBSTANTIAL DAMAGED WHEN IT IMPACTED THE GROUND SHORTLY AFTER TAKEOFF FROM A GRASS STRIP IN BEN WHEELER, TEXAS. THE AIRCRAFT WAS FLOWN BY THE OWNER, MR. JOSEPH P. URBAN, JR. A PRIVATE PILOT, WHO RECEIVED MINOR INJURIES. THE AIRCRAFT WAS OPERATED UNDER CFR 14 PART 91 OF THE FEDERAL REGULATIONS. THE PILOT STATED THAT, SHORTLY AFTER TAKEOFF, HE TURNED SLIGHTLY TO THE LEFT TO AVOID OVERFLYING A HOUSE ON THE END OF THE RUNWAY. THERE WAS A POWER LINE WHICH CROSSED THE END OF THE RUNWAY AT A HEIGHT OF APPROXIMATELY 50 FEET. THE PILOT STATED THAT HE CLEARED THE POWER LINE BY ABOUT 50 FEET AND THEN THE AIRCRAFT PITCHED DOWN AND BANKED TO THE RIGHT. THE AIRCRAFT IMPACTED THE GROUND, RIGHT WING LOW, AND THE NOSE LOW, SPUN AROUND AND DAMAGED THE LEFT WING ALSO. 20000621020889I (-23)RESPONDED TO SCENE OF INCIDENT WHERE PILOT REPORTED PROPELLER STRIKE WITH RUNWAY. FOUND AIRCRAFT ON RAMP WITH ALL PROP TIPS SHOWING EVIDENCE OF STRIKING THE SURFACE. ALSO EVIDENCE OF PLAPS AND ANTENNA BEING SCRAPED ON THE HARD SURFACE. PILOT STATED THAT PRIOR TO LANDING, THE GEAR SHOWED 3 GREENS LIGHTS FOR DOWN/LOCKED. PILOT MADE A SUCCESSFUL TO AROUND, CONFIRMED THE GEAR DOWN USING ALTERNATE GEAR EXTENSION AND LANDED SAFELY. CONDITIONS WERE DAY/VFR. 20000621022119I (-23) ON JUNE 21, 2000, VANGUARD AIRLINES, FLIGHT 590, WAS SCHEDULED TO ENROUTE FROM MCI TO MDW. AT START OF TAKE OFF, NUMBER ONE ENGINE WOULD NOT SPOOL-UP AND THE FUEL FLOW FLUCTUATED BETWEEN 1000 TO 1500 PPH. NO EMERGENCY OR EQUIPMENT REQUESTED AND THE PILOT RETURNED THE AIRCRAFT TO MCI'S GATE, WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE PERFORMED TROUBLE SHOOTING PROCEDURES AND FOUND THAT THE NUMBER ONE ENGINE FUEL CONTROL WAS MALFUNCTIONING. VANGUARD MAINTENANCE REMOVED AND REPLACED THE FUEL CONTROL IN ACCORDANCE WITH, MM 73-21-1. VANGUARD MAINTENANCE ACCOMPLISHED AN ENGINE TRIM RUN AS PER VANGUARD WORK CARD J2901. THE OPERATIONAL CHECK OF NUMBER ONE ENGINE, CHECKED GOOD AND THE AIRCRAFT WAS RETURNED TO SERVICE. WITH THIS REPORT, INCIDENT NUMBER CE052000IAC060, IS CONSIDERED CLOSED. 20000621027689I (-23)AIRCRAFT WAS PREPARING TO LAND AT OAKLAND TROY AIRPORT. GEAR WAS SELECTED DOWN. GREEN GEAR INDICATION WAS NEVER ATTAINED. GEAR SELECTOR WAS RECYCLED WITH NO EFFECT. EMERGENCY PROCEEDURE FOR INOPERATIVE LANDING GEAR WAS INITIATED. PILOT REPORTS HE TURNED THE EMERGENCY GEAR HANDLE FOR QUITE A WHILE UNTIL IT WAS HARD TO TURN. THERE WAS STILL NO GREEN GEAR DOWN LIGHTS. HE LANDED AND GEAR WAS RETRACTED (NIGHT LANDING). DAMAGE TO AIRCRAFT WAS LIMITED TO PROPELLER AND TRAILING EDGE TO THE FLAPS. 20000621028509I (-23) AWAITING TAKEOFF CLEARENCE, THE AIRCRAFT WAS PARKED WITH A 12 KNOT TAILWIND. THE CREW GOT A #2 ENGINE FIRE LIGHT, THE FIRE EXTINGUISHERS WERE ACTIVED AND THE AIRCRAFT EVACUATED. MAINTENANCE INSPECTED THE AIRCRAFT AND DETERMINED THAT RESIDUAL OIL IN THE COWL IN CONJUCTION WITH THE TAILWIND CAUSED THE INDICATION. 20000621032069I (-23)ON JUNE 20, 2000, AT APPROXIMATELY 2015 CDT, A PIPER PA-32, N111FC, REGISTERED TO THE PILOT ^PRIVACY DATA OMITTED^ MADE AN EMERGENCY LANDING IN AN OPEN FIELD AFTER LOOSING POWER FOLLOWING A TOUCH AND GO LANDING AT MARLIN MUNICIPAL AIRPORT, MARLIN, TEXAS (T15). ^PRIVACY DATA OMITTED^ THE FLIGHT WAS A PART 91 FLIGHT FOR PROFICIENCY, NO FLIGHT PLAN WAS FILED, AND VISUAL METEOROLGICAL CONDITIONS PREVAILED. THE AIRCRAFT SUFFERED MINOR DAMAGE TO THE COWLING, NOSE GEAR, AND PROPELLER, AND THERE WERE NO INJURIES TO THE PILOT, THE LONE OCCUPANT IN THE AIRCRAFT. THE PILOT HOLDS A PRIVATE PILOT'S CERTIFICATE. THE FLIGHT ORIGINATED FROM WACO REGIONAL AIRPORT (ACT), WACO, TEXAS AT APPROXIAMTELY 1830 CDT ON JUNE 20, 2000. THE FAA INVESTIGATOR AT THE SCENE NOTED THERE WAS NO FUEL INT HE LEFT TIP TANK, BUT ALL THREE OF THE OTHER TANKS CONTAINED FUEL. THE FUEL SELECTOR WAS OBSERVED TO BE IN THE LEFT MAIN TANK POSITION. 20000621033199I (-23)ON JUNE, 21, 2000, VANGUARD AIRLINES, FLIGHT 303, AIRCRAFT 912MP WAS SCHEDULED TO ENROUTE FROM MCI TO DEN. ON INITIAL CLIMB OUT, CABIN PRESSURE, AUTO FAIL, ILLUMINATED. THE CREW SWITCHED TO STANDBY AND RECEIVED A 1,000 FEET PER MINUTE CLIMB IN THE CABIN NO MATTER WHERE THE RATE KNOB WAS POSITIONED. WHILE CLIMBING THROUGH 12,000 FEET THE CABIN WENT FROM PLUS 1000 FEET TO NEGATIVE 4000 FEET. THE PILOT SWITCHED TO MANUAL AND THE CABIN PRESSURIZED NORMALLY. NO EMERGENCY OR EQUIPMENT REQUESTED AND THE PILOT RETURNED THE AIRCRAFT TO MCI'S GATE, WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE PERFORMED TROUBLE SHOOTING PROCEDURES AND REPLACED THE CABIN OUT FLOW VALVE ALONG WITH THE CABIN PRESSURE CONTROLLER AS PRECAUTIONARY, PER MM21-31-0. THIS DESCREPANCY IS A REPEAT FROM JUNE 19, 2000, AT DFW. VANGUARD AIRLINES PERFORMED AN EVALUATION FLIGHT TO OPERATIONALLY CHECK THE PRESSURIZATION CONTROL SYSTEM, ON A SPECIAL FLIGHT PERMIT. THE PRESSURIZATION EVALUATION FLIGHT CHECKED GOOD. INCIDENT NUMBER CE052000IAC061, IS CONSIDERED CLOSED. 20000621034049I (-23)ON 06/21/00, AT 1855 MDT LCL, A CESSNA 340A, N1920E REGISTERED TO HOLMAN ENTERPRISES ENROUTE FROM KALISPELL MONTANA 59 BILLINGS, MONTANA, DIVERTED TO GREAT FALLS, MONTANA DUE TO LOSS OF POWER ON RIGHT ENGINE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND IFR FLIGHT PLAN WAS ON FILE. THERE WAS NO DAMAGE TO THE AICRAFT AND THE AIRLINE TRANSPORT PILOT AND PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED ON 06/21/00 AT KALISPELL, MONTANA. INVESTIGATION OF THE ENGINE PROBLEM REVEALED THAT THE CRANKSHAFT WAS BROKEN. A M&D SUBMITTED AND THE MANUFACTURER WAS NOTIFIED SINCE THERE WAS ONLY 59 HOURS TOTAL TIME ON THE PART AND ENGINE. 20000621035359I (-23) PILOT TAXIED INTO A PARKED UNOCCUPIED AIRCRAFT, WHILE TAXING TO PARKING. CAUSING MINOR DAMAGE TO BOTH AIRCRAFT. 20000622004939A (-23) PILOT WAS CONDUCTING PHOTO FLIGHT MISSION AT LOW ALTITUDE IN MOUNTAINOUS TERRAIN AREA. PILOT ENCOUNTERED WHAT HE DESCRIBED AS WIND SHEAR, EXPERIENCING A LOSS IN AIRSPEED AS WELL AS ALTITUDE. IN THE RECOVERY THE A/C STRUCK THE TOPS OF AT LEAST TWO TREES ON THE LEFT SIDE OF THE A/C, CAUSING SUBSTANTIAL DAMAGE TO THE A/C. PRIMARY DAMAGE WAS TO THE LEFT WING, LEFT STRUT, AND LEFT HORIZONTAL STABILIZER. 20000622007269A (-23) AIRCRAFT DEPARTED RUNWAY AND CLIMBED APPROX. 50 TO 100 FT. AGL. ENCOUNTERED TURBULENCE. RIGHT WING BEGAN TO DROP. COULD NOT MAINTAIN ALTITUDE. DROPPED LOAD. RIGHT WING CONTACTED GROUND HARD SEPERATED FROM COCKPIT. AIRCRAFT SLID APPROX. 80 FT. AND STOPPED. 20000622012969A (-23) PILOT LANDED OFF-AIRPORT ON PRIVATE PASTURE IN REMOTE AREA 16 MILES NORTH OF GERLACH, NV. PILOT STATED HE HAD LANDED IN THE SAME PASTURE AT LEAST FOUR TIMES PREVIOUSLY. WHEN HE ATTEMPTED TAKEOFF NEAR DUSK, THE A/C STRUCK A 2 FOOT BERM, KNOCKING OFF THE NOSE GEAR AND IMPACTED THE FROUND 100 FEET PAST THE BERM. THE A/C SLID ANOTHER 100 FEET BEFORE COMING TO REST NEAR THE EDGE OF A POND. NO INJURIES TO PILOT OR HIS DOG. (.4) ON JUNE 22, 2000, AT 2100 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 206, N511RB, COLLIDED WITH A DIRT BERM DURING AN ATTEMPTED TAKEOFF FROM A PASTURE 16 MILES NORTH OF GERLACH, NEVADA. THE AIRPLANE WAS OPERATED BY THE OWNER/PILOT UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE PERSONAL FLIGHT, AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT DEPARTED BOISE, IDAHO, AT AN UNKNOWN DATE AND TIME, AND WAS SCHEDULED TO TERMINATE AT THE SANTA MONICA MUNICIPAL AIRPORT, SANTA MONICA, CALIFORNIA. THE REASON FOR THE EN ROUTE STOP IN THE PASTURE WAS UNDETERMINED. THE ACCIDENT WAS REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD ON JUNE 26, 2000, AFTER VERIFICATION OF DAMAGE BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR. REPEATED ATTEMPTS TO REACH THE OWNER/PILOT FOR ADDITIONAL INFORMATION CONCERNING THE ACCIDENT WERE UNSUCCESSFUL. ACCORDING TO THE FAA INSPECTOR, THE AIRPLANE WAS REPAIRED AND RETURNED TO SERVICE BY SUSANVILLE AVIATION, AT THE SUSANVILLE MUNICIPAL AIRPORT, SUSANVILLE, CALIFORNIA. THE FAA MADE REPEATED ATTEMPTS TO REACH THE OWNER/PILOT FOR MORE INFORMATION ABOUT THE ACCIDENT, BUT WERE UNSUCCESSFUL. 20000622014219A (-23) DURING LANDING ROLL OUT PILOT REPORTED A SEVERE TAIL WHEEL SHIMMY FOLLOWED BY THE A/C DRIFTING TO THE RIGHT, FULL LEFT RUDDER WAS APPLIED WITH NO EFFECTS. A/C ROTATED CLOCKWISE AND SKIDDED OFF THE RIGHT SIDE OF RWY 18SQUIGGILY SKID MARKS FROM THE TAIL WHEEL WERE OBSERVED ON THE RWY. TWO PIECES OF THE LEFT RUDDER HORN TO TAIL WHEEL STEERING HORN SPRING ASSEMBLY WAS FOUND IN THE GRASS ALONG THE INITIAL ROLLOUT AREA. THE CLIP PORTION HAD BEEN PULLED OPENED, ALLOWING THE SPRING TO BECOME DISCONNECTED, RESULTING IN A LOSS OF LEFT STEERING CONTROL OF THE TAIL WHEEL. THE LEFT MAIN GEAR COLLAPSED AND FOLDED UNDER THE A/C WHEN IT STRUCK A DITCH IN THE GRASS AREA ADJACENT TO RWY, THE LEFT WING STRUCK THE GROUND RESULTING IN THE WING TIP AND WING SPAR DAMAGE. THERE WERE NO INJURIES.THE PIC HAS 375 HOURS IN VARIOUS TAIL WHEEL A/C. (.4)ACCORDING TO THE CFI WHO WAS OCCUPYING THE RIGHT SEAT, THEY HAD BEEN PRACTICING BOTH THREE-POINT AND WHEEL LANDINGS. HE SAID THAT THIS PARTICULAR LANDING WAS A THREE-POINT LANDING. HE SAID THAT WHEN THEY TOUCHED DOWN, THE TAIL-WHEEL SHOOK EXCESSIVELY BACK AND FORTH AT FIRST AND THEN IT WAS SMOOTH. HE STATED THAT THE AIRPLANE VEERED RIGHT WHILE BOTH OF THEM WERE PUSHING ON THE LEFT RUDDER. THE AIRPLANE DEPARTED THE RIGHT SIDE OF THE RUNWAY TURNED AROUND ABOUT 180 DEGREES, SLID LEFT INTO A DITCH AND COLLAPSED THE LEFT MAIN LANDING GEAR. ACCORDING TO THE CFI, AND FAA INSPECTOR, A TAIL-WHEEL SPRING AND ASSOCIATED PARTS HAD PULLED APART FROM THE TAIL-WHEEL AND WERE LATER FOUND ON THE RUNWAY NEAR THE POINT WHERE THE AIRPLANE VEERED RIGHT, OFF OF THE RUNWAY. 20000622032669I (-23)^PRIVACY DAT^ WAS ON A FLT PLAN FROM ATHENS, GA TO DAYTON OHIO. HE WAS CLIMBING THROUGH 9000FT WHEN HE LOST OIL PRESSURE, AND SUBSEQUENT ENGINE FAILURE. HE WAS ABLE TO SUCCESSFULLY FORCE LAND THE AIRCRAFT. THERE WERE NO FATALITIES. 20000622032689I (-23)^PRIVACY DATA OMITTED^ WAS FLYING THE HILLER UH12-E HELICOPTER, N62392 ON 22 JUNE 2000. ^PRIVACY^ WAS RECONNING A FIELD (PERFORM 137 AERIAL OPERATIONS) ON THE WEST SIDE OF BIXLER RD, LOCATED IN BRENTWOOD, CA. HE WAS FLYING EAST BOUND WHEN THE SPRAY BOOM (LOCATED UNDERNEATH AND IN FRONT OF THE AIRCRAFT) MADE CONTACT WITH THE TELEPHONE POLE GUIDE WIRE. HE CONTINUED ACROSS BIXLER RD, INTO THE FIELD (ON EST SIDE OF BIXLER RD.). HE MAINTAINED CONTROL OF THE AIRCRAFT. HE RETUNRED TO HIS BASE OF OPERATIONS (AERIAL CONTROL, HELICOPTER APPLICATION, BRENTWOOD CA). NO INJURIES DAMAGE TO AIRCRAFT: 1. BENT SPRAY BOOM. DAMAGE TO PROPERTY AS A RESULT OF THE CABLE BEING DRAGGED BY THE AIRCRAFT : 1. DISLOCATED PG&E CABLE 2. DAMAGED CYPRESS TREE 3. DAMAGED CYCLONE FENCE. 20000622035059I (-23)INSTRUCTOR ^PRIVACY DATA OMIT^ AND MULTI-ENGINE STUDENT ^PRIVACY DATA ^ MADE A VFR APPROACH TO THE AURORA STATE AIRPORT (3S2) FOR A PRACTICE LANDING. THE INSTRUCTOR WAS DISTRACTED BY TRAFFIC AND FAILED TO ENSURE THAT THE LANDING GEAR WAS EXTENED. ^PRIVACY D^ NOTICED THE GEAR WAS NOT EXTENDED AT THE LAST MINUTE, ADDED FULL, BUT THE DESCENT COULD NOT BE STOPPED BEFORE THE PROPELLERS HIT THE GROUND. SHE FLEW THE AIRCRAFT BACK TO HILLSBORO AND LANDED NORMALLY. MINOR DAMAGE TO THE AIRCRAFT. 20000622035559I (-23) AMERICA WEST AIRLINES FLIGHT 2701 DEPARTED KJFK ENROUTE TO KPHX AND DIVERTED TO DISCHARGE AN DISRUPTIVE PASSENGER. THE PASSENGER WAS SPEAKING LOUDLY AND BELLIGERENTLY TO HIS SEAT MATE. HE ALSO WAS RUDE AND DISRESPECTFUL TO THE CABIN ATTENDANTS.THERE WAS NO PHYSICAL VIOLENCE OR INTERFERENCE WITH FLIGHT CREW DUTIES INVOLVED. THE PASSENGER WILL BE CITED FOR DISORDERLY CONDUCT BY WICHITA PD. 20000622035789I (-23)ON THURSDAY, JUNE, 22, 2000, CONTINENTAL AIRLINES FLIGHT 1763 DEPARTED YYZ FOR EWR AT 0957 EDT. AT CRUISE ALTITUDE, A BANGING NOISE WAS HEARD ON THE SIDE OF THE AIRCRAFT NEAR THE L2 DOOR. ACCORDING TO NEWSPAPER REPORTS, THE PILOT DROPPED TO 9,000 FEET, OPENED AND CLOSED THE DOOR. THE CALA ENROUTE DIVERSION NOTE SAYS: "DIVERTED TO ROCHESTER DUE TO A LOUD BANGING ON SIDE OF AIRCRAFT. DETERMINED TO BE A STRAP HANGING OUT OF THE AFT DOOR.NO EMEREGENCY DECLARED".NO LOGBOOK ENTRY WAS ACCOMPLISHED AND A CAPTAIN'S IRREGULARITY REPORT WAS NOT FILED.AFTER SEVEN WEEKS OF INVESTIGATION, IT WAS DETERMINED THROUGH THE CONTINENTAL AIRLINES OFFICE OF REGULATORY COMPLIANCE THAT THE CAPTAIN TERMINATED HIS EMPLOYMENT WITH THE COMPANY AFTER DISCUSSION WITH FLIGHT OPS INVOLING THE ISSUES RAISED BY THIS EVENT. THIS INCIDENT IS CONSIDERED CLOSED. 20000622041279A (.4) THE PILOT ADJUSTED THE HOMEBUILT AIRPLANE'S PROPELLER PITCH AND AFTER A NORMAL GROUND RUN-UP HE DEPARTED FOR A TEST FLIGHT. HE STATED THAT THE TAKEOFF WAS NORMAL AND THE ENGINE SOUNDED 'SMOOTH.' AFTER REACHING AN ALTITUDE OF ABOUT 300 TO 400 FEET (AGL), THE AIRPLANE EXPERIENCED A SHARP REDUCTION IN POWER. THE RPM DROPPED FROM 6,600 TO 5,700; HOWEVER, THE ENGINE SOUND REMAINED CONSTANT. THE PILOT RETARDED THE THROTTLE AND THEN ADVANCED THE THROTTLE FORWARD. THE ENGINE RPM INCREASED MOMENTARILY THEN DROPPED TO ABOUT 5,000 RPM. THE PILOT WAS UNABLE TO MAINTAIN ALTITUDE AND PERFORMED A FORCED LANDING TO A CORNFIELD. EXAMINATION OF THE AIRPLANE DID NOT REVEALED ANY CATASTROPHIC AIRFRAME OR ENGINE MALFUNCTIONS. ADDITIONALLY, THE AIRPLANE'S ENGINE RAN SMOOTHLY DURING A POST ACCIDENT TEST RUN PERFORMED BY THE PILOT; HOWEVER, EXAMINATION OF THE PROPELLER REDUCTION GEARBOX REVEALED THAT THE STEEL CAGE OF THE SPRAGUE CLUTCH BEARING WAS 'CRACKED AND PARTIALLY DISINTEGRATED.' (-23) PILOT MADE A PRECAUTIONARY LANDING IN A CORN FIELD AFTER THE ENGINE LOST POWER AND THE AIRCRAFT COULD NOT MAINTAIN ALTITUDE. 20000622042459A (-23) ON JUNE 22, 2000, ABOUT 1845 ADT, A CESSNA 172 AIRCRAFT, N4762D, WAS DEMOLISHED JUST AFTER TAKEOFF FROM THE TUNTUTULIAK AIRPORT IN TUNTUTULIAK, ALASKA. THE AIRCRAFT WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) COMMERCIAL FLIGHT FROM TUNTUTULIAK TO BETHEL WHEN THE ACCIDENT OCCURRED. THE COMMERCIALLY CERTIFICATED PILOT WAS FATALLY INJURED AND THE SOLE PASSENGER WAS SERIOUSLY INJURED. GUSTY WIND CONDITIONS FROM THE NORTH PREVAILED, GUSTING 15 TO 30 MPH. DURING INTERVIEWS WITH WITNESSES ON THE AIRPORT, THEY STATED THAT THE PILOT OF THE 172 AIRCRAFT DEPARTED TOWARD THE SOUTH END OF THE STRIP ON RUNWAY 20 AND JUST AFTER TAKEOFF, VEERED SHARPLY TO THE LEFT AND NOSE DOWN AT A STEEP ANGLE. THE AIRCRAFT LANDED NOSE DOWN APPROXIMATELY 70 FEET TO THE LEFT OF THE SOUTH RUNWAY. THE WEATHER AT TUNTUTULIAK WAS REPORTED AS NO CEILING, GOOD VISIBILITY AND WINDS AT 340 DEGREES 15 GUSTING TO 30MPH. 20000622042461A (-23) ON JUNE 22, 2000 AT 1530 ADT. A FLOAT EQUIPPED AIRPLANE N495K SUSTAINED SUBSTANTIAL DAMAGE DURING THE TAKEOFF RUN WHEN IT COLLIDED WITH A DEHAVILLAND DHC-2 FLOAT EQUIPPED AIRPLANE, N5221G TAXIING FROM LANDING ON BROOKS LAKE 27 MILES EAST OF KING SALMON, ALASKA AT 58 DEGREES NORTH 155 DEGREES 16 MINUTES WEST LONGITUDE. THE DEHAVILLAND PILOT SAID HE SAW THE CESSNA TAXIING. BELIEVED THAT THE CESSNA PILOT SAW THE DEHAVILLAND AND EXPECTED CESSNA WOULD PASS DOWN THE LEFT SIDE OF HIS AIRPLANE. THE DEHAVILLAND PILOT DESCRIBED THE CESSNA TURNING LEFT TOWARD HIS AIRPLANE, BEGINNING THE TAKEOFF RUN AND COLLIDED BEFORE HE (DEHAVILLAND) COULD MAKE AN EVASIVE MANEUVER. THE CESSNA PILOT SAID HE NEVER SAW THE DEHAVILLAND BEAVER IN THE SUN GLARE. AS THE CESSNA PILOT BEGAN HIS TAKEOFF RUN AND THE AIRPLANE WAS ABOUT TO COME ONTO THE STEP, THE RIGHT-FRONT SEAT PASSENGER WARNED THE PILOT OF THE DEHAVILLAND BEAVER. THE CESSNA PILOT SAID HE ATTEMPTED TO MANEUVER THE AIRCRAFT TO THE LEFT AND THE RIGHT WING STRUCK THE DEHAVILLAND WINDSHIELD. 20000622042462A (-23) ON JUNE 22, 2000 AT 1530 ADT. A FLOAT EQUIPPED AIRPLANE N495K SUSTAINED SUBSTANTIAL DAMAGE DURING THE TAKEOFF RUN WHEN IT COLLIDED WITH A DEHAVILLAND DHC-2 FLOAT EQUIPPED AIRPLANE, N5221G TAXIING FROM LANDING ON BROOKS LAKE 27 MILES EAST OF KING SALMON, ALASKA AT 58 DEGREES NORTH 155 DEGREES 16 MINUTES WEST LONGITUDE. THE DEHAVILLAND PILOT SAID HE SAW THE CESSNA TAXIING. BELIEVED THAT THE CESSNA PILOT SAW THE DEHAVILLAND AND EXPECTED CESSNA WOULD PASS DOWN THE LEFT SIDE OF HIS AIRPLANE. THE DEHAVILLAND PILOT DESCRIBED THE CESSNA TURNING LEFT TOWARD HIS AIRPLANE, BEGINNING THE TAKEOFF RUN AND COLLIDED BEFORE HE (DEHAVILLAND) COULD MAKE AN EVASIVE MANEUVER. THE CESSNA PILOT SAID HE NEVER SAW THE DEHAVILLAND BEAVER IN THE SUN GLARE. AS THE CESSNA PILOT BEGAN HIS TAKEOFF RUN AND THE AIRPLANE WAS ABOUT TO COME ONTO THE STEP, THE RIGHT-FRONT SEAT PASSENGER WARNED THE PILOT OF THE DEHAVILLAND BEAVER. THE CESSNA PILOT SAID HE ATTEMPTED TO MANEUVER THE AIRCRAFT TO THE LEFT AND THE RIGHT WING STRUCK THE DEHAVILLAND WINDSHIELD. 20000622042549A (-23) ON JUNE 22, 2000, AT 1645 ALASKA DAYLIGHT TIME, A PIPER PA-18 FLOAT EQUIPPED AIRPLANE, N7059, SUSTAINED SUBSTANTIAL DAMAGE DURING TAKEOFF FROM THE QUINHAGAK AIRPORT WATERWAY, QUINHAQAK, ALASKA. THE SOLO PRIVATE PILOT RECEIVED NO INJURIES. THE PUBLIC USE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91 BY THE STATE OF ALASKA DEPARTMENT OF FISH AND WILDLIFE PROTECTION. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND A COMPANY FLIGHT PLAN WAS FILED. THE PILOT TOLD THE FSDO INVESTIGATOR-IN-CHARGE (IIC), DURING A TELEPHONE INTERVIEW ON AUGUST 1, 2000, THAT THE WIND VARIED FROM 270 DEGREES TO 320 DEGREES AT 15 KNOTS. HE STATED HE WAS TAKING OFF TO THE NORTHEAST, UPRIVER AGAINST THE CURRENT, WITH A LEFT CROSSWIND. HE INDICATED THAT AS HE REACHED FLYING SPEED, THE WIND SHIFTED TO A TAILWIND, AND THE AIRPLANE DID NOT CLIMB. BOTH FLOATS STRUCK THE RIVERBANK, AND THE AIRPLANE CAME TO REST ON THE AIRPORT RUNWAY. THE AIRPLANE SUSTAINE SUBSTANTIAL DAMAGE TO BOTH FLOAT ATTACH FITTINGS, AND THE FUSELAGE. IN LIGHT OF THIS THE (IIC) COUNSELED THE PILOT ON POSSIBLE USE OF DOWNRIVER TAKE OFF DUE TO THE SWIFT CURRENT (19 TO 22KTS). 20000623005859A (-23) THE INVESTIGATION REVEALED THAT MR. D. HORST, DUE TO A LACK OF ATTENTION, STRUCK A POWER LINE WHILE ATTEMPTING TO LAND HIS AIRCRAFT AT A PRIVATE AIRFIELD. THE INVESTIGATION FURTHER REVEALED THAT MR. D. HORST DID OPERATE AIRCRAFT WITHOUT A MEDICAL AND PILOT CERTIFICATE IN HIS POSSESSION. 20000623007759A (-23) NO WITNESSES WERE AVAILABLE THAT SAW THE ENTIRE EVENT OF THIS ACCIDENT. AIRCRAFT WAS AT APPROX 300 TO 400 FT. AGL, FLYING BASE TO RUNWAY 27, AIRSPEED WAS LOW. PILOT INITIATED A TURN TO THE RIGHT (PARALLEL TO RUNWAY 27) EARLY, DUE TO LACK OF ENOUGH AIRSPEED TO REACH RUNWAY 27, WHILE PREPARING TO LAND IN THE FIELD NORTH OF RUNWAY 27. DURING THIS TURN TO THE RIGHT, THE AIRCRAFT WENT INTO A STALL AND CRASHED IN THE FIELD NORTH OF RUNWAY 27. AIRCRAFT SUSTAINED MAJOR WING AND FUSELAGE DAMAGE. PILOT SURVIVED THE CRASH, AND LATER DIED AT THE TEHACHAPI HOSPITAL, APPROX 3 HOURS LATER FROM HEART FAILURE. (.4) THE GLIDER WAS OBSERVED TO CONTINUE IN A 360-DEGREE TURN UNTIL IT IMPACTED THE GROUND AFTER IT MADE THE DOWNWIND TO BASE TURN FOR LANDING. A WITNESS REPORTED HAVING A CONVERSATION WITH THE PILOT 2 DAYS PRIOR TO THE ACCIDENT. THE PILOT STATED TO THE WITNESS THAT THE FLIGHT HAD GONE WELL AND THERE WERE NO PROBLEMS NOTED WITH THE GLIDER. AN INSPECTION OF THE GLIDER WAS CONDUCTED. CONTROL CONTINUITY WAS ESTABLISHED FROM THE CONTROL STICK IN THE COCKPIT TO THE LEFT AILERON, RUDDER, AND ELEVATOR. ONE-THIRD OF THE RIGHT W ING SEPARATED FROM THE WING STRUCTURE. CONTROL CONTINUITY OF THE OUTBOARD PORTION OF THE RIGHT WING FROM THE AILERON TO THE SEPARATED CONTROL TUBE WAS ESTABLISHED. NO FURTHER DISCREPANCIES WERE NOTED. 20000623008869A (-23) HELI CRASHED APPROX. 1/2 MILE FROM DEPARTURE POINT, THE HELI WAS OPERATED BY PACIFIC VALLEY AVIATION UNDER PART 137 14 CFR AS A SERIAL APPLICATION FLIGHT, WAS DESTROYED. THE COMMERCIAL PILOT WAS FATALLY INJURED. THERE WERE NO WITNESSES TO THE ACCIDENT. 20000623009099A (-23) A/C LANDING LAKEVILLE, MN AIRPORT. A/C IN RIGHT TURN FROM BASE TO FINAL TO RUNWAY 11, RIGHT WING DROPPED, A/C STARTED SPIN, ENGINE POWER BROUGHT IN, A/C STRUCK GROUND APPROX. 90 DEGREES ANGLE, FACING 180 DEGREES AWAY FROM RUNWAY 11. 20000623014699A (-23) ON JUNE 23, 2000, AT APPROX. 1210 MDT, A BEECH, BE-M35, N9304Y SUSTAINED SUBSTANTIAL DAMAGE WHEN THE A/C DEPARTED THE END OF THE RWY STRIKING A BLAST FENCE DURING LANDING ROLL AT LOS ALAMOS, NM. THIS ACCIDENT WAS A RESULT OF A LONG AND FAST LANDING ON RWY 27 AT LOS ALAMOS DURING A BIENNIAL FLIGHT REVIEW. THE A/C WAS DESTROYED. THE PILOT/OWNER OF N9304Y SUSTAINED MINOR INJURIES. THE INSTRUCTOR WAS SERIOUSLY INJURED. (.4)THE PILOT WAS COMPLETING A FLIGHT REVIEW AND PERFORMING A FULL STOP LANDING AT THE AIRPORT WHERE THE AIRCRAFT WAS BASED. THE AIRPORT ALTITUDE WAS 7,171 FEET MSL, THE TEMPERATURE WAS 72 DEGREES FAHRENHEIT, AND THE DENSITY ALTITUDE WAS COMPUTED TO BE 9,300 FEET. THE WIND WAS A 4 KNOT TAILWIND COMPONENT. THUS, THE GROUND SPEED WAS CALCULATED TO BE 31 KNOTS ABOVE THE INDICATED AIRSPEED AND THE PILOT SAID HE LANDED 'LONG AND FAST.' THE AIRCRAFT WENT OFF THE END OF THE RUNWAY DURING LANDING ROLL AND STRUCK THE BLAST FENCE. THE COLLISION DESTROYED THE AIRCRAFT; HOWEVER, THE PRIVATE PILOT AND FLIGHT INSTRUCTOR CHECK PILOT WERE NOT INJURED. 20000623020979I (-23)A BOLT IN THE LEFT LANDING GEAR RETRACT LINK BROKE AND CAUSED THE GEAR TO COLLAPSE. REPAIRED AND REPLACED AFFECTED PARTS AND RETURNED AIRCRAFT TO SERVICE. 20000623028089I (-23)LANDING GPZ PILOT COULD NOT GET NOSE GEAR TO EXTEND. WITH MAINTENANCE AND CESSNA AIRCRAFT ON THE TELEPHONE SEVERAL MORE ATTEMPTS WERE MADE WITH THE SAME RESULTS AT WHICH TIME PILOT ELECTED TO RETRACT GEAR AND LAND ON GRASS RUNWAY. WITH AIRCRAFT ON JACKS FOUND SPOT WELDS RIGHT NOSE GEAR HAD PULLED APART AND RIGHT NOSE WHEN OPENING WOULD JAM AGAINST AIRCRAFT SKIN THUS JAMMING NOSE GEAR FORK AGAINST THE GEAR DOOR AND PREVENTING IT FROM EXTENDING FULLY. THIS DOOR APPEARED TO BE ORIGINAL EQUIPMENT. 20000623033159I (-23)DURING LANDING PHASE THE PILOT EXPERIENCED A LOSS OF DIRECTIONAL CONTROL DUE TO FAILURE OF SNUBBER BEARING BRACKET WHICH CAUSED THE DRIVE BELT TO TRAVEL OFF OF ALL PULLEYS STRIKING THE TAIL ROTOR SHAFT. PRIOR TO THE LOSS OF DIRECTIONAL CONTROL A LOUD BANG WAS HEARD, WHICH UPON INVESTIGATION IT WAS DETERMINED THAT THE SNUBBER BRACKET HAD FAILED. DURING LANDING ATTEMPT THE AIRCRAFT HIT THE LEFT SKID AND MAIN ROTOR BLADES STRUCK THE TAIL ROTOR ASSEMBLY. AIRCRAFT REMAINED UP RIGHT AND BOTH OCCUPANTS ESCAPED UNINJURIED. 20000623034099I (-23)GROUND CREW UNTIED AIRCRAFT N3152S AS PILOT WAS STARTING ENGINE TO LEAVE THE DOCK FOR TAKE-OFF FROM LAKE UNION. A GUST OF WIND FROM THE STARBOARD SIDE OF N3125S CAUSED THE AIRCRAFT TO MOVE LEFT. THE PROPELLER OF N3125S STRUCK THE STARBOARD WING TIP ON N900KA. N900KA WAS TIED TO THE PIER AND WAS IN THE PROCESS OF BAGGAGE LOADING WHEN INCIDENT OCCURED. 20000623034689I (-23)^PRIVACY DA^ ATTEMPTED TO SALAVAGE A POOR LANDING WHICH RESULTED IN A HIGH (15 FOOT) BOUNCE, THE AIRCRAFT STALLED AND FELL THROUGH TOUCHING DOWN ON ALL THREE WHEELS. THE NOSE GEAR COMPRESSED EXCESSIVELY CAUSING THE PROPELLER TO STRIKE THE GROUND. DAMAGE TO THE AIRCRAFT WAS CONFINED TO THE NOSE GEAR AND THE PROPELLER. 20000623034719I (-23)WHILE SPRAYING A WATERMELON FIELD IN BILLINGSELY, ALABAMA, N8639S, AN AIR TRACTOR, SUSTAINED FOUR BULLET HITS FROM A POSSIBLE AUTOMATIC WEAPON. THE PILOT HEARD THE BULLETS HIT THE AIRCRAFT. ONE BULLET GRAZED THE PILOTS ARM WHEN IT SHATTERED THE PLEXGLAS AND LODGED ITSELF IN THE TACHOMETER. THE PILOT CIRCLED THE AREA AND SAW SOMEONE WITH A WEAPON SHOOTING AT HIM. THE AUTAUGA SHERIFF'S DEPARTMENT ALONG WITH MONTGOMERY FEDERAL BUREAU OF INVESTIGATION ARE INVESTIGATING. 20000623035319I (-23)ACCORDING TO INSTRUCTOR PILOT ^PRIVAC^, THIS WAS A MULTI-ENGINE TRAINING FLIGHT. THE STUDENT PILOT WAS MAKING A NORMAL APPROACH TO RUNWAY 5 AT THE MOLOKAI AIRPORT. APPROXIMATELY 200 FEET FROM THE RUNWAY THRESHOLD, THE LEFT ENGINE LOST POWER. THE STUDENT PILOT INDICATED THAT SOMETHING WAS NOT RIGHT. THE INSTRUCTOR PILOT TOOK CONTROL OF THE AIRCRAFT BUT WAS UNABLE TO MAINTAIN DIRECTIONAL CONTROL. THE LEFT WING TIP STRUCK THE GROUND DAMAGING ONLY THE NAVIGATION LIGHT. AT THAT POINT, POWER WAS RESTORED ON THE LEFT ENGINE AND THE INSTRUCTOR PILOT ABORTED THE LANDING. THE AIRCRAFT WAS SUBSEQUENTLY LANDED UNEVENTFULLY. 20000623036389A (-23) ON JUNE 23, 2000, AT APPROX. 09:10 AM CDT, N4919G, A CESSNA 172 OPERATED BY A FLIGHT INSTRUCTOR AND STUDENT PILOT, WAS PRACTICING TOUCH AND GO LANDINGS ON RUNWAY 18 AT THE GREENVILLE, ILLINOIS AIRPORT. THE STUDENT PILOT, WHO HAD BEEN MANIPULATING THE AIRCRAFT CONTROLS FOR THESE MANUEVERS, HAD PERFORMED SEVERAL TAKEOFFS AND LANDINGS WITHOUT THE NEED FOR INTERVENTION BY THE FLIGHT INSTRUCTOR. AT APPROX. 10:00 AM CDT, THE FLIGHT INSTRUCTOR DISEMBARKED THE AIRCRAFT, CHECKED THE PREVAILING WINDS, AND ENDORSED THE STUDENTS CERTIFICATE FOR SOLO FLIGHT. THEREAFTER, THE STUDENT PILOT TOOK OFF ON RUNWAY 18 AT GREENVILLE, AND FLEW THE TRAFFIC PATTERN FOR APPROACH AND LANDING ON THE SAME RUNWAY. DURING THE LANDING, THE STUDENT PILOT BOUNCED THE AIRCRAFT ON THE RUNWAY WHICH RESULTED IN DAMAGE TO THE AIRCRAFT NOSE WHEEL, FIREWALL, AND PROPELLER TIPS. NO INJURIES WERE SUSTAINED DURING THIS EVENT. 20000623040341A (.4)THE LEARJET DEPARTED FROM AN UNCONTROLLED AIRPORT ABOUT 2 MINUTES BEFORE THE ACCIDENT ON A ON A VFR CLIMB AND WAS NOT TALKING TO ATC. THE EXTRA EA-300S DEPARTED VFR FROM A CONTROLLED AIRPORT AND REQUESTED AND RECEIVED A FREQUENCY CHANGE FROM THE CONTROL TOWER 2 MINUTES AFTER DEPARTURE. REVIEW OF RADAR DATA REVEALED THAT THE EXTRA CLIMBED TO 2,500 FEET ON A HEADING OF 346 DEGREES BEFORE DESCENDING TO 2,400 AT 1141:25. THE LEARJET WAS OBSERVED ON RADAR IN A RIGHT CROSSWIND DEPARTURE PASSING THROUGH 700 FEET ON A HEADING OF 242 DEGREES AT 1141:02. AT 1141:16, THE LEARJET WAS AT 1,400 FEET HEADING 269. AT 1141:30, THE EXTRA IS OBSERVED ON RADAR AT 2,400 FEET, IN A RIGHT TURN HEADING 360 DEGREES. THE LEARJET IS OBSERVED ON RADAR AT 1141:28 IN A CLIMBING LEFT TURN PASSING THROUGH 2,300 FEET. THE LAST RADAR RETURN ON BOTH AIRCRAFT WAS AT 1141:30. (-23) ON JUNE 23, 2000, AT ABOUT 1141 EASTERN DAYLIGHT TIME, A LEARJET 55, N220JC, REGISTERED TO UNIVERSAL JET AVIATION INC, OPERATING AS A CFR PART 91 REPOSITIONING FLIGHT, AND A EXTRA FLUGZEUGBAU GMBH, N300XS, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR 91 PERSONAL FLIGHT, EXPERIENCED AN IN-FLIGHT COLLISION ABOUT 2.5 NAUTICAL MILES SOUTH WEST OF BOCA RATON AIRPORT (BCT), BOCA RATON, FLORIDA. BOTH AIRCRAFT WERE DESTROYED, RESULTING IN THE DEATHS OF THE 3 PERSONS ABOARD THE LEARJET AND THE PILOT ONBOARD THE EXTRA. NO INJURIES OR DEATHS WERE REPORTED ON THE GROUND. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. AN IFR FLIGHT PLAN HAD BEEN FILED FOR N220JC, BUT IT HAD NOT BEEN ACTIVATED. NO FLIGHT PLAN WAS FILED FOR THE N300XS. THE LEARJET DEPARTED BOCA RATON AIRPORT FL, (BCT) ABOUT 6 MINUTES BEFORE THE ACCIDENT AND THE EXTRA DEPARTED POMPANO BEACH AIRPARK, FL, (PMP), ABOUT 4 MINUTES BEFORE THE ACCIDENT. EXAMINATION OF THE CRASH SITE REVEALED N220JC AND N300XS COLLIDED ABOUT 2.5 NAUTICAL MILES SOUTH OF THE BOCA RATON AIRPORT IN THE VICINITY OF ESTANCIA WEST, A GATED COMMUNITY LOCATED IN BOCA RATON FL. THE CRASH DEBRIS LINE WAS ON A HEADING OF APPROX 240 DEGREES AND WAS APPROX .33 MILES LONG. THE COLLISION BETWEEN THE TWO AIRCRAFT RESULTED IN AN EXPLOSION CAUSING THE EXTRA TO FRAGMENTATE WITH THE LARGEST AIRFRAME PIECES BEING THE FUSELAGE TUBING AND THE TOP OF THE LEFT WING. THE EXTRA ENGINE ASSEMBLY WAS THE FIRST PIECE OF WRECKAGE LOCATED IN THE DEBRIS FIELD. THE LEARJET FUSELAGE HAD SEPARATED INTO 2 PIECES AT ABOUT FUSELAGE STATION (FS) 392, DUE TO THE IMPACT AND RESULTING INFLIGHT EXPLOSION TO INCLUDE THE LEAR'S FUSELAGE FUEL TANK. THE NOSE, WING ASSEMBLIES AND FUSELAGE UP TO FS 392 IMPACTED AS ONE PIECE ON THE EAST SIDE OF A CONDOMINIUM LOCATED IN BOCA GROVE PLANTATION, AN ADJOINING GATED COMMUNITY ADJACENT TO ESTANCIA WEST. THE NOSE AND COCKPIT IMPACTED AND PENETRATED THE ROOF OF A CONCRETE ROOF OF THE CONDOMINIUM'S AUXILIARY GENERATOR ROOM. A POST-CRASH FIRE CONSUMED FS 204 THROUGH FS 392 OF THE FUSELAGE. THE LEFT AND RIGHT WING TANKS HAD RUPTURED BUT WERE NOT CONSUMED BY FIRE. REVIEW OF RADAR DATA REVEALED N220JC WAS OFF THE GROUND AT BCT AT 1540:53. THE RADAR SHOWED THE AIRCRAFT SLOWLY ACCELERATING IN A CLIMBING RIGHT TURN FROM RUNWAY HEADING TO APPROXIMATELY 270 DEGREES. N300XS DEPARTED PMP AND WAS OBSERVED ON RADAR AT 1000 FEET AT 1538:25. THE AIRCRAFT CLIMBED AND MAINTAINED APPROXIMATELY 2500 FEET ON A NORTH/NORTH WESTERLY HEADING AT A GROUND SPEED OF APPROXIMATELY 170 KNOTS. THE LAST RECORDED RADAR DATA SHOWED THE TWO AIRCRAFT TO BE WITHIN 100 FEET VERTICALLY AND 3 TENTHS OF A MILE HORIZONTALLY OF EACH OTHER. THE RECORDED GROUND SPEEDS FOR THE LAST RADAR PLOT SHOWED N220JC AT 189 KNOTS AND N300XS AT 173 KNOTS. 20000623040342A (.4)THE LEARJET DEPARTED FROM AN UNCONTROLLED AIRPORT ABOUT 2 MINUTES BEFORE THE ACCIDENT ON A ON A VFR CLIMB AND WAS NOT TALKING TO ATC. THE EXTRA EA-300S DEPARTED VFR FROM A CONTROLLED AIRPORT AND REQUESTED AND RECEIVED A FREQUENCY CHANGE FROM THE CONTROL TOWER 2 MINUTES AFTER DEPARTURE. REVIEW OF RADAR DATA REVEALED THAT THE EXTRA CLIMBED TO 2,500 FEET ON A HEADING OF 346 DEGREES BEFORE DESCENDING TO 2,400 AT 1141:25. THE LEARJET WAS OBSERVED ON RADAR IN A RIGHT CROSSWIND DEPARTURE PASSING THROUGH 700 FEET ON A HEADING OF 242 DEGREES AT 1141:02. AT 1141:16, THE LEARJET WAS AT 1,400 FEET HEADING 269. AT 1141:30, THE EXTRA IS OBSERVED ON RADAR AT 2,400 FEET, IN A RIGHT TURN HEADING 360 DEGREES. THE LEARJET IS OBSERVED ON RADAR AT 1141:28 IN A CLIMBING LEFT TURN PASSING THROUGH 2,300 FEET. THE LAST RADAR RETURN ON BOTH AIRCRAFT WAS AT 1141:30. (-23) ON JUNE 23, 2000, AT ABOUT 1141 EASTERN DAYLIGHT TIME, A LEARJET 55, N220JC, REGISTERED TO UNIVERSAL JET AVIATION INC, OPERATING AS A CFR PART 91 REPOSITIONING FLIGHT, AND A EXTRA FLUGZEUGBAU GMBH, N300XS, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR 91 PERSONAL FLIGHT, EXPERIENCED AN IN-FLIGHT COLLISION ABOUT 2.5 NAUTICAL MILES SOUTH WEST OF BOCA RATON AIRPORT (BCT), BOCA RATON, FLORIDA. BOTH AIRCRAFT WERE DESTROYED, RESULTING IN THE DEATHS OF THE 3 PERSONS ABOARD THE LEARJET AND THE PILOT ONBOARD THE EXTRA. NO INJURIES OR DEATHS WERE REPORTED ON THE GROUND. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. AN IFR FLIGHT PLAN HAD BEEN FILED FOR N220JC, BUT IT HAD NOT BEEN ACTIVATED. NO FLIGHT PLAN WAS FILED FOR THE N300XS. THE LEARJET DEPARTED BOCA RATON AIRPORT FL, (BCT) ABOUT 6 MINUTES BEFORE THE ACCIDENT AND THE EXTRA DEPARTED POMPANO BEACH AIRPARK, FL, (PMP), ABOUT 4 MINUTES BEFORE THE ACCIDENT. EXAMINATION OF THE CRASH SITE REVEALED N220JC AND N300XS COLLIDED ABOUT 2.5 NAUTICAL MILES SOUTH OF THE BOCA RATON AIRPORT IN THE VICINITY OF ESTANCIA WEST, A GATED COMMUNITY LOCATED IN BOCA RATON FL. THE CRASH DEBRIS LINE WAS ON A HEADING OF APPROX 240 DEGREES AND WAS APPROX .33 MILES LONG. THE COLLISION BETWEEN THE TWO AIRCRAFT RESULTED IN AN EXPLOSION CAUSING THE EXTRA TO FRAGMENTATE WITH THE LARGEST AIRFRAME PIECES BEIN THE FUSELAGE TUBING AND THE TOP OF THE LEFT WING. THE EXTRA ENGINE ASSEMBLY WAS THE FIRST PIECE OF WRECKAGE LOCATED IN THE DEBRIS FIELD. THE LEARJET FUSELAGE HAD SEPARATED INTO 2 PIECES AT ABOUT FUSELAGE STATION (FS) 392, DUE TO THE IMPACT AND RESULTING INFLIGHT EXPLOSION TO INCLUDE THE LEAR'S FUSELAGE FUEL TANK. THE NOSE, WING ASSEMBLIES AND FUSELAGE UP TO FS 392 IMPACTED AS ONE PIECE ON THE EAST SIDE OF A CONDOMINIUM LOCATED IN BOCA GROVE PLANTATION, AN ADJOINING GATED COMMUNITY ADJACENT TO ESTANCIA WEST. THE NOSE AND COCKPIT IMPACTED AND PENETRATED THE ROOF OF A CONCRETE ROOF OF THE CONDOMINIUM'S AUXILIARY GENERATOR ROOM. A POST-CRASH FIRE CONSUMED FS 204 THROUGH FS 392 OF THE FUSELAGE. THE LEFT AND RIGHT WING TANKS HAD RUPTURED BUT WERE NOT CONSUMED BY FIRE. REVIEW OF RADAR DATA REVEALED N220JC WAS OFF THE GROUND AT BCT AT 1540:53. THE RADAR SHOWED THE AIRCRAFT SLOWLY ACCELERATING IN A CLIMBING RIGHT TURN FROM RUNWAY HEADING TO APPROXIMATELY 270 DEGREES. N300XS DEPARTED PMP AND WAS OBSERVED ON RADAR AT 1000 FEET AT 1538:25. THE AIRCRAFT CLIMBED AND MAINTAINED APPROXIMATELY 2500 FEET ON A NORTH/NORTH WESTERLY HEADING AT A GROUND SPEED OF APPROXIMATELY 170 KNOTS. THE LAST RECORDED RADAR DATA SHOWED THE TWO AIRCRAFT TO BE WITHIN 100 FEET VERTICALLY AND 3 TENTHS OF A MILE HORIZONTALLY OF EACH OTHER. THE RECORDED GROUND SPEEDS FOR THE LAST RADAR PLOT SHOWED N220JC AT 189 KNOTS AND N300XS AT 173 KNOTS. 20000623042399A (-23) ACCORDING TO THE PILOT, SHE WAS CONDUCTING TAKEOFF AND LANDINGS AT THE NEW WASILLA AIRPORT. DURING THE LAST LANDING ROLLOUT THE AIRCRAFT STARTED TO YAW TO THE RIGHT. THE PILOT APPLIED RUDDER CONTROL TO STOP AND CORRECT THE YAWING ACTION. THE RUDDER INPUT DID NOT STOP OR CORRECT THE YAWING EFFECT TO THE RIGHT. THE PILOT APPLIED BRAKING ACTION TO SLOW AND STOP THE AIRCRAFT. THE AIRCRAFT CONTINUED TO YAW RIGHT AND CAME TO A STOP ON THE NOSE. THE DAMAGE CONSISTED OF PROPELLER, ENGINE COWL AND LEFT WING TIP AREA. 20000624006089A (-23) PILOT STATED THAT A FIVE KNOT CROSSWIND EXISTED, THAT HE LANDED, PUT ON THE BRAKES, AND THE AIRPLANE FLIPPED OVER. (.4) ON JUNE 24, 2000, ABOUT 1900 HOURS PACIFIC DAYLIGHT TIME, A CESSNA A185F, N185DE, WAS SUBSTANTIALLY DAMAGED DURING A NOSE OVER ON THE LANDING ROLLOUT AT MARANA, ARIZONA. THE AIRPLANE WAS OWNED AND OPERATED BY THE PRIVATE PILOT, WHO WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, WHICH WAS OPERATED UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE PILOT STATED TO THE SAFETY BOARD INVESTIGATOR THAT HE WAS LANDING, AND DURING THE ROLLOUT HE APPLIED AN EXCESSIVE AMOUNT OF BRAKING, WHICH CAUSED THE AIRPLANE TO NOSE OVER. AT THE PILOT'S LAST DOCUMENTED THIRD-CLASS FLIGHT PHYSICAL HE REPORTED A TOTAL FLIGHT TIME OF 15 HOURS. HE ALSO STATED THAT THERE WERE NO AIRPLANE OR WEATHER ISSUES. THE PILOT DID NOT PROVIDE THE SAFETY BOARD PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, FORM 6120.1/2. 20000624006789A (-23) DURING TAKEOFF AT APPROXIMATELY 30MPH THE LEFT WHEEL LOCKED UP. THE PILOT TRIED TO KEEP THE AIRCRAFT ON THE RUNWAY AND GET IT STOPPED. THE AIRCRAFT WENT OFF THE LEFT SIDE OF THE RUNWAY AND FLIPPED OVER. NO INJURIES-2 PASSENGERS 8 YRS AND 13 YRS OLD. 20000624008149A (-23) PILOT EXPERIENCED TOTAL ELECTRICAL FAILURE ONBOARD A/C APPROX. 14 MILES NORTH OF THE KEY WEST INTERNATIONAL AIRPORT. HE ATTEMPTED TO MANUALLY EXTEND THE LANDING GEAR BUT WAS UNABLE TO GET IT TO LOCK INTO POSITION. 20000624009859A (-23) ON JUNE 24, 2000, AT 1100 CDT, N8427K LANDED AT THE MCKINNEY AIRPORT, MCKINNEY, TEXAS. SHORTLY AFTER TOUCHDOWN THE A/C BEGAN A SHARP TURN AND EXITED THE RUNWAY ON THE LEFT SIDE STRIKING A RUNWAY SIGN, WHERE THE A/C CAM E TO REST. AT SOME POINT DURING THE LANDING ROLL, PART OF THE LEFT MAIN LANDING GEAR STRUT BROKE OFF. 20000624014139A (-23) ON JUNE 24, 2000, AT 0815 EDT, CESSNA 172N, N738WD DITCHED INTO THE ATLANTIC OCEAN 35 MILES EAST OF FT LAUDERDALE, FL. A/C OPERATED UNDER PART 91 WITH VFR. NO FLIGHT PLAN WAS FILED. THE PILOT AND THREE PASSENGERS WERE NOT INJURED AND THE A/C SUNK TO 1,000 FT OF WATER. ACCORDING TO THE PILOT, THE AIRPLANE WAS FUELED PRIOR TO DEPARTING THE GRAND BAHAMAS, AFTER TAKEOFF THE PILOT CLIMBED 6500 FT APPROX 30 MINUTES INTO THE FLIGHT THE PILOT THEN DESCENDED TO 2500 FT. WHEN THE PILOT APPLIED THROTTLE FOLLOWING THE DESCENT, THERE WAS NO ENGINE RESPONSE. THE ENGINE REMAINED IN IDLE AND THE PILOT DITCHED THE AIRPLANE NEAR A COMMERCIAL BOAT. ALL FOUR OCCUPANTS WERE RESCUED WITHOUT INJURIES. (.4)ACCORDING TO THE PILOT, ON THE DAY BEFORE THE ACCIDENT, THE AIRPLANE WAS FUELED WITH 10 GALLONS OF FUEL. HE STATED THAT THIS GAVE THE AIRPLANE A TOTAL OF 25 GALLONS PRIOR TO DEPARTING THE GRAND BAHAMAS. AFTER TAKEOFF, THE PILOT CLIMBED TO A CRUISE ALTITUDE OF 6500 FEET. APPROXIMATELY 42 NAUTICAL MILES OFF FREEPORT, HE BEGAN AN INITIAL DESCENT TO 4,500 FEET, THEN 3,500 FEET. WHEN THE PILOT APPLIED THROTTLE FOLLOWING THE DESCENT, THERE WAS NO E NGINE RESPONSE. THE ENGINE REMAINED AT IDLE AND THE PILOT DITCH THE AIRPLANE NEAR A COMMERICAL BOAT. ALL FOUR OCCUPANTS WERE RESCUED WITHOUT INJURIES. THE AIRPLANE WAS NOT RECOVERED, AND THEREFORE THE ENGINE WAS NOT EXAMINED. WEATHER CONDITIONS WERE FAVORABLE FOR THE FORMATION OF CARBURETOR ICE, AND CARBURETOR HEAT WAS NOT USED DURING THE DESCENT. 20000624015439A (-23) PIC DEPARTED GARDNER MUNI AIRPORT (K34) ON A LOCAL FLIGHT. ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN AT GARDNER, THE ENGINE SEIZED AND POWER WAS LOST. AN OFF-AIRPORT, FORCED LANDING WAS CONDUCTED TO A BEAN FIELD, WHERE THE A/C NOSED OVER AND WAS SUBSTANTIALLY DAMAGED. AN ENGINE TEARDOWN REVEALED A MIS-MATCHED, OVERSIZED PISTON AND AN IMPROPERLY INSTALLED REAR THRUST BEARING. AN FAA FORM 337 WAS NEVER FILED FOR THE STC'D CRANKSHAFT INSTALLATION OR AN A/C FABRIC RECOVERING. AD 94-05-05R1 HAD NEVER BEEN COMPLIED WITH.^PRIVACY DATA OMITTED^ 20000624020799I (-23)ENGINE CAUGHT FIRE ON TAKEOFF DUE TO A SEVERED OIL LINE, CAUSED BY A FAILURE OF THE POWER TURBINE WHEEL. ENGINE WAS A NON-CERTIFIED WALTERS 601E(8). CHANGED ENGINE. 20000624025619I (-23) WHILE ENROUTE FROM HOOD RIVER TO AURORA AT APPROX 2500 FT ENGINE FAILED. EXECUTED EMERGENCY LANDING. ATTENDANCE AT ENGINE DISASSEMBLY PLANNED. ENGINE FAILED CATASTROPOHICALLY SUBSTANTUATED DAMAGE INTERNALLY AND EXTERNALLY LESS THAN 300 HRS. SMOH. 20000624026299I (-23)STUDENT PILOT ON LANDING LOST CONTROL OF THE AIRPLANE WHEN GUSTY WINDS AROUND SOME HANGER PUSHED HIM OFF THE NARROW RUNWAY. THE NOSE WHEEL CAUGHT IN THE SAND CAUSING NOSE STRUT TO COLLAPSE. 20000624032129I (-23)ON JUNE 24, 2000, AT 1115 EST, A BEECH 1900-C, N1568W OPERATED BY GULF STREAM INTERNATIONAL AIRLINES, TAMPA, FLORIDA, ON TAKE OFF THE NUMBER TWO ENGINE COMPRESSOR STALLED, ITT WENT TO 820 DEGREES AND THE TORGUE REDUCED TO 1700 POUNDS. AIRCRAFT RETURNED TO TAMPA INTERNATIONAL AIRPORT AND LANDED WITHOUT INCIDENT. SUBSEQUENT INVESTIGATION FOUND FRAGMENTS OF NUMBER 2 ENGINE COMPRESSOR TURBINE STATOR MISSING AND COMPRESSOR TURBINE BLADES BADLY ERODED. 20000624032209I (-23)BASED ON THE INVESTIGATION BY OFFICER^PRIVACY DATA^ OF THE PARK COUNTY SHERIIF'S OFFICE, LIVINGSTON, MONTANA, EYE WITNESSES REPORTED THE FOLLOWING: ^PRIVACY DATA OMI^ DEPARTED AIRCRAFT N223AL OVER THE EMIGRANT ARE NEAR CHICO HOT SPRINGS, MT WITH THE INTENT OF PARACHUTING TO THE VALLEY FLOOR. AT APPROXIMATELY 300 FEET ABOVE GROUND LEVEL, ^PRIVACY D^ PERFORMED A "HOOK TURN" WHICH BROUGHT HIM AROUND 180 DEGREES AND INITIATED A RAPID DESCENT. ^PRIVACY D^ CONTACTED THE GROUND A RATE OF SPEED AND RECEIVED FATAL INJURIES. ONE WITNESS STATED THAT ^PRIVACY DAT^SEEMED TO FALL OUT OF THE AIR THE LAST 50 FEET. ONE WITNESS SUSPECTED THAT A WIND ROTOR FROM A RIDGE TO THE WEST MAY HAVE AFFECTED ^PRIVACY DAT^ CANOPY AND CAUSED A WIND SHEAR CONDITION. AN EXPERIENCED PARACHUTIST, NOT AN EYEWITNESS, EXPLAINED A "HOOK TURN" AS A RADICAL MOVE THAT CAN BE PERFROMED BY A HIGH PERFROMANCE PARACHUTE IN WHICH THE JUMPER IS SWUNG AROUND IN ROTATION AND FLIES FACING THE EARTH BEFORE THE WEIGHT OF THE JUMPER SWINGS BELOW THE CANOPY AT HIGH SPEED AND CONTINUES TO FLY NORMALLY. 20000624032709I (-23)ON JUNE 24, 2000, AT APPROXIMATELY 1807 CDT, AIR MIDWEST FLIGHT 5727, A BE-1900, N64YV, LANDED AT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO (MCI). AFTER DECLARING AN EMERGENCY DUE TO LANDING GEAR REQUIRING MANUAL EXTENSION. AIRCRAFT MADE ROUTINE LANDING. AIR MIDWEST MAINTENANCE FOUND CIRCUIT BREAKER POPPED, BUT UNABLE TO DUPLICATE PROBLEM. AIRCRAFT WAS OPERATIONAL FLIGHT TESTED AND FOUND SATISFACTORY. WITH THE REPORT INCIDENT #CE05000IAC063 IS CONSIDERED CLOSED. 20000624033209I (-23)AFTER LANDING AT TAXI SPEED WHILE STILL ON THE RUNWAY, THE LEFT MAIN GEAR COLLAPSED. ALL INDICATIONS WERE DOWN AND LOCKED PRIOR TO THE GEAR FAILURE. 20000624033619I (-23)NOSE GEAR COLLAPASED AFTER LANDING. GEAR RETRACTION TEST AND EMERGENCY EXTENTION WAS PERFORMED, OUTCOME WAS SATISFACTORY. REVIEW OF LOG BOOKS WILL BE CONDUCTED. 20000624034539I (-23)ON LANDING AT ELBA ALABAMA AIRPORT THE LEFT SIDE OF THE AIRCRAFT SANK AS THE LEFT GEAR COLLAPSED. THE LEFT WING TOUCHED THE RUNWAY AND THEN THE RIGHT GEAR COLLAPSED,BECAUSE OF THE SIDE LOAD, FOLLOWED BY THE NOSE GEAR. THE AIRCRAFT HAD A BAD JOINT AT THE FORWARD ATTACHED POINT WHICH CAUSED THE FAILURE. THE OWNER STATED THAT HE HAS STARTED TO SELL PARTS OF THE AIRCRAFT BECUASE HE DOES NOT TRUST THE GLUE THAT HE USED IN THIS AIRCRAFT. THE OWNER STARTED TO BUILD THIS AIRCRAFT ABOUT FOURTEEN YEARS AGO. THE OWNER SUSPECTS THERE COULD BE OTHER GLUE JOINT PROBLEMS WITH THIS AIRCRAFT AND HAS STATED THE AIRCRAFT WILL BE DESTROYED. 20000624034579I (-23)AN AMPHIBIOUS TWO PLACE EXTERIMENTAL AIRCRAFT (BUCCANEER) WAS PRACTICING TAKE OFF AND LANDINGS ON RUNWAY 19 AT EGLIN AFB, FLORIDA. AFTER A SERIES OF TOUCH AND GO LANDINGS, THE RIGHT LANDING GEAR COLLAPSED. THE TUBULAR LANDING GEAR BROKE ON THE RIGHT SIDE WHICH CAUSED THE RIGHT GEAR TO COLLAPSE. 20000624034769I (-23)THE PILOT STATES THAT WHEN HE EXTENDED THE LANDING GEAR FOR LANDING, THE LEFT MAIN GEAR DID NOT INDICATE DOWN. HE CONTACTED THE TOWER, WHO CONFIRMED THE LEFT MAIN GEAR DID NOT EXTEND. HE THEN STATED HE PERFORMED THE MANUAL GEAR EXTENSION PROCEDURE. HE STATED THE TOWER ONCE AGAIN CONFIRMED THE LEFT MAIN LANDING GEAR WAS NOT DOWN. THE PILOT STATED HE ELECTED TO LAND GEAR UP. AN A&P MECHANIC AT TIMBERLINE AVIATION IN GRAND JUNCTION, CO STATED THE "LEFT HAND GEAR TUBE FROM THE LANDING GEARBOX TO THE LEFT GEAR WAS BENT AND CRACKED IN THE WHEEL WELL". HE ALSO SAID, "IT APPEAR'S THE LEFT GEAR DID NOT UNLOCK AND THIS CAUSED THE TUBE TO BEND AND CRACK AS IT TRIED TO EXTEND THE GEAR". HE FURTHER STATED THE AIRCRAFT HAD BEEN RECENTLY BEEN REPAINTED. HE SAID HE OBSERVED TAPE ON THE GREASE ZERK FITTINGS AND COVERING PLACARDS FROM THE LAST TIME THE AIRCRAFT WAS PAINTED. ON REVIEW OF THE AIRCRAFT LOGBOOKS, IT WAS FOUND THAT SOME AIRWORTHINESS DIRECTIVES ASSOCIATED WITH THE LANIDNG GEAR WERE NOT COMPLIED WITHIN THE REQUIRED TIME. ^PRIVACY DATA OMI^ 20000624035289I (-23)ATTEMPTED TO DEPART WIHT A TAIL WIND. LOST CONTROL AND NOSED AIRCRAFT OVER FAR ENOUGH TO CAUSE A PROP STRIKE. NO OTHER DAMAGE TO AIRCRAFT. 20000624042589A (-23) ON JUNE 24, 2000 AT ABOUT 1100 ADT, A WHEEL EQUIPPED PIPER PA-18 REGISTERED TO AND PILOTED BY JEFF B. BARA WAS INVOLVED IN AN ACCIDENT ON AN UNNAMED STRIP 35 MILES NORTHWEST OF SKWENTA, ALASKA. ACCORDING TO THE PILOT, HE LEFT BIRCHWOOD AIRPORT BOUND FOR HIS CABIN STRIP NEAR SKWENTA. HE SET UP FOR A LANDING AND THE VARIABLE WIND CARRIED HIM DOWN THE RUNWAY. WHEN HE INITIATED A GO-AROUND IT WAS TOO LATE AND HE CRASHED INTO THE BUSH NOSING OVER ON HIS BACK. THERE WERE NO INJURIES HOWEVER HIS AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. 20000625006929A (-23) THE PILOT STATES HE WAS WORKING ON HIS COMMERCIAL LICENSE AND COMPLETING HIS LAST NIGHT SOLO, WHEN HE DECIDED TO PRACTICE A NIGHT SOFT FIELD TAKE OFF AND LANDING. THE PILOT FURTHER STATED, WITH FULL FLAPS THE PLANE LIFTED OFF AT A VERY SLOW SPEED, RESULTING IN VERY LITTLE CONTROL, AND THE PLANE DRIFTED TO THE LEFT OF THE RUNWAY. HE STATED HE THEN LEVELED THE WINGS AND LOWERED THE NOSE TO PICK UP SPEED. THE WING STRUCK A FENCE POST AND THE PLANE CRASHED. THE PILOT FURTHER STATED THAT THE ACCIDENT WAS COMPLETELY PILOT ERROR. 20000625007659A (-23) ON A RETURN FLIGHT FROM MASON CITY (MCW) TO DUBUQUE (DBQ) PILOT ENCOUNTERED A SEVERE THUNDERSTORM ACCORDING TO THE WITNESS STATEMENT FROM SAM JAMES MEYER. THE ACCIDENT HAPPENED 2 MILES WEST AND 4 MILES SOUTH OF SUMNER, IA. THE ACCIDENT SCENE INDICATES THE AIRCRAFT IMPACTED THE GROUND AT A HIGH RATE OF SPEED, GIVEN THE GROUND IMPACT DAMAGE AND WIDE DEBRIS AREA. THE IMPACT RESULTED IN COMPLETE DESTRUCTION OF THE AIRCRAFT AND FATAL INJURIES TO THE PILOT. 20000625012649A (-23) PILOT LOST CONTROL DURING LANDING AND GROUND LOOPED AIRCRAFT. 20000625014539A (-23) ON JUNE 25, 2000, A CESSNA 172H, N2526L DEPARTED THE ANGEL FIRE AIRPORT IN ANGEL FIRE, NM. AT APPROX. 1900 MDT, SHORTLY AFTER TAKEOFF, THE A/C COLLIDED WITH TREES DURING CLIMB, CRASHED AND BURNED. THE PILOT AND ONE PASSENGER WERE FATALLY INJURED, ANOTHER PASSENGER EXITED THE A/C WITH MINOR INJURIES. A/C WAS DEMOLISHED. (.4)THE AIRPLANE TOOK OFF AND MADE TWO COMPLETE CLIMBING CIRCUITS OF THE AIRPORT BEFORE PROCEEDING SOUTH TOWARDS RISING TERRAIN. A LINEMAN SAID HE 'COULD TELL THEY WERE HAVING TROUBLE GAINING ALTITUDE,' AND WATCHED AS THE AIRPLANE DISAPPEARED BEHIND TREES SOUTH OF TOWN NEAR A GOLF COURSE. A WITNESS SAID THE AIRPLANE CAME OVER HIS HOUSE AT LOW ALTITUDE, CLIPPED TREES, SPUN AROUND, HIT THE ROADWAY, AND CAUGHT FIRE. THE ACCIDENT SITE WAS 4.2 MILES SOUTH OF THE AIRPORT. THE DIFFERENCE BETWEEN THE ACCIDENT SITE ELEVATION AND THE AIRPORT ELEVATION IS 353 FEET. DENSITY ALTITUDE WAS CALCULATED AT 11,197 FEET MSL. THE AIRPLANE WEIGHED AN ESTIMATED 1,987 POUNDS. 20000625020769I (-23)NOSE GEAR COLLAPSED ON TAKEOFF POSSIBLY DUE TO MALFUNCTION OF NOSE GEAR ACTUATOR. 20000625027589I (-23)PILOT SAID HE WAS DISTRACTED WITH RADIO PROBLEMS AND FORGOT TO EXTEND THE LANDING GEAR. HE ALSO STATED THE LANDING GEAR WARNING DID NOT SOUND. 20000625028079I (-23)PILOT ALLOWED THE AIRCRAFT TO DEPART FROM THE RUNWAY, THE NOSE WHEEL STRUCK A ARRESTING BARIER. 20000625032189I (-23)NORTHWEST AIRLINES DC-10 BOEING PUSHED BACK FOR REPOSITIONING OFF OF GATE B-52 STRUCK A CONTINENTAL AIRLINES DC-10 PARKED AT GATE B-51. INVESTIGATION REVELED NORTHWEST AIRLINES MECHANIC/TUG OPERATOR FAILED TO FOLLOW PROPER PROCEDURES DURING PUSHBACK. IN ADDITION, CONTINENTAL AIRLINES AIRCRAFT WAS FOUND TO BE IMPROPERLY PARKED AT GATE B-51. ^PRIVACY DATA OMITTED^ 20000625032349I (-23)A/C LANDED RUNWAY 14, WINDS WERE AT 17015 KTS. PER (PIC) IT WAS A HARD LANDING NOSE GEAR FIRST. A/C BOUNCED UP & CAME DOWN ON THE NOSE GEAR AND SHEARED GEAR OFF. THE A/C ROLLED DOWN THE RUNWAY FO 1/10 OF A MILE. THERE WAS NO OTHER DAMAGE TO THE A/C. THERE WERE NO INJURIES. NOTE: THE PROP WAS DAMAGED. 20000625032519I (-23)ON JUNE 25, 2000 AFTER TOUCHDOWN ON RUNWAY 22 AT SPRINGFIELD CAPITAL AIRPORT, THE APPRROPRIATELT RATED PILOT EXPERIENCED FLAMES COMING OUT OF THE COWLING. THE PIC GOT ON THE BRAKES HARD AND CALLED THE TOWER INDICATING THE CORSAIR WAS ON FIRE. HE THEN SHUT DOWN THE ENGINE BY TAKING THE THROTTLE TO IDLE AND THE MIXTURE TO CUTOFF AND SHUT OFF THE FUEL. THE PILOT THEN SAW THE FLAMES ALMOST TO THE WINDSCREEN, AT WHICH TIME HE ELECTED TO EVACUATE AIRCRAFT, THE SPEED AT THE TIME WAS TO KNOTS OF LESS. THE PIC JUMPED OUT OF THE COCKPIT AND THE AIRCRAFT ROLLED TO A STOP. THE FIRE/RESCUE EQUIPMENT ARRIVED AND EXTINGUISHED THE FIRE. THE PILOT ESCAPED WITH OUT INJURY. THE AIRCRAFT SUFFERED FIRE DAMAGE TO ALL COMPONENTS IN THE ACCESSORY AREA AND NACELEE COWL. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000625032539I (-23)ON SUNDAY, JUNE 25, 2000, AT APPROXIMATELY 4 PM LOCAL TIME, THE SINGLE PILOT OF N555XX WAS ON AN APPROACH TO LAND AT CHERRY RIDGE AIRPORT (N30). WHILE IN THE TAFFIC PATTERN ON DOWNWIND, BASE AND FINAL APPROACH TO LAND ON RUNWAY 35 THE PILOT STATED HE FORGOT TO LOWER (EXTEND) THE LANDING GEAR. AFTER LANDING WITH THE GEAR IN THE RETRACTED POSITION 9UP) THE PILOT ADDED FULL POWER AND WAS ALBE TO SUCCESSFULLY MAKE A TAKEOFF/GO AROUND. THEN, WHILE REMAINING IN THE TRAFFIC PATTERN, THE PILOT LOWERED THE LANDING GEAR AND MADE AN UNEVENTFUL LANDING, CAUSING ONLY MINOR DAMAGE TO THE AIRCRAFT. 20000625032789I (-23)PILOT STATED THAT ON DOWN WIND GEAR WAS SELECTED TO DOWN POSITION. DURING TRANSIT A LOUD "POP" WAS HEARD AND MLG WAS TRAILING IN THE SLIP STREAM. LANDING GEAR WOULD NOT GO UP OR DOWN. GEAR UP LANDING WAS MADE. 20000625033469I (-23)CESSNA 172 DEPARTED DPA TO PEA. APPROXIMATELY 10 MILES FROM THE PELLA, IA AIRPORT THE AIRCRAFT ENGINE STARTING RUNNING ROUGH AND THEN LOST ALL POWER. THE PILOT MADE AN OFF-AIRPORT LANDING IN A SOYBEAN FIELD WITHOUT SUBSTANTIAL DAMAGE TO THE AIRCRAFT. FURTHER INSPECTION OF THE AIRCRAFT ENGINE SHOWED THAT THE NUMBER 4 CYLINDER EXHAUST VALVE WAS MISSING AND THE NUMBER 4 PISTON APPEARED TO BE BROKEN. 20000625034019I (-23)ON SUNDAY, JUNE 25, I WAS FLYING AN EXPERIMENTAL YAK 52 N105YK, WHICH IS BASED HERE AT CPA IN MOSES LAKE. A THOROUGH PREFLIGHT WAS COMPLETED AND NO ANOMALIES WERE FOUND. A PASSENGER AND MYSELF DEPARTED FROM RUNWAY 04 AND WERE CLIMBING THROUGH 300 FT. MSL, 5 MILES FROM THE DEPARTURE END WHEN THE OIL "CHIP LIGHT BEGAN TO FLICKER. ALL INDICATION FROM TEMPERATURES, PRESSURE, ETC. WAS NORMAL SO WE DECIDED TO TURN BACK TOWARD THE AIRPORT. WITHIN APP. 15 SECONDS A LOUD "POP" WAS HEARD, THE ENGINE VIBRATED VIOLENTLY AND LOST ALMOST ALL POWER. I ADVISED THE TOWER WE HAD ENGINE FAILURE AND WISHED TO RETURN TO LAND. THEY CLEARED US TO LAND ON ANY RUNWAY AND WE ACCEPTED STRAIGHT IN FOR 22. THE LANDING WAS UNEVENTFUL AND WE TOWED THE AICRAFT TO THE HANGER. 20000625034179I (-23)A/C CLEARED FOR T/O RUNWAY 34 WINDS WERE 2209G/8. APPLIED FULL POWER & RELEASED THE BRAKES. A/C STARTED TO ROLL FORWARD SUDDENDLY THE A/C VEERED TO THE LEFT, HEARD A SCREECHING NOISE APPLIED RIGHT BRAKE BUT IT WAS TOO LATE A/C NOSE OVER ON THE PROP. CUT POWER OFF. PROP WAS DAMAGED AND THE NOSE COWL HAS SOME DAMAGE. NO INJURY. 20000625034549I (-23)^PRIVACY ^ FLEW FROM SKAGIT REGIONAL AIRPORT WHERE THE AIRCRAFT IS BASED TO BELLINGHAM INTERNATIONAL ON A PERSONAL FIGHT. THE AIRCRAFT RECENTLY HAD NEW CLEVELAND BRAKES INSTALLED WHICH ARE MUCH MORE EFFECTIVE THAN THE BRAKES THEY REPLACED. PILOT STATED THIS WAS PROBABLY A FACTOR IN THE INCIDENT. ^PRIVACY ^REPORTED HE HIT A DIP IN THE RUNWAY AT THE SAME TIME HE APPLIED BRAKES WILE ROLLING OUT AFTER LANDING. TRAVELING AT APROXIMATE SPEED OF 15 MPH WHEN BRAKES WERE APPLIED. THE AIRCRAFT NOSED OVER AND CAME TO REST ON ITS NOSE. DAMAGE WAS CONFINED TO THE PROPELLER, SPINNER AND ENGINE COWLING. 20000625034589I (-23)ON 6-25-00, AT ARDMORE, OK AT APPROXIMATELY 14 CENTRAL TIME, AN EXPERIMENTAL TF 51 WAS TEST FLOWN BY ^PRIVACY DAT^. DURING THIS INITIAL TEST FLIGHT OF THIS AIRCRAFT AFTER MANUFACTURE, THE PILOT REPORTED A RISE IN OIL TEMPERATURE, WITH "POPPING AND BACKFIRING" WHEN POWER WAS INCREASED. THE PILOT WAS UNABLE TO SUCCESSFULLY MAKE THE INTENDED LANDING STRIP DUE TO LACKING POWER, LANDING SHORT, IN A WET FIELD. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE LANDING GEAR, AND MAJOR DAMAGE TO THE PROPELLER ONLY. M OR D WILL FOLLOW WHEN CAUSE IS DETEMINED. 20000625042579A (-23) THE PILOT STATED THAT DURING THE LANDING FLARE ON THE 900 FEET LONG BY 50 FEET WIDE GRAVEL AIRSTRIP, 28 MILES WEST-NORTHWEST OF NIKISKI, A BEAR RAN ONTO THE LANDING AREA APPROXIMATELY 20 FEET IN FRONT OF THE AIRCRAFT WITH ONE WHEEL ALREADY TOUCHED DOWN. THE PILOT SAID SHE MANEUVERED TO THE RIGHT SIDE OF THE RUNWAY AND APPLIED POWER TO AVOID THE BEAR. THE RIGHT WING CONTACTED BRUSH, AND THE AIRPLANE WAS PULLED OFF THE RIGHT SIDE OF THE AIRSTRIP. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO BOTH WINGTIPS AND THE TAIL ASSEMBLY. THE PILOT DID STATE THAT SHE OVERFLEW THE STRIP TO DETERMINE WIND (MILD) AND THAT THE APPROACH WAS NORMAL, LANDING WITHIN THE FIRST 1/4 OF THE RUNWAY THRESHOLD. WE DISCUSSED OPTIONS, HOWEVER, SHE STATED THAT SHE FELT THAT THERE WAS NO OTHER OPTION DUE TO THE CLOSE PROXIMITY OF THE BEAR TO HER AIRCRAFT IN AN ALMOST FULL TOUCHDOWN CONDITION. 20000625043649A (-23) AIRCRAFT LANDED LONG, WENT OFF RIGHT SIDE OF RUNWAY AND PROCEEDED TO TRAVEL SOME 1100' THROUGH THE GRASS AND OVER A GOLF GREEN AT WHICH POINT THE RIGHT WING STRUCK A TREE AND THE AIRCRAFT CAME TO REST THERE. RIGHT WING WAS RIPPED OFF THE AIRFRAME AS A RESULT OF THE IMPACT. THERE WERE NO INJURIES TO PILOT OR PASSENGERS. 20000626013259A (-23) PRACTICING LOW APPROACH TO PRIVATE STRIP, THE PILOT WAS GOING AROUND, AND ENCOUNTERED A DOWN DRAFT WHICH EXCEEDED THE AVAILABLE CLIMB CAPABILITY OF THE AIRCRAFT, CAUSING IT TO SETTLE INTO TREES. (.4)ACCORDING TO THE PILOT, WHILE PRACTICING LOW APPROACHES TO A PRIVATE STRIP, HE ENCOUNTERED A DOWN DRAFT WHICH EXCEEDED THE AVAILABLE CLIMB CAPABILITY OF THE AIRPLANE. THE AIRPLANE SETTLED INTO TREES BENDING THE LEFT WING UP TO ABOUT 90 DEGREES. WEATHER AT THE TIME OF THE ACCIDENT WAS; WIND 230 DEGREES AT 9 KNOTS, GUSTING TO 14 KNOTS, AND VISIBILITY AT 10 STATUTE MILES. 20000626021569I (-23)RIGHT MAIN LANDING GEAR COLLAPSED WHEN PILOT MADE LEFT TURN ON TO RUNWAY FOR TAKEOFF. NO FIRE OR INJURIES. MINOR DAMAGE TO RIGHT WING TIP AND RIGHT WING FLAP HINGE FAIRINGS. 20000626032779I (-23)THE LL-8-A (LUSCOME) AIRCRAFT WAS CLEARED TO TAXI BEHIND A KING AIR WHICH HAD RECEIVED A CLEARANCE FOR A MAINTENANCE RUN 20 MINUTES EARLIER. LUSCOME AIRCRAFT STOPPED PRIOR TO TAXING BEHIND AND VERIFIED THAT IT WAS NOT UNDER HIGH SETTING. LUSCOME CONTINUED TAXI AND PASSED BEHIND THE KING AIR AS THE KING AIR WENT FULL POWER. THE TAIL AND THE LEFT WING OF THE LUSCOME LIFTED INTO THE AIR AND SLAMMED BACK INTO THE RAMP CAUSING THE TAIL WHEEL BRACKET TO BREAK. PILOT AND PASSENGER WERE INTERVIEWED ALL RECORDS WERE IN ORDER. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. INCIDENT #ICE0120000027. 20000626033379I (-23)PILOT WAS MAKING TOUCH AND GO LANDING AT THE WATERLOO AIRPORT (ALO). ON TOUCH DOWN THE LANDING GEAR COLLAPSED. PILOT STATED HE DID NOT SECURE THE AIRCRAFT MANUAL LANDING GEAR IN THE DOWN POSITION AND DID NOT VISUALLY CHECK THAT THE LANDING GEAR WAS DOWN AND LOCKED PRIOR TO LANDING. THIS PARTICULAR AIRCRAFT IS EQUIPPED WITH A HAND OPERATED MECHANICAL LANDING GEAR. THE LANDING GEAR SYSTEM REQUIRES SPECIAL ATTENTION TO ASSURE ITS LEVEL IS SECURED IN THE LATCHED POSITION. THE LANDING GEAR LEVER MUST BE IN THE LATCHED POSITION BEFORE THE GREEN INDICATOR LIGHT WILL ACTIVATE. 20000626033699I (-23)WHILE TRIMMING A FIELD NEAR CARISLE, ARKANSAS, AIRCRAFT STRUCK ELECTRICAL WIRES. MINOR DAMAGE TO AIRCRFT WING STRUTS. 20000626034149I (-23)AIRCRAFT HAD ENGINE POWER LOSS BETWEEN ROSEBURG TO RED BLUFF. PILOT DECLARED EMERGENCY AND DESCENDED FROM 7500 FT TO LAND AT PRIVATE STRIP. AT 3500 FEET POWER RETURNED. THE PILOT FLEW TO MEDFORD. MECHANIC INSPECTED AIRCRAFT AND FOUND 1/2 PINT OF WATER IN FUEL BUT NO OTHER PROBLEMS WITH ENGINE. FUELING FACILITIES AT ROSEBURGAND HILLSBORO (ORIGINAL DEPARTURE POINT) CHECKED FUEL AND FOUND NO WATER. PILOT ADMITTED NOT CHECKING FUEL FOR WATER AFTER REFUELING IN ROSEBURG. (NOTE:PILOT SAID HE TOOK HIS REGULATORY CHECK RIDE ALMOST 2 YEARS AGO BUT DOES NOT KNOW THE EXACT DATE. SAID INFO IS IN HIS OLD AIRCRAFT LOG BOOK AND DOES NOT KNOW WHERE IT IS. ) 20000626034749I (-23)RESPONDED TO SCENE WHERE COMPANY REPORTED WING TIP STRIKE WITH JETWAY.FOUND AIRCRAFT AT GATE A-33, MEMPHIS INTERNATIONAL AIRPORT, WITH RIGHT WING TIP ABOUT SIX INCHES INTO METAL STAIRS COMING FROM JETWAY. THERE WAS A PARKING LINE ABOUT TEN FEET FURTHER AWAY FROM JETWAY THEN AIRCRAFT WAS. PILOT STATED THAT HE WAS FOLLOWING THE MARSHALLERS DIRECTIONS. PILOT STATED THAT THE MARSHALLER DID NOT SIGNAL TO STOP UNTIL AFTER THE IMPACT. 20000626034809I (-23)BOTH FUEL TANK SUMP DRAINS AND THE GASCOLATOR CHECK AT THE SCENE. APPROXIMATELY EIGHT OUNES OF FUEL WAS DRAINED FROM THE LEFT SUMP, SIX OUNCES FROM THE RIGHT SUMP AND ROW OUNCES FROM THE GASCOLATOR. 20000626034849I (-23) ON JUNE 26, 2000, AT 9138 EST, A BEECHCRAFT BE-200, S/N BB556, N79GA, REGISTERED TO GARDNER AVIATION, INC., WHILE ENROUTE TO TORONTO, CANADA, DIVERTED AND LANDED IN ELMIRA, NEW YORK (ELM), ON RUNWAY 24 AFTER THE LEFT ENGINE SHUT DOWN IN FLIGHT. THE ARFF RESPONDED AND THE AIRCRAFT WAS TOWED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL INSPECTED THE LEFT ENGINE AND FOUND METAL CONTAMINATION IN THE ENGINE OIL FILTER. THE ENGINE WAS REMOVED FROM THE AIRCRAFT AND A SERVICEABLE ENGINE INSTALLED. THE AIRCRAFT WAS RUN UP AND THE OPERATIONAL CHECK WAS GOOD. AIRCRAFT WAS RETURNED TO SERVICE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT WAS FILED. THE AIRCRAFT WAS NOT DAMAGED AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT MOUNT POCONO AIRPORT, PA ON JUNE 26, 2000. 20000626036849A (-23) AT 1800 LOCAL ON 26 JUNE 2000, THE CFI AND HIS STUDENT BEGAN A LESSON TO PRACTICE SHORT FIELD TAKEOFF AND LANDINGS AT THE PLYMOUTH METTETAL CANTON AIRPORT. APPROX. TWENTY MINUTES INTO THE LESSON, DURING AN APPROACH TO RUNWAY 18, THE STUDENT DRIFTED RIGHT FO THE RUNWAY. THE CFI APPLIED MORE POWER AND THE STUDENT GOT THE AIRCRAFT STRAIGHT AND LEVEL, BUT HE QUICKLY DRIFTED LEFT OF THE RUNWAY WITH THE RIGHT WING HIGH. THE CFI TOOK CONTROL OF THE AIRCRAFT AND RAISED THE FLAPS AND APPLIED FULL POWER. THE AIRCRAFT WOULD NOT FLY AND THE CFI ATTEMPTED TO LAND THE AIRCRAFT IN THE GRASS ON THE EAST SIDE OF THE RUNWAY. THE NOSE WHEEL DUG INTO THE GROUND CAUSING THE AIRCRAFT TO FLIP OVER ONTO ITS BACK RESULTING IN SUBSTANTIAL DAMAGE TO THE AIRFRAME, FLIGHT CONTROLS, NOSE GEAR, ENGINE AND PROP. NO INJURIES WERE SUSTAINED BY THE CFI OR STUDENT. THE CFI DID NOT REPORT AND INVESTIGATION DID NOT REVEAL ANY MECHANICAL IRREGULARITIES WITH EITHER THE AIRCRAFT OR THE ENIGNE. 20000626036959A (-23) THE AIRCRAFT DEPARTED OIC. THEY CLIMBED TO ABOUT 200' AGL AND ENCOUNTERED TURBULENCE. THE AIRCRAFT STALLED AND THE PILOT ELECTED TO TURN TO THE LEFT AND LANDED IN A CORNFIELD, SUBSTANTIALLY DAMAGING THE AIRCRAFT. 20000627010189A (-23) MR. G. FOLLMER WAS PRACTICING INSTRUMENT APPROACHES AT ELLICATT AIR FIELD (A50)WHERE HE ENTERED A THURNDERSTORM AND BECAME DISORIENTED IN INSTRUMENT METEOROLOGICAL CONDITIONS. HE RADIOED THE DENVER FLIGHT WATCH FOR ASSISTANCE. SHORTLY AFTER, ATC RADAR DETECTED THE AIRCRAFT IN A FLAT SPIN. THE AIRCRAFT STRUCK THE GROUND CAUSING FATAL INJURIES TO THE PILOT. 20000627010829A (-23) PILOT STATED HE DEPARTED HONDO MUNICIPAL AIRPORT FOR AERIAL APPLICATION PRACTICE FLIGHT OVER A CORN FILED APPROX. 9 MILES NORTH WEST. THE PILOT INDICATED HE WAS PRACTICING PASSES GOING NORTH AND SOUTH OVER THE CORN FIELD. THE PILOT STATED THAT DURING A TURN OUT ON THE NORTH END OF THE FIELD THE ENGINE QUIT RUNNING DUE TO FUEL STARVATION. THE PILOT LEVELED THE AIRCRAFT IN A WESTERLY DIRECTION PARALLEL TO A DIRT LANE AND FENCE BETWEEN AN EMPTY FIELD AND PLANTED FIELD. DUE TO THE FENCE THE PILOT COULD NOT USE THE LANE AND ATTEPMTED A LANDING IN THE EMPTY FIELD. THE FILED WAS TO SOFT AND AS THE AIRCRAFT SLOWED DOWN, THE MAIN WHEEL DUG INTO THE AIRCRAFT APPEARED TO BE LIMITED TO THE PROPELLER, LEFT WING LEADING EGDE AND TIP, TOP OF CANOPY STRUCTURE, VERTICAL FIN AND RUDDER. THE AICRAFT WILL BE FLIPPED BACK OVER USING A CRANE AND ESCORTED DOWN THE HIGHWAY BY LOCAL POLICE BACK TO T HE AIRPORT FOR REPAIRS. 20000627013109A (-23) A/C DEPARTED CONCRETE AIRPORT (WA13) FOR SIGHTSEEING TRIP AROUND MR BAKER AND LAKES. APPROX. 45 MINUTES INTO FLIGHT WITNESSES CONFIRMED THAT THEY HEARD A LOUD POP AND SAW SMOKE COMING FROM THE A/C. EXAMINATION OF THE A/C REVEALED THAT THE #1 ROD BEARING FAILED AND THE ROD EXITED THROUGH THE CRANKCASE CAUSING ENGINE FAILURE AND LOSS OF POWER. PILOT ATTEMPTED TO LAND THE A/C ON A LOGGING ROAD BUT A/C CONTACTED THE FROUND IN A BRUSHY FOREST CLEAR CUT CUASING SUBSTANTIAL DAMAGE AND SERIOUS INJURIES TO BOTH OCCUPANTS. 20000627025999I (-23) ON TAKE-OFF AT APPROX. 300 FT. AGL OVER THE RUNWAY 9L AT FLL. CATASTROPHIC ENGINE FAILURE OCCURRED TO #2 ENGINE WHEN BOTH HPT DISKS FROM THE ENGINE EXITED THE ENGINE ASSEMBLY AND WENT OVER THE TOP OF THE FUSELAGE TRAVELING FOR APPROX. 150 YARDS IN THE AIR AND ON THE GROUND ENDING IN STRIKING THE REAR OF A LATE MODEL BUICK PARKED IN THE RAMP AREA ADJACENT THE RUNWAY. NO PERSONS WERE IN THE VICINITY OF THE DEBRIS PATHS. ENGINE DEBRIS AND PARTS WERE SCATTERED OVER THE RUNWAY AND ADJACENT TAXIWAYS. FLIGHT CREW MADE CLOSED TRAFFIC TO RETURN TO DIAGONAL RUNWAY FOR SUCCESSFUL EMERGENCY LANDING. FLL RUNWAY 9L AND TAXIWAYS WERE CLOSED FROM 2030 TO 2200 LOCAL TIME FOR CLEAN UP AND SWEEP FOR DEBRIS. (.19)ON JUNE 27, 2000, ABOUT 2000 EDT, A DASSAULT FALCON 2000, XA-TDU, REGISTERED TO AVIACION COMERCIAL DE AMERICA, IN MONTERRY, MEXICO, AND OPERATED AS A TITLE 14 CFR PART 91 POSITIONING FLIGHT FROM FORT LAUDERDALE. VISUAL METEROLOGICAL CONDITIONS PREVAILED, AND IN INSTRUMENT FLIGHT PLAN WAS FILED. THE MEXICAN AIRLINE TRANSPORT-RATED PILOT AND SECOND PILOT WERE NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE INCIDENT. THE PILOT ST ATED THAT HE WAS IN THE RIGHT SEAT, AND THE SECOND PILOT WAS FLYING THE AIRCRAFT FROM THE LEFT SEAT, AND AFTER TAKEOFF FROM RUNWAY 09 LEFT, AS THEY WERE CLIMBING THROUGH ABOUT 150 TO 200 FEET, THERE WAS THE SOUND OF A LOUD BANK, AND THEY FELT EXTREME VIBRATIONS. THE NO. 2 GAGES WENT TO ZERO, AND THERE WAS NO INDICATION OF FIRE. THE SECOND PILOT CONTINUED FLYING AND STAYED IN PATTERN, RETURNING TO FORT LAUDERDALE INTERNATIONAL AIRPORT, WHERE HE LANDED WITHOUT FURTHER INCIDENT. A POSTINCIDENT INSPECTION OF TH AIRPLANE AND ENGINE REVEALED AN UNCONTAINED FAILURE IN THE POWER STAGE OF THE NO. 2 ENGINE, ALONG WITH DAMAGE TO THE VERTICAL AND HORIZONTAL STABILIZER, AND PENETRATION FO THE FUSELAGE, AFT TO THE PRESSURE BULKHEAD. DEBRIS FROM THE ENGINE FELL INTHE VICINITY OF THE DEPARTURE END OF RUNWAY 09L, AND DAMAGE A MOTOR VEHICLE. NO ONE ON THE GROUND WAS INJURED. (.4) THE CAPTAIN STATED THAT THE COPILOT WAS FLYING THE AIRCRAFT, AND AFTER ROTATION, AS THEY WERE CLIMBING THROUGH ABOUT 150 TO 200 FEET, THERE WAS THE SOUND OF A LOUD BANG, AND THEY FELT EXTREME VIBRATIONS. THE CAPTAIN STATED THAT THE NO. 2 ENGINE GAGES WENT TO ZERO, AND THERE WAS NO INDICATION OF FIRE. HE FURTHER STATED THAT THE COPILOT CONTINUED FLYING THE AIRCRAFT, AND STAYED IN THE PATTERN, RETURNING FOR AN OTHERWISE UNEVENTFUL LANDING. POSTINCIDENT EXAMINATION OF THE AIRPLANE REVEALED THAT A 2 TO 3-FOOT SECTION OF THE RIGHT ENGINE NACELLE, FROM APPROXIMATELY THE 9:00 TO THE 6:00 O'CLOCK POSITIONS, HAD TORN OUTWARD, IN LINE WITH THE HIGH-PRESSURE TURBINE (HPT) AREA OF THE ENGINE. MACROSCOPIC EXAMINATIONS, AS WELL AS MICROSCOPIC EXAMINATIONS OF THE NO. 2 ENGINE AND RECOVERED PORTIONS WERE CONDUCTED, AND THE EXAMINATIONS REVEALED A 360-DEGREE CIRCUMFERENTIAL GROOVE ON THE AFT FACE OF THE DISK, JUST OUTBOARD OF THE AFT 4-TOOTH KNIFE-EDGE STEEL FLANGE. THE GROOVE IN THE DISK WAS CONSISTENT WITH THE DISK HAVING BEEN IN CONTACT WITH THE 1ST-STAGE LOW-PRESSURE TURBINE SUPPORT/NOZZLE ASSEMBLY INNER CASTING FORWARD STATIC SEAL. IN ADDITION, RIVET HOLES ON THE FORWARD STATIC SEAL, AND ON THE FORWARD FLANGE REVEALED THE PRESENCE OF FRETTING MARKS, WHICH WERE INCONSISTENT WITH THOSE OF A TIGHTLY MATED ASSEMBLY. INSTEAD, THE FRETTING WAS INDICATIVE OF AN ASSEMBLY THAT ALLOWED RELATIVE MOTION BETWEEN THE SURFACES. FURTHERMORE, AN EXAMINATION USING A SCANNING ELECTRON MICROSCOPE ON THEAVAILABLE RIVET HEADS AND RIVET SHANKS REVEALED THAT ONE OF THE RIVET SHANKS SHOWED INDICATIONS OF FATIGUE, AND THAT THE FATIGUE ORIGINATED FROM AT LEAST TWO AREAS ON THE OUTER DIAMETER SURFACE OF THE SHANK, AND WAS INDICATIVE OF HIGH CYCLE FATIGUE. THERE WERE ALSO HEAVY FRETTING UNDERNEATH THE HEADS OF THE RIVETS ON THE SURFACE THAT MATED WITH THE SEAL, AND THE FRETTING WAS SIMILAR TO THAT FOUND 20000627032639I (-23)US AIR FLIGHT 1924 WAS ENROUTE FROM ROCHESTER (ROC) TO WASHINGTON (DCA) ON AN IFR FLIGHT WHEN IT DIVERTED TO HARRISBURG, PENNSYLVANIA (MDT) DUE TO AN ELECTRICAL BURNING SMELL IN THE CABIN NEAR ROW #1. NO SMOKE WAS NOTED. AN AFTER LANDING POST FLIGHT EXAMINATION REVEALED THAT THE FUMES WERE STRONGEST IN THE FORWARD CARGO COMPARTMENT AND THE E&E BAY. MAINTENANCE PERSONNEL FROM US AIR IN PHILADELPHIA (PHL) TROUBLESHOT THE PROBLEM AND DETERMINED THAT THE SMOKE WAS COMING FROM THE A TRANSFORMER RECTIFIER UNIT. ALL THREE TRU UNITS WERE REPLACED DUE TO DUST CLOGGING THE COOLING VENTS RESULTING IN OVERHEATING. US AIR PMI, ^PRIVACY DATA OM^ WAS CONTACTED AND EVAULATED THE MALFUNCTION. AN AIRCRAFT RECORDS CKECK WAS PLANNNED TO DETERMINED WHEN THE LAST CLEANING WAS ACCOMPLISHED. ON JUNE 30, 2000, US AIR RELIABILITY DEPARTMENT FORWARDED A COPY OF THE SDR FOR OUR REVIEW. NO FURTHER ACTION IS REQUIRED. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20000627032909I (-23)THE PILOT IN COMMAND STATED THAT DURING LANDING HE WAS SLIGHTLY OUT OF ALIGNMENT WITH THE RUNWAY, HE MADE A RIGHT HAND CORRECTION AND LANDED NORMAL. POST FLIGHT INSPECTION REVEALED THE RIGHT WING HAD CONTACTED THE RUNWAY, CAUSING DAMAGE TO THE LEADING EDGE SLAT AND WING TIP. 20000627033729I (-23)ATL-YYZ, DIVERTED TO TYS WITH SMOKE IN THE FORWARD GALLEY. SMOKE & FUMES IN FORWARD OVEN CAUSED BY EITHER PLASTIC OR FOOD ON HEATING ELEMENT. EXTINGUISHED BY FIRE EXTINGUISHER BY FLIGHT ATTENDANT. INSPECTION IN TYS BY AVIATION TECH SERVICES MAINTENANCE PERSONNEL AND PLACARDED PER MEL. OVERWEIGHT LANDING INSPECTION ACCOMPLISHED AND AIRCRAFT DEPARTED. 20000627034209I (-23)WHILE ENROUTE FROM ROC-BDL AT FL190 MILES WEST OF ALB, THE AIRCRAFT ENGINE LOST OIL PRESSURE AND THE ENGINE OIL TEMPURE INCREASED. PILOT DECLARED AN EMERGENCY W/BOSTON CENTER AND ELECTED TO LAND AT ALB. A COMPLETE ENGINE POWER LOSS OCCURRED. AS A RESULT, THE ENGINE SEIZED AND PROPELLER WOULD NOT TURN. PILOT CIRCLED OVER HEAD ALB TWO TIMES. THE PILOT USED THE EMERGENCY GEAR EXTENSION PROCEDURE TO EXTEND THE LANDING GEAR AND LANDED ON RUNWAY 1. THE NOSE GEAR DID NOT LOCK IN PLACE AND COLLAPSED UPON LANDING. THE AIRCRAFT RECEIVED MINOR DAMAGED TO THE NOSE GEAR DOORS AND ONE OF THE TWO PROPELLER BLADES. THE AIRCRAFT ENGINE HAS BEEN TAGGED BY THE ALBANY FSDO AND WILL UNDERGO A TEARDOWN INSPECTION AT THE LYCOMING ENGINE FACILITY. A REPRESENTATIVE OF THE FAA WILL BE PRESENT TO ONSEVRE THE ENGINE TEARDOWN. A SERVICE DIFFICULTY REPORT WILL BE SUBMITTED. THIS INVESTIGATION IS CLOSED. 20000627034619I (-23)THE FLIGHT CREW FELT A SHUTTER AND VIBRATION FROM THE AIRCRAFT SHORTLY AFTER TAKEOFF FROM AN OFFSHORE PLATFORM. THE FLIGHT CREW RETURNED TO THE PLATFORM AND LANDED WITHOUT INCIDENT. SUBSEQUENT INSPECTION OF THE AIRCRAFT REVEALED THAT ONE SET OF TAIL ROTOR COUNTER WEIGHTS WERE MISSING AND ONE TAIL ROTOR BLADE HAD SIGNIFICANT LEADING EDGE DAMAGE. FURTHER EVALUATION THAT THE COUNTER WEIGHT BELLCRANK MOUNTING STUD ON THE TAIL ROTOR CROSSHEAD FAILED AT THE COTTER PIN HOLE. THE FAILED CROSSHEAD WAS SENT TO THE MANUFACTURE FOR ENGINEERING EVALUATION WAS CORRDINATED WITH THE FAA ROTORCRAFT CERTIFICATION OFFICE (ASW-170). 20000627039859A (.4)DURING TAKEOFF, THE ENGINE STARTED TO 'COUGH' AND WOULD NOT PRODUCE ENOUGH POWER TO MAINTAIN FLIGHT. THE PILOT LANDED THE SINGLE-ENGINE AIRPLANE ON THE REMAINING RUNWAY; HOWEVER, THE AIRPLANE OVERRAN THE RUNWAY AND IMPACTED A DITCH AND BUSHES. THE PILOT REPORTED THAT A SIMILAR ENGINE EVENT OCCURRED A FEW WEEKS PRIOR TO THE ACCIDENT, AND AS A RESULT, A MECHANIC REPLACED THE ENGINE DRIVEN FUEL PUMP. AN ENGINE TEST RUN WAS CONDUCTED AFTER THE ACCIDENT WITH THE SECOND FUEL PUMP INSTALLED. NO ANOMALIES WERE NOTED DURING THE TEST RUN. BOTH THE FIRST AND SECOND FUEL PUMPS WERE INSPECTED, LEAK CHECKED, AND FLOW TESTED AT THE ENGINE MANUFACTURER'S FACILITY. THE FIRST FUEL PUMP DID CONTAIN AN AIR LEAK; HOWEVER, THE SECOND FUEL PUMP, WHICH WAS INSTALLED ON THE ENGINE AT THE TIME OF THE ACCIDENT, DID NOT DISPLAY ANY ANOMALIES THAT WOULD HAVE PREVENTED ITS OPERATION ON THE AIRPLANE. THE SECOND FUEL PUMP WAS REINSTALLED ON THE ENGINE, AND THE ENGINE WAS REINSTALLED ON THE AIRPLANE. AFTER REDELIVERY OF THE AIRPLANE, THE ENGINE LOST POWER DURING TAXI OPERATIONS. THE MECHANIC REMOVED AND REPLACED THE SECOND FUEL PUMP WITH A THIRD PUMP AND ADJUSTED THE FUEL INJECTOR SETTINGS. THE SECOND ENGINE DRIVEN FUEL PUMP WAS TESTED A SECOND TIME WITH SIMILAR RESULTS AS THE FIRST TEST. NO ANOMALIES HAVE OCCURRED WITH THE ENGINE SINCE THE FUEL INJECTOR ADJUSTMENT. (-23) THE PILOT TOLD THE OKLAHOMA HIGHWAY PATROL TROOPER, HE LANDED AT TALIHINA AIRPORT DUE TO AN ENGINE MALFUNCTION, THEN LOST POWER DURING HIS ATTEMPT TO TAKE OFF. THE AIRCRAFT SKIDDED OFF THE SOUTH END OF THE RUNWAY ABOUT 100 YARDS AND ACROSS A 6 TO 8 FOOT WIDE CREEK AND STOPPED IN SOME TALL TREES. THERE WAS NO FIRE AND THE PILOT SUFFERED MINOR INJURY. ^PRIVACY DATA OMITTED^ IP. THE MAXIMUM TAKEOFF POWER FUEL FLOW INDICATED 23.1 GALLONS/HOUR. NO ANOMALIES WERE NOTED DURING THE TEST RUN. THE ORIGINAL FUEL PUMP, S/N J069918B, WAS SENT TO THE MANUFACTURER FOR TESTING ON OCTOBER 19, 2000, AND WAS FOUND TO HAVE AN AIR LEAK, WHICH ALLOWED "AIR TO BE SUCKED INTO THE INLET CAUSING VAPOR AND THE POSSIBILITY OF CAVITATING THE PUMP OUTLET." THE AIRPLANE WAS THEN TAKEN TO THE MOONEY AIRCRAFT CORPORATION MANUFACTURING FACILITY IN KERRVILLE, TEXAS, FOR REPAIRS. IN THE INTERIM, THE ENGINE WAS SENT TO MATTITUCK AVIATION IN MATTITUCK, NEW YORK, FOR OVERHAUL. DURING THE OVERHAUL, MATTITUCK MECHANICS SENT THE ENGINE DRIVEN FUEL PUMP, S/N C210024B, TO THE ENGINE MANUFACTURER'S FACILITY FOR A FLOW TEST. ON NOVEMBER 22, 2000, THE FUEL PUMP WAS INSPECTED, LEAK TESTED, AND FLOW TESTED. THE ONLY ANOMALY NOTED WAS THE FUEL PUMP CALIBRATION, WHICH RESULTED IN A HIGHER DISCHARGE PRESSURE THAN SPECIFIED BY THE MANUFACTURER. THE ENGINE MANUFACTURER REPRESENTATIVE STATED THAT THE FUEL PUMPS ARE ADJUSTED ON THE AIRCRAFT AND "THE PUMP FLOW...COULD HAVE BEEN RE-ADJUSTED TO MEET PRODUCTION SPECIFICATIONS." HE ADDED THAT IT WAS A "NORMAL" FLOW TEST RESULT. THE FUEL PUMP WAS SHIPPED T R MATTITUCK AND THE ENGINE WAS REASSEMBLED AND SHIPPED TO MOONEY'S FACILITY FOR PLACEMENT ON N22166. THE AIRPLANE, WITH THE ORIGINAL ENGINE INSTALLED, WAS RE-DELIVERED TO THE OWNER. UPON RE-DELIVERY, IT WAS NOTED THAT THE AUTOPILOT TRIM SYSTEM MALFUNCTIONED. THE OWNER REQUESTED THAT A MECHANIC TEST THE SYSTEM. THE MECHANIC STATED THAT WHILE HE WAS TAXIING TO THE RUNWAY TO TEST THE AUTOPILOT SYSTEM 20000628008179A (-23) THE PILOT ENTERED AUTOROTATION FOLLOWING ENGINE FLAMEOUT CAUSED BY FUEL EXHAUSTION. THE A/C WAS SUBSTANTIALLY DAMAGED WHEN THE MAIN ROTOR STRUCK TAILBOOM CAUSING IT TO SEPARATE FROM THE A/C. 20000628009179A (-23) DURING A LANDING CAPTURE OPERATION OF AN AIRSHIP, GROUND CREW MEMBER MR. DEAN NORSWORTHY COLLIDED WITH ANOTHER GROUND CREWMAN. NORSWORTHY WAS KNOCKED OFF-BALANCE AND FELL TO STRIKE HIS HEAD ON THE PAVEMENT. MR. NORSWORTHY SUBSEQUENTLY DIED OF HIS INJURIES AT LOMA LINDA UNIVERSITY MED CENTER. MR DEAN NORSWORTHY DIED OF INJURIES ON JULY 11, 2000 AT 0821. (.4) ON JUNE 28, 2000, AT 0805 HOURS PACIFIC DAYLIGHT TIME, A GROUND HANDLER FOR A WORLDWIDE AERO AEROS-40B TWIN ENGINE BLIMP, N819AC, WAS FATALLY INJURED WHILE ATTEMPTING TO RECOVER THE AIRSHIP AT SAN BERNARDINO, CALIFORNIA. THE BLIMP, OPERATED BY AIRSHIP USA, INC., AS AN INSTRUCTIONAL FLIGHT UNDER 14 CFR PART 91, WAS NOT DAMAGED, NOR WERE THE PILOT, CO-PILOT, OR ANY OF THE REMAINING GROUND CREWMEMBERS INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL FLIGHT. THE INSTRUCTIONAL FLIGHT TO FAMILIARIZE THE CO-PILOT WITH THE AIRSHIP HANDLING CHARACTERISTICS HAD ORIGINATED FROM SAN BERNARDINO INTERNATIONAL AIRPORT ABOUT 0730 ON THE MORNING OF THE ACCIDENT, AND WAS TERMINATING WHEN THE ACCIDENT OCCURRED. ACCORDING TO A WRITTEN STATEMENT PROVIDED BY THE PILOT, SHE WAS DEMONSTRAT ING A LIGHTER THAN NEUTRAL LANDING FOR HER STUDENT. THERE WERE TWO GROUND CREW ASSIGNED TO CATCH THE MOORING ROPE AND ASSIST WITH THE AIRSHIP LANDING. AS THE BLIMP NEARED THE LANDING AREA, ONE OF THE GROUND HANDLERS (LISTED AS NUMBER 1 FOR THE PURPOSES OF THIS REPORT) CAUGHT THE NOSE LINE AND THE OTHER GROUND CREW (LISTED AS NUMBER 2 FOR THE PURPOSES OF THIS REPORT) RAN TO ASSIST GROUND HANDLER NUMBER 1, WHO WAS RUNNING WITH THE NOSE ROPE TO SLOW THE AIRSHIP. GROUND HANDLER NUMBER 2 REALIZED THAT HE WAS ON A COLLISION COURSE WITH GROUND HANDLER NUMBER 1 AND "BEGAN RUNNING BACKWARD TO AVOID BEING HIT." GROUND HANDLER NUMBER 2 THEN STUMBLED, FELL AND HIT HIS HEAD ON THE CONCRETE APRON. GROUND HANDLER NUMBER 1 IMMEDIATELY LAUNCHED THE AIRSHIP BACK INTO THE AIR SO HE COULD ATTEND TO GROUND HANDLER NUMBER 2. A LOCAL AMBULANCE WAS CALLED AND THE GROUND HANDLER WAS TAKEN TO THE HOSPITAL. ACCORDING TO THE SAN BERNARDINO INTERNATIONAL AIRPORT AIRCRAFT ACCIDENT/INCIDENT REPORT, GROUND HANDLER NUMBER 1 STATED THAT GROUND HANDLER NUMBER 2 RAN INTO HIM WHILE TRYING TO GRAB THE ROPE. THE COLLISION CAUSED GROUND HANDLER NUMBER 2 TO FALL AND HIT HIS HEAD. THE NTSB CONDUCTED A TELEPHONE INTERVIEW WITH GROUND HANDLER NUMBER 1 ON OCTOBER 3, 2002. DURING THE TELEPHONE CONVERSATION, HE STATED THAT GROUND HANDLER NUMBER 2 WAS RUNNING AND TRIPPED, WHICH CAUSED HIM TO FALL BACKWARD AND HIT HIS HEAD. ACCORDING TO FAMILY MEMBERS, THE GROUND HANDLER DIED AS A RESULT OF HIS INJURIES ON JULY 11, 2000. IN THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, UNDER THE SECTION TITLED "RECOMMENDATION (HOW COULD THIS ACCIDENT HAVE BEEN PREVENTED)," THE PILOT RECOMMENDED THAT THE GROUND CREW WEAR HELMETS. 20000628010849A (-23) STUDENT PILOT STATED THAT WHILE PRACTICING DIFFERENT MANEUVERS FOR HIS CHECK RIDE THE NEXT MORNING, THE AIRCRAFT RAN OUT OF FUEL. THE PILOT LANDED AIRCRAFT ON ROAD AND HIT A SIGNPOST AND THE NOSE GEAR AND LEFT MAIN GEAR COLLAPSED. (.4)ON JUNE 28, 2000, AT 2344 CENTRAL DAYLIGHT TIME, A CESSNA 172N AIRPLANE, N4918G, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING IN A RESIDENTIAL AREA NEAR SAN ANTONIO, TEXAS. THE AIRCRAFT WAS REGISTERED TO AND OPERATED BY ALPHA TANGO FLYING SERVICES, INC., OF SAN ANTONIO, TEXAS. THE FLIGHT INSTRUCTOR AND THE PRIVATE PILOT, WHO WAS RECEIVING INSTRUCTION, WERE NOT INJURED. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE SAN ANTONIO INTERNATIONAL AIRPORT AT 2130. ACCORDING TO THE INSTRUCTOR'S WRITTEN STATEMENT, HE THOUGHT THEY HAD ENOUGH FUEL FOR A 1-HOUR AND 30-MINUTE FLIGHT. HE INTENDED ON FILLING THE FUEL TANKS AT THE STINSON MUNICIPAL AIRPORT (12 NAUTICAL MILES SOUTH OF SAN ANTONIO INTERNATIONAL). THE FLIGHT DEPARTED FOR A LOCAL INSTRUME NT TRAINING FLIGHT. THE STUDENT EXECUTED HOLDING PROCEDURES AND AN INSTRUMENT APPROACH AT STINSON. THE INSTRUCTOR CRITIQUED THE STUDENT'S FLIGHT AND OVERLOOKED THE FACT THAT THEY STILL HAD NOT REFUELED THE AIRPLANE. THE INSTRUCTOR HAD THE STUDENT FLY TO CASTROVILLE (23 NAUTICAL MILES SOUTHWEST OF SAN ANTONIO INTERNATIONAL, AND 20 NAUTICAL MILES WEST OF STINSON), WHERE THE STUDENT WAS TO PRACTICE ANOTHER INSTRUMENT APPROACH; HOWEVER, UPON ARRIVAL AT CASTROVILLE, THE PILOTS FOUND THE NAVIGATION AID THEY WERE GOING TO USE WAS INOPERATIVE. THE FLIGHT THEN RETURNED TO SAN ANTONIO, WHERE THE INSTRUCTOR HAD THE STUDENT PRACTICE INSTRUMENT APPROACHES. WHILE RECEIVING VECTORS FOR THE LAST INSTRUMENT APPROACH, THE ENGINE BEGAN TO LOSE POWER. THE INSTRUCTOR REQUESTED PRIORITY HANDLING; HOWEVER, SHORTLY THEREAFTER THE ENGINE LOST TOTAL POWER. THE INSTRUCTOR LANDED THE AIRPLANE IN A RESIDENTIAL AREA WHERE THE RIGHT WING IMPACTED A STREET SIGN AND THE LEFT MAIN LANDING GEAR COLLAPSED. THE INSTRUCTOR STATED THAT HE FORGOT TO REFUEL THE AIRPLANE BECAUSE HE WAS "FATIGUED," AND "DISTRACTED" WITH THE CRITIQUE OF THE STUDENT'S FLYING. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE,THE RIGHT WING SPAR SUSTAINED STRUCTURAL DAMAGE AND THE FUEL TANKS WERE FOUND EMPTY. 20000628026369I (-23)ON JUNE 28, 2000, ^PRIVACY DATA OMITTED^ , A STUDENT PILOT OF A CESSNA 152, N 89602, TOOK OFF FROM MEACHAM AIRPORT ON AN UNAUTHORIZED CROSS COUNTRY FLIGHT TO COX FIELD (PRX) PARIS, TEXAS. DURING THE FLIGHT ^PRIVACY DATA ^ BECAME LOST. HE STATED THAT HE MADE SEVERAL ATTEMPTS TO MAKE RADIO CONTACT WITH FORT WORTH CENTER, REGIONAL APPROACH AND RCO BUT TO NO AVAIL. FEARING THAT HE WOULD RUN OUT OF FUEL HE MADE A LANDING IN A FARMER'S FIELD NEAR COMMERCE, TEXAS. 20000628027469I (-23)IGL1920000022-A STUDENT PILOT, WHILE CONDUCTING A SECOND SUPERVISED SOLO AT SOUTHERN ILLINOIS AIRPORT, DIVERTED HIS ATTENTION INSIDE THE COCKPIT WHILE ON THE TAKEOFF ROLL TO VERIFY HIS AIRSPEED. THE AIRPLANE VEERED TO THE LEFT OFF THE HARD SURFACE RUNWAY STRIKING TWO RUNWAY LIGHTS. THE PILOT REGAINED CONTROL AND RETUNED TO THE RUNWAY. THE TAKEOFF WAS ABORTED AND THE STUDENT PILOT TAXIED TO THE RAMP. THE AIRPLANE RECEIVED MINOR DAMAGE AND THERE WAS NO REPORTED INJURIES TO THE STUDENT PILOT, THE SOLE OCCUPANT. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000628028119I (-23)SMOKE IN CABIN AFTER TAKEOFF. DECLARED EMERGENCY, RETURN LANDED RWY27L (ORD) AND EVACUTED AIRCRAFT ON RUNWAY. PASSENGERS WERE TAKEN TO TERMINAL BY BUS. ONE PASSENGER HAD SWOLLEN ANKLE AND WAS TAKEN TO HOSPITAL TREATED AND RELEASED. 20000628028249I (-23)ON JUNE 28, 2000 AT APPROXIMATELY 1140 AM AN INTERNATIONAL AIR HANDLERS BAGGAGE CART #T-2 BECAME UNHITCHED AND STRUCK AN ATA BOEING-727, REGISTRATION N767AT,WHILE THE AIRCRAFT WAS TAXING TO A "C" CONCOURSE GATE AT MDW AIRPORT. THERE WERE NO INJURIES TO PASSENGERS OR CREW. THE VECHICLE DRIVER STATED THE AIRCRAFT TURNED IN FRONT OF HIM AND HE MADE A SHARP TURN TO AVOID THE AIRCRAFT AND ONE OF THE CARTS CAME LOSE AND STRUCK THE RIGHT SIDE OF THE AIRCRAFT. THE RIGHT OUTBOARD AFT FLAP WAS DAMAGED AND HAD TO BE REPLACED. THE FLAP WAS REMOVED AND REPLACED AND OP CHECKED IAW THE 727 M/M, CHAPTER 27-51-12. INVESTIGATION BY MDW GROUND OPERATIONS REVEALED THE TOW HITCH PIN SAFETY ON THE SUBJECT CART WAS MISSING. INTERNATIONAL AIR HANDLERS REPLACED THE BAGGAGE CART PIN IN QUESTION WITH A NEWLY DESIGNED BAGGAGE CART TOW HITCH SAFETY PIN THAT IS SUPPOSED TO PRECLUDE THIS TYPE OF OCCURRENCE. 20000628035239I (-23) THE PILOT-IN-COMMAND STATED THAT N5771M, A CE-310, DEPARTED RUNWAY 4 AT THE LAUREL AIRPORT (6S8), LAUREL, MONTANA, ON JUNE 28, 2000. AFTER DEPARTURE HE INDICATED THAT HE RETRACTED THE LANDING GEAR, HEARD A LOUD BANG, AND RE-ENTERED THE TRAFFIC PATTERN FOR A LANDING ON RUNWAY 4. AFTER SELECTION OF GEAR DOWN, HE NOTICED THAT THE NOSE WHEEL DID NOT FULLY EXTEND AND LOCK INTO PLACE. AFTER CONSULTING THE EMERGENCY CHECKLIST AND PERFORMING SOME ADDITIONAL MANEUVERS, HE WAS UNABLE TO FULLY EXTEND AND LOCK THE NOSE WHEEL INTO POSITION. HE STATES THAT HE THEN CONTACTED THE BILLINGS LOGAN INTERNATIONAL AIRPORT (BIL) ATCT FOR A LANDING ON RUNWAY 10L. PRIOR TO TOUCHDOWN, HE SECURED AND FEATHERED BOTH ENGINES. ATC PERSONNEL FROM THE BIL ATCT STATE THAT AFTER TOUCHDOWN, THE NOSE WHEEL COLLAPSED AND THE AIRCRAFT CAME TO REST WITH THE MAIN GEARS FULLY EXTENDED AND THE AIRCRAFT RESTING ON ITS NOSE. A POST INCIDENT EXAMINATION OF THE AIRCRAFT BY MAINTENANCE INSPECTOR PERSONNEL IN OUR OFFICE INDICATES THAT DAMAGE TO THE NOSE GEAR DOORS IN CONSISTENT WITH THE DAMAGE THAT OCCURS FROM LEAVING THE NOSE GEAR DOORS DISCONNECTED PRIOR TO FLIGHT. THE LEFT NOSE GEAR DOOR HAD RUBBER FROM THE NOSE TI RE IN THE MIDDLE OF THE DOOR. THIS WOULD INDICATE THAT THE DOOR WAS CLOSED WHEN THE GEAR WAS RETRACTED. DAMAGE TO THE RIGHT DOOR ALSO INDICATES THAT IT WAS CLOSED WHEN THE GEAR WAS RETRACTED. 20000628041669A (-23) CREW WAS PERFORMING TOUCH AND GO'S AT ZEPHYRHILLS AIRPORT, FLORIDA. DURING THE FIRST TAKE OFF, THE NOSE WHEEL EXITED THE AIRCRAFT. PILOT IN COMMAND CALLED EUROPA AIRCRAFT COMPANY AT LAKELAND AIRPORT, FLORIDA, TO ADVISE OF THE CONDITION AND TO REQUEST ASSISTANCE IN LANDING. AIRCRAFT LANDED ON WHAT REMAINED OF THE NOSE STRUT. THE NOSE STRUT NORMALLY ANGLES IN AN AFT TO FORWARD DIRECTION. UPON CONTACT WITH THE GROUND THE REMAINING PORTION OF THE STRUT BENT BACKWARDS, PUNCTURING THE FIREWALL AND BREAKING AND/OR CRACKING THE REMAINING WELDS OF THE ASSEMBLY. PARTS WILL BE SENT TO MIAMI NTSB FOR FURTHER INVESTIGATION PER THE REQUEST OF JOHN LOVELL. FULL NARRATIVE CONFIRMED BY PIC, IS DOCUMENTED IN ATTACHED LAKELAND POLICE REPORT. 20000629007189A (-23) ON JUNE 28, 2000, AT 0850 HOURS MST A CESSNA 182K, N3094Q, OWNED BY PRESCOTT PRECISION DIE, AND OPERATED BY COMMERICAL PILOT WILLIAM S. FRIEDMAN, CERTIFICATE NUMBER 0064661567, HAD A CATASTROPIC ENGINE FAILURE AND MADE FORCED LANDING ON A ROAD NEAR MAYER, AZ. INVESTIGATION OF THE ENGINE REVEALED THE NUMBER 5 ROD BOLTS WERE NOT TORQUED PROPERLY WHICH CAUSED THE ROD TO FAIL DAMAGING THE ENGINE AND ENGINE STOPPAGE. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE TO THE WINGS, PROPELLER, FIRE WALL, AND NOSE GEAR. 20000629007249A (-23)DOING TOUCH AND GO'S HIT HARD AND FLAT. BLEW OUT TAIL WHEEL, WENT OFF OF RUNWAY TO THE LEFT AND HIT VASI LIGHT. DAMAGE LEFT HORIZONTAL STABILIZER, STRUT AND BENT EMPENAGE. INSTRUCTIONAL FLIGHT. NO INJURIES. 20000629007289A (-23) PILOT MADE APPROACH FASTER THAN NORMAL TO TRY AND LAND BEFORE APPROACHING SQUALL LINE. AIRPLANE BOUNCED ON LANDING, WHICH RESULTED IN NOSE GEAR COLLAPSING. AIRPLANE SUSTAINED DAMAGE TO PROPELLER AND COWLING. (.19) 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 30, 2000, AT 1840 CENTRAL DAYLIGHT TIME, AN ENGINEERING & RESEARCH ERCOUPE 415-CD AIRPLANE, N3177H, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN DURING LANDING AT THE ABBEVILLE CHRIS CRUSTA MEMORIAL AIRPORT NEAR ABBEVILLE, LOUISIANA. THE PRIVATE PILOT, WHO WAS THE OWNER AND SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE ABBEVILLE AIRPORT AT 1830. ACCORDING TO THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), THE PILOT REPORTED THAT THE WIND WAS FROM THE SOUTH-SOUTHWEST AT 10-15 KNOTS, AND GUSTING TO 20-25 KNOTS. THE PILOT ADDED THAT THE "AIRCRAFT HAD NO RUDDER PEDALS TO ALLOW FOR SUFFICIENT CRAB FOR CONDITIONS," AND HE HAD TO USE "HIGHER THAN NORMAL APPROACH SPEEDS TO MAINTAIN DIRECTIONAL CONTROL." THE PILOT REPORTED TO THE FAA INSPECTOR THAT HE WAS ATTEMPTING TO LAND ON RUNWAY 15 PIROR TO THUNDERSTORMS MOVING OVER THE AIRPORT. THE PILOT ADDED THAT HE LANDED "FAST AND HIT HARD," AND THE AIRPLANE BOUNCED AND DEPARTED THE RUNWAY INTO THE GRAS. THE NOSE LANDING GEAR COLLAPSED, DAMAGING THE FIREWALL. THE FAA REPORTED THE ACIDENT TO THE NTSB ON AUGUST 3, 2000. 20000629008559A (-23) WHILE SPRAYING AN ORCHARD UNDER FAR 137. THE HELICOPTER EXPERIENCED AN IN-FLIGHT BREAKUP, THE PILOT WAS KILLED ON IMPACT, CAUSE OF ACCIDENT HAS NOT BEEN DETERMINED AT THIS TIME. (.4) ON JUNE 29, 2000, AT 0935 HOURS PACIFIC DAYLIGHT TIME, A GARLICK HH-1K HELICOPTER, N896RP, WAS DESTROYED BY IMPACT WITH THE GROUND FOLLOWING THE SEPARATION OF THE TAIL BOOM AND AN UNCONTROLLED DESCENT AT LIVE OAK, CALIFORNIA. THE CERTIFICATED COMMERCIAL PILOT WAS FATALLY INJURED. THE AGRICULTURAL APPLICATION FLIGHT WAS OPERATED BY RICK PATTERSON, INC., UNDER 14 CFR PART 137, AND DEPARTED FROM YUBA CITY ABOUT 0900. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION (FAA) SACRAMENTO FLIGHT STANDARDS DISTRICT OFFICE REPORTED THAT THE HELICOPTER WAS BEING OPERATED IN RESTRICTED CATEGORY, AND THE PILOT RADIOED HIS GROUND CREW WORDS TO THE EFFECT THAT HE WAS EXPERIENCING A STRUCTURAL FAILURE. WITNESSES NEAR THE ACCIDENT LOCATION HEARD THE HELICOPTER MAKE A LOUD NOISE, AND, WHEN THEY LOOKED UP, IT WAS FALLING STRAIGHT DOWN FROM ABOUT 100 FEET AGL. THE TAIL BOOM AND TAIL ROTOR ASSEMBLY WE RE FOUND TOGETHER ABOUT 300 FEET SOUTHWEST OF THE FUSELAGE WRECKAGE. THE WRECKAGE WAS EXAMINED BY AN FAA INSPECTOR WITH TECHNICAL ASSISTANCE PROVIDED BY BELL HELICOPTERS. THERE WERE NO WIRE OR OTHER EXTERNAL OBJECT IMPACT MARKS OBSERVED ON THE WRECKAGE. THE MAIN ROTOR BLADES REMAINED ATTACHED TO THE MAIN ROTOR HUB. THE WHITE BLADE WAS INTACT, AND THE RED BLADE WAS BROKEN ABOUT 3-FEET OUTBOARD OF THE ROOT DOUBLER BUT REMAINED ATTACHED. THE HUB AND MAST REMAINED ATTACHED TO THE TRANSMISSION, WHICH WAS WITH THE FORWARD FUSELAGE WRECKAGE. FRACTURE SURFACES IN THE BLADE PITCH CONTROL LINKAGES EXHIBITED A SHINY, UNIFORM APPEARANCE. THE TAIL BOOM SEPARATED FROM THE FORWARD FUSELAGE ABOUT 6 FEET FORWARD OF THE HORIZONTAL STABILIZER IN PROXIMITY OF THE SECOND TAIL ROTOR DRIVE SHAFT COUPLING AFT OF THE MAIN ROTOR TRANSMISSION. THE TAIL BOOM SKIN SECTIONS WERE SEPARATED AT RIGHT ANGLES TO THE TAIL BOOM AXIS AND EXHIBITED TENSION TEARING ON THE LEFT SIDE AND COMPRESSION BUCKLING ON THE RIGHT SIDE. THE SKIN SEPARATION SURFACES EXHIBITED A SHINY, UNIFORM, BRIGHT GRAY APPEARANCE. THE SKIN THICKNESS ON THE LEFT SIDE WAS 0.025 AND ON THE RIGHT SIDE WAS 0.050. ACCORDING TO THE BELL HELICOPTER REP RESENTATIVE, THIS WAS THE CORRECT SKIN THICKNESS SPECIFIED IN PRODUCTION DRAWINGS. THE SEPARATION SURFACES OF THE ANTI-TORQUE CONTROL TUBE WERE COLLAPSED AND EXHIBITED A UNIFORM SHINY APPEARANCE. CIRCUMFERENTIAL SCRAPE MARKS AND PAINT TRANSFER ON THE DRIVE SHAFT NEAR THE COUPLING RESEMBLED MARKS ON THE TOP OF THE TAIL BOOM ADJACENT TO THE POINT OF SEPARATION. THE STAR SPLINE GEAR TEETH OF THE COUPLING WERE WORN AT A 45-DEGREE ANGLE, ACCOMPANIED BY CIRCUMFERENTIAL GOUGING ABOUT 1/8-INCH DEEP ON THE ADJOINING COLLAR. WHEN COMPARED WITH OTHER COUPLINGS ON THE DRIVE SHAFT, THE INTERIOR CAVITY OF THIS COUPLING APPEARED DRY AND DID NOT EXHIBIT APPRECIABLE LUBRICANT (GREASE). THE TAIL ROTOR GEARBOXES TURNED FREELY WHEN ROTATED BY HAND AND THE OVERRUNNING CLUTCH ENGAGED WHEN TURNED CLOCKWISE AND RELEASED WHEN TURNED COUNTERCLOCKWISE. AN AUTOPSY WAS CONDUCTED ON THE PILOT BY THE SUTTER COUNTY CORONER'S OFFICE, WITH SPECIMENS RETAINED FOR TOXICOLOGICAL TESTING. NO ALCOHOL OR DRUG SUBSTANCES WERE DETECTED. 20000629011909A (-23) MR. GERRY BLACK WAS THE PILOT ON COMMAND OF N57596 WHICH CRASHED SHORTLY AFTER TAKE OFF IN BOVINA, TX. HE WAS OPERATING UNDER FAR 137 AND HAD APPROXIMATELY 200 GALLONS OF CHEMICAL ON BOARD THE AIRCRAFT WITH A FULL LOAD OF FUEL. DURING THE TAKEOFF RUN, HE DID NOT USE ALL AVAILABLE RUNWAY AND PREMATURELY GOT THE AIRCRAFT AIRBORNE. THE AIRCRAFT WAS NOT ABLE TO ACCELERATE NOR FLY OUT OF THE GROUND EFFECT. HE THEN STALLED THE AIRCRAFT WHILE TRYING TO AVOID A SPRINKLER SYSTEM. HE WAS UNABLE TO DUMP THE LOAD BECAUSE HE MISMANAGED THE LOAD DUMP CONTROLS WHICH SUBSQUENTLY RESULTED IN THE AICRAFT IMPACTING THE GROUND. 20000629012819A (-23) ON 6/29/00 AT 1855 LOCAL TIME A MOONEY M 20-C FIXED WING A/C, REGISTRATION NUMBER N6932N, OWNED OR REGISTERED TO MARK L. OWENS ^PRIVACY DATA OMITTED^ , IMPACTED SHORT OF RUNWAY 35 AT WHITNEY STATE PARK AIRPORT WHILE PRACTICING EMERGENCY LANDING ON AN INSTRUCTIONAL FLIGHT. VFR CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE A/C WAS SUBSTANTIALLY DAMAGED, AND THE CREW AND PASSENGER SUSTAINED MINOR INJURIES. THE PILOT HOLDS COMMERCIAL AIRPLANE, AND FLIGHT INSTRUCTOR CERTIFICATES. THE FLIGHT ORIGINATED AT WACO REGIONAL AIRPORT, TEXAS ON 6/29/00 AT 1730 LOCAL TIME. 20000629016179A (-23) WHILE PERFORMING TOUCH AND GO LANDINGS, THE LEFT ENGINE FAILED ON THE THIRD TAKEOFF WHILE SECURING THE FAILED ENGINE AND LOWERING THE LANDING GEAR. THE INSTRUCTOR ALLOWED THE A/C TO GET TOO LOW TO RETURN TO THE AIRPORT.AND ELECTED TO LAND IN THE TREES. 20000629020589I (-23)WHILE ON FINAL APPROACH PILOT WAS ANTICIPATING A GO AROUND DUE TO TRAFFIC ON THE RUANWAY. IN ANTICIPATION OF IMPENDING GO AROUND PILOT ELECTED TO LEAVE THE LANDING GEAR UP UNTIL BEING CLEARED TO LAND. ON SHORT FINAL THE TOWER CLEARED PILOT TO LAND. AFTER RECEIVING LANDING CLEARANCE PILOT FORGOT TO LOWER THE LANDING GEAR PRIOR TO LANDING. AIRCRAFT RECEIVED MINOR DAMAGE TO BELLY, LEFT FLAP, AND PROPELLER. 20000629025369A (-23) READ MY ATTACHED PTRS TRANSMITTAL WP11200101522 RECORD FIRST FOR DETAILS. THERE IS THE POSSIBILITY THAT THIS PILOT MIGHT HAVE TAKEN OFF ON A LOW FUEL TANK AND THEN NOT HAVE HAD ENOUGH ALTITUDE FOR THE ENGINE TO RESTART WHEN HE SWITCHED TO ANOTHER TANK. THE FAA CONDUCTED AN EXAMINATION OF THE ENGINE WITHOUT RUNNING IT OR DISASSEMBLING IT AND DID NOT FIND ANYTHING ABNORMAL. THE FUEL INJECTION IS LOST IN THE LAKE AND THAT HAMPERED OUR INVESTIGATION. EVENTUALLY THE OWNER OF THE ENGINE WILL DISASSEMBLE IT AND MAY FIND THE CAUSE OF THE POWER FAILURE AND FILE A MALFUNCTION OR DEFECT REPORT. (.4) THE SINGLE ENGINE AIRCRAFT LOST POWER AT 150 FEET AGL ON TAKEOFF CLIMB AND SUBSEQUENTLY DITCHED IN A LAKE OFF THE END OF THE RUNWAY. THE AIRCRAFT HAD FOUR FUEL TANKS THAT COULD BE INDIVIDUALLY SELECTED TO SUPPLY FUEL TO THE ENGINE. THE PILOT REPORTED FUELING THE FOUR TANKS TO CAPACITY ON THE MORNING OF THE ACCIDENT AND THEN FLYING THREE UNREMARKABLE FLIGHTS THAT CONSUMED ABOUT 50 PERCENT OF THE TOTAL FUEL. HE REPORTED THE AIRPLANE AND ENGINE FLEW FINE AND THERE WAS NO INDICATION OF ANY DEVELOPING PROBLEMS WITH THE ENGINE. THE PILOT SAID THE TAKEOFF ON WHICH THE ACCIDENT OCCURRED WAS ROUTI NE, THE ENGINE WAS SMOOTH AND POWERFUL, AND ALL THE INSTRUMENTS WERE IN THEIR NORMAL OPERATING RANGES. THE FUEL SELECTOR WAS ON THE RIGHT TANK AND THERE WAS ABOUT 17 GALLONS FUEL IN THAT TANK. WHEN ABOUT 150 FEET AGL, HE REDUCED THE PROPELLER RPM AND, AT THAT TIME, THE ENGINE STARTED "CUTTING OUT." IT NEVER TOTALLY QUIT. HE VERIFIED THAT THE FUEL BOOST PUMP WAS ON, AND RECALLED THAT THE FUEL PRESSURE GAUGE AND OIL PRESSURE GAUGE WERE IN THE GREEN ARC. HE CHANGED FUEL TANKS BUT HAD NO MORE TIME TO ATTEMPT TO RESTART THE ENGINE BEFORE DITCHING. THE SECOND PILOT REPORTED THAT HE BELIEVED THE ENGINE "PICKED UP" AGAIN JUST BEFORE THEY DITCHED IN THE LAKE. EXAMINATION OF THE AIRCRAFT AND ENGINE AFTER RECOVERY FROM THE LAKE FAILED TO REVEAL ANY MECHANICAL IRREGULARITY. THE CARBURETOR WAS LOST IN THE LAKE DURING RECOVERY AND WAS NOT FOUND. 20000629028379I (-23)^PRIVACY DA^ WAS SPRAYING A FIELD WITH TILT FUNGICIDE WHEN THE AIRCRAFT'S ENGINE LOST ALL POWER. AFTER DUMPING WHAT WAS LEFT IN THE HOPPER, AN EMERGENCY LANDING WAS ACCOMPLISHED IN AN ADJACENT PEA FIELD. THE EMERGENCY LANDING WAS ACCOMPLISHED WITH NO DAMAGE TO THE AIRCRAFT. ^PRIVACY D^ INVESTIGATION REVEALED THAT ONE OF THE SPARK PLUGS HAD FAILED INTERNALLY. COMBUSTION GASES BURNT OFF THE SPARKPLUG LEAD AND VENTED EXTERNALLY, RESULTING IN LOST COMPRESSION AND POWER OUTPUT. CLOSED WITH SDR. 20000629028489I (-23)ON 29 JUNE 2000, AT MILWAUKEE MITCHELL INTERNATIONAL AIRPORT, A CESSNA 185E ON FLOATS LANDED ON RUNWAY 7L WITH GEAR RETACTED. DAMAGE TO AIRCRAFT WAS VERY MINOR. 20000629032249I (-23)ON 06/29/00 AT SALISBURY AIRPORT, SALISBURY, MD ^PRIVACY DATA OMI^ LANDED IN HEAVY RAIN AND RAN OFF THE END OF RWY 32, STRICKING THE ILS ANTENNA CAUSING MINOR DAMAGE TO THE RIGHT WING. ^PRIVACY ^ STATED THAT AFTER LANDING HE WAS UNABLE TO ACHIEVE BRAKING AND INITIATED A TAKEOFF, HOWEVER WAS UNABLE TO ACHIEVE LOFT OFF PRIOR TO REACHING THE END OF THE RUNWAY. ^PRIVACY ^ THEN ELECTED TO ABORT THE TAKEOFF, SHUT THE ENGINES DOWN AND TRY TO STOP THE AIRPLANE. ^PRIVACY DATA OMITTED^ THIS INVESTIGATION IS CLOSED. 20000629035069I (-23)ON JUNE 29, 2000 AT APPROXIMATELY 1135 PDT AIRCRAFT N226AK AN AVIONS ROBIN MODEL R-2160 WAS PERFORMING AEROBATICS 2 MILES SOUTHWEST OF MOFFETT FIELD CA.AIRPORT (NUQ) AT 3800FT WHEN AIRCRAFT SUBSTAINED A LOSS OF ALL POWER. PILOT WAS UNABLE TO RESTART ENGINE AND MADE A FORCED LANDING ON HIGHWAY 85. WITH NO DAMAGE TO THE AIRCRAFT OR INJURIES TO THE PILOT. NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. 20000629036419A (-23) DURING TAXI BACK AFTER AN UNSUCCESSFUL MAGNETO CHECK, THE AIRCRAFT COLLIDED WITH A BUILDING. THE AIRCRAFT'S RIGHT WING ROOT AREA SUSTAINED SUBSTANTIAL DAMAGE. NO INJURIES WERE REPORTED. 20000629036889A (-23) ON JUNE 29, 2000, AT 0900 CDT A AIR TRACTOR AT-500-502, N91891, OPERATED BY WILLMAR AERIAL SPRAYING SUSTAINED SUBSTANTIAL DAMAGE WHEN ATTEMPTING TO LAND ON A DIRT ROAD. THE AIRCRAFT MADE AN EMERGENCY LANDING AFTER THE ENIGNE LOST POWER. THE AIRCRAFT LANDED ON A GRAVEL ROAD STRIKING A SPEED LIMIT SIGN WITH THE LEFT WING LEADING EDGE, FLAP AND AILERON SUSTAINING DAMAGE. PILOT HAD TWO MECHANICS BLEED THE ENGINE FUEL LINES AND RESTARTED THE ENGINE, AT 1 PM THE PILOT DECIDED HE COULD FLY THE AIRCRAFT BACK TO THE PRIVA TE AIRSTRIP IN MAYVILLE, ND. ONCE THE AIRCRAFT BEGAN TO LIFT OFF THE AIRCRAFT BEGAN TO ROLL LEFT, AND CONTINUED TO ROLL LEFT RESULTING IN THE LEFT WING IMPACTING THE GROUND. THE TITLE 14 CFR PART 137 FLIGHT HAD BEEN OPERATING UNDER VFR CONDITIONS. THE PILOT REPORTED NO INURIES. THE FLIGHT ORIGINATED FROM A PRIVATE STRIP IN MAYVILLE, NORTH DAKOTA. 20000629039619A (-23) AFTER CLOSING THE IFR FLIGHT PLAN AND DURING THE DESCENT THROUGH 9000FEET TO LEWIS LOCKPORT AIRPORT, THE RIGHT ENGINE FAILED DUE TO FUEL EXHAUSTION. AT 4000 FEET MSL THE LEFT ENGINE FAILED DUE TO FUEL EXHAUSTION AND PIC MADE A DECISION TO GO TO THE NEAREST AIRPORT, JOLIET REGIONAL AIRPORT, JOLIET, IL. THE A/C INCURRED SUBSTANTIAL DAMAGE AFTER GOING OFF THE END OF RUNWAY 12 DURING LANDING. 20000630004479A (.23)MR. ROSE HAD FINISHED SPRAYING AND WAS RETURNING N11A TO PEMBINA, ND. MR. ROSE STATED HE FELT A LITTLE VIBRATION; HE REDUCED POWER AND TRIED TO GAIN SOME ALTITUDE. THE ENGINE SMOOTHENED. HE THEN STATED THE AIRCRAFT STARTED TO SHAKE; HE REDUCED POWER SOME MORE, AND THE ENGINE AGAIN SMOOTHENED. THE AIRPLANE STARTED TO SHAKE AGAIN, AND THEN ENGINE QUIT. THE AIRPLANE WAS LANDED IN A FIELD 4 1/2 MILES EAST OF ST. VINCENT, MN. 20000630004759A WHILE BEING SUPERVISED BY HIS INSTRUCTOR ON AN OBSERVED FIRST SOLO THE STUDENT OVERCONTROLLED THE A/C AFTER EXPERIENCING A GUST OF WIND. BECAUSE THE STUDENT DID NOT ADD POWER AND GO AROUND, HE CAUSED THE A/C TO PORPOISE AND THEN HIT NOSE FIRST RESULTING IN AN ACCIDENT THAT CAUSED SUBSTANTIAL DAMAGE TO THE NOSE GEAR AS WELL AS SUBSTANTIAL DAMAGE TO THE A/C. (.4)ON JUNE 30, 2000, ABOUT 0950 CENTRAL DAYLIGHT TIME, A PIPER PA-38, N9713T, REGISTERED TO AND OPERATED BY MONTGOMERY AVIATION CORPORATION, AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, EXPERIENCED A HARD LANDING AT MONTGOMERY REGIONAL AIRPORT, MONTGOMERY, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE STUDENT PILOT, THE SOLE OCCUPANT OF THE AIRPLANE, RECEIVED MINOR INJURIES, AND THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED THE SAME DAY, ABOUT 0910. THE STUDENT PILOT STATED THAT IT WAS HIS FIRST SUPERVISED SOLO FLIGHT, AND DURING HIS SECOND TOUCH-AND-GO LANDING, AS HE FLARED, A GUST CAUGHT THE AIRPLANE, AND IT PORPOISED, BOUNCING THREE TIMES. THE STUDENT FURTHER STATED THAT DURING THE THIRD BOUNCE THE PROPELLER STRUCK THE GROUND, AND HE KNEW THERE WAS NO POSSIBILITY OF A GO AROUND. THE STUDENT SAID HE THEN TRIED TO STABILIZE THE AIRCRAFT, BUT WAS UNABLE TO DO SO, AND THE AIRCRAFT STRUCK THE GROUND IN A NOSE-DOWN ATTITUDE, INCURRING STRUCTURAL DAMAGE. 20000630005329A (-23) HELICOPTER CRASHED WHILE ATTEMPTING TO LAND ON RUNWAY 27 BETWEEN RUNWAY LIGHTS #3 & #4. THE HELICOPTER ROLLED ONTO IT'S RIGHT SIDE IN THE GRASS AREA JUST SOUTH OF THE RUNWAY HARD SURFACE. 20000630008369A (-23)THE PURPOSE OF THE FLIGHT WAS TO COMPLETE A FLIGHT REVIEW. THE A/C START, RUNUP, AND TAKEOFF WAS CONDUCTED WITH THE FUEL SELECTOR ON THE LEFT MAIN FUEL TANK. TEN (10) MINUTES INTO THE FLIGHT, THE PILOT FLYING SWITCHED THE FUEL SELECTOR TO THE RIGHT AUXICIALLARY TANK AND THE ENGINE FAILED. THE FLYING PILOT SWITCHED THE FUEL SELECTOR BACK TO THE LEFT TANK AND PLACED THE FUEL PUMP TO THE UP, "LOW", POSITION, AS WAS THE AIRPLANE FLIGHT MANUAL (AFM) PROCEDURE FOR AIR RESTART. BOTH PILOTS NOTED THAT THERE WAS NO FUEL PRESSURE WITH THE AUXILIARY FUEL PUMP SWITCH IN THE LOW (UP) POSITION. THE ENGINE DID NOT RESTART AND THE A/C CRASHED IN A WOODED AREA 10 MILES WEST OF THE ALBANY, GEORGIA AIRPORT (ABY). DURING THE INVESTIGATION IT WAS FOUND THAT THE RIGHT AUXILIARY TANK HAD BEEN RUN DRY ON THE PREVIOUS FLIGHT, THE AFM STATES "IN THE EVENT A FUEL TANK HAS BEEN RUN DRY AND IS REFUELD WITH THE FUEL SELECTOR OFF, OR SET ON OTHER THAN THE NOTED TANK, IT IS POSSIBLE TO HAVE AIR IN THE LINES. THIS SHOULD BE ELIMINATED BY RUNNING UP THE ENGINE ON THE NOTED TANK OR TANKS". 20000630010119A (-23)DURING THE STUDENT PILOTS FIRST SOLO LANDING THE AIRCRAFT HIT HARD IN A LEVEL ATTITUDE BOUNCING BACK INTO THE AIR LANDING AGAIN ON THE NOSE WHEEL. THE AIRCRAFT DEPARTED THE RIGHT SIDE OF THE RUNWAY HITTING A FENCE POST AND COMING TO REST APPROXIMATELY 20 FEET FROM THE EDGE. DAMAGE CONSISTED OF A BENT FIRE WALL AND HORIZONTAL STABILIZER. 20000630011179A (-23) PILOT DEPARTED KEY WEST INTER. AIRPORT ON SCHEDULED FLIGHT NO.1212 AT APPROX. 1215 HRS. LCL ON AN IFR FLIGHT PLAN FOR NAPLES MUNI AIRPORT. AT 1225 HRS. THE PILOT REPORTED THE NAPLES AIRPORT IN SIGHT WITH FT. MYERS ATC AND CANCELLED HIS IFR FLIGHT PLAN. AT AN ALTITUDE OF 2000 FEET AND APPROX. 4 MILES SE OF THE NAPLES AIRPORT HE HEARD A LOUD NOISE ON IMPACT, BUT WAS UNABLE TO DETERMINE THE CAUSE OF OBSERVE ANY DAMAGE TO A/C AND CONTINUED TO NAPLES AIRPORT AND MADE AN UNEVENTFUL LANDING. 20000630012729A (-23) I HAD DEPARTED FROM THE WALLA WALLA AIRPORT AT ABOUT 11:18 AM. I WAS TRAVELLING TO HOOD RIVER. ON TAKE OFF I EXPERIENCED A LITTLE ENGINE ROUGHNESS BUT IT CLEARED UP WHEN I LEANED THE MIXTURE. ALL INSTRUMENTS AND ENGINE GAUGES WERE READING NORMAL AND I WAS CRUISING AT ABOUT 6500 FEET MS. AFTER ABOUT 30 MINUTES, I STARTED TO LOSE RPM'S. I AGAIN ADJUSTED THE MIXTURE AND CHECKED FUEL PRESSURES, OIL PRESSURE, AND ENGINE HEAT. ALL WERE NORMAL. THE RPM'S CONTINUED TO DROP AND THE ENGINE STOPPED. I HAD NO INDICATION OF A PROBLEM BEFORE THIS TIME. I HEARD NO UNUSUAL OR LOUD NOISES BEFORE THE ENGINE STOPPED. I WENT THROUGH MY EMERGENCY CHECK, FOUND EVERYTHING NORMAL,A ND TRIED TO RESTART THE ENGINE. THE ENGINE DID RESTART, BUT OIL STARTED COMING OUT OF THE COWLING. TO AVOID THE POSSIBILITY OF AN ENGINE FIRE, I SHUT DOWN THE ENGINE AND TURNED THE FUEL PUMP OFF. I CALLED THE WALLA WALLA TOWER, TOLD THEM I HAD AN ENGINE FAILURE AND WAS GOING TO ATTEMPT A FORCED LANDING. I TRIED TO GIBE THEM MY LOCATION AND ENTERED 7700 ON MY TRANSPONDER. I FOUND A ROAD THAT LOOKED LIKE MY BEST LANDING OPTION AND BEGAN TO SET THE PLANE FOR AN EMERGENCY LANDING. THE OIL WAS CONTINUING TO COME OUT AND WAS C OVERING THE WINDSHIELD, OBSCURING MY VISION. I WAS ABLE TO LAND THE PLANE ON THE ROAD BUT HAD LITTLE OR NO VISIBILITY OUT THE FRONT. MY LEFT WING HIT A ROAD SIGN, WHICH I COULD NOT SEE, CAUSING THE PLANE TO LEAVE THE ROAD AND COME TO REST IN A DITCH BESIDE THE ROAD. 20000630025779I (-23) STUDENT WAS ON A SOLO FLIGHT (NOT FIRST ONE) AND LANDING WITH A RIGHT 70 DEGREE CROSSWIND AT NINE (9) KNOTS. PILOT BALLOONED, HIT HARD ON RIGHT MAIN GEAR AND NOSE GEAR, AND THE NOSEWHEEL COLLAPSED (NO FIREWALL DAMAGE). NO STEERING WAS AVAILABLE AND THE A/C VEERED TO THE RIGHT INTO AN EMBANKMENT. THE TAIL WAS THROWN UP AND DOWN. 20000630027489I (-23)ON JUNE 30 WHILE ON A IFR FLIGHT PLAN, AT APPROXIMATLEY 1149 CDT THE PIC, THE SOLE OCCUPANT AND REGISTERED OWNER, ^PRIVACY DATA OMITTED^ , OF COMMANDER MODEL 114B, REGISTRATION N27PW, SERIAL NUMBER 14641, EXPERIENCED A ABRUPT VIBRATION AND ROUGH RUNNING ENGINE. THE PIC CONTACTED ATC AND REQUESTED A DIVERSION TO MARION-WILLIAMS COUNTY AIRPORT. THE PIC LANDED WITHOUT FURTHER INCIDENT. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000630033979I (-23)ON FRIDAY, JUNE 30, 2000, AT 2026 LOCAL, A CESSNA 310Q, N7772Q, FLIGHT 955, OPERATED BY MER LEASING (D/B/A ISLAND EXPRESS)REPORTED THE LEFT ENGINE RUNNING ROUGH ON APPROACH TO SYR. THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE INSPECTED THE LEFT ENGINE AND FOUND THE INDUCTION AIR TUBE CLAMP LOOSE. THEY TIGHTENED THE CLAMP, CLEANED THE FUEL INJECTORS AND RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000630034399I (-23)PILOT STATED HE WAS ATTEMPTING TO LAND ON RUNWAY 6 AND WAS NOT ALIGNED WITH THE CENTER OF THE RUNWAY. THE AIRCRAFT STRUCK THE RUNWAY VERY HARD AND BOUNCED APPROXIMATELY 10 FEET IN THE AIR. THE AIRCRAFT THEN WENT OFF THE LEFT SIDE OF THE RUNWAY AND THE LEFT MAIN LANDING GEAR COLLAPSED. AS THE AIRCRAFT CONTINUED TRAVELING OFF THE LEFT SIDE OF THE RUNWAY, THE LEFT WING TIP HIT AN EMBANKMENT, CAUSING THE AIRCRAFT TO REVERSE DIRECTION TO AN APPROXIMATE HEADING OF 240 DEGREES. THE NOSE GEAR AND THE RIGHT MAIN LANDING GEAR COLLAPSED, WITH THE AIRCRAFT COMING TO REST IN TALL GRASS APPROXIMATELY 1750 FEET DOWN THE SIDE OF THE RUNWAY. THIS INVESTIGATION IS CLOSED. 20000630034499I (-23)AIRCRAFT ENROUTE TO TMB. DURING CLIMB TO 2,5000 FT ELEVATOR CONTROL FAILED. PERF EMERGENCY LANDING W/ POWER AND ELEV. TRIM. ^PRIVACY DATA^ NTSB INSP. AND RELEASED ACFT FOR REPAIR. WORK TO BE DONE AT CRAVIATION, TMB, ^PRIVACY DATA^. NTSB REP KEPT DAMAGED PORTION OF CABLE FOR FURTHER ANALYSIS. THIS IS SEVENTH OCCURRENCE ON SAME TYPE ACFT. 20000630034649I (-23)AFTER LANDING FROM TNE CONCUSION OF A 3 LEG DUAL CROSS COUNTRY FLIGHT WITH A STUDENT, AND AFTER CLEARING THE RUNWAY, THE ENGINE QUIT. THE STUDENT PILOT ATTEMPTED THE RESTART WITH NO SUCCESS, THEN THE INSTRUCTOR (PIC) ATTEMPTED THE RESTART WITH NO SUCCESS. THE STUDENT WAS TOLD TO CONTACT THE TOWER FOR TOW ASSISTANCE, DURING WHICH HEAVY SMOKE AND FLAMES WERE OBSERVED COMING FROM THE ENGINE COMPARTMENT. THE AIRCRAFT WAS EVACUATED AND FTY FIRE DEPARTMENT CREWS ARRIVED AND PUT OUT THE FIRE. THERE WERE NO INJURIES AND MINOR DAMAGE TO THE AIRCRAFT. FIRE ORIGINATED IN THE UPDRAFT CARBURETOR AREA MOST LIKELY DUE TO SEVERAL UNSUCCESSFUL START ATTEMPTS THAT CAUSED FUEL TO ACCUMULATE AND TO BE IGNITED BY THE HOT ENGINE. 20000630034679I (-23)AT APPROXIMATELY 0820 ON JUNE 30, 2000, ^PRIVACY DATA OMITTED^ , WAS THE PILOT-IN-COMMAND OF THE CESSNA 210-P, N731RR. THE IFR FLIGTH WAS ENROUTE FROM SAN ANTONIO, TEXAS TO MCALLEN, TEXAS WITH THREE PASSENGERS ABOARD WAS CRUISING AT 7000 FEET. AT A LOCATION APPROXIMATELY TO THE MFE 350 RADIAL AT 45 MILES THERE WAS A LOUD POP AND THEN SMOKE BEGAN COMING INTO THE CABIN OF THE AIRPLANE. THE PILOT SHUT DOWN THE ENGINE AND ATTEMPTED TO GLIDE TO THE EDINBURG, TEXAS AIRPORT. VALLEY APPROACH CONTROL FOLLOWED THE FLIGHT BY RADAR. THE GLIDE FELL SHORT OF EDINBURG AIRPORT SO A LANDING WAS MADE ON HIGHWAY 281. THERE WAS NO DAMAGE NOR INJURIES. WEATHER WAS NOT A FACTOR. AIRPORT WAS NOT A FACTOR. 20000630034789I (-23) STUDENT PILOT WAS FLYING SOLO AT NIGHT WITHOUT AN ENDORSEMENT TO DO SO. AIRCRAFT STALLED AND LANDED NOSE WHEEL FIRST, DESTROYING THE NOSE GEAR AND PROP. 20000630034929I (-23) ON 6/30/2000, AT 1626E, A U.S. REGISTERED PIEDMONT AIRLINES DHC-8-102, ABORTED TAXI ON THE RAMP AT PITTSBURGH INTERNATIONAL AIRPORT (PIT) DUE TO A NOSE GEAR PROXIMITY WARNING INDICATION (LIGHT & HORN). THE PILOT UNLOADED THE PASSENGERS VIA THE STAIRS ONTO THE RAMP, AND THEY WERE BUSED BACK TO THE TERMINAL. THE AIRCRAFT WAS TOWED BACK TO THE GATE AND THEN FERRIED TO NORFOLK, VA TO HAVE THE PROXIMITY SENSOR WIRING HARNESS REPLACED. THERE WERE NO INJURIES, AND NO FURTHER INCIDENTS OCCURRED WITH THIS AIRCRAFT. 20000630036689A (-23) ON JUNE 30, 2000 AT 0730 CDT, A WEATHERLY 201C, N9228W, OWNED AND FLOWN BY LEE C. BRECKHEIMER WAS DEMOLISHED DURING AN AERIAL APPLICATION FLIGHT. THE COMMERCIAL RATED PILOT AND SOLE OCCUPANT OF THE AIRCRAFT RECEIVED FATAL INJURIES. THE SITE INVESTIGATION REVEALED THE AIRCRAFT HAD COMPLETED AN INITIAL SWATH RUN ON A WESTERLY HEADING. THE RIGHT WING SEVERED FROM THE AIRCRAFT IMPACTING IN A DITCH ALONG SIDE A TOWNSHIP ROAD ADJACENT THE WHEAT FIELD BEING SPRAYED. THERE WAS NO INDICATION OF FLIGHT INTO TERRAIN DUE TO THE LACK OF IMPACT SIGNATURES ON WING OR CONTACT WITH 3 FT. HIGH STANDING WHEAT PRIOR TO INITIAL GROUND STRIKE BY THE WING. THE AIRCRAFT CONTINUED FOR 507' FROM THE INITIAL GROUND SCAR AND WAS CONSUMED BY FIRE ON IMPACT. 20000630042539A (-23) THE FOLLOWING INFORMATION WAS PROVIDED BY THE WITNESS TO THE PILOT'S ACTIONS AND SUBSEQUENT TAKEOFF. HE STATED THE PILOT COULD NOT START THE REAR ENGINE DUE TO THE STARTER FAILING. THE WITNESS, WHO IS ALSO A PILOT, OFFERED TO FLY AND PICK UP A NEW STARTER FOR THE PILOT. THE PILOT DECLINED THE OFFER AND SAID HE WOULD DO A SINGLE ENGINE TAKEOFF, USING THE FRONT ENGINE. THE WITNESS TRIED TO TALK THE PILOT OUT OF SUCH ACTION, AND SAID HE WOULD GO PICK UP A NEW STARTER. THE ACCIDENT PILOT AGAIN REJECTED THIS, STATING HE HAD DONE SINGLE ENGINE TAKEOFFS BEFORE, THEN PROCEEDED TO WALK THE RUNWAY AND MARKED A GO/NO GO SPOT ON THE 1900 FOOT RUNWAY. THE WITNESS SAID DURING THE TAKEOFF, THE NOSE WHEEL WAS OFF THE GROUND BEFORE THE GO/NO GO POINT AND CLIMBED TO APPROX. 100 FT., APPEARED TO STALL AND RECOVER, THEN DISAPPEARED BEHIND A HILL. THE WITNESS THEN DEPARTED IN HIS AIRCRAFT. UPON LANDING AT THE DESTINATION FOR BOTH AIRCRAFT, HE LEARNED THE OTHER AIRCRAFT HAD NOT ARRIVED. THE WITNESS SAID HE THEN RETRACED HIS ROUTE BACK TO MARSHALL AIRPORT. AN OIL SLICK WAS NOTED ON A SMALL LAKE OFF THE DEPARTURE END OF THE RUNWAY. INVESTIGATING, THEY FOUND THE PILOTS BODY FLOATING IN THE LAKE. THE AIRCRAFT COULD NOT BE SEEN, BUT BY PROBING WITH AN OAR, THE AIRCRAFT WAS FOUND. IT HAS SINCE BEEN REMOVED FROM THE LAKE. (-23 AMENDMENT) MR. IRVINE WAS FLYING AS A MISSIONARY PILOT, AND HE AND A SECOND AIRCRAFT HAD JUST DROPPED PEOPLE OFF AT MARSHALL, AK. WHEN MR. IRVINE ATTEMPTED TO START THE REAR ENGINE OF THE SKYMASTER, THE REAR STARTER FAILED. THE OTHER PILOT SAID HE WOULD FLY BACK TO THEIR DEPARTURE POINT AND PICK UP ANOTHER STARTER. MR. IRVINE STATED HE WOULD DO A SINGLE-ENGINE TAKEOFF, THAT HE HAD DONE SINGLE ENGINE TAKEOFFS IN THE SKYMASTER PRIOR TO THIS. THE WITNESS TRIED SEVERAL TIMES TO TALK THE ACCIDENT PILOT OUT OF TAKING OFF, BUT TO NO AVAIL. DURING THE TAKEOFF, AND AFTER REACHING AN ALTITUDE OF 50 TO 100 FT. THE AIRCRAFT STALLED, APPEARED TO RECOVER AND DISAPPEARED BEHIND A HILL. IT WAS APPARENTLY AT THIS POINT THAT THE PILOT SELECTED THE LANDING GEAR TO THE UP POSITION. THE WRECKAGE INDICATES A STALL/SPIN, IMPACTING THE WATER IN A NOSE DOWN POSITION. THE VSI HAD A SIGNATURE MARK INDICATING 1500 FEET PER MINUTE DOWN AT IMPACTING. THE WRECKAGE SIGNATURE WOULD SUPPORT THIS THEORY. THE CESSNA AFM WARNS AGAINST RETRACTING THE LANDING GEAR UNT IL ALL OBSTACLES AREA CLEARED. 20000701005579A (-23)INSPECTOR'S STATEMENT: ON JULY 14, 2000, I COMPLETED AN INVESTIGATIO OF A REPORTED HARD LANDING INCIDENT THAT WAS OFFICIALLY REPORTED TO THIS OFFICE ON JULY 13, 2000, WHEN A MECHANIC REQUESTED A SPECIAL FLIGHT PERMIT. DURING REVIEW OF THE AIRCRAFT RECORDS IT WAS DISCOVERED THAT THE ACCIDENT HAPPENED ON JULY 1, 2000, AND WAS NOT REPORTED TO THIS OFFICE. ALSO, I DISCOVERED THAT THE NTSB KNEW ABOUT THE ACCIDENT ON OR ABOUT JULY 12, 2000. INSPECTION OF THE AIRCRAFT REVEALED THE FIRE WALL WAS DAMAGED BEYOND REPAIR; THE ENGINE MOUNT BENT; THE NOSE WHEEL BENT; AND SMALL PIECES WERE MISSING. THE EXTERIOR OF THE AIRCRAFT FUSELAGE WAS BENT AND BUCKLED. THIS WAS SUBSTANTIAL DAMAGE AND THE INCIDENT WAS UPGRADED TO AN ACCIDENT. I THEN NOTIFIED THE EASTERN REGION OF MY FINDING. 20000701006429A (-23) ON 7/01/2000, AT 1720 LOCAL TIME, A MOONEY M-20-C, REGISTRATION NUMBER N231RR, OWNED OR REGISTERED TO LARRY NILES LYDICK OF^PRIVACY DATA OMITTED^ , STRUCK MULTIPLE FENCES, AND A LINE OF TREES, WHILE ATTEMPING AN OFF AIRFIELD TAKEOFF AFTER SUCESSFULLY PERFORMING AN EMERGENCY OFF AIRFIELD LANDING ON A PERSONAL FLIGHT. VFR CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED, AND THE PILOT SUFFERED MINOR INJURIES. THE PILOT HOLDS A COMMERCIAL PLILOT, FLIGHT ENGINEER TURBOJET, AND MECHANIC AIRFRAM AND POWERPLANT CERTIFICATES. THE FLIGHT ORIGINATED AT CLEGURNE, TX *F18) ON 07/01/2000 AT 1700 LOCAL TIME. 20000701007139A (-23) AIRCRAFT DEPARTED RUNWAY 27 AT WACONIA, MOLNAU AIRPORT AT APPROXIMATELY 1007 CDT. AFTER A SHORT PERIOD OBSERVED IN A NORMAL CLIMB, THE AIRCRAFT BANKED PROGRESSIVELY STEEPER TO THE RIGHT AND CRASHED IN A NEARBY FIELD. THE PILOT WHO WAS THE LONE OCCUPANT WAS FATALLY INJURED. WITNESSES STATED THAT AIRCRAFT WAS UNDER POWER UP TO THE POINT OF IMPACT. 20000701007859A (-23) ON 7/1/2000 AT APPROX. 1602 EDT A ROBINSON R-22-BETA, N94RP, FLOWN BY MR. PETER CARLMAND AND OPERATED BY EASTERN HELICOPTER SERVICES IN RONDONDOMA, NY. WAS CONDUCTING AERIAL PHOTOGRAPHY OF A RESIDENTTIAL NEIGHBORHOOD IN THE TOWN OF NORTHPORT, NY AND COMMACK, NY WITH ONE PASSENGER ON BAORD,A COMMERCIAL PHOTOGRAPHER. ACCORDING TO WITNESSES AND THE PASSENGER, THE A/C WAS MANUEVERING AT APPROX. 30 TO 50 KNOTS AND AT APPROX 150-200 FT OVER THE RESIDENTIAL AREA OF NORTHPORT BEFORE MAKING A FORCED LANDING INTO A RESIDENTIAL BACKYARD. THE PASSENGER STATED THE A/C BEGAN TO SHUTTER AND A HORN AND A AMBER LIGHT WERE APPARENT JUST BEFORE IMPACTING THE YARD OF A PRIVATE RESIDENCE. 20000701008849A (-23)THE PILOT EXPERIENCED A BOUNCE ON LANDING. HE ATTEMPTED TO CORRECT FOR THE BOUNCE AND MADE THE SITUATION WORSE. HE THEN DECIDED TO REJECT THE LANDING. DURING THE GO-AROUND MANUEAVER, HE REALIZED THAT THE OBSTACLES AT THE END OF THE FIELD WERE GETTING CLOSER AND THE AIRPLANE MIGHT NOT CLEAR THEM. HE THEN REDUCED THE POWER TO IDLE AND LANDED ON THE TAXIWAY AT AN ANGLE TO THE RUNWAY. THE A/C STRUCK THE AIRPORT BOUNCARY FENCE WHERE THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO BOTH WINGS AND FUSELAGE. THE PILOT APPEARS TO HAVE HAD SUFFICIENT INSTRUCTION IN THE A/C. ENOUGH WIND EXISTED AT THE TIME OF LANDING TO MAKE A FINDING OF LACK OF PROFICIENCY QUESTIONABLE. THE PILOT WAS COUNSELED ON THE BENEFITS OF MAKING A GO-AROUND DECISION AS EARLY AS POSSIBLE TO AVOID THE SITUATION WHICH WAS ENCOUNTERED HERE. (.4) ON JULY 1, 2000, ABOUT 1430 HOURS PACIFIC DAYLIGHT TIME, A GLOBE SWIFT GC-1B, N80710, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED OFF THE RUNWAY AND COLLIDED WITH A FENCE DURING LANDING AT WHITEMAN FIELD, PACOIMA, CALIFORNIA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER WERE NOT INJURED. THE PER SONAL FLIGHT DEPARTED WHITEMAN FIELD ABOUT 1300. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED THE APPROACH TO LANDING WAS NORMAL BUT THE AIRPLANE BOUNCED WHEN HE ATTEMPTED A WHEEL LANDING. HE APPLIED SOME POWER TO SOFTEN THE NEXT TOUCHDOWN, BUT THE AIRPLANE BOUNCED AGAIN AND DRIFTED OVER THE MEDIAN BETWEEN THE RUNWAY AND THE TAXIWAY. HE ATTEMPTED TO GO AROUND BY ADDING FULL POWER BUT THE AIRPLANE CONTINUED TO DRIFT LEFT. HE SAID HIS AIRSPEED WAS TOO LOW TO GO AROUND. ONCE HE CLEARED A ROW OF PARKED AIRPLANES, HE ATTEMPTED TO LAND ON A TAXIWAY. THE LEFT WING CONTACTED A CHAIN LINK FENCE AND TREES SPINNING THE AIRPLANE INTO THE TREES. 20000701010759A (-23) ON JULY 1, 2000 AT 1745 PDT, CESSNA182, N4892N, WAS SUBSTANTIALLY DAMAGED DURING A HARD LANDING AT SOUTH LAKE TAHOE AIRPORT (TVL), CALIFORNIA. THE PILOT, GEORGE R. REGAN WAS NOT INJURED. THE AIRCRAFT IS REGISTERED TO THE CIVIL AIR PATROL. (.4) ON JULY 1, 2000, AT 1730 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 182Q, N4892N, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT SOUTH LAKE TAHOE, CALIFORNIA. THE AIRPLANE WAS OWNED BY THE UNITED STATES AIR FORCE (USAF) AND BEING OPERATED BY THE CIVIL AIR PATROL (CAP), AN EXTENSION OF THE USAF RESERVE, UNDER THE PROVISIONS OF 14 CFR PART 91 ON A PUBLIC-USE FLIGHT. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT DEPARTED ELKO REGIONAL AIRPORT, ELKO, NEVADA, ABOUT 1500, AND WAS SCHEDULED TO TERMINATE AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILLED. THE PILOT STATED THE AIR TRAFFIC CONTROL TOWER ADVISED HIM THE TEMPERATURE WAS 80 DEGREES FAHRENHEIT, AND THE WINDS WERE VARIABLE FROM 240 TO 270 DEGREES AT 8 KNOTS GUSTING TO 12 KNOTS. HE FLEW A STRAIGHT IN LANDING PATTERN TO LAND ON RUNWAY 18. AS HE PRE PARED TO FLARE, THE AIRPLANE DROPPED TO THE RUNWAY, HIT HARD, AND BOUNCED INTO A NOSE HIGH ATTITUDE. HE ADDED POWER BUT STATED THE NOSE FELL THROUGH AND STRUCK THE GROUND BEFORE HE COULD STOP IT. SUBSEQUENT INSPECTION REVEALED DAMAGE TO THE FUSELAGE STRUCTURE. THE SAFETY BOARD WAS NOTIFIED OF THE DAMAGE DETERMINATION ON JULY 17, 2000. 20000701012449A (-23) AIRCRAFT DEPARTED PRICATE AIRSTRIP LOCATED 7 MILES SOUTH OF BROOKSVILLE, MS AT 0830 ENROUTE TO COLUMBUS, MS, LOWNDES CO. AIRPORT. 10 MINUTES INTO THE FLIGHT THE ENGINE STOPPED. THE PILOT STATED HE ATTEMPTED A RESTART BUT THE ENGINE START WOULD NOT CONTINUE TO MAINTAIN POWER. THE PILOT MADE AN OFF AIRPORT LANDING INTO AN OPEN FIELD AND THE RIGHT MAIN STRUCK A TREE STUMP ON ROLLOUT CAUSING THE AIRCRAFT TO FLIP OVER ON ITS TOP CAUSING STRUCTURAL DAMAGE. THERE WAS NO FUEL IN THE AIRCRAFT, BUT THE GROUND BELOW THE LEFT WING TANK WAS SATURATED WITH FUEL. NO INDICATION OF FUEL IN THE RIGHT MAIN TANK. (.4) ON JULY 1, 2000, ABOUT 0800 CENTRAL DAYLIGHT TIME, A PAUL M. SPURGEON AVID BANDIT, N60698, REGISTERED TO AND OPERATED BY A PRIVATE OWNER AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, EXPERIENCED AN ENGINE FAILURE ABOUT 4 MILES SOUTHWEST OF COLUMBUS-LOWNDES COUNTY AIRPORT, NEAR COLUMBUS, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED, AND THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED THE SAME DAY, ABOUT 0745. THE PI LOT STATED THAT HE DEPARTED FROM HIS PRIVATE AIRFIELD IN BROOKSVILLE, MISSISSIPPI, EN ROUTE FOR COLUMBUS-LOWNDES COUNTY AIRPORT, AND THE AIRCRAFT ENGINE HAD CEASED OPERATING 10 MINUTES INTO THE FLIGHT. THE PILOT FURTHER STATED THAT HE ATTEMPTED TO RESTART THE ENGINE, BUT WAS UNSUCCESSFUL, SO HE PERFORMED AN EMERGENCY LANDING TO AN OPEN AREA, SURROUNDED BY TIMBER. DURING THE LANDING ROLLOUT, THE RIGHT MAIN LANDING GEAR STRUCK A TREE STUMP, THE AIRPLANE FLIPPED OVER ON ITS BACK, AND THE VERTICAL STABILIZER WAS DAMAGED. AN FAA INSPECTOR WHO CONDUCTED THE ON SCENE INVESTIGATION OF THE ACCIDENT AIRCRAFT STATED THAT THE PILOT TOLD HIM THAT HE HAD DEPARTED WITH 7 GALLONS OF FUEL IN THE LEFT TANK. ACCORDING TO THE INSPECTOR, THE PILOT FURTHER STATED THAT THE AIRPLANE WAS NOT EQUIPPED WITH A FUEL SELECTOR, AND FUEL IS GRAVITY FED TO THE ENGINE FROM EITHER TANK. THE INSPECTOR SAID THAT HE EXAMINED THE AREA UNDER THE LEFT FUEL TANK AND THE GROUND UNDER THE TANK WAS SATURATED WITH FUEL. THE PILOT CONDUCTED A FOLLOW-ON EXAMINATION OF THE AIRPLANE, AND STATED THAT A FUEL LINE ADJACENT TO THE SEAT WAS FOUND TO HAVE CRIMPED, RESTRICTING THE FLOW OF FUEL TO THE ENGINE. ACCORDING TO THE PILOT, THE FUEL LINE WAS BEING CRUSHED BETWEEN THE SEAT AND THE FRAME, WHICH STARVED THE ENGINE OF FUEL. 20000701012739A (-23) THE STUDENT PILOT WAS ATTEMPTING HIS SECOND SOLO LANDING ON RWY 27 AT MIDDLE PENINSULA REGIONAL AIRPORT (W97) WEST POINT, VA. AFTER TOUCH DOWN THE A/C VEERED TO LEFT DEPARTED THE RWY AND CAME TO REST IN AN UPSIDE DOWN POSITION IN THE GRASSY AREA ADJACENT TO THE LEFT SIDE OF RWY. THERE WERE NO INJURIES TO THE STUDENT PILOT. DAMAGE TO A/C INCLUDED A SUBSTANTIALLY DAMAGED RUDDER AND VERTICAL STABILIZER, BROKEN NOSE LANDING GEAR, BENT PROPELLOR, AND BUCKLED SKIN ON THE LEFT AND RIGHT WINGS. (.4)ON JULY 1, 2000, AT 1030 EASTERN DAYLIGHT TIME, A CESSNA 152, N68910, WAS SUBSTANTIALLY DAMAGED DURING LANDING, WHEN IT DEPARTED THE LEFT SIDE OF RUNWAY 27 AT MIDDLE PENINSULA REGIONAL AIRPORT (W97), WEST POINT, VIRGINIA. THE STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SOLO FLIGHT THAT ORIGINATED FROM WEST POINT. NO FLIGHT PLAN WAS FILED, AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE STUDENT AND INSTRUCTOR LANDED. THE INSTRUCTOR GOT OUT OF THE AIRPLANE, AND THE STUDENT DEPARTED ON HIS FIRST SOLO FLIGHT. THE STUDENT SUCCESSFULLY COMPLETED ONE TRAFFIC PATTERN, L ANDED, AND THEN DEPARTED ON THE SECOND FLIGHT. DURING THE SECOND TOUCH DOWN, THE AIRPLANE YAWED LEFT. THE STUDENT APPLIED RIGHT BRAKE TO STRAIGHTEN THE AIRPLANE, BUT NOTHING HAPPENED. THE AIRPLANE DEPARTED THE LEFT SIDE OF RUNWAY 27, AND FLIPPED OVER. AFTER THE ACCIDENT, THE LEFT AND RIGHT WHEELS WHERE SPUN BY HAND. WHILE THE WHEELS WERE SPINNING, THE CORRESPONDING BRAKE WAS APPLIED. IN BOTH CASES, THE WHEELS CAME TO A STOP. IN ADDITION, NO FLAT SPOTS WERE OBSERVED ON EITHER TIRE, AND NO SKID MARKS WERE SEEN ON THE RUNWAY. FLIGHT CONTROL CONTINUITY WAS VERIFIED, AND THE FLIGHT INSTRUCTOR STATED THAT THE WIND WAS CALM AT THE TIME OF THE ACCIDENT. 20000701013309A (-23) A/C LOST POWER WHILE SPRAYING AND ON A RACETRACK FOR ANOTHER SWATH RUN. AS A RESULT OF FUEL STARVATION NO FUEL IN EITHER FUEL CELL. (.4)ON JULY 1, 2000, ABOUT 1600 CENTRAL DAYLIGHT TIME, A CESSNA A188B, N53208, REGISTERED TO AND OPERATED BY CPS FLYING SERVICE, INC., CRASHED WHILE MAKING A FORCED LANDING FOLLOWING LOSS OF ENGINE POWER, WHILE ON A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM BELZONI, MISSISSIPPI, THE SAME DAY, ABOUT 1550. THE PILOT STATED HE LANDED AT 1540, AFTER AN AERIAL APPLICATION FLIGHT TO RELOAD CHEMICALS AND REFUEL THE AIRCRAFT. HE PARKED AT THE LOADING AREA AND AS THE CHEMICALS WERE BEING LOADED, HE TALKED WITH THE CUSTOMER ABOUT WHAT FIELDS WERE TO BE SPRAYED NEXT. AFTER CHEMICAL LOADING WAS FINISHED HE TAXIED FOR TAKEOFF, WITHOUT REALIZING THAT HE HAD NOT REFUELED THE AIRCRAFT. AT TAKEOFF, THE LEFT FUEL TANK GAUGE SHOWED EMPTY AND THE RIGHT FUEL TANK GAUGE SHOWED 1/4 TO 1/2 FULL. HE DEPARTED ABOUT 1550. AFTER ARRIVING OVER THE FIELD, WHIC H WAS ABOUT 4 MILES FROM THE AIRPORT, HE COMPLETED TWO SWATH RUNS. AS HE PULLED UP OUT OF THE FIELD ON THE THIRD SWATH RUN, THE ENGINE SURGED. HE TURNED TO THE LEFT TO SET UP FOR A LANDING IN THE FIELD. THE ENGINE REGAINED POWER AND THEN SURGED AND QUIT. THE AIRCRAFT PANCAKED INTO THE FIELD AND THE LANDING GEAR FOLDED. THE AIRCRAFT SLID ABOUT 100 FEET AND CAME TO REST. POSTCRASH EXAMINATION OF THE AIRCRAFT BY AN FAA INSPECTOR SHOWED THE AIRCRAFT'S FUEL TANKS CONTAINED NO USABLE FUEL. 20000701013519A (-23) STUDENT PILOT WAS ON A SOLO ATTEMPTING TO LAND. DURING THE LANDING PROCEDURE, THE STUDENT LANDED THE AIRCRAFT HEAVILY ON THE NOSE CAUSING THE IARCRAFT TO PORPOISE. THE AIRCRAFT THEN STRUCK THE TIE DOWN ON THE TAIL CAUSING DAMAGE TO BOTH THE NOSE AND THE TAIL. PULLED ALL PANELS TO VIEW THE DAMAGE CAUSED BY THE HARD LANDING. DAMAGE TO THE AIRCRAFT WAS EVALUATED AND FOUND TO BE EXTENSIVE IN NATURE. THE FIRE WILL WAS DAMAGED AT THE TOP OF THE ENGINE MOUNTS. THE ENGINE MOUNT WAS CRACKED IN SEVERAL PLACES AND THE NOSE LANDING GEAR STRUT WAS BENT. FURTHER DAMAGE INCLUDED THE FUSELAGE NEAR THE FORWARD PART OF THE HORIZONTAL STABILIZER. THE AFT PART OF THE AIRCRAFT STRUCK THE GROUND CAUSING DAMAGE TO THE TAIL. 20000701020519I (-23)THE FOLLOWING NARRATIVE WAS DERIVED FROM AN ON SCENE INVESTIGATION AND INTERVIEW OF THE OPERATOR BY PERSONNEL OF THE ALLEGHENY FSDO. DURING TAXI OPERATIONS ON A GRASS RUNWAY, A HOMEBUILT GYROCOPTER HIT A RUNWAY SIDE MARKER (55 GAL. DRUM CUT IN HALF) AND FLIPPED OVER. AIRCRAFT MAIN ROTOR SUPPORT BROKEN, MAIN ROTOR DAMAGED, AND PROPELLER WAS BROKEN. OPERATOR SUFFERED MINOR INJURIES. OPERATOR STATED HE HAD NO INTENT TO FLY, JUST GETTING USED TO HANDLING THE AIRCRAFT ON THE GROUND. OPERATOR ALSO STATED THAT HE UNDERSTOOD THE AIRCRAFT WAS CONSIDERED TO BE AN ULTRALIGHT AND THAT HE REQUIRED NO FORMAL TRAINING OF LICENSE. HE SAID HE READ BOOKS AND HAD VIEWED SEVERAL VIDEOS. HE FELT EVENTUALLY HE WOULD BE ABLE TO THE FLY THE AIRCRAFT. 20000701020669I (-23)AIRMAN LANDED AT THE OPA LOCKA AIRPORT TO WAIT OUT THUNDERSTORMS IN THE AREA. GUST OF WIND RAISED TAIL OF AIRCRAFT CAUSING A PROP STRIKE. REPORTED WINDS -24007G22. CONVERSATION WITH AIRCRAFT OWNER REVEALED THAT AIRCRAFT IN HIGHLY MODIFIED FOR BANNER WORK AND IS SUSCEPTIBLE TO THIS TYPE OF INCIDENT. AIRMAN IS STILL EMPLOYED BY OPERATOR. 20000701020819I (-23)PILOT WAS ALLOWING HIS COUSIN, WHO HAD JUST SOLOED, TO FLY THE PATTERN AT THE GILMER COUNTY AIRPORT (49A). ON FINAL, ABOUT 1/3 THE WAY DOWN THE RUNWAY, THE STUDENT PILOT WAS TOLD TO GO AROUND. THE STUDENT PILOT APPLIED POWER TOO SLOWLY AND WAS ADVISED TO "GO FULL POWER". AS HE DID, HE PULLED RAPIDLY BACK ON THE CONTROL YOKE AT WHICH TIME THE PILOT IN COMMAND TOOK THE CONTROLS. THE LEFT WING DROPPED SHARPLY AND THE PIC APPLIES FULL RIGHT RUDDER AND AILERON. ALTITUDE WAS LOST IN AN ATTEMPT TO REGAIN AIRSPEED, AND FLAPS RAISED TP 60 DEGREES, GEAR NOT RETRACTED. THE PIC FLEW ABOUT 3000' BEFORE ELECTING TO LAND IN FIELD, HE DID NOT THINK HE COULD CLEAR THE TREES AHEAD. THE AIRCRAFT WENT INTO A FIELD, 45 DEGREES FROM RUNWAY HEADING, THRU 2 FENCES, AND STOPPED ABOUT 2000' NORTHWEST OF THE AIRPORT. THE AIRCRAFT STAYED UPRIGHT. DAMAGE TO: LEFT MAIN GEAR DOOR, LEFT WING LEADING EDGE, LEFT FLAP, RIGHT WING LEADING EDGE, RIGHT WING ROOT LEADING EDGE, NOSE COWLING, AND BOTTOM OF FUSELAGE. PILOT ALLOWED STUDENT TO PUT HIM IN A POSITION WHERE HE COULD NOT RECOVER SAFELY. 20000701023779A (-23) READ MY ATTACHED PTRS TRANSMITTAL REPORT FIRST FOR DETAILS. THE FACTS CAUSAL TO THE ACCIDENT ARE AS FOLLOWS: THE PILOT STATED THAT HE HAD BEEN FLYING THAT DAY IN THE SAME WIND CONDITIONS THAT HE THOUGHT EXISTED AT THE TIME OF THIS ATTEMPTED LANDING. HE SAID THERE WERE UNFORECAST SWIRLING WIND CONDITIONS THAT HE COULD NOT SEE AND THEY WERE OCCURRING AT THE APPROACH END OF THE RUNWAY WHEN HE MADE HIS APPROACH. PERHAPS, THESE WIND CONDITIONS COULD NOT HAVE BEEN AVOIDED. THE PILOT WAS COUNSELED ON LANDING AND/OR NOT LANDING IN STORMY GUSTY WIND CONDITIONS. (.4) ON JULY 1, 2000, ABOUT 1315 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL KASHAN BERKUT 540, N600SE, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT ROLLED OVER AND TOUCHED DOWN INVERTED DURING LANDING AT HAYDEN FIELD, JACKPOT, NEVADA. THE PRIVATE PILOT OPERATED THE BORROWED AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER SUSTAINED SERIOUS INJURIES. THE LOCAL PERSONAL FLIGHT, WHICH WAS PARTICIPATING IN AN EXPERIMENTAL AIRPLANE FLY-IN, DEPARTED JACKPOT AT AN UNKNOWN TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT TOLD A SHERIFF 'S DEPUTY THE WIND FLIPPED HIM OVER WHEN HE WAS ON SHORT FINAL. THE PILOT OF THE AIRPLANE AHEAD OF THE ACCIDENT AIRPLANE TOLD THE DEPUTY HE OBSERVED NUMEROUS DUST DEVILS AND GUSTY WINDS IN THE AIRPORT VICINITY AND BROADCAST AN ADVISORY ABOUT THE CONDITIONS. THE DEPUTY SAID THUNDERSTORMS WERE IN THE AREA, AND THE WINDS WERE 10 TO 15 KNOTS AND SWIRLING. A PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, FORM 6120.1/2, WAS SENT VIA CERTIFIED MAIL AND NOT RETURNED. 20000701024869I (-23)ON JULY 1, 2000, AT 1500 CT, A CESSNA 180J OWNED BY CUSTOM AERO SOL PRODUCTS, INC., OPERATED BY ^PRIVACY DATA OMITT^ HAD AN INCIDENT AFTER LANDING WHILE TAXING TO PARK, WHEN A WIND GUST LIFTED THE LEFT WING UP CAUSING THE RIGHT WING TO HIT THE GROUND. VFR FLIGHT CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE, AND THE PILOT WAS NOT INJURED. THE PILOT HOLDS A COMMERICAL SINGLE ENGINE, MULTI-ENGINE LAND AND INSTRUMENT^PRIVACY DATA OMITTED^ . THE FLIGHT ORGINATED AT GRAFORD, TEXAS ON JULY 1, 2000. 20000701026409I (-23)ON 7/01/2000 AT 1320 LOCAL TIME A BEECHCRAFT BE-35-M35, REGISTRATION NUMBER N9792R, OWNED OR REGISTERED TO^PRIVACY DATA OMITTED^ SUCESSFULLY ACCOMPLISHED AN EMERGENCY OFF AIRFIELD LANDING DURING CLIMB OUT ON A PERSONAL FLIGHT. VFR CONDITIONS PREVAILED AND A VFR FLIGHT PLNA WAS FILED. THE AIRCRAFT ENGINE HAD MINOR DAMAGE, AND THE PILOT AND PASSENGER WERE UNINJURED. THE PILOT HOLDS A AIRLINE TRANSPORT PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT WACO REGIONAL AIRPORT, TEXAS. 20000701027539I (-23)FINAL APPROACH TO RUNWAY 32. SLIGHT CROSSWIND WITH WIND GUSTS TO APPROXIMATELY 25 KNOTS. LANDED HARD AND BOUNCED. AIRCRAFT THEN LANDED NOSE WHEEL FIRST. MINOR DAMAGE TO NOSE COWL AREA. 20000701033889I (-23)DURING AFTER-LANDING ROLL OUT, THE PILOT STATED THAT THE NOSE GEAR SLOWLY BEGAN TO COLLAPSE. THE PILOT STEERED AIRCRAFT TOWARDS GRASS, OFF THE RUNWAY. MINOR DAMAGE WAS DONE TO THE NOSE GEAR DOORS AND PROPS. THE PILOT NOTED THAT HE HAD A NORMAL GEAR-DOWN INDICATION ON LANDING. 20000701034669I (-23)N7131G WAS ON A FERRY FLIGHT FROM JOHNSON COUNTY N.C. TO MARFA TEXAS. THE PILOT, ^PRIVACY DATA OMITTED^ STATED HE WAS STOPPING AT HALEYVILLE ALABAMA FOR FUEL. ON APPLYING BRAKES, PRIOR TO TURNING ON TAXIWAY, AIRCRAFT VEERED TO THE LEFT WITH NO RESPONCE FROM RIGHT BRAKE. RIGHT WHEEL EXITED RUNWAY AND BURRIED IN MUD, BREAKING THE DRAG LINK. 20000701035759I (-23)AIRCRAFT WAS IN CRUISE FLIGHT, EAST BOUND UP SPANISH FORK CANYON AT 9,500' WHEN THE PILOT EXPERIENCED A VIBRATION. HE IMMEDIATELY PERFORMED A 180' TURN TOWARDS SPANISH FORK, UT. AND WAS IN THE PROCESS OF SHUTTING DOWN THE ENGINE DUE TO THE SEVERE VIBRATION WHEN THE PROPELLER DEPARTED THE AIRCRAFT. HE ESTABLISHED A GLIDE TO SPANISH FORK AIRPORT AND LANDED WITHOUT INCIDENT. 20000701039149A (-23) THIS A/C HAS A HORIZONTAL BAR (PART OF AIRCRAFT STRUCTURE) INSTALLED JUST ABOVE THE BRAKE PEDALS. DURING LANDING IF ONE WERE TO HAVE THEIR FEET ONLY A FEW INCHES ABOVE THE FLOOR, FULL BRAKE TRAVEL WOULD NOT BE POSSIBLE DUE TO BRAKE PEDAL RESTRICTED TRAVEL. 20000701043189A (-23) ON FINAL APPROACH THE AIRCRAFT BEGAN TO SINK, CLIPPING A FENCE POST SHORT OF THE RUNWAY WITH THE LEFT WING. THE LEFT WING WAS SUBSTANTIALLY DAMAGED. 20000701043639A (-23) THE AIRCRAFT IMPACTED THE GROUND NOSE FIRST. THE AIRCRAFT HAD BEEN SEEN FLYING LOW AND DOING MANY MANEUVERS IN THE LOCAL AREA THROUGHOUT THE DAY. 20000701043709A (-23) THE ACCIDENT OCCURRED DURING AN INSTRUCTIONAL PERIOD ON SIMULATED ENGINE OUT PROCEDURES. MR. WINCHELL WAS PROVIDING INSTRUCTION TO HIS SON, OWNER OF A/C N5661P. THE A/C WAS NEAR WOODBINE AIRPORT (1N4) WHEN THE INSTRUCTOR DEMONSTRATED A SIMULATED POWER-OFF LANDING. AS THE A/C TURNED ON FINAL APPROACH APPROX. 200', THE INSTRUCTOR REALIZED THAT A NORMAL LANDING COULD NOT BE MADE. THE THEN APPLIED FULL POWER. THE A/C PRODUCED FULL POWER BUT SETTLED INTO THE BRUSH AND SMALL TREES APPROX. 285' FROM THE RWY 19 THRESHOLD. BOTH PILOTS REPORTED NO MECHANICAL PROBLEMS. NO INJURIES. THE A/C WAS SUBSTANTIALLY DAMAGED. A 709 LETTER HAS BEEN ISSUED TO THE INSTRUCTOR, LAWRENCE R. WINCHELL, JR. 20000701043919A (-23) ON JULY 1, 2000 AT 0845 CENTRAL DAYLIGHT TIME, A BUSBY MIDGET MUSTANG AMATEUR-BUILT EXPERIMENTAL AIRPLANE, N6402G WAS COMPLETING A LOW ALTITUDE HIGH SPEED PASS ON 19L AT RICHARD L. JONES AIRPORT (RVS). THE PILOT REPORTED HE HEARD A LOUD BANG AND THEN HE FELT A SEVERE VIBRATION. HE ATTEMPTED TO LAND IN THE GRASS TO THE WEST OF THE RUNWAY, DURING THE ROLL OUT THE LEFT WING CONTACTED A FENCE. INSPECTION OF THE AIRCRAFT FOUND THAT THE SPINNER HAD SEPARATED CAUSING THE VIBRATION. INSPECTION OF THE AIRCRAFT FOUND THE LEFT TIP TANK TORN OFF, THE RIGHT MAIN GEAR FOLDED UNDER, THE FUSELAGE HAS WRINKLED IN THE LEFT SIDE, THE TAIL WHEEL TORN LOOSE. 20000702004849A (-23)A/C DEPARTED X07 ON RUNWAY06. DURING CLIMB THE PILOT OBSERVED A FLOCK OF BIRDS NEAR THE END OF THE RUNWAY. TO AVOID HITTING THEM, THE OILOT BANKED TO THE RIGHT AT A SE DIRECTION WHEN THE A/C STRUCK A TENSION CABLE CAUSING DAMAGE TO THE LEADING EDGE BETWEEN THE OUTBOARD OF THE RIGHT HAND ENGINE AND THE DE-ICING BOOT. THE PILOT RETURNED TO X07 LANDING SAFELY WITHOUT ANY FURTHER INCIDENT. 20000702006509A (-23) WHILE ATTEMPING TO LAND AT POCATELLO, ID, PILOT MISJUGED FLARE AND LANDED HARD. DAMAGE TO PROP, NOSE GEAR AND ENGINE FIREWALL. ^PRIVACY DATA OMITTED^ 20000702007519A (-23) DURING CRUISE CLIMB WHILE PASSING THROUGH 3,500 MSL THE PILOT NOTICED NO OIL PRESSURE. THE PILOT EXECUTED A 180 DEGREE TURN TO RETURN TO THE DEPARTURE AIRPORT OF SELMA, AL. DURING THE TURN AT FULL POWER THE RPM WENT FROM 2500 TO 1200. THE ENGINE SUBSEQUENTLY FAILED WITH AN OIL LEAK OBSCURING THE PILOTS FORWARD VISION. MONTGOMERY APPROACH GAVE CONTINUOUS DISTANCE AND RECOMMENDED VECTORS FOR SELMA AIRPORT. AIRCRAFT LANDED 2 MILES SHORT OF THE INTENDED-AIRPORT LANDING AREA, STRUCK SEVERAL SMALL TREES JUST PRIOR TO TOUCH DOWN IN AN UPRIGHT POSITION. (.4) ON JULY 2, 2000, ABOUT 2052 CDT, A GULFSTREAM AMERICAN AA5A, N26937, REGISTERED TO AN INVIDUAL, MADE A FORCED LANDING IN TREES NEAR SELMA, AL., FOLLOWING LOSS OF ENGINE POWER, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE A/C RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT AND ONE PASSENGER RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED FROM SELMA, AL. A FEW MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE WAS FLYING FROM SELMA, AL., TO MONROEVILLE, AL. AFTER TAKEOFF FROM SELMA, WHILE CLIMBING THROUGH 3,500 FT., HE NOTICED THE ENGINE OIL PRESSURE WAS ON ZERO. HE INITIATED A TURN BACK TO SELMA, AND IN THE TURN, THE ENGINE LOST POWER, DROPPING TO ABOUT 1,200 RPM, AND HE NOTICED OIL ON THE WINDSHIELD. AS HE APPROACHED THE AIRPORT, HE REALIZED HE WOULD NOT MAKE IT TO THE RUNWAY, AND HE TURNED TOWARD A ROAD, FOR A LANDING. HE COULD NOT MAKE THE ROAD, AND ELECTED TO ALND THE A/C IN TREES. POSTCRASH EXAMINATION OF THE A/C AND ENGINE BY AN FAA INSPECTOR SHOWED THAT UPON REMOVAL OF THE PROPELLOR AND FORWARD (.4) COWLING, IT WAS OBSERVED THAT THE ENGINE FRONT CRANKSHAFT SEAL WAS NOT IN PLACE AND WAS LYING ON TOP OF THE ALTERNATOR. UPON REMOVAL OF THE NO.2 CYLINDER IT WAS OBSERVED THAT THE NO. 1 AND NO. 2 CONNECTING RODS HAD SEPARATED FROM THE CRANKSHAFT, HAD SIGNS OF EXTREMELY HIGH TEMPERATURE, AND HAD DAMAGED THE CRANKCASE. UPON REMOVAL OF THE NO. 4 CYLINDER, IT WAS OBSERVED THAT THE NO. 3 CONNECTING ROD SHOWED SIGNS OF HIGH TEMPERATURE. THE INSPECTOR STATED THAT THE DAMAGE IN THE ENGINE THAT HE OBSERVED WAS CONSISTENT WITH ENGINE OIL STARVATION. LOGBOOK RECORDS SHOWED THE ENGINE WAS OVERHAULED ABOUT 280 FLIGHT HOURS BEFORE THE ACCIDENT. ABOUT 158 FLIGHT HOURS AFTER OVERHAUL AND 122 FLIGHT HOURS BEFORE THE ACCIDENT THE ENGINE FRON CRANKSHAFT SEAL WAS REPLACED. (LOGBOOK PAGES ARE AN ATTACHMENT TO THIS REPORT) 20000702007719A (-23) PILOT REPORTED, DURING CRUISE SIGHT-SEEING FLIGHT A LOUD BANK, A RED ENGINE OUT LIGHT AND A LOSS OF ENGINE POWER. PILOT ATTEMPTED AUTO RELIGHT WITH NO SUCCESS. AUTOROTATED TO THE BANK OF THE WILLIAMETTE RIVER. 20000702007809A (-23) DURING LANDING ROLLOUT, THE AIRCRAFT EXPERIENCED SEPARATION OF NOSEWHEEL WHEN IT CONTACTED THE GROUND. THE AIRCRAFT FLIPPED OVER ONTO IT'S BACK BEFORE COMING TO A STOP, CAUSING SUBSTANTIAL DAMAGE. THE COUNTY SHERRIFF'S LOCATED SEPARATED NOSEWHEEL ASSEMBLY, NOSEWHEEL AXLE AND AXLE BOLT NUT NEAR THE AIRCRAFT. THE BOLT AND NUT DID NOT HAVE DRILLED AND COTTER KEY CONFIGUARTION COMMON TO CESSNA AIRCRAFT. 20000702008389A (-23) IN CRUISE FLIGHT PILOT FELT A TAIL ROTOR VIBRATION (HIGH FREQ) THEN HHEARD A LOUD BANG, PILOT HAD LOST ALL TAIL ROTOR CONTROL PILOT AUTOROTATED, AFTER SHUT DOWN AND ON INSPECTIONS OF THE HELI THE LAST TWO FEET OF THE TAIL BOOM INCLUDING THE TAIL ROTOR AND VERTICAL FIN HAD DEPARTED THE A/C. (.4) THE PILOT SAID HE HAD BEEN FLYING THE HELICOPTER AT AN ALTITUDE OF ABOUT 500 FEET, 100 KNOTS INDICATED AIRSPEED, AND 65 TO 70 POUNDS PER SQUARE INCH TORQUE, WHEN HE FELT A HIGH FREQUENCY VIBRATION THROUGH THE ANTITORQUE PEDALS. HE SAID THE VIBRATION DISSIPATED BUT SOON BEGAN AGAIN, AND BECAME EXCESSIVE WITH 'STRONG' FORCES IN THE PEDALS. THE FORCES WERE SOON FOLLOWED BY A LOUD 'BANG' AND THE AIRCRAFT YAWED VIOLENTLY TO THE RIGHT, AND THE NOSE PITCHED DOWN. HE SAID THE ANTITORQUE PEDALS HAD NO EFFECT, SO HE LOWERED THE COLLECTIVE CONTROL AND APPLIED AFT CYCLIC CONTROL INPUT TO THE STOP THE YAW, AND LEVEL THE AIRCRAFT. HE SAID THE YAW RATE SLOWED, BUT DID NOT STOP, AND AT ABOUT 70 TO 80 DEGREES OF RIGHT YAW, HE REDUCED THE THROTTLE IN AN ATTEMPT TO FURTHER REDUCE/CONTROL THE YAW CONDITION, AND THE AIRCRAFT YAW STOPPED. HE WAS THEN ABLE TO EXECUTE AN AUTOROTATIVE LANDING TO AN OPEN FIE LD. THE ON SCENE EXAMINATION OF THE AIRCRAFT SHOWED THAT THE STABILIZER, AS WELL AS AN 18-INCH SECTION OF THE HOLLOW PORTION OF THE TAIL HAD SEPARATED FROM THE AIRCRAFT IN FLIGHT. THE 90-DEGREE GEARBOX ALSO PARTIALLY SEPARATED FROM THE AIRCRAFT, AND WAS ONLY HELD BY ONE REMAINING BOLT, AND THERE WERE CONTACT MARKS AND PAINT TRANSFER SIGNATURES, CONSISTENT WITH THOSE FROM MULTIPLE TAIL ROTOR BLADE STRIKES AT THE FRACTURE POINT. THE AFT 6 INCHES OF THE TAILBOOM WITH ATTACH POINTS, TAIL ROTOR GEARBOX, AND TAIL ROTOR ASSEMBLY WERE RETAINED FOR METALLURGICAL EXAMINATION. THE EXAMINATION REVEALED THAT THE FRACTURED TAIL ROTOR GEARBOX STUDS WERE FATIGUE FAILURES. IN ADDITION, BOTH ELASTOMER BEARINGS IN THE TAIL ROTOR DRIVE FORK WERE EXAMINED, AND WERE FOUND TO HAVE FAILED DUE TO FATIGUE. 20000702009949A (-23) PILOT ROWLEY WAS REPORTEDLY PERFORMING A LOW FLY-BY OVER RUNWAY 33 AT MEADOW LAKE AIRPORT. OVER THE DEPARTURE END OF THE RUNWAY, THE ENGINE QUIT ROWLEY THEN MADE A LEFT TURN BACK TOWARDS RUNWAY 15 AFTER ATTAINING AL ALTITUDE OF APPROXIMATELY 100 FEET TO 150 FEET, ACCORDING TO THE WITNESSES. THE AIRCRAFT HIT A POWER POLE LOCATED NEAR THE END, BUT WEST, OF RUNWAY 15 WITH A WING TIP, HIT THE GROUND AND CARTWHEELED ALONG THE DIRECTION OF THE POWER LINES, CAME TO REST AT THE SECOND POWER POLE TO THE SOUTH OF THE POLE OF INITIAL IMPACT, THEN BURNED. 20000702010089A (-23) PRO AIR FLIGHT 212, WHILE TAXIING INTO THE GATE AT ORLANDO MCO AIRPORT ON JULY 2, 2000,WITHOUT ADHERING TO EMERGENCY STOP SIGNALS FROM GROUND PERSONNEL, CAME IN CONTACT WITH A CARGO CONTAINER LOADING VEHICLE PARKED ON RAMP, CAUSING SUBSTANTIAL DMAMAGE TO THE LEFT WING SPAR. (.4)UPON ARRIVAL AT THE GATE THE CAPTAIN OBSERVED ANOTHER AIRCRAFT STILL PARKED AT THE GATE. AFTER HOLDING AWAY FROM THE GATE THE OTHER AIRCRAFT WAS PUSHED AWAY AND THE CAPTAIN BEGAN TO TAXI INTO THE GATE. A GROUND CREWMAN SIGNALED THE CAPTAIN TO STOP, BUT THE CAPTAIN CONTINUED TO TAXI INTO THE GATE. ANOTHER GROUND CREWMAN THEN SIGNALED THE CAPTAIN TO STOP, AND AGAIN HE CONTINUED TO TAXI INTO THE GATE. THE GROUND CREWMAN THEN DIRECTED THE CAPTAIN TO TURN TO THE RIGHT, TO AVOID GROUND EQUIPMENT. THE CAPTAIN CONTINUED TO TAXI STRAIGHT AHEAD AND A SHORT TIME LATER THE LEFT WING OF THE AIRCRAFT COLLIDED WITH A CARGO CONTAINER LOADER, RESULTING IN SUBSTANTIAL DAMAGE TO THE AIRCRAFT'S WING. A FAA INSPECTOR WAS RIDING ON THE COCKPIT JUMPSEAT, PERFORMING AN ENROUTE INSPECTION OF THE FLIGHT, AND OBSERVED THE ACCIDENT. 20000702011819A (-23) N757SL DEPARTED MAPLE LAKE, MN SOMETIME DURING THE NIGHT OF JULY 1, OR MORNING OF JULY 2. THE PILOT, MR. JACOB R. KLEING, WAS NOT CERTIFICATED; AND THE FLIGHT WAS NOT AUTHORIZED BY WRIGHT AERO, THE A/C OPERATOR. THE A/C CRASHED IN A FIELD 1.5 MILES ENE OF BROWNTON, MNM. MR. KLEIN WAS THE SOLE OCCUPANT OF A/C AND WAS FATALLY INJURED DURING THE CRASH. THE ACCIDENT REMAINS UNDER INVESTIGATION BY THE NTSB. 20000702021589I (-23)AIRCRAFT OBSERVED BY PALM BEACH FIRE RESCUE LANDING AT LNA WITH LANDING GEAR UP. PILOT DEPARTED THE AIRPORT WITHOUT ANYONE TO TALK TO HIM FROM SHERIFFS DEPARTMENT. AIRCRAFT WAS ON RETURN FLIGHT (EMPTY) FROM WALKERS. NO CALL TO UNICOM WITH IRREGULARITIES. CARIB AIR CARGO OPERATED AIRCRAFT. AIRCRAFT SUSTAINED MINOR DAMAGE. 20000702025639I (-23)WHILE PRACTICING LANDING FROM RIGHT SEAT PREPARING FOR CFI CHECKRIDE, ^PRIVACY DATA ^ MADE A HARD LANDING, CAUSING THE NOSE GEAR TO SEPARATE FROM THE AIRCRAFT. 20000702026579I (-23)THE PILOT OF THE A/C COULD NOT BE CONTACTED. THIS REPORT WAS GIVEN BY^PRIVACY DAT^A MECHANIC AT THE FIELD WHERE THE A/C LANDED. THE ENGINES MANIFOLD PRESSURE INDICATING LINE HAD BROKEN OFF AT THE CYLINDERHEAD. IT WAS REATTACHED AND THE A/C FLEW AWAY. 20000702027609I (-23)PILOT ADMITTED TO BEING DISTRACTED BY INBOUND TRAFFIC TO LDM, AND HE FORGOT TO EXTEND LANDING GEAR. PILOT SO STATED THAT HE DID NOT REMEMBER HEARING ANY GEAR WARNING HORN DURING LANDING. HE WAS ADVISED TO HAVE GEAR HORN SYSTEM CHECKED DURING AIRCRAFT REPAIR FOR GEAR DAMAGE. IF THERE WAS A PROBLEM, HE WAS INSTRUCTED TO HAVE HIS MECHANIC SUBMIT AN M OR D REPORT. 20000702028419I (-23)THE PILOT STATED THAT HE WAS DESCENDING UPON A LANDING SITE WHEN HE SPOTTED POWER LINES AT THE LAST MINUTE. HE STATED THAT HE TRIED TO CLIMB BUT DID NOT HAVE TIME OR DISTANCE TO CLEAR LINES. PILOT INITIATED AN EMERGENCY LANDING PROCEDURE AND LANDED BEFORE HITTING POWER LINES. ENVELOPE CONTACTED WIRES BUT NO DAMAGE. WHEN THE ENVELOPE DESCENDED ON THE HOT BURNER SOME OF THE MATERIAL WAS MELTED. NO INJURIES AND MINOR ENVELOPE DAMAGE. 20000702028999A (.4)WHILE LANDING THE TAIL-WHEELED AIRPLANE, THE PILOT REPORTED THAT LEFT BRAKE SEIZED AND THE AIRPLANE NOSED OVER. AFTER THE ACCIDENT, A FRIEND OF THE PILOT STATED HE USED A SCREW DRIVER TO RELEASE THE SEIZED BRAKE. EXAMINATION OF THE AIRPLANE BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR, WHICH INCLUDED DISASSEMBLY OF THE LEFT BRAKE DID NOT REVEALED ANY PRE- OR POST-ACCIDENT ABNORMALITIES. (-23)ON JULY 2, 2000, THE PILOT OF THE CESSNA, CE-180, N3131D, WAS LANDING AT HIS OWN PRIVATE STATE CERTIFIED AIRPORT (8PS2), MERCER, PA. ON LANDING ROLLOUT, THE AIRCRAFT FLIPPED OVER ON ITS BACK FACING APPROXIMATELY 184 DEGREES FROM ITS ORIGINAL DIRECTION OF TRAVEL. THE PILOT STATED HE THOUGHT THE LEFT BRAKE LOCKED UP ON THE AIRCRAFT THERE WERE NO INJURIES OF FURTHER INCIDENTS WITH THE AIRCRAFT. 20000702033299I (-23)PASSENGERS FIGHTING ON BOARD AIRCRAFT WERE TAKEN INTO FBI CUSTODY AND WILL BE PROSECUTED BY THE U.S. ATTORNEY GENERAL'S OFFICE. 20000702033609I (-23)THE AIRCRAFT LANDED ON RUNWAY 28L AT PIT AFTER REPORTING AN ELECTRICAL PROBLEM. THE PROBLEM WAS TRACED TO A BAD STARTER GENERATOR, IT WAS REPLACED, AND THE AIRCRAFT DEPARTED 7-6-00. 20000702034419I (-23)PILOT FAILED TO EXTEND LANDING GEAR PRIOR TO TOUCHDOWN. 20000702034949I (-23) THE PILOT DEPARTED HOLLIS EMPTY IN A DHC-2 ON FLOATS. UPON CLIMBING THROUGH 200 FT. AGL, AND IN A 20 DEGREE BANKED TURN, THE CONTROL YOKE HANDLES BROKE AWAY FROM THE REST OF THE YOKE ASSEMBLY, LEAVING THE PILOT WITHOUT AILERON CONTROL. THE PILOT WAS ABLE TO REGAIN ROLL CONTROL USING RUDDER, AND PITCH CONTROL WAS STILL POSSIBLE USING THE REMAINING CONTROL YOKE. THE PILOT FLEW TO KETCHIKAN WHERE HE LANDED UNEVENTFULLY, IN THE PRESENCE OF EMERGENCY EQUIPMENT. IT WAS DETERMINED THAT A LARGE AREA WASHER ON THE CONTROL YOKE ASSEMBLY HAD FAILED. THIS LARGE WASHER ENSURES THE CASTLE NUT AND COTTER PIN HOLDING THE HANDLES DO NOT SLIDE THROUGH THE CENTER OF THE SPLINES THAT HOLDS THE HANDLES TO THE CONTROL YOKE. THE WASHER WAS MISSING AND COULD NOT BE FOUND. 20000702035099I (-23)DURING A TOUCH-AND-GO LANDING AT VAN NUYS AIRPORT, THE STUDENT, AFTER LANDING ON RUNWAY 16L, IN PREPARATION FOR TAKE-OFF, RAISED THE LANDING GEAR HANDLE INSTEAD OF THE FLAP HANDLE. THE INSTRUCTOR WAS UNABLE TO STOP THE STUDENT BEFORE HE HAD MOVED THE GEAR HANDLE. THE NOSE GEAR OF THE AIRPLANE COLLAPSED AND THE AIRCRAFT SKIDDED OFF THE RUNWAY. 20000702040339A (.4) ON JULY 2, 2000, ABOUT 1711 EASTERN DAYLIGHT TIME, A WACO UPF-7, N32133, WAS SUBSTANTIALLY DAMAGED DURING THE INITIAL CLIMB FROM THE BUTTER VALLEY GOLF PORT, BALLY, PENNSYLVANIA. THE CERTIFICATED COMMERCIAL PILOT AND TWO PASSENGERS SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE WAS DEPARTING ON RUNWAY 34, A 2,420-FOOT LONG, 85 FOOT WIDE, ASPHALT AND TURF RUNWAY. AS THE AIRPLANE WAS ROLLING ON THE ASPHALT PORTION OF THE RUNWAY, HE OBSERVED A MOVING GOLF CART AHEAD AND TO THE RIGHT OF THE AIRPLANE. THE PILOT PERCEIVED THAT THE AIRPLANE WAS ON A COLLISION COURSE WITH THE GOLF CART AND VEERED TO THE LEFT, ONTO THE TURF PORTION OF THE RUNWAY. THE PILOT THEN ABORTED THE TAKEOFF AND THE AIRPLANE CONTINUED TO TRAVEL TO THE LEFT SIDE OF THE TURF RUNWAY. THE TERRAIN ON THE LEFT SIDE OF THE TURF RUNWAY SLOPED DOWNWARD ABOUT 6 FEET. THE AIRPLANE CONTINUED DOWN THE SLOPE, NOSED OVER, AND CAME TO REST INVERTED AGAINST A TREE. IN A TELEPHONE INTERVIEW, THE PILOT STATED THAT THERE WAS A GOLF COURSE LOCATED AROUND THE PERIMETER OF THE AIRPORT. AS THE AI RPLANE WAS ROLLING DOWN THE RUNWAY, HE SAW A GOLF CART ON A COLLISION COU RSE AND LOST CONTROL AFTER THE EVASIVE ACTION TO AVOID THE GOLF CART. THE WINDS REPORTED BY A NEARBY AIRPORT, AT 1651, WERE FROM 220 DEGREES AT 8 KNOTS. (-23) PILOT STATED THAT HE LOST CONTROL OF AIRCRAFT ON THE TAKEOFF ROLL AND IMPACTED TREES. 20000702042649A (-23) THE PILOT REPORTED THAT WHILE ON HIS TAKEOFF ROLL FROM THE NASHAGAK RIVER, AT ROTATION SPEED, A GUST OF WIND PICKED UP THE RIGHT WING AND THE AIRCRAFT VEERED TO THE LEFT. HE APPLIED HARD RIGHT RUDDER IN AN ATTEMPT TO CORRECT THE PROBLEM, HOWEVER, THE RIGHT WING CONTINUED TO LIFT. ADDITIONALLY, HE EXPERIENCED A STRONG DOWNDRAFT AT WHICH POINT BOTH FLOATS STRUCK A GRAVEL BAR, BOUNCED AND CARTWHEELED OVER AND THE AIRCRAFT CAME TO A STOP ON ITS BACK. THE PILOT ALSO STATED THAT THERE WAS 100 FOOT BLUFF ON THE RIGHT SIDE OF THE RIVER, AND BELIEVES THAT THE BLUFF PRODUCED THE GUSTY WIND CONDITIONS. THE PILOT WAS COUNSELED CONCERNING OTHER POSSIBLE OPTIONS, BUT FELT THAT HE HAD NONE AT THE TIME. 20000703005759A (-23) PILOT STATED HE GOT INTO A STRONG DOWN DRAFT AND COULDN'T MAINTAIN ALTITUDE. HE TOUCHED DOWN ON A ROAD AND THERE WAS A GATE AND CATTLE GUARD 200 FT. IN FRONT OF HIM AND HE HIT THEM AND FLIPPED OVER. 20000703008409A (-23) A FLIGHT INSTRUCTOR WAS CONDUCTING A RE-FAMILIARIZATION FLIGHT FOR A STUDENT WHO HAD NOT FLOWN IN SOME TIME. THE STUDENT FLEW THE FIRST LANDING WITHOUT ANY PROBLEMS. THE SECOND PATTTERN WAS EXTENDED TO ALLOW SPACING FOR A GLIDER LANDING. ON SHORT FINAL, THE STUDENT EXTENDED FULL FLAPS, AND THE AIRPLANE BEGAN TO "DROP FAST". THE CFI TOOK THE CONTROLS, ADDED POWER TO AVOID A HARD LANDING, BUT THE AIRPLANE BOUNCED ON THE RUNWAY AND THE CFI INITIATED A GO-AROUND. THE CFI ABORTED THE GO-AROUND AND TRIED TO ALND THE AIRPLANE. THE AIRPLANE WAS NOW DRIFTING LEFT, AND TOUCHED DOWN ON THE GRASS TO THE LEFT OF THE RUNWAY. IT CONTINUED TO SKID TO THE LEFT, STRICKING A HANGAR DOOR WITH ITS LEFT WINGTIP AND PIVOTING AROUND. THE NOSE OF THE A/C STRUCK THE DOOR HEAD-ON, AND THE A/C CAME TO A REST. (.4) ON JULY 3, 2000, ABOUT 1130 EASTERN DAYLIGHT TIME, A CESSNA 172H, N8805Z, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT THE KUTZTOWN AIRPORT (N31), KUTZTOWN, PENNSYLVANIA. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE CERTIFIED FLIGHT INSTRUCTOR (CFI), THE ACCIDENT FLIGHT WAS A "FAMILIARIZATION FLIGHT" FOR THE STUDENT PILOT. THEY PLANNED TO REMAIN IN THE TRAFFIC PATTERN TO PRACTICE TAKEOFFS AND LANDINGS ON RUNWAY 35, A 2,435 FOOT LONG, 240 FOOT WIDE, TURF/ASPHALT RUNWAY. THE CFI STATED THAT THE STUDENT PILOT PERFORMED THE FIRST LANDING WITHOUT ANY PROBLEMS, "ON THE NUMBERS." DURING THE SECOND LANDING, THE AIRPLANE "BOUNCED HARD" ON THE RUNWAY, AND THE CFI ATTEMPTED TO REGAIN CONTROL OF THE AIRPLANE. HE ADDED FULL POWER TO INITIATE A GO-AROUND; HOWEVER, THE AIRSPEED WAS "TOO SLOW," THE FLAPS WERE EXTENDED, AND THEY WERE "RUNNING OUT OF RUNWAY." THE CFI THEN ABORTED THE GO-AROUND AND ATTEMPTED TO LAND ON THE REMAINING RUNWAY. THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY, AND IMPACTED A HANGAR. THE STUDENT PILOT REPORTED THAT HE PERFORMED THE FIRST TAKEOFF AND LANDING TO RUNWAY 35 UNEVENTFULLY. DURING THE SECOND APPROACH, HE EXTENDED THE DOWNWIND LEG OF THE TRAFFIC PATTERN TO ALLOW SPACING FOR A GLIDER TO LAND PRIOR TO HIS LANDING. ON SHORT FINAL, THE STUDENT PILOT EXTENDED FULL FLAPS, AFTER HE REALIZED THE AIRPLANE WAS A "LITTLE HIGH." HE REPORTED THAT AS THE AIRPLANE BEGAN TO "DROP FAIRLY FAST" OVER THE RUNWAY, THE CFI TOOK OVER THE CONTROLS, AND ADDED POWER TO AVOID A HARD LANDING. THE AIRPLANE BOUNCED ON THE RUNWAY AND THE CFI INITIATED A GO-AROUND. THE CFI THEN ABORTED THE GO-AROUND AND ATTEMPTED TO LAND ON THE REMAINING RUNWAY. THE AIRPLANE TOUCHED DOWN ON A GRASS STRIP TO THE LEFT OF THE RUNWAY, AND IMPACTED A HANGAR WITH ITS LEFT WINGTIP. IT THEN PIVOTED TO THE LEFT AND CAME TO REST AFTER IT STRUCK THE HANGAR WITH ITS RIGHT WING. ACCORDING TO THE STUDENT PILOT, HE HAD ACCUMULATED 40 TO 50 HOURS OF TOTAL FLIGHT EXPERIENCE OVER THE PAST 5 YEARS. PRIOR TO THE ACCIDENT FLIGHT, HIS LAST FLIGHT WAS "ABOUT A YEAR AGO." THE CFI REPORTED 14,479 HOURS OF TOTAL FLIGHT TIME, OF WHICH 6,000 HOURS WERE IN THE MAKE AND MODEL OF THE ACCIDENT AIRPLANE. EXAMINATION OF THE AIRPLANE BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, REVEALED SUBSTANTIAL DAMAGE TO BOTH WINGS, THE PROPELLER, AND THE RIGHT FLAP. THE WINDS REPORTED AT AN AIRPORT 10 MILES AWAY, AT 1154, WERE FROM 230 DEGREES AT 5 KNOTS. 20000703008809A (-23) PILOT WAS SPRAYING UNDER STATE BOWEEVIL CONTRACT. DURING APPLICATION, SEVERAL DOVES WERE SPOOKED OUT OF A FIELD, MANY OF WHICH WERE HIT BY THE AIRCRAFT. APPEARS THAT SEVERAL BIRDS WERE INGESTED INTO THE INTAKE OF THE AIRCRAFT CAUSING THE ENGINE TO FLAME OUT. AIRCRAFT LANDED DOWNWIND IN A COTTON FIELD. PILOT TRIED UNSUCCESSFULLY TO GROUND LOOP THE AIRCRAFT TO PREVENT FROM HITTING A BERM NEAR A COUNTY ROAD WHICH HE WAS APPROACHING. AIRCRAFT NOSED OVER, SPUN AROUND AND CAME TO REST ON THE COUNTY ROAD. PILOT SUSTAINED MINOR INJURIES, AIRCRAFT WAS SUBSTANTIALLY DAMAGED. 20000703010509A (-23) ON JULY 3, 2000 MR. ROBERT CONTRELL, PILOT-IN-COMMAND OF GRUMMAN G-164B AG CAT N48456, CONDUCTING A SULPHER DUSTING OPERATION UNDER 14 CFR PART 137, FIVE MILES SOUTH OF KING CITY, CALIFORINA. DURING THE THIRD PASS OF THE FIELD HE WAS DUSTING, THE ENGINE OF N48456 LOST POWER. MR. CANTRELL EXECUTED AN EMERGENCY LANDING ON A NEARBY PERIMETER ROAD. DURING THE LANDING, AS THE TAIL OF THE AIRCRAFT WAS SETTLING, THE RIGHT WING BEGAN DIGGING INTO A THREE TO FOUR FOOT SAND BERM ON THE SHOULDER OF THE NARROW ROAD. THIS CAUSED THE AIRCRAFT TO PULL TO THE RIGHT AND INTO THE EMBANKMENT. FIRE STARTED IN THE ENGINE COMPARTMENT ON IMPACT, IGINITING THE SULPHUR AND FUEL, TOTALLY DESTROYING THE AIRCRAFT. MR. CANTRELL A COMMERICAL CERTIFICATED PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE TAKEOFF WAS FROM AN UNIMPROVED AIRSTRIP FOLLOWING RELOADING AND REFUELING OF THE AIRCRAFT. 20000703011639A (-23) A/C WAS FLYING WEST ALONG A TREE LINE ROLLING OUT OF A TURN. IT APPEARS THAT THE A/C STALLED AND DECENDED INTO THE TREES WITH THE LEFT WING STRIKING A TREE AT APPROX. 25 FEET. THE LEFT WING SEPARATED FROM THE A/C AND THEN WENT INTO A STEEP NOSE DOWN ANGLE AND HIT THE GROUND AND FLIPPED OVER ON THE TOP. THE A/C CAUGHT FIRE AND WAS DESTROYED. THE PILOT ESCAPED, BUT HAS SERIOUS INJURIES DUE TO 2ND AND 3RD DEGREE BURNS. AIRMAN SUCCUMBED TO HIS INJURIES IN HOSPITAL AND DIED. (.4)ON JULY 3, 2000, ABOUT 1900 CENTRAL DAYLIGHT TIME, A CESSNA A188B, N731SP, REGISTERED TO AND OPERATED BY CHOCTAW FLYING SERVICE, INC., CRASHED WHILE MANEUVERING NEAR INVERNESS, MISSISSIPPI, WHILE ON A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED AND THE COMMERCIAL-RATED PILOT RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED FROM INVERNESS, MISSISSIPPI, THE SAME DAY, ABOUT 1850. REPRESENTATIVES OF THE AIRCRAFT OPERATOR STATED THAT THE PILOT HAD DEPARTED CHOCTAW AIRPORT AT ABOUT 1850, WITH 30 GALLONS OF FUEL AND 5 GALLONS OF AGRICULTURAL CHEMICAL. THE A IRCRAFT CRASHED ABOUT 1900. EXAMINATION OF THE CRASH SITE BY AN FAA INSPECTOR SHOWED THE AIRPLANE WAS FLYING WEST ALONG A TREELINE APPLYING CHEMICAL TO A COTTON FIELD. WHEN THE COURSE WAS REVERSED THE PILOT STALLED THE AIRCRAFT IN THE TURN THEN HITTING A TREE AT ABOUT 25 FEET. THE AIRCRAFT'S LEFT WING AND LANDING GEAR SEPARATED. THE AIRCRAFT THEN TURNED NOSE DOWN INTO THE WOODED AREA AND IMPACTED THE GROUND WHERE IT WENT INVERTED. A POSTCRASH FIRE ERUPTED AND DESTROYED THE AIRCRAFT. THE PROPELLER HAD DAMAGE CONSISTENT WITH ROTATION AT THE TIME OF THE ACCIDENT. THE PILOT DIED ON JULY 10, 2000. POSTMORTEM EXAMINATION OF THE PILOT WAS PERFORMED BY DR. STEVEN T. HAYNE, MISSISSIPPI STATE MEDICAL EXAMINER'S OFFICE. THE CAUSE OF DEATH WAS ATTRIBUTED TO ADVANCED THERMAL BURN INJURIES WITH PARTIAL AND FULL-THICKNESS THERMAL BURNS OF THE EXTERNAL SURFACES OF THE BODY, BRONCHOPNEUMONIA, ADULT RESPIRATORY DISTRESS SYNDROME, AND ACUTE TUBULAR NECROSIS OF THE KIDNEYS. NO FINDING WHICH COULD BE CONSIDERED CAUSAL TO THE ACCIDENT WERE REPORTED. NO TOXICOLOGY TESTING WAS PERFORMED ON SPECIMENS FROM THE PILOT AFTER THE ACCIDENT. 20000703012709A (-23) THE STUDENT PILOT BEGAN LEANING MIXTURE DURING TAKE OFF CLIMB CAUSING THE ENGINE TO QUIT. THE A/C WAS LANDED IN FIELD AND SUSTAINED SUBSTANTIAL DAMAGE DURING ROLL OUT. SUBSEQUENT INTERVIEW WITH THE INSTRUCTOR REVEALED FAR COMPLIANCE ISSUES AND INSTRUCTOR'S LACK OF COMPETENCE. 20000703013009A (-23) WHILE LANDING ON RWY 18 WITH A CROSSWIND, A/C WAS FORCED OFF RWY BY A LARGE GUST OF WIND. DAMAGE TO PROP, RT STRUT, AND ENGINE FIREWALL.^PRIVACY DATA OMITTED^ 20000703013339A (-23) ACCORDING TO THE PILOT, THE PILOT ENTERED DOWNWIND BEHIND ANOTHER A/C. THE PILOT EXTENDED DOWNWIND FOR SPACING BETWEEN A/C. THE PILOT BEGAN TO SLOW TO 80-85 KNOTS FOR ADDITONAL SPACING. THE PILOT THEN INCREASED THROTTLE TO COMPENSATE FOR FULL LOAD OF PEOPLE. THE A/C BEGAN TO DRIFT LEFDT AND PILOT ADDED FULL POWER. A/C DRIFTED FURTHER LEFT AND A/C STRUCK BUSHES TO LEFT SIDE OF RWY. THE A/C THEN CONTACTED THE GROUND AND TURNED 180 DEGREES TO LEFT. (.4)ON JULY 3, 2000, ABOUT 1130 EASTERN DAYLIGHT TIME, A PIPER PA-28-180, N5381L, REGISTERED TO AN INDIVIDUAL, CRASHED DURING A GO-AROUND AT OCRACOKE ISLAND AIRPORT, OCRACOKE, NORTH CAROLINA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND 3 PASSENGERS WERE NOT INJURED. THE FLIGHT ORIGINATED FROM MANTEO, NORTH CAROLINA, THE SAME DAY, ABOUT 1030. THE PILOT STATED THAT AS SHE APPROACHED TO LAND ON RUNWAY 24 AT OCRACOKE ISLAND AIRPORT, SHE WAS FOLLOWING ANOTHER AIRCRAFT. ON FINAL APPROACH, HER A IRCRAFT WAS AT 50 FEET OVER THE RUNWAY THRESHOLD AND SHE REDUCED ENGINE POWER. SHE THEN ADDED ENGINE POWER AND THE AIRCRAFT DRIFTED TO THE LEFT BECAUSE SHE DID NOT HOLD ENOUGH RIGHT RUDDER TO COMPENSATE FOR THE ENGINE POWER. ABOUT 1/3 OF THE WAY DOWN THE RUNWAY, SHE APPLIED FULL ENGINE POWER AND ELECTED TO MAKE A GO-AROUND. SHE DID NOT HOLD ENOUGH RIGHT RUDDER CONTROL AND THE AIRCRAFT DRIFTED TO THE LEFT AS IT BEGAN TO CLIMB. THE LEFT WING CONTACTED BUSHES OFF THE LEFT SIDE OF THE RUNWAY AND THE AIRCRAFT SPUN AROUND TO THE LEFT AND CRASHED TO THE GROUND. THE AIRCRAFT CAME TO REST OFF THE LEFT SIDE OF THE RUNWAY, ABOUT HALFWAY DOWN THE RUNWAY. 20000703025819I (-23) NO NARRATIVE AVAILABLE. 20000703031629I (-23)THE AIRPLANE APPROACHED TO LAND WITH THE GEAR UP, HIT THE PROP ON THE RUNWAY, THEN WENT AROUND AND LANDED WITH THE GEAR DOWN. 20000703033839I (-23)AIRCRAFT INCURRED DAMAGE TO THE NOSE GEAR COWLING AND PROP WHEN THE PILOT ATTEMPTED AN OFF AIRPORT LANDING.THE PILOT STATED THAT HE HAD ENCOUNTERED RAIN SHOWERS AND DECIDED TO ATTEMPT AN OFF AIRPORT LANDING BECAUSE OR REDUCED VISIBILITY AND THE FACT THAT HE WAS VFR QUALIFIED ONLY. HE ALSO STATED THAT THE LANDING SITE HE HAD CHOSEN (AN OLD STRIP MINING AREA) HAD AMPLE LANDING SPACE BUT THE RAIN ON THE WING SCREEN DISTORTED HIS FOWARD VISIBILITY AND HE OVER SHOT PART OF THE LANDING AREA. THE AREA IN WHICH HE LANDED WAS ROUGHER THAN HE EXPECTED AND THE NOSE GEAR COLLAPSED ON LANDING, CAUSING MINOR DAMAGE TO THE AIRCRAFT, BUT NO INJURIES TO THE PILOT. 20000703034109I (-23)OCCURENCE HAPPENED DURING DESCENT. PILOTS HEARD A LOUD RUMBLING NOISE, WHICH THEY THOUGH WAS AIRFRAME NOISE,THEN THE #1 ENGINE LOW ENGINE-OIL PRESSURE ANNUNCIATOR ILLUMINATED, OIL PRESSURE INDICATED ZERO, APPROXIMATELY 2 SECONDS PRIOR TO ENGINE FAILURE. THE CREW INITIATED A SEQUENCE TO SECURE THE ENGINE, HOWEVER ENGINE FAILED PRIOR TO EXECUTION. MAINTENACE CREW ON SCENE SUSPECTS A BEARING FAILURE (OIL ON COMMPRESSOR BLADES, OIL PUMP HOUSING FAILURE, WITH OIL AND METAL IN THE FILTER AND COWLING). ENGINE IS BEING SHIPPED TO DALLAS FOR OVERHAUL, AND A TEARDOWN REPORT WILL BE FORWARDED TO THE OAK FSDO, AS REQUIRED. 20000703034659I (-23)STUDENT PILOT RETURNED TO PDK AT 1700L FROM PRACTICE AREA FOR TAKE-OFF AND LANDINGS. STUDENT COMPLETED THREE LANDINGS WITHOUT INCIDENT. THE FOURTH APPROACH TO LANDING WAS SIGHTLY HIGH AND STUDENT READJUSTED BY REDUCING POWER. POWER WAS INCREASED NEARING THE THRESHOLD, THE LANDING GEAR TOUCHED DOWN BUT THE AIRCRAFT BALLOONED UP AND CAME DOWN AND LANDED ON THE NOSE WHEEL. THE NSOE GEAR BROKE-OFF AND PROPELLER STRUCK THE PAVEMENT. PILOT SHUT DOWN THE ELECTRICAL SYSTEM SWITCHES AFTER COMING TO A STOP. THERE WERE NO INJURIES NOR POST INCIDENT FIRE. ^PRIVACY DATA OMITTED^ 20000703035529I (-23)PILOT WAS REQUIRED TO MODIFY HIS PATTERN DUE TO INCREASED TRAFFIC AT THE AIRPORT AND FAILED TO EXTEND THE LANDING GEAR. THERE WAS INJURIES AND THE AICRAFT SUSTAINED MINOR DAMAGE. 20000703042629A (-23) PILOT ON VFR FLIGHT PLAN, BUZZED BOATS NEAR WHITTIER, AK AND WAS FLYING UNSAFELY BEFORE CRASHING INTO WATER AT A HIGH RATE OF SPEED. PILOT REPORTED THAT THE ENGINE HAD QUIT JUST BEFORE THE CRASH. THE AIRCRAFT IS IN 1400 FEET OF WATER. THIS WAS A FATAL ACCIDENT WITH ONLY THE PILOT ABOARD. 20000703043289A (-23) THE PILOT MISJUDGED THE APPROACH, STRIKE THE RUNWAY WITH NOSE WHEEL, BOUNCED TWICE WHEREUPON THE NOSE WHEEL COLLAPSED AND VEERED OFF THE RUNWAY ONTO THE GRASS. 20000703043789A (-23) AFTER A BANNER PICKUP, THE TOW ROPE TANGLED ON THE RUDDER HORN OF N8384V. THE PILOT STATED THIS TO ^PRIVACY DATA^ SHE THEN STATED THAT HE WOULD NEED TO LAND WITH THE BANNER. SHE THEN PROVIDED INSTRUCTION ON HOW TO ACCOMPLISH THIS. HE STATED THAT HE WOULD TRY A RELEASE OF THE BANNER. ^PRIVACY DAT^ SAID THAT IF YOU WANT TO TRY IT, GO AHEAD. THE BANNER WOULD NOT RELEASE DUE TO IT'S TAUTNESS AND WEIGHT. THE PILOT, MR. LEWIS, RETURNED FROM FLYING OVER THE BANNER FIELD FOR A LANDING. ON FINAL THE A/C, N8384V, SLOWLY BANKED TO THE LEFT THEN THE A/C ROLLED OVER AND IMPACTED THE GROUND (FROM WITNESSES). THE PILOT WAS FATALLY INJURED AND THE A/C WAS DEMOLISHED. THIS MATTER IS CONSIDERED CLOSED. 20000704005669A (-23) ON 7/4/00 AT 1408C ROBERT C. WILLIAMSON MADE A HARD LANDING AT GREENVILLE, TX, MAJORS FIELD. THE PA28-140, N1709T, NOSE AND MAIN GEAR WERE SHEARED OFF, FIREWALL WAS BUCKLED AND THE LEFT WING UPPER AND LOWER SURFACES WERE WRINKLED. MR. WILLIAMSON STATD THAT AT 20-30 DEGREES OVER THE NUMBERS AND LANDING THE NOSE OF THE PA-28 SUDDENLY PITCHED DONW, HE APPLIED POWER AND PULLED BACK ON THE YOKE. 20000704006629A (-23) THE PILOT WAS CONDUCTING SCENIC FLYING WITH HIS SON APPROX. 1000 AGL OVER IN THE AREA OF ALTO SIERRA, CA. HE NOTICED THAT THE AIRPLANE WAS DEVELOPING A SINK RATE SO HE APPLIED FULL POWER, AND INITIATED A 180 DEGREES TURN, BUT THE AIRPLANE CONTINUED SINKING. THE PILOT THEN STOPPED TURNING AT ABOUT 90 DEGREES AND IMPACTED THE TREES WHICH DESTROYED THE AIRPLANE AND CAUSED SERIOUS INJURIES TO BOTH AIRPLANE OCCUPANTS. 20000704006959A (-23) THE PILOT SETTLED WITH POWER WHILE SPRAYING A POTATO FIELD. THE AIRCRAFT IMPACTED WITH THE GROUND AND ROLLED THREE TIMES. THE HELICOPTER WAS DESTROYED AND THE PILOT SLIGHTLY INJURED. THE PILOT WAS A TTEMPTING AN UP SLOPE RACE TRACK TURN. ON THE DOWN HILL SIDE OF THE TURN, THE AIRCRAFT ACCELERATED. FULL POWER WAS APPLIED INSTEAD OF REDUCING THE POWER AND INITIATING A FORWARD MOTION ON THE CYCLIC. 20000704008499A (-23)A/C WAS LOSING ALTITUDE ON CLIMB FROM MBT AIRPORT. A/C TURNED TO THE RIGHT AS IF COMING BACK TO THE AIRPORT. WHILE MAKING THE TURN THE A/C LOST ALTITUTE AND CRASHED INTO A SUBDIVISION, COMING TO REST IN THE FRON YARD OF A HOUSE. THE A/C CAUGHT ON FIRE AT IMPACT. A/C DESTROYED. STUDENT PILOT SERIOUSLY INJURED. INSTRUCTOR PILOT DIED AT HOSPITAL AS RESULT OF INJURIES. (.4) THE STUDENT PILOT STATED THAT IT HAD BEEN HIS THIRD FLIGHT LESSON, AND HIS FIRST IN A CESSNA 152 SINCE HE DID NOT WANT TO PAY THE EXTRA $20.00 TO FLY THE REMAINING 180 HORSEPOWER CESSNA 172. THE STUDENT STATED THAT THE AIRCRAFT TANKS HE BELIEVED THE FUEL TANKS HAD BEEN TOPPED OFF, AND THAT DURING THE TAKEOFF/INITIAL CLIMB, THE AIRCRAFT GOT TO AN ALTITUDE OF ABOUT 50 TO 100 FT, AND SEEMED AS IF IT DID NOT HAVE ENOUGH POWER TO FLY. HE SAID THE ENGINE DID NOT MALFUNCTION IN ANY WAY, WAS DEVELOPING THE PROPER "RPMS", AND HAD A NORMAL ENGINE SOUND, BUT THAT THE AIRPLANE JUST SEEMED AS IF IT DID NOT HAVE ENOUGH POWER TO FLY. HE SAID THAT HIS INSTRUCTOR IMMEDIATELY TOOK CONTROL AND TURNED THE AIRCRAFT BACK TOWARD THE AIRPORT, BUT AS THEY WERE IN THE TURN, THE LAST THING HE REMEMBERED WAS THE STALL WARNING HORN GOING OFF AFTER THE TURN HAD BEEN INITIATED, JUST BEFORE THEY DROPPED. WITNESSES TO THE ACCIDENT CONFIRMED THAT THE AIRCRAFT ENGINE WAS OPERATING AT THE TIME OF IMPACT, AND POSTACCIDENT EXAMINATION OF THE AIRCRAFT AND ENGINE DID NOT REVEAL ANY MECHANICAL FAILURE OR MALFUNCTION TO THE AIRCRAFT OR ANY ON ITS SYSTEMS. THE FLAPS WERE CONFIRMED TO BE AT SET AT 20 DEGREES, AND A POSTACCIDENT ANALYSIS REVEALED THAT THE AIRCRAFT WEIGHED ABOUT 1,713 LBS, AND THAT THE COMPUTED DENSITY ALTITUDE AT THE TIME OF THE ACCIDENT, WAS ABOUT 2,000 FEET. IN ADDITION, TWO PROPELLER SLASH MARKS AT THE SCENE, 14 INCHES APART, INDICATED A GROUND SPEED OF ABOUT 41 KNOTS, AND AN ENGINE SPEED OF ABOUT 1,774 RPMS AT IMPACT. 20000704021749I (-23) ENCOUNTERED TURBULENCE ENROUTE FROM MKE-BNA, AT FLIGHT LEVEL 290 IN HAZE, NO WX REPORTED IN AREA. LANDED BNA WITHOUT INCIDENT. FLIGHT ATTENDANT AND 2 PAX'S TAKEN TO HOSPITAL AS A PRECAUTION. RELEASED WITH NO REPORTED INJURIES AT THIS TIME. 20000704029059I (-23)WHILE THE AIRCRAFT WAS ON THE DOWNWIND FOR LANDING, THE PILOT REDUCED POWER TO START HIS DECENT FOR THE RUNWAY. AS THE POWER WAS RETARDED, TH GEAR WARNING HORN SOUNDED AS THE LANDING GEAR WAS STILL IN THE UP POSITION. THE A-45 IS EQUIPPED WITH A LANDING GEAR HORN SHUT OFF WHICH THE PILOT USED TO SILENCE THE HORN AS TO NOT ALARM HIS PASSENGER. BEFORE THE AIRCRAFT TURNED FINAL FOR THE RUNWAY, THE REAR SEAT PASSENGER SAID THAT HE WAS NOT FEELING WELL. THE PILOT OPENED THE CANOPY SO THE PASSENGER COULD GET SOME FRESH AIR. THE PILOT CONTINUED HIS APPROACH FOR LANDING WITHOUT PUTTING THE LANDING GEAR IN THE DOWN POSITION. THE AIRCRAFT LANDED GEAR UP. THERE WERE NO INJURIES. 20000704032559I (-23)PILOT STATED HE FORGOT TO EXTEND THE LANDING GEAR. MINOR DAMAGE TO INBOARD CORNERS OF THE FLAP. DAMAGED PROP TIPS. 20000704033589I (-23)AIRCRAFT N73100, A CESSNA CE-207 DEPARTED DEADHORSE A1L AT APPROXIMATELY 1900AKDT. PILOT NOTICED THAT THE ENGINE BEGAN TO LEAK OIL AND TURNED AIRCRAFT BACK TOWARDS DEADHORSE AK. ONE MILE FROM THE AIRPORT THE OIL PRESSURE DROPPED AND THE ENGINE BEGAN TO OVERSPEED, THEN THE PROPELLER SEPARATED FROM THE AIRCRAFT. THE SEPARATION WAS CAUSED BY THE CRANSHAFT FAILING JUST AFT AT THE FLANGE. PILOT LANDED WITHOUT FURTHER INCIDENT. 20000704034449I (-23)^PRIVACY DATA^ WAS THE PILOT COMMAND ON HIS FIRST SOLO FLIGHT. DURING HIS FIRST LANDING, HE STATED THAT HE ADDED POWER AS SOON AS THE AIRCRAFT TOUCHED DOWN FOR A GO AROUND. HE STATED THAT HE BEGAN TO LOOSE CONTROL OF THE AIRCRAFT AND IT VEERED TO THE LEFT. HE GOT THE AIRCRAFT FLYING IN GOUND EFFECT, BUT HE STATED THAT THE STALL WARNING HORN WAS GOING OFF THE ENTIRE TIME. HE LANDED THE AIRCRAFT 90 DEGREES TO THE ACTIVE RUNWAY IN AN OPEN FIELD. THE AIRCRAFT RAN THROUGH SOME TALL GRASS, WENT THROUGH AN AIRPORT PERIMETER FENCE AND CAME TO REST IN ANOTHER OPEN FIELD. THE AIRCRAFT SUBSTAINED MOINOR DAMAGE TO THE WING STRUTS ONLY. PILOT WAS NOT HURT. PILOT WAS RECOMMENDED FOR SOLO FLIGHT BY TWO INSTRUCTOR WHOM HAD JUST FLOWN WITH HIM. 20000704034989I (-23)ON 7-7-00, MASTER PARACHUTE RIGGER CLIFF DONOVAN, OF LAKELAND, FLORIDA ASSISTED IN INSPECTING THE PARACHUTE. THE BRIDLE OF THE RESERVE PILOT CHUTE WAS TANGLED WITH THE SUSPENSION LINES, WHICH WAS WRAPED AROUND THE RESERVE DEPLOYMENT BAG. THE RESERVE CANPOY COULD NOT DEPLOYED FROM THE RESERVE DEPLOYMENT BAG. INSPECTION OF THE MAIN CHUTE REVEALED THAT THE LEFT STEERING TOGGLE WAS RELEASED. THE RIGHT STEERING TOGGLE WAS IN THE STOWED POSITION. WITH THE TOGGLES IN THE POSITION DESCRIBED ABOVE, IT WOULD CAUSE THE PARACHUTE TO TURN TO THE RIGHT CREATING A RIGHTWARD SPIN. IT IS BELIEVED THAT THE JUMPER CUT AWAY FROM THE MAIN PARACHUTE DURING THE SPIN AND WAS NOT IN A STABLE ARCHED POSITION. IT IS ALSO BELIEVED THAT SINCE HIS BODY WAS TUMBLING, THE BRIDLE FROM THE RESERVE PILOT CHUTE WAS SNAGGED WITH THE RESERVE'S RISES APPLYING TENSION TO THE RISERS INSTEAD OF THE RESERVE DEPLOYMENT BAG. 20000704035839I (-23)INVESTIGATION OFF AIRPORT LANDING. NO DAMAGE TO THE AIRCRAFT WAS OBSERVED. BOTH FUEL TANKS WERE EMPTY (GAUGES SHOWED EMPTY) AND VISUAL INSPECTION OF THE TANKS CONFIRMED THIS. THIS INVESTIGATION IS CLOSED. 20000704036819A (-23) THE PILOT/OWNER OF A 1990 HOMEBUILT LANCAIR 235 AND HIS BROTHER/PASSENGER PLANNED TO TAKE OFF FROM RUNWAY 19 AT THE HOT SPRINGS, SOUTH DAKOTA AIRPORT. THE AIRPORT MANAGER, A COMMERCIAL PILOT AND FLIGHT INSTRUCTOR WITNESSES THE TAKEOFF AND ACCIDENT. HE STATED DURING THE TAKEOFF ROLL THE AIRCRAFT HAD THE NOSE UP AND WAS DRAGGING THE TAIL. HE ALSO NOTICED THE WINDSOCK INDICATED A 10 TO 12 KNOT DIRECT TAIL WIND. HE STATED THE AIRCRAFT WAS ALMOST AT THE END OF THE RUNWAY WHEN IT LIFTED OFF MOMENTARILY, SETTLED ON THE GROUND OFF THE END OF RUNWAY 19 IN A FIELD AND CAME TO REST APPROX. 510 FEET OFF THE END OF THE RUNWAY. THE WITNESS STATED THE LOCAL WEATHER HAD CLEAR SKIES, WINDS FROM THE NORTH ESTIMATED AT 10 TO 12 AND TEMPERATURE ESTIMATED AT 80 DEGREES. NOTE: THE AIRCRAFT HIT A MOUND OF DIRT 130 FEET PRIOR TO THE RESTING POINT. THE AIRCRAFT REMAINED UPRIGHT AND RECEIVED SUBSTANTIAL DAMAGE TO THE PROPELLER, LANDING GEAR AND BELLY, AND HAD HOLES PUNCTURED IN THE WINGS. THERE WERE NO INJURIES. THE PILOT SAID THE AIRCRAFT WAS OPERATING PROPERLY PRIOR TO TAKEOFF. 20000704037139A (-23) PILOT REPORTED TAKE OFF TOW WAS NORMAL UNTIL JUST AFTER TAKEOFF. THE ELEVATOR CONTROL SEEMED TO HAVE REDUCED EFFECTIVENESS. CONTINUED TAKE OFF, TURNED CROSS WIND AND THEN DOWN WIND. AT THEIS POINT THE ELEVATOR CONTROL WAS INEFFECTIVE ENOUGH THAT HE COULD NOT MAINTAIN A POSITION ABOVE THE SLIP STREAM OF THE TOWING AIRCRAFT AND DECIDED TO TERMINATE THE FLIGHT. HE WAS AT ABOUT 1000 FEET AND 60 KNOTS. HE TURNED BASE AND MADE AN UNCONTROLLED LANDING TO ONE SIDE OF THE RUNWAY. ELEVATOR CONTROL PREVENTED GOOD AIRSPEED CONTROL. FLAPS AND SPOILERS WERE NOT USED BECAUSE OF THE POSSIBLE ADVERSE EFFECT ON THE PITCH ATTITUDE OF GLIDER. GLIDER BOUNCED 50 FEET INTO AIR ON LANDING AND TAIL CONE BROKE OFF. GLIDER CAME TO REST RIGHT SIDE UP WITH TAIL UNDER RIGHT WING. INSPECTION OF GLIDER CONTROLS AND SYSTEMS AFTER THE ACCIDENT DID NOT LEAD TO ANY CONCLUSION ON THE CAUSE OF REDUCED CONTROL EFFECTIVENESS. POSSIBLE THAT PARACHUTE (CHSUION TYPE) MAY HAVE REDUCED THE AFT TRAVEL OF STICK LIMITING ELEVATOR ACTION. MAINTENANCE RECORDS INDICATED COMPLIANCE WITH THE REGULATIONS. 20000705006099A (-23) PILOT STATED THAT HE WAS ON HIS THIRD SPRAY RUN, WHICH REQUIRED FLYING UNDER POWER LINES WHICH WERE ABOUT 50 FEET ABOVE GROUND LEVEL. THERE WAS A TREE LINE ABOUT 1/4 MILE FROM THE POWER LINES WHICH CONCERNED HIM. HE STATED THAT AS HE WENT UNDER THE POWER LINES HE WAS ANTICIPATING THE CLIMB TO AVOID THE TREE LINE AND INADVERTENTLY APPLIED BACK PRESSURE. THIS CAUSED THE AIRPLANE TO CLIMB ENOUGH SO THAT THE PROPELLER STRUCK THE POWER LINES. THE VERTICAL STABILIZER ALSO STRUCK THE POWER LINES. THE AIRPLANE CAME TO REST IN A FLOODED RICE FIELD ABOUT 1/2 MILE FROM THE POWER LINES. THE LEFT WING WAS SEVERELY DAMAGED AND BENT; THE EMPENNAGE WAS TWISTED ABOUT 90 DEGREES TO THE LEFT AND THE ENGINE WAS PARTIALLY SEPARATED FROM THE FIREWALL. THE COCKPIT WAS INTACT. THE PILOT SUSTAINED SUPERFICIAL INJURIES. THE PILOT WAS COUNSELED EXTENSIVELY ON PLANNING AND AERONAUTICAL DECISION MAKING. (.4)THE PILOT WAS SPAYING A RICE FIELD, AND DURING THE THIRD PASS HE PLANNED TO FLY THE AIRPLANE UNDER A 40-FOOT AGL POWER LINE AND THEN OVER A TREE LINE FOR THE TURN AROUND MANEUVER. DURING THE PASS UNDER THE POWER LINE, THE PROPELLER, VERTICAL STABILIZER, AND RUDDER STRUCK THE POWER LINE CABLE. SUBSEQUENTLY, THE PILOT FLEW THE AIRPLANE OVER THE TREE LINE AND LANDED THE AIRPLANE LEFT WING LOW IN A FLOODED RICE FIELD. UPON TOUCHDOWN, THE AIRPLANE SPUN TO THE LEFT, DAMAGING THE ENGINE MOUNTS AND PARTIALLY SEPARATING THE TAIL SECTION. 20000705009019A (-23) DURING A VFR FLIGHT DEPARTING FROM YUMA INTERNATIONAL ENROUTE TO SEDONA AZ THE A/C EXPERIENCED TOTAL ENGINE FAILURE ABOUT 45 MILES EAST OF YUMA. THE PILOT MADE A DEAD STICK LANDING ON A ROAD IN THE TOWN OF TACNA AZ. THE A/C RECEIVED ADDITIONAL DAMAGE WHEN, THE PILOT ELECTED TO CLEAR THE ROADWAY, THE A/C STRUCK A ROAD SIGN WHICH SUBSTANTIALLY DAMAGED THE RIGHT WING. (.4) ON JULY 5, 2000, ABOUT 0820 MOUNTAIN STANDARD TIME, A CESSNA 205, N8154Z, COLLIDED WITH A SIGN DURING A FORCED LANDING ON A ROAD NEAR TACNA, ARIZONA. A TOTAL LOSS OF ENGINE POWER PRECIPITATED THE FORCED LANDING. THE COMMERCIAL PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND HIS WIFE WERE NOT INJURED; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PERSONAL FLIGHT DEPARTED YUMA, ARIZONA, ABOUT 0800 EN ROUTE TO SEDONA, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. INITIALLY REPORTED AS AN INCIDENT, A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR UPGRADED IT TO AN ACCIDENT ON JULY 11, 2000, AFTER A VISUAL INSPECTION OF THE DAMAGE. THE PILOT REPORTED THAT THE AIRPLANE WAS IN CRUISE FLIGHT WHEN HE HEARD A LOUD NOISE IN THE ENGIN E COMPARTMENT AND FELT A SEVERE VIBRATION. THE ENGINE IMMEDIATELY LOST POWER, AND HE SET UP FOR AN EMERGENCY LANDING ON A GRAVEL ROAD. HE MADE A FULL FLAP LANDING ON THE ROAD, BUT STRUCK A ROAD SIGN, CRUSHING THE RIGHT WING LEADING EDGE BACK TO THE SPAR. UPON INITIAL INSPECTION, THE FAA ACCIDENT COORDINATOR NOTED THAT THE ENGINE CASE FRACTURED IN THE VICINITY OF THE NO. 6 CYLINDER, AND THE CYLINDER'S BASE WAS DISPLACED AWAY FROM THE CASE. HE SAID THE ENGINE COULD NOT BE ROTATED BY HAND, BUT OIL WAS IN THE OIL PAN. SUN WESTERN FLYERS IN YUMA TORE DOWN THE ENGINE UNDER THE SUPERVISION OF THE ACCIDENT COORDINATOR. THE COORDINATOR SUMMARIZED THE RESULTS OF THE INSPECTION. HE OBSERVED AN ADEQUATE OIL SUPPLY IN THE ENGINE, AND DID NOT OBSERVE ANY DISCOLORATION OF THE ENGINE COMPONENTS OR OTHER SIGNS OF OIL STARVATION. HE DID NOT OBSERVE MECHANICAL DAMAGE ON THE PISTON FACE THAT INDICATED THE POSSIBILITY OF A STUCK VALVE. THE COORDINATOR REPORTED THAT THE PISTON IN CYLINDER NO. 1 FRACTURED AT THE PISTON PIN. THE PISTON ROD CONTINUED TO ROTATE, WHICH FRACTURED THE CAMSHAFT IN HALF AND SEPARATED BOTH MAGNETOS. THE PISTON RINGS IN CYLINDER NO. 1 FRACTURED AND SCORED THE INTERIOR WALL OF THE CYLINDER IN THE DIRECTION OF THE CYLINDER STROKE. AFTER REVIEWING THE AIRPLANE'S LOGBOOKS, THE ACCIDENT COORDINATOR NOTED THAT THE AIRPLANE RECEIVED AN ANNUAL INSPECTION 1 MONTH PRIOR TO THE ACCIDENT, AND ALL AIRWORTHINESS DIRECTIVES AND REQUIRED INSPECTIONS HAD BEEN COMPLIED WITH. HE SAID THE MANUFACTURER RECOMMENDS THAT THIS ENGINE MODEL SHOULD BE OVERHAULED AT 1,500 HOURS; HOWEVER, THIS ENGINE HAD OVER 1,820 HOURS SINCE OVERHAUL. 20000705021699I (-23)ON JULY 05, 2000, N733MS WAS PRACTICING TOUCH AND GO'S ON RUNWAY 29L AT TUCSON INTL. AIRPORT. THE PILOT STATED THAT ON THE SECOND LANDING HE WAS STRUCK BY A WIND GUST OR WAKE TURBULANCE CAUSING HIM TO LOSE CONTROL AND STRIKE THE PROPELLER ON THE GROUND. 20000705032179I (-23)CFI ^PRIVACY DATA OMIT^ WAS INSTRUCTING ^PRIVACY DATA OM^ IN SINGLE ENGIEN APPROACH PORCEDURES IN A TWIN ENGINE BEECHCRAFT DUTCHESS. ON FINAL APPROACH TO RUNWAY 27 AT THE RAMONA AIRPORT, SIMULATING A ONE ENGINE INOPERATIVE CONDITION, CFI ^PRIVACY^ FAILED TO CONFIRM LANDING GEAR WAS DOWN AND LOCKED. AIRCRAFT LANDED WITH GEAR UP AND SLID TO A STOP ON THE RUNWAY. 20000705033939I (-23)#1 CYLINDER EXHAUST VALVE SEIZED IN GUIDE DESTROYING PISTON. RESULTING OIL SYSTEM CONTAMINATION SEIZED #2 CYLINDER INTAKE LIFTER, BROKE CONNECTING ROD AND CAUSED CRANKCASE TO FAIL. PILOT LANDED IN FIELD WITHOUT INJURY OR DAMAGE TO AIRCRAFT. 20000705034289I (-23)AT 2123, N22NS, A MOONEY-20-F, DIVERTED AND LANDED WITH ITS LANDING GEAR RETRACTED ON RUNWAY 14 @ WILMINGTON, DE, (ILG), AFTER REPORTED SMOKE IN THE CREW COMPARTMENT. THE ARFF RESPONDED, THERE WERE NO INJURIES TO THE OWNER/OPERATOR, THE SOLE OCCUPANT. DURING INSPECTION IT WAS NOTED THAT THE AIRPLANE HAD MINOR DAMAGE TO THE BELLEY AND THE PROPELLER SYSTEM. 20000705034309I (-23)ON 07/05/00 AIRCRAFT N27944, DEPARTING BGM AIRPORT, DURING THE CLIMB OUT AT 10,000 FEET, THE PIC NOTICED A REDUCTION OF POWER IN THE LEFT ENGINE AND THE FO NOTICED OIL STREAMING OUT OF THE LEFT ENGINE. AT THAT TIME THE LEFT ENGINE WAS SHUT DOWN AND THE CREW CONTACTED N.Y. CENTER WHO SWITCHED THEM BACK TO BGM APPROACH. THE AIRCRAFT LANDED SAFELY AND WAS TOWED TO A MAINTENANCE FACILITY. DURING THE INPSECTION THE #5 CYLINDER HAD A HOLE IN THE PISTON. THE OWNER SENT A MAINTENANCE CREW TO REPLACE THE CYLINDER. THE MATTER IS CLOSED. 20000705034559I (-23)ON LANDING AT THE HILTON HEAD AIRPORT (KHXD), HILTON HEAD ISLAND, SC THE MAIN TIRE BLEW ON LANDING, CAUSING THE ARICRAFT TO VEER TO THE LEFT. THE AIRCRAFT DEPARTED THE RUNWAY HIT A RUWNAY MARKER SIGN, AND CAME TO REST ON THE TAXIWAY. MINOR DAMAGE OCCURRED TO THE LEFT MAIN GEAR NOSE OF THE AIRCRAFT. THERE WAS NO FIRE. 20000705036349A (-23) AIRCRAFT LOST DIRECTIONAL CONTROL DURING ALNDING ON TURN STRIP. NO INJURIES REPORTED BY INSTRUCTOR OR STUDENT. (.4) ON JULY 5, 2000, AT 1310 EASTERN DAYLIGHT TIME, A CESSNA 172R, N996WW, PILOTED BY A CERTIFIED FLIGHT INSTRUCTOR AND A DUAL STUDENT WAS SUBSTANTIALLY DAMAGED DURING A LOSS OF CONTROL AND SUBSEQUENT COLLISION WITH A RUNWAY EDGE LIGHT, DURING A GO-AROUND ON RUNWAY 09 (2,500 FEET BY 100 FEET, DRY TURF), AT DAVID'S AIRPORT (9C2), ATHENS, MICHIGAN. THE LOCAL INSTRUCTIONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT OPERATING ON A FLIGHT PLAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT INSTRUCTOR AND STUDENT-PILOT REPORTED NO INJURIES. THE FLIGHT DEPARTED THE W. K. KELLOGG AIRPORT, BATTLE CREEK, MICHIGAN AT 1245. ACCORDING TO THE FLIGHT INSTRUCTOR'S WRITTEN STATEMENT, THE PURPOSE OF THE FLIGHT WAS TO PRACTICE SOFT-FIELD LANDINGS. THE FLIGHT INSTRUCTOR STATED, "WE ENTERED LEFT TRAFFIC FOR RUNWAY 09 AT 9C2 AND COMPLETED ALL APPROPRIATE CHECKLISTS AND RADIO CALLS. ON FINAL APPROACH MY STUDENT MAINTAINED A NORMAL DESCENT ANGLE AND APPROACH SPEED. IN THE ROUNDOUT MY STUDENT OVERFLARED AND MAINTAINED FLARE ANGLE, DEPLETING AIRSPEED. MY STUDENT THEN CALLED "GO-AROUND", ADDED FULL POWER, BUT DID NOT RETRACT FLAPS OR LOWER THE NOSE[.] THE AIRCRAFT SKIPPED OFF THE RUNWAY. THE LEFT MAIN STRUCK FIRST CAUSING THE AIRCRAFT TO YAW LEFT OF CENTER LINE. I TOOK THE CONTROLS AND PUSHED THE NOSE FORWARD AND REGAINED THE RUNWAY CENTERLINE. AFTER CENTERLINE WAS ESTABLISHED I EXECUTED A NORMAL SOFT FIELD LANDING. UPON TAXI BACK WE NOTICED THAT THE RIGHT HORIZONTAL STABILIZER AND ELEVATOR WERE DAMAGED. I THEN TAXIED CLEAR OF THE RUNWAY, SHUT DOWN, AND INSPECT THE DAMAGE. AT THAT TIME I MADE THE DECISION THAT THE AIRCRAFT WAS NOT FLYABLE." 20000706004469A (-23) TOUCHDOWN NORMAL-MLG. LEFT LANDING GEAR STARTED TO WOBBLE, SEPARATED FROM MOUNT. 20000706005539A (-23) PILOT LANDED DOWNWIND ON A 800' STRIP, ELEV EST 3000'. ABORTED THE LANDING DUE TO A 55 GALLON DRUM THAT HAD BEEN LEFT IN THE MIDDLE OF THE RUNWAY 100' FROM THE SOUTHWEST END. DURING THE ABORT PROP STRUCK THE BARRIER DUE TO EXCESSIVE VIBRATION. HE LANDED OFF FIELD DAMAGING AIRCRAFT. 20000706005839A (-23) AIRCRAFT CRASHED ON LANDING ROLL OUT WHEN LEFT HAND MAIN LANDING GEAR BROKE AT TOP ATTACH POINT AND DEPARTED THE AIRCAFT. THE RIGHT HAND MAIN LANDING GEAR ASSEMBLY FOLDED UP INTO WHEEL WELL. THE AIRCRAFT SKIDDED ON THE LEFT WING AND BELLY AND CAME TO REST IN A GRASS AREA ON THE SOUTH SIDE OF THE RUNWAY. 20000706006019A (-23) ON JULY 6, 2000, AT 1410 MST, A BEECHCRAFT BE-18-G18S, N1800L, REGISTERED TO WILD BLUE YONDER INC, VEERED OFF THE LEFT SIDE OF THE RUNWAY WHILE ATTEMPTING TO TAKE OFF ON RUNWAY 22 AT TAOS MUNICIPAL AIRPORT, TAOS, NEW MEXICO, WHILE ON A TRAINING FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE CERTIFICATED FLIGHT INSTRUCTOR AND THE PRIVATE PILOT WERE UNINJURED. THE FLIGHT ORIGINATED AT TAOS, NEW MEXICO, ON JULY 6, AT 1400 MST. (.4) THE PRIVATE PILOT RECEIVING INSTRUCTION INITIATED THE TAKEOFF ON RUNWAY 22. AT APPROXIMATELY 40 MPH, SHE RAISED THE TAIL OFF THE GROUND IN PREPARATION FOR LIFTOFF. THE AIRPLANE VEERED TO THE LEFT, AND THE FLIGHT INSTRUCTOR TOOK CONTROL AND ABORTED THE TAKEOFF. THE AIRPLANE STRUCK A RUNWAY LIGHT BEFORE COMING TO A STOP ON THE LEFT SIDE OF THE RUNWAY. THE FLIGHT INSTRUCTOR SAID THAT AS POWER WAS INCREASED FOR TAKEOFF, THE RIGHT THROTTLE WAS ADVANCED SLIGHTLY AHEAD OF THE LEFT THROTTLE, AND THIS, IN COMBINATION WITH THE GUSTY CROSSWIND, CAUSED THE AIRPLANE TO VEER LEFT OFF THE RUNWAY. THE WIND WAS FROM 180 DEGREES AT 17 KNOTS (19 MPH), WITH GUSTS TO 24 KNOTS (28 MPH). THIS WOULD PRESENT A 40 DEGREE LEFT QUARTERING HEADWIND. THE AIRPLANE WAS NOT EQUIPPED WITH GEISSE SAFETY GEAR. ACCORDING TO THE CROSSWIND COMPONENT CHART CONTAINED IN THE BEECH G18S 'FLIGHT HANDBOOK,' THE MAXIMUM SAFE CROSSWIND COMPONENT WAS NOT EXCEEDED. 20000706009429A (-23) PILOT LANDED THE AIRCRAFT LONG WITH TOO MUCH AIRSPEED, AND BOUNCED. PILOT DID NOT INITIATE GO-AROUND PROCEDURE. THE AIRCRAFT CONTACTED BLACKBERRY BUSHES AT THE END OF RUNWAY 26, CARTWHEELED, AND CAME TO REST UPRIGHT, HEADING NORTH. SUBSTANTIAL DAMAGE TO WINGS, LANDING GEAR, AND FUSELAGE. INJURIES MINOR TO ONLY PASSENGER. NO OTHER INJURIES REPORTED. 20000706009449A (-23) DURING LANDING ROLL, AIRCRAFT PULLED TO THE RIGHT AND BOTH MAIN WHEELS LEFT THE SIDE OF THE RUNWAY. PILOT WAS CORRECTING DIRECTION WHEN ONE OF THE MAIN WHEELS HIT A POT HOLE ALONG SIDE THE RUNWAY. THE AIRCRAFT THEN VEERED TO THE LEFT AND THE LEFT WING TIP CONTACTED THE RUNWAY. ORIGINAL REPORT BY THE PILOT INDICATED DAMAGE WAS TO THE LEFT WING TIP ONLY. SUBSEQUENT INSPECTION BY A MECHANIC REVEALED THAT THE REAR SPAR WAS BENT AND THAT, WITH THE FLAPS IN THE FULL UP POSITION, THE LEFT AILERON WAS MAKING CONTACT WITH THE FLAP. (.4) ON JULY 6, 2000, ABOUT 1100 EASTERN DAYLIGHT TIME, AN AVIAT A-1A HUSKY, N415JB, REGISTERED TO N117RK, INC., OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED ON LANDING IN THE VICINITY OF DAYTON, TENNESSEE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND A COMMERCIAL PILOT-RATED PASSENGER WERE NOT INJURED. THE FLIGHT DEPARTED THE SAME AIRPORT ABOUT 1 HOUR BEFORE THE ACCIDENT. ACCORDING TO THE PILOT, DURING HIS LANDING FLARE, A SLIGHT WIND CAUSED HIS AIRPLANE TO VEER SHARPLY TO THE RIGHT AND EXIT THE RUNWAY OFF THE RIGHT EDGE. ONCE OFF THE RUNWAY PAVEMENT, THE LEFT MAIN GEAR ENCOUNTERED A POTHOLE, CAUSING A BOUNCE THAT RESULTED IN THE LEFT WING BECOMING AIRBORNE. IN RECOVERING FROM THAT MANEUVER, THE LEFT WING TIP STRUCK THE TERRAIN. HE STATED THAT MECHANICAL MALFUNCTION WAS NOT A FACTOR IN THE ACCIDENT. ACCORDING TO AN FAA INSPECTOR, THE ACCIDENT WAS FIRST REPORTED TO THE FSDO AS MINOR DAMAGE WITH ONLY A SCRAPED WING TIP ON JULY 6, 2000. WHEN AN AIRCRAFT MECHANIC EXAMINED THE DAMAGE ON JULY 14, 2000, HE REPORTED TO THE FSDO THAT FULL RETRACTION OF THE LANDING FLAPS CAUSED THE LEFT AILERON TO MAKE CONTACT WITH THE LEFT FLAP. FURTHER EXAMINATION REVEALED DEFORMATION OF THE LEFT REAR WING SPAR. 20000706013529A (-23) INSTRUCTOR BAHAL WAS PROVIDING INSTRUCTION TO MR. SAMADA (SIC). MR. SAMBADA WAS PRACTING TOUCH AND GO LANDING AND HAD COMPLETED SEVERAL PRACTICED, ON HIS LAST TOUCHDOWN MR. SAMBADA ENCOUNTER CROSSWINDS. IN AN ATTEMPT TO CORRECT HE APPLIED LEFT BRAKE AND LOCKED THE WHEEL UP. THIS CAUSED THE AIRCRAFT TO VEER TO THE LEFT AND CONTACTING THE RUNWAY LIGHT WITH THE NOSE GEAR. THE CAUSED THE NOSE GEAR TO COLLASP AFT. DAMAGE WAS AS FOLLOWS: PROPELLER, BOTH TIPS BENT ONE FOWARD AND ONE AFT FROM CONTACT WITH THE GROUND. ENGINE MOUNT, TUBING SNAPED WHERE NOSE GEAR IS MOUNTED. WHEN THE NOSE GEAR FOLDED IT HIT THE LOWER PORTION OF THE GASGALATOR. THE TOP PORTION OF THE GASGALTOR MOUNT WAS TORN OFF THE FIREWALL. REQUIRING A REPAIR TO REMOUNT THE GASGALATOR MOUNT. (AS PER SIERRA ACADEMY MAINTENANCE PERSONNEL). THE AN FITTING TO THE CARBURATOR WAS BROKEN AND THE EXHAUST TUBE WAS BENT UPON CONTACT WITH THE SURFACE. (.19) ON JULY 6, 2000, ABOUT 1138 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 152, N6439M, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED OFF THE RUNWAY AFTER LANDING ON RUNWAY 27L AND COLLIDED WITH A RUNWAY LIGHT AT THE METROPOLITAN OAKLAND INTERNATIONAL AIRPORT, OAKLAND, CALIFORNIA. SIERRA ACADEMY OF AERONAUTICS TECHNICAL INSTITUTE OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR PILOT AND ONE STUDENT WERE NOT INJURED. THE LOCAL INSTRUCTIONAL FLIGHT DEPARTED OAKLAND ABOUT 1015. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE INSTRUCTOR TOLD A FEDERAL AVIATION ADMINISTRATION INSPECTOR THAT TOUCH-AND-GO LANDINGS WERE BEING PRACTICED. ON THE LAST LANDING, THE STUDENT ADDED RIGHT RUDDER TO CORRECT FOR THE LEFT CROSSWIND. AN ATTEMPTED CORRECTION WAS THEN MADE USING THE LEFT BRAKE. THE AIRPLANE VEERED LEFT, DEPARTED THE RUNWAY, AND HIT A RUNWAY LIGHT. THE NOSE GEAR COLLAPSED AND THE FIREWALL BUCKLED. (.4) ON JULY 6, 2000, ABOUT 1130 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 152, N6439M, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED OFF THE RUNWAY AND COLLIDED WITH A RUNWAY LIGHT DURING A TOUCH-AND-GO ON RUNWAY 27L AT THE METROPOLITAN OAKLAND INTERNATIONAL AIRPORT, OAKLAND, CALIFORNIA. SIERRA ACADEMY OF AERONAUTICS TECHNICAL INSTITUTE WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR PILOT AND ONE STUDENT WERE NOT INJURED. THE LOCAL INSTRUCTIONAL FLIGHT DEPARTED OAKLAND ABOUT 1030. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE OPERATOR REPORTED TOUCH-AND-GO LANDINGS WERE PRACTICED FOR APPROXIMATELY 1 HOUR, AND THE WINDS WERE VARIABLE. AFTER POWER WAS ADDED AND THE AIRPLANE WAS ACCELERATING, THE INSTRUCTOR NOTICED THE STUDENT WAS NOT COMPENSATING FOR TORQUE OR CROSSWIND. THE INSTRUCTOR PROMPTED THE STUDENT TO ADD RIGHT RUDDER, BUT THE STUDENT REACTED QUICKLY WITH LEFT RUDDER AND BRAKE. THE INSTRUCTOR, WHO ASSUMED CONTROL, PULLED POWER BUT DID NOT WANT TO MAKE AGGRESSIVE CONTROL INPUTS DUE TO THE AIRPLANE'S SPEED. THE AIRPLANE VEERED LEFT, DEPARTED THE RUNWAY, AND HIT A RUNWAY LIGHT. THE NOSE GEAR COLLAPSED AND THE FIREWALL BUCKLED. 20000706025739I (-23) PILOT^PRIVACY D^WAS MAKING A LANDING AT THE EADS AIRPORT AND LANDED DOWNWIND, RANOFF RUNWAY AND SUSTAINED MINOR DAMAGE TO A/C. TRIED ON SEVERAL OCCASIONS TO LOCATE PILOT^PRIVACY D^BUT WAS UNSUCCESSFUL, WAS UNABLE TO OBTAIN INFORMATION MISSING ON THIS REPORT. 20000706033339I (-23)PILOT DEPARTED STORM LAKE AIRPORT (SLB) EN ROUTE TO FORT DODGE REGIONAL AIRPORT (FOD). UPON RETRACTING THE LANDING GEAR THE PILOT REPARTED HEARING A LOUD POPPING SOUND. PILOT MADE LOW PASS OVER SLG AND WAS TOLD THAT THE LANDING GEAR APPEARED TO BE UP AND LOCKED. PILOT ELECTED TO CONTINUE TO DESTINATION. PILOT LOWERED LANDING IN PREPARATION FOR LANDING AT FOD AND LANDING GEAR INDICATOR SHOWED GEAR WAS DOWN. AS PILOT LANDED AND NOSE GEAR TOUCHED DOWN, THE NOSE GEAR COLLAPSED. FAILURE OF A BEARING IN THE NOSE LANDING GEAR LINKAGE RESULTED IN A SITUATION WHERE THE NOSE GEAR COULD NOT BE EXTENDED TO THE DOWN AND LOCKED POSITION. THE FAILURE OF THE BEARING WAS NOT DUE TO AND CANNOT BE LINKED TO EITHER MAINTENANCE OR OPERATIONAL ERRORS. 20000706033909I (-23)ON JULY 6, 2000, PRIVATE PILOT ^PRIVACY DATA OMITTED^ MADE A GEAR-UP LANDING IN AIRCRAFT MODEL PA-31-350, REGISTRATION NUMBER N61384. THE AIRCRAFT WAS CLEARED TO LAND ONTO RUNWAY 26 AT CAPITAL CIT AIRPORT (KCXY), TOWER NOTED THAT THE LANDING GEAR WAS NOT EXTENDED AND GAVE WARNING. AIRCRAFT SETTLED ONTO RUNWAY, AND SKIDDED TO A FULL STOP. THE PILOT AND THERE PASSENGERS EXITED THE AIRCRAFT WITHOUT FURTHER INCIDENT. THERE WAS MINOR DAMAGE TO THE AIRCRAFT AND THERE WERE NO INJURIES. A 44709 WILL CLOSE THE INCIDENT. 20000706034039I (-23)THE AIRCRAFT WAS AN TAKE OFF ON RUNWAY 21 VENETIE, ALASKA WHEN A 4 WHEEL ATV SUDDENLY CROSSED THE RUNWAY IN FRONT OF THE AIRCRAFT. THE PILOT TOOK EVASIVE ACTION TO THE RIGHT, RUNNING THRU A MUD PUDDLE ON THE RUNWAY DAMAGING THE PROPELLER. 20000706034189I (-23)DURING CLIMB OUT OF ANCHORAGE A/C HAD PRESSURIZATION PROBLEMS. A/C RETURNED TO AIRPORT AND LANDED WITHOUT INCIDENT. RESEALED WIRE BUNDLES GOING THRU FORWARD BULKHEAD. A/C FLIGHT CHECKED OK. A/C RETURNED TO SERVICE. 20000706034389I (-23)ON 7-06-00, GULFSREAM 2, GA-1159, N666JT, SERIAL NUMBER G2-SN162, DEPARTED SYRACUSE HANCOCK INTERNATIONAL AIRPORT ON RUNWAY 10. AFTER TAKEOFF THE CREW TRIED TO PUT THE GEAR HANDLE IN THE UP POSITION BUT IT WOULD NOT MOVE. THE FLIGHT CREW REPORTED THE PROBLEM TO THE SYRACUSE CONTROL TOWER. THEY DID A FLY BY TO CHECK THAT THE GEAR WAS STILL DOWN. THE CRASH FIRE RESCUE PERSONNEL RESPONDED AND THE AIRCRAFT LANDED ON RUNWAY 10 WITHOUT INCIDENT. THE AIRCRAFT WAS OPERATED BY NEW WORLD JET CORP., N9WA. THE AIRCRAFT HAD 2 FLIGHT CREW AND 2 PASSENGERS. ON 07-10-00, CALLED ^PRIVACY DATA OMITT^, A MECHANIC FOR N666JT. HE INFORMED ME THAT THE AIRCRAFT WAS FERRIED TO TEREBORO, NJ, WHERE IT WAS PUT ON JACKS AND THE GEAR SWUNG. NO PROBLEMS WERE FOUND BUT HE SAID THEY WERE GOING TO CONTINUE TO INVESTIGATE. HE SAID HE WILL SEND A LOG BOOK PAGE OR WORK ORDER WHEN THE AIRCRAFT IS RETURNED TO SERVICE. ON 07-12-00, RECEIVED A FAX OF A WORK ORDER FROM JET AVIATION STATING THEY COULD NOT DUPLICATE THE PROBLEM AND THE CUSTOMER REQUESTED NO FURTHER ACTION. 20000706034599I (-23)PILOT STATED THAT HE HAD TO CARRY POWER THROUGHOUT THE APPROACH THEREBY SILENCING THE GEAR HORN. WHEN HE DID REDUCE THE POWER THE GEAR HORN DID SOUND BUT IT DID NOT REGISTER. AS A RESULT, HE LANDED GEAR UP CAUSING MINOR AIRCRAFT DAMAGE. NO INJURIES TO THE PILOT OR HIS PASSENGER. 20000706035749I (-23)THE PILOT STATED THAT HE LOWERED AIRCRAFT LANDING GEAR HANDLE TO THE GEAR DOWN POSITION. HE SAW THAT THE LANDING GEAR INDICATOR LIGHT WAS GREEN AND PROCEEDED TO LAND THE AIRCRAFT. THE AIRCRAFT LANDING GEAR COLLAPSED ON THE RUNWAY. FURTHER INVESTIGATION REVEALED THAT THE AIRCRAFT LANDING GEAR INDICATOR LIGHT WAS STUCK IN THE PRESS-TO-TEST POSITION. A DEFECTIVE AIRCRAFT LANDING GEAR WARNING HORN WAS ALSO DISCOVERED. NO NEAR MID-COLLISION. NO FIRE. 20000706036279A (-23) ON JULY 6, 2000, A NON-CERTIFICATED PILOT DEPARTED LAPLATA, MO. IN PIPER PA-22-150, N1783P, WITH ONE PASSENGER ONBOARD, BOUND FOR BLICKHAM RLA, QUINCY, IL. THE AIRPLANE IMPACTED THE GOUND IN A CORN FIELD AND WAS DESTROYED BY FIRE ONE HUNDRED FIFTY FEET WEST OF THE BLICKHAM RLA. THERE WERE TWO FATALITIES. THE REPORTED VISIBILITY IN THE AREA WAS APPROXIMATELY TWO TO THREE HUNDRED FEET AT THE TIME OF THIS ACCIDENT. 20000706039789A (.4)ON JULY 6, 2000, ABOUT 0940 EASTERN DAYLIGHT TIME, A CESSNA U206G, N756HK, OPERATED BY TELFORD AVIATION, INC., WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE WITHERSPOONS AIRPORT (ME41), NORTH HAVEN, MAINE. THE CERTIFICATED AIRLINE TRANSPORT PILOT AND TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE ON-DEMAND AIR TAXI FLIGHT CONDUCTED UNDER 14 CFR PART 135. ACCORDING TO THE PILOT, THE FLIGHT HAD ORIGINATED AT THE KNOX COUNTY REGIONAL AIRPORT (RKD), ROCKLAND, MAINE, AND PROCEEDED UNEVENTFULLY TO ME41. WHILE LANDING AT ME41, ON RUNWAY 24, A 1,045-FOOT LONG HARD PACKED GRAVEL RUNWAY, THE PILOT REDUCED THE ENGINE POWER TO IDLE AT AN ALTITUDE OF ABOUT 100 FEET ABOVE THE GROUND. THE PILOT THEN FELT HE WAS "COMMITTED" TO LAND AND THAT A GO-AROUND WITH FULL FLAPS WAS UNSAFE. THE AIRPLANE TOUCHED DOWN, BOUNCED, AND BEGAN TO "FLOAT." AFTER THE AIRPLANE TOUCHED DOWN AGAIN, THE PILOT APPLIED THE BRAKES AND RAISED THE FLAPS IN AN ATTEMPT TO STOP. THE AIRPLANE CONTINUED OFF THE DEPARTURE END OF THE RUNWAY, CROSSED A ROAD, STRUCK A BOULDER, AND NOSED OVER INTO A SWAMP, COMING TO REST INVERTED. WHEN THE RUNWAY WAS EXAMINED AFTER THE ACCIDENT, A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR OBSERVED SKID MARKS IN THE GRAVEL THAT STARTED WITH 20 FEET OF RUNWAY SURFACE REMAINING. THE INSPECTOR ALSO NOTED THAT THERE WERE TREES LOCATED AT THE APPROACH END OF THE RUNWAY AND BEYOND THE SWAMP WHERE THE AIRPLANE CAME TO REST. THE TWO PASSENGERS IN THE AIRPLANE STATED TO THE FAA INSPECTOR AFTER THE ACCIDENT THAT THEY WERE COMING IN "HOT AND FAST." ACCORDING TO THE AIRPLANE OPERATING HANDBOOK, THE TOTAL LANDING DISTANCE TO CLEAR A 50-FOOT OBSTACLE, USING THE SPECIFIED TECHNIQUE FOR SHORT FIELD LANDINGS, AT MAXIMUM GROSS WEIGHT, AT SEA LEVEL, AND AT A TEMPERATURE OF 20 DEGREES CELSIUS, WAS 1,415 FEET. THE PILOT REPORTED 8 TOTAL HOURS OF FLIGHT EXPERIENCE IN MAKE AND MODEL. THE RKD WEATHER AT 0935, REPORTED WINDS FROM 300 DEGREES AT 11 KNOTS, GUSTING TO 15 KNOTS. (-23) AT APPROXIMATELY 0930 HOURS ON JULY 6, 2000, A CE-U206G, REGISTRATION N756HK, FLEW FROM ROCKLAND, MAINE TO WITHERSPOON AIRPORT ON NORTHAVEN ISLAND, MAINE (ME41). THE FLIGHT, WITH TWO PASSENGERS ON BOARD, WAS OPERATED VFR UNDER PART 135. UPON LANDING, THE AIRCRAFT GROUND ROLL EXCEEDED THE RUNWA Y LENGTH, CROSSED A ROAD AND FLIPPED OVER IN A SWAMP AREA. THERE WERE NO INJURIES AND DAMAGE TO THE AIRCRAFT WAS SUBSTANTIAL. 20000707005869A (-23) STUDENT PILOT WAS ATTEMPTING TO MAKE A "TOUCH AND GO" LANDING ON RUNWAY 11R, WHEN DURING ROLLOUT HE LOST CONTROL OF AIRCRAFT AND VEERED OFF THE RIGHT SIDE OF RUNWAY. AIRCRAFT COLLIDED WITH A TAXIWAY SIGN AND CAME TO REST OFF THE RUNWAY, PILOT WAS A SOLO FLIGHT. (.4) ON JULY 6, 2000, AT 0753 MOUNTAIN STANDARD TIME, A PIPER PA-28-180, N2196T, VEERED OFF THE RUNWAY AND COLLIDED WITH AN AIRPORT SIGN WHILE LANDING AT TUCSON INTERNATIONAL AIRPORT, TUCSON, ARIZONA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE STUDENT PILOT WAS NOT INJURED. THE AIRCRAFT WAS BEING OPERATED AS A SOLO INSTRUCTIONAL FLIGHT BY THE PILOT/OWNER UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM TUCSON INTERNATIONAL AIRPORT EARLIER THAT MORNING. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT HAD BEEN MAKING TOUCH-AND-GO TAKEOFFS AND LANDINGS ON RUNWAY 11R WHEN HE VEERED OFF THE RUNWAY DURING THE LANDING ROLL, EXITED THE RUNWAY TO THE RIGHT, AND STRUCK A TAXIWAY SIGN (A8). THE SIGN WAS DESTROYED. THERE WAS DAMAGE TO THE LEFT WING INBOARD OF THE FUEL TANK AND ON THE LEADING EDGE. PROPELLER AND EN GINE COWLING DAMAGE WAS ALSO EVIDENT. WINDS AT THE TIME WERE REPORTED AS FROM 340 DEGREES AT 4 KNOTS. 20000707009119A (-23) AIRCRAFT DEPARTED LOGAN-CACHE AIRPORT FRO A LOCAL FLIGHT. A PERSON IN THE FBO OBSERVED THE LEFT REAR DOOR OPEN AS THE AIRCRAFT DEPARTED. SEVERAL MINUTES LATER THE PILOT WAS NOTIFIED AND ACKNOLEDGED THE OPEN DOOR. ABOUT FOUR MILES WEST OF THE AIRPORT THE PILOT STARTED A DESCENT TO LAND IN A FIELD AND CLOSE THE DOOR. THE PILOT AND PASSENGER FELT WHAT THEY THOUGHT WAS MOMENTARY TURNULENCE, VIBRATION AND HEARD A NOSIE. THESE ALL ALSTED ABOUT FIVE SECONDS. AS THE PILOT CONTINUED THE DESCENT TO THE FIELD HE REALIZED HE HAD NO ANTI-TORQUE CONTROL. AT APPROXIMATELY 400 FEET AGL HE ENTERED AN AUTOROTATION AND LANDED IN THE FIELD. AS THE AIRCRAFT WAS SETTING IT ROTATED APPROXIMATELY 270 DEGREES TO THE RIGHT AND ROLLED TO THE LEFT COMING TO REST ON THE LEFT SIDE OF THE AIRCRAFT. AN INVESTIGATION OF THE TAIL ROTOR DRIVE SHAFT REVEALED THAT IT WAS SHEARED WITH INDICATIONS OF A STOPPAGE ORIGINATING WITH THE TAIL ROTOR. 20000707009699A (-23) ON JULY 7, 2000, AT APPROXIMATELY 1500 EDT, A CESSNA CE-150-K, REGISTERED AS N8362M AND OPERATED BY SKY ADS, INC. WAS SUBSTANTIALLY DAMAGED DURING BANNER TOW OPERATIONS AT THE COMPANY'S SMALL GRASS AIR STRIP NEAR FAIRMOUNT, DE. THE COMMERICAL PILOT, THE SOEL OCCUPANT, WAS NOT INJURED. THE BANNER TOW OPERATIONS WERE CONDUCTED UNDER A CERTIFICATE OF WAIVER, DATED SEPTEMBER 1, 1999, ISSUED BY THE PHILADELPHIA FLIGHT STANDARDS DISTRICT OFFICE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. THE PILOT STATED THAT AT APPROXIMATELY 50 FT. AGL, POWER WAS ADDED TO INITIATE THE MANEUVER TO JETTISON THE BANNER. THE PILOT STATED THAT "THE PLANE DID NOT ACCELERATE AND THE AIRCRAFT DROPPED FROM THE AIR FROM AN ALTITUDE OF 40 FT. AGL." SUBSEQUENTLY, THE ARICRAFT IMPACTED THE GROUND BOUNCING APPROXIMATELY 20 FT IN THE AIR. AT THAT POINT "FELT THE POWER KICK IN AND THE PLANE BEGAN TO ACCELERATE." THE PILOT THEN JETTISONED THE BANNER AND BEGAN TO CLIMB OUT, HOWEVER, THE PILOT NOTED THAT THE AIRCRAFT WAS "SHAKING AND SOMEWHAT DIFFICULT TO CONTROL." DURING THE GO-AROUND THE PILOT ATTEMPTED TO REDUCE THE POW ER BUT, NOTED THAT THE THROTTLE WAS STUCK. WHILE ON FINAL, THE PILOT ATTEMPTED TO SHUT THE ENGINE OFF BY REDUCING THE MIXTURE, BUT GOT NO RESPONSE FROM THIS CONTROL. THE PILOT THEN TURNED OFF BOTH MAGNEOTS, WHICH STOPPED THE ENGINE AND MADE A LANDING TO THE NORTH ON THE COMPANY'S GRASSS AIR STRIP. DURING THE ROLL OUT, THE NOSE GEAR COLLAPSED. THE PROPELLER WAS STOPPED IN THE HORIZONTAL POSITION AND DID NOT COME IN CONTACT WITH THE GROUND. ON SCENE INVESTIGATION REVEALED THAT SUBSTANTIAL DAMAGE TO THE NOSE LANDING GEAR, ENGINE MOUNT TRUSS FRAME AND SUPPORT STRUCTURE WERE DAMAGED AS A RESULT OF THE IMPACT WITH THE GROUND. ADDITIONALLY, THE LOWER ENGINE FIREWALL WAS ALSO BUCKLED. BOTH THROTTLE AND MIXTURE CONTROLS CABLES WERE ROUTED THROUGH THIS AREA AND WERE CONFIRMED JAMMED AS A RESULT OF THE DAMAGE. THERE WAS NO EVIDENCE OF A PROPELLER STRIKE. NUMEROUS AIRWORTHINESS ISSUES, UNRELATED TO THE ACCIDENT WERE OBSERVED DURING THE INSPECTION OF THE AIRCRAFT. THESE INCLUDE BUT ARE NOT LIMITED TO: A DAMAGED TRAILING EDGE RUDDER, A DAMAGED ELEVATOR TRIM TAB, WORN LEFT AND RIGHT FLAP ROLLER TRACKS, IMPROPER REPAIRS TO THE LEFT HORIZONTAL STABILIZER AND AFT WINDOW, AND OTHER INDICATI ONS OF POOR MAINTENANCE PRACTICES,ALL OF WHICH WOULD NORMALLY BE IDENTIFIED DURING A PILOT PREFLIGHT. A SEPARATE INVESTIGATION INTO THESE ISSUES IS IN PROGRESS. BOTH THE NTSB AND THE AEA-FSDO-17'S OPERATION UNIT SUPERVISOR HAVE BEEN ADVISED OF THE RESULTS OF THIS INVESTIGATION THUS FAR. ^PRIVACY DATA OMITTED^ THIS REPORT WILL BE AMENDED AS FURTHER DETAILS INTO THE INVESTIGATION BECOME AVAILABLE. 20000707011119A ON 7/7/2000 ABOUT 1100 EDT, A CESSNA P210N, N7VZ, REGISTERED TO DONATECH CORP. CRASHED WHILE ATTEMPTING TO MAKE AN EMERGENCY LANDING, FOLLOWING LOSS OF ENGINE POWER DURING TAKEOFF F FROM WATAUGA COUNTY AIRPORT, BOONE, NC ., WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE A/C RECEIVED SUBSTANTIAL DAMAGE AND THE PRICATE PILOT RECEIVED MINOR INJURIES AND THE TWO PASSENGERS RECEIVED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PIC STATED THAT DURING TAKEOFF HE EXPERIENCED A LOSS OF POWER AND THE "AIRCRAFT WAS NOT CLIMBING NORMALLY". THE PILOT STATED THAT HE EHARD A "SURGING OR PULSATING SOUND" , THE PILOT THEN "APPLIED FULL POWER" AND "NOTICED THAT THE MANIFOLD PRESSURE GAUGE WAS IN THE WHITE RANGE AND NORMALLY THE GAUGE WOULD BE IN THE RED RANGE WITH MAXIMUM THROTTLE APPLIED". PILOT MADE A LEFT HAND TURN ATTEMPTING TO GO AROUND TO MAKE AN EMERGENCY LANDING, OVERSHOT CENTERLINE OF RUNWAY, AND CRASHED ON RIGHT SIDE OF RUNWAY. INVESTIGATION REVEALED A/C HIT HARD ON LEFT MAIN LANDING GEAR, THE IMPACT CAUSED THE NOSE GEAR TO COLLAPSE BEFORE BOUNCING AND IMPACTING RIGHT WING TIP. A/C SLID APPROX. 300 FEET, AND WAS STOPPED BY A SMALL PILE OF DIRT TO RIGHT OF RUNWAY. INVESTIGATORS DETERMINED A/C HAD BEEN MODIFIED WITH A "RILEY ROCKET" CONVERSION. PART OF THE CONVERSION WAS INSTALLATION OF AN INTERCOOLER ASSEMBLY THAT RUNS VERTICALLY ON RIGHT SIDE OF FIREWALL, CONNECTING THE COMPRESSED AIR COMING OUT OF THE TURBOCHARGER LOCATED AT THE LOWER RIGHT PORTION OF THE NACELLE WITH A SHORT ALUMINUM ELBOW THAT IS BOLTED TO THE MOUTH OF THE THROTTLE BODY UNIT. THE INTERCOOLER IS ATTACHED TO THE TURBOCHARGER AT THE BOTTOM AND TO THE ELBOW AT THE TOP BY FLEXIBLE 3 INCH RUBBER DUCTS. THE ALUMINUM INTERCOOLER ASSEMBLY IS ATTACHED TO THE NACELLE STRUCTURE BY ONLY ONE BOLT. THE TOP DUCT WAS DISCOVERED TO HAVE A SPLIT IN APPROX. 50 % OF THE CIRCUMFERENCE. THE SPILIT WAS ON LEFT SIDE OF DUCT WHERE THE RUBBER DUCT CONNECTS TO ELBOW. THE CLAMP HOLDING DUCT IN PLACE ON TOP LEFT SIDE WAS CONTACTING, RUBBING AND CHAFING TOP OF ENGINE COWLING. THE SINGLE BOLT ATTACHING INTERCOOLER TO THE NACELLE WAS REMOVED AND THE HOLE WAS NOTED TO BE ELONGATED. EVIDENCE OF HEAVY FRETTING WAS OBSERVED ON ALUMINUM CHANNEL TO WHICH INTERCOOLER WAS ATTACHED. SPARK PLUGS WERE REMOVED AND IN E XCELLENT CONDITION. THE ENGINE WAS ROTATED BY MOVING THE PROPELLER AND GOOD THUMB COMPRESSION WAS NOTED ON ALL CYLINDERS, BOTH MAGNETOS GENERATED A SPARK WHEN THE ENGINE WAS TURNED BY HAND. THE FUEL MANIFOLD WAS DISASSEMBLED AND THE SCREEN NOTED AS CLEAN. THE THROTTLE AND MIXTURE CONTROLS IN THE COCKPIT WERE MOVED TO THEIR LIMITS AND COMPARED TO THE THROTTLE AND MIXTURE ARMS IN THE ENGINE COMPARTMENT WITH NORMAL OPERATION. OTHER THAN THE SPLIT 3 INCH RUBBER DUCT AND EVIDENCE OF HEAVY VIBRATION ON THE INTERCOOLER ASSEMBLY BRACKET AND ATTACHING POINT ON THE NACELLE, NO DISCREPANCY WAS NOTED. BEEY C. REED FAA IIC (ABOVE NARRATIVE FROM 8020-23) 20000707011169A (-23) PILOT HAD COMPLETED TURN AND DURING SPRAYING OPERATIONS, AND WAS DESCENDING TO MAKE ANOTHER SPRAY PASS. PILOTED STATED HE ATTEMPTED TO PULL BACK ON CONTROL, TO LEVEL OFF PLANE. THE CONTROLS DID NOT RESPOND. A/C IMPACTERD GROUND NOSE FIRST AND SUSTAINED SUBSTANTIAL DAMAGES. THE ELEVATOR AND ELEVATOR TRIM TAB WERE INSPECTED. THE ELEVATOR TRIM COULD BE MOVED THROUGH ITS FULL TRAVEL. THE ELEVATOR COULD NOT BE MOVED TO NEUTRAL FROM THE NOSE UP POSITION DUE TO DAMAGE WHERE COUNTERWEIGHT HAD BEEN ATTACHED. THE COUNTERWEIGHT APPEARED TO HAVE BEEN TORN OFF AT IMPACT. A VISUAL CHECK OF ELEVATOR AND TRIM CONTROLS SYSTEM SHOWED NO PROBLEMS. 20000707011619A (-23) A/C MADE FIRST PASS FOR APPLICATION RUN 30 MINUTES BEFORE SUNDOWN. OBSTACLE WAS CAMOUFLAGED, AND HIDDEN IN SHADOWS. A/C HIT DEER STAND AND SUSTAINED SUBSTANTIAL DAMAGE. 20000707012079A (-23) AIRCRAFT DEPARTED 3000 FT. PRIVATE GRASS STRIP FOR PLEASURE FLIGHT. AT APPROXIMATELY 200 FEET AGL ENGINE LOST POWER. PILOT MADE STRAIGHT AHEAD LANDING 75 FEET BEYOND END OF RUNWAY. AFTER LANDINGS PILOT VEERED TO THE LEFT TO AVOID OBSTRUCTION AND WENT THROUGH SEVERAL SMALL TREES. AIRCRAFT CAME TO REST ON MAIN WHEELS AND NOSE. UPPER AND LOWER WINGS, BOTH LEFT AND RIGHT, RECEIVED SUBSTANTIAL DAMAGE. THE RIGHT ELEVATOR WAS DAMAGED AT THE OUTBD END. THERE HAS BEEN NO DETERMINATION AS TO THE CAUSE OF THE ENGINE FAILURE OF POSSIBLE ENGINE DAMAGE AT THIS POINT. 20000707024849I (-23)AIRCRAFT LANDING GEAR COLLAPSED ON ROLL OUT OF LANDING. PILOT STATED THAT GEAR WAS DOWN AND HAD A GREEN LIGHT THAT LANDING GEAR WAS DOWN AND LOCKED. EYEWITNESS REPORTED THAT GEAR WAS DOWN DURING APPROACH. THE BELLY OF THE AIRCRAFT WAS DAMAGED AND BOTH PROPELLERS BLADES CONTACTED THE RUNWAY, CURLING THEM. 20000707025189I (-23)ON A CROSS COUNTRY FLIGHT THE PILOT EXPERIENCED A LOUD BANG AND A TOTAL LOSS OF POWER. HE MADE A SUCCESSFUL FORCED LANDING ON A STREET IN PLANO, TEXAS AND DISCOVERED THAT A JUG ON THE ENGINE HAD BLOWN APART. 20000707027669I (-23)THE PILOT WAS SPRAYING A CELERY CROP AND HAD TO FLY UNDER THE WIRES TO GET THE DESIRED CONVERAGE. HE WAS JUST ENTERING THE AREA TO CROSS UNDER THE WIRE WHEN A THERMAL CAUSED HIS RIGHT WING TO RAISE AND STRIKE THE WIRE ABOUT TWO FEET FROM THE WING TIP. THE WIRE BROKE AND PUT A MINOR DENT IN THE LEADING EDGE OF THE WING. HE FINISHED HIS RUN AND RETURNED TO HIS BASE WHICH IS ABOUT FOUR MILES FROM THE SITE OF THE INCIDENT. 20000707033189I (-23)WHILE THE PILOT WAS TAXING THE AIRCRAFT TO PARKING, HE RAISED THE GEAR HANDLE INSTEAD OF RETRACTING THE FLAPS. IMMEDIATELY THE PILOT REALIZED WHAT HE'D DONE AND LOWERED THE GEAR. THE RIGHT MAIN GEAR WAS THE ONLY PART OF THE GEAR THAT RETRACTED. NO DAMAGE TO THE AIRCRAFT OCCURRED AS THE AIRCRAFT WAS MOVING SLOWLY. A 709 RE-EXAM IS NOT NECESSARY, AS THE PILOT CAUGHT HIS ERROER AND A 709 RIDE WOULD BE INEFFECTIVE. 20000707034249I (-23)ON FRIDAY, JULY 7, 2000 AT 1530RDT, A DEHAVILLAND DH-82C REGISTERED TO ^PRIVACY DATA ^, LANDED IN A FIELD AND FLIPPED ONTO ITS BACK NEAR THE WILLIAM-SODUS AIRPORT, WILLIAMSON, NY. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE PILOT WAS NOT INJURED. HE WAS EXAMINED AT MYERS HOSPITAL IN SODUS, NY AND RELEASED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT ST. LEZARE, MONTREAL, CANADA AT 0955 EDT, STOPPED FOR FUEL IN GANAOQUE, ONTARIO, CANADA AT 1130 EDT AND THE FINAL DESTINATION WAS TO BE GENESEO, NY (D52). THE 44709 RE-EXAM WILL BE CONDUCTED BY TRANSPORT CANADA. THIS INCIDENT IS CONSIDERED CLOSED. 20000707034699I (-23)PILOT WAS DECENDING TO LAND WHEN THE ALTERNATOR BELT BROKE, WHICH IN TRUN THE AIRCRAFT LOST ALL ELECTRICAL POWER, PILOT PERFORMED EMERGENCY PROCEDURES BY RELEASING THE EMERGENCY LANDING GEAR HANDLE, PILOT GOT TWO (2) GREENS ON MAIN GEAR AND ON THE NOSE GEAR. AIRCRAFT LANDED AND NOSE GEAR COLLAPSED, BENDING THE PROP . NO INJURIES. 20000707035209I (-23)INSTRUCTOR PILOT ^PRIVA^ WAS ACTING AS PILOT IN COMMAND. PRIVATE PILOT ^PRIVACY^ WAS RECEIVING FLIGHT INSTRUCTION IN PREPARATION FOR AN INSTRUMENT RATING PRACTICAL TEST. ^PRIVACY^ PERFORMED THE PRE-FLIGHT INSPECTION PRIOR TO THE ARRIVAL OF ^PRIVA^. ^PRIVA^ STATES HE VISUALLY CHECKED THE LANDING GEAR HANDLE AND GREEN "GEAR-DOWN" LIGHT. ON TAKEOFF, AS ^PRIVACY^ LIFTED THE NOSE OF THE AIRCRAFT, THE LANDING GEAR BEGAN TO REACT. AFTER THE PROPELLER STRUCK THE RUNWAY, ^PRIVA^ TOOK CONTROL AND MAINTANINED FLIGHT LONG ENOUGH TO PULL THE MIXTURE CONTROL AND THEN LANDED THE AIRCRAFT WITH THE LANDING GEAR BEGAN TO RETRACT. A POST-INCIDENT INVESTIGATION FOUND THE LANDING GEAR HANDLE IN THE "UP" POSITION. NO MECHANICAL ABNORMALITY IN THE LANDING GEAR RETRACTION SYSTEM COULD BE FOUND. BOTH PILOTS MAINTAINED THAT THE GEAR HANDLE WAS IN THE "DOWN" POSITION PRIOR TO TAKEOFF. 20000707037179A (-23) WHILE PERFORMING AEROBICS (1/2 SNAP TO LEFT) LEFT AILERON DEPARTED THE AIRCRAFT. INVESTIGATION REVEALED CENTER AILERON HINGE HAD FAILED. LANDED WITHOUT INCIDENT. 20000707041529I (-23) WHILE CONDUCTING A MILITARY DEMONSTRATION EXERCISE OVER THE PARK, THE ROTOR WASH OF WILD GOOSE 2 A MARINE CORPS CH-46, BLEW OVER A POLICE BARRIER THAT STRUCK 10 CHILDREN. MINOR INJURIES WERE REPORTED AND MEDICAL ATTENTION WAS REFUSED. THIS INFORMATION WAS RECEIVED FROM MAJ. SILVESTRI USMC, ^PRIVACY DA^. INVESTIGATION IS BEING CONDUCTED BY THE MILITARY. 20000708004559A (-23) AIRCRAFT WAS TAKING OFF ON RUNWAY 31. AIRCRAFT DEPARTED RIGHT SIDE OF AT APPROX. 475 FT. TRAVELED IN GRASS APPROX. 200 FT. RUNWAY AT A APPROX. 45 DEGREE, TRAVEL APPROX. 225 FT. WITH THE RT. WING STRIKING THE CORNER OF "T" HANGER, AIRCRAFT SPIN AND THE LEFT WING TIP STRIKE THE "T" HANGER DOOR. THE AIRCRAFT HAS APPROX. 3.5 FT FOT THE RT. WING CRUSHED BACK THROUGH THE SPAR, THE LEFT TIP HAS MINOR DMAAGE TO THE FUSELUGE IS BUCKLED AFT OF THE LAST CABIN FRAME. 20000708004619A (-23) AT APPROXIMATELY 10:30AM ON JULY 8, 2000, MR. MASHBURN, PILOTING N1203N, A 685 COMMANDER WAS ATTEMPTING A LANDING AT THE MAUNICIPAL AIRPORT IN PINE BLUFF, ARKANSAS WHEN THE TAIL OF THE AIRCRAFT STRUCK THE GROUND FIRST FORCING THE NOSE WHEEL AGAINST THE GROUND ENOUGH FORCE TO WRINKLE THE FUSELAGE SKIN IN FRONT OF AND BEHIND THE WINGS. THE NOSE GEAR ACTUATOR WAS FORCED THROUGH BULKHEAD. THE AIRCRAFT SUFFERED SUBSTANTIAL DAMAGE. MR. MASHBURN AND HIS PASSENGER, SUFFERED NO INJURIES. 20000708007359A (-23) ON JULY 8, 2000, AT 1335 PDT, MR. WILLIAM E. YODER, A FLIGHT INSTRUCTOR WITH ANTHONY W. SCRONCE, A PRIVATE PILOT WAS TAKING OFF AND NOSED OVER TO THE SIDE OF THE RUNWAY AT DOUGLAS COUNTY AIRPORT. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE, WITH NO INJURIES. (.4) ON JULY 8, 2000, ABOUT 1335 HOURS PACIFIC DAYLIGHT TIME, A STINSON 108-2, N264C, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED THE RUNWAY AND NOSED OVER DURING TAKEOFF FROM DOUGLAS COUNTY AIRPORT, MINDEN, NEVADA. THE OWNER OPERATED THE AIRPLANE AS A DEMONSTRATION FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND PRIVATE PILOT PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED IN CARSON CITY, NEVADA, ABOUT 1310. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED THEY FLEW TO MINDEN AND COMPLETED A LANDING. THE AIRPLANE WAS TAXIED BACK FOR DEPARTURE ON RUNWAY 34. HE STATED THE AIRPLANE YAWED TO THE LEFT AS HE EXPECTED AFTER APPLICATION OF POWER AND HE CORRECTED WITH RIGHT RUDDER. HE SAID THE TAKEOFF WAS PROCEEDING NORMALLY WHEN THE TAIL SUDDENLY VEERED TO THE LEFT AND THEN TO THE RIGHT. HE THOUGHT HE ENCOUNTERED A DUST DEVIL OR GUST OF WIND. AT THIS TIME THE AIRPLANE WAS 2 TO 3 FEET IN THE AIR AND HEADED ABOUT 50 TO 70 DEGREES TO THE RUNWAY HEADING. HE DID NOT FEEL IT PRUDENT TO ATTEMPT TO REALIGN WITH THE RUNWAY AND CONTINUED STRAIGHT AHEAD. ABOUT 50 FEET PAST THE EDGE OF THE RUNWAY, THE PROPELLER AND WHEELS BEGAN CONTACTING SAGE BRUSH THAT WAS 2 TO 5 FEET HIGH. THE AIRPLANE DESCENDED INTO THE GROUND AND NOSED OVER ONTO ITS BACK. THE PILOT NOTED THE DENSITY ALTITUDE WAS NEARLY 7,000 FEET. HE ALSO NOTED THAT SUBSEQUENT INSPECTION REVEALED THE AIR INTAKE WAS ALMOST COMPLETELY FILLED WITH SAGE BRUSH NEEDLES. 20000708008529A (-23) ON JULY 8, 2000, AT 0750 CDT A SCHWEIZER, G-164B AGRICULTRAL AIRPLANE, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR MOSCOW, TEXAS. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPRATED BY PAYNE'S FLYING SERVICE, INC. OF BRANDON, MISSISSIPPI. THE COMMERICAL PILOT, SOLE OCCUPANT, WAS SERIOUSLY INJURIED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 137 AERIAL APPLICATION FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM LUFKIN, TEXAS, AT AN UNDETERMINED TIME. ACCORDING TO PRELIMINARY INFORMATION, THE PILOT WAS FERTILIZING TREES FOR THE INTERNATIONAL PAPER COMPANY. DURING A SWATH RUN, THE PILOT HEARD A "LOUD SCREAM" FOLLOWED BY A LOSS OF ENGINE POWER. DURING THE FORCED LANDING, WHILE DUMPING THE FERTILIZER, THE AIRPLANE'S LEFT WING STRUCK A TREE. SUBSEQUENTLY, THE AIRPLANE IMPACTED THE GROUND. EXAMINATION OF THE AIRCRAFT, BY THE FAA INSPECTOR WHO RESPONDED TO THE ACCIDENT SITE, REVEALED THAT BOTH WINGS AND THE FUSELAGE WERE STRUCTURALLY DAMAGED. (.4)ON JULY 8, 2000, APPROXIMATELY 0750 CENTRAL DAYLIGHT TIME, A SCHWEIZER G-164B AGRICULTURAL AIRPLANE, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR MOSCOW, TEXAS. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPERATED BY PAYNE'S FLYING SERVICE, INC., OF BRANDON, MISSISSIPPI. THE COMMERCIAL PILOT, SOLE OCCUPANT, WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 137 AERIAL APPLICATION FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM LUFKIN, TEXAS, AT AN UNDETERMINED TIME. THE PILOT WAS FERTILIZING TREES FOR THE INTERNATIONAL PAPER COMPANY. DURING A SWATH RUN, THE PILOT HEARD A "LOUD SCREAM" FOLLOWED BY A TOTAL LOSS OF ENGINE POWER. DURING THE FORCED LANDING, WHILE DUMPING THE FERTILIZER, THE AIRPLANE'S LEFT WING STRUCK A TREE. SUBSEQUENTLY, THE AIRPLANE IMPACTED THE GROUND. EXAMINATION OF THE AIRCRAFT, BY THE FAA INSPECTOR WHO RESPONDED TO THE ACCIDENT SITE, REVEALED THAT BOTH WINGS AND THE FUSELAGE WERE STRUCTURALLY DAMAGED. THE TURBOPROP ENGINE WAS EXAMINED AT INTERCONTINENTAL JET'S FACILITY IN TULSA, OKLAHOMA, AT THE DIRECTION OF THE OPERATOR'S INSURANCE COMPANY. ACCORDING TO THE INSURANCE ADJUSTER, THE EXAMINATION REVEALED THAT THE POWER OUTPUT REDUCTION GEAR TO THE PROPELLER HAD FAILED. 20000708008699A (-23) ON JULY 8, 2000, AT 0310 MDT, A CESSNA CE402-A, N402NA, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN DURING A FORCED LANDING NEAR DEL CITY, TX. THE COMMERCIAL PIC & HIS PILOT RATED PASSENGER WERE NOT INJURED. NIGHT VMC CONDITIONS PREVAILED AND THE FLIGHT WAS ON AN IFR FLIGHT PLAN. THE FLIGHT ORIGINATED OUT OF CHARLOTTE NC, MADE A FUEL STOP IN DENTON, TX, AND WAS DESTINED TO EL PASO, TX. ^PRIVACY DATA OMITTED^ AIRCRAFT FOUND WITH BOTH MAINS EMPTY & 20 GALLONS IN LEFT AUX & 10 GALLONS IN RIGHT AUX. LEFT FUEL SELECTOR ON LEFT MAIN & RIGHT SELECTOR OFF. (.4)AT 11,000 FEET, THE LEFT ENGINE LOST POWER WHEN THE PILOT ATTEMPTED TO SWITCH THE FUEL SELECTOR FROM THE LEFT MAIN FUEL TANK TO THE LEFT AUXILIARY FUEL TANK. THE PILOT STATED THAT HE WAS UNABLE TO RESTART THE LEFT ENGINE AFTER SEVERAL ATTEMPTS DESPITE 'INTENSIVE TROUBLE SHOOTING' AS PER THE CHECKLIST, AND WAS UNABLE TO FEATHER THE LEFT PROPELLER DURING SECURING PROCEDURES. THE PILOT STATED HE USED ALL THE REMAINING FUEL IN THE RIGHT TIP TANK, LEFT TIP TANK, AND THE RIGHT AUXILIARY TANK, AND WHILE DESCENDING TO LAND, THE RIGHT ENGINE LOST POWER DUE TO FUEL STARVATION. THE PILOT INITIATED A FORCED LANDING, AND THE AIRPLANE LANDED GEAR-UP IN HIGH DESERT TERRAIN. THE PILOT STATED THAT UPON LANDING HE RELOCATED THE RIGHT ENGINE'S FUEL SELECTOR TO THE OFF POSITION IN AN EFFORT TO PREVENT A FIRE. AFTER THE ACCIDENT, AN FAA INSPECTOR FOUND THE FUEL SELECTORS FOR THE LEFT AND RIGHT ENGINES IN THE MAIN AND OFF POSITIONS, RESPECTIVELY. USABLE FUEL WAS FOUND IN BOTH THE LEFT AND RIGHT AUXILIARY FUEL TANKS. THE PILOT HAD A TOTAL OF 15 FLIGHT HOURS IN THE ACCIDENT AIRPLANE MAKE AND MODEL, WHICH INCLUDED THE ACCIDENT FLIGHT. 20000708008759A (-23) AIRCRAFT IMPACTED TERRAIN DURING AN OVERCAST WHILE ATTEMPTING TO NAVIGATE THROUGH A MOUNTAIN PASS. 20000708008789A (-23) ON JULY 8, 2000, AROUND 4:59 AST, A CESSNA 402C, N405MN, REGISTERED TO AND OPERATED BY M&N AVIATION INC., AS A TITLE 14 CFR PART 135 DOMESTIC MAIL CONTRACT FLIGHT FROM SAN JUAN, P.R. TO ST. CROIX, USVI, CRASH INTO THE OCEAN ABOUT 7 MILES SE OF VIEQUES, P.R. THE FLIGHT WAS IN AN IFR PLAN, ALTHOUGH THE NEAREST WEATHER WAS REPORTED VFR. THE AIRCRAFT WAS LOST INTO THE OCEAN AND THE COMMERCIAL RATED PILOT WAS KILLED IN THE CRASH. AFTER DEPARTURE THE AIRCRAFT WAS VECTORED AND CLEARED TO CLIMB 7,000 FT. ABOUT 4:53 THE PILOT REQUESTED A LOWER ALTITUDE FOLLOWED BY A REQUEST FOR VECTORS. A MINUTE LATER THE AIRCRAFT IS OBSERVED BY THE SAN JUAN APPROACH CONTROL IN A FAST DESCENT DOWN TO 1900 FT. AND THE FLIGHT IS NOT OBSERVED BY THE RADAR ANY LONGER AFTER 4:55 AM. (-19) ON JULY 8, 2000, ABOUT 0455 ATLANTIC STANDARD TIME, A CESSNA 402C, N405MN, REGISTERED TO AND OPERATED BY M AND N AVIATION, INC., AS A TITLE 14 CFR PART 135 NONSCHEDULED DOMESTIC MAIL CONTRACT FLIGHT FROM SAN JUAN, PUERTO RICO, TO ST. CROIX, U.S. VIRGIN ISLANDS, CRASHED INTO THE CARIBBEAN SEA, NEAR VIEQUES, PUERTO RICO. VISUAL METEOROLOGICAL CONDITIONS WERE REPORTED AT ST. CROIX, THE NEAREST WEATHER OBSERVING SITE, AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRCRAFT IS PRESUMED TO BE DESTROYED AND THE COMMERCIAL-RATED PILOT IS PRESUMED TO HAVE RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED FROM SAN JUAN, PUERTO RICO, THE SAME DAY, ABOUT 0425. AFTER DEPARTURE FROM SAN JUAN, THE PILOT OF N405MN CONTACTED THE FAA SAN JUAN APPROACH CONTROL AT 0432:18, WAS IDENTIFIED ON RADAR BY THE CONTROLLER, AND TOLD TO CLIMB TO 7,000 FEET. ABOUT 1 MINUTE LATER, THE PILOT IS TOLD TO PROCEED DIRECT TO ST. CROIX. ABOUT 5 MINUTES LATER, THE PILOT REQUESTED RA DAR VECTORS TO ST. CROIX FROM THE CONTROLLER, AND WAS TOLD TO FLY HEADING 140 DEGREES. THE FLIGHT LEVELED AT 7,000 FEET AT ABOUT 0444. AT ABOUT 0453, THE PILOT REQUESTED A LOWER ALTITUDE, AND WAS CLEARED TO 2,000 FEET. TEH PILOT ACKNOWLEDGED THE CLEARANCE, AND NO FURTHER TRANSMISSIONS WERE RECEIVED FROM THE PILOT. THE AIRCRAFT IS OBSERVED ON FAA SAN JUAN APPRAOCH CONTROL RADAR TO BEGIN DESCENT BETWEEN 0454:11 AND 0454:16. AT 0454:39, THE AIRCRAFT'S TRANPONDER REPORTED THE FLIGHT IS AT 6,500 FEET. A HIGH-PITCHED TONE IS HEARD ON THE COMMUNICATIONS RADIO FREQUENCY AT THIS TIME. AT 0454:44, THE TRANSPONDER REPORTS THE FLIGHT IS AT 5,500 FEET, AND AT 0454:49, AT 4,000 FEET. AT 0454:54, THE TRANSPONDER REPORTS THE FLIGHT IS AT 1,900 FEET AND AT 0455:00 AT 1,200 FEET. THE FLIGHT IS NOT OBSERVED ON RADAR AFTER THIS. THE FLIGHT WAS LAST LOCATED ABOUT 5 MILES SOUTHEAST OF VIEQUES, AND ABOUT 25 MILES NORTHWEST OF THE COAST OF ST. CROIX. DEBRIS AND MAIL FROM THE A/C WAS LOCATED AROUND THE EAST END OF VIEQUES. THE MAIN A/C WRECKAGE AND THE PILOT WERE NOT LOCATED. THE DEPTH OF THE SEA IN THE AREA OF THE CRASH WAS REPORTED TO BE ABOUT 6,000 FEET. 20000708009229A (-23) ON 7/8/00 THE A/C DEPARTED COLLISION AIRPORT (ALSO KNOWN AS LEONARD AIRPORT) TO THE SOUTH WHEN THE ENGINE LOST POWER AT APPROX. 200 AGL. THE PILOT ATTEMPTED TO RETURN TO THE AIRPORT BUT ULTIMATELY STALLED THE A/C APPROX. 20 FEET AGL DURING AN EMERGENCY LANDING. THE A/C IMPACTED THE GROUND APPROX. 1/4 MILE SE OF THE AIRPORT CAUSING SUBSTANTIAL DAMAGE TO A/C. THE PILOT AND THE SOLE PASSENGER ABOARD RECEIVED MODERATE LACERATIONS AND CONTUSIONS THAT WERE NOT AT THE TIME OF THIS REPORT LIFE THREATENING. THE LOSS OF POWER WAS NOT FULLY DETERMINED BECAUSE THE FUEL SYSTEM WAS COMPROMISED DURING THE IMPACT. 20000708010209A (-23) ON 07/08/00, AT APPROXIMATELY 0905 MST, A CESSNA MODEL CE-150M (N4723) CRASHED ON TAKEOFF AT THE MONTROSE COUNTY AIRPORT, MONTROSE, COLORADO. BOTH THE PILO AND PASSENGER SUSTAINED INJURIES. THE TRANSIT PILOT HAD JUST PICKED UP HIS AIRCRAFT AFTER HAVING THE ENGINE OVERHAULED AND WAS RETURNING TO HIS HOME IN SOUTHERN CALIFORNIA. AFTER HAVING THE AIRCRAFT FUEL TANKS "TOPPED OFF" AND LOADING THE AIRCRAFT WITH PASSENGER AND BAGGAGE, THE PILOT ATTEMPTED TO TAKE OFF WITHOUT THE USE OF FLAPS. ACCORDING TO A SUBSEQUENT INTERVIEW WITH THE PILOT NO WIEGHT AND BALANCE CALCULATION WAS PERFORMED, NO AIRCRAFT PERFORMANCE CHARTS WERE REVIEWED AND THE FLIGHT MANUAL WAS NOT CONSULTED. AIRPORT DENSITY ATLITUDE WAS CALCULATED TO BE 8300 FEET AT THE TIME OF THE ACCIDENT. ACTUAL FIELD ELEVATION IS 5759 MSL. ACCORDING TO AVAILABLE WIEGHT AND BALANCE DATA THE AIRCRAFT APPEARED TO BE AT ITS MAXIMUM GROSS WEIGHT OF 1600 POUNDS AT TAKE OFF. 20000708010229A (-23) PILOT DIED IN CRASH. 20000708010469A (-23) PILOT TERRY WAS CHECKING PILOT MAINERO OUT IN THE GLIDER CLUB'S TOW PLANE AND DURING LANDING MAINERO LOST CONTROL OF THE AIRCRAFT. PILOT TERRY TOOK CONTROL OF AIRCRAFT BUT IT WAS TOO LATE AND AIRCRAFT GROUND LOOPED DAMAGING THE WING. 20000708010599A (-23) STEVEN LEWIS, PILOT OF N4456Z, LOST THE ENTIRE ENGINE POWER AND LANDED AT THE DANSVILLE AIRPORT. THERE WERE NO INJURIES AND THE LIVINGSTON COUNTY SHERIFF'S DEPARTMENT RECORDED STATEMENTS FROM THE PILOT AND PASSENGER. 1. THE AIRPLANE WAS OPERATE USING AUTOMOTIVE FUEL (87 GRADE UNLEADED). 2. AN STC FOR THE USE OF AUTO FUEL WAS ON FILE IN THE AIRCRAFT MAINTENANCE RECORDS. 3. FUEL CONTAINED NO DEBRIS AND WAS NOT CONTAMINATED. 4. CARBURETOR FUEL SCREEN WAS CHECKED AND FOUND CLEAN. 5. THE CARBURETOR HEAT BOX WAS DAMAGED IN THE ACCIDENT. 6. THE FIREWALL FUEL BOWL WAS CLEAN. 7. FUEL SELECTOR VALVE WAS PLACED IN THE OFF POSITION BY THE PILOT BEFORE HE DEPARTED THE AIRPLANE. 8. THE FUEL SELECTOR VALVE WAS CHECKED AND IT OPERATED NORMALLY. 9. THE ENGINE CYLINDERS WERE CHECKED FOR COMPRESSION AND FOUND NORMAL. 10. THE SPARK PLUGS WERE CHECKED AND FOUND NORMAL. 11. THE IGNITION LEADS WERE CHECKED AND FOUND NORMAL. ON JULY 20, 2000, THE ENGINE WAS RUN AT DIFFERENT POWER SETTINGS AND ALL SYSTEMS CHECKED NORMAL. ^PRIVACY DATA OMITTED^ 20000708010769A (-23) A/C IMPACTED TREES AT RIDGELINE. WINGS WERE SEPARATED FROM FUSELAGE. FUSELAGE CAM TO REST ON LOGGING ROAD AFTER IMPACT WITH GROUND. CABIN AREA BURNED. PILOT RECEIVED FATAL INJURIES. 20000708011369A (-23)7213Y DEPARTED DULUTH AIRPORT ON AN IFR FLIGHT PLAN TO THUNDERBAY, ONTARIO AT 1330 PM ON A 050 HEADING CLIMBING AT 6000 FEET. THE WEATHER WAS REPORTED AS 100 OVERCAST WITH VISIBILITY OF 1/4 TO 1/2 MILES IN FOG. AT APPROXIMATELY 1337 PA N7213Y DISAPPEARED FROM RADAR. A SEARCH DISCOVERED THE AIRCRAFT AT A LOCATION OF 008 DEGREE RADIAL FORM THE DULUTH VOR AT 5 DME. N7213Y WAS DESTROYED WITH WRECKAGE SPEAD OVER A 363 FOOT AREA. ALL MAJOR AIRCRAFT APPENDAGES ACCOUNTED FOR IN THE IMMEDIATE VICINITY. PERSONS ONBOARD WERE KILLED IN CRASH AND ENSUING FIRE. SUBSEQUENT INVESTIGATION INDICATES THAT AIRCRAFT WAS PRODUCING POWER AS EVIDENCED BY CHOP MARKS ON TREES AND SHAPE OF PROPS. ENGINES DEMONSTRATED CONTINUITY, THE AIRSPEED INDICATOR WAS FROZEN AT MORE THAN 240 MPH UPON IMPACT. TEARDOWN OF THE ATTITUDE INDICATOR INDICATES ROTATION. A PRESCRIPTION OF ALPRAZOLAM FOR PILOT LAWRENCE GARNER WAS DISCOVERED ON SITE. BURNED PILOT RECORDS INDICATE THAT MR. GARNER HAD 314 HOURS AND HAD PASSED A IFR PROFICIENCY CHECK ON 5/21/00. 20000708011579A (-23) THE STUDENT PILOT OF CESSNA CE-182-S, N729AD, MS. AUDREY SECKENDORF, HAD REQUESTED TOUCH AND GOES FOR SOME LANDING PRACTICE AT THE WESTCHESTER COUNTY AIRPORT (HPN) IN WHITE PLAINS, NY. THE WEATHER WAS CLEAR AND THE WINDS WERE REPORTED 320 AT APPROX. 7 TO 10 KNOTS. DURING THE LANDING FLARE, MRSSECKENDORF STATED SHE FELT SHE MAY HAVE HAD THE A/C IN TO FLAT OF AN ATTITUDE. MS. SECKENDORF STATED SHE CONTACTED THE RUNWAY WITH ALL THREE WHEELS AT THE SAME TIME AND BEGAN A SERIES OF "PORPOISING" MANUEVERS. ON THE SECOND BOUNCE, THE A/C PROPELLOR STRUCK THE RUNWAY, ON THE THIRD BOUNCE, THE A/C PROPELLOR AND NOSE WHEEL STRUCK THE RUNWAY AGAIN, ERIOUSLY DAMAGING THE PROPELLOR, NOSE LANDING GEAR AND FIREWALL. AIR TRAFFIC CONTROL TOWER SPECIALISTS STATED THE A/C EXITED THE RUNWAY UNDER ITS OWN POWER AND CAME TO REST ON TAXIWAY H (HOTEL). THERE WERE NO REPORTED INJURIES. 20000708024029I (-23)DURING A NORMAL TO SHALLOW APPROACH TO AN OFFSHORE PLATFORM (WEST CAMERON 575B), PILOT MISJUDGED THREE FEET TERMINATION TO HOVER ALTITUDE. THE HELICOPTER STRUCK THE PLATFORM IN A NOSE HIGH ALTITUDE CAUSING THE REAR OF THE SKIDS TO STRIKE THE PLATFORM FIRST AND THE HELICOPTER TO ROCK FORWARD. THE PIC SHUTDOWN THE HELICOPTER TO INSPECT FOR DAMAGE AND FOUND MARKS ON BOTH TAIL ROTOR BLADES INDICATING A TAIL ROTOR STRIKE. FURTHER INVESTIGATION REVEALED THAT THE TAIL ROTOR HAD STRUCK A SOLAR PANEL. 20000708024859I (-23)AFTER LANDING ON SAND RIDGE AIRPORT, THE PILOT PROCEEDED TO TAXI PROPERTY TO TIE DOWN AIRCRAFT. THE PILOT FAILED TO NEGOTIATE AROUND A SMALL DRAINING DITCH. THE NOSE GEAR COLLAPSED AFTER ENTERING THE DITCH FOLLOWED BY THE PROP STRIKE AND SUDDEN STOPPAGE OF THE ENGINE. NO INJURIES TO THE PILOT OR THE TWO PASSENGERS. 20000708033959I (-23)RETURNING FROM BYRON AIRPORT, THE PILOT DECIDED TO TAKE THE OPPORTUNITY OF FLIGHT CHECK THE AUTO PILOT. LOCKING THE A/P ONTO THE ILS 27R OAK AND HIT TURBULENCE THAT DISENGAGED (IT CAME OUT OF CONTACT WITH REAR MOUNTING CAGE CIRCUIT CONNECTION). RE-ENGAGING THE A/P THE PILOT CENTERED ON THE GLIDE SLOPE AND LOCALIZER UNTIL THRESHOLD. AS HE FLARED FOR LANDING HE BECAME AWARE THAT HE WAS TO LOW FOR NOT HAVING MADE CONTACT WITH THE RUNWAY (FORGOT TO PUT LANDING GEAR IN THE DOWN POSITION). HE THEN TRIED TO KEEP THE AIRCRAFT OFF AS LONG AND AS SLOW AS POSSIBLE TO KEEP DAMAGE AT A MINIMUM. 20000708034339I (-23)WHILE ON SHORT FINAL FOR A LANDING AT THE ALBANY MEDICAL CENTER ROOFTOP HELIPAD, THE TAILROTOR OF N12SP, A BELL HELICOPTER BHT-222UT STRUCK THE MAIN ROTOR OF N951AM, AN MBB-BK-117-A4 HELICOPTER PARKED ON THE MARKED PARKING SPOT OF THE HELIPAD, CAUSING SUBSTANTIAL DAMAGE TO THE MAIN ROTOR OF N951AM AND SUBSTANTIAL DAMAGE TO THE TAIL ROTOR OF N12SP. THIS INVESTIGATION IS CLOSED. 20000708034429I (-23)NOTE:GEAR MAY HAVE COLLAPSED ON LANDING ROLL OUT. AT 1528, N1786U, A M20E LANDED GEAR UP, RUNWAY 33 @ PNE. THE PILOT AND PASSENGER WERE NOT INJURED. THE ARFF RESPONDED,THE AIRCRAFT HAD MINOR DAMAGE TO THE INBOR., FLAPS, NOSE LANDING GEAR DOOR, LOWER BELLY SECTION AND THE PROPELLER TIPS. 20000708034489I (-23)AIRCRAFT RAN OFF RUNWAY AFTER POWER LOSS. PILOT STATED HE REFUELED AT KLAMATH FALLS, BUT WAS OUT OF FUEL AT ASPEN RIDGE. AFTER LANDING, NO FUEL EVIDENT IN AIRCRAFT. NOSE GEAR AND PROP DAMAGE. NO OTHER DAMAGE. ^PRIVACY DATA OMITTED^ , A&P/IA SUBSTANTIATES INFO. ^PRIVA^ OWNS PRIVATE STRIP. NTSB INDICATES MINOR DAMAGE NOT REPORTABLE. 20000708035519I (-23)AIRCRAFT WAS PERFORMING AERIAL APPLICATION TO CHEMICALS TO A COTTON FIELD APPROXIMATELY THREE MILES SOUTH OF HEREFORD TX, AND ONE MILE NORTHEAST OF US HWY 385, WHEN THE AIRCRAFT STRUCK A VERTICAL WATER STAND PIPE (USED FOR WATER VENTING IRRIGATION SYSTEM). DURING CLIMB OUT AFTER AERIAL APPLICATION THIS AIRCRAFT STUCK THE STAND PIPE AND THE PILOT ATTEMPED TO RETURN TO HRX AIRPORT, BUT HAD TO MAKE A FORCED LANDING IN A COTTON FIELD APPROXIMATELY FOUR MILES SOUTH OF HEREFORD, TEXAS, AND TWO MILES NORHTEAST OF US HWY 385. THE FORCED LANDING OCCURED TWO MILES SOUTHEAST OF THE IMPACT POINT WITH THE STAND PIPE, JUST NORTHEAST OF US HWY 385. INSPECTION OF AIRCRAFT REVEALED DAMAGE TO THE LEADING EDGE CENTER WING PANEL ON THE RIGHT HAND WING. ALSO INSPECTED THE FORWARD AND AFT WING SPARS, WING ATTACHMENT FITTINGS AND NO DAMAGE APPARENT. OWNER/OPERATOR WILL REMOVE THE DAMAGED WING AND SENT IT TO THE MANUFACTURE FOR REPAIRS AND INSPECTION. 20000708035629I (-23)PILOT MISJUDGED ANGLE OF DESCENT AND LANDED HALF WAY DOWN A 3200 FOOT GRASS STRIP AND RAN INTO BUSHES AT DEPARTURE END. DAMAGE WAS RESTRICTED TO NOSE COWLING, AND WING SKIN. 20000708037299A (-23) THE WITNESS STATED THAT THE AIRPLANE WAS TRAVELING FROM THE NORTH TO SOUTH AND AFTER IT PASSED OVER A POWER LINE, THE AIRPLANE DIVED TO PICK UP SPEED. THE AIRPLANE THEN PULLED UP AND ATTEMPTED A ROLL. AFTER COMPLETING 90 % OF THE ROLL THE AIRPLANE HIT THE GROUND AT A UPRIGHT, NOSE DOWN ANGLE AND IN A RIGHT BANK. 20000708039689A (-23)AIRCRAFT VEERED OFF RUNWAY AND COLLIDED WITH TAXIWAY SIGN DURING THE LANDING ROLL. (.4) ON JULY 8, 2000, ABOUT 1338 HOURS MOUNTAIN STANDARD TIME, A CESSNA 172, N1897V, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED OFF THE RUNWAY AND COLLIDED WITH A TAXIWAY SIGN DURING THE LANDING ROLL AT THE CHANDLER, ARIZONA, AIRPORT. THE PILOT RENTED THE AIRPLANE FROM SUNBIRD FLIGHT SERVICES, WHO OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE LOCAL PERSONAL FLIGHT DEPARTED CHANDLER AT 1300. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED THAT HE COMPLETED FOUR TOUCH-AND-GO LANDINGS ON RUNWAY 22L. HE REQUESTED A FULL STOP LANDING AND WAS CLEARED TO LAND ON RUNWAY 22R. THE PILOT REPORTED HE HAD TO APPLY RIGHT RUDDER AND LEFT AILERON TO MAINTAIN ALIGNMENT. AS THE AIRPLANE TOUCHED DOWN ON THE RIGHT MAIN LANDING GEAR, IT VEERED TO THE LEFT. AFTER DEPARTING THE RUNWAY, THE AIRPLANE COLLIDED WITH A TAXIWAY SIGN. A SPECIAL METAR (AVIATION ROUTINE WEATHER REPORT) ISSUED FOR CHANDLER AT 1339 REPORTED THE WIND WAS FROM 180 DEGREE S AT 8 KNOTS. 20000708041269A (.4) BEFORE ENTERING THE AIRPORT'S TRAFFIC PATTERN, THE PILOT TUNED INTO THE AIRPORT'S ASOS AND WAS INFORMED THAT THE WINDS WERE FAVORING RUNWAY 02. THE PILOT OBSERVED TRAFFIC IN THE PATTERN UTILIZING RUNWAY 32, AND MADE A 45 DEGREE ENTRY TO THE DOWNWIND FOR RUNWAY 32. HE FLEW A NORMAL TRAFFIC PATTERN AND SET UP FOR A CROSSWIND LANDING. ON THE LANDING ROLL-OUT, THE AIRPLANE DRIFTED TO THE LEFT OF THE RUNWAY CENTERLINE, THEN VEERED RIGHT, AND EXITED THE RUNWAY ONTO THE GRASS. THE NOSE GEAR THEN SHEERED OFF THE AIRPLANE, WHICH RESULTED IN DAMAGE TO THE FIREWALL AND PROPELLER. EXAMINATION OF THE AIRPLANE REVEALED THERE WERE NO MECHANICAL MALFUNCTIONS. THE AIRPORT'S REPORTED WINDS WERE FROM 020 DEGREES AT 12 KNOTS. (-23) AS STATED BY THE PILOT, WHILE LANDING AT FITCHBURG MUNICIPAL AIRPORT (FIT) RUNWAY 32 WITH A CROSSWIND, ON APPROACH THE AIRCRAFT DRIFTED LEFT, USING RUDDER INPUT THE PILOT CORRECTED BACK TO THE RIGHT. AFTER TOUCH DOWN THE AIRCRAFT VEERED OFF TO THE RIGHT. WHILE STILL TRYING TO STRAIGHTEN OUT THE AIRCRAFT USING RUDDER INPUT, THE PILOT NOTED THE AIRCRAFT WAS ABOUT TO LEAVE THE PAVED RUNWAY AND SHUT DOWN THE ENGINE. AFTER THE AIRCRAFT CAME TO A FULL STOP THE NOSE GEAR WAS FOUND TO BE COCKED FULL RIGHT AND SEPARATED FROM THE STRUT, UNDER THE AIRCRAFT. 20000708042309A (-23) DURING CROSS-COUNTRY FLIGHT, ENGINE QUIT. SWITCHED TANKS, RESTARTED ENGINE, ENGINE QUIT AGAIN. UNABLE TO RESTART ENGINE. MADE EMERGENCY LANDING ON GRAVEL BAR. INVESTIGATION INTO THIS MATTER, REVEALED THAT THE ENGINE FAILED DUE TO FUEL EXHAUSTION. THE PILOT WAS RELYING ON A PILOT WEATHER BRIEFING OBTAINED FROM A FLIGHT SERVICE STATION WHICH DETAILED CONDITIONS OF A TAIL WIND ALONG HIS ROUTE OF FLIGHT. THE PILOT ENTERED AN UNFORECAST HEADWIND AND WAS RELYING ON THE FUEL GAUGES FOR FUEL MANAGEMENT. INVESTIGATION REVEALED THAT THE FUEL GAUGES WERE STICKING AND NOT PROVIDING ACCURATE INFORMATION TO THE PILOT. 20000708042809A (-23) PILOT DECIDED TO ABORT TAKE OFF APPROXIMATELY ONE-HALF WAY DOWN A 2088' RUNWAY. THE AIRCRAFT SLID OFF THE DEPARTURE END OF THE SOD RUNWAY WHICH WAS WET WITH A HEAVY DEW. IN THE TALL GRASS OFF THE DEPARTURE END, THE AIRCRAFT NOSED OVER AND FLIPPED UPSIDE DOWN. NO INJURIES OCCURRED TO EITHER PILOT OR PASSENGER. THE TAKE-OFF WAS ABORTED BECAUSE "IT DID NOT FEEL RIGHT" ACCORDING TO THE PIC. 20000708043479A (-23) MR. BURRISS ADMITTED HE MADE A BAD APPROACH AND LANDING. RAN THE AIRCRAFT OFF THE END OF THE RUNWAY AND IT ROLLED OVER ON ITS BACK. 20000708043749A (-23) FUEL DEPLETION PRECIPITATED THE ENGINE OUT EMERGENCY LANDING ATTEMPT ON THE 9TH FAIRWAY AT THE CRAIG WOOD GOLF COURSE. DURING THE LANDING THE LEFT WING OF THE AIRCRAFT IMPACTED THE GROUND CAUSING THE AIRCRAFT TO REBOUND INTO THE AIR AND REIMPACT THE GROUND IN A STEEP ANGLE OF DESCENT. MOMENTUM THE CARRIED THE AIRPLANE TO THE RIGHT CAUSING THE RIGHT MAIN GEAR TO TEAR AWAY AND FOLD UNDER THE AIRCRAFT. BOTH FORWARD AND SIDEWARD IMPACT WERE RESPONSIBLE FOR THE MULTIPLE TRAUMA INJURIES SUSTAINED BY THE PILOT AND PASSENGER. 20000709004529A (.4) AFTER TAKEOFF, PIC BECAME DISTRACTED FROM HIS PRIMARY RESPONSIBILITY OF FLYING TH AIRPLANE AND ALLOWED THE AIRCRAFT TO PITCH UP AND ENTER A STAL L, WHICH RESULTED IN THE AIRCRAFT IMPACTING THE GROUND. 20000709007889A (-23) A/C EXPERIENCED ENGINE PROBLEMS FOLLOWING TAKE OFF TO THE SOUTH. ATTEMPTED DOWNWIND MID-FIELD LANDING. RIGHT GEAR BROKE ON IMPACT. RIGHT WING, FUSELAGE, PROP SUBSEQUENTLY DAMAGED. (.4) ON JULY 9, 2000 AT 2045 CDT, A STINSON 108-1, N9442K, PILOTED BY A COMMERCIAL PILOT, SUSTAINED SUBSTANTIAL DAMGE DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER ON ITITIAL CLIMB FROM A PRIVATE AIRSTRIP NEAR TOPEKA, KANSAS. THE 14 CFR PART 91 FLIGHT WAS NOT ON A FLIGHT PLAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT, WHO WAS THE SOLE OCCUPANT, REPORTED NO INJURIES. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. IN A WRITTEN STATEMENT, THE PILOT SAID THAT HE HAD BEEN FLYING FOR ABOUT 10 MINUTES WHEN A, "...MISS DEVELOPED IN (THE) ENGINE." THE PILOT ELECTED TO LAND AND THEN PROCEEDED TO DRAIN FUEL FROM THE GASCOLATOR AND CARBURETOR BOWL. AFTER FINDING NO DEBRIS OR WATER IN THE FUEL SAMPLES, THE PILOT STARTED THE ENGINE AND PERFORMED AN EXTENDED RUN-UP WHERE THE ENGINE APPEARED TO BE OPERATING NORMALLY. THE PILOT PROCEEDED TO TAKE OFF AND DURING THE CLIMB OUT, AT ABOUT 150 TO 200 FEET ABOVE GROUND LEVEL, THE ENGINE LOST POWER. THE PILOT ELECTED TO LAND THE AIRCRAFT ON THE RUNWAY IN THE OPPOSITE DIRECTION OF TAKEOFF. THE PILOT SAID THAT HE, "LANDED HARD ON (THE) RIGHT MAIN GEAR COLLAPSING IT (AND) DROPPING ON TO (THE) RIGHT WING AND SLID TO (A) STOP ON (THE) EDGE OF (THE) RUNWAY." A POSTACCIDENT EXAMINATION OF THE AIRCRAFT, BY THE FEDERAL AVIATION ADMINISTRATION, FAILED TO REVEAL ANY ANOMALIES THAT COULD BE ASSOCIATED WITH A PREEXISTING CONDITION. IN HIS WRITTEN STATEMENT, THE PILOT SAID THAT THE FUEL LINE FROM THE GASCOLATOR TO THE CARBURETOR APPEARED TO HAVE HAD THE RUBBER LINER SHAVED BY THE FITTING DURING ASSEMBLY RESTRICTING THE FLOW OF FUEL. 20000709010559A (-23) ON JULY 9, 2000, AT 1530 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL INTERAVIA E-3, N4426X, MADE A FORCED LANDING AFTER LOSING ENGINE POWER WHILE PRACTICING AEROBATICS NEAR WATSONVILLE, CA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LANDING GEAR COLLAPSED IN SOIL DURING THE FORCED LANDING. THE PILOT STATED THAT HE WAS DOING AEROBATIC MANEUVERS AND MIGHT HAVE UNPORTED THE FUEL TANK PICKUP. HE WAS ABLE TO RESTART THE ENGINE BRIEFLY BEFORE THE ENGINE QUIT AGAIN. WHEN THE ENGINE FAILED TO RESTART A SECOND TIME, HE WAS FORCED TO MAKE A POWER-OFF, FORCED LANDING IN A PASTURE. UPON LANDING, THE GEAR COLLAPSED AND THE AIRCRAFT SKIDDED APPROXIMATELY 80 FEET ON ITS BELLY. THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. 20000709010939A (-23) PILOT LANDED MIDWAY DOWN RUNWAY 23 AT ST. CLOUD REGIONAL AIRPORT. CLAIMS THAT BRAKE GABBED AND PULLED AIRCRAFT OFF RUNWAY. LOST CONTROL OF AIRCRAFT RIPPING LEFT MAIN GEAR OFF. AIRCRAFT ROLLED ONTO LEFT SIDE DAMAGING LEFT WING AND LEFT HORIZONTAL STABILIZER AND ELEVATOR. PROP BENT AND ENGEIN SUFFERED SUDDEN STOPPAGE. COULD NOT FIND EVIDNECE OF THIS. BRAKE PUCKS WERE NO STUCK. TIRES DID NOT SHOW EVIDENCE OF FLAT SPOTS. WINDS AT TIME OF ACCIDENT WERE CALM. 20000709020809I (-23)PILOT STATED HE LOST ENGINE POWER WHILE FLYING AT 1500 FEET MSL. HE SAID HE CHECKED THE PROP MIXTURE AND CHECKED FUEL BOOST PUMP ON AND SWITCHED TO THE OPPOSITE FUEL TANK TO NO AVAIL. ENGINE WOULD NOT RESTART AND DID NOT GET GEAR DOWN INDICATION WHEN GEAR WAS EXTENDED SO HE PUT THE GEAR LEVER BACK TO THE UP POSITION AND LANDED THE AIRCRAFT GEAR UP ON HIGHWAY 79. THERE IS A DIFFERENCE IN THE COLOR OF THE FUEL DRAINED FROM THE LEFT AND RIGHT TANKS AND THE REASON FOR THIS IS BEING INVESTIGATED BY AIRWORTHINESS INSPECTORS. 20000709027879I (-23)^PRIVACY DATA^ DEPARTED LSE ON A STUDENT SOLO CROSS COUNTRY & FLEW TO HAYWARD, WI, MARSHFIELD, WI AND BACK TO LSE. HE RAN OUT OF FUEL 5 MILES SHORT OF THE LSE AIRPORT. THE AIRCRAFT MADE AN EMERGENCY LANDING INTO A BEANFIELD & WAS NOT DAMAGED. THE AIRCRAFT & THE PILOT WHERE PROPERLY CERTIFIIED. 20000709034819I (-23) ON SUNDAY JULY9,2000, AT 1140 EDT AT TANGIER ISLAND, VIRGINIA, AFTER LANDING AND WHILE TAXIING TO PARK, THE PILOT HIT A POLE WITH THE AIRCRAFT LEFT WING AT ABOUT ONE FOOT INBOARD FROM THE WING TIP. THE STRIKE DAMAGED THE LEADING EDGE OF THE WING. THE PILOT, MELVIN DOUGLAS BROWN OF CHESTERFIELD COUNTY^PRIVACY DATA OMITTED^, FLEW THE AIRCRAFT TO FCI (THE AIRCRAFT HOME BASE) AFTER THE INCIDENT. FURTHER INVESTIGATION REVEALED THAT THE LEADING EDGE OF THE LEFT WING IS PUSHED INTO THE FRONT SPAR. THE DISTORTION RUNS ABOUT 18INCHES WIDE. THE AFT SPAR IS DISTORED AT ABOUT THE MID POINT OF THE (FUEL TANK REF ONLY). THE DISTORTION IS ABOUT 1.5 INCHES WIDE AND 1/4 INCHES DEEP. 20000709034939I (-23) DELTA AIRLINES BOEING 737 N947WP WAS PARKED AT SPOT 11 ON THE NORTH RAMP WAITING FOR THUNDERSTORMS TO MOVE OUT OF THE AREA. FOUR BAGGAGE CARTS PARKED IN STAGING AREA AT GATE D-9 WERE BLOWN INTO THE LEFT AFT SIDE OF THE AIRCRAFT APPROX. 175 YDS AWAY, CAUSING A TEAR IN THE FUSELAGE APPROX. 18 INCHES LONG AND 10 INCHES WIDE. THERE WERE NO INJURIES TO THE CREW OR PASSENGERS. THE AIRCRAFT TAXIED BACK TO THE GATE AND DEPLANED THE PASSENGERS. AN INVESTIGATION REVEALED THAT THE BRAKES ON THE LEAD CART WERE SET, HOWEVER THEY WERE NOT PROPERLY ADJUSTED TO PREVENT THE CARTS FROM MOVING UNDER THE WINDY CONDITIONS THAT EXISTED AT THE AIRPORT. 20000709035109I (-23)WHILE AT CRUISE ALTITUDE, PILOT NOTICED ENGINE STARTING TO RUN ROUGHLY. HE NOTICED ATC AND LANDED AT NEAREST AIRPORT (DAG). HIS MECHANIC FOUND THE FRONT CYLINDER (#2) CAP RETAINING PIN AND PLATE HAD CAME LOOSE CAUSING ENGINE TO NOT PERFORMED PROPERLY. REPLACED PIN AND COVER, TIGHTENED ALL HARDWARE AND RETURNED AIRCRAFT TO SERVICE. LAST ANNUAL ACCOMPLISHED 04/00. NO FURTHER ACTION AT THIS TIME. 20000709043329A (-23) OWNER/PILOT (STUDENT CERTIFICATE) WAS OPERATING A 2-SEAT ULTRALIGHT THAT HAD RECENTLY BEEN CERTIFICATED AS EXPERIMENTAL AND ISSUED AN AIRWORTHINESS CERTIFICATE. PILOT STATED THAT HE WEIGHED IN EXCESS OF 300 POUNDS. HIS PASSENGER WEIGHED IN EXCESS OF 200 POUNDS. USEFUL LOAD ON AIRCRAFT IS ONLY APPROXIMATELY 400 POUNDS ( NO ACTUAL WEIGHT AND BALANCE DATA AVAILABLE). PILOT ATTEMPTED AN UPSLOPE TAKEOFF IN HIGH DENSITY ALTITUDE CONDITIONS. AIRCRAFT BECAME AIRBORNE FOR BRIEF DISTANCE BUT FAILED TO CLEAR UTILITY LINES ON FAR SIDE OF ROAD WHICH CROSSED DEPARTURE END OF RUNWAY. AIRCRAFT SEVERED UTILITY LINES, STRUCK LARGE TREE AND CAME TO REST NOSE FIRST. NO INJURIES TO PILOT AND PASSENGER. POST EVENT REVIEW INDICATED OWNER/PILOT HAD NOT RECEIVED ANY FLIGHT TRAINING OR ENDORSEMENTS FROM CERTIFICATED FLIGHT INSTRUCTOR. OPERATING LIMITATIONS PROHIBITED FLIGHT OPERATIONS BEYOND 25 MILES OF MONTGOMERY, NY AND RESTRICTED LANDINGS/TAKEOFFS AT MONTGOMERY, NY ONLY. 20000709043509A (-23) ON JULY 9, 2000, A FORNEY ERCOUPE, N7518C MADE AN EMERGENCY LANDING IN A GRASS FIELD AFTER EXPERIENCING SMOKE IN THE COCKPIT. THE AIRCRAFT WAS THEN STEERED INTO A CORN FIELD TO SLOW IT DOWN. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PILOT AND PASSENGER WERE NOT INJURED. THERE WAS NO FURTHER INCIDENT WITH THIS AIRCRAFT. 20000710005449A (.23) ON JULY 10, 2000, AT 1100 CDT, A CESSNA A188B A/C OPERATED BY MR. DEAN LOVGREN, HOLDER OF COMMERCIAL PILOT CERTIFICATE 515442449 SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING AFTER THE ENGINE FAILED. PILOT WAS CONDUCTING AERIAL APPLICATION OPERATIONS. THERE WERE NO INJURIES OR POST CRASH FIRE. TEARDOWN OF THE ENGINE REVEALED A CATASTOPHIC FAILURE OF THE #2 ROD BEARING, CONNECTING ROD AND ROD BOLTS. 20000710008249A (-23) PILOT STATED THAT UPON TAXI THE A/C FAILED TO RESPOND TO STEERING OR BRAKING INPUTS. THE A/C TRAVELED ABOUT 300 FT. BEFORE LEAVING THE RAMP, ROLLING DOWN A SHORT BUT STEEP EMBANKMENT THEN COLLIDING WITH A BRICK BUILDING. THE CREW AND FIVE PASSENGERS WERE EVACUATED AND THE CREW RETURNED TO THE A/C TO SECURE THE ENGINES WHICH WERE STILL RUNNING WHEN THE EVACUATION OCCURRED. AN INITIAL INVESTIGATION OF A/C DID NOT DISCLOSE ANY PRE ACCIDENT FAILURE TO THE BRAKE SYSTEM OF ANY OF ITS COMPONENTS. NUMEROUS ITEMS FROM THE BRAKE SYSTEM HAVE BEEN REMOVED FOR FORWARDING TO THE ACO IN WICHITA FOR POST ACCIDENT COMPONENT ANALYSIS UNDER THE SUPERVISION OF THE FAA. THE A/C COCKPIT VOICE RECORDER WAS REMOVED AND PROVIDED TO THE NTSB. NTSB ADVISED THAT THE TAPE CONTAINS VALUABLE DATA AND THAT FOLLOWING ANALYSIS AND PUBLICATION BY A TRANSCRIPTION PANEL, THE CONTENTS OF THE COCKPIT VOICE RECORDER TAPE WILL BE PROVIDED TO THE FAA. (.4) THE PILOT STATED THAT HE APPLIED BRAKING AND LEFT RUDDER CONTROL INPUTS TO MAKE THE LEFT TURN AND THE AIRCRAFT DID NOT RESPOND, BUT CONTINUED TO GAIN SPEED STRAIGHT AHEAD, EXITING THE TAXIWAY, AND STRIKING A BUILDING. CO MPONENTS FROM THE AIRCRAFT'S BRAKE SYSTEM WERE TESTED AND THEY PASSED ACCEPTANCE TESTS, WITH THE EXCEPTION OF THOSE COMPONENTS THAT HAD BEEN DAMAGED IN THE COLLISION. IN ADDITION, WHEN THE TRANSCRIPTS OF RECORDED CVR INFORMATION WERE COMPARED WITH PROCEDURES SPECIFIED IN THE AIRCRAFT OPERATING CHECKLIST, THERE WAS NO CORRELATION OR CONSISTENCY BETWEEN THE TRANSCRIPTS OF THE CAPTAIN AND COPILOT'S RECORDED CONVERSATIONS, WITH THE PROCEDURES SPECIFIED IN THE AIRCRAFT CHECKLIST. EXAMINATION OF THE AIRCRAFT ALSO SHOWED THAT THE EMERGENCY BRAKING SYSTEM HAD NOT BEEN ACTIVATED ON THE ACCIDENT AIRCRAFT, AS SPECIFIED IN THE TAXI PROCEDURES, LOCATED IN SECTION III OF THE AIRCRAFT OPERATING MANUAL. THE TAXI PROCEDURES SPECIFY WHAT THE PILOT SHOULD OPERATE THE EMERGENCY BRAKE SYSTEM WHEN A HARD BRAKING CONDITION, OR A NO BRAKING CONDITION IS ENCOUNTERED. THE EMERGENCY BRAKE CONTROL IS LOCATED UNDER THE LEFT INSTRUMENT PANEL. 20000710009539A (-23) ON 7/10/2000 FAA, WP-01, VNY FSDO, CA, WAS INFORMED THAT AIRCRAFT PA-28-180, N4209T WITH 3 PAX ABOARD, HAD AN ACCIDENT AT 600 EAST INGER, SMX AT ABOUT 1340 WP LOCAL TIME. MR. DON WARNER WAS IN CONTACT WITH SMXP, AND NTSB. THE PILOT MR. JOHN ARBELAITZ, PPL NUMBER 569476853 ^PRIVACY DATA OMITTED^ THE PILOT DEPARTED FROM RENO, NV. HE HAD 3 PAX. LANDED AT CONCORD, CA. THE PILOT DID NOT TAKE FUEL AT CONCORD, CA. HE DEPARTED CONCORD. HE NOTICED THAT THE AIRCRAFT WAS SHORT OF FUEL, AND CONTACTED SMX CONTROL TOWER FOR EMERGENCY LANDING. THE FUEL WAS VERY LOW, AND THE PILOT TRIED TO LAND AT A FIELD, BUT THE ENGINE QUIT AND THE AIRCRAFT HIT A TREE AND CRASHED ON EAST INGER AND STOPPED AT 600 EAST INGER. NTSB GAVE PERMISSION TO MOVE THE AIRCRAFT. THE AIRCRAFT WAS MOVED TO SYZ AIRPORT. I WENT TO SMX ACCIDENT SCENE AND SYZ AIRPORT. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THERE WERE NO FATALITIES ONLY MINOR INJURY TO 1 PAX. THE YARD WALL AND THE TREE HAD MINOR DAMAGE. 20000710012399A (-23) PILOT INITIATED TAKEOFF ROLL, RAISED TAIL, AIRCRAFT STARTED MOVING TO THE RIGHT. PILOT STATED HE APPLIED LEFT RUDDER WITH NO CHANGE IN DIRECTION. SKID MARKS ON RUNWAY IMPLY THAT HE APPLIED LEFT BRAKE AS WELL AS HIS ATTEMPT TO APPLY LEFT RUDDER. AIRCRAFT DEPARTED RIGHT SIDE OF RUNWAY AND IMPACTD A DEEP DITCH ABOUT 35 FEET FROM EDGE OF RUNWAY AND APPROXIMATELY 100 FEET FROM POINT OF LEAVING RUNWAY. PILOT STATED, AND EXAMINATION OF COCKPIT CONTROLS CONFIRMS, THAT HE DID NOT REDUCE POWER AT ANY TIME. 20000710013349A (-23) ON 07/11/00, AT 1600 MDT, A KINDEN/MURPHY AMATEUR BUILT AIRCRAFT N6317Y REGISTERED TO ROLLAND R. SCHREIB EXPERIENCED A RUDDER CONTROL CABLE FAILURE DURING A WATER LANDING APPROXIMATELY 10 MILES NORHTEAST OF LIBBY, MONTANA WHILE ON A TRAINING FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AICRAFT WAS SUBSTANTIALLY DAMAGED. THE FLIGHT INSTRUCTOR AND PRIVATE PILOT WERE NOT INJURED. THE FLIGHT ORIGINATED FROM LIBBY, MONTANA (S59) ABOUT 1 1/2 HOURS PRIOR TO THE ACCIDENT. THE CONTROL CABLE HAD BEEN ASSENBLED BY THE PREVIOUS OWNER OF THE AIRCRAFT DURING THE BUILDING PROJECT AND APPEARED TO BE CRIMPED CORRECTLY. ALL THE EXISTING CONTROL CABLES ARE GOING TO BE REPLACED DURING THE REBUILD OF THE AIRCRAFT. 20000710021909I (-23)AT APPROXIMATELY 1500 HOURS ON 10 JULY 2000 THE PILOT LANDED AT CLINTON MUNICIPAL AIRPORT. ON LANDING ROLLOUT THE NOSE GEAR STARTED TO SHIMMY. THE PILOT PULLED BACK ON THE CONTROL YOKE TO STOP THE NOSE WHEEL SHIMMY BUT THE AIRCRAFT WAS NOT GOING FAST ENOUGH FOR THE ELEVATOR TO BE VERY EFFECTIVE. AS THE PILOT STARTED TO EXIT THE RUNWAY THE NOSE FORK BROKE. THE AIRCRAFT CAME TO REST AT THE INTERSECTION OF RUNWAYS 21 AND 32 WHERE IT WAS RECOVERED BY GROUND PERSONNEL. THE NOSE GEAR FORK SHOWED SIGNS OF PREVIOUS CRACKING. 20000710025209I (-23)PLT. 2064 ENROUTE TUL-PHX AT OPTIMUM FL 310 WITH FL 350 AVAILABLE NEAR ABQ. APROX. 325 NM EAST OF ABQ, AYC CLEARED TO FL350. UPON REACHING FL 330, CLIMB DIMINISHED TO 500FPM WITH AS 250K. SLOWED TO 220K ATTEMPTING TO MAINTAIN CLIMB. AIRCRAFT LEVELED AT FL 348 AND CONTINUED TO LOSE SPEED. REQUESTED DESCENT TO FL 310, ATC ADVISED UNAVAILABLE. AICRAFT BEGAN DESCENT TO MAINTAIN AIRSPEED AND DECLARED EMERGENCY. CONFLICTING TRAFFIC WAS GIVEN DESCENT AND VECTORS TO CLEAR AIRSPACE FOR FLT. 2064. FLT, ASSIGNED FL 310 AND CONTINUED TO PHX. ONBOARD PERFORMANCE COMPUTER (OPC) INDICATED FL 350 WAS AVAILABLE AT THEIR WEIGHT, HOWEVER OAT WAS 20C WARMER THAN ANTICIPATED AT 350. OAT AT FL310 WAS APPARENTLY NOT USED TO UPDATE OPC THUS GIVING INVALID DATA FOR MAXIMUM AVAILABLE FL. COUNSELING AND CREW RETRAINING HAS BEEN ACCOMPLISHED. CHSO LOOKING INTO DISPATCH PROCEDURES AND USE OF OPC. A CLIMB TO 350 HAS INITIATED 325 NM PRIOR IN FLIGHT SHOWN TO BE OPTIMUM ALTITUDE FOR CRUISE. RELATED REPORT (ZAB-016) 20000710034269I (-23)ON MONDAY, JULY 10, 2000, A MOONEY M20M, N1085K, DEPARTED ROC ON AN IFR FLIGHT PLANE TO BLK. APPROXIMATELY FIVE MILES SOUTHWEST OF GENESSES COUNTY AIRPORT (GVQ), BATAVIA, NY THE PILOT NOTICED A DROP IN MANIFOLD PRESSURE AND A SUBSEQUENT LOSS OF POWER. THE PILOT INFORMED CLEVELAND CENTER OF THE DIFFICULY AND STATED HIS INTENTIONS TO LAND AT BATAVIA. AFTER TURNING TOWARD BATAVIA, THE ENGINE BEGAN TO VIBRATE. AT 5000', THE ENGINE LOST ALL POWER. THE PILOT EXCUTED A FORCED LANDING WITHOUT FLAPS. THE LANDING WAS UNEVENTFUL. A GROUND INSPECTION IS CONSIDERED CLOSED. NOTE: THE ENGINE HAS BEEN SHIPPED TO LYCOMING. 20000710035149I (-23)ON JULY 7, 2000, AT 2128A DO-328-100, S/N 3058 REGISTERED AS N440JS AND BEING OPERATED AS VNAA FLIGHT #4046, LANDED ON RUNWAY 28R AFTER REPORTING A SMELL OF SMOKE IN THE COCKPIT. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE FOUND THE RIGHT ECU PACK FAILED AND WAS REPLACED AT PIT. OPS CHECKED AND RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000710037169A (-23) ON JULY 10, 2000 AT 5:30 PM LOCAL A G-164, N10244, OPERATED BY A COMMERCIAL PILOT, LOUREN L. ORWICK, SUSTAINED SUBSTANTIAL DAMAGE, RESULTING FROM HITTING POWER LINES WHILE SPRAYING A FIELD. VFR CONDITIONS PREVAILED. NO INJURIES WERE SUSTAINED BY THE SOLE OCCUPANT. 20000710040989A (.4) THE FLIGHT WAS A MAINTENANCE TEST FLIGHT FOLLOWING ENGINE OVERHAUL DUE TO A PROPELLER STRIKE ON MARCH 10, 2000. NO DISCREPANCIES WERE NOTED BY THE PILOT DURING THE ENGINE RUN-UP OR AFTER APPLYING FULL POWER TO TAKEOFF. WHILE CLIMBING ABOUT 100 FEET ABOVE GROUND LEVEL (AGL), THE ENGINE EXPERIENCED A LOSS OF POWER THEN QUIT. THE PILOT LANDED THE AIRPLANE WITH ONLY 180 FEET REMAINING ON THE DEPARTURE RUNWAY AND APPLIED HEAVY BRAKES. THE AIRPLANE DEPARTED THE END OF THE RUNWAY, ROLLED ONTO WET GRASS, AND UNABLE TO STOP THE AIRPLANE, COLLIDED WITH A CHAIN LINK FENCE. THE ENGINE WAS DISASSEMBLED WITH FAA APPROVAL BY THE FACILITY THAT OVERHAULED IT WITHOUT GOVERNMENT OVERSIGHT, BEFORE NTSB NOTIFICATION. THE NO. 4 CYLINDER CONNECTING ROD BOLTS WERE FRACTURED, AND THE CONNECTING ROD CAP WAS STRAIGHT. DUE TO THE LACK OF GOVERNMENT OVERSIGHT DURING THE EXAMINATION OF THE FAILED ENGINE, NO COMPONENTS OF THE ENGINE WERE EXAMINED OR RETAINED. AN ENTRY IN THE MAINTENANCE RECORDS DATED JULY 5, 2000, INDICATES THAT THE ENGINE WAS OVERHAULED '...PER LYCOMING OVERHAUL MANUAL (60294-7).' THE ENTRY ALSO INDICATES THAT THE ENGINE WAS TEST RUN, AND 'ALL PRESSURES AND TEMPS [SIC] WITHIN MANUFACTURER SPECIFICATIONS....' (-23) PILOT WAS ATTEMPTING TO LAND WHEN THE AIRCRAFT CONTACTED THE GROUND NOSE WHEEL FIRST, CAUSING THE AIRCRAFT TO BEGIN A PORPOISE MOTION DURING THE ATTEMPTED LANDING. THE PILOT INCORRECTLY ADJUSTED THE FLIGHT CONTROLS TO COMPENSATE FOR THIS MOTION AND CAUSED THE AIRCRAFT TO AGAIN STRIKE THE GROUND HARD ON THE NOSE WHEEL WITH ENOUGH FORCE TO DAMAGE THE PROPELLER, ENGINE MOUNT, AND FIREWALL. THE PILOT WAS UNINJURED. 20000711005519A (-23) THE PILOT HAD BEEN CONDUCTING AGRICULTURAL OPERATIONS WITH THE M-18. WHILE LANDING AT THE GRAVEL STRIP WHERE LOADING OPERATIONS WERE BEING CONDUCTED, THE AIRCRAFT TOUCHED DOWN HALFWAY DOWN THE RUNWAY TOWARD THE LOADING AREA WITH A TAILWIND. A SEMI-TRUCK LOADED WITH FERTILIZER WAS PARKED AT THE END OF THE STRIP. THE PILOT WAS UNABLE TO STOP THE AIRCRAFT AND ELECT TO GO-AROUND. ON GO-AROUND THE AIRCRAFT STRUCK THE TRUCK WITH THE APREADER FORCING IT INTO A GAIN FIELD. THE AIRCRAFT WAS DESTOYED BY GROUND IMPACT AND POST IMPACT FIRE. THE PILOT ESCAPED WITH MINOR INJURIES. 20000711005969A (-23) AIRCRAFT DEPARTED ATHENS, TEXAS AIRPORT (F44) AT 0930, 07-11-00 ON RUNWAY 17. AT APPROXIMATELY 100 TO 150 FEET, AIRCRAFT WAS OBSERVED TO PITCH UP AND ROLL TO THE LEFT. AIRCRAFT IMPACTED GROUND ABOUT 100 YARD OFF OF THE LEFT SIDE OF THE RUNWAY. WITNESS STATED THAT THE ENGINE SOUNDED NORMAL. THE PILOT IN COMMAND SUFFERED FATAL INJURIES. 20000711007159A (-23) PILOT LOST CONTROL OF AIRCRAFT ON LANDING. (.4) THE NON-INSTRUMENT RATED PILOT OBSERVED PRECIPITATION AND LOW CLOUDS ALONG HIS ROUTE OF FLIGHT, AND CHOSE TO DIVERT TO AN AIRPORT. WHILE LANDING AT THE AIRPORT, HE OBSERVED VARYING WINDS. HE ENCOUNTERED A TAILWIND AND HEARD THE STALL WARNING HORN ACTIVATE. HE ADDED POWER AND COMPLETELY RETRACTED THE FLAPS, WITH THE INTENT TO GO-AROUND, BUT THE AIRPLANE CONTACTED THE RUNWAY AND TRAVELED OFF THE RIGHT SIDE. AT THE TIME OF THE ACCIDENT, REPORTED WINDS INDICATED A TAILWIND OF 10 KNOTS, GUSTING TO 14 KNOTS. REPORTED WINDS UP TO 1 HOUR PRIOR TO THE ACCIDENT INDICATED A TAILWIND FOR THAT PARTICULAR RUNWAY. REVIEW OF THE MAKE AND MODEL AIRPLANE HANDBOOK REVEALED THAT DURING A GO-AROUND, PILOTS SHOULD PARTIALLY RETRACT THE FLAPS FIRST, ESTABLISH AN AIRSPEED OF 80 KNOTS, THEN SLOWLY RETRACT THE REMAINING FLAPS. 20000711007229A (-23) ARRIVED ON SCENE AT APPROXIMATELY 0800. TOOK PHOTOS OF ACCIDENT SITE. WITH THE ASSISTANCE OF ROGER WASSMAN, KAMAN AEROSPACE, THE K-FLEX INPUT SHAFT WAS REMOVED AND FOUND THE CLUTCH ASSEMBLY, (FREE-WHEELING UNIT), WAS LOCKED IN BOTH DIRECTIONS. THE INVESTIGATION WAS DISCONTIUED AT THIS POINT UNTIL THE AIRCRAFT CAN BE MOVED TO A FACILITY FOR MORE IN-DEPTH INVESTIGATION. ARRANGEMENTS WERE MADE TO TRANSPORT THE AIRCRAFT TO TIMBER CHOPPERS FACILITY, BONNERS FERRY, ID. ON 07/13/2000 THE AIRCRAFT ARRIVED AT TIMBER CHOPPERS, THE ENGINE WAS INSPECTED, NO VISIBLE OR APPARENT CRASH DAMAGE. IT WAS LEFT INTACT AT THE REQUEST OF HONEYWELL. NO COMPENENTS WERE REMOVED OR DISTURBED. THERE WERE NO METAL PARTICLES PRESENT ON THE CHIP PLUGS. FUEL WAS PRESENT THROUGH THE SYSTEM AND THERE WAS NO INDICATION OF FUEL STARVATION OF EXHAUSTION. THERE WAS APPROXIMATELY 800 LBS. OF FUEL IN THE AIRCRAFT. THE FWU WAS INSPECTED AND FOUND TO BE LOCKED IN BOTH DIRECTIONS. THE ENTIRE UNIT HAD TO BE REMOVED AND WAS HAND CARRIED TO KAMAN AEROSPACE FOR DISSEMBLY. 20000711008599A (-23) AG A/C LOST POWER WHILE WORKING A FIELD, PILOT TRYED TO LAND AT DUSTER STRIP SOUTH OF HIS POSITION BUT COULD NOT MAINTAIN ALTITUDE, HE THEN TRIED TO LAND ON DIRT ROAD BUT COULD NOT REACH IT. THE A/C HIT IN A RICE FIELD NEXT TO THE ROAD, A/C WENT OVER ON ITS BACK CAUSING SUBSTANTIAL DAMAGE. 20000711020609I (-23)AIRCRAFT STRUCK FOUR (4) GEESE DURING LANDING, CAUSING DAMAGE TO THE RIGHT OUTBOARD WING AREA. OUTBOARD SECTION OF WING WAS REPLACED. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. 20000711020969I (-23)THE AIRCRAFT WAS ENROUTE FROM SALISBURY, NC TO COLUMBIA, SC AT 6000 FT. AIRCRAFT DESCENDED TO 3000FT., THEN BEGAN TO RUN ROUGH AND LOOSE POWER. THE PILOT PERFORMED AM EMERGENCY LANDING IN A GRASSY FIELD. THE TWO OCCUPANTS WERE NOT INJURES, AND THE AIRCRAFT WAS UNDAMAGED. FURTHER EXAMINATION REVEALED THAT BOTH MAGNETOS CONTAINED FAILED PARTS. 20000711024139I (-23) N2672V, A CE-177RG, SUFFERED NOSE GEAR COLLAPSE ON LANDING ON RUNWAY 30 AT SAN MATEO COUNTY AIRPORT, SAN CARLOS, CA., ON JULY 11, 2000, AT 1747 HOURS. ONLY MINOR DAMAGE WAS DONE TO THE AIRPLANE. THERE WAS NO INJURY TO THE SOLO PILOT ON BOARD THE A/C. THE CAUSE OF THE NOSE GEAR FAILURE COULD NOT BE DETERMINED. NO CORRECTIVE ACTION CAN BE INITIATED. 20000711027349I (-23)PILOT NARROWLY MISSED COLLISION WITH OTHER AIRCRAFT SEEN AT LAST MOMENT ON TAXIWAY JUST BEYOND HOLD SHORT LINE. HARD APPLICATION OF BRAKES PUT N17MP, A CONVENTIONAL WHEELED AIRCRAFT UP ON ITS NOSE DAMAGING THE PROP, SPINNER, AND ENGINE FROM RESULT OF SUDDEN STOPPAGE. OTHER AIRCRAFT, N2240G, A CHEROKEE WAS NOT DAMAGED. N2240G HAD BEEN INSTRUCTED TO CONTACT GROUND BUT HAD NOT DONE SO WHILE COMPLETEING CHECKLIST. GROUND CONTROLS ATTEMPTS TO MOVE N2240G WERE NOT HEARD. ^PRIVACY DATA OMITTED^ PILOT COUNSELED BY INSPECTOR ^PRIVA^ ON 07-17-00. 20000711033919I (-23)AFTER DOING FOUR TOUCH AND GO LANDINGS AND WHILE MAKING HER LAST LANDING WITH A LEFT CROSSWIND ON RUNWAY 17 AT THE KINGMAN, ARIZONA MUNICIPAL AIRPORT, THE PLANE VEERED TO THE LEFT AND OFF THE RUNWAY. WHILE THE PILOT WAS TRYING TO STOP THE AIRCRAFT, THE NOSE GEAR AND BOTH MAIN LANDING GEARS COLLAPSED AS THE AIRCRAFT CAME TO REST AGAINST AN EMBANKMENT. THE PROPELLER AND NOSE GEAR WERE DAMAGED. THE PILOT/OWNER OF THE AIRCRAFT WAS THE SOLE OCCUPANT AT THE TIME OF MISHAP. THE PILOT HAS VOLUNTEERED TO SEEK ADDITIONAL TRAINING ON CROSS WIND LANDINGS. 20000711034979I (-23)^PRIVACY DA^ 20000711035649I (-23) ON JULY 11, 2000, AT 0959 (LCL), VANGUARD AIRLINES, FLIGHT 584, AIRCRAFT N120NJ, WAS SCHEDULED TO ENROUTE FROM MCI TO MDW. THE CAPTAIN REPORTED THAT NUMBER ONE ENGINE SETTING WAS STUCK AT 90% WITH NO THROTTLE CONTROL. AN EMERGENCY WAS DECLARED AND THE AIRCRAFT CIRCLED BACK TO MCI. THE PILOT WAS ABLE TO LAND THE AIRCRAFT AT MCI WITH THE AFFECTED ENGINE SHUT DOWN ON APPROACH, WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE PERFORMED TROUBLE SHOOTING PROCEDURES AND UPON OPEN UP OF THE ENGINE COWLING DISCOVERED THE BOLT AND RELATED HARDWARE TO THE TELEFLEX CABLE (THROTTLE CABLE) LYING IN THE BOTTOM OF THE COWLING. AIRCRAFT N120NJ HAS BEEN RETURNED TO SERVICE. VANGUARDS DIRECTOR OF QUALITY ASSURANCE RELAYED THAT PRIOR MAINTENANCE WAS PERFORMED IN THE SAME AREA AND THAT AN INTERNAL INVESTIGATION BY THE AIRLINE WAS UNDERWAY. ^PRIVACY DATA OMITTED^ WITH THIS REPORT,^PRIVACY DATA OMITTED^ IS CONSIDERED CLOSED. 20000711035849I (-23) DEPARTED FROM A STUBBLE WHEAT FIELD ACROSS FROM PILOT'S HOME. PILOT STATED HE SHOULD HAVE TAXIED TO THE OTHER END OF THE FIELD DUE TO THE WIND DIRECTION BUT INSTEAD ELECTED TO TAKEOFF FROM THE NEAREST POINT. HE LANDED IN A CORNERFIELD ACROSS THE STREET RESULTING IN MINOR DAMAGE TO THE AIRCRAFT AND NO INJURIES TO THE PILOT OR HIS PASSENGER. 20000711040799A (.4) THE PILOT WAS TRAVELING FORWARD IN A ROBINSON R22B AT AN AIRSPEED OF 10 TO 20 KNOTS, AND AN ALTITUDE OF 230 FEET ABOVE THE GROUND, WITH A 15 TO 21 KNOT LEFT-QUARTERING TAILWIND. THE HELICOPTER BEGAN TO ROTATE TO THE RIGHT. AFTER THREE ROTATIONS THE PILOT WAS UNABLE TO RECOVER, AND THE HELICOPTER IMPACTED TERRAIN. FAA ADVISORY CIRCULAR (AC) 90-95 STATED THAT LOSS OF TAILROTOR EFFECTIVENESS (LTE) WAS A CRITICAL, LOW-SPEED AERODYNAMIC FLIGHT CHARACTERISTIC WHICH COULD RESULT IN AN UNCOMMANDED RAPID YAW RATE, AND LOSS OF AIRCRAFT CONTROL. IT ALSO STATED THAT ALL SINGLE MAIN ROTOR HELICOPTERS WERE SUSCEPTIBLE TO LOSS OF TAIL ROTOR EFFECTIVENESS (LTE). THE AC ADVISED PILOTS THAT WHEN MANEUVERING BETWEEN HOVER AND 30 KNOTS TO AVOID: LEFT CROSSWINDS, TAILWINDS, AND HIGH POWER SETTINGS AT LOW AIRSPEEDS. (-23) OWNER/PILOT AND PASSENGER (A LOCAL REAL ESTATE AGENT) DEPARTED PRIVATE AIRSTRIP IN HARPSWELL, MAINE AT APPROXIMATELY 9:30 AM FOR LOCAL AERIAL PHOTOGRAPH/FLIGHT. BASED UPON INTERVIEW WITH PASSENGER SHORTLY AFTER ACCIDENT THE SEQUENCE OF EVENTS WAS AS FOLLOWS: PASSENGER WAS IN LEFT SEAT PREPARING TO TAKE PHOTOGRAPHS. AS THE HELICOPTER APPROACHED THE SITE TO BE PHOTOGRA PHED THE PILOT SLOWED IN PREPARATION TO HOVER TO SLOW FLY THE AREA. THEY WERE MOVING FORWARD RATHER SLOWLY WHEN THE HELICOPTER SUDDENLY BEGAN TO TURN. THE PASSENGER STATED THAT HE THOUGHT IT WAS SIMPLY A GUST OF WIND THAT HAD CAUSED THE UNCOMMANDED TURN. HE STATED THAT HE THEN HEARD AN AUDIO ALARM (SIMILAR TO THE ALARM HE HEARD DURING THE PRETAKEOFF CHECKS) AND HE THOUGHT THAT HE ALSO SAW A WARNING LIGHT FLASHING. THE HELICOPTER BEGAN TO PITCH AND ROLL FROM SIDE TO SIDE AND BEGAN A CLOCKWISE ROTATION. PASSENGER STATED THAT THE PILOT WAS "FIGHTING IT WITH EVERYTHING HE HAD TO SLOW THE ROTATION AND DESCENT" BUT UNABLE TO CORRECT. HELICOPTER IMPACTED SWAMP AREA IN AN UPRIGHT POSITION. NO MAIN. 20000711042979A (-23) PILOT STATES THAT AFTER TAKE OFF @ APPROXIMATELY 30-40' AGL, NOSE DROPPED & WING DROPPED, AIRCRAFT QUIT FLYING. PILOT STATED IAS WAS 75 MPH, WELL ABOVE STALL SPEED OF 60 MPH. AIRCRAFT IMPACTED THE GROUND, SUBSTANTIAL DAMAGE-NO INJURIES. AIRCRAFT OWNER OPERATOR WAS OPERATING OFF & REMAINED ON HIS OWN PRIVATE PROPERTY. 20000712006879A (-23) THE AIRCRAFT WAS IN THE AIRPORT TRAFFIC PATTERN ON DOWNWIND WHEN THE CFI CHANGED THE FUEL SELECTOR TO THE FULLEST TANK. THE AIRCRAFT COMPLETED A TOUCH AND GO LANDING. APPROXIMATELY 1/4 MILE OFF THE DEPARTURE END OF RUNWAY 28, THERE WAS A COMPLETE LOSS OF ENGINE POWER AT AN ALTITUDE OF APPROXIMATELY 250 FEET AGL. THE AIRCRAFT LANDED STRAIGHT AHEAD IN A GRAPE VINEYARD. INVESTIGATION ON SCENE DETERMINED THAT THE FUEL SELECTOR HANDLE THAT IS MGF. FROM A PLASTIC TYPE MATERIAL WITH A BRASS INSERT HAD FAILED. THE PLASTIC HAD CRACKED, ALLOWING THE INSERT THAT ATTCHES TO THE FUEL VALVE CONTROL ROD TO "SPIN" FREELY IN THE PLASTIC HANDLE. THE FUEL VALVE BECAME PSOITIONED THE LEFT AND RIGHT TANK POSITION, THEREBY CLOSING OFF THE FUEL SUPPLY FROM BOTH TANKS. THIS WAS NOT EVIDENT TO THE CFI THE HANDLE APPEARED TO HAVE MOVED THE FUEL VALVE TO THE SELECTED TANK. (.4) ON JULY 12, 2000, AT 1130 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-38-112, N2466D, LOST ENGINE POWER WHILE CONDUCTING A GO-AROUND AFTER A SIMULATED ENGINE OUT PROCEDURE AT THE SELMA AIRPORT, SELMA, CALIFORNIA. THE AIRPLANE SUBSEQUENTLY TOUCHED DOWN IN A VINEYARD AND COLLIDED WITH GROUND OBSTRUCT IONS. THE AIRPLANE WAS OPERATED BY GOLDEN EAGLE ENTERPRISES, INC., D.B.A. MAZZEI FLYING SERVICE, UNDER 14 CFR PART 91 AS AN INSTRUCTIONAL FLIGHT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND STUDENT PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE INSTRUCTIONAL FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS SCHEDULED TO TERMINATE AT THE FRESNO YOSEMITE INTERNATIONAL AIRPORT, FRESNO, CALIFORNIA. IN AN INTERVIEW WITH AN INVESTIGATOR FROM THE SAFETY BOARD, THE CFI STATED THAT THEY HAD BEEN PRACTICING SIMULATED ENGINE OUT PROCEDURES AT SELMA THAT CONCLUDED WITH THE STUDENT PILOT PERFORMING A TOUCH-AND-GO TAKEOFF. HE STATED THAT COMPANY PROCEDURE WAS TO SWITCH TO THE FULLEST TANK PRIOR TO TAKEOFF. HE FURTHER REPORTED THAT THE PROCESS FOR CONDUCTING THE ENGINE OUT MANEUVER WAS TO REDUCE THE THROTTLE, AND CONDUCT THE EMERGENCY CHECKLIST. NO DISCREPANCIES WERE NOTED WITH THE FIRST TWO ENGINE OUT MANEUVERS. ON THE THIRD ENGINE OUT, AT 1,700 FEET ABOVE GROUND LEVEL (AGL), THE CFI REDUCED THE THROTTLE, AND THE STUDENT DESCENDED TO THE RUNWAY. ON THE TAKEOFF, THE STUDENT PILOT SWITCHED THE FUEL SELECTOR HANDLE, AND THE ENGINE QUIT. THE CFI TOOK THE FLIGHT CONTROLS, RETRACTED THE FLAPS, SWITCHED THE FUEL SELECTOR HANDLE BACK TO ITS ORIGINAL POSITION, AND MADE AN UNSUCCESSFUL ATTEMPT TO RESTART THE ENGINE. THE CFI REPORTED THAT HE MADE AN OFF AIRPORT LANDING IN A VINEYARD AT THE DEPARTURE END OF THE RUNWAY. THE AIRPLANE WAS INSPECTED ON-SCENE BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, AND AN FAA CERTIFIED AIRFRAME AND POWERPLANT MECHANIC. FUEL WAS FOUND IN BOTH TANKS; HOWEVER, THE FUEL SELECTOR HANDLE WAS FOUND IN THE "OFF" POSITION. THE CFI INFORMED THE INSPECTOR THAT HE HAD TURNED THE FUEL SELECTOR HANDLE TO THE "OFF" POSITION DURING THE EVACUATION. THE INSPECTOR AND MECHANIC ENGAGED THE MASTER SWITCH, AND THE ELECTRIC FUEL BOOST PUMP WAS PLACED IN THE "ON" POSITION. IT WAS NOTED THAT THE BOOST PUMP WAS WORKING, BUT THERE WAS NO FUEL PRESSURE OR FUEL PRESENT IN THE GASCOLATOR. THE FAA INSPECTOR AND MECHANIC CONDUCTED AN INSPECTION OF THE FUEL SELECTOR VALVE. THE VALVE POSITION WAS FOUND IN THE MIDDLE OF THE LEFT AND RIGHT PORT OPENINGS, AND THE FUEL VALVE CONTROL ROD WAS UNABLE TO BE TURNED MANUALLY. THE FUEL SELECTOR PLASTIC HANDLE WAS REMOVED AND FOUND CRACKED COMPLETELY THROUGH. THE INSPECTOR AND MECHANIC ALSO FOUND THAT THE BRASS INSERT HOUSED IN THE FUEL SELECTOR HANDLE THAT ATTACHES TO THE FUEL VALVE CONTROL ROD WAS "SLIPPING" IN THE PLASTIC HANDLE. THE INSPECTOR STATED THAT THE PILOTS WOULD NOT HAVE BEEN ABLE TO TELL THAT THE FUEL VALVE WAS IN AN INTERMEDIATE POSITION IN CORRELATION TO THE FUEL SELECTOR HANDLE POSITION INSIDE THE COCKPIT. HE FURTHER INDICATED THAT THERE WERE 20000712007379A (-23) ON LANDING AT BATTLE MOUNTAIN, NNV. (BAM) PILOT P.C. DAVIS STATED THAT HE DID NOT USE A CHECKLIST AND HE FORGOT TO PUT THE LANDING GEAR DOWN. (.4) ON JULY 12, 2000, AT 1845 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 337G, N3273D, LANDED GEAR UP AT THE BATTLE MOUNTAIN, NEVADA, AIRPORT. THE AIRPLANE WAS OPERATED BY THE U.S. DEPARTMENT OF INTERIOR, BUREAU OF LAND MANAGEMENT AS A PUBLIC-USE FLIGHT, UNDER 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED FOR THE CROSS-COUNTRY FLIGHT THAT DEPARTED THE BOISE, IDAHO AIRPORT AT 1730, AND WAS SCHEDULED TO TERMINATE AT BATTLE MOUNTAIN. A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN HAD BEEN FILED. IN AN INTERVIEW WITH A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE PILOT STATED THAT HE FORGOT TO PUT THE LANDING GEAR DOWN. HE INDICATED THAT BECAUSE HE HAD KEPT HIS AIRSPEED UP DURING THE DESCENT FOR A HIGH ALTITUDE LANDING, THE LANDING GEAR WARNING HORN DID NOT ACTIVATE. HE HAD FLOWN THE AIRPLANE EARLIER THAT DAY FROM BATTLE MOUNTAIN TO BOISE TO EXCHANGE FIREFIGHTING CREWS, AND NO DISCREPANCIES WERE NOTED WITH THE LANDING GEAR SYSTEM. IN AN INTERVIEW WITH AN AIR SAFETY INVESTIGATOR FROM THE U.S. DEPARTMENT OF THE INTERIOR, OFFICE OF AIRCRAFT SERVICES, THE PILOT STATED THAT DURING THE LANDING FLARE HE DID NOT HEAR THE LANDING GEAR WARNING HORN SOUND. HE REPORTED THAT HE DID NOT CHECK THAT THE LANDING GEAR GREEN LIGHT WAS ILLUMINATED, OR VISUALLY VERIFY WITH THE MIRROR LOCATED ON THE OUTSIDE OF THE AIRPLANE TO SEE IF THE LANDING GEAR WAS EXTENDED. HE FURTHER STATED THAT HE DID NOT VERIFY THAT THE LANDING GEAR HANDLE WAS IN THE DOWN POSITION. THE PILOT INDICATED THAT HE DID NOT FOLLOW A MENTAL OR PRINTED CHECKLIST FOR LANDING, AND THAT THERE WAS NOT A PRINTED CHECKLIST FOR PUTTING THE LANDING GEAR DOWN. 20000712007649A (-23) AFTER A LONG TAXI AT AIRPORT PSX, FOR TAKEOFF TO TE17, THE ENGINE RIGHT MAGNETTO CHECKED VERY ROUGH. THE PILOT STATED THAT HE WAS UNABLE TO CLEAR THE ROUGHNESS FROM THE ENGINE. AFTER TAXIING BACK TO THE TERMINAL AREA, THE PILOT CHECKED THE MAGNETTOS AGAIN AND STATED THAT THEY WERE OF FOR TAKEOFF, THE ROUGHNESS WAS GONE. FULL POWER WAS INITIATED AT TAKEOFF. 35 TO 40 MINUTES INTO THE FLIGHT THE ENGINE BEGAN TO RUN ROUGH. THIS ALTITUDE OF APPROXIMATELY 6000 FT. JUST SOUTH OF COLUMBUS, TEXAS. THE PILOT STATED THAT HE KNEW HE STILL HAD ONE GOOD MAGNETTO AND ELECTED TO CONTINUE TO CLL, COLLEGE STATION, TEXAS. APPROXIMATELY 5 MINUTES LETER THE ENGINE QUIT. WHILE EXECUTING AN AMERGENCY LANDING, THE AIRCRAFT CLIPPED AN OAK TREE AT A HEADING OF APPROXIMATELY 070 DEGREES, CONTINUED FOR ANOTH 72 FEET WHERE THE NOSE WHEEL CONTACTED THE GROUND AND WAS SHEARED OFF. THE AIRCRAFT CAME TO REST AGAINST ANOTHER OAK TREE AT A HEADING OF 022 DEGREES. (.4)ON JULY 12, 2000, AT 1740 CENTRAL DAYLIGHT TIME, A CESSNA 172N AIRPLANE, N3392E, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A TOTAL LOSS OF ENGINE POWER NEAR COLUMBUS, TEXAS. THE AIRPLANE WAS REGISTERED T O AND OPERATED BY PRIVATE INDIVIDUALS. THE PRIVATE PILOT AND THE PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE PALACIOS MUNICIPAL AIRPORT, PALACIOS, TEXAS, AT 1640, AND WAS DESTINED FOR THE HEATHROW AIRPORT, ROBINSON, TEXAS. THE PILOT REPORTED THAT HE TAXIED THE AIRPLANE ABOUT TWO MILES TO RUNWAY 17 FOR DEPARTURE. DURING A CHECK OF THE MAGNETOS, THE RIGHT MAGNETO SHOWED AN "EXCESSIVE RPM DROP" OF 300-500 RPM. THE PILOT ELECTED TO RETURN TO THE RAMP. THE PILOT STOPPED PRIOR TO CROSSING RUNWAY 08/26 TO CHECK FOR TRAFFIC. AT THAT POINT HE CHECKED THE MAGNETOS AND BOTH MAGNETOS CHECKED OKAY. HE TAXIED BACK TO RUNWAY 17, CHECKED THE MAGNETOS AGAIN AND FOUND THE MAGNETOS AND THE FULL THROTTLE RPM TO BE "NORMAL." AFTER TAKEOFF, WHEN PATTERN ALTITUDE WAS REACHED, THE PILOT TURNED LEFT DOWNWIND FOR RUNWAY 17 AND PERFORMED ANOTHER MAGNETO CHECK, WHICH WAS "NORMAL." THE PILOT INITIATED A FULL POWER CLIMB TO A CRUISE ALTITUDE OF 6,500 FEET MSL. THE MAGNETOS WERE CHECKED DURING THE CLIMB AND AGAIN AFTER REACHING CRUISE ALTITUDE. AFTER SEVERAL MINUTES AT CRUISE ALTITUDE, A DROP IN ENGINE RPM WAS NOTED. A MAGNETO CHECK REVEALED A "DEAD RIGHT MAGNETO." THE PILOT ELECTED TO CHANGE COURSE TO THE CLOSEST AIRPORT WITH MAINTENANCE FACILITIES. "SOON THEREAFTER, ALL POWER WAS LOST." THE PILOT PERFORMED THE EMERGENCY PROCEDURES FOR A LOSS OF POWER; HOWEVER, NONE OF THESE PROCEDURES WERE EFFECTIVE. DURING THE FORCED LANDING, "THE AIRPLANE HIT THE GROUND 30-60 FEET FROM FIRST CONTACT WITH THE TREES" AND SKIDDED ANOTHER 25-50 FEET BEFORE COMING TO REST ON ITS NOSE, 2.9 MILES SOUTHWEST OF COLUMBUS, TEXAS. EXAMINATION OF THE AIRPLANE BY AN FAA INSPECTOR REVEALED THAT THE FUSELAGE WAS DISPLACED TO THE RIGHT AFT OF THE CABIN. THE LEFT WING WAS DAMAGED, AND THE NOSE LANDING GEAR WAS SEPARATED. ACCORDING TO A REPRESENTATIVE OF THE OWNER, THE AIRPLANE WAS RECOVERED TO AIR SALVAGE OF DALLAS NEAR LANCASTER, TEXAS, WHERE AN ENGINE TEST RUN WAS ATTEMPTED. THE ENGINE REMAINED ATTACHED TO THE AIRPLANE WITH ALL COMPONENTS THE SAME AS THEY WERE ON THE DATE OF THE ACCIDENT, WITH THE EXCEPTION OF USING A DIFFERENT FUEL TANK. THE ENGINE WOULD NOT START. THE SINGLE-DRIVE DUAL-MAGNETO WAS REMOVED FROM THE ENGINE, AND A BENCH TEST REVEALED THAT NO SPARK WAS BEING PRODUCED FROM EITHER MAGNETO. AN EXAMINATION OF THE MAGNETOS REVEALED THAT THE NEOPRENE CAM FOLLOWERS ON BOTH SETS OF POINTS HAD MELTED AND "SMEARED," WHICH KEPT THE POINTS FROM OPENING. 20000712007979A (-23) AIRPLANE DEPARTED NC 02 (BOOMERAND). AIRCRAFT LOST POWER, AND LANDED ON TREES NEAR A CREEK. AIRCRAFT HAD RUST PARTICLES IN FUEL. 20000712010029A (-23) ON TAKE-OFF, BOTH ENGINES LOST POWER. AIRCRAFT IMPACTED TERRAIN CAUSING MAJOR DAMAGE TO AIRCRAFT. NO NMAC, NO FIRE. (.4)ON JULY 12, 2000, APPROXIMATELY 1330 CENTRAL DAYLIGHT TIME, A PIPER PA-23-160 TWIN-ENGINE AIRPLANE, N4322P, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING TAKEOFF CLIMB FROM THE STARR COUNTY AIRPORT NEAR RIO GRANDE CITY, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL. THE COMMERCIAL PILOT AND HIS PILOT-RATED PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 POSITIONING FLIGHT. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS DESTINED FOR THE DAVID WAYNE HOOKS AIRPORT, SPRING, TEXAS. THE FLIGHT HAD DEPARTED CORPUS CHRISTI, TEXAS, ON THE DAY PRIOR TO THE ACCIDENT AND WAS EN ROUTE TO MCALLEN, TEXAS, WHEN THE AIRPLANE EXPERIENCED A TOTAL ELECTRICAL FAILURE. THE PILOT MADE A PRECAUTIONARY LANDING AT THE STARR COUNTY AIRPORT, WHERE HE HAD THE BATTERY CHARGED. HOWEVER, THE ELECTRICAL PROBLEM WAS NOT REPAIRED PRIOR TO DEPARTING ON THE DAY OF THE ACCIDENT. ACCORDIN G TO THE PILOT, PRIOR TO DEPARTURE, HE PERFORMED A "THROUGH PREFLIGHT AND RUN-UP CHECK." AFTER LIFT-OFF FROM RUNWAY 15, THE LANDING GEAR WAS RETRACTED, AND A LEFT TURN WAS INITIATED. WHILE IN THE TURN, ABOUT 300-400 FEET AGL, THE LEFT ENGINE BEGAN "SPUTTERING," AND AFTER A "FEW SECONDS" THE ENGINE LOST POWER. THE RIGHT ENGINE THEN BEGAN TO "SPUTTER." SUBSEQUENTLY, THE RIGHT ENGINE LOST POWER. THE PILOT EXECUTED A FORCED LANDING TO A FIELD WITH BRUSH AND MESQUITE TREES. THE AIRPLANE CAME TO REST ONE MILE NORTH OF THE STARR COUNTY AIRPORT. AN FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, REPORTED THAT THE FUSELAGE WAS "PARTIALLY SEPARATED AFT OF THE CABIN." ADDITIONALLY, BOTH WINGS WERE STRUCTURALLY DAMAGED. THE REASON FOR THE LOSS OF ENGINE POWER COULD NOT BE DETERMINED. ACCORDING TO THE FAA INSPECTOR, THE AIRPLANE HAD BEEN INSPECTED ON JULY 6, 2000, BY ANOTHER FAA INSPECTOR, WHO ISSUED AN AIRCRAFT CONDITION NOTICE FOR MAINTENANCE DEFECTS, WHICH WERE CONSIDERED TO BE AN IMMINENT HAZARD TO SAFETY. A SPECIAL FLIGHT PERMIT WAS REQUIRED PRIOR TO OPERATING THE AIRCRAFT IF CORRECTIVE ACTION HAD NOT BEEN TAKEN. AN EXAMINATION OF THE AIRPLANE REVEALED THAT THE MAINTENANCE DEFECTS WERE NOT CORRECTED, AND A SPECIAL FLIGHT PERMIT HAD NOT BEEN OBTAINED. NEITHER THE PILOT NOR THE OPERATOR RESPONDED TO REQUESTS TO PROVIDE A COMPLETED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2). 20000712012829A (-23) THE AIRCRAFT DEPARTED ST. ANTHONY AIRPORT TO FLY OVER THE ROCK CREEK GIRLS CAMP AND DROP A NOTE TO HIS DAUGHTER THAT WAS AT THE CAMP. THE AIRCRAFT APPROACHED FROM THE SOUTH, ON A NORTHERLY HEADING OVER THE CAMP, HE MADE A SLIGHT RIGHT TURN, AND THEN TURNED TO THE LEFT AND CAME BACK OVER THE CAMP AND DROPPED THE NOTE. THE AIRCRAFT STRUCK THE TOP OF A PINE TREE, THE AIRCRAFT FLAT SPUN TO THE GROUND AND FLIPPED ON ITS BACK AND BURNED, THERE WERE THREE FATALITIES IN THE AIRCRAFT. THE PILOT HAD AN EXPIRED STUDENT PILOT CERTIFICATE, AND HIS TOTAL HOURS ARE UNKNOWN. 20000712024949I (-23)DURING CRUISE FLIGHT AT 2500 FEET THE WHITE TAIL CONE LIGHT CAME OFF THE AIRCRAFT AND STRUCK THE TAIL ROTOR BLADE DAMAGING THE BLADE. NO SECONDARY PROBLEMS NOTED (CONTROL OF VIBRATION). AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AT THE NEAREST PLATFORM (ATWATER 177). 20000712025479I (-23) INITIATED TAKEOFF ON RUNWAY 17R AT DENVER INTERNATIONAL AIRPORT. UPON REACHING APPROX. 40 KNOTS THE RIGHT HAND PROPELLER HIT SOME UNKNOWN OBJECT ON THE RUNWAY. PILOT ABORTED THE TAKEOFF, SHUT DOWN THE RIGHT ENGINE AND RETURNED TO THE CARGO RAMP. ENGINE AND PROPELLER REMOVED FROM A/C FOR INSPECTION/REPAIR. 20000712028019I (-23)NOSE GEAR PARTIALLY COLLAPSED ON TAKEOFF CAUSING PROPS TO STRIKE. AIRCRAFT TOOK OFF AND LANDED UNEVENTFULLY. 20000712033799I (-23)DURING LANDING, NOSE GEAR BROKE OFF. KIT MANUFACTURER HAS NOTIFIED OWNERS OF THIS POTENTIAL PROBLEM AND HAS IMPROVED NOSE GEAR DESIGN. 20000712033859I (-23)AIRCRAFT DEPARTED SMO AT 1905Z AND CLIMBED TO FL370 CRUISE ALT ENROUTE TO APA. APPROX 15 MINUTES LATER A PAX CAME FORWARD AND INFORMED THE PIC THAT THERE WAS SMOKE AND FUMES COMING FROM THE LEATHER PADDING ON THE L/H CABIN SIDEWALL. PIC INSPECTED AND CONFIRMED PRESENCE OF SMOKE AND FUMES, THEN DIVERTED TO LAS WITH UNEVENTFUL LANDING, AIRCRAFT TAXIED TO PARKING AND OFF LOADED PAX. LAS FIRE DEPT PERSONNEL BOARDED AIRCRAFT AND FOUND CARPET ON L/H CABIN SIDEWALLL AT THE WING L/E ROOT AREA SCORCHED AND THE SIDEWALL INSULATION WITH SIGNS OF OVERHEAT DAMAGE. MAINT FOUND TORN/BROKEN GASKET AT EXIT DUCT THAT ROUTES BLEED AIR TO L/H WING FOR THE DEICE SYSTEM. GASKET WAS REMOVED AND REPLACED. SYSTEM CHECKED GOOD. MAINT SUBMITTED M OR D. 20000712034079I (-23)WHILE AT FL290 AND BEGINNING DECENT, A DISTINCT ODOR, SIMILAR TO BURNING WOOD,OR PAPER, WAS DETECTED BY CREW. CREW DONNED OXYGEN MASKS. CREW SENSED THAT ODOR WAS INTENSIFYING AND DECLARED EMERGENCY WTIH ATC. NO SMOKE WAS DETECTED IN COCKPIT. ATC CLEARED AIRCRAFT FOR DIRECT TO AFW FOR LANDING. AIRPORT FIRE AND RESUCE EQUIPMENT BUT NO EMERGENCY ASSISTANCE WAS NEEDED. THE AIRCRAFT TAXIED TO FED-EX RAMP, PARKED AND SHUT ENGINES DOWN. COCKPIT WINDOWS WERE OPENED AND THE FIRST OFFICER EXITED VIA COCKPIT WINDOW IN APPROXIMATELY 20 SECONDS WITH EMERGENCY ROPE. THE CAPTAIN AND SECOND OFFICER REMAINED ON THE AIRCRAFT AND ELECTED NOT TO DEPLOY THE SLIDE AFTER CREW ENTRY DOOR WAS OPENED AND SITUATION SEEMED SAFE. THEY WERE MET BY EMERGENCY PERSONNEL. THE FIRST OFFICER LATER REPORTED A SPRAINED FOOT ON CONTACT WITH GROUND. AFTER TROUBLESHOOTING AIRCRAFT, MAINTENANCE FOUND AIRCRAFT GASPER FAN MOTOR BURNT OUT. THE GASPER MOTOR WAS REPLACED, OPERATIONAL CHECKS GOOD. THE AIRCRAFT WAS RETURNED TO SERIVCE. THIS INCIDENT IS CLOSED. 20000712034379I (-23)AIRCRAFT LANDED ON GRASS RUNWAY 26 AT SOMERSET AIRPORT (SJB). AFTER LANDING AND ALMOST STOPPING, AS THE PILOT ATTEMPTED TO TURN TO BACK TAXI, THE RIGHT LANDING GEAR BUNGEE CORD ANCHOR FAILED, CAUSING THE AIRCRAFT TO LEAN RIGHT AND VEER LEFT, RUNNING INTO SOME SMALL TREES. 20000712034729I (-23)AIRMAN WAS LINED UP TO LAND RUNWAY 32 AT FRG FARMINGDALE NY. TOWER TOLD AIRMAN HE HAD TO LAND RUNWAY 1 NOT 32 AND TO DO A 270 DEGREE TURN TO THE RIGHT. AIRMAN COMPLIED AND RETRACTED GEAR. AIRCRAFT REESTABLISHED TO LAND ON RUNWAY 1, HOWEVER PILOT FORGOT TO PUT TH GEAR DOWN. 20000712034879I (-23) PILOT STATED: I OVERFLEW THE GRAVEL BAR AN OBSERVED A LANDING AREA APPROXIMATELY 500 FT. IN LENGTH. I LANDED AN INTENDED TO EXTEND MY ROLLOUT SO AS TO ALLOW ANOTHER AIRPLANE ROOM TO LAND. I STRUCK A DITCH AN FOLDED THE RIGHT GEAR, STRUCK THE PROP AND RIGHT WING. NO PERSONAL INJURIES. OFF AIRPORT LANDING 53 MILE APPROXIMATELY. N.E. NOME AK. 20000712034919I (-23) THE AIRCRAFT DECLARED AN EMERGENCY DUE TO FUMES IN THE COCKPIT. THE AIRCRAFT LANDED ON RUNWAY 31 AT 2303E. THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. VOLTAGE REGULATOR FOR #3 GENERATOR FAILED. IT WAS RETURNED TO SERVICE UNDER MEL 24-6. THE INCIDENT IS CONSIDERED CLOSED. 20000712035229I (-23)THE PILOT DEPARTED CHESTERFIELD COUNTY, VIRGINIA, AIRPORT AND LANDED ON RUNWAY 02 AT RICHMOND IN'T AIRPORT, VIRGINIA, FOR THE PURPOSE OF REPOSITIONING THE AIRCRAFT FOR A CHATER FLIGHT. THE PILOT STATED THE LANDING GEAR WAS DOWN WITH THREE GREEN LIGHTS, AND THE TOUCH DOWN WAS SMOOTH. HE FURTHER STATED THAT SHORTLY THEREAFTER HE INTENDED TO RAISE THE FLAPS, HOWEVER, BY ACCIDENT RAISED THE LANDING GEAR INSTEAD, THE LANDING GEAR COLLAPSED AND THE AIRCRAFT RUNWAY CAUSING MINOR DAMAGE TO THE UNDERSIDE OF THE AIRCRAFT. THE LANDING GEAR SWITCH WAS FOUND TO BE IN THE UP POSITION. FOLLOWING THE INCIDENT, THE LANDING GEAR WAS FOUND TO OPERATE NORMALLY. PILOT PASSED A RE-EXAMINATION CHECK FLIGHT ON JULY 27, 2000. INCIDENT CLOSED. 20000712035249I (-23)AIRSHIP LOST ELEVATOR CONTROLS OVER BOSTON HARBOR. PIC ADJUSTED PSI DIFFERENTAL & ELEVATORS WORKED NORMAL. BELIEVE ELEVATOR CABLES TWISTED & TURNED BUCKLES CONTACTED EACH OTHER. LANDED BVY WITHOUT INCIDENT. 20000712036029I (-23)N808AW, A-319, BEING OPERATED AS AMERICAN WEST AIRLINES FLIGHT 784, WAS ENROUTE FROM PHOENIX, AZ, TO COLUMBUS, OH, WHEN THE PILOT DIVERTED TO OMAHA, NE, DUE TO A PARTIAL HYDRAULIC FAILURE. CONTRACT MAINTENANCE FOUND THE NUMBER 2 (LEFT) ENGINE HYDRAULIC PRESSURE SWITCH LEAKING. MAINTENANCE REPLACED THE "O" RING TO THE PRESSURE SWITCH. 20000712042129A (-23) ON JULY 12, 2000, ABOUT 1000, A WHEEL EQUIPPED CESSNA 207 AIRPLANE, N1549U, SUSTAINED SUBSTANTIAL DAMAGE DUE TO A HARD LANDING AT KOTLIK, ALASKA. THE AIRCRAFT WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) COMMUTER FLIGHT FROM EMMONAK TO KOTLIK WHEN THE ACCIDENT OCCURRED. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. 20000712043489A (-23) PILOT WAS ATTEMPTING TAKE-OFF FROM GRASS STRIP INTO WIND IN NORTHERLY DIRECTION. FOLLOWING NORMAL RUN-UP, BEGAN TAKE OFF ROLL, WHEN AIRCRAFT BECAME AIRBORNE IT WAS CLEAR THAT THE AIRCRAFT COULD NOT MAINTAIN PROPER AIRSPEED TO CLEAR TREES AT NORTH END OF RUNWAY. AIRCRAFT HIT THE TOP OF THE TREES AND WENT OFF FIELD IN A LEFT WING STALL CONFIGURATION AND CRASHED IN THE PARKING LOT OF A WAREHOUSE ON SOUTH WASHINGTON STREET. THIS INVESTIGATION IS CLOSED. 20000713008949A (-23) LOST CONTROL IN CROSSWIND LANDING. 20000713008999A (-23) RETURNING TO LANDING STRIP AFTER COMPLETING SPREADING RICE, ENGINE BEGAN RUNNING ROUGH. PILOT BEGAN LOOKING FOR A SUITABLE LANDING SITE. THE ENGINE QUIT, PILOT WAS UNABLE TO MAKE A ROAD AND LANDED IN A RICE FIELD. A/C FLIPPED OVER CAUSING SUBSTANTIALLY DAMAGE. THERE WERE NO INJURIES TO THE PILOT. 20000713009419A (-23) ON 7/13/00, APPROX. 2140 CDT, A BELLANCA BL-17-30A (SINGLE ENGINE AIRPLANE) N8263R, WAS DESTROYED WHEN IT IMPACTED TREES AND TERRAIN DURING A NIGHT FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR WEST HOUSTON AIRPORT (IWS) HOUSTON, TX. THE A/C WAS REGISTERED TO AND OPERATED BY PRIVATE INDIVIDUAL. THE PRIVATE PILOT AND HIS PASSENGER WERE FATALLY INJURED. NIGHT VIAUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE CODE 14 OF FEDERAL REGUSLATIONS 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM CONROE, TX. AT AN UNKNOWN TIME. THE A/C WAS COMPLETELY DESTROYED IN THE POST CRASH FIRE, LEAVING VERY FEW COMPONENTS TO ANALYZE IN DETERMINING THE CAUSE. (.4) HISTORY OF FLIGHT: ON JULY 23, 2000, APPROXIMATELY 2140 CENTRAL DAYLIGHT TIME, A BALLANCA 17-30A SINGLE-ENGINE AIRPLANE, N8263R, WAS DESTROYED WHEN IT IMPACTED TREES AND TERRAIN DURING A NIGHT FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR HOUSTON, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY PRIVATE INDIVIDUALS. THE PRIVATE PILOT AND HIS PASSENGER WERE FATALLY INJURED. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AN D A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM CONROE, TEXAS, AT AN UNKNOWN TIME. THE PERSON, WHO WAS MANNING THE WEST HOUSTON AIRPORT'S UNICOM REPORTED THAT HE RECEIVED A CALL FROM THE PILOT OF THE ACCIDENT AIRPLANE ASKING FOR AN "AIRPORT ADVISORY." HE ADVISED THE PILOT THAT THE WIND WAS FROM THE SOUTH AT 6 KNOTS, AND THE ACTIVE RUNWAY WAS 15, WITH LEFT HAND TRAFFIC. APPROXIMATELY 3-5 MINUTES LATER, THE PILOT RADIOED, "WEST HOUSTON WE'VE LOST POWER REQUESTING EMERGENCY LANDING." THE UNICOM OPERATOR ASKED FOR THE PILOT TO REPEAT, AT WHICH TIME THE PILOT STATED, "I HAVE LOST POWER AND NEED TO MAKE AN EMERGENCY LANDING." THAT WAS THE LAST RADIO TRANSMISSION THE OPERATOR HEARD FROM THE PILOT. THE PILOT OF A HELICOPTER, WHICH WAS INBOUND FOR LANDING AT THE WEST HOUSTON AIRPORT, STATED THAT HE HEARD THE PILOT OF THE ACCIDENT AIRPLANE REPORT CROSSING MIDFIELD ENTERING LEFT DOWNWIND FOR RUNWAY 15. WHEN HE WAS UNABLE TO MAKE VISUAL CONTACT WITH THE AIRPLANE, HE RADIOED THE PILOT TO INFORM HIM HE DIDN'T HAVE HIM IN SIGHT AND THAT HE WAS TURNING ON HIS LANDING LIHGT. HE THEN HEARD THE PILOT CALL WEST HOU STON'S UNICOM AND REQUEST THAT THE RUNWAY LIGHTS BE TURNED TO HIGH NTENSITY, AND STATED THAT HE HAD "LOST ALL THE POWER." THE AIRPLANE IMPACTED TREES AND CAME TO REST IN A DENSELY WOODED AREA, APPROXIMATELY 1,400 FEET SOUTHWEST OF THE APPROACH END OF RUNWAY 33. 20000713009709A (-23) AIRCRAFT DEPARTED AT APPROXIMATELY 0700, JULY 14, 2000 FROM BLYTHE, CA. AIRPORT ON A ROUTINE AGRICULTURAL SPRAYING OPERATION. AT APPROXIMATELY 0720 AFTER SPRAYING TWO FIELDS, PILOT NOTICED SEVERE ENGINE VIBRATIONS AND ATTEMTED TO LAND ON A FIELD EAST OF NEIGHBORS, NORTH OF 28TH AVENUE, IN BLYTHE, CA. DURING EMERGENCY LANDING THE AIRCRAFTS MAIN LANDING GEAR STRUCK AN IRRIGATION CANAL SOIL EMBANKMENT CAUSING AIRCRAFT TO GET AIRBORNE ONCE AGAIN FOR APPROXIAMTELY 75-100' COMING NOSE DOWN, FLIPPING AND COMING TO REST ON ITS BACK IN A COTTON FIELD. AMENDMENT: ENGINE TEARDOWN OF ENGINE R1340N1, S/N ZP102256 REVEALED THAT NO. 7 PISTON ROD ASSEMBLY FRACTURE. (.4) ON JULY 13, 2000, ABOUT 0715 HOURS PACIFIC DAYLIGHT TIME, AN AIR TRACTOR AT-401, N4508Y, OPERATED BY FARMERS AERIAL SERVICE, INC., BLYTHE, CALIFORNIA, EXPERIENCED A PARTIAL LOSS OF ENGINE POWER DURING AN AERIAL APPLICATION FLIGHT NEAR RIPLEY, CALIFORNIA. UNABLE TO MAINTAIN ALTITUDE, THE PILOT MADE A FORCED LANDING IN A COTTON FIELD. DURING ROLLOUT, THE AIRPLANE COLLID ED WITH AN IRRIGATION CANAL SOIL EMBANKMENT AND NOSED OVER. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE COMMERCIAL CERTIFICATED PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE FLIGHT THAT WAS PERFORMED UNDER 14 CFR PART 137. THE FLIGHT ORIGINATED FROM BLYTHE ABOUT 0700. UNDER THE SUPERVISION OF A FEDERAL AVIATION ADMINISTRATION AIRWORTHINESS INSPECTOR, THE ENGINE WAS PARTIALLY TORN DOWN AND EXAMINED. THE INSPECTOR REPORTED FINDING THE CONNECTING ROD ASSOCIATED WITH THE NO. 7 CYLINDER SEVERED AT ITS MIDPOINT LOCATION. ALSO, THE ROD HAD SEPARATED FROM THE CRANKSHAFT. THE INSPECTOR INDICATED THAT THE ROD'S SEPARATION FROM THE CRANK PRECIPITATED ITS MIDPOINT BREAK. THE CONNECTING ROD PIECES WERE SEVERELY PEENED AND MECHANICALLY DAMAGED. NO OTHER EVIDENCE OF ANY PREEXISTING FAILURES OR MALFUNCTIONS WAS NOTED. THE ENGINE'S TOTAL TIME WAS REPORTED AT 5,267 HOURS. IT HAD BEEN OPERATED FOR 475 HOURS SINCE RECEIVING ITS LAST MAJOR OVERHAUL. 20000713010779A (-23) LOST CONTROL ON LANDING. A/C FLIPPED OVER ON BACK. 20000713012259A (-23) HARD LANDING DUE TO SUDDEN GUST. 20000713020569I (-23)EXTENSIVE MAINTENANCE HAD BEEN ACCOMPLISHED ON AIRCRAFT. AIRMAN/OWNER WAS SCHEDULED TO TAKE AIRCRAFT TO OSHKOSH AND ELECTED TO DO A "PRE-TRIP" SHAKEDOWN OF THE AIRCRAFT. THE CRAFT WAS PRE-FLIGHTED IN HANGER AND WHILE PULLING THE AIRCRAFT OUT OF THE HANGER, HEARD A "CLICKING" NOISE COMING FROM LH WHEEL. HE REMOVED WHEEL COVER AND FOUND A PEBBLE MAKING NOISE. REPLACED THE COVER AND STARTED AND TAXIED AIRCRAFT WITHOUT REMOVING TOWBAR. AIRMAN HAS SET A NEW PROCEDURE IN EFFECT REQUIRING THE AIRCRAFT TO BE PULLED OUT OF THE HANGER PRIOR TO COMMENCING PREFLIGHT AND TO MAKE A FINAL WALK AROUND PRIOR TO ENTERING THE AIRCAFFT FOR FLIGHT. 20000713024979I (-23)CREW TAXING ONTO CONGESTED RAMP AREA ATTEMPTED SLOW, TIGHT TURN CAUSING NOSEWHEEL TO COCK. AIRCRAFT CAME TO A STOP, REQUIRING BREAKWAY THRUST TO COMPLETE THE TURN. A PARKED, UNSECURED CE-172 BEHIND THE B-727 WAS BLOWN INTO A PARKED, SECURED CE-182 CAUSING MINOR DAMAGE TO BOTH AIRCRAFT. N1 & N2 VALUES DURING THE TAXI MAEUVER WERE NOT MONITORED DURING THE MANEUVER. FIXED-BASE OPERATOR ADVISED CREW TO PROCEED ONTO THE RAMP & PROVIDED MARSHALLING, BUT DID NOT ASSURE THAT ALL AIRCRAFT WERE TIED-DOWN & DID NOT ADVISE THE CREW THAT THERE WERE UNSECURED AIRCRAFT ON THE RAMP. 20000713026089I (-23) ON 7/14/00, INVESTIGATION OF THE INCIDENT AT MSV(SULLIVAN COUNTY AIRPORT NY) INDICATED THAT N5854Q LANDED GEAR UP FOR UNKNOWN REASONS. THERE WERE NO INJURIES TO THE PILOT WHO WAS THE SOLE OCCUPANT. THE A/C SUSTAINED MINOR DAMAGE. THE PILOT STATED IN A SIGNED STATEMENT THAT HE FORGOT TO PUT THE GEAR DOWN AND THAT THE GEAR HORN DID NOT WORK. INVESTIGATION IS CLOSED. 20000713027459I (-23)ON 7-13-2000 AT 1650 CDT, A PA-18-161, N246ND OPERATED BY THE UNIVERSITY OF NORTH DAKOTA AND FLOWN BY ^PRIVACY DATA OMI^ UNDERSHOT RUNWAY 35R AT GRAND FORKS INTERNATIONAL AIRPORT, ND. THE FLIGHT INSTRUCTOR AND STUDENT PILOT WERE PRACTICING TAKEOFFS AND LANDINGS. THE AIRCRAFT STALLED AND TOUCHED DOWN SHORT OF THE RUNWAY, THE NOSE GEAR WAS SEVERED ON IMPACT WITH THE RUNWAY END ABUTMENT RESULTING IN DAMAGE TO THE PROPELLER BLADES. THE AIRCRAFT CAME TO REST APPROXIMATELY 600 FEET FROM THE END OF THE RUNWAY. NO INJURIES WERE REPORTED TO THE FLIGHT INSTRUCTOR OR STUDENT PILOT. 20000713028529I (-23)IGL 1920000027-N9829B, A CESSNA 208 OPERATED BY MID-ATLANTIC FREIGHT INC., CERTIFICATE NUMBER ^PRIVACY D^, WAS FLYING ON AN FLIGHT PLAN AT 0800 FEET MSL, ENROUTE FROM CINCINNATI, OHIO TO DES MOINES, IWOA. AT APPROXMATELY 1 HOUR AND 15 MINUTES INTO THE FLIGHT THE PILOT NOTED THE LOW VOLTAGE WARNING LIGHT ILLUMINATE. TWO MINUTES LATER THE AIRCRAFT LOST ALL ELECTRICAL POWER AND ABILITY FOR THE PILOT TO PROCEED UNDER ELECTRONIC NAVIGATION TO ITS DESTINATION. THE AIRCRAFT WAS IN VMC CONDITIONS AND THE PILOT ELECTED TO MAKE A PRECAUTIONARY LANDING AT MONTICELLO, ILLINOIS. NO INJURIES TO THE PILOT, THE SOLE OCCUPANT, OR DAMAGE TO THE AIRCRAFT WAS SUTAINED DURING THIS EVENT. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000713028939A (.4)DURING CLIMB FOLLOWING TAKEOFF THE ENGINE OIL PRESSURE WENT TO 0 AND THE OIL TEMPERATURE INCREASED. THE PILOT REDUCED POWER, AND LOOKED FOR AN EMERGENCY LANDING SITE IN THE ROUGH MOUNTAINOUS TERRAIN HE WAS OVER FLYING. WHEN THE ENGINE BEGAN TO VIBRATE, THE PILOT SECURED THE ENGINE AND MADE AN EMERGENCY LANDING IN A FIELD WITH AN UNEVEN SURFACE. DURING LANDING ROLL, THE NOSE LANDING GEAR COLLAPSED CAUSING DAMAGE TO THE ENGINE FIREWALL. EXAMINATION OF THE ENGINE REVEALED THE NUMBER 3 CONNECTING ROD BEARING HAD FAILED DUE TO OIL STARVATION FOLLOWED BY FAILURE OF THE NUMBER 3 CONNECTING ROD. THE NUMBER I CONNECTING ROD BEARING HAD ALSO FAILED DUE TO REDUCED LUBRICATION. THE ENGINE CONTAINED 7 QUARTS OF AVIATION GRADE LUBRICATING OIL AND THE OIL PUMP AND INTERNAL OIL DISTRIBUTION SYSTEM WERE OPEN AND FUNCTIONED IN A NORMAL FASHION. THE CORRECT PARTS WERE VERIFIED. (-23)THE PILOT ^PRIVACY DATA OMITTED^ DEPARTED FROM LOS ALAMOS NM AIRPORT IN A MOONEY M20J, REGISTRATION N201DK AT APPROX. 1515 LOCAL TIME AND WHEN APPROXIMATELY 2 MILES FROM THE AIRPORT THE ENGINE OIL PRESSURE DROPPED TO ZERO, AND OIL TEMPERATURE ROSE HIGH, HE ATTEMPTED TO RETURN TO LOS AL AMOS AIRPORT WHEN THE AIRCRAFT STARTED TO VIBRATE, HE SHUT DOWN THE ENGINE AND ATTEMPTED AN EMEGENCY LANDING IN A FIELD. THE AIRCRAFT NOSE GEAR COLLAPSED ON LANDING. THERE WAS NOT OTHER DAMAGE TO THE AIRCRAFT. 20000713033769I (-23)ON 7-13-2000, ^PRIVACY DATA OMITTED^ A PRIVATE PILOT, WAS THE SOLE OCCUPANT ACTING AS PILOT IN COMMAND OF HIS PERSONALLY OWNED AIRCRAFT, A GLASAIR III, N111BH. ^PRIVACY DAT^ WAS ENGAGED IN A LOCAL PLEASURE FLIGHT WHEN HE LANDED AT THE FRESNO-YOSEMITE INTERNATIONAL AIRPORT, FRESNO, CA, ON RUNWAY 29R. DURING THE LANDING ROLL OUT THE AIRCRAFT NOSE GEAR COLLAPSED CAUSING DAMAGE TO THE NOSE GEAR DOORS, PROPELLER SPINNER FROM GROUND CONTACT, WITH NO STRUCTURAL DAMAGE TO THE AIRCRAFT AND IN INJURIES. A FAILED NOSE GEAR DOORS, PROPELLER AND PROPELLER SPINNER FROM GROUND CONTACT, WITH NO STRUCTUAL DAMAGE TO THE AIRCRAFT AND NO INJURIES. A FAILED NOSE GEAR ACTUATOR WAS JUDGED TO BE THE CAUSE OF THE NOSE GEAR COLLAPSE. AT THE SCENE OF THE INCIDENT ^PRIVACY DAT^ DID NOT HAVE A CURRENT MEDICAL CERTIFICATE IN HIS POSSESSION. IT WAS DETERMINED THE ^PRIVACY DAT^ DID NOT HAVE A CURRENT MEDICAL CERTIFICATE IN ACCORDANCE WITH FAR 61.23(A)(3)(I) NOR A CURRENT FLIGHT REVIEW IN ACCORDANCE WITH FAR 61.56(C). 20000713033849I (-23)AIRCRAFT LOST POWER DURING CRUISE FLIGHT, PILOT LANDED AIRCRAFT AT THE DAVIS UNIVERISTY AIRPORT DAVIS, CA. MAINTENANCE PERSONAL FOUND THAT THE ENGINE CRANKSHAFT WAS BROKEN. ENGINE HAD ONLY 250 HOURS SINCE MAJOR OVERHAUL. BY GILLS ENGINE OF RENO, NV. 20000713034159I (-23)WHILE ON A SUPERVISED SOLO FLIGHT, THE STUDENT PILOT LOST DIRECTIONAL CONTROL ON LANDING ROLLOUT, RESULTING IN A GROUNDLOOP. 20000713034299I (-23)ON THURSDAY, JULY 13, 2000 AT 0023 LOCAL, DURING LANDING ROLLOUT AFTER A FLIGHT FROM JFK TO SYR, A SF-340, N273AE, STRUCK A DEER WITH THE RIGHT HAND PROPELLER. TWO PROPELLER BLADES WERE DAMAGED. COMPANY MAINTENANCE ARRIVED FROM ALBANY AND DISASSEMBLED THE PROPELLER AND HUB FOR INSPECTION AND REPAIR. THE RIGHT HAND LANDING LIGHT LENS WAS ALSO CRACKED BY IMPACT WITH THE BEAST. ALL MAINTENANCE RECORDED ON LP1209144. TOW PROPELLER BLADES AND THE HUB WERE REPLACED. THIS INCIDENT IS CONSIDERED CLOSED. 20000713035089I (-23)ON JULY 13, 2000, AT 1035E, CHQA FLIGHT 4870, AN EMB-145, REGISTERED AS N265SK, S/N145-226, DIVERTED TO "PIT" AFTER THE "IN FLIGHT" SHUTDOWN OF THE #1 ENGINE. IN CRUISE FLIGHT, THEY RECEIVED A LOW OIL PRESSURE LIGHT. THE CREW FOLLOWED THE CHECKLIST, LANDED AT "PIT", AND TAXIED TO THE GATE WITHOUT INCIDENT. THE AIRCRAFT SHOWED TWO QUARTS OF OIL WHEN CHECKED AT THE GATE. THE ENGINE WAS SERVICED AND TEST RUN BY MAINTENANCE. THEY LOST APPROXIMATELY FOUR QUARTS IN 15 MINTUES. THE ENGINE WAS REMOVED AND SHIPPED TO "IDA". THE PMI WILL FOLLOW THE REPAIRS. A REPLACEMENT WAS INSTALLED, AND THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT/FIELD INSPECTIONS AND CLOSED. 20000713035679I (-23) ON JULY 13, 2000, ^PRIVACY DATA OMITTED OPERATED CESSNA CE-182, N2123R, AS PILOT IN COMMAND ON A FLIGHT FROM EMPORIA, KANSAS, TO NEW CENTURY/OLATHE AIRCENTER, OLATHE, KANSAS. AT APPROXIMATELY 1300 CDT, WHILE APPROACHING RUNWAY 35 FOR A LANDING, ^PRIVACY DA^ LOST CONTROL OF CESSNA N2123R AND DEPARTED THE RUNWAY RESULTING IN DAMAGE TO THE PROPELLER AND THE LEFT WINGTIP. AN AIR TRAFFIC CONTROLLER ON DUTY AT THE NEW CENTURY TOWER STATED THAT THE AIRCRAFT WAS IN AN UNUSUALLY STEEP RATE OF DESCENT DURING THE APPROACH TO LANDING, THEN TOUCHED DOWN WITH THE TAIL HIGH AND VEERED OFF THE RIGHT SIDE OF THE RUNWAY. ^PRIVACY DATA OMITTED^ INCIDENT #CE2000IGA068 IS CLOSED. 20000713035689I (-23) THE EVENING OF JULY 12, 2000, MAINTENANCE PERSONNEL LUBED THE BLED VALVES ON THE NUMBER TWO ENGINE AND PERFORMED A CLEARING RUN. N233TM DEPARTED ELKO AS FLIGHT 311 ON JULY 13, 2000, TO REPOSITION AT RENO/TAHOE INTERNATIONAL. ON CLIMB OUT THE CABIN CREW NOTICED THE SMELL OF SMOKE FOLLOWED BY THE ALARM SOUNDING AND VISIBLE SMOKE IN THE CABIN. THE AIRCRAFT RETURNED TO ELKO AND LANDED WITHOUT INCIDENT. 20000713036359A (-23)WITNESS STATEMENTS INDICATE THAT AFTER TAKE-OFF, AIRCRAFT CLIMBED AT STEEP ANGLE AND THEN BANKED LEFT, INCREASING CLIMB ANGLE. AIRPLANE APPEARED TO STALL AND THAN LEFT WING DROPPED SHARPLY. AIRPLANE DESCENDED, IMPACTING TERRAIN. LAKE COUNTY SHERIFF'S DEPARTMENT POST CRASH BLOOD SCREENING INDICATED WHOLE BLOOD ALCOHOL CONTENTS OF 159.1 MG/DL. (.4)ON JULY 13, 2000, AT APPROXIMATELY 1700 EASTERN STANDARD TIME, AN AMATEUR BUILT CHILIAN KITFOX, 1200 IV, N456RC, PILOTED BY A COMMERCIAL PILOT, WAS SUBSTANTIALLY DAMAGED FOLLOWING A LOSS OF CONTROL AFTER TAKEOFF ON RUNWAY 18 (3,050 FEET BY 100 FEET, TURF), FROM THE LOWELL AIRPORT, LOWELL, INDIANA. THE FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91, AND WAS NOT OPERATING ON A FLIGHT PLAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT WAS SERIOUSLY INJURED. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. A WITNESS REPORTED THE FOLLOWING INFORMATION: "THE AIRPLANE ROLLED ABOUT 150 FEET DOWN THE RUNWAY AND IT SEEMED TO ME THE PILOT PULLED THE PLANE INTO THE AIR AT MINIMUM AIRSPEED. THE PLANE CONTINUED TO FLY STRAIGHT FOR ABOUT 100 FEET AND LEVELED. IT SEEMED TO BECOME MORE STABLE IN THE AIR." "AT THIS POINT THE PILOT PULLED THE PLANE INTO WHAT I CONSIDERED TO BE AN EXCESSIVE CLIMB ANGLE OF ABOUT 45 OR 50 DEGREES. [ANOTHER PILOT] STANDING NEAR ME SAID SOMETHING ABOUT THAT BEING A VERY HIGH ANGLE OF ATTACK. I REMEMBER THINKING THE PILOT WAS MAKING A SHORT HIGH TAKE OFF TO 'HOT DOG' OR MAKE AN IMPRESSION OF HIS PLANES PERFORMANCE FOR US." THE PLANE CONTINUED TO CLIMB AT THIS VERY HIGH ANGLE AND THE PILOT BEGAN TO BANK THE PLANE ABOUT 10 DEGREES TO THE LEFT OR EAST. HE ALSO RAISED THE NOSE TO AN EVEN HIGHER ANGLE OF CLIMB THAN BEFORE. PERHAPS 60 DEGREES OF CLIMB NOW SEEMED TO BE THE CASE." "EITHER [THE OTHER PILOT] OR I SAID SOMETHING OUT LOUD ABOUT THE ANGLE OF CLIMB AND THE BANK AND THAT IT LOOKED LIKE HE MIGHT STALL THE AIRPLANE." "THE PLANE WAS NOW HEADING EAST IN A VERY HIGH ANGLE OF ATTACK AND THE PILOT CONTINUED TO INCREASE THE BANK ANGLE TO ABOUT 30 DEGREES. THE AIRPLANE WAS SLOWING CONSIDERABLY AND [OTHER PILOT] SAID OUT LOUD, 'I THINK HE IS GOING TO STALL IT'." "AT ALMOST THAT EXACT MOMENT THE PLANE STALLED AND THE LEFT WING DROPPED SHARPLY, TURNING THE NOSE OF THE PLANE TO THE NORTH. THE PLANE BEGAN TO FALL VERY SHARPLY DOWNWARD AND IT WAS CLEAR IT WAS GOING INTO THE GROUND FROM AN ALTITUDE I WOULD GUESS TO BE AROUND 100 TO 125 FEET A.G.L. (ABOVE GROUND LEVEL)" THE WITNESS CONTINUED, "BY THIS TIME THE PLANE HAD IMPACTED THE GROUND MAKING A VERY LOUD DULL THUD SOUND. IT CAME DOWN ABOUT 250 FEET INTO A CORNFIELD ON THE EAST SIDE OF THE RUNWAY AND ABOUT 600 OR SO FEET FROM THE NORTH END OF THE RUNWAY." ACCORDING TO A LAKE COUNTY POLICE DEPARTMENT REPORT, "THE PILOT...WAS TRANSPORTED TO ST. ANTHONY'S MEDICAL CENTER FOR TREATMENT OF INJURIES. PARAMEDICS AND MEDICAL STAFF ADVISED OFFICER...THAT THE VICTIM SMELLED STRONGLY OF ALCOHOLIC BEVERAGES; MEDICAL RECORDS OBTAINED BY SUBPOENA INDICATED THAT [THE PILOT'S] BLOOD ALCOHOL LEVEL WAS .159%." 14 CFR PART 91.17(A)(4) STATES, "NO PERSON MAY ACT OR ATTEMPT TO ACT AS A CREWMEMBER OF A CIVIL AIRCRAFT WHILE HAVING .04 PERCENT BY WEIGHT OR MORE ALCOHOL IN THE BLOOD." 20000713037159A (-23)A/C LANDED HARD ON RUNWAY 3D AT PARK RIVER ND AIRPORT (V37), A/C EXITED LEFT SIDE OF RUNNING THROUGH TALL GRASS AND TIPPED ON ITS BACK. DAMAGE TO RUDDER AND VERTICAL FIN. PILOT CLAIMED BRAKE FROZE UP BUT NO EVIDENCE COULD BE SUBSTANTIATED. NO OTHER MECHANICAL IRREGULARITIES NOTED. 20000714005119A (-23) ON JULY 14, 2000, AT 1040 CDT, AN ALON-415 (EROUPE) N99236, OWNED BY BENJAMIN E. LEFEVER AND WILLIAM K. JOHNSON, 516 HILLIARD DR. FAYETTEVILLE, N.C. 28311 STRUCK A LARGE BIRD WITH THE LEADING EDGE OF THE RIGHT WING DURING A BUSINESS TRIP. VFR FLIGHT CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE A/C WAS SUBSTANTIALLY DAMAGED, AND THE CREW WAS NOT INJURED. THE PILOT HOLDS AN AIRLINE TRANSPORT PILOT. THE FLIGHT ORIGINATED AT GREGG COUNTY AIRPORT (GGG) ON JULY 14, 2000 AT 0830 CDT. 20000714005639A (-23) DURING THE FLARE AND LEVEL-OFF WHILE PRACTICING FULL TOUCHDOWN AUTOROTATIONS THE MAIN ROTOR SEVERED THE TAILBOOM. (.4) ON JULY 14, 2000, AT 0945 HOURS PACIFIC DAYLIGHT TIME, A ROBINSON R-22 BETA, N169CW, LANDED HARD AND THE MAIN ROTOR SEVERED THE TAIL BOOM DURING AN AUTOROTATION TO THE GROUND NEAR LAKE PIRU, CALIFORNIA. THE FLIGHT INSTRUCTOR AND THE COMMERCIAL PILOT WERE NOT INJURED. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE. THE PURPOSE OF THE INSTRUCTIONAL FLIGHT WAS A PREPARATION FOR A FLIGHT INSTRUCTOR CHECK RIDE. THE HELICOPTER, OPERATED BY GROUP THREE AVIATION, WAS BEING FLOWN UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE LOCAL AREA FLIGHT. THE FLIGHT ORIGINATED AT 0810. ACCORDING TO THE FLIGHT INSTRUCTOR, THEY WERE PRACTICING FULL TOUCHDOWN AUTOROTATIONS AND HAD COMPLETED ONE PRIOR TO THIS ATTEMPT. THE FLIGHT INSTRUCTOR STATED THAT IN THE PRIOR AUTOROTATION THE STUDENT HAD PLACED THE CYCLIC TOO FAR FORWARD, AND DURING THIS ATTEMPT THE CYCLIC WAS MOVED TOO FAR BACK, AND THE MAIN ROTOR CAME INTO CONTACT WITH THE TAILBOOM ASSEMBLY. ACCORDING TO THE OPERATO R, UPON GROUND CONTACT, THE TAIL BOOM LEVELED RESULTING IN TAIL BOOM CONTACT WITH THE MAIN ROTOR IN THE PLAIN OF ROTATION. THE TAIL BOOM WAS SEVERED UPON IMPACT WITH THE MAIN ROTOR. 20000714006949A (-23) A/C CRASHED NOSE DOWN APPROX. 725 FEET FROM END OF RUNWAY. (.4) ACCORDING TO FAA MEMPHIS AIR ROUTE TRAFFIC CONTROL TRANSCRIPTS, THE AIRPLANE RADIOED APPROACH CONTROL RADAR AT 1748 CENTRAL DAYLIGHT TIME REQUESTING VFR FLIGHT FOLLOWING TO THE HOLLY SPRINGS AIRPORT. AFTER IDENTIFYING THE FLIGHT, THE CONTROLLER ASSIGNED THE FLIGHT A DIFFERENT FREQUENCY, BUT THEY DID NOT HEAR FROM N9429U AGAIN. THERE WERE NO WITNESSES TO THE CRASH. AIR FORCE RESCUE COORDINATION CENTER, LANGLEY, PICKED UP ELT TRANSMISSIONS SOUTH OF THE HOLLY SPRINGS AIRPORT AT 2001 AND ALERTED MISSISSIPPI CIVIL AIR PATROL AT 0300. THE AIRCRAFT WRECKAGE WAS LOCATED AT 0745 ON JULY 15, 2000. AIRCRAFT, ENGINE AND ALL ASSOCIATED COMPONENTS REVEALED NO SIGNS OF MALFUNCTION OR FAILURE. PROPER FUEL AND LUBRICATION WERE ABOARD THE AIRCRAFT AT THE CRASH SITE. SEVENTY-NINE POUNDS OF MARIJUANA AND DRUG PARAPHERNALIA WERE FOUND IN THE WRECKAGE. THE FAA TOXICOLOGICAL EXAMINATION OF THE PILOT REVEALED HE HAD RECENTLY USED THREE DIFFERENT ILLEGAL RECREATIONAL DRUGS, AND WAS IMPAIRED BY THE EFFECTS OF THE LEVELS OF METHAMPHETAMINE AND THE MDMA FOUND. 20000714011799A (-23)WHILE FLYING ON A NON-STOP IFR FLIGHT FROM BOULDER, CO. TO LAS VEGAS MC CARRAN AIRPORT, THE A/C RAN OUT OF FUEL AND STRUCK HIGH POWER ELECTRICAL LINES BEFORE CRASH LANDING IN THE INTERSECTION OF FLAMINGO ROAD AND SWENSON STREET IN LAS VEGAS, NV. INVESTIGATION REVEALED THE FUEL SELECTOR WAS ON BOTH TANKS. THE PILOT RECEIVED A SEVERE BACK INJURY REQUIRING CORRECTIVE SURGERY. THE TWO PASSENGERS ONLY MINOR INJURIES. SUBSTANTIAL DAMAGE TO A/C OCCURRED ALONG WITH ADDITIONAL PROPERTY DAMAGE AT THE SCENE. 20000714020999I (-23)ON JULY 14, 2000 AT 1216 LOCAL AN EXPERIMENTAL AIRCRAFT, AN RV-4, N474M AT THE NORTH MYRTLE BEACH AIRPORT, NORTH MYRTLY BEACH, SC (CRE) WHEN TAXING, INADVERTENTLY TAXIED OFF THE TAXIWAY ONTO THE GRASS AT THE APPROACH END OF RUNWAY 5. WHEN BRAKES WERE APPLIED TO STOP, THE AIRCRAFT NOSED OVER AND CAME TO REST ON IT'S NOSE. THE PILOT WAS THE SINGLE OCCUPANT AND WAS NOT INJURED. THE AIRCRAFT PROPELLER AND LEFT WING TIP WERE DAMAGED. 20000714034859I (-23) GEAR UP LANDING GO AROUND NORMAL LANDING MADE. 20000714034869I (-23) AIRCRAFT DEPARTED BWI ENROUTE TO ALB. DURING CLIMB FROM 1300' TO 1700', OVER LNS VOR, PILOT NOTICED LOW HYDRAULIC QUANITY INDICATION. HYDRAULIC PRESSURE SHOWED NORMAL. PILOT MADE DECISION TO PERFORM PRECAUTIONARY LANDING AT MDT. AN UNEVENTFUL LANDING WAS MADE AT MDT, WITH NO INJURIES AND NO DAMAGE TO THE AIRCRAFT. INSPECTION REVEALED A CRACK IN THE GROUND SPOILER HYDRAULIC PRESSURE LINE AT THE OUTBOARD SPOILER ACTUATOR. SUBMISSION OF A SERVICE DIFFICULTY REPORT (SDR) SILL CLOSE THIS INCIDENT. 20000714035899I (-23)ON JULY 14, 2000, APPROXIMATELY 0930 CST, CESSNA TU206G, N625WJ, DEPARTED A GRASS RUNWAY AND HIT A SIGNPOST DURING AN EMERGENCY LANDING ON A PRIVATE STRIP NEAR LINCOLN, NE. THE PIC AND TWO PASSENGERS REPORTED NO INJURY. THE PIC REPORTED A COMPLETE LOSS OF ENGINE POWER WHILE CLIMBING THROUGH 4000 FEET AGL. SUBSEQUENT INSPECTION DISCLOSED A FAILURE WITH THE #1 CYLINDER CONNECTING ROD, P/N 633403. 20000714035949I (-23) DURING LANDING ROLL-OUT, RIGHT MAIN GEAR COLLAPSED. INSPECTION BY MAINTENANCE PERSONNEL DETERMINED THAT THE TRUNNION BOLT HAD BROKEN AT THE HEAD AND ALLOWED THE BOLT TO MIGRATE OUT OF THE TRUNNION. THE NUT AND COTTER KEY WERE STILL ATTACHED TO THE BOLT. THE AIRCRAFT HAS MINOR SKIN DAMAGE TO RIGHT FLAP, ENGINE, AND PROPELLER. M OR D REPORT FILED BY OPERATOR. INCIDENT #CE2000IGA067 IS CONSIDERED CLOSED WITH THIS REPORT. 20000714035979I (-23)^PRIVACY DA^ ADMITTED HE RETRACTED THE LANDING GEAR WHILE TAXING TO THE RAMP INSTEAD OF THE FLAPS. 20000714040269A (-23) PILOT DEPARTED OZARK-FRANKLIN COUNTY AIRPORT (7M5), OZARK, ARKANSAS, ON A VFR FLIGHT TO SEDALIA MEMORIAL AIRPORT (DMO), SEDALIA, MISSOURI. THE FUEL TANKS WERE TOPPED OFF PRIOR TO DEPARTURE. APPROXIMATELY THREE HOURS LATER, IN THE VICINITY OF WINDSOR, MISSOURI, THE ENGINE BEGAN TO RUN INTERMITTENTLY, AND THE PILOT ELECTED TO MAKE A PRECAUTIONARY LANDING AT WINDSOR MUNICIPAL AIRPORT (M26), WINDSOR, MISSOURI, APPROXIMATELY 20 MILES SHORT OF HIS DESTINATION. DURING THE LANDING ROLLOUT ON RUNWAY 20, THE PILOT APPLIED EXCESSIVE BRAKING FORCE, AND THE AIRPLANE NOSED OVER, COMING TO A REST INVERTED. THERE WAS SUBSTANTIAL DAMAGE TO THE AIRPLANE, AND THE PILOT SUSTAINED SERIOUS INJURIES. POST-ACCIDENT INVESTIGATION REVEALED APPROXIMATELY THREE AND ONE-HALF GALLONS OF GASOLINE REMAINING IN THE FUEL TANKS, WITH NO EVIDENCE OF LEAKAGE OR SPILLAGE. THE AIRPLANE HAS A 46-GALLON FUEL CAPACITY, OF WHICH FIVE GALLONS ARE UNUSABLE, AND A CRUISE FUEL CONSUMPTION OF APPROXIMATELY 15 GALLONS PER HOUR. 20000714042239A (-23) AIRMAN WAS PREPARING FOR TAKE-OFF TO PRACTICE TAKE-OFF AND LANDINGS. HE WAS AWARE OF A NEAR EMPTY FUEL TANK DISCOVERED DURING HIS PRE-FLIGHT INSPECTION. HE PERFORMED HIS TAXI AND RUN-UP ON THE EMPTY TANK. BEFORE TAKE-OFF HE PLANNED TO SWITCH TO THE OTHER TANK WITH ADEQUATE FUEL. HOWEVER, THE AIRMAN WAS DISTRACTED BY AN APPROACHING AIRCRAFT AND FORGOT TO MAKE THE SWITCH BEFORE TAKING OFF. AT 300 FEET THE ENGINE QUIT AND HE WAS FORCED TO MAKE AN OFF AIRPORT LANDING. THE AIRMAN WAS COUNSELED ON USING A CHECKLIST AND GETTING PROPER FLIGHT INSTRUCTION. 20000714042289A (-23) ON JULY 14, 2000, A FLOAT EQUIPPED AERONCA 11AC REGISTERED TO AND PILOTED BY DEAN P. EISBERG, WAS INVOLVED IN AN AIRCRAFT ACCIDENT ON 3 MILE LAKE, ALASKA. ACCORDING TO THE PILOT, HE WAS PRACTICING LANDINGS AND ON TAKE OFF FROM THE SECOND LANDING WHILE TURNING HE STALLED AND CRASHED INTO THE LAKE. THE FLIGHT WAS OPERATED UNDER THE PROVISIONS OF FAR PART 91. THE PILOT, THE SOLE OCCUPANT, SUSTAINED CUTS AND BRUISES TO HIS RIGHT EYE. THE AIRCRAFT HOWEVER RECEIVED SUBSTANTIAL DAMAGE AND SLOWLY SANK. 20000715005199A (-23) WIND DIED ON TAKEOFF, COUNLD NOT SUSTAIN FLIGHT. APPEARS A/C LIMITATIONS WERE EXCEEDED. 20000715006029A (-23) A CESSNA MODEL 150L N18124 PILOTED BY^PRIVACY^MILLER DEPARTED RESERVE NM AT APPROXIMATELY 1610 LOCAL TIME AND LOST POWER AFTER TAKE-OFF FROM RUNWAY 24 AND AS THE PILOT TURNED LEFT TO ATTEMPT TO LAND ON HIGHWAY 180 THE AIRCRAFT IMPACTED TREES ALONGSIDE THE HIGHWAY. THERE WERE NO INJURIES TO THE TWO OCCUPANTS ON BOARD. (.4)SHORTLY AFTER TAKEOFF, AT APPROXIMATELY 100 FEET AGL, THE AIRPLANE 'LOST PERFORMANCE' AND BEGAN TO LOSE ALTITUDE. THE PILOT TURNED TOWARDS DESCENDING TERRAIN AND ATTEMPTED TO LAND ON A ROAD. INSUFFICIENT ALTITUDE RESULTED IN THE AIRPLANE COLLIDING WITH TREES. THE ENGINE WAS EXAMINED BY THE PILOT'S PERSONAL MECHANIC, WHO DISCOVERED THE CLUTCH ASSEMBLY ON THE PRESTOLITE STARTER HAD SEIZED DUE TO A FAILED NEEDLE BEARING. EXAMINATION OF THE AIRPLANE MAINTENANCE RECORDS DISCLOSED NO EVIDENCE THAT TCM S.B. M79-10, WHICH PROVIDES POSITIVE LUBRICATION TO THE STARTER CLUTCH, HAD BEEN ACCOMPLISHED. 20000715007729A (-23) ON JULY 15, 2000 AT 1300 CDT, A BEECH MODEL 35, N3424B, REGISTERED TO AND OPERATED BY A PRIVATE OWNED UNDER TITLE 14 CFR PART 91, EXECUTED A GO AROUND AT CRYSTAL LAKE (5M5) ON RUNWAY 27, MADE A LEFT BANK 1/4 MILE FROM AIRPORT AND STALLED THE AIRCRAFT OVER A PASTURE. THE AIRCRAFT IMPACTED THE GROUND WITH THE RIGHT WING AND NOSE SECTION HITTING THE EARTH FIRST. SUBSTANTIAL DAMAGE TO AIRCRAFT OCCURRED. THE COMMERCIAL PILOT STATED THAT HE FORGOT TO LOWER THE LANDING GEAR WHILE ON APPROACH TO CRYSTAL LAKE AIRPORT (5M). A SOLE PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED. N3424B MADE A FUEL STOP AT SMITH FIELD (SLG) PRIOR TO THE ACCIDENT. THE PLEASURE FLIGHT ORIGINATED FROM BONHAM, TEXAS. 20000715007899A (-23) ON 7/15/2000 APPROX. 1845 CST, BE-35, N947V, STRUCK A FIBER OPTIC CABLE OVER THE LOUP RIVER, 2 1/2 MILES SOUTH OF COLUMBUS, NE. THE PIC AND SOLE OCCUPANT WAS FATALLY INJURED DURING THE UNCONTROLLED LANDING. WITNESSES DISCLOSED THE A/C HAD DEPARTED FREMONT, NE. APPROX. 45 MINUTES PRIOR TO THE ACCIDENT AND MADE SEVERAL LOW PASSES OVER THE RIVER WHILE ENTOUTE TO THE COLUMBUS, NE MUNICIPAL AIRPORT. THE A/C STRUCK THE WIRE LOCATED 63 FEET AGL. FORCING THE A/C INTO A SANDBAR. THE A/C BROKE APART UPON IMPACT AND BURNED. SUBSEQUENT INVESTIGATION FAILED TO DISCLOSE ANY MECHANICAL PROBLEMS WITH THE A/C. 20000715008359A (-23) A/C ON FINAL AOPPROACH FOR LANDING, FORM EAST TO WEST ON DIRT RUNWAY. EAST END OF RUNWAY LANDING APPROACH HAS POWER LINES, LOCATED ON 80TH STREET WEST, (RUNNING NORTH AND SOUTH). WHEN A/C PASSED OVER POWER LINES, GUST OF WIND CAUGHT A/C AND CAUSED A/C TO CONTACT LINES. POWER LINES BOWED, A/C WAS SLOWED AND LOST LIFT, LINES BROKE, A/C FELL W/VERY LITTLE FORWARD SPEED. A/C CONTACTED THE GROUND WITH THE MAIN LANDING GEAR. DAMAGE TO THE MAIN LANDING GEAR, PROPELLOR, WINGS, FUSELAGE, AND POSSIBLY ENGINE DAMAGE OCCURRED. (.4) ON JULY 15, 2000, AT 1150 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-22-160, N8768D, COLLIDED WITH POWER LINES ON APPROACH TO A DIRT AIRSTRIP AT LANCASTER, CALIFORNIA. THE PRIVATE PILOT AND HIS PASSENGER SUSTAINED MINOR INJURIES. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING THE CONTACT WITH THE POWER LINES. THE PERSONAL CROSS-COUNTRY FLIGHT WAS CONDUCTED UNDER CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE AIRPLANE HAD TAKEN OFF FROM TEHACHAPI AT 1100, AND WAS DESTINED FOR LITTLE BUTTES ANTIQUE AIRSTRIP IN LANCASTER. VISUAL METEOROLOGICAL CONDITIONS PREVAIL ED AT THE TIME OF THE ACCIDENT AND A FLIGHT PLAN WAS NOT FILED. THE PILOT SAID HE WAS LINED UP ON APPROACH TO THE DIRT RUNWAY IN A WESTERLY DIRECTION WHEN THE WIND BUFFETED HIM AROUND AND CAUSED A LOSS OF LIFT. THE TAIL WHEEL OF THE AIRPLANE STRUCK A POWER LINE ABOUT 30 FEET ABOVE GROUND LEVEL (AGL), AND THE AIRPLANE DESCENDED TO A NOSE FIRST GROUND IMPACT. THE IMPACT CAUSED DAMAGE TO THE PROPELLER, THE LANDING GEAR, LEFT REAR STRUT AND BOTTOM OF THE FUSELAGE. THE FEDERAL AVIATION ADMINISTRATION INSPECTOR WHO EXAMINED THE ACCIDENT SITE AT THE REQUEST OF THE SAFETY BOARD STATED THAT THE POWER LINES WERE ABOUT 30 FEET AGL, AND THAT THEY WERE MARKED WITH ORANGE BALLS. WINDS AT NEARBY LANCASTER FOX FIELD AT THE TIME OF THE ACCIDENT WERE 230 DEGREES AT 13 KNOTS, GUSTING TO 22 KNOTS. 20000715009899A (-23) AIRCRAFT CRASHED IN EMPTY FIELD DURING SPRAYING OPERATIONS. PILOT KILLED. NO WITNESSES. AIRCRAFT HAD BEEN FILLED WITH FUEL JUST PRIOR TO ACCIDENT. ENGINE APPEARED TO BE MAKING POWER AT IMPACT. THIS INVESTIGATION IS ONGOING. 20000715011029A (-23) A BARON 58, N7271R, WAS HOLDING ON THE CENTERLINE OF THE TAXIWAY APPROACH TO THE RUNUP AREA FOR RUNWAY 31 AT PALO ALTO AIRPORT. AT LEAST 6 A/C WERE IN THE RUNUP AREA WAITING CLEARANCE FOR TAKE OFF. AS A PLACE OPENED IN THE RUNUP AREA, THE BARON 58 PILOT ADVANCED THE THROTTLES TO BEGIN INTO THE RUNUP AREA. JUST AT THAT MOMENT, THIS CESSNA 172, N79004, APPROACHED FROM BEHIND ATTEMPTING TO PASS HIS LEFT WING OVER THE TOP OF RIGHT WING OF THE BARON 58 STRIKING THE BARON 58'S PROPELLER ON THE RIGHT ENGINE. THE PROPELLER BLADES ON THE RIGHT ENGINE WERE ALL BENT FORWARD.THE CESSNA'S LEFT WING SUSTAINED SUBSTANTIAL DAMAGE. 20000715011469A (-23) THE BARON 58, N7271R, WAS HOLDING ON THE CENTERLINE OF THE TAXIWAY APPROACH TO THE RUNUP FOR RUNWAY 31 AT PALO ALTO AIRPORT. AT LEAST 6 A/C WERE IN THE RUNUP AREA AWAITING CLEARANCE FOR TAKEOFF. AS A PLACE OPENED IN THE RUNUP AREA, THE BARON 58 PILOT ADVANCED THE THROTTLES TO BEGIN TO MOVE INTO THE RUNUP AREA. JUST AT THAT MOMENT, A CESSNA 172, N79004, APPROACHED FROM BEHIND TO PASS HIS LEFT WING OVER THE RIGHT WING OF THE BARON 58 STRIKING THE BARON 58'S PROPELLOR ON THE RIGHT ENGINE. THE PROPELLOR BLADES ON THE RIGHT ENGINE WERE ALL BENT FORWARD. THE CESSNA'S LEFT WING SUSTAINED SUBSTANTIAL DAMAGE. 20000715012629A (-23) MR. BOUAZIZ IS NOT A US CITIZEN. MR. BOUAZIZ IS FROM ELMENZEN, TUNISIA. HE STATED: ON TAKE OFF USING RUNWAY 31R, AT RHV, HE ROTATED AT 60 KTS BUT COULD NOT KEEP THE A/C FLYING. HE TRIED TO GO AROUND BUT HAD INSUFFICIENT ALTITUDE FOR THE GO AROUND AND CONSEQUENTLY LANDED OFF FIELD HITTING A FENCE.^PRIVACY DATA OMITTED^ 20000715013559A (-23) WHILE TAXING ONTO GRASS AT HARVEY FIELD IN SNOHOMISH WASHINGTON, THE RIGHT LANDIGN GEAR SUPPORT FAILED. INSPECTION AT THE OWNERS FACILITY REVEALED P/N 0741009-4 RIGHT LANDING GEAR SPRING FAILED AT THE MATING AREA OF THE P/N 0541121-2 LANDING GEAR OUTSIDE SUPPORT, LOCATED INSIDE THE AIRCRAFT FUSELAGE. THIS FAILURE CAUSED THE LANDING GEAR TO PENETRATE THE CABIN AFT TO THE RIGHT CREW DOOR. SUBSTANTIAL DAMAGE ALSO OCCURRED TO THE RIGHT SIDE OF THE HORIZONTAL STABILIZER, RIGHT ELEVATOR, AND OUTBOARD SECTION OF THE RIGHT WING. INSPECTION OF AIRCRAFT RECORDS FOUND AN ANNUAL INSPECTION HAD BEEN COMPLETED 60.27 HOURS PRIOR TO THE FAILURE ON JUNE 15, 2000. NO ACTIVATION OF THE AIRCRAFT ELT WAS NOTED. PART TOTAL TIME 14306 HOURS. NO PROPELLER STRIKE DAMAGE NOTED. 20000715020959I (-23)ON JULY 17, 2000, AT APPROXIMATELY 0800AM, OUR OFFICE RECEIVED A CALL FROM THE OWNER OF PUERTO RICO SKYDVING SCHOOL, ^PRIVACY DATA ^, REGARDING AN ACCIDENT THAT HAPPENED ON JULY 15, 2000, AT APPROXIMATELY 0645PM, AT HUMACAO AIRPORT, IN WHICH ^PRIVACY DATA OMI^, INSTRUCTOR PARACHUTIST OF PUERTO RICO SKYDIVING SCHOOL, DIED WHEN HE IMPACTED THE RUNWAY AT A STEEP ANGLE OF DESCENT AT HUMACAO AIRPORT, DUE TO CONTROL PROBLEMS WITH HIS PARACHUTE WHILE APPROACHING AT THE LENDING AREA AT HUMACAO AIRPORT. EYE WITNESSES AT THE SCENE WERE INTERVIEWED AND STATED THAT ^PRIVACY DATA OM^ LOST CONTROL OF THE PARACHUTE APPROXIMATELY ON THE LAST 100 FEET. ONE OF THE INSTRUCTOR AT THE SCENE, ^PRIVACY DATA^, SAID THAT HE SAW ^PRIVACY ^ STRUGGLING WITH HIS PARACHUTE DUE TO THE FACT HE LOST FOR SOME REASON THE CONTROL HANDLES WHICH ALLOWS HIM TO CONTROL THE PARACHUTE ON THE APPROACH. ^PRIVACY ^ HAD AN ESTIMATED 1000 JUMPS AND HE WAS ONE OF THE INSTRUCTORS OF THE PUERTO RICE SKYDIVING SCHOOL. ^PRIVACY DATA ^ STATED THAT THE PARACHUTE WAS PACKED BY ^PRIVACY ^. 20000715028369I (-23)SOLO PILOT HAD DEPARTED HUMBOLDT, TENNESSEE THREE HOURS EARLIER IN A CHEROKEE WITH A STATED DESTINATION OF WICHITA MID CONTINENT AIRPORT. DURING DECENT THE ENGINE QUIT AND PILOT WAS ABLE TO LAND IN CESSNA FIELD JUST NORTH ON MCCONNELL AFB. THERE WERE NO INJUIRES AND ONE PREVIOUSLY CRACKED WHEEL FAIRING HAD TO BE REPLACED. INSUFFICIENT AND CONFLICTING EVIDENCE FOR FUEL STARVATION ENFORCEMENT. COUNSELING APPROPRIATE. 20000715030269I (-23)WHILE ENROUTE TO RDD, ENGINE FAILED AT 11,500 FEET, 40 NE OF RDD, CONTINUED THE FLIGHT TO RDD AFTER CONTACTING OAK CENTER, SHORTLY THEREAFTER THE SECOND ENGINE FAILED. THE AIRCRAFT LANDED ON HIGHWAY 299E IN REDDING. THE REDDING JEST CENTER RESPONDED TO CHECK THE AIRCRAFT AND PROVIDED ANY ADDITIONAL FUEL. THE AIRCRAFT HAD FUEL ON BOARD AND THE ENGINES WERE CHECKED OK. THE AIRCRAFT TOOK OFF FROM THE HIGHWAY AND CONTINUED TO RDD WITHOUT FURTHER INCIDENT. 20000715034509I (-23)ON JULY 15, 2000, A BEECH A36, N3075W WAS LANDING AT ALBUQUERQUE SUNPORT ON RUNWAY 3, WHEN THE PRIVATE PILOT, ^PRIVACY D^ FORGOT TO EXTEND THE LANDING GEAR AND LANDED GEAR UP. ^PRIVACY D^ STATED THAT ALBUQUERQUE APPROACH STAGED HIM BETWEEN TWO BOEING 737 AIRCRAFT AND HE WAS ASKED TO KEEP HIS SPEED UP. HE BECAME DISTRACTED FROM HIS NORMAL ROUTINE AND DID NOT LOWER THE LANDING GEAR WHEN HE LOWERED HIS FLAPS. BY THE TIME HE REALIZED HIS LANDING GEAR WAS NOT DOWN, IT WAS TOO LATE. THE PILOT WAS NOT INJURED AND THE AIRCRAFT RECEIVED DAMAGE TO THE PROPELLER AND BOTTOM OF THE FUSELAGE. 20000715034739I (-23)STUDENT WAS DOING A PRACTICE AUTO-ROTATION DECENT TO A POWER RECOVERY. THE ENGINE HAD QUIT DURING MAKING A TOUCHDOWN AUTO-ROTATION NECESSARY. THE FACT THAT THE ENGINE HAD QUIT WAS NOT REALIZED UNTIL THE POWER RECOVERY WAS ATTEMPTED AND AT THAT POINT THE HELICOPTER WAS NOT IN AN IDEAL POSITION FOR THE TOUCHDOWN. THE INSTRUCTOR HAD TAKEN OVER THE CONTROLS AND COMPLETED THE TOUCHDOWN AUTOROTATION TO THE RUNWAY. THE LANDING WAS SOMEWHAT HARDED THAN NORMAL CAUSING THE AFT SKID CROSSTUBE TO BEND AND CAUSING A SMALL WRINKLE IN THE MAST FAIRING 20000715035489I (-23)PILOT STATED THAT THE BRAKES SEEMED TO BE LOCKED ON TWO ATTEMPTS TO LAND AT LAUREL, MONTANA. HE THEN DECIDED TO GO TO BILLINGS, MONTANA, WHERE HE COULD GET HELP. HE STATED THAT THE BRAKES LOCKED ON HIM IN BILLINGS ALSO. HE THEN WAS CLEARED TO LAND ON TAXIWAY "G" AND HE LANDED WITH LOCKED BRAKES AND SLID INTO TAXIWAY SIGN. 20000715035499I (-23)ON JULY 15, 2000, AT 1235E, AN SF-340, S/N 340-341, REGISTERED AS AIRCRAFT N341SB, AND BEING OPERATED AS "SIMA" FLIGHT #5050, RETURNED TO AND LANDED ON TUNWAY 28R AT THE PITTSBURGH INTERNATIONAL AIRPORT (PIT). THE AIRCRAFT TAXIED TO THE GATE WITHOUT INCIDENT. THE #1 ENGINE WAS SHUT DOWN AFTER TAKEOFF DUE TO HOT TAIL PIPE INDICATION. MAINTENANCE FOUND WATER IN THE CANNON PLUG. THE PLUG WAS CLEANED AND SYSTEM OPS CHECKED. THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000715035699I (-23)ON JULY 15, 2000, AT APPROXIMATELY 1520 CDT LOCAL TIME, N871F, A COZY MARK IV, AN EXPERIMENTAL AMATEUR BUILD AIRCRAFT, DURING LANDING ROLL ON RUNWAY 17R AT LUBBOCK INTERNATIONAL AIRPORT(LBB), LUBBOCK, TEXAS, LOST THE NOSEGEAR. THE FORK SECTION BECAME DETACHED FROM NOSE LANDING GEAR LEG AT THE ATTACHMENT POINT. THE FOUR BOLTS THAT HOLD THE FORK SECTION FAILED. THIS INCIDENT RESULTED IN MINOR DAMAGE TO THE AIRCRAFT NOSEGEAR LEG. IMPROPER BOLTS APPLICATION, WHICH RESULTED IN THE BOLTS' HEAD FAILING. NO INJURIES TO EITHER THE PILOT OR PASSENGER. VFR WEATHER PREVAILED. BUILDER HAS CONTACTED THE AIRCRAFT DESIGNER, AND DESIGNER WILL ISSUE A NEWSLETTER TO PREVENT THIS FROM HAPPENING IN THE FUTURE. 20000715035919I (-23) ON JULY 15, 2000, A PIPER PA32R, REGISTERED AS N4135Q MADE A HARD LANDING AT THE JOHNSTOWN AIRPORT(JST) ON RUNWAY 33 ILS APPROACH. AIRCRAFT CAME TO REST AT APPROXIMATELY 2000 FEET DOWN RUNWAY 33 AND 50 FEET OFF RUNWAY INTO THE GRASS. DAMAGE TO NOSE GEAR, PROPELLER AND UNDER SKIN. ^PRIVACY DATA OMITTED^ 20000715040569A (-23) DURING TAKE-OFF MR. GRAHAM, THE AIRCRAFT OWNER, WAS AT THE CONTROLS. HE FELT THE AIRCRAFT SPUTTERING AND TURNED THE CONTROLS OVER TO MR. BROWN, THE PIC. THEY CLEARED THE TREES AT THE END OF THE RUNWAY. THE ENGINE QUIT DUE TO FUEL STARVATION. THE AIRCRAFT LANDED APPROXIMATELY 50 FEET UP IN THE TREES, ACROSS THE ROAD FROM THE END OF THE RUNWAY. MR. GRAHAM STATED HE FLEW BY TIME, NOT BY THE FUEL GAUGES, BECAUSE THEY WERE HAVING PROBLEMS WITH THE GAUGES. HE BELIEVED HE HAD ONLY 2 GALLONS OF UNUSEABLE FUEL. THE WEIGHT AND BALANCE SHEET AND THE TYPE CERTIFICATE SHOW 9 GALLONS UNUSEABLE FUEL. MR. GRAHAM SAID HE HAD FUEL FOR 2.5 HOURS. THE AIRCRAFT WAS FLOWN FOR 4 HRS. NO EVIDENCE OF FUEL FOUND ON GROUND OR IN TREES AT THE SCENE. RIGHT WING WAS EMPTY. LEFT WING HAD APPROXIMATELY 2 GALLONS OF FUEL INSIDE. 20000716005739A (-23)THE PILOT STATED THAT THE AIRCRAFT ENCOUNTERED WIN SHEAR WHILE ON FINAL APPROACH TO RUNWAY 35 AT THE RAINELLE AIRPORT (9W4), WHICH CAUSED IT TO MAKE A HARD LANDING ON THE NOSE GEAR. THE AIRCRAFT BOUNCED BACK INTO THE AIR FOR APPROXIMATELY 50 FEET AND THEN CAME DOWN ON THE NOSE AGAIN, WHICH CAUSED THE NOSE WHEEL TO SEPARATE FROM THE AIRCRAFT AND THE NOSE STRUT TO COLLAPSE. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE BUT THERE WERE NO INJURIES TO THE OCCUPANTS. (.4)ON JULY 16, 2000, ABOUT 1400 EASTERN DAYLIGHT TIME, A CESSNA 172H, N1748F, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE RAINELLE AIRPORT (9W4), RAINELLE, WEST VIRGINIA. THE CERTIFICATED PRIVATE PILOT AND TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PILOT STATED THAT HE ENCOUNTERED LIGHT TURBULENCE WHILE LANDING ON RUNWAY 35, A 3,300-FOOT LONG TURF RUNWAY. AS THE AIRPLANE CROSSED OVER THE END OF THE RUNWAY, HE SELECTED FULL FLAPS. THE AIRPLANE THEN STARTED TO SINK AND POWER WAS ADDED TO COMPENSATE. THE AIRPLANE TOUCHED DOWN ON ALL THREE LANDIN G GEAR, BOUNCED, AND TOUCHED DOWN AGAIN. AS THE NOSE WAS LOWERED, IT DROPPED TO THE GROUND AND STOPPED THE ENGINE. ACCORDING TO A PASSENGER THAT WAS SEATED IN THE RIGHT FRONT SEAT OF THE AIRPLANE, THE AIRPLANE WAS COMING OVER THE "LAST MOUNTAIN," WHEN HE FELT THE PLANE DROP. THE PILOT THEN ATTEMPTED TO PULL UP, BUT WAS UNABLE TO, AND THE PLANE HIT THE GROUND AND BOUNCED. A SECOND PASSENGER, WHO WAS SEATED IN THE AFT RIGHT SEAT OF THE AIRPLANE, STATED, "IT FELT LIKE THE PLANE LOST LIFT AND HIT HARD ON THE LANDING GEAR." THE NOSE GEAR WHEEL THEN BROKE OFF AND THE GEAR COLLAPSED. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE RUNWAY WAS SLOPED UPWARD AT THE APPROACH END. THE INSPECTOR ADDED THAT IT WAS THE PILOT'S FIRST LANDING AT 9W4. THE AIRPLANE WAS EXAMINED ON JULY 18, 2000, BY THE FAA INSPECTOR. NO ABNORMALITIES WERE NOTED. THE WEATHER REPORTED AT AN AIRPORT LOCATED ABOUT 16 MILES TO THE SOUTHEAST OF THE ACCIDENT SITE, AT 1345, INCLUDED WINDS FROM 240 DEGREES AT 10 KNOTS AND LIGHT THUNDERSTORMS AND RAIN. 20000716007239A (-23) THE PILOT, DANIEL ARTHUR LESTER REPORTED THAT HE APPROACHED THE LANDING SITE FROM THE SOUTH, AMDE A 360 DEGREE RECONNAISSANCE AND APPROACHED TO LAND INTO THE WIND (SOUTHEAST), OVER A TELEGRAPH POLE. HE CAME TO A 6 TO 8 FOOT HOVER, WITH TREES AND TWO POSTBOX'S TO THE RIGHT AND A LARGE DITCH TO THE LEFT. HE SLID SIDEWAYS TO THE LEFT AWAY FROM THE TREES AND STARTED A LEFT PEDAL TURN, TO FACE THE EMS UNITS BEHIDE HIM. HE HAD TURNED APPROXIMATELY 120 DEGREES TO THE LEFT, WHEN HE MOVED BACKWARDS AND STRUCK THE TREES WITH THE TAIL ROTOR (T/R) BLADES. HE IMMEDIATELY STOPPED ANY TURNING AND MOVED FOWARD, AND HE STILL FELT LIKE HE HAD SOME T/R COTNROL. HE STATED THAT THE COCKPIT WAS OVER THE DITCH WHEN THE AIRCRAFT STARTED TO SPIN AFTER COMPLETE T/R FAILURE, HE GOT THE AIRCRAFT BACK OVER THE ROAD, LOWERED THE COLLECTIVE AND LANDED HARD, THEN HE SHUT THE AIRCRAFT DOWN. 20000716007989A (-23) THE PILOT STATED THE ENGINE COWLING CAME LOOSE ON TAKEOFF AND HE MADE AN EMERGENCY LANDING. THE AIRCRAFT LANDED SHORT OF THE RUNWAY AND RECEIVED SUBSTANTIAL DAMAGE TO THE NOSE GEAR AND LEFT WING GEAR. THERE WERE MINOR INJURIES TO THE PASSENGER. (.4) THE PILOT STATED ALL COWLING FASTENERS WERE SECURE DURING HIS PREFLIGHT. AFTER TAKEOFF, THE RIGHT SIDE OF THE TOP COWLING CAME 'STRAIGHT UP.' HE TURNED TO LAND ON ANOTHER RUNWAY AND WAS 'TRYING TO MAINTAIN ENOUGH [AIRSPEED] TO STAY IN THE AIR, BUT NOT ENOUGH TO TEAR OFF THE COWLING.' HE LOWERED ONE NOTCH OF FLAPS AND LATER REPORTED, 'I RAN OUT OF LIFT.' THE AIRPLANE LANDED HARD OFF THE INTENDED RUNWAY THEN SLID ONTO IT; THE TOP COWLING SEPARATED ON IMPACT. HE FURTHER STATED THE RAISED COWLING CREATED DRAG BUT DID NOT INTERFERE WITH HIS VISIBILITY; HE DID NOT APPLY FULL POWER TO REDUCE THE EFFECTS OF THE INCREASE DRAG. HE STATED, 'I SHOULD HAVE ADDED MORE POWER', THERE WAS NO PROBLEM WITH THE ENGINE. THE LOWER HALF OF THE RIGHT FORWARD SIDE FASTENER WAS SEPARATED; BUT WAS FOUND, AND THE WING FASTENER OF THE RIGHT AFT SIDE FASTENER WAS SEPARATED. ADDITIONALLY, THE ATTACH STRUCTURE OF THE RIGHT COWL PIN WAS SEPARATED FROM THE TOP COWLING BUT WAS RECOVERED FROM THE ACCIDENT SITE. THE RIGHT COWL PIN AND PIN BUSHING WERE WORN BUT THE IA INDICATED THE WEAR WAS 'NORMAL.' THE TOP COWLING IS SECURED BY 6 FASTENERS AND 2 PINS THAT ATTACH TO THE TOP COWLING AND EXTEND THROUGH A BUSHING THAT IS AFFIXED TO THE BOTTOM COWLING. 20000716009729A (-23) PILOT WAS SPRAYING WITH BELL-47 HELI. RAPIDLY MOVING COLD FRONT PRODUCED "ABNORMAL WINDS" AS REPORTED BY WITNESS. WITNESS OBSERVED HELI PITCH IN A NOSE DOWN CONDITION OF APPROX. 50 TO 60 DEGREES. PILOT DID NOT HAVE TIME TO REACT, AND HELI IMPACTED GROUND. ROTOR BLADE STRUCK GROUND TWICE, BROKE SKIDS, CUT TAIL BOOM AND TAIL ROTOR FROM A/C. CHEMICALL SPILL OF DIMETHORATE AND POUNCE COVERED PILOT WHO ALSO COMPLAINED OF BACK INJURY. 20000716010619A (-23) ON TAKEOFF FROM A DIRT AIRSTRIP LOCALLY KNOWN AS CANOE MESA AIRCRAFT IMPACTED A CACTUS WITH THE RIGHT WHEEL. AFTER IMPACT LEFT WING STRUCK A TREE AND SPUN AIRCRAFT AROUND ON THE GROUND DAMAGING THE PROPELLOR AND LEFT MAIN GEAR. (.4) THE AIRPLANE COLLIDED WITH A CACTUS DURING THE TAKEOFF ROLL IN A WILDERNESS CLEARING. THEREAFTER, THE PILOT LOST CONTROL OF THE AIRPLANE AND IT GROUND LOOPED TO A STOP. THE CLEARING WAS APPROXIMATELY 800 FEET LONG BY 50 FEET WIDE, AND THE ELEVATION WAS ABOUT 2,380 FEET MEAN SEA LEVEL. AT THE TIME, THE WIND WAS LIGHT AND VARIABLE, AND THE TEMPERATURE WAS ABOUT 90 DEGREES FAHRENHEIT. THE COMPUTED DENSITY ALTITUDE WAS BETWEEN 4,800 AND 5,000 FEET. 20000716013489A (-23) APPROACHING LANDING AREA HEADING SOUTH, AT APPROXIMATLEY 10-15 FEET LOST TAIL ROTOR AUTHORITY, THE AIRCRAFT ROTATED TO THE RIGHT, LOST ROTOR RPM. THE AICRAFT FELL TO THE GROUND AND ROLLED OVER ON ITS LEFT SIDE. TAIL ROTOR CONTROL CONTINUITY WAS GOOD. THE PILOT FIGURED THAT HE HAD A LARGE GUST OF WIND COME UP AND BLANK THE TAIL ROTOR. 20000716021719I (-23) 07/16/00 1415 IIC, SUSAN DILLON, ASOFSDO, RECEIVED CALL FROM COMM CENTER REPORTING ACCIDENT AT SFB. NTSB AND SFB TOWER WERE PATCHED IN. AIRCRAFT, N789PB, AN EXPERIMENTAL GLASSAIR, SERIAL NO. 3140, LANDING GEAR UP ON RUNWAY 26R AND WAS IMPEDING AIR CARRIER TRAFFIC. (SEE ATTACHED FOR COMPLETE NARRATIVE). 20000716034259I (-23)LANDED AIRCRAFT TO FAST HITTING NOSE GEAR FIRST, STARTED BOUNCE BROKE NOSE AND VEERED INTO DITCH AREA. 20000716035199I (-23)THE AIRCRAFT WAS ON LOCAL FLIGHT FROM FVX. THE PILOT ATTEMPTED TO CALL THE UNICOM FOR LANDING , BUT HIS RADIOS DID NOT WORK AND HE COULD NOT GET THE LANDING GEAR DOWN. AFTER CIRLING THE AIRPORT ATTEMPTING TO LOWER THE LANDING GEAR, THE AIRCRAFT LANDED GEAR UP WITH MINOR DAMAGE AND NO INJURIES. THE INVESTIGATION REVEALED THAT THE RADIOS AND LANDING GEAR WORKED NORMAL. DUE TO THE PILOT SEAT LOCATION AND SWITCH LOCATION THE PILOT HAD TROUBLE SEEING THE SWITCHES. HE WAS CYCLING THE BOOST PUMP SWITCH INSTEAD OF THE BATTERY MASTER SWITCH.THERE WAS NO FLIGHT MANUAL ONBOARD AND THE PILOT COULD NOT REMEMBER HOW TO EXTEND THE LANDING GEAR IN EMERGENCY MODE. THE PILOT HAD ONLY A BRIEF AIRCRAFT CHECKOUT. 20000716035259I (-23)FERRY FLIGHT FOR DELIVERY OF POLISH - FIRE BOMBER TO OREGON. PILOT STATED THAT UPON LANDING, THE TAIL WHEEL ARM BROKE OFF AND THE AIRCRAFT LANDED WITH MINIMAL DAMAGE TO AIRCRAFT. 20000716035269I (-23)STUDENT PILOT WAS ON HIS FIRST SOLO AT CHESTERFIELD COUNTY AIRPORT (FCI) CHESTERFIELD, VIRGINIA. DURING HIS SECOND ATTEMPT TO LAND ON RUNWAY 33,PILOT LOST CONTROL OF THE AIRCRAFT AND STRUCK A (PAPI) PERCISION APPROACH PATH INDICATOR. THERE WAS MINOR DAMAGE TO THE LEFT LANDING GEAR FAIRING, AND PROP BLADE. PILOT WAS COUNSELED BY FAA, AND HE WILL OBTAIN ADDITIONAL DUAL FLIGHT TRAINING PRIOR TO FURTHER SOLO FLIGHT. INCIDENT CLOSED. 20000716035449I (-23)FLIGHT DEPARTED GRAND JUNCTON, CO FOR DENVER, CO. NO PASSENGERS ON BOARD. CREW REPORTED HEARING AN UNUSUAL NOISE DURING GEAR RETRACTION. A LANDING GEAR DISAGREEMENT LIGHT ILLUMINATED. CREW MADE A VISUAL INSPECTION AND DETERMINED THAT THE GEAR WAS IN THE UP POSITION. CREW THEN DECIDED TO CONTINUE AND LAND AT DENVER INTERNATIONAL AIRPORT. ARRIVING IN DENVER, THE GEAR WAS EXTENDED WITH NORMAL INDICATIONS. AT TOUCHDOWN THE AIRCRAFT TURNED DRASTICALLY TO LEFT. THE CREW WAS UNABLE TO MAINTAIN DIRECTIONAL CONTROL AND THE AIRCRAFT DEPARTED RUNWAY 35L ON THE LEFT SIDE. NO VISIBLE DAMAGE RESULTING FROM THE EVENT . INSPECTION OF THE AIRCRAFT UNDERCARRIAGE REVEALED A BROKEN NOSE WHEEL STEERING MECHANISM. ADDITIONALLY, THERE WAS SKIN DAMAGE IN THE AREA OF THE NOSE WHEEL TUNNEL, CONCEIVABLY FROM MECHANICAL FAILURE DURING RETRACTION. 20000716036639A (-23) PILOT WAS LANDING AND ON THE ROLL-OUT WHEN THE AIRCRAFT ABRUPTLY WENT INTO A NOSE DOWN FLIP. THE AIRCRAFT FLIPPED OVER IT'S NOSE AND LANDED ON IT'S TOP. LANDING STRIP WAS A GRASS FIELD WELL MOWED. GRASS SHOWED SIGNS OF WHEEL SLIDING UNTIL IT HIT DRY DIRT AT THE POINT OF AIRCRAFT FLIPPING. UPON INSPECTION OF AIRCRAFT, IN THE UPSIDE DOWN POSITION, THE BRAKES WERE DRAGGING. OWNER STATED THAT AFTER AIRCRAFT WAS TURNED RIGHT SIDE UP AND TOWED A LITTLE WAYS THE BRAKES WERE FREE AND STAYED FREE. 20000716036739A (-23)AIRCRAFT DEVELOPED ENGINE TROUBLE AFTER DEPARTING MADELINE ISLAND. SWITCHED FUEL TANKS AND THE PROBLEM SEEMED TO GET BETTER. ENGINE STARTED AGAIN RUNNING ROUGH, PROCEEDED TO ASHLAND, WI. PILOT STATED SHE THEN OBSERVED WHAT SHE THOUGHT WAS SMOKE COMING OUT OF THE ENGINE COWLING AND TEH ENGINE WAS RUNNING EXTREMELY ROUGH AND SHE ELECTED TO SHUT IT DOWN. SHE LANDED IN A FIELD APPROX. 1000 FEET SHORT OF RUNWAY 20 AT JOHN F. KENNEDY MEMORIAL AIRPORT IN ASHLAND, WI. (ASX). A PRELIMINARY EXAMINATION OF THE ENGINE AT THE SCENE REVEALED AN APPROXIMATE 6 INCH DIAMETER HOLE IN THE LOWER ENGINE CASES AT THE CENTERLINE AND BELOW NUMBER 1 CYLINDER. THE CRANKSHAFT ROTATED BY HAND AND ALL PISTONS MOVED WITH THE CRANK EXCEPT NUMBER 1. THE PISTON ROD FOR NUMBER 1 CYLINDER WAS BROKEN AND THE ROD CAP WAS MISSING. THE STARTER WAS BROKEN AWAY FROM THE ENGINE BUT ALL OTHER ACCESSORIES WERE INTACT. 20000716037319A (-23) SHORTLY AFTER TAKEOFF FOR A TEST FLIGHT, THE PILOT EXPERIENCED A PARTIAL LOSS OF ENGINE POWER. THE AIRCRAFT COULDN'T CLIMB NOR MAINTAIN ALTITUDE. THE A/C IMPACTED IN A CORN FIELD AT A NOSE DOWN ALTITUDE. 20000716039159A (-23) PILOT WAS CONDUCTING AERIAL APPLICATION IN THE EARLY MORNING HOURS WHEN THE INCIDENT OCCURRED. WITNESSES CONFIRMED THE PILOT LOADED THE HOPPERS OF THE A/C BELOW THE MAXIMUM LEVELS STATING THE WEATHER (TEMPERATURE AND CONDITIONS) WOULD NOT PERMIT FULL LOADS. AS THE PILOT STARTED THE TAKEOFF ROLL, BOTH THE PILOT AND WITNESSES SAID THE WIND WAS LIGHT AND VARIABLE WAS DOWN THE RUNWAY. THE A/C DID NOT GET AIRBORNE AND RAN OFF THE END OF THE RUNWAY. WITNESSES WHO SAW THE TAKEOFF SAID THE A/C JUST RAN OFF THE RUNWAY BECAUSE IT COULD NOT GET AIRBORNE SAID THEY IMMEDIATELY LOOKED BACK AT THE WINDSOCK AND NOTICED THE WIND HAD SWITCHED DIRECTION TO A DIRECT TAIL WIND. BOTH WITNESSES ARE HOLDERS OF PILOT CERTIFICATES. 20000716040399A (.4)ON JULY 16, 2000, ABOUT 1630 EASTERN DAYLIGHT TIME, A HOMEBUILT SURREL GUPPY, N4425W, WAS SUBSTANTIALLY DAMAGED AFTER IT EXPERIENCED A LOSS OF ENGINE POWER DURING THE INITIAL CLIMB AFTER TAKEOFF FROM THE HARFORD COUNTY AIRPORT (OW3), CHURCHVILLE, MARYLAND. THE CERTIFICATED PRIVATE PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE AIRPLANE DEPARTED RUNWAY 01, A 1,600 FOOT-LONG, TURF RUNWAY. THE PILOT STATED THAT AFTER A NORMAL ACCELERATION AND LIFT OFF, HE NOTICED THE ENGINE TACHOMETER INDICATED 2,900 RPM, INSTEAD OF THE NORMAL 3,450 RPM. ADDITIONALLY, THE CORNER OF THE AIRPLANE'S CANOPY BECAME DISLODGED. THE PILOT WAS UNABLE TO SECURE THE CANOPY AND FELT HE WOULD HAVE "NO PROBLEM MAKING A GENTLE LEFT TURN TO LAND ON A PARALLEL RUNWAY;" HOWEVER, DURING THE TURN, ABOUT 50 FEET ABOVE THE GROUND, HE BECAME "DISTRACTED AND STALLED" THE AIRPLANE ABOUT 300 FEET SHORT OF THE RUNWAY. EXAMINATION OF THE AIRPLANE WAS CONDUCTED BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR. THE AIRPLANE WAS EQUIPPED WITH A 4-CYCLE KOHLER, MODEL CH25S LAWN MOWER ENGINE. A HOLE WAS FOUND IN THE RIGHT CYLINDER ROCKER BOX COVER, AND "SOME DEBRIS AND FILINGS" WERE OBSERVED ON THE RIGHT CYLINDER EXHAUST VALVE. (-23)PILOT REPORTED ENGINE PROBLEMS SHORTLY AFTER TAKING OFF FROM RUNWAY 01 AT HARTFORD COUNTY AIRPORT (0W3) AND ATTEMPTED TO TURN BACK. THE AIRCRAFT HIT LEFT WINGS DOWN, (BI-PLANE), THE NOSE THEN IMPACTED, BREAKING AIRCRAFT IN 2 PIECES. THE PILOT RECEIVED COMPOUND FRACTURES OF 1 LEG AND 1 WRIST. DEBRIS PATTERN COVERED ONLY ABOUT 30 FEET TOTAL, INDICATING STEEP ANGLE AND LOW SPEED INDICATIVE OF A STALL. OPERATING LIMITATIONS WERE BEING FOLLOWED, AIRCRAFT WAS STILL IN PHASE 1 TEST FLIGHT. IT WAS IMPOSSIBLE TO CONFIRM OR DENY ENGINE FAILURE, DUE TO IMPACT DAMAGE. ENGINE TEARDOWN NOT WARRANTED- NON-CERTIFICATED LAWN MOWER TYPE ENGINE. PROP DAMAGE INDICATED LITTLE OR NO ROTATION. 20000716040769A (.4) AT DEPARTURE, THE AIRPLANE HAD BEEN OPERATED FOR 1.8 HOURS SINCE FUELING. THE PILOT RATED STUDENT (STUDENT) HAD NOT RECEIVED SYSTEMS GROUND INSTRUCTION BUT PREFLIGHTED THE AIRPLANE. FUEL WAS NOTED IN THE RIGHT MAIN FUEL TANK; HE INTENDED ON INQUIRING ABOUT THE QUANTITY WITH THE CFI, BUT DIDN'T. THE FLIGHT DEPARTED WITH THE FUEL SELECTOR POSITIONED TO THE RIGHT MAIN FUEL TANK AND REMAINED ON THAT POSITION UNTIL THE ENGINE EXPERIENCED A LOSS OF POWER. THE CFI TOOK THE CONTROLS AND STATED SHE MOVED THE FUEL SELECTOR; THE STUDENT STATED HE COULD NOT RECALL IF SHE MOVED THE FUEL SELECTOR AFTER THE LOSS OF POWER BUT DURING THE FLIGHT, 'HE DID NOT TOUCH THE FUEL SELECTOR AT ALL.' THE CFI STATED THE AIRPLANE IMPACTED THE GROUND AT ABOUT 100 KNOTS; THE STUDENT STATED THAT THE AIRPLANE, 'CAME STRAIGHT DOWN FOR THE LAST FEW FEET.' POSTACCIDENT EXAMINATION OF THE AIRPLANE REVEALED THE FUEL SELECTOR WAS POSITIONED TO THE RIGHT MAIN FUEL TANK; NO FUEL WAS NOTED IN THAT TANK. THE REMAINING FUEL TANKS WERE NEARLY FULL. NO FUEL WAS IN THE FUEL LINE AT THE INLET OF THE ENGINE DRIVEN FUEL PUMP; THE FUEL SELECTOR AND AUXILIARY FUEL PUMP CHECKED SATISFACTORY. 20000716042919A (-23) AIRCRAFT CRASHED ON TAKEOFF FROM PILOT'S HOME AIRPORT. CRASHED INTO NEIGHBOR'S FORESTED AREA. PILOT WAS FATALLY INJURED. PARACHUTE ROCKET MOTOR AND EMERGENCY PARACHUTE DEPLOYED PRIOR TO CRASH. ON SCENE INVESTIGATION CONFIRMED AIRCRAFT NOT REGISTERED. FUEL TO ENGINE. SPARK PLUGS APPEARED TO FUNCTION SATISFACTORILY. FURTHER INVESTIGATION REVEALED PILOT WAS NOT CERTIFICATED AT ANY LEVEL (NO ISIS INFO AVAILABLE). 20000716043249A (-23) HARD LANDING. DAMAGE TO PROP, NOSE LANDING GEAR & FIREWALL. RUNWAY 10, OWD. 20000716043269A (-23) ATTEMPTED TO LAND LWM RUNWAY 32. LANDED LONG (PAST 1/2 WAY POINT) AND BOUNCED 3 TIMES. TOOK OFF ON THIRD BOUNCE AND TRIED TO CLIMB OUT, BANKING TO THE LEFT. HIT TREES AND CRASHED INVERTED ON THE SHORE OF THE MERRIMAC RIVER. AIRCRAFT DEMOLISHED. ONE SOUL ONBOARD. PIC SUFFERED MINOR INJURIES. 20000717005459A (-23) STAR CHECK FLIGHT USC484, A BE-58 ARICRAFT N158MT DEPARTED MEMPHIS INTERNATIONAL AIRPORT (MEM) AT APPROXIMATELY 1654UTC (1154 LOCAL) ON AN IFR CARGO FLIGHT TO HOUSTON, TX. (HOU) APPROXIMATELY 7 MINUTES INTO THE FLIGHT THE PILOT RADIOED MEMPHIS THAT HE WAS HAVING ELECTRICAL PROBLEMS, THEN STATED HE HAD AN ELECTRICAL FIRE AND WAS SHUTTING OFF THE MASTER SWITCH. THE AIRCRAFT WAS GIVEN VECTORS (020) TO HERNANDO AIRPORT (H75). THE PILOT REPORTED WE ARE OVER ARKABUTLA LAKE 15 SW OF MEMPHIS AND DESCENDING RADAR CONTACT WAS LOST IN THE AREA OF ARKABUTLA LAKE. SEARCH AND RESCUE RESPONDED AND FOUND THE PILOT DECEASED. INVESTIGATIONN ONGOING TO DETERMINE PROBABLE CAUSE. NTSB, RAYTHEON, FAA ON SCENE. 20000717009149A (-23) 'ATTACHED' NO ATTACHMENT 20000717012429A (-23) ON JULY 17, 2000, AN AGRICULTURAL AIRCRAFT, N6055W, WAS DESTROYED WHEN IT IMPACTED TERRAIN WHILE NEAR PANHANDLE, TEXAS. ACCORDING TO EYEWITNESSES THE AIRCRAFT WHICH WAS SPRAYING HERBICIDE ONTO THE FIELD, WAS OBSERVED COMPLETE A SPRAY RUN, EXIT THE FIELD, AND INITIATED A CLIMBING TIGHT RIGHT TURN TO RE-ENTER THE FIELD. DURING THE TIGHT STEEP TURN THE AIRCRAFT WAS OBSERVED TO ENTER A NOSE LOW ATTITUDE AND DESCEND INTO THE GROUND AND CAME TO REST ON AN ADJACENT FIELD. THE LEADING EDGES OF BOTH WINGS WERE COMPRESSED TO THE MAIN SPAR. THE EMPENNAGE AND TAIL SECTION REMAINED INTACT, ALTHOUGH SUSTAINED STRUCTURAL DAMAGE. THE AIRCRAFT DID NOT HIT WIRES OR ANY OTHER OBJECTS. THERE WAS NO POST FIRE. THE PILOT AND SOLE OCCUPANT SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS (VMC/VFR) PREVAILED FOR THE AERIAL APPLICATION. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY STAMPS SPRAYING SERVICE, INC., OF PANHANDLE, TX. (.4) ON JULY17, 2000, AT 1945 CDT, AN AIR TRACTOR AT-401 AGRICULTURAL AIRPLANE, N6055W, WAS DESTROYED WHEN IT IMPACTED TERRAIN WHILE MANUEVERING NEAR PANHANDLE, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY STAMPS SPRAYING SERVICE, INC. OF PANHANDLE, TEXAS. THE COMMERCIAL PILOT, SOLE OCCUPANT OF THE AIRPLANE, SUSTAINED FATAL INJURIES. VISUAL METEOROLICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS (CRR) PART 137 AERIAL APPLICATION FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE OPERATOR'S PRIVATE GRASS AIRSTRIP. ACCORDING TO THE OPERATOR, THE AIRPLANE WAS FUELED, LOADED WITH AN HERBICIDE CHEMICAL, AND DEPARTED TO SPRAY A FIELD. WHEN THE PILOT ARRIVED AT THE FIELD, HE RADIOED BACK TO THE OPERATOR AND STATED THAT HE WAS WORRIED ABOUT CHEMICAL DRIFT DUE TO THE WIND SPEED AND DIRECTION. A FEW MINUTES LATER, THE PILOT RADIOED THE OPERATOR AGAIN AND STATED THAT HE WOULD COMMENCE SPRAYING THE FIELD. ACCORDING TO WITNESSES, THE AIRPLANE WAS SPRAYING CHEMICAL PRIOR TO THE ACCIDENT. ONE WITNESS REPORTED THAT THE AIRPLANE WAS MAKING A CLIMBING TURN AND THEN NOSE DIVED INTO THE GROUND. ANOTHER WITNESS STATED THAT HE OBSERVED THE AIRPLANE MAKE ONE PASS, INITIATE A "PULL-UP", AND ENTER A RIGHT BANK. HE ADDED THAT THE AIRPLANE "DID NOT PULL OUT OF THE RIGHT BANK AND NOSE DIVED INTO THE GROUND". ACCORDING TO THE FAA INSPECTOR AND A REPRESENTATIVE FROM AIR TRACTOR, INC. WHO EXAMINED THE AIRPLANE AT THE SITE, TEH AIRPLANE CAME TO REST AT NORTH 034 DEGREES 00.000 MINUTES LATITUDE AND WEST 068 DEGREES 54.375 MINUTES LONGITUDE. THE ENGINE AND PROPELLER WERE EMBEDDED WITHIN THE INITIAL CRATER, AND TEH PROPELLER BLADES EXHIBITED "S" TYPE BENDING. TWO GROUND SCARS CONSISTENT WITH THE SHAPE OF THE LEADING EDGE OF THE WINGS WERE OBSERVED EMANATING OUTWARD FROM THE CRATER. THE COCKPIT AND CABIN AREA WAS DESTROYED BY IMPACT FORCES AND THE LEADING EDGES OF BOTH WINGS WERE COMPRESSED REARWARD TO THE MAIN SPAR. AILERON CONTROL CONTINUITY WAS ESTABLISHED FROM THE CONTROL SURFACE TO THE INBOARD SECTION OF EACH WING. FURTHER CONTINUITY FOR THE AILERONS WAS PRECLUDED BY IMPACT DAMAGE TO THE FUSELAGE AND COCKPIT AREA. THE EMPENNAGE REMAINED INTACT, ALTHOUGH IT SUSTAINED STRUCTURAL DAMAGE. CONTROL CONTINUITY FOR THE RUDDER WAS ESTABLISHED FROM THE RUDDER PEDALS TO THE CONTROL SURFACE. CONTROL CONTINUITY FOR THE ELEVATORS WAS PRECLUDED DUE IMPACT DANAGE, ALTHOUGH CONTINUITY FOR THE ELEVATOR TRIM SYSTEM WAS ESTABLISHED BETWEEN THE COCKPIT AND THE ELEVATOR TRIM TABS. AN UNIDENTIFIED SUBSTANCE, WHICH RESEMBLED PIPE INSULATION,WAS INSTALLED BETWEEN THE ELEVATORS AND THE STABILIZERS AS A GAP SEAL. THE FLAP ACTUATOR WAS LOCATED AND THE JACKSCREW WAS EXTENDED BETWEEN 3.5 AND 3.75 INCHES, WHICH IS CONSISTENT WITH THE FLAPS BEING EXTENDED 20000717012879A (-23) A LONG EZE, N51EZ PILOTED BY^PRIVACY DATA OM^DEPARTED RWY 25 AT FARMINGTON, NM AIRPORT AT APPROX 1350 LOCAL TIME ON JULY 17, 2000 WHEN THE ENGINE BECAME OVERHEATED AND^PRIVACY DAT^DECLARED AN EMERGENCY AND TURNED BACK TO THE AIRPORT AND ATTEMPTED TO LAND ON RUNWAY 5. THE A/C LANDED IN THE SAFETY ZONE SHORT OF THE RUNWAY, THE MAIN GEAR COLLAPSED AND A/C SKIDDED TO A STOP.^PRIVACY DA^STATED THAT HE SHUT DOWN THE ENGINE PRIOR TO LANDING. (.4) WHEN THE PILOT STARTED THE ENGINE, HE NOTICED THE COOLANT TEMPERATURE WAS 'SLIGHTLY WARM.' DURING TAXI, COOLANT TEMPERATURE INCREASED. THE PILOT USED FULL POWER FOR THE HIGH DENSITY ALTITUDE TAKEOFF FROM RUNWAY 25. THE ENGINE OVERHEATED, THE COOLANT RECOVERY SYSTEM FAILED, AND STEAM ENTERED THE COCKPIT. THE REAR SEAT PASSENGER WAS BURNED ON THE HIP AND BACK, THOUGHT THERE WAS A FIRE, AND TOLD THE PILOT TO SHUT DOWN THE ENGINE. THE AIRPLANE WAS AT AN ALTITUDE OF 700 FEET. HE SECURED THE ENGINE, TURNED THE AIRPLANE AROUND, AND GLIDED TOWARDS THE AIRPORT. HE DECLARED AN EMERGENCY, AND WAS CLEARED TO LAND ON RUNWAY 5. A WATER HOSE BROKE AT THIS TIME, AND THE STEAM DISSIPATED. THE AIRPLANE LANDED ON AIRPORT PROPERTY BUT WITH THE NOSE LA NDING GEAR RETRACTED. WHEN THE AIRPLANE CONTACTED SOFT DIRT THE MAIN LANDING GEAR WAS TORN OFF, AND IT SKIDDED 200 FEET, CROSSED A TAXIWAY, AND SKIDDED ANOTHER 200 FEET BEFORE COMING TO A HALT. 20000717029269I (-23)ON JULY 17, 2000, AT APPROXIMATELY 1410 LOCAL TIME, BEECH AIRCRAFT BE-35, N3515B, OWNED AND OPERATED BY ^PRIVACY DATA OMITT^, LANDED GEAR UP ON RUNWAY 14 AT CLIFTON MUNICIPAL/EISENHOWER FIELD, CLIFTON, TEXAS. NO FLIGHT PLAN WAS FILED AND VFR CONDITIONS PREVAILED. THE AIRCRAFT DAMAGE WAS MINOR AND THE SOLE OCCUPANT OF THE AIRCRAFT WAS NOT INJURED. THE PILOT HOLDS A PRIVATE PILOT CERIFICATE. THE FLIGHT ORIGNATED AT CLEBURNE MUNICIPAL AIRPORT, CLEBURNE , TEXAS, ON JULY 17, 2000, AT 1345 LOCAL TIME. 20000717034329I (-23)THE PILOT STATED ON CLIMB OUT FROM A BANNER PICK UP THE AIRCRAFT ENGINE TO LOSE POWER. THE PILOT ELECTED TO DROP THE BANNER. AFTER THE BANNER WAS RELEASED THE ENGINE STOPPED COMPLETELY. A FORCED LANDING WAS MADE IN A FIELD APPROXIMATELY 800 FEET FROM THE PICK-UP POINT, WHICH CAUSED DAMAGE TO THE PROPELLER BLADE AND THE LEFT MAIN LANDING GEAR. ENGINE WAS RAN AFTER REMOVAL FROM THE FIELD AND FELL WITHIN THE ENGINE PARAMETERS. 20000717034439I (-23)AFTER DEPARTING DFW RUNWAY 17R, FLIGHT ATTENDANT ADVISED COCKPIT CREW OF SMOKE IN PASSENGER CABIN. AALA FLIGHT 1258 DECLARED AN EMERGENCY, RECEIVED EMERGENCY CLEARANCE AND LANDED DFW RUNWAY 31R. AFTER COMING TO STOP ON DFW TAXIWAY "N", CAPTAIN INITIATED AN EMERGENCY EVACUATION THROUGH THE TWO FORWARD EXITS (SLIDES) AND FOUR OVER WING EXITS. ALL EXITS AND SLIDES FUNCTIONED PROPERLY, AND ALL 133 OCCUPANTS EXITED WITHOUT REPORTED INJURY. 20000717034899I (-23) BLEW A VALVE PRECAUTIONARY ABORT MADE, HIT LANDING LIGHT ASSY. 20000717035639I (-23)THE GRUMMAN AG-CAT DEPARTED WITH A LOAD OF FERTILIZER. WHILE ENROUTE TO THE TARGET AREA, THE #7 CYLINDER ON THE R-1340 FAILED. THIS RESULTED IN A PARTIAL LOSS OF POWER. THE PILOT LANDED ON A DIRT ROAD NEXT TO AN IRRIGATED FIELD. THE MAIN WHEELS ENTERED SOFT MUD AND THE AIRCRAFT FLIPPED OVER. 20000717042209A (-23) ON JULY 17, 2000, THE PIC FLYING A FLOAT EQUIPPED DHC-2, ATTEMPTED A TAKEOFF FROM THE ALEXANDER RIVER CREEK. THE AIRCRAFT HAD NO PASSENGERS OR CARGO ONBOARD. THE TAKEOFF RUN WAS UP RIVER (NORTH) NEAR THE DEEP LEFT RIVER BANK. THE PIC STATED THE WIND WAS EST. 8 KNOTS SOUTHEAST, AND HE HAD SET TAKEOFF FLAPS BEFORE FULL POWER WAS SET. THE AIRCRAFT REACHED ON THE STEP SPEED AND VEERED TO THE LEFT. THE PIC PULLED THE THROTTLE TO IDLE. THE AIRPLANE COLLIDED WITH THE LEFT RIVER BANK AND TREES CAUSING SUBSTANTIAL DAMAGE TO THE LEFT WING, LEFT FLOAT, AND ENGINE COWL. ^PRIVACY DATA OMITTED^ 20000718006669A (-23) AS MR. MITCHELL WAS TAXING FOR DEPARTURE TO RWY 29, THE RIGHT WINGTIP OF THE AIRCRAFT STRUCK THE LEFT REAR PORTION OF A FUEL TRUCK. THE FUEL TRUCK WAS STATIONARY AND WAS PARKIED IN A TRANSIENT SPOT IN A NON-MOVEMENT AREA OF THE IARPORT. MR. MITCHELL STATED THAT HE LOOKED DOWN TO CHANGE FREQUENCIES AND THEN LOOKED UP AND WAS UNABLE TO AVIOD A COLLISION WITH THE FUEL TRUCK. HE ALSO STATED THAT HE STARTED A TURN BUT COULD NOT COMPLETE IT. INSPECTION OF THE AIRCRAFT REVEALED THAT THE RIGHT WINGTIP WAS SHATTERED, THE OUTBOARD NOSE RIB COMPLETE IT. INSPECTION OF THE AIRCRAFT REVEALED THAT THE RIGHT WINGTIP WAS SHATTERED, THE OUTBOARD NOSE RIB WAS BENT, THE LEADING EDGE SKIN WAS PUSHED AFT APPROXIMATELY THREE INCHES, THE LOWER WING SKIN AFT OF THE MAIN SPAR AT THE FUSLAGE WAS RIPPED, AND THE REAR SPAR BULKHEAD WAS DISTORTED DUE TO COMPRESSION FORCE. 20000718007259A (-23) ON 7/18/00 AT APPROX. 0800 MDT, AN ERCOUPE 415-D, N93835, REGISTERED TO ROY A. WILHELM, CRASH LANDING ON THE RUNWAY WHILE MAKING A DOWN-WIND LANDING AT HAMILTON, MONTANA, WHILE ON A TRAINING FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE FLIGHT. THE A/C WAS DESTROYED BY FIRE AND THE STUDENT PILOT SUSTAINED FATAL INJURIES FATAL INJURIES. THE FLIGHT ORIGINATED AT A PRIVATE RANCH STRIP NEAR MISSOULA, MONTANA, EARLIER THAT DAY. 20000718010439A (-23) ON JULY 18, 2000, SHORTLY AFTER TAKE OFF, PILOT NOTICED A VIBRATION FROM THE ENGINE, AND THEN THE ENGINE STOPPED. PILOT TRIED TO LAND IN A CORN FIELD AND HIT A GROUP OF TREES. A/C WAS KNOCKED TO THE GROUND. 20000718010579A (-23) AIRCRAFT DEPARTED ON RUNWAY 33. THIS IS A 2600 FT GRASS RUNWAY. THIS AREA HAD RECEIVED RAIN THE DAY BEFORE WHICH LEFT THE GROUND SOMEWHAT SOFT. ACTUAL FIELD ELEVATION IS 865', DENSITY ALTITUDE AT THE TIME OF THE ACCIDENT WAS FIGURED AT APPROXIMATELY 2800'. THE AIRCRAFT HAD APPROXIMATELY 1 HOUR OF FLIGHT TIME SINCE BEING FILLED WITH FUEL, WHICH USED APPROXIMATELY 8 GAL OF FUEL. THIS FUEL SYSTEM HOLDS A MAXIMUM OF 50 GALLONS. WINDS AT THE TIME VARIED FROM 5 TO 10 KTS OUT OF THE SOUTH (TAILWIND). THERE WERE THREE PEOPLE ON BOARD WITH A TOTAL WEIGHT OF 530 LBS. (390 LBS. IN FRONT SEATS, 140 LBS. IN REAR SEAT). IN ADDITION, THERE WAS APPROXIMATELY 20 LBS. OF CARGO ON BOARD. WEIGHT AND BALANCE FOR THE AIRCRAFT WAS COMPUTED USING WEIGHTS AND LOADING AT THE TIME OF THE ACCIDENT. THE FIGURES INDICATE THE AIRCRAFT WAS WITHIN 15 LBS. OF GROSS WEIGHT WITH THE CG BEING 2" FORWARD OF THE ENVELOPE. THE PILOT STATED THE AIRCRAFT "LIFTED OFF" AFTER GOING OVER A SLIGHT RISE MIDWAY DOWN THE RUNWAY, BUT HE WAS UNABLE TO GAIN ALTITUDE AND MAINTAIN AIRSPEED AS THE FLIGHT PROCEEDED (GROUND EFFECT). THE PILOT TURNED THE AIRCRAFT TO THE LEFT TO AVOID IMPACTING A TREE LINE; THE AIRCRAFT ENTERED A STALL/SPIN ATTITUDE AND CRASHED. 20000718011309A (-23) ON JULY 17, 2000 APPROX. 14:30 MST, GRUMMAN AA-5 A/C, N7161L, WAS DESTROYED BY FIRE WHEN IT COLLIDED WITH TERRAIN IN MINERAL CANYON, UTAH (APPROX 20 MILES WEST OF TOWN OF MOAB, UT) THE PILOT AND PILOT RATED PASSENGER SUSTAINED FATAL INJURIES. VMC CONDITIONS PREVAILED AT THE TIME. NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM CANYONLANDS FIELD CNY) MOAB, UT APPROX. 30 MINUTES BEFORE THE ACCIDENT. THE A/C WAS LOCATED BY CAP A/C ON JULY 23. INITIAL INVESTIGATION REVEALED THAT THE PILOT FLEW THE A/C INTO A DEAD-END ANDYON WITHOUT THE POWER REQUIRED TO CLEAR THE CANYON WALLS. IT APPEARS THAT THE PILOT STRUCK A CANYON WALL WHILE ATTEMOTING TO TURN AROUND IN THE CANYON IN A STALL-SPIN ATTITUDE. 20000718012929A (-23) A BURTON/BOYLAN CELERITY EXPERIMENTAL AMATEUR-BUILT AIRPLANE, N5104X, WAS DESTROYED WHEN IT IMPACTED SURFACE OF LAKE. THE PILOT AND SOLE OCCUPANT OF A/C WAS FATALLY INJURED. 20000718021019I (-23)ON JULY 17, 2000, ABOUT 1530 OUT OFFICE RECEIVED A FAX FROM SOUTHERN REGION OPERATIONS, REGARDING A CESSNA 402C, N581SP, FROM M&N AVAITION IN WHICH ITS NOSE LANDING GEAR COLLAPSED ON LANDING. THE INVESTIGATION REVEALED THAT ONE OF THE LINE ASSEMBLY GEAR UP LOCK WAS BROKEN CAUSING THE HYDRAUIC FLUID TO DEPLETE COMPLETELY. PILOT IN COMMAND STATED THAT HE PULLED THE RED HANDLE OF EMERGENCY LANDING EXTENSION WITH THE INDICATIONS TO TWO GREEN MAIN LANDING LIGHTS AND A RED LIGHT NOSE INDICATION.LATER IT WAS FOUND THAT THE BOTTLE WAS NOT DISCHARGED. THE AIRPLANE WAS PUT ON JACKS AND USING THE EMERGENCY CHECKLIST AN EXTENSION TEST WAS CONDUCTED AND THE NITROGEN BOTTLE WAS DISCHARGED. 20000718025579I (-23)STUDENT APPROACHED JES (HESUP WAYNE CO.) FROM S.E @ APPROX 2500', RECEIVED JES WX INFO VIA AWOS PRIOR TO ARRIVING @ APT ON FRQ 340 FLEW OVER MID FIELD @ 1500' DETERMINED FROM THE WIND SOCK WINDS INFO RECEIVED THAT THEY WERE STRAIGHT DOWN RWY 10. CALLED TRAFFIC AND ADVISED THEM OF INTENTIONS. ENTERED THE LEFT DOWNWIND FOR RWY 10 AFTER DESENDING TO T.P.A NO TRAFFIC IN PATTERN @ APT APPROACH AND LANDING SUCCESSFUL-TOUCHING DOWN ON MAIN GEAR 1ST. NOT SMOOTH BUT OK. COME TO FULL STOP AND CLEANED UP. FLAPS UP, CARB HEAT OFF ETC. APPLYING FULL POWER STICKS WHEN TO ADVANCE IT--THE PLANE STARTED TO FISH TAIL, RETARDED THE THROTTLE TO REGAIN CONTROL, BUT WAITED TO APPLY BRAKES THERE WAS SUFF RWY TO COMPLETE A NORMAL T/O, FULL THROTTLE AGAIN TRIED TO STEER WITH RUDDERS-WAS LOSING CONTROL AGAIN, ABORTED TAKE-OFF-PULLED THROTTLE BACK, APPLIED NECESSARY BRAKING, TRYING TO COME TO A COMPLETE STOP USING RUDDER FOR DIRECTIONAL CONTROL WIND RIGHT DOWN RWY NO AILERON CORRECTION PUT IN PLANE VEERED TO LEFT OFF RWY AND FLIPPED OVER, BENDING BOTH WINGS, PROP AND VERTICAL STAB. 20000718026019I (-23) ON JULY 18, 2000 AT 1015 LOCAL CONTINENTAL EXPRESS (C2XA), JET LINK 3215, DEPARTED BUFFALO, NY (BUF) ENROUTE TO NEWARK, NJ (EWR). THE CREW NOTED SMOKE IN COCKPIT, RETURNED BUF WITHOUT FURTHER INCIDENT. NO INJURIES WERE REPORTED. MAINTENANCE FOUND AN AVIONICS COOLING FAN (EXTRACTION FAN) HAD "FAULTED" AND WAS THE SOURCE OF THE SMOKE. THE FAN WAS "MELD" AND THE A/C RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000718027079I (-23)A/C DISPATCHED WITH LT PACK INOP. DUE TO FAULTY ISOLATION VALVE, A/C COULD NOT MAINTAIN PRESSURIZATION WITH RT PACK. 20000718034319I (-23)AIRCRAFT DEPARTED TEB RWY 19 ANT STRUCK A FLOCK OF BIRDS ACFT WAS FORCED TO RETURN TO TEB LANDING RWY 24 ARRF RESPONDED ACT TAXIED TO RAMP. UPON INSPECTION ACFT HAD EXTENSIVE DAMAGE. DAMAGE TO BOTH INLET FANS 12 BLADES ON LH ENGINE 6 BLADES ON RH ENGINE NO INTERNAL DAMAGE TO BOTH ENGINES PERFORMED BY GARRET ACFT OF LI FOR MILLIONAIRE, TEB LH ENGINE INLET HOUSING WAS DAMAGED WILL REQUIRE REPLACEMENT WITH EXCHANGE UNIT GARRET TO REPLACE BOTH INLET FANS UNIT TO BRING ENGINES BACK UP TO FLIGHT CONDITIONS. PILOTS MADE RIGHT DECISION TO ABORT FLIGHT AND LAND IMMEDIATELY. POC ^PRIVACY DA^ TEB FSDO. 20000718035389I (-23) AFTER DEPARTING MONTEREY AIRPORT (MRY) ON A REVENUE FLIGHT, A MESA AIRCRAFT, N97325, EXPERIENCED DURING CLIMBOUT AN AUTOPILOT PITCH TRIM WARNING LIGHT AND A JAMMED 5" NOSE DOWN CONDITION. THE CREW ACCOMPLISHED THE FLIGHT MANUAL PROCEDURES TO DISCONNECT THE AUTOPILOT AND THE AIRCRAFT REQUIRED APPROXIMATELY 2 INCHES OF NOSE UP PRESSURE TO MAINTAIN LEVEL FLIGHT. AFTER CONTACTING MAINTENANCE CONTROL TO EXPLAIN THE PROBLEM, THE TRIM WAS DISCOVERED TO ONLY OPERATE IN THE NOSE UP POSITION. THE CREW THEN ELECTED TO CANCEL ITS FLIGHT TO PHOENIX SKY HARBOR AIRPORT (PHX) AND DIVERT TO THE FRESNO YOSEMITE INT'L AIRPORT (FAT). THE AIRCRAFT LANDED UNEVENTFULLY AND WAS TURNED OVER TO MAINTENANCE FOR FURTHER TROUBLESHOOTING. 20000718035589I (-23)LANDING AT MILFORD UTAH THE AIRCRAFT HAD AN ELECTRICAL FAILURE, THE PILOT ATTEMPTED TO CRANK THE LANDING GEAR DOWN. SHORTLY AFTER TOUCHDOWN THE LANDING GEAR COLLAPSED. THERE WAS NO INJURIES TO THE PILOT. 20000718035939I (-23) N590XJ, SAAB 340A, BEING OPERATED AS NORTHWEST AIRLINK FLIGHT 3223, DEPARTED LINCOLN, NE, ENROUTE TO MINNEAPOLIS, MN. THE CREW DECLARED AN EMERGENCY 15 MINUTES AFTER DEPARTURE DUE TO A TAILPIPE TEMPERATURE OVERHEAT INDICATION. CONTRACT MAINTENANCE INSPECTED THE ENGINE AND CLEANED THE CANNON PLUG TO THE TEMPERATURE OVERHEAT INDICATOR AND RETURNED THE AIRCRAFT TO SERVICE. 20000718037419A (-23) ON 07/18/00, AT APPROXIMATELY 1930 EST, AN EXPERIMENTAL WILLIAM C. HESS RH-1 FALCON, N7242H, OWNED BY WILLIAM C. HESS, ^PRIVACY DATA OMITTED^ CRASHED AFTER TAKEOFF ON A 14 CFR 91, PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED, AND THE PILOT WAS FATALLY INJURED. THE PILOT HELD A STUDENT PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT NEW CASTLE HENRY COUNTY (UWL) AIRPORT ON 07/18/2000 AT APPROXIMATELY 1930 EST. 20000718041319A (.4) AFTER APPLYING AND ACHIEVING FULL TAKEOFF POWER, THE PILOT RELEASED THE BRAKES AND BEGAN THE TAKEOFF ROLL DOWN THE RUNWAY. THE PILOT SAID HE PERCEIVED A LESS THAN 'USUAL' RATE OF ACCELERATION, A SLIGHT YAW TO THE RIGHT, AND DECIDED TO ABORT THE TAKEOFF. HE REPORTED THAT HE MISJUDGED HIS ALTITUDE, LOWERED THE NOSE, AND STRUCK THE NOSE LANDING GEAR ON THE RUNWAY. THE NOSE GEAR SEPARATED, THE MAIN GEAR COLLAPSED, AND BOTH PROPELLERS STRUCK THE RUNWAY AS THE AIRPLANE SKIDDED TO A STOP. BOTH PROPELLERS DISPLAYED SIMILAR TWISTING, BENDING, AND CHORDWISE SCRATCHING. EXAMINATION OF THE AIRPLANE AND THE RIGHT ENGINE REVEALED NO MECHANICAL ANOMALIES. ACCORDING TO THE AIRPLANE'S OPERATING HANDBOOK, LIFT OFF SPEED FOR THE AIRPLANE WAS 84 KNOTS/97 MILES-PER-HOUR. IN A WRITTEN STATEMENT AND A FOLLOW-UP CONVERSATION, THE PILOT CONFIRMED THAT HIS LIFT OFF SPEED WAS 87 MILES-PER-HOUR. HE SAID THAT DUE TO THE ENGINE CONVERSION PERFORMANCE UPGRADE, THE PERFORMANCE PARAMETERS WERE DIFFERENT FROM THE AIRPLANE MANUFACTURER'S PUBLISHED NUMBERS. DURING A TELEPHONE CONVERSATION, THE TEST PILOT FOR THE ENGINE CONVERSION MANUFACTURER STATED THAT THE PLACARDED PERFORMANCE FIGURES FOR THE AIRPLANE REMAINED THE SAME. HE SAID, '...YOU JUST GET THERE A WHOLE LOT QUICKER.' INTERPOLATION OF PERFORMANCE CHARTS IN THE PILOT'S OPERATING HANDBOOK REVEALED THE ACCELERATE - STOP DISTANCE FOR THE AIRPLANE THAT DAY WAS 3,500 FEET. THE DEPARTURE RUNWAY WAS 4,200 FEET LONG. (-23) THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED DURING AN ABORTED TAKEOFF FROM THE CHESAPEAKE MUNICIPAL AIRPORT (CPK), CHESAPEAKE, VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL PERSONAL FLIGHT THAT ORIGINATED AT CPK, AT 1915. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A WRITTEN STATEMENT, THE PILOT REPORTED THE PURPOSE OF THE FLIGHT "...PILOT PROFICIENCY AND TO FLY AN AIRPLANE THAT HAD BEEN SITTING IN A HANGAR FOR OVER A MONTH." THE PILOT SAID HE PERFORMED A THOROUGH PREFLIGHT INSPECTION AND PERFORMED ALL BEFORE TAKEOFF CHECKS BY THE CHECKLIST. HE SAID THE RIGHT ENGINE FLOODED AND WAS DIFFICULT TO START, BUT THAT BOTH ENGINES WERE OPERATING "COMPLETELY WITHIN NORMAL LIMITS" WHEN HE TAXIED TO THE RUNWAY FOR TAKEOFF. ACCORDING TO THE PILOT: "TOOK THE RUNWAY. STOPPED ON THE CENTERLINE (TO PR EVENT FUEL FROM SLOSHING) AND ADDED POWER UNTIL I COULD NO LONGER HOLD THE BRAKES AND THEN RELEASED BRAKES. CONTINUED ON CENTERLINE AND AT 87 MPH EASED THE NOSE GEAR OFF RUNWAY. I NOTICED THAT I WAS NOT FLYING AND ACCELERATING AS USUAL AND AT THE SAME TIME THE PLANE WAS EASING TO THE RIGHT SIDE OF THE RUNWAY. I SENSED THAT SOMETHING WAS NOT RIGHT, AS I SHOULD HAVE BEEN FLYING AT THIS POSITION OF THE RUNWAY. I LOOKED DOWN THE RUNWAY AND DECIDED I HAD ENOUGH ROOM TO ABORT THE TAKEOFF. I CLOSED BOTH THROTTLES AND EASED THE YOKE FORWARD. APPARENTLY, I WAS SEVERAL FEET IN THE AIR. WHEN THE NOSE GEAR IMPACTED THE RUNWAY IT SHEARED OFF..." THE PILOT SAID THE AIRPLANE BOUNCED BACK TO AN ALTITUDE OF 15 TO 20 FEET, LANDED ON THE RIGHT MAIN GEAR, STRUCK A RUNWAY LIGHT, AND SKIDDED TO A STOP. HE SAID HE TURNED THE MAGNETO SWITCH AND THE FUEL SELECTOR TO THE 'OFF' POSITION BEFORE HE DEPARTED THE AIRPLANE. A FLIGHT INSTRUCTOR AND HIS STUDENT WITNESSED THE ACCIDENT. ACCORDING TO THE FLIGHT INSTRUCTOR: "MY STUDENT AND I HAD JUST LANDED AND WERE SECURING OUR PLANE. THE BARON WAS ON HIS TAKEOFF ROLL, LIFTED OFF, AND BOTH MY STUDENT AND I HEARD IT MAKING AN ODD NOISE ALMOST AS IF HE LOST POWER. HE WAS ABOUT 10 FEET OFF THE GROUND AND THE PLANE NOSED OVER AND HIT THE NOSE WHEEL FIRST. IT GAVE RIGHT AWAY, THEN THE NOSE CONE HIT. THE MAINS STRUCK AND BUCKLED AS THE PLANE WAS SLIDING TO THE RIGHT OF THE RUNWAY...IT SOUNDED AS IF HE LOST AN ENGINE AND PULLED POWER TO ME." ACCORDING TO THE STUDENT PILOT: "A MULTI-ENGINE PROP PLANE CRASHED ON TAKEOFF AT CPK. IT ROTATED AND GOT UP ABOUT 10 FEET WHEN 20000719011969A (-23) WHILE FLYING AT APPROX. 2500/2600 FT (AGL) IN THE CAVE CREEK, AZ AREA THE PILOT MADE A NORMAL APPROACH TO A RURAL OPENING IN THE DESERT NEAR SPURCROSSING AND YUCCA ROADS. HE CAME TO A HOVER APPROX. TEN(10) FT. (AGL). THE ROTOR RPM SUDDENLY DECAYED. THE PILOT LOWERED THE COLLECTIVE AND OPENED THE THROTTLE FULLY BUT THE ROTOR DID NOT RESPOND ACCORDINGLY IN RESEPECT TO THE VERY LOW ALTITUDE. AS THE HELICOPTER APPROACHED GROUND CONTACT THE PILOT APPLIED FULL COLLECTIVE PITCH. THE LANDING, WAS QUITE HARD AND RESULTED IN SUBSTANTIAL DAMAGE TRANSMITTED TO MANY PRIMARY STRUCTUAL PARTS OF THE VEHICLE. HOWEVER, THE HELICOPTER DID NOT ROLLOVER AND THERE WERE NO INJURIES OR POST-CRASH FIRE. 20000719012579A (-23) ON 7/19/00 AT APPROX 10:45 MDT, N674FT, CESSNA 310D WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING SHORTLY AFTER TAKEOFF FROM PAGOSA SPRINGS, CO (2V1) THE PILOT AND ONE PASSENGER WERE SERIOUSLY INJURED, AND THREE PASSENGERS RECEIVED MINOR INJURIES. THE A/C DEPARTED ON RUNWAY 19 TURNING APPROX. 80 DEGREES TO THE EAST. THE PILOT STATED THAT THE A/C WOULD NOT CLIMB DUE TO LACK OF ENGINE PERFORMANCE SO HE ELECTED TO MAKE AN OFF FIELD LANDING. THE A/C IMPACTED A FENCE DURING THE FORCED LANDING DESTROYING BOTH WINGS AND CAUSING EXTENSIVE DAMAGE. AN IFR FLIGHT PLAN HAS BEEN FILED FOR THE INTENDED CROSS-COUNTRY FLIGHT. 20000719020529I (23)PILOT WAS DOING STOP AND GO LANDINGS AND TAKEOFFS. AFTER LANDING AND COMING TO A COMPLETE STOP, PILOT APPLIED POWER FOR TAKEOFF HE DID NOT COMPENSATE FOR TORQUE AND RAN OFF THE SIDE OF RUNWAY. NO DAMAGE TO AIRCRAFT. 20000719026229I (-23) WHILE ATTEMPTING TO LAND AT SAN CARLOS AIRPORT, THE STUDENT PILOT WAS ASKED BY THE TOWER TO EXTEND HIS DOWNWIND LEG, THE PILOT HAD NEVER DONE THIS BEFORE AND WHEN HE WAS ON FINAL APPROACH FORGOT TO ADD THE LAST 10 DEGREES OF FLAPS, WHEN HE LANDED HE BOUNCED HARD ON THE RUNWAY AND THE PROPELLER STRUCK THE GROUND. *A COPY OF THIS REPORT HAS BEEN FORWARDED TO THE OPERATIONS UNIT FOR FURTHER PILOT ACTION. 20000719028149I (-23)WHEN THE PILOT DEPARTED E60 HE NOTICED THE LANDING GEAR LIGHT WAS INOP. HE ATTEMPTED TO CYCLE THE GEAR BUT THE GEAR SYSTEM WAS INOP. THE PILOT CONTINUED WITH THE LANDING GEAR EXTENDED. PRIOR TO LANDING AT DVT, THE PILOT ASKED THE TOWER TO VISUALLY INSPECT TO SEE IF THE GEAR APPEARED DOWN. THE TOWER VERIFIED THE GEAR WAS DOWN AND THE PILOT PROCEEDED TO LAND ON RWY 25L. UPON TOUCH DOWN THE MAIN GEAR WAS SECURE BUT WHEN THE NOSE GEAR CAME IN CONTACT WITH THE RUNWAY, THE NOSE GEAR COLLAPSED. THE A/C SKIDDED TO A STOP ON THE RUNWAY. DURING MY PRELIMINARY INSPECTION I NOTED THE FOLLOWING: PROP STRIKE, NOSE GEAR DOORS, NOSE GEAR ASSEMBLY, AND NOSE SHEET METAL DAMAGE TO AIRCRAFT. NO INJURIES TO THE PILOT OR TO HIS PASSENGER (WIFE). 20000719034059I (-23)I WAS DOING AN IFR PLAN FROM LEX TO DVK. I WAS TAXING TO RUNWAY 22, AND THE WIND WAS 310 AT 07. AN ASA REGIONAL JET WAS HOLDING SHORT AT 22 ON TAXIWAY A. TOWER ADVISED ME IF I TOOK TAXIWAY A-5 1 WOULD BE NUMBER ONE FOR TAKEOFF. AS I TURNED TO TAKE TAXIWAY A-5 THE RIGHT WING OF THE C-172R LIFTED UP AND THE AIRCRAFT TURNED 90 DEGREES TO THE LEFT ON THE LEFT MAIN TIRE AND NOSE WHEEL. I ASKED TOWER IF I COULD PULL OFF ON RUNWAY 26/A-5 TO CHECK FOR DAMAGE. AFTER DETERMINING A PROP STRIKE HAD OCCURRED, I ADVISED GROUND THAT I NEED TO TAXI BACK TO RAMP. 20000719035659I (-23)PILOT FLEW CE-182 AIRCRACT FROM PRESTON, IDAHO, TO MALAD, IDAHO, TO PICK UP A SAFETY PILOT FOR THE PURPOSE OF PRACTICE INSTRUMENT FLIGHT. DURING THE PROCESS OF LOADING THE SAFETY PILOT THE LANDING GEAR LEVER WAS BUMPED AND ENDED UP IN THE UP POSITION.THE USE OF CKECKLIST PROCEDURES WAS MINIMAL AND NEITHER PILOT NOTICED THAT THE LANDING GEAR HANDLE WAS IN THE UP POSITION DURING TAKEOFF ROLL. THE NOSE GEAR COLLAPSED WHEN THE WEIGHT ON WHEELS WAS REDUCED. THE AIRCRAFT SUFFERED PROP DAMAGE AND MINIMAL SKIN DMAAGE. THERE WERE NO INJURIES. 20000719037309A (-23) DEPARTED OHIO STATE UNIVERSITY AIRPORT (OSU) COLUMBUS, OH. ON RUNWAY 9R. EXPERIENCED ENGINE POWER REDUCTION AT ESTIMATED 500' ALTITUDE, TURNED 180 DEGREES, LANDED RUNWAY 27R. THE AIRPLANE LANDED LONG, OVER RAN THE END OF THE RUNWAY(EST. 500-600') STRIKING A CHAIN LINK FENCE. ESTIMATED ONE HOUR POST ACCIDENT ENGINE OPERATION ERRATIC FOR VERY SHORT PERIOD AT SITE. AIRCRAFT TRANSPORTED TO HANGAR ESTIMATED 1.5 HOUR BRACKET AIR FILTER REMOVED, ENGINE OPERATED SMOOTHLY. NTSB INVESTIGATOR BOB HANCOCK ASSUMING FURTHER INVESTIGATIONS DETAILS. 20000719040479I (-23) AIRCRAFT HAD 97 HOURS ON AIRFRAME, OWNER REMOVED FIXED PITCH PROPELLER AND INSTALLED A NON-CERTIFICATED AEROTEK VARIABLE PITCH PROPELLER, MODEL #RB2000 FOR PERFORMANCE PURPOSES. PROPELLER INSTALLATION WAS IAW MANUFACTURER'S INSTALLATION PROCEDURES WITH A VIBRATION ANALYSIS USING CHADWICK 2000 BALANCING EQUIPMENT. FIRST FLIGHT INCLUDED A THOROUGH ENGINE RUNUP AND MAG CHECK, SETTING THE ENGINE AT FULL THROTTLE AND THE PROPELLER RPM AT THE RECOMMENDED SETTING AND VERIFICATION OF THE AIRCRAFT TACH ACCURANCE BY USING A LITTON PROPELLER STROBE. TAKEOFF ACCELERATED TO 70 MPH AND ROTATION MONITORING THE INSTRUMENTS, AFTER REACHING AN ALTITUDE OF 500 FT. AGL PILOT NOTED 2700 RPM AND ADVANCING, ADJUSTED THE PROPELLER CONTROL TO REDUCE THE RPM, RETARDED THE THROTTLE SLIGHTLY AND PULLED THE NOSE UP SLIGHTLY TO ASSIST THE CONTROL OF THE ENGINE RPM (HE STATED MAX RPM IS 2800). ALMOST SIMULTANEOUSLY THE PILOT HEARD AN UNUSUAL NOISE, FELT A VERY MINOR VIBRATION AND REALIZED THAT HE WAS NO LONGER GETTING ANY FORWARD THRUST FROM THE ENGINE/PROPELLER. THE PILOT SHUT DOWN THE ENGINE, ADVISING THE TOWER THAT HE WAS GOING DOWN IN THE WASH AND FLEW THE AIRCRAFT TO A SAFE LANDING. AFTER LANDIN G HE CALLED THE TOWER ADVISING THEM THAT HE WAS NOT HURT. INSPECTION OF THE AIRCRAFT REVEALED NO AIRFRAME DAMAGE, THE SPINNER AND BOTH PROPELLER BLADES MISSING AND THE PROPELLER HUB STILL ATTACHED. 20000719040689A (.4) THE AIRPLANE WAS IN CRUISE FLIGHT AT 16,000 FEET, IN INSTRUMENT METEOROLOGICAL CONDITIONS. ABOUT TWO MINUTES AFTER THE CREW CEASED CROSS-FEEDING DUE TO A FUEL IMBALANCE, THE LEFT ENGINE EXPERIENCED A TOTAL LOSS OF POWER. ABOUT ONE MINUTE LATER, THE CO-PILOT INDICATED TO THE PILOT-IN-COMMAND (PIC) THAT THE AIRPLANE WAS LOSING AIRSPEED, AND ABOUT 15 SECONDS LATER, THE CO-PILOT REMARKED "KEEP IT UP, KEEP IT UP." SHORTLY THEREAFTER, THE AIRPLANE DEPARTED CONTROLLED FLIGHT AND IMPACTED TERRAIN. THE AIRPLANE WAS DESTROYED BY FIRE AND IMPACT FORCES. EXAMINATION OF THE LEFT ENGINE REVEALED NO EVIDENCE OF ANY PRE-IMPACT FAILURES THAT WOULD HAVE ACCOUNTED FOR AN UNCOMMANDED IN-FLIGHT SHUT-DOWN. A SIGMET FOR POTENTIAL SEVERE CLEAR ICING WAS EFFECTIVE FOR AIRPLANE'S FLIGHT PATH; HOWEVER, THE FLIGHT CREW DID NOT REPORT OR DISCUSS ANY WEATHER RELATED PROBLEMS AROUND THE TIME OF THE ACCIDENT. AT THE TIME OF THE ACCIDENT, THE AIRPLANE WAS ABOVE ITS SINGLE-ENGINE SERVICE CEILING. THE PIC HAD ACCUMULATED APPROXIMATELY 6,000 HOURS OF TOTAL FLIGHT EXPERIENCE, OF WHICH, ABOUT 500 HOURS WERE AS PIC IN MAKE AND MODEL. THE CO-PILOT HAD APPROXIMATELY 600 HOURS OF TOTAL FIGHT EXPERIENCE, OF WHICH, 300 HOURS WERE IN MAKE AND MODEL. (-23) CANADIAN CARGO FLIGHT REPORTED TO CENTER COULD NOT MAINTAIN ALTITUDE, THEN ISSUED "MAYDAY" AND CRASHED. AIRPLANE EXPLODED ON IMPACT AND BURNED. 20000720009519A (-23) ON JULY 20, 2000, AT 0035 LOCAL TIME, A CESSNA 210-D AIRPLANE N3996Y, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN WHILE LANDING AT THE TOWN AND COUNTRY AIRPORT, NEAR LUBBOCK, TEXAS. THE COMMERICAL PILOT, WHO WASTHE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, AND HIS PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FAR PART 91 FLIGHT. A FLIGHT PLAN WAS NOT FILED. THE FLIGHT ORIGINATED FROM THE TOWN AND COUNTRY AIRPORT. ACCORDING TO THE LOCAL LAW ENFORCEMENT OFFICIALS, THE PILOT STATED HE DEPARTED FROM RUNWAY 17 AND REMAINED IN THE TRAFFIC PATTERN. THE PILOT STATED THAT DURING APPROACH THE AIRPLANE CONTACTED A POWER WIRE AND, SUBSEQUENTLY, IMPACTED THE GROUND SHORT OF THE RUNWAY. AN FAA INSPECTOR AND LOCAL LAW ENFORCEMENT OFFICIALS EXAMINED THE ACCIDENT SITE AND FOUND NO EVIDENCE OF A WIRE STRIKE. THE LAW ENFORCEMENT OFFICIALS REPORTED THAT THE PILOT STATED HE HAD CONSUMED 5 OR 6 MIXED DRINKS THAT EVENING. WITNESSES REPORTED THE PILOT AND PASSENGER APPEARED INTOXICATED AND SMELL OF ALCOHOL. 20000720011649A (-23) THE A/C WAS TAKING OFF FROM HILDE PRIVATE STRIP, THE WIND WAS OUT OF THE WEST AT ABOUT 8 KNOTS AND THE TEMPERATURE WAS 84 DEGREES AS STATED BY THE PILOT. TAKE OFF WAS CONDUCTED UPHILL ON THE 2000 FT STRIP WHICH HAS APPROX. A 2% GRADE. PILOT INDICATED THAT THE PREFLIGHT RUNUP WAS NORMAL. LIFT OFF WSS CLOSE TO THE END OF THE STRIP. THE TAIL WHEEL CAUGHT ON THE TOP STRAND OF A BARBED WIRE FENCE WHICH IS AT THE END OF THE RUNWAY. THE A/C DID NOT SEEM TO HAVE ENOUGH POWER TO CLIMB OVER THE TREES, BUT THE PILOT DID NOT INDICATE ANY CHANGE IN POWER, OR LOSS OF POWER. THE CHEMICAL LOAD WAS DROPPED BUT NOT IN TIME TO KEEP THE A/C FROM HITTING THE TREES, WHICH ARE APPROX. 500 FEET FROM END OF THE RUNWAY. THE A/C CAME TO REST NOSE DOWN AND THE TAIL IN THE AIR. THE PILOT SUSTAINED MINOR INJURIES. 20000720011709I (-23) PILOT WAS FORCED TO LAND DUE TO SMOKE IN COCKPIT. A/C LANDED SAFELY WITH NO DAMAGE TO A/C AND NO INJURIES TO CREW. INSPECTION REVEALED THAT THE ALTERNATORE POWER WIRE FROM THE ALTERNATOR TO THE ALTERNATOR CIRCUIT BREAKER TO BE HEAT DAMAGED. THE WIRE IS AN EIGHT-GAUGE SHIELDED WIRE WITH ALTERNATOR OUTPUT POWER IN THE CENTER CONDUCTOR AND THE SHIELDING GROUNDED TO THE AIRFRAME GROUND. FOR AN UNKNOWN REASON THE SHIELDING CHAFFED THROUGH TO THE POWER CONDUCTOR AND CAUSED A DIRECT SHORT TO GROUND. APPROX. SIX INCHES OF THE WIRE SHOWED DAMAGE. THE INSULATION WAS MELTED BETWEEN THE POWER CONDUCTOR AND THE SHIELDING DUE TO ARCING. THE DAMAGED SECTION OF THE WIRE WAS REPLACED AND THE SHIELDING WAS INSPECTED ADJACENT TO THE DAMAGED AREA. NO CHAFFING OR DEFECTS WERE NOTED. 20000720012009A (-23) ON 07/20/00 AT EASTON AIRPORT, MD, MR. PAUL EUGENE SCHLOSSER WAS ACTING AS PILOT IN COMMAND OF HIS BOEING STEARMAN B-75,N57851. WHILE LANDING ON RUNWAY 33 MR. SCHLOSSER LOST CONTROL AND STRUCK THE LOWER LEFT WING OF THE RUNWAY THEN VEERED OFF THE RIGHT SIDE OF THE RUNWAY STRICKING A RUNWAY DESIGNATION SIGN. MR SCHLOSSER STATED THAT DURING HIS LANDING AT EASTON HE ENCOUNTERED A GUST OF WIND WHICH CAUSED HIM TO LOSE CONTROL AND GROUND LOOP THE PLANE. DAMAGE WAS DONE TO THE SPAR ON THE LOWER LEFT WING. 20000720013879A (-23) MR. OLSEN, ACTING AS PILOT OF ULTRALIGHT AIRCRAFT, TOOKOFF FROM GRAVEL PIT IN CORAM, MONTANA. PILOT STATED THAT AFTER TAKEOFF, THE AIRCRAFT WAS CAUGHT IN A DOWNDRAFT AND SETTLED INTO THE TREES. AS THE AIRCRAFT SETTLED INTO THE TREES, THE WINGS BROKE OFF AND COME TO REST ON THE GROUND. THE ULTRALIGHT VEHICLE WAS A 2 SEATER WITH NO REGISTRATION AND NO CERTIFICATION. 20000720021669I (-23) NO NARRATIVE AVAILABLE. 20000720027779I (-23)AIRCRAFT WAS CLEARED TO LAND ON RUNWAY 6R (SOD) AND ISSUED A WIND CHECK BY TOWER. WINDS WERE 320/06KTS. AFTER LANDING, AIRCRAFT VEERED TO THE LEFT SIDE OF RUNWAY AND STRUCK TWO SOD RUNWAY EDGE MARKERS JUST NORTH OF RUNWAY 14L/32R. THE AIRCRAFT WAS NOT DAMAGED AND THE RUNWAY MARKERS WERE INSERTED BACK INTO THE GROUND THE NEXT MORNING. 20000720029469I (-23)AIRCRAFT AFTER LANDING ON RUNWAY 10 WENT OFF THE SIDE OF THE RUNWAY WHERE THE LANDING GEAR COLLAPSED. THIS RESULTED IN DAMAGE TO THE GEAR AND PROP. 20000720034469I (-23)LANDING GEAR FAILED TO COME DOWN WHEN EXTENDED. EMERGENCY EXTENSION ALSO FAILED DUE TO LACK OF FLUID. PILOT ADDED FUILD BUT LEAKAGE WAS TOO GREAT TO BUILD PRESSURE. PILOT LANDED, NOSE GEAR DOWN AND LOCKED, MAIN GEAR IN TRAIL. DAMAGE LIMITED TO TWO ANTTENAS AND A WRINKLE IN THE LEFT HORIZONTAL STABILIZER. DETERMINED THAT NOSE GEAR DOOR ACTUATOR FLEX LINE HAD RUPTURED AT HOSE FITTING. 20000720034569I (-23)AT CRUISE ALTITUDE OF 7,000 FT ENGINE STARTED TO RUN TOUGH. AIRCRAFT LANDED AT NEAREST AIRPORT. COCKPIT FILLED WITH SMOKE NEAR THE AIRPORT. EXAMINATION OF THE AIRCRAFT REVEALED OIL ON COWLING AND #3 CYLINDER EXHAUST PUSHROD WAS BENT AND HOUSING BENT. CYLINDER WAS PULLED AND TO BE SENT OUT FOR FURTHER EVALUATION. 20000720035309I (-23)ON JULY 20, 2000, AT 750E, A NA-265-65 SABERLINER, REGISTERED AS N750CC, S/N 465-37, WAS ENROUTE FROM DETROIT TO WASHINGOTN, D.C. AT FL 270, A "FUS HOT" LIGHT CAME ON. THE FLIGHT CREW FOLLOWED THE CHECKLIST AND STARTED A DESCENT AT FL 150. THE LIGHT WENT OFF WITH BOTH ENGINES AT IDLE POWER. THE AIRCRAFT LANDED AT "PIT" AND TAXIED TO THE RAMP. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND A BAD SEAL IN THE PRESS MANIFOLD. THE AIRCRAFT WAS RERURNED TO SERVICE. INVESTIGATION CLOSED. 20000720042199A (-23) AFTER T/O PILOT INITIATED CLIMBING 270 RIGHT HAND TURN. AT ABOUT 800FT TO 1000FT MSL AND ABOUT 300 AGL AIRCRAFT WAS OBSERVED TO YAW LEFT & ENTER A SPIN TO THE LEFT. ACFT CRASHED KILLING PILOT. 20000721009329A (-23) WHILE ON APPROACH TO LANDING ON HIS PRIVATE AIRSTRIP NO. OF BENTON CITY, WA. MR. GARY BRONS A/C STRUCK A POWERLINE WITH THE LEFT MAIN LANDING GEAR. THE POWERLINE BROKE BUT THE A/C WAS SLOWED TO THE POINT IT STALLED AND CONTACTED THE GROUND IN A LEFT WING-NOSE LOW CONFIGURATION. THE LEFT WING WAS SEVERLY DAMAGED AND THE FIBERGLASS COCKPIT WAS BROKEN ADN TWISTED. A SMALL FIRE WAS STARTED BY THE DOWNED POWER LINE AND WAS QUICKLY EXTINGUISHED. FIRE DID NOT INVOLVE THE A/C IN ANY WAY. THE PILOT RECEIVED MINOR SCRAPES. THE PILOT ATTRIBUTED THE DESCENT INTO THE POWERLINE AS A RESULT OF BEING ON THE LEESIDE OF SEVERAL TALL TREES. 20000721009979A (-23) MR. DAN FABIO WAS INJURED DURING A PARACHUTE JUMP AT THE KAPOWSIN AIRPORT. THERE WERE NO EQUIPMENT FAILURES. MR.FABIO FAILED TO FLARE THE PARACHUTE WHICH RESULTED IN A HARD LANDING, AND A BROKEN LEG. MR. FABIO LOST CONSCIOUSNESS WHILE BEING AIRLIFTED TO HARBORVIEW HOSPITAL. MR. FABIO NEVER REGAINED CONSCIOUSNESS AND EXPIRED 2 DAYS LATER. 20000721010919A (-23) FOLLOWING AERIAL APPLICATION THE AIRCRAFT WAS RETURNING TO PICK UP ANOTHER LOAD OF SULPHUR DUST. THE PILOT EXPERIENCED FUEL FLOW FLUCTUATIONS AND LOSS OF FUEL PRESSURE RESULTING IS A LOSS OF ENGINE POWER. THE PILOT MADE AN EMERGENCY LANDING, RESULTING IN SUBSTANTIAL DAMAGE TO THE LEFT WING AND AILERON. INVESTIGATION DETERMINED THAT THE AIRCRAFT HAD IN EXCESS OF 10 GALLONS OF FUEL ONBOARD. A INTERNAL BLOCKAGE OF THE STRATOFLEX FUEL LINE FROM THE FUEL SELECTOR TO THE FUEL PUMP WAS THE CAUSE OF THE LOSS OF FUEL PRESSURE AND POWERPLANT FAILURE. 20000721011629A (-23) WHILE MAKING NORTH/SOUTH SPRAY RUN ENGINE LOST POWER. ATTEMPTED TO MAKE TURN TO MISS WHEEL LINES. LEFT BOOM CAUGHT IN ALFALFA, PIVOTED LEFT AND CAME TO STOP. NO INJURIES. A/C HAD SUBSTANTIAL DAMAGES. 20000721012909A (-23) PILOT FLEW INTO CLOUDS, STARTED TO DESCEND, IMPACTED WITH MOUNTAIN. 20000721014039A (-23) ACCORDING TO SEVERAL WITNESSES THE A/C APPROACHED THE RWY AT HIGH RATE OF SPEED AND THEN FLOATED DOWN THE LENGTH OF THE RUNWAY UNABLE TO ALND DUE TO THE HIGH AIRSPEED. THE A/C TOUCHED DOWN ON THE LAST 25 % OF RWY AND WAS UNABLE TO STOP BEFORE LEAVING THE PAVEMENT AND FLIPPING OVER IN THE DIRT.(.4) ON JULY 21, 2000, AT 1320 HOURS PACIFIC DAYLIGHT TIME, AN AMATEUR-BUILT STEEL RANS RV-6, N64ME, NOSED OVER DURING A FORCED LANDING AT THE WINNEMUCCA, NEVADA, AIRPORT. THE FORCED LANDING WAS PRECIPITATED BY A LOSS OF ENGINE POWER. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT DEPARTED THE WINNEMUCCA AIRPORT ABOUT 1230 AND WAS EN ROUTE TO ELKO, NEVADA. IN A TELEPHONE INTERVIEW, THE PILOT REPORTED THAT THE FLIGHT LEFT THE SAN FRANCISCO BAY AREA EARLIER IN THE DAY AND WAS EN ROUTE ULTIMATELY TO OSHKOSH, WISCONSIN. IN THE AREA OF WINNEMUCCA, THE PILOT OBSERVED THAT THE ENGINE OIL TEMPERATURE WAS NEARING THE UPPER RED LINE LIMIT AND SHE LANDED AT WINNEMUCCA FOR IT TO COOL OFF. AFTER ABOUT AN HOUR ON THE GROUND, THE PILOT PERFORMED A DETAILED PREFLIGHT INSPECTION AND RUN-UP, WITH NO ABNORMALITIES DETECTED. THE PILOT THEN ELECTED TO DEPART WINNEMUCCA AND FLY TO ELKO. ABOUT 10 MINUTES AFTER DEPARTURE, THE ENGINE OIL TEMPERATURE BEGAN TO CLIMB ONCE MORE TO THE RED LINE LIMIT AND THE PILOT DECIDED TO TURN AROUND. AFTER REESTABLISHING A COURSE TOWARD WINNEMUCCA, THE OIL TEMPERATURE EXCEEDED THE RED LINE LIMIT AND THE ENGINE BEGAN TO LOSE POWER. THE PILOT REDUCED THE THROTTLE AND SET UP FOR A LANDING ON A HIGHWAY AND THE ENGINE POWER RETURNED. THE PILOT THEN ATTEMPTED TO CONTINUE TO WINNEMUCCA AND THE ENGINE LOST POWER SHORT OF THE AIRPORT. THE PILOT SAID SHE WAS ABLE TO REACH THE RUNWAY, BUT WAS TOO LOW TO MAKE ANY TRAFFIC PATTERN MANEUVERS, AND TOO HIGH TO LAND NORMALLY. THE PILOT REPORTED THAT SHE WAS SLIGHTLY FAST AND TOUCHED DOWN NEAR THE HALFWAY POINT ON THE RUNWAY, AND WAS UNABLE TO STOP PRIOR TO OVERRUNNING THE PAVEMENT END. THE AIRPLANE ENCOUNTERED SOFT, SANDY SOIL AND NOSED OVER. ACCORDING TO THE AIRCRAFT OWNER, FOLLOWING RECOVERY OF THE AIRCRAFT, THE ENGINE WAS DISASSEMBLED AND INSPECTED AT GILES ENGINES IN RENO, NEVADA. THE PURPOSE OF THE DISASSEMBLY WAS TO INSPECT THE ENGINE FOR SUDDEN STOPPAGE DAMAGE AND REPAIR IT FOR RETURN TO SERVICE. DISASSEMBLY DISCLOSED THAT THE VERNATHERM HAD NOT BEEN INSTALLED IN THE ENGINE AND THE OIL SUPPLY WAS BYPASSING THE OIL COOLER. THE RECORDS DISCLOSED THAT THE ENGINE WAS BUILT-UP ABOUT 90 HOURS PRIOR TO THE ACCIDENT BY A FIRM WHICH SPECIALIZES IN PERFORMANCE IMPROVEMENT REBUILDS FOR THE EXPERIMENTAL AIRCRAFT MARKET. THE ENGINE IS A BASIC LYCOMING IO-360 WITH SEVERAL MODIFICATIONS FOR POWER IMPROVEMENT. 20000721020899I (-23)INSTRUCTOR PILOT WAS DEMONSTRATING A SHORT FIELD LANDING. INSTRUCTOR PILOT INCREASED POWER TO ARREST SINK RATE. LEFT ENGINE DID NOT RESPOND TO THE INCREASE OF THE POWER LEVER. AIRCRAFT LANDED SHORT OF THE RUNWAY CONTACTING THE TOP OF A CHAIN LINK FENCE WITH THE MAIN LANDING GEAR DOORS. POWER LOSS ON LEFT ENGINE COULD NOT BE DUPLICATED. 20000721021769I (-23)THE PILOT WAS DOING TOUCH AND GO'S ON RUNWAY 07. THE PILOT MADE A HARD LANDING, STRIKING THE PROPELLER AND DAMAGING THE NOSE GEAR. ^PRIVACY DATA OMITTED^ 20000721025459I (-23)^PRIVACY DATA OMITTEDWAS INJURED DURING A PARACHUTE JUMP WHEN HE LOST CONSCIOUSNESS AND MADE A HARD LANDING. HE WAS REVIVED AT THE SITE BUT TAKEN TO MADIGAN HOSPITAL TO BE CHECKED FOR INJURIES. IT WAS DETEMINED THAT HE HAD BECOME DEHYDRATED AND AS A RESULT HAD LOST CONSCIOUSNESS DURING THE PARACHUTE JUMP. HE WAS REHYDRATED AND RELEASED SUFFERING NO OTHER INJURIES OR NEGATIVE RESULTS. THERE WERE NO EQUIPMENT MALFUNCTIONS. 20000721025789I (-23)CESSNA N2655B SUSTAINED MINOR DAMAGE AFTER LANDING ON THE RUNWAY IN WINDOW ROCK, AZ. TO THE RIGHT MAIN LANDING GEAR. THE ENGINE NACELLE, RIGHT PROPELLER AND THE TRAILING EDGE OF THE RIGHT WING. THE A/C GROUND LOOPED AND CAME TO REST WITH THE LOWER RIGHT MAIN GEAR BROKEN OFF. 20000721028659I (-23)RIGHT BRAKE FAILED TO ACTIVE DURING ROLLOUT FOR ACTIVE RUNWAY. AIRCRAFT PIVOTED TO LEFT CAUSING MINOR DAMAGE TO NOSE GEAR COMPONENTS. MAINTENANCE REPLACED SUSPECTED BAD SEAL IN RIGHT BRAKE MASTER CYLINDER. THIS INCIDENT IS CLOSED. 20000721029999I (-23) PILOT WAS ATTEMPTING TO LAND HIS HELICOPTER ON A TRAILER USED TO TRANSPORT THE AIRCRAFT. WHILE HOVERING OVER THE TRAILER, THE PILOT SNAGGED A SKID ON THE SIDE OF THE TRAILER CAUSING LOSS OF CONTROL. THIS TRAILER IS EXTREMELY NARROW CONSIDERING THE SKID WIDTH OF THE HELICOPTER BUT IS AS WIDE AS HIGHWAY LAWS ALLOW. 20000721035139I (-23)ON JULY 21, 2000, AT 1000E, A SF-340, S/N 340-043, REGISTERED AS N43CQ OPERATED BY CHQA FLIGHT #4356. AIRCRAFT RETURNED TO PIT DUE TO THE LEFT ENGINE BEING OVER TEMPERATURE AND A TORQUE DROP. MAINTENANCE FOUND THAT THE LEFT ENGINE HP BLEED CLAMP WAS NOT INSTALLED ON THE HP BLEED LINE. THE CLAMP WAS FOUND IN THE COWLING WITH THE NUT MISSING AND DAMAGED THREADS. THE NUT WAS FOUND UNDER THE PROPELLER SHAFT WITH THE THREADS STRIPPED. 20000721035469I (-23)PILOT WAS PRACTICING SINGLE ENGINE EMERGENCY PROCEDURES WITH A SAFETY PILOT. FEATHER THE LEFT ENGINE AND WAS UNABLE TO BRING THE ENGINE OUT OF FEATHER. PILOT MADE AN EMERGENCY RETURN TO THE AIRFIELD AND WAS NOT ABLE TO EXTEND THE LANDING GEAR. PILOT THEN MADE AN EMERGENCY GO-AROUND AND SELECTEC A CROSS RUNWAY TO MAKE THE SUBSEQUENT APPROACH TO. PILOT WAS ABLE TO EXTEND THE MAIN LANDING GEAR PRIOR TO LANDING BUT DID NOT COMPLETELY GET THE NOSE GEAR DOWN PRIOR TO LANDING. PILOT MANEUVERED THE AIRCRAFT TO LAND IN THE SOFT DIRT OFF THE SIDE OF RUNWAY. MINOR DAMAGE TO THE AIRCRAFT SKIN OCCURRED AND BOTH PROPS WERE DAMAGED. NO INJURIES. INVESTIGATION REVEALED THAT PILOT FOLLOWED THE CORRECT IN-FEATHER PROCEDURES BUT ELECTED NOT TO USE THE EMERGENCY AIR BOTTLE TO EXTEND THE LANDING GEAR. FURTHER INSPECTION REVEALED NOTHING WRONG WITH THE AIRCRAFT SYSTEMS. ^PRIVACY DATA OMITTED^ 20000721035569I (-23)DURING THE LANDING ROLL THE AIRCRAFT GROUND LOOPED, HIT A RUNWAY SIGN AND STOPPED IN THE GRASS AT THE INTERSECTION OF RW 21L AND TAXIWAY C. AIRCRAFT INCURRED MINOR BENDING TO THE LEFT LANDING GEAR. 20000721036719A (-23) PILOT ABORTED TAKE-OFF FROM FARM FIELD, DUE TO UNACCEPTABLE RATE OF CLIMB TO MISS POWER LINES. AIRCRAFT IMPACTED ROAD DITCH DAMAGING LANDING GEAR. 20000721043019A (-23) DURING TAKEOFF FROM A SOD AIRPORT, THE STUDENT PILOT MADE THE DECISION TO ABORT THE TAKEOFF AFTER PASSING THE POINT ON THE RUNWAY THAT WOULD HAVE ALLOWED THE AIRCRAFT TO SAFELY STOP AND REMAIN ON THE RUNWAY. THE AIRCRAFT STRUCK TREES AT THE END OF THE RUNWAY CAUSING DAMAGE TO THE WINGS. 20000722004389A (.23) THE AIRCRAFT LANDED ON THE NOSE WHEEL WIHT SUCH FORCE THAT THE IMPACT SIGNATURE WAS LEFT ON THE RUNWAY SURFACE, FOLLOWED BY TWO DEEP GOUGES AS THE PROPLELLER BLADES CONTACTED THE SURFACE. THE IMPACT CAUSED THE NOSE GEAR TIRE TO BLOW OUT, THE NOSE WHEEL WAS CRACKED AT THE CENTER OF THE HUB, AND THE LOADS APPLIED TO THE FIREWALL CAUSED EXTENSIVE DEFORMATION TO THE FIREWALL AND RIGHT SIDE SKIN. 20000722004439A (.23) SHORTLY AFTER AIRCRAFT TOOK OFF FROM DODGE CENTER, MN AIRPORT, WITNESSES REPORTED THE AIRCRAFT FLYING LOW AND THE ENGINES DID NOT SOUND TO BE RUNNING SMOOTHLY. THE IARCRAFT ATTEMPTED TO RETURN TO THE AIRPORT, THE LEFT WING TIP STRUCK THE GROUND APPROXIMATELY ONE HALF-MILE SOUTH OF THE RUNWAY. YHE AIRCRAFT CRASHED AND WAS DESTROYED BY FIRE AND THE PILOT FATALLY INJURIED. UNABLE TO OBTAIN PILOT FLIGHT HOURS AND REGULATORY CHECK RIDE DATE DUE TO THE PILOT LOGBOOKS IN THE FIRE. AN AMENDMENT TO THIS FORM WILL FOLLOW IF FURTHER INVESTIGATION REVEALS MAINTENANCE DEFICIENCIES. 20000722004599A (-23) AIRCRAFT WAS ON A VFR FLIGHT FROM AIKEN, NC (AIK) TO LOGAN, WV (6L4). ON DECENT-APPROACH TO 6L4 THE ENGINE QUIT FORCING THE PILOT TO MAKE AN OFF AIRFIELD LANDING ONTO THE AIRPORT ACCESS ROAD CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. POST ACCIDENT INVESTIGATION REVEALED THAT THE FUEL TANK WAS DRY ALONG WITH THE ENGINE FUEL SYSTEM. FOUR GALLONS WERE ADDED TO THE AIRCRAFT ENGINE WAS RUN WITH SATISFACTORY RESULTS. (.4) THE PILOT DEPARTED AT 1130 FOR A CROSS-COUNTRY FLIGHT WITH 40 GALLONS OF FUEL ON BOARD. HE ANTICIPATED THAT THE FLIGHT WOULD TAKE 3 HOURS, AND HE HAD 4 HOURS OF FUEL ON BOARD. DURING THE FLIGHT, THE PILOT HAD TO DIVERT AROUND HIS PLANNED ROUTE FOR INCLEMENT WEATHER. WHEN HE WAS ABOUT 1 MILE FROM THE AIRPORT, HE ENTERED THE DOWNWIND LEG OF THE TRAFFIC PATTERN AND THE ENGINE LOST POWER. THE PILOT DETERMINED HE COULD NOT MAKE IT TO THE RUNWAY AND LANDED ON AN ADJACENT ROAD, AT 1450. THE PILOT REPORTED THAT THE FUEL GAUGE READ EMPTY WHILE ON THE APPROACH. EXAMINATION OF THE AIRPLANE REVEALED THE FUEL TANK WAS COMPLETELY DRY. IN ADDITION, NO FUEL WAS FOUND IN THE FUEL LINES OR THE FUEL FLOW DIVIDER. WHEN 4 GALLONS OF FUEL WAS ADDED TO THE A IRPLANE, THE ENGINE STARTED WITHOUT HESITATION AND RAN CONTINUOUSLY. 20000722007709A (-23) THE PILOT REPORTED THE RIGHT BRAKE STUCK WHEN LANDING ON RUNWAY 13 AT HAILEY, ID. THERE WAS A 12 KT CROSSWIND. THE AIRCRAFT GROUND LOOPED AND SUBSTANTIAL DAMAGE WAS INFLICTED TO THE TIP AND OUT BOARD PORTION OF THE LEFT WING. 20000722009219A (-23) THE PILOT WAS PRACTICING TOUCH-AND-GOES ON BIRCH LAKE IN HIS HOMEBUILT/EXPERIMENTAL KINGFISHER AIRCRAFT. ON CLIMBOUT FOLLOWING THE SECOND LANDING, THE PILOT FELT HE DID NOT HAVE ENOUGH SPEED TO CLEAR THE TREES AT THE FAR END OF THE LAKE, AND ATTEMPTED TO TURN BACK TOWARD THE LAKE. THE AIRCRAFT IMPACTED THE TREES AND WAS DESTROYED. THE PILOT SUSTAINED NUMEROUS BROKEN BONES. THE AIRCRAFT WAS NOT REGISTERED AND DID NOT HAVE AN "N" NUMBER. 20000722011559A (-23) PILOT WAS LANDING ON RUNWAY 12, WHEN HE LOST CONTROL CAUSING THE A/C TO PORPOISE. THE PILOT LOST DIRECTIONAL CONTROL OF A/C CAUSING IT TO VEER OFF THE RUNWAY TO THE LEFT STRIKING A RUNWAY LIGHT AT APPROX. 2000' FEET. THE A/C CAME TO REST I GRASS WITH DAMAGE TO THE PROPELLER. LEFT MAIN LANDING GEAR AND THE NOSE LANDING GEAR. THE PILOT WAS NOT INJURED AND DAMAGE TO A/C IS SUBSTANTIAL. 20000722012119A (-23) ON JULY 22, 2000, HAROLD LYONS WAS FLYING A GLIDER AND WENT BEYOND THE MOUNTAIN RIDGE LOOKING FOR A THERMAL THAT WOULD KEEP THE AIRCRAFT IN THE AIR. THE GLIDER STARTED TO LOSE ALTITUDE AND PILOT HAD TO LAND IN THE TREES. 20000722012889A (-23) MOONEY M20C, N6253U DEPARTED LONGMONT AIRPORT (2V2) LONGMONT, CO USING RUNWAY 29 APPROXIMATELY 827 MDT, 7-22-00, AFTER THE 2ND TOUCH & GO, TAKE OFF/LANDING AND DEPARTED THE PATTERN TO THE NORTH. AT APPROXIMATELY 15OO AGL THE ENGINE LOST POWER AND THE AIRCRAFT FORCED LANDED IN A FIELD NORTHWEST AND 100 OR MORE YARDS FROM THE DEPATURE END OF RUNWAY 29 AT APPROXIMATELY 830 MDT. THE AIRCRAFT SUSTAINED SUBSTANIAL DAMAGE, BUT THE PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURED. THE FLIGTH ORIGINATED AT JEFFERSON COUNTY AIRPORT, BROOMFIELD, CO. ACCORDING TO THE PILOT, ENGINE LOST POWER DUE TO FUEL STARVATION. NO FLIGHT PLAN WAS FILED. 20000722020829A (-23)THE PILOT LOST CONTROL ON LIFT OFF. THE AIRCRAFT MADE A HARD SWERVING RIGHT TURN AND LANDED ON RIGHT SIDE RESULTING IN SUBSTANTIAL DAMAGE. THE AIRCRAFT HAD TWO PASSENGERS ON BOARD, BOTH WEIGHTING OVER 200 POUNDS. THE PILOT WEIGHED APPROXIMATELY 300 POUNDS AND THE FUEL WAS NEARLY TO THE TOP. (.4) ACCORDING TO THE PILOT AND ONE PASSENGER, THE ROTORCRAFT LIFTED OFF THE AIRSTRIP TO ABOUT A 2 TO 3 FOOT HOVER, AND IMMEDIATELY COMMENCED A VIOLENT RIGHT SPIN THAT TERMINATED WITH THE LANDING SKID AND NOSE COLLIDING WITH THE TERRAIN. THE MAIN ROTOR SEVERED THE TAIL BOOM AND COLLIDED WITH THE TERRAIN, RESULTING IN THE ROTORCRAFT ROLLING OVER ON ITS RIGHT SIDE. THE FAA REPORTED THE WRECKAGE REVEALED NO EVIDENCE OF MECHANICAL FAILURE, AND THAT THE ROTORCRAFT WAS WITHIN ITS MAXIMUM TAKEOFF WEIGHT AND LOADING LIMITS. THE DENSITY ALTITUDE WAS 2,206 FEET. 20000722021779I (-23)PILOT STATED UPON TAKOEFF THE AIRCRAFT WAS AT 50 MPH AND APPROXIMATELY 25 FEET ALTITUDE AND A DOWNWIND WAS ENCOUNTERED AND THE AIRCRAFT DROPPED OUT OF THE SKY AND HAD HARD LANDING, CAUSING DAMAGE TO THE PROPELLER, MAIN LANDING GEAR, AND RIGHT WING TIP CAUSING THE AIRCRAFT TO SPIN. THE AIRCRAFT WAS MOVED AND DISASSEMBLED PRIOR TO THE FAA BEING NOTICED. INSPECTION OF THE AIRCRAFT THE DAMAGE AS STATED BY THE PILOT, AND NO OTHER UNUSUAL CIRCUMSTANCES. THE PILOT OWNER POINTED OUT THAT THE PITOT TUBES FOR THE AIRSPEED INDICATION WAS IN THE SLIPSTREAM OF THE PROPELLER. WHEN THE PILOT WAS ASKED OF THE AIRSPEED SHOWED AN INDICATION DURING RUN UP HE INDICATED IT DIDN'T. THIS AIRCRAFT IS OF THE MOTORIZED GLIDER DESIGN. 20000722025569I (-23) TAIL ROTORDRIVE SHAFT FAILED ON GROUND RUNUP PRIOR TO FLIGHT WHILE FIGHTING FOREST FIRE NEAR CORTEZ, CO. MAINTENANCE CHANGED ALL TAIL ROTOR COMPONENTS FROM THE MAIN ROTOR GEAR BOX AFT TO THE TAIL ROTOR GEAR BOX. THE A/C WAS RETURNED TO SERVICE, INSPECTED BY OFFICE OF A/C SERVICES (OAS), AND TEST FLOWN FOR THREE HOURS. 20000722025659I (-23)BANNER SHREDDED UPON PICK UP AND DISCONNECTED FROM TOW PLANE, PILOT CHECKED AND COULD NOT SEE TOW ROPE STILL ATTACHED TO A/C. TOWER AND GROUND CREW INFORMED PILOT THAT THE BANNER HAD DISCONNECTED. PILOT RETURNED FOR LANDING. THE BANNER HAD FAILED JUST AFT OF THE LEAD POLE, THE TOW ROPE AND LEAD POLE WERE STILL ATTACHED TO THE A/C BUT TRAILING MUCH LOWER THAN NORMAL DUE TO THE LACK OF A BANNER. THE LEAD POLE AND ROPE SNAGGED SOME POWERLINES THAT CROSS APPROX. 150 FEET FROM THE END OF THE RUNWAY, THE SHEAR LINK FUNCTIONED AS DESIGNED THE PILOT WAS UNAWARE THAT THE ROPE HAD CONTACTED THE WIRES. THERE WAS NO DAMAGE TO THE A/C OR THE POWER LINES, THE ROPE WAS REMOVED FROM THE POWERLINES BY THE UTILITY COMPANY. 20000722025699I (-23) THE PILOT STATED THAT HE LANDED AT A PRIVATE STRIP. DURING HIS ROLL OUT HE ENTERED A SOFT PLOWED AREA AT THE END OF THE RUNWAY. THE A/C NOSED OVER AND SETTLED ON ITS BACK IN THE DIRT. 20000722025749I (-23) FIRST STAGE COMPRESSOR BLADE FAILURE OCCURRED. A/C SUSTAINED MINOR DAMAGE. 20000722026399I (-23)AT APPROXIMATELY ON JULY 22, 2000, ^PRIVACY DATA OMITTED^ , WAS THE PILOT IN COMMAND OF BEECHCRAFT BE-95, N966T. ^PRIVACY DA^ WAS PERFORMING THE DUTIES OF HIS CERTIFIED FLIGHT INSTRUCTOR CERTIFICATE TO A MULTI-ENGINE STUDENT, ^PRIVACY DATA OMI^. WHEN RETURNING TO STINSON AIRPORT IN SAN ANTONIO, TEXAS A NORMAL LANDING WAS MADE ON RUNWAY 14. ^PRIVACY DA^ REPORTED THAT DURING THE ROLLOUT THE LEFT TIRE SEEMED TO GO FLAT WITH A RESULTING TENDENCY FOR THE AIRPLANE PULL STRONGLY TO THAT SIDE. BOTH PILOTS INITIATED COUNTERACTING CONTROL INPUT WHILE ^PRIVACY DA^ PULLED THE THROTTLES TO IDLE, THE MIXTURES TO CUT-OFF, AND THE PROPELLERA TO FEATHER. THE LEFT MAIN LANDING GEAR COLLAPSED AND THE AIRCRAFT EXITED THE RUNWAY AT A VERY SLOW SPEED. STINSON TOWER REPORTED SEEING SMOKE FROMTHE LEFT SIDE OF THE AIRCRAFT DURING ROLLOUT. DAMAGE IS MINOR AND THERE WERE NO INJURIES. 20000722027719I (-23)PILOT ATTEMPTED TAKEOFF ON RUNWAY 23 AT ADRIAN, MI. ACCORDING TO THE PILOT, THE AIRCRAFT REACHED AN ALTITUDE 50-100 FEET AND THEN BEGAN TO DESCEND. THE AIRCRAFT LANDED IN A FIELD 1/2 MILE SOUTHEAST OF AIRPORT. THE AIRCRAFT ROLLED APPROXIMATELY 500 FEET DURING THE LANDING. THE ENGINE WAS INSPECTED AND NO PROBLEMS COULD BE FOUND. DURING A SUBSQUENT INTERVIEW WITH THE PILOT, HE STATED HE DID WEIGHT & BALANCE COMPUTATION UTILIZING A PILOT INFORMATION MANUAL. HE STATED THE COMPUTATIONS INDICATED HE WAS APPROXIMATELY 30 POUNDS UNDER GROSS WEIGHT. USING THE ACTUAL WEIGHTS FROM THE APPROVED FLIGHT MANUAL AND THE WEIGHTS PROVIDED BY THE PILOT INDICATED THAT THE AIRCRAFT WAS 134 POUNDS OVER MAXIMUM GROSS WEIGHT. ALSO, THE WEATHER OBTAINED FROM THE ADRIAN ASOS APPROXIMATELY 20 MINUTES AFTER THE INCIDENT, INDICATED THE WINDS WERE 020 DEGREES AT 5 KNOTS WHICH WOULD HAVE BEEN A TAILWIND COMPONENT. 20000722034199I (-23)ON JULY 22, 2000 AT APPROXIMATELY 1100 AKDT, N90201, A DOUGLAS DC-4 DEPARTED FIA FOR BET AND THE PILOT NOTED A 4" DROP IN MANIFOLD PRESSURE IN THE #2 ENGINE. THE PILOT DOCUMENTED THE ENGINE PARAMETERS NOTED CYLINDER HEAD TEMP LOW. THE PILOT TURNED THE AIRCRAFT BACK TO FAI AND AN APPROACH WAS TOLD BY AN OUTBOARD AIRCRAFT THERE SMOKE COMING FROM THE LEFT INBOARD ENGINE. AFTER LANDING AND EXITING THE ACTIVE RUNWAY THE TOWER INFORMED THE PILOT THAT THE #2 ENGINE WAS STILL SMOKING. PILOT VARIFIED THE SMOKE AND SAW FIRE. THE PILOT REQUESTED EMERGENCY EQUIPMENT AND INITIATED EMERGENCY EVACUATION OF THE AIRCRAFT. FIRE CREWS EXTINGUISHED THE FIRE IN THE #2 ENGINE. 20000722035119I (-23)ON JULY 22, 2000, AT 1101, A B727 S/N 22539, REGISTERED AS N367PA AND OPERATING AS PANAM (RIVA) FLIGHT 163, ABORTED DEPARTURE ON RUNWAY 28L AT "PIT". THE TAKEOFF WAS ABORTED AFTER AN ENGINE FIRE WARNING INDICATION WAS RECEIVED. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE AT PIT INSPECTED THE AIRCRAFT, PERFORMED ENGINE RUNS, AND NO DEFECT WAS FOUND. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. NOTE:AS PER MAINTENANCE CONTROL, APPROXIMATELY FOUR (4) FLIGHTS LATER AT PORTSMITH, THIS HAPPENED AGAIN. MANTENANCE FOUND THE BLEED AIR CLAMP AT THE START VALVE LOOSE. THE CLAM WAS RETORQED, THE LEAK WAS CHECKED, AND THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000722035869I (-23) PILOT DEPARTED LEHIGH VALLEY INT'L (ABE) AIRPORT ON VFR FLIGHT TO WILKES-BARRE/SCRANTON INT'L (AVP) AIRPORT ON SATURDAY, JULY 7, 2000, AT 6:00 P.M. THE PILOT'S FIRST LANDING AT AVP AIRPORT WAS A HARD LANDING, CAUSING THE AIRCRAFT TO BOUNCE AND BECAME AIRBORNE. UPON BECOMING AIRBORNE, THE PILOT PUSHED THE CONTROL YOKE FORWARD, CAUSING THE NOSE OF THE AIRCRAFT TO STRIKE THE RUNWAY. THE FRONT NOSE WHEEL BROKE OFF AND THE PROPELLER STRUCK THE GROUND WHILE RUNNING, CAUSING IT TO BEND. DAMAGE TO THE AIRCRAFT WAS LIMITED TO THE NOSE WHEEL, PROPELLER, ENGINE AND BOTTOM COWLING. 20000722036649A (-23) DURING CRUISE FLIGHT PILOT EXPEREIENCED AN ENGINE PROBLEM AND MADE AN EMERGENCY LANDING AFTER TOUCH DOWN THE ROTOR HIT THE GROUND AND SPUN THE HELICOPTER AROUND SHEARING OFF THE BOOM SECTION. SUBSTANTIAL DAMAGE TO HELICOPTER. NO INJURIES TO PILOT OR PASSENGER. 20000723004919A (-23) A/C DEPARTED BJC AT APPROXIMATELY 16:45 MDT LCL ON A LOCAL FLIGHT WITH THE PILOT AND TWO PASSENGERS ON BOARD AFTER APPROXIMATELY ONE HOUR THE A/C RE-ENTERED TRAFFIC AT BJC FOR TOUCH & GO LANDINGS ON RUNWAY 29L. AFTER ONE FULL STOP LANDING & ONE TOUCH & GO, THE A/C LIFTED OFF THE RUNWAY FOR THE THIRD TIME. WHILE ON DOWN WIND THE PILOT WAS INSTRUCTED BY ATC TO MAKE A SHORT FINAL APPROACH. THE PILOT APPLIED FULL FLAPS FOR THE LANDING, TURNED BASE AND FINAL, TOUCHED DOWN AND BOUNCED SEVERELY SEVERAL TIMES, LOOSING CONMTROL OF THE A/C DURING THE BOUNCING, THEN VEERING TO THE LH SIDE OF THE RUNWAY. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND THE TWO OCCUPANTS WERE UNINJURED. THE PILOT STATED WINDS WERE GUSTING TO 20. 20000723007299A (-23) ON JULY 23, 2000, AT APPROXIMATELY 1315 LOCAL TIME, N32162, A WACO MODEL YPF7 CRASHED WHILE ATTEMPTING A TAKEOFF AT THE FLYING CIRUS AERODROME AIRPORT LOCATED IN BEALETON, VIRGINIA. THE PILOT AND TWO PASSENGERS WERE NOT INJURIED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE AIRCRAFT WAS BEING AOPERATED FRO HIRE, IN CONJUCTION WITH THE FLYING CIRUS AIRSHOW, BY PROVIDING AIRPLANES RIDES FOR A FEE. THE TWO PASSENGERS HAD PAID A FEE FOR AN AIRCRAFT RIDE PRIOR RO THE START OF THE AIRSHOW. AN INTERVIEW WITH THE PILOT AND TWO PASSENGERS REVEALED THAT THE AIRCRAFT TOOK OFF TO THE NORTH ON THE GRASS STRIP. THE INITIAL TAKEOFF APPEARED NORMAL. THE AIRCRAFT CAME OFF THE GROUND APPROXIMATELY 30 FEET. THE PILOT STATED THAT THE AIRCRAFT APPEARDED SLUGGISH AND WOULD NOT CLIMB. HE TRIED TO NOSE IT DOWN A LITTLE TO GAIN SOME SPEED. AT A POINT IN TIME HE REALIZED THAT HE WAS NOT GOING TO CLEAR THE TREES AND POWER LINES AT THE END OF THE RUNWAY SO HE INTENTIONALLY SET THE AIRCRAFT DOWN IN A FILED ADJACENT TO THE LEFT SIDE OF THE NORTH END OF THE RUNWAY. THE AIRCRAFT CAME TO REST NOSE FIRST AGAINST A LINE OF TREES AT THE END OF THE FIELD. THE PILOT AND PASSENGERS DID NOT HEAR OF OBSER VE ANY SIGNS OF AN ENGINE PROBLEM DURING TAKEOFF. BOTH PASSENGERS WERE SITTING IN THE FRONT SEAT OF THE AIRCRAFT. ONE OF THE PASSENGERS DESCRIBED THAT HE THOUGHT THE ENGINE WAS STRAINING DURING TAKEOFF. THE OTHER PASSENGER STATED THE SHE WATCHED THE GAGE MARKED MPH AND IT DID NOT GET ABOVE 40. THE COMBINED WEIGHT OFT HE PASSENGERS WAS 272 LB. THE PILOT STATED THAT THE FULE TANKS WERE HALF FULL. ONE OF THE PASSENGERS STATED THE WIND WAS QUITE STRONG AND GUSTY FROM THE DIRECTION OF THE TREES WHERE THE AIRPLANE CAME TO REST. A REVIEW OF THE AIRCRAFT WEIGHT AND BALANCE AND AIRCRAFT SPECIFIICATIONS REVEALED THAT THE WEIGHT OF THE AIRCRAFT MAY HAVE BEEN APPROXIMATELY 12 BL. UNDER GROSS WEIGHT. AN INSPECTION OF THE ENGINE'S SPARK PLUGS AND AIR CLEANER REVEALED NO OBVIOUS SIGNS OF A PROBLEM. A REVIEW OF THE AIRCRAFT LOG REVEALED THAT THE AIRCARFT'S MAIN WHEEL FAIRING, ENGINE COWLING AND ASSOCIATED MOUNTING BRACKETS AND HARDWARE HAD RECENTLY (07/12/00) BEEN REMOVED. THE WEIGHT AND BALANCE WAS REVISED. ACCORDING TO THE LOG BOOK ENTRY, THE NEW EMPTY WEIGHT WAS 1957.5 AND THE USEFUL LOAD WAS 692 LB. THE AIRCRAFT EMPTY WEIGHT CG WAS 11.62. 20000723013619A (-23) PILOT LEFT RESIDENCE ENROUTE TO CHILOQUIN AIRPORT. PILOT REPORTED THAT ENGINE SPUTTERED AND FAILED. AIRCRAFT CONTACTED TERRAIN NORTH OF HWY 97 AT UPPER END OF KLAMATH RIVER. PILOT AIRLIFTED TO HOSPITAL WITH SUSTAINABLE/SUBSTANTIAL INJURIES. A/C HAD 2 SEATS AND WAS BEING OPERATED WITHOUT AN EXEMPTION FROM FAR 103.1(A). (FROM AMENDED 8020-23) FOLLOW-UP INFORMATION REVEALED THAT AIRPLANE FUEL WAS DRAINED AND REFILLED BEFORE FLIGHT (AUTOMOTIVE FUEL). PILOT EXPERIENCED ROUGH-RUNNING ENGINE AND ABORTED TAKEOFF TWICE. CHANGED SPARK PLUGS. TOOK OFF AND EXPERIENCED ENGINE FAILURE APPROXIMATELY 3 NAUTICAL MILES FROM TAKEOFF. 20000723013679A (-23) INSPECTOR DONALD H. SEVERS TRAVELED TO CLYO, GEORGIA TO INVESTIGATE THE FATAL ACCIDENT OF A 2 PLACE ULTRALIGHT AIRCRAFT THAT OCCURRED ON SUNDAY JULY 23, 2000 AT APPROXIMATELY 08:30 AM. THIS WAS THE FIRST DAY OF FLIGHTS FOR THIS AIRCRAFT AFTER ASSEMBLY. A MR. JACK JOHNSON HE OWNER OF THE AIRCRAFT PERFORMED THE FIRST TWO FLIGHTS FROM BRIAR PATCH LANDING STRIP. MR. JACK JOHNSON FLEW THE FIRST FLIGHTS ACCORDING TO HIS STATEMENT DATED JULY 23, 2000 TAKEN BY THE EFFINGHAN COUNTY SHERIFF'S OFFICE. THE FIRST FLIGHT LASTED APPROXIMATELY 5 MIN AND THEN MR. JOHNSON LANDED THE AIRCRAFT, THE NEXT FLIGHT WAS FOR APPROXIMATELY 10 MINUTES. MR. CUYLER SHEPPARD DAVIS JR. THEN TOOK OFF FROM BRIAR PATCH LANDING STRIP, NEAR CLYO, GA. HE MADE SOME LARGE CIRCLES AROUND THE LANDING STRIP AND THEN WENT OUT OF SIGHT. MR. JOHNSON NO LONGER HEARD THE ENGINE RUNNING AND WENT LOOKING FOR THE AIRCRAFT. MR. JOHNSON FOUND THE AIRCRAFT APPROXIMATELY 100 YARDS OFF OF ARNSDORFF LOOP, CLYO, GA. THE AIRCRAFT WAS NOT REGISTERED OR CERTIFICATED, AND DID NOT MEET THE REQUIREMENTS OF FAR103. NEITHER, MR. JOHNSON OR MR. DAVIS HELD A PILOT LICENSE OR DID THEY HAVE THE EXEMPTION REQUIRED TO OPERATE THE AIRCRAFT UNDER F AR 103 AS AN ULTRALIGHT. WITNESSES STATED THAT THEY HEARD THE AIRCRAFT AND THEN IT WENT DOWN IN THE TREES. UPON INVESTIGATION OF THE WRECKAGE ALL PRIMARY FLIGHT CONTROLS WERE FUNCTIONAL AND THE CABLES OR PUSH PULL TUBES ATTACHED. THE RIGHT REAR ALUMINUM SPAR THAT THE FABRIC IS ATTACHED TO WAS BROKEN IN TWO AND THERE APPEARED TO BE BLACK MARKS ON THE TUBE AS IF THE PROPELLER COULD HAVE BEEN HITTING THE TUBE CAUSING IT TO BREAK OR BEND. THE ROOT TUBE THAT IS WHAT THE ENGINE PLATE MOUNTS TO APPEARED TO HAVE BEEN CUT OFF. ALL THREE BLADES OF THE PROPELLER WERE DAMAGED AND THE ROOT TUBE APPEARED TO HAVE BEEN DAMAGED BY EITHER A PROPELLER BLADE OR CRASH DAMAGE. IF THE PROPELLER DID HIT THE ROOT TUBE IT COULD HAVE CAUSED THE ENGINE MOUNTS TO COME LOOSE ON THE REAR AND LET THE ENGINE AND PROPELLER TO HAVE MORE MOVEMENT AND CAUSE THE BLADES TO STRIKE THE REAR SPAR. THE PILOT ALSO COULD HAVE SHUT THE ENGINE OFF IF THE PROPELLER BLADES DID HIT THE ROOT TUBE. THE FRONT TWO LORD MOUNTS WERE STILL ATTACHED. THE BACK TWO MOUNTS WERE OUT OF THE AMOUNTS AT THE CRASH SITE. THIS COULD HAVE BEEN CAUSED BY THE CRASH AS THE AIRCRAFT WAS UPSIDE DOWN. NOTING THE ENTRY INTO THE WOODS BY THE AIRCRAFT THERE DID NOT APPEAR TO BE ANY BROKEN LIMBS EXCEPT ONE THAT WAS FAIRLY HIGH UP THE TREE. THE AIRCRAFT APPEARED TO HAVE COME THROUGH THE TREES AT A STEEP ANGLE AND THEN FIPPED OVER UPSIDE DOWN. 20000723019089A (-23) ATTACHED FAA 8010-4 DATED 11/15/00 (FORM NOT ATTACHED). 20000723020949I (-23)AIRCRAFT BALLOONED ON LANDING, STALLED ABOVE THE RUNWAY AND LANDED HARD ON THE MAIN WHEELS STRIKING THE PROPELLER ON THE RUNWAY AND DAMAGING THE MAIN LANDING GEAR. 20000723024959I (-23)ON JULY 23, 2000 AT APPROXIMATELY 1510 CDT, A GLIDER AIRCRAFT, N338BA, MAKE LAT BLANIK 2, MODEL LET-23-23 RECEIVED MINOR DAMAGE WHEN IT WENT OFF THE END OF THE RUNWAY IMPACTING A HEDGE ROW. THE PILOT AND ONE PASSENGER WERE NOT INJURED. THE FLIGHT WHICH DEPARTED AND ENDED AT WALLER, TEXAS, AIRPORT IDENTIFIER 89TA WAS BEING CONDUCTED UNDER 14 CFR PART 91. THE PRIVATE PILOT WAS PROPERLY CERTIFICATED. THE WEATHER AT THE TIME OF THE INCIDENT WAS VMC WITH STORMS AND THUNDERSTORMS IN THE AREA. THE PILOT STATED THAT HE COULD NOT CONTACT THE AIRPORT BY RADIO AND COULD NOT DETERMINE WIND DIRECTION. HE FURTHER STATED THAT HE LANDED WITH A MODERATE TO HEAVY QUARTERING TAIL WIND ON A WET GRASS RUNWAY. (SEE PILOT'S STATEMENT). HIGH WINDS WITH WET LANDING SURFACE, BLEW THE AIRCRAFT OFF THE SOUTH END OF THE RUNWAY. THIS INCIDENT IS CONSIDERED CLOSED. 20000723025169I (-23)ON JULY 23, 2000, AT 1540 MDT, N516DS, AN AMATEUR BUILT SONERAI II, OWNED AND OPERATED A PRIVATE INDIVIDUAL, IMPACTED TERRAIN FOLLOWING A PARTIAL LOSS OF POWER WHILE DEPARTING DOUBLE EAGLE AIRPORT, ALBUQUERQUE, NM, RUNWAY 04. THE PRIVATE PILOT AND SOLE OCCUPANT WAS UNINJURED, AND THE AIRCRAFT RECEIVED MINOR DAMAGE. THE FLIGHT ORIGINATED IN PHOENIX, AZ ON 7/23/00 AT 1000 PDT. VISUAL METROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. 20000723026289I (-23)AIRCRAFT RAN OUT OF GAS AT A TIME WHEN IT SHOULD HAVE HAD MANY GALLONS REMAINING. IT WAS FOUND THAT AH STC BY F. ATLEE DODGE, A MODIFICATION TO THE FUEL FILLER NECK, HAD FILED AND ALLOWED FUEL TO SIPHON OUT OF THE TANK WHILE THE AIRCRAFT WAS IN FLIGHT. 20000723027699I (-23)ENROUTE TO SAINT LOUIS, MO FROM SOUTH BEND, IL, WHILE IN CRUISE AT 14000 FEET, THE FIRST OFFICER INFORMED THE PILOT IN COMMAND THAT THE AILERON TRIM COULD NOT BE RETURNED TO LEVEL AND THAT HE WAS HOLDING ALOT OF PRESSURE TO KEEP THE WINGS LEVEL. THE PILOT IC COMMAND TOOK THE AIRCRAFT, AND BECAUSE IT WAS TAKING ALOT OF FORCE (80 TO 100#) TO KEEP THE WINGS LEVEL, THE FLIGHT DIVERTED TO CHAMPAIGN, IL WHERE THE PILOT IN COMMAND DECLARED AN EMERGENCY AS A PRECAUTIONARY MEASURE. AN UNENVENTFUL LANDING WAS MADE. MAINTENANCE FOUND THE TRIM SWITCH ON THE PEDISTAL INOPERATIVE. THE TRIM ACTUATOR WAS NEUTRALIZED AND THE AIRCRAFT FERRIED TO SAINT LOUIS, MO. WHERE THE PART WAS REPLACED. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000723028399I (-23)WHILE CONDUCTING TOUCH AND GO LANDING, THE GEAR INADVERTENTLY RETRACTED INITIIALLY TOUCHING DOWN, CAUSING A GEAR-UP LANDING. MAINTENANCE ACTION FOLLOWING THE INCIDENT HAS BEEN ABLE TO DUPLICATE THE MALFUNCTION AND IN CONTINUING TO INVESTIGATE THE EXACT CAUSE. AN M OR D WILL BE SUBMITTED BY MAINTENANCE WHEN DEFECTED PART/SYSTEM IS IDENTIFIED. AN AMENDED 8020-23 WILL BE SUBMITTED. 20000723028899I (-23) ELECTRICAL FAILURE FORCED RETURN TO PORT ANGELES. A/C LANDED WITH RIGHT GEAR AND NOSE PARTIALLY DOWN. ON LANDING, PILOT NOTICED THE NOSE GOING DOWN FURTHER THAN NORMAL, THEN HEARD THE PROP STRIKE THE RUNWAY. THE PILOT STATES HE QUICKLY PULLED THE A/C'S NOSE UP WHICH ALLOWED THE NOSE GEAR TO LOCK DOWN. AS THE AIRSPEED DESCREASED, THE RIGHT WING CONTACTED THE GROUND AND WAS DRAGGED AS A RESULT OF THE PARTIALLY EXTENDED RIGHT MAIN GEAR. 20000723035189I (-23)THE NOSE WHEEL OF THE AIRCRAFT FAILED TO REMAIN IN THE EXTENDED POSITION DURING LANDING. THE AIRCRAFT SUSTAINED DAMAGE TO THE PROPELLER, NOSE GEAR DOORS AND EXHAUST STACK. 20000723035769I (-23) ABOUT 7:15 AM ON SATURDAY 7/22/2000 I ^PRIVACY DATA OMI^ PIC OF AIRCRAFT N2709R LEFT LBE ON AN IFR FLIGHT SOP AND SHORTLY AFTER TAKEOFF I NOTICED MY ALTIMETER WAS NOT WORKING CORRECTLY, SO I TOLD THE TOWER I NEEDED TO LAND AND THEY SAID I NEEDED TO TALK TO CLEVELAND CENTER AND I NEEDED TO LAND TO CHECK PROBLEM. THEY SAID THAT IF I COULD SEE THE AIRPORT I WAS CLEARED TO GO BACK AND LAND. I CIRCLED THE AIRPORT AND CENTER SAID IF I DIDN'T HAVE PROPER ALTITUDE REPORTING I'D HAVE TO GO TO ALLEGHENY AIRPORT WHERE IT WAS VFR BECAUSE THEY COULDN'T SET ME UP FOR AN APPROACH TO LBE. CENTER AND I CHECKED MY ALTITUDE A COUPLE OF TIMES AND IT SEEMED IT CAME BACK AFTER A FEW MINUTES OF FLYING. I TOLD THEM I WOULD CONTINUE TO CIRCLE TO SEE IF I COULD SEE THE AIRPORT AND AFTER I GOT TO THE END OF THE AIRPORT CLOSE TO THE END OF RUNWAY 23 I SAW A LARGE OPENING IN THE CLOUD DECK AND TOLD CENTER THAT COULD SEE THE RUNWAY AND COULD LAND WITH NO DANGER TO ANYONE. I WAS ABLE TO LAND THE PLANE WITH GROUND SIGHT THE WHOLE WAY BACK TO THE RUNWAY. THEY SAID THE TOWER HAD NO OTHER TRAFFIC AND I WAS CLEARED TO LAND WHICH I DID WITH NO PROBLEM. I TAXIED TO AN AREA OFF THE RUNWAY AND SHUT DOWN AND CHECKE D TO SEE WHAT WAS THE CAUSE OF THE PROBLEM. I BELIEVE A PIECE OF TAPE MIGHT HAVE BEEN THE CAUSE OF THE PROBLEM WITH THE PITOT TUBE. SINCE I HAD THE PITOT HEAT ON FOR THE FLIGHT INTO THE CLOUD DECK I IMAGINE AFTER A FEW MINUTES IT MUST HAVE MELTED OFF THE TUBE AND RESTORED MY ALTITUDE. MY FIRST THOUGHT WAS I MISSED THE PITOT COVER OR SOMETHING WAS BLOCKING THE PITOT TUBE. 20000723035999I (-23)DURING A PRACTICE AUTOROTATION THE RIGHT TAIL ROTOR PEDAL BROKE. ALL FLIGHT CONTROLS WERE FUNCTIONING NORMAL UNTIL THE END OF THE MANEUVER. AT THE BOTTOM OF THE MANEUVER AFTER A SLIGHT FLAIR AND LEVEL OFF, THE NOSE OF THE HELICOPTER BEGAN TO YAW LEFT AND THE PILOT APPLIED RIGHT PEDAL. APPROXIMATELY THREE FEET OFF THE GROUND A "POP" WAS HEARD AND THE PILOT FELT THE RIGHT PEDAL BREAK UNDER HIS FOOT. THE PILOT MANAGED TO LAND THE AIRCRAFT SAFELY WITH NO DAMAGE TO THE AIRCRAFT AND NO INJURIES TO THE CREW. THE POLICE DEPARTMENT SUSPECTED POSSIBLE METAL FATIGUE OF THE PEDAL AND SUBMITTED A FAA FORM 8010-4. 20000723036049I (-23)ON JULY 23, 2000, AT 0730E, A DC-9, S/N 47327, REGISTERED AS N8978E, AND OPERATING AS "NWAA" FLIGHT #1451 DIVERTED TO AND LANDED AT "PIT". THE AIRCRAFT WAS ENROUTE FROM NORFOLK TO DETROIT AFTER THE FLIGHT FLEW SHUT DOWN THE ENGINE. THE AIRCRAFT WAS IN CRUISE AT 29,000 FEET AND THE "RIGHT FUEL HEAT ON" LIGHT CAME ON UN-COMMAND. THE RIGHT OIL TEMP WAS IN THE YELLOW BAND (140-150 DEGEES F). THE CHECKLIST WAS RUN AND THE HEAT VALVE OPEN INDICATIONS CONTINUED. THE ENIGINE WAS SECURED AND THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE FOUND THE HEAT VALVE FAILED AND REPLACED THE VALVE AND THE AIRCRAFT WAS RETURNED TO SEVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000723036779A (-23) DURING FIRST LANDING THE BRAKES ON THE YAK-52 FAILED TO FULLY ENGAGE AND THE PILOT MADE A GO-AROUND. ON THE SECOND LANDING THE PILOT USED THE TALL GRASS ON THE SIDE OF THE RUNWAY TO SLOW DOWN THE AIRCRAFT. THE BRAKES STILL WOULD NOT FULLY ENGAGE FROM THE PILOT'S STATION AND THE PILOT COULD NOT STOP THE AIRCRAFT OR MAINTAIN FULL DIRECTIONAL CONTROL. THE AIRCRAFT SLOWED DOWN AND WENT OFF THE END OF THE RUNWAY. THE YAK-52 COLLIDED WITH THREE TREES. THE PILOT AND PASSENGER WERE NOT HURT. THE YAK-52 RECEIVED SUBSTANTIAL DAMAGE TO THE RIGHT AND LEFT WING. THE PROPELLER WAS DESTROYED AND THE ENGINE MOUNT WAS BENT. 20000723039319I (-23) THE PILOT STATED HE WAS DISTRACTED BY NEARBY LIGHTNING UPON LANDING AND ACCIDENTALLY REACHED THE GEAR HANDLE INSTEAD OF THE FLAP HANDLE, RETRACTING THE LANDING GEAR. 20000723042509A (-23) ACCORDING TO THE INSTRUCTOR PILOT, HE WAS CONDUCTING FLIGHT TRAINING TO A STUDENT WHEN THE ACCIDENT OCCURRED. THE INSTRUCTOR WAS DEMONSTRATING APPROACH TO LANDING STALL CHARACTERISTICS USING ZERO DEGREE BANK, TWENTY DEGREES OF FLAP AT AN ALTITUDE OF 2,000 FEET AGL. AT THE FIRST INDICATION OF AN IMMINENT STALL THE AIRPLANE ROLLED INVERTED TO THE RIGHT AND IMMEDIATELY ENTERED INTO A FLAT SPIN. THE INSTRUCTOR WAS UNABLE TO COMPLETELY RECOVER FROM THE SPIN BEFORE THE AIRCRAFT IMPACTED THE GROUND. THE AIRCRAFT CAME TO REST IN APPROXIMATELY THREE FEET OF WATER IN A MARSH. 20000723043009A (-23) PILOT HAD LIFTED OFF FROM A SMALL LOT ADJACENT TO HIS HOME. PURPOSE OF FLIGHT WAS A PASSENGER SIGHT SEEING FLIGHT EVEN THOUGH PILOT DID NOT HOLD AN AIRMAN CERTIFICATE. AFTER HOVERING FOR A SHORT TIME, PILOT BEGAN A CLIMBING LEFT HAND TURN. HELICOPTER REACHED AN ALTITUDE OF APPROXIMATELY 50' AGL AND WITNESS STATEMENTS INDICATES THAT THE AIRCRAFT FLIGHT PATH WAS OVER THE ROOF OF AN ADJACENT BUILDING. PILOT STATED THAT HE NOTICED A SPLIT IN THE ROTOR RPM AND ENGINE RPM GAUGE. PILOT CONTINUED LEFT HAND TURN TO RETURN TO TAKEOFF SPOT. PASSENGER REMARKED TO PILOT THAT THEY WERE CLOSE TO A UTILITY POWER POLE AHEAD AND TO THE LEFT. HELICOPTER'S ROTOR STRUCK UTILITY POLE APPROXIMATELY 10' FROM THE TOP. HELICOPTER FELL VERTICALLY APPROXIMATELY 20' TO 25' LANDING ON LEFT SIDE. 20000724011269A (-23) AIRCRAFT WAS LANDING RUNWAY 33 AT TRI COUNTY AIRPOT (48V) AND THE PILOT NEGLECTED TO EXTEND THE LANDING GEAR. THE AIRCRAFT CONTACTED THE RUNWAY WITH THE GEAR RETRACTED CAUSING SUBSTANTIAL DAMAGE TO THE UNDER SIDE OF THE FUSELAGE AND PROPELLER. THE PILOT WAS UNINJURED. 20000724023449A (-23) ON JULY 24, 2000, AT ABOUT 0230 EDT, A EUROCOPTER AS350B, N911AM, RETURNING TO SYLVESTER, GA FROM A PATIENT DROP OFF IN SAVANNAH, GA., WAS DESTROYED WHEN IT IMPACTED THE FROUND AT A HIGH VERTICAL RATE OF DESCENT IN A MARSHY WOODED AREA ABOUT 10 NAUTICAL MILES WEST OF TIFFANY, GA. THERE WERE 3 FATALITIES; THE PILOT, FLIGHT NURSE, AND FLIGHT PARAMEDIC. THE WEATHER REPORTED AT SOUTHWEST GEORGIA REGIONAL AIRPORT (ABY), ALBANY, GA. ABOUT 27 MILES TO THE WEST DURING THE TIME FRAME WAS 7500' SCATTERED WITH 7 MILES VISIBILITY. WITNESSES OBSERVING THE HELICOPTER OVERFLIGHT, ABOUT 2 MILES FROM THE ACCIDENT SITE, INDICATED IT WAS CLEAR AND STARS WERE VISIBLE. THERE WAS NO EVIDENCE OF MECHANICAL FAILURE OF ANY COMPONENT. THE ENGINE TEAR DOWN REVEALED THAT THE ENGINE HAD POWER AT IMPACT. NONE OF THE LEADING EDGES OF THE TAIL ROTOR NOR THE MAIN ROTOR NOR THE MAIN ROTOR SYSTEMS HAD DAMAGE FROM TREE STRIKES. IT IS IMPORTANT AT THIS TIME TO NOTE THAT THERE WERE NUMEROUS TREES AT THE ACCIDENT SITE THAT NONE OF THE ROTOR BLADES CONTACTED ON THE LEADING EDGES. (CON'T) ONLY ONE TREE AT THE SITE HAD A MAJOR IMPACT, THIS WAS FROM THE MAIN ROTOR BLADE GRIP ASSEMBLY. THE BLADE GRIP ASSEMBLY IS THAT PART OF THE MAIN ROTOR ASSEMBLY NEAR THE CENTER WHERE THE BLADES ARE ATTACHED. THERE WERE TREE WOOD FRAGMENTS IN THIS PORTION OF THE MAIN ROTOR ASSEMBLY INDICATING IMPACT WITH THE TREE. THE GROUND IMPACT HEADING, ALTHOUGH PRIMARILY VERTICAL, WAS 330 DEGREES MAGNETIC. THE MAJOR IMPACT HEADING WAS DETERMINED FROM THE HELICOPTER LANDING SKID (SKIDS) THAT REMAINED STUCK IN THE GROUND AFTER IMPACT. THERE WAS A SECONDARY DEBRIS FIELD ABOUT 050 DEGREES MAGNETIC (80 DEGREES TO THE RIGHT OF THE PRIMARY IMPACT HEADINGS). BLADE ROTATION DIRECTION AND THE DYNAMICS OF TREE CONTACT WOULD ACCOUNT FOR THIS SECONDARY DEBRIS PATTERN. THE HELICOPTER STRUCK THE GROUND AT A HIGH RATE OF DESCENT ABOUT 60 DEGREES NOSE DOWN. THE FRONT PORTION OF THE SKIDS REMAINED IN THE GROUNDAT ABOUT A 60 DEGREE NOSE DOWN ANGLE. THE HELICOPTER FUSELAGE SEPARATED, ALONG WITH THE ENGINE, MAIN ROTOR SYSTEM AND TRANSMISSION, WHICH IMPACTED THE GROUND IN FRONT OF THE SKIDS. THERE WAS ABOUT A FIVE (5) FEET DEEP CRATER FORWARD OF THE SKIDS WHICH CONTAINED THE ENGINE AND TRANSMISSION, INDICATING LITTLE HORIZONTAL IMPACT ANGLE. THE MAIN ROTOR ASSEMBLY WAS JUST FORWARD OF THE CRATER AND ONE BLADE WAS BURIED IN THE MUD TO A DEPTH OF AROUND 2 FEET, MOST LIKELY DUE TO ROTOR ROTATION. THE TAIL BOOM PORTION SEPARATED AND REMAINED TO THE REAR OF THE SKIDS THAT WERE STUCK IN THE FROUND. THE ATTITUDE OF THE HELICOPTER AS IT ENTERED THE TOP OF THE TREES WAS AROUND 60 DEGREES NOSE DOWN AND ABOUT 80 TO 90 DEGREES LEFT BANK. THIS ATTITUDE COULD EXPLAIN WHY THERE WAS NO ROTOR BLADE LEADING EDGE CONTACT WITH ANY OF THE NUMBEROUS TREES IN THE ACCIDENT SITE. THE HELICOPTER WAS ROLLED MORE LEVEL WHEN THE BLADE GRIP ASSEMBLY STRUCK A TREE; AGAIN, THERE WAS NO LEADING EDGE DAMAGE TO ANY TURNING ROTOR SYSTEM. IT IS NOT POSSIBLE TO DETERMINE THE CAUSE OF THE ACCIDENT WITH THE AVAILABLE DATA AT THIS TIME, ONLY THAT THERE WAS APPARENTLY A LOSS OF CONTROL OF THE HELICOPTER. AN AMENDED REPORT WILL BE FILED LATER WHEN MORE DATA BECOMES AVAILABLE. 20000724027369I (-23)THE PILOT WAS LANDING ON RUNWAY 36. ON THE ROLL OUT, THE PILOT LOST CONTROL OF THE AIRCRAFT AND GROUND LOOPED. THE PROPELLER TIPS WERE DAMAGED. THE PILOT ALSO LANDED WITH A LEFT QUATERING TAILWIND. THIS INCIDENT HAPPENED AT THE EAA AIRSHOW CONVENTION. 20000724028049I (-23)N6138Q, A REPUBLIC SEABEE, DEPARTED PONTIAC-OAKLAND INTERNAL AIRPORT ON AN INSTRUCTIONAL FLIGHT WITH ^PRIVACY DATA OMI^ AS INSTRUCTOR AND ^PRIVACY DATA OMITTED^ AS OWNER/STUDENT. DURING A LANDING ON WALLED LAKE, THE AIRPLANE THE AIRCRAFT FLIPPER OVER. WITNESSES REPORTED THAT THE LANDING GEAR WAS EXTENDED WHEN THE AIRCRAFT TOUCHED DOWN ON THE LAKE. THE INSTRUCTOR RECEIVED MINOR CUTS. 20000724028129I (-23)PILOT STATED THAT ON LANDING THE LEFT WING CAME UP DUE TO X-WIND. WHEN CORRECTION WAS MADE TAIL WNET TO HIGH CAUSING THE PROPELLER AND ENGINE COWL TO STRIKE THE GROUND THE AIRCRAFT CAME TO REST ON THE PROPELLER SPINNER, ENGINE COWL AND WHEEL PANTS. 20000724028139I (-23)LANDING ON MASS-ARRIVAL, FLARED AT 80 KNTS WITH PARTIAL FLAPS. INSPECTOR OBSERVED AIRCRAFT BOUNCE 3-4 TIMES UNTIL NOSE GEAR COLLAPSED. 20000724034799I (-23)WHILE TOWING A BANNER OVER DOWNTOWN LOS ANGELES, AIRCRAFT EXPERIENCED LOSS OF POWER. PILOT ATTEMPTED TO TROUBLE SHOOT ENGINE AND RESTART, RESULTS NEGATIVE. PILOT EXECUTED FORCED LANDING ON FREEWAY. MINOR AIRCRAFT DAMAGE. NO INJURIES TO PERSONS/PROPERTY ON GROUND. DURING POST INCIDENT INSPECTION, DISCOVERED RIGHT MAGENTO PHENOLIC GEAR FAILED (ALL TEETH STRIPPED OFF). ALSO DISCOVERED MULTIPLE OTHER AIRWORTHINESS ISSUES WITH ENGINE INDICATIVE OF IMPROPER MAINTENANCE. 20000724035179I (-23)NOSE GEAR COLLAPSED ON ROLLOUT AFTER LANDING. MOUNT WELD HOLDING HYDRAULIC ACTUATOR IN PLACED FAILED, THUS HYDRAULIC PRESSURE TO HOLD GEAR IN DOWN POSITION WAS NEGATED AS ACTUATOR WAS ALLOWED TO MOVE FROM A FIXED POSITION. MINOR DAMAGE TO NOSE GEAR OF AIRCRAFT. 20000724035439I (-23)THIS APPROACH AND LANDING WAS THE FIRST TIME THE PILOT HAD BEEN INTO THE INDIAN CREEK AIRSTRIP (S81). THE PILOT STATED THAT EVEN THOUGH HE HAD OBTAINED INFORMATION ON HOW TO APPROACH THE AIRSTRIP, HE HAD A HIGH ANXIETY LEVEL. AS HE APPROACHED DOWN THE CANYON DESCENDING AND AS HE MADE THE BLIND TURN TO FINAL, HE FAILED TO EXTEND THE LANDING GEAR. THE GEAR WARNING HORN DID NOT SOUND BECAUSE HE WAS CARRYING POWER THROUGHOUT THE APPROACH. AT THE MOMENT HE HAD THE SPOT ON THE AIRSTRIP MADE, HE REMOVED THE POWER AND THE AIRCRAFT LANDED. 20000724036009I (-23)ON MONDAY , JULY 24, 2000, DURING SCHEDULE FLIGHT #165 FROM BOS TO MDY, AT APPROXIMATELY 1930 EDT, AM AMERICAN TRANS AIR B-727-200, N767AT, DIVERTED INTO SYRACUSE HANCOCK INTERNATIONAL AIRPORT (SYR) AND EXECUTED A NON-EMERGENCY LANDING. THE COMPANYT DISPATCHED ANOTHER AIRCRAFT TO SYR WITH MECHANICS AND GROUND AGENTS. THE 164 PASSENGERS AND THEIR BAGGAGE FROM THE ORIGINATING FLIGHT WERE BOARDED ON THE NEWLY ARRIVED AIRCRAFT AND CONTINUE TO THEIR DESTINATION OF MDY. THE MECHANICS ACCOMPLISHED REPAIRS TO FIVE LOOSE RIVETS THAT WERE LOCATED ON THE LEFT WING UPPER LEADING EDGE IN THE AREA OF #1 LEADING EDGE FLAPS. N767AT WAS REPAIRED BY THE REMOVAL AND REPLACEMENT OF THE FIVE LOOSE RIVETS AND DEPARTED SYR AT 0230 ON JULY 25, 2000. THIS INCIDENT IS CONSIDERED CLOSED. 20000724036289A (-23) ON JULY 24, 2000, AT APPROX. 11:30 CDT, N5525A, A CESSNA 210N OPERATING UNDER AN EXPERIMENTAL CATEGORY FOR ELECTRONIC ENGINE EQUIPMENT WAS ENROUTE FROM MOBILE, AL TO OSHKOSH, WI WITH A FUEL STOP SCHEDULED AT BLOOMINGTON, IL. AT 11:40 CDT, AND APPROX. 25 NM NNE OF PADUCAH, KY, THE PILOT AND SOLE OCCUPANT REPORTED THAT THE ENGINE BEGAN RUNNING "VIOLENTLY ROUGH" AND THE RPM BEGAN TO DROP. THE CLOSEST AIRPORT AT THIS TIME WAS HARRISBURG, IL., AND THE PILOT ALTERED HIS COURSE TOWARDS THAT DIRECTION. THE PILOT ESTABLISHED A SPEED OF 85 KNOTS AND BEGAN TROUBLESHOOTING THE PROBLEM. ATTEMPTS TO SMOOTH THE ENIGNE OPERATION, AND TO INCREASE ENGINE RPM, WERE NOT SUCCESSFUL. THE PILOT REALIZED THAT HE COULD NOT REACH HARRISBURG'S AIRPORT SO HE LINED THE AIRCRAFT UP OVER THE NEAREST HIGHWAY IN PREPARATION FOR AN OFF AIRPORT LANDING. THE AIRCRAFT TOUCHED DOWN ON ILLINOIS HSY 145 APPROX. 12 MILES SOUTH OF HARRISBURG, IL, AND SUSTAINED SUBSTANTIAL DAMAGE DURING THE EVENT. THE PILOT RECEIVED NO INJURIES. 20000725005209A (-23) WHILE ENROUTE FROM DESTIN, FLORIDA TO TULSA, OKLAHOMA, AT 12K FEET, 30 MILES SE OF JACKSON, MS., THE AIRCRAFT HAD A SLIGHT VIBRATION THEN THE RIGHT PROPELLER SEPARATED FRON THE ENGINE. AN EMERGENCY WAS DECLARED AND THE AIRCRAFT LANDED SAFETY AT JACKSON. MS. INTERNATIONAL (JAN). THERE WERE SIX SOULS ON BOARD WITH NO INJURIES. (.4) DURING CRUISE FLIGHT, A SLIGHT VIBRATION WAS FELT AND THE RIGHT PROPELLER COMPLETELY SEPARATED CONTACTING THE RIGHT HORIZONTAL STABILIZER. THE FLIGHT DIVERTED AND LANDED UNEVENTFULLY. THE RIGHT ENGINE NO. 3 CYLINDER CONNECTING ROD FAILED; EVIDENCE OF EXPOSURE TO ELEVATED TEMPERATURES AND HIGHER STRESS FATIGUE CRACK PROPAGATION WAS NOTED. EXTENSIVE FRETTING NOTED ON THE FAYING SURFACES OF THE RIGHT PROPELLER GEAR AND HUB, AND ON BOTH SIDES OF THE PROPELLER BULKHEAD AND FILLET ASSEMBLY. THE HOLES IN THE PROPELLER BULKHEAD ASSEMBLY AND PROPELLER GEAR WERE ELONGATED/EGGSHAPED. FATIGUE NOTED ON ALL EIGHT STUDS; WEAR NOTED ON THE SHANKS OF SEVEN STUDS; THE EIGHTH STUD WAS NOT EXAMINED. FOUR OF THE RECOVERED SEVEN SPACERS WERE DAMAGED SHORTENING THEIR LENGTH. ONLY TWO OF THE EIGHT FRACTURED STUDS WERE EXTENDED THE S PECIFIED MINIMUM DISTANCE BEYOND THE NUT. NO DISCREPANCIES WITH THE THREADS IN THE HUB HOLES OF THE LEFT PROPELLER, OR TO THE THREADS IN THE HUB HOLES OF THE RIGHT PROPELLER THAT WERE CHECKED. OVERSTRESS FAILURE NOTED ON THE FRACTURED PROPELLER BLADE FROM THE RIGHT PROPELLER. THE MECHANIC WHO INSTALLED THE RIGHT PROPELLER USED UN-CALIBRATED TORQUE WRENCHES AND AN OUTDATED SERVICE MANUAL. THE AIRPLANE HAD ACCUMULATED APPROXIMATELY 50 HOURS SINCE INSTALLATION OF THE RIGHT PROPELLER. 20000725005359A (-23) DURING LANDING ON RUNWAY 16 AT 33V, ATTEMPTED GO-AROUND FROM 40 OR 50 FEET. AIRCRAFT STALLED, COMING TO A STOP 150 FEET FROM THE LEFT SIDE OF RUNWAY BEYOND THE INTERSECTION OF RUNWAY 03-21. BOTH THE PILOT AND THE PASSENGER WERE INJURIED, BUT THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. 20000725005559A (-23) THE AIRCRAFT DEPARTED FROM A PRIVATE MOUNTAIN AIRSTRIP AT PISTOL CREEK, IDAHO, WHICH IS LOCATED 45 NAUTICAL MILES EAST OF MCCALL, IDAHO (MYL). WITNESSES STATED THAT THE AIRCRAFT LOST POWER AFTER TAKEOFF AND THE PILOT ATTEMPTED TO RETURN TO THE AIRSTRIP. THE AIRCRAFT CRASHED IN THE TREES AND BURNED ADJACENT TO THE AIRSTRIP. 20000725006319A (-23) MR. MILLER WAS RECEIVING AN INITIAL CHECKOUT IN THE NONOCOUPE FROM MR. MCCOLLUM. MR. MCCOLLUM WAS DEMONSTRATING A LANDING WHEN THE AIRCRAFT GEGAN TO DRIFT TO THE RIGHT AFTER TOUCHDOWN TOWARDS THE END OF THE ROLLOUT. MR. MCCOLLUM ADDED LEFT RUDDER AND THE AIRCRAFT DID NOT RESPOND. HE THEN CALLED FOR MR. MILLER TO APPLY THE BRAKES WHICH HE DID. THE AIRCRAFT THEN PITCHED NOSE DOWN, AND FLIPPED ONTO ITS BACK AT A SPEED OF APPROXIMATELY 25 M.P.H. BOTH PILOTS EGRESSED THE AIRCRAFT UNINJURED. 20000725007539A (-23) THE PIC STATED THAT WHILE ON APPROACH, HE THOUGHT THAT HE WAS COMING IN FOR A LANDING A LITTLE HIGH. HE STATED THAT HE REALIZED THAT THE GLIDER WAS NOT GOING TO TOUCH DOWN. HE FLEW TO THE END OF THE RUNWAY (TRAFFIC WAS NOT A FACTOR). HE PROCEEDED TO PULL THE NOSE UP TO DO A STEEP 180 RIGHT TURN. THEN HE PROCEEDED TO DO A 180 LEFT TURN AND FIGURED HE PULLED IT TOO TIGHT. HE THEN PULLED THE NOSE UP AND THE AIRCRAFT HIT THE GROUND. 20000725008019A (-23) ON APPROACH TO LANDING AT APPROX 20' AGL ACFT ENGINE SURGED AND YAWED RIGHT. PILOT REDUCED THROTTLE AND COLLECTIVE AND APPLIED AFT CYCLIC. JUST PRIOR TO GROUND CONTACT PILOT APPLIED COLLECTIVE FOR LANDING. ACFT IMPACTED GROUND APPROX 5' FROM EDGE OF RUNWAY. WITH GROUND IMPACT ACFT PITCHED LEVEL MADE CONTACT WITH RUNWAY ON RIGHT FRONT SKID. PILOT APPEARED TO HAVE AFT CYCLIC STILL APPLIED. RIGHT FRONT CROSSMEMBER FAILED AT ENGINE CAGE CLUSTER, ACFT IMPACTED RUNWAY AT THAT POINT, BLADE TO RUNWAY CONTACT OCCURRED, BLADES FLEXED TAILBOOM CONTACT OCCURRED WITH ONE BLADE SEVERING TAIL ROTOR. TAILBOOM FAILURE OCCURRED NEAR MAIN ATTACHING POINTS. ACFT CAME TO REST ON LEFT SIDE. NO FIRE. FURTHER INVESTIGATION BY NTSB HAS REVEALED POSSIBLE MATERIAL FAILURE. 20000725020549I (-23) (POTENTIAL FLIGHT CONTROL PROBLEM)ON 07/25/2000, RENO, NV, 1919 SKW 3651 DECLARED AN EMERGENCY WHILE ON A 10 MILE FINAL FOR RUNWAY 16R. THE PILOT REPORTED THAT WHEN THE AUTO-PILOT WAS DISENGAGED HE FOUND THE LEFT AILERON HARD TO MOVE. THE AIRCRAFT LANDED ON RUNWAY 16R WITHOUT INCIDENT. THE EMERGENCY WAS TERMINATED AT 1922. ON THE GROUND AT THE GATE, THE FLIGHT CREW PULLED ALL OF THE AUTO-PILOT CIRCUIT BREAKERS WHICH FREED UP THE MOVEMENT OF THE AILERON. A CONTACT MAINTENANCE MECHANIC INSPECTED THE CONTROLS FOR MOVEMENT, WHICH CHECKED OUT NORMAL (AUTO-PILOT OFF). THE AIRCRAFT WAS FERRIED TO SLC FOR MAINTENANCE. SKYWEST MECHANICS REPLACED THE A/P TRANSFER BOX AND THE LEFT AILERON SERVO. THE AIRCRAFT WAS TEST FLOWN: ALL SYSTEMS OPERATED NORMALLY AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20000725021729I (-23)50 MILES WEST OF FLL, DESCENDING THROUGH 11K LOST THE RT HYD SYS INDICATIONS WERE RT HYD PRESS LOW LIGHT ON & QUANITY & PRESS GAGES AT ZERO. PROCEDURES FOLLOWED FOR HYD PRESS LOW LIGHT ON & SINGLE HYD SYS FAILURE. LANDING GEAR EXTENDED NORMAL & GEAR DOORS CLOSED NORMAL. EMERGENCY DECLARED WITH MIAMI APPROACH & AN UNEVENTFUL APPROACH & LANDING TO 9L FOLLOWED. NORMAL PROCEDURES FOLLOWED, APU STARTED AND WHEN TAXING TO TERMINAL PROCEDED, FLT. ATTENDENTS NOTICED ODOR IN CABIN AND L2 ATTENDENT NOTICED SLIGHT MIST. DUE TO LOSS OF HYDRAULICS, SKYDROL WAS PRESENT NEAR APU WHEN STARTED CAUSED MIST/ODOR. PAX WERE DEPLANED AND BUSED TO TERMINAL, MX, R&R RUDDER HYDRAULIC POWER-SHUTOFF VALVE. 20000725021759I (-23)DURING ACCELRATION FOR TAKE OFF ON R/W 9 THE CAPTAIN HEARD A LOUD THUMP IN THE LEFT WHEEL AREA. AIRCRAFT RETURNED TO THE GATE. AT THAT TIME IT WAS DISCOVERED THAT PROP BLADE WAS BENT FORWARD AND THAT THE LEFT DOOR FOR THE LANDING GEAR WAS MISSING. 20000725021819I (-23)STUDENT TRAINING 'TOUCH AND GOS' ON 4TH ATTEMPT LANDED HARD. DAMAGE TO PROP AND NOSE GEAR. NO INJURIES. 20000725027709I (-23)DURING THE LANDING, THE AIRCRAFT DIRECTLY PRECEDING THE INCIDENT AIRCRAFT TOUCHED DOWN SOONER THAN INSTRUCTED AND SLOWER. THE PILOT THEN LANDED THIS AIRCRAFT EARLY, RESULTING IN A HARD LANDING. 20000725027869I (-23)A NORTHWEST AIRLINES, INC. (NWA) BOEING B-757 AIRCRAFT N528US DURING FLIGHT #1224 ON JULY 17, 2000 FROM DENVER, CO TO DETROIT, MI, EXPERIENCED DEPRESSURIZATION AT APPROXIMATELY 36,000 FEET. THE CREW PERFORMED A RAPID DECSENT AND INITIATED A MANUAL OXYGEN MASK DROP, SUBSEQUENTLY AND TO DENVER WITHOUT FURTHER INCIDENT. UPON LANDING AT THE DENVER AIRPORT, THE PILOT INITIATED A LOG PAGE DOCUMENTING NUMBEROUS OXYGEN GENERATORS THAT DID NOT FUNCTION PROPERLY. APPARENTLY, ELEVEN OXYGEN GENERATORS HAD NOT ACTIVATE DURING THIS IN-FLIGHT PINS WERE INCORRECTLY INSTALLED IN THE GENERATOR FIRING MECHANISMS. 20000725028209I (-23)THIS INCIDENT OCCURRED DURING A VFR FLIGHT FROM HOT SPRINGS, SD TO FAITH, SD. THE PILOT SELECTED GEAR DOWN, BUT DID NOT VERIFY IF IT WAS DOWN AND LOCKED. THE LANDING GEAR WAS IN THE RETRACTED POSITION WHEN THE AIRPLANE LANDED CAUSING MINOR DAMAGE, INCLUDING A BENT PROPELLER. THE PILOT AND PASSENGER WERE NOT INJURED. IT WAS DISCOVERED THAT THE LANDING GEAR CIRCUIT BREAKER WAS NOT SET. TESTS AFTER THE INCIDENT FOUND THE GEAR FUNCTIONED NORMALLY. A DIFFERENT PROPELLER WAS LOCATED FOR THE AIRPLANE AND IT WAS FERRIED TO CHADRON, NE WHERE AN ENGINE TEARDOWN IN SCHEDULED. 20000725030529I (-23) THE STUDENT PILOT WAS OBSERVED PORPOISING ON LANDING AND NOSE GEAR WAS BROKEN AT THE GEAR FORK. UPON EXAMINATION, THE STRUT APPEARED FROZEN IN THE SHAFT AND UNABLE TO WORK AS A SHOCK ABSORBER. HAD THE NOSE STRUT WORKED PROPERLY, THE INSPECTORS FEEL THAT THE INCIDENT WOULD NOT HAVE OCCURRED. 20000725031329I (-23)AFTER TAKE-OFF THE CABIN DOOR SEAL FAILED AND THE OXYGEN MASKS DEPLOYED. THE CREW DECLARED AN EMERGENCY AND RETURNED TO MID CONTINENT AIRPORT (ICT) WITHOUT FURTHER INCIDENT. MAINTENANCE REPLACED THE SEAL AND REPACKED THE OXYGEN MASKS. THE AIRCRAFT WAS RETURNED TO SERVICE WITH NO FURTHER INCIDENT. 20000725034999I (-23)ON TAKE OFF THE LEFT NOSE WHEEL CAME OFF AND STUCK THE #4 BRAKE LINE AT FITTING. AIRCRAT LANDED WITHOUT INCIDENT. DURING COURSE OF INVESTIGATION, DETERMINED BEARING TO HAVE FAILED. SPECIFIC CAUSE OF BEARING FALIURE HAS NOT BEEN DETERMINED. 20000725035029I (-23)OWNER/OPERATOR WHILE TAXING FOR TAKEOFF ON THE EVENING OF 07/25 HIT BARRICADE WITH THE LEFT WING TIP OF BEECH N35, ONE PASSENGER, MINOR DAMAGE. FAA LEARNED OF THE INCIDENT DURING REQUEST FOR A FERRY PERMIT ON 8/2/00 OWNER WAS FLYING FROM PMD TO TSP. 20000725035459I (-23)DURING A LOCAL FLIGHT IN THE VACINITY OF FLAGSTAFF, AZ THE ENGINE OVERHEATED AND QUIT. THE AIRCRAFT LANDED ON INTERSTATE 17, 5 MILES SOUTH OF SEZ. NO DAMAGE TO PERSONNEL INJURY OCCURRED. POST LANDING INSPECTION REVEALED THE ENGINE COOLANT WAS LOW. 20000725035579I (-23) AIRCRAFT WAS BEING OPERATED FOR TRAINING FLIGHT. LANDINGS WERE PERFORMED AT SEVERAL LOCATIONS PRIOR TO RETURNING TO ESTHERVILLE, IOWA, AIRPORT.AFTER LANDING, DURING ROLL OUT, NOSE GEAR COLLAPSED. ACTUATOR ROD END BROKE. 20000725037189A (-23) PILOT LANDING AT OSHKOSH EAA CONVENTION ON RUNWAY 27 ON RIGHT SIDE OF RUNWAY JUST BEFORE TOUCHDOWN A PLANE TOUCHED DOWN ON HIS LEFT. TO AVOID CONTACT WITH THE OTHER AIRCRAFT HE TUNRED TO RIGHT AND TURNED LEFT AND HIS LEFT WING CONTACTED THE GROUND TRYING TO AVOID A COLLISION. 20000725042349A (-23) ON JULY 25, 2000, AT APPROXIMATELY 1130 LOCAL TIME, ALVIN FULTON WHILE ACTING AS PILOT IN COMMAND OF A PIPER PA-18, N1755P WHILE LANDING ON RWY 34 IN CDV, STATED THAT HE HAD LANDED, THE TAIL HAD TOUCHED THE GROUND THEN HE APPLIED THE BRAKES AND THE AIRCRAFT BEGAN TO NOSE OVER. MR. FULTON WAS NOT ABLE TO PREVENT THE NOSE OVER. MR. FULTON RECEIVED MINOR INJURIES. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE TO THE RUDDER AND WINGS. 20000726004889A (-23) ON WEDNESDAY, JULY 26, 2000, AT 1040 LOCAL, THE PILOT OF AN EXPERIMENTAL A/C KNOWN AS LIONHEART, N985CC, BEGAN TAKEOFF AT THE END OF RUNWAY 28 (4400 FEET LONG) AT THE GENESEE COUNTY AIRPORT (GVQ), BATAVIA, NY. THE A/C BECAME AIRBORNE IN APPROXIMATELY 1000 FEET. THE PILOT STATED THAT THE PLANE BECAME "UNSTABLE" AND DRIFTED OFF TO THE RIGHT OF THE PAVEMENT. THE TAILWHEEL STRUCK THE TURF 27 FEET TO THE RIGHT OF THE PAVEMENT, DRAGGED FOR APPROXIMATELY 75 FEET AT A 20 DEGREE ANGLE TO THE RIGHT, WHERE THE MAIN GEAR STRUCK THE GROUND. THE RIGHT MAIN GEAR SEPARATED FROM THE A/C. THE A/C CONTINUED TO A RISE OF GROUND WHERE THE RIGHT LOWER WING STRUCK THE STRUCTURE OF THE TETRAHEDRON DELINEATING CIRCLE. THE A/C ROTATED 180 DEGREES TO FACE IN THE DIRECTION FROIM WHICH IT HAD COME AND SKIDDED BACKWARDS 55 FEET BEFORE COMING TO REST. 20000726008449A (-23) INVESTIGATION ON-SITE. CONTACTED ^PRIVACY DATA O^, THE MANAGER OF HALEY FLYING SERVICE. THE AIRCRAFT WAS LOCATED IN A TOMATO FILED APPROXIMATELY ON-QUARTER MILE SHORT OF THE HALEY FLYING SERVICE AIRSTRIP WHICH IS LOCATED NORTH OF TRACY, CALIFORNIA. THE AIRCRAFT WAS INVERTED. NO INJURIES. THE AIRCRAFT WAS RETURNING FROM AN APPLICATION OF SULFUR TO A FILED APPROXIMATELY FIFTEEN MINUTES FROM THE AIRSTRIP. A MINOR AMOUNT OF SULFUR WAS SPILLED FROM THE HOPPER WHEN THE AIRCRAFT CAME TO REST INVERTED. THERE WAS A SLIGHT AMOUNT OF FUEL RESIDUAL ON THE TOMATO PLANTS IN THE IMMEDIATE VICINITY OF THE AIRCRAFT. THERE WAS NO SMELL OF FUEL WHEN THE INSPECTOR ARRIVED ON SITE APPROXIMATELY THREE HOURS AFTER THE ACCIDENT. THE INITIAL VISUAL INSPECTIONOF THE AIRCRAFT REVEALED DAMAGE TO THE AIRCRAFT TO INCLUDE THE LEFT AND RIGHT WING TIP, LEFT AND RIGHT WING LEADING EDGE, AND THE PROPELLER. THE ENGINE DID NOT APPEAR TO BE UNDER POWER AT TIME OF THE ACCIDENT. THE PILOT STATED THAT HE HAD MADE SEVERAL "RUNS" EARLIER IN THE DAY. WHEN ASKED ABOUT THE FUEL QUANTITY AT THE TIME OF DEPARTURE PRIOR TO THE ACCIDENT THE PILOT STATED THAT HE HAD APPROXIMATELY HALF TANKS WHICH EQUATED TO APPROXIMATELY 40 GALLONS OF FUEL. THIS WAS VERIFIED BY THE LOADER, ^PRIVACY DAT^, WHO STATED THAT HE ALWAYS OBSERVES THE FUEL QUANTITY DURING THE LOADING OPERATION AND THAT THE AIRCRAFT HAD A LITTLE OVER HALF DURING THE LOADING OPERATION AND THAT THE AIRCRAFT AHD A LITTLE OVER HALF FULL TANKS WHEN HE LOADED THE AIRCRAFT FOR THE "RUN" PRIOR TO THE ACCIDENT. THE PILOT WENT ON TO STAE THAT THE ENGINE STOPPED RUNNING THREE TIMES BUT HE MANAGED TO GET IT RESTARTED TWICE BY PUMPING THE THROTTLE. THE FIRST TIEM THE ENGINE STOPPED PRODUCING POWER THE AIRCRAFT WAS AT APPROXIMATELY 300 FEET IN LEVEL FLIGHT. THE SECOND TIME IT FAILED WAS AT THE TOP OF A CLIMB BACK UP TO APPROXIMATELY 300 FEET. AFTER THE THIRD FAILURE THE ENGINE WOULD NOT RESTART AND AN EMERGENCY LANDING WAS EXECUTED INTO A TOMATO FIELD. THE PILOT STATED THAT UPON TOUCH DOWN THE MAIN GEAR SUNK INTO THE WET FIELD AND CAUSED THE TAIL TO PITCH UP CAUSING THE PROP TO STRIKE THE GROUND AND SUBSEQUENTLY CAUSED THE AIRCRAFT TO FLIP OVER AND CAME TO REST APPROXIMATELY 3 FEET SHORT OF AN IRRIGATION DITCH. THERE WERE NO INJURIES. 20000726015009A (-23) MR. PAT MONAGHEN WAS PRACTICING TOUCH AND GO LANDINGS AT SAN CARLOS AIRPORT WHEN THE WIND SHIFTED DRAMATICALLY CAUSING THE A/C TO TURN. MR. MONAGHAN DECIDED TO GO AROUND DUE TO THE UNCONTROLLABILITY OF THE A/C ON THE GROUND BECAUSE OF UNSTABLE WINDS. HE DECIDED TO MAKE AN EMERGENCY LANDING ON AN ADJACENT GOLF COURSE RATHER THAN RISK A COLLISION WITH THE TREES AT THE END OF THE RWY. 20000726021559I (-23)DELTA AIRLINES FLIGHT 9686 DEPARTED FROM ALT TO BWI, ACFT DIVERTED TO RDU AT 2149, BECAUSE IF NO. 1 ENGINES STALL. DELTA DISPATCHED THEIR OWN TECHNICIAN'S (CREW THOUGHT THEY INGESTED A BIRD) FROM ALT, THE TECHNICIAN'S TROUBLESHOT THE SYSTEM AND FOUND THE THRUST REVERSER MANAGEMENT SYSTEM FAULTY. THIS IS A REPEAT DISCREPANCY, A MEL WAS ISSUED AND THE AIRCRAFT FLEW REVENUE ON 7/27/00 AT 0920. 20000726021919I (-23)ON THURSDAY, JULY 27, 2000 AT 0900 LOCAL TIME, A UNITED AIRLINES B737, FLIGHT 1620, REPORTED TO THE SURACUSE TOWER THAT IT HIT A FLOCK OF BIRDS APPROXIMATELY 100 FT FROM TOUCHDOWN ON RUNWAY 15. THE AIRCRAFT LANDED WITHOUT INCIDENT AND TAXIED TO THE RAMP. MAINTENANCE INSPECTED THE AIRCRAFT AND FOUND BLADES 23, 24, AND 25 ON THE 1ST STAGE COMPRESSOR OF NUMBER 2 ENGINE BENT AT THE TIP; THESE BLADES COULD REMAIN IN SERVICE PER P&W MM 72-00-08. THE NUMBER 1 ENGINE HAD FOUR SHINGLED 1ST STAGE FAN BLADES AND THE C1 DISK WAS SCHEDULED TO REPLACED WITHIN 20 FLIGHT HOURS PER MM 72-00-08, PG. 205. A BIRD STRIKE INSPECTION OF THE AIRCRAFT WAS ALSO PERFORMED PER UALA GMM 5-0-6-1 AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000726025799I (-23) FLIGHT FROM ORCAS ISLAND TO PDX. LOST OIL PRESSURE ON #1 ENGINE. PILOT PERFORMED PRECAUTIONARY SHUTDOWN. FOUND METAL IN OIL FILTER. 20000726028159I (-23)A BEECH BONANZA N703B WAS DEPARTING RUNWAY 27 AT THE OSHKOSH REGIONAL AIRPORT WHEN THE ENGINE FAILED. THE AIRCRAFT WAS PILOTED BY^PRIVACY DATA OMITT^ A PRIVATE PILOT. ^PRIVACY DA^ WAS MAKING A NORMAL TAKE OFF WHEN THE ENGINE FAILED ABOUT 200 FEET IN THE AIR. THE GEAR WAS IMMEDIATELY LOWERED BUT NOT IN TIME TO LOCK. WHEN THE AIRCRAFT TOUCHED DOWN THE GEAR WAS PUSHED BACK UP IN THE WHEEL WELL, DAMAGING THE GEAR DOORS AND NICKED ONE PROP BLADE. MINOR DAMAGE. NO INJURIES RESULTED, NO PASSENGERS ON BOARD. INVESTIGATION REVEALED THAT THE ENGINE FUEL PUMP FAILED. M OR D REPORT FILED. 20000726029349I (-23)THE PILOT REPORTED THAT HE LOST HYDRAULIC FLUID AND THE NOSE GEAR WOULD NOT GO DOWN AND LOCK. THE STANDBY BLOW DOWN DID NOT ACTIVATE. THE PILOT LANDED THE AIRCRAFT WITH NOSE GEAR UP. THE HYDRAULIC FLUID RESERVOIR SITE TUBE HAD DETERIORATED AND LOST HYDRAULIC FLUID. THE STANDBY BLOW DOWN SYSTEM WAS NOT RIGGED APPROPRIATELY. THE FLEET OF 8 ADDITIONAL 402-C MODELS WAS INSPECTED FOR DETERIORATION OF THE TUBE AND SECURITY. ALSO, AN INSPECTION OF THE RIGGING AND SECURITY OF THE EMERGENCY INSPECTION CABLE WAS DONE. IT INCLUDED THE SCOPE OF 100-HR. INSPECTION AND A THOROUGH INSPECTION OF THE SIGHT GAUGE AND EMERGENCY CABLE AS PART OF THE 50-HR INSPECTION. A MALFUNCATION DEFECT REPORT WAS SUBMITTED. 20000726035009I (-23)LOG ITEM STATED #2 ENGINE FAILED ON TAKEOFF. AIRCRAFT RETURNED AND LANDED SAFELY. MAINTENANCE CHECKED INLET AND EXHAUST AND FOUND NO DAMAGE BOROSCOPE OF COMPRESSOR. FOUND DAMAGE TO 11, 12 AND 13TH STAGES CONSISTING OF TORN BALDES AND MISSING BLADE MATERIAL. ENGINE WAS REPLACED. FAILURE WAS CONTAINED. 20000726035129I (-23)ON JULY 26,2000, PSA FLIGHT #4059 (VNAA)LANDED ON RUNWAY 10R AT PIT AT 1935 LOCAL WITH A LANDING GEAR PROBLEM. MAINTENANCE REPORTED THEY FOUND A FAILED PROX SENSOR,P/N 8-700-04, REPLACED PART, SWUNG GEAR, AIRCRAFT RETURNED TO SERVICE ON JULY 27, 2000. 20000726035539I (-23)BIG SKY AIRLINES, INC. FLT. NUMBER 2577, A FAIRCHILD SA-227-AC EXPERIENCED LOW HYFRAULIC PRESSURE WARNING. THE RIGHT AND LEFT WARNING LIGHTS ILLUMINATED. THE CREW DECLARED AN EMERGENCY AND EXECUTED EMERGENCY PROCEDURES. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE DISCOVERED A NOSE WHEEL STEERING HYDRAULIC LINE RUPTURED. THE LINE WAS REPLACED. 20000726035599I (-23)PILOT FORGOT TO EXTEND LANDING GEAR. MINOR DAMGE TO FUSELAGE BELLY, EXHAUST PIPE, AIR VENT AND 1 1/2" CORNER OF L/H FLAP. PROP RUNWAY. 20000726035909I (-23) ON JULY 26, 2000, AT APPROXIMATELY 2300 CDT, FEDERAL EXPRESS FLIGHT 1613, AN AIRBUS A310, N409FE, LEFT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO (MCI), AND RETURNED TO MCI DUE TO OVERSPEED WARNING ACTIVATED FOLLOWED BY RUDDER SYSTEM 1 AND 2 FAULT. FEDERAL EXPRESS MAINTENANCE REPLACE #2 AIR DATA COMPUTER AND RETURNED AIRCRAFT TO SERVICE. WITH THIS REPORT, INCIDENT #CE2000IAC071 IS CONSIDERED CLOSED. 20000726036039I (-23)ON WEDNESDAY, JULY 26, 2000, U.S. AIRWAYS FLIGHT 1802, AN F-100, N855US, WAS ENROUTE FROM PITTSBURG, PA (PIT) TO NEW YORK, NY (LGA) WHEN THE CREW NOTED A LOSS OF HYDRAULIC FLUID ON THE #1 SYSTEM. THE CREW DIVERTED TO SYRACUSE,NY (SYR) (THE NEAREST SUITABLE FILED), AND LANDED WITHOUT FURTHER INCIDENT OR ANY INJURIES. THE AIRCRAFT WAS TOWED FROM THE RUNWAY. MAINTENANCE REMOVED AND REPLACED THE #1 HYDRAULIC PUMP, FILTER AND RELIEF VALVE IAW GMM. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000726037239A (-23) PILOT ATTEMPTED TAKEOFF ON BAY DE NOC, GLADSTONE, MI. WIND WAS SE AT 10 KTS,WAVES 2 TO 3 FT. AFTER LIFT OFF, A/C APPARENTLY STALLED, RIGHT WING DROPPED AND CONTACTED WATER. SUBSTANTIAL DAMAGE OCCURRED, PILOT PADDLED A/C TO SHORE. CONDITIONS MAY HAVE BEEN NEAR THE LIMITS OF THIS A/C. 20000726037409A (-23) ON JULY 26,2000 AT OR ABOUT 1930 EST, N9034L, AN AMATEUR HOME BUILT AIRCRAFT DESIGNED BY THE PILOT AND CALLED A "CRAZY 8", IMPACTED TRES WHILE ON APPROACH FOR LANDING AT PRIVATELY OWNED WILDCAT AIRPORT (IN12), LOCATED FIVE MILES EAST OF LAFAYETTE, IN. THE PILOT, MR. NATHANIEL J. HALSMER HAD TAKEN THE MACHINE OUT THAT EVENING TO CONDUCT TAXI TEST. DURING ONE OF THE HIGH SPEED TAXI TEST THE AIRCRAFT BECAME AIRBORNE. THE PILOT STAYED IN GROUND EFFECT FOR ABOUT 2500 FEET AND HAVING RUN OUT OF USABLE RUNWAY, HE CLIMBED TO ABOUT THREE HUNDRED FEET AND TURNED DOWNWIND. A WITNESS STATED THAT THE PILOT MADE A SHALLOW SWEEPING TURN TO FINAL APPROACH. THE WITNESS MR. THADEUS HALSMER, SAID HE THEN OBSERVED THE AIRCRAFT ON FINAL APPROACH IN WHAT APPEARED TO BE A VERY HIGH SINK RATE UNTIL THE AIRCRAFT DISAPPEARED BEHIND THE TREES LOCATED ABOUT 2500 FEET FROM THE END OF THE RUNWAY. THE WITNESS HEARD THE IMPACT AND WAS FIRST ON THE SCENE. THE PILOT SURVIVED THE ACCIDENT BUT SUCCUMBED FOUR HOURS LATER. INVESTIGATION REVEALED THAT THE ENGINE FAILED. 20000726039109A (-23) ON JULY 26, 2000, AT 0020 LOCAL, A 1964 CESSNA CE-210-D, CENTURION, PILOTED BY ^PRIVACY DA^ OF SUMMIT, NJ, DEPARTED THE HANOVER COUNTY AIRPORT, VIRGINIA, (OFP) RUNWAY 34 BOUND FOR LINDEN, NJ (LDJ) ON AN IFR RNAV FLIGHT PLAN. THE OFFICIAL WEATHER AT 0008 LOCAL WAS: WINDS 020 DEGREES AT 8 KNOTS, VISIBILITY 6 MILES IN LIGHT RAIN AND MIST, CEILING WAS OVERCAST 800 FT, ALTIMETER SETTING WAS 30.14. BEFORE TAKEOFF ATC HAD CLEARED THE FLIGHT TO LINDEN VIA VICTOR 16 TO SMYRNA, ETC. THE A/C TURNED RIGHT AFTER TAKEOFF AND CONTINUED TO TURN RIGHT TOWARD THE SOUTH. UPON REACHING 1400 FT. AND UPON INITIAL RADAR CONTACT, ATC CLEARED THE A/C TO CLIMB TO 5000 FEET DIRECT TO THE TAPPA INTERSECTION TO JOIN VICTOR SIXTEEN. THE PILOT ACKNOWLEDGED THE CLEARANCE TO TAPPA. HOWEVER, INSTEAD OF TAKING A NORTHEAST HEADING TO TAPPA, THE PILOT CONTINUED TURNING TO A SOUTHBOUND HEADING. THE A/C CONTINUED CLIMBING AND HEADED APPROX. IN A STRAIGHT LINE TO THE SOUTH FOR ABOUT A MINUTE AND A HALF. ATC REQUESTED VERIFICATION THAT THE A/C WAS TURNING TOWARD TAPPA. THE PILOT STARTED TO ACKNOWLEDGE THE ATC TRANSMISSION SAYING, "CURRENTLY I'M AT AH..."BUT DID NOT GIVE HIS POSITION OR HEADING, AND THE TRANSMISSION ENDED WITH OPEN MIKE SOUNDS. NINE SECONDS LATER ATC ADVISED THE PILOT HE WAS HEADING SOUTH AND ASKED IF HE WANTED A VECTOR HEADING TOWARDS VICTOR SIXTEEN. THE RESPONSE WAS OPEN MIKE SOUNDS ONLY. ATC ATTEMPTED TWO MORE TRANSMISSIONS. THE PILOT ACKNOWLEDGED THE SECOND TRANSMISSION. AT THIS TIME THE A/C WAS IN A TURN TO THE RIGHT, HEADED SOUTHWEST, AND WAS SOUTH OF THE AIRPORT. ATC ADVISED THE PILOT HE WAS CIRCLING THE AIRPORT AND ADVISED A HEADING OF 060 TO JOIN VICTOR SIXTEEN. WHEN THE PILOT ACKNOWLEDGED THE VECTOR; THE A/C WAS SOUTHWEST OF THE AIRPORT HEADING APPROX. NORTH AND THE A/C WAS AT 4300 FT. THE A/C TURNED RIGHT TOWARD THE VECTOR. NINETEEN SECONDS LATER THE A/C DESCENDED SUDDENLY AND WENT OUT OF RADAR CONTACT AT ABOUT 2200 FEET. THE A/C CRASHED ONE-QUARTER MILE WEST-SOUTHWEST OF RWY 16 AT OFP. THE PILOT SUSTAINED FATAL INJURIES. HE WAS THE ONLY PERSON ON BOARD. THE A/C WAS DESTROYED. THE PILOT HAD FLOWN TO OFP FROM LINDEN, NJ EARLIER THAT EVENING. THE PILOT HAD OWNED THE AIRCRAFT FOR LESS THAN SIX MONTHS. THE APOLLO SL-50 GPS NAVIGATION EQUIPMENT WAS ALREADY INSTALLED WHEN THE PILOT BOUGHT THE A/C AND WAS APPROVED FOR IFR ENROUTE AND TERMINAL NAVIGATION ON JANUARY 4, 199 9. THE PILOT'S TOTAL TIME AS A PILOT WAS 088 HOURS AT THE TIME OF HIS MEDICAL ON NOVEMBER 28, 1997 (APPROX. TWO BEFORE TO THE ACCIDENT). HE RECEIVED HIS INSTRUMENT RATING ON SEPTEMBER 17, 1999, LESS THAN ONE YEAR BEFORE THE ACCIDENT. (.4)ON JULY 26, 2000, AT 0028 EASTERN DAYLIGHT TIME, A CESSNA 210D, N3894Y, WAS DESTROYED WHEN IT STRUCK THE GROUND AFTER TAKEOFF FROM THE HANOVER COUNTY AIRPORT (OFP), ASHLAND, VIRGINIA. THE CERTIFICATED PRIVATE PILOT WAS FATALLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT DESTINED FOR LINDEN, NEW JERSEY. THE FLIGHT WAS OPERATED ON AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN THAT WAS CONDUCTED UNDER 14 CFR PART 91. THE PILOT HAD FLOWN IN EARLIER THE SAME EVENING FROM LINDEN, NEW JERSEY, AT 1815. HE WAS MET BY FRIENDS AND ATTENDED A LOCAL SEMINAR. FOLLOWING THE SEMINAR, WHILE BEING DRIVEN BACK TO THE AIRPORT, THE PILOT CALLED THE FEDERAL AVIATION ADMINISTRATION (FAA), LEESBURG AUTOMATED FLIGHT SERVICE STATION (AFSS) FOR A WEATHER BRIEFING. ACCORDING TO TRANSCRIPTS FROM THE FAA, INITIAL CONTACT WAS AT 2312, AND WAS TERMINATED BY THE PILOT AFTER 1 MINUTE DUE TO POOR RECEPTION. A SECOND CONTACT OCCURRED AT 2331, AT WHICH TIME THE PILOT ASKED FOR A STANDARD WEATHER BRIEFING. HE WAS GIVEN CONDITIONS OF LOW CEILINGS, REDUCED VISIBILITY, AND RAIN IN HIS DEPARTURE AREA, AND IMPROVING CONDITIONS TOWARD HIS DESTINATION. AT 2359, THE PILOT AGAIN ESTABLISHED TELEPHONE CONTACT WITH THE LEESBURG AFSS, AND FILED AN IFR FLIGHT PLAN. HIS FILED ROUTE OF FLIGHT WAS HANOV 20000726039119A (-23) TOTAL LOSS OF ENGINE POWER RESULTING IN AN OFF AIRPORT EMERGENCY LANDING. SUBSTANTIAL DAMAGE TO THE A/C AND MINOR INJURIES TO OCCUPANTS. 20000726040939A (.4) ON JULY 26, 2000, ABOUT 1905 EASTERN DAYLIGHT TIME, A MOONEY M20E, N5727Q, WAS DESTROYED WHEN IT IMPACTED TERRAIN NEAR LUNENBURG, MASSACHUSETTS. THE CERTIFICATED PRIVATE PILOT WAS FATALLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM THE WOOD COUNTY AIRPORT (PKB), PARKERSBURG, WEST VIRGINIA, ABOUT 1435. ACCORDING TO THE PILOT'S BROTHER, THE PILOT INTENDED TO FLY FROM TEXAS TO MAINE, WITH A STOP IN MASSACHUSETTS. THE PILOT CONTACTED THE ELKINS FLIGHT SERVICE STATION (FSS), ELKINS, WEST VIRGINIA, AT 1404. ACCORDING TO A VOICE RECORDING OF THE PILOT'S BRIEFING, THE PILOT REQUESTED WEATHER INFORMATION FOR A FLIGHT THAT WOULD BE CONDUCTED BETWEEN PKB AND LAWRENCE, MASSACHUSETTS, AND REPEATEDLY STATED TO THE FSS BRIEFER THAT HE MIGHT HAVE TO CHANGE HIS PLANNED ROUTE TO AVOID BAD WEATHER. THE BRIEFER CAUTIONED THE PILOT ABOUT WEATHER THAT WAS IN THE ALBANY (ALB), NEW YORK AREA, AND THE PILOT REPLIED THAT HE MIGHT GO UP TO GLEN FALLS, NEW YORK AND THEN ON TO CONCORD, NEW HAMPSHIRE. THE PILOT CONTACTED THE FSS A SECOND TIME AT 1422, TO REQUEST WEATHER INFORMATION BETWEEN PKB AND CONCORD, NEW HAMPSHIRE. THE PILOT WAS ADVISED THAT THE FORECASTED CLOUD LAYER "TOPS," IN THE NORTHWESTERN AND SOUTHWESTERN PORTIONS OF PENNSYLVANIA, WERE 6,000 FEET. THE "TOPS" FORECASTED FOR EASTERN PENNSYLVANIA, MASSACHUSETTS, CONNECTICUT, AND RHODE ISLAND, WERE 25,000 FEET, AND THE "TOPS" FOR NEW HAMPSHIRE AND VERMONT WERE 8,000 FEET. AFTER RECEIVING THE WEATHER INFORMATION, THE PILOT STATED TO THE BRIEFER THAT, "I MIGHT HAVE TO SHOOT FOR ALB, AND IF I HAVE PROBLEMS THERE, I CAN VECTOR TO THE NORTH OF ALB, I GUESS, AND ESCAPE SOME OF THAT STUFF." THE PILOT DID NOT FILE EITHER A VISUAL FLIGHT RULES FLIGHT PLAN OR AN INSTRUMENT FLIGHT RULES FLIGHT PLAN DURING EITHER CONTACT WITH THE FSS. WITNESSES WHO LIVED NEAR THE ACCIDENT SITE REPORTED THEY HAD HEARD AND SEEN AN AIRPLANE FLY OVERHEAD ABOUT THE TIME OF THE ACCIDENT. THEY NOTED THAT THE AIRPLANE'S ENGINE WAS "SPUTTERING" AND BLACK SMOKE WAS COMING FROM IT. THE ACCIDENT OCCURRED DURING THE HOURS OF TWILIGHT, APPROXIMATELY 42 DEGREES, 36 MINUTES NORTH LATITUDE, AND 71 DEGREES, 45 MINUTES WEST LONGITUDE, AT AN ELEVATION OF 555 FEET MEAN SEA LEVEL. (-23) THE PILOT OF THE AIRCRAFT HELD A PRIVATE PILOT CERTIFICATE AND CURRENT THIRD CLASS MEDICAL CERTIFICATE. THE PILOT WAS NOT INSTRUMENT RATED. THE PILOT OBTAINED TWO WEATHER BRIEFINGS FROM THE ELKINS, WV, FSS. BRIEFING #1 WAS FOR LAWRENCE, MA. BRIEFING #2 WAS FOR CONCORD, NH. THE PILOT DEPARTED PARKERSBURG, WV ON A VFR FLIGHT. THE PILOT DID NOT FILE A FLIGHT PLAN. NO EVIDENCE COULD BE FOUND TO INDICATE THAT THE PILOT HAD UTILIZED ANY OF THE ATC FACILITIES AVAILABLE TO HIM. THE WEATHER CONDITIONS THROUGHOUT EASTERN PA, N.J., CT, EASTERN N.Y., AND MA WERE IFR AT THE TIME OF THE FLIGHT. THE TRANSPONDER WAS FOUND IN THE "OFF" POSITION AT THE ACCIDENT SCENE, SHOWING A CODE OF 1200. ATC WAS UNABLE TO FIND ANY 1200 CODES IN THE VICINITY AT THE TIME OF THE ACCIDENT. THERE WAS NO EVIDENCE OF FUEL AT THE ACCIDENT SCENE. EXAMINATION OF THE ENGINE SHOWED THAT THE FUEL LINE CONNECTED TO THE FUEL DIVIDER MANIFOLD AND THE FUEL SERVO DID NOT CONTAIN ANY FUEL. 20000726042449A (-23) ON JULY 26, 2000 AT ABOUT 1215 LOCAL TIME, DHC-2 FLOAT EQUIPPED AIRPLANE, N444EF SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH TERRAIN DURING TAKEOFF FROM ALAGNEK RIVER 1/4 MILE SOUTH OF KATMAI LODGE. THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91 AS A LODGE OPERATOR DAY FISHING TRIP. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED WITH FLIGHT SERVICE. IT APPEARS THE PILOT WAS DEPARTING KATMAI LODGE WITH FOUR LODGE GUESTS. DURING TAKEOFF WHILE THE AIRCRAFT WAS ON "STEP" A GUST OF WIND "WEATHER COCKED" THE AIRPLANE RESULTING IN THE AIRCRAFT VEERING OFF THE RIVER AND COLLIDING WITH TERRAIN. THE LEADING EDGE ON ALL LIFT SURFACES AND RIGHT FLOAT SUSTAINED SUBSTANTIAL DAMAGE. THERE ARE NO REPORTED INJURIES. FIVE DAYS LATER THE AIRCRAFT WAS FLOWN TO ANCHORAGE UNDER AN APPROVED FERRY PERMIT. 20000727005099A (-23) PIC STATED AT STALL SPEED, HE BOUNCED ON TUNDRA TIMES THEN DROPPED ON EWING ON AIRCRAFT AND SPUN AROUND ON THE ASHALT. HOT TEMPERATURE-WIND NOT A FACTOR -CROSS WIND 7 KNOTS. WHEEL BROKE OFF AND GROUND LOOPED 20000727006699A (-23) ON JULY 27, 2000, AT APPROXIMATELY 9:50 MDT, A MOONEY M-20-K, N252KD, IMPACTED TERRAIN UNDER UNKNOWN CIRCUMSTANCES. THE PILOT AND SOLE OCCUPANT RECEIVED FATAL INJURIES. THE AIRCRAFT WAS DESTROYED. VISUAL METEORLOGICAL CONDITIONS PREVAILED. 20000727009459A (-23) PIC STATED THAT HE ALLOWED ANOTHER PILOT TO CLOSE THE CABIN DOOR FROM OUTSIDE BEFORE DEPARTING THE 0S7 AIRPORT. SHORTLY AFTER DEPARTURE, THE PIC NOTICED THAT THE "CABIN DOOR" ANNUNCIATOR LIGHT WAS ILLUMINATED. THE PIC ELECTED TO CONTINUE TO TH DESTINATION AIRPORT, BFI. THE CABIN DOOR OPENED IN FLIGHT WHEEL ON DESCENT INTO THE BFI AIRPORT FOR LANDING. 20000727009999A (-23) PILOT SAID HE MADE A BAD LANDING. FIRST HE BOUNCED, THEN HE CAME DOWN HARD ON THE NOSE GEAR, BREAKING THE NOSE GEAR FORK AND STRIKING THE PROP. LATER INVESTIGATION REVEALED FIRE WALL DAMAGE. 20000727010419A (-23) ON JULY 27, 2000, AT APPROX. 1505 CDT, CESSNA CE 172-B, N7501X OWNED AND OPERATED BY MR. JAMES DAVID SANDLIN, DEPARTED RUNWAY 22 TO THE RIGHT AT OLNEY MUNICIPAL AIRPORT, OLNEY, TEXAS. DURING THE LANDINGS/FLARE PHASE OF THE FLIGHT, STRUCK A BALE OF HAY AND CAME TO REST INVERTED. VFR FLIGHT CONDITIONS WITH GUSTY WINDS AND TURBULENCE PREVAILED. NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PILOT AND PASSENGER WERE INJURED. THE PILOT HOLDS A PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT FORT WORTH MEACHAM INTERNATIONAL AIRPORT, FORT WORTH, TEXAS, ON JULY 27, 2000, AT APPROX. 1400 CDT. 20000727011319A (-23) DURING THE THIRD AND FINAL APPROACH TO RWY. 17, KINGFISHER, OK. (F92), WITH SQUALL LINE APPROACHING, A/C SUDDENLY BEGAN SINKING AND AIRSPEED DROPPED. PILOT ADDED FULL POWER AND COULD NOT STOP DESCENT. A/C IMPACTED GROUND IN LEVEL ATTITUDE APPROX. 100 FEET SHORT OF RUNWAY. PILOT SAID SQUALL LINE WAS APPROACHING WITH A FEW RAIN DROPS ON WINDSHIELD. AS THE A/C BEGAN SINKING THERE WAS HEAVY RAIN. (.4)VISUAL METEOROLOGICAL CONDITIONS EXISTED WITH THUNDERSTORMS AND RAIN SHOWERS MOVING TOWARD THE AIRPORT. DURING THE FINAL APPROACH APPROXIMATELY 200 FEET FROM THE RUNWAY, THE AIRPLANE ENCOUNTERED A DOWNDRAFT. THE PILOT APPLIED FULL POWER; HOWEVER, IT DID NOT KEEP THE AIRPLANE FROM DESCENDING TO THE TERRAIN. THE AIRPLANE IMPACTED THE GROUND IN A LEVEL ATTITUDE. 20000727015519A (-23) THE PILOT AND A MECHANIC HAD COMPLETED A BRIEF TEST FLIGHT OF A NEWLY-CONSTRUCTED PITTS MODEL 12 AND RETURNED TO THE NEOSHO HIGH ROBINSON AIRPORT (EOS) TO FURTHER CHECK HANDLING QUALITIES. THE AIRPLANE WAS FLOWN DOWN RWY 19 AT APPROX. 800 FEET AGL WITH THE INTENTION TO REMAIN IN THE TRAFFIC PATTERN AND LAND. APPROX. THREE QUARTERS OF THE WAY DOWN THE RWY, THERE WAS A LOUD "POP" FOLLOWED BY SMOKE, VIBRATION, AND LACK OF ENGINE POWER. A FARM FIELD WAS HASTILY SELECTED FOR AN OFF-AIRPORT LANDING, AS ALTITUDE WAS INSUFFICIENT TO SET UP AN APPROACH BACK TO THE AIRPORT. ON ROLLOUT, THE AIRPLANE STRUCK ONE OF NUMEROUS BALES OF HAY AND FLIPPED INVERTED, TRAPPING THE OCCUPANTS. A WITNESS CAME TO THEIR ASSISTANCE AND AIDED IN REMOVING THEM FROM THE AIRPLANE. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE OCCUPANTS SUSTAINED MINOR INJURIES. 20000727020759I (-23)ACCORDING TO A STATEMENT FROM THE PILOT, HE WAS PRATICING TAKE OFF AND LANDINGS AFTER RETRACTING THE FLAPS, HE ADDED FULL POWER, AND THE AIRCRAFT VEERED TO THE LEFT, EXITED THE RUNWAY INTO A FIELD, HIT A DITCH AND NOSE WHEEL BROKE OFF. THE STUDENT WAS GIVEN ADDITIONAL DUAL INSTRUCTION PRIOR TO FURTHER SOLO FLIGHT. 20000727021029I (-23)THE STUDENT PILOT WAS CLEARED TO LAND ON RUNWAY 9L AT THE MELBOURNE REGIONAL AIRPORT (MLB). THIS WAS HIS SECOND SUPERVISED SOLO FLIGHT. AFTER LANDING THE AIRPLANE VEERED RIGHT LEAVING THE RUNWAY AND STRUCK A TAXIWAY SIGN. THE AIRPLANE RECEIVED MINOR DAMAGE TO THE RIGHT WING AND HORIZONTAL STABILATOR. 20000727025839I (-23) FLIGHT FROM RENTON, WA TO AURORA, OR. PILOT LANDED GEAR UP AT AURORA. GEAR WARNING HORN WAS OPERATIONAL. PILOT RECALLED HORN AT 2000 FEET ELEVATION, BUT DID NOT RECALL HEARING IT ON LANDING. DAMAGE TO PROPELLER AND BELLY SKINS. 20000727026859I (-23)ON 7/27/00, ALPINE AIR, FLIGHT 5009, DEPARTED MSO ENROUTE TO BIL. APPROXIMATELY 200 FEET AGL, JUST OFF END OF RUNWAY, THE PILOT HEARD A LOUD SNAP. THE RIGHT ENGINE LOST POWER AND THEN QUIT RUNNING. THE PROPELLER THEN WENT ONTO AUTO-FEATHER, THE PILOT DECLARED AN EMERGENCY AND LANDED BACK AT MSO WITHOUT INCIDENT AT 1802 MDT. INVESTIGATION REVEALED A BLADE FAILURE ON THE CT WHEEL, WHICH CAUSED THE CATASTROPHIC ENGINE FAILURE. 20000727027159I (-23)THE PILOT WAS COMPLETING A SIGHT SEEING PLEASURE FLIGHT. WHEN HE ATTEMPTED A LANDING ON 21L AT THE TRI-CITIES AIRPORT, AT PASCO, WA., HE WAS OBSERVED TO LAND VERY HARD, THE AIRCRAFT PORPOISED, BOUNCED, AND LANDED HARD AGAIN. DAMAGE TO THE AIRCRAFT WAS LIMITED TO THE PROPELLER, NOSE WHEEL, AND MINOR FIREWALL WRINKLING. THE PILOT AND TWO PASSENGERS WERE NOT INJURED. 20000727027379I (-23)^PRIVACY DATA OMITTED^ WORKING IN UES TOWER REPORTED ^PRIVACY DATA O^ FINAL APPROACH WAS HIGH AND FAST. ^PRIVACY DATA^ STATED TO FAA IIC ^PRIVACY DATA OMITTED^ DIRECTOR OF MAINTENANCE OF WAUKESHA FLYING SERVICE, THAT AS SOON AS THE MAIN LANDING GEAR TOUCHED DOWN HE WENT INTO BETA. THIS WOULD HAVE CAUSED THE NOSE TO DROP ABRUPTLY CAUSING THE HARD LANDING AND COLLAPSE OF THE NOSE GEAR. 20000727027679I (-23)ON JULY 27, 2000 FLIGHT 151 DECLARED AN EMERGENCY DUE TO A FLIGHT CONTROL PROBLEM. IN CRUISE NOTICED AMBER LIGHT ON GREEN HYDRAULIC SERVO CONTROL JAM ILLUMINATED. NO ECAM WARNING. FOLLOWED ABNORMAL PROCEDURES, TURNED GREEN SERVO SWITCH OFF. THE FLIGHT LANDED WITHOUT INCIDENT. MAINTENANCE REPLACED GREEN HYD SYSTEM MANIFOLD PRESSURE SWITCH. THE AIR CARRIER REQUIRED TO REPORT THIS MALFUNCTION ON A MECHANICAL RELIABILTY REPORT. NO FURTHER ACTION NEEDED. THIS INCIDENT IS CLOSED. 20000727030429I (-23)ON JULY 27, 2000 AT 0814 EDT, A JETSTREAM 31, N842JS OPERATED BY CHAUTAHQUA AIRLINES ABORTED TAKEOFF ON RUNWAY #28C AT PITTSBURGH INTERNATIONAL AIRPORT, FINDLAY TOWNSHIP, PENNSYLVANIA DUE TO FLUCTUATING TORQUE GAUGE. THE AIRCRAFT RETURNED TO THE RAMP WITHOUT INCIDENT. IT WAS DETERMINED THAT THE CONDITION LEVERS SLIPPED BACK DURING TAKEOFF BECAUSE TOO LITTLE FRICTION HAD BEEN APPLIED AND THAT WAS THE CAUSE OF THE FLUCTUATING TORQUE DURING TAKEOFF. THE INVESTIGATION REVEALED NO MECHANICAL IRREGULARITIES. THE POI FOR CHAUTAUQUA AIRLINES,^PRIVACY DATA^, THE DOP, ^PRIVACY DATA^, THE CP, ^PRIVACY DATA OM^ AT CHAUTAUQUA AIRLINES IN INDIANAPOLIS, INDIANA, WERE MADE AWARE OF THIS INCIDENT. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20000727030689I (-23)THE PILOT REPORTED ALL WAS NORMAL DURING THE APPROACH AND TOUCHDOWN. AFTER TOUCHDOWN, THE RIGHT WING BEGAN TO LOWER AND THE PILOT STATED HE WAS UNABLE TO KEEP THE WING UP WITH OPPOSITE AILERON AND POWER. THE AIRCRAFT CAME TO REST ON THE RIGHT SIDE OF THE RUNWAY AFTER SKIDDING TO THE RIGHT A MEASURED 486 FEET. DAMAGE WAS LIMITED TO THE RIGHT MAIN LANDING GEAR, RIGHT PROPELLER TIP AND RIGHT WING TIP. 20000727031939I (-23)FLIGHT CREW DECLARED AN EMERGENCY AND LANDED AT FORT WAYNE, IN (KFWA) DUE TO SMOKE IN THE CARGO AREA. AIRCRAFT LANDED WITHOUT INCIDENT, CARGO HOLD WAS INSPECTION AND NO SIGN OF SMOKE WAS EVIDENT. MAINTENANCE PERSONNEL IN FWA CLEANED CANNON PLUG PINS AND OBTAINED ONE TIME SPECIAL FLIGHT PERMIT FROM KFWA TO KDTW. 20000727035509I (-23)THE PILOT STATED, IN FLIGHT THE AIRCRAFT LOST HYDRAULICS. THE PILOT LANDED AT PHILIPSBURG, MONTANA - THE NEAREST AVAILABLE AIRPORT. FLUID AND LEAKED OUT AT THE FITTING OF A RIGID LINE WHICH WAS THE ORIGINAL MILITARY HARDWARE. THE LINE WAS REPLACED. NO FURTHER PROBLEMS WERE EXPERIENCED. 20000727035829I (-23)ON THURSDAY, JULY 27, 2000, AT 2015 LOCAL, AN ATLANIC COAST AIRLINES D/B/A UNTIED EXPRESS, BAE JETSTREAM 3201, N484UE, FLIGHT 7586, REPORTED TO SYR TOWER THAT THEY HAD A COMPLETE HYDRAULIC FAILURE. THE LANDING GEAR AND FLAPS WERE EXTENDED MANUALLY AND THE AIRCRAFT LANDED ON RUNWAY 10 AT SYR WITHOUT INCIDENT. MAITNENANCE INSPECTED THE AIRCRAFT AND FOUND THE PRESSURE LINE GOING TO THE NUMBER 2 HYDRAULIC PUMP HAD CHAFED THROUGH. THE LINE WAS REPLACED AS WELL AS BOTH HYDRAULIC PUMPS. A GEAR SWING WAS ACCOMPLISHED AN THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000727037229A (-23) PILOT STATED THAT HE LANDED LONG AND FAST ON RWY 28 AND THAT WHEN HE DECIDED THAT THE A/C WAS GOING TOO FAST TO STOP ON RUNWAY. THERE WAS NOT SUFFICIENT RUNWAY LEFT TO STOP. PILOT TURNED HARD TO LEFT TO EXIT RUNWAY AND RIGHT GEAR COLLAPSED. DAMAGE TO RIGHT WING, RIGHT AILERON FLAP, RIGHT SPAR AND RIGHT ENGINE. 20000727037529I (-23) NWA FLIGHT 545 WAS CLEARED TO FL280 AND LEVELED OFF AT THAT ALTITUDE. THE CABIN PRESSUE CONTINUED TO INCREASE WITH THE OUTFLOW VALVE FULLY CLOSED AND THE CAPTIAN REQUESTED A DESCENT TO FL180. HE WAS CLEARED TO FL270, BUT THE CABIN PRESSURE CONTINUED TO INCREASE. THE CAPTAIN DECLARED AN EMERGENCY DUE TO THE PRESSURIZATION PROBLEM. ATC CLEARED HIM TO FL240 WHERE THE CABIN PRESSURE SLOWLY RETURNED TO NORMAL. 20000727039819A (-23)DURING SOLO CROSS COUNTRY FLIGHT STUDENT PILOT LANDED IN A DESERT AREA USED AS A PRACTICE LANDING SITE. AFTER TOUCHDOWN THE AIRCRAFT REMAINED ON THE GROUND FOR ABOUT A MINUTE AT IDLE. AFTER APPLYING POWER FOR TAKEOFF THE AIRCRAFT BEGAN TO SHAKE UNCONTROLLABLY AND THE PILOT SHUT DOWN THE AIRCRAFT. INSPECTION OF THE HELICOPTER REVEALED A DAMAGE TAIL ROTOR AND GEAR BOX, ONE TAIL ROTOR BLADE HAD SEPARATED AND WAS FOUND SEVERAL YARDS AWAY. THE DAMAGE PARTS WERE SENT TO THE MANUFACTURER FOR EVALUATION. (.4) ON JULY 27, 2000, AT 0900 HOURS MOUNTAIN STANDARD TIME, A ROBINSON R-22 BETA, N888KB, EXPERIENCED A TAIL ROTOR FAILURE WHILE STANDING WITH THE ENGINE AND ROTORS IDLING IN A FIELD NEAR PHOENIX, ARIZONA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRCRAFT WAS BEING OPERATED AS AN INSTRUCTIONAL FLIGHT BY UNIVERSAL HELICOPTERS, INC., UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED IN WICKENBURG, ARIZONA, EARLIER THAT MORNING. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE INTENDED TO LAND IN A FIELD USED BY THE O PERATOR AS A PRACTICE AREA IN ORDER TO MAKE SOME ENTRIES IN HIS NAVIGATIONAL LOG. HE INITIATED HIS APPROACH TO THE CENTER OF A FIELD, TERMINATING AT A 5-FOOT HOVER. HE THEN HOVERED FORWARD ABOUT 150 FEET LOOKING FOR A SMOOTH, LEVEL SURFACE ON WHICH TO TOUCH DOWN. AFTER SELECTING HIS TOUCHDOWN POINT, HE PERFORMED A 360-DEGREE PEDAL TURN TO DETERMINE WIND DIRECTION AND MAKE CERTAIN HE WOULD BE LANDING INTO THE WIND. HE PERFORMED A SMOOTH TOUCHDOWN, REDUCED THE THROTTLE TO IDLE, TURNED THE GOVERNOR OFF, AND SET THE CONTROL FRICTIONS. HE WAS AT IDLE FOR ABOUT A MINUTE, ENTERING HIS FLIGHT TIME ON HIS CROSS-COUNTRY LOG AND DETERMINING THE HEADING FOR THE FINAL LEG BACK TO SCOTTSDALE AIRPORT. IN PREPARATION FOR DEPARTURE, THE PILOT RELEASED THE CONTROL FRICTIONS AND BEGAN TO INCREASE THE THROTTLE. AS THE POWER APPROACHED 95 PERCENT, BUT BEFORE ENGAGING THE GOVERNOR, THE AIRCRAFT BEGAN TO SHAKE UNCONTROLLABLY AND THE ANTITORQUE PEDALS BEGAN TO MOVE UNDER HIS FEET. HE IMMEDIATELY REDUCED THE THROTTLE TO IDLE, TOOK OUT THE CHECKLIST, AND SHUTDOWN THE AIRCRAFT PER THE INSTRUCTIONS. AFTER SHUTDOWN, THE PILOT EXITED THE AIRCRAFT AND INSPECTED IT FOR DAMAGE. HE NOTED VISIBLE DAMAGE TO THE TAIL ROTOR AND VERTICAL STABILIZER. HE THEN NOTIFIED THE OPERATOR BY CELL PHONE AND STAYED WITH THE AIRCRAFT UNTIL HELP ARRIVED. 20000727043939A (-23) ON JULY 27, 2000, AT APPROXIMATELY 1505 CDT, CESSNA, CE-172-B, N7501X OWNED AND OPERATED BY MR. JAMES DAVID SANDLIN, DEPARTED RUNWAY 22 TO THE RIGHT AT OLNEY MUNICIPAL AIRPORT, OLNEY, TEXAS. DURING THE LANDING/FLARE PHASE OF FLIGHT, STRUCK A BALE OF HAY AND CAME TO REST INVERTED. VFR FLIGHT CONDITIONS WITH GUSTY WINDS AND TURBULENCE PREVAILED. NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PILOT AND PASSENGER WERE INJURED. THE PILOT HOLDS A PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT FORT WORTH MEACHAM INTERNATIONAL AIRPORT, FORT WORTH, TEXAS, ON JULY 27, 2000, AT APPROXIMATELY 1400 CENTRAL DAYLIGHT TIME. 20000728005929A (-23) UPON LIFTOFF FROM AN UNPUBLISHED HOSPITAL HELIPAD THE ROTORCRAFT YWAED RIGHT SLIGHTLY WITH A NOSE UP ATTITUDE, THUS POSITIONING THE TAILROTOR OVER THE HELI-PAD LIGHTING SYSTEM. THE TAILBOOM STRUCK THE LIGHT AND A LIGHTING ROD, THROWING PIECES EVERYWHERE, HITTING THE TAIL BOOM AND HORIZONTAL STABILIZER. ONE BLADE OF THE TAILROTOR DELAMINATED THROWING ITS BALANCE WEIGHT. 20000728007639A (-23) AT APPROXIMATELY 715 AM ON JULY 28, 2000, CESSNA N3386D DEPARTED FRENCH VALLEY AIRPORT (F70) FOR ITS HOME BASE, NORTH LAS VEGAS (VGT). THE AIRCRAFT CRASHED DURING AN ATTEMPTED LANDING AT VGT, APPROXIMATELY 910 AM. THE PILOT MADE A STATEMENT TO THIS EFFECT TO A NORTH LAS VEGAS POLICE OFFICER: I WAS HANDED-OFF LATE BY APPROACH AT 4000 FEET MSL, 2.8 MILES FROM THE END OF THE RUNWAY. I PUT FLAPS IN AT THE LAST MINUTE, BUT THEY HAD NO EFFECT, AND I HIT HARD DUE TO DENSITY ALTITUDE. THE AICRAFT MADE A HARD LANDING APPROXIMATELY 1600 FEET FROM THE APPROACH END OF RUNWAY 7. IT LEFT THE RUNWAY ON AN APPROXIMATE 150 DEGREE HEADING AFTER MAKING A SHARP RIGHT TURN 200 FEET EAST OF THE POINT OF INTITIAL CONTACT; THE LEFT MAIN TIRE LEFT AN ARCING BLACK MARK ON THE RUNWAY SURFACE IN THE TURN. ALL THREE WHEELS WERE IN CONTACT WITH THE GROUND AFTER THE AIRCRAFT LEFT THE RUNWAY, WEAVING WILDLY BACK AND FORTH. THE TRACKS MADE IN THE DIRT BY THE LEFT MAIN TIRE SNAKED, INDICATING THE WHEEL WAS WOBBLING. THE AIRCRAFT CONTINUED TO TRAVEL OFF-RUNWAY BEFORE TURNIGN TO A HEADING OF 90 AS IT APPROACHED AN INTEREVENING TAXIWAY, CHARLIE 1. IT APPREARS THAT AT THIS POINT THE PILOT APPLIED POWER I N AN ATTEMPT TO GET THE AIRCRAFT BACK IN THE AIR, AND IT LEFT THE GROUND AS IT CROSSED CHARLIE 1, AIRCRAFT THEN APPARENTLY STALLED, 150 FEET EAST OF THE POINT AT WHICH IT BECAME AIRBORNE. THE AIRCRAFT THEN SLID IN THE DIRT, ROTATING RIGHT AND COMING TO REST ON A HEADING OF 165 DEGREES, 106 FEET FROM THE POINT OF IMPACT. THE PROPELLER MADE A CONTINUOUS TROUGH IN THE DIRT SOUTH OF ALL OTHER MARKS. DAMAGE: THE RIGHT WING WAS DEFLECTED 30 DEGREES UP AT THE WING ROOT. THE RIGHT LIFT STRUT HAD SEPARATED FROM THE FUSELAGE ATTACH POINT ALONG WITH THE RIGHT MAIN LANDING GEAR MOUNTING STRUCTURE. THE RIGHT WING TIP AND POSITION LIGHT WERE BROKEN. THE RIGHT HORIZONTAL STABILIZER WAS DEFLECTED UP AT MIDSPAN, ON A CHORDWISE LINE, AT AN ANGLE OF 20 DEGREES. ALL THREE PROPELLER BLADES WERE CURLED AFT APPROXIMATELY 10 INCHES FROM THE TIPS. THE RIGHT FRONT SEAT HAD ROTATED ONTO ITS BACK, RETAINED ONLY BY THE REAR SEAT RAIL C LAMPS. SETTINGS: THE FLAPS WERE SET AT 15 DEGREES, ADN THE COWL FLAPS WERE CLOSED. THE MIXTURE CONTROL WAS SET AT IDLE-CUTOFF, THE PROPELLER CONTROL AT FULL INCREASE, AND THE THROTTLE WAS CLOSED. 20000728008539A (-23) PAN AM FLIGHT 164 DEPARTED SANFORD (SFR), FL, AT 2053Z DESTINED FOR PITTSBURG (PIT), PA. WHILE MANEUVERING BETWEEN CELLS 60 MILES SOUTH FO THE CAE VORTAC, PAN AM FLIGHT 164 EXPERIENCED SEVERE TURBULENCE. THE PIC DIVERTED INTO CHARLESTON INTERNATIONAL AIRPORT (CHS), SC. SIXTEEN PERSONS WERE HOSPITALIZED; ALL BUT TWO WERE TREATED AND RELEASED. TWO INDIVIDUALS REMIANED HOSPITALIZED. ONE FEMALE FLIGHT ATTENDANT SUFFERED A BROKEN COLLAR BONE AND A BROKEN NECK. ONE FEMALE PASSENGER SUFFERED A BROKEN BACK. THE AIRCRAFT WAS INSPECTED AND FERRIED TO PORTSMOUTH, NH, WHERE INTERIOR MAINTENANCE WAS ACCOMPLISHED. NO STRUCTURAL DAMAGE WAS NOTED. (-19) ON JULY 28, 2000, AT 1737 EASTERN DAYLIGHT TIME, A BOEING B727-200, N364PA, OPERATING AS PAN AM FLIGHT 164, ENCOUNTERED SEVERE TURBULENCE AT FLIGHT LEVEL 330, 60 MILES SOUTH OF COLUMBIA, SOUTH CAROLINA. THE FLIGHT DIVERTED INTO CHARLESTON, SOUTH CAROLINA AND LANDED WITHOUT FURTHER INCIDENT, THE SCHEDULED DOMESTIC PASSENGER FLIGHT WAS OPERATED BY PAN AM AIRWAYS CORPORATION UNDER THE PROVISIONS OF TITLE 14 CFR PART 121 WITH AN INSTRUMENT FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCID ENT. THE AIRPLANE WAS NOT DAMAGED. ONE PASSENGER AND A FLIGHT ATTENDANT RECEIVED SERIOUS INJURIES, 11 PASSENGERS AND THREE FLIGHT ATTENDANTS RECEIVED MINOR INJURIES, AND THE AIR TRANSPORT PILOT WITH FOUR CREW MEMBERS AND 52 PASSENGERS WERE NOT INJURED. THE AIR CARRIER FLIGHT DEPARTED SANFORD, FLORIDA, AT AN UNDETERMINED TIME. APPROXIMATELY ONE HOUR AND 30 MINUTES INTO THE FLIGHT, THE PILOT TURNED ON THE FASTEN SEAT-BELT SIGN. AT THE SAME TIME THE CABIN CREW PROCEEDED TO SECURE THE PASSENGER CABIN. ACCORDING TO THE FLIGHT CREW, ABOUT 60 MILES SOUTH OF COLUMBIA, SOUTH CAROLINA, FOR LANDING. REPORTEDLY, 16 PERSONS FROM THE FLIGHT, INCLUDING FOUR FLIGHT ATTENDANTS, WERE TRANSPORTED TO LOCAL HOSPITALS FOR TREATMENT. SEVERAL PASSENGERS WERE TREATED AND RELEASED. HOWEVER, A FLIGHT ATTENDANT AND A PASSENGER REMAINED HOSPITALIZED WITH SERIOUS NECK AND BACK INJURIES. 20000728009159A (-23) ON JULY 28, 2000, AT APPROX. 1900 MDT, A CESSNA 188, N8188V LANDED ON RUNWAY 24 AT THE GALLUP MUNI AIRPORT IN GALLUP, NM. WHILE ON A FERRY FLIGHT FROM COLORADO TO YUMA, AZ. THE WINDS WERE APPROX. 360 DEGREES AT 10 KNOTS. DURING THE LANDING ROLL OUT THE A/C VEERED RIGHT FROM WHAT THE PILOT DESCRIVED AS A FEELING OF A TIRE FOING FLAT. THE PILOT INTIATED CORRECTIVE ACTION BACK TO THE LEFT AT WHICH TIME THE A/C RIGHT GEAR SEPARATED FROM THE A/C. THE A/C CONTINUED TO SLIDE TO THE LEFT ACROSS AND OFF OF THE RUNWAY. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT WAS NOT INJURED. A POST INSPECTION OF THE REVEALED THE HUB HAD COMPLETELY SEPARATED FROM THE AXEL. (.4)THE PILOT HAD JUST PURCHASED THE AIRPLANE, AND WAS FERRYING IT TO ITS NEW HOME BASE. SINCE AN ANNUAL INSPECTION WAS NOT CURRENT, A FERRY PERMIT WAS ISSUED BY THE FAA FOR THIS FLIGHT. THE PILOT WAS LANDING TO REFUEL. THE PILOT DETERMINED THE WIND WAS FROM THE NORTH AS HE MADE 'A NORMAL WHEEL LANDING WITH SOME BRAKING' ON RUNWAY 24. THE PILOT STATED THAT DURING THE LANDING ROLL, 'THE RIGHT WING LOWERED AND THE AIRPLANE TURNED HARD LEFT. THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE RIGHT WING STRUCK THE GROUND.' THE A IRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY AT APPROXIMATELY 2,260 FEET FROM THE APPROACH END, COMING TO A REST IN THE GRASS ON THE SOUTH SIDE. THE RIGHT MAIN LANDING GEAR AND RIGHT WING WERE DAMAGED EXTENSIVELY. RECORDED WINDS WERE 350 DEGREES AT 10 KNOTS GUSTING TO 15 KNOTS. CALCULATIONS PROVIDED EVIDENCE THAT BY LANDING ON RUNWAY 24, THE PILOT WAS ATTEMPTING TO LAND WITH A 20 DEGREE RIGHT QUARTERING TAILWIND. THESE CIRCUMSTANCES PROVIDED A TAILWIND COMPONENT OF 5 KNOTS AND A CROSSWIND COMPONENT OF 15 KNOTS. THE 1968 CESSNA A188 PILOT OPERATING HANDBOOK DOES NOT CONTAIN A DEMONSTRATED CROSSWIND COMPONENT LISTED. HOWEVER, THERE IS CROSSWIND LIMITATIONS. THE 1983 CESSNA A188, WHICH HAS A HIGHER GROSS WEIGHT THAN THE FORMER, HAS A DEMONSTRATED CROSSWIND COMPONENT OF 17 MILES PER HOUR (15 KNOTS). 20000728011959A (-23) FLIGHT FROM HILSBORO TO TILAMOOK, OR. PILOT NOTICED LIGHT CROSSWIND ON FINAL, SELECTED THREE POINT LANDING TECHNIQUE. FLARED HIGH, HARD TOUCHDOWN, NOSE TRACKED TO THE LEFT, DEPARTED HARD SURFACE. PILOT COULD NOT CORRECT WITH RUDDER. ADDED POWER, RIGHT WING CONTACTED GROUND. A/C NOSE IMPACTED GROUND. DAMAGE TO LEADING EDGE OF BOTH WINGS, RIGHT AILERON, ENGINE FIREWALL, SEA BRACE AND PROPELLER. 20000728025669I (-23) PILOT STATED THAT HE "PLACED LANDING GEAR DOWN PRIOR TO BASE ENTRY, CHECKED GEAR INDICATOR, CHECKED LIGHTS, AND GEAR PINS"(TOP OF WING). AFTER MAKING A TWO POINT LANDING AND ROLLING TWO THIRDS DOWN THE RUNWAY, THE RIGHT GEAR FOLDED FOLLOWED BY THE LEFT. NOTE: MAINTENANCE COULD NOT IDENTIFY A CAUSE FOLLOWING INSPECTION AND FUNCTIONAL TESTS OF THE LANDING GEAR SYSTEM. IT IS SUSPECTED THAT SINCE THE GEAR HANDLE IS CLOSE TO THE FLAP HANDLE THAT THE PILOT MAY HAVE INADVERTENTLY RETRACTED THE LANDING GEAR INSTEAD OF THE FLAPS. 20000728025759I (-23) PILOT RETURNING FROM AURO, OREGON TO MULINO AIRPORT, A VFR FLIGHT OF APPROX. 15 MINUTES, LANDED LONG ON RWY 32 AT MULINO. THE A/C DEPARTED HARD SURFACE. A DRAINAGE DITCH RUNS PERPENDICULAR TO THE RUNWAY, APPROX. 50 FEET FROM THE END. THE A/C BOUNCED INTO AND OUT OF THE DITCH, CAUSING DAMAGE TO THE NOSE LANDING GEAR. THE PROPELLER CONTACTED THE GROUND AND ONE TIP BENT SLIGHTLY. THE A/C IS OWNED BY^PRIVACY DATA OMITTED^ WHO OPERATE THE FBO AT MULINO, "JADE AIR, INC." THE INCIDENT WAS ALSO INVESTIGATED BY THE CLACKAMAS COUNTY SHERIFF'S OFFICE. 20000728025769I (-23) THE A/C WAS BEING OPERATED UNDER PUBLIC USE BY THE U.S. FOREST SERVICE CONDUCTING A FIRE FIGHTING MISSION. HELICOPTER WAS GOING IN FOR A WATER DROP WHEN THE PILOT REPORTED A POP IN THE RIGHT ENGINE. THE FUEL PRESSURE DROPPED AND THE PILOT SHUT DOWN THE ENGINE. THE PILOT MADE A DESCENT BACK TO THE HELIPORT AND DROPPED THE LONG LINE AND BUCKET. HE THEN MADE AN UNEVENTFUL LANDING. THE ENGINE WAS REMOVED AND WAS SENT TO CONSOLIDATED HELIFLIGHT (STROUD,OK) FOR REPAIR AND DETERMINATION OF THE CAUSE OF THE FAILURE. OPERATOR STATED A M OR D WILL BE COMPLETED. 20000728027799I (-23)LOW TIME PILOT, PORPOISED AND HAD GROUND STRIKE WITH THE PROPELLER. 20000728035279I (-23)SHORTLY AFTER TAKEOFF FROM PALM SPRINGS, CA DURING CLIMB PHASE OF FLIGHT PILOT NOTICED WHITE/GRAYISH SMOKE EMITING FROM THE RIGHT HAND ENGINE PROMPTING HIM TO RETURN TO THE PALM SPRINGS AIRPORT. INVESTIGATION ON THE GROUND REVEALED RESIDUAL ENGINE OIL FROM SERVICING ON AND AROUND THE EXHAUST AREA. ENGINE WAS WIPED DOWN AND FLIGHT WAS RESUMED WITHOUT FURTHER INCIDENT. 20000728035729I (-23)LANDING GEAR WOULD NOT EXTEND NORMALLY, ON EMERGENCY EXTENSION, NOSE GEAR DID NOT LOCK DOWN AND COLLAPSED ON LANDING ROLL OUT. PROP STRIKE ON RUNWAY. A/C BLOCKED RUNWAY AND WAS EVENTUALLY TOWED TO SPOKANE AIRWAYS. 20000728036749A (-23) PILOT WAS NOT IFR RATED AND FLEW INTO IMC CONDITIONS. WITNESSES STATE THAT AIRCRAFT WAS FLYING LOW IN AND OUT OF THE FOG AND THEN THEY HEARD THE ENIGNE REV UP AND THEN A BOOM. AIRCRAFT BROKE UP AT A LOW ALTITUDE BEFORE IMPACTING THE GROUND. 20000728036789A (-23) ON JULY 28, 2000 AT OR ABOUT 1940 EST, A CESSNA 152, N93289, PILOTED BY JEREMY SIEBERT CASMEL/INSTR CERTIFICATE #469116511, AND OPERATED BY INDIANAPOLIS AVIATION, INDIANAPOLIS METRO AIRPORT, IMPACTED RUNWAY 15 IN A NOSE DOWN ATTITUDE DURING AN APPROACH FOR LANDING AT INDIANAPOLIS METRO AIRPORT. 20000728037199A (-23) DURING APPROACH SWITCHED RUNWAYS DUE TO OTHER A/C ON RUNWAY, WHEN STARTING TO FLARE, ARE REQUESTED THAT HE EXTEND THE FLARE, THEN GOT CAUGHT BY A GUST OF WIND AT TOUCHDOWN. 20000728040429A (-23) PILOT TOOK OFF AT 0540 AM, DURING DARKNESS AND IN FOGGY CONDITIONS. FLEW .8 MILES AND WAS ATTEMPTING TO CROSS POWER LINES. CROSSED ONE SET OF WIRES AND FLEW INTO A SECOND SET. 20000728043319A (-23) AIRCRAFT LANDED ON R/W 6 AND DEPARTED RUNWAY AT 24 OVER RUNNING THE OVERRUN AND STRIKING A BERM. AIRCRAFT DAMAGE WAS SUBSTANTIAL. MINOR INJURIES TO PILOT AND PASSENGER. 20000729004419A (-23) TOW ROPE BROKE ON CLIMB. TOW A/C TURNED TO THE LEFT AND GLIDER PROCEDED STRAIGHT. PICHED UP AND SPUN INTO TREES. IMPACTED NOSE FIRST. PILOT DID NOT SURVIVE THE CRASH. (.4)ON JULY 29, 2000, AT 1500 CENTRAL DAYLIGHT TIME, A LET L-23 SUPER BLANKIT NON-POWERED GLIDER, N105LW, WAS DESTROYED WHEN IT IMPACTED TREES FOLLOWING A SEPARATION OF THE TOWROPE AND LOSS OF CONTROL DURING THE INITIAL TAKEOFF CLIMB FROM THE HOUSTON GLIDERPORT, WALLER, TEXAS. THE GLIDER WAS REGISTERED TO AND OPERATED BY THE SOARING CLUB OF HOUSTON, HOUSTON, TEXAS. THE PRIVATE PILOT, WHO HELD A GLIDER RATING, SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT OF THE TOWPLANE, THE TAKEOFF FROM RUNWAY 17 WAS NORMAL AND WHILE CLIMBING THROUGH 600 FEET AGL HE INITIATED A LEFT TURN TO THE EAST. HE REPORTED THAT AS THE AIRPLANE WAS TURNING HE "FELT THE GLIDER RELEASE FROM THE TOW," AND HE THEN BANKED HARD LEFT TO GIVE WAY TO THE GLIDER. SUBSEQUENTLY, THE PILOT RECEIVED A RADIO TRANSMISSION THAT THE GLIDER HAD CRASHED, AND HE RETURNED TO THE AIRPORT. UPON LANDING IT WAS EVIDENT THAT THE TOW ROPE HAD SEPARATED, AND THE GLIDER PILOT HAD NOT RELEASED IN THE NORMAL MANNER. ACCORDING TO WITNESSES, THE INITIAL CLIMB-OUT "APPEARED QUITE NORMAL" AND "AS USUAL, AT THE END OF THE AIRPORT THE TOW PLANE COMMENCED A LEFT TURN." HOWEVER, THE GLIDER CONTINUED STRAIGHT AHEAD AND IT ENTERED A CLIMB. THE GLIDER WAS 250-300 FEET AGL WHEN IT BEGAN A "VERY UNCOORDINATED TURN TO THE RIGHT," AND AS IT TURNED THROUGH 90 DEGREES, THE "NOSE OF THE GLIDER DROPPED AND IT ENTERED A SPIN." SUBSEQUENTLY, THE GLIDER COMPLETED 1-2 TURNS BEFORE IMPACTING TREES AND THE GROUND. ONE WITNESS, WHO WAS PART OF THE AIRPORT CREW AND A WING RUNNER FOR THE GLIDERS, STATED THAT "IT WAS PICTURE-PERFECT FOR SOARING," AND "ALL OTHER FLIGHTS THAT DAY WERE WITHOUT INCIDENT AND NONE OF THE PILOTS OF THE BLANKIT THAT DAY HAD MENTIONED ANY PROBLEMS." THE SEPARATED SECTIONS OF THE ROPE WERE REMOVED FROM THE GLIDER ATTACH POINT AND FROM THE TOW PLANE BY AN FAA INSPECTOR. THE ROPE WAS SENT TO THE NTSB INVESTIGATOR-IN-CHARGE FOR EXAMINATION. THE ROPE WAS SEPARATED APPROXIMATELY 25 FEET FORWARD OF THE ATTACH POINT ON THE GLIDER, AND THE ROPE'S FIBERS, AT THE SEPARATION POINT, APPEARED FRAYED AND UNEVEN. THE REMAINDER OF THE ROPE APPEARED CLEAN AND WAS FREE OF ABRASIONS, KNOTS, AND NICKS. ACCORDING TO SOARING CLUB PERSONNEL, THE ROPE WAS 5/16-INCH POLYPROPYLENE, WITH A BREAKING STRENGTH OF 1,300 POUNDS. ACCORDING TO FAA RECORDS AND THE PILOT'S FLIGHT LOGBOOK, THE PILOT WAS ISSUED A PRIVATE PILOT CERTIFICATE (SINGLE-ENGINE LAND) ON SEPTEMBER 19, 1970, AND A GLIDER RATING ON APRIL 30, 2000. HE HAD ACCUMULATED A TOTAL OF 118.4 FLIGHT HOURS, OF WHICH 26.2 FLIGHT HOURS WERE IN GLIDERS. HIS LAST FAA THIRD CLASS MEDICAL CERTIFICATE WAS ISSUED ON JUNE 14, 1992, AND THERE WAS NO RECORD OF THE PILOT HAVING BEEN ISSUED AN FAA MEDICAL CERTIFICATE SINCE THAT TIME. ADDITIONALLY, THE FAA DOES NOT REQUIRE A PILOT TO HOLD A MEDICAL CERTIFICATE TO PILOT A GLIDER. AN AUTOPSY WAS PERFORMED BY THE OFFICE OF THE MEDICAL EXAMINER OF HARRIS COUNTY, HOUSTON, TEXAS. TOXICOLOGICAL TESTS WERE PERFORMED BY THE FAA'S CIVIL AEROMEDICAL INSTITUTE, OKLAHOMA CITY, OKLAHOMA. THE TESTS WERE NEGATIVE FOR CARBON MONOXIDE, CYANIDE AND ETHANOL. THE TESTS REVEALED THE FOLLOWING; BUPROPION PRESENT IN BLOOD AND URINE, BUPROPION METABOLITE DETECTED IN BLOOD AND URINE, 0.034 (UG/ML, UG/G) DIPHENHYDRAMINE DETECTED IN BLOOD, AND DIPHENHYDRAMINE DETECTED IN URINE. BUPROPION IS A PRESCRIPTION MEDIATION (COMMONLY KNOWN BY THE TRADE NAME WELLBUTRIN) USED IN THE TREATMENT OF DEPRESSION, ATTENTION DEFICIT HYPERACTIVITY DISORDER, AND SMOKING CESSATION. DIPHENHYDRAMINE IS AN OVER-THE-COUNTER ANTIHISTAMINE (COMMONLY KNOWN BY THE T 20000729007149A (-23) THE PILOT ATTEMPTED AN OFF AIRPORT, SHORT FIELD LANDING. THE A/C WAS NOT DECELERATING AT AN ACCEPTABLE RATE SO THE PILOT INITIATED A GO-AROUND. THE RIGHT LANDING GEAR STRUCK A FENCE POST ON THE BOUNDRY OF THE FIUELD CAUSING IT TO SEPARATE FROM THE A/C. THE SUBSEQUESNT LANDING CAUSED SUBSTANTIAL DAMAGE TO A/C. 20000729008009A (-23) STUDENT PILOT LOST CONTROL ON LANDING DUE TO GUSTY WINDS. INSTRUCTOR FAILED TO TAKE CONTROL, AND AIRCRAFT VEERED OFF OF THE RUNWAY AND INTO A DITCH. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE.^PRIVACY DATA OMITTED^ 20000729008159A (-23) AIRCRAFT WAS RETURNING HOME FROM VISIT TO OSHKOSH (OSH), WI. MADE A PRECAUTIONARY LANDING AT CALICO ROCK (37T) TO ALLOW WEATHER FRONT TO MOVE OUT OF AREA. APPROACH AND LANDING AT 37T WERE NORMAL (RAIN WAS MOVING OUT OF AREA). LANDING AT APPROXIMATELY ONE FORTH (1/4) OF THE BEGINNING DISTANCE OF THE RUNWAY (3000FT RUNWAY). APPROXIATELY HALFWAY DOWN THE RUNWAY THE AIRCRAFT BEGAN TO SLIDE (HYDROPLANE) TOWARD THE GRASS ON WEST SIDE OF ACTIVE RUNWAY, AIRCRAFT WOULD NOT RESPOND TO RUDDER OR BRAKES. AIRCRAFT SLIDE ACROSS THE GRASS AND TAXIWAY INTO A DRAINAGE DITCH. AIRCRAFT CAME TO FINAL RESTING POSITION AT A HEADING OF 150 DEGREES. THERE WAS ONE PERSON (PIC) ABOARD, WITH NO INJURIES. 20000729011989A (-23) ON JULY 29, 2000, APPROXIMATELY 1000 MDT, A MOONEY M20E, N5775Q, WAS SUBSTANTIALLY DAMAGED FOLLOWING A GEAR UP LANDING. THE PILOT AND SOLE OCCUPANT ABOARD THE AIRCRAFT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. 20000729012229A (-23) DURING LANDING ON RUNWAY 10 AT PRINCETON AIRPORT (39N), A STUDENT PILOT LOST CONTROL OF A/C JUST BEFORE TOUCHDOWN. A/C WENT OFF THE LEFT SIDE OF RUNWAY AND DAMAGED BOTH WINGS, ENGINE MOUNT, PROP, NOSE GEAR, AND FORWARD FUSELAGE AREA. THE PILOT HAD A BROKEN RIGHT KNEE AND LACERATIONS ON FOREHEAD. (.4) THE STUDENT PILOT DEPARTED ON A SOLO INSTRUCTIONAL FLIGHT AND WAS ON HIS THIRD APPROACH TO THE RUNWAY. THE AIRPLANE APPROACHED THE RUNWAY IN A NOSE-HIGH ATTITUDE, AND STRUCK THE TAILSKID ON THE GROUND. THE STUDENT PILOT APPLIED ENGINE POWER TO ABORT THE LANDING AND THE AIRPLANE VEERED LEFT AND STRUCK THE LEFT WING ON THE GROUND. WITNESSES SAID THE AIRPLANE 'CARTWHEELED' AND CAME TO REST FACING OPPOSITE THE DIRECTION OF TRAVEL. THE STUDENT PILOT LOGGED 42 HOURS OF TOTAL FLIGHT EXPERIENCE. HE SAID THERE WERE NO MECHANICAL DEFICIENCIES WITH THE AIRPLANE. ACCORDING TO FAA ADVISORY CIRCULAR AC-61-23C, PILOT'S HANDBOOK OF AERONAUTICAL KNOWLEDGE: 'THE EFFECT OF TORQUE INCREASES IN DIRECT PROPORTION TO ENGINE POWER, AIRSPEED, AND AIRPLANE ATTITUDE. IF THE POWER SETTING IS HIGH, THE AIRSPEED SLOW, AND THE ANGLE OF ATT ACK HIGH, THE EFFECT OF TORQUE IS GREATER. DURING TAKEOFFS AND CLIMBS, WHEN THE EFFECT OF TORQUE IS MOST PRONOUNCED, THE PILOT MUST APPLY SUFFICIENT RIGHT RUDDER PRESSURE TO COUNTERACT THE LEFT-TURNING TENDENCY AND MAINTAIN A STRAIGHT TAKEOFF PATH.' 20000729012339A (-23) PILOT STALLED AIRCRAFT ON BASE TURN FOR LANDING. AIRCRAFT WAS 21.5 LBS OVER WEIGHT. THE REARWARD C.G. WAS 3.13" OUT OF LIMITS. (.4) THE AIRPLANE WAS IN A LEFT TRAFFIC PATTERN FOR LANDING. DURING THE TURN FROM BASE LEG TO FINAL, IT STALLED, AND BEGAN A SPIN TO THE LEFT. PRIOR TO GROUND IMPACT, THE AIRPLANE'S ROTATION WAS STOPPED; HOWEVER, THE NOSE CAME UP, AND THE AIRPLANE REMAINED STALLED AS IT HIT THE GROUND. THERE WAS NO EVIDENCE OF A PREEXISTING MECHANICAL MALFUNCTION. THE PILOT HAD ABOUT 2,030 HOURS OF TOTAL FLIGHT TIME, AND 111 HOURS IN THE ACCIDENT AIRPLANE. AT THE TIME OF THE ACCIDENT, THE AIRPLANE'S CENTER OF GRAVITY WAS AFT OF THE REARWARD LIMIT BY 3.13 INCHES, AND IT'S WEIGHT WAS 21.5 POUNDS OVER MAXIMUM GROSS WEIGHT. 20000729018189A (-23) AIRCRAFT DEPARTED MANISTIQUE, MI. (ISQ) ON 7/29/2000 AT 1940Z ENROUTE TO GAYLORD MI. (GLR) ON VFR FLIGHT PLAN. AIRCRAFT DID NOT ARRIVE AT DESTINATION. AIRCRAFT STILL MISSING. NO FURTHER ACTION UNTIL AIRCRAFT IS LOCATED.(.19)ON JULY 29, 2000, A PETERS RAF 2000 GTX, N11ZK, PILOTED BY AN AIRLINE TRANSPORT PILOT, WAS PRESUMED MISSING AFTER NOT COMPLETING A VISUAL FLIGHT RULES (VFR) FLIGHT PLANNED FLIGHT WITH AN ASSUMED DEPARTURE OF 1540 EASTERN DAYLIGHT TIME. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91. THE AIRCRAFT HAS BEEN PRESUMED DESTROYED AND THE PILOT PRESUMED TO HAVE BEEN FATALLY INJURED. THE FIGHT DEPARTED FROM SCHOOLCRAFT COUNTY AIRPORT (ISQ), NEAR MANISTIQUE, MICHIGAN, AT APPROXIMATELY 1545 AND WAS DESTINED FOR OTSEGO COUNTY AIRPORT, NEAR GAYLORD, MICHIGAN. 20000729018419I (-23) THE PILOT IN COMMAND WAS UNABLE TO MAINTAIN DIRECTIONAL CONTROL OF THE AIRCRAFT DURING THE TAKEOFF PORTION OF A TOUCH-N-GO. THE AIRCRAFT DEPARTED THE LEFT SIDE OF THE RUNWAY AT A SHALLOW ANGLE. THE AIRCRAFT STRUCK SEVERAL RUNWAY LIGHTS AND TWO TAXIWAY SIGNS. THE LEFT MAIN LANDING GEAR COLLAPSED FOLLOWED BY THE NOSE GEAR. 20000729020789I (-23)WHILE ENROUTE FROM PROVIDENCIALES TO ST. CROIX USVI, A/C EXPERIENCED PROBLEMS WITH THE NOSE LANDING GEAR. NOSE GEAR COLLAPSED DURING LANDING. AIRCRAFT HAD MINOR DAMAGE. A/C WAS TAKEN TO FBO BOHLKE INTERNATIONAL AND WAS REPAIRED BY FBO MAINTENANCE. AIRCRAFT CONTINUED ON ITS WAY TO BRAZIL. 20000729025679I (-23) THE A/C STRUCK AN AIRLINE MAINTENANCE TRUCK WITH THE LEFT WING TIP WHILE TAXIING INTO A DESIGNATED PARKING AREA. THE PARKING SPACE IS ADJACENT TO AN AIRLINE MAINTENANCE EQUIPMENT PARKING AREA. THE LEFT WING TIP LIGHT WAS BROKEN AND THE FIBERGLASS WING TIP RECEIVED MINOR DAMAGE. 20000729025859I (-23) OIL LEAK RIGHT ENGINE. ENGINE EXPERIENCED PISTON FAILURE (ROD SEPARATED FROM PISTON HEAD). RECOMMEND THAT OWNER SUBMIT AN M OR D REPORT. 20000729026869I (-23)PILOT WAS DECENDING ONTO NASA-KENNEDY SPACE CENTER FOR SIGHTSEEING. UPON DECENT, THE AIRCRAFT'S THROTTLE CABLE BROKE. PILOT CONTACTED NASA TOWER AND ADVISED THAT HE WAS RETURNING TO DAYTONA BEACH AIRPORT (DAB) IN RESPONSE TO THE MECHANICAL SITUATION. DAYTON TOWER CONTACTED PHIL AIR FLIGHT CENTER, THE OWNER OF N9914L, TO ADVISE OF SITUATION, PILOT LANDED AIRCRAFT AT DAB, IGNITION OFF, WITHOUT ANY AIRCRAFT DAMAGE. UPON EXAMINATION OF THE CABLE BY PHILL AIR MAINTENANCE DEPARTMENT, IT WAS DETEMINED THAT DUE TO CORROSION AND AGE OF THE CABLE, IT SNAPPED AT THE CARBURETOR END, APPROXIMATELY WHERE THE CABLE IS SECURED TO THE ENGINE MOUNT. AIRCRAFT TOTAL TIME:8349.0 20000729028109I (-23)PILOT ATTEMPTED TO LAND FLOAT PLANE ON WATER WITH THE LANDING GEAR IN THE DOWN POSITION. AIRCRAFT FLIPPED OVER ON ITS BACK AND SANK UP TO THE FLOATS. 20000729028949A (.4)THE PILOT STATED THAT THIS WAS A TEST FLIGHT FOR THE EXPERIMENTAL AIRPLANE. THE PILOT REPORTED THAT HE WAS LOW ON THE FINAL APPROACH TO LAND AND COLLIDED WITH GROUND SHORT OF THE GRASS LANDING STRIP. THE PILOT REPORTED NO MECHANICAL PROBLEMS WITH THE AIRPLANE. (-23)ON JULY 29, 2000, AT 1715 DST, A SONEX, AN EXPERIMENTAL AMATEUR BUILT AIRCRAFT, N202BA, CRASHED AT FLYING FEW AIRPORT (A PRIVATE AIRPORT), NEAR GREER SOUTH CAROLINA. THE SONEX AIRCRAFT,ON APPROACH FOR LANDING, HIT AN EMBANKMENT, SHORT OF THE THRESHOLD FOR THE GRASS RUNWAY. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. 20000729030029I (-23)AFTER BANNER TOW OF 2.5 HOURS, PILOT STATED HE HAD .5 HOURS OF FUEL LEFT. POOR WEATHER PREVENTED HIM FROM GOING DIRECTLY TO HIS DESTINATION GRIFFITH, IN AIRPORT FROM CHICAGO MEIGS FIELD AREA. HE WAS REFUSED CLEARANCE TO LAND AT CHICAGO MEIGS AND CHICAGO MIDWAY AIRPORTS, BECAUSE HE WAS TOWING A BANNER. HE ELECTED NOT TO DECLARE AN EMERGENCY AND RAN OUT OF FUEL NEAR PALOS COUNTRY CLUB, PALOS TOWNSHIP, IL, WHICH IS ABOUT THREE MILES FROM NEW LENOX,IL AIRPORT, HIS NEXT INTENDED LANDING DESTINATION. 20000729041549A (-23) AIRCRAFT MADE HARD LANDING LEFT WING STRUCK GROUND CAUSING LEFT WING TO SEPARATE FROM AIRCRAFT. AIRCRAFT CAUGHT ON FIRE COMPLETELY DESTROYING AIRCRAFT, PILOT SUSTAINED SERIOUS BURNS AND TRANSPORTED TO HOSPITAL, BOTH PASSENGER RECEIVED MINOR BURNS TREATED AT LOCAL HOSPITAL AND RELEASED. (.4) ON JULY 29, 2000, APPROXIMATELY 1947 PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL AMATEUR-BUILT EXPRESS 90 SINGLE ENGINE AIRPLANE, N540EX, IMPACTED TREES DURING LANDING AT THE LAKE CALIFORNIA PRIVATE AIRPORT NEAR COTTONWOOD, CALIFORNIA. THE AIRCRAFT WAS DESTROYED BY A POST ACCIDENT FIRE AND THE PRIVATE PILOT AND HIS TWO PASSENGERS RECEIVED SERIOUS INJURIES. THE AIRCRAFT WAS REGISTERED TO AND OPERATED BY THE PILOT AS A PERSONAL FLIGHT UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM CARLSBAD, CALIFORNIA, APPROXIMATELY 30 MINUTES PRIOR TO THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND A FLIGHT PLAN WAS NOT FILED. ACCORDING TO THE PASSENGER, WHO WAS SEATED IN THE LEFT REAR SEAT, THE PILOT MADE A "PERFECT LANDING" ON RUNWAY 15, AND THE AIRPLANE WAS ROLLING DOWN THE RUNWAY TOWARD THE TAXIWAY TURNOFF WHEN IT "SUDDENLY WENT AIRBORNE." THE PILOT ADDED PO WER IN AN ATTEMPT TO "STAY AIRBORNE." THE PASSENGER COULD NOT REMEMBER THE FOLLOWING ACCIDENT SEQUENCE AND ADDED THAT HE OPENED HIS EYES AND THE AIRPLANE WAS ON THE GROUND AMONG TREES AND A RING OF GRASS FIRE SURROUNDED THE AIRCRAFT. THE PASSENGER REPORTED THAT THE FRONT-SEAT PASSENGER OPENED THE DOOR AND HELPED THE PILOT AND THE REAR-SEAT PASSENGER OUT OF THE AIRCRAFT. AS THE REAR-SEAT PASSENGER ESCAPED, HE NOTICED AN AREA OF FLAMES NEAR THE PILOT SEAT. PHOTOGRAPHS TAKEN AT THE ACCIDENT SITE DISPLAYED TIRE TREAD MARKS DEVIATING FROM THE RUNWAY ENVIRONMENT LEADING TO THE WRECKAGE AREA. THE LEFT OUTBOARD WING WAS FOUND LYING ADJACENT TO A TREE, WHERE BURNED GRASS AND TREE BARK WERE NOTED. BLADE TIPS FROM THE PROPELLER WERE FOUND ALONG THE ACCIDENT ENERGY PATH IMBEDDED IN DIRT AND TREE LIMBS. THE ENGINE, IT'S COWLING, AND REMAINING PROPELLER BLADES CAME TO REST APPROXIMATELY 16 FEET FROM THE MAIN WRECKAGE AREA. THE MAIN WRECKAGE CAME TO REST APPROXIMATELY 275 FEET TO THE EAST OF THE RUNWAY ON A HEADING APPROXIMATELY OPPOSITE THAT OF THE LADING DIRECTION. THE ENTIRE COMPOSITE FUSELAGE WAS BURNED AND MELTED, AND ONLY A SECTION OF THE EMPENNAGE REMAINED INTACT. THE INSTRUMENT PANEL REMAINED INTACT; HOWEVER, IT SUSTAINED EXTENSIVE FIRE DAMAGE. THE FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, REPORTED NOTING NO ANOMALIES THAT WOULD HAVE PREVENTED FLIGHT OPERATIONS. AT 1955, THE RED BLUFF AIRPORT WEATHER OBSERVATION FACILITY (LOCATED 12 MILES SOUTH OF THE ACCIDENT SITE) REPORTED THE WIND FROM 170 DEGREES AT 8 KNOTS; CLEAR SKIES; TEMPERATURE 33 DEGREES CELSIUS; DEW POINT 13 DEGREES CELSIUS; AND AN ALTIMETER SETTING OF 29.81 INCHES OF MERCURY. ACCORDING TO INSURANCE APPLICATION INFORMATION (NOVEMBER 1999), THE PILOT HAD ACCUMULATED A TOTAL OF 620 HOURS OF FLIGHT TIME, OF WHICH 8 HOURS WERE ACCUMULATED IN THE SAME MAKE AND MODEL AS THE ACCIDENT AIRPLANE. THE PILOT BUILT THE AIRPLANE BETWEEN 1993 AND 1999, AND THE FAA ISSUED EXPERIMENTAL AIRCRAFT OPERATING LIMITATIONS AND AN EXPERIMENTAL AIRWORTHINESS CERTIFICATE ON NOVEMBER 6, 1999. THE PILOT'S FLIGHT LOGBOOK AND THE AIRCRAFT'S MAINTENANCE RECORDS WERE LOCATED IN THE AIRCRAFT AND WERE DESTROYED IN THE POST ACCIDENT FIRE. BECAUSE OF THE EXTENT OF THE PILOT'S INJURIES, THE NTSB WAS NOT ABLE TO OBTAIN A STATEMENT FROM THE PILOT PRIOR TO THIS REPORT'S WRITING. 20000730005999A (-23) THE AIRCRAFT WAS OWNED AND OPERATED BY U.S. FOREST SERVICE AND CONDUCTING A FIRE FIGHTING MISSION. THE PILOT STATED THAT THEY HAD DROPPED 8 SMOKEJUMPERS AND 3 CARGO PASSES. ON THE 4TH CARGO PASS WHEN THE COMMAND TO KICK WAS GIVEN, THE AIRCRAFT PITCHED DOWN. BACK PRESSURE AND POWER WERE APPLIED. SEVERAL OTHER UP AND DOWN PITCHES OCCURRED. THE AIRCRAFT WAS FLOWN BACK TO MISSOULA, AN EMERGENCY WAS DECLARED, AND LANDED WITHOUT INCIDENT. THE SPOTTER STATED THAT ON THE 4TH CARGO PASS WHEN HE ATTEMPTED TO PUSH A CHAINSAW BOX OUT THE DOOR, THE BOX CAME BACK INTO THE AIRCRAFT, THE CORNER HIT HIM IN THE STERNUM. HE PUSHED THE BOX OUT AGAIN AND IT WENT END OVER END AND UP THE LEFT SIDE OF THE AIRCRAFT. THE BOX CONTINUED OVER THE HORIZONTAL STABILIZER. THE CARGO CHUTE DEPLOYED AND WENT UNDER THE HORIZONTAL STABILIZER. THE SPOTTER INFORMED THE PILOT THAT THEY HAD CARGO IN TOW. THE PILOT REQUESTED THAT THE STATIC LINE BE CUT. THE CARGO CHUTE BLEW OUT AND WAS STREAMING BEHIND THE TAIL. 20000730006129A (-23) AFTER TAKE-OFF, PILOT NOTICED THAT THE A/C WAS NOT PRODUCING SUFFICIENT POWER TO CONTINUE DEPARTURE. DECISION WAS MADE TO RETURN TO THE AIRPORT. UPON COMPLETING THE TURN, THE PILOT REALIZED THAT HE WAS NOT GOING TO BE ABLE TO MAKE IT TO THE RUNWAY, AND ELECTED TO LAND ON THE TAXIWAY. THE A/C LANDED JUST SHORT OF THE TAXIWAY, THE RIGHT MAIN GEAR FAILED, AND THE A/C SPUN. THE WINGS AND RUDDERS SEPARATED, TWO OF THE PROPELLOR BLADES SEPARATED, AND THE CANOPY WAS BROKEN. THE PILOT WAS IN CONTACT WITH THE PENDELTON TOWER DURING THE ENTIRE OPERATION. 20000730008049A (-23) WHILE ON APPROACH INTO POF, PILOT EXPERIENCED SEVERAL "POPS" ACCOMPANIED BY CONTROL SHUDDERING. UPON LANDING, PILOT DISCOVERED DAMAGE TO EMPENNAGE SECTION OF A/C. 20000730009809A (-23) THE ABOVE MENTIONED AIRCRAFT, #N4422CS DEPARTED RUNWAY 3. THE AIRPORT MANAGER NOTICED THE CABIN DOOR CANOPY WAS UNLATCHED, HE THEN CONTACTED THE PILOT BY RADIO. THE PILOT RESPONDED, BUT HIS TRANSMISSION WAS UNREADABLE.THE AIRCRAFT MADE A LEFT TURN BACK TO THE RUNWAY WHEN MAKING THE FINAL TURN TO ALIGN WITH THE RUNWAY. THE AIRCRAFT ROLLED TO THE RIGHT IN A STEEP DESCENT AND IMPACTED THE RUNWAY. THERE WERE TWO FATALITIES. (.4)A WITNESS FLYING IN THE VICINITY OF THE AIRPORT STATED THAT THE AIRPLANE TOOK OFF FROM RUNWAY 03 AND CLIMBED TO ABOUT 500 FEET ABOVE GROUND LEVEL. HE SAID THE AIRPLANE TURNED SHARPLY TO THE LEFT AND THEN TO THE RIGHT AND HEADED BACK TOWARDS THE RUNWAY, THEN ROLLED INVERTED AND COLLIDED WITH THE RUNWAY SURFACE IN A 20 TO 30 DEGREE NOSE DOWN ATTITUDE. THE AIRPORT MANAGER STATED THAT HE NOTICED THAT THE COCKPIT CANOPY WAS UNLATCHED DURING THE TAKEOFF ROLL. HE THEN CONTACTED THE PILOT BY RADIO. THE PILOT RESPONDED, BUT HIS TRANSMISSION WAS UNREADABLE. THE AIRCRAFT MADE A LEFT TURN BACK TO THE RUNWAY. WHILE MAKING THE FINAL TURN TO ALIGN WITH RUNWAY 21 THE AIRPLANE ROLLED TO THE RIGHT IN A STEEP DECENT AND IMPACTED THE RUNWAY. 20000730012089A (-23) AIRCRAFT STRUCK GROUND APPROX. 1/4 MILE FROM AIPORT DURING A NIGHT TAKE OFF. (.4) HISTORY OF FLIGHT: ON JULY 30, 2000, ABOUT 2400 HOURS MOUNTAIN DAYLIGHT TIME, A MOONEY M20E, N5853Q, COLLIDED WITH TERRAIN ABOUT 1 MINUTE AFTER DEPARTURE FROM JACKPOT, NEVADA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND THE ONE PASSENGER SUSTAINED FATAL INJURIES; THE AIRPLANE WAS DESTROYED. THE PERSONAL FLIGHT WAS DEPARTING JACKPOT EN ROUTE TO ITS HOME FIELD OF JEROME, IDAHO, ABOUT 48 NAUTICAL MILES NORTH OF JACKPOT. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. A WITNESS AT A CASINO ABOUT 2 MILES AWAY OBSERVED THE AIRPLANE DEPART RUNWAY 15 AND, FROM HIS ANGLE, IT APPEARED TO CLIMB ABOVE LIGHTS ON TOP OF A MOUNTAIN. HE WATCHED THE PLANE TURN LEFT TOWARD THE EAST, AND SEVERAL SECONDS LATER THE AIRPLANE BEGAN TO LOSE ALTITUDE. THE AIRPLANE DISAPPEARED FROM SIGHT; THEN HE HEARD THE ENGINE RPM INCREASE FOLLOWED BY A "CRASH SOUND." THE FIRST IDENTIFIED POINT OF GROUND CONTACT WAS AT 41 DEGREES 58.297 WEST LATITUDE AND 114 DEGREES 38.883 MINUTES NORTH LONGITUDE. A SAFETY BOARD COMPUTER PROGRAM DETERMINED THIS WAS 0.52 MILES FROM THE AIRPORT ON A MAGNETIC BEARING OF 105 DEGREES. A SUN AND MOON PROGRAM DETERMINED THERE WAS ZERO PERCENT ILLUMINATION OF THE MOON. 20000730024879I (-23)AT APPROXIMATELY 1810 CDT, N2027D LANDED ON RUNWAY 01 AT MKC WITH THE LEFT ENGINE SHUT DOWN AND THE PROPELLER FEATHERED. THE PILOT REQUESTED ATCT TO REQUEST A TUG DUE TO HIS INABILITY TO TAXI THE AIRPLANE ON ONE ENGINE. THIS WAS THE FIRST TIME ATCT WAS AWARE OF A PROBLEM WITH N2027D. ACCORDING TO A REPORT FROM MKC SECURITY, THE LEFT ENGINE FAILED IN THE VICINITY OF WATERLOO, IA. THE INTENDED DESTINATION FOR THE ON-DEMAND AIRCARRIER FLIGHT WAS TOPEKA, KS (TOP). A PASSENGER STATED THAT THE PILOT WAS ASKED SEVERAL TIMES TO LAND AS SOON AS POSSIBLE, BUT INSTEAD THE PILOT CHOSE TO DIVERT TO KANSAS CITY, MO (MKC), ARRIVING THERE APPROXIMATELY 1 HOUR, 20 MINUTES AFTER THE FAILURE. POST-INCIDENT PRELIMINARY INVESTIGATION REVEALED THE FAILURE OF NO'S 1&2 CONNECTING RODS. THIS INCIDENT INVESTIGATION,^PRIVACY DATA OMI^ IS CLOSED. 20000730025159I (-23)PILOT RESPONDED TO RADIO CALL FROM ANOTHER PILOT WHILE ON APPROACH. DISTRACTION CAUSED PILOT TO OMIT LOWERING LANDING GEAR PRIOR TO LANDING. MINOR DAMAGE TO PILOT OWNED AIRCRAFT-NO INJURY TO PILOT AND NO PAX ON AIRCRAFT. PILOT SEEKING EVALUATION BY CFI AND WAS COUNSELED BY IIC. AIRCRAFT TO BE RETURNED TO SERVICE APPROXIMATELY SEPTEMBER 7. 20000730025539I (-23) A/C IS AN EXPERIMENTAL ADVENTURA II AMPHIBIAN. PILOT STATED HE HAD JUST COMPLETED A 1.5 HOUR SOLO FLIGHT DURING WHICH HE COMPLETED APPROX. 20 WATER LANDINGS. DURING APPROACH TO RWY 34 AT EASTSOUND AIRPORT, ORCAS ISLAND, WA. THERE WERE NUMEROUS DISTRACTIONS: CONGESTED FREQUENCY AND SPECTATORS (FRIENDS). PILOT FAILED TO LOWER LANDING GEAR. MINOR DAMAGE SUSTAINED TO KEEL. 20000730025649I (-23) DURING LANDING ON RUNWAY 36 AT (SET), PILOT (LINDFORS) STATED THAT HE FAILED TO EXTEND LANDING GEAR. PILOT (LINDFORS) HEARD A LOUD METAL SCRAPPING NOISE. HE THEN APPLIED FULL POWER, PERFORMED A GO AROUND TO ATTEMPT ANOTHER APPROACH. DURING THE APPROACH, PILOT (LINDFORS) STATED THAT HE REALIZED A DROP IN PERFORMANCE AND DECIDED TO FLY THE A/C FROM SET BACK TO 3SQ WITHOUT FURTHER INCIDENT. AFTER LANDING DAMAGE WAS FOUND ON BOTH PROPELLERS AND SCRAPE MARKS ON THE BOTTOM OF BOTH TRAILING EDGE STEPS WHICH ARE LOCATED JUST AFT OF THE FLAPS. 20000730025689I (-23)SEE ATTACHMENT 20000730025899I (-23)SHORTLY AFTER TAKEOFF, THE PILOT SMELLED SMOKE IN THE CABIN. THE PILOT RETURNED TO THE AIRPORT AND LANDED WITHOUT INCIDENT. THE ALTERNATOR CIRCUIT BREAKER WAS FOUND MELTED AND BURNED. 20000730026039I (-23) ON SUNDAY, JULY 30, 2000, AT 1650 EDT, A BA JETSTREAM 4101, S/N 41017, N324UE, FLIGHT NUMBER 7356, OPERATED BY ATLANTIC COAST AIRLINES, ON A FLIGHT FROM DULLES INTERNATIONAL AIRPORT, WASHINGTON, DC TO SYRACUSE, NY, DIVERTED TO BINGHAMTON AIRPORT WITH LEFT ENGINE OIL PRESSURE FLUCTUATION AND THE ENGINE OIL LIGHT ILLUMINATED. A LEFT ENGINE SHUT-DOWN WAS ACCOMPLISHED WITHOUT FURTHER INCIDENT. THE ARFF, RESPONDED AND THE A/C TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL INSPECTED, REMOVED, AND REPLACED THE LEFT ENGINE OIL PRESSURE TRANSDUCER, REMOVED AND REPLACED THE LOWER AFT HAND VERTICAL ENGINE MOUNT BOLT. OPS. CHECK AND LEAK CHECK WAS SATISFACTORY. THE A/C WAS RETURNED TO SERVICE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT WAS FILED. THE A/C WAS NOT DAMAGED AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT THE DULLES INTERNATIONAL AIRPORT, WASHINGTON, DC, ON JULY 30, 2000. 20000730026249I (-23) THIS INCIDENT OCCURRED AS A RESULT OF THE PILOT PERFORMING LOW LEVEL OR (TERRAIN FLIGHT) DURING WHICH TIME A TURNING MANUEVER WAS PERFORMED CAUSING ONE MAIN ROTOR BLADE TO MAKE CONTACT WITH A TREE. 20000730035959I (-23)ON 7/30/00 A CESSNA 150F OPERATED BY ^PRIVACY DATA OMITTED^ DEPARTED WILROADS GARDEN AIRPORT (9K1) AT DODGE CITY KS AT APPROXIMATELY 1230 PM. SHORTLY AFTER TAKEOFF THE AIRCRAFT LOST POWER AND THE PILOT MADE AN EMERGENCY LANDING IN A CORN FIELD APPROXIMATELY 3 MILES SOUTH OF DODGE CITY, KS. THE PILOT RECEIVED MINOR INJURIES & THE PLANE SUSTAINED MINOR DAMAGE. ^PRIVACY DATA^ WAS SOLO AT THE TIME OF THE INCIDENT. THE INITIAL INVESTIGATION REVEALED THE RIGHT WING TANK WAS FOUND TO BE CONTAMINATED WITH WATER AND THE AIRMAN DID NOT HAVE A CURRENT MEDICAL CERTIFICATE NOR WAS BIANNUAL FLIGHT REVIEW CURRENT. 20000730036679A (-23) AT ABOUT 2:10 P.M., N5271P CONTACTED BLUFFTON AIRPORT (5G7) BY RAKIO AND ASKED FOR THE ACTIVE RUNWAY. N5271P WAS GIVEN THE CURRENT RUNWAY (RUNWAY 23) AND THE WINDS AT THE AIRPORT. AT ABOUT 2:30 P.M., N5271P CRASHED INTO AN ALREADY HARVESTED WHEAT FIELD ABOUT 3/4 MILE SHORT OF RUNWAY 23. THERE WAS NO POST CRAFT FIRE AND THE PILOT EXPIRED AT THE SCENE. 20000731005409A (-23) THE AIRCRAFT, WHILE ON A VFR FLIGHT, WAS ATTEMPTING TO FIND THE RALEIGH, NC (RDU) AIRPORT AT MIGHT WITH A LOW CEILING. THE RALEIGH ATC HAD THE AIRCRAFT IN RADAR CONTACT BUT WAS NOT PROVIDING VECTORS TO THE PILOT. ACCORDING TO THE RIGHT FRONT SEAT PASSENGER, THE PILOT DESCENDED OUT OF THE CLOUDS AT APPROXIMATELY 1000 FT. MSL. THE AIRCRAFT CONTINUED TO DESCEND TO APPROXIMATELY 500 FT. MSL. AT THIS TIME, RDU ATC ADVISED THE PILOT THAT HE WAS SOUTH OF THE AIRPORT AND PROCEEDING AWAY FROM THE AIRPORT. THE LAST RADIO TRANSMISSION FROM THE PILOT WAS THAT THEY WERE TURNING BACK TOWARDS THE AIRPORT. THE AIRCRAFT DISAPPEARED FROM RADAR AT APPROXIMATELY 00:33 LOCAL TIME. THE PASSENGER STATED THAT HE LOOKED OUT THE WINDOW AND SAW THE TREESAND THEN FELT THE RIGHT WING STRIKE A TREE. THE AIRCRAFT WRECKAGE WAS LOCATED APPROXIMATELY 2 MILES SOUTH OF THE IARPORT IN THE WM. B. UMSTEAD PARK. THE AIRCRAFT WAS DESTROYED AND THE PILOT FATALLY INJURIED. THE TWO PASSENGERS SUSTAINED SERIOUS INJURIES. NO FUEL WAS FOUND IN THE AIRCRAFT FUEL TANKS DURING THE INVESTIGATION. 20000731010099A (-23) PILOT STATED THAT WHILE ON A SPRAY PATH HALF WAY DOWN A FIELD AT 8-10 FEET OF ALTITUDE, HE HIT A GUY WIRE OFF OF A POLE IN THE CENTER OF THE FIELD. PILOT DID NOT SEE THE UNMARKED WIRE UNTIL HE WAS WITHIN 10 FEET OF IT. 20000731011389A (-23) PILOT STATED HE WAS LANDING AT KIRKSVILLE, LOST CONTROL, AND GROUND LOOPED THE AIRPLANE. HE SAID WIND AND WEATHER WERE NOT A PROOBLEM OR FRACTOR. HE ALSO SAID THERE WAS NOTHING WRONG WITH THE AIRCRAFT AND THAT HE SIMPLE LOST CONTROL OF IT DURING THE LANDING ROLL. 20000731021709I (-23)AIRCRAFT LOST POWER DUE TO FUEL DEPLETION AND LANDED ON STATE HIGHWAY 50. NO DAMAGE TO PROPERTY OR AIRCRAFT. PILOT STATED THAT HE DIPPED THE FUEL TANKS BEFORE FLIGHT AND BOTH TANKS INDICATED BETWEEN THREE QUARTERS, AND FULL. A DIPSTICK WAS ABOARD THE AIRCRAFT, MARKED IN ONE QUARTER INCREMENTS. AIRCRAFT FLEW FROM TITUSVILLE (TIX) TO ST. AUGUSTINE (SGJ), WHERE TWO TOUCH AND GO LANDINGS WERE PERFORMED. THE AIRCRAFT CONTINUED ON TO PERRY (40J) AND THEN RETURNED TO TITUSVILLE (TIX). AIRCRAFT RAN OUT OF FUEL FOUR MILES WEST TO TITUSVILLE WHILE ON APPROACH TO LANDING. TOTAL FLIGHT TIME AS INDICATED ON HOUR METER 4.9 HOURS, EACH TIME 4.5 HOURS. AIRCRAFT FUEL CAPACITY 40 GALLONS. 20000731027089I (-23)^PRIVACY DATA OMIT^ RETURNED TO THE CORONA MUNICIPAL AIRPORT, AFTER A FLIGHT IN THE LOCAL AREA, AND PERFORMED A STANDARD APPROACH TO RUNWAY 25, WHEN THE INCIDENT OCCURRED. ^PRIVACY D^ LANED CESSNA, T-210-L, N1184Q, WITHOUT VERIFYING THE LANDING GEAR WAS IN THE DOWN AND LOCKED POSITION. THE AIRCRAFT RECEIVED MINOR DAMAGE, AND ^PRIVACY D^ DID NOT RECEIVE ANY INJURIES. 20000731029339I (-23)ON JULY 31, 2000, UNITED AIRLINES FLIGHT #2458 WAS CLEARED FOR TAKEOFF ON RUNWAY 7L AT MCCARRAN AIRPORT IN LAS VEGAS, NV. AT THE BEGINNING OF THEIR TAKEOFF ROLL, THE AIRCRAFT VEERED OFF TO THE RIGHT AND RAN OVER A RUNWAY LIGHT THEN CORRECTED BACK TO THE LEFT AND CONTINUES THEIR TAKEOFF. AFTER DEPARTURE, THEY WERE UNABLE TO RAISE THE RIGHT MAIN SO THE CREW CONTACTED THEIR COMPANY AND INFORMED THEM THAT THEY MAY HAVE RUN OVER A RUNWAY LIGHT WITH THEIR RIGHT MAIN GEAR AND THAT THEY WERE NO UNABLE TO RAISE THE RIGHT MAI GEAR. WITH AUTHORIZATION FROM THEIR COMPANY, FLIGHT #2458 CONTINUED TO THEIR DESTINATION AIRPORT OF SAN FRANCISO, CA AT LOW ALTITUDE AND AIRSPEED, FOR SAFETY REASONS, WITHOUT DECLARING AN EMERGENCY. ATC EVENTUALLY DECLARED AN EMERGENCY FOR THEM. AN EMERGENCY FOR THEM. THE PILOT IN COMMAND HAD KNOWLEDGE OF STRIKING A RUNWAY LIGHT WITH THE RIGHT MAIN GEAR THAT WOULD NOT RETRACT AFTER TAKEOFF AND STILL FAILING TO DECLARE AN EMERGENCY IS INDICATIVE OF A PILOT THAT IS OPERATING HIS AIRCRAFT IN A CARELESS AND RECKLESS MANNER. 20000731035049I (-23)USAIR EXPRESS (MESA AIRLINES), FLIGHT 5805, N17175, A CRJ, PHL-MKE, WAS INVOLVED IN A GROUND STOP THAT RESULTED IN AN ALMOST 2 HOUR TAXI FROM THE USAIR EXPRESS RAMP TO RUNWAY 9R. WHILE ON TAXIWAY SIERRA AND NUMBER 2 FOR TAKEOFF, THE CARGO SMOKE INDICATION AND ICAS ALERT ILLUMINATED. THE FLIGHT CREW INITIAED THE APPROPRIATE CHECKLIST AND AS REQUIRED AT THE APPROPRIATE POINT IN THE CHECKLIST,THE PIC INITIATED AN EVACUATION. ALL 49 PASSENGERS AND 3 CREWMEMBERS EVACUATED THE AIRPLANE IN APPROXIMATELY THREE MINUTES, THROUGH THE MAIN CABIN DOOR ONLY. NO ONE WAS INJURED. AT NO TIME DURING THE EMERGENCY DID ANY MEMBER OF THE CREW SEE OR SMELL SMOKE. THE FLIGHT ATTENDANT DID TELL THE PIC AFTER THE EVACUATION, THAT A "FEW" PASSENGERS HAD THOUGHT THEY HAD SMELLED SMOKE. CFR RESOPNED AND THE PASSENGERS WERE BUSED BACK TO THE TERMINAL. 20000731035709I (-23) ATLANTIC SOUTHEAST FLIGHT #867 ENCOUNTERED TURBULENCE AT 6000', NEAR GLENROSE, DURING ITS FLIGHT FROM DFW-ILE, AT WHICH TIME ^PRIVACY DAT^ STATED THAT FLT ATTENDENT ^PRIVACY DATA O^ HIT THE CEILING OF THE AIRCRAFT. SHE WAS ABLE TO CONTINUE HER NORMAL DUTIES ON FLT #868, ILE-DFW, AT WHICH TIME SHE ELECTED TO REMOVE HERSELF FROM THE FLIGHT. MEDICAL DID NOT MEET THE FLIGHT. SHE WAS REPLACED BY ANOTHER FLT ATTEND IN DALLAS.ON 08-01-2000, THE STATION MANAGER, ^PRIVACY DATA OM^ SAID SHE HAD SEEN ^PRIVACY D^, WHO SAID SHE HAD SEEN THE DOCTOR AND HIS DIAGNOSIS WAS "A DEEP BRUISE AND SOME SWELLING, NO LIFTING, PULLING, FOR 48 HOURS." INCIDENT CLOSED. 20000731037109A (-23) SUBJECT FLIGHT ENCOUNTERED UNEXPECTED CLEAR AIR TURBULENCE DURING DESCENT INTO ORD. A PASSENGER EXITING LAVATORY WAS THROWN TO THE FLOOR, FRACTURING HIS LEFT FIBULA. 20000801006239A (-23) PILOT STATED THAT DURING A PERSONAL FLIGHT FROM ESTACADA TO MULINO, OREGON, THE AIRCRAFT LOST POWER, FUEL TANKS WERE CHANGED, AND FUEL PUMP ENERGIZED. THE ENGINE DID NOT RESPOND. THE PILOT SELECTED A FIELD AND PERFORMED AN EMERGENCY LANDING. SUBSTANTIAL DAMAGE TO LEFT WING. NO INJURIES. LOCATION CONTINUED: IN A FIELD, NEAR THE INTERSECTION OF CARUS RD & HWY 213, SOUTH OF OREGON CITY, 45 DEGREES 16.094'N, 122 DEGREES 33.379' W. 20000801012539A (-23) REFERENCED A/C PILOTED BY MR MARK MELSON, WAS WITNESSED TO HAVE STRUCK THE TOP OF A 200 FOOT HIGH TENSION TRANSMISSION TOWER, WHEREUPON THE RIGHT WING SEPARATED FROM THE A/C AND THE A/C THEN FELL TO EARTH IN AN INVERTED POSITION BEFORE BURSTING INTO FLAMES. THE A/C HAD JUST DEPARTED THE COMPA NY AIRSTRIP WITH 60 GALLONS OF FUEL AND A 300 GALLON LOAD OF NON-FLAMMABLE PESTICIDE MATERIAL. DURATION OF FLIGHT IS ESTIMATED TO HAVE BEEN 4-6 MINUTES. EYEWITNESS MR MARK TRUMAN, HIMSELF AN AGRICULTURAL APPLICANT PILOT, REPORTS THE FOLLOWING EVENTS RELATED TO THIS ACCIDENT. HE, TRUMAN, AND THE SUBJECT PILOT HAD BEEN IN TWO WAY RADIO CONTACT REGARDING THIS FLIGHT. MR TRUMAN WAS ACTING AS "FLAGGER" FOR THE PURPOSE OF THIS FLIGHT. THE PROFILE FOR THE PLANNED SPRAY CALLED FOR THE PILOT TO EXECUTE HIS FIRST PASS ON THE EAST SIDE OF THE CROP. TRUMAN REPORT THE A/C MADE AN ABRUBT MID COURSE CHANG, AS THOUGH THE PILOT ELECTED TO SPRAY FROM A WESTERLY HEADING FIRST. IT SO HAPPENED THIS WAS IN THE DIRECT VICINITY OF THE TRANSMISSION TOWER. REALIZING THIS, THE PILOT APPARENTLY RAISED THE NOSE OF THE A/C TO OVER-FLY THE TOP OF THE TOWER, MR TRUMAN REPORTS THE A/C APPEARED TO STALL. THE PILOT SEEMED TO PUSH THE NOSE DOWN, WHEN THE RIGHT WING CONTACTED THE TRANSMISSION TOWER. A SHOWER OF SPARKS RESULTED, AND THE SUBSEQUENT SEPARATION OF A PORTION OF THE RIGHT WING. THE A/C FELL TO THE GROUND INVERTED. MR TRUMANC RUSHED TO A/C FRO, A DISTANCE OF ABOUT 75 YARDS. AS HE GOT CLOSER, HE COULD SEE THE PILOT SLUMPED OVER IN HIS SEAT, NON RESPONSIVE. AT THAT MOMENT, AN EXPLOSION OCCURRED, KNOCKING MR TRUMAN DOWN. WHEN HE RECOVERED HIS WITS, THE A/C WAS ENGULFED IN FLAMES. HE IMMEDIATELY TELEPHONED HIS OFFICE TO REPORT THE ACCIDENT. MR TRUMANN INDICATED NO DISCERNIBLE CHANGE IN ENGINE SOUND AS A/C APPROACHED AND INITIATEED ITS FINAL TURN. IT WAS LEARNED DURING THE INTERVIEW WITH THE MANAGING DIRECTOR OF HALEY'S FLYING SERVICE THAT THE PILOT HAD UNDERGONE CANCER SURGERY OVER 1 YEAR AGO AND WAS SCHEDULED TO BEGAN FOLLOW UP CHEMO LATER THIS YEAR. THE PILOTS DISPOSITION WAS NOT NOTICABLY DIFFEREENT ON THE DAY OF THE ACCIDENT ACCORDING TO HIS CO-WORKERS AND EMPLOYER. INVESTIGATION CONSIDERED CLOSED. FAA AREAS OF RESPONSIBILITY HAVE BEEN EXAMINED FOR APPLICABILITY TO THIS ACCIDENT, AND NONE ARE CONSIDERED AS HAVING IN VOLVEMENT. (.4) ON AUGUST 1, 2000, ABOUT 1147 PACIFIC DAYLIGHT TIME, A GRUMMAN G-164B, N6737K, COLLIDED WITH AN ELECTRICAL TOWER APPROXIMATELY 5 MILES NORTH OF TRACY, CALIFORNIA. THE AIRPLANE WAS DESTROYED IN THE COLLISION SEQUENCE. THE CERTIFICATED COMMERCIAL PILOT, THE SOLE OCCUPANT, RECEIVED FATAL INJURIES. HALEY FLYING SERVICE, INC., OPERATED THE AIRPLANE DURING THE AGRICULTURAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 137. THE FLIGHT DEPARTED THE HALEY FLYING SERVICE PRIVATE AGRICULTURAL STRIP ABOUT 1143. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. WITNESSES STATED THAT THE AIRPLANE WAS MAKING A TURN WHEN IT APPEARED TO STALL, ROLL TO THE RIGHT, AND COLLIDE WITH THE TOP OF A 300-FOOT-TALL ELECTRICAL TRANSMISSION TOWER. THE AIRPLANE'S RIGHT WING WAS PARTIALLY SEVERED. THEREAFTER, THEY OBSERVED THE AIRPLANE CONTINUE TRAVELING ABOUT 130 YARDS BEFORE FINALLY IMPACTING THE GROUND IN AN INVERTED ATTITUDE IN AN ADJACENT AGRICULTURAL FIELD. A FIRE ERUPTED ABOUT 10 SECONDS AFTER THE AIRPLANE CAME TO REST, AND IT PARTIALLY CONSUMED THE WRECKAGE. ACCORDING TO FEDERAL AVIATION ADMINISTRATIO N (FAA) PERSONNEL, WHEN THE PILOT INITIATED THE FLIGHT THE AIRPLANE WAS CARRYING 60 GALLONS OF FUEL AND 300 GALLONS OF NONFLAMMABLE PESTICIDE. THE FAA REPORTED THAT ACCORDING TO THE PILOT'S GROUND-BASED "FLAGGER" (WHO WAS ALSO A PILOT), THE SPRAY APPLICATION FLIGHT PROFILE CALLED FOR THE PILOT TO EXECUTE HIS FIRST PASS ON THE EAST SIDE OF THE CROP. AFTER COMMENCING THE FLIGHT IN THIS DIRECTION, TH 20000801012549A (-23)MR. CHIMINELLO STATED THAT ON A FLIGHT FROM FRESNO, CALIFORNIA TO SAN JOSE, CALIFORNIA, HE LOST ENGINE POWER AT APPROXIMATELY 4500 FEET MSL. HE SAIS THE FUEL GAGES INDICATED 1/4 FULL AT THAT TIME. HE SAID HE SELECTED A FIELD NEAR SOUTH COUNTY AIRPORT, CALIFORNIA, FOR AN EMERGENCY LANDING. HE SAID HE NOTICED POWER LINES IN HIS FLIGHT PATH JUST BEFORE LANDING AND DIPPED HIS RIGHT WING IT MISS THE POWER LINES. HE SAID THE LOWERED RIGHT WING CAUSED HIM TO LAND HARD AND "SPIN AROUND" DURING TOUCHDOWN, LOSING CONTROL OF THE AIRCRAFT DURING THE LANDING. HE SAID HE HAD CALLED TO ORDER FUEL PRIOR TO HIS DEPARTURE IN FRESNO AND THAT HE ASSUMED THE FUEL HAD BEEN ADDED. HE WAS UNABLE TO VERIFY THAT HE HAD VISUALLY CHECKED FOR FUEL DURING PREFLIGHT. ACCORDING TO THE PILOT'S FATHER, ALSO A PILOT, NO PERSON CERTIFIED THAT FUEL WAS ADDED PRIOR TO THE AIRCRAFT'S DEPARTURE FROM FRESNO. MR. CHIMINELLO STATED TO A WITNESS AT THE TIME OF THE ACCIDENT THAT HE HAD RUN OUT OF FUEL. MR. CHIMINELLO ALSO TOLD THE FAA INSPECTOR THAT HE HAD RUN OUT OF FUEL DURING THE FLIGHT. 20000801012799A (-23) PILOT STATED "WHEN THROTTLE WAS ADVANCED FOR CLIMB,ENGINE WAS UN-RESPONSIVE," CONTINUED LEVEL BUT ENGINE TEMP. WAS CLIMBING AND POWER OUTPUT FALLING. DROPPED BANNER TO REDUCE DRAG BUT ENGINE STILL OVERTEMP AND LOSING POWER. AS ALTITUDE WAS DECREASING, MADE APPROACH TO GRASS STRIP. UPON LANDING WING TIP CLIPPED TWO TREES CAUSING GROUND LOOP. 20000801014669A (-23) APPROACHING FROM THE WSW, THE PILOT WAS ATTEMPTING TO LAND ON THE SOUTH SIDE OF THE "SANDY BEACH" PENINSULA ON KEYSTONE LAKE. ACCORDING TO WITNESSES, THE A/C WAS STILL IN A NOSE-DOWN ATTITUDE WHEN IT CONTACTED THE WATER CAUSING THE A/C TO FLIP OVER. (.4)ON AUGUST 1, 2000, AT 1000 CENTRAL DAYLIGHT TIME, A ROMERO SEA REY, HOMEBUILT EXPERIMENTAL AMPHIBIOUS AIRPLANE, N817R, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED THE WATER AT LAKE KEYSTONE, APPROXIMATELY 15 NAUTICAL MILES WEST OF TULSA, OKLAHOMA. THE AIRPLANE WAS OWNED AND OPERATED BY PRIVATE INDIVIDUALS UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE COMMERCIAL PILOT, SOLE OCCUPANT, RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL PERSONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT DEPARTED THE RICHARD LLOYD JONES JR AIRPORT, TULSA, OKLAHOMA, AT 0845. ON THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), THE PILOT REPORTED HER INTENTIONS TO FLY OVER AND AROUND LAKE KEYSTONE WITH NO INTENTIONS FOR LANDING. THE PILOT REPORTED THAT SHE HAD RETRACTED THE LANDING GEAR FOLLOWING THE DEPARTURE FROM TULSA. SHE REMEMBERED THE AI RPLANE WAS CONFIGURED AT A POWER SETTING OF 4,800 RPM AND THE AIRSPEED OF 75 MPH, WITH 10 DEGREES OF FLAPS EXTENDED FOR THE FLIGHT. THE AIRPLANE WAS AT AN ALTITUDE OF 1,100 TO 1,200 MSL. THE PILOT FURTHER STATED THAT "I BLACKED OUT," AND THAT SHE HAD, "NO PRE-WARNING OF IMPENDING DANGER PHYSICAL OR OTHERWISE." LOCAL AUTHORITIES REPORTED THAT THE AIRPLANE WAS FOUND INTACT AND FLOATING UPSIDE DOWN IN WATER APPROXIMATELY 7 TO 10 FEET DEEP, AND IT "APPEARED THAT THE MAIN LANDING GEAR WAS EXTENDED." THE PILOT COMPLETED DUAL FLIGHT TRAINING IN FLORIDA IN THE SAME MAKE/MODEL OF AIRCRAFT. THE FAA AIRWORTHINESS CERTIFICATE WAS ISSUED FOR THE AIRPLANE ON APRIL 4, 2000. THE PILOT HAD ACCUMULATED A TOTAL OF 28 FLIGHT HOURS IN THE AIRCRAFT. THE PILOT HELD A SECOND CLASS MEDICAL CERTIFICATE, ISSUED DECEMBER 23, 1999, AT THE TIME OF THE ACCIDENT. THE FOLLOWING INFORMATION WAS EXTRACTED BY THE NTSB MEDICAL OFFICER FROM MEDICAL RECORDS MAINTAINED ON THE PILOT BY THE FAA CIVIL AEROMEDICAL INSTITUTE AEROMEDICAL CERTIFICATION DIVISION AND FROM PERSONAL MEDICAL RECORDS SUPPLIED BY THE PILOT. THE PILOT WAS DIAGNOSED WITH AN ABNORMAL HEART RHYTHM IN 1987. BY MAY 1990, FOLLOWING A FULL CARDIAC WORKUP, T HE PILOT WAS PLACED ON MEDICATION. IN AUGUST 1990, THE PILOT APPLIED FOR A THIRD-CLASS MEDICAL. THE PILOT'S PHYSICIAN(S) REPORTED TO THE FAA THAT THE PILOT'S PSVT (PAROXYSMAL SUPERVENTRICULAR TACHYCARDIA) WAS UNDER CONTROL WITH MEDICATION. IN A LETTER SUBMITTED TO THE FAA, ONE OF THE PHYSICIANS WROTE THAT THE HEART CONDITION "WOULD NOT HANDICAP HER IN ANY WAY IN THE OPERATION OF AN AIRPLANE." THE PILOT WAS ISSUED AN FAA THIRD-CLASS MEDICAL CERTIFICATE IN NOVEMBER 1990, AND AN FAA SECOND-CLASS MEDICAL CERTIFICATE IN 1994. EACH TIME A MEDICAL CERTIFICATE WAS ISSUED, THE PILOT'S ELIGIBILITY LETTER FROM THE FAA STATED THAT THE PILOT'S OPERATION OF AN AIRCRAFT WAS PROHIBITED ANY TIME NEW SYMPTOMS OR CHANGES OCCURRED, OR IF THE PILOT EXPERIENCED SIDE EFFECTS OR REQUIRED A CHANGE IN MEDICATION. THE PILOT HAD SEVERAL EPISODES OF ATRIAL FIBRILLATION THAT WERE NOT REPORTED TO THE FAA. IN 1996, THE PILOT DID NOT REPORT TO THE FAA AN EPISODE OF A SUDDEN LOSS OF VISION IN ONE EYE, WHICH WAS ATTRIBUTED TO CARDIAC EMBOLIZATION SECONDARY TO PSVT. FOLLOWING THE LOSS OF VISION, SHE WAS PRESCRIBED COUMADIN (A BLOOD THINNER). THE PILOT CONTINUED TO EXPERIENCE EPISODES OF PAROXYSMAL ATRIAL FIBRILLATI ON. THE USE OF COUMADIN WAS NOT REPORTED TO THE FAA. EMERGENCY ROOM RECORDS, FOLLOWING THE ACCIDENT, SAID "SHE [PILOT] IS SUPPOSED TO BE ON COUMADIN, BUT SHE REFUSES TO TAKE IT." THE PILOT DEMONSTRATED "INTERMITTENT ATRIAL FIBRILLATION, RAPID VENTRICULAR RESPONSE DURING THE HOSPITALIZATION." IN A LETTER TO THE NTSB MEDICAL OFFICER DATED FEBRUARY 22, 2001, THE PILOT STATED "I WOULD ALWAYS HAVE WARN 20000801020869I (-23)PILOT-IN-COMMAND ^PRIVACY^ STATED THAT THE FLIGHT ORIGINATED AT CRAIG AIRPORT (CRG) AT 0705 AM DIRECT TO ORLANDO EXECUTIVE (ORL) HIS DESTIANTION. IT WAS A NORMAL FLIGHT THE ENTIRE TIME. WE WERE INSTRUCTED TO ENTER THE LEFT BASE FOR RWY 07. WHEN I "DROPPED" THE GEAR I ONLY SHOWED (GREEN LIGHT) NOSE AND RIGHT MAIN AS DOWN. I TRIED RECYCLING WITH SAME RESULTS. I CONTACTED THE TOWER AND REPORTED THE SITUATION AND ASKED FOR A LOW PASS TO INSPECT THE GEAR CONDITION. THE TOWER INFORMED ME THAT THE LEFT MAIN AS BEING FULLY IN THE UP POSITION. I THEN PROCEEDED 5 TO 7 MILES NORTHEAST AND WENT THROUGH ALL EMERGENCY PROCEDURES WITHOUT POSITIVE EFFECT. I CONTINUED TO BURN OFF EXCESSIVE FUEL, REVIEWED THE EMERGENCY PROCEDURES FOR A GEAR UP LANDING. AT APPROXIMATELY 1000AM I LANDED THE AIRCRAFT ON RWY 13 WITH GEAR UP. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AND THERE WAS NO INJURIES OR DAMAGE TO THE AIRPORT PROPERTY. SUBSEQUENT INVESTIGATION FOUND A MALFUNCTION IN THE LEFT MAIN LANDING GEAR UPLOCK ACTUATOR ASSEMBLY. 20000801023649I (-23)N368CE WAS INSTRUCTED BY ALLENTOWN TO TAXI TO RUNWAY 6, THEN TO INTERSECTION A4. THE PILOT ACKNOWLEDGED THIS CLEARANCE, BUT TAXIED PAST THE INTERSECTION,STRIKING THE RUDDER OF THE BE-200 HOLDING SHORT THERE WITH THE RIGHT WING TIP OF N368CE. 20000801024909I (-23)PILOT DEPARTED HOMER AIRPORT. AT 2500 FEET ENGINE LOST POWER, AND HAD SEVERE VIBRATIONS ABOVE 2000 RPM. PILOT SWITCHED FUEL TANKS, CHECKED MAGNETOS, MIXTURE, ETC. PILOT WAS UNABLE TO CORRECT PROBLEM AND UNABLE TO SUSTAIN LEVEL FLIGHT. AIRCRAFT LANDED IN A PASTURE WITHOUT DAMAGE TO AIRCRAFT OR PROPERTY. PILOT WILL CONTACT FSDO WITH INFORMATION CONCERNING CAUSE(S) OF ENGINE PROBLEM. ON 8/8/00, PILOT REPORTED THAT THEY FOUND WATER IN THE FUEL TANK. HE DRAINED AT LEAST 1/2 GALLON OF WATER OUT OF TANK. NO OTHER DEFECTS NOTED ON AIRCRAFT. AIRCRAFT WAS SUCCESSFULLY FLOWN HOME AFTER REMOVAL OF WATER. PILOT STATED THAT HE HAD FUELED THE AIRCRAFT IN TEXARKANA AND HAD DRAINED THE SUMPS BEFORE DEPARTURE. PILOT CHECKING HIS RECORDS TO GET NAME FBO THAT PROVIDED THE FUEL, AND WILL FORWARD THIS INFORMATION TO THE BTR FSDO. 20000801025059I (-23) RECEIVED NOTIFICATION FRO HAWTHORNE AFSS OF INCIDENT REGARDING N65005, CE-172-P, A/C DEPARTED RWY 30 REQUESTED LEFT DOWNWIND. DEPARTED SHORTLY AFTER TAKEOFF. PILOT REPORTED THAT HE LOST ENGINE AND REQUESTED TO LAND RWY 12. A/C TOUCHED DOWN SHORT OF RWY 12 AND BROKE SOME RWY LIGHTS. CHECKED ISIS ACCIDENT/INCIDENT CRITERIA FOR N65005. NO RECORDS FOUND. CHECKED ISIS A/C REGISTRY AND FOUND IT HAD VALID AND CURRENT CERTIFICATE OF AIRWORTHINESS AND CERTIFICATE OF REGISTRATION. CHECKED ISIS ENFORCEMENT FOR N65005 NO RECORDS FOUND. THERE WAS NO INJURY TO ANYONE EITHER IN THE A/C OR ON THE GROUND. THERE WAS NO DAMAGE TO THE A/C ONLY SOME RUNWAY LIGHTS WERE DAMAGED. THE A/C WAS TAKEN TO AERO-WEST SPECIALITIES, SANTA MARIA. TWO CYLINDERS NUMBER 1 AND 4 WERE REPLACED. SINCE THEN THE ENGINE RAN ABOUT 300 HOURS WITHOUT ANY PROBLEM. THE A/C AND A/C MAINTENANCE LOG BOOKS WERE CHECKED. THE PILOT CATALIN TUDOSIE IS NOT WORKING AT THE AERO CLUB. HIS PRESENT WHEREABOUTS ARE UNKNOWN. 20000801025809I (-23) PILOT STATED THAT AFTER A NORMAL LANDING ON RUNWAY 4R HE NOTICED A VIBRATION AND THOUGHT THE A/C MAY HAVE A FLAT TIRE. HE ALLOWED THE A/C TO ROLL OUT WITH MINIMAL BRAKING. BEFORE TURNING OFF THE RUNWAY, THE RIGHT MAIN GEAR COLLAPSED AND THE A/C ROTATED 160 DEGREES TO THE RIGHT WHILE SLIDING OFF THE RIGHT SIDE OF THE RUNWAY AND STRIKING A RUNWAY LIGHT. A SUBSEQUENT INSPECTION OF THE RIGHT MAIN GEAR REVEALED THAT THE RETRACTION ROD HAD FAILED. THE TIRE WAS IN NORMAL CONDITION AND HAD NOT BEEN FLAT. 20000801027139I (-23)ON AUGUST 2, 2000, AT 1931Z, REGISTERED AT N643DL AND OPERATED AS DELTA (DALA) FLIGHT #1776, DIVERTED INTO "PIT" ENROUTE FROM "SLC" TO "BOS" DUE TO AN OXYGEN INDICATION OF "O" PSI. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. UPON LANDING, THE CREW REPORTED THAT THE OXYGEN PRESSURE JUMPED TO 1600 PSI. THE INDICATION WAS DEFERRED PER MEL 35-11-02 AND RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000801027249I (-23)THE STUDENT PILOT WAS ON HIS LONG DISTANCE CROSS COUNTRY FLIGHT AS REQUIRED FOR OBTAINING A PRIVATE PILOT CERTIFICATE. HE FAILED TO CHECK HIS FUEL AT EACH STOP AND ON THE LAST LEG OF HIS FLIGHT THE ENGINE STOPPED DUE TO FUEL EXHAUSTION AND HE MADE AN OFF AIRPORT LANDING ON A ROAD WITH MINIMUM DAMAGE TO THE LEFT WING. THE PILOT AND THE INSTRUCTOR WERE COUNSELED BY THE FAA VIA THE SAFETY PROGRAM MANAGER OF THE TAMPA FSDO. 20000801035429I (-23)THE PILOT STATED THAT DURING CRUISE FLIGHT THE LEFT ENGINE QUIT. AFTER THE ENGINE HAD COOLED DOWN, HE ATTEMPTED A RESTART ON THE ENGINE. THE ENGINE DID NOT DEVELOPE OIL PRESSURE SO HE DISCONTINUED THE START AND SECURED THE ENGINE. HE ELECTED TO LANDING IN MISSOULA, MT. 20000801036019I (-23)ON AUGUST 1, 2000, AT APPROXIMATELY 1417 CDT, NORTHWEST AIRLINES FLIGHT 0212, A DOUGLAS DC9-50, N785NC, LEFT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO, (MCI) AND BLEW A LEFT MAIN TIRE ON TAKEOFF. THE FLIGHT CONTINUED ON TO MINNEAPOLIS/ST. PAUL, MN (MSP) WHERE #1 AND #2 WHEEL ASSEMBLIES WERE REPLACED. WITH THIS REPORT, INCIDENT #CE2000IAC072 IS CONSIDERED CLOSED. 20000801036729A (-23) ON AUGUST 1, 2000 AT 1800 CDT A PIPER PA-28-160, N5293W, MADE A CRASH LANDING SHORTLY AFTER TAKEOFF FROM BURLINGTON MUNICIPAL AIRPORT (C52), BURLINGTON, WISCONSIN. THE PRIVATE PILOT WAS THE SOLE OCCUPANT AND RECEIVED NO INJURIES. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE AIRCRAFT WAS BEING OPERATED AS A PLEASURE FLIGHT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. 20000801040029A (-23) ON 8/12/2000, CHARLES RICHARD KINSLOW, DEPARTED BOWMAN FIELD (LOU) FOR CLARK COUNTY AIRPORT (JVY) TO PRACTICE LANDINGS IN A CESSNA 180. WHILE ATTEMPTING TO MAKE A 3 POINT LANDING, THE AIRCRAFT BOUNCED, AND STARTED A GROUND LOOP. AS THE PILOT ATTEMPTED TO RECOVER, THE AIRCRAFT CAUGHT THE LEFT WINGTIP. THE PILOT STATED THAT HE GOT ON THE BRAKES WHICH RESULTED IN THE AIRCRAFT ROLLING OVER AND COMING TO REST UPSIDE DOWN ON THE RUNWAY. 20000802004979A (-23) PILOT TOOK OFF THE EAST WITH TAIL WIND FROM 1500 FT GRASS STRIP. AIRCRAFT SETTLED AND CAME TO REST IN CORN FIELD. 20000802007599A (-23) ON 8/2/00 A PIPER PA-28R-201 OPERATED BY CRAIG GERARD MORITZ (CERTIFICATE #510480206) DEPARTED THE BELOIT MUNICIPAL AIRPORT (K61) AT BELOIT, KS SOMETIME BETWEEN 0630-0640 LOCAL. THE DESTINATION AT THIS TIME WAS NOT KNOWN. A WITNESS STATED HE SAW THE AIRCRAFT FLY OVER BELOIT AND OVER THE AIRPORT LATER THAT MORNING AT ABOUT 0830 (LOCAL). HE STATED THAT THE AIRCRAFT WAS ON A NORTHWEST HEADING OVER THE AIRPORT. AT APPROXIMATELY 0932 THE PLANE WENT DOWN IN A WHEAT STUBBLE FIELD APPROXIMATELY 5 MILES NORTH OF THE BELOIT AIRPORT (K61). THE PILOT WAS FATALLY INJURED. MR. MORITZ WAS SOLO AT THE TIME OF THE ACCIDENT. (.4) A WITNESS TRAVELING SOUTH ON KANSAS STATE HIGHWAY 14 FROM BELOIT, KANSAS, SAID HE SAW THE AIRPLANE "FLYING VERY LOW, NORTH OF THE HIGHWAY, LIKE THE PILOT WAS TRYING TO LAND. THE PLANE THEN ROSE RAPIDLY WHEN IT GOT CLOSE TO THE HIGHWAY, AS IF TO RISE ABOVE THE POWER LINES. THE PLANE MADE AN ABRUPT DIVE AND CRASHED INTO A FIELD AT A SHARP ANGLE." AIRPLANE RECORDS SHOWED THE PILOT'S LAST FLIGHT IN THE AIRPLANE WAS ON MAY 1, 1999. FEDERAL AVIATION ADMINISTRATION MEDICAL RECORDS INDICATED THE PILOT'S LAST MEDICAL CERTIF ICATE WAS ISSUED ON AUGUST 31, 1994. AN EXAMINATION OF THE AIRPLANE REVEALED NO ANOMALIES. 20000802008129A (-23) ON 08/02/00 AT APPROX. 0630 CDT DURING AN IFR LOC APPROACH TO CKY RUNWAY 35, A/C N86BC A BEECHCRAFT A36 STRUCK A TREE OR TREES NEAR THE RUNWAY AND THEN BROKE OUT AT APPROX. MID-FIELD. THE A/C CONTINUED IN LOW LEVEL FLIGHT. UNABLE TO CLIMB APPROACH CONTROL AT FT CAMPBELL DIRECTED THE A/C TO FT CAMPBELLS SABER FIELD. A 2200 FT HELI RUNWAY. THE A/C CRASHED SHORT OF FORT CAMPBELL SABER FIELD AFTER LOSS OF POWER. THE A/C WAS DESTROYED, THE PILOT AND PASSENGER SUSTAINED SERIOUS INJURIES. 20000802010159A (-23) AT APPROXIMATELY 10:40, ON 8/2/00, GLASTAR N4350K BEGAN TAKEOFF ROLL ON RUNWAY 33 FROM TAXIWAY ECHO IN BUTTE, MONTANA (BTM). AT APPROXIMATELY 50-60 FEET AGL, AIRCRAFT ATTEMPTED SHARP RIGHT TURN AND DESCENDED INTO THE GROUND WITH RIGHT WING TIP IMPACTING FIRST AND SLID UPRIGHT ACROSS INTERSECTING RUNWAY 29. ENGINE WAS PRODUCING POWER/PROP TURNING AT IMPACT. OCCUPANTS EXCAPED WITH SERIOUS INJURIES PRIOR TO AIRCRAFT BEING DESTROYED BY FIRE. AIRCRAFT HAD 2 OCCUPANTS ON BOARD, BAGGAGE/CARGO, AND FULL FUEL. BTM FIELD ELEVATION IS 5545 FEET AND TEMPERATURE AT TIME OF ACCIDENT WAS 79 DEGREES F. EYEWITNESS RON GRIFFEN (BTM WEATHER SERVICE) INDICATED HE FELT AIRCRAFT DID NOT HAVE ENOUGH AIRSPEED TO ATTEMPT THE SHARP RIGHT TURN MANEUVER. NO MECHANICAL MALFUNCTIONS WERE DETERMINED. 20000802020849I (-23)^PRIVACY DA^, AN INSTRUCTOR PILOT, WAS GIVING A NON-RATED, ^PRIVACY DATA OMITTED, INDIVIDUAL INSTRUCTION. ^PRIVACY DAT^, OWNER OF THE AIRCRAFT, WAS ON HIS THIRD INSTRUCTIONAL FLIGHT AND WAS PRACTICING A POWER STALL AT ABOUT 1700 FEET AGL. WHEN ^PRIVACY DAT^ APPLIED POWER TO RECOVER FROM THE STALL THE ENGINE CEASED TO RESPOND AND STOPPED RUNNING. ^PRIVACY DA^ TOOK CONTROL OF THE AIRCRAFT, LOCATED SUITABLE LANDING AREA, ATTEMPTED (UNSECCESFULLY) TO RE-START THE ENGINE, MADE A "MAY-DAY" CALL, AND EXECUTED A LANDINGINTO A PASTURE WHICH WAS WITHIN THEIR GLIDING DISTANCE. THERE WAS NO INJURY TO PERSONS, ONLY MINOR DAMAGE TO THE AIRCRAFT, AND LITTLE DAMAGE TO PROPERTY (TWO SMALL SECTIONS OF FENCE WHICH THE AIRPLANE WENT THROUGH ON LANDING). ^PRIVACY DA^ DID AN OUTSTANDING JOB OF LANDING THE AIRPLANE IN A VERY RESTRICED AREA. NO CORRECTIVE ACTION IS PLANED CONCERNING REEVALUATING ^PRIVACY DAT^ PROFICIENCY OR ABILITY. HOWEVER, AN EIR IS BEING OPENED TO INVESTIGATE THE A&P MECHANIC WHO IMPROPERLY INSTALLED AN AIR FILTER WHICH, MOST LIKELY CAUSED THE ENGINE TO FAIL. 20000802027479I (-23)WHILE PRACTICING TAKEOFFS AND LANDINGS AT GOSHEN MUNICIPAL AIRPORT (GSH) CESSNA 206, N2625X EXPERIENCED A HARD LANDING AND SUBSEQUENT NOSE GEAR COLLAPSE WHILE AIRCRAFT WAS ON TAXI TO PARKING APRON. 20000802028479I (-23)ON AUG 2, 2000, APPROXIMATELY 1550 HRS MOT, A CESSNA CE 182-R, N9472E PILOTED BY^PRIVACY DATA OM^, WAS DAMAGED ON LANDING AT THE ALBUQUERQUE INT'L SUNPORT, ALBUQUERQUE, NM. THE PRIVATE PILOT AND HER PASSENGER WERE NOT INJURED. VMC CONDITIONS PREVAILED. THE FLIGHT WAS A CIVIL AIR PATROL FLIGHT AND ORIGINATED OUT OF PARMINGTON, NM. DURING LANDING, THE PILOT IN-COMMAND FLARED TOO HIGH, WAS TOO SLOW AND HIT THE GROUND. THE AIRCRAFT BOUNCED BACK INTO THE AIR, BEGAN PORPOSING. ON THE SECOND BOUNCE A GO AROUND WAS INITIATED. AIRCRAFT RECEIVED PROP DAMAGE ONLY. 20000802035299I (-23)ON PASS DOWN FIELD AG AIRCRAFT HIT CEMENT POLE THAT WAS STICKING UP OUT OF THE GROUND APPRX. FOUR FEET, THE RIGHT LANDING GEAR WAS BROKEN OFF OF THE AIRCRAFT. THE PILOT RETURNED TO THE MARYSVILLE,CA AIRPORT AND LANDED WITH A MIMIUM OF DAMAGE TO AIRCRAFT. 20000802037589I (-23) AIRCRAFT LANDED PHL WITH BOTH HYRAULIC SYSTEMS REPORTED INOP. EMERGENCY EQUIPMENT RESPONDED. AIRCRAFT BLEW TWO TIRE ON ROLL OUT OF EMERGENCY LANDING. PAX REMOVED VIA STAIR TRUCK AND AIRCRAFT WAS TOWED TO THE GATE. MAINTENANCE FOUND 4 SEPARATE HYRAULIC LEAKS ON AIRCRAFT. 1. PRESSURE LINE FROM ELECTRIC AUX PUMP TO FILTER BROKEN @ FILTER. 2. HYDRAULIC LINE BROKEN @ B NUT ON LEFT REVERSER CONTROL VALVE. 3. FLEX LINE LEAKING @ PIN HOLE LOCATED FORWARD OF AUX PUMP. 4. HYDRAULIC LINE CRACKED @ KEEL BEAM CHECK VALVE. PHL MAINTENANCE REMOVED AND REPLACED ALL DAMAGED LINES. ALL FOUR AIRCRAFT MAIN TIRES AND ALL FOUR AIRCRAFT BRAKES WHERE ALSO REMOVED AND REPLACED AT PHL. ALL MAINTENANCE DOCUMENTED IN AIRCRAFT MAINTENANCE LOG. 20000803005749A (-23) THE PILOT LOST DIRECTIONAL CONTROL DURING THE LANDING ROLL OUT RESULTING IN TAKING A RUNWAY LIGHT AND A GROUD LOOP. THE LANDING RUNWAY WAS 18, AND THE WIND WAS OUT OF THE EAST ESTIMATED AT TEN KNOTS. 20000803012309A (-23) ON TAKE OFF ROLL, AIRCRAFT BECAME AIRBORNE MOMENTARILY, AND CRASHED, STRIKING LEFT WING TIP AND ENGINE. THE FIRE THAT ENSUED DESTROYED THE AIRCRAFT AND CAUSED THE FATAL INJURIES TO THE PILOT. 20000803013649A (-23) ON AUGUST 8, 2000 AT APPROX. 2200 LOCAL, HELI N10864 CRASHED ON TAKE-OFF FATALLY INJURING ONE PASSENGER AND SERIOUSLY INJURING THE OTHER. THE HELI WAS IN A 2-3 FOOT HOVER, ON TAKE-OFF, WHEN IT SUDDENLY ROLLED TO THE RIGHT. THE ROTOR BLADES STUCK THE GROUND THEN CAME AROUND AND STRUCK THE LEFT SIDE OF THE FUSELAGE. THE HELI ROLLED 360 DEGREES AND CAME TO REST ON THE SKIDS APPROX 50 FEET FROM THE AREA IT WAS HOVERING OVER. THE PILOT RECEIVED MINOR INJURIES. (.4) DURING TAKEOFF, PRIOR TO TRANSITIONING TO FORWARD FLIGHT, THE HELICOPTER ROLLED VIOLENTLY TO THE RIGHT ONE COMPLETE REVOLUTION, IMPACTING THE GROUND INVERTED AND THEN COMING TO REST UPRIGHT ON ITS SKIDS. A PASSENGER IN THE LEFT, FRONT SEAT, RESTRAINED BY A LAP BELT AND PARTIALLY RESTRAINED BY A SHOULDER BELT THAT SEPARATED UNDER LOAD, WAS STRUCK ON THE HELMET AND LEFT SHOULDER BY A MAIN ROTOR BLADE THAT SWEPT ALONG THE LEFT SIDE OF THE HELICOPTER AND WAS SERIOUSLY INJURED. A PASSENGER IN THE LEFT REAR SEAT, WITH A LAP BELT BUT WITHOUT A SHOULDER RESTRAINT AVAILABLE, WAS PARTIALLY EJECTED FROM THE HELICOPTER AND WAS STRUCK BY THE PASSING MAIN ROTOR BLADE AND FATA LLY INJURED. SIX WITNESSES AND THE PILOT REPORTED THE HELICOPTER WAS HOVERING AT BETWEEN 2 AND 5 FEET ABOVE THE GROUND BEFORE THE ROLL ENSUED. IN THE 2-HOUR PERIOD BEFORE THE ACCIDENT, A THUNDERSTORM PASSED WEST OF THE ACCIDENT LOCATION AND THERE WAS A WINDSTORM AT THE ACCIDENT LOCATION ESTIMATED TO HAVE BEEN 50 - 60 KNOTS. THE MAIN AND TAIL ROTOR BLADES WERE SECURED DURING THE WINDSTORM. AT THE TIME OF THE ACCIDENT, THE WIND WAS STEADY ON THE NOSE OF THE HELICOPTER AT 5 - 10 KNOTS. NONE OF THE WITNESSES REPORTED OBSERVING ANY DUST DEVILS OR UNSTEADY WIND. THE GROUND SURFACE NEAR THE INITIAL HOVER LOCATION, WHERE MARKS MAY HAVE BEEN PRESENT, WAS OBSCURED BY EMERGENCY VEHICLE MOVEMENT AND RAIN THAT FELL AFTER THE ACCIDENT AND PRIOR TO THE INVESTIGATOR'S ARRIVAL ON-SCENE. THE INVESTIGATION AND LABORATORY EXAMINATION OF FRACTURE SURFACES DID NOT REVEAL ANY EVIDENCE OF PREACCIDENT MECHANICAL FAILURES. 20000803021929I (-23)30 SECONDS AFTER TAKE OFF LOST ELECTRICAL POWER THEN ENGINE POWER. 20000803023959I (-23)UNLAWFUL ENTRY TO AIRCRAFT. THE AIRCRAFT WAS APPARENTLY TAXIED TO RUNWAY 24 BY AN UNKNOWN PERSON. A PERSON EXITED AIRCRAFT, APPILED FULL POWER AND ALLOWED AIRCRAFT TO PROCEED UNOCCUPIED ON RUNWAY 24. THE AIRCRAFT DEPARTED THE RUNWAY ON THE LEFT SIDE INTO HIGH GRASS. THE NOSE GEAR AND LEFT MAIN GEAR COLLAPSED. THE AIRCRAFT CAME TO A REST AT 108 DEGREES OF ENTRY INTO GRASS. THE WINGTIPS AND PROPELLER ALSO SUSTAINED DAMAGE. PENNSYLVANIA STATE POLICE HAVE OPENED A CRIMINAL MISCHIEF/ATTEMPTED THEFT INVESTIGATION. 20000803024779A (.4)THE ENGINE LOST POWER SHORTLY AFTER TAKEOFF. THE PILOT MADE A FORCED LANDING ON A STREET AND DURING THE LANDING ROLL, THE AIRPLANE STRUCK ROAD SIGNS, DAMAGING BOTH WINGS. THE PILOT TOLD FAA INSPECTORS THAT HE HAD DEPARTED ALBUQUERQUE INTERNATIONAL SUNPORT WITH HALF-FULL FUEL TANKS, AND HAD FLOWN TO SANTA FE AND LOS ALAMOS, NEW MEXICO. FROM THERE, HE FLEW TO DOUBLE EAGLE II AIRPORT. HE DID NOT PURCHASE FUEL AT EITHER AIRPORT. WHEN THE INSPECTORS EXAMINED THE AIRPLANE AT THE ACCIDENT SITE, THEY FOUND THE LEFT TANK WAS 'BONE DRY' AND ONLY 'RESIDUAL' FUEL COULD BE DETECTED IN THE RIGHT TANK. THE AIRPLANE HAS A FUEL CAPACITY OF 52 GALLONS. (-23) ON AUGUST 3, 2000, A MOONEY M-20-E, N6927U WAS CLEARED TO LAND ON RUNWAY 3 AT ALBUQUERQUE SUNPORT, WHEN THE PRIVATE PILOT REPORTED HIS ENGINE QUIT AND WAS LANDING ON A ROAD. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK SEVERAL ROAD SIGNS WHILE LANDING ON RIO BRAVO BLVD. APPROXIMATELY 3 MILES WEST OF THE AIRPORT. THE PILOT/OWNER AND SOLE OCCUPANT WAS UNINJURED AND TOLD THE INVESTIGATING INSPECTOR ON SCENE THAT HE RAN OUT OF FUEL. THE ON SCENE INVESTIGATION REVEALED THAT THE LEFT FUEL TANK WAS COMPLETELY EM PTY AND THE RIGHT TANK CONTAINED A MINIMAL AMOUNT OF FUEL. THE FUEL SELECTOR WAS TURNED TO THE LEFT TANK. 20000803025469I (-23)ON AUGUST 3, 2000, AT 1030 EST, BE-1900-C, N151GA OPERATED BY GULF STREAM INTERNATIONAL, THE NOSE LANDING GEAR WOULD NOT RETRACT AND NOSE LANDING GEAR INDICATED UNSAFE. THE LANDING GEAR HANDLE WAS CYCLED WITH NO SUCCESS. THE LANDING GEAR WAS EXTENDED MANUALLY BY PUMPING THE LANDING GEAR DOWN AND LOCKED. THE AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE LANDING GEAR UP LOCK SWITCH PN114-361044-1 DEFECTIVE. PART WAS REMOVED AND REPLACED AND OPERATION CHECK GOOD. 20000803030679I (-23)PILOT IN COMMAND AND OWNER/OPERATOR STATED HE MAY HAVE LANDED HARD AND THE NOSE TIRE CAME OFF THE RIM, CAUSING WHEEL RIM EXPOSURE TO THE RUNWAY SURFACE DURING ROLLOUT. A PIECE OF THE RIM BROKE LOOSE AND STRUCK ONE PROPELLER BLADE, NO ADDITIONAL DAMAMGE WAS NOTED. THE PILOT WAS NOT INJURED. THE PILOT/OWNER REQUESTED A FERRY PERMIT ON OCTOBER 25, 2000 FOR A FLIGHT FROM SOUTH CONTY AIRPORT OF SANTA CLARA COUNTY (Q99) TO WATTS-WOODLAND AIRPORT (O41) FOR ADDITIONAL REPAIR. THE REQUEST IS UNDER REVIEW. 20000803036299A (-23) ON AUGUST 3, 2000 A STUDENT PILOT, WHILE PRACTICING TOUCH AND GO TAKEOFFS AND LANDINGS AT CENTRAL ILLINOIS REGIONAL AIRPORT AT BLOOMINGTON, ILLINOIS, DID AFTER TOUCH DOWN, DEPART THE RUNWAY TO THE LEFT AND COLLIDED WITH A RUNWAY IDENTIFICATION SIGN. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE HOWEVER, THERE WERE NO INJURIES REPORTED BY THE PILOT, THE SOLE OCCUPANT. AN AFTER ACCIDENT INSPECTION REVEALED NO MALFUNCTION OR ABNORMALITIES OF THE AIRPLANE. (.4) ON AUGUST 3, 2000, AT 1304 CENTRAL DAYLIGHT TIME, A CESSNA 150M, N6087K, PILOTED BY A STUDENT PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING A LANDING ROLL ON RUNWAY 11 (6,500 FEET X 150 FEET, DRY/CONCRETE, ASPHALT) AT CENTRAL ILLINOIS REGIONAL AIRPORT (BMI), NEAR BLOOMINGTON, ILLINOIS. THE INSTRUCTIONAL SOLO FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT WAS UNINJURED. THE FLIGHT ORIGINATED FROM A PRIVATE FIELD NEAR NORMAL, ILLINOIS ABOUT 1230 AND WAS PRACTICING TOUCH AND GOES AT BMI AT THE TIME OF THE ACCIDENT. THE STUDENT PILOT STATED, "MY FIRST LANDING WENT SMOOTHLY AND I WENT AROUND FOR MY SECOND TRY. BECAUSE OF THE SLIGHT CROSS WIND FROM THE LEFT, AS I LANDED I TOUCHED THE LEFT MAIN DOWN JUST BEFORE THE RIGHT MAIN. AS I BROUGHT THE RIGHT MAIN ONTO THE [G]ROUND I FELT IT SHAKING AS IF [IT] WERE LOOSE OR SOMETHING OF THAT SORT. IT BECAME BETTER MOMENTARILY SO I DECIDED TO POWER UP AND TAKE OFF AGAIN. AS I DID, IT IMMEDIATELY BEGAN TO SHAKE AGAIN. I QUICKLY PULLED THE POWER SO I COULD TAXI TO THE RAMP AND TAKE A LOOK AT IT. JUST AS I TOOK THE POWER OFF I NOTICED THE PLANE WANTING TO PULL TO THE LEFT. I TRIED TO CORRECT THIS WITH RIGHT RUDDER. EVEN WITH FULL RIGHT RUDDER I COULDN'T CORRECT IT ENOUGH TO KEEP IT ON THE RUNWAY. I THEN TRIED THE RIGHT BRAKE BUT IT ALSO DID NOTHING TO KEEP ME ON THE RUNWAY. I THEN WENT OFF THE RUNWAY AND INTO THE GRASS." HE SAID, "I THEN SAW A RUNWAY SIGN DIRECTLY IN FRONT OF ME AND BEGAN TRYING TO MOVE ONE WAY OR THE OTHER IN AN EFFORT TO AVOID THE SIGN. NO MATTER WHAT I DID I FOUND MYSELF UNABLE TO CONTROL THE PLANE IN ANY WAY. I THEN RAN INTO AND THROUGH THE SIGN AND ACROSS A TAXI WAY. AFTER RE-ENTERING THE GRASS AGAIN I LOST THE NOSE WHEEL AND THE NOSE WENT DOWN INTO THE DIRT." AT 1304, THE BMI WEATHER OBSERVATION WAS: WIND 040 DEGREES AT 12 KNOTS; VISIBILITY 20 STATUTE MILES; SKY CONDITION SCATTERED 2,000 FEET BROKEN 20,000 FEET; TEMPERATURE 25 DEGREES C; DEW POINT 16 DEGREES C; ALTIMETER 30.10 INCHES OF MERCURY. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR PERFORMED A POSTACCIDENT INSPECTION OF THE AIRPLANE. THE INSPECTION REVEALED NO ANOMALIES. THE FAA INSPECTOR EXAMINED THE INSTRUCTOR PILOT'S AND STUDENT PILOT'S RECORDS. NO ANOMALIES WERE FOUND IN THE STUDENT PILOT'S TRAINING. 20000804006409A (-23) ON AUGUST 4, 2000, AT APPROXIMATELY 0745 EASTERN DAYLIGHT TIME, A PIPER PA-46-350P, MALIBU MIRAGE, N198PM, WAS DESTROYED WHEN IT COLLIDED WITH A UTILITY POLE, BUS STOP, AND BRICK WALL AND BURST INTO FLAMES DURING TAKEOFF FROM DANIEL FIELD AIRPORT, AUGUSTA, GEORGIA. THE INSTRUMENT-RATED COMMERCIAL PILOT AND TWO PASSENGERS AND ONE LARGE DOG WERE FATALLY INJURIED. VISUAL METEORLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER TITLE 14 CR PART 91. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT, WITH A PLANNED FUEL STOP OF ATLANTIC CITY, NEW JERSEY. ACCORDING TO SEVERAL WITNESSES AT THE DANIEL FIELD AIRPORT, THE PILOT WAS INTENDING TO FLY THE TWO PASSENGERS AND THEIR DOG TO PORTLAND, MAINE, AFTER THE FUEL STOP IN ATLANTIC CITY, NEW JERSEY. THE MALE PASSENGER HAD REPORTEDLY MADE ARRANGEMENTS THE PRIOR EVENING FOR THE FLIGHT WITH HIMSELF AS THE SOLE PASSENGER; HOWEVER, HE ARRIVED ON THE MORNING OF THE ACCIDENT WITH A SECOND PASSENGER, ADDITIONAL BAGGAGE, AND ONE LARGE DOG WEIGHING APPROXIMATELY 100 POUNDS ACCORDING TO WITNESSES. PRIOR TO DEPARTURE, THE AIRCRAFT WAS TOPPED OFF WITH FUEL. THE AIRCRAFT WAS OBSERVED BY SEVERAL WITNESSES DEPARTING UPHILL ON RUNWAY 05 AND THE WIND WAS REPORTED BY DANIEL FIELD ASOS (AUTOMATED SURFACE OBSERVING SYSTEM) AS METAR (AVIATION ROUTINE WEATHER REPORT) KDNL METAR 041153Z 210003 10 44 BKN 55 OVC 22/22/3010. ONE WITNESS OBSERVED THE AIRCRAFT AT APPROXIMATELY 30 FEET ABOVE GROUND LEVEL (AGL) IN A NOSE HIGH ATTITUDE TRAVELING PARALLEL TO THE GROUND AND NOT CLIMBING. HE OBSERVED THE LEFT WING DOWN ABOUT 15-20 DEGREES OF BANK AND THEN THE WINGS WERE LEVELED AND THE AIRCRAFT DESCENDED UNTIL IMPACT. ANOTHER WITNESS OBSERVED THE AIRCRAFT APPROXIMATELY 10 FEET ABOVE GROUND LEVEL (AGL) IN A NOSE HIGH ATTITUDE TRAVELING PARALLEL TO THE GROUND AND NOT CLIMBING. THIS WITNESS STATED THAT THE RIGHT WING DIPPED ABOUT 45 DEGREES AND THEN RECOVERED TO A WINGS LEVEL ATTITUDE. THE THE LEFT WING DIPPED ABOUT 45 DEGREES AND RECOVERED TO A WINGS LEVEL ATTITUDE. BOTH WITNESSES STATED THAT WHEN THEY SAW THE AIRCRAFT THE LANDING GEAR WAS EXTENDED, HOWEVER THE WITNESS OUT ALONG THE RUNWAY WITH THE BEST VIEW STATED THAT HE THOUGHT THE LANDING GEAR WAS RETRACTED PRIOR TO IMPACT. ALL THREE WITNESSES ON THE AIRPORT PROPERTY STATED THAT THEY DID NOT HEAR ANY UNUSUAL ABOUT THE ENGINE AND THOUGHT IT WAS FUNCTIONING PROPERLY. SEVERAL OTHER WITNESSES OBSERVED THE AIRCRAFT NARROWLY CLEAR A 6 (SIX) FOOT FENCE OFF THE DEPARTURE END OF THE RUNWAY. SHORTLY THEREAFTER, THE AIRPLANE IMPACTED A UTILITY POLE AND ROOF OF A BUS STOP, FOLLOWED BY IMPACTING A BRICK WALL APPROXIMATELY 100 FEET BEYOND. THE AIRPLANE EXPLODED ON IMPACT AND WAS PARTIALLY CONSUMED BY THE POST CRASH FIRE. END. 20000804007029A (-23) ON A TOUCH AND GO TAKE-OFF WITH A SIMULATED ENGINE FAILURE OF THE RIGHT INGINE THE STUDENT PILOT LOST CONTROL OF THE AIRCRAFT, THE INSTRUCTOR PILOT TRYED TO REGAIN CONTROL OF THE AIRCRAFT AND IN DOING SO THE AIRCRAFT WENT OFF THE RIGHT SIDE OF THE RUNWAY HITING A RUNWAY LIGHT WITH THE LEFT WING TIP. THE LEFTWING WAS DAMAGED AT THE TIP, THE WING TIP WAS RIPPED OFF, LANDING LIGHT AND SURROUNDING SKIN WAS DAMAGED, LEFT AILERON DAMAGED, WING SPAR DAMAGED AT THE WINGTIP, PILOT TUBE MOUNTING LOOSE SLIGHT DAMAGE. THE INSTRUCTOR PILOT REGAINED CONTROL AND CONTINUED THE TAKE-OFF AND MADE A CIRCURT AND RETURNED AND LANDED AT THIS TIME THE PILOTS NOTED THAT THERE WAS DMAAGE TO THE LEFT WING TIP, THEY ALSO NOTED DEBRE ON THE RIGHT SIDE OF THE RUNWAY IN THE AREA THAT THEY LOST CONTROL OF AIRCRAFT. THE INSTRUCTOR PILOTDECIDED TO RETURN TO THE TRAVIS AFB AERO CLUB IN THE AIRCRAFT WITH THE STUDENT PILOT, THE RETURN FLIGHT WAS MADE WITHOUT MISHAP ALTHOUGH THE AIRCRAFT WAS DAMAGED. 20000804009349A (-23) ON THURSDAY AUGUST 3, 2000 PILOT FUELED AIRCRAFT TO THE MAXIMUM CAPACITY OF 29 GALLONS OF FUEL. AT APPROXIMATELY 0600 HOURS THE PILOT FLEW FROM LODI (WESTWIND FARMS) TO FRENSO (FAT). ON FRIDAY AUGUST 4, 2000, APPROXIMATELY 1600 HOURS, AFTER REFUELING THE AIRCRAFT TO A MAXIMUM CAPACITY OF 29 GALLONS OF FUEL, THE PILOT BEGUN HIS RETURN FLIGHT BACK TO STOCTON AIRPORT (SCK) USING THE SAME ROUTE. WHEN APPROACHING SCK THE PILOT CONTACTED THE TOWER AND MADE AM EMERGENCY AUTOROTATION LANDING IN AN OPEN FIELD 2 MILES SOUTHEAST OF SCK. HARD LANDING RESULTED IN MAIN ROTOR BLADE HITTING THE TAIL BOOM CAUSING DAMAGE TO BOTH. FLIGHT TIME FROM FAT TO EMERGENCY LANDING WAS 1 HOUR AND 35 MINTUES. 20000804013789A (-23)THE PILOT, CURTIS ALLEN RODGERS WAS CIRCLING OVER A NEIGHBORHOOD AT AN ALTITUDE OF APPROXIMATELY 300 FEET. A WITNESS STATED THE AIRCRAFT WAS IN A TIGHT TURN AND THE ENGINE APPEARED TO SPEED UP AND THE AIRCRAFT "DROPPED LIKE A ROCK". THE AIRCRAFT CRASHED IN A YARD, STRIKING TWO SMALL TREES AND COMING TO REST IN THE MIDDLE OF THE STREET. THE PILOT WAS DECLARED DEAD AT THE SCENE. THE PASSENGER, DEBBIE RODGERS WAS TRANSPORTED TO ERLANGER MEDICAL CENTER BY LIFE FORCE AND REMAINS IN SERIOUS CONDITION. THE A/C WAS AN AQUILLA MANUFACTURED BY SOLO WINGS AND DISPLAYED THE PLACARD: "TO BE USED FOR INSTRUCTION ONLY" AND WAS UNREGISTERED. THE PILOT, CURTUS RODGERS HAS NO RECORDS AS BEING LISTED IN THE USUAL ULTRALIGHT AIRMAN REGISTRATION PROGRAM OR HAVING FAA EXEMPTION NO. 4274. 20000804014109A (-23) WHILE PRACTICING EMERGENCY MANUEVERS IN PREPARATION FOR A CHECKRIDE. ROSE INITIATED TWO SIMULATED ENGINE FAILURES AT APPROX. 1500 AGL WITH POWER RECOVERIES AT THE BOTTOM (NON-TOUCHDOWN) THE THIRD SIMULATED ENGINE FAILURE WAS AT AN ALTITUDE OF LESS THAN 50 FEET AGL. THE PILOT WAS NOT ABLE TO LAND THE HELI AT THE BOTTOM WITH A POWER RECOVERY. INSUFFICIENT ROTOR RPM REMAINED AT THE BOTTOM TO SUSTAIN A CUSHION EFFECT. THE HELI IMPACTED THE FROUND WITH SUFFICIENT FORCE SO AS TO SEPARATE THE TAIL BOOM AND FLATTEN THE LANDING GEAR. 20000804024329I (-23) PILOT LANDED ON RWY 18 AT WABASIS LAKE ARPT (M180) AND FAILED TO LOWER LANDING GEAR PRIOR TO LANDING. 20000804025719I (-23) NO NARRATIVE AVAILABLE. 20000804028459I (-23)ON 8/4/00, AN US AIRWAYS (USAA) DOUGLAS DC-9-30 AIRCRAFT, OPERATING UNDER FLIGHT 662, DEPARTED INDIANPOLIS (IND) EN ROUTE TO WASHINGON, DC (DCA) WHEN SHORTLY AFTER TAKE OFF THE PILOT DECLARED AN EMERGENCY AT0740 CST AND RETURNED, DUE TO A CHEMICAL FUMES ODOR IN THE MAIN CABIN. THE AIRCRAFT LANDED AT END RUNWAY 23L AT 0713 CST, CLEARED THE RUNWAY, STOPPED ON THE TAXIWAY AND SHUTDOWN THE ENGINES. THE AIRPORT FIRE DEPARTMENT PERSONNEL BOARDED THE AIRCRAFT TO CHECK FOR HAZARDOUS MATERIALS, A SHORT TIME LATER THE PARAMEDICAS BOARDED THE AIRCRAFT TO TREAT A PASSENGER. A SUPER GLUE TYPE ADHESIVE USED BY THE COMPANY MANTENANCE PERSONNEL TO REPAIR THE OVERHEAD PLASTIC PANEL AND DID NOT SET UP PROPERLY DRIPPED ON A PASSENGER, WHO WAS TAKEN TO THE METHODIST HOSPITAL FOR TREATMENT. THE REMAINING PASSNEGERS WERE DEPLANED NORMALLY AND BUSED TO THE TERMINAL AT 0731 CST (NO OTHER REPORTED INJURIES). THE AIRCRAFT WAS TOWED TO THE GATE AT 0741 CST. MAINTENANCE PERSONNEL REMOVED AND CLEANED THE GLUE MATERIAL FROM THE OVERHEAD PASSENGER SERVICE UNIT (PSU), ALSO THE AIR CONDITIONING PACK WATER SEPARATOR BAGS WERE REPLACED AS A PRECAUTIONARY. BOTH AIR CONDITIONING PACKS WERE RUN FULL HOT AND FULL COLD FOR APPROXIMATELY 30 MINUTES NO SMELL NOTED. THE OVERWEIGHT INSPECTION WAS COMPLETED AND THE AIRCRAFT WAS RELEASED TO SERVICE. 20000804029479I (-23)^PRIVACY DAT^, SKYDIVER, EXITED N4096D, THE PARACHUTE DEPLOYED AND FUNCTIONED NORMALLY. ^PRIVACY D^ WAS DOING HOOK TURNS AND FAILED TO MONITOR HIS ALTITUDE RESULTING IN A UNCONTROLLED LANDING. ^PRIVACY D^ INJURIES INCLUDE A BROKEN PELVIS, FEMUR FOOT, ANKLE AND RUPTURED BLADDER. 20000804029729I (-23)THE LANDING GEAR WOULD NOT EXTEND. HE SELECTED TO LAND IN FIELD FOR MINIMUM DAMAGE. AIRCRAFT TRAVELED ABOUT 150' AND TURNED 180 DEGREES FACING EAST. 20000804035609I (-23) N110AA WAS PILOT BY ^PRIVACY DATA OMI^ ON A FAR 135 FLIGHT WITH FOUR PASSENGERS TRAVELING FROM HEREFORD, TX TO ABILENE, TX ON 08/04/00. AS THE AIRCRAFT BECAME AIRBORNE, THE STAINLESS STEEL OIL LINE FROM THE ACCUMULATOR TO THE PROP GOVERNOR FAILED ON THE RIGHT ENGINE. WHEN THE ENGINE BEGAN TO SURGE. ^PRIVACY DA^ CONDUCTED AN INFLIGHT SHUTDOWN AND FEATHERED THE RIGHT PROPELLOR. WHILE TURNING BACK THE AIRPORT. ^PRIVACY DA^ FOUND AN ACCEPTABLE FIELD IN WHICH TO MAKE AN EMERGENCY LANDING. THERE WAS NO DAMAGE TO THE AIRCRAFT. OTHER THAN THE OIL LINE, AND NO INJURIES TO ANY OF THE AIRCRAFT OCCUPANTS. 20000804035779I (-23) ON AUGUST 4, 2000, AT APPROXIMATELY 1921 CDT, AMERICAN AIRLINES FLIGHT 2006, A DC-9-80, N274AA, LANDED AT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MISSOURI (MCI), AFTER DECLARING AN EMERGENCY DUE TO FUEL VENTING FROM THE LEFT WING. THE AIRCRAFT LANDED WITHOUT INCIDENT. AMERICAN AIRLINES MAINTENANCE RETOURQUED THE LEFT HAND AFT FUEL BOOST PUMP ACCESS PLATE MOUNT SCREW, LEAK CHECKED OK AND RETURNED AIRCRAFT TO SERVICE. WITH THIS REPORT, INCIDENT #CE2000LAC073 IS CONSIDERED CLOSED. 20000804035859I (-23) IN CRUISE WHILE ON A IFR FLT PLAN IN IMC CONDITIONS, SMOKE OCCURED IN COCKPIT. PIC TOOK EMERGENCY ACTIONS NOTIFIED ATC AND SHUTDOWN A/C ELECTRICAL SYSTEM. OPENED STROBE, ROTATING, BEACON AND LANDING LIGHT C/B'S. SMOKE CLEARED, REINSTATED ELECTRICAL POWER AND CONTINUED 15 MINS TO PLANNED LANDING AT ORT. AL012000020. 20000804036659A (-23) PILOT ATTEMPTING TO LAND ON RWY 36 (SOD RWY). PILOT STATED THAT ON APPROACH OVER TREES, REDUCED THROTTLE TO IDLE. WHILE LANDING, PILOT REPORTED HE BALLOONED BOUNCING THREE OR FOUR TIMES. ON-SITE INVESTIGATION INDICATES THAT ON FOURTH CONTACT WITH GROUND, THE NOSE GEAR SEPARATED FROM THE AIRCRAFT. GROUND MARKINGS INDICATE THREE PROPELLOR STRIKES IN SOD, FOLLOWED BY DEEP RUT LEADING TO THE AIRCRAFT, WHICH FLIPPED NOSE OVER, COMING TO A REST ON ITS BACK, WITH THE NOSE OF THE AIRCRAFT POINTING TO THE APPROACH END OF THE RWY. GROUND IMPRESSIONS INDICATE THE PILOT LANDED LONG, APPROX. TWO-THIRDS DOWN THE RWY, BEFORE MAKING FIRST CONTACT WITH THE GROUND. PILOT REPORTED NO ENGINE, FUEL OR FLIGHT CONTROL MALFUNCTIONS OR PROBLEMS. 20000804036939A (-23) PILOT SUFFERED ENGINE FAILURE ON DOWNWIND. AIRCRAFT LANDED IN CORNFIELD 1/4 MILE SHORT OF THE RUNWAY AND FLIPPED OVER. 20000804039169A (-23) PILOT WAS PRACTICING AEROBATICS AND INTENTIONALLY ENTERED AN INVERTED SPIN. AFTER TWO TURNS HE APPLIED RECOVERY CONTROLS AND THE A/C DID NOT RECOVER. AFTER 10 TO 12 TURNS-AS A LAST DITCH MANUEVER-PILOT REVERSED CONTROLS AND A/C RECOVERED. HOWEVER, THE A/C WAS LESS THAN 200 FEET ABOVE THE GROUND AND HAD INSUFFICIENT AIRSPEED TO REGAIN STABLE FLIGHT. IT IMPACTED IN A VACANT FARM FIELD, FLIPPED OVER NOSE FIRST, AND SLID TO A STOP AFTER 135 FEET. THE PILOT CRAWLED FROM THE WRECKAGE UNHURT. IN THE INTERVIEW, THE PILOT STATED THAT HE MAY NOT HAVE RECOGNIZED RECOVERY FROM AN INVERTED RIGHT SPIN TO AN UPRIGHT LEFT SPIN WHICH RESULTED IN HIS CONTINUING TO HOLD PRO-SPIN CONTROLS UNTIL DECIDING TO ATTEMPT A LAST DITCH MANUEVER AND REVERSE CONTROLS. HE FURTHER STATED HE MAY HAVE BECOME SOMEWHAT DISORIENTED DURING THE CONTINUAL SPINNING MANEUVER. 20000804041579I (-23) BARON SUSTAINED MINOR DAMAGE WHEN IT LANDED LONG ON RUNWAY 9 AT THE AXH AIRPORT. SEVERAL EYEWITNESS REPORTS SHOW THAT THE AIRCRAFT TOUCHED DOWN THE FIRST TIME WHEN IT WAS HALFWAY DOWN THE 5,000 FOOT LONG RUNWAY. THE BARON BOUNCED TWICE AND RAN OFF THE EAST END OF RUNWAY 9. THE NOSE GEAR COLLAPSED IN A SOFT MUDDY AREA AFTER THE AIRCRAFT EXITED THE RUNWAY. NO INJURIES TO THE PILOT OR HIS TWO PASSENGERS. 20000805004579A (.4) THE HOMEBUILT HELICOPTER WAS IN CRUISE FLIGHT AT 70 KNOTS APPROXIMATELY 600 FEET ABOVE GROUND LEVEL (AGL) WHEN THE PILOT HEARD A LOUD REPORT FROM BEHIND THE COCKPIT, FELT THE HELICOPTER YAW, AND THOUGHT THE TAIL ROTOR HAD DEPARTED THE HELICOPTER. AFTER HE ENTERED AUTOROTATION, HE REALIZED THAT HE STILL HAD TAIL ROTOR AUTHORITY. DURING THE DESCENT, THE ENGINE WAS RUNNING SMOOTHLY AT IDLE, AND HE CHOSE TO CONTINUE THE AUTOROTATION AT IDLE POWER. THE HELICOPTER TOUCHED DOWN IN A FIELD. AT THE END OF THE GROUND RUN, THE SKIDS BECAME ENTANGLED IN THE SOYBEAN CROP AND THE HELICOPTER ROLLED OVER. THE PILOT REPORTED THAT HIS POST-ACCIDENT EXAMINATION OF THE HELICOPTER REVEALED HE HAD LEFT A SPARK PLUG WIRE UNSECURED AFTER A RECENT INSPECTION, AND THAT HE WAS SURE THE LOOSE WIRE CAUSED THE INTERRUPTION IN POWER AND THE ADVERSE YAW DURING THE FLIGHT. HE SAID THERE WERE NO OTHER MECHANICAL DEFICIENCIES WITH THE HELICOPTER. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINES THE PROBABLE CAUSE(S) OF THIS ACCIDENT AS FOLLOWS. THE PILOT/OWNER'S INADEQUATE INSTALLATION OF AN IGNITION LEAD THAT RESULTED INA PARTIAL LOSS OF ENGINE POWER AND FORCED LANDING TO UNSUITABLE TERRAIN. A FACTOR IN THE ACCIDENT WAS THE SOYBEAN CROP IN THE FORCED LANDING SITE. (-23) SEE ATTACHED; NO ATTACHED NARRATIVE. 20000805009969A (-23) THE PILOT SUFFERED A HEART ATTACK WHILE AT THE CONTROLS DURING A FLIGHT FROM FT PIERCE, FLORIDA TO WINTER HAVEN, FL. THE PILOT WAS COMPLETELY INCAPACITATED AND MAY HAVE DIED IMMEDIATELY. WITH THE ASSISTANCE OF ATC AND THE PILOTS OF A NEARBY AIRCRAFT, THE AIRCRAFT MADE A SAFE LANDING AT WINTER HAVEN AND SUFFERED SLIGHT DAMAGE TO THE NOSE WHEEL PANT. THE NTSB IS NOT INVESTIGATING. NO NTSB REPORT TO BE ISSUED. 20000805011439A (-23) MR. MERCER STATED:LANDED LONG AND DECIDED TO MAKE A STANDARD GO-AROUND WITH FULL RPM AND MIXTURE. THE ENGINES DID NOT PRODUCE THE NECESSARY POWER TO SUSTAIN FLIGHT. MADE THE DECISION NOT TO LAND IN THE NOSE DOWN POSITION AND AT THE LAST SECONDS PULLED THE NOSE UP FOR A FULL STALL LANDING. (-19) ON AUGUST 05, 2000, ABOUT 0800 CENTRAL DAYLIGHT TIME, A CESSNA P337H, N5HN, REGISTERED TO AND OPERATED BY A PRIVATE OWNER AS TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED AFTER A GO-AROUND IN ALABASTER, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL-RATED PILOT REPORTED SERIOUS INJURIES. THREE PASSENGERS REPORTED NO INJURIES. THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM GALVESTON, TEXAS, THE SAME DAY AT AN UNKNOWN TIME. THE PILOT STATED THAT HE LANDED ON RUNWAY 33, AND WAS TOO FAST. HE ATTEMPTED TO GO AROUND, BUT IMPACTED THE GROUND BEYOND THE RUNWAY AND STRUCK A FURROW. THE FAA INSPECTOR, WHO EXAMINED THE AIRPLANE, STATED THAT HE FOUND THE AIRCRAFT WITH THE THROTTLE OF THE NUMBER ONE ENGINE PUSHED FULL FORWARD AND THE THROTTLE OF THE NUMBER TWO ENGINE ON THE IDLE POSITION. 20000805011939A (-23) PILOT WAS RETURNING TO THE OSBORNE, KANSAS AIRPORT AFTER SPRAYING A FIELD APPROXIMATELY 15 MILES WEST OF THE AIRPORT. APPROXIAMTELY 1.5 MILES NORTHWEST OF THE AIRPORT HE EXPERIENCED A TOTAL ENGINE FAILURE AND ATTEMPTED TO LAND A SOFT PLOWED FIELD. THE AICRAFT IMPACTED THE GROUND ON A SOUTH WEST HEADING AND CAME TO REST UPRIGHT AND APPROXIMATELY 200 FEET FROM IMPACT. THE PILOT WHO WAS NOT WEARING A HELMET AND DID NOT HAVE HIS SHOULDER HARNESS LOCKED-IN WAS THROWN FROM THE RIGHT SIDE OF THE AIRCRAFT AS IT CAME TO REST. (.4) ON AUGUST 5, 2000, AT APPROXIMATELY 0800 CENTRAL DAYLIGHT TIME, A PIPER PA-36-285, N57616, PILOTED BY A COMMERCIAL PILOT, WAS DESTROYED WHEN IT IMPACTED TERRAIN NEAR OSBORNE, KANSAS. THE 14 CFR PART 137 AERIAL APPLICATION FLIGHT WAS NOT ON A FLIGHT PLAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT, WHO WAS THE SOLE OCCUPANT, WAS FATALLY INJURED. THE LOCAL FLIGHT ORIGINATED FROM THE OSBORNE MUNICIPAL AIRPORT (K75), OSBORNE, KANSAS, AT AN UNDETERMINED TIME. THE AIRCRAFT WAS FOUND RESTING IN A SOFT FIELD OF WHEAT STUBBLE 2.3 MILES NORTHEAST OF K75 AT APP ROXIMATELY 0815. THE PILOT HAD REPORTEDLY COMPLETED SPRAYING OF CROPS AND WAS RETURNING TO K75 WHEN THE ACCIDENT OCCURRED. THERE WERE NO REPORTED WITNESSES TO THE ACCIDENT. 20000805015289A (-23) ON AUGUST 5, 2000, MR. STEVEN L. THOMPSON OPERATED AVID MARK IV, N619T, AN EXPERIMENTAL A/C, AS PILOT IN COMMAND AT THE FLYING BAR H RANCH AIRPORT, EAST OF SPRINGFIELD, MO. AT APPROX. 0650 CDT, HE ATTEMPTED TO TAKE OFF FROM RWY 06, BUT COULD NOT SUSTAIN LIFT AND CRASHED INTO TREES OFF THE END OF THE RUNWAY. MR. THOMPSON ADMITTED HE ATTEMPTED A TAKEOFF WITH A QUARTERING TAILWIND AND THAT THE RUNWAY SURFACE HAD GRASS SIX INCHES IN HEIGHT. 20000805019199I (-23) ON AUGUST 5, 2000 A CALL WAS MADE BY A STUDENT PILOT AND HIS INSTRUCTOR USING A SPEAKER TELEPHONE, SO BOTH COULD HEAR, TO THE MACON AFSS FOR THE PURPOSE OF OBTAINING A STANDARD WEATHER BRIEFING FROM AUGUSTA, GA., DANIEL FIELD (DNL) TO SYLVANIA, GA., PLANTATION AIRPORT (JYL) THEN ON TO ALLENDALE COUNTY, SOUTH CAROLINA (88J) AND RETURN TO AUGUSTA, GA., DANIEL FIELD. THERE WAS A NOTICE TO AIRMAN (NOTAM) MCN 08/068 ISSUED FOR JYL RUNWAY 5-23 CLSD TIL 0008072359. HOWEVER, THE STUDENT AND INSTRUCTOR WERE NOT PROVIDED WITH THIS SAFETY OF FLIGHT INFORMATION. AN AIRPORT ADVISORY WAS REQUESTED APPROX. 10 MINUTES PRIOR TO LANDING AT JYL WITH NO RESPONSE RECEIVED FROM UNICOM. THE INSTRUCTOR STATED THAT THE AIRPORT ROTATING BEAM, RUNWAY LIGHTS ON RUNWAY 5-23, WIND SOCK, AND PAPI LIGHTS WERE ALL ILLUMINATED. THE INSTRUCTOR SAID THAT AFTER LANDING ON THE END OF ROTATING BEACON, RUNWAY LIGHTS ON RUNWAY 23 AND APPROX. 350 FEET FROM THE BEYOND THE THRESHOLD THE A/C RAN OVER A WHITE PLYWOOD X HELD DOWN BY SAND BAGS PAINTED WHITE. 20000805020559I (-23)PILOT LANDED IN A LARGE OPEN, GRASS COVERED FIELD. THE WIND WAS APPROXIMATELY TEN KNOTS. THE PILOT EXECUTED A HIGH-WIND LANDING PROCEDURE. THE BALLOON TOUCHED DOWN JUST PRIOR TO (NORTH OF) AN UNIMPROVED, PRIVATE LANE WHICH RAN EAST OF AND PERPENDICULAR TO U.S. ROUTE 13. THE LANE WAS ABOUT AT THE MID-POINT OF THE FIELD. JUST SOUTH OF THE LANE WERE GREEN-COLORED ELECTRICAL LINES GOING TO AN ABANDONED HOUSE EAST OF THE TOUCH DOWN AREA. NORTH OF THE POLES SUPPORTING THE ELECTICAL LINES WERE TREES WHICH BLOCKED THE VIEW OF THE POLE FROM THE PERSPECTIVE OF A PILOT LANDING FROM THE NORTH. AFTER THE PILOT LANDED, THE PILOT PULLED THE VENT LINE TO DEFLATE THE BALLOON AND THE PASSENGERS EXITED THE BASKET. WHILE THE BALLOON ENVELOPE WAS BEING DEFLATED, THE TOP OF THE BALLOON ENVELOPE CAME DOWN ACROSS THE LANE AND MADE CONTACT WITH THE ELECTRICAL WIRES. THE PILOT SAW SMOKE AND MOVED AWAY FROM THE BALLOON AND BASKET. THE BALLOON ENVELOPE IGNITED AND BURNED. 20000805025139I (-23)PILOT LOWERED GEAR HANDLE AND DID NOT GET ANY GREEN LIGHT INDICATION. POSITION INDICATOR SHOWED GEAR PARTIALLY EXTENDED. CONFIRMED BY GROUND OBSERVERS. MANUAL EXTENSION HANDLED SPUN FREELY. PILOT LANDED ON GRASS NEXT TO RUNWAY 32. PROP, GEAR DOORS, AND ANTENNA DAMAGED. NO INJURIES. 20000805025629I (-23)AIRCRAFT EXPERIENCED PARTIAL POWER FAILURE IN LEVEL FLIGHT. BEING INVESTIGATED AT THIS TIME. 20000805027319I (-23)PILOT WAS DISTRACTED DURING LANDING AND FAILED TO CHECK THE LANDING GEAR AND LANDED WITH GEAR UP POSITION. MINOR DAMAGE TO THE AIRCRAFT. THE PILOT WAS THE ONLY OCCUPANT IN THE AIRCRAFT. 20000805028749I (-23)^PRIVACY DA^ STATED HE HAD SERVICED THE AIRCRAFT WITH AUTO FUEL, AND THE FUEL TANKS WERE PLACARDED FOR CAR GAS. WHEN APPROACHING THE CHILLICOTHE AIRPORT, CHILLICOTHE, MISSOURI, FOR LANDING, THE ENGINE STARTED RUNNING ROUGH AND STOPPED. ^PRIVACY DA^ STATED THAT WITH THE HIGH TEMPERATURE, HE TOUGHT THE ENGINE VAPOR LOCKED. AFTER THE AIRCRAFT WAS RETURNED TO THE CHILLICOTHE AIRPORT, THE FUEL TANK INDICATED ONE-FORTH FULL. THE AIRCRAFT LOGBOOKS REVEALED NO STC APPROVAL HAD BEEN GRANTED FOR THE AIRCRAFT. ^PRIVACY DATA^ LAST FLIGHT REVIEW WAS ADMINISTERED ON 8/22/99. 20000805029229I (-23)NWAA AIRCRAFT N304US WAS HOLDING SHORT OF RUNWAY 14R-32L AT TAXIWAY TNAGO 10 WHEN A DOBBS FOOD SERVICE VAN STRUCK THE AIRCRAFT ON THE OUTBOARD LOWER LEADING EDGE OF THE #2 ENGINE NOSE COWL AND THE RIGHT OUTBOARD FAN COWL. THE SERVICE VAN DRIVER WAS ISSURED A CITATION FOR FAILING TO YIELD TO AN AIRCRAFT. THE AIRCRAFT WAS TOWED BACK TO THE NWAA HANGER FACILITY. 20000805029749I (-23)RIGHT TIRE BLEW OUT DURING LANDING ROLL OUT AND PULLED AIRCRAFT OFF RIGHT SIDE OF RUNWAY, SOFT DIRT, BROKE RIGHT GEAR AND RIGHT WING AND PROPELLER HAD GROUND CONTACT. 20000805035549I (-23)ON 8/5/00 THE COMPANY PILOT WAS GIVING A CHECK OUT TO AN AIRCRAFT RENTER. ON THE SECOND TOUCH AND GO GOING THROUGH CLIMBOUT, THE LEFT SIDE OF THE COWLING OPENED. THE PILOT DECLARED AN EMERGENCY AND THE AIRCRAFT RETURNED TO THE ORIGINATING AIRPORT, BRACKETT AIRPORT, LA VERNE, CA. THE PILOT REPORTED THAT THE COWLING STAYED WITH THE AIRCRAFT TILL GROUND EFFECT THEN IT DEAPRTED WITHOUT HITTING THE AIRCRAFT. INVESTIGATION OF THIS INCIDENT SHOWED THAT THE LEFT SIDE HAD BEEN IMPROPERLY ATTACHED. INTERVIEW WITH THE PILOT IN COMMAND AND MAINTENANCE DEPARTMENT CLAIMED THE OTHER FAILED TO PROPERLY ATTACH THE COWLING. FOLLOWING THE INTERVIEWS, THIS OFFICE MADE A SAFETY RECOMMENDATION TO COMPANY MANAGEMENT,TO PUBLISH A PROCEDURE TO ALL AIRCRAFT RENTERS,AND MAINTENANCE TECHNICIANS TO FOLLOW WHEN REMOVING COWLINGS AND THE IMPORTANCE OF BEING ABLE TO IDENTIFY AN IMPROPERLY SECURED COWLING. 20000805039179A (-23) ON AUGUST 5, 2000, ABOUT 1000 EDT, A PIPER PA-18, N17080, WAS SUBSTANTIALLY DAMAGED WHILE MAKING AN EMERGENCY LANDING AT FRANCIS S. GABRESKI AIRPORT (FOK). WESTHAMPTON BEACH, NY. THE CERTIFICATED COMMERCIAL PILOT SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL BANNER-TOW FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE FLIGHT DEPARTED FOK ABOUT 0950 AND PICKED UP A BANNER SEVERAL MINUTES LATER. THE PILOT STATE THAT WHEN HE PICKED UP THE BANNER, THE TOW ROPE BECAME ENTANGLED AROUND THE AIRPLANE'S RUDDER HORN. WHEN HE REALIZED THE RUDDER WAS JAMMED AND THE BANNER WOULD NOT RELEASE, HE RETURNED TO FOK FOR LANDING. HE MAINTAINED A STEEP DESCENT ANGLE IN AN ATTEMPT TO LAND ON THE RUNWAY BEFORE THE BANNER STRUCK THE GROUND. THE AIRPLANE LANDED HARD, AND THE MAIN GEAR COLLAPSED. 20000805039779A (.4)ON AUGUST 5, 2000, AT 1200 CENTRAL DAYLIGHT TIME, A CESSNA 182M AIRPLANE, N182DG, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED THE RUNWAY FOLLOWING A LOSS OF CONTROL AT THE SHAWNEE MUNICIPAL AIRPORT, NEAR SHAWNEE, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY BASIN AVIATION INC., OF MIDLAND, TEXAS. THE INSTRUMENT RATED PRIVATE PILOT AND HER TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT, FOR WHICH AN IFR FLIGHT PLAN WAS FILED. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE MIDLAND AIRPARK, NEAR MIDLAND, TEXAS, AND WAS DESTINED FOR SHAWNEE, OKLAHOMA. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT REPORTED THAT SHE WAS CLEARED FOR THE ILS 17 APPROACH AT THE SHAWNEE MUNICIPAL AIRPORT. WHILE SHE WAS ON FINAL APPROACH, THE UNICOM OPERATOR REPORTED THE WINDS FROM 170 DEGREES AT 19 KNOTS. THE AIRPLANE WAS 5 FEET AGL WHEN A "WIND GUST FROM THE WEST LIFTED THE RIGHT WING," AND THE AIRPLANE "STALLED AND BOUNCED." SHE ADVANCED THE THROTTLE, REGAINED CONTROL OF THE AIRPLANE, AND EXECUTED THE SECOND TOUCHDOWN WITHOUT FURTHER INCIDENT. SHE STATED THAT THE WIND, AT THE TIME OF THE ACCIDENT, WAS FROM THE SOUTHWEST AND GUSTY. SHE ADDED THAT SHE HAD RECEIVED A DUAT'S WEATHER BRIEFING BEFORE THE FLIGHT, AND THE WINDS WERE FORECAST TO BE FROM THE SOUTH BETWEEN 17 AND 22 KNOTS. AT 1153, THE WEATHER OBSERVATION FACILITY AT THE WILL ROGERS WORLD AIRPORT, OKLAHOMA, CITY, OKLAHOMA, (LOCATED 30 MILES EAST OF THE ACCIDENT SITE) REPORTED THE WINDS FROM 200 DEGREES AT 15 KNOTS. AT 1253 THE WINDS WERE REPORTED FROM 200 DEGREES AT 17 KNOTS, GUSTING TO 22 KNOTS. THE FAA INSPECTOR REPORTED THAT THE ENGINE FIREWALL WAS WRINKLED AND THE PROPELLER BLADES WERE BENT. MULTIPLE ATTEMPTS BY THE NTSB TO OBTAIN A COMPLETED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), WERE NOT RESPONDED TO BY THE PILOT. (-23) ON OCTOBER 5, 2000 AT 08:45 AIRCRAFT N182DG DEPARTED MIDLAND AIRPORT (MDD) ON AN IFR FLIGHT PLAN FOR SHAWNEE OK (SNL). DURING LANDING AT SNL ON RUNWAY 17 DURING A GUST OF WIND THE AIRCRAFT STALLED AT ABOUT 5 FEET ABOVE THE RUNWAY. THE AIRCRAFT IMPACTED THE RUNWAY WITH THE PROPELLER AND THE NOSE LANDING GEAR. THE IMPACT BENT THE LAST 3 INCHES OF THE PROPELLER AND BENT THE FIREWALL. NO OTHER DAMAGE WAS NOTED ON THE AIRCRAFT. 20000805039989A (-23)THE PILOT STATED THAT ON APPROACH INTO POST MILLS VERMONT, HE SAW AN ULTRA-LIGHT AIRCRAFT ON THE RUNWAY. HE PROCEEDED TO CONDUCT A GO-AROUND, HOWEVER THE ENGINE LOST POWER. UPON INVESTIGATION OF THE AIRCRAFT, THE LEFT TANK WAS FOUND EMPTY, FUEL CAME OUT OF THE RIGHT TANK WHEN OPENED AND WHEN THE FUEL SELECTOR WAS SELECTED TO THE RIGHT TNAK, FUEL FLOWED FROM THE TANK THE FUEL SUMP, WHICH WAS BROKEN, AND THE ODOR OF FUEL WAS DETECTED. (.4)ON AUGUST 5, 2000, ABOUT 1845 EASTERN DAYLIGHT TIME, A CESSNA 140, N73044, WAS SUBSTANTIALLY DAMAGED AFTER IT EXPERIENCED A POWER LOSS DURING A GO-AROUND AT POST MILLS AIRPORT, POST MILLS, VERMONT. THE CERTIFICATED AIRLINE TRANSPORT PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT THAT WAS CONDUCTED UNDER 14 CFR PART 91. THE PILOT REPORTED THAT HE WAS RETURNING HOME FROM ROCKLAND, MAINE, AND ENTERED THE TRAFFIC PATTERN AT POST MILLS FOR LANDING. THE TAKEOFF AND EN ROUTE PHASE OF THE FLIGHT HAD BEEN CONDUCTED WITH THE FUEL SELECTOR ON THE LEFT TANK. WHILE ON BASE LEG FOR RUNWAY 04, THE FUEL SELECTOR WAS REPOSITIONED TO THE RIGHT TANK, WHICH WAS FULL. ON FINAL APPROACH, WHEN THE AIRPLANE WAS ABOUT 150 TO 200 FEET ABOVE THE RUNWAY, AN ULTRALIGHT PULLED IN FRONT OF THE PILOT AND HE INITIATED A GO-AROUND. THE PILOT FIRST TURNED TO THE RIGHT, TO PARALLEL THE RUNWAY ON THE RIGHT SIDE, AFTER WHICH, THE ENGINE LOST POWER. THE PILOT STATED THAT HE TURNED THE FUEL SELECTOR, MAGNETO SWITCH, AND MASTER SWITCH, EACH TO OFF AS THE AIRPLANE BEGAN BRUSHING THE TOPS OF THE TREES. THE AIRPLANE DESCENDED THROUGH TREES AND CAME TO REST ON THE GROUND IN A NOSE LOW ATTITUDE. AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION (FAA) EXAMINED THE AIRPLANE AND REPORTED THE FUEL SELECTOR WAS IN THE OFF POSITION. THERE WAS NO EVIDENCE OF A FUEL SPILL ON THE GROUND, AND INTERVIEWS WITH LOCAL FIRE DEPARTMENT PERSONNEL, WHO INITIALLY RESPONDED TO THE ACCIDENT SITE, REVEALED THE ODOR OF FUEL WAS NOT DETECTED. THE LEFT FUEL TANK WAS EMPTY, AND WHEN THE CAP WAS LOOSENED ON THE RIGHT TANK, FUEL GUSHED OUT AROUND THE EDGES OF THE CAP. WHEN THE FUEL SELECTOR WAS POSITIONED TO THE RIGHT TANK, FUEL FLOWED FROM THE RIGHT TANK TO THE SUMP, WHICH WAS BROKEN, AND THE ODOR OF FUEL WAS DETECTED IN THE AIR. ACCORDING TO THE PILOT, HE HAD BEEN AIRBORNE FOR 1 HOUR, 43 MINUTES. ACCORDING TO THE CESSNA 140 OWNER'S MANUAL, THE CAPACITY OF THE WING FUEL TANKS WAS 12.5 GALLONS EACH. 20000805042409A (-23) ON AUGUST 5, 2000 AT ABOUT 1030 ADT A TUNDRA TIRE EQUIPPED PIPER PA-12 N2796M WAS INVOLVED IN A LANDING ACCIDENT NEAR THE THEODORE RIVER, ALASKA. ACCORDING TO THE PILOT THE WIND WAS ALMOST CALM AND THE LANDING ATTEMPT WAS ON A NARROW ROAD. JUST AT THE FLARE A SLIGHT BREEZE PUSHED THE AIRCRAFT SIDEWAYS AND IT RESULTED IN A GROUND LOOP. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT AND HIS PASSENGER SUSTAINED BRUISES. 20000805043029A (-23) PILOT STATED THAT ON APPROACH TO LAND AT EASTPORT AIRPORT, HE SAW ANOTHER AIRCRAFT BACK TAXIING. AFTER RADIO CONTACT WITH OTHER AIRCRAFT THE PILOT STATED HE DID A FEW 360 DEGREE TURNS WAITING FOR OTHER AIRCRAFT TO DEPART. UPON SETTING UP FOR LANDING PILOT STATED HE PUT ON CARBURETOR ICE AND DID NOT NOTICE ANY PROBLEMS. ON THE BASE LEG THE PILOT STATED THAT THE ENGINE LOST POWER. PILOT STATED HE PROCESSED TO DO A LOST ENGINE/EMERGENCY LANDING. AIRCRAFT CLIPPED SOME PINE TREES BEFORE HITTING A FENCE AND COMING TO REST. 20000806006379A (-23) THE PILOT STATED THAT HE WAS PARTICIPATING IN A BALLOON RACE WITH GATESWAY INTERNATIONAL BALLOON FESTIVAL. HE HAD FOUR PASSENGERS ON BOARD. THE WINDS HAD PICKED UP BEFORE THE END OF THE FLIGHT. HE SELECTED AN OPEN FIELD TO LAND IN THAT WAS SURROUNDED BY TREES. HE TOUCHED THE TOP OF THE TREES TO SLOW FORWARD MOTION. AS HE DESCENDED, HE PULLED THE ENVELOPEE CORD ABOUT 10 FEET ABOVE THE GROUND TO DUMP THE ENVELOPE. WHEN THE BASKET HIT THE GROUND, ONE PASSENGER, WHO WAS NOT HOLDING ON AT ALL, FELL OUT. HE RECEIVED MINOR INJURIES. THE BASKET WAS DRAGGED ABOUT 25 FEET BEFORE COMING TO A STOP. THE OTHER THREE PASENGERS AND THE PILOT WERE NOT INJURED. 20000806010169A (-23) MR. DAVID EDGERLY WAS PILOT IN COMMAND OF A PIPER PA-22, N4689Z, ON A VFR FLIGHT FROM DUCHESNE, UTAH, (U69) TO SALTLAKE CITY. SHORTLY AFTER TAKEOFF FROM THE U69, THE ENGINE QUIT. SINCE HE WAS ONLY 1,000 FEET AGL, HE ELECTED TO FIND A LANDING SPOT. HE SELECTED THE SHORE LINE OF STRAVATION RESERVOIR NEAR DUCHESNE. DURING THE LANDING ROLL THE AIRPLANE NOSE OVER. THIS REPORT IS FINAL AND CLOSED. 20000806010589A (-23) THE PILOT REPORTED BEING INVOLVED IN AERIAL APPLICATION. AT APPROXIMATELY 11:15 A.M. LOCAL TIME, THE PILOT BEGAN A CLIMB FROM A SPRAYING RUN. DURING THE CLIMB FOR THE TURN, THE PILOT REPORTED THAT THE ENGINE BEGAN RUNNING VERY ROUGH. AS HE LOOKED FOR A PLACE TO LAND, THE PILOT REPORTED SEEING SMOKE COME FROM THE ENGINE. THE PILOT MADE AN EMERGENCY LANDING IN A SOY BEAN FIELD. HOWEVER, THE PILOT WAS UNABLE TO STOP THE AIRCRAFT BEFORE IT HIT A DITCH ACROSS THE FIELD. THE AIRCRAFT STRUCK THE DITCH AND THE LEFT MAIN LANDING GEAR WAS TORN FROM THE AIRCRAFT. THE LEFT WING THEN RECEIVED HEAVY DAMAGE, THE LEFT HORIZONTAL STABILIZER AND ELEVATOR WERE ALSO DAMAGED. THE PILOT REPORTED NO FUEL OR CHEMICAL SPILL FROM THE ACCIDENT. (.4) ON AUGUST 06, 2000, ABOUT 1115 EASTERN DAYLIGHT TIME, A CESSNA 188B, N4439Q, REGISTERED TO AND OPERATED BY MIKE'S SPRAYING SERVICE AS A TITLE 14 CFR PART 137 AGRICULTURAL FLIGHT, MADE A FORCED LANDING IN WASHINGTON, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL-RATED PILOT REPORTED NO INJURIES AND THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM GREENVI LLE, NORTH CAROLINA, ABOUT 0945. THE PILOT/OWNER STATED THAT HE WAS MANEUVERING DURING SPRAYING ACTIVITIES, WHEN HE LOST ENGINE POWER, OBSERVED SMOKE COMING FROM THE ENGINE COMPARTMENT, AND ATTEMPTED A FORCED LANDING. DURING ROLLOUT, THE PILOT STATED THAT HE SAW A DITCH AND TRIED TO AVOID IT. THE AIRCRAFT SKIDDED SIDEWAYS AND PITCHED OVER ON ITS NOSE. -THE PILOT/OWNER SAID THAT HE DID NOT TEAR DOWN THE ENGINE AFTER THE ACCIDENT, BUT ON THE NTSB FORM 6120.1/2, UNDER MECHANICAL MALFUNCTION FAILURE, HE WROTE, "...POSSIBLE CONNECTING ROD BREAKAGE OR PISTON PIN FAILURE...." THE PILOT/OWNER TOLD THE FAA AFTER THE ACCIDENT HE LOOKED INTO THE ENGINE AREA AND OBSERVED "A HOLE IN THE CRANKCASE OF THE ENGINE." THE AIRPLANE HAD ACCUMULATED 52 FLIGHT HOURS SINCE THE LAST ANNUAL INSPECTION. 20000806011759A (-23) PILOT WAS UNABLE TO GAIN ALTITUDE AFTER TAKE OFF AND CRASHED IN A HOUSING DEVELOPMENT. 20000806012029A (-23) PILOT INDUCED, HARD LANDING CAUSED THE LEFT MAIN GEAR TIRE TO FAIL, PROP STRUCK THE GROUND DAMAGING THE LEFT WING AND LEFT SIDE OF THE FUSELAGE, THIS CAUSED THE AIRCRAFT TO VEER LEFT AND COLLIDED WITH N5425S WHICH WAS PARKED IN THE TIEDOWN AREA. 20000806013099A (-23) BALLOON BASKET TIPPED ON LANDING BECAUSE OF A BUSH BEING IN THE FIELD. WOMAN PASSENGER 72 YEARS OLD LOST HER BALANCE SLIPPED AND BROKE AN ANKLE. THE FOUR OTHER PASSENGERS WERE INJURED. OTHER THAN THE TIPPING OF THE BASKET THIS WAS ANORMAL LANDING. WEATHER WAS NOT A FACTOR. 20000806019349I (-23) ON 8/6/2000 N4785B (C-152II, SERIAL NUMBER 15283633) WAS PILOTED BY^PRIVACY DATA OMITTED^ HAS AROUND 54 HOURS TOTAL AND 53 HOURS IN CESSNA 152S OF WHICH 2.9 HAD BEEN SOLO AND A TOTAL OF 165 LANDINGS.^PRIVACY D^STATED THAT WHEN SHE WAS ON FINAL APPROACH TO RUNWAY 23 AT KDNL IN AUGUSTA, GA. SHE SAW A WIRE AND TRIED TO LIFT UP. SHE CAUGHT THE WIRE ON THE NOSE GEAR. THE AIRSPEED DROPPED TO 40 KNOTS AND THE STALL HORN SOUNDED, SO SHE LOWERED THE NOSE TO RECOVER AIRSPEED. SHE THEN RADIOED UNICOM THAT SHE WAS IN TROUBLE AND REQUESTED HELP. SHE THEN CLIMBED TO 1250 FEET AND CIRCLED THE AIRPORT TO LAND ON RUNWAY 5. HER FLIGHT INSTRUCTOR STATED THAT SHE HAD BEEN HIGH ON PREVIOUS APPROACHES. INVESTIGATION OF THE SITE AND PLANE REVEALED THAT^PRIVACY DA^CAUGHT A TELEPHONE WIRE WITH NOSE GEAR AND THEN THE WIRE BROKE. 20000806020599I (-23)THE PILOT WAS PREPARING TO LAND ON A BEACH AT LAKE CREEK AND THE YENTNA RIVER. HE STATED THAT HE DID TWO FLY BY'S TO INSPECT THE LANDING AREA. JUST AFTER TOUCH DOWN, THE LEFT MAIN GEAR HIT A PIECE OF DRIFT WOOD. THE AIRCRAFT PULLED TO THE RIGHT SLIGHTLY, THE TAIL TIPPED UP, AND THE NOSE TIPPED DOWN WHERE THE PROPELLER MADE CONTACT WITH THE GRAVEL SURFACE. THE PILOT STATED THAT HE HAD NOT SEEN THE DRIFTWOOD PRIOR TO RUNNING OVER IT. THERE WAS NO OTHER DAMAGE TO THE AIRCRAFT OTHER THAN THE PROPELLER. 20000806021329I (-23) SEE ATTACHMENT 20000806024269I (-23)AIRCRAFT STRUCK A 4 FOOT HIGH PASTURE FENCE WHILE ATTEMPTING TO LAND AT A PRIVATE 1100 FOOT LANG GRASS STRIP. CONTACT WITH FENCE WAS LIMITED TO THE TAILWHEEL ONLY. NO APPARENT DAMAGE TO THE AIRCRAFT UPON SUBSEQUENT INSPECTION BY AN AUTHORIZED MECHANIC. PILOT IS A LOW TIME AIRMAN AND FLIES AN AVERAGE OF 10 TO 20 HOURS PER YEAR. ^PRIVACY DATA OMITTED^ 20000806026389I (-23)ON 8/06/2000 THE PILOT BACK TAXIED TAYLOR CRAFT N95846 TO THE NORTH END OF LELAND LAKE FOR A TAKE OFF TO THE SOUTH. THE LAKE WAS CALM AND GLASSY. THE PILOT STATED THAT HE BECAME AIRBORNE BUT THE AIRCRAFT WOULDN'T GAIN ALTITUDE. THE PILOT STATED THAT HE DIDN'T THINK HE WOULD BE ABLE TO CLEAR THE TREES AT THE OTHER END SO HE LANDED THE AIRCRAFT STRAIGHT AHEAD. THE AIRCRAFT TOUCHED DOWN IN A SLIP. THE FLOATS WERE DAMAGED ON TOUCHDOWN. THE PILOT WAS COUNSELED ON TAKE OFF PROCEDURES FOR GLASSY WATER AND ON THE NECESSITY FOR STAYING CURRENT. THE PILOTS FLIGHT INSTRUCTOR WILL MONITOR AND PROVIDE THE NECESSARY TRAINING AND CHECK RIDES TO COMPLETE HIS PRIVATE PILOT CERTIFICATE. 20000806026759I (-23)PIC STATED TIP OF ROTOR BLADE HIT POWERLINE. AN AMENDMENT WILL BE SENT AT A LATER DATE SUPPLYING MORE INFORMATION. 20000806026779I (-23)THE PILOT STATED THAT HE HAD COMPLETED A SPRAY RUN AND WAS MAKING A TURN TO LINE ON THE NEXT SPRAY RUN. AT ABOUT 150 FEET IN THE AIR AND THE ENGINE FAILED AND HE MADE AN EMERGENCY LANDING IN A FIELD. HE STATED THAT THE NUMBER 5 CYLINDER HAD BLOWN OFF THE ENGINE CAUSING THE SPEED RING TO DEPART THE AIRCRAFT. THE PARTS OF THE SPEED RING CAME IN CONTACT WITH THE WINDSHIELD, VERTICAL STABILIZER AND RUDDER CAUSING DAMAGE TO THEM. 20000806040909A (-23) DURING FLIGHT INSTRUCTION, THE STUDENT LANDED LONG WITH A TAIL WIND. THE AIRCRAFT WAS DAMAGED AS IT WENT THROUGH A FENCE AND FLIPPED OVER. 20000807005889A (-23) PILOT ALLOWED AIRCRAFT TO DRIFT OFF TO ONE SIDE OF THE RUNWAY TRIED TO CORRECT WITH BRAKE AND AIRCRAFT NOSED OVER. 20000807009239A (-23) AT 1700E TIME A FP65 MADE A FORCED LANDING IN AN AREA UNDER DEVELOPMENT ON HENDERSON RD BETWEEN ROUTE 1 AND 27, MIDDLESEX COUNTY, TWON OF NEW BRUNSWICK. THERE WERE 2 PEOPLE ON BOARD, INJURIES TO PILOTS KNEE. PAX-NO INJURIES NOTED. AIRCRAFT WAS RELEASED TO RILEYS AUTO BODY SHOP ON ROUTE 1, RILEY CUT CONTROL CABLES TO WING AND REMOVED WINGS FOR TRANSPORT TO BODY SHOP. ACFT TO BE MOVED TODAY TO PRINCETON AIRPORT. IT APPEARS ENGINE LOST A CONNECTING ROD ACCORDING TO MR. RILEY. HOLE IN BOTTOM OF ENGINE. WILL GO OUT TO PRINCETON TO CONFIRM DAMAGE EXTENT. PILOT HAS RETURNED PHONE CALL. ^PRIVACY DATA OMIT^ ACFT IS 1941 PORTERFIELD 65-FP65. IS TO BE RESTORED TO FLYING CONDITION BY OWNER WHO IS A&P MECHANIC. 20000807012849A (-23) AFTER TAKE-OFF THE UNCERTIFICATED PILOT DECIDED TO TURN AND COME AROUND FOR A LANDING. HE LOST CONTROL OF THE AIRCRAFT IN THE TURN AND HIT THE TOP OF A BUILDING AND THEN BOUNCED OFF AND HIT A PICK-UP BEFORE COMING TO REST ON THE GROUND. 20000807019359I (-23) ON 8/7/00, N815JT (BE-F33A SERIAL NUMBER CE-688) WAS PILOTED BY^PRIVACY DATA OMITTED^ LANDED AT KRYY, KENNESAW GA. AT 1559 LOCAL TIME AND WHILE TAXIING REACHED AND CRAB THE LANDING GEAR HANDLE WHILE MEANING TO CRAP THE FLAP HANDLE. HE THEN PROCEEDED TO RETRACT THE LANDING GEAR. THE LANDING GEAR DID BEGIN TO RETRACT THEN^PRIVACY^REALIZED HE HAD MADE A MISTAKE QUICKLY PUT THE GEAR HANDLE BACK DOWN. BY THE TIME^PRIVACY^PUT THE GEAR HANDLE DOWN THE NOSE GEAR HAD COLLAPSED AND THE MAIN GEAR WERE BEGINNING TO RETRACT BUT DID NOT RETRACT COMPLETELY. THE DAMAGE TO PLANE WAS MINOR. THE MAIN GEAR DOORS, PROPELLOR, COWLING, NOSE GEAR AND SOME OTHER MINOR PARTS WERE DAMAGED. 20000807021649I (-23)THE AIRCRAFT DEPARTED EUFAULA, ALABAMA (EUF) FOR A PART 91 FLIGHT. DURING THE TAKEOFF ROLL AT VR THE PILOTS FELT A PULL TO THE RIGHT AS IF A TIRE HAD BLOWN. THE TAKEOFF WAS CONTINUED SUCCESSFULLY. AS THE LANDING GEAR WAS RETRACTED IT WAS NOTICED THAT THE RIGHT MAIN GEAR RETRACTED NORMALLY, WHILE THE LEFT MAIN GEAR AND NOSE GEAR WERE DELAYED APPROXIMATELY 10 TO 15 SECONDS BEFORE RETRACTING. THE PILOTS DETERMINED THAT THEY NEEDED TO BURN OFF APPROXIMATELY 2 HOURS OF FUEL BEFORE LANDING SO THEY ELECTED TO FLY THE AIRCRAFT TO GREENSBORO, NC, WHERE THE LAST MAINTENANCE WAS PERFORMED. THE AIRCRAFT LANDED UNEVENTFULLY AND BEGAN TO PULL TO THE RIGHT DURING LANDING. THE PILOTS MAINTAINED DIRECTIONAL CONTROL AND STOPPED THE AIRCRAFT STRAIGHT AHEAD ON THE RUNWAY. POST FLIGHT INSPECTION REVEALED A COLLAPSED RIGHT MAIN GEAR STRUT. THE AIRCRAFT WAS TOWED FROM THE RUNWAY TO THE MAINTENANCE FACILITY. BOTH STRUTS HAD BEEN REPLACED APPROXIMATELY 1 WEEK PRIOR TO THIS OCCURRENCE. 20000807024259I (-23)WHILE GROUND POWER UNIT (GPU) WAS HOOKED UP TO THE AIRCRAFT A FIRE OCCURRED BEHIND THE GPU RECEPTACLE. FIRE WAS EXTINGUISHED USING A SHIRT AND FIRE EXTINGUISHER. ^PRIVACY DATA OMITTED^ 20000807024449I (-23) THE PILOT OF THE AIRPLANE LOST CONTROL WHEN LANDING. THE A/C SUFFERED MINOR DAMAGE. 20000807026179I (-23)^PRIVACY^ IN A STATEMENT TO THIS OFFICE: OPENED THE HANGER DOORS. PULLED THE AIRPLANE OUTSIDE WITH A THREE WHEELER; DISCONNECTED TOW BAR. LEFT THE THREE WHEELER SITTING IN FRONT OF THE AIRPLANE. PUT THE TOW BAR IN THE HANGER CLOSED THE DOORS. GOT IN THE AIRPLANE CRANKED UP AND RAN OVER THE THREE WHEELER. THIS ACTION CUT THE TIP OFF THE RIGHT PROP, SKIN DAMAGE TO THE FUSELAGE, UNDER WING AND THE HORIZONTAL STABILIZER. 20000807027439I (-23)ON AUGUST 7, 2000 AT 1931 LOCAL A MOONEY N231EC OWNED BY ^PRIVACY DATA OM^ MADE AN EMERGENCY LANDING DURING A CROSS COUNTRY FLIGHT FROM MANKATO, NM TO CALIFORNIA. VFR WEATHER CONDITIONS PREVAILED, NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS NOT DAMAGED AND THE PILOT AND PASSENGER WERE NOT INJURED. OIL WAS NOTED COMING FROM THE LEFT SIDE OF THE ENGINE. THE PILOT SHUT DOWN THE ENGINE AND MADE AN EMERGENCY LANDING AT HURON, SD. THE MECHANIC FOUND THE #4 ENGINE CYLINDER INTAKE ROCKERARM CAME LOOSE AND THE RETAINER NUT HAD BEEN PUSHED THROUGH THE ROCKER COVER. FURHTER INVESTIGATION REVEALED THAT THE PISTON FOR THIS CYLINDER HAD A HOLE BURNED THROUGH. 20000807027989I (-23)AIRCRAFT WAS COMING IN FOR A LANDING AND HIT A TRAILER THAT WAS BEING PULLED BY A TRUCK. A/C LOST THE LEFT LANDING GEAR. PILOT MANAGED TO LAND ON THE RUN WAY AND VEERED OFF INTO THE GRASS. MINOR DAMAGE TO THE A/C AND NO ONE WAS INJURED. PILOT WAS THE ONLY OCCUPANT ONBOARD THE A/C. 20000807035809I (-23)EXPERIMENTAL AIRCRAFT DEPARTED PALOMAR AIRPORT, CARLSBAD, CA. FOR LOCAL FLIGHT. APPROXIMATELY 20 MINUTES IN THE FLIGHT, THE AIRCRAFT'S ENGINE LOST POWER. THE PILOT INDICATED THAT THE POWER LOSS CAME WITHOUT ANY WARNING. THE PILOT EXECUTED A LANDING ON THE SOUTHBOUND LANE OF THE I-5 FREEWAY SOUTH OF THE LEUCADIA EXIT IN THE CITY OF ENCINITAS. THERE WAS NO INJURIES AND OR DAMAGE TO PERSONS, PROPERTY, OR THE AIRCRAFT. INVESTIGATION REVEALED A MALFUNCTION IN THE AIRCRAFT'S FUEL SYSTEM RELATED TO THE FUEL CONTROL UNIT(FUEL INJECTED ENGINE). FURTHER TESTS WILL BE CONDUCTED ON THE FUEL CONTROL UNIT TO DETERMINE THE MALFUNCTIONING COMPONENT BY A CERTIFIED REPAIR STATION. THIS INCIDENT REPORT IS NOT RELATED TO ANY NMAC'S OR PILOT DEVIATIONS REPORTED BY ATC. 20000808008189A (-23) ON AUGUST 8, 2000, AT 1530 EDT, A CESSNA-172, N3529Q, COLLIDED WITH TREES IN A SWAMPY AREA DURING AN ATTEMPTED FORCED LANDING NEAR MANTEO, NORTH CAROLINA. THE SIGHT-SEEING FLIGHT WAS OPERATED BY KITTY HAWK AERO TOURS UNDER THE PROVISION OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. ISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE COMMERICAL PILOT AND ONE PASSENGER RECEIVED MINOR INJURIES, AND TWO PASSENGERS WERE NOT INJURIED. THE FLIGHT DEPARTED KILL DEVIL HILL, NORTH CAROLINA, AT 1520. ACCORDING TO THE OPERATOR, APPROXIMATELY TEN MINUTES INTO THE SIGHT-SEEING FLIGHT, THE PILOT EXPERIENCED A COMPLETE LOSS OF ENGINE POWER. THE PILOT SELECTED A LOCATION FOR A FORCED LANDING AND ATTEMPTED A LANDING IN A SWAMPY AREA. THE ONSIGHT INVESTIGATION REVEALED THAT BOTH LEFT AND RIGHT FUEL TANK WERE EMPTY. (.4)ON AUGUST 8, 2000, AT 1530 EASTERN DAYLIGHT TIME, A CESSNA 172, N3529Q, COLLIDED WITH TREES IN A SWAMPY AREA DURING AN ATTEMPTED FORCED LANDING NEAR MANTEO, NORTH CAROLINA. THE SIGHTSEEING FLIGHT WAS OPERATED BY KITTY HAWK AERO TOURS UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PL AN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE COMMERCIAL PILOT AND ONE PASSENGER RECEIVED MINOR INJURIES, AND TWO PASSENGERS WERE NOT INJURED. THE FLIGHT DEPARTED KILL DEVIL HILLS, NORTH CAROLINA, AT 1520. BEFORE THE FLIGHT, THE PILOT PREFORMED A NORMAL PRE-FLIGHT INSPECTION OF THE AIRPLANE. THE PILOT CALCULATED THAT THE AIRPLANE HAD 1.2 HOURS OF FUEL ONBOARD BEFORE HE DEPARTED ON THE FIRST LEG OF THE SIGHTSEEING FLIGHT. APPROXIMATELY 25 MINUTES INTO THE SIGHTSEEING FLIGHT, THE PILOT EXPERIENCED A COMPLETE LOSS OF ENGINE POWER. THE PILOT SELECTED A LOCATION FOR A FORCED LANDING, AND MADE AN OFF-AIRPORT LANDING IN A SWAMPY AREA ADJACENT TO STATE HIGHWAY 264. THE ON-SITE EXAMINATION OF THE AIRPLANE REVEALED THAT THERE WAS NO FUEL IN THE RIGHT OR LEFT FUEL TANKS. NO MECHANICAL PROBLEMS WITH THE AIRPLANE WERE REPORTED BY THE PILOT, AND NO MECHANICAL PROBLEMS WERE DISCOVERED WITH THE AIRPLANE DURING THE ON-SITE EXAMINATION. THE PILOT REPORTED THAT THE ACCIDENT OCCURRED DURING THE SECOND TOUR ON THE ORIGINAL FUEL LOAD. 20000808008239A (-23) ON AUGUST 7, 2000 THE PILOT MADE TWO HIGH SPEED TAXI RUNS AND WAS UNABLE TO GET THE TAIL OF AIRCRAFT OFF THE GROUND. PILOT STATED THE AT THE AIRCRAFT GOT LIGHT ON THE MAIN GEAR AT APPROXIMATELY 65 KNOTS BUT WAS UNSURE IF TAIL LEFT THE GROUN. THE FOLLOWING MOURNING, AUGUST 8, 2000 THE PILOT INITIATED A HIGH SPEED TAXI RUN ON RUNWAY 9. THE AIRCRAFT BECAME AIRBORNE FOR A MOMENT PITCHED OVER AND THEN STRUCK THE RUNWAY VERY HARD ON ALL THREE WHEELS. THE AIRCRAFT THEN WENT INTO A STEEP CLIMB TO APPROXIMATELY 200 FEET AGL BEFORE LEVELING OFF AND DROPPING STRAIGHT DOWN TO THE RUNWAY. THE AIRCRAFT STRUCK THE RUNWAY IN A LEVEL ATTITUDE WITH VERY LITTLE FORWARD MOMENTUM. AIRCRAFT CAME TO REST APPROXIMATELY 60 FEET FROM POINT OF IMPACT. PILOT WAS PRONOUNCED DEAD TO THE SCENE. (.4) THIS WAS THE FIRST FLIGHT OF THIS AIRPLANE AFTER BEING BUILT. THE AIRPLANE WAS SEEN DEPARTING FROM RUNWAY 9, CLIMB AT A STEEP NOSE HIGH ATTITUDE TO AN ALTITUDE OF ABOUT 150 TO 200 FEET ABOVE THE GROUND; FALL FLAT TO THE GROUND, IMPACTING RIGHT SIDE UP, AND FLAT. VIDEOTAPE, MADE BY A RELATIVE OF THE PILOT, REVEALED THAT THE PILOT WAS HEARD SAYING HE WAS HAVING DIFFICUL TY IN GETTING THE TAIL UP. HE TOLD THE PEOPLE PRESENT, '...IT'S A BUGGER BACK THERE,' REFERRING TO THE TAIL COMING UP. IN ADDITION, HE SAID, '...I SHOULD HAVE MORE ELEVATOR AUTHORITY.' HE SAID THAT HE HAD THE SPEED UP TO 70 KNOTS, THE STICK FULL FORWARD, THE TAIL WOULD NOT COME UP, AND '...THAT THE AIRCRAFT MAY NEED A LARGER HORIZONTAL STABILIZER AND ELEVATOR TO ATTAIN SUFFICIENT ELEVATOR AUTHORITY.' NO WORK TO CORRECT THIS PROBLEM WAS ACCOMPLISHED PRIOR TO THE ATTEMPTED FLIGHT. THE VIDEOTAPE INDICATED THAT THE AIRPLANE MIGHT HAVE BEEN OVERWEIGHT OR TAIL HEAVY, OR PERHAPS BOTH. INSPECTION OF THE WRECKAGE REVEALED NO APPARENT AIRFRAME FAILURE. THE CONTROL SURFACES WERE HEAVILY COATED WITH BONDO TO SMOOTH THEM OUT. A PIECE OF BONDO WAS CHIPPED FROM THE AILERON THAT MEASURED 3/16 OF AN INCH THICK. THE LISTED EMPTY WEIGHT WAS 1,300 POUNDS, AND THE GROSS WEIGHT WAS 2,000 POUNDS. THE ACTUAL WEIGHT SHOWN FOR CERTIFICATION WAS EMPTY WEIGHT 1,779 POUNDS, AND GROSS WEIGHT 2,400 POUNDS. CONTINUITY WAS ESTABLISHED THROUGH THE ELEVATOR CABLES, BUT THE TAIL SECTION AND CABLES WERE CUT TO EXTRACT THE PILOT FROM THE WRECKAGE. CONTROL CONTINUITY WAS ESTABLISHED TO ALL THE FLIGHT CONTROLS. 20000808010879A (-23)^PRIVACY DATA OMITTED^ :PILOT ATTEMPTED A TAKEOFF FROM HIS PRIVATE 600 FT STRIP INTO THE WIND UPHILL SLOPE, COULD NOT CLIMB THE TERRAIN, ABORTED THE TAKEOFF AND LANDED IN THE TUNDRA. THE A/C FLIPPED UP AND OVER, BOTH OCCUPANTS WERE WEARING SHOULDER AND LAP RESTRAINTS, HELMET AND WERE NOT INJURED. 20000808013909A (-23) N3629D, SCHWEIZER G-164B, OPERATED BY WALLACE FLYING SERVICE HAD COMPLETED A SPRAY OPERATION AND WAS RETURNING TO THE AIRPORT WHEN THE ENGINE LOST POWER. THE PILOT MADE AN EMERGENCY LANDING IN A FIELD, RESULTING IN SUBSTANTIAL DAMAGE TO THE A/C. 20000808015389A (-23) THIS FLIGHT WAS A HILLSBOROUGH COUNTY SHERIFF'S DEPT. "PUBLIC USE" A/C FLIGHT. VMC DAYLIGHT CONDITIONS PREVAILED AND THE WIND WAS DOWN THE RWY AT 5 KNOTS. THIS HELI FLIGHT WAS TO BE A 90 DAY PILOT COMPETENCY RIDE. THE A/C SET UP TO DO A 180 DEGREE AUTOROTATION. THE INSTRUCTOR STATED HE TOLD THE PILOT TO ADD SOME COLLECTIVE TO KEEP THE ROTOR BALDE FROM "OVER SPEEDING". AS THE HELI COMPLETED 180 DEGREES TURN THE ROTOR RPM WAS MIDDLE GREEN ARC. THE INSTRUCTOR SAID HE ASKED THE PILOT TO ADD THROTTLE TO INCREASE THE ROTOR RPM TO INITIAL A POWER RECOVERY. (THAT THERE WAS A DROOP, THE RPM NEVER FULLY RECOVERED, AND THAT THE HELI TOUCHED DOWN IN A LEVEL FLAT ATTITUDE BUT THAT THE TAILBOOM DEFORMED AND CRACKED BUT REMAINED ATTACHED TO THE HELI). THE HELI BOUNCED AND WAS SET DOWN IN A HOVER SEVERAL FEET DOWN THE RWY. THE CREW SHUT THE A/C DOWN AND IT WAS TOWED TO THE HANGER. THE TAILBOOM COMPONENT WAS DESTROYED AND FURTHER TESTS ARE BEING CONDUCTED TO SEE IF OTHER COMPONENTS EXCEEDED TOLERANCE. 20000808020739I (-23)RIGHT MAIN GEAR HAD UNSAFE INDICATION ON LANDING, PILOT DID A FLYBY ATCT VIEWED WHICH APPEARED DOWN. THE PILOT COULD NOT ASSURE THE GEAR WOULD RETRACT ALL THE WAY FOR A WATER LANDING, CHOSE TO LAND ON 19R; RIGHT MAIN GEAR COLLAPSED ON LANDING. JBP GAVE TO A/W SUPERVISOR FOR M OR D; ASSIGNED TO ^PRIVACY DATA OM^. SEE ASSOCIATED PTRS FOR DEFECT REPORT FOR FLOAT INSTALLATION. 20000808020859I (-23)ON 8-8-00 AT 0001 HOURS, N165R, A PIPER PA32-RT-300, WAS ON A FLIGHT FROM CHARLOTTE, NC TO COLUMIBA, SC. SOUTH OF ROCKHILL, SC THE ENGINE LOST OIL PRESSURE AND SUFFERED A CATOSTROPHIC ENGINE FAILURE. THE PILOT, ^PRIVACY DAT^, MADE AN OFF AIRPORT LANDING WITHOUT INCIDENT ON SC HWY 72, 3 MILES NORTH OF INTERSECTION OF SC HWY 901 AND HWY 72 IN ROCKHILL, SC. THERE WERE NO INJURIES AND THE AIRCRAFT SUSTAINED ONLY MINOR DAMAGE. 20000808024109I (-23)DURING TAKEOFF ROLL THE CREW EXECUTED AN ABORTED TAKEOFF TO AVOID THREE DEER ON THE RUNWAY. THEY WERE UNABLE TO AVOID ONE DEER AND STRUCK THE DEER WITH THE RIGHT PROPELLER, DAMAGING THE PROPELLER AND RIGHT GEAR DOORS. THERE WERE NO INJURIES TO PASSENGERS OR CREW. 20000808025709I (-23)INSTRUCTOR STATED THAT PRIOR TO TRAINING FLIGHT FUEL GAUGE WAS CHECKED AND 12 GALLONS OF FUEL ADDED TO GIVE 2 HOURS OF FLIGHT TIME. THE INSTRUCTION FLIGHT WAS PLANNED TO BE 1.5 HOURS. AFTER COMPLETING 4 PRACTICE AUTO ROTATIONS, THE INSTRUCTOR AND STUDENT CONFIRMED USING THE FUEL GAUGE THEY HAD TIME AND FUEL FOR ONE MORE PRACTICE AUTO ROTATIONS. DURING THE CLIMB THE ENGINE QUIT, A DOWNWIND AUTO ROTATION WAS ATTEMPTED IN MINOR DAMAGE TO THE HELICOPTER AND NO INJURIES TO THE OCCUPANTS. POST INCIDENT INVESTIGATION FOUND THE FUEL SENDER UNIT TO GIVE AN INACCURATE READING TO THE SHIPS FUEL GAUGE. THE SYSTEM WAS INDICATING MORE FUEL THAN WAS ACTUALLY IN THE SHIP. THIS FALSE READING LEAD TO FUEL DEPLETION AND ENGINE STOPPAGE AT 1.2 HOURS OF FLIGHT TIME. 20000808025879I (-23) DURING AN INSTRUCTIONAL FLIGHT, THE INSTRUCTOR NOTICED A LOSS OF POWER IN MANUEVERING FLIGHT WITH THE POWER INITIALLY SET AT 21' MP AT 2200 RPM. AN INCREASE IN OIL TEMPERATURE WAS NOTED ALTHOUGH THE OIL PRESSURE REMAINED CONSTANT AND WITHIN NORMAL RANGES. THE A/C WAS TURNED BACK TO THE EUGENE, OREGON AIRPORT WHEN A SEVERE VIBRATION WAS EXPERIENCED AND THE ENGINE WAS SHUT DOWN TO PREVENT STRUCTURAL DAMAGE. AN EMERGENCY LANDING WAS PERFORMED TO THE GROUND IN A NEARBY HAY FIELD. THERE WAS NO DAMAGE TO THE A/C, AND NO INJURIES OCCURRED. FAA MAINTENANCE PERSONNEL INSPECTED THE ENGINE AND FOUND BEARING MATERIAL THROUGHOUT THE OIL SYSTEM. FURTHER INVESTIGATION REVEALED REAR MAIN BEARING FAILURE LEADING TO CRANKSHAFT FATIGUE SEPARATION AT THE NUMBER 4 CRANKSHAFT PIN. 20000808026119I (-23)ON 8/8/00,HALA FLIGHT 106 REPORTED THE RUDDER TRAVEL UNRESTRICTED LIGHT WAS ON ABOVE 177 KTS. FLIGHT RETURNED TO HNL WITHOUT INCIDENT. MAIN. PERFORMED RUDDER LIMITER TEST I/A/W M/M 27-20-6 AND FOUND NORMAL. A/C WAS TEST FLOWN AND FOUND NORMAL ON THE FIRST TEST RUN. HOWEVER, ON THE SECOND TEST, THE LIGHT REMAINED ON. FLIGHT RETURNED WITHOUT INCIDENT. MAINT. PERFORMED RUDDER LIMITER TEST AND FOUND A WIRE CLIP SHORTING IN THE ANNUNCIATOR PANEL. THE SHORT WAS CLEARED AND A/C RETURNED TO REVENUE SERVICE. AS OF 8/17/00, THERE HAS BEEN NO REPEAT OF THIS INCIDENT. REPORT CLOSED. 20000808028699I (-23)N45TH SUSTAINED MINOR DAMAGE AFTER THE LANDING GEAR COLLAPSED ON ROLLOUT ON RUNWAY 30 AT THE MIDEN-TAHOE AIRPORT. NO INJURIES TO THE SOLE OCCUPANT. THE INVESTIGATION REVEALED THAT THE AFT LANDING GEAR DOWN LOCK ASSEMBLY HAD BROKEN FROM FATIGUE. ON THIS MAKE OF GLIDER, THE TOW ROPE ATTACT FITTING IS MOUNTED TO THE LANDING GEAR. WHEN THE LANDING GEAR REPEATEDLY IS RETRACTED DURING TOW, THE DOWN LOCK MECHANISM SUFFERS A LARGE AMOUNT OF STRAIN AND WILL EVENTUALLY FAIL AS DID THIS ONE. THE GLIDER IS PLACARDED AGAINST RETRACTING THE LANDING GEAR DURING TOW OPERATIONS. 20000808028759I (-23)#ISW1700024 20000808029979I (-23)UNABLE TO CLIMB DUE TO RPM FLUCTUATIONS AND POWER LOSS. MADE PRECAUTIONARY LANDING IN FIELD. OPERATOR'S MECHANIC DISCOVERED BURNED PARTICLES FROM INDUCTION AIR FILTER HAD ENTERED INDUCTION SYSTEM CAUSING PARTIAL LOSS OF POWER. FILTER WAS REPLACED AND AIRPLANE FLOWN BACK TO BASE. 20000808035969I (-23)PILOT TRIED TO EXTEND GEAR AT ASHLAND-BOYD AIRPORT, ASHLAND, KENTUCKY (DWU) AND NOSED GEAR INDICATED NOT DOWN AND LOCKED. HE DIVERTED TO HUNTINGTON, WEST VIRGINIA (HTS) DUE TO FIRE EQUIPMENT AVAILABLITY. GEAR WAS RECYCLED SEVERAL TIMES WITHOUT SUCCESS OF THE NOSE GEAR EXTENDING. GEAR WAS RETRACTED AND PILOT MADE A GRASS FIELD LANDING ALONG SIDE RUNWAY 03. NO MAJOR DAMAGE WAS DONE TO AIRCRAFT DUE TO WET AND TALL GRASS ON FIELD. UPON RETRIEVAL OF AIRCRAFT, GEAR WAS EXTENDED AND NOSE GEAR WAS EXTENDED AFTER MOVING A BOLT FROM NOSE GEAR GUARD AWAY FROM THE RIGHT GEAR DOOR HINDGE. NO PERSONNEL INJURIES REPORTED. THIS MATTER CONSIDERED CLOSED. 20000808040159A (.4)ON AUGUST 8, 2000, ABOUT 1730 EASTERN DAYLIGHT TIME, A PIPER PA28-235, N8809W, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE CHESTER AIRPORT (3B9), CHESTER, CONNECTICUT. THE CERTIFICATED FLIGHT INSTRUCTOR (CFI) AND PRIVATE PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PRIVATE PILOT WAS PERFORMING A SOFT FIELD LANDING AS PART OF A BIENNIAL FLIGHT REVIEW THAT WAS BEING CONDUCTED BY THE CFI. THE AIRPLANE WAS ON APPROACH TO RUNWAY 17, A 2,566 FOOT LONG, ASPHALT RUNWAY, WITH A DISPLACED THRESHOLD OF 559 FEET. ACCORDING TO THE CFI, WHEN THE AIRPLANE WAS ON "SHORT FINAL," THE AIRPLANE ENTERED A "DOWN DRAFT THAT GREATLY INCREASED THE SINK RATE." AS HE STARTED TO ORDER A GO-AROUND, THE PRIVATE PILOT APPLIED FULL ENGINE POWER AND RAISED THE AIRPLANE'S NOSE; HOWEVER, THE AIRPLANE CONTACTED BUSHES AND A FENCE LOCATED PRIOR TO THE RUNWAY THRESHOLD. A WITNESS WAITING FOR TAKEOFF AT THE RUNWAY 17 "HOLD-SHORT" LINE STATED THAT THE AIRPLANE LOOKED "LOW AND SLOW" WHILE ON FINAL APPROACH. AS THE AIRPLANE CONTINUED TO DESCEND TOWARDS THE FENCE WHICH PRECEDED THE RUNWAY, HE OBSERVED THE AIRPLANE "PITCH UP ABRUPTLY" AND THEN SUDDENLY PITCH BACK DOWN. HE WAS NOT ABLE TO HEAR THE AIRPLANE. EXAMINATION OF THE WRECKAGE BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR, DID NOT REVEAL ANY PRE-IMPACT MALFUNCTIONS, NOR DID THE PILOTS REPORT ANY. WINDS REPORTED AT AN AIRPORT ABOUT 24 MILES EAST OF 3B9, AT 1756, WERE FROM 240 DEGREES AT 6 KNOTS. (-23) INSTRUCTOR (CLARK) ADMINISTERING A BFR TO A/C OWNER (KIRKMAN). DURING LANDING, AIRCRAFT STRUCK A FENCE AT RUNWAY THRESHOLD, SHEARING MAIN AND NOSE GEAR. A/C CAME TO A STOP ON THE RUNWAY. BOTH WINGS TORN BACK TO AFT SPAR AT WING ROOT. MINOR INJURIES TO CFI. 20000808041609A (-23) INFLIGHT FIRE IN COCKPIT CAUSED BY SHORTED/ARCING COMPONENTS IN ELECTRICAL POWER CONTROL PANEL. 20000809007849A (-23) PILOT STATED THAT WHEN ON FINAL TO RUNWAY 18, THE ENGINE DID NOT RESPOND TO THROTTLE MOVEMENT, AND THAT THE A/C VEERED TO THE RIGHT. HE RESPONDED BY CORRECTING TO THE LEFT AND LOST CONTROL. THE A/C IMPACTED THE FROUND APPROX 60' TO THE LEFT OF THE RUNWAY CENTER LINE IN INFIELD. THE A/C WAS DESTROYED. THE PILOT AND PASSENGER WERE REPORTEDLY UNHURT. ENGINE TEAR DOWN INSPECTION IS TO BE CONDUCTED BY TELEDYNE CONTINENTAL FACTORY. 20000809011149A (-23) ON WEDNESDAY, AUGUST 9, 2000, AT 13:52 PDT A STUDENT PILOT WITH A TOTAL FLIGHT TIME OF 10 HOURS, DEPARTED RUNWAY 25 AT THE CORONA AIRPORT, CA. THIS WAS HIS 4TH SOLO FLIGHT SINCE BEING SIGNED OFF FOR SOLO FLIGHT BY HIS FLIGHT INSTRUCTOR ON AUG 8, 2000. THE STUDENT PILOT REPORTED THAT HE HAD PERFORMED A PREFLIGHT INSPECTION AND HAD DETERMINED THRU A VISUAL CHECK OF THE FUEL TANK AND FUEL GAUGES THAT HE HAD 1/4 OF A TANK OF FUEL OR APPROX. 6 AND 1/2 GALLONS OF FUEL. (NOTE:CESSNA 150 HOLDS A TOTAL OF 26 GALLONS OF FUEL, WITH A 3.5 GALLONS UNUSABLE.) THE STUDENT PILOT REPORTED THAT AFTER TAKE OFF THE A/C ENGINE BEGAN TO RUN ROUGH AND HE BEGAN TO TURN TOWARDS THE GRASS FIELD SOUTH OF AIRPORT. HE WAS UNABLE TO MAINTAIN ALTITUDE, BUT WAS ABLE TO CLEAR THE TREES AND LANDED IN A FIELD. UPON LANDING THE A/C NOSE GEAR DUG INTO THE TERRAIN AND THE A/C FLIPPED OVER ITS BACK. 20000809011739A (-23) A/C RECEIVED PRE-FLIGHT AND CONTROL GUST LOCK WAS NOT REMOVED PRIOR TO FLIGHT. OPERATOR STATED THAT GUST LOCK WAS NOT NORMALLY INSTALLED SO IT WAS OVERLOOKED DURING PRE-FLIGHT. AFTER SUCCESSIVE PRE-TAKEOFF RUNUP, THE A/C WAS POSITIONED IN THE ACTIVE RUNWAY. DURING GROUND ROLL THE PILOT DISCOVERED THAT THE CONTROLS WERE NOT REACTING TO COMMANDS. HE FURTHER DISCOVERED THAT THE GUST LOCK WAS INSTALLED. THE OPERATED ATTMPTED TO STOP THE A/C BUT WAS UNSUCCESSFUL. THE A/C RAN OFF THE END OF THE RUNWAY AND CAME TO REST IN A GULLY WITH SUBSTANTIAL DAMAGE TO A/C. MINOR INJURIES SUSTAINED BY THE OPERATOR. THE NEWPORT, OREGON POLICE AND EMERGENCY RESCUE GROUPS RESPONDED TO THE SCENE. NO FIRE OR GROUND PERSONNEL INJURIES. 20000809020539I (-23)THE PILOT STATED ON LANDING THE AIRCRAFT STARTED SKIDDING TO THE RIGHT. TO PREVENT THE AIRCRAFT FROM GROUND LOOPING, HE LET THE AIRCRAFT GO INTO THE GRASS. 20000809020579I (-23)ON AUGUST 9, 2000 DURING AN APPROACH TO BOWMAN FIELD (LOU) A PA-28, N3066G LOST POWER DUE TO APPARENT FUEL STARVATION (PILOT STATEMENT). THE PILOT MADE AN EMERGENCY LANDING SOUTHEAST OF THE DESTINATION AIRPORT IN A GRASSY FIELD. THE AIRCRAFT SUSTAINED NO DAMAGE;AND NONE OF THE (4) OCCUPANTS WERE INJURED. 20000809020839I (-23)LOST VISIBILITY DUE TO HEAVY RAIN ACCOMPANIED WITH DOWN BURST OF WIND. NOSE GEAR STRUCK FENCE. PILOT WENT AROUND FOLLOWED BY LANDING THE NOSE GEAR COLLAPSED. 20000809024209I (-23)GEAR UP LANDING AT OLYMPIA AIRPORT. MINOR DAMAGE TO UDERSIDE OF AIRCRAFT AND WING. PILOT HAD RECENTLY PURCHASED THE AIRCRAFT. PASSENGER WAS A CFI ACTING IN UNOFFICIAL CAPACITY. THE PILOT STATED THAT THEY HAD BEEN PRACTICING TOUCH AND GO'S AND WERE FOCUSING ON AIRSPEED, AND JUST FORGOT TO LOWER THE GEAR. AN ADDITIONAL DISTRACTION WAS ANOTHER AIRCRAFT IN THE PATTERN. PILOT HAD NOT YET COMPLETED A BFR - NOT DUE AT THE TIME. 20000809025219I (-23)DURING TAXI BEHIND A "FOLLOW ME" TRUCK THE PILOT WAS WATCHING HIS RIGHT WING DURING A RIGHT TURN WHEN THE LEFT WING STRUCK THE COWLING OF A TIED DOWN CESSNA 182, CAUSING MINOR DAMAGE TO THE COWLING AND OIL COOLER. 20000809025599I (-23) AT APPROX. 1205, WEDNESDAY, 08/09/00, AT CRYSTAL AIRPORT, L01, LLANA, CA. THE PILOT OF N4601M, A GROB0G103-TWIN2, LANDED SHORT OF THE RUNWAY HITTING A JOSHUA TREE WITH THE LEFT WING. THE A/C SUSTAINED MINOR DAMAGE AND THERE WERE NO INJURIES TO PILOT OR PASSENGER. 20000809026109I (-23) ON AUGUST 9, 2000, AIRCRAFT DEPARTED (RDH) READING, PA, ENROUTE TO (5WS) RALEIGH, NC, AT 1415 LOCAL. SOUTHEAST OF (LKU) LOUISA, VA, THE PILOT REPORTED TO RIC ATC A ROUGH ENGINE AND HIS INTENT TO LAND IN A FIELD ABOUT 2 MILES FROM LKU. ENGINE CEASED AND AIRCRAFT LANDED CAUSING MINOR DAMAGE AND NO INJURIES TO THE PILOT. AN ON-SCENE INVESTIGATION DETERMINED EXTERNAL LOSS OF OIL. ONE QUART WAS FOUND REMAINING ON THE OIL DIP STICK. NO OBVIOUS DAMAGE WAS NOTED TO THE ENGINE EXTERIOR. OIL WAS OBSERVED IN THE ACCESSORY AREA AND UNDER THE FUSELAGE. 20000809029119I (-23)ON AUGUST 9, 2000, AT APPROXIMATELY 0900 AM MDT, DURING A LEVEL 5 SAGE CHECK FOR PRIVATE STUDENT, A BEECH BE-36-136, N1830V, BECAME INVOLVED IN AN INCIDENT INVOLVING A GO AROUND FROM A PRACTICE EMERGENCY DESCENT TO A LANDING AT AN UNCONTROLLED AIRPORT. THE APPROACH SPEED WAS EXCESSIVE FOR THE LANDING PROMPTING THE INSTRUCTOR CALLED FOR A TOUCH AND GO. THE AIRCRAFT BOUNCED AT WHICH TIME THE INSTRUCTOR TOOL THE CONTROLS INITIATING A GO AROUND. RETRACTION OF THE GEAR AND FLAPS WAS ACCOMPLISHED, BUT THE AIRCRAFT SETTLED BACK TOWARD A GO AROUND. RETRACTION OF THE GEAR AND FLAPS WAS ACCOMPLISHED, BUT THE AIRCRAFT SETTLE BACK TOWARD THE RUNWAY SUFFICIENTLY FOR THE PROPELLER AND TRAILING EDGE OF THE FLAPS TO TOUCH THE ASPHALT. THE GO AROUND WAS ACCOMPLISHED BY THE INSTRUCTOR BACK TO A LANDING. THE PROPELLER, ANTENNAS, AND TRAILING EDGE OF THE FLAPS SUSTAINED MINOR DAMAGE. THERE WERE NO INJURIES. 20000809029629I (-23)THE WEST 4000 FEET OF RUNWAY 28R WAS CLOSED AND THE EAST 3000 FEET OF THE RUNWAY WAS AVAILABLE. AMF413 LANDED ON THE EAST PORTION OF RUNWAY 28R AND WENT APPROXIMATELY 250 FEET PAST THE BARRICADES MARKING THE CLOSURE. AMF413 HAD A BLOWN TIRE AND TIPPED OVER ONE LIGHT. THE PILOT VERIFIED THAT HE HAD THE CURRENT ATIS INFORMATION WITH THE RUNWAY CLOSURES. PILOT ADMITS HIS ERROR REGARDING OVERSHOOTING INTO THE CLOSED PORTION OF THE RUNWAY. 20000809030439I (-23)^PRIVACY DA^ WAS GIVING FLIGHT INSTRUCTION TO^PRIVACY DATA OMITT^. WHILE DOING MULTIPLE TOUCH AND GOES ON RUNWAY 22L AT MATHER FIELD, CALIFORNIA, ^PRIVACY DAT^ FORGOT TO LOWER THE LANDING GEAR WHICH RESULTED IN A GEAR UP LANDING. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE OCCUPANTS WERE NOT INJURED. 20000809035889I (-23) PAN-AM FLIGHT 163, A BE-727-225, N365PA, DEPARTED RUNWAY 28L AT PITTSBURGH INTERNATIONAL AIRPORT (PIT), AT 11:00 LOCAL TIME ON 08-09-00 AND LOST THE NUMBER THREE ENGINE. FLIGHT #163 WAS RADAR VECTORED TO RUNWAY 28R AND, UPON LANDING, BLEW THE LEFT OUTBOARD TIRE. RUNWAY 28R WAS CLOSED FOR APPROXIMATELY FOUR HOURS UNTIL THE AIRCRAFT WAS REMOVED. FURTHER INVESTIGATION REVEALED THAT THE NO. THREE ENGINE HIGH PRESSURE FUEL PUMP SHEARED ITS SHAFT. NO PASSENGERS WERE INJURED. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20000809035989I (-23)IEA0300135 20000809037549I (-23) THE PILOT REPORTED THAT AFTER ABOUT 30 MINUTES INTO THE FLIGHT, JUST AFTER HE HAD FINISHED DISPENSING A LOAD OF ORGANIC LIQUID DEER REPELLENT (DEER FENCE, GARLIC AND EGG MIX), THE AIRCRAFT ENGINE QUIT. THE PILOT EXECUTED AN EMERGENCY LANDING IN THE FIELD IN FRONT OF HIM. THE AIRCRAFT TOUCHED DOWN IN A DIRT FIELD IN A HORIZONTAL POSITION. THE MAIN LANDING GEAR STRUCK A DIRT PILE AND WAS TORN LOOSE FROM THE AIRCRAFT. THE AIRCRAFT NOSED OVER CAUSING THE PROPELLER TO STRIKE THE GOUND AND BEND. THERE WAS NOT OTHER APPARENT DAMAGE TO THE AIRCRAFT. A PRELIMINARY ON SIGHT INVESTIGATION WAS CONDUCTED, NO APPARENT DETERMINATION HAS NOT BEEN REACHED AS YET AS TO WHY THE ENGINE FAILED TO OPERATE. DUE TO THE FACT THAT THE INSURANCE COMPANY PURCHASED THE AIRCRAFT FROM THE OWNER, THE AIRCRAFT ENGINE HAS BEEN TAGGED WITH AN FAA FORM 8020-2. AIRCRAFT/PARTS IDENTIFICATION. WHEN THE AIRCRAFT IS MOVED BY THE NEW OWNER THE ENGINE WILL BE DISASSEMBLED AND THE CAUSE OF THE FAILURE REPORTED TO THE FAA. 20000809037679I (-23) ON WEDNESDAY, AUGUST 9, 2000, A CE-150-H, N669JK, LANDED IN A BEAN FIELD NEAR GENESCO, NY. THE STUDENT PILOT (SOLO) STATED TO LIVINGSTON COUNTY A SHERIFF'S DEPUTY THAT SHE BELIEVED SHE HAD RUN OUT OF FUEL. SHE CALLED HER HUSBAND (AN A & P MECHANIC AI/PRIVATE PILOT) WHO EXAMINED THE AIRCRAFT. HE FOUND CLEAN FUEL IN THE TANKS AND THE FUEL SUMP. HE CONCLUDED THAT THE ENGINE HAD SHUT DOWN DUE TO CARBURETOR ICING. AFTER DETERMINING THAT THE AIRCRAFT WAS AIRWORTHY, THERE WAS NO PROPERTY DAMAGE AND THE FIELD WAS ADEQUATE FOR TAKE OFF; HE FLEW THE AIRCRAFT TO GENESCO AIRPORT (D52) TO REFUEL AND RETURN TO CLARENCE AIRPORT (D51). THIS INCIDENT IS CONSIDERED CLOSED. 20000809042369A (-23) THE PILOT REPORTED THAT HE HAD NEVER LANDED AT THE CINNABAR STRIP BEFORE AND DID TWO PASSES OVER THE STRIP PRIOR TO LANDING, ONE HIGH AND ONE LOW. HE DETERMINED THAT THE WIND FAVORED A LANDING UPHILL TO THE WEST. HE STATED THAT THE RUNWAY WAS APPROXIMATELY 1,400 FOOT LONG BY APPROXIMATELY 35 FEET WIDE. HE STATED THAT THERE WAS AN ADDITIONAL 600 FEET AVAILABLE WHICH APPEARED MARGINAL BUT USABLE, OVERGROWN WITH SOME BRUSH AND NARROW. HE TOUCHED DOWN ON THIS AREA OF THE RUNWAY, ROLLED APPROXIMATELY 200 YARDS, WHEN THE RIGHT WING STRUCK BRUSH. THE BRUSH PULLED THE AIRPLANE FURTHER INTO THE BRUSH WHERE HE PULLED BACK ON THE THROTTLE, HOWEVER, THE AIRPLANE STOPPED APPROXIMATELY 15 FEET INTO THE BRUSH WITH THE TAIL SURFACE REMAINING OVER THE RUNWAY. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE RIGHT LEADING EDGE OF THE WING AND COLLAPSED THE NOSE GEAR. 20000809043309A (-23) AIRCRAFT HAD NOT FLOWN FOR THREE (3) YEARS. ANNUAL INSPECTION OF AIRFRAME/ENGINE/PROPELLER JUST COMPLETED BY MR. JOSEPH (IA) AIRCRAFT WAS ON TEST FLIGHT. ENGINE QUIT AT 2000 FEET CRASHED IN SANDPIT. INDEPTH INSPECTION OF FUEL SYSTEM REVEALED LARGE QUANTITIES OF FUEL CONTAMINATION (WATER AND FOREIGN MATERIAL). SEVERAL AD'S HAD NOT BEEN COMPLETED WITH. 20000809043421A (-23) N27944, A PIPER PA-31-350 AND N2225G, A PIPER PA-44-180 COLLIDED WHILE OPERATING VFR AND NO AIR TRAFFIC WAS INVOLVED. BOTH AIRCRAFT WERE DESTROYED. 20000809043422A (-23) N2225G, A PIPER PA-44-180 AND N27944, A PIPER PA 31-350 COLLIDED WHILE OPERATING VFR WITH NO AIR TRAFFIC INVOLVED. BOTH AIRCRAFT WERE DESTROYED. 20000810004369A (-23) PILOT STATED HE LOWERED LANDING GEAR,SAW THREE GREEN LIGHTS, LANDED AIRPLANE. AIRPLANE SLIDE TO A HALT ALL PERSONS EVACUATED AIRPLANE UN-INJURED. AFTER ACIDENT DURING AIRCRAFT RECOVERY, WITNESS STATED HE OBSERVED LANDING GEAR HANDLE IN "DOWN" POSITION. SECOND PERSON ASSISTING WITH AIRCRAFT RECOVERY STATED HE SAW LANDING GEAR HANDLE IN "DOWN" POSITION. ON AUGUST 14, 2000 DURING OPERATIONAL CHECK OF LANDING GEAR, LANDING GEAR WOULD RETRACT, AND GEAR HANDLE RETURN TO "NEUTRAL" POSITION, DURING TEST OF EXTENSION, LANDING GEAR WOULD GO DOWN, THREE GREEN POSITION LIGHTS, GEAR HANDLE WOULD RETURN TO "NEUTRAL" POSITION. EMERGENCY EXTENSION OF GEAR, BY USING HAND PUMP, GEAR WOULD EXTEND, THREE GREEN LIGHTS, GEAR HANDLE WOULD RETURN TO "NEUTRAL" POSITION. INTERVIEW OF PILOT, PILOT STATED HE DID NOT USE LANDING CHECK LIST CHECK LIST. HE THOUGHT HE SAW THREE LIGHTS OF LANDING GEAR POSITION INDICATORS. 20000810004399A (.23) MR. SCHWETJE ATTEMPTED A LANDING AND THE AIRCRAFT TOUCHED DOWN HARD, RESULTING IN THE AIRCRAFT BOUNCING MR. COWDEN ELECTED TO EXECUTE A GO-AROUND MANEUVER AFTER THE BOUNCE. HOWEVER, DURING THE CLIMB OUT, MR. COWDEN DID NOT RETRACT THE FLAPS FROM THERE FULL DOWN POSITION AND THE AIRCRAFT WAS UNABLE TO MAINTAIN FLYING SPEED. THE AIRCRAFT STALLED AND DESCENDED INTO A WOODED AREA, FELL THROUGH TREE BRANCHES AND CAME TO REST PARTIALLY SUPPORTED BY TREE LIMBS AND THE GROUND. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. 20000810004949A (-23) SINGLE PILOT TOOK OFF FROM LOVELAND AIRPORT (3V5) AND LANDED ON A FRIENDS GRASS AIRSTRIP 9 MILES SW. UPON TAKEOFF CROSSWINDS HAD PICKED UP AND A/C DRIFTED RIGHT AND UPON CORRECTION THE LEFT WING STRUCK A WATER IRRIGATION PUMP. THE A/C BEGAN SPINNING OFF THE GRASS STRIP STRIKING OTHER IRRIGATION EQUIPMENT IN THE FIELD DAMAGING THE RIGHT WING AND FUSELAGE. THE LANDING GEAR WAS SUBSTANTIALLY DAMAGED IN THE RUTTED FIELDS. THE A/C CAME TO A STOP APPROXIMATELY ONE HUNDRED YARDS FROM INITIAL IMPACT WITH ENGINE RUNNING. PILOT SHU DOWN ENGINE. PILOT SUSTAINED A MINOR CUT ON HIS RIGHT HAND. 20000810005339A (-23) PILOT EXPERIENCED STRONG DOWNDRAFT AT CLAFF EDGE, ADDED FULL POWER, BUT WAS UNABLE TO ARREST RAPID DESCENT RATE AND HIT HARD PRIOR TO RUNWAY. UPON IMPACT, RIGHT GEAR SEPARATED FROM AIRCRAFT CAUSING SUBSTANTIAL DAMAGE TO RIGHT WING (SPAR). WINDS WERE REPORTED AT 300 @ 10KTS. NO INJURIES. 20000810006079A (-23) A/D DID NOT GET AIRBORNE DURING TAKE OFF ROLL. THE A/C HAD A FULL LOAD OF WATER MIXED WITH FOUR GALS. OF CHEMICAL PESTACIDE. OUTSIDE TEMPERATURE WAS 02N (F). HOPPER CAPACITY 500 GALS. (.4) ON AUGUST 10, 2000, ABOUT 1530 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR 502B, N90158, REGISTERED TO AND OPERATED BY SHANNON AGRICULTURAL FLYING, INC. AS A TITLE 14 CFR PART 137, AGRICULTURAL FLIGHT, OVERRAN THE AIRSTRIP DURING TAKEOFF IN PERTHSHIRE, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL-RATED PILOT REPORTED NO INJURIES, AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT HE LOADED THE AIRCRAFT WITH 450 GALLONS OF CHEMICALS, ADDING, "...THAT'S THE LOAD I USED (SIC) CARRY," AND TOOK OFF TOWARDS THE EAST ON A 2,600 FEET LONG AIRSTRIP. HE NOTICED, "THAT THE TAIL DID NOT GET UP AFTER MORE THAN HALF WAY OF THE TAKEOFF ROLL." HE THEN PUT THE FLAPS IN THE FULL DOWN POSITION AND HE STARTED WORKING WITH THE TRIM, TRYING TO RAISE THE TAIL. HE ALSO STATED THAT THE AIRPLANE WAS NEVER AIRBORNE AND THE RIGHT WHEEL AND THE RIGHT WING HIT THE SOYBEANS. THE NOSE WENT DOWN, THE PROPELLER HIT THE GROUND, THE AIRPLANE MADE A RIGHT TURN LANDING ON THE TAIL AND CAME TO A REST. THE FAA INSPECTOR WHO EXAMINED THE AIRPLANE STATED THAT HE SAW MARKS ON THE GRASS FIELD ALL THE WAY TO THE PLANE AND THAT THE FLAPS WERE IN A FULL DOWN POSITION. HE ALSO STATED, "I FOUND NO MECHANICAL PROBLEMS WITH THE AIRCRAFT AND DUE TO THE ATMOSPHERIC CONDITIONS AT THE TIME, THE AIRCRAFT WAS OVERLOADED." THE TEMPERATURE AT THE TIME OF THE ACCIDENT WAS ABOUT 102 F, AND THE DENSITY ALTITUDE ABOUT 2,900 FEET. 20000810009779A (-23) HOWARD HAMER DEPARTED CHILOQUIN STATE AIRPORT, OREGON INB N84LH ON AUGUST 10, 2000 AT 1600 HOURS. THIS WAS PLANNED AS A FLIGHT TEST AFTER MAINTENANCE. SHORTLY AFTER DEPARTURE, THIS LANCAIR 235 LOST POWER, AND MR. HAMER LANDED THE AIRPLANE ON AN EMPTY TRACKER TRAILOR WHILE IT WAS TRAVELING NORTH ON HWY 97. THERE WERE NO INJURIES, BUT SUBSTANTIAL CAMAGE OCCURRED TO N84LH. MGC. 20000810013429A (.4)ON AUGUST 10, 2000, AT ABOUT 1515 CENTRAL DAYLIGHT TIME, A PIPER PA-28-160, N5422W, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT, CRASHED ON LANDING AT THE CROSSVILLE MEMORIAL AIRPORT, CROSSVILLE, TENNESSEE, (CSV). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT REPORTED NO INJURIES. THE FLIGHT ORIGINATED FROM LEXINGTON, TENNESSEE, (M52), ABOUT 1 HOUR 15 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED BEFORE HE DEPARTED M52 THAT HE OBTAINED A FULL WEATHER BRIEFING FROM THE LEXINGTON FAA AUTOMATED FLIGHT SERVICE STATION. THE FORECASTER INFORMED THE PILOT THAT THE WINDS AT CSV WERE 210 DEGREES AT 8 TO 10 KNOTS WITH HIGH GUSTS. UPON ARRIVAL IN THE VICINITY OF CSV, HE ATTEMPTED CONTACT WITH THE AIRPORT OPERATOR ON THE UNICOM FREQUENCY WITH NEGATIVE RESULTS. HE MADE A 45-DEGREE ENTRY TO THE DOWNWIND FOR RUNWAY 26, AND COMPLETED HIS BEFORE LANDING CHECKS. HE TURNED ON THE FINAL APPROACH WITH A CROSSWIND AND LOWERED THE FLAPS TO THE FULL DOWN POSITION. AS HE STARTED TO ROUND OUT, HE EXPERIENCED A GUST OF WIND, AND LOST DIRECTIONAL CONTROL OF THE AIRPLANE. HE ATTEMPTED A A GO-AROUND BY RAISING THE FLAPS ONE NOTCH AND INCREASING POWER. THE AIRPLANE COLLIDED WITH TREES AND CRASHED. A RATED PILOT WITNESS WAS STANDING IN THE DOORWAY OF A HANGAR LOCATED AT CSV, ADJACENT TO THE FINAL APPROACH FOR RUNWAY 26. HE STATED THERE HAD BEEN A CROSSWIND CONDITION ALL DAY, AND NO GUSTS WERE PRESENT AT THE TIME OF THE ACCIDENT. HE OBSERVED THE PA-28 ON APPROACH FOR LANDING. THE AIRPLANE WAS HALF- WAY DOWN THE RUNWAY AND OVER THE CENTERLINE, WHEN HE OBSERVED THE NOSE OF THE AIRPLANE PITCH UP BETWEEN 20 TO 25 DEGREES, FOLLOWED BY AN INCREASE IN ENGINE POWER. THE AIRPLANE APPEARED TO TURN TO THE LEFT, THE RIGHT WING DROPPED AS IF IN A STALL, AND THE RIGHT WING TIP COLLIDED WITH THE RUNWAY BEFORE THE AIRPLANE DISAPPEARED FROM VIEW BEHIND THE HANGAR. THE NEAREST WEATHER REPORTING FACILITY AT THE TIME OF THE ACCIDENT WAS CROSSVILLE, TENNESSEE. THE 1450 SURFACE WEATHER OBSERVATION WAS: 3,500 SCATTERED, VISIBILITY 10 MILES, TEMPERATURE 84 DEGREES FAHRENHEIT, DEW POINT TEMPERATURE 76 DEGREES FAHRENHEIT, WIND FROM 290 DEGREES AT 8 KNOTS, AND ALTIMETER 30.07 INHG. THERE WERE NO REPORTED WIND SHEAR OR GUSTS AT THE TIME OF THE ACCIDENT. (-23)PILOT WAS LANDING ON RWY 26-GUST OF WIND BLEW TACH 3229 AIRCRAFT OFF CENTER LINE, CONTINUED OVER GRASSY AREA-PILOT ATTEMPTED GO AROUND-FULL POWER-"PULL FLAPS UP ONE NOTCH" PLANE SETTLED-MARKS IN GRASSY AREA WERE 500 FEET LONG-IMPACT WITH DITCH AND TREES WITH LEFT WING FIRST. A/C SPUN AROUND FACING OPPOSITE DIRECTION-SUBSTANTIAL DAMAGE-MINOR INJURIES "PILOT 70 YEARS OLD". 20000810014049A (-23) STUDENT/INSTRUCTOR HAD BEEN PERFORMING LOCAL TRAFFIC TOUCH AND GO MANUEVERS AT HIO (RWY 02) FOR APPROX 1 HOUR. AT APPROX. 1815Z THE A/C WAS INSTRUCTED BY ATC TO COMMENCE AN EXTENDED (FOR SPACING OF DEPARTING TRAFFIC) RIGHT DOWNWIND APPROACH FOR RWY 02. AT APPROX 1820Z, 2 (TWO) LIFEFLIGHT HELICOPTERS (BHT 230 & BK-117) WERE GIVEN INSTRUCTIONS FROM ATC TO MAKE AN APPROACH AND LAND AT THEIR FACILITY ON THE SW END OF HIO, INSIDE THE ARRIVAL PATH OF N6434H. IT IS REPORTED THAT THERE WERE AT LEAST 45 SECONDS TO 1 MIN SPACING BETWEEN THE A/C. THE HELI HAD SIDE STEPPED RIGHT FROM THE EXTENDED CENTERLINE OF RWY 02 TO CONTINUE TO THEIR PARKING. IT IS REPORTED THAT N6434H APPROACHED, IN TRAIL, NORMALLY. APPROX. 60 METERS FROM THE APPROACH END OF RWY 02, AT APPROX. 100' ALTITUDE, N6434H ROLLED VIOLENTLY TO THE RIGHT (90DEGREE). THE INSTRUCTOR TOOK CONTROL AND RIGHTED THE A/C. THE A/C APPEARED TO STALL AND DROP, NEAR VERTICAL. N6434H IMPACTED THE GROUND AT APPORX. 20DEGREES NOSE DOWN, WINGS LEVEL, AND SLID APPROX. 15 METERS. NO FIRE. MINOR INJURIES TO STUDENT. SERIOUS INJURIES TO INSTRUCTOR. LOCAL (HIO) POLICE WERE FIRST ON SCENE AND PROVIDED REPORT. PASSENGERS WERE REMOVED FROM WRECKAGE AND A/C WAS REMOVED TO OWNER'S FACILITY. 20000810021899I (-23)PILOT STATED AIRCRAFT BALLOONED PRIOR TO TOUCHDOWN. PILOT ADDED POWER AND PUSHED FORWARD ON THE YOKE. AIRCRAFT LANDED HARD ON NOSE GEAR, BREAKING THE SHOCK DISCS RESULTING IN PROP STRIKING THE GROUND. WEATHER WAS REPORTED TO ME BY THE TOWER AS 310 AT 22. 20000810023929I (-23)A HOMEBUILT PILGRAMS PROGRESS SPECILA, N1554M, PILOTED BY^PRIVACY DATA OM^ WAS CLEARED FOR TAKEOFF, RUNWAY 7. N1554M LIFTED OFF, FLEW AND LANDED IN THE GRASS BETWEEN RUNWAY 7 AND TAXIWAY ALPHA. THE AIRCRAFT BECAME AIRBORNE AGAIN, TURNED RIGHT, AND LANDED AGAIN AFTER CROSSING TAXIWAY ALPHA. N1554M CAME TO REST ABOUT FIFTY FEET FROM A BUILDING. MINOR DAMAGE TO THE AIRCRAFT AND NO INJURIES. 20000810025509I (-23)SHORTLY AFTER DEPARTING APA, PILOT REPORTED LOSS OF OIL PRESSURE. PILOT TURNED AIRCRAFT TO RETURN TO APA. ENGINE STARTED TO SHUDDER, THEN QUIT. PILOT HAD A FIELD IN SIGHT AND PRIOR TO LANDING SHUT AIRCRAFT DOWN. UPON LANDING, THE AIRCRAFT WENT THROUGH TWO BARBED WIRE FENCES AND CAME TO A STOP ON THE GEAR. MINOR DAMAGE WAS INCURRED TO THE RIGHT ELEVATOR TIP FROM STRIKING A FENCE POST. NO INJURIES. AIRCRAFT WAS TRUCKED TO ROCKY MOUNTAIN STRAIGHT FLIGHT AT WHICH TIME THEY FOUND THAT A MECHANICS RAG HAD STOPPED OIL FLOW AT THE OIL STRAIN SCREEN. TOTAL BLOCKAGE. ^PRIVACY DATA OMITTED^ 20000810025729I (-23) DURING APPROACH TO THE MCCALL, ID AIRPORT THE PILOT FAILED TO CHANGE THE FUEL SELECTOR VALVE FROM THE LEFT FUEL TANK TO THE RIGHT FUEL TANK. THE PILOT WAS IN COMMUNICATION WITH THE TEMPORARY TOWER WHEN THE ENGINE FAILED BECAUSE THE LEFT FUEL TANK HAD BECOME DEPLETED OF FUEL. FROM ABOUT 1500 FEET AGL THE PILOT MADE AN EMERGENCY LANDING IN A FIELD ABOUT 2 MILES SOUTH OF THE MC CALL AIRPORT. THERE WERE NO INJURIES TO THE PILOT AND NO DAMAGE TO THE PILOT. THE RIGHT FUEL TANK WAS APPROX. 1/4 FULL. 20000810025949I (-23) ON AUGUST 10, 2000 A CESSNA 206, N8630Z OPERATED BY AIR CARRIERS, INC WAS ENROUTE FROM DOTHAN, ALABAMA TO BESSEMER, AL. THE PILOT REPORTED HE HAD JUST COMPLETED HIS DESCENT TO 2000 FEET AND WAS APPROX. 5 MILES SOUTH OF THE BESSEMER AIRPORT WHEN THE ENGINE QUIT OPERATING. HE IMMEDIATELY SWITCHED FUEL TANKS, TURNED ON THE BOOST PUMPS AND TRIED TO START THE ENGINE. THE ENGINE WOULD NOT START AND HE LANDED THE A/C IN A RADIO CONTROLLED AIRCRAFT STRIP APPROX. ONE MILE WEST SOUTH WEST OF HELENA, AL. THERE WAS NO DAMAGE TO THE A/C AND THE PILOT WAS NOT INJURED. FURTHER INVESTIGATION REVEALED THAT THE THROTTLE CABLE WAS BROKEN JUST ABOVE THE CABLE SUPPORT BRACKET. 20000810026739I (-23)MAINTENANCE WAS PERFORMED IN THE NOSE GEAR JUST PRIOR TO THIS FLIGHT. THE NOSE GEAR WOULD NOT LOCK IN THE DOWN POSITION. PILOT CYCLED THE GEAR SEVERAL TIMES WITHOUT SUCCESS. THE NOSE GEAR COLLAPSED AFTER LANDING. THE MAINTENANCE IS BEING INVESTIGATED. 20000810043499A (-23) THE FOLLOWING NARRATIVE WAS DEVELOPED THROUGH INTERVIEWS AND STATEMENTS FROM THE PILOT, WITNESSES, AND AN ON-SCENE INVESTIGATION CONDUCTED BY PERSONNEL OF THE ALLEGHENY FLIGHT STANDARDS OFFICE, EA03. THE PILOT, MR. JOHN W. BENFORD, HOLDER OF PRIVATE PILOT CERTIFICATE #163324691, DEPARTED THE SOMERSET COUNTY AIRPORT, 2G9, SOMERSET, PA, ON A LOCAL IFR TRAINING FLIGHT UNDER VMV. AFTER A PREFLIGHT, HE TOOK OFF AT APPROXIMATELY 1400L ON AUGUST 10, 2000. AT APPROXIMATELY 5 MILES FROM THE SOMERSET AIRPORT, DURING A SECOND LOCALIZER APPROACH, THE PILOT STATED THAT THE ENGINE BEGAN TO RUN ROUGH. AT THAT POINT IN TIME, THE PILOT SAID HE WAS AIRBORNE FOR ABOUT 40 MINUTES. HE SAID HE SWITCHED FUEL TANKS WHICH ONLY HELPED A LITTLE. THE PILOT ADDED THAT HE ATTEMPTED TO CONTINUED TO SWITCH FUEL TANKS BUT COULD NOT KEEP THE ENGINE RUNNING. THE ENGINE STOPPED AND THE AIRCRAFT DESCENDED UNTIL IT IMPACTED THE GROUND IN A SCHOOLYARD ADJACENT TO THE AIRPORT PROPERTY AT 1450 L. AFTER THE AIRCRAFT HIT THE GROUND, IT SLID APPROXIMATELY 65 FEET UNTIL IT IMPACTED THE AIRPORT PERIMETER FENCE AND CAME TO A STOP. AN ON-SCENE INVESTIGATION FOUND NO FUEL IN THE FUEL SYSTEM FROM THE FILTER TO THE FLOW DIVIDER. REMOVAL OF THE FUEL TANK INSPECTION PANELS ON THE WING REVEALED APPROXIMATELY ONE QUART OF FUEL IN THE WINGS. THERE WAS NO OTHER EVIDENCE OF FUEL LEAKAGE ON THE WINGS, AND THERE WAS CONTINUITY ESTABLISHED IN THE FUEL SYSTEM. THE PILOT STATED THAT DURING PREFLIGHT, HE THOUGHT THERE WERE APPROXIMATLEY 40 GALLONS OF FUEL ON BOARD. 20000811004519A (-23) AIRPLANE CESSNA 172, N734WD WAS DOING RUN UP SHORT OF HOLD LINE AT NIGHT, AIRPLANE CESSNA 208 N1116Y TAXIED INTO TAIL OF CESSNA 172 CAUSING DAMAGE TO RUDDER, ELEVATORS, HORIZONAL STABALIZER, VERTICAL STABLIZERM DAMAGE TO PROPELLER OF CESSNA 208. PILOT OF 172 STATED NAV LIGHTS AND BEACON WERE ON. WITNESS STATED LIGHTS WERE ON 172 WHEN TAIXED OUT, PILOT OF 208 STATED HE SAW RED GLOW OF NAV LIGHTS OF 172 AFTER ACCIDENT. SKID MARKS LEFT BY CESSNA 208 WERE 20 FEET 6 INCHES LEFT TIRE, 10 FEET 9 INCHES RIGHT TIRE. WITNESS STATED HE SAW CESSNA 208 TAXING AT MODERATE RATE OF SPEED. PILOT OF CESSNA 208 STATED HE DID NOT SEE CESSNA 172. LIGHT BULB RECOVERED AT SCENE BEING SENT TO NTSB FOR ANALYSIS. 20000811005619A (-23) ON SOFT FIELD LANDING, WITH TOUCHDOWN ON MAIN GEAR WITH FULL FLAPS, PILOT APPLIED BRAKES, AIRCRAFT BOUNCED ON SUFACE AND RETOUCHED WITH BRAKES ON AND FLIPPED OVER. 20000811011251A (-23) ON AUGUST 11, 2000 AT APPROX. 0950 MDT A CESSNA 150H, N6999S, BEING OPERATED BY A PRIVATE INDIVIDUAL AND A STINSON AT-19, N7080Y, BEING OPERATED BY A PRIVATE INDIVIDUAL, COLLIDED ON FINAL APPROACH TO RWY 35 AT CORONADO AIRPORT, ALBUQUERQUE, NM. THE COMMERCIAL PILOT OF N6999S AND SOLE OCCUPANT RECEIVED MINOR INJURIES. THE ATP OF N7080Y AND SOLE OCCUPANT, RECEIVED SERIOUS INJURIES. BOTH FLIGHT WERE CONDUCTED UNDER 14 CFR PART 91 AND VIAUAL METEOROLICAL CONDITIONS PREVAILED. BOTH FLIGHTS WERE LOCAL PLEASURE FLIGHTS, AND NEITHER FILED A FLIGHT PLAN. BOTH A/C INCURRED SUBSTANTIAL DAMAGES. (.4)ON AUGUST 11, 2000, APPROXIMATELY 0945 MOUNTAIN DAYLIGHT TIME, A CESSNA 150H, N6999S, OPERATED BY A PRIVATE INDIVIDUAL, AND A STINSON AT-19, N7080Y, OPERATED BY A PRIVATE INDIVIDUAL, COLLIDED ON FINAL APPROACH TO RUNWAY 35 AT CORONADO AIRPORT, ALBUQUERQUE, NEW MEXICO. THE COMMERCIAL PILOT OF THE CESSNA, THE SOLE OCCUPANT ON THE AIRPLANE, RECEIVED MINOR INJURIES. THE AIRLINE TRANSPORT PILOT OF THE STINSON, THE SOLE OCCUPANT ON THE SECOND AIRPLANE, RECEIVED MINOR INJURIES. BOTH FLIGHTS WERE BEING CONDUCTED UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. BOTH FLIGHTS WERE LOCAL FLIGHTS, AND NEITHER HAD FILED A FLIGHT PLAN. THE PILOT OF THE STINSON SAID THAT HE DEPARTED CORONADO AIRPORT AT 0830 FOR LOCAL AIR-WORK AND TO PRACTICE LANDINGS AT DOUBLE EAGLE II AIRPORT. HE SAID THAT DURING THE FLIGHT, HIS HAND HELD TRANSCEIVER'S OPERATING STATUS BECAME QUESTIONABLE; HE CONTINUED TO ATTEMPT TRANSMISSIONS. WITNESSES REPORTED NOT HEARING ANY TRANSMISSIONS FROM THE STINSON, AND AN FAA INSPECTOR REPORTED THAT WHEN HE EXAMINED THE RADIO AFTER THE ACCIDENT, ITS BATTERY WAS DEAD. THE STINSON PILOT TOLD THE FAA INSPECTOR THAT HE FLEW ONE APPROACH TO A LANDING AT CORONADO AIRPORT, BUT HAD TO GO AROUND DUE TO AN AIRPLANE ON THE RUNWAY. THE PILOT SAID THAT HE FLEW A SECOND TRAFFIC PATTERN AND AGAIN AN AIRPLANE TOOK THE ACTIVE RUNWAY IN FRONT OF HIM. A WITNESS OBSERVED THE STINSON TURN TO THE EAST, AT 100 TO 250 FEET ABOVE THE GROUND, AND DISAPPEAR FOR A SHORT TIME PERIOD, AND THEN REAPPEAR TURNING A RIGHT SHORT FINAL. ANOTHER WITNESS REPORTED THAT THE STINSON PERFORMED A "LOW LEVEL 360 DEGREE TURN." THE STINSON PILOT DID NOT REPORT ANY DEVIATIONS FROM A STANDARD LEFT TRAFFIC PATTERN. THE PILOT OF THE CESSNA SAID THAT HE DEPARTED COR ONADO AIRPORT AT 0845 FOR LOCAL AIR WORK. WHEN HE ENTERED THE TRAFFIC PATTERN FOR A FULL STOP LANDING, WITNESSES REPORTED THAT THEY HEARD THE CESSNA PILOT TRANSMIT HIS POSITION AND INTENTIONS ON THE COMMON TRAFFIC ADVISORY FREQUENCY (CTAF). THE PILOT REPORTED THAT WHILE ON FINAL, HE "SETTLED" DOWN ONTO THE STINSON DURING THE LANDING FLARE. DURING THE SUBSEQUENT IMPACT, THE CESSNA'S RIGHT WING, RIGHT WING STRUT, RIGHT MAIN LANDING GEAR, NOSE LANDING GEAR, NOSE, PROPELLER, AND BOTH WING TIPS WERE DAMAGED. PAINT TRANSFER WAS FOUND ON THE CESSNA'S WING AND WING STRUT. THE STINSON'S EMPENNAGE WAS NEARLY SEPARATED FROM ITS FUSELAGE, THE RIGHT MAIN LANDING GEAR WAS SEPARATED FROM THE FUSELAGE, AND BOTH WING TIPS WERE DAMAGED. THE FEDERAL AVIATION ADMINISTRATION'S (FAA) AERONAUTICAL INFORMATION MANUAL (AIM) STATES THAT, UNLESS OTHERWISE INDICATED, ALL VFR TRAFFIC PATTERNS ARE A RECTANGULAR BOX WITH LEFT HAND TURNS. FEDERAL AVIATION REGULATIONS PART 91.113 AND THE AIM STATE THAT A VFR MISSED APPROACH TO A LANDING ARE FLOWN DOWN THE RUNWAY OR IN SUCH A MANNER SO AS NOT TO FLY OVER AN AIRPLANE ON THE RUNWAY. 20000811011252A (-23) ON AUGUST 11, 2000 APPROX. 0950 MDT. A CESSNA 150 H, N6999S, BEING OPERATED BY A PRIVATE INDIVIDUAL, AND A STINSON AT-19, N7080Y, BEING OPERATED BY A PRIVATE INDIVIDUAL, COLLIDED ON FINAL APPROACH TO RUNWAY 35 AT CORONADO AIRPORT, ALBUQUERQUE, NM. THE COMMERCIAL PILOT OF N6999S, AND SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE ATP OF N7080Y AND SOLE OCCUPANT RECEIVED SERIOUS INJURIES. BOTH FLIGHTS WERE CONDUCTED UNDER 14 CFR PART 91 AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED. BOTH FLIGHTS WERE LOCAL PLEASURE FLIGHTS, AND NEITHER FILED A FLIGHT PLAN. BOTH A/C INCURRED SUBSTANTIAL DAMAGE. (.4)ON AUGUST 11, 2000, APPROXIMATELY 0945 MOUNTAIN DAYLIGHT TIME, A CESSNA 150H, N6999S, OPERATED BY A PRIVATE INDIVIDUAL, AND A STINSON AT-19, N7080Y, OPERATED BY A PRIVATE INDIVIDUAL, COLLIDED ON FINAL APPROACH TO RUNWAY 35 AT CORONADO AIRPORT, ALBUQUERQUE, NEW MEXICO. THE COMMERCIAL PILOT OF THE CESSNA, THE SOLE OCCUPANT ON THE AIRPLANE, RECEIVED MINOR INJURIES. THE AIRLINE TRANSPORT PILOT OF THE STINSON, THE SOLE OCCUPANT ON THE SECOND AIRPLANE, RECEIVED MINOR INJURIES. BOTH FLIGHTS WERE BEING CONDUCTED UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. BOTH FLIGHTS WERE LOCAL FLIGHTS, AND NEITHER HAD FILED A FLIGHT PLAN. THE PILOT OF THE STINSON SAID THAT HE DEPARTED CORONADO AIRPORT AT 0830 FOR LOCAL AIR-WORK AND TO PRACTICE LANDINGS AT DOUBLE EAGLE II AIRPORT. HE SAID THAT DURING THE FLIGHT, HIS HAND HELD TRANSCEIVER'S OPERATING STATUS BECAME QUESTIONABLE; HE CONTINUED TO ATTEMPT TRANSMISSIONS. WITNESSES REPORTED NOT HEARING ANY TRANSMISSIONS FROM THE STINSON, AND AN FAA INSPECTOR REPORTED THAT WHEN HE EXAMINED THE RADIO AFTER THE ACCIDENT, ITS BATTERY WAS DEAD. THE STINSON PILOT TOLD THE FAA INSPECTOR THAT HE FLEW ONE APPROACH TO A LANDING AT CORONADO AIRPORT, BUT HAD TO GO AROUND DUE TO AN AIRPLANE ON THE RUNWAY. THE PILOT SAID THAT HE FLEW A SECOND TRAFFIC PATTERN AND AGAIN AN AIRPLANE TOOK THE ACTIVE RUNWAY IN FRONT OF HIM. A WITNESS OBSERVED THE STINSON TURN TO THE EAST, AT 100 TO 250 FEET ABOVE THE GROUND, AND DISAPPEAR FOR A SHORT TIME PERIOD, AND THEN REAPPEAR TURNING A RIGHT SHORT FINAL. ANOTHER WITNESS REPORTED THAT THE STINSON PERFORMED A "LOW LEVEL 360 DEGREE TURN." THE STINSON PILOT DID NOT REPORT ANY DEVIATIONS FROM A STANDA RD LEFT TRAFFIC PATTERN. THE PILOT OF THE CESSNA SAID THAT HE DEPARTED CORONADO AIRPORT AT 0845 FOR LOCAL AIR WORK. WHEN HE ENTERED THE TRAFFIC PATTERN FOR A FULL STOP LANDING, WITNESSES REPORTED THAT THEY HEARD THE CESSNA PILOT TRANSMIT HIS POSITION AND INTENTIONS ON THE COMMON TRAFFIC ADVISORY FREQUENCY (CTAF). THE PILOT REPORTED THAT WHILE ON FINAL, HE "SETTLED" DOWN ONTO THE STINSON DURING THE LANDING FLARE. DURING THE SUBSEQUENT IMPACT, THE CESSNA'S RIGHT WING, RIGHT WING STRUT, RIGHT MAIN LANDING GEAR, NOSE LANDING GEAR, NOSE, PROPELLER, AND BOTH WING TIPS WERE DAMAGED. PAINT TRANSFER WAS FOUND ON THE CESSNA'S WING AND WING STRUT. THE STINSON'S EMPENNAGE WAS NEARLY SEPARATED FROM ITS FUSELAGE, THE RIGHT MAIN LANDING GEAR WAS SEPARATED FROM THE FUSELAGE, AND BOTH WING TIPS WERE DAMAGED. THE FEDERAL AVIATION ADMINISTRATION'S (FAA) AERONAUTICAL INFORMATION MANUAL (AIM) STATES THAT, UNLESS OTHERWISE INDICATED, ALL VFR TRAFFIC PATTERNS ARE A RECTANGULAR BOX WITH LEFT HAND TURNS. FEDERAL AVIATION REGULATIONS PART 91.113 AND THE AIM STATE THAT A VFR MISSED APPROACH TO A LANDING ARE FLOWN DOWN THE RUNWAY OR IN SUCH A MANNER SO AS NOT TO FLY OVER AN AIRPLANE ON THE RUNWAY. 20000811011689A (-23) AIRPLANE CESSNA 172, N734WD WAS DOING RUNUP BEHIND HOLD SHORT TIME ON TAXI WAY BRAVEO AT NIGHT. AIRPLANE CESSNA 208, N1116Y TAXIED INTO TAIL OF CESSNA 172 CAUSING DAMAGE TO VERTICAL STABALIZER, RUDDER, HORIZONTAL STABALIZER, AND ELEVATOR. PILOT OF CESSNA 172 STATED HE HAD ROTATING BEACON AND NAV LIGHTS ON, WITNESSES STATED HE WAS AIRPLANE CESSNA 172 TAXI OUT WITH ROTATING BEACON AND NAV LIGHTS ON, PILOT OF CESSNA 208 STATED HE SAW GLOW OF RED LIGHT ON THE GROUND FROM CESSNA 172 AFTER COLLISION. SKID MARKS BY CESSNA 208 WERE 20 FEET 6 INCHES, ON LEFT TIRE, 10 FEET 9 INCHES ON RIGHT TIRE. WITNESSES STATED HE SAW CESSNA 208 TAXI OUT AT A MODERATE RATE OF SPEED. PILOT OF CESSNA 208 DID NOT SEE CESSNA 172. LIGHT BULB RECOVERED AT SCENE SENT TO NTSD FOR ANALYSIS. 20000811013029A (-23) ON AUGUST 11, 2000 ABOUT APPROXIMATELY 1136 LOCAL TIME, N6159F, AN AIR TRACTOR AT-802A WAS ENGAGED IN FIRE FIGHTING ACTIVITIES NEAR THE GRANGEVILE, DI AREA. WHILE COMPLETING A WATER DROP ON A SMALL SPOT FIRE, POWER WAS ADDED AND SPARKS AND DEBRIS WERE NOTED TO COME OUT OF BOTH EXHAUST STACKS. THE PILOT MADE AN EMERGENCY POWER OFF LANDING IN THE SALMON RIVER APPROXIAMTELY 22 MILES WEST OF GRANGEVILLE, ID. THE AIRCRAFT OVERTURNED IN THE WATER AND THE PILOT MADE A SUCCESSFUL ESCAPE FROM THE AIRCRAFT WITH NO INJURIES. 20000811013079A (-23) ON AUGUST 11, 2000, AT APPROXIMATELY 2000 LOCAL TIME, THE PILOT OF THIS AIRCRAFT WAS ATTEMPTING TO TAKEOFF FROM A GRAVEL AIRSTRIP 60 NAUTICAL MILES NORTH OF FAIRBANK, ALASKA ON LIME PEAK. JUST BEFORE ROTATION SPEED (35 MPH). HIS AIRCRAFT VEERED OFF TO THE LEFT SIDE OF THE RUNWAY AND NOSED OFF. HE ALSO STATED GUSTING WINDS WERE A FACTOR. THE PILOT HAS NOT HAD A CURRENT MEDICAL SINCE NOVEMBER, 1999 AND HIS BIENNIAL FLIGHT REVIEW HAD EXPIRED ON NOVEMBER, 1997. 20000811023579A (-23) ON AUGUST 11, 2000 AT 1830 CDT, BEECH 35, N1397Z, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT WALDRON MUNICIPAL AIRPORT, WALDRON, AR. (M27). THE COMMERCIAL PILOT WHO WAS THE REGISTERED OWNER & OPERATOR OF THE A/C WAS NOT INJURED. VIAUAL METEROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT. NO FLIGHT PLAN WAS FILED. THE LOCAL FLIGHT ORIGINATED AT SALLISAW MUNICIPAL AIRPORT, SALLISAW, OK (M23). THIS WAS THE FIRST FLIGHT AFTER AN ANNUAL INSPECTION. ACCORDING TO THE PILOT THE NOSE GEAR COLLAPSED APPROX. 500 FT. AFTER LANDING TOUCHDOWN POINT. AFTER SKIDDING APPROX. ANOTHER 100 FT THE LEFT MAIN GEAR COLLAPSED. A/C CAME TO REST ON THE RUNWAY. 20000811024569I (-23) PIC^PRIVACY DATA^AND WIFE WERE ENROUTE TO URBANA, IL. WHEN ENGINE LOST POWER AND EVENTUALLY SEIZED AND SHUTDOWN. PIC^PRIVACY ^LANDED A/C IN A CORNFIELD WITHOUT INCIDENT. NO INJURIES, ONLY MINOR DAMAGE TO A/C. 20000811025429I (-23)PILOT WAS LANDING AT THE HALIFAX COUNTY AIRPORT (RZZ). PILOT STATED THAT HE WAS SURE HE HAD "HANDLED THE GEAR ON DOWNWIND", BUT THE GEAR WAS NOT DOWN WHEN HE LANDED. THE ONLY DAMAGE TO THE AIRCRAFT WAS TO THE FLAPS, PROPELLERS AND ENGINES. THE PILOT IS CERTIFIED IN SWITZLERLAND AND THE AIRCRAFT IS REGISTERED IN SWITZERLAND. HE WAS REPORTEDLY ON A TRIP AROUND THE WORLD WHEN THE INCIDENT OCCURRED. 20000811025559I (-23)UPON LANDING APPROACH TO PRIVATE PROPERTY, ENCOUNTERED A STRONG CROSSWIND. COULD NOT MANEUVER HELICOPTER TO SELECTED LANDING SITE. PULLED UP TO AVOID STRIKING BLADES, POWER DROPPED TO 98%. BROUGH HELICOPTER TO THE RIGHT AND LANDED HARD, BENDING THE RIGHT FRONT SKID AND RIGHT REAR STRUT. NO INJURIES INCURRED. 20000811026819I (-23)ON TAKE OFF, PART OF A TOUCH AND GO, WHILE APPLYING TAKE OFF POWER, THE AIRCRAFT SWERVED TO THE LEFT. THE AIRCRAFT LEFT THE RUNWAY (11R), WENT ACROSS THE TAXIWAY AND INTO A DITCH. AIRCRAFT HAD VERY MINOR DAMAGE. THE PILOT'S INSTRUCTOR, CFI ^PRIVACY DATA OM^, WAS INTERVIEWED AND ALL INSTUCTION WAS CORRECT AND COMPLETED. INSTRUCTOR SPENT THREE HOURS OF REVIEW AND COUNSELING ON 08-12-2000 WITH STUDENT. 20000811027209I (-23)THIS HARD LANDING WAS AFTER THE FACT, INVESTIGATED BY ^PRIVACY DATA OMITTED^ (NE-FSDO001) WHO DETERMINED THE DAMAGE WAS NOT SUFFICIENT TO BE CONSIDERED AN ACCIDENT. DAMAGE CONFINED TO THE PROPELLER AND NOSE LANDING GEAR, NO INJURIES. INFORMATION FROM OTHERS WHO HAD CONTACT WITH THE TOW OCCUPANTS OF PIPER N8146A IS THAT THE AIRCRAFT WAS BEING FLOWN BY ^PRIVACY DATA OM^ WITH PASSENGER AND ALSO A PRIVATE PILOT HUSBAND ^PRIVACY DATA OM^. ON LANDING THE AIRCRAFT BEGAN TO BOUNCE AT WHICH TIME THE PASSENGER/PILOT HUSBAND TOOK OVER CONTROL OF THE AIRCRAFT AND RECOVERED CONTROL. THE AIRCRAFT WAS BEING OPERATED BY NORWOOD AVIATION (OWD) WHO APPLIED AND WAS GRANTED A FERRY PERMIT BY INSPECTOR ^PRIVACY DATA O^ (NE-FSDO-01). THIS WRITER DID NOT INVESTIGATE THE INCIDENT OTHER THAN TO COMPILE THE INFORMATION IN THIS REPORT. 20000811027339I (-23)C2XA FLIGHT SAFETY REPORTED THAT AN ATR-42 WAS UP-SET BY B-757 WAKE TURBULENCE. THE INCIDENT OCCURRED DURING ARRIVAL IN KCLE AREA AT 7000 FT. AND APPROXIMATELY 5NM IN-TRAIL OF THE B-757. C2XA REPORTS THERE WERE NO INJURIES OR DAMAGE TO AIRCRAFT. C2XA RETAINED FDR AND CVR, AND INFORMS COMPUTER ANALYSIS WILL BE MADE OF THE EVENT FOR USE IN TRAINING. C2XA CMO HAS ASSUMED RESPONSIBILITY FOR ADDRESSING THE SAFETY ASPECTS AND WILL MAKE SAFETY RECOMMENDATIONS AS APPROPRIATE. CLE ATCT ASSISTANT MANAGER INFORMS A QUALITY ASSURANCE REVIEW WAS COMPLETE. REVIEW INDICATES ATC PROCEDURES WERE FOLLOWED. 20000811028519I (-23)AIRCRAFT TAXIED FROM UPS RAMP TO 13R, TAXIWAY P. AFTER THREE MINUTES PILOT NOTICED SMOKE ON LEFT MAIN TIRE. PILOT DECLARED A GROUND EMERGENCY, STOPPED ACFT, ATTEMPTED TO EXTINGUISH FIRE WITH AIRCRAFT HAND HELD FIRE BOTTLE, BRAKE LINE BURNED THRU AND FIRE INCREASED IN INTENSITY. DFW FIRE CREW EXTINGUISHED FIRE. 20000811029299I (-23)DURING TAXI TO A SELECTED PARKING SPOT IN THE SANDY BEACH, THE NOSE WHEEL SUNK INTO THE SOFT SAND AND THE PROPELLER CONTACTED THE SAND BENDING EACH PROPELLER TIP. LOCAL TRACKING NUMBER:IAL05000010. 20000811031389I (-23)ON AUG. 11, 2000, AT APPROXIMATELY 1615 CDT, A BEECH BE-55, N349Y (SN389) REGISTERED TO NETTLETON CONCRETE WORKS, JONESBORO, AR 72401, LANDED RWY 5 AT JONESBORO MUNICIPAL AIRPORT, JONEBORO, AR. SHORTLY AFTER TOUCHDOWN THE NOSE GEAR COLLAPSED. THE PILOT WAS THE ONLY OCCUPANT AND WAS NOT INJURED. VMC CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT JBR APPROX. FIVE MINUTES PRIOR TO THE INCIDENT. THE PURPOSE OF THE FLIGHT WAS TO EVALUATE MAINTENANCE REPAIRS PERFORMED BY SHARP AVIATION ON AN ELECTRICAL AND FUEL SYSTEM. ON-SITE INVESTIGATION BY A FAA AIRWORTHINESS INSPECTOR REVEALED THE "NOSE-GEAR EXTEND/RETRACT ROD ATTACT FITTING", LOCATED IN THE NOSE WHEEL WELL, WAS OBSERVED BROKEN. 20000811031869I (-23)ON 80/11/2000, AT APPROX. 1300 LOCAL, A CHAMPION AIRCRAFT N5062X EXPERIENCED A PROP SEPARATION WHILE CLIMBING ON DOWNWIND AT HICKS AIRPORT, FT. WORTH, TEXAS. THE AIRCRAFT LANDED STRAIGHT AHEAD IN AN ADJACENT VACANT FIELD, LOCATED JUST WEST OF THE AIRPORT. NO ONE INJURED BY THE FALLING PROP WHICH LANDED APPROX. 100 YARDS BEHIND THE AIRCRAFT IN THE SAME FIELD. THE AIRCRAFT WAS NOT DAMAGED, AND THE PILOT AND HIS PASSENGER RECEIVED NO INJUIRES. 20000811037249A (-23) ENGINE FAILED, PILOT EXECUTED NIGHT LANDING IN CORN FIELD. NO INJURIES, NOSE GEAR SHEARED OFF. PROP DAMAGE, STRUCTURAL DAMAGE TO BOTH WINGS. 20000811037919I (-23) AIRCRAFT WAS APPROACHING THE GATE WHEN THE RIGHT WING OUTBOARD LEADING EDGE STRUCK A REFUELING NOZZLE ON A PARKED FUEL TRUCK. APPARENTLY THE YOUNG LADY WING WALKING THE RIGHT WING DID NOT NOTICE THAT THE FUEL TRUCK WAS SLIGHTLY PARKED INSIDE THE SAFETY LINE. THE RIGHT WING WALKER STATED THAT SHE TRIED TO SIGNAL THE LEAD MARSHELER TO STOP THE AIRCRAFT. THE MARSHLER STATED THAT EVERYTHING LOOKED CLEAR ACCORDING TO BOTH WING WALKERS AND THAT HE DID NOT REALIZE THAT THE AIRCRAFT HAD STRUCK THE FUEL TRUCK UNTIL AFTER THE PLANE WAS PARKED ON THE SPOT. THE AIRCRAFT RECEIVED MINOR DAMAGE TO THE RIGHT WING OUTBOARD LEADING EDGE SLAT AND WAS FERRIED OUT FOR REPAIR. THE FUEL TRUCK WAS NOT DAMAGED. THIS INVESTIGATION IS CLOSED. 20000811039189A (-23) UPON ARRIVAL AT THE ACCIDENT IN ROSEBOOM NEW YORK ON AUGUST 12, 2000 I OBSERVED THAT GRUMANN AA-5 (TRAVELER) 9507L HAD BEEN TOTALLY DEMOLISHED. THE PILOT AND SOLE OCCUPANT WAS DEAD AT THE SCENE. THE A/C IMPACTED ON A HEAVILY WOODED HILLSIDE. 20000811040709A (.4) ON AUGUST 11, 2000, AT 0625 HOURS MOUNTAIN STANDARD TIME, A BALLOON WORKS FIREFLY II, N7244X, ENCOUNTERED UNUSUAL WIND CONDITIONS AND COLLIDED WITH THE GROUND AFTER THE ENVELOPE PARTIALLY COLLAPSED ABOUT 4 MILES NORTHEAST OF THE DEER VALLEY MUNICIPAL AIRPORT, PHOENIX, ARIZONA. THE BALLOON, OPERATED BY HOT AIR EXPEDITIONS UNDER 14 CFR PART 91, WAS NOT DAMAGED. THE COMMERCIAL BALLOON PILOT AND 7 PASSENGERS WERE NOT INJURED; 1 PASSENGER RECEIVED SERIOUS INJURIES; AND 2 PASSENGERS RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FOR-HIRE SIGHTSEEING FLIGHT THAT DEPARTED FROM A REMOTE LAUNCH SITE AT 0617 AND WAS SCHEDULED FOR A 1-HOUR FLIGHT WITH A TERMINATION AT THE LAUNCH SITE. THE PILOT STATED IN HIS WRITTEN REPORT THAT A PREFLIGHT WEATHER BRIEFING CONTAINED NO FLIGHT PRECAUTIONS FOR THE PROPOSED FLIGHT AREA. THE LAUNCH SITE IS IN A FLOOD CONTROL BASIN NEAR A DAM AND SURROUNDED BY HILLS. FOLLOWING LAUNCH, THE PILOT CONTOURED A HILL, AND AS THE BALLOON NEARED THE TOP, IT ENCOUNTERED A WIND SHEAR THE PILOT DESCRIBED AS A DIRECTION CHANGE OF 70 DEGREES WITH A SPEED OF 10 TO 12 KNOTS. THE PILOT SAID THAT ON THE LEE SIDE OF THE HILL, HE ENCOUNTERED A DOWNDRAFT FOLLOWED IMMEDIATELY BY AN UPDRAFT. THE PILOT SAID HE BELIEVED HE ENCOUNTERED A WIND ROTOR. THE RAPID CHANGES IN AIR MASS MOVEMENT DISTORTED THE BALLOON ENVELOPE AND RESULTED IN SPILLING SOME OF THE HEATED AIR. THE BALLOON THEN ENTERED A RAPID DESCENT THE PILOT WAS UNABLE TO ARREST WITH THREE BURNERS GOING AND COLLIDED WITH THE GROUND. THE METAR FOR THE DEER VALLEY AIRPORT AT THE TIME OF THE ACCIDENT WAS REPORTING WINDS FROM 100 DEGREES AT 8 KNOTS. THE PILOT DID NOT REPORT USING PIBALS OR OTHER WIND QUANTIFICATION DEVICES PRIOR TO LAUNCH. (-23) PILOT REPORTED THAT AFTER TAKEOFF WHILE CLIMBING OUT THE AIRCRAFT PASSED THE TOP OF A SMALL HILL AND ON THE LEE SIDE A DOWNDRAFT CAUSED THE BALLOON TO DESCEND RAPIDLY AND COLLIDED WITH THE GROUND. 20000811040879A (-23) THE PILOT WAS CIRCLING TO LAND A PRIVATE AIR STRIP AT APPROXIMATELY 150 FEET AGL WHEN THE ENGINE LOST POWER. DUE TO THE AIRCRAFT ALTITUDE OF 150 FEET AGL. THE PILOT WAS UNABLE TO LAND AT THE PRIVATE AIRSTRIP AND ATTEMPTED TO MAKE AN EMERGENCY LANDING ON A DIRT ROAD ADJACENT TO A CORN FIELD. AS THE AIRCRAFT WAS ABOUT TO TOUCH DOWN ON THE DIRT ROAD, THE LEFT WING STRUCK A METAL POLE CAUSING THE AIRCRAFT TO DIVERT AND CRASH INTO THE CORN FIELD. (.4) DURING AN EMERGENCY LANDING THE LEFT WING OF THE AIRPLANE STRUCK AN IRRIGATION STANDPIPE, AND THE AIRPLANE WAS DESTROYED IN A POST IMPACT FIRE. THE PILOT REDUCED THE POWER TO DESCEND AND CIRCLE TO LAND AT A DIRT AIRSTRIP. WHEN HE ADVANCED THE THROTTLE TO ARREST THE AIRPLANE'S DESCENT THERE WAS NO CORRESPONDING POWER INCREASE. HE CONDUCTED THE EMERGENCY PROCEDURES, BUT WAS UNABLE TO RESTART THE ENGINE. HE OVERFLEW THE AIRSTRIP AND ATTEMPTED AN EMERGENCY LANDING IN A CORNFIELD. REVIEW OF THE AIRPLANE'S POWER PLANT LOGBOOK REVEALED THAT AN OVERHAULED ENGINE HAD BEEN INSTALLED ON THE EXPERIMENTAL AIRPLANE IN MARCH 1999. THE LAST ENTRY WAS DECEMBER 8, 1999, WHEN THE ENGINE WAS TEST RAN, AND THE FUEL INJECTION SYSTEM WAS ADJUSTED ACCORDING TO MANUFACTURER'S SPECIFICATIONS. NO FURTHER ENTRIES WERE FOUND IN THE AIRFRAME OR POWER PLANT LOGBOOKS. DURING THE ENGINE EXAMINATION THE THROTTLE VALVE WAS FOUND JAMMED IN THE CLOSED POSITION. INVESTIGATORS ALSO FOUND THE IDLE SPEED STOP SCREW BACKED OFF FROM THE THROTTLE SHAFT ARM ABOUT 1/8 INCH. NO FURTHER MECHANICAL ANOMALIES WERE NOTED. 20000812005709A (-23) PILOST LOST CONTROL OF THE AIRCRAFT ON LANDING. (.4) ON AUGUST 12, 2000, AT 1130 HOURS PACIFIC DAYLIGHT TIME, A DICKENSON AVID MAGNUM EXPERIMENTAL AIRPLANE, N213H, LANDED HARD AND SHEERED OFF THE LANDING GEAR AT YELLAND FIELD, ELY, NEVADA, AIRPORT. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURED. THE LOCAL AREA PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT ORIGINATED AT ELY APPROXIMATELY 15 MINUTES BEFORE THE ACCIDENT. ACCORDING TO HIS REPORT, THE PILOT WAS LANDING ON RUNWAY 18. THE WIND WAS GUSTING TO 20 KNOTS FROM THE WEST. A WIND GUST RESULTED IN A LOSS OF DIRECTIONAL CONTROL. THE PILOT APPLIED FULL POWER TO THE ENGINE, ATTEMPTING TO REGAIN CONTROL OF THE AIRPLANE. HE WAS UNABLE TO OBTAIN FLYING SPEED AND SUBSEQUENTLY "HIT THE DIRT IN A NOSE DOWN POSITION." THERE WERE NO MECHANICAL DISCREPANCIES WITH THE AIRPLANE. THE AIRPLANE LANDED HARD, SHEERED OFF THE LANDING GEAR, AND DAMAGED BOTH WINGS. 20000812005769A (-23) AN AUGUST 12, 2000, AT 0920 EASTERN DAYLIGHT TIME, A 1967 CESSNA 172H, N1749F COLLIDED WITH TREES AND THE GROUND DURING AN ATTEMPTED TAKEOFF FROM RUNWAY 31 AT FALCON FIELD IN PEACHTREE CITY, GEORGIA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR 91, WITH NO FLIGHT PLAN FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND HIS TWO PASSENGERS WERE FATALLY INJURED. THE FLIGHT INITIALLY DEPARTED FROM PEACHTREE CITY, GEORGIA, AT 0915. 20000812011679A (-23) ON AUGUST 12, 2000, AT APPROX. 2020 MDT, A CESSNA 172N, N734UD, OPERATED BY VALLEY FLIERS, OF BOUNTIFUL, UT AND FLOWN BY COMMERCIAL PILOT ERIC CEDILLO WAS DESTROYED WHEN IT COLLIDED WITH TREES DURING CLIMB 14 MILES EAST OF KAMAS, UT. THE PILOT WAS FATALLY INJURED, AND HIS PASSENGER WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT WHICH WAS CONDUCTED UNDER TITLE 14 CFR PART 91. 20000812013199A (-23) ON AUGUST 12, 2000, AT 09:00 AM MDT, AN AEROSTAR S-66A BALLOON, N5268L SUSTAINED SUBSTANTIAL DAMAGE WHEN IT STRUCK POWER LINES DURING LANDING AT EDWARDS, CO. THE COMMERCIAL PILOT AND HIS FIVE PASSENGERS WERE NOT INJURED. THE BALLOON, UPON LANDING, AND BEFORE THE FROUND CREW ARRIVED, DRIFTED INTO THE POWER LINES. THE PILOT HEARD THE TWO POPS FROM THE POWER LINES AND EVACUATED THE PASSENGERS, SHUT THE EQUIPMENT DOWN ADN DEFLATED THE BALLOON AND THEN LEFT THE BALLOON. THE FLIGHT WAS OPERATING UNDER TITLE 14, CFR 135, COMMERCIAL SIGHT-SEEING. (.19) ON AUGUST 12, 2000, AT 0915 MOUNTAIN DAYLIGHT TIME, AN AEROSTAR S-66A BALLOON, N5268L SUSTAINED SUBSTANTIAL DAMAGE WHEN IT STRUCK POWER LINES DURING LANDING AT EDWARDS, COLORADO. THE COMMERCIAL PILOT AND HIS FIVE PASSENGERS WERE NOT INJURED. THE FLIGHT WAS OPERATING UNDER TITLE 14 CFR PART 913 AS A LOCAL AREA SIGHTSEEING FLIGHT AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. ACCORDING TO THE PILOT, WIND BLEW THE BALLOON INTO POWER LINES DURING THE LANDING WHEN THE GROUND CREW, WHO THOUGHT THE PILOT WAS GOING TO HOLD IT INTO POSITION, FAILED TO DO SO. THE PIL OT REPORTED THE WIND AT THE TIME TO BE ABOUT 4 KNOTS. DAMAGE TO THE BALLOON WAS TO THE PYROMETER, 7 PANELS AND TWO LOAD TAPES. 20000812014489A (-23) NO NARRATIVE (.4) THE AIRPLANE WAS DESCENDING THROUGH 14,500 FEET WHEN AN UNCOMMANDED DISCONNECT OF THE AUTOPILOT OCCURRED, AND THE AIRPLANE "ABRUPTLY" PITCHED UP FROM 5 DEGREES NOSE DOWN TO 15 DEGREES NOSE UP (PITCH REVERSION). SIMULTANEOUSLY, THE CAPTAIN AND FIRST OFFICER APPLIED FORWARD PRESSURE ON THEIR CONTROL COLUMNS TO REGAIN CONTROL OF THE AIRPLANE. THE AIRPLANE WAS RE-ESTABLISHED IN A DESCENT AND THE FLIGHT CREW FOUND THAT THE AIRPLANE WAS CONTROLLABLE IN THE LANDING CONFIGURATION. SUBSEQUENTLY, THE FLIGHT LANDED WITHOUT FURTHER INCIDENT. POST INCIDENT EXAMINATION OF THE AIRPLANE REVEALED THAT THE RIGHT ELEVATOR TRIM CONTROL WHEEL WAS IMPROPERLY INSTALLED. THE INSTALLATION ALLOWED THE AUTOPILOT TRIM SERVO TO REQUEST NOSE DOWN TRIM UNTIL THE TRIM TAB ACTUATORS HAD REACHED THEIR PHYSICAL LIMITS. THE AUTOPILOT TRIM SERVO CONTINUED TO REQUEST NOSE DOWN TRIM, LOADING THE ELEVATOR TRIM SYSTEM CABLES, UNTIL THE AUTOPILOT DISCONNECTED. DURING THE EXAMINATION, IT WAS ALSO NOTED THAT THE TRIM TAB DEFLECTIONS AND CABLE TENSIONS DID NOT MEET MANUFACTURER SPECIFICATIONS. REVIEW OF MAINTENANCE RECORDS REVEALED TWO INSTANCES W HEN THE ELEVATOR PITCH TRIM SYSTEM UNDERWENT MAINTENANCE. ON APRIL 14, 1998, THE RIGHT SIDE ELEVATOR TRIM CONTROL WHEEL WAS REMOVED AND REINSTALLED "WHILE ALIGNING STOP ARM INTO WHEEL." CONTINENTAL EXPRESS REPORTED THAT THE TRIM TABS WERE ADJUSTED DURING THE MAINTENANCE. ON AUGUST 11, 2000, THE FOLLOWING MAINTENANCE WRITE-UP WAS RECORDED IN THE AIRCRAFT FLIGHT LOG: "ELEV TRIM WILL NOT GO FULL FORWARD, STOPS AT TWO UNITS." THE FLIGHT LOG INDICATED THAT THE FOLLOWING CORRECTIVE ACTION WAS TAKEN; "LUBED TRIM WHEEL FOR ELEV TRIM." CONTINENTAL EXPRESS REPORTED THAT THE TRIM WHEEL WAS NOT REMOVED DURING THIS CORRECTIVE ACTION. 20000812015819A (-23) A/C SUSTAINED SUBSTANTIAL DAMAGE DURING EMERGENCY LANDING IN A FIELD AFTER REPORTED ENGINE FAILURE. (.4)DURING THE CROSS-COUNTRY FLIGHT, THE ENGINE LOST POWER AND THE AIRPLANE FORCE LANDED IN AN OPEN FIELD. ON LANDING ROLL, THE LEFT MAIN WHEEL STRUCK A DEPRESSION COLLAPSING THE LEFT MAIN LANDING GEAR. PRIOR TO DEPARTURE, DURING HER PREFLIGHT INSPECTION, THE PILOT HAD DETERMINED THAT THE FUEL TANKS WERE FULL. AFTER ABOUT 2 HOURS OF FLIGHT, THE PILOT AND HER PILOT-RATED PASSENGER ELECTED TO DIVERT TO AN INTERMEDIATE DESTINATION BECAUSE OF UP AND DOWN DRAFTS. SHORTLY AFTER CONTACTING APPROACH CONTROL TO RECEIVE FLIGHT FOLLOWING TO THE DIVERT AIRFIELD, THE ENGINE SPUTTERED AND QUIT. SEVERAL HOURS AFTER THE ACCIDENT A SHERIFF'S DEPUTY ARRIVED AT THE SCENE. HE REPORTED NO EVIDENCE OF FUEL SPILLAGE. A RECOVERY CREW GOT TO THE AIRPLANE 5 DAYS LATER. THE RECOVERY PERSONNEL DISCOVERED THAT THE FUEL TANK CAPS WERE IN PLACE AND FIT SNUGLY, THE FUEL GASCOLATOR HAD BEEN BROKEN OFF, THE FUEL VALVE WAS IN THE 'OFF' POSITION, THERE WAS NO EVIDENCE OF FUEL SPILLAGE, AND 2 GALLONS OF FUEL REMAINED IN THE AIRPLANE, ALL IN THE RIGHT WING TANK. THE SPARK PLUGS HAD A NORMAL APPEARANCE, CYLINDER COMPRESSIONS WERE GOOD, AND THE INTAKE AND EXHAUST SYSTEMS WERE OPEN. THE CARBURETOR BOWL WAS EMPTY. THE ENGINE APPEARED CAPABLE OF OPERATING. UNUSABLE FUEL FOR THE AIRPLANE IS 1 GALLON. DURING THE POSTCRASH EXAMINATION, THE RIGHT FUEL TANK VENT CHECK VALVE WAS INOPERABLE. 20000812023729I (-23)THE AIRCRAFT WAS ENROUTE FROM ALABAMA TO ALTUS, OK., WHEN THE ENGINE EXHAUST STACK BROKE ABOVE THE MUFFLER ALLOWING FUMES INTO THE CABIN. THE PILOT LANDED AT MCALESTER, OK., AND UPON LANDING, THE GEAR DID NOT EXTEND, ALLOWING THE AIRCRAFT TO SETTLE ON THE BELLY CAUSING MINOR DAMAGE TO THE BOTTOM SKIN ON THE AIRCRAFT AND THE PROPELLER. THE PILOT REPORTED THAT THE GEAR CURCUIT BREAKER HAD POPPED OUT. PILOT STATED THAT HE COULD SMELL THE EXHAUST AND IT BACAME HARD TO THINK AND HIS JUDGEMENT WAS BECOMING IMPAIRED. 20000812025889I (-23) A/C PILOT/OWNER RICHARD DAVIS STATED IN A PHONE CONVERSATION THAT THE A/C LOST POWER ABOUT 25 FT IN THE AIR ON DEPARTING REDDING AIRPORT. HE ATTEMPTED TO RE EXTEND THE LANDING GEAR AND LAND ON THE REMAINING RUNWAY. THE LEFT MAIN GEAR COLLAPSED, RESULTING IN MINOR DAMAGE TO THE A/C. THE LOSS OF POWER WAS DUE TO AN OWNER FABRICATED LINKAGE ON A BUTTERFLY VALVE IN THE AFT AIR BOX. THE LINKAGE CONTROLS TWO BUTTERFLY'S TO DIRECT AIR FLOW IN THE BOX. THE FAILURE CAUSED BOTH BUTTERFLY VALVE TO CLOSE RESTRICTING ENGINE INLET AIR FLOW AND CAUSING A LOSS OF POWER. DAMAGE ACCORDING TO OBSERVERS INVOLVES THE LOWER PORTION OF THE LEFT GEAR LEG AND WHEEL, DAMAGE TO THE LEFT WING TIP AND FLAP. 20000812026279I (-23) PILOT PORPOISED A/C ON LANDING, CAUSING NOSE WHEEL TO SHEAR OFF AND PROPELLER TO CONTACT RUNWAY-NO INJURIES, AND MINOR DAMAGE TO A/C. 20000812027039I (-23)PIC STATED THAT DURING CRUISE FLIGHT, THE DOOR UNSAFE AND THE CARGO DOOR WARNING LIGHT CAME ON WHILE CREW WAS ADJUSTING PRESSURIZATION. CREW DEPRESSURIZED AND LANDED AT NEAREST AIRPORT. 20000812027329I (-23)ON AUGUST 12, 2000, CONTINENTAL AILINES FLIGHT 120 DEPARTED THE ANCHORAGE INTERNATIONAL AIRPORT WITH A DESTINATION PLANNED FOR THE SEATTLE/TACOMA INTERNATIONAL AIRPORT. THE AIRCRAFT WAS BEING OPERATED WITH THE #2 INTEGERAL DRIVE A/C GENERATOR (1DG) INOPERATIVE AS PER MEL 24-00-1R THE USE OF THE APU DRIVEN A.C. GENERATOR WAS REQUIRED. DURING THE FLIGHT THE #1 IDG FAILED, THE APU ENGINE EXPERIENCED AN AUTO SHUT DOWN AND THE HYDRAULIC MOTORED A.C. GENERATOR (HMG) FAILED TO COME ON LINE. THE AIRCRAFT EXPERIENCED A TOTAL LOSS OF A.C. ELECTRICAL GENERATED POWER. THE PILOT NOTIFIED ATC OF THE EMERGENCY ELECTED TO LAND THE AIRCRAFT AT THE KETCHIKAN INTERNATIONAL AIRPORT. DURING THE DECENT FOR FL 370 TO FL 220, 13 MINUTES ELAPSED, THE PILOT WAS ABLE TO RESTART THE APU AND A.C. ELECTRICAL POWER WAS RESTORED FROM THE APU DRIVEN GENERATOR. THE AIRCRAFT WAS LANDED AT THE KETCHIKAN INTERNATIONAL AIRPORT WITHOUT FURTHER INCIDENT. 20000812027409I (-23)ON AUGUST 12, 2000, AT APPROXIMATELY 115 PM MDT, A BEECHCRAFT M/N BE-36-A36, N20665Q, OWNED AND OPERATED BY ^PRIVACY DATA OMITTED^, ENCOUNTERED A HARD LANDING ON RUNWAY 32 AT THE RAPID CITY, SD, AIRPORT (RAP). THE AIRCRAFT PORPOISES AND ON THE 3RD OR 4TH BOUNSE THE NOSE GEAR TIRE BLEW, THEN THE NOSE GEAR WAS TORN OFF AND THE AIRCRAFT RAN OFF THE LEFT SIDE OF RUNWAY 14. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE. THERE WERE TWO (2) SOULS ON BOARD THE AIRCRAFT AND NO INJURIES WERE RECEIVED. THE PILOT ^PRIVACY DATA OMITTED^ . THE AIRCRAFT WAS ON A PRESONAL FLIGHT FROM NEW YORK, VIA MANKATO, MN, VIA RADIP CITY, SD, ENROUTE TO IDAHO, UNDER PART 91 WHEN THE INCIDENT OCCURRED. 20000812028499I (-23)ON AUGUST 12, 2000, AT APPROXIMATELY 1830, A BE-95 OPERATED BY STINSON AIR CENTER DEPARTED RUNWAY 14 AT STINSON FIELD (SSF) FOR A COMMERCIAL MULTIENGINE PRACTICAL TEST. THE APPLICANT'S INSTRUCTOR WAS ALSO ON BOARD. SHORTLY AFTER TAKEOFF,THE DPE REPORTED SMELLING ELECTRICAL SMOKE AND HAD TO OPEN THE PILOT'S SIDE WINDOW TO CLEAR THE COCKPIT. THE AIR TRAFFIC CONTROL TOWER TOLD THE CREW THEY HAD SMOKE COMING FROM THE LEFT ENGINE. THE DPE TOOK THE CONTROLS, FEATHERED THE LEFT ENGINE AND LANDED THE AIRPLANE ON RUNWAY 9. THERE WERE NO INJURIES TO PERSONNEL ON BOARD. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE LEFT ENGINE. 20000812030209I (-23)ATC CLEARED A 121 FLT TO LAND ON RUNWAY 26 WHILE AIRPORT PERSONNEL WERE EXERCISING ON RUNWAY 26. TOWER CONTROLLER WAS NOT AWARE OF PERSONNEL EXERCISING ON RUNWAY. PERSONNEL MOVED FROM RUNWAY WHILE THE AIRCRAFT LANDED AND TAXIED FOR PARKING. AFTER LANDING THE PIC APPROACHED THE INDIVIDUALS BEING ON THE RUNWAY. THEY IGNORED HIM. PIC RETURNED TO DISPATCH AND REFUSED TO FLY ANYMORE FLIGHTS. 20000812037429A (-23) THE PILOT REPORTED THAT SHORTLY AFTER BEING RELEASED BY THE TOW PLANE, AT 2,000 FT AGL, THE GLIDER GOT INVERTED AND IN A SPIN. THE PILOT PARACHUTED TO SAFETY. THE GLIDER CRASHED IN A FIELD. 20000812039199A (-23)WITNESSES STATED THE A/C APPEARED TO MAKE A NORMAL TAKEOFF ON RUNWAY 24. THE A/C CLIMBED TO APPROX. 300 FEET AGL AND ABRUPTLY NOSED DOWN IMPACTING THE GROUND IN A NEAR VERTICAL ATTITUDE. PIC HAD NOT FLOWN MAKE AND MODEL FOR 22 MONTHS. IT WAS ESTIMATED A/C WAS AT GROSS WEIGHT AT TIME OF ACCIDENT. DENSITY ALTITUDE ESTIMATED AT 4500MSL. WINDS ESTIMATED AS 8 KNOTS QUARTERING TAIL WIND. STUDENT PILOT OCCUPIED LEFT SEAT AT TIME OF ACCIDENT. PIC OCCUPIED RIGHT SEAT. (.4)SEVERAL MINUTES PRIOR TO THE ACCIDENT FLIGHT, THE PILOT FLEW A SOLO FAMILIARIZATION FLIGHT IN THE ACCIDENT AIRPLANE. DURING THE SOLO FLIGHT, HE DEPARTED RUNWAY 6 AND RETURNED UNEVENTFULLY. THE PILOT THEN BOARDED THREE PASSENGERS FOR A SCENIC FLIGHT, AND OBSERVED THAT THE WIND WAS NOT FAVORING EITHER RUNWAY, AS IT WAS FROM THE NORTHWEST, ABOUT 330 DEGREES AT 10-12 KNOTS. THE AIRPLANE WAS NEAR THE MAXIMUM GROSS WEIGHT, AND THE DENSITY ALTITUDE AT THE AIRPORT WAS APPROXIMATELY 4,068 FEET MSL. TREES AND A HOUSE WERE AT THE DEPARTURE END OF THE 3,000-FOOT LONG RUNWAY. THE PILOT TAXIED TO RUNWAY 24, AND SEVERAL MINUTES LATER, PERFORMED A SHORT FIELD TAKEOFF. A WITNESS STATED THAT THE WINDS WERE FROM THE NORTHEAST WHEN THE ACCIDENT FLIGHT DEPARTED. AS THE AIRPLANE LIFTED OFF, THE PILOT OBSERVED THE WINDSOCK AGAIN. HE THEN REALIZED THAT THE WIND WAS FAVORING RUNWAY 6; HOWEVER, HE CONTINUED THE TAKEOFF. THE PILOT TRIED TO AVOID A HOUSE, AND THE AIRPLANE STALLED TO THE LEFT. 20000812040699A (.4) ON AUGUST 12, 2000, ABOUT 1130 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150, N6500T, DITCHED IN THE PACIFIC OCEAN ABOUT 20 MILES WEST OF CARLSBAD, CALIFORNIA, FOLLOWING A LOSS OF ENGINE POWER. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT FOR FISH SPOTTING OPERATIONS UNDER THE PROVISIONS OF 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. THE AIRPLANE SANK AND IS PRESUMED TO BE DESTROYED. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. WHILE VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE AIRCRAFT'S CRUISE ALTITUDE, INSTRUMENT CONDITIONS CONSISTING OF LOW STRATUS CLOUDS EXISTED AT THE SITE OF THE DITCHING. THE FLIGHT ORIGINATED FROM THE GILLESPIE FIELD AIRPORT, SAN DIEGO, CALIFORNIA, AT 1100 ON THE DAY OF THE ACCIDENT AND WAS EN ROUTE TO A FISHING AREA OFFSHORE. IN HIS WRITTEN REPORT, THE PILOT SAID THAT ABOUT 40 MILES OFFSHORE THE ENGINE RPM'S BEGAN A SLOW DECAY ACCOMPANIED BY A LOSS OF OIL PRESSURE AND AN INCREASE IN OIL TEMPERATURE. THE PILOT REVERSED COURSE AND HEADED TOWARD CARLSBAD, THE CLOSEST AIRPORT. ABOUT 20 MILES OUT FROM SHORE THE ENGINE LOST ALL POWER WITH A LOUD BANG AND THE PILOT DITCHED THE AIRPLANE AT 33 DEGREES 10 MINUTES NORTH LATITUDE BY 117 DEGREES 45 MINUTES WEST LONGITUDE. A PASSING FISHING BOAT PICKED UP THE PILOT. THE PILOT WAS UNABLE TO RECONSTRUCT THE MAINTENANCE HISTORY OF THE AIRCRAFT. 20000812040869A (.4) THE PILOT SAID THAT HE OBSERVED LANDING AND DEPARTING TRAFFIC FROM THE TRAFFIC PATTERN, AND NOTICED AN AIRPLANE LANDING ON THE GRASS WEST OF THE RUNWAY. HE DETERMINED THE DISPLACED THRESHOLD WAS DUE TO TALL TREES, AND OPTED FOR AN APPROACH AND LANDING TO THE GRASS LEFT (WEST) OF THE TREELINE AND THE RUNWAY. THE PILOT SAID THAT AFTER HE TURNED FINAL AND MANEUVERED LEFT OF THE TREES, HE SAW THE MARKER BALLS ON THE WIRES. HE ELECTED TO FLY UNDER THE MARKED WIRES ON THE NORTH SIDE OF THE ROAD AND STRUCK UNMARKED WIRES ON THE SOUTH SIDE. HE SAID: "I WAS ABLE TO GO UNDER THE WIRES THAT WERE MARKED WITHOUT ANY CONTACT BUT AS I DID THAT, I CAUGHT A WIRE THAT WAS UNMARKED ON THE SOUTH SIDE OF THE ROAD, WHICH CAUSED THE AIRPLANE TO PITCH DOWN AND HIT THE GROUND." THE PILOT REPORTED THERE WERE NO MECHANICAL DEFICIENCIES WITH THE AIRPLANE. RUNWAY 36 WAS 3,400 FEET LONG WITH A DISPLACED THRESHOLD. A PAVED ROAD ORIENTED EAST/WEST RAN PERPENDICULAR TO THE RUNWAY AT THE APPROACH END OF RUNWAY 36. A SET OF HIGH TENSION POWER LINES WITH ORANGE MARKER BALLS DISPLAYED, RAN ALONG THE NORTH SIDE OF THE ROADWAY. (-23) PILOT ARRIVED TO THE KIDRON AREA IN VMC, ON A FLIGHT PLAN AND FLIGHT FOLLOWING FROM CAK APPROACH. UPON ROLLING OUT ON FINAL THE PILOT NOTICED THE DISPLACED THRESHOLD ON RUNWAY 36. HE SIDESTEPPED A BIT TO THE LEFT ON FINAL TO AVOID THE TREES OFF THE NORTH SIDE OF THE FINAL APPROACH AND REALIZED THE POWER LINES IN FRONT OF HIM WERE THE REAL REASON FOR THE DISPLACED THRESHOLD. THE FIRST REACTION OF THE PILOT WAS TO GO UNDER THE POWER LINES. IN DOING SO, THE MAIN TIRES OF THE AIRCRAFT CAUGHT THE TELEPHONE WIRES SOUTH OF COUNTY ROAD 188 AND THE POWER LINES. THE AIRCRAFT PITCHED NOSE DOWN ABOUT 40 DEGREES STRIKING THE GROUND JUST LEFT OF CENTERLINE A FEW FEET FROM THE PAVED RUNWAY. 20000812042429A (-23) THE PILOT STATED THAT HE WAS LANDING TO THE SOUTH-SOUTHWEST ON A 500 FEET LONG BY 60 FEET WIDE GRAVEL BAR. HE INDICATED THAT THE AIRPLANE TOUCHED DOWN ABOUT 10 FEET SHORT OF THE NORMAL LANDING AREA WHERE THE SURFACE WAS ROUGH WITH GULLYS. THE LEFT MAIN GEAR LANDED IN A HOLE WHICH HE HAD NOT SEEN. AFTER TOUCH DOWN, THE AIRCRAFT BOUNCED AND THE NOSE TURNED APPROXIMATELY 40 DEGREES LEFT OF THE RUNWAY CENTERLINE AND THE AIRCRAFT ENDED UP ON IT'S BACK. THE PILOT REPORTED THE WIND TO BE 8 KNOTS FROM THE NORTH. HE HAD LANDED THERE 1.5 HOURS PREVIOUS TO THE ACCIDENT WITHOUT INCIDENT. 20000813005529A (-23) THE PILOT RETURNED FROM RENO AND WAS UNAWARE THAT THE AIRPORT WAS CLOSED AT NIGHT UNTIL FURTHER NOTICE. HE ATTEMPTED TO TURN THE RADIO CONTROLLED LIGHTS ON, BUT THE LIGHTS WOULD NOT OPERATE. THEY HAD BEEN DISABLED AND NOTAMED AS SUCH. HE WENT AROUND AND ATTEMPTED TO LAND WITHOUT RUNWAY LIGHTS. THE AIRPLANE WAS LINED UP WITH A TAXIWAY. WHEN THE PILOT REALIZED THIS HE TRIED TO MANEUVER TO THE RUNWAY. THE PILOT MISSED THE RUNWAY AND RAN THE AIRPLANE INTO A BERM. (.4) ON A BRIGHT NIGHT, THE PILOT ATTEMPTED TO LAND ON RUNWAY 07. AT THE TIME, THE RUNWAY LIGHTS WERE NOT OPERATING. ON FINAL APPROACH, THE PILOT FAILED TO ATTAIN ALIGNMENT WITH THE DESIRED RUNWAY AND LINED UP WITH A PARALLEL TAXIWAY. ABOUT 20 FEET ABOVE THE GROUND THE PILOT INCREASED ENGINE POWER ATTEMPTING TO CORRECT THE MISALIGNMENT. HOWEVER, THE AIRPLANE TOUCHED DOWN IN ROUGH TERRAIN NEXT TO THE RUNWAY. THEREAFTER, THE AIRPLANE VEERED INTO A DITCH AND CAME TO REST AGAINST A BERM. THE PILOT INDICATED THAT HE WAS FAMILIAR WITH THE AIRPORT, HAVING BEEN BASED THERE DURING THE PREVIOUS 10 YEARS. HE INDICATED A LACK OF AWARENESS THAT A NOTAM HAD BEEN RECENTLY ISSUED IN DICATING THE AIRPORT WAS CLOSED FOR NIGHT OPERATIONS. THE PILOT'S AIRPLANE CONTAINED ADEQUATE FUEL TO PROCEED TO NEARBY ALTERNATE AIRPORTS. 20000813007629A (-23) ON AUGUST 13, 2000, AT 1930 CDT, AN AERONCA 65-CA WAS SUBSTANTIALLY DAMAGED BY IMPACTING TREES AND TERRAIN NEAR LIBERTY HILL, TEXAS. THE PILOL STATED THAT HE HEARD A NOISE AND THE AIRCRAFT ENTERED A FLAT LEFT TURN. HE APPLIED RIGHT RUDDER, BUT THE AIRCRAFT CONTINUED TO TURN LEFT. THE AIRCRAFT WAS INSPECTED AND ALL FLIGHT CONTROL CABLES FOUND TO BE FUNCTIONAL. THE PILOT SUSPECTS THAT HIS RIGHT FOOT SLIPPED OFF THE RUDDER PEDAL AND DEPRESSED THE LEFT RUDDER CABLE WHICH IS EXPOSED AND NEXR TO HIS RIGHT FOOT. THE AIRCRAFT CONTINUED IN THE FLAT LEFT TURN UNTIL IT STRUCK TREES AND TERRAIN. THGE PILOT SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. 20000813011609A (-23) PILOT STATED THAT LEFT MAIN GEAR COLLAPSED DURING AN ABORTED TAKEOFF. HE STATED THAT HE REALIZED DURING THE TAKEOFF ROLL THAT THE DENSITY ALTITUDE WAS TOO HIGH TO ALLOW A SAFE TAKEOFF AND CLIMB, AND SHOULD HAVE DELAYED HIS DEPARTURE UNTIL THE DENSITY ALTITUDE WAS LOWER. 20000813013229A (-23) DEPARTED FROM TTD AT 0530 ENROUTE TO PAULINA, OR (OCHOCO FOREST). AIRCRAFT WAS BEING OPERATED AT SLOW SPEED (<60 KNOTS/<250' ALTITUDE), VIEWING ELK HERD. FULL FLAPS. 20-30 L/H BANK. PILOT OBSERVED TERRAIN RISING RAPIDLY. ATTEMPTED CLIMB OUT UNSUCCESSFULLY. AIRCRAFT IMPACTED GROUND ON L/H WINGTIP. SETTLED TO TEH GROUND ON IT'S BELLY. SLID 87 FEET AND CAME TO REST RIGHT SIDE UP. PILOT SUSTAINED A BROKEN NOSE AND FACIAL LACERATIONS. PASSENGER SUSTAINED MINOR LACERATIONS AND BRUISES. PILOT WAS EVACUATED TO PRINEVILLE, OR FRO MEDICLA TREATMENT. ON-SITE INVESTIGATION WAS CONDUCTED BY TROOPER AMOS MADISON OREGON STATE POLICE, PRINEVILLE, OR. REPORT AND VIDEO TAPE OF ACCIDENT SITE WAS PROVIDED TO NM FSDO 09. 20000813013669A (-23)WHILE LANDING AT A PRIVATE STRIP THE AIRCRAFT COLLIDED WITH A COW. 20000813013699A (-23) ON AUGUST 13, 2000, AT 1646 PDT BELL HELI N174EH COLLIDED WITH MOUNTAINOUS TERRAIN WHILE DROPPING WATER ON A FIRE NEAR COLD SPRINGS, NV. ACCORDING TO THE WITNESSES ON THE GROUND AND A HELI PILOT FOLLOWING THE ACCIDENT A/C, THE HELI APPROACHED THE DROP AREA AT APPROX. 20 KNOTS WHEN IT MADE A SUDDEN 90-DEGREE DESCENDING LEFT TURN AND IMPACT THE DOWNSLOPING TERRAIN. THE PILOT SUSTAINED FATAL INJURIES. 20000813015489A (-23) DURING THE APPROACH TO RWY 26 AT FTG MR. BRANNON, THE PILOT OF N6981T, WAS DISTRACTED BY ANOTHER A/C WHO HAD MADE A RADIO CALL INFORMING OTHER A/C THAT HE WAS DEPARTING ON RWY 8. MR. BRANNON DECIDED TO GO AROUND AND RADIOED HIS INTENTION WHEN THE OTHER A/C RADIOED AND SAID HE WOULD HOLD SHORT UNTIL MR. BRANNON LANDED. HE THOUGHT HE WAS STILL CONFIGURED FOR LANDING BUT HAD FORGOTTEN TO PUT THE GEAR DOWN AND SUBSEQUENTLY MADE A GEAR UP LANDING, DAMAGING THE A/C. 20000813025979I (-23) A/C DEPARTED DANBURY (DXR), CONNECTICUT EARLIER IN THE DAY FOR AN IFR FLIGHT TO YORK (THV), PENNSYLVANIA. ABOUT 10 WEST OF READING (RDG), PENNSYLVANIA AIRPORT, THE PILOT-IN-COMMAND (PIC) NOTED THAT THE RIGHT ENGINE CYLINDER HEAD TEMPERATURE GAUGE WAS RISING ABOVE THE RED LINE. THE PIC THEN RETARTED THE POWER IN AN ATTEMPT TO CONTROL THE TEMPERATURE. THIS ATTEMPT DID NOT WORK. THE PIC SHUT DOWN THE ENGINE, PER MANUFACTURERS PROCEDURES,AND LANDED AT LANCASTER (LNS) AIRPORT, PENNSYLVANIA. THE LANDING WAS NORMAL AND WITHOUT INCIDENT. DURING A MAINTENANCE CHECK, IT WAS NOTED THAT THE EGT PROVBE WAS DEFECTIVE. THIS INCIDENT IS CONSIDERED CLOSED. 20000813026009I (-23) ON SUNDAY AUGUST 13, 2000, 1727 EDT, AN EXPERIMENTAL AIRCRAFT SPORTSMAN, S/N 742-6666, PILOTED BY^PRIVACY DATA OMITT^LANDED THE A/C IN CHAUTAUQUA LAKE, CHAUTAUQUA, NEW YORK, WITH THE A/C LANDING GEAR WHEELS IN THE DOWN POSITION. THE A/C TOUCHED THE WATER FIRST AND THEN FLIPPED OVER. THE LOCAL ARRF RESPONDED AND TOWED THE A/C TO SHORE. THE A/C RECEIVED VERY LITTLE DAMAGE, DUE TO THE INCIDENT, BUT THE RECOVERY DAMAGED THE WINGS AND LEFT SIDE OF THE FUSELAGE NOSE SECTION. THE A/C WAS MOVED TO MAYVILLE, NEW YORK (DART FIELD). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO IFR FLIGHT PLAN WAS FILED. THE A/C WAS DAMAGED DURING RECOVERY, AND THE PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED AT DART FIELD, MAYVILLE, NY ON AUGUST 13, 2000 AT APPROX. 1700 EDT. 20000813026079I (-23) UPON TAKEOFF ROLL, THE PILOT NOTICED A GROUP OF DEER RUNNING ACROSS THE RUNWAY. HE ATTEMPTED TO REJECT THE TAKEOFF. HOWEVER, ONE OF THE DEER WAS STRUCK BY THE RIGHT WING OF THE A/C. MINOR DAMAGE RESULTED TO THE RIGHT WING LEADING EDGE, WHICH WILL REQUIRE REPLACING THE RIGHT WING'S FUEL TANK. 20000813029809I (-23)SEE IGL112000053 20000813030829I (-23)ON AUGUST 13, 2000, AT 1540 DURING TAKE-OFF FROM RUNWAY 28R, AT PITTSBURGH INTERNATIONAL AIRPORT, THE RIGHT ENGINE ELECTRIC CONTROL UNIT (ECU)FAILED. THE CREW ELECTED TO ABORT THE TAKE OFF AND THE AIRCRAFT RETURNED TO THE RAMP WITHOUT INCIDENT. PSA MAINTENANCE PERSONNEL TROUBLE SHOT THE SYSTEM AND DETERMINED THE FAILURE WAS AN INDICATION PROBLEM. THEY CLEANED THE RT ENGINE (ECU) CANNON PLUG. THE AIRCRAFT WAS RETURNED TO SERVICE AT 1605. 20000813040789A (.4) THE PILOT REPORTED THAT WHILE FLYING IN IMC, HE WAS HAVING DIFFICULTY WITH THE AUTOPILOT. SPECIFICALLY, HE WAS HAVING PROBLEMS HOLDING ASSIGNED HEADINGS, AND ENGAGING THE AUTOPILOT. THE AIRPLANE THEN BEGAN A RAPID DESCENT, BUT THE PILOT WAS ABLE TO RECOVER ONCE IN VMC. PRIOR TO THE ACCIDENT FLIGHT, THE PILOT EXPERIENCED DIFFICULTY WITH ANOTHER AIRPLANE. IN THAT AIRPLANE, WITH A DIFFERENT MODEL AUTOPILOT, HE LOST CONTROL WHILE LANDING. ACCORDING TO REPRESENTATIVES FROM THE AIRPLANE AND AUTOPILOT MANUFACTURERS, THE PILOT AND OWNER COMPLAINED ABOUT AUTOPILOT PROBLEMS IN THE PAST. HOWEVER, ON AT LEAST TWO OCCASIONS PRIOR TO THE ACCIDENT FLIGHT, THE OWNER OR PILOT OF THE AIRPLANE HAD BEEN OPERATING THE AUTOPILOT WHILE THE AIRPLANE WAS OUTSIDE THE SPECIFICATIONS FOR SAFE AUTOPILOT OPERATION. PRIOR TO THE ACCIDENT, THREE SEPARATE TEST FLIGHTS DID NOT REVEAL ANY MALFUNCTIONS. AFTER THE ACCIDENT, THE PILOT STATED THAT HE MIGHT HAVE DEPARTED WITH THE AUTOPILOT IN THE SLAVED NAV HEADING DISENGAGED MODE. SUBSEQUENTLY, DATA RETRIEVED FROM THE AUTOPILOT DID NOT INDICATE ANY MALFUNCTIONS. (-23) FAA FLIGHT STANDARDS BECAME AWARE OF THIS ACCIDENT BY VIRTUE OF A HOTLINE COMPLAINT THAT HAD BEEN FILED BY THE OWNER OF THE AIRCRAFT, ^PRIVACY DATA OMITTED^ ALLEGED THAT THE MANUFACTURER OF THE AUTOPILOT (HONEYWELL) WAS RESPONSIBLE FOR THE DAMAGE TO HIS AIRCRAFT WHICH RESULTED FROM AN UNCOMMANDED PITCH DAMAGE WHICH CAUSED AN UNCONTROLLED DESCENT. INVESTIGATION DETERMINED THAT THE PILOT, MR. NORMAND PAULHUS, WAS ON AN INSTRUMENT FLIGHT RULES CLEARANCE AND WAS ALLEGEDLY EXPERIENCING DIFFICULTIES IN MANAGING THE AUTOPILOT. ACCORDING TO MR. PAULHUS, THE AIRCRAFT SUDDENLY PITCHED DOWN AND COMMENDED AN UNCONTROLLED DESCENT. THE PILOT STATED THAT HE FINALLY REGAINED CONTROL WHEN HE ENTERED VISUAL CONDITIONS AND WAS ABLE TO REFERENCE THE GROUND. THE AIRCRAFT RECEIVED SIGNIFICANT DAMAGE FROM WHAT APPEARS TO HAVE BEEN IN-FLIGHT STRESS AS A RESULT OF EXCEEDING DESIGN LIMITS OF THE AIRCRAFT. POST-EVENT TESTING OF THE AIRCRAFT AND FLIGHT CONTROL SYSTEM WAS CONDUCTED WITH MR. PAULHUS ONCE AGAAIN OPERATING THE AUTOPILOT. WHILE MFGR'S REPS COULD FIND NO APPARENT CAUSE FOR THE UNCONTROLLED DESCENT IT WAS OBSERVED THAT DURING THE POST-EVENT FLIGHT TEST MR. PAULHUS FAILED TO FOLLOW THE PRESCRIBED PROCEDURES. 20000813043629A (-23) ON SUNDAY, AUGUST 13, 2000, AT 1030 EDT, A BENSON GYROCOPTER, MODEL GE-3, CRASHED AFTER TAKE-OFF FROM 1342 EDDY ROAD, MACEDON (WAYNE COUNTY), NY, DUE TO THE ROTOR BLADE COMING OFF IN FLIGHT. THE GYROCOPTER WAS PILOTED BY MR. GREG K. GERACE WHO DOESN'T HOLD A PILOT CERTIFICATE. THE AIRCRAFT WAS NOT REGISTERED AND DID NOT HAVE A SPECIAL AIRWORTHINESS CERTIFICATE. THE AIRCRAFT RECEIVED MINOR DAMAGE, AND WAS RETURNED TO THE OWNER'S HOME AT ^PRIVACY DATA OMITTED^ VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO IFR FLIGHT PLAN WAS FILED. THE PILOT RECEIVED SERIOUS INJURIES AND WAS TAKENT TO STRONG MEMORIAL HOSPITAL, ROCHESTER, NEW YORK. (-23 AMENDMENT) ON SUNDAY AUGUST 13, 2000, AT 1030 EASTERN DAYLIGHT TIME, AN UNREGISTERED HOMEBUILT GYROCOPTER, BENSEN GE-3, WAS SUBSTANTIALLY DAMAGED AFTER TAKE-OFF FROM A PRIVATE AIR STRIP IN MACEDON, NEW YORK. THE NON-CERTIFICATED PILOT/OWNER WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT CONDUCTED, AND NO IFR FLIGHT PLAN WAS FILED. THIS INSPECTOR INTERVIEWED THE PILOT ON AUGUST 29, 2000, AND THE PILO T STATED THAT HE HAD JUST PURCHASED THE GYROCOPTER, AND THERE WERE NO LOGBOOKS. THE PILOT WAS UNAWARE THAT HE NEEDED TO REGISTER THE AIRCRAFT OR HOLD A CERTIFICATE TO OPERATE IT. HE FLEW THE GYROCOPTER THE PREVIOUS DAY AND MADE SOME MECHANICAL ADJUSTMENTS AFTER THE FLIGHT. THE NEXT DAY HE DEPARTED WITH A CROSSWIND AND GOT TO ABOUT 30 FEET IN ALTITUDE WHEN HE LOST LIFT. HE TRIED TO LAND IN A CLEARING BUT ONE OF THE MAIN ROTOR BLADES STRUCK A HAY WAGON ON THE DESCENT AND THE GYROCOPTER ROLLED OVER UPON LANDING. ACCORDING TO THE DATA PLATE, THE GYROCOPTER WAS BUILT IN 1985. A SPECIAL AIRWORTHINESS CERTIFICATE HAD NOT BEEN ISSUED. 20000814009509A (-23) PILOT MADE A LOW APPROACH TO A UNIMPROVED LANDING STRIP ON THE SHEENJEK RIVER, ALASKA. HE DRAGGED HIS TIRES ON THE RUNWAY AND THEN ATTEMPTED TO DEPART AND RETURN TO LAND. HE MADE A LEFT TURN AT THE DEPARTURE END WITH APPROX. 30 FEET OF ALTITUDE. HE ENCOUNTERED A DOWNWIND CONDITION AND POSSIBLEWINDSHEAR AND CRASHED. INJURIES REQUIRED HELI MEDIVAC TO FAIRBANKS. 20000814011659A (-23) PILOT STATED HE WAS FLYING EASTBOUND INTO SUN AS HE DESCENDED OVER TREES TO MAKE ANOTHER SWATH RUN. DUE TO SUNLIGHT IN HIS EYES AND GLARE ON CANOPY HE COULD NOT SEE TERMINAL END OF A CENTER-PIVOT IRRIGATION RIG APPROX 10 FEET AGL. HE STATED THAT APPROX. 5 TO 6 FEET OF THE RIGHT OUTBOARD WING AND HALF THE RIGHT AILERON WERE COMPLETELY SEVERED BY COLLISION WITH THE TERMINAL END OF THE CENTER-PIVOT IRRIGATION RIG. 20000814013269A (-23) PER THE ATTACHED LETTER FROM WRIGHT AIRCAFT TECHNOLOGY, LLC., DATED SEPTEMBER 6, 2000 THERE IS EVIDENCE OF A MECHANICAL PROBLEM WITH THE AIRCRAFT IN QUESTION. DUE TO THIS NEW INFORMATION NO CORRECTION ACTIONS IS PLANNED FOR THE PILOT. 20000814025959I (-23) PILOT STATED THAT DURING CRUISE AT 7000 FEET A VIBRATION DEVELOPED AND HE DECIDED TO MAKE A PRECAUTIONARY LANDING. NOTE: INVESTIGATION #IEA0520000015 20000814026099I (-23) LANDING ON RUNWAY 35 AT JYO THE A/C VEERED SHARPLY TO LEFT. APPLIED FULL POWER IN STALLED CONDITION TO SAVE FROM GROUND LOOPING AND LOST CONTROL OF A/C. A/C STOPPED OFF RUNWAY OVER EMBANKMENT. 20000814027189I (-23)UPON TOUCHDOWN AT ST. THOMAS AIRPORT, RIGHT LANDING GEAR COLLAPSED AFTER VARIOUS SECONDS OF ROLLING DOWN. INVESTIGATION DISCLOSED THAT A BROKEN PRESSURE HYDRAULIC LINE THAT BROKE UPON LANDING GEAR DOWN SELECTION, CONTRIBUTED TO THE DEPLETION OF HYDRAULIC OIL FROM RESERVIOR, THUS NOT ALLOWING RIGHT GEAR TO EXTEND AND LOCK PROPERLY. 20000814031909I (-23)PILOT STATED THAT HE ENCOUNTERED CROSSWIND DURING LANDING ON RUNWAY 16R. WHILE ATTEMPTING CORRECTIVE ACTION, HIS CHOICES WERE TO EITHER RUN OVER A RUNWAY LIGHT, OR GO INTO THE GRASS. AIRCRAFT ENDED UP IN A GRASSY AREA APPROXIMATELY 300 FEET OFF THE RUNWAY. 20000814031999A (-23)UNREGISTERED HOMEBUILT SUSTAINED SUBSTANTIAL DAMAGE WHEN PILOT LOST CONTROL OF THE AIRCRAFT WHILE MAKING THE FIRST TAKEOFF CAMPLETING CONSTRUCTION. CAUSE OF LOSS OF CONTROL UNKNOWN. ^PRIVACY DATA OMITTED^ 20000814035739I (-23) WHILE ^PRIVACY DA^ WAS TAXING HIS GYROCOPTER ON THE NE/SW TAXIWAY, HE OBSERVED AN AIRCRAFT EXITING THE ACTIVE RUNWAY AND WAS UNSURE AS TO WHETHER THIS AIRCRAFT WAS GOING TO HOLD SHORT OF THE TAXIWAY. ^PRIVACY DA^ INITIATED THE BRAKING PROCEDURE, REQUIRING HIM TO TAKE ONE FOOT OFF ONE OF THE RUDDER PEDALS. AS HE WAS DOING THIS THE GYROCOPTER VEERED TO THE RIGHT OF THE TAXI CENTERLINE. ^PRIVACY DA^ FREELY ADMITTED THAT HE "OVER REACTED", CAUSING THE AIRCRAFT TO TURN OVER ONTO THE GRASSY AREA BETWEEN THE TAXIWAY AND RUNWAY. THE ROTOR BLADE, AS WELL AS THE PROPELLER, STRUCK THE SOFT DIRT AS HIS AIRCRAFT TIPPED OVER ONTO ITS RIGHT SIDE. ^PRIVACY DA^ THEN SHUT DOWN THE AIRCRAFT ENGINE AND EXITED THE GYROCOPTER. OTHER THAN THE DAMAGE DONE TO HIS AIRCRAFT, THERE WAS NO INJURY TO OTHER PEOPLE OR PROPERTY ON THE GROUND. ^PRIVACY DA^ STATED THAT HE WAS NOT INJURED AS A RESULT OF WHAT TRANSPIRED. ATTACHED IS ^PRIVACY DATA^ STATEMENT OF EVENTS. 20000814036669A (-23) PILOT/OWNER STATED HE JUST LOST CONTROL UPON LANDING AND THE NEXT THING HE KNEW THE TAIL OF THE AIRCRAFT WHIPPED AROUND, IN A TYPICAL GROUND LOOP FASHION. NO DAMAGE TO OTHER PROPERTY. TAIL ASSEMBLY WAS SUBSTANTIALLY DAMAGED. 20000814036829A (-23) AFTER REPORTING OUT OF FL290 FOR FL330 WHILE DIVERTING FOR THUNDERSTORMS, THE CREW REPORTED A LIGHTNING STRIKE AND DUAL ENGINE FLAME OUT. CREW REQUESTED VECTORS FOR IRONWOOD, MICHIGAN (IWD). AIRCRAFT STRUCK TREES APPROX. 4 MILES NORTHEAST OF IRONWOOD AIRPORT. 20000814037149A (-23)AIRCRAFT WAS APPLYING PENNCOZEB 75DF AND TOPSIN ON A FIELD CLOSE TO 1671 ELKTON ROAD, ELKTON, MI (NEAR BAD AXE, MI). AIRPORT OF OPERATION WAS BAD AXE. AIRCRAFT HAD MADE 4 PASSES ACCORDING TO WITNESSES WHEN HE CRASHED ABOUT STRAIGHT DOWN DURING A TURN. WITNESS STATED THE ENGINE (TURBINE) WAS MAKING POWER (BY THE SOUND) AND THE PILOT WAS IN AT LEAST A 60 DEGREE BANK. THE WITNESS STATED THE NOSE PITCHED UP AND THEN THE AIRCRAFT WENT STRAIGHT IN. THE WITNESS DID NOT KNOW IF THE AIRCRAFT ROLLED TO THE HIGH WING OR NOT. THE AIRCRAFT CAME IN AT A STEEP ENOUGH ANGLE THAT THE ENGINE WAS BURIED PAST THE ACCESSORIES. APPEARS TO BE AN STALL/SPIN ACCIDENT. 20000814041259A (.19) ON AUGUST 14, 2000, ABOUT 1252 HOURS PACIFIC DAYLIGHT TIME, A BEECH K35, N878R, OWNED AND OPERATED BY THE PILOT, EXPERIENCED AN IN-FLIGHT EMERGENCY DURING CRUISE FLIGHT. THE PILOT ATTEMPTED TO MAKE A FORCED LANDING ON INTERSTATE HIGHWAY 40 NEAR NEWBERRY SPRINGS, CALIFORNIA. ON FINAL APPROACH TO THE WESTBOUND TRAFFIC LANES, THE AIRPLANE COLLIDED WITH THREE AUTOMOBILES. THEREAFTER ACCORDING TO WITNESSES, THE AIRPLANE CARTWHEELED, SHEERED OFF ITS WINGS, ENGINE, AND PROPELLER ASSEMBLY, AND CAME TO REST ABOUT 75 FEET NORTH OF THE HIGHWAY. THE AIRPLANE WAS DESTROYED, AND THE COMMERCIAL CERTIFICATED PILOT, WHO WAS THE SOLE AIRPLANE OCCUPANT, WAS FATALLY INJURED. INITIAL REPORTS INDICATED THAT ONE OF THE OCCUPANTS IN AN AUTOMOBILE WAS SERIOUSLY INJURED, AND ANOTHER OCCUPANT IN THE SAME VEHICLE RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS PERFORMED UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM THE EAGLE AIRPARK, NEAR BULLHEAD CITY, ARIZONA, ABOUT NOON. THE AIRPLANE WAS RECOVERED FROM THE ACCIDENT SITE AND EXAMINED. OIL WAS OBSERVED ON COMPONENTS INCLUDING THE FACE (REARWARD SURFACE) OF THE PROPELLER BLADED, THE EXPOSED PORTION OF THE CRANKSHAFT, UPPER AND LOWER ENGINE COWL, THE FRONT WINDSCREEN, FUSELAGE BELLY, AND THE EMPENNAGE. AN ENGINE EXAMINATION IS PENDING. (-23) THE PILOT REPORTED TO LOS ANGELES CENTER THAT HE WAS HAVING ENGINE PROBLEMS, WHICH RELATED TO LOW ENGINE OIL PRESSURE. THE SINGLE ENGINE V-TAILED BONANZA CRASHED ON THE WEST BOUND LANE OF INTERSTATE 40, 30 MILES EAST OF BARSTOW, CALIFORNIA AT APPROXIMATELY 12:55 PM PDT. THE AIRCRAFT COLLIDED WITH SEVERAL CARS, INCLUDING A CHEVY TRUCK BEFORE CART WHEELING DOWN THE FREEWAY EMBANKMENT AND COMING TO REST ABOUT 100' FROM THE NUMBER 2 LANE OF THE FREEWAY. THE PILOT RECEIVED FATAL INJURIES. (.4) ON AUGUST 14, 2000, ABOUT 1255 HOURS PACIFIC DAYLIGHT TIME, A BEECH K35, N878R, EXPERIENCED AN IN-FLIGHT EMERGENCY DURING CRUISE FLIGHT. THE PILOT MADE A FORCED LANDING ON A HIGHWAY, ABOUT 11 MILES EAST OF NEWBERRY SPRINGS, CALIFORNIA. DURING THE LANDING FLARE, THE AIRPLANE COLLIDED WITH THREE MOTOR VEHICLES. THE AIRPLANE WAS DESTROYED, AND THE COMMERCIALLY CERTIFICATED PILOT, WHO WAS THE SOLE AIRPLANE OCCUPANT, WAS FATALLY INJURED. ONE OF T HE OCCUPANTS IN AN AUTOMOBILE WAS SERIOUSLY INJURED, AND ANOTHER OCCUPANT IN THE SAME VEHICLE RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS PERFORMED UNDER 14 CFR PART 91. THE PILOT OWNED AND OPERATED THE AIRPLANE. THE FLIGHT ORIGINATED FROM THE EAGLE AIRPARK, AN UNCONTROLLED AIRPORT LOCATED ABOUT 2 MILES NORTH OF NEEDLES, CALIFORNIA. THE TIME OF DEPARTURE AND THE PILOT'S ROUTE OF FLIGHT BETWEEN NEEDLES AND THE CRASH SITE WERE NOT DETERMINED. HOWEVER, BASED UPON THE DISTANCE BETWEEN THESE SITES (92 NAUTICAL MILES), THE ESTIMATED TIME OF DEPARTURE WAS NOT LATER THAN ABOUT 1215. THE PILOT'S FAMILY REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT ON AUGUST 11 THEY DEPARTED FROM TORRANCE, CALIFORNIA, AND FLEW TO THE LAUGHLIN/BULLHEAD INTERNATIONAL AIRPORT, BULLHEAD CITY, ARIZONA. EN ROUTE, THE PILOT HAD OBSERVED A PROBLEM WITH THE AIRPLANE. AFTER LANDING AT LAUGHLIN, THE PILOT LOOKED BENEATH THE ENGINE COWL AND OBSERVED THAT OIL HAD LEAKED FROM THE ENGINE. THE FAMILY MEMBERS ELECTED TO RETURN TO TORRANCE VIA AUTOMOBILE. THE PILOT DECIDED TO HAVE THE AIRPLANE REPAIRED BEFORE FLYING IT BACK TO TORRANCE. THE PILOT TELEPHONED AN AIRPLANE REPAIR FACILITY AT THE EAGLE AIRPARK AND ASKED IF THEY COULD REPAIR A LEAKING CRANKSHAFT NOSE SEAL. DURING THE MORNING OF AUGUST 14, THE PILOT DEPARTED LAUGHLIN AND FLEW TO THE EAGLE AIRPARK TO HAVE THE ENGINE REPAIRED. EAGLE IS LOCATED ABOUT 16 NM SOUTH OF LAUGHLIN. AT EAGLE, MECHANICS OBSERVED AN OIL RESIDUE OVER THE WINDSCREEN AND ENGINE. 20000814041309A (.4) DURING LANDING ROLL OUT ON RUNWAY 3, A 5,799-FOOT LONG, 150-FOOT WIDE ASPHALT RUNWAY, THE AIRPLANE BEGAN TO TURN TO THE RIGHT. THE PILOT ATTEMPTED TO CORRECT THE RIGHT TURN WITH FULL LEFT RUDDER, BUT THE AIRPLANE DID NOT RESPOND. THE PILOT THEN ATTEMPTED TO TAKE-OFF AND APPLIED FULL THROTTLE, WHICH TIGHTENED THE RIGHT TURN. THE PILOT THEN REDUCED POWER, GROUND-LOOPED, AND EXITED THE RUNWAY. DURING THE GROUND-LOOP, THE LEFT WING TIP CONTACTED THE GROUND AND BENT THE REAR WING SPAR. EXAMINATION OF THE AIRPLANE REVEALED THAT THE LEFT MAIN WHEEL AXLE WAS BENT INWARD AND THERE WAS NO EVIDENCE OF CORROSION OR RUST. THERE WAS NO EVIDENCE OF A MECHANICAL MALFUNCTION. THE WINDS AT THE AIRPORT WERE REPORTED FROM 310 DEGREES AT 4 KNOTS. 20000814043179A (-23) AIRCRAFT N86485 APPROACHED BOLTON AIRPORT WITH AFT ENGINE SHUT DOWN AND FEATHERED. AN ATTEMPTED LANDING WAS INITIATED WITH A DECISION TO GO AROUND AFTER LANDING TOO LONG ON RUNWAY 22. UPON AN ATTEMPT TO CLIMB OUT, AIRCRAFT WAS TOO LOW TO CLEAR A LINE OF TREES LOCATED APPROXIMATELY ONE MILE SOUTH OF BOLTON AIRPORT, AND MADE A LEFT TURN. AT THIS TIME, THE AIRCRAFT DESCENDED AND IMPACTED THE GROUND IN A SOYBEAN FIELD. 20000814043909A (-23) PILOT REPORTED SMOKE IN THE COCKPIT ON FINAL APPROACH TO ADDISON AIRPORT AND DECLARED AN EMERGENCY. ON SHORT FINAL TOWER ADVISED PILOT GEAR DID NOT APPEAR TO BE DOWN AND LOCKED. PILOT ELECTED TO CONTINUE THE LANDING DUE TO INTENSE SMOKE IN THE COCKPIT. NOSE GEAR WAS FULLY EXTENDED BUT MAIN GEAR DID NOT EXTEND. AS AIRCRAFT SLOWED ON THE ROLL-OUT IT DEPARTED THE RUNWAY TO THE LEFT AND ROLLED TO THE LEFT, CAUSING STRUCTURAL DAMAGE TO THE LEFT STABILIZER AND MINOR DAMAGE TO THE LEFT WING. THE TAIL TIEDOWN AND ONE ANTENNA ON THE BELLY OF THE AIRPLANE WERE GROUND OFF. NO INJURY TO THE SOLE OCCUPANT. 20000815006659A (-23) A/C ESTABLISHED ON FINAL APPROACH WHEN PROPELLOR STRIKES OCCURRED JUST AFT OF THE COCKPIT FROM SECOND COMPANY A/C WHICH FAILED TO SEE AND AVOID THE LOWER A/C. THE COLLISION OCCURRED ON SHORT FINAL AT 60 FT. BOTH A/C FELL TOGETHER AND WERE CONSUMED IN THE POST IMPACT FIRE. 20000815006999A (-23) AIRCRAFT FLYING AT NIGHT IMPACTED THE GORUND APPROXIMATELY 150 YARDS NORTH OF THE RUNWAY AT THE INDEPENDENCE, CA. AIRPORT. THE PILOT RECEIVED FATAL INJURIES AND THE PASSENGER RECEIVED SEVERE INJURIES. 20000815007879A (-23) THE PILOT WAS BRIEFLY ESTABLISHED ON FINAL WHEN PROPELLOR STRIKES OCCURRED ON ANOTHER COMPANY A/C THAT WAS BELOW AND SLIGHTLY AHEAD OF HIM ON A QUARTER MILE FINAL AT APPROX. 60 FEET. BOTH A/C IMPACTED TOGETHER AND WERE CONSUMED IN THE POST IMPACT FIRE. 20000815009669A (-23) BOEING E-75, N450UR, PILOTED BY DARREL F. RODY, DEPARTED PORTLAND INTERNATIONAL AIRCPORT OF SALEM, OREGON. MR. RODY MADE A NORMAL FULL STOP LANDING AT SALEM AND DEPARTED FOR MCMINNVILLE, OREGON FOR A SERIES OF TAKE OFF AND LANDINGS. ON THE SECOND LANDING AT MCMINNVILLE, WITNESSES OBSERVED A DUST DEVIL CROSS THE AIRPORT AND MAKE CONTACT WITH N450UR. AFTER THE PILOT ENCOUNTERED THE "DUST DEVIL" WIND, HE APPLIED FULL RUDDER AND BRAKE IN AN ATTEMPT TO MAINTAIN CONTROL. THE AIRCRAFT GROUND LOOPED. WING TIP DAMAGE AND OUTBOARD REAR SPAR CRACKED NEAR THE TIP OF THE RIGHT WING. 20000815009849A (-23) ATTACHMENT OF NARRATIVE (.4) ON AUGUST 15, 2000, AT 1003 HOURS PACIFIC DAYLIGHT TIME, AN AMATEUR-BUILT FOLLMER Q200 AIRPLANE, N8427, COLLIDED WITH GROUND OBSTRUCTIONS DURING A FORCED LANDING ON AN INTERSTATE HIGHWAY IN CORONA, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY AN IN-FLIGHT SEPARATION OF A PORTION OF ONE PROPELLER BLADE. THE AIRCRAFT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. THE AIRPLANE WAS DESTROYED IN THE ACCIDENT SEQUENCE. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA PERSONAL FLIGHT THAT HAD ORIGINATED FROM THE CHINO, CALIFORNIA, AIRPORT ABOUT 0945. AN FEDERAL AVIATION ADMINISTRATION (FAA) AIRWORTHINESS INSPECTOR FROM THE RIVERSIDE, CALIFORNIA, FLIGHT STANDARDS DISTRICT OFFICE RESPONDED TO THE ACCIDENT SITE AND EXAMINED THE AIRPLANE AND INTERVIEWED THE PILOT. THE PILOT REPORTED THAT THE AIRPLANE WAS IN CRUISE FLIGHT WHEN IT SUDDENLY BEGAN TO SHAKE VIOLENTLY. THE PILOT BELIEVED HE HAD LOST PART OF THE WOODEN PROPELLER AND TURNED TO RETURN TO THE CHINO AIRPORT. THE SHAKING THROUGH THE AIRFRAME BECAME INTENSE AND THE PILOT WAS UNSURE OF THE CONTINUED INTEGRITY OF THE AIRFRAME. HE DECIDED TO LAND ON A MAJOR INTERSTATE HIGHWAY BENEATH THE AIRPLANE. DURING THE LANDING ROLLOUT, THE AIRPLANE WAS QUICKLY CATCHING UP TO AUTOMOBILES ON THE ROAD AHEAD AND THE PILOT INTENTIONALLY STEERED THE AIRPLANE TO THE RIGHT SHOULDER TO AVOID A COLLISION WITH THE VEHICLES. THE RIGHT WING CONTACTED A LIGHT POLE AND SLUED THE AIRPLANE NOSE FIRST INTO ANOTHER POLE. THE SECOND COLLISION WITH THE POLE SHATTERED THE PROPELLER INTO SMALL SPLINTERS. THE AIRPLANE CONTINUED DOWN AN EMBANKMENT AND COLLIDED WITH ADDITIONAL BRUSH. THE FAA INSPECTOR SEARCHED THE AREA AND WAS ABLE TO IDENTIFY ONE PROPELLER BLADE TIP IN THE PROPELLER FRAGMENTS SCATTERED OVER THE SITE. THE SECOND TIP COULD NOT BE LOCATED. ACCORDING TO THE PILOT, THE AIRCRAFT OWNER BUILT THE AIRPLANE PRIOR TO 1990 AND OBTAINED AN INITIAL AIRWORTHINESS AND REGISTRATION CERTIFICATE, THEN PLACED THE AIRPLANE INTO STORAGE IN A HANGAR AT THE CHINO AIRPORT. THE AIRPLANE DID NOT FLY FROM 1990 UNTIL WEEKS BEFORE THE ACCIDENT. THE PILOT WAS IN THE PROCESS OF FLYING THE INITIAL 40 OPERATING HOURS FOR AN UNRESTRICTED EXPERIMENTAL AIRWORTHINESS CERTIFICATE AND HAD FLOWN THE AIRPLANE ABOUT 11 HOURS. 20000815010929A (-23) ON AUGUST 15, 2000, AT 1000 MOUNTAIN DAYLIGHT TIME, A HOMEBUILT ROSENGURGER LANCAIR IV, N494R, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED THE SIDE OF THE RUNWAY AND THE LANDING GEAR COLLAPSED DURING TAKEOFF ROLL AT ARTESIA, NM. THE PRIVATE PILOT LOST DIRECTIONAL CONTROL ON TAKE OFF. VISUAL METEROLOGICAL CONDITIONS PREVAILED FOR THIS FLIGHT. (.4)DURING INITIAL CLIMB FOLLOWING TAKEOFF, THE AIRCRAFT SWERVED RIGHT. NEITHER PILOT WAS SUCCESSFUL IN CORRECTING THE SWERVE AND THE AIRCRAFT IMPACTED THE GROUND 150 FEET RIGHT OF THE RUNWAY. WIND AT THE TIME WAS 10 DEGREES RIGHT OF THE RUNWAY AT SEVEN KNOTS. AN EXAMINATION OF THE AIRCRAFT BY AN FAA AIRWORTHINESS INSPECTOR FOLLOWING THE ACCIDENT REVELED NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. 20000815014269A (-23) DURING CLIMB ENGINE RPM DECLINED AN D FLIGHT INSTUCTOR STARTED IMMEDIATE RETURN TO THE AIRPORT. DURING THE TURN THE A/C COLLIDED WITH PINE TREES APPROX. 200 FEET HIGH. AND SUBSEQUENTLY CRASHED TO THE GROUND. THE ENGINE SEPARATED FRO A/C AND NEITHER PILOT OR STUDENT PILOT SUSTAINED INJURIES. THE PIC REPORTED THAT THE STALL WARNING HORN SOUNDED JUST SECONDS BEFORE THE IMPACT WITH THE PINE TREES. THE A/C ENGINE WILL UNDER GO FURTHER TESTS BY THE ENGINE MFR. (ON 8-13-00 THE ENGINE WAS TEST RUN BY THE MANUFACTURER AND THE FAA FSDO 15 AND THERE WAS NO LOSS OF RPM. THE ENGINE REACHED AND MAINTAINED 2400 RPM) (.4) THE FLIGHT INSTRUCTOR STATED THAT DURING CLIMB AFTER TAKEOFF, THE ENGINE LOST POWER AND THE RPM DROPPED TO ABOUT 2,100. HE TOOK THE CONTROLS FROM THE STUDENT AND INITIATED A LEFT TURN BACK TOWARD THE AIRPORT. WHEN HE REALIZED HE COULD NOT MAKE THE AIRPORT, HE LANDED IN TREES. A WITNESS STATED THE ENGINE DID NOT SOUND LIKE IT WAS PRODUCING FULL POWER FROM THE BEGINNING OF TAKEOFF ROLL AND THE AIRPLANE MADE A LONG TAKEOFF ROLL USING ABOUT TWO THIRDS OF THE 4,158 FOOT RUNWAY. AFTER LIFTOFF, THE AIRPLANE CLIMBED SLOW A ND THE PILOT'S INITIATED A TURN TO THE LEFT WITH A NOSE HIGH ATTITUDE. THE AIRPLANE STALLED AND THE LEFT WING DROPPED. THE AIRPLANE DESCENDED AND CRASHED INTO THE TREES. HE HEARD THE ENGINE CONTINUE TO RUN UNTIL THE AIRPLANE CRASHED. POSTCRASH EXAMINATION OF THE ENGINE SHOWED THE SPARK PLUGS WERE FOULED WITH CARBON AND LEAD DEPOSITS AND THE PROPELLER BLADES WERE BENT FORWARD. THE ENGINE WAS STARTED AND OPERATED ROUGHLY TO 1,700 RPM. AFTER CLEANING THE PLUGS AND CHANGING THE BENT PROPELLER, THE ENGINE WAS STARTED AND OPERATED TO 2,200 RPM, FULL STATIC RPM. 20000815015799A (-23) ON AUGUST 15, 2000, AT APPROX. 0830 EDT, A PIPER PA-31-350, N801 MW COLLIDED WITH TREES 3.7 MILES NW OF HAZELHURST AIRPORT. THE IMPACT WITH THE TREES SEVERED A SECTION OF THE LEFT OUTBOARD WING APPROX. FIVE FEET LONG. AFTER THE INITIAL IMPACT WITH THE TREES THE A/C REMAINED IN THE AIR AND BECAME INVERTED BEFORE COLLIDING WITH A SMALL PINE TREE JUST BEFORE IMPACTING THE GROUND. THE A/C CAME TO A STOP APPROX. 130 FT FROM IMPACT. AFTER COMING TO REST, THE A/C BEGAN TO BURN AND SUSTAINED SEVERE FIRE DAMAGE. THE PILOT HAD FILED AN IFR FLIGHT PLAN AND HAD BEEN CLEARED FOR APPROACH INTO HAZELHURST AIRPORT BY CONTROLLERS AT JACKSONVILLE CENTER. THE FLIGHT ORIGINATED IN DOTHAM, AL. 20000815025009I (-23)ON 8-15-2000, OZARK AIR LINES FLIGHT 250 WAS PREPARING TO DEPART JOPLIN, MISSOURI FOR DALLAS, TEXAS. THE FLIGHT WAS CANCELLED DUE TO THE LEFT ENGINE WOULD NOT START. MAINTENANCE WAS SENT TO JOPLIN WITH A HYDRO-MECHANICAL UNIT (HMU IE: FUEL CONTROL), AND PROCEEDED TO CHANGE THE PART. THE AIRCRAFT WAS THEN FERRIED BACK TO OZARK'S MAINTENANCE BASE FOR FURTHER TROUBLESHOOTING. THROUGH EXTENSIVE TROUBLESHOOTING IT HAS BEEN DETERMINED THAT THE FUEL FROM OZARK AIR LINES' FUEL FACILITY WAS CAUSING THE PROBLEM. FURTHER INVESTIGATION IS BEING DONE TO ISOLATE AND IDENTIFY THE CONTAMINATION. TEAR DOWN REPORTS FROM THE HMU MAUFACTURER LUCAS HAVE BEEN REQUESTED. FUEL SAMPLES ARE BEING ANALYZED BY PRATT & WHITNEY, LUCAS, VALLEY OIL, AND THE MISSOURI DEPART OF AGRICULTURE. THESE REPORTS AS WITH THIS INVESTIGATION WILL BE RECORDED ON PTRS REF #CE052000B1176. THIS INCIDENT #CE2000IAC076 IS CONSIDERED CLOSED WITH THIS REPORT. 20000815025039I (-23)ON 8-15-00, OZARK AIR LINES 733 WAS PREPARING TO DEPART CHICAGO MIDWAY FOR COLUMBIA MISSOURI. THE FLIGHT WAS CONCELLED DUE TO THE ENGINES WOULD NOT START. THE CREW MADE SEVERAL ATTEMPTS AND MANAGED TO GET THE ENGINES STARTED. A FERRY FLIGHT WAS MADE TO OZARK'S MAINTENANCE BASE IN COLUMBIA. MAINTENANCE PROCEEDED TO CHANGE THE HYRDO-MECHANICAL UNIT (HMU IE: FUEL CONTROL), ON BOTH ENGINES. THROUGH EXTENSIVE TROUBLESHOOTING IT HAS BEEN DETERMINED THAT THE FUEL FROM OZARK AIRLINES'S FUEL FACILITY WAS CAUSING THE PROBLEM. FURTHER INVESTIGATION IS BEING DONE TO ISOLATE AND IDENTIFY THE CONTAMINATION. TEAR DOWN REPORTS FROM THE HMU MAUFACTURER LUCAS HAVE BEEN REQUESTED. FUEL SAMPLES ARE BEING ANALYZED BY PRATT & WHITNEY, LUCAS, VALLEY OIL, AND THE MISSOURI DEPARTMENT OF AGRICULTURE. THESE REPORTS AS WITH THIS INVESTIGATION WILL BE RECORDED ON PTRS REF #CE052000B1175. INCIDENT CE052000IAC077 IS CONSIDERED CLOSED WITH THIS REPORT. 20000815026699I (-23)^PRIVACY DATA ^STATED THAT HE WAS OVERCONTROLLING HIS AIRCRAFT, CAUSING A PILOT-INDUCED OSCILLATION. THE AIRCRAFT STALLED OVER THE RUNWAY AND LANDED HARD ENOUGH TO BREAK AN ALUMINUM LANDING GEAR CASTING, CAUSING THE AIRCRAFT TO GROUND-LOOP. 20000815026979I (-23)^PRIVACY DA^ STATED THAT HE INADVERTENTLY REACHED FOR THE LANDING GEAR KNOB AND RETRACTED THE GEAR DURING A TOUCH-AND-GO LANDING, CAUSING THE NOSE GEAR TO RETRACT, DAMAGING THE PROP AND NOSE GEAR DOORS. HIS INTENTION WAS TO RAISE THE FLAPS. 20000815027019A (-23)"PILOT REPORTED THAT SHORTLY AFTER TOUCHDOWN, THE AIRPLANE SWERVED TO THE RIGHT AND EXITED THE RUNWAY. POSTACCIDENT EXAMINATION BY RUSSIAN AVIATION EXPERTS, ON DECEMBER 11, 2000, DETERMINED THAT SEVERAL STRUCTURAL MEMBERS JUST AFT OF THE ENGINE FIREWALL NEEDED TO BE REPLACED. THIS IS THE AREA WHERE THE MAIN LANDING GEAR IS ATRTACHED TO THE FUSELAGE." THIS QUOTE CAME FROM THE PRELIMINARY REPORT FROM THE NTSB AND CONFIRMED BY THE PILOT. 20000815036089A (-23) THIS OWNER/OPERATOR COLLIDED WITH RUNWAY LIGHTS AS HE WAS BLOWN OFF THE RUNWAY DURING AN ABORTED TAKE-OFF. HE AND ANOTHER PILOT WHO HAD JUST LANDED ON THE SAME RUNWAY STATED THAT THERE WERE STRONG UNFORECAST CROSS WINDS NEAR THE MIDDLE OF THE RUNWAY. THE PILOTS STATED THAT THE WINDS NEAR THE ENDS OF THE RUNWAY WERE AS FORECAST ON ATIS, BUT THERE IS NOT A WIND INDICATOR NEAR THE MIDDLE OF THE AIRPORT AND THIS CAUSES THE ERRONEOUS READINGS AND CONFUSION OVER EXPECTED WINDS. THE PILOT STATED THAT DURING HIS LIFT-OFF NEAR THE MIDDLE OF THE RUNWAY HE ENCOUNTERED THE UNFORECAST WINDS THAT FORCED HIM BACK DOWN AND TO THE RIGHT. HE SAID HE MADE TWO MORE ATTEMPTS TO TAKE OFF AND ON THE LAST TRY HE LOST DIRECTIONAL CONTROL AND RAN OFF THE RUNWAY. THE RNO TOWER CHIEF WAS INFORMED OF THEIR STATEMENTS AND IS TAKING APPROPRIATE ACTION, IF NEEDED. 20000815036189I (-23) ON 8/15/2000 ^PRIVACY DATA OMI^ LANDED N35MT GEAR-UP ON RUNWAY 16L AT VNY. THERE WAS NO INJURY TO ^PRIVACY ^THE SOLE OCCUPANT OF THE AIRCRAFT. THE A/C SUSTAINED TYPICAL GEAR-UP DAMAGE. I.E. BENT PROPELLER, WRINKLED FLAPS, AND BELLY SKIN ABRASION. IN AN INTERVIEW, ^PRIVACY ^ADMITS HE FAILED TO USE HIS "BEFORE LANDING" CHECKLIST AND FAILED TO CONFIRM "GEAR DOWN". IN ANOTHER INTERVIEW, ^PRIVACY DATA^THE A & P MECHANIC REPAIRING N35MT, STATED THAT HE BELIEVES ^PRIVACY ^SELECTED "GEAR DOWN" JUST SECONDS BEFORE GROUND CONTACT. INSPECTION OF THE A/C DAMAGE CONFIRMS THIS TO BE THE CASE. 20000815036759A (-23)ON AUGUST 15, 2000 AT 1409 CDT, A PIPER PA-28-161, N8126V, OPERATED BY SCOTT ROBERT HALEY CRASHED SHORTLY AFTER TAKEOFF FROM WATERTOWN MUNICIPAL AIRPORT, WATERTOWN, WICONSIN ON A PLEASURE FLIGHT TO BARABOO, WISCONSIN. VFR CONDITIONS PREVAILED AT THE TIME AND THE PILOT HAD OBTAINED A WEATHER BRIEFING. THE AIRCRAFT WAS DESTROYED BY FIRE. THE PILOT AND THE TWO PASSENGERS RECEIVED FATAL INJURIES. THE WEATHER CONDITIONS RECORDED AT THE WATERTOWN AWOS AT 1402 CDT WAS, WIND 300 DEGREES AT 10 KNOTS, 10 MILE VISIBILITY, SCATTERED CLOUDS AT 2700 FEET, TEMPERATURE 31 DEGREES CELSIUS, DEW POINT 27 DEGREES CELSIUS AND ALTIMETER 30.03. THE INVESTIGATION REVEALED THE PILOT WAS IN THE RIGHT HAND SEAT, THE PILOT DID NOT HAVE A CURRENT MEDICAL CERTIFICATE, THE PILOT TOOK OFF DOWNWIND ON RUNWAY 11 AND THE AIRCRAFT WAS 180 POUNDS OVER ITS GROSS WEIGHT. NO ABNORMALITIES WERE DISCOVERED WITHIN THE AIRCRAFT OR ITS POWERPLANT. (.19)ON AUGUST 15, 2000, AT 1409 CENTRAL DAYLIGHT TIME, A PIPER PA-28-161, N8126V, PILOTED BY A PRIVATE PILOT, WAS DESTROYED DURING AN IN-FLIGHT COLLISION WITH THE TERRAIN AND SUBSEQUENT POST-IMPACT FIRE FOLLOWING A LOSS OF C ONTROL DURING INITIAL CLIMB FROM RUNWAY 11 (2,801 FEET BY 75 FEET, DRY/ASPHALT) AT THE WATERTOWN MUNICIPAL AIRPORT, WATERTOWN, WISCONSIN. VISUAL METROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT AND HIS TWO PASSENGERS SUSTAINED FATAL INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND HAD THE INTENDED DESTINATION OF THE BARABOO WISCONSIN DELLS AIRPORT, BARABOO, WISCONSIN. ACCORDING TO WRITTEN STATEMENTS AND WITNESS INTERVIEWS, THE PILOT ANNOUNCED OVER THE UNICOM FREQUENCY THAT HE WAS GOING TO DEPART TO THE NORTH AND WAS GOING TO UTILIZE RUNWAY 11 FOR HIS DEPARTURE RUNWAY. ANOTHER PILOT, WHO WAS ENTERING THE AIRPORT AREA FROM THE NORTHWEST, ANNOUNCED HIS INTENTIONS OF PERFORMING TOUCH & GOES ON RUNWAY 29. HE REPORTED THAT HE DID NOT HEAR ANY RESPONSE FROM THE ACCIDENT AIRPLANE AND CONTINUED TO ENTER THE TRAFFIC PATTERN FOR RUNWAY 29. HE STATED THAT HE ANNOUNCED HIS TRAFFIC PATTERN POSITION AND INTENTIONS FOR TOUCH & GOES ON RUNWAY 29 MULTIPLE TIMES PRIOR TO THE ACCIDENT AIRCRAFT'S TAKEOFF ROLL ON RUNWAY 11. HE REPORTED THAT THE ACCIDENT AIRPLANE DEPARTED RUNWAY 11 AND THEN STARTED A RIGHT, NOSE-HIGH, TURN. HE STATED THAT THE ACCIDENT AIRPLANE WAS IN A 45-DEGREE BANK TURN AND THAT THE AIRPLANE'S LANDING LIGHT, LOCATED ON THE NOSE OF THE AIRPLANE, WAS CLEARLY VISIBLE DURING THE RIGHT TURN. HE STATED THAT HE WAS AT AN ALTITUDE OF APPROXIMATELY 1,800 FEET ABOVE MEAN SEA LEVEL (MSL) WHEN HE SAW THE ACCIDENT AIRPLANE IN THE NOSE-HIGH TURN AT AN ALTITUDE OF 200 TO 300 FEET ABOVE GROUND LEVEL (AGL). HE REPORTED THAT HE MANEUVERED HIS AIRPLANE TO REMAIN CLEAR OF THE PROJECTED FLIGHT PATH OF THE ACCIDENT AIRPLANE, SUBSEQUENTLY LOSING SIGHT OF THE ACCIDENT AIRPLANE. HE STATED THAT WHEN HE WAS ON BASE-LEG FOR RUNWAY 29 HE NOTICED SMOKE RISING FROM A FIELD BELOW HIS POSITION. A WEATHER OBSERVATION STATION, LOCATED AT THE WATERTOWN MUNICIPAL AIRPORT, WATERTOWN, WISCONSIN, REPORTED THE WEATHER SEVEN MINUTES PRIOR TO THE ACCIDENT AS: OBSERVATION TIME: 1402 CDT WIND: 300-DEGREES AT 10 KNOTS VISIBILITY: 10 STATUTE MILES SKY CONDITION: 2,700 FEET AGL SCATTERED TEMPERATURE: 31-DEGREES CENTIGRADE DEW POINT TEMPERATURE: 27-DEGREES CENTIGRADE PRESSURE: 30.02 INCHES OF MERCURY. AN EXAMINATION OF THE WRECKAGE WAS CONDUCTED ON AUGUST 16, 2000. ALL COMPONENTS OF THE AIRCRAFT WERE IDENTIFIED AND ACCOUNTED FOR AT THE ACCIDENT SITE. A POST-IMPACT FIRE COMPROMISED THE MAIN PASSENGER CABIN FROM THE ENGINE FIREWALL AFT TO THE EMPENNAGE. NO ANOMALIES, RELATIVE TO THE ENGINE OR ITS ACCESSORIES, WERE FOUND TO BE ASSOCIATED WITH A PREEXISTING CONDITION. FEDERAL AVIATION ADMINISTRATION (FAA) RECORDS INDICATED THE PILOT'S WEIGHT AS 230 POUNDS. DEPAR 20000815037269A (-23) PILOT DEPARTED BIV, CLIMBED TO 3,000 FT. AND ATTEMPTED TO REDUCE POWER, THROTTLE DID NOT RESPOND, POWER REMAINED AT 25" MAP. PILOT INTIATED CLIMB TO SLOW A/C AND EXTENDED LANDING GEAR AND FLAPS. PILOT THEN ATTEMPTED TO RETURN TO BIV. PILOT MOVED MIXTURE CONTROL TO IDLE CUTOFF AND BEGAN DESCENT. PILOT DECIDED DESCENT WAS "TOO MUCH" PUSHED MIXTURE IN, ENGINE RESPONDED. AT A POINT WHERE THE PILOT THOUGHT THE RUNWAY COULD BE REACHED, HE TURNED OFF THE IGNITION AND PULLED THE MIXTURE. THE PILOT MISJUDGED POSITION AND TURNED IGNITION BACK ON AND MOVED MIXTURE TO RICH. AIRSPEED HAD SLOWED TO POINT WHERE PROPELLER STOPPED WINDMILLING SO PILOT ENGAGED STARTED BUT ENGINE DID NOT START. TOUCHDOWN WAS MADE SHORT OF RUNWAY. 20000816008659A (-23) ON AUGUST 16, 2000 AT APPROXIMATELY 1730 CDT, A CESSNA 182RG, N3674C, DEPARTED PRINCETON, KY AIRPORT, (2MO), FROM RUNWAY 22, FOR A LOCAL FLIGHT. IMMEDIATELY AFTER TAKE-OFF THE PLANE HIT THE TOPS OF SOME TREES, LOCATED AT THE END OF THE RUNWAY, AND CRASHED INTO A GARDEN, CLOSE TO THE TREES AND NEXT TO A TRAILER. THE PILOT AND ONE PASSENGER WERE KILLED ON IMPACT. TWO PASSENGERS SITTING IN THE REAR OF THE PLANE WERE INJURIED. THE AIRCRAFT WAS DESTROYED, AND CAUGHT ON FIRE WHEN IT IMPACTED THE GROUND. NEITHER WEIGHT & BALANCE NOR PERFORMANCE APPEARED TO BE A PROBLEM, WITH THE AVAILABLE EVIDENCE. IT APPEARS THAT A 44709 RE-EXAM MAY HAVE BEEN APPROPRIATE FOR THE PILOT OF THE AIRCRAFT WHO DIED IN THE CRASH. (.4)ON AUGUST 16, 2000, AT 1741 CENTRAL DAYLIGHT TIME, A CESSNA 182RG, N3674C, WAS DESTROYED WHEN IT IMPACTED TERRAIN SHORTLY AFTER TAKING OFF FROM PRINCETON-CALDWELL COUNTY AIRPORT (2M0), PRINCETON, KENTUCKY. THE CERTIFICATED PRIVATE PILOT AND ONE PASSENGER WERE FATALLY INJURED, AND TWO OTHER PASSENGERS WERE SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL FLIG T, WHICH WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A POLICE OFFICER, ONE OF THE SURVIVING PASSENGERS STATED THAT THE OCCUPANTS WERE ALL FROM THE SAME COMPANY, AND WERE IN TOWN FOR A BUILDING RESTORATION PROJECT. DUE TO A LULL IN THE WORK SCHEDULE, THEY DECIDED TO TAKE A TOUR OF THE AREA. AFTER TAKEOFF, THE AIRPLANE WAS "TOO LOW," AND COULD NOT CLEAR A TREE LINE. IT "HIT SOME TREES, THIS CAUSED THE WING TO TIP DOWN, AND THEY AGAIN HIT SOME TREES AND THE PLANE CRASHED." IN A RECORDED INTERVIEW WITH A THIRD PARTY, THE OTHER SURVIVING PASSENGER STATED THAT ON THE DAY OF THE ACCIDENT, AFTER THE GROUP HAD FINISHED ITS WORK FOR THE DAY, THE PILOT SUGGESTED THEY "FLY AROUND THE LAKE." THE GROUP THEN WENT TO THE AIRPORT, AND THE PILOT CONDUCTED A PREFLIGHT INSPECTION OF THE AIRPLANE, INCLUDING THE FUEL SYSTEM. AT THAT POINT, "EVERYTHING SEEMED TO BE A 'GO' AND...WE STARTED OUT." THE AIRPLANE WAS THEN TAXIED TO THE END OF THE RUNWAY, AND BEGAN ITS TAKEOFF ROLL, WHICH TOOK "THREE QUARTER OR BETTER" OF THE 3,000-FOOT RUNWAY. AFTER TAKEOFF, IT "SEEMED LIKE...WE JUST DIDN'T HAVE ENOUGH POWER OR SOMETHING." THE PASSENGER THOUGHT THAT THE AIRPLANE WAS "JUST GOING TO BARELY MISS [SOME] TREES...BUT...INSTEAD OF BARELY MISSING [THEM], WE ACTUALLY HIT THE TREES AND THINGS STARTED GOING HAYWIRE FROM THERE." THE PASSENGER ALSO NOTED THAT THE AIRPLANE HAD IMPACTED THE TREES WITH ITS LANDING GEAR, AND THEN, IT HAD "SPUN...TO THE LEFT." IN ADDITION, DURING THE TAKEOFF, THE ENGINE HAD "SOUNDED WIDE OPEN," AND NEVER SPUTTERED OR BACKFIRED. THE ACCIDENT OCCURRED DURING DAYLIGHT HOURS, AT 37 DEGREES, 06.6 MINUTES NORTH LATITUDE, 87 DEGREES, 51.9 DEGREES WEST LONGITUDE. 20000816012379A (-23) MR VENALECK WAS INVOLVED IN A LANDING ACCIDENT AT OGD AIRPORT ON 8/16/00 AT APPROX 1424 MDT. THE WIND FROM METAR AT THE TIME OF ACCIDENT WAS VARIABLE AT 6 KTS AND THE TEMPERATURES WAS 88F. THE A/C WAS SUBSTANTIALLY DAMAGED, WITH NO INJURIOES TO THE PILOT OR PASSENGERS. ON LANDING THE A/C WAS FAST AND MADE SEVERAL BOUNCES WITH LOSS OF CONTROL AFTER THE THIRD CONTACT WITH RUNWAY. A CLASSIC GROUND LOOP OCCURRED CAUSING THE A/C TO VACATE THE RUNWAY. SKID MARKS INDICATED HEAVY USE OF THE RIGHT BRAKE AND EVENTUALLY THE RIGHT LANDING GEAR COLLAPSED. WHEN THE RIGHT LANDING GEAR COLLAPSED THE RIGHT LOWER WING CONTACTED THE GROUND, CAUSING EXTENSIVE INTERNAL DAMAGE TO LOWER WING SPARS. ALSO, DAMAGE TOI THE UPPER WING OCCURRED AND THE POSSIBILITY OF CRACKS TO THE UPPER WING SPAR. 20000816015319A (-23) PILOT STATED ON THIS FLIGHT THAT HE WAS LOW ON DOWNWIND LEG AND BASE LEG TO RWY 36. AFTER TURNING TO THE FINAL APPROACH HE PULLED UP TO CLEAR THE TREES THE GLIDER STALLED AND SPUN TO THE RIGHT. GLIDER CRASHED SHORT OF AIRPORT ON FINAL TO RWY 36. THIS INFO WAS OBTAINED BY AN INTERVIEW WITH THE PILOT IN HIS HOME ON SEPTEMBER 28, 2000 WITH BRUCE HASETINE FAA. (.4) ON AUGUST 16, 2000, AT ABOUT 1403 EASTERN DAYLIGHT TIME, A SCHWEIZER SGS 1-34, N7679, REGISTERED TO TAMPA BAY SOARING SOCIETY INC., OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT, CRASHED ON LANDING IN THE VICINITY OF ZEPHYRHILLS MUNICIPAL AIRPORT (ZPH), ZEPHYRHILLS, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE GLIDER SUSTAINED SUBSTANTIAL DAMAGE AND THE STUDENT PILOT SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM ZPH, ABOUT 33 MINUTES BEFORE THE ACCIDENT. THE PILOT REMEMBERS DEPARTING ON THE GLIDER FLIGHT; AND REMEMBERS RETURNING TO THE TRAFFIC PATTERN, BUT HAS NO FURTHER RECALL OF THE EVENTS LEADING UP TO THE ACCIDENT. THE BROTHER OF THE INJURED PILOT STATED HE OBSERVED THE GLIDER ESTABLISHED ON A LOW AND SLOW FINAL TO RUNWAY 36, BEFORE THE GLIDER STARTED SPI NNING TO THE RIGHT. HE CONTACTED UNICOM ON A HANDHELD RADIO AND ASKED THEM TO CALL 911. 20000816020679I (-23)PILOT NOTICED LOW FUEL PRESSURE WHILE ON A PART 135 CARGO FLIGHT FROM KANSAS CITY TO WICHITA, KS. PILOT DECIDED TO MAKE A PRECAUTIONARY LANDING AT TOPEKA, KS (FOE). FUEL PRESSURE BECAME NORMAL BEFORE LANDING AND WHILE ON THE GROUND AT FORBES. PILOT CALLED THE GENERAL MANAGER AND IT WAS DECIDED TO CONTINUE TO WICHITA. FLIGHT WAS CONTINUED WITHOUT FURTHER INCIDENT. 20000816021799I (-23)ON AUGUST 16, 2000 COMAIR FLIGHT 5950 DEPARTED MONTREAL AT 0600 LOCAL TIME. WHILE CLIMBING TO CRUSE ALTITUDE THE CAPTAIN NOTED THE RIGHT AILERON APPEARED TO BE JAMMED AT 22,000 FEET UPON DECENDING THOUGH 16,000 FEET THE AILERON ABRUPTLY CAME UNJAMMED TO PERFORM NOMRALLY, COMAIR MAINTENANCE PERSONNEL INSPECTED THE FLIGHT CONTROL SYSTEM AND NO DEFECTS WERE NOTED. THEY DID REPLACE THE AUTO PILOT AILERON SERVO AS A PRECAUTIONARY MEASURE. THE AIRCRAFT WAS FLIGHT CHECKED AND NO DISCREPANCIES WERE NOTED. THE WEATHER CONDITIONS AT CYUL PRIOR TO DEPARTURE WERE THUNDERSTORMS WITH RAIN. COMAIR HAD SIMILAR INCIDENT ON 6/6/00 AND THIS INCIDENT IS UNDER NTSB INVESTIGATION. 20000816022129A (.4)ACCORDING TO THE PILOT, DURING THE LANDING FLARE FOR RUNWAY 17, THE AIRPLANE WAS SEVERAL FEET ABOVE THE GROUND, POWER OFF, AND BANKED TO THE LEFT. THE PILOT APPLIED FULL POWER FOR A GO-AROUND; HOWEVER, THE AIRPLANE TURNED PERPENDICULAR TO THE RUNWAY, CROSSED THE PARALLEL TAXIWAY, AND THE RIGHT WING STRUCK A HANGAR. SUBSEQUENTLY, THE AIRPLANE NOSED DOWN INTO THE GROUND. THE PILOT REPORTED THE WIND WAS FROM 190 DEGREES AT 10 KNOTS. (-23) THE WITNESS STATED THAT THE AIRCRAFT WAS ON APPROACH TO RUNWAY 17, AT BOERNE STAGE AIRFIELD (5C1), AT APPROXIMATELY 1700 CDT, ON AUGUST 16, 2000. THE AIRCRAFT HIT THE RUNWAY THEN BOUNCED BACK INTO THE AIR TURNING LEFT APPROXIMATELY 90 FROM THE RUNWAY CENTERLINE, POWER WAS APPLIED TO FULL THROTTLE AND STAYED THERE UNTIL SUCH TIME THE AIRCRAFT IMPACTED A HANGAR HOME WHICH BROUGHT THE AIRCRAFT TO A COMPLETE STOP. THE INVESTIGATION REVEALED SEVERAL MARKINGS ON THE TAXIWAY AND GRASS TO SUPPORT THE WITNESS STATEMENTS. 20000816025519I (-23)RIGHT MAIN LANDING GEAT BUNGEE CORD BROKE LANDING ROLL. RIGHT WING STRUCK GROUND CAUSING MINOR DAMAGE TO AILERON SPAY, AND WING TIP. 20000816025829I (-23)SEE ATTACHED SHEET FOR PILOT STATEMENT. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20000816026059I (-23) PILOT DEPARTED WINGS FIELD (N67) ENROUTE TO READING REGIONAL/CARL A. SPAATZ FIELD (RDG). UPON MAKING HIS INITIAL APPROACH, PILOT COULD NOT GET THE LANDING GEAR TO FULLY EXTEND. THE LEFT LANDING GEAR WOULD NOT EXTEND: IT WAS HELD IN THE "UP" POSITION. THE PILOT FLEW THE A/C FOR ABOUT 2 HOURS, BURNING OFF FUEL AND TRYING TO GET THE LANDING GEAR TO FULLY EXTEND. AFTER 2 HOURS THE PILOT ELECTED TO MAKE A GEAR-UP LANDING ON RUNWAY 31. THE LANDING WAS PERFORMED AND THE A/C SUSTAINED MINOR DAMAGE. 20000816026149I (-23) N71AK CALLED JUNEAU TOWER 10 MILES EAST OF JNU STATING THAT HE HAD A BROKEN THROTTLE CABLE AND WISHED TO LAND AT JNU. HE DID NOT DECLARE AN EMERGENCY OR RECEIVE PRIORITY. THE A/C LANDED AT JNU WITHOUT INCIDENT. THE PILOT WAS NOT AVAILABLE FOR AN INTERVIEW. THE A/C IS REGISTERED TO^PRIVACY DATA OMITTED^ WILL ATTEMPT TO CONTACT OWNER FOR FURTHER DETAILS. 20000816026899A (-23) THIS AIRPLANE IS 25 YEARS OLD WITH 5,000 OPERATING HOURS AND HAS BEEN USED EXCLUSIVELY FOR GLIDER TOWING. THE ESTIMATED NUMBER OF LANDINGS OR CYCLES IS TWENTY THOUSAND. THE FACE OF THE STRAIGHT TRANSVERSE BREAK IN THE RIGHT LANDING GEAR HAS MARKINGS AND A RUSTY SPOT THAT INDICATED METAL FATIGUE. THE PILOT WAS MAKING A NORMAL THREE POINT LANDING AND DURING ROLL OUT THE RIGHT LANDING GEAR SNAPPED OFF. THE PROPELLER AND RIGHT WING TIP HIT THE DIRT RUNWAY THEN THE AIRPLANE SLIDE OFF THE RIGHT SIDE INTO SOFT SAND. THE OUTBOARD SECTION OF THE RIGHT WING WAS WRINKLED AND BENT AND THE PROPELLER, ENGINE, AND COWLING WAS DAMAGED. THE UPPER PORTION OF THE BROKEN LANDING GEAR WAS SENT TO THE NTSB IN LAX FOR EXAMINATION IN THEIR LAB. A MALFUNCTIONOR DEFECT REPORT WAS FILED BY THE CERTIFIED REPAIR STATION PERFORMING THE REPAIRS AND A LANDING GEAR CYCLE LIFE-LIMIT WAS RECOMMENDED. (.4) THE RIGHT MAIN LANDING GEAR COLLAPSED DURING THE LANDING ROLLOUT AT A PRIVATE DIRT GLIDER AIRSTRIP. THE PILOT SAID THAT HE MADE A 3-POINT LANDING AFTER TOWING A GLIDER ALOFT. THE AIRPLANE BOUNCED SLIGHTLY ON TOUCHDOWN AND, ON THE SECOND GROUND CONTACT, THE PILOT HEARD A SNAP SOUND AND THE RIGHT MAIN LANDING GEAR COLLAPSED. THE AIRPLANE FELL DOWN ON THE RIGHT WING AND SPUN AROUND IN THE DIRT. AN FAA AIRWORTHINESS INSPECTOR EXAMINED THE AIRPLANE AND THE RUNWAY. THE INSPECTOR OBSERVED THE TWO TOUCHDOWN MARKINGS ON THE DIRT RUNWAY AND REPORTED THAT THEY WERE ABOUT 12-FEET APART AND NOT HEAVY IMPRESSIONS. ABOUT 20 FEET BEYOND THE SECOND TOUCHDOWN POINT, DRAG MARKINGS CONSISTENT WITH A SEPARATED MAIN LANDING GEAR WERE FOUND. THE INSPECTOR REPORTED THAT THE RIGHT MAIN LANDING GEAR STRUT SEPARATED NEAR THE FUSELAGE WITH A TRANSVERSE FRACTURE. A MAJORITY OF THE FRACTURE FACE APPEARED DIRTY AND RUSTY, WITH THE REMAINING PORTION EXHIBITING A PATTERN OF BEACH MARKINGS AND A CHEVRON-LIKE PATTERN NEAR THE EDGE OPPOSITE THE DISCOLORED PORTION. ACCORDING TO THE OPERATOR, THIS AIRPLANE HAS BEEN USED EXCLUSIVELY FOR GLIDER TOW OPERATIONS AND HAS ACCUMULATED OVER 4,000 FLIGHT HOURS. THE OPERATOR AND THE FAA INSPECTOR ESTIMATED THE TOTAL NUMBER OF LANDING CYCLES SOMEWHERE BETWEEN 15,000 AND 16,000 FOR THE LIFE OF THE PART. 20000816040499A (-23) THE PILOT WHILE FLYING FROM DELANO, CA. TO LONE PIN, CA., EXPERIENCED A LOSS OF POWER AND MADE AN EMERGENCY LANDING ON A DIRT ROAD NEAR OLANCHA, CA. AFTER THE LANDING THE LOWER WING HIT THE ROADS HIGH BERM AND FLIPPED THE AIRCRAFT OVER ONTO ITS BACK. THE AIRCRAFT LANDED WITH PARTIAL POWER AND AN UNDETERMINED AMOUNT OF FUEL LEAKED OUT OF THE AIRCRAFT DURING RECOVERY. 20000816042379A (-23) DURING A BEACH LANDING, THE RIGHT WHEEL STRUCK A ROCK, BREAKING THE RIGHT GEAR LEG AT THE AXLE. THE RIGHT GEAR LEG DUG INTO THE SAND, TEARING OFF AT THE GEARBOX. NEXT, THE LEFT GEAR LEG TORE OFF AT THE GEAR AND THE LEFT WING TIP HIT THE GROUND. DAMAGE EXTENDS TO THE ENGINE COWLING AND THE PROPELLER. 20000816042639A (-23) THE PILOT TOOK OFF FROM MERRILL FIELD RUNWAY 24, DURING CLIMB OUT THE ENGINE CEASED TO DEVELOP POWER. THE PILOT ATTEMPTED TO RETURN TO MERRILL FIELD TO LAND ON RUNWAY 06 BUT DID NOT HAVE SUFFICIENT ALTITUDE. THE AIRCRAFT CRASHED ON A CITY STREET CORNER (E. 6TH & MEDFRA) DAMAGING A FENCE AND A PARKED VEHICLE. 20000816043069A (-23) AMERICAN TRANS AIR, INC. FLIGHT 253 WAS A SCHEDULED PASSENGER FLIGHT FROM CHICAGO MIDWAY AIRPORT (MDW) TO THE DALLAS-FT. WORTH AIRPORT (DFW) ON AUGUST 16, 2000. THIS ACCIDENT OCCURRED DURING PUSHBACK FROM THE GATE. THE DRIVER OF THE PUSHBACK TRACTOR REPORTED THAT WHEN HE APPLIED THE BRAKES TO THE TRACTOR, THE STEERING WHEEL JUMPED IN HIS HANDS AND THE TRACTOR VEERED TO THE RIGHT. THE TOW BAR SUBSEQUENTLY FRACTURED AT THE LOCATION OF A WELD AND THE AIRCRAFT IMPACTED THE TRACTOR'S MIRROR. THE AIRCRAFT RECEIVED A PUNCTURE ABOUT 8 INCHES LONG. THE FLIGHT WAS CANCELLED. N764AT WAS INSPECTED FOR SEVERITY OF DAMAGE. THE FORWARD ELECTRONICS EQUIPMENT BAY ACCESS DOOR AND FRAME WERE DAMAGED NECESSITATING REPAIR AND REPLACEMENT. AN AIRWORTHINESS ASSESSMENT WAS MADE AND THE AIRCRAFT WAS DETERMINED TO BE AFE FOR A FERRY FLIGHT TO THE AMERICAN TRANS AIR INC. MAINTENANCE BASE IN INDIANAPOLIS, INDIANA, FOR REPAIRS. THE FORWARD E&E DOOR WAS REPLACED IN ACCORDANCE WITH CHAPTER 52-40-21 OF THE MAINTENANCE MANUAL AND THE DOOR CUTOUT AT (FS 219.8) WAS REPAIRED IN ACCORDANCE WITH ENGINEERING AUTHORIZATION 727A-53R-4248.^PRIVACY DATA OMITTED^ ^PRIVACY DATA OMITTED^ 20000817005489A (-23) ON AUGUST 17, 2000 AT 1745 THERE WAS AN ACCIDENT INVOLVING A LAKE LA-4-180 SEAPLANE ON THE PERIDIO RIVER NEAR PENSACOLA, FL. THE PILOT MR. BELLAMNY WAS IN THE PROCESS OF OBTAINING HIS SEAPLANE RATING FROM THE CFI MR. MYERS. THEY WERE PRATICING TOUCH AND GOES AND SOME FULL STOPS ON THE PERDIDO RIVER BEFORE THE ACCIDENT. MR. BELLAMY SAID THEY TOOK OFF FROM THE RIVER AND SET UP FOR ANOTHER TOUCH AND GO TO THE SOUTH. HE STATED HE FELT THE AIRCRAFT IMPACT THE WATER WITH THE NOSE LOW, WHICH CAUSED THE SEAPLANE TO BOUNCE AND SKIP ACROSS THE WATER. HE TRIED TO MAINTAIN HIS PITCH ATTITUDE WHEN HE WAS ADVISED BY THE CFI TO ADD POWER WHICH HE DID. AT THAT POINT THE CFI TOOK CONTROL OF THE AIRCRAFT AND TRIED TO PARALLEL THE SHORE LINE AND IMPACTED THE TREES. THE RIGHT WING COLLIDED WITH THE TREES AND THE LEFT WING COLLIDED WITH THE WATER. THE FRONT OF THE AIRCRAFT WAS SUBMERGED AND THE NOSE CAME BACK UP AND THE AIRCRAFT REMAINED AFLOAT. BOTH PILOTS RECEIVED SERIOUS INJURIES AND WERE TAKEN TO THE SCARED HEART HOSPITAL IN PENSACOLA, FL. (.4)THE PILOT RECEIVING INSTRUCTION DID NOT OBTAIN THE PROPER T OUCH DOWN POINT DURING A WATER LANDING RESULTING IN A BOUNCED LANDING. THE CFI STATED HE FAILED TO INITIATE A GO-AROUND IN SUFFICIENT TIME, WHICH RESULTED IN AN IN-FLIGHT COLLISION WITH TREES, WATER, AND A SUBSEQUENT NOSE DOWN OF THE SEAPLANE IN THE WATER. 20000817007059A (-23) PILOT LOSS CONTROL OF THE AIRCRAFT DURING LANDING ON RUNWAY 11 AT NAMPA, ID (S67). AIRCRAFT VEERED OFF TO LEFT SIDE OF RUNWAY. THE RIGHT WING CONTACTED THE GROUND DMAAGING THE RIGHT WING TIP AND RIGHT AILERON. THE PROPELLER ALSO RECEIVED DAMAGE. 20000817010459A (-23) PILOT TOOK OFF FROM HANNIBAL AIRPORT AT 1015 AM. 15 MINUTES AFTER TAKE OFF PILOT REPORTED THAT THE ENGINE STARTED TO LOOSE POWER. HE TRIED TO LAND IN A BENA FIELD.THE WHEELS GOT CAUGHT IN THE VINES, THE A/C FLIPPED OVER CAUSING SUBSTANTIAL DAMAGE TO A/C. NO REPORTED INJURIES TO PILOT. ENGINE TOTAL TIME SINCE OVERHAUL 2652 HOURS. LAST 100 HOUR AND ANNUAL INSPECTION WAS DONE AT 9/1/99. A/C ENGINE RUN WAS OBSERVED BY INSPECTOR DAVID SLAYBAUGH OF SPI FSDO. HIS REPORT DATED AUGUST 23, 2000, STATES THAT THE ORIGINAL SPARK PLUGS WERE REMOVED FOR THE ENGINE RUN. THE #3 CYLINDER TOP SPARK PLUG WAS LEADED BADLY, AND THAT THE BOTTOM WAS COMPLETELY FILLED WITH LEAD AND SHORTED OUT.THE ENGINE RUN REPORT IS ATTACHED TO THIS REPORT. 20000817014389A (-23) ON SOFT FIELD TAKEOFF PILOT LOST DIRECTIONAL CONTROL, SET WING FLAPS TI IMPROPER SETTING FOR TAKEOFF. 20000817017289I (-23) THE PILOT ATTEMPTED TO TAKE OFF ON RUNWAY 21 FROM THE INTERSECTION, A/C ACCELERATED NORMALLY UP TO APPROXIMATELY 75 KIAS. WHEN THE PILOT ATTEMPTED TO ROTATE, HE FELT THERE WAS A LOSS OF POWER. THE TAKEOFF WAS ABORTED. THE A/C RAN OFF THE END OF THE RUNWAY. THE NOSE GEAR COLLAPSED. THERE WERE NO INJURIES AND ALL OF THE JUMPERS IN THE A/C GOT IN ANOTHER A/C AND CONTINUED TO JUMP. 20000817023999I (-23)ON THURSDAY, AUGUST 17, 2000, AT 1826 EDT, A MOONEY 20J, N201AN, LANDED ON RUNWAY 25 AT THE ROCHESTER INTERNATIONAL AIRPORT AFTER REPORTING AN UNSAFE GEAR INDICATION WHILE INBOUND. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. THE MECHANIC INSPECTED THE ELECTRIAL AND THE LANDING GEAR SYSTEM CONNECTIONS FOR POSSIBLE DEFECTS. NONE WERE NOTED. THE MECHANICS PERFORMED A LANDING GEAR RETRACTION WITH SATIDFACTORY RESULTS. NO DEFECTS WERE NOTED. THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000817024219I (-23)THE PILOT EXPERIENCED LIMITED TAIL ROTOR CONTROL IN FLIGHT. THE PILOT EXECUTED A RUN-ON LANDING WITHOUT ANY DAMAGE SUSTAINED TO THE AIRCRAFT. SUBSEQUENT EXAMINATION REVEALED THAT A FOREIGN TAIL ROTOR PITCH CHANGE DRIVE PIN HAD BECOME LOGDED IN THE PITCH CONTROL MECHANISM. ^PRIVACY DATA OMITTED^ IT COULD NOT BE DETERMINED WHAT MAINTENANCE ACTIVITY LEFT THE PIN IN THE PITCH CHANGE SHAFT. 20000817025929I (-23)INCIDENT #A1012000023 PILOT UNLOADED FREIGHT ON VILLAGE AGENTS VEHICLE. WHEN PILOT WAS LOADING PASSENGER, THE AGENT UNLOADED ONE HEAVY BOX IN FRONT OF A/C. PILOT DID NOT NOTICE AND WALKED AROUND REAR OF A/C, STARTED A/C AND TAXIED INTO THE BOX. ONE PROP BLADE LOST APP 1" OF TIP ON CONTACT. 20000817026029I (-23) N257SG A GLAISSAIR SUPER II DEPARTED W66 ON A LOCAL FLIGHT IN THE IMMEDIATE VICINITY OF THE AIRPORT. THE FLIGHT WAS UNEVENTFUL UNTIL LANDING WHEN IT WAS DISCOVERED THAT THE LANDING GEAR WAS NOT DOWN. THE A/C WAS FOUND 30 FEET OFF THE RIGHT SIDE OF RUNWAY 14. THE PILOT STATED THAT HE "FORGOT TO PUT THE GEAR DOWN". 20000817026129I (-23) ON 8/17/2000 AT 1522 EDT, A U.S. AIRWAYS FLIGHT 471 WAS ENROUTE FROM LGA TO RIC, WHEN FLIGHT 471 DIVERTED TO ORF AND LANDED ON RUNWAY 05 AFTER THE LEFT ENGINE THRUST REVERSER DEPLOYED AND THE LEFT ENGINE WAS SHUTDOWN DURING DESCENT. THE ARFF RESPONDED AND THE A/C TAXIED TO THE RAMP WITHOUT INCIDENT. EA21 WAS NOTIFIED BY CAMACHO/ROO. THE SUBSEQUENT INVESTIGATION INVOLVING THE NTSB, USAA ENGINEERING, FOKKER ENGINEERING, REVEALED THAT THE LEFT ENGINE THRUST REVERSER (T/R), MADE AN UNCOMMANDED DEPLOYMENT WHEN THE THROTTLE LEVER WAS RETARDED BELOW MINIMUM FLIGHT THRUST. PRELIMINARY DETAILS FROM THE FLIGHT DATA RECORDER DOWN LOAD SHOWS THAT THE T/R FULLY DEPLOYED FOR APPROX. 50 SECONDS, THEN WAS IN TRANSIT, NOT DEPLOYED AND NOT STOWED STATE, FOR ANOTHER 35 SECONDS. PRELIMINARY RESULTS OF THE INVESTIGATION DETERMINED THAT THE LEFT MAIN LANDING GEAR FLIGHT/GROUND SWITCH HAD AN INTERNAL FAILURE. THIS RESULTED IN THE SWITCH COMPLETING THE WEIGHT ON WHEELS CIRCUITRY WHILE THE A/C WAS IN FLIGHT. SEE ADDITIONAL ATTACHED SHEETS (.4) DURING DECENT FOR LANDING, THE FLIGHT CREW EXPERIENCED A TEMPORARY INADVERTENT DEPLOYMENT OF THE LEFT ENGINE THRUST REVERSER. THE FLIGHT CREW DEC LARED AN EMERGENCY AND DIVERTED TO A NEARBY AIRPORT, WHERE THE AIRPLANE LANDED WITHOUT FURTHER INCIDENT. EXAMINATION OF THE THRUST REVERSER CONTROL SYSTEM REVEALED THAT IF THRUST LEVER WAS MOVED AGGRESSIVELY TO THE AFT STOP, THE LEFT ENGINE'S THRUST REVERSER SWITCH COULD ACTUATE. ADDITIONALLY, FAULTS WERE OBSERVED IN LEFT MAIN LANDING GEAR GROUND/FLIGHT (G/F) SWITCH, AND THE LEFT ENGINE THRUST REVERSER DEPLOY SWITCH. AFTER THE LEFT MAIN LANDING GEAR G/F SWITCH AND THE THRUST LEVER SWITCHBOX WERE REPLACED, THE AIRPLANE'S THRUST REVERSER SYSTEM TESTED "OK." 20000817026319I (-23) MR. KRELOFF TOOK OFF FROM PETALUMA AIRPORT AT ABOUT 1100 ON 08-17-2000 ENROUTE TO THE NAPA AIRPORT. UPON ARRIVAL AT NAPA, HE PUT THE GEAR HANDLE DOWN AND THE GEAR FAILED TO EXTEND. HE INSTRUCTED THE TOWER AT NAPA THAT HE WAS EXPERIENCING GEAR PROBLEMS AND THAT HE WOULD BE RETURNING TO PETALUMA. AFTER RETURNING TO PETALUMA HE AGAIN CYCLED THE GEAR. IT WOULD NOT EXTEND. HE REPORTED HEARING A LOUD NOISE TO THE RIGHT OF THE A/C. HE ALSO STATES THAT THE GEAR MOTOR CIRCUIT BREAKER WOULD POP OUT AFTER TRYING TO EXTEND THE GEAR. HE CIRCLED THE AIRPORT FOR 2 HOURS TRYING VARIOUS UNUSUAL ALTITUDES TO GET THE GEAR TO COME OUT AS WELL AS FOLLOWING THE EMERGENCY PROCEDURES IN THE FLIGHT MANUAL. THE GEAR NEVER EXTENDED. FOLLOWING THE A/C'S EMERGENCY PROCEDURES IN THE FLIGHT MANUAL AND WITH COORDINATION FROM THE GROUND, HE LINED UP ON RUNWAY 11 FOR LANDING AND BROUGHT THE A/C IN GEAR UP. THE A/C CAME TO REST 100 YARDS FROM THE NUMBERS IN THE CENTER OF THE RUNWAY. NO INJURIES TO THE PILOT OR PASSENGER. THEN A/C SUSTAINED PROP DAMAGE AND BELLY DAMAGE. 20000817027179I (-23)PILOT STATED THAT DURING A ROUTINE FLIGHT WITH A DEMONSTAION LANDING, HE FAILED TO LOWER THE LANDING GEAR. PILOT SAID HE REALIZED TO LATE THAT THE GEAR WAS NOT DOWN, AND WAS UNABLE TO DO ANYTHING BUT A GEAR UP LANDING. PILOT SAID THAT THE AUTO EXTENSION FEATURE FAILED TO WORK. 20000817028199I (-23)DURING TAXI, RIGHT WING STRUCK LEFT WING LEADING EDGE OF CE-172. 20000817028769I (-23)ON POST FLIGHT CREW FOUND RIGHT GEAR RETRACT BOLT BROKEN AT THE STRUT CONNECTOR. THE AIRCRAFT WAS FERRIED FOR REPAIRS. 20000817030879I (-23)ON AUGUST 17, 2000, AT APPROXIMATELY 1915, PILOT ^PRIVACY DATA OMITTED^ , AT LUIS MUNOZ MARIN AIRPORT, FAILED TO FOLLOW THE BEFORE LANDING CHECKLIST AND LANDED A TWIN ENGINE AIRPLANE, BE-18 (N52A), WITH THE LANDING GEAR IN THE UP POSITION. THIS AIRPLANE BELONGS TO MBD CORP., AN ON DEMAND CARGO OPERATION THAT OPERATES UNDER PART 135 OF THE FEDERAL AVIATION REGULATIONS. ^PRIVACY DATA^ AFTER REALIZING THAT HE FORGOT TO LOWER THE LANDING GEAR ADDED POWER TO THE AIRPLANE AND WENT AROUND THE PATTERN AT THE AIRPORT, KNOWING THAT HE HAD DAMAGE BOTH PROPELLERS ON HIS FIRST ATTEMPT. DURING THE COURSE OF THE INVESTIGATION AND THE INTERVIEW CONDUCTED TO ^PRIVACY DATA OMITTED IN OUR OFFICE, HE STATED AND ADMITTED TO THIS OFFICE THAT HE FORGOT TO SELECT THE LANDING GEAR DOWN ON AIRPLANE N52A. 20000817036309A (-23) ON AUGUST 17, 2000 AT APPROX. 1129 CDT THE PILOT IN COMMAND, AND SOLE OCCUPANT, DEPARTED WILLIAMS RLS (30LL) ON A PLEASURE FLIGHT TO JACKSONVILLE, IL (IJX). THE PIC EXPERIENCED A POWER LOSS SHORTLY AFTER DEPARTURE. THE PILOT ELECTED TO TRY A EMERGENCY LANDING IN A BEAN FIELD. THE AIRCRAFT TOUCHED DOWN CROSSWAYS ON A HIGHWAY, ON A HEADING OF ABOUT 330 DEGREES, BOUNCED THEN HIT AN EMBANKMENT NEXT TO THE HIGHWAY, BOUNCED AGAIN AND CAME TO REST ON ITS NOSE IN A BEAN FIELD. THE AIRCRAFT RECEIVED MAJOR DAMAGE TO THE NOSE GEAR, COWL, ENGINE, PROPELLER, FIREWALL, AND LOWER FRONT OF THE FUSELAGE. THE PILOT SUFFERED A MINOR CUT ABOVE HIS RIGHT EYE, AND ON HIS RIGHT HAND.(.4) THE PILOT SAID THAT HE 'DID ENGINE RUN UP AND TOOK OFF TO THE WEST. AS SOON AS I STARTED TO CLIMB THE ENGINE LOST POWER. I [THE PILOT] PUT THE NOSE DOWN AND THE ENGINE PICKUP POWER. AS I STARTED TO NOSE UP THE ENGINE LOST POWER AGAIN.' THE PILOT SUBSEQUENTLY ATTEMPTED A FORCED LANDING AND STRUCK AN EMBANKMENT. THE PILOT'S STUDENT PILOT CERTIFICATE AND MEDICAL CERTIFICATE HAD EXPIRED. THE PILOT LISTED NO MECHANICAL FAILURE AND DESCRIBED THE FAILURE AS 'FUEL STARVATION'. THE PILOT LISTED THE FUEL ON BOARD AT TAKEOFF AS 3.0 GALLONS. THE CESSNA 150M OWNER'S MANUAL LISTS THE TOTAL FUEL CAPACITY AS 26.0 GALLONS, THE USABLE FUEL IN ALL FLIGHT CONDITIONS AS 22.5 GALLONS, AND THE UNUSABLE FUEL AS 3.5 GALLONS. A POSTACCIDENT EXAMINATION OF THE AIRCRAFT FOUND THAT THE RIGHT FUEL TANK HAD A TRACE OF FUEL, THE LEFT FUEL TANK HAD ABOUT 1/4 INCH OF FUEL, AND THE FIREWALL FUEL FILTER WAS EMPTY. NO OTHER ANOMALIES WERE FOUND THAT COULD BE ASSOCIATED WITH A PREEXISTING CONDITION. 20000817036769A (-23)NO BACK PAGE TO 8020-23 20000817037259A (-23) HE MADE TWO PASSES AROUND THE FIELD. THE FIRST ONE RESULTED IN A NORMAL LANDING. THE SECOND ONE RESULTED IN THE ACCIDENT. MR. SARTO STATED THAT HE LANDED LONG AND THAT THE BRAKES DIDN'T SEEM TO WORK. THE AIRCRAFT TRACKED TO THE LEFT AND THE MAIN WHEEL WAS ON GRASS FOR ABOUT 75 FEET. HE THEN TURNED TO THE RIGHT AND EXITED THE END OF THE RUNWAY IN THE LEFT 1/2 OF THE RUNWAY AND STRUCK A FENCE. THE RIGHT MAIN GEAR COLLAPSED AND A FENCE POST BROKE OFF AND WAS WEDGED UNDER THE COLLAPSED MAIN GEAR. THE AIRCRAFT WENT DOWN AN EMBANKMENT AND CAME TO REST HEADING ABOUT 90 DEGREES TO THE RUNWAY DIRECTION WITH THE TAIL IN THE ROADWAY. THE BRAKES APPEARED TO WORK OK ON POST ACCIDENT INSPECTION. 20000817042599A (-23) ON AUGUST 16, 2000, ABOUT 2030 ALASKA DAYLIGHT TIME, N78635, A PIPER PA-11, SUSTAINED SUBSTANTIAL DAMAGE TO THE LEFT WING AND EMPENNAGE DURING A LANDING AT MACLEOD HARBOR AIRSTRIP ON MONTAGUE ISLAND, ALASKA. MR. JOSEPH G. HEPLER WAS THE PILOT-IN-COMMAND. MR. HEPLER STATED HE HAD ESTABLISHED A LONG, FLAT, FINAL APPROACH TO LANDING AT AIRSTRIP. HE SAID THAT THERE WAS A STRONG CROSSWIND FROM THE RIGHT, AND THE SUN WAS LOW AND GLARING OFF THE WATER. HE INDICATED THAT ABOUT 10 FEET ABOVE THE LANDING AREA THE PROPELLER CONTACTED A TALL BRUSH. THE AIRPLANE SPUN AROUND, AND CAME TO REST ON THE AIRSTRIP. 20000818008719A (-23) PILOT REPORTED A/C FUEL SUPPLY LOW. AFTER A/C IMPACTED GROUND, AIRWORTHINESS INSPECTOR WAS AT CRASH SITE APPROX. 45 MINUTES AFTER EVENT. NO FUEL DETECTED ON BOARD A/C. 20000818010199A (-23) A FAIRCHILD-24-G, N4714, PILOTED BY MR. RONALD G. HANKS, LANDED AT CASCADE LOCKS, OREGON TO WAIT FOR WEATHER TO MOVE THROUGH. AFTER A FOUR HOUR WAIT N4717 TAXIED OUT FOR DEPARTURE. MR. HANKS SAID HE COMPLETED A NORMAL RUNUP, PRE-TAKEOFF CHECK, AND DEPARTED. ON THE CLIMB OUT AT APPROXIMATELY 80 FEET AGL THE AIRCRAFT BEGAN TO LOSE POWER. SINCE THE AIRCRAFT WAS OVER THE COLUMBIA RIVER, MR. HANKS ELECTED TO MAKE A RIGHT TURN BACK TOWARDS THE AIRPORT. ABOUT HALF WAY THROUGH THE TURN, THE AIRCRAFT EXPERIENCED A TOTAL POWER LOSS. THE AIRCRAFT CONTACTED THE RIVER AND SANK. MR. HANKS AND HIS PASSENGER WERE ABLE TO ESCAPE FROM THE LEFT WINDOW AND SWIM TOWARDS SHORE, THE WERE PICKED UP BY SOMEONE IN A BOAT. THE AIRCRAFT RECOVERED BY HLM AIR SERVICE, INDEPENDENCE, OR. 20000818010239A (-23) DURING AN INSTRUCTIONAL FLIGHT LOCALLY, A SIMULATED ENGINE OUT LANDING WAS ATTEMPTED. FLIGHT INSTRUCTOR STATES THAT ON SHORT FINAL, AN UNSAFE GEAR INDICATION OCCURED. HE THEN STATES THAT AN ATTEMPT WAS MADE TO ABORT THE LANDING AND THE ENGINE FAILED TO DEVELOP POWER RESULTING IN A GEAR COLLAPSE AFTER LANDING. THIS RESULTED IN SUBSTANTIAL DAMAGE TO THE RIGHT WING. DURING THE INVESTIGATION, BOTH THE ENGINE AND LANDING GEAR, INCLUDING THE HYDRAULIC SYSTEM WAS EXAMINED AND TESTED. NO DISCREPANCIES COULD BE FOUND. (.4)DURING A LOCAL INSTRUCTIONAL FLIGHT, A SIMULATED ENGINE OUT LANDING WAS ATTEMPTED. THE FLIGHT INSTRUCTOR STATED THAT ON SHORT FINAL, AN UNSAFE GEAR INDICATION OCCURRED. THE INSTRUCTOR THEN STATED THAT AN ATTEMPT WAS MADE TO ABORT THE LANDING AND THE ENGINE FAILED TO DEVELOP TAKEOFF POWER. THE AIRPLANE LANDED AND THE RIGHT MAIN LANDING GEAR COLLAPSED. ACCORDING TO THE FAA INSPECTOR ON-SCENE, AFTER THE GEAR COLLAPSED THE AIRPLANE SLID DOWN THE RUNWAY AND STRUCK A RUNWAY MARKER LIGHT SUBSTANTIALLY DAMAGING THE RIGHT WING LEADING EDGE, FLAP, AND AILERON. EXAMINATION OF THE ENGINE, LANDING GEAR, AND THE HYDRAULIC SYSTEM, FOUND NO DISCREPANCIES. 20000818013289A (-23) AIRCRAFT DEPARTED CONTROLLED FLIGHT AND STALLED. HIT WIRES DURING DECENT. PILOT KILLED FROM TRAMA OF IMPACT. 20000818020629I (-23)ON AUGUST 18, 2000, ^PRIVACY DATA OM^ WAS PRACTING TOUCH-AND-GOES AT WILLIAMS AIRPORT. DURING HIS SECOND PRACTICE TOUCH-AND-GO, ^PRIVACY D^ STATED THAT HE FORGOT TO LOWER HIS LANDING GEAR AND LANDED ON THE RUNWAY WITH HIS GEAR IN THE UP POSITION. ^PRIVACY D^ WAS THE SOLE OCCUPANT OF THE AIRCRAFT AND SUSTAINED NO INJURIES. THE CESSNA 210 SUSTAINED MINOR DAMAGE. NO DAMAGE TO SURROUNDING AREAS OR PROPERTY. 20000818024019I (-23)ON AUGUST 18, 2000, ^PRIVACY DATA OMITTED, HOLDER OF PRIVATE PILOT CERTIFICATE, ^PRIVACY DATA OMI^, WAS THE SOLE OCCUPANT OF A MOONEY AIRCRAFT, N201FD, MODEL 20-J. HE WAS RETURNING FROM A CROSS COUNTRY FLIGHT FROM KERRVILLE, TX. TO DEVINE, TX. AND THE FINAL LEG INTO FREDERICKSBURG, TX. (GILLESPIE COUNTY AIRPORT). AT APPROXIMATELY 1615L ^PRIVACY DAT^ ENTERED THE TRAFFIC PATTERN,FOR RUNWAY 14, AT GILLESPIE COUNTY AIRPORT WHERE HE FOUND HIMSELF FAST AND THE ONLY AIRCRAFT IN THE PATTERN. THE WEATHER WAS CLEAR WITH UNRESTRICTED VISIBILITY, AND A LIGHT BREEZE FROM THE SOUTH EAST AT APPROXIMATELY 4 TO 5 MILES PER HOUR. IN A STATEMENT ^PRIVACY DAT^ STATED THAT "HE HAD BEEN WORKING SO HARD TO MAKE A GOOD APPROACH AND LANDING AND DID NOT REMEMBER THAT HIS SPEED WAS LOW ENOUGH TO LOWER THE LANDING GEAR." HE HAD TOTALLY FORGOTTEN ABOUT THE GEAR STILL BEING UP. HE ALSO STATED "THAT WHEN HE CUT THE THROTTLE THE HORN WENT OFF." "HIS EYES WERE FIXED ON THE RUNWAY AHEAD AND HE COMPLETELY FORGOT ABOUT THE LANDING GEAR." ^PRIVACY DATA OMIT^. 20000818026049I (-23) A/C YAWED, ENGINE CHIP LIGHT CAME ON. PILOT SHUT DOWN ENGINE AS A PRECAUTION AND PUT A/C INTO AN AUTOROTATION. A/C LANDED WITHOUT INCIDENT TEARDOWN BY MAINTENANCE REVEALED #5 BEARING FAILURE. 20000818026339I (-23) DURING DESCENT TO STURGIS, KY AIRPORT THE PILOT STATED THE ENGINE STARTED TO RUN ROUGH. HE STATED HE SWITCHED TANKS WITH NO CHANGE. THE ENGINE THEN STOPPED AND THE PILOT LANDED IN A FIELD 1/2 MILE FROM THE AIRPORT. NOSE GEAR BROKE OFF AND SLIGHT DAMAGE TO THE LEFT WING TIP UPON LANDING. A MECHANIC FOUND A CRACKED FUEL LINE TO THE ENGINE WHICH IS SUSPECTED AS THE CAUSE OF THE ROUGH RUNNING ENGINE. 20000818026349I (-23) LANDED SHORT OF RUNWAY 28R AT MONTGOMERY FIELD, CA. A/C STRUCK MASLR LIGHT. A/C CONTINUED ROLLOUT AND TAXIED TO PARKING. MINOR DAMAGE TO PROP, FAIRING, LEFT AND RIGHT WING, AND WINDSHIELD. 20000818038639A (-23)PILOT STATED THAT HE MADE A NORMAL APPROACH AND AFTER TOUCH-DOWN, BALLOONED SLIGHTLY AND ADDED A SMALL AMOUNT OF POWER TO CORRECT. THE A/C BALLOONED EVEN MORE, SO FULL POWER WAS ADDED TO INITIATE A BALKED LANDING (GO-AROUND), FLAPS WERE REDUCED ONE NOTCH(TO 20 DEGREES). A HIGH SINK RATE DEVELOPED, FLAPS WERE PUT BACK IN, A HARD LANDING RESULTED, THE AIRCRAFT BOUNCED AGAIN, CONTROL WAS LOST AND A DISTANCE REMAINING SIGN WAS STUCK, RESULTING IN SUBSTANTIAL DAMAGE TO THE RIGHT WING SPAR AND NOSEWHEEL. (.4)ON AUGUST 18, 2000, ABOUT 0913 HOURS MOUNTAIN STANDARD TIME, A CESSNA 172, N2078E, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT FLAGSTAFF, ARIZONA. THE PRIVATE PILOT WAS NOT INJURED. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY GLENDALE AVIATION, GLENDALE, ARIZONA, AND RENTED BY THE PILOT FOR A LOCAL AREA PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT GLENDALE ON THE MORNING OF THE ACCIDENT ABOUT 0700. ACCORDING TO THE FLAGSTAFF CONTROL TOWER, THE PILOT WAS LANDING ON RUNWAY 21 WHEN DIRECTIONAL CONTROL WAS LOST AND THE AIRPLANE VEERED OFF THE LEFT SIDE OF THE RUNWAY COLLIDIN G WITH A 5,000-FOOT REMAINING MARKER SIGN. THE WINDS WERE REPORTED AS 220 DEGREES AT 6 KNOTS AND THE DENSITY ALTITUDE WAS 9,083 FEET. THE 80-HOUR PRIVATE PILOT REPORTED THAT DURING THE LANDING TOUCHDOWN ON RUNWAY 21, THE AIRPLANE BOUNCED AND BALLOONED. HE ADDED POWER TO SOFTEN THE LANDING, BUT THE AIRPLANE BALLOONED FURTHER. AT THAT POINT, THE PILOT DECIDED TO PERFORM A GO-AROUND. HE APPLIED FULL POWER AND STARTED CLIMBING. THE STALL WARNING WAS GOING OFF, SO HE REDUCED THE ANGLE OF ATTACK. HE REMOVED THE FIRST NOTCH OF FLAPS, AS DIRECTED BY THE BALKED LANDING PROCEDURE, AND THE AIRPLANE STARTED SETTLING BACK DOWN QUICKLY. HE PUT THE FLAPS BACK DOWN, BUT THE DESCENT WAS NOT STOPPED. ABOUT THE SAME TIME, THE AIRPLANE WAS HIT BY A WIND GUST FROM THE RIGHT, PUSHING THE PLANE LEFT. THE PILOT ATTEMPTED TO CORRECT BUT WAS BLOWN OFF THE RUNWAY, COLLIDING WITH A RUNWAY LENGTH REMAINING SIGN AND SUBSEQUENTLY, A DITCH. HE REPORTED THAT HE WAS NUMBER THREE TO LAND ON A LONG FINAL WITH FULL FLAPS. HE STATED THAT THERE WERE NO MECHANICAL ISSUES WITH THE AIRPLANE. 20000818039339I (-23)AN^PRIVACY DATA OMIT^HAS BEEN FORWARDED TO AGL-7 ALLEGING ^PRIVACY DATA OMITTED^ VIOLATED FAR 121-580 (INTERFERENCE WITH CREW MEMBERS), FAR 121.317F & FAR 121.317K (FAILURE TO WEAR SAFETY BELT & FAILURE TO COMPLY WITH INSTRUCTIONS REGARDING THE SAFETY/SEAT BELT). ^PRIVACY DATA OMITTED^ 20000818039949A (-23)DURING A SOLO FLIGHT THE STUDENT PILOT LANDED HARD RESULTING IN SUBSTANTIAL DAMAGE TO THE FIREWALL, NOSEGEAR, PROPELLER AND ENGINE. (.19)ON AUGUST 18, 2000, AT 1030 CENTRAL DAYLIGHT TIME, A CESSNA 152, OPERATED BY ROMEO AVIATION, RECEIVED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT THE CUMBERLAND MUNICIPAL AIRPORT (UBE), CUMBERLAND, WISCONSIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 STUDENT SOLO FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES. THE LOCAL FLIGHT ORIGINATED FROM UBE AT 1010. 20000818041089A (-23)THE MAIN ROTOR HEAD SEPARATED DURING CRUISE FLIGHT. AFTER SEPARATION, THE MAIN ROTOR BLADES PENETRATED THE COCKPIT. THE HELICOPTER THEN BEGAN AN UNCONTROLLED DESCENT INTO A PLOWED FIELD AND BURNED. WRECKAGE DEBRIS WAS FOUND 470 FEET NORHT OF THE MAIN WRECKAGE. MAIN ROTORS SYSYEM (INCLUDING BOTH BLADES AND MAIN ROTOR HEAD, ALL STILL ATTACHED) WAS FOUND 220 FEET FROM THE MAIN WRECKAGE. 20000818041159A (.4) ON AUGUST 18, 2000, AT 1530 EASTERN DAYLIGHT TIME, A PIPER PA-32R-301, N411JL, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING AND DITCHING IN THE ATLANTIC OCEAN NEAR KENNEBUNKPORT, MAINE. THE CERTIFICATED AIRLINE TRANSPORT PILOT/OWNER AND ONE PASSENGER RECEIVED MINOR INJURIES. A SECOND PASSENGER WAS SERIOUSLY INJURED, AND TWO ADDITIONAL PASSENGERS WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT ORIGINATED AT PEASE INTERNATIONAL TRADEPORT (PSM), PORTSMOUTH, NEW HAMPSHIRE, APPROXIMATELY 1500. AN IFR FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91 AND DESTINED FOR LIVERPOOL, NOVA SCOTIA. IN A TELEPHONE INTERVIEW, THE PILOT/OWNER SAID THE PURPOSE OF THE FLIGHT WAS TO GO TO CANADA FOR A WEEKEND OF BOATING. HE SAID THE TAKEOFF AND CLIMB TO ALTITUDE WERE UNEVENTFUL, AND THAT THE AIRPLANE WAS IN CRUISE FLIGHT AT 9,000 FEET WITH THE AUTOPILOT ENGAGED, WHEN HE HEARD A LOUD REPORT FROM THE ENGINE COMPARTMENT. HE ALSO STATED: "WE WERE AT 9,000 FEET AND I HEARD A MUFFLED 'BANG', AND THEN THE WINDSHIELD WAS COVERED WITH OIL. I PUSHED 'NEAREST AIRPORT' ON THE GPS AND IT INDICATED THAT BIDDEFORD WAS 19.4 MILES AWAY ON A HEADING OF 340. I PULLED THE THROTTLE BACK AS SOON AS IT BLEW, I ASSUMED IT WAS A CONNECTING ROD. THIS ONE DIDN'T VIBRATE AS MUCH AS I WOULD HAVE EXPECTED. I THROTTLED BACK TO REDUCE THE VIBRATION AND I HAD ABOUT A 500 FOOT-PER-MINUTE RATE OF DESCENT. AT ABOUT 4 TO 5 THOUSAND FEET IT SEIZED. I WAS TALKING TO CENTER THE WHOLE TIME AND I TOLD HER I COULDN'T MAKE THE BEACH. I HAD THREE BOATS IN SIGHT. THERE WAS A 130-FOOT CABIN CRUISER AND I CIRCLED THAT, BUT THOUGHT THEY MIGHT HAVE TROUBLE GETTING US INTO THE BOAT, SO I WENT FOR THE SAILBOAT. I STABILIZED AT 80 KNOTS AND HIT THE WATER A LOT HARDER THAN I EXPECTED. I COULDN'T TELL WHICH WAY THE SWELLS WERE GOING. I WAS TRYING TO LAND PARALLEL BUT I COULDN'T READ THE SEAS. I HAD TO LOOK OUT THE SIDE WINDOW AND HAD A HARD TIME JUDGING MY FLARE. IN FACT, I DON'T THINK I FLARED AT ALL. IT SEEMED A SWELL CAME UP AND SMACKED THE NOSE." THE PILOT DESCRIBED HIS EXIT FROM THE AIRPLANE AND THE HELP HE WAS ABLE TO PROVIDE HIS WIFE FOR HER EGRESS FROM THE WRECKAGE. HE SAID THAT HE, HIS WIFE, AND ONE PASSENGER ALL MET AT THE OCEAN SURFACE. IN A TELEPHONE INTERVIEW, THE MIDDLE ROW PASSENGER STATED THAT HE HAD FLOWN IN THE ACCIDENT AIRPLANE SEVERAL TIM ES AND WAS QUITE FAMILIAR WITH THE EMERGENCY EXITS AND THEIR OPERATION. HE ALSO STATED SAID THAT IN THE EARLY PORTION OF THE TRIP, HE MONITORED THE PROGRESS OF THE FLIGHT ON A HAND-HELD GPS RECEIVER. ACCORDING TO THE PASSENGER: "THERE WAS A LOUD NOISE AND THE WINDSHIELD WAS COVERED WITH OIL, AND THE OIL TRAILED DOWN THE SIDES. I THOUGHT TO MYSELF, 'WE'VE THROWN A ROD AND THERE'S A HOLE IN THE CRANKCASE.' WE MADE A SHARP TURN TOWARDS LAND AND THE ENGINE RAN FOR SEVERAL MINUTES UNTIL IT SEIZED AT LAST." THE PASSENGER ALSO NOTED THAT DURING THE DESCENT, HE CHECKED THE AIRPLANE'S POSITION AGAINST WAYPOINTS HE HAD STORED IN THE GPS, AND DETERMINED THAT THE AIRPLANE WOULD BE UNABLE TO REACH LAND. HE SAID THAT DURING THIS TIME HE ACCEPTED A LIFE VEST FROM THE PILOT, DONNED IT, AND PARTIALLY INFLATED IT. "WE WERE AT 30 FEET AND ABOUT 80 TO 85 KNOTS. WE HIT WITH A LOUD THUMP. I DON'T THINK WE YAWED OR ROLLED, BUT WE PITCHED DOWN. WE SLAMMED INTO THE OCEAN. THE IMPACT WAS JUST TREMENDOUS." THE PASSENGER DESCRIBED HIS EGRESS THROUGH THE CABIN DOOR AND THAT HE WAS ONLY AWARE OF HIS OWN EXIT FROM THE AIRPLANE. PLEASURE BOATERS RESCUED THREE OF THE FIVE OCCUPANTS APPROXIMATELY 5 MILES SOUTHEAST OF WALKER'S POINT, KENNEBUNKPORT, MAINE. SEARCH, RESCUE, AND RECOVERY EFFORTS BY THE UNITED STATES COAST GUARD AND THE MAINE STATE POLICE FOR THE REMAINING TWO OCCUPANTS WERE UNSUCCESSFUL. THE SEARCH FOR THE AIRPLANE WAS SUSPENDED ON AUGUST 25, 2000. THE ACCIDENT OCCURRED DURING THE HOURS OF DAYLIGHT AT 43 DEGREES, 12.0 MINUTES NORTH LATITUDE AND 070 DEGREES, 14.0 MINUTES WEST LONGITUDE. (-23) SEE 20000819009819A (-23) WITNESSES STATED AIRCRAFT APPEARED TO BE ATTEMPING EMERGENCY LANDING AT PRIVATE GRASS STRIP. WITNESSES STATED THEY HEARD ENGINE SPUTTERING DURING THE APPROACH AND THAT PILOT APPARENTLY TRIED TO AVOID PEOPLE ON THE GROUND WHEN HE PULLED UP AND BANKED. THE AIRPLANE CRASHED IN A HEAVILY WOODED AREA ADJACENT TO THE LANDING STRIP AND WAS TOTALLY DEMOLISHED BY THE POST CRASH FIRE. ALL OCCUPANTS WERE BURNED BEYOND RECOGITION. (.4) WITNESSES LOCATED NEAR THE NORTHWEST END OF A PRIVATE AIRSTRIP REPORTED THAT THEY OBSERVED THE AIRPLANE APPROACH FROM THE WEST, AND IT APPEARED AS IF IT WAS GOING TO LAND. AS THE AIRPLANE FLEW BY THE WITNESSES, AT ABOUT 30-60 FEET AGL, THE ENGINE "SOUNDED LIKE IT WAS CUTTING OUT." AFTER THE AIRPLANE PASSED THE WITNESSES, IT PULLED UP, AND "SUDDENLY THE ENGINE CUT OUT." THE AIRPLANE TURNED LEFT AND THEN NOSED DOWN INTO TREES. THE AIRPLANE WAS CONSUMED BY FIRE. NO STRUCTURAL OR MECHANICAL ANOMALIES WERE OBSERVED DURING THE POST ACCIDENT EXAMINATION OF THE AIRPLANE. THE REASON FOR THE ENGINE'S LOSS OF POWER COULD NOT BE DETERMINED. THE TEMPERATURE WAS 86 DEGREES FAHRENHEIT, AND THE DEW POINT WAS 73 DEGREES FAHRENHEIT. ACCORDING TO THE CAR BURETOR ICING PROBABILITY CHART, THIS PLACES THE AIRPLANE IN THE SERIOUS ICING RANGE AT GLIDE POWER. 20000819012189A (-23) PILOT STATED THAT WHILE ENROUTE FROM BRACKETT AIRPORT TO REDLANDS AIRPORT THE ENGINE BEGAN TO RUN ROUGH. SUSPECTING THAT HE WAS EXPERIENCING A FUEL PRESSURE PROBLEM, HE ELECTED TO ATTEMPT A PRECAUTIONARY LANDING ON THE ONLY AVAILABLE LANDING SITE, THE SHANDON HILLS GOLF COURSE. UPON LANDING, THE AIRPLANE TRAVELED APPROXIMATELY 400 FEET ON THE GROUND THEN STRUCK A TREE CAUSING SUBSTANTIAL DAMAGE TO THE LEADING EDGE OF THE UPPER RIGHT WING. THE PROPELLER CONTACTED THE GORUND CAUSING THE PROPELLER TO BE DESTROYED. A VISUAL INSPECTION OF TH FUEL QUANTITY REVEALED APPROXIAMTELY 10 GALLONS OF FUEL IN THE FUEL TANKS. (.4) ON AUGUST 19, 2000, AT 1200 HOURS PACIFIC DAYLIGHT TIME, A HOMEBUILT EXPERIMENTAL 1917 HICKEY REPLICA, SE5-A, N596, WAS SUBSTANTIALLY DAMAGED DURING AN OFF-AIRPORT LANDING AT SAN BERNARDINO, CALIFORNIA. THE PRIVATE PILOT/OPERATOR WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT REDLANDS, CALIFORNIA, ABOUT 1140, AND WAS DESTINED FOR LA VERNE, CALIFORNIA. PRIOR TO THE ARRIVAL OF THE FEDERAL AVIATI ON ADMINISTRATION (FAA) INSPECTOR, THE PILOT STATED TO POLICE AND FIRE DEPARTMENT PERSONNEL THAT HE HAD RUN OUT OF FUEL. ACCORDING TO THE FAA INSPECTOR, 10 GALLONS OF FUEL HAD BEEN ADDED TO THE FUEL TANK BEFORE HE ARRIVED ON SCENE, AND THE PILOT WAS PLANNING ON FLYING THE AIRPLANE FROM THE GOLF COURSE. THE PILOT REPORTED THAT HE HAD DEPARTED WITH 6 TO 8 GALLONS OF FUEL. HE ESTIMATED THE QUANTITY BY LOOKING AT THE FUEL INDICATOR. HE SAID THE HE SHOULD HAVE VERIFIED THE FUEL WITH THE USE OF A ROD OR WOOD STICK. 20000819013439A (-23- ON VFR FLIGHT FROM ST LUCIE AIRPORT, FT PIERCE, FL TO STUART, FL. A/C LOST POWER. PILOT THEN APPLIED CARB HEAT. THE ENGINE REGAINED PARTIAL POWER MOMENTARILY THEN LOST POWER AGAIN. PILOT MADE EMERGENCY LANDING ON ROAD. STRUCK A TREE WITH RIGHT WING DEMOLISHING THE A/C. NO INJURIES. (.4) THE PILOT STATED HE WAS IN CRUISE FLIGHT AT 1,000 FEET WHEN HE EXPERIENCED A DECREASE IN ENGINE RPM. HE APPLIED CARBURETOR HEAT AND THE RPM INCREASED. ABOUT 5 MINUTES LATER, THE ENGINE EXPERIENCED ANOTHER DECREASE IN ENGINE RPM. HE MADE A FORCED LANDING TO A HIGHWAY AND COLLIDED WITH A TREE. EXAMINATION OF THE ENGINE ASSEMBLY COULD NOT DETERMINE THE REPORTED PARTIAL LOSS OF ENGINE POWER. 20000819024079I (-23)THE AIRCRAFT FIRST CONTACTED RUNWAY 17 AT SHAWNEE MUNICIPAL AIRPORT (SNL) ABOUT 2000 FEET FROM THE RUNWAY NUMBERS AS EVIDENT BY THE SCRAPE MARKS ON THE PAVEMENT, WHICH STARTED TO THE LEFT OF THE CENTER LINE AND CONTINUED FOR APPROXIMATELY 600 FEET, TO THE POINT WERE THE AIRCRAFT STOPPED. THE LEFT SIDE OF THE AIRCRAFT WAS OFF THE RUNWAY. THERE WERE FOUR PROP STRIKE MARKS ON THE PAVEMENT ABOUT 39 FEET FROM THE FIRST SCRAPE MARK. THERE WAS NO EVIDENCE OF TIRE OR RUBBER MARKS BEFORE THE SCRAPE MARKS, OR ON EITHER SIDE OF THE SCRAPE MARKS. THE PILOT STATED THAT, WHEN THE AIRCRAFT CAME TO A STOP, HE SAT THERE FOR A MOMENT TO FIGURE OUT WHAT HAPPENED, AND FOUND THE GEAR HANDLE INTHE GEAR UP POSITION. THE PITOT TUBE ON THE LEFT WING IS BENT. THE NOSE GEAR DOORS ARE GROUND THIN FROM CONTACT WITH RUNWAY. BOTH EXHAUST OUTLETS ARE GROUND AWAY AT 45 DEGREE ANGLES. BOTH PROP BLADES ARE CURLED AFT AND LOOSE IN HUB. THE BELLY SKIN DAMAGE STARTS AT THE FIRE WALL AND EXTENDS AFT FOR ABOUT 8 FEET. THE ASSIST STEP FORWARD INBOARD IS HALF WORN AWAY. 20000819025869I (-23) SEE ATTACHED. 20000819025969I (-23) ON LANDING THE GLIDER RAN OFF THE EDGE OF THE RUNWAY CAUSING DAMAGE TO THE LANDING GEAR AND THE PROPELLER. THERE WERE NO INJURIES TO EITHER THE PILOT OR HIS PASSENGER. 20000819026199I (-23) ON FINAL APPROACH TO LGB THE PILOT NOTICED AN EXCESSIVE SINK RATE. THE PILOT INITIATED A GO AROUND BUT WAS UNABLE TO ARREST SINK RATE. THE AIRCRAFT MLG STRUCK THE RUNWAY WITH A DEGREE OF FORCE WHICH RESULTED IN BREAKING OFF THE LEFT MLG ASSEMBLY JUST BELOW THE TRUNNION. THE LEFT MLG ASSEMBLY WAS HANGING FROM THE A/C, WHICH WAS VERIFIED BY THE TOWER. AFTER BURNING OFF AND TRANSFERRING FUEL THE PILOT LANDED AIRCRAFT WITH THE NOSE AND RIGHT MLG EXTENDED. IN ADDITION TO THE LEFT MAIN LANDING GEAR BEAKING OFF, THE A/C SUSTAINED MINOR DAMAGE TO THE LEFT AILERON AND FLAP, SCAPES TO THE LOWER LEFT SIDE OF THE FUSELAGE AFT OF THE LEFT WING, AND SCRAPES TO THE LEFT HORIZONTAL STABILIZER TIP. 20000819026309I (-23)ON AUGUST 18, 2000 AT 1335 LOCAL, AIRPLANE N80359 WAS TAKING OFF FROM GIRDWOOD OM RUNWAY 19. THE AIRPLANE WAS EQUIPPED WITH WHEEL SKI'S. THERE WERE 4 PASSENGERS ABOARD FOR A ONE HOUR FLIGHSEEING FLT. SECONDS AFTER APPLYING FULL THROTTLE THE PILOT HEARD A SUBTLE NOISE REARWARD, WHICH PILOT THOUGHT WAS A SMALL ROCK. MID FIELD ON THE 2100' RUNWAY AND 15' ABOVE GROUND, THE RIGHT WHEEL/SKI CAME UP TO A VERTICAL POSITION. PILOT ABORTED THE TAKEOFF AND LANDED THE AIRCRAFT ON THE REMAINING RUNWAY. NO INJURIES OCCURRED. UPON INSPECTION, THE REAR CHECK OF THE SKI WAS FOUND TO BE UNATTACHED TO THE AIRCRAFT, THE SHACKLE PIN AND CLEVIS PIN MISSING. THE AIRCRAFT SUSTAINED DAMAGE TO THE RIGHT WHEEL SKI, RIGHT FLAP AND THE RIGHT SIDE OF THE FUSELAGE. 20000819026379I (-23)WHILE LANDING ON RUNWAY 11 RIGHT, PILOT FAILED TO EXTEND LANDING GEAR. PROPELLER HIT THE GROUND ALONG WITH FUSELAGE. AIRCRAFT ASCENDED, PILOT ATTEMPTED TO EXTEND GEAR. MAIN LANDING GEAR PARTIALLY DEPLOYED AND COLLAPSED UPON NEXT TOUCHDOWN AND AIRCRAFT SKIDDED TO A STOP. 20000819026939I (-23)ON 8-30-2000 I, ^PRIVACY DATA OMITTED, ASI, VNYFSDO WP-10, VISUALLY CHECKED AIRCRAFT N1447J AT SMX AND FOUND THAT IT HAD SUSTAINED MINOR DAMAGE. THE ANNUAL INSPECTION WAS COMPLETED ON 3-9-00 AT AIRCRAFT TOTAL TIME 3424 HOURS. PILOT ^PRIVACY DATA OMITTED^ , STATED IN WRITING THAT ON 8-19-2000 HE HAD PASSENGER ^PRIVACY DATA OM^ FLEW FROM SMX AIRPORT, PERFORMED TOUCH AND GO LANDINGS AT LOMPOC AIRPORT, AND THEN RETURNED TO SMX; TOTAL FLIGHT WAS ABOUT 2.3 HOURS. LANDING ON RUNWAY 30 HE FELT THE LEFT BRAKE WAS SPONGY. THE AIRCRAFT PULLED TO RIGHT, SO HE APPLIED BOTH THE RUDDER AND THE RIGHT BRAKE. THE AIRCRAFT STRAIGHTENED, AND IT WAS VERY SLOW ON TAXIWAY A4. THE PILOT GAVE POWER, AND THE NOSE LANDING GEAR COLLAPSED, AND HE SHUT THE ENGINE. THE PILOT AND THE PASSENGER GOT OUT OF THE AIRPLANE. THERE WERE NO INJURIES TO ANY ONE. THERE WAS NO FATALITY. NO PROPERTY WAS DAMAGED EXCEPT AIRCRAFT N1447J. ON 8-30-2000 THE PILOT MET FAA SAFETY COUNSELOR ^PRIVACY DATA OMITT^ AND DISCUSSED THE EVENT. 20000819029279I (-23)ALL (4) TIRES ON RIGHT MAIN LANDING GEAR TRUCK BLEW DURING TAKE-OFF AND LANDING. AIRCRAFT DAMAGES DUE TO RUBBER DEBRIS ARE: 1)THE #3 ENGINE FAN SECTION INLET (2 EACH BLADES), 2)THE RIGHT WING LOWER INBOARD FLAP, 3)THE LOWER TRAPEZOIDAL PANEL, 4)ALL FOUR BRAKES, 5)THE LANDING GEAR ANTI-SKID WIRE HARNESS, 6)ALL FOUR WHEELS. BOEING ENGINEERS THEORIZE THE BRAKES APPEARED TO BE DRAGGING DURING TAXI FOR TAKEOFF AS INDICATED BY THE TIRE TRACKS ON TAXIWAY. AFTER LIFT-OFF THE #7 BLEW, AFTER GEAR RETRACTION THE #3 FUSE PLUGS MELTED AND THE TIRE DEFLATED WHILE IN THE GEAR WELL. UPON LANDING THE #4 & 8 TIRE BLEW FROM THE EXETENSIVE LOAD AND POSSIBLE DRAGGING BRAKES. ONE OF THE DUAL BRAKE CONTROL VALVE(S) IS SUSPECT, VALVES SHIPPED BY BOEING FOR BENCH TEST. BOTH CALVES WERE OVERHAULED IN 1999, BY CURTISS WRIGHT SERVICES, CERTIFICATE #TR2R197, (44973-2/12/99, INSTALLED 3/16/99), (313-1/28/99, INSTALLED 2/27/99), TIME IN SEVICE 31.25 HOURS. THE BENCH TEST WAS NOT ACCOMPLISHED PRIOR TO TEARDOWN. AWAITING TEARDOWN REPORT. 20000819037279A (.19) ON AUGUST 19, 2000, AT 1600 EASTERN DAYLIGHT TIME (EDT), A PIPER PA-28-235, N9174W, OPERATED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING ON RUNWAY 8 (3,501 FEET BY 75 FEET, DRY ASPHALT) AT THE MACKINAC ISLAND AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS ON FILE. THE PILOT AND PASSENGER ON BOARD THE AIRPLANE, REPORTED NO INJURIES. THE CROSS-COUNTRY FLIGHT ORIGINATED AT JACKSON, MICHIGAN, AND WAS EN ROUTE TO MACKINAC ISLAND, MICHIGAN. IN A STATEMENT TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE PILOT SAID THAT A WIND GUST CAUGHT HIM DURING LANDING AND HE DRIFTED TO THE LEFT. (-23)AWOS WAS REPORTING 3-4 KNOTS OF WIND, ON SHORT FINAL A WIND GUST LIFTED THE LEFT WING TO ABUT A 45 DEGREE ANGLE. HE RIGHTED THE AIRCRAFT AND MADE A HARD LANDING. HE BOUNCED SEVERAL TIMES AND WAS DIRECTING THE AIRCRAFT TOWARDS THE LEFT SIDE OF THE RUNWAY. WHEN THE NOSEWHEEL HIT THE TURF IT COLLAPSED. HE DID NOT GO AROUND AS HE WAS CONCERNED ABOUT THE TREES AT THE END OF THE RUNWAY. 20000819039219A (-23) ON AUGUST 19, 2000, AT 1715 EDT, A CESSNA 152, N67495, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING AFTER TAKEOFF FORM CULPEPER REGIONAL AIRPORT (CJR), CULPEPER, VIRGINIA. THE CERTIFICATED STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE SOLO CROSS COUNTRY FLIGHT CONDUCTED UNDER 14 CFR PART 91. AFTER LANDIGN AT CJR, THE PILOT COMPLETED THE AFTER-LANDIND AND BEFORE TAKEOFF CHECKLIST AND TAXIED BACK TO RUNWAY 9 FOR DEPARTURE. HE ADVANCED THE THROTTLE TO FULL POWER AND DURING THE TAKEOFF ROLL HE NOTICED NO ABNORMALITIES OF THE ENGINE GAUGE INDICATIONS. AS THE AIRPLANE REACHED AVOUT 40 FEET ABOVE THE GROUND, IT EXPERIENCED A REDUCTION IN POWER, "AS IF THE THROTTLE WAS PULLED BACK". THE PILOT REPORTED THERE WAS NO COUGHING OR BACKFIRING ASSOCIATED WITH THE POWER REDUCTION, AND THE ENGINE MAINTAINED A CONSTANT SPEED OF 1700 RPM'S. THE PILOT RETARDED THE THROTTLE IN AN ATTEMPT TO LAND ON THE REMAINING RUNWAY; HOWEVER, HE RECEIVED NO RESPONSE FROM THE ENGINE. HE ADVANCED AND RETARDED THE THROTTLE SEVERAL TIMES AS THE ENGINE POWER REMAINED CONSTANT AT 1700 RPM'S. THE PILOT THEN PULLED BACK THE MIXTURE CONTROL TO "REDUCE THE AIRPLANE'S POWER" AND PERFORMED A FORCED LANDING IN A FIELD. DURING THE LANDING ROLLOUT THE AIRPLANE IMPACTED A HOLE AND TIPPED ON ITS NOSE. THE PILOT TURNED THE FUEL SELECTOR AND THE MASTER SWITCH TO THEIR OFF POSITIONS BEFORE EXITING THE AIRPLANE. EXAMINATION OF THE AIRPLANE REVEALED NO FUEL IN THE FUEL STRAINER, SUMP DRAIN, OR CARBURETOR; HOWEVER, BOTH FUEL TANKS WERE ABOUT HALF FULL. NO OBSTRUCTIONS OR LEAKS WERE ABSERVED IN THE FUEL LINES. ADDITIONALLY, IT WAS NOTED THAT THE THROTTLE LINKAGE HAD BECOME DISCONNECTED FROM THE CARBURETOR. FURTHER EXAMINATION OF THE SIGHT AND OF THE AIRCRAFT ENGINE CARBURETOR DID NOT REVEAL THE CARBURETOR LINKAGE BOLT. THE AIRCRAFT ENGINE WAS RUN AT A REPAIR STATION AND PERFORMANCE WAS SATISFACTORY. THE LINKAGE WAS GOOD AND THE CARBURETOR O.K. THERE WAS NO EXPLANATION OF WHY THE CARBURETOR BOLT WAS MISSING. AIRCRAFT HAD FLOWN 70.6 HOURS SINCE THE LAST ANNUAL. EXAMINATION OF LOGBOOKS REVEAL NO CARBURETOR OR CARBURETOR LINKAGE MAINTENANCE. 20000819041349A (.4) WITNESSES REPORTED THAT THE HOMEBUILT AIRPLANE SWERVED AND "ZIG-ZAGGED" DURING THE LANDING ROLL. THE AIRPLANE DEPARTED THE RUNWAY, CROSSED A PARKING AREA, AND COLLIDED WITH A PARKED AIRPLANE. ACCORDING TO THE PILOT OWNER, "I WAS LANDING ON RUNWAY 05 WITH A LITTLE BIT OF A RIGHT CROSSWIND. I DIDN'T FULLY CORRECT, RAN OFF THE LEFT SIDE OF THE RUNWAY, AND STRUCK A PARKED AIRCRAFT. I HAD A PASSENGER WITH ME, AND BECAUSE I DIDN'T HAVE A LOT OF EXPERIENCE WITH PASSENGERS, I CARRIED A LITTLE EXTRA SPEED, AND THAT PROBABLY CONTRIBUTED." THE PILOT SAID THERE WERE NO MECHANICAL DEFICIENCIES WITH THE AIRPLANE. (-23) ON TOUCHDOWN, AIRCRAFT BEGAN SWERVING AND VEERED OFF RUNWAY TO THE LEFT AND IMPACTED PARKED AIRCRAFT. 20000819041459A (.4) A WITNESS/COMMERCIAL PILOT, OBSERVED THE PRIVATE PILOT TAXI THE AIRPLANE TO THE NORTH END OF THE AIRSTRIP, TAKEOFF, CLIMB TO 50 FEET AGL AND MAKE A HARD LEFT TURN AT A SLOW AIRSPEED. THE AIRPLANE CONTINUED TO CLIMB AT A HIGH ANGLE OF ATTACK TO 150-200 FEET ABOVE THE GROUND AND MADE A SECOND TURN TO THE LEFT AT A "45 DEGREE BANK OR GREATER." THE AIRPLANE MADE A THIRD STEEP TURN TO THE LEFT, THE PILOT WAVED THE WINGS AT "45 DEGREES OF BANK OR MORE," THE "LEFT WING STALLED," AND THE AIRPLANE "NOSED DOWN" AND STARTED TO SPIN TO THE LEFT. THE AIRPLANE MADE ALMOST ONE COMPLETE REVOLUTION BEFORE IMPACTING THE TERRAIN IN A 60-70 DEGREE NOSE LOW ATTITUDE. DURING EXAMINATION OF THE WRECKAGE, NO DISCREPANCIES WERE FOUND THAT WOULD HAVE PREVENTED OPERATION OF THE AIRPLANE AND ENGINE. TOXICOLOGICAL TESTS DETECTED CHLORPHENIRAMINE, TRAZODONE, EPHEDRINE, AND PSEUDOEPHEDRINE IN THE PILOT'S SYSTEM. ACCORDING TO THE FAA'S CIVIL AEROMEDICAL INSTITUTE, "CHLORPHENIRAMINE IS AN ANTIHISTAMINE USED IN SYMPTOMATIC MANAGEMENT OF ALLERGIC SYMPTOMS AND MAY HAVE SEDATIVE EFFECTS. EPHEDRINE AND PSEUDOEPHEDRINE ARE USED IN THE MANAGEMENT OF UPPER RESPIRATORY SYMPTOMS. TRAZODONE IS AN ANTIDEPRESSANT, WHICH WOULD HAVE PRECLUDED MEDICAL CERTIFICATION." FAA MEDICAL RECORDS INDICATED THAT THE AIRMAN FAILED TO REPORT USE OF THIS MEDICATION. (-23) ACCORDING TO ^PRIVACY DATA OMITTED^ WHO WAS FLYING CESSNA 150, N224J, MR. JOEL FREAM, FLYING CESSNA 150, N6425T TOOK OFF TO THE SOUTH FROM THE SKYHAVEN AIRPARK GRASS STRIP. AFTER A TAKEOFF ROLL OF 130 TO 150 FEET, HE LIFTED OFF AND IMMEDIATELY BANKED TO THE LEFT AND CONTINUED A TURN OF 180 DEGREES. ^PRIVACY DAT^ TOOK OFF AS MR. FREAM MADE HIS CLIMBING TURN TO THE LEFT. ^PRIVACY DAT^ TURNED RIGHT AND DEPARTED THE AREA TO RETURN TO TULSA RVS AIRPORT. ACCORDING TO WITNESSES AT THE SKYHAVEN AIRPARK, MR. FREAM THEN ATTEMPTED TO TURN TO THE WEST. THE AIRCRAFT STALLED AND MADE ABOUT A HALF TURN IN A SPIN AND CRASHED ABOUT 200 FEET EAST OF HIS LIFT OFF POINT OF THE RUNWAY. ACCORDING TO THESE WITNESSES, MR. FREAM STATED, HIS INTENTION TO TAKE PHOTOGRAPHS OF THE AIRPARK AREA BEFORE RETURNING TO TULSA RVS AIRPORT. THE PILOT, MR. FREAM SUFFERED FATAL INJURIES IN THE CRASH. 20000819043619A (-23) AIRCRAFT OPERATED ON RARITAN BAY. PILOT MISMANAGED CONTROLS CAUSING AIRCRAFT TO FLIP OVER AND SINK. PILOT RESCUED BY PERTH AMBOY POLICE DEPARTMENT. INVESTIGATION REVEALED AIRCRAFT IS A TWO PLACE ULTRALIGHT BEING OPERATED BY A SINGLE OCCUPANT. THIS QUALIFIES ULTRALIGHT AS AN AIRCRAFT WHICH IS BEING OPERATED BY AN UNCERTIFIED PILOT IN AN AIRCRAFT THAT IS NOT REGISTERED AND DID NOT HAVE AN AIRWORTHINESS CERTIFICATE. 20000820009279A (-23) DURING AN INSTRUCTIONAL FLIGHT, THE RIGHT SIDE OF THE COWLING DOOR CAME OPEN. THE PILOT THEN INITIATED A LEFT TURN WHEN THE ENGINE LOST POWER. THE PILOT THEN INITIATED AN EMERGENCY LANDING PROCEDURE AND EXECUTED A FORCED LANDING IN A PLOWED FIELD. UPON TOUCHDOWN, THE NOSE GEAR SEPARATED FROM THE AIRCRAFT AND IT CAME TO REST IN A NOSE DOWN POSITION APPROXIMATELY IN THE MIDDLE OF THE FIELD. 20000820011219A (-23) UPON LANDING A/C NOSED OVER STRIKING PROPELLOR ON RUNWAY AND CAME TO REST INVERTED ON RUNWAY. (.4)ON AUGUST 20, 2000, AT ABOUT 1112 EASTERN DAYLIGHT TIME, A PIPER J3C-65, N7073, REGISTERED TO A PRIVATE OWNER, OPERATING AS A 14 CFR PART 91 BANNER TOW FLIGHT, EXPERIENCED AN ON-GROUND LOSS OF CONTROL ON LANDING AT ALBERT WHITTED AIRPORT (SPG), ST. PETERSBURG, FLORIDA, AND NOSED OVER INVERTED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT REPORTED NO INJURIES. THE FLIGHT ORIGINATED FROM SPG ABOUT 1 HOUR 12 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE ENTERED A LEFT BASE FOR THE SOD AREA LOCATED ADJACENT TO RUNWAY 36 TO DROP OFF HIS BANNER. HE COMPLETED THE BANNER DROP AND SIDE STEPPED TO THE LEFT AND MADE A WHEEL LANDING TO RUNWAY 36. THE TAIL OF THE AIRPLANE CAME UP; HE APPLIED A LITTLE THROTTLE, AFT STICK, AND HIS BODY WEIGHT SHIFTED FORWARD. HE INADVERTENTLY APPLIED BRAKES, EXPERIENCED A LOSS OF DIRECTIONAL CONTROL, AND SUBSEQUENT NOSE OVER OF THE AIRPLANE. THE PILOT WAS FLYING THE AIRPLANE FROM THE FRONT SEAT. REVIEW OF FEDERAL AVIAT ION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION, AIRCRAFT SPECIFICATION NO. A-691 STATES THAT THE MODEL J3C AIRPLANE IS PLACARD STATING, "SOLO FLYING IN REAR SEAT ONLY." 20000820013059A (-23) PILOT LOST DIRECTIONAL CONTROL DURING CROSS WIND LANDING RESULTING IN GROUND LOOP. DAMAGE TO RIGHT WING TIP, OUTER TWO FEET OF WING (FRONT AND REAR SPAR), RIGHT AILERON AND PROPELLER. 20000820013969A (-23) WHILE PRACTICING TOUCH AND GO'S ON RWY 34 AT PVD, THE PILOT LANDED HARD AND DAMAGED PROP, NOSE GEAR AND AC FIREWALL. 20000820014099A (-23) RETURNED FROM GLIDER TOW. A/C ACCOMPLISHED WHEEL LANDING. NOSED OVER AND LANDED ON ITS BACK. 20000820014119A (-23) DURING A TEST FLIGHT TO CHECK THE RADIOS, THE PILOT STATES HE LOST LIGHT CONTROL OF THE A/C. HE STATED THE FLAPARONS, ELEVATOR, AND RUDDER WERE INEFFECTIVE AND THE ONLY CONTROL HE HAD WAS THE ENGINE. THE A/C WAS IN A SHALLOW DESCENT WHEN CONTROL WAS LOST AND HE USED POWER MANAGEMENT TO CONTROL THE A/C UNTIL IT IMPACTED A HILL A SLIGHT NOSE DOWN ATTITUDE. THE PILOT WAS SERIOUSLY INJURED AND THE A/C DESTROYED. 20000820014159A (-23) A/C DEPARTED SUNRIVER ENCOUNTERED DOWNDRAFT AND UNABLE TO MAINTAIN CLIMB. ABORTED LANDING IN MARSH AND OVERTURNED. NO INJURIES. 20000820025489I (-23)ON FINAL APPROACH, THE PILOT EXTENDED THE LANDING GEAR AND NOTICED THAT THE NOSE GEAR INTRANSIT LIGHT REMAINED ILLUMINATED. MADE AN ATTEMPED TO RECYCLE THE GEAR SEVERAL TIMES BUT FAILED TO GET A DOWN AND LOCK INDICATION. BOTH MAIN GEARS FUNCTIONED PROPERLY. UPON LANDING THE NOSE GEAR COLLAPSED CAUSING MINOR DAMAGE TO THE AIRCRAFT. 20000820025529I (-23)RIGHT MAIN LANDING GEAR STRUT COLLAPSED ON LANDING. RIGHT TIRE BLEW-OUT. AIRCRAFT WINGTIP SUSTAINED MINOR DAMAGE WHEN CONTACTING RUNWAY SURFACE. NO INJURIES. 20000820026799I (-23)ON 8/20/00 AR 1703 LOCAL TIME, JUST AFTER TOUCHDOWN ON RWY 09L AT BOULDER CITY AIRPORT, NV, PILOT STATED WIND SHIFTED TO 15-20 KTS FROM THE SOUTH AND FELT THE R/H WING START TO RISE AND R/H WHEEL COME OFF RWY. HE COUNTERED WITH RIGHT RUDDER AND RIGHT WING DOWN WITH NEGATIVE RESULTS. HE FELT THE A/C TURN LEFT APROX. 90 DEGREES AND DEPART RWY. THE MAIN TIRES DROPPED INTO A DITCH ALONG THE L/H SIDE OF RWY AND A/C NOSED OVER WITH THE PROP STRIKING THE DITCH EMBANKMENT. THE A/C CAME TO REST AT AN APPROX 60 DEGREE TAIL-UP ANGLE. DAMAGE CONSISTED OF A BENT PROP, CRUSHED AIR FILTER, TORN FABRIC ON THE L/H AND R/H LOWER WING SURFACES, BENT RIBS ON THE L/H WING AND BENT RIBS AND L/E ON THE R/H WING. THERE WERE NO INJURIES TO THE SOLE OCCUPANT. 20000820026929I (-23)PILOT REFUSED TO FILL OUT INCIDENT FORM. HE STATED OVER TELEPHONE THAT ENGINE QUIT OVER INTERSTATE 10 NEAR SACATON, AZ. HE MADE EMERGENCY LANDING ON FREEWAY. NO DAMAGE, NO INJURY. FOUND FAILED SPRING IN DISTRIBUTOR CAUSING ENGINE MALFUNCTION. 20000820027269I (-23)IGL032000026 20000820027429I (-23)PILOT OVER-SHOOT RUNWAY DURING LANDING. SHORT GRASS RUNWAY WHICH WAS WET WERE CONTRIBUTING FACTORS. 20000820027619I (-23)ON APPROACH TO PRIVATE AIRSTRIP, ENGINE STOPPED DUE TO CONTAMINATED FUEL. THE PILOT LANDED THE AIRCRAFT IN A CORN FIELD APPOXIMATELY 400 FEET SHORT OF RUNWAY. THE AIRCRAFT SUSTAINED MINOR DAMAGE. 20000820029089I (-23)ABEAM MCW THE CAPTAIN WAS FOUND IN THE FOWARD LAV BY THE LEAD FLIGHT ATTENDANT. HE WAS NOT BREATHING AND HAD NO PULSE. AN EMEGENCY WAS DECLARED BY THE FIRST OFFICER. THE AIRLINE WAS NOTIFIED BY ACARS OF THE PROBLEM AND THE CREW REQUESTED CFR/EMT TO MEET THE AIRCRAFT ON LANDING. A CALL WAS MADE TO THE PASSENGERS TO DETERMINE IF A DOCTOR WAS ON BOARD. TWO DOCTORS RESPONDED, AND ATTENDED TO THE CAPTAIN. THE ONBOARD DEFIB WAS USED IN AN ATTEMPT TO REVIVE THE CAPTAIN. THE FIRST OFFICER LANDED THE AIRCRAFT FROM THE RIGHT SEAT, AND STOPPED THE AIRCRAFT ON THE RUNWAY. EMT BOARDED THE AIRCRAFT WHILE STILL ON THE RUNWAY. THE CAPTAIN WAS DECLARED DOA AT MINNEAPOLIS, MN. 20000820030229I (-23)N8285Y WAS ON FINAL APPROACH TO LAND ON RUNWAY 34 AT TVL. TWO NOTCHES OF FLAPS WERE USED AND THE WIND WAS FROM NORTHEAST AT 5 KNOTS, THE TEMPERATURE WAS 87F. CLOSE TO THE APPROACH END OF THE RUNWAY A SUDDEN UPWARD FLARE WAS EXPERIENCED, RESULTING IN A NUMBER OF OSCILATIONS UNTIL THE AIRCRAFT HIT THE RUNWAY. THE AIRCRAFT SKIDDED OFF THE RUNWAY TO THE RIGHT AND THE NOSE WHEEL COLLAPSED AS THE AIRCRAFT EXITED THE RUNWAY. JUST PRIOR TO ^PRIVACY DATA O^ LANDING A FIRE TANKER AIRCRAFT DEPARTED RUNWAY 34. THE TURBINE POWERED THRUSH WAS HEAVILY LOADED WITH FIRE RETARTANT CAUSING WAKE TURBULENCE. 20000820037339A (-23) WHILE FOLLOWING A SLOWER AIRPLANE ON FINAL, ACCIDENT PILOT APPEARED TO HAVE STALLED AND STRUCK A LEVEE SHORT OF RUNWAY. A/C THEN SLID ONTO RUNWAY AND POST-FIRE ENSUED. PILOT AND PASSENGER WERE SERIOUSLY INJURED AND A/C WAS DESTROYED BY FIRE. (.4) ON AUGUST 20, 2000, AT 0915 EASTERN DAYLIGHT TIME, A HOMEBUILT LANCAIR IVP, N235LP, WAS DESTROYED WHEN IT IMPACTED A 15-FOOT LEVEE, WHILE LANDING AT THE MORAINE AIRPARK, MORAINE, OHIO. THE CERTIFICATED COMMERCIAL PILOT AND THE PASSENGER SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT. NO FLIGHT PLAN WAS FILED, AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO WITNESSES, THE ACCIDENT AIRPLANE WAS FOLLOWING A SLOWER AIRPLANE TO LAND ON RUNWAY 8. WHILE ON DOWNWIND, THE ACCIDENT PILOT RADIOED THAT HE WAS GOING TO EXTEND THE DOWNWIND LEG BECAUSE THE AIRPLANE HE WAS FOLLOWING WAS SLOWER. AFTER THE ACCIDENT AIRPLANE TURNED BASE LEG AND FINAL, THE ACCIDENT PILOT RADIOED THAT HE WAS PERFORMING SOME "S" TURNS. WHILE ON FINAL AND APPROXIMATELY 50 FEET SHORT OF THE 3,500-FOOT RUNWAY, THE ACCIDENT AIRPLANE CONTACTED A 15-FOOT HIGH LEVE E. THE AIRPLANE THEN IMPACTED THE GROUND 45 DEGREES NOSE LOW, AND SLID ONTO THE APPROACH END OF THE RUNWAY WHERE IT CAME TO REST. A POST-CASH FIRE ENSUED, AND WITNESSES EXTRACTED THE PILOT AND PASSENGER FROM THE WRECKAGE. ACCORDING TO THE PILOT, AFTER TURNING FINAL THE LANDING GEAR WAS DOWN AND THE AIRPLANE WAS CONFIGURED WITH FULL FLAPS. THE PILOT REMEMBERS MAINTAINING 90 KNOTS, AND APPROXIMATELY A 2.5 DEGREE APPROACH ANGLE TO HIS INTENDED TOUCHDOWN POINT, WHICH WAS ABOUT 200 FEET DOWN THE RUNWAY. THE PILOT WAS NOT AWARE OF THE LEVEE, AND THE IMPACT CAUGHT HIM BY SURPRISE. THE PILOT ADDED THAT WHILE EXECUTING A NORMAL APPROACH THE AIRPLANE WOULD BE 5 TO 6 DEGREES NOSE HIGH, AND REQUIRE ABOUT 2,000 FEET OF AVAILABLE RUNWAY FOR LANDING. THE PILOT HAD APPROXIMATELY 127 HOURS OF FLIGHT EXPERIENCE IN THE ACCIDENT AIRPLANE, AND ABOUT 1,600 HOURS OF TOTAL FLIGHT EXPERIENCE. THE PILOT ADDED THAT THE RUNWAY IDENTIFIER AND TOUCHDOWN MARKINGS WERE NOT VISIBLE BECAUSE OF WEAR. ACCORDING TO THE AIRPORT/FACILITY DIRECTORY, THE RUNWAY THRESHOLD WAS DISPLAYED 225 FEET. IN ADDITION, THE AIRPORT DIAGRAM DEPICTED THE LEVEE AND HOW IT RELATED TO RUNWAY 8. 20000820037989I (-23) THE AIRCRAFT LANDED ON SKY BRYCE AIRPORT, BAYSE, VA (W92) RUNWAY 23. THE PILOT IN COMMAND STATED THE AIRCRAFT PULLED TO THE LEFT AND THAT HE WAS UNABLE TO AINTAIN DIRECTIONAL CONTROL. THE A/C'S RIGHT MAIN GEAR COLLAPSED AND THE AIRCRAFT EXITED THE RUNWAY TO THE SOUTH. 20000820039629A (.4)ON AUGUST 20, 2000, ABOUT 1423 PDT, AN EXPERIMENTAL PULSAR 100, N601SP, WAS SUBSTANTIALLY DAMAGED DURING AN OFF-AIRPORT LANDING AT VICTORVILLE, CALIFORNIA. THE PRIVATE PILOT/BUILDER RECEIVED MINOR INJURIES. THE AIRPLANE WAS OPERATED BY THE PILOT, D.B.A. PULSAR AIRCRAFT CORP., EL MONTE, CALIFORNIA, UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. THE RECENTLY BUILT AIRPLANE HAD BEEN TRUCKED FROM EL MONTE TO THE SOUTHERN CALIFORNIA LOGISTICS AIRPORT AT VICTORVILLE FOR THE PURPOSE OF PERFORMING THE FIRST TEST FLIGHTS. A PROFESSIONAL PILOT HAD FLOWN THE FIRST FLIGHT SUCCESSFULLY. THE SECOND FLIGHT WAS FLOWN BY THE OWNER/BUILDER. BOTH FLIGHTS HAD OPERATED FROM A FUEL LOAD OF 10 GALLONS, 5 GALLONS EACH SIDE. ON APPROACH TO RUNWAY 21, THE ACCIDENT PILOT EXPERIENCED A LOSS OF ENGINE POWER WHILE ON THE LEFT FUEL TANK. HE SWITCHED TO THE RIGHT TANK BUT WAS UNABLE TO GET A RESTART. THE PILOT FORCED TO PERFORM AN OFF-ARIPORT LANDING. DURING THE LANDING ROLL, AFTER ABOUT 300 FEET, THE LANDING GEAR COLLIDED WITH A SMALL RAVINE AND COLLAPSED. THE PILOT STATED THAT THE FUEL VAPOR RETURN, WHICH WAS PLUMBED INTO TH E RIGHT FUEL RANK, WAS GREATER THAN ADVERTISED. HE HAD UNDERSTOOD THE RATE TO BE 20/30 PERCENT OF THE FUEL CONSUMPTION RATE. (-23) EXPERIMENTAL AMATUER BUILT FLOWN BY KIT MANUFACTURER VALIDATING NEW ENGINE INSTALLATION. AIRCRAFT DEPARTED FOR LOCAL MAINTENANCE OPERATIONAL CHECK. FUEL PUMP BYPASS DIVERTED TO RIGHT HAND FUEL TANK. AIRCRAFT SELECTED TO LEFT HAND TANK. LEFT TANK EMPTY OF FUEL AFTER FIFTEEN MINUTES. PILOT RETURNED TO AIRPORT AND LANDED SHORT. 20000820040089A (.4)ON AUGUST 20, 2000, AT 0923 EASTERN DAYLIGHT TIME, A HOMEBUILT TITAN TORNADO, N61246, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING, AFTER TAKEOFF FROM HARRISON FIELD, LIBERTYTOWN, MARYLAND. THE CERTIFICATED COMMERCIAL PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT, CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE FLEW THE AIRPLANE A DAY EARLIER, IN A "BOMB DROP" CONTEST. THE GOAL OF THE CONTEST WAS TO DROP A SMALL BAG OF FLOUR ON A TARGET. DURING THE BOMB DROP, AN ENGINE FAILURE OCCURRED, WHICH RESULTED IN A FORCED LANDING TO A FIELD. THE AIRPLANE WAS TRUCKED BACK TO THE ORIGINATING AIRFIELD, AND THE PILOT SPENT THE REST OF THE AFTERNOON TRYING TO TROUBLESHOOT THE ENGINE FAILURE. HE REMOVED THE FUEL FILTER, AND HAD "MODERATE DIFFICULTY BLOWING THROUGH IT." HE THOUGHT THAT A FUEL ADDITIVE, POURED INTO THE FUEL TANKS PRIOR TO THE FLIGHT, COULD HAVE CONTRIBUTED TO THE FILTER BLOCKAGE. HE REPLACED THE FILTER, PULLED AND CHECKED THE SPARK PLUGS, AND HAND-TURNED THE ENGINE NUMEROUS TIMES, "FOR ANYTHING OUT OF THE ORDINARY". ON THE DAY OF THE ACCIDENT, THE PILOT REFULED THE AIRPLANE, AND DECIDED TO CONDUCT A TEST FLIGHT PRIOR TO FLYING HOME TO VIRGINIA. JUST AFTER TAKEOFF, THE ENGINE FAILED AGAIN. THE PILOT IMMEDIATELY LOWERED THE NOSE OF THE AIRPLANE TO GAIN AIRSPEED. HE THEN LOOKED FOR A FIELD TO LAND IN, BUT COULD ONLY SEE TREES. THE LAST THING HE REMEMBERED ABOUT THE FLIGHT, WAS MAKING A TURN FOR ABOUT 160 DEGREES. HE THEN REMEMBERED WAKING UP WHILE SEVERAL PEOPLE WERE EXTRACTING HIM FROM THE AIRPLANE. THE AIRPLANE HAD BEEN POWERED BY A 2-CYCLE, 2-CYLINDER ROTAX 618 ENGINE. ON NOVEMBER 28, 2000, TWO SAFETY BOARD INVESTIGATORS AND A REPRESENTATIVE FROM THE ENGINE MANUFACTURER TRAVELED TO THE PILOT'S HOME IN VIRGINIA, WHERE THE AIRPLANE HAD BEEN MOVED, AND PERFORMED AN ENGINE EXAMINATION. (-23) AT ABOUT 500 FEET ON TAKE-OFF ENGINE FAILED. OPERATOR TRIED TO LAND IN A BEAN FIELD AND CRASHED. 20000821006419A (-23) AFTER RETURN FLIGHT TO SCOTTSDALE, AZ (SDL) FROM GLENDALE, AZ. (GEU) PILOT REMAINED IN PATTERN TO PRACTICE TAKE OFFS AND LANDING. ON SECOND TOUCH AND GO PPILOT MADE A THREE POINT LANDING. DURING ROLL OUT IN A THREE POINT ATTITUDE THE RIGHT WING LIFTED AND THE PLANE STARTED TO EVER LEFT. IN AN ATTEMPT TO RECOVER DIRECTIONAL CONTROL THE PILOT APPLIED FULL POWER AND ELECTED TO TAKE OFF. AIRPLANE BECAME AIRBORNE AT LOW AIRSPEED WITH FULL FLAPS THEN BEGAN TO SETTLE BACK TO THE GROUND WHILE CONTINUING TO DRIFT TO THE LEFT. PILOT STATED THAT AS THE PLANE WAS SETTLING HE HAD RUN OUT OF RUDDER CONTROL AND WAS UNABLE TO CORRECT THE FRIFT. UPON HITTING ON THE LEFT MAIN GEAR FIRST, THE LEFT MAIN COOLLAPSED AND THE PLANE GROUND LOOPED. IN THE COURSE OF THE GROUND LOOP THE LEFT WING STRUCK THE GROUND AS WELL THE FUSELAGE AREA FORWARD OF THE FIREWALL. (.4) ON AUGUST 21, 2000, AT 1200 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-18-150, N91003, VEERED OFF RUNWAY 21 AND GROUND LOOPED DURING THE LANDING ROLLOUT AT THE SCOTTSDALE AIRPORT, SCOTTSDALE, ARIZONA. THE AIRPLANE, OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIA L DAMAGE. THE COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT HAD DEPARTED THE GLENDALE MUNICIPAL AIRPORT, GLENDALE, ARIZONA, AT 1140. THE FLIGHT WAS SCHEDULED TO TERMINATE AT SCOTTSDALE. NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED HE MADE A THREE-POINT LANDING WITH FULL FLAPS SELECTED. ON THE LANDING ROLLOUT THE RIGHT WING WAS LIFTED BY THE WIND AND THE RIGHT LANDING GEAR LIFTED OFF THE GROUND. THE CONVENTIONAL GEARED AIRPLANE VEERED TO THE LEFT. HE LEVELED THE WINGS, WHICH PUT THE RIGHT LANDING GEAR BACK ON THE RUNWAY. HE ATTEMPTED TO REGAIN RUNWAY HEADING WITH THE RUDDER. HE ". . . FELT A GROUND LOOP COMING ON." HE APPLIED FULL POWER TO FLY OUT OF THE GROUND LOOP. WHILE ATTEMPTING TO AVOID A TAXI LIGHT AND REGAIN RUNWAY HEADING, HE FAILED TO RETRACT THE FLAPS. THE PILOT STATED THAT DUE TO THE LOW AIRSPEED AND THE MANEUVER TO AVOID OBSTRUCTIONS THE AIRPLANE LOST LIFT AND SANK. THE AIRPLANE LANDED HARD AND GROUND LOOPED. THE PILOT NOTED NO MECHANICAL MALFUNCTIONS WITH THE RUDDER OR BRAKE SYSTEM. 20000821010379A (-23) DURING TAXT FOR FLIGHT, THE PILOT FELT THE AIRCRAFT NEEDED MORE POWER TO MOVE. AFTER LOOKING OUT THE WINDOW, THE PILOT NOTICED SMOKE COMING FROM UNDER THE AIRCRAFT. AFTER SHUT DOWN, THE PILOT EVACUATED THE AIRCRAFT TO SURVEY THE PROBLEM. OUTSIDE THE AIRCRAFT THE PILOT NOTICED SMOKE COMING FROM THE LANDING GEAR BRAKE AREA. AFTER A SHORT AMOUNT TIME, BOTH MAIN LANDING GEAR BRAKES BECAME ENGULFED IN FIRE. THE FIRE WAS EXTINGUISHED A SHORT TIME LATER AFTER CUASING SUBSTANTIAL DAMAGE TO THE LEFT AND RIGHT WINGS AND THE PILOT WAS UNINJURIED. 20000821011009A (-23) DC-3 WAS TAXIING TO PARKING RAMP AFTER AN INTERNATIONAL FLIGHT, WHILE IN PARKING AREA, THE RIGHT EXPANDER TUBE BRAKE FAILED, AND THE PILOT WAS UNABLE TO STOP THE AIRPLANE BEFORE IT COLLIDED WITH A PARKED AND UNOCCUPIED BEECH 18. 20000821012779A (-23) THE PILOT STATED HE WAS WORKING ON A RADIO PROBLEM. WHILE DISCONNECTING THE PLUG, IT CAME APART AND FELL THROUGH THE FLOOR. SECONDS LATER, THE AIRCRAFT STARTED ROTATING THE RIGHT AND COULD NOT BE CONTROLLED. WITHIN 8 TO 10 SECONDS THE AIRCRAFT WAS ON THE GROUND, HEAVILY DAMAGED. THE PILOT ALSO STATED THE ELECTRICAL WIRES MUCT HAVE FUSED OR TANGLED AND SOMEHOW JAMMED THE RUDDER CABLES. ON SITE INVESTIGATION DID NOT SHOW ANY VISIBLE CONTROL PROBLEMS. FIRE HAD DESTROYED MOST OF THE AIRCRAFT BEYOND RECOGNITION. 20000821014079A (-23) PILOT STATED THAT ON TAKE-OFF FROM VINCENT FLYING SERVICE AIRFIELD WITH 200 GALLONS OF LIQUID TO BE SPRAYED ON RICE FIELD, THE A/C FELT HEAVY WITH FULL THROTTLE AND SEEMED TO GRADUALLY LOSE POWER. IMMEDIATELY AFTER TAKE-OFF, PILOT TURNED A/C INTO THE WIND TO HELP SUSTAIN FLIGHT. WHEN HE TURNED DOWNWIND TO RETURN TO THE FIELD, THE A/C BEGAN TO LOSE ALTITUDE. HE DUMPED HIS LOAD OVER AN EMPTY FIELD AND BEGAN APPROACH TO A OPEN FIELD. ENGINE BEGAN TO MAKE LOUD SQUEALING NOISE;HEARD BY THE PILOT AND WITNESSES ON TEH GROUND. PILOT LANDED ON A FRESHLY PLOWED FIELD. A/C NOSED OVER AFTER A ROLL OUT OF APPROX. 120 FEET; PROPELLER CONTACTED THE DIRT FOUR TIMES BEFORE FLIPPING OVER CAUSING SUBSTANTIAL DAMAGE. THERE WERE NO INJURIES TO THE PILOT. 20000821017369I (-23) DURING LANDING, THE RIGHT MAIN GEAR TOUCHED THE RUNWAY AND COLLAPSED DURING THE LANDING ROLL-OUT CAUSING MINOR DAMAGE TO THE A/C. 20000821017459I (-23) PILOT REPORTED THAT DURING LANDING, A GUST OF WIND CARRIED THE A/C SIDEWAYS AS HE WAS TOUCHING DOWN, PUTTING A SIDE LOAD ON THE LANDING GEAR. DURING TAXI IN, THE LEFT LANDING GEAR COLLAPSED AND THE LEFT WING FELL, COMING TO REST ON TOP OF THE LEFT WHEEL. DAMAGE TO THE A/C WAS MINIMAL AND THERE WAS NO INJURIES. EXAMINATION OF THE LEFT LANDING GEAR STRUT WAS MADE AND IT APPEARED THAT THE LOWER SCISSORS ARM HAD BEEN TORN FROM THE STRUT TUBE AT THE WELD, METAL FROM THE STRUT TUBE WITH IT. THERE WAS NO EVIDENCE OF WELD FAILURE, METAL FATIGUE, OR CORRISION IN THE AREA OF THE DAMAGE. THE STRUT TUBE APPEARED TO HAVE BROKEN AFTER TURNING 180 DEGREES DURING TAXI. FAILURE WAS ATTRIBUTED TO EXCESSIVE SIDE LOAD ON LANDING GEAR DURING CROSSWIND LANDING. 20000821020699I (-23)PILOT DID NOT EXTEND LANDING GEAR PRIOR TO LANDING. 20000821023769I (-23)STUDENT ON SOLO. NOTICED RED LIGHT AT ROTATION. STUDENT LANDED AIRCRAFT STRAIGHT AHEAD AND USED HEAVY BREAKING, CAUSING BOTH MAIN TIRES TO DEFLATE. AIRCRAFT THEN VEERED TO THE SIDE OF THE CENTERLINE. MAINTENANCE PERSONAL STATED THAT THE AIRCRAFT'S ALTERNATOR HAD TO BE REPLACED. 20000821024649A (-23) UPON TAKEOFF AT AN ALTITUDE OF APPROX. 15' ABOVE THE RUNWAY, THE A/C STALLED, BANKED TO THE LEFT, HIT A TREE AND CRASHED INTO THE GROUND. (.4) ON AUGUST 21, 2000, ABOUT 0710 CENTRAL DAYLIGHT TIME, A HOMEBUILT CHR ISTIAN QUICKSILVER, NON-REGISTERED AIRCRAFT, IMPACTED WITH TREES JUST AFTER TAKEOFF FROM A PRIVATE AIRSTRIP, NEAR BOONEVILLE, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE NON-RATED PILOT AND ONE PASSENGER REPORTED SERIOUS INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME. THE PILOT STATED, "...SOON AFTER TAKEOFF [ABOUT] 15 FEET THE ULTRA LIGHT AIRCRAFT STALLED ON THE WING CAUSING THE ULTRA LIGHT TO GO INTO A LEFT TURN SENDING IT TOWARDS A SMALL TREE ABOUT 15-18 FEET. THE ULTRA LIGHT STRUCK THE TOP OF THE TREE AND FORCED US TO THE GROUND." ACCORDING TO THE FAA, THE PILOT DID NOT HAVE A PILOT OR MEDICAL CERTIFICATE. THE PILOT HAD ONLY 1 HOUR OF FLIGHT TRAINING IN ALL AIRCRAFT, AND ABOUT 15 HOURS IN THIS MAKE AND MODEL. THIS ACCIDENT WAS ORIGINALLY REPORTED AS A NONREGISTERED ULTRALIGHT. THE FAA LATER REALIZED IT WAS A TWO-SEAT AIRCRAFT AND NEEDED TO BE REPORTED AS ACCIDENT. 20000821025499I (23)PILOT LANDED LONG AND WENT OFF THE END OF RUNWAY 24 AT CHATHAM, MA, CQX. 20000821025919I (-23) INCIDENT #A1012000022 PILOT WAS TRANSPORTING TWO PASSENGERS AND THEIR GEAR INTO A GRAVEL (OFF AIRPORT) BAR, AFTER LANDING, AND WHILE TAXING INTO TURNOFF PARKING HE DIPPED INTO A SOFT SPOT IN THE SAND/GRAVEL PARKING AREA. THE PROPELLER STRUCK THE GROUND CAUSING DAMAGE TO THE PROPELLER. AT THE TIME THE ENGINE WAS IDLE AND HE HAD ALMOST STOPPED. NO INJURIES OR VISIBLE DAMAGE OTHER THAN THE PROPELLER. 20000821025939I (-23) DURING TAKEOFF, THE PILOT EXPERIENCED A STRONG RIGHT CROSS WIND THAT PUSHED THE A/C TOWARD THE TREES. THE PILOT REDUCED THE POWER AND TRIED TO SLIP THE A/C BACK TO THE RUNWAY. HE TOUCHED DOWN ON THE RIGHT MAIN LANDING GEAR WHICH COLLAPSED. THE A/C PIVOTED TO THE RIGHT, DRAGGING THE RIGHT WING TIP AND BENDING THE PROP. 20000821027559I (-23)THE PILOT, WHO OWNED THE AIRCRAFT AND HAD NOT FLOWN IT, HAD BEEN TAXING IT FOR FAMILIARIZATION PURPOSES. HE WAS ALSO NOT FAMILIAR WITH THE PRIVATELY OWNED AIRSTRIP (UNLISTED). AFTER A HIGH SPEED TAXI RUN THE PILOT FOUND HIMSELF ON THE DOWN HILL SLOPE TOWARD THE END OF THE SOD RUNWAY. BRAKING WAS NOT VERY EFFECTIVE, AND IN AN ATTEMPT TO TURN THE AIRCRAFT, IT SLID SIDEWAYS, COLLAPSING THE LANDING GEAR, BEFORE STRIKING A BRUSH PILE. 20000821027999I (-23)SHUT DOWN RIGHT ENGINE DUE TO LOW OIL PRESSURE NOTICED AFTER A WARNING LIGHT BLINKED ON THE ANNUNCIATOR PANEL. OIL PRESSURE INITIALLY WENT JUST BELOW THE GREEN AND LATER DROPPED TOWARD THE RED LINE. AT THAT TIME THE CREW SHUT DOWN THE ENGINE. N6TM CONTINUED FROM FL350 AND 200 NM WEST OF BHM, DECLARED AN EMERGENCY, THEN LANDED AT BHM WITHOUT FURTHER INCIDENT. DISCOVERED FAILED ON OIL FILLER CAP THAT CAUSED LOSS OIL. 20000821028219I (-23)DURING LANDING ON RUNWAY 09,THE AIRCRAFT HIT CONTRUCTION BARRELS THAT WERE PLACED ALONG THE SIDE OF RUNWAY 15, WHICH WAS CLOSED DUE TO RESURFACING. THE PILOT DID NOT SEE THE DISPLACED THRESHOLD MARKINGS THAT DISPLACED THE THRESHOLD OF RUNWAY 09 BY 470 FEET. THE PILOT ALSO STATED THAT HE DID NOT CHECK THE NOTAMS FOR MEDFORD (MDZ), BEFORE STARTING HIS FLIGHT. THE NOTAM THAT WAS PUBLISHED FOR MEDFORD DID STATE THAT RUNWAY 15 WAS CLOSED AND THE THRESHOLD FOR RUNWAY 09 WAS DISPLAYED BY 470 FEET. 20000821028539I (-23)WHILE PRACTICING A SIMULATED EMERGENCY LANDING TO CALVERTON AIRPORT, THE PIC INITIATED A GO AROUND, WHEN HE EXPERIENCED A LOSS OF POWER. THE PIC DECLARED AN EMERGENCY TO NY TRACON AND RETURNED TO LAND AT CALVERTON. AFTER INVESTIGATION, A LACK OF COMPRESSION IN # 4 CYLINDER WAS FOUND AND THERE WERE NO INJURIES OR AIRCRAFT DAMAGE. THE AIRCRAFT WAS REPAIR AND ALL DOCUMENTATION PREPARED AND LOG BOOK ENTIRES MADE IAW FAR'S. 20000821029019I (-23)THE AIRCRAFT WAS RETURNING TO THE FIELD AFTER A FLIGHT DEMONSTATION AND REQUESTED PERMISSION TO LAND. THE TOWER CALLED THE WINDS AT 160/11, STORMS IN THE AREA. THE WIND SHIFTED DRAMATICALLY IN THE FLARE OR ROLLOUT TO 340/? GUSTING TO 25 KNOTS AS THE AIRCRAFT WAS ROLLING TO A STOP. ^PRIVACY DAT^ BRAKED HEAVILY TOWARD THE END OF THE RUNWAY AND AS HE DID, THE AIRCRAFT STARTED SKIPPING. AT THIS TIME THE LEFT WHEEL COVER BROKE OFF AND SHEARED THE LEFT BRAKE LINE. THE AIRCRAFT THEN MADE A HARD RIGHT TURN OFF THE RUNWAY AND ACROSS A NEARBY ACCESS ROAD. THE DAMAGE WAS MINOR AND THE LANCAIR MECHANICS MADE REPAIRS AND THE AIRCRAFT FLEW OUT THE NEXT DAY. 20000821029389I (-23)ON AUGUST 21, 2000 AT 0750 MDT, N4463R, A CAMERON BALLOON, OWNED BY A PRIVATE INDIVIDUAL AND OPERATED BY A COMMERCIAL BALLOON RIDE COMPANY EXPERIENCED A HARD LANDING IN A UN-POPULTED AREA IN ALBUQUERUQE, NM. THE COMMERICALLY RATED PILOT UNINJURED, 2 PASSENGERS REPORTED MINOR INJURIES, 5 PASSENGERS WERE UNINJURED. THE TOTAL PASSSENGER LOAD WAS 7. THE ENVELOPE DRAPED OVER A LOW VOLTAGE POWER LINE AND INCURRED NO DAMAGE. THE FLIGHT ORIGINATED AT 0635 MDT ON 8/21/00 ON ALBUQUERQUE, NM. VMC CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. 20000821031849I (-23)DURING LANDING ROLLOUT ^PRIVACY D^ SAID HIS 15 YEAR OLD SON HIT THE LANDING GEAR SWITCH WITH HIS KNEE CAUSING THE NOSE GEAR TO COLLAPSE. 20000821039799A (.4)ON AUGUST 21, 2000, APPROXIMATELY 1600 CENTRAL DAYLIGHT TIME, A CESSNA 172P AIRPLANE, N98873, WAS SUBSTANTIALLY DAMAGED FOLLOWING A LOSS OF CONTROL WHILE LANDING ON RUNWAY 14 AT THE STINSON MUNICIPAL AIRPORT, SAN ANTONIO, TEXAS. THE PILOT, WHO HELD A VALID MEXICAN PRIVATE PILOT CERTIFICATE, AND HIS PILOT-RATED PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE SAN ANTONIO INTERNATIONAL AIRPORT AT 1515. ACCORDING TO THE PILOT, THE ACCIDENT OCCURRED WHILE HE WAS PRACTICING TOUCH AND GO LANDINGS AT THE STINSON AIRPORT. DURING A TELEPHONE INTERVIEW WITH THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT REPORTED THE FOLLOWING SEQUENCE OF EVENTS OF THE ACCIDENT: WHILE STARTING TO FLARE ON THE THIRD LANDING, A RIGHT CROSS-WIND "GUST" PUSHED THE AIRPLANE TO THE LEFT. THE AIRPLANE FLOATED TO THE LEFT, OFF THE SIDE OF THE RUNWAY, AS THE PILOT ATTEMPTED TO CORRECT BY RAISING THE NOSE AND APPLYING RIGHT RUDDER. SUBSEQUENTLY, THE LEFT MAIN LANDING GEAR MADE CONTACT WITH THE GROUND AND COLLAPSED, RESULTING IN THE AIRPLANE SKIDDING ACROSS A TAXIWAY. THE 148-HOUR PILOT DID NOT STATE THAT HE HAD ANY CROSS-WIND PROBLEMS DURING THE FIRST TWO TOUCH AND GO LANDINGS, NOR DID HE STATE THAT THERE WERE ANY MECHANICAL OR CONTROL PROBLEMS WITH THE AIRPLANE. EXAMINATION OF THE AIRPLANE BY AN FAA INSPECTOR REVEALED STRUCTURAL DAMAGE TO THE TAIL AND HORIZONTAL STABILIZER. AT 1623, THE REPORTED WINDS AT STINSON AIRPORT WERE FROM 140 DEGREES AT 9 KNOTS WITH NO GUSTS. 20000821042329A (-23) ON AUGUST 21, 2000 A WHEEL EQUIPPED CESSNA 172, N12188, REGISTERED TO AND PILOTED BY KRIS T. DRAPER WAS INVOLVED IN AN AIRCRAFT ACCIDENT AT ALEXANDER CREEK, ALASKA. ACCORDING TO THE PILOT, WHILE MAKING A NORMAL APPROACH AT ABOUT 50 TO 75 FEET IN THE AIR THE AIRCRAFT GOT AN ALMOST INSTANT BLAST OF AIR ON THE BACK OF THE AIRCRAFT. THE PILOT STATED THE AIRCRAFT FELL OUT OF THE SKY AND THE AIR SPEED WAS INDICATING 60 TO 65 MPH. THE NOSE GEAR STRUCK THE GROUND 10 TO 15 YARDS SHORT OF THE RUNWAY AND AS THE AIRCRAFT DECELERATED IT FLIPPED OVER. THE FLIGHT WAS OPERATED UNDER THE PROVISIONS OF FAR 91. THE PILOT AND PASSENGER WERE UNINJURED, HOWEVER THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. 20000821042559A (-23) ^PRIVACY DATA ^ PILOT TOUCHED ON RUNWAY #2 WITH SEVERE CROSSWINDS OF (APPROXIMATELY 20 KNOTS). AIRCRAFT VEERED TO RIGHT AND WAS PROGRESSING TOWARD A RUNWAY LIGHT. PILOT SAID HE SWERVED THE AIRCRAFT WITH THE RUDDER TO MISS THE RUNWAY LIGHT BUT HIT THE BERM AND WENT OFF THE SIDE OF THE RUNWAY AND FLIPPED OVER. DAMAGE TO THE AIRCRAFT WAS BENT LEFT STRUT, WRINKLED FUSELAGE AND BOTH WINGS DAMAGED. 20000821042699A (-23) ^PRIVACY DATA OMITTED AT APPROXIMATELY 1450 HOURS ASDT ON 18 AUGUST 2000, A CAPE SMYTHE AIRSERVICE, INC., BEECH 99 AIRCRAFT N995SB STRUCK A DUCK WHILE IN CRUISE TO DEADHORSE, ALASKA FROM NUSIGUT, ALASKA. THE AIRCRAFT DAMAGE WAS ISOLATED TO THE LOWER LEFT RADOME, RADAR PAN (BULKHEAD), ADJACENT EXTERIOR SKIN AND THE RIGHT FRONT LEADING EDGE OF THE BELLY POD. THERE WERE NO INJURIES TO THE PASSENGERS OR CROW AND THE AIRCRAFT LANDED SAFELY IN DEADHORSE WITHOUT FURTHER INCIDENT. 20000821043799A (-23) STUDENT PILOT SOLO CROSS COUNTRY. AT 1602 PILOT DEPARTED VKX TO OXB VIA SBY WITH LANDINGS AT SBY AND OXB RETURNING TO VKX. STUDENT HAD TROUBLE IDENTIFYING OCEAN CITY AIRPORT. UPON ARRIVAL AT POTOMAC AIRFIELD HE COULD NOT IDENTIFY LOCATION OF AIRPORT DUE TO IT BEING NIGHT TIME. APPROXIMATE COMPUTED TIME ENROUTE WAS OVER 4 HOURS AND 30 MINUTES, DEPLETING FUEL SUPPLY. PILOT CRASHED OFF FIELD DUE TO FUEL STARVATION. 20000821043879A (-23) MR. BEAR, A STUDENT PILOT HAD RETURNED FROM THE PRACTICE AREA TO DO TOUCH AND GO LANDINGS AT T47. ON HIS THIRD LANDING HE LANDED HOT AND ON THE NOSE WHEEL. THE AIRCRAFT BEGAN TO PORPOISE WITH THE NOSEWHEEL COLLAPSING AND THE PROP STRIKING THE RUNWAY ON THE THIRD CONTACT WITH THE RUNWAY. 20000822010819A (-23) AIRCRAFT DEPARTED CAL BLACK MEML, AIRPORT, UTAH (U96) AT 1855 MST ENROUTE TO STELLAR AIRPARK, AZ (P19) VFR. AFTER DESCENT INTO THE PHOENIX AREA, WHILE MANUEVERING AT NIGHT, AIRCAFT COLLIDED WITH MOUNTAINOUS TERRIAN 4.5 MILES END OF SCOTTSDALE AIRPORT, AZ (SDL) A WEATHER OBSERVATION TAKEN AT SCOTTDALE AIRPORT 2 MINTUES PRIOR TO THE ACCIDENT REPORTED WIND 150/12, VISIBILITY 4 MILES IN A DUST STORM. PILOT AND PASSENGER RECEIVED FATAL INJURIES. 20000822017379I (-23) ATTACHED NARRATIVE 20000822025609I (-23)AIRCRAFT LOST POWER CAUSING FORCED LANDING IN SOYBEAN FIELD. LEFT GEAR FAILED, SKIN WRINKLES IN LEFT WING AND ONE PROP BLADE DAMAGED. NO INJURIES. 20000822026329I (-23) WHILE CRUISING AT FL370, "MAIN HYD LO LEVEL" LIGHT CAME ON. AFTER 1-2 MINUTES, LH AND RH "HYD LO PRESS" CAME ON. WITHIN 5 MINUTES, HYD SUPPLY PRESS GAUGE READ ZERO. MAINTENANCE ACTION: FOUND HYDRAULIC TRANSDUCER LEAKING AT HYDRAULIC MODULE. AWAITING SEAL FROM EXEC JET AVIATION. INSPECTED AFT EQUIPMENT BAY AREA, REPLACED FAILED SEAL, P/M 100-904-1109, ON PRESSURE TRANSMITTER AT HYDRAULIC MODULE ASSEMBLY, IAW 125-1000 MM CH 29-30-00. BLED AND SERVICED MAIN AND AUXILIARY HYDRAULIC RESERVOIRS WITH 5606 IAW 125-1000 MM12-10-20, PERFORMED GEAR RETRACTION TEST IAW 125-1000 MM32-30-00, WITH NO DEFECTS NOTED. RAN ENGINES AND LEAK CHECKED OK, CLOSED AND SECURED ACCESS. OPERATOR SUBMITTED MRR. CLOSED. 20000822027049I (-23)PRIVATE PILOT RECEIVING BIENNAL REVIEW,PRIVATE PILOT "THOUGHT"HE WAS ACTIVATING FLAP SWITCH BUT WAS ACTIVATING LANDING GEAR "UP" SWITCH. 20000822029759I (-23)SOUTHWEST FLIGHT 1780 HIT THREE LARGE BIRDS AT APPROXIMATELY 1500 FEET WHILE ON FINAL TO RUNWAY 34L AT SLC. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AT 2115 MDT. THE CREW REPORTED A DENT IN THE #2 ENGINE COWLING AND THE LEADING EDGE OF THE RIGHT WING. SALT LAKE CITY MAINTENANCE MADE SOME TEMPORARY REPAIRS AND THE AIRCRAFT WAS FERRIED TO PHX THE NEXT MORNING. 20000822031199I (-23)PILOT STATED THAT HE WAS ENROUTE FROM BFI TO PSC WHEN THE ENGINE QUIT. LANDED AT S93 WITHOUT INCIDENT. PRELIMINARY INVESTIGATION REVEALED FAILURE OF ENGINE VALVE. AMENDED REPORT WILL BE FILED WHEN DETAILS OF TEARDOWN REPORT ARE RECEIVED. CORRECTIVE ACTION:UPON RECEIPT OF TEARDOWN REPORT, APPROPRIATE ACTION WILL BE TAKEN. 20000822036539I (-23) AIRCRAFT WAS APPROX. 190 MILES FROM DESTINATION AIRPORT (ASPEN, CO) AT FL 390 WHEN THE RIGHT OUTER PLY ON THE RIGHT HAND WINDSHIELD CRACKED. THE AFM FOR THIS TYPE OF FAILURE DOES NOT REQUIRE EMERGENCY ACTION. THE PIC REQUESTED A LOWER ALTITUDE TO FL 350. THE AFM DOES NOT REQUIRE THE AIRCRAFT TO STAY OUT OR AWAY FROM ICING CONDITIONS. THE PIC ASKED FOR AND WAS GRANTED A LOWER ALTITUDE AND AUTHORIZED TO LAND ATR KAPA. THE AIRCRAFT LANDED KAPA WITHOUT INCIDENT. AT NO TIME DID THE FLIGHT CREW DECLARE AN EMERGENCY. 20000822040229I (-23)SUBJECT WAS REPORTED FLYING BETWEEN BUILDINGS SITUATED 400' APART. 20000822043129A (-23) ^PRIVACY DATA OMITTED^ AMERICAN AIRLINES FLT. 154 FROM NARITA, JAPAN (NRT) HIT UNEXPECTED TURBULENCE IN DESCENDING FROM FL 260 TO FL 240. OVER SOUTHWEST WISCONSIN, FLIGHT ATTENDANT ^PRIVACY DATA OMITTED^ WAS INJURED WITH A BROKEN FOOT. A/C LANDED AT ORD AND FLIGHT ATTENDANT WAS TAKEN TO HOSPITAL. 20000823008509A (-23) PILOT STALLED WING DURING SPRAY APPLICATION. NO MECHANICAL MALFUNCTION OCCURRED. 20000823008769A (-23) ON TAKEOFF AT 50 TO 70 FEET AGL THE ENGINE ON N800RH QUIT WITH THE RIGHT TANK SELECTED. DUE TO THE SHORT DISTANCE OF RUNWAY LEFT. A LANDING WAS COMPLETED OFF THE WEST SIDE OF RUNWAY 18, THE A/C STRUCK A METAL STRUCTURE CAUSING SUBSTANTIAL DAMAGE TO THE LEFT SIDE INCLUDING A BENT FUSELAGE. AFTER COMING TO A STOP THE PILOT STARTED THE ENGINE ON THE LEFT TANK AND TAXIIED BACK ACROSS THE FIELD AND RUNWAY TO THE FBO RAMP. (.4) ON AUGUST 23, 2000, ABOUT 0930 CDT, A SIAI-MARCHETTI, N800RH, REGISTERED TO AND OPERATED BY A PRIVATE OWNER, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED AFTER TAKEOFF FROM MADISON COUNTY AIRPORT, IN MERIDIANVILLE, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT HE PERFORMED THE FULL PREFLIGHT INSPECTION, AND EVERYTHING WAS NORMAL. THE PILOT FURTHER STATED THAT UPON DEPARTURE FROM RUNWAY 08, WHILE CLIMBING THROUGH AN ALTITUDE OF ABOUT 50 TO 70 FEET AGL, THE ENGIEN SUDDENLY CEASED OPERATING, WITH NO PRIOR WARNING THE PILOT SAID HE IMMEDIATELY SWITCHED FROM THE RIGHT FUEL TANK TO THE LEFT ONE, BUT THE ENGINE DID NOT RESTART, SO HE EXECUTED A FORCED LANDING IN AN OPEN GRASS AREA, ON THE WEST SIDE OF RUNWAY 18. THE PILOT SAID THAT DURING THE LANDING ROLLOUT, THE ENGINE STARTED BUT THE LEFT WING AND TAIL SECTION STRUCK A METAL STRUCTURE AND THE AIRPLANE WAS DAMAGED. A WITNESS STATED THAT HE HEARD THE TAKEOFF, AND IT SOUNDED AS IF THE ENGINE WAS DEVELOPING FULL POWER. THE WITNESS FURTHER STATED THAT IMMEDIATLEY AFTER THE AIRPLANE HAD LIFTED OFF, HE HEARD THE ENGINE MAKE SOUNDS AS IF IT WAS "MISSING", AND HE CONTINUED TO WATCH AS THE AIRPLANE RETURNED TO THE GROUND. A SECOND WITNESS, A FAA LICENSED MECHANIC, STATED THAT HE HAD BEEN WATCHING THE AIRPLANE THE WHOLE TIME AND HE AHD OBSERVED THE TAKEOFF ROLL. THE MECHANIC FURTHER STATED THAT IT JUST AFTER TAKEOFF, AT AN ALTITUDE OF ABOUT 100 FEET, THE ENGINE SOUNDED ROUGH FOR A VERY BRIEF PERIOD OF ABOUT 2 TO 3 SECONDS DURATION, AND THEN THE ENGINE CEASED OPERATING. THE MECHANIC SAID HE THEN SAW THE A/C DESCEND BEHIND A SMALL DIP IN THE TERRAIN, OUT OF SIGHT. THE MECHANIC SAID HE THEN SAW A CLOUD OF DUST, AND AT THE SAME TIME, HEARD THE SOUND OF THE AIRPLANE ENGINE AGAIN. ABOUT 2 TO 3 MINUTES LATER, THE MECHANIC SAID HE SAW THE AIRPLANE TAXIING BACK TO THE RAMP WHERE IT HAD BEEN PRIOR TO TAXIING FOR THE TAKEOFF. THE FAA INSPECTOR WHO CONDUCTED THE POSTACCIDENT EXAMINATION OF THE A/C STATED THAT HE CHECKED THE AIRPLANE'S FUEL TANKS, AND HE TOOK FUEL SAMPLES FROM EACH SUMP DRAIN. THE INSPECTOR FURTHER STATED THAT HE FOUND 1/4 INCH OF WATER IN THE RIGHT TANK DRAIN. HE SAID HE ALSO TOOK FUEL SAMPLES FROM THE REMAINING TANKS, BUT FOUND NO SEDIMENT OR WATER IN THE REMAINING TANKS. THE INSPECTOR ALSO SAID THAT THE FOLLOWING DAY HE CONDUCTED A STATIC TEST ON THE ENGINE. HE AID THAT THE ENGINE WAS OPERATED, UTILIZING FUEL FROM THE RIGHT TANK. ACCORDING TO THE INSPECTOR, FULL POWER WAS APPLIED FOR 3 TO 5 MINUTES, AND THE ENGINE OPERATED NORMALLY WITH NO LOSS IN POWER. 20000823012109A (-23) ENGINE BEGAN RUNNING ROUGH. PILOT ATTEMPTED EMERGENCY LANDING TO A STREET WHICH RESULTED IN A HARD LANDING. 20000823013979A (-23) THE AVIAT ENTERED DOWNWIND FOR RWY 28 AT PLUM ISLAND AND PROCEEDED TO MAKE A CROSSWIND APPROACH AND LANDING. THE AVIAT, AFTER TOUCHDOWN, BEGAN TO DRIFT TO THE RIGHT ACROSS THE RWY. THE PILOT ADDED FULL POWER TO COMMENCE REJECTED LANDING. THE POWER TO A/C WAS ABRUBTLY RETARDED TO IDLE BY THE REAR SEAT PILOT AND THE WINGS WERE LEVELED. THE A/C, WHICH HAD BEEN AIRBORNE FOR A SHORT DISTANCE, SETTLED TO THE GRASS, AND COLLIDED WITH A PARKED BE-35, N1992D. BOTH A/C RECEIVED SUBSTANTIAL DAMAGE. THE TWO PILOTS ABOARD THE AVIAT RECEIVED NO INJURIES AND THE BE-35 WAS UNOCCUPIED. THE ON-SCENE INVESTIGATION WAS CONDUCTED BY INSPECTOR DAVID O'DONNELL ON 8-23-00 AND INSPECTOR HALL ON 8-24-00. 20000823014639A (-23) FLIGHT WAS ENROUTE FROM DFW TO SJU WHEN IT ENCOUNTERED SEVERE TURBULANCE DURING CRUISE FLIGHT AT 37,000 FEET OVER THE GULF OF MEXICO APPROX. 180 NAUTICAL MILES SOUTH EAST OF SABRINE PASS VORTAC. ONE FLIGHT ATTENDANT SUSTAINED SERIOUS INJURIES, FOUR OTHER FLIGHT ATTENDENTS SUSTAINED MINOR INJURIES AND A PASSENGER SUSTAINED MINOR INJURIES. THE CAPTAIN DECLARED AN EMERGENCY AND DIVERTED TO GEORGE BUSH INTERCONTINENTAL AIRPORT, HOUSTON, TEXAS. AMBULANCES WERE STANDING BY TO TRANSPORT THE INJURED PASSENGERS AND CREWMEMBERS TO AREA HOSPITALS. (.4) DURING CRUISE FLIGHT AT 37,000 FEET OVER THE GULF OF MEXICO, THE SCHEDULED INTERNATIONAL PASSENGER FLIGHT ENCOUNTERED SEVERE TURBULENCE AFTER INADVERTENTLY PENETRATING RAPIDLY DEVELOPING CONVECTIVE FORMATIONS. ONE OF THE FLIGHT ATTENDANTS WAS SERIOUSLY INJURED. WHEN THE TURBULENCE ENCOUNTER OCCURRED, THE FLIGHT CREW WAS ATTEMPTING TO DEVIATE AROUND CLOUD FORMATIONS. THE FLIGHT CREW REPORTED THAT THE SEAT BELT SIGN WAS ILLUMINATED PRIOR TO THE TURBULENCE ENCOUNTER AND THAT THE CAPTAIN MADE AN ANNOUNCEMENT TO THE PASSENGERS REMINDING THEM TO REMAIN SEATED WITH THEIR SEATBELTS SECURED. IT IS UNKNOWN WHETHER THE FLIGHT ATTENDANT WAS SEATED OR STANDING, OR WHERE SHE WAS POSITIONED AT THE TIME OF THE EVENT. FOLLOWING THE TURBULENCE ENCOUNTER, THE FLIGHT DIVERTED TO A NEARBY AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. 20000823021229I (-23) PUBLIC USE KANSAS CITY, MO. POLICE HELICOPTER WAS PERFORMING PRACTICEMANUEVERS WITH THE LIBERTY, MO. POLICE DEPARTMENT AT AN ALTITUDE OF APPROX.500 FEET AGL. THE ENGINE LOST POWER AND THE PILOT EXECUTED AN EMERGENCY LANDING IN A FIELD. THE AFT SKID STRUTS SUSTAINED BEND DAMAGE. THE ENGINE IS BEING SHIPPED TO TEXTRON LYCOMING FOR TEAR DOWN AND ANALYSIS. INCIDENT NUMBER CE2000IGA078 IS CONSIDERED CLOSED WITH THIS REPORT. 20000823023749I (-23)THE PILOT STATED THAT THE AIRCRAFT TOUCHED DOWN NEAR THE NUMBERS ON RUNWAY 24. AFTER THE NOSE WHEEL TOUCHED DOWN THE AIRCRAFT STARTED VEERING TO THE LEFT. THE PILOT DECIDED TO TAKE OFF AGAIN AND MAKE ANOTHER LANDING ATTEMPT. AFTER APPLYING FULL POWER AND RETACTING THE LANDING GEAR AND FLAPS, THE PILOT STATED THAT THE AIRCRAFT SEEMED TO STOP FLYING EVEN THOUGH THE ENGINE WAS PRODUCING TAKEOFF POWER. IT CONTACTED THE RUNWAY AGAIN WITH THE WHEELS RETRACTED AND SKIDDED OFF OF THE RUNWAY AND ONTO THE GRASS. THE AIRCRAFT RECEIVED MINOR DAMAGE BUT THERE WAS NO INJURIES TO THE PILOT AND PASSENGER. 20000823024929I (-23)ON APPROACH TO MANHATTAN KANSAS (MHK), THE PIC SELECTED GEAR DOWN AND THE LANDING GEAR CIRCUIT BREAKER OPENED. THE PIC ABORTED THE LANDING AND TRIED NUMBEROUS TIMES TO EXTEND THE GEAR. HE THEN ATTEMPTED TO USE EMERGENCY GEAR EXTENSION BUT THAT ALSO WAS NOT SUCCESSFUL. HE THEN TRIED TO RESET THE CIRCUIT BREAKER AND USE THE EMERGENCY GEAR EXTENSION TOGETHER, STILL TO NO AVAIL. THE AIRCRAFT WAS GETTING LOW ON FUEL SO THE PIC ELECTED TO MAKE AN EMERGENCY GEAR UP LANDING. BOTH PROPELLERS WERE FEATHERED PRIOR TO TOUCHDOWN. THE AIRCRAFT WAS TAKEN TO HEARTLAND AIRCRAFT HANGER WHERE THE R/H MAIN GEAR WAS MOVED SLIGHTLY AFT, THE GEAR FELL FREE. THAT IS WHEN THE MAIN LANDING TRUNNION WAS FOUND TO BE BROKEN. 20000823026069I (-23)SEE ATTACHMENT 20000823026189I (-23)NOSE LANDING GEAR WOULD NOT EXTEND AFTER PILOT SELECTED GEAR DOWN. AIRCRAFT LANDED ON MAIN LANDING GEAR ONLY. MINOR DAMAGE TO NOSE WHEEL AREA AND DOORS. FAA INSPECTION FOUND EVIDENCE THAT NOSE GEAR DOORS JAMMED CAUSING GEAR DOORS NOT TO EXTEND. AFTER NEW DOORS ARE RIGGED AND CLEARANCES ARE SET A RETRACTION TEST WILL BE PERFORMED PRIOR TO FURTHER FLIGHT. 20000823026269I (-23) UPON LANDING THE A/C, THE NOSE LANDING GEAR COLLAPSED. INSPECTION BY THE MECHANIC SHOWED THAT THE HYDRAULIC BOWL FILTER ASSEMBLY WAS CRACKED AND MAY HAVE CONTRIBUTED TO THE LANDING GEAR FAILURE. 20000823027059I (-23)STUDENT PILOT PRACTING TOUCH AND GOES, STUDENT PILOT MAKES HARD LANDING (THREE (3) LARGE BOUNCES), NOSE GEAR COLLAPSED. 20000823027169I (-23)AIRCRAFT WAS BEING MARSHALLED INTO FBO WING WALKER SIGNALED LEFT WING TIP WAS CLEAR. AIRCRAFT WAS MARSHALLED FORWARD AND LEFT WING TIP HIT THE TAIL CONE OF PARKED AIRCRAFT N828C. 20000823028619I (-23)^PRIVACY DATA OMITTED^ LANDED THE PIPER PA-28-181, N2869A, SHORT OF THE ANKENY, IA AIRPORT BY APPROXIMATELY 4 MILES IN A CORN FIELD, DUE TO ENGINE STOPAGE. ^PRIVACY DATA ^ SUSTAINED NO INJURIES. A WRITTEN STATMENT WAS PROVIDED AND THE AIRCRAFT SHOWED NO SIGNS OF FUEL IN THE TANKS OR ON THE GROUND. THE AIRPLANE WAS IN THE CORNFIELD AND RESCUE PERSONNEL WERE DISPATCHED TO THE SCENE. THE RESCUE CREWS STATED THAT ^PRIVACY DATA ^ SAID THAT SHE RAN OUT OF FUEL. A STATEMENT BY THE MECHANIC THAT RECOVERED THE AIRPLANE ATTESTS TO THE FACT THERE WAS NO APPARENT FUEL IN THE AIRPLANE. ^PRIVACY DATA ^ DEPARTED BOWMAN FIELD IN LOUISEVILLE, KENTUCKY ON AUGUST 23, 2000 AT APPROXIMATELY 1950Z. THE ENGINE FAILURE OCCURRED AT 2345Z. IT WAS REPORTED TO BE FULL OF FUEL WHEN SHE DEPARTED LOUISVILLE, KY. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. ^PRIVACY DATA OMITTED^ 20000823036909A (-23) ON AUGUST 23, 2000, AT 0207 CDT, THE PILOT ROBERT BIELSTEIN LOST CONTROL OF N34DD, CE-340-A AIRCRAFT, CRASHED AFTER TAKEOFF AND IMPACTED THE GROUND APPROX. TWO MILES NORTHEAST OF THE MISSION, SOUTH DAKOTA, AIRPORT. THE AIRCRAFT WAS DEMOLISHED. THE PILOT AND TWO PASSENGERS RECEIVED FATAL INJURIES. 20000823041179A (-23)ACCORDING TO PILOT REPORT, AFTER LANDING AND REDUCING POWER TO IDLE, A NOISE WAS HEARD IMMEDIATELY FOLLOWED BY THE MAIN ROTOR PITCHING BACK AND TO THE LEFT. THE GYRATION OF THE MAIN ROTOR WAS VIOLENT TO THE POINT THAT THE TOES OF THE SKIDS WERE BEING LIFTED OFF THE GROUND A FOOT OR TWO WITH EACH ROTATION OF THE ROTOR AND THE AIRCRAFT MOVED BACKWARDS WITH EACH PITCH UP. PILOT STATED THAT HE SHUT THE ENGINE DOW AND HELD COLLECTIVE FULL FORWARD UNTIL ROTOR WOUND TO A STOP. 20000823042479A (-23) AUGUST 28, 2000, AT 1730, A WHEEL EQUIPPED CESSNA 180 AIRPLANE, N4985A, WAS DESTROYED WHEN THE AIRPLANE COLLIDED WITH REMOTE, MOUNTAINOUS TERRAIN, 40 NAUTICAL MILES EAST OF PORT HEIDEN, ALASKA. PAINTER CREEK LODGE INC OOPERATED THE FLIGHT OF TWO AIRCRAFT. THE FLIGHT OF TWO AIRCRAFT WAS BEING CONDUCTED UNDER TITLE 14, CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE ACCIDENT AIRCRAFT WAS PILOTED BY COMMERCIAL PILOT JOE MAXEY. THE PILOT AND TWO OF THE THREE PASSENGERS RECEIVED FATAL INJURIES. THE SURVIVING PASSENGER SUFFERED MULTIPLE FRACTURES AND FACIAL LACERATIONS. FLIGHT SERVICE FLIGHT FOLLOWING PROCEDURES WERE NOT IN EFFECT. THE FLIGHT ORIGINATED AT A REMOTE LANDING AREA NEAR AMBER BAY WITH PAINTER CREEK LODGE AS DESTINATION 40 NM NORTH. THE COMPANY REPORTED THAT THE ACCIDENT AIRCRAFT WAS OVERDUE. THE RESCUE COORDINATION CENTER RECEIVED AN ELT SIGNAL IN THE OVERDUE AIRCRAFT AREA OF OPERATION. THE COAST GUARD INITIATED AN AERIAL SEARCH THAT NIGHT BUT WAS DISCONTINUED FOR ADVERSE WEATHER AND RESUMED THE FOLLOWING MORNING. THE ACCIDENT AIRCRAFT WAS LOCATED THE NEXT DAY AUGUST 24, 2000 AT 1115 ALONG A NEARLY DIRECT PATH TO PAINTER CREEK LODGE. THE CLOSEST WEATHER REPORTING STATION IS PORT HEIDEN, ALASKA, THE REPORTED CEILING BROKEN AT 3900, OVERCAST 4700, VISIBILITY OF 9 MILES; WIND 340/5, TEMP/DEWPOINT 8/5. 20000824015709A (-23) ON AUGUST 24, 2000, AT 02:15 CDT, MITSUBISHI MU-2B-35 AIRPLANE N770MA, WAS ON A FLIGHT FROM DALLAS, TX. TO HOUSTON, TX., WHEN ONE OF THE PROPELLER BLADES ON THE RIGHT ENGINE SEPARATED WHILE IN CRUISE FLIGHT NEAR CORSICANA, TX. THE PILOT REPORTED, THE PLANE WAS IN CRUISE FLIGHT AT 11, 000 FEET MSL, WHEN HE HEARD A LOUD BANG AND FELT THE AIRPLANE VIBRATE. THE PILOT SHUT DOWN THE ENGINE, FEATHERED THE PROPELLER, THEN RECEIVED VECTORS FROM AIR TRAFFIC CONTROL TO THE CORSICANA AIRPORT. UPON LANDING THE PILOT NOTICED THAT THE PROPELLOR BLADE HAD SEPARATED FROM THE RIGHT ENGINE PROPELLER HUB. AFTER INSPECTION, THE CHIEF MECHANIC REPORTED THAT THE ENGINE FIREWALL WAS BUCKLED, THE RIGHT WING WAS TWISTED. THE RIGHT ENGINE COWLING AND NECELLE WERE DAMAGED. THE OPERATOR, INTERNATIONAL BUSINESS AIRCRAFT, IND. HAS FILED A MALFUNCTION AND DEFECT REPORT AND THE NATIONAL TRANSPORTATION SAFETY BOARD IS LABRATORY TESTING THE PROPELLOR HUB ASSEMBLY. THE PROPELLER BLADE IS UNDER INVESTIGATION. 20000824023819I (-23)PILOT STATED THAT HE HAD MADE A GOOD LANDING AT MIDLOTHIAN AIRPORT AND WAS ROLLING OUT WHEN THE WIND SHIFTED FROM THE SOUTH TO THE NORTH AND BACK TO THE SOUTH AGAIN. THE AIRCRAFT WEATHERVANED INTO THE WIND AND STARTED A GROUND LOOP TO THE LEFT. THE PILOT WAS UNABLE TO KEEP THE AIRCRAFT FROM DEPARTING THE RUNWAY AND THE RIGHT WING TIP DRUG THE GROUND. MINOR DAMAGE TO THE AIRCRAFT AND NO INJURIES TO THE SOLE OCCUPANT. PILOT STATED THE WIND WAS ABOUT 5 KNOTS OUT OF THE SOUTH. 20000824023979I (-23)ON AUGUST 24, 2000, AT 1048, THE PIC OF N1771G, A CE-310R, ^PRIVACY DATA OMITTED^, WAS ON APPROACH TO RWY 18 AT KJAS. THE AIRCRAFT LANDED WITH THE GEAR RETRACTED, APPROXIMATELY 1000 FEET DOWN THE RUNWAY. THE AIRCRAFT SLIDED AN ADDITIONAL 1200 FEET BEFORE COMING TO A STOP. THE PIC WALKED TO THE LOCAL FBO AND INFORMED ^PRIVACY DATA OMIT^ OF THE INCIDENT. THE AIRPORT WAS NOTAM CLOSED AND THE FIRE DEPARTMENT, DPS AND THE FAA WAS NOTIFIED. THIS OFFICE CONTACTED THE PIC AND HE STATED THAT HE HAD A LOT ON HIS MIND AND JUST FORGOT TO EXTEND HIS LANDING GEAR. THE GEAR HANDLE WAS FOUND IN THE NEUTRAL POSITION. 20000824027649I (-23)ON 8/24/2000, AT APPROXIMATELY 1426 HST, THE AEROSPATIALE AS 350BA, N4064F, ENCOUNTERED AN HYDRAULIC SYSTEM FAILURE DURING ITS APPROACH TO THE HILO INTERNATIONAL AIRPORT. THE PILOT RESPONDED TO THE EMERGENCY, NOTIFIED THE HILO AIR TRAFFIC CONTROL TOWER AND SUCCESSFULLY PERFORMED AN EMERGENCY LANDING ON THE GRASS AREA BETWEEN RWY 8 AND THE CONTROL TOWER. THE POST LANDING AIRCRAFT INSPECTION, CONDUCTED BY SUNSHINE'S MAINTENANCE DEPARTMENT, REVEALED THAT THE HYDRAULIC PUMP HAD FAILED WHICH CAUSED THE SYSTEM TO BECOME INOPERATIVE. THE FAILED COMPONENT WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE ON 08/25/2000. 20000824027819I (-23)AIRCRAFT WAS LANDING 19R, DURING ROLLOUT THE LEFT BRAKE STARTED TO DRAG, THE AIRCRAFT PULLED LEFT AND WENT OFF THE LEFT SIDE OF THE RUNWAY AND INTO THE GRASS. BOTH MAIN TIRE AND BRAKE ASSEMBLIES WERE REPLACED, AND THE ANTI-SKID BRAKE SYSTEM WAS BLED. THE WORK WAS PERFORMED BY RAYTHEON AIRCRAFT SERVICE, ROCFORD, ILLINOIS. MAINTENANCE PERSONNEL FROM RAYTHEON SUSPECT AIR IN THE ANTI-SKID BRAKING SYSTEM CAUSED THE PROBLEM. 20000824027969I PILOT DID NOT EXTEND LANDING GEAR BEFORE LANDING AIRCRAFT. ^PRIVACY DATA OMITTED^ 20000824030849I (-23)WHILE INBOUND TO FMY STRUCK BIG BIRD WITH ENGINE COWL. THE BIG BIRD THEN STRUCK THE WINDSHIELD AND CRACKED THE SAME. AIRCRAFT LANDS WITHOUT INCIDENT. 20000824038669A (-23) ON AUGUST 24, 2000, ^PRIVACY DATA OMITTED^ A FLIGHT INSTRUCTOR BASED AT FALLON MUNICIPAL AIRPORT, FALLON, NV, WAS GIVING FLIGHT INSTRUCTION IN A CESSNA 182, N24RE, TO OWNER ^PRIVACY DATA OMIT^WHO DOES NOT HOLD STUDENT PILOT CERTIFICATE. ^PRIVACY DA^ WAS PERFORMING A SIMULATED ENGINE OUT LANDING AND LANDED SHORT AND STRUCK A SMALL BURM ON THE APPROACH END OF THE RUNWAY. THE A/C HAD SUBSTANTIAL DAMAGE TO THE FIREWALL, LOWER FUSELAGE SKIN, TUNNEL AREA AND THE FORWARD CABIN FLOOR. THIS ACCIDENT WAS NOT REPORTED TO THE FAA OR NTSB UNTIL FOUND BY AN FAA INSPECTOR WHO WAS CONDUCTING SURVEILLANCE OF MR. ^PRIVACY DATA ^REPAIR STATION AT FALLON MUNICIPAL AIRPORT, FALLON, NV. (.4) ON AUGUST 24, 2000, ABOUT 1000 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 182G, N24RE, BLEW THE NOSE LANDING GEAR TIRE ON LANDING AT THE FALLON MUNICIPAL AIRPORT, FALLON, NEVADA. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND THE OWNER/PRIVATE PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA INSTRUCTIONAL FLIGHT THAT D DPARTED FALLON AT AN UNKNOWN TIME AND WAS SCHEDULED TO TERMINATE THERE. NO FLIGHT PLAN HAD BEEN FILED. THE ACCIDENT WAS REPORTED ON OCTOBER 6, 2000, BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR WHO WAS CONDUCTING SURVEILLANCE OF A REPAIR STATION AT THE FALLON AIRPORT AND FOUND THE DAMAGED AIRPLANE. ACCORDING TO INFORMATION SUPPLIED BY THE REPAIR STATION, THE AIRPLANE LANDED SHORT AND BENT THE NOSE WHEEL AFTER IT STRUCK A BERM ON THE OVERRUN PORTION OF THE RUNWAY. AFTER THE NOSE WHEEL STRUCK THE BERM, A GO-AROUND WAS INITIATED. ON THE SECOND LANDING, THE NOSE WHEEL BLEW OUT DUE TO THE BROKEN WHEEL ASSEMBLY. INSPECTION OF THE AIRPLANE REVEALED THE NOSE LANDING GEAR ATTACH POINT WAS BROKEN. IN VERBAL STATEMENTS TO THE FAA INSPECTOR, THE FLIGHT INSTRUCTOR AND THE OWNER DENIED DAMAGING THE AIRPLANE ON THEIR FLIGHT. INSTEAD, THEY INDICATED THAT THE OWNER'S SON MIGHT HAVE DAMAGED THE AIRPLANE ON A PREVIOUS FLIGHT. IN THE CFI'S WRITTEN STATEMENT TO THE SAFETY BOARD HE INDICATED THAT HE HAD SIMULATED AN ENGINE FAILURE FOR THE STUDENT PILOT. THE AIRPLANE WAS TOO LOW AND SLOW ON FINAL TO MAKE A LANDING ON THE RUNWAY, AND LANDED HARD. THE CFI STATED THAT NOT ENOUGH POWER WAS APPLIED, AND THAT THE DAMAGE WAS UNKNOWN UNTIL THE SECOND LANDING WHEN THE NOSE TIRE WENT FLAT ON ROLLOUT. THE CFI FURTHER INDICATED A PROPER INSPECTION OF THE LANDING GEAR WAS NOT COMPLETED FOLLOWING THE PREVIOUS HARD LANDING. AVIATION WEATHER REPORTS FOR THE PURPORTED DAY OF THE ACCIDENT SHOW VISUAL METEOROLOGICAL CONDITIONS PREVAILED. 20000824038879A (-23) ON AUGUST 24, 2000, AT 1549 CDT, A CESSNA 421-C, N421NT, STRUCK TREES AND TERRAIN COMING TO REST INVERTED DURING A FORCED LANDING APPROX. SIX MILES WEST OF HUNT, TX., ON HWY. 39. THE AIRLINE TRANSPORT PILOT, SOLE OCCUPANT, SUSTAINED FATAL INJURIES. THE A/C WAS DESTROYED BY IMPACT FORCES AND POST IMPACT FIRE. AT THE TIME OF THE ACCIDENT, THE A/C WAS ON A FERRY FLIGHT (NO FERRY PERMIT LOCATED) FROM PECOS, TX. TO SAN ANTONIO, TX. THE FERRY PILOT WAS A RETIRED AIRLINE PILOT WHO OWNED A CESSNA 421-(B). THE FERRY PILOT REPORTED ENGINE PROBLEMS JUST BEFORE THE ACCIDENT. (.4) APPROXIMATELY 8 MONTHS PRIOR TO THE ACCIDENT, DURING A CROSS COUNTRY FLIGHT, THE OWNER SHUTDOWN THE LEFT ENGINE DUE TO LOW OIL PRESSURE AND DIVERTED FROM HIS INTENDED DESTINATION TO A NEARBY AIRPORT. DURING DESCENT, THE RIGHT ALTERNATOR FAILED, AND THE OWNER PERFORMED THE EMERGENCY GEAR EXTENSION PROCEDURE. FOLLOWING AN EMERGENCY GEAR EXTENSION, THE LANDING GEAR OF THIS MODEL AIRPLANE CANNOT BE RETRACTED UNTIL THE SYSTEM HAS BEEN GROUND SERVICED. A MECHANIC REPORTED THAT ABOUT 7 MONTHS PRIOR TO THE ACCIDENT, WITH THE OWNER PRESENT, HE REMOVED THE OIL FILTER FROM THE LEFT ENGINE, FOUND IT PACKED WITH METAL SHAVINGS AND TOLD THE OWNER THAT THE ENGINE NEEDED OVERHAUL. TWO OTHER MECHANICS REPORTED THAT APPROXIMATELY THREE WEEKS BEFORE THE ACCIDENT, THEY INSTALLED AN OIL FILTER ON THE LEFT ENGINE, CHANGED THE OIL, AND CLEANED THE OIL PRESSURE REGULATOR. THEY GROUND RAN BOTH ENGINES WITH NO DISCREPANCIES NOTED. ONE OF THE MECHANICS REPORTED THAT FOLLOWING THE ENGINE RUN, THE LEFT ENGINE OIL FILTER WAS REMOVED, EXAMINED, AND NO METAL WAS FOUND. THE LANDING GEAR WAS NOT SERVICED. ACCORDING TO THE OWNER, THE PILOT WAS "HIRED" BY ONE OF THE TWO MECHANICS TO FERRY THE AIRPLANE WITH THE GEAR EXTENDED TO A LOCATION WHERE THE GEAR COULD BE SERVICED. WHILE EN ROUTE, THE PILOT REPORTED A LOSS OF POWER ON THE LEFT ENGINE, THAT HE WAS HAVING TROUBLE FEATHERING THE ENGINE, THAT THE AIRPLANE WOULD NOT MAINTAIN ALTITUDE AND HE WAS LOOKING FOR A PLACE TO LAND. WITNESSES OBSERVED THE AIRPLANE FLYING LOW, WHEELS DOWN AND LOSING ALTITUDE. THEY FURTHER OBSERVED IT ROLL INTO A STEEP LEFT BANK, HIT TREES AND A FENCE, CATCH FIRE, COME TO REST INVERTED ON A ROAD AND BURN. POST ACCIDENT EXAMINATION OF THE LEFT ENGINE REVEALED A HOLE IN THE RIGHT CRANKCASE HALF OVER THE #3 CYLINDER ATTACH POINT. DISASSEMBLY OF THE LEFT ENGINE REVEALED THAT THE #3 CONNECTING ROD WAS SEPARATED FROM THE CRANKSHAFT, AND THE ROD BOLTS, ROD CAP, AND TOP OF THE ROD WERE DEFORMED. THE #5 PISTON PIN HAD ONE CAP MISSING. SCORING WAS NOTED ON THE CRANKSHAFT JOURNALS, AND THE MAIN BEARINGS EXHIBITED DISCOLORATION AND DEFORMATION CONSISTENT WITH OIL STARVATION. THE CYLINDERS EXHIBITED DEFORMATION, SCORING IN THE BARRELS, AND DEPOSITS ON THE DOMES. THE CAMSHAFT EXHIBITED DISCOLORATION AND SCORING ON THE CAMSHAFT LOBES. DISASSEMBLY OF THE LEFT PROPELLER REVEALED THAT IT WAS IN THE VICINITY OF LOW PITCH/LATCH POSITION AND NOT ROTATING AT IMPACT. THE DISASSEMBLY OF THE RIGHT ENGINE AND PROPELLER DID NOT REVEAL ANY DISCREPANCIES THAT WOULD HAVE PRECLUDED OPERATION PRIOR TO IMPACT. ESTIMATES OF THE AIRPLANE'S CLIMB PERFORMANCE INDICATED THAT WITH THE LANDING GEAR DOWN AND THE LEFT PROPELLER STOPPED, IT WAS NOT CAPABLE OF SUSTAINED FLIGHT. 20000824039539I (-23)PIC REPORTED FLIGHT CONTROL PROBLEMS. RETURNED TO SJU. LANDED WITHOUT INCIDENT. MAINTENANCE PERSONNEL REPLACED ELEVATOR FELL COMPUTER. A/C WAS RELEASED. REVIEW OF THE AIRCRAFT PREVIOUS LOGS RECORDS SHOWS THAT THE DISCREPANCIES WAS REPORTED TWO DAYS EALIER. ON 8/22, HOWEVER WAS ON 8/24 THAT THE FELL COMPUTER WAS REPLACED. 20000825006679A (-23) DURING LANDING, A/C EXPOSED TO CROSSWINDS, WHICH CAUSED THE A/C TO VEER TO THE RIGHT. PILOT TRIES TO CORRECT WITH BRAKES AND RUDDER, AND RIGHT WHEEL DUG INTO RUNWAY SHOULDER. A/C FLOATED OVER 20 FT DROP OFF AND LANDED ON FENCE, CAUSING PROPELLOR DAMAGE, SUBSTANTIAL LANDING GEAR DAMAGE, AND MINOR DAMAGE TO RIGHT WING. FACTOR INVOLVED WAS TRACTOR ON RIGHT SIDE OF RUNWAY, CAUSING PILOT NOT TO PERFORM GO AROUND. PILOT CITED A CAUSE TO THE ACCIDENT MAY HAVE BEEN A RIGHT BRAKE FAILURE. BOTH MAIN GEAR HAD BEEN SHEARED FROM THE AIRFRAME DURING THE ACCIDENT, WHICH DID NOT ALLOW COMPLETE INSPECTION OF A/C LANDING GEAR BRAKE SYSTEM. INSPECTION BY ASI COULD FIND NO UNUSUAL CONDITION OF THE WHEEL AND BRAKE ASSEMBLIES. 20000825006779A (-23) ON FRIDAY, AUGUST 28, 2000, N91842, AN AIR TRACTOR 401, WAS INVOLVED IN AERIAL APPLICATION THREE MILES ESE OF SUPERIOR, NEBRASKA. AFTER A SPRAY RUN, WHILE IN A LEFT TURN, THE ENGINE STARTED TO MISS AND SMOKE EXCESSIVELEY. THE PILOT ATTEMPTED TO SET THE A/C DOWN IN A PASTURE NEXT TO THE HORSESHOE BEND AREA OF THE REPUBLICAN RIVER AND STRUCK AN ELM TREE. INVESTIGATION REVEALED A CRACK OF THE NUMBER 7 CYLINDER ON THE EXHAUST VALVE TOWER ABOVE THE COOLING FINS APPROXIMATELY 1/2 INCH BELOW THE ROCKERBOX. THE CRACK EXTENDED COMPLETELY THROUGH THE EXHAUST VALVE CYLINDER TOWER. 20000825006919A (-23) A/C EXPERIENCED IN-FLIGHT FIRE IN RIGHT ENGINE NACELLE. FIRE WAS CAUSED BY HIGH-PRESSURE OIL LEAK AT BASE OF ENGINE OIL FILTER MOUNT. FIRE DAMAGE TO SURROUNDING AREA, INCLUDING DUAL MAGNETO ADJACENT TO OIL FILTER. ENGINE FAILED OR SHUT DOWN BY THE PILOT AND THE FIRE STOPPED. PROPELLER FAILED TO GO INTO FEATHER; A/C COULD NOT MAINTAIN ALTITUDE AND SUBSEQUENTLY DITCHED IN THE OCEAN APPROX FOUR MILES FROM THE HILO AIRPORT. (.4) HISTORY OF FLIGHT: ON AUGUST 25, 2000, AT 1735 HAWAIIAN STANDARD TIME, A PIPER PA-31-350 TWIN ENGINE AIRPLANE, N923BA, OPERATED AS BIG ISLAND AIR FLIGHT NUMBER BI 57, WAS SUBSTANTIALLY DAMAGED DURING AN EMERGENCY DITCHING IN THE PACIFIC OCEAN FOLLOWING A LOSS OF ENGINE POWER WHILE IN CRUISE FLIGHT. THE PILOT WAS ATTEMPTING TO LAND AT THE HILO INTERNATIONAL AIRPORT, HILO, HAWAII, WHEN THE DITCHING OCCURRED. ONE PASSENGER RECEIVED FATAL INJURIES, WHILE THE COMMERCIAL PILOT AND REMAINING 7 PASSENGERS RECEIVED MINOR INJURIES. BIG ISLAND AIR, INC., WAS OPERATING THE AIRPLANE AS A NONSCHEDULED SIGHTSEEING TOUR UNDER 14 CFR PART 135, WHEN THE ACCIDENT OCCURRED. THE LOCAL FLIGHT ORIGINATED FROM KAILUA-KONA, HAWAII, AT 1700, AND WAS EN ROUTE TO THE HILO AREA WITH A PLANNED RETURN TO KONA, WITHOUT LANDING AT HILO. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED AND ACTIVATED. THE PILOT REPORTED THAT HE WAS AT 1,000 FEET MEAN SEA LEVEL (MSL) NEAR LAUPAHOEHOE, HAWAII, WHEN HE FELT THE AIRPLANE YAW TO THE RIGHT, AND NOTED THAT THE RIGHT ENGINE'S MANIFOLD PRESSURE HAD DROPPED TO ABOUT 25 INCHES. HE IMMEDIATELY SWITCHED FROM THE RIGHT MAIN FUEL TANK TO THE RIGHT AUXILIARY FUEL TANK AND TURNED ON THE FUEL BOOST PUMP. HE THEN MOVED THE THROTTLES, PROPELLERS, AND MIXTURE CONTROLS FULL FORWARD, AND IDENTIFIED THE RIGHT ENGINE WAS NOT PRODUCING THRUST. HE SHUTDOWN THE RIGHT ENGINE BY REDUCING THE THROTTLE TO IDLE, BRINGING THE MIXTURE CONTROL INTO IDLE CUTOFF, AND THEN BY MOVING THE PROPELLER CONTROL INTO THE FEATHER POSITION. HE NOTED, HOWEVER, THAT THE RIGHT PROPELLER CONTINUED TO ROTATE INTERMITTENTLY AFTER SHUTDOWN. AT THE SAME TIME THE PILOT NOTED THE POWER LOSS, AT LEAST TWO PASSENGERS INDICATED TO HIM THAT A FIRE WAS VISIBLE THROUGH THE LOUVERS ON THE RIGHT ENGINE COWLING. THE PILOT ANNOUNCED THAT THEY WERE GOING TO LAND AT THE HILO INTERNATIONAL AIRPORT (ITO), WHICH WAS 23 MILES AHEAD. AS THE AIRPLANE DEVIATED TOWARD HILO, THE PILOT NOTED THAT WITH THE AIRSPEED AT BLUE LINE (VYSE) HE WAS UNABLE TO MAINTAIN ALTITUDE. THE AIRPLANE CONTINUED TO DESCEND BETWEEN 100 AND 50 FEET PER MINUTE. HE CHECKED TO ENSURE THAT THE COWL FLAPS WERE CLOSED ON BOTH ENGINES, AND NOTED THAT THE LEFT ENGINE WAS PRODUCING 41.5 INCHES OF MANIFOLD PRESSURE WITH THE LEFT PROPELLER IN THE FULL FORWARD POSITION. CONSIDERING THE DISTANCE TO THE AIRPORT, THE PILOT ESTIMATED THAT HE WOULD NOT BE ABLE TO REACH LAND OR THE AIRPORT. HE THEN INSTRUCTED THE PASSENGERS TO DON THEIR LIFE VESTS AND BRIEFED THEM TO PREPARE FOR DITCHING. HE MADE MAYDAY DISTRESS CALLS TO THE ITO CONTROL TOWER AND TO THE HONOLULU FLIGHT SERVICE STATION. HE ALSO SET THE TRANSPONDER TO SQUAWK 7700. ABOUT 250 FEET MSL AND 5 MILES FROM THE AIRPORT, THE PILOT BEGAN CONFIGURING THE AIRPLANE FOR DITCHING. HE SLOWED THE AIRPLANE AND GRADUALLY ADDED FULL FLAPS, KEEPING FULL POWER ON THE LEFT ENGINE. HE FELT THE TAIL OF THE AIRPLANE TOUCH THE WATER; FOLLOWED BY A JOLT THAT MOMENTARILY STUNNED HIM. WHEN HE FULLY REGAINED HIS SENSES, THE WATER IN THE COCKPIT WAS ALREADY CHEST HIGH. HE OPENED THE LEFT PILOT DOOR AND NOTICED THE RIGHT FRONT SEAT PASSENGER CLIMBED ACROSS HIM AND EXITED FIRST. AFTER EXITING, THE PILOT MOVED TO THE REAR MAIN CABIN DOOR (LOCATED ON THE LEFT SIDE OF THE CABIN) TO ASSIST THE PASSENGERS. THE RIGHT FRONT SEAT PASSENGER REMAINED BY THE LEFT COCKPIT DOOR TO ASSIST ANY PASSENGERS WHO MIGHT BE USING THAT EXIT. A PASSENGER REPORTED THAT WATER PRESSURE AGAINST THE RIGHT EMERGENC 20000825010649A (-23) PILOT STATES THAT AFTER ROTATION, AT AN ALTITUDE OF 10 FEET, THE ENGINE FAULTERED (LOST POWER) AND THEN REGAINED POWER. THE A/C HAD ALREADY BEGAN A DESCENT TO THE RUNWAY AND THE RESULTING IMPACT CAUSING DAMAGE TO THE NOSEWHEEL ASSEMBLY, AFFECTING THE FIREWALL, AND ALLOWING FOR PROPELLER STRIKAGE. PILOT STATES THAT AFTER IMPACT WITH POWER RESTORED A GO AROUND WAS INITIATED DUR TO LACK OF SUFFICIENT REMAINING RUNWAY. (.4)THE PILOT STATED THAT DURING CLIMBOUT, AFTER REACHING ABOUT 10 FEET ABOVE THE GROUND, THE AIRPLANE'S ENGINE LOST POWER, THEN RESTARTED. SHE FURTHER STATED THAT THE AIRPLANE HAD STARTED DROPPING TO THE RUNWAY WHEN IT LOST POWER, AND IT IMPACTED THE RUNWAY. ONE WITNESS, AN FAA LICENSED MECHANIC, WITH INSPECTION AUTHORIZATION, STATED THAT HE HEARD AND OBSERVED THE TAKEOFF, AND THE AIRPLANE LIFTED OFF ABOUT THE MID-LENGTH OF THE RUNWAY, AND HAD ASCENDED TO AN ALTITUDE OF ABOUT 10 FEET, PRIOR TO DESCENDING AND IMPACTING THE RUNWAY WITH A LOUD POPPING SOUND. HE SAID THAT AFTER THE IMPACT, A GO-AROUND WAS EXECUTED, FOLLOWED BY AN UNEVENTFUL LANDING. THE MECHANIC SAID THAT ENGINE SOUNDED NORMAL, AS IF IT HAD BEEN DEVELOPING FULL POWER THE WHOLE TIME, WITH THE ONLY A SLIGHT FLUCTUATION IN SOUND THAT CORRESPONDED WITH THE PROPELLER STRIKE. THE MECHANIC FURTHER STATED THAT HE CONDUCTED A POST ACCIDENT EXAMINATION OF THE AIRCRAFT FOUND THAT IT HAD INCURRED SUBSTANTIAL DAMAGE. THE MECHANIC FURTHER STATED THAT HE FOUND NO PREEXISTING PROBLEMS WITH THE AIRCRAFT THAT WOULD HAVE CAUSED THE ACCIDENT. 20000825011539A (-23) THE AIRCRAFT WAS DEPARTING WITH 2 PASSENGERS ON BOARD AND LOST POWER AT ABOUT 15 TO 20 FEET ALTITUDE. A HARD LANDING WAS MADE WITH SUBSTANTIAL DAMAGE TO THE HELICOPTER. THERE WERE NO INJURES TO THE PASSENGERS. A SAFETY RECOMMENDATION IS BING CONSIDERED TO ADDRESS THE INSPECTOR OF THE TOT INDICATING GAGE ON SIMILAR MAKE AND MODEL HELICOPTERS. UPON INVESTIGATION OF THE ACCIDENT AICRAFT, THERE WERE INDICATIONS AND EVIDENCE OF EXCESSIVE ENGINE TEMPERATURES ABOVE BEYOND THE LIMITS FOR THE AIRCRAFT ENGINE AS SPECIFIED IN THE RFM. THE ACTUAL CAUSE OF THE POWER LOSS IS YET TO BE DETERMINED, PENDING A TEARDOWN INSPECTION OF THE ENGINE AT THE ROLLS-ROYCE FACILITY A T INDIANAPOLIS, IN. 20000825015269A (-23) THE PILOT DEPARTED RUCKEL FIELD TO THE NORTH ON A HOT SUMMER DAY WITH FULL FUEL IN A BELLANCA DECATHLON. AFTER A DOWN WIND TAKE OFF TO THE NORTH, THE PILOT DID A 180 DEGREE TURN AND PICKED UP THE BANNER MORE THAN HALF WAY DOWN THE RWY 18 WHILE FLYING INTO THE WIND. AFTER THE PICKUP, THE PILOT CLIMBED TO TWO TO THREE HUNDRED FEET AND STARTED A LEFT TURN. THE PILOT WAS HAVING PROBLEMS CONTROLLING THE A/C DUE TO A LOW AIRSPEED AND TOWING A BANNER OVER 100 FEET LONG AND ELECTED TO LAND. THE PILOT TURNED BACK TOWARD THE RWY AND STALLED THE A/C ABOVE THE RUNWAY AND LANDED THE A/C VERY HARD WITH THE BANNER STILL ATTACHED. (.4)ON AUGUST 25, 2000, ABOUT 1245 CENTRAL DAYLIGHT TIME, A BELLANCA 8KCAB, N57648, REGISTERED TO AN INDIVIDUAL, CRASHED AT RUCKEL AIRPORT, NICEVILLE, FLORIDA, WHILE ON A TITLE 14 CFR PART 91 BANNER TOWING FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT RECEIVED MINOR INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED HE DEPARTED ON RUNWAY 36, FLEW OUT ABOUT 3/4 OF A MILE, CIRCLED BACK TOWARD THE AIRPORT, AND ENTERED LEFT BASE TO PICK UP A BANNER. HE TURNED ON FINAL APPROACH FOR BANNER PICKUP, AND ESTABLISHED AIRSPEED AT 80 MPH AND A 20-30 DEGREE APPROACH ANGLE. HE CAUGHT THE ROPES AND STARTED A CLIMB. THE BANNER ENGAGED AT ABOUT 200 FEET AGL. HE THEN RELAXED THE PITCH ATTITUDE AND TURNED SLIGHTLY TO THE LEFT. HE HEADED TO THE SOUTHEAST AND ESTABLISHED AIRSPEED AT 55 MPH. HE THEN PULLED THE NOSE UP TO START A CLIMB AND THEN FELT A STRANGE VIBRATION, SIMILAR TO WING FLAPS BEING LOWERED. AIRSPEED ALSO BLED DOWN TO ABOUT 45 MPH. HE LOWERED THE NOSE AND CHECKED THE BANNER, WHICH LOOKED NORMAL. HE APPLIED FULL ENGINE POWER AND THE AILERONS SEEMED SLOPPY. SMALL CHANGES WOULD CAUSE THE AIRCRAFT TO PITCH AND ROLL INCONSISTENTLY. GAINING AIRSPEED DID NOT IMPROVE THE SITUATION. HE TURNED RIGHT BACK TOWARD THE RUNWAY. THE ELEVATOR AND RUDDER WERE RESPONDING PROPERLY. HE PLANNED TO RELEASE THE BANNER AS HE DESCENDED BELOW THE TREE LINE IF THE CONTROL PROBLEMS CLEARED UP. THE CONTROL PROBLEMS DID NOT CLEAR UP AND HE ELECTED TO LAND WITH THE BANNER. HE THEN TURNED TO THE LEFT AND LINED UP FOR A LANDING ON RUNWAY 18. HE WAS NEAR THE END OF RUNWAY 18, AND AS HE ROTATED, HE ADDED FULL ENGINE POWER TRYING TO FLOAT IN TILL THE BANNER SETTLED TO THE GROUND. THE FLOAT NEVER OCCURRED AND THE AIRCRAFT LANDED HARD AND COLLAPSED THE LANDING GEAR. THE RIGHT WING STRUCK THE GROUND AND THE AIRCRAFT NOSED DOWN. THE BANNER EQUIPMENT WAS INTACT AFTER THE ACCIDENT. A WITNESS STATED THAT AFTER PICKING UP THE BANNER, THE PILOT INITIATED A RIGHT TURN BACK TOWARD THE AIRPORT AS IF HE WAS GOING TO DROP THE BANNER OR LAND. THE AIRCRAFT WAS IN A POSITION WHERE THERE WAS NOT A LOT OF RUNWAY DISTANCE REMAINING. THE PILOT DID NOT RELEASE THE BANNER AND KEPT THE AIRPLANE IN A LEVEL ATTITUDE UNTIL IT WAS A FEW FEET ABOVE THE GROUND. THE AIRCRAFT THEN MADE A LEFT TURN OF ABOUT 20-25 DEGREES, FLARED, AND STALLED, WITH A MORE VERTICAL DESCENT. THE LEFT WING APPEARED TO BE LOWER AT THIS POINT AND THE AIRCRAFT HIT AND BOUNCED ONE TIME. ANOTHER WITNESS STATED THAT WHEN THE AIRCRAFT WAS ABOUT 15 FEET ABOVE THE RUNWAY IN THE LANDING FLARE, THE AIRCRAFT TURNED A LITTLE TO THE LEFT AND THE NOSE DROPPED SLIGHTLY. THE AIRCRAFT DESCENDED AND HIT LEFT WING FIRST AND THEN BOUNCED ONTO THE RIGHT WING. POSTCRASH EXAMINATION OF THE AIRCRAFT BY AN FAA INSPECTOR AND WRECKAGE RECOVERY PERSONNEL SHOWED NO EVIDENCE OF PRECRASH FAILURE OR MALFUNCTION OF THE AIRCRAFT FLIGHT CONTROLS, STRUCTURE, OR ENGINE. 20000825023839I (-23)PILOT DID NOT SEE ELECTRIC LINES. AIRCRAFT STRUCK LINES AND PILOT INITIATED A EMERGENCY LANDING. DAMAGE WAS SUSTAINED TO LOWER BUBBLE AND ROTOR BLADES. NO FIRE AND INJURIES OCCURRED IN THIS INCIDENT. INFORMATION RELAYED TO OPERATIONS FOR SCHEDULING 709 RIDE. THIS INCIDENT IS CONSIDERED CLOSED. 20000825026139I (-23) AFTER PREFLIGHT CHECKS IN THE RUNUP ARE, PILOT ADDED THROTTLE TO BEGIN TAXI FOR TAKEOFF. PILOT AND FRONT SEAT PASSENGER STATED THAT THE ENGINE ROARED TO LIFE AT WHICH TIME THE AIRCRAFT "GOT AWAY" FROM THE PILOT. THE PLANE TRAVELED ABOUT 100 FEET PRIOR TO CHEWING THROUGH A 6 FOOT CHAIN LINK FENCE, THROUGH A SMALL DEPRESSION, AND BACK UP ONTO A PAVED PARKING LOT, WHERE IT CAME TO REST. THE PILOT-IN-COMMAND STATED THE ENGINE DID NOT RESPOND TO CONTROL INPUTS. THE AIRCRAFT IS EQUIPPED WITH A HAND BRAKE AND SPECIAL FOOT RESTS ON RUDDER PEDALS DUE TO THE PILOT'S LIMITED USE OF HIS LOWER LEGS. INSPECTION OF THE AIRCRAFT FOUND THE THROTTLE, PROP, AND MIXTURE CONTROLS FULLY FOWARD. ALL CONTROL LINKAGES WERE CHECKED FOR CONTINUITY, ALL OPERATED NORMALLY. 20000825028409I (-23)AIRCRAFT WAS LANDING RUNWAY 21 AND DURING ROLLOUT THE RIGHT MAIN LANDING GEAR COLLAPSED. INVESTIGATION REVEALED THAT THE DOWNLOCK OVER CENTER LINK MOUNTING TAB LOCATED ON THE UPPER STRUT ASSEMBLY HAD BROKEN OFF, AND THE LOWER ROD END OF THE DOWNLOCK OVER CENTER LINK SHEARED. 20000825029129I (-23)THE PILOT,^PRIVACY DATA OMIT^, WAS THE PILOT-IN-COMMAND OF N201SX ON 08/25/2000. ^PRIVACY DATA ^ LANDED N201SX WUTHOUT EXTENDING THE LANDING GEAR. THE AIRCRAFT IS OWNED BY MIDWEST AVIATION, INC. AND RENTED BY ^PRIVACY DATA^. THERE WAS ONE PASSENGER ON BOARD. ^PRIVACY DATA OMIT^ HAS NOT COMPLETED A FLIGHT REVIEW WITHIN THE PREVIOUS 24 CALENDER MONTHS. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT.^PRIVACY DATA OMITTED^ 20000825036319A (-23)THE PILOT OF N1073R, A RAVEN HOT AIR BALLOON, LIFTED OFF FROM THE LOGAN COUNTY FAIRGROUND RACETRACK, LINCOLN, ILLINOIS, IN A FREE FLIGHT BALLOON EVENT WITH ADDITIONAL PARTICIPANTS IN THEIR RESPECTIVE BALLOONS. THE PILOT BECAME PREOCCUPIED WITH RADIO TRANSMISSION TO HIS GROUND CREW REGARDING THE WHEREABOUTS OF THE CHASE VEHICLE KEYS. THE PILOT LOCATED THE KEYS IN HIS PANTS POCKET AND THREW THE KEYS TO THE GROUND. THE BALLOON HAD SUBSEQUENTLY DESCENED TO A POINT WHERE CONTACT WITH POWER LINES, NEAR HSI TAKEOFF, WAS IMMINENT. THE BALLON SUSTAINED BURN DAMAGE AS THE POWER LINE ARCHED, AND THE BALLOON CONTINUED ITS DESCENT TO A POSITION WHERE THE OCCUPANT BASKET WAS NEAR THE GROUND. BOTH THE PILOT AND HIS PASSENGER JUMPED TO THE GROUND AND THE BALLOON DRIFTED INTO A SECOND SET OF POWER LINES BEFORE COMING TO A REST. THE PILOT AND PASSENGER RECEIVED NO INJURIES DURING THIS EVENT AND THE BALLOON ENVELOPE WAS DESTROYED. 20000825039229A (-23) ON FRIDAY, AUGUST 25, 2000, AT 0615 EDT, A CESSNA 206H, N7269S, OWNED BY BANC ONE LEASING CORP., OHIO, OPERATED BY HOCHRAN AVIATION, PA, AND SUB-LEASED BY DUNKIRK AVIATION, NY, CAUGHT FIRE IN FLIGHT AND CRASH LANDED IN A FIELD IN MAYVILLE, NY. THERE WAS AN EXPLOSION, THEN A FIRE. THE PILOT CICLED AND DESCENDED AND AFTER HITTING A TREETOP, CAME DOWN AT A STEEP ANGLE TO THE EDGE OF A FIELD, IN SOME TALL WEEDS. THE A/C WAS ENGULFED IN FLAMES AND WAS DESTROYED, HOWEVER, THE PILOT ESCAPED AND WAS ABLE TO CRAWL AWAY FROM THE FIRE. HE WAS THE ONLY SOUL ON BOARD AND WAS AIR-LIFTED TO THE ERIE COUNTY MEDICAL CENTER IN BUFFALO, NY WITH SERIOUS INJURIES. THE FLIGHT ORIGINATED AT DUNKIRK AIRPORT (DKK) AT 0600 EDT AND WAS ENROUTE TO MEADVILLE, PA. NO FLIGHT PLAN WAS FILED. VFR CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. AFTER INTERVIEWING THE PILOT, IT WAS DETERMINED THAT THERE WERE TWO EXPLOSIONS. THE FIRST ONE WAS CATASTROPHIC AND THE SECOND ONE WAS LESS FORCEFUL, BUT RESULTED IN THE CABIN FILLING WITH SMOKE. 20000825041059A (-23)N8133Z WAS ON A VFR FLIGHT FROM WILLIAMSPORT, PA (IPT) TO NANTUCKET, MA (ACK) AND OBTAINED AN IFR CLEARANCE FROM BOS ARTCC FOR AN ILS RWY 24 APPROACH. THE AIRCRAFT, WHILE MANEUVERING TO LAND ON RWY 24, STRUCK THE APPROACH LIGHT SYSTEM, SEPARATING THE RIGHT MAIN LANDING GEAR, AND CAME TO REST ON RUNWAY 24 APPROXIMATELY 200 FEET FROM THE APPROACH END. THE PILOT AND ONE PASSENGER, SMELLING FUEL, EVACUATED THE AIRCRAFT. THE AIRCRAFT THEN CAUGHT FIRE AND BURNED. THE AIRCRAFT WAS DESTROYED AND THERE WERE NO INJURIES TO THE PILOT AND ONE PASSENGER. THE ON-SCENE INVESTIGATION WAS CONDUCTED BY INSPECTOR RON WILLIAMS. 20000825043409A (-23) MR. CONNERY WAS GIVING INSTRUCTION TO MR. F. PETEANI IN PREPARATION FOR A MULTIENGINE RATING. WHILE PREPARING FOR A VOR APPROACH TO SUSSEX AIRPORT VIA SPARTA VOR. THE PILOT SAID BOTH ENGINES QUIT. MR. CONNERY THEN LANDED THE AIRCRAFT IN THE LAKE. MR. PETEANI IS A COMMERCIAL PILOT WITH AN INSTRUCTOR CERTIFICATE IN SINGLE ENGINE AIRCRAFT, ON THIS FLIGHT HE WAS A STUDENT. 20000826005609A (-23) DURING LANDING RUNWAY 9, PILOT REPORTED THAT AT 80KTS HE PULLED POWER BACK AND FLARED HIGH AND SUBSEQUENTLY STALLED CAUSING THE RIGHT WING TIP TO IMPACT THE RUNWAY HARD BEFORE LANDING ON ALL 3 LANDING GEAR. THE RIGHT WING WAS SUBSTANTIALLY DAMAGED AND THE PILOT WAS NOT INJURED. (.4) ON AUGUST 26, 2000, ABOUT 1240 EASTERN DAYLIGHT TIME, A BEECH D-45, N20685, REGISTERED TO THE UNITED STATES NAVY, AND OPERATED BY JAX NAVY FLYING CLUB, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, STRUCK A WING WHILE LANDING AT NAVAL AIR STATION JACKSONVILLE, JACKSONVILLE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE, AND THE PRIVATE-RATED PILOT, AND ONE PASSENGER SUSTAINED NO INJURIES. THE FLIGHT ORIGINATED FROM BUNNELL, FLORIDA, THE SAME DAY, ABOUT 1140. THE PILOT STATED THAT AS HE WAS LANDING THE AIRCRAFT HE FLARED IT TOO HIGH, AND THE RIGHT WING DROPPED AND IMPACTED THE RUNWAY BEFORE THE LANDING GEAR. HE FURTHER STATED THAT AS A RESULT OF THE IMPACT, A 4-FOOT OUTBOARD SECTION OF THE RIGHT WING HAD BUCKLED. IN ADDITION, THE PILOT SAID THAT PRIOR TO THE ACCIDENT, THERE HAD BEEN NO MECHANICAL MALFUNCTIONS OR FAILURES TO THE AIRCRAFT OR ANY OF ITS SYSTEMS. THE PILOT SAID THAT HE WAS WEARING PRESCRIPTION SUNGLASSES WITH BIFOCALS AT THE TIME OF THE ACCIDENT, AND HE FELT THAT THEY AFFECTED HIS DEPTH PERCEPTION. 20000826007839A (-23) A/C WAS APPROACHING A SHORT GRASS STRIP. IT STRUCK A METAL POST JUST BEFORE TOUCHDOWN. PILOT FELT THAT THEY HAD SUDDENLY STARTED SINKING JUST PRIOR TO STRIKING THE GATE POST. WEATHER IS NOT A FACTOR.^PRIVACY DATA OMITTED^ 20000826009249A (-23) THE PILOT WAS CLEARED TO LAND ON RUNWAY 28L AT BOI AND ACKNOWLEDGED THIS TO THE BOI ATCT. THE AIRCRAFT WAS ON FINAL APPROACH WHEN WITNESSES STATED THAT THE AIRCRAFT MADE A STEEP BANK TO THE LEFT WITH THE WINGS ROCKING BACK AND FORTH IN A ROLLING MOTION. THE AIRCRAFT CRASHED APPROXIMATELY 1 MILE FROM THE APPROACH END OF RUNWAY 28L AND SOUTH OF THE APPROACH PATH. THE AIRCRAFT CAME TO REST ON A PERIMETER ROAD ON THE SOUTHEAST SIDE OF THE AIRCRAFT. 20000826010349A (-23) PILOT REPORTED HE WAS TAKING OFF FROM VALLEY CITY AIRPORT AT APPROX. 11:10 AM, WHEN HE REPORTS ENCOUNTERING A WIND GUST WHICH CAUSED HIM TO LOOSE CONTROL. SUBSEQUENTLY THE A/C CRASHED. UPON IMPACT THE RIGHT WING BROKE AND DEPARTED THE A/C. THE A/C SKIDDED SIDEWAY DESTROYING THE LANDING GEAR MOUNTS, ENGINE MOUNTS,AND THE PROPELLOR. THE A/C CAME TO REST FACING WEST BETWEEN THE 5TH AND 6TH RUNWAY LIGHT. 20000826010609A (-23) PILOT RETURNING TO MOUNTAIN VALLEY AIRPORT (L94), APPROX. 1 MILE NORTH OF AIRPORT, APPROACHING THE LANDING PATTERN FOR RUNWAY 27. AIRCRAFT AT HIGHER THAN USUAL ALTITUDE WITH A VERY FAST RATE OF SPEED FOR THIS APPROACH. AT THIS POINT & TIME, THE PILOT ATTEMPTS TO DEPLOY THE FLAPS (USED FOR SPEED BRAKES). L/H FLAP HINGES FAIL, FLAP RIPS AWAY FROM WING, REAR (WOOD) SPAR DAMAGED BY FLAP HINGE AND ASSY AND FAILS. L/H WING (WOOD) MAIN SPAR TWISTS AND FAILS FROM AERODYNAMIC LOADS, NEAR WING ATTACHMENT TO FUSELAGE AREA. AIRCRAFT GOES INTO A VERTICLE DIVE AND CRASHES INTO AN OPEN FARM FIELD APPROX. 4 MILE NORTH OF AIRPORT. (.4) ON AUGUST 26, 2000, ABOUT 1600 PACIFIC DAYLIGHT TIME, A CABLE-BREIGLER BG-12BD EXPERIMENTAL HOMEBUILT GLIDER, N4458, COLLIDED WITH TERRAIN WHEN A WING SEPARATED IN-FLIGHT WHILE RETURNING TO LAND AT THE MOUNTAIN VALLEY AIRPORT, TEHACHAPI, CALIFORNIA. THE OWNER WAS OPERATING THE GLIDER UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT SUSTAINED FATAL INJURIES; THE GLIDER WAS DESTROYED. THE PERSONAL FLIGHT DEPARTED MOUNTAIN VALLEY ABOUT 1545. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BE EN FILED. WITNESSES TOLD THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR THAT THE GLIDER WAS RETURNING TO THE AIRPORT. IT WAS ABOUT 1 MILE NORTH OF THE AIRPORT AND ABOUT 2,000 FEET ABOVE THE GROUND. IT APPEARED TO BE PREPARING TO ENTER DOWNWIND FOR THE LANDING PATTERN FOR RUNWAY 27. THE WITNESSES THOUGHT THE ALTITUDE WAS HIGHER THAN NORMAL FOR THIS APPROACH, AND THEY THOUGHT THE GLIDER'S SPEED WAS VERY FAST. THE WITNESSES HEARD A LOUD SNAP, AND THE LEFT WING AND FLAP SEPARATED FROM THE GLIDER. WITNESSES FAMILIAR WITH THIS TYPE OF GLIDER SAID IT DID NOT HAVE SPEED BRAKES; THEY SAID THE FLAPS WERE USED TO SLOW IT DOWN. THEY SAID THE FLAPS APPEARED TO BE ACTIVATED WHEN THE LEFT FLAP AND WING SEPARATED. THE WING WAS LOCATED ABOUT 0.25 MILES FROM THE MAIN WRECKAGE AND THE FLAP WAS ABOUT 300 FEET FROM THE WING. THE ACCIDENT COORDINATOR EXAMINED THE WING. THREE HINGES, ATTACHED BY THREE SCREWS ON EACH HINGE, CONNECTED THE FLAP TO THE WING. THE OUTBOARD HINGE REMAINED ATTACHED TO THE WING. ONE SCREW ON THE OUTBOARD HINGE PULLED OUT OF THE FLAP; TWO OTHER SCREWS SHEARED THROUGH THE HINGE MATERIAL. THE FLAP CONTROL ASSEMBLY RIPPED OUT OF THE LEFT WING. A SECTION OF THE REAR SPAR FRACTURED AND SEPARATED FROM THE WING. THE LEFT WING SPAR FRACTURE SURFACE EXHIBITED TWISTING CHARACTERISTICS. THE FLAP AND REMAINING TWO HINGES WERE RECOVERED THE NEXT DAY. THE ACCIDENT COORDINATOR HAD THE OWNER OF A SOARING FACILITY EXAMINE THE FLAP AND SUMMARIZED THE OBSERVATIONS. THE INBOARD HINGE REMAINED CONNECTED TO THE FLAP AND THE SCREWS PULLED OUT OF THE AFT WING SPAR. THE CENTER HINGE SCREWS PULLED THROUGH THE HINGE HOLES. 20000826011089A (-23) PILOT RANDY PERRUCI, THE BUILDER AND CERTIFIED REPAIRMAN OF THIS A/C STATED THAT DURING CLIMBING OUT AT ABOUT 60 MPH AND 400 FPM, HE LOST FORWARD AND AFT FLIGHT CONTROL AT ABOUT 700 FEET AND THE A/C PITCHED FORWARD. HE THEN ENTERED AN AUTOROTATION AND MANUEVERED LEFT AND RIGHT TO LINE UP BETWEEN TREES IN AN ORCHARD. THE A/C HIT HARD IN A NOSEDOWN ADITUED AND ROLLED OVER AS THE ROTOR BLADES CONTACTED THE TREES. EXAMINATION OF A/C REVEALED THE FORWARD-AFT PUSH PULL TUBE FROM THE SWASH PLATE TO THE LOWER BELLCRANK FAILED CAUSING LOSS OF FORWARD-AFT FLIGHT CONTROL. DAMAGE TO THE A/C CONSISTS OF MAIN ROTOR BLADES, SKID TUBES, CABIN AND SEAT STRUCTURES, VERTICAL FIN, AND THE REMAINING FLIGHT CONTROL PUSH PULL TUBES AT THE SWASH PLATE. (.4) ON AUGUST 26, 2000, AT 0906 HOURS PACIFIC DAYLIGHT TIME, A PERRUCCI REVOLUTION MINI-500 EXPERIMENTAL HELICOPTER, N7SZ, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR GRIDLEY, CALIFORNIA. THE STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AREA PERSONAL FLIGHT, WHICH DEPARTED FROM THE OWNER'S PROPERTY IN GRIDLEY ABOUT 0840. THE AMATEUR BUILT HELICOPTER WAS OPERATED B Y THE OWNER UNDER 14 CFR PART 91. THE PILOT REPORTED THAT, WHILE MAKING A TURN AT 700 FEET AGL, HE FELT SOMETHING BREAK AND THE FORE-AND-AFT PORTION OF THE CYCLIC FLIGHT CONTROL SYSTEM BECAME INOPERATIVE (DISCONNECTED). HE LOWERED THE COLLECTIVE CONTROL, REDUCED ENGINE POWER, AND MADE A RUN-ON LANDING IN AN OPEN FIELD. DURING THE LANDING THE TOE OF ONE SKID "DUG IN" AND THE HELICOPTER CAME TO REST ON ITS SIDE. POSTACCIDENT EXAMINATION REVEALED THAT A PUSH-PULL TUBE IN THE CYCLIC CONTROL SYSTEM FRACTURED CIRCUMFERENTIALLY IN THE WALL AT ONE END NEAR WHERE A THROUGH-BOLT ATTACHED THE ROD END FITTING TO THE TUBE. THE ASSEMBLY WAS REVOLUTION HELICOPTERS PART NUMBER 0165. 20000826012159A (-23) PILOT ENCOUNTERED LOSS OF POWER, LANDED IN A FIELD TWO MILES EAST OF CHINO AIRPORT. ENGINE WAS EXAMINED, UNABLE TO DETERMINE EXACT CAUSE. OWNER STATED, THAT HE IS GOING TO REMOVE AND REPLACE ENTIRE ENGINE,ALSO REPAIR AIRCRAFT STRUCTURE DAMAGE. PILOT WUKK BE COUNSELED, HE HAS HAD TWO ACCIDENTS AND ON INCIDENT INVOLVING HIS AIRCRAFT. TWO ENGINE RELATED ONE HARD LANDING. (.4) ON AUGUST 26, 2000, AT 1409 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL STEINKE EARLY BIRD-JENNY, N593JN, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING NEAR CHINO, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY A LOSS OF ENGINE POWER DURING THE APPROACH TO THE CHINO AIRPORT. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91, AND WAS NOT INJURED. THE PERSONAL FLIGHT DEPARTED RUBIDEAUX AIRPORT, RIVERSIDE, CALIFORNIA, ABOUT 1400. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT TOLD THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR THAT THE AIRPLANE RAN WELL WHEN HE FLEW FROM CHINO TO RIVERSIDE. ON THE RETURN TO CHINO, THE ENGINE LOST P OWER DURING CRUISE FLIGHT AT 1,800 FEET MEAN SEA LEVEL (MSL). HE TOLD THE INSPECTOR HE TURNED ON AN AUXILIARY ELECTRIC FUEL PUMP AND UTILIZED THE PRIMER, BUT THE ENGINE DID NOT REGAIN POWER. THE AIRPLANE LANDED IN A FIELD ABOUT 1/2 MILE FROM THE RUNWAY AND NOSED OVER TO AN INVERTED POSITION. THE FAA COORDINATOR INSPECTED THE AIRPLANE. MOVEMENT OF THE THROTTLE VALVES INSIDE THE CARBURETORS CORRESPONDED TO MOVEMENT OF THE THROTTLE LEVER INSIDE THE COCKPIT. EACH FUEL TANK WAS AT HALF CAPACITY. A MECHANIC OPERATED THE PRIMER BUTTON AND HE OBSERVED FUEL BEING INJECTED INTO THE CARBURETOR INTAKE BODY. HE NOTED THE VACUUM FUEL PUMP WAS THE PRIMARY FEED FOR THE ENGINE. THIS PUMP COULD NOT BE TESTED, AS THE ENGINE COULD NOT BE RUN. HE TESTED THE ELECTRIC FUEL PUMP. THIS PUMP OPERATED AFTER HE VIGOROUSLY CYCLED THE MASTER POWER SWITCH SEVERAL TIMES BETWEEN THE ON AND OFF POSITIONS. HE OBSERVED THAT THE SPARK PLUGS WERE NOT WET WITH FUEL OR OIL. THEY EXHIBITED CHARACTERISTICS OF NORMAL OPERATION WHEN COMPARED TO THE CHAMPION AVIATION CHECK-A-PLUG AV-27 CHART. 20000826012999A (-23) A/C LOST ENGINE POWER AND LANDED IN THE OCEAN AT DAYTONA BEACH, FL. PRELIMINARY INSPECTION OF A/C WAS ACCOMPLISHED ON SCENE AND AT REMOVAL OF THE A/C FROM TEH OCEAN AT THE PONCE INLET COAST GUARD STATION. INITIAL INSPECTION OF ENGINE AND A/C HAS NOT REVEALED THE REASON FOR THE LOSS OF ENGINE, POWER, ADDITIONAL FOLLOW UP INSPECTION WILL BE CONDUCTED. 20000826014229A (-23) ON 8/26/00 AT 1858 HRS PDT, N888LH, AN EXPERIMENTAL RV-6 A/C WAS SUBSTANTIALLY DAMAGED WHEN THE A/C LOST ENGINE POWER AND STRUCK A TREE DURING AN OFF-AIRPORT EMERGENCY LANDING WHILE ON APPROACH TO EL MONTE, CA. AIRPORT (EMT). THE PRIVATE PILOT AND ONE PASSENGER WERE NO INJURED. THE A/C WAS OPERATED UNDER FAR PART 91. VISUAL CONDITIONS PREVAILED DURING FLIGHT THAT ORIGINATED IN BAKERSFIELD, CA. SUBSEQUENT INVESTIGAION REVEALED THAT THE A/C HAD SUFFICIENT FUEL ON BOARD FOR THE FLIGHT FROM BKL TO EMT AND THE A/C EXPERIENCED SUBSTANTIAL DAMAGE TO RIGHT WING. RIGHT WING SPAR, RIGHT WING FUEL TANK AND NOSE GEAR. PILOT ERROR IS NOT SUSPECTED. THIS A/C HAS BEEN DETERMINED TO BE A TOTAL LOSS BY OWNERS INSURANCE COMPANY, AND AS SUCH, THE CAUSE OF TEH ENGINE SHUTDOWN COULD NOT BE DETERMINED. THE A/C AIRWORTHINESS CERTIFICATE WAS SURRENDED TO FAA AND A/C DATA PLATE DESTROYED. THE WRECKAGE WAS RELEASED TO OWNER ON 9-19-00. (.4) ON AUGUST 26, 2000, AT 1800 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL FOGERSON RV-6A, N888LH, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT LOST ENGINE POWER AND STRUCK A TREE DURING AN OFF-AIRPORT EMERGENCY LANDING WHI LE ON LANDING APPROACH TO THE EL MONTE, CALIFORNIA AIRPORT. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. THE OWNER OPERATED THE AMATEUR BUILT AIRCRAFT UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT AND NO FLIGHT PLAN WAS FILED. THE PERSONAL FLIGHT ORIGINATED AT BAKERSFIELD, CALIFORNIA, AT 1645. THE PILOT REPORTED THAT THE FLIGHT WAS ROUTINE UNTIL ON 2.5-MILE FINAL APPROACH WHEN HE REDUCED ENGINE POWER AND RAISED THE NOSE OF THE AIRCRAFT TO SLOW TO FLAP EXTENSION SPEED. HE COMPLETED THE LANDING CHECKLIST AT THE SAME TIME BY SETTING THE MIXTURE CONTROL TO THE RICH POSITION, TURNING THE FUEL BOOST PUMP ON AND EXTENDING THE FLAPS. WHEN HE RESTORED ENGINE POWER TO STABILIZE THE DESCENT THERE WAS NO RESPONSE FROM THE ENGINE. HE CHECKED THE MIXTURE POSITION, THROTTLE POSITION, FUEL SELECTOR, AND ENGAGED THE STARTER AND LOWERED THE NOSE OF THE AIRCRAFT; ALL TO NO AVAIL. HE IDENTIFIED AN OFF-AIRPORT LANDING LOCATION, TRANSMITTED "MAYDAY" TO THE TOWER, MAINTAINED FLYING AIRSPEED, AND LANDED. POSTACCIDENT EXAMINATION DID NOT REVEAL WHY THE ENGINE LOST POWER. 20000826015209A (-23) ON 8/26/00, MS. ROBERTSON WAS FLYING N239NA, A SUPER CUB PIPER PA-18, FOR HER FIRST TAILWHEEL SOLO FLIGHT. AFTER AN UNEVENTFUL TAKEOFF AND NORMAL TRAFFIC PATTERN, SHE PROCEEDED TO LAND THE A/C ON RUNWAY 20. AFTER TOUCHDOWN, SHE LOST CONTROL DUE TO MISMANAGED CONTROLS. THE A/C DEPARTED THE RUNWAY WITH POWER, CROSSED THE GRASS AREA BETWEEN THE RUNWAY AND TAXIWAY, WENT OVER THE TAXIWAY AND INTO A DITCH. MS. ROBERTSON WAS INJRED AND HOSPITALIZED AND THE A/C RECEIVED DAMAGE TO THE GEAR, PROPELLOR, WINDSHIELD, FUSELAGE AND RIGHT WING. (.4) ON AUGUST 26, 2000, ABOUT 1700 CENTRAL DAYLIGHT TIME, A PIPER PA-18, N239NA, REGISTERED TO AND OPERATED BY A PRIVATE OWNER AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, RAN OFF THE RUNWAY WHILE THE PILOT WAS PERFORMING A TOUCH-AND-GO LANDING AT CULLMAN, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE, AND THE PRIVATE-RATED PILOT SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED THE SAME DAY, ABOUT 1720. THE PILOT STATED THAT SHE STAYED IN THE TRAFFIC PATTERN TO PERFORM ONE LANDING, AND DURING THE LANDING THE APPROACH WAS PERFECT, BUT AFTER BOTH WHEELS WERE ON THE RUNWAY, THE AIRPLANE VEERED TO THE RIGHT. SHE SAID THAT SHE ATTEMPTED TO COUNTERACT THE MOVEMENT TO THE RIGHT BY STEPPING ON THE LEFT RUDDER, BUT THE AIRPLANE WENT TO THE LEFT AND THEN THE RIGHT AGAIN. SHE SAID THAT SHE THEN APPLIED FULL POWER, THINKING THAT SHE COULD MAKE IT FLY, BUT WIHT THE APPLICATION OF FULL POWER THE AIRPLANE'S SPEED INCREASED, AND IT CONTINUED TO VEER TO THE RIGHT. ACCORDING TO THE PILOT, THE AIRPLANE EXITED THE RUNWAY AND HIT THE BANK, AT FULL POWER, INCURRING SUBSTANTIAL DAMAGE. THE PILOT ALSO SAID THAT PRIOR TO THE ACCIDENT, THERE HAD BEEN NO MECHANICAL MALFUNCTION OR FAILURE TO THE A/C OR ANY OF ITS SYSTEMS. ACCORDING TO THE FAA INSPECTOR WHO EXAMINED THE ACCIDENT AIRPLANE, THE STUDENT HAD BEEN RECEIVING DUAL FLIGHT INSTRUCTION IN THE AIRPLANE AND SHE AND HER INSTRUCTOR HAD STAYED IN THE TRAFFIC PATTERN IN ORDER TO PRACTICE TOUCH AND GO LANDINGS. THE INSPECTOR FURTHER STATED THAT AFTER PERFORMING SOME LANDINGS TOGETHER, THE INSTRUCTOR EXITED THE A/C, AND THE STUDENT PROCEEDED ON HER FIRST SOLO FLIGHT IN THAT A/C. THE INSPECTOR SAID THAT DURING THE SOLO LANDING THE STUDENT MISMANAGED THE CONTROLS AND THE A/C DEPARTED THE RUNWAY WITH POWER STILL APPLIED. IT CROSSED THE GRASS AREA BETWEEN THE RUNWAY AND TAXIWAY, WENT OVER THE TAXIWAY AND INTO A DITCH, INCURRING SUBSTANTIAL DAMAGE. 20000826024089I (-23)ON SATURDAY, AUGUST 26, 2000, AT 2332 LOCAL, A SIMMONS AIRLINES (D/B/A AMERICAN EAGLE), SAAB 340B, N138AE, FLIGHT 5073, REPORTED A LANDING GEAR PROBLEM INBOUND TO BUFFALO NIAGRA INTERNATIONAL AIRPORT (BUF). AFTER LANDING, MAINTENANCE PINNED THE GEAR AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. THE AIRCRAFT WAS FERRIED TO A MAINTENANCE BASE IN ALBANY, NY. THE AIRCRAFT WAS INSPECTED AND THE LANDING GEAR CONTROL BOX REPLACED, P/N D494-12-001. THE GEAR WAS SWUNG AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000826025909I (-23) PILOT WAS ON A VFR FLIGHT FROM PLYMOUTH TO MARSTONS MILLS AND PLANNED A LANDING ON RWY 09. A/C TOUCHED DOWN LONG, BOUNCED, AND TOUCHED DOWN A SECOND TIME AND PROCEEDED THROUGH A SPLIT RAIL FENCE AT THE DEPARTURE END OF RUNWAY 09. MINOR DAMAGE SUSTAINED TO THE RIGHT FLAP, RIGHT LANDING GEAR DOOR, ENGINE COWLING AND LEADING EDGE OF LEFT WING. NO INJURIES TO PILOT AND THE ONE PASSENGER. ON-SCENE INVESTIGATION CONDUCTED BY INSPECTOR RON WILLIAMS. 20000826026359I (-23) PILOT WAS ON FIRST FLIGHT OF 40 HOURS FOR EXPERIMENTAL AIRCRAFT. AFTER DEPARTING AND CIRCLING FOR ABOUT AN HOUR, HE MADE A FEW APPROACHES AND THEN DECIDED TO LAND. APPROACH WAS NORMAL BUT AT ABOUT FOUR FEET ABOVE THE RUNWAY (DURING FLARE), THE AIRPLANE BEGAN TO SINK RAPIDLY AND TOUCHDOWN WAS HARD ON THE LEFT MAIN AND NOSE. THE NOSEWHEEL COLLAPSED. MINOR DAMAGE RESULTED. 20000826026729I (-23)WHILE LANDING AT OROFINO, ID AIRPORT, GEAR WAS NOT FULLY DOWN AND LOCKED GEAR COLLAPSED AND DOORS WERE SCRAPED. PILOT INADVERTANTLY TURNED HYDRAULIC SWITCH OFF, THUS GEAR WAS NOT LOCKED DOWN. SWITCH NEEDS COVER. AFTER LANDING, PILOT TURNED PUMP ON, WHICH LIFTED NOSE UP. 20000826027759I (-23)PIC STALLED ENGINE ON GROUND AND OVERPRIMED CARB FIRING RESTART. UPON RESTART A FIRE STARTED IN THE AIRBOX AND CAUSED MINOR DAMAGE TO THE CARB, AIRBOX, INDUCTION HOSE AND LOWER ENGINE COWL. NO INJURIES OCCURRED AND THE AIRCRAFT WAS REPAIRED AND RETURNED TO SERVICE. 20000826027979I (-23)PILOT WAS UNABLE TO EXTEND OR RETRACT RIGHT MAIN LANDING GEAR DUE TO PART FAILURE (GEAR SADDLE). THE AIRCRAFT WAS LANDED ON RWY 31 AT BTL WITH LEFT AND NOSE GEAR RETRACTED AND RIGHT GEAR LEG TRAILING. GEAR DOORS REMAINED OPEN DUE TO INCOMPLETE CIRCUIT. NO INJURIES REPORTED. DAMAGE TO AIRCRAFT WAS MINOR; BELLY SKINS, GEAR DOORS AND PROP. 20000826037959I (-23) PILOT ATTEMPTING TO LAND ON RWY 35 AT PHL. PILOT THOUGHT HE WAS TOO CLOSE TO CROSSING TRAFFIC LANDING ON 27R.PILOT EXECUTED MISSED APPROACH-CIRCLED AND LANDED ON RWY 26, PILOT ADVISED HE WAS NERVOUS AND PROBABLY FORGOT TO LOWER THE LANDING GEAR, AIRCRAFT LANDED GEAR-UP, DAMAGE TO PROPELLERS/ENGINES, MINOR DAMAGE ALSO UNDERCARRIAGE. PILOT WAS COUNSELED BY THIS WRITER REFERENCE CHECKLIST USAGE AND GEAR DOWN PROCEDURES. NO FURTHER ACTION NEEDED. 20000827006849A (-23) DURING TAKE OFF ROLL THE PILOT'S SEAT MOVED AFT. PILOT PULLED THE THROTTLE OFF, BUT LOSS DIRECTIONAL CONTROL OF THE AIRCRAFT. THIS WAS DUE TO THE SEAT MOVING TO FAR AFT, HE COULD NOT REACH THE YOKE AND RUDDER PEDALS. AIRCRAFT WAS SUBSTANTIALLY DAMAGED. VISUAL METEOROLOGICAL CONDITION PREVAILED AND PILOT WAS NOT INJURIED. (.4) ON AUGUST 27, 2000, AT 0922 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 180, N2443C, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT GROUND LOOPED DURING THE TAKEOFF ROLL FROM THE AIRPORT AT CAMERON PARK, CALIFORNIA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE ON A PERSONAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT SUSTAINED MINOR INJURIES, AND HIS PASSENGER WAS UNINJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED HE PUSHED THE SEAT HANDLE DOWN AFTER MOVING HIS SEAT TO THE DESIRED POSITION; HOWEVER, HIS SEAT SLID BACKWARDS WHEN TAKEOFF POWER WAS APPLIED. HIS AIRPLANE WAS EQUIPPED WITH A SECONDARY FRICTION LOCK, BUT THE SEAT ONLY STOPPED MOMENTARILY. AS THE SEAT SLID FURTHER AFT, HE REDUCED POWER. THE AIRPLANE STARTED TO DRIFT LEFT, BUT HE COULD NOT REACH TH E RUDDER PEDALS. THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY AND COMPLETED ABOUT 270 DEGREES OF TURN. THE RIGHT MAIN GEAR COLLAPSED RESULTING IN DAMAGE TO THE GEARBOX. 20000827006859A (-23) ON SUNDAY, AUGUST 27, 2000, N2451R, A PIPER PA-28-180, LANDED 1200 FEET SHORT OF THE APPROACH END OF RUNWAY 16 AT PLATTSMOUTH MUNICIPAL AIRPROT, PLATTSMOUTH, NEBRASKA. THE AIRCRAFT CAME TO REST IN A SOYBEAN FIELD ON AN APPROXIMATE HEADING OF 275 DEG. THE FLIGHT ORIGINATED IN SPEARFISH, SOUTH DAKOTA, WITH A FUEL STOP IN ANISWORTH, NEBRASKA. INVESTIGATION REVEALED BOTH FUEL TANKS ON THE IARCRAT WERE DRY WITH LESS THAN ONE CUP OF FUEL IN THE GASCOLATER. THE PILOT AND 3 PASSENGERS WERE UNINJURIED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. 20000827008489A (-23) ON AUG. 28, 2000, AT 1927 HOURS LOCAL TIME, A PIETENPOL AIRCAMPER (EXPERIMENTAL) A/C OWNED AND OPERATED BY CRAIG AMUNDSON, LOST POWER AND SUBSEQUENTLY LANDED HARD IN A MARSH FIELD IN ANDOVER, MN. THE POWER LOSS OCCURRED DURING CRUISE AT APPROX. 2000 FEET WHIULE ON A PLEASURE FLIGHT. THE FLIGHT ORIGINATED IN ALEXANDRIA, MN WITH INTENDED DESTINATION OF ANOKA COUNTY AIRPORT IN ANOKA, MN. NO FLIGHT PLAN WAS FILED. THE A/C WAS DESTROYED, AND THE PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. THE PILOT HOLDS A SINGLE ENGINE LAND, PRIVATE PILOT CERT. 20000827009689A (-23) WHILE ATTEMPTING A LANDING AT THE BOLIVAR MUNICIPAL AIRPORT, BOLIVER, MO. MR MARTIN LOST CONTROL OF A/C DURING LANDING. MR. MARTIN ATTEMPTED HIS LANDING TO THE SOUTH ON RUNWAY 18. HE STATED THAT THE WIND WAS FROM THE WEST AT 10 TO 15 MPH. THE WINGS, FUSELAGE, LANDING GEAR, AND PROPELLER WERE DAMAGED. MR. MARTINS LAST FLIGHT REVIEW WAS ADMINISTERED ON 7/17/98. 20000827015229A (-23) THE PILOT DEPARTED EVANS AIRPORT IN WILMUR, ALABAMA (AL94) AT 9:30 LOCAL FOR A SIGHTSEEING FLIGHT TO LUCEDALE, MS. AND THEN PROCEEDED TOWARD JACKSON, AL. FOR FUEL. THE PILOT STATED THAT HE VISUALLY INSPECTED THE FUEL AND DETERMINED THAT HE HAD 15 GALLONS OF FUEL OR ABOUT 1 1/2 HOURS OF FLIGHT TIME. AT 10:30 THE A/C LOST POWER OVER CHATON, AL. AND LANDED IN A ROAD AND HIT A POWER LINE ON THE APPROACH. THE PILOT DID NOT KEEP A LOG OF THE FLIGHT TIME SINCE THE LAST FUELING OF THE A/C. THE EXACT AMOUNT OF FUEL REMAINING IN THE A/C COULD NOT BE DETERMINED DUE TO THE FUEL TANK RUPTURED WHEN THE A/C WAS MOVED. (.4) ON AUGUST 27, 2000, ABOUT 1045 CENTRAL DAYLIGHT TIME, AN AERO COMMANDER 100, N2982T, REGISTERED TO AND OPERATED BY A PRIVATE OWNER AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, MADE A FORCED LANDING NEAR CHATOM, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE, AND THE PRIVATE-RATED PILOT AND TWO PASSENGERS RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED FROM EVANS FIELD, NEAR WILMER, ALABAMA, THE SAME DAY, ABOUT 0930. DURING A STATEMENT THAT TH E PILOT MADE ON AUGUST 28, 2000, HE SAID THAT HE HAD VISUALLY CHECKED THE FUEL TANK, AND HAD DETERMINED THAT HE HAD 1 HOUR AND 30 MINUTES OF FUEL, "AROUND 15 GAL." THE PILOT FURTHER STATED THAT HIS PLANNED LOW LEVEL SIGHT SEEING FLIGHT WAS TO TAKE HIM AND HIS TWO PASSENGERS FROM WILMER, ALABAMA, OVER LUCEDALE, MISSISSIPPI AND NORTH MOBILE COUNTY, AND THEN TO JACKSON, ALABAMA FOR FUEL, AND THEN BACK TO EVANS FIELD. THE PILOT STATED THAT HE TOOK OFF AT 0930 AM, AND AT ABOUT 10:25 AM, WHILE HE WAS OVER CHATOM, ALABAMA, EN ROUTE TO JACKSON, MISSISSIPPI, THE ENGINE BEGAN OPERATING AT REDUCED POWER. HE SAID THE ENGINE DID NOT COMPLETELY CEASE OPERATING, BUT IT DID NOT GENERATE ENOUGH POWER TO STAY AIRBORNE. IN A STATEMENT MADE ON SEPTEMBER 21, 2000, THE PILOT SAID THAT DURING THE PREFLIGHT HE VISUALLY INSPECTED THE TANKS AND HAD 17 GALLONS OF FUEL ONBOARD, 10 GALLONS IN THE LEFT TANK, AND 7 GALLONS IN THE RIGHT TANK. HE SAID THAT OVER CHATOM, ALABAMA, THE ENGINE STARTED TO "SPIT AND SPUTTER." HE STATED THAT THE FUEL SELECTOR HAD BEEN ON "BOTH", AND HE THEN MOVED THE SELECTOR TO THE LEFT TANK, WHICH HAD MORE FUEL, AND THE ENGINE CEASED OPERATING COMPLETELY. HE SAID HE IMMEDIATELY SWITCHEDTHE TANK SELECTOR BACK TO BOTH AND THE ENGINE OPERATED AGAIN. HE SAID THAT HE WAS AT 800 FEET MEAN SEA LEVEL, AND BEGAN SEARCHING FOR A LANDING SITE, AND BY PUMPING THE THROTTLE HE WAS ABLE TO KEEP THE ENGINE RUNNING BETWEEN 1200 AND 1900 RPMS. HE SAID HE TRIED TO REACH A FIELD, BUT DID NOT HAVE ENOUGH ALTITUDE TO REACH IT, SO HE SELECTED A ROAD, BUT CLIPPED THE POWER LINE WITH THE LEFT MAIN GEAR, AND HIT TWO TREES WITH EACH WING DURING THE FORCED LANDING. THE PILOT SAID THAT AFTER THE ACCIDENT HE WAS TOLD THAT "TRASH", AND SOME TRACES OF WATER HAD BEEN FOUND IN THE CARBURETOR, AND THAT THE GASCOLATOR HAD RUPTURED, AND DIRT AND WATER WAS ALSO FOUND IN THE GASCOLATOR, BUT ALSO ADDED THAT IT HAD RAINED HEAVILY THE DAY BEFORE THE POSTACCIDENT EXAMINATION HAD BEEN CONDUCTED. ACCORDING TO AN FAA INSPECTOR WHO RESPONDED TO THE ACCIDENT, WHEN HE FIRST ARRIVED, THE ACCIDENT AIRCRAFT'S FUEL TANKS HAD BOTH BEEN INTACT, AND THE AIRCRAFT HAD BEEN LOADED ON TO A FLAT BED TRUCK FOR REMOVAL FROM THE SCENE. THE INSPECTOR FURTHER STATED THAT IT WAS CLOSE TO SUNSET, AND AFTER TURNING ON THE MASTER SWITCH AND NOTING MOVEMENT ON THE FUEL GAGES, INDICATING THE PRESENCE OF SOME FUEL IN THE AIRCRAFT, HE TRAVELED TO MOBILE, ALABAMA, WHERE THE PILOT HAD BEEN EVACUATED TO THE HOSPITAL, TO INTERVIEW THE PILOT. HE SAID THAT WHEN HE RETURNED THE FOLLOWING MORNING TO CONTINUE THE POSTACCIDENT EXAMINATION, THE AIRCRAFT HAD BEEN REMOVED FROM THE FLAT BED TRUCK, TO AN OPEN HANGAR. ACCORDING TO THE INSPECTOR, WHEN THE AIRCRAFT WAS OFF LOADED, THE RIGHT WING WAS DAMAGED, AND ABOUT 2 GALLONS OF FUEL HAD FLOWE 20000827016099A (-23) PILOT DEPARTED UFRO AIRPORT AT APPROX. 8:45 AM SUN, 8/27/00, DISCOVERED A/C IN ORANGE GROOVE APPROV. 5 MILES SW OF AIRPORT. POSITION OF A/C SUGGESTED HIGH SPEED AND LOW FORWARD SPEED. INVESTIGATION OF A/C SHOWED NO INTERNAL DAMAGE TO ENGINE, RESIDUAL FUEL IN A/C COMPONENTS, PLUGS NORMAL, PROP SEPARATED FROM ENGINE SHOWED EVIDENCE OF TORTIONAL OVERLOAD. ^PRIVACY DATA OMITTED^ (.4) N112JG, AN EXPERIMENTAL AMATEUR BUILT PITTS MODEL S1-T, WAS FOUND IN AN ORANGE GROVE, ABOUT 5 MILES SOUTHWEST OF THE AIRPORT, WITH THE PILOT IN THE AIRCRAFT. THERE WERE NO WITNESSES TO THE ACCIDENT. ACCORDING TO AN FAA INSPECTOR AND A REPRESENTATIVE FROM THE ENGINE MANUFACTURER, WHO CONDUCTED THE POSTCRASH EXAMINATION, THE FUSELAGE AND BOTTOM WINGS EXHIBITED COMPRESSION DAMAGE, CONSISTENT WITH THAT OF AN AIRCRAFT NEAR A FLAT ATTITUDE, WITH LITTLE SIGN OF FORWARD MOVEMENT. BOTH MAIN LANDING GEAR ASSEMBLIES HAD BEEN CRUSHED, WHILE THE COCKPIT, EMPENNAGE AND TOP WING HAD BEEN RELATIVELY UNDAMAGED. THE ENGINE MANUFACTURER'S REPRESENTATIVE SAID THAT THERE HAD BEEN CRUSHING DAMAGE TO THE BOTTOM ENGINE COWL, AND THE PROPELLER AND CRANKSHAFT S HOWED THAT THERE WAS DAMAGE CONSISTENT WITH ROTATION AT IMPACT. THE ENGINE MANUFACTURER'S REPRESENTATIVE ALSO SAID THAT THERE WAS NO EVIDENCE OF ANY PREIMPACT MECHANICAL FAILURE OR MALFUNCTION TO THE ENGINE THAT WOULD HAVE PREVENTED IT FROM PRODUCING POWER. THE NTSB EXAMINED COMPONENTS OF THE ENGINE'S FUEL INJECTION SYSTEM, AND NO ANOMALIES WERE NOTED WHICH WOULD HAVE PREVENTED THE ENGINE FROM PRODUCING POWER. 20000827023639I (-23) NO NARRATIVE AVAILABLE. 20000827024189I (-23)ON AUGUST 27, 2000, APPROXIMATELY 1252 MDT A CESSNA 182J, N2817F, RECEIVED MINOR DAAMGE WHEN THE AIRCRAFT RAN OFF THE RUNWAY ON TAKEOFF AT SIERRA BLANCA REGIONAL AIRPORT, RUIDOSO, NEW MEXICO. THE AIRCRAFT WAS BEING OPERATED BY THE PILOT UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PRIVATE PILOT AND HIS TWO PASSENGERS RECEIVED NO INJURIES. 20000827027029I (-23)WHILE CONDUCTING THE LAST DUAL FLIGHT PRIOR TO STUDENT'S SCHEDULE COMMERICAL CHECK RIDE THE STUDENT FAILED TO LOWER THE LANDING GEAR BEFORE LANDING. DURING THE APPROACH AND LANDING THE INSTRUCTOR WAS DISTRACTED BY ANOTHER AIRCRAFT IN THE TRAFFIC PATTERN AND FAILED TO NOTICE THAT THE GEAR HAD NOT BEEN LOWERED PRIOR TO TOUCH DOWN. BOTH THE INSTRUCTOR AND STUDENT STATED THAT THEY DID NOT SPECIFIALLY RECALL HEARING THE GEAR WARNING HORN AT ANY TIME DURING THE APPROACH AND LANDING. THEY BOTH DID HOWEVER STATE THAT WHILE PRACTICING AIRWORK AT REDUCED POWER SETTING PRIOR TO THE LANDING THE GEAR HORN WAS FUNCTIONING NORMALLY. 20000827027289I (-23)ON TAKE OFF, NUMBER 3 ENGINE SUSTAINED BIRD STRIKE. AFT EXHAUST COWLING AND BULLET SEPARATED FROM THE AIRCRAFT. BULLET LANDED ON AIRPORT PROPERTY (SAND DUNES), EXHAUST LANDED ON DOCKWEILER STATE BEACH. NO INJURIES OR DAMAGE TO PERSONS OR PROPERTY ON THE GROUND. AIRCRAFT DUMPED FUEL AND LANDED WITHOUT INCIDENT. 20000827028389I (-23)AFTER TAKEOFF, NOSE GEAR LIGHT INDICATED UNSAFE. PILOT ATTEMPTED TO RECYCLE GEAR AND MANUALLY EXTEND GEAR. MECHANIC NO GROUND OBSERVED MAIN GEAR EXTENDED BUT NOSE GEAR PARTIALLY DEPLOYED. ON TOUCH DOWN PILOT SHUT DOWN THE ENGINE AND AS THE AIRCRAFT SLOWED, THE NOSE GEAR COLLAPSED. AIRCRAFT SKIDDED TO A STOP ON THE COWLING. DAMAGE LIMITED TO PROPELLER BLADES AND LOWER ENGINE COWLING. INCIDENT NO. IGL190000028. 20000827028721A (-23) TWO A/C FLYING IN FORMATION COLLIDED IN THE AIR. A CESSNA 172 RG WAS THE LEAD A/C. A PITTS S1-S WAS FLYING IN TRAIL. THE PILOT OF THE PITTS S1-S WAS CHANGING POSITION WITH THE LEAD A/C. THE PILOT OF THE PITTS FLEW UNDER THE CESSNA. AS THE PILOT OF THE PITTS WAS PASSING UNDER THE CESSNA HE LOOKED UP TP SEE WHERE HE WAS IN RELATION TO THE CESSNA. AS HE WAS CLEARING THE CESSNA HE HEARD AND FELT SOMETHING HIT THE AIRPLANE. THE PROPELLER OF THE CESSNA TOOK OFF APPROX. TWO FEET OF THE VERTICAL STABILIZER AND RUDDER OF THE PITTS S1-S. BOTH A/C LANDED AT FULLERTON (FUL) AIRPORT WITH NO INJURIES. 20000827028722A (-23)TWO AIRCRAFT FLYING ON FORMATION COLLIDED IN THE AIR. A CESSNA 172RG WAS THE LEAD AIRCRAFT. A PITTS S1-S WAS FLYING TRAIL. THE PILOT OF THE PITTS S1-S WAS CHANGING POSITION WITH THE LEAD AIRCRAFT. THE PILOT OF THE PITTS FLEW UNDER THE CESSNA. AS THE PITTS PASSED UNDER THE CESSNA THE PROPELLER STRUCK THE VERTICAL AND RUDDER OF THE PITTS. BOTH AIRCRAFT LANDED AT FULLERTON (FUL) AIRPORT WITH NO INJURIES. 20000827029049I (-23)WITNESSES STATED THAT ^PRIVACY DATA ^ WAS TAXING HIS GYROCOPTER DOWN THE RUNWAY WHEN THE AIRCRAFT ROLLED ON ITS SIDE. THE MAIN ROTOR STRUCK THE GROUND CAUSING MINOR DAMAGE. ^PRIVACY DATA ^ STATED TO ME THAT WHILE HE WAS TAXING ABOUT 10 MPH, HE APPLIED THE BRAKES AND THE LEFT BRAKE GRABBED CAUSING THE CRAFT TO SWERVE AND TIP OVER. HE STATES THAT THE ROTOR BLADE WAS TURNING ABOUT 35 RPM WHEN IT STRUCK THE GROUD. ^PRIVACY DATA ^ STATED TO ME ON THE PHONE THAT HE INTENDS TO FIX THE BRAKE PROBLEM HIMSELF. I ASK HIM IF HE CURRENTLY HOLDS EITHER A PILOT CERTIFICATE OR AN A&P CERTIFICATE. HE STATED THAT HE HOLDS NEITHER. 20000827033739A (-23) 0901 N428FL CALLED GILLESPIE (SEE) REQUESTING A CLEARANCE TO TAXI FOR A VFR DEPARTURE. THE PILOT REPORTED THAT HE HAD RECEIVED INFORMATION "ZULU" FROM THE SEE ATIS. N428FL RECEIVED CLEARANCE TO TAXI TO RUNWAY 27R OR 27L. AT 0905 LOCAL TIME, N428FL WAS AT RUNWAY 27R AND REQUESTED A RIGHT DOWNWIND DEPARTURE. SEE LOCAL CONTROL CLEARED 428FL FOR TAKEOFF ON RUNWAY 27R. ^PRIVACY D^EXECUTED A RIGHT TURN AND PROCEEDED NORTH BOUND. A SHORT TIME LATER, WITNESSES HEARD THE IMPACT WHEN N428FL CRASHED INTO IRON MOUNTAIN. THE A/C STRUCK THE MOUNTAIN APPROX. 100 FEET BELOW THE SUMMIT KILLING ^PRIVACY DA^THE ONLY OCCUPANT OF THE A/C. (.4) ON AUGUST 27, 2000, AT 0914 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-28-140, N428FL, WAS DESTROYED WHEN THE AIRPLANE IMPACTED TERRAIN ON IRON MOUNTAIN NEAR POWAY, CALIFORNIA. THE COMMERCIAL CERTIFICATED PILOT, THE SOLE OCCUPANT, WAS FATALLY INJURED. THE AIRCRAFT DEPARTED FROM GILLESPIE FIELD, EL CAJON, CALIFORNIA, ABOUT 0905. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT GILLESPIE FIELD; HOWEVER, WITNESSES NEAR THE ACCIDENT LOCATION SAID LOW CLOUDS AND FOG PREVAILED THERE. NO FLIGHT PLAN WAS FILED FOR THE PERSONAL F LIGHT, WHICH WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. THE DESTINATION IS UNKNOWN; HOWEVER, THE PRIOR EVENING THE PILOT RECEIVED AN OUTLOOK BRIEFING FOR A FLIGHT TO OLYMPIA, WASHINGTON. A WITNESS, WHO HELD A PRIVATE PILOT CERTIFICATE, WAS HIKING WITH FRIENDS ATOP IRON MOUNTAIN AND HEARD THE AIRCRAFT APPROACH AND IMPACT THE MOUNTAIN ABOUT 200 TO 300 YARDS FROM HIS POSITION. THE WITNESS REPORTED THAT THERE WAS A SOLID STRATUS CLOUD LAYER IN THE VALLEY BELOW WITH THE CLOUD TOPS ABOUT 100 FEET BELOW THE PEAK OF IRON MOUNTAIN [2,696 FEET MEAN SEA LEVEL (MSL)]. AS HE LISTENED, THE AIRPLANE APPROACHED FROM THE SOUTH AND PASSED NEARBY TO THE WEST OF HIS POSITION. THE AIRCRAFT WAS NEARBY BUT WAS NOT VISIBLE; IT WAS EITHER IN THE CLOUDS OR BELOW THEM. THE ENGINE "WAS RUNNING HEALTHY AND NORMALLY AT OR NEAR FULL POWER". NEXT HE HEARD A "LOUD, MUFFLED THUD," THERE WAS AN EXPLOSION, AND THEN AN ORANGE FIREBALL WAS VISIBLE FROM NEAR THE TOP OF THE CLOUDS. THE AIRCRAFT HAD IMPACTED ON THE SOUTH FACE OF A RIDGELINE EXTENDING WEST FROM THE PEAK OF IRON MOUNTAIN, ABOUT 100 FEET BELOW THE CREST OF THE RIDGELINE. THE WITNESS REPORTED, "THE CRASH SITE WAS JUST ABOVE THE TOP OF THE FOG [STRATUS] LAYER."IN CONVERSATIONS WITH THE SAFETY BOARD INVESTIGATOR, THE SAME WITNESS ELABORATED THAT, FROM HIS PERSPECTIVE ON THE PEAK OF IRON MOUNTAIN, TOPS OF THE OVERCAST LAYER WERE NEAR THE ELEVATION OF THE PEAK AND THE STRATUS DECK WAS SOLID IN ALL DIRECTIONS, IN PARTICULAR, TO THE SOUTH AND SOUTHWEST. HE WAS ACCUSTOMED TO THE SOUND MADE BY THE PIPER PA-28 AIRCRAFT AND WAS CERTAIN THAT THE AIRCRAFT PASSED VERY NEAR, TO THE WEST OF HIS LOCATION. HE WAS ALSO CERTAIN THAT, HAD IT BEEN ABOVE OR IN THE TOP OF THE CLOUDS, HE WOULD HAVE SEEN IT. IT WAS EITHER IN THE CLOUDS OR BELOW THE CLOUDS. THE FIREBALL HE OBSERVED EMANATED FROM THE AREA WHERE THE TOPS OF THE CLOUDS MET THE MOUNTAINSIDE. WHEN HE WENT TO THE ACCIDENT SITE, THE AIRPLANE WAS AT AN ELEVATION THAT PLACED IT JUST AT THE TOP OF THE CLOUDS BUT STILL IN THE FOG LAYER. 20000827039239A (-23) PILOT SUSTAINED FATAL INJURIES BY IMPACTING MOUNTAINOUS TERRAIN ON JACK'S MOUNTAIN, HUNTINGTON COUNTY, PA. THERE IS NO EVIDENCE OF WEATHER BRIEFING, RADAR COVERAGE, FLIGHT PLANNING, OR CONTACT WITH A FAA FACILITY. 20000828012859A (-23) THE PILOT FURNISHED THE FOLLOWING INFO: DURING CRUISE FLIGHT, THE ENGINE STARTED RUNNING ERRATICALLY AND CONTINUED TO WORSEN UNTIL THE ENGINE QUIT. AN EMERGENCY LANDING WAS MADE IN A GRASS FIELD. DURING THE LANDING ROLLOUT, THE NOSE WHEEL AND GEAR STRUCK A SOFT AREA UNDER IRRIGATION, BROKE THE NOSE GEAR FORK AND CAUSED THE A/C TO FLIP UPSIDE DOWN. THE PILOT HAD SOME MINOR BRUISES AND THE PASSENGERS WERE NOT INJURED. THE ENGINE CRANKSHAFT WAS FOUND BROKEN DURING THE INITIAL INVESTIGATION. 20000828015619A (-23) DURING LANDING APPROACH THE PILOT STATED THAT HE LOST ELEVATOR CONTROL, THE PILOT TRIED TO RAISE THE NOSE USING ELEVATOR TRIM WITH INSUFFICIENT RESPONSE. THE PILOT LANDED NOSE DOWN AND BOUNCED SEVERAL TIMES BEFORE THE NOSE GEAR COLLAPSED AND THE A/C CAME TO REST. DURING MY INSPECTION I NOTED THE FOLLOWING DAMAGE: PROPELLOR STRIKE, NOWE GEAR FRACTURED, ENGINE NACELLE UPPER AND LOWER DAMAGE. AFT FIREWALL DAMAGED IN THE LOWER FUSELAGE AREA, NOSE GEAR DOORS, SHEET METAL DAMAGE TO THE LOWER FUSELAGE. THERE WERE NO INJURIES TO THE PILOT, HIS PASSENGER SUSTAINED MINOR INJURIES. -END-. (.4) ON AUGUST 28, 2000, ABOUT 1550 MOUNTAIN STANDARD TIME, A CESSNA 210E, N210DL, MADE A HARD LANDING AT THE HOLBROOK, ARIZONA, AIRPORT. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT AND ONE PASSENGER WERE NOT INJURED; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PERSONAL FLIGHT DEPARTED DALHART, TEXAS, ABOUT 1330 CENTRAL DAYLIGHT TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE SAFETY BOARD WAS NOTIFIED OF THE ACCIDENT ON SEPTEMBER 21, 2000, FOLLOWING CONFIRMATION OF THE DEGREE OF DAMAGE. THE PILOT STATED THAT HE FLEW THE APPROACH AS HE HAD NORMALLY DONE IN THE PAST, WITH THE LANDING GEAR EXTENDED, WING FLAPS PARTIALLY EXTENDED, AND ELEVATOR TRIM SET AT THE FULL NOSE UP POSITION. HE UTILIZED POWER TO STAY ON GLIDESLOPE AND MAINTAINED AIRSPEED OF ABOUT 85 MILES PER HOUR UNTIL SHORT FINAL, WHEN HE SLOWED TO ABOUT 75 MILES PER HOUR. THE PILOT STATED THAT ON THIS APPROACH HE BEGAN TO PREFLARE ABOUT 500 FEET FROM THE LANDING THRESHOLD. HE APPLIED BACKPRESSURE TO THE ELEVATOR, BUT STATED THAT NOTHING HAPPENED. HE APPLIED MORE BACK ELEVATOR WITH NO EFFECT. HE BEGAN ADDING POWER ABOUT 20 FEET ABOVE THE RUNWAY TO ARREST THE AIRPLANE'S DESCENT, BUT WAS STILL NOSE LOW. HE ADDED POWER TO BRING THE NOSE UP, BUT THE AIRPLANE BEGAN TO CLIMB. BY THIS TIME, HE APPROXIMATED THAT HE WAS 1,500 TO 2,000 FEET DOWN THE RUNWAY. HE FELT THAT HE DID NOT HAVE ELEVATOR CONTROL AND THOUGHT IT WOULD BE TOO RISKY TO ATTEMPT A GO-AROUND AND APPROACH WITH THAT CONDITION. HE ELECTED TO LAND, EVEN THOUGH IT WOULD PROBABLY RESULT IN DAMAGE TO THE AIRPLANE. HE REDUCED POWER AND THE AIRPLANE TOUCHED DOWN ON THE NOSE WHEEL AND BEGAN TO PORPOISE. ON THE THIRD BOUNCE, THE NOSE WHEEL COLLAPSED AND THE AIRPLANE CAME TO A STOP ON THE RUNWAY. THE PILOT REMOVED THE REAR CABIN PANEL IN ORDER TO TURN OFF THE EMERGENCY LOCATOR TRANSMITTER. HE NOTICED THAT THE ELEVATOR CABLES WERE LOOSE AND SAGGING. HE CHECKED THE CABLES TO THE TAIL CONE AND NOTED THAT THEY APPEARED TO BE INTACT AND CONNECTED. THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR EXAMINED THE AIRPLANE, AND REPORTED THAT HE DID NOT OBSERVE ANY MECHANICAL ANOMALIES THAT WOULD ACCOUNT FOR THE LOSS OF ELEVATOR EFFECTIVENESS. THE PILOT REPORTED THAT THE FIREWALL WAS PUSHED IN. DURING THE REPAIR PROCESS, HE SAID MAINTENANCE PERSONNEL DISCOVERED ONE PULLEY THAT WOULD NOT MOVE, AND ANOTHER PULLEY ON THE FIREWALL EXHIBITED SCRATCH MARKS. HOWEVER, THEY DID NOT OBSERVE ANY CABLE OR PULLEY WEAR. FIGURE 82A OF THE CESSNA 210 ILLUSTRATED PARTS CATALOG ILLUSTRATES THE ELEVATOR CONTROL SYSTEM. THE SAFETY BOARD INVESTIGATOR EXAMINED ANOTHER CESSNA 210 OF THE SAME MODEL, AND OBSERVED THAT ONE OF THE PULLEYS IN THE ELEVATOR CONTROL SYSTEM WAS ATTACHED TO THE ENGINE FIREWALL. 20000828023619I (-23)ON 8/28/2000 AT APPROX. 1615 N3357A, A PIPER PA-18, MADE AN EMERGENCY LANDING ON THE NYS THRUWAY EXIT 25A FOLLOWING SUDDEN ENGINE FAILURE. ON 8/31/2000 INSPECTORS FROM THIS OFFICE CONDUCTED AN INSPECTION OF THE AIRCRAFT, ENGINE AND MAINTENANCE RECORDS. BOTH MAGNETOS WERE PREVIOUSLY REMOVED AND UPON INSPECTION EXHIBITED DAMAGE TO THE GEAR TEETH HIGH POINTS, WHICH WERE ROUNDED AND GALLED. THE CRANKSHAFT GEAR AND ADJACENT AREAS OF THE ENGINE CASE HOUSING WERE ALSO DAMAGED. THE CRANK GEAR HAD 5 OR 6 TEETH MISSING AND THE REMAINING TEETH EXHIBITED DAMAGE SIMILAR TO THAT FOUND ON THE MAGNETO GEARS. THERE WAS SOME GALLING IN THE HOUSING AREA, ADJACENT TO THE CRANKSHAFT GEAR. INSPECTION OF THE MAINTENANCE RECORDS INDICATED THAT AN ENGINE OVERHAUL WAS COMPLETED DURING THE LAST ANNUAL INSPECTION ON 2/5/2000, WITH AN AIRFRAME TOTAL TIME OF 3611.5 HOURS, AND TACH TIME OF 430.2 HOURS. AT THE TIME OF THE INCIDENT THE AFTT WAS 3636.8 HOURS AND THE TACH TIME WAS 455.5 HOURS, OR 25.3 HOURS SINCE OVERHAUL. ENGINE TOTAL TIME SINCE NEW IS 3418.7 HOURS. 20000828026169I (-23)PILOT LANDED AIRCRAFT AT AUGUSTA REGIONAL AIRPORT (AGS) AT 1855Z. ON LANDING ROLL OUT PILOT IN COMMAND TURNED OFF THE CARB HEAT AND INADVERTANTLY RAISED THE GEAR HANDLE. HE IMMEDIATLY PUT THE HANDLE IN THE DOWN POSITION BUT THE NOSE GEAR HAD ALREADY STARTED TO RETRACT. AS THE NOSE SETTLED THE PROP STRUCK THE RUNWAY. DAMAGE WAS LIMITED TO THE ENGINE,PROP, COWLING, AND EXHAUST SYSTEM. 20000828026689I (-23)ON AUGUST 28, 2000, AT APPROXIMATELY 1428 CDT, VANGUARD AIRLINES FLIGHT 303, A BOEING 737-200, N126NJ, DEPARTED KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MISSOURI (MCI). DURING CLIMB, HIGH OIL WAS DETECTED WHICH CONTINUED DURING CRUISE AND FLIGHT RETURNED TO MCI WITH #1 ENGINE SHUT DOWN. LANDING WAS UNEVENTFUL. OIL TEMPERTURE BULB WAS FOUND DEFECTIVE AND REPLACED. AIRCRAFT WAS RETURNED TO SERVICE. INCIDENT # CE2000IAC080 IS CONSIDERED CLOSED WITH THIS REPORT. 20000828028649I (-23)THE PILOT STATED THAT AFTER DEVIATING AROUND THUNDERSTORMS AND FIGHTING HEADWINDS, HE WAS LOOKING FROM THE ATWOOD KANSAS AIRPORT WHEN HE RAN OUT OF FUEL. HE THEN GLIDED TO A LANDING IN A FIELD NEAR ATWOOD KANSAS AIRPORT. 20000828030169I (-23)N312DM EXPERIENCED A COMPLETE HYDRAULIC FAILURE PRIOR TO LANDING AT SLE. THE GEAR WAS LOWERED MANUALLY AND THE AIRCRAFT LANDED WITHOUT INCIDENT. THE PILOT STATED THAT THE AIRCRAFT LOST LEFT ENGINE OIL PRESSURE. THE PILOT SHUT DOWN THE ENGINE AND MADE AN UNEVENTFUL LANDING AT SLE. INSPECTOR ^PRIVA^ HAS REQUESTED ADDITIONAL INFORMATION, THIS FORM WILL BE AMENDED WHEN HE GETS THIS INFORMATION. 20000828036329A (-23) THE PILOT OF N106DF, AN ADVENTURA II AMPHIBIOUS KIT BUILT AIRCRAFT, ATTEMPTED A WATER LANDING BUT FAILED TO RETRACT THE GEAR AS PER THE AIRCRAFT CHECKLIST PRIOR TO A WATER LANDING. THE AIRCRAFT FLIPPED OVER AFTER TOUCHING DOWN ON THE WATER SURFACE DUE TO THE ALNDING GEAR IN THE EXZTENDED POSITION. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE DURING THIS EVENT AND THE PILOT AND ONE ADDITIONAL PASSENGER RECEIVED NO INJURIES. 20000828038009I (-23) AIRCRAFT WS LANDED GEAR UP. PILOT FAILED TO COMPLY WITH THE AIRCRAFT CHECK LIST. ^PRIVACY DA^ALSO FAILED TO CHECK THE WEATHER BEFORE THE FLIGHT. 20000829008819A (-23) MR. RUYAK WAS THE PIC OF N8035P, AC-172, AT THE TIME OF AN ACCIDENT INVOLVING THAT A/C AT APPROX. 10:15 AM, THE SAME DAY AT CHAUTAUQUA COUNTY AIRPORT, DUNKIRK, NY. MR. RUYAK STATED THAT HE REQUESTED AN AIRPORT ADVISORY FROM DUNKIRK UNICOM, WAS ADVISED THE WIND WAS VAIABLE AT 8 KNOTS AND THAT TRAFFIC WAS USING RUNWAY 33. ONE LIGHT TWIN A/C WAS ESTABLISHED IN THE PATTERN FOR RUNWAY 33 AND HE JOINED THE LEFT DOWNWIND WITH THE INTENT OF FOLLOWING THE PRIOR A/C TO A LANDING ON RUNWAY 33. HIS FINAL APPROACH WAS HIGH AND HIS FINAL APPROACH SPEED WAS HIGH. HE TOUCHED DOWN LONG, BOUNCED SEVERAL TIMES BEFORE ARRESTING PORPOISE, AND THEN REALIZED INSUFFICIENT RUNWAY REMAINED TO STOP PRIOR TO THE END. HE INITIATED A GO-AROUND BY RETRACTING THE FLAPS AND THEN SELECTING FULL POWER. MR. RUYAK WAS UNABLE TO ATTAIN FLYING SPEED BEFORE THE A/C CROSSED THE END OF THE PAVEMENT WHILE STILL ON THE GROUND. THE A/C SKIPPED OVER PART OF A DITCH AND IMPACTED THE OTHER SIDE NOSE FIRST. THE A/C SUBSEQUENTLY SKIDDED ON THE NOSE UNTIL COMING TO REST INVERTED. ALL OCCUPANTS ESCAPED THE A/C WITHOUT EXTERNAL ASSISTANCE. NONE OF THE OCCUPANTS SUFFERED ANYTHING MORE THAN MINOR MUSCLE STRAIN INJURIES. 20000829011869A (-23) ON 8/29/00 @ 1530 PDT BELL HELICOPTER, N5758H CRAHSED ON TOP TO THE LOS ANGELES COUNTY SHERIFF'S DEPT. PARKING STRUCTURE IN CENTRAL LOS ANGELES. INVESTIGATION REVEALED THAT THE HELICOPTER AFTER RISING INTO A HOVER MADE TWO RIGHT HAND 360 DEGREE TURNS IN ABOUT 3 SECONDS, THEN CONTACTED THE GROUND WHERE THE HELICOPTER ROLLED ON ITS LEFT SIDE CAUSING THE MAIN ROTOR SYSTEM TO CONTACT THE GROUND WITHOUT HITTING THE TAIL BOOM. ADDITIONALLY, IT WAS FOUND THAT THE TAIL ROTOR SYSTEM ALSO MADE CONTACT WITH THE GROUND. INVESTIGATION ON SITE FOUND NO OBVIOUS FAILURES OR MALFUNCTIONS AT THAT TIME. HELICOPTER TRANSPORTED TO THE LOS ANGELES COUNTY SHERIFF'S FACILITY ON THE LONG BEACH AIRPORT AWAITING NTSB INVESTIGATION. (.4)DURING TAKEOFF FROM A HELIPORT ATOP A 10-STORY PARKING STRUCTURE, THE PILOT HEARD A 'LOUD POP OR SNAPPING SOUND' AS THE HELICOPTER TRANSITIONED TO FORWARD FLIGHT AND THEN SENSED A MAIN ROTOR IMBALANCE AND VIBRATION. THE PILOT RETURNED TO THE HELIPORT AND LANDED ON THE SKIDS, HOWEVER, THE HELICOPTER SUBSEQUENTLY ROLLED OVER AND CAME TO REST ON ITS LEFT SIDE. SUBSEQUENT EXAMINATION OF THE HELICOPTER SHOWED THE SKID CROSS TUBES WERE DISPLACED AP PROXIMATELY 2 INCHES TO THE RIGHT IN THEIR FUSELAGE ATTACHMENT BUSHINGS AND THE MAIN ROTOR TRANSMISSION WAS INCLINED APPROXIMATELY 20 DEGREES TO THE RIGHT AND 10 DEGREES FORWARD. EXAMINATION AND TESTING OF THE HYDRAULIC PUMP, THREE FLIGHT CONTROL SERVOS AND TWO HYDRAULIC FILTERS REVEALED NO ANOMALIES. THE TIP OF ONE MAIN ROTOR BLADE AND PART OF ONE PITCH CHANGE LINK WERE NOT LOCATED AFTER THE ACCIDENT. THE MATING END OF THE PITCH CHANGE LINK EXHIBITED BENDING ALONG ITS LENGTH AND CRIPPLING AT THE SEPARATION POINT CONSISTENT WITH OVERLOAD FAILURE. 20000829013659A (-23) THE PILOT AND SOLE OCCUPANT OF A/C WAS LANDING AT THE JEFFCO AIRPORT (BJC) ON RWY 29L. ACCORDING TO THE PILOT A GUST OF WIND STRUCK THE A/C WHILE PERFORMING A TOUCH AND GO LANDING. THE A/C DEPARTED THE RIGHT SIDE OF THE AIRPORT RWY AND GROUND LOOPED TO THE LEFT. SUBSTANTIAL DAMAGE WAS SUSTAINED TO LEFT WING AFT SPAR, OUTBOARD RIB AND THE LEFT SIDE OF FUSELAGE. WINDS REPORTED AT THE TIME OF THE ACCIDENT WERE 350 TO 10 KTS. NO GUSTS WERE REPORTED OTHER THAN BY PILOT. 20000829014259A (-23) ON AUGUST 29, 2000 AT 1147 PST, A/C DEPARTED LAS RWY 19R ENROUTE TO CCR(CONCORD, CA) CLEARANCE WAS GIVEN TURN RIGHT TO A HEADING OF 270 DEGREES AND MAINTAIN FOUR THOUSAND (4000) AT APPROX. 1153 PST, PILOT WAS INSTRUCTED AT YOUR DISCRETION, MAINTAIN VFR ALTITUDE AND CONTACT APPROACH ON 125.6 AND RESUME OWN NAVIGATION. AT APPROX. 1157 PST, A/C WAS DESTROYED ON IMPACTWITH BOTH OCCUPANTS FATALLY INJURED. THERE WAS NO POST IMPACT FIRE. 20000829014379A (-23) ON 8/29/00, 1722 HOURS PDT, A CESSNA 150L, N11919, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH TERRAIN WHILE MANUEVERING NEAR LATON, CA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER SUSTAINED FATAL INJURIES. THE LOCAL AREA PERSONAL FLIGHT DEPARTED FROM A PRIVATE STRIP ON THE PILOT'S FARM IN HANFORD, CA. AT AN UNKNOWN TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. WITNESSES REPORTED THE PILOT FLEW OVER THEIR HOME AT AN ESTIMATED 300 FEET AGL AND WAS COMPLETING 360 DEGREE TURNS. THE AIRPLANE WAS CONTINUING TO MAKE A LEFT TURN, AND MOMENTARILY LEVELED OUT, THEN BANKED LEFT AND BEGAN TO TURN LEFT AGAIN. THE BANK ANGLE CONTINUED TO RAPIDLY INCREASE AND THE WITNESSES OBSERVED THE TOP OF THE AIRPLANES WINGS. THEY SIMULTANEOUSLY OBSERVED A RAPID MOVEMENT OF THE NOSE TO A NEARLY VERTICAL NOSE DOWN POSITION AS THE BANK ANGLE INCREASED. THE AIRPLANE CAME TO REST IN A WALNUT GROVE LESS THAN 0.1 MILE FROM THE WITNESSES HOME. (.4) THE AIRPLANE SPIRALED INTO A WALNUT GROVE NEAR A FRIEND'S HOME. THE PILOT FREQUENTLY FLEW OVER HIS FRIEND'S HOME AT LOW ALTITUDE. AS HE FLEW BY T HE NORTH SIDE OF THE HOME IN A LEFT TURN AT AN ESTIMATED 300 FEET AGL, HE OPENED THE WINDOW AND SAID, "HELLO." HIS FRIEND ON THE GROUND INVITED HIM TO COME VISIT AFTER HIS FLIGHT AND HE RESPONDED, "WE WILL." THE AIRPLANE CONTINUED THE LEFT TURN, MOMENTARILY LEVELED OUT, THEN BANKED LEFT AND BEGAN TO TURN LEFT AGAIN. BY THIS POINT THE AIRPLANE HAD COMPLETED 270 DEGREES OF TURN. THIS TURN INITIALLY APPEARED TO BE LIKE THE OTHERS THE WITNESSES PREVIOUSLY OBSERVED; HOWEVER, THIS TIME THE BANK ANGLE CONTINUED TO RAPIDLY INCREASE SO THAT THEY OBSERVED THE TOPS OF THE AIRPLANE'S WINGS. THEY OBSERVED A SIMULTANEOUS RAPID MOVEMENT OF THE NOSE TO A NEARLY VERTICAL NOSE DOWN POSITION. INVESTIGATORS DISCOVERED NO DISCREPANCIES THAT WOULD HAVE PRECLUDED NORMAL OPERATION OF THE AIRPLANE OR ENGINE. 20000829026789I (-23)ON AUGUST 29, 2000, APPROXIMATELY 1400 CDT, COMMANDER 690A, N690DB, DEPARTED THE HARLAN, IOWA, MUNICIPAL AIRPORT ENROUTE TO MINNEAPOLIS, MINNESOTA. WHILE CLIMBING THROUGH 6500 FEET, THE PIC EXPERIENCED A LOSS IF RH ENGINE POWER. THE PIC ATTEMPTED TWO AIRSTARTS PRIOR TO DIVERTING TO EPPLY AIRFIELD, OMAHA, NEBRAKA. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. SUBSEQUENT INVESTIGATION DISCLOSED A SIGNIFICANT AMOUNT OF DEBRIS WITHIN THE FUEL FILTER ASSEMBLY. THE AIRCRAFT HAD BEEN FUELED IN NEW IBERIA, LOUISIANA, TWO DAYS PRIOR TO THIS INCIDENT. THE AIRCRAFT FUEL TANKS WERE DRAINED AND THE FBO NOTIFIED OF THE PROBLEM. 20000829026809I (-23)ON TUESDAY, AUGUST 29, 2000, N7357C, A CESSNA 210, WAS INVOLVED IN A GEAR-UP LANDING ON RUNWAY 32 AT COLUMBUS, NEBRASKA. THERE WERE NO INJURIES TO THE PILOT IN COMMAND (PIC) OR THE PASSENGER. THE AIRCRAFT WAS REMOVED FROM THE RUNWAY AND PLACED IN A HANGER WHERE IT WAS REVEALED TO HAVE MINOR DAMAGE TO THE FUSELAGE BELLY SKIN AND PROPELLER. 20000829027009I (-23)INSTRUCTOR TOOK COMMAND OF AIRCRAFT THEN APPLIED BRAKES. AIRCRAFT THEN STRUCK PROPELLER AND SPINNER. THE TAIL WENT DOWN CAUSING MINOR DAMAGE TO THE TAIL. 20000829028349I (-23)AUGUST 29, 2000, AMERICAN AIRLINES FLIGHT 128, A BOEING 777, N777AN, WHILE BEING TAXIED UNDER AIRCRAFT POWER STRUCK A PARKED GULFSTREAM 4, N451QS LOCATED AT ACM AVIATION, SAN JOSE CA INTERNATIONAL AIRPORT (SJC). AMERICAN AIRLINES' GROUND MARSHAL CREW WAS DIRECTING N777AN MOVEMENT ALONG TAXIWAY CHARLIE INTO THE US CUSTOMS AREA AT THE TIME OF INCIDENT. MINOR DAMAGE WAS DINE TO THE LOWER OUTBOARD LEFT WING OF N777AN CAUSED BY N451QS'S LEFT HORIZONTAL STABILIZER STATIC WICK. ADDITIONAL GROUND CREW TRAINING HAS BEEN CONDUCTED. 20000829029009I (-23)PILOT STATED THAT HE MENTALLY PERFORMED HIS "GUMPS" CHECK, BUT HE MAY HAVE BEEN DISTRACTED BY ANOTHER AIRCRAFT TAXING FOR TAKEOFF AND FORGOT TO EXTEND HIS LANDING GEAR AND LANDED GEAR UP. HE ALSO STATED THAT BECAUSE HE WAS WEARING A HEADSET, HE COULD NOT HEAR THE GEAR WARNING HORN. THERE WERE NO INJURIES AND MINOR DAMAGE TO THE AIRCRAFT. 20000829030359I (-23)ON AUGUST 29, 2000, APPROXIMATELY 1415 CDT, PIPER PA-46-350P, N426TC, OWNED AND OPERATED BY GREAT PLAINS COMMUINCATIONS,DEPARTED THE FREMONT, NEBRASKA MUNICIPAL AIRPORT, ENROUTE TO OKLAHOMA CITY, OK. WHILE CLIMIBING THROUGH 11,400 FEET, THE PIC NOTED A COMPLETE LOSS OF ENGINE POWER. THE PIC ELECTED TO DIVERT TO THE LINCOLN, NEBRASKA MUNICIPAL AIRPORT, AND LANDED WITHOUT FURTHER INCIDENT. ON OCTOBER 18, 2000, THE LYCOMING TIO-540-AE2A ENGINE WAS DISAMBLED FOR INPSECTION: SUBSEQUENT INSPECTION DISCLOSED A FAILURE OF THE LYCOMING 13F27738 CRANKSHAFT ASSEMBLY ADJACENT TO THE #6 CONNECTING ROD JOUINAL. 20000829040019A (.4)THE PILOT INITIATED A TAKEOFF TOWARD OBSTACLES. ONCE AIRBORNE HE DECIDED THAT THE AIRPLANE WOULD NOT CLEAR THE OBSTACLES AND HE ABORTED THE TAKEOFF. THE AIRPLANE OVERRAN THE RUNWAY AND WENT INTO ROUGH TERRAIN WHERE THE NOSE LANDING GEAR WAS SHEARED OFF AND THE AIRPLANE NOSED OVER. THE PILOT REPORTED THAT HE SHOULD HAVE PICKED UP THE SECOND PASSENGER AT A NEARBY AIRPORT. PERFORMANCE DATA INDICATED THE AIRPLANE WOULD NEED ABOUT 1,975 TO CLEAR A 50-FOOT OBSTACLE. THE PILOT REPORTED THE TURF RUNWAY WAS ABOUT 1,600 FEET LONG, WITH A ROUGH SURFACE OVERRUN OF ABOUT 500 FEET, AND 50-FOOT HIGH TREES AT THE END OF THE OVERRUN. (-23) PILOT INITIATED THE TAKEOFF TO THE NORTH TOWARD TREES AFTER BECOMING AIRBORNE, DECIDED THE AIRPLANE MIGHT NOT CLEAR THE TREES. PILOT CLOSED THE THROTTLE AND THE AIRPLANE SETTLED BACK ONTO THE TURF RUNWAY CONTINUING ONTO THE ROUGH DIRT AREA. WHILE ROLLING THE DIRT, THE NOSE WHEEL STRUCK A DEPRESSION AND WAS SHEARED OFF. THE NOSE THEN STRUCK THE GROUND AND THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. 20000829041469I (-23) THE AIRCRAFT WAS ENROUTE TO CPM FROM LHM WHEN THE VFR PILOT DESCENDED BELOW A CLOUD SHELF IN THE SANTA CLARITA AREA. HE COULD NOT PROCEED VFR, AND ONE OF HIS PASSENGERS WAS ILL SO HE CONTACTED THE VNY ATCT FOR ASSISTANCE. THEY COORDINATED WITH THE CHP, FOR A POSSIBLE LANDING ON FREEWAY 5. HOWEVER HE WAS ABLE TO LAND ON A STRIP BY THE SHERIFF'S HELIPORT. THERE WAS NO DAMAGE TO THE AIRCRAFT, AND NO INJURIES TO THE OCCUPANTS. THE PILOT HAS BEEN COUNSELED. 20000829041479A (.19) SEE .19 FOR COMPLETE NARRATIVE. (.4) THE PILOT ABORTED A LANDING ON A PRIVATE SOD STRIP 1,800 FEET IN LENGTH. THE RUNWAY WAS ORIENTED APPROXIMATELY 090 AND 270 DEGREES MAGNETIC, WITH TREES AT THE EAST END, AND TREES, HOUSES, AND POWER LINES AT THE WEST END. THE PILOT LANDED TO THE WEST WITH A 14-KNOT TAILWIND. DURING THE ABORTED LANDING, THE AIRPLANE STRUCK WIRES, STALLED, ROLLED INVERTED, AND CRASHED BEYOND THE DEPARTURE END OF THE RUNWAY. EXAMINATION OF THE WRECKAGE REVEALED NO PRE-IMPACT ANOMALIES. INTERPOLATION OF PERFORMANCE CHARTS REVEALED THAT THE AIRPLANE REQUIRED 1,754 FEET OF RUNWAY TO LAND OVER A 50-FOOT OBSTACLE WITH A 14-KNOT TAILWIND. A REVIEW OF PHARMACY RECORDS AND TOXICOLOGICAL TESTING REVEALED THE PILOT HAD INGESTED AN UNAPPROVED PAIN MEDICATION PRIOR TO FLIGHT. (-23) WITNESSES STATED AIRCRAFT ATTEMPTED TO LAND THREE QUARTERS THE WAY DOWN THE RUNWAY, DOWNWIND AND TRIED TO TAKE BACK OFF AND STRUCK ELECTRIC WIRES AT THE END OF THE RUNWAY AND STALLED NOSE DOWN INTO A FIELD. THE PILOT ROBERT HASKELL SUSTAINED FATAL INJURIES. 20000829042339A (-23) AS PER STANDARD FISH AND GAME PROCEDURES, PILOT FLEW UP TO THE HEAD OF THE CANYON, TURNED AND PROCEEDED TO DESCEND AND FLY DOWNSTREAM IN ORDER TO COUNT FISH. THE PILOT DECIDED TO ABORT THE MISSION DUE TO STRONG GUSTY WINDS. A DOWN DRAFT FORCED THE AIRCRAFT DOWN INTO ALDER TREES CAUSING SUBSTANTIAL DAMAGE AND INJURIES. 20000829042819A (-23) PILOT INTENDED TO PRATICE TAKEOFFS AND LANDINGS. HE MADE THREE ATTEMPTS AND THREE GO-AROUNDS. ON FOURTH ATTEMPT, HE LANDED FAST AND HALF WAY DOWN THE RUNWAY. HE SKIDDED OFF TO THE RIGHT, HITTING A FOURTEEN INCH VERTICAL PIPE, CAUSING DAMAGE TO THE BULKHEAD OF THE AIRPLANE. 20000830016929A (.4)ON AUGUST 30, 2000, AT 1600 MOUNTAIN DAYLIGHT TIME, AN AERONCA 7BCM, N66581, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING APPROXIMATELY 1/4 MILE SHORT OF RUNWAY 20 AT SANTA FE MUNICIPAL AIRPORT, SANTA FE, NEW MEXICO. THE PRIVATE PILOT AND SOLE OCCUPANT WAS NOT INJURED. THE FLIGHT WAS A CROSS-COUNTRY FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE FLIGHT DEPARTED DUMAS, TEXAS, AT 1200. ACCORDING TO THE FAA INSPECTOR WHO RESPONDED TO THE ACCIDENT, THE FLIGHT WAS ON FINAL APPROACH TO LAND ON RUNWAY 20 WHEN THE PILOT APPLIED CARBURETOR HEAT ABOUT 1/4 MILE FROM THE RUNWAY AND ATTEMPTED TO APPLY POWER. THE ENGINE DID NOT RESPOND AND THE AIRCRAFT SANK BELOW THE RUNWAY HEIGHT (RUNWAY 20 IS ON TOP OF A HILL). THE PILOT ATTEMPTED TO LAND ON A DIRT ROAD THAT RAN PERPENDICULAR TO THE RUNWAY, BUT ENDED UP LANDING IN A SOFT DIRT FIELD. ACCORDING TO THE PILOT, WHEN THE AIRCRAFT TOUCHED DOWN IN THE SOFT TERRAIN, THE MAIN LANDING GEAR WAS SHEARED OFF AND THE CHROME-MOLY TUBE FRAME WAS TWISTED. IN ADDITION, THE WING ATTACH POINTS ON THE FUSELAGE WERE TWISTING THE WINGS FORWARD AND DOWN. ADDITIONALLY, THE WINDSCRE EN WAS CRACKED AND ONE PROPELLER BLADE SUFFERED TIP DAMAGE. EXAMINATION OF THE ENGINE BY A MECHANIC PROVIDED EVIDENCE THAT THE CARBURETOR NEEDLE VALVE HAD STUCK IN THE CLOSED POSITION. THE REASON FOR THE VALVE STICKING COULD NOT BE DETERMINED. (-23)ON FINAL (APPROX 3 MILES OUT) BEGAN DESCENT TO RUNWAY, APPLIED CARBURETOR HEAT, APPROACHING RUNWAY (1/4 MILE), ATTEMPTED TO APPLY POWER, NO RESPONSE FROM ENGINE, A/C WAS SINKING BELOW RUNWAY HEIGHT, (RUNWAY 20 ON TOP OF SLIGHT RISE). TURNED IN AN ATTEMPT TO LAND ON A DIRT ROAD RUNNING PERPENDICULAR TO RUNWAY, LANDED INSTEAD IN SOFT DIRT FIELD, HIT DIRT MOUND WHICH REMOVED LANDING GEAR AND BENT TIP OF ONE PROPELLER BLADE. NO INJURIES, NO PASSENGERS. PILOT WAS POSITIONING A/C TO LAS VEGAS, NV FOR OWNER ^PRIVACY DATA O^FLIGHT ORIGINATION WAS PENSACOLA, FL. 20000830026849I (-23)DURING TAXI FOR TAKE OFF ON RUNWAY 28C, PASSENGERS IN AFT CABIN STARTED TO COMPLAIN ABOUT SMOKE AND FUMES. FLIGHT CREW ELECTED TO EVACUATE AIRCRAFT. THREE PASSENGERS HAD MINOR INJURIES. AIRCRAFT WAS TOWED TO RAMP AFTER SLIDES WERE REMOVED. MAINTENANCE PERSONNEL TROUBLESHOOT AND DETERMINED THERE WAS FLUID LEAKING FROM A LOSE FITTING ON THE THRUST REVERSER ISOLATION VALVE. FITTING WAS TIGHTENED AND SYSTEM WERE CLEANED AND SERVICED. A NEW L1 SIDE WAS INSTALLED. AIRCRAFT WAS FERRIED TO ATLANTA, GA FOR THE REMAINDER OF THE SLIDES TO BE INSTALLED. AIRCRAFT WAS RETURNED TO SERVICE LATER THAT DAY. 20000830028429I (-23)PILOT STATED HE WAS RETURNING TO BASE FROM SPRAYING WHEN THE ENGINE SPUTTERED. HE PLACED THE FUEL BOOST PUMP ON AND THE ENGINE SURGED SHORTLY AND THEN QUIT, LANDED IN FIELD. APPROACHING A DITCH, HE PULLED AIRCRAFT BACK INTO THE AIR AND STALLED ABOUT 10 FEET OF THE GROUND. DURING PILOT INTERVIEW, HE STATED THAT THE FUELERS HAD BEEN OVERFLOWING HIS TANKS AND HE ASKED THEM NOT TO OVERFLOW FUEL INTO THE WING. HE FELT THAT THE FUEL LOAD WAS NOT COMPLETELY FULL ON THIS FLIGHT SINCE HE HAD OVERFLOWN THE AMOUNT OF TIME AIRBORNE BEFORE. HE ALSO STATED THE RECORD HEAT DAY MAY HAVE AFFECTED THE ENGINE PERFORMANCE. ON SCENE INVESTIGATION YIELDED TANKS DRY AND APPROXIMATELY ONE PINT DRAINED FROM MAIN SUMP. AIRCRAFT DAMAGED REPAIRED AND FERRIED OUT OF FIELD. 20000830029919I (-23)THE AIRCRAFT WAS TAXIED WITH A TOW BAR ATTACHED. THE CREW CEASED TAXING AFTER BECOMING AWARE OF THE ATTACHED TOW BAR. THERE WAS NO DAMAGE FOUND TO THE AIRCRAFT AFTER BEING INSPECTED BY MAINTENANCE PERSONNEL. THE CREW WAS COUNSELED BY AEA-FSDO-03 SPM AT ABOUT 1000 HOURS ON 9/29/00. THERE ARE TWO LETTERS FROM THE OPERATOR THAT ARE INCLUDED AS ADDENDA TO THIS FORM:ONE DATED SEPTEMBER 15, 2000, FROM ^PRIVACY DATA^ DIRECTOR OF SAFETY, LISTING AREAS OF SAFETY CONCERNS; A TWO-PAGE LETTER DATED SEPTEMBER 20, 2000, FROM ^PRIVACY DATA OMITT^, DIRECTOR OF OPERATIONS, WHICH DETAILS PROCEDURES TO ASSURE SAFETY DURING PREFLIGHT, WALK AROUND INTERRUPTIONS, AND GENERAL RAMP PRACTICES. 20000830036149A (-23) PILOT FLEW THRU THREE STRANDS OF ELECTRICAL WIRE. THE TIME WAS JUST BECOMING DAYLIGHT. ONE PUSH/PULL TUBE TO THE MAIN ROTOR WAS SEVERED. A LANDING WITHOUT FURTHER DAMAGE WAS MADE TWO HUNDRED FEET TO THE EAST OF THE WIRE STRIKE. 20000830036339A (-23) ON AUGUST 30, 2000 AT APPROX. 0950 CDT, THE PILOT-IN-COMMAND WITH ONE PASSENGER, DEPARTED ST. CHARLES COUNTY SMARTT AIRPORT (SET) IN BEECHCRAFT, N9047V. THE REPORTED WEATHER AT THE TIME OF THIS DEPARTURE WAS 300 FT OVERCAST WITH 1 1/2 MILES VISIBILITY. THE FLIGHT DEPARTED UNDER A VISUAL FLIGHT RULES, THE PILOT THEN RADIOED ST. LOUIS APPROACH CONTROL REQUESTING HIS IFR CLEARANCE. THE AIR TRAFFIC CONTROLLER ISSUED A RIGHT TURN TO N9047V, TO AVOID OPPOSITE DIRECTION TRAFFIC AND ASSIGNED A TRANSPONDER BEACON CODE FOR RADAR IDENTIFICATION. THE PILOT ACKNOWLEDGED THIS INSTRUCTION AND NO FURTHER COMMUNICATION TOOK PLACE. THE AIRPLANE WRECKAGE WAS LOCATED IN THE MIDDLE OF THE MISSISSIPPI RIVER IN APPROX. 30 FEET OF WATER, FOUR MILES NORTH OF THE DEPARTURE AIRPORT. THE PILOT AND PASSENGER RECEIVED FATAL INJURIES. 20000830037969I (-23) AIRCRAFT, N582SS, DEPARTED A HAYFIELD TO SAYRE AIRPORT (N27). ABOUT 3 MILES FROM BLUE SWAN AIRPORT THE AIRCRAFT LOST POWER AND LANDED IN A CORN FIELD. 20000830040139A (.4)ON AUGUST 30, 2000, ABOUT 1730 EASTERN DAYLIGHT TIME, A PIPER PA-24-250, N6411P, WAS DESTROYED DURING AN IN-FLIGHT BREAK-UP AND COLLISION WITH THE GROUND IN LEXINGTON, VIRGINIA. THE CERTIFICATED PRIVATE PILOT AND PASSENGER WERE FATALLY INJURED. MARGINAL VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT THAT DEPARTED THE EASTERN WEST VIRGINIA REGIONAL/SHEPHERD AIRPORT (MRB), MARTINSBURG, WEST VIRGINIA, DESTINED FOR THE COLUMBIA METROPOLITAN AIRPORT (CAE), COLUMBIA, SOUTH CAROLINA. THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT'S BROTHER-IN-LAW, THE AIRPLANE WAS BASED AT REPUBLIC AIRPORT (FRG), FARMINGDALE, NEW YORK. THE PILOT DEPARTED FRG ABOUT 1400, WITH THE INTENT OF VISITING FAMILY MEMBERS WHO LIVED IN BOCA RATON, FLORIDA. HE DID NOT KNOW THE PILOT'S PROPOSED ROUTE OF FLIGHT. ACCORDING TO AN AIRFRAME AND POWERPLANT MECHANIC WHO WAS BASED AT THE SPRUCE CREEK AIRPORT, DAYTONA BEACH, FLORIDA, THE PILOT HAD CALLED HIM ABOUT 1 WEEK BEFORE THE ACCIDENT TO SCHEDULE AN ANNUAL INSPECTION FOR THE AIRPLANE, TO BE CONDUCTED DURING THE PILOT'S STAY IN FLORIDA. AT THAT TIME, THE PILOT INFORMED HIM THAT THE AIRPLANE'S ANNUAL INSPECTION HAD EXPIRED. THE MECHANIC INFORMED THE PILOT THAT HE WOULD NEED TO OBTAIN A FERRY PERMIT, AND HE REPLIED HE WOULD "TAKE CARE OF THAT." THE NEXT TIME THE MECHANIC SPOKE TO THE PILOT WAS ON THE DAY OF THE ACCIDENT, ABOUT 1345, WHEN THE PILOT CALLED TO TELL HIM THAT HE WAS "ON HIS WAY." ACCORDING TO A TRANSCRIPT PROVIDED BY THE FEDERAL AVIATION ADMINISTRATION (FAA), AT 1722:52, THE PILOT OF N6411P CONTACTED THE ROANOKE AIRPORT AIR TRAFFIC CONTROL TOWER. THE PILOT RECEIVED THE CURRENT LYNCHBURG AIRPORT ALTIMETER SETTING AND REPLIED, "ALTITUDE NINETY TWO GOING BACK DOWN TO EIGHTY FIVE." THERE WERE NO FURTHER TRANSMISSIONS FROM THE AIRPLANE. RADAR DATA OBTAINED FROM THE FAA REVEALED THE AIRPLANE WAS TRAVELING SOUTHWEST AND WAS LEVEL AT 8,700 FEET, WHEN IT MADE A RIGHT TURN AT 1727:42. THE AIRPLANE CONTINUED TO THE RIGHT AND AT 1727:47, THE AIRPLANE'S ALTITUDE INDICATED 8,500 FEET. THE AIRPLANE DESCENDED TO 8,300 FEET AT 1727:51, AND 5,300 FEET AT 1728:05. THERE WERE NO FURTHER RADAR RETURNS OBSERVED FROM THE AIRPLANE. A WITNESS NEAR THE ACCIDENT SITE STATED HE SUDDENLY HEARD AN ENGINE NOISE FROM AN AIRPLANE, AND IT WAS "REVVING REAL LOUD." HE FURTHER STATED: "THE PLANECAME OUT OF THE CLOUDS STILL INTACT, AND IT WAS SPIRALING DOWN. THE LEFT W ING AT THE TAIL BROKE OFF FIRST AND THEN IT JUST STARTED BREAKING UP. IT WAS CORKSCREWING TOWARD THE GROUND AND I LOST SITE OF IT AS IT WENT BEHIND THE TREES." ANOTHER WITNESS WHO OBSERVED THE AIRPLANE STATED THAT HE HEARD A "WHISTLING" SOUND, LOOKED UP, AND HEARD A LOUD EXPLOSION, WHICH WAS FOLLOWED BY "PARTS FALLING EVERYWHERE." THE AIRPLANE THEN MADE A NOSEDIVE AND CORKSCREWED TO THE RIGHT. HE STATED THE AIRPLANE WAS TRAVELING AT A "TREMENDOUS SPEED." SEVERAL WITNESSES REPORTED THEY LOOKED UP AND OBSERVED AN AIRPLANE SPINNING AND/OR "BREAKING APART" BEFORE THEY LOST SIGHT OF IT. THE ACCIDENT OCCURRED DURING THE HOURS OF DAYLIGHT APPROXIMATELY 37 DEGREES, 47 MINUTES NORTH LATITUDE, AND 79 DEGREES, 26 MINUTES WEST LONGITUDE. (-23) AIRCRAFT BROKE-UP INFLIGHT AND CRASHED DOWNTOWN LEXINGTON, VA, 17:35 LCL, WHILE ENROUTE FROM MARTINSBURG, WV, TO COLUMBIA, SC. BOTH THE PILOT AND THE PASSENGER SUFFERED FATAL INJURIES. AT APPROXIMATELY 17:23 LCL, THE PILOT CONTACTED THE ROANOKE (ROA), VA, CONTROL TOWER, AND WAS GIVEN THE CURRENT LYNCHBURG (LYH) ALTIMETER SETTING. THE PILOT STATED THAT HIS ALTITUDE WA S 9200 FT, AND THAT HE WAS DESCENDING BACK TO 8500 FT. THERE WERE NO FURTHER COMMUNICATIONS WITH THE AIRCRAFT. RADAR RECORDS SHOW THE AIRCRAFT TRAVELING IN A SOUTHWESTERLY HEADING, LEVEL AT 8700 FT. AT 17:27:42, A RIGHT TURN WAS INITIATED, AND CONTINUED THROUGH 17:27:51, AT WHICH TIME THE ALTITUDE WAS 8300 FT, AND 5300 FT 14 SECONDS LATER, AT 17:28:05. NO FURTHER RADAR RETURNS WERE RECEIVED FROM T 20000831004609A ON AUGUST 1, 2000, AT APPROXIMATELY 10:45 A.M. LOCAL TIME, N9566J WAS OPERATED BY CHRISTOPHER STRICKLAND WHO WAS DISPENSING ECONOMIC POISONS. N9566J APPEARED TO HAVE RUN OUT OF FUEL. THE ENGINE QUIT AND N9566J CRASHED ON LANDING ADJACENT TO THE FIELD THAT WAS BEING SPRAYED. (.4) ON AUGUST 31, 2000, ABOUT 1045 EASTERN DAYLIGHT TIME, A CESSNA T188C, N9566J, REGISTERED TO AND OPERATED BY STRICKS AIR CARE, INC., AS A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT, CRASHED WHILE ATTEMPTING A FORCED LANDING FOLLOWING LOSS OF ENGINE POWER NEAR FURMAN, SOUTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED FROM GARNETT, SOUTH CAROLINA, THE SAME DAY, ABOUT 1005. THE PILOT STATED THAT AT ABOUT 1045, WHILE SPRAYING, HE SMELLED FUEL IN THE COCKPIT. HE INITIATED A CLIMB OUT OF THE FIELD AND AT 100 FEET THE ENGINE LOST POWER. HE MADE A RIGHT TURN TOWARD A SMALL CLEARING AND SET UP FOR AN EMERGENCY LANDING. THE AIRCRAFT CLEARED POWER LINES AND A HIGHWAY BEFORE IMPACTING ROUGH TERRAIN AT A SLIG HTLY NOSE DOWN ATTITUDE. THE AIRCRAFT THEN SKIDDED ABOUT 50 FEET AND CAME TO REST. THE PILOT STATED HE LAST FUELED THE AIRCRAFT ON AUGUST 28, 2000, AND THAT PRIOR TO THE ACCIDENT FLIGHT HE DID NOT PHYSICALLY CHECK THE FUEL LEVEL. THE PILOT STATED HE DID NOT HAVE ANY MECHANICAL MALFUNCTIONS WITH THE AIRCRAFT. POSTCRASH EXAMINATION OF THE AIRCRAFT AND CRASH SITE BY AN FAA INSPECTOR SHOWED THERE WAS NO SIGN OF FUEL IN THE AIRCRAFT, OR FUEL STAINS ON THE AIRCRAFT. THERE WAS NO ODOR OF FUEL OR SIGNS OF FUEL ON THE GROUND IN THE AREA OF THE AIRCRAFT. 20000831009739A (-23) THE AIRCRAFT WAS TAXIING FOR DEPARTURE WHEN THE PILOT NOTICED A BRAKE DRAGGING SO HE ADDED POWER AND CONTINUED TO TAXI. THEN THE AIRCRAFT REACHED THE RUNUP AREA THE PILOT DISCOVERED THE AIRCRAFT HAD NO BRAKES. ABOUT THIS TIME THE PILOT WAS INFORMED HIS AIRCRAFT WAS ON FIRE SO HE STOPPED AND EVACUATED THE AIRCRAFT. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE LEFT MAIN LANDING GEAR AND WING. 20000831012279A (-23) A LANCAIR 320, N6BQ, PILOTED BY PRIVATE PILOT BRADLEY A. BEARD MADE A NORMAL APPROACH TO LANDING ON RUNWAY 34 AT BEND, OR. (FLIGHT SHOP, THE FBO AT BEND, REPORTED THE WINDS AS OUT OF THE NORTH 10-15 KNOTS). THE AIRCRAFT MADE A HARD LANDING ON RUNWAY 34 AND BOUNCED. THE PILOT ADDED POWER BUT THE AIRCRAFT DID NOT RESPOND. THE AICRAFT CONTACTED THE GROUND THE SECOND TIME 60 FEET LEFT OF RUNWAY ON A HEADING OF 290 DEGREES. AFTER CONTACTING THE GROUND, THE AIRCRAFT SLID APPROXIMATELY 181 FEET BEFORE COMING TO A STOP. THE GROUND TRACK COURSE WAS APPROXIMATELY 340 DEGREES. INSPECTION OF THE WRECKAGE REVEALED THAT ALL THREE LANDING GEARS HAD COLLAPSED. THE RIGHT GEAR TRUNION IS PROTRUDING THROGH THE RIGHT WING. ADDITIONAL DAMAGE TO THE AIRCRAFT WINGS, COWLING AND PROPELLER. 20000831012529A (-23) PILOT WAS PREPARING TO SPRAY A POTATO FIELD. HE OVERFLEW THE FIELD ON A NORTHERLY DIRECTION IN ORDER TO APPROACH FIELD FROM THE SOUTH. SAID WHEN HE ATTEMPTED TO REVERSE COURSE HE FELT AS IF HE LOST THE TAIL ROTOR FUNCTION. CRAFT STARTED TO SPIN. TAILROTOR INPUTS HAD NO EFFECT. HE LANDED IN A GROVE OF TREES APPROX. 100 FEET FROM FIELD. A/C SUSTAINED SUBSTANTIAL DAMAGES. 20000831014169A (-23) HELI WAS ON THE GROUND WITH ROTORS AT FULL RPM. THE PILOT FELT A/C FALL TO THE RIGHT REAR. TAIL ROTOR BLADES CONTACTED GROUND AND BLADES SEPARRATED FROM A/C. IN AN EFFORT TO REGAIN CONTROL OF THE A/C THE PILOT PULLED IN COLLECTIVE PITCH, TEH A/C BECAME AIRBORNE AND SPUN 3-4 TIMES TO THE RIGHT.A/C LANDED HARD DAMAGING TAILBOOM, M/R BLADES AND LANDING GEAR. 20000831024059I (-23)PILOT STATED HE MADE A HARD LANDING THAT RESULTED IN FAILURE OF THE RIGHT MAIN GEAR STRUT. AIRWORTHINESS INSPECTION OF FAILED COMPONENT REVEALS STRUT HAD BEEN REPAIRED PREVIOUSLY USING SUSPECTED IMPROPER PORCEDURE. ^PRIVACY DATA OMITTED^ THIS ISSUE IS BEING ADDRESSED IN A SEPARATE INVESTIGATION BY INSPECTOR ^PRIVACY DA^ REGARDING HIS OPERATION OF THIS AIRCRAFT EARLIER THE SAME DAY WHEN HE TOOK OFF FROM A PUBLIC HIGHWAY CREATING A HAZARD TO MOTOR VEHICLE TRAFFIC. THE ISSUE OF THE IMPROPER GEAR STRUT REPAIR IS ALSO BEING ADDRESSED THROUGH THAT INVESTIGATION. 20000831026749I (-23)ENGINE RAN ROUGH, LANDED AT JOSEPH STATE AIRPORT, JOSEPH, OREGON. FOUND NUMBER SIX CYCLINDER BROKEN AWAY FROM THE ENGINE CASE. THE CYLINDER WAS CRACKED ALL AROUND THE BASE AND IT PULLED AWAY FROM THE CASE. 20000831026959I (-23)A LOCKHEED-12A, N33RA, PILOTED BY ^PRIVACY DATA OMIT^ MADE A NORMAL APPROACH TO LAND AT SUNRIVER, OREGON AIRPORT, S21, WITH A SLIGHT CROSSWIND FROM THE RIGHT. THE AIRCRAFT TOUCHED DOWN ON THE RIGHT WHEEL FIRST. THE AIRCRAFT STARTED TO ROLL OUT NORMALLY WHEN THE RIGHT SIDE OF THE AIRCRAFT STARTED SINKING TO THE GROUND. INSPECTION OF THE AIRCRAFT REVEALED THAT A CASTING IN THE RIGHT REAR WHEEL WELL BROKE,THE JACK SCREW BENT, AND THE WHEEL COLLAPSED. DAMAGE WAS LIMITED TO THE GEAR CASTING, JACK SCREW AND THE PROPELLER TIPS. THERE WAS NO SKIN DAMAGE TO THE AIRCRAFT. 20000831029079I (-23)THE PILOT REPORTED THAT DURING THE TOUCHDOWN PHASE OF THE LANDING AT (VTA), THE AIRCRAFT WENT OFF THE RIGHT SIDE OF THE RUNWAY INTO A BEAN FIELD AND NOSED OVER. THE DAMAGE WAS LIMITED TO ONE CRACKED PROPELLER BLADE. 20000831029579I (-23)INVESTIGATION OF THIS INCIDENT REVEALED THE FOLLOWING INFORMATION: ON 8-31-2000, A PA-28-140, N573PA LANDED ON RUNWAY 5 AT 2G7 AIRPORT AT 1115 LOCAL TIME AND RAN OFF THE END OF RUNWAY 5. FURTHER INVESTIGATION REVEALED THAT THE RIGHT BRAKE CALIPER SEPARATED FROM THE RIGHT ROTOR AND DRAGGED ALONG THE RUNWAY. THE AIRPLANE HAD DAMAGE TO THE LEFT AND RIGHT WING, AS IT HIT SOME SMALL TREES AT THE DEPARTURE END OF RUNWAY 5. DAMAGE TO AIRPLANE WAS MINOR. NO DAMAGE WAS NOTED ON THE PROPELLER. SUBMISSION OF THIS INCIDENT CLOSES THIS REPORT. (SEE ATTACHED PILOT STATEMENT) 20000831042439A (-23) CESSNA 172 N4411L DEPARTED RUNWAY 08 AT JUNEAU INTERNATIONAL AIRPORT AT 0505 ADT WITH PILOT AND SOLE OCCUPANT ANTON T. BOWERS. IMMEDIATELY AFTER LIFT OFF THE AIRCRAFT MADE A LEFT TURN, APPEARED TO STALL, RECOVERED, COLLIDED WITH A TREE AND CONTINUED APPROXIMATELY 500' IMPACTING THE SILVER BAY LOGGING HANGER. THE AIRCRAFT WAS DESTROYED AND THE PILOT FATALLY INJURED. 20000901007089A (-23) PILOT OF N9326R STRUCK A HAY BALE DURING THE TAKEOFF PHASE OF AN AERIAL APPLICATION FLIGHT FROM A PRIVATE AIRFIELD. THE PILOT WAS UNAWARE OF THE EXTENT OF DAMAGE TO THE LANDING GEAR UNTIL LANDING AT WHICH TIME THE A/C SETTLED TO THE GROUND ON A WINGTIP AND THE OPPOSITE LANDING GEAR. 20000901008379A (-23) NOTE: ALL A/C AND PILOT TOTAL TIMES USED ON THIS FORM ARE APPROX. AT 1541 LOCAL TIME, N88AM REQUESTED TAXI CLEARANCE AND A/C DEPARTED TVL (SOUTH LANKE TAHOE) AIRPORT AT 1548 LOCAL TIME ON RUNWAY 180. A/C CLIMBED AND COMPLETED LEFT CROSSWIND DEPARTURE AND THEN TURNED ONTO LEFT DOWNWIND. A/C DIDN'T APPEAR TO BE GAINING ANY ALTITUDE. EYEWITNESSES SAID THAT A/C WAS APPROX. 100 FEET ABOVE GROUND WHEN NOSE OF A/C PITCHED UP 20 TO 30 DEGREES AND THEN PITCHED-DOWN AND A/C WENT INTO A SHARP LEFT NOSE DIVE, LEFT WING LOOKED TO BE 90 DEGREES STRAIGHT UP, AS IT PLUNGED INTO GROUND. (.4) HISTORY OF FLIGHT: ON SEPTEMBER 1, 2000, AT 1550 PACIFIC DAYLIGHT TIME, A PIPER PA-46-310P, N88AM, CRASHED INTO TREES AND TERRAIN WHILE TURNING DOWNWIND AFTER TAKEOFF FROM THE LAKE TAHOE AIRPORT, SOUTH LAKE TAHOE, CALIFORNIA. THE PILOT HAD REQUESTED AND BEEN APPROVED FOR A LEFT DOWNWIND DEPARTURE FROM RUNWAY 18 BY THE AIRPORT CONTROL TOWER OPERATOR. THE AIRPLANE WAS DESTROYED BY THE COLLISION SEQUENCE AND POST IMPACT FIRE. THE CERTIFICATED PRIVATE PILOT AND THREE PASSENGERS RECEIVED FATAL INJURIES. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT AS A PERSONAL FLIGHT UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM SOUTH LAKE TAHOE AIRPORT AT 1549. MARGINAL VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN HAD BEEN FILED BUT NOT ACTIVATED. THE ACCIDENT SITE WAS ABOUT 0.5 MILES FROM THE AIRPORT. THE AIRPORT ELEVATION WAS 6,264 FEET MSL. ACCORDING TO THE LAKE TAHOE CONTROL TOWER OPERATOR, AT 1542, A CLEARANCE TO TAXI TO RUNWAY 18 WAS ISSUED AFTER A TRANSMITTED REQUEST FROM THE PILOT. ADDITIONAL WIND AND ALTIMETER INFORMATION WAS GIVEN. AT 1548, THE PILOT REQUESTED TAKEOFF CLEARANCE AND A LEFT DOWNWIND DEPARTURE. THE CONTROLLER GAVE THE CLEARANCE TO TAKEOFF, APPROVED A LEFT DOWNWIND DEPARTURE, AND ISSUED WINDS AT 140 DEGREES AND 12 KNOTS. THE CONTROLLER THEN REPORTED HEARING AN ELT (EMERGENCY LOCATOR TRANSMITTER) TRANSMISSION AT 1550. A VERBAL TRANSMISSION FROM AN UNKNOWN SOURCE WAS ALSO RECEIVED AT 1550, AND IT COMMUNICATED THAT THERE WAS AN AIRCRAFT DOWN. SMOKE WAS OBSERVED 0.5 MILES SOUTHEAST OF THE AIRPORT. NO EMERGENCY TRANSMISSIONS FROM THE PILOT WERE REPORTED. WITNESSES ON THE GROUND REPORTED THE AIRPLANE LIFTED OFF ON THE 8,544-FOOT-LONG RUNWAY 18 ABEAM THE TERMINAL BUILDING AT MIDFIELD, THEN ALMOST IMMEDIATELY BEGIN A CROSSWIND TURN. THE TURN HAD CONTINUED NEARLY 180 DEGREES WHEN THE AIRPLANE DESCENDED SUDDENLY STRIKING SEVERAL PINE TREES BEFORE CRASHING BETWEEN TWO HOUSES. SEVERAL WITNESSES DESCRIBED THE AIRPLANE'S BANK ANGLE AT NEARLY 90 DEGREES. ADDITIONAL WITNESSES REPORTED SEEING THE AIRPLANE IN FLIGHT MOMENTS BEFORE IT CRASHED. AN EMPLOYEE OF ALLEGIANT AIR WHO WAS ON THE OBSERVATION DECK AT THE TERMINAL SAW THE AIRPLANE BANK HARD TO THE LEFT AND STATED THAT SHE THOUGHT IT WAS IN TROUBLE AND GOING TO STALL. "THE TURN WAS TOO STEEP [FOR HAVING JUST LIFTED OFF] AND THE AIRPLANE HAD BANKED BETTER THAN 45 DEGREES AS IT FLEW OVER THE WINDSOCK," SHE CONTINUED. A MECHANIC WHO WORKED ON THE AIRPLANE EARLIER THAT DAY WATCHED THE AIRPLANE TAKEOFF. HE REPORTED THE ENGINE SOUNDING LIKE IT WAS UNDER FULL POWER. TWO OTHER WITNESSES ALSO GAVE AN ACCOUNT OF THE ENGINE SOUND. ONE LIVED JUST OUTSIDE THE AIRPORT AND REPORTED HEARING THE LOUD ROAR OF THE ENGINE AS IT APPROACHED AND CRASHED THROUGH THE TREES. THE OTHER REPORTED HEARING THE ENGINE REVVED UP VERY LOUD AND HEARING AN INCONSISTENCY IN THE SOUND JUST BEFORE THE CRASH. ACCORDING TO THE WITNESS, THE ENGINE SPUTTERED AND THEN THE POWER RETURNED. THE STATEMENT ALSO INDICATED THAT THE WING ATTITUDE WAS VERTICAL INSTEAD OF HORIZONTAL BEFORE THE CRASH. 20000901009469A (-23) PILOT WAS LANDING AT A PRIVATE FIELD IN BLAKESBURG, IOWA, DURING AN ANTIQUE AIRCRAFT FLY-IN. THE A/C THAT LANDED IN FRONT OF HIM WAS DELAYED IN CLEARING THE RUNWAY AND N82749 WAS WAVED OFF BY TWO FLAGMEN ON THE RUNWAY. THE PILOT ATTEMPTED TO GO AROUND AND RAISED THE NOSE OF THE A/C BUT DID NOT ADD POWER. SUBSEQUENTLY, THE A/C STALLED, IMPACTED THE GROUND, CAUSING SUBSTANTIAL DAMAGE TO A/C. 20000901009569A (-23) PIOLOT WAS ENROUTE TO MASON CITY, IOWA AIRPORT ABOUT 14 MILES WEST AND AT 4,000 FEET, THE A/C BEGAN TO VIBRATE, LOW OIL PRESSURE WAS EXPERIENCED AND ENGINE WAS SHUT-OFF. AN EMERGENCY LANDING WAS MADE IN A BEAN FIELD 4 MILES WEST AND 1 MILE SOUTH OF GRANER, IA. THE A/C SUFFERED EXTENSIVE DAMAGE AFTER LANDING. LEFT MAIN AND NOSE GEAR COLLAPSED, CAUSING LEFT WING SPAR DAMAGE. 20000901013999A (-23) HELI CONTRACTED POWER WIRES DURING AERIAL APPLICATION AND CRASHED. (.4) ON SEPTEMBER 1, 2000, ABOUT 0935 CENTRAL DAYLIGHT TIME, A BELL 47G-3B-1, N53SP, REGISTERED TO AN INDIVIDUAL, CRASHED WHILE ON A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT RECEIVED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM THE LOCAL AREA ABOUT 0900. THE PILOT STATED HE HAD A WIRE STRIKE WHICH HE BELIEVES LED TO AN IN-FLIGHT FIRE. THE HELICOPTER WAS SUBSEQUENTLY LANDED STANDING UPRIGHT. BY THIS TIME THE HELICOPTER WAS ENGULFED IN FLAMES. HE EXITED THE HELICOPTER AND WATCHED IT BURN. 20000901014179A (-23) PILOT REPORTS THAT HE DEPARTED MO3 (CONWAY, AR) APPROX. 14:30 DIRECT TO MENA(M39). DIVERTED TO HOT SPRINGS (HOT) FOR WEATHER AVOIDANCE. FINAL DESTINATION WAS PORTLAND, OREGON VIA NEW MEXICO. UPON LANDING AT RUNWAY 23 AT HOT SPRINGS, ENCOUNTERED WIND GUST. GROUND LOOPED A/C AND FLIPPED OVER. 20000901015029A (-23) WHILE ENROUTE THE RIGHT SPINNER DEVELOPED A CRACK AND STARTED TO VIBRATE. POWER ON THE RIGHT ENGINE WAS REDUCED FOLLOWED BY COMPLETE ENGINE SHUTDOWN. A/C WAS VECTORED TO SOMERSET AIRPORT, BUT AIRPORT WAS CLOSED. A/C WAS THEN VECTORED TO SEVEN SPRINGS AIRPORT WHEN THE A/C, STILL AIRBORNE, WAS HALFWAY DOWN THE RUNWAY. A GO AROUND WAS INITAINTED, DURING THE GO AROUND, CONTROL OF THE A/C WAS LOST AND THE A/C ENTERED THE TREES RIGHT OFF THE RUNWAY IN AN INVERTED ATTITUDE. A/C CAME TO REST IN A 75 DEGREE NOSEDOWN POSITION FACING THE OPPOSITE DIRECTION OF TRAVEL. 20000901015189A (-23) PILOT INDUCED HARD LANDING WHICH CAUSED THE A/C TO BOUNCE AND PORPOISE. ON THE THIRD BOUNCE THE NOSE GEAR COLLAPSED. THE FORCE OF THE IMPACT CAUSED THE NOSE GEAR AFT FRAME SUPPORT ASSEMBLY TO FRACTURE AND PROTRUDE VERTICALLY THROUGH THE FUSELAGE AT THE FORWARD LOWER LEFT AND RIGHT WINDSHIEDL FRAME ASSEMBLY. THE FORWARD FUSELAGE AREA, STARTING AT THE NOSE TO APPROX. THREE FEET AFT OF THE NOSE GEAR DOORS WAS SCRAPPED AND DAMAGED AS THE A/C SLID APPROX. 150 YARDS ON THE ASPHALT SURFACE OF THE RUNWAY. ADDITIONALLY, BOTH PROPELLORS STRUCK THE RUNWAY SURFACE (ASPHALT) AND WERE CURLED INWARD FROM THE TIP TO APPROX. 12 INCHES UPWARD OF THE BLADE LENGTH. THERE WERE NO NOTICEABLE COMPRESSION TO OTHER AIRFRAME EXTERNAL STRUCTURES, NOR DAMAGE (VISUALLY DETECTABLE) TO THE LEFT OR RIGHT MAIN LANDING GEAR COMPONENTS OR STRUCTURE. (.4)ON SEPTEMBER 1, 2000, ABOUT 1355 CENTRAL DAYLIGHT TIME, A PIPER PA-34-200T, N223S, REGISTERED TO ROYAL SONS INC. AND OPERATED TO A PRIVATE OWNER, WAS DAMAGED DURING LANDING AT MADISON COUNTY EXECUTIVE AIRPORT, MERIDIANVILLE, ALABAMA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOR OLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND THREE PASSENGERS WERE NOT INJURED. THE FLIGHT LAST DEPARTED ALBANY, GEORGIA, THE SAME DAY ABOUT 1240. THE PILOT STATED THAT HE IS A MEMBER OF THE ROYAL SONS, INC. FLYING CLUB, AND THAT THE FLYING CLUB HAD JUST PURCHASED THE AIRCRAFT. HE WAS OPERATING THE AIRCRAFT AS A PERSONAL FLIGHT. HE LAST DEPARTED ALBANY, GEORGIA, AND HIS DESTINATION WAS MADISON COUNTY EXECUTIVE AIRPORT. THE APPROACH TO RUNWAY 36 AT MADISON COUNTY EXECUTIVE AIRPORT WAS NORMAL. AFTER THE LANDING FLARE, THE AIRCRAFT TOUCHED DOWN ON THE MAIN LANDING GEAR AND THEN BOUNCED. THE AIRCRAFT TOUCHED DOWN AGAIN, AND AGAIN BOUNCED. THE AIRCRAFT THEN PORPOISED AND TOUCHED DOWN ON THE NOSE LANDING GEAR. THE NOSE LANDING GEAR COLLAPSED AND THE WINDSHIELD CRACKED. HE MANEUVERED THE AIRCRAFT OFF THE RUNWAY INTO THE GRASS AND STOPPED. 20000901026769I (-23)ON SEPTEMBER 1, 2000, A CESSNA 182-TR182, N4928S, OWNED AND OPERATED BY ^PRIVACY DATA OMITTED^ ENCOUNTERED TOTAL LOSS OF ELECTRIC POWER. DURING APPROACH TO NORTH LAS VEGAS AIRPORT (VGT), 12 MILES WEST OF LONE MOUNTAIN, PILOT WAS UNABLE TO EXTEND LANDING GEAR. PILOT EXECUTED EMERGENCY PROCEDURES FOR EXTENDING LANDING GEAR. PILOT PERFORMED SLOW FLIGHT FOR TOWER TO VERIFY VISUALLY LANDING GEAR DOWN AND LOCKED. AFTER TOWER PERSONNEL VERIFIED THE GEAR APPEARED DOWN AND LOCKED, PILOT EXECUTED NORMAL LANDING ON RUNWAY 21 AND TAXIED TO RAMP. MAINTENANCE FOUND ALTERNATOR CIRCUIT BREAKER TRIPPED RESET CIRCUIT BREAKER AND RAN AIRCRAFT. ALTERNATOR WAS OPERATING NORMALLY UNTIL HEAVY LOAD WAS APPLIED, AND THEN THE ALTERNATOR WOULD FALL OFF LINE. MAINTENANCE DETERMINED ALTERNATOR FAILURE AND WILL SUMIT A M OR S ON REPLACEMENT PART. 20000901027129I (-23)AIRCRAFT LANDED ON RUNWAY 23 ROLLING OUT NEARING A TURN OFF TO A TAXIWAY. THE NOSE GEAR COLLAPSED FOLLOWED IMMEDIATELY BY THE RIGHT MAIN GEAR. THE AIRCRAFT SLID TO THE RIGHT SIDE OF THE RUNWAY OUT INTO THE GRASS WITH THE TAIL OF THE AIRCRAFT STILL ON THE RUNWAY. NO INJURIES WERE SUSTAINED BY THE PILOT OR PASSENGERS. INCIDENT REPORT NUMBER 20000025. 20000901027449I (-23)PILOT WAS PERFORMING A POWER-OFF STALL, DURING THE RECOVERY, AT APPROXIMATELY 2,5000 FEET, THE ENGINE DID NOT RESPOND WHEN THROTTLE WAS ADVANCED. THE AIRCRAFT DITCHED IN BISCAYNE BAY. FROM INTERVIEWS WITH THE PILOT AND THE STUDENT PILOT, THERE IS NO INDICATION OF A LACK OR INPROPER ACTIONS BEING TAKEN BY THE PILOT IN THIS INCIDENT. POST INCIDENT INVESIGATION FOUND NO MECHANICAL CAUSE FOR THE ENGINE NOT TO RESPOND. 20000901029969I (-23)^PRIVACY ^ WAS ON A PLEASURE FLIGHT ON THE LOCAL AREA AND WAS RETURNING TO HIS HOME BASE AT WILEY POST AIRPORT WHEN HE COULD NOT EXTEND HIS NOSE GEAR ON HIS AIRCRAFT. WILEY POST TOWER SENT HIM TO WILL ROGERS WORLD AIRPORT (OKC) AS THEY HAD EMERGENCY GROUND EQUIPMENT IN PLACE. AFTER DETERMING THAT ALL EMERGENCY ACTIONS TO EXTEND THE GEAR HAD BEEN EXHAUSTED, ^PRIVACY ^ ELECTED TO LAND ON HIS MAIN GEAR ON RUNWAY 13 AT OKC. THE LANDING WAS NORMAL AND THE NOSE OF THE AIRCRAFT SLID APPROXIMATELY 400 FEET DOWN THE MIDDLE ON THE RUNWAY. THERE WAS NO FIRE AND MINOR DAMAGE TO THE AIRCRAFT. 20000901031129I (-23)PILOT IN COMMAND DEPARTED KANSAS CITY DOWNTOWN AIRPORT (MKC) ON A FLIGHT TO ST. LOUIS DOWNTOWN-PARKS AIRPORT (CPS). THE ENGINE LOST OIL PRESSURE WHILE CLIMBING THROUGH 4,000 MSL AND THE PILOT MADE A SUCCESSFUL NIGHT FORCED LANDING AT THE INDEPENDENCE MEMORIAL AIRPORT (31P) WITHOUT DAMAGE OR INJURY. INVESTIGATION REVEALED A LOSS OF OIL PRESSURE FROM A FAULTY OIL FILTER CONVERTER PLATE GASKET, TEXTRON LYCOMING PART NO. LW-13388. EMERGENCY AD2000-18-53, ADDRESSING THE OIL FILTER CONVERTER PLATE GASKET, WAS ISSUED SEPTEMBER 5, 2000 DUE TO SEVERAL REPORTS OF GASKET FAILURES. THE OPERATOR IN SUBMITTING FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT. MCI-FSDO INCIDENT NUMBER CE2000IGA084 IS CLOSED WITH THIS REPORT. 20000901031149I (23)SAFETY RECOMMENDATION WILL BE SUBMITTED AFTER DISASSEBLY OF AIRCRAFT IS ACCOMPLISHED. 20000901036599A (-23)WHILE FLYING LOW OVER AN INDUSTRIAL AREA, MR. MOCKLER HIT A RADIO TO WER APPROX. 160 FEET ABOVE THE GROUND RESULTING IN A FATAL ACCIDENT. 20000901037209A (-23) AIRCRAFT ENGINE LOST POWER WHILE THE AIRCRAFT WAS ON APPROACH TO RWY 32 AT THE MANITOWISH WATERS AIRPORT (D25). THE AIRCRAFT DESCENDED INTO WOODED TERRAIN APPROX. 1/2 MILE FROM THE APPROACH END OF THE RUNWAY AND WAS DESTROYED. 20000901037219A (-23) THE PILOT STATED THAT UPON LANDING ON RUNWAY 14, A SEVERE ROTURG THERMAL, POSSIBLY A DUST DEVIL, IMPACTED THE AIRCRAFT ON THE RIGHT REAR TAIL SURFACES CAUSING THE A/C TO SKID SIDEWAYS INTO THE TURF ALONG SIDE THE RUNWAY. 20000901042529A (-23) ON LANDING AT JEFFERSONVILLE, IN (JVY), PILOT SELECTED LANDING GEAR DOWN WITH NO RESPONSE FROM THE LANDING GEAR SYSTEM. PILOT FLEW AROUND THE AIRPORT COMMUNICATING BY RADIO WITH MAINTENANCE PERSONNEL TRYING TO EXTEND LANDING GEAR. EMERGENCY LANDING GEAR SYSTEM COULD NOT BE ACTIVATED. A DECISION WAS MADE TO LAND THE AIRCRAFT WITH THE LANDING GEAR RETRACTED. AIRCRAFT LANDED GEAR UP WITH NO FURTHER INCIDENT AND NO INJURIES. 20000902008329A (-23) PILOT ALLOWED AIRSPEED TO GET TOO SLOW ON SHORT FINAL. A/C STALLED AND FELL INTO TREES AT APPROACH END OF RUNWAY. 20000902009289A (-23) PILOT STATED AFTER TOUCHDOWN, THE A/C SWERVED TO THE RIGHT AND HE HAD NO CONTROL OVER THE A/C. THE PILOT STATED THAT HE AND THE PASSENGER DETERMINED THAT THE RUDDER PEDAL CONTROLS FAILED TO RESPOND DUE TO THE FACT THAT THE PASSENGERS FOOT GOT STUCK BETWEEN THE RUDDER PEDALS. 20000902011849A (-23) AFTER BEING CLEARED TO LAND ON RUNWAY 25, N739HA TURNED FINAL AND DURING HIS FLARE, DRIFTED TO THE RIGHT OF CENTERLINE, OUT OF CONTROL, AND STALLED THE A/C. THE LEFT WING TIP STRUCK THE GROUND FIRST FOLLOWED BY THE NOSE WHEEL AND THE LEFT MAIN LANDING GEAR. THE PROP BLADES WERE BENT FORWARD. 20000902012319A (-23) ON 9/2/00, MR LINDSEY BREDEMEYER WAS FLYING N66607, A BOEING B-75N1 FROM GREENWOOD MS TO CAPE GIRARDEAU MO, ENROUTE TO A FINAL DESTINATION OF GALESBURG, IL. THE A/C IS OWNED BY MR.VERNON MAIN, WHO WAS SITTING IN THE REAR SEAT OF A/C. AT TEN MILES OUT FROM CAPE GIRARDEAU REGIONAL AIRPORT (CGI) MR VERNON MAIN CONTACTED CGI TOWER FOR A CLEARANCE LAND CGI TOWER CLEARED N666-7 TO LAND ON RUNWAY 02. AT APPROX 3 MILES FROM AIRPORT, N66607 CONTACTED CGI TOWER AND SAID THEY WERE HAVING A PROBLEM AND THEY THOUGH THEY WOULD NOT MAKE THE RUNWAY. THE A/C LANDED IN A CORN FIELD APPROX 2 MILES FROM THE END OF RUNWAY 02 TEARING OFF THE LANDING GEAR AND DAMAGING THE LOWER WINGS. MR.VERNON MAIN HAD COMMUNICATED WITH CGI TOWER CLAIMING THAT THE ENGINE WAS DEAD AND HE MUST OF RECEIVED SOME BAD FUEL. THE PILOT STATED THAT AFTER CALLING IN ON 2 MILE FINAL, THE ENGINE STARTED TO CUTOUT AND THAT THE FUEL IN THE TANK WITH THE MARKER AT THE LOWEST RED MARK (EMPTY). 20000902013759A (-23) PILOT OBSERVED FLYING HIGH SPEED LOW LEVEL MANEUVERS OVER A POPULAR OUTDOOR RECREATION AREA. WITNESSES STATE THEY HEARD HIS ENGINE LOOSE POWER WHILE GOING STRAIGHT UP. A/C APPARENTLY STALLED AND DID A RIGHT HAMMERHHEAD TURN TOWARDS THE GROUND. WITNESSES STATE THEY HEARD THE ENGINE RESTART JUST PRIOR TO IMPACT WITH THE GROUND. WHEN THE WITNESSES RUSHED TO THE CRASH, THEY OBSERVED THE PILOT AND A FEMALE PASSENGER APPEARING TO BE DECEASED. THEY ALSO OBSERVED SOME CONTAINERS OF BEER. TOOELE COUNTY SHERIFF HANDLING REPORT #100003630. AIRMAN WAS ISSUED A REPAIRMAN-A/C BUILDER INSPECTION FOR EXPERIMENTAL A/C T18CWS SERIAL #1424. SHERIFF'S REPORT SHOWS A LAST ENTRY OF 12-1-95 FOR INSPECTION. THIS SAME A/C CRASHED ON 2/27/96 ON I-80 NEAR EXIT #49. (SEE TOOEL COUNTY SHERIFF REPORT #96000665). NO OTHER RECORDS OF FAA INSPECTION COULD BE LOCATED FOR THIS A/C. IT IS THIS ^PRIVACY DATA OMITTED^ . 20000902015629A (-23) NO NARRATIVE 20000902023629I (-23)ON SATURDAY, SEPTEMBER 2, 2000, AT 1402 LOCAL, A CONTINENTAL EXPRESS ATR 42, N34817, FLIGHT 3653, RETURNED TO LAND AT SYR DUE TO SMOKE IN THE COCKPIT. THE AIRCRAFT WAS FERRIED TO A MAINTENANCE BASE IN BURLINGTON, VT FOR TROUBLESHOOTING. MAINTENANCE INSPECTED AND FOUND OIL ENTERING THE BLEED SYSTEM FROM THE NUMBER ONE ENGINE. THE ENGINE WAS BEING REPLACED AS OF 9/7/00. THIS INCIDENT IS CONSIDERED CLOSED. 20000902023689I (-23)THE PILOT STATED THAT, AFTER LANDING, THE LANDING GEARS FOLDED. THE LANDING RESULTED IN MINOR DAMAGE TO THE AIRCRAFT. THERE WAS NO PROPERTY DAMAGE, NO FIRE, AND NO NMAC. 20000902026719I (-23)ON TAKEOFF FIELD LOCATION AT APPROXIMATELY SEVENTY FEET, PILOT HEARD "METAL ON METAL" SOUND FROM REAR OF HELICOPTER IMMEDIATELY FOLLOWED BY AN AIRCRAFT RIGHT YAW OF APPROXIMATELY THIRTY DEGREES. PILOT ENTERED AUTOROTATION AND LANDED ON A SLOPE RESULTING IN THE TAIL ROTOR BLADES, TAIL SKID, AND LOWER VERTICAL FIN ON THE TAIL BOOM STRIKING THE GROUND. ADDITIONALLY, AIRCRAFT AFT LANDING GEAR CROSS TUBE AND STRUCTURAL SUPPORT WERE SPREAD/BENT RESPECTIVELY. INITIAL DISCUSSION OF AIRCRAFT DAMAGE WITH NTSB INVESTIGATOR ^PRIVACY DATA^ (CHICAGO) RESULTED IN AN AIRCRAFT DAMAGE ASSESSMENT OF AN INCIDENT. SUSPECT LOSS OR CONTROL OF TAIL ROTOR AUTHORITY. INVESTIGATION IS CONTINUING INTO DETERMINING THE CAUSE OF THE AIRCRAFT INCIDENT. 20000902026829I (-23) ON SEPTEMBER 2, 2000, AT APPROXIMATELY 1145 PM, ^PRIVACY DATA OMITTED^ LOST CONTROL OF N8477P DURING LANDING AT GREAT BEND, KS AFTER A NIGHT FLIGHT FROM MANHATTAN, KS. THE AIRCRAFT DEPARTED THE RUNWAY STRIKING A TAXI MARKER CAUSING DAMAGE TO ONE MAIN LANDING GEAR. 20000902026989I (-23)AS THE PARACHUTIST BOARDED THE LANDING GEAR FOOTSTEP DEVICE FROM WHICH HE WOULD INITIATE HIS JUMP, HIS LEFT JUMPSUIT LEGGING BECAME ENTANGLED WITH THE LEADING EDGE OF THE ABOVE-MENTIONED FOOTSTEP DEVICE, THUS PREVENTING A CLEAN EXIT FROM THE AIRCRAFT. THE PARACHUTIST REMAINED SUSPENDED FROM THE AIRCRAFT UNTIL THE PILOT SUCCESSFULLY LANDED ON A GRASSY AREA PARALLELING THE DEPARTURE AIRPORT'S RUNWAY 32. 20000902028099I (-23)^PRIVACY D^ ATTEMPTED TO TAKEOFF TO THE SOUTH ON A GRASS RUNWAY. THE CONDITIONS AT THE TIME ARE ESTIMATED: CLEAR SKIES, TEMP; 80, WINDS; 070/05, ALTIMETER; 30:00. THE GRASS RUNWAY WAS WET WITH DREW AND APPROX. 6 INCHES IN LENGTH. THE AIRCRAFT WAS FORCED INTO THE AIR BY THE PILOT. THIS ACTION ALLOWED THE AIRCRAFT TO BECOME AIRBORNE WITHOUT SUFFICIENT AIRSPEED. THE AIRCRAFT STRUCK A CORN FIELD THAT WAS APPROX. 8 FEET TALL. THE AIRCRAFT NOSED OVER AND IMPACTED THE BEAN FIELD WHICH SEVERED THE NOSE GEAR AND SPUN THE AIRCRAFT AROUND 180 DEGREES COMING TO REST ABOUT 150 FEET FROM THE INITIAL IMPACT WITH THE CORN. THE AIRCRAFT SUSTAINED DAMAGE TO THE RIGHT WING LEADING EDGE, TAIL CONE, TRANSPONDER ANTENNA, LOWER NOSE COWLING, EXHAUST SYSTEM AND THE PROPELLER. ^PRIVACY DATA OMITTED^ 20000902028359I (-23)ON SEPTEMBER 2, 2000, AT 2135E, A DC-9-81, REGISTERED AS N805NK, AND BEING OPERATED AS SPRINT AIRLINES (GTIA) FLIGHT 1851, LANDED AT "PIT" WITH THE NUMBER 2 ENGINE AT REDUCED POWER DUE TO A LOW OIL QUANTITY INDICATION. THE PILOT LOG BOOK ENTRY STATED THAT THE OIL QTY SHOWED "0" QTS. AND, AT THAT TIME, HE REDUCED POWER ON THE ENGINE AND CONTINUED TO "PIT" WITHOUT ANY OTHER PROBLEMS. MAINTENANCE FOUND A BAD ELBOW ON THE #4 BEARING GREATHER AND REPLACED THE BAD PART. THE ENGINE WAS LEAK CHECKED AND RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20000902029779I (-23)THIS AIRCRAFT WAS UNDERGOING FLIGHT TESTS AT THE TIME OF THIS INCIDENT. THIS IS AN EXPERIMENTAL CATEGORY AIRCRAFT IS UNDERGOING DEVELOPMENT FOR FUTURE PRODUCTION AS A HOMEBUILT/KIT. THE AIRCRAFT WAS ON ITS 2ND FLIGHT OF THE DAY WHEN, ON FINAL APPROACH IT WAS NOTED THAT THE LEFT MAIN GEAR DID NOT INDICATE DOWN & LOCKED. THIS INITIAL LANDING APPROACH WAS AT THE CANNON CITY AIRPORT. UPON REALIZING THERE WAS A GEAR PROBLEM, PIC DECIDED TO DO A FLY-BY AT THE PUBLEO TOWER. TOWER CONFIRMED THAT THE LEFT MAIN GEAR WAS NOT FULLY EXTENDED. LANDING WAS DECIDED TO BE AT PUEBLO, DUE TO AVAILABILITY OF CFR EQUIPMENT. LANDING RESULTED IN MINOR STRUCTURAL DAMAGE TO THE COMPOSITE STRUCTURE OF THE FUSELAGE. INVESTIGATION BY THE MANUFACTURER HAS REVEALED THAT A WELD ON THE LEFT MAIN STRUT DID NOT HAVE PROPER PENETRATION. THIS LANDING GEAR IS A FABRICATED UNIT UNIQUE TO THIS AIRCRAFT. DIFFERENT WELDING FABRICATOR IS PLANNED FOR FUTURE CONSTRUCTION. 20000902039249A (-23) AIRMAN DEPARTED 1F2 ENROUTE TO HIS PRIVATE AIRPORT INM SOUTH OF W57. HIS PREFLIGHT PLANNING DID NOT INCLUDE THE COLLECTION OF WEATHER INFORMATION OTHER THAN HIS PERSONAL OBSERVATION. AS HE CIRCLED HIS AIRFIELD FOR A LANDING TO THE EAST, THE RAIN BECAME HEAVY. JUST PRIOR TO TOUCH DOWN, A GUST OF WIND CAUSED THE CESSNA TO CLIMB. HE DESCENDED TOWARD THE 2100' WET GRASS RUNWAY ONLY TO BE LIFTED AGAIN BY ANOTHER GUST. AT THIS POINT THE PILOT ELECTED TO GO-AROUND. HE DECIDED TO NAVIGATE UNDER A SET OF WIRES WHICH ARE ADJACENT AND PERPENDICULAR TO THE EAST END OF HIS RUNWAY. DURING THIS MANUEVER HIS RIGHT WING IMPACTED A TREE. THE A/C TURNED 180 DEGREES TO THE RIGHT IMPACTED THE GROUND NOSE LOW, AND CAME TO REST UPRIGHT FACING THE OPPOSITE DIRECTION OF TRAVEL. HE SUFFERED MINOR INJURY TO HIS HEAD. THE A/C WAS SUBSTANTIALLY DAMAGED VIA DAMAGE TO: LEADING EDGE OF RIGHT WING, RIGHT WING ATTACHMENT TO FUSELAGE, ENGINE MOUNT BENT SIGNIFICANTLY UPWARD, ENGINE SUDDEN STOPPAGE, LEFT WING TIP SMASHED, LEFT ELEVATOR AND HORIZONTAL STABILIZER BENT. 20000902040129I (-23)CAAF 9983 WAS TAXING INTO A PARKING SPOT BETWEEN 2 PARKED B-747'S. THE PARKED B-747 TO THE LEFT OF CAAF 9983 WAS 4-8 FEET RIGHT OF CENTERLINE. CAAF 9983 FOLLOWED A LEFT TURN SIGNAL MORE ABRUPTLY AND AGGRESSIVELY THAN THE NWAA MARSHALLER EXPECTED. THE MARSHALLER THEN ATTEMPTED TO CORRECT THE SITUATION WITH A TURN TO THE RIGHT, A TURN WHICH CAUSED THE LEFT WINGTIP OF CAAF9983 TO MOVE FORWARD AND OUTBOARD, RESULTING IN CONTACT BETWEEN THE LEFT WINGTIP OF CAAF 9983 AND THE RIGHT WINGTIP OF THE NWAA B-747 PARKED TO THE LEFT. THE LEFT WINGWALKER SIGNALLED A STOP APPROXIMATELY 5 SECONDS PRIOR TO CONTACT. THE WINGWALKERS WANDS WERE UNLIGHTED. THE MARSHALLER HAS TAKEN RESPONSIBILITY FOR THE INCIDENT, RECOGNIZING PROPER ACTION WOULD HAVE BEEN TO SIGNAL A STOP, AND THEN TO TOW THE AIRCRAFT INTO THE REDUCED CLEARANCE PARKING SPOT. NWAA HAS INITIATED DISCIPLINARY AND EDUCATIONAL ACTION. 20000902040459I (-23) INSTRUCTOR PILOT IN SIC SEAT TOOK OFF WITH STUDENT AT THE DACY AIRPORT ON RNWY 9. THE STUDENT LOST CONTROL OF A/C AND INSTRUCTOR DID NOT RECOVER. AIRCRAFT RAN INTO CORN FIELD. AIRCRAFT COULD NOT BE FLOWN OUT IN THIS CONDITION. 20000902040849A (.4) ON SEPTEMBER 2, 2000, AT 1359 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 177B, N30955, LOST ENGINE POWER AND MADE A FORCED LANDING ON A DIRT ROAD IN AN OPEN AREA NEAR HINKLEY, CALIFORNIA. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE DURING THE LANDING ROLLOUT. THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FERRY FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT DEPARTED FROM THE PALM SPRINGS INTERNATIONAL AIRPORT, PALM SPRINGS, CALIFORNIA, AT 0930, AND WAS SCHEDULED TO TERMINATE AT THE YUCCA VALLEY, CALIFORNIA, AIRPORT. THE ACCIDENT SITE WAS APPROXIMATELY 76 SM FROM THE PALM SPRINGS AIRPORT ON A MAGNETIC BEARING OF 320 DEGREES. FROM YUCCA VALLEY, THE ACCIDENT SITE WAS ABOUT 63 SM ON A MAGNETIC BEARING OF 309 DEGREES. THE PILOT WAS INTERVIEWED BY A DEPUTY FROM THE SAN BERNARDINO COUNTY SHERIFF'S DEPARTMENT WHO RESPONDED TO A REPORT OF AN AIRPLANE LANDING ON A DIRT ROAD. THE PILOT STATED TO THE DEPUTY THAT HE HAD BEEN FLYING FOR 2 1/2 HOURS AND WAS CONFUSED AS TO HOW HE HAD GOTTEN TO HINKLEY. WHEN QUESTIONED AS TO WHY HE HAD LANDED ON A DIRT ROAD, THE PILOT STATED THAT HE RAN OUT OF GAS. THE DEPUTY FURTHER REPORTED THAT THE PILOT WAS UNABLE TO CARRY ON A LUCID CONVERSATION. IN THE PILOT'S WRITTEN STATEMENT HE REPORTED THAT HIS FUEL GAGE INDICATED EMPTY AND HE MADE A FORCED LANDING ON A ROAD. ON THE LANDING ROLLOUT, THE AIRPLANE STRUCK A RUT IN THE ROAD AND THE AIRPLANE WAS "CATAPULTED [ONTO] THE SIDE OF THE ROAD." THE PILOT FURTHER REPORTED THAT THERE WAS APPROXIMATELY 7 GALLONS OF FUEL ONBOARD PRIOR TO DEPARTURE. ACCORDING TO THE AIRCRAFT MANUFACTURER, THE AIRPLANE HAS A TOTAL FUEL CAPACITY OF 50 GALLONS; USABLE FUEL IS 24.5 GALLONS IN EACH FUEL TANK AND .5 GALLONS OF FUEL ON EACH SIDE IS UNUSABLE. FUEL BURN AT 2,300-2,400 RPM'S WAS APPROXIMATELY 10 GALLONS PER HOUR WITH ENDURANCE OF ABOUT 4.9 HOURS OF FLIGHT TIME. K-N-J AIRCRAFT MAINTENANCE RETRIEVED THE AIRPLANE. THE OWNER STATED THAT WHEN THE PILOT SPOKE TO HIM, HE INDICATED HE HAD RAN OUT OF FUEL, AND ON THE LANDING ROLLOUT HAD STRUCK A BERM AND THE LEADING EDGE OF THE HORIZONTAL STABILATOR WAS DAMAGED. HE FURTHER INDICATED THAT THE PILOT INFORMED HIM THAT THE AIRPLANE WAS STILL FLYABLE. WHEN RETRIEVAL PERSONNEL ARRIVED ON-SCENE THEY WERE UNABLE TO FLY THE AIRPLANE OUT OF THE AREA, DUE TO THE DAMAGEN RETRIEVAL PERSONNEL RECOVERED WHAT THEY ESTIMATED WAS ABOUT 2 GALLONS OF FUEL FROM EACH FUEL TANK. A PRIVATE CITIZEN REPORTED THE ACCIDENT ON OCTOBER 4, 2000, AFTER INSPECTION OF THE AIRPLANE REVEALED SUBSTANTIAL DAMAGE TO THE LEFT HORIZONTAL STABILATOR AND THE AFT BULKHEAD AREAS. (-23)THE PILOT DEPARTED PALM SPRINGS INTERNATIONAL AIRPORT AT APPROXIAMTELY 9:30 AM FOR A FLIGHT TO THE YUCCA CALLEY CA AIRPORT. THE FLIGHT WAS CONDUCTED AS AN AUTHORIZED FERRY FLIGHT TO POSITION THE AIRCRAFT TO THE YUCCA VALLEY AIRPORT TO CONDUCT AN OVERDUE ANNUAL INSPECTION. THIS FLIGHT SHOULD TAKE APPROXIMATELY 15 MINUTES. FOUR HOURS AFTER TAKEOFF, THE PILOT LANDED ON A DIRT ROAD AT HINKLEY CA NEAR BARSTOW CALIFORNIA, MORE THAN 80 SM NORTHWEST OF HIS ORIGINAL DESTINATION, WITH APPROXIMATELY FOUR GALLONS OF FUEL REMAINING IN THE FUEL TANKS. AS HE TAXIED THE AIRCRAFT OFF THE DIRT ROAD, HE HIT A SHURB OR POST DAMAGING THE STABILATOR. WHEN ASKED BY SHERIFF DEPUTIES HOW HE GOT TO HINKLEY, MR. KARSH SEEMED CONFUSED AND COULD NOT ACCOUNT FOR ALL HIS FLYING TIME OR HOW HE GOT TO THE BARSTOW AREA. THE SHERIFF PERSONNEL AND OTHER OBSERVERS AT THE SCENE OBSERVED THAT MR. KARSH APPREARED I NTOXICATED, OR ON MEDICATION AND HAD TROUBLE COMMUNICATING. LAW ENFORCEMENT FOUND NO APPARENT EVIDENCE OF DRUGS OR ALCOHOL AT THE SCENE. MR. KARSH WAS NOT INJURED AND REFUSED MEDICAL TREATMENT. BASED ON THE OBSERVATIONS OF SEVERAL WITNESSES TO MR. KARSH'S MENTAL STATE, A REQUEST WILL BE MADE TO REEXAM MR. KARSH'S MEDICAL FITNESS TO FLY. 20000902042319A (-23) ON SEPTEMBER 2, 2000, ABOUT 0800 ALASKA DAYLIGHT TIME, A PIPER PA-18 TUNDRA TIRE EQUIPPED AIRPLANE, N10572, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH TERRAIN DURING TAKEOFF FROM AN OFF AIRPORT GRAVEL BAR ABOUT 86 MILES EAST-SOUTHEAST OF MCGRATH, ALASKA AT 62 DEGREES, 01 MINUTES NORTH LATITUDE, 135 DEGREES, 19 MINUTES WEST LONGITUDE. THE SOLO PRIVATE PILOT WAS NOT INJURED. THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91, AS A PERSONAL FLIGHT, RETURNING TO ANCHORAGE, ALASKA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND NO FLIGHT PLAN WAS FILED. THE PILOT TOLD THE INVESTIGATOR IN CHARGE DURING A TELEPHONE INTERVIEW ON SEPTEMBER 2, THAT DURING HIS PREFLIGHT HE NOTED FROST ON THE WINGS AND TAIL SECTION OF THE AIRPLANE. HE DESCRIBED REMOVING THE FROST WITH A ROPE, AND HE BELIEVED HE HAD ADEQUATELY CLEANED THE LIFTING SURFACES. HE STATED THE AIRPLANE HAD ABOUT 32 GALLONS OF FUEL, AND 75 POUNDS OF SURVIVAL GEAR ON BOARD. THE PILOT SAID THE AIRPLANE CLIMBED TO BETWEEN FIVE AND TEN FEET ABOVE THE GROUND, AND THEN THE RIGHT WING STALLED. HE SAID THE RIGHT WING STRUCK THE GROUND AND THE AIRPLANE CARTWHEELED. THE PILOT STATED THAT HE BELIEVED FROST ONTHE AIRPLANE'S WINGS CAUSED THE STALL. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO THE RIGHT WING, TAIL ASSEMBLY, AND EMPENNAGE. 20000902043469A (-23) ON LANDING RUNWAY 27 AIRCRAFT WAS FLARED AND BOUNCED ONCE. PILOT ADDED POWER TO SETTLE AIRCRAFT. LEFT AXLE FAILED (WHEEL SEPARATED FROM AIRCRAFT) AND THE AIRCRAFT FLIPPED OVER. 20000903013299A (-23) PILOT LOST DIRECTIONAL CONTROL DURING CROSSWIND LANDING. WHEN BRAKES WERE APPLIED, AIRCRAFT FLIPPED OVER. 20000903013829A (-23) PIC WAS TURNING THE PROPELLOR BY HAND. BY HIS STATEMENT THIS WAS TO ASSURE THE CYLINDERS WERE CLEAR PRIOR TO STARTING ENGINE. THE ENGINE UNEXPECTEDLY STARTED. THE PIC'S WIFE WAS IN THE RIGHT COCKPIT SEAT. THE A/C GOT AWAY FROM THE PIC, HIT A HANGER RIPPING ONE WING OFF. THERE WAS APPROX 40 GALLONS OF FUEL SPILLED AS A RESULT OF THE WING SEPARATION. 20000903013949A (-23) PIC GUNNELS WAS FLYING AS THE RIGHT WINGMAN IN A THREE SHIP AT-6 FORMATION FLY-BY. THIS EVENT WAS CONDUCTED, FROM WITNESS OBSERVATIONS, BETWEEN 1700 AND 2500 FEET AGL-NO WAIVER REQUIRED. THIS FORMATION FLEW OVER THE HOLIDAY RODEO AT SBS, DURING A CLASSIC/ANTIQUE FLY-IN. THE FORMATION FLEW FROM NORTH TO SOUTH FROM THE RODEO GROUNDS. AFTER THE FORMATION PASSED OVER THE RODEO GROUND, TWO OF THE A/C MADE A LEFT TURN OUT. THE ACCIDENT A/C MADE A CLIMBING RIGHT TURN TOWARDS THE RISING TERRAIN. THE A/C WAS OBSERVED IN A RIGHT TURN, THEN ANABRUBT ROLL TO THE LEFT THROUGH THE INVERTED POSITION. THE A/C MADE TWO TURNS TO THE RIGHT WITH THE NOSE DOWN, FOLLOWED BY APPROX 6 MORE RIGHT SPINS IN A FLAT POSITION. THE A/C HIT THE GROUND WITH NO FORWARD MOVEMENT. 20000903015099A (-23) AFTER LANDING AND TAXI TO PARKING PILOT OBSERVED LEFT MAIN LANDING GEAR WAS SEVERED AT THE SPARE AND DAMAGED THE UPPER SURFACE OF THE WING. UPON INVESTIGATION IT WAS DISCOVERED THAT TWO OF THE FOUR LEFT MAIN GEAR MOUNTING BOLTS WERE EITHER LOOSE OR MISSING AND THAT THE REMAINING TWO BOLTS SHEERED ON LANDING. THE MISSING BOLTS WERE NOT VISIBLE ON PREFLIGHT INSPECTION BECAUSE A FAIRING THAT BLOCKED THEM FROM VIEW. IIC REMOVED THE SAME FAIRING FROM THE OTHER (RIGHT) LANDING GEAR TO DETERMINE IF THE SAME BOLTS WERE MISSING OR LOOSE. THEY WERE LOOSE. 20000903015179A (-23) PILOT WAS ON PLEASURE FLIGHT WITH DEPARTURE AND TERMINATION AT ROY E. RAY AIRPORT (5R7), WITH ENROUTE LANDINGS AT ST. ELMO (2R5) AIRPORT. THE PILOT CONFIGURED FOR LANDING AT 5R7 SELECTING FULL FLAPS. AT APPROX. 30 FEET AGL THE A/C ROLLED LEFT. THE PILOT STATED HE APPLIED OPPOSITE AILERON, RIGHT RUDDER, AND APPLIED ENGINE POWER TO INITIATE A MISSED APPROACH. THE A/C CONTINUED A LEFT ROLL AND IMPACTED THE GROUND CAUSING SUBSTANTIAL DAMAGE TO A/C. PILOT STATED THAT LEFT WING IMPACTED AT ANGLE OF APPROX. 15-20 DEGREES. THE LEFT WING TIP HIT CAUSING THE WING TO COMPRESS AND DAMAGE THE LEFT AIRLERON. THE NOSE GEAR COLLAPSED, THE PROPELLOR AND SPINNER WERE DESTROYED, THE ENGINE INCURRED SUDDEN STOPPAGE, ADDITIONAL DAMAGE TO ENGINE COWL, INTAKE, AND RIGHT FLAP. MAIN GEAR FRAME (STRUTS) BENT AND FAIRINGS WERE DESTROYED. THE FIREWALL, FUSELAGE, AND EMPENNAGE BULKHEAD SUSTAINED DAMAGE AND DISTORTION. (.4)ON SEPTEMBER 3, 2000, ABOUT 1210 CENTRAL DAYLIGHT TIME, A EUGENE L. CAPOZZI VAN RV-6A, N199EC, REGISTERED TO AN INDIVIDUAL, CRASHED DURING LANDING AT ROY E. RAY AIRPORT, BAYOU LA BATRE, ALABAMA, WHILE ON A TITLE 14 CFR PA RT PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND AIRPLANE TRANSPORT-RATED PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM BAYOU LA BATRE, ALABAMA, THE SAME DAY, ABOUT 1100. THE PILOT STATED THAT WHILE ON FINAL APPROACH TO RUNWAY 36, HE EXTENDED FULL WING FLAPS, AND MAINTAINED ABOUT 80 MPH UNTIL CLEAR OF THE TREES AT THE END OF THE RUNWAY. HE THEN REDUCED ENGINE POWER AND DESCENDED TOWARD THE RUNWAY. AT ABOUT 30 FEET ABOVE THE RUNWAY, THE LEFT WING DROPPED DOWN BETWEEN 20-30 DEGREES, AND HE APPLIED RIGHT AILERON CONTROL AND ENGINE POWER IN AN ATTEMPT TO CORRECT THE LEFT ROLL. THE ENGINE DID NOT SEEM TO RESPOND AND THE AIRCRAFT REMAINED IN THE LEFT ROLL. THE AIRCRAFT DESCENDED NOSE DOWN, APPROXIMATELY 15-20 DEGREES LEFT WING DOWN, AND COLLIDED WITH THE RUNWAY. MARKS ON THE GRASS INDICATED THAT THE OUTBOARD EDGE OF THE LEFT AILERON FIRST IMPACTED THE RUNWAY. THERE WERE 24 PROPELLER STRIKES ON THE GRASS RUNWAY OVER 36 FEET. THE DISTANCE BETWEEN THE FIRST AND SECOND WAS 10 INCHES. HE STATED A WITNESS TOLD HIM HE DID HEAR THE ENGINE INCREASE IN POWER BEFORE GROUND IMPACT. THE PILOT ALSO STATED HE OBSERVED NO MALFUNCTIONS IN THE AILERON SYSTEM AFTER THE ACCIDENT. THE PILOT-RATED PASSENGER STATED THE PILOT SLOWED TO APPROACH SPEED ABOVE THE TREES ON SHORT FINAL FOR RUNWAY 36. ABOUT 3 SECONDS AFTER WE CLEARED THE OBSTACLES OVER THE THRESHOLD, THE LEFT WING STARTED TO DROP AND HE YELLED TO THE PILOT "POWER". THE PILOT TOLD HIM LATER THAT HE DID NOT HEAR THE COMMAND DUE TO A FAILED INTERCOM TRANSMIT ON THE PASSENGERS SIDE. THE PILOT APPLIED RIGHT AILERON CONTROL AND ADDED POWER. HE DID NOT FEEL THE ENGINE RESPOND AS THEY RAN OUT OF ALTITUDE AND IMPACTED THE GROUND LEFT WING AND NOSE DOWN ABOUT 10 DEGREES. PROPELLER STRIKE ANALYSIS SHOW THAT IF THE ENGINE HAD BEEN OPERATING AT FULL POWER, 2,700 RPM, AT THE TIME OF GROUND IMPACT, THE AIRCRAFT WOULD HAVE HAD A GROUND SPEED OF ABOUT 51 MPH. IF THE ENGINE HAD BEEN OPERATING AT 2,500 RPM, THE GROUND SPEED WOULD HAVE BEEN ABOUT 47 MPH. THE PILOT STATED THAT THE AIRCRAFT STALLED AT 52 MPH WITH FLAPS EXTENDED FULL. 20000903029159I (-23)INCIDENT #IGL1920000029. WHILE IN CRUISE AT 8500 FEET, THE PILOT SLOWED THE AIRCRAFT TO PREPARE FOR THREE PARACHUTIST TO DEPART THE AIRCRAFT. WITHOUT ANY WARNING THE ENGINE FAILED AND THE PROPELLER SEIZED. THE THREE JUMPERS EXITED THE AIRCRAFT AND THE PILOT SET UP A 75 KNOTS GLIDE TO THE MACOMB AIRPORT WHERE HE LANDED WITHOUT INCIDENT. 20000903029519I (-23)AIRCRAFT LANDED RUNWAY 12 AT WHITEMAN AND ROLLED TO THE END OF THE RUNWAY AND WENT INTO THE GRASS ON WEST SIDE OF RUNWAY. DAMAGE TO PROP. NO INJURIES. ON 9-27-00 INSPECTED AIRPLANE, MAINTENANCE RECORDS AND PILOT LOGS. INTERVIEWED PILOT . HE CLAIMS THAT THE BRAKES WERE FADING DURING THE LANDING ROLL, AND THAT MADE IT NECESSARY TO TURN INTO THE INFIELD WHERE THE PROP STRIKE HAPPENED. CESSNA BRAKES HAVE BEEN INSTALLED ON THE AIRPLANE, BUT NO FAA FORM 337 WAS MADE NO LOGBOOK ENTRY CAN BE FOUND FOR THE INSTALLATION. REFERED TO AN AIRWORTHINESS INSPECTOR TO DETERMINE WHETHER OR NOT THE BRAKES WERE PROPERLY INSTALLED. 20000903029849I (-23)THE AIRCRAFT, UNDER THE DIRECTION OF A GROUND MARSHALLER, STARTED TO TAXI FROM THE TERMINAL GATE FOR DEPARTURE. THE MARSHALLER OBSERVED THE DISTANCE BETWEEN THE WINGTIP AND JETWAY WAS QUESTIONABLE AND SIGNALLED AN EMERGENCY STOP TO THE PILOT. THE PILOT REACTED APPROPRIATELY AND IMMEDIATELY STOPPED THE AIRCRAFT. A FLIGHT ATTENDANT WAS STANDING AND SECURING THE FORWARD GALLEY AS THE AIRCRAFT STOPPED. THE FLIGHT ATTENDANT FELL, STRIKING A GALLEY DOOR LATCH AND RECEIVED A LACERATION TO THE FOREHEAD WHICH REQUIRED FOUR STITCHES. 20000903031639I (-23)ON TAKEOFF FROM RUNWAY 27 AIRCRAFT ENGINE LOST POWER AND SETTLED INTO CORN FIELD. AIRCRAFT WAS REMOVED FROM CORN FIELD AND THE ENGINE WAS RUN BY THE OWNER/OPERATOR IN THE PRESENCE OF THE FAA FLIGHT STANDARDS INSPECTOR THAT WAS ON SITE. NO DISCREPANCIES WERE NOTED WITH ENGINE DURING THIS RUN. A MORE DETAILED INSPECTION OF THIS ENGINE HAS BEEN REQUESTED. 20000903043359A (-23) THE AIRCRAFT BROKE UP IN FLIGHT. AT THIS TIME THE ONLY ITEM FOUND ABNORMAL WAS A BROKEN SHAFT ON THE VACUUM/PRESSURE GYROSCOPIC FLIGHT INSTRUMENT POWER SYSTEM (AIR PUMP). THE GYROS HAD NO IMPACT MARKS WHEN DISASSEMBLED BY THE NTSB INSPECTOR. 20000904009009A (-23) LANDING ON A SANDBAR PILOT LOST CONTROL, GROUND LOOPED AIRCRAFT DAMAGED LEFT OUTBOARD WING, REAR SPAR AND LEFT ELEVATOR. 20000904014689A (-23) THE PILOT IN COMMAND STATED THAT HE LOST POWER AFTER TAKEOFF AND MADE A FORCED LANDING IN THE ONLY AVAILABLE FIELD. THE A/C HIT A WING TIP, LOST THE NOSE GEAR AND FLIPPED ON ITS BACK. EYEWITNESSES TO THE TAKEOFF STATED THAT THE A/C HAD 30 DEGREE TO FULL FLAPS DOWN DURING THE TAKEOFF ROLL AND THAT THE A/C SETTLED BACK TO THE RUNWAY AT LEAST TWICE DURING THE TAKEOFF. WITNESS'S ALSO STATED THAT THERE WAS A QUARTERING TAILWIND DURING TAKEOFF. (.4)ON SEPTEMBER 4, 2000, AT 0749 CENTRAL DAYLIGHT TIME, A CESSNA 150F AIRPLANE, N8783S, WAS SUBSTANTIALLY DAMAGED WHEN IT NOSED OVER DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR GUTHRIE, OKLAHOMA. THE PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURED. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING FROM THE MYRICK PRIVATE AIRPORT NEAR GUTHRIE, OKLAHOMA, AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT'S WRITTEN STATEMENT, THE AIRPLANE WAS CLIMBING THROUGH 100-150 FEET AGL WHEN THE ENGINE LOST APPROXIMATELY 200-300 RPM . THE PILOT ADDED THAT SOON AFTER THE ENGINE LOST POWER, THE STALL WARNING HORN SOUNDED AT APPROXIMATELY 45-50 MPH, WHILE HE WAS "TRYING TO MAINTAIN ALTITUDE." THE PILOT FLEW THE AIRPLANE TOWARD A FIELD, AND THE ENGINE REGAINED POWER AND IMMEDIATELY LOST POWER AGAIN. THE PILOT EXTENDED 30 DEGREES OF FLAPS TO SLOW HIS APPROACH TO THE FIELD. THE PILOT REPORTED THAT THE FIELD WAS ROUGH AND HAD "12 TO 18-INCH RUTS." THE AIRPLANE TOUCHED DOWN IN THE FIELD WITH THE LEFT MAIN LANDING GEAR FIRST AND BOUNCED AFTER IMPACTING A "DEEP RUT." THE AIRPLANE THEN IMPACTED THE GROUND WITH THE LEFT WING TIP. SUBSEQUENTLY, THE NOSE LANDING GEAR COLLAPSED, AND THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, STATED THAT THE AIRPLANE'S EMPENNAGE WAS STRUCTURALLY DAMAGED. HE ADDED THAT THE AIRPLANE HAD APPROXIMATELY 17 GALLONS OF FUEL ON BOARD, AND HE COULD NOT FIND ANY ANOMALIES WITH THE ENGINE. 20000904015239A (-23) ON SEPTEMBER 4, 2000, AT 12:25 LOCAL TIME, A BEECH 95, N3WT, SERIAL NO. TD-409, REGISTERED TO JAMES M. FIELDS CARASHED AT APPROX. 45 DEGREE NOSE DOWN ATTITUDE IN ODESSA, FL. APPROX. 3 MILES NW OF TAMPA EXECUTIVE AIRPORT (X41). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE A/C WAS DESTROYED AND THE PILOT DECEASED. THE FLIGHT ORIGINATED AT TAMPA EXECUTIVE AIRPORT SEPTEMBER 4, 2000 AT APPROX. 12:00. (.4) THE ACCIDENT AIRCRAFT WAS FOUND IN A FIELD AFTER AN EMERGENCY LOCATOR TRANSMITTER BEACON HAD MADE AN ALERT OF A POSSIBLE ACCIDENT HAVING OCCURRED. AT ABOUT 1225, A WITNESS, WHO HAD ALSO BEEN A STUDENT PILOT, WAS IN A HOUSING DEVELOPMENT NEAR WHERE THE ACCIDENT AIRCRAFT WAS FOUND, AND HE SAID THAT HE HAD OBSERVED AN AIRCRAFT MANEUVERING AT A LOW ALTITUDE, JUST ABOVE THE TREE LINE. HE SAID HE SAW THE AIRCRAFT ENTER A STEEP BANK, AND START A DIVE WITH ITS LEFT WING DOWN. ACCORDING TO THE WITNESS, THE AIRCRAFT THEN WENT BELOW THE TREE LINE, AND HE WAITED FOR SIGNS OF AN IMPACT, SUCH AS NOISE OR SMOKE, BUT DID NOT HEAR OR SEE ANYTHING. HE SAID HE THEN ASSUMED THAT THE PILOT MIGHT HAVE RECOVERED ENOUGH TO SET THE AIRCRAFT DOWN IN THE FIELD. HE SAID THE AIRCRAFT HAD DESCENDED AS AN EAGLE WOULD, HAD IT BEEN ATTACKING A SMALL ANIMAL. FAA TAMPA APPROACH RADAR INFORMATION SHOWED THAT THE ACCIDENT AIRCRAFT HAD BEEN AT 300 FEET AT 1221:44, AND IT HAD CLIMBED TO A MAXIMUM ALTITUDE OF 1,100 FEET AT 1223:35. AT 1224:21, RADAR INFORMATION SHOWED THE AIRCRAFT AT 700 FEET, PRIOR TO ALL RADAR INFORMATION BEING LOST. THE ACCIDENT OCCURRED DURING DAYLIGHT HOURS, IN VISUAL METEOROLOGICAL CONDITION, AND EXAMINATION OF THE ACCIDENT AIRCRAFT DID NOT REVEAL ANY PREEXISTING FAILURE OR MALFUNCTION TO THE AIRCRAFT OR ANY OF ITS SYSTEMS. THE ACCIDENT AIRCRAFT PROPELLER SIGNATURES THAT WERE FOUND WERE CONSISTENT WITH THE LEFT PROPELLER HAVING BEEN FEATHERED, AND THE RIGHT PROPELLER ROTATING UPON IMPACT. 20000904024249I (-23)^PRIVACY DA^ WAS ADMINISTERING A FLIGHT REVIEW TO AIRCRAFT OWNER ^PRIVACY DATA OMITTED^ , WHO DID NOT MEET THE PIC REQUIREMENTS OF 14 CFR PART 61.56(C). ^PRIVACY DATA^ WAS MANIPULATING THE CONTROLS OF THE AIRCRAFT WHILE DEMONSTRATING A POWER OFF APPROACH TO A PRIVATE AIRSTRIP. DURING THE APPROACH, ^PRIVACY DATA^ MANEUVERED THE AIRCRAFT ONTO A SLIP TO THE LEFT. WHEN A GO-AROUND WAS INITIATED AT APPROXIMATELY 150 FEET AGL, THE ENGINE FAILED TO PRODUCE POWER. ^PRIVACY DA^ TOOK CONTROL OF THE AIRCRAFT AND LANDED IT APPROXIMATELY 400 FEET FROM THE END OF THE RUNWAY. AFTER TOUCHDOWN, COTROL OF THE AIRCRAFT WAS AGAIN TRANSFERED TO ^PRIVACY DATA^, AND HE BEGAN BRAKING. THE AIRCRAFT WAS STOPPED AT THE END OF THE RUNWAY RESTING ON THE ENGINE COWLING. ^PRIVACY DA^ STATED THAT DURING THE APPROACH, THE FUEL ELECTOR WAS PLACED ON THE LEFT TANK, WHICH HAD APPROXIMATELY 8 GALLONS OF FUEL REMAINING. HE ADDED THAT IT WAS LIKELY THAT THE SLIP INITIATED DURING THE APPROACH CAUSED THE REAMINING FUEL IN THE TANK TO MOVE AWAY FROM THE TANK OUTLET, RESULTING IN FUEL STARVATION. 20000904027109I (-23)DURING APPROACH FOR LANDING, THE LANDING GEAR WOULD NOT COME DOWN. PILOT PERFORMED WHEELS UP LANDING ON GRASS PARALLET TO RUNWAY. AIRCRAFT CAME TO A STOP WITH MINIMAL DAMAGE AND NO INJURIES TO CREW. 20000904027519I (-23)PILOT'S STATEMENT INDICATES THAT HE MISJUDGED HIS APPROACH PATH AND LANDED SHORT OF THE RUNWAY BY ABOUT 100 FEET. PILOT WAS COUNSELED AND^PRIVACY DATA OMITTED^ 20000904028589I (-23)PILOT WAS ENROUTE FROM ARIZONA TO NORTH DAKOTA AT 11,000 FEET WHEN HE EXPERIENCED A MANIFOLD PRESSURE DECREASE. SHORTLY AFTER THAT THE OIL PRESSURE STARTED TO FAIL AND THE PILOT STARTED LOOKING FOR A PLACE TO LAND. THE ENGINE LOST POWER AND THE PILOT LANDED THE AIRCRAFT ON A COUNTY ROAD WITH NO DAMAGE TO THE AIRCRAFT OR THE OCCUPANTS DURING LANDING. DURING POST FLIGHT INSPECTION, IT WAS NOTED THAT OIL WAS LEAKING FROM THE ENGINE AREA. A MECHANIC FOUND AN OIL LEAK AT TURBOCHARGER CAUSING IT TO FAIL. ALL OTHER ENGINE COMPONENTS WERE FOUND TO BE IN SATISFACTORY CONDITION. 20000904029679I (-23)PILOT LOST DIRECTIONAL CONTROL WHILE ON LANDING ROLL-OUT ON COUNTY ROAD.NO WIND SOCK WAS AVAILABLE AND PILOT WAS UNABLE TO DETERMINE WIND DIRECTION. PILOT MEDICAL HAD EXPIRED ON 8/31/2000. 20000904029869I (-23)THE AIRCRAFT, EQUIPPED WITH EDO 89-1650 FLOATS, NOSED OVER AND SANK DURING TAXI FOR TAKEOFF ON LAKE HOOD, ALASKA. WHILE TAXING AND WAITING FOR TAKEOFF, THE NOSE BUMPER SEPARATED FROM THE RIGHT FLOAT WHICH PERMITTED SOME OF THE WOOD SCREWS USED TO ATTACH THE BUMPER TO THE FLOAT TO FALL OUT ALLOWING TO FLOW INTO THE FRONT FLOAT COMPARTMENT. THIS LOSS OF FLOATATION PERMITTTED THE AIRCRAFT TO NOSE OVER AND ROLL ONTO ITS BACK AND SINK. THE PILOT AND ONE PASSENGER EXITED OUT OF THE AIRCRAFT AND SWAM TO SHORE. 20000904030749I (-23)AS AIRCRAFT WAS BEING TOWED BACK TO THE GATE, THE TOW BAR BROKE AND AIRCRAFT CONTACTED TUG WITH RIGHT ENGINE. THE ENGINE WAS NOT RUNNING. THE RIGHT ENGINE NACELLE AND INLET COWL WERE DAMAGED. WHEN THE TOW BAR BROKE, IT DISCONNECTED THE INTERPHONE CONNECTION BETWEEN THE FLIGHT CREW AND THE TUG DRIVER AND COMMUNICATION WAS LOST. 20000904043449A (-23) AERO TOW LAUNCHED IN GLIDER IN ADVANCE OF FAST MOVING COLD FRONT, AND RELEASED OVER AIRPORT AT 2500'. UPON PILOT REALIZATION OF SEVERITY OF WEATHER HE INITIATED RETURN TO AIRPORT FOR LANDING. DURING THE PROCESS THE PILOTS FORWARD VISIBILITY WAS OBSCURED BY RAIN ON WINDSHIELD AND THE LEFT WING OF AIRCRAFT STRUCK A TREE LOCATED ON THE LEFT SIDE OF THE RUNWAY ABOUT 200' PAST ARRIVAL END. 20000905012299A (-23) ON 09-05-00, N60BW, AN AMATEUR BUILT AIRCRAFT, DEPARTED SEE ON A PLEASURE FLIGHT TO L32. UPON RETURN TO SEE, N60BW RECEIVED PERMISSION TO EXECUTE A LOW PASS DOWN RUNWAY 17, JOINING LEFT TRAFFIC FOR RUNWAY 27 LT. DURING THIS PASS THE VERTICAL STABILIZER AND RUDDER ASSY FAILED AND DEPARTED THE A/C. THE EMERGENCY LANDING WAS SUCCESSFUL, WITH NO FURTHER DAMAAGE TO A/C OR INJURIES TO THE PILOT. INVESTIGATION REVEALED FORWARD AND AFT VERTICAL STABILIZER ATTACH POINTS EXHIBITED WOOD ROT. (.4) ON SEPTEMBER 5, 2000, ABOUT 1214 HOURS PACIFIC DAYLIGHT TIME, A WILLIAMS MITE M18L, N60BW, OWNED AND OPERATED BY THE PILOT, EXPERIENCED THE IN-FLIGHT SEPARATION OF ITS VERTICAL STABILIZER AND RUDDER ASSEMBLIES APPROACHING THE GILLESPIE FIELD, SAN DIEGO, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE EXPERIMENTAL AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PRIVATE PILOT WAS NOT INJURED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM OCEANSIDE, CALIFORNIA, AT AN UNREPORTED TIME. THE PILOT INDICATED THAT ON FINAL APPROACH ABOUT 50 FEET ABOVE GROUND LEVEL, THE AIRPLANE'S ENTIRE STABI LIZER AND RUDDER ASSEMBLIES SEPARATED FROM THE AIRPLANE, AS A SINGLE UNIT. THEREAFTER, THE AIRPLANE VEERED SHARPLY TO THE RIGHT, AND THERE WAS A STRONG TENDENCY TO ROLL INVERTED. THE PILOT REGAINED CONTROL OF THE AIRPLANE, EXTENDED THE LANDING GEAR, AND LANDED ON RUNWAY 17 WITHOUT FURTHER MISHAP. THE SEPARATED COMPONENTS WERE SUBSEQUENTLY LOCATED ON AIRPORT PROPERTY. THE FEDERAL AVIATION ADMINISTRATION EXAMINED THE COMPONENTS AND REPORTED OBSERVING EVIDENCE OF DRY ROT ON THE FRACTURE SURFACES. 20000905016439I (-23) THE A/C BEGAN TO TAXI WITH THE GROUND POWER UNIT (GPU) STILL CONNECTED. THE ELECTRICAL CABLE WAS PULLED FROM THE GPU. THERE WAS NO DAMAGE TO THE A/C AND NO INJURIES. 20000905023669I (-23) NO NARRATIVE AVAILABLE. 20000905023719I (-23)AIRCRAFT OVERFLEW ONCE THEN MADE TWO LOW APPROACHES. THE PILOT ESTIMATED THAT THE WINDS WERE 10-15 KNTS WITH A SLIGHT LEFT CROSSWIND, THE WINDS FAVORED RUNWAY 6. ON THE THIRD APPROACH THE AIRCRAFT LANDED ON RUNWAY 6. THE AIRCRAFT TOUCHDOWN APPROXIMATELY 700 TO 1000 FEET PAST THE RUNWAY THRESHOLD AND ROLLED DOWN RUNWAY6. THE PILOT SAID THE "HE THOUGH HE WOULD HAVE PLENTY OF ROOM TO STOP AND HAD NOT IMMEDIATELY TAKEN AGGRESSIVE ACTION TO STOP THE AIRCRAFT." THE PILOT THEN REALIZED, AS HE APPROACHED THE END OF THE RUNWAY, THAT HE NEEDED TO AGGRESSIVELY APPLY BRAKES, WHICH HE DID. THE AIRCRAFT SLOWLY WENT OVER THE END OF THE RUNWAY AND DOWN AN STEEP ENBANKMENT. THE AIRCRAFT'S NOSE WHEEL DUG INTO THE SOFT GROUND WHICH CAUSED THE AIRCRAFT TO FLIP OVER ON ITS BACK AS IT WENT OVER THE EMBANKMENT. 20000905023919I (-23)AIRCRAFT ABORTED TAKE-OFF ON RWY 4L DUE TO LOSS OF POWER ON NO. 2 ENGINE. THE ENGINE SUSTAINED AN UNCONTAINED FAILURE OF THE 2ND STAGE LPT NOZZLE ASSEMBLY WHEREBY ALL 16 NOZZLE SEGMENTS EXITED THE LEFT SIDE OF THE LPT CASE. THE PERFORATION OF THE CASE EXTENED FROM 0900 TO 200 O'CLOCK POSITIONS (AFT LOOKING FWD). THE LPT CASE ALSO HAD A 360 DEGREE SEPARATION IN PLANE WITH THE 2ND STAGE LPT NOZZLE SEGMENTS AT THEIR L/E LOCATION. NO SECONDARY DAMAGE TO THE A/C AIRFRAME AND/OR FLIGHT CONTROLS WERE NOTED EXCEPT FOR THE VERTICAL FIN FAIRING DIRECTLY ABOVE THE NO. 2 ENGINE. ALL MAJOR PORTIONS OF THE UNCONTAINED FAILURE WERE RECOVERED FROM THE RUNWAY. NO. 2 ENGINE S/N 455276 STATUS: TSN 83701 CSN 15374, TSLSV 11562 CSLSV 1647. ASSESSMENT OF THE FAILURE INDICATED THAT THE 8 NOZZLE LOCKS THAT SECURE THE NOZZLE SEGMENTS TO THE LPT CASE FAILED, ALLOWING THE NOZZLE ASSEMBLY TO ROTATE WITHIN THE LPT CASE AND EVENTUALLY BREACHING THE CASE AND EXPELLING THE NOZZLE SEGMENTS. THIS INCIDENT IS CLOSED BUT OVERALL INVESTIGATION CONTINUES. 20000905025589I (-23)AIRCRAFT WAS FLOWN TO AUGUSTA REGIONAL/BUSH FIELD FOR ROUTINE MAINTENANCE. WHILE LANDING, THE CREW SAW A FOX ON THE RUNWAY. AFTER SHUTTING DOWN, THE CREW DID NOT NOTICE ANY DAMAGE TO THE AIRCRAFT. THE NEXT DAY GARRETT AVIATION, THE MAINTENANCE FACILITY, REPORTED THAT THE AIRCRAFT HAD SUSTAINED SOME DAMAGE TO THE RIGHT WING FLAT TRACKING EDGE. 20000905026709I (-23)09-05-00, HAWKER 125, N161WC, OWNED BY WC LEASING CORP. AND OPERATED BY ^PRIVACY DATA OMITT^ ENCOUNTERED AN ENGINE BLEED AIR VALVE MALFUNCTION AT CRUISE. THE VALVE IS USED FOR COCKPIT HEAT EMERGENCY PURPOSES AND FAILED TO CLOSE WHEN THE SWITCH WAS PLACED IN THE CLOSED POSITION. PILOT INITIATED IMMEDIATE DESENT FOR MCCARRAN INTERNATIONAL AIRPORT (LAS), THIS ALLOWED A POWER REDUCTION THAT REDUCED HOT BLEED AIR ENTERING IN THE COCKPIT. AIRCRAFT LANDED SAFELY AND TAXIED TO THE RAMP. MAINTENANCE FOUND THE FLIGHT DECK HEAT VALVE TO BE FAULTY AND REPLACED VALVE WITH LIKE ITEM. MAINTENANCE WILL FOLLOW UP AND SUBMIT A M OR D REPORT ON THE MALFUNCTION AND THE FAULTY VALVE. CASE CLOSED. 20000905027259I (-23)THE PILOT RELAYED TO JACKSONVILLE APPROACH CONTROL THAT WHILE IN THE VICINITY OF COLUMBIA,SC (CAE), DESCENDING OUT OF 18,000 FEET FOR 16,000 FEET, HE ENCOUNTERED MODERATE TURBULENCE. A FLIGHT ATTENDANT (F/A) RECEIVED A HEAD INJURY. INITIALLY, THE F/A STATED SHE WAS OKAY. PASSING BRUNSWICK, GA (SSI) THE CAPTAIN MADE ANOTHER INQUIRY, THE F/A STATED THAT SHE WAS EXPERIENCING DIZZINESS AND NAUSEA AND REQUESTED MEDICAL ATTENTION UPON LANDING, SHE WAS TRANSPORTED TO A JACKSONVILLE ARE HOSPITAL. SHE WAS RELEASED WITH A MINOR CONCUSSION. 20000905027659I STUDENT APPLIED CONTROL INPUT DURING SHORT FIELD LANDING - INSTRUCTOR WAS ONLY ABLE TO SALVAGE LANDING ENOUGH SO THAT AIRCRAFT WAS NOT SUBSTANTIALLY DAMAGED. 20000905028709I (-23)^PRIVACY DATA^ STATED THAT ALL SYSTEMS CHECKED NORMAL. AFTER TAKE OFF AND CLIMBING THROUGH EIGHT HUNDERED FEET THE ENGINE QUIT WITHOUT ANY ROUGHNESS OR BACK-FIRING. ^PRIVACY D^ FELT THAT THE RUNWAY WAS NOT AN OPTION, SO HE PERFORMED AN OFF-FIELD LANDING. RESULTING IN A DAMAGED NOSE GEAR AND ENGINE MOUNT. THE AIRCRAFT WAS QUICKLY REMOVED FROM THE LANDING SIGHT AND PLACED IN A HANGER, ASSISTED BY THE AIRPORT MANAGER, ALL WITHIN AN HOUR OF THE INCIDENT. THE AIRCRAFT WAS LOCATED IN A HANGER AND INSPECTED ALONG WITH THE MAINTENANCE RECORDS AND PILOT DOCUMENTS. MAINTENANCE AND PILOT RECORDS WERE FOUND TO BE IN ORDER. 20000905029139I (-23)PILOT INTENDED TO LAND AT AQUA CALIENTE SPRINGS (L54). HE MISTAKENLY LANDED AT RANCHO VALLECINTO, A PRIVATE RUNWAY, 6 MILES WEST OF AQUA CALIENTE SPRINGS. PILOT ATTEMPTED A SOFT FIELD TAKEOFF AND POSITIONED THE AIRCRAFT ON THE LEFT SIDE OF THE RUNWAY ON THE TAKEOFF RUN TO AVOID A LARGE GROWTH OF SAGEBRUSH ON THE RUNWAY. PILOT INADVERTANTLY PERMITTED AIRCRAFT TO DRIFT LEFT AND INTO SOFT SAND SHOULDER. NOSE GEAR THEN STRUCK TWO BAGS OF BLACKTOP, STACKED ONE ON THE OTHER, FOLLOWED BY FAILURE OF NOSEGEAR STRUT AND SUBSEQUENT PROPELLER STRIKE. AIRCRAFT CAME TO A REST NOSE DOWN, PARTIALLY OFF RUNWAY. PILOT SUSTAINED A LACERATION TO HIS NOSE, WHICH STRUCK EDGE OF INSTRUMENT PANEL. PASSENGER, ^PRIVACY DATA OMI^, UNINJURED. 20000905029169I (-23)PN 9/5/00 AT 1102 CDT A AMATEUR BUILT PITTS AIRCRAFT BEING OPERATED BY OWNER, AN PROPERLY CERTIFICATED PILOT AND SOLE OCCUPANT WAS TAXING OUT FROM THE TIE-DOWN AREA WHEN IT STRUCK THE RIGHT WING OF A PARKED AND TIE DOWN, LUSCOMBE 8-F AIRCRAFT. THE PITTS RECEIVED MINOR DAMAGE TO THE PROPELLER AND ENGINE COWLING. THE LUSCOMBE SUFFERED SUBSTAINTIAL DAMAGE TO THE RIGHT WING, RIGHT AILERON, AND RIGHT FLAP. THIS INSPECTOR TALKED TO THE OWNER OF THE LAUSCOMBE AND HE INDICATED THE AIRCRAFT MAY BE TOTALED AS THERE WAS DAMAGE TO THE RIGHT WING FROM THE FORCE OF THE STRIKE AND BEING TIED DOWN AS WELL AS THE FUSELAGE. HE INDICATED IT WAS INSURED FOR $25,000.00. THIS WAS DOWNGRADED TO AN INCIDENT BY NTSB ON 9/19/2000. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000905030019I (-23)THE PILOT DEPARTED AIRPORT M82 AFTER COMPLETION OF ANNUAL INSPECTION. DURING ANNUAL ADDITIONAL ADJUSTMENTS WERE MADE TO THE GEAR SYSTEM DUE TO PRIOR MALFUNCTIONS ASSOCIATED WITH GEAR RETRACTION (RECYCLED 6 TIMES ON GROUND). THE LANDING GEAR RETRACTED NORMALLY AFTER TAKEOFF. THE PILOT PLACED THE GEAR LEVER DOWN FOR LANDING, THE GEAR EXTENDED BUT NOSE GEAR DOORS WOULD NOT CLOSE. PILOT ATTEMPTED TO RECYCLE THE GEAR BUT THE LANDING LEVER WOULD NOT RESPOND, INITIATED EMERGENCY EXTENSION PROCEDURES WITH NEGATIVE RESULTS. PILOT CONFERRED WITH MECHANIC EMPLOYED BY ROCKET AVIATION AT M82 FBO. AGAIN EMERGENCY PROCEDURES EMPLOYED, STILL NEGATIVE RESULTS. UPON LANDING THE NOSE GEAR FOLDED CAUSING MINOR DAMAGE TO THE NOSE GEAR DOORS AND PROPELLER. THE NOSE GEAR EXTENDED AS THE TAIL WAS LOADED TO RAISE THE AIRCRAFT NOSE, ONLY A SLIGHT FORCE WAS REQUIRED TO OVERCENTER LOCK THE GEAR. THE NOSE LANDING GEAR CENTERING BRACKET CONTROL ARM (WELD ASSEMBLY) FRACTURED PREVENTING THE NOSE WHEEL FROM CENTERING, WHICH PROHIBITED THE LOCK MECHANISM FROM ENGAGING. 20000905030869I (-23)PILOT IN COMMAND (A COMPANY INSTRUCTOR AND CHECK AIRMAN) AND PILOT-IN-TRAINING DEPARTED KANSAS CITY DOWNTOWN AIRPORT (MKC) FOR DES MOINES INTERNATIONAL AIRPORT (DSM) ON A COMBINATION AIRCRAFT POSITIONING AND TRAINING FLIGHT. CRUISING AT 2,500 MSL IN THE VICINITY OF ALBANY, MISSOURI, OIL PRESSURE WAS LOST AND THE AIRCRAFT WAS SUCCESSFULLY LANDED IN A FARM FIELD WITHOUT DAMAGE OR INJURY. INVESTIGATION REVEALED A LOSS OF OIL PRESSURE FROM A FILTER CONVERTER PLATE GASKET, BUT WAS RECEIVED BY THE OPERATOR AFTER THE AIRPLANE HAD DEPARTED. MCI-FSDO INCIDENT NUMBER CE20000IGA083 IS CLOSED WITH THIS REPORT. 20000905031959I (-23)AIRCRAFT DEPARTED PTK ON RUNWAY 9L FOR TRAINING FLIGHT, CREW CONSISTED OF STUDENT AND INSTRUCTOR. ACCORDING TO STUDENT AND INSTRUCTOR, AIRCRAFT'S ENGINE QUIT SHORTLY AFTER TAKEOFF EXECUTED EMERGENCY LANDING ON RUNWAY 27L LOST DIRECTIONAL CONTROL AND DEPARTED RUNWAY AFTER LANDING. COULD NOT MAINTAIN DIRECTIONAL CONTROL, NOSE GEAR COLLAPSED. THERE WERE NO INJURIES. 20000905039469I (-23) DURING TAKEOFF ROLL ON A SHORT RUNWAY, AS THE A/C LIFTED OFF, THE ENGINE STARTED RUNNING ROUGH(HESITATING). THE PILOT STATED HE PULLED THE THROTTLE BACK TO GET THE A/C BACK ON THE RUNWAY SURFACE, BUT ENDED UP ON WET GRASS. AS A RESULT OF WET GRASS AND LOSS ON TRACTION, THE PILOT STATED THE A/C COULD NOT BE STOPPED BEFORE THE LANDING GEAR IMPACTED A LOW PROFILE FENCE. BELIEVE CARBURETOR ICE CAUSED THE ENGINE RUN ROUGH AND HESITATE. ENGINE PERFORMANCE CHECKED BY A & P MECHANIC. HESITATION COULD NOT BE DUPLICATED. 20000905040929A (-23) ON 9/5/2000 AIRCRAFT N1447D, CESSNA 170A RECEIVED SUBSTANTIAL DAMAGE AFTER RUNNING OFF THE RUNWAY (GROUND LOOP) DURING LANDING AT LIMESTONE COUNTY AIRPORT, MEXIA, TX. THE AIRCRAFT ROLLED DOWN A SLIGHT INCLINE BETWEEN THE TAXIWAY AND THE RUNWAY. THE RIGHT LANDING GEAR BOWED UNDER THE AIRCRAFT CAUSING DAMAGE TO THE FUSLAG STRUCTURE UNDER THE RIGHT FRONT SEAT. THE RIGHT HAND DOOR POST WAS BROKEN AT THE WINDSHIELD AND THE PLEXIGLASS WAS SEPARATED FROM THE FUSELAGE. THE PILOT REPORTED THAT DURING THE NORMAL LANDING THE WIND SHIFTED FROM THE SOUTH TO THE NORTHEAST, GIVING HIM A QUARTERING TAIL WIND. HE SAID THAT HE APPLIED APPROPRIATE CORRECTION AS THE AIRPLANE WAS SKIDDING SIDEWAYS. HE ALSO STATED THAT THE RIGHT WHEEL HIT A SMALL DIRT MOUND. THE RIGHT LANDING GEAR TIRE WAS FLAT. THE AIRCRAFT CAME TO REST FACING NORTHEAST APPROXIMATELY 75 FEET FROM THE RUNWAY ON THE EAST SIDE. 20000905042499A (-23) THE PILOT LANDED HARD AND SLIGHTLY YAWED CAUSING THE A/C TO CARTWHEEL ON THE WATER. A CONTRIBUTING FACTOR WAS THE SUN'S GLARE ON THE A/C'S DIRTY WINDSHIELD OBSCURRING THE PILOT'S VISION DURING FLARE-OUT. THE PILOT STATED THAT HE SHOULD HAVE COMMENCED A GO-AROUND WHEN HE LOST VISUAL REFERENCE WITH THE HORIZON. ^PRIVACY DATA OMITTED^ 20000906013689A (-23) DESCENDING OUT OF FL260, HIT TURBULANCE, THE FLIGHT ATTENDANT/MECHANIC SUFFERED A BROKEN ANKLE. 20000906014519A (-23) PILOT WAS JUST PULLING UP FROM A PASS, SPRAYING MALITHION ON A COTTON FIELD, WHEN HE NOTICED HEAT AND SAW FIRE FROM THE ENGINE. AS HE LOWERED THE NOSE, THE ENGINE QUIT. HE CONTINUED TO TURN INTO THE WIND, PULLED THE FLAPS ON AND LANDED HARD IN A CORNFIELD SOUTHWEST OF THE COTTON FIELD. THE VERTICAL IMPACT COMPONENT OF THE CRASH BROKE THE LEFT SUPPORT LEG OF THE PILOT SEAT, PARTIALLY PULLED THE ENGINE OFF THE MOUNTS, TORE OFF THE MAIN LANDING GEAR, BENT THE TAIL BOOM, BUCKLED THE FUSELAGE BREAKING THE HOPPER LOOSE, AND DAMAGED BOTH WING SPARS. THE PILOT HAD BRUISING ON HIS SHOULDERS FROM THE SHOULDER HARNESS AND A SORE NECK FROM THE WEIGHT OF THE HELMET. THE PILOT REPORTED THAT THE FLAMES CONTINUED DURING THE DESCENT AND LANDING, BUT THEN WENT OUT BEFORE THE DRY CORN STALKS CAUGHT FIRE. THE PROPELLOR WAS WIND MILLING AND CAUSED A LARGE AMOUNT OF DRAG. 20000906014629A (-23)THE PILOT WAS FLYING EAST, DISPENSING MALATHION ON A COTTON CROP, WHEN HE COLLIDED WITH IRRIGATION SYSTEM. PILOT FAILED TO SEE THE IRRIGATION SPRINKLER IN TIME TO CLEAR IT, HE STARTED A CLIMB, BUT HIS LANDING GEAR WAS TORN OFF IN THE COLLISION. THE PILOT MADE A SMALL TURN TO THE RIGHT AND MADE AN IMMEDIATE EMERGENCY LANDING IN THE COTTON FIELD WITHOUT THE MAIN WHEELS ATTACHED. IT WAS MID AFTERNOON IN THE SUMMER AND THE PILOT WAS WATCHING FOR, AND TRYING TO AVOID THERMALS IN THE FORM OF "DUST DEVILS" OR "WHIRL WINDS". HIS ATTENTION WAS DIVERTED AND HE SAW THE IRRIGATIN SUSTEM TOO LATE TO AVOID CONTACT. THE PILOT WAS NOT INJURIED, BUT THE CARRY THROUGH SPAR AND THE RIGHT WING MAIN SPAR WERE DAMAGED WHEN THE LANDING GEAR WAS TORN OFF OR DURING THE EMERGENCY LANDING. 20000906014679A (-23) THE PILOT LANDED THE A/C ON 17R. HE EXITED THE RWY AT ALPHA 5, AT THE TIME THE RIGHT ENGINE LOST POWER. THE PILOT STATED HE HAD THE BOOST PUMP ON, PRIMED THE ENGINE AND TRIED TO RESTART IT A COUPLE OF TIMES. THE PASSENGER IN THE RIGHT SEAT NOTICED FLAMES. THE PILOT CRANKED THE ENGINE SOME MORE TO TRY TO EXTINGUISH WHAT HE THOUGHT WAS AN ENGINE FIRE. THE FIRE DID NOT GO OUT;THE CREW EXITED THE A/C. THE FIRE SPREAD ON THE GROUND BENEATH THE A/C, BURNING THE LOWER FUSELAGE AREA. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. (.4) ON SEPTEMBER 06, 2000, AT 0952 CENTRAL DAYLIGHT TIME, A BEECH BE58 TWIN-ENGINE AIRPLANE, N84DE, WAS SUBSTANTIALLY DAMAGED WHEN THE RIGHT WING SUSTAINED FIRE DAMAGE WHILE TAXIING AFTER LANDING AT THE WILEY POST AIRPORT, NEAR BETHANY, OKLAHOMA. THE COMMERCIAL PILOT AND HIS PASSENGER WERE NOT INJURED. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY DAVIDSON TRANSPORT, INC., OF RUSTON, LOUISIANA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 POSITIONING FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE WILL ROGERS WORLD AIRPORT, OKLAHOMA CITY, OKLAHOMA. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT STATED THAT HE WAS FLYING THE AIRPLANE TO THE WILEY POST AIRPORT SO THE NOSE RADOME COVER COULD BE PAINTED. THE PILOT STATED THAT THE LANDING WAS UNEVENTFUL, AND HE WAS TAXIING THE AIRPLANE OFF OF THE RUNWAY WHEN THE RIGHT ENGINE LOST POWER. THE PILOT RESTARTED THE ENGINE; HOWEVER, THE ENGINE SOON LOST POWER AGAIN. THE PILOT WAS ATTEMPTING A THIRD START WHEN THE PASSENGER NOTICED A FIRE NEAR THE RIGHT WING ENGINE COMPARTMENT. THE PILOT STATED THAT HE PULLED THE RIGHT ENGINE MIXTURE TO IDLE CUT-OFF AND CONTINUED CRANKING THE ENGINE IN AN ATTEMPT TO SUCK THE FIRE INTO THE INTAKE MANIFOLD. THE FIRE CONTINUED TO BURN AND THE PILOT AND PASSENGER EXITED THE AIRCRAFT AND ATTEMPTED TO FIND HELP. THE FIRE EXTINGUISHED ON ITS OWN ACCORD. THE AIRPLANE'S FUSELAGE AND RIGHT WING SUSTAINED STRUCTURAL DAMAGE AS A RESULT OF THE FIRE. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, AND A MECHANIC, WHO EXAMINED THE AIRCRAFT AFTER THE EVENT, THERE WAS NO EVIDENCE OF RUPTURED FUEL LINES OR LOOSE FITTINGS. NUMEROUS ATTEMPTS TO OBTAIN A COMPLETED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2) FROM THE PILOT WERE UNSUCCESSFUL. 20000906028719I (-23)ON SEPTEMBER 06, 2000, AT OR ABOUT 1630ADT A FLOAT EQUIPED DEHAVILLAND SINGLE ENGINE OTTER DHC-3, N61FE, REGISTERED TO RAINBOW KING LODGE AND PILOTED ^PRIVACY DATA O^ A CERTIFIED PILOT OVERSHOOT THE LANDING WATERLANE ON THE DOUGLAS RIVER CAUSING MINOR DAMAGE TO THE LEFT WING AND MINOR DAMAGE TO ONE FLOAT COMPARTMENT. 20000906029429I (-23)DURING THIS PERSONAL FLIGHT OF AN EXPERIMENTAL (AMATUER BUILT) AIRCRAFT, UNDER VFR CONDITIONS THE COMMERICAL PILOT EXPERIENCED ENGINE FAILURE AFTER ROTATION. THE FLIGHT ENDED IN A COTTON FIELD OUTSIDE OF THE AIRPORT PERIMETER WITH THE GEAR UP. THE PILOT WHO WAS THE SOLE OCCUPANT SUFFERED NO INJURIES AND THE AIRCRAFT SUSTAINED ONLY MINOR DAMAGE. POST INCIDENT INSPECTION REVEALED THAT A CLAMP THAT HOLDS THE MIXTURE CABLE HAD NOT BEEN PROPERLY SECURED AFTER HAVING BEEN REMOVED DURING THE RECENT CONDITION INSPECTION. THIS ALLOWED THE MIXTURE CABLE TO MOVE INTO THE PATH OF THE NOSE GEAR RETRACTION MECHANISIM. WHEN THE NOSE GEAR WAS RETRACTED ON TAKEOFF IT MADE CONTACT WITH THE MIXTURE CABLE AND MOVED IT TO THE IDLE CUT OFF POSITION WHICH SHUT DOEN THE ENGINE. THIS INVESTIGATION IS CLOSED. 20000906030739I (-23)DURING A TRAINING FLIGHT, THE STUDENT WAS DEMONSTRATING EMERGENCY LANDING GEAR EXTENSION PROCEDURES. WHILE USING THE HAND PUMP TO EXTEND THE LANDING GEAR A LOUD POP WAS HEARD. THE SUBSEQUENT LANDING GEAR RETRACTION CYCLE APPEARED NORMAL. TWO TOUCH AND GO LANDINGS WERE PERFORMED WITHOUT ANY ABNORMAL LANDING GEAR INDICATIONS. UPON RETURN HOME BASE FOR LANDING, THE LANDING GEAR WOULD NOT EXTEND. THE EMERGENCY EXTENSION PROCEDURES WERE COMPLETED, HOWEVER THE LANDING GEAR REMAINED IN THE UP AND LOCKED POSITION. A SUCCESSFUL GEAR UP LANDING WAS PERFORMED BY THE INSTRUCTOR. THE AIRCRAFT SUSTAINED ONLY MINOR DAMAGE. UPON INSPECTION, THE HYDRAULIC HOSE FOR THE DOWN SIDE OF THE NOSE GEAR ACTAUTOR HAD SEPARATED FROM ITS SLEEVE AND NUT ASSEMBLY. THE FAILED HOSE APPEARED TO BE THE ORIGINAL HOSE INSTALLED AT THE FACTORY IN 1974. 20000906031429I (-23)LANDING GEAR WOULD NOT EXTEND FOR LANDING. PILOT ELECTED TO LAND IN GRASS ADJACENT TO THE PAVED RUNWAY RESULTING IN MINOR DAMAGE TO THE PROPELLERS AND TAIL TIE DOWN. PRELIMINARY ON-SCENE INVESTIGATION INDICATES FAILURE OF EITHER THE LANDING GEAR TRANSMISSION ASSEMBLY OR LIMIT SWITCH. M OR D WILL BE SUBMITTED WHEN EXACT PART IS IDENTIFIED. 20000906037579I (-23) PILOT STATEMENT: AFTER MAKING A NORMAL LANDING ON RUNWAY 32 AT THE NEW CASTLE COUNTY AIRPORT, THE AIRCRAFT SLOWED TO APPROXIMATELY 30 MPH OR SO. AT THAT POINT THE WIND SEEMED TO SHIFT AND GUSTED WITH MORE OF A TAIL WIND COMPONENT. THE TAIL STARTED TO LIFT AND AS I HELD AFT PRESSURE ON THE YOKE THE TAIL CONTINUED TO GO COMPLETELY OVER. I WAS NOT INJURED FROM THIS INCIDENT. THIS OCCURRED IN AERONCA N9308E AN 11AC CHIEF. 20000906042689A (-23) THE PILOT CIRCLED THE FIELD BEFORE LANDING AND JUDGED THE RUNWAY TO BE SAFE FOR LANDING. ON LANDING ROLL OUT THE AIRPLANE HIT DEEP RUTS THAT WERE NOT APPARENT FROM THE AIR, WHICH CAUSED THE PLANE TO SWERVE OFF THE RUNWAY INTO A GULLY. BEFORE DEPARTURE, AS A PRECAUTION, THE PILOT HAD SPOKEN WITH THE AIR CARRIER'S VILLAGE AGENT TO INQUIRE ABOUT LOCAL CONDITIONS BUT WAS NOT GIVEN INFORMATION REGARDING THE HAZARDOUS CONDITION OF THE RUNWAY. 20000907005279A (-23) AFTER DEPARTING ON A GRASS STRIP, AIRCRAFT CLIMBED APPROXIMATELY 150 FEET, APPEARED TO STALL, AND IMPACTED A FIELD. (.4) THE PILOT COMPLETED A LANDING TO A 1,600-FOOT LONG GRASS AIRSTRIP. AFTER LANDING, HE TAXIED TO THE END OF THE RUNWAY, TURNED AROUND, AND PREPARED TO MAKE A SHORT FIELD TAKE-OFF. THE PILOT SET THE FLAPS TO 25 DEGREES, APPLIED FULL POWER, PULLED THE YOKE TO THE FULL AFT POSITION, AND BEGAN THE TAKE-OFF ROLL. THE AIRPLANE CAME OFF THE GROUND ABOUT 1,200 FEET DOWN THE RUNWAY. THE PILOT RATED PASSENGER STATED THE PILOT 'PULLED THE AIRCRAFT UP TOO MUCH' AFTER TAKE-OFF, AND THE 'NOSE GOT TOO HIGH.' HE ALSO STATED, THE STALL WARNING LIGHT 'FLICKERED' AFTER PASSING OVER THE DEPARTURE END OF THE RUNWAY. THE PILOT STATED THERE WAS NOT ENOUGH AIRSPEED TO MAINTAIN LIFT, AND HE TURNED THE AIRPLANE TO THE LEFT AND LANDED HARD IN A FIELD ADJACENT TO THE RUNWAY. THE TERRAIN ROSE ABOUT 1,500 FEET BEYOND THE DEPARTURE END OF THE RUNWAY. THE PASSENGER STATED THAT THE RISING TERRAIN 'COULD BE VERY DECEIVING', BECAUSE FROM THE TAKE-OFF END OF THE RUNWAY, THE TERRAIN APPEARED CLOSER THAN IT ACTUALLY WAS. EXAMINATION OF THE AIRPLANE REVEALED THERE WERE NO MECHANICAL DEFICIENCIES. 20000907009399A (-23) ON SECOND PASS OF AERIAL APPLICATION 1.5 MILES NW OF ERIK, OK. A/C EXPERIENCED LOSS OF ENGINE POWER. PILOT ELECTED TO LAND IN THE PEANUT FIELD BEING SPRAYED. THE A/C FLIPPED OVER ONTO ITS BACK AFTER LANDING DUE TO THE SOFT SAND OF THE FIELD. (.4)ON SEPTEMBER 7, 2000, AT 0815 CENTRAL DAYLIGHT TIME, A GRUMMAN-SCHWEIZER G-164B AGRICULTURAL AIRPLANE, N8255K, WAS SUBSTANTIALLY DAMAGED WHEN IT NOSED OVER DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR ERICK, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY JAMES AERIAL SPRAYING OF SAYRE, OKLAHOMA. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 137 AERIAL APPLICATION FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE SAYRE MUNICIPAL AIRPORT AT 0800. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT STATED THAT HE WAS IN A TURN FOR THE SECOND PASS OVER A FIELD WHEN THE ENGINE STARTED TO "FLUTTER AND LOSE POWER." THE PILOT ADDED THAT HE APPLIED FULL POWER ON THE ENGINE CONTROLS; HOWEVER, THE ENGINE TACHOMETER INDICATED APPROXIMATELY 1,500-1,600 RPM. THE PILOT DUMPED THE LOAD AND SET UP FOR A FORCED LANDING IN THE FIELD. UPON TOUCHDOWN, THE AIRPLANE APPROACHED A SLOPE IN THE FIELD, NOSED OVER, AND CAME TO REST INVERTED. THE EMPENNAGE WAS STRUCTURALLY DAMAGED. THE REASON FOR THE LOSS OF ENGINE POWER WAS UNDETERMINED. 20000907013729A (-23) ON 9/7/00 AT APPROX. 0930 (LCL) A/C DEPARTED CORINTH (CRX) MS. ENROUTE TO BRANSON, MO. (PLK) DUE TO FUEL QUANTITY DISCREPANCY A PRECAUTIONARY LANDING WAS PLANNED FOR MOUNTAIN HOME, AR.(BPK). IT WAS DISCOVERED THE LANDING GEAR WOULD NOT EXTEND. THE MANUAL PUMP WOULD NOT RESPOND EITHER. FIRE AND EMERGENCY VEHICLES WERE DISPATCHED AND AWAITING WHEN A/C LANDED GEAR UP. GEAR UP ALNDING WAS ACCOMPLISHED AT APPROX. 1200 (LCL) WITH NO INJURIES TO PILOT OR 3 PASSENGERS. 20000907014189A (-23) DURING TAKEOFF, TWO ANTELOPE RAN IN FRONT OF THE AIRPLANE. THEY COLLIDED WITH THE NOSE WHEEL AREA CAUSING DAMAGE TO THE KEEL BEAM, ALSO THE RIGHT PROP WAS DAMAGED. THE TAKEOFF WAS SUCCESSFULLY ABORTED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE. 20000907014559A (-23) A/C INITIALLY DEPARTED WITH FULL FUEL, 106 GALLONS, FROM ABBEVILLE, LA. FOR A MAINTENANCE OPERATIONAL CHECK FLIGHT THAT LASTED AN ESTIMATED 5 MINUTES. AFTER LOADING PASSENGERS, THE A/C REPORTED OFF ABBEVILLE AT 0705 HRS. FLIGHT FOLLOWING RECORDED THE FOLLOWING ITINERARY. EUGENE ISLAND 50 AT 0732, ABBEVILLE AT 0804, SOUTH MARSH 142 AT 0910 AND NOTHING FOLLOWING THE ARRIVAL AT EUGENE ISLAND 309 AT 0921. PILOT DEPARTED EUGENE ISLAND 309 WITHOUT COMPANY FLIGHT PLAN FOR REFUELING AT EUGENE ISLAND 286. SINCE FUEL WAS NOT AVAILABLE, THE PILOT ELECTED TO PROCEDD TO EUGENE ISLAND 296B. A/C LANDED IN WATER WITH SUBSTANTIAL DAMAGE TO MAIN ROTOR, TAIL BOOM AND LANDING SKIDS. PILOT SWAN TO RIGH OF INTENDED LANDING AND REFUELING. A/C LOST POWER AND IMPACTED AT APPROX. 1000 HOURS LOCAL. NO EVIDENCE OF ENGINE SHUT DOWN BETWEEN APPROX. 0655 INITIAL START AND IMPACT AT APPROX. 1000 WITH A CUMULATIVE FLAT PITCH RUNNING TIME ESTIMATE OF 15 MINUTES. 20000907015499A (-23) PILOT TOOK OFF WITH THE FUEL QUANTITY BELOW THE MINIMUM QUANTITY SPECIFIED IN THE BEECH BONANZA A36TC PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL. AT THE TIME OF THE ACCIDENT THERE WAS APPROXIMATELY ONE QUART OF FUEL IN THE LEFT TANK AND APPROX 8 GALLONS OF FUEL IN THE RIGHT FUEL TANK. THE PILOT'S OPERATING MANUAL STATES "DO NOT TAKEOFF WHEN FUEL QUANTITY GAGES INDICATE IN YELLOW BAND OR WITH LESS THAN 13 GALLONS IN EACH WING FUEL SYSTEM. (.4) ON SEPTEMBER 7, 2000, ABOUT 1401 HOURS PACIFIC DAYLIGHT TIME, A BEECH A36TC, N7110M, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING SHORTLY AFTER DEPARTURE FROM MINDEN, NEVADA. THE COMMERCIAL RATED PILOT WAS NOT INJURED. THE PERSONAL FLIGHT WAS BEING OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT AND NO FLIGHT PLAN WAS FILED. THE ORIGINATING FLIGHT WAS DESTINED FOR SOUTH LAKE TAHOE, CALIFORNIA, 13 MILES SOUTHWEST. THE PILOT STATED TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR THAT HE WAS DEPARTING MINDEN AFTER HAVING AN OIL CHANGE. HE WAS DEPARTING WITH ABOUT 10 GALLONS OF FUEL ONBOARD , AND THE LEFT TANK WAS SELECTED FOR DEPARTURE. HE STATED THAT DUE TO DEPARTING TRAFFIC HE WAS DISTRACTED AND INADVERTENTLY DEPARTED ON THE FUEL TANK WITH THE LESSER AMOUNT OF FUEL. HE SAID HE DID NOT WANT TO SWITCH TANKS DURING THE CLIMB AND CHOSE TO WAIT FOR LEVEL FLIGHT. SUBSEQUENTLY, DURING THE DEPARTURE CLIMB, THE ENGINE QUIT. HE CHANGED FUEL TANKS AND TURNED THE FUEL BOOST PUMP ON IN AN ATTEMPT TO RESTART THE ENGINE. DURING POSTACCIDENT EXAMINATION, 1 QUART OF FUEL WAS DRAINED FROM THE LEFT TANK AND 8 GALLONS WERE DRAINED FROM THE RIGHT TANK. ACCORDING TO THE BEECH AIRCRAFT PILOT OPERATOR HANDBOOK, "IN NO CASE SHOULD A TAKEOFF BE MADE IF THE FUEL INDICATORS ARE IN THE YELLOW BAND OR, WITH LESS THAN 13 GALLONS OF FUEL IN EACH MAIN TANK." EACH MAIN FUEL TANK HAS AN UNUSABLE AMOUNT OF FUEL OF 3 GALLONS. 20000907023789I (-23)ON SEPTEMBER 7,2000, AT 2045 EST, A CESSNA CE-182-P, S/N 18262981, N52974, REGISTERED TO GRASS HOPPER FLYING CLUB, AND PILOTED BY ^PRIVACY DATA OMITT^, TAXIED INTO A DRAINAGE DITCH AT THE TOMPKINS COUNTY AIRPORT, ITHACA, NEWYORK. THE ARFF RESPONDED AND THE AIRCRAFT WAS TOWED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL INSPECTED THE AIRCRAFT AND FOUND THE ENGINE/PROPELLER EXPERIENCED SUDDEN STOPPAGE, AND THE TAIL CONE, AND RIGHT WING TIP FIBERGLASS FAIRING WERE CRACKED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO IFR FLIGHT WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT DUCHESS COUNTY AIRPORT, POUGHKEEPSI, NEW YORK ON SEPTEMBER 7, 2000. 20000907024509I (-23) ON SEPTEMBER 7, 2000, AT 1930 CST, A ROCKWELL S2C, N1664S, WHILE TAXIING EXPERIENCED A FAILURE OF THE LOWER SHOCK STRUT TUBE. THE COMMERCIAL PILOT RECEIVED NO INJURIES AND THE A/C SUSTAINED MINOR DAMAGE. THE A/C WAS BEING OPERATED UNDER 14 CFR PART 137 AT THE TIME OF THE INCIDENT. THE A/C WAS BEING OPERATED FROM MADDUCK MUNICIPAL AIRPORT, MADDOCK, N.D. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. 20000907025449I (-23)DURING CLIMB TO 10,000 FLIGHT CREW HEARD A "BUMP...NOTHING OUT OF THE ORDINARY". CONTINUED FLIGHT TO DTW. "DESCENT, APPROACH AND LANDING...NORMAL". ATCS REPORTED TAILCONE APPEARED TO HAVE STRUCK RUNWAY. AIRCRAFT TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE CREW FOUND TAILCONE ASSEMBLY HAD BROKEN FROM THE ATTACH LUGS AND WAS RESTING ON INBOARD ELEVATORS. UPPER TAILCONE DOORS WERE ALSO FOUND OPEN. ^PRIVACY DATA OMITTED^ THIS INCIDENT REPORT IS CONSIDERED CLOSED. 20000907028439I (-23)AFTER APPROX. 45 MIN. OF FLYING, PILOT REENTERED THE PATTERN & WAS PARCTICING TOUCH & GO LANDINGS AT CRESWELL. INCIDENT OCCURRED DURING HIS 2ND LANDING-TAKEOFF. HE MADE A NORMAL APPROACH & LANDED WITH 20 DEGRESS OF FLAPS. AS SOON AS NOSE WHEEL TOUCHED, HE RELEASED OVER & TURNED THE CARB. HEAT OFF. HE THEN SET THE FLAPS TO 10 DEGRESS & PROCEEDED TO PUSH IN ON THE THROTTLE. HE REACHED FULL POWER & WAS CHECKING THE AIRSPEED INDICATOR WHEN HE HEARD A DULL "CLUNK". THE PLANE BEGAN TO IMMEDIATELY MOVE TOWARDS THE LEFT. HE TRIED STRAIGHTENING THE PLANE USING TIGHT RUDDER, WITHOUT SUCCESS, AND HE BELIEVES THAT HE ALSO INSTINCTIVELY TUNRED THE YOKE TO THE RIGHT. HE THEN PULLED THE THROTTLE COMPLETELY BACK & STARTED APPLYING BOTH BRAKES. THE PLANE CONTINUED TO MOVE LEFT & DEPARTED THE R/W ENTERING THE GRASSY AREA BETWEEN THE R/W AND THE TAXIWAY. THE PLANE CONTINUED THROUGH THE GRASS, OVER THE PAVED TURNOFF FROM THE R/W & BACK DOWN THROUGH A DRAINAGE DITCH ON NORTH SIDE OF THE TURNOFF. THE NOSE GEAR BROKE OFF & THE PLANE CAME TO REST IN A NOSE DOWN ALTITUDE. 20000907029639I (-23)DURING CRUISE FLIGHT AT 3500' 10NM NORTHWEST ORLANDO EXECUTIVE AIRPORT, EXHAUST MANIFOLD OF RIGHT ENGINE #2 CYLINDER FAILED, CAUSING EXHAUST FLAMES TO MELT A LARGE HOLE IN THE FORWARD INBOARD SIDE OF THE RIGHT ENGINE COWLING. EXHAUST HEAT ALSO CAUSED THE RIGHT ENGINE PROPELLER CONTROL CABLE TO SEIZE. THE FLIGHT INSTRUCTOR ABOARD THE AIRCRAFT SHUT DOWN THE RIGHT ENGINE, BUT COULD NOT FEATHER THE PROPELLER DUE TO THE SEIZED PROPELLER CONTROL CABLE. ALTHOUGH THE AIRCRAFT COULD NOT MAINTAIN ALTITUDE WITH THE RIGHT PROPELLER WINDMILLING, THERE WAS SUFFICIENT ALTITUDE REMAINING TO ALLOW THE AIRCRAFT TO REACH ORLANDO EXECUTIVE AIRPORT. THE FLIGHT INSTRUCTOR ACCOMPLISHED A SAFE LANDING AT ORL WITHOUT INCIDENT. 20000907030069I (-23)SUBJECT AIRCRAFT WAS TAXING ON TAXIWAY CENTERLINE FOR DEPARTURE FROM AIRWAYS, INC. DURING TAXI THE LEFT WING TIP STRUCK A PARKED FUEL TRUCK. 20000907032859I (-23)WHILE CONDUCTING AN FAR PART 135.293 VFR HELICOPTER COMPETENCY CHECK THE PILOT WAS ASKED TO SIMULATE A LEFT STUCK PEDAL TAIL ROTOR FAILURE. THE PILOT SELECTED A LANDING SITE HE THOUGH WAS MORE SUITABLE FOR THE LANDING THAN THE LANDING SITE THEY HAD BEEN USING. A SHALLOW APPROACH TO THE LANDING AREA WAS INITIATED WITH THE A/C YAWED LEFT. THE PILOT SURMISED THAT THE LEFT STUCK PEDAL WAS PROBABLY ADEQUATE TO BE ABLE TO BRING THE A/C TO A HOVER. THE PILOT ADDED POWER TO LEVEL OFF AT ABOUT ONE FOOT SKID HEIGHT AND SLOWED THE A/C. AS THE A/C STRAIGHTENED OUT IN THE DIRECTION OF FLIGHT, THE PILOT INSTINCTIVELY REDUCED THE COLLECTIVE AND TOUCHED DOWN AT A VERY SLOW GROUND SPEED. TEH SKIDS SUNK INTO THE SOFT SAND AND TEH A/C ROCKED FORWARD, STOPPED, AND ROCKED BACK TO REST ON THE SKIDS. MINOR DAMAGE TO THE A/C RESULTED. THE PILOTS VAST EXPERIENCE WAS EVIDENT IN THAT WHEN THE A/C ROCKED FORWARD HE DID NOT PULL AFT ON THE CYCLIC WHICH COULD HAVE CAUSED THE MAIN ROTOR TO STRIKE THE TAIL BOOM AND CAUSE FURTHER, MORE EXRENSIVE, DAMAGE. THE PILOT THEN SHUTDOWN THE A/C FOR INSPECTION WHICH ALSO SHOWED GOOD JUDGEMENT. THE PILOT NOTED THE FOLLOWING LESSONS TO BE LEARNED FROM THIS FLIGHT: 1) ALTHOUGH BOTH THE PILOT AND THE CHECK PILOT BELIEVED THE MANUEVER WOULD TERMINATE AT A HOVER HE, THE PILOT, INSTINCTIVELY SET THE A/C DOWN WHEN THE NOSE PASSED THROUGH THE 12 O'CLOCK POSITION IN RELATION TO IT'S FLIGHT PATH. THIS WOULD HAVE BEEN THE PROPER ACTION TO TAKE HAD THIS BEEN AN ACTUAL EMERGENCY SITUATION. 2) HE, THE PILOT, CHANGED THE LOCATION OF THE ALNDING ZONE WITHOUT DOING A N INSPECTION OF THE NEW LANDING SITE PRIOR TO SIMULATING THIS MANUEVER. 3) WHEN SIMULATING SYSTEM MALFUNCTIONS VERBALLY THE EXPECTED OUTCOME OF THE MANUEVER BETWEEN THE PILOTS. 4) LOCATE A DESIRABLE AND APPROPRIATE AREA TO CONDUCT SIMULATED EMERGENCIESTHE PILOT WAS COUNSELLED. NO FURTHER ACTION REQUIRED. 20000907036229A (-23)SEPTEMBER 7, 2000 BELL HELICOPTER, N52BM, CRASHED ABOUT 0905 EST IN MOUNTAINOUS TERRAIN NEAR WAYNESVILLE, NORTH CAROLINA. THE UH-1H HELICOPTER REGISTERED TO THE USDA FOREST SERVICE WAS BEING OPERATED BY THE NORTH CAROLINA STATE FORESTRY SERVICE AS A TITLE 14 CFR PART 91 PUBLIC USE AIRCRAFT. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED, THE AIRCRAFT WAS DESTROYED, AND THE PILOT AND A CREW CHIEF SUSTAINED FATAL INJURIES. 20000907039129A ( 23) A/C LANDED SHORT ON RUNWAY 22 AT SEAMAN'S FIELD (9N3). UPON LANDING, A/C HIT RUNWAY END IDENTIFYING LIGHT AND LANDED HARD. THE LEFT GEAR WAS SHEARED OFF AND RIGHT GEAR BENT. THE A/C SLID DOWN THE RUNWAY TO THE LEFT, COMING TO REST IN THE GRASS AREA FACING 180 DEGREES TO APPROACH. A/C SLID APPROX. 450 FEET BEFORE STOPPING. ENGINE WAS STILL RUNNING AFTER ACCIDENT AND PILOT WAS NOT HURT. (.4)ON SEPTEMBER 7, 2000, ABOUT 1800 EASTERN DAYLIGHT TIME, A PIPER PA-24-260, N8704P, WAS SUBSTANTIALLY DAMAGED DURING A LANDING AT SEAMANS FIELD (9N3), FACTORYVILLE, PENNSYLVANIA. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED, AND VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT, CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE PILOT REPORTED THAT HE WAS PRACTICING A SHORT FIELD LANDING, AND "MUST HAVE GOTTEN BEHIND THE AIRPLANE." THE AIRPLANE TOUCHED DOWN ABOUT 1 FOOT SHORT OF THE RUNWAY, BROKE THE LEFT LANDING GEAR, BENT THE RIGHT LANDING GEAR, AND DAMAGED BOTH WINGS. THE PILOT ALSO NOTED THAT THERE WERE NO MECHANICAL PROBLEMS WITH THE AIRPLANE. THE PILOT STATED THAT HE HAD RETURNED FROM A DAY TRIP, AND MADE A FULL-STOP LANDING AT DUSK. HE THEN TAXIED BACK, TOOK OFF, AND FLEW A PATTERN FOR A PRACTICE SHORT FIELD LANDING TO RUNWAY 22. DURING THE LANDING, THE AIRPLANE STRUCK A RUNWAY THRESHOLD LIGHT, THE LEFT LANDING GEAR STRUT COLLAPSED, AND THE AIRPLANE VEERED OFF TO THE LEFT. THE PILOT ALSO REPORTED THAT HE HAD OVER 9,400 HOURS OF FLIGHT TIME. WINDS, RECORDED AT AN AIRPORT 12 NAUTICAL MILES TO THE SOUTH, ABOUT 1/2 HOUR BEFORE THE ACCIDENT, WERE FROM 180 DEGREES TRUE, AT 8 KNOTS. 20000907039699A (-23)HELICOPTER STRUCK HIGH TENSION POWER LINES, SUBSEQUENTLY CRASHED IN A FIELD AND BURNED. INJURIES WERE FATAL TO THE PILOT. 20000907040809A (.4) THE AIRPORT CONSISTED OF A SINGLE RUNWAY ORIENTED ON A HEADING OF 140/320 DEGREES. A TAXIWAY ORIENTED ON A 120 DEGREE HEADING INTERSECTED THE RUNWAY AT ITS MIDPOINT. THE PILOT REPORTED THAT THE VISIBILITY WAS 500-1,000 FEET WITH FOG AT THE TIME OF DEPARTURE. BEFORE HE TOOK OFF, THE PILOT ASKED HIS PASSENGER TO WALK THE LENGTH OF THE RUNWAY TO OBSERVE ANY OBSTRUCTIONS, DUE TO THE REDUCED VISIBILITY. THE PILOT THEN TAXIED TO THE RUN-UP PAD, SET THE HEADING OF HIS HSI TO 120 DEGREES, AND INITIATED THE TAKEOFF. WHEN THE AIRSPEED REACHED 80 KNOTS, THE PILOT REALIZED HE HAD INITIATED THE TAKEOFF ON THE TAXIWAY INSTEAD OF THE RUNWAY. HE ABORTED THE TAKEOFF AND ATTEMPTED TO MANEUVER THE AIRPLANE TO THE RUNWAY. THE AIRPLANE CROSSED THE RUNWAY, IMPACTED A TREE, AND CAME TO REST UPRIGHT IN A CORNFIELD. THE WEATHER REPORTED AT THE TIME OF THE ACCIDENT AT AN AIRPORT 9 MILES AWAY WAS: WIND FROM 320 DEGREES AT 2 KNOTS; VISIBILITY 1/16 MILE WITH FOG; SKY PARTIALLY OBSCURED; CEILING 200 FEET OVERCAST. (-23) I IIC (DAVID R CARREAU), ARRIVED ON SCENE AT NORTH HAMPDEN, MA AIRPORT (7B2) AT APPROXIMATELY 9:25 AM EST. THE LOCAL AUTHORITIES INCLUDED THE NO RTH HAMPDEN FIRE DEPARTMENT LEAD BY FIRE CHIEF ^PRIVACY DATA OMI^ AND A MASSACHUSETTS STATE POLICE OFFICER ^PRIVACY DATA O^ THE PILOT (PIC) FRANCIS I. BLAIR AND (PASSENGER) HIS SON ^PRIVACY DAT^ HAD ESCAPED FROM THE WRECKAGE WERE ALSO PRESENT WITH NO INJURIES TO GREET ME. THEY WERE MENTALLY COHERENT, BUT PHYSICALLY TRAUMATIZED FROM THE AIRCRAFT ACCIDENT. MY FIRST QUESTION TO THE PIC WAS: "HAVE YOU EVER LANDED OR TAKEN OFF FROM THIS PARTICULAR AIRFIELD (7B2)?" HIS REPLY WAS: "ABOUT THREE YEARS AGO." HE STATED HE HAD FLOWN IN AND OUT OF THIS PARTICULAR AIRFIELD (7B2) ABOUT THREE YEARS AGO. THE PASSENGER, ^PRIVACY DAT^ HIS SON, (WHO WAS ALSO PRESENT DURING THE PIC INTERVIEW), LAUGHED WHEN I ASKED THE PIC THE QUESTION PERTAINING TO TAKE-OFF AND LANDINGS FROM THIS AIRPORT. THE PIC STATED THAT HE OBSERVED A 120 DEGREE COMPASS HEADING FROM HIS DIRECTIONAL GYRO INSTRUMENT IN THE AIRCRAFT COCKPIT, BUT HIS ORIGINAL FLIGHT PLAN WAS TO TAKE-OFF FROM RUNWAY RW 14, THE INSTRUMENT READING SHOULD HAVE BEEN 143 DEGREES IF LINED-UPON THE RUNWAY. I ASKED THE PIC AFTER OBSERVING THIS HEADING FROM THE DIRECTIONAL INSTRUMENT IN THE COCKPIT WHEN TAXXING: "WHAT WERE YOU THINKING AT THIS POINT IF YOU OBSERVED A 120 DEGREE HEADING INSTEAD OF 143?" HE STATED: "I SHOULD HAVE STOPPED TAXIING OF THE AIRCRAFT IF I WASN'T SURE OF MY DIRECTIONAL HEADING." I ALSO ASKED HIM IF HE KNEW AT THE TIME OF TAXIING IF THE AIRCRAFT WAS ACTUALLY ON THE TAXIWAY" HE HAD NO RESPONSE. HE HAD ORIGINALLY FILED A FLIGHT PLAN WITH BDL AIR TRAFFIC CONTROL CENTER WITH A VOID TIME OF 1153 ZULU USING INSTRUMENT FLIGHT RULES (IFR). THE PASSENGER, HIS SON ^PRIVACY DAT^ STATED THATTHE PIC HAD HIM GET OUT OF THE AIRCRAFT DURING TAXIING TO SEE IF THERE WERE ANY OBSTRUCTIONS IN FRONT OF THE AIRCRAFT BEFORE PRECEEDING TO A TAKE-OFF. THE PIC'S ATTEMPTED TAKE-OFF DEPARTURE PATH FROM THE TAXIWAY WAS EVIDENTLY MARKED AT THE ACCIDENT SITE WITH MAIN LANDING GEAR TIRE SKIDS ACROSS RUNWAY (RW14) FROM THE TAXIWAY. THE AIRCRAFT'S LANDING GEAR TIRE INDENTATIONS WERE IN THE GRASS IN THE DIRECTION TO THE NORTHEAST SIDE OF THE RUNWAY FOR ABOUT ANOTHER 400 FEET. THE LINE OF FOLIAGE ADJACENT TO THE EDGE OF THE AIRFIELD HAD BEEN REMOVED DURING THE AIRCRAFT'S LOW PARTIAL FLIGHT BY THE AIRCRAFT'S MAIN LEFT WING. THE AIRCRAFT'S LEFT MAIN WING IMPACTED THE LINE OF FOLIAGE ADJACENT TO THE GRASS FOR APPROXIMATELY ANOTHER 440 FT., THEN THE AIRCRAFT SETTLED HORIZONTAL ACROSS A DIRT ROAD ADJACENT TO THE EDGE OF A CORNFIELD. THE AIRCRAFT LAY RESTING IN A HORIZONTAL POSITION ON THE LOWER FUSELAGE SKIN WITH MAIN LANDING GEAR RETRACTED, AND NOSE LANDING GEAR FOLDED TO THE LEFT UNDER THE FUSELAGE NOSE. 20000907043399A (-23) AIRCRAFT WAS LANDED ON A GRASS STRIP BETWEEN ROWS OF CORN. THE LEFT WING CONTACTED THE CORN AND YAWED THE AIRCRAFT TO THE LEFT INTO THE CORN ROWS. 20000908006039A (-23) PILOT ATTEMPTED TO EXTEND HIS FLARE & TOUCHDOWN BY A SLIGHT ADDITION OF POWER. PILOT REPORTED HEARING A "BACKFIRE" SOUND AND NO INCREASE IN ENGINE POWER. AFTER A QUICK SCAN OF HIS INSTRUMENTS, HE NOTICED THE A/C YAWING SLIGHTLY TO THE LEFT. AIRCRAFT WAS UNRESPONSIVE TO RUDDER CORRECTION, SO HE AGAIN APPLIED AN INCREASE IN THROTTLE. ENGINE DID NOT IMMEDIATELY RESPOND TO HIS SECOND INCREASE IN THROTTLE & THE RUDDER WAS STILL UNRESPONSIVE TO INPUT. SUDDENLY, THE ENGINE REGAINED POWER (NOW AFTER TWO INCREASES IN THROTTLE POSITION.) THE NOSE YAWED MORE TO THE LEFT, PUTTING THE A/C ON A COURSE TOWARD A 4' FENCE. IN AN EFFORT TO AVOID THE FENCE, PILOT PULLED THE NOSE OF THE AIRCRAFT UP. THE AIRCRAFT WENT OVER THE FENCE, CONTACTED THE GROUND SHARPLY ON THE LEFT WINGTIP, THEN CONTACTED HEAVILY ON THE NOSE. WHEN THE FUSELAGE STRUCK THE GROUND, THE AIRCRAFT HAD ROTATED APPROX. 285 DEGREES FROM ITS ORIGINAL HEADING AND STARTED MOVING BACKWARD FOR APPROX.60 YDS, STRIKING TREES AT THE EDGE OF A SMALL RAVINE. WITNESS ON THE GROUND REPORTS HEARING A "GUNSHOT" SOUND COME FROM A/C. 20000908006269A (-23) DURING PRACTICE TOUCH AND GO LANDING, STUDENT FLARED HIGH AND LOST CONTROL OF AIRCRAFT DURING GO AROUND ATTEMPT. INSTRUCTOR PILOT UNABLE TO REGAIN CONTROL OF AIRCRAFT BEFORE IT EXITED RUNWAY INTO BEAN FIELD, CROSSED DRAINAGE DITCH AND HIT OTHER SIDE OF DITCH, SHEARING OFF LANDING GEAR BEFORE STOPPING. 20000908007509A (-23) ON SEPT. 8, 2000, AT 16:52 MDT, A CESSNA A185F, N269DP, OPERATED BY JOHN A DAVENPORT FOR PERSONAL TRANSPORTATION, RAN OFF THE RIGHT SIDE OF RUNWAY 06 AND FLIPPED SHORTLY AFTER LANDING AT SIERRA BLANCA REGIONAL AIRPORT (SRR), RUIDOSO, NEW MEXICO. VISUAL METEOROLOGICAL CONDITIONSPREVAILED AT THE TIME WITH WINDS FROM 170 DEGREES GUSTING FROM 11 TO 18 KNOTS. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE PILOT (SOLE OCCUPANT) WAS UNINJURED. THE FLIGHT ORIGINATED AT FAYETTE REGIONAL AIR CENTER (3T5), LA GRANGE, TEXAS, APPROXIMATELY 3 HOURS EARLIER THAT DAY. A WEATHER BRIEFING HAD BEEN OBTAINED AND NO FLIGHT PLAN HAD BEEN FILED. (.4) ON SEPTEMBER 8, 2000, AT 1652 MOUNTAIN DAYLIGHT TIME, A CESSNA A185F, N269DP, WAS SUBSTANTIALLY DAMAGED DURING LANDING ROLL WHEN THE AIRPLANE GROUND LOOPED AT SIERRA BLANCA REGIONAL AIRPORT, RUIDOSO, NEW MEXICO. THE PRIVATE PILOT, THE SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. THE PILOT WAS OPERATING THE AIRPLANE UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY PERSONAL FLIGHT THAT ORIGINATED 3 HOURS, 37 MINUTES BEFORE THE ACCIDENT. THE PILOT HAD NOT FILED A FLIG HT PLAN. THE PILOT SAID THAT HE WAS LANDING ON RUNWAY 06. THE RECORDED WINDS, AT 1652, WERE 150 DEGREES AT 11 KNOTS; THE RECORDED WINDS AT 1645 WERE 170 DEGREES AT 11 KNOTS GUSTING TO 18 KNOTS. THE PILOT REPORTED (ON HIS NTSB FORM 6120.1/2) THAT THE WINDS WERE CALM. WITNESSES STATED THAT THE AIRPLANE LEFT THE RIGHT SIDE OF THE RUNWAY, AND STRUCK A RUNWAY LIGHT. THE AIRPLANE GROUND LOOPED TO THE RIGHT, SEPARATED ITS LEFT WHEEL, AND THEN NOSED OVER. THE VERTICAL STABILIZER WAS BENT, THE RIGHT STRUT WAS BENT, AND THE LEFT WING WAS WRINKLED. 20000908015419A (-23) PILOT'S STATEMENT: ON FRIDAY, SEPTEMBER 8, 2000 AT ABOUT 6 P.M., I WAS MAKING AN APPROACH TO LAND ON RUNWAY 31 AT FRIEDMAN MEMORIAL AIRPORT, HAILEY, IDAHO, MY HOME BASE. AFTER REPORTING SLUDERS AT 7500' TO THE TOWER, FOLLOWING HIS INSTRUCTIONS AND CLEARANCE TO LAND, I PROCEEDED TO THE EAST SIDE OF THE VALLEY PASSING OVER THE TOWN OF BELLEVUE AT APPROXIMATELY 7000' AND BEGAN THE TURN AND DESCENT TO FINAL. I HAD ESTABLISHED A GOOD GLIDE PATH USING THE VASI, GOOD AIRSPEED OF 80-85 KNOTS AND WAS CRABBED INTO THE WIND ABOUT 15 DEGREES TO THE WEST TO COMPENSATE FOR AN INCONSISTENT CROSSWIND. THE WIND CONDITIONS ARE OFTEN RATHER SWIRLY AT THE SOUTH END OF 31 AND I AM AND WAS CONSCIOUS OF THAT. AS I APPROACHED THE END OF THE RUNWAY, THE WIND SUDDENLY AND QUITE ABRUPTLY STOPPED AND MY AIRSPEED DROPPED SUDDENLY TO THE AIRPLANE LITERALLY QUIT FLYING AND DROPPED TO THE GROUND. 20000908015469A (-23) MR. MASON MADE FINAL CHECK/VERIFICATION OF FUEL FLOW VALVE USING HIS FOOT, WITHOUT VISUAL CONFIRMATION (VALVE LOCATED UNDER COCKPIT CONTROL PANEL. THE VALVE DOES NOT HAVE A HARD STOP, SO THE POTENTIAL FOR THE VALVE TO GO BEYOND, OR SHORT OF "FULL OPEN" IS VERY POSSIBLE WITHOUT THE OPERATOR ENSURING THIS VISUALLY. THE POSSIBILITY THAT, UNDER FULL POWER LOAD REQUIREMENTS, THE A/C EXPERIENCED PARTIAL FUEL STARVATION, IS LIKELY DUE TO THE FACT THAT THE VALVE MAY WELL HAVE BEEN IN A POSITION OTHER THAN "FULL OPEN". 20000908018569I (-23) DURING TAKEOFF ROLL, PRIOR TO ROTATION, THE PILOT EXPERIENCED A SEVERE VIBRATION. THE PILOT ABORTED THE TAKEOFF AND SHUT DOWN THE ENGINES. AN INSPECTION OF THE AIRCRAFT REVEALED THAT A FEATHERING COUNTERWEIGHT ON A LEFT PROPELLER BLADE HAD FAILED AND DEPARTED THE AIRCRAFT DAMAGING THE SPINNER AND THE OPPOSITE BLADE. THE SEARCH FOR THE FEATHERING COUNTERWEIGHT IN THE SURROUNDING AREA HAS BEEN UNSUCCESSFUL. 20000908023809I (-23)STUDENT PILOT WHILE TAXING AFTER LANDING ON TAXIWAY TO TERMINAL COLLIDED WITH A FENCE CAUSING LEFT WING TIP DAMAGE. WING TIP WAS REPLACED, AIRCRAFT RETURNED TO SERVICE. 20000908023829I (-23)PILOT PERFORMED A NORMAL LANDING ON RUNWAY 27 IN LOCKHAVE, PENNSYLVANIA. ON ROLL-OUT, THE PILOT REACHED FOR AND RAISED THE LANDING GEAR HANDLE INSTEAD OF THE FLAPS. THE LANDING GEAR SUBSEQUENTLY COLLAPSED CAUSING SUBSTANTIAL DAMAGE TO THE AIRFRAME, ENGINES, AND PROPELLERS. THERE WERE NO INJURIES INVOLVED. 20000908027509I (-23)AFTER TAKE-OFF, A PORTION OF THE #3 ENGINE NOSE COWL ACOSTIC LINER SEPARATED AND ENTERED ENGINE INTAKE. ATC DECLARED AN EMERGENCY. AIRCRAFT RETURNED TO AIRPORT WITHOUT ENGINE SHUTDOWN. FLAMES WERE WITNESSED COMING FROM REAR OF #3 ENGINE. AIRCRAFT LANDED WITHOUT INCIDENT. 20000908029039I (-23)ON SEPTEMBER 8, 2000, AT APPROXIMATELY 1000 EDT, A CESSNA 172 RG, N115HM, OWNED AND OPERATED BY THE COMAIR AVIATION ACADEMY, MADE A HARD LANDING DURING A CERTIFICATION FLIGHT TEST AT THE ORLANDO COUNTRY AIRPORT, NEAR PLYMOUTH, FLORDIA. THE HARD LANDING CAUSED DAMAGE TO THE NOSE GEAR WHEEL WELL AND LOWER AFT FIREWALL AREA. VISUAL METEORLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE TWO CREWMEMBERS WERE NOT INJURED. THE CHECK INSTRUCTOR, ^PRIVACY DATA OMITTED^ . THE FLIGHT TEST ORIGINATED AT THE ORLANDO SANFORD AIRPORT NEAR SANFORD, FLORIDA AT APPROXIMATELY 0930 ON SEPTEMBER 8, 2000. THE APPLICANT, ^PRIVACY DATA OMITTED^ 20000908029559I (-23)^PRIVACY DA^ WAS ON A VFR FLIGHT FROM KANSAS CITY TO MACON, MISSOURI. WHEN HE ARRIVED TO MACON AND ENTERED A DOWNWIND FOR THE RUNWAY, THE LANDING GEAR FAILED TO DEPLOY. AFTER SEVERAL ATTEMPTS TO LOWER THE LANDING GEAR WITHOUT SUCCESS, HE RETURNED TO THE KANSAS CITY DOWNTOWN AIRPORT FOR A LANDING ON RUNWAY 19. BEECHCRAFT MECHANICS INDICATED TO ^PRIVACY DA^ THAT THE DYNAMIC BRAKE HAD FAILED ON THE GEAR MOTOR, AND THIS LET THE GEAR CRANK UP OVER CENTER, NOT ALLOWING THE LANDING GEAR TO BE LOWERED. 20000908037119A (-23) ON SEPTEMBER 8, 2000, APPROX. 0810 MDT, A PIPER PA-22-108, N4730Z, PILOTED BY MR. LARRY P. PELFREY WITH PASSENGER MR. DORSE D. DILLON DEPARTED CUSTER STATE PARK AIRPORT (3VO) (ELEVATION 3,980 FEET MSL) ON RUNWAY 33. AT APPROX. 0820 MDT, N4730Z IMPACTED THE SIDE OF A CLIFF, APPROX. 4 MILES NW OF 3VO(APPROXIMATE ELEVATION 4,500 FEET MSL) BOTH OCCUPANTS OF N4730Z SUFFERED FATAL INJURIES. 20000908040069A (.4)ON SEPTEMBER 8, 2000, ABOUT 0925 EASTERN DAYLIGHT TIME, A LAKE LA-4-200, N2594P, WAS SUBSTANTIALLY DAMAGED DURING A TOUCH AND GO LANDING ON LAKE WINNIPESAUKEE, LACONIA, NEW HAMPSHIRE. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE OVER FLEW THE LAKE AT 500 FEET FOR AN INTENDED LANDING. THE WATER CONDITIONS LOOKED "GOOD," AND THE PILOT OBSERVED TWO BOATS THAT WERE ABOUT 1 MILE FROM THE AREA WHERE HE PLANNED TO LAND. THE AIRPLANE TOUCHED DOWN ON THE LAKE AND THE PILOT ELECTED TO PERFORM A TOUCH-AND-GO. AS THE TAKEOFF RUN BEGAN, AT A SPEED OF ABOUT 50 KNOTS, THE AIRPLANE PASSED THROUGH THE WAKE OF A MOTORBOAT. THE PILOT ATTEMPTED TO ABORT THE TAKEOFF; HOWEVER, THE AIRPLANE NOSED OVER, BEFORE RE-FLOATING UPRIGHT ON ITS PONTOONS. (-23) PILOT WAS GOING TO DO A TOUCH & GO. LANDED AND WAS STARTING T/O. DID OT SEE BOAT WAKE. HIT WAKE AND BOUNCED. NOSED INTO SECOND WAKE. 20000908042389A (-23) ON SEPTEMBER 8, 2000 AT ABOUT 1340 HOURS, ADT, A WHEEL EQUIPPED CE-180, N2347C, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT HIT A TREE DURING TAKEOFF FROM THE STERLING AIRPARK AIRPORT AND LANDED OFF THE AIRPORT. THE ATP PILOT/OWNER AND ONE OTHER PASSENGER WERE NOT INJURED. THE WEATHER WAS VFR WITH A LIGHT WIND ON THE GROUND. THE PILOT STATED THAT SHE DECIDED TO TAKEOFF WITH A VERY SLIGHT DOWNWIND BECAUSE THE TREES WERE LOWER IN THE TAKEOFF DIRECTION. THE PILOT ALSO STATED THAT JUST AFTER LIFTOFF, TURBULENCE AND A DOWN DRAFT WERE EXPERIENCED. THE AIRCRAFT HIT SOME SMALL TREES AND THEN LANDED IN THE TREES. 20000908043859A (-23) PILOT WAS PRACTICING FOR HIS CFI. HE HAD BEGUN PRACTICING MANEUVERS FOR ABOUT 1 HOUR AND WAS ON TAKE-OFF ROLL ON RWY 27, CROSS KEYS, NJ WHEN HIS SEAT SLID BACK (RT SEAT). PILOT COULD NOT REACH CONTROLS. AIRPLANE VEERED OFF RUNWAY TO LEFT AND WENT AIRBORNE, STALLED OUT-IMPACTED GROUND. ^PRIVACY DATA OMITTED^ 20000909005949A (-23) PILOT WAS INTERRUPTED BY CUSTOMER WHILE UNTYING STRAPS SECURING HELICOPTER TO TRANSPORT TRAILER DURING RELOCATION. HE HAD UNTIED THREE OF FOUR STRAPS AND RETURNED TO HELICOPTER AND ATTEMPTED TO TAKE OFFF WITH FOURTH STRAP STILL SECURED. HELICOPTER TILTED TO RIGHT AND ROTOR BLADES CONTACTED THE GROUND, SEVERLY DAMAGING THE HELICOPTER. (.4)ON SEPTEMBER 9, 2000, AT 1415 CDT, A BELL 47G-3B-2, N2243W,REGISTERED TO AND OPERATED BY AERIAL APPLICATION TECHNOLOGOGIES, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH THE GORUND DURING AN ATTEMPTED TAKEOFF FROM A TRAILER 20 MILES NORTH OF PINE HILL, AL. THE AIRLINE TRANSPORT CERTIFIED PILOT, THE SOLE OCCUPANT ABOARD, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AERIAL APPLICATION FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 137. THE FLIGHT WAS ORIGINATING FROM PINE HILL, ALABAMA, AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT, WHILE ATTEMPTING TO CONDUCT TIMBER SPRAYING, HE NEGLECTED TO UNTIE ONE OF THE SKID TIE DOWNS PRIOR TO LIFTOFF FROM THE TRAILER ON WHICH THE HELICOPTER WAS POSITIONED. THE PILOT STATED THAT HE DIVERTED HIS ATTENTION AWAY FROM HIS PREFLIGHT ACTIONS TO SPEAK WITH THE CUSTOMER ABOUT THE BLOCK AREA OF TIMBER HE WAS TO SPRAY. WHEN THE BRIEFING WAS OVER, HE GOT IN THE HELICOPTER, STARTED THE ENGINE, AND ATTEMPTED TO LIFTOFF. THE HELICOPTER ROLLED OVER TO THE RIGHT AND SUBSEQUENTLY COLLIDED WITH THE GROUND, SUBSTANTIALLY DAMAGING THE HELICOPTER. NO MECHANICAL MALFUNCTIONS OR FAILURES WERE FOUND DURING THE POSTACCIDENT EXAMINATION OF THE HELICOPTER. 20000909008209A (-23) PILOT LOST POWER JUST AFTER TAKE OFF ONLY REACHING APPROX. 20 FEET IN THE AIR. ATTEMPTED TO LAND ON REMAINING RUNWAY. A/V OVER RAN THE RUNWAY AND CROSSED 76 ST. CROSSING A FENCE AND APPROX. 50 FEET OUT INTO THE FIELD. (PER PILOT) (.4)ON SEPTEMBER 9, 2000, AT 2000 CENTRAL DAYLIGHT TIME, A MOONEY M20 AIRPLANE, N866B, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED A FENCE DURING A FORCED LANDING FOLLOWING THE LOSS OF ENGINE POWER DURING TAKEOFF FROM THE GUNDYS AIRPORT NEAR OWASSO, OKLAHOMA. THE PRIVATE PILOT AND HIS TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS DESTINED FOR WOODWARD, OKLAHOMA. DURING A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, THE 590-HOUR PILOT STATED THAT THE FLIGHT DEPARTED RUNWAY 17 AND WAS APPROXIMATELY 20 FEET ABOVE THE GROUND WHEN THE ENGINE LOST POWER. THE PILOT ATTEMPTED TO LAND ON THE REMAINING PART OF THE 2,600-FOOT RUNW AY; HOWEVER, THE AIRPLANE OVERRAN THE RUNWAY, CROSSED A ROAD, WENT THROUGH A FENCE, STRUCK A TREE, AND CAME TO REST IN A FIELD. ACCORDING TO THE PILOT, THE LANDING GEAR AND RIGHT WING SEPARATED FROM THE AIRPLANE. THE PILOT REPORTED THAT THE LYCOMING O-320-A3A ENGINE, SERIAL NUMBER 2102-27, HAD ACCUMULATED 230.0 HOURS SINCE ITS LAST OVERHAUL, AND 60.0 HOURS SINCE ITS LAST ANNUAL INSPECTION. MOREOVER, THE PILOT STATED THAT HE DRAINED A TOTAL OF 30 GALLONS OF FUEL FROM THE AIRCRAFT SUBSEQUENT TO THE ACCIDENT. THE FAA INSPECTOR, WHO TRAVELED TO THE ACCIDENT SITE, WAS ABLE TO ROTATE THE CONSTANT-SPEED PROPELLER AND ACHIEVE THUMB COMPRESSION ON ALL FOUR CYLINDERS. THE RIGHT MAGNETO WAS REMOVED, ROTATED MANUALLY, AND FOUND TO BE IN WORKING ORDER. THE PROPELLER, THROTTLE AND MIXTURE CONTROL CABLES WERE VERIFIED TO BE OPERATIONAL BY THE FAA INSPECTOR. 20000909008669A (-23) DURING TAKEOFF, AIRCRAFT WENT OFF END OF RUNWAY FOR UNKNOWN CAUSE. AIRCRAFT TRVELED ON OVERRUN AND ACROSS ROAD SUSTAINING SUBSTANTIAL DAMAGE AND SEVERE INJURIES TO PILOT. 20000909009359A (-23) PILOT WAS DOING TOUCH AND GO LANDING AT X51 RWY 27. DURING LANDING THE PILOT FLARED TO HIGH RESULTING IN A HARD LANDING. THE LEFT MAIN LANDING GEAR WAS SEVERED FROM A/C. 20000909013639A (-23) ON SEPTEMBER 9, 2000, AT 2242 MDT, A CE-172, N1036V, WAS LANDED IN A FIELD AT AURORA, CO, FOLLOWING A TOTAL LOSS OF POWER. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE, HOWEVER, THE PRIVATE PILOT AND HIS THREE PASSENGERS WERE NOT INJURED. VMC CONDITIONS PREVAILED FOR THE PERSONAL, LOCAL AREA FLIGHT OPERATING UNDER TITLE 14 CFR, FAR PART 91. NO FLIGHT PLAN WAS FILED FOR THIS LOCAL AREA FLIGHT. WHILE CRUISING AT 1800 FEET AGL, THE ENGINE STARTED TO RUN ROUGH, THEN FINALLY SEIZED. DURING THE EMERGENCY LANDING, THE NOSE GEAR COLLAPSED AND THE LEFT WING WAS DAMAGED. 20000909014959A (-23) PILOT FLYING A CHRISTEN EAGLE II(N44ED) TOOK OFF FROM A CHINO AIRPORT, CA. ON A LOCAL FLIGHT. PILOT HAD A PASSENGER ON BOARD, OWNER OF ACCIDENT AIRPLANE WAS ALSO FLYING WITH THEM IN ANOTHER A/C. THE TWO A/C WERE APPROX. 600 FEET APART WITH THE OWNER LEADING THE TWO A/C, THE OWNER STATED THAT THE LAST TIME HE REMEMBERS SEEING THE ACCIDENT A/C IT WAS BELOW AND BEHIND HIM. THE OWNER TRIED RADIO CONTACT WITHOUT SUCCESS, THE ACCIDENT A/C APPEARS TO HAVE BEEN FLYING LOW OVER A MESA WHERE IT CAME IN CONTACT WITH A TREE. THE ACCIDENT A/C THEN IMPACTED THE FROUND, CRASHED THEN CAUGHT FIRE. BOTH OCCUPANTS WERE KILLED AND THE A/C DESTROYED. (.4) HISTORY OF FLIGHT: ON SEPTEMBER 9, 2000, ABOUT 1335 HOURS PACIFIC DAYLIGHT TIME, AN E. J. HUMPHREY, CHRISTEN EAGLE II, N44ED, OPERATED BY THE PILOT, COLLIDED WITH A TREE AND TERRAIN WHILE MANEUVERING ABOUT 6 MILES SOUTHEAST OF LAKE ELSINORE, CALIFORNIA. THE EXPERIMENTAL HOMEBUILT AIRPLANE WAS DESTROYED, AND THE PRIVATE PILOT AND PASSENGER WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS EXISTED DURING THE PERSONAL FLIGHT THAT WAS PERFORMED UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED FOR THE LOCAL AREA FLIG HT THAT ORIGINATED ABOUT 1300 FROM CHINO, CALIFORNIA. THE OWNER OF THE ACCIDENT AIRPLANE REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT THE PILOT HAD BORROWED HIS AIRPLANE FOR THE PURPOSE OF HAVING THE PASSENGER TAKE AERIAL PHOTOGRAPHS OF LANDSCAPE DURING THEIR FLIGHT. THE AIRPLANE OWNER WAS ALSO AIRBORNE IN ANOTHER OF HIS AIRPLANES, AND HE WAS IN RADIO CONTACT WITH HIS ACQUAINTANCE, THE ACCIDENT PILOT. AFTER FLYING FOR SEVERAL MINUTES, RADIO COMMUNICATIONS BETWEEN THE AIRPLANES' PILOTS CEASED, AND A COLUMN OF SMOKE WAS OBSERVED. 20000909015279A (-23) WITNESSES REPORTED A/C WAS FLYING PARALLEL TO RUNWAY AT A HEADING OF 040. ATTEMPTED TO MAKE A 180 DEGREE TURN AND LAND ON RUNWAY 22. A/C CRASHED AND BURNED APPROX. 200 YARDS FROM THE END AND TO THE LEFT OF RUNWAY 22. (.4) DURING AN IFR FLIGHT WHEN NEAR THE DESTINATION AIRPORT, THE PILOT WAS PROVIDED THE MOST CURRENT WEATHER FOR THE CLOSEST AIRPORT AND ALSO WITH THE CURRENT ALTIMETER SETTING REQUIRED FOR THE APPROACH. THE FLIGHT WAS CLEARED FOR THE NON-PRECISION APPROACH AND ACCORDING TO TWO PILOT-RATED WITNESSES WHO WERE RELATED TO THE PILOT AND WERE WAITING AT THE AIRPORT FOR THE FLIGHT TO ARRIVE, THE WEATHER CONDITIONS AT THE AIRPORT CONSISTED OF A CEILING AT 500-600 FEET AND THE VISIBILITY WAS 3 STATUTE MILES. NO WEATHER REPORTING WAS AVAILABLE AT THE DESTINATION AIRPORT. THE AIRPLANE WAS OBSERVED ON THE DOWNWIND LEG FLYING BENEATH THE CLOUDS AND 644 FEET ABEAM THE RUNWAY WITH THE LANDING GEAR EXTENDED AND WHAT APPEARED TO BE APPROACH FLAPS. ONE OF THE WITNESSES REPORTED THAT HE HEARD A SOUND HE ASSOCIATED WITH THE PROPELLERS BEING PLACED IN THE LOW PITCH POSITION AND ALSO HEARD THE ENGINES INCREASE RPM WHAT HE THOUGHT WAS FULL POWER FOR WHAT HE THOUGHT WOULD BE A MISSED APPROACH. THE AIRPLANE THEN BEGAN TURNING BASE LEG WHEN THE FLIGHT HAD PASSED 10-20 DEGREES PAST THE NUMBERS; THE BANK ANGLE INCREASED TO APPROXIMATELY 70-75 DEGREES AND THE NOSE THEN PITCHED DOWN AND THE AIRPLANE IMPACTED THE GROUND. THE WITNESS REPORTED THAT THE ENGINE SOUND DID NOT CHANGE FROM THE MOMENT HE HEARD POWER APPLIED TO THE POINT OF IMPACT. EXAMINATION OF THE ENGINES, PROPELLERS, AND FLIGHT CONTROLS REVEALED NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. THE FLAP SELECTOR SWITCH WAS FOUND IN THE DOWN POSITION AND THE LEFT FLAP ACTUATOR WAS FOUND IN THE FULL DOWN POSITION; NO DETERMINATION COULD BE MADE AS TO THE POSITION OF THE RIGHT FLAP ACTUATOR. THE STALL SPEED INCREASE WITH A 70 AND 75-DEGREE ANGLE OF BANK IS 73 PERCENT AND APPROXIMATELY 100 PERCENT, RESPECTIVELY. 20000909015349A (-23) AT APPROX. 1000 LOCAL TIME, PILOT WAS SPRAYING COTTON FIELD 5 MILES WEST OF DILLIN, SC, WHEN ENGINE MADE LOUD HISS AND STARTED CUTTING OUT. PILOT TRIED TO MAKE IT BACK TO DILLON AIRPORT BUT LOST POWER AND DITCHED IN COTTON FIELD AND FLIPPED THE A/C ON ITS BACK. 20000909025439I (-23)09/09/2000, TRUCKEE, CA. AN EXPERIMENTAL COOT, (N12QQ) DURING THE SECOND FLIGHT OF THE DAY, THE PILOT EXPERIENCED A PROBLEM WITH THE LANDING GEAR UP LOCK. THE RIGHT MAIN LANDING GEAR UP LOCK WOULD NOT RELEASE. AFTER TRYING UNSUCCESSFULLY NUMBEROUS TIMES TO GET THE LOCK RELEASE, THE PILOT ELECTED TO RETRACT THE NOSE AND LEFT WHEELS AND MAKE A SLIDE ON LANDING. WHILE IN RADIO CONTACT WITH THE CONTROL TOWER, LANDED ON THE RUNWAY AT 091337 PDT RESULTING WITH VERY LITTLE DAMAGE TO THE KEEL OF THE AIRCRAFT. LATER, THE WHEELS WERE LOWERED AND THE PILOT TAXIED BACK TO HIS HANGER. THE PILOT REPORTED THAT HE WILL MODIFY THE LANDING GEAR UP LOCKS TO HAVE A POSITIVE RELEASE. 20000909027149I (-23)AIRCRAFT ON A PLEASURE FLIGHT FROM NAVY JAX (NIP) TO PRACTICE AREA AND RETURN. AT 1600 FT., ENGINE SUDDENLY LOST POWER - ATTEMPTS TO RESTART FAILED - NO APPARENT FUEL PROBLEM - LANDED ON ROAD IN CLAY COUNTY, 22 MILES SE OF JAX INTL (ON FLEMING ISLAND). WEATHER VFR, VISIBILITY 7 NM CIRCLING 250. 20000909027199I (-23)INM0720000029 20000909027569I (-23)ENROUTE FROM DFW TO ICT, #1 EEC COMPUTER FAILED. CONTINUED FLT TO ICT; LANDED WITHOUT INCIDENT. EXECUTIVE AIRCRAFT CORP. RESET GROUND ELECTRONICS SYSTEM, GROUND PUN A/C, OPS CHECKS NORMAL. CONTINUED FLIGHT. 20000909029859I (-23)THE AIRCRAFT SUSTAINED MINOR DAMAGE AFTER LANDING ROLL. AT APPROXIMATELY 40 KNOTS THE RT. LDG AND NOSE GEAR COLLAPSED, THE A/C SLID OFF THE RUNWAY AND CAME TO A STOP. 20000909038979A (-23) A/C WAS ATTEMPTING TO LAND. LANDING WOULD HAVE BEEN LONG ON RUNWAY. A/C BEGAN GO AROUND. ENGINE DID NOT SOUND AS THOUGH POWER HAD BEEN APPLIED. A/C IMPACTED TREES AND CRASHED IN WOODS. 20000909040509A (-23) ENGINE QUIT DURING TAKEOFF. (.4) DURING THE TAKEOFF CLIMB THE AIRPLANE LOST POWER AND COLLIDED WITH THE TOPS OF TREES DURING THE ENSUING EMERGENCY LANDING. THE PILOT STATED THERE WERE NO MECHANICAL ANOMALIES NOTED WITH THE PREFLIGHT, OR TAXI TO THE ACTIVE RUNWAY. PRIOR TO TAKEOFF, THE AIRPORT CLOSED FOR ABOUT 5 MINUTES. ABOUT 4 MINUTES AFTER THE AIRPORT REOPENED, THE PILOT WAS CLEARED FOR TAKEOFF. AFTER TAKEOFF THE ENGINE RPM'S DROPPED. HE SUSPECTED CARBURETOR ICING AND APPLIED THE CARBURETOR HEAT. THE ENGINE CONTINUED TO LOSE POWER. HIS INTENT WAS TO LAND IN-BETWEEN TREES ON A GOLF COURSE. AT THE LAST MINUTE HE HAD TO MANEUVER THE AIRPLANE TO AVOID A GOLF CART. HE ATTEMPTED TO STALL THE AIRPLANE INTO THE TOPS OF THE TREES. WITNESSES TO THE ACCIDENT HEARD THE ENGINE SPUTTERING. AT THE ACCIDENT SITE FUEL WAS FOUND IN THE LEFT TANK, AND ON THE GROUND UNDERNEATH THE RIGHT WING. THE AIRFRAME AND POWER PLANT WERE EXAMINED. THE FUEL SELECTOR WAS STIFF TO MOVE AND THE MAIN DISCHARGE NOZZLE WAS LEAKING AND STAINED. THE CARBURETOR HEAT CONTROL CABLE RETAINER BOLT WASHER, AND THE MIXTURE CONTROL CABLE ROD END RETAINER BOLT WERE BOTH LOOSE. THE C ARBURETOR WAS INSPECTED AND FOUND IN NONCOMPLIANCE WITH AIRWORTHINESS DIRECTIVES. NO FURTHER MECHANICAL ANOMALIES WERE NOTED WITH THE AIRFRAME, POWER PLANT, OR CARBURETOR. CONDITIONS AT THE TIME OF THE ACCIDENT WERE CONDUCIVE TO CARBURETOR ICING. 20000909040899A (-23) DURING TAKEOFF, AIRCRAFT WENT OFF END OF RUNWAY FOR UNKNOWN CAUSE. AIRCRAFT TRAVELED ON OVERRUN AND ACROSS ROAD SUSTAINING SUBSTANTIAL DAMAGE AND SEVERE INJURIES TO PILOT. 20000910007999A (-23) SUN COUNTRY AIRLINES FLIGHT 791, DURING TAXI FOR DEPARTURE, EXPERIENCED MAIN LANDING GEAR NUMBER 3 WHEEL FRACTURE. THE WHEEL SEPARATED WITH EXTREME FORCE CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. PASSENGERS WERE DEPLANED THROUGH THE MAIN CABIN DOOR TO AWAITING BUSSES. 20000910009579A (-23) STUDENT PILOT LOST CONTROL DURING CROSSWIND LANDING. A/C WENT OFF SIDE OF RUNWAY IN GRASS. NOSE GEAR BROKE OFF AND A/C FLIPPED UPSIDE DOWN. 20000910013939A (-23) AIRMAND WAS DEPARTIN PAN,DA OF 7300 FFET, JUST UNDER GROSS WEIGHT. ACCORDING TO THE PERFORMANCE CHART THAT HE USED (FOR A PA-28-161) HE WOULD HAVE HAD A GROUND ROLL OF 2000 FEET. (RWY IS 5500") AIRMAN STATED THAT AT APPROX 50 MPH THE NOSE GEAR BEGAN TO SHIMMY (AFTER 1000' GROUND ROLL SO FAR) AT THE SAME TIME DIRECTIONAL CONTROL BECAME DIFFICULT. HE ROTATED AT ABOUT THIS TIME AND THE TAIL STRUCK THE RWY. A/C BECAME AIRBORNE TO APPROX 10 FEET AND WENT IMMEDIATELY LEFT, THEN RIGHT, STRIKING HEAVY BUSHES TO THE RIGHT SIDE OF THE RUNWAY SHEARING THE RIGHT WING. A/C MADE A 180 DEGREE TURN AND SKIDDED BACKWARDS COMING TO A STOP IN A RAVINE OFF THE RIGHT SIDE OF THE RUNWAY. PILOT AND 3 PAX ESCAPED UNINJURED. (.4) WITH THREE PASSENGERS AND 30 GALLONS OF FUEL IN THE TANKS, THE PILOT COMMENCED THE TAKEOFF ROLL ON A 5,500-FOOT-LONG RUNWAY, ELEVATION 5,157 FEET MEAN SEA LEVEL. THE DENSITY ALTITUDE WAS ABOUT 7,650 FEET. AS THE AIRPLANE ACCELERATED, IT VEERED LEFT AND RIGHT, THE NOSE PITCHED UP, AND THE TAIL TIE DOWN RING SCRAPED ON THE RUNWAY. DIRECTIONAL CONTROL WAS LOST, AND THE AIRPLANE OVERRAN RUNWAY LIGHTS AND CAME TO REST UPON COLLIDING WITH A TREE. THE PILOT REPORTED THAT NO MECHANICAL MALFUNCTIONS WERE EXPERIENCED WITH HIS AIRPLANE DURING THE FLIGHT. THE PILOT'S TOTAL FLYING EXPERIENCE WAS 75.3 HOURS. HE WAS ISSUED A PILOT CERTIFICATE 17 DAYS PRIOR TO THE MISHAP. 20000910015219A (-23) DURING TAKEOFF AT APPROX. 100' ENGINE STALLED AND A/C CRASHED INTO MARSH 100 YDS OFF THE DEPARTURE END OF RWY 31. A/C SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT AND BOTH PASSENGERS SUFFERED SERIOUS INJURIES. AN FAA INSPECTOR FOUND THE FUEL TANK SELECTOR SET TO LEFT TANK, WHICH WAS NOT RUPTURED AND WAS EMPTY. THE A/C ENGINE WAS TESTED AND RUN FOR 2 MINUTES AT 1700 RPM. AND DID PERFORM PROPERLY. FUEL MISMANAGEMENT; (IE) SELECTION OF THE LEFT FUEL TANK WHICH WAS EMPTY SUBSEQUENTLY CAUSED THE ACCIDENT. (.4)ON SEPTEMBER 10, 2000, AT 1815 EDT, A GRUMMAN AA-5A, N26934, COLLIDED WITH THE GROUND A FORCED LANDING AT THE ST. AUGUSTINE AIRPORT IN ST. AUGUSTINE, FLORIDA. THE PERSONAL FLIGHT WAS OPERATED UNDER THE PROVISION OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND HER TWO PASSENGERS RECEIVED SERIOUS INJURIES. THE ACCIDENT OCCURRED DURING THE TAKEOFF FROM ST. AUGUSTINE, FLORIDA, AT 1814. THE PRIVATE PILOT REPORTED THAT THE ENGINE SPUTTERED SHORTLY AFTER TAKEOFF FROM RUNWAY 13 AS THE AIRPLANE CLIMBED THROUGH 100 FEET. THE PILOT THEN STATED THAT SHE SWITCHED THE FUEL SELECTOR FROM THE RIGHT TANK TO THE LEFT TANK. THE PILOT REPORTED A COMPLETE LOSS OF ENGINE POWER. THE PILOT ELECTED TO MAKE A FORCED LANDING ON THE REMAINING RUNWAY. THE AIRPLANE SUBSEQUENTLY COLLIDED WITH THE RUNWAY DURING TOUCHDOWN, AND SKIDDED OFF THE RUNWAY. THE AIRPLANE CAME TO REST IN A MARSHY AREA SEVERAL HUNDRED FEET LEFT OF THE RUNWAY CENTERLINE. EXAMINATION OF THE AIRFRAME AND THE ENGINE ASSEMBLY FAILED TO DISCLOSE A MECHANICAL MALFUNCTION OR COMPONENT FAILURE. DURING THE SUBSEQUENT EXAMINATION, NECESSARY REPAIRS WERE MADE TO THE ENGINE ASSEMBLY TO FACILITATE A FUNCTIONAL CHECK. THE ENGINE OPERATED NORMALLY UP TO 2100 RPM DURING THE FUNCTIONAL CHECK. THE POST-CRASH EXAMINATION OF THE AIRPLANE ALSO REVEALED EVIDENCE OF RUST AND WATER IN THE FUEL BOOST PUMP. 20000910015639A (-23) THE PILOT STATED HIS APPROACH TO RW 07 WAS TOO FAST AND HE LANDED LONG, ATTEMPTED TO STOP THE A/C ON THE RW BUT WAS UNABLE. HE APPLIED FULL POWER AND CLIMBED MAKING A RIGHT TURN TO TRY TO AVOID TERRAIN, THE STALL WARNING SOUNDED AND THE A/C CRASHED NOSE DOWN INTO TREES. THE AIRPLANE SHEARED OFF A TREE TOP AND SEVERAL BRANCHES AND CAME TO REST WEDGED IN A LARGE TREE, THE A/C WAS DESTROYED. THE PILOT SUSTAINED MINOR INJURIES AND THE PASSENGER SUSTAINED FATAL INJURIES. 20000910016319A (-23) ON SEPT. 10, 2000 AT 1505 EST DURING A LOCAL BANNER TOW FLIGHT, A CESSNA 188, PILOTED BY A COMMERCIAL PILOT IN THE VICINITY OF TAMPA, FLORIDA WAS SUBSTANTIALLY DAMAGED WHEN THE CONTINENTAL MOTOR'S NUMBER SIX PISTON ARM ASSEMBLY WENT THROUGH THE ENGINE CASE. THE OIL WAS DEPLETED FROM THE ENGINE AND THE ENGINE SEIZED. THE A/C ENDED UP IN A FIELD AFTER STRIKING A POWER LINE. THE LEFT WING SEPARATED FROM THE A/C. THE WEATHER WAS VFR. (.4)ON SEPTEMBER 10, 2000, AT 1505 EASTERN DAYLIGHT TIME, A CESSNA 188, N9977G, COLLIDED WITH A UTILITY LINE AND THE GROUND DURING AN ATTEMPTED FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR TAMPA, FLORIDA. AMERICAN OUTDOOR ADVERTISING OPERATED THE BANNER TOW FLIGHT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT DEPARTED THE BANNER TOW STAGING AREA AT THE TAMPA NORTH AERO PARK IN TAMPA, FLORIDA, AT 1403. ACCORDING TO THE PILOT, HE HAD COMPLETED THE ADVERTISING MISSION FOR THIS BANNER, AND WAS ENROUTE TO THE STAGING AREA TO DROP THE BANNER. WHILE ENROU TE, THE ENGINE, WITHOUT WARNING, APPEARED TO ACCELERATE INTO AN OVER-SPEED CONDITION. SECONDS LATER, THE ENGINE LOST POWER AND QUIT. THE PILOT SELECTED AN AREA FOR A FORCED LANDING AND ESTABLISHED AN APPROACH. WHILE ON FINAL APPROACH TO LAND, THE AIRPLANE COLLIDED WITH A UTILITY LINE AS THE PILOT MANEUVERED THE AIRPLANE TO AVOID A COLLISION WITH A PILE OF LUMBER. THE ON-SITE EXAMINATION OF THE AIRPLANE DISCLOSED THAT THERE WAS A HOLE IN THE ENGINE CRANKCASE. THE EXAMINATION ALSO REVEALED THAT THE NUMBER SIX CONNECTING ROD CAP WAS DISCONNECTED AND THE CONNECTING ROD HAD PUNCHED THROUGH THE CRANKCASE. FURTHER EXAMINATION OF THE ENGINE DISCLOSED THAT THE THERE WAS NO LUBRICATION OIL IN THE ENGINE CASE, AND THAT THE ENGINE HAD SEIZED. ACCORDING TO THE OPERATOR, THE ENGINE HAD RECENTLY UNDERGONE MAJOR REPAIRS. 20000910023909I (-23)ON SEPTEMBER, 2000, AT 1817 EDT, PIPER PA-28-140, N1067Q, COLLIDED WITH A RUNWAY LIGHT DURING A DEER AVOIDANCE MANEUVER SHORTLY BEFORE TOUCHDOWN ON RUNWAY 21 HAMMONTON, MUNICIPAL AIRPORT, NEW JERSEY (KN81). NEITHER THE PRIVATE PILOT OR PASSENGER WERE INJURED. THE 14 CFR PART 91 FLIGHT WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS AND NO FLIGHT PLAN WAS FILED. THE FLIGHT LAST DEPARTED SOUTH HERSEY REGIONAL AIRPORT, MOUNT HOLLY, NJ (KVAY). THE AIRCRAFT WAS TAXIED BACK TO THE RAMP WITHOUT FURTHER INCIDENT. UPON ON SCENE INSPECTION, IT WAS NOTED THAT THE AIRCRAFT SUFFERED MINOR DAMAGE TO THE RIGHT ELEVATOR LEADING EDGE, JUST FORWARD OF THE ELEVATOR SPAR, CLOSE TO EMPENNAGE. NO OTHER PHYSICAL EVIDENCE OF DAMAGE FROM THE INCIDENT WAS NOTED. A CONDITION NOTICE WAS ISSUED TO THE OWNER REFERNCING THE DAMAGE AND REQUIRING FURTHER HIDDEN DAMAGE INSPECTION AND REBALANCING OF THE FLIGHT CONTROL AFTER REPAIRS. A BROKEN R/H RUNWAY LIGHT AND SNOW MARKER WERE LOCATED APPROXIMATELY 2000FT FROM THE APPROACH END OF RUNWAY 21. 20000910025089I (-23) THE PILOT RAN OVER A TAXI LIGHT AS HE DEPARTED THE ACTIVE RUNWAY TO THE TAXIWAY, CAUSING DAMAGE TO A TAXI LIGHT. ACCORDING TO THE PILOT'S STATEMENT, THIS WAS HIS FIRST FLIGHT INTO PALM SPRINGS INTERNATIONAL AIRPORT. HE ADMITS TO BEING SOMEWHAT CONFUSED WHEN HE DEPARTED THE ACTIVE RUNWAY AND MADE A SHARPER THAN NORMAL TURN OFF THE ACTIVE RUNWAY CAUSING THE LEFT MAIN TIRE TO CONTACT A TAXIWAY LIGHT. THERE WAS SOME DAMAGE TO THE LIGHT AND NO DAMAGE TO THE A/C, OTHER THAN A YELLOW PAINT STAIN ON THE TIRE. THE WHEEL WAS EXAMINED BY THE PILOT, THE FBO AND MAINTENANCE TECHNICIANS AT THE PALO ALTO FLYING CLUB AND IT WAS DETERMINED THAT THERE WAS NO DAMAGE TO THE A/C. THE PILOT DID NOT SEE OR FOLLOW THE SINGLE YELLOW TAXIWAY LINE AS HE DEPARTED THE ACTIVE, BUT TAXIED TOWARD THE DOUBLE YELLOW TAXIWAY EDGE MARKING LINE. AFTER HE MADE CONTACT WITH THE TAXIWAY LIGHT, HE REALIZED HE WAS LEFT OF CENTER LINE ON THE TAXIWAY AND ADJUSTED HIS TAXI DIRECTION TO THE CENTER LINE OF THE TAXIWAY. HE WAS NOT AWARE THAT HE HAD HIT THE LIGHT. THE PILOT HAS SINCE GOTTEN SEVERAL HOURS DUAL INSTRUCTION, COMPLETED A FLIGHT REVIEW, AND REVIEWED CHAPTER 2, SECTION 3-AIRPORT MARKING AIDS AND SIGNS, OF THE AIM 20000910029199I (-23)WHILE FLYING, LOST ENGINE OIL PRESSURE AND WAS FORCED TO LAND ON A ROAD. INVESTIGATION REVEALED, A GASKET ON THE ENGINE OIL FILTER ADAPTOR ASSEMBLY HAD FAILED, CAUSING THE ENGINE TO LOSE ALL USABLE OIL. THE ADAPTOR ASSEMBLY IS A STC INSTALLAION #SEO9356SC. FTW ACO WAS NOTIFIED AND M OR D WAS SUBMITTED. 20000910030639I (-23)DURING MOSQUITO SPRAYING OPERATIONS PILOT HEARS A LOUD BANG AND AIRCRAFT ENGINE STARTED CUTTING IN OUT. AIRCRAFT LOST POWER AND PILOT PERFORMED EMERGENCY LANDING IN MARSHY AREA OFF THE COAST OF CHARLESTON, SC. AIRCRAFT IMPACTED MARSH AND TURNED OVER MINIMUM DAMAGE TO AIRCRAFT WITH NO INJURIES TO PILOT. AIRCRAFT ENGINE INGESTED SALT WATER AND WAS DESTROYED. 20000910042619A (-23) THE PILOT WAS ENROUTE FROM ALASKA TO TEXAS. THE STATEMENT SHOULD BE COMING SOON. THIS REPORT WILL BE AMENDED WHEN PILOT'S STATEMENT ARRIVES. 20000910042839A (-23) PILOT INDICATES DURING TAKE-OFF AT 30' AGL, A CHANGE IN ENGINE SOUND AND LOWER THAN 2700 RPM WAS NOTED. FLIGHT WAS ABORTED-AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AFTER RUNNING OFF RUNWAY. ENGINE WAS RUN-UP SEVERAL TIMES USING RH & LH FUEL-THE ENGINE PERFORMED TO MAX. POWER PARAMETERS. 20000911011229A (-23) SEE ATTACHED PILOT STATEMENT (.4) ON SEPTEMBER 11, 2000, AT 0830 HOURS MOUNTAIN STANDARD TIME, AN EXPERIMENTAL WORGULL HORNET, N707BD, EXPERIENCED A LOSS OF ENGINE POWER AND MADE A FORCED LANDING ON INTERSTATE 17 AFTER TAKEOFF FROM THE MONTEZUMA AIRPORT, CAMP VERDE, ARIZONA. DURING THE ATTEMPTED LANDING, THE AIRPLANE LANDED HARD AS THE PILOT WAS MANEUVERING TO AVOID OBSTACLES. THE AIRPLANE, OWNED AND OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT. A FLIGHT PLAN HAD NOT BEEN FILED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. IN AN INTERVIEW WITH A SAFETY BOARD INVESTIGATOR, THE PILOT STATED THAT A SPARK PLUG WAS FOUND DETACHED FROM THE FORWARD CYLINDER. HE REPORTED THAT THE SPARK PLUG THREADS IN THE CYLINDER HEADS ARE MADE OUT OF ALUMINUM AND THE THREADED PORTIONS OF THE SPARK PLUG BARRELS ARE MADE OF STEEL. IN THE PILOT'S WRITTEN STATEMENT TO THE SAFETY BOARD, HE INDICATED THAT NEW SPARK PLUGS HAD BEEN INSTALLED PRIOR TO THE LAST FLIGHT, AND THAT THEY WERE TORQUED TO THE MANUFACTURER'S RECOMMENDATION OF 110-INCH POUNDS. HE FURTHER INDICATED THAT THERE WAS DETERIORATION OF THE THREADS INSIDE OF THE CYLINDER HEAD. HE RECOMMENDED A VISUAL INSPECTION OF THE SPARK PLUG THREADS AND CYLINDER HEAD THREADS DURING PERIODIC SPARK PLUG REMOVAL. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE AIRPLANE AT THE OWNER'S FACILITIES ON SEPTEMBER 22, 2000. HE NOTED THAT THE THREADS ON BOTH CYLINDERS SHOWED EVIDENCE OF WEAR AND APPEARED FLATTENED. 20000911013749A (-23) ON SEPT 11, 2000 AT 0942 MDT, A PIPER PA-28, N2190R, WAS DESTROYED FOLLOWING IMPACT WITH TERRAIN NEAR CENTENNIAL AIRPORT (APA) ENGLEWOOD, CO. THE INSTRUMENT RATED PRIVATE PILOT AND HIS PASSENGER WERE SERIOUSLY INJURED. THE A/C WAS OWNED BY THE PILOT AND WAS BEING OPERATED BY THE PILOT UNDER TITLE 14 PART 91. VISUAL METEOROLICAL CONDITIONS PREVAILED FOR THE CROSS COUNTRY FLIGHT TO NEOSHO, MO. THAT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS FILED. NO STATEMENTS WERE OBTAINED FROM THE PILOT OR PASSENGER, DUE TO THEIR MEDICAL CONDITION.^PRIVACY DATA OMITTED^ 20000911016229A (-23) N9208N WAS ON FINAL APPROACH FOR RUNWAY 9 AT ST LUCIE COUNTY INTERNATIONAL AIRPORT, FORT PIERCE, FL. (FPR) FOR A REQUESTED TOUCH AND GO. N54235 WAS ON A STRAIGHT IN APPROACH FROM THE WEST FOR THE SAME RUNWAY. A/C COLLIDED IN FLIGHT AT APPROX. 2 MILES FROM THE APPROACH END OF RWY. 9. BOTH A/C WERE IN COMMUNICATION WITH THE FPR CONTROL TOWER. 20000911016289A (-23) N9208N WAS ON FINAL FOR RUNWAY 9 AT ST LUCIE COUNTY INTERNATIONAL AIRPORT, FORT PIERCE, FL (FPR) FOR A REQUESTED TOUCH AND GO. N54235 WAS ON A STRAIGHT IN APPROACH FROM THE WEST FOR THE SAME RUNWAY. A/C COLLIDED IN FLIGHT AT APPROXIMATELY 2 MILES FROM THE APPROACH END OF RUNWAY 9. BOTH A/C WERE IN COMMUNICATION WITH THE FPR CONTROL TOWER. 20000911017249A (-23) MR. GETHING WAS ON A SOLO FLIGHT PRACTICING TOUCH AND GO AND FULL STOP LANDINGS. HE WAS MAKING HIS FINAL FULL STOP LANDING ON RUNWAY 31. THE FLAPS WERE AT EITHER 30 OR 40 DEGREES. AFTER LANDING, AT MIDFIELD, N84828 STARTED TURNING AND DRIFTING LEFT. N84828 DEPARTED RUNWAY 31 SHORTLY PAST MIDFIELD, TRAVELED ACROSS THE GRASS, ACROSS THE PARALLEL TAXIWAY, AND ACROSS A DRAINAGE DITCH. THE FAR SIDE OF THE DITCH HAS A RAISED LEVEE ALONG ITS BANK. AFTER CROSSING THE DITCH, N84828 STRUCK THE LEVEE WITH ITS PROPELLOR, NOSE AND NOSE GEAR. THE AIRPLANE FLIPPED OVER AND CAME TO REST INVERTED. TIRE MARKS STARTING AT MIDFIELD SHOWS THE RIGHT MAIN AND NOSEWHEEL LEAVING A TRACK. THE LEFT MAIN SHOWS GROUND CONTACT BETWEEN THE RUNWAY AND PARALLEL TAXIWAY. FROM THAT POINT ON THERE IS NO CURVATURE TO THE TIRE TRACKS. THEY CONTINUE STRAIGHT TO THE DITCH. MR. GETHING STATED THAT AS N84828 APPROACHED THE PARALLEL TAXIWAY, HE ATTEMTED A TAKEOFF BY APPLYING FULL POWER. HE THEN FELT THE PLANE HIT SOMETHING. THE NEXT THING HE KNEW, HE WAS HANGING FROM HIS SEATBELT. 20000911029249I (-23)WHILE HOLDING AND WAITING FOR TAKE-OFF CLEARANCE AT THE 27L RUN UP PAD, A FIRE WARNING (LATER CONFIRMED FALSE) WAS INDICATED IN THE #2 ENGINE. THE WARNING BELL, ENGINE FIRE WARNING ANNUNCIATOR LIGHT AND FIRE BUTTON ("HANDLE") INITIALLY ACTIVATED INTERMITTENTLY AND WAS ERRATIC AND THEN RESUMED. THE FLIGHT CREW ADVISED ATCT OF AN ENGINE FIRE AND INITIATED A SHUTDOWN OF THE #2 ENGINE. THE #2 SQUIB WAS THEN FIRED, THE WARNINGS CEASED MOMENTARILY AND THEN CONTINUED. WITH BOTH ENGINES SHUT DOWN, ATCT WAS NOTIFIED AND A PRECAUTIONARY EVACUATION WAS INTITIATED. THE FIRST OFFICER EXITED THE AIRCRAFT TO MARSHAL THE PASSENGERS DEPLANNED VIA THE MAIN CABIN DOOR. THE #1 SQUIB WAS FIRED AFTER THE WARNINGS RESUMED CONTINUOUSLY AND WITHIN TEN SECONDS AFTER THE FIRST (#2) SQUIB WAS FIRED. THE WARNINGS THEN STOPPED. THE DEPLANNING WAS ORDERLY AND WITHOUT INJURY. THE PASSENGERS WERE BUSES TO THE TERMINAL. THE ORD FIRE DEPT RESPONDED AND ESCORTED THE AIRCRAFT AS IT WAS TOWED TO THE COMPANY'S GATE. A PRELIMINARY INVESTIGATION BY THE COMPANY'S MAINTENANCE DEPARTMENT, WITNESSES BY FAA ORD FSDO PERSONNEL, REVEALED NO EVIDENCE OF FIRE. A LOG ENTRY PRIOR TO THE SUBJECT FLIGHT, ENTERED TH Y BEFORE, INDICATED A FAULT WITH THE FIRE WARNING SYSTEM OF THE #2 ENGIE HAD BEEN CLEARED. MAINTENANCE SUBSEQUENTLY CONFIRMED AND REPALCED A FAULTY #2 ENGINE FIRE DETECTION CONTROL UNIT, P/N 51653, S/N 2060. SEE CREW REPORTS IN ATTACHED FAX, DATED 9/12/00. INCIDENT CLOSED. DPA NTSB (E.M) AND AEG (J.G) NOTIFIED. 20000911029379I (-23)THE PILOT WAS PRACTICING TOUCH-AND-GO LANDINGS ON LAKE NORMAN, NC. ON HIS FINAL LANDING, HE HEARD A BANG AND THOUGHT HE HIT SOMETHING IN THE WATER. HE PUSHED THE POWER UP TRYING TO TAXI TO A NEARBY ISLAND. WHRN HE PUSHED THE POWER UP HE ROLLED THE AIRPLANE. SOMEONE IN A PASSING BOAT HELPED HIM UPRIGHT THE AIRCRAFT AND TOW IT TO SHORE. 20000911031379I (-23)PILOT IGNORED CHECKLIST, FORGOT TO LOWER LANDING GEAR. AIRCRAFT PROPELLERS STRUCK THE RUNWAY, PILOT INITIATED A GO-AROUND. AIRCRAFT RETURNED AND MADE A NORMAL LANDING WITH GEAR EXTENDED. 20000911041769A (-23) PILOT WAS INBOUND TO MERRILL FIELD, VFR. A DEVIATION WAS APPROVED BY ANCHORAGE APPROACH. PILOT STATED HE FLEW INTO WAKE TURBULENCE ASSOCIATED WITH AN INBOUND MD-11. THE R/H WING HAD SEVERE STRUCTURAL DAMAGE AS WELL AS THE R/H ELEVATOR. THE L/H WING HAD SUBSTANTIAL STRUCTURAL DAMAGE. ALL AS A RESULT OF THE TURBULENCE. THE PILOT LANDED AT MERRILL FIELD WITHOUT FURTHER PROBLEMS. 20000911042359A (-23) ON SEPTEMBER 11, 2000, ABOUT 1300 ALASKA DAYLIGHT TIME, A TUNDRA TIRE EQUIPPED PIPER PA-18 AIRPLANE, N18PX, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ON A SANDBAR OFF THE MULCHATNA RIVER. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE PRIVATE CERTIFICATED PILOT AND SOLE PASSENGER WERE NOT INJURED. THE PILOT STATED THAT HE WAS ON THE LANDING ROLL AND SOME BRUSH CAUGHT THE LEFT LANDING GEAR, WHICH CAUSED THE AIRCRAFT TO SPIN AROUND BEFORE COMING TO A STOP, DAMAGING THE RIGHT WING AND ELEVATOR. 20000911042669A (-23) ON SEPTEMBER 11, 2000, A PIPER PA-18-150 AIRPLANE N9692P FLIPPED UPSIDE DOWN IN LAKE AND SUSTAINED SUBSTANTIAL DAMAGE WHILE ATTEMPTING TAKE-OFF, PILOTED BY ANTON F. ANDERSON, A COMMERCIAL PILOT, WHO SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE ONE PASSENGER SUSTAINED SERIOUS INJURIES. THE PILOT REPORTED THAT DURING TAKE-OFF AND CLIMB OUT HE WAS UNABLE TO LOWER AIRCRAFT NOSE. NOSE TRIM DID NOT WORK. HE ATTEMPTED TO TURN BACK TO LAKE AT LESS THAN 100 FEET ALTITUDE. AIRCRAFT STALLED AND FLIPPED UPSIDE DOWN ON IMPACT WITH WATER. INSPECTION OF AIRCRAFT AT WOLF LAKE AIRPORT, ALASKA ON 10/17/00 REVEALED ELEVATOR TRIM MECHANISM IN THE NEUTRAL POSITION. REAR HORIZONTAL STABILATOR HINGE FREE TO ROTATE. HANDLE FOR TRIM POSITION ACTUATOR IN COCKPIT MISSING. TRIM POSITION ACTUATOR PARTIALLY ENGAGED TO ADJUST TRIM. UNABLE TO DETERMINE IF THE CONDITION OF TRIM POSITION ACTUATOR WAS CAUSED BY THE IMPACT OF AIRCRAFT OR EXISTED PRIOR TO ACCIDENT. 20000912005019A DURING A TRAINING FLIGHT, THE PILOTS CONDUCTED A PRACTICE ILS APPRAOCH TO KENAI AIRPORT. THEY EXTENDED THE GEAR, BUT NOTED THE SOUND AND FEEL OF THE GEAR WAS ABNORMAL. THEY ALSO NOTED THE RIGHT HAND FIRE BOTTLE DISCHARGE LIGHT ILLUMINATED. THEY RETRACTED THE GEAR AND RETURNED TO STEVENS INTERNATIONAL AIRPORT. THEY EXTENDED THE GEAR FOR LANDING, BUT THE RIGHT MAIN GEAR LIGHT FAILED TO ILLUMINATE. DURING A FLY BY, THE TOWER VERIFIED THE RIGHT MAIN WAS NOT DOWN. THE PILOTS MADE SEVERAL UNSUCCESSFUL ATTEMPTS TO GET THE RIGHT MAIN DOWN. THEY THEN ELECTED TO LAND GEAR UP AT PANC, BURNED OFF FUEL, AND LANDED SUCCESSFULLY. AN INSPECTION OF THE AIRCRAFT AFTERWARDS REVEALED STRUCTURAL DAMAGE IN THE RIGHT MAIN GEAR WELL. (ABOVE NARRATIVE FROM 8020-23) 20000912013889A (-23) N3347F, A CESSNA CE-182 WAS FACING NORTH, AND STOPPED ON THE RIGHT HAND SIDE OF THE WEST (NORTH-SOUTH) TAXIWAY AT THE FRIDAY HARBOR AIRPORT, WHEN N53201 COLLIDED WITH IT WHILE TAXING SOUTHBOUND. THE PIC OF N53201 STATED THAT HE WAS DISTRACTED BY ANOTHER A/C PARKED ADJACENT TO N3347F AT THE FUEL ISLAND, AND ANOTHER A/C BEHIND N3347F THAT WAS TAXIING NORTHBOUND. WITNESSES STATED THE N53201 APPEARED TO BE TAXIING FASTER THAN A NORMAL SPEED AND THAT THERE WAS SUFFICIENT ROOM TO SAFELY MANUEVER BETWEEN THE TWO PARKED A/C. 20000912014009A (-23) N3347F, ACE-182 WAS FACING NORTH, AND STOPPED ON THE RIGHT-HAND SIDE OF THE WEST (NORTH-SOUTH) TAXIWAY AT THE FRIDAY HARBOR AIRPORT WHEN N53201 COLLIDED WITH IT WHILE TAXIING SOUTHBOUND. THE PIC OF N53201 STATED THAT HE WAS DISTRACTED BY ANOTHER A/C PARKED ADJACENT TO N3347F AT THE FUEL ISLAND, AND ANOTHER A/C BEHIND N3347F THAT WAS TAXIING NORTHBOUND. WITNESSES STATED THAT THE N53201 APPEARED TO BE TAXIING FASTER THAN A NORMAL TAXI SPEED, AND THAT THERE WAS SUFFICIENT ROOM TO SAFELY MANUEVER BETWEEN THE TWO PARKED A/C. 20000912018999I (-23)AIRCRAFT MADE NORMAL LANDING AT BUR RY15. ON ROLLOUT THE NOSE GEAR COLLAPSED. AIRCRAFT WAS TOWED OFF THE RUNWAY. NO INJURIES TO PILOT (SOLE OCCUPANT). DAMAGED TO AIRCRAFT CONSISTED OF MINOR DAMAGE TO BOTTOM SKIN OF AIRCRAFT NOSE, DESTRUCTION OF BOTH PITOT TUBES, AND DAMAGE TO ALL PROP BLADES. EXAMINATION OF THE AIRCRAFT REVEALED A FAILED NOSE GEAR ACTUATOR ROD END WHICH ACCOUNTED FOR THE NOSE GEAR NOT BEING MECHANICALLY LOCKED DOWN IN PLACE. CERTIFICATE HOLDING OFFICE WP27 PROVIDED PERMIT FOR MOVING THE AIRCRAFT FOR REPAIRS. 20000912019099A (-23) ON SEPTEMBER 12, 2000, AT APPROXIMATELY 16:00 CENTRAL DAYLIGHT TIME, A CESSNA 152, N64921, OPERATED BY WRIGHT FLYERS AVIATION, INC., CFR 141 PILOT SCHOOL CERTIFICATE NO. W78S781I, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED OFF AIRPORT LANDING DUE TO A CATASTROPHIC ENGINE FAILURE. THE FLIGHT INSTRUCTOR AND STUDENT PILOT SUSTAINED MINOR INJURIES. (.4) ON SEPTEMBER 12, 2000, AT 1600 CENTRAL DAYLIGHT TIME, A CESSNA 152 SINGLE-ENGINE AIRPLANE, N64921, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR SASPAMCO, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY WRIGHT FLYERS AVIATION OF SAN ANTONIO, TEXAS. THE FLIGHT INSTRUCTOR SUSTAINED MINOR INJURIES AND THE STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VFR FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE SAN ANTONIO INTERNATIONAL AIRPORT AT 1500. THE FLIGHT INSTRUCTOR HAD DEMONSTRATED BASIC FLIGHT MANEUVERS TO THE STUDENT PILOT. THE STUDENT HAD BEEN PRACTICING THE FLIGHT MANEUVERS FOR ABOUT 30-40 MINUTES WHEN THE FLIGHT INSTRUCTOR NOTICED A DROP IN ENGINE RPM AND ALTITUDE. HE INSTRUCTED THE STUDENT PILOT TO APPLY FULL POWER; HOWEVER, THE RPM CONTINUED TO DROP. THE FLIGHT INSTRUCTOR CONFIRMED THAT THE STUDENT HAD APPLIED FULL POWER AND TOOK CONTROL OF THE AIRPLANE. THE ENGINE BEGAN TO RUN ROUGH AND IMMEDIATELY LOST POWER WITH A LOUD NOISE, SMOKE, OIL AND DEBRIS COMING FROM THE ENGINE COWLING. THE FLIGHT INSTRUCTOR TRIED TO RESTART THE ENGINE, BUT THERE WAS NO RESPONSE. HE INITIATED A FORCED LANDING, AND THE AIRPLANE TOUCHED DOWN IN A PLOWED FIELD ALIGNED WITH THE FURROWS. DURING THE LANDING ROLL, THE NOSE LANDING GEAR SUNK INTO THE SOFT DIRT, AND THE AIRPLANE NOSED OVER COMING TO REST INVERTED. EXAMINATION OF THE AIRPLANE BY THE FAA INSPECTOR REVEALED THAT THE VERTICAL AND HORIZONTAL STABILIZERS WERE DAMAGED. THE NOSE LANDING GEAR WAS DAMAGED, AND THE RIGHT WING WAS WRINKLED. A TEARDOWN EXAMINATION WAS CONDUCTED OF THE LYCOMING O-235-L2C ENGINE. ACCORDING TO THE FAA INSPECTOR, THE #4 CONNECTING ROD WAS FOUND DISCONNECTED FROM THE CRANKSHAFT, AND THE CONNECTING ROD JOURNAL DISPLAYED "MODERATE" SCORING. THE #3 CONNECTING ROD WAS FOUND DISCONNECTED FROM THE CRANKSHAFT AND DEFORMED. THE #3 CONNECTING ROD JOURNAL ON THE CRANKSHAFT SHOWED SIGNS OF "SEVER[E] STRESS AND OVERHEATING." PIECES OF BEARING WERE FOUND IN THE OIL SUMP. THE REMAINING RODS AND JOURNALS APPEARED "NORMAL." THE OIL FILTER DID NOT SHOW "ABNORMAL" CONTAMINATION. ONLY TRACES OF METAL WERE OBSERVED. THE PUMP AND IMPELLERS "WERE COVERED IN RESIDUAL OIL AND DID NOT APPEAR TO HAVE METAL CONTAMINATION OR OBVIOUS SCORING." THE ENGINE HAD ACCUMULATED 3,023 HOURS SINCE THE LAST MAJOR OVERHAUL. THE ENGINE TIME SINCE TOP OVERHAUL WAS 262.2 HOURS. THE MANUFACTURER'S RECOMMENDED TIME BETWEEN OVERHAULS IS 2,400 HOURS. 20000912021169I (-23) PILOT WAS DISTRACTED BY CHECKING THE FLAP OPERATION AFTER SOME MAINTENANCE AND FORGOT TO EXTEND OR CHECK THE LANDING GEAR BEFORE LANDING AT THE LAMAR MUNICIPAL AIRPORT. ASIDE FROM PROPELLER AND SOME WING FLAP DAMAGE, THERE WAS NO OTHER DAMAGE TO THE AIRCRAFT. REMEDIAL TRAINING HAS BEEN OFFERED AND IS IN PROGRESS.^PRIVACY DATA OMITTED^ 20000912024559I (-23) WHILE ATTEMPTING TO LAND AT CINCINNATI LUNKEN AIRPORT, CINCINNATI, OHIO, THE PILOT OF CESSNA 172, N29126, INITIATED A GO-AROUND DURING GUSTY WINDS AND POSSIBLE WINDSHEAR FROM AN APPROACHING THUNDERSTORM. DURING THE GO-AROUND THE A/C STRUCK A RUNWAY LIGHT AND PROCEEDED TO CINCINNATI, BLUE ASH AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. THE DAMAGE WAS MINOR LIMITED TO A CHIP OUT OF THE PROPELLOR. 20000912027399I (-23) EXPERIENCED LOSS OF OIL PRESS AND RISE IN OIL ENGINE. PRECAUTIONARY SHUTDOWN WAS MADE. UNEVENTFUL LANDING IN YAKUTAT, ALASLA. 20000912027579I (-23)DEPARTED TITUSVILLE, FLORIDA (TIX). AIRCRAFT WAS CRUISING AT 8500 FT. WITH ENGINE MAINTAINING 2400 RPM. ENGINE MOMENTARILY STOPPED, CREW INITIATED ENGINE RESTART WHEN ENGINE AUTOMATICALLY RE-GRAINED PARTIAL POWER OF 1400 TO 1500 RPM. CREW DECLARED EMERGENCY LANDING AT LEESBURG, FLORIDA (LEE). AIRCRAFT TAXIED TO MAINTENANCE FACILITY. ON GROUND, ENGINE RAN TO 2250 RPM. CARBURETOR AND GASCOLATOR WERE INSPECTED, WATER AND CONTAMINANTS WERE FOUND IN FUEL FROM GASCOLATOR. TAXIED AIRCRAFT TO RUN UP AREA, RAN ENGINE UP TO 2400 RPM WITH FUEL SELECTOR ON BOTH TANKS, NO DEFECTS NOTED. RUN ENGINE FOR APPROXIMATELY 3 MINTUES ON EACH FUEL TANK, NO DEFECTS NOTED. COUNSELED PILOTS ON FUEL PUMP DURING PRE-FLIGHT INSPECTION. 20000912029649I (-23)THERE WAS NO INTENT FOR FLIGHT. PILOT WAS REPOSITIONING THE AIRCRAFT BECAUSE OF THE WIND. STRONG GUST PICKED UP THE WING, CAUSING LEFT WING TO DRAG IN WATER, CAUSING MINOR DAMAGE. 20000912030769I (-23)AFTER TAKEOFF ENROUTE TO PHX FROM ICT, THE NOSE LANDING GEAR WOULD NOT RETRACT. RETURNED TO ICT, LANDED WITHOUT INCIDENT. FOUND NOSE GEAR SISSORS NOT CONNECTED. RECONNECTED NOSE SISSORS, OPERATIONALLY CHECKED AIRCRAFT. RETURNED TO SERVICE AND CONTINUED FLIGHT. AMERICA WEST GROUND HANDLING CREWS HAVE INSTITUDE RETRAINING AND MORE EMPHASIS ON CONNECTING THE NOSE SISSORS CORRECTLY. 20000912036919A (-23) THIS ACCIDENT OCCURRED DURING A COMMERCIAL BALLOON SIGHTSEEING TOUR OPERATED BY BLACK HILLS BALLOONS OF CUSTER, SD. AFTER LANDING, WIND CARRIED ENVELOPE AND DRAGGED BASKET ALONG GROUND. PILOT INSTRUCTED PASSENGER ONE AT A TIME WHEN TO EXIT. AS ENVELOPE AND BASKET WERE BEING PUSHED TOWARD POWER LINES, LAST PASSENGER JUMPED OUT OF BASKET FRACTURING HER LEG IN TWO PLACES. THE BALLOON ENVELOPE HAD MINOR TEARS FROM CONTACT WITH BARBED WIRE FENCE. 20000912038299I (-23) ON APPROACH TO RIC, THE PILOT FAILED TO LOWER THE LANDING GEAR. ON FLAIR, THE PILOT FELT SOMETHING WAS WRONG AND APPLIED FULL POWER FOR A GO-AROUND. BEFORE THE PILOT COULD ESTABLISH A POSITIVE RATE OF CLIMB, THE AIRCRAFT CONTACTED THE RUNWAY. THE GO-AROUND WAS COMPLETED AND THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AT RIC. DAMAGE TO THE AIRCRAFT WAS MINOR. THE PILOT HAD A VERY LONG FLYING DAY. THIS WAS THE 8TH LANDING OF THE DAY. 20000912042789A (-23) THE AIRCRAFT WAS ON A MAINTENANCE TEST FLIGHT FOR THE INSTALLATION OF A SUPERCHARGER. THE AIRCRAFT LOST POWER WHILE ON A LEFT BASE TO RUNWAY 33. IT LANDED IN A BEAN FIELD, SHORT OF THE RUNWAY. THE AIRCRAFT LOST ITS RIGHT WING DURING IMPACT. 20000913005899A (-23) THE TRAINING FLIGHT HAD ORIGINATED AT THE ONTARIO OREGON AIRPORT(ONT) AND CONSISTED OF SOME AIR WORK FOLLOWED BY SEVERAL TOUCH AND GO TAKE OFF AND LANDINGS. ON THE THIRD TOUCH AND GO, ON DEPARTURE THE AIRCRAFT REACHED THE END OF RUNWAY 32 AT AN ALTITUDE OF 100 FEET AN AIRSPEED OF 65 TO 70 KNOTS. AT THIS TIME THE ENGINE QUIT DEVELOPING ANY POWER, AND THE INSTRUCTOR PILOT TOOK CONTROL OF THE AIRCRAFT. THE INSTRUCTOR PILOT MADE AN OFF AIRPORT LANDING IN A MOWED ALFALFA FIELD. THE AIRCRAFT STRUCK THE FIELD IN A SLIGHTLY NOSE DOWN ATTITUDE AT STALLED AIRSPEED. THE NOSE GEAR ANS SUPPORTING STRUCTURE WERE SHEARED FROM THE AIRCRAFT, AND THE AIRCRAFT SUBSTANTIAL DAMAGE. THE INSTRUCTOR PILOT AND THE STUDENT WERE NOT INJURED AND THERE WAS NO POST CRASH FIRE. 20000913014509A (-23) STUDENT PILOT LOST CONTROL ON LANDING AT ARCO, IDAHO WHILE ON A SOLO CROSS COUNTRY TRAINING FLIGHT. WEATHER FORECAST WAS FOR CLEAR SKYS AND CALM WINDS. AS THE PILOT ARRIVED AT ARCO, HE CHECKED BOTH WIND SOCKS ON THE GROUND AND THE AWOS AT THE AIRPORT. EVERY SOURCE INDICATED THAT THE WIND WAS CALM. JUST BEFORE HE LANDED, A GUST OF WIND HIT THE A/C AND THE LEFT WING RAISED IN THE AIR. THE RIGHT WING STRUCK THE GROUND. THE A/C SWERVED OFF THE RUNWAY AND WENT THROUGH A DITCH WHERE IT NOSED OVER. THE PILOT WAS NOT INJURED. 20000913023679I (-23)COMPONENT FAILURE RESULTED IN FAILURE OF THE NOSE LANDING GEAR (NLG) TO EXTEND. THE SHIMMY DAMPER WAS FOUND TO HAVE SEPARATED FROM THE TRUNNION. THE SHIMMY DAMPENER SHAFT ATTACH BOLT SHEARED CAUSING THE SHIMMY DAMPENER TO SWIVEL AND JAM AGAINST THE WHEEL WELL STRUCTURE. THIS PREVENTED EXTENTSION OF THE NLG DESPITE EXTENSIVE AIRBORNE TROUBLE-SHOOTING AND NUMBEROUS ATTEMPTS TO EXTEND THE NLG. PILOTS EXECUTED A SAFE EMERGENCY LANDING, MINIMIZING DAMAGE TO THE AIRCRAFT. 20000913023799I (-23)ON WEDNESDAY, SEPTMEBER 13, 2000 AT 1140 LOCAL, A DELTA AIRLINES 727-200, N538DA, FLIGHT 780 REPORTED TO THE ROC TOWER THAT THE STABILIZER HAD JAMMED ON A 3 NOSE-UP SELECTION. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. CONTRACT MAINTENANCE, PIEDMONT/HAWTHORNE, WAS CONTACTED TO INSPECT THE AIRCRAFT. THE TECHNICIAN FOUND THAT THE HORIZONTAL STAB TRIM WOULD WORK IN THE NOSE DOWN DIRECTION, BUT BIND IN THE NOSE UP DIRECTION. COMPANY MAINTENANCE ARRIVED LATER IN THE DAY AND REPLACED THE STAB TRIM BRAKE. THE AIRCRAFT WAS THEN RELEASED TO SERIVCE. THIS INCIDENT IS CONSIDERED CLOSED. 20000913027119I (-23)AFTER PUSK-BACK OF THE AIRCRAFT, RAMP AGENT^PRIVACY DATA^(TUG DRIVER AND ON THE HEADSET) STATED TO THE PILOT ON THE HEADSET, "BRAKES SET, READY TO DISCONNECT". PILOT RESPONDED BY STATING, "BRAKES SET, CLEAR TO DISCONNECT". ^PRIVACY D^ SIGNALED TO ^PRIVACY DATA^ (SECOND RAMP AGENT) TO DISCONNECT THE TOW BAR. ^PRIVACY DA^ DISCONNECTED THE TOWBAR AND LOCKING PIN. ^PRIVACY D^ STATED, "HAVE A SAFE FLIGHT". PILOT RESPONED BY STATING, "SEE YA." ^PRIVACY D^ SIGNALED TO ^PRIVACY DA^ TO DISCONNECT HEADSET. ^PRIVACY DA^ DISCONNECTED THE HEADSET AND WALKED BACT TO THE TUG. AS SHE WAS WALKING BACK TO THE TUG, THE AIRCRAFT INCREASED POWER AND BEGAN TO TAXI. ^PRIVACY D^ YELLED TO ^PRIVACY DA^ TO RUN AND THEY BOTH RAN FROM THE TUG AND AIRCRAFT. THE THIRD RAMP-AGENT WALKED BACK TOWARD OPERATIONS AFTER THE AIRCRAFT WAS IN THE TAXIWAY. THE AIRCRAFT'S NUMBER ONE ENGINE STRUCK THE TUG. THE CREW DECLINED TO COMMENT. 20000913028559I (-23)ON WEDNESDAY, SEPTEMBER 13, N166YV, A BE-1900-D, OPERATED BY AIR MIDWEST AS FLIGHT 5731, RETURNED TO THE LINCOLN MUNICIPAL AIRPORT, LINCOLN, NE, AFTER DEPARTURE DUE TO THE FLAP SYSTEM NOT RETRACTING FROM THE SEVENTEEN DEGREE POSITION TO FLAPS UP. THE LANDING AND ROLLOUT WERE UNEVENTFUL AND THE FLAPS WERE ELECTRICALLY RETRACTED AND DEFERRED PER THE MINIMUM EQUIPMENT LIST. MAINTENANCE INVESTIGATION REVEALED AN INTERMITTENT TERMINAL LUG ON THE LUG ON THE FLAP DRIVE MOTOR. THIS TERMINAL LUG WAS REMOVED AND REPLACED, OPERATIONALLY CHECKED PER THE BE-1900-D MAINTENANCE MANUAL, CHAPTER 27-50-00, AND THE AIRCRAFT RETURNED TO SERVICE. A SERVICE DIFFICULTY REPORT WILL BE FILED WITH THE CHDO, CE-07. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000913030329I (-23)AIRCRAFT WAS OPERATING BY STUDENT PILOT IN A SOLO FLIGHT. UPON LANDING AT EPPLY AIRFIELD, OMAHA, NEBRASKA, THE STUDENT PILOT LOST CONTROL OF THE STEERING AND THE AIRCRAFT LEFT THE RUNWAY.UPON ENTERING THE GRASS,THE AIRCRAFT BOUNCED ALLOWING THE STRUT TO FALL OUT. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE STUDENT PILOT WAS INJURED. FURTHER INVESTIGAITON REVEALED ON LANDING THE LEFT MAIN SCISSOR BOLT WAS MISSING ALLOWING THE WHEEL TO PIVOT; THEREFORE THE PILOT LOST CONTROL. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000913031299I (-23)UPON FINAL APPROACH PILOT PUT FLAP HANDLE INTO THE FULL FLAP POSITION AND REDUCED POWER. THE FLAPS UNCOMMANDED CAME TO THE NO-FLAP POSITION, AIRCRAFT LOST ALTITUDE AND THE LEFT MAIN GEAR ASSY STRUCK A LIGHT POLE AND WAS TORN OFF. AIRCRAFT LANDED WITH MINOR DAMAGE AND NO INJURIES. 20000913038419I (-23) ENGINE GOVERNOR SELECT SWITCH IS A TWO POSITION SWITCH, MANUAL THROTTLE OR GOVERNED THROTTLE. NORMAL POSITION IS GOVERNED. SWITCH MUST BE DEPRESSED TO CHANGE POSITIONS. PILOT WAS RECEIVING A DEMO RIDE ENROUTE TO LOOK AT COMPANY AIRCRAFT. SWITCH TRAVELED A THIRD OF THE WAY TOWARD THE MANUAL POSITION (THROTTLE IS IN MANUAL MODE WHEN BETWEEN THE NORMAL AND MANUAL POSITION); PILOT CONDUCTED SEVERAL TESTS WHILE PASSENGERS STOOD BY A SAFE DISTANCE. TESTS WERE SATISFACTORY AND PASSENGERS BOARDED. FLIGHT CONTINUED TO ABE WITHOUT FURTHER INCIDENT. PILOT WILL SUBMIT AN M OR D REPORT. 20000913038989A (-23) ON 9/13/00 THE A/C WAS SPRAYING FOR THE BERGEN COUNTY MOSQUITO COMMISSION. THE PILOT CLAIMED HE JUST FINISHED HIS RUN AND WAS HEADING FOR THE HELIPORT. THE PILOT FURTHER CLAIMED THE ENGINE CHIP LIGHT CAME ON AND WENT OUT. HE CONSIDERED FLYING TO TETERBORO AIRPORT BUT THE ENGINE QUIT AT 40-60 FEET ABOVE THE GROUND. THE PILOT INITIATED A AUTO-ROTATION AT ABOUT 80 KNOTS. ON LANDING THE MAIN ROTOR BLADES STRUCK A 3 TO 4 INCH DIAMETER TREE. DAMAGE TO BOTH MAIN ROTOR BLADES AND BOTH SIDES OF THE TAIL BOOM WAS OBSERVED. WITH ELECTRIC POWER APPLIED TO THE A/C IT WAS NOTED THE FUEL GAUGE INDICATED ZERO FUEL REMAINING IN THE TANK. 20000914010889A (-23) PILOT ATTEMPTED LANDING IN GUSTY CROSSWIND ON RUNWAY 17 WITH WINDS 250 DEGREES @12K GUSTING TO 17K. AFTER WHEEL LANDING, AS TAIL WHEEL SETTLED, A/C TURNED TO THE RIGHT INTO THE WIND CAUSING LEFT LANDING GEAR TO COLLAPSE RESULTING IN SUBSTANTIAL DAMAGE TO LEFT WING. 20000914014469A (-23) THE A/C WAS CONDUCTING AERIAL APPLICATION OPERATIONS IN THE AREA NORTHWEST OF LARIAT, TEXAS. EYEWITNESSES STATE THE A/C WAS SPRAYING THE COTTON FIELD JUST NORTHWEST OF THE ALFALFA FIELD IN WHICH THE A/C CAME TO REST. THE WITNESS STATED THE A/C STRUCK THE UPPER GUY WIRE OF A 350 FT. TALL COMMUNICATION ANTENNA TOWER. THE A/C THEN STRUCK THE GROUND AT AN ANGLE OF APPROX. 90 DEGREES. THE A/C BURST INTO FLAMES AND THE FORWARD SECTION OF THE A/C (FORWARD OF THE COCKPIT) WAS DESTROYED BY THE FIRE. THE PILOT SURVIVED THE ACCIDENT BUT PASSED AWAY SEVERAL HOURS LATER. CAUSE OF DEATH WAS MASSIVE INJURIES SUSTAINED DURING THE A/C ACCIDENT. 20000914015109A (-23)UPON INITIATING TAKEOFF ROLL ONE OF THE CARGO TIE DOWN STRAP HAD A ROLL PIN BREAK ON THE CARGO FITTING HOLDING IT TO THE FLOOR. THE STRAP CONSEQUENTLY CAME LOOSE CAUSING THE CARGO TO SHIFT AFT IN THE CARGO COMPARTMENT. THE PILOT ABORTED THE TAKEOFF AND RETURNED TO THE RAMP. DUE TO THE SHIFTED CARGO AND UPON SHUTTING DOWN THE ENGINE THE AIRCRAFT FELL AFT LANDING ON ITS TAIL. 20000914015599A (-23) A/C TOOK OFF ON RUNWAY 2R AT SALEM AIR PARK(38D). AT 300 FEET AND THREE MILES OUT, A/C LOST POWER. PILOT PULLED CARB HEATER AND TRIED LANDING ON STRATTON ROAD. HIT UTILITY POLE AND CAME TO REST IN FIELD. 20000914023699I (-23)ON TAKE OFF THE PILOT CHOSE TO STAY TO ONE SIDE OF THE RUNWAY DUE TO THE RUNWAY BEING SOFT. THE PILOT THEN PROCEEDED DOWN THE RUNWAY WHEN A WIND GUST FORCED THE AIRCRAFT TOWARDS THE TREES AND DUE TO THE FACT THAT HE WAS SO CLOSE TO ONE SIDE OF THE RUNWAY THERE WAS NO TIME TO CORRECT THE AIRCRAFT'S ALTERED TRAJECTORY. THE AIRCRAFT THEN STRUCK SOME TREES CAUSING MINOR DAMAGE TO THE AIRCRAFT. THE PILOT BEING THE SOLE OCCUPANT WAS NOT INJURED. 20000914027239I (-23)ON THURSDAY, SEPTEMBER 14, 2000, AT 2003 LOCAL, A DC-9-30, N8926E, OPERATED BY NORTHWEST AIRLINES, AFTER LANDING ON RUNWAY 23 AT BUFFALO NIAGRA INTERNATIONAL AIRPORT (BUF), THE #1 AND 2 MAIN LANDING GEAR TIRES BLEW ON THE WET RUNWAY. AFTER DEPLANING THE PASSENGERS TO BUSES, THE AIRCRAFT WAS TOWED OFF THE RUNWAY. MECHANICS CAME FROM DETROIT AND CHANGED BOTH TIRES, #1 AND 2 BRAKES, AND THE ANTI-SKID CONTROL BOX. THE AIRCRAFT WAS TAXI CHECKED ON THE TAXIWAY AND FOUND TO BE OKAY. THIS INCIDENT IS CONSIDERED CLOSED. 20000914027359I (-23)WHILE TAXING BETWEEN TWO ROWS OF PARKED AIRCRAFT, THE LEFT WING PASSED OVER A PARKED SENECA II'S RUDDER BUT THE LEFT FLAP HINGE, WHICH EXTENDS APPROXIMATELY 10 INCHES LOWER THAN THE WING, STRUCK THE FIBERGLASS CROWN OF THE PARKED SENECA'S RUDDER CAUSING NO DAMAGE TO THE DHC-6-300 AND SLIGHTLY DAMAGING THE RUDDER OF THE SENECA. 20000914028819I (-23)ON 9-14-00, AMERICAN WEST AIRLINES FLIGHT 2742 ENROUTE FROM COLUMBUS, OHIO TO LAS VEGAS, NEVADA, DECLARED AN EMERGENCY AND DIVERTED TO KANSAS CITY INTERNATIONAL. AIRCRAFT N646AW LANDED WITHOUT FURTHER INCIDENT. THE EMERGENCY WAS DECLARED DUE TO EXCESSIVE VIBRATION INDICATION IN THE NUMBER 2 ENGINE. AMERICAN WEST DISPATCHED 2 MECHANICS TO TROUBLESHOOT AND CORRECT THE PROBLEM. THEY PROCEEDED TO CHANGE THE #2 ENGINE VIBRATION TRANSDUCER AND PERFORMED A GROUND VIBRATION SURVEY. THE ENGINE WAS FOUND TO BE WITHIN LIMITS. THEY WENT ON TO PERFORM A LOW PRESSURE COMPRESSOR AND A LOW PRESSURE TURBINE BORESCOPE. THEY INSPECTED THE MAGNETIC CHIP DETECTORS AND A VISUAL CHECK OF THE INLET CONE, FAN BALDES, TURBINE EXHAUST CASE AND TURBINE NOZZLE AREA. ALL FINDINGS WERE NEGATIVE. THESE INSPECTIONS WERE RECORDED ON LOG PAGES 7760386 AND 770390. THE OVERWEIGHT LANDING INSPECTION WAS FOUND TO BE WITHIN LIMITS. LOG PAGE 7760387. INCIDENT CE2000IAC087 IS CONSIDERED CLOSED WITH THIS REPORT. REF. #PTRS CE052000B1418. 20000914029489I (-23)DURING THE APPROACH TO THE DES MOINES AIRPORT, AFTER THE FLAPS AND LANDING GEAT WERE ENTENDED, THE CREW OBSERVED AN INFORMATION LIGHT FROM THE AIRCRAFT SYSTEMS STTING A MALFUNCTION IN THE LEFT HYDRAULIC SYSTEM HAD OCCURRED. DURING AND AFTER LANDING, THE HYDRAULIC SYSTEM FLUID PURGED. THE AIRCRAFT CAME TO A COMPLETE STOP ON THE RUNWAY WITHOUT FURTHER INCIDENT. AFTER LANDING, THE AIRCRAFT WAS TOWED FROM THE RUNWAY TO THE GATE AND DEPLANNED OF ITS PASSENGERS. NO INJURIES OF DAMAGE TO THE AIRCRAFT OCCURRED AS A RESULT OF THIS INCIDENT. UALA MECHANICS DETERMINED THAT MALFUNCTION TO BE CAUSED BY A CRACK IN THE LEFT HYDRAULIC LINE NEAR THE LEFT MAIN LANDING GEAR. THE NEXT DAY PARTS WERE FLOWN IN TO ACCOMPLISH THE REPAIR. UALA MECHANICS REPAIRED THE AIRCRAFT AND RETURNED IT INTO SERVICE. 20000914029589I (-23)THE PILOT STATED THAT WHILE ON APPROACH TO RUNWAY 11 (OLF), HE DID NOT RECEIVE A GREEN LIGHT FOR HIS LANDING GEAR. AN ATTEMPT WAS MADE TO USE THE EMERGENCY HAND PUMP BUT THE PILOT STATED IT FELT AS IF THERE WAS A LOT OF PRESSURE AND WAS UNABLE TO PUMP THE HANDLE. HE OBSERVED THE AIRCRAFT'S SHADOW ON THE GROUND AND IT APPEARED THAT THE NOSE GEAR WAS DOWN. ON LANDING ROLL OUT, THE NOSE GEAR COLLAPSED DAMAGING THE PROP AND THE NOSE GEAR DOORS. 20000914029989I (-23)DURING LANDING ROLLOUT, RT MAIN GEAR COLLAPSED. PILOT INDICATED 3 GEAR DOWN LIGHTS.INVESTIGATION REVEALED THE RT MAIN GEAR DOWNLOCK SWITCH PLUNGER WAS INSTALLED INCORRECTLY, WHICH CAUSED THE DRAG BRACE TO NOT GO TO OVERCENTER. AIRCRAFT HAD JUST COMPLETED LANDING GEAR INSPECTION. 20000914037689I (-23) THE AIRCRAFT WAS INBOUND FOR PHILADELPHIA AIRPORT WHEN THE FLIGHT CREW NOTICED A FLASH OF LIGHT AND SPARKS FROM THE REAR COCKPIT. THE COCKPIT FILLED WITH SMOKE. CREW DECLARED AN EMERGENCY AND DIVERTED TO HARRISBURG INTERNATIONAL AIRPORT, MIDDLETOWN, PENNSYLVANIA. AIRCRAFT LANDED WITHOUT INCIDENT. 20000914038749A (.19) ON SEPTEMBER 14, 2000, ABOUT 1915 ALASKA DAYLIGHT TIME, A PIPER PA-31-350 AIRPLANE, N4105D, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING AT EMMONAK, ALASKA. THE AIRPLANE WAS BEING OPERATED AS FLIGHT 166 ON A VISUAL FLIGHT RULES (VFR) SCHEDULED DOMESTIC FLIGHT UNDER TITLE 14, CFR PART 135, WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS OPERATED BY GRANT AVIATION INC., ANCHORAGE, ALASKA. THE AIRLINE TRANSPORT CERTIFICATED PILOT, AND THE THREE PASSENGERS, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. VFR COMPANY FLIGHT FOLLOWING PROCEDURES WERE IN EFFECT. THE FLIGHT ORIGINATED AT THE ALAKANUK AIRPORT, ALAKANUK, ALASKA, AT 1910. DURING A TELEPHONE CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) INVESTIGATOR-IN-CHARGE (IIC), ON SEPTEMBER 14, 2000, THE COMPANY'S VICE PRESIDENT FOR AIRLINE OPERATIONS REPORTED THAT WHEN THE AIRPLANE DEPARTED ALAKANUK, THE TORQUE LINK, INSTALLED ON THE RIGHT MAIN LANDING GEAR STRUT, FRACTURED. THE VICE PRESIDENT SAID THE RUNWAY SURFACE AT ALAKANUK IS ROUGH WITH SEVERAL POTHOLES. HE SAID THAT THE LOSS OF THE TORQUE LINK ALLOWED THE RIGHT LANDING GEAR WHEEL TO ROTATE WITHIN THE UPPER LANDING GEAR STRUT HOUSING. WHEN THE PILOT LANDED AT EMMONAK, THE RIGHT WHEEL DID NOT REMAIN ORIENTED ALONG THE LONGITUDINAL AXIS OF THE AIRPLANE, AND ABOUT 600 FEET AFTER TOUCH DOWN, THE LOWER LANDING GEAR STRUT AND WHEEL BROKE AWAY FROM THE UPPER STRUT HOUSING. THE RIGHT WING SETTLED ONTO THE RUNWAY. THE RIGHT PROPELLER TIPS, AND THE TRAILING EDGE OF THE RIGHT FLAP WERE DAMAGED. THE RIGHT WING ATTACH POINTS FOR THE LANDING GEAR WERE NOT DAMAGED. ON SEPTEMBER 25, 2000, THE DIRECTOR OF MAINTENANCE FOR THE COMPANY REPORTED THAT THE AIRPLANE RECEIVED DAMAGE TO THE LEFT FUSELAGE BULKHEAD, AND THE LEADING EDGE OF THE RIGHT HORIZONTAL STABILIZER. ADDITIONALL, THE LEADING EDGE OF THE RIGHT WING WAS DAMAGED WHEN IT STRUCK A RUNWAY LIGHT FIXTURE. (-23) UPON LANDING AT EMMONAK, ALASKA, THE RIGHT MAIN LANDING GEAR PISTON, FORK AND WHEEL ASSEMBLY SEPARATED FROM THE LANDING GEAR LEG AND STRUCK THE RIGHT HORIZONTAL STABILIZER CAUSING A DENT IN THE LEADING EDGE. THE AIRCRAFT SKIDDED ON THE REMAINING PART OF THE RIGHT LANDING GEAR LEG AND SETTLED DOWN ON THE RIGHT WING CAUSING PUNCTURES AND SCRATCHES IN THE BOTTOM SIDE OF THE OUTER WING PANEL AND WING TIP. THE RIGHT WING STRUCK A LANDING LIGHT C AUSING A DENT IN THE LEADING EDGE. THE RIGHT PROPELLER STRUCK THE GROUND BENDING THE TIPS OF ALL THREE BLADES. THE TAIL OF THE AIRCRAFT STRUCK THE RUNWAY WHICH RESULTED IN SCRATCHES IN THE EMPENAGE EXTERIOR SKIN AND A CRACK AND BUCKLE IN THE BOTTOM RIGHT CORNER OF THE LAST BULKHEAD. IT IS SUSPECTED THE TORQUE LINK (SCISSORS) FAILED DURING THE TAKE-OFF RUN WHERE THE RIGHT MAIN WHEEL STRUCK A "CHUCK HOLE" FILLED WITH WATER AT ALAKANUK, THE LAST POINT OF DEPARTURE PRIOR TO LANDING AT EMMONAK. 20000914041929A (-23) UPON LANDING THE PILOT OVER CORRECTED THE AIRCRAFT, VEERED OFF THE RUNWAY, AND FLIPPED THE AIRCRAFT OVER ON ITS BACK. NO INJURIES. 20000914041979A (-23) IMMEDIATELY AFTER LIFT OFF FROM A GRAVEL BAR, A GUST OF WIND/WIND SHEAR CAUSED THE AIRCRAFT TO ROLL VIOLENTLY. THE PILOT ELECTED TO CONTINUE THE INDUCED TURN OUT OVER THE RIVER ONTO A DOWNWIND LEG. THE AIRCRAFT COLLIDED WITH A 6 FOOT BANK ON AN ISLAND CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THERE WERE NO INJURIES TO THE PILOT, THE SOLE OCCUPANT OF THE AIRCRAFT. 20000915010039A (-23) ON SEPTEMBER 15, 2000, AT 1500 HOURS LOCAL TIME, A PIPER PA-23-260, OWNED BY HORIZON AVIATION OF MORA, MN, WENT OFF THE END OF A 2500 FOOT GRASS RUNWAY LOCATED 8 MILES WEST OF SANSTONE, MN DURING LANDING. VFR CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AICRAFT WAS SUBSTANTIALLY DAMAGED, BUT THERE WERE NO INJURIES TO THE PILOT WHO WAS THE SOLE PERSON ON BOARD. THE PILOT HOLDS COMMERICAL, MULTI-ENGINE CERTIFICATE WITH AN INSTRUMENT RATING. THE FLIGHT ORIGINATED IN MORA, MN ON 09/15/2000, APPROXIMATELY 1645 HOURS LOCAL TIME. AIRCRAFT WAS REMOVED FROM SCENE AND TRAILERED TO MORA, MN WHERE DAMAGE WAS INSPECTED AND DOCUMENTED. 20000915010059A (-23) THE PILOT LANDED ON RUNWAY 31 AND ENCOUNTERED A GUSTY CROSSWIND, CAUSING HIM TO LOOSE CONTROL. DAMAGE TO THE LEFT LANDING GEAR, LEFT WING, FUSELAGE AND PROPELLER RESULTED. ASOS WEATHER 50 MINUTES PRIOR TO THE ACCIDENT WAS 260 DEGREES @ 8 KTS. RUNWAY OPTIONS WERE 31 AND 21, EACH CAUSING A 50 DEGREE CROSSWIND COMPONENT. (.4) ON SEPTEMBER 15, 2000, ABOUT 1750 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 170B, N4590C, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT ALTURAS, CALIFORNIA. NEITHER THE COMMERCIAL RATED PILOT NOR THE THREE PASSENGERS WERE INJURED. THE REGISTERED OWNER OPERATED THE AIRPLANE UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VISUAL FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT. THE FLIGHT ORIGINATED AT CONCORD, CALIFORNIA, AT 1530. THE PILOT STATED THAT HE WAS UNABLE TO LOCATE A WINDSOCK WHILE CIRCLING THE UNCONTROLLED AIRPORT. HE HAD OBTAINED A PREFLIGHT WEATHER BRIEFING FROM THE FEDERAL AVIATION ADMINISTRATION RED BLUFF FLIGHT SERVICE STATION, WITH NO ADVERSE WEATHER CONDITIONS NOTED. NO LOCAL AREA WIND INFORMATION WAS OBTAINED. HE ESTABLISHED A LEFT PATTERN FOR RUNWAY 31; ON FINAL APPROACH HE DETERMINED THERE WAS A LEFT CROSSWIND FOR WHICH HE ESTABLISHED A CRAB ANGLE. ON TOUCHDOWN, THE LEFT WING CAME UP, RESULTING IN THE RIGHT WING SCRAPING THE RUNWAY AND A LOSS OF DIRECTIONAL CONTROL. 20000915013959A (-23) DURING PUSH BACK OF A/C FOR DEPARTURE BY CONTRACT GROUND HANDLERS. (SIGNATURE AVIATION SERVICES) THE TRAILING EDGE OF THE RUDDER ON PRO AIR B737-400 CONTACTED THE LEFT ELEVATOR ANTI-FLOAT TAB OF MIDWEST EXPRESS MD-81 PARKED ON AN OPPOSITE GATE IN THE ALLEYWAY. BOTH THE RUDDER AND ELEVATOR TAB SUSTAINED DAMAGE. (.19)ON SEPTEMBER 15, 2000, ABOUT 2030 EASTERN DAYLIGHT TIME, A BOEING 737-49R, N461PR, OPERATED BY PRO AIR INC., AS FLIGHT 325, WAS SUBSTANTIALLY DAMAGED DURING PUSHBACK FOR TAXI AT THE LA GUARDIA AIRPORT (LGA), FLUSHING, NEW YORK. THE 2 FLIGHT CREW MEMBERS, 3 FLIGHT ATTENDANTS, AND 53 PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT DESTINED FOR THE DETROIT CITY AIRPORT, DETROIT, MICHIGAN. THE SCHEDULED PASSENGER FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FFA) INSPECTOR, THE AIRPLANE WAS BEING PUSHED BACK FOR GATE C-4, BY THREE SIGNATURE FLIGHT SUPPORT GROUND CREW EMPLOYEES. DURING THE PUSHBACK, THE AIRPLANE'S RUDDER STRUCK THE TUG OPERATOR TO STOP "SEVERAL TIMES", BEFORE THE ACCIDENT. ACCORDING TO A SIGNATURE FLIGHT SUPPORT MANAGER THE TUG OPERATOR HAD BEEN HIRED AND BEGAN PERFORMING AIRPLANE PUSHBACKS IN DECEMBER 1998. THE WEATHER REPORTED AT LGA, AT 2051, INCLUDED A VISIBILITY OF 10 STATUE MILES, AND SCATTERED CLOUDS AT 8, 500 FEET MSL. 20000915014029A (-23) PILOT ENTERED CANYON AND FOUND HIMSELF TOO LOW TO CLIMB OVER RIDGE. MADE EMERGENCY UP SLOPE LANDING RESULTING IN SUBSTANTIAL DAMAGE TO A/C AND MINOR INJURY TO THE ONE AND ONLY PASSENGER ON BOARD. 20000915014149A (-23) DURING THE TAKEOFF ROLL ON RWY 25 AT THE NEVADA CO AIRPORT, THE PILOT OF THE SWIFT N78053 LOST DIRECTIONAL CONTROL OF THE A/C WHICH CAUSED IT TO VEER TO THE LEFT, THEN BACK TO THE RIGHT TOWARD THE RUNWAY. AT THAT TIME THE LANDING GEAR COLLAPSED AND THE AIRPLANE CAME TO A STOP BETWEEN THE RUNWAY AND THE TAXIWAY. THE WIND WAS LIGHT AND VARIABLE. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THERE WAS NO INJURIES TO BOTH OCCUPANTS. 20000915014419A (-23) ON SEPTEMBER 15, 2000, AT APPROX. 1530 MDT, A TAYLORCRAFT, TCRAFK-20-20, N1036G, OWNED AND OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED WHE N THE TAIL WHEEL FAILED ON LANDING TOUCHDOWN AT THE MORIARTY AIRPORT IN MORIARTY, NM. THE A/C SUSTAINED SUBSTANTIAL DAMAGE TO THE ELEVATOR AND THE ATTACH POINTS FOR THE MAIN LANDING GEAR. THE PILOT AND HIS PASSENGER WERE NOT INJURED. 20000915015669A (-23) THE FLIGHT INSTRUCTOR AND STUDENT DEPARTED RUNWAY 7 LEFT AT THE DEER VALLEY AIRPORT, AZ. FOR CLOSED TRAFFIC TOUCH AND GO'S. AT APPROX. 200' AGL, ON THE UPWIND LEG, THE ENGINE LOST POWER. THE INSTRUCTOR ASSUMED CONTROL OF THE A/C AND TURNED THE A/C 180 DEGREES IN AN ATTEMPT TO LAND ON THE PARALLEL RWY 25L. THE A/C TOUCHED DOWN JUST OUTSIDE THE AIRPORT BOUNDARY, RUNNING THROUGH THE PERIMETER FENCE, THEN FLIPPING OVER IT'S NOSE, ENDING UPSIDE DOWN 50 YARDS SHORT OF THE RWY. (.4) THE AIRPLANE STRUCK THE AIRPORT PERIMETER FENCE AND CAME TO REST INVERTED AFTER INITIATING A TURN BACK TO THE RUNWAY FOR AN EMERGENCY LANDING DUE TO A LOSS OF ENGINE POWER. NO DISCREPANCIES WERE FOUND DURING THE PREFLIGHT INSPECTION OR THE STARTUP, RUN-UP, OR PRETAKEOFF PROCEDURES. DURING THE INITIAL CLIMB OUT THE ENGINE BEGAN TO SPUTTER. THE CFI TOOK CONTROL OF THE AIRPLANE AND VERIFIED THAT THE FUEL PUMP WAS ON, THROTTLE WAS FULL FORWARD, AND THE MIXTURE WAS RICH. THE ENGINE SPUTTERED AGAIN AND HE NOTED THAT THE FUEL PRESSURE GAGE WAS INDICATING ZERO. DURING THE TURN BACK TO THE RUNWAY THE AIRPLANE LOST ALTITUDE. A POST CRASH ENGINE INSPECTION AND RUN-UP WERE CONDUCTED. NO DISCREPANCIES WERE NOTED WITH THE VISUAL INSPECTION OF THE ENGINE. A REMOTE FUEL SOURCE WAS ATTACHED TO THE FUEL LINE ON THE LEFT WING TO FACILITATE AN ENGINE RUN-UP. THE ELECTRIC FUEL PUMP WAS ENGAGED AND FUEL PRESSURE WAS OBSERVED ON THE FUEL PRESSURE GAGE. NO VISIBLE FUEL LEAKS WERE OBSERVED ON THE ENGINE. THE ENGINE WAS STARTED PER MANUFACTURER'S CHECKLIST AND A WARM UP PERIOD WAS INITIATED. AFTER THE WARM UP PERIOD THE THROTTLE WAS ADVANCED TO FULL POWER WITH NO DISCREPANCIES NOTED. 20000915022629I (-23)ON TAKEOFF ROLL, AT ABOUT FORTY KNOTS, THE A/C VEERED LEFT AND DEPARTED THE RUNWAY. THE PILOT REDUCED THE POWER TO IDLE AND APPLIED BRAKES, BUT COULD NOT CORRECT THE LEFT TURN. THE A/C CAME TO REST IN A BEAN FIELD WITH DAMAGE TO THE PROPELLER BLADES AND THE NOSE GEAR. THERE WERE NO INJURIES TO THE PILOT OR PASSENGER. INCIDENT#CE2000IGA088 IS CLOSED. 20000915027219I (-23)ON FRIDAY, SEPTEMBER 15, 2000 AT 1034 LOCAL, A DEHAVILLAND DHC-8-102, N820EX, FLIGHT 3707, OPERATED BY ALLEGHENY AIRLINES, DEPARTED FROM BINGHAMTON, NY TO LAGUARDIA AIRPORT IN NEW YORK. THE FLIGHT CREW EXPERIENCED A #2 OIL TEMPERATURE RISE UP TO 170 F AND AN OIL PRESSURE FLUCTATION OF PLUS OR MINUS TEN POUNDS. THE AIRCRAFT DIVERTED TO ITHACA AIRPORT. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. THERE WERE ON INJURIES. THE FLIGHT CREW DID NOT DECLARE AN EMERGENCY. THE AIRCRAFT TAXIED TO THE GATE. THE MECHANICS REMOVED AND REPLACED THE OIL TEMPERATURE BULB AND THE TEMPERATURE VALVE. A FUNCTIONAL CHECK WAS ACCOMPLISHED SATISFACTORILY AND THE AIRCRAFT WAS RELEASE TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000915027299I (-23)PILOT REPORTED WHEN HE SELECTED GEAR DOWN THE LEFT AND RIGHT MAIN CAME DOWN AND LOCKED, BUT THE NOSE GEAR WOULD NOT EXTEND. THE PILOT PERFORMED AN EMERGENCY EXTENSION AND THE NOSE GEAR STILL STAYED IN THE UP POSITION WITH THE MAIN DOWN. THE PILOT PERFORMED VARIOUS MANEUVERS TO TRY AND GET THE NOSE GEAR DOWN TO COME DOWN, BUT THERE WAS NO CHANGE. A LOW FLY BY WAS PERFORMED SO GROUND PERSONNEL COULD LOOK AT THE STATUS OF THE NOSE GEAR. THE GEAR WAS INDEED UP WITH THE DOORS CLOSED. AGAIN THE PILOT PERFORMED VARIOUS MANEUVERS TO TRY AND GET THE NOSE GEAR DOWN TO COME DOWN, BUT THERE WAS NO CHANGE. AT THIS POINT IT WAS DECIDED TO LAND THE AIRCRAFT. THE AIRCRAFT CAME TO REST ON THE CENTER LINE OF RUNWAY. MINIMAL DAMAGE OCCURRED TO THE PROPELLER AND NOSE GEAR DOORS. NO INJURY TO THE PILOT, WHO WAS SOLE OCCUPANT. 20000915027419I (-23)AIRCRAFT STARTED TAXI FOR DEPARTURE AND TAXIED INTO A 2.5' BY 2.5' BOX CONTAINING JACKETS. 20000915028569I (-23)WHILE CRUISING AT 1500 FEET, EN ROUTE FROM WEST POINT, VA (W96), ENGINE SUFFERED A PARTIAL LOSS, WHICH WAS AT FIRST CORRECTED BY THE APPLICATION OF FULL RICH MIXTURE AND CARB HEAT. HOWEVER, THE ENGINE SOON BEGAN LOSING POWER ONCE MORE, TO THE POINT THAT ALTITUDE COULD NOT BE MAINTAINED, AND NEW KENT AIRPORT COULD NOT BE REACHED. THE PILOT SELECTED A LARGE SOY BEAN FIELD, SECURED THE ENGINE, AND LANDED. THE AIRCRAFT FLIPPED OVER AFTER TOUCH DOWN. THERE WERE NO INJURIES TO THE TWO OCCUPANTS, AND VERY MINOR DAMAGE TO THE AIRCRAFT (VERTICAL STAB CAP, WING TIP LEADING EDGES, AND BROKEN REAR WINDOW). SEE ATTACHMENT. 20000915028629I (-23)CESSNA 340, N328KK, LANDED AT ERIE, PA, FOLLOWED THE IN-FLIGHT SHUTDOWN OF THE LEFT ENGINE, S/N 519304, AT 2353 LOCAL TIME, ON 9-15-2000. ON 9-20-2000, INSPECTED N328KK AND FOUND THE ENGINE CASE CRACKED NEAR THE #2 CYLINDER, WITH THE EXCEPTION OF THE CRACKED ENGINE, CONTINUITY WAS SATISFACTORY. THIS WAS THE ORIGINAL ENGINE INSTALLED IN 1979 AND HAS A TOTAL OF 1280 HOURS IN SERVICE. A MAINTENANCE RECORD REVIEW WAS SATISFACTORY. 20000915029109I (-23)AIRCRAFT DEPLETED OF FUEL. PILOT FAILED TO VISUALLY CHECK FUEL QUANTITY BEFORE DEPARTURE. 20000915029219I (-23)UALA FLIGHT 269 EXPERIENCED A FLAME OUT OF THE LEFT ENGINE CRUISE FLIGHT. THE CREW DIVERTED INTO THE DES MINES INTERNATIONAL AIRPORT. THE CREW WAS ABLE TO RESTART THE ENGINE BEFORE LANDING. THEY OPERATED THE ENGINE AT REDUCED POWER. AFTER LANDING WITHOUT FURTHER INCIDENT, THE CREW TAXIED THE AICRAFT TO THE GATE UNDER ITS OWN POWER. THERE WAS NO DAMAGE TO THE AIRCRAFT OR INJURIES TO THE PASSENGERS AS A RESULT OF THIS INCIDENT. AT THE TIME OF THIS REPORT, THE CAUSE OF THE FLAME OUT IS NOT KNOWN. CONTRACT MAINTENANCE WAS CALLED. INCIDENT #ICE0120000036. 20000915029419I (-23)AIRCRAFT STRUCK A DEER DURING LANDING ROLL OUT. ONLY DAMAGE REPORTED WAS TO THE LEFT WHEEL LANDING GEAR FARING, WHEEL PANT ATTACHMENT PLATE, AND THE LEFT FUEL TANK DRAIN COCK. NO INJURIES REPORTED FOR THE PILOT WHO WAS THE SOLE OCCUPANT. PILOT WAS SENT AN FAA FORM 5200-7, AND REQUESTED TO COMPLETE AND MAIL FORM TO AAS-310. ISSUE OF DEER ON AIRPORT PROPERT WAS DISCUSSED WITH BOTH THE ATC TOWER MANAGER, AND THE AIRPORT MANAGER. APPARENTLY AN EFFORT TOWARTS ERADICATING THE DEER FROM THE AIRPORT IN ONLY AWAITING CITY APPROVAL. 20000915029539I (-23)PILOT FAILED TO COMPLETE LANDING CHECKLIST. 44709 RE-EXAM ON USE OF CHECKLISTS AND PROCEDURES. 20000915031659I (-23)DURING ROLLOUT AT KASIGLUK, AK (Z09) FOUND MINIMAL BRAKING ON RMLG AND NO BREAKING ON LMLG. PILOT PULLED POWER LEVER INTO REVERSE WHILE MAINTAINING DIRECTIONAL CONTROL, ATTEMPTING TO STOP ON THE RUNWAY. THE AIRCRAFT DRIFTED RIGHT AND HIT RUNWAY END IDENTIFIER. THE PILOT APPLIED FULL REVERSE, AIRCRAFT WENT OFF END OF RUNWAY AND CAME TO A STOP WITH LEFT MLG ON BERM, RIGHT MLG AND NLG IN TUNDRA. MINOR DAMAGE TO CARGO POD AND LEFT WING LE. POST INCIDENT INSPECTION REVEALED THAT AN O'RING HAD FAILED IN THE LEFT MLG BRAKE VALVE, CAUSING SIGNIFICANT LOSS OF HYDRAULIC FLUID. 20000915041899A (-23) PILOT LANDED ON A GRAVEL SAND BAR NEAR YENTNA AND THE BIG SUSITNA RIVR. UPON LANDING, THE AIRCRAFT NOSED OVER CAUSING DAMAGE TO THE PROPELLER, NOSE COWLING, RIGHT WING STRUT AND RUDDER. 20000916013849A (-23) WHILE LANDING ON RWY 12 AT NORTH LAS VEGAS, NV. (VGT) AND DURING LANDING ROLLOUT, THE PILOTS STATED THEY HEARD A SNAP. THEN THE A/C SWERVED UNCONTROLLABLY TO THE LEFT, AND WENT OFF THE LEFT SIDE OF THE RUNWAY. IN THE PROCESS, THE WINGTIPS STRUCK THE GROUND, AND STOPPED WITH THE PROP HITTING THE GROUND. PILOT PAUL DUDLEY STATED HE HAD ACCOMPLISHED 9 LANDINGS UNDER THE SUPERVISION OF INSTRUCTOR BILL WALTHERS, AND ON THE TENTH LANDING, THEY WERE ROLLING OUT NORMALLY AFTER TOUCHDOWN WHEN THE LOSS OF CONTROL OCCURRED. UPON INSPECTION, A BROKEN LINK IN THE CHAIN CONNECTING THE TAIL WHEEL TO THE RUDDER CONTROLS WAS DISCOVERED. 20000916014729A (-23) PILOT FROM HYANNIS, NE ATTEMPTED OFF AIRPORT TAKEOFF. AFTER SEEING TIRE RUTS IN GROUND HE TRIED TO ABORT THE TAKEOFF BUT IT WAS TOO LATE AND HE LOST CONTROL AND HIT AN EMBANKMENT. 20000916015659A (-23) ACCIDENT #FTWOOLA261 (.4)ON SEPTEMBER 16, 2000, AT 1200 CENTRAL DAYLIGHT TIME, A CESSNA 185F TAILWHEEL EQUIPPED AIRPLANE, N34NC, WAS SUBSTANTIALLY DAMAGED WHILE LANDING ON RUNWAY 01 AT BURNET MUNICIPAL AIRPORT, BURNET, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, AND HIS PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM TP MCCAMPBELL AIRPORT, INGLESIDE, TEXAS, AT 1024 AND WAS DESTINED FOR BURNET, TEXAS. ACCORDING TO THE PILOT, HE UTILIZED THE "PROPER CROSSWIND LANDING TECHNIQUE," DURING THE APPROACH TO RUNWAY 01. AS THE AIRPLANE TOUCHED DOWN, IT ENCOUNTERED A "CROSSWIND GUST," AND SUBSEQUENTLY, THE AIRPLANE SWERVED TO THE RIGHT, THE LEFT WING "DIPPED," THE WING-TIP CONTACTED THE RUNWAY SURFACE, AND THE AIRPLANE NOSED OVER. THE AIRPLANE CAME TO REST INVERTED ON THE RUNWAY. THE PILOT ADDED THAT THE WINDS WERE FROM 100 DEGREES AT 7 KNOTS, GUSTING BETWEEN 10 AND 15 KNOTS. ACCORDING TO AN FAA INSPECTOR, WHO EXAMINED THE AIRPLANE, THE TOP OF THE VERTICAL STABILIZER, RUDDER, AND BOTH MAIN WING SPARS SUSTAINED STRUCTURAL DAMAGE. HE ADDED THAT THE THREE PROPELLER BLADES WERE CURLED. 20000916021449I (-23) PIC STATED THAT HE DEPARTED FROM GREENVILLE, TN. FOR A FLIGHT TO CAMERON, MO. HE HAD ORDERED FUEL PRIOR TO THE FLIGHT, AND ADMITTED THAT HE NEGLECTED TO VISUALLY CHECK HIS FUEL DURING PRE-FLIGHT. HE STATED TO THE LAND OWNER THAT HE RAN OUT OF FUEL AND WAS FORCED TO LAND IN A NEARBY PASTURE. A POST-INCIDENT INSPECTION REVEALED THE ABSENCE OF FUEL IN BOTH WING TANKS; THERE WAS NO EVIDENCE OF A FUEL SPILL ON THE GROUND AND THERE WERE NO SIGNS OF FUEL STAINS ON THE OUTSIDE OF THE WINGS OR FUSELAGE. THE AIRPLANE HAD BEEN AIRBORNE FOR APPROX. 4.4 HOURS BEFORE THE FUEL WAS EXHAUSTED. THE SUBSEQUENT FORCED LANDING WAS ACCOMPLISHED, GEAR-UP, ON A DIRT ROAD DIVIDING TWO PASTURES. MINOR DAMAGE WAS TO PROPELLERS, LOWER COWLING, AND FUSELAGE. PIC WAS ABLE TO EGRESS THROUGH MAIN CABIN DOOR.^PRIVACY DATA OMITTED^ 20000916022519I (-23) A/C HAD EXPERIENCED A GEAR UP LANDING PRIOR TO THIS INCIDENT AND HAD JUST BEEN RETURNED TO SERVICE. THIS WAS THE FIRST MAINTENANCE CHECK FLIGHT AND FIRST LANDING SINCE BEING REPAIRED. LOGBOOKS REFLECT THE NECESSARY RETRACTION TESTS, AND THE PILOT CLAIMS TO HAVE CYCLED THE GEAR SUCCESSFULLY IN THE AIR SIX TIMES BEFORE LANDING. HE CLAIMS TO HAVE CHECKED FOR THREE GREEN LIGHTS AND ALSO VISUALLY. AFTER TOUCHDOWN HE FELT THE NOSE GEAR FOLDING AS THE NOSE LOWERED. INSPECTOR WESTON CHECKED A/C AND RECORDS. AIRWORTHINESS PERSONNEL CONDUCTED AN INVESTIGATION INTO THE MAINTENANCE FACILITY AND PRACTICES. 20000916024129I (-23)AIRCRAFT DEPARTED READING AIRPORT (RDG) ON RUNWAY 31. CLIMBED TO AN ALTITUDE OF 2500 FT. EXPERIENCED A LOSS OF MANIFOLD PRESSURE AND ENGINE RPM'S. PILOT TURNED THE AIRCRAFT AROUND AND TRIED TO MAKE IT BACK TO THE AIRPORT. THE LANDING GEAR EXTENDED AUTOMATICALLY PRIOR TO TOUCHDOWN. AIRCRAFT CRASH-LANDED BESIDE US HIGHWAY 183 ONE MILE NORTH/NORTHWEST OF THE AIRPORT. THE AIRCRAFT SUSTAINED DAMAGE TO THE PROPELLER, ALL THREE LANDINGS GEARS, MINOR DAMAGE TO CONTROL SURFACES, AND ANTENNAS ON BELLY OF AIRCRAFT. UPON FURHTER INVESTIGATION, FOUND THROTTLE ROD LINKAGE DISCONNECTED FROM CABLE NEAR INJECTOR THROTTLE BODY. THERE WAS NO APPARENT DAMAGE TO CABLE TO LINKAGE. JAM NUT WAS STILL ON CABLE. 20000916027229I (-23)WHILE LANDING THE ENGINE LOST POWER. AIRCRAFT FORCED TO LAND OFF FIELD. HARD LANDING IMPACT BROKE NOSE LANDING GEAR AND ROTOR DAMAGE OCCURRED AFTER CONTACT WITH EARTH. NO INJURIES. SUBSEQUENT AIRCRAFT EXAMINATION PREVEALED THAT IGNITION WIRE TERMINAL LUG BROKE OFF FROM SINGLE IGNITION. 20000916027389I (-23)NOSE GEAR WOULD NOT EXTEND AND COLLAPSED ON HANDING (GEAR-UP) LANDING - MINOR DAMAGE 12 PASSENGERS ON BOARD NO INJURIES. DURING ACFT RECOVERY, R/H MAIN HANDING GEAR COLLAPSED. MINOR DAMAGE. FURTHER INVESTIGATION BY PMI FLL FSDO #17 REQUIRED. 20000916029069I (-23)^PRIVACY D^(CFI) WAS GIVING INSTRUCTIONS ON ROCKWELL INTERNATIONAL 112A (COMPLEX AIRCRAFT) TO ^PRIVACY DATA OMITTED^ WAS GIVING THE FIRST DEMINSTRATION ON LANDING THE AIRPLANE AT MARYSVILLE AIRPORT (I78). DURING THE APPROACH, ^PRIVACY D^ INDICATED THAT HE HAD 3 GREEN LIGHTS PRIOR TO LANDING WHEN LANDING THE AIRCRAFT HE INDICATED THAT THE LANDING GEAR HAD COLLAPSED. THE AIRCRAFT WAS PLACED ON JACKS AND THE LANDING GEAR WAS EXTENDED AND RETRACTED SEVERAL TIMES, OPERATIONAL CHECKED NORMAL. 20000916029529I (-23)AIRCRAFT WAS ENROUTE TO CAPE HATTERAS, NC WHEN PILOT REPORTED SMOKE IN THE COCKPIT. HE WAS CLOSE TO HIS DESTINATION AT BILLY MITCHELL FIELD AT CAPE HATTERAS AND THOUGH HE COULD MAKE IT TO THE FIELD. THE ENGINE STARTED TO RUN ROUGH AND HE COULD NOT MAINTAIN POWER SO HE ELECTED TO LAND ON THE BEACH BETWEEN SALVO AND AVON, NC. HE LANDED IN THE EDGE OF THE SURF WITH THE GEAR RETRACTED AND THE AIRCRAFT SUSTAINED MINOR DAMAGE; THERE WERE NO INJURIES TO THE TWO OCCUPANTS ON BOARD THE AIRCRAFT. 20000916030099I (-23)ON SEPTEMBER 16, 2000, APPROXIMATELY 1030 CDT, PIPER PA-25-140, N15321, EXPERIENCED A FAILURE OF THE RH MLG STRUT DURING LANDING ROLLOUT ON RUNWAY 12 AT THE MILLARD AIRPORT, OMAHA, NE. THE CFI AND STUDENT PILOT REPORTED NO INJURY. SUBJECT INVESTIGATION FAILED TO ESTABLISHED WING SPAR OR WING SKIN DISPLACEMENT AS A RESULT OF THIS INCIDENT. THE AIRCRAFT RECORDS CHECK DID NOT INDICATE A HISTORY OF LANDING GEAR PROBLEMS WITH THIS AIRCRAFT. THE PH MLG STRUT, PIPER P/N 65319-004, WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE. A M OR D RETURNED WAS REPORT WAS SUBMITTED BY THE AIRCRAFT OWNER. THE INCIDENT IS CLOSED WITH THIS REPORT. 20000916030139I (-23)PILOT STATED THAT AFTER TAKING OFF IN A CROSS WIND AT P04, THE AIRCRAFT DRIFTED LEFT INTO AN AIRPORT SIGN AND DAMAGE THE LEFT MAIN LANDING GEAR. HE THEN RETURNED FOR LANDING, CAUSING ADDITIONAL DAMAGE TO THE OTHER MAIN GEAR. 20000916030189I (-23)THE AIRCRAFT WAS BEING LANDED ON A PRIVATE GRASS STRIP. THE GRASS STRIP HAD APPROXIMATELY 900 FEET OF USABLE RUNWAY AND AN ELEVATION OF 6,500 FEET. WINDS WERE REPORTED TO BE CALM WITH A TEMPERATURE OF 70 DEGREES F. AFTER MAKING TWO LOW PASSES THE PILOT FLEW NORMAL PATTERN. WHILE ON SHORT FINAL THE PILOT ALLOWED THE PLANE TO GET TOO SLOW AND STALLED IT AT APPROXIMATELY 4-6 FEET ABOVE THE GROUND. THE AIRCRAFT TOUCHED DOWN TO THE LEFT SIDE OF THE RUNWAY IN TALL BRASS WITH THE LEFT WHEEL IN A SMALL DITCH. THE PILOT APPLIED POWER TO GO AROUND BUT THE LEFT WHEEL REMAINED IN THE TALL GRASS AND DITCH. THE AIRCRAFT WAS UNABLE TO ACCELERATE TO TAKEOFF SPEED AND DID NOT BECAME AIRBORNE BEFORE THE END OF THE RUNWAY. THE LEFT WING OF THE AIRCRAFT STRUCK A JUNIPER TREE, CONTINUED THROUGH A BARBED WIRE FENCE, ACROSS A RUTTED DIRT ROAD ANOTHER BARBED WIRE FENCE BEFORE STOPPING. THE TAIL WHEEL WAS TORN FROM THE AIRPLANE AS IT CROSSED THE RUTS IN THE ROAD. AFTER STOPPING, THE ENGINE APPEARED TO BE RUNNING NORMALLY AND WAS SHUT DOWN. 20000916030259I (-23)ON A REPOSITIONING FLIGHT FROM SEWARD, NEBRASKA, TO LINCOLN, NEBRASKA, THE NOSE GEAR WOULD NOT LOCK IN THE DOWN POSITION. PIC ATTEMPTED RECYCLING THE LANDING GEAR SEVERAL TIMES USING THE ELECTRIC GEAR SYSTEM AND EMERGENCY EXTENSION PROCEDURES. AIRCRAFT LANDED AT LNK AND THE NOSE GEAR COLLAPSED. INVESTIGATION REVEALED THE NOSE GEAR DRIVE TUBE HAD BROKEN, LIMITING THE NOSE GEAR TRAVEL THUS PREVENTING THE NOSE GEAR FROM LOCKING IN THE DOWN POSITION. 20000916037329A (-23) THE A/C TRAVELED OFF THE WEST SIDE OF RUNWAY 36 (4,000' X 75') WHILE LANDING AT THE MORRIS MUNICIPAL AIRPORT, MORRIS, ILLINOIS. THE AIRCRAFT LANDED WITH THE LEFT MAIN TIRE LOW OF AIR. 20000916038209I (-23) ON SATURDAY, SEPTEMBER 16, 2000, AT 0735 EDT, A BOEING 727, N293WA, FLIGHT 1481, OPERATED BY DELTA AIRLINES, ON A FLIGHT FROM SYRACUSE NEW YORK TO ATLANTA, GEORGIA EXPERIENCED A BIRD STRIKE DURING TAKEOFF. THE AIRCRAFT CONTINUED TO ITS DESTINATION. THE FIRST OFFICERS PITOT TUBE WAS DAMAGED AND THERE WERE NO INJURIES. THE PITOT TUBE WAS REMOVED AND REPLACED. THE OPERATIONAL CHECK WAS SATISFACTORY AND THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000916040819A (.4) THE PILOT NOTED THE AIRPLANE WAS NOT CLIMBING AS EXPECTED AND A DECREASED ENGINE RPM. HE CHECKED THE THROTTLE AND MIXTURE CONTROLS THEN WITH OBSTRUCTIONS AHEAD, INTENTIONALLY STALLED THE AIRPLANE; A HARD LANDING RESULTED. THE MIXTURE CONTROL ARM WAS IN THE IDLE CUTOFF POSITION AND THE MIXTURE CONTROL CABLE WAS FRACTURED AFT OF THE MIXTURE CONTROL ARM. A BRACKET NEAR THE CARBURETOR SECURING THE MIXTURE CABLE WAS DISPLACED TO THE LEFT 1.5 INCHES. THE SWIVEL ASSEMBLY IN THE MIXTURE CONTROL ARM WAS INSTALLED UPSIDE DOWN. POST ACCIDENT, THE ENGINE WAS OPERATED TO 2,300 RPM. BOTH ENDS OF THE FLAME TUBE OF THE MUFFLER WERE FOUND SEPARATED FOLLOWING THE ENGINE RUN. ONE OF THE FLAME TUBE ENDS WAS IMPACT DAMAGED; PORTIONS OF THE FRACTURE SURFACES ON BOTH FLAME TUBE ENDS HAD A RELATIVELY SHINY APPEARANCE. WEAR AND FATIGUE NOTED ON THE MIXTURE CONTROL CABLE ADJACENT TO THE FRACTURE AREA; BENDING OVERSTRESS TO THE RIGHT ON THE REMAINING FRACTURE SURFACE. THE MIXTURE CONTROL CABLE HAD NOT BEEN REPLACED SINCE AIRPLANE MANUFACTURE IN 1974. THE AIRPLANE HAD ACCUMULATED 2,246 HOURS SINCE THEN, 44 HOURS SINCE THE LAST ANNUAL INSPECTION 11 MONTHS EARLIER, AND 408 HOURS SINCE AN OVERHAULED MUFFLERWAS INSTALLED. (-23)ON SEPTEMBER 16, 2000, AT 1100 LOCAL TIME A GRUMMAN AA-5, N7196L, DEPARTED ZEPHYRHILLS AIRPORT (ZPH) ZEPHRYHILLS, FLORIDA FOR A PLEASURE FLIGHT. THIS FLIGHT WAS INITIATED WITH VISUAL METEOTOLOGICAL CONDITIONS PREVAILING. THE AIRCRAFT CLIMBED TO AN ALTITUDE OF BETWEEN 300 AND 400 FEET WHEN THE PILOT NOTICED THE ENGINE RPM WAS BETWEEN 1900 AND 2000. THE PILOT STATES HE WAS LOSING ALTITUDE AND ELECTED TO PUT THE AIRCRAFT DOWN IN A FIELD.DURING THE LANDING ALL OF THE LANDING GEARS WERE TORN FROM THE AIRCRAFT.IN ADDITION, THE WINGS WERE DAMAGED ON THE INBOARD RIBS AND THE PROP WAS BENT BACK. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT AND PASSENGERS WERE NOT INJURED. 20000917014019A (-23) PILOT DEPARTED WAGONER AIRPORT AND FLEW AROUND THE LOCAL AREA PERFORMING SEVERAL TOUCH AND GO LANDINGS. ON THE LAST TOUCH AND GO THE ENGINE QUIT AFTER RETRACTING THE LANDING GEAR. THE PILOT ELECTED TO ATTEMPT A GEAR UP EMERGENCY LANDING ON RWY OVERRUN AREA. THE A/C TOUCHED DOWN IN THE GRASS 97 YARDS FROM THE END OF THE RUNWAY 17, SKIDDING 69 YARDS, WHERE IT WENT THROUGH A BARBED WIRE FENCE, THEN SKIDDING AN ADDITIONAL 42 YARDS ACROSS STATE HIGHWAY 51 AND COMING TO A REST IN A BAR DITCH AGAINST A BARBED WIRE FENCE ON TEH SOUGH SIDE OF HIGHWAY 51. THE PILOT STATED THAT ON A FINAL APPROACH HE SWITCHED THE FUEL FROM THE AUXILIARY TANKS TO THE LEFT MAIN. A VISUAL INSPECTION OF BOTH THE LEFT AND RIGHT AUZILIARY TANKS INDICATED THAT ONLY A RESIDUAL AMOUNT OF FUEL REMAINED IN THE BOTTOM OF THE TANKS. A VISUAL INSPECTION OF BOTH MAIN TANKS INDICATED THAT BOTH TANKS WERE FULL. THE FUEL GAUGES INDICATED THAT BOTH AUZILIARY TANKS WERE EMPTY AND THE MAIN TANKS WERE FULL. (.4)ON SEPTEMBER 17, 2000, AT 1800 CENTRAL DAYLIGHT TIME, A BEECH H35 AIRPLANE, N5448D, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AT THE WAGONER MUNICIPAL AIRPORT, WAGONER, OKLAHOMA. THE PRIVATE PILOT, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, AND HIS TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT AND A FLIGHT PLAN WAS NOT FILED. THE LOCAL FLIGHT ORIGINATED FROM THE WAGONER MUNICIPAL AIRPORT AT 1715.ACCORDING TO THE PILOT, THE FLIGHT DEPARTED FROM RUNWAY 17 AND REMAINED IN THE TRAFFIC PATTERN EXECUTING TOUCH-AND-GO LANDINGS. DURING AN APPROACH TO THE RUNWAY, HE SWITCHED THE FUEL SELECTOR FROM THE AUXILIARY TANKS TO THE LEFT MAIN TANK. THE AIRPLANE TOUCHED DOWN AND HE THEN "RECONFIGURED" THE AIRPLANE FOR TAKEOFF. THE AIRPLANE DEPARTED, THE LANDING GEAR WAS RETRACTED, AND WHILE CLIMBING THROUGH 75 FEET AGL, THE ENGINE LOST TOTAL POWER. THE PILOT ATTEMPTED TO RE-START THE ENGINE, BUT THE ENGINE DID NOT RE-START. DURING THE ENSUING FORCED LANDING, TO THE RUNWAY OVERRUN AREA, THE AIRPLANE CONTACTED A BARBED WIRE FENCE, CROSSED OVER A STATE HIGHWAY, AND CAME TO REST UPRIGHT IN A DITCH. THE PILOT ADDED THAT THE BOOST PUMP WAS "STILL RUNNING," AFTER THE AIRPLANE CAME TO A STOP.ACCORDING TO THE FAA INSPECTOR, WHO EXAMINED THE AIRPLANE AT THE SITE, THE EMPENNAGE WAS TWISTED AND BOTH PROPELLER BLADES, 7 INCHES INBOARD FROM THE BLADE-TIP, WERE BENT BACK 90 DEGREES. HE STATED THAT, WHEN HE LOOKED IN EACH OF THE AIRPLANE'S FUEL TANKS, HE OBSERVED THAT THE AUXILIARY FUEL TANKS WERE EMPTY AND THE MAIN FUEL TANKS WERE FULL. HE ADDED THAT THE COCKPIT FUEL SELECTOR WAS IN THE LEFT MAIN TANK POSITION AND THAT A SAMPLE OF FUEL FROM THE LEFT MAIN FUEL TANK WAS "CLEAR AND FREE OF CONTAMINANTS." IN THE NTSB FORM 6120.1/2, PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, IN THE SECTION "RECOMMENDATION (HOW COULD THIS ACCIDENT HAVE BEEN PREVENTED)," THE PILOT STATED THE FOLLOWING; "SELECT THE FULLEST TANK LONG BEFORE FINAL AND TOUCHDOWN AND CONFIRM [FUEL] SELECTOR HANDLE IS IN DETENT ON FULLEST TANK." 20000917014129A (-23) THE ATP RATED PILOT AND HIS BROTHER, ALSO ATP RATED, DEPARTED ON A PLEASURE FLIGHT FORM BOULDER, CO. WITNESSES IN TEH AREA SOUTH OF LONGMONT, CP REPORTED TO THE NTSB THAT THE A/C WAS OBSERVED AT A LOW ALTITUDE AND THEN WENT INTO AN UNCONTROLLED MANUEVER. IT IMPACTED THE GROUND ON A FARM FIELD. A POST CRASH FIRE OCCUREED. THE A/C WAS DESTROYED AND BOTH OCCUPANTS RECEIVED FATAL INJURIES. 20000917014459A (-23) ON SEPTEMBER 17, 2000, AT APPROX. 1226 MDT, A BELLANCA, BE-17-30A, N14774 STRUCK A MESQUITE BUSH THEN CRASHED ON TAKEOFF FROM A DIRT ROAD ON THE EZ HEART RANCH 11 MILES SOUTH OF LAS CRUCES INT'L AIRPORT, LAS CRUCES, NM. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND TWO PASSENGERS RECEIVED MINOR BUMPS AND BRUISES. (.4) ON SEPTEMBER 17, 2000, AT 1226 MOUNTAIN DAYLIGHT TIME, BELLANCA 17-30A, N14774, REGISTERED TO AND OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK A TREE DURING TAKEOFF ROLL NEAR LAS CRUCES, NEW MEXICO. THE COMMERCIAL PILOT AND TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT'S ACCIDENT REPORT, HE HAD MADE AN UNEVENTFUL LANDING ON A DIRT AIRSTRIP NEXT TO A RANCH EARLIER THAT MORNING. AFTER CONDUCTIN BUSINESS, AND IN PREPARATION FOR DEPARTURE, THE RANCH FOREMAN ADVISED THE PILOT THAT THE AIRSTRIP HAD NOT BEEN "BLADED OR ROLLED" IN 3 YEARS. HE SUGGESTED HE TAKE OFF FROM A NEARBY ROAD. A REALTOR ADDED, "EVERYONE USES THE ROAD". THE PILOT WALKED ALONG 4,000 FEET OFF OF THE ROAD, AND DETERMINED IT WAS SUITABLE FOR THE DEPARTURE. A SHORT FIELD TAKEOFF WAS ATTEMPTED INTO A 5 TO 7 KNOT HEADWIND. AS THE A/C LIFTED OFF THE ROAD, "THE LEFT WING STRUCK SOMETHING, SPINNING (THE AIRPLANE) AROUND IN (A) COMPLETE CIRCLE." ACCORDING TO THE FAA INSPECTOR WHO WENT TO THE ACCIDENT SITE, THE AIRPLANE VEERED TO THE LEFT DURING TAKEOFF AND STRUCK A MESQUITE BUSH. IT THEN TRAVELED 336 FEET THROUGH THE AIR, STRUCK THE GROUND, SPUN AROUND 720 DEGREES, AND SKIDDED TO A HALT 1,947 FEET FROM THE START OF THE TAKEOFF ROLL AND 50 FEET LEFT OF THE ROADSIDE. THE INSPECTOR SAID IT APPEARED "THE PILOT FAILED TO APPLY SUFFICIENT RIGHT RUDDER AT LIFTOFF TO MAINTAIN DIRECTIONAL CONTROL, "ALLOWING THE AIRPLANE TO "DRIFT LEFT SUFFICIENTLY FOR THE LEFT WING TO STRIKE THE MESQUITE BUSH BRANCH."THE PILOT SAID HE SHOULD NOT HAVE HEEDED THE ADVICE OF THE REALTOR. 20000917015549A (-23) A/C ENCOUNTERED CLEAR AIR TURBULANCE AT FLIGHT LEVEL 260 RESULTING IN FLIGHT ATTENDENT RECEIVING SERIOUS INJURIES. A/C WAS TWENTY MINUTES FROM LANDING AT THE NEXT SCHEDULED STOP AT ATLANTA HARTSFIELD INTERNATIONAL AIRPORT. CAPTAIN ELECTED TO CONTINUE TO ATLANTA WHERE EMERGENCY VEHICLES WERE WAITING. SUBSEQUENT MEDICAL EXAMINATIONS OF FLIGHT ATTENDANT REVEALED A BROKEN LEFT ANKLE AND A SPRAINED RIGHT ANKLE. 20000917024119I (-23)PILOT ENCOUNTERED TURBULANCE AND POSSIBLE WIND SHEAR DURING LANDING ON GRASS, PARALLEL TO RWY 17, ON SCENE INVESTIGATION FOUND THAT THE LH WING TIP HAD STRUCK THE GROUND CAUSING MINOR DAMAGE TO THE BOTTOM (COMPOSITE) SURFACE OF LH WING TIP, AND CAUSING THE LH TIP WHEEL TO SEPARATE FROM THE WING. PILOT STATED IN TELEPHONE INTERVIEW THAT WIND DIRECTION WAS VARYING THAT DAY AND INITIALLY FAVORED RWY 35, WHERE AN EARLIER UNEVENTFUL GLIDER FLIGHT WAS ACCOMPLISHED WITH THE AIRCRAFT. FURTHER, PILOT STATED THAT WINDS WERE FAVORING RWY 17, WHICH WAS THE RWY IN USE AT THE TIME THE INCIDENT TOOK PLACE. THIS MATTER IS CONSIDERED CLOSED. 20000917024459I (-23)DURING LANDING AT CLERMONT COUNTY AIRPORT, BATAVIA, OHIO, CITATION 550, N705SP, STRUCK TWO DEER CAUSING MINOR DAMAGE TO THE AIRCRAFT. 20000917026839I (-23) WHILE DOING TOUCH AND GO'S, PILOT LOST POWER AND MADE AN OFF AIRPORT LANDING 1/2 MILE FROM THE LOMPOC AIRPORT IN A FIELD IN HIS HOME-BUILT FISHER BI-PLANE. THERE WAS NO DAMAGE TO THE A/C AND HE RECEIVED NO INJURIES. PILOT STATED THAT HE HAD LOST POWER AND WAS AT A LOW ALTITUDE AND ELECTED TO LAND STRAIGHT AHEAD. THE A/C WAS EQUIPPED WITH A HIRTH/ROTAX 2 CYLINDER 2 STROKE NON TYPE CERTIFICATED ENGINE. AFTER LANDING HE REMOVED THE WINGS AND TOWED THE A/C BACK TO THE AIRPORT. HE INDICATED THAT HE HAD 1/2 FUEL REMAINING AND HE WAS GOING TO REMOVE THE ENGINE AND SEND IT BACK TO THE MANUFACTURE FOR REPAIR. 12/08/00 OWNER INFORMED ME THAT THE IGNITION SYSTEM HAD FAILED, ALL HAS BEEN REPAIRED AND ENGINE IS REINSTALLED. NO FURTHER ACTION. 20000917028469I (-23)PILOT STATED WINDS WERE GUSTY. AFTER TOUCHDOWN, HE FOUND HIMSELF ROCKING UP ON NOSE WHEEL AND RIGHT MAIN RESULTING IN PROP STRIKE. 20000917028689I (-23)ENROUTE FROM POMPANO BEACH, FL, TO ROCKLAND, ME, ON ENTERING TRAFFIC PATTERN AT MFV FOR A INTENDED FUEL STOP, PILOT WAS NOT ABLE TO GET A GREEN INDICATION ON THE LEFT MAIN GEAR. A FLYBY WAS INITIATED AND GROUND PERSONNEL OBSERVED THE LEFT MAIN LANDING GEAR STILL IN THE FULLY RETRACTED POSITION, WITH THE NOSE GEAR AND RIGHT MAIN GEAR EXTENDED. PILOT ELECTED TO PROCEED TO PHF AND EXECUTED A FULL GEAR UP LANDING ON A FOAMED RUNWAY. DAMAGE WAS LIMITED TO THE LOWER FUSELAGE SKINS. FURTHER INVESTIGATION REVEALED THE LEFT MAIN UPLOCK ROLLER WOULD NOT ROTATE POSSIBLY DUE TO LACK OF LUBRICATION. THE UPLOCK ROLLER CLEARENCE WAS ALSO FOUND INSUFFICIENT PER THE MAINTENANCE MANUAL SPEC. THE LAST ANNUAL INPSECTION HAD BEEN COMPLETED ON OCTOBER 4, 1999. 20000917036079A (.4)DUE TO A LOSS OF ENGINE POWER, THE PILOT MADE A FORCED LANDING IN AN OPEN FIELD AND COLLIDED WITH DESERT SHRUBS BEFORE COMING TO REST INVERTED. THE PILOT STATED THAT HE HAD REFUELED TO MAXIMUM TANK CAPACITY PRIOR TO TAKEOFF AND CALCULATED THE EN ROUTE TIME TO THE PLANNED REFUELING STOP AT 4 HOURS 15 MINUTES. HE STATED THAT HE WAS 4 HOURS 10 MINUTES INTO THE FLIGHT AND NEAR THE REFUELING AIRPORT WHEN THE ENGINE QUIT. HE CONTACTED THE LOCAL TOWER AND INFORMED THEM THAT HE WAS OUT OF FUEL AND WAS GOING TO TRY TO LAND ON A HIGHWAY. HE HAD TO MANEUVER TO AVOID ON-COMING VEHICULAR TRAFFIC AND LANDED IN THE BRUSH-COVERED FIELD. RESPONDING PERSONNEL DID NOT SEE OR SMELL FUEL IN THE AIRPLANE OR ON THE GROUND SURROUNDING THE AIRPLANE. MECHANICAL CONTINUITY WAS ESTABLISHED IN THE ENGINE DURING AN EXAMINATION. WITH THE FUEL PUMP TURNED ON, A FUEL LEAK WAS FOUND AT THE FUEL LINE FITTING WHERE IT ENTERS THE CARBURETOR. THE LEAK RATE WITH JUST THE BOOST PUMP ON WAS 1 DROP PER MINUTE. HEAVY FUEL STAINING WAS NOTED ON THE CARBURETOR BOWL BELOW THE BOWL SEAL GASKET AND AROUND THE LINE FITTING, AND ON INDUCTION HOSES DIRECTLY BELOW THIS POINT. THE HEAVY AND THICK STAIN RESIDUE WAS CONSISTENT WITH A LONG-TERM LEAK. REVIEW OF THE LOGBOOKS REVEALED THAT THE ENGINE HAD BEEN REINSTALLED AFTER AN OVERHAUL ABOUT 8 DAYS PRIOR TO THE ACCIDENT. A REMOTE FUEL SOURCE WAS ATTACHED TO THE FUEL FITTING OF THE LEFT WING AND AN ENGINE GROUND RUN TO FULL POWER WAS CONDUCTED WITH NO DISCREPANCIES NOTED. ACCORDING TO THE AIRPLANE MANUFACTURE, THIS AIRPLANE HOLDS 48 GALLONS OF FUEL WITH 4 GALLONS UNUSABLE FUEL. THE RANGE/CRUISE PERFORMANCE CHARTS IN THE AIRPLANE FLIGHT MANUAL SHOWS A BEST POWER FUEL CONSUMPTION OF 9.0 GALLONS PER HOUR AT 65 PERCENT POWER, AND 10.5 GALLONS PER HOUR AT 75 PERCENT POWER. THE ENDURANCE TIME SHOWN IN THE CHARTS FOR 65 PERCENT POWER IS 5.5 HOURS. (-23)SEE PTRS LAX00LA341 20000917038079I (-23) ON SUNDAY SEPTEMBER 17, 2000 AT 2005 LOCAL, A MESABA AIRLINES SAAB 340B, D/B/A NORTHWEST AIRLINK, FLIGHT 2962, N433XJ, PERFORMED AN AIR TURN BACK DUE TO THE LOSS OF THE NUMBER 1 DC GENERATOR. CONTRACT MAINTENANCE, PIEDMONT HAWTHORNE, RESET THE GENERATOR AND ASSISTED THE CREW IN RUNNING THE AIRCRAFT. THE GENERATOR FUNCTIONED NORMALLY AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000917038999A (-23) PILOT LOST CONTROL OF A/C DURING LANDING, VEERED OFF RUNWAY AND COLLIDED WITH A PARKED A/C. ACCIDENT AIRCRAFT (N9354E) SUSTAINED SUBSTANTIAL DAMAGE TO RIGHT WING. PARKED A/C ALSO SUSTAINED SUBSTANTIAL DAMAGE. NO INJURIES. (.4) ON SEPTEMBER 17, 2000, ABOUT 1035 EASTERN DAYLIGHT TIME, AN AERONCA 11AC-991, N9354E, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE GETTYSBURG AIRPORT, GETTYSBURG, PENNSYLVANIA. THE CERTIFICATED RECREATIONAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A PILOT, HE OBSERVED THE ACCIDENT AIRPLANE LAND ON RUNWAY 24, A 3,096-FOOT LONG, 40-FOOT WIDE, ASPHALT RUNWAY. THE AIRPLANE FLARED "ABOUT 3-4 FEET TOO HIGH," AND TOUCHED DOWN HARD ON THE RIGHT MAIN LANDING GEAR. THE AIRPLANE THEN IMMEDIATELY VEERED 40-50 DEGREES TO THE RIGHT AND HEADED TOWARD A LINE OF PARKED AIRPLANES. THE AIRPLANE STRUCK A PARKED AIRPLANE, ROTATED ON ITS RIGHT WING TIP AND CAME TO REST ON THE NOSE COWLING. THE PILOT STATED IN A WRITTEN NARRATIVE, "WHAT OCCURRED WAS A 'GROUND LOOP' AFTER TOUCHDOWN.. " THE WINDS REPORTED AT AN AIRPORT LOCATED ABOUT 18 MILES TO THE EAST OF THE ACCIDENT SITE, AT 1053, WERE FROM 250 DEGREES AT 9 KNOTS. (.19) ON SEPTEMBER 17, 2000, ABOUT 1035 EASTERN DAYLIGHT TIME, AN AERONCA 11AC-991, N9354E, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE GETTYSBURG AIRPORT, GETTYSBURG, PENNSYLVANIA. THE CERTIFICATED RECREATIONAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A WITNESS, HE OBSERVED THE ACCIDENT AIRPLANE LAND ON RUNWAY 24, A 3,096-FOOT LONG, 40-FOOT WIDE, ASPHALT RUNWAY. THE AIRPLANE FLARED "ABOUT 3-4 FEET TOO HIGH," SLIGHTLY DROPPING A RIGHT WING AND LANDING HARD ON THE RIGHT MAIN LANDING GEAR. THE AIRPLANE THEN IMMEDIATELY VEERED 40-50 DEGREES TO THE RIGHT AND HEADED TOWARD A LINE OF PARKED AIRPLANES. THE AIRPLANE STRUCK A PARKED AIRPLANE, ROTATED ON ITS RIGHT WING TIP AND CAME TO REST ON THE NOSE COWLING. THE WINDS REPORTED AT AN AIRPORT LOCATED ABOUT 15 MILES TO THE NORTHEAST OF THE ACCIDENT SITE, AT 1053, WERE FROM 250 DEGREES AT 9 KNOTS. 20000917039419I (-23) ON 9-17-00 A STAIR TRUCK #2272 STRUCK AMTA FLIGHT #108 WHILE THE A/C WAS WAITING TO TAXI UP TO GATE B-12. THE A/C COMMANDER HAD STOPPED TAXI WHILE WAITING FOR POSITIONING OF THE JETWAY. THE JETWAY AUTOMATIC LEVELER WAS INOPERATIVE, THEREFORE AMTA PERSONNEL WERE ATTEMPTING TO POSITION A STAIR TRUCK FOR PASSENGER DEPLANING WHEN THE DRIVER STRUCK THE LEFT AILERON AND WING TIP. THERE WERE NO REPORTED INJURIES TO PASSENGERS OR CREW. MAINTENANCE INSPECTED THE A/C AND FOUND DAMAGE IN THE LEFT AIRLERON, WING TIP AND WING TIP POSITION LIGHT ASSEMBLY. MAINTENANCE SUPERVISOR INDICATED THERE WERE NO REQUIRED SPECIAL/CONDITIONAL INSPECTIONS IN THE MAINTENANCE MANUAL REGARDING THIS TYPE DAMAGE TO THE A/C. MAINTENANCE REMOVED AND REPLACED THE FOLLOWING: LEFT OUTBOARD AILERON PER CHAPTER 27-11-21, THE LEFT MID AND AFT WING TIP AND THE LEFT AFT POSITION LIGHT ASSEMBLY PER CHAPTER 57-31-01. OPERATIONAL CHECKS OF THE AFFECTED FLIGHT CONTROLS AND ILLUMINATIONS SYSTEMS WERE NORMAL. THE A/C WAS AUTHORIZED FOR RETURN TO SERVICE. 20000918014619A (-23) STUDENT PILOT ACQUIRED KEY TO N6107Q, A CESSNA 152, FROM AN EMPLOYEE NOT FAMILAR WITH PILOT QUALIFICATION OR INTENTION TO CONDUCT UNAUTHORIZED CROSS COUNTRY FLIGHT. PILOT WAS ADVISED EARLIER THAT SOLO NIGHT CROSS COUNTRY WAS NOT PERMITTED. ADDITIONALLY, PILOT HAD BEEN ENDORSED FOR ONLY CESSNA 172 SUPERVISED FLIGHT. PILOT DEPARTED DTN AT 1615 HOURS AND ARRIVED AT ALTUS, OK., AXS AT 1905 HOURS. A/C REFUELED AND LOCAL INSTRUCTOR ANNOTATED SAFE ARRIVAL AND ADVISED THAT THE RETURN TRIP TO SHREVEPORT SHOULD INCLUDE A FUEL STOP. A/C DEPARTED AXS AT 2020 HOURS AND CRASHED AT 0008, 14 MILES NW OF DESTINATION, DTN. EXAMINATION OF WRECKAGE REVEALED A MINOR POST IMPACT FIRE AND MINIMAL AMOUNT OF FUEL REMAINING IN BOTH FUEL TANKS. 20000918017399I (-23)AIRCRAFT N914SH TOOK OFF FROM INDIANAPOLIS INTERNATIONAL AIRPORT. AFTER THE AIRCRAFT TOOK OFF IF HAD TO MAKE AND EMERGENCY LANDING AT INDIANAPOLIS INTERNATIONAL AIRPORT. THE AIRCRAFT COULD ONLY MAKE RIGHT TURNS ONLY WHEN THE EMERGENCY WAS DECLARED. THE AIRCRAFT MADE IT SAFELY BACK TO INDIANAPOLIS INTERNATIONAL AIRPORT. THE AIRCRAFT WENT TO RAYTHEON TO HAVE MAINTENANCE PERFORMED. THEIR AVIONICS TECH FOUND A PC BOARD TO BE DEFECTIVE MODEL #128-364122-1 SERIAL #419H97. THE AIRCRAFT HAS BEEN RETURNED TO SERIVCE. THE M OR D WAS FILLED OUT AND SENT OUT. THE NTSB WAS NOTIFIED AND ADVISED OF THE STATUS OF THE AIRCRAFT AND GIVEN THE PART NUMBER AND SERIAL NUMBER OF THE DEFECTIVE PART. 20000918018589I (-23) STRONG WIND GUST MOVED A/C AND TURNED OVER PORTABLE AIRSTAIR CAUSING MINOR DAMAGE TO A/C RADOME. MAINT. R/R RADOME IAW M/M 53-15-00. OK FOR SERVICE. PMI ^PRIVACY DATA ^ HAS ADVISED THAT A REVISION IS BEING MADE TO THE STATIONS MANUAL WITH REFERENCE TO GROUND HANDLING. 20000918023849I (-23)AIRCRAFT STRUCK POWER LINE APPROACH END OF RUNWAY, DURING LANDING. PILOT STATED THAT DUE TO POOR LIGHTING AT THE TIME OF DAY HE DID NOT SEE POWER LINE. MINOR DAMAGE TO PROPELLER. 20000918029609I (-23)PIC WAS GIVING INSTRUMENT APPROACHES INSTRUCTION TO CREATED STUDENT. AS A/C REACHED MDA OF 500 FT AGL ENGINE BEGAN TO RUN ROUGH. HAD STUDENT SWITCH TANKS, BOOST ON. MADE AGGRESSIVE TURN TO AIRPORT FROM WIDE DOWN WIND. SAW A/C WAITING TO DEPART ACTIVE. MADE DECISION TO MAKE OFF AIRPORT LANDING IN PLOWED DIRT FIELD APPROXIMATELY 1/8 MILE FROM AIRPORT. AT APPROXIMATELY 30 FEET ABOVE GROUND, ENGINE BEGAN TO RUN. CONTINUED TO LAND OFF FIELD. AIRCRAFT SIS NOT SUSTAIN ANY DAMAGE. MAINTENANCE FOUND BOTH TANKS EMPTY, LESS THAN 1 GALLON OF FUEL IN EACH TANK. MAINTENANCE FILLED TANKS WITH FUEL, PERFORMED ENGINE RUN UP. 20000918029619I (-23)WHILE ON APPROACH TO AIRPORT, APPROXIMATELY 3 MILES FROM RUNWAY, ENGINE QUIT, FUEL SELECTOR WAS ON RIGHT TANK, WHICH WAS EMPTY. PC SWICHED TO LEFT TANK, BUT FAILED TO TURN ON BOOST PUMP, WHEN ENGINE DID NOT RESPOND IMMEDIATELY, PC SWITCHED BACK TO RIGHT TANK. ENGINE STILL DID NOT RESPOND. PC SWITCHED OFF MAGS AND MASTER SWITCH AND ELECTED TO LAND ON A LARGE OPEN FIELD. A/C WAS LANDED GEAR UP WITH MINOR DAMAGE. 20000918029709I (-23)DURING A TRAINING FLIGHT, THE LANDING GEAR RETRACTED BEFORE SUFFICIENT SPEED WAS OBTAINED FOR TAKEOFF DURING A TOUCH AND GO LANDING. 20000918029739I (-23)THE AIRCRAFT WAS STARTED, RUN-UP PERFORMED, AND PREPARED FOR DEPARTURE ON RUNWAY 22. DURING THE TAKEOFF ROLL, THE PILOT NOTICED THAT THE LEFT ENGINE HAD OVERBOOSTED AB 5 IN HG. HE ATTEMPTED TO CORRECT THE PROBLEM WITH THE THROTTLE CONTROL, THEN DECIDED TO ABORT THE TAKEOFF. THE AIRCRAFT CONTINUED OFF THE DEPARTURE END OF 22, THROUGH THE GRASS AND CAME TO REST ON THE BREAK WALL SEPARATING THE ISLAND FROM LAKE ERIE. 20000918029769I (-23)PILOT FAILED TO COMPLETE LANDING CHECKLIST. 44709 RE-EXAM ON USE OF CHECKLIST AND PROCEDURES. 20000918029819I (-23)ON SEPTEMBER 18, 2000, AT APPROXIMATELY 1740 CDT, N777PY, A BE-35, WAS BEING OPERATED FOR FLIGHT TRAINING ACTIVITY BY AN INSTRUCTOR, GIVING FLIGHT INSTRUCTION TO A PRIVATE PILOT FOR A HIGH PERFORMANCE/COMPLEX AUTHORIZATION, NEAR LINCOLN, ILLINOIS. AFTER EXECUTING A PRACTICE LANDING, THE AIRCRAFT EXPERIENCED A NOSE GEAR RETRACTION RESULTING IN THE AIRCRAFT FALLING ONTO ITS NOSE ASSEMBLY AND SLIDING OFF THE RUNWAY. DAMAGE WAS SUSTAINED TO THE NOSE GEAR DOOR MECHANISM AND COWLING, THE PROPELLER, AND A SUDDEN STOPPAGE OF THE ENGINE. THE FLIGHT INSTRUCTOR AND STUDENT PILOT RECEIVED INJURIES. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20000918037129A (-23) PILOT ATTEMPTING TO LAND AT HOWARD NIXON MEMORIAL AIRPORT HIT TOPS OF TREES ON FINAL AND CRASHED AIRPLANE SHORT OF APP. END OF RWY 18. 20000918038539A (-23)NO NARRATIVE 20000918040729A (-23)AT APPROXIMATELY 1510 LOCAL TIME ON SEPTEMBER 18, 2000 THE PILOT LANDED AT NUIQSUT, ALASKA WITHOUT EXTENDING THE LANDING GEAR. AFTER TOUCHING DOWN ON THE AIRCRAFT BELLY POD, THE PILOT EXECUTED A REJECTED LANDING MANEUVER. DURING THE GO-AROUND, THE PILOT FAILED TO RAISE THE FLAPS FROM FULL AND THEN EXTENDED THE LANDING GEAR. THE PILOT THEN LOST CONTROL OF HTE AIRCRAFT AND CRAHSED APPROXIMATELY 1/4 MILE OFF OF THE RUNWAY. THE AIRCRAFT WAS DESTROYED BY A POST CRASH FIRE. (.19ON SEPTEMBER 18, 2000, ABOUT 1510 ALASKA DAYLIGHT TIME, A PIPER PA-31T3 AIRPLANE, N220CS, WAS DESTROYED BY IMPACT AND POSTIMPACT FIRE AFTER COLLIDING WITH TUNDRA COVERED TERRAIN, ABOUT 300 YARDS SOUTH OF THE NUIQSUT AIRPORT, NUIQSUT, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) SCHEDULED DOMESTIC FLIGHT UNDER TITLE 14, CFR PART 135, WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS OPERATED AS FLIGHT 181 BY CAPE SMYTHE AIR SERVICE INC., BARROW, ALASKA. THE AIRLINE TRANSPORT CERTIFICATED PILOT, AND FOUR PASSENGERS RECEIVED FATAL INJURIES. FIVE PASSENGERS RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VFR FLIGHT PL AN WAS FILED. THE FLIGHT ORIGINATED AT THE DEADHORSE AIRPORT, DEADHORSE, ALASKA, AT 1445. THE DIRECTOR OF OPERATIONS FOR THE OPERATOR REPORTED THE AIRPLANE WAS EQUIPPED WITH A FUSELAGE MOUNTED BELLY CARGO POD. THE AIRPLANE WAS OBSERVED BY WITNESSES AT THE NUIQSUT AIRPORT TO TOUCH DOWN ON RUNWAY 22 WITH THE LANDING GEAR RETRACTED. THE BELLY POD LIGHTLY SCRAPED THE RUNWAY FOR ABOUT 40 FEET, BUT THE AIRPLANE TRANSITIONED TO A CLIMB. AS THE AIRPLANE BEGAN CLIMBING AWAY FROM THE RUNWAY, THE LANDING GEAR WAS OBSERVED TO EXTEND. THE AIRPLANE CLIMBED TO ABOUT 100 TO 150 FEET ABOVE THE GROUND, AND THEN BEGAN A DESCENDING LEFT TURN. THE AIRPLANE COLLIDED WITH THE GROUND ON A 095 DEGREE HEADING. THE WRECKAGE PATH EXTENDED FOR ABOUT 300 FEET, DURING WHICH THE LANDING GEAR, LEFT WING, AND THE LEFT ENGINE SEPARATED FROM THE AIRPLANE. A POSTCRASH FIRE DESTROYED THE FUSELAGE, RIGHT WING, AND THE RIGHT ENGINE. AT 1500, AN AUTOMATED WEATHER OBSERVATION SYSTEM (AWOS) WAS REPORTING, IN PART: WIND, 232 DEGREES (MAGNETIC) AT 12 KNOTS; VISIBILITY, 10 STATUTE MILES; CLOUDS AND SKY CONDITION, FEW AT 2,000 FEET, 3,900 FEET BROKEN, 5,000 FEET OVERCAST; TEMPERATURE, 35 DEGREES F; DEW POINT, 29 DEGREES F; ALTIMETER, 29.89 INHG. 20000919014609A (-23) AFTER TOUCHDOWN, THE PILOT STATED THAT A/C BECAME AIRBORNE FOR UNDETERMINED REASON. THE PILOT ATTEMPTED TO INITIATE A GO-AROUND, BUT WAS UNABLE TO CLIMB DUE TO LOW AIRSPEED. THE A/C AT THIS POINT HAD DRIFTED TO THE RIGHT OF THE RUNWAY DUE TO A DIRECT CROSS-WIND. THE PILOT DECIDED NOT TO CONTINUE GO-AROUND, BUT TO LAND STRAIGHT AHEAD. THE A/C LANDED IN THE GRASS BETWEEN RUNWAY 18L AND 18R, AND AT SOME POINT DURING THE LANDING ROLL, THE NOSE GEAR COLLAPSED. 20000919014659A (-23) PILOT LOST CONTROL DURING A TAKEOFF FROM A MOUNTAIN RIDGE COVERED WITH 2" OF SNOW AND A CROSSWIND ESTIMATE OF 20 KNOTS. 20000919015919A (-23) AFTER LANDING ON A RIDGELINE SITE AT 5000 FEET, OAT 85 DEGREES, AND WINDS 240 AT 5 KNOTS, THE PILOT DECIDED TO REPOSITION THE A/C CLOSER TO THE WORK SITE. THE NEW LANDING SITE WAS UNACCEPTABLE, AND THE PILOT DECIDED TO RETURN TO THE ORIGINAL SITE. AFTER APPLYING TAKEOFF POWER AND LIFTING OFF TO A HOVER, THE A/C DEPARTED DOWNSLOPE. THE NOSE OF THE A/C BEGAN TO YAW RIGHT AND COULD NOT BE STOPPED WITH FULL LEFT PEDAL. THE PILOT REDUCED COLLECTIVE AND CONTINUED DOWNSLOPE. THE NOSE CONTINUED TO YAW RIGHT SO THE PILOT INCREASED COLLECTIVE AND BEGAN TO FOLLOW THE RIGHT YAW. AS THE A/C PASSED DOWNWIND ABEAM THE LANDING SITE THE NOSE TUCKED DOWN AND TAIL SWUNG LEFT. HE REDUCED COLLECTIVE AND CRASH LANDED INTO THE SLOPE BELOW. (.4) ON SEPTEMBER 19, 2000, ABOUT 1235 HOURS PACIFIC DAYLIGHT TIME, A BELL 206BIII, N90214, WAS SUBSTANTIALLY DAMAGED WHILE ATTEMPTING TO TAKEOFF FROM A RIDGELINE NEAR OJAI, CALIFORNIA. ASPEN HELICOPTERS, INC., OPERATED THE HELICOPTER UNDER THE PROVISIONS OF 14 CFR PART 135. THE COMMERCIAL PILOT WAS NOT INJURED; TWO PASSENGERS SUSTAINED SERIOUS INJURIES. THE LOCAL CHARTER FLIGHT DEPARTED OXNARD ABOUT 1110. VISUAL METEOROLOGICAL CONDITIONS PREVAIL ED AND A COMPANY VFR FLIGHT PLAN WAS FILED. THE ACCIDENT COORDINATES WERE 34 DEGREES 30.3 MINUTES NORTH LATITUDE AND 119 DEGREES 08.3 MINUTES WEST LONGITUDE. THE PILOT STATED HE WAS FLYING PERSONNEL TO SEVERAL FLOOD CONTROL MONITORING STATIONS. ONE STATION WAS VISITED AND AN EFFORT TO VISIT A SECOND WAS TERMINATED AFTER THREE ATTEMPTS TO LAND WERE MADE. THIS WAS THE THIRD STATION THEY VISITED, AND ITS ELEVATION WAS ABOUT 5,000 FEET. AFTER LANDING TO THE WEST ON A RIDGELINE, THE PILOT DECIDED TO REPOSITION CLOSER TO THE STATION. HE LATER DETERMINED THE WINDS WERE 240 AT 5 KNOTS. HE HOVER TAXIED TO HIS LANDING AREA. AS THE SKIDS TOUCHED DOWN, THE PILOT FELT THE HELICOPTER SLIDE TO THE RIGHT. HE PICKED BACK UP INTO A HOVER AND DECIDED TO FLY BACK TO THE ORIGINAL LANDING SITE. AFTER APPLYING TAKEOFF POWER, HE PUSHED THE NOSE OF THE HELICOPTER OVER AND BEGAN TO FLY AWAY DOWNSLOPE. THE NOSE OF THE HELICOPTER BEGAN TO ROTATE TO THE RIGHT, EVEN WITH FULL LEFT PEDAL APPLIED. THE PILOT REDUCED COLLECTIVE AND CONTINUED DOWNSLOPE. AS THE NOSE CONTINUED TO THE RIGHT, HE INCREASED COLLECTIVE, AND BEGAN TO FOLLOW THE RIGHT YAW WITH CYCLIC. HE FLEW THE HELICOPTER TO A DOWNWIND POSITION APPROXIMATELY ABEAM HIS LANDING SITE. THEN THE NOSE TUCKED DOWN AND THE TAIL SWUNG TO THE LEFT. HE REDUCED COLLECTIVE AND THROTTLE AS THE HELICOPTER CRASH-LANDED INTO THE SLOPE BELOW HIS LANDING SITE. THE FEDERAL AVIATION ADMINISTRATION ACCIDENT COORDINATOR FLEW BY THE SITE AND NOTED THE AIR TEMPERATURE WAS 85 DEGREES FAHRENHEIT AND COMPUTED THE DENSITY ALTITUDE TO BE ABOUT 8,000 FEET. 20000919017409I (-23) 09/19: PILOT DECLARED AN EMERGENCY ENROUTE FROM FLINT TO ZEELAND; A/C DIVERTED TO LANSING (LAN) PILOT SMELLED SMOKE, ELECTRICAL FIRE IN ENGINE COMPARTMENT; THE LANDING GEAR CONTROL C/B POPPED AND ENGINE VIBRATION STARTED; HE EXTENDED GEAR MANUALLY (FREEFALL). DURING LANDING ROLL-OUT THE NOSE GEAR COLLAPSED. A/C TOTAL TIME: 41.8 HOURS; C OF A:05-26-00 SMOKE WAS CAUSED BY THE FAILURE OF THE RIGHT EXHAUST STACK JUST AFT OF THE #6 CYLINDER. HOT EXH. GASES MELTED THE INSULATION ON THE WIRE HARNESS TO THE THROTTLE/GEAR WARNING HORN, AND CAUSED ARCING. THE FAILED EXHAUST PIECE DEPARTED THE COWLING AND STRUCK THE PROPELLER. THE GEAR WAS NOT FULLY DOWN AND LOCKED WHEN THE A/C LANDED, CAUSING THE NOSE GEAR TO COLLAPSE:MINOR DAMAGE TO NOSE ONLY. 20000919019339I (-23) ON SEPTEMBER 19, 2000, AT 1723E A/C N200BT, A BEECH KING AIR 200, LANDED AT PITTSBURGH INTERNATIONAL AIRPORT ON RUNWAY 32 WITH FLIGHT CONTROL PROBLEMS. THE A/C ELEVATOR CONTROL LOCKED UP IN FLIGHT. PILOT AND FIRST OFFICER DISCONNECTED AUTO PILOT, PULLED ON YOKE ASSEMBLY AND ELEVATOR RELEASED, AND A/C LANDED AT PIT WITH NO FURTHER PROBLEMS. A MAINTENANCE TEAM WAS DISPATCHED AS WATER WAS NOTED LEAKING FROM TAIL SECTION. COMPLETE INSPECTION C/W AND "T" TAIL WAS RESEALED. WATER WAS OBSERVED IN TAIL SECTION. 20000919028599I (-23)WHILE CONDUCTING A MAINTENANCE FLIGHT, THE DOWN LIMIT SWITCH WIRE WAS SHEVERED CAUSING THE INDICATION TO INDICATE WHEELS LOCKED AND DOWN, WHEN ACTUALLY THE WHEELS WERE NOT COMPLETELY EXTENDED. AIRCRAFT LANDED GEAR UP. 20000919029449I (-23)FIRST FLIGHT OUT OF B CHECK. VIBRATION EXPERIENCE AT 250 KTS. THE LANDING GEAR HANDLE IN THE OFF POSITION, WITH THE HANDLE UP ALL LIGHTS WERE OUT, STILL HAD THE VIBRATION. AFTER EXTENSION FOR LANDING THE LEFT GEAR RED LIGHTS STAYED ON. AN EMERGENCY WAS DECLARED. SUSPECTED THAT THE LEFT UPLOCK HOOK WAS NOT RETURNED TO THE UNLOCK POSITION AFTER MAINTENANCE. THE MECHANIC STATED THAT HE CHECKED THE HOOK A VERIFIED THAT IT WAS IN THE PROPER POSITION AFTER THE CHECK WAS PERFORMED. 20000919031209I (-23)GEAR COLLAPSED AFTER LANDING, LANDING GEAR MOTOR AND ACTUATOR WAS TORN FROM THE AFT MOUNTING BULKHEAD. 20000919031229I (-23)PIC REPORTED THAT DURING LANDING PHASE HE HAD A LEFT CROSSWIND AND CORRECTED FOR THE LEFT SIDE OF RUNWAY, AT THE THRESHOLD OF THE RUNWAY THE CROSSWIND STOPPED AND HE WAS TO FAR LEFT TO CORRECT AND INITIATED A GO AROUND. HE APPLIED FULL THROTTLE AND TRIED TO TAKE-OFF, THE AIRCRAFT WAS NOT CLIMBING AND HE DECIDED TO LAND RATHER THAT CONTINUE CLIMB OUT. THE RIGHT GEAR HIT HARD CAUSING THE AIRCRAFT TO VEER RIGHT AND OFF THE RUNWAY. THE AIRCRAFT SLID INTO A DIRT BANK AND CAME TO REST. 20000919037729I (-23)ON TUESDAY, SEPTEMBER 19, 2000 AT 1730 LOCAL, AN ALLEGHENY AIRLINES D/B/A USAIR EXPRESS, FLIGHT 3860, N845EX, A DHC-8-102 REPORTED TO THE BINGHAMTON ATCT THAT THE CAPTAIN WAS HAVING PROBLEMS WIHT HIS FLIGHT INSTRUMENTS. THE AIRCRAFT LANDED AT BGM ON RUNWAY 34 AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE INSPECTED AND FOUND THE NUMBER 1 STRAP DOWN AHRS FAILED. THE AHRS UNIT WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000919037869I (-23) PILOT EXPERIENCED ELECTRICAL POWER FAILURE IN TETERBORO, NJ ON 9/18. MAINTENANCE INSTALLED A NEW ALTERNATOR AND GROUND CHECKED OK. DEPARTED TETERBORO ON 9/19 ENROUTE TO CINCINNATI, OHIO. AT CRUISE ALTITUDE OF 14,500' AND ABOUT 30 MILES EAST OG MDT THE ELCTRICAL SYSTEM FAILED AGAIN. PILOT DECLARED AN EMERGENCY AND LANDED AT MDT. MAINTENANCE INSPECTED THE ELECTRICAL SYSTEM AND DETERMINED THAT THE VOLTAGE REGULATOR WAS NOT REGULATING THE VOLTAGE FROM THE ALTERNATOR AND WAS GOING INTO AN OVERVOLT CONDITION. MAINTENANCE ORDERED AND INSTALLED A NEW VOLTAGE REGULATOR ON 09/20 AND GROUND RUN UP CHECKED OK. 20000919037909I (-23) DURING TAKE-OFF AT APPROX. 80 KTS. STRUCK A DEER ON NOSE GEAR. DAMAGE TO NOSE GEAR DOORS, SHIMMY DAMPER, LANDING LIGHTS, PITOT TUBES, ANTENNA'S AND HEATER EXHAUST TUBE. 20000919038429I (-23)A/C BRAKES FAILED DURING TAXI. LEFT WING CONTACTED FUEL TRUCK CAUSING SMALL TEAR IN LEADING EDGE OF LEFT WING. NO INJURIES. 20000919039309A (-23) A/C DEPARTED AN UNIMPROVED FIELD AREA WITH APPROX. 1000 FEET OF TAKEOFF DISTANCE AVAILABLE. THE TAKEOFF SURFACE WAS COVERED WITH GRASS APPROX. 6 INCHES TALL. THE PIC PERFORMED A SOFT FIELD TAKEOFF AND REPORTED THAT THE A/C BECAME AIRBORNE AFTER APPROX. 700-800 FEET OF GROUND RUN. THE A/C OBTAINED ENOUGH ALTITUDE TO CLEAR 8 FOOT OBSTACLES AT THE END OF THE TAKEOFF ARE; HOWEVER, THE PIC STATED THE A/C WOULD NOT CONTINUE CLIMBING AND WAS UNABLE TO OBTAIN SUFFICIENT ALTITUDE TO CLEAR POWER WIRES ABOUT 30 FEET ABOVE GROUND LEVEL. THE A/C HAD BEEN EQUIPPED WITH SHOULDER HARNESSES, WHICH WERE UTILIZED, AND NO INJURIES WERE RECEIVED. 20000920013629A (-23) WHILE ATTEMPTING A GO-AROUND, PIC, LOST CONTROL OF A/C AND VEERED LEFT. A/C BECAME AIRBORNE AND STRUCK 60 FOOT FIR TREE. GUSTY WIND CONDITIONS AND TEMPERATURE AT SURFACE NEAR 100 DEGREES F. 20000920014499A (-23) PILOT REPORTED ENGINE RUNNING ROUGH-PILOT CHECKED THE MAGNETOS AND THE RIGHT MAG WAS INDICATING PROBLEMS. PILOT CONTACTED SUGARLAND TOWER STATING HE WOULD NOT MAKE RUNWAY 35, PILOT LANDED IN AN OPEN FIELD GEAR UP FULL FLAPS. 20000920015789A (-23)ON SEPTEMBER 20, 2000, AT APPROX. 1430 MDT, A BOEING N-75-D75N1, STEARMAN N64796, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT CENTENNIAL AIRPORT, ENGLEWOOD, CO. THE PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE LOCAL, INSTRUCTIONAL FLIGHT WAS BEING CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT IN COMMAND, A TOUCH AND GO LANDING WAS BEING ATTEMPTED AND THE A/C WAS FLARED TO HIGH. THE AIRPLANE SETTLED HARD ON RWY AND THEN GROUND LOOPED TO THE LEFT, SUBSTANTIALLY DAMAGING THE RIGHT, LOWER, AFT WING SPAR. 20000920021579I (-23) DURING A PREFLIGHT INSPECTION, THE CREW DISCOVERED THE A/C HAD BEEN STRUCK BY BIRDS THE PREVIOUS NIGHT FLYING FROM HOUSTON, TX. TO OMAHA, NE AS FLIGHT 1702. THE CREW HAD NO INDICATION THEY HAD BEEN STRUCK BY BIRDS ON THE INBOUND FLIGHT. THE DENT IN THE RIGHT WING LEADING EDGE NEAR THE WING ROOT WAS 13 INCHES LONG, 6 INCHES WIDE AND 1/2 INCH DEEP. THERE WAS NO DAMAGE TO THE LEADING DEVICES. THE A/C WAS RETURNED TO SERVICE UTILIZING THE CONFIGURATION DEVIATION LIST. 20000920023659I (-23)PILOT WAS LANDING ON RUNWAY 22 AT THE WILKES-BARRE/SCRANTON INTERNATIONAL AIRPORT(AVP). THERE WAS A CROSSWIND OUT OF THE NORTH. PILOT FAILED TO KEEP THE AIRCRAFT PARALLEL WITH THE RUNWAY AND LANDED WITH A RIGHT WIND CORRECTION, NOT PARALLEL WITH THE RUNWAY. THE RIGHT MAIN GEAR COLLAPSED, CAUSING THE AIRCRAFT TO EXIT THE RUNWAY TO THE RIGHT. THE FRONT NOSE WHEEL COLLAPSED WHEN IT HIT THE GRASSY AREA NEXT TO THE RUNWAY. DAMAGE WAS LIMITED TO THE PROP, RIGHT MAIN GEAR, NOSE WHEEL, AND SUDDEN STOPPAGE TO THE ENGINE. 20000920029029I (-23)LANDING AT FOK AIRPORT AT 2115 LOCAL HRS, STRUCK A DEER, SUSTAINING MINOR DAMAGE. NO INJURIES NOTED. 20000920029839I (-23)PIC TRANSMITTED ON CTAF THAT HE WAS TAXING TO RUNWAY 20. THE CREW TO TWO COMMUTER AIRPLANES, LOF741 & OZR250, ANNOUNCED THAT THEY WERE TAXING TO RUNWAY 02. NUMEROUS ATTEMPTS WERE MADE BY COU AFSS TO ADVISE N7962N OF OPPOSITE DIRECTION DEPARTURE; HOWEVER, THE PIC DID NOT RESPOND. N7962N & LOF741 SIMULTANEOUSLY TRANSMITTED ON CTAF THAT THEY WERE TAKING THEIR RESPECTIVE RUNWAYS (CONSEQUENTLY THE TRANMISSIONS WERE GARBLED). N7962N WAS OBSERVED BY THE CREW OF BOTH COMMUTERS. LOF741 ATTEMPTED TO EXIT RUNWAY 02, AND IN SO DOING, CAUSED THE NOSE GEAR TO "COME OFF THE RACK" WHICH DISABLED THE AIRCRAFT, ULTIMELY CAUSING THE RUNWAY TO BE CLOSED. N7962N COMPLETED ITS TAKEOFF & CONTACTED MIZZOU APPROACH CONTROL REQUESTING AN IFR CLEARANCE. PIC WAS ADIVSED OF THE INCIDENT AND COUNSELED ON SITUATIONAL AWARENESS & RUNWAY INCURSIONS. THIS INCIDENT, NUMBER CE20000IGA090, IS CLOSED. 20000920030109I (-23)ON SEPTEMBER 20, 20000, AT 0830 AM CDT, A MOONEY M20J, N201EQ, SERIAL NUMBER 24-0162, REGISTERED TO N201EQ, L.L.C., OPERATED BY A PRIVATE PILOT UNDER TITLE 14 CFR PART 91, COLLAPSED THE NOSE GEAR DURING LANDING AT HOT SPRINGS MEMORIAL FIELD (HOT). THE AIRCRAFT SUSTAINED SUBSTATIAL DAMAGE TO THE FOLLOWING AREAS; THE RIGHT AND LEFT NOSE GEAR DOORS, TWO FORWARD UNDERCARRIAGE PANELS, THE LEFT OUTBOARD LOWER WING SKIN SECTION AND PITOT TUBE. THE PROPELLER TIPS WERE BENT BACK 3 TO 4 INCHES TO SUPPORT POSSIBLE SUDDEN ENGINE STOPPAGE. THE PRIMARY AND SECONDARY FLIGHT CONTROLS WERE NOT DAMAGED. THE PRIVATE PILOT AND PASSENGER WERE NOT INJURED. AIRCRAFT CAME TO REST ON ACTIVE RUNWAY 23. NO POST FIRE WAS ENCOUNTERED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED. THE PROBABLE CAUSE OF THE MALFUNCTION WILL BE DETERMINED BY MAINTENANCE. A SPECIAL FLIGHT PERMIT WILL BE EXCUTED TO MOVE THE AIRCRAFT TO THE INTENDED MAINTENANCE FACILITY. 20000920031879I (-23)ON 09-20-00, PILOT WAS PROVIDING FLIGHT INSTRUCTION IN VICINITY OF DEER VALLEY AIRPORT (DVT), PHOENIX, AZ. AT APPROXIMATELY 1015LCL TIME, BOTH CFI AND STUDENT NOTICED SMOKE EMINATING FROM THE FACE PLATE OF THE #1 VHF COMM TRANSCEIVER. CFI INSTRUCTED THE STUDENT PILOT TO CONTACT DVT TOWER AND DECLARED EMERGENCY FOR FIRE ON BOARD. CFI THEN TURNED OFF THE RADIO MASTER SWITCH AND LANDED THE AIRCRAFT AT DVT WITHOUT FURTHER INCIDENT. FURTHER EXAMINATION BY CFI AFTER LANDING REVEALED NO EVIDENCE OF FIRE AS WAS ORIGINALLY REPORTED TO DVT TOWER, ONLY SMOKE. 20000920036609A (-23) WHILE LANDING AT AIRPORT THE PILOT ENCOUNTERED VERY HIGH GUSTING TAILWINDS AND OVERSHOT THE RUNWAY, STRIKING RUNWAY LIGHTS AND COMING TO REST IN A DITCH AT THE END OF RUNWAY, CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. (.4) ON SEPTEMBER 20, 2000, AT 1930 EASTERN DAYLIGHT TIME (EDT), A PIPER PA-31-325, N63706, OPERATED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT RAN OFF THE END OF RUNWAY 14 (3,899 FEET BY 75 FEET, WET ASPHALT) AT THE CLARK COUNTY AIRPORT, JEFFERSONVILLE, INDIANA, WENT DOWN A RAVINE, AND IMPACTED THE TERRAIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER 14 CFR PART 91. A VFR FLIGHT PLAN WAS ON FILE. THE PILOT REPORTED MINOR INJURIES. THE CROSS-COUNTRY FLIGHT ORIGINATED AT ELIZABETHTOWN, KENTUCKY, AT 1900 EDT, AND WAS EN ROUTE TO JEFFERSONVILLE, INDIANA. IN HIS WRITTEN STATEMENT, THE PILOT SAID THAT HE "LANDED PROPERLY ON [RUNWAY] 14, TOUCHING DOWN AT ABOUT 700 FEET FROM THE BEGINNING OF THE RUNWAY, APPLIED BRAKES, WHICH HAD NO EFFECT, RAN OUT OF RUNWAY, AND TURNED TO THE RIGHT TO AVOID TREES. [THE] GRASSY FIELD SHOULD HAVE WORKED OUT, EXCEPT FOR THE DRAINAGE DITCH." THE PILOT SAID THAT LATER HE WAS TOLD THAT THERE WAS A TAIL WIND ESTIMATED AT 45 KNOTS, WHEN HE LANDED. THE AIRPLANE WAS EXAMINED BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR AT THE ACCIDENT SITE. THE NOSE OF THE AIRPLANE, AFT TO THE WINDSCREEN WAS CRUSHED AFT. THE ENGINE NACELLES, PROPELLERS, ENGINES, AND LEFT WING WERE BENT AFT. THE NOSE GEAR AND MAIN LANDING GEAR WERE BROKEN OFF. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. EXAMINATION OF THE ENGINE, ENGINE CONTROLS, AND OTHER AIRPLANE SYSTEMS REVEALED NO ANOMALIES. AT 1856 EDT, THE WEATHER OBSERVATION AT THE LOUISVILLE INTERNATIONAL AIRPORT, LOUISVILLE, KENTUCKY, 11 MILES SOUTH OF THE ACCIDENT SITE, WAS CEILINGS 1,900 FEET BROKEN, 3,600 FEET 8,000 FEET OVERCAST, 4 MILES VISIBILITY WITH THUNDERSTORMS, RAIN, AND MIST, TEMPERATURE 65 DEGREES F, DEW POINT 63 DEGREES F, WINDS 320 DEGREES AT 16 KNOTS, GUSTS TO 20 KNOTS, AND ALTIMETER 29.78 INCHES OF MERCURY. THE PILOT'S OPERATING MANUAL PROVIDES A SHORT FIELD ACCELERATE/STOP DISTANCE CHART, BASED ON A DRY, PAVED, LEVEL RUNWAY. CONDITIONS REQUIRE AN ACCELERATION TO 85 MILES PER HOUR CALIBRATED AIRSPEED AND WING FLAPS AT 15 DEGREES. FOR A 6,500 POUND AIRPLANE, A TEMPERATURE OF 65 DEGREES F, A PRESSURE ALTITUDE OF 500 FEET, AND NO HEADWIND, THE ACCELERATE STOP DISTANCE WOULD BE APPROXIMATELY 2,100 FEET. 20000920036619A (-23) MR. KRESS ATTEMPTED TO LAND TO THE SOUTH (170 DEGREES) ON A PRIVATE GRASS STRIP NEAR PORTERSVILLE, IN. THE WEATHER CONDITIONS AT THE TIME ARE ESTIMATED: MOSTLY CLEAR SKIES FEW CLOUDS AT 4800, TEMP 84F, WINDS WERE 210/25 GUSTING TO 36. THE AIRCRAFT IMPACTED GROWN CORN STALKS IN A RIGHT WING LOW ATTITUDE CAUSING THE AIRCRAFT TO CARTWHEEL COMING TO REST APPROX. 25 FEET FROM THE NORTH END OF THE RUNWAY. BOTH OCCUPANTS RECEIVED FATAL INJURIES. 20000920041809A (-23) THE PILOT PICKED UP SOME CARGO AT A REMOTE HUNTING CAMP AND DEPARTED FOR ANIAK. LOW CLOUDS WERE IN THE AREA OBSCURING THE HILLS. A FEW MINUTES AFTER DEPARTURE THE PEOPLE IN THE CAMP REPORTED THEY HEARD THE AIRCRAFT HIT THE TERRAIN. A SECOND AIRCRAFT DEPARTED TO LOOK FOR THE FIRST AND COULD NOT FIND IT BECAUSE IT WAS LOCATED IN TERRAIN ABOVE THE CLOUD BASES. THE AIRCRAFT WAS LATER LOCATED BY THE CAMP HUNTERS AND THEY CONFIRMED THAT THE CRASH WAS FATAL TO THE SOLE OCCUPANT. 20000921008299A (-23) THE AIRCRAFT WAS CONDUCTING AERIAL APPLICATION USING A CANAL BANK AS A RUNWAY. WHILE REFUELLING, SOME JET A SPILLED ON THE FUSELAGE IN FRONT OF THE WINDSHIELD. THE FUEL WAS CLEANED OFF THE THE PILOT ATTEMPTED TAKEOFF. RESUDUAL FUEL STARTED TO COLLECT ON THE WINDSHIELD AND THE PILOT ABOTED TAKEOFF. THE AIRCRAFT WAS CLEANED A SECOND TIME AND ANOTHER TAKEOFF WAS ATTEMPTED. THE BEGINNING OF THIS TAKEOFF WAS NORMAL BUT AS THE AIRCRAFT REACHED FLYING SPEED, RESIDUAL FUEL STARTED OBSCURING THE WINDSHIELD AGAIN ANF THE PILOT LOST FORWARD VISUAL REFERENCE. THERE WAS INSUFFICIENT RUNWAY REMAINING TO ABORT AND THE TAKEOFF WAS CONTINUED. AFTER BECOMING AIRBRONE, THE AIRCRAFT DRIFTING LEFT OVER A COTTON FIELD MAIKING CONTACT WITH THE PLANTS IN A LEVEL ATTITUDE. THE RIGHT MAIN LANDING GEAR AND SPRAY BOOM SEPARATED AND THE AIRCRAFT CONTINUED FOR APPROXIMATELY 300' COMING TO AN ABRUPT STOP IN AN UPRIGHT POSITION. THERE WAS NO FIRE OR INJURIES BUT THE AIRCRAFT HAD SUBSTANTIAL DAMAGE. TAKEOFF INTO THE SUN MAY HAVE ALSO AFFECTED THE PILOT'S VISUAL REFERENCE. (.4) ON SEPTEMBER 21, 2000, ABOUT 0830 PACIFIC DAYLIGHT TIME, A SCHWEIZER G-164B, N3626T, VEERED INTO A COTTON FIELD DURING TAKEOFF FROM A DIRT CANAL BANK NEAR CORCORAN, CALIFORNIA. VINCE CROP DUSTERS WAS OPERATING THE AIRPLANE AS AN AERIAL APPLICATION FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 137. THE COMMERCIAL PILOT WAS NOT INJURED; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR INTERVIEWED THE PILOT. THE PILOT SAID THAT DURING REFUELING, SOME JET A FUEL WAS SPILLED ON THE WINDSHIELD. HE CLEANED THE WINDSHIELD AND ATTEMPTED A TAKEOFF. RESIDUAL FUEL STARTED COLLECTING ON THE WINDSHIELD AND HE ABORTED THE TAKEOFF. HE CLEANED THE WINDSHIELD MORE THOROUGHLY AND ATTEMPTED A SECOND TAKEOFF. THE PILOT SAID THAT AS THE AIRPLANE REACHED FLYING SPEED, FLUID ONCE AGAIN COLLECTED ON THE WINDSHIELD AND OBSCURED HIS VISION. HE WAS DEPARTING TO THE EAST INTO THE RISING SUN AND LOST HIS FORWARD VISUAL REFERENCE. HE SAID THERE WAS NOT SUFFICIENT RUNWAY REMAINING TO ABORT; THEREFORE, HE CONTINUED THE TAKEOFF. THE AIRPLANE GAINED LESS THAN 5 FEET OF ALTITUDE AND DRIFTED ABOUT 20 DEGREES LEFT. THE AIRPLANE COLLIDED WITH COTTON PLANTS ABOUT 2 FEET TALL, AND CONTINUED ABOUT 300 FEET THROUGH THE FIELD BEFORE COMING TO REST. THE RIGHT MAIN GEAR AND SPRAY BOOM SEPARATED, AND THE UPPER WING PARTIALLY SEPARATED. THE ACCIDENT COORDINATOR DETERMINED THAT OPERATIONS HAD BEEN UNDER WAY FROM THIS LOCATION FOR APPROXIMATELY 2 HOURS PRIOR TO THE ACCIDENT. THE COORDINATOR OBSERVED A SUBSTANCE ON THE WINDSHIELD. HE SAID THE FUEL TANKS AND SPRAY HOPPER APPEARED TO BE RUPTURED. HE INTERVIEWED FIRST RESPONDERS WHO REPORTED THE FUEL CAP WAS SECURE IN PLACE WHEN THEY ARRIVED, BUT THEY OBSERVED VERY LITTLE FUEL IN THE TANK. 20000921011349A (-23) THIS A/C TAXIED INTO THE TAIL SECTION OF N52746. (REF: NTSB#SEAOOLA180A AND 8020-23 DATED SAME), WHILE BOTH A/C WERE AWAITING FOR DEPARTURE ON TAXIWAY A-4 AT PAE, RUNWAY 34L. N7195Q SUSTAINED MINOR DAMAGE TO THE PROPELLOR., SPINNER AND SCRATCHES TO THE NOSE COWL. THERE WERE NO INJURIES. THE PILOT OF N7195Q STATED THAT WHEN HE LEANED OVER TO ADJUST HIS RADIO THAT HE RELAXED PRESSURE ON THE BRAKES AND ROLLED FORWARD INTO THE A/C IN FRONT OF HIS WHICH WAS N52746. 20000921011719A (-23) STUDENT PILOT STATED THAT HE WAS ATTEMPTING TO LAND ON RUNWAY 21 WITH FULL FLAPS. HE EXECUTED A GO-AROUND NY ADDING FULL POWER (CARB HEAT LEFT ON ) AND RETRACTING THE FLAPS. HE HEARD THE STALL WARNING HORN, AND THE AIRPLANE YAWED TO THE LEFT. N7353A IMPACTED THE GROUND APPORX. 300 FEET EAST OF THE RUNWAY IN AN OPEN AREA OD THE COUNTY FAIRGROUNDS. THE THREE OCCUPANTS EGRESSED THE AIRPLANE WITH VARIOUS BRUISES AND SMALL LACERATIONS. THERE WAS NO POST-CRASH FIRE. DAMAGE TO A/C CONSISTED OF A CRUMPLED RIGHT WING, NOSECOWLING, RIGHT MAIN AND NOSE GEAR, AND LEFT WING TIP. 20000921013239A (-23) N7195Q, A CESSNA 172, TAXIED INTO THE REAR OF CESSNA N52746, WHGILE BOTH A/C WERE WAITING FOR DEPARTURE ON TAXIWAY A-4 AT PAE, RUNWAY 34L. N52746 SUSTAINED SUBSTANTIAL DAMAGE TO ITS RIGHT ELEVATOR, HORIZONTAL STABILIZER, AND TAIL-CONE, THERE WERE NO INJURIES. THE PILOT OF N7195Q STATED THAT WHEN HE LEANED OVER TO ADJUST HIS RADIO, HE RELAXED PRESSURE ON BRAKES AND ROLLED FORWARD INTO THE A/C IN FRONT OF HIS. WHICH WAS N52746. REFER TO 8020-23 DATED SAME AND NTSB REPORT #SEA00LA FOR SPECIFICS WITH N7195Q. (.19) ON SEPTEMBER 16, 2000, AT 1033 PACIFIC DAYLIGHT TIME, A CESSNA 172L, N7195Q, REGISTERED TO AND BEING OPERATED BY A COMMERCIAL PILOT, SUSTAINED MINOR DAMAGE WHEN IT COLLIDED WITH A CESSNA 182P, N52746, WHILE TAXIING ON TAXIWAY A-4 AT THE SNOHOMISH COUNTY AIRPORT (PAE), EVERETT, WASHINGTON. THE PILOT WAS UNINJURED, AS WAS THE PILOT OF THE 182P, AND THE 182P SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS EXISTED AND NO FLIGHT PLAN HAD BEEN FILED FOR EITHER AIRCRAFT. BOTH AIRCRAFT WERE DEPARTING AS PERSONAL FLIGHTS, AND WERE OPERATING UNDER 14CFR91, AND BOTH WERE DESTINED FOR EASTSOUND, WASHINGTON. BOTH THE PILOT OF N7195Q AND N52746 WERE TELEPHONIC ALLY INTERVIEWED. THE PILOT OF N7195Q REPORTED THAT WHILE TAXIING FORWARD IN A LINE OF AIRCRAFT, HE STOPPED HIS AIRCRAFT ABOUT 10-15 FEET BEHIND N52746 DIRECTLY AHEAD. HE THEN AWAITED FURTHER MOVEMENT OF THE OTHER AIRCRAFT AHEAD IN THE LINEUP FOR TAKEOFF, AND FOCUSED HIS ATTENTION ON SETTING UP RADIO FREQUENCIES IN ANTICIPATION OF TRANSITING THE WHIDBEY ISLAND, WASHINGTON, AREA. WHEN HE LOOKED UP, HE NOTED THAT HIS AIRCRAFT WAS ROLLING FORWARD. HE REPORTED APPLYING BRAKES AND RIGHT RUDDER, WHICH SWUNG THE NOSE OF HIS AIRCRAFT TO THE RIGHT, BUT NOT BEFORE THE PROPELLER CONTACTED N52746'S RIGHT HORIZONTAL STABILIZER AND ELEVATOR. HE REPORTED THAT THERE WAS NO MECHANICAL MALFUNCTIONS WITH HIS A/C AT THE TIME OF THE EVENT. 20000921014309A (-23) WICHITA, KS. MID-CONTINENT AIRPORT FOR A LANDING ON RWY 19L. HE MADE THE ROUND OUT AT APPROX. 20 FEET ABOVE THE RWY, THEN THE A/C BALLOONED, STALLED AND BOUNCED SEVERAL TIMES. THE PILOT STATED THAT THE FINAL BOUNCE WAS TEN FEET HIGH AND THAT THE NOSE GEAR COLLAPSED ON THE SECOND BOUNCE. (.4)ON SEPTEMBER 21, 2000, AT 2010 CENTRAL DAYLIGHT TIME (CDT), A CESSNA 182S, N97TD, OPERATED BY A PRIVATE PILOT, WAS SUBSTANTIALLY DAMAGE DURING A HARD LANDING ON RUNWAY 19L (7,302 FEET BY 150 FEET, DRY CONCRETE) AT THE WICHITA MID-CONTINENT AIRPORT, WICHITA, KANSAS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS ON FILE. THE PILOT AND TWO PASSENGERS ON BOARD THE AIRPLANE REPORTED NO INJURIES. THE LOCAL FLIGHT ORIGINATED AT THE WICHITA MID-CONTINENT AIRPORT AT 1920 CDT. IN HIS WRITTEN STATEMENT, THE PILOT SAID HE BEGAN HIS ROUNDOUT APPROXIMATELY 20 FEET ABOVE THE RUNWAY. "AS THE THROTTLE WAS PULLED TO IDLE, THE AIRCRAFT BALLOONED TO ABOUT 5 FEET AND THE STALL WARNING HORN SOUNDED." THE PILOT SAID HE LOWERED THE NOSE SLIGHTLY, THE AIRPLANE TOUCHED DOWN ON ITS MAIN GEAR, AND "BOUNCED AGAIN ABOUT 5 FEET." THE PILOT SAID HE LOWERED THE NOSE AGAIN TO JUST ABOVE LEVEL FLIGHT. "THE AIRCRAFT SANK RAPIDLY AND IMPACTED FIRMLY ON THE MAIN GEAR." THE NOSE GEAR STRUCK THE RUNWAY AND COLLAPSED. "THE AIRCRAFT BOUNCED AGAIN - ABOUT 5 FEET, THEN LANDED ON THE MAINS FIRST WITH THE NOSE DROPPING. THE FINAL BOUNCE WAS APPROXIMATELY 10 FEET ABOVE THE RUNWAY, AND SETTLED RAPIDLY IN A SLIGHT NOSE UP ATTITUDE. THE AIRPLANE LANDED ON THE MAIN LANDING GEAR, THEN THE NOSE. THE AIRCRAFT WAS ALLOWED TO COAST TO [TAXIWAY] A5, AND WAS TURNED OFF THE RUNWAY USING BRAKES." A FEDERAL AVIATION ADMINISTRATION OPERATIONS INSPECTOR EXAMINED THE AIRPLANE AT THE WICHITA MID-CONTINENT AIRPORT. THE BLADES ON THE THREE-BLADE PROPELLER WERE BENT AFT APPROXIMATELY 5 INCHES. THE NOSE GEAR WAS PUSHED UP INTO THE AIRPLANE. THE FIREWALL WAS BENT UPWARD AND BUCKLED. THE FUSELAGE BEHIND THE FIREWALL WAS BENT AFT AND BUCKLED. THE FORWARD PART OF THE CABIN WAS TWISTED. THE MAIN LANDING GEAR LEGS WERE BEND UPWARD. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. AN EXAMINATION OF THE ENGINE, ENGINE CONTROLS, BRAKES, AND OTHER AIRPLANE SYSTEMS REVEALED NO ANOMALIES. 20000921015159A (-23) HELICOPTER WAS OPERATING UNDER A FOREST SERVICE CONTRACT PERFORMING EXTERNAL LOAD WORK USING A BELLY HOOK INSTEAD OF A LONG LINE. THE HELICOPTER WAS OPERATING OUT OF A CARGO LOADING AREA ON THE USFS GRAHAM AIRSTRIP. AFTER DROPPING THE SECOND LOAD AND DEPARTING BACK TO THE LOADING AREA, THE AIRCRAFT BEGAN TO VIBRATE. THE PILOT COULD NOT FIND A SUITABLE LANDING SPOT BETWEEN THE DROP AREA AND THE LANDING SITE, SO HE FLEW THE HELICOPTER BACK TO THE CARGO LOADING AREA (ABOUT 3.5 MILES) AND LANDED AT THE GRAHAM STRIP. POST FLIGHT INSPECTION REVEALED THAT THE ROTORBLADES HAD STRUCK SOME OBJECT. IN CHECKING WITH GROUND PERSONNEL AT THE DROP SITE IT WAS DISCOVERED THAT THE BLADES HAD STRUCK A LODGEPOLE PINE OF APPROXIMATELY ONE TO TWO INCHES IN DIAMETER. THE PILOT STATED THAT HE MAY NOT HAVE SEEN THE TREE BECAUSE IT BLENDED IN WITH THE HAZY CONDITIONS OF THE DAY. 20000921015249A (-23) A/D DEPARTED RWY 23 AT DELAND MUNICIPAL AIRPORT. IMMEDIATELY AFTER TAKEOFF THE ENGINE BEGAN TO RUN ROUGH AND SHAKE. AT APPROX. 200 FEET AGL THE PILOT ELECTED TO MAKE A 180 DEGREE TURN AND ATTEMPT A DOWNWIND LANDING ON RWY 5. RWY 5 WAS NOT CLEAR FOR LANDING DUE TO ANOTHER A/C THAT HAD JUST LANDED ON RWY 23. THE PILOT SET UP TO LAND ON THE GRASSY AREA BESIDE RWY 5, HOWEVER WHEN THE LANDING A/C CLEARED RWY 23 THE PILOT SHIFTED HIS ATTENTION BACK TO THE RWY. THE A/C STRUCK THE RWY AT HIGH SINK RATE AND THE NOSE LANDING GEAR AND RIGHT MAIN LANDING GEAR WAS SHEARED FROM THE A/C.THE A/C SUSTAINED SUBSTANTIAL DAMAGE TO THE FIREWALL AND RIGHT WING. (.4) ON SEPTEMBER 21, 2000, ABOUT 1615 EASTERN DAYLIGHT TIME, A PIPER PA-28-140, N5530F, REGISTERED TO AND OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED WHEN IT LANDED HARD FOLLOWING A LOSS OF ENGINE POWER DURING INITIAL CLIMB FOLLOWING TAKEOFF FROM DELAND MUNICIPAL-SIDNEY H. TAYLOR AIRPORT IN DELAND, FLORIDA. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT ABOARD, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT 1545, WITH A PLANNED DESTINATION OF WITHAM FIELD AIRPORT IN STUART, FLORIDA. ACCORDING TO THE PILOT, SHORTLY AFTER DEPARTURE FROM RUNWAY 23 WHILE APPROX. 200 FEET AGL (ABOVE GROUND LEVEL) THE ENGINE RPM DROPPED TO 1500 AND THE ENGINE BEGAN TO RUN ROUGH. AS A RESULT OF POWER LINES OFF THE DEAPRTURE END OF THE RUNWAY, THE PILOT ELECTED TO MAKE A 180-DEGREE TURN IN AN ATTEMPT TO LAND ON RUNWAY 5. DUR TO ANOTHER AIRPLANE HAVING JUST LANDED ON RUNWAY 23, THE PILOT LANDED ON THE GRASS ADJACENT TO RUNWAY 5. DURING THE IMPACT SEQUENCE, THE NOSE AND RIGHT MAIN LANDING GEAR WERE SHEARED OFF, AND THE RIGHT WING AND FIREWALL WERE BENT. A POST-ACCIDENT EXAMINATION OF THE ENGINE, REVEALED THAT THE EXHAUST VALVE FOR THE NUMBER TWO CYLINDER WAS STUCK IN THE OPEN POSITION. A REVIEW OF THE AIRPLANE'S MAINTENANCE RECORDS REVEALED THAT 791 HOURS HAD ACCUMULATED SINCE THE CYLINDER WAS LAST OVERHAULED. 20000921017359I (-23) ON 9/21/00 A/C N337P, AN AERO COMMANDER HAD THE NOSE GEAR COLLAPSE ONROLL OUT AFTER LANDING AT THE DELAWARE MUNICIPAL AIRPORT, DELAWARE, OHIO. THE PILOT DECIDED TO PERFORM TWO TOUCH AND GO LANDINGS AND ONE FULL STOP BEFORE PROCEEDING TO CA. DURING THE LANDING FOR THE FULL STOP THE PILOT STATED THE STEERING APPEARED TO SHUDDER ON THE ROLL OUT. HE STATED HOW HE PULLED BACK ON THE YOKE AND ADDED POWER TO MAKE A GO AROUND. WHEN THE GEAR WAS SELECTED DOWN ONLY TWO OF THE THREE LANDING GEAR POSITION LIGHTS ILLUMINATED. THE PILOT PERFORMED TWO FLY-BYS PAST THE TERMINAL ASKING THE AIRPORT PERSONNEL IF THE NOSE GEAR WAS EXTENDED. THE MANAGER TOLD HIM, THE GEAR APPEARED TO BE DOWN. THE PILOT CHOOSE TO CONTINUE HIS FLIGHT TO REDUCE FUEL ONBOARDBEFORE LANDING THE A/C. THE A/C TOUCHED DOWN WAS NORMAL, HOWEVER, DURING ROLL OUT THE NOSE GEAR COLLAPSED. INSPECTION BY FAA PERSONNEL SHOWED THE NOSE GEAR ACTUATOR UPPER STRUCTURE HAD FAILED. 20000921023889A (-23) ON SEPTEMBER 21, 2000 AT 1015 CDT, A PZL MICLEC M-18A, AN AGRICULTURE AIRPLANE, N81548, WAS SUBSTANTIALLY DAMAGED WHEN THE RIGHT WING SEPARATED IN FLIGHT. A/C IMPACTED THE GROUND, PILOT RECEIVED MINOR INJURIES. 20000921031609I (-23)KHA1864 RETURNED TO FWA DUE TO #1 ENGINE SHUT DOWN (LOSS OF OIL PRESSURE). AIRCRAFT LANDED WITHOUT INCIDENT. SEE SDR #00-564 ON FILE DFW FSDO. 20000921041719A (-23) PILOT IN COMMAND LANDED ON LAKE HOOD ON AN APPROXIMATE 120 DEGREE HEADING AND KEPT THE AIRCRAFT ON THE STEP AND COMMENCED A LEFT TURN TOWARDS THE EAST. AS THE PILOT IN COMMAND REDUCED POWER AND THE AIRCRAFT CAME OFF OF THE STEP A GUST OF WIND CAUSED THE AIRCRAFT TO CARTWHEEL INTO THE WATER. WIND AT THE TIME WAS REPORTED AS COMING FROM 160 DEGREES AT 17 MPH GUSTING TO 27. THE PILOT IN COMMAND, WHO WAS THE ONLY PERSON ON BOARD, ESCAPED WITHOUT ANY INJURY. 20000922013859A (-23) ACCORDING TO WITNESSES, THE PILOT WAS LANDING IN A CROSSWIND WHEN A VERY STRONG CROSSWIND AFFECTED THE LANDING. WHILE TRYING TO COMPENSATE FOR THE STRONG GUST, THE NOSE GEAR HIT THE SIDE OF THE ASPHALT RWY AND COLLAPSED IT. AFTER THE NOSE GEAR COLLAPSED, THE RIGHT WING STRUCK THE GROUND BENDING THE FRONT SPAR AND ALSO BENDING AT LEAST TWO OF THE RIBS ON TEH RIGHT WING. THE ENGINE MOUNT IS BROKEN IN SEVERAL PLACES. THE PROPELLOR AND THE PROP SPINNER IS ALSO BENT. THE LOWER ENGINE COWLING IS DAMAGED. 20000922013869A (-23) THE PILOT WAS OPERATING THE HELI IN FALLING SNOW WHEN THE ENGINE FAILED. HE MADE A DOWNWIND EMERGENCY LANDING FROM APPROXIMATELY 200 FEET. ON CONTACT WITH THE GROUND, THE HELI ROLLED OVER SUSTAINING SUBSTANTIAL DAMAGE. THE HELI WAS OPERATED WITHOUT THE REQUIRED DEFLECTOR KIT INSTALLATION ON THE ENGINE INLETS WHICH IS REQUIRED DURING CONDITIONS OF FALLING/BLOWING SNOW. 20000922015069A (-23)NO NARRATIVE (.4) THE PILOT HAD VOLUNTEERED THE USE OF HIS AIRPLANE FOR THE FLIGHTS FOR LIFE, INC. ORGANIZATION, AND WAS TRANSPORTING BLOOD TO AN INDIAN RESERVATION AIRPORT. ACCORDING TO A COURIER FOR THE HOSPITAL, THE AIRPLANE WAS TO ARRIVE ABOUT 2035. THE COURIER ARRIVED ABOUT 2025, AND ABOUT 2030, THE PILOT-OPERATED RUNWAY LIGHTS CAME ON. WITHIN 3 TO 5 MINUTES THE COURIER SAW AN AIRPLANE'S LIGHTS HEADING TOWARD THE AIRPORT. THE AIRPLANE FLEW FROM SOUTH TO NORTH; SHE ESTIMATED ABOUT TWO TELEPHONE POLES ABOVE THE AIRPORT, CONTINUED NORTH, AND DID NOT LAND. THE COURIER ESTIMATED THAT THE WINDS, WHICH WERE ROCKING HER CAR, WERE FROM THE WEST. AFTER WAITING SOME PERIOD OF TIME, SHE ADVISED THE HOSPITAL THAT THE AIRPLANE DID NOT ARRIVE AND SHE DEPARTED. SHE SAID THE WINDS WERE CALM AT THE TIME OF HER DEPARTURE. THE AIRPLANE WAS LOCATED THE NEXT DAY ON THE DOWNWIND LEG IN MOUNTAINOUS/HILLY TERRAIN. IT WAS A DARK NIGHT WITH FEW GROUND REFERENCES. 20000922015149A (-23) PILOT STATED THAT THE RIGHT BRAKE LOCKED UP AFTER LANDING RWY 29 MSO. NO EVIDENCE OF EQUIPMENT FAILURE WAS FOUND IN INVESTIGATION, BUT ACCUMULATIONS OF ICE WERE FOUND IN THE BRAKE/WHEEL ASSEMBLY. THE A/C VEERED RIGHT, DEPARTED THE RWY AND DAMAGED A RWY LIGHT. 20000922015459A (-23) ON SEPTEMBER 22, 2000, AT 2200 MDT, A CESSNA 340, N388SP, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT WAS INVOLVED IN A HARD LANDING AT JEFFERSON COUNTY AIRPORT, BROOMFIELD, CO. THE COMMERCIAL PILOT AND FOUR PASSENGERS WERE NOT INJURED. THE FLIGHT WAS OPERATING UNDER TITLE 14 CFR PART 135 AND AND IFR FLIGHT PLAN WAS FILED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THIS AIR TAXI PASSENGER FLIGHT WHICH ORIGINATED FROM ROCK SPRINGS, WYOMING. THE ACCIDENT OCCURRED ON SEPTEMBER 22, 2000 BUT WAS NOT REPORTED TO FAA NORTHWEST MOUNTAIN REGIONAL COMMUNICATION CENTER. THE ACCIDENT WAS FIRST REPORTED TO THE DENVER NTSB OFFICE ON SEPTEMBER 29, 2000, WHEN COMPANY REPRESENTATIVES LEARNED OF THE EXTENT OF DAMAGE TO A/C. (.19) ON SEPTEMBER 22, 2000, AT 2200 MOUNTAIN DAYLIGHT TIME, A CESSNA 340, N388SP, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT WAS INVOLVED IN A HARD LANDING AT JEFFERSON COUNTY AIRPORT, BROOMFIELD, COLORADO. THE COMMERCIAL PILOT AND THE FOUR PASSENGERS WERE NOT INJURED. THE FLIGHT WAS OPERATIONG UNDER TITLE 14 CFR PART 135 AND AN IFR FLIGHT PLAN WAS FILED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THIS AIR TAXI PASSENGER FLIGHT WHICH ORIGINATE D FROM ROCK SPRINGS, WYOMING, AT 2030. RECORDED WEATHER AT THE TIME OF THE ACCIDENT WAS 200 FOOT SKY OBSCURED, VISIBILITY 1/2 MILE WITH LIGHT DRIZZLE AND MIST. THE WIND WAS FROM 360 DEGREES MAGNETIC HEADING AT 10 KNOTS AND THE ALTIMETER WAS 30.03 INCHES OF MERCURY. THE RECORDED TEMPERATURE AND DEW POINT WERE BOTH 34 DEGREES FAHRENHEIT. 20000922015559A (-23) MAKING HIS SECOND TO LAST PASS DURING AGRICULTURAL AERIAL APPLICATION, THE PILOT PULLED UP OUT OF THE FIELD. HE ROLLED TO THE LEFT THEN STARTED TO ROLL TO THE RIGHT WHEN HE HEARD A LOUD BANG AND EXPERIENCED LOSS OF ENGINE POWER WITH OIL SPRAYING BACK ON THE WINDSHIELD. PILOT MADE EMERGENCY LANDING ON OPEN LEVEL FIELD. UPON REACHING A MUDDY AREA, A/C FLIPPED UPSIDE DOWN AND CAME TO REST, SUBSEQUENT INVESTIGAION REVEALED NUMBER ONE CYLINDER HEAD HAD A NON CONTAINED FAILURE CAUSED BY PISTON COMING IN CONTACT WITH CYLINDER HEAD AS A RESULT OF PISTON ROD FAILURE. 20000922030669I (-23)WHILE ON A LANDING ROLL, PILOT NOTICED A VIBRATION ENAMATING FROM THE NOSEWHEEL. HE CAUSED THE AIRCRAFT TO BECAME AIRBORNE TO BLEED OFF SOME SPEED AND ATTEMPT TO LAND AGAIN. AFTER SEVERAL "BOUNCES" THE AIRCRAFT STALLED 4-5 FEET ABOVE THE RUNWAY, LANDED ON THE NOSEWHEEL AND CAME TO A COMPLETE STOP. MINOR DAMAGE TO THE AIRCRAFT. NO INJURY TO PILOT. 20000922031969I (-23)PILOT'S INABILITY TO MAINTAIN ASSIGNED ALTITUDE WAS DUE TO A TURBO CHARGER MALFUCTION. PILOT PROVIDED THIS OFFICE WITH ACCEPTABLE DOCUMENTATION ATTESTING TO THE MECHANICAL PROBLEM CITED IN HIS STATEMENT. 20000922036629A (-23) THE PILOT SET THE HELICOPTER HALF ON GRAVEL AND ON GRASS. THE HELICOPTER ROCKED BACKWARD AS HE PUT WEIGHT ON THE SKIDS. HE PUSHED FORWARD CYCLIC WITH NO HELP. HE THEN ADDED POWER AND COLLECTIVE THE HELICOPTER JUMPED VERTICALLY 15-20 FEET AND TURNED 90 DEGREES TO THE LEFT. THE TAIL ROTOR STRUCK THE GROUND REMOVING THE TAIL ROTOR BLADES DOWN TO THE HUB. THE HELICOPTER STARTED TO SPIN DUE TO TORQUE AND HIT THE GRAVEL PARKING LOT HARD ON THE RIGHT SKID THEN THE LEFT, SEVERING BOTH SKIDS. THE AIRFRAME CONTINUED TO SPIN ON THE GROUND SEVERAL TIMES. THE PILOT PULLED THE MIXTURE, FUEL CONTROL AND TURNED OFF THE MAGNETOS, AMSTER BATTERY AND GENERATOR SWITCHES. THE ENGINE RAN FOR 15 SECONDS UNTIL THE CARBURETOR RAN OUT OF FUEL. THERE WERE TWO OCCUPANTS ONBOARD. THE PILOT SUFFERED MINOR INJURIES AND THE PASSENGER/OBSERVER WAS UNINJURED. THERE WAS NO FIRE. 20000922038479I (-23) ON SEPT 22, 2000 AT APPROX. 2111 HRS FLIGHT 5811 WAS LANDING ON RUNWAY 27 WHEN IT STRUCK A DEER WITH ITS RIGHT INBOARD FLAP. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE R&R THE FLAP AND PERFORMED A DAMAGE INSPECTION. AIRCRAFT WAS RETURNED TO SERVICE. LOGPAGE 261875. 20000923013719A (-23) DURING PRACTICE 180 DEGREES POWER RECOVERY AUTOROTATIONS TO THE AIRPORT TAXIWAY, THE PILOT ALLOWED THE ROTOR RPM TO DECAY. THE SUPERVISING CFI TRIED TO RECOVER RPM BY THROTTLE APPLKICATION. BUT MET THROTTLE RESISTANCE BECAUSE OF PILOT GRIP ON THE THROTTLE. THE A/C HIT HARD AND ROLLED OVER WHEN IT SLID INTO SOFT DIRT ON THE SIDE OF RWY. SUENAKA, PIC, CFI APPLICANT. DOMICILE:JAPAN 20000923014649A (-23) INSTRUCTOR PILOT WAS SLOW CORRECTING NON-HELICOPTER RATED STUDENT WHO ALLOWED A/C TO DRIFT RIGHT AT A LOW HOVER. RIGHT SKID STRUCK THE GROUND CAUSING DYNAMIC DAMAGE. (.4)ON SEPTEMBER 23, 2000, AT 1515 CENTRAL DAYLIGHT TIME, A ROBINSON R-22B HELICOPTER, N7183X, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED THE GROUND WHILE HOVERING OVER A GRASSY PRACTICE AREA ON THE DAVID WAYNE HOOKS AIRPORT, TOMBALL, TEXAS. THE HELICOPTER WAS REGISTERED TO AND OPERATED BY HELICOPTER SERVICES INC., OF SPRING, TEXAS. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) RECEIVED MINOR INJURIES, AND THE STUDENT PILOT RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE FLIGHT ORIGINATED AT 1440 FROM DAVID WAYNE HOOKS AIRPORT. THE CFI REPORTED THAT THE HELICOPTER WAS IN A 3-FOOT HOVER WITH THE STUDENT PILOT ON THE CONTROLS, WHEN THE AIRCRAFT BEGAN TO DRIFT "SLIGHTLY" TO THE RIGHT. AS THE CFI STARTED TO CORRECT BY APPLYING LEFT CYCLIC, THE STUDENT "ABRUPTLY" LOWERED THE COLLECTIVE. SUBSEQUENTLY, THE RIGHT SKID CONTACTED THE GROUND AND THE HELI COPTER ROLLED OVER TO THE RIGHT. VISUAL INSPECTION OF THE ACCIDENT SITE BY AN FAA INSPECTOR REVEALED A GROUND IMPRESSION CORRESPONDING TO THE RIGHT SKID. THE HELICOPTER'S TAIL BOOM AND MAIN ROTOR DRIVE SYSTEM WAS DESTROYED. THE CABIN WAS SUBSTANTIALLY DAMAGED. THE STUDENT PILOT HAD RECEIVED ABOUT 4 HOURS OF HELICOPTER INSTRUCTION AT THE TIME OF THE ACCIDENT. HE HELD A COMMERCIAL AIRMAN'S CERTIFICATE WITH SINGLE AND MULTI-ENGINE AIRPLANE RATINGS, AND WAS A CERTIFIED FLIGHT INSTRUCTOR FOR SINGLE AND MULTI-ENGINE AIRPLANES. 20000923015049A (-23) PILOT WAS OBSERVED MAKING NUMEROUS LOW PASSES IN FRONT OF A LARGE CROWD DURING AN UNWAIVERED AIRSHOW AT THE ONTARIO OREGON AIRPORT. AS THE A/C WAS TURNING AROUND FOR ANOTHER PASS, IT SUDDENLY ROLLED HARD TO THE RIGHT, WENT INVERTED FOR AN INSTANT, ROLLED UPRIGHT AND THEN ENTERED A 2 AND 1/2 TURN SPIN. THE A/C HIT THE GROUND AND EXPLODED. 20000923015539A (-23) CFI WAS GIVING INSTRUCTIONS IN TRAFFIC PATTERN OPERATIONS AND LANDINGS AT CHEHALEM AIRPARK, NEWBERG, OREGON. APPROACH WAS SET UP FOR RWY 7, A 2285 FOOT LONG RWY WITH A 300 FT DISPLACED THRESHOLD. RWY OVERRUN AREA BEGINS WITHIN 25 FEET OF A WELL TRAVELED ROAD WHICH RUNS PERPENDICULAR TO THE RWYCENTERLINE ON THE DAY OF THE ACCIDENT WITNESSES RECALL HEAVY TRAFFIC ON ROAD INVOLVING DUMP TRUCK ACTIVITY. A/C STRUCK TOP OF THE TRUCK'S CAB WITH ITS LANDING GEAR AND SUBSEQUENTLY IMPACTED THE OVERRUN AREA OF THE RWY 30 FEET OFF THE ROAD. 20000923015809A (-23) ON 9/23/00 MR. DAVE SCOTT PIC WITH 4 PAX PERFORMED NORMAL PREFLIGHT, TOOK OFF KGON AND ABORTED TAKEOFF WHEN HE NOTICED HE WOULD NOT CLEAR TREES AT END OF RWY. PILOT LANDED SUCCESSFULLY, TAXIED BACK AND LET OFF ONE PAX THAT WEIGHED 300 LBS. RECALCULATING WEIGHT AND BALANCE, THE PILOT TAXIED BACK AND STARTED HIS TAKEOFF ROLL AT 65KIAS HE LIFTED THE NOSE AND 80KIAS HE ROTATED, AS HE REACHED 100AGL AT 2/3 DOWN THE RWY THE A/C CLIMB PERFORMANCE GOT WORSE. THE PILOT COULD ONLY MAINTAIN ABOUT 100AGL. HE FLEW ABOUT 10 MILES SOUTH SOUTHEAST OF KGCN TOWARDS VALLE AIRPORT, AT SUCH TIME HE CONTINUED TO LOSE POWER AND CRASHED A/C INTO TREES. THE A/C WAS DESTROYED AND THE PILOT AND PAX RECEIVED MINOR INJURIES. 20000923024389I (-23) ON 9/23/00, WHILE ON A PERSONAL PLEASURE FLIGHT FROM DECATUR TO MOLINE, IL. WITH ONE PASSENGER, THE APPROPRIATELY RATED PILOT IN COMMAND IN A PIPER PA24-260 AT 6000 FEET MSL UNDER ACTUAL INSTRUMENT METEOROLOGICAL CONDITIONS, EXPERIENCED A LOSS OF POWER. THE PARTIAL LOSS OF POWER OCCURRED ABOUT 10 MINUTES AFTER SWITCHING FUEL TANKS. THE PIC THEN SWITCH BACK AND THE FULLEST TANK AND REGAINED FULL POWER FOR ABOUT 10 MINUTES. THEN THE PIC EXPERIENCED ANOTHER PARTIAL LOSS OF POWER AND THE PIC DECLARED AN EMERGENCY, SWITCHED FUEL TANKS AGAIN, REGAINED POWER AND ELECTED TO TURN BACK TO PEORIA. THE FLIGHT WAS CONTINUED TO PEORIA WHERE AN UNEVENTFUL LANDING WAS ACCOMPLISHED. 20000923029889I (-23)^PRIVACY DATA OM^ STATED THAT UPON DESCENDING WITH THE THROTTLE BACK, THE ENGINE ON CESSNA 152, N89022 STARTED TO MISFIRE. ^PRIVACY DATA OM^ WAS UNABLE TO REGAIN POWER AND THEREFORE ELECTED TO LAND AT A MODEL AIRCRAFT PRACTICE FIELD. THE AIRCRAFT WAS INSPECTED BY A MAINTENANCE TECHNICAN WHO WAS UNABLE TO DUPLICATE THE DISCREPANCY. THE AIRCRAFT WAS FLOWN BACK TO RHV WITH NO FURTHER PROBLEMS. 20000923030249I (23)PILOT STATED THAT WHILE TAXING ON TAXIWAY A7 AT TUCSON, HE INADVERTENTLY RAN OVER A TAXI LIGHT CAUSING DAMAGE TO THE LIGHT AND MINOR DAMAGE TO THE WHEEL COVER OF THE AIRCRAFT. 20000923031269I (-23)DURING TAKE OFF PILOT DESIDED TO ABORT BACAUSE OF ROUGH ENGINE. LANDING UNEVENTFUL, NO DAMAGE OR INJURIES. PREMATURE FAILURE OF MAGNETOES DETERMINED TO BE THE CAUSE OF THE LACK OF POWER & ROUGHNESS IN THE ENGINE. 20000923037649I (-23) ON SATURDAY, SEPTEMBER 23, 2000 AT 1630 LOCAL, AN AIR ALLIANCE (AIR GEORGIAN, LDT) BEECH 1900D AIRCRAFT, REGISTRATION NUMBER C-GHGA, OPERATING UNDER 14 CFR PART 129 AS FLIGHT 946, STRUCK A SEAGULL WHILE LANDING ON RUNWAY 22 AT THE ROCHESTER INTERNATIONAL AIRPORT (ROC). THE AIRCRAFT SUSTAINED A 12 INCH DEEP DENT TO THE RIGHT WING. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. THE AIRCRAFT WAS LATER FERRIED TO TORONTO, CANADA FOR REPAIRS. THIS INCIDENT IS CONSIDERED CLOSED. 20000923038229I (-23) ON SATURDAY, SEPTEMBER 23, 2000 AT 1447 LOCAL, A BOEING 737 AIRCRAFT OPERATED BY UNITED AIRLINED UNDER 14 CFR PART 121 AS FLIGHT 1882, REPORTED A LANDING GEAR PROBLEM WHILE INBOUND TO THE ROCHESTER INTERNATIONAL AIRPORT (ROC). THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE RECORDS FOR THE AIRCRAFT, OBTAINED FROM PIEDMONT HAWTHORNE, INDICATED THAT THE RIGHT MAIN LANDING GEAR TRANSIT LIGHT WAS ILLUMINATED, ALTHOUGH THE GEAR WAS IN THE "UP" AND LOCKED POSITION. AN INSPECTION OF THE RIGHT MAIN LANDING GEAR DETECTOR AND UPLOCK ASSEMBLY BY PIEDMONT HAWTHORNE AT THE ROCHESTER INTERNATIONAL AIRPORT DID NOT REVEAL ANY IRREGULARITIES. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20000923038399I (-23) ON SATURDAY, SEPTEMBER 23, 2000 AT 1419 LOCAL TIME, AN ATR-42 AIRCRAFT, OPERATED BY CONTINENTAL EXPRESS, INC (C2XA) UNDER 14 CFR PART 121, AS FLIGHT NUMBER 3875, DEPARTED THE ROCHESTER INTERNATIONAL AIRPORT (ROC). THE AIRCRAFT RETURNED TO ROCHESTER AFTER THE CREW REPORTED THE CARGO DOOR INDICATOR LIGHT HAD ILLUMINATED. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. THE CREW RE-SECURED THE DOOR AND THE FLIGHT CONTINUED TO ITS DESTINATION. THE CERTIFICATE MANAGEMENT OFFICE FOR CONTINENTAL EXPRESS, INC. IN HOUSTON, TX (ASW-FSDO-09) WAS NOTIFIED REGARDING THIS INCIDENT. THIS INCIDENT IS CONSIDERED CLOSED. 20000923039479A (-23) ON 9/23/00 AT APPROX. 1900 EDT, THE A/C DEPARTED BARRINGER FIELD NEAR ENOCHVILLE, NC, AT APPROX. 200-300 AGL. THE ENGINE PILOT PULLED ON CARBHT AND SWITCH TANKS. THE PILOT WAS GOING TO TRY AND GO UNDER THE MAJOR POWER LINES. THE A/C IMPACTED TREES PRIOR TO THE POWERLINES. A/C THEN IMPACTED GROUND BETWEEN THE TREES AND POWERLINES WHEN IT CAME TO REST. 20000923040369A (.4) ON SEPTEMBER 23, 2000, AT 1950 EASTERN DAYLIGHT TIME, A CESSNA 208B, N590TA, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED RISING TERRAIN DURING AN INSTRUMENT APPROACH TO GREENVILLE MUNICIPAL AIRPORT (3B1), GREENVILLE, MAINE. THE CERTIFICATED AIRLINE TRANSPORT PILOT RECEIVED MINOR INJURIES. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT, BETWEEN BANGOR INTERNATIONAL AIRPORT (BGR), BANGOR, MAINE, AND GREENVILLE. THE CORPORATE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE WAS PERFORMING A GPS RWY 14 APPROACH TO GREENVILLE AT THE TIME OF THE ACCIDENT. THE PILOT FURTHER STATED: "THE AREA FORECAST INDICATED THAT VFR CONDITIONS PREVAILED WITH OCCASIONAL LOW CEILING AND REDUCED VISIBILITY AND RAIN.... AT MDA, THE GROUND WAS VISIBLE OCCASIONALLY THROUGH FOG AND RAIN. NEAR MAP, THE RUNWAY LIGHTS WERE VISIBLE AND AIRCRAFT CONTINUED DESCENT. RUNWAY VISIBILITY WAS LOST, MISSED APPROACH PROCEDURES INSTITUTED. COLLISION WITH TREES OCCURRED." THE AIRPLANE IMPACTED RISING TERRAIN ABOUT 2 MILES PRIOR TO THE RUNWAY, AT AN ELEVATION OF APPROXIMATELY 1,200 FEET. THE AIRPORT ELEVATION WAS 1,400 FEET, AND ACCORDING TO THE GPS RWY 14 APPROACH PROCEDURE, THE MINIMUM DESCENT ALTITUDE WAS 2,300 FEET. THE MISSED APPROACH POINT WAS OVER THE APPROACH END OF THE RUNWAY. THERE WERE NO WEATHER REPORTING FACILITIES IN THE AREA. HOWEVER, A WITNESS ON THE GROUND STATED THAT IT WAS FOGGY AT THE TIME OF THE ACCIDENT. (-23) DURING A GPS 14 APPROACH TO THE GREENVILLE, ME AIRPORT (3B1), THE AIRCRAFT IMPACTED TERRAIN APPROXIMATELY 1.5 MILES NORTHEAST OF THE RUNWAY. 20000923043299A (-23) DURING A GPS 14 APPROACH TO THE GREENVILLE, ME, AIRPORT (3B1), THE AIRCRAFT IMPACTED TERRAIN APPROXIMATELY 1.5 MILES NORTHEAST OF THE RUNWAY. 20000924008279A (-23) ON 09-24-2000, MR. HAROLD WOODRUFF, A PRIVATE PILOT, FLYING AS PILOT IN COMMAND OF HIS LANCAIR 360, N360HW, DEPARTED CHINO, CA, FOR THE KERN VALLEY AIRPORT (L05), KERNVILLE, CA, WITH ONE PASSENGER ABOARD, MR. JAMES WOLF. AT APPROXIMATELY 0830 HOUR PDT, MR. WOODRUFF WAS EXECUTING A LANDING AT L05 ON RUNWAY 35. WHILE LANDING, THE AIRCRAFT DROPPED TO THE RUNWAY ABRUPTLY, BOUNCED OFF TOWARD THE LEFT SIDE OF THE RUNWAY WITH THE LEFT MAIN LANDING GEAR STRIKING A ROCK AND BEING TORN FROM THE AIRCRAFT. THE PROPELLER WAS BENT, THE ENGINE SUFFERED SUDDEN STOPPAGE WITH NOSE COLWING DAMAGE AND THE WINGS WERE SEVERELY DAMAGED AND A HOLE WAS OPENED IN THE BOTTOM OF THE FUSELAGE. THERE WERE NO INJURIES AS A RESULT OF THIS ACCIDENT. (.4) ON SEPTEMBER 24, 2000, ABOUT 0830 HOURS PACIFIC DAYLIGHT TIME, AN AMATEUR-BUILT EXPERIMENTAL WOODRUFF LANCAIR 360, N360HW, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT KERN VALLEY AIRPORT, KERNVILLE, CALIFORNIA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER WERE NOT INJURED. THE PERSONAL FLIGHT DEPARTED CHINO, CALIFORNIA, ABOUT 0745. VISUAL METEOROLOGICAL CONDI TIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED HE WAS ON FINAL FOR RUNWAY 35 AND MAINTAINING 85 KNOTS AS HE INITIATED HIS FLARE. DURING THE FLARE, HE ENCOUNTERED WIND SHEAR AND THE AIRPLANE DROPPED FROM ABOUT 5 FEET. THE AIRPLANE BOUNCED AND VEERED OFF THE LEFT SIDE OF THE RUNWAY. THE LEFT MAIN LANDING GEAR STRUCK SOME LARGE ROCKS AND SEPARATED FROM THE AIRPLANE. THE PILOT SAID A BIG UPSLOPE WAS NEAR THE RUNWAY. HE ESTIMATED THE WINDS TO BE FROM 010 DEGREES AT 10 KNOTS. 20000924016639I (-23) ATTACHED INCIDENT NARRATIVE 20000924019159A (-23) SHORTLY AFTER TAKE OFF ENGINE QUIT. AUTO ROTATED AS MUCH AS POSSIBLE WITH A HARD LANDING RESULTING IN SEVERE DAMAGE TO A/C. 20000924030039I (-23)AT APPROX. 1715 ON SEPTEMBER 24, 2000 PIPER 18-150, N99PJ, WAS OPERATED FAR PART 91. PILOT WAS LANDING AT MERRILL FILED ON RUNWAY 6. AS SOON AS THE LANDING TOUCHED DOWN THE AIRCRAFT LOOPED RIGHT TO LEFT. PILOT DID NOT HAVE TIME TO APPLY POWER FOR A GO AROUND. DAMAGE TO AIRCRAFT WAS LIMITED TO THE RIGHT WING AILERON WELL. THE RIGHT TIRE WAS FOUND FLAT AFTER PILOT EXITED AIRCRAFT. 20000924030279I (-23)ON SEPTEMBER 24, 2000 AT 171 PDT N2122S A CESSNA 210-L WHILE ENROUTE FROM SANTA ROSA, CA TO TORRANCE, CA DEVELOPED A SMALL OIL LEAK OVER SAM JOSE, CA. THE PILOT DECLARED AN EMERGENCY AND LANDED SAFELY AS SAN JOSE, CA INTERNATIONAL AIRPORT WITH NO CONFLICTS. INSPECTION BY MECHANICS DETERMINED OIL LEAKAGE FROM THE OIL SERVICING CAP. A NEW SEAL WAS INSTALLED ON THE OIL SERVICING CAP AND ENGINE WAS GROUND RUN NO LEAKS FOUND. AIRCRAFT WAS RETURNED TO SERVICE AND DEPARTED TO TORRANCE, CA. 20000924030319I (-23)PILOT'S STATMENT: AFTER LOWING THE GEAR I DID NOT GET AN INDICATION THAT THE NOSE GEAR WAS DOWN AND LOCKED. I TOLD TOWER OF MY SITUATION AND THAT I NEEDED A HEADING AND ALTITUDE SO I COULD ACCOMPLISH THE EMERGENCY GEAR EXTENSION CHECKLIST. ONCE AT ALTITUDE I ACCOMPLISHED THE CHECKLIST SEVERAL TIMES AND STILL COULD NOT GET A NOSE GEAR DOWN AND LOCK INDICATION. I THEN ASKED APPRAOCH IF I COULD DO A LOW APPROACH OVER RWY 31R TO CONFIRM MY NOSE GEAR WAS UP. I DID THE LOW APPROACH. IT WAS CONFIRMED THAT MY NOSE GEAR WAS UP. AT THIS POINT I DECLARED AN EMERGENCY LANDING ON 31R, WITH EMERGENCY EQUIPMENT STANDING BY. I ACCOMPLISHED THE LANDING BY SHUTTING THE ENGINES DOWN ONCE THE LANDING WAS ASSURED. ONCE I TOUCHED DOWN, I HELD THE NOSE UP AS LONG AS I COULD AND WHEN THE NOSE SETTLED TO THE GROUND, I LET THE PLANE SLOW TO A STOP. I SECURED THE AIRPLANE AND EGRESSED. 20000924030719I (-23)ON SEPTEMBER 24, 2000, AT 2030 EST, A BE-1900-C, N150GA, OPERATED BY GULF STREAM INTERNATIONAL DEPARTED TAMPA INTERNATIONAL AIRPORT (TPA) WHEN THE PILOT OBSERVED SMOKE COMING FROM THE CIRCUIT BREAKER PANEL. AIRCRAFT RETURNED TO TPA AND WAS MET BY FIRE TRUCKS. PASSENGERS WERE EVACUTED OUT OF THE MAIN ENTRANCE DOOR. NO INJURIES NOTED. THE SMOKE STOP WHEN ALL POWER WAS REMOVED FROM THE AIRCRAFT. MAINTENANCE FOUND THE NOSE GEAR STEERING CIRCUIT BREAKER BADLY BURNT. THE CIRCUIT BREAKER NEVER OPENED (POPPED). 20000924030809I (-23)STUCK ELEVATOR. DIVERTED TO JAX. LANDED SAFELY. AT FLIGHT LEVEL 250 AUTO PILOT TRIM COMPARATOR ILLUMINATED. CREW ATTEMPTED TO TRIM AIRCRAFT USING TRIM WHEEL. TRIM WHEEL WAS STUCK. AUTO-PILOT WAS DISCONNECTED AND CREW COMPLETED CHECKLIST AND DECLARED AN EMERGENCY AN UNEVENTFUL NO FLAPS WAS ACCOMPLISHED AIRCRAFT LANDED SAFELY. CORRECTIVE ACTION: FOUND FAULTY PRINTED CIRCUIT BOARD TRIM UNIT THAT HAD A STUCK RELAY. REPLACED NEW P.C. BOARD & OPS CHECKED OK IN ACCORDANCE WITH CE-560 MAINTENANCE MANUAL CHAPTER 27-30-00. 20000924031809I (-23)^PRIVACY DATA OMITTED^ PILOT IN COMMAND OF KIT-FOX N151RF LOST CONTROL OF HIS AIRCRAFT WHILE DOING TOUCH AND GO LANDINGS AT SAN LUIS OBISPO AIRPORT. THE AIRCRAFT RAN OFF THE LEFT SIDE OF RUNWAY 29 STRIKING THE LEFT WING, AND THE NOSE OF THE AIRCRAFT. ^PRIVACY DA^ WAS NOT INJURED, AND NO ONE ON THE GROUND WAS INJURED. THE PILOT ^PRIVACY DA^ HAS BEEN COUNSELED REGARDING THE INCIDENT, HE HAS A POSITIVE ATTITUDE TOWARDS SAFETY. NO FURTHER CORRECTIVE ACTION WILL BE NEEDED. 20000924037609I (-23) ON SEPTEMBER 24, 2000 AT APPROX. 1603Z, TRANSWORLD (TWAA) FLIGHT #0467 A DOUGLAS DC-9-80 AIRCRAFT N9414W WITH 142 PASSENGERS AND 6 CREW MEMBERS, DEPARTED NEWARD INTERNATIONAL AIRPORT (KEWR) FROM RUNWAY 22 (RIGHT) ENROUTE TO ST. LOUIS (STL) EXPERIENCED A CONTAINED ENGINE FAILURE IN #2 JT8D ENGINE AT ROTATION ACCORDING TO ^PRIVACY DATA OMI^FIRST OFFICER ^PRIVACY DATA ^WAS AT THE CONTROLS. AT ROTATION THE FLIGHT CREW HEARD A "LOUD BANG" FOLLOWED BY #2 ENGINE FAILURE. FLIGHT CREW IMMEDIATELY REQUESTED A RETURN TO KEWR. AIRCRAFT WAS RADAR VECTORED FOR ILS 22L. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. RUNWAY 22 (LEFT AND RIGHT) CLOSED FOR INSPECTION AND JET ENGINE COMPONENT PARTS CLEANED UP. 20000924038179I (-23) PILOT STATED THAT DURING TAKEOFF THE GLIDER BECAME AIRBORNE ABOUT ONE THIRD DOWN THE RUNWAY, AND A WIND GUST PUSHED THE TAIL TO THE LEFT AND THUS THE AIRCRAFT MOVED TO THE RIGHT AND VERY CLOSE TO A COTTON FIELD. THE PILOT RELEASED FROM THE TOW PLANE, HOWEVER, WAS UNABLE TO LAND WITHOUT CONTACTING THE RIGHT WING IN THE COTTON FIELD. THERE WAS NO INJURY TO THE PILOT. THE RIGHT WING, RIGHT AIRLERON, AND RUDDER HAD MINOR DAMAGE TO THE COMPOSITE SKIN. THE PILOT WAS COUNSELED. 20000924041799A (-23) ON SEPTEMBER 24, 2000, TEMSCO HELICOPTERS INC. EXPERIENCED AN UNCONTAINED IN-FLIGHT ENGINE FAILURE OF A EUROCOPTER AS-350-B3 DURING AN INSTRUCTIONAL FLIGHT. A SUCCESSFUL AUTOROTATION WAS ACCOMPLISHED WITH NO INJURIES TO THE TWO PILOTS ON BOARD. DURING THE EVENT SUBSTANTIAL DAMAGE DID OCCUR TO THE AIRCRAFT. THE FLIGHT WAS INITIATED AS A COMPANY TRAINING FLIGHT AND THE FAILURE OCCURRED DURING A PRACTICE AUTOROTATION. WHEN THE FLYING PILOT INITIATED THE AUTOROTATION, HE INADVERTENTLY PUSHED THE "BI-STABLE" SLIDE SWITCH ON THE PILOT SIDE COLLECTIVE TWIST GRIP. ACTUATION OF THIS SWITCH ALLOWS OPERATION IN THE AUGMENTED FUEL FLOW RANGE. THIS RANGE OF OPERATION IS FOR EMERGENCY USE IN CASE OF FADEC (FULL AUTHORITY DIGITAL ENGINE CONTROL) MALFUNCTION. IN THIS CASE THE INADVERTENT OPERATION OF THE EMERGENCY MODE RESULTED IN THE OVERSPEED AND SUBSEQUENT UNCONTAINED FAILURE OF THE ENGINE AND LOSS OF TAIL ROTOR DRIVE. THE INSTRUCTOR PILOT TOOK CONTROL AND MANAGED TO AUTOROTATE TO A HARD LANDING THAT DAMAGED THE TAIL BOOM AT THE FUSELAGE ATTACH POINT. 20000925013919A (-23) A/C TOUCHED DOWN AND VEERED TO THE RIGHT. THE A/C LEFT THE RWY AND HIT A BARBED WIRE FENCE AND NOSED OVER. INVESTIGATION BY THE PILOTS. INDICAT ED THE RIGHT BRAKE HAD LOCKED POSSIBLY DUE TO A STONE PICKED UP ON THE RUNWAY. THE RUNWAY IS CONSTRUCTED OF GRAVEL AND ASPHALT. (.4) ON SEPTEMBER 25, 2000, AT 1700 HOURS PACIFIC DAYLIGHT TIME, A CULVER LFA, N37820, RAN OFF THE RUNWAY, AND NOSED OVER WHILE LANDING ON A PRIVATE AIRSTRIP NEAR IONE, CALIFORNIA. THE AIRPLANE WAS DESTROYED, AND THE CERTIFICATED AIRLINE TRANSPORT PILOT RECEIVED SERIOUS INJURIES. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT AS A PERSONAL FLIGHT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE LOCAL FLIGHT ORIGINATED FROM THE PRIVATE AIRSTRIP EARLIER THAT AFTERNOON. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. A WITNESS REPORTED THAT THE PILOT WAS LANDING TO THE EAST ON THE EAST-WEST DIRT STRIP WHEN THE AIRPLANE BEGAN VEERING TO THE RIGHT. AFTER ROLLING ABOUT 300 FEET DOWN THE STRIP, THE AIRPLANE RAN OFF THE RIGHT SIDE OF THE RUNWAY, STRUCK A FENCE COLLAPSING THE MAIN GEAR, AND NOSED OVER. THE WITNESS ALSO REPORTED THAT AFTER LOOKING AT THE AIRPLANE'S TRACK IN THE DIRT, IT APPEARED THAT THE RIGHT MAIN WAS MORE PRONOUNCED. HE SAID THAT THE RIGHT MAIN TIRE ALSO SHOWED EVIDENCE OF ABRASION ON ITS TREAD SURFACE. HE CHECKED THE BRAKES IN THE AIRPLANE AND FOUND THAT THE RIGHT BRAKE WAS "DEFINITELY" DRAGGING. HE REPORTED THAT THE AIRPLANE WAS EQUIPPED WITH CLEVELAND BRAKES IN ACCORDANCE WITH THE APPLICABLE SUPPLEMENTAL TYPE CERTIFICATE (STC). POST CRASH EXAMINATION REVEALED A BROKEN ROTOR DISK ON THE RIGHT MAIN LANDING GEAR. 20000925017309I (-23) A/C DEPARTED CKB AFTER MAINTENANCE FOR UGN. NOSE GEAR WOULD NOT RETRACT. A/C CONTINUED TO SGH AND LANDED WITH THE NOSE WHEEL TURNED 90 DEGREES. NOSE TIRE AND WHEEL WERE DAMAGED DURING THE LANDING. INVESTIGATION REVEALED THAT THE GEAR WAS IMPROPERLY SERVICED PRIOR TO DEPARTURE FROM CKB. 20000925018359I (-23) THIS WAS THE FIRST FLIGHT OF THIS HOMEBUILT AIRCRAFT. THE PILOT TOOK OFF FROM THE LAKEVILLE AIRPORT AND CLIMBED TO APPROXIMATELY 3000 FT. AT THIS ALTITUDE HE PERFORMED DIFFERENT MANUEVERS TO MAKE SURE ALL CONTROLS WERE FUNCTIONING PROPERLY. AFTER BEING SATISFIED THAT THE AIRCRAFT WAS PERFORMING AS PLANNED HE MADE HIS FIRST ATTEMPT AT LANDING. DURING THE APPROACH TO THE RUNWAY THE AIRCRAFT SINK RATE WAS FASTER THEN HE EXPECTED AND THE AIRCRAFT LANDED SHORT. THE AIRCRAFT STRUCK THE 1200 FT. MALSR TOWER AND ALSO THE 600 FT MALSR TOWER. THE AIRCRAFT VEERED TO THE RIGHT SIDE OF THE RUNWAY AND STRUCK TWO TAXI LIGHTS. THE PILOT BROUGHT THE AIRCRAFT TO A HALT AND TAXIED OFF THE RUNWAY AND BACK TO HIS HANGAR. 20000925019079A (-23) PILOT FAILED TO TURN FUEL ON PRYOR TO TAKE OFF, ENGINE QUIT, PILOT TRIED TO RETURN TO AIRPORT BY EXTENDING HIS GLIDE. OVER THE RUNWAY ABOUT 150 FT FROM THE END THE A/C STALLED AND CRASHED UNCONTROLLED. FAA IIC ON SCENE WAS KEN SIMON. 20000925028339A (-23) ON SEPTEMBER 25, 2000, AT APPROX. 1045 MDT, A NORTH AMERICAN T-28D, N28YF, REGISTERED TO AND OPERATED BY PILOT, NOSE GEAR SNAPPED OFF A/C DURING LANDING ROLL. INVESTIGATION INDICATES COMPONENT FAILURE OF SHIMMY DAMPERS OR STEERING KNUCKLE MECHANISM FROZE OR EXPEREINCED INTERNAL FAILURE. NOSE GEAR SNAPPED OFF AT MIDPOINT OF STRUT AREA. PROPELLER SUSTAINED DAMAGE TO TIPS AND ENGINE EXPERIENCED SUDDEN STOPPAGE. ENGINE WILL RECEIVE SUDDEN STOPPAGE INSPECTION. IT APPEARS NO DAMAGE TO FIREWALL OCCURRED. LATER IT WAS DETERMINED THAT THE DAMAGE WAS SUBSTANTIAL, IN THAT THE DAMAGE INCLUDED THE FIREWALL, AND BULKHEAD AFT OF THE FIREWALL. 20000925029209I (-23)AIRCRAFT WAS ATTEMPTING A LANDING AT HTO WHEN A DEER CROSSED ITS PATH. THE PILOT APPLIED POWER, HOWEVER STRUCK THE DEER WITH THE NOSE WHEEL. THE AIRCRAFT PROCEEDED TO ISP TO LAND AND REQUESTED EMERGENCY EQUIPMENT TO STAND BY. ISP TWR INSPECTED THE GEAR ON THE FLY BY AND CONFIRMED THAT THE NOSE WHEEL WAS BENT AND HANGING. WHEN THE EMERGENCY EQUIPMENT WAS IN PLACE, N2813M WAS CLEARED TO LAND ON RUNWAY 33L. THE AIRCRAFT TOUCHED DOWN AND AFTER SEVERAL HUNDERD FEET THE NOSE WHEEL COLLAPSED AND IT VEERED TO THE LEFT OFF THE RUNWAY INTO THE GRASS. THERE WERE NO INJURIES AND MINOR DAMAGE TO THE AIRCRAFT. 20000925029359I (-23)ON SEPTEMBER 25, 2000 AT LCL TIME 1432E, A LNC2, N41EH DIVERTED AND LANDED AT THE WESTMORELAND COUNTY AIRPORT DUE TO A STABILIZER PROBLEM. AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. PROBLEM WAS FOUND TO BE ELECTRIC TRIM STUCK IN FULL DOWN POSITION DUE TO A PARTICLE OF FOREIGN MATTER WHICH CAUSED THE TRIM SWITCH TO STICK. FOREIGN MATTER REMOVED AND NORMAL OPERATION RESUMED. 20000925029569I (-23)DURING THE TAKE-OFF ROLL, PILOT ENCOUNTERED A STRONG GUST OF WIND. INITIALLY, AIRCRAFT DID NOT REACT FAST ENOUGH FOR HIS CORRECTIONS WHICH AT A LATER MOMENT CAUSE HIM TO OVER CORRECT. AIRCRAFT GROUND LOOPED CAUSING MINOR DAMAGE TO TAILWHEEL AND WINGTIP. 20000925036529I (-23) ON MONDAY 25 SEPTEMBER 2000 AT 1300 EDT, ^PRIVACY DATA OMITTED^ WAS FLYING A PIPER PA-31 NAVAJO, N59865 ON A VFR CROSS COUNTRY FLIGHT FROM THE ORLANDO SANFORD AIRPORT, SANFORD, FLORIDA (SFB) TO THE VENICE MUNICIPAL AIRPORT, VENICE, FLORIDA (VNC). IN THE VICINITY OF BARTOW, FLORIDA THE LEFT ENGINE FAILED DUE TO FUEL STARVATION. THE PILOT FLEW TO THE LAKELAND LINDER REGIONAL AIRPORT, LAKELAND, FLORIDA (LAL) AND LANDED SAFELY ON RUNWAY 23. ON ENTERING THE TAXIWAY FROM THE ACTIVE RUNWAY, THE RIGHT ENGINE FAILED DUE TO FUEL STARVATION. THE AIRCRAFT WAS REFUELED ON THE TAXIWAY AFTER WHICH THE ENGINES STARTED AND OPERATED NORMALLY. THE AIRCRAFT SUSTAINED NO DAMAGE WITH NO INJURY TO THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. 20000925038349I (-23) WHILE THE AIRCRAFT WAS PROCEEDING DOWN THE RUNWAY/TAXIWAY A DEER RAN INTO THE PATH OF THE AIRCRAFT, THE PILOT ATTEMPTED TO STOP THE AIRCRAFT TO AVOID HITTING THE DEER. IN THE PROCESS OF STOPPING THE PROPELLER STRUCK THE RUNWAY/TAXIWAY CAUSING DAMAGE TO THE PROPELLER AND HUB ASSEMBLY. 20000925039709A (-23)IT WAS AFTER MIDNIGHT, AND THE CE-152 PILOT HAD BEEN WAITING SEVERAL HOURS FOR A LINE OF WEATHER TO PASS SO HE COULD BEGIN A NIGHT VFR CROSS-COUNTRY FLIGHT TO HIS HOME BASE AIRPORT. AFTER LEARNING THAT VFR FLIGHT WAS NOT RECOMMENDED, THE RECENTLY INSTRUMENT RATED PRIVATE PILOT ATTEMPTED A NIGHT CROSS-COUNTRY INSTRUMENT FLIGHT. METAR REPORTS GENERALLY SHOWED BROKEN CLOUDS AT 1,200 FEET ABD OVERCAST CLOUDS AT 2,400 FEET WITH VISIBILITY OF 10 MILES IN LIGHT RAIN. SHORTLY AFTER ENTERING IMC THE PILOT REPORTED TO THE ARTCC CONTROLLER "MY VACUUM SYSTEM IS GONE I'M DISORIENTED RIGHT NOW". THE CONTROLLER ATTEMPTED TO VECTOR HIM BACK TO THE DEPARTURE AIRPORT APPROXIMATELY 22 MINUTES AND THE CONTROLLER HAD REVERTED TO NO GRYO VECTORING AFTER THE PILOT REPORTED SEVERAL TIMES THAT HE WAS LOSING IT AND HAVING A REALLY HARD TIME. RADAR AND RADIO CONTACT WAS LOST AFTER THE CONTROLLER OBSERVED THE AIRCRAFT IN A RIGHT TURN SHORTLY AFTER ISSUING INSTRUCTIONS FOR A NO GYRO LEFT TURN. THE AIRCRAFT IMPACTED THE GROUND IN A REMOTE UNLIGHTED RURAL AREA. THE ENERGY PATH MEASURED 550 FEET FROM THE INITIAL IMPACT POINT. FATAL INJURIES TO THE PRIVATE PILOT AND TO THE (NON-CERTIFICATED PILOT) PAS SENGER. (.4) THE PILOT RECEIVED TWO STANDARD WEATHER BRIEFINGS FOR A VFR FLIGHT FROM HOUSTON, TEXAS TO ARLINGTON, TEXAS. BOTH BRIEFERS INFORMED THE PILOT THAT VFR FLIGHT WAS NOT RECOMMENDED NEAR ARLINGTON; HOWEVER, VFR FLIGHT WOULD BE POSSIBLE TO WACO, TEXAS. THE PILOT STATED DURING BOTH BRIEFINGS THAT HE NEEDED TO TRY AND MAKE IT TO ARLINGTON. THE FLIGHT DEPARTED HOUSTON AND DIVERTED TO COLLEGE STATION, TEXAS, DUE TO WEATHER. THE FLIGHT REMAINED ON THE GROUND IN COLLEGE STATION FOR EIGHT HOURS, DURING WHICH TIME THE PILOT RECEIVED THREE WEATHER BRIEFINGS. DURING THE BRIEFINGS, THE WEATHER BRIEFERS ATTEMPTED TO DISCOURAGE THE PILOT FROM ATTEMPTING THE FLIGHT DUE TO THE EN ROUTE WEATHER. THE PILOT AGAIN INDICATED A NEED TO REACH HIS DESTINATION BY THE FOLLOWING MORNING AND, SUBSEQUENTLY, FILED AN IFR FLIGHT PLAN. THE FLIGHT DEPARTED INTO DARK NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS AND 17 MINUTES LATER, THE PILOT REPORTED TO AIR TRAFFIC CONTROL (ATC) THAT THE VACUUM PUMP HAD FAILED. ATC PROVIDED THE PILOT WITH RADAR VECTORS BACK TO THE AIRPORT, DURING WHICH TIME THE PILOT INDICATED THAT HE WAS HAVING TROUBLE MAINT AINING HEADING AND ALTITUDE. SUBSEQUENTLY, ATC COMMENCED A NO GYRO APPROACH WITH THE PILOT. SEVEN MINUTES LATER, THE AIRPLANE DISAPPEARED FROM RADAR. SEARCH AND RESCUE WAS INITIATED AND THE AIRPLANE WAS LOCATED IN A PASTURE. EXAMINATION OF THE ACCIDENT SITE REVEALED THAT THE AIRPLANE IMPACTED THE GROUND IN A NEAR VERTICAL NOSE DOWN ATTITUDE. THE PILOT WAS ISSUED AN INSTRUMENT RATING ON AUGUST 18, 2000. HE HAD ACCUMULATED A TOTAL OF 30.4 HOURS OF SIMULATED INSTRUMENT FLIGHT TIME AND 2.5 HOURS OF ACTUAL INSTRUMENT FLIGHT TIME. EXAMINATION OF THE AIRPLANE REVEALED NO ANOMALIES THAT WOULD PREVENT NORMAL OPERATION OF THE AIRCRAFT. THE VACUUM PUMP DRIVE SHAFT WAS FOUND INTACT. ROTATIONAL SCORING WAS FOUND ON COMPONENTS OF THE ATTITUDE INDICATOR, HEADING INDICATOR AND TURN AND SLIP INDICATOR. 20000925040579A (-23) NO NARRATIVE. 20000926007489A (-23) LANDED ON CLOSED RUNWAY (15/33) AT ADEL, GA (15J), STRUCK BARRIERS ON CLOSED RUNWAY. DAMAGE TO LEFT WING AND LEFT INCURRED. NOTAM ISSUED 09/12 ON CLOSED RUNWAY-YELLOW X'S PAINTED ON 15/23, ORANGE BARRIERS WITH FLASHING LIGHT INSTALLED. FAA WAS NOT ABLE TO GO TO ACCIDENT SITE DUE TO THE LACK OF FUNDS. DAR DELLA PRETTYMAN HAS INSPECTED THE AIRCRAFT AND TAKEN PICTURES. 20000926013929A (-23) AFTER FUELING N3954E FOR A RETURN FLIGHT TO THE S36 AIRPORT, THE PIC SECURED THE A/C TO A SIGNPOST WITH A LENGTH OF NEW ROPE TO HOLD ITS PLACE WHILE THE A/C WAS HAND-PROPPED. THE PIC STATED THE A/C WAS NOT CHOKED, AND THERE WAS NO ONE SEATED AT THE CONTROLS WHILE IT WAS BEING STARTED. WHEN THE ENGINE STARTED, THE ROPE SECURING THE A/C TO THE POST BROKE, AND THE A/C ROLLED FORWARD AND IMPACTED THE FUEL ISLAND STRUCTURE. 20000926014319A (-23) DURING INSTRUCTIONAL FLIGHT, A/C LOST POWER ON APPROACH AND COULD NOT MAKE IT TO THE AIRPORT. LANDED ON HWY 49. SUBSTANTIAL DAMAGE. (.4) THE FLIGHT HAD COMPLETED AN ILS APPROACH TO RUNWAY 36, WITH A SIMULATED ENGINE OUT, BUT DID NOT TOUCH DOWN. THE AIRPLANE WAS ON FINAL APPROACH WHEN BOTH ENGINES LOST POWER. THE CFI SAID AS WE TURNED ONTO LEFT DOWNWIND FOR RUNWAY 36, '...I SET ZERO THRUST WITH THE [LEFT] THROTTLE AND PROP CONTROL. ABOUT MID FIELD THE RIGHT ENGINE BEGAN TO LOSE POWER. I TURNED ON BOTH BOOST PUMPS AND PUSHED BOTH PROPS AND THROTTLES FORWARD. THE LEFT ENGINE SURGED A COUPLE OF TIMES BUT COULD NOT PRODUCE POWER. THE RIGHT ENGINE DID NOT RESPOND...WE TURNED TOWARDS THE AIRPORT...I SWITCHED TO AUX ON THE FUEL TANKS AND TRIED TO RESTART TO NO AVAIL...SWITCHED BACK TO MAINS TO NO AVAIL. AT THIS TIME WE WERE ABOUT 400 FEET AGL AND REALIZED WE WOULD NOT MAKE THE AIRPORT. WE TURNED NORTH TO LAND ON HIGHWAY 49...SHORTLY AFTER TOUCHDOWN THE RIGHT WING TIP HIT A LIGHT POST. WE SPUN AROUND AND CAME TO A STOP....' INSPECTION OF THE WRECKAGE REVEALED SUFFICIENT FUEL. INVESTIGATORS VERIFIED FLIGHT CONTROL CONTINUITY, CONTINUITY OF THE FUEL SYSTEM IN ALL POSITIONS, THE BOOST PUMPS WORKED, AND THE VENTS WERE CLEAR. BOTH ENGINES WERE REMOVED FROM THE AIRPLANE TO FACILITY TEST RUNS OF THE ENGINES, BOTH ENGINES RAN, AND NO DISCREPANCIES WERE FOUND. 20000926015169A (-23)A/C DEPARTED ANDERSON REGIONAL AIRPORT (AND), SC SHORTLY AFTER 0600 EDT ON 09/26/00, ENROUTE TO CHARLOTTE/DOUGLAS INTERNATIONAL AIRPORT (CLT), NC AIRCRAFT WITH CAPTAIN BARNES AS THE FLYING OFFICER, TOUCHED DOWN APPROX. 500 TO 1000 FEET BEYOND THE RWY 05 THRESHOLD AT 85 KNOTS (CAPTAINS STATEMENT)., TIRE SKID MARKS INDICATE THAT THE RIGHT SIDE WHEEL BRAKE LOCKED UP, RESULTING IN A PRONOUNCED AND UNIFORM SKID MARK FROM THE POINT OF TOUCHDOWN TO THE EXIT POINT, APPROX. 2500 FEET FROM THE LANDING THRESHOLD. THERE WERE FAINT SKID MARKS EVIDENT FROM THE LEFT MAIN TIRE INDICATIVE OF EMERGENCY BRAKING APPLICATION. THE RIGHT MAIN LANDING GEAR COLLAPSED SHORTLY AFTER EXITING THE RWY AND BEFORE PASSING OVER AN ACCESS ROAD ADJACENT TO TAXIWAY A4. THE #1 PROPELLOR SHEARED FROM THE PROPELLOR SHAFT AT APPROX. THE SAME TIME AS THE RIGHT LANDING GEAR COLLAPSE. THE #2 PROPELLOR BALDES WERE ALL BENT REARWARD. THERE WAS NO OCCURENCE OF POST IMPACT FIRE OR INJURIES TO THE CREW. 20000926015509A (-23) CAPT. CUMMINGS HAD STARTED HIS DESCENT INTO THE MIAMI AREA-TURNED THE SEAT BELT SIGN ON AND MADE HIS PA-TO THE CABIN ADVISING ALL OF POTENTIAL TURBULENCE WITHIN THE AREA, AND FOR ALL TO REMAIN SEATED AND BELTED. THIS PASSENGER GOT UP AND WENT TO THE WASHROOM. (.4) ON SEPTEMBER 26, 2000, ABOUT 0540 EASTERN DAYLIGHT TIME, A BOEING 777-223, N789AN, CALL SIGN AAL908, OPERATED BY AMERICAN AIRLINES INC., ENCOUNTERED SEVERE TURBULENCE WHILE DESCENDING FOR APPROACH TO MIAMI INTERNATIONAL AIRPORT (MIA), MIAMI, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND AN INSTRUMENT FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 121 REGULARLY SCHEDULED INTERNATIONAL FLIGHT. THE AIRPLANE WAS NOT DAMAGED. THE FLIGHTCREW OF 3, 12 FLIGHT ATTENDANTS, AND 152 PASSENGERS REPORTED NO INJURIES. ONE PASSENGER REPORTED SERIOUS INJURIES. THE FLIGHT HAD DEPARTED BUENOS AIRES, ARGENTINA INTERNATIONAL AIRPORT, EN ROUTE TO MIAMI, FLORIDA, AT 2213, SEPTEMBER 25, 2000. THE FLIGHT WAS DESCENDING OUT OF FL190 TO 10,000 FEET AND WAS MANEUVERING AROUND WEATHER CELLS, AT A LOCATION ABOUT 60 MILES SOUTHEAST OF MIAMI, WHEN IT ENCOUNTERED SEVERE TURBULENCE. A PASSENGER THA T WAS EXITING A LAVATORY FELL AND BROKE A LEG. AT THE TIME OF THE ACCIDENT THE SEAT BELT SIGN WAS "ON" AND A PASSENGER ARRIVAL ANNOUNCEMENT HAD BEEN MADE INSTRUCTING THE PASSENGERS TO REMAIN IN THEIR SEATS WITH SEAT BELT FASTENED. THE FLIGHT LANDED AT MIAMI WITHOUT FURTHER INCIDENT. 20000926015569A (-23) ON SEPTEMBER 26, 2000, AT 1230 MDT, A PIPER PA-28-235, N9281W, SUSTAINED SUBSTANTIAL DAMAGE WHILE TAXIING FROM LANDING AT JEFFERSON COUNTY AIRPORT, BROOMFIELD, CO., WHEN IT STRUCK A TRACTOR IN A NON-MOVEMENT AREA. THE CFI THE SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLGICAL WEATHER CONDITIONS PREVAILED FOR THIS LOCAL PERSONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT IN COMMAND, THE LEFT WING TIP TANK STRUCK A SMALL PAYLOADER (BOBCAT) WHILE HE WAS ATTEMPTING TO TAXI BETWEEN IT AND A PARKED MOONEY ON THE RAMP. THE BOBCAT, ACCORDING TO THE PILOT WAS PARKED IN THE GRASS JUST OFF OF THE RAMP. 20000926019059A (-23) STUDENT PILOT FLYING A/C MADE A TOUCH & GO ON RUNWAY 30 AT SUNDAY CREEK AIRPORT. A/C WAS NOT CLEARING TERRAIN AT END OF RUNWAY SO THE FLIGHT INSTRUCTOR TOOK OVER CONTROL AND TURNED LEFT. LEFT WING IMPACTED GROUND. 20000926023049A (-23) THE PILOT OF THE AIRPLANE LOST CONTROL WHEN LANDING. THE A/C SUFFERED SUSTANTIAL DAMAGE. 20000926024919I (-23) PIC TAXIED TOWARD ACTIVE RUNWAY, UPON REACHING RUN-UP AREA PIC POSITIONED A/C CLOSE TO EDGE OF TAXIWAY TO AVOID TRAFFIC CONJECTION AND CONDUCTED ENGINE RUN-UP. AFTER RECEIVING CLEARANCE, THE PIC INITIATED A/C MOVEMENT AND STRUCK TAXI LIGHT WITH PROPELLER. PIC CANCELLED CLEARANCE TO INSPECT DAMAGE AND RETURNED TO PARKING LOCATION. DAMAGE TO PROPELLER REQUIRED THE REPLACEMENT OF BLADE DUE TO DAMAGE. 20000926028919I (-23)^PRIVACY DATA ^THE FLIGHT INSTRUCTOR WITH HIS STUDENT ^PRIVACY DATA^WERE ON A INSTRUCTIONAL FLIGHT BETWEEN TACOMA NARROWS AIRPORT WHERE THE A/C WAS BASED AND OLYMPIA. THE OIL TEMPERATURE STARTED RISING WITH LOSS OF OIL PRESSURE AND THEY TURNED BACK TO TACOMA NARROWS AS THE SITUATION DETERIORATED.^PRIVAC^REALIZED THAT THEY COULD NOT RETURN AND ELECTED TO LAND THE A/C ON AN OLD LAND FILL ON FT. LEWIS, WASHINGTON. THE LANDING WAS MADE WITHOUT INCIDENT WITH NO DAMAGE TO THE A/C AND NO INJURIES. FURTHER INVESTIGATION BY INSPECTOR^PRIVACY DATA^, AN AIRWORTHINESS INSPECTOR FROM THE SEA FSDO AND DOUBLE EAGLE, INC. PMI FOUND THAT THERE HAD BEEN AN ERROR DURING THE PREVIOUS OIL CHANGE CAUSING THE OIL TO LEAK OUT INFLIGHT. 20000926030399I (-23)PILOT STATEMENT ATTACHED. INSTRUCTOR PILOT WAS DISTRACTED DURING PRE-LANDING CHECK AND FORGOT TO LOWER LANDING GEAR. ^PRIVACY DATA OMI^ 20000926031459I (-23)NOSE LANDING GEAR FORK TWISTED AND SEPARATED FROM NOSE STRUT AFTER HARD LANDING RUNWAY 5 AT DELAND MUNICIPAL AIRPORT. AIRCRAFT PROPELLER STRUCK GROUND CAUSING DAMAGE TO PROPELLER AND ENGINE. NO OTHER DAMAGE TO AIRCRAFT OR PROPERTY. 20000926031589I (-23)THE PILOT LANDED AT THE DODGE COUNTY AIRPORT JUNEAU WI WITH THE GEAR UP. HE ADMITTED HE FORGOT TO PUT THE GEAR DOWN. HE IS THE OWNER OF THE AIRCRAFT AND WAS THE ONLY PERSON ON BOARD. THE PILOT WAS APPROPRATELY RATED & THE AIRCRAFT WAS LEGAL. 20000927013989A (-23) A/C STRUCK STATIC WIRE OF HIGH VOLTAGE TRANSMISSION LINES DURING AERIAL APPLICATION OPERATIONS. PILOT WAS CONDUCTING PULLUP MANUEVER AFTER SWATH RUN WHEN LINE WAS ENCOUNTERED. PILOT INDICATED THAT HE DID OVERFLY AND REVIEW THE AREA PRIOR TO APPLICATION OPERATIONS FOR THIS FIELD BUT DID NOT SEE THIS WIRE. WIRE STRICK DAMAGE WAS PRIMARILY TO THE PROPELLOR, WHICH IMMEDIATELY AFFECTED THE PITCH CHANGE MECHANISM FOR AT LEAST ONE BLADE. THIS RESULTED IN A SEVERE VIBRATION AAND LOSS OF OIL THROUGH THE PROPELLOR HUB. AS PILOT WAS NO LONGER ABLE TO GENERATE SAFE THRUST THROUGH THE PROPELLOR AN EMERGENCY LANDING WAS AFFECTED, RESULTING IN THE EVENTUAL ENCOUNTER WITH MATURE ORCHARD TREES, RESULTING IN SUBSTANTIAL DAMAGE TO A/C 20000927014089A (-23) N68FM, A MOONEY MODEL 220S SERIAL NUMBER 30-0031, CRASHED WHILE LANDING AT SAN CARLOS AIRPORT AROUND 18:30 SEPTEMBER 27, 2000. THE PILOT REPORTED HE HAD SEVERAL BOUNCES ON THE INITIAL LANDING AND APPLIED FULL ENGINE POWER ATTEMPTING TO GO AROUND FOR ANOTHER LANDING. THE A/C FLEW TO THE LEFT SIDE OF THE RWY HITTING THE ROOF OF A HANGAR. THE A/C SKIMMED ACROSS THE AHNGAR ROOF, LANDED NOSE DOWN BETWEEN TWO HANGAR BUILDINGS, AND SLID ABOUT 50 FEET COMING TO REST IN ANUPRIGHT POSITION. THE PILOT WAS ABLE TO EXIT THE A/C THROUGH THE EMERGENCY EXIT AT WHICH TIME THE A/C BEGAN TO BURN. 20000927014439A (-23) ACCORDING TO THE PILOT, HE OVERLOOKED LOWERING THE LANDING GEAR PRIOR TO LANDING DUE TO MULTIPLE DISTRACTIONS. THE PILOT DID NOT ENTER DOWNWIND, BUT INSTEAD ENTERED FINAL FROM A DOGLEG BASE. THE PILOT IS THE OWNER OF A BUSY FAR 135 AND FAR 141 BUSINESS. IN THAT CAPACITY, AFTER THIS FLIGHT HAD DEPARTED SLC AND BEFORE PICKING UP THE PASSENGERS AT BULLFROG BASIN, HE CONTACTED CDC AFSS TO CHECK WEATHER IN WYOMING, WHERE THE COMPANY HAD OTHER OPERATIONS TAKING PLACE. 20000927015129A (-23) INSTRUCTOR STATES STUDENT, ON SECOND SOLO PICKUP, PICKED UP THE HELI TO 3-FOOT STABILIZER HOVER. UNINTENTIONALLY RAISED THE COLLECTIVE, THUS CLIMBING TO 10 FEET, DECREASED ROTOR RPM, AND LOSING DIRECTIONAL CONTROL. HE CONTINUED THE CLIMB WHILE SPINNING WITH TORQUE TO 50+ FEET. INSTRUCTOR OBSERVED COLLECTIVE AT 45 ANGLE AND COULD NOT OBSERVE INDIVIDUAL ROTOR BLADES BECAUSE OF DECAYED RPT. HELI SETTLED QUICKLY TO THE GROUND AND ROLLED OVER. THE STUDENT WAS NOT INJURED.^PRIVACY DATA OMITTED^ 20000927018599I (-23) AFTER LANDING AND ROLLING OUT AT NEWTON, KANSAS MUNICIPAL AIRPORT, THE LANDING GEAR SWITCH WAS PLACED IN THE UP POSITION INSTEAD OF THE FLAP SWITCH. THE GEAR MOTOR SAFETY DEVICE MALFUNCTIONED ALLOWING THE GEAR TO RETRACT ON THE GROUND. 20000927019009I (-23)AS STATED BY THE CAPTAIN: WE REQUESTED AND RECEIVED CLEARANCE TO TAXI TO RUNWAY 6 VIA TAXIWAY ALPHA. MOMENTS LATER WE WERE ALSO CAUTIONED ABOUT MEN AND EQUIPMENT IN THE VICINITY TO TAXIWAY ALPHA. WE NOTICED THE MAINTENANCE TRUCK PARKED ON THE RIGHT SIDE OF THE TAXIWAY JUST OUTSIDE OF THE DOUBLE YELLOW TAXIWAY BOUNDARY LINES, FACING TOWARD US BUT POINTED AT A 45 DEGREE ANGLE TO THE TRUCK DRIVER'S LEFT. THE LOCATION ON THE AIRPORT WAS APPROXIMATELY 30 FEET SOUTHWEST OF THE INTERSECTION OF TAXIWAY ALPHA AND ALPHA 2. THERE WAS AN AIPORT VEHICLE PARKED IN THE VICINITY OF THE MAINTENANCE TRUCK (PARKED AHEAD BUT IN THE GRASS BETWEEN RUNWAY 6 AND TAXIWAY ALPHA) TO THE TAXIWAY SIDE OF THE TRUCK. AS THE COCKPIT PASSED THE TRUCK, 1 SAW 2 MEN NEXT TO THE TRUCK FACING THE AIRCRAFT. THE FIRST OFFICER WAS TURNED AND LOOKING AS FAR AS POSSIBLE FROM MY VANTAGE POINT, LOOKING ACROSS THE COCKPIT, I FLET LIKE WE HAD THE NECESSARY CLEARANCE TO SAFELY PASS BY THE TRUCK, THEN THE COLLISION OCCURRED. 20000927019209I (-23) STUDENT PILOT PERFORMING THIRD SUPERVISISED SOLO. HARD LANDING RESULTED IN DAMAGED NOSE WHEEL. 20000927019399I (-23) DURING LANDING ROLLOUT WITH THE INTENTIONS OF ACCOMPLISHING A STOP AND GO, THE FLYING PILOT IN THE LEFT SEAT, (INSTRUCTOR IN RIGHT SEAT), INADVERTENTLY RETRACTED THE LANDING GEAR INSTEAD OF THE FLAPS. THE A/C SETTLED ONTO THE RUNWAY WITH THE LANDING GEAR PARTIALLY RETRACTED AND DAMAGE WAS SUSTAINED TO THE PROPS AND GEAR DOORS. THE PILOT WAS RECEIVING REMEDIAL TRAINING DUE TO RECEIVING A NOTICE OF DISAPPROVAL THE DAY BEFORE ON HIS MEL COMMERCIAL ADD ON. THE INSTRUCTOR PILOT STATED THAT HE HAD PREVIOUSLY BRIEFED THE TRAINEE ON CONFIRMING THE FLAP HANDLE PRIOR TO RETRACTION, HOWEVER ON THIS PARTICULAR TOUCH AND GO, THE PILOT JUST REACHED AROUND THE INSTRUCTORS HAND AND RETRACTED THE GEAR IN ONE SWIFT MOTIION. 20000927028679I (-23)DURING ROLLOUT AFTER LANDING, THE LEFT MAIN LANDING GEAR CAME IN CONTACT WITH AN EXTREMELY WATER LOGGED AREA THAT HAD STANDING WATER DUE TO RECENT RAINS. SINCE THIS TAXI AREA HAD FAIRLY TALL GRASS, IT WAS NOT POSSIBLE FOR ^PRIVACY DAT^ TO SEE THE STANDING WATER FROM HIS POINT OF REFERENCE. THE GEAR GOT CAUGHT IN THE MUD CAUSING THE LEFT STRUT TO COLLAPSE WHICH THEN CAUSED THE PROPELLER TO STRIKE THE GROUND. AIRCRAFT DAMAGE WAS LIMITED TO PROPELLER AND LEFT MAIN STRUT/BUNGEE ASSEMBLY. 20000927029699I (-23)PILOT STATED THAT AFTER LANDING ON RUNWAY 33, HE BEGAN TO ADD POWER TO TAXI OFF OF ACTIVE AURNWAY. NOSE GEAR COLLAPSED JUST AFTER PILOT ADDED POWER. PIEDMONT/HAWTHRONE RECOVERED AIRCRAFT FROM RUNWAY, PLACED AIRCRAFT ON JACKS AND SWUNG GEAR. THERE WERE NO APPRARENT MECHANICAL MALFUNCTIONS DURING RETRACTION TEST. DAMAGE TO AIRCRAFT INDICATES THAT GEAR HAD BEEN SELECTED "UP". OTHERWISE NOSE GEAR DOORS WOULD HAVE HAD DAMAGE FROM NOSE GEAR STRUT, COLLAPSING ON THEM. WITNESS STATED GEAR HANDLE WAS IN UP POSITION. 20000927029719I (-23)ON 9/27/00 I INVESTIGATED A GEAR UP LANDING AT BALTIMORE (BWI). ^PRIVACY DATA OMIT^ LANDED HIS PIPER COMACHE (PA-30) ON RWY 33R AND EXPERIENCED A COLLAPSED OF THE LANDING GEAR. MY INVESTIGATION REVEALED THAT ^PRIVACY DA^ EXPERIENCED AN ELECTRICAL FAILURE WHILE APPROACHING BALTIMORE. ^PRIVACY DA^ STATED HE HAD EXTENDED THE LANDING GEAR AND CHECKED IT WITH THE MIRROR ON THE ENGINE COWL AND IT LOOKED TO BE DOWN. ^PRIVACY DA^ USED A HAND COMM. TO COMMUNICATE WITH THE CONTROL TOWER AND PERFORMED A FLY BY AND THE TOWER REPORTED THAT THE GEAR LOOKED TO BE DOWN. ^PRIVACY DA^ ELECTED NOT TO ATTEMPT AN EMERGENCY EXTENSION OF THE GEAR FOR FEAR IT WOULD COMPROMISE THE FACT THAT IT WAS DOWN. ^PRIVACY DA^ STATED IN RETROSPECT HE WISHED HE HAD PERFORMED THE MANUAL GEAR EXTENSION. THIS INVESTIGATION IS CLOSED WITH A COUNSELING OF THE PILOT. 20000927030009I (-23)ON SEPTEMBER 27, 2000, AT 0940E, A MD-88, S/N 49984, REGISTERED AS N965DL, AND OPERATING AS DALA FLIGHT #732 FLEW INTO PIT. DURING THE LANDING AT PIT, THE TOWER TOLD THE PILOT THAT THEY COULD SEE SMOKE FROM THE RIGHT MAIN LANDING GEAR. THE PILOT CLEARED THE RUNWAY AND ASKED AARF BE DISPATCHED TO THE AIRCRAFT. ALL COCKPIT INDICATIONS WERE NORMAL AND THERE WERE NO INDICATIONS OF ANY MALFUNCTIONS. AARF REPORTED THAT THERE WAS SOME SMOKE AND A HYDRAULIC LEAK FROM THE RIGHT OUTBOARD BRAKE. THE AIRCRAFT WAS TOWED TO THE GATE WITHOUT INCIDENT WITH THE PASSENGER ON BOARD. MAINTENANCE REPLACED THE #4 BRAKE AND RETURNED THE AIRCRAFT TO SERVICE INVESTIGATION BOTH ON-SITE AND DESK AUDIT AND CLOSED. 20000927030389I (-23)STUDENT PILOT WAS PRACTICING SHORT FIELD LANDINGS IN HIS PERSONNAL AIRCRAFT AT GEORGETOWN AIRPORT, CA, ON SEPTEMBER 29, 2000. COMPLETED A HARD LANDING AND BENT THE NOSE WHEEL. 20000927031069I (-23)AMERICAN AIRLINES FLIGHT 2463 WAS ENROUTE FROM OMAHA, NE, TO DALLAS, TX, BUT DUE TO SMOKE IN THE CABIN, THE AIRCRAFT RETURNED TO OMAHA. AN AMERICAN AIRLINES EMPLOYEE THAT MET THE AIRCRAFT STATED THAT THERE WAS A VERY THIN FILM OF SMOKE AND THAT HE COULD NOT SMELL SMOKE. CONTRACT MAINTENANCE FOUND OIL COMING OUT OF THE #1 ENGINE BREATHER, INDICATING AN INTERNAL SEAL LEAKING OIL. THE ENGINE WAS REPLACED. 20000927036249I (-23) IN THE PROCESS OF REPOSITIONING N7558V FROM SGF TO THE SPRINGFIELD DOWNTOWN AIRPORT, ^PRIVACY DAT^ NEGLECTED TO EXTEND THE AIRPLANE'S LANDING GEAR PRIOR TO LANDING. N7558V CONTACTED THE RUNWAY WITH THE LANDING GEAR IN THE RETRACTED POSITION, CAUSING DAMAGE TO THE PROPELLER, BELLY, AND LOWER COWL SKIN. A POST-INCIDENT GEAR RETRACTION TEST WAS PERFORMED ON 10/04/00. THE LANDING GEAR FUNCTIONED NORMALLY; HOWEVER, IT WAS DISCOVERED THAT THE GEAR WARNING HORN WIRE THAT ATTACHES TO A MICROSWITCH WAS BROKEN. THIS SITUATION WOULD PREVENT THE WARNING HORN FROM SOUNDING IN THE EVENT THE LANDING GEAR IS MIS-CONFIGURED.^PRIVACY DATA OMITTED^ 20000927037449A (-23)^PRIVACY DATA ^ ON 09/27/2000 WESTERN AVIATION INC. FLIGHT 48, ENROUTE FROM RIFLE, CO. TO GRAND JUNCTION, CO. WAS UNABLE TO LOWER THE RIGHT MAIN GEAR. THE PILOT ELECTED TO RETRACT THE LANDING GEAR AND BELLY THE AIRCRAFT IN ON RUNWAY 4, AT GRAND JUNCTION, CO. THERE WERE NO INJURIES AND THE BELLY OF THE AIRCRAFT SUSTAINED MINOR DAMAGE. 20000927038439I (-23) A/C STRUCK LOW SIGN WHILE TAXIING FOR TAKEOFF. A PILOT EXAMINATION WAS IN PROGRESS. SIGN WAS IN GRASS AND WAS STRUCK BY AIRCRAFT WHILE POSITIONING FOR RUNUP. THIS OFFICE WAS CONTACTED BY EXAMINER^PRIVACY DA^.A MECHANIC FROM THE AIRCRAFT RENTAL AGENCY WAS DISPATCHED TO OCEAN CITY, NJ (^PRIVACY DATA ^FROM DAWN AERO LOCATED IN WILMINGTON, DE) ^PRIVACY DAT^ INDICATED THAT THE DAMAGE WAS VERY MINOR AND THAT HE HAD REMOVED A SMALL DENT JUST INBOARD OF THE RIGHT WING TIP. HE DID AN APPROPRIATE INSPECTION OF THE DAMAGED AREA AND RETURNED THE AIRCRAFT TO SERVICE. THE STATE DIVISION OF AERONATICS WAS NOTIFIED AND HAS RECOMMENDED THAT THE SIGN BE MOVED TO AVOID FUTURE ISSUES. 20000927041189A (-23) ON SEPTEMBER 27, 2000, AT APPROXIMATELY 1355EDT(1755UTC), A CESSNA 182-Q, N94326, IMPACTED TERRAIN AS AN APPARENT RESULT OF A FORCED LANDING NEAR OWINGSVILLE, KY. THE PRIVATE RATED PILOT RECEIVED FATAL INJURIES AS A RESULT OF THE ACCIDENT. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THERE WAS NO POST-CRASH FIRE. THERE WERE NO PASSENGERS ABOARD THE AIRCRAFT. THE FLIGHT DEPARTED MANASSAS, VA AT 1112 EDT (1512 UTC), VFR WESTBOUND. REPORTS INDICATES THAT THE PILOT MADE A RADIO CALL TO LEXINGTON ATCT AT ABOUT 1750 UTC. THE TOWER REPORTED THAT THE PILOT INDICATED THAT HIS ENGINE WAS "SPUTTERING" AND THAT THE AIRCRAFT WAS LOW ON FUEL. NO FURTHER TRANSMISSION WAS SUBSEQUENTLY MADE FROM THE PILOT TO THE CONTROL TOWER. WITNESSES NEAR THE ACCIDENT SITE REPORTED THAT THE PROPELLER WAS NOT TURNING PRIOR TO IMPACT WITH THE TERRAIN. NEAREST WEATHER TAKEN FROM LEXINGTON, KY AT THE TIME OF THE ACCIDENT WAS AS FOLLOWS: WINDS VARIABLE AT 6 KNOTS, VISIBILITY 10 MILES, SKY CLEAR, TEMPERATURE 18C, DEWPOINT 9C, ALTIMETER 30.23. 20000927041859A (-23) PILOT HAS STATED THAT HE WAS MAKING A LOW PASS WITH AIRCRAFT EQUIPPED WITH 31" TUNDRA TIRES OVER A UNAPPROVED RUNWAY THAT WAS COVERED WITH SNOW. HIS WHEELS CONTACTED THE SNOW. WHEN THE WHEELS DID HIT HE ATTEMPTED TO APPLY FULL POWER, BUT STILL LOST CONTROL OF THE AIRCRAFT. ^PRIVACY DATA OMITTED^ 20000927041909A (-23) AFTER ADDING FULL POWER FOR TAKE-OFF, THE PILOT REALIZED HE HAD FORGOTTEN TO DEPLOY THE FLAPS. UPON REACHING FOR THE FLAP LEVER HANDLE THE PILOT MOMENTARILY LOST DIRECTIONAL CONTROL ON THE NARROW TREE LINED RUNWAY. THE RIGHT WING BRUSHED A SMALL TREE WHICH YAWED THE AIRCRAFT TO THE RIGHT. THE AIRCRAFT CONTINUED RIGHT UNDER FULL POWER AND IMPACTED TREES BEFORE THE PILOT COULD GAIN CONTROL. 20000927041949A (-23) ON SEPTEMBER 13, 2000, AT OR ABOUT 1600ADT A WHEEL EQUIPPED PIPER PA-22/20, N8DG, REGISTERED TO MANUEL BRITO AND PILOTED BY MANUEL BRITO A CERTIFICATED PILOT GROUND LOOPED UPON LANDING AT SHANNON AIR STRIP IN DILLINGHAM, ALASKA CAUSING SUBSTANTIAL DAMAGE TO THE LEFT WING. THE BRAKE LOCKED AND PULLED THE AIRCRAFT OFF THE RUNWAY. 20000928015119A (-23) THIS HAS BEEN CLASSED AS AN ACCIDENT BECAUSE OF REGULATION AND NOT JUST BECAUSE OF THE TYPE OF DAMAGE TO THE A/C. WHILE IN CRUISE FLIGHT, APPROX. 5 INCHES OF THE PROP TIP SEPARATED FROM THE PROPELLER. THIS CAUSED A SEVERE VIBRATION AND AN EMERGENCY LANDING WAS ACCOMPLISHED IN A FARM FIELD. NO OTHER DAMAGE AND NO PERSON WAS INJURED. 20000928015139A (-23) DURING PRACTICE OF EMERGENCY POWER LOSS LANDING, A/C LANDED HARD, BOUNCED, LOST CONTROL AND GROUND LOOPED INTO DITCH. 20000928017389I (-23) THE STUDENT PILOT WAS ON A TRAINING FLIGHT FROM SHAWNO, WI TO CLINTONVILLE, WI. LANDING AT CLINTONVILLE A DEER CROSSED FROM LEFT TO RIGHT. THE PILOT APPLIED POWER TO GO AROUND BUT STILL STRUCK THE ANIMAL WHICH BENT THE NOSE GEAR MADE A EMERGENCY LANDING AT ERB, WI. WITHOUT INCIDENT. 20000928029509I (-23)DURING A STUDENT SOSO FLIGHT, THE PILOT STRUGGLED TO LAND THE AIRPLANE WITH SOME GUSTY WINDS PRESENT. AFTER TOUCHDOWN, THE PILOT DECIDED TO RETRACT THE FLAPS IN ORDER TO GAIN BETTER CONTROL BY REDUCING LIFT AND INCREASING THE WEIGHT ON THE MAIN LANDING GEAR. WHILE REACHING FOR THE FLAP HANDLE, THE PILOT'S ATTENTION WAS DIVERTED AND HE LOST DIRECTIONAL CONTROL. THE AIRPLANE RAN OFF THE EDGE OF THE RUNWAY AND THE PROPELLER HIT THE GROUND RESULTING IN PROPELLER DAMAGE AND SUDDEN ENGINE STOPPAGE. THE FLIGHT SCHOOL THAT RENTED THE AIRPLANE TO THE STUDENT PILOT COUNSELED HIM CONCERNING THIS INCIDENT AND CANCELED THE SCHEDULED PRIVATE PILOT CHECK RIDE. THE SCHOOL PLANS TO CONDUCT ADDITIONAL TRAINING TO VERIFY HIS PROFICIENCY PRIOR TO RECOMMENDING HIM FOR THE PRIVATE PILOT PRACTICAL TEST. SINCE THE PILOT IS NOT YET A CERTIFIED PILOT, THE FLIGHT SCHOOL'S ACTIONS ARE DEEMED ADEQUATE AND NO FURTHER ACTION BY THE FAA IN NEEDED. 20000928029899I (-23)^PRIVACY DATA^ WAS THE PIC OF N8943Q WHICH WAS ENGAGED IN AGRICULTURAL OPERATIONS AT THE TIME OF THE INCIDENT. ^PRIVACY DATA^ STATED THAT HE FUELED N8943Q AND PROCEEDED TO A FIELD MAKE ONE APPLICATION OF CHEMICALS AND RETURN TO THE CACHRAN, GA AIRPORT (48A). ^PRIVACY DATA^ DETERMINED THAT HE HAD ENOUGH FUEL TO RETURN TO THE FIELD AND APPLY A SECOND LOAD WITHOUT REFUELING. AFTER LEAVING THE FIELD ON THE RETURN FLIGHT TO 48A THE ENGINE STARTED TO RUN ROUGH AND QUIT. ^PRIVACY DATA^ ENGAGED THE HAND PUMP AND THE ENGINE RAN FOR A MOMENT AND THEN QUIT. N8943Q LANDED IN A FIELD APPROXIMATELY 3 MILES N NW OF THE 48A AIRPORT. DURING THE OFF AIRPORT LANDING THE AIRCRAFT RECEIVED MINOR DAMAGE. 20000928030309I (-23)^PRIVACY DATA O^ THE PILOT OF N2963M, A PA-12 WAS IN THE PROCESS OF TAXING FOR DEPARTURE ON RUNWAY 35R WHEN HE WAS HIT BY A GUST OF WIND AND NOSED OVER ON TAXIWAY LIMA ADJACENT TO THE RUNWAY. THE PILOT SET THE AIRCRAFT IN THE RIGHT POSITION AND PUSHED IT TO THE RAMP. THE AIRCRAFT SUSTAINED BENT PROPELLERS TIPS AND COSMETIC DAMAGE TO THE PROP SPINNER. 20000928037759I (-23) ON THURSDAY, SEPTEMBER 28, 2000 AT 1019 LOCAL TIME, A BEECHCRAFT MODEL 1900 D AIRCRAFT, OPERATED BY CHAMPLAIN ENTERPRISES, INC., D/B/A COMMUTAIR, UNDER 14 CFR PART 121, AS FLIGHT NUMBER 4551, DEPARTED THE TOMPKINS COUNTY AIRPORT (ITH) IN ITHACA, NY, FROM RUNWAY 32. AFTER TAKEOFF, THE LANDING GEAR FAILED TO RETRACT. THE CREW RETURNED TO THE AIRPORT AND LANDED WITHOUT INCIDENT. THE AIRCRAFT WAS LATER FERRIED TO THE COMMUTAIR MAINTENANCE BASE IN PLATTSBURG, NY. THIS INCIDENT IS CONSIDERED CLOSED. 20000929014739A (-23) THE SECOND PILOT SAID PIC LANDED THE A/C HARD AND HE THOUGHT THAT IS WHAT CAUSED THE MAIN ROTOR BLADE TO STRIKE THE TAIL BOOM. ATTACHED INFO. 20000929015609A (-23) ON SEPTEMBER 29, 2000, AT 1600 HOURS LOCAL TIME, N130DR, WAS DESTROYED WHEN IT IMPACTED THE WATER IN NADI BAY, ABOUT 1,500 FEET SHORT OF THE RUNWAY 09 THRESHOLD AT NADI INTERNATIONAL AIRPORT IN THE REPUBLIC OF THE FIGI ISLANDS. THE PILOT, A CITIZEN OF THE UNITED STATES AND THE SOLE OCCUPANT, MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FERRY FLIGHT, THAT DEPARTED FROM MAGENTA AIRPORT, NEW CALEDONIA, NWWM AT 1200. 20000929015679A (-23) THE A/C WAS CONDUCTING AERIAL APPLICATION OPERATION IN THE AREA EAST OF STANTON, TEXAS. EYE WITNESSES STATED THAT THE A/C WAS SPRAYING THE COTTON FIELD JUST SOUTH OF A 180 FOOT TALL COMMUNICATIONS TOWER AT 145 FEET AGL AND BECAME ENTANGLED WITH TWO GUY WIRES CAUSING THE A/C TO STRIKE THE GROUND AT A 45 DEGREE ANGLE. THE A/C THEN BURST INTO FLAMES AND WAS TOTALLY DESTROYED BY THE FIRE. THE PILOT DID NOT SURVIVE THE ACCIDENT. CAUSE OF DEATH WAS MASSIVE BURNS AND INTERNAL INJURIES TO THE BODY. THE FATAL INJURIES WERE SUSTAINED DURING THE A/C ACCIDENT. 20000929017299I (-23) A/C DEPARTED OTTAWA EXECUTIVE AIRPORT (Z98) IMMEDIATELY AFTER TAKE OFF THE LEFT MAIN STRUT BROKE. PILOT PROCEEDED TO GRAND RAPIDS (GRR) TO LAND. MINOR DAMAGE TO A/C, NO INJURIES TO PILOT OR PASSENGER. NORE, PILOT INFORMATION NOT APPLICABLE DUE TO COMPONENT FAILURE. 20000929021969I (-23) PILOT WAS TAXIING INTO TIEDOWN AREA WHEN LEFT WING TIP STRUCK A TRUCK PARKED ON THE RAMP. 20000929024469I (-23)A CLEVELAND POLICE REPORT (#00-44 REVEALS ^PRIVACY DATA OMITTED^ SMOKED IN THE AIRCRAFT LAVATORY. ^PRIVACY DATA OMITTED^ 20000929029309I (-23) AIRMAN STATED THAT AFTER HE PREFLIGHTED A/C, HE WENT INTO THE OPS HANGER TO FILE HIS FLIGHT PLAN. WHEN HE RETURNED, HE TOOK OFF (NIGHT) AND WAS UNABLE TO RETRACT THE LANDING GEAR. AFTER LANDING, IN WHICH MINOR DAMAGE WAS SUSTAINED WHEN LEFT PROP CONTACTED RUNWAY LIGHT, IT WAS FOUND THAT THE TOW BAR WAS STILL CONNECTED TO THE NOSE GEAR ASSEMBLY. IT WAS LATER DETERMINED THAT A FLIGHT NURSE HOOKED THE TOW BAR TO THE A/C TO MOVE IT SLIGHTLY AND AFTERWARDS, FORGOT TO REMOVE THE TOW BAR FROM THE A/C. THIS WAS TAKING PLACE AS THE PILOT FILED HIS FLIGHT PLAN. AFTER SPEAKING WITH THE POI,^PRIVACY DA^IT WAS DETERMINED THAT THE PILOT WAS GIVEN 2 WEEKS OFF W/O PAY, AND MADE TO ATTEND CRM AND ADDITIONAL TRAINING CLASSES. 20000929030129I (-23)PIC STATED THAT ON LANDING, THERE WAS A DIRECT CROSSWIND. WINDS BEGAN TO GUST. PILOT LOST CONTROL OF THE AIRCRAFT AND IT WENT OFF THE RUNWAY STRIKING A RUNWAY LIGHT. 20000929031169I (-23)THE PILOT HAD PULLED THE AIRPLANE UP TO THE ACCESS ROAD AND THEN SHUT DOWN THE AIRPLANE. NEXT HE DROVE THE FUEL TRUCK OVER TO THE LOCATION WHERE THE AIRPLANE WAS PARKED. HE STARTED TO REFUEL THE AIRPLANE BUT FOUND THE FUEL TRUCK WAS EMPTY. THE PILOT THEN MOVED THE FUEL TRUCK OUT OF THE WAY AND WENT BACK TO THE AIRPLANE. HIS PASSENGER DECIDED TO WALK TO THE FUEL ISLAND WHILE THE PILOT TAXIED THE AIRPLANE OVER TO THE ISLAND. THE PILOT STARTED THE AIRPLANE AND STARTED A LEFT TURN. HOWEVER, THE LOCATION WHERE THE FUEL TRUCK WAS PARKED WOULD NOT PERMIT THE RIGHT WING TO CLEAR. THE PILOT YELLED OUT TO HIS PASSENGER THROUGH THE PILOT'S SIDE WINDOW VENT FOR HELP. THE PASSENGER CAME OVER TO THE LEFT WING HALFWAY DOWN IN FRONT OF THE LEADING EDGE. THE PILOT YELLED FOR HIM TO MOVE THE FUEL TRUCK. THE PASSENGER WALKED TO THE FUEL TRUCK, BUT WENT STRAIGHT TO THE TRUCK AND NOT AROUND THE NOSE OF THE AIRPLANE. THE PILOT SAW THE PASSENGER WAS GOING TO WALK INTO THE PROPELLER AND YALLED AT THE PASSENGER WHILE HE SHUT DOWN THE ENGINE. THE PASSENGER WALKED AT A 45-DEGREE ANGLE ONTO THE LEFT BACKSIDE OF THE ASCENDING PROPELLER. THE PASSENGER RECEIVED A SERIOUS INJURY TO HIS RIGHT ARM ABOVE THE ELBOW AND RIGHT SIDE. THE PASSENGER DID LOOSE HIS RIGHT ARM BELOW THE ELBOW. 20000929036929A (-23)AT APPROXIMATELY 1500 EDT SEPTEMBER 29, 2000, PIPER PA-32-260, N33117 OPERATED BY MARK DEAN RUSSELL ATTEMPTED A TAKEOFF FROM GRAYDOLPH FIELD, PETERSBURG, MI WITH 2 PASSENGERS ON BOARD. THE AIRCRAFT BECAME AIRBRONE BUT SETTLED BACK TO THE GROUND COMING TO REST IN A CORNFIELD 170 TO 180 FEET BEYOND THE END OF RUNWAY 27. THERE WERE NO INJURIES TO THE PILOT AND PASSENGERS. THE AIRCRAFT SUFFERED SUBSTANTIAL DAMAGE IN THE ACCIDENT BUT WAS DESTROYED BY THE ENGINE FIRE THAT STARTED AS THE AIRCRAFT CAME TO REST. THE PILOT, PASSENGERS AND A WITNESS RICHARD THORP ALL STATED THAT THEY DID NOT NOTICE ANY PROBLEMS OR MALFUNCTIONS WITH THE AIRCRAFT DURING THE TAKEOFF ATTEMPT. GRAYDOLPH FIELD (88G) IS A GRASS EAST WEST RUNWAY 2380 FEET LONG. THE SURFACE OF THE RUNWAY WAS VERY DENSE GRASS ABOUT 3 INCHES HIGH. THERE WAS NO STANDING WATER ON THE RUNWAY, THE GROUND WAS VERY DAMP BUT FIRM. 20000929037519I (-23) THE PILOT FLEW THE AIRCRAFT TO HAMPTON ROADS (PVG) AIRPORT FOR THE PURPOSE OF ANNUAL AIRCRAFT INSPECTION. DURING LANDING ON RUNWAY 02 AT PVG, THE PILOT STATED HE FAILED TO LOWER THE LANDING GEAR CAUSING DAMAGE TO THE PROP. MINOR DAMAGE WAS CAUSED TO THE AIRCRAFT BELLY. AFTER THE INCIDENT, INSPECTION REVEALED THAT THE GEAR WARNING HORN WAS INOPERATIVE. THE PILOT WAS UNINJURED, AND HE WILL BE RE-EXAMINED FOR HIS PRIVATE PILOT CERTIFICATE. 20000929037629I (-23)REF: POU-ATCT-017 STUDENT PILOT ^PRIVACY DA^LANDED LONG AND ROLLED OFF OF THE DEPARTURE END OF THE RUNWAY BY APPROX. 10 FEET. A/C WAS NOT DAMAGED, AND TAXIED TO RAMP UNDER OWN POWER. INFORMATION PROVIDED BY THE PILOT REVEALED THAT HE DID NOT HAVE A VALID INSTRUCTOR SIGN-OFF FOR THIS SOLO CROSS-COUNTRY FLIGHT. STUDENT HAD PREVIOUSLY BEEN SIGNED OFF FOR THE AIPORT PAIRING, BUT RETURNED AFTER ENCOUNTERING TURBULENCE. STUDENT PILOT WAS COUNSELED, AND IS NOW AWARE THAT PLANNING FOR SOLO CROSS-COUNTRY FLIGHTS MUST BE REVIEWED AND APPROVED BY CFI FOR EACH FLIGHT. 20000930013769A (-23) AN AMERICAN EAGLE AIRCRAFT SF340B, N241AE, PARKED ON THE RAMP AT BOSTON WAS STRUCK BY A BAGGAGE BELT LOADER AT 1930 EDT, 9/30/00. THE BELT LOADER WENT UNDER THE AIRCRAFT CAUSING A HUGE SLICE IN THE BELLY OF THE AIRCRAFT. MASSPORT BOSTON OPERATIONS ACCIDENT REPORT STATED: UPON MY ARRIVAL (MASSPORT OPERATIONS ALAN WADE) I FOUND AN AMERICAN EAGLE SAAB 340B, FLIGHT 4998 INBOUND FROM YUL (MONTREAL CANADA) WITH ITS BELLY SLICED OPEN. THE AIRCRAFT HAD JUST ARRIVED AT THE AMERICAN EAGLE RAMP AREA ADJACENT TO TERMINAL A. THE SLICE WAS EIGHT FEET LONG AROUND THE CIRCUMFERENCE OF THE BELLY AREA JUST BELOW THE REAR BAGGAGE DOOR. THE SLICE WAS CAUSED BY A METAL "DORSAL FIN" USED TO PROTECT THE BELT LOADERS GEARSHIFT AND THROTTLE CONTROL. THE "DORSAL FIN" IS MOUNTED IN FRONT OF THE CONTROLS TO PREVENT LUGGAGE OR OFF LOADED CARGO FROM STRIKING THE SHIFT LEVER OR THROTTLE CONTROLS. THE "DORSAL FIN" IS LOCATED JUST FORWARD AND TO THE RIGHT OF THE OPERATOR. AMERICAN EAGLE EMPLOYEE, RODRIGO MADRIGAL (MPA I.D. #116113), CLAIMED THE BELT LOADER JUMPED INTO GEAR (WHILE HE WAS IN THE DRIVER'S SEAT) CAUSING THE BELT LOADER TO DRIVE UNDER THE TAIL OF THE AIRCRAFT KNOCKING MR. MADRIGAL TO THE GROUND. MR. MADRIGAL WAS CHECKED BY THE EMTS AND TRANSPORTED TO BOSTON CITY HOSPITAL FOR EVALUATION AND DRUG TESTING (NO REPORTED INJURIES). THE BELT LOADER CONTINUED OUT OF CONTROL AND STOPPED APPROXIMATELY 20 FEET OUT FROM UNDER THE AIRCRAFT HITTING A LAVATORY CART (#001) AND A GPU ELECTRICAL UNIT (#051). MINOR DAMAGE CAME TO BOTH THE GPU AND THE LAVATORY CART. THE AMERICAN EAGLE AIRCRAFT WAS GROUNDED AND ALL EQUIPMENT INVOLVED HELD UNTIL THE STATE POLICE INVESTIGATING TEAM ARRIVED IN THE MORNING. DAMAGE TO THE AIRCRAFT IS CONSIDERED "SUBSTANTIAL" AND WAS REPORTED AS AN ACCIDENT TO THE NTSB (NYC00KA269). THE AIRCRAFT HAD 23 PASSENGERS AND THREE CREWMEMBERS ON BOARD AT THE TIME OF THE ACCIDENT. THERE WERE NO REPORTED INJURIES TO ANY OF THE PASSENGERS OR CREW. THE AIRCRAFT WILL BE TAKEN TO THE AMERICAN HANGAR IN BOSTON FOR REPAIRS (CMO NOTIFIED, GENE PARRIS PPM-SAAB). THE STATE POLICE INSPECTED THE BELT LOADER, AND NO DEFECTS WERE FOUND WITH THE BELT LOADER OR ANY OF THE CONTROLS. 20000930013809A (-23) N2493G, A 1979 PIPER TOMAHAWK PA39 SERIAL NUMBER 38079A LEFT SAN LUIS OBISPO AIRPORT AROUND 22:30 SEPTEMBER 30, 2000, AND CRASHED INTO TOLOSA WINERY LOCATED 5 MILES SE OF THE SAN LUIS OBISPO AIRPORT. THE PILOT HAD PHONED THE POLICE REPORTING THE ACCIDENT AND STATED HE WAS ATTEMPING TO RETURN TO THE AIRPORT (SAN LUIS OBISPO) DUE TO LOW VISIBILITY AND HAZE. 20000930014209A (-23) TAXI FOR TAKEOFF AFTER ENGINE WASH AND RUNUP, BRAKES WET, LOST EFFECTIVENESS AND SYMMETRY. STRUCK PARKED A/C CAUSING SUBSTANTIAL DAMAGE TO BOTH A/C. NO INJURIES. NO FURTHER ACTION RECOMMENDED. INVESTIGATION CLOSED. 20000930014529A (-23) ON 9/30/00, APPROX. 1705 MDT. N2421H, A ERCOUPE, DEPARTED RWY 26 @TUCUMCAN, NM (TCC). DURING THE CLIMB, CONTROL OF A/C WAS LOST. THE A/C IMPACTED THE GROUND (70' NORTH OF RWY 26 TCC). NEITHER OCCUPANT WAS A PILOT. THE PASSENGER IN THE FRONT SEAT WAS KILLED ON IMPACT. THE PERSON IN THE LEFT SEAT BOUNCED FROM THE A/C ON FIRE, AND 30 MINUTES LATER AT THE HOSPITAL EXPIRED. VMC CONDITIONS PREVAILED. 20000930014549A (-23) THE PILOT ON A VFR FLIGHT FROM FRANKSTON, TEXAS TO SAGINAW, TX. AT 1615 CDT LANDED IN A FIELD ABOUT 1.3 MILES FROM THE CORSICANA, TEXAS MUNICIPAL AIRPORT WHEN THE PILOT ANNOUNCED TO THE CORSICANA UNICORN THAT HE WAS OUT OF FUEL AND WAS LANDING IN A FIELD. THE A/C WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK DEBRIS IN THE FIELD AND THE PILOT WAS INJURED. 20000930014569A (-23) A/C STALLED AND ENTERED 1 TURN SPIN AFTER DEPARTING OFF 9L DURING INITIAL CLIMB AT APPROX. 200' AGL. 20000930015059A (-23) PILOT INITIATED A GO-AROUND AT RWY 31 AT HAMMOND, LA. DUR TO OTHER TRAFFIC. AT DEPARTURE POINT OF RWY, AT APPROX. 300 FEET, THE POWER PLANT FAILED. A/C IMPACTED TREES 3000 FT FROM THE DEPARTURE END OF RWY 31. 20000930015199A (-23) ON SEPTEMBER 30, 2000 AT 9:45 AM ESTIMATED, A LUSCOMBE 8A, NC223K, REGISTERED TO ALAN FEARNS, COLLIDED INTO A HOUSE AT 1686 SOUTH DELL POINT, HOMOSASSA, FLORIDA, WHILE ON A PERSONAL FLIGHT. OVERCAST SKIES PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE A/C WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE PILOT RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED AT CRYSTAL RIVER, FL, ON SEPTEMBER 30, 2000 AT 8:15 AM ESTIMATED. 20000930015759A (-23) ON 9/30/00 PILOT KENT PFEIDER WAS PERFORMING A ACROBATIC MANUEVER AT THE AIRSHOW AT TELLURIDE, CO. DURING THE TOP PORTION OF HIS VERTICAL MANUEVER THE AIRPLANE TUMBLED, THEN ENTERED A TAIL SLID, THEN WENT INTO A SPIN AND DID NOT HAVE SUFFICIENT ALTITUDE TO RECOVER. THIS ACCIDENT WAS WITNESSES BY FAA INSPECTOR DAVE RODDA WHO WAS MONITORING THE AIRSHOW. THE FAA II DID NOT TRAVEL TO THE ACCIDENT SCENE, SINCE INSPECTOR DAVE RODDA FROM THIS OFFICE WITNESSED THE ACCIDENT. DAVE RODDA TRAVEL TIME WAS CHARGED TO TOTAL TRAVEL HOURS FROM THE SCENE. 20000930017349I (-23)^PRIVACY^WAS ACTING AS PIC, GIVING^PRIV^INSTRUCTION ON EMERGENCY LANDINGS.DURING TOUCH AND GO, AFTER AN EMERGENCY APPROACH, THE NOSE GEAR RETRACTED ON TAKE OFF ROLL.^PRIV^WAS FLYING THE A/C.^PRIVACY^INTENDED TO TURN ON CARB. HEAT.^PRIVACY^STATES THAT HE DOES NOT REMEMBER PULLING UP THE LANDING GEAR SELECTOR, BUT SAID THAT HE MUST HAVE, SINCE IT WAS IN THE UP POSITION WHEN THEY STOPPED AND THE CARB HEAT WAS STILL OFF.^PRIVAC^DESCRIPTION OF THE EVENTS COINCIDES. 20000930021279I (-23) THE PILOT DEPARTED STINSON FIELD AIRPORT DURING CLIMBOUT, THE CABIN DOOR UNLATCHED AND OPENED. THE PILOT ASKED SAN ANTONIO AIR TRAFFIC CONTROL FOR VECTORS TO THE NEAREST AIRPORT. THE PILOT TOLD SAN ANTONIO AIR TRAFFIC CONTROL THAT HE DID NOT WANT TO DECLARE AN EMERGENCY. THE PILOT LANDED THE AIRPLANE AT RANDOLPH AIR FORCE BASE WITHOUT FURTHER INCIDENT. THE DOOR WAS CLOSED SECURELY AND THE AIRPLANE DEPARTED. THE FAA IIC COULD NOT CONTACT THE PILOT. THE FACTS OF THE INCIDENT WERE RELAYED BY RANDOLPH AIR FORCE BASE AIRFIELD MANAGEMENT PERSONNEL. THE REPORT IS CLOSED. 20000930029149I (-23)N213TC, A GLASAIR, WAS ENROUTE FROM WABASH, IN. (IWH) TO SAVANNA, GA. (SAV). THE PIC OF N213T STATED THAT PRIOR TO DEPARTURE FROM IWH THE AIRCRAFT HAD BEEN SERVICE FULL FUEL TANKS, 44 GALLONS OF FUEL. UNDER THOSE CONDITIONS ^PRIVACY ^, THE PIC, STATED THAT THE ENDURANCE SHOULD 5 HOURS. AFTER 3.5 HOURS, AND APPROACHING SAV N213TC, EXPERIENCED FUEL EXHAUSTION. N213TC MADE ON OFF AIRPORT LANDING WITH NO DAMAGE. N213TC WAS REFUELED AND FLOWN TO SAV WHERE INVESTIGATION DETERMINED THAT IT ONLY REQUIRED 29 GALLONS OF FUEL TO FILL THE TANKS. THE AIRCRAFT WAS FLOWN BACK TO IWH WHERE MAINTENANCE DETERMINED THAT THE RIGHT WING FUEL VENT LINE WAS BLOCKED AND THE AIRCRAFT WAS UNABLE TO USE ALL THE FUEL IN THE RIGHT WING ^PRIVACY ^ ADVISED THAT A M&D REPORT WAS BEING FILED. 20000930029289I (-23)DURING INITIAL TELEPHONE INTERVIEW WITH THE PILOT, HE STATED THAT HE WAS SIDE SLIPPING THE AIRCRAFT IN FOR A NORMAL LANDING AT RIO CISTA MUNICIPAL AIRPORT.DURING THIS MANEUVER HE SAID HE HEARD THE STALL WARNING HORN AND PRECEDED TO LAND AS NORMAL. UNFORTUNATELY THIS TIME HE FAILED TO EXTEND THE LANDING GEAR. THE PILOT STATED WHAT HE THOUGHT TO BE THE STALL WARNING HORN WAS IN FACT THE GEAR WARNING HORN SOUNDING WHEN HE RETARDED THE POWER. THE PILOT STATED HE JUST FORGOT TO EXTEND THE LANDING GEAR. WHEN THE AIRCRAFT WAS RAISED TO REMOVE IT FROM THE RUNWAY THE LANDING GEAR FUNCTIONED NORMALLY. DAMAGE TO THE AIRCRAFT WAS MINOR, PROPELLER, NOSE GEAR DOORS, BELLY SKIN AND BELLY MOUNTED ANTENNAS. 20000930030159I (-23)ON 9/30/00, AT APPX 1303 MDT, A CITABRIA, N2986G, ON TAKEOFF ON RWY 12 AT LORDSBERG, NM. LOST DIRECTIONAL CONTROL AND EXITED THE RUNWAY. THE AIRCRAFT RECEIVED MINOR DAMAGE IN THE FORM OF A PROP STRIKE. THE PIC WAS THE SOLE OCCUPANT & RECEIVED NO INJURIES. VMC CONDITIONS PREVAILED. THE AIRCRAFT WAS NOT ON A FLIGHT PLAN, BUT HAD RECEIVED A WEATHER BRIEFING. 20000930030199I (-23)ON 9/30/00, AT 1630 LOCAL, SHORTLY AFTER T/O ENG BEGAN RUNNING ROUGH AND LOSS OF POWER WHILE LEVEL @ 2500'. APPLIED CARBURETOR HEAT UNTIL LANDING ON 1ST FAREWAY AT TASHUA KNOLLS COURSE IN TRUMBLULL, CT. CFT MADE DEAD STICK LANDING WITHOUT FURTHER INCIDENT. TEMP 15C TO 18C DEWPOINT 11C TO 10C. 20000930031779I (-23)MCI-FSDO INCIDENT NUMBER CE2000IGA0092. ON SEPTEMBER 30, 2000, ^PRIVACY DATA O^ WAS FATALLY INJURED FROM IMPACT WITH THE GROUND WHILE PARTICIPATING IN COLUNTARY SPORT PARACHUTE ACTIVITY. THE DECEASED HAD RECORDED 209 JUMPS DURING 4 YEARS OF PARTICIPATION IN THE SPORT. THE DECEASED WAS AFFILIATED WITH FREE-FALL EXPRESS SKYDIVING CLUB, MT. VERON, MO. THE MAIN CANOPY WAS A PERFROMANCE DESIGNS, SABRE 170, WITHA THROW OUT DEPLOYMENT CHUTE, UTILIZING A MIRAGE G11 RTS-2 CONTAINER. THE RESERVE CANOPY WAS A PREXCISION, RAVEN, M150 THAT HAD BEEN PACKED BY SENIOR RIGGER ^PRIVACY DAT^ ON 06/16/00 AS INDICATED ON THE PACKING CARD, WITHIN THE 120 DAYS REQUIRED BY FAR 105. EXAMINATION OF EQUIPMENT WAS PERFORMED BY ^PRIVACY DATA O^, USPA SAFETY ADVISOR. 20000930031979I (-23)WHILE GROUND TAXING THE AIRCRAFT, THE PILOT BECAME DISTRACTED AND ALLOWED THE MAIN ROTORS TO STRIKE THE HANGER DOORS. DEBRIS FROM THE CONTACT ALSO DAMAGED ON EC135 HELICOPTER THAT WAS PARKED ON THE RAMP. 20000930037639I (-23) ON SEPT. 30, 2000, INSPECTOR ^PRIVACY D^ RECEIVED A CALL FROM THE NY COMMUNICATIONS CENTER REGARDING AN AIRCRAFT ACCIDENT ON SODUS BAY, NY & WAS PUT IN TOUCH WITH OFFICER^PRIVACY D^OF THE WAYNE COUNTY SHERIFF'S DEPARTEMENT (MARINE DIVISION). OFFICER^PRIVAC^ PROVIDED THE FAA WITH THE POLICE REPORT 18826. IN THIS REPORT HE QUOTED MR. ^PRIVACY DA^ STATING THAT HE & A PASSENGER, HIS FATHER-IN-LAW ^PRIVACY DATA OMITTED TAXIED HIS PLANE FROM CHARLES POINT THEN TURNED INTO THE WIND FOR TAKE OFF & AS HE POWERED UP FOR TAKE OFF (HE BELIEVES) AT THIS TIME HIS LANDING GEAR DEPLOYED & AIRCRAFT ROLLED OVER. ^PRIVACY DATA O^ RECEIVED A DISLOCATED RIGHT SHOULDER DURING THIS INCIDENT AND HIS PASSENGER DID NOT RECEIVE ANY INJURIES. ON OCT. 1, 2000 AT APPROX. 11:30 I WENT TO ^PRIVACY DATA OMITTED^ RESIDENCE TO CONDUCT AN INTERVIEW WITH HIM & ALSO INSPECT THE AIRCRAFT TO DETERMINE IF THE AIRCRAFT MEETS THE REQUIREMENTS OF THE FAA PART 103 FOR AN ULTRA LIGHT AIRCRAFT. THIS AIRCRAFT WEIGHS APPROX. 425 POUNDS, HAS TWO 5 GALLON FUEL TANKS & IS EQUIPPED IN THE TWO SEAT CONFIGURATION. THIS AIRCRAFT DOES NOT MEET THE REQUIREMENTS OF PART 103 FOR AN ULTRA LIGHT AIRCRAFT; THEREFORE THE AIRCRAFT MUST HAVE AN AIRWORTHINESS CERTIFICATE, US REGISTRATION & THE PILOT MUST HAVE A PILOT'S CERTIFICATE OR A WAIVER ISSUED FROM EAA, AERO SPORTS CONNECTION OR USUA. BEFORE I ARRIVED FOR THE INSPECTION OF THE AIRCRAFT ^PRIVACY DATA O^WAS IN THE PROCESS OF REMOVING ITEMS FROM THE PLANE. THE FUEL TANKS WERE REMOVED, THE WING WAS REMOVED 7 THE INSTRUMENT PANEL WAS REMOVED. ^PRIVACY DATA O^ COULD NOT LOCATE THE FUEL TANKS, HE TOLD ME THAT THERE WERE TWO TANKS INSTALLED AT APPROX. 6 GALLONS PER TANK. ^PRIVACY DATA O^TOLD ME THAT HE MOVED THE CENTER OF GRAVITY BACK ABOUT ONE INCH & HE FLEW THE PLANE TO CHECK THE CG. ^PRIVACY DATA O^ IS NOT A CERTIFIED AIRFRAME MECHANIC; THEREFORE, HE PERFORMED MAINTENANCE ON AN AIRCRAFT WITHOUT A MECHANIC CERTIFICATE. 20000930037999I (-23) PILOT RETRACTED THE LANDING GEAR WHILE THE AIRCRAFT WAS STILL ON THE TAKEOFF ROLL. THE AIRCRAFT LANDING GEAR RETRACTED CAUSING THE NOSE TO DIP DOWN ON THE RUNWAY, AND THE AIRCRAFT SKIDDED ON ITS BELLY OFF OF THE END OF THE RUNWAY. 20000930042859A (-23) PILOT STATED THAT HE LOST POWER WHILE IN CRUISE NEAR LAKE MICHIGAN AND MICHIGAN CITY AIRPORT. HE APPLIED CARB HEAT AND IT HELPED A BIT, BUT CONTINUED TO LOSE POWER. PILOT TRIED TO MAKE AN EMERGENCY LANDING AT MGC BUT COULD NOT MAKE THE RUNWAY BECAUSE OF THE WIND. HE LANDED SHORT OF RUNWAY IN FIELD AND FLIPPED OVER. THE A/C ENGINE WAS EXAMINED BY SBN FSDO. ENGINE APPEARED TO BE IN NORMAL OPERATING CONDITION. 20001001015859A (-23) ON OCTOBER 1, 2000, AT 11:58 LOCAL TIME, A PIPER PA-32-300, N3039Y, WAS DESTROYED WHILE LANDING AT SEVEN SPRINGS AIRPORT (7SP), SEVEN SPRINGS, PA. THE PRIVATE PILOT AND TWO PASSENGERS WERE SERIOUSLY INJURED, AND A THIRD PASSENGER WAS FATALLY INJURED. VFR CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT ORIGINATED FROM WOOD COUNTY AIRPORT (PKB), PARKERSBURG, WEST VIRGINIA. A WITNESS, RIDING HIS BICYCLE ADJACENT TO THE RUNWAY, STATED THE FOLLOWING: HE SAW THE AIRPLANE APPROACH RUNWAY 28, THE AIRPLANE DID NOT SEEM ALIGNED WITH THE RUNWAY AS IT TOUCHED DOWN, AND VEERED OFF THE LEFT SIDE OF THE RUNWAY ONTO THE GRASS. THE ENGINE REVVED AS IF THE AIRPLANE WAS GOING TO TAKEOFF AGAIN, BUT IT VEERED TO THE RIGHT, TOUCHED DOWN BACK ONTO THE RUNWAY, AND TRAVELED OFF THE RIGHT SIDE OF THE RUNWAY. THE ENGINE REVVED AGAIN, AS IF THE AIRPLANE WAS GOING TO TAKE OFF, BUT IT DID NOT CLEAR TREES OFF THE RIGHT SIDE OF THE RUNWAY. AFTER IMPACTING THE TREES, CAME TO REST AT THE BOTTOM OF A STEEP DROP, ABOUT 70 FT BELOW THE RUNWAY. 20001001015869A (-23)ON 10-1-00 PILOT LARRY BAXTER LOOPED HIS AIRPLANE DURING THE LANDING AT OGDEN-HINKLEY AIRPORT RUNWAY 21. THE WEATHER AT THE TIME OF THE ACCIDENT WAS CLEAR WIND 250 DEGREES 7 KNOTS TEMPERATURE 25C ALTIMETER 29.92. THIS OFFICE HAS REQUESTED PILOT AND AIRCRAFT INFORMATION FROM MR. BAXTER. WHEN THIS INFORMATION BECOMES AVAILABLE AN AMENDMENT WILL BE SUBMITTED TO THIS REPORT. 20001001016679I (-23)^PRIVACY D^WAS LANDING ON RUNWAY 13 THE AIRPLANE TOUCHED DOWN, THEN BECAME AIRBORNE AGAIN. WHEN THE A/C TOUCHED DOWN THE SECOND TIME THE LANDING GEAR COLLAPSED.^PRIVACY DATA OMI^THE MECHANIC WHO INSPECTED THE A/C SAID "THE DAMAGE TO THE LANDING GEAR MOTOR AND GEARBOX DRIVE ASSEMBLY IS CONSISTENT WITH A HARD LANDING, POSSIBLY NOSE WHEEL FIRST".^PRIVACY DATA OMI^HE DID NOT THINK THE LANDING WAS A HARD LANDING. 20001001019519I (-23) BIRD STRIKE, RIGHT LEADING EDGE WINGTIP. OCCURRED 50NM (DMD) NB OF PAE OVER CASCADE AT 9500 FEET 160 KTS. 20001001030479I (-23)A/C WAS GIVEN INSTRUCTIONS TO TAXI TO RUNWAY EIGHT. WHEN IT BECAME APPARENT HE WAS HEADED ONTO THE RUNWAY, HE WAS TOLD TO HOLD POSITION. HIS STOP WAS SO ABRUPT THAT THE PROPELLER STRUCK THE TAXIWAY. THE PILOT CLAIMS HE WAS TOLD TO FOLLOW ANOTHER A/C ACROSS THE RUNWAY. HE SAID THE COMMAND TO STOP WAS SO SUDDENT AND ABRUPT HE THOUGHT THE CONTROLLER SAW ANOTHER A/C APPROACHING CLOSE BY AND HE FEARED A COLLISION MIGHT BE IMMINENT IF HE LET HIS A/C EVEN PROCEED BY A LITTLE. RATHER THAN SAVE THE PROPELLER FROM DAMAGE, HE CHOSE TO PREVENT A MORE DANGEROUS SITUATION BY STOPPING VERY SHORT. THE A/C IS OWNED BY THE PILOT WHO ALSO BORE THE COST OF REPAIRS. AIRMAN WAS COUNSELED TO INCREASE HIS SITUATIONAL AWARENESS BOTH OUTSIDE THE COCKPIT AND IN RADIO COMMUNICATIONS. 20001001031279I (.4)ON OCTOBER 1, 2000, CENTRAL DAYLIGHT TIME, A MCDONNELL DOUGLAS MD-80, N69826, OPERATED BY CONTINENTAL AIRLINES AS FLIGHT 1579, EXPERIENCED AN ELECTRICAL FIRE DURING CRUISE FLIGHT AT FLIGHT LEVEL 310 NEAR BIRMINGHAM, ALABAMA. FLIGHT 1579 WAS OPERATED UNDER THE PROVISIONS OF TITLE 14 CFR PART 121 AS A SCHEDULED DOMESTIC PASSENGER FLIGHT FROM ATLANTA, GEORGIA, TO HOUSTON, TEXAS. THE FLIGHT DEPARTED HARTSFIELD INTERNATIONAL AIRPORT IN ATLANTA, GEORGIA, AT APPROXIMATELY 1720 EASTERN DAYLIGHT TIME WITH TWO AIR TRANSPORT PILOTS, ONE JUMP-SEAT RIDER, THREE FLIGHT ATTENDANTS, AND 141 PASSENGERS ON BOARD. THE AIRPLANE SUSTAINED MINOR DAMAGE AND THE JUMP-SEAT RIDER RECEIVED MINOR INJURIES; THERE WERE NO OTHER INJURIES REPORTED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT, AND FLIGHT 1579 OPERATED ON AN INSTRUMENT FLIGHT RULES FLIGHT PLAN. ACCORDING TO THE PILOT, APPROXIMATELY 15 MINUTES INTO THE FLIGHT, THE COCKPIT FILLED WITH SMOKE AND HE HEARD A LOUD POPPING SOUND AND SAW SPARKS EMITTING FROM THE JUMP SEAT AREA. THE JUMP SEAT RIDER REPORTED THAT HE HEARD AN EXPLOSION AND LEANED FORWARD TO AVOID HEAT, WHICH HE FELT ON HIS LEFT SHOULDER. WHEN THE JUMP SEAT RIDER LOOKE D AT HIS LEFT SHOULDER, HE NOTICED THAT HIS SHIRT WAS BURNING. HE EXTINGUISHED THE FIRE ON HIS SHIRT, AND PUT ON HIS OXYGEN MASK, SINCE THE COCKPIT WAS FILLED WITH SMOKE. THE PILOT DECLARED AND EMERGENCY AND INITIATED A DESCENDING RIGHT TURN. THE FLIGHT DIVERTED INTO BIRMINGHAM, ALABAMA, AND LANDED WITHOUT FURTHER INCIDENT. ACCORDING TO THE CONTINENTAL FLEET CAMPAIGN DIRECTIVE, (FCD), THE REGISTRATION CERTIFICATE HOLDER WAS MODIFIED ON SEPTEMBER 28, 2000. THE FCD CALLED FOR THE HOLDER TO BE MODIFIED IN ORDER TO PREVENT LOSS OF THE CERTIFICATE OR DAMAGE OF THE CERTIFICATE THAT WOULD PRECLUDE DISPATCH OF THE AIRPLANE. THE FCD REQUIRED MAINTENANCE PERSONNEL TO DRILL TWO SMALL PILOT HOLES JUST ABOVE THE TOP OF THE CERTIFICATE, AND, IN THE CASE OF MOUNTING ON A METAL WALL, INSTALL TWO SCREWS INTO THE PILOT HOLES. A NOTE IS INCLUDED ON THE FDC THAT ALLOWS ALTERNATE LENGTH SCREWS TO BE USED AS REQUIRED. THE EXAMINATION OF THE AIRPLANE DISCLOSED A 2 BY 1 1/2 INCH FIRE-DAMAGED HOLE IN THE LEFT JUMP SEAT WALL. SEVERAL HEAVY GAUGE ELECTRICAL WIRES WERE WELDED TOGETHER ON THE OPPOSITE SIDE OF THE WALL. THERE WERE ALSO FOUR 50-AMPHERE CIRCUIT BREAKERS POPPED ON THE LEFT CIRCUIT BREAKER PANEL BEHIND THE PILOT'S SEAT. THE HOLE ALSO INCLUDED AN AREA OF THE LEFT EDGE OF THE REGISTRATION CERTIFICATE HOLDER. THE PLASTIC COVER OF THE REGISTRATION CERTIFICATE HOLDER WAS MELTED IN THIS AREA AND SOOT DAMAGE WAS EVIDENT FOR SEVERAL INCHES AROUND THE HOLE. THE REGISTRATION CERTIFICATE HOLDER WAS ATTACHED TO THE WALL BY 8 SCREWS THAT EXTENDED INTO THE CAVITY WHERE THE ELECTRICAL FIRE OCCURRED. THE HOLE APPEARED TO BE ON THE LEFT SIDE, MIDDLE POSITION OF THE CERTIFICATE HOLDER. THIS SCREW WAS MISSING; ALL OF THE SEVEN OTHER SCREWS WERE PRESENT. THE SCREWS IMMEDIATELY ABOVE AND BELOW THIS MIDDLE POSITION ON THE LEFT SIDE EXTENDED IS APPROXIMATELY 0.5 INCHES INTO THE CAVITY WHERE THE ELECTRICAL FIRE OCCURRED. THE MISSING SEGMENTS OF WIRE WERE ALIGNED WITH THE CENTER OF THE HOLE IN THE WALL, AND ALSO WITH THE POSITION OF THE MIDDLE SCREW. AT THE POINT OF THE MISSING WIRE SEGMENTS, A SCREW SIMILAR TO THAT PLACED ABOVE AND BELOW THE MISSING MIDDLE SCREW COULD HAVE EXTENDED INTO THE WIRING. THERE IS NO MENTION IN THE FCD OF STEPS THAT SHOULD BE TAKEN TO INSURE THAT NO DAMAGE IS DONE TO ITEMS ON THE OTHER SIDE OF THE WALL EITHER DURING THE DRILLING PROCESS OR BY THE SCREWS THEMSELVES ONCE THEY ARE INSERTED INTO THE HOLES. CORRECTIVE ACTIONS THAT CONTINENTAL AIRLINES HAVE TAKEN ARE TO REMOVE ALL CERTIFICATE HOLDERS THAT ARE ON THE EPC WALL AND TO INSTALL A NEW 3-SLOT CERTIFICATE HOLDER ON THE GALLEY WALL, WHICH HAS A HONEYCOMB BACKING. ACCORDING TO THE ENGINEERING AUTHORIZATION, THE BEST LOCATION FOR THE CERTIFICATE HOLDER APPROXIMATELY 32.5 INCHES FROM THE FLOOR, 3 INCHES BELOW THE L 20001001031749I (-23)TWO SKYDIVERS, ^PRIVACY DATA OMITTED^ JUMPED FROM N70520. ACCORDING TO ^PRIVACY DATA^, THEY COLLIDED IMMEDIATELY AFTER DEPLOYING THEIR MAIN CHUTES. ^PRIVAC^ WAS KNOCKED UNCONSCIOUS. ^PRIVACY ^ SAID THEY TANGLED MOMEMTARILY, CLEARED, AND CONTINUED DESCENT. ^PRIVAC^ WAS UNCONSCIOUS AND TAKEN TO THE HOSPITAL. HE DIED LATER WITHOUT REGAINING CONSCIOUSNESS. THE DIVERS WERE ASSOCIATED WITH SKYDIVER SUPERIOR. ACCORDING TO ^PRIVACY DATA OMITTED^, SKYDIVE SUPERIOR OWNER, AND PILOT OF THE JUMP PLANE, ^PRIVAC^ HAD 199 JUMPS, 30-40 THIS YEAR. THIS WAS ^PRIVACY ^ SECOND JUMP OF THE DAY. HE HAD REPACKED HIS CHUTE, A VECTOR CONTAINER, AFTER THE FIRST JUMP. THE RESERVE CHUTE, A PERFORMANCE DESIGN 135, WAS PACKED BY ^PRIVACY DATA^, SEAL SYMBOL NGJ, ON 09-17-00. ACCORDING TO ^PRIVACY DATA^, HIS SON, JUMPED 2ND JUMPER HAD 1600 JUMPS. 20001001033819I (-23) AT 1614 ON 10/01/00 AFTER ARRIVAL ON VNY 16R, N45D, A PITTS S-2B, WAS CLEARED TO TAXI TO PARKING WHEN IT COLLIDED WITH N311MA, A MOONEY M21K, STATIONARY IN THE VICINITY OF THE RUNUP AREA PREPARING FOR AN IFR DEPARTURE. THERE WERE NO PHYSICAL INJURIES AND THE DAMAGE TO BOTH AIRCRAFT WAS MINOR. 20001001033829I (-23) AT 1614 ON 10/01/01 AFTER LANDING ON VNY 16R, N45D, A PITTS S-2B, WAS CLEARED TO TAXI TO PARKING WHEN IT COLLIDED WITH N311MA, A MOONEY M20K, STATIONARY IN THE VICINITY OF THE RUNUP AREA PREPARING FOR AN IFR DEPARTURE. THERE WERE NO PHYSICAL INJURIES AND THE DAMAGE TO BOTH A/C WAS MINOR. 20001001036199A (-23) DURING DEPARTURE THE ENIGNE FAILED. PILOT TRIED TO RETURN TO THE AIRFIELD OF DEPARTURE. LANDED SHORT OF INTENDED LANDING ZONE. AIRCRAFT FLIPPED ON TAIL DURING LANDING IN AN OPEN FIELD. SUSPECT FUEL STARVATION. ENGINE IS BEING SENT TO A REPAIR FACILITY IN ANOTHER DISTRICT TO DETERMINE CAUSE OF ENGINE FAILURE. 20001001037599I (-23) THE PILOT ATTEMPTED TO ABORT THE TAKEOFF, RUNNING THE AIRCRAFT OFF THE END OF THE RUNWAY INTO A CORNFIELD DAMAGING THE ELADING EDGES AND COWLING. 20001001039009A (-23) ENROUTE FROM GRIMES FIELD, 8N1, FLY-IN. DESCENDED FROM 3500' AND THE ENIGNE BEGAN TO RUN ROUGH. PULLED ON CARB. HEAT BUT DID NOT HELP SO TURNED OFF. ENGINE RPM BROUGHT TO IDLE AND THE ENGINE QUIT. LANDED IN A FARM FIELD AND THE RIGHT LANDING GEAR STRUCK A HEAVY SHRUB AND THE GEAR WAS TORN LOOSE. A/C SKIDDED TO A STOP WITH DAMAGE TO THE PROPELLER, THE RIGHT GEAR AND THE REAR FUSELAGE JUST FORWARD OF THE TAIL WHEEL IS TWISTED. 20001001039529A (-23) ON OCTOBER 1, 2000, ABOUT 1605 EDT, A PIPER PA-28-181, N43055, REGISTERED TO AND OPERATED BY THE PILOT, CRASHED WHILE ATTMEPTING TO LAND AT WATAUGA COUNTY AIRPORT, BOONE, NC. VISUAL METEOROLOGICAL CONDITIONS PREVAILED WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED FOR THIS FLIGHT WHICH ORIGINATED FROM MOORE COUNTY AIRPORT IN PINEHURST, NC AT APPROX. 1450. THE A/C WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN AND WATER. THE PRIVATE PILOT WAS NOT INJURED AND THE PASSENGER RECEIVED MINRO INJURIES. THE PILOT STATED THAT HE LANDED LONG ON RUNWAY 31 AND WAS UNABLE TO BRING THE A/C TO A STOP, THE A/C THEN EXITED OFF THE RUNWAY AND TRAVELED DOWN A SEVEN FOOT EMBANKMENT INTO A CREEK. 20001001040299A (-23) ON OCTOBER 1, 2000, ABOUT 2010 HOURS PACIFIC DAYLIGHT TIME, A BEECH A 36TC, N36TV, WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN NEAR SAN JUAN BAUTISTA, CA. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER 14 CFR PART 91. THE PRIVATE PILOT AND THREE PASSENGERS SUSTAINED FATAL INJURIES. THE PERSONAL FLIGHT DEPARTED MAMMOTH LAKES, CA, ABOUT 1845 EN ROUTE TO WATSONVILLE, CA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE PLANE WAS IN CONTACT WITH OAKLAND AIR ROUTE TRAFFIC CONTRAL CENTER, AND THEN CONTROL WAS PASSED TO MONTEREY APPROACH CONTROL AT 2002. AT 2008, THE AIRPLANE WAS ASSIGNED A NEW FREQUENCY AS IT MOVED INTO A DIFFERENT SECTOR. AIR TRAFFIC CONTROL REPORTED THE AIRPLANE WAS LEVEL AT 8,000 FEET. THE PILOT REPEATED THE FREQUENCY AND SAID HE WAS GOING TO SPIRAL DOWN THROUGH A HOLE IN THE CLOUDS. THE AIRPLANE DID NOT CHECK IN ON THE NEW FREQUENCY. 20001001041879A (-23) ROLL OUT FOR TAKEOFF, WET TUNDRA, PAX APPROX. 240 LBS., WIND CHANGE AT END OF RUNWAY, AIRCRAFT HIT BUILDING. 20001002014989A (-23) DURING A VFR FLIGHT FROM NORWOOD, MA. TO NORTHAMPTON, MA. AT ABOUT 6 MILES WEST OF WORCESTER AIRPORT AT AN ALTITUDE OF ABOUT 2500 FT. THE PILOT REPORTED TO WORCESTER TOWER THAT HIS ENGINE HAD JUST QUIT. AFTER THE A/C CRASHED, THE INVESTIGATION REVEALED VISUALLY THAT THE LEFT AUX. FUEL TANK WAS NEARLY FULL AND THE LEFT MAIN FUEL TANK WAS EMPTY. THE RIGHT MAIN FUEL TANK WAS ABOUT AN EIGHTH FULL AND THE RIGHT AUX. FUEL TANK WAS EMPTY. THE FUEL SELECTOR WAS IN THE LEFT TANK POSITION AND THE RIGHT AUX. FUEL TRANSFER, PUMP SWITCH WAS IN THE ON POSITION WHILE THE LEFT AUX., FUEL TRANSFER PUMP SWITCH WAS IN THE OFF POSITION. FULL THROTTLE, FULL RICH MIXTURE WERE NOTED AND THE PROPELLOR WAS IN FULL LOW PITCH. IT APPEARED THE A/C HAD STALLED BEFORE IMPACT, WHICH IS CONSISTENT TO WHAT THE PILOT STATED IN HIS WRITTEN STATEMENT. (.4)ON OCTOBER 2, 2000, ABOUT 1310 EASTERN DAYLIGHT TIME, A MAULE M-5, N5638D, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR LEICESTER, MASSACHUSETTS. THE CERTIFICATED COMMERCIAL PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT DEPARTED NO RWOOD, MASSACHUSETTS, DESTINED FOR NORTHHAMPTON, MASSACHUSETTS. NO FLIGHT PLAN WAS FILED, AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. AFTER DEPARTURE, THE AIRPLANE CLIMBED TO A CRUISE ALTITUDE OF 2,500 FEET MSL. THE CRUISE PORTION OF THE FLIGHT WAS COMPLETED, AND THE PILOT INITIATED A DESCENT. APPROXIMATELY 6 MILES PAST WORCESTER REGIONAL AIRPORT (ORH), WORCESTER, MASSACHUSETTS, AND HEADING TOWARD NORTHHAMPTON, THE PILOT EXPERIENCED A TOTAL LOSS OF ENGINE POWER. THE PILOT TURNED TOWARD WORCESTER, AND DECLARED AN EMERGENCY TO AIR TRAFFIC CONTROL. WITH THE PROPELLER WINDMILLING, THE PILOT TRIED SEVERAL DIFFERENT ENGINE CONTROL CONFIGURATIONS TO RESTART THE ENGINE, BUT HE DID NOT REPOSITION THE FUEL SELECTOR. WHILE DESCENDING, THE PILOT IDENTIFIED A FIELD TO THE LEFT OF THE AIRPLANE. HE EXECUTED A "TIGHT" TURN TO THE LEFT, AND WHILE AT A "LOW" AIRSPEED, THE AIRPLANE ENTERED A SPIN. THE PILOT ADDED, "I ENTERED A SPIN...[THEN] DOVE THE PLANE TO GAIN AIRSPEED, THEN TRIED TO PULLOUT OF THE DIVE. I WAS NOT ENTIRELY SUCCESSFUL, SO I CRASHED." THE WRECKAGE WAS EXAMINED BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR. THE LEFT AUXILIARY-FUEL TANK WAS "NEARLY" FULL, AND THE LEFT MAIN-FUEL TANK WAS EMPTY. THE RIGHT MAIN FUEL TANK WAS ABOUT 1/8 FULL, AND THE RIGHT AUXILIARY FUEL TANK WAS EMPTY. THE FUEL SELECTOR WAS SET TO THE LEFT MAIN TANK, THE RIGHT AUXILIARY FUEL TRANSFER PUMP SWITCH WAS "ON," AND THE LEFT AUXILIARY TRANSFER PUMP SWITCH WAS "OFF." THE THROTTLE CONTROL WAS FULL OPEN, THE MIXTURE CONTROL WAS FULL RICH, AND THE PROPELLER CONTROL WAS IN THE LOW PITCH POSITION. THE FUEL LINE FROM THE ENGINE DRIVEN FUEL PUMP TO THE CARBURETOR DID NOT CONTAIN ANY FUEL, NOR DID THE FUEL FEED LINE TO THE ENGINE DRIVEN FUEL PUMP. THE CARBURETOR AND FUEL STRAINER WERE NOT CHECKED BECAUSE OF INACCESSIBILITY FROM IMPACT DAMAGE. 20001002015879A (-23) PILOT TOOK OFF WITHOUT ENERGIZING ATTITUDE AND DIRECTIONAL GYROS. ENCOUNTERED HAZE INTENSIFIED BY EARLY MORNING SUN. INADVERTENTLY STRUCK A TREE WITH THE LEFT SPRAY BOOM CAUSING A/C TO OSCILLATE SEVERELY. APPLIED POWER CAUSING A/C TO CLIMB INTO SOLID IMC CONDITIONS. THE GYROS WERE ACTIVATED TOO LATE TO BE EFFECTIVE. (.4)ON OCTOBER 2, 2000, AT 0900 CENTRAL DAYLIGHT TIME, A BELL 206L-1 HELICOPTER, N321CA, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TREES AND TERRAIN WHILE MANEUVERING NEAR JASPER, TEXAS. THE HELICOPTER WAS REGISTERED TO AND OPERATED BY CHEM AIR, INC., OF SHREVEPORT, LOUISIANA. THE NON-INSTRUMENT RATED COMMERCIAL HELICOPTER PILOT, WHO WAS THE SOLE OCCUPANT, WAS SERIOUSLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 137 AERIAL APPLICATION FLIGHT. THE HELICOPTER DEPARTED FROM A FIELD APPROXIMATELY 0830. THE PILOT STATED THAT HE WAITED FOR THE FOG TO LIFT, DEPARTED, AND SPRAYED A FIELD. THE PILOT THEN LANDED TO REFUEL WITH HIS GROUND CREW PRIOR TO SPRAYING ANOTHER FIELD LOCATED APPROXIMATELY 17 MILES AWAY. THE PILOT DEPARTED AND WAS FLYING TO THE OTHER FIELD WHEN HE ENCOUNTERED IMC AT A LOW ALTITUDE. THE PILOT INITIATED A TURN TO THE LEFT TO EXIT IMC AND ATTEMPTED TO CAGE HIS ATTITUDE INDICATOR. DURING THIS TIME, THE HELICOPTER IMPACTED A TREE WITH ITS SPRAY BOOM, AND THE PILOT THEN ASCENDED INTO THE FOG. THE PILOT REPORTED THAT THE HELICOPTER WAS DIFFICULT TO CONTROL AND HE WAS HAVING PROBLEMS SEEING THE GROUND. THE PILOT REPORTED TO THE GROUND CREW THAT HE WAS LOSING CONTROL OF THE HELICOPTER. SUBSEQUENTLY THE HELICOPTER IMPACTED THE TREES. WITNESSES, LOCATED APPROXIMATELY 50 YARDS FROM THE ACCIDENT SITE, STATED THAT THEY HEARD THE HELICOPTER FLY OVER THEIR HOUSE "VERY LOW." THEY THEN HEARD SOME "LOUD BANGING NOISES AND THEN THE HELICOPTER NOISE DISAPPEARED." THE WITNESSES ASSUMED THAT THE HELICOPTER HAD CRASHED AND WENT OUTSIDE TO RENDER AID. THE WITNESSES SAID THAT THEY CALLED FOR THE PILOT AND GOT A REPLY. THE WITNESSES FOUND THE HELICOPTER AND THE PILOT IN A HEAVILY WOODED AREA NEAR THEIR HOUSE. THEY ADDED THAT THEY COULD HEAR THE ENGINE SPOOLING DOWN AS THEY NEARED THE ACCIDENT SITE. ONE OF THE WITNESSES REPORTED THAT IT WAS "VERY FOGGY" AT THE TIME OF THE ACCIDENT. AT 0855, THE WEATHER OBSERVATION FACILITY AT THE A.L. MANGHAM JR. REGIONAL AIRPORT, LOCATED IN NACOGDOCHES, TEXAS, 45 MILES NORTHWEST OF THE ACCIDENT SITE, REPORTED THE SKY AS OVERCAST AT 100 FEET AGL, WITH 1.25 STATUTE MILES VISIBILITY. ACCORDING TO THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, THE 22,911-HOUR PILOT HAD ACCUMULATED 10 HOURS OF SIMULATED INSTRUMENT FLYING, AND NO ACTUAL INSTRUMENT FLIGHT EXPERIENCE. 20001002016129A (-23) ON OCTOBER 02, 2000, AT 1355 EDT, A TANGO 2, N29AK, REGISTERED TO MR. ALVIN R. KEMMET, WAS LANDING AT HIDDEN LAKES AIRPORT, NEW PORT RICHIE, FL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT WAS TAKEN TO THE HOSPITAL AND THE PASSENGER REFUSED TREATMENT. THE FLIGHT ORIGINATED AT THE SAME AIRPORT. 20001002018539I (-23) THIS INCIDENT WAS NOT CLASSIFIED UNTIL 10/31/2000. WILL AMEND WHEN ADDITIONAL INFORMATION IS RECEIVED. 20001002018909I (-23)10/03/2000 N700XJ DEPARTED VNY RY 16 VFR WITH TWO PILOTS ON BOARD. DURING TAKEOFF THE RIGHT ENGINE LOST POWER. AIRCRAFT RETURNED TO VNY AND LANDED WITHOUT INCIDENT. N700XJ TAXIED TO UQRR FOR REPAIRS. A BROKEN P3 TUBE WAS FOUND AND REPLACED WITH NEW. ENGINE RUNUP CHECKED NORMAL. AIRCRAFT DEPARTED VNY WITHOUT FURTHER INCIDENT. UQRR SUBMITTED 8010-4 WHICH^PRIVACY DATA OMITTED^ . 20001002019489I (-23) ON OCTOBER 2, 2000^PRIVACY ^WAS PILOT IN COMMAND OF A CESSNA 172, N2388U ON A CROSS-COUNTRY FLIGHT FROM OREGON TO IDAHO. ON THIS FLIGHT THE A/C FUEL SUPPLY WAS EXHAUSTED AND THE A/C WAS LANDED OFF AIRPORT IN MOUNTAINOUS TERRAIN. THE A/C SUSTAINED MINOR DAMAGE AND THERE WERE NO INJURIES. 20001002029179I (-23)PILOT INBOUND FROM LANDING ON RNWY 11 BECAME DISTRACTED AND FORGOT TO PUT THE LANDING GEAR DOWN CAUSING A GEAR UP LANDING, PROP STRIKE, MINOR DAMAGE. 20001002030119I (-23)ON 10-2-00 SUNDANCE AIR FLIGHT 223 DEPARTING RUNWAY 17 AT SALT LAKE CITY INTERNATIONAL AIRPORT ABORTED THE TAKEOFF DUE TO A VIBRATION THAT BEGAN AT 85 KNOTS. THE RIGHT MAIN WHEEL INBOARD BEARING FROZE CAUSING THE INBOARD WHEEL TO LOCKUP WHICH BROKE THE LOWER DRAG LINK. THE WHEEL TWIST 90 DEGREE AND BLEW BOTH RIGHT MAIN TIRES. BOTH RIGHT MAIN WHEELS AND BRAKES WERE GROUND DOWN. 20001002030239I (-23)PILOT STATED THAT ON CLIMB OUT FROM SEDALIA, MO AIRPORT (DMO), HE EXPERIENCED SMOKE IN THE COCKPIT, AND THE ENGINE QUIT. HE DID NOT ATTEMPT AN ENGINE RESTART BECAUSE OF THE SMOKE. HE MADE AN EMERGENCY LANDING IN A FIELD. THE AIRCRAFT SUSTAINED MINOR DAMAGE, AND THE PILOT WAS UNHURT. AN INSPECTION OF THE AIRCRAFT REVEALED THAT THE IGITION WIRE FROM THE BATTERY TO SWITCH HAD SHORTED, CAUSING THE SMOKE, AND THE ENGINE STOPPAGE. INCIDENT #CE2000IGA0002 IS CONSIDERED CLOSED WITH THIS REPORT. 20001002030299I (-23)AIRCRAFT BEING OPERATED BY CAPTAIN TURNED FROM RUNWAY 33 RIGHT. DURING THE TURN, THE LEFT PROPELLER MADE CONTACT WITH A TAXIWAY LIGHT. COMPANY HAS RE-EVALUATED PILOT FOR TAXI AT NIGHT. INFORMATION TO MASSPORT AND REGIONAL AIRPORT INSPECTOR REFERENCE TO RUNWAY/TAXIWAY MARKINGS AND LIGHTING. 20001002037939I (-23) OPERATOR LOST RADIO COMMUNICATIONS AND ELECTED TO LAND AT 1N5. HE STATED HE PLACED THE GEAR HANDLE IN THE DOWN POSITION AND THOUGHT HE SAW A GREEN DOWN LIGHT AND LANDED WITH THE GEAR UP. 20001002038489I (-23) ON MONDAY, OCTOBER 2, 2000 AT 1207 LOCAL TIME, A SAAB 340A AIRCRAFT, OPERATED BY MESABA AVIATION, INC D/B/A NORTHWEST AIRLINK (MALA), UNDER 14 CFR PART 121 AS FLIGHT NUMBER 3024 DEPARTED ELMIRA-CORNING REGIONAL AIRPORT, HORSEHEADS, NY. SHORTLY AFTER TAKEOFF, THE AIRCRAFT RETURNED FOR LANDING ON RUNWAY 24 WITH THE NUMBER 2 ENGINE SHUT DOWN. THE AIRCRAFT TAXIED TO THE GATE WITHOUT INCIDENT. ACCORDING TO THE ASSISTANT CHIEF PILOT OF MESABA AVIATION, INC. THE CREW FAILED TO FOLLOW THE AFTER TAKEOFF CHECKLIST PROCEDURES THAT INCLUDE THE CONSTANT TORQUE ON TAKEOFF (CTOT) SYSTEM. AS A RESULT, WHEN THE CREW REDUCED POWER IN THE CLIMB THE NUMBER 2 ENGINE SHUT DOWN AND AUTOFEATHERED. INSPECTOR JOHN VERGINZ OF THE MINNEAPOLIS FLIGHT STANDARDS DISTRICT OFFICE (FSDO), THE CERTIFICATE HOLDING DISTRICT OFFICE (CHDO), FOR MESABA AVIATION, INC WAS MADE AWARE OF THE INCIDENT ON OCTOBER 3, 2000. THIS INCIDENT IS CONSIDERED CLOSED. 20001002042779A (-23) MR. THOMSEN WAS DOING TOUCH AND GO'S AT THE RAPID CITY REGIONAL AIRPORT (RAP). HE HAD GIVEN THE CONTROLLER A TELEPHONE NUMBER TO CALL. THEN JUST BEFORE THE LAST APPROACH HE ASKED THE CONTROLLER TO CALL THAT NUMBER AND "TELL MY FAMILY AND FRIENDS THAT I LOVE THEM VERY MUCH. MY NAME AGAIN IS BOB THOMSEN." HE THEN CRASHED THE AIRCRAFT INTO THE RUNWAY. 20001003016309A (-23) PILOT REPORTED THAT DURING CLIMB OUT THE ENGINE SPUTTERED THEN QUIT, AS IF IT HAD RUN OUT OF FUEL. HE FURTHER STATED THAT HE HAD CHECKED THE FUEL QUANITY AND HE CALCULATED THAT HE HAD 60.5 GALLONS OF FUEL ONBOARD PRIOR TO DEPARTURE. POST CRASH EXAMINATION OF THE WINGS DISCLOSED LARGE HOLES AND THE AMOUNT OF FUEL ON BOARD COULD NOT BE DETERMINED AT THE CRASH SITE. 20001003018249A (-23) ON OCTOBER 3, 2000, AT 0856 CDT, A UNIVERSITY OF ALABAMA MINI 500 EXPERIMENTAL HELICOPTER, N6165T, COLLIDED WITH THE GROUND AT THE TUSCALOOSA MUNICIPAL AIRPORT, TUSCALOOSA, ALABAMA. THE HELICOPTER WAS OPERATED BY THE AIRLINE TRANSPORT PILOT, WITH COMMERCIAL HELICOPTER PRIVILEGES, UNDER 14 CFR PART 91, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT RECEIVED FATAL INJURIES AND THE HELICOPTER WAS DESTROYED BY IMPACT AND THE POST CRASH FIRE. THE FLIGHT ORIGINATED AT THE TUSCALOOSA AIRPORT AT 0840 CDT. ACCORDING TO THE TOWER OPERATOR, ^PRIVACY DAT^,THE AIRCRAFT HAD COMPLETED 3 OR 4 CIRCUITS IN CLOSED TRAFFIC TO TAXIWAY GOLF.WHILE ON THE DOWNWIND LEG, IT APPEARED THE HELICOPTER HAD A SUDDEN LOSS OF POWER AND BEGAN TO DESCEND. NO COMMUNICATIONS WERE RECEIVED BY THE TOWER AND THE HELICOPTERS ROTOR RPM DECREASED AND APPEARED TO STOP BEFORE IMPACT. CRASH TRUCKS WERE ON THE SCENE AND THE POST CRASH FIRE WAS EXTINGUISED WITHIN MINUTES. (.4) ON OCTOBER 3, 2000, AT 0956 EASTERN DAYLIGHT TIME, A UNIVERSITY OF ALABAMA MINI-500 EXPERIMENTAL HELICOPTER, N6165T, COLLIDED WITH THE GROUND WHILE ON APPROACH TO THE TUSCALOOSA MUNICIPAL AIRPORT, IN TUSCALOOSA, ALABAMA. THE HELICOPTER WAS OPERATED BY THE COMMERCIAL PILOT UNDER THE PROVISIONS OF TITLE 14, CFR PART 91, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL FLIGHT. THE PILOT RECEIVED FATAL INJURIES AND THE HELICOPTER WAS DESTROYED BY IMPACT AND THE SUBSEQUENT POST-CRASH FIRE. THE FLIGHT ORIGINATED FROM THE TUSCALOOSA, MUNICIPAL AIRPORT, AT AN UNDETERMINED TIME. ACCORDING TO THE AIRPORT CONTROL TOWER OPERATOR, THE HELICOPTER HAD COMPLETED THREE TO FOUR CIRCUITS IN CLOSED TRAFFIC TO TAXIWAY GOLF. WHILE ON THE DOWNWIND LEG, THE CONTROLLER BELIEVED THAT THE HELICOPTER HAD A SUDDEN LOSS OF ENGINE POWER AND BEGAN TO DESCEND. THE TOWER RECEIVED NO COMMUNICATIONS AND THE HELICOPTERS ROTOR RPM DECREASED AND APPEARED TO STOP BEFORE IMPACT. CRASH FIRE RESCUE TRUCKS WERE ON THE SCENE AND THE POST-CRASH FIRE WAS EXTINGUISHED WITHIN MINUTES. THE PILOT HELD AN AIRLINE TRANSPORT PILOT CERTIFICATE FOR SINGLE ENGINE LAND AIRPLANE, AND A COMMERCIAL CERTIFICATE FOR SINGLE ENGINE SEA AIRPLANE, MULTIENGINE LAND AIRPLANE AND HELICOPTER. HE ALSO HELD A FLIGHT INSTRUCTOR CERTIFICATE FOR AIRPLANE SINGLE AND MULTIENGINE INSTRUMENT AIRPLANES. THE PILOT ALSO HELD A REPAIRMAN EXPERIMENTAL AIRCRAFT BUILDER CERTIFICATE. HIS LAST MEDICAL CERTIFICATE, A SECOND CLASS, WAS ISSUED ON JULY 26, 1999. IT HELD THE LIMITATION THAT THE PILOT MUST WEAR CORRECTIVE LENSES IN ORDER TO EXERCISE THE PRIVILEGES OF THE AIRMAN'S CERTIFICATE. THE PILOT REPORTED ON HIS LAST MEDICAL THAT HIS TOTAL CIVILIAN FLIGHT HOURS WERE 2,700. THE HELICOPTER WAS ASSEMBLED AND INSPECTED ON APRIL 4, 2000, AND HAD ACCUMULATED A TOTAL TIME OF 16 HOURS OF FLIGHT TIME AT THE TIME OF THE ACCIDENT. ACCORDING TO THE AIRCRAFT LOGBOOK, ON SEPTEMBER 28, 2000, THE PILOT HAD MODIFIED THE HELICOPTERS HORIZONTAL STABILIZER BY CUTTING OFF PART OF THE STABILIZER BEHIND MOUNTING PLATES NUMBER 88 AND NUMBER 98, AND REMOVED THE WINGLETS. THE PILOT FLEW 10 TRAFFIC PATTERNS IN NEW CONFIGURATION. HE NOTED IN THE LOGBOOK "LESS OBJECTIONABLE SIDE TO SIDE SHAKING, BUT BALANCE INDICATES VERTICAL 1.5 IPS IN CLIMB." HOWEVER, ACCORDING TO THE FAA, THIS MODIFICATION WAS WAS NOT APPROVED AS REQUIRED BY THE EXPERIMENTAL AIRCRAFT OPERATING LIMITATIONS. ADDITIONALLY, THE HELICOPTER WAS POWERED BY A ROTAX 582 ENGINE. IN THE ENGINE OPERATOR'S MANUAL UNDER SECTION 9, ENTITLED DANGER! STATES IN PART THAT "THIS ENGINE, BY ITS DESIGN, IS SUBJECT TO SUDDEN STOPPAGE! ENGINE STOPPAGE CAN RESULT IN CRASH LANDINGS. SUCH CRASH LANDINGS CAN LEAD TO SERIOUS BODILY INJURY OR DEATH. 20001003018389I (-23) AIRCRAFT EXTENDED LANDING GEAR VIA NORMAL HYDRAULICS. ON LANDING, GEAR GRADUALLY ROLLED AFT TO 2/3 RETRACTED POSITION. LOWER KEEL BEAM SKIDDED ON RUNWAY. ONLY DAMAGE WAS PAINT SCUFFING OF KEEL SECTION. 2ND PILOT/OWNER REPORTS CONFIRMING GREEN GEAR DOWN LIGHT AFTER INITIATED BY PIC. 20001003018939A (-23) PILOT REPORTED THAT DURING LANDING, THE TAIL ROTOR BECAME INEFFECTIVE AND HE DROPPED THE COLLECTIVE TO GET THE A/C ON THE GROUND, RESULTING IN A HARD LANDING. HE STATED THAT AFTER THE INITIAL LANDING, HE PICKED IT BACK UP AND MOVED IT CLEAR OF THE TRAILER BEFORE SETTING IT DOWN HARD AGAIN. IT WAS DISCOVERED THAT A TAIL ROTOR DRIVE COUPLING, LOCATED AFT OF THE SHORT DRIVE BEHIND THE ENGINE, HAD COME APART, RESULTING IN THE LOSS OF TAIL ROTOR SPEED. UPON INSPECTION IT WAS OBSERVED THAT ONE OF THE BOLTS USED TO SECURE THIS COUPLING TOGETHER WAS STILL INPLACE BUT HAD NO NUT. THE BOLT WAS NOT DAMAGED. ANOTHER BOLT USED TO SECURE THIS COUPLING WAS LOCATED AT THE CRASH SITE. IT TOO HAD NO NUT AND WAS UNDAMAGED. OTHER EVIDENCE ALSO SEEMED TO INDICATE THAT THE THREE BOLTS USED TO SECURE THE COUPLING TO THE LONG (AFT) TAIL ROTOR DRIVE SHAFT HAD BEEN INSTALLED WITH NO NUTS, OR THE NUTS HAD BEEN LEFT LOOSE WITH NO SAFETY. THIS CONDITION APPEARS TO HAVE CAUSED A FAILURE OF THE TAIL ROTOR DRIVE SYSTEM AT THE COUPLING, RESULTING IN THE LOSS OF TAIL ROTOR SPEED AND DIRECTIONAL CONTROL. (.4) WHILE POSITIONING THE HELICOPTER FROM THE GROUND TO A STORAGE CART, TH E PILOT LOST DIRECTIONAL, MADE A HARD LANDING, AND THE TAIL BOOM STRUCK THE GROUND. PRIOR TO THE LOSS OF DIRECTIONAL CONTROL, THE PILOT SAW SOMETHING DEPART THE TAIL SECTION. HE ATTRIBUTED THE LOSS OF DIRECTIONAL CONTROL TO A TAIL ROTOR FAILURE. HE INITIATED AN AUTOROTATION OVER THE LANDING CART. HE MANEUVERED AWAY FROM THE CART IN ORDER TO LAND ON THE GROUND AND PREVENT A PARTIAL LANDING ON THE CART. THE ON-SCENE INVESTIGATION REVEALED THE AFT DRIVE SHAFT COUPLING WAS DETACHED FROM THE TAIL ROTOR DRIVE SHAFT. THREE BOLTS RETAIN THE COUPLING. ONE BOLT WAS FOUND ATTACHED TO THE COUPLING, ANOTHER BOLT WAS FOUND ON THE GROUND, AND THE THIRD BOLT, AND TWO OF THE RETAINING NUTS, WERE NOT LOCATED. NEITHER BOLT EXHIBITED STRIPPED THREADS OR DEFORMATION. THE LAST MAINTENANCE PERFORMED ON THE HELICOPTER WAS BY THE PREVIOUS OWNER. A TRACK AND BALANCE OF THE TAIL ROTOR SYSTEM WAS PERFORMED ABOUT 48 FLIGHT HOURS PRIOR TO THE ACCIDENT. ACCORDING TO THE MANUFACTURER'S MAINTENANCE INSTRUCTIONS, THE BALANCING IS ACCOMPLISHED BY PLACEMENT OF WASHERS UNDER THE NUTS THAT ARE USED TO SECURE THE BOLTS THAT ATTACH TO THE AFT DRIVE SHAFT COUPLING. THESE ARE THE SAME NUTS THAT WERE NOT LOCATED AT THE ACCIDENT SITE. MAINTENANCE INSTRUCTIONS ALSO SPECIFY THAT THE BOLTS IN THIS AREA SHOULD BE CHECKED FOR PROPER TORQUE AND SAFETY AFTER AN INSPECTION. 20001003029099I (-23)N16FW WAS RETURNING FROM A LOCAL FLIGHT TO LZU. DURING THE APPROACH THE LANDING GEAR WAS SELECTED DOWN. THE GEAR LIGHT INDICATED THAT THE GEAR WAS DOWN. ON THE LANDING ROLLOUT THE NOSE GEAR COLLAPSED. INVESTIGATION REVEALED THAT THE GEAR LIGHT IS ACTIVATED BY THE GEAR EXTENSION ARM NOT THE GEAR LOCKING MECHANISM. THE OWNER CONSIDERS THIS A POOR DESIGN AND IS IN THE PROCESS OF RIGGING THE GEAR LIGHT TO BECOME A FUNCTION OF THE LANDING LOCKING MECHANISM. ^PRIVACY DA^, THE OWNER AND BUILDER, WILL FILE A M&D REPORT. 20001003030519I (-23) PILOT WAS FLYING FROM CLARINDA IA TO LAMONI IA TO VISIT A CLIENT. PILOT OVERFLEW THE CLIENTS HOME AND TURNED TOWARD THE AIRPORT. THE A/C ENGINE BEGAN TO LOOSE POWER. PILOT CHANGED FUEL TANKS WITH NO IMPROVEMENT. RATHER THAN TRYING TO MAKE IT TO THE AIRPORT HE MADE A PRECAUTIONARY LANDING IN A FARM FIELD. DURING ROLLOUT THE A/C BECAME AIRBORN OVER A SMALL RISE AND HIT THE SLOPE ON THE OTHER SIDE OF THE RISE. NOSE WHEEL DUG INTO THE SOFT DIRT AND THE A/C FLIPPED OVER AT A LOW SPEED. WINDS WERE APPROX. 150 DEGREES AT 10 KNOTS GUSTING TO 15 KNOTS. DIRECTION OF LANDING WAS 180 DEGREES. THE INVESTIGATION AS TO THE CAUSE OF THE ENGINE FAILURE IS CONTINUING. IT HAS NOT BEEN DETERMINED WHETHER THE A/C WILL BE REPAIRED, BUT IF IT IS REPAIRED THIS OFFICE WILL INVESTIGATE THE CAUSE OF THE ENGINE FAILURE AT THIS TIME. DURING THE INVESTIGATION, THE OVERFLIGHT OF AN AIRWORTHINESS DIRECTIVE WAS DISCOVERED,^PRIVACY DATA OMITTED^ 20001003031489I (-23)PILOT LANDED GEAR-UP. PILOT CLAIMS GEAR WAS DOWN AND LOCKED ON DOWNWIND LEG. PILOT FEELS HE PULLED GEAR HANDLE UP BASE LEG THINKING IT WAS THE THROTTLE WHILE REACHING FOR HIS CHECKLIST ON THE FLOOR. 20001003034239A (-23) INSTRUCTOR PILOT WAS INSTRUCTING STUDENT HOW TO PERFORM HOVERING AUTOROTATIONS. ON THE 4TH OR 5TH ATTEMPT TO PAD 3 AT THE LONG BEACH AIRPORT THE HELICOPTER DESCENDED RAPIDLY FROM 2 TO 3 FEET WITH A SLIGHT AFT LEFT DRIFT. THE HELICOPTER CAUGHT THE LEFT SKID AND ENTERED DYNAMIC ROLLOVER. THE HELICOPTER CAME TO REST ON IT'S LEFT SIDE WITH SUBSTANTIAL DAMAGE TO THE ROTOR SYSTEM, FIREWALL, TAILBOOM, AND CABIN SECTION. FLIGHT CONTROLS WERE CHECKED FOR CONTINUITY AND CHECKED OK. HELICOPTER HAS FUEL IN BOTH TANKS. PILOT STATED THAT HE HAD NO MECHANICAL PROBLEMS PRIOR TO ACCIDENT. (.4) DURING A DUAL INSTRUCTIONAL FLIGHT LESSON, THE FLIGHT INSTRUCTOR DIRECTED HIS STUDENT TO PERFORM A PRACTICE AUTOROTATION. BOTH HE AND HIS STUDENT WERE HANDLING THE FLIGHT CONTROLS. THE CFI DIRECTED THAT THE STUDENT ENTER THE AUTOROTATION WHILE HOVERING BETWEEN 2 AND 3 FEET ABOVE THE DIRT FIELD. THE STUDENT RESPONDED BY RAPIDLY LOWERING THE COLLECTIVE, AND THE HELICOPTER DESCENDED. BEFORE THE CFI COULD REGAIN CONTROL, THE HELICOPTER'S LEFT SKID TOUCHED DOWN IN THE DIRT AND "DUG IN." THEREAFTER, THE MAIN ROTOR BLADES IMPACTED THE GROUND, AND THE HELICOPTER ROLLED OVER ONTO ITS SIDE. DURING THE 5-MINUTE PERIOD THAT PRECEDED THE ACCIDENT, THE STUDENT HAD ACCOMPLISHED THE TRAINING MANEUVER WITHOUT DEMONSTRATING ANY UNUSUAL PROBLEMS. DURING THE PRECEDING 90-DAY PERIOD, THE CFI GAVE 180 HOURS OF INSTRUCTION TO VARIOUS STUDENTS IN THE ROBINSON HELICOPTER. HIS TOTAL DUAL INSTRUCTION EXPERIENCE IN THE ROBINSON WAS 1,800 HOURS. 20001003037769I (-23) DURING CRUISE FLIGHT, AT 11000', THE RIGHT ENGINE SUSTAINED A LOSS OF POWER. PRIOR TO THIS THERE WAS A LOUD BANG FOLLOWED BY FLAMES. THE FLIGHT CREW INITIATED ENGINE SECURING PROCEDURES AND CONDUCTED APPROPRIATE CHECK LISTS. AN EMERGENCY WAS DECLARED AND THE AIRCRAFT LANDED IN ALB WITHOUT FURTHER INCIDENT OR INJURIES. 20001003038339I (-23) ON OCT. 2, 2000, ^PRIVACY DATA OMIT^ PILOTED AIRCRAFT N1085K (MOONEY M20M) SERIAL NUMBER 27-0035 AND EXPERIENCED A ROUGH RUNNING ENGINE AND LANDED AT ROC AIRPORT. DURING THE LANDING ATTEMPT THE ENGINE QUIT AND THE AIRCRAFT HIT THE GRASS AREA BETWEEN RUNWAY 25 AND THE SOUTHERN TAXI WAY. THE AIRCRAFT'S NOSE WHEEL COLLAPSED ON LANDING AND THE PROPELLER HIT BENDING ALL THREE BLADES. THE PILOT AND HIS PASSENGER, ^PRIVACY DATA OMIT^ DID NOT RECEIVE ANY INJURIES. DURING THE INSPECTION OF THE AIRCRAFT, THE RIGHT FUEL TANK WAS EMPTY AND THE LEFT TANK HAD ABOUT A QUARTER OF A TANK. THE PILOT REPORTED TO THIS OFFICE THAT HE FLEW FROM WHITE-PLAINS, NY (HPN) TO ROC. DURING TAKE OFF HE DEPARTED USING THE LEFT TANK THEN SWITCHED OVER TO THE RIGHT TANK. HE ALSO STATED TO THE FAA THAT HE DID NOT SWITCH BACK TO THE LEFT TANK UNTIL THE ENGINE STARTED RUNNING ROUGH. THIS INCIDENT IS CONSIDERED CLOSED. 20001003039739A (-23)NO CORRECTIVE ACTION WARRANTED. MR. ROBINSON HAS VOLUNTARILY SURRENDERED HIS PRIVATE PILOT CERTIFICATE (#258446519). THIS MATTER IS CONSIDERED CLOSED. 20001004015429A (-23) ON OCTOBER 4, 2000, AT ABOUT 09:32 PDT, CESSNA 182-S, N-2373D, OPERATED BY DRAGONFLY, INC. DESCENDED INTO A POND ABOUT TWO MILES WEST OF THE SONOMA COUNTY AIRPORT, SANTA ROSA, CA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT PLAN WAS FILED BY INSTRUMENT RATED PILOT. THE AIRPLANE WAS DESTROYED, AND SANK TO AN ESTIMATED 50 FOOT DEPTH. THE PILOT WAS FATALLY INJURED. ON OCTOBER 5, 2000, AT ABOUT 15:35, THE BODY OF THE FATALLY INJURED PILOT WAS EXTRACTED, SECTION OF L/H WING, ENGINE, INSTRUMENT PANEL, AND TAIL SECTION WERE RECOVERED. 20001004015839A (-23) WHILE ENROUTE FROM MUSKEGON, MI. (KMKG) TO TOMANICA AIRFIELD, A PRIVATE AIRFIELD APPROX. 8 MILES EAST SOUTHEAST OF THE MUSKEGON, MI. AIRPORT (KMKG), THE GYROCOPTER'S ROTOR BLADE MADE CONTACT WITH THE PROPELLER AND RUDDER. THE RUDDER WAS DESTROYED AND FOR THE NEXT 3/4 OF A MILE, PIECES OF THE ROTOR, PROPELLER AND VERTICAL STABILIZER/RUDDER COULD BE FOUND ALONG A STRAIGHT LINE TO THE ACCIDENT SCENE. APPROX. 1/4 OF A MILE FROM THE ACCIDENT SCENE THE DRIVE BELT FOR THE PROPELLER WAS FOUND. APPROXIMATELY 50 FEET FROM THE ACCIDENT SCENE, THE VERTICAL STABILIZER WAS FOUND STILL ATTACHED TO THE LAST 3 FEET OF THE GYROCOPTER'S KEEL, WHICH HAD BEEN SEVERED FROM THE AIRCRAFT BY A ROTOR BLADE STRIKE. SEVERAL WITNESSES WERE INTERVIEWED, ALL WITH SIMILAR OBSERVATIONS. MOST NOTABLE WAS A TELEPHONE INTERVIEW WITH ^PRIVACY DATA OMITTED^ , AN EX ARMY HELICOPTER MECHANIC SAID THAT THE MAIN ROTOR BLADE APPEARED TO COME PARTIALLY LOOSE, AT WHICH TIME THE AIRCRAFT BEGAN TO VIOLENTLY WARBLE, FOLLOWED BY NUMEROUS PARTS LEAVING THE AIRCRAFT, WHILE IT WAS APPROX. 300 TO 500 FEET ABOVE THE GROUND. HE AL SO STATED THAT AT ABOUT THE TIME OF THE AIRCRAFT BREAK UP THERE WAS A LOUD NOISE. AN INTERVIEW WITH ^PRIVACY DATA OMITTED^ , WHO IS AN EXPERIENCED GYROCOPTER PILOT, REVEALED THAT THIS MAKE OF GYROCOPTER IS SOMEWHAT SUSCEPTIBLE TO "PILOT INDUCED OSCILLATIONS." IT SHOULD BE NOTED THAT THIS PARTICULAR GYROCOPTER DID NOT HAVE A HORIZONTAL STABILIZER INSTALLED, WHICH IS AN OPTION THAT CAN BE INSTALLED THAT CAN PROVIDE LONGITUDINAL STABILITY AND THEREBY DECREASES THE LIKELIHOOD OF "PILOT INDUCED OSCILLATIONS." PILOT FLIGHT TIMES ARE OMITTED FROM THE -23 AS THE PILOT LOG BOOKS AND AIRCRAFT RECORDS ARE UNAVAILABLE AND BELIEVED BURNED IN THE POST CRASH FIRE. ESTIMATED PILOT FLIGHT TIME IN THIS MAKE OF GYROCOPTER IS 200 FLIGHT HOURS, BASED ON CONVERSATIONS WITH PERSONNEL AT THE ACCIDENT SCENE WHO KNEW THE PILOT. 20001004016699I (-23)REPORT #I210001 20001004017259A (-23) THE PILOT, MR. RAMSEY, DEPARTED MONAHANS AIRPORT (EOI) WITH ONE PASSENGER ABOARD THE AIRCRAFT. THE FLIGHT WAS PERFORMED FOR THE PURPOSE OF AERIAL PHOTOGRAPHY IN THE LOCAL AREA OF GRAND FALLS, TX. DURING CRUISE FLIGHT THE A/C EXPERIENCED AN IN-FLIGHT BREAKUP. INVESTIGATION REVEALED THE NUMBER TWO PROPELLOR BLADE SEPARATED 10 3/4 INCHES FROM THE BLADE ROOT. FOLLOWING SEPARATION OF THE PROPELLOR BLADE, A/C CONTROL WAS LOST AND THE A/C CRASHED AND BURNED. NEITHER OF THE OCCUPANTS SURVIVED THE CRASH IMPACT AND RESULTING FIRE. 20001004037499I (-23)PILOT'S STATEMENT: COMING IN ON RUNWAY 24 FOR LANDING. AS I WAS ABOUT TO LAND I THEN HIT GROUND. THE RIGHT WING CAUGHT A GUST OF WIND AND THE LEFT WING DROPPED DOWN. WITHIN A SECOND, I STARTED SPINNING OUT TO THE LEFT SKIDDING ON THE NOSE WHEEL AND RIGHT TIRE. I KEPT SKIPPING UNTIL I WENT OVER GRASS ON FOXTROT AND AS THE PLANE HIT CONCERT AGAIN, THE PLANE DIPPED RIGHT AND FORWARD. THE WING HIT FIRST AND THEN THE PROPELLER. I ROLLED A LITTLE MORE AND THEN I HIT THE BRAKES AND STOPPED IT. I TURNED OFF THE PLANE AND RADIOED IN. 20001004041299A (-23) PILOT DIVERTED TO MARSHFIELD DUE TO THUNDERSTORM ACTIVITY. LEFT FUEL TANK EMPTY, RIGHT FUEL TANK 32 GALS. 20001005014589A (-23) DURING TAXI, THE PILOT STATED THAT HE LOOKED DOWN AND LEANED OVER TO PICK UP A CHART. WHEN HE LOOKED BACK UP HE REALIZED THAT HE HAD VEERED OFF TO THE RIGHT SIDE OF THE TAXI WAY WITH THE RIGHT MAIN AND NOSE WHEEL OFF THE PAVEMENT. HE ATTEMPTED TO STEER BACK BY APPLYING FULL LEFT RUDDER AND APPLYING THE BRAKES. AT THIS POINT, THE NOSE WHEEL SUNK IN THE SOFT SOIL AND THE A/C FLIPPED TAIL OVER NOSE COMING TO REST ON ITS BACK. 20001005014599A (-23) TOOK OFF FROM KIANA FROM RWY 6. THE WINDS WERE OUT OF THE NORTH EAST. PILOT MADE A LEFT TURN OUT CLIMBING TO THE NORTH SIDE OF THE HILLS BETWEEN 1500 AND 2000 FEET INTO THE SON'S GLARE. HIT OBJECT (BIRDS) MADE A LEFT TURN BACK TO KIAWA AND LANDED WITHOUT INCIDENT. 20001005015079A (-23) N52202 DEPARTED PAINE FIELD WASHINGTON AT APPROX. 1825 LOCAL ON A SIGHSEEING FLIGHT OVER SNOQUALIME VALLEY AND ORCAS ISLAND. DURING THE CRUISE AT 2500', JUST NORTH OF CHERRY VALLEY (DUVALL, WA), A SUDDENT PROPELLOR OVERSPEED OCCURRED TO A MAXIMUM LIMIT OF THE GAUGE. PROP RPM WAS REDUCED TO SAFE RANGE AND PILOT CONTACTED ATC. ATC GAVE PILOT POSITION OF FIRST AIRFIELD (MONROE, WA). PILOT STATED THAT THE ENGINE RPM WAS STEADILY DECREASING WITHOUT MOVING THROTTLE CONTROL. AS HE APPROACHED MONROE, APPROX. 2 MILES FROM THE AIRPORT THE A/C EXPERIENCED COMPLETE ENGINE FAILURE. (ENGINE STOPPED/PROPELLOR NOT WINDMILLING). A/C LANDED LONG ON RWY 25, ANOUT 300 FEET FROM THE END AND CONTINUED OFF OF THE END OF RWY INTO SWAMP. 20001005019259I (-23) PILOT STATED THAT HE FORGOT TO PUT GEAR IN DOWN POSITION FOR LANDING AT THIS MOUNTAIN STRIP. HE ALSO STATED THAT THE A/C SLID APPROX. 240 FEET ON A TURF AND DIRT RUNWAY WITH LITTLE DAMAGE TO A/C EXCLUDING 3 BENT PROPELLOR BLADES. THE ONLY OCCUPANTS OF THE AIRCRAFT WERE THE PILOT AND AN UNNAMED PASSENGER. NOTE: THIS A/C WAS FOUND TO BE OUT OF THE ANNUAL INSPECTION REQUIREMENTS OF FAR 91.409(A)(1). HLN FSDO IS PROCESSING A VIOLATION WITH THISISSUE. SEE PTRS RECORD NO. NM052001B0118. 20001005029189I (-23)PILOT STARTED ENGINE IN ORDER TO TAXI AIRCRAFT. HE LOST CONTROL AND AIRCRAFT BECAME AIRBORNE. 20001005030449I (-23)THE PILOT OF N996TD MISUNDERSTOOD A CLEARANCE TO CLIMB TO A HIGHER ALTITUDE. HE READ BACK THE CLEARANCE TO ATC WITH NO RESPONSE. AFTER RECEIVING TRAFFIC INFORMATION THE PILOT WAS CONCERNED THAT HIS ALTITUDE ASSIGNMENT MAY HAVE BEEN IN ERROR. HE QUERIED ATC AND WAS INSTRUCTED TO MAINTAIN HIS PREVIOUSLY ASSIGNED ALTITUDE. LOSS OF VERTICAL SEPARATION OCCURRED DURING HIS CLIMB AND SUBSEQUENT DESCENT. THIS INCIDENT HAS A DUAL RESPONSIBILITY FOR THE ERROR. THE INCIDENT REPORT FROM ATC CLEARLY STATES THAT THE CONTROLLER WAS "OFF LINE" SO TO SPEAK DURING THE PILOT'S READ BACK. THERE IS DUAL RESPONSIBILITY OF ATC AND THE PILOT TO UNDERSTAND THE CLEARANCE. ATC SHOULD HAVE CONFIRMED THE CLEARANCE IF THERE WAS CONFUSINON ON THE FREQUENCY. THE PILOT, NOT RECEIVING ANY OTHER RESPONCE, BEGAN HIS CLIMB. THEREFORE, THIS INCIDENT IS CLOSED WITH NO FURTHER ACTION. 20001005031799I (-23)ON OCTOBER 5, 2000 AT APPROX 1343, UNITED AIRLINES FLIGHT 1, A BOEING 747-422, WAS TAXING FOR DEPARTURE RUNWAY 25 RIGHT, WAS INSTRUCTED TO TAXI VIA TAXIWAY BRAVO, TAXIWAY CHARLIE 4, AND TAXIWAY CHARLIE. AT TAXIWAY CHARLIE 4, THE AIRCRAFTS NUMBER 1 ENGINE STRUCK A UNITED AIRLINES STEP VAN WITH 3 OCCUPANTS. THE VAN HAD DEPARTED THE TERMINAL GOING TO THE UNITED MAINTENANCE HANGAR AND WAS ON THE SERVICE ROAD BETWEEN TAXIWAY BRAVO AND CHARLIE. AT THIS TIME OUR INVESTIGATION INDICATES THAT THE VAN DID NOT YIELD THE RIGHT OF WAY TO THE AIRCRAFT AND WAS STOPPED BEYOND THE STOP FOR AIRCRAFT SIGN. THE VANS DRIVER ATTEMPTED TO REVERSE BUT THE VAN DID NOT RESPOND. AFTER CONTACT WITH THE AIRCRAFTS NUMBER 1 ENGINE, THE VAN ROLLED WITH NO INJURY TO THE OCCUPANTS. THE AIRCRAFT RETURNED TO GATE 76 AND THE PASSENGERS WERE DEPLANED. INSPECTION OF THE NUMBER 1 ENGINE REVEALED DAMAGE TO THE NOSE COWL AND ENGINE WERE REMOVED FOR REPLACEMENT AND SUBSEQUENT PYLON INSPECTION PERFORMED. AN INVESTIGATION UNITED AIRLINES AND THIS OFFICE ALONG WITH A WRITTEN STATEMENT FROM EYE WITNESS ^PRIVACY DATA O^ ESTABLISHED THAT THE VEHICLE WAS STOPPED WELL BEYOND THE STOP FOR AIRCRAFT SIGN. THE VEHICLE DRI VER WAS GIVEN A ONE WEEK SUSPENSION WITHOUT PAY. THE AIRCRAFT RETURNED TO SERVICE ON OCTOBER 9, 2000, AFTER REPLACEMENT OF THE ENGINE, NOSE COWL, FAN COWLS, AND PYLON FUSE PINS. THIS OFFICE CONSIDERS THIS MATTER CLOSED. 20001005037749I (-23) ON THURSDAY, OCTOBER 5, 2000, AT 0855 LOCAL, A CHAMPLAIN ENTERPRISES, D/B/A USAIR EXPRESS, BEECH 1900D, N847CA, FLIGHT 4481,RETURNED TO AND AT SYR DUE TO THE RIGHT PROPELLER RPM DROPPING 200 TO 300 RPM DURING CLIMB AT APPROX. 300 FEET. THE ARFF RESPONDED AND THE AIRCRAFT LANDED ON RUNWAY 15 WITHOUT INCIDENT. MAINTENANCE WAS UNABLE TO DUPLICATE THE PROBLEM DURING THE GROUND RUN. THEY REPLACED THE RIGHT PROPELLER LOW PITCH SOLENOID AS A PRECAUTION. GROUND AND FLIGHT TESTS WERE SATISFACTORY. THE AIRCRAFT WAS THEN RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001005041749A (-23) EVERTS AIR FUEL LANDED WITHOUT INCIDENT AT PORT ALSWORTH AT 1430 AST N A C-46, N1822M. IN THE PROCESS OF TURNING AROUND AFTER LANDING, THE RIGHT WING TIP STRUCK SOME HIGH BRUSH ALONG THE EDGE OF THE RUNWAY AND DAMAGED THE WING TIP AND AILERON. 20001006014999A (-23) WEATHER 100 FEET OVERCAST VISIBILITY 2 MILES. CLEARED FOR MVY ILS RWY 24. GIVEN A LOW ALTITUDE ALERT OUTSIDE BORST, THE FINAL APPROACH FIX, FOR ALTITUDE AT 800 FEET VERSUS 1500 FEET. PILOT REPORTED HE WAS CLIMBING, THEN CRASHED 3/4 MILE SHORT OF RWY 24 THRESHOLD IN WOODED AREA. 20001006017129A (-23)A/C DEPARTED BRACKET AIRPORT ON 10/06/00 ON AN IFR TTAINING FLIGHT WITH STUDENT PILOT AND CERTIFIED FLIGHT INSTRUCTOR ON BOARD. DURING RETURN APPROACH INTO BRACKET FIELD PILOT DECLARED A MISSED APPROACH AND WAS NOTIFIED BY BRACKET CONTROL TOWER TO CLIMB TO 5000 FEET WITH NO ACKNOWLEDGEMENT RESPONSE FROM A/C N222ES. RADAR TRACKED A/C TO APPROX. 2 MILES NORTH OF BRACKETT FIELD @1700 FEET AND SUBSEQUENTLY LOST A/C FROM RADAR. AT APPROX. 0400 0N 10/07/00 A/C WRECKAGE WAS FOUND BY MOUNTAIN RESCUE TEAMS IN THE LOS ANGELES NATIONAL FOREST. HAND HELD GPS AT CRASH SITE REPORTED APPROX. 2050 FEET ALTITUDE. 20001006018369I (-23) AALA FLIGHT 2821, ENROUTE FROM DEN-LAX, DECLARED AN EMERGENCY DUE TO AN INITIAL PRESSURIZATION PROBLEM, FOLLOWED BY A REPORT OF SMOKE IN THE COCKPIT. THE CAPTAIN STATED HE RESPONDED TO A REQUEST FROM A CABIN ATTENDANT TO INCREASE THE HEAT TO THE CABIN. THE CREW USED THE AUTOMATIC MODE, WITHOUT RESPONSE, THEY REVERTED TO THE MANUAL MODE AND OBSERVED A PRESSURIZATION SYSTEM "DUCT LOW PRESSURE LIGHT". THE CREW INDICATED THEY SMELLED SMOKE IN THE COCKPIT AND BEGAN AN EMERGENCY DESCENT. THE AIRCRAFT LANDED AT BCE, THE NEAREST SUITABLE AIRPORT. AALA MAINTENANCE AND A MANAGEMENT FLIGHT CREW WERE FLOWN IN TO INSPECT THE AIRCRAFT AND TO FLY IT OUT. PROPER PROCEDURES WERE FOLLOWED AND THE FLIGHT DEPARTED WITH NO COMPROMISE TO SAFETY. 20001006018929I (-23)1) DURING THE INITIAL INTERVIEW WITH ^PRIVACY D^, IT WAS DISCOVERED THAT HE WAS OUT OF CURRENCY. HIS LAST BFR WAS IN SEPTEMBER OF 1998. THAT WOULD HAVE MADE HIM CURRENT THROUGH SEPTEMBER 2000. THE FLIGHT IN QUESTION WAS ON OCTOBER 6, 2000. HE WAS ISSUED A LETTER OF WARNING. 2)UPON FURTHER DISCUSSIONS WITH THIS AIRMEN, HE ADMITTED TO ME THAT THERE WAS NOTHING WRONG WITH HIS INSTRUMENTS. HE STATED THAT WHEN HE GOT INTO THE CLOUDS, HE JUST LOST CONTROL OF THE AIRPLANE. HE WENT ON TO SAY THAT THE CONTROLLER AT SOCAL "SAVED HIS LIFE". ^PRIVACY D^ WENT ON TO SAY THAT HE INTENDS TO FLY WITH AN INSTRUCTOR TO HONE HIS INSTRUMENT SKILLS. ^PRIVACY DATA OMITTED^ 20001006030539I (-23) ON OCTOBER 6, 2000, AT 1450Z, SAN JUAN FSDO WAS NOTIFIED BY SOUTHERN REGION OPERATIONS CENTER VIA FAX THAT TWA FLIGHT 104, AN MD-80 TYPE A/C, LANDED SAFELY WITH SMOKE IN THE COCKPIT WITHOUT INCIDENT. ACCORDING TO THE SAME NOTIFICATION, SMOKE WAS FROM AN AIR CONDITIONING UNIT. MAINTENANCE PERSONNEL REPLACED THE LEFT PNEUMATIC AUGMENTATION VALVE AS PER MM 36-10-01. THEY PERFORMED OPERATIONAL AND LEAK CHECKS AS PER MM-36-00-00 AND FOUND NORMAL. 20001006031049I (-23)AIRCRAFT TOOK OFF TOPEKA (FOE) FOR KANSAS CITY (DOWNTOWN). PILOT EXPERIENCED ROUGH ENGINE AND SHORTLY THEREAFTER PILOT EXPERIENCED ENGINE FAILURE AND MADE AN EMERGENCY LANDING 175 AND 4 MILES DMW AT BILLARD AIRPORT (TOP), TOPEKA, KANSAS. 20001006031099I (-23) A/C LANDED ON RUNWAY 01L, ON ROLLOUT THE PILOT DECLARED HE HAD A PROBLEM, THE GEAR WAS UP. 20001006031189I (-23)MIDWEST EXPRESS FLIGHT 527 ENROUTE MILWAUKEE, WI, TO DENVER, CO, DIVERTED TO OMAHA, NE, DUE TO NUMBER ONE ENGINE VIBRATION. COMPANY MECHANICS CHANGED THE NUMBER ONE ENGINE. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001006031409I (-23)AMERICAN EAGLE FLIGHT 4148 DEPARTED OMAHA, NE. ENROUTE TO CHICAGO, IL. DURING CLIMB, APPROXIMATELY 600 FEET, THE AIRCRAFT STRUCK A FLOCK OF BIRDS. THE AIRCRAFT SUSTAINED DAMAGE TO THE LEFT FUSELAGE AND THE LEFT ENGINE. THE CREW SHUT DOWN THE NUMBER ONE ENGINE AND RETUNED TO THE AIRPORT WHERE THEY LANDED SAFELY. MAINTENANCE CHANGED THE ENGINE AND THE AIRCRAFT WAS FERRIED TO A COMPANY MAINTENANCE BASE FOR STRUCTURAL REPAIR. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001006031709I (-23)THE CAPTAIN OF USAA #95 ADVISED ATC THAT IT WAS NECESSARY TO SLOW THE AIRCRAFT IMMEDIATELY DUE TO TURBULENCE. ATC TOOL ADDITIONAL TIME TO COORDINATE WITH OTHER SECTORS. THE CAPTAIN SLOWED THE ARICRAFT EXERCISING "HIS COMMAND AUTHORITY TO ENSURE THE SAFETY OF HIS AIRCRAFT IN TURBULENCE" AS STATED BY ATC CONTROLLER IN HIS STATEMENT. THIS RESULTED IN THE LOSS OF STANDARD SEPARATION. ATC COORDINATED TO ALTITUDE CHANGES. 20001006037349A (-23) PILOT FUELED AIRCRAFT ON LAST VISIT TO BLACKRIVER FALLS. DID NOT ADD FUEL FOR THIS LEG. HE STATED THE TRIP ALWAYS TOOK 2 HOURS EACH WAY (SCHAUBURG(06C)-BLACK RIVER FALLS-SCHAUMBURG, PLANNING FOR 1/2 HR. FUEL AT LANDING.ENGINE LOST POWER AT 4500' OVER FT MCCOY, THEN QUIT. PILOT PERFORMED NIGHT FORCED LANDING, STRUCK TREE 30' ABOVE GROUND. AIRCRAFT SPUN AROUND, HIT GROUND. DESTROYED. 20001006039019A (-23) MISS DOREEN DEGAN THE NEW OWNER OF THE BEECHCRAFT WAS GETTING SOME TAXI INSTRUCTION FROM HER BOYFRIEND MR. SQUILLANTE A COMMERCIAL RATED PILOT, WHEN A WASP ENTERED THE COCKPIT AND SCARED MR. SQUILLANTE. IN THE CONFUSION, MR. SQUILLANTE LOST CONTROL OF THE BEECH B-23-A23. THE BEECHCRAFT COLLIDED WITH A PARKED PA28-140. THE BEECHCRAFT WAS SEVERLY DAMAGED AND THE PIPER WAS SERIOUSLY DAMAGED. 20001006041779A (-23) ON OCTOBER 6, 2000, A HELIO COURIER 295 AIRPLANE N295BA, SUSTAINED SUBSTANTIAL DAMAGE DURING AN EMERGENCY LANDING IN LAKE CLARK PASS, ALASKA. PILOTED BY JAMES R. BRANHAM, A ATP RATED PILOT, WHO SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE AIRCRAFT WAS ON A COMPANY FLIGHT PLAN. THE PILOT REPORTED THAT DURING CRUISE FLIGHT THE ENGINE QUIT OPERATING. RESTART WAS UNSUCCESSFUL. AIRCRAFT LANDED UPRIGHT IN SMALL TREES AND BRUSH. INSPECTION OF AIRCRAFT ON OCTOBER 17, 2000 AT BIG LAKE, ALASKA AIRPORT, REVEALED FUEL CONTAMINATION. WATER WAS FOUND IN THE CARBURETOR AND IN THE FUEL GASCOLATOR. NOTE: IT IS SUSPECTED THAT THE WATER FOUND IN THE CARBURETOR AND GASCOLATOR HAD BEEN INTRAINED IN THE FUEL AND MAY HAVE BEEN UNDETECTABLE BY THE PILOT DURING PREFLIGHT SUMPING. 20001007015019A (-23)ON OCTOBER 7, 2000, N819CE, AN MD-369E HELICOPTER WAS ON A FERRY FLIGHT FROM BIG CREEK, EAST OF FRESNO, CA TO ONTARIO AIRPORT,ONTARIO, CA WHERE THE AIRCRAFT IS BASED AND OPERATED BE SOUTHERN CALIFORNIA EDISON. APPROXIMATELY 4 MILES SOUTHWEST OF LAKE ISABELLA, THE AIRCRAFT ENCOUNTERED A VIBRATION FOLLOWED BY THE AIRCRAFT ROTATING SEVERAL TIMES PRIOR TO IMPACT WITH THE TERRAIN. THE AIRCRAFT WAS DESTROYED WITH THE COLLAPSE OF THE ROTOR SYSTEM HITTING THE MAIN FUSELAGE. THE PILOT, THE ONLY OCCUPANT ON BOARD THE AIRCRAFT, RECEIVED A MINOR INJURY. THE WRECKAGE OF N819CE WAS TAKEN TO THE MAINTENANCE FACILITY FOR SOUTHERN CALIFORNIA EDISON IN ONTARIO, CA FOR INVESTIGATION BY THE NTSB. 20001007016659I (-23) PILOT CLAIMED HE POSSIBLY STRUCK A BIRD ON FINAL APPROACH. THERE WAS DAMAGE TO THE RIGHT WING TIP. SMALL PIECES WERE FOUND UNDER THE APPROACH AREA. ICE0120010003. 20001007019119A (-23) THE FLIGHT CONSISTED OF SEVERAL (5 OR 6) CIRCUITS OF THE TRAFFIC PATTERN FOR TAKEOFFS AND LANDINGS. ON THE LAST LANDING, ACCORDING TO THE PIC, THE LEFT WING CAME UP AND THE AIRPLANE STARTED TO THE LEFT. THE PILOT, UNABLE TO STOP THE LEFT TURN, ADVANCED THE THROTTLE IN AN ATTEMPT TO GET AIRBORNE, BUT THE PARKED AIRPLANES WERE COMING UP FAST AND THE AERONCA DID NOT HAVE FLYING SPEED. THE PILOT CLOSED THE THROTTLE JUST AS HIS AIRPLANE STRUCK A CESSNA 150 AND A BONANZA, WHICH WERE TIED DOWN ON THE RAMP. ALL THREE AIRPLANES SUSTAINED SUBSTANTIAL DAMAGE, BUT NO FIRE ENSUED AND BOTH OCCUPANTS OF THE AERONCA ESCAPED WITHOUT INJURY. IT IS INTERESTING TO NOTE THAT THE PIC, MR. SCHUTZE, OCCUPIED THE REAR SEAT, WHICH IS NORMALLY USED BY A FLIGHT INSTRUCTOR GIVING INSTRUCTIONS, WHILE THE FRONT SEAT IS NORMALLY USED BY A PILOT RECEIVING INSTRUCTION, AND WHICH IS REQUIRED TO BE USED FOR SOLO OPERATIONS. MR. SCHUTZE STEADFASTLY MAINTAINS THAT HE WAS NOT GIVING INSTRUCTIONS TO MR. PAVENTI DURING THE FLIGHT. (.4) ON OCTOBER 7, 2000, AT 1700 HOURS PDT, AN AERONCA 7AC, N707SR, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT TURNED LEFT OFF RUNWAY 22 AFTER LANDING AND STRUCK TWO PARKED A/C AT THE SANTA PAULA, CA. AIRPORT. THE CERIFICATED COMMERCIAL PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, WHICH WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. THE LOCAL AREA FLIGHT DEPARTED FROM SANTA PAULA AT 1655 AND NO FLIGHT PLAN WAS FILED. IN HIS REPORT TO THE SAFETY BOARD THE PILOT ACKNOWLEDGED TAXIING TOO FAST WHILE EXITING THE RUNWAY AFTER LANDING. 20001007019289I (-23) 10 MILES SOUTH OF THE DELTA AIRPORT THE ENGINE LOST POWER. THE PILOT ELECTED TO GLIDE TO THE DELTA AIRPORT WITH GEAR UP TO INCREASE GLIDE DISTANCE. HE LANDED 10 FEET SHORT OF THE RUNWAY. A/C SLID ON THE BELLY AND WHEELS THAT EXTENDED BELOW THE BOTTOM OF A/C. DAMAGE WAS LIMITED TO THE WHEEL FAIRING, FIBER GLASS AROUND WHEEL WELLS AND SMALL AREAS ON WING LEADING EDGE. MAGNETO FAILURE CAUSED THE ENGINE FAILURE. 20001007030219I (-23)ON A FLIGHT FROM CVG TO SFO THE AIRCRAFT WAS DIVERTED TO SLC DUE TO A FIRE INDICATION ON THE #4 ENGINE. BOTH FIRE BOTTLES WERE DISCHARGED, THE FIRE WARNING WAS STILL SOUNDING, AND EMERGENCY WAS DECLARED AND THE FLIGHT WAS DIVERTED TO SLC, AND LANDED WITHOUT FURTHER INCIDENT AT 1340Z. MAINTENANCE IN SLC LOOKED AT THE AIRCRAFT. THERE WAS NO SIGN OF FIRE. A PROBLEM WAS FOUND IN THE FIRE LOOP SYSTEM. THE FIRE LOOP WAS REPLACED AND THE FIRE BOTTLES WERE CHANGED AND THE AIRCRAFT WAS RETURNED TO SERIVCE. 20001007030289I (-23)STUDENT PILOT WAS TAXING SOUTH ON THE EAST TAXIWAY AT JOHNSON COUNTY EXECUTIVE AIRPORT (OJC), FOR TAKEOFF ON RUNWAY 36. INSTRUCTOR ^PRIVAC^, IN THE RIGHT SEAT, ADVISED THE STUDENT THAT HE NEEDED TO SLOW THE AIRCRAFT AS THEY APPROACHED THE TURNOFF. AS THAT POINT, THE STUDENT APPLIED HARD LEFT BRAKE AND EXITED THE TAXIWAY. THE AIRCRAFT WENT DOWN AN EMBANKMENT TO THE LEFT, APPROXIMATELY 65 YARDS, AND STRUCK A CHAIN LINK FENCE. THE AIRCRAFT SUSTAINED MINIMAL DAMAGE, AND THE TWO OCCUPANTS WERE NOT INJURED. 20001007030759I (-23) PILOT TAXIED OUT TO RUNWAY 27-ANOTHER A/C WAS LANDING. PILOT TAXIED OFF THE RUNWAY-NOSE GEAR SUNK IN NEWLY SEEDED GRASS TAXIWAY AND STRUCK PROP. PILOT SHUT ENGINE DOWN. THERE WAS NO NOTAM OR ADVISORY FOR THE NEWLY SEEDED AREA, WHICH IS COMMONLY USED AS A TAXIWAY. 20001007031829I (-23)THE AIRCRAFT WAS LANDING ON A CITY STREET TO TRANSPORT AN ACCIDENT VICTIM WHILE MANUEVERING THE AIRCRAFT AT A HOVER THE ROTOR BLADE STRUCK A SPEED LIMIT SIGN. THE SIGN WAS LOCATED WHERE IT WAS HARD FOR THE PILOT SEE. THE MEDICAL PERSON ON BOARD THAT ACTS AS OBSERVER DID NOT SEE THE SIGN OR TELL THE PILOT. 20001007038359I (-23) BTA3899 SOUTHWEST BOUND AT FL350 REPORTED MODERATE TURBULENCE. SHORTLY THEREAFTER R04 OBSERVED BTA3899'S MODE C ALTITUDE AT FL347 AND ASKED THE PILOT TO VERIFY ALTITUDE. BTA 3899 RESPONDED THAT HE WAS EXPERIENCING WAKE TURBULENCE DUE TO ANOTHER AIRCRAFT AND WAS REQUESTING LOWER. R04 REPLIED THAT LOWER ALTITUDE WAS NOT AVAILABLE DUE TO KSS720 WHO WAS WESTBOUND AT FL330. RTA THEN REPORTED CLIMBING BACK TO FL350, HOWEVER, LOSS OF STANDARD ATC SEPARATION HAD ALREADY OCCURRED WITH KSS720. 20001007039029A (-23) STEARMAN ENCOUNTERED GUSTY WINDS DURING LANDING ON BUMPY GRASS STRIP, BOUNCED, HIT PROP, PLANE FLIPPED OVER. NO INJURIES TO PILOT. SUBSTANTIAL DAMAGE TO STEARMAN. 20001007041149A (.4) ON OCTOBER 7, 2000, ABOUT 1030 HOURS HAWAIIAN STANDARD TIME, A CESSNA 172H, N3715R, OPERATED BY THE PILOT, MADE A HARD LANDING ON RUNWAY 03 AT THE HILO INTERNATIONAL AIRPORT, HILO, HAWAII. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE SOLO INSTRUCTIONAL FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE STUDENT PILOT WAS NOT INJURED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND IT ORIGINATED FROM HILO ABOUT 1015. IN PERTINENT PART, THE STUDENT PILOT REPORTED THAT DURING THE FIRST TOUCHDOWN SHE DECREASED THE ENGINE POWER TOO SOON FOR THE FLARE AND HESITATED TOO LONG. THEREAFTER, SHE SHOULD HAVE INCREASED ENGINE POWER BUT FORGOT WHAT TO DO. THE AIRPLANE TOUCHED DOWN TWO MORE TIMES, AND THE THIRD TIME WAS "HARDER THAN NECESSARY (AND) NOISES WERE HEARD." ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA) COORDINATOR, THE PILOT'S CERTIFIED INSTRUCTOR WITNESSED THE ACCIDENT. THE CFI REPORTED THAT THE AIRPLANE TOUCHED DOWN HARD DURING THE PILOT'S THIRD LANDING ON HER FIRST SOLO FLIGHT. THEREAFTER, THE AIRPLANE PORPOISED ABOUT THREE TIMES. THE AIRPLANE'S FIREWALL WAS FOUND BENT DURING A SUBSEQUENT INSPECTION. (-23) STUDENT PILOT WAS ON FIRST SUPERVISED SOLO FLIGHT. SHE MADE TWO NORMAL LANDINGS. ON THIRD LANDING THE AIRCRAFT BOUNCED AND PORPOISED. ON THIRD BOUNCE THE PROPELLER STRUCK THE GROUND RESULTING IN SUBSTANTIAL DAMAGE TO ENGINE, PROPELLER, AND AIRFRAME. ALL STUDENT PILOT RECORDS AND FLIGHT INSTRUCTOR RECORDS AND QUALIFICATIONS WERE IN ORDER. 20001007041969A (-23) PILOT STATED THAT AS HE STARTED A SOUTHEASTERLY TAKEOFF RUN, USING THE SOUTHEAST WATER LINE OF LAKE HOOD, THE AIRPLANE'S ACCELERATION SEEMED SLOWER THAN NORMAL DUE TO GLASSY WATER CONDITIONS. HE ALSO SAID THAT AS HE NEARED THE END OF THE WATER LANE, JUST BEFORE THE AIRPLANE BECAME AIRBORNE, HE ELECTED TO ABORT THE TAKEOFF RUN. HE SAID THAT AFTER HE CLOSED THE THROTTLE, THE AIRPLANE STAYED UP ON THE STOP LONGER THAT HE HAD ANTICIPATED, AND SUBSEQUENTLY STRUCK THE LAKESHORE, AND A MOORED AND UNOCCUPIED CE-185, N61473. (-23 ADDITIONAL NARRATIVE) PILOT IN COMMAND OF N9306C WAS CLEARED FOR A SOUTHEAST TAKEOFF FROM LAKE HOOD. WIND WAS REPORTED VARIABLE LESS THAN 4 KNOTS. PILOT IN COMMAND REPORTED THAT THE LAKE HAD GLASSY CONDITIONS AND WHEN THE AIRCRAFT WAS UP ON THE STEP, THE PILOT IN COMMAND ATTEMPTED TO BRING ONE FLOAT OUT OF THE WATER BUT THE AIRCRAFT DID NOT SEEM TO BE ACCELERATING AND FELT STUCK TO THE WATER. PILOT IN COMMAND DECIDED TO ABORT THE TAKEOFF. THERE WAS AN ORANGE MARKER CLOSING THE EAST-WEST WATERLANE AND THE PILOT IN COMMAND DECIDED TO TRY AND MAKE A RIGHT TURN TO AVOID THE SHORELINE. AIRCRAFT RAN UP ON SHORE AND STRUCK A PARKED CESSNA 185 WITH ITS PROPELLER. 20001008016539I (-23) ON OCTOBER 8, 2000, AT APPROX. 1330 HOURS, THE A/C WAS ROLLING TO A STOP AFTER LANDING WHEN A GUST OF WIND PICKED UP THE A/C CAUSING THE NOSE OF THE A/C TO GO INTO A DITCH. THE A/C SUSTAINED MINOR DAMAGE AND THERE WERE NO INJURIES TO THE PILOT. 20001008024539I (-23) AT CRUISE THE LEFT HYDRAULIC PRESSURE LOW WARNING LIGHT ILLUMINATED. 5 MIN LATER THE RIGHT HYDRAULIC PRESSURE LOW LIGHT ILLUMINATED. PRESSURE WENT TO ZERO. THE LANDING GEAR WAS EXTENDED WITH THE EMERGENCY EXTENSION SYSTEM. MAINTENANCE PERSONNEL FOUND THAT THE ENGINE DRIVE HYDRAULIC PUMP PRESSURE LINE ON BOTH ENGINES TO BE COVERED WITH FLUID. FURTHER INVESTIGATION FOUND THAT A BLEED AIR LINE THAT APPLIES PRESSURE TO THE HYDRAULIC RESERVOIR HAD BEEN DISCONNECTED AND CAPPED OFF. THIS RESULTED IN THE LOSS OF HEAD PRESSURE AT THE RESERVOIR, AND THE OVER PRESSURIZATION OF THE SYSTEM. 20001008031339A (-23) ON 10/08/00 AT APPROX. 0745 HOURS, DURING A SIGHTSEEING FLIGHT FROM INYOKERN AIRPORT, THE PILOT OF N52233, A HOT AIR BALLOON, WAS MAKING HIS SECOND TOUCH AND GO LANDING IN AN OPEN FIELD SOUTHEAST OF INYOKERN AIRPORT, WHEN A HARD LANDING IN AN UNEXPECTED GUST OF WIND RESULTED IN AN UPSET BASKET CAUSING INJURIES TO TOW OF ITS THREE OCCUPANTS.END. (.4) ON OCTOBER 8, 2000, ABOUT 0800 HOURS PACIFIC DAYLIGHT TIME, A GALAXY BALLOONS, INC., GALAXY 7, N52233, OWNED AND OPERATED BY THE PILOT, MADE A HARD LANDING ABOUT 5 MILES SOUTHEAST OF INYOKERN, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE AERIAL SIGHTSEEING FLIGHT. THE BALLOON SUSTAINED MINOR DAMAGE, AND THE COMMERCIAL CERTIFICATED PILOT WAS SERIOUSLY INJURED. ONE OF THE FARE-PAYING PASSENGERS RECEIVED A MINOR INJURY, AND ONE PASSENGER WAS NOT INJURED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM INYOKERN ABOUT 0715. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT ON TAKEOFF THE WIND WAS, AS FORECAST, BETWEEN 2 AND 4 MILES PER HOUR (MPH). DURING THE FLIGHT THE WIND DIRECTION CHANGED, AND ITS SPEED INCREASED. AFTER ABOUT 20 MINUTES OF FLIGHT, THE PILOT ATTEMPTED TO LAND BUT ABORTED THE ATTEMPT IN THE PREVAILING 5 TO 6 MPH WIND. THE PILOT REPORTED THAT HE THEN FLEW FOR ANOTHER 15 MINUTES AND LANDED IN A 12 MPH WIND. 20001008037369A (-23) ENGINE QUIT DURING CRUISE FLIGHT, PILOT MADE AN EMERGENCY LANDING IN A SOYBEAN FIELD. AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE DURING THE LANDING WITH NO INJURIES TO PERSONNEL ON BOARD THE AIRCRAFT. (.19) ON OCTOBER 8, 2000, AT 1545 EST, A CESSNA 182, N8907CX, WAS SUBSTANTIALLY DAMAGED DURING A FORCED ALNDING TO A FIELD NEAR NOBLESVILLE, INDIANA, FOLLOWING A LOSS OF ENGINE POWER. THE PILOT AND ONE PASSENGER WERE NOT INJURED. THE 14 CFR PART 91 PERSONAL FLIGHT HAD DEPARTED GRANDVIEW, MISSOURI, AT 1345 EDT ENROUTE TO THE WYANDAT COUNTY AIRPORT, UPPER SANDUSKY, OHIO. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. 20001008038049I (-23) AT 2245 LOCAL, A BELTLOADER, OPERATED BY WORLD WIDE SERVICES, STRUCK THE NUMBER ONE ENGINE OF A DELTA B737 AIRCRAFT, FLIGHT 2166, JUST AFTER IT PARKED. THERE WERE 39 PASSENGERS ON BOARD, BUT NO INJURIES, THE ENGINE SUFFERED MINOR DAMAGE. THE BELTLOADER WAS RUNNING AND IN GEAR, HOWEVER, THERE WAS NO DRIVER. 20001008041049A (-23)AIRCRAFT LANDED OF CENTERLINE, VEERED OFF RUNWAY ON LEFT MAIN GEAR; 40 FEET LEFT OF RUNWAY, APPLIED POWER AND REGAINED FLIGHT AT APPROXIMATELY 3 FEET ALTITUDE. HORIZONTAL STOL FENCE THEN IMPACTED CONCRETE STRUCTURE 3-4 FEET ABOVE GROUND LEVEL, AS WELL AT TAIL WHEEL. AIRCRAFT THEN BEGAN NOSE-DOWN FLIGHT, IMPACTING SURFACE APPROXIMATELY 150 FEET FROM TAIL STRIKE. ON IMPACT, ROLLED ONTO BACK OF AIRCRAFT. AIRCRAFT DESTROYED. ONE PILOT AND ONE PASSENGER SUFFERED MINOR INJURIES. 20001008041829A (-23) ON OCTOBER 8, 2000, ABOUT 1500 LCL TIME, A TUNDRA TIRE EQUIPPED PIPER PA-18 AIRPLANE, N4882P, SUSTAINED SUBSTANTIAL DAMAGE DURING TAKEOFF FROM AN UNIMPROVED SNOW-COVERED BENCH. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) COMMERCIAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE ATP CERTIFICATED PILOT AND THE SOLE PASSENGER WERE NOT INJURED. PILOT STATED THAT HE WAS DEPARTING FROM THE TOP OF A SMALL MOUNTAIN AND THE WIND PUSHED THE AIRCRAFT DOWN THE LEEWARD SIDE OF THE MOUNTAIN. THE AIRCRAFT'S RIGHT WHEEL CONTACTED THE GROUND AND THE AIRCRAFT WAS PUSHED OFF THE BENCH BY THE WIND. THE AIRCRAFT SUSTAINED DAMAGE ON BOTH WINGS AND A PROP STRIKE WITH FULL POWER. 20001009015579A (-23) N941FE IMPACTED TREES IN INVERTED FLIGHT ON THE NORTHWEST END OF LUMMI ISLAND IN WASHINGTON STATE. THE A/C WAS BEING OPERATED UNDER VISUAL FLIGHT RULES FROM THE BELLINGTON WASHINGTON AIRPORT TO THE ORCAS ISLAND AIRPORT. WITNESSES ON LUMMI ISLAND STATED THAT FOG, LOW CLOUDS, AND POOR VISIBILITIES PREVAILED AT THE TIME OF THE QCCIDENT. AT APPROX. 0945 LOCAL TIME, A FEDERAL EXPRESS CARAVAN WAS OBSERVED FLYING AT A LOW ALTUTUDE (BETWEEN 50 AND 100 FEET) ABOVE THE WATER IN A NW'LY DIRECTION ALONG THE NORTHERN SHORELINE OF LUMMI ISLAND. THIS A/C WAS SUBSEQUENTLY OBSERVED TURNING INLAND TOWARDS RISING TERRAIN. APPROX. 3 FEET OF THE OUTBOARD SECTION OF THE LEFT WING WAS NOT RECOVERED AT THE ACCIDENT SITE, AND TO DATE HAS NOT BEEN ACCOUNTED FOR. A 29 INCH SECTION OF THE LEFT HORIZONTAL STABILIZER WAS LATER RECOVERED AT THE CREST OF A HILL APPROX. 1300 FEET NE OF THE ACCIDENT SITE, ALONG WITH THE SEVERED TOP 10 FEET OF A CEDAR TREE. 20001009015719A (-23) THE PILOT CONTACTED THE DVT TOWER FOR LANDING AND WAS ASKED TO REMAIN OUTSIDE THE CLASS 'D' AIRSPACE. AFTER ABOUT 5 MINUTES, THE A/C WAS CLEARED TO PROCEED STRAIGHT INTO RUNWAY 7L. WHILE ON FINAL APPROACH, THE PILOT REPORTED A LOSS OF POWER TO THE TOWER. THE A/C WAS CLEARED TO LAND ON THE CLOSEST RUNWAY, RUNWAY 07R. A/C WAS UNABLE TO GLIDE TO THE RUNWAY AND COLLIDED WITH GROUND OBSTACLES DURING A FORCED LANDING ABOUT ONE MILE SHORT OF THE RUNWAY. THE A/C'S LEFT FLAP, ABOUT ONE FOOT OUTBOARD OF THE WING ROOT, HIT A POWER POLE AND WIRES. THE LEFT MAIN WHEEL WAS SEPARATED FROM THE A/C POSSIBLY BY STRIKING POWER LINES. THE A/C BURNED EXTENSIVELY AFTER IMPACT. AT THIS TIME, NO CASUAL FACTORS ARE KNOWN. 20001009016709I (-23) INVESTIGATION REVEALS PILOT LANDED GEAR UP. RETRACT TEST CONDUCTED AT TLH. GEAR WORKING SATISFACTORY. INSPECTOR^PRIVAC^PRESENT WITH MAINTENANCE MANAGER^PRIVACY DAT^OF AERO ASSOCIATES, TALLAHASSEE, FL. 20001009030629I (-23) PILOT DEPARTED CMI, VFR TO ARR-UPON APPROACH TO ARR AND BEFORE LANDING, THE LANDING GEAR SWITCH WAS NOT PUT IN THE DOWN POSITION AND A GEAR UP LANDING RESULTED. 20001009030859I (-23)WHILE MAKING A "WHEEL-LANDING" THE LEFT MAIN LANDING GEAR SUPPORT TUBE FAILED CAUSING AIRCRAFT TO SETTLE ON ITS LEFT SIDE. THE PILOT HAD MAKING MULTIPLE PRACTICE TAKEOFFS AND LANDINGS. THE FAILURE OCCURRED ON HIS THIRD LANDING. POST-INCIDENT INSPECTION REVEALED A CRACK HAD DEVELOPED WHICH WAS IN A DIFFICULT POSITION TO DETECT VISIBLY DURING ROUTINE PREFLIGHT INSPECTION. 20001009031119I (-23) NWA FLIGHT 50, COTOBER 09, 2000, DETROIT TO CHARLES DEGAULLE (LFPG) HAD NUMBER 2 AUTO PILOT PITCH MALFUNCTION WHILE DESCENDING THROUGH FL240 TO FL220. SIX PASSENGERS INJURED, 3 SERIOUS, 3 MINOR, 8 OF 9 FLIGHT ATTENDANTS INJURED, 2 SERIOUS. CONTROL WHEEL STEERING SENT TO BOEING FOR FURTHER ANALYSIS. INCIDENT REPORT REQUESTED BY AAI-100. 20001009037899I (-23) ON LANDING 3 DEER CROSSED RUNWAY. AIRPLANE HIT AND KILLED MIDDLE DEER. AIRCRAFT GOING SLOW AND ENGINES WERE AT AN IDLE. NO APPARENT DAMAGE TO PROP, ENGINE DID NOT STOP. 20001009039269A (-23) WHILE LANDING (CROSSWIND) GUST APPROX. 30 KNOTS ON RUNWAY 33. A/C LIFTED AND SKID OFF. A/C FLIPPED AFTER HITTING BARRIERS AND WINDSOCK. 20001010015529A (-23) PILOT WAS OPERATING THE HELI WITH AN EXTERNAL LOAD FOR A SEISMAGRAPHIC/GEOPHYSICAL OPERATION. AT APPROX. 90 FEET ABOVE THE GROUND THE ENGINE FAILED. THE HELI WAS DESTROYED AFTER HITTING THE GROUND AND ROLLING DOWN A HILL. 20001010015649A (-23) ON OCTOBER 10, 2000, AT APPROX. 1525 CDT, A PIPER PA-23-160 TWIN ENGINE AIRPLANE, N3390P, WAS DESTROYED DURING LANDING FOLLOWING REPORTED LOSS OF ENGINE POWER ON THE LEFT ENGINE, APPROX. 14 MILES EAST OF COTULLA, TX (COT). THE A/C IS REGISTERED TO TRACY ARNOLD OF DALLAS, TEXAS AND OPERATED BY MESQUITE FLIGHT CENTER, MESQUITE, TEXAS. THE COMMERCIAL FLIGHT INSTRUCTOR WAS SERIOUSLY INJURED AND THE PASSENGER WAS FATALLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) PREVAILED. AN IFR FLIGHT PLAN FROM HEBBRONVILLE, TEXAS, TO SAN ANTONIO, STINSON FIELD, TEXAS (SSF) WAS REQUESTED THROUGH THE SAN ANGELO AFSS (SJT) FROM HOUSTON ARTC CENTER, AND DELIVERED AT APPROX. 1357 LOCAL. THE AIRPLANE WAS BEING OPERATED UNDER 14 CFR PART 91. THE FLIGHT ORIGINATED FROM HEBBRONVILLE, TEXAS AT APPROX. 1417 LOCAL. THERE WAS NO MID-AIR COLLISION (NMAC), NO IN-FLIGHT OR POST-CRASH FIRE, AND THERE WAS NO COLLATERAL PROPERTY DAMAGE. (.4) DURING THE DAY CROSS-COUNTRY FLIGHT IN INSTRUMENT METEOROLOGICAL CONDITIONS (IMC), THE PILOT REPORTED A LOSS OF LEFT ENGINE POWER AND THEN REPORTED HE WAS UNABLE TO MAINTAIN ALTITUDE. THE CONTROLLER PROVIDED THE PILOT WITH A VECTOR TO THE NEAREST AIRPORT. THE PILOT DESCENDED THE AIRPLANE, REPORTED HE WAS IN VISUAL METEOROLOGICAL CONDITIONS, AND REPORTED THE AIRPORT IN SIGHT. THERE WERE NO FURTHER TRANSMISSIONS FROM THE PILOT. THE INITIAL GROUND SCAR MEASUREMENTS AT THE ACCIDENT SITE WERE CONSISTENT WITH THE LENGTH OF THE RIGHT WING, THE RIGHT ENGINE COWLING, AND THE NOSE OF THE AIRPLANE. THE RIGHT WING LEADING EDGE AND THE NOSE WERE CRUSHED AFT, UPWARD, AND TO THE RIGHT. THE PILOT HAD LOGGED A TOTAL OF 24 HOURS IN ACTUAL IMC, OF WHICH 3.9 HOURS (.8-HOUR IN THE MAKE AND MODEL OF THE ACCIDENT AIRPLANE) WERE DURING THE 30 DAYS PRIOR TO THE ACCIDENT. A MAINTENANCE ENTRY STATED IN PART: "DISCONNECTED AUX FUEL CELLS AND CAPPED AND PLUGGED LINES, FASTENED FUEL COVERS FOR AUX TANKS DOWN AND PLACARDED "DO NOT FILL AUX TANKS" PLACARDED FUEL CONSOLE "AUX FUEL NOT AVAILABLE." EXAMINATION OF THE AIRPLANE CONFIRMED THE AUX TANKS WERE UNUSABLE. THE MAIN FUEL TANK CAPACITY WAS 72 GALLONS TOTAL. THE INTEGRITY OF THE FUEL SYSTEM WAS NOT COMPROMISED, CONTINUITY WAS CONFIRMED FROM THE MAIN FUEL TANKS TO THE RESPECTIVE ENGINES, AND NO DISCREPANCIES WERE FOUND THAT WOULD HAVE PRECLUDED OPERATION OF THE SYSTEM PRIOR TO THE ACCIDENT. AN ESTIMATED 2 OUNCES OF BLUE COLORED FUEL WAS FOUND IN THE LEFT MAIN FUEL SUMP. FIVE AND ONE-HALF QUARTS OF BLUE COLORED FUEL WERE DRAINED FROM THE RIGHT MAIN FUEL TANK. BY ROTATING THE CRANKSHAFT MANUALLY, CONTINUITY WAS CONFIRMED FROM THE CRANKSHAFT FLANGE TO THE REAR ACCESSORY CASE GEARS, AND THUMB COMPRESSION WAS OBTAINED ON ALL THE CYLINDERS ON BOTH ENGINES. BOTH LEFT PROPELLER BLADES WERE FOUND AGAINST THE STOP LOCKS (NON-FEATHER POSITION), AND THE BLADES EXHIBITED NO PHYSICAL EVIDENCE OF ROTATION. A TEST RUN WAS CONDUCTED FOR THE LEFT ENGINE, AND NO DISCREPANCIES WERE FOUND THAT WOULD INDICATE THE ENGINE WAS INCAPABLE OF PRODUCING POWER PRIOR TO THE IMPACT. 20001010015849A (-23) 135 OPERATOR, DURANGO FLYING SERVICE, CE-R182, DEPARTED DURANGO, CO. UNDER IFR CONDITIONS, VFR FLIGHT PLAN TO ALBUQUERQUE, NM, WITH TWO STOPS ENROUTE, FARMINGTON, NM AND GALLUP, NM. FLIGHT DEPARTED GALLUP, NM FOR ALBUQUERQUE, NM. CONDITIONS IFR, FLIGHT PLAN VFR, COLLIDED WITH MT. TAYLOR AT APPROX. 10,700 FT. CURRENTLY UNDER INVESTIGATION. (.4) HISTORY OF FLIGHT: ON OCTOBER 10, 2000, AT APPROXIMATELY 1925 MOUNTAIN DAYLIGHT TIME, A CESSNA R-182, N182BG, WAS DESTROYED WHEN IT COLLIDED WITHTERRAIN NEAR GRANTS, NEW MEXICO. THE INSTRUMENT RATED COMMERCIAL PILOT, THE SOLE OCCUPANT IN THE AIRPLANE, WAS FATALLY INJURED. THE AIRCRAFT WAS BEING OPERATED BY DURANGO AIR SERVICES, INC., DURANGO, COLORADO, AS A NON-SCHEDULED DOMESTIC CARGO FLIGHT UNDER TITLE 14 CFR PART 135. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) PREVAILED AT THE ACCIDENT SITE, AT THE TIME OF THE ACCIDENT. A VFR FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT WHICH ORIGINATED FROM GALLUP, NEW MEXICO, APPROXIMATELY 25 MINUTES BEFORE THE ACCIDENT. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA) ALBUQUERQUE AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) RADAR, THE AIRPLANE DEPARTED DURANGO, COLORADO, AT 0420 ON THE MORNING OF THE ACCIDENT. THE PILOT REPORTED, IN A JOURNAL FOUND IN THE AIRPLANE, THAT HE HAD FILED AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN FOR ALBUQUERQUE, AND TERMINATED THE FLIGHT BY FLYING AN INSTRUMENT-LANDING-SYSTEM (ILS) APPROACH TO A FULL STOP AT APPROXIMATELY 0530. THE AIRPLANE DEPARTED ALBUQUERQUE FOR FARMINGTON AT 1205, ARRIVING AT APPROXIMATELY 1305. THE PILOT THEN FLEW TO DURANGO TO HAVE THE ENGINE OIL CHANGED AND TO REFUEL. THE PILOT FURTHER REPORTED IN THE JOURNAL THAT HE WAS FLYING ON A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN, BUT DOCUMENTED THAT BAD WEATHER HAD FORCED HIM TO FLY IN AND OUT OF INSTRUMENT METEOROLOGICAL CONDITIONS (IMC). HE STATED THAT THERE WERE "LOW CLOUDS, RAIN, AND REDUCED VISIBILITY" ALONG HIS FLIGHT PATH. THE PILOT LEFT DURANGO AT AN UNDETERMINED TIME, AND FLEW TO FARMINGTON, AND THEN TO GALLUP. HE LEFT GALLUP AT APPROXIMATELY 1900 AND CLIMBED TO 9,500 FEET MEAN SEAL LEVEL (MSL) WHERE HE CRUISED FOR APPROXIMATELY 15 MINUTES. RADAR INDICATES THAT AT 1924:07, THE AIRPLANE STARTED TO CLIMB AT 418 FEET PER MINUTE UNTIL THE LAST RADAR RETURN AT 1725:43 (10,400 FEET). AN EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNAL WAS RECEIVED ON MOUNT TAYLOR; A RESCUE TEAM LOCATED THE DOWNED AIRCRAFT THE FOLLOWING DAY. 20001010017269A (-23) A/C DEPARTED RWY 11 FROM BARRY HILL AIRPORT, STOCKBRIDGE, GA. UPON REACHING 1500 FEET THE ENGINE QUIT. OFF AIRPORT LANDING MADE A/C FLIPPED OVER. POST ACCIDENT INVESTIGATION REVEALED FUEL TANK PAINT CODING WAS PRESENT IN THE FUEL LINES AND CARBURETOR. 20001010018969A (-23)THESE FLIGHTS WERE MAINTENANCE TEST FLIGHTS. DURING THE THIRD AUTO-ROTATION OF N233RS, WHEN THE COLLECTIVE WAS DROPPED. THE ENGINE THROTTLE ROLLED OFF TOO FAR. THIS REQUIRED THE PILOT TO ADVANCE THE THROTTLE TO INCREASE POWER AVAIL. BEFORE HE COULD PULL COLLECTIVE TO TERMINATE THE AUTO-ROTATION. POWER WAS OBTAINED AT TOO LOW AN ALTITUDE CAUSING THE A/C TO CONTACT THE GROUND WITH A HIGHER THAN NORMAL VERTICAL DESCENT. 20001010019299I (-23) DURING A VISUAL APPROACH TO RWY 23 AT THE MORRISTOWN AIRPORT (KMMU), THE A/C EXPERIENCED A FLAP ASYMMETRY INDICATION WHEN FLIGHT CREW ATTEMPTED TO LOWER FLAPS. WHILE ON FINAL APPROACH, THE FLIGHTCREW FORGOT TO EXTEND LANDING GEAR. A/C SCRAPED THE RUNWAY. FLIGHTCREW INITIATED A "GO-AROUND" RE-ENTERED THE TRAFFIC PATTERN, EXTENDED LANDING GEAR, AND LANDED ON RUNWAY 23 WITHOUT FURTHER INCIDENT. INSPECTION OF A/C REVEALED LOWER FUSELAGE DAMAGE.^PRIVACY DATA OMITTED^ 20001010026639I (-23)NARRATIVE CE132001B0046 20001010029949I (-23)THE AIRCRAFT WAS ENROUTE FROM JOHN-WAYNE/ORANGE COUNTY TO PORTERVILLE, CA. DURING CLIMB, AT ABOUT 5,000 FT. THE PILOT HEARD A LOUD NOISE WHICH CAME FROM THE ENGINE. SHORTLY THEREAFTER, THE PROPELLER SEIZED AND OIL BEGAN RAPIDLY SEEPING FROM THE COWLING AREA. THE PILOT EXECUTED AN EMERGENCY LANDING AT LONG BEACH DAUGHERTY FIELD WITHOUT INCIDENT. THERE WAS NO DAMAGE TO THE AIRCRAFT AND ON INJURIES TO THE 3 PASSENGERS. INVESTIGATION REVEALED THAT CATASTROPHIC ENGINE FAILURE OCCURRED. 20001010031599I (-23)THE PILOT, ^PRIVACY DATA^, STATED HE WAS 12 MILES WEST OF OGDEN, UT, WHEN HIS AIRCRAFT EXPERIENCED A ROUGH RUNNING ENGINE. HE MADE A PRECAUTIONARY LANDING ON A DIRT ROAD. THE MECHANIC THAT EXAMINED AND REPAIRED THE AIRCRAFT, SAID HE FOUND A SMALL BOLT IN THE #1 CYLINDER. HE FURTHER STATED HE COULD NOT FIND ANY MISSING BOLTS AROUND THE ENGINE, AND THAT HE FELT SOMEONE HAD SABOTAGED THE AIRCRAFT BY PLACING THE BOLT IN THE ENGINE INTAKE. THE PILOT STATED HE DID NOT FEEL THAT SABOTAGE WAS THE CAUSE, AND HE FURTHER STATED THAT THE AIRCRAFT HAD UNDERGONE AN ANNUAL INSPECTION 2.5 FLIGHT HOURS PRIOR TO THE INCIDENT. THE MECHANIC THAT EXAMINED THE AIRCRAFT AND FOUND THE BOLT WAS THE SAME MECHANIC THAT PERFORMED THE ANNUAL INSPECTION. 20001010033989A ON OCTOBER 10, 2000, APPROX. 1230 CDT, A CESSNA 401A, A TWIN-ENGINE AIR PLANE, N800SS, WAS SUBSTANTIALLY DAMAGED DURING A HARD LANDING NEAR ANDREWS, TEXAS. THE STUDENT PILOT, SOLE OCCUPANT OF THE AIRPLANE, SUSTAINED SERIOUS INJURIES. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT. VISUAL METEOROLICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGUALTION PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIOGINATED FROM EL PASO, TEXAS, AT 1015 MDT, WITH A PLANNED DESTINATION OF FLORIDA. DURING A PERSONAL INTERVIEW CONDUCTED BY THE FAA INSPECTOR, THE STUDENT PILOT (STUDENT CERTIFICATE ISSUED JANUARY 29, 1997) STATED HE RECEIVED 77.9 GALLONS OF FUEL IN EL PASO, TEXAS, BUT DID NOT VISUALLY CHECK THE FUEL TANKS AFTER REFUELING. ACCORDING TO A FUEL LOG FROM CUTTER AVIATION OF EL PASO, TEXAS, THE PILOT REQUESTED THAT "ALL FOUR TANKS BE TOPPED OFF". THE FUEL TRUCK LOG INDICATED THAT 77.9 GALLONS OF 100LL FUEL WERE ADDED TO THE ACCIDENT A/C ON OCTOBVER 9, 2000. ACCORDING TO WITNESS STATEMENTS, THE AIRPLANE WAS OBSERVED ON A "TIGHT" RIGHT BASE "LOW APPROACH" TO RUNWAY 33 AT ANDREWS COUNTY AIRPORT. (ANDREWS COUNTY AIRPORT IS LOCATED APPROX. 190 NAUTI CAL MILES NORTHEAST OF EL PASO, TEXAS.) APPROX. ONE-QUARTER MILE EAST OF THE RUNWAY, THE AIRPLANE WAS OBSERVED IN A "SHARP 90 DEGREE TURN (RIGHT TURN)NORTH AND (A) RAPID DESCENT TO THE RUNWAY. APPROX. 20 FEET AGL, THE NOSE OF THE AIRPLANE STARTED TO PITCH UP AND DOWN, AND THE AIRPLANE FELL TO THE RUNWAY. ONE WITNESS ADDED HE DID NOT RECALL HEARING ANY ENGINE NOISE, AND ANOTHER WITNESS REPORTED HEARING THE ENGINES "SEEM TO QUIT". A WITNESS OF THE ACCIDENT SITE RECALLED THE PILOT STATING THAT HE "LOST HIS ENGINES" AND THAT HE "HIT REALLY HARD". ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE INITIAL GROUND SCAR ON RUNWAY 33 WAS CONSISTENT WITH IMPACT OF THE RIGHT WING FUEL TIP TANK, WHICH SEPARATED AND EXPLODED. THE SKID MARKS WERE OBSERVED ALONG THE LENGTH OF THE RUNWAY UP TO WHERE THE AIRPLANE CAME TO REST BETWEEN RUNWAY 33 AND A TAXIWAY. THE LEFT MAIN LANDING GEAR AND NOSE LANDING GEAR WERE FOUND COLLAPSED. TEH LEFT WING TIP FUEL TANK WAS COMPROMISED. BOTH AUXILLARY FUEL TANKS WERE FOUND EMPTY. BOTH FUEL SELECTOR VALVES WERE FOUND IN THE AUXILLARY TANK POSITION. THE MIXTURE CONTROLS WERE OBSERVED IN A MIDRANGE POSITION. THE AIRPLANE DID NOT RECEIVED POST-CRASH FIRE DAMAGE. THE PILOT REPORTED TO THE FAA INSPECTOR THAT THE "ENGINE QUIT" DURING LANDING WHEN THE MIXTURE CONTROLS WERE BROUGHT FORWARD TO THE RICH POSITION. AFTER BEING NOTIFIED BY THE FAA INSPECTOR THAT THE AUXILLARY FUEL TANKS WERE EMPTY AND BOTH FUEL CONTROL VALVES WERE FOUND IN THE AUXILLARY TANK POSITION, THE PILOT STATED THE A/C HAD BEEN SABOTAGED. ON OCTOBER 12, 2000, TWO ADDITIONAL FAA ISNPECTORS EXAMINED THE AIRPLANE FOR EVIDENCE OF SABOTAGE. THE INSPECTION REVEALED NO EVIDENCE OF SABOTAGE TO THE A/C, A/C ENGINES, AND/OR FUEL SUPPLY. NUMEROUS ATTEMPTS BY THE NTSB TO CONTACT THE PILOT WERE UNSUCCESSFUL. CERTIFIED MAIL WAS UNCLAIMED BY THE PILOT, AND HE WAS NOT AVAILABLE AT THE LISTED TELEPHONE NUMBERS. (-23)DURING THE LANDING SEQUENCE FOR RUNWAY 33, THE AIRCRAFT WAS WITNESSED MAKING A LOW AND TIGHT RIGHT TURN TO FINAL. THE AIRCRAFT WAS OBSERVED ON A RAPID DESCENT, PITCHING UP AND DOWN. AT APPROXIMATELY 20 FEET ABOVE THE RUNWAY, THE AIRCRAFT ON A RIGHT BANK SUDDENLY FELL DUE TO AN APPARENT STALLED CONDITION. DURING THE RESULTING HARD LANDING, THE RIGHT MAIN WINGTIP FUEL TANK STRUCK THE RUNWAY, RUPTURED, EXPLODED, AND BECAME DETACHED FROM THE WING. THE FUEL SPILL FROM THE RUPTURED RIGHT MAIN TANK CREATED A FIRE THAT IGNITED AND BURNED ON THE RUNWAY SURFACE. THE NOSE AND LEFT MAIN GEAR COLLAPSED AND THE AIRCRAFT SKIDDED OFF THE RUNWAY, AND CAME TO REST BETWEEN THE RUNWAY AND AN ADJACENT TAXIWAY. NO ADDITIONAL POST CRASH FIRE RESULTED. THE PILOT AND SOLE OCCUPANT RECEIVED MINOR BACK INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILE 20001010039279A (-23) PILOT ATTEMPTED A LANDING ON GRASS RUNWAY. LANDING TECHNIQUE CAUSED OVERLOAD OF NOSE GEAR DRAG BRACE AND SUBSEQUENT FAILURE. NOSE GEAR PARTIALLY RETRACTED. THIS CAUSED THE LOSS OF NOSE WHEEL STEERING. A/C MADE A UNCOMMANDED RIGHT TURN, RAN OFF THE RIGHT SIDE OF RUNWAY INTO TREE LINE. (.4) ON OCTOBER 10, 2000, ABOUT 1400 EASTERN DAYLIGHT TIME, A BEECH BE-23-B24R, N68HW, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE F.U.M.A. AIRPORT, FORK UNION, VIRGINIA. THE CERTIFICATED PRIVATE PILOT AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE WAS LANDING ON RUNWAY 34, A 3,575-FOOT LONG, 100 FOOT WIDE, GRASS STRIP. HE STATED THAT, WHILE FLARING, "WHEN YOU DROP THE NOSE, THE RUNWAY IS HIGHER THAN NORMAL." THE AIRPLANE TOUCHED DOWN ON ITS MAIN LANDING GEAR PRIOR TO A DIRT ROAD THAT CROSSED THE RUNWAY, FOLLOWED BY THE NOSE GEAR TOUCHING DOWN ABOUT 18 FEET FARTHER. THE PILOT FELT THE NOSE GEAR FAIL AND ATTEMPTED TO KEEP THE NOSE OF THE AIRPLANE OFF THE GROUND. THE AIRPLANE THEN VEERED TO THE RIGHT, IMPACTED A TREE AND CAME TO REST IN A WOODED ARE A. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED FRACTURED PIECES OF THE NOSE WHEEL ASSEMBLY, WHICH WERE FOUND ON THE GROUND PRIOR TO THE DIRT ROAD THAT CROSSED THE RUNWAY. THE INSPECTOR DID NOT OBSERVE ANY BEACH MARKS, FRACTURE LINES, CORROSION, OR PROGRESSIVE SCORING ON THE FRACTURE SURFACES. THE INSPECTOR ADDED THAT THE FRACTURE SURFACES WERE "CLEAN, TYPICAL OF OVERLOAD FAILURE." THE INSPECTOR ADDITIONALLY STATED THAT THE RUNWAY HAD A DOWN-SLOPING CROWN ON BOTH ENDS OF THE RUNWAY. THE PILOT DID NOT REPORT ANY PREVIOUS PROBLEMS WITH THE NOSE GEAR AND THAT THE TURF WAS IN GOOD CONDITION. THE PILOT SAID HE HAD LANDED THE AIRPLANE ON GRASS STRIPS "MANY TIMES" IN THE PAST. THE WINDS REPORTED AT A NEARBY AIRPORT WERE FROM 290 DEGREES AT 5 KNOTS. 20001010039649I (-23)OCT 10, 2000 AT 1215 PDT PILATUS N555EW WAS TAXING ON THE RAMP AT VGT-NORTH LAS VEGAS, NV AND WHILE FOLLOWING THE YELLOW TAXI STRIP ON THE RAMP, THE LEFT WINGTIP OF THE PILATUS STRUCK THE TAIL OF A PARKED CESSNA CITATION N1NL. DAMAGE WAS MINOR AND ^PRIVACY DATA ^ OF NTSB DETERMINED THIS TO BE A GROUND INCIDENT. 20001010041569A (-23) THE EXPERIMENTAL AIRCRAFT WAS TAKING OFF ON RUNWAY 19 RIGHT AT WICHITA MID-CONTINENT AIRPORT. WITNESSES STATED THAT JUST AFTER ROTATION, THE AIRCRAFT BANKED LEFT, THEN RIGHT TO NEAR 90 DEGREES BANK ATTITUDE. THE AIRCRAFT THEN STRUCK THE GROUND, RIGHT WINGTIP FIRST. THERE WAS A FIREBALL UPON GROUND CONTACT. THE AIRCRAFT WAS DESTROYED. THE PILOT AND FLIGHT TEST ENGINEER WERE FATALLY INJURED, AND THE CO PILOT RECEIVED CRITICAL INJURIES. 20001010042739A (-23) ON OCTOBER 10, 2000, AT 0140 EDT, A BEECH E18S, N2067C, REGISTERED TO NORTHERN AIRMOTIVE CORP. CRASHED AFTER TAKE-OFF FROM WASHINGTON COURT HOUSE AIRPORT (I23), OHIO. VFR CONDITIONS PREVAILED. NO VFR FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED AND THE ATP RATED PILOT RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED AT WASHINGTON COURT HOUSE AIRPORT, OHIO ON OCTOBER 10, 2000 AT 0138 EDT. 20001011013739A (-23) DURING INITIAL PRIVATE GLIDER PILOT CERTIFICATION EVALUATION (SECOND ATTEMPT), STUDENT PILOT OVERSHOT THE INTENDED LANDING AREA. FAA INSPECTOR TOOK CONTROL OF THE A/C AWAY FROM THE STUDENT PILOT AT APPROX. SIXTY FEET AGL. WHILE ATTEMPTING TO MANEUVER THE ACFT TO A SAFE TOUCH-DOWN AREA, RIGHT WING TIP CAME IN CONTACT WITH THE GROUND PRIOR TO ANTICIPATION. A/C TRAVELED ANOTHER APPROX. FIFTY YARDS AND CAME TO REST WITH NO INJRIES TO OCCUPANTS. APPEARS TO HAVE STRUCTURAL DAMAGE TO LEFT WING WITH OIL CANNING OF THE SKIN. RIGHT OUTER WING GEAR WAS TORN OUT LEAVING A HOLE OF APPROX. EIGHT INCHES AND DAMAGING THREE RIBS. AFT LOWER RIGHT FUSELAGE RECEIVED STRUCTURAL DAMAGE TO STINGER AND SKIN AND OTHER STRUCTURAL DAMAGE TO THE SURFACE OF THE FUSELAGE. ADDITIONALLY, AFT TAIL WHEEL WAS TORN FROM A/C. 20001011015909A (-23) WHILE ON APPROACH TO LANDING ON RUNWAY 22, JUST PRIOR TO TOUCHDOWN, THE PILOT'S RIGHT RUDDER PEDAL BROKE OFF CONTROL TUBE CAUSING PILOT TO ADD FULL LEFT RUDDER. LEFT WINGTIP HIT RUNWAY CAUSING A/C TO CARTWHEEL. A/C CAME TO REST APPROX. 75' SE OF RUNWAY 22 IN AN UPRIGHT POSITION. PILOT RECEIVED SMALL BUMP ON HIS HEAD. THERE WERE NO OTHER INJURIES. PILOT WAS SOLE OCCUPANT OF A/C. INVESTIGATION REVEALED THE PILOT'S RIGHT RUDDER PEDAL HAD BROKEN AT THE WELDS CONNECTING IT TO THE RUDDER CONTROL TUBE. 20001011019479I (-23) THE LEFT RUDDER CONTROL SPRING ATTACHED TO THE TAILWHEEL BROKE, LEAVING THE PILOT WITHOUT RUDDER CONTROL AND TAILWHEEL CONTROL. 20001011023459A (.4)ACCORDING TO THE PILOT, UPON LANDING ON THE DRY GRASS/TURF RUNWAY 13, DESPITE ATTEMPTS TO STOP, THE AIRPLANE CONTINUED TO ROLL PAST THE RUNWAY THRESHOLD, APPROACHING THE DITCH ABEAM THE RUNWAY. RIGHT RUDDER WAS APPLIED UNSUCCESSFULLY TO AVOID THE DITCH, AND THE AIRPLANE RAN OFF OF THE RUNWAY INTO THE DITCH AND NOSED OVER. EXAMINATION OF THE WRECKAGE REVEALED NO FAULTS OR FAILURES ASSOCIATED WITH THE AIRPLANE'S BRAKING SYSTEM. TIRE MARKS WERE FOUND NEAR THE END OF THE RUNWAY WHERE THE AIRPLANE HAD TOUCHED DOWN. THE TIRE MARKS CONTINUED OFF THE END OF THE GRASS RUNWAY INTO THE DITCH WHERE THE AIRPLANE NOSED OVER. NO MECHANICAL PROBLEMS WERE DISCOVERED DURING THE EXAMINATION OF THE AIRPLANE. (-23) AIRMAN LANDED LONG AND WENT INTO DITCH AT THE END OF RUNWAY. A/C FLIPPED ONTO ITS BACK. 20001011026529I (-23)UNITED AITLINES FLIGHT 178, AN AIRBUS A-320-232, ON A FLIGHT FROM LOS ANGELES, CA, TO BOSTON, MA, DIVERTED INTO OMAHA, NE, AFTER THE NUMBER TWO ENGINE FAILED AT FLIGHT LEVEL 370. THE CREW NOTICED A THRUST LOSS, A YAW, AND RECEIVED A NUMBER TWO ENGINE FAIL ECAM MESSAGE. ALL READINGS WERE IN THE GREEN EXCEPT THE OIL PSI WHICH WAS AT ZERO. CONTRACT MAINTENANCE FOUND A HOLE IN THE CRANKCASE AT THE SIX O'CLOCK POSITION. COMPANY MECHANICS CHANGED THE ENGINE. THE ENGINE WAS SHIPPED TO THE FACTORY IN FRANCE FOR TEARDOWN. 20001011031479I (-23)DURING CLIMB POWER SET THE RIGHT ENGINE SPEED DETERIORATED TO BELOW 1000 RPM, WITH THE ITT INCREASING. THE ENGINE WAS SHUT DOWN AND THE PROPELLER FEATHERED. THE CREW DECLARED AN EMERGENCY AND RETURNED TO KANSAS CITY INTERNATIONAL (MCI). THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE DETERMINED A FAULTY BETA CABLE CAUSED THE UNCOMMANDED ENGINE DECELERATION. 20001011041919A (-23) ON OCTOBER 11, 2000, AT OR ABOUT 1100ADT, A WHEEL EQUIPPED PIPER PA-18-18, N7174K REGISTERED TO AND PILOTED BY FRANK A. DINELLO, PARKED THE AIRCRAFT AFTER LANDING ON A REMOTE AIRSTRIP 35 MILES TO THE WEST OF ILIAMNA, ALASKA. WITH THEN ENGINE SHUT OFF, AND BEFORE HE WAS ABLE TO EXIT THE COCKPIT THE AIRCRAFT BOUNCED BY THE GUSTY WINDS AND STOOD ON ITS WINGTIP AND FLIPPED OVER ON ITS BACK DAMAGING THE RUDDER BALANCE, BENDING ONE FRONT STRUT, AND BENDING THE PROP ABOUT 20 DEGREES ON ONE BLADE ONLY. 20001011043839A (-23) AIRCRAFT EXPERIENCED ROUGH ENGINE OPERATION AS STATED BY PILOT JUST AFTER LEAVING PNE AIRSPACE. ENGINE RPM BEGAN DECREASING AND AIRCRAFT BEGAN A SLOW DESCENT. PILOT STATED HE WAS UNABLE TO MAINTAIN ALTITUDE. HE THEN CONTACTED PNE AIRPORT AND STATED HE WAS INBOUND WITH MECHANICAL DIFFICULTIES. UNABLE TO MAKE AIRPORT PILOT DECIDED TO LAND IN A VACANT PARK. PILOT STATED THAT THE ENGINE HAD MADE A LOUD POPPING NOISE PRIOR TO LANDING AND THE PROP STOPPED ROTATING. THE AIRCRAFT TOUCHED DOWN AT APPROXIMATELY 396 FT. PRIOR TO IMPACTING A TREE WITH HIS LEFT WINGTIP AND STRIKING A LARGE WROUGHT IRON FENCE WHERE AIRCRAFT CAME TO REST AT ABOUT A 30 DEGREE INCLINE ON FENCE POSTS. THERE WAS SUBSTANTIAL DAMAGE TO THE AIRCRAFT. BOTH WINGS WERE SEPARATED FROM THE FUSELAGE, LEFT WING SHEARED SPAR. PROP SPINNER AND HUB WERE SEVERELY DAMAGED, PROP BLADES HAD MINOR SCORING FROM FENCE. UPPER AND LOWER COWLING HAD SUBSTANTIAL DAMAGE. RIGHT UPPER ENGINE MOUNT WAS BENT AND FIREWALL DAMAGE. NO OIL REGISTERED ON DIP STICK. BELLY OF AIRCRAFT WAS STREAKED IN OIL TO TAIL. 20001012014749A (-23) PILOT REPORTED THAT APPROX. ONE (1) OR TWO (2) MIN AFTER TAKEOFF, THE ENGINE LOST POWER. THE FUEL PRESSURE WAS NOTED TO BE ZERO (0). THE FUEL BOOST PUMP WAS TURNED ON, CAUSING A MOMENTARY SURGE IN ENGINE RPM. BUT THE ENGINE FAILED TO CONTINUE TO PRODUCE POWER. AN EMERGENCY LANDING WAS ACCOMPLISHED ON A COUNTY ROAD WITH THE A/C STRIKING A POWER POLE WITH A WING DURING ROLLOUT. THE PILOT STATED THAT ON DEPARTURE THERE WAS 10 GAL OF FUEL IN THE LEFT WING TANK AND 8 GAL OF FUEL IN THE RIGHT WING TANK. HE STATED THAT THIS WAS KNOWN DUE TO THE FACT THAT HE HAD JUST DRAINED THE FUEL FROM THE A/C INORDER TO CHECK THE ACCURACY OF THE FUEL TOTALIZER SYSTEM. THE FUEL WAS THEN PUT BACK IN THE A/C. (.4) ON OCTOBER 12, 2000, ABOUT 1645 HOURS PACIFIC DAYLIGHT TIME, A TOLLE VENTURE MODEL 20 (HOMEBUILT) AIRPLANE, N353, OWNED AND OPERATED BY THE PILOT, EXPERIENCED A LOSS OF ENGINE POWER SECONDS AFTER TAKEOFF FROM A ROAD NEAR MADERA, CALIFORNIA. THE PILOT MADE A FORCED LANDING ON ANOTHER RURAL ROAD AND COLLIDED WITH A POLE DURING ROLLOUT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PRIVATE PILOT RECEIVED A MINOR INJURY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE PERSONAL FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. A RESPONDING SHERIFF'S OFFICER REPORTED THAT THE PILOT HAD PREVIOUSLY MADE A PRECAUTIONARY LANDING ON AVENUE 9 BECAUSE OF ENGINE PROBLEMS. THE PILOT BELIEVED THAT HE HAD FIXED THE PROBLEM, AND HE TOOK OFF. SECONDS LATER, THE ENGINE AGAIN LOST POWER. THE OFFICER ADDITIONALLY STATED THAT THE PILOT LANDED ON AVENUE 10 AND IMPACTED THE POLE. THE PILOT SUBSEQUENTLY REPORTED THAT THERE WAS ADEQUATE FUEL FOR FLIGHT ON BOARD HIS AIRPLANE. THE LEFT AND RIGHT WING TANKS CONTAINED 10 AND 8 GALLONS OF FUEL, RESPECTIVELY. ACCORDING TO THE PILOT'S REPORT, ADEQUATE FUEL FOR FLIGHT WAS PREVENTED FROM REACHING THE ENGINE DUE TO A CHECK VALVE IN THE FUEL SUMP TANK THAT WAS FOUND STUCK IN A MOSTLY CLOSED POSITION. 20001012015689A (-23) THIS FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91 BY A PRIVATE PILOT IN MEASURED VISUAL METEOROLOGICAL CONDITIONS, IN THE DARK MORNING HOURS. THE SINGLE ENGINE AIRPLANE OWNED BY THE PILOT WAS DESTROYED DURING THE UNCONTROLLED FLIGHT INTO THE TERRAIN. THE PILOT/SOLE OCCUPANT SUFFERED FATAL INJURIES. CRASH SCENE EVIDENCE AND RADAR DATA INDICATE THAT THE PILOT SUFFERED FROM SPATIAL DISORIENTATION. THE FLIGHT ORIGINATED AT THE WONERS PRIVATE STRIP APPROX. 4 MINUTES PRIOR TO IMPACT. THE FLIGHT'S DESTINATION WAS AMARILLO INT. AIRPORT WHERE THE PILOT WAS EMPLYED. THERE WAS NO FLIGHT PLAN FILED FOR THE FLIGHT. (.4) DARK NIGHT CONDITIONS PREVAILED UNDER OVERCAST SKIES WHEN THE NON-INSTRUMENT RATED PRIVATE PILOT TOOK OFF TO FLY HIS SINGLE ENGINE AIRPLANE FORM HIS PRIVATE AIRSTRIP TO AN AIRPORT LOCATED 29 NAUTICAL MILES FROM HIS AIRFIELD. THE PILOT OFTEN USED HIS AIRPLANE TO COMMUTE TO AND FROM HIS PLACE OF EMPLOYMENT. THE ACCIDENT OCCURRED IN A VERY SPARSELY POPULATED AREA THAT LACKED VISUAL CUES AT NIGHT. THE AIRPLANE IMPACTED A LEVEL CULTIVATED FIELD IN A NOSE DOWN ATTITUDE WHILE IN A LEFT TURN, APPROXIMATELY 2 NAUTICAL MILES NORTH-NORTHEAST (021 DEGREES) FROM THE POINT OF DEPARTURE. THE 254-HOUR PILOT HAD ACCUMULATED A TOTAL OF 51 HOURS IN THE SAME MAKE AND MODEL AIRPLANE, A TOTAL OF 17.5 HOURS OF NIGHT TIME, AND 2.5 HOURS OF SIMULATED INSTRUMENT TIME. THERE WAS NO RECORD OF A DISTRESS CALL FROM THE AIRCRAFT. NO ANOMALIES WERE FOUND WITH THE AIRFRAME OR ENGINE THAT COULD HAVE CONTRIBUTED TO THE ACCIDENT. RADAR DATA INDICATED THE AIRPLANE DEPARTED FROM THE COORDINATES OF THE HOME LANDING STRIP AND TRACKED SOMEWHAT OF A DIRECT COURSE TOWARD THE INTENDED DESTINATION BEARING NORTH NORTHWEST AT ALTITUDES RANGING FROM 4,100 FEET TO 4,800 FEET MSL. THE DATA SHOWED THE AIRPLANE IN A LEFT TURN BEARING ALMOST WEST FOR ABOUT 10 SECONDS BEFORE THE RADAR RETURNS ENDED ABRUPTLY. THE ACCIDENT SITE WAS LOCATED ABOUT 1/2 MILE NORTH OF THE LAST RADAR RETURN. THE RADAR DATA DID NOT SHOW A GRADUAL DESCENT. THE LAST RETURN SHOWED THE AIRPLANE AT 4,700 FEET MSL, AND THEN NO RETURNS. THE REPORTED CLOUD COVER IN THE AREA AT THE TIME OF THE ACCIDENT WAS 1,600 FEET OVERCAST. THE TERRAIN ELEVATION WAS 3,700 FEET MSL. 20001012015729A (-23)MR. GREY COOPER (PILOT) AND HIS SON GREY JR. HAD FLOWN TO BURLINGTON, VT. (BTV) TO PICK-UP ANOTHER SON, KEVIN COOPER AND TWO OF HIS FRIENDS, MILAN FLBODA AND WILL CHANG TO TRANSPORT THEM BACK TO TORONTO, CANADA (YYZ). THE FUELER WHO HAD JUST FILLED ALL THE AIRCRAFT TANKS, WITNESSES THE LOADING OF THE AIRCRAFT AND STATED THEIR AVERAGE WEIGHT TO BE APPROXIMATELY 200 POUNDS. THEY ALSO HAD BAGGAGE. AT 09:30 THEY DEPARTED RUNWAY 19 AT BTV. THEY WERE OBSERVED TO USE THE ENTIRE RUNWAY (3611 FT), FOLLOWED BY A GRADUAL TURN TO THE LEFT UNTIL THEY DISAPPEARED OVER SOME TREES. THE PILOT REPORTED THE TAKEOFF WAS RELATIVELY NORMAL WITH AN INITIAL CLIMB OF APPROXIMATELY 500 FEET PER MINUTE. AFTER LIFT-OFF, THE RIGHT ENGINE MANIFOLD PRESSURE DECREASED TO ABOUT 34", WHILE THE LEFT ENGINE REMAINED AT 42". THE CLIMB RATE DECREASED TO 75 FPM AND THE AIRSPEED WAS NOT INCREASING. THE PILOT THEN MADE HIS DECISION TO LAND THE AIRCRAFT IN A FIELD APPROXIMATELY 1/4 MILE AWAY AND SLIGHTLY TO THE LEFT. HE REDUCED FLAPS FROM 10 DEGREES TO ZERO "TO GAIN IMMEDIATE AIRSPEED WHICH WAS REQUIRED TO MANEUVER AIRCRAFT OVER SOME TREES AND POWER LINES". THEY LANDED HARD ON THE PARTIALLY EXTENDED LANDING GEAR, AND SLID TO A STOP IN THE OPEN FIELD. THERE WAS NO FIRE AND THEY IMMEDIATELY EXITED THE AIRCRAFT. THE PILOT WAS INJURED AND REQUIRED ASSISTANCE. HE WAS TRANSPORTED TO A LOCAL HOSPITAL WHERE HE WAS DIAGNOSED TO HAVE A COMPRESSED #1 LUMBAR VERTEBRA. THE FOUR YOUNGER MEN WERE NOT INJURED. THE AIRCRAFT SUSTAINED STRUCTURAL DAMAGE: EXTENSIVE BELLY DAMAGE, FUSELAGE SPILT OPEN ACROSS TOP AT AFT END OF CABIN, BOTH WINGS DAMAGED-LEFT WING SEVERELY BUCKLED DOWN JUST INBOARD OF ENGINE, ALL PROP BLADES CURLED BACK AND LOOSE IN HUBS. THERE WAS NO SIGNIFICANT PROPERTY DAMAGE TO THE SCENE.THE ON-SCENE OPERATIONS INSPECTOR CALCULATED THE TAKEOFF WEIGHT OF THE FULLY LOADED AIRCRAFT TO BE APPROXIMATELY 6515 POUNDS. HIS CALCULATION WAS DONE USING CONSERVATIVE (LIGHT) WEIGHTS. THE FLIGHT MANUAL SHOWS THE MAXIMUM GROSS WEIGHT TO BE 6200 POUNDS. THE POST-ACCIDENT INVESTIGATION REVEALED CLAMP ON THE FLEX DUCT BETWEEN THE RIGHT ENGINE AND TURBO-COMPRESSOR WAS SUFFICIENTLY LOOSE AT ALLOW SIGNIFICANT LEAKAGE. A COLD CYLINDER COMPRESSION CKECK ON THE RIGHT ENGINE SHOWED THE NUMBER 1 CYLINDER WAS 50/80, ALL THE OTHER RIGHT ENGINE CYLINDERS WERE NORMAL (AT LEAST 70/80). 20001012019069A (-23) ON 10-12-2000, AT APPROX. 1830 CDT, A BELLANCE, MODEL 17-30, N4882V, WAS SUBSTANTIALLY DAMAGED AFTER TAKEOFF, AFTER A LOSS OF ENGINE POWER. THE PILOT AND ONE PASSENGER RECEIVED MINOR INJURIES. THE A/C DEPARTED FROM SKYDIVE HOUSTON AIRPORT (3XS7) ON A 14CFR PART 91 LOCAL FLIGHT. THE A/C WAS OWNED AND OPERATED BY THE PILOT AND PASSENGER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT. THE PILOT STATED THAT AFTER TAKEOFF A LOUD SOUND CAME FROM THE ENGINE FOLLOWED BY A HARD VIBRATION, THEN THE ENGINE QUIT. THE PILOT MADE AN EMERGENCY LANDFING INTO A FIELD, SHORT OF THE RUNWAY. THE A/C STRUCK A TREE IN THE LEFT MAIN GEAR. THE A/C CAME TO REST UPRIGHT WITH SUBSTANTIAL DAMAGE TO BOTH WINGS, TEARING THE ENGINE FROM ITS MOUNT AND SEPARATING THE PROP FROM THE ENGINE. INSPECTION OF THE ENGINE DISCLOSED THAT THE NO 2 CYLINDER CONNECTING ROD BOLT(S) HAD FAILED AND HAD KNOCKED OFF BOTH LEFT AND RIGHT MAGNETOS. THERE WAS NO FIRE. (.4) ON OCTOBER 12, 2000, AT 1830 CENTRAL DAYLIGHT TIME, A BELLANCA BL17-30 SINGLE-ENGINE AIRPLANE, N4882V, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR WALLER, TEXAS. THE PRIVATE PILOT AND PASSENGER RECEIVED MINOR INJURIES. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT AND PASSENGER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATION PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM SKYDIVE AIRPORT NEAR HOUSTON, TEXAS AT 1825. ACCORDING TO A TELEPHONE INTERVIEW WITH THE PILOT CONDUCTED BY AN NTSB INVESTIGATOR AND THE PILOT'S STATEMENT, AFTER TAKEOFF, APPROXIMATELY 1,100 FEET AGL, A "LOUD SOUND CAME FROM THE ENGINE, FOLLOWED BY A HARD VIBRATION." WITH THE ENGINE STILL RUNNING, THE PILOT "TURNED TOWARD THE AIRPORT AND THEN THE ENGINE QUIT." THE PILOT INITIATED A FORCED LANDING TO A FIELD NEAR THE AIRPORT. THE LEFT MAIN GEAR STRUCK A TREE, PULLING THE AIRCRAFT TO THE LEFT. THE AIRPLANE IMPACTED THE GROUND AND CAME TO REST UPRIGHT. ACCORDING TO MAINTENANCE RECORDS, ON OCTOBER 22, 1999, THE CONTINENTAL IO-520-D ENGINE, SERIAL NUMBER 158848-8-D, HAD A TOP OVERHAUL COMPLETED AT 2,317.4 HOURS AIRCRAFT TOTAL TIME. ALL CYLINDERS, RODS, ROD BOLTS, ROD NUTS, AND ROD BEARINGS WERE REMOVED AND REPLACED. AT THE TIME OF THE ACCIDENT, THE AIRCRAFT HAD 2,359.04 HOURS TOTAL TIME, AND THE ENGINE HAD 702.87 HOURS TOTAL TIME SINCE MAJOR OVERHAUL AND 41.64 HOURS TOTAL TIME SINCE TOP OVERHAUL. AN FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, STATED THAT THE CONNECTING ROD ON THE #2 CYLINDER WAS BROKEN. THE WINGS, LANDING GEAR, AND ENGINE FIREWALL WERE STRUCTURALLY DAMAGED. ON FEBRUARY 9, 2001, NTSB REPRESENTATIVES, AN FAA INSPECTOR, AND A TELEDYNE CONTINENTAL MOTORS (TCM) REPRESENTATIVE WITNESSED AN ENGINE TEARDOWN THAT WAS CONDUCTED AT AIR SALVAGE OF DALLAS, NEAR LANCASTER, TEXAS. THE TEARDOWN EXAMINATION REVEALED THAT THE CRANKSHAFT WAS FRACTURED AT THE LEAD BUSHING HOLE IN THE NUMBER 2 CHEEK COUNTERWEIGHT HOUSING, AND THE CORRESPONDING COUNTERWEIGHT WAS MISSING. A PORTION OF THE CRANKSHAFT, TWO COUNTERWEIGHT PINS, BUSHINGS, ONE PLATE, AND REMNANTS OF TWO SNAP RINGS WERE RETAINED FOR FURTHER METALLURGICAL EXAMINATION. THE CRANKSHAFT AND COUNTERWEIGHT COMPONENTS WERE EXAMINED AT THE TCM FACILITY ON MARCH 21, 2001, UNDER NTSB SUPERVISION. ACCORDING TO TCM, "THE CRANKSHAFT 'BUMP' SURFACE AT THE FRACTURED LEADING END EXHIBITED POLISHING FROM THE COUNTERWEIGHT HITTING THE SURFACE. THE POLISHING COULD ONLY OCCUR IF THE REAR PIN HAD ESCAPED AND THE COUNTERWEIGHT STOOD UP, HITTING THE CAMSHAFT AND CRANKCASE AS IT TRAILED THROUGH [THE] ENGINE." THE CRANKSHAFT COUNTERWEIGHT HOUSING HAD FRACTURED DUE TO OVERLOAD. THE COUNTERWEIGHT PINS WERE MEASURED AND WERE FOUND TO BE WITHIN TCM SPECIFICATIONS. 20001012019459I (-23) WHILE FLYING LOW TO LOOK OVER SOME PROPERTY, THE A/C STRUCK A POWERLINE GUIDE WIRE AT APPROX. 50 FEET ABOVE THE GROUND. 20001012021389I (-23) BUNGEE CORD (SHOCK CORD) HOLDING THE LEFT MAIN LANDING GEAR SNAPPED DURING LANDING CAUSING THE LEFT MAIN LANDING GEAR TO COLLAPSE. A/C FLIPPED ON ITS BACK. PROPELLER BLADES DAMAGED. NO INJURIES. MINOR DAMAGE TO A/C. THE MANUFACTURER STATED THAT THE BUNGEE CORD SHOULD BE CHANGED EVERY YEAR. THE BUILDER TOOK APPROX. SIX YEARS TO BUILD THE A/C. THE BUNGEE CORD IN USE WAS APPROX. SEVEN YEARS OLD. 20001012024519I (-23)SEE ATTACHED FORM FAA 8020-23 20001012030179I (-23)ON FINAL APPROACH TO BNA THE LANDING GEAR HANDLE WAS SELECTED DOWN FOR LANDING. THE TOW MLG LIGHT CONFIRMED DOWN & LOCKED, BUT THE NLG SHOWED UNSAFE CONDITION. THE NLG LIGHT TESTED & FUNCTIONED NORMALLY. THE NLG LOOKED TO BE DOWN FROM THE MIRROR. A GO AROUND WAS CALLED TO INVESTIGATE. STILL HAD UNSAFE NLG & DECLARED AN EMERGENCY WITH DNA-ATC. RECYCLED THE GEAR SEVERAL TIMES & SWAPPED DOWN LIGHT INDICATORS WITH NO IMPROVEMENT. PERFORMED THE EMERGENCY GEAR EXTENSION CHECK LIST BUT NO NLG DOWN & LOCK LIGHT. FLEW OFF EXCESS FUEL WITH HIGH G MANEUVERS WITH NO IMPROVEMENT. PROCEEDED TO BNA RUNWAY 2C & LANDED. NLG WAS HELD OFF AS LONG AS POSSIBLE BUT SOON COLLAPSED. AIRCRAFT SHUT DOWN & EVACUATED. 20001012030729I (-23)^PRIVACY D^ WAS PERFORMING TOUCH-N-GO'S AT THE PETALUMA AIRPORT. AFTER LANDING THE AIRCRAFT ON RUNWAY 11. ^PRIVACY D^ HAD INTENDED TO LET THE AIRCRAFT ROLL OUT. HE STATES THAT THE THROTTLE OF THE AIRCRAFT EITHER CREPT IN OR HE ACCIDENTLY PUSHED IT IN, CAUSING THE ENGINE RPM TO INCREASE. AT THIS TIME ^PRIVACY ^ TRIED TO REGAIN CONTROL OF THE AIRCRAFT. THE AIRCRAFT VEERED TO THE LEFT OF THE CENTER LINE AND THE VEERED HARD RIGHT. THE AIRCRAFT RAN OFF THE RIGHT SIDE OF THE RUNWAY. IT TRAVELED FOR 25 FEET AND AT THAT TIME THE LEFT GEAR GAVE WAY AND THE AIRCRAFT CAME TO REST ON THE LEFT WING TIP. THE ONLY DAMAGE TO THE AICRAFT WAS THE LEFT GEAR BREAKAGE AND THE LEFT WING TIP. NO INJURIES TO THE PILOT, THE ONLY OCCUPANT OF THE AIRCRAFT. 20001012031239I (-23)PILOT REPORTED HEAVY CONCENTRATION OF MOISTURE WHILE HOLDING AT 10,000 BOTH ENGINES FLAMED OUT, PILOT LET AIRSPEED TO DECREASE TO BEST GLIDE ANGLE AND MAINTAINED ALTITUDE. BOTH ENGINES RE LIT AND AIRCRAFT LANDED A SUN WITHOUT FURTHER INCIDENT. 20001012037619I (-23) AIRCRAFT HAD AN ELECTRICAL FAILURE. THE PILOT OBSERVED THAT THE LANDING GEAR WAS DOWN BUT COULD NOT CONFIRM THAT IT WAS LOCKED. AS THE AIRCRAFT TOUCHED DOWN, THE LANDING GEAR COLLAPSED CAUSING MINOR BELLY SKIN DAMAGE AND BENDING BOTH PROPELLER BLADES. 20001012038689A (-23) CESSNA N2562D LANDED ON RUNWAY 30 AT SAN CARLOS AIRPORT, DURING THE LANDING ROLL THE A/C VEERED TO THE RIGHT, THE PILOT THEN APPLIED FULL BRAKES CAUSING THE AIRCRAFT TO FLIP OVER AND LANDED INVERTED. A COPY OF THIS REPORT WILL BE FORWARDED TO THE OPERATIONS UNIT FOR FURTHER EVALUATION. 20001012041739A (-23) ON OCTOBER 12, 2000, AT ABOUT 1345 LOCAL TIME, A WHEEL EQUIPPED RETRACTABLE GEAR, BE-36-A36 AIRPLANE, N1820L, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING AT NONDALTON, ALASKA. SHORTLY BEFORE OR AFTER TOUCHDOWN, THE LANDING GEAR WAS RETRACTED CAUSING THE AIRCRAFT TO SETTLE ONTO THE RUNWAY DAMAGING THE PROPELLER AND UNDERSIDE OF THE FUSELAGE. THE AIRLINE TRANSPORT PILOT WAS THE SOLE OCCUPANT AND NO INJURIES WERE REPORTED. LAKE CLARK AIR, INC., CONDUCTED THE FLIGHT UNDER 14 CFR 135 ON-DEMAND. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT ORIGINATED AT PORT ALSWORTH, ALASKA WITH PASSENGER PICK-UP AT NONDALTON CONTINUING ONTO MERRILL FIELD, ANCHORAGE, ALASKA. 20001012042989A (-23) RC-3-3 A SEABEE, N6175K SUSTAINED SUBSTANTIAL DAMAGE TO THE RIGHT WING SPONSON AND WING SPAR AND LEFT MAIN LANDING GEAR AS A RESULT OF A FORCED LANDING AFTER DEPARTING THE BARABOO-WISCONSIN DELLS AIRPORT (DLL), BARABOO, WISCONSIN ON OCTOBER 12, 2000. THE PILOT IN COMMAND AND SECOND PILOT ON BOARD THE AIRCRAFT WERE NOT INJURED. THE AIRCRAFT, WHICH HAD BEEN RECENTLY PURCHASED BY THE SECOND PILOT, WILLIAM LAW, WAS BEING OPERATED UNDER A SPECIAL FLIGHT AUTHORIZATION FOR THE PURPOSE OF MAINTENANCE. THE FERRY FLIGHT HAD ORIGINATED IN SOUTH DAKOTA. THE AIRCRAFT LANDED IN BARABOO BECAUSE OF A ROUGH RUNNING ENGINE. MAINTENANCE PERSONNEL AT BARABOO REPLACED A MAGNETO. A GROUND CHECK OF THE ENGINE AFTER THE MAGNETO REPLACEMENT WAS NORMAL. MR. BENNETT TAYLOR, THE PILOT-IN-COMMAND REPORTED THAT AFTER A NORMAL TAKEOFF ON RUNWAY 19, AT AN ALTITUDE OF 250 TO 400 FEET, THE AIRSPEED AND RATE OF CLIMB BEGAN TO DECAY. HE STATED HE REDUCED THE PITCH ATTITUDE AND VERIFIED THAT THE POWER, PROPELLER, MIXTURE AND CARBURETOR HEAT WERE FULL FORWARD. MR. TAYLOR REPORTED THERE WAS NO CHANGE IN THE SOUND OF THE ENGINE. HE STATED THE AIRSPEED CONTINUED TO DECAY, AND THERE WAS INSUFFICIENT ALTITUDE TO TURN BACK TO THE RUNWAY SO HE MANEUVERED THE AIRCRAFT TO LAND IN A CORN FIELD. INSPECTOR CHARLES EBERT OF THE MILWAUKEE, FSDO INSPECTED THE AIRCRAFT AFTER IT HAD BEEN MOVED BACK TO THE BARABOO AIRPORT. HE REPORTED THAT THE NUMBER 5 CYLINDER INTAKE VALVE SPRING HAD BROKEN. 20001012043039A (-23) ON 10/12/00 ACFT N732FL DEPARTED WILKES-BARRE/SCRANTON AIRPORT AT 5:01 PM LOCAL AFTER TOPPING OFF WITH FUEL (50 GAL CAPACITY). PILOT STATES HE VISUALLY CHECKED FUEL LEVEL PRIOR TO DEPARTING FOR LANSING. AIRCRAFT FILED NO FLIGHT PLAN, BUT DID FLIGHT FOLLOWING 2775 SW CODE. AIRCRAFT PROCEEDED DIRECT ERIE PA. THEN FOLLOWED SHORELINE TOWARD SANDUSKY, OH. TRAFFIC AT CLEVELAND REQUIRED A VECTOR OFF-SHORE 15-20 MILES. PILOT STATED THAT HE HAD INTENDED TO REFUEL AT SANDUSKY, OH., BUT DUE TO THE OVER-WATER VECTOR HE THEN DECIDED TO GO DIRECT TO LANSING OMITTING THE FUEL STOP. PILOT HAD ALSO STATED THAT HE FELT THAT HE HAD ADEQUATE FUEL TO GO DIRECT. AFTER APPROX. 4HRS 35 MINS OF FLIGHT FUEL STARVATION OCCURRED 4.5 MILES EAST OF DESTINATION. PILOT STATED THAT HE MADE AN ATTEMPT TO STAY ALOFT AS LONG AS POSSIBLE, AND LOOK FOR A PLACE TO PUT THE ACFT DOWN. AIRCRAFT WAS NOSED INTO A RESIDENTIAL BACKYARD AT ^PRIVACY DATA OMI^ ACCIDENT OCCURRED AT 2130 LOCAL, ACCORDING TO THE POLICE REPORT. THE AIRCRAFT HAD COME DOWN THROUGH SOME TREES AND LANDED ACROSS A FENCELINE. THE WRECKAGE WAS POSITIONED NOSE-DOWN TO THE GROUND, THE TAIL WAS ABOUT 8FT UP A TREE LEANING AGAINST IT, THE FUSELAGE WAS ROTATED APPROX. 90DEGREES ON IT'S LEFT HAND SIDE. BOTH FUEL CAPS WERE STILL ON AND SECURED WITH NO EVIDENCE OF LEAKAGE OR STREAKING IN THE AREA. FUEL CELLS WERE FOUND TO BE INTACT, BUT NO FUEL FOUND IN TANKS. NO EVIDENCE OF FUEL SPILLAGE FOUND ON OR AROUND AIRCRAFT. NO FUEL SPILLAGE OR FUEL SMELL IN VICINITY OF AIRCRAFT. 20001013015089A (-23) COMPANY PILOT/CFI WAS INSTRUCTING SECOND COMPANY PILOT. HOVERING AUTOROTATIONS FROM FIVE FOOT ALTITUDE WERE BEING PRACTICED. ON THE THIRD TOUCHDOWN, THE PILOTS NOTED NOISE AND VIBRATIONS. AN EXTERIOR INSPECTION REVEALED A COLLAPSED TAILBOOM WITH SUBSTANTIAL DAMAGE. NO MAIN ROTOR STRIKE WAS NOTED. THE TAILBOOM DAMAGE WAS THE SAME AS TO THE TYPE OF DAMAGE CAUSED BY A HARD LANDING. THE ELT ACTIVATED AND NOTED BY THE TOWER. BOTH PILOTS INDICATE A NORMAL LANDING WAS ACCOMPLISHED. 20001013015339A (-23) PIC FLIGHT INSTRUCTOR REPORTED THAT HE AND STUDENT PILOT DEPARTED THUNDERBIRD AIRPORT (26J) AT 0830, FOR TOUCH AND GO'S AT KAY LARKIN AIRPORT 20 MILES NORTH OF 26J. HE FURTHER STATED THAT HE DEPARTED 26J WITH 15 GALLONS OF FUEL ON BOARD, VERIFIED BY VISUAL INSPECTION, AT 0919 ON THE 4TH TOUCH AND GO THE ENGINE BEGAN MISSING AND QUIT. THE PIC LANDED ON A ROAD BEHIND THE ST. JOHNS COMMUNITY COLLEGE, HITTING A VAN AT A STOP SIGN AND TWO ROAD SIGNS BEFORE CRASHING INTO A DRAINAGE DITCH AND WOODED AREA. THE PIC RECEIVED MINOR INJURIES TO THE HAND AND THE STUDENT SUFFERED A SERIOUS HEAD INJURY, WHILE THE WOMAN IN THE VAN WAS NOT HURT. AN FAA INSPECTION FOUND SLIGHTLY LESS THAN ONE GALLON OF UNUSABLE AUTO GAS COMBINED, DRAINED FROM BOTH TANKS. 20001013015449A (-23) A/C DEPARTED RWY 36 AT HENDERSON EXECUTIVE AIRPORT (L15), HENDERSON, NV. AT 1034 PDT ENROUTE TO BAKERSFIELD, CA. (BFL). WITNESSES STATED THEY OBSERVED THE A/C OBTAIN APPROX. 400-500 FT ALTITUDE, SETTLE SLIGHTLY, THEN ATTEMPT TO TURN RIGHT. ONE WITNESS STATED THAT HE HEARD THE ENGINE QUIT. THEY OBSERVED THE A/C'S RIGHT WING DROP AND THE A/C ENTER A NOSE DOWN ATTITUDE AND IMPACT THE GROUND VERTICALLY AT AN APPROX. 70-80 DEGREE NOSE DOWN ANGLE. THE A/C IMPACTED THE RIGHT WING TIP FIRST, IMMEDIATELY FOLLOWED BY THE ENGINE/NOSE SECTION THEN LEFT WING TIP TANK. THE A/C RECOILED/SPRANG BACK AND TO THE LEFT AND CAME TO REST IN AN UPRIGHT POSITION WITH THE NOSE OF THE A/C AT AN APPROX. HEADING OF 260-270 DEGREES. THE CABIN DOOR DEPARTED THE A/C AND THE PILOT SUFFERED FATAL INJURIES COMING TO REST WITH THE UPPER TORSO PORTION OF HIS BODY LYING ACROSS THE DOOR OPENING ONTO THE LEFT WING NEXT TO THE FUSELAGE. THE A/C WAS DESTROYED ON IMPACT. THERE WAS NO POST IMPACT FIRE. 20001013016459I (-23) PILOT LANDED RWY 36 BHM, TAXIED ONTO TAXIWAY, ENGINE STOPPED. PILOT ATTEMPTED TO RESTART. DURING RESTART SMOKE ENTERED COCKPIT FROM AREA RIGHT AND BELOW THROTTLE QUADRANT. PILOT ADZD ATC OF A/C FIRE, SHUT OFF ALL AVIONICS, FUEL AND ELECTRICAL. PILOT SPRAYED A SMALL AMOUNT OF EXTINGUISHING AGENT BEHIND RIGHT SIDE OF INSTRUMENT PANEL. BHM AIRPORT FIRE AND RESCUE RESPONDED, DID NOT USE ANY ADDITIONAL EXTINGUISHING AGENT, EXAMINED A/C FOR ANY FIRE EXTENSIONS, FOUND NONE. A/C WAS EXAMINED BY MERCURY AVIATION AND FOLLOW UP INSPECTIONS WERE CONDUCTED BY THE OPERATOR. NO EVIDENCE OF FIRE WAS FOUND, ALL EQUIPMENT WORKED DURING FOLLOW UP TESTING. 20001013016689I (-23) FLIGHT INSTRUCTOR CHECKING OUT RENTAL PILOT LANDED ON RUNWAY 35 OMN WITH CROSSWINDS AND WIND GUSTS 18 TO 24 KNOTS. AFTER TOUCHDOWN A/C VEERED LEFT AND NOSE LANDING GEAR COLLAPSED. THE FLIGHT INSTRUCTOR ADVISED THE INVESTIGATING INSPECTOR THAT HE DID NOT MANIPULATE THE CONTROLS. THERE WERE NO INJURIES AND ONLY MINOR A/C DAMAGE. FAA POST INCIDENT INVESTIGATION REVEALED A BROKEN NOSE STEERING SPRING, HOWEVER THE BREAK APPEARS TO BE A RESULT RATHER THAN A CAUSE OF THE NOSE GEAR COLLAPSING. RWY 35 WAS REPORTED AS BUMPY WITH POT HOLES AND UNEVEN PAVEMENT.^PRIVACY DATA OMITTED^ 20001013017339I (-23) WHILE ATTEMPTING TO LAND AT THE WESTCHESTER COUNTY AIRPORT (HPN) IN WHITE PLAINS, NY, THE PILOT OF CE-421, N5RF, STATED HE WAS DISTRACTED BY THE CONTRAST OF THE BRIGHTNESS OF THE RUNWAY LIGHTS OF TWO DIFFERENT RUNWAYS. THE PILOT,^PRIVACY DATA OMITT^STATED HE REQUESTED THE LIGHTS TO BE DIMMED. AS A RESULT, THE DISTRACTION, ACCORDING TO THE PILOT, WAS ENOUGH TO CAUSE HIM TO FORGET TO EXTEND THE LANDING GEAR. 20001013019229I (-23) THE STUDENT PILOT WAS ENDORSED FOR SOLO FLIGHT BY HIS FLIGHT INSTRUCTOR ON SEPTEMBER 27, 2000. HE HAD A TOTAL OF 0.9 HOURS OF SOLO PRACTICE BEFORE THIS FLIGHT ON OCTOBER 13, 2000. THE WEATHER AT THE TIME OF DEPARTURE WAS GOOD VISIBILITY AND VERY LIGHT WINDS. WHEN HE RETURNED THE VISIBILITY WAS STILL GOOD BUT THE WINDS HAD INCREASED WITH GUSTS TO ABOUT 20 KNOTS. THIS INCIDENT OCCURRED DURING THE FIRST LANDING AT DENTON MUNICIPAL AIRPORT IN DENTON, TX. THE STUDENT PILOT LOST DIRECTIONAL CONTROL ON RUNWAY 16. THE STUDENT PILOT ATTEMPTED TO ABORT THE LANDING BUT THE AIRCRAFT DEPARTED THE RUNWAY TO THE RIGHT SIDE. THE NOSE GEAR SNAPPED OFF AND THE A/C CAME TO A REST IN THE PLOWED FIELD NEXT TO THE RUNWAY. THE DAMAGE TO A/C WAS MINOR. 20001013024599I (-23) DURING CRUISE FLIGHT, PILOT HEARD LOUD BANG. INSTRUMENT SCAN REVEALED LEFT ENGINE OIL PRESSURE READING LOW AND OIL TEMP RISING. PILOT SHUTDOWN ENGINE, FEATHERED PROPELLER AND LANDED AT NEAREST AIRPORT, HUTCHINSON, MN. INSPECTION BY MECHANIC REVEALED #5 PISTON DOES NOT MOVE WHEN ENGINE IS ROTATED. ENGINE HAS NOT BEEN TORN DOWN AT THIS TIME. NO CORRECTIVE ACTION AT THIS TIME DUE TO UNKNOWN CAUSE. AN AMENDED 8020-23 WILL BE FILED IF TEARDOWN REVEALS SIGNIFICANT FINDINGS. 20001013029239I (-23)ON OCTOBER 13, 2000, AT APPROXIMATELY 0700 CDT, DELTA AIRLINES FLIGHT 2589, A BOEING 737, N326DL, LEFT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO (MCI) AND RETURNED TO MCI WITH #1 ENGINE SHUT DOWN DUE TO ENGINE OIL FILTER BYPASS LIGHT ILLUMINATED. AN EMERGENCY WAS DECLARED AND LANDING MADE WITHOUT INCIDENT. ENGINE WAS REPLACED DUE TO MIS. INCIDENT #CE2001IAC0004 IS CONSIDERED CLOSED WITH THIS REPORT. 20001013030149I (-23)ARRIVED ON SCENE AS AIRCRAFT WAS BEING UNLOADED FROM TRAILER. MINIMUM DAMAGE TO FUSELAGE, DAMAGE NOTED TO PROP BLADES. A REVIEW OF AIRCRAFT RECORDS AND PILOT LICENSE AND MEDICAL FOUND NO DISCREPANCIES PILOT STATED THAT GEAR HANDLE WAS DOWN PRIOR TO LANDING. UPON TOUCH DOWN PILOT BECAME AWARE OF GEAR NOT DOWN AND LOCKED. WHILE AIRCRAFT WAS BEING LIFTED, GEAR HANDLE WAS CYCLED, GEAR WOULD NOT COME DOWN. 20001013030509I (-23) ON OCTOBER 13, 2000 AN ALASKA STATE TROOPER WAS PILOT IN COMMAND OF PIPER PA-18 N88AK REGISTERED TO THE STATE OF ALASKA. AT THE TIME OF THE OCCURRENCE THE A/C WAS BEING OPERATED ON A PUBLIC SAFETY MISSION TO RESCUE A MENTAL PATIENT THAT WAS ATTEMPTING TO WALK FROM TOGIAK TO PLATINUM. THE TROOPER MADE A SAFE, OFF AIRPORT, LANDING ON A RIDGE NEAR THE SUBJECT. WHILE TAXIING, ONE WHEEL WENT IN AN UNSEEN DEPRESSION THAT CAUSED THE PROPELLER TO STRIKE THE GROUND. THE STATE TROOPER MANAGEMENT ADVISED THE PILOT THAT, CONSIDERING THE RISK TO THE LIFE OF THE MENTAL PATIENT, HE DID NOT TAKE UNNECESSARY RISK AND THAT THE PROP STRIKE WAS CONSIDERED PART OF THE COST OF DOING BUSINESS. 20001013031039I (-23)THE PILOT ATTEMPTED TO EXTEND THE LANDING GEAR DURING AN AIRSHOW AT IWA. THE ONLY GEAR TO EXTEND AND LOCK WAS THE TAIL WHEEL. THE PILOT DEPARTED THE PATTERN AND MADE SEVERAL ATTEMPS TO CYCLE THE GEAR. THE PILOT PERFORMED A FLY BY AND THE IWA TOWER STATED THE LEFT GEAR WAS THE ONLY GEAR NOT DOWN. THE PILOT LANDED ON RWY 12R AT IWA. UPON CONTACT WITH THE RUNWAY, THE RIGHT MAIN GEAR COLLAPSED AND THE AIRCRAFT SKIDDED ON IT'S BOTTOM FOR APPROX 300 FEET. THE AIRCRAFT SUSTAINED DAMAGE TO THE PROP AND MINOR DAMAGE TO THE UNDERCARRAGE. THE PILO WAS NOT INJURED. THE PILOT STATES THAT HE HAD NO RUDDER CONTROL DURING HIS APPROACH. HE SUSPECTS THAT A CABLE OR PULLEY MAY BE THE CAUSE. 20001013038239I (-23) ON FRIDAY OCT 13, 2000 FLIGHT 7285 WAS DEPARTING SWF AND WAS GIVEN A CLEARANCE TO BACK TAXI ON RUNWAY 27, AS THE AIRCRAFT MADE A 180 TURN AT THE END OF THE RUNWAY THE NOSE GEAR WOULD NOT RETURN TO CENTER CAUSING THE AIRCRAFT TO ONLY TURN IN A CIRCLE. PASSENGERS WERE DEPLANED ON THE RUNWAY AND BUSSED TO THE TERMINAL. CONTRACT MAINTENANCE REMOVED THE AIRCRAFT FROM THE RUNWAY AND COMPANY MAINTENANCE FOUND MOISTURE AND ICE IN THE STEERING RACK. THE RACK WAS CLEANED AND RESEALED. THE AIRCRAFT WAS RETURNED TO SERVICE. 20001013038529I (-23) WHILE ON APPROACH FOR LANDING THE PILOT WAS INSTRUCTED TO GO AROUND BY THE TOWER. PILOT EXECUTED GO AROUND, RAISED THE NOSE GEAR, AND RETURNED FOR LANDING WITHOUT LOWERING THE NOSE GEAR AGAIN. NO DAMAGE TO AIRCRAFT OTHER THAN ON NOSE MOUNTED SKID BUMPER. 20001013039289A (-23) PILOT MADE A CROSS WIND LANDING; PILOT FAILED TO MAINTAIN DIRECTIONAL CONTROL DURING ROLL OUT; ATTEMPTED TO TAKE OFF, LOST CONTROL AND CRASHED. 20001014015039A (-23) CROSS COUNTRY SIGHT SEEING FLIGHT. PILOT ADMITTED NOT DETERMINING VISUALLY HOW MUCH FUEL WAS ON BOARD A/C PRIOR TO DEPARTURE. A/C WAS DETERMINED TO HAVE NO FUEL ONBOARD AT THE ACCIDENT SITE. 20001014015369A (-23) PILOT ARRIVED AT BRADFORD FLD(NC05), NORTH CAROLINA AT APPROX 1630 HOURS. HE WAS LANDING RWY 24. HE HAD EXCESS ALTITUDE ON APPROACH SO HE ENTERED A SLIP. HE CONTINUED TO FLOAT ON LANDING AND LANDED LONG. PILOT WAS UNABLE TO STOP THE A/C ON RWY. HE LOST CONTROL AND VEERED TO THE LEFT, GOING DOWN A SMALL RAVINE. HE DID NOT ATTEMPT A GO-AROUND DUE TO TREES OFF THE END OF THE RWY. 20001014015479A (-23) A/C N4826Q RECEIVED SUBSTANTIAL DAMAGE WHILE ATTEMPTING A NORMAL LANDING ON RWY 03 AT THE SEDONA AIRPORT. DURING THE LANDING MANUEVER, THE A/C IMPACTED THE RWY IN A MANNER THAT PUSHED THE LANDING GEAR(MAIN) THROUGH THE WING STRUCTURE, CAUSING THE PROP TO STRIKE THE GROUND, AND CAUSED THE A/C TO DEPART THE RWY, STRIKING SEVERAL FIXED OBJECTS. (.4) ON OCTOBER 14, 2000, AT 1315 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-28R-200, N4826Q, LANDED HARD, VEERED OFF RUNWAY 3, STRUCK A TAXIWAY SIGN, AND TAXIWAY AND RUNWAY LIGHTS AT THE SEDONA, ARIZONA, AIRPORT. THE AIRPLANE WAS OPERATED BY AIR DESERT PACIFIC, AND RENTED BY THE PRIVATE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91, AS A PERSONAL FLIGHT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY FLIGHT THAT DEPARTED BRACKETT FIELD AIRPORT, LA VERNE, CALIFORNIA, AT 1040. A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT WAS SCHEDULED TO TERMINATE AT THE SEDONA AIRPORT. A REPRESENTATIVE FROM THE FEDERAL AVIATION ADMINISTRATION (FAA) INTERVIEWED THE PILOT. WHILE ATTEMPTING TO LAND ON RUNWAY 3, THE AIRPLANE ENCOUNTERED AN UPDRAFT AND AN IMMEDIATE DOWNDRAFT. THE AIRPLANE VEERED OFF THE RUNWAY AND CAME TO REST BACK ON THE RUNWAY AFTER IT STRUCK A TAXIWAY SIGN AND TAXIWAY LIGHTS. THE NOSE GEAR WAS SHEARED OFF, AND THE LEFT MAIN LANDING GEAR WENT THROUGH THE WING. IN THE PILOT'S WRITTEN STATEMENT TO THE SAFETY BOARD, HE STATED THAT HE HAD LANDED AT THIS AIRPORT 5 TIMES BEFORE THE ACCIDENT. HE WAS AWARE OF POSSIBLE WIND SHIFTS DUE TO THE TERRAIN AND AIRPORT GEOGRAPHY. THE AIRPORT SITS ON TOP OF A MESA AND THE RUNWAY HAS AN UPSLOPE FROM SOUTH TO NORTH. HE STATED THAT HE PLANNED HIS APPROACH TO BE SLIGHTLY HIGH AND FAST TO COMPENSATE FOR AN UNEXPECTED WIND CHANGE. HE STATED THAT ON SHORT FINAL, ABOUT 100 FEET AGL WITH TWO NOTCHES OF FLAPS DOWN SELECTED, THE APPROACH APPEARED NORMAL. HE NOTED HIS AIRSPEED AT THE TIME WAS 85 MPH. WHEN HE LOOKED BACK OUTSIDE HE SAW THAT THE AIRPLANE WAS DESCENDING AT A MUCH GREATER RATE THAN JUST A MOMENT BEFORE. HE ADDED FULL POWER AND RECHECKED HIS AIRSPEED, WHICH WAS NOW AT 60 MPH. HOWEVER, APPLICATION OF FULL POWER DID NOT ARREST THE DESCENT AND THE AIRPLANE LANDED HARD. THE AIRPLANE SKIDDED THROUGH BRUSH AND BACK ON THE RUNWAY. THE MAIN LANDING GEAR WAS PUSHED THROUGH THE WINGS AND THE NOSE LANDING GEAR SEPARATED FROM THE NOSE. THE PILOT STATED THAT IT ONLY TOOK A COUPLE OF SECONDS FOR THE APPROACH TO CHANGE FROM A CONTROLLED STABILIZED APPROACH TO ". . . LITERALLY FALLING OUT OF THE SKY . . . ." AFTER THE ACCIDENT, HE WAS STANDING ON THE RUNWAY AND NOTED THAT THE WIND WAS GUSTING AND VARIABLE, GENERALLY FROM A SOUTHERLY DIRECTION, BUT THAT THE WIND WAS NOT STEADY IN STRENGTH OR DIRECTION. HE BELIEVES THAT HE WAS CAUGHT IN AN UPDRAFT. ACCORDING TO THE AIRPORT MANAGER, AFTER THE AIRPLANE LANDED HARD IT STRUCK THE GUIDANCE SIGN FOR TAXIWAY A8 AND ONE TAXIWAY AND ONE RUNWAY LIGHT. 20001014017109A (-23)PILOT STATEMENT: 10/14/00, SATURDAY, I HAVE ARRIVED TO THE PICKENS COUNTY AIRPORT (LQK) AT ABOUT 9:30AM TO OBTAIN WEATHER INFORMATION TO COMPLETE MY FIRST SOLO CROSS-COUNTRY PLANNING. THE DESTINATION OF THE FLIGHT WAS GAINSVILLE AIRPORT, GA (GVL). AFTER COMPLETING THE APPROPRIATE PLANNING AND PROCEDURES, PERFORMING PREFLIGHT CKECK-UP, AND GETTING ENDORSEMENTS FROM MY FLIGHT INSTRUCTOR I HAVE TAXIED TO THE END OF RUNWAY 23 IN CESSNA-150, TAIL NUMBER N18130. THE ENGINE RUNUP WAS PERFORMED AND NO ABNORMALITIES WERE PRESENT. MAGNETOS AND CARB HEAT WERE FUNCTIONING, ENGINE INSTRUMENTS WERE IN THE GREEN ARC, ETC. THE TIME OF MY DEPARTURE WAS 11:42 AM ACCORDING TO MY WRIST WATCH (MY WATCH IS 12 MINUTES AHEAD OF ACTUAL TIME). AFTER I TOOK OFF AND DEPARTED THE PATTERN STRAIGHT OUT I CONTINUED CLIMBING TO THE INTENDED ALTITUDE TO 4500 FEET MSL. AT ABOUT 3000 FEET I HAVE SET THE FREQUENCY FOR THE ANDERSON FLIGHT SERVICE STATION TO 123.6 IN THE STANDYBY WINDOW AND PREPARED TO INITIATE THE CONTACT IN ORDER TO OPEN MY FLIGHT PLAN. LATER WHEN I CONTACTED ANDERSON RADIO, I HAVE ONLY GOT A RESPOSE AFTER SEVERAL ATTEMPTS. I WAS TOLD THAT THE RADIO TRANSMISSION COMES THROUGH BROKEN, SO I HAVE CHECKED IF THE HEADSET IS PLUGGED IN PROPERLY. AFTER THE FLIGHT PLAN WAS OPEN, I PROCEEDED BY CONTACTING GREER APPROACH ON 118.8 TO REQUEST THE FLIGHT FOLLOWING. I WAS GIVEN THE SQUAWK CODE AS USUALLY. I PROCEDDED ON COURSE TO GVL - GRAINSVILLE,GA. THE ALTITUDE WAS EXACTLY 4500 FEET MSL, I WAS ON THE INTENDED HEADING ON 248 (250), AND EVERYTHING WAS EXACTLY AS PLANNED. AT THE ALTITUDE OF 3200 FEET I HAVE ALREADY STARTED LEANING OUT THE FUEL MIXTURE BY PULLING OUT BY FEW CLICKS, AND WHEN I HAVE GAINED 4500 FEET I HAVE LEANED THE MIXTURE AS IT IS SUPPOSED TO BE DONE. I WAS EXACTLY ONTHE COURSE AND HAVE RECORDED THE TIMES THAT I PASSED OVER MY CHECKPOINTS. I HAVE PASSED TOCCOA AIRPORT AT 12:08 (BY MY WRIST WATCH) AND THIS WAS THE LAST RECORD I MADE DURING THIS FLIGHT. I WAS ALREADY HANDED OVER TO THE ATLANTA CENTER FOR FLIGHT FOLLOWING. AGAIN I HAD PROBLEM WITH THE RADIO AND ATLANTA CENTER DID NOT SEE ME ON THE RADAR. I HAVE RECYCLED THE SQUAWK CODE THEY GAVE ME, AND INDENTED. I WAS ASKED TO INTENT. ALSO, THEY SEEMED NOT TO HEAR ALL MY RADIO TRANMISSIONS. I INTENDED TO HAVE MY RADIO CHECKED IN GAINSVILLE AFTER LANDING, AND CALL TO MY HOME BASE AIRPORT FOR ADVISE ABO UT RADIO. FEW MINUTES LATER THE ENGIEN STARTED SLOWING DOWN AND THE RPMS WENT DOWN. IT WAS UNEXPECTED, BUT I DID NOT PANIC. I HAVE PERFORMED A QUICK CHECK PROCEDURE, AND THERE WAS NOTICED NOTHING ABNORMAL IN THE SETTINGS. FUEL VALVE WAS ON, CARB HEAT IN, THROTTLE OPEN AS FOR CRUISE, MIXTURE LEANED AS AUPPOSED, PRIMER LOCKED AND THE KEY IN THE THE BOTH POSITION. THE ENGINE CONTINUED COUGHING. I HAVE ATTEMPTED TO ENRICH FUEL, THINKING IT MAY HAVE BEEN TOO LEAN BUT THIS DID NOT CHANGE ANYTHING. MAKING IT LEANER AGAIN DID NOT CHANGE ANYTHING AS WELL, THE AIRCRAFT CONTINUED TO BEHAVE THE SAME WAY. IT DID NOT REACT TO CHANGES. THE ENGINE WOULD STOP, AND THEN START AGAIN SPONTANEOUSLY. CHANGES IN THROTTLE MADE NO DIFFERENCE, AS WELL AS ACHANGES IN CARBURETOR HEAT, OR MIXTURE. I CONTACTED ATLANTA CENTER AND REPORTED ENGINE FAILURE. I WAS LOSING ALTITUDE AND STARTED LOOKING FOR THE POSSIBLE PLACE TO LAND. HABERSHAM AIRPORT WAS ABUT 5-6 MILES TO THE RIGHT OF COURSE BUT THE AIRPLANE ALREADY LOST ALTITUDE AND I DID NOT HAVE IT IN SIGHT. I WOULD NOT BE ABLE TO REACH IT IN ANY CASE. I WAS STILL CONTINUING ATTEMPTS TO RESTORE THE ENGINE POWER, HOWEVER I HAVE REALIZED THAT EMERGENCY LANDING WAS INEVITABLE AND STARTED LOOKING FOR THE PLACE TO LAND. THERE WAS AN AIRPLANE ABOVE ME IN CONTACT AND THEY REPORTED TO THE ATLANTA CENTER THAT THEY HAVE MY AIRCRAFT IN SIGHT. I WAS ALREADY ABOUT 2600 FEET MSL GOING DOWN. I BELIEVE ATLANTA CENTER WAS GETTING BROKEN RADION RECEPTION AND COULD NOT HEAR ALL MY TRANSMISSIONS. I HAVE MADE THE LAST RADIO CALL TO REPORT THAT I AM LANDING. I 20001014017219A (-23) N6107P HAD SAT IN A BARN ON A PRIVATE AIRFIELD SINCE 1979. THERE WAS A FERRY PERMIT TO MOVE N6107P FROM THE SHORT, PRIVATE GRASS FIELD TO A TOPEKA BILLARD FIELD FOR MAINTENANCE. WITH 30 GALLONS OF FUEL AND ONE PASSENGER, CONTRARY TO THE PROVISIONS OF THE FERRY PERMIT, PILOT ATTEMPTED TO TAKE OFF. THE A/C STRUCK TREES AT THE END OF THE FIELD. 20001014018989I (-23)ON OCT 14, 2000 AT 1646 A PIPER COMANCHE PA-24 EXPERIENCED A LOSS OF POWER. THE PILOT ASSESSES THE SITUATION, LOOKED FOR A LANDING SITE, AND ELECTED TO LAND ON A DIRT ROAD. HE LANDED GEAR UP DUE TO THE FACT THAT HE DID NOT KNOW THE CONDITION OF THE ROAD. BY LANDING WITH THE GEAR UP, THE AIRCRAFT SUFFERED MINOR DAMAGE. IT APPEARED THAT THE ENGINE ROD END CAP CAME OFF CAUSING A HOLE ON THE BLOCK BY THE #6 CYLINDER. THE LYCOMING ENGINE WAS OVERHAULED ON 04/01/2000. AT THE TIME OF THE INCIDENT, THE ENGINE HAD 34 HOURS SINCE O/H. 20001014019249I (-23) UPON LANDING ON RUNWAY 16 AT SWI, UNDER VFR CONDITIONS,^PRIVACY DATA OMIT^A PRIVATE PILOT, PIC OF A MOONEY MODEL M20, N5200B HAD THE RIGHT MLG TO START COLLAPSE. A/C HEADED TOWARD THE RIGHT SIDE OF RUNWAY AND RIGHT WING STRUCK A RUNWAY LIGHT, SHEARING IT AND VEERING THE A/C OFF INTO THE GRASS. INVESTIGATION REVEALED THAT THE LANDING GEAR OVER CENTER SETTING MAY HAVE BEEN MISADJUSTED. 20001014019309I (-23)ATTACHED NARRATIVE 20001014019319I (-23) ON OCT. 14, 2000 A MOONEY A/C N4361H, MODEL M30-J, SERIAL NUMBER 24-0720, LANDED GEAR UP AT THE RIALTO AIRPORT, LOCATED IN RIALTO, CA. THE PILOT WAS CONTACTED AND HE REPORTED THAT HE WAS GETTING BUMPED AROUND DUE TO HIGH WINDS AND GUSTS JUST BEFORE ENTERING THE DOWN WIND LEG FOR RUNWAY 35, AT RIALTO AIRPORT. HE SAID "I JUST BECAME DISTRACTED AND FORGOT TO LOWER THE LANDING GEAR". 20001014028549A (-23)ACCORDING TO THE NTSB REPORT AND THE PILOT, HE WAS PRACTICING LANDINGS IN HIS CESSNA 310, AT MONTROSE REGIONAL AIRPORT IN MONTROSE, CO. WHEN HE MADE A "HARD LANDING". THE PILOT FURTHER STATES IN HIS WRITTEN STATEMENT TO THE AIRCRAFT INSURANCE COMPANY, THAT THE ACCIDENT WAS A RESULT OF WIND SHEAR ON SHORT FINAL. HE STATED THAT "AS HE LEVELED THE PLANE OFF TO FLARE, THE PLANE DROPPED 8-12 FEET ONTO THE RUNWAY." ENGINE MOUNTS ON THE RIGHT ENGINE WERE BROKEN. IN ADDITION, THE RIGHT WING HAD BENT STRINGERS AND FRAMERS. 20001014030089I (-23)WESTERLY STATE AIRPORT, WESTERLY, RI, RUNWAY 25. UPON LANDING, NOSE WHEEL BROKE OFF OF NOSE LANDING GEAR AT BASE TO STRUT. AIRCRAFT PROPELLER STRUCK RUNWAY SEVERAL TIMES BEFORE CAUSING ENGINE TO STOP. MINOR DAMAGE TO NOSE LANDING GEAR AND BELLY OF AIRCRAFT JUST AFT NOSE GEAR. NO INJURIES. 20001014030379I (-23)THE SOLO STUDENT PILOT MADE A NORMAL APPROACH AND LANDING TO RUNWAY 17 AT ELMDALE AIRPARK IN ABILENE, TX. THE NOSE WHEEL CAME OFF THE AIRPLANE DURING ROLL OUT CAUSING THE NOSEWHEEL FORK TO DIG IN AND CAUSE THE AIRPLANE TO COME UP ON THE NOSE. INVESTIGATION REVEALED THE THREADS ON THE CASTILATED RETAINING NUT FOR THE NOSEWHEEL AXLE WERE STRIPPED AND IT CAME OFF THE AXLE. 20001014031559I (-23)THE PILOT OPERATED A NON-CERTIFICATED, NON-REGISTERED HOME BUILT CHALLENGER 2 AIRPLANE AS PILOT-IN-COMMAND. THE PILOT STATED, THAT DURING THIS FLIGHT OF CHALLENGER WAS EXTREMELY DIFFICULT TO CONTROL AND GAINING ALTITUDE AFTER TAKE OFF WAS VIRTUALLY IMPOSSIBLE. THE PILOT SAID THAT HE WAS ABLE TO STAY AIRBORNE LONG ENOUGH TO MAKE AN UNSCHEDULED LANDING IN A FARM FIELD JUST OFF THE AIRPORT. THIS OFF AIRPORT LANDING CAUSED THE RIGHT MAIN LANDING GEAR WHEEL TO BE SEVERED FROM THE AIRPLANE. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001014031729I (-23)ON OCTOBER 14, 2000, AT ABOUT 1610 LOCAL TIME WHILE ON A PLEASURE FLIGHT, FROM THE MOLINE QUAD CITY AREA TO CARBONDALE, THE APPROPRIATELY RATED PILOT IN COMMAND AND SOLE OCCUPANT, EXPERIENCED A COMPLETE LOSS OF ENGINE POWER APPROXIMATELY THREE MILES FROM THE END OF RUNWAY 18 AT CARBONDALE SIU AIRPORT (MDH). THE PIC EXECUTED A SUCCESSFUL EMERGENCY LANDING IN A FIELD, WITHOUT DAMAGE TO THE AIRCRAFT OF HIMSELF. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001014037379A (-23) ON TAKE-OFF ROLL TO THE SOUTH, AT ABOUT 85 KNOTS, PILOT PULLED BACK ON THE CONTROL WHEEL WITH NO RESPONSE IN AIRCRAFT ALTITUDE. THE THROTTLE WAS CLOSED AND FULL BRAKES APPLIED. AIRCRAFT SKIDDED ACROSS ROAD & BROKE OFF ALL 3 GEAR AND SKIDDED TO A STOP IN A HARVESTED BEAN FIELD. 20001014037489I (-23) ON SATURDAY, OCTOBER 14, 2000, DURING CLIMB OUT FROM BUFFALO NIAGARA INTERNATIONAL AIRPORT (BUF), A B-727-225, OPERATED BY DELTA AIRLINES AS FLIGHT 875, EXPERIENCED THE NUMBER 2 ENGINE START VALVE "OPEN" LIGHT ILLUMINATING. THE CREW RETARDED POWER TO "IDLE" PER THE CHECKLIST. THE VALVE LIGHT EXTINGUISHED PER THE CHECKLIST AND THE NUMBER 2 ENGINE WAS SHUT DOWN. THERE WERE NO ABNORMAL INDICATIONS PRIOR TO SHUTDOWN. THE AIRCRAFT RETURNED TO BUF, LANDED AND TAXIED TO THE RAMP AND DEPLANED THE PASSENGERS WITHOUT FURTHER INCIDENT. COMPANY MAINTENANCE ARRIVED AND CHANGED THE START VALVE AND PRESSURE SWITCH. THEY RAN THE ENGINE, CHECKED THE "CHIP" DETECTOR AND STRAINER AND FOUND THEM TO BE OK. THEY REPLACED THE FILTER AND PERFORMED A WINDMILL CHECK AND THEN A HIGH POWER RUN. THE START VALVE OPERATED NORMALLY. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001014038459I (-23) DURING TAKE OFF FROM RUNWAY 24 AT ABE AIRPORT, ALLENTOWN, PA, AT APPROX. V 1 SPEED THE CAPTAIN HEARD A LOUD BANG, AND SHORTLY AFTER HEARD ANOTHER LOUD BANG. TAKE OFF WAS ABORTED AND DRAG CHUTE DEPLOYED. BOTH LEFT HAND MAIN TIRES WERE BLOWN AND THE LANDING GEAR DOOR TORN FROM THE AIRCRAFT. 20001014039059A (-23) AFTER LANDING ON THE GRASS STRIP, THE PILOT WAS TAXIING TO AVOID A ROW OF A/C PARKED ON THE LEFT SIDE OF THE RUNWAY. THE PILOT THEN INADVERTENTLY TAXIED INTO SOFT DIRT WITH THE RIGHT MAIN LANDING GEAR, WHICH THEN CAUSED THE A/C TO PULL TO THE RIGHT. WHEN THE A/C PULLED TO THE RIGHT, THE RIGHT WING STRUCK SOME BUSHES CAUSING THE A/C TO ROLL DOWN AN EMBANKMENT ADJACENT TO THE RUNWAY. THE A/C SUSTAINED DAMAGE TO THE PROPELLER, LOWER COWLING A ND THE OUTBOARD FIVE FEET OF THE RIGHT WING. (.4) ON OCTOBER 14, 2000, ABOUT 1130 EASTERN DAYLIGHT TIME, A NORTH AMERICAN AT-6G, N5296V, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE PACE AIRPORT (VA02), IN RIDGEWAY, VIRGINIA. THE CERTIFICATED AIRLINE TRANSPORT PILOT AND A PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PILOT STATED HE FLEW TO VA02 TO ATTEND A "FLY-IN," AND HAD LANDED AT THE PRIVATELY OWNED AIRPORT ON SEVERAL OCCASIONS PRIOR TO THE ACCIDENT. THE AIRPLANE WAS LANDING ON RUNWAY 18, A 3,000 FOOT-LONG, GRASS RUNWAY. THE RUNWAY WIDTH VARIED BETWEEN 75 AND 100 FEET, AND IT CONTAINED A "SLIGHT DOGLEG" TO THE LEFT, ABOUT HALF-WAY DOWN THE RUNWAY. DURING THE LANDING ROLLOUT, THE AIRPLANE'S RIGHT WING CONTACTED BUSHES AND SMALL TREES OFF THE RIGHT SIDE OF THE RUNWAY. THE PILOT SAID THAT BEFORE HE COULD TAKE CORRECTIVE ACTION, THE AIRPLANE WAS "PULLED" OFF THE RIGHT SIDE OF THE RUNWAY AND DOWN AN EMBANKMENT. THE PILOT DID NOT REPORT ANY MECHANICAL PROBLEMS WITH THE AIRPLANE. THE WIND REPORTED AT A NEARBY AIRPORT, ABOUT THE TIME OF THE ACCIDENT WAS CALM. 20001014039299A (-23) THE STUDENT PILOT WAS ON HIS 4TH SOLO AND HAD BEEN IN THE PRACTICE AREA. ON FINAL APPROACH FOR LANDING HE MADE A HARD TOUCHDOWN AND STARTED BOUNCING DOWN THE RUNWAY. HE STATED THAT AFTER GETTING THE A/C UNDER CONTROL HE TAXIED BACK TO THE STARTING POINT. THE PROP SUSTAINED DAMAGE AND THE FIREWALL WAS BUCKLED. 20001014039909A (-23)AFTER BEING UNABLE TO MAINTAIN FLIGHT,HELICOPTER CRASHED ON HIGHWAY ON INTERSECTION ON NW 155 TH AND PINES BLVD. IN PEMBROKE PINES, FLORIDA. HELICOPTER WAS OBSERVED BY SEVERAL WITNESSES AS ENTERING THIS AREA FROM WEST TO EAST WHILE MAKING SEVERAL LOUD POPPING SOUNDS PRIOR TO CRASHING. HELICOPTER CLEARED TRAFFIC LIGHT POLES AND GUIDE WIRES THEN IMMEDIATELY DESCENDED ON TO HIGHWAY. EXAMINATION REVEALED THAT HELICOPTER COLLIDED WITH THE HIGHWAY IN A NOSE HIGH SKID LOW ATTITUDE AND SEPARATED BOTH TAIL ROTOR BLADES. IT THEN CONTINUED FORWARD WHERE THE MAIN ROTOR BLADE COLLIDED WITH THE ROAD AT 25 FT. 2 INCHES DOWN THE CRASH DERIS. THE TAIL SKID WAS BENT UPWARD AND TO THE RIGHT. THE HELICOPTER ROTATED TO THE LEFT ABOUT ITS VERTICAL AXIS AND CAME TO REST ON ITS LEFT SIDE ON A HEADING OF 330 MAGNETIC 93 FEET 3 INCHES DOWN THE CRASH DERIS LINE. THE CABIN STRUCTURE LOWER LEFT QUADRANT CRUSHED FROM THE NOSE TO THE FIREWALL. EXAMINATION OF THE AIRFRAME AND FLIGHT CONTROL ASSEMBLY REVEALED NO EVIDENCE TO INDICATE A PRECRASH MECHANICAL FAILURE OR MALFUNCTION. 20001014039979A (-23)HELICOPTER WAS DISPATCHED TO RESCUE AN INJURED PERSON AT JACOB LAKE, ARIZONA. PILOT OBTAINED WEATHER AND LOADING INFORMATION PRIOR TO STARTING THE FLIGHT TO JACOB LAKE. THE PILOT DID NOT LAND AT THE DESIGNATED SPOT, BUT CHOSE AN ALTERNATE SPOT TO LAND (WHICH THE PILOT SAID WAS A SAFER LANDING AND TAKEOFF AREA). THE INJURED PERSON WAS LOADED ONTO THE AIRCRAFT. THE PILOT THEN ATTEMPTED TO TAKEOFF, ENCOUNTERED A VARIABLE WIND (WIND SHIFTED DURING TAKEOFF), WHICH CAUSED LOSS OF TAIL ROTOR EFFECTIVENESS. THE PILOT FORCED LANDED THE HELICOPTER IN A WOODED AREA RIGHT NEXT TO A ACCESS ROAD. ONLY MINOR INJURIES WERE REPORTED. 20001014040999A (.4) WHILE LANDING ON RUNWAY 32, AS THE AIRPLANE ENTERED GROUND EFFECT, THE LEFT WING SUDDENLY LIFTED SKYWARD, AND AIRPLANE TOUCHED DOWN HARD ON THE RIGHT MAIN LANDING GEAR. THE AIRPLANE WAS THEN 'PUSHED' OFF THE RUNWAY BY THE CROSSWIND, AT A SPEED OF 65 KNOTS, AND THE PROPELLER IMPACTED A RUNWAY LIGHT. THE PILOT APPLIED FULL POWER, WITH 40 DEGREES OF FLAPS, AND THE AIRPLANE BEGAN TO CLIMB. THE PILOT RAISED THE FLAPS TO 30 DEGREES AND THE RIGHT WING IMPACTED A TREE. THE RIGHT WING STRUCK A SECOND TREE, AND THE AIRPLANE DESCENDED TO THE GROUND. REVIEW OF THE PILOT'S LOGBOOK REVEALED THAT HE HAD ACCUMULATED ABOUT 78 HOURS OF TOTAL FLIGHT EXPERIENCE, OF WHICH 3.5 HOURS WERE IN MAKE AND MODEL. THE WINDS RECORDED AT A NEARBY AIRPORT ABOUT THE TIME OF THE ACCIDENT, WERE FROM 210 DEGREES AT 7 KNOTS. 20001015015889A (-23) WHEN ENROUTE AT 3,500 FEET, VFR FROM BEDFORD, MA. TO MARTHA'S VINEYARD, MA. THE PILOT REPORTED LOSS OF ENGINE POWER TO ATC AND ADVISED THAT HE HAD TO MAKE AN EMERGENCY LANDING. THE A/C MADE AN EMERGENCY LANDING ON THE WESTBOUND LANE OF MASSACHUSETTS TURNPIKE, MARLBOROUGH, MA. THE A/C RECEIVED SUBSTANTIAL DAMAGE TO THE LEFT WING WHEN IT IMPACTED A ROAD SIGN DURING AN EMERGENCY LANDING AND ALSO TO THE PROPELLER WHEN IT STRUCK AN AUTOMOBILE. THERE WERE NO INJURIES. PRELIMINARY INSPECTION OF THE A/C AT THE ACCIDENT SCENE DISCLOSED THAT A MALFUNCTION OF THE ENGINE HAD OCCURRED. SEVERE ENGINE DAMAGE WAS VISIBLE IN THE NUMBER ONE CYLINDER AREA. THE INFORMATION TO COMPLETE ITEMS #29 AND #31 IS NOT AVAILABLE. THE PILOT IS PRESENTLY ON A BUSINESS TRIP TO UNITED KINGDOM. (.4) THE AIRPLANE WAS IN A CLIMB, PASSING 3,500 FEET, WHEN THE PILOT HEARD A "BANG". THE ENGINE LOST POWER, AND OIL BEGAN LEAKING FROM THE ENGINE COMPARTMENT. THE PILOT THEN MADE A FORCED LANDING ON THE MASSACHUSETTS TURNPIKE. DURING THE LANDING FLARE, THE AIRPLANE STRUCK HIGHWAY REFLECTORS, A SIGN, AND AN AUTOMOBILE. EXAMINATION OF THE AIRPLANE'S LYCOMING O-360-A4M ENGINE REVEALED A BREACH IN THE CASING, IN THE VICINITY OF THE NUMBER 1 PISTON. IN ADDITION, THE NUMBER 1 PISTON CONNECTING ROD CAP WAS MISSING, ALONG WITH ONE COMPLETE ROD BOLT, AND THE MANUFACTURED HEAD OF THE OTHER ROD BOLT. THE FRACTURE SURFACES WERE OBLITERATED, AND DID NOT PROVIDE ANY CLUES OF FRACTURE EVENT INITIATION. TYPE 74502 CONNECTING RODS WERE USED IN THE OVERHAUL OF THE ENGINE. SINCE ITS CERTIFICATION IN NOVEMBER 1974, THE O-360-A4M ENGINE HAD ALWAYS BEEN MANUFACTURED UTILIZING LW-11750 CONNECTING RODS. PREDECESSOR O-360 SERIES ENGINES WERE MANUFACTURED USING 74502 CONNECTING RODS; HOWEVER, THOSE RODS AND THEIR IMMEDIATE SUCCESSORS WERE SUPERCEDED BY LW-11750 CONNECTING RODS IN MAY 1970. THE LW-11750 CONNECTING ROD HAD A LARGER GRIP AREA THAN THE 74502, AND UTILIZED A LONGER ROD BOLT TO SECURE THE CONNECTING ROD CAP TO THE CONNECTING ROD YOKE. THERE WAS, HOWEVER, NO EVIDENCE THAT THE USE OF THE 74502 CONNECTING ROD WOULD HAVE RESULTED IN A ROD OR ROD BOLT FAILURE. AT THE TIME OF THE ACCIDENT, THE ENGINE'S TIME SINCE OVERHAUL WAS 50 HOURS. 20001015016469I (-23) DURING LANDING ROLLOUT PASSENGER IN THE RIGHT SEAT GOT EXCITED AND APPLIED MAX PRESSURE TO THE RIGHT BRAKE, CAUSING THE A/C TO EXIT THE RUNWAY AND HIT A "FEET REMAINING" AIRPORT SIGN. ACTION BY PASSENGER WAS UNINTENTIONAL. 20001015016549I (-23) WHILE TAXIING ON A NARROW TAXIWAY, THE A/C LEFT WING TIP HIT A FUEL TRUCK PARKED CLOSE TO THE TAXIWAY. THE LEFT WING TIP LENS. BROKE. 20001015016649I (-23) DURING THE TAKEOFF ROLL THE CREW EXPERIENCED EXCESSIVE AIRFRAME VIBRATION AND ABORTED THE TAKEOFF AT 148 KNOTS PRIOR TO REACHING V1 SPEED OF 164 KNOTS. THE A/C DEPARTED RUNWAY 32 IN A STRIGHT LINE AND ENDED UP WITH THE NOSE TIRE 487 FEET FROM THE EDGE OF THE PAVED RWY. 20001015019509I (-23) PILOT TOOK OFF INTO THE WIND AT A DIRT STRIP. A/C LIFTED OFF AND THEN CAME BACK AND SETTLED DOWN. PILOT STATED THAT HE PROCEEDED TO FLY A/C. IT LIFTED UP AGAIN AND A/C HIT A GUST OF WIND AND THE RIGHT WING DIPPED AND RIGHT TIRE AND WHEEL IMPACTED THE GROUND. PILOT REGAINED CONTROL AND LIFTED OFF AND GOT AIRBORNE. PILOT THEN NOTICED THAT RIGHT TIRE AND WHEEL WERE BENT BACK. HE THEN MADE THE DECISION TO FLY THE A/C TO THE NEAREST AIRPORT. WHEN HE LANDED A/C THE A/C SLOWED DOWN THE RIGHT WING TIP CAME IN CONTACT WITH THE GROUND AND CAUSED SLIGHT DAMAGE TO WING TIP. 20001015024799A (-23) PER WITNESS, A/C LOST POWER ON TAKEOFF AND HIT TREES EXPLODED ON IMPACT. A/C BURNED TOTAL. 20001015025029I (-23) THE PILOT COLLIDED WITH A JET REFUELING PUMP HOUSING WHILE ATTEMPTINGTO TAXI FROM THE FUELING AREA TO A/C PARKING. HE DAMAGED THE PROP OF HIS A/C AND THE HOUSING AROUND THE FUEL PUMP. THE PILOT HAD COMPLETED REFUELING AND REPOSITIONED HIS A/C IN PREPARATION FOR TAXI TO PARKING. HE MOVED THE A/C BY HAND USING THE TAIL SECTION OF THE A/C. THE FUEL PUMP WAS BLOCKED FROM HIS VIEW BY THE NOSE SECTION OF THE A/C. NEITHER HE NOR HIS PASSENGER COULD SEE THE PUMP HOUSING, WHICH WAS IN FRONT OF THE A/C AND OUT OF THEIR LINE OF SITE. WHEN HE STARTED THE A/C AND BEGAN TO TAXI FORWARD, THE PROP MADE CONTACT WITH THE PUMP HOUSING, WHICH WAS IN FRONT OF THE A/C AND OUT OF THEIR LINE OF SITE. WHEN HE STARTED THE A/C AND BEGAN TO TAXI FORWARD, THE PROP MADE CONTACT WITH THE PUMP HOUSING. THE PUMP IS APPROX. 36 INCHES HIGH AND BELOW THE LINE OF SITE FOR THE TAIL WHEEL A/C. ACCORDING TO THE AIRPORT MANAGER, THIS IS AT LEAST THE SECOND TAIL WHEEL A/C THAT HAS COLLIDED WITH THE FUEL PUMP. THE PUMP IS PAINTED WHITE AND IS DIFFICULT TO SEE AGAINST LIGHT COLORED ASPHALT. THE AIRPORT IS IN THE PROCESS OF TRYING TO IMPROVE THE VISIBILITY OF THE PUMP, INCLUDING PAINTING IT A CONTRASTING COLOR OR ERECT ING ADDITIONAL SIGNS. THE PILOT HAS BEEN COUNSELED ON THE IMPOARTANCE OF SITUATIONAL AWARENESS DURING ALL PHASES OF AIRCRAFT OPERATIONS, INCLUDING TAXI OPERATIONS. 20001015031289I (-23)PILOT PRACTICING TAKEOFFS AND LANDINGS AT HOME FIELD. REPORTS HAVING SAFE GEAR DOWN INDICATION ON DOWNWIND (3-GREEN LIGHTS AND NOSE GEAR VISUALLY CHECKED IN MIRROR). AFTER NORMAL LANDING, NOSE GEAR RETRACTED. AIRCRAFT SLID 886 FT. ON NOSE. ENGINES STOPPED DUE TO PROP STRIKE ON RUNWAY. MAINTENANCE TECHNICIANS NOTED MAIN GEAR WERE DOWN, BUT NOT LOCKED. ONE WAS OVER-CENTER, ONE WAS NOT. NOSE GEAR RETRACT MECHANISM SHOWED DAMAGE CONSISTENT WITH SYSTEM ATTEMPTING TO EXTEND NOSE GEAR WITH AIRCRAFT NOSE RESTING ON THE GROUND. AIRCRAFT WAS LIFTED IN PLACE ON JACKS, AND HYDRAULIC LINES WERE CRACKED TO RELIEVE PRESSURE, ALL GEARS EXTENDED OVER CENTER AND LOCKED WITH GRAVITY ALONE. AIRCRAFT WAS TOWED TO HANGER, AGAIN PLACED ON JACKS. NOSE GEAR WAS ISOLATED FROM THE SYSTEM (DUE TO THE ABOVE NOTED DAMAGE) AND GEAR OPERATION CHECK WAS CONDUCTED WITH FULL, NORMAL EXTENSION AND RETRACTION NOTED, INCLUDING ALL NORMAL INDICATIONS (LIGHTS, HORNS, ETC.). ^PRIVACY DATA OMITTED^ ^PRIVACY DATA OMITTED^ 20001015036169A (-23) ON OCTOBER 15, 2000, N1344G A BEECHCRAFT MODEL 35-33 DEPARTED MONTEREY AIRPORT AT APPROX. 12:42 LOCAL TIME. AT APPROX. 12:44 AND ABOUT 2 MILES NORTHWEST OF THE MONTEREY AIRPORT AIRPORT IN MONTEREY BAY, SEVERAL WITNESSES SAW THE A/C FLY OUT OF THE CLOUDS AND DIVING FOR THE WATER THEY THEN REPORTED THE A/C PULLED UP AND THEN DIVED BACK IMPACTING THE WATER. 20001015038499I (-23) THE PILOT STATED THAT ON APPROACH FOR LANDING, THE LANDING GEAR FAILED TO EXTEND. AFTER SEVERAL ATTEMPTS TO GET ALL THREE GEAR SAFE LIGHTS, THE NOSE GEAR LIGHT WOULD STILL NOT COME ONE. THE TOWER ADVISED THE PILOT THAT THE GEAR APPEARED TO BE DOWN AND A LANDING WAS ATTEMPTED. DURING LANDING, THE NOSE GEAR COLLAPSED AND THE AIRCRAFT SKIDDED TO A STOP ON THE LOWER ENGINE COWLING, WITH THE PROPELLER STRIKING THE RUNWAY. THE A/C OWNER HAD MAINTENANCE PERSONNEL START REPAIRS PRIOR TO FAA INVESTIGATIONS. PERSONNEL AT THIS REPAIR STATION INDICATED THAT THEY FOUND NO DEFECTS IN THE LANDING GEAR SYSTEM AND THAT IT OPERATED NORMALLY WHEN IT WAS TESTED. IT WAS NOTED THAT THIS A/C WAS BEING USED FOR FLIGHT TRAINING AT THE TIME OF THE INCIDENT AND THAT THE HYDRAULIC SYSTEM HAD BEEN UNDER HEAVY USE CYCLING FLAPS AND LANDING GEAR. THIS A/C HAS A CONTROL DEVICE THAT DEENERGIZES THE ELCTRIC HYDRAU LIC PUMP AFTER 17 SECONDS OF CONTINOUS OPERATION. IT IS SPECULATED THAT THE HYDRAULIC MOTOR DUY CYCLE MAY HAVE BEEN EXCEEDED AND THIS DEVICE DEACTIVATED THE PUMP DURING OPERATION OF THE FLAPS AND LANDING GEAR ON APPROACH FOR LANDING. THE PUMP MOTOR CIRCUIT MAY BE RESET BY CYCLING THE "HYD PUMP" CIRCUIT BREAKER, BUT NEITHER THE STUDENT OR THE INSTRUCTOR WERE AWARE OF THIS. THE EMERGENCY LANDING GEAR EXTENSION SYSTEM FOR THIS AIRCRAFT DEPENDS ON INERTIA TO ASSIST THE GEAR INTO THE LOCKED POSITION. IT IS MOST LIKELY THAT THE GEAR WAS EITHER PARTIALLY DOWN, OR THEIR AIRSPEED TOO HIGH, WHEN THE EMERGENCY SYSTEM WAS ACTIVATED, PREVENTING THE NOSE GEAR FROM LOCKING INTO THE DOWN POSITION. THE AIRCRAFT OWNER, STUDENT, AND INSTRUCTOR WERE COUNSELED REGARDING THE OPERATION OF THE AIRCRAFT HYDRAULIC AND LANDING GEAR SYSTEMS. 20001015039069A (-23) PILOT DEPARTED RUNWAY 7 AT VAN SANT AIRPORT (9N1) AIRCRAFT ENGINE WAS RUNNING FINE ON INITIAL CLIMB OUT AND THEN IT SUDDENLY STOPPED RUNNING. PILOT LANDED STRAIGHT AHEAD IN A FIELD, CAUSING EXTENSIVE DAMAGE TO THE A/C.(.4)ON OCTOBER 15, 2000, ABOUT 1748 EASTERN DAYLIGHT TIME, A STARDUSTER SA-300, AN AMATEUR BUILT AIRPLANE, N3168, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING AFTER TAKEOFF FROM THE VANSANT AIRPORT (9N1), ERWINNA, PENNSYLVANIA. THE PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PILOT STATED THAT HE INTENDED TO RETURN TO HIS HOME AIRPORT, SKY MANOR AIRPORT, PITTSTOWN, NEW JERSEY. HE COMPLETED A PREFLIGHT INSPECTION OF THE AIRPLANE, AND PERFORMED A RUN-UP PRIOR TO DEPARTURE. AFTER DEPARTING 9N1, ABOUT 1/4 MILE FROM THE AIRPORT, THE ENGINE LOST ALL POWER. THE PILOT PERFORMED A FORCED LANDING INTO TREES, AND DID NOT RECALL ANY EVENTS AFTER THE IMPACT. THE PILOT ADDED THAT HE FLEW THE AIRPLANE EARLIER IN THE DAY, AND DID NOT EXPERIENCE ANY PROBLEMS. HE FURTHER STATED THAT THE AIRPLANE HAD TWO FUEL TANKS, THE CENTER AND MAIN TANK. THE FUEL SELECTOR HAD FOUR POSITIONS, "OFF," "TOP," "MAIN," AND "ACRO." THE PILOT DEPARTED WITH THE FUEL SELECTOR IN THE "ACRO" POSITION, WHICH DRAINED FROM THE LOWEST POINT IN THE MAIN TANK. THE MAIN TANK HAD APPROXIMATELY 12 GALLONS OF FUEL AT THE TIME OF DEPARTURE. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE ENGINE. HE ROTATED THE PROPELLER AND CONFIRMED CAMSHAFT AND CRANKSHAFT CONTINUITY. HE WAS NOT ABLE TO ATTAIN THUMB COMPRESSION ON THE NUMBER THREE AND NUMBER FIVE CYLINDERS. THE INSPECTOR STATED THAT THE NUMBER THREE CYLINDER HAD IMPACT DAMAGE, BUT HE DID NOT KNOW WHY THUMB COMPRESSION COULD NOT BE ATTAINED ON THE NUMBER FIVE CYLINDER. DUE TO IMPACT DAMAGE, THE INSPECTOR WAS UNABLE TO ACCESS THE MAGNETOS. THE INSPECTOR ADDED THAT FUEL WAS PRESENT IN THE CARBURETOR, AND HE DID NOT OBSERVE ANY FUEL CONTAMINATION. HE NOTED THAT THE FUEL SELECTOR WAS IN THE "OFF" POSITION, BUT EMERGENCY PERSONNEL STATED THAT THEY MOVED THE SELECTOR TO THE "OFF" POSITION. SEVERAL MONTHS LATER, THE PILOT PERFORMED A CURSORY EXAMINATION ON THE ENGINE. THE PILOT STATED THAT HE DID NOT FIND ANY DISCREPANCIES WITH THE ENGINE. HE ADDED THAT THE ENGINE WAS ORIGINALLY MANUFACTURED IN 1943. THE ENGINE WAS LAST OVERHAULED IN 1983. IT HAD 99 HOURS OF OPERATION SINCE THAT LAST OVERHAUL. 20001015041709A (-23) ON DEPARTURE FROM THE BIRCHWOOD AIRSTRIP, DURING THE INITIAL AMATEUR BUILT CERTIFICATION PROCESS, THE ENGINE QUIT AT 700 FEET MSL. THE AIRCRAFT ENTERED A SPIN. THE PILOT RECOVERED THE AIRCRAFT FROM THE SPIN AT TREETOP LEVEL. THE PILOT WAS FORCED TO MAKE AN EMERGENCY GEAR UP LANDING IN ROUGH TERRAIN ON THE KNICK ARM MUDFLATS. 20001015043389A (-23) UPON LANDING THE AIRCRAFT NOSE GEAR INTER CYLINDER BROKE, CAUSING THE NOSE GEAR TO DIG INTO THE GRASS RUNWAY AND THEN FLIPPING THE AIRCRAFT ONTO THE FUSELAGE. THE INTER OR CHROME CYLINDER APPEARS TO HAVE BEEN WELDED IN THE PAST AT SOME POINT. AIRCRAFT RECORDS DID NOT INDICATE ANY REPAIR TO LANDING GEAR. CYLINDER WAS SHIPPED TO NTSB LAB FOR EXAMINATION. 20001016015359A (-23) FIVE MINUTES AFTER DEPARTURE FROM THE DOWNTOWN PARKS AIRPORT (CPS) CAHOKIE, IL, THE PILOT REPORTED PROBLEMS WITH HIS PRIMARY ATTITUDE INDICATOR. SEVERAL VACUUM SYSTEM COMPONENTS REMOVED FROM THE ACCIDENT SITE HAVE BEEN SENT TO THE NTSB LAB IN WASHINGTON DC FOR FURTHER EXAMINATION. THE NTSB INVESTIGATION CONTINUES. 20001016016519I (-23) ON OCTOBER 16, 2000 AT 1800 EDT, A LEAR JET LR-45-45, N406FX, REGISTERED TO BOMBARDIER BUSINESS, ON APPROACH TO REGIONAL SOUTHWEST AIRPORT (RSW) FT. MYERS, FL., HAD AN UNCOMMANDED SPOILER DEPLOYMENT. ON APPROACH 150-160 KNOTS, SPOILERS ARMED, 2000 FEET, FLAPS WERE EXTENDED TO 8 DEGREES, MASTER CAUTION LIGHT ILLUMINATED AND SINGLE CHIME. EICAS DISPLAYED A YELLOW "SPOILER FAIL" MESSAGE. SPOILER INDICATOR INDICATED SPOILERS DEPLOYMENT AT 12 DEGREES. SPOILER DEPLOYED SYMMETRICALLY. A/C AIRSPEED DECELLERATED TO 140-150 KNOTS. PILOT DEPLOYED FULL SPOILERS AND THEN STOWED SPOILERS AND DE-ARMED SPOILERS. A/C LANDED WITHOUT INCIDENT. 20001016017449I (-23)ON OCTOBER 16, 2000, A BEECH 200-200, US REGISTRATION N561SS, MADE A PRECAUTIONARY LANDING ON RUNWAY 15 AT THE JOHNSTOWN AIRPORT, JOHNSTOWN, PA., AFTER A LEFT ENGINE FAILURE. THE A/C WAS TAKEN TO AIR EAST, INC., SAME SITE, WHERE THEY REPLACED THE LEFT ENGINE FUEL PUMP DUE TO THE FUEL PUMP SHAFT BREAKING. A MALFUNCTION AND DEFECT REPORT WAS FILED. THIS INCIDENT IS CLOSED. 20001016018239A (-23) THE AIRCRAFT WAS ON A PART 91 MAINTENANCE FERRY FLIGHT WHEN IT CRASHED ABOUT ONE MINUTE AFTER TAKE-OFF. THE PILOT WAS FATALLY INJURED AND THE AIRCRAFT WAS DESTROYED. THE PILOT HAD REPORTED A TRANSMISSION OIL PRESSURE WARNING LIGHT HAD ILLUMINATED JUST PRIOR TO LANDING AT THE ALAMANCE REGIONAL MEDICAL CENTER. A MECHANIC WAS DISPATCHED TO CHECK THE PROBLEM. THE MECHANIC STATED HE CHECKED THE TRANSMISSION FOR LEAKS AND THEN DISCONNECTED THE WIRE TO THE TRANSMISSION OIL PRESSURE LIGHT. HE NEVER RECONNECTED THE LIGHT. DUE TO PAST PROBLEMS WITH THE PRESSURE SWITCH, THE MECHANIC AND PILOT MADE A DECISION TO GROUND RUN AND HOVER THE AIRCRAFT. IF NO ABNORMAL VIBRATIONS OR NOISES WERE HEARD OR FELT, THE PILOT WOULD FERRY THE AIRCRAFT BACK TO DUKE MEDICAL CENTER. AFTER FIFTEEN OR TWENTY MINUTES OF RUN TIME, THE PILOT TOOK OF AD CRASHED ONE MINUTE LATER. A POSTCRASH EXAMINATION OF THE HELICOPTER SHOWED THE GEARS IN THE COMBINER GEARBOX HAD DAMAGE AND THE TRANSMISSION OIL PUMP DRIVE SHAFT WAS SEPARATED NEAR THE MIDSPAN. 20001016019239I (-23)^PRIVACY DATA OMITT^PIC OF REPUBLIC P47 N47TB, EMPLOYED EXCESSIVE BRAKING DURING TAXI FOR DEPARTURE AT MIDLAND, TX., DUE TO HIGH WINDS. UPON APPROACH TO ADS, CHECKED BRAKES AND HAD NO RIGHT BRAKE AND DIVERTED TO F39 FOR MORE FAVORABLE CONDITIONS. UPON TOUCH DOWN ON RUNWAY 35, AT F39, THE RIGHT BRAKE WAS LOCKED AND LEFT BRAKE WAS APPLIED TO STABILIZE LANDING. AS A RESULT OF THE LOCKED BRAKE AND HEAVY BRAKE ACTION, THE A/C DEPARTED THE RUNWAY AND NOSED OVER. 20001016022549I (-23) AT 800 FT AGL ON A 3 MILE FINAL TO RUNWAY 34L AT SLC INTERNATIONAL AIRPORT THE A/C STRUCK THREE SEA GULLS IN LANDING LIGHT AREA ON THE RIGHT SIDE OF THE A/C. THE A/C LANDED WITHOUT ANY PROBLEM, HOWEVER THERE WAS APPROX. $28,000 WORTH OF DAMAGE. A FORM 5200-7 WAS COMPLETED AND SENT. BIRD STRIKE INSPECTION COMPLETED. REMOVED AND REPLACED RIGHT WING CENTER LEADING EDGE SKIN IAW SRM 51-42-06. 20001016031469I (-23)AIRCRAFT LANDED ON RWY 30R AT KSTL AND WAS ABLE TO CLEAR ACTIVE RUNWAY AT TOWER REQUESTED TAXIWAY (B). PILOT INSTRUCTED TO EXPEDITE AND CLEAR RUNWAY 30R ON RWY 24. PILOT ATTEMPTED TO COMPLY WITH TOWER REQUEST TO CLEAR RWY 30R AND SLID OFF RUNWAY 24 INTO GRASS AREA ON WEST SIDE OF RUNWAY 24 AND SOUTH OF RWY 30R CENTER LINE EXTENDED. 20001016031569I (-23)AIRCRAFT IS EQUIPPED WITH AMPHIHOUS FLOATS. PILOT FORGOT TO PUT LANDING GEAR DOWN, LANDED GEAR-UP ON RUNWAY 27R AT FLYING CLOUD AIRPORT. 20001016031579I (-23)AFTER 2.8 HR. CROSS-COUNTRY FLIGHT FROM MINOT, ND (MOT0 TO RAPID CITY, SD (RAP) IN VFR CONDITIONS, THE PILOT INITIATED A DESCENT FROM 6,500 MSL TO 4,500 MSL. DURING THE DESCENT THE AIRCRAFT LOST POWER AND THE ENGINE STOPPED OPERATING. PILOT MADE AN EMERGENCY LANDING TO A FIELD RESULTING IN NO DAMAGE TO THE AIRCRAFT NOR INJURIED TO THE OCCUPANTS. A CERTIFIED MECHANIC FROM RAPID CITY ARRIVED AT THE AIRCRAFT. AFTER RESTARING THE ENGINE FUEL WAS OBSERVED SPRAYING FROM THE CARBURETOR. CARBURETOR WAS REPLACED AND AIRCRAFT WAS FLOWN TO RAPID CITY (RAP). 20001016037879I (-23)AIRCRAFT WAS IN AN IFR FLIGHT FROM RICHMOND/ASHLAND, VA (OFP) TO ASHLAND, KY (DWU). AFTER PASSING CHARLESTON, WV AT 4000 FT. THE AIRCRAFT LOST POWER. THE PILOT REPORTED THE POWER LOSS TO CHARLESTON ATCT AND RECEIVED VECTORS TO ONA, WV (12V). AT THIS TIME THE PILOT HEARD A MECHANICAL THUD FROM THE ENGINE AND THE ENGINE QUIT. THE PILOT MADE AN EMERGENCY LANDING IN A FIELD CAUSING MINOR DAMAGE TO THE AIRCRAFT. POST INCIDENT INVESTIGATION REVEALED THAT THE OIL FILTER CAP WAS NOT INSTALLED AND THE OIL LEVEL WAS AT "ZERO". OIL WAS EVIDENT AT THE ENGINE OIL BREATHER VENT TUBE EXIT AREA. THE ENGINE WAS RUN UNTIL ENGINE OIL EXHAUSTION WHERE UPON THE NUMBER 5 CYLINDER CONNECTING ROD BROKE CAUSING DAMAGE TO THE CRANK CASE AND SUBSEQUENT ENGINE SEIZURE. 20001017015299A (-23)PILOT STATED: HIS HEAD SET CAME OFF IN FLIGHT, SO HE LANDED IN A FIELD, UPON TAKEOFF THE RIGHT LANDING GEAR SKID CAUGHT SOME VINES, CAUSING THE A/C TO ROLL AND MAIN ROTOR BLADES TO STRIKE THE GROUND. . (.4) ON OCTOBER 17, 2000, ABOUT 0800 EASTERN DAYLIGHT TIME, A ROBINSON R-22 BETA, N621DM, REGISTERED TO AND OPERATED BY SKYCOPTERS INCORPORATED, AS A TITLE 14 CFR PART 91 AERIAL OBSERVATION FLIGHT, EXPERIENCED DYNAMIC ROLLOVER DURING TAKEOFF FROM A FIELD IN DELLWOOD, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE PILOT AND PASSENGER RECEIVED MINOR INJURIES, AND THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT HIS HEADSET CAME OFF IN FLIGHT, AND HE HAD LANDED IN A FIELD TO SECURE THE HEADSET. THE PILOT FURTHER STATED THAT WHILE ATTEMPTING TO TAKEOFF FROM THE FIELD, AND UPON TRANSITIONING FROM HOVER TO TAKEOFF, THE HELICOPTER'S RIGHT SKID BECAME ENTANGLED IN VINES HIDDEN IN THE UNDERGROWTH. THE PILOT SAID THAT THE SKID'S ENTANGLEMENT WITH THE VINES WHILE HE WAS ATTEMPTING THE TAKEOFF INDUCED DYNAMIC ROLLOVER ON TO THE AIRCRAFT'S RIGHT SIDE. HE SAID THA T WHEN THE AIRCRAFT ROLLED OVER, THE MAIN AND TAIL ROTOR SYSTEMS SEPARATED FROM THE AIRCRAFT, AND THE TAIL BOOM BROKE OFF. ACCORDING TO THE PILOT, PRIOR TO THE ACCIDENT, THERE HAD BEEN NO MECHANICAL FAILURE OR MALFUNCTION TO THE AIRCRAFT, OR ANY ON ITS SYSTEMS. 20001017018319A (-23) ON OCTOBER 17, 2000 APPROXIMATELY 1500 MDT, THE WING OF CESSNA N93981, A C-185, IMPACTED TERRAIN ADJACENT TO THE RUNWAY AFTER LANDING AT THE DRIGGS IDAHO AIRPORT. THE PILOT AND ONE PASSENGER WERE NOT INJURED. THE PILOT STATED THAT HE HAD NOT INTENDED TO FLY THAT DAY AND WAS AT THE AIRPORT DRESSED FOR HIKING. WHEN THE BOSS ASKED HIM TO FLY HIM TO REXBURG FOR A SHORT MEETING. HE FLEW TO REXBURG WITHOUT INCIDENT. UPON RETURN FROM REXBURG, THE INITIAL LANDING AT DRIGGS WAS NORMAL. DURING THE SUBSEQUENT ROLL OUT THE AIRCRAFT STARTED TO DRIFT TO THE SIDE OF THE RUNWAY. WHEN THE PILOT ATTEMPTED TO CORRECT, HE DISCOVERED THAT HIS HIKING BOOTS WERE HUNG UP ON THE RUDDER PEDALS AND WAS UNABLE TO CORRECT. HE REMOVED BOTH FEET FROM THE RUDDER PEDALS IN AN ATTEMPT TO REGAIN CONTROL. BEFORE CONTROL COULD BE REGAINED, THE AIRCRAFT WENT OFF THE RUNWAY AND SOFT DIRT CAUSED THE AIRCRAFT TO TURN OVER, CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. 20001017019419I (-23) AIRMAN WAS ASMEL RATED AND ACTING AS AN INSTRUMENT STUDENT. WHILE ON DOWNWIND FOR LANDING, AIRMAN RECALLS LOWERING LANDING GEAR AND VERIFYING IT BEING DOWN ALONG WITH THE INSTRUCTOR IN THE RIGHT SEAT. ATC THEN REQUESTED AIRMAN FOLLOW TRAFFIC WHICH REQUIRED AN ABNORMAL AMOUNT OF MANUEVERING. UPON LANDING, THE A/C SETTLED ONTO THE RUNWAY, WITH THE LANDING GEAR RETRACTED. THE BEST THE STUDENT AND INSTRUCTOR COULD RECALL, AT SOME POINT DURING THE MANUEVERING IN THE PATTERN, THE STUDENT RETRACTED THE GEAR AND IT WAS NOT EXTENDED AGAIN PRIOR TO TOUCHDOWN. THE LIGHTS IN THE A/C WERE DIFFICULT TO SEE ACCORDING TO BOTH PILOTS AS THE SUN WAS LOW ON THE HORIZON. THE GEAR WARNING WAS INAUDIBLE WITH HEADSETS ON. 20001017031739I (-23)DURING NIGHT TAKEOFF ROLL, AT APPROXIMATELY 30 KNOTS A DEER JUMPED IN FRONT OF AIRCRAFT. PILOT APPLIED BRAKES AND HIT DEER PROPELLOR AS AIRCRAFT CAME TO STOP. ENGINE STOPPED ON IMPACT WITH DEER. NO INJURIES TO THE PILOT OR STUDENT WERE REPORTED. MINOR DAMAGE WAS DONE TO NOSE COWLING OF THE AIRCRAFT. 20001017038551A (-23) A GULFSTREAM G-1159-A, N162JC, COLLIDED WITH A BEECHCRAFT C-90, N1801B, WHILE BOTH AIRCRAFT WERE ON A 4-MILE FINAL APPROACH TO RUNWAY 16R AT THE VAN NUYS AIRPORT, VAN NUYS, CALIFORNIA. BOTH AIRCRAFT SUBSEQUENTLY LANDED SAFELY AT THE VAN NUYS AIRPORT. THERE WERE NO INJURIES TO ANY OF THE OCCUPANTS OF EITHER AIRCRAFT. THE BEECHCRAFT C-90 WAS OPERATING UNDER VISUAL FLIGHT RULES WHILE THE GULFSTREAM G-1159-A WAS OPERATING U DER INSTRUMENT FLIGHT RULES. (.4) HISTORY OF FLIGHT: ON OCTOBER 17, 2000, AT 1551 PACIFIC DAYLIGHT TIME, A BEECH C90, N1801B, COLLIDED IN MIDAIR WITH A GULFSTREAM AEROSPACE G-1159A, N162JC, WHILE BOTH AIRCRAFT WERE ON 4-MILE FINAL APPROACH TO RUNWAY 16R AT THE VAN NUYS, CALIFORNIA, AIRPORT. BOTH AIRCRAFT SUBSEQUENTLY LANDED SAFELY AT VAN NUYS AIRPORT, AND THERE WERE NO INJURIES TO THE AIRLINE TRANSPORT CERTIFICATED PILOT AND TWO PASSENGERS ABOARD THE BEECH C90, OR TO THE AIRLINE TRANSPORT CERTIFICATED PILOT AND TWO CREWMEMBERS ABOARD THE GULFSTREAM G-1159A. THE BEECH C90 WAS SUBSTANTIALLY DAMAGED AND THE GULFSTREAM G-1159A RECEIVED MINOR DAMAGE. THE BEECH C90 WAS OPERATED ON A VISUAL FLIGHT RULE S FLIGHT PLAN UNDER 14 CFR PART 135 AS A NONSCHEDULED, DOMESTIC AIR TAXI FLIGHT BY SUN QUEST EXECUTIVE AIR CHARTER, AND HAD DEPARTED FROM BAKERSFIELD, CALIFORNIA, AT 1520. THE GULFSTREAM G-1159A WAS OPERATED UNDER INSTRUMENT FLIGHT RULES BY TRANS-EXEC AIR SERVICE, INC., UNDER 14 CFR PART 91 AS A POSITIONING FLIGHT, AND HAD DEPARTED FROM RENO, NEVADA, ABOUT 1500. A FLIGHT INSTRUCTOR, WHO WAS EMPLOYED BY THE FLIGHT SCHOOL DIVISION OF SUN QUEST EXECUTIVE AIR CHARTER, WITNESSED THE MIDAIR COLLISION FROM HIS CAR WHILE DRIVING WESTBOUND ON THE 118 FREEWAY JUST PAST THE 405 FREEWAY INTERCHANGE. THE INSTRUCTOR SAID HE JUST HAPPENED TO LOOK UPWARD AND HIS ATTENTION WAS ATTRACTED TO TWO AIRCRAFT FLYING IN CLOSE PROXIMITY, ONE BEHIND THE OTHER, NEARLY CO-SPEED BUT WITH THE REAR AIRCRAFT OVERTAKING THE AIRCRAFT IN FRONT OF IT. THE SWEPT WING AIRCRAFT THAT HE LATER LEARNED WAS A GULFSTREAM G3 WAS OVERTAKING A SMALLER AIRPLANE. HE COULDN'T JUDGE ALTITUDE PRECISELY; HOWEVER, AS HE WATCHED THE TWO AIRCRAFT CAME TOGETHER AND THE SMALLER AIRPLANE SHUDDERED AND THEN DROPPED DOWN OUT OF VIEW BEHIND SOME TREES. IT APPEARED THE LARGER, SWEPT-WING AIRCRAFT INITIATED A GO-AROUND MANEUVER. ANOTHER WITNESS OBSERVED THE COLLISION FROM HIS HOME IN THE 10,000 BLOCK OF ODESSA AVENUE (2 MILES NORTH OF THE VAN NUYS AIRPORT). HE REPORTED LOOKING UP AFTER HEARING A JET AIRCRAFT AND SEEING A CORPORATE JET AIRCRAFT (WHICH HE IDENTIFIED AS A "G-3", I.E. GULFSTREAM) MAKING WHAT HE CONSIDERED A NORMAL APPROACH TO THE AIRPORT BUT WITH A SMALLER, TWIN-ENGINE PROPELLER AIRCRAFT (WHICH HE IDENTIFIED AS A "KING AIR") BEHIND AND TO THE LEFT OF THE CORPORATE JET. THE KING AIR WAS ABOUT ONE PLANE LENGTH BEHIND THE GULFSTREAM, ONE FUSELAGE DIAMETER BELOW THE JET, AND WAS OFFSET TO THE LEFT SO THAT THE FUSELAGE CENTERLINE OF THE KING AIR WAS EVEN WITH THE GULFSTREAM'S LEFT WINGTIP. AS HE WATCHED FOR THE NEXT 5 - 7 SECONDS, THE KING AIR OVERTOOK THE GULFSTREAM UNTIL THE KING AIR WAS UNDER THE LEFT WING OF THE GULFSTREAM. ABOUT THE TIME THE KING AIR WAS UNDER THE WING OF THE GULFSTREAM, THE VERTICAL GAP ALSO CLOSED AND HE OBSERVED THE KING AIR TO "MAKE SOME SLIGHT MANEUVERING MOTIONS. THE WINGS AND FUSELAGE MOVED AROUND SOME. THE KING AIR THEN FLUTTERED LIKE A FALLING LEAF. THE NOSE POINTED DOWN AND THE KING AIR DOVE TOWARD THE GROUND WITH ITS WINGS ROCKING BACK AND FORTH." THE KING AIR THEN RECOVERED AND CONTINUED FLYING TOWARD THE AIRPORT. HE HEARD THE ENGINES OF THE GULFSTREAM INCREASE IN POWER AND THE AIRCRAFT PULLED UP AND BANKED RIGHT BEFORE CONTINUING TOWARD THE AIRPORT. HE LOST SIGHT OF BOTH AIRPLANES ABOUT 5 - 7 SECONDS AFTER THE COLLISION. 20001017038552A (-23) A GULFSTREAM G-1159-A, N162JC, COLLIDED WITH A BEECHCRAFT C-90, N1801B, WHILE BOTH AIRCRAFT WERE ON A 4-MILE FINAL APPROACH TO RUNWAY 16R AT THE VAN NUYS AIRPORT, VAN NUYS, CALIFORNIA. BOTH AIRCRAFT SUBSEQUENTLY LANDED SAFELY AT THE VAN NUYS AIRPORT. THERE WERE NO INJURIES TO ANY OF THE OCCUPANTS ON EITHER AIRCRAFT. THE BEECHCRAFT C-90 WAS OPERATING UNDER VISUAL FLIGHT RULES WHILE THE GULFSTREAM G-1159-A WAS OPERATING UNDER INSTRUMENT FLIGHT RULES. (.4) HISTORY OF FLIGHT: ON OCTOBER 17, 2000, AT 1551 PACIFIC DAYLIGHT TIME, A BEECH C90, N1801B, COLLIDED IN MIDAIR WITH A GULFSTREAM AEROSPACE G-1159A, N162JC, WHILE BOTH AIRCRAFT WERE ON 4-MILE FINAL APPROACH TO RUNWAY 16R AT THE VAN NUYS, CALIFORNIA, AIRPORT. BOTH AIRCRAFT SUBSEQUENTLY LANDED SAFELY AT VAN NUYS AIRPORT, AND THERE WERE NO INJURIES TO THE AIRLINE TRANSPORT CERTIFICATED PILOT AND TWO PASSENGERS ABOARD THE BEECH C90, OR TO THE AIRLINE TRANSPORT CERTIFICATED PILOT AND TWO CREWMEMBERS ABOARD THE GULFSTREAM G-1159A. THE BEECH C90 WAS SUBSTANTIALLY DAMAGED AND THE GULFSTREAM G-1159A RECEIVED MINOR DAMAGE. THE BEECH C90 WAS OPERATED ON A VISUAL FLIGHT RULE S FLIGHT PLAN UNDER 14 CFR PART 135 AS A NONSCHEDULED, DOMESTIC AIR TAXI FLIGHT BY SUN QUEST EXECUTIVE AIR CHARTER, AND HAD DEPARTED FROM BAKERSFIELD, CALIFORNIA, AT 1520. THE GULFSTREAM G-1159A WAS OPERATED UNDER INSTRUMENT FLIGHT RULES BY TRANS-EXEC AIR SERVICE, INC., UNDER 14 CFR PART 91 AS A POSITIONING FLIGHT, AND HAD DEPARTED FROM RENO, NEVADA, ABOUT 1500. A FLIGHT INSTRUCTOR, WHO WAS EMPLOYED BY THE FLIGHT SCHOOL DIVISION OF SUN QUEST EXECUTIVE AIR CHARTER, WITNESSED THE MIDAIR COLLISION FROM HIS CAR WHILE DRIVING WESTBOUND ON THE 118 FREEWAY JUST PAST THE 405 FREEWAY INTERCHANGE. THE INSTRUCTOR SAID HE JUST HAPPENED TO LOOK UPWARD AND HIS ATTENTION WAS ATTRACTED TO TWO AIRCRAFT FLYING IN CLOSE PROXIMITY, ONE BEHIND THE OTHER, NEARLY CO-SPEED BUT WITH THE REAR AIRCRAFT OVERTAKING THE AIRCRAFT IN FRONT OF IT. THE SWEPT WING AIRCRAFT THAT HE LATER LEARNED WAS A GULFSTREAM G3 WAS OVERTAKING A SMALLER AIRPLANE. HE COULDN'T JUDGE ALTITUDE PRECISELY; HOWEVER, AS HE WATCHED THE TWO AIRCRAFT CAME TOGETHER AND THE SMALLER AIRPLANE SHUDDERED AND THEN DROPPED DOWN OUT OF VIEW BEHIND SOME TREES. IT APPEARED THE LARGER, SWEPT-WING AIRCRAFT INITIATED A GO-AROUND MANEUVER. ANOTHER WITNESS OBSERVED THE COLLISION FROM HIS HOME IN THE 10,000 BLOCK OF ODESSA AVENUE (2 MILES NORTH OF THE VAN NUYS AIRPORT). HE REPORTED LOOKING UP AFTER HEARING A JET AIRCRAFT AND SEEING A CORPORATE JET AIRCRAFT (WHICH HE IDENTIFIED AS A "G-3", I.E. GULFSTREAM) MAKING WHAT HE CONSIDERED A NORMAL APPROACH TO THE AIRPORT BUT WITH A SMALLER, TWIN-ENGINE PROPELLER AIRCRAFT (WHICH HE IDENTIFIED AS A "KING AIR") BEHIND AND TO THE LEFT OF THE CORPORATE JET. THE KING AIR WAS ABOUT ONE PLANE LENGTH BEHIND THE GULFSTREAM, ONE FUSELAGE DIAMETER BELOW THE JET, AND WAS OFFSET TO THE LEFT SO THAT THE FUSELAGE CENTERLINE OF THE KING AIR WAS EVEN WITH THE GULFSTREAM'S LEFT WINGTIP. AS HE WATCHED FOR THE NEXT 5 - 7 SECONDS, THE KING AIR OVERTOOK THE GULFSTREAM UNTIL THE KING AIR WAS UNDER THE LEFT WING OF THE GULFSTREAM. ABOUT THE TIME THE KING AIR WAS UNDER THE WING OF THE GULFSTREAM, THE VERTICAL GAP ALSO CLOSED AND HE OBSERVED THE KING AIR TO "MAKE SOME SLIGHT MANEUVERING MOTIONS. THE WINGS AND FUSELAGE MOVED AROUND SOME. THE KING AIR THEN FLUTTERED LIKE A FALLING LEAF. THE NOSE POINTED DOWN AND THE KING AIR DOVE TOWARD THE GROUND WITH ITS WINGS ROCKING BACK AND FORTH." THE KING AIR THEN RECOVERED AND CONTINUED FLYING TOWARD THE AIRPORT. HE HEARD THE ENGINES OF THE GULFSTREAM INCREASE IN POWER AND THE AIRCRAFT PULLED UP AND BANKED RIGHT BEFORE CONTINUING TOWARD THE AIRPORT. HE LOST SIGHT OF BOTH AIRPLANES ABOUT 5 - 7 SECONDS AFTER THE COLLISION. 20001018016119A (-23) PILOT STATED THAT HE HAD AN INDICATION OF AN ENGINE PROBLEM (SPUTTERING) DURING THE INITIAL PHASE OF FLIGHT PRIOR TO GEAR RETRACTION. PILOT ATTEMPTED TO MAKE AN EMERGENCY LANDING ON DEPARTURE RUNWAY BUT IMPACTED GROUND APPRO. THIRTY FEET TO THE RIGHT OF THE RUNWAY AND STRUCK A RUNWAY LIGHT BEFORE RETURNING TO AND STOPPING ON THE RUNWAY SURFACE. 20001018016499I (-23) ON OCTOBER 18, 2000, AT 1405 EDT, A B-737-2B7, OPERATED BY USAA AIRLINES, ON TAKE-OFF FROM TAMPA INTERNATIONAL AIRPORT, FL, THE NUMBER 2 ENGINE START VALVE ANNUNCIATOR LIGHT ILLUMINATED AND STAYED ON, AND THE ENGINE OVERHEAT WARNING SOUNDED. NUMBER 2 ENGINE WAS SHUT DOWN IN FLIGHT. A/C RETURNED TO TAMPA INTERNATIONAL AIRPORT WITHOUT INCIDENT. MAINTENANCE FOUND THE FUEL HEATER BLEED AIR DUCT PN 577957 RUPTURED AT THE TOP MOUNTY FLANGE. NO HEAT DAMAGE DONE. 20001018016509I (-23) ON OCTOBER 18, 2000, AT 1405 EDT, A B-737-232, OPERATED BY DELTA AIRLINES, ON TAKE-OFF FROM TAMPA INTERNATIONAL AIRPORT, FL., AT 125 KNOTS THE A/C EXPERIENCED AN UNCOMMANDED RUDDER MOVEMENT. ON TAKE-OFF AT 125 KNOTS THE PILOT FELT AN UNCOMMANDED RUDDER KICK. ONLY ONE OCCURRENCE OF UNCOMMANDED RUDDER KICK NOTED. A/C RETURNED TO TAMPA INTERNATIONAL AIRPORT WITHOUT INCIDENT. 20001018017169A (-23) ON OCTOBER 18, 2000 AT 1130 LOCAL TIME THE PILOT OF AN AIR TRACTOR AT-301 STRUCK A GUY WIRE EXTENDING OUT FROM A TRANSMISSION LINE WHICH RAN ALONG THE SOUTH EDGE OF A FIELD HE WAS STARTING TO SPRAY. THE GUY WIRE EXTENDED INTO THE COTTON FIELD AND STABILIZED THE POLE, WHICH HAD A JUNCTION LINE THAT SPLIT OFF AND RAN AWAY FROM THE FIELD. THE WIRE STRIKE WAS ABOUT 4 FEET IN FROM THE RIGHT WING TIP AND TORE THE END OF THE WING OFF. THE AIRPLANE WAS ABOUT 3 FEET ABOVE THE CROP HEIGHT, 5 FEET ABOVE THE GROUND WHEN IT HIT THE GUY LINE. IT IMPACTED THE GROUND AND BURNED WITHIN 660 FEET OF THE WIRE STRIKE. THE PILOT WAS KILLED. THIS WAS THE PILOT'S FIRST PASS ON THE FIELD, FLYING FROM WEST T0 EAST AND HE STARTED ON THE SOUTH WEST CORNER OF THE FIELD. HE FLEW RIGHT ALONG A LARGE TRANSMISSION LINE BUT FAILED TO SEE A BRANCH LINE THAT WEST SOUTH AND THE GUY LINES THAT EXTENDED NORTH INTO THE FIELD HE WAS SPRAYING. THE COTTON CROP IN THE FIELD MADE IT DIFFICULT TO SEETHE GUY WIRES BECAUSE OF THE LACK OF CONTRAST. THE PILOT FAILED TO SEE GUY LINES EXTENDING FROM A TRANSMISSION POLE, BECAUSE THE SUN WAS OVERHEAD AND THE SHADOW FROM THE TRANSMISSION LINE POLE WAS ON THE GUY LINES. HE CHOSE TO FLY HIS FIRST LEG ADJACENT AND PARAELLEL TO THE TRANSMISSION LINE, FURTHER REDUCING HIS CHANCE TO SPOT THE GUY LINE EXTENDING INTO THE FIELD. 20001018017189A (-23) A/C PA-28 N47881 WAS BACKTAXING ON RUNWAY 28. BRAKES FAILED. TO AVOID CONSTRUCTION STRAIGHT AHEAD, A/C VEERED TO THE RIGHT OF THE RUNWAY CENTERLINE AND DOWN AN EMBANKMENT WHERE IT CAME TO A STOP. 20001018017479I (-23)N3048E CESSNA C172, LANDED HARD, BOUNCED, LOCKED BRAKES, EXITED THE RUNWAY, STRUCK AND DAMAGED A TAXIWAY SIGN. NO REPORTED A/C DAMAGE AND NO INJURIES TO CREW AND PASSENGER. "NOTE" AIRMAN VOLUNTARILY SURRENDED HIS FLIGHT INSTRUCTOR CERTIFICATE FOR CANCELLATION. NO FURTHER ACTION PLANNED. 20001018018409I (-23) WHILE FLYING IN A HEAVY RAIN STORM, THE ENGINE FAILED DUE TO CARBURETOR ICE. FAILURE OCCURRED WITHIN 15 SECONDS OF SELECTION OF FUEL TRANSFER. THE PILOT THOUGHT HE WAS HAVING DIFFICULTY WITH THE FUEL TRANSFER. 20001018029879I (-23)ON OCTOBER 18, 2000, 1517 LOCAL A US AIRWAYS FLIGHT 1449 A FOLKER F28MK0100 LANDED RW34 AFTER REPORTING A HYDRAULIC PROBLEM INBOUND AND EXECUTED A MISSED APPROACH. UPON LANDING THE GEAR DOORS WERE OBSERVED OPEN AND DRAGING ON THE RUNWAY. COMPANY MAINTENANCE PERSONNEL MET THE AIRCRAFT ON THE RUNWAY, PINNED THE GEAR AND TOWED THE AIRCRAFT TO THE GATE. PASSENGERS WERE DEPLANNED AT THE GATE AND NO INJURIES WERE REPORTED. AN ON SCENE INVESTIGATION DETERMINED A LOSS OF HYDRULIC FLUID IN THE NUMBER 1 SYSTEM OCCURRED DUE TO FAULURE OF THE AFT GEAR RIGHT DOOR ACTUATOR CYLINDER PN 12525-21 S/N MC1702. THE CYLINER UPON EXAMINATION APPEARED TO BE CRACKED PRIOR TO A COMPLETE FAILURE AT THE ROD END SIDE OF THE ACTUATOR BELOW THE GLAND NUT. A COMPANY SPECIAL ACTION TAG WAS ATTACHED TO THE ACRATOR FOR FURTHER ANALYSIS OF THE SUSPECTED FAILED PART. THE AIRCRAFT WAS FERRIED TO A MAIN MAINTENANCE BASE FOR REPAIR AND OR REPLACEMENT OF THE MAIN GEAR DOORS. 20001018031549I (-23) ON A LOCAL FLIGHT FROM APA TO APA, THE PILOT WAS CLEARED TO LAND ON RUNWAY 28. WHILE ON FINAL, THE TOWER WAS ISSUING INSTRCUTIONS TO OTHER A/C. IN AN EFFORT TO COMPLY WITH INSTRUCTIONS AND CLEAR FOR OTHER TRAFFIC, THE PILOT FORGOT TO LOWER THE GEAR. THE GEAR WARNING HORN WAS NOT HEARD OR THE GEAR WARNING HORN DID NOT OPERATE. 20001018031679I (-23)THIS INCIDENT OCCURRED DURING AN ALL CARGO OPERATION. THE LOADED METROLINER (SA-227) BEGAN TAXI ON A DARK RAMP AND HIT A PARKED CHEROKEE ARROW (PA-28R-180). THE NOSE OF THE METROLINER STRUCK THE PILOT'S SIDE WINDOW OF THE ARROW. THE ARROW RECEIVED BROKEN PILOT'S SIDE WINDOW , CRAKED WINDSCREEN, AND SKIN DAMAGE. THE METROLINER'S RADOME WAS CRACKED. THERE WERE NO INJURIES. 20001019015329A (-23) INSTRUCTOR AND STUDENT WERE PRACTICING STALLS IN TWIN ENGINE A/C. WITNESSES STATED THEY SAW AIRPLANE AT HIGHER ALTITUDE FLY SLOW, NOSE DOWN, HEARD ENGINES REVUP, AIRPLANE FLY LEVEL, NOSE DOWN, ENGINES REV UP. ONE WITNESS STATED HE OBSERVED AIRPLANE AT APPROX. 150 TO 200 YARDS HIGH, FLY LEVEL, APPEAR TO STOP IN MID-AIR, THEN POINT NOSE DOWN AND SPIRAL COUNTER CLOCKWISE. AIRPLANE IMPACTED GROUND IN SLIGHT NOSE DOWN ATTITUDE WITH LANDING GEAR AND WING FLAPS IN EXTENDED POSITION. 20001019017209A (-23) ON OCTOBER 19, 2000 AT 11:25 AM LOCAL TIME A CESSNA A188B, N53211 WAS DESTROYED AFTER STRIKING A POWER TRANSMISSION LINE AND IMPACTED THE FROUND. THE PILOT HAD SPENT 31 MINUTES SPRAYING THIS 124 ACRE COTTON FIELD, USING EAST TO WEST PASSES AND AVOIDING A DOUBLE SET OF POWER TRANSMISSION LINES WHICH RAN FROM THE SOUTHWEST TO NORTHEAST THROUGH THE MIDDLE OF THE FIELD. THE SPOTTER FROM THE BOLL WEEVIL ERDAICATION PROGRAM REPORTED THAT THE A/C WAS CLIMBING OUT AFTER COMPLETING A FINAL SOUTH BOUND TRIM PASS WHEN THE WING CLIPPED THE SECOND (SOUTH) SET OF TRANSMISSION LINES, FLIPPED OVER AND CRASHED ABOUT 450 FEET SOUTH FO THE POWERLINES. THE PILOT WAS SEVERLY INJURED, BUT SURVIVED THE CRASH. THE GPS GROUND TRACK SHOW THAT THE PILOT HAD BEEN WORKING ON BOTH SIDES OF A DOUBLE SET OF POWER TRANSMISSION LINES THAT CROSSED THE COTTON FIELD HE WAS WORKING. HE HAD PLANNED TO FLY BELOW THE TRANSMISSION WIRES, WHICH WERE 80 FEET ABOVE THE GROUND, DURING HIS FINAL TRIM PASS. THE FILED IS L SHAPED, MISSING THE SOUTHWEST QUADRANT, AND REQUIRED 6 TRIM PASSES; THE FIRST 3 WERE SOUTH AND NORTH PASSES FOLLOWED BY EAST TO WEST THEN FINISHING WITH TWO PASSES IN THE NORTH AND SOUTH DIRECTIONS. CON CENTRATING ON FLYING A COMPLEX CLEAN UP OR TRIM PATTERN, HE LOST TRACK OF THE OBSTACLES IN THE FIELD. HE PASSED UNDER ONLY ONE SET OF POWERLINES AND FORGOT THE SECOND SET WAS THERE, THE OVERCAST SKY DID NOT HELP PROVIDE THE CONTRAST TO SPOT THOSE WIRES. 20001019024339I (-23) ON APPROACH TO LANDING AT SALEM AIRPORT (38D) TO RUNWAY 28 THE RIGHT MAIN GEAR OF THE CESSNA STRUCK THE ROOF OF A NORTHBOUND TRUCK ON STATE ROUTE 45 (SR45 IS 300 FEET EAST OF RW28). NO DAMAGE TO THE A/C AND SLIGHT DAMAGE TO THE ROOF OF THE TRUCK. RW28 HAS A DISPLACED THRESHOLD. 20001019026659I (-23)PILOT WAS CLEARED TO LAND ON RUNWAY 17 AT NEW CENTURY AIR CENTER, NEW CENTURY, KS (IXD). ON THE BASE TO FINAL TURN THE PILOT PLACED THE GEAR HANDLE DOWN AND CONTINUED THE APPROACH. ON SHORT FINAL HE NOTED THAT HE HAD LOST ALL ELECTRICAL POWER. THE A/C TOUCHED DOWN ON THE RUNWAY WITH THE LANDING GEAR PARTIALLY EXTENDED. ON EXAMINATION BY MAINTENANCE PERSONNEL AT EXECUTIVE BEECHCRAFT, IT APPEARED THAT THE MASTER SWITCH MAY HAVE BEEN FAULTY, CAUSING THE A/C TO LOSE ALL ELECTRICAL POWER WHEN THE LANDING GEAR WAS PARTIALLY EXTENDED. 20001019031219I (-23)WHILE PERFORMING TOUCH AND GO LANDINGS AT GILLESPIE FIELD (SEE), STUDENT LANDED LONG ON RUNWAY 27 RIGHT. AFTER STUDENT APPLIED FULL POWER FOR TAKEOFF, THE PIC RECOGNIZED THERE WAS INSUFFICIENT RUNWAY REMAINING TO SAFELY COMPLETE THE TAKEOFF. PIC CALLED FOR ABORT, APPLYING MAXIMUM BRAKING AND REDUCING POWER. AIRCRAFT SKIDDED APPROXIMATELY 100 YARDS UNTIL IT LEFT THE HARD SURFACE OF THE RUNWAY, COMING TO REST APPROXIMATELY 150 FEET OFF THE DEPARTURE END OF RUNWAY 27 RIGHT. THERE WERE NO INJURIES TO EITHER OCCUPANT. THE AIRCRAFT SUSTAINED MINOR DAMAGE. 20001019031449I (-23)DURING APPROACH IN OMAHA, NE, THE CREW NOTICED THE #2 ENGINE HYDRAULIC QUANITTY DROP TO STAND PIPE LEVEL CREW PERFORMED LOSS OF HYDRAULIC QUANTITY PROCEDURES IN ACCORANCE WITH THE AIRCRAFT QUICK REFERENCE HANDBOOK, AND LANDED WITHOUT INCIDENT. CONTRACT MAINTENANCE REPLACED THE #2 ENGINE HYDRAULIC PRESSURE LINE DUE TO A HOLE IN THE LINE. THE LINE WAS SECURED BY ADEL CLAMPS BUT A PROTRUDING SCREW ON THE AIRFRAME WAS RUBBING THE LINE. THE CREW WAS REMOVED AS IT WAS NOT SECURING ANYTHING. 20001019031689I (-23)ON OCTOBER 19, 2000, AT 1355E, AMD-50, S/N 186, REGISTERED AS N450K, DIVERTED TO PIT. THE AIRCRAFT LANDED AND DE-PLANNED DUE TO SMOKE ON THE COCKPIT. THE AIRCRAFT WAS TOWED TO THE RAMP AND MAINTENANCE FOUND THAT THE MFD (MULTIFUNCTION DISPLAY) HAD FAILED. IT WAS DISCONNECTED AND PLACED ON THE MEL. THIS INCIDENT WAS INVESTIGATED BY DESK AUDIT AND IS CLOSED. 20001019031699I (-23)FLIGHT 7325 DEPARTED BMI APPROXIMATELY 839 AM ENROUTE STL. APPROXIMATELY FIVE MINUTES AFTER DEPARTURE, WHILE LEVEL AT 5000 FEET AWAITING CLIMB CLEARANCE TO FINAL ALTITUDE OF 9000 FEET, CREW HEARD A NOISE FOLLOWED BY A VIBRATION. CLEARANCE WAS THE RECEIVED FOR CLIMB TO 9000 FEET SO CREW REDUCED AIRSPEED AND INITIATED CLIMB. THE PIC HAD THE FLIGHT ATTENDANT CHECK THE AFT POSTION OF THE AIRCRAFT TO TRY AND ISOLATE WHERE THE PROBLEM EXISTED BUT IT COULD NOT BE DETERMINED. CREW ELECTED TO DIVERT TO SPI. ON APPROACH TO SPI, CREW LOWERED GEAR BUT DID NOT RECEIVE A NOSE GEAR DOWN AND LOCKED INDICATION. A FLY BY OF THE TOWER CONFIRMED NOSE GEAR NOT DOWN. AIRCRAFT WAS VECTORED TO AN AREA WHERE TROUBLESHOOTING COULD TAKE PLACE. AT THE RECOMMENDATION OF THE MAINTENANCE DEPARTMENT, THE CREW PERFORMED A HIGH G PULL UP WHEREUPON THE NOSE GEAR CAME DOWN AND LOCKED. AN UNEVENTFUL LANDING FOLLOWED AT 938. GEAR SYSTEM WAS PINNED. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001019038809A (-23) NO NARRATIVE 20001019041219A (-23)AIRCRAFT WAS CRUISING AT 1400 AGL THREE (3) MILES SOUTH OF ANDREWS AIR FORCE BASE. PILOT WAS ADVISED OF A BOEING 757 AT SAME FLIGHT LEVEL 1-1.5 MILES AWAY, PILOT STARTED CLIMBING LEFT TURN WHEN AIRCRAFT WAS STRUCK BY WAKE TURBULENCE, CAUSING SEVERE DAMAGE TO AIRCRAFT. PILOT LANDED AT VKX. 20001020014969A (-23) DURING DESCENT INTO IAD THE RIGHT ENGINE SUFFERED A UNCONTAINED FAILURE. A PIECE OF METAL FROM THE RIGHT ENGINE PENETRATED THE FUSELAGE WALL AND BECAME EMBEDED IN THE LEFT FUSELAGE WALL AT ROW ONE. THE CREW HEARD A LOUD BANG AND THE FIRE BELL, OBSERVED A RIGHT FIRE CAP LIGHT AND FELT A VIBRATION. 20001020015829A (-23) A/C PORPOISED ON LANDING STRIKING THE PROPELLER, COLLAPSING THE NOSE GEAR AND CAUSING DAMAGE TO THE FIREWALL. 20001020016069A (-23) WITNESS STEVE CHEEK STATED TO FAA (COX) THAT A/C WAS FLYING FROM WEST TO EAST. HE NOTICED ENGINE CUTTING IN AND OUT. A/C DESCENDED FROM A HIGH ALTITUDE TO TREE TOP LEVEL TO ATTEMPT TO LAND ON ROAD. (HWY 54) A/C THEN PITCHED UP AND STALLED INTO TREES AND SPUN INTO GROUND. PILOT TAKEN TO LOCAL HOSPITAL. 20001020018439I (-23) ON OCTOBER 20, 2000, AMERIJET INTERNATIONAL INC., FLIGHT NUMBER 851 DEPARTED MIAMI INTERNATIONAL AIRPORT FL., TO PORT OF SPAIN TRINIDAD. DURING CLIMB THE CREW REPORTED LEFT MAIN GEAR DOOR RED AND GREEN LIGHTS ON AFTER GEAR RETRACTION. THE AIRCRAFT RETURNED TO MIAMI AND LANDED WITHOUT INCIDENT. MAINTENANCE TROUBLESHOOTING AND INSPECTION REVEALED LANDING GEAR ACCESSORY UNIT WAS INOPERATIVE. THE ACCESSORY UNIT WAS REMOVED AND REPLACED IN ACCORDANCE WITH M.M. 32-61-01. MAINTENANCE PERFORMED AN OPERATION CHECK OF THE LANDING GEAR ACCESSORY SYSTEM AS REQUIRED, AFFECTED LANDING GEAR CHECKED NORMAL. AIRCRAFT WAS RETURNED TO SERVICE. 20001020021409I (-23) PRIVATE PILOT ON VFR FLIGHT FROM PIE TO JAX, NO FLIGHT PLAN FILED, HAD ELECTRICAL FAILURE IN FLIGHT, HAND CRANKED LANDING GEAR ALL THE WAY DOWN. LANDED A/C AND WHILE ON ROLL OUT RIGHT GEAR COLLAPSED. 20001020026509I (-23) N20ST, A MOTORGLIDER, RETURNED TO THE AIRPORT AFTER A FLIGHT IN THE LOCAL AREA AND LANDED WITH THE GEAR IN THE RETRACT POSITION. MAINTENANCE PERFORMED A GEAR RETRACTION TEST. THE GEAR WORKED PROPERLY. THE GEAR WARNING HORN WORKED INTERMITTENTLY AND WAS VERY WEAK. 20001020031719I (-23)FUEL DEPLETION AND SUBSEQUENT ENGINE FAILURE CAUSED LANDING ONTO STATE HIGHWAY #9. 20001020031899I (-23)APPROXIMATELY 1300 HOURS O 10-20-00, N68BS, A PIPER PA46-310P AIRCRAFT LANDED RUNWAY 31 AT RKD WITH VMC. UPON TOUCHDOWN, THE PILOT NOTED A FRONT SINKING MOTION AND APPLIED ELEVATOR TO KEEP THE NOSE SECTION HIGHER THAN NORMAL. UPON RELEASE OF THE ELEVATOR, THE NOSE SECTION SANK MORE AND THE FOUR BLADE PROPELLER STRUCK THE PAVEMENT AND THE AIRCRAFT CAME TO A STOP. THERE WERE NO INJURIED. DAMAGE WAS LIMITED TO THE PROPELLER AND THE NOSE GEAR. INVESTIGATION FOUND THE TUBE THAT SUPPORTS THE NOSE GEAR ASSEMBLY IS PART OF THE ENGINE MOUNT. THE TUBE WAS BROKEN AT THE POINT WHERE THE NOSE GEAR SUPPORT TUBE ATTACHES TO THE ENGINE MOUNT. IT SHOULD BE NOTED THAT THIS AIRCRAFT HAS BEEN MODIFIED BY STC TO INCORPORATE A PWC PT6A-34 ENGINE AND HAS APPROXIMATELY 300 HOURS OF OPERATION. THE HOLDER OF THE STC (JET PROP LLC, STC SA00541SE) IS AWARE OF THE PROBLEM AND HAS ADVISED OWNERS OF PERFORM 25 HOURS INSPECTIONS OF THE AREA AFFECTED. THEY HAVE ALSO PRODUCED KITS TO MODIFY THE ENGINE MOUNT BY "BEEFING UP" THE CLUSTER AREA. 20001020037559I (-23) ON FRIDAY, OCTOBER 20,2000, AT 1400 EDT, A DOUGLAS DC-9, N922VJ, OPERATED AS USAIRWAYS FLIGHT 1175, EXPERIENCED AN ABORTED TAKEOFF WHEN THE PILOT NOTICED SEVERE NOSEWHEEL VIBRATION AT 80 KNOTS. THE AIRCRAFT RETURNED TO THE GATE WHERE CONTACT MAINTENANCE PERSONNEL FROM TAUGHANNOCK AVIATION, INC. CHANGED THE LEFT NOSEWHEEL ASSEMBLY AND RETURNED THE AIRCRAFT TO SERVICE. THE WRITE UP AND RESPONSE CONTAINED ON PAGE 5065729 OF THE AIRCRAFT LOGBOOK. NO PERSON WAS INJURED AND THJE AIRCRAFT SUSTAINED NO DAMAGE. THIS INCIDENT IS CONSIDERED CLOSED. 20001020038899A (-23) ON OCTOBER 20, 2000, APPROX. 1715 CDT, A STEVEN R. JACKSON HARMON ROCKET II HOMEBUILT AIRPLANE, N47SR, REGISTERED TO, MANUFACTURED AND OPERATED BY THE PIC, ^PRIVACY DATA OMITTED^ WAS DESTROYED DURING A FORCED LANDING AFTER A LOSS OF ENGINE POWER AT 2500 FEET DURING CLIMBOUT, AFTER TAKEOFF FROM RUNWAY 22, HOUSTON HOBBY AIRPORT, HOUSTON, TEXAS. THE ATP PILOT, WHO WAS THE SOLE OCCUPANT, REPORTED TO ATC, 2 MILES SW OF THE AIRPORT, THAT HE WAS LOSING HIS ENGINE AND WAS RETURNING TO THE AIRPORT. HE WAS CLEARED TO LAND,HOWEVER, LANDED IN TREES 1/4 MILE SHORT OF RUNWAY 04. THE PILOT SUSTAINED SERIOUS INJURIES. VMC CONDITIONS PREVAILED. THE FLIGHT ORIGINATED AT APPROX. 1705 AND WAS ENROUTE TO SGR, HOUSTON, TX. (.4)ON OCTOBER 20, 2000, APPROXIMATELY 1735 CENTRAL DAYLIGHT TIME, A STEVEN R. JACKSON HARMON ROCKET 2 HOMEBUILT AIRPLANE, N47SR, REGISTERED TO ROCKET FLYERS LLC OF AUSTIN, TEXAS, AND OPERATED BY THE PILOT AND ANOTHER PRIVATE INDIVIDUAL, WAS DESTROYED DURING A FORCED LANDING AFTER A LOSS OF ENGINE POWER DURING CLIMB OUT FROM RUNWAY 22, HOUSTON HOBBY AIRPORT, HOUSTON TEXAS. THE AIRLINE TRANSPORT PILOT, WHO WAS THE SOLE OCCUPANT, SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED AT APPROXIMATELY 1730 AND WAS EN ROUTE TO THE SUGARLAND MUNICIPAL AIRPORT, HOUSTON, TEXAS. THE PILOT STATED ON NTSB FORM 6120.1/2, THAT HE DEPARTED HOUSTON HOBBY AIRPORT FROM RUNWAY 22. AFTER LEVELING OUT AT 2,500 FEET, THE ENGINE "WENT TO WHAT APPEARED TO BE FLIGHT IDLE." HE IMMEDIATELY STARTED TO TURN BACK TO THE AIRPORT, PERFORMED IMMEDIATE ACTIONS TO DETERMINE/DIAGNOSE THE PROBLEM, DECLARED AN EMERGENCY, AND DURING THE GLIDE ATTEMPTED A MANUAL START. DURING THE ENSUING DIALOG WITH THE TOWER DURING THE EMERGENCY DESCENT, THE PILOT STATED THAT HE WOULD NOT MAKE THE RUNWAY. "AT THE LAST MINUTE", HE CHOSE THE PATH OF LEAST RESISTANCE THROUGH TREES AND HIGH VEGETATION TO MINIMIZE THE IMPACT. DURING THE IMPACT, THE RIGHT WING STRUCK A TREE, THE ENGINE TORE AWAY FROM THE FUSELAGE, AND THE WING FUEL TANKS RUPTURED. THE PILOT THEN MADE AN EGRESS THROUGH THE RUPTURED FUSELAGE. AN FAA INSPECTOR, A REPRESENTATIVE OF ROCKET FLYERS, AND A CERTIFIED AIRFRAME/POWERPLANT (A&P) MECHANIC EXAMINED THE WRECKAGE IN-SITU THE DAY FO LLOWING THE ACCIDENT. FUEL WAS FOUND IN THE MANIFOLD AND DISTRIBUTOR. UPON REMOVING SOME ENGINE COWLING, THE INDUCTION AIR HOSE WAS FOUND DISCONNECTED FROM THE COWLING AIR SCOOP (CLAMP WAS NOT LOCATED). EXAMINATION OF THE INSIDE OF THE HOSE REVEALED THAT THE INNER LINING APPEARED TO BE PARTIALLY DELAMINATED AWAY FROM THE INNER CIRCUMFERENCE. ROCKET FLYERS ARRANGED FOR AN ENGINE RUN AFTER RECOVERY. WITH SOME MODIFICATIONS DUE TO IMPACT DAMAGE, THE ENGINE OPERATED UP TO 1,200 RPM. THE A&P MECHANIC WHO SUPERVISED THE RUN, STATED THAT THE ENGINE WOULD HAVE BEEN ABLE TO "ACHIEVE FULL POWER", BUT WAS CONCERNED THAT HIGHER RPM WOULD PULL THE ENGINE LOOSE FROM THE MAKESHIFT MOUNTINGS. ALSO, AIRFLOW WAS MANUALLY INTERRUPTED DURING THE RUN, WHICH PRECIPITATED A LOSS OF POWER. ADDITIONALLY, MAINTENANCE HAD BEEN PERFORMED ON THE ALTERNATOR ON OCTOBER 18, 2000. THE PILOT FLEW THE AIRCRAFT ON OCTOBER 19, 2000, WITH NO DISCREPANCIES NOTED. 20001020039429I (-23) AIRPLANE HIT HARD, BOUNCED, NOSE GEAR COLLAPSED ON RUNWAY 26 AT LAKE IN THE HILLS, ILLINOIS AIRPORT. PILOT STATED THAT HE CAME IN FAST AND DID NOT HAVE A/C TRIMMED FOR LANDING. HE STATED THAT HE SHOULD HAVE REQUESTED SOME DUAL INSTRUCTION BEFORE FLYING HIS "NEW" AIRPLANE. 20001020043139A (-23) ON OCTOBER 20, 2000, AT APPROXIMATELY 0237Z, A BEECH BE-23-24 AIRCRAFT, REGISTRATION NUMBER N7951L, CONTACTED CMH ATC, REPORTED A ROUGH RUNNING ENGINE AND REQUESTED VECTORS TO THE NEAREST AIRPORT. APPROXIMATELY 2 MINUTES LATER THE PILOT OF THE AIRCRAFT DECLARED AN EMERGENCY, STATED THAT HE WAS NOT GOING TO MAKE IT TO THE AIRPORT AND THAT HE WOULD LAND ON THE INTERSTATE. HE ALSO COMMENTED THAT THE ENGINE WAS NOT EVEN MAINTAINING 1,000 RPM. AT APPROXIMATELY 0239Z THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING ON INTERSTATE 171. THE CERTIFICATED COMMERCIAL PILOT AND TWO PASSENGERS WERE FATALLY INJURED. A THIRD PASSENGER WAS SERIOUSLY INJURED. 20001021014979A (-23) UPON LANDING THE A/C BOUNCED ONCE AND VEERED TO THE RIGHT AND ENTERED A DITCH THAT RUNS PARRELLEL TO THE RUNWAY. THE A/C CONTACTED THE GROUND, FLIPPED OVER INVERTED ANC CAME TO REST IN THE DITCH. THE PILOT WAS THE ONLY PERSON ON BOARD AND RECEIVED MINOR INJURIES. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. (.4) ON OCTOBER 21, 2000, ABOUT 1050 EASTERN DAYLIGHT TIME, A CRAIG R. MERRILL LUTON BETA, N545CM, REGISTERED TO AN INDIVIDUAL, CRASHED DURING LANDING AT RIDGELAND AIRPORT, RIDGELAND, SOUTH CAROLINA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED FROM RIDGELAND, SOUTH CAROLINA, THE SAME DAY, ABOUT 1040. THE PILOT STATED THAT AFTER A SHORT LOCAL FLIGHT, HE RETURNED TO THE AIRPORT AND ENTERED THE PATTERN FOR A LANDING ON RUNWAY 3. ON FINAL APPROACH HE SET THE ATTITUDE FOR LANDING AND THE AIRCRAFT SETTLED QUICKER AND FASTER THAN HE ANTICIPATED. WHEN THE AIRCRAFT TOUCHED DOWN, IT BOUNCED AND WENT TO THE RIGHT. HE ATTE MPTED TO APPLY ENGINE POWER BUT IT WAS TOO LATE. THE AIRCRAFT WENT DOWN THE EMBANKMENT ON THE RIGHT SIDE OF THE RUNWAY AND CRASHED, COMING TO REST INVERTED. 20001021016241A (-23) A/C ENTERED TRAFFIC LEFT DOWNWIND FOR RWY 13. WINDS WERE CROSSWIND TO RWY. PILOT CALLED UNICOM 123.0. PILOT STATED THERE WAS A LARGE AMOUNT OF RADIO TRAFFIC FROM NORTH COUNTY AIRPORT (F45) AND OKEELHOBEE COUNTY AIRPORT (OBE) ALSO USING 123.0 VHF. PILOT CALLED EACH LEG OF APPROACH AND LANDED LONG (APPROX 1500 FT) DOWN RWY 13. ON ROLL OUT A/C RIGHT WING STRUT AND UPPERWING TIP STRUCK OTHER A/C. EXITING RWY 31 AT GRASS TAXIWAY. PILOT SAID HE NEVER SAW OTHER A/C. NO INJURIES.. (.4) ON OCTOBER 21, 2000, ABOUT 1030 EASTERN DAYLIGHT TIME, A JIM PRICE PITTS SPECIAL S, N56JP, REGISTERED TO SEVERAL INDIVIDUALS, AND A BOEING A75N1 (PT17), N49713, REGISTERED TO AN INDIVIDUAL, COLLIDED DURING LANDING ROLLOUT AT INDIANTOWN AIRPORT, INDIANTOWN, FLORIDA, WHILE ON TITLE 14 CFR PART 91 PERSONAL FLIGHTS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLANS WERE FILED FOR EITHER FLIGHT. BOTH AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOTS ON BOTH AIRCRAFT WERE NOT INJURED. N56JP DEPARTED FROM INDIANTOWN, THE SAME DAY, ABOUT 1000. N49173 DEPARTED FROM INDIANTOWN, THE SAME DAY, ABOUT 0930. THE PILOT OF N56JP STATED THAT AFTER DEPARTING FROM INDIANTOWN AIRPORT, HE FLEW AROUND THE LOCAL AREA. AFTER ABOUT 30 MINUTES, HE RETURNED TO INDIANTOWN AIRPORT FOR LANDING. THE WIND WAS FROM THE NORTHEAST AND HE ELECTED TO LAND ON RUNWAY 13. HE ANNOUNCED IS INTENTION ON THE UNICOM RADIO FREQUENCY, AND THERE WAS A LOT OF TRANSMISSIONS ON THE FREQUENCIES FROM PILOTS AT TWO OTHER LOCAL AIRPORTS. DURING LANDING ROLLOUT, AT ABOUT 30 MPH, HE SAW N49173, TO THE RIGHT AND IMMEDIATELY FORWARD. HE ATTEMPTED TO VEER LEFT AN COLLIDED WITH LOWER RIGHT WING OF N49173. BOTH AIRPLANES THEN TAXIED TO THE RAMP. THE PILOT OF N49713 STATED THAT AFTER DEPARTING FROM INDIANTOWN AIRPORT, HE FLEW AROUND THE LOCAL AREA. AFTER ABOUT 55 MINUTES, HE RETURN TO INDIANTOWN AIRPORT FOR LANDING. HE CALLED ON THE UNICOM FREQUENCY, REQUESTING TRAFFIC, BUT DID NOT GET A RESPONSE. HE CROSSED OVER THE AIRPORT AT 1,500 FEET AND OBSERVED FOR TRAFFIC. HE SAW NONE. THE WIND WAS OUT OF THE NORTHEAST, AND HE ELECTED TO LAND ON RUNWAY 31. HE MADE RADIO CALLS WHILE ENTERING THE PATTERN, DOWNWIND, BASE, AND ON FINAL APPROACH. AFTER LANDING, HE WAS TURNING OFF THE RUNWAY, AND WAS ABOUT 45 DEGREES TO THE RUNWAY, WHEN N56JP COLLIDED WITH THE LOWER RIGHT WING OF HIS AIRCRAFT. 20001021016242A (-23) A/C ENTERED TRAFFIC PATTERN AT INDIANTOWN IN LEFT DOWNWIND FOR RWY. 31. PILOLT STATED WINDS WERE CROSSWIND TO RWY. PILOT CALLED UNICOM (123.0) FOR EACH LEG, AFTER LANDING RWY 31, PILOT TAXIED A/C TOWARD GRASS TAXIWAY LOCATED APPROX. 2500 TO 3000 FT. TO LEFT OF RWY 31, SOUTHWEST SIDE OF FIELD. AS PILOT TURNED A/C TOWARD TAXIWAY AREA (LEFT TURN) A/C WAS STRUCK AT RIDHGT LOWER WING AT OUTBOARD 3 FT. AND SHEARED WING SECTION AWAY AT THAT POINT. AILERON WAS ALSO DAMAGED. NO PILOT INJURY. 20001021016419A (-23) PILOT STATED THAT HE LANDED LONG AND TRIED TO GO AROUND. HE STATED THAT HE CAUGHT A FENCE AND FLIPPED THE AIRCRAFT ON ITS BACK. THE ONLY INJURIES WERE A CUT ON THE PIOT'S HEAD WHEN HE RELEASED HIS SEATBELT AND HIT THE CEILING. UPGRADED TO ACCIDENT - WAS PREVIOUSLY ASSIGNED INCIDENT ^PRIVACY DATA OMI^ 20001021017419I (-23) WHILE EXECUTING FULL STOP TAXI BACK LANDINGS ON RUNWAY 20R, ON ABOUT FOURTH ATTEMPT, LANDED WITHOUT GEAR. 20001021018949I (-23)PILOT WAS PRACTICING TAKEOFF AND LANDINGS AT CHINO AIRPORT, CA. AFTER THREE TAKEOFF AND LANDINGS HE DECIDED TO PRACTICE AN ILS APPROACH. HE STATED HE WAS BEING GIVEN A LOT OF INSTRUCTIONS FROM THE TOWER. PILOT STATED HE HAD RAISED HIS LANDING GEAR AFTER TAKEOFF. HE THEN LOWERED FLAPS AND LANDING GEAR TO SLOW DOWN AND COMPLY WITH TOWER INSTRUCTION. PILOT STATED WHEN TOWER TOLD HIM TO RESUME SPEED HE RAISED THE GEAR. ON FINAL PILOT STATED HE HAD HIS FLAPS IN HIS NORMAL LANDING CONFIGURATION AND ASSUMED GEAR WAS DOWN. HE CONTUNUED UNTIL HE CONTACTED THE RUNWAY REALIZING HE HAD NOT LOWERED HIS GEAR BACK DOWN. PLANE WAS TAKEN TO A FACILITY WHERE THE GEAR WAS CHECKED FOR OPERABILITY. GEAR PERFORMED NORMALLY. 20001021024399I (-23) ON OCTOBER 21, 2000, AT 1100 CDST A CESSNA 152A, N93070, STRUCK A TREE WHILE ON APPROACH TO RUNWAY 03, CAPITAL DRIVE AIRPORT, BROOKFIELD, WI. THE PRIVATE PILOT AND ONE PASSENGER DID NOT REPORT ANY INJURIES AND THE AIRCRAFT RECEIVED MINOR DAMAGE TO THE LEFT WING. THE FLIGHT WAS FOR PERSONAL PLEASURE AROUND THE LOCAL AREA AND NO FLIGHT PLAN FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. 20001021031789I (-23) ON OCTOBER 21, 2000, AT 1530 CDT, A PIPER PA 34-2000T, N9897C, OPERATED BY AN AIRLINE TRANSPORT PILOT, HAD THE NOSE GEAR COLLAPSE DURING THE LANDING PHASE OF THE A/C. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. THE A/C WAS OPERATING UNDER TITLE 14 CFR PART 91 AT THE TIME OF THE INCIDENT. THE PILOT AND PASSENGER REPORTED NO INJURIES. THE FLIGHT ORIGINATED AT FARGO, ND, AND REMAINED LOCALLY FOR TRAINING PURPOSES. 20001021031929I (-23)THE NOSE GEAR COLLAPSED DURING A LANDING ROLLOUT ON RUNWAY #23 AT THE PIEDMONT TRIAD INTERNATIONAL AIRPORT LOCATED IN GREENSBORO, NC. EXAMINATION OF THE NOSE GEAR REVEALED THAT THE COLLAPSE WAS DUE TO A BROKEN ROD-END ATTACHMENT. 20001021031949I (-23)THE PILOT STATED THAT HE DEPARTED AND STAYED IN THE TRAFFIC PATTERN TO CONDUCT TOUCH AND GOES. DURING THE APPROACH TO LANDING HE ENCOUNTERED GUSTY WINDS ALOFT BUT THE WINDSOCK HE OBSERVED WAS NEAR CALM. DURING THE SUBSEQUENT HARD LANDING THE AIRCRAFT BOUNCED THREE TIMES AND THE NOSE WHEEL COLLAPSED. HE STATED HE ELECTED TO NOT GO AROUND BECAUSE OF THE SHORT DISTANCE ON THE RUNWAY. DAMAGE TO THE AIRCRAFT WAS LIMITED TO THE NOSE WHEEL, PROPELLER, AND LEFT MAIN LANDING GEAR STRUT. THE PILOT AND TWO PASSENGERS WERE NOT INJURED. 20001021032009I (-23) A/C MADE AN EMERGENCY LANDING DUE TO CATASTROPHIC ENGINE FAILURE 20001021036201A (-23) ACCORDING TO BOTH PILOTS AND ONE WITNESS ON THE GROUND, N11938, A CESSNA 150 HAD TAXIED CLEAR OF THE ACTIVE RUNWAY AND STOPPED SHORT OF THE PARALLEL TAXIWAY PRIOR TO TAXIING TO THE RAMP. N331DM, A PITTS S2B WAS TAXIING FROM THE RAMP FOR DEPARTURE ON RUNWAY 03. THE PITTS S2B STOPPED ON THE OPPOSITE SIDE OF THE PARALLEL TAXIWAY AND WAS POSITIONED DIAGONALLY TO THE RIGHT OF N11938. BOTH PILOTS SAW ONE ANOTHER AND THOUGHT THAT THE OTHER WAS GIVING WAY BUT NEITHER TRANSMITTED THEIR INTENTIONS ON THE RADIO. BOTH PILOTS STARTED TAXIING AT APPROX. THE SAME TIME. THE PITTS S2B BEING A TAILDRAGGER, LOST SITE OF THE CESSNA 150 IN THE TURN ONTO THE PARALLEL TAXIWAY. THE PILOT OF THE CESSNA 150 SAW THE PITTS STARTING TO TAXI AND PULLED TO THE RIGHT SIDE OF THE TAXIWAY. THE PILOT OF THE PITTS S2B STOPPED ON THE TAXIWAY UPON SEEING THE CESSNA ON THE TAXIWAY. THE CESSNA CONTINUED TAXIING TO THE RIGHT UNTIL CONTACT WAS MADE WITH THE LEFT WING OF THE PITTS S2B. TEH CESSNA'S LEFT WING RECEIVED SUBSTANTIAL DAMAGE AT THE TIP AND WING ROOT. THE PITTS RECEIVED MINIMAL DAMAGE. (.4) ON OCTOBER 21, 2000, ABOUT 0945 EASTERN DAYLIGHT TIME, A CESSNA 150L, N11938, REGISTERED TO A PRIVATE INDIVIDUAL, AND OPERATED AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, AND A PITTS S-2B, N331DM, REGISTERED TO A PRIVATE INDIVIDUAL, AND OPERATED AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, COLLIDED DURING TAXI OPERATIONS AT LEESBURG REGIONAL AIRPORT, LEESBURG, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR EITHER FLIGHT. N11938 INCURRED SUBSTANTIAL DAMAGE, AND N331DM INCURRED MINOR DAMAGE. THE STUDENT-RATED SOLO PILOT IN N11938 AND THE COMMERCIAL-RATED PILOT IN N331DM RECEIVED NO INJURIES. N11938'S FLIGHT HAD ORIGINATED THE SAME DAY, ABOUT 0935, AND N331DM'S FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO A WITNESS, HE HAD VIEWED BOTH AIRCRAFT, BUT HAD WALKED THROUGH THE RAMP GATE THAT LED TO THE FIXED BASE OPERATOR'S FACILITY, AND HIS VIEW WAS OBSCURED BY A PARKED AIRCRAFT MOMENTARILY. HE FURTHER STATED THAT WHEN BOTH AIRCRAFT RETURNED TO VIEW, N331DM HAD ALREADY ENTERED THE DIAGONAL TAXIWAY, AND WAS TURNING LEFT TO REJOIN THE PARALLEL TAXIWAY AT THE INTERSECTION. HE SAID THAT N11938 HAD ALREADY ENTERED THE INTERSECTION, AND WAS MANEUVERING TO THE RIGHT SIDE OF THE INTERSECTION WHEN THE COLLISION OCCURRED. HE SAID THAT THE COLLISION OCCURRED AT A NEGLIGIBLE FORWARD SPEED WITH THE RIGHT MAIN TIRE OF N11938 COMING TO REST ON THE RIGHT EDGE OF THE PAVEMENT, AND N331DM ON THE TAXIWAY CENTERLINE. THE PILOT OF N11938 STATED THAT SHE HAD ENTERED THE INTERSECTION OF THE DIAGONAL TAXIWAY, AND THE TAXIWAY THAT CROSSES RUNWAY 3/21, AS WELL AS PARALLELS RUNWAY 13/31, WHEN SHE OBSERVED N331DM TURNING RIGHT, ONTO THE DIAGONAL TAXIWAY. SHE SAID THAT SHE THEN BEGAN MANEUVERING TO THE RIGHT OF THE TAXIWAY TO AVOID N331DM, BUT DID NOT OBSERVE ANY ATTEMPT ON THE PART OF THE PILOT OF N331DM TO MANEUVER HIS AIRCRAFT TO AVOID HERS, BUT INSTEAD, HE PROCEEDED TO TURN DIRECTLY INTO HER PATH TO INTERCEPT THE INTERSECTING TAXIWAY. SHE SAID SHE THEN MANEUVERED FURTHER TO THE RIGHT TO AVOID AN HEAD ON COLLISION, AND THEN HAD TO EVENTUALLY MANEUVER TO THE LEFT AND STOP SHORT OF THE GRASS FOR FEAR OF STRIKING A TAXIWAY LIGHT WITH HER AIRCRAFT'S PROPELLER. SHE SAID THAT IT WAS AT THAT POINT THAT THE LEFT WING OF N331DM COLLIDED WITH THE LEFT WING OF HER AIRCRAFT. THE PILOT OF N331DM STATED THAT HE HAD STOPPED AT A POINT THAT WOULD GIVE HIM GOOD VISIBILITY OF N11938 DEPARTING THE TAXIWAY, AND NOTED THAT N11938 HAD STOPPED AT THE HOLD SHORT LINE, AND HAD REMAINED STATIONARY. HE SAID AFTER OBSERVING N11938 STATIONARY FOR SOME TIME, HE PROCEEDED ONTO THE TAXIWAY. HE SAID HE HAD GOOD VISIBILITY OF N11938, UNTIL HE WAS DIRECTLY IN FRONT OF N11938 AND MADE HIS TURN. HE SAID THAT AS HE TAXIED, HE HAD BEEN WATCHING FOR TRAFFIC, 20001021036202A (-23)ACCORDING TO BOTH PILOTS AND ONE WITNESS ON THE GROUND, N11938, A CESSNA 150 HAD TAXIED CLEAR OF THE ACTIVE RUNWAY AND STOPPED SHORT OF THE PARALLEL TAXIWAY PRIOR TO TAXIING TO THE RAMP. N331DM, A PITTS S2B WAS TAXIING FROM THE RAMP FOR DEPARTURE ON RUNWAY 03. THE PITTS S2B STOPPED ON THE OPPOSITE SIDE OF THE PARALLEL TAXIWAY AND WAS POSITIONED DIAGONALLY TO THE RIGHT OF N11938. BOTH PILOTS SAW ONE ANOTHER AND THOUGHT THAT THE OTHER WAS GIVING WAY, BUT NEITHER TRANSMITTED THEIR INTENTIONS ON THE RADIO. BOTH PILOTS STARTED TAXIING AT APPROX. THE SAME TIME. THE PITTS S2B BEING A TAILDRAGGER, LOST SIGHT OF THE CESSNA 150 IN THE TURN ONTO THE PARALLEL TAXIWAY. THE PILOT OF THE CESSNA 150 SAW THE PITTS STARTING TO TAXI AND PULLED TO THE RIGHT SIDE OF THE TAXIWAY. THE PILOT OF HTE PITTS S2B STOPPED OF THE TAXIWAY UPON SEEING THE CESSNA ON THE TAXIWAY. TH4E CESSNA CONTINUED TAXIING TO THE RIGHT UNTIL CONTACT WAS MADE WITH THE LEFT WING OF THE PITTS S2B. THE CESSNA'S LEFT WING RECEIVED SUBSTANTIAL DAMAGE TO AT THE TIP AND WING ROOT. THE PITTS RECEIVED MINIMAL DAMAGE. (.4) ON OCTOBER 21, 2000, ABOUT 0945 EASTERN DAYLIGHT TIME, A CESSNA 150L, N11938, REGISTERED TO A PRIVATE INDIVIDUAL, AND OPERATED AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, AND A PITTS S-2B, N331DM, REGISTERED TO A PRIVATE INDIVIDUAL, AND OPERATED AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, COLLIDED DURING TAXI OPERATIONS AT LEESBURG REGIONAL AIRPORT, LEESBURG, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR EITHER FLIGHT. N11938 INCURRED SUBSTANTIAL DAMAGE, AND N331DM INCURRED MINOR DAMAGE. THE STUDENT-RATED SOLO PILOT IN N11938 AND THE COMMERCIAL-RATED PILOT IN N331DM RECEIVED NO INJURIES. N11938'S FLIGHT HAD ORIGINATED THE SAME DAY, ABOUT 0935, AND N331DM'S FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO A WITNESS, HE HAD VIEWED BOTH AIRCRAFT, BUT HAD WALKED THROUGH THE RAMP GATE THAT LED TO THE FIXED BASE OPERATOR'S FACILITY, AND HIS VIEW WAS OBSCURED BY A PARKED AIRCRAFT MOMENTARILY. HE FURTHER STATED THAT WHEN BOTH AIRCRAFT RETURNED TO VIEW, N331DM HAD ALREADY ENTERED THE DIAGONAL TAXIWAY, AND WAS TURNING LEFT TO REJOIN THE PARALLEL TAXIWAY AT THE INTERSECTION. HE SAID THAT N11938 HAD ALREADY ENTERED THE INTERSECTION WHEN THE COLLISION OCCURRED. HE SAID THAT THE COLLISION OCCURRED AT A NEGLIGIBLE FORWARD SPEED WITH THE RIGHT MAIN TIRE OF N11938 COMING TO REST ON THE RIGHT EDGE OF THE PAVEMENT, AND N331DM ON THE TAXIWAY CENTERLINE. THE PILOT OF N11938 STATED THAT SHE HAD ENTERED THE INTERSECTION OF THE DIAGONAL TAXIWAY, AND THE TAXIWAY THAT CROSSES RUNWAY 3/21, AS WELL AS PARALLELS RUNWAY 13/31, WHEN SHE OBSERVED N331DM TURNING RIGHT, ONTO THE DIAGONAL TAXIWAY. SHE SAID THAT SHE THEN BEGAN MANEUVERING TO THE RIGHT OF THE TAXIWAY TO AVOID N331DM, BUT DID NOT OBSERVE ANY ATTEMPT ON THE PART OF THE PILOT OF N331DM TO MANEUVER HIS AIRCRAFT TO AVOID HERS, BUT INSTEAD, HE PROCEEDED TO TURN DIRECTLY INTO HER PATH TO INTERCEPT THE INTERSECTING TAXIWAY. SHE SAID SHE THEN MANEUVERED FURTHER TO THE RIGHT TO AVOID AN HEAD ON COLLISION, AND THEN HAD TO EVENTUALLY MANEUVER TO THE LEFT AND STOP SHORT OF THE GRASS FOR FEAR OF STRIKING A TAXIWAY LIGHT WITH HER AIRCRAFT'S PROPELLER. SHE SAID THAT IT WAS AT THAT POINT THAT THE LEFT WING OF N331DM COLLIDED WITH THE LEFT WING OF HER AIRCRAFT. THE PILOT OF N331DM STATED THAT HE HAD STOPPED AT A POINT THAT WOULD GIVE HIM GOOD VISIBILITY OF N11938 DEPARTING THE TAXIWAY, AND NOTED THAT N11938 HAD STOPPED AT THE HOLD SHORT LINE, AND HAD REMAINED STATIONARY. HE SAID AFTER OBSERVING N11938 STATIONARY FOR SOME TIME, HE PROCEEDED ONTO THE TAXIWAY. HE SAID HE HAD GOOD VISIBILITY OF N11938, UNTIL HE WAS DIRECTLY IN FRONT OF N11938 AND MADE HIS TURN. HE SAID THAT AS HE TAXIED, HE HAD BEEN WATCHING FOR TRAFFIC, BUT WAS UNABLE TO SEE DIRECTLY IN FRONT, DUE TO THE CONFIG 20001021037359A (-23) PILOT STATED HE SAW A SKYDIVER LAND ON RUNWAY 12L (TURF). HE CONTINUED HIS LANDING ASSUMING THE SKYDIVER WOULD VACATE 12L. PILOT STATED HE HAD TO SWERVE TO AVOID THE SKYDIVER, LOST CONTROL OF AIRCRAFT. THE AIRCRAFT HIT BRUSH OFF THE RIGHT EDGE OF RUNWAY 12R SHEARING OFF THE LEFT MAIN GEAR, FLIPPED OVER BENDING THE RIGHT WING DOWN 30 DEGREES. 20001021039079A (-23) PILOT FLYING FROM WINCHESTER, VA. TO HYDE FIELD, MD WAS CROSSING MOUNTAINS AT 3200 FT HIT TURBULANCE, PILOT WAS TALKING TO DULLES APPROACH. PILOT HIT INSTRUMENT PANEL DUE TO TURBULANCE AND HIS KNEE HIT THE RIGHT BOOST PUMP SWITCH AND THE SWITCH WAS INOPERATIVE HE HAD FUEL PRESSURE INDICATED ON THE GAUGE AND DECIDED TO LAND AT MANASSAS AIRPORT, 6 MILES OUT, FUEL PRESSURE DROPPED TO ZERO AND HE DECLARED AN EMERGENCY WITH DULLES. AT 2400 FT NOW DULLES APPROACH TOLD HIM TO CALL MANASSAS. THEN HE WAS CLEARED TO LAND AND ENGINE STOPPED. HE ATTEMPTED TO LAND ON RUNWAY 34L AT MANASSAS AIRPORT. 1/2 MILES SHORT OF THE RUNWAY THE A/C HIT A TREE AND FLIPPED OVER. PILOT HAD MINOR SCRATCHES ONLY. 20001021039089A (-23) LOST POWER ENROUTE 4500 FEET (1N9) READING, PA (UNV) STATE COLLEGE VIA (SEG) SELINSGROVE, PA. EMERGENCY OFF FIELD LANDING IN FARM FIELD, UNFORTUNATELY FIELD WAS SHORT AND PILOT DECIDED TO HEAD INTO CORN FIELD AT EDGE RATHER THAN TREES. THIS CAUSED A/C TO FLIP. THE AIRCRAFT RECEIVED STRUCTURAL DAMAGE TO THE LEFT WING. LEFT DOOR FORWARD AND AFT DOOR POST AND LANDING GEAR BOX ASSEMBLY. NO INJURIES WERE RECEIVED. SUBSEQUENT INVESTIGATION REVEALED LARGE PARTICLES OF FUEL TANK SEALANT WERE FLUSHED FROM THE LEFT FUEL TANK. NORMAL ENGINE OPERATION WAS NOTED DURING POST CRASH TESTING. (.4) THE AIRPLANE EXPERIENCED A TOTAL LOSS OF ENGINE POWER ABOUT 1 HOUR AFTER DEPARTURE. THE PILOT PERFORMED A FORCED LANDING TO A CORNFIELD AND THE AIRPLANE NOSED OVER DURING THE LANDING ROLL. WHEN THE AIRPLANE WAS UPRIGHTED DURING RECOVERY, FUEL POURED FROM BOTH FUEL TANKS. THE ENGINE WAS THEN STARTED AND IT RAN WITHOUT INTERRUPTION. HOWEVER, EXAMINATION OF THE FUEL SYSTEM REVEALED A HANDFUL OF SLOSHING-SEALANT PARTICLES BLOCKED THE FUEL STRAINER IN THE LEFT FUEL TANK. EXAMINATION OF THE AIRPLANE'S MAINTENANCE RECORDS REVEALED THE LEFT FUEL TANK WAS SEALED WITH SLOSHING SEALANT DURING A MAJO R REPAIR 43 YEARS PRIOR TO THE ACCIDENT. 20001021040239A (-23) PILOT DEPARTED RUNWAY 31 AT SPI AND CLIMBED TO 500 FEET AMD STARTED ALEFT HAND TURN. THE PILOT REPORTED THAT HE HEARD A LOUD NOISE AND THE ENGINE LOST POWER. THE TOWER WAS NOTIFIED THAT HE HAD AN EMERGENCY AND HE WAS GOING DOWN. THE PILOT CONTINUED A LEFT TURN EAST AND LINED UP WITH THE ROAD THAT LEADS TO THE CONTROL TOWER. THE AIRCRAFT TOUCHED DOWN SHORT OF THE ROAD IN A PLOWED FIELD, TRAVELED ACROSS THE FIELD AND AN AIRPORT PERIMETER ROAD AND ONTO TOWER ROAD. THE AIRCRAFT WINGS STRUCK BOTH SIDES OF THE OPEN SECURITY GATE AND CONTINUED APPROXIMATELY 25 YARDS BEFORE VEERING RIGHT INTO A 4 FOOT FENCE AND COMING TO REST. 20001021040419A (-23) PILOT DEPARTED RUNWAY 34. THE PLANE STAYED LOW OVER THE RUNWAY THEN INITIATED A STEEP PULL UP. AIRCRAFT WENT INTO A RIGHT BANK, THE NOSE ROSE AND THE AIRCRAFT STALLED TO THE LEFT IMPACTED THE GROUND. WITNESSES STATED THE ENGINE SOUND WAS THE SAME DURING THE COMPLETE OCCURENCE. 20001021041099A (-23)PILOT DEPARTED FLYING B AIRPORT, AT YELM, WASHINGTON, AND STRUCK A POWER LINE DURING THE INITIAL CLIMB. PILOT TOLD NTSB PERSONNEL THAT HE "LOST POWER" AND LANDED THE GYROCOPTER ONTO A ROAD, BUT INADVERTENTLY STRUCK POWER LINES. NTSB INVESTIGATORS HAVE NOT FOUND ANY CAUSED FOR A LOSS OF POWER AND BELIEVE THE ACCIDENT TO BE OPERATIONAL IN NATURE. NTSB INVESTIGATORS WERE PROVIDED FROM THE PILOT A VIDEO TAPE OF THE ACCIDENT AND STATED THAT HE HEARD THE ENGINE PERFORMING THE ENTIRE TIME OF THE ACCIDENT SEQUENCE. DUE TO THE EXPERIMENTAL STATUS OF THE AIRCRAFT, PILOT IS NOT REQUIRED TO HOLD A GYROCOPTER/ROTORCRAFT RATING. 20001021041209A (-23)ON OCTOBER 21, 2000, AT 1140 EDT, N928ER, A PIPER PA-44-180, OPERATED BY EMBRY-RIDDLE AERONAUTICAL UNIVERSITY WHILE ON AN INSTRUCTIONAL FLIGHT EXPERIENCED A BIRD STRIKE WHILE ENROUTE TO DAYTONA BEACH, FLORIDA. THE PILOT STATED THAT THE AIRCRAFT WAS AT ABOUT 2,000 FEET, IN LEVEL FLIGHT, WHEN A LARGE BIRD IMPACTED THE OUTBOARD LEADING EDGE OF THE RIGHT WING. THE PILOT MADE A PRECAUTIONARY LANDING AT SPURCE CREEK, FLORIDA. ON GROUND, A HOLE WAS FOUND IN THE LEADING EDGE OF THE OUTBOARD RIGHT WING. ON FURTHER INVESTIGATION IT WAS DISCOVERED THAT A STRINGER IN THE WING HAD BEEN DAMAGED REQUIRING MAJOR REPAIR TO THE STRUCTURE OF THE WING. 20001021043109A (-23) THE PILOT STATED THAT HE ARRIVED AT QUINCY MUNICIPAL AIRPORT (UIN) AT 19:45 AND MADE ON TOUCH AND GO ON RWY 22 AT UIN. AT 20:00 HE WAS MAKING ANOTHER TOUCH AND GO USING RWY 22 WHEN AN ADULT BUCK DEER RAN INTO THE LINE OF TRAVEL FROM THE NORTH SIDE OF THE RUNWAY AT APPROXIMATELY ONE THIRD THE DISTANCE OF RWY 22, STRIKING THE OUTBOARD RIGHT WING, JUST AS HE WAS ROTATING FOR TAKEOFF. THE APPROXIMATE SPEED AT THE TIME OF IMPACT WAS 75 KNOTS. VISIBILITY WAS GOOD, AND THE SKY WAS CLEAR, HOWEVER THERE WAS NO MOONLIGHT MAKING IT A VERY DARK NIGHT. AFTER IMPACT HE REDUCED POWER, GOT THE AIRCRAFT UNDER CONTROL AND USED THE REMAINING RUNWAY TO SLOW DOWN AND THEN TAXIED TO THE FBO. 20001022016149A (-23) DURING DEPARTURE FROM A PRIVATE AIRSTRIP AT LUCEDALE, MS. WHILE CLIMBING THROUGH APPROX. 150 FEET AGL., THE A/C BANKED TO THE RIGHT DESCENDED AND STRUCK TREES. WITNESSES REPORTED HAVING SEEN SOMETHING COME OFF THE A/C JUST PRIOR TO THE BANK. A GAP SEAL WAS FOUND ON THE AIRPORT IN THAT GENERAL VICINITY. THE GAP SEAL IS A FABRIC PANEL THAT FITS BETWEEN THE UPPER SURFACES OF THE RIGHT AND LEFT WING ROOT FABRIC. IT IS HELD IN PLACE BY VELCRO. THIS PANEL WAS PULLED INTO THE PROPELLOR. WHILE BEING PULLED INTO THE PROPELLOR, IT CAUGHT ON THE CARBURETORS PULLING THEM LOOSE. THE PANEL ALSO CAUGHT ON THE WING FLAPS AND PULLED THAT MATERIAL INTO THE PROPELLOR. (.4) ON OCTOBER 22, 2000, ABOUT 0915 CENTRAL DAYLIGHT TIME, A CAMILLO ANNALORO CA SPECIAL QUICKSILVER, N302CA, REGISTERED TO AN INDIVIDUAL, CRASHED INTO TREES SHORTLY AFTER TAKEOFF FROM SOUTH MISSISSIPPI LIGHT AIRCRAFT AIRPORT, LUCEDALE, MISSISSIPPI, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT RECEIVED SERIOUS INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF TH E ACCIDENT. THE PILOT STATED THAT HE DEPARTED TO THE SOUTHEAST AND MADE A RIGHT TURN. DURING THE CLIMB AND TURN, HE HEARD A "LOUD POP SOUND" AND THE AIRCRAFT BEGAN VIBRATING. HE REDUCED ENGINE POWER TO IDLE, LEVEL THE WINGS, AND LOWERED THE NOSE TO ESTABLISH A GLIDE. HE WAS ON TOP OF TREES AT THIS POINT AND FLARED THE AIRCRAFT ON TOP OF THE TREES. HE STATED THE GAP SEAL COVER SEPARATED DURING CLIMB. A WITNESS STATED AIRCRAFT SOUNDED NORMAL ON RUNUP AND DEPARTURE AND THE CLIMBOUT TURN WAS NORMAL. AFTER THE AIRCRAFT TURNED ABOUT 130 DEGREES, HE HEARD A LOUD POP AND SAW WHAT LOOKED TO BE WHITE PAPER OR CLOTH COMING FROM THE ENGINE AND PROPELLER AREA. EXAMINATION OF THE AIRCRAFT AFTER THE ACCIDENT WAS PERFORMED BY AN FAA INSPECTOR. THE FABRIC PANEL BETWEEN THE WING ROOTS, WHICH IS HELD IN PLACE BY VELCRO FASTENERS, HAD SEPARATED FROM THE AIRCRAFT AND WAS FOUND ON THE GROUND, CUT INTO THREE PIECES. WHEN THE FABRIC PANEL SEPARATED, IT WENT THROUGH PROPELLER AND ALSO CAUSED DAMAGE TO THE WING FLAP MATERIAL. WING FLAP MATERIAL SEPARATED AND WAS FOUND WRAPPED AROUND THE PROPELLER FLANGE. 20001022016219A (-23) A/C DEPARTED POWELL STOLPORT (9A2), VFR. PILOT ROTATED PREMATURELY AND WAS NOT ABLE TO GAIN FLYING SPEED DUE TO RISING TERRAIN. A/C STALLED AND CRASHED. (.4) THE PILOT STATED THAT HE ENGAGED 10 DEGREES OF FLAPS, HELD THE BRAKES AND APPLIED FULL POWER, BUT THE TAKEOFF ROLL WAS EXTREMELY BUMPY, AND THE AIRPLANE WAS NOT ACCELERATING AS IT SHOULD, AND THE REMAINING AVAILABLE RUNWAY WAS DECREASING. HE SAID THERE WERE TREES AT THE END OF THE RUNWAY, BUT HE DID NOT FEEL THAT HE COULD HAVE APPLIED THE BRAKES AND STOP THE TAKEOFF ROLL WITHOUT RUNNING INTO THEM, SO HE CONTINUED THE TAKEOFF. THE PILOT FURTHER STATED THAT HE FELT THAT THE AIRPLANE'S ACCELERATION WAS BEING IMPEDED BY THE CRACKS ON THE RUNWAY WHICH HAD GRASS GROWING IN THEM, SO HE DECIDED TO TRANSITION TO A SOFT FIELD TAKEOFF. HE SAID THAT INITIALLY THE CLIMBOUT WAS "OKAY", BUT THE PROXIMITY AND HEIGHT OF THE TREES REQUIRED THAT HE MAINTAIN APPROXIMATELY 60 KNOTS, AND AT THAT AIRSPEED THE AIRCRAFT SEEMED LESS AND LESS RESPONSIVE. HE SAID HE ATTEMPTED TO LOWER THE PITCH TO INCREASE THE AIRSPEED A COUPLE OF TIMES DURING THE CLIMBOUT, BUT THE AIRCRAFT SEEMED LE SS AND LESS RESPONSIVE. ACCORDING TO THE PILOT, THE "PLANE FAILED TO PROVIDE THE NECESSARY LIFT IN ORDER TO CONTINUE THE CLIMBOUT, AND NOSE-DIVED TO THE GROUND." A WITNESS STATED THAT HE SAW THE ACCIDENT AIRCRAFT ROTATE AT THE MIDFIELD POINT, AND IT REMAINED IN AN EXTREME NOSE-UP ATTITUDE DURING CLIMBOUT. HE SAID HE THEN SAW THE AIRCRAFT "MUSH", AFTER WHICH THE LEFT WING ROSE BRIEFLY, AND THE AIRCRAFT TURNED TO THE LEFT, AND DESCENDED, IMPACTING THE GROUND. AN FAA INSPECTOR, ALONG WITH REPRESENTATIVES FROM CESSNA AIRCRAFT COMPANY, AND TEXTRON LYCOMING COMPANY, CONDUCTED POSTCRASH EXAMINATIONS OF THE ACCIDENT AIRCRAFT, AND NO PREACCIDENT FAILURES OR MALFUNCTIONS WERE FOUND WITH THE AIRCRAFT STRUCTURE, THE FLIGHT CONTROL SYSTEM, OR THE ENGINE.THE INSPECTOR FURTHER STATED THAT THE PILOT HAD ELECTED TO TAKE OFF USING AN UPSLOPING RUNWAY, TOWARDS RISING TERRAIN, WITH TREES AT THE END OF THE RUNWAY. THE WIND VELOCITY WAS ABOUT 4 KNOTS AT THE TIME OF THE ACCIDENT. 20001022017329I (-23) PILOT STATED: LANDING ON RWY 13 A WIND GUST HIT THE A/C, PILOT COULD NOT MAINTAIN RUNWAY HEADING, A/C LEFT RUNWAY AND HIT A DITCH. 20001022018899A (-23) AFTER TAKEOFF THE HELI TURNED DOWNWIND TOWARD ITS DESTINATION. TWO TO THREE MINUTES AFTER TAKEOFF, THE PILOT HEARD THREE LOUD BANGING NOISES AND FELT VIBRATIONS. THE PILOT ENTERED AUTOROTATION AND TURNED INTO THE WIND TO LAND. THE SUBSEQUENT LANDING WAS HARD AND THE HELI HAD SOME FORWARD MOTION WHEN IT LANDED. THE HELI ROTATED FORWARD ON THE CURVED PART OF THE SKIDS AND THEN ROTATED BACK ONTO IT'S MAIN SKIDS CAUSING A DOWN-FORCE ON THE TAILBOOM WHICH RESULTED IN STRUCTURAL DAMAGE AT THE FUSELAGE ATTACH POINT. ONLYTHE TAILBOOM RECEIVED DAMAGE. UPON INSPECTION OF THE ENGINE IT WAS NOTED THAT THE COMPRESSOR WOULD NOT ROTATE. THE ENGINE WAS SENT TO THE MANUFACTURERFOR FURTHER INVESTIGAION. THERE WERE SEVERAL CHIP LIGHTS THAT OCCURRED ON DAYS PRIOR TO THE ACCIDENT BUT THE OPERATOR COULD NOT DETERMINE THE CAUSE. THE ENGINE WAS RECENTLY OVERHAULED AND ASSEMBLED BY THE OPERATOR. (.4)ON OCTOBER 22, 2000, AT 0807 HOURS HAWAIIAN STANDARD TIME, AN AEROSPATIALE AS350BA, N12NT, WAS SUBSTANTIALLY DAMAGED DURING AN AUTOROTATIVE EMERGENCY LANDING FOLLOWING LOSS OF ENGINE POWER ABOUT 1 MILE WEST-SOUTHWEST OF THE WAIMEA-KOHALA AIRPORT AT KAMUELA, HAWAII. THE COMMERCIAL CERTIFICATED PI OT, THE SOLE OCCUPANT, RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE POSITIONING FLIGHT THAT WAS OPERATED BY MAUNA KEA HELICOPTERS, UNDER 14 CFR PART 91. THE HELICOPTER WAS DEPARTING FROM THE AIRPORT AT THE TIME OF THE ENGINE FAILURE, DESTINED FOR A NEARBY RESORT HOTEL. NO FLIGHT PLAN WAS FILED. THE AUTOROTATION WAS PERFORMED TO AN UPSLOPING AREA OF DIRT AND ROCKS. INSPECTION OF THE ENGINE AFTER THE ACCIDENT REVEALED THAT THE ENGINE COMPRESSOR WAS SEIZED. THE ENGINE WAS OVERHAULED 61 HOURS PRIOR TO THE ACCIDENT. THE ENGINE IS COMPRISED OF FIVE MODULES. MODULE 1 IS OVERHAULED ON-CONDITION AND WAS NOT SERVICED AT THE OVERHAUL. TURBOMECA ENGINE CORPORATION OF GRAND PRAIRIE, TEXAS, OVERHAULED MODULES 2 AND 3, AND ACRO AEROSPACE, INC., OF RICHMOND, BC, CANADA, OVERHAULED MODULES 4 AND 5. THE FIVE MODULES WERE ASSEMBLED TOGETHER AND INSTALLED IN THE HELICOPTER BY THE OPERATOR. THE ENGINE WAS EXAMINED BY SAFETY BOARD INVESTIGATORS AT THE FACILITIES OF TURBOMECA ENGINE CORPORATION ON DECEMBER 7, 2000. THE ROTATING ASSEMBLY (COMPRESSOR AND TURBINE) OF THE GAS GENERATOR SECTION (N1, MODULES 1, 2 AND 3) OF THE ENGINE WAS SEIZED AND THE POWER TURBINE ASSEMBLY AND OUTPUT GEARBOX (N2, MODULES 4 AND 5) WAS FREE TO ROTATE. WHEN MODULES 2 AND 3 WERE SEPARATED, THE COMPRESSOR AND ACCESSORY CASE (MODULES 1 AND 2) ROTATED FREELY AND THE COMBUSTION SECTION AND TURBINE (MODULE 3) REMAINED SEIZED. MODULE 3 WAS DIFFICULT TO DISASSEMBLE DUE TO DAMAGE AT THE REAR BEARING AREA. FURTHER EXAMINATION REVEALED THE TURBINE REAR SUPPORT BEARING (BEARING, TURBOMECA PART NUMBER 9609000153) WAS BACKED OUT OF THE BEARING SUPPORT HOUSING (CAGE, PART NUMBER 0292502630). ORDINARILY THE BEARING IS RETAINED IN THE HOUSING BY A CIRCLIP (PART NUMBER 9560119360), HOWEVER, NO EVIDENCE OF PRESENCE OF THE CIRCLIP WAS FOUND. THE CIRCLIP RETAINING GROOVE IN THE SUPPORT HOUSING WAS VISIBLY UNDAMAGED. AN ADDITIONAL PARTY TO THE INVESTIGATION WAS MR. JOE BRAZ OF ACRO AEROSPACE, INC, RICHMOND, BC, CANADA. THE WRECKAGE WAS RELEASED TO THE OWNER ON DECEMBER 22, 2000. 20001022024839A (-23) ON OCTOBER 22, 2000, CESSNA CE-172-P, N5226K, CONDUCTING A SIGHT SEEING TOUR WITHIN 25 MILES OF HALF MOON BAY ATTEMPTED TO LAND AT HALF MOON BAY. THE PIC WAS ADVISED BY AIRPORT 1 ABOUT A 18-20 KTS CROSSWIND CONDITION AT MIDFIELD. PIC ACKNOWLEDGED AND MADE TWO ATTEMPTS TO LAND BEFORE HIS FINAL APPROACH. ON HIS THIRD APPROACH THE A/C TOUCHED DOWN APPROX. MID-WAY DOWN THE RUNWAY. UPON TOUCHDOWN THE A/C ENCOUNTERED CROSSWIND CONDITIONS AND THE A/C VEERED TO THE LEFT AND DEPARTED THE RUNWAY. DEPARTURE CONTINUED UNTIL CONTACT WITH THE PARIMETER FENCE AND FINAL MOVEMENT CEASED UPON HITTING A DIRT MOUNT. DAMAGE INCLUDED THE FOLLOWING: FIREWALL BENT AND BUCKLED, AFT RIGHT WING SPAR BENT DOWNWARD. LEFT WING TIP APPROX. 2 FT. DENTED, TWISTED UP AND AFT. LEADING EDGE OF LEFT INBOARD WING DENTED. NOSE LANDING GEAR SHEARED. PROPELLER BLADE BENT APPROX. AFT MIDWAY. FWD WINDSCREEN SHATTERED. RIGHT ELEVATOR MISSING FROM HINGE MOUNT OUTBOARD. BOTH WING STRUTS BENT IN HALF, AND TORN. (.4) ON OCTOBER 22, 2000, AT 1140 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 172P, N5226K, OVERRAN THE RUNWAY DURING LANDING, AND COLLIDED WITH A FENCE AT THE HALF MOON BAY AIRPORT, HALF MOON BAY, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE CERTIFICATED COMMERCIAL PILOT AND ONE OF HIS TWO PASSENGERS RECEIVED MINOR INJURIES. THE SECOND PASSENGER WAS NOT INJURED. THE AIRPLANE OWNER, D.B.A. COAST FLIGHT, OPERATED THE SIGHTSEEING FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE LOCAL FLIGHT HAD ORIGINATED FROM THE HALF MOON BAY AIRPORT ABOUT 1030. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT AS HE INITIATED HIS APPROACH TO RUNWAY 30 HE NOTICED STRONG GUSTY WINDS AND LOW-LEVEL SHEAR CONDITIONS. TO COMPENSATE, HE INCREASED HIS APPROACH AIRSPEED AND LEFT THE FLAPS IN THEIR RETRACTED POSITION. WHILE CONTINUING OVER THE APPROACH END OF THE RUNWAY, HE ENCOUNTERED AN AREA WITH A HIGH SINK RATE. HE IMMEDIATELY ADDED FULL POWER TO STOP HIS DESCENT. WITH FULL POWER, AND WITH THE AIRPLANE'S NOSE ABOUT 5 DEGREES ABOVE THE HORIZON, THE AIRPLANE BEGAN TO CLIMB SLOWLY. AT THIS POINT, THE PILOT ENCOUNTERED A STRONG, GUSTING, RIGHT QUARTERING HEADWIND THAT LIFTED THE RIGHT WING AND RESULTED IN A LOSS OF ALTITUDE. IN RESPONSE, AS THE AIRPLANE TOUCHED DOWN BEYOND THE DEPARTURE END OF THE RUNWAY, THE CLOSED THE THROTTLE. THE AIRPLANE ROLLED THROUGH A FENCE BEFORE COMING TO A STOP. WINDS AT THE CLOSEST WEATHER REPORTING STATION SAN FRANCISCO INTERNATIONAL AIRPORT (SFO), WERE 360 AT 18 KNOTS GUSTING TO 22 KNOTS. 20001022027949A (-23)THE PIC OF FRONTIER FLIGHT 522 ON THE LANDING ROLL OUT, INSTRUCTED THE FIRST OFFICER TO ENGAGE THE POWER STEERING IN PREPARATION TO TAXI CLEAR OF THE RUNWAY. THE NOSE GEAR TURNED HARD OVER TO THE RIGHT AND THE PIC AND THE FO APPLIED FULL LEFT RUDDER, FULL LEFT BRAKE, AND REVERSE THRUST ON THE #1 ENGINE. THE A/C FAILED TO RESPOND AND EXITED THE RIGHT SIDE OF THE RUNWAY. AFTER EXITING THE RUNWAY THE A/C CONTINUED PARALLEL TO THE RUNWAY APPROX. 225 FEET THEN THE NOSE GEAR HIT A SMALL FROZEN LUMP OF DIRT CAUSING THE NOSE GEAR TO COLLAPSE. THE A/C EXPERIENCED DAMAGE TO BOTH PROPELLERS, ENGINES, AND THE NOSE CONE. THE PRESSURE VESSEL OF THE A/C ALSO EXPERIENCED A SMALL HOLE ON THE RIGHT SIDE THROUGH THE ICE PLATE. 20001022030779I (-23)NOSE GEAR COLLAPSED DURING LANDING ROLL OUT. INITIAL INVESTIGATION INDICATES NOSE GEAR DOWN/UP LOCK MECHANISM WITH INSUFFICIENT SPRING TENSION. 20001022031889I (-23) NO NARRATIVE AVAILABLE. 20001022037509I (-23) ENGINE QUIT DURING CRUISE, PILOT LANDED SAFELY IN A FIELD. ENGINE HAD DEVELOPED A SEVERE OIL LEAK. THE EXACT CAUSE OF THE OIL LEAK HAS BEEN UNDETERMINED. 20001022038289I (-23) ON SUNDAY, OCTOBER 22, 2000, A BOEING 737, N354UA, FLIGHT 790, OPERATED BY UNITED AIRLINES, INC. DURING APPROACH TO BUFFALO NIAGARA INTERNATIONAL AIRPORT, REPORTED THAT THE #3 LEADING EDGE SLAT FAILED TO EXTEND AND THE CAUTION LIGHT ILLUMINATED. THE FLIGHT CREW DECLARED AN EMERGENCY. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE AIRCRAFT TAXIED TO THE GATE. THE AIRCRAFT MECHANIC PERFORMED AN OPERATIONAL CHECK OF THE SYSTEM AND COULD NOT DUPLICATE THE PROBLEM ON THE GROUND. THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001022039099A (-23) AT 13:30 IN SHIRLEY, NY, THE PIC WAS 3 STATUTE MILES SOUTH OF RUNWAY 33, OF THE HWV AIRPORT. THE PIC WAS UNABLE TO RETURN TO THE AIRPORT, ATTEMPTED TO LAND IN A BALLFIELD, AND COLLIDED WITH TREES AND A HOUSE AT 149 BROADWAY & CLYDE RD, SHIRLEY, NY. 20001022041069A (-23)ACCORDING TO THE PILOT, HE DEPARTED TOWA CITY, IA AT APPROXIMATELY 08:15 FOR A TEST FLIGHT FOLLOWING MAINTENANCE ON ENGINE BAFFELING TO CORRECT A COOLING PROBLEM. HE DEPARTED TOWA CITY, IA AND CLIMBED TO PATTERN ALTITUDE, HE THEN LEVELED OUT AND MONITORED THE ENGINE TMEP. WHEN TEMPERATURE STABILIZED TO WITHIN THE GREEN ARC HE BEGAN TO CLIMB OCNE AGAIN. APPROXIMATELY 100' INTO CLIMB ENGINE STARTED TO MISS AND LOSE POWER, PILOT LOOKED FOR SUITABLE LANDING SITE, SELECTED CORN FIELD APPROXIMATELY 4 MILES EAST OF THE AIRPORT AND EXECUTED EMERGENCY LANDING. AIRCRAFT SETTLED INTO STANDING CORN AND TRAVELED APPROXIMATELY 110 YARDS WHERE THE RIGHT MAIN GEAR STUCK INTO CONR/MUD AND CAUSED THE AIRCRAFT TO FLIP OVER. THE PILOT SUSTAINED MINOR INJURIES, THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE FUSELAGE AND WINGS. IT HAS NOT BEEN DETERMINED WHETHER THE AIRCRAFT WILL BE REPAIRED, BUT IF IT IS REPAIRED THIS OFFICE WILL INVESTIGATION THE CAUSE OF THE ENGINE FAILURE AT THAT TIME. ^PRIVACY DATA OMI^ 20001023015749A (-23) PILOT STATED DURING A TELEPHONE INTERVIEW, THAT HE FELT HE HAD TOO MUCH RIGHT RUDDER DURING THE TAKEOFF RUN. APPLIED LEFT RUDDER, THEN RIGHT RUDDER, ETC., THEN ENDED UP VEERING TO THE LEFT OF THE RUNWAY STRIKING A TAXIWAY LIGHT AT THE FIRST INTERSECTION OF RUNWAY 34 AT ARLINGTON, WA. PILOT STATED THAT THERE WAS A VERY SLIGHT CROSSWIND PRESENT. THE PILOT WAS MAKING TAKE OFFS AND LANDINGS TO A FULL STOP. THIS WAS HIS THIRD TIME TAKE OFF AND HE HAD NO PROBLEMS TAKING OFF THE TWO TIMES PRIOR TO THIS. 20001023016259A (-23) ON OCTOBER 23, 2000, AT 2123 EST, AMERICAN TRANS AIR (ATA) FLIGHT 596, A BOEING 727-200 (N786AT), WAS BEING TAIED FOR TAKE-OFF AT LAGUARDIA AIRPORT (KLGA), WHEN THE LEADING EDGE DEVICE ON THE LEFT WING, OF THE B-727, STRUCK THE RIGHT WING OF COMAIR FLIGHT 5958, A REGIONAL JET (N804CA). BOTH AIRCRAFT SUSTAINED DAMAGE. NO INJURIES WERE REPORTED TO THE PASSENGERS OR CREW OF EITHER AIRCRAFT. THE PILOT-IN-COMMAND (PIC) OF ATA FLIGHT 596 WAS CAPTAIN SMITH HOLDS AN ATP CERTIFICATE (483881475) WITH RATINGS IN THE B-727 AND CE-525S. THE REGIONAL JET (N804CA) WAS STOPPED ON THE TAXIWAY, WITH THE PARKING BRAKE SET, AT THE TIME OF THE ACCIDENT. THE PILOT-IN-COMMAND (PIC) OF COMAIR FLIGHT 5958 WAS CAPTAIN MIGUEL AGUIRRE. CAPTAIN AGUIRRE HOLDS AN ATP CERTIFICATE (593402830) WITH A RATING IN THE CL-65. 20001023025379I (-23) PILOT WAS FERRYING N8182M FROM ITS MAINTENANCE BASE AT MONTEREY, CA. TO ITS HOME BASE AT SALINAS, CA. WHILE ENTERING A RIGHT BASE LEG FOR RUNWAY 13, TOWER CALLED BEECH BARON TRAFFIC ON RIGHT DOWNWIND TO BE FOLLOWED BY ANOTHER A/C ON LEFT DOWNWIND. PILOT REMEMBERS GOING THROUGH HIS CHECKLIST AND REACHING FOR THE GEAR SWITCH. HE COULD NOT LOCATE THE BARON AND WAS CONCERNED ABOUT THE TRAFFIC. HOWEVER, THE TRAFFIC DISTRACTION INTERRUPTED HIS ROUTINE BEFORE HE EXTENDED THE LANDING GEAR. THE PILOT REPORTED THAT HE HEARD NO GEAR WARNING HORN DURING THE DESCENT TO A GEAR-UP LANDING. 20001023030699I (-23)ON 10-23-00, AT KANSAS CITY INTERNATIONAL AIRPORT, AIR MIDWEST AIRLINES ENROUTE TO WITCHITA, KANSAS, MADE A RETURN LANDING. THIS WAS DUE TO THE BATTERY OPEN ANNUCIATOR WARNING ILLUMINATED IN FLIGHT AND WOULD NOT RESET. UPON ARRIVAL AT THE GATE, AIR MIDWEST MECHANICS REMOVED AND REPLACED THE BATTERY H.E.D. IN ACCORDANCE WITH MAINTENANCE MANUAL 24-00-02. THE ENGINE WAS RUN AND THE AIRCRAFT OPERATED NORMALLY. INCIDENT CE2001IAC006 IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. 20001023031109I (-23)AT APPROXIMATELY 1615 PN 10-23-00, AIR MID WEST AIRLINES, MADE AN AIR RETURN AT KANSAS CITY INTERNATIONAL AIRPORT DUE TO A MECHANICAL PROBLEM. THE DISCREPANCY, RECORDED ON LOG PAGE 34463, IDENTIFIED THE PROBLEM AS THE LEFT OIL PRESSURE GAUGE STUCK AT 150PSI. AIR MID WEST ASSIGNED IT A CONTROL NUMBER 020600. AIR MID WEST MECHANIC ^PRIVACY DATA OMITTED^ REPLACED THE LEFT OIL PRESSURE INDICATOR, PART NUMBER 130-380045-5 IN ACCORDANCE WITH 31-10-00 AND 79-00. THE OPERATIONAL CHECK WAS NORMAL. THE AIRCRAFT WAS DISPATCHED WITHOUT FURTHER DELAY. INCIDENT NUMBER CE2001B0040. 20001023033169A (-23) A/C ROTOR SYSTEM WAS IN A ZERO "G" OR NEGATIVE "G" LOADING, CAUSING THE MAIN ROTOR BLADE TO CONTACT PROPELLER BLADE AND RUDDER. ONE PROPELLER BLADE AND THE TOP OF THE RUDDER WERE FOUND 150-200 FEET FROM THE ACCIDENT SITE. CONTROL CONTINUITY WAS ESTABLISHED. ALL MAJOR PARTS WERE IDENTIFIED. 20001023038039I (-23) A/C LANDED ALB. LEAR JET ON GROUND NOTIFIED TOWER AND CREW OF N651MK OF LEFT BRAKE SMOKING. A/C STOPPED ON TAXIWAY WHERE THE 7 PAX DEPLANED. AFTER LEFT BRAKE COOLED DOWN, A/C TAXIED TO STOP. 20001023038929A (-23) THE PILOT IN COMMAND STATED THAT WHILE TURNING BASE TO FINAL HE USED EXCESSIVE BANK IN AN ATTEMPT TO AVOID GOING "THROUGH THE FINAL". HE BELIEVES THAT THIS CAUSED AN ACCELERATED STALL WHICH CAUSED THE A/C TO IMPACT ON THE DISPLACED THRESHOLD. BOTH OCCUPANTS RECEIVED SERIOUS INJURIES. HE STATED THAT HE HAD NOT RECEIVED ANY FLIGHT INSTRUCTION SINCE HIS REQUIRED FLIGHT REVIEW ON 10/26/98. STATEMENTS FROM EYEWITNESS' SEEM TO CORROBORATE THE STORY.^PRIVACY DATA OMITTED^ 20001023040649A (-23) ON OCTOBER 23, 2000, AT 2123 EST, AMERICAN TRANS AIR (ATA) FLIGHT 596, A BOEING 727-200 (N786AT), WAS BEING TAXIED FOR TAKE-OFF AT LAGUARDIA AIRPORT (KLGA), WHEN THE LEADING EDGE DEVICE ON THE LEFT WING, OF THE B-727, STRUCK THE RIGHT WING OF COMAIR FLIGHT 5958, A REGIONAL JET (N804CA). BOTH AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. NO INJURIES WERE REPORTED TO THE PASSENGERS OR CREW OF EITHER AIRCRAFT. THE PILOT-IN-COMMAND (PIC) OF ATA FLIGHT 596 WAS CAPTAIN MARK H. SMITH. CAPTAIN SMITH HOLDS AN ATP CERTIFICATE (483881475) WITH RATINGS IN THE B-277 AND CE-525S. THE REGIONAL JET (804CA) WAS STOPPED ON THE TAXIWAY, WITH THE PARKING BRAKE SET, AT THE TIME OF THE ACCIDENT. THE PILOT-IN-COMMAND (PIC) OF COMAIR FLIGHT 5958 WAS CAPTAIN MIGUEL AGUIRRE. CAPTAIN AGUIRRE HOLDS AN ATP CERTIFICATE (593402830) WITH A RATING IN THE CL-65. 20001023043219A (-23) ON 10-23-00 WHILE DEPARTING ILLINOIS VALLEY PARACHUTE CLUB AIRPORT THE APPROPRIATELY RATED PILOT AND SOLE OCCUPANT OF THE AIRCRAFT EXPERIENCED A COMPLETE LOSS OF POWER AT APPROXIMATELY 200-300 FEET ABOVE THE GROUND IN A CLIMB ATTITUDE. THE PIC INDICATED THE ENGINE GOT ROUGH AND LOST POWER. THE PIC LOWERED THE NOSE, TURNED TO ABOUT 90 DEGREES TO THE SOUTH, TRIED THE CARBURETOR HEAT, ELECTRIC FUEL PUMP, AND PUMPED THE THROTTLE. THE PIC THEN LANDED IN A PLOWED FIELD. THE AIRCRAFT CAME TO REST ABOUT 52 FEET FROM THE TOUCHDOWN POINT ON A HEADING OF ABOUT 200 DEGREES. THE AIRCRAFT RECEIVED DAMAGE TO THE PROPELLER, NOSE BOWL, COWLING, NOSE LANDING GEAR SUPPORT, ENGINE MOUNT, FIREWALL, FUSELAGE BELLY SKIN AFT OF THE FIREWALL, THE LEFT SIDE FUSELAGE SKIN JUST AFT OF THE FIREWALL, AND THE LEFT WING TIP. 20001024015779A (-23) ENROUTE FROM MESQUITE, NEVADA TO FALLBROOK, CA., ENCOUNTERED ICING CONDITIONS ABOUT 40 MILES SOUTH OF LAS, ATTEMPTED TO DIVERT TO JEAN, NEVADA AND DESCENDED INTO MOUNTAINOUS TERRAIN DURING IMC CONDITIONS AND FLEW INTO AMOUNTAIN AT THE 4650' LEVEL. 20001024018349I (-23) ON OCTOBER 24, 2000, A SAAB SF-340, U.S. REGISTERED AS N146CQ, MADE AN EMERGENCY LANDING AT PITTSBURGH INTERNATIONAL AIRPORT, AFTER THE CREW HEARD A LOUD SQUEAL COME FROM THE HYDRAULIC PUMP, AND THEN THEY LOST HYDRAULIC POWER. THE CREW HAND PUMPED THE LANDING GEAR TO THE DOWN POSITION. THE AIRCRAFT AND CREW EXPERIENCED NO FURTHER INCIDENTS. THE AIRCRAFT WAS TOWED FROM THE TAXIWAY. MAINTENANCE REPLACED THE LEFT HAND HYDRAULIC PUMP WITH NO FURTHER PROBLEMS NOTED. THIS INCIDENT IS CLOSED. 20001024018399I (-23) AIRCRAFT N309HP WAS ENROUTE TO BEAUFORT, NC AT 3000' MSL. WHILE PASSING OVER SEYMOUR JOHNSON AIR FORCE BASE AT APPROXIMATELY 0520 LOCAL TIME, THE AIRCRAFT EXPERIENCED SLIGHT UNCOMMANDED YAW INPUTS AND TORQUE FLUCTUATIONS. THE AIRCRAFT DIVERTED TO NEW BERN, NC. POWER WAS REDUCED DURING THE APPROACH PHASE, AT APPROXIMATELY 30' AGL, THE LOW ROTOR LIGHT AND HORN CAME ON. AT APPROXIMATELY 10' AGL THE ROTOR SYSTEM LOST LIFT AND THE AIRCRAFT DROPPED TO THE GROUND, BOUNCED ONCE AND SLID APPROXIMATELY 100' TO A STOP. 20001024018829I (-23)ON OCTOBER 24 2000, A SAAB SF-340A REGISTERED AS N340SF, MADE AM EMERGNECY LANDING AT PITTSBURGH INTERNATIONAL AIRPORT AFTER REPORTING HYDRAULIC FAILURE. THE AIRCRAFT EXPERIENCED A LOSS OF HYDRAULIC FLUID AND PRESSURE AFTER TAKEOFF. THE CREW SELECTED THE LANDING GEAR DOWN POSITION. ONLY TWO GREEN LIGHTS ANNUNCIATED. THE CREW THEN ACTIVATED THE EMERGENCY EXTENSION HANDLE AND ACQUIRED ALL THREE GREEN LIGHTS AND RETURNED TO PITTSBURGH. THEY PULLED OFF THE RUNWAY AND WERE TOWED BACK TO THE RAMP WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND AND REPLACED A BROKEN HYRAULIC SWIVEL FITTING ON THE LEFT MAIN LANDING GEAR. THIS INCIDENT IS CLOSED. 20001024031649I (-23)THE PILOT WAS PREOCCUPIED WITH OTHER TRAFFIC IN THE PATTERN AND FORGOT TO LOWER THE GEAR. 20001024038019I (-23) ON TUESDAY, OCTOBER 24, 2000 AT 1732 LOCAL, A PIPER ARROW N6320C, OWNED BY THE SYRACUSE FLYING CLUB AND OPERATED BY CFI ^PRIVACY DATA OM^, REPORTED THE RIGHT MAIN GEAR HAD COLLAPSED AFTER LANDING ON RUNWAY 10 IN SYRACUSE. THE ARFF RESPONDED AND NO INJURIES WERE REPORTED. DURING AN INTERVIEW WITH ^PRIVACY DATA O^HE STATED THAT HE WAS GIVING COMPLEX INSTRUCTIONS TO A FLYING CLUB MEMBER. THEY WERE USING A CHECKMATE CHECKLIST FOR THE PROCEDURES. THEY WERE RETURNING FROM THE NORTHEAST PRACTICE AREA AND LANDED AT SYR WITH NO PROBLEM. ^PRIVACY DATA O^TOLD THE STUDENT TO BRING THE FLAPS UP AND THE STUDENT ACCIDENTALLY RETRACTED THE LANDING GEAR. THE ACTION OF CALLING FOR FLAPS-UP BEFORE CLEARING THE ACTIVE RUNWAY IS CONTRARY TO THE PUBLISHED CHECKLIST. A 44709 RE-EXAM RIDE WILL BE SCHEDULED FOR ^PRIVACY DATA O^BY INSPECTOR NORMAN TESSIER. THIS INCIDENT IS CONSIDERED CLOSED. 20001024040489A (-23) THE AIRCRAFT, A CE-152, N24961 WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN WHILE MANEUVERING NEAR ALPINE, CALIFORNIA. THE TWO OCCUPANTS, FLIGHT INSTRUCTOR SEBASTIEN G. FARROW AND STUDENT PILOT WERE FATALLY INJURED. (.4) ON OCTOBER 24, 2000, AT 1643 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 152, N24961, WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN WHILE MANEUVERING NEAR ALPINE, CALIFORNIA. ANGLO AMERICAN AVIATION WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT PILOT SUSTAINED FATAL INJURIES. THE LOCAL INSTRUCTIONAL FLIGHT DEPARTED GILLESPIE FIELD, EL CAJON, CALIFORNIA, ABOUT 1600. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE ACCIDENT'S GPS COORDINATES WERE 32 DEGREES 50.665 MINUTES NORTH LATITUDE AND 116 DEGREES 41.502 MINUTES WEST LONGITUDE. THE GPS ALTITUDE WAS ABOUT 2,300 FEET. WITNESSES OBSERVED THE AIRPLANE FLYING AT AN ESTIMATED ALTITUDE OF 400 FEET, AND THEN SPIRAL TO THE GROUND. NO WITNESSES OBSERVED ANY SMOKE OR FLAMES. THEY WERE TOO FAR AWAY TO HEAR ANY ENGINE SOUNDS. VARIOUS WITNESSES REPORTED THAT THEY ROUTINELY OBSERVED AIRPLANES PRACTICE LOW LEVEL MANEUVERS IN THIS AREA. 20001024040519A (-23) ON OCTOBER 24, 2000 AT 1403 MST, A BEECH 35, N8587M, PILOTED BY GERALD D. MAGRUDER, WHILE ENROUTE ON A CROSS-COUNTRY FLIGHT LOST ENGINE POWER AND ATTEMPTED A POWER OFF LANDING AT THE LAUGHLIN/BULLHEAD CITY AIRPORT, BULLHEAD CITY, AZ. THE AIRCRAFT LANDED APPROXIMATELY 1/2 MILE SHORT OF THE RUNWAY IN ROUGH TERRAIN. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE PILOT SUSTAINED SERIOUS INJURIES. THE ONE PASSENGER RECEIVED MINOR INJURIES. (.4) ON OCTOBER 24, 2000, AT 1404 MOUNTAIN STANDARD TIME, A BEECH 35B33, N8587M, MADE A POWER-OFF LANDING IN ROUGH TERRAIN NEAR BULLHEAD CITY, ARIZONA. THE OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT SUSTAINED SERIOUS INJURIES AND HIS WIFE SUSTAINED MINOR INJURIES; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PERSONAL FLIGHT DEPARTED HEBREN OVERGUARD AIRPARK, ARIZONA, ABOUT 1200 EN ROUTE TO HENDERSON, NEVADA. DAY VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT WAS ABEAM THE LAUGHLIN/BULLHEAD AIRPORT (IFP) IN CRUISE AT 4,500 FEET WHEN THE ENGINE LOST POWER. THE PILOT SAID HE COMPLETED EMERGENCY PROCEDURES, BUT WAS UNABLE TO RESTART THE ENGINE. A REVIE W OF RECORDED RADIO TRANSMISSIONS REVEALED THAT THE PILOT NOTIFIED THE LAUGHLIN/BULLHEAD AIR TRAFFIC CONTROL TOWER (ATCT) THAT HE WAS EXPERIENCING ENGINE PROBLEMS AT 1400. HE REPORTED THAT HE WAS OVERHEAD THE NORTH SIDE OF THE AIRPORT AT 3,200 FEET. HE SAID THAT HE HAD LOST HIS ENGINE AND WOULD HAVE TO MAKE A DEAD STICK LANDING. HE SAID HE WAS MAKING A LEFT DOWNWIND FOR RUNWAY 16. THE AIRPLANE LANDED ABOUT 1/2 MILE SHORT OF THE RUNWAY IN ROUGH TERRAIN, WHICH RESULTED IN SUBSTANTIAL DAMAGE. INVESTIGATORS EXAMINED THE AIRPLANE AND ENGINE AT AIR TRANSPORT, PHOENIX, ARIZONA, ON NOVEMBER 28, 2000. THE WINGS HAD BEEN REMOVED DURING RECOVERY. THE RECOVERY AGENT REPORTED THAT HE DRAINED ABOUT 8 OUNCES OF FUEL FROM THE LEFT WING, AND 28 GALLONS OF FUEL FROM THE RIGHT WING. EACH TANK HELD 40 GALLONS (37 GALLONS USEABLE) OF FUEL. THE AGENT SAID THE LANDING GEAR AND FLAPS WERE DOWN. THE PROPELLER SEPARATED FROM THE CRANKSHAFT AFT OF THE PROPELLER FLANGE. THE FRACTURE SURFACE WAS ANGULAR AND ROUGH. INVESTIGATORS REMOVED THE TOP SPARK PLUGS. THE ELECTRODES WERE UNIFORM IN APPEARANCE. THEY WERE SLIGHTLY ELLIPTICAL AND GRAY, WHICH CORRESPONDED TO NORMAL OPERATION ACCORDING TO THE CHAMPION AVIATIONCHECK-A-PLUG AV-27 CHART. INVESTIGATORS REMOVED THE VALVE COVERS AND MANUALLY ROTATED THE ENGINE. THEY OBTAINED THUMB COMPRESSION ON ALL CYLINDERS; THE VALVES MOVED IN SEQUENCE AND ALL APPEARED TO HAVE THE SAME LIFT; THE ACCESSORIES ROTATED FREELY; AND ALL IGNITION LEADS SPARKED. THE THROTTLE, PROPELLER, AND MIXTURE CONTROLS WERE AT THE FULL IN POSITION. THEY ALL OPERATED STIFFLY THROUGH THEIR FULL RANGE OF MOTION. THE FUEL TANKS WERE NOT COMPROMISED AND THE VENTS WERE OPEN. THE FUEL TANKS DID NOT HAVE PLACARDS, BUT THE FUEL SELECTOR VALVE SAID 37 GALLONS ON EACH TANK. THE BOOST PUMP SWITCH WAS IN THE OFF POSITION. THE FUEL SELECTOR VALVE WAS AT AN INTERMEDIATE POSITION ABOUT 0.5 INCHES CLOCKWISE FROM THE RIGHT TANK POSITION. INVESTIGATORS CONNECTED AN AUXILIARY BATTERY TO THE AIRPLANE BATTERY AND HOOKED UP A FUEL SUPPLY TO THE RIGHT WING FUEL LINE. THEY DISCONNECTED THE FUEL INLET LINE TO THE FUEL MANIFOLD DISTRIBUTION VALVE. WITH THE MIXTURE AND THROTTLE LEVERS FULL IN, THERE WAS NO FUEL FLOW. THEY TURNED THE ELECTRIC BOOST PUMP ON AND A STEADY STREAM OF FUEL SPURT OUT. THE FUEL FLOW GAUGE SHOWED LESS THAN 5 GALLONS PER HOUR INITIALLY, BUT PEAKED AT 16 GALLONS PER HOUR. THE OWNER'S MANUAL DISCUSSED THE PROCEDURES TO FOLLOW IN THE EVENT OF AN ENGINE FAILURE. IT DIRECTED PILOTS WHO EXPERIENCED A LOSS OF ENGINE POWER TO: SWITCH FUEL TANKS, SWITCH ON THE BOOST PUMP, OPEN THE THROTTLE ABOUT 1/2 INCH BEYOND THE PRESENT SETTING, MIXTURE TO FULL RICH, PROPELLER TO FULL HIGH RPM, IGNITION SWITCH TO BOTH, AND BATTERY/GENERATOR SWITCHES TO ON. 20001024043079A (-23) PILOT AND PASSENGER DID NOT SURVIVE THE ACCIDENT. 20001025015699A (-23) DURING THE STUDENT PILOT'S FIRST TOUCH AND GO ATTEMPT ON ROMANA RWY 27, THE A/C WAS HIGH AND FAST (APPROX. 80 KNOTS) WITH FLAPS AT ZERO. THE STUDENT PILOT REDUCED ENGINE POWER AND LOWERED FLAPS TO 20. AT ABOUT HALF WAY DOWN THE RWY, APPROX. 7 FEET AGL, AIRSPEED AT ABOUT 70 KNOTS, THE STUDENT PILOT PUSHED THE CONTROL YOKE FULL FORWARD WITH HIS LEFT HAND AFTER THE CERTIFIED FLIGHT INSTRUCTOR (CFI) FAVE A VERBAL GO AROUND. THE A/C IMPACTED THE RUNWAY AND THE NOSE WHEEL ASSEMBLY BROKE OFF FROM NOSE GEAR STRUT. THE NOSE GEAR STRUT FOLDED AFT, DAMAGED THE LOWER PORTION OF THE ENGINE FIRE WALL, AND PUNCTURED A LARGE HOLE AT THE BOTTOM OF THE FUSELAGE. THE FUEL FILTER ATTACH BRACKET TO ENGINE FIRE WALL WAS BROKEN. THE CARBURETOR FUEL SUPPLY LINE FROM THE FUEL FILTER WAS BROKEN OFF AT THE CARBURETOR. THE PROPELLOR BLADES WERE BENT AFT AND THE LOWER ENGINE COWLING WAS DAMAGED. A LONG HORIZONTAL CRACK AT THE UPPER PORTION OF WINDSHIELD. NO INJURIES TO THE CFI AND STUDENT PILOT. NO POST ACCIDENT FIRE. (.4) ON OCTOBER 25, 2000, ABOUT 1330 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 152, N5447L, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT RAMONA, CALIFORNIA. PINNACLE AVIATION ACADEMY WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. THE INSTRUCTIONAL FLIGHT DEPARTED MCCLELLAN-PALOMAR AIRPORT, CARLSBAD, CALIFORNIA, ABOUT 1200. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. ACCORDING TO THE OPERATOR, THE FLIGHT INSTRUCTOR AND STUDENT PILOT WERE PRACTICING A TOUCH-AND-GO AT RAMONA AFTER PRACTICING STEEP TURNS AND UNUSUAL ATTITUDE RECOVERIES EARLIER IN THE FLIGHT. THE FLIGHT INSTRUCTOR STATED THAT THE STUDENT'S APPROACH WAS "HIGH AND FAST," AND THAT AT MIDFIELD THEY WERE AT 7 FEET AGL AND 70 KNOTS. THE INSTRUCTOR ORDERED THE STUDENT TO GO-AROUND AND THE STUDENT PUSHED FORWARD ON THE CONTROL WHEEL WITH HIS LEFT HAND AND PULLED BACK ON THE THROTTLE WITH HIS RIGHT HAND. THE AIRPLANE STRUCK THE RUNWAY IN A NOSE DOWN ATTITUDE, CAUSING DAMAGE TO THE PROPELLER, NOSE LANDING GEAR, LOWER COWLING, ENGINE MOUNT, AND FIREWALL. ACCORDING TO THE OPERATOR, THE STUDENT PILOT IS A RETIRED NAVAL AVIATOR WITH ABOUT 4,000 HOURS OF EXPERIENCE FLYING MILITARY JET AIRPLANES. THE ACCIDENT OCCURRED ON THE STUDENT'S THIRD FLIGHT IN AN AIRPLANE 20001025019169A (-23) A/C TOOKOFF IN DENSE FOG AS REPORTED BY PILOT OF A/C WHO DEPARTED JUST PRIOR TO ACCIDENT AND METAR AT GRR OF 1/4 SM FOG (LOCATED APPROX. 15 MI. SOUTH OF SPARTA). A/C IMPACTED TREES ON A LSIGHT RISE ABOUT 600 FT SOUTH AND 600 FT PAST THE DEPARTURE END OF RUNWAY 24. COCKPIT AREA AND INSTRUMENTS WERE DESTROYED IN POST IMPACT FIRE. 20001025019369I (-23) DURING LANDING ATR VIRGIN GORDA AIRPORT AND DURING THE LANDING ROLL THE UNSAFE LANDING GEAR HORN SOUNDED AND THE BELLY OF THE A/C TOUCHED THE GROUND. BOTH MAIN GEAR COLLAPSED ALSO, THEN NOSE WHEEL. THIS OCCURRED AROUND 8:20 AM. 20001025024289I (-23) AFTER TAKE OFF BIRD/BIRDS STRUCK RIGHT SIDE OF FUSELAGE AND WENT THRU #2 ENGINE. RIGHT ENGINE COMPRESSOR STALLED BUT ENGINE CONTINUED TO RUN. VIBRATION LEVEL INCREASED. ENGINE PARAMETERS WERE WITHIN LIMITS. POWER REDUCED TO FLIGHT IDLE ON #2 ENGINE AS A PRECAUTION. EMERGENCY DECLARED WITH ATC AND SINGLE ENGINE LANDING WAS MADE. INSPECTION AFTER LANDING SHOWED FAN ASSEMBLY HAD 30 DAMAGED BLADES, 12 WERE REPLACED AND 18 REPAIRED. 20001025027939A (-23) AT 19:36L, N9485T CALLED WILL ROGERS CLEARANCE DELIVERY AND OBTAINED IFR CLEARANCE TO E42 AIRPORT (SPEARMAN, TEXAS). AT 19:37, N9485T CONTACTED OKC TOWER FOR TAXI. AT 19:42:17, N9485T CONTACTED OKC TOWER "READY TO GO:, AND WAS CLEARED FOR TAKE-OFF. AT 19:44, A/C TOLD TO CONTACT DEPARTURE. THE A/C CRASHED AT 19:45. 20001025030559I (-23)INVESTIGATION REVEALS THAT THE LANDING GEAR WAS NOT EXTENDED NOR LOCKED AT TOUCHDOWN DURING THE LANDING. 20001025031259I (-23)ON OCTOBER 25, 2000 AT APPROXIMATELY 315 MP. BALLOON, N64547 OWNED AND OPERATED BY ^PRIVACY DATA^, USING THE BALLOON FOR A COMMERICAL FLIGHT WITH EIGHT PASSENGERS ON BOARD ENCOUNTERED A DOWN DRAFT ON LANDING. IT FORCED THE BALLOON TO THE GROUND AT A RAPID DECENT IN EXCESS TO 200 FEET PER MINUTE. THE BALLOON IMPATCHED THE GROUND IN THE AREA SOUTH OF LONE MOUNTAIN PARK WHERE A PASSENGER JUMPED OUT CAUSING THE BALLOON TO RISE. THE BALLOON ROSE AND HIT A HIGHER PORTION OF THE GROUND, CAUSING THE BASKET TO BE DRAGGED LYING ON IT'S SIDE AND COMING TO REST IN APPROXIMATELY 276 FEET. THE IMPACT INJURED 5 OF THE PASSENGERS AND FLIGHT CREW WHO SUFFERED MINOR CUTS, AND BRUISES. THE DAMAGE WAS ISOLATED TO THE GONDOLA WHICH CONSISTED OF RIPPING AND TEARING THE TOP RAIL PAD AND THE WICKER BASKET. THERE WAS NO DAMAGE TO THE ENVELOPE OR OTHER PARTS OF THE BALLOON. 20001025031359I (-23)UPON LANDING, THE PILOT INADVERTENTLY PUT THE LANDING GEAR HANDLE IN THE RETRACT POSITION AND THE AIRCRAFT CAME TO A REST MID-FIELD WHEN THE LANDING GEAR RETRACTED. 20001025031419I (-23)ON 10-25-00, AT APPROXIMATELY 1400, AMERICAN AIRLINES MD-82, FLIGHT 1723, DECLARED A EMERGENCY SHORTLY AFTER TAKEOFF FROM KANSAS CITY INTERNATIONAL (MCI), DUE TO SMOKE IN THE COCKPIT. AIRCRAFT RETURNED AND LANDED WITHOUT INCIDENT. THE CREW REPORTED THEIR CONCERN ON LG PAGES 5471825. THEY REPORTED BAD ELECTRICAL BURNING SMELL REPORTED BY THE FLIGHT ATTENDANT AFTER TAKEOFF. VERY STRONG AT ROW 27. FOLLOWED CABIN FIRE/SMOKE PROCEDURE. SMELL DID NOT DISSIPATE. RETURNED TO MCI. THE RETURN INDUCED AN OVERWEIGHT LANDING RECORDED ON THE SAME LOG PAGE. AMERICAN SENT MECHANICS TO MCI AND THEY REPORTED INSPECTING THE CEILING LIGHTS BOTH FIXTURES AND BALLAST. NO DISCREPENCIES NOTED. PERFORMED OPERATIONAL CHECK OF AFT GALLEY AND FIXTURES, BOTH PACKS, AND AIRFOIL HEAT. SEAT POWER PORT ALL WORK NORMALLY. UNABLE TO DUPLICATE PROBLEM OK FOR FURTHER SERVICE. THE OVER WEIGHT LANDING INSPECTION WAS ACCOMPLISHED BY TWA CONTRACT MECHANICS. INCIDENT CE2001IAC008 IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. 20001025038379I (-23)^PRIVACY DATA OMITTED^ 20001026016529I (-23) DURING APPROACH FOR LANDING ON RWY 36 AT X46 THE PILOT AND CFI WERE LOOKING FOR A HELICOPTER THAT REPORTED TO BE IN THE AIRPORT TRAFFIC PATTERN. THE PILOT SAID THAT HE FORGOT TO PUT THE LANDING GEAR DOWN. 20001026017159A (-23) ON OCTOBER 26, 2000 ABOUT 1105 PDT, A GRUMMAN AMERICAN AA-5A WAS DESTROYED WHEN IT CRASHED OFF AIRPORT DURING A FORCED LANDING. THE A/C HAD JUST TAKEN OFF FROM HAWTHORNE AIRPORT AND WAS BEING PILOTED BY PILOT/OWNER AND HAD REPORTED TO THE AIR TRAFFIC CONTROL TOWER AT HAWTHORNE THAT HE WAS EXPERIEINCING ENGINE TROUBLE. WITNESSES ON THE GROUND REPORTED THAT THE ENGINE SPUTTERED BEFORE IT QUIT. THE A/C SEVERED HIGH POWER LINES AND LANDED BEHIND BUSINESS AT 13120 CRENSHAW BLVD AND CAUGHT FIRE. ONE PERSON FROM THJE BUSINESS AND A PERSON PASSING BY RESCUED THE PILOT. THE RESCUERS PUT THE FIRE OUT WITH A WATER HOSE AND FIRE EXTINGUISHERS. THE PILOT SUSTAINED SERIOUS INJURIES AND ONE OF THE RESCUERS HAD SOME CUTS, BURNS, AND SMOKE INHALATION. BOTH WERE TRANSPORTED TO THE HOSPITAL, THE PILOT REMAINED IN HOSPITAL THE RESCUERS WERE RELEASED THAT EVENING. TOTAL TAC TIME 1979.48 (.4) HISTORY OF FLIGHT: ON OCTOBER 26, 2000, ABOUT 1105 HOURS PACIFIC DAYLIGHT TIME, A GRUMMAN AMERICAN AA-5A, N26470, MADE AN OFF AIRPORT FORCED LANDING IN GARDENA, CALIFORNIA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT SUSTAINED SERIOUS INJ URIES AND TWO PERSONS ON THE GROUND SUSTAINED MINOR INJURIES; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE LOCAL PERSONAL FLIGHT DEPARTED THE AIRPORT AT HAWTHORNE, CALIFORNIA, ABOUT 2 MINUTES PRIOR TO THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED THAT MAINTENANCE HAD JUST BEEN COMPLETED ON A CYLINDER AND THE CARBURETOR, AND THIS WAS TO BE THE TEST FLIGHT. HE COMPLETED A RUN UP, TOOK OFF TO AN ALTITUDE OF 10 FEET, AND THEN LANDED IN ORDER TO BE SAFE AND CHECK THE AIRPLANE OUT. HE STATED THAT EVERYTHING SEEMED NORMAL, SO HE TAXIED BACK AND COMPLETED ANOTHER RUN UP. THE RUN UP WAS UNREMARKEABLE SO HE DECIDED TO TAKEOFF FOR A SHORT FLIGHT. HE DEPARTED AND, AS HE REACHED 400 FEET, THE ENGINE LOST POWER. THE PILOT SAID HE PUSHED THE NOSE OVER TO MAINTAIN AIRSPEED. HE TRIED TO RESTART THE ENGINE BY HITTING THE STARTER BUTTON, BUT THE ENGINE DID NOT RESTART. HE LOOKED AT THE INSTRUMENT PANEL, BUT COULD NOT DISCERN ANYTHING OUT OF THE ORDINARY. HE MADE SMALL LEFT TURNS TO DETERMINE IF HE COULD RETURN TO THE AIRPORT, BUT DECIDED HE COULD NOT MAKE IT DUE TO THE LOW ALTITUDE. HE LOOKED FOR A LANDING ZONE THAT DID NOT HAVE PEOPLE AROUND IT AND HEADED FOR A FLOOD CONTROL CHANNEL. THE AIRPLANE'S LANDING GEAR HIT POWER LINE WIRES AND A WITNESS SAW SPARKS. THE AIRPLANE DRAGGED A LINE WITH IT AS IT PASSED OVER A BUSINESS. THE AIRPLANE CAME TO REST ON A SERVICE ROAD NEXT TO THE FLOOD CONTROL CHANNEL. THE AIRPLANE CAUGHT FIRE AFTER COMING TO REST. RESCUERS REPORTED THERE WERE SOME FLAMES IN THE COCKPIT, BUT MOST OF THE FIRE WAS ON THE GROUND BY THE LEFT SIDE OF THE ENGINE. THE RESCUERS USED FIRE EXTINGUISHERS AND A WATER HOSE TO CONTROL THE FLAMES AND PREVENT FURTHER INJURY TO THE PILOT. THE PILOT WAS CONSCIOUS AND MOVING, BUT COULDN'T RELEASE HIS SEAT BELT. THERE WAS A LAP BELT, BUT NOT A SHOULDER HARNESS. ONE OF THE RESCUERS COULDN'T RELEASE THE SEAT BELT, SO HE CUT IT. THE CANOPY WAS CLOSED AND THE WINDSCREEN WAS BROKEN. THE RESCUER COULDN'T OPEN THE CANOPY AND HAD TO PULL THE PILOT OUT THROUGH THE BROKEN WINDSHIELD. ONE RESCUER, WHO WAS TRANSPORTED TO THE HOSPITAL WITH CUTS, BURNS, AND LUNG CONGESTION, WAS RELEASED THAT EVENING. ANOTHER RESCUER TRANSPORTED HIMSELF FOR A CHECKUP FOR LUNG CONGESTION. 20001026018619I (-23) AT 11,000' VICINITY OF FLH; AUTOPILOT - LEVEL' FMS NAV. AIRCRAFT ROLLED LEFT, HESITATED, THEN RAPIDLY CONTINUED ROLLING LEFT. DISCONNECTED AUTOPILOT AND RECOVERED LEVEL FLIGHT MANUALLY. DURING RECOVERY, NOTICED THAT RUDDER TRIM WAS STEADY AND DEFLECTED LEFT AT APPROXIMATELY 1/2 SCALE. RUDDER DEFLECTION WAS CONFIRMED BY FO ON ICAS FLT. CONT. PAGE OTHER THAN SIGNIFICANTLY OUT OF TRIM POSITION OF CONTROLS, CONTROLS AND TRIMS RESPONDED WELL TO MANUAL INPUT. ONCE RECOVERED, AIRCRAFT FLEW WELL TO TOUCH DOWN. EMERGENCY WAS DECLARED. 20001026023879A (-23) CASE NO:FTW01FA014 ATTACHMENT (.4) AIRPORT PERSONNEL HEARD THE STUDENT PILOT OF THE SINGLE-ENGINE AIRPLANE DECLARE 'MAYDAY' AND INDICATE THAT HIS ENGINE WAS 'OUT.' THE AIRPLANE WRECKAGE WAS LOCATED IN 2-FOOT-DEEP WATER 9 MILES FROM THE PILOT'S DEPARTURE AIRPORT. ALL OF THE WRECKAGE WAS SUBMERGED OR PARTIALLY SUBMERGED IN SALT WATER. THE WRECKAGE PATH MEASURED APPROXIMATELY 275 FEET IN LENGTH. EXAMINATION OF THE WRECKAGE INDICATED THAT THE AIRPLANE IMPACTED THE WATER IN A NOSE DOWN ATTITUDE. NO DISCREPANCIES WERE NOTED DURING THE INVESTIGATION THAT WOULD HAVE PREVENTED NORMAL ENGINE OPERATION. 20001026024529I (-23) PILOT WAS PREOCCUPIED WITH LOCATING THE AIRPORT IN HAZY CONDITIONS, SUN IN EYES, DID LANDING CHECKLIST ON LONG FINAL, HELD ON LANDING GEAR UNTIL CLOSER TO RUNWAY, FORGOT TO EXTEND GEAR. 20001026037699I (-23) PILOT GROUND-LOOPED AIRCRAFT ON LANDING. MINOR DAMAGE TO AIRCRAFT AND NO INJURIES. PILOT INDICATED FATIGUE AND COLD WEATHER WERE CAUSAL FACTORS. 20001026038619A (-23) A/C ALNDED RUNWAY 5 DELAND MUNICIPAL AIRPORT. AFTER TOUCHDOWN PILOT LOST CONTROL OF A/C AND SWERVED ACROSS RUNWAY CENTER LINE SEVERAL TIMES EXITING SOUTH SIDE OF RUNWAY. AFTER STRIKING A RUNWAY MARKER SIGN WITH THE RIGHT WING THE AIRCRAFT RETURNED TO THE RUNWAY AND TAXIED TO THE RAMP. A LARGE HOLE WAS PUNCTURED IN THE BOTTOM OF THE RIGHT WING JUST OUTBD OF THE FUEL TANK, ONE STRINGER WAS BROKEN AND ONE RIB WAS DAMAGED. THE AILERON PUSH PULLTUBE WAS BENT. THE RIGHT FLAP SUSTAINED MINOR DAMAGE. (.4) ON OCTOBER 26, ABOUT 1245 EASTERN DAYLIGHT TIME, AND MOONEY, M-20J, N201SE, REGISTERED TO A PRIVATE INDIVIDUAL, AND OPERATED BY EMBRY-RIDDLE AERONAUTICAL UNIVERSITY, AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, COLLIDED WITH A RUNWAY SIGN DURING THE LANDING ROLLOUT AT DELAND, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE COMMERCIAL-RATED FLIGHT INSTRUCTOR, AND DUAL STUDENT WERE NOT INJURED. THE FLIGHT ORIGINATED FROM DELAND, FLORIDA, THE SAME DAY, ABOUT 1200. THE FLIGHT INSTRUCTOR STATED THAT HE WAS PROVIDING INSTRUCTION TO A PRIVATE-RATED PILOT SEEKING A COMMERCIAL CERTIFICATE . THE INSTRUCTOR FURTHER STATED THAT THE STUDENT HAD JUST MADE AN EXCELLENT LANDING, BUT DURING THE LANDING ROLLOUT HE APPLIED VIOLENT PRESSURE TO THE RIGHT BRAKE, WHICH MOVED THE NOSE ABOUT 70 DEGREES TO THE RIGHT, IN A SKID TOWARD THE RIGHT SIDE OF THE RUNWAY. THE INSTRUCTOR SAID THAT HE IMMEDIATELY TOOK CONTROL OF THE AIRPLANE FROM THE STUDENT, BUT THE STUDENT MAINTAINED HIS FEET ON THE BRAKES, AND THE AIRPLANE COLLIDED WITH A RUNWAY SIGN, INCURRING SUBSTANTIAL DAMAGE. THE STUDENT STATED THAT THE TOUCHDOWN WAS SMOOTH, AND THE ROLLOUT WAS ON THE CENTERLINE OF THE RUNWAY. THE STUDENT FURTHER STATED THAT HE APPLIED THE BRAKES, AND IT LOOKED TO HIM AS IF THE LEFT BRAKE DIDN'T SEEM TO TAKE EFFECT. THE STUDENT STATED THAT IT IS POSSIBLE THAT HE COULD HAVE BEEN JUST USING THE RIGHT BRAKE TO STOP THE AIRCRAFT, AND UPON APPLICATION OF THE BRAKES THE AIRCRAFT STARTED SKIDDING. THE STUDENT SAID HE THEN TRANSFERRED CONTROLS TO THE INSTRUCTOR, BUT THE AIRPLANE WAS TRAVELING TOO FAST, AND IT WENT INTO THE GRASS, AND ONE WING COLLIDED WITH A RUNWAY SIGN. UNDER THE SUPERVISION OF AN FAA INSPECTOR, THE OPERATOR CONDUCTED A POSTACCIDENT EXAMINATION OF THE AIRCRAFT, AND A FUNCTIONAL CHECK OF THE BRAKES ON BOTH THE LEFT AND RIGHT PILOT POSITIONS, AS WELL AS REMOVED AND CHECKED BOTH THE LEFT AND RIGHT MAIN LANDING GEAR BRAKE PADS. THE EXAMINATION DID NOT REVEAL ANY PREEXISTING MALFUNCTIONS TO THE AIRCRAFT, OR ITS SYSTEMS. IN ADDITION, A FERRY PERMIT WAS OBTAINED, AND THE AIRCRAFT WAS FERRIED TO AN INDEPENDENT AUTHORIZED MOONEY SERVICE CENTER, WHERE AN EVALUATION WAS CONDUCTED ON THE STEERING AND BRAKE SYSTEMS, AND NO ABNORMALITIES WERE OBSERVED. 20001026038889A (-23) ON 10/26/2000, AT 1058L, A CESSNA 340A, N4347C, WAS DESTROYED WHEN THE AIRCRAFT IMPACTED MOUNTAINOUS TERRAIN NEAR JULIAN, CA. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND THE COMMERCIAL CERTIFICATED SECOND PILOT WERE FATALLY INJURED. ABOUT 4 MINUTES PRIOR TO THE LOSS OF RADAR CONTACT, WHILE EN ROUTE BETWEEN THE OCEANSIDE VORTAC AND THE JULIAN VORTAC (RADIO NAVIGATIONAL AIDES), THE FLIGHT WAS HANDED OFF TO THE LOS ANGELES AIR ROUTE TRAFFIC CONTROL CENTER. THE PILOT CHECKED IN WITH THE CENTER AT 11,000 FEET AND, A SHORT TIME LATER, ASKED WHAT ALTITUDE THE CENTER SHOWED HIM TO BE AT ON RADAR. THE CONTROLLER REPLIED THAT HE WAS IN THE TOPS OF THE CLOUDS AND NEEDED TO GO UP ABOUT 1,000 FEET. THE CONTROLLER CLEARED THE AIRCRAFT TO CLIMB AND MAINTAIN VFR CONDITIONS ON TOP AND, A SHORT TIME LATER, RADAR CONTACT WAS LOST. THE ACCIDENT SITE CONSISTED OF TWO DEBRIS AREAS. THE FIRST AREA CONTAINED WIDELY SCATTERED PARTS OF THE WING TIPS AND TIP FUEL TANKS. NUMEROUS TREE TOPS WERE BROKEN OFF GIVING THE APPEARANCE OF INITIAL CONTACT WITH A STATIONARY OBJECT. THE SECOND DEBRIS AREA (1500 FT FURTHER EAST) CONSISTED OF THE INBOARD WINGS AND FUSELAGE; FIRE CONSUMED MOST OF THE WREAKAGE. THE NTSB REPRESENTATIVE WAS INVESTIGATOR RICH PARKER OF THE LOS ANGELES OFFICE. (.4) DURING EN ROUTE CRUISE FLIGHT AT AN ASSIGNED ALTITUDE OF 11,000 FEET (MSL) IN INSTRUMENT METEOROLOGICAL CONDITIONS, THE AIRPLANE IMPACTED MOUNTAINOUS TERRAIN AT 5,300 FEET, IN WINGS-LEVEL, DESCENDING FLIGHT. DURING THE FINAL 12 MINUTES OF THE FLIGHT (FROM 1046 TO 1058 PACIFIC DAYLIGHT TIME), RECORDED MILITARY SEARCH RADAR HEIGHT VALUES (PRIMARY RADAR RETURNS) SHOW THE AIRCRAFT IN A STEADY DESCENT FROM 11,000 FEET TO 5,600 FEET, WHERE RADAR CONTACT WAS LOST. DURING THE SAME TIME INTERVAL, RECORDED MODE C ALTITUDES RECEIVED AT LOS ANGELES AIR TRAFFIC CONTROL CENTER (CENTER) AND SOCAL TERMINAL RADAR APPROACH CONTROL (TRACON) INDICATED THE AIRCRAFT WAS LEVEL AT 11,000 FEET. AT 1055:49, WHEN THE PILOT WAS HANDED OFF FROM SOCAL TRACON TO LOS ANGELES CENTER, THE PILOT CHECKED IN WITH THE CENTER ". . . LEVEL AT ONE ONE THOUSAND." AT 1057:28, THE PILOT ASKED THE CENTER CONTROLLER "WHAT ALTITUDE YOU SHOWING US AT" TO WHICH THE CONTROLLER RESPONDED "NOT RECEIVING YOUR MODE C RIGHT NOW SIR." AT 1057:37, THE PILOT TRANSMITTED "O K WE'D LIKE TO CLIMB TO VFR ON TOP, OUR UH ALTIMETER JUST WENT DOWN TO UH FIFTY THREE HU NDRED." THE CONTROLLER APPROVED THE PILOT'S REQUEST TO CLIMB TO VFR CONDITIONS ON-TOP AND, AT 1057:54, THE PILOT RESPONDED "ROGER WE'RE OUT." NO FURTHER TRANSMISSIONS WERE RECEIVED FROM THE AIRCRAFT. THE AIRPLANE WAS EQUIPPED WITH A SINGLE INSTRUMENT STATIC PRESSURE SYSTEM WITH TWO HEATED STATIC PORTS. THE STATIC SYSTEM AND STATIC SYSTEM INSTRUMENTS WERE DAMAGED OR DESTROYED BY IMPACT AND POST-CRASH FIRE SUFFICIENTLY TO PRECLUDE POST-ACCIDENT TESTING. 20001026043769A (-23) THE PILOT HAD LANDED HIS FLOAT EQUIPPED PA-18 ON A SHORT POND, 759 FEET, TO HUNT DEER. A PASSING AIRCRAFT OBSERVED HIM TAXIING SOUTH WITH A NORTH TAIL WIND OF 5 TO 10 KNOTS. IT LOOKED LIKE HE WAS GOING TO TAXI TO THE SOUTH END OF THE POND AND TAKEOFF TO THE NORTH INTO THE WIND. THE AIRCRAFT WAS ABOUT 1/3 OF THE WAY DOWN THE LAKE AT THIS TIME. AFTER ABOUT ONE MINUTE THE PASSING AIRCRAFT TURNED BACK TO OBSERVE THE TAKEOFF AND COULD NOT SEE THE AIRCRAFT. THE PA-18 WAS FOUND AT THE DOWN WIND END OF THE POND, THE SOUTH END. THE AIRCRAFT HAD CRASHED INTO THE ROCKS AT THE END OF THE LAKE AT WATER LEVEL. AN ON SITE INVESTIGATION INDICATED THE AIRCRAFT IMPACTED AT A HIGH RATE OF SPEED WITH THE ENGINE PRODUCING POWER. CAMPING GEAR AND A DEER WERE FOUND IN THE BAGGAGE. 20001027015899A (-23) PILOT RANSON THOMSON DEPARTED GREENVILLE, ME. AIRPORT FOR A PERSONAL SIGHT SEEING FLIGHT. AT A CRUISING ALTITUDE AT 2500 FEET THE PILOT REINITIATED A CLIMB AND THE ENGINE BEGAN AN APPROACH TO A FAIRWAY ON THE GREENVILLE GOLF COURSE. THE A/C WAS SLOW DURING THE FLARE. THE A/C CONTACTED THE GROUND HARD. ALL THREE LANDING GEAR FAILED AND WERE DAMAGED. THE RIGHT WING FAILED AT ITS ROOT AND ALMOST SEPARATED. THE A/C SKIDDED APPROX. 100 FEET FORWARD FROM THE INITIAL POINT OF IMPACT. (.4) ON OCTOBER 27, 2000, AT 0845 EASTERN DAYLIGHT TIME, A HOMEBUILT WAG-A-BOND, N51AT, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR THE GREENVILLE MUNICIPAL AIRPORT, GREENVILLE, MAINE. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE DEPARTED GREENVILLE ABOUT 0835, WITH 24 GALLONS OF FUEL ONBOARD. WHILE APPROXIMATELY 2 MILES WEST OF THE AIRPORT, THE PILOT INITIATED A CLIMBING TURN FROM 2,500 FEET MSL TO 3,000 FEET. PASSING 2,800 FEET, THE AIRPLANE LOST ENGINE POWER. THE PILOT CHECKED THE POSITION O F THE FUEL VALVES, SELECTED THE CARBURETOR HEAT TO "ON" AND MIXTURE TO FULL RICH. HE NOTED THAT AFTER THE LOSS OF POWER, THE PROPELLER CONTINUED TO WINDMILL. UNABLE TO REGAIN ENGINE POWER, THE PILOT ELECTED TO LAND ON A GOLF COURSE. WHILE ON FINAL FOR A FAIRWAY, AND FLYING TOWARDS RISING TERRAIN, THE PILOT TRADE AIRSPEED FOR ALTITUDE TO CLEAR SOME TREES. AFTER CLEARING THE TREES, AIRSPEED WAS INADEQUATE TO CUSHION THE LANDING, AND THE AIRPLANE TOUCHED DOWN HARD, COLLAPSING THE LANDING GEAR. THE AIRPLANE CAME TO A STOP, AND THE PILOT EXITED UNDER HIS OWN POWER. AN EXAMINATION CONDUCTED UNDER THE DIRECTION OF THE FEDERAL AVIATION ADMINISTRATION REVEALED NO PREIMPACT FAILURES OR MALFUNCTIONS WITH EITHER THE ENGINE OR ENGINE ACCESSORIES. 20001027017199A (-23) THE AIRLINE TRANSPORT PILOT AND SOLE OCCUPANT; WAS ON A FLIGHT FROM WICHITA, KANSAS TO SANTA TERESA, NM. WHEN HE ATTEMPTED TO ALND AT SANTA TERESA AIRPORT, HE REALIZED DURING LANDING FLARE THAT HE FORGOT TO PUT THE LANDING GEAR DOWN. HE APPLIED POWER TO INITIATE A GO-AROUND BUT PULLED THE AIRPLANE'S NOSE UP TO FAST WHICH RESULTED IN STALLING THE A/C. THE A/C IMPACTED THE FROUND VERY HARD RESULTING IN SERIOUS BACK INJURIES TO THE PILOT AND SUBSTANTIAL DAMAGE TO THE AIRCRAFT. (.4) ON OCTOBER 27, 2000, AT APPROXIMATELY 1950 MOUNTAIN DAYLIGHT TIME, A CESSNA T210N, N5170Y, WAS SUBSTANTIALLY DAMAGED DURING IMPACT WITH TERRAIN WHILE THE PILOT WAS EXECUTING A GO-AROUND AT SANTA TERESA AIRPORT, SANTA TERESA, NEW MEXICO. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT IN THE AIRPLANE, RECEIVED SERIOUS INJURIES. THE PILOT WAS OPERATING THE AIRPLANE UNDER TITLE 14 CFR PART 91. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY FLIGHT THAT ORIGINATED FROM WICHITA, KANSAS, APPROXIMATELY 5 HOURS BEFORE THE ACCIDENT. THE PILOT HAD FILED AN INSTRUMENT FLIGHT PLAN. ACCORDING TO THE PILOT, DURING THE LANDING FLARE THE PROPELLER BLAD ES BEGAN STRIKING THE RUNWAY AND HE REALIZED THAT HE HAD FORGOTTEN TO PUT THE LANDING GEAR DOWN. HE SAID THAT HE "PULLED UP ON THE YOKE, APPLIED POWER, BUT THE THREE DAMAGED PROPELLER BLADES PREVENTED A SUCCESSFUL GO AROUND." HE SAID THAT THE AIRPLANE STALLED, AND IMPACTED THE RUNWAY. SUBSEQUENTLY, THE ENGINE MOUNTS BROKE, BOTH WING SPARS BENT, AND THE FUSELAGE WAS WRINKLED. THE PILOT FRACTURED SEVERAL VERTEBRAS. THE PILOT SAID THAT HE BELIEVES THAT FATIGUE WAS A FACTOR. HE SAID THAT HE HAD BEEN IN AN INTENSIVE FLIGHT-TRAINING PROGRAM ALL WEEK, AND HAD BEEN UP SINCE 0530 ON THE DAY OF THE ACCIDENT. 20001027018279A (-23) AIRCRAFT N7886Z, PILOTED BY MICHAEL S. PIERCE WAS INBOUND TO BREMERTON AIRPORT FROM FRIDAY HARBOR. THE PILOT EXPERIENCED FUEL DEPLETION AND HAD TO LAND THE AIRCRAFT ON STATE ROUTE 3. 20001027018809I (-23)10/27/2000, 1440 LOCAL TIME. AIRCRAFT WAS OBSERVED PENETRATING A TEMPORARY FLIGHT RESTRICTION AREA (TFR), 5 NAUTICAL MILES IN RADIUS, CENTERED 8DME, ON THE DPK VOR 030 RADIAL. RADAR DATA CONFIRMS THAT THE AIRCRAFT WAS N280RD, OPERATED BY SHORELINE AVIATION. 20001027019039A (-23)N32049, A WACO UPF-7, HAD JUST LANDED WHEN THE A/C WENT INTO A LEFT DRIFT. THE PILOT ATTEMPTED TO CORRECT WITH RIGHT BRAKE AND LEFT/BACK STICK. A/C'S LEFT WHEEL LIFTED OFF THE RUNWAY AND RIGHT WING TIP CONTACTED THE RUNWAY. WHEN THE LEFT WHEEL CAME DOWN THE A/C NOSED OVER AND FLIPPED COMING TO REST UPSIDE DOWN. THE PILOT HAD MADE 8-10 LANDINGS PRIOR TO THIS LANDING. THE PASSENGERS HAD BEEN PROPERLY BRIEFED ON THE RUDDER AND BRAKE PEDAL LOCA TIONS AND THE DANGERS OF HITTING THEM. THE RUNWAY IN USE WAS RUNWAY 09, THE WINDS WERE 350 DEGREES AT 11 KNOTS. THE TOWER REPORTED THE WINDS HAD BEEN SHIFTING FROM 020 AROUND TO 350 DURING THE DAY. (.4)ON OCTOBER 27, 2000, ABOUT 1534 EASTERN DAYLIGHT TIME, A WACO UPF-7, N32049, REGISTERED TO AND OPERATED BY ISLAND AERO TOURS, TURNED OVER INVERTED WHEN CONTROL WAS LOST DURING LANDING ROLL AT KEY WEST INTERNATIONAL AIRPORT, KEY WEST, FLORIDA, WHILE ON A TITLE 14 CFR PART 91 SIGHTSEEING FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE COMMERCIAL-RATED PILOT WAS NOT INJURED. THE TWO PASSENGERS REPORTED RECEIVING MINOR INJURIES . THE FLIGHT ORIGINATED FROM KEY WEST, THE SAME DAY, ABOUT 1500. THE PILOT STATED THAT DURING LANDING ROLLOUT ON RUNWAY 9, THE AIRCRAFT WAS ROLLING STRAIGHT ON THE CENTER WHEN IT TURNED HARD TO THE LEFT. HE APPLIED FULL RIGHT RUDDER AND FULL LEFT AILERON, BUT THE AIRCRAFT CONTINUED TURNING. HE THEN APPLIED FULL RIGHT BRAKE, BUT THE AIRCRAFT CONTINUED TO TURN TO THE LEFT. THE LEFT MAIN WHEEL THEN LIFTED OFF THE RUNWAY AND THE AIRCRAFT STARTED GOING STRAIGHT. WHEN THE LEFT WHEEL TOUCHED BACK DOWN ON THE RUNWAY, THE AIRCRAFT NOSED DOWN AND THE PROPELLER AND ENGINE CONTACTED THE RUNWAY. THE AIRCRAFT THEN NOSED OVER AND CAME TO REST INVERTED ON THE RUNWAY. HE STATED HE DID NOT USE ANY LEFT BRAKE DURING THE LANDING AND THAT HE BELIEVES THE PASSENGER IN THE FRONT SEAT APPLIED THE LEFT BRAKE DURING THE LANDING ROLL. THE AIRCRAFT OPERATOR STATED THAT THE MAIN LANDING GEAR WHEELS COULD BE TURNED FREELY AFTER THE ACCIDENT AND THAT THERE WAS NO EVIDENCE OF FAILURE OR MALFUNCTION OF THE MAIN LANDING GEAR BRAKES. THE RUNWAY HAD FAINT TIRE MARKS FROM THE LEFT MAIN TIRE AND HEAVIER TIRE MARKS FROM THE RIGHT MAIN LANDING GEAR. THE PILOT HAD MADE EIGHT OR NINE PRIOR FLIGHTS THAT DAY IN SIMILAR WIND CONDITIONS. THE TWO PASSENGERS WERE SEATED IN THE FRONT COCKPIT AND EACH HAD ACCESS TO A BRAKE PEDAL. THE PASSENGERS WERE BRIEFED BY THE OFFICE SECRETARY AND THE PILOT BEFORE THE FLIGHT TO AVOID THE BRAKE PEDALS. THE PASSENGER SEATED IN THE LEFT FRONT SEAT STATED HE AND HIS WIFE WERE IN THE FRONT. HIS WIFE WAS ON THE RIGHT. THEY WERE BRIEFED ABOUT THE CONTROLS IN THE FRONT COCKPIT AND TOLD NOT TO TOUCH THEM. THIS INCLUDED THE PEDALS ON THE FLOOR. AT NO TIME DURING THE FLIGHT DID HE TOUCH THE FLIGHT CONTROLS OR PEDALS ON THE FLOOR AND HIS WIFE COULD NOT REACH THE PEDALS. WHEN THEY LANDED, THE AIRCRAFT WENT TO THE RIGHT FIRST AND THEN BACK TO THE LEFT. IT THEN NOSED OVER AND CAME TO REST UPSIDE DOWN. 20001027024199I (-23) LANDED ON RWY 18 AT GWO. ON ROLLOUT PILOT INTENDED TO RETRACT FLAPS BUT RETRACTED LANDING GEAR. GEAR COLLAPSED CAUSING MINOR DAMAGE. 20001027029319I (-23)NOSE LANDING GEAR DROPPED OFF OF THE A/C DURING TAKEOFF AT ESN. A/C LANDED AT MTN DOING ONLY MINOR DAMAGE TO THE A/C. 20001027030999I (-23)ON FRIDAY OCTOBER 27, 2000, A DC-10 WAS BEING MARSHALLED TO A PARKING SPOT BY PERSONNEL OF PATHFINDER, A FREIGHT FORWARDING COMPANY. WHILE MAKING A LEFT TURN THE RIGHT WING TIP OF THE FOREIGN REGISTER DC-10, LXTLD, STRUCK THE RIGHT WING TIP OF A PARKED DC-8, N865F. THE DC-10 IS OPERATED BY TRANSLUX INTERNATIONAL AIRLINES AT TITLE 14 CFR 129 FOREIGN AIRCARRIER. BOTH A/C RECEIVED MINOR DAMAGE IN THE INCIDENT. ^PRIVACY DATA OMITTED^ WERE THE PATHFINDER PERSONNEL DIRECTING THE DC-10 PATHFINDER MANAGEMENT STATED EACH OF THE INDIVIDUALS WILL RECEIVE ADDITIONAL TRAINING ON DIRECTING A/C AND RAMP SAFETY. BLOCK 29 AND 31 OF FAA FORM 8020-23 ARE INCOMPLETE BECAUSE I WAS UNABLE TO OBTAIN THE REQUIRED INFORMATION FROM TRANSLUX INTERNATIONAL. BOTH CREW MEMBERS HOLD FOREIGN CERTIFICATES AND THE COMPANY HEADQUARTERS ARE IN LUXEMBURG. 20001027031369I (-23)^PRIVACY DATA OMI^ WAS EN ROUTE BETWEEN THE CALIFORNIA AIRPORTS OF ORANGE CO. AND OAKLAND IN A IAR SA BRASOV AIRCRAFT, N20875. IN THE VICINITY OF LAKE CASTAIC ^PRIVACY ^ EXPERIENCED A RADIO COMMUNICATIONS FAILURE FOLLOWED BY A COMPLETE AIRCRAFT ELETRICAL FAILURE. HE CONTINUED THE FLIGHT STAYING SOUTHWEST OF THE BAKERSFIELD AREA TO AVOID CLOUDS AND REMAIN VFR. HE DECIDED TO LAND AT THE TAFT-KERN CO AIRPORT AND BEGAN CIRCLING THAT LOCATION. UNABLE TO FREE THE MANUAL GEAR EXTENSION HANDLE HE FLEW SLIGHTLY NORTH OF THE AIRPORT, GOT THE GEAR CRANKED DOWN AND RETURNED TO THE TAFT AIRPORT FOR LANDING. HE CONTACTED EMERGENCY EQUIPMENT ASSISTANCE WITH HIS HAND HELD CELL PHONE. ALTHOUGH THE GEAR INDICATED IN THE DOWN POSITION, THE NOSE GEAR COLLAPSED ON LANDING AND THE AIRCRAFT SLID SOME 493 FEET DOWN THE RUNWAY TO A STOP. ^PRIVACY ^ WAS NOT INJURED. THE AIRCRAFT PROPELLER WAS BENT AND THE NOSE COWLING WAS SCRAPED. THERE WAS NO STRUCTURAL DAMAGE TO THE AIRCRAFT. 20001027031399I (-23)AIRCRAFT STARTED TAXING FROM COMPANY PARKING AREA. STARTED TURN AND LEFT WING TIP STRUCK THE NOSE OF A PARKED AIRCRAFT. DAMAGE TO BOTH AIRCRAFT WAS MINOR. COMPANY PILOT ALLOWED HIMSELF TO BECOME DISTRACTED WHILE STARTING TAXI FROM PARKING AREA. HE STARTED A TURN FROM THE PARKING SPOT AND WAS TOO CLOSE TO ANOTHER PARKED AIRCRAFT, STRIKING THE AIRCRAFT, AS CE-152, ON THE NOSE SPINNER. COUNSELED PILOT ON STAYING ALERT AND AWARE OF SURROUNDINGS. THE COMPANY PLANS TO CONDUCT TRAINING ON GROUND ACTIVITIES AND ALERTNESS. ADDITIONAL PLANS INVOLVED ALL COMPANY PILOTS GETTING TOGETHER FOR GROUP DISCUSSING ON STRESS INVOLVED ACTIVITIES WHEN BEING PUSHED INTO BUSY ATC ACTIVITIES AND NOT KEEPING ALERT OF THE FLIGHT IN WHICH THEY ARE INVOLVED. THE INVOLVED AIRCRAFT WAS BEING RUSHED BY ATC TO MEET A RESTRICTED GATE TIME FOR THE PLANNED DESTINATION. 20001027031619I (-23)THE PILOT-IN-COMMAND DEPARTED TURNER, MAINE AT APPROXIMATELY 1245 HOURS FOR A FLIGHT TO A PRIVATE AIRSTRIP IN PALERMO, MAINE. THE PILOT MADE AN APPROACH TO RUNWAY 9 AT PALERMO AND REALIZED HE WAS TOO FAST TO TOUCH DOWN WITHIN THE FIRST THIRD OF THE RUNWAY. HE ELECTED TO GO AROUND. THE PILOT APPLIED POWER BUT HE REALIZED HE COULD NOT CLEAR THE TREES ON THE DEPARTUE END OF THE RUNWAY. HE CLOSED THE THROTTLE AND LANDED APPROXIMATELY 4/5'S DOWN THE RUNWAY. THE AIRPLANE CONTACTED THE TREES AND PIVOTED ON THE NOSE GEAR TO A CERTICAL POSITION THEN RESETTLED ON ITS LANDING GEAR. THE PROPELLER SUSTAINED DAMAGE TO BOTH BLADE ENDS AND THE RIGHT LEFT WING ROOT FAIRING AND FLAP WERE SLIGHTLY DAMAGED. THE RIGHT WING OUTER LEADING EDGE WAS SLIGHTLY INDENTED. 20001027032029I (-23) THE PILOT WAS MANUEVERING TO LAND AT NASHVILLE WHEN THE AUTOPILOT DISCONNECTED, SHORTLY FOLLOWED BY A COMPLETE LOSS OF ELECTRICAL POWER. THE PILOT ATTEMPTED TO EXTEND THE LANDING GEAR MANUALLY BUT COULD NOT GET A SAFE GEAR INDICATION BECAUSE OF LOSS OF ELECTRICAL POWER TO THE GEAR WARNING LIGHTS. UPON LANDING, THE GEAR WAS NOT FULLY EXTENDED AND COLLAPSED UNDER THE A/C. THERE WAS MINOR DAMAGE TO THE A/C UNDERSIDE. INSPECTION OF THE A/C INDICATED A FULLY DISCHARGED BATTERY AND DAMAGE TO THE LANDING GEAR CRANK MECHANISM. THE CAUSE OF THE ELECTRICAL POWER LOSS COULD NOT BE DETERMINED. 20001027038259I (-23) DURING THE TAKE OFF ROLL AT ABE AIRPORT, ALLENTOWN, PA., THE PILOT IN COMMAND NOTICED A BURNING ODOR IN THE COCKPIT. TAKEOFF WAS CONTINUED BUT THE AIRCRAFT RETURNED TO ABE IMMEDIATELY. MAINTENANCE FOUND COCKPIT/CABIN BLOWER VENT FAN HAD ELECTRICALLY OVERHEATED. THE AIR CARRIER WILL SUBMIT A MECHANICAL INTERRUPTION SUMMARY AND A MALFUNCTION AND DEFECT REPORT. 20001027041789A (-23) ON OCTOBER 27, 2000, AT ABOUT 1745 HOURS ALASKA STANDARD TIME, AN AVIAT-A-1 AIRPLANE, N33AV RECEIVED SUBSTANTIAL DAMAGE DURING A LANDING AT LAKE HOOD STRIP, AT ANCHORAGE ALASKA. THE AIRMAN STATED THAT WHILE TOUCHING DOWN, SHE HAD A BAD BOUNCE AND IMMEDIATELY ADDED POWER TO GO AROUND. HER HESITATION IN APPLYING RIGHT RUDDER TO COUNTERACT THE LEFT TURNING TENDENCY ALLOWED THE AIRCRAFT TO TAKE A PATH TO THE RIGHT OF THE RUNWAY WHERE SHE STRUCK THE AIRPORT WIND SOCK. THE AIRMAN CONTINUED AROUND THE PATTERN AND LANDED THE AIRCRAFT WITHOUT FURTHER INCIDENT. THE PILOT AND PASSENGER WERE UNINJURED. INFORMATION FROM THE AIRPORTS BRANCH INDICATED THAT THE WIND SOCK WAS LOCATED IN THE PROPER AREA, AND OUTSIDE THE OBJECT FREE ZONE. 20001028017149A (-23) THIS REPORT IS NOT COMPLETE. AN AMENDED REPORT WILL BE SUBMITTED WHEN ADDITIONAL INFORMATION IS RECEIVED. 20001028018759I (-23)THE PILOT DID NOT REALIZE THAT THE LANDING GEAR WAS NOT EXTENDED. INITIALLY THE PILOT REPORTED THAT HE WAS NOT SURE IF THE LANDING GEAR COLLAPSED OR IF HE FORGOT THE LANDING GEAR. WHEN THE AIRCRAFT WAS INSPECTED, THE LANDING GEAR SELECTOR WAS IN THE DOWN POSITION. THE AIRCRAFT WAS RAISED OFF THE GROUND, AND WHEN THE MASTER SWITCH WAS TURNED ON, THE LANDING GEAR EXTENDED NORMALLY. THE LANDING GEAR OPERATED NORMALLY. MAINTENANCE COULD NOT GET THE LANDING GEAR TO MALFUNCTION. THERE WERE MARKS ON THE RUNWAY THAT WERE MADE BY THE BELLY, FLAPS AND PROP, WHICH INDICATED THAT THE AIRPLANE LANDED WITH THE LANDING GEAR RETRACTED. 20001028018779I (-23)ON OCTOBER 28, 2000, AT APPROXIMATELY 1430 HOURS PDT, EXPERIMENTAL AIRCRAFT KITFOX 2, N164JR, MADE A FORCED LANDING IN AN OPEN FIELD THREE MILES SOUTHEAST OF THE CORONA, CALIFORNIA, AIRPORT, AS A RESULT OF THE TOTAL LOSS OF ENGINE POWER. THE AIRPLANE WHICH WAS OWNED AND OPERATED BY THE PILOT SUSTAINED NO DAMAGE. THE PRIVATE PILOT, THE SOLE OCCUPANT, SUSTAINED NO INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS. THE FLIGHT ORIGINATED FROM THE CORONA, CALIFORNIA, AIRPORT AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE DEPARTED CORONA AIRPORT AT APPROXIMATELY 1400 HOURS PDT AND WAS IN THE PROCESS OF FLYING OFF THE INITIAL 40 HOUR PHASE ONE CERTIFICATION REQUIREMENT OF HIS AMATEUR BUILT AIRCRAFT. HE STATED THAT AT ABOUT 28 MINUTES INTO THE FLIGHT AT 3500 FEET AGL HE NOTICED MINOR ENGINE RPM VARIATIONS AND THEN SUDDEN ENGINE STOPPAGE. AFTER MAKING A SUCCESSFUL FORCED LANDING IN A OPEN FIELD THE PILOT/OWNER STATED THAT HE INSPECTED THE AIRCRAFT FUEL SYSTEM. THIS INSPECTION REVEALED THAT THE RIGHT FUEL TANK AND HEADER TANK WERE EMPTY AND THE LEFT FUEL TANK STILL HAD APPROXI MATELY FIVE GALLONS REMAINING. HE SAID THAT PRIOR TO DEPARTING THE CORONA AIRPORT, HE PERSONALLY VERIFIED FUEL TANK LEVELS BY REMOVING THE FUEL FILLER CAPS. HE STATED THAT WHILE INSPECTING THE FUEL SYSTEM HE NOTICED THAT THE LEFT HAND FUEL TANK FULLER CAP WAS INSTALLED BACKWARDS. HE STATED THAT THE FUEL FILLER CAPS HAVE A VENT TUBE VACING AFT. HE SAID THIS EXPLAINED WHY THE LEFT HAND FUEL TANK STILL HAD APPROXIMATELY FIVE GALLONS OF FUEL AND WOULD NOT FEED THE HEADER TANK BECAUSE THE TANK HAD A VACUUM EFFECT DUE TO THE VENT TUBE RIGHT HAD FUEL FILLER CAP BACKWARDS AFTER VERIFYING FUEL QUANTITY. THE PILOT/OWNER STATED THAT ONCE THE LEFT HAND FUEL TANK FILLER CAP WAS PROPERLY INSTALLED THE FUEL SYSTEM FUNCTIONED NORMALLY, THE ENGINE STARTED IMMEDIATELY AND NO FURTHER PROBLEMS WERE EXPERIENCED. 20001028019029A (-23)THE PILOT PROCEEDED BELOW MINIMUM DESCENT ALTITUDE DURING AN INSTRUMENT APPROACH TO FNL, AND IMPACTED TO GROUND APPROX. 600 FEET DOWN AND 500 FEET RIGHT OF RUNWAY. 20001028019379I (-23) THE PILOT WAS TAXING FOR TAKE-OFF AND HIT THE RUBBER DOUGHNUT THAT HOLDS THE A/C ARRESTING CABLE ON THE RUNWAY WITH THE LEFT MAIN GEAR TIRE. THE A/C FLIPPED ONTO THE NOSE CAUSING DAMAGE TO THE PROPELLOR. 20001028019499I (-23) TAIL WHEEL SPRING BROKE. LOST DIRECTIONAL CONTROL ON ROLL OUT ENDING IN GROUND LOOP AND CONTACT WITH RUNWAY SIGN AND LIGHT. 20001028024229I (-23) DURING A/C PUSH BACK, THE TUG LOST POWER CAUSING IT'S CONTROLS TO LOCK UP. THE OPERATOR SCRAPED THE RIGHT FRONT FORWARD BELLY DOOR WITH THE TUGS SPOT LIGHT CAUSING A 10 INCH LONG DENT. AS A PREVENTIVE MEASURE TO ELIMINATE THIS TYPE OF INCIDENT IN THE FUTURE EXPRESS ONE WILL INSTITUTE A POLICY OF UTILIZING A HEADSET FOR FUTURE PUSHBACK OPERATIONS. 20001028024349I (-23) ON OCTOBER 30, 2000, AT 1502 CDT LOCAL TIME, WHILE ON A LOCAL PLEASURE FLIGHT THE PIC WAS LANDING ON RUNWAY 02 AT MARION-WILLIAMSON COUNTY AIRPORT. THE A/C LANDED HARD AND THE NOSE GEAR STRUT PARTIALLY FOLDED BACK. THE PIC WAS ABLE TO TURN OFF THE RUNWAY, WHERE HE AND THE SOLE PASSENGER EXITED THE A/C WITHOUT INJURY. WEATHER AT THE TIME WAS CLEAR WITH WINDS FROM 010 TO 040 DEGREES, 5 TO 10 KNOTS. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001028037809I (-23) AT @1200 HOURS, ON OCTOBER 28, 2000, DURING AN ATTEMPTED LANDING AT DEE JAY AIRPORT, ONO, PA, THE PILOT LANDED LONG ONTO THE GRASS AIRSTRIP WITH AN INDICATED SOUTHWESTERLY CROSSWIND. THE CESSNA-150-L WENT OVER THE SOUTH END OF THE AIRSTRIP ONTO A HOMEOWNERS PROPERTY STRIKING TWO WINGS AND THE PROPELLER SPINNER. THERE WERE NO INJURIES TO THE PILOT OR THE PASSENGER. A 44709 EXAM WILL CLOSE THIS INCIDENT. 20001028041129A (-23)PILOT WAS CONDUCTING A NIGHT VFR FLIGHT FROM SPRINGFIELD-BRANSON REGIONAL AIRPORT (SGF), SPRINGFIELD, MISSOURI, TO HIS HOME BASE AT TRENTON MUNICIPAL AIRPORT (TRX), TRENTON, MISSOURI. ENCOUNTERING DETERIORATING WEATHER CONDITIONS AS HE PASSED CARROLLTON MEMORIAL AIRPORT (K26) NORTHBOUND, HE REVERSED HIS COURSE AND RETURNED TO CARROLLTON FOR A LANDING, WHERE HE FOUND THE RUNWAY LIGHTS WERE OFF. HE CONTACTED THE CARROLLTON COUNTY POLICE DISPATCHER, ON HIS CELL PHONE AND REQUESTED THEIR ASSISTANCE IN TURNING ON THE LIGHTS. WHEN THE FIRST PATROL CAR ARRIVED, HE PROCEEDED TO LAND DUE TO LOWERING CLOUD COVER. HIS LANDING WAS LONG, AND HE RAN OFF THE END OF THE RUNWAY AND FLIPPED OVER. ^PRIVACY DATA OMIT^ 20001028042679A (-23) MECHANIC-PILOT REPLACED CRUISE PROP WITH CLIMB PROP AND WAS ENROUTE TO YOUNG BAY TO LAND ON THE BEACH. HIGH TIDE PREVENTED HIS LANDING AND REFUELING. ON THE RETURN TRIP, FUEL WAS LOW (1 HOUR AT START) WITH AIRCRAFT OVER THE ROAD ON NORTH DOUGLAS ISLAND, PILOT LANDED. ON THE ROLLOUT LEFT WING HIT ROAD SIGN, THEN PIVOTING LEFT AND STRIKING RIGHT WING AND FIREWALL AND BOOT COWL. 20001029019049A (-23) AFTER FLYING AT 10,000 MSL FOR ABOUT 50 MINUTES, MR. BLACK WAS GOING TO DO SOME TOUCH AND GOES AT GXY. AFTER TOUCH DOWN AND LIFING OFF, THE ENGINE STARTED TO SPUTTER AND LOSE POWER. MR. POWER TURNED LEFT AND UNDER MINIMAL POWER TRIED TO GET BACK TO THE RUNWAY. THE A/C DID NOT CLEAR THE FENCE AT THE APPROACH END OF THE RUNWAY. THE A/C WAS ABLE TO MAKE THE RUNWAY AND THE PILOT TAXIED THE A/C TO THE RAMP. HE RAN THE ENGINE FOR SEVERAL MINUTED BUT COULD NOT GET IT TO LOSE POWER. THE /AC RECEIVED SUBSTANTIAL DAMAGE TO THE WING SPAR AND FLIGHT CONTROLS OF BOTH WINGS. THE LOSS OF POWER MIGHT HAVE BEEN CAUSED BY CARBURETOR ICE. NTSB IS STILL INVESTIGATING THE ACCIDENT. 20001029021399I (-23) ON OCTOBER 29, 2000, AT 2250 HOURS UTC, CONTINENTAL EXPRESS FLIGHT #4290 DIVERTED TO ERIE, PA. WITH A NUMBER ONE BLEED AIR LEAK. FLIGHT #4290 WAS ENROUTE FROM CLEVELAND TO NEW YORK. MAINTENANCE FOUND A LOOSE BLEED AIR LINE, TIGHTENED IT AND A/C WAS FERRIED TO CLEVELAND FOR FURTHER INSPECTIONS. NEW BLEED AIR DUCT WAS INSTALLED. THIS INCIDENT WAS INVESTIGATED BY DESK AUDIT AND IS CLOSED. 20001029024639I (-23) MESABA CATERING TRUCK BACKED INTO LH AILERON CAUSING DAMAGE TO THE LH AILERON AND WING STRUCTURE, AFTER SERVICING ANOTHER AIRPLANE. DRIVER OF TRUCK FAILED TO FOLLOW MESABA PROCEDURES OUTLINED IN COMPANY STATION OPERATIONS MANUAL (SOM), BY NOT UTILIZING A GUIDE. MESABA'S SOM STATES "A GUIDE MUST BE UTILIZED DURING ALL BACKING MOVEMENTS AND IN CONGESTED AREAS" MESABA'S SAFETY DEPARTMENT HAS ESTABLISHED A CORRECTIVE ACTION PLAN TO AUDIT FUELING, BAGGAGE HANDLING, JET BRIDGE OPERATIONS AND CATERING TRUCK SAFETY CONCERNS AND REVISE OPERATING PROCEDURES TO REDUCE A/C DAMAGE INCIDENTS. 20001029026419A (-23) THE PILOT WAS ATTEMPTING HIS SECOND PRACTICE TAKE-OFF FROM THE RUNWAY AT THE FRENCH VALLEY AIRPORT WHEN HE LOST CONTROL OF THE A/C AND CRASHED. DURING THE TAKE-OFF REOLL, THE A/C ASSUMED A EXTREMELY NOSE HIGH ATTITUDE, ROLLED RIGHT CAUSING THE RIGHT WING TO CONTACT RUNWAY EDGE. THIS CAUSED THE A/C TO SPIN AROUND AND THE LEFT WING AND SIDE OF THE A/C CONTACTED THE GROUND RESULTING IN SUBSTANTIAL DAMAGE TO THE A/C. THE PILOT STATED THAT HE WAS INTENDING TO COMPLETE A SHORT FIELD TAKE-OFF, BUT THE TECHNIQUE HE DESCRIBED, "CONTROL YOKE FULL BACK" 20 DEGREES OF FLAPS, AND FULL ENGINE POWER, DESCRIBE THE GENERAL TECHNIQUE FOR A SOFT FIELD TAKE-OFF. HE OVERROTATED DURING THE INITIAL PHASE OF THE TAKE OFF AND LOST CONTROL OF THE A/C. THERE WAS A CERTIFICATED INSTRUCTOR WITH THE PILOT, BUT BOTH PILOT AND THE CFI CONTEND THAT IT WAS NOT A DUAL INSTRUCTIONAL FLIGHT. THEN THE PILOT, NOT THE CFI, WAS THE PILOT IN COMMAND. (.4)ON OCTOBER 29, 2000, ABOUT 1300 HOURS PACIFIC STANDARD TIME, A CESSNA 182S, N7279B, OPERATED BY THE PRIVATE PILOT/OWNER, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF AT FRENCH VALLEY, CALIFORNIA. NEITHER THE OWNER/PILOT NOR T HE FLIGHT INSTRUCTOR/EXAMINER PILOT WAS INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED ABOUT 1245 AS A LOCAL TRAINING/PROFICIENCY FLIGHT. THE PILOT STATED THAT HE WAS TO PRACTICE SHORT FIELD TAKEOFF PROCEDURES FOR USE DURING TRIPS TO MEXICO. A FEDERAL AVIATION ADMINISTRATION (FAA) CERTIFIED FLIGHT INSTRUCTOR/EXAMINER WAS WITH HIM. THEY DEPARTED ON RUNWAY 18, FOLLOWING THE FAA APPROVED INFORMATION MANUAL PROCEDURE FOR SHORT FIELD TAKEOFFS. THE FIRST TAKEOFF WAS A ROLLING START USING 20 DEGREES OF FLAPS, FULL POWER, AND THE YOKE ALL THE WAY BACK. AFTER LIFTOFF, THE INSTRUCTOR/EXAMINER SUGGESTED THAT HE LEVEL OFF AND LAND ON THE REMAINING RUNWAY, WHICH THEY DID. THE SECOND TAKEOFF WAS FROM A FULL STOP AT THE BEGINNING OF THE RUNWAY. THE PILOT SAID HE POWERED UP THE ENGINE, AND WITH THE FLAPS SET AT 20 DEGREES AND THE CONTROL YOKE FULL BACK, HE RELEASED THE BRAKES. AT ROTATION HE SAID THE TAIL TIE DOWN RING AND TAIL CONE CONTACTED THE RUNWAY AND THE AIRPLANE PITCHED UP SO STEEPLY THAT HE GAVE CONTROL TO THE INSTRUCTOR/EXAMINER. HE STATED THAT THE INSTRUCTOR YELLED, "I DON'T HAVE CONTROL." THE AIRPLANE ROLLED OFF ONTO THE RIGHT WING, AND THEN QUARTERED FORWARD ONTO THE LEFT WING AND NOSE. DURING THE POSTACCIDENT EXAMINATION OF THE AIRPLANE THE ELEVATOR TRIM TAB ACTUATOR WAS MEASURED TO HAVE 1.25 INCHES OF SHAFT EXTENSION. ACCORDING TO CESSNA ENGINEERING INFORMATION, 1.27 INCHES IS CONSIDERED TO BE THE ZERO OR NEUTRAL POSITION. IN HIS WRITTEN REPORT, THE PILOT STATED THERE WERE NO MECHANICAL FAILURES OR MALFUNCTIONS. THE INSTRUCTOR/EXAMINER FAILED TO RETURN A WRITTEN REPORT. 20001029030709I (-23)ATC HAD ISSUED A CLEARANCE FOR A WESTWIND (N2HZ) TO HOLD AT RUNWAY 34 TO AWAIT THEIR IFR RADAR RELEASE AND WAS IN POSITION AT THE HOLD LINE WITH THE A/C BRAKES ON. AFTER LANDING ON RUNWAY 16 AT PALWAUKEE AIRPORT (PWK),^PRIVACY ^(CAPTAIN OF N312FX) FOLLOWED ATC INSTRUCTIONS AND CLEARED ON TAXIWAY D. DUE TO THE LOCATION OF THE HOLD LINE FOR RUNWAY 34 AND TAXIWAY D, MINIMAL ROOM WAS AVAILABLE FOR TWO LARGE A/C TO PASS. BOTH A/C WERE IN COMMUNICATION WITH EACH OTHER WHILE THE CHALLENGER (N312FX) ON THE TAXIWAY D ATTEMPTED TO PASS BEHIND THE WESTWIND (N2HZ) AT THE HOLD LINE FOR RUNWAY 34. N312FX WAS ABLE TO PASS BY THE WING OF N2HZ, HOWEVER, INSUFFICIENT ROOM EXISTED TO CLEAR THE HORIZONTAL STAB OF N2HZ. THE WING OF N312FX CAME IN CONTACT WITH THE TAIL SECTION (HORIZONTAL STAB) OF N2HZ. BOTH OF THE CAPTAINS RELIED ON THEIR FIRST OFFICERS TO CLEAR THE A/C DUE TO THEIR SEAT POSITIONS. 20001029031079I (-23) ON OCTOBER 29, 2000, AMERICAN TRANS AIR AIRLINES (AMTA) OPERATED AN L-1011 A/C FROM SHANNON, IRELAND TO INDIANAPOLIS, INDIANA (IND) AS ATA FLIGHT 7146. UPON ARRIVAL AT IND, AMTA FLIGHT 7146 WAS INSPECTED BY U.S. CUSTOMS OFFICIALS. IN THE COURSE OF THEIR INSPECTION, THEY DISCOVERED THE AFT CARGO COMPARTMENT CONTAINED A LARGE NUMBER OF PASSENGER BAGS THAT WERE NOT REFLECTED ON THE LOAD MANIFEST. 20001029031859I (-23)THE PLOT STATED: DURING TAXI TO RUN UP AREA, APPLIED BRAKES, A/C TURNED RIGHT. IMMEDIATE ACTION FULL LEFT RUDDER AND FULL BRAKES. A/C CONTINUED TO TURN TO THE RIGHT. UPON REACHING TAXI WAY EDGE APPLIED FULL UP ELEVATOR, FULL BRAKES A/C STILL CONTINUED TO TURN TO THE RIGHT. THE PILOT SHUT DOWN THE ENGINE. AIRCRAFT CAME TO REST DOWN A 60 FOOT EMBANKMENT. ONE TAXI WAY LIGHT DAMAGED. MINOR DAMAGE TO LEFT ELEVATOR. NO INJURIES TO THE PILOT AND THREE PASSENGERS (SEE ATTACHED SHEET). ON SITE INVESTIGATION REVEALED RIGHT BRAKE PERFORMED AS DESIGNED; HOWEVER, VERY SOFT/WEAK LEFT BRAKE. PILOT TAXIED TOO FAST. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20001029038249I (-23) ON SUNDAY, OCTOBER 29, 2000 AT 1129 LOCAL, AN AMERICAN EAGLE AIRLINES, FLIGHT 4864, N349SB, A SAAB 340B, BLEW A TIRE ON THE RIGHT MAIN GEAR UPON LANDING ON RUNWAY 28 IN SYRACUSE, NY. NO ARFF EQUIPMENT WAS NEEDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. CONTRACT MAINTENANCE REPLACED BOTH RIGHT MAIN TIRES AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001029039769I (-23)N489QS (G-IV) TAXIED OUT OF PARKING ENROUTE TO THE ACTIVE RUNWAY WHEN THE RIGHT WINGLET CONTACTED THE TAIL-CONE ON N500RH (G-II) CAUSING DAMAGE TO BOTH AIRCRAFT. WHILE CONDUCTING THIS FLIGHT UNDER FAR 91, THE PIC WAS IN THE RIGHT SEAT, WHILE THE SIC WAS THE FLYING PILOT IN THE LEFT SEAT. BOTH PILOTS WERE UNAWARE THAT THEY HAD STRUCK THE G-II AND CONTINUED TO LAS VEGAS, NV. WHERE THEY DISCOVERED DAMAGE TO THE RIGHT WINGLET. THE PIC CONTACTED THE FBO (WESTERN CARDINAL) AT CAMARILLO, CA BY PHONE AND HAD THEM CHECK OTHER AIRCRAFT IN THE PARKING AREA FOR DAMAGE, AT WHICH TIME THE DAMAGE TO N500RH WAS DISCOVERED. EXECUTIVE JET INT'L, THE OPERATOR ON N489QS PLACED THE PIC ON 90 DAY SUSPENSION AND REQUIRED COMPLETE RETRAINING TO ACT AS PIC. 20001029040199I (-23) THE PILOT FAILED TO EXTEND THE LANDING GEAR RESULTING IN MINOR DAMAGE TO THE AIRCRAFT. 20001030018229A (-23) AIRCRAFT WAS LANDING TO THE SOUTH AT AUSTIN,MN (AUM) AND WAS ALIGNED WITH RUNWAY 18. AIRCRAFT CRASHED APPROXIMATELY 1/4 MILE TO THE NORTH OF THE RUNWAY. WEATHER WAS 1800 OVERCAST, VISIBILITY 10 SM, WIND 100 AT 15KTS. PILOT TOLD POLICE AT THE SCENE THAT HE HAD LOST POWER AS THE RESULT OF THE THROTTLE CONTROL POSITION. PILOT STATED THAT HE ATTEMPTED TO INCREASE POWER, ENGINE SPUTTERED, AIRPLANE CONTINUED DECENT AND HIT ROADWAY EMBANKMENT APPROXIMATELY 10 FEET BELOW ELEVATION OF THE AIRPORT RUNWAY. 20001030018869A (-23) CANADIAN PILOT AND PASSENFER DEPARTED PRINCETON, BC FOR A SIGHT SEEING AND PHOTO FLIGHT IN THE MOUNTAINS. THEY ENTERED US AIRSPACE AND ENCOUNTERED A DOWN DRAFT AT LOW ALTITUDE WHILE FLYING NEAR BLUE GOAT MOUNTAIN. THE A/C STRUCK TREES AND CRASHED. POST CRASH FIRE DESTROYED APPROX. 40 % ON THE A/C. BOTH PILOT AND PASSENGER SUSTAINED MINOR INJURIES. 20001030022869A (-23) A/C STALLED AND CRASHED NEAR THE I-5 FREEWAY IN GORMAN, CA. THE A/C WAS OBSERVED ATTEMPTING TO CLIMB JUST ABOVE FREEWAY TRAFFIC, AND WAS OBSERVED TO BE STRUGGLING TO CLIMB, AND THEN STALLED INTO TERRAIN. THE PILOT ATTEMPTED TO CLIMB AT THE SAME GRADE AS THE I-5 INTERSTATE FREEWAY, WHICH IS A 7% GRADE, LEADING UP TO THE 4100' ELEVATION OF THE GORMAN PASS. 20001030023709A (-23)ON OCTOBER 30, 1510 MST, AN OTERO-PITTS S1 (N47BS) REGISTERED TO DAVID A. OTERO, 308 LA CHAMISAL LANE, NW, ALNUQUERQUE, NM 87107, RECEIVED SUBSTANTIAL DAMAGE WHEN IT LANDED SHORT OF THE THRESHOLD TO RWY 17 AT CORONADO AIRPORT (4AC), ALBUQUERQUE, NM. THE PRIVATE PILOT, MS. SIMONE AABERG KAREN, 313 READ STREE, SANTA FE, NM 87501, WAS NOT INJURED. BISUAL METEOROLOGICAL CONDITIONS AND NO FLIGHT PLAN WAS FILED FOR THE VFR FLIGHT UNDER 14 CFR PART 91 THAT DEPARTED CORONADO, APPROX. 30 MINUTES BEFORE THE ACCIDENT. WITNESSES ON THE FROUND STATED THE PILOT HAD MADE ONE PREVIOUS APPROACH AND GONE AROUND RATHER THAN LAND LONG. ON THE SECOND APPROACH, THE A/C MADE A NORMAL PATTERN AND ENTERED FINAL WITHOUT A SLIP OR CRAB (CAUSING THE PILOTS VISION OF THE RUNWAY THRESHOLD TO BE BLOCKED) AND TOUCHED DOWN APPROX. 3 - 5 FEET SHORT OF THE RUNWAY. THE TERRAIN SLOPES UP TO THE RUNWAY THRESHOLD AND THE A/C'S MAIN LANDING GEAR TOUCHED APPROX. 1-2 FEET BELOW THE RUNWAY SURFACE.THE MAIN LANDING GEAR COLLAPSED REARWARD AT TOUCHDOWN AND THE A/C SLID DOWNTHE RUNWAY SURFACE. WITNESSES ALSO STATED THE WIND HAD INCREASED AND WAS GUSTING FROM THE SOUTH WHILE THE A/C WAS AIRBORNE. THIS MAY HAVE BEEN A CONTRIBUTING FACTOR TO LANDING SHORT FROM A POWER-OFF APPROACH, AS IT WOULD INCREASE THE ANGLE OF DESCENT. THE A/C WAS RELEASED TO THE OWNER AND REMOVED FROM THE RUNWAY. ON OCTOBER 31, THE PILOT WAS INTERVIEWED AT THE ABQ FSDO, MS. KAREN HAS LOGGED APPROX. 30 HOURS FLYING TIME IN THIS TYPE OF AIRCRAFT (10 OF THOSE HOURS IN N47BS). MS. KAREN STATED SHE HAD ABORTED HER FIRST LANDING BECAUSE SHE REALIZED SHE WOULD HAVE LANDED TOO FAR DOWN THE RUNWAY. ON THE SECOND APPROACH, SHE FELT THAT IT WOULD LAND JUST BEYOND THE THRESHOLD. SHE STATED THE NOSE OF THE A/C BLOCKED HER VIEW OF THE RUNWAY, AND SHE HAD NOT BEEN TAUGHT TO USE A CRAB/SLIP ON FINAL APPROACH TO ALLOW HER TO SEEE PAST THE NOSE. MS. KAREN WAS COUNSELED ON APPROACH AND LANDING TECHNIQUE WITH RESPECT TO USING A CRAB/SLIP TO ALLOW THE PILOT TO SEE THE APPROACH END OF THE RUNWAY, AND LANDING ON THE VERY APPROACH END OF THE RUNWAY, WHILE DESIRABLE, IS NOT ABSOLUTELY NECESSARY. 20001030028329I (-23)THE PILOT STATED THAT HE WAS ATTEMPTING TO MAKE A LANDING ON RUNWAY 29 AT THE SAN JOSE INTERNATIONAL AIRPORT ON SAN JOSE, CA. UPON TOUCHDOWN HE FELT A NOSE LANDING GEAR WHEEL SHIMMY. THE PILOT STATED THAT WHEN HE NOTICED THE SHIMMY HE APPLIED SOME BRAKING ACTION IN AN ATTEMPT TO ELIMINATE THE SHIMMY. HE COULD NOT COMPREHEND WHT HE WAS DOING WRONG. HOWEVER, THE PILOT'S INSTRUCTOR WAS OBSERVING THE ENTIRE LANDING FROM THE AIRCRAFT RAMP AND IN HIS STATEMENT TO THIS OFFICE, HE STATED THAT THE AIRCRAFT BOUNCED ABOUT FOUR (4) FEET. AT THIS POINT, INSTEAD OF HOLDING THE NOSE UP AND ADDING POWER TO SLOW THE DESCENT RATE, THE PILOT LET THE NOSE DROP. THE AIRCRAFT BOUNCED ANOTHER 4 OR 5 TIMES. THE NOSE WHEEL HIT THE GROUND FIRST, THEN THE MAIN WHEELS TOUCHED DOWN. THE SUDDEN DROP OF THE NOSE CAUSED THE AIRCRAFT TO COME DOWN HARD ON THE NOSE LANDING GEAR CAUSING THE NOSE LANDING GEAR TO COLLAPSE IN THE AFT DIRECTION. WHEN THE NOSE LANDING GEAR COLLAPSED IT CAUSED THE PROPELLER TO STRIKE THE GROUND. THE AIRCRAFT VEERED TO THE RIGHT AND CAME TO A COMPLETE STOP. 20001030035619A (-23)ON OCTOBER 30, 2000, AT 1230 MDT, A BELL BHT-206-L1 HELICOPTER, N613 SUSTAINED SUBSTANTIAL DAMAGE WHEN A TAIL ROTOR BLADE FAILED DURING APPROACH TO A HELICOPTER LANDING PAD AT MESA VERDE NATIONAL PARK, CO. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND SOLE OCCUPANT WAS NOT INJURED. THE FLIGHT WAS A PUBLIC USE FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE FLIGHT ORIGINATED FROM THE PAD AT ABOUT 1200 MDT. 20001030038659A (.4)ON OCTOBER 30, 2000, AT 1824 CENTRAL STANDARD TIME, A BEECH BE-76 TWIN-ENGINE AIRPLANE (ALSO KNOWN AS A DUTCHESS), N23823, WAS DESTROYED WHEN IT IMPACTED TERRAIN DURING A GO-AROUND NEAR THE RICHARD LLOYD JONES JR. AIRPORT NEAR TULSA, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY CHRISTIANSEN AVIATION, INC., OF TULSA, OKLAHOMA. THE FLIGHT INSTRUCTOR AND THE PILOT RECEIVING INSTRUCTION WERE FATALLY INJURED. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT DEPARTED THE RICHARD LLOYD JONES JR. AIRPORT APPROXIMATELY 1530. AIR TRAFFIC CONTROL (ATC) PERSONNEL REPORTED THAT THE PILOT RADIOED TULSA APPROACH CONTROL AND STATED THAT THEY WERE 4 MILES NORTH OF THE OKMULGEE AIRPORT (APPROXIMATELY 18 MILES SOUTH OF RICHARD LLOYD JONES JR. AIRPORT, RVS), AND THEY HAD AN ENGINE ON FIRE. AT THAT TIME, THE PILOT REQUESTED A STRAIGHT IN LANDING ON RUNWAY 1L AT RVS. THE ATC PERSONNEL ASKED THE PILOT TO DESCRIBE THE PROBLEM AGAIN AND THE PILOT REPORTED AN ENGINE FIRE. THE APPROACH CONTROLLER ASKED THE PILOT TO INDICATE HOW MANY PEOPLE WERE ON BOARD, HOW MUCH FUEL WAS ON BOARD, AND WHICH ENGINE WAS ON FIRE, TO WHICH THE PILOT RESPONDED 2 PEOPLE, 2 HOURS OF FUEL, AND THE RIGHT ENGINE. ACCORDING TO RVS TOWER PERSONNEL, THEY OBSERVED THE AIRPLANE APPROACH "FAST," AND SAW SMOKE COMING FROM THE RIGHT ENGINE. ONE CONTROLLER REPORTED SEEING FLAMES COMING FROM THE RIGHT ENGINE. THE PILOT REPORTED TO THE CONTROL TOWER THAT "THE GEAR [WAS] NOT OPERATING" AND THAT HE HAD TO GO-AROUND. HE ADDED THAT "ONE OF THE LIGHTS [WAS] NOT COMING ON." THE CONTROLLER REPORTED TO THE PILOT THAT THE LANDING GEAR APPEARED TO BE EXTENDED AND CLEARED HIM TO LAND ON EITHER RUNWAY AT HIS DISCRETION. THE PILOT INDICATED THAT HE WAS GOING TO ATTEMPT TO LAND ON RUNWAY 19R. THE CONTROLLERS STATED THAT THE AIRPLANE INITIATED A CLIMB THEN STARTED TO ROLL OVER TO THE RIGHT AND PITCH NOSE DOWN. THE AIRPLANE IMPACTED THE GROUND AND A FIRE ERUPTED UPON IMPACT. NUMEROUS WITNESSES, LOCATED AT VARIOUS AREAS ON THE AIRPORT, REPORTED THAT THE AIRPLANE APPROACHED TO RUNWAY 1L WITH A TAILWIND, AND WAS "VERY FAST ON APPROACH." THE WITNESSES THEN HEARD AN APPLICATION OF ENGINE POWER, AND THE AIRPLANE PITCHED NOSE UP AND STARTED TO CLIMB. THE WITNESSES STATED THAT THE AIRPLANE THEN SLOWED AND ROLLED RIGHT INVERTED AND PITCHED NOSE DOWN UNTIL IT IMPACTED THE GROUND. SOME OF THE WITNESSES STATED THAT THE LANDING GEAR APPEARED TO BE IN THE EXTENDED POSITION. (-23)THE INSTRUCTOR REPORTED RIGHT ENGINE ON FIRE 15 MILES SOUTH OF RVS AND REPORTED NO GREEN LIGHT WHEN GEAR WAS SELECTED DOWN. THE AIRCRAFT WAS HIGH AND FAST ON APPROACH TO RVS AND THE PILOT ELECTED TO GO AROUND. WHILE IN A RIGHT TURN NORTH OF THE AIRPORT THE AIRCRAFT STALLED AND IMPACTED TERRAIN IN A SLIGHTLY NOSE HIGH ATTITUDE. THE AIRCRAFT CAME TO REST AT A 90 DEGREE HEADING. THERE WAS NO IMPACT MARKS IN THE SURROUNDING AREA. ALL PARTS OF THE AIRCRAFT WERE CLOSED TO THE AIRCRAFT EXCEPT THE RIGHT CABIN DOOR WHICH WAS ABOUT 30 FEET OUTBOARD OF THE RIGHT WING AND SLIGHTLY TO THE REAR. THE AIRCRAFT WAS DESTROYED AND THERE WAS A POST IMPACT FIRE. THERE WAS EVIDENCE OF BLACK SOOT STARTING AT THE RIGHT ENGINE OUTBOARD AIR INLET FLOWING TO THE REAR OF THE COLWING. THE LEFT FUEL SELECTOR WAS IN THE POSITION AND THE RIGHT FUEL SELECTOR WAS IN THE OFF POSITION AT THE WINGS. THE RIGHT OIL COOLER HOSE TO THE ACCESSORY CASE WAS DISCONNECTED AT THE CASE, THE "B" NUT OF THE HOSE APPEARED TO BE CROSS THREADED. THE HOSE AND IT'S UNION WAS SENT TO THE NTSB LAB. 20001031017239A (-23) DURING A SECOND APPROACH TO LAND AT THE UNLIGHTED AIRPORT AT DAYTON, NEVADA, THE PILOT MISJUDGED THE LOCATION OF THE RUNWAY AND LOST VISUAL REFERENCE. HE CONTINUED ON THE DESCENT AND FLEW THE A/C INTO THE GROUND APPROX. 500 FEET SHORT AND 150 FEET NORTH OF THE RUNWAY. THE FIRST ATTEMPT TO LAND RESULTED IN A GO-AROUND DUR TO MISALIGNMENT APPROX. ONE HOUR AFTER OFFICIAL SUNSET. THE A/C WAS CONFIGURED TO LAND AND IMPACTED ON THE LANDING GEAR SHEARING THE GEAR AND COMING TO REST ON THE BELLY OF THE A/C WITHDAMAGE TO THE WINGS, FUSELAGE, PROP, ENGINE MOUNTS AND HORIZONTAL STABILIZER. (.4) ON OCTOBER 31, 2000, AT 1746 HOURS PACIFIC STANDARD TIME, A PIPER PA-32R-301, N8139A, UNDERSHOT THE RUNWAY AND COLLIDED WITH DESERT BRUSH AT THE DAYTON VALLEY AIRPARK AIRPORT, DAYTON VALLEY, NEVADA. THE AIRPLANE, OPERATED BY AERO LEASING, D.B.A. UNION FLIGHTS, UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT AND PILOT RATED PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE BUSINESS FLIGHT THAT DEPARTED THE REDDING MUNICIPAL AIRPORT, REDDING, CALIFORNIA, AT 1645, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS SCHEDULED TO TO TERMINATE AT THE DAYTON VALLEY AIRPARK. IN AN INTERVIEW WITH A SAFETY BOARD INVESTIGATOR, THE PILOT STATED THAT HE AND THE PASSENGER, WHO IS A MECHANIC FOR UNION FLIGHTS, HAD FLOWN TO REDDING EARLIER IN THE DAY TO WORK ON A COMPANY AIRPLANE. NO ABNORMALITIES WERE NOTED ON THE FLIGHT TO REDDING OR THE RETURN TRIP TO DAYTON. HE NOTED THAT THE ARRIVAL TO DAYTON WAS AFTER SUNSET, AND REPORTED THAT THE AIRPORT DOES NOT HAVE LIGHTING. IN THE PILOT'S WRITTEN STATEMENT TO THE SAFETY BOARD, HE REPORTED THAT HE ORIENTED HIMSELF TO RUNWAY 23 UTILIZING THE SURROUNDING GROUND LIGHTING AND LIGHTS FROM THE COMPANY'S OPEN HANGAR. HE INDICATED THAT HE DID NOT LIKE WHAT HE SAW ON THE FIRST APPROACH AND INITIATED A GO-AROUND. ON FINAL FOR THE SECOND APPROACH, AT 200 FEET ABOVE GROUND LEVEL (AGL), HE VERIFIED THAT THERE WAS A THREE GREEN LIGHT INDICATION ON THE INSTRUMENT PANEL, CONFIRMING THAT THE LANDING GEAR WAS IN THE DOWN AND LOCKED POSITION. WHEN HE LOOKED OUTSIDE HE STATED THAT THE "LIGHTS WERE FUZZY AND NOT SHARP." HE THOUGHT HE HAD FLOWN THROUGH A DUST CLOUD. THE NEXT THING HE REMEMBERED WAS THE PASSENGER STATING THAT THEY HAD JUST CRASHED. THE PILOT FURTHER REPORTED THAT THE WEATHER WAS CALM. ACCORDING TO A SUN AND MOON PROGRAM UTILIZED BY THE SAFETY BOARD, OFFICIAL SUNSET WAS 1703. 20001031018799I (-23)PILOT WAS TAXING ALONG A CLOSED TOWARDS THE RAMP AREA. AIRCRAFT NOSE WHEEL FELL ONTO A HIDDEN POTHOLE. NOSE WHEEL COLLAPSED CAUSING MINOR DAMAGE TO THE AIRCRAFT. 20001031019439I (-23) DURING THE LANDING FLARE THE STUDENT,^PRIVACY DAT^ WAS TOO HIGH. THE INSTRUCTOR,^PRIVACY DATA ^ TOLD THE STUDENT TO GO AROUND. THE STUDENT DID NOT RESPOND UNTIL THE INSTRUCTOR TOLD HIM A SECOND TIME.WHEN FULL POWER WAS APPLIED THE STUDENT BROUGHT THE NOSE UP ABOVE THE CRITICAL ANGLE OF ATTACK. THE INSTRUCTOR STATED HE HAD THE CONTROLS AND THEN NOTICED THE STUDENT HAD FROZEN ON THE CONTOLS AND HAD NOT LET GO. THE INSTRUCTOR WAS ABLE TO GET THE NOSE DOWN BUT NOT IN TIME TO PREVENT A HARD LANDING. THE LEFT MAIN STRUCK FIRST AND THEN THE LEFT WING TIP SCRAPED THE RUNWAY. THE AIRPLANE DEPARTED THE RUNWAY TO THE LEFT AND WAS STOPPED IN THE GRASS BY THE INSTRUCTOR. 20001031024499I (-23) PILOT LANDED ON RUNWAY 26 AND AFTER CLEARING THE RUNWAY, WAS TAXIING BACK EASTBOUND. A GUST OF WIND RAISED THE LEFT WING AND THE BOTTOM OF THE RIGHT WING SCRAPED THE TAXIWAY AND CAUSED MINOR DAMAGE. 20001031030959I (-23) ON CLIMB THRU 12,000 FEET MSL INTERMITTEN CABIN WARNING HORN SOUNDED.A/C CONTINUED CLIMB AT 14,000 FEET MSL OXYGEN LITE ILLUMINATED AND MASKS DROPPED. FLIGHT ENGINEER RECYCLED PRESS, CONTROLLER SWITCH TO MANUAL AND BACK TO AUTO. REGAINED CONTROL TO OUTFLOW VALVES. A/C RETURNED TO NARITA. 20001031031669I (-23)THIS OWNER/PILOT/EXPERIMENTAL AIRPLANE REPAIRMAN ELECTED TO LAND HIS AIRPLANE WITH THE NOSE GEAR AND RIGHT MAIN GEAR DOWN WHEN THE LEFT MAIN GEAR FAILED TO EXTEND. HE WAS THE SOLE OCCUPANT AND WAS NOT INJURED. THE AIRPLANE SUSTAINED MINIMAL DAMAGE TO THE LEFT WING TIP ONLY. THE PILOT STATED THAT IT HAS BEEN ELEVEN MONTHS SINCE HE PERFORMED THE LAST REQUIRED ANNUAL/CONDITION INSPECTION. HE SUSPECTS THE BRAKE CALIPER OF THE LEFT GEAR HANG UP ON THE TEFLON SLID WHICH OPENS THE GEAR DOOR THUS PREVENTING THE GEAR EXTENDING. THE LANDING GEAR OPERATED NORMALLY AFTER THE GEAR DOOR WAS PRIED OPEN. 20001031041119A (-23)ON OCTOBER 31, 2000, ABOUT 1412 EST, A PIPER PA-28-181, REGISTERED TO AND FLOWN BY A PRIVATE INDIVIDUAL AS A TITLE 14 CFR PART 91 FLIGHT, CRASHED IN ZOLFO SPRINGS, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE, AND THE COMMERICAL-RATED PILOT, THE SOLE OCCUPANT OF THE ARICRAFT, RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED FROM BARTOW, FLORIDA, THE SAME DAY, ABOUT 1349 EST. ACCORDING TO A CONTROLLER AT BARTOW MUNICIPAL AIRPORT'S AIR TRAFFIC CONTROL TOWER, THE PILOT HAD BEEN IN RADIO COMMUNICATIONS CONTACT WITH THE TOWER AND AT 1409, THE PILOT COMMUNICATED TO THE TOWER THAT HIS ENGINE HAD FAILED. AT 1536, THE HARDEE COUNTY SHERIFF'S OFFICE DISCOVERED THE ACCIDENT AIRCRAFT IN AN OPEN FIELD. 20001101016189A (-23) THE PILOT LANDED LONG MORE THAN HALFWAY DOWN THE RUNWAY AND FAILED TO CLOSE THE THROTTLE. THE A/C WENT THROUGH THE FENCE AT THE END OF THE RUNWAY. (.4) ON NOVEMBER 1, 2000, ABOUT 1520 EASTERN STANDARD TIME, A HORNE BOWERS FLYBABY, N4041A, REGISTERED TO A PRIVATE INDIVIDUAL, OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED IN THE VICINITY OF GREER, SOUTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE EXPERIMENTAL, AMATEUR-BUILT AIRPLANE RECEIVED SUBSTANTIAL DAMAGE, AND THE PRIVATE-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED FROM THE SAME AIRSTRIP ABOUT 20 MINUTES BEFORE THE ACCIDENT. ACCORDING TO THE PILOT, HIS LANDING RESULTED IN AN EXTENDED FLARE THAT TOUCHED DOWN AT ABOUT THE MID-LENGTH POINT OF THE 1,800-FOOT RUNWAY AND DESPITE HEAVY BRAKING ON THE GRASSY, DOWN-SLOPED SURFACE, RAN OFF THE RUNWAY END AND INTO A FENCE. ACCORDING TO AN EYEWITNESS TO THE ACCIDENT, THE FLIGHT'S FIRST APPROACH RESULTED IN A GO-AROUND DUE TO BEING TOO HIGH. THE SECOND APPROACH WAS TOO FAST, RESULTING IN A TOUCHDOWN BEYOND THE MID-LENGTH OF THE RUN WAY. THE AIRCRAFT CONTINUED BEYOND THE RUNWAY END, COLLIDED WITH A PERIMETER FENCE, AND NOSED OVER INTO A DRAINAGE DITCH. ACCORDING TO AN FAA INSPECTOR, THE ACCIDENT OCCURRED IN THE LAKE CUNNINGHAM AREA OF GREER, SOUTH CAROLINA, AT A PRIVATE AIRSTRIP NAMED FLYING FEW AIRFIELD. EXAMINATION OF THE AIRCRAFT REVEALED A BROKEN WOODEN PROPELLER, LEADING EDGE DAMAGE TO THE WINGS, AND BUCKLING OF THE FUSELAGE BEHIND THE COCKPIT. THE PILOT STATED TO HIM THAT HE MAY NOT HAVE CLOSED THE THROTTLE ALL THE WAY ON LANDING. 20001101016669I (-23) LEFT MAIN DROPPED OFF EDGE OF TAXIWAY DURING TURN TO RUNWAY HOLD LINE. LEFT PROP AND TAXIWAY LIGHT DAMAGED. 20001101018519I (-23) ON OCTOBER 1, 2000, AT OR ABOUT 12:30AST. A WHEEL EQUIPPED CESSNA-206 N60491 REGISTERED TO JOHN HARMS OPERATED BY YUTE AIR, AND PILOTED BY ^PRIVACY DATA ^, A COMMERCIAL PILOT, TAXIED THE AIRCRAFT INTO A MOBILE JET-A FUEL CART WHICH WAS POSITIONED OUT OF HIS VISION AFTER HIS FUELING OF THE CESSNA 206. DAMAGE WAS LIMITED TO THE PROPELLER, AND THE ENGINE WAS REMOVED TO DO THE REQUIRED INSPECTION. 20001101019449I (-23) WHILE DEPARTING HIT RUNWAY LIGHT WITH PROPELLER. DISTRACTED IN COCKPIT. 20001101024419I (-23) A/C STRUCK A DEER ON LANDING JUST PRIOR TO TOUCHDOWN. A/C RECEIVED DAMAGE TO RH INBOARD FLAP. 20001101024729A (-23) A/C WAS ENROUTE ORF, NORFOLK, VA. TO TUL, HOLLAND, MI. THE PILOT REPORTED IN CRUISE, AT APPROX. 6000', THAT THE ENGINE LOST POWER AND QUIT. THE PILOT WAS DIRECTED BY IND ARTCC TO HEAD FOR IOG, MILLERSBURG, OH. ON APPROACH, LANDING RUNWAY 27, THE A/C CONTACTED TREES, AND VEERED LEFT OF CENTER. THE A/C TOUCHED DOWN LEFT OF THE THRESHOLD AND SLID APPROX. 350' ON THE GRASS, FLAPS AND LANDING GEAR UP. THE THREE OCCUPANTS WERE ABLE TO EXIT THE A/C UNINJURED. THE A/C WAS INSPECTED, THE RESULTS ARE LISTED ON THE ATTACHED SHEETS. 20001101031989I (-23)AT ABOUT 2030 HRS ON APPROACH TO IAK INSTRUCTOR PILOT SELECTED "LANDING GEAR DOWN". DOWN & LOCKED LIGHT DID NOT ILLUMINATE. NOSE & R/H MAIN VERIFIED DOWN & LOCKED. L/H MLG WOULD NOT FULLY EXTEND. ATTEMPTS TO LOCK GEAR USING EMERGENCY EXTENSION MECHANISM WAS NOT SUCCESSFUL. I/P LANDED THE AIRCRAFT WITH MINIMUM SKIN DAMAGE TO UNDERSIDE. PROPELLER STRUCK GROUND, SUDDEN ENGINE STOPPAGE PROCEDURES TO FOLLOW. UNPON JACKING ACFT. IT WAS NOTED THE L/H MLG SWUNG FREELY & WOULD NOT RETRACT OR RESPOND TO HYDRAULIC ACTUATION. REMOVAL OF ACTUATING CYLINDER REVEALED A FRACTURED PIVOT SHAFT-ACTUATING CYLINER SIDE. DETAILED INSPECTION OF LANDING GEAR COMPONENTS OF FOLLOW. MALFUNCTION OR DEFECT REPORT COMPLETED BY OPERATOR. INVESTIGATION CLOSED. 20001101043089A (-23) PILOT DEPARTED THE GAUGE KANKAKEE AIRPORT (IKK) FOR A 45 MINUTE PLEASURE FLIGHT IN THE LOCAL AREA. PILOT STATED THAT HE DIDN'T PHYSICALLY CHECK THE FUEL IN THE TANKS AND DIDN'T OBSERVE THE WET-LINE GAUGE FOR FUEL IN THE COCKPIT. HE DEPARTED THE AIRPORT AND SHORTLY AFTER THE ENGINE STOPPED. PILOT LANDED THE AIRCRAFT IN AN OPEN FIELD. 20001102018889I (-23)NO NARRATIVE 20001102019109A (-23) A/C WAS LANDED TO THE SOUTH AT THE WALDRON ISLAND AIRPORT IN WIND CONDITIONS DESCRIBED BY THE PIC AS LIGHT AND VARIABLE. AFTER LANDING, THE A/C CONTINUED BEYOND THE UPWIND END OF THE RUNWAY AND IMPACTED TREES. PERSONS ON THE SCENE IMMEDIATELY AFTER THE ACCIDENT REPORTED THAT ACCORDING TO TIRE MARKS IN THE GRAVEL RUNWAY, THE ACCIDENT A/C WAS LANDED APPROX. 1/2 WAY DOWN THE 2700 FOOT STRIP. AFTER LANDING, ADDITIONAL TIRE MARKS IN THE GRAVEL INDICATED THAT THE A/C SKIDDED FOR APPROX 500 FEET TO WHERE IT IMPACTED THE TREES. 20001102019129A (-23)AIRMAN ATEEMPTED A LANDING AT A PRIVATE UNLIGHTED GRASS STRIP AFTER DARK. VEHICLE LIGHTS WERE POSITIONED TO ILLUMINATE THE APPROACH THRESHOLD. LANDING APPROACH BEYOND THRESHOLD HOWEVER HAD NO LIGHTS OF ANY KIND (RESIDENTIAL LIGHTS, STREET LIGHTS, ETC.) AVAILABLE IN THE DIRECTION OF INTENDED LANDING. AIRMAN MADE TWO PASSES TO IDENTIFY THE LANDING AREA AND THEN ON THE THIRD PASS ATTEMPTED TO LAND THE AIRCRAFT. AIRMAN STATED HE "FELT HIGH" AND LANDED WITH FULL FLAPS, INITIATING A SLIP MANEUVER TO INCREASE ALTITUDE LOSS. LANDING WAS LONG AND OCCURRED LESS THAN 300 FEET FROM THE FAR END OF THE LADNING RUNWAY. AIRMAN LANDED AIRCRAFT APPROXIMATELY 30 FEET FROM THE EDGE OF THE RUNWAY IN A PLOWED DIRT FIELD ADJACENT TO THE RUNWAY. THE LANDING GEAR PROMPTLY DUG INTO THE SOFT DIRT AND THE AIRCRAFT FLIPPED OVER AND REMAINED UPSIDE DOWN. 20001102019279I (-23) BIRD STRIKE DURING CRUISE FLIGHT AT 500 AGL IN THE LOCAL REXBURG, ID AIRPORT AREA. THE HELI SUSTAINED A SHATTERED PILOT SIDE WINDSHIELD. NO INJURIES. THIS IS A FINAL REPORT. 20001102024409I (-23) ON 11/02/2000 CONAIR FLIGHT 784 DECLARED AN EMERGENCY ENROUTE FROM DSM TO CVG. THE FLIGHT DIVERTED TO IND AND LANDED WITHOUT INCIDENT. THE #1 HYDRAULIC SYSTEM PSF DROPPED TO ZERO. THE A/C WAS INSPECTED AND FERRIED TO CVG. MAINTENANCE REPORTED THAT THE HYDRAULIC PRESSURE TRANSDUCER CANNON PLUG WIRE WAS FOUND BROKEN. AN MRR WAS SUBMITTED BY THE CARRIER TO THE CHDO. THIS INCIDENT IS CLOSED. 20001102031839I (-23)AT 0455 CST ON NOVEMBER 2, 2000, N3208Q BEGAN TO TAXI FOR THE ACTIVE RUNWAY AT DALLAS LOVE FIELD. SHORTLY AFTER BEGINNING TAXI, THE PILOT BEGAN TO TURN AT WHICH TIME HIS AIRCRAFT STRUCK A PARKED AIRCRAT ON THE RAMP. THE OTHER AIRCRAFT WAS A BEECHCRAFT V-35 BONANZA. THERE WAS NO OCCUPANT IN THE BANANZA. AT THE TIME OF THE INCIDENT, THE PILOT'S VISIBILITY WAS IMPARED DUE TO THE WINDOWS BEING FOGGED UP. 20001102038789A (-23) ON 11-02-2000, A CESSNA CE-177B, REGISTRATION N35241 MADE AN EMERGENCY LANDING IN A FIELD IN PROSPERITY, PA., AFTER EXPERIENCING ENGINE FAILURE. ACCORDING TO STATEMENTS MADE BY THE PILOT AND PASSENGER (MR. DANIEL A. EARLY, A PRIVATE PILOT ALSO, CERTIFICATE NUMBER #209449943) THEY WERE PRACTICING MANUEVERS AND DESCENDING TO AN ALTITUDE OF ABOUT 2100 FEET WHEN THEY HEARD A LOUD BANG FOLLOWED BY AN ENGINE POWER LOSS TO ABOUT 20%. THEY SPOTTED A SMALL FIELD AND MADE AN APPROACH FOR AN EMERGENCY LANDING DURING THAT PROCESS THE ENGINE QUIT COMPLETELY. HOWEVER, THE PROPELLER KEPT TURNING. THE A/C CAME TO REST IN A FENCE LINE AND A TREE, CAUSING SUBSTANTIAL DAMAGE TO MOST OF THE A/C. 20001103018529I (-23) NO REMARK SHOWN IN ITEM #32. 20001103018819I (-23)PILOT STATES: THE ENGINE LOST POWER DURING CRUISE AT 8500 MSL AND THAT HE WAS UNABLE TO REACH AN AIRPORT. HE THEREFORE ELECTED TO LAND ON A ROAD. INSPECTION OF THE ENGINE REVEALED A DEFECTIVE FUEL SERVO. THE SERVO WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT WAS FLOWN TO THE AIRPORT. M OR D REPORT TO FOLLOW. 20001103019149A (-23) N7707K, A PA-20 CONVENTIONAL GEAR A/C, RECEIVED SUBSTANTIAL DAMAGE UPON LANDING ON RWY 7 AT THE HOOD RIVER, OREGON AIRPORT. THE WINDS WERE CALM AND SMOKE WAS REPORTED IN THE AREA. A WITNESS REPORT WAS RECEIVED FROM A FLIGHT INSTRUCTOR WHO WAS IN A POSITION ON THE AIRPORT TO OBSERVE THE COMPLETE LANDING SEQUENCE. THE WITNESS INDICATED THE AIRCRAFT DID NOT FLARE PRIOR TO LANDING AND WAS IN A NOSE LOW ATTITUDE AT TOUCHDOWN. WHEN INTERVIEWED THE PILOT STATED THE LEFT BRAKE LOCKED ON LANDING. A POST CRASH INSPECTION OF THE A/C BRAKE SYSTEM INDICATED THE A/C BRAKES OPERATE NORMALLY. 20001103019329I (-23) ON NOVEMBER 03, 2000, APPROX. 1123 PDT A/C N39MF A CHRISTEN EAGLE II NOSED OVER WHILE ON RUNWAY 31L AT REID HILLVIEW AIRPORT (RHV) PILOT STATED THAT WHILE STARTING TO BRAKE ON THE LANDING ROLLOUT THE A/C BEGAN TO PULL SLIGHTLY TO THE RIGHT. SEEING THAT HE HAD ENOUGH ROOM TO SLOW DOWN AND REMAIN ON THE RUNWAY HE STAYED ON THE BRAKES. BRAKING HARD EVIDENTLY CREATED A MOMENTUM THAT LIFTED THE TAIL AND TILTED THE NOSE DOWN IN AN INSTANT, JUST BEFORE COMING TO A COMPLETE STOP ON THE RUNWAY. THE SOLE OCCUPANT WAS NOT INJURED. THE A/C PROPELLOR RECEIVED MINOR DAMAGE. NO FLIGHT PLAN WAS FILED, VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF INCIDENT. 20001103021249I (-23) SEE ATTACHED PILOT STATEMENT AND ACCOMPANYING SUPERVISOR STATEMENT. DAMAGE TO N645KC LIMITED TO TAIL ROTOR (T/R) BLADES, T/R DRIVE SHAFT, AND TAIL BOOM DRILL HOLES. NO DAMAGE TO TAIL SKID, VERTICAL STABILIZER, LANDING SKIDS, AND OLEO STRUTS. TYPE OF DAMAGE CONSISTENT WITH T/R STRIKE PRIOR TO A/C LANDING. THIS INCIDENT, NO. CE2001IGA0009, IS CLOSED. 20001103021309I (-23) ON LANDING ON RUNWAY 27 AT SYLVACAUGA, ALABAMA (SCD), THE PILOT STATED A/C PULLED TO THE RIGHT AND THE LANDING GEAR COLLAPSED. A WITNESS TO THE LANDING STATED THE A/C LANDED WITH THE LANDING GEAR RETRACTED. UPON INSPECTION OF THE A/C, THE LANDING GEAR HANDLE WAS DOWN, AND THE LANDING GEAR MOTOR CIRCUIT BREAKER WAS TRIPPED. IT IS EVIDENT THAT THE PILOT DID NOT CONFIRM THAT THE LANDING GEAR WAS DOWN ON LANDING. 20001103023949I (-23)AFTER CONDUCTING MULTIPLE TAKEOFF AND LANDINGS, N1390T A PA-34-200 PERFORMED A FULL STOP LANDING ON RUNWAY 04 AT TUSCALOOSA MUNICIPAL AIRPORT. WHEN PREPARING TO EXIT THE RUNWAY ONTO TAXIWAY "C" THE LEFT MAIN LANDING GEAR SEPARATED FROM THE A/C. POST FLIGHT INSPECTION REVEALED THE AFT GEAR ATTACH BRACKET WAS CRACKED, AND MAIN GEAR BRACKET ASSEMBLY FAILED. 20001103030969I (-23)AFTER TAKE OFF FROM FWA, A PASSENGER REPORTED SEEING FIRE COMING OUT ON TOP OF THE WING. PIC ELECTED TO BURN OFF FUEL TO LANDING WEIGHT AND RETURN TO FWA. MAINTENANCE FOUND TOP FUEL CAP SLIGHTLY OUT OF ALIGNMENT, ENOUGH TO LET SOME FUEL ESCAPE WHEN A/C WAS REFUELED AT CENTER. 20001103037439A (-23)WHILE PERFORMING PRACTICE ILS LANDING RUNWAY 7L DAYTONA BEACH, AIRCRAFT LANDED ON TAXIWAY N2 AND ROLLED ACROSS GRASSY AREA BETWEEN RUNWAY 7L AND TAXIWAY N STRIKING SIGN AT TAXIWAY N3 WITH RIGHT WING. AIRCRAFT CONTINUED LANDING ROLL COMING TO STOP ON TAXIWAY N. AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO RIGHT WING AND RIGHT INBOARD FUE TANK, SPILLING FUEL ONTO TAXIWAY. (.4) AIRWORK FOLLOWED BY THREE UNEVENTFUL LANDINGS AND A PRACTICE VOR APPROACH WAS PERFORMED BY THE STUDENT. WHILE PRACTICING AN ILS APPROACH, THE CFI HAD THE STUDENT REMOVE HIS HOOD AND ADVISED HIM THE FLIGHT WAS CLEARED TO LAND. THE CFI REPORTED, ABOUT 100 FEET, 'A WIND GUST SENT US HIGH AND I SAW HOW THE AIRPLANE SLOWED DOWN. AT THAT TIME I TOOK OVER THE CONTROLS TO CORRECT FOR IT ADDING POWER. AFTER DOING THAT THE AIRPLANE STARTED TURNING TO THE LEFT. [IT SEEMED] THAT THE LEFT ENGINE DID NOT REACT FULLY AND THE LEFT TURN CONTINUED.' SHE RETARDED THE THROTTLES AND THE AIRPLANE TOUCHED DOWN ON GRASS BETWEEN TAXIWAY 'N' AND RUNWAY 7L. THE AIRPLANE REMAINED ON THE GROUND AND THE RIGHT WING COLLIDED WITH THE TAXIWAY 'N3' SIGN. THE AIRPLANE C AME TO REST ON TAXIWAY NOVEMBER. NO WIND GUSTS WERE REPORTED AT WEATHER OBSERVATIONS 32 MINUTES BEFORE OR 28 MINUTES AFTER THE ACCIDENT. TAXIWAY SIGN N3 WAS 'BROKE LOOSE FROM CEMENT PAD. ONLY ONE MOUNTING LEG BROKE AT SHEAR POINT, THE REMAINDER OF MOUNTING LEGS BROKE AWAY FROM PAD BY BREAKING CAST MOUNTING PLATES.' POSTACCIDENT, AN ENGINE RUN-UP WAS PERFORMED; NO DISCREPANCIES NOTED. 20001103041019A (-23)AIRCRAFT N71134, A 1946 LUSCOMBE 8A ENROUTE TO DES MOINES FROM THE NORTHEAST, CONTACTED DES MOINES APPROACH CONTROL AND WAS INSTRUCTED TO FLY DOWN CENTER LINE OF RUNWAY 23 FOR A LEFT DOWN WIND APPRAOCH TO RUNWAY 31L. PILOT CONTACTED DES MOINES TOWER TO REQUEST CHANGE TO RUNWAY 31R. REQUESTED CHANGE TO RUNWAY 31R WAS APPROVED BY AIR TRAFFIC CONTROL FOR 31R. PERSONNEL ON THE GROUND OBSERVED AIRCRAFT ON A RIGHT HAND DOWN WIND FOR 31R IN A STEEP RIGHT BANK. THE AIRCRAFT IMAPCTED THE GROUND AT APPROXIMATELY 90 DEGREE RIGHT BANK PRIOR TO REACHING THE RUNWAY. NO RADIO REPORTS FOR AIRCRAFT MALFUNCTION OF DISTRSS WERE REPORTED PRIOR TO IMPACT. THE SOLE OCCUPANT OF THE AIRCRAFT WAS FATALLY INJURED. 20001103041939A (-23) CE-207, N7336U WAS ACCELERATING ON TAKEOFF ROLL. AFTER A FEW HUNDRED FEET PILOT COULD FEEL RIGHT MAIN GEAR GRABBING AND HE LEFT OFF OF RIGHT RUDDER AND ACFT RIGHT WHEEL CONTINUED TO SLIDE. PILOT PULLED OFF THROTTLE AND APPLIED BRAKES, THE AIRCRAFT SLID OFF DEPARTURE END OF RWY 29 AND CONTINUED DOWN SLOPE FOR APPROXIMATELY 80 YARDS AND CAME TO REST AGAINST CYCLONE FENCE CAUSING DAMAGE TO LEADING EDGE OF BOTH WINGS, LEFT WING TIP SEPARATED FROM AIRCRAFT, NOSE GEAR WAS SHEARED OFF AND PROPELLER DAMAGED. SEVERAL NOSE RIBS WERE DAMAGED. 20001104015769A (-23) DURING LANDING, PILOT LOST CONTROL OF A/C AND GROUND LOOPED THE A/C. THE GROUND LOOP CAUSED THE RIGHT MAIN LANDING GEAR TO COLLAPSE. 20001104017179A (-23)OPERATOR ARRIVED AT THE AIRPORT AFTER 6:00PM. SHE PREFLIGHTED HER A/C AND STARTED HER ENGINES. AFTER A NORMAL ENGINE CHECK SHE TAXIED FOR TAKEOFF. AFTER TAKEOFF AT ABOUT 450 FEET SHE CHECKED HER ENGINE GAGES AND ALL SEEM NORMAL. AFTER SHE LOOKED BACK UP SHE HEARD A ROUGHNESS SOUND FROM THE ENGINE AND THEN IT QUIT. SHE CHECKED THE RICHNESS AND THROTTLE AND FOUND THEM FULL RICH AND THROTTLE FULLY IN. SHE REPOSITIONED THE THROTTLE ALL THE WAY OUT THEN BACK IN TO NO AVAIL. SHE THEN CONCENTRATED ON FLYING THE A/C TO A UNPOPULATED/HIGH TREE AREA. SHE LANDED IN THE TOP OF SOME TREES AND HUNG ABOUT 12-15 FEET ABOVE THE GROUND, ABOUT 2 SECONDS PASSED BEFORE THE A/C FELL TO THE GROUND. SHE THEN CUT THE ELECTRICAL AND IGNITION OFF, SHE THEN SMELLED FUEL SO SHE EXITED THE A/C THROUGH THE BROKEN WINDSHIELD. AS SHE EXITED SHE HEARD A "WHOOSH" AND SAW FIRE IN FRON OF HER, SHE RAN THROUGH THE FIRE AND WAS TAKE TO THE HOSPITAL BY A PASSERBY. ALL THE ITNESSES ON THE FROUND HEARD THE A/C AND HEARD THE ENGINE JUST QUIT. (.4) ON NOVEMBER 2, 2000, ABOUT 1845 EASTERN STANDARD TIME, A CESSNA 172N, N4654G, WAS DESTROYED DURING A FORCED LANDING AND POST CRASH FIRE IN RIDGEF IELD, CONNECTICUT, AFTER TAKEOFF FROM THE DANBURY MUNICIPAL AIRPORT (DXR), DANBURY, CONNECTICUT. THE CERTIFICATED PRIVATE PILOT SUSTAINED MINOR INJURIES. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL FLIGHT. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. IN A TELEPHONE INTERVIEW, THE PILOT STATED THAT SHE PERFORMED A PRE-FLIGHT INSPECTION OF THE AIRPLANE, AND NOTED THAT THE AIRPLANE'S FUEL TANKS WERE COMPLETELY FILLED. ADDITIONALLY, SHE STATED THAT SHE DRAINED FUEL FROM THE AIRPLANE'S THREE DRAIN SOURCES AND THE FUEL WAS ABSENT OF CONTAMINATION. SHE STARTED THE ENGINE WITH THE FUEL SELECTOR POSITIONED TO THE LEFT WING FUEL TANK, AND SWITCHED TO THE RIGHT WING FUEL TANK JUST PRIOR TO TAXI. SHE PERFORMED AN ENGINE RUN-UP, WHICH INCLUDED A CHECK OF THE CARBURETOR HEAT SYSTEM AND THEN TAXIED TO RUNWAY 26 FOR TAKEOFF WITH THE INTENTION OF PRACTICING "TOUCH AND GO" LANDINGS. AFTER THE ENGINE RUN-UP SHE SWITCH THE FUEL SELECTOR TO THE "BOTH" POSITION. THE TIME BETWEEN THE ENGINE RUN-UP AND TAKEOFF WAS "LESS THAN 5 MINUTES." THE PILOT DESCRIBED THE TAKEOFF AS "PERFECTLY NORMAL." WHEN THE AIRPLANE WAS ABOUT 450 FEET ABOVE THE GROU ND SHE GLANCED AT THE ENGINE INSTRUMENTS, WHICH WERE ALL IN THE NORMAL RANGE; HOWEVER, IMMEDIATELY THEREAFTER THE AIRPLANE'S ENGINE EXPERIENCED MOMENTARY ROUGHNESS FOLLOWED BY A LOSS OF POWER. THE PILOT BEGAN PERFORMING THE LOSS OF ENGINE POWER EMERGENCY CHECKLIST AND VERIFIED THAT BOTH THE MIXTURE AND THROTTLE CONTROLS WERE IN THE FULL FORWARD POSITION; HOWEVER, SHE THEN NEEDED TO USE BOTH HANDS TO MAINTAIN THE AIRPLANE'S GLIDE ATTITUDE AND WAS NOT ABLE TO VERIFY THE FUEL SELECTOR POSITION. THE PILOT MADE A LEFT TURN AND THE AIRPLANE DESCEND INTO TREETOPS AND INITIALLY CAME TO REST ABOUT 12 TO 15 FEET ABOVE THE GROUND. THE AIRPLANE THEN FELL TO GROUND AND A POST CRASH FIRE ENSUED. THE PILOT EXITED THE AIRPLANE THROUGH THE FRONT WINDSHIELD, WHICH WAS BROKEN DURING THE ACCIDENT SEQUENCE, AND THE MAJORITY OF THE AIRPLANE WAS CONSUMED IN THE FIRE. THE PILOT REPORTED 560 HOURS OF TOTAL FLIGHT EXPERIENCE, WITH 250 HOURS IN MAKE AND MODEL. ADDITIONALLY, SHE STATED THAT SHE FLEW THE AIRPLANE EIGHT DAYS PRIOR TO THE ACCIDENT AND DID NOT EXPERIENCE ANY PROBLEMS. THE AIRPLANE'S ENGINE ALSO SUSTAINED FIRE DAMAGED. BOTH MAGNETOS AND THE IGNITION HARNESS WERE DESTROYED. ADDITIONALLY, THE CARBURETOR WAS DESTROYED BY IMPACT AND FIRE DAMAGE. THE ENGINE WAS RETAINED AND FORWARDED TO TEXTRON LYCOMING, WILLIAMSPORT, PENNSYLVANIA, WHERE IT WAS EXAMINED UNDER THE SUPERVISION OF A FEDERAL AVIATION ADMINISTRATION INSPECTOR. A COMPLETE TEARDOWN OF THE ENGINE DID NOT REVEAL ANY PRE-IMPACT MECHANICAL FAILURES. THE AIRPLANE'S FUEL SELECTOR, WHICH WAS PARTIALLY MELTED, WAS RETAINED AND FORWARDED TO TH 20001104018489I (-23) THE PILOT IN COMMAND OF N511PC, REPORTED THAT THE AIRCRAFT BEGAN TO PORPOISE AFTER INITIAL CONTACT WITH THE RUNWAY WHICH RESULTED IN A FLAT NOSE TIRE AND PROPELLER STRIKE. THE AIRCRAFT TAXIED CLEAR OF THE RUNWAY, WHEREAS THE ENGINE WAS SHUT DOWN, AND SUBSEQUENTLY TOWED TO THE RAMP AREA. THE PILOT AND SOLE OCCUPANT SUSTAINED NO INJURIES DURING THIS EVENT. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001104019269I (-23) A/C NOSE GEAR COLLAPSED DURING LANDING. NO INJURIES. REFERRED FOR 44709 RIDE. THIS IS FINAL REPORT. 20001104021269I (-23) LEFT TALLAHASSEE ON 11-04-00 AT APPROX. 10:00 AM BOUND FOR EMBRY RIDDLE PARENTS FLY-IN WEEKEND. HE BECAME INTIMIDATED BY THE AMOUNT OF TRAFFIC IN DAYTONA BEACH AND RETREATED TO ST. AUGUSTINE. LEFT ST. AUGUSTINE AND LANDED AT ORLANDO COUNTRY. HE LEFT ORLANDO COUNTRY AND DID NOT PUT HIS LANDING GEAR DOWN FOR HIS ARRIVAL IN DELAND. 20001104021349I (-23) LNDG RUNWAY 24 ON TOUCHDOWN A/C HIT DEER AND DAMAGED RIGHT WING. PILOT TAXIED OFF RUNWAY AND HANGARED THE PLANE. 20001104021459I (-23)^PRIVACY DATA OMITTED^ WERE ON A MEI TRAINING LIGHT. THEY INFORMED TOWER THAT THEY WANTED A TOUCH AND GO AFTER THEIR APPROACH. POWER WAS REDUCED FOR THE APPROACH AND ON VERY SHORT FINAL THE A/C BEGAN TO DESCEND VERY FAST.^PRIVACY DATA^BEGAN THE ADDITION OF POWER AND THE A/C LANDED FIRMLY.^PRIVACY DA^STATED THAT IT LANDED HARD BUT DID NOT SEEM EXCESSIVE. A TOUCH AND GO WAS INITIATED WITH A NORMAL TRAFFIC PATTERN BACK TO A FULL STOP LANDING. ALL CHECKS WERE ACCOMPLISHED WITH NORMAL INDICATIONS. THEY TAXIED BACK TO COMAIR PARKING. THE LANDING GEAR WAS INSPECTED AT THAT TIME AND DISCOVERED THE DAMAGE TO THE RIGHT MAIN LANDING GEAR. 20001104023089A (-23) AIRMAN IRANI IN WRITING, STATED HE WAS MAKING A IFR APPROACH INTO LIVERMORE, CA. WHEN HE INFORMED HIS OBSERVATION PILOT THAT HE WAS GOING TO CHANGE FUEL TANKS. AIRMAN IRANI ERRORRED IN CHANGING THE FUEL TANK SELECTOR FROM LEFT TANK TO THE OFF POSITION. THE A/C ENGINE IMMEDIATELY LOST POWER DUE TO FUEL EXHAUSTION. WHILE IN THE EMERGENCY DESCENT, AIRMAN IRANI AND AIRMAN BARKER TRIED EFFORTLESSLY TO SWITCH THE SELECTOR BACK TO EITHER THE LEFT OR RIGHT TANK. ONCE REALIZED THAT THEY COULD NOT SWITCH THE SELECTOR, THEY SELECTED A CLEARING FOR LANDING AND DECLARED AN EMERGENCY WITH THE LIVERPOOL CONTROL TOWER. (.4) AFTER MAKING A FORCED LANDING IN AN OPEN FIELD DUE TO A LOSS OF ENGINE POWER, THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH A BERM. THE PURPOSE OF THE FLIGHT WAS FOR THE FIRST PILOT TO GAIN MORE EXPERIENCE FLYING THE AIRPLANE, AS HE WAS NOT FAMILIAR WITH IT. HE HAD ASKED ONE OF THE PART OWNERS OF THE AIRPLANE TO ACT AS HIS SAFETY PILOT DURING THE FLIGHT BECAUSE HE WAS GOING TO PRACTICE IFR PROCEDURES. DURING AN ILS-LOCALIZER APPROACH, THE FIRST PILOT INADVERTENTLY SWITCHED THE FUEL SELECTOR HANDLE TO THE "OFF" POSITION. THE ENGINE LOST POWER. THE FIRST PILOT WAS UNABLE TO MOVE THE FUEL SELECTOR BACK TO ITS ORIGINAL POSITION. THE SAFETY PILOT TOOK CONTROL OF THE AIRPLANE, DECLARED AN EMERGENCY, AND LANDED THE AIRPLANE. THE FIRST PILOT INFORMED THE RESPONDING POLICE OFFICER THAT HE BELIEVED THE FUEL SELECTOR POSITIONS WERE "LEFT-OFF-RIGHT." THE ACTUAL POSITIONS OF THE FUEL SELECTOR WERE "OFF-LEFT-RIGHT." THE OFFICER OBSERVED THE FUEL SELECTOR HANDLE POINTING TOWARDS THE "OFF" POSITION. THE FUEL SELECTOR HANDLE WAS EXAMINED. IT WAS DIFFICULT TO MOVE, AS IF THERE WAS NOT ENOUGH LUBRICATION ON IT, BUT IT FUNCTIONED PROPERLY. 20001104024619I (-23) ON 11/4/00 AT APPROX. 1115 CDT WHILE ON A PERSONAL PLEASURE FLIGHT FROM DANVILLE, IL., IN THE LOCAL AREA, THE APPROPRIATELY RATED PILOT EXPERIENCED A ROUGH RUNNING ENGINE AND POWER LOSS. THE PIC AND SOLE OCCUPANT OF THE A/C MADE AN EMERGENCY LANDING ON A COUNTY ROAD APPROX. 1 MILE WEST OF COLLISON, IL. THE A/C CAME TO REST WITH NO DAMAGE TO THE A/C OR PROPERTY AND NO INJURIES TO THE PILOT. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001104032849A (-23) INVESTIGATION FOUND THE PILOT LANDED THE AIRPLANE ON RUNWAY 19 PART WAY DOWN THE RUNWAY THE A/C DEPARTED THE RUNWAY TO THE RIGHT AT ABOUT 30 DEGREE ANGEL. THE A/C TRAVELED THROUGH THE GRASS AND WENT THROUGH A SMALL DEPRESSION IN THE GROUND. SHORTLY AFTER THE A/C NOSE WHEEL DUG INTO THE GROUND AND THE A/C FLIPPED UPSIDE DOWN. THE DAMAGE TO THE A/C IS SUBSTANTIALLY DAMAGED AND THE STUDENT PILOT WAS NOT INJURED. (.4) ON NOVEMBER 4, 2000, ABOUT 1500 EASTERN STANDARD TIME, A CESSNA 172P, N54729, REGISTERED TO AIRLINE TRAINING ACADEMY, INC., OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, CRASHED WHILE ATTEMPTING A LANDING AT THE INVERNESS AIRPORT, INVERNESS, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VFR FLIGHT PLAN WAS FILED. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED, AND THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM ORLANDO'S EXECUTIVE AIRPORT ABOUT 1 HOUR 14 MINUTES BEFORE THE ACCIDENT. ACCORDING TO THE STUDENT, HE MADE TWO BALKED LANDING GO-AROUNDS BECAUSE HE THOUGHT HE WAS TOO FAST. HIS THIRD LANDING ATTEMPT RESULTED IN A BOUNCED LANDING AND AN EXCURSION OFF THE RIGHT SIDE OF THE RUNWA Y. A DEPRESSION IN THE GRASS AREA CAUSED THE PROPELLER TO DIG IN, AND THE AIRPLANE SUSTAINED A NOSE OVER. ACCORDING TO AN FAA INSPECTOR, THE PILOT LANDED THE AIRPLANE ON RUNWAY 19 AT INVERNESS AND DEPARTED THE RUNWAY TO THE RIGHT AT ABOUT A 30-DEGREE ANGLE. A DEPRESSION IN THE GROUND CAUSED THE NOSE LANDING GEAR TO DIG IN, AND THE AIRPLANE FLIPPED UPSIDE DOWN. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE. 20001104037459A (-23) DURING CRUISE FLIGHT FROM SLC TO PDX AIRCRAFT DESCENDED FROM FL410 TO FL310 FOR SMOOTHER AIR. DURING DESCENT, AT APPROX. FL333 AIRCRAFT ENCOUNTERED TWO MOMENTARY MODERATE JOLTS AND THEN RETURNED TO SMOOTH AIR. FLIGHT ATTENDANTS LOCATED IN THE AFT GALLEY AREA WERE NOT SEATED AND USING SEAT BELTS. 20001104038219I (-23) AIRCRAFT WAS ON AN IFR FLIGHT PLAN FROM LOUISVILLE, Y, TO ROANOKE, VA. WHEN THE AIRCRAFT LOST ELECTRICAL DUE TO ALTERNATOR FAILURE. AIRCRAFT MADE EMERGENCY LANDING AT ROANOKE. DURING LANDING, NOSE GEAR WOULD NOT EXTEND CAUSING MINOR DAMAGE TO LOWER COWL AND PROPELLER. AIRCRAFT WILL BE REPAIRED AND RETURNED TO SERVICE. 20001104038309I (-23) PILOT COMPLETED TWO "TOUCH AND GO" LANDINGS AND TAKEOFFS WITH A FLIGHT INSTRUCTOR. PILOT ATTEMPTED THIRD TAKEOFF WITHOUT FLIGHT INSTRUCTOR ON RUNWAY 35 WITH A 6KT NW WIND. WHILE ON TAKEOFF ROLL NEAR ROTATION SPEED (VR) PILOT NOTICED HE WAS LEFT OF THE RUNWAY CENTERLINE. HE HAD LITTLE RUDDER INPUT AND ATTEMPTED TO CORRECT THE AILERON; THEN STATED "THE AIRCRAFT GOT AWAY FROM HIM". HE ELECTED TO ABORT THE TAKEOFF. AFTER SKIDDING APPROX. 200', THE AIRCRAFT CAME TO A FULL STOP OFF THE END OF THE RUNWAY. THE PILOT THEN TAXIED THE AIRCRAFT TO PARKING AND TERMINATED FLIGHT OPERATIONS. 20001104038939A (-23) THE PILOT STATES, IN PART: "ABOUT 5 MINUTES INTO A TEST FLIGHT, FOLLOWING AN ANNUAL (CONDITIONAL) INSPECTION, AT ABOUT 1,000' ASL, THE ENGINE STARTED SPUTTERING. CHANGING OF FUEL TANK, MAG, APPLICATION OF CARB HEAT, CHANGING OF MIXTURE, DID NOT REMEDY THE SITUATION...I CAME DOWN IN THE DENSE WOOD, ABOUT 1/2 MILE FROM RUNWAY 23 TOUCH DOWN POINT". TWO INVESTIGATORS FROM THIS OFFICE INSPECTED THE A/C WRECKAGE. NO FUEL WAS FOUND IN EITHER TANK, ONE TANK WAS BROKEN OPEN BY IMPACT. ALL OTHER ENGINE AND FUEL SYSTEMS APPEARED IN SATISFACTORY CONDITION. AN EXAMINATION OF THE CARBURETOR FUEL BOWL FOUND NO FUEL. CONCLUSIONS FINDS PROBABLE CAUSE TO BE FUEL STARVATION. 20001105019189I (-23)WHILE PRACTICING A SIMULATED EMERGENCY LANDING, THE PILOT HIT A SINGLE RESIDENTIAL POWER LINE AT APPROX. 150 AGL, WHICH BROKE THE WOODEN PROPELLER, AND REQUIRED AN IMMEDIATE LANDING WHERE THE LEFT LANDING GEAR COLLAPSED. 20001105021149I (-23) ON NOVEMBER 05, 2000. AT 1231 EST, N51KM, A PA-31-350, WAS APPROX. 300-400 FEET INTO THE TAKEOFF ROLL WHEN THE PILOT HEARD A LOUD "BANG" AND DISCOVERED THAT THE LEFT PROPELLER SPINNER AND SPINNER BULKHEAD HAD COME APART. THE PILOT NOTIFIED THE TOWER OF THE INCIDENT. THE ARFF WAS NOT CALLED AND THE A/C TAXIED TO THE RAMP WITHOUT INCIDENT. THE PILOT NOTIFIED THEIR MAINTENANCE WHICH CAME TO PIT AND REPLACED THE LEFT PROPELLER SPINNER AND SPINNER BULKHEAD ON NOVEMBER 12, 2000. THE INCIDENT IS CLOSED. 20001105022899A (-23) A/C DEPARTED PAGE, AZ. ON A FLIGHT TO PUEBLE, NM ON NOVEMBER 5, 2000 AT 1105 HOURS MST. THE PILOT REQUESTED AN ABREVIATED WEATHER BRIEFING PRIOR TO HIS FLIGHT FROM THE PRESCOTT ARIZONA FSS. HE ADDITIONALLY REQUESTED WEATHER INFORMATION DURING THE FLIGHT FROM FLIGHT SERVICE. THE A/C BROKE UP IN FLIGHT AND PORTIONS OF THE A/C IMPACTED THE GROUND APPROX. 51 MILES WEST OF FARMINGTON, NM AT AN ELEVATION OF 8610 FEET. (.4) A SAFETY BOARD STAFF METEOROLOGIST PERFORMED A WEATHER ANALYSIS FOR THE FLIGHT. AIRMET'S FOR INSTRUMENT FLIGHT RULES, MOUNTAIN OBSCURATION, TURBULENCE, AND ICING WERE VALID FOR ALL PORTIONS OF THE AIRPLANE'S FLIGHT ROUTE. THE AIRPLANE BROKEUP IN FLIGHT. THE PILOT CONTACTED THE FAA PRESCOTT AUTOMATED FLIGHT SERVICE STATION (AFSS) BY TELEPHONE FROM PAGE, ARIZONA, AT 1306, AND REQUESTED A FORECAST FOR PUEBLO, COLORADO. THE FORECAST WAS FOR WINDS GUSTING TO 30 KNOTS; SHOWERS IN THE VICINITY; SCATTERED CLOUDS AT 4,000 AGL; BROKEN CLOUDS AT 7,000 AGL; LOWERING CLOUDS AFTER 1700; AND AN INCREASE IN OCCASIONAL RAIN AND SNOW SHOWERS. THE PILOT WAS ISSUED AN AIRMET FOR ICING IN COLORADO MOUNTAIN OBSCURATION, AND FROM PHOENIX TO DENVER, TURBULENC E FROM THE SURFACE TO 39,000 FEET. DURING THE BRIEFING THE PILOT TOLD THE BRIEFER THAT HE WAS "TRAPPED IN PAGE, TRYING TO GET BACK THE DENVER; WHEN DOES IT LOOK LIKE THE SYSTEM IS GOING TO CLEAR OUT A LITTLE, DO YOU HAVE ANY INFORMATION ON THAT?" AT 1420, THE PILOT CONTACTED THE PRESCOTT AFSS BY RADIO OVER KAYENTA, ARIZONA, ABOUT 60 MILES WEST OF THE ACCIDENT SITE. HE REQUESTED, AND WAS GIVEN, THE CURRENT WEATHER CONDITIONS AT GRAND JUNCTION AND FARMINGTON, NEW MEXICO. HE REQUESTED THREE OTHER LOCATIONS IN COLORADO; ALL WERE MARGINAL FOR VISUAL FLIGHT. AT 1425, THE PILOT TOLD THE BRIEFER "WE'LL BE HEADING THE SOUTHERN ROUTE." THE PILOT DID NOT FILE A FLIGHT PLAN. ON NOVEMBER 6, AT 1155, THE AIR FORCE RESCUE COORDINATION CENTER (AFRCC) PROVIDED NOTIFICATION OF AN EMERGENCY CRASH LOCATOR BEACON SIGNAL. SUBSEQUENTLY THE WRECKAGE WAS LOCATED AT 1845, IN THE CARRIZO MOUNTAINS, AT AN ELEVATION OF ABOUT 8,610 FEET MSL, APPROXIMATELY 51 NAUTICAL MILES ON THE 260-DEGREE RADIAL FROM THE FARMINGTON VOR NAVIGATIONAL FACILITY. ACCORDING TO ACCIDENT FLIGHT RECONSTRUCTION INFORMATION, THE AIRPLANE DEPARTED BROOMFIELD, COLORADO, ON NOVEMBER 3, AND WAS RETURNING THE DAY OF THE ACCIDENT. THE PILOT HAD NOT TOLD THE FLYING CLUB OPERATOR OF HIS INTENDED DESTINATION, ONLY THAT HE WOULD BE BACK WITH THE PLANE ON THE 5TH ABOUT 1800. THE AIRPLANE WAS REFUELED AT NORTH LAS VEGAS, ON NOVEMBER 4, AND AT PAGE ON NOVEMBER 5. ACCORDING TO FUEL SERVICE WITNESS INFORMATION AT PAGE, THE AIRPLANE MADE A FUEL STOP AND DEPARTED. THE FUEL INVOICE WAS PAID AT 1338. ACCORDING TO THE FLYING CLUB, IT IS THEIR WRITTEN AND MEMBER SIGNED POLICY TO REQUIRE ALL MEMBERS TO FILE FLIGHT PLANS FOR FLIGHTS OVER 50 NAUTICAL MILES OR MORE, AND ALL CROSS-COUNTRY FLIGHT DESTINATIONS ARE TO BE GIVEN TO THE OPERATOR. INFORMATION RECOVERED FROM A NOTEPAD FOUND IN THE WRECKAGE DOCUMENTED A FLIGHT ROUTE FROM BROOMFIELD (JEFFCO), MONARCH PASS, BLUE MESA, DOVE CREEK, PAGE, AND LAS VEGAS, FOR A TOTAL DISTANCE OF 545 MILES. 20001105024309I (-23) POWERLINE PATROL, MADE HIGH RECON OF THE INTENDED LANDING SITE, COMMENCED APPROACH TO LAND, BROKE OFF APPROACH WHEN LANDING AREA DID NOT APPEAR TO BE SUITABLE. A/C WAS TURNED INTO THE SUN AND PILOT LOST VISUAL CONTACT WITH TOWER GUIDE WIRE UNTIL LAST SECOND, TRIED TO BANK AWAY BUT ROTOR BLADE TIPS CONTACTED GUIDE WIRE, PILOT THEN MADE A PRECAUTIONARY LANDING. 20001105025229A (-23) READ MY ATTACHED PTRS REPORT FIRST FOR DETAILS! THIS OWNER/OPERATOR WAS PERFORMING A MAXIMUM CLIMB AFTER TAKE-OFF AND THE ENGINE LOST POWER AT APPROX. 300 FEET AGL WHEN NEARING THE MID-POINT OF THE RUNWAY. THE PILOT STATED HE TRIED TO TURN NINETY DEGREES TO MAKE THE PERIMETER ROAD INSIDE THE AIRPORT BOUNDARIES, BUT IMPACTED THE BERM OF THE ROAD, TORE OFF HIS LANDING GEAR, HIT ON HIS RIGHT WING, CAREENED ACROSS THE ROAD, STRUCK HIS LEFT WING, DEFORMED HIS FUSELAGE, AND CAME TO REST UPRIGHT. THE PILOT, SOLE OCCUPANT, WAS NOT INJURED. POST ACCIDENT INVESTIGATION FINDINGS INDICATE THE ENGINE COULD HAVE HAD FUEL STARVATION OR IT HAS SOME INTERNAL DEFECT CAUSING IT TO BURN OIL. THE FAA RNO FSDO CONDUCTED AN EXAMINATION OF THE ENGINE WITHOUT FINDINGS, BUT DISCOVERED A POTENTIAL PROBLEM WITH THE FUEL TANK SELECTOR VALVE. A MALFUNCTION OR DEFECT REPORT WAS SUBMITTED DESCRIBING OUR FINDINGS. (.19) ON NOVEMBER 5, 2000, AT 1210 HOURS PACIFIC STANDARD TIME, A CESSNA 185F, N185CY, LOST ENGINE POWER ON DEPARTURE AND IMPACTED TERRAIN ON AIRPORT PROPERTY AT CARSON CITY, NEVADA. THE AIRPLANE WAS OPERATED BY THE OWNER UNDER THE PROVISIONS OF 14 CFR PART 91 AS A PERSONAL FLIGHT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN WAS FILED. A SAFETY BOARD INVESTIGATOR INTERVIEWED THE PILOT. HE STATED THAT ON CLIMB OUT THE ENGINE "GOT QUIET," AND THERE WAS A SUBSEQUENT LOSS OF ENGINE POWER. THE AIRPLANE WAS PAST THE DEPARTURE END OF THE RUNWAY WHEN THE PILOT HAD TO MAKE THE EMERGENCY LANDING. (.4) ON NOVEMBER 5, 2000, AT 1210 HOURS PACIFIC STANDARD TIME, A CESSNA 185F, N185CY, LOST ENGINE POWER ON DEPARTURE AND IMPACTED TERRAIN ON AIRPORT PROPERTY AT CARSON CITY, NEVADA. THE AIRPLANE WAS OPERATED BY THE OWNER UNDER THE PROVISIONS OF 14 CFR PART 91 AS A PERSONAL FLIGHT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE PRIVATE PILOT WAS NOT INJURED. VISUAL METE OROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT AND NO FLIGHT PLAN HAD BEEN FILED. A SAFETY BOARD INVESTIGATOR INTERVIEWED THE PILOT. HE STATED THAT ON CLIMB OUT THE ENGINE "GOT QUIET," AND THERE WAS A SUBSEQUENT LOSS OF ENGINE POWER. THE AIRPLANE WAS PAST THE DEPARTURE END OF THE RUNWAY WHEN THE PILOT MADE THE EMERGENCY LANDING. IN THE PILOT'S WRITTEN STATEMENT TO THE SAFETY BOARD HE INDICATED THAT THERE WAS 80 GALLONS OF FUEL ON BOARD THE AIRPLANE AT THE TIME OF THE ACCIDENT. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR INTERVIEWED THE PILOT. THE PILOT STATED THAT HE WAS CONDUCTING A MAXIMUM ANGLE CLIMB AFTER TAKEOFF WHEN THE ENGINE QUIT. HE TRIED TO TURN 90 DEGREES TO THE RUNWAY TO LAND ON A PERIMETER ROAD INSIDE THE AIRPORT, HOWEVER, THE AIRPLANE IMPACTED A BERM AND SHEARED OFF THE LANDING GEAR, AND SOME OF HIS RIGHT WING. THE AIRPLANE CROSSED THE ROAD, THE LEFT WING CONTACTED THE GROUND, AND "DEFORMED HIS FUSELAGE." THE PILOT FURTHER STATED THAT DURING THE ENGINE FAILURE HE DID NOT LOOK AT OR SWITCH ANYTHING INSIDE THE AIRPLANE. THE ENGINE SURGED A COUPLE OF TIMES AS IF IT WAS RUNNING OUT OF FUEL. ACCORDING TO WITNESSES INTERVIEWED BY THE FAA, THE ENGINE POPPED TWO OR THREE TIMES AND BLEW OUT PUFFS OF WHITE/BLUISH SMOKE, LIKE IT WAS BURNING OIL BEFORE IT QUIT. AN ENGINE INSPECTION WAS CONDUCTED UNDER THE SUPERVISION OF THE FAA INSPECTOR. NO DISCREPANCIES WERE NOTED WITH THE IGNITION, INDUCTION, EXHAUST, OIL, OR FUEL SYSTEMS. THE COMPRESSION CHECK WAS NORMAL. THE ONLY ITEM OF NOTE WAS THE FUEL SELECTOR VALVE. THE INSPECTOR NOTED THAT THE VALVE HAS A PLASTIC 20001105030889I (-23) ABORT INITATED AT APPROX. 130KTS DUE TO FUMES AND HAZE/SMOKE IN COCKPIT. A/C HAD NEW #2 ENGINE INSTALLED. FUMES OF UNKNOWN ORIGINA NOTICED AT APPROX. 110-115KTS. VISUAL IMPAIRMENT OCCURRED SHORTLY THEREAFTER, STANDARD ABORT PROCEDURES FOLLOWED. CLEARED RUNWAY, SHUTDOWN ENGINE TO ALLOW FIRE PERSONNEL TO INSPECT BRAKES AND ENGINE. RETURNED TO GATE WITHOUT INCIDENT. 20001105031819I (-23)AFTER LANDING ON RUNWAY 1R AT FAIRBANKS INTERNATIONAL AIRPORT, ^PRIVACY DA^ ENCOUNTERED A RIGHT GUSTY CROSSWIND WHICH CAUSED THE AIRCRAFT TO TURN TO THE RIGHT. ^PRIVACY DA^ UNDER-CORRECTED WITH RUDDER AND THE AIRCRAFT TURNED TOWARDS THE RIGHT SIDE OF THE RUNWAY. HE TRIES TO USE THE BRAKES WITHOUT SUCCESS. THE AIRCRAFT EXITED THE RIGHT SIDE OF THE RUNWAY AT ABOUT 1,500 FEET FROM THE APPROACH END OF RUNWAY 1R. THE AIRCRAFT TRAVELED 25 FEET OFF OF THE RUNWAY THROUGH THE SNOW, AND NOSED OVER. ^PRIVACY DA^ EXITED THE AIRCRAFT UNHARMED AND PULLED THE TAIL DOWN. THE ONLY DAMAGE SUSTAINED TO THE AIRCRAFT WAS A BENT PROPELLER. 20001105032809A (-23) PRIVATE PILOT, WITH ONLY 52 HOURS OF FLIGHT EXPERIENCE, FLEW INTO MARGINAL WEATHER CONDITIONS. APPARENT DECISION BY PILOT NOT TO RETURN TO POINT OF ORIGIN OR OTHER CLEAR LANDING AREA. THE PILOT AND HIS PASSENGER RECEIVED FATAL INJURIES AND THE A/C WAS DESTROYED WHEN FLOWN INTO TREES ON A HILLSIDE. 20001105038139I (-23) ON SUNDAY, NOVEMBER 5, 2000, AT 1225 EST, A BOEING 727, N511DA, FLIGHT 780, OPERATED BY DELTA AIRLINES, REPORTED AN UNSAFE LANDING GEAR INDICATION. A GO-AROUND WAS INITIATED. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. THE MAINTENANCE PERSONNEL FROM CINCINNATI WERE FLOWN IN TO PERFORM AN INSPECTION ON THE LANDING GEAR SYSTEM AND CONDUCT AN OPERATIONAL CHECK. THEY COULD NOT FIND ANYTHING WRONG WITH THE SYSTEM. THE FLIGHT CREW EXTENDED THE LANDING GEAR PAST THE DOWN DETENT. AN OPERATIONAL CHECK WAS SATISFACTORY AND AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001105039369I (-23) THE PILOT HEARD A LOUD NOISE WHEN HE LOWERED THE LANDING GEAR, THE NOSE WHEEL GEAR LIGHT FAILED TO ILLUMINATE, INDICATION THAT THE NOSE GEAR FAILED TO EXTEND OR LOCK. THE PILOT LANDED ON THE MAIN GEAR, SHUT DOWN THE ENGINES HELD THE NOSE-OFF THE RUNWAY UNTIL THE AIRSPEED BLEDOFF AND THE NOSE OF THE A/C SETTLED TO THE GROUND CAUSING MINOR DAMAGE TO THE NOSE OF THE A/C. 20001106015739A (-23) THE A/C ARRIVED IN THE VICINITY OF THE SELMA, CA. AIRPORT APPROX. 0400 LOCAL TIME WITH A CREW OF ONE AND ONE PAX. ON BOARD. INFORMATION RECEIVED VIA THE FRESNO COUNTY SHERIFF DEPT. STATED THAT THE A/C ATTEMPTED TWO (2) LANDINGS ON RUNWAY 28 WITHOUT SUCCESS. A THIRD LANDING ATTEMPT WAS MADE TO RUNWAY 10. THE A/C STRUCK A IRRIGATION CANAL AND GRAPE VINEYARD THAT IS ON THE APPROACH END OF RUNWAY 10. THE SHERIFF DEPT. REPORTED THAT THERE WAS GROUND FOG ON THE AIRPORT AT THE TIME OF THE ACCIDENT. INVESTIGATION AS OF THIS TIME DOES NOT INDICATE ANY MECHANICAL MALFUNCTIONS OF A/C. THE AIRPORT RUNWAY LIGHTS WERE REPORTED TO BE OPERATIVE AT THE TIME OF THE ACCIDENT. (.4) ON NOVEMBER 6, 2000, ABOUT 0400 HOURS PACIFIC STANDARD TIME, A CESSNA 340A, N12273, OPERATED BY AIR SAN LUIS OF SAN LUIS OBISPO, CALIFORNIA, WAS DESTROYED DURING COLLISION WITH TERRAIN WHILE ON APPROACH TO LAND AT SELMA, CALIFORNIA. THE AIRLINE TRANSPORT RATED PILOT WAS FATALLY INJURED, AND THE PASSENGER RECEIVED SERIOUS INJURIES. THE FLIGHT WAS OPERATING AS AN ON-DEMAND AIR TAXI UNDER 14 CFR PART 135, AND A COMPANY FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT PASO ROBLES, CALIFORNIA, ABOUT 0320. THE PILOT OBTAI NED TWO ABBREVIATED WEATHER BRIEFINGS FROM THE FEDERAL AVIATION ADMINISTRATION (FAA) HAWTHORNE, CALIFORNIA, FLIGHT SERVICE STATION ON THE MORNING OF THE ACCIDENT. THE AIRPLANE DEPARTED THE COMPANY BASE AT SAN LUIS OBISPO, ABOUT 0235, FOR THE PASSENGER PICKUP AT PASO ROBLES. ACCORDING TO CHARTER LOAD MANIFEST PAPERWORK RECOVERED AT THE ACCIDENT SITE, THE AIRPLANE LANDED AT PASO ROBLES AT 0250. THE PILOT WAS TO RETURN AN ORGAN TRANSPLANT NURSE/PASSENGER TO SELMA, WHERE HER CAR WAS PARKED. EN ROUTE TO SELMA, THE PILOT WAS RECEIVING VISUAL FLIGHT FOLLOWING FROM OAKLAND, CALIFORNIA, AIR ROUTE TRAFFIC CENTER. IN THE VICINITY OF SELMA THE PILOT REPORTED TWICE, WHEN ASKED, "DO YOU HAVE THE AIRPORT IN SIGHT" THAT HE MIGHT NOT BE ABLE TO SEE THE AIRPORT UNTIL HE WAS OVER THE TOP OF IT. SUBSEQUENTLY THE AIRPORT WAS REPORTED TO BE IN SIGHT AND THE VFR SERVICE WAS CANCELLED. ACCORDING TO LOCAL AREA WITNESSES, THE AIRPLANE MADE TWO ATTEMPTS TO LAND ON RUNWAY 28, AND THE FINAL APPROACH TO RUNWAY 10. WITNESSES, INCLUDING THE AIRPORT MANAGER, REPORTED THAT GROUND FOG WAS OBSCURING THE AIRPORT, WITH THE MANAGER'S ESTIMATE OF APPROXIMATELY 500 FEET OF HORIZONTAL VISIBILITY. THE MANAGER STATED THAT YO COULD LOOK UP AND SEE STARS. THE AIRPLANE COLLIDED WITH A GRAPE VINEYARD POLE, AND THEN THE WEST EMBANKMENT OF A CANAL RUNNING NORTHEAST ACROSS THE APPROACH END OF RUNWAY 10. ALL THREE LANDING GEAR WERE SEVERED FROM THE AIRPLANE. IT THEN COLLIDED WITH THE EAST EMBANKMENT, ABOUT 250 FEET SHORT OF THE RUNWAY 10 THRESHOLD. THERE ARE NO LIGHTS PRIOR TO THE THRESHOLD GREEN/RED LIGHTS. 20001106017429I (-23) INSTRUCTOR-PILOT STATED THAT STUDENT WAS PERFORMING TOUCH AND GO LANDINGS. ON TAKEOFF, A DEER RAN IN FRONT OF THE A/C AND WAS STRUCK BY LEFT WING AND LANDING GEAR. INSTRUCTOR AND STUDENT WERE NOT INJURED. A/C RECEIVED MINOR DAMAGE. SUBMISSION OF THIS REPORT CLOSED THIS INCIDENT. 20001106018339I (-23) PILOT IN COMMAND REPORTED SMOKE IN THE COCKPIT - LANDED NEAR /0B/ AT HIGHWAY U.S. 27 AND PINES BOULEVARD-A/C CAUGHT FIRE, TWO (2) SOLES ON BOARD-NO INJURIES WERE REPORTED (HH REPORT). PILOT AND STUDENT SAID THEY DEPARTED HOLLYWOOD/NORTH PERRY AIRPORT (HWO) TO TRAIN IN THE PRACTICE AREA OVER THE PUMPING STATION THAT IS NORTH WEST OF (HWO) AIRPORT. AFTER TRAINING FOR A SHORT PERIOD OF TIME, BOTH SMELLED SOMETHING BURNING WHICH SMELLED LIKE PLASTIC. THE PILOT DECIDED TO RETURN TO (HWO) AIRPORT, BUT, LOST POWER IN THE AIRCRAFT, AND WAS FORCED TO LAND ON U.S. 27 ON THE SOUTH BOUND LANE. BOTH THE PILOT AND THE STUDENT REPORTED THAT THEY HEARD WHAT SOUNDED LIKE A BACK FIRE COMING FROM THE ENGINE JUST PRIOR TO TOUCH DOWN ON U.S. 27. THEY LANDED SAFELY, BUT THE ENGINE BURST INTO FLAMES SHORTLY AFTER TOUCH DOWN. THE PILOT AND STUDENT PUSHED THE AIRCRAFT CLEAR OFF THE HIGHWAY AND THE FIRE DEPARTMENT, WHICH WAS APPROXIMATELY 1/2 MILE AWAY, CAME AND EXTINGUISED THE FIRE. THERE WERE NO INJURIES OR FATALITIES. THE ENGINE WAS COMPLETELY DESTROYED AND THE ENGINE COMPARTMENT AND COWL SUSTAINED SOME MINOR DAMAGE. THE ENGINE MOUNTS, WHICH ARE PART OF THE AIRFRAME, WERE NOT DAMAGED. THIS IS CLAS SIFIED AS AN INCIDENT. 20001106026609I (-23) COMAIR FLIGHT 882 DEPARTED OMAHA, NE., ENROUTE TO CINCINNATI, OH. AFTER DEPARTURE WHEN THE CREW RETRACTED THE FLAPS THEY RECEIVED A YELLOW CAUTION LIGHT AND DISPLAY INDICATING THE FLAPS WERE STUCK AT 8 DEGREES. THE A/C RETURNED TO OMAHA. CONTRACT MAINTENANCE VERIFIED THE FLAPS WERE AT 8 DEGREES, RESET THE CIRCUIT BREAKERS, CYCLED THE FLAPS, AND RETURNED THE A/C TO SERVICE PER AIRWORTHINESS DIRECTIVE (AD) 98-20-01. 20001106027929A (-23) ON NOVEMBER 6, 2000, AT 1748 MST, A CESSNA 152, N95262, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING IN A CHILI FIELD 1/2 MILE EAST OF THE ROSWELL INDUSTRIAL AIR CENTER IN ROSWELL, N.M. THE AIRPLANE WAS RETURNING TO THE AIRPORT AT NIGHT IN VFR CONDITIONS FOLLOWING A TRAINING FLIGHT THAT LASTED APPROX. 1 HOUR. THE POST ACCIDENT ON SCENE INVESTIGATION BY AN FAA INVESTOR REVEALED ONLY 1 PINT OF FUEL IN EACH FUEL TANK. THE INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. (.4) ON NOVEMBER 6, 2000, AT 1747 MOUNTAIN STANDARD TIME, A CESSNA 152, N95262, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR ROSWELL, NEW MEXICO. THE AIRLINE TRANSPORT PILOT FLIGHT INSTRUCTOR AND HIS STUDENT WERE NOT INJURED. GREAT SOUTHWEST AVIATION, INC., ROSWELL, NEW MEXICO, WAS OPERATING THE AIRPLANE UNDER TITLE 14 CFR PART 91. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL, INSTRUCTIONAL FLIGHT THAT ORIGINATED APPROXIMATELY 30 MINUTES BEFORE THE ACCIDENT. THE FLIGHT INSTRUCTOR HAD NOT FILED A FLIGHT PLAN. ACCORDING TO THE FLIGHT INSTRUCTOR, THE ENGINE STOPPED PRODUCING POWER, AND HE PERFORMED A NIGHT FORCED LANDING TO A "DARK AREA. " DURING THE FORCED LANDING, THE AIRPLANE IMPACTED A TRANSMISSION WIRE. SUBSEQUENTLY, DURING THE LANDING SEQUENCE, THE LEFT WING AND LEFT HORIZONTAL STABILIZER WERE DAMAGED. POSTACCIDENT EXAMINATION OF THE AIRPLANE BY A MECHANIC REVEALED 1 PINT OF FUEL REMAINING IN EACH WING TANK. THE FLIGHT INSTRUCTOR SAID THAT HE WATCHED HIS STUDENT PERFORM THE PREFLIGHT, BUT WAS DISTRACTED BY A CONVERSATION WITH A FELLOW EMPLOYEE. THE FLIGHT INSTRUCTOR SAID THAT HE DID NOT VISUALLY CHECK THE FUEL TANKS HIMSELF. 20001106028299I (-23) UPON TOUCHDOWN AT BUFFALO, PILOT COULD NOT STOP PLANE IN THE RAIN. AIRPLANE OVER RAN RUNWAY, NOSE GEAR COLLAPSED IN THE MUD. TWO OF 4 PROP TIPS BENT. RADOME CRACKED. NO DAMAGE TO WINGS. NO APPARENT STRUCTURAL DAMAGE TO AIRFRAME. 20001107017139A (-23) AT ABOUT 1430 LOCAL TIME MR. SMITH LANDED ON A FROZEN LAKE ON THE FISH RIVER FLATS. AS HE WAS TAXIING UP TO THE SHORE HIS RIGHT MAINGEAR BROKE THROUGH THE ICE. THE A/C RIGHT MAINGEAR LEG BROKE AND THE LEFT LIFT STRUCTURES BENT. MR .SMITH DID NOT RECEIVE ANY INJURIES. 20001107018979I (-23)N875G(CL600) WAS SOUTHEAST BOUND, WAGES DIRECT AMOUNT DIRECT AND CLIMBING TO FL350. ASA 749 (B734/R) WAS WESTBOUND PMD DIRECT AVE FL350. WHILE IN THE CLIMB TO FL370 N875G RESPENDED TO A TCAS ADVISORY AND DESCENDED FROM FL349 TO FL336. N875G AHD BEEN ISSUED A LEFT TURN TO A HEADING OF 100 DEGREES BUT DID NOT TURN AS HE WAS RESPONDING TO THE TCAS ADVISORY. STANDARD SEPERATION WAS LOST. THE AIRCRAFT PASSED WITHIN 3.59 MILES AND 1500 FT. PILOT RESPONDED TO TCAS R/A PROPERLY AND WAS UNDER ATC CONTROL AT ALL TIMES. NO FURTHER ACTION REQUIRED. 20001107024149I (-23) ON NOVEMBER 17, 2000 AT 1625 EST, A AEROSPATIALE ATR42-300, N282AT, OPERATED BY AMERICAN EAGLE AIRLINES, FLIGHT 382, FROM REGIONAL SOUTHWEST FLORIDA INTERNATIONAL AIRPORT (RSW), FL. TO MIAMI, FL. FLIGHT ATTENDANT REPORTED BURNING RUBBER FROM AROUND GALLEY AREA. A/C RETURNED TO RSW AND LANDED WITHOUT INCIDENT. SUBSEQUENT INVESTIGATION FOUND THE INSULATION FOR THE HOT JUG (COFFEE MAKER) MELTED ONTO THE CONNECTOR. THE CIRCUIT BREAKER DID NOT OPEN. THE CONNECTOR WAS REMOVED AND REPLACED AND A SERVICE DIFFICULTY REPORT SUBMITTED. 20001107024479I (-23) A/C OPERATED BY MAGNA INTERNATIONAL (CYKZ) ENROUTE FROM IND TO PTK HAD FIRE WARNING LIGHT. AFTER FIRING (2) BOTTLES, LIGHT WENT OUT. A/C LANDED, SINGLE ENGINE WITHOUT INCIDENT. INVESTIGATION REVEALED THAT THE BLEED AIR SEAL WAS LEAKING, CAUSING A OVERHEAT ON THE FIRE WARNING SYSTEM. 20001107024629I (-23) #.IGL1920010008 CHIP LIGHT CAME ON AND APPROX. 20 SECONDS LATER THE ENGINE STARTED RUNNING ROUGH. THE PILOT DECLARED AN EMERGENCY AND DIVERTED TO SPI AND LANDED WITHOUT INCIDENT. INVESTIGATION REVEALED THE ENGINE SUSTAINED A CONNECTING ROD FAILURE. THE ENGINE HAD LESS THAN 20 HOURS SINCE MAJOR OVERHAUL. THE PILOT HAD THE PROPER LOA FROM THE VAN NUYS FSDO. ELECTRONIC M OR D REPORT FILED. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001107030489I (-23)INVESTIGATION SHOWED THAT THIS STUDENT PILOT NEEDED MORE TRAINING FOR CROSSWINDS LANDINGS. THE INSTRUCTOR HAS GIVEN ADDITIONAL INSTRUCTION AND FEELS CROSSWIND LANDINGS HAVE BEEN TAUGHT SO THIS WILL NOT HAPPEN AGAIN. THIS OFFICE FEELS COUNSELING AND ADDITIONAL INSTRUCTION IS SUFFICIENT IN ORDER TO ESTABLISH A GOOD MARGIN OF SAFETY FOR THIS NOT TO HAPPEN AGAIN AND THAT THIS INCIDENT IS CLOSED WITH NO FURTHER ACTION. 20001107038409I (-23) ON NOV 07, 2000 FLIGHT 5084 DEPARTED BDL ENROUTE TO CMH WHEN THE 14TH STAGE DUCT WARNING LIGHT ILLUMINATED AND THE AURAL WARNING WAS HEARD. THE CREW SHUTDOWN THE NUMBER 1 ENGINE AND DIVERTED TO SWF. THE FLIGHT LANDED WITHOUT INCIDENT AND NO INJURIES WERE REPORTED. MAINTENANCE FOUND THE 14 TH STAGE SENSOR SHORTED OUT. THE SENSOR WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20001107038919A (-23) ON NOV. 7, 2000, THE FLIGHT DEPARTED A PRIVATE RUNWAY AT LEWIS LANDING. THE A/C DEPARTED THE RUNWAY AND CLIMBED TO APPROX. 50 FEET AGL WHEN THE ENGINE STOPPED. THE A/C LANDED IN A FIELD ON THE LEFT SIDE OF THE RUNWAY AFTER STRIKING A TREE LINE. THE A/C HAD AN ANNUAL INSPECTION ON 12/99 AND ALL MAINTENANCE WAS PERFORMED PROPERLY. THE A/C WAS USING AUTO FUEL AND HAD AN STC ENTERED IN IT'S LOGBOOK. IT WAS NOTED THAT ALL COMPONENTS OF THE ENGINE WERE OPERATING PROPERLY AND THE A/C HAD FUEL IN ITS TANK. FUEL FILTER WAS FREE OF DIRT AND WATER ALL 4 CYLINDERS HAD GOOD COMPRESSION AND VALVES OPERATED. THE FUEL TANK SHUTOFF WORKED PROPERLY. MAGS CHECKED GOOD. THE ENGINE STOPPED BECAUSE OF FUEL EXHAUSTION. (.4)ON NOVEMBER 7, 2000, ABOUT 1100 EASTERN STANDARD TIME, A PIPER J3C-65, NC33538, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING AFTER TAKEOFF FROM LEWIS LANDING AIRPORT (NK79), NEAR MIDDLETOWN, NEW YORK. THE CERTIFICATED RECREATIONAL PILOT SUSTAINED MINOR INJURIES, AND THE PASSENGER WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. TH E PILOT STATED THAT HE STARTED THE ENGINE, AND LET IT "WARM UP" FOR 10 MINUTES. THEN HE TAXIED TO RUNWAY 26 AT NK79, AND PERFORMED A RUN-UP. EVERYTHING SEEMED NORMAL, AND HE DEPARTED RUNWAY 26. ABOUT 150 FEET ABOVE THE GROUND, THE ENGINE LOST ALL POWER. THE PILOT PERFORMED A FORCED LANDING INTO TREES, AND THE AIRPLANE CAME TO REST ON ITS RIGHT SIDE. THE PILOT ADDED THAT THE AIRPLANE "FELT LIKE IT RAN OUT OF FUEL." HOWEVER, HE STATED THAT THERE WAS PLENTY OF FUEL ONBOARD, AND THE FUEL SELECTOR WAS SELECTED TO THE "ON" POSITION. HE FURTHER STATED THAT THE FUEL SELECTOR WOULD HAVE TO BE "ON" FOR THE AIRPLANE TO IDLE FOR 10 MINUTES, TAXI, AND RUN-UP. HE BELIEVED THAT THE FUEL VALVE MIGHT HAVE VIBRATED PARTIALLY CLOSED. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE AIRPLANE. WHILE ROTATING THE CRANKSHAFT BY HAND, HE OBTAINED THUMB COMPRESSION AND CONFIRMED VALVE TRAIN CONTINUITY ON ALL CYLINDERS. HE ALSO ROTATED BOTH MAGNETOS BY HAND, AND THEY PRODUCED SPARK AT ALL LEADS. THE INSPECTOR ADDED THAT FUEL WAS LEAKING OUT OF THE AIRPLANE AFTER THE ACCIDENT, AND A WITNESS MOVED THE FUEL SELECTOR TO THE "OFF" POSITION. AFTER THE SCENE WAS SECURE, THE WITNESS FELT THAT HE SHOULD LEAVE THE AIRPLANE AS IT WAS FOUND IMMEDIATELY AFTER THE ACCIDENT, AND MOVED THE FUEL SELECTOR BACK TO THE "ON" POSITION. THE INSPECTOR DID NOT OBSERVE FUEL IN THE CARBURETOR, BUT DID OBSERVE FUEL IN THE GASCOLATOR. HOWEVER, HE REITERATED THAT THE AIRPLANE WAS SOMEWHAT INVERTED AND THE FUEL SELECTOR WAS MOVED FROM "ON" TO "OFF" TO "ON". ADDITIONALLY, THE FUEL APPEARED ABSENT OF CONTAMINATION. ACCORDING TO THE PILOT, THE AIRPLANE ENGINE WAS MANUFACTURED IN 1963. IT HAD A TOTAL TIME OF 1240.2 HOURS, AND 800.2 HOURS SINCE OVERHAUL. THE OWNER STATED THAT HE MISPLACED THE ENGINE LOGBOOK, AND WAS NOT SURE OF THE EXACT DATE OF OVERHAUL. HE BELIEVED THE ENGINE WAS LAST OVERHAULED SOMETIME DURING THE 1970'S. 20001108019219I (-23) ON NOVEMBER 8, 2000 A/C N2GE, CESSNA 401, SERIAL NUMBER 401-0088, ENCOUNTERED A NUMBER TWO (2) ENGINE FAILURE AFTER TAKEOFF FROM DALLAS, LOVEFIELD. THE PILOT REPORTED THAT AT APPROX. 02:00 CDT WHILE ON FLIGHT FROM DALLAS, TEXAS TO SAN ANTONIO, TEXAS ENCOUNTERED A SITUATION IN WHICH THE #2 ENGINE LOST MANIFOLD AND OIL PRESSURE. HE IMMEDIATELY FEATHERED THE ENGINE, AFTER FEATHERING HE NOTIFIED ATC AND LOOKED FOR A PLACE TO LAND. WACO, TX HAD THE NEAREST ILS. DUE TO LOW VISIBILITY, CEILING AND TWENTY KNOT TAILWIND, HE CHOSE TO RETURN TO DALLAS LOVE FIELD WITH #2 ENGINE INOPERATIVE. HE DECLARED AN EMERGENCY AND PROCEEDED DIRECT TO DALLAS. HE RECEIVED VECTORS FOR THE ILS 31 AND LANDED WITHOUT FURTHER INCIDENT. 20001108021259I (-23) STUDENT PILOT WAS MAKING FIRST SOLO FLIGHT AT (OMA), ON FIRST LANDING. THE PILOT STATED THAT EVERYTHING WAS NORMAL ON APPROACH. AFTER THE THRESHOLD THE PILOT WENT TO FLARE AND PULLED BACK TOO HARD ON THE YOKE CAUSING THE A/C TO BOUNCE ON THE RUNWAY. THE A/C BOUNCED TWICE PRIOR TO THE NOSE LANDING GEAR WHEEL BREAKING LOOSE. DAMAGE TO THE A/C CONSISTED OF MINOR DAMAGE TO THE NOSE LANDING GEAR. THE PROPELLER AND THE ENGINE MOUNT WHICH WAS BENTAT THE NOSE LANDING GEAR STRUT HOUSING. THE PILOT WAS NOT INJURED AND DAMAGE TO THE A/C IS MINOR IN NATURE. 20001108024299I (-23) HIT DEER ON LANDING-MINOR DAMAGE TO A/C 20001108024319I (-23) KSS709, A BE-400-A, ENROUTE FROM FAIRFIELD IA (FFL) TO MINNEAPOLIS, MN (MSP), DIVERTED TO ROCHESTER, MN (RST), DUE TO SMOKE IN THE COCKPIT. THE A/C LANDED AT RST AT 2343Z (1743C) WITHOUT INCIDENT. 20001108028059I (-23) THE A/C WAS TAXIING TO THE END OF THE PARKING ROW. THERE WAS A PORTABLE DEICING TOWER AT THE END OF THE PARKING ROW. AS THE CAPTAIN WAS GUIDED INTO POSITION BY THE RAMP AGENT, THE A/C STRUCK THE PORTABLE DEICE TOWER. THERE WAS MINOR DAMAGE TO THE A/C AND NO INJURIES TO PASSENGERS OR CREW. 20001108036269I (-23) OTHER FORM BIRD STRIKE REPORT, FAA FORM 5200-7 ON NOVEMBER 8, 2000, APPROXIMATELY 1800 CST, BE-1900D, N237YV, WAS INVOLVED IN A RH WING LEADING EDGE BIRD STRIKE WHILE ENROUTE FROM LINCOLN, NE, TO OMAHA, NE, UNDER AIR MIDWEST FLIGHT 5738. THE PIC REPORTED IMPACT APPROXIMATELY 40 MILES WEST OF OMAHA AT AN ALTITUDE OF 4000 FEET. THE DAMAGE WAS LIMITED TO THE RH WING LEADING EDGE FUEL TANK. THE AIRCRAFT ALNDED AT EPPLEY AIRFIELD, OMAHA, NE., WITHOUT FURTHER INCIDENT. NO INJURIES WERE REPORTED. 20001108038069I (-23) PILOT AND STUDENT DEVELOPED ENGINE TROUBLE (RUNNING ROUGH) AND LOSS OF OIL PRESSURE, FOLLOWED BY COMPLETE POWER LOSS WHILE CONDUCTING INSTRUMENTTRAINING FLIGHT AND LANDED IN A FIELD NEAR ADAMS, NY. CFI INITIALLY BELIEVED PROBLEM WAS CARBURETOR ICING (SEE PILOT STATEMENT). UPON INSPECTION DISCOVERED ENGINE SEIZED WITH ENGINE OIL COVERING BOTH THE ENGINE COMPARTMENT AND BOTTOM OF FUSELAGE, ALONG BELLY, WITH NO OIL REMAINING ON DIPSTICK. SOURCE OF OIL LEAK AND/OR ENGINE FAILURE COULD NOT BE DETERMINED ON SITE DUE TO LIMITED ACCESS TO AIRCRAFT (OWNER NOT PRESENT). NO OTHER DAMAGE TO AIRFRAME NOTED AND NO INJURIES REPORTED. OWNER STATED DURING PHONE INTERVIEW THAT AN ENGINE CYLINDER WAS CHANGED RECENTLY. AIRCRAFT MAINTENANCE RECORDS REQUESTED AND WILL BE SENT FOR REVIEW. 20001108038739A (-19) ON NOVEMBER 8, 2000, AT 1800 CENTRAL STANDARD TIME, A SAAB-340-B, N402XJ, OPERATED BY MESABA AVIATION, INC., WAS SUBSTANTIALLY DAMAGED WHEN THE AIRPLANE IMPACTED A FLOCK OF GEESE DURING AN APPROACH FOR LANDING. THE WINDSHIELD WIPER WAS TORN FROM THE AIRPLANE. THE LEFT COMPOSITE PROPELLER EXHIBITED IMPACT MARKS AND CHORDWISE SCRATCHING ON THE FACE OF A PROPELLER BLADE. METAL FRAGMENTS PUNCTURED THE LEFT SIDE OF THE FUSELAGE AND ONE OF THE FRAGMENTS HIT A PASSENGER IN THE LEG. THE AIRPLANE LANDED WITHOUT INCIDENT. THE PASSENGER WAS TAKEN TO A LOCAL HOSPITAL FOR MEDICAL TREATMENT FOR MINOR INJURIES. THE PILOT, COPILOT, FLIGHT ATTENDANT, AND THE REMAINING 21 PASSENGERS WERE NOT INJURED. THE 14 CFR PART 121 MESABA FLIGHT 2831 HAD DEPARTED MINNEAPOLIS-ST. PAUL INTERNATIONAL AIRPORT (MSP), MINNEAPOLIS, MINNESOTA, AND LANDED AT THE ABERDEEN REGIONAL AIRPORT (ABR), ABERDEEN, SOUTH DAKOTA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT PLAN WAS FILED. (-23) ON NOVEMBER 8, 2000, AT APPROXIMATELY 6:00 PM CT, A SAAB M/N 340B, N420XJ, WAS ON APPROACH TO LAND ON RUNWAY 31 AT THE ABERDEEN, SD AIRPORT (ABR ), WHEN AT ABOUT 600 FEET AGL THE AIRCRAFT HIT A MASSIVE FLOCK OF GEESE AND RECEIVED 10-12 BIRD STRIKES. THE AIRCRAFT FLIGHT #MES2831, OPERATED BY MESABA AIRLINES (MALA), WAS ON A COMMERCIAL FLIGHT FROM MINNEAPOLIS, MN (MSP) EN ROUTE TO ABERDEEN, SD (ABR), UNDER CFR PART 121 WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. ONE PASSENGER RECEIVED A SERIOUS INJURY. 20001108039729A (-23)DURING THE SECOND INTERVIEW, MR. MULVEY EXPLAINED AND CONFIRMED HE DID NOT POSSESS A CURRENT MEDICAL DURING THIS FLIGHT, WHICH ENDED IN AN ACCIDENT. DUE TO THE MECHANICAL PROBLEMS OF THE AIRCRAFT, ^PRIVACY DATA OMITTED^ THIS MATTER IS CONSIDERED CLOSED. 20001109016279A (-23) ON LANDING ON A DIRT UNIMPROVED STRIP, HEADING APPROXIMATELY NORTHWEST, A/C HIT HARD, BOUNCED AND DRIFTED TO THE RIGHT, GOING THROUGH ROCKS AND BRUSH. A/C CAME TO REST OFF THE RIGHT SIDE OF THE LANDING AREA, FACING APPROXIMATELY SOUTHWEST. 20001109019019I (-23)ENROUTE FROM MDW TO MHT THE FLIGHT EXPERIENCED A LOSS OF CABIN PRESSURE AT FLIGHT LEVEL 370, DURING THE DESCEND TO 10,000 FEET THE CABIN PRESSURE WAS REPORTED TO REACH 24,000 FEET. THE OXYGEN MASKS DEPLOYED, HOWEVER THERE WERE SIX PSU LOCATIONS THAT FAILED TO ACTIVATE THE OXYGEN GENERATORS AND START THE FLOW OF OXYGEN. THE INITIAL CAUSE OF THE LOSS OF PRESSURIZATION WAS A FAILURE TO THE CABIN OUTFLOW VALVE CONNECTOR. THE CONNECTOR WAS REPLACED AND CORRECTED THE MALFUNCTION OF THE PRESSURIZATION SYSTEM. THE CAUSE OF THE OXYGEN GENERATOR ACTIVATION FAILURE IS STILL UNDER INVESTIGATION BY THE SWA, CMU, SWA, FAA, AEG, AND BOEING. 20001109022019I (-23) A/C HIT DUCKS APPROX. ONE MILE FINAL 35L. DAMAGE TO RADOME, LEFT WING, LEFT LEADING EDGE SLAT. A/C FERRIED TO AMS IN PHOENIX FOR REPAIRS. 20001109022029I (-23) WHILE TAXIING PILOT ATTEMPTED TO COPY IFR CLEARANCE, LOST DIRECTIONAL CONTROL AND TAXIED OFF TAXIWAY INTO TAXIWAY DIRECTION SIGNS, AND CAME TO REST IN FIELD. 20001109032889A (-23) ON NOVEMBER 9, 2000, A CESSNA 182P, N9187G, NOSED OVER DURING A LANDING ROLLOUT ON RWY 11R AT THE TUCSON INTERNATIONAL AIRPORT VFR CONDITIONS PREVAILED FOR THIS PART 91 OPERATION. THE A/C WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT AND PAX RECEIVED MINOR INJURIES, ACCORDING TO ATC THE A/C LOOKED A LITTLE STEEP ON APPROACH. THE A/C PASSED THE LANDING THRESHOLD AND THEN BOUNCED ON THE RUNWAY AND PORPOISED. THE A/C THEN VEERED OFF THE RUNWAY AND NOSED OVER IN THE DIRT SHOULDER. THE FLIGHT SCHOOL OPERATOR REPORTED THE NOSE WHEEL ASSEMBLY WAS FOUND APPROX. 300 FEET FROM THE MAIN WRECKAGE. THE A/C TIRE REMAINED ON THE WHEEL AND THE WHEEL'S RIM WAS BENT. (.4) ON NOVEMBER 9, 2000, AT 1033 HOURS MOUNTAIN STANDARD TIME, A CESSNA 182P, N9187G, OPERATED BY LEADING EDGE AVIATION, INC., TUCSON, ARIZONA, NOSED OVER DURING LANDING ROLLOUT ON RUNWAY 11R AT THE TUCSON INTERNATIONAL AIRPORT, TUCSON. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AREA PERSONAL FLIGHT THAT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT AND PASSENGER RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED FROM NOGALES, ARIZO NA, ABOUT 0955. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA) QUALITY ASSURANCE STAFF (AWP-505), THE AIR TRAFFIC CONTROLLER ON DUTY AT THE TIME OF THE ACCIDENT INDICATED THAT THE ACCIDENT AIRPLANE'S APPROACH LOOKED "A LITTLE STEEP." ACCORDING TO THE CONTROLLER, THE AIRPLANE PASSED OVER THE LANDING THRESHOLD AND THEN PORPOISED ON THE RUNWAY. THE SECOND TIME THE AIRPLANE TOUCHED DOWN THE NOSE WHEEL APPEARED TO MOVE BACKWARD. DURING THE THIRD TOUCHDOWN, THE NOSE WHEEL COLLAPSED. THEREAFTER, THE AIRPLANE SLID FORWARD ON ITS NOSE APPROXIMATELY 100 FEET AND FLIPPED OVER. THE TUCSON AIRPORT POLICE REPORTED FINDING THE NOSE WHEEL SEPARATED FROM THE AIRPLANE. THE WHEEL'S RIM WAS OBSERVED BENT INWARD, "AS THOUGH IT HAD BEEN SLAMMED OR HIT AGAINST THE PAVEMENT WITH EXTREME FORCE." THE PILOT INDICATED THAT HIS RECOLLECTION OF THE ACCIDENT SEQUENCE WAS SOMEWHAT INCOMPLETE. HE OPINED, HOWEVER, THAT THE AIRPLANE'S APPROACH WAS NORMAL AND THE INITIAL TOUCHDOWN WAS ABOUT AVERAGE, NOT TOO HARD OR SOFT. AFTER THE INITIAL TOUCHDOWN, THE AIRPLANE'S NOSE WHEEL CONTACTED THE RUNWAY THREE MORE TIMES, "EACH TIME MORE VIOLENT." ON THE THIRD "LANDING," THE NOSE GEAR COLLAPSED AND THE PROPELLER IMPACTED THE PAVEMENT. 20001109041819A (-23) AS AIRCRAFT N4803S WAS ON FINAL APPROACH TO RUNWAY 09 AT LIME VILLAGE. THE WEATHER AT THE TIME WAS LIGHT RAIN AND THE TEMPERATURE AROUND 39 DEGREES F. THE PIC EXPERIENCED A ROUGH RUNNING ENGINE. THE PIC APPLIED CARBURETOR HEAT AND THE ENGINE QUIT RUNNING. THE PIC DID NOT HAVE TIME TO TRY FOR A RESTART OF THE ENGINE AND THE AIRCRAFT TOUCHED DOWN APPROXIMATELY 200 FEET SHORT OF THE RUNWAY COLLAPSING THE LANDING GEAR, WHICH CAUSED SUBSTANTIAL DAMAGE TO THE UNDERCARRIAGE AND PROPELLER. 20001109043119A (-23) N731AC, AN SA-226 OPERATED BY SUPERIOR AVIATION INC., HAULING CANCELLED CHECKS OUT OF FWA AIRPORT, CRASHED SHORTLY AFTER TAKEOFF ON 11/09/00. THE PILOT, THE ONLY PERSON ON BOARD THE AIRCRAFT, WAS KILLED. FAA INVESTIGATOERS, D. KEPPLE, R. HELBING AND R. KONEFUL ASSISTED NTSB SAFETY INVESTIGATOR E. MALINOWSKI AT THE CRASH SCENE, ALSO PRESENT WERE REPRESENTATIVES FROM GARRETT ENGINE AND SWEARINGEN AIRCRAFT. PRELIMINARY INVESTIGATION OF THE ACCIDENT HAS NOT REVEALED THE CAUSE AT THIS TIME. THERE ARE SOME INDICATIONS OF THE POSSIBILITY OF A FIRE ON BOARD THE AIRCRAFT PRIOR TO IMPACT. 20001109043459A (-23) ON NOVEMBER 9, 2000, APPROXIMATELY 1730 LOCAL, N513FL, A 1971 PIPER PA-28-140, DEPARTED COLLEGE PARK, MARYLAND (CGS) BOUND FOR GREENVILLE, SOUTH CAROLINA UNDER VISUAL FLIGHT RULES. WASHINGTON ARTCC TRACKED THE AIRCRAFT FROM PRIMARY RADAR HITS DEPARTING COLLEGE PARK, MD, PROCEEDING TO GEORGETOWN, NDB, THEN SOUTH TO MANASSAS, VA. THE AIRCRAFT PROCEEDED BY MANASSAS, VA IN A STRAIGHT LINE ON A HEADING OF 235 DEGREES PAST LYNCHBURG, VA, TO PATRICK COUNTY, VA, WHERE THE AIRCRAFT IMPACTED BULL MOUNTAIN AT AN APPROXIMATE ALTITUDE OF 2700 FEET ABOVE SEA LEVEL. THE PILOT, DAVID SANKEY, SUSTAINED FATAL INJURIES. 20001110018769I (-23)AFTER TAKEOFF, CLIMB ESTABLISH CRUISE, PILOT NOTICED ENGINE VIBRATION AND SMOKE COMING FROM COWL. CONTACTED ABQ CENTER WHEN ENGINE QUIT COMPLETLY. PILOT DECLARED EMERGENCY AND ESTABLISHED GLIDE. AIRCRAFT LANDED OFF AIRPORT ON HARD PAN SOIL WITHOUT FURTHER DAMAGE TO AIRCRAFT. PILOT NOTIFIED ABQ CENTER THROUGH RELAY THAT THERE WERE NO INJURIES. ENGINE HAD LOST THE NUMBER 2 CONNECTOR ROD CONTINUITY THROUGH FAILURE OF ROD ITSELF. 20001110021679I (-23) THE COCKPIT FILLED WITH ELECTRICAL SMOKE JUST AFTER TAKEOFF. PILOT COULD NOT SEE AND WAS HAVING TROUBLE BREATHING, SO HE ELECTED TO LAND STRAIGHT AHEAD IN A PASTURE.A/C CONTACTED A TREE WITH THE RIGHT WING AND LOST THE NOSEWHEEL, CROSSING AN EMBANKMENT INTO A STOCK POND. INCIDENT #2001IGA0010 IS CLOSED. 20001110024489I (-23) THE A/C WAS BEING OPERATED UNDER 14 CFR PART 121 DURING SCHEDULED SERVICE. THE A/C APPROACHED THE DICKINSON, ND AIRPORT UNDER IFR. DURING LANDING, THE PILOT FLYING WAS THE FIRST OFFICER^PRIVA^.THE A/C TOUCHED DOWN 8 TO 10 FEET LEFT OF THE CENTERLINE AND THE A/C DRIFTED OFF THE RUNWAY BEFORE CONTROL INPUT BY THE PIC^PRIVAC^,RETURNED THE A/C TO THE RUNWAY. AN INSPECTION REVEALED SOME DAMAGE TO THE AERODYNAMIC STRAKES AT THE REAR OF THE AIRCRAFT AS WELL AS TO ONE OF THE LEFT HAND PROPELLER BLADES. 20001110038629A (-23) SEE PTRS FTW01LA019 (.4)ON NOVEMBER 10, 2000, APPROXIMATELY 0130 CENTRAL STANDARD TIME, A PIPER PA-28R, SINGLE ENGINE AIRPLANE, N2068T, REGISTERED TO DE AVIATION OF LAPORTE, TEXAS, AND OPERATED BY HARVEY AND RIHN AVIATION OF LAPORTE, TEXAS, WAS SUBSTANTIALLY DAMAGED AFTER COLLIDING WITH A NON-DIRECTIONAL BEACON (NDB) ANTENNA AND A FENCE DURING A FORCED LANDING AFTER TAKE OFF FROM RUNWAY 30 AT THE LAPORTE MUNICIPAL AIRPORT, LAPORTE, TEXAS. THE PRIVATE PILOT AND HIS 3 PASSENGERS WERE NOT INJURED. BRIGHT NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT REPORTED THAT HE AND HIS 3 PASSENGERS INTENDED TO MAKE A SCENIC NIGHT FLIGHT AROUND THE LOCAL AREA. AFTER A NORMAL PREFLIGHT AND RUN-UP, THE PILOT TAXIED ONTO RUNWAY 30 AND COMMENCED TAKE OFF. THE INITIAL ROTATION TO FLIGHT "SEEMED UNEVENTFUL" AS THE PILOT RAISED THE LANDING GEAR, AND A "POSITIVE RATE OF CLIMB WAS ESTABLISHED." AS THE "GEAR WENT INTO TRANSITION" [RETRACTED], THE "ENGINE SEEMED TO PUT OUT AN IMMEDIATE DECREASE IN POWER." THE PILOT THEN "QUICKLY" LOWERED THE NOSE TO MAINTAIN AIRSPEED. THE AIRSPEED DID NOT INCREASE AND THE ATTITUDE WAS LEVEL, SO THE PILOT "LET THE NOSE PITCH DOWN TO MAINTAIN CONTROLLABLE FLIGHT." UPON REALIZING THAT OBSTACLES AT THE DEPARTURE END OF THE RUNWAY WERE NOT GOING TO BE CLEARED, THE PILOT TURNED TO THE LEFT AS THE AIRCRAFT CONTINUED TO "SINK TOWARD THE GROUND." PRIOR TO TOUCHDOWN IN A GRASSY AREA, THE PILOT "PULLED POWER" AND LOWERED THE LANDING GEAR. JUST AFTER TOUCHDOWN, THE RIGHT WING STRUCK AN NDB ANTENNA SUPPORT WIRE [GUY WIRE], TEARING THE WING FROM THE FUSELAGE. THE AIRCRAFT THEN STRUCK A FENCE POST ADJACENT TO THE NDB BUILDING. THE CERTIFIED MAXIMUM GROSS WEIGHT OF THE AIRPLANE WAS 2,600 LBS. THE PILOT, WHO WEIGHS 190 LBS., REPORTED THE WEIGHTS OF HIS PASSENGERS TO BE 140, 160, AND 160 LBS., RESPECTIVELY. THE FUEL LOAD WAS 45 GALLONS, APPROXIMATELY 270 LBS. ACCORDING TO OPERATOR'S RECORDS, THE EMPTY WEIGHT OF N2068T WAS 1583.5 LBS., WHICH MADE ITS USEFUL LOAD 1016.5 LBS. UTILIZING THE WEIGHT INFORMATION PROVIDED BY THE PILOT, THE COMBINED LOAD AT THE TIME OF TAKEOFF WAS ESTIMATED AT 956 LBS., THUS MAKING THE GROSS WEIGHT AT TAKE OFF APPROXIMATELY 2503.5 LBS.VISUAL EXAMINATION OF THE AIRCRAFT BY AN FAA INSPECTOR AND THE OPERATOR DID NOT DISCOVER ANY PRE-EXISTING ANOMALIES. USABLE FUEL WAS PRESENT. DAMAGE TO THE ENGINE PRECLUDED A POST-ACCIDENT TEST RUN. 20001110038869A (-23) ON NOVEMBER 10, 2000, AT APPROX. 1215 MDT, A CESSNA 425, N41054, OPERATED BY MR. JIM D. JORGENSEN SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDES WITH TERRAIN WHILE OPERATIONALLY TESTING THE AUTO-FEATHER SYSTEM. THE ACCIDENT OCCURRED APPROX. 2 MILES NORTH OF FANNING FIELD, IDAHO FALLS, IDAHO. THE AIRLINE TRANSPORT PILOT AND AIRLINE TRANSPORT PILOT/PASSENGER WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE OPERATIONAL CHECK FLIGHT CONDUCTED UNDER TITLE 14 CFR PART 91. THE PURPOSE OF THE FLIGHT WAS TO VERIFY PROPER IN-FLIGHT OPERATION OF THE AUTO-FEATHER SYSTEM FOLLOWING MAINTENANCE WORK ON THE AUTO-FEATHER PRESSURE SWITCHES. TEH GROUND CHECK OF THE AUTO-FEATHER SYSTEM WAS SUCCESSFUL. INSPECTION OF THE ACCIDENT SITE REVEALED THE LEFT PROPELLER HAD SEPARATED FROM THE LEFT ENGINE AND APPEARED TO BE IN THE FEATHERED POSITION. THE RIGHT PROPELLER WAS STILL MOUNTED TO THE RIGHT ENGINE LESS ONE BLADE, WHICH WAS BURIED APPROX. EIGHT INCHES IN THE FROZEN GROUND. THE COCKPIT AUTO-FEATHER SWITHC WAS FOUND IN THE OFF POSITION. BOTH PROPELLER LEVERS WERE FOUND IN THE FULL FORWARD POSITION. 20001110040309I (-23) PILOT STATED HE LOWERED GEAR AND HAD THREE (3) GREEN LIGHTS INDICATING SAFE GEAR CONDITION. AFTER LANDING, NOSE GEAR COLLAPSED. PROP STRUCK GROUND BENDING BOTH BLADES. DAMAGE TO GEAR DOORS. WORN GEAR PART FAILURE. 20001111018379I (-23) NOVEMBER 11, 2000 AT 1830 A LR-25-C AIRPLANE, N25TE, OVERRAN THE RUNWAY AT SOLDOTNA, AK. F.S. AIR SERVICE, INC. OPERATED THE FLIGHT. THE FLIGHT WAS BEING CONDUCTED UNDER TITLE 14 CFR PART 145 ON DEMAND AIR AMBULANCE WHEN THE INCIDENT OCCURRED. THE AIRCRAFT WAS PILOTED BY^PRIVACY DATA OM^AN AIRLINE TRANSPORT PILOT AND COPILOT ^PRIVACY DAT^, A COMMERCIAL PILOT. THE AIRCRAFT OVERAN THE WEST END OF THE RUNWAY BY APPROXIMATELY 200 FEET ONTO A LEVEL GRASS COVERED FROZEN SURFACE. THE FLIGHT CREW REALIZED THAT BRAKING ACTION WAS NIL. THEY ATTEMPTED TO DEPLOY THE EMERGENCY DRAG CHUTE, BUT WAS UNSUCCESSFUL DUE TO A "STIFF MECHANISM". NO INJURIES WERE REPORTED AND NO DAMAGE TO THE AIRCRAFT INCURRED. 20001111022079I (-23)ATTACHED NARRATIVE SHEET 20001111023439A (-23) THE STUDENT PILOT WAS ON A SUPERVISED SOLO GLIDER FLIGHT IN THE LOCAL FLYING AREA. AFTER APPROX. ONE HOUR OF FLIGHT THE PILOT WAS RETURNING TO THE INITIAL APPROACH POINT NEAR THE AIRPORT IN PREPARATION FOR LANDING. THE STUDENT MISREAD THE ALTIMETER AND THOUGHT THAT HE WAS 1000 FEET HIGHER THAN HE ACTUALLY WAS. HE STARTED CIRCLING NEAR THE INITIAL APPROACH POINT TO LOSE ALTITUDE, THEN REALIZED THAT HE WAS IN FACT GETTING TOO LOW. HE ATTEMPTED TO STRETCH HIS GLIDE TO THE GLIDER PORT, BUT IMPACTED A TREE SHORT OF THE AIRPORT PROPERTY. DURING THE COURSE OF HIS TRAINING, THE STUDENT'S INSTRUCTOR EMPHASIZED THE IMPORTANCE OF BEING AT THE INITIAL LANDING POINT AT SUFFICIENT ALTITUDE TO GLIDE TO THE AIRPORT. THE STUDENT ALSO WAS INSTRUCTED ON VARIOUS ALTERNATE LANDING FIELDS THAT WERE AVAILABLE IN THE EVENT THAT THE PILOT COULD NOT REACH THE GLIDER PORT. THE STUDENT MISREAD THE ALTIMETER AND THEREFORE WAS 1000 FEET LOWER THAN HE SHOULD HAVE BEEN AT THE START OF THE APPROACH. ALSO, HE ELECTED NOT TO USE THE OFF-AIRPORT LANDING AREAS THAT WERE POINTED OUT TO HIM DURING HIS TRAINING. HE WAS CERTAIN THAT HE COULD GLIDE TO THE AIRPORT PROPERTY. THE STUDENT PILOT WILL BE RECEIVING ADDITIONAL DUAL TRAINING BEFORE FURTHER SOLO FLIGHT. (.4) ON NOVEMBER 11, 2000, ABOUT 1515 HOURS PACIFIC STANDARD TIME, A SCHWEIZER SGS 1-36, N3621R, OPERATED BY THE LAKE ELSINORE SOARING CLUB, LAKE ELSINORE, CALIFORNIA, COLLIDED WITH TREES APPROACHING THE SKYLARK FIELD IN LAKE ELSINORE. THE GLIDER WAS SUBSTANTIALLY DAMAGED, AND THE STUDENT PILOT WAS SERIOUSLY INJURED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED FOR THE STUDENT PILOT'S SOLO INSTRUCTIONAL FLIGHT, WHICH ORIGINATED FROM THE AIRSTRIP ABOUT 1358. ACCORDING TO THE STUDENT'S FLIGHT INSTRUCTOR, ON SEPTEMBER 23, 2000, HE HAD AUTHORIZED HIS STUDENT TO SOLO THE GLIDER IN THE LOCAL AREA. REGARDING THE ACCIDENT FLIGHT, AFTER ABOUT 1 HOUR THE STUDENT PLANNED TO RETURN FOR LANDING AT THE AIRSTRIP. APPROACHING THE FIELD, THE STUDENT MISREAD HIS ALTIMETER AND INITIATED A CIRCLE TO LOSE ALTITUDE. MIDWAY THROUGH THE TURN THE STUDENT REALIZED HIS ERROR, NOTED THAT HE WAS LOW, AND HEADED DIRECTLY BACK TOWARD THE AIRSTRIP. THE GLIDER CONTINUED TO LOSE LIFT, AND THE STUDENT DID NOT INITIATE EMERGENCY PROCEDURES TO MAKE AN OFF-SITE LANDING IN NEA RBY AVAILABLE FIELDS. THE FLIGHT INSTRUCTOR FURTHER STATED THAT WHILE ATTEMPTING TO STRETCH THE GLIDE, THE GLIDER STALLED AND COLLIDED WITH TREE BRANCHES. THEREAFTER, IT IMPACTED THE GROUND HARD ABOUT 1/2 MILE FROM THE AIRSTRIP. THE GLIDER CAME TO REST IN THE FRONT YARD OF A TRAILER PARK. THE STUDENT PILOT ELABORATED BY REPORTING THAT HE BELIEVED THE ACCIDENT WAS CAUSED BY HIS ERROR IN CHECKING THE ALTIMETER AND MISREADING IT BY 800 TO 1,000 FEET. 20001111024359I (-23) PILOT ADVISED OF A LEADING EDGE SLAT MALFUNCTION 25 MILES EAST OF FORT WAYNE. A/C LANDED WITHOUT INCIDENT. SEE SDR #00690 ON FILE DFW FSDO. 20001111024659A (-23) ACCORDING TO CLAY COUNTY SHERIFF'S DEPT. INVESTIGATOR, DETECTIVE MIKE ARRENDLS, MR. VERNIER WAS ATTEMPTING TO LAND HIS ULTRALIGHT IN A FIELD, AND CRASHED. MR. VERNIER WAS FLYING A TWO-SEATER ULTRALIGHT, AND CARRYING TWO SAND BAGS WEIGHING APPROX. 130 POUNDS. HE WAS ATTEMPTING TO LAND IN A PRIVATE STRIP OWNED BY A VIC PAYNE WHO POSSESSED SOMEWHAT A MILITANT ATTITUDE TOWARD THE GOVERNMENT AND GOVERNMENT PEOPLE. MR. VERNIER WAS FATALLY INJURED. THIS ACCIDENT WAS NOT CALLED IN TO THE COM CENTER OR FLIGHT SERVICE STATION, THEREFORE, THE INSPECTOR ON ACCIDENT STANDBY WAS NOT PAGED OUT. THERE WAS A MESSAGE ON THE VOICE RECORDER SYSTEM MONDAY MORNING WHEN THE FSDO OFFICE WAS OPENED. MR. VERNIER WAS NOT FOUND ON THE ISIS DATABASE AS BEING LISTED AS AN AIRMAN. 20001111026549I (-23)FLIGHT CREW REPORTED BIRD STRIKE ON APPROACH TO SALT LAKE INT'L ON 11/11/00. RIGHT OUTBOARD AFT FLAP DAMAGED. 20001111038089I (-23) ON SATURDAY, NOVEMBER 11, 2000, AT 1830 EST, A BOEING 737, N439US, FLIGHT 1862, OPERATED BY USAIRWAYS, WHILE ENROUTE TO DETROIT, MICHIGAN DIVERTED TO HANCOCK INTERNATIONAL AIRPORT IN SYRACUSE, NEW YORK. THE FLIGHT CREW REPORTED SMOKE IN THE CABIN. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE MAINTENANCE TECHNICIANS CHECK THE ENTIRE AIRCRAFT AND ALL COMPARTMENTS. THEY COULD NOT FIND ANY DEFECTS. AN OPERATIONAL CHECK WAS PERFORMED ON ALL THE AIRCRAFT SYSTEMS, AUXILIARY POWER UNIT AND THE ENGINES. OPERATIONAL CHECKS WERE SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001111040719I (-23) PILOT STATED HE INADVERTENTLY LINED UP WITH RUNWAY EDGE LIGHTING. HE THOUGHT THE LIGHTS WERE THE RECESSED RUNWAY CENTERLINE LIGHTING. THE RIGHT PROPELLER CONTACTED ONE LIGHT ON THE RIGHT SIDE OF THE RUNWAY. 20001111041229A (-23)DURING AN IFR FLIGHT FROM THE GREATER ROCKFORD AIRPORT (RFD), ROCKFORD, IL TO INDIANAPOLIS TERRY AIRPORT (TYQ), INDIAMAPOLIS, IN, ON 11/11/2000, AT 1637 CST, N9528Y EXPERIENCED A COMPLETE ENGINE FAILURE TWO MILES FROM THE GREATER KNKAKEE AIRPORT (IKK), THE PIC, MR. BRUCE A. BARKER, ATTEMPTED TO LAND AT IKK. THE AIRCRAFT LANDED APPROXIMATELY ONE MILE SOUTHWEST OF THE AIRPORT IN A CLEARED FARM FIELD. THE AIRCRAFT WENT BEYOND THE FIELD THROUGH A DITCH AND EVENTUALLY STOPPED ON A ROAD (ROUTE 45). THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO INCLUDE THE WINGS, LANDING GEAR, PROPELLER, AND ENGINE MOUNT. NO ONE WAS INITIALLY REPORTED AS INJURED; HOWEVER ONE OF THE PASSENGERS LATER DISCOVERED THAT HE HAD BROKEN HIS ARM. THE AIRCRAFT WAS TAKEN TO THE IKK AND PLACED ON THE MAIN TERMINAL RAMP. ON 11/16/2000 INSPECTOR JAMES KENNEDY OF THE DUPAGE FSDO AND TODD FOX OF THE NTSB INSPECTED N9528Y ON THE RAMP. THE INSPECTION REVEALED THAT THE PROP AND ENGINE MOUNT WAS BENT AND THE AIRCRAFT HAD RECEIVED SUBSTANTIAL SHEET METAL DAMAGE. THERE WAS ALSO DAMAGE TO THE LEADING EDGE OF BOTH WINGS. THE ENGINE CRANKSHAFT WAS BROKEN SOMEWHERE BETWEEN THE FRONT FOUR CYLINDERS AND THE AFT TWO CYLI NDERS. A LARGE CRACK WAS DISCOVERED FROM THE BASE OF #1 CYLINDER EXTENDING ALONG TOP OF THE ENGINE CASE. 20001111041759A (-23) PILOT WAS HOVERING HELICOPTER DOWN A RIDGELINE 10-20 FEET ABOVE THE SURFACE AT AN ELEVATION OF 2700 FEET HEADING INTO THE WIND CREATING BLOWING SNOW ALONG AN ADJACENT SLOPE FOR A FILM SHOOT OF AN ADVERTISEMENT FOR MOUNTAIN DEW. THE HELICOPTER WAS MAKING THE FOURTH RUN AT 5 KIAS BUT CONTINUED FURTHER THAN PREVIOUS RUNS AND EXPERIENCE FLAT LIGHT CONDITIONS FROM AN ADJACENT MOUNTAIN SHADOW. THE PILOT LOST DEPTH PERCEPTION AND BECAME MOMENTARILY DISORIENTED WHILE ATTEMPTING TO FLY THE HELICOPTER FORWARD AND UP, CONTACTING THE TAIL ROTOR IN 4-5' OF LOOSE SNOW. THE PILOT LANDED THE HELICOPTER ON A NEARBY ROAD WITH NO ABNORMAL VIBRATIONS. UPON INSPECTION OF THE HELICOOPTER BY THE PILOT, THERE WAS NO OBVIOUS VISUAL DAMAGE. COMPANY MAINTENANCE WAS NOTIFIED AND UPON FURTHER INSPECTION, THE TAIL ROTOR DRIVE SHAFT WAS FOUND TO HAVE EVIDENCE OF TORSIONAL STRESS APPLIED FROM THE CONTACT OF THE TAIL ROTOR WITH THE FROZEN SURFACE. THE TAIL ROTOR ITSELF REMAINED INTACT. 20001112018199A (-23) PILOT MISJUDGED SNOW DEPTH WHILE LANDING AT A REMOTE SNOW COVERED LANDING SITE. MAIN GEAR CONTACTED DEEP SNOW AND AIRCRAFT NOSED OVER. 20001112018269A (-23) ON NOVEMBER 12, 2000, AT APPROXIMATELY 09:15 MOUNTAIN DAYLIGHT TIME, A CESSNA MODEL CE-175-175, N7360M, OPERATED BY THE PILOT WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN WHILE MANEUVERING NEAR TWIN CORRAL FLATS, WEST OF GLEN CANYON NATIONAL RECREATION AREA. (22.25 SATUE MILES SOUTHEAST OF THE HANKSVILLE, UTAH VORTAC (HVE) ON THE 108 DEGREE RADIAL) THE COMMERCIAL PILOT SUSTAINED FATAL INJURIES AND THE TWO PASSENGERS WERE SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILD, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED ON A PRIVATE AIRSTRIP AT THE RANCH OF THE PILOT AT APPROXIMATELY 09:00. PRELIMINARY INFORMATION INDICATES THE PURPOSE OF THE FLIGHT WAS FOR "CATTLE ROUND UP". THE PILOT/OWNER WOULD FLY OVER THE GRAZING LAND ADJACENT TO THE RANCH, "SPOT" THE CATTLE AND THEN DROP NOTES TO THE COWBOYS ON THE GROUND INDICATING THEIR LOCATION. A REVIEW OF PILOT INFORMATION FROM FAA AIRMAN INFORMATION REPORTS INDICATES THE AIRMAN HELD A COMMERCIAL PILOT CERTIFICATE WITH AIRPLANE SINGLE ENGINE LAND AND INSTRUMENT AIRPLANE RATINGS ISSUED ON 06/30/1989. A SECOND (COMMERCIAL) CLASS MEDICAL CERTIFICATE WAS ISSUED ON 02/27/1995. A REVIEW OF THE AIRCRAFT RECORDS INDICATES THE AIRCRAFT HAD BEEN REGISTERED TO CROSS S CATTLE COMPANY ON 02/23/1989. THE PILOT WAS IDENTIFIED AS THE PRESIDENT OF THE CORPORATION ON FAA FORM 8050-1, DATED 01/10/1989. ADDITIONALLY, A REVIEW OF THE AIRCRAFT RECORDS AND LOGS AT THE ACCIDENT SCENE REVEALED THE FOLLOWING: 1. AIRCRAFT TOTAL TIME:4928.XX HOURS; 2. ENGINE TIME - TSN: 2086.XX, TSO: 203.XX; 3. PROPELLER OVERHAUL - MARCH 25, 1982, TSO: 1265.XX; 4. LAST RECORDED ANNUAL: MAY 1, 1995; 5. ELT BATTERY REPLACEMENT DUE: MARCH 1997. 20001112018859I (-23)ON 11/12/2000, AT AROUND 0800 AM, THE PILOT, ^PRIVACY DATA OMITTED^ EXPERIENCED ABOUT 50% POWER LOSS WHILE CLIMBING TOWARDS 1500FT. WHILE ATTEMPTING TO RETURN TO SEBASTIAN AIRPORT, THE POWER DROPPED TO 3500 RPM. BECAUSE OF THE LOW RPM, THE PILOT DECIDE TO LAND ON THE BEACH OF THE LONGPORT PARK CAMP GROUND LOCATED NEAR SEBASTIAN, FL. ON APPROACH THE PILOT NOSED OVER AND THEN PULLED UP TO GATHER AIRSPEED TO AVOID HITTING A PARKED VEHICLE. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO IT'S LANDING GEAR AND PROP. ON 11/13/00, TELEPHONE MESSAGE REVEALED THE FOLLOWING: AN INSPECTION OF THE ENGINE REVEALED THAT THE PISTION IN THE NUMBER ONE CYLINDER WAS DAMAGED. THIS OFFICE HAS ACQUIRED THE ASSISTANCE OF A ROTAX ENGINE TECH REPRESENTATIVE TO INVESTIGATE THE ENGINE FAILURE PILOT STATEMENT ATTACHED. 20001112021199I (-23) ON NOVEMBER 12, 2000 AT 10:58E, SHORTLY AFTER TAKING OFF, ENROUTE FROM PITTSBURGH, PA (PIT) TO PHILADELPHIA, PA, THE LEFT ENGINE OF PIPER PA-31-325, REGISTERED AS N59759 STARTED TO RUN ROUGH. THE PILOT DECIDED TO LAND AT AGC. THE A/C LANDED ON RUNWAY 10 AND TAXIED TO THE RAMP WITHOUT INCIDENT. A CERTIFICATED AIRFRAME AND POWERPLANT MECHANIC^PRIVACY DATA OMITTED^ TROUBLE SHOT THE LEFT ENGINE AND DISCOVERED A LEAKING FUEL LINE. HE TIGHTENED THE LINE, THE A/C WAS TEST RUN AND RETURNED TO SERVICE AT 13:15 E. THE A/C RETURNED TO HOME BASE IN PHILADELPHIA, PA., THAT DAY. THE FLIGHT WAS COMPLETED WITHOUT INCIDENT. THE LEFT ENGINE HAD 80 HOURS SINCE OVERHAUL AND INSTALLATION ON N59759. THIS INCIDENT IS CLOSED. 20001112031059I (-23) STUDENT PILOT ON THIRD OF THREE LANDINGS AT BKL, FLEW INTO AIRPORT WITH CFI. HE GOT OUT OF THE A/C SO SHE COULD PRACTICE SOLO TO AND LANDINGS. LAST APPROACH BEGAN WITH A "SHORT" BASE, CLOSE ON THE RUNWAY. ALL OTHER ASPECTS SEEMED NORMAL (I.E.:GLIDE SLOPE, AIRSPEED..) FIRST POINT OF TOUCHDOWN ON RUNWAY 6L WAS ABEAM TAXIWAY "B". THE A/C BALLOONED AND THE PILOT LOST CONTROL OF THE A/C. THE A/C THEN STRUCK THE GROUND IN A NOSE DOWN ATTITUDE SLIDING TO A STOP ABEAM FROM TAXIWAY "D" ON THE SOUTH EDGE OF RUNWAY 6L. MINOR DAMAGE TO THE PROPELLER, NOSE GEAR, AND LOWER COWLING ENSUED. 20001112031919I (-23)STUDENT PILOT ^PRIVACY DATA OMITTED^ WHILE TAXING AIRCRAFT N738VC, A C-172N, ENTERED THE RUN UP AREA OF RUNWAY 25R AT LGB. HIS LEFT HAD WING TIP STRUCK THE WING TIP OF AIRCRAFT N3558C, A C-170, WHO WAS IN THE RUN UP AREA AT 0857 PST. THERE WAS MINOR DAMAGE TO BOTH AIRCRAFT WING TIPS. THIS INVESTIGATION IS CLOSED. 20001112038819A (-23) FOUR MILES FROM THE AVRA VALLEY AIRPORT AT 4500 FT. MSL THE ENGINE RPM DROPPED FROM 2500 CRUISE TO 1500 RPM. THE PILOT STATED THAT ADVANCING THE THROTTLE ONLY FURTHER REDUCED ENGINE RPM. THE PILOT TRIED CARBURETOR HEAT WITHOUT ANY SUCCESS. THE PILOT MADE AN OFF AIRPORT LANDING TWO MILES SOUTHEAST OF THE AIRPORT ON ROUGHT TERRAIN IN THE DESERT. THE NOSE GEAR COLLAPSED AND THE A/C CAME TO REST INVERTED. THE A/C SUSTAINED SUBSTANTIAL DAAMGE. THE PILOT AND HIS PASSENGER WERE NOT INJURED. -END- (.4) THE AIRPLANE MADE A FORCED LANDING IN AN OPEN DESERT AREA AND CAME TO REST INVERTED AFTER COLLIDING WITH DESERT BRUSH. EARLIER THAT MORNING, A 20-MINUTE FLIGHT FROM HOME BASE TO A LOCAL AIRPORT WAS CONDUCTED FOR THE PURPOSE OF FLIGHT TRAINING FOR THE PILOT'S SON. PRIOR TO THE RETURN FLIGHT, THE SON INFORMED HIS FATHER THAT DURING HIS FLIGHT THE ENGINE WOULD BALK, SPUTTER, AND COUGH EVERY TIME HE ADDED POWER. WHEN ASKED BY HIS FATHER IF HE WAS ENGAGING THE THROTTLE TOO QUICKLY, THE SON REPLIED THAT HE DID NOT. THE CFI WAS ASKED IF HE HAD NOTICED ANY PROBLEMS WITH THE ENGINE. HE REPLIED THAT THERE WAS NOTHING UNUSUAL EXPERIENCED WITH THE ENGINE. NO DISCREPANCIES W ERE NOTED DURING THE TAXI, TAKEOFF ROLL, OR INITIAL CLIMB OUT. ABOUT 15 MINUTES INTO THE FLIGHT THE PILOT NOTED A DROP IN RPM. HE MADE SEVERAL UNSUCCESSFUL ATTEMPTS TO TROUBLESHOOT THE PROBLEM. WHEN HE APPLIED CARBURETOR HEAT, THERE WAS A FURTHER LOSS OF RPM. THE EXTERNAL EXAMINATION OF THE ENGINE DISCLOSED NO DISCREPANCIES. THE ENGINE WAS TEST RUN. THE FIRST ENGINE START WAS UNSUCCESSFUL. ETHER WAS SPRAYED ON THE INTAKE FILTER AND SEVERAL MORE ATTEMPTS WERE MADE TO START THE ENGINE. THE ENGINE WOULD START, BUT WOULD ONLY RUN FOR 10 SECONDS DURING THOSE ATTEMPTS. THE CARBURETOR WAS REMOVED AND INSPECTED. FUEL WAS OBSERVED IN THE BOWL WITH UNRESTRICTED MOVEMENT OF THE FLOATS, AND THE MAIN JET APPEARED FREE OF DEBRIS. THE CARBURETOR WAS SENT TO THE MANUFACTURER FOR FURTHER EXAMINATION. DURING THE BENCH TEST WHEN FUEL WAS INITIALLY APPLIED, IT FLOODED THE CARBURETOR. WHEN THE OUTSIDE OF THE CARBURETOR WAS MANUALLY TAPPED THE FLOODING STOPPED. NO FURTHER DISCREPANCIES WERE NOTED WITH THE BENCH TEST. AN INTERNAL EXAMINATION REVEALED THAT THE FLOAT VALVE RETRACTOR CLIP WAS ADJUSTED TOO LOOSELY ON THE FLOAT AND NEEDLE TO ENSURE A POSITIVE RETRACTION OF THE NEEDLE. THIS ALLOWED FOR THE CLIP CLIP TO STICK IN THE DOWN POSITION AND ALLOWED AN INCREASED AMOUNT OF FUEL TO ENTER THE CARBURETOR. A BLUE SILICONE SUBSTANCE WAS FOUND AROUND THE ACCELERATOR PUMP SUMP RETAINER AND SUMP. THE ACCELERATOR PUMP DISCHARGE CHECK VALVE WAS LEAKING AND NOT SEALING PROPERLY. NO FURTHER DISCREPANCIES WERE NOTED. 20001113017279A (-23) ACCIDENT OCCURRED WHILE HELICOPTER AIR AMBULANCE CREW WAS ATTEMPTING TO MAKE A NIGHT LANDING INTO A LZ WHICH WAS SET UP ALONG A RESIDENTIAL STREET BY THE AMBULANCE GROUND CREW. THE APPROACH WAS ABORTED WHILE ON SHORT FINAL DUE TO UNFAVORABLE CONDITIONS WITHIN THE LZ. DURING THE GO-AROUND PROCEDURE, WIRES WERE OBSERVED BY THE PIC AT WHICH TIME A CLIMBING RIGHT TURN WAS INITIATED. ONCE THE WIRES WERE CLEARED, THE A/C SPUN TO THE RIGHT AT LEAST 180 DEGREES. THE PIC THEN LOWERED COLLECTIVE POWER IN ORDER TO LAND THE A/C WITHIN THE VACANT DIRT LOT LOCATED DIRECTLY UNDER HIM. DURING THE ATTEMPT TO LAND, THE A/C LANDED APPROX. 10 DEGREES RIGHT SKID LOW, AND APPROX. 10 DEGREES NOSE LOW. THIS ABRUPT LANDING ATTITUDE IN CONJUNCTION WITH A RIGID ROTOR SYSTEM CAUSED A ROLLING MOTION (DYNAMIC ROLLOVER) WHICH COULD NOT BE CORRECTED. THE A/C SUBSEQUENTLY CONTINUED IN A RIGHT ROLL EVENTUALLY RESTING ON ITS RIGHT SIDE. 20001113018329I (-23) PILOT REPORTED THAT SHORTLY AFTER ENTERING CRUISE FLIGHT THE ENGINE LOST POWER, SIMULAR TO FUEL EXHAUSTION. THE PILOT ATTEMPTED TO SWITCH TANKS, CHANGE POWER SETTINGS, ETC. BUT COULD NOT RESTART THE ENGINE. THE PILOT, ON AN IFR FLIGHT PLAN, CONTACTED GSO ATC AND STATED HIS PROBLEM. GSO ATC BEGAN VECTORING HIM TO THE 78N AIRPORT, BUT THE PILOT WAS UNABLE TO REACH THE AIRPORT. THE AIRCRAFT WAS LANDED GEAR UP INTENTIONALLY AND SUSTAINED MINOR DAMAGE. NO APPARENT CAUSE FOR THE ENGINE FAILURE WAS OBSERVED AT THE SCENE. SUBSEQUENT INSPECTION OF THE AIRCRAFT AND ITS SYSTEMS AT THE 78N AIRPORT DISCOVERED A CLOGGED FILTER AT THE FUEL INJECTOR UNIT. THE FILTER WAS OBSERVED TO BE 90% TO 95% CLOGGED. 20001113018429I (-23) THE AIRCRAFT LOST POWER AT 15,500 FT MSL DURING CRUISE. THE PILOT SHUT DOWN THE ENGINE AND FEATHERED THE PROP. THE PILOT LANDED SAFELY AT THE WINSLOW, AZ AIRPORT (INW) WITH NO DAMAGE TO THE AIRCRAFT AND NO INJURIES TO THE OCCUPANTS. THE CAUSE FOR THE LOSS OF POWER WAS DUE TO A REFERENCE LINE FOR THE UPPER DECK COMPRESSOR HAD COME LOOSE FROM THE ENGINE. THIS CAUSED THE ENGINE'S MIXTURE TO BECOME RICH. THE DOM PERFORMED REPAIRS ON THIS AIRCRAFT AT WINSLOW. HE DETERMINED THAT OIL RESIDUE ON THE METAL TUBE WHICH THE RUBBER HOSE ATTACHED HAD SLIPPED OFF. THE CLAMP USED TO HOLD THIS ASSEMBLY TOGETHER WAS ALSO LOOSE. THE OPERATOR SUBMITTED A MALFUNCTION/DEFECT REPORT. THIS REPORT IS CLOSED. 20001113021509I (-23)STUDENT AND INSTRUCTOR WERE PRACTICING TOUCH & GO LANDINGS ON RUNWAY 01R. THE FIRST TOUCH & GO WAS UNEVENTFUL. DURING THE SECOND LANDING ROLL, CONTROL OF NOSEWHEEL STEERING WAS LOST AND THE A/C VEERED TO THE LEFT OF THE RUNWAY. THE OBSERVED WIND AT THAT TIME WAS FROM 310 DEGREES AT 18KTS., GUSTING TO 27 KNOTS. THERE WAS NO DAMAGE TO A/C AND NO INJURIES TO EITHER PILOT. ONE RUNWAY LIGHT WAS DAMAGED. SUBSEQUENT EXAMINATION OF A/C REVEALED THAT THE SHIMMY DAMPNER SEAL WAS BROKEN AND THE BUNGEES WOULD NOT ADJUST. BOTH BUNGEES ARE BEING REPLACED. 20001113022889A (-23) UPON LANDING, LEFT GEAR FAILED AT JUNCTION OF WHEEL SPINDLE. THE ASSEMBLY SEPARATED FROM LANDING GEAR, AND A/C SLID OFF RUNWAY ON REMAINING STUB OF GEAR TUBE. INSPECTION OF LANDING GEAR DID NOT INDICATE ANY FAILURE OF THE GEAR ASSEMBLY. AT POINT OF FAILURE THERE WAS AN AREA OF DISCOLORATION AND POSSIBLE CORROSION INDICATING A PRE-EXISTING CRACK IN THE TUBE. THIS AREA WAS APPROX. IN AN ARC OF 30 TO 45 DEGREES. THIS WOULD HAVE CAUSED A WEAKNESS IN THE TUBE THUS LEADING TO STRUCTURAL FAILURE OF THE COMPLETE TUBE. 20001113036449I (-23) MODIFICATION OF CABIN DOOR FOR SKYDIVING ACCOMPLISHED APPROX. 1 WEEK PRIOR. NEW LATCH MECHANISM WAS DIFFICULT TO OPERATE EACH TIME. PILOT WAS UNABLE TO SECURE DOOR LATCH, DOOR SHEARED AWAY FROM AIRCRAFT JUST BELOW HINGE POINT AND HIT RIGHT FLAP. PILOT WAS ABLE TO LAND AIRCRAFT WITHOUT INCIDENT. DOOR IS NOT RETRIEVEABLE. WORKMANSHIP OF DOOR INSTALLATION AND DESIGN OF MODIFICATIONS WILL BE INVESTIGATED. NOTE: THE INFORMATION REGARDING THE DOOR INSTALLATION HAS BEEN FORWARDED TO ^PRIVACY DATA ^ INSPECTOR AT ASO-FSDO-05, FOR INVESTIGATION. 20001113037569I (-23) ON ROLLOUT AFTER LANDING ON RUNWAY 14 AT GAI THE NOSE LANDING GEAR COLLAPSED. THE AIRCRAFT SLIDE OFF THE RIGHT SIDE OF THE RUNWAY WHERE THE RIGHT MAIN LANDING GEAR COLLAPSED. 20001113039039A (-23) MR. ROBERT VERRILL PILOT OF N2843Q HAD DEPARTED DOYLESTOWN, PA. AT 0430 AM MONDAY NOVEMBER 13, 2000, ENROUTE TO FRONTE ROYAL, VA. TO OBTAIN FUEL. UPON ARRIVING AT FRONT ROYLE THE AIRPORT WAS FOGGED IN. HE THEN FLEW TO LURAY CAVERNS, VA. THEN TO NEW MARKET, VA. BOTH AIRPORTS WERE IFR. HE CALLED DULLES APPROACH FOR VECTORS TO AN AIRPORT THAT WAS VFR. DULLESA APPROACH GAVE HIM VECTORS TO WINCHESTER, VA. THE PILOT PROCEEDED TO WINCHESTER, VA. WHICH IS 18 DME AWAY. THE A/C LOST POWER DUE TO FUEL DEPLETION APPROX. 2 MILES SOUTHEAST OF WINCHESTER AIRPORT AND CRASH LANDED. A/C HAD SUBSTANTIAL DAMAGE AND PILOT WAS NOT INJURED.^PRIVACY DATA OMITTED^ 20001113039049A (-23) AT TIME AND PLACE OF OCCURRENCE, THE INSTRUCTOR DID NOT GUARD COLLECTIVE CONTROL DURING LANDING. STUDENT PILOT LOWERED COLLECTIVE TOO FAST CAUSING HELICOPTER TO LAND HARD AND ROLL OVER, CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. NO INJURIES WERE REPORTED. 20001113041889A (-23) ASAA FLT 135 WAS ON DESCENT TO THE ANC INT'L AIRPORT. THE CAPT NOTIFIED THE CABIN CREW TO PICK UP THE SERVICE ITEMS EARLY AND BUCKLE UP ON DESCENT AS THERE WERE REPORTS OF TURBULENCE IN THE ANC AREA. THE "C" FLIGHT ATTENDANT ^PRIVA^ HAD JUST COMPLETED ALL HER DUTIES AND HAD JUST SAT DOWN AND FASTENED HER SEAT BELT. SHE THEN NOTICED THAT NOT ALL OF THE LOCKS WERE FASTENED HOLDING A SERVICE CART. MOMENTS LATER THE AIRCRAFT ENCOUNTERED SMOOTH FLT CONDITIONS SO SHE DECIDED TO UNFASTEN HER BELT TO SECURE THE LATCHS. AT THAT MOMENT THE AIRCRAFT ENCOUNTERED TURBULENCE CAUSING HER TO HIT HER HEAD ON THE CEILING AND SHE LANDED ON HER ANKLE. AS A RESULT HER ANKLE WAS BROKEN IN THREE PLACES. 20001114018309A (-23) AIRCRAFT DRIFTED TO THE LEFT WHILE DEPARTING FROM A SNOW-COVERED PRIVATE (DIRT) RANCH AIR STRIP. UPON REACHING A CULVERT IN HIS PATH, HE YANKED THE AIRCRAFT INTO THE AIR IN GROUND AFFECT, LOST CONTROL, SNAPPED RIGHT AND CRASHED NOSE FIRST. PILOT SERIOUSLY INJURED. AIRCRAFT DESTROYED. PILOT HOURS NOT AVAILABLE -- WILL BE SENT LATER VIA AMENDMENT. 20001114021139I (-23)THE INSTRUCTOR PILOT STATED THAT HE DID NOT CHECK FUEL PRIOR TO LEAVING BIL AND RELIED ON STUDENT TO CHECK FUEL FOR THE DUAL CROSS COUNTRY. WHILE GOING PAST LIVINGSTON, MONTANA, HE NOTICED A LOW FUEL INDICATION THEN SHORTLY AFTER GOING PAST COLUMBUS, MONTANA, THE ENGINE FAILED AND HE LANDED IN A FIELD. THE AIRCRAFT HAD RUN OUT OF FUEL. 20001114040589I (-23) DURING CRUISE FLIGHT, THE R/H FWD WINDOW AND LOWER TRACK ASSEMBLY ON THE PILOT'S DOOR CAME OFF, STRUCK AND CAUSED DAMAGE TO THE MAIN ROTOR BLADE. 20001114041729A (-23) THE AIRCRAFT N1681C WAS ON THE LANDING ROLL AT CLARKS POINT, ALASKA WITH A GUSTING 20 KNOT LEFT CROSSWIND. THE RUNWAY SURFACE WHICH IS GRAVEL AND UNDER NEW CONSTRUCTION HAD STANDING WATER IN PLACES. THE AIRCRAFT WAS EQUIPPED WITH GAR-AERO 29X10 TIRES. THE PILOT HAD PROPER CONTROL POSITIONS FOR A LEFT CROSSWIND AND WAS APPLYING RIGHT BRAKE AT THE SAME TIME. THE PILOT SAID THAT THE RIGHT TIRE WAS HYDROPLANING ON THE STANDING WATER WHEN IT HIT A ROCK OR GRAVEL WITH THE BRAKE LOCKED. THE TIRE SPUN ON THE WHEEL CAUSING THE VALVE-STEM TO SEVER, CAUSING AN IMMEDIATE FLAT TIRE. THE AIRCRAFT GROUND LOOPED TO THE RIGHT CAUSING THE RIGHT WING TIP TO STRIKE THE GROUND, CAUSING DAMAGE FROM THE TIP TO APPROXIMATELY TWO AND A HALF FEET INBOARD. THE RIGHT GEAR BOX SUFFERED A FEW LOOSE RIVITS. OVERALL DAMAGE TO THE AIRCRAFT IS MINIMAL. 20001115018209A (-23) PILOT STATED AIRSPEED INDICATOR DID NOT RESPOND ON INITIAL T/O ROLL. HE CONTINUED T/O AND AIRSPEED (A/S) RESPONDED. AFTER T/O HE NOTED THE A/S BEGAN TO DROP. HE LEVELED OUT ABOVE THE RUNWAY TO INCREASE A/S. HE SAID A/S CONTINUED TO DROP, HE GLANCED AT THIS TACK, AND NOTED THE RPM HAD DROPPED FROM 2500 TO 2100. HE PUT THE ACFT BACK ON THE GROUND AND CUT POWER. HE COULD NOT STOP THE ACFT ON THE SNOWY GRASS. THE ACFT HIT A RUNWAY LIGHT, A SIGN, AND CONTINUED FOR A TOTAL OF 1566 FEET ON THE GROUND BEFORE IMPACTING A STUMP WITH THE NOSE GEAR, WHICH FLIPPED THE ACFT. PRELIMINARY INVESTIGATION AND INSPECTION OF THE ENGINE COULD NOT VERIFY AN ENGINE OPERATIONAL PROBLEM. THE PITOT SYSTEM WAS CHECKED FOR LEAKS AND/OR DEBRIS, AND NONE WERE FOUND. THE A/S INDICATOR WAS SHIPPED TO THE NTSB FOR TESTING. THE AIRCRAFT HAD AN ANNUAL INSPECTION ON 07-27-00 AT 1324 HRS TOTAL TIME, AND WAS DETERMINED TO BE AIRWORTHY. NTSB IS CONTINUING THE INVESTIGATION. 20001115018789I (-23)THIS WAS A TEST FLIGHT CONDUCTED BY CESSNA AIRCRAFT, INC., FOR THE PURPOSE OF 'LIGHTING EVALUATION'. THERE WAS ONE PILOT AND ONE ENGINEER ABOARD THE AIRPLANE. WHILE CRUISING AT 11,500 FEET THE PILOT REPORTED TO WICHIT A APPROACH CONTROL THAT THEY WERE EXPERIENCING ENGINE PROBLEMS. THIS WAS FOLLOWED IMMEDIATELY BE ENGINE FAILURE. THE PILOT LANDED IN AN OPEN FIELD WITH NO DAMAGE TO THE AIRCRAFT AND NO INJURIES TO THE OCCUPANTS. THE AIRCRAFT AND THE ENGINE WERE BOTH EXPERIMENTAL. 20001115023039A (-23)AFTER DEMONSTRATING AN AUTOROTATION, THE IP ALLOWED THE PILOT RECEIVING INSTRUCTION TO PRACTICE ONE. THE STUDENT PILOT HAD TO CORRECT ROTOR RPM (NG) SEVERAL TIMES THRU OUT THE AUTOROTATION SEQUENCE. THE SINK RATE JUST PRIOR TO TOUCH DOWN APPEARED TO BE EXCESSIVE. THE HELICOPTER'S AFT PORTION OF THE LANDING SKIDS CONTACTED THE GROUND FIRST, SOMEWHAT HARDER THAN NORMAL CAUSING THE VEHICLE TO ROCK/PITCH FORWARD AND LIFTING THE REAR OF THE SKIDSOFF THE GROUND AND FINALLY COMING TO REST LEVEL. UPON INITIAL VISUAL INSPECTION IT WAS DISCOVERED THAT THE TAIL BOOM WAS DISPLACED DOWNWARD AN EXCESSIVE AMOUNT, THE DAMAGE/WRINKELING NOTICEABLE WHERE THE TAIL BEAM IS JOINED TO THE AFT FUSELAGE SECTION. THERE WERE NO INJURIES TO THE TWO (2) PILOTS OR ANY EVIDENCE OF A POST-HARD LANDING FIRE. (.4) ON NOVEMBER 15, 2000, AT 1030 HOURS MST, A EUROCOPTER AS-350-B3, N972AE, WAS SUBSTANTIALLY DAMAGED DURING A HARD LANDING AT FALCON FIELD, MESA, AZ. THE AIRLINE TRANSPORT CERTIFICATED INSTRUCTOR PILOT AND THE CERTIFICATED COMMERCIAL PILOT UNDER INSTRUCTION WERE NOT INJURED. NO FLIGHT PLAN WAS FILED FOR THE LOCAL AREA INSTRUCTIONAL FLIGHT, WHICH DEPARTED FROM FALCON FIELD ABOUT 1000. THE FLIGHT WAS OPERATED UNDER 14 CFR PART 91 BY PETROLEUM HELICOPTERS, INC. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PILOT REPORTED THAT HE HAD DEMONSTRATED AN AUTOROTATION LANDING AND THEN TURNED CONTROL OF THE HELICOPTER OVER TO THE STUDENT TO PERFORM THE NEXT AUTOROTATION LANDING. THE STUDENT'S ENTRY WAS ABRUPT RESULTING IN FIRST, HIGH ROTOR RPM, HOWEVER, THE RPM WAS PROPER PRIOR TO INITIATING THE LANDING FLARE. THE STUDENT'S INITAL PITCH APPLICATION DURING THE FLARE WAS A LITTLE TOO HIGH BUT OKAY. AS THE AIRCRAFT NEARED THE LANDING, ADDITIONAL COLLECTIVE WAS APPLIED, BUT IT WAS INSUFFICIENT TO CHECK THE SINK RATE AND THEN BACK DOWN ON THE FULL SKID. THE PILOT HEARD A METALLIC SOUND AND ON EXTERNAL INSPECTION, FOUND THE TAIL BOOM WAS BENT DOWN. THE PILOT NOTED THAT A BALLAST INSTALLATION IN THE TAIL BOOM MIGHT HAVE CONTRIBUTED TO THE ACCIDENT. THE HELICOPTER WAS CONFIGURED FOR EMS (EMERGENCY MEDICAL SERVICE) USE WITH A STRETCHER INSTALLATION. PART OF THE EMS MODIFICATION MOVED THE 48-POUND BATTERY INTO THE TAIL CONE FORWARD OF THE STABILIZER AND INSTALLED A BALLAST STATION RATED FOR UP TO 19.22 POUNDS OF LEAD BALLAST IN THE TIP OF THE TAIL CONE. BOTH THE BATTERY RELOCATION AND THE BALLAST INSTALLATION WERE INSTALLED IN ACCORDANCE WITH AN AMERICAN EUROCOPTER SUPPLEMENTAL TYPE CERTIFICATE (STC). THE ACCIDENT HELICOPTER WAS CARRYING 18.3 POUNDS OF LEAD BALLAST IN ADDITION TO THE RELOCATED 48-POUND BATTERY. 20001115025099I (-23) INCIDENT OCCURRED APPROX. 1733Z (0933 PST) LANDING GEAR COLLAPSED ON TOUCHDOWN. PILOT INDICATED THAT JUST PRIOR TO LANDING, THE LANDING GEAR CONTROL WAS CYCLED BEFORE THE LANDING GEAR INDICATION LIGHTS WOULD RESPOND TO THE LANDING GEAR CONTROL BEING PLACED IN THE "DOWN" POSITION. AN INSPECTION OF THE A/C LANDING GEAR SYSTEM REVEALED THAT THE LANDING GEAR TRANSMISSION RETRACTION MOTOR ASSEMBLY WAS DETACHED FROM ITS MOUNTING SUPPORT BECAUSE OF A BROKEN BRACKET. INDICATIONS, SUCH AS THE SUPPORT BRACKET CRACKS DISCOLORATION AND DISTORTION, ARE THAT THIS DEFECT WAS PRESENT PRIOR TO THIS OCCURRENCE. 20001115036059A (-23) ON NOVEMBER 15, 2000, AT 1515 CST, A CESSNA 185F SINGLE ENGINE AIRPLANE, N6232E, WAS DESTROYED AFTER IMPACTING A WIRE AND THE GROUND WHILE ON APPROACH TO LAND ON LOUISIANA STATE HIGHWAY 127 NORTH APPROX. 7 MILES NORTH OF JENA, LA. THE AIRPLANE WAS CONSUMED BY A POST-IMPACT FIRE. THE COMMERCIALRATED PILOT (SOLE OCCUPANT) TO WHOM THE AIRPLANE WAS REGISTERED TO AND OPERATED BY, SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE CODE 14 OF FEDERAL REGULATIONS PART91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED APPROX. AT 1415 FROM THE PILOT'S PRIVATE AIRSTRIP IN OAK GROVE, LA. 20001115038319I (-23) ON NOV 15, 2000 I INTERVIEWED THE PIC AND HE STATED THAT HE WAS CLEARED TO LAND ON RUNWAY 23, AS HE TOUCHED DOWN A CROSS WIND HIT HIM SO HE DID A GO AROUND AND WAS CLEARED TO LAND ON RUNWAY 31 BECAUSE OF THE CHANGING WINDS. THE PIC THEN STATED THAT HE RETRACTED THE GEAR AND LINED UP WITH RUNWAY 31 AND "JUST FORGOT" TO LOWER THE GEAR. THE CONTROLLER WAS ALSO INTERVIEWED AND CONCURRED WITH WHAT THE PILOT STATED. 20001115038599A (-23)ON NOVEMBER 15, 2000, AT APPROX. 12:06 PM, MR. ^PRIVACY DATA OMIT^WAS PILOT IN COMMAND OF BEECH MUSKETEER N2334J. ON APPROACH TO LANDING FOR RUNWAY 33 AT EVERGLADES AIRPARK (X01), THE PILOT EXPERIENCED STRONG GUSTY WINDS WHICH FORCED THE AIRCRAFT TO BOUNCE ON THE RUNWAY AND THEN BECOME AIRBORN AGAIN. THE PILOT BEGAN TO EXECUTE A GO-AROUND WITH FULL POWER BUT THE AIRCRAFT DID NOT GAIN FLYING SPEED AND SETTLED INTO THE BAY AT THE END OF THE RUNWAY. (.19) ON NOVEMBER 15, 2000, AT 1206 EASTERN STANDARD TIME, A BEECH MUSKETEER BE-23, N2334J, COLLIDED WITH WATER WHILE ATTEMPTING A GO-AROUND ON RUNWAY 33, AT THE EVERGLADES AIRPARK IN EVERGLADES CITY, FLORIDA. THE AIRPLANE WAS OPERATED BY THE COMMERCIAL PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL FLIGHT. THE PILOT AND TWO PASSENGERS WERE NOT INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT HAD ORIGINATED FROM THE EVERGLADES AIRPARK AT AN UNDETERMINED TIME.(.4)ON NOVEMBER 15, 2000, AT 1206 EASTERN STANDARD TIME, A BEECH MUSKETEER BE-23, N2334J, COLLIDED WITH WATER WHILE ATTEMPTING A GO-AROUND ON RUNWAY 33, AT THE EVERGLADES AIRPARK IN EVERGLADES CITY, FLORIDA. THE AIRPLANE WAS OPERATED BY THE COMMERCIAL PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL FLIGHT. THE PILOT AND TWO PASSENGERS WERE NOT INJURED AND THE AIRPLANE IN EVERGLADES CITY, FLORIDA, AT AN UNDETERMINED TIME. ACCORDING TO THE PILOT, DURING LANDING, HE EXPERIENCED STRONG GUSTY WINDS WHICH FORCED THE AIRPLANE TO BOUNCE ON THE RUNWAY. THE PILOT SAID HE BEGAN TO EXECUTE A GO-AROUND WITH FULL POWER BUT THE AIRPLANE WOULD NOT GAIN FLYING SPEED AND SETTLED INTO THE BAY AT THE END OF THE RUNWAY. EXAMINATION OF THE AIRFRAME FAILED TO DISCLOSE MECHANICAL PROBLEMS WITH THE AIRPLANE. THE PILOT WAS MAILE AN NTSB PILOT/OPERATOR REPORT ON NOVEMBER 24, 2000, BUT HAD NOT RETURNED THE COMPLETED FORM BY THE TIME OF THIS REPORT. 20001115041689A (-23) AIRCRAFT DEPARTED CHINO, CA AIRPORT AT APPROXIMATELY 1000 HOURS ON 11/15/00. DURING ACROBATIC MANEUVERS AIRCRAFT STRUCK SIDE OF ROAD (HIGHWAY 79) IN AN AREA OF SOUTHEAST OF TEMECULA, CA ON HIGHWAY 79 AND EAST OF PAUBA ROAD. 20001116018959A (-23) INSTRUCTOR AND STUDENT WERE PRACTICING FULL STOP, FULL STALL LANDINGS AT THE ONTARIO, OREGON AIRPORT. ON THE LAST LANDING THE STUDENT BOUNCED THE A/C APPROX 30 FEET IN THE AIR. TO RECOVER THE LANDING THE INSTRUCTOR TOOK THE FLIGHT CONTROLS. AS THE A/C TOUCHED DOWN IT STARTED TO VEER TO THE RIGHT THE PILOT MADE A CORRECTION WITH THE RUDDER AND OPPOSITE AND OPPOSITE BRAKE. AT THIS TIME THE STUDENT APPLIED HEAVY BREAKING AND THE A/C TURNED OVER ON ITS NOSE AND LANDED ON THE RUNWAY INVERTED. 20001116023569A (-23) ON NOVEMBER 16, 2000, APPROX. 2155 CST, A EUROCOPTER AS350B2, N126TV, WAS DESTROYED FOLLOWING IMPACT WITH WIRES, A PHONE POLE AND TERRAIN WHILE MANEUVERING IN THE RIVER OAKS AREA OF HOUSTON, TX. THE FOX NEWS HELICOPTER WAS OWNED AND OPERATED BY HELICOPTER SERVICES, INC. BASED AT KDWH AIRPORT. THE COMMERCIAL INSTRUMENT HELICOPTER RATED PILOT, THE SOLE OCCUPANT, SUSTAINED FATAL INJURIES. NIGHT IMC CONDITION PREVAILED AT THE ACCIDENT SITE. WX ESTIMATED TO BE 300 FT OVERCAST IN RAIN AND MIST. N126TV IMPACTED THE GROUND IN AN EASTERLY DIRECTION ON EARL STREET, ADJACENT TO THE SOUTH SIDE OF 2705 BAMMEL. THE PILOT WAS FOUND LAYING ON HIS STOMACH ON EARL STREET, 5 TO 7 FEET INFRONT OF N126TV. (.4) THE TURBINE POWERED HELICOPTER WAS ON A 29 NAUTICAL MILE NIGHT FLIGHT OVER A CITY. TWO LAW ENFORCEMENT OFFICERS, LOCATED ABOUT TWO BLOCKS NORTHEAST OF THE ACCIDENT SITE, REPORTED OBSERVING THE HELICOPTER "FLYING AT A VERY LOW ALTITUDE" NORTHBOUND. THE OFFICERS WALKED AROUND THE BUILDING TO A PARKING LOT WHERE THEY MET ANOTHER OFFICER. ALL THREE OFFICERS HEARD THE HELICOPTER FLY OVER THE PARKING LOT IN A SOUTHWEST DIRECTION. THE OFFICERS LOOK ED FOR THE HELICOPTER, BUT THEY COULD NOT SEE IT DUE TO THE POOR VISIBILITY. WHEN THE HELICOPTER CAME INTO VIEW, IT WAS "BANKED TO THE RIGHT" TRAVELING IN A WESTERLY DIRECTION. THE HELICOPTER CONTINUED IN A DOWNWARD DIRECTION, AND THEN A "HUGE FIREBALL" WAS OBSERVED. THE HELICOPTER STRUCK WIRES, A POWER POLE AND AN ABOVE GROUND GAS METER. AN ELECTRICAL TRANSFORMER EXPLODED, AND THE HELICOPTER WAS CONSUMED BY THE ENSUING FIRE. THE DESTINATION AIRPORT HAD IFR WEATHER CONDITIONS AT THE TIME OF DEPARTURE. WITNESSES ESTIMATED THAT AT THE TIME OF THE ACCIDENT, THERE WAS AN OVERCAST CEILING OF ABOUT 300-400 FEET. NO RECORD WAS FOUND OF ANY PREFLIGHT WEATHER BRIEFING OBTAINED BY THE PILOT. NO PRE-IMPACT ANOMALIES WERE OBSERVED DURING AN EXAMINATION OF THE AIRFRAME AND ENGINE. 20001116024439I (-23) I WAS DOING A NORMAL LANDING (FULL STOP). MY GEAR WAS UP AND I THOUGHT I DID A GUMPS CHECK. ONCE I HIT THE RUNWAY I JUST DID MY BEST TO COME TO A SAFE STOP. I TURNED OFF THE MASTER, MAGS AND FUEL AND WAITED FOR THE FAA (PLANE N172RD). 20001116024549I (-23) INCIDENT NO #IGL1920010007 WHEN PREPARING TO LAND AT SPI, THE GEAR DID NOT INDICATE DOWN AND LOCKED. THE PILOT FLEW BY THE TOWER AND THEY INDICATED THAT THE NOSE GEAR DID NOT APPEAR TO BE FULLY EXTENDED. THE EMERGENCY EXTENSION SYSTEM WAS USED AND AN UNEVENTFUL LANDING WAS MADE. UPON INSPECTION OF THE A/C IT WAS DETERMINED THAT THERE WAS A CRACKED HYDRAULIC LINE BETWEEN THE RH PUMP AND FILTER. THE LINE WAS CRACKED AT THE 90 DEGREE BEND IN THE LINE. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001116025349A (-23) ON NOVEMBER 16, 2000, AT ABOUT 1830 I VISITED VENTURA FAIR GROUNDS, CA. TO INVESTIGATE THE ACCIDENT OF A CESSNA 210K, N8118G, THAT LOST ENGINE POWER AND MADE A FORCED LANDING. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, HOWEVER, THE CERTIFIED PRIVATE PILOT, HIS PASSENGER, AND TWO DOGS WERE NOT INJURED. NO ONE ON THE GROUND RECEIVED ANY INJURIES. APART FROM THE AIRPLANE, ONLY THE FENCE WAS DAMAGED. THE PLANE WAS OPERATED BY THE PILOT/OWNER AS A PERSONAL FLIGHT UNDER TITLE 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM CHINO, CA. AIRPORT AT 1505. VMC PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. AS THE AIRPLANE TOUCHDOWN, THE PILOT APPLIED BRAKES. THE AIRPLANE SKIDDED BEFORE STRIKING THE FENCE AND CAME TO A STOP. THE FAILED ENGINE WAS CONTINENTAL REMANUFACTURED IO-550. IT HAD ABOUT 57 HOURS SINCE REMANUFACTURED BY CONTINENTAL. IT REPLACED THE ORIGINAL ENGINE IO-520 AND ITS INSTALLATION WAS AUTHORIZED BY STC. THE ENGINE WAS SENT TO CONTINENTAL ALABAMA FOR INVESTIGATION BY THE NTSB & CONTINENTAL REPRESENTATIVE. (.4) ON NOVEMBER 16, 2000, AT 1540 HOURS PACIFIC STANDARD TIME, A CESSNA 210K, N8118G, LOST ENGINE POWER AND MADE A FORCED LANDING NEAR OXNARD, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED PRIVATE PILOT, HIS PASSENGER, AND TWO DOGS WERE NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY THE PILOT/OWNER AS A PERSONAL FLIGHT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM THE CHINO, CALIFORNIA, AIRPORT AT 1505. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE HAD BEGUN HIS DESCENT FROM HIS EN ROUTE CRUISE ALTITUDE OF 10,500 FEET MEAN SEA LEVEL (MSL) WHEN, AFTER DESCENDING ABOUT 400 TO 500 FEET, HE FELT A MINOR CONCENTRIC VIBRATION. HE IMMEDIATELY CHECKED ENGINE OIL PRESSURE AND FUEL MIXTURE, AND DETERMINED THAT BOTH WERE WITHIN LIMITS. SHORTLY THEREAFTER, THE VIBRATION INCREASED IN MAGNITUDE AND HE REDUCED THE THROTTLE. AT THIS TIME HE ALSO RICHENED THE MIXTURE, SWITCHED FUEL TANKS, AND TRIED TO ADJUST THE PROPELLER PITCH IN HOPES OF SOMEHOW REDUCING THE VIBRATION. THE PILOT DECLARED AN EMERGENCY TO LOS ANGELES CENTER AND WAS GIVEN A HEADING OF 140 DEGREES TO THE NEAREST AIRPORT, WHICH WAS AT OXNARD. AFTER TURNING TO THE NEW HEADING, THE ENGINE QUIT. HE INFORMED CENTER THAT HE WOULD NOT BE ABLE TO REACH OXNARD. ABOUT 5,200 FEET MSL, THE PILOT SAW AN OPEN AREA AND SET UP A NORMAL TRAFFIC PATTERN APPROACH. WHEN HE WAS SURE THAT LANDING WAS ASSURED, HE ATTEMPTED TO LOWER HIS LANDING GEAR AND APPLIED FULL FLAPS. HE ESTIMATED HIS FINAL APPROACH WAS A LITTLE FAST, ABOUT 90 TO 100 KNOTS. HE ATTRIBUTED THE HIGHER SPEED TO THE FACT THAT HE DOVE THE AIRPLANE SLIGHTLY SINCE IT WAS STILL TOO HIGH DURING THE TURN TO FINAL. AS THE AIRPLANE TOUCHED DOWN, THE PILOT APPLIED THE BRAKES. THE AIRPLANE SKIDDED ABOUT 300 TO 400 FEET BEFORE STRIKING A PERIMETER FENCE AND A TREE. AS THE AIRPLANE STRUCK THE TREE, IT YAWED ABOUT 90 DEGREES TO THE RIGHT AND CAME TO A STOP. THE AIRPLANE HAD ITS ENGINE REPLACED THE PREVIOUS MAY. THE NEW ENGINE WAS A FACTORY REMANUFACTURED CONTINENTAL IO-550. IT REPLACED THE ORIGINAL CONTINENTAL IO-520, AND ITS INSTALLATION WAS AUTHORIZED UNDER A SUPPLEMENTAL TYPE CERTIFICATE (STC). THE ENGINE WAS TAKEN TO TELEDYNE CONTINENTAL MOTORS, THE MANUFACTURER, IN MOBILE, ALABAMA, FOR DISASSEMBLY AND INSPECTION. THE ENGINE WAS FOUND TO HAVE A BROKEN CAM GEAR. 20001116039439I (-23) INM0300102-EMERGENCY DECLARED DURING LANDING AT COS. BOTH GENERATORS FAILED. UNABLE TO RESET. A/C LANDED ON BATTERY POWER. APU START NOT ATTEMPTED. AFTER LANDING FIRE MARSHALLS CONDUCTED EXTERIOR CHECK AT REQUEST OF CPT. NOTHING FOUND. AFTER LANDING AND DURING CHECK CABIN CREW (3) REPORTED SMOKE IN CABIN. EMERGENCY EVAC CONSIDERED BUT NOT CONDUCTED. SMOKE DISIPATED AND CPT ELECTED TO TAXI TO THE GATE. PASSENGERS DEPLANED WITHOUT INCIDENT. BOTH CPT AND F/O STATEMENTS DO NOT INDICATE ANY SMOKE WAS REPORTED BY CABIN CREW. DENVER MTC INSPECTED A/C AND PERFORMED MAINTENANCE. SHIP NO. 206, LOG NO. C841089, CONTROL NO. 841089001. 20001116041029A (-23)ON NOVEMBER 16, 2000, AT ABOUT 1548 EST, AN F-16 MILITARY JET OPERATED BY THE 347TH WING, AIR COMMAND,HOEM STATION AT MOODY AFB, VALDOSTA, GA, AND A CESSNA 172, REGISTRATION NUMBER N73829, REGISTERED TO CRYSTAL AEROGROUP, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT EXPERIENCED A MILD AIR COLLISION IN THE VICINITY OF BRADENTON, FL. VFR FLIGTH CONDITIONS PREVAILED. THE F-16 WAS ONE OF TWO AIRCRAFT OPERATING ON A LOW ALTITUDE TRAINING MISSION. NO FLIGHT PLAN WAS FILED FOR THE CESSNA 172. THE PILOT FOR THE F-16 SUCCESSFULLY EJECTED AND WAS UNHARMED, WHILE THE CESSNA PILOT WAS FATALLY INJURED. THE TWO F-16'S DEPARTED MOODY AFB AT AN UNDETERMINED TIME, WHILE THE CESSNA 172 DEPARTED SARASOTA/BRADENTON INTERNATIONAL AIRPORT, SARASOTA, FL ABOUT 18 MINUTES BEFORE THE ACCIDENT. ACCORDING TO AIR TRAFFIC CONTROL THE TWO F-16'S CANCELLED IFR AND BEGAN A VFR DECENT. PRELIMINARY INVESTIGATION INDICATES THE TWO (2) F-16'S ENTERED CLASS B, AND CLASS C, AIRSPACE WITHOUT ESTABLISHING TWO-RADIO COMMUNICATIONS WITH AIR TRAFFIC CONTROL. THE CESSNA 172 DEPARTED SRQ UNDER VFR ENROUTE TO ALBERT WHITTED AIRPORT, ST. PETERSBURG, FL. THE CESSNA 172 CRASHED IN THE ROSEDALE GOLF AND COUNTRY CLUB AREA, BRADENTON, FL. THE F-16 CRASHED APPROXIMATELY THREE (3) MILES SOUTH OF THE CESSNA 172,AND FIVE (5) MILES EAST OF SARASOTA, IN A WOODED AREA. 20001116041109A (-23)THE AIRCRAFT DEPARTED BAKER CITY, OREGON ON NOVEMBER 11, 2000 FOR A THREE HOUR GAME SURVEY, THERE WAS ONE PASSENGER ABOARD THE AIRCRAFT. THE AIRCRAFT WAS REPORTED MISSING AND A SEARCH WAS INITIATED BY THE IDAHO AHD OREGON STATE AVIATION DEPARTMENTS. THE AIRCRAFT WRECKAGE WAS FOUND ON MAY 22, 2001 BY A RNACHER IN THE AREA THAT THE GAME SURVEY WAS CONDUCTING. THE AIRCRAFT WAS DEMOLISHED AND THE WRECKAGE WAS CONSUMED BY FIRE. THE PILOT AND THE PASSENGER WERE FATALLY INJURED. 20001116041539A (-23) ON NOVEMBER 16, 2000, AT ABOUT 1548 EASTERN STANDARD TIME, AN F-16, MILITARY JET OPERATED BY THE 347TH WING, AIR COMBAT COMMAND, HOME STATION AT MOODY AFB, VALDOSTA, GA, AND A CESSNA 172, REGISTRATION NUMBER N73829, REGISTERED TO CRYSTAL AEROGROUP, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT EXPERIENCED A MID AIR COLLISION IN THE VICINITY OF BRADENTON, FL. VFR FLIGHT CONDITIONS PREVAILED. THE F-16 WAS ONE OF TWO AIRCRAFT OPERATING ON A LOW ALTITUDE TRAINING MISSION. NO FLIGHT PLAN WAS FILED FOR THE CESSNA 172. THE PILOT OF THE F-16 SUCCESSFULLY EJECTED AND WAS UNHARMED, WHILE THE CESSNA PILOT WAS FATALLY INJURED. THE TWO F-16'S DEPARTED MOODY AFB AT AN UNDETERMINED TIME, WHILE THE CESSNA 172 DEPARTED SARASOTA/BRADENTON INTERNATIONAL AIRPORT, SARASOTA, FL ABOUT 18 MINUTES BEFORE THE ACCIDENT. ACCORDING TO AIR TRAFFIC CONTROL THE TWO F-16'S CANCELLED IFR AND BEGAN A VFR DESCENT. PRELIMINARY INVESTIGATION INDICATES THE TWO (2) F-16'S ENTERED CLASS B, AND CLASS C, AIRSPACE WITHOUT ESTABLISHING TWO-WAY RADIO COMMUNICATIONS WITH AIR TRAFFIC CONTROL. THE CESSNA 172 DEPARTED SRQ UNDER VFR ENROUTE TO ALBERT WHITTED AIRPORT, ST. PETERSBURG, FL. THE CESSNA 172 CRASHED IN THE ROSEDALE GOLF AND COUNTRY CLUB AREA, BRADENTON FL. THE F-16 CRASHED APPROXIMATELY THREE (3) MILES SOUTH OF THE CESSNA 172, AND FIVE (5) MILES EAST OF SARASOTA,IN A WOODED AREA. 20001117021989I (-23)N4BP, PA46, NOSE GEAR COLLAPED LANDING ROLL AT WHITEMAN, CA, AIRPORT RWY 7 AT 1637 PST. PILOT OF N4BP, ^PRIVACY DATA OMITTED STATED THAT ALL LANDING GEAR INDICATIONS WERE NORMAL (THREE IN THE GREEN). UPON ROLL OUT THE NOSE GEAR COLLAPSED WHILE HE WAS TURNING SLIGHTLY TO THE LEFT OF THE RUNWAY CENTER LINE. THE AIRCRAFT WAS INSPECTED. THE NOSE GEAR ACTUATOR WAS REMOVED AND SENT TO A OVERHAUL FACILITY FOR EVALUATION TO CHECK FOR INTERNAL WEAR OF THE DOWN LOCK DETENTS AND FINGERS. 20001117022579I (-23)AIRCRAFT ENROUTE FROM CVG-TUS DIVERTED TO ICT DUE TO A FUEL TRANSFER PROBLEM. NO EMERGENCY WAS DECLARED. AIRCRAFT LANDED WITHOUT INCIDENT. VIA RADIO PATCH WITH MAINTENANCE COORDINATOR, DETERMINED THAT THE CREW HAD FAILED TO INITIATE A FUEL TRANSFER. CONTRACT MAINTENANCE PERFORMED OVERWEIGHT INSPECTION AND RETURNED TO SERVICE. CONTINUED FLIGHT. 20001117023409I (-23) ON NOVEMBER 17, 2000, AT APPROX. 1430 EDT, A CHEROKEE PA28-180 REGISTERED TO^PRIVACY DATA OMITTED^ .THE A/C WAS IN FLIGHT APPROX. 3 MILES SOUTH OF BEAUFORT (MRH) FIELD AT 900 FEET WHEN ENGINE STARTED TO SPUTTER AND THEN QUIT. THE PILOT ESTABLISHED POWER-OFF GLIDE, AWAY FROM THE AIRFIELD TOWARD (SHACKLEFORD BANKS) AND PUT IT DOWN ON THE BEACH. THE PILOT INDICATED HE TURNED ON THE BOOST PUMP, SWITCHED FUEL TANKS AND CHECKED CARB. HEAT, TO NO AVAIL. PILOT RADIOED BEAUFORT AIRFIELD (MRH) AND SAID HE WAS GOING TO LAND THE AIRPLANE ON THE BEACH. DURING FURTHER CONVERSATION WITH THE PILOT, HE ADMITTED CAUSE WAS LACK OF ADEQUATE FUEL. 20001117024009I (-23) GUSTING LEFT XWIND, ATTRIBUTED TO LOSS OF DIRECTIONAL CONTROL BY STUDENT. INSTRUCTOR UNABLE TO EFFECT CORRECTIVE ACTION. A/C EXITED RUNWAY AND SOFT GROUND CREATED DRAG ON GEAR, FORCING THE A/C ONTO ITS NOSE. BENT PROPELLER AND DAMAGED SPINNER. 20001117025299A (-23) THE PILOT STATED THAT HE WAS FLYING SE OF STEVENSVILLE AIRPORT (32S). WHILE DESCENDING WITH NO POWER CHANGE THE A/C EXPERIENCED A SUDDEN VIBRATION AND NO CHANGE IN THRUST. THE PILOT VERIFIED THAT IT WAS THE RIGHT ENGINE. HE SHUT DOWN THE RIGHT ENGINE IN THE AIR AND FEATHERED THE PROP. HE NOTICED THAT PART OF THE RIGHT BLADE WAS MISSING. LANDING AT THE STEVENSVILLE AIRPORT WAS UNEVENTFUL. 20001117029959A (-23) PILOT REPORTED THAT HE MADE A NORMAL LANDING ON RUNWAY 31 AT THE WAUTOMA AIRPORT. AFTER THE NOSE CAME DOWN HE SAW A DEER APPROX. 50 FEET IN FRONT OF THE A/C. HE STATED HE SWERVED TO THE RIGHT TO AVOID HITTING THE DEER WITH THE PROPELLER AND NOSE GEAR. HE STATED THE DEER PANICKED AND RAN BACK INTO THE LEFT STABILATOR. 20001117038169I (-23) EXPERIENCED SMOKE IN THE COCKPIT/CABIN IN CRUISE FLIGHT 10 TO 15 MINUTES AFTER TAKEOFF FROM MIDDLETOWN (MDT). CAPTAIN ELECTED TO RETURN TO MDT AND COMPLETED AN UNEVENTFUL EMERGENCY LANDING. NO INJURIES. MOST OF THE SMOKE HAD DISSIPATED BY THE TIME THE AIRCRAFT LANDED AT MDT. SUBSEQUENT TROUBLESHOOTING REVEALED A BROKEN WIRE BETWEEN THE TEMPERATURE CONTROL UNIT AND OVERTEMPERATURE SENSOR. 20001117038799A (-23) THE PILOT AND ONLY OCCUPANT OF THE A/C DEPARTED THE ONTARIO AIRPORT FOR A LOCAL FLIGHT. ON TAKEOFF AS THE A/C BROKE GROUND IT YAWED TO THE RIGHT AND WAS CLIMBING IN A RIGHT WING LOW ATTITUDE. ABOUT 1/4 MILE FROM THE DEPARTURE END OF THE RUNWAY AND AT AN ALTITUDE OF 200 FEET ABOVE THE GROUND LEVEL THE LEFT WING FAILED JUST INBOARD OF THE WING STRUT. THE LEFT WING FOLDED AND THE AIRCRAFT ROLLED INVERTED AND THEN ENTERED A VERTICAL DESCENT AND IMPACTED THE GROUND. POST CRASH FIRE CONSUMED THE AIRCRAFT AND THE PILOT SUSTAINED FATAL INJURIES. 20001117038959A (-23) ON TAKEOFF THE NOSE WHEEL TIRE BLEW, THE TAKEOFF WAS ABORTED. THE A/C ROCKED UP ON THE NOSE LANDING GEAR COLLAPSING THE GEAR AND DAMAGING THE FIREWALL AND CENTER CONSOLE. 20001117038969A (-23) PILOT IN COMMAND LANDED ON RUNWAY 24 WITH A CROSSWIND OF 340 DEGREE AT 1T KNOTS GUSTING TO 25 KNOTS. THE A/C TOUCHED DOWN IN A FORWARD SLIP AND SKIDDED OFF THE RIGHT SIDE OF THE RUNWAY AND STRUCK A TREE WITH THE RIGHT WING. THE A/C WAS DESTROYED WITH NO INJURIES TO THE PIC OR PASSENGERS. 20001117039459A (-23) PILOT REPORTED THAT AFTER LANDING ON RUNWAY 20 AT SACRAMENTO EXECUTIVE AIRPORT, SACRAMENTO, CA, HE EXPERIENCED A BAD SHIMMY. AS HE EASED THE CONTROL FORWARD, THE A/C MADE A RIGHT TURN. WHEN A SIDE LOAD WAS PLACED ON THE LEFT MAIN GEAR, THE LANDING GEAR DEPARTED THE A/C. THE PILOT AND SOLE OCCUPANT WAS NOT INJURED. THE A/C WAS CLEARED BY THE NTSB FOR RECOVERY FROM THE RUNWAY PRIOR TO FAA INSPECTION OF A/C. DURING INSPECTION OF THE A/C, A BOLT WAS PRESENTED THAT IS ALLEDGED TO BE THE LEFT MAIN GEAR MOUNTING BOLT P/N:NAS147-59. THIS BOLT WAS PULLED IN HALF. THIS BOLT WAS BADLY NECKED AT THE POINT OF FAILURE AND WAS BENT TO APPROX. 45 DEGREES. THE FAILURE POINT OF THE BOLT SHOWED SIGNS OF A PREVIOUS CRACK. (.4) ON NOVEMBER 17, 2000, AT 1551 HOURS PACIFIC STANDARD TIME, A CESSNA 140, N2154V, VEERED OFF THE RUNWAY AND BENT A WING TIP AND A MAIN GEAR STRUT DURING LANDING AT SACRAMENTO EXECUTIVE AIRPORT, SACRAMENTO, CALIFORNIA. THE AIRPLANE, OPERATED BY CARTER FLYGARE, INC., AND RENTED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT WAS NOT INJURED. THE LOCAL PERSONAL FLIGHT DEPARTED SACRAMENTO EXECU TIVE ABOUT 1445. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED HE FLEW TO NEARBY FRANKLIN AIRPORT TO PRACTICE LANDINGS. HE MADE SEVERAL FULL STOP LANDINGS AND SEVERAL TOUCH-AND-GO LANDINGS. HE RETURNED TO SACRAMENTO EXECUTIVE FOR A FULL STOP LANDING. DURING THE ROLLOUT, THE TAIL WHEEL BEGAN TO VIBRATE. THE SHAKING WAS AT A SLOW RATE INITIALLY, AND THEN BECAME PROGRESSIVELY WORSE. HE STATED THAT HE ATTEMPTED TO EASE OFF ON THE ELEVATOR PRESSURE, BUT LOST DIRECTIONAL CONTROL IN THE PROCESS AND THE AIRPLANE SWERVED TO THE RIGHT. THE AIRPLANE GROUND LOOPED AND DEPARTED THE RUNWAY. 20001117040169A (-23) CESSNA 210, N29233 SUSTAINED SUBSTANTIAL DAMAGE AS THE RESULT OF AN EMERGENCY LANDING AND THE DANE COUNTY REGIONAL AIRPORT, MADISON, WISCONSIN ON NOVEMBER 11, 2000. THE PILOT IN COMMAND AND SOLE OCCUPANT OF THE AIRCRAFT, JOEL KUPFERBERG WAS NOT INJURED. HE STATED HE VISUALLY CHECKED AND DIPPED THE FUEL TANKS AS PART OF THE PREFLIGHT INSPECTION. HE STATED BOTH TANKS HAD 13-15 GALLONS OF FUEL. MR. KUPFERBERG REPORTED HE DEPARTED RUNWAY 31 ON THE AVIONICS TEST FLIGHT WITH THE INTENT OF FLYING ABOUT 10 MILES WEST OF THE AIRPORT AND THEN RETURNING. HE STATED THAT ON A NORMAL CLIMB OUT AT AN ALTITUDE OF APPROXIMATELY 1750 MSL (888 AGL) THE FUEL FLOW INDICATOR DROPPED FROM 3/4 SCALE TO ZERO AND THE ENGINE QUIT. HE STATED HE LOWERED THE NOSE TO ATTAIN GLIDE SPEED AND STARTED A RIGHT TURN TO ATTEMPT A LANDING ON RUNWAY 18, THE CLOSEST RUNWAY TO HIS POSITION. HE STATED HE SWITCHED THE FUEL SELECTOR TO THE LEFT TANK IN THE EVENT THAT THE ENGINE WAS NOT PROPERLY RECEIVING FUEL. HE STATED THIS DID NOT RESTART THE ENGINE AND HE DID NOT HAVE TIME, BECAUSE OF THE LOW ALTITUDE, TO TROUBLE SHOOT THE PROBLEM FURTHER. HE STATED HE ADVISED THE TOWER OF THE EMERGENCY AND WAS CLEARED TO LAND, ANY RUNWAY. MR. KUPFERBERG STATED HE INTENDED TO KEEP THE LANDING GEAR UP AS LONG AS POSSIBLE TO LESSEN THE DRAG. HE STATED ON FINAL FOR RUNWAY 18 AT AN ALTITUDE OF APPROXIMATELY 200 FEET, THE CONTROL TOWER ADVISED THAT THE GEAR WAS NOT DOWN. HE STATED HE LOWERED THE GEAR AT THAT TIME AND THE MAINS CLIPPED THE TOP PORTION OF THE OUTER CHAIN LINK FENCE WHICH SURROUNDS THE AIRPORT. THE PLANE SKIDDED ALONG THE GROUND AND IMPACTED A LOCALIZER ANTENNA. THE AIRCRAFT CAME TO REST 100 FEET SOUTH OF THE RUNWAY 36 LOCALIZER ANTENNA WHICH IS LOCATED APPROXIMATELY 1000 FEET NORTH OF THE APPROACH END OF RUNWAY 18. THE AIRCRAFT RECEIVED DAMAGE TO BOTH WINGS, THE PROPELLER AND UNDER SURFACE. 20001118021549I (-23) MESA AIRLINES' FLIGHT 6130 ENROUTE FROM DSM TO PHX EXPERIENCED A PAX ENTRANCE DOOR WARNING MESSAGE AT FL310. AS A PRECAUTION, AN EMERGENCY WAS DECLARED AND DIVERTED TO ICT. EXECUTIVE AIRCRAFT CORPORATION MECHANICS VERIFIED THAT THE DOOR WAS CLOSING PROPERLY. COMPLIED WITH MEL PROCEDURES AND CONTINUED THE FLIGHT. A/C WAS SENT TO MAINTENANCE FACILITY AND ALL DOOR SWITCHES WERE ADJUSTED. OPERATIONALLY CHECKS GOOD. A/C RETURNED TO SERVICE. 20001118021939I (-23) THE INSTRUCTOR OF A TWO SEAT ULTRALIGHT VEHICLE WAS STANDING ON THE GROUND STARTING THE ENGINE OF THE ULTRALIGHT WHILE THE STUDENT WAS SITTING IN THE VEHICLE GUARDING THE BRAKE AND THROTTLE PDEALS. AFTER THE ENGINE STARTED, THE STUDENT PRESSED ON THE RIGHT PEDAL (THROTTLE) VISE LEFT PEDAL (BRAKE) CAUSING THE VEHICLE TO ACCELERATE FORWARD AND CRASH INTO A PARKED CAR. THIS WAS THE STUDENT'S FOURTH FLIGHT IN A ULTRALIGHT VEHICLE. 20001118022979A (-23) STUDENT PILOT WAS CONDUCTING UNSUPERVISED TAXI AND "SHORT HOPS" DOWN THE RUNWAY. PILOT CHOSE TO TAKE THE A/C OFF AND CLIMBED TO APPROX. 150 FEET AGL THEN DESCENDED BACK FOR LANDING. PILOT MISJUDGED, LOST CONTROL, LANDED HARD. A/C BOUNCED AND TURNED SIDEWAYS AND IMPACTED AGAIN CAUSING THE A/C TO ROLL ONTO SIDE. A/C STRUCK MAIN ROTORS ON SURFACE AND BROKE OFF THE KEEL ASSEMBLY ATTACHING THE VERTICAL STABILIZER. 20001118024069I (-23) AFTER LANDING AND DURING TAXIING EXPERIENCED BRAKE FAILURE RAN OFF THE SIDE OF THE RUNWAY STRIKING A TAXIWAY SIGN WITH THE PROPELLER. 20001118026519I (-23) PILOT WAS TAXIING HIS A/C FROM THE HANGARED AREA TOWARDS TAXIWAY D WHEN THE RIGHT PROPELLER STRUCK AN AIRPORT SIGN THAT SAYS "RUN UP AREA, NOT VISIBLE FROM TOWER, ECT." 20001118030989I (-23)AFTER SUCCESSFUL DEPLOYMENT OF THE PARACHUTE, INDIVIDUAL COLLIDED WITHA BUILDING FACADE APPROXIMATELY 1 MILE FROM THE KIRSH AIRPORT, STURGIS, MICHIGAN. UPON COLLISION, INDIVIDUAL BROKE BOTH ANKLES, AND EXPERIENCED MAJOR HEAD TRAUMA WHEN HEAD HIT BRAKES, CAUSING FATALITY. 20001118037829I (-23)PILOT INDICATED BRAKES FAILED ON LANDING. AIRCRAFT RAN OFF END OF RUNWAY SUSTAINING MINOR DAMAGE. NO INJURIES. 20001118038909A (-23) THE AIRCRAFT WAS ON A CROSS COUNTRY FLIGHT ORIGINATING FROM OAK TREE AERO PARK, A PRIVATE AIRSTRIP 3 MILES EAST OF PLATTSMOUTH, NE., WITH SEVERAL LANDINGS SCHEDULED AT VARIOUS AIRPORTS IN SW IOWA, BEFORE RETURNING TO OAK TREE AERO PARK. WHILE ATTEMPTING TO LAND AT CORNING, IA(CRZ) ON RUNWAY 35, THE PILOT LOST CONTROL OF THE A/C AS IT TRIED TO WEATHER VANE INTO THE STRONG CROSSWIND. THE WINDS REPORTED AT 10 MILES EAST OF CORNING WERE 280 DEGREES AT 10 GUSTING 25 KNOTS. AS THE A/C WAS DRIFTING TO THE LEFT OF THE RUNWAY, THE PILOT ADDED FULL POWER TO INITIATE A GO AROUND. THE A/C, STILL OUT OF CONTROL, THEN TURNED TO THE RIGHT, CROSSED THE RUNWAY ATY ALMOST A 90 DEGREE ANGLE AND PROCEDED IN AN EASTERLY DIRECTION OFF THE RIGHT SIDE OF THE RUNWAY. A LARGE GULLEY PARALLELS 35 ON THE EAST SIDE. THE A/C BECAME AIRBORNE AT THAT POINT, STRUCK A TREE AT THE BOTTOM OF THE GULLEY AND IMPACTED THE GROUND ABOUT 75 FEET FROM THE TREE. THE A/C CAME TO REST 40 FEET AFTER THE INITIAL IMPACT. THE A/C RECEIVED SUBSTANTIAL DAMAGE. NO INJURIES WERE REPORTED. 20001118040039A (-23)ON NOVEMBER 18, 2000 AT 305PM LOCAL TIME N562GS A C-150 OPERATED BY A COMMERICAL PILOT SUSTAINED SUBSTANTIAL DAMAGE AFTER THE WIND BLEW IT OFF THE TAXIWAY AND IT FLIPPED OVER. IT WAS AN INSTRUCTIONAL FLIGHT AND PILOT AND PASSENGERS REPORTED NO INJURIES. 20001118041449A (.4) ON NOVEMBER 18, 2000, ABOUT 1340 EASTERN STANDARD TIME, A CESSNA 182Q, N735TF, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE VIRGINIA TECH AIRPORT, BLACKSBURG, VIRGINIA. THE CERTIFICATED PRIVATE PILOT AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE BEGAN A DESCENT FROM A CRUISE ALTITUDE OF 6,000 FEET, ABOUT 10 MILES FROM THE AIRPORT. THE PILOT REALIZED THAT HE WAS CLOSE TO THE AIRPORT AND MADE A 360-DEGREE TURN TO LOSE ADDITIONAL ALTITUDE. WHILE ON FINAL APPROACH TO RUNWAY 30, A 4,550-FOOT LONG, 100 FOOT WIDE, ASPHALT RUNWAY, THE PILOT BELIEVED HE WAS STILL TOO HIGH AND INCREASED HIS RATE OF DESCENT. AS THE AIRPLANE WAS FLARED, ABOUT 20 FEET ABOVE THE RUNWAY, THE AIRPLANE STALLED AND IMPACTED THE RUNWAY HARD ON THE NOSE WHEEL. THE PILOT INITIATED A GO-AROUND AND RADIOED TO THE UNICOM FREQUENCY, REQUESTING THAT SOMEONE VISUALLY CHECK THE AIRPLANE FOR ANY DAMAGE. AFTER A FLY-BY, NO DAMAGE WAS OBSERVED AND THE AIRPLANE RETURNED TO LAND UNEVENTFULLY. EXAMINATION OF THE AIRPLANE BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR REVEALED DAMAGE TO THE NOSE GEAR ASSEMBLY, THE ENGINE MOUNTS, AND THE ENGINE FIREWALL. THE WINDS REPORTED AT THE AIRPORT, AT THE TIME OF THE ACCIDENT, WERE FROM 270 DEGREES AT 6 KNOTS. (-23) IN A STATEMENT PROVIDED BY THE PILOT, HE REPORTED THAT ON APPROACH TO LAND ON RUNWAY 30, HE STEEPENED HIS DESCENT BELIEVING HE WAS TOO HIGH. HE THEN FLARED TO LAND AT THE THRESHOLD, COMING DOWN HARD ON THE NOSE WHEEL. THE AIRCRAFT STARTED TO BOUNCE VIOLENTLY. THE PILOT ADDED FULL THROTTLE TO GAIN CONTROL AND INITIATED A GO-AROUND. HE PERFORMED A FLY-BY FOR GROUND PERSONNEL TO ATTEMPT A DAMAGE ASSESSMENT, WHICH COULD NOT BE DETERMINED. HE THEN MAINTAINED POSITION IN TRAFFIC PATTERN AND PERFORMED AN UNEVENTFUL LANDING. AIRCRAFT HAD ORIGINALLY DEPARTED SOUTHERN PINES, NC, ON AN IFR FLIGHT PLAN. INVESTIGATION REVEALED A BUCKLED FIREWALL/FORWARD FUSELAGE, PROPELLER BENT, AND NOSE WHEEL FAIRING DESTROYED. MAINTENANCE RECORDS DETERMINED THE 24-MONTH INSPECTIONS TO THE ALTIMETER AND TRANSPONDER (14 CFR PARTS 91.411 AND 91.413) WERE PAST DUE. 20001118043779A (-23) ON NOVEMBER 18, 2000, AIRCRAFT 8181L ATTEMPTED A NORMAL LANDING ON A GRASS AIRSTRIP LOCATED AT WHITE POST, VA. THE PILOT STATED THAT THE AIRCRAFT TOUCHED DOWN NORMALLY AT A SPEED OF APPROXIMATELY 60 MPH. DURING ROLL OUT THE MAIN LANDING GEAR TOUCHED DOWN FIRST, FOLLOWED BY THE NOSEWHEEL GEAR A FEW SECONDS LATER. INITIAL ROLL OUT APPEARED NORMAL BUT THE AIRCRAFT DEVELOPED A "SHADDER" FOLLOWED BY A COLLAPSE OF THE NOSE LANDING GEAR. NOSE OF THE AIRCRAFT CONTACTED THE GROUND SKID FOR A SHORT DISTANCE THEN ROLLED UP ON ITS NOSE AND FELL OVER ONTO ITS BACK. 20001119018259A (-23) AIRCRAFT LOST POWER AFTER DESCENDING FROM 7500' TO 5800'. OAT WAS AT OR BELOW FREEZING. PILOT APPLIED CARB HEAT, ENGINE RECOVERED SLIGHTLY, PILOT TURNED CARB HEAT OFF, ENGINE POWER REDUCED. PILOT ACTIVATED ENGINE PRIMER, ENGINE POWER MOMENTARILY RECOVERED. PILOT EXECUTED EMERGENCY LANDING TO DRY SALT SETTLING POND AND HIT A BERM OF HARD DRY SALT. 20001119018499I (-23) WHILE CONDUCTING AN IFR APPROACH TO IGX, THE PILOT FLYING LOWERED THE LANDING GEAR AND PREPARED FOR A LANDING. THE NON-FLYING PILOT,^PRIVACY DATA O^WAS LOOKING OUTSIDE THE AIRCRAFT TO MAKE A VISUAL CONTACT WITH THE RUNWAY. WHEN HE WAS UNABLE TO SEE THE RUNWAY, HE ADVISED THE FLYING PILOT TO EXECUTE A MISSED APPROACH. THE FLYING PILOT RETRACTED THE GEAR AND BEGAN EXECUTING A MISSED APPROACH. WITHIN SECONDS THE NON-FLYING PILOT SAW THE RUNWAY AND ADVISED THE FLYING PILOT TO LAND THE AIRCRAFT. THE FLYING PILOT PASSED THE CONTROLS TO THE SECOND PILOT WHO IMMEDIATELY BEGAN TO LAND THE AIRCRAFT^PRIVACY DATA^DID NOT REALIZE THAT THE LANDING GEAR HAD BEEN RETRACTED, NOR DID THE FIRST PILOT ADVISE HIM THE LANDING GEAR WAS UP. THE PLANE WAS LANDED GEAR UP. NO GEAR WARNING DEVISE ACTIVATED AS DESIGNED. 20001119028169I (-23)SIC^PRIVACY ^TYPE RATED & QUALIFIED, WAS OCCUPYING THE LEFT SEAT AND TAXIING THE A/C. THEY WERE CLEARED FOR TAKEOFF, AND AS THEY WERE TRANSITIONING FROM TAXIWAY ALPHA TO RWY 32 AT STP, THE A/C SLID SIDEWAYS ON SOME ICE & SNOW. THE CREW ASSESSED THEIR SITUATION AT THIS POINT, AND NEITHER PILOT COULD SEE ANY OBSTACLES OR HAZARDS. THE CREW ADVANCED POWER ON THE RIGHT ENGINE, ATTEMPTING TO GET BACK ON THE RUNWAY. AT THIS TIME, THE CREW HEARD A "THUD" AND FOLLOWING SHUTDOWN, DISCOVERED THE RIGHT PROPELLER HAD STRUCK THE SW RED/GREEN RUNWAY LIGHT END MARKER, LOCATED AT THE APPROACH END OF RWY 32. THEY THEN HAD THE A/C TOWED TO REGENT AVIATION. BOTH AIRMEN WERE COUNSELED ON TAXI OPERATIONS DURING SLIPPERY CONDITIONS AND ON THE HAZARDS OF PROCEEDING UNDER UNCERTAIN CONDITIONS. ADDITIONALLY, BOTH AIRMEN WILL BE OPERATIONALLY OBSERVED BY AN FAA INSPECTOR PRIOR TO 01/31/01.^PRIVACY DAT^WILL BE OBSERVED AT FSI AS PART OF HIS SEMI-TRAINING, AND^PRIVACY ^WILL BE OBSERVED CONDUCTING IN-HOUSE FLIGHT TRAINING. 20001119028279I (-23) MESABA FLIGHT 3596, UNDER THE COMMAND OF CAPTAIN^PRIVACY DATA OMITTED^TAXIED INTO A CONGESTED AND SNOW-COVERED GATE AREA AT MINNEAPOLIS, MN. DURING REDUCED VISIBILITY CONDITIONS. UNDER THE GUIDANCE OF A SIGNALMAN, AND WHILE ON THE TAXI CENTERLINE, THE A.C PROCEEDED INTO GATE C23 WITHOUT WING WALKERS PRESENT. THE A/C'S RIGHT WING CONTACTED A CATERING TRUCK, DAMAGING THE WING TIP. MUCH OF THE TAXI CENTERLINES AND EQUIPMENT CONTAINMENT LINES WERE OBSCURED BY THE SNOW COVER. 20001119028889I (-23)DURING LANDING ON RUNWAY 29L AT VERO BEACH MUNICIPAL AIRPORT, VERO BEACH, FLORIDA, A/C ALNDED HARD, BOUNCED, AND LANDED HARD AGAIN, CAUSING RIGH T PROPELLER TO STRIKE RUNWAY. A GO-AROUND WAS ACCOMPLISHED, FOLLOWED BY A CLIMB TO TRAFFIC PATTERN ALTITUDE. A FLIGHT INSTRUCTOR^PRIVACY DATA OMITTED^ WAS RIDING IN THE BACK OF THE A/C. THE FLIGHT CONTROLS WERE TRANSFERED FROM ^PRIVACY DATA O^THE PILOT IN THE LEFT FRONT SEAT, TO ^PRIVACY DATA^THE PILOT IN THE RIGHT FRONT SEAT. ^PRIVACY DATA^THEN SWITCHED POSITIONS WITH ^PRIVACY DA^. THE FLIGHT CONTROLS WERE TRANSFERRED TO ^PRIVACY DATA^ AND HE PERFORMED A LANDING WITHOUT FURTHER INCIDENT. 20001119030609I (-23) ON 11/19/00, AT APPROX. 1148 PM EST, DURING THE LANDING ROLL ON THE SNOW COVERED RUNWAY, 1" LOOSE SNOW, NWAA FLIGHT #1107, A DC-9-31, RIGHT-HAND MAIN LANDING GEAR DEPARTED THE NORTH SIDE OF RUNWAY 26L. THE IMPRINTS WERE FOUND APPROX. 5 FEET OFF OF THE RUNWAY SHOULDER, ON THE UNPAVED SURFACE. ONE RUNWAY EDGE LIGHT AND ONE TAXIWAY LIGHT WERE FOUND DAMAGED. INSPECTION OF THE A/C REVEALED DAMAGE TO THE RIGHT HAND LANDING HYDRAULIC LINES AND ANTI SKID WIRING. BOTH RIGHT HAND MAIN TIRES HAD CUT ACROSS THE TREAD AND SOME MARKINGS WERE FOUND ON THE RIGHT HAND INBOARD FLAP. THE A/C TAXIED TO THE GATE WHERE BOTH PASSENGERS AND CREW DEPLANED WITHOUT INCIDENT. 20001119032839A (-23)WHILE IN CRUISE FLIGHT, PILOT NOTED SMOKE IN THE COCKPIT, OIL SPRAY ON THE WINDSHIELD AND LOSS OF OIL PRESSURE. PERFORMED AN EMERGENCY LANDING IN A GRASS FIELD AND THE A/C CAME TO REST INVERTED. (.19) ON NOVEMBER 17, 2000, ABOUT 1140 HOURS PACIFIC STANDARD TIME, A COLLETTE GLASSAIR III, N540AK, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LOST ENGINE POWER, MADE A FORCED LANDING, AND NOSED OVER ABOUT 13 MILES WEST OF GUISTINE, CALIFORNIA. THE PRIVATE PILOT/OWNER, THE SOLE OCCUPANT, WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SERIOUS INJURIES. THE PERSONAL FLIGHT DEPARTED GUISTINE ABOUT 1100 EN ROUTE TO THE REID-HILLVIEW AIRPORT IN SAN JOSE, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT AND A FRIEND IN ANOTHER AIRPLANE DEPARTED REID-HILLVIEW EARLIER IN THE MORNING AND FLEW TO GUISTINE. THE FRIEND STATED THEY REFUELED AT GUISTINE AND HE WAS THE FIRST TO DEPART. HE SAID THE ACCIDENT PILOT RADIOED TO HIM THAT OIL WAS SPEWING ONTO HIS WINDSHIELD, HE WAS LOSING OIL PRESSURE, AND SMOKE WAS FILLING THE COCKPIT. THE WITNESS REVERSED COURSE AND SAW SMOKE IN THE DISTANCE, BUT COULD NOT KEEP SIGHT OF THE AIRPLANE TO THE GROUND BECAUSE OF HAZE. THE WITNESS SAID THE PILOT TRIED TO LAND ON AN ABANDONED DIRT STRIP, BUT OVERRAN THE RUNWAY INTO ROUGH TERRAIN AND OVERTURNED. THE WITNESS SAID HE WAS AWARE THAT MAINTENANCE WORK COMPLETED THE DAY BEFORE THE ACCIDENT INCLUDED AN OIL CHANGE AND REPLACEMENT OF THE CRANKSHAFT NOSE SEAL. (.4) SEE NTSB #LAX01LA045. 20001119040189I (-23)PILOT LANDED AT KCGX-GROUND PERSONNEL DIRECTED PILOT A/C WINGTIP SCRAPED VAN OF GROUND PERSONNEL. MINOR DAMAGE OCCURRED. 20001119041569I (-23) NOSE GEAR COLLAPSE AFTER LANDING - MINOR DAMAGE, NO INJURIES. PILOT SAYS HE HAD TOUCHED DOWN ON HIS SECOND FULL STOP LANDING ON RUNWAY 35 AT THE LBX AIRPORT AND WAS SLOWING DOWN WHEN THE NOSE GEAR SLOWLY RETRACTED. THE MAIN GEAR REMAINED EXTENDED UNTIL THE AIRCRAFT WAS ALMOST STOPPED WHEN THE MAIN GEAR ALSO SLOWLY COLLAPSED. 20001120021429I (-23) ON 11/20/2000 AT APPROX. 0800 MOUNTAIN TIME^PRIVACY DAT^LANDED PIPER MODEL PA-28-140, N7306F ON RUNWAY 4 AT CVN. WINDS WERE 360@31 AND GUSTING. THE PILOT STATED THAT HE HAD LANDED AND DURING ROLL-OUT WITH THE FLAPS FULL DOWN A GUST OF WIND CAUSED THE MAIN GEAR TO RAISE AND THE PROPELLER STRUCK THE RUNWAY.^PRIVACY DAT^STATED THAT HE WAS NOT AWARE THE PROPELLER HAD STRUCK THE RUNWAY UNTIL AFTER HE HAD PARKED THE A/C AND THE AIRPORT MANAGER CAME OVER AND TOLD HIM HE HAD SEEN THE PROP STRIKE THE RUNWAY. ONLY ONE PROP BLADE TIP WAS DAMAGED. 20001120022069I (-23) AMERICAN TRANS AIR FLIGHT 592, B727, AT THE GATE AT BOSTON, WAS STRUCK BY A CONSTRUCTION VEHICLE (RUBBER TIRED FRONT END BUCKET LOADER) AT 0606 EST, 11/20/00. THE VEHICLE STRUCK THE RIGHT WINGTIP, TRAILING EDGE. NO INJURIES TO 99 PASSENGERS ON BOARD AND SEVEN CREW. THERE WAS DAMAGE TO THE RIGHT REAR TRAILING EDGE OF THE WING TIP. THE LOGBOOK STATED:"DAMAGE BETWEEN STINGER LIGHT AND TIP OF RIGHT WING TRAILING EDGE, TRAILING EDGE BENT UP FOUR INCHES, COMPOSITES CRACKED, AND BROKEN, LOG PAGE 219762". THE WING TIP WAS REPLACED. DISTRIBUTION: AFS-620-ORIGINAL, CC: ANE-230, NE-01SPM, NE-01 FILE, ANM-100, NTSB, CERTIFICATE HOLDING DISTRICT OFFICE (CHDO) FOR AMERICAN TRANS AIR (AMTA) INDIANAPOLIS FLIGHT STANDARDS DISTRICT OFFICE (GL11) 8303 WEST SOUTHERN AVENUE, INDIANAPOLIS, INDIANA 46241. 20001120023759A (-23) STUDENT PILOT, ON SOLO FLIGHT, DESCENDED OUT OF 4500 FEET, AND PRACTICED STEADY FLIGHT. HE DESCENDED TO 1200 FT AGL AND BEGAN S TURNS APPROX. 15 MILES NORTH OF THE AIRPORT. AFTER APPROX. 40 MINUTES HE DECIDED TO RETURN TO THE AIRPORT. WHILE FLYING LEVEL AT 1200 FT. AGL, HE NOTICED A SLOW STEADY DECREASE IN RPM'S. THROTTLE AND MIXTURE WERE CHECKED, AND CARB HEAT APPLIED, BUT CONTINUED POWER LOSS. PILOT LANDED ON A FRESHLY PLOWED AND MUDDY FIELD AND A/C FLIPPED OVER CAUSING SUBSTANTIAL DAMAGE TO THE A/C. 20001120024279I (-23) INCIDENT NO: IGL1920010009 UPON TAKE OFF FROM SPI ON RUNWAY 22. AT 70KTS THE TOCWAS SYSTEM WAS ACTIVATED AND THE TAKEOFF WAS ABORTED. THE SYSTEM WAS RESET AND THE IRREGULARITY WAS CORRECTED. THE EVENT WAS RECORDED IN THE REMARKS SECTION OF THE MAINTENANCE LOG. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001120036129A (-23) WHILE ENROUTE AIRCRAFT SUSTAINED AN ENGINE POWER LOSS AND DURING THE APPROACH TO LANDING STRUCK POWER LINES RESULTING IN AN AIRCRAFT LOSS OF CONTROL AND UNCONTROLLED IMPACT WITH TREES AND THE GROUND. POST ACCIDENT INSPECTION REVEALED WATER AND SEDIMENT IN THE FUEL LINES, FUEL TANK AND FUEL FILTER. (.4) ON NOVEMBER 20, 2000, ABOUT 1115 CENTRAL STANDARD TIME, A LAKE LA-4-200, N65717, OWNED BY A PRIVATE INDIVIDUAL IMPACTED WITH POWER LINES NEAR THE IUKA AIRPORT, IUKA, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE AIRLINE TRANSPORT-RATED PILOT AND AIRLINE TRANSPORT-RATED SECOND PILOT REPORTED SERIOUS INJURIES. THE FLIGHT DEPARTED FROM THE MUSCLE SHOALS AIRPORT (MSL), ALABAMA, AT 1030. ACCORDING TO THE PILOT'S STATEMENT, HE HAD FLOWN TO MSL FROM OLIVE BRANCH, MISSISSIPPI, A FLIGHT OF 50 MINUTES ARRIVING AT MSL AT 0950. HE STATED, "...DEPARTED [MSL]...WITH FULL FUEL TANKS (40 GALLONS)...5 MILES WEST IUKA...CRUISING AT 4,500 FEET, ENGINE BEGAN SURGING (FUEL PRESSURE FLUCTUATING). TURNED ON AUX FUEL PUMP SURGING STOPPED FOR ABOUT 1 MINUTE, THEN REOCCURRED, TURNED TOWARD IUKA...AIRPORT FOR EMERGENCY LANDING...INSUFFICIENT GLIDING DISTANCE TO MAKE RUNWAY...STRUCK POWER LINES ABOUT 50 YARDS FROM RUNWAY AND WENT INVERTED." THE PILOT HAD STATED TO THE FAA THAT HE DID NOT RECEIVE ANY FUEL AT MSL. A WITNESS HEARD THE ENGINE CUTTING IN AND OUT, BEFORE IMPACTING WITH WIRES. ACCORDING TO THE FAA INSPECTOR'S STATEMENT, INSPECTION OF THE AIRPLANE'S FUEL SYSTEM, AFTER THE ACCIDENT REVEALED, "...FUEL LINE REMOVED AT FLOW DIVIDER...NO FUEL NOTED...FUEL CONTROL SUPPLY LINE REMOVED AT ENGINE FUEL PUMP, SMALL AMOUNT OF FUEL NOTED...FUEL SUPPLY LINE REMOVED AT ENGINE FUEL PUMP INLET, SMALL AMOUNT FUEL NOTED ALSO CONTAMINATED WITH WATER...FUEL FILTER REMOVED, FILTER HAS EXCESSIVE CONTAMINATION, CORROSION, RUST, AND TRASH. FILTER WAS ALSO SATURATED WITH WATER...FUEL TANK BLADDER CHECKED, CONTAMINATED WITH RUST, CORROSION, TRASH, AND WATER...THE ENGINE WAS ROTATED AND HAD NO BINDING, COMPRESSION WAS NOTED ON ALL CYLINDERS...THERE WAS NO EXTERNAL DAMAGE NOTED TO THE ENGINE." 20001120039659I (-23) TAKEOFF POWER WAS APPLIED WHEN THE CREW HEARD A LOUD BANG FROM THE LEFT SIDE OF THE AIRCRAFT. THE CREW NOTICED THE #1 ENGINE OIL PRESSURE IN THE "RED". THE #1 ENGINE WAS SHUTDOWN. THE AIRCRAFT ROLLED 1000' TO THE FIRST TURNOFF. THERE WAS LIGHT SMOKE IN THE COCKPIT AND CABIN WHICH DISSIPATED. THE CREW AND FLIGHT ATTENDANTS WERE IN COMMUNICATION AND NO EVACUATION WAS NEEDED. THE APU WAS STARTED AND AIR CONDITIONING WAS RESTORED FOR THE PASSENGERS. THE AIRCRAFT WAS TOWED BACK TO THE GATE. INSPECTION OF #1 ENGINE REVEALED MOLTEN METAL IN THE TAILPIPE. THE ENGINE WAS REMOVED AND REPLACED. 20001120044009A (-23) AFTER DEPARTURE FROM MIA, AAL 1291 EXPERIENCED PRESSURIZATION PROBLEMS. THE CAPTAIN STATED THAT NEITHER AUTOMATIC PRESSURIZATION CONTROLLER COULD CONTROL THE CABIN PRESSURE. THE FLIGHT RETURNED TO MIA. AFTER LANDING, AAL 1291 CONDUCTED AN EMERGENCY EVACUATION ON THE AIRPORT RAMP DUE TO SMOKE AND FIRE WARNINGS WITHIN THE AIRCRAFT. DURING THE INITIAL PHASE OF THE EVACUATION A FLIGHT ATTENDANT WAS FATALLY INJURED. THE FORWARD AND AFT OUTFLOW VALVES WERE BLOCKED BY INSULATION MATERIAL AND DID NOT ALLOW THE AIRCRAFT TO DEPRESSURIZE AFTER LANDING. THE AIRCRAFT WAS PRESSURIZED WHEN THE FORWARD (L-1) DOOR WAS OPENED BY THE FATALLY INJURED FLIGHT ATTENDANT. 20001121018299A (-23) WHILE UNLOADING AIRCRAFT FROM TRAILER, PILOT WAS HOVERING CAUGHT THE RIGHT REAR SKID ON TRAILER. PILOT ATTEMPTED TO SET THE AIRCRAFT BACK DOWN ON TRAILER THE SKID MISSED THE TRAILER AND ROLLED OVER ONTO THE GROUND. NO INJURIES. AIRCRAFT SUFFERED SUBSTANTIAL DAMAGE. ROTOR SHAFT AND CONTROL RODS SHEARED. FUSELAGE AND TAIL BOOM SUFFERED MAJOR DAMAGE. ROTOR BLADES DESTROYED. 20001121021499I (-23) DURING GEAR RETRACTION AFTER TAKEOFF, THE LEFT MAIN FAILED TO ENTER WHEELWELL CAUSING CIRCUIT BREAKER TO BREAK. PILOT WAS INFORMED BY LINCOLN TOWER THAT HIS LEFT MAIN WAS NOT FULLY EXTENDED. PILOT ELECTED TO LAND GEAR UP. 20001121024829A (-23) A PIPER PA-32RT-300, OWNED BY GRADY AND FRANCIS INC., LOST ENGINE POWER AND WAS FORCED TO LAND IN ROUGH TERRAIN NEAR WEWAHITCHKA, FLORIDA. (.4) ON NOVEMBER 21, 2000, ABOUT 0930 CENTRAL STANDARD TIME, A PIPER PA-32RT-300, N9658C, OWNED BY GRADY AND FRANCIS INC., LOST ENGINE POWER AND WAS FORCED TO LAND IN ROUGH TERRAIN NEAR WEWAHITCHKA, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND AN IFR FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE AIRLINE TRANSPORT-RATED PILOT AND TWO PASSENGERS REPORTED NO INJURIES. THE FLIGHT DEPARTED FROM ORLANDO EXECUTIVE AIRPORT, FLORIDA, AT AN UNKNOWN TIME, EN ROUTE TO PANAMA CITY, FLORIDA. ACCORDING TO THE PILOT HE SMELLED SOMETHING, AND WHEN HE CHECKED THE INSTRUMENTS HE NOTICED THAT THE OIL PRESSURE HAD DECREASED. HE FELT THAT HE COULD NOT MAKE AN ON AIRPORT LANDING SO HE DECIDED TO LAND IN ROUGH TERRAIN. AT TOUCHDOWN, THE LANDING GEAR TORE OFF, CAUSING DAMAGE TO THE WINGS. EXAMINATION OF THE ENGINE REVEALED NO VISIBLE OIL ON TOP OF THE ENGINE, BUT OIL WAS OBSERVED AT THE LOWER PORTION OF THE FIREWALL. THE ENGINE WAS TORNDOWN AND EXAMINED AT ATLANTA AIR SALVAGE, GRIFFIN, GEORGE, UNDER THE SUPERVISION OF PHIL POWER, SENIOR AIR SAFETY INVESTIGATOR, ATLANTA, GEORGIA, ON FEBRUARY 1, 2001. THE EXAMINATION REVEALED THAT THE NUMBER 5 CYLINDER CONNECTING ROD HAD SEPARATED AT THE ROD CAP. THE CRANKCASE HAD A 3 INCHES BY 1 1/2 INCH HOLE IN THE BOTTOM OF THE CASE BETWEEN THE CRANKSHAFT AND THE OIL SUMP AT THE NUMBER 5 LOCATION OF THE CRANKSHAFT. PIECES OF THE NUMBER 5 CONNECTING ROD CAP,ROD CAP BOLTS, AND NUTS WERERECOVERED FRAGMENTED. 20001121038059I (-23) ON TUESDAY, NOVEMBER 21, 2000, A CONVAIR 340 (CV5800), N391FL, FLIGHT1153, OPERATED BY CONTROL AIR CARGO AIRLINES, DURING APPROACH TO ROCHESTER INTERNATIONAL AIRPORT IN ROCHESTER, NEW YORK EXPEREIENCED AN UNSAFE NOSE GEAR INDICATION. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE AIRCRAFT TANIED TO THE RAMP. THE MECHANICS FOUND A LOOSE WIRE ON A TERMINAL BLOCK IN THE NOSE GEAR COMPARTMENT ELECTRICAL JUNCTION BOX. THE MECHANIC TIGHTENED THE LOOSE ELECTRICAL WIRE. AN OPERATIONAL CHECK WAS SATISFACTORY AND THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001121038159I (-23) ON TUESDAY, NOVEMBER 21, 2000, AFTER DEPARTING ROC BOUND FOR DTW, A MESABA AIRCRAFT, N524XJ, OPERATING AS NWAA FLIGHT 3625, CLIMBED THROUGH 7000' WHEN THE CAPTAIN NOTICED VIBRATION INDICATIONS FROM THE NUMBER THREE ENGINE. THE VIBRATIONS PEAKED AS THEN TWO 'STALLS' WERE FELT FROM THE ENGINE. A PASSENGER IN THE REAR LATER REPORTED FLASHES FROM THE TAIL PIPE. THE CAPTAIN SHUT OFF THE ENGINE AND FIRED THE FIRE BOTTLE EVEN THOUGH NO FIRE WARNING INDICATIONS WERE DISPLAYED. THE AIRCRAFT RETURNED TO ROC AND LANDED UNEVENTFULLY. MAINTENANCE ARRIVED TO PREPARE THE AIRCRAFT FOR A FERRY FLIGHT. THIS INCIDENT IS CONSIDERED CLOSED. 20001122021539I (-23) ON NOVEMBER 22, 2000, A B-727, S/N 21107, REGISTERED AS N364PA, AND OPERATED AS "RIVA" FLIGHT #63, LANDED AT "PIT" AFTER REPORTING AN ANTI-SKID PROBLEM WHILE INBOUND TO LANDING. THE A/C LANDED AT "PIT" AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE INSPECTED THE A/C AND FOUND THE #2 TIRE WORN TO LIMITS. THE TIRE WAS REPLACED AND THE ANTI-SKID SYSTEM DEFERRED AS PER MEL 32-5. INVESTIGATION BY DESK AUDIT AND CLOSED. 20001122022059I (-23)ON NOVEMBER 22, 2000 POLAR AIR 2916 UNDER THE COMMAND OF^PRIVACY DATA OMIT^ LANDED ON RUNWAY 31L BOEING FIELD. THIS NIGHT LANDING OCCURRED AT 2045 LOCAL TIME. BOEING TOWER INSTRUCTED POLAR AIR 2916 TO PROCEED TO THE END OF RUNWAY 31L AND TURNED LEFT. POLAR AIR 2916 WAS SUPPORTING UNITED PARCEL SERVICE WHOSE RAMP WAS LOCATED ON THE EAST SIDE OF BOEING FILED. WITHOUT OTHER INFORMATION, THE CREW OF POLAR AIR 2916 WOULD HAVE EXPECTED A RIGHT HAND TURN ONTO TAXIWAY A1 TO PROCEED TO THE UPS RAMP. APPROACHING THE END OF RUNWAY 31L, POLAR AIR 2916 ASKED FOR CLARIFICATION OF THEIR TAX INSTRUCTIONS. BOEING FIELD GROUND CONTROL RESPONDED WITH A CLEARANCE TO TURN RIGHT ON TAXIWAY A1. SHORTLY THERE AFTER, BOEING GROUND CONTROL CORRECTED ITSELF, STOPPED POLAR AIR'S RIGHT TURN TO A1 AND REQUESTED POLAR AIR EXECUTE A HARD LEFT 180 DEGREE TURN AND EXIT RUNWAY 31L USING TAXIWAY B1. WHILE EXECUTING THIS TURN, POLAR AIR'S NOSE WHEEL TIRE RAN OVER 5 THRESHOLD LIGHTS OF THE MEDIUM APPROACH LIGHTING SYSTEM FOR RUNWAY 13R WHICH WERE NOT ILLUMINATED. 20001122023609A (-23)WITNESSES OBSERVED THE AIRPLANE MAKE A SOUTH TO NORTH HIGH SPEED PASS OVER THE GILMER-UPSHIRE COUNTY AIRPORT'S RUNWAY AT ABOUT 100 FEET AGL. AT THE NORTH END OF THE RUNWAY, IT NOSED UP TO AN APPROX. 20 DEGREE CLIMB. AT APPROX. 1000-1500 FEET AGL, THE AIRPLANE BEGAN A RIGHT ROLL MANUEVER. AFTER IT ROLLED THROUGH INVERTED, THERE WAS A "NOTICEABLE HESITATION". BY THIS TIME THE AIRPLANE HAD "DROPPED TO A NOSE LOW ATTITUDE". THE AIRPLANE DISAPPEARED BEHIND THE TREES WHILE IN AN APPROXIMATE 40-60 DEGREE BANK AND 45-DEGREE NOSE LOW ATTITUDE. AFTER DISAPPEARING BEHIND THE TREES, THE SOUND OF THE AIRPLANE'S ENGINE "STOPPED ABRUPTLY". THE AIRPLANE IMPACTED THE GROUND IN A RESIDENTIAL BACKYARD. 20001122026489I (-23) ON NOVEMBER 22, 2000, AT APPROX. 11:30 MST, N16551, A PIPER MODEL PA-28-181, EXITED THE LEFT SIDE OF RUNWAY 22 AT HOLYOKE MUNICIPAL AIRPORT, HOLYOKE, CO., JUST AFTER LANDING. THE STUDENT PILOT WAS NOT INJURED AND THE A/C RECEIVED MINOR DAMAGE. THE STUDENT WAS CONDUCTING A SOLO CROSS COUNTRY FLIGHT WHEN HE LOST CONTROL OF THE A/C AFTER LANDING. THE FLIGHT INSTRUCTOR WAS NOT ONBOARD AT THE TIME OF OCCURRENCE. SEVERAL ATTEMPTS TO CONTACT THE STUDENT PILOT AND THE FLIGHT INSTRUCTOR HAVE BEEN MADE TO NO AVAIL. 20001122037659I (-23) ON WEDNESDAY, NOVEMBER 22,2000, CESSNA D-ICAC, A GERMAN REGISTERED AIRCRAFT OWNED BY ^PRIVACY DATA OMIT^, RIGSTR. 48, D16227 EBERSWALDE-FINCON, GERMANY, WAS ENROUTE FROM QUEBEC TO THE STATE OF FLORIDA. ABOUT 100 MILES FROM ROC AT 17000', THE #1 ENGINE BEGUN TO RUN ROUGH. THE PILOT ^PRIVACY DATA OMI^, AN AUSTRIAN CITIZEN HOLDING A U.S. CERTIFICATE NUMBER 2508991, REQUESTED A SMOOTH APPROACH TO ROC FOR LANDING. ON "FINAL", THE PILOT CUT THE #1 ENGINE AFTER EXTENDING THE GEAR AND SEEING ALL THREE LIGHTS GO "GREEN". GROUND OBSERVERS SAW ALL THREE GEAR EXTENDED IN A NORMAL FASHION. UPON ROLLOUT, THE NOSE GEAR COLLAPSE AND THE #2 ENGINE'S PROPELLER STRUCK THE RUNWAY. DAMAGE WAS ALSO INFLICTED ON THE NOSE LANDING GEAR DOORS, PITOT TUBES AND THE NOSE CONE. THERE WAS NO FIRE OR SMOKE AND THE PILOT WAS UNINJURED. THE RUNWAY WAS CLOSED FOR APPROX. AN HOUR AND THE A/C REMOVED TO THE LOCAL FBO. THE NOSE GEAR WAS PULLED DOWN BY HAND AFTER LEFTING THE NOSE, AND THERE WAS NO IMMEDIATE APPEARANCE OF BROKEN, MISSING, OR DAMAGED PARTS. THIS INCIDENT IS CONSIDERED CLOSED. 20001122037779I (-23) ON WEDNESDAY, NOVEMBER 22, 2000, KITTY HAWK FLIGHT 706 LANDED ON RUNWAY 22 AT ROCHESTER INTERNATIONAL AIRPORT (ROC) AND BLEW NUMBERS 1, 2 AND 3 MAIN GEAR TIRES. THE NUMBER 4 TIRE WAS SEVERELY FLAT SPOTTED, BUT HELD ITS AIR PRESSURE. THE RUNWAY CONDITIONS WERE PLOWED, BUT WITH ICY PATCHES AND SNOW IN THE GROOVES. ALL TIRES SHOWED SEVERE FLAT SPOTTING AND MINIMAL ROTAIONAL DAMAGE WAS INFLICTED ON THE AIRFRAMES AND DOORS. THE RUNWAY WAS CLOSED FOR OVER FOUR HOURS AS AIRPORT PERSONNEL TRIED TO FIND ONE TIRE TO ENABLE THE AIRCRAFT TO BE MOVED FROM THE RUNWAY. KITTY HAWK'S CHAPTER 11 PROCEEDINGS CREATED AN AIR OF UNCERTAINTY AMONG THE LOCAL OPERATORS WITH A 727 TIRE IN INVENTORY. THE CAPTAIN CLAIMED THAT THE LOGBOOK WAS CLEAN WITH NO PREVIOUS HISTORY OF ANTI-SKID WRITE-UPS AND HE FURTHER REPLIED THAT THE SYSTEM WAS TURNED "ON" AND THE COCKPIT CHECK OF THE SYSTEM SHOWED NO DISCREPANCY. THIS INCIDENT IS CONSIDERED CLOSED. 20001122041249A (-23)ON NOVEMBER 22, 2000, AT APPROXIMATELY 1400 MST, A MCCOY GENESIS, N9931W, EXPERIMENTAL, HOMEBUILT AIRCRAFT WAS DESTROYED WHEN IT IMPACTED THE GROUND UNDER UNKNOWN CIRCUMSTANCES NEAR FORT COLLINS, COLORADO. THE PRIVATE PILOT/BUILDER OF THE AIRCRAFT RECEIVED FATAL INJURIES. THE FLIGHT WAS OPERATING IN VISUAL METERORLOGICAL CONDITIONS UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT DEPARTED FROM FORT COLLINS/LOVELAND AIRPORT (FNL) AT AN UNKNOWN TIME EARLIER IN THE DAY. ACCORDING TO A WITNESS, THE WINGS FOLDED UP AND THE AIRCRAFT DOVE INTO THE GROUND, TRAILING A PARACHUTE. GROUND MARKS AT THE IMPACT SITE PROVIDE CONFLICTING INFORMATION TO THE WITNESS ACCOUNT. THE AIRCRAFT DID STREAM AN EMERGENCY PARACHUTE AT SOME POINT DURING THE FLIGHT/DESCENT. 20001123018219A (-23) AIRCRAFT PERFORMING PART 133 EXTERNAL LOAD OPERATIONS EXPERIENCED ENGINE POWER LOSS. NTSB RELEASED AIRCRAFT TO OWNER, AND SHIP REPOSITIONED TO OWNER'S HANGAR. NO AIRFRAME FAULT COULD BE FOUND TO CAUSE ENGINE POWER LOSS. ENGINE REMOVED FROM AIRCRAFT AND TEST RUN AT REPAIR FACILITY. ENGINE OPERATION NORMAL. AIRCRAFT OPERATED DURING FREEZING RAIN AND SNOW. AIRCRAFT FLIGHT MANUAL STATED OPERATION IN FALLING OR BLOWING SNOW REQUIRED ENGINE INLET DEFLECTORS TO BE INSTALLED. NO DEFLECTORS INSTALLED ON AIRCRAFT. 20001123018289A (-23) DURING LANDING AT MBO ON RUNWAY 35, TWO DEER CROSSED RUNWAY IN FRONT OF AIRCRAFT. PILOT MANEUVERED AIRCRAFT TO AVOID DEER AND TAIL IMPACTED THE GROUND AND HIT TWO RUNWAY LIGHTS. ONE PASSENGER ON BOARD. NO INJURIES. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. (.4) ON NOVEMBER 23, 2000, AT 1704 CENTRAL STANDARD TIME, A BEECH BE-23-A24R, N8060R, COLLIDED WITH TWO RUNWAY LIGHTS DURING LANDING ON RUNWAY 35, AT THE MADISON COUNTY AIRPORT, IN JACKSON, MISSISSIPPI. THE AIRPLANE WAS OPERATED BY THE COMMERCIAL PILOT UNDER THE PROVISIONS OF TITLE 14, CFR PART 91, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT WAS NOT INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT HAD ORIGINATED FROM TEMPLE, TEXAS, EXACT TIME UNKNOWN. ACCORDING TO THE PILOT, DURING HIS LANDING ROLL ON RUNWAY 35, TWO DEER RAN OUT IN FRONT OF THE AIRPLANE. HE STATED THAT WHILE MANEUVERING TO MISS THEM, THE HORIZONTAL STABILIZER STRUCK TWO RUNWAY LIGHTS SUBSTANTIALLY DAMAGING THE STABILIZER. THE PILOT WAS MAILED A PILOT/OPERATOR REPORT BUT HAD NOT COMPLETED IT AT THE TIME OF THIS REPORT. EXAMINATION OF THE AIRPLANE FAILED TO DISCLOSE A MECHANICAL MALFUNCTION OR COMPONENT FAILURE. 20001123022499I (-23) PILOT LANDED WITH GEAR COLLAPSE EXCEPT NOSEGEAR. PILOT REPORTED UNSAFE INDICATION AFTER TOUCH AND GO APPROACH AT ASHVILLE,NC. PILOT CONTACTED ATC AND ADVISED THEM OF SITUATION. AFTER SEVERAL FLYBYS, PILOT RETURNED TO HOMEBASE 6A3 AND ATTEMPTED TO LOWER GEAR MANUALLY WITHOUT SUCCESS. HE THEN LANDED WITH NO INJURIES TO ANYONE ONBOARD (3 PASSENGERS). THIS IS THE SECOND GEAR UP LANDING FOR GILES IN THE LAST 60 DAYS. (INSPECTOR ED DESILVA, BHM FSDO IS WORKING GEAR UP LANDING AT SLYLACAUGA, AL) ON MOST RECENT INCIDENT A PASSENGER ON BOARD (NON-PILOT) SAID THAT HE OBSERVED THE LANDING AT ASHVILLE, NC AND HE BELIEVED THAT THE PILOT TOUCHED DOWN AT ASHVILLE AND THEN SAID THAT THERE WAS NOW A "GEAR PROBLEM". 20001123024589I (-23)ON NOVEMBER 23, 2000, ^PRIVACY DAT^ TOOK OFF FROM ASH AT 1130 TO FLY LOCAL. HE LANDED HIS AIRCRAFT AT 1141 DUE TO LANDING GEAR PROBLEM. SEE ATTACHED STATEMENT. 20001123031009I (-23)ON NOVEMBER 23, 2000, AT 1735 CST A MAULE MXT-7-180A, CUT A POWER LINE DURING FINAL APPROACH TO PRAIRIE DU SAC, WI. THE PRIVATE PILOT AND ONE PASSENGER, RECEIVED NO INJURIES AND THE A/C SUSTAINED MINOR DAMAGE. THE A/C WAS BEING OPERATED BY THE OWNER^PRIVACY DA^AS A PERSONAL FLIGHT UNDER 14 CFR PART 91, WHEN THE INCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. 20001123035349A (-23) ON NOVEMBER 23, 2000, AT APPROX. 3:15 A.M., N3988R WAS EXECUTING AN INSTRUMENT APPROACH TO RUNWAY 17 AT STILLWATER MUNICIPAL AIRPORT, STILLWATER, OKLAHOMA. WEATHER CONDITIONS AT STILLWATER MUNICIPAL AIRPORT AT THE TIME WERE CEILING 300 FEET OVERCAST, VISIBILITY 4 STATUTE MILES IN LIGHT RAIN AND MIST, WIND FROM 110 DEGREES AT 6 KNOTS. THE PILOT OF N3988R WAS ATTEMPTING HIS SECOND INSTRUMENT APPROACH TO STILLWATER, HAVING EXECUTED A MISSED APPROACH ON HIS FIRST ATTEMPT AT APPROX. 2:50 A.M. THE A/C IMPACTED THE GROUND APPROX. 1/2 MILE NORTH, AND 300 FEET WEST OF THE THRESHOLD OF RUNWAY 17. (.4) HISTORY OF FLIGHT: ON NOVEMBER 23, 2000, ABOUT 0315 CENTRAL STANDARD TIME, A PIPER PA-28-180 SINGLE-ENGINE AIRPLANE, N3988R, COLLIDED WITH TERRAIN APPROXIMATELY 1/2 MILE NORTH OF THE THRESHOLD OF RUNWAY 17 DURING AN INSTRUMENT APPROACH TO THE STILLWATER MUNICIPAL AIRPORT, STILLWATER, OKLAHOMA. THE AIRPLANE, WHICH WAS OWNED AND OPERATED BY THE PILOT, WAS DESTROYED BY IMPACT FORCES AND FIRE. THE NON-INSTRUMENT RATED PRIVATE PILOT WAS FATALLY INJURED AND THE PASSENGER RECEIVED SERIOUS INJURIES. NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE CROSS-COUNTRY FLIGHT THAT DEPARTED HAYS, KANSAS, AT 0110. INFORMATION OBTAINED FROM FAA AIR TRAFFIC CONTROL FACILITIES AND FAMILY MEMBERS INDICATED THAT ON NOVEMBER 22, 2000, THE PILOT FLEW THE AIRPLANE WITH ONE PASSENGER (HIS WIFE) FROM CULLMAN, ALABAMA, TO STILLWATER, ARRIVING AT APPROXIMATELY 1830. A LINE SERVICE TECHNICIAN EMPLOYED BY A FIXED BASE OPERATOR A THE AIRPORT FUELED THE AIRPLANE AND ASSISTED THE PILOT IN OBTAINING WEATHER INFORMATION FROM THE COMPUTER IN THE LOBBY OF THE TERMINAL BUILDING. ACCORDING TO THE TECHNICIAN, THE PILOT STATED THAT HE WAS PLANNING TO FLY THE AIRPLANE TO HAYS, KANSAS, LATER THAT NIGHT. THE PILOT AND HIS WIFE THEN LEFT THE TERMINAL. AT ABOUT 2145, THEY RETURNED TO THE TERMINAL, AND THE LINE SERVICE TECHNICIAN OBSERVED THE PILOT OBTAIN A TELEPHONE WEATHER BRIEFING AND FILE A VFR FLIGHT PLAN FOR A FLIGHT FROM STILLWATER TO HAYS WITH ONE PERSON ABOARD. FAMILY MEMBERS REPORTED THAT THE PILOT WAS GOING TO HAYS TO PICK UP HIS DAUGHTER AND RETURN WITH HER TO STILLWATER. AFTER THE PILOT GOT OFF THE PHONE, THE TECHNICIAN OVERHEARD HIM SAY TO HIS WIFE, "I DIDN'T THIN K YOU'D FEEL REAL COMFORTABLE ON THE WAY BACK - WE'LL BE IN AND OUT OF CLOUDS... I'M NOT GOING TO TAKE ANY CHANCES OR ANYTHING. ACCORDING TO THE TECHNICIAN, THE WIFE REPLIED, "I'VE ALREADY CALLED THEM TO PICK ME UP." THE PILOT THEN FLEW THE AIRPLANE BY HIMSELF FROM STILLWATER TO HAYS. AFTER LANDING AT HAYS MUNICIPAL AIRPORT, THE PILOT HAD THE AIRPLANE REFUELED, AND AT 0040 ON NOVEMBER 23, THE PILOT CALLED THE WICHITA FLIGHT SERVICE STATION (FSS) AND OBTAINED A WEATHER FOR THE RETURN FLIGHT TO STILLWATER. DURING THE BRIEFING, THE PILOT WAS TOLD THAT VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE DEPARTURE FROM HAYS AND INSTRUMENT METEOROLOGICAL CONDITONS PREVAILED IN STILLWATER. THE PILOT THEN FILED AN IFR FLIGHT PLAN FOR A FLIGHT FROM HAYS TO STILLWATER, AND AT 0110, THE AIRPLANE DEPARTED FROM HAYS WITH THE PILOT AND HIS DAUGHTER ABOARD. AT 0231, THE AIRPLANE CLEARED FOR "AN [INSTRUMENT] APPROACH" TO THE STILLWATER MUNICIPAL AIRPORT. AT 0232, THE PILOT REQUESTED THE CURRENT WEATHER AND WAS ISSUED THE STILLWATER WEATHER AS "THREE HUNDRED OVERCAST; VISIBILITY, THREE WITH LIGHT RAIN; WIND, ZERO-NINER-ZERO AT THREE; AND THE ALTIMETER, THREE-ZERO-ONE-ZERO." AT 0250, THE PILOT REPORTED THAT HE WAS EXECUTING A MISSED APPROACH AND REQUESTED ANOTHER APPROACH. AT 0251, THE AIRPLANE WAS CLEARED FOR A SECOND APPROACH, AND AT 0256, THE PILOT WAS TOLD TO SWITCH TO ADVISORY FREQUENCY. THE PILOT'S ACKNOWLEDGEMENT OF THE FREQUENCY CHANGE WAS THE LAST RADIO TRANSMISSION RECEIVED FROM THE AIRPLANE. AT 0258, RADAR CONTACT WITH THE AIRPLANE WAS LOST WHEN IT DESCENDED BELOW 2,300 FEET, THE 20001123037949I (-23)ON THURSDAY, NOVEMBER 23, 2000 AT 1148 LOCAL, A MIDWAY AIRLINES CL600, N571ML, FLIGHT 42, REPORTED INBOUND TO BUF THAT THEY RECEIVED A FLAPS FAIL MESSAGE ON EICAS. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE REPLACED THE RIGHT FLAP OUTBOUND ACTUATOR IAW CRJ AMM 27-53-05 AND RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001123038389I (-23) ON THURSDAY, NOVEMBER 23, 2000, CHAUTAUQUA AIRLINES FLIGHT 4409 DEPARTED ROC AND THE LANDING GEAR FAILED TO RETRACT. THE FLIGHT RETURNED TO ROC AND LANDED WITHOUT INCIDENT. CONTRACT MAINTENANCE FOUND NOTHING APPARENT AND THE AIRCRAFT WAS FERRIED TO IND FOR COMPANY MAINTENANCE WHERE A BAD 'WEIGHT ON WHEEL' SWITCH WAS FOUND. THE SWITCH WAS CHANGED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001124018849I (-23)ON 11/24/00 ^PRIVACY DATA OMITTED^ WAS ON A ROUTINE VFR FLIGHT IN THE AREA OF GARRETT AIRPORT, NEAR MCHENRY, MD. WHILE LOWERING THE LANDING GEAR ON HIS PIPER PA-34 ^PRIVACY DATA^ WAS UNABLE TO GET THE LEFT MAIN GEAR TO INDICATE GREEN, THINKING THAT THERE MAY HAVE BEEN ICE IN THE MECHANISM HE FLEW TO HAGERSTOWN, MD WHERE THE WEATHER WAS WARMER. WHEN HE ARRIVED IN THE PATTERN HE LOWERED THE LANDING GEAR HE WAS TO GET A GREEN LIGHT ON THE LEFT MAIN GEAR. ^PRIVACY DATA^ THEN FLOW OVER THE TOWER REPORTED THAT THE GEAR LOOKED TO BE DOWN. ^PRIVACY DATA ^ PROCEDED TO LAND ON RUNWAY 27 AFTER TURNING OFF THE RUNWAY THE LEFT MAIN COLLAPSED. THE INVESTIGATION REVEALED A PIECE OF FOD WAS LODGED IN THE DOWN LOCK MECHANISM OF THE LEFT MAIN LANDING GEAR, IT APPEARED TO BE A SMALL BRASS FASTENER USED TO SECURE A DUST COVER WHICH NORMALLY COVERS THE LINKAGE MECHANISM. THE DUST COVER WAS NO LONGER THERE. THIS INVESTIGATION IS CLOSED. 20001124023109I (-23) REC'D CALL FROM ORD FSDO GEOGRAPHIC AIRWORTHINESS UNIT SUPERVISOR CONCERNING AN INCIDENT THAT OCCURRED AT CHICAGO O'HARE AIRPORT ON 24 NOV 2000. REPORTED TO AIRPORT TO BEGIN INVESTIGATION. AIR WISCONSIN FLIGHT 5842, A CL-600 REGIONAL JET REGISTRATION NUMBER N404AW WAS STRUCK ON THE LEFT WINGTIP WHILE TAXIING SOUTHBOUND ON THE ALPHA TAXIWAY AFTER RECEIVING TAXI CLEARANCE TO RUNWAY 22L FOR DEPARTURE. A DELTA TUG, WHICH WAS ATTEMPTING TO CROSSALPHA TAXIWAY(WESTBOUND) BETWEEN THE ALPHA 20 AND ALPHA 21 INTERSECTION FAILED TO YIELD TO THE TAXIING CL-600. AFTER COLLIDING WITH THE WINGTIP, THE DELTA TUG WAS DRAGGED APPROX. 20 FEET BEFORE OVERTURNING. THE TUG DRIVER, WHO SUFFERED MINOR INJURIES, WAS REPORTED BY A WITNESS TO HAVE JUMPED FROM THE TUG BEFORE IT ROLLED OVER. THE A/C STOPPED ON THE ALPHA TAXIWAY. CAPTAIN NOTIFIED ATC GROUND CONTROL THAT THEY HAD BEEN HIT AND REQUESTED EQUIPMENT. THERE WERE NO INJURIES TO THE 13 PASSENGERS OR CREW OF 3 ON THE AIR WISCONSIN AIRPLANE. PASSENGERS AND CREW EXITED THE AIRPLANE VIA THE ENTRANCE DOOR STAIRS AND WERE BUSSED TO THE TERMINAL. THE DRIVER OF THE DELTA TUG WAS TRANSPORTED TO A LOCAL HOSPITAL, TREATED FOR A SORE NECK AND MINOR BRUISING (-23) CONT'D OF HIS ARMS AND LEGS THEN RELEASED. THE TUG DRIVER WAS TICKETED BY DEPT. OF AVIATION POLICE FOR FAILURE TO YIELD TO AN A/C AND RECKLESS DRIVING (TOO FAST FOR CONDITIONS). A/C N404AW WAS INSPECTED BY AIR WISCONSIN MAINTENANCE PERSONNEL AT CHICAGO O'HARE AND DAMAGE TO LEFT WING TIP AREA WAS DETERMINED TO BE BEYOND LOCAL MAINTENANCE REPAIR CAPABILITY. TECHNICAL ASSISTANCE WAS REQUESTED IN EVALUATING EXTENT OF A/C DAMAGE. BOMBARDIER, THE A/C MANUFACTURER WAS CONTACTED AND PROVIDED TECHNICAL GUIDANCE. A TEMPORY REPAIR WAS MADE TO THE DAMAGED LEFT WING TIP AND A/C WAS INSPECTED AND FOUND SAFE FOR A MAINTENANCE FERRY FLIGHT TO APPLETON, WISCONSIN FOR PERMANENT REPAIRS UNDER AIR WISCONSIN CONTINUING FERRY AUTHORIZATION. THE DELTA TUG SUFFERED EXTENSIVE DAMAGE TO THE UPPER CAB AREA, STEERING WHEEL, STEERING COLUMN, STEERING GEARBOX, DRIVERS SEAT AND DASH ASSEMBLY. THE CAPTAIN AND FIRST OFFICER OF AIR WISCONSIN FLIGHT 5842 WERE INTERVIEWED BY FAA INSPECTORS. BOTH PILOTS STATED THAT THE A/C EXTERIOR LIGHTING WAS CONFIGURED FOR A NORMAL TAXI AND THAT NEITHER SIGHTED THE DELTA TUG BEFORE IT COLLIDED WITH THE A/C. INVESTIGATING INSPECTOR REVIEWED ATC INCIDENT REPORT AND LISTENED TO AUDIO TAPES OF GROUND CONVERSATION BETWEEN PILOTS OF FLIGHT 5842 AND ATC GROUND CONTROL. NOTHING REMARKABLE WAS LEARNED FROM ATC READINGS. INTERVIEWED A NORTHWEST AIRLINES RAMP EMPLOYEE WHO WAS DRIVING A TUG APPROXIMATELY 20 FEET BEHIND THE DELTA TUG PRIOR TO DELTA TUG STRIKING AIRCRAFT. WITNESS STATED THAT HE DID NOT OBSERVE ANY EXTERIOR LIGHTS ON THE AIR WISCONSIN AIRPLANE, BUT HEARD IT AND TRIED TO WARN BELTA TUG BY FLASHING LIGHTS, BUT TO NO AVAIL. CONFIGURATION OF EXTERIOR LIGHTING ON INCIDENT AIRCRAFT WHEN IT WAS HIT BY TUG COULD NOT BE POSITIVELY ESTABLISHED SUBSEQUENT TO COLLISION, HOWEVER INFORMATION INSPECTOR WAS ABLE TO GATHER DID NOT INDICATE LIGHTS WERE ILLUMINATED. PICTURES OF AIRCRAFT N404AW AND THE DELTA TUG WERE OBTAINED BY INVESTIGATING INSPECTOR. ^PRIVACY DATA OMITTED^ 20001124026499I (-23) THE PILOT REPORTED THAT HE HAD A CATASTROPHIC ENGINE FAILURE AND LANDED ON KELBAKER ROAD ADJACENT TO THE I-40 FREEWAY APPROX. 42 MILES EAST OF HECTOR, CA. THE PILOT REPORTED NO DAMAGE TO THE A/C AND NO INJURIES TO THE 2 OCCUPANTS. THE MALFUNCTION AND DEFECT REPORT REPORT (M OR D) WILL BE SUBMITTED BY THE OWNER OF THE A/C. 20001124030839I (-23)ON NOVEMBER 24, 2000, AT 1030 CST A CESSNA 172, N41912, SUSTAINED DAMAGE TO THE NOSE GEAR AND PROPELLOR WHEN THE PILOT, LANDING PREMATURELY, PORPOISED THE A/C. THE STUDENT PILOT RECEIVED NO INJURIES AND THE A/C SUSTAINED MINOR DAMAGE. THE A/C WAS BEING OPERATED BY THE STUDENT^PRIVACY DATA OMI^AS A SOLO FLIGHT INTO BURLINTON, WI, UNDER 14 CFR PART 91, WHEN THE INCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. 20001124030919I (-23) ON NOVEMBER 24, 2000, AT 1545 CST A CESSNA 177RD, N52838, SUSTAINED A GEAR UP LANDING WHEN THE PILOT FAILED TO EXTEND THE LANDING GEAR. THE COMMERCIAL PILOT AND ONE PASSENGER, A CFI, RECEIVED NO INJURIES AND THE A/C SUSAINED MINOR DAMAGE. THE A/C WAS BEING OPERATED BY THE OWNER ^PRIVACY DATA O^AS A PERSONAL FLIGHT PARTICIPATING IN THE WINGS PROGRAM, UNDER 14 CFR PART 91, WHEN THE INCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. 20001124036139A (-23) THE STUDENT PILOT STATED THAT ON THE TAKE-OFF ROLL, THE A/C SWERVED TO THE LEFT AND DEPARTED THE RUNWAY. THE AIRPLANE CROSSED A SERVICE ROAD, TAKING OUT THE NOSE GEAR AND FLIPPED UPSIDE DOWN. THE A/C HAS SUBSTANTIAL DAMAGE. THE PILOT WAS UNHURT. 20001124036489I (-23) ON APPROACH TO APPLE VALLEY, CA. PILOT NOTICED A GEAR WARNING LIGHT WHICH INDICATED THE GEAR WAS IN A TRANSIT POSITION AND NOT DOWN AND LOCKED. PILOT REQUESTED TO RETURN TO FUL HOWEVER, HE WAS DIVERTED TO LGB BY ATC. AIRCRAFT LANDED IN A GRASSY AREA PARALLEL TO RUNWAY 25L. MINOR DAMAGE TO THE AIRCRAFT DUE TO GEAR UP LANDING. NO INJURIES TO PILOT. 20001124040659A (-23) PILOT REPORTED AIRCRAFT WAS FUELED WITH 75 GALLONS FUEL PER SIDE PRIOR TO DEPARTURE. AT 16:34:20 Z, N94U REQUESTS AND RECEIVES TAXI CLEARANCE. AT 16:49:15, N94U REPORTS READY AND REQUESTS "PRACTICE AREA 1 FOR CHECKS". ATC REQUIRES N94U TO WAIT. AT 16:50:21, ATC CLEARS N94U FOR TAKEOFF, RUNWAY 04, PILOT ACKNOWLEDGES. AT 16:51:43, PILOT REPORTS "4U EMERGENCY". AT 16:51:47, AN ELT STARTS TRANSMITTING. CONTROLLERS WITNESSED THE AIRCRAFT AT A NORMAL PITCH ANGLE AS IT PASSED THE TOWER, WITH AN ALTITUDE OF APPROXIMATELY 125 FEET, HOWEVER THEY STATED SOMETHING WAS NOT RIGHT AS THE AIRCRAFT WAS NOT CLIMBING OR ACCELERATING, AS THEY WOULD HAVE EXPECTED. THE CONTROLLER SAID THE PILOT DECLARED THE EMERGENCY AND FLEW THE AIRCRAFT TO THE CRASH SITE ACROSS AIRPORT ROAD (STATE ROAD 678) JUST NORTH OF RUNWAY 22, WHERE IT WENT OUT OF VIEW AT THE BOTTOM OF A HILL. HEAVY SMOKE WAS THEN OBSERVED. INVE STIGATION ON SCENE FOUND THE AIRCRAFT STRUCK THE GROUND (ON AIRPORT PROPERTY) WITH THE GEAR DOWN AND WINGS LEVEL HEADING IN A NORTHERLY DIRECTION. THE AIRCRAFT CAME TO REST APPROXIMATELY 60 YARDS FROM THE POINT OF IMPACT AND ROTATED 120 DEGREES TO THE LEFT. FIRE CONSUMED THE LEFT WING, FUSELAGE AND PORTIONS OF THE INBOARD RIGHT WING. THE NOSE GEAR WAS FOUND 20 YARDS FROM INITIAL IMPACT. THE LEFT ENGINE SEPARATED AT "C" FLANGE, WITH PROP ATTACHED, AND FOUND APPROXIMATELY 20 YARDS FROM THE WRECKAGE. THE RIGHT ENGINE STAYED INTACT, WITH THE PROPELLER ATTACHED. BOTH PROPELLERS APPEARED TO BE AT OR NEAR THE FEATHERED POSITION AT TIME OF IMPACT. THE LEFT AND RIGHT FUEL FIREWALL SHUT-OFF VALVE SWITCHES WERE FOUND IN THE "NORMAL" POSITION. ALL ENGINE CONTROLS WERE FOUND FULLY FORWARD. A REVIEW OF THE MAINTENANCE RECORDS FOR THE AIRCRAFT FOUND INADEQUATE MAINTENACE DOCUMENTED FOR THE WORK PERFORMED BY THE REPAIR STATION. A REVIEW OF THE REPAIR STATION'S WORK ORDER PACKAGE FOUND IT INCOMPLETE AND THE AIRCRAFT WAS NOT APPROVED FOR RETURN TO SERVICE IN ACCORDANCE WITH THEIR MANUAL PROCEDURES. 20001124041329A (.4) WHILE DESCENDING THROUGH 3,000 FEET, THE AIRPLANE'S ENGINE STOPPED PRODUCING POWER. THE PILOT WAS UNABLE TO RESTART THE ENGINE AND MADE A FORCED LANDING. EXAMINATION OF THE AIRPLANE REVEALED THAT THE RIGHT WING FUEL TANKS WERE INTACT AND EMPTY OF FUEL. TWO OF THE THREE LEFT WING FUEL TANKS WERE FOUND SEPARATED FROM THE LEFT WING, AND WERE RUPTURED. HOWEVER, A HALF-GALLON OF FUEL WAS FOUND IN ONE OF THE TANKS. THE FUEL WAS ABSENT OF DEBRIS AND WATER. THERE WAS NO EVIDENCE OF FUEL SPILLAGE AT THE ACCIDENT SITE, AND THE FUEL SELECTOR WAS SET TO THE RIGHT WING TANKS. A 15-GALLON AUXILIARY TANK WAS LOCATED IN THE REAR SEAT AREA AND WAS FULL OF FUEL. EXAMINATION OF THE FUEL SELECTOR PLACARD REVEALED THERE WAS NO INDICATION OF AN 'AUX' POSITION; HOWEVER, THE SELECTOR COULD BE MOVED BEYOND THE 'LEFT' TANK POSITION, AND ALIGNED WITH A WHITE SPOT WORN ON THE TRIM COVER. EXAMINATION OF THE AIRPLANE AND ENGINE REVEALED THERE WERE NO MECHANICAL DEFICIENCIES. 20001125021419I (-23) PILOT CLAIMED THAT RIGHT BRAKE LOCKED, CAUSING THE RIGHT MAIN TIRE TO BLOW, DISABLING THE A/C AT THE INTERSECTION OF RUNWAY 03 AND 01. CALL TO MAINTENANCE FACILITY ON THE FIELD REVEALED THAT THEY HAD REPLACED THE RIGHT MAIN TIRE, AND THE PILOT THEN FLEW THE AIRPLANE TO AN UNKNOWN DESTINATION. INCIDENT #CE2001IGA0011 IS CLOSED. 20001125022589I (-23)SEE ATTACHED SHEET 20001125028929I (-23)40 NM WEST OF MINNEAPOLIS INBOUND TO ST PAUL N847BA INDICATED ENGINE PROBLEMS AND ASKED FOR DIVERT TO FLYING CLOUD AIRPORT. SHORTLY THEREAFTER COPILOT STATED POSSIBLE PROBLEM WITH OTHER ENGINE. DECLARED EMERGENCY AND LANDED AT CLOSEST AIRPORT (GLENCOE MUNICIPAL) LOCATED IN GLENCOE, MINNESOTA. NO DAMAGE. MAINTENANCE LOOKING AT LOW PRESSURE PUMP ON LEFT SIDE. SCREWS AT GASKET LOOSE POSSIBLY ALLOWING AIR CONTAMINATION AND CAVITATION. CONFUSION AS TO POSSIBLE PROBLEM WITH RIGHT ENGINE WAS DUE TO POWER SURGES IN LEFT ENGINE AS IT RECEIVED SPORATIC FUEL ACCORDING TO PIC. 20001125037889I (-23)11-25-00 INBOUND CREW REPORTED SMOKE IN THE CABIN AFTER TAKE OFF LASTED APPROXIMATELY 15 MINUTES BEFORE DISSAPATING. MX REMOVED AND REPLACED THE NO.#2 AIRCYCLE MACHINE PER MM, OPS CHECKED GOOD, LEAK CHECKED GOOD. NO SMOKE NOTED IN THE CABIN. RETURNED THE AIRCRAFT TO SERVICE 11-26-00. 20001125038849A (-23) ON SATURDAY, NOVEMBER 25, 2000, AT APPROXIMATELY 1:00 PM, LUSCOMBE 8A AIRCRAFT, N45537, WAS DEPARTING ANTLERS MUNICIPAL AIRPORT IN ANTLERS, OK. FOR A PLEASURE FLIGHT IN THE LOCAL AREA WITH THE PILOT AND ONE PASSENGER ON BOARD. THE PILOT STATED THAT THE START, TAXI AND RUNUP WERE NORMAL. THE PILOT APPLIED FULL POWER FOR TAKEOFF AND THE ENGINE WAS PRODUCING 2150 RPM WHICH IS NORMAL. THE AIRCRAFT LIFTED OFF APPROX. HALFWAY DOWN THE RUNWAY. BY THE TIME THE A/C REACHED THE DEPARTURE END OF THE RUNWAY, THE ENGINE WAS BEGINNING TO GRADUALLY LOSE POWER. THE PILOT SAW THAT HE WOULD NOT BE ABLE TO CLEAR THE TREES, SO HE REDUCED POWER AND LANDED THE AIRCRAFT IN THE TREETOPS. THE A/C FELL FROM THE TREES TO THE GROUND NOSE FIRST. THE PILOT REPORTED THAT THE MIXTURE, MAGNETOS, FUEL SELECTOR, AND PRIMER WERE AS THEY SHOULD BE. HE ALSO REPORTED THAT THERE WERE NO UNUSUAL ENGINE NOISES, ONLY A GRADUAL LOSS OF POWER, AND THAT HE SUSPECTED CARBURETOR ICE. AN INVESTIGATION OF THE ENGINE REVEALED A HOLE APPROX. 3/4 INCHES IN LENGTH IN THE HOSE THAT SUPPLIES CARB HEAT TO THE CARBURETOR. THE CARURETOR WAS NOT GETTING THE FULL AMOUNT OF CARB HEAT THAT IT SHOULD HAVE BEEN. (.4)ON NOVEMBER 25, 2000, AT 1300 CENTRAL STANDARD TIME, A LUSCOMBE 8A, SINGLE-ENGINE AIRPLANE, N45537, STRUCK TREES FOLLOWING A LOSS OF ENGINE POWER DURING THE TAKEOFF/INITIAL CLIMB AT ANTLERS, OKLAHOMA. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE COMMERCIAL PILOT AND HIS PASSENGER RECEIVED MINOR INJURIES, AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT REPORTED THAT THE AIRPLANE WAS "EASILY STARTED AND TAXIED TO RUNWAY 35 FOR TAKEOFF. NO UNUSUAL NOISES OR TAXIING CHARACTERISTICS WERE NOTED." THE PILOT APPLIED FULL THROTTLE AND CARBURETOR HEAT. THE AIRPLANE DEVELOPED FULL POWER DURING THE TAKEOFF ROLL; HOWEVER, ONCE THE AIRPLANE WAS AIRBORNE, THE ENGINE WAS NOT DEVELOPING FULL POWER. THE PILOT "TURNED OFF THE CARBURETOR HEAT." THERE "SEEMED TO BE A GRADUAL REDUCTION OF POWER" REGARDLESS OF CARBURETOR HEAT POSITION. THE AIRPLANE STRUCK TREES BEYOND THE DEPARTURE END OF THE RUNWAY, NOSED DOWN TOWARD THE GROUND, AND CAME TO REST INVERTED. THE PILOT REPORTED THAT SINCE THE AIRPLANE HAD BEEN FLYING "WELL," HE "SUSPECTED CARBURETOR ICE." THE PILOT REPORTED THAT THE DAY OF THE ACCIDENT WAS "PROBABLY THE FIRST TIME THE AIRPLANE'S AGING CARBURETOR HEAT MECHANISM HAD BEEN PUT TO THE TEST WITH LOW TEMPERATURE AND NARROW TEMPERATURE-DEW POINT SPREAD IN OVER A DECADE." THE PILOT REPORTED A TEMPERATURE AND DEW POINT OF 40 DEGREES FAHRENHEIT AND 37 DEGREES FAHRENHEIT, RESPECTIVELY. THE NEAREST WEATHER REPORTING STATION (40 NAUTICAL MILES NORTHWEST OF THE ACCIDENT SITE) WAS MCALESTER, OKLAHOMA. AT 1353, MCALESTER REPORTED A TEMPERATURE OF 55 DEGREES FAHRENHEIT AND A DEW POINT OF 36 DEGREES FAHRENHEIT. BOTH TEMPERATURE AND DEW POINT REPORTS WERE IN THE RANGE OF CONDITIONS CONDUCIVE TO SERIOUS CARBURETOR ICING AT CRUISE OR CLIMB POWER. 20001125040969A (-23) AIRCRAFT WAS ENROUTE TO LACROSSE WISCONSIN FROM YOUNGSTOWN, OHIO. WHILE IN FLIGHT PILOT CONTACTED TOLEDO ATC AND ADVISED THAT HE NEEDED TO LAND DUE TO VISIBILITY. THE PILOT WAS GIVEN A VECTOR TO FREEMONT AIRPORT. THE PILOT MADE HIS APPROACH AND LANDED LONG AND SLID OF THE WEST END OF RUNWAY, CROSSED STATE ROUTE 53, HAD LANDING GEAR RIPPED OFF AND CAME TO REST IN A CORN FIELD. 20001126021949I (-23) PILOT ENCOUNTERED #2 ENGINE OIL TEMPERATURE HIGH AND ABORTED TAKEOFF. A/C WAS INSPECTED AT A MAINTENANCE FACILITY IN PALM SPRINGS, CA. SPOKE WITH MECHANIC AND PILOT. UNABLE TO DUPLICATE ON ENGINE RUN. IT WAS RAN SEVERAL TIMES WITH NO PROBLEM. PILOT FLEW BACK TO HOME BASE AND DID NOT HAVE ANY PROBLEMS. 20001126022859A (-23) MR. DOMOKOS AND MR. LAMB WERE OBSERVED TO BE PERFORMING AEROBATICS IN A DUAL SEAT ULTRALIGHT VEHICLE APPROX. 1,000 FEET AGL. AS THE ULTRALIGHT ATTEMPTED A WING OVER, THE WINGS COLLAPSED AND THE VEHICLE FELL TO THE GROUND. THE RIVERSIDE COUNTY SHERIFF'S DEPARTMENT IS INVESTIGATING THIS ACCIDENT. 20001126023591A (-23) AT APPROX. 17:10 ON NOVEMBER 26, 2000, WHILE IN CRUISE FLIGHT, A CESSNA 150 AIRCRAFT, N3588J, COLLIDED WITH ANOTHER CESSNA 172 A/C N6521D. A/C N3588J CRASHED IN THE 27500 BLOCK OF THE KATY FREEWAY (INTERSTATE 10E), KILLING THE PILOT AND SOLE OCCUPANT. A/C N6521D WAS ABLE TO MAINTAIN FLIGHT AND LANDED APPROX. 10 NAUTICAL MILES TO THE NORTHEAST OF WEST HOUSTON AIRPORT. A/C N3588J WAS COMPLETELY DESTROYED. A/C N6521D RECEIVED SUBSTANTIAL DAMAGE. THERE WERE TWO OCCUPANTS ON BOARD A/C N6521D, NO INJURIES WERE REPORTED.(.4) THE CESSNA 172 WAS FLYING LEVEL AT 2,000 FEET, EASTBOUND, WHEN THE PILOT NOTICED THE CESSNA 150 APPROACHING FROM HER LEFT SIDE AT A 90-DEGREE ANGLE (FROM THE NORTH). SHE REPORTED THAT THE CESSNA 150 WAS AT AN ALTITUDE SLIGHTLY BELOW HER AIRPLANE'S ALTITUDE. SHE ENTERED A CLIMBING RIGHT TURN AND, SUBSEQUENTLY, THE AIRPLANES COLLIDED. THE CESSNA 172'S RIGHT MAIN LANDING GEAR SEPARATED AND ITS RIGHT WING AND AILERON WERE STRUCTURALLY DAMAGED. THE CESSNA 172 WAS ABLE TO SUSTAIN FLIGHT AND LANDED AT AN AIRPORT LOCATED APPROXIMATELY 10 MILES FROM THE COLLISION AREA. THE CESSNA 150 ENTERED AN UNCONTROLLED DESCENT AND IMPACTED THE GROUND. TWO WITNESSES REPORTED SUN GLARE FROM THE WEST AT THE TIME OF THE ACCIDENT. ONE PILOT WITNESS, WHO DEPARTED NEAR THE SAME TIME AS THE CESSNA 150, AND FLEW THE SAME ROUTE AS THE CESSNA 150, STATED THAT THE SUN WAS "BLINDING FROM [HIS] 2:00 O'CLOCK TO 4:00 O'CLOCK POSITION." HE ADDED THAT THE VISIBILITY TO THE SOUTH AND EAST WAS 15 MILES OR GREATER AND THE SKY WAS CLEAR OF CLOUDS. ANOTHER PILOT WITNESS, WHO DEPARTED FROM THE AIRPORT THE CESSNA 172 LANDED AT ABOUT 10 MINUTES BEFORE THE ACCIDENT, AND WAS TRAVELING ON A NORTHWESTERLY HEADING, REPORTED THAT HE OBSERVED A "VERY STRONG SUN GLARE" AND IT "SEEMED IMPOSSIBLE TO SEE WITHIN PLUS OR MINUS 15 DEGREES FROM THE SUN'S BEARING." THE WITNESS ADDED THAT A COLD FRONT HAD PASSED THROUGH THE AREA THE DAY BEFORE THE ACCIDENT, AND THE SKY WAS CLEAR OF CLOUDS AND HAZE. 20001126023592A (-23) AT APPROX. 17:10 ON NOVEMBER 26, 2000, WHILE IN CRUISE FLIGHT IN VFR AIRSPACE, A CESSNA 150 A/C N3588J, COLLIDED WITH ANOTHER CESSNA 172 A/C, N6521D. A/C N3588J CRASHED IN THE 27500 BLOCK OF THE KATY FREEWAY (INTERSTATE 10E) KILLING THE PILOT AND SOLE OCCUPANT. A/C N6521D WAS ABLE TO MAINTAIN FLIGHT AND LANDED APPROX. 10 NAUTICAL MILES TO THE NE AT WEST HOUSTON AIRPORT. A/C N3588J WAS COMPLETELY DESTROYED. A/C N6521D RECEIVED SUBSTANTIAL DAMAGE TO THE RIGHT WING AND RIGHT MAIL LANDING GEAR. THERE WERE TWO OCCUPANTS ON BOARD A/C N6521D, NO INJURIES WERE REPORTED. THE PILOTS CERTIFICATE AND FLIGHT LOG WERE NEVER LOCATED SO AN ACTUAL NUMBER COULD NOT BE REACHED REGARDING TOTAL TIME, HOURS LAST 90 DAYS AND TOTAL HOURS. (.4) THE CESSNA 172 WAS FLYING LEVEL AT 2,000 FEET, EASTBOUND, WHEN THE PILOT NOTICED THE CESSNA 150 APPROACHING FROM HER LEFT SIDE AT A 90-DEGREE ANGLE (FROM THE NORTH). SHE REPORTED THAT THE CESSNA 150 WAS AT AN ALTITUDE SLIGHTLY BELOW HER AIRPLANE'S ALTITUDE. SHE ENTERED A CLIMBING RIGHT TURN AND, SUBSEQUENTLY, THE AIRPLANES COLLIDED. THE CESSNA 172'S RIGHT MAIN LANDING GEAR SEPARATED AND ITS RIGHT WING AND AILERON WERE STRUCTURALLY DAMAGED. THE CESSNA 172 WAS ABLE TO SUSTAIN FLIGHT AND LANDED AT AN AIRPORT LOCATED APPROXIMATELY 10 MILES FROM THE COLLISION AREA. THE CESSNA 150 ENTERED AN UNCONTROLLED DESCENT AND IMPACTED THE GROUND. TWO WITNESSES REPORTED SUN GLARE FROM THE WEST AT THE TIME OF THE ACCIDENT. ONE PILOT WITNESS, WHO DEPARTED NEAR THE SAME TIME AS THE CESSNA 150, AND FLEW THE SAME ROUTE AS THE CESSNA 150, STATED THAT THE SUN WAS "BLINDING FROM [HIS] 2:00 O'CLOCK TO 4:00 O'CLOCK POSITION." HE ADDED THAT THE VISIBILITY TO THE SOUTH AND EAST WAS 15 MILES OR GREATER AND THE SKY WAS CLEAR OF CLOUDS. ANOTHER PILOT WITNESS, WHO DEPARTED FROM THE AIRPORT THE CESSNA 172 LANDED AT ABOUT 10 MINUTES BEFORE THE ACCIDENT, AND WAS TRAVELING ON A NORTHWESTERLY HEADING, REPORTED THAT HE OBSERVED A "VERY STRONG SUN GLARE" AND IT "SEEMED IMPOSSIBLE TO SEE WITHIN PLUS OR MINUS 15 DEGREES FROM THE SUN'S BEARING." THE WITNESS ADDED THAT A COLD FRONT HAD PASSED THROUGH THE AREA THE DAY BEFORE THE ACCIDENT, AND THE SKY WAS CLEAR OF CLOUDS AND HAZE. 20001126023899A (-23) ON NOVEMBER 26, 2000, AT APPROX. 2322 CST, WHILE ON A VFR FLIGHT FROM OKLAHOMA CITY, OKLAHOMA, TO ADDISON, TEXAS, N9298Y, A PIPER PA-46-310P A/C, EXPERIENCED A ROUGH RUNNING ENGINE AND LOSS OF OIL PRESSURE IN THE VICINITY OF GAINESVILLE, TX. THE A/C DEVERTED TO THE GAINESVILLE, TX. AIRPORT. DURING THE LANDING APPROACH TO THE AIRPORT, THE ENGINE QUIT, FORCING THE A/C TO LAND APPROX. 300 YARDS SHORT OF THE RUNWAY. THE S/C SUSTAINED SUBSTANTIAL DAMAGE AND THERE WAS NO POST CRASH FIRE. THE PILOT, WHO WAS THE SOLE OCCUPANT OF THE A/C, WAS NOT INJURED. 20001126033489A (-23) ON NOVEMBER 26, 2000, AT 1950 HOURS, CST, A CESSNA 150L AIRPLANE, N18609, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED A TREE DURING A FORCED LANDING. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED SERIOUS INJURIES. NIGHT VISUAL METEOROLOGICAL CONDITION PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE TITLE 14 CODE OF FEDERAL REGULATIONS, PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM PAULS VALLEY MUNICIPAL AIRPORT, PAULS VALLEY, OKLAHOMA, AND WAS DESTINED FOR RUSTY ALLEN AIRPORT, LAGO VISTA,TEXAS. THE PILOT STATES THAT HE COULD NOT FIND THE RUSTY ALLEN AIRPORT AND BEGAN CIRCLING THE AREA. THE ENGINE QUIT AND HE COULD NOT GET IT TO RESTART. HE SAW TAIL LIGHTS FROM AN AUTOMOBILE AND HE ATTEMPTED TO FOLLOW THE LIGHTS WITH HOPES THAT HE COULD LAND ON A ROAD. THEN HE SAW A TREE IN FRONT OF HIM AND DECIDED TO AIM THE A/C BETWEEN THE LARGE "V" SHAPED BRACHED. THE AIRPLANE LODGED IN THE TREE. THERE WAS NO FIRE OR OTHER PROPERTY DAMAGE. THIS OFFICE CONSIDERS THIS ACCIDENT CLOSED. (.4)ON NOVEMBER 26, 2000, AT 1950 CENTRAL STANDARD TIME, A CESSNA 150L AIRPLANE, N18609, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED A TREE DURING A FO RCED LANDING NEAR VALLEY SPRING, TEXAS. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY THE PILOT. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED SERIOUS INJURIES. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM PAULS VALLEY, OKLAHOMA, APPROXIMATELY 1545, AND WAS DESTINED FOR THE RUSTY ALLAN AIRPORT IN LAGO VISTA, TEXAS. ACCORDING TO A WRITTEN STATEMENT PROVIDED BY THE PILOT, HE DEPARTED LAGO VISTA AND FLEW TO PAULS VALLEY EARLIER IN THE DAY. PRIOR TO DEPARTING PAULS VALLEY FOR THE RETURN TRIP, THE PILOT HAD THE AIRPLANE REFUELED WITH 22 GALLONS OF FUEL. HE THEN DEPARTED PAULS VALLEY AND WAS NAVIGATING VIA VORS TOWARD LAGO VISTA. THE PILOT STATED THAT AFTER HE PASSED THE LAMPASAS VOR, HE SELECTED A HEADING OF 160 DEGREES TO THE RUSTY ALLAN AIRPORT. HE LATER REALIZED THAT HE HAD MISSED THE AIRPORT AND STARTED MAKING "SEVERAL LARGE LOOPS LOOKING FOR LANDMARKS." THE PILOT THEN REALIZED THAT HE WAS LOST AND ELECTED TO TURN BACK AND FLY TOWARD THE LAMPASAS AIRPORT. DURING THE PILOT'S DIVERSION, THE ENGINE LOST POWER. THE PILOT ATTEMPTED TO RESTART THE ENGINE BY PUMPING THE THROTTLE. THE ENGINE GAINED A FEW RPM, BUT DID NOT RESTART. THE PILOT SAW WHAT APPEARED TO BE A VEHICLE AND ATTEMPTED TO LAND ON A ROAD. DURING THE APPROACH; HOWEVER, THE AIRPLANE STRUCK A TREE AND CAME TO REST IN A TREE APPROXIMATELY 6 FEET ABOVE THE GROUND. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE AIRPLANE'S COCKPIT AREA WAS TORN OPEN AND THE FUSELAGE WAS STRUCTURALLY DAMAGED. ACCORDING TO THE AIRCRAFT SALVAGE PERSONNEL, THEY REMOVED 1 GALLON OF FUEL FROM THE RIGHT FUEL TANK AND APPROXIMATELY 1 CUP OF FUEL FROM THE LEFT FUEL TANK. ON DECEMBER 14, 2000, THE ENGINE WAS TEST RUN UNDER THE SUPERVISION OF AN NTSB INVESTIGATOR. ACCORDING TO THE CESSNA AIRCRAFT COMPANY REPRESENTATIVE, WHO WAS PRESENT FOR THE TEST RUN, THE ENGINE RAN RICH REGARDLESS OF THE POWER SETTING. THE ENGINE WAS TEST RUN FOR 15 MINUTES AT VARIOUS POWER SETTINGS. ACCORDING TO THOSE PRESENT DURING THE TEST RUN AND ENGINE EXAMINATION, THE CARBURETOR INLET FILTER WAS "90% BLOCKED WITH A PIECE OF BLACK TAPE OR A PIECE OF RUBBER FUEL LINE AND PARTICLES." THE BOTTOM OF THE CARBURETOR BOWL ALSO CONTAINED RED/BROWN DEBRIS. 20001126037929I (-23) ON SUNDAY, NOVEMBER 26, 2000, AT 2045 EST, A BOEING 727, N805EA, FLIGHT 500, OPERATED BY DELTA AIRLINES, BLEW A TIRE DURING LANDING ON RUNWAY TEN AT SYRACUSE INTERNATIONAL AIRPORT. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE MAINTENANCE PERSONNEL REMOVED AND REPLACED THE NUMBER FOUR TIRE ASSEMBY. THE NUMBER THREE TIRE ASSEMBLY WAS DEFERRED FOR FIVE MORE LANDING BEFORE REPLACEMENT. THE NUMBER ONE TIRE ASSEMBLY WAS ALSO REPLACED BECAUSE IT HAD BLISTERS AROUND THE CIRCUMFERENCE OF THE TIRE. IT APPEARED THAT THE AIRCRAFT WAS HYDROPLANING DURING THE LANDING PHASE. AN OPERATIONAL CHECK WAS PERFORMED SATISFACTORILY AND THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001126038679A (-23) AIRCRAFT HAD JUST DEPARTED BRADFORD, PA (BFD) DESTINATION CHARLESTON, WV (CRW) WHEN THE PILOT REQUESTED TO RETURN TO BRADFORD BECAUSE OF AN ENGINE PROBLEM. SHORTLY AFTER THE REQUEST, CLEVELAND CENTER LOST CONTACT WITH THE A/C. THE A/C WAS FOUND 8 MILES NORTHEAST OF BFD, TOTALLY DESTROYED BY FIRE. 20001126040259A (-23) ON NOVEMBER 21, 2000, A PIPER PA60-601P AIRCRAFT DURING TAKEOFF FROM FILLMORE COUNTY AIRPORT, PRESTON, MN STRUCK TREES AT THE END OF THE RUNWAY. THE AIRCRAFT CONTINUED FLIGHT TO MOLINE, IL (MLI). THE PRIVATE PILOT AND SINGLE PASSENGER WERE NOT INJURED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE HORIZONTAL STABILIZERS AND BOTH WINGS. THE PILOT STATED THE AIRSPEED INDICATOR GAVE AN ERRONEOUS READING AS TO THE ACTUAL AIRCRAFT SPEED. FOG WAS PRESENT AT THE AIRPORT, WITH REPORTED TEMPERATURE OF 23 F, DEW POINT 21 F, ALTIMETER 29.86"HG, VISIBILITY 0.06 SM, 100 FEET OBSCURED. THE PILOT STATED HE HAD MUD DAUBER NEST CLEANED OUT OF THE PITOT SYSTEM WEEKS EARLIER AND THE AIRCRAFT HAD BEEN FLOWN SEVERAL TIMES SINCE. THERE WAS NO REPORT OF A LACK OF ENGINE POWER OR PERFORMANCE. 20001127022009I (-23) PILOT EXPERIENCED LOSS OF POWER DURING APPROACH WHILE ATTEMPTING TO LAND AT SAN JOSE INTERNATIONAL AIRPORT (KSJC). PILOT INITIATED AN EMERGENCY OFF FIELD LANDING THEREFORE LANDING ON AN HIGHWAY 87 OFF RAMP. THE LANDING WAS SUCCESSFUL WITH MINOR DAMAGE TO THE AIRCRAFT. A/C WAS TOWED TO THE SAN JOSE AIRPORT FOR FURTHER INSPECTION AND EVALUATION. 20001127024819A (-23) ON NOVEMBER 27, 2000, ABOUT 0950 EASTERN STANDARD TIME, A MOONEY N919V, LOST ENGINE POWER AFTER TAKEOFF FROM RUNWAY 5 PAGE FIELD FORT MYERS, FL. THE AIRPLANE WAS OPERATED BY THE OWNER/PILOT UNDER CFR PART 91. VISUAL METEOROLIGICAL CONDITIONS PREVAILED AND A IFR PLAN WAS FILED FOR A FLIGHT TO LAWRENCEVILLE, GEORGIA. THE PILOT WAS NOT INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. ACCORDING TO THE PILOT, HE ATTEMPTED TO RETURN TO THE RUNWAY BUT LANDED IN A FIELD SHORT OF THE AIRPORT. 20001127031519I (-23) ON NOVEMBER 27, 2000, HORIZON AIR FLIGHT 2249, INBOUND TO MEDFORD, OR. FROM SEATTLE, WA. RECEIVED A TERRIAN-TERRIAN WARING FROM THE GPWS ON DESCENT INTO MEDFORD. THE A/C WAS APPROX. 20 NW OF MEDFORD DESCENDING 6200 FEET MSL. THE CREW RESPONDED APPROPRIATELY TO THE WARNING BY STARTING A CLIMB. THIS CAUSED A LOSS OF SEPARATION FROM ANOTHER A/C INBOUND TO MEDFORD. ATC REPORTED CLOSEST PROXIMITY OF 800 FEET AND 2.78 MILES. CASE CLOSED NO FURTHER ACTION NECESSARY. 20001127036469I (-23) THE STUDENT PILOT DEPARTED LEE'S SUMMIT (LXT) ON A SOLO ROUTINE TRAINING FLIGHT. SHORTLY AFTER TAKEOFF, THE ENGINE BEGAN RUNNING ROUGH AND EVENTUALLY QUIT. THE PILOT LANDED THE AIRCRAFT IN A FIELD 1/2 MILE SOUTH OF HIGHWAY 50, ALONG HIGHWAY 7. THERE IS NO DAMAGE TO THE AIRCRAFT. POST INCIDENT INVESTIGATION BY THE OWNER/MECHANIC FOUND A CYLINDER HAD A BROKEN ON THE ENGINE. THIS INCIDENT IS CLOSED WITH THIS REPORT. INCIDENT #CE2001IGA0012 20001127041639A (-23) THE UPPER ENGINE COWLING DEPARTED THE AIRPLANE JUST AFTER TAKEOFF FROM RUNWAY 29. THE COWLING SUBSEQUENTLY STRUCK THE RIGHT WINDSHIELD, RIGHT BAGGAGE DOOR, AND RIGHT SIDE OF THE HORIZONTAL STABILATOR. THE PILOT-IN-COMMAND (PIC) SUBSEQUENTLY EXECUTED A LEFT TURN ONTO A LEFT DOWNWIND LEG, AND RETURNED TO LAND ON RUNWAY 29 WITHOUT FURTHER INCIDENT. POST-ACCIDENT INSPECTION OF THE AIRPLANE REVEALED THAT AFT-DISPLACEMENT OF THE RIGHT SIDE OF THE HORIZONTAL STABILATOR DURING COWLING IMPACT HAD RESULTED IN CRUSH DAMAGE TO THE LEFT SIDE OF THE TAIL CONE STRUCTURE. THE DAMAGE WAS LOCATED JUST FORWARD OF THE STABILATOR ATTACHMENT FITTING ASSEMBLY, BETWEEN THE BULKHEAD ASSEMBLIES AT STATIONS 156.00 & 191.00. OTHER DAMAGE INCLUDED THE RIGHT STABILATOR TIP AND LEADING EDGE, AND THE RIGHT WINDSHIELD. DURING A POST-ACCIDENT INTERVIEW, THE PIC REPORTED THAT HE HAD PERFORMED A PRE-FLIGHT INSPECTION OF THE AIRCRAFT JUST BEFORE THE FLIGHT AND THAT THE COWLING APPEARED TO BE SECURED AT THAT TIME. JUST AFTER TAKEOFF, HE OBSERVED THE COWL "SHUDDER" BRIEFLY, THEN SUDDENLY DEPART THE AIRPLANE. WHEN ASKED IF HE OR ANYONE ELSE HAD RECENTLY REMOVED THE COWLING FOR ANY REASON, THE PIC STATED THAT HE HASNEVER REMOVED THE COWLING FOR ANY REASON, AND THAT NO ONE ELSE HAD RECENTLY REMOVED THE COWLING TO HIS KNOWLEDGE. THE PIC ALSO NOTED THAT HE HAD FLOWN THE AIRPLANE FOR ABOUT 1.5 HOURS EARLIER IN THE DAY, AND THAT HE DID NOT EXPERIENCE ANY PROBLEMS DURING THAT FLIGHT. DURING A SEPARATE INTERVIEW, THE OWNER/OPERATOR OF THE FBO WHERE THE AIRCRAFT WAS BASED REPORTED THAT THE PILOT HAD WASHED THE AIRPLANE AT THE AIRPORT 5-HANGAR WASH RACK JUST BEFORE THE FLIGHT. EXAMINATION OF THE FOUR UPPER COWLING FASTENER ASSEMBLIES (PIPER P/N 65202-05) REVEALED THAT THREE OF THE FOUR FASTENER ASSEMBLY STUDS (PIPER P/N 487719) WERE MISSING. THE REMAINING STUD WAS LOCATED ON THE LEFT, REAR FASTENER ASSEMBLY, AND WAS HELD IN PLACE BY A RETAINER RING. (ACCORDING THE FBO OWNER/OPERATOR, THE WASH RACK WAS SEARCHED FOR THE MISSING STUDS AFTER THE MISHAP, AND NONE WERE FOUND THERE). THE UPPER COWLING WAS DAMAGED PRIMARILY AROUND THE NOSE/INTAKE AREA. THE FORWARD REINFORCING COMPOSITE STRUCTURE (NORMALLY BONDED TO THE INTERIOR OF THE CURVED LEADING EDGE AROUND THE COWL AIR INTAKE) HAD SEPARATED FROM THE COWLING AND WAS BROKEN INTO FOUR PIECES. THIS STRUCTURE CONTAINS THE COWL ALIGNMENT PINS, AND THERE WAS NOEVIDENCE OF ABNORMAL WERE BETWEEN THE COWL PINS, OR THE PIN RECEPTACLES LOCATED ON THE LOWER COWLING. CLOSER EXAMINATION OF THE REMAINING COWL LATCH FASTENER STUD AND ASSOCIATED RECEPTACLE REVEALED SOME EVIDENCE OF WEAR: AN OPERATIONAL TEST OF THE FASTENER REVEALED THAT WHILE THE STUD POSITIVELY ENGAGED THE RECEPTACLE WHEN TURNED 1/4 TURN CLOCKWISE, SOME LOOSENESS ("PLAY") REMAINED BETWEEN THE FASTENER AND THE ASSOCIATED RECEPTACLE. THE TIP OF THE STUD WAS POLISHED, BUT DID NOT APPEAR TO BE EXCESSIVELY WORN AS COMPARED TO A NEW STUD, THOUGH. ALSO, TACTILE INSPECTION OF ALL FOUR OF THE RECEPTACLES IN THE LOWER COWLING INTERIOR DID NOT REVEAL ANY OBVIOUS EVIDENCE OF DAMAGE OR ABNORMAL WEAR. BASED ON THE AIRCRAFT MAINTENANCE LOGS, THE LAST MAINTENANCE REQUIRING COWLING REMOVAL OCCURRED TEN DAYS BEFORE THE MISHAP. ELAPSED OPERATING TIME SINCE THEN WAS ABOUT 7 HOURS. 20001127043099A (-23) N4541J, A PA-28 WAS BEING VECTORED BY CHAMPAIGN ATC, FOR AN ILS APPROACH TO RUNWAY 21 AT THE DANVILLE, ILLINOIS AIRPORT. THE AIRCRAFT INTERCEPTED THE LOCALIZER APPROXIMATELY 4 MILES FROM THE OUTER MARKER AND WAS DIRECTED TO CONTACT THE LOCAL ADVISORY FREQUENCY. THE AIRCRAFT IMPACTED THE GROUND APPROXIMATELY .9 MILES EAST SOUTHEAST OF THE DANVILLE VOR DURING THE APPROACH. THE PILOT HAD MET REGULATORY CURRENCY REQUIREMENTS AT THE TIME OF THE ACCIDENT WHICH IS STILL UNDER INVESTIGATION BY THE NTSB. 20001128022659I (-23) A/C WAS DEPARTING WICHITA MID-CONTINENT AIRPORT FOR THE WEST PRACTICE AREA. AT ABOUT 6 MILES WEST OF THE AIRPORT, THE PILOT NOTICED THAT THE OIL PRESSURE DROPPED TO ZERO AND SOON AFTER THAT DISCOVERY, THE ENGINE QUIT. THE A/C WAS LANDED IN A MILO STUBBLE FIELD WITH NO FURTHER DAMAGE AND NO INJURIES TO THE PILOT (THE ONLY OCCUPANT). ON SCENE INVESTIGATION REVEALED AN OIL LINE FITTING ON THE OIL COOLER WAS LOOSE ALLOWING THE LOSS OF ENGINE OIL. IT APPEARS THAT OIL PRESSURE WAS LOST CAUSING ENGINE FAILURE AND SUBSEQUENT FORCE LANDING. NOTE: MAINTENANCE HAD PERFORMED A 50 HOUR INSPECTION ON 11/27/00. A GROUND RUN LEAK CHECK WAS PERFORMED AND NO LEAKS WERE NOTED. ALL WORK WAS DONE IAW THE CESSNA MAINTENANCE MANUAL. CESSNA FLYING CLUB WILL CHECK ALL OF THE ENGINE OIL COOLER LINES IN THEIR FLEET FOR ANY ABNORMALITIES. NO FURTHER ACTION REQUIRED. 20001128026619I (-23) THE INCIDENT OCCURRED DURING LANDING ON RUNWAY 5 AT GOODLAND MUNICIPAL AIRPORT. THE PILOT ALLOWED THE PROPELLER TO STRIKE THE RUNWAY. 20001128026949I (-23) DURING THE APPROACH THE LANDING GEAR SELECTOR WAS PLACED IN THE DOWN POSITION. THE PILOT HEARD THE GEAR EXTENDING AND SAW, WHAT HE THOUGHT, WERE THREE GREEN GEAR LIGHTS ILLUMINATED. UPON TOUCH-DOWN ON RWY. 34, THE PILOT REALIZED TOO LATE, THAT ONLY THE NOSE GEAR HAD FULLY EXTENDED AND LOCKED DOWN. THE GEAR AND LIGHTS OPERATED NORMALLY WHEN THE SYSTEM WAS INSPECTED WITH THE A/C ON JACKS. DAMAGE TO THE A/C AS A DIRECT RESULT OF THE INCIDENT,WAS MINOR. HOWEVER, THE COST OF REPAIRS EXCEEDED THE VALUE OF THE A/C, THEREFORE THE A/C WAS CLASSIFIED AS "TOTALED". THE CAUSE CAN ONLY BE EXPRESSED AS AN INTERMITTENT RESTRICTION SOMEWHERE IN THE MAIN GEAR HYDRAULIC RETURN LINES. FURTHER INVESTIGATION WAS DETERMINED IMPRACTICAL AND THIS INCIDENT WAS CLOSED. 20001128028879I (-23) PILOT, ^PRIVACY DATA OMI^ HAD JUST LANDED AT GILLESPIE FIELD, ON RUNWAY 27R. AS HE WAS DECELERATING DURING LANDING ROLLOUT, A COYOTE UNEXPECTEDLY RAN ACROSS RUNWAY IN FRONT OF^PRIVACY D^A/C.^PRIVACY^REACTED INSTINCTIVELY, BRAKING HARD. A/C NOSED OVER AS IT CAME TO A STOP, CAUSING DAMAGE TO PROPELLER, PROP SPINNER AND WHEEL PANTS. WHEN LAST SEEN, COYOTE WAS OBSERVED GLANCING BACKWARD, WITH QUIZICAL LOOK ON HIS FACE. 20001128036459I (-23) AIR MIDWEST FLIGHT 669 WAS 30 SOUTH OF OMAHA, NE. WHEN THE RIGHT ENGINE LOST OIL PRESSURE AND THE CREW SHUT THE ENGINE DOWN. COMPANY MECHANICS CHANGED THE ENGINE. THE ENGINE WAS SENT FOR TEARDOWN. 20001128037839I (-23) ON TUESDAY, NOVEMBER 28, 2000, A DHL AIRWAYS, INC B727, N703DH, LANDED ON RUNWAY 22 AT ROCHESTER INTERNATIONAL AIRPORT (ROC) AND BLEW #1 TIRE. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. THE TIRE SHOWED NON-ROTATIONAL DAMAGE WITH THE TREAD WORN THROUGH IN ONE SPOT. THE LOGBOOK REPORT #184621, STATES: "LH OUTBOARD BLOWN. RUNWAY CONDITIONS WERE 'WET', TOUCHDOWN 'SMOOTH'. COMPANY MAINTENANCE WORKING WITH LOCAL FBO MAINTENANCE CHANGED NUMBERS 1 AND 2 MAIN LANDING GEAR TIRES." THIS INCIDENT IS CONSIDERED CLOSED. 20001128038609A (.19) ON NOVEMBER 28,2000 ABOUT 1200 EST, A PIPER PA-28, N5035W, WAS SUBSTANTIALLY DAMAGED AFTER A TOTAL LOSS OF ENGINE POWER DURING TAKEOFF FROM LEBANON-WARREN COUNTY AIRPORT (I68) LEBANON, OHIO. THE CERTIFICATED COMMERCIAL PILOT AND PASSENGER RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL LOCAL FLIGHT THAT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, THIS WAS THE FIRST FLIGHT SINCE THE AIRPLANE HAD UNDERGONE MAINTENANCE FOR ENGINE MOUNT AND PROPELLER REPAIRS. THE AIRPLANE WAS REMOVED FROM THE HANGAR AND THE PILOT CONDUCTED A PREFLIGHT, TO INCLUDE DRAINING THE SUMPS AND CARBURETOR. THE PILOT ADDED THAT SINCE THE AIRPLANE HAD JUST COME OUT OF MAINTENANCE, HE LOOKED MORE CLOSELY AT THE AIRPLANE THAN NORMAL, ESPECIALLY THE ENGINE COMPARTMENT. ONCE SATISFIED WITH THE AIRWORTHINESS OF THE AIRPLANE, THE PILOT BOARDED AND TAXIED TO PICKUP A PASSENGER THAT JUST WANTED TO GO FOR A RIDE. WITH THE PASSENGER ONBOARD, THE PILOT TAXIED THE AIRPLANE SHORT OF RUNWAY 18, A 4,502 FOOT LONG RUNWAY, AND PERFORMED THE ENGINE RUN-UP CHECKS. HE CHECKED THE MAGNETOS, AND CARBURETOR HEAT IN BOTH CASES IDENTIFYING NO ANOMALITIES. WITH THE RUN-UP CHECKS COMPLETE AND 10 DEGREES OF FLAPS, THE PILOT TAXIED ONTO THE RUNWAY, ADVANCED THE THROTTLE, AND DEPARTED. ONCE AIRBORNE, THE PILOT CLIMBED THE AIRPLANE TO 4,000 FEET MSL, AND CONDUCTED SOME UPPER AIR-WORK. SATISFIED WITH THE AIRPLANE'S PERFORMANCE, THE PILOT DESCENDED AND MANUEVERED THE AIRPLANE ONTO A LEFT DOWNWIND LEG FOR A TOUCH-AND-GO ON RUNWAY 18. THE PILOT COMPLETED THE BASE LEG PORTION OF THE TRAFFIC PATTERN AND THEN TURNED FINAL. ONCE ON FINAL, THE PILOT SELECTED 10 DEGREES OF FLAPS, AND THE AIRPLANE TOUCHED DOWN IN THE FIRST 1/4 OF THE RUNWAY. THE PILOT ADVANCED THE THROTTLE FOR TAKEOFF, AND THE AIRPLANE ACCELERATED. THE TAKEOFF SEQUENCE WAS NORMAL UNTIL THE AIRPLANE REACHED APPROX. 50 FEET AGL, AND THE ENGINE LOST POWER. THE PILOT SET THE AIRPLANE BACK DOWN ON THE RUNWAY. WITH THE PASSENGER AND PILOT ON THE RUDDERS, AND THE PILOT APPLYING THE HAND BRAKE, THE AIRPLANE DEPARTED THE RIGHT SIDE OF THE RUNWAY, HIT A BANK, AND CAME TO A STOP. ACCORDING TO THE PASSENGER, AFTER RETURNING TO THE AIRPORT, THE PILOT DECIDED TO EXCUTE A TOUCH-AND-GO TO RUNWAY 18. WITH ONE NOTCH OF FLAPS, THE AIRPLANE TOUCHED DOWN ABOUT 1/4 OF THE WAY DOWN THE RUNWAY. THE PILOT ADDED POWER TO EXECUTE THE TAKEOFF PORTION OF THE TOUCH-AND-GO. THE ENGINE RESPONDED BUT WHEN THE AIRPLANE WAS APPORX. 150 FT AGL, THE ENGIEN STARTED TO RUN ROUGH. THE PILOT SELECTED THE ELECTRIC FUEL BOOST PUMP SWITCH TO "ON", BUT THE ENGINE CONTINUED TO RUN ROUGH. THE APSSENGER COULD NOT RECALL IF THE PROPELLER CONTINUED TO ROTATE UNTIL IMPACT. THE AIRPLANE CAME TO REST ABOUT 50 FEET TO THE RIGHT OF RUNWAY, AND APPROX. 1,000 FEET SHORT OF THE DEPARTURE END. ACCORDING TO A FAA INSPECTOR, ON DECEMBER 18, 2000, AN ENGINE RUN WAS CONDUCTED. BEFORE THE ENGINE RUN, THE FUEL SUMPS WERE DRAINED AND FOUND ABSENT OF DEBRIS. SOME MUD WAS REMOVED FROM THE AIR INTAKE AND THE ENGINE WAS PREHEATED. WHEN THE STARTER SWITCH WAS ENGAGED, THE PROPELLER ROTATED THREE TIMES AND THEN THE ENGINE STARTED. THE ENGINE RAN ROUGH FOR APPROX. 3 SECONDS THEN SMOOTHED OUT. THE ENGINE RUN LASTED APPROX. 2 MINUTES, AND BECAUSE OF PROPELLER DAMAGE, WAS LIMITED TO 600 RPM. 20001128041079A (-23)ON NOVEMBER 27,2000 AT APPROXIMATELY 2200Z A CHRISTEN EAGLE II WITH TWO OCCUPANTS IMPACTED THE GROUND WHILE FLYING AERO BATIES. THE AIRCRAFT WAS DESTROYED AND RESUTLED IN TWO (2) FATALITIES CONCERNING THE OCCUPANTS. CRASH SITE WAS AN OPEN FIELD APPROXIMATELY 300 YDS FROM HIGHWAY 69 SOUTH (EAST), 3.7 MILES SOUTH OF LOOP 323/HW 69 INTERSECTION. WEATHER WAS REPORTED VMC WITH NO FLIGHT PLAN FILED. A/C HAD DEPARTED TYLER (TYR) A/P. 20001128041959A (-23) ON NOVEMBER 28, 2000, AT 1500 AK STANDARD TIME, CESSNA 180H, N8206V, SUSTAINED SUBSTANTIAL DAMAGE WHILE TAXIING AFTER LANDING ON WALLACE LAKE, 1 MILE EAST OF WASILLA, AK. THE PILOT REPORTED THAT AFTER LANDING ON THE FROZEN LAKE AND TAXIING TOWARDS THE SHORE LINE, THE LEFT TIRE ROLLED OVER AN AREA OF GRASS PROTRUDING THROUGH THE ICE. AS THE TIRE PASSED OVER THE GRASS, IT BROKE THROUGH AND THE LEFT WING AND PROPELLER HIT THE ICE RESULTING IN SUBSTANTIAL DAMAGE. THE PILOT REPORTED THAT HE DRILLED HOLES IN THE ICE PRIOR TO LANDING AND FOUND 8 TO 10 INCHES. 20001128043159A (-23) THE PILOT RELATED HE WAS ENROUTE TO ZZV FOR A PLANNED FUEL STOP ON A IFR FLIGHT PLAN. HE DESCENDED THROUGH THE CLOUDS, CANCELLED HIS IFR FLIGHT PLAN THROUGH AIR TRAFFIC CONTROL AND CONTINUED TO PLAN A LANDING AT ZZV. DURING THE DESCENT THE ENGINE SUDDENLY QUIT. HE TRIED SWITCHING FUEL TANKS FROM THE RIGHT AUXILIARY TO THE RIGHT MAIN WITH NO CHANGE. A LANDING WAS MADE IN A FIELD. 20001129024579I (-23) INFORMATION FROM PRELIMINARY REPORT BY MINOT, ND TOWER-PILOT WAS TAXING DOWN RUNWAY 31 AND TOLD TO TURN RIGHT ON TAXIWAY DELTA. HE TURNED A LITTLE EARLY AND HIS NOSE GEAR WENT INTO THE MUD. PER INTERVIEW OF PILOT BY IIC, HE SHUT DOWN A/C AND HAD THE A/C TOWED BACK TO THE RAMP WHERE IT WAS INSPECTED AND NO DAMAGE WAS FOUND. PILOT CONTINUED FLIGHT. 20001129024739A (-23) ON NOVEMBER 29, 2000, AT 0911 EST, A PIPER CHEROKEE SIX (PA-320-260), N6YB, REGISTERED TO CORPORATE AIR FLEET, CRASHED AT THE FLORENCE REGIONAL AIRPORT, FLORENCE, SC. THE A/C IMPACTED THE EARTH IN A NEARLY LEVEL ATTITUDE. DURING THE IMPACT SEQUENCE, THE LANDING GEAR WAS SEPARATED, AND THE PROPELLER WAS BENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE BUSINESS FLIGHT CONDUCTED UNDER TITLE 14 CODE OF FEDERAL REGULATIONS PART 135. THE A/C WAS SUBSTANTIALLY DAMAGED. THE PILOT WAS THE SOLE OCCUPANT ABOARD AND WAS NOT INJURED. (.4) ON NOVEMBER 29, 2000, AT 0907 EASTERN STANDARD TIME, A PIPER PA-32-260, N6YB, REGISTERED TO AND OPERATED BY CORPORATE AIR FLEET INC., WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED THE GROUND FOLLOWING A LOSS OF ENGINE POWER DURING INITIAL CLIMB FOLLOWING TAKEOFF FROM FLORENCE REGIONAL AIRPORT IN FLORENCE, SOUTH CAROLINA. THE COMMERCIAL PILOT, THE SOLE OCCUPANT ABOARD, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE BUSINESS FLIGHT BEING CONDUCTED UNDER TITLE 14 CODE OF FEDERAL REGULATIONS PART 135. THE INTENDED DES TINATION WAS FAYETTEVILLE REGIONAL/GRANNIS AIRPORT IN FAYETTEVILLE, NORTH CAROLINA. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT, SHORTLY AFTER DEPARTURE FROM RUNWAY 19, WITH A LOAD OF CARGO ON BOARD, THE ENGINE LOST POWER. THE PILOT EXECUTED A FORCED LANDING, IMPACTING HARD INTO A GRASSY AREA ADJACENT TO THE DEPARTURE END OF RUNWAY 19. DURING THE IMPACT SEQUENCE, THE LANDING GEAR WAS SEPARATED AND THE PROPELLER WAS BENT. EXAMINATION OF THE ENGINE SHOWED NO DEFECTS THAT WOULD HAVE PREVENTED IT FROM PRODUCING POWER. CONDITIONS CONDUCTIVE TO CARBURETOR ICING EXISTED AT THE TIME OF THE ACCIDENT. TEMP WAS 48 DEGREES AND THE DEWPOINT WAS 39 DEGREES. 20001129026879A (-23) THE PILOT STATED THAT WHILE ON A SOLO PLEASURE FLIGHT, AND WAS APPROX. 8 MILES SOUTHEAST OF THE MOLOKAI AIRPORT, HE DECIDED TO FLY UP A CANYON THAT'S JUST ABOVE THE KAWELA AREA ON THE ISLAND OF MOLOKAI, HI. WHILE APPROACHING THE RIDGE HE STATED THAT THE A/C JUST STARTED TO SINK. HE ADDED POWER, BUT HE FELT THAT HE COULD NOT MAKE IT. HE IMPACTED NEAR AN AREA OF KAPULEI. HE STATED THAT HE HAD ENCOUNTERED STRONG DOWN DRAFTS. (-19) ON NOVEMBER 29, 2000, AT 1650 HOURS HAWAIIAN STANDARD TIME, A WSK-PZL WARZAWA-OKECIE PZL-104 WILGA 80, N112B, IMPACTED TERRAIN IN A REMOTE AREA UNDER UNKNOWN CIRCUMSTANCES 8 MILES SOUTHEAST OF MOLOKAI AIRPORT, KAUNAKAKAI, HAWAII. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91 AND SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA PERSONAL FLIGHT THAT DEPARTED THE HONOLULU INTERNATIONAL AIRPORT, HONOLULU, HAWAII, AT 1535. A FLIGHT PLAN WAS NOT FILED. THE PILOT NOTIFIED A FAMILY MEMBER VIA CELL PHONE THAT HE HAD BEEN INVOLVED IN AN AIRPLANE ACCIDENT. THE FAMILY MEMBER THEN CALLED THE LOCAL FIRE DEPT. THAT LOC ATED THE PILOT AND SUBSEQUENTLY TRANSPORTED HIM TO THE HOSPITAL. (.4) THE AIRPLANE LOST AIRSPEED AND ALTITUDE WHILE SIGHTSEEING IN A VALLEY AND MADE AN EMERGENCY LANDING ON A HILLSIDE IN MOUNTAINOUS TERRAIN. WHILE LOOKING AT THE VALLEY BELOW THE AIRPLANE WAS CAUGHT IN A SEVERE DOWNDRAFT FROM WHICH THE PILOT WAS UNABLE TO RECOVER. THERE WERE NO DISCREPANCIES NOTED WITH THE AIRFRAME OR POWER PLANT BY THE PILOT. HE DID NOTE THAT WHEN HE ADDED POWER THERE WAS NOT ENOUGH POWER AVAILABLE TO COMPENSATE FOR THE DOWNDRAFT. THE PILOT STATED THAT HIS PREFLIGHT WEATHER BRIEFING INDICATED CLEAR SKIES WITH VISUAL FLIGHT RULES RECOMMENDED. HE ALSO STATED THAT THE AIRPLANE WAS CAUGHT IN A DOWNDRAFT ON THE LEE SIDE OF MOUNTAINOUS TERRAIN. 20001129036519I (-23) ON WEDNESDAY, NOVEMBER 29, 2000, AT 6:34 PM, NORTHWEST AIRLINK-MESABA AIRLINES AVRO REGIONAL JET, N505XJ, FLIGHT 3548 STL-MEM, WAS PUSHED BACK FROM GATE A-5. THE PUSH BACK TRACTOR WAS DISCONNECTED FROM THE AIRCRAFT AND WAS RETURNING TO THE TERMINAL. THE ALL CLEAR SIGNAL TO PROCEED WAS GIVEN BY THE WING WALKER TO THE CAPTAIN. THE CAPTAIN INITIATED NORMAL LEFT TURN AS HE BEGAN TO TAXI AT WHICH POINT THE RIGHT ELEVATOR ON N505XJ STRUCK THE LEFT ELEVATOR OF A NORTHWEST AIRLINES DC-9, N785NC, PARKED AT GATE A-3. NOTE: GROUND HANDLING OF MESABA FLIGHTS AT STL IS CONTRACTRED TO NORTHWEST AIRLINES. 20001129038279I (-23) NORMAL TAKEOFF ON RUNWAY 19 AT DCA. LIGHT RAIN WITH WINDS 210/08. CLIMBING THROUGH 9000' RADAR DISPLAYED LIGHT RAIN WITH SCATTERED AREAS OF MODERATE RAIN. AS CLIMB WAS CONTINUED THERE WAS A BRIGHT FLASH/STATIC DISCHARGE ON THE LEFT SIDE OF THE AIRCRAFT. NO INDICATIONS OF ANY MALFUNCTIONS IN THE COCKPIT. CREW BEGAN TO NOTICE A SMELL THAT SEEMED TO BE AN ELECTRICAL IN NATURE. #1 FLIGHT ATTENDANT NOTIFIED THE CAPTAIN THAT SMOKE WAS COMING OUT OF AN OVERHEAD LIGHT FIXTURE IN THE AREA OF ROWS 7 AND 8. FLIGHT ATTENDANT WAS INSTRUCTED TO TURN OFF ALL OVERHEAD LIGHTING. SMOKE SEEMED TO GET BETTER FOR A BIT BUT STARTED UP AGAIN A SHORT TIME LATER. CAPTAIN WAS NOTIFIED. AN EMEERGENCY WAS DECLARED WITH A REQUEST OF VECTORS TO IAD WITH THE ARFF STANDING BY. ON APPROX. A 20 MILE FINAL TO IAD THE FLIGHT ATTENDANT NOTIFIED THE CAPTAIN THAT A FIRE EXTINQUISHER WAS BEING UTILIZED ON THE FIRE. (A PASSENGER WAS ABLE TO USE A POCKET KNIFE AND MAKE A ENTRANCE POINT THROUGH A CEILING PANEL SO THAT THE FIRE EXTINQUISHER COULD BE APPLIED TO THE FIRE). THIS ACTION APPARENTLY PUT THE FIRE OUT. 20001129039719A (-23)AIRCRAFT LANDED DILLINGHAM AIRFIELD, RUNWAY 08, SWERVED AND LEFT MAIN LANDING GEAR STRUT BROKE, LEFT WIG BROKEN AT SPAR APPROXIMATELY 3 FEET IN FROM TIP AND PROPELLER DAMAGED. AIRCRAFT GROUND LOOP. PILOT HAS BEEN COUNSELED , BY INSPECTOR D. RYON, ON THE PROCEDURES FOR LANDING THE AIRCRAFT IN A CROSSWIND SITUATION. 20001129039939I (-23)PILOT STATED THAT AFTER COMPLETING A NORMAL LANDING HE ATTEMPTED TO TURN ONTO A TAXIWAY AND MOMENTARILY LOST TRACTION. THE AIRCRAFT SLID OFF THE TAXIWAY AND STRUCK A TAXIWAY LIGHT. THERE WAS MINIMAL DAMAGE TO THE LIGHT AND NO DAMAGE TO THE AIRCRAFT. 20001129041599A (-23) INFLIGHT FIRE UNDER CABIN FLOOR CAUSED BY SHORTED/ARCED WIRING. 20001130021209I (-23) ON NOVEMBER 30, 2000, AT 1800 EST, A BOEING B-757-223, N638AA, OPERATED BY AMERICAN AIRLINES, FLIGHT 1818, FROM MIAMI INTERNATIONAL AIRPORT TO LAS VEGAS, NV., REPORTED SEVERE LEFT ENGINE VIBRATION. THE ENGINE WAS SHUTDOWN AND THE FLIGHT WAS DIVERTED TO TAMPA INTERNATIONAL AIRPORT AND LANDED WITHOUT INCIDENT. AFTER BEING AT LG350 FOR APPROX. 15 MINUTES AT MACH 815, THE LEFT ENGINE VIBRATION SCALE WENT YELLOW BAND, OVER 4.5. THE ENGINE WAS SHUT DOWN PER CHECKLIST. 20001130021999I (-23) DURING A PLANNED FLIGHT FROM STOCKTON, CA. TO HAWTHORNE, CA. AT 11,500', AT NIGHT, THE PILOT EXPERIENCED WAVES OF NAUSEA AND SWEATING. HIS TWO PAX WERE NOT AFFECTED. THE CARBON MONOXIDE DETECTOR WAS NEGATIVE, BUT THE PILOT TURNED OFF THE HEATER AS A PRECAUTION, AND BEGAN A DESCENT. HE ASKED FRESNO APPROACH FOR VECTORS TO THE NEAREST AIRPORT. THE PILOT DID START TO FEEL BETTER PRIOR TO LANDING. AFTER LANDING AT MADERA, CA., HE WAS MET BY AN AMBULANCE. NO ABNORMALITIES WERE NOTED. AFTER EATING DURING A TWO HOUR LAYOVER, THE FLIGHT WAS CONTINUED TO THE DESTINATION. NO ILL EFFECTS WERE EXPERIENCED BY THE PILOT OR PAX ON THE LAST LEG, WHICH INCLUDED A CLIMB ABOVE THE MOUNTAINOUS TERRAIN. 20001130022099I (-23) ON NOVEMBER 30, 2000, APPROX. 1630 UTC, A MOONEY M-20C, N942TB, MADE AN EMERGENCY LANDING AT THE BIG SANDY AIRPORT, PRESTONBURG, KY. THE A/C WAS OPERATED BY A PRIVATE RATED PILOT UNDER IFR OF 14 CFR 91. ADDITIONALLY, THERE WERE THREE PASSENGERS ON BOARD. THE FLIGHT ORIGINATED FROM THE LYNCHBURG, VA AIRPORT AT 1332 UTC WITH A PLANNED DESTINATION OF MURRY, KY. STATEMENTS MADE BY THE PILOT INDICATED THAT THEY (ALL THE OCCUPANTS) BEGAN FEELING SYMPTOMS OF CARBON MONOXIDE POISIONING.THE WIFE OF THE PILOT STATED THAT HER HUSBAND SUBSEQUENTLY LOST CONSCIOUSNESS. THE WIFE TOOK CONTROL OF THE A/C AND MADE AN EMERGENCY RADIO CALL TO INDIANAPOLIS AIR ROUTE TRAFFIC CONTROL CENTER FOR ASSISTANCE. THE WIFE OF THE PILOT STATED THAT SHE WAS ABLE TO REVIVE HER HUSBAND WHERE THEY WERE THEN ABLE TO SUCCESSFULLY LAND THE A/C. THERE WAS NO DAMAGE TO A/C. INSPECTION OF THE HEATER SYSTEM INDICATED A DEFECTIVE SEAT HOSE AND HEAT SHROUD. LAST ANNUAL INSPECTION WAS CONDUCTED OCTOBER,2000. 20001130026429A (-23) THE STUDENT PILOT WAS ON AN EARLY MORNING SOLO FLIGHT IN THE PATTERN. WHILE ATTEMPTING TO LAND THE AIRPLANE THE STUDENT EXPERIENCED MOMENTARY SUN GLARE, FLARED TOO HIGH AND RESULTED IN A HARD LANDING, BOUNCED AND RECONTACTED THE RUNWAY ON THE NOSE GEAR DAMAGING THE PROP, FIRE WALL AND NOSE GEAR. (.4) ON NOVEMBER 30, 2000, AT 0930 HOURS MOUNTAIN STANDARD TIME, A CESSNA 172N, N8173E, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT THE MARANA AIRPORT, MARANA, ARIZONA. THE AIRPLANE WAS OPERATED BY TUCSON AEROSERVICE CENTER, INC., AND RENTED BY A STUDENT PILOT UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AREA INSTRUCTIONAL FLIGHT, WHICH DEPARTED FROM THE MARANA AIRPORT AT 0915. THE STUDENT PILOT STATED THE FINAL APPROACH WAS NORMAL UNTIL HE BEGAN THE FLARE, WHEN THE MORNING SUN MOMENTARILY RESTRICTED HIS VISION. HIS VISION CLEARED BUT HE WAS SURPRISED BY EARLY CONTACT WITH THE RUNWAY. THE AIRPLANE BOUNCED AND THE PILOT ATTEMPTED TO CONTROL THE AIRCRAFT WITHOUT ADDING POWER. THE PILOT REGAINED CONTR OL OF THE AIRCRAFT AFTER THE SUBSEQUENT BOUNCE AND TAXIED OFF THE RUNWAY. AFTER CLEARING THE RUNWAY THE PILOT SHUTDOWN THE ENGINE AND NOTICED THE DAMAGE TO THE PROPELLER. SUBSEQUENT INSPECTION DISCLOSED THAT THE FIREWALL WAS DAMAGED. THE DIRECTOR OF OPERATIONS FOR THE FIXED-BASE OPERATOR (FBO) STATED THE WINDS WERE LIGHT, NO MORE THAN 3-4 KNOTS. 20001130029329I (-23)PILOT REPORTED AN UNSAFE GEAR CONDITION. NOSE GEAR APPEARED NOT TO BE FULLY EXTENDED AND LOCKED. NUMEROUS ATTEMPTS WERE MADE TO JAR THE GEAR DOWN. PILOT LANDED AND NOSE GEAR COLLAPSED. 20001130030369A (-23) SEVERE TAILWHEEL SHIMMY BEGAN IMMEDIATELY AFTER TOUCHDOWN ON THE RUNWAY. THE AIRPLANE THEN VEERED TO THE RIGHT; THE PILOT APPLIED LEFT RUDDER AND LOCKED UP THE LEFT BRAKE BUT COULD NOT STRAIGHTEN THE PLANE. AS THE PLANE VEERED OFF THE RUNWAY, IT STRUCK A RUNWAY LIGHT SUBSEQUENTLY COLLAPSING THE RIGHT MAIN GEAR, DAMAGING THE LOWER RIGHT WING, AND BENDING THE FUSELAGE. 20001130031439A (-23) THE PILOT ^PRIVACY DATA OMITT^ STATED SHE WAS LANDING AT SKYWEST AIR PARK S26 MOBILE, AL. PRIOR TO TOUCH DOWN, SHE REDUCED ALL POWER. THE A/C BOUNCED ON TOUCH DOWN AND SHE ADDED POWER. ON ROLLOUT THE NOSE WHEEL COLLAPSED CAUSING SUBSTANTIAL DAMAGE TO THE FIREWALL. THE NOSE WHEEL UPPER FITTING IS BEING INSPECTED FOR POSSIBLE FAILURE. A M&D WILL BE SUBMITTED. (.4) ON NOVEMBER 30, 2000, AT 1430 CENTRAL STANDARD TIME, A CESSNA 172, N8507B, REGISTERED TO PRUITT HOMES OF MISSOURI, INC., WAS SUBSTANTIALLY DAMAGED WHEN THE LANDING GEAR COLLAPSED DURING LANDING ROLL AT SKYWEST AIRPARK AIRPORT IN MOBILE, ALABAMA. THE PRIVATE PILOT, THE SOLE OCCUPANT ABOARD, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CODE OF FEDERAL REGULATIONS PART 91. THE FLIGHT ORIGINATED FROM FAIRHOPE MUNICIPAL AIRPORT IN FAIRHOPE, ALABAMA, AT 1400. ACCORDING TO THE PILOT, DURING LANDING ON THE GRASS STRIP SHE CAME IN WITH 40 DEGREES OF FLAPS AND A AIRSPEED OF 65 TO 75 KNOTS. SHE MADE A HARDER THAN USUAL LANDING ON THE MAIN WHEELS AND BOUNCED AROUND 5 TO 6 FEET. SHE LANDED THE AIRCRAFT AND UPON ROLLOUT T HE NOSE LANDING GEAR COLLAPSED. EXAMINATION OF THE NOSE GEAR ATTACH POINTS FOUND THE GEAR HAD SEPARATED IN OVERLOAD. 20001130037469A (-23) ON 11/30/00 AT 0830 MR. DAVID KOTSIFAKIS WAS ACTING AS PILOT IN COMMAND OF A CESSNA CE-182 N182RM. DURING LANDING ON RUNWAY 33 AT COLLEGE PARK AIRPORT, MR. KOTSIFAKIS EXPERIENCED A DOWN DRAFT UPON DESCENDING BELOW THE TREE LINE CAUSING A RAPID LOSS OF ALTITUDE AND AIR SPEED. THE SUDDEN RATE OF DESCENT MADE FOR A DIFFICULT RECOVERY AND CAUSED MR. KOTSIFAKIS TO LAND THE PLANE ON ITS NOSE GEAR. THE WINDS WERE REPORTED 310 DEGREES GUSTING TO 20 KNOTS. ON LANDING THE NOSE GEAR COLLAPSED AND THE AIRPLANE SKIDDED OFF THE RIGHT SIDE OF THE RUNWAY. THE AIRPLANE SUSTAINED DAMAGE TO THE PROPELLER, THE RIGHT WING TIP AND SIGNIFICANT DAMAGE WAS DONE TO THE FIRE WALL. MR. KOTSIFAKIS WAS THE ONLY OCCUPANT AND RECEIVED NO APPARENT INJURIES. THIS INVESTIGATION IS CLOSED. 20001130038509A (-23) ACCORDING TO THE SECOND PILOT, AN ATTEMPT WAS BEING MADE TO TURN ON RADIO CONTROLLED LIGHTS BY THE PILOT. AFTER SEVERAL CIRCLING ATTEMPTS, AND NO RUNWAY LIGHTS, THE PILOT MADE AN APPROACH TO RWY 7 AT CFT. DURING THE LANDING APPROACH, THE PILOT MADE A COMMENT THAT HE WAS TOO LOW AND WAS PERFORMING A GO-AROUND. AT THAT TIME, THE AIRCRAFT'S LEFT WING STRUCK A POWER POLE WHICH RUPTURED ITS FUEL CELL. A LEFT WING FIRE STARTED AND THE AIRCRAFT IMPACTED THE GROUND APPROX 200 YARDS FROM THE POWER POLE. BOTH PILOTS WERE ABLE TO EXIT THE AIRCRAFT. DURING MEDICAL TRANSPORT TO THE MORENCI MEDICAL CENTER, MR. ROBERT G. TERRELL EXPIRED. MR. ROBERT S. TERRELL HAD SERIOUS BURNS OVER 40% OF HIS BODY. MR. ROBERT S. TERRELL STATES THAT THERE WAS A PRESSURE DIFFERENTIAL BETWEEN SHOWLOW AND CLIFTON AIRPORTS AND THAT THE ALTIMETER WAS NOT CORRECTED FOR THIS. 20001130038649A (-23) ON NOVEMBER 30, 2000, AT 0940 MST, A CESSNA 182P, N21390, WAS DESTROYED WHEN IT IMPACTED TERRAIN ON FRAZIER MOUNTAIN AT THE 11,000 FOOT LEVEL, 15 MILES NORTHEAST OF TAOS, NEW MEXICO. THE COMMERCIAL PILOT AND HIS PASSENGER RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS PERSONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM TAOS AT 0915 WITH AN INTENDED DESTINATION OF MONTE VISTA, COLORADO. ACCORDING TO WITNESSES LOCATED AT THE TAOS SKI ARE, THE AIRPLANE TURNED UP A CANYON ACROSS THE VALLEY FROM THE SKI AREA AND DISAPPEARED FROM VIEW. THE WRECKAGE WAS LATER SPOTTED AGAINST A CANYON WALL BY TELESCOPE FROM THE SKI AREA. WINDS IN THE AREA AT THE TIME OF THE ACCIDENT WERE REPORTEDLY ABOUT 50 KNOTS, SNOW DEPTH WAS REPORTEDLY ABOUT 9 FEET. (.4) ON NOVEMBER 30, 2000, AT 0930 MOUNTAIN STANDARD TIME, A CESSNA 182P, N21390, WAS DESTROYED WHEN IT IMPACTED IN A SIDE CANYON ON FRAZIER MOUNTAIN AT 11,300 FEET ABOVE MEAN SEA LEVEL (MSL), APPROXIMATELY 28 MILES EAST OF TAOS, NEW MEXICO. THE COMMERCIAL PILOT AND HIS PASSENGER RECEIVED FATAL INJU RIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS PERSONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM TAOS AT 0915 WITH AN INTENDED DESTINATION OF MONTE VISTA, COLORADO. ACCORDING TO THE PERSON IN MONTE VISTA, WHO THE PILOT WAS GOING TO DO BUSINESS WITH, THE PILOT CALLED JUST PRIOR TO TAKE OFF FROM TAOS AND SAID "THEY WERE GOING TO DO A LITTLE SIGHTSEEING EN ROUTE AND WOULD BE LATER THAN EXPECTED." ACCORDING TO WITNESSES LOCATED AT THE TAOS SKI AREA LOCATED APPROXIMATELY 1 MILE WEST OF THE ACCIDENT SITE, THE AIRPLANE TURNED UP A NARROW CANYON ACROSS THE VALLEY FROM THE SKI AREA AND DISAPPEARED FROM THEIR VIEW WHILE IN A STEEP LEFT TURN TOWARDS THE ENTRANCE TO THE CANYON. THE WRECKAGE WAS LATER SPOTTED AGAINST THE CANYON WALL BY TELESCOPE FROM THE SKI AREA. 20001130041649A (-23) AFTER LANDING ON RUNWAY 4 AT MELBOURNE INTERNATIONAL AIRPORT (MLB) THE STUDENT PILOT WAS INSTRUCTED BY THE CONTROL TOWER TO TURN RIGHT ON TAXIWAY ROMEO. DURING THE TURN THE STUDENT PILOT LOST CONTROL OF THE AIRPLANE, LEAVING THE TAXIWAY AND STRIKING A TAXIWAY SIGN, SUBSTANTIALLY DAMAGING THE LEFT WING OF THE AIRCRAFT. 20001130043999I (-23) DURING PUSH BACK PIC ABORTED INITIAL START ON THE #2 ENGINE. ATTEMPTED RESTART OF THE #2 ENGINE WHEN GROUND CREW NOTICED EXCESSIVE SMOKE FROM THE ENGINE. GROUND CREW SIGNALED TO PIC TO SHUT DOWN, FIRE DEPARTMENT CALLED AND THE PASSENGERS WERE DEPLANED BY NORMAL PROCEDURES. CONTRACT MAINTENANCE WAS CALLED (PIEDMONT HAWTHORNE AVIATION) THE MECHANIC INSPECTED THE ENGINE AND AREA FOR DISCREPANCY, NONE FOUND AND THE AIRCRAFT WAS RETURNED TO SERVICE. AIRCRAFT DEPARTED AT 2220 LOCAL TIME WITH PASSENGERS. PASSENGER INJURY SUMMARY NOT KNOWN BY ASI. 20001201018839I (-23)LOCAL FLIGHT: LANDING GEAR WOULD NOT EXTEND BY NORMAL, ELECTRICAL MEANS. PILOT ATTEMPTED TO LOWER GEAR BY ALTERNATE, MECHANICAL MEANS WITHOUT SUCCESS. FLY-BY AT WRIGHT AAF CONFIRMED THAT MAIN GEAR WERE PARTIALLY EXTENDED. PILOT DECLARED EMERGENCY AND LANDED ON GRASS BETWEEN RUNWAYS. SOME DAMAGE TO PROPELLOR AND GEAR. 20001201021159I (-23)MEMO ATTACHED 20001201021519I (-23)THE AIRCRAFT WAS ENROUTE FROM NASHVILLE TN TO SIOUX CITY, IA AT AN ALTITUDE OF 26000 FEET AND HAD JUST BEEN CLEARED TO DESCEND TO 24000 FEET WHEN THE LEFT WINDSHIELD SHATTERED. THE PILOT DECLARED AN EMERGENCY, DEPRESSURIZED THE CABIN AND DIVERTED TO THE DES MOINES AIRPORT. THE AIRCRAFT LANDED SAFELY WITH NO FURTHER INCIDENT. THE INNER LAMINATION OF THE WINDSHIELD WAS FOUND TO HAVE SHATTERED. THE OUTER LAMINATION WAS NOT DAMAGED. THE WINDSHIELD HEAT WAS ON WHEN THE INCIDENT OCCURED. THERE WERE NO APPARENT ABNORMALITIES WHEN THE WINDSHIELD HEAT WAS TURNED ON. THE DAMAGE WINDSHIELD HAD BEEN INSTALLED APPROXIMATELY THREE AND A HALF YEAR AGO (1000 HOURS OF OPERATION). 20001201022039I (-23) ASOA FLIGHT#4068, N643AS, WAS BEING MARSHALLED INTO GATE C29 AT THE ATLANTA AIRPORT. THE FLIGHT WAS BEING GUIDED BY A MARSHALLER ASSISTED BY 2 WING WALKERS. DURING TAXI THE RIGHT WING OF N643AS STRUCK THE RIGHT WING OF ANOTHER PARKED AND EMPTY ATR, N531AS. WITNESSES ON THE RAMP STATED THAT AT THE TIME OF CONTACT BETWEEN THE TWO AIRCRAFTS THE MARSHELLER WAS STILL GIVING THE PILOTS THE COME AHEAD SIGNAL AND THE WING WALKERS WERE STILL INDICATING THAT THERE WAS WING TIP CLEARANCE EVEN THOUGH THEY WERE WALKING WITH THEIR HEADS DOWN AND NOT LOOKING AT THE WINGTIP. BOTH A/C EXPERIENCED MINOR DAMAGE TO THE AILERONS. 20001201022619I (-23) PTRS#ALO12001B0505 ON DECEMBER 1, 2000 THE PILOT OF THIS BE-90 KING AIR, N887KU, WAS 60 MILES FROM BUCKLAND, ALASKA ON AN AIR AMBULANCE FLIGHT WHEN HE NOTICED HIS OIL PRESSURE STARTING TO DROP ON THE RIGHT ENGINE. HE SHUT DOWN AND FEATHERED THE ENGINE AND RETURNED TO KOTZEBUE, ALASKA WHERE HE MADE A NON-EVENTFULL LANDING. ONCE ON THE GROUND, THE PILOT NOTICED A SUBSTANTIAL AMOUNT OF OIL ON THE RIGHT ENGINE COWLING. UPON FURTHER INSPECTION OF THE ENGINE IT WAS FOUND A "B" NUT ON THE OIL LINE HAD COME LOOSE. THE "B" NUT WAS RETIGHTENED, A LEAK CHECK WAS PERFORMED AND THE A/C WAS RETURNED TO SERVICE. 20001201023589A (-23) ON DECEMBER 1, 2000, AT 1625 CST, A BELL 206B HELICOPTER, N222LN, WAS SUBSTANTIALLY DAMAGED FOLLOWING A LOSS OF ENGINE POWER NEAR ROCKPORT, TX. THE HELICOPTER WAS OWNED AND OPERATED BY AMERICAN HELICOPTERS, INC. OF GALVESTON, TX. THE COMMERCIAL PILOT, SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A COMPANY VFR FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 POSITIONING FLIGHT. THE FLIGHT ORIGINATED FROM THE MATAGORDA 603 OFFSHORE PLATFORM LOCATED IN THE GULF OF MEXICO, AND WAS DESTINED FOR THE ARANSAS COUNTY AIRPORT, ROCKPORT, TX. THE PILOT REPORTED THAT WHEN THE HELICOPTER WAS ABOUT 4.5 MILES FROM ITS INTENDED DESTINATION, THE ENGINE LOST POWER. THE PILOT INITIATED AN AUTOROTATION TO THE WATER AND DEPLOYED THE FLOATS. THE HELICOPTER LANDED ON THE WATER AND REMAINED UPRIGHT AND AFLOAT. AFTER THE MAIN BLADES STOPPED TURNING, THE PILOT EXITED THE HELICOPTER, THEN THE WAVES OVERTURNED THE HELICOPTER. AN EXAMINATION OF THE HELICOPTER BY THE FAA INSPECTOR REVEALED THAT THE TAIL ROTOR DRIVE SHAFT WAS SEVERED. THE ALLISON 250-C20 TURBINE ENGINE N1 GAS PRODUCER WOULD NOT TURN. A DETAILED EXAMINATION OF THE ENGINE IS PENDING. (.4) THE HELICOPTER WAS RETURNING TO SHORE FROM AN OIL PLATFORM. THE PILOT HAD JUST MADE A "5 MILE ADVISORY CALL" ANNOUNCING HIS INTENTION TO LAND AT HIS DESTINATION WHEN THE ENGINE CHIP LIGHT ILLUMINATED; THIS WAS FOLLOWED BY AN IMMEDIATE LOSS OF ENGINE POWER. THE PILOT INITIATED AN AUTOROTATION, INFLATED THE FLOATS AND MADE A MAYDAY CALL. DURING THE DESCENT, HE "HAD FULL [AIRCRAFT] CONTROL TO INCLUDE TAIL ROTOR AUTHORITY." DURING LANDING, THE TAIL ROTOR BLADES ENTERED THE WATER RESULTING IN SUDDEN STOPPAGE OF THE TAIL ROTOR, WHICH TWISTED THE TAIL ROTOR DRIVE SHAFT APART. FOLLOWING THE LANDING, THE HELICOPTER REMAINED UPRIGHT, AND THE PILOT EXITED THE HELICOPTER AFTER THE MAIN ROTOR BLADES CAME TO A STOP DUE TO THE "WAVES AND WIND." AFTER HE MOVED AWAY FROM THE HELICOPTER, IT ROLLED OVER. THE PILOT REPORTED THAT THE WIND WAS FROM 045 DEGREES AT 15 KNOTS GUSTING TO 25 KNOTS. AN EXAMINATION OF THE TURBINE ENGINE REVEALED THAT THE N1 GAS PRODUCER WOULD NOT TURN. DISASSEMBLY OF THE ENGINE REVEALED THAT THE COMPRESSOR COUPLING ADAPTER WAS FRACTURED. METALLURGICAL EXAMINATION INDICATED THAT THE COMPRESSOR COUPLING ADAPTER HAD FAILED DUE TO FATIGUE INITIATING FROM FRETTING AT THE OUTER SURFACE WHERE IT CONTACTED THE IMPELLER. THE SOURCE OF THE FRETTING COULD NOT BE DETERMINED. 20001201025359A (-23) PILOT WAS DEPARTING HIS HOME BASE ON LAKE WASHINGTON. HE BEGAN HIS TAKEOFF TO THE WEST, PLANNING A LEFT STEP TURN TO THE SOUTH INTO THE WIND. HE HAD JUST BEGUN THE STEP TURN WHEN THE A/C MADE A SUDDEN STOP FOR UNKNOWN REASONS. PILOT WAS THROWN TO THE RIGHT AND HIS HEAD STRUCK THE RIGHT DOOR POST. THE ENGINE PYLON FAILED AND THE ENGINE CAME TO REST ON THE RIGHT WING. WIND WAS 3-5 KNOTS. 20001201031089I (-23) ON DECEMBER 1, 2000, AT 12:00 CST A MOONEY M20R OWNED AND OPERATED BY ^PRIVACY DATA OMIT^ LANDED AT MOBRIDGE, SD, WITH THE LANDING GEAR PARTIALLY RETRACTED. IMC CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN WAS FILED. THE A/C RECEIVED MINOR DAMAGE; THE PILOT AND TWO PASSENGERS WERE NOT INJURED. THE PILOT HOLDS A PRIVATE PILOT CERTIFICATE WITH AN INSTRUMENT RATING. THE FLIGHT ORIGINATED AT ABERDEEN, SD, AT 1142 CST ON DECEMBER 1, 2000. 20001201031509I (-23) N3043T ADVISED TOWER OF GEAR PROBLEM ON INITAIL CONTACT. MADE LOW PASS ON RWY 35R. MOSE GEAR DID NOT APPEAR DOWN. THE A/C REQUESTED TO LAND RWY 35L. LANDED AND THE NOSE GEAR COLLAPSED ON LANDING. THE A/C CAME TO A STOP 2800 FT DOWN RWY 35L. 20001202024609I (-23)^PRIVACY DATA^WAS TAXIING HIS STARDUSTER TO THE RUN UP AREA. THE STARDUSTER TOO IS A CONVENTIONAL GEAR AIRCRAFT WITH LIMITED FORWARD VISIBILITY WHILE TAXIING. HE WAS MAKING "S" TURNS WHILE TAXIING.^PRIVACY DATA^OBSERVED ONE CESSNA IN THE RUNUP AREA. PRIOR TO HIS ENTERING THE RUN UP AREA FROM THE TAXIWAY THE CESSNA MOVED TO THE HOLD LINE FOR TAKEOFF.^PRIVACY DATA^CONTINUED INTO THE RUNUP AREA UNDER THE BELIEF THAT IT WAS CLEAR. HOWEVER, THERE WAS ANOTHER CESSNA BEHIND THE FIRST AND HE DID NOT SEE IT. HIS PROPELLOR CONTACTED THE LEFT WING TIP OF THE CESSNA RESULTING IN MINOR DAMAGE TO THE CESSNA AND SCRATCHES TO HIS PROPELLER. 20001202028009I (-23)^PRIVACY DAT^WAS PRACTICING STOL OPERATIONS FROM THE A/C OWNERS PRIVATE AIRSTRIP, WHEN A HARD LANDING WAS MADE. THE A/C SUFFERED GEAR DAMAGE AND WAS LANDED ON A NEARBY LAKE. DURING THE LANDING ON THE LAKE THE LEFT MAIN GEAR FAILED CAUSING THE PROPELLER TO STRIKE THE SURFACE. THIS INCIDENT OCCURRED ON 12/2/00, BUT WAS NOT REPORTED UNTIL 12/18/00. THE MINNEAPOLIS FSDO WAS NOTIFIED THROUGH AN ANONYMOUS TELEPHONE CALL MADE TO THE DULUTH, MINNESOTA AIR TRAFFIC CONTROL TOWER, WHO FORWARDED THE INFORMATION. 20001202037979I (-23) IEA 092001002 ^PRIVACY DATA OMIT^WAS CFI AND PILOT IN COMMAND. HE WAS GIVING INSTRUCTION TO ^PRIVACY DATA O^PRIVATE PILOT WHO WAS SEATED IN THE LEFT FRONT SEAT. ^PRIVACY DATA^EXPLAINED THAT ON THEIR THIRD PRACTICE LANDING AT WAYNESBURG AIRPORT, PA (WAY), THE LANDING WOULD NOT CYCLE DOWN AND THE LANDING MOTOR CIRCUIT BREAKER TRIPPED. AN ATTEMPT WAS MADE TO RESET THE CIRCUIT BREAKER AND THE CIRCUIT BREAKER WOULD NOT RESES. ^PRIVACY DATA^ TRIED TO MANUALLY EXTEND THE LANDING GEAR BUT THE LANDING GEAR WAS JAMMED IN A POSITION WHERE IT WOULD NOT GIVE ANY GEAR MOVEMENT. ^PRIVACY DATA^THEN CHOOSE TO RETURN THE AIRCRAFT TO MORGANTOWN, WV. HART FIELD FOR AN EMERGENCY LANDING. THE AIRCRAFT WAS BASED AT MORGANTOWN, WV. ^PRIVACY DATA^MADE A FLY-BY THE TOWER AND THE TOWER CONFIRMED THAT THE LANDING GEAR WAS PARTIALLY DOWN. ^PRIVACY DATA^CIRCLED THE FIELD WHILE BURNING EXCESS FUEL AND BEFORE AN EMERGENCY LANDING ATTEMPT WAS MADE ANOTHER TRY TO RAISE OR LOWER GEAR ONE MORE TIME ^PRIVACY DATA^THEN STATED THAT THE LANDING GEAR DID MOVE ABOUT ONE INCH BUT NO MORE. EMERGENCY LANDING WAS MADE WITH ONLY MINOR DAMAGE AND NO INJURIES NOTED. (SEE ATTACHED SHEET) 20001202038129I (-23) FLIGHT INSTRUCTOR AND STUDENT WERE PRACTICING "FORCED LANDINGS". STUDENT HAD FIELD MADE AND WAS INSTRUCTED TO RECOVER AND GO AROUND. UPON APPLYING THE POWER, THE ENGINE LOADED UP AND FAILED. THE INSTRUCTOR LANDED THE AIRCRAFT WITHOUT FURTHER INCIDENT IN THE FIELD. A COMPANY MECHANIC WAS SUMMONED TO THE AREA AND HE CHECKED THE AIRCRAFT, STARTED AND RAN THE AIRCRAFT. INSTRUCTOR FLEW THE AIRCRAFT OUT OF THE FIELD AND RETURNED TO HOME BASE WHERE THE AIRCRAFT IS TO UNDER-GO A THOROUGH INSPECTION. THIS REPORT CLOSED THIS INCIDENT WITHOUT FURTHER ACTION. 20001202043519A (-23) UPON ARRIVAL ON SCENE, I WAS MET BY EMERGENCY PERSONNEL AND THEY HANDED ME A CONTROL YOKE AND HE SAID THIS WAS THE CAUSE OF THE ACCIDENT. I SPOKE WITH THE OWNER/PILOT. HE SAID THAT ON TAKE OFF, JUST AFTER ROTATION HE REALIZED HE HAD NO LATERAL CONTROL. HE REDUCED THE POWER IN HOPES THE AIRCRAFT WOULD SETTLE BACK TO THE RUNWAY. INSTEAD IT DRIFTED TO THE RIGHT WHERE THE RIGHT WING MADE CONTACT WITH THE TREES AND THE AIRCRAFT FLIPPED OVER AND CAME TO REST ON ITS BACK. BOTH THE PILOT AND THE PASSENGER RECEIVED MINOR INJURIES. THE CONTROL WHEEL AND GUST LOCK PIN ARE BEING SENT TO NTSB WASHINGTON FOR EVALUATION AND A DETERMINATION AS TO THE CAUSE OF THE FAILURE. AN AIRWORTHINESS INSPECTOR FROM THIS OFFICE WILL INSPECT THE WRECKAGE TO AID IN THE ACCIDENT INVESTIGATION. 20001203021959I (-23) PILOT STATED THAT ON A FLIGHT FROM DUBOIS, PA (DUJ) TO WASHINGTON, PA (AFJ), SHE DECIDED TO LAND AT BUTLER. SHE ALSO STATED THAT THE INCIDENT OCCURRED BECAUSE SHE LANDED TOO FAR DOWN THE RUNWAY, AND THE SPEED WAS TOO FAST. AS A RESULT, THE A/C OVERSHOT THE RUNWAY COLLAPSING THE NOSEGEAR AND DAMAGING THE PROPELLER AND COWLING. 20001203022489I (-23) PILOT REPORTED AT 7000 TO 8000 FEET PRESSURE CONTROLLER FAILED IN THE AUTO MODE INBOUND TO MANCHESTER, NH AND THE A/C HAD LOST PRESSURIZATION. PILOT MADE A RAPID DESCENT AND ABORTED LANDING. PERFORMED A GO-AROUND AND A/C LANDED ON RUNWAY 35 WITHOUT FURTHER INCIDENT. PILOT DID NOT REPORT AN EMERGENCY. FIVE PASSENGERS WITH INJURIES, TWO REFUSED TREATMENT AND THREE PASSENGERS WERE TRANSPORTED TO A LOCAL HOSPITAL WIHT EAR RELATED PROBLEMS, TREATED AND RELEASED. PILOT AND CO-PILOT INFORMATION NOT AVAILABLE AT TIME INCIDENT OR REPORT. A/C TOTAL AND CYCLES NOT AVAILABLE AT THIS TIME. 20001203023009A (-23) APPROX. 1 HOUR INTO A TRAINING FLIGHT N7678N IMPACTED THE GROUND AT APPROX. A 65-70 DEGREE ANGLE. TWO PERSONS ON BOARD. BOTH DIED ON IMPACT. STEVEN HOLLENHORST WAS THE STUDENT IN THE PILOT'S SEAT. LOUISE ALBRIGHT WAS THE INSTRUCTOR SITTING IN THE CO-PILOT'S SEAT. PER WITNESS STATEMENTS, A/C WAS IN A RIGHT STALL/SPIN. IT WAS THE AGREEMENT OF ALL INVESTIGATION PERSONNEL ON SCENE THAT BOTH ENGINES HAD QUIT AND WERE NOT ROTATING WHEN THE A/C STRUCK THE GROUND. 20001203025319A (-23) PILOT MADE EMERGENCY LANDING ON LYNNWOOD HIGH SCHOOL FOOTBALL FIELD. ENGINE SPUTTERED AND QUIT WHILE IN CRUISE AT 1500' MSL. NO FUEL IN FUEL TANKS. 20001203026569I (-23) STRUCK BIRD ON APPROACH INTO SMX. BROKE WINDSHIELD. MINOR INJURY TO FEMALE PASSENGER FROM A PIECE OF WINDSHIELD PLEXIGLASS. 20001203028609A (-23) A/C EXPERIENCED ENGINE PROBLEMS DURING DESCENT OUT OF 8,000 MSL. THE A/C LANDED SHORT OF THE RUNWAY AND NOSED OVER. THERE WAS NO PROPELLER DAMAGE INDICATING THE ENGINE WAS NOT RUNNING. THERE WAS STILL FUEL IN THE TANKS. PILOT STATED THAT THE ENGINE SURGED DURING TURN FROM BASE TO FINAL. AS HE ROLLED OUT ON FINAL THE POWER INSTRUMENTS INDICATE THAT THE ENGINE HAD STOPPED RUNNING. HE TRIED TO MAKE IT IN A GLIDE TO THE RUNWAY BUT IMPACTED SHORT OF THE THRESHOLD. (.4) AFTER DISCHARGING THREE PARACHUTISTS INTO A DROP ZONE FROM ABOUT 12,000 FEET MEAN SEA LEVEL, THE PILOT ATTEMPTED TO RETURN TO THE DEPARTURE AIRPORT. THE ENGINE BEGAN SURGING AS THE AIRPLANE DESCENDED THROUGH 8,000 FEET. THE PILOT CONTINUED THE DESCENT AND ENTERED THE DEPARTURE AIRPORT'S TRAFFIC PATTERN. HE MISJUDGED HIS DISTANCE FROM THE RUNWAY, AND WHEN ALL ENGINE POWER WAS LOST TURNING ONTO THE FINAL APPROACH LEG HE WAS UNABLE TO GLIDE TO THE RUNWAY. THE AIRPLANE IMPACTED TERRAIN ABOUT 250 FEET SHORT OF THE LANDING THRESHOLD WHEREUPON IT NOSED OVER. REGARDING THE PILOT'S QUALIFICATIONS, HE WAS 5 MONTHS OVERDUE IN HIS PERFORMANCE OF A BIENNIAL FLIGHT REVIEW, AN D HE HAD NOT FLOWN DURING THE PREVIOUS 90 DAYS. THE PILOT HAD ALLEGED TO THE FIRM WHICH USED HIS PILOTING SERVICES THAT HE POSSESSED A COMMERCIAL PILOT CERTIFICATE AND HAD AT LEAST 4,000 HOURS OF FLIGHT TIME. ON A MAY 2000 APPLICATION FOR AN FAA MEDICAL CERTIFICATE, THE PILOT INDICATED THAT HE HELD A COMMERCIAL PILOT CERTIFICATE AND HAD 8,100 HOURS OF TOTAL FLIGHT TIME. ACCORDING TO THE FAA, NO RECORD EXISTS OF THE PILOT HOLDING ANY CERTIFICATE IN THE UNITED STATES OTHER THAN THAT OF PRIVATE PILOT. THE PILOT SUBSEQUENTLY REPORTED TO THE SAFETY BOARD THAT HE HAD ABOUT 1,905 HOURS OF FLIGHT TIME. A RECONSTRUCTION OF THE FUEL LOAD CARRIED DURING THE ACCIDENT FLIGHT IN CONCERT WITH THE FUEL BURN OFF RATES REVEALED THAT, AT THE TIME OF THE CRASH, THE APPROXIMATE QUANTITY OF FUEL ON BOARD WAS 4.4 GALLONS. ACCORDING TO THE CESSNA AIRCRAFT COMPANY, THE UNUSABLE FUEL FOR EACH TANK IS 2.5 GALLONS, OR A TOTAL OF 5 GALLONS. 20001203030619I (-23) MECHANIC REPORTED THE FOLLOWING: I'M WRITING TO YOU IN REGARDS TO THE CHAUTAUGUA AIRLINES SAAB 340-A A/C #N96CN THAT HAD AN EMERGENCY LANDING ON 12-4-00. THIS WAS A TRAINING FLIGHT FOR A CAPTAIN'S SIXTH MONTH CHECK RIDE. THE PILOTS REPORTED THAT THEY HAD LOST MAIN HYDRAULIC POWER IN FLIGHT AND HAD TO HAND PUMP THE GEAR DOWN. WE WENT OUT TO THE A/C ON THE RUNWAY WITH THE TUG AND PULLED IT BACK TO THE MAINTENANCE HANGAR AT FWA. I STARTED AT THE HYDRAULIC PUMP RELAY TO SEE IF IT HAD POWER AND FOUND NO DEFECTS THEN WENT TO THE PUMP. IT ALSO HAD POWER. I R&R THE HYDRAULIC PUMP, SERVICED AND OPS CHECKED SYSTEM IAW SAAB 340 MM AND FOUND NO FURTHER DEFECTS. HYDRAULIC PUMP (OFF) PN#40185-02, SN#AH-93489. HYDRAULIC PUMP (ON) PN#40185-02, SN#EQ35. PLEASE CONTACT ME AT ^PRIVACY DATA OMITTED^ 20001203033809I (-23) PILOT LANDED HARD. A/C BOUNCED, RIGHT TIRE BLEW OUT AND PROPELLER HIT GROUND. 20001203036239A (-23) ON DECEMBER 3, 2000 A CESSNA 152, N5288P WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TREES AND THE GROUND FOLLOWING TAKEOFF FROM HARDWICK FIELD AIRPORT AT CLEVELAND, TENNESSEE. A CERTIFIED FLIGHT INSTRUCTOR AND A STUDENT PILOT WERE PRACTICING SHORT FIELD TAKEOFFS PRIOR TO THE ACCIDENT. THE CFI RECEIVED SERIOUS INJURIES AND THE STUDENT PILOT RECEIVED MINOR INJURIES. BOTH PILOTS STATED THAT A POWER LOSS OCCURRED JUST AFTER TAKEOFF. AFTER THAT NEITHER PILOT REMEMBERED MUCH. THE A/C IMPACTED THE TOP OF A TREE ABOUT 150 FEET OFF TO THE SIDE OF THE RUNWAY AND THEN DROPPED STRAIGHT TO THE GROUND AT THE BASE OF THE TREE, IMPACTING ON THE NOSE OF THE AIRCRAFT, THEN CAME TO REST UPSDIE DOWN. THE EVIDENCE INDICATED A STALLED FLIGHT CONDITIONAT THE SCENE OF THE ACCIDENT. INSPECTIONS OF THE ENGINE COULD NOT IDENTIFY A CAUSE FOR A POWER FAILURE AND THERE WAS NO EVIDENCE OF FUEL CONTAMINATIONS. 20001203037799I (-23) WHILE ON A FLIGHT FROM JFK TO SFO THE CABIN CREW OF UA 7 DISCOVERED A FIRE IN AN OVEN IN THE MIDGALLEY. THE FIRE WAS EXTINGUISHED AND THE FLIGHT DIVERTED INTO PHL. PASSENGERS WERE DEPLANED AND THE CAUSE WAS DETERMINED TO BE A PIECE OF PAPER LEFT IN AN OVEN BY CATERING IN JFK. THE OVEN AND ASSOCIATED WIRING WAS CHECKED AND CLEARED FOR OPERATION BY UA MAINTENANCE IN PHL. THE FLIGHT CONTINUED ON TO SFO WITHOUT FURTHER INCIDENT. THIS REPORT CLOSED THE INCIDENT WITHOUT FURTHER ACTION. 20001203038269I (-23) AFTER TAKEOFF AND GEAR RETRACTION, PILOT STATED HE HEARD A LOUD BANG AND CRUNCHING NOISE COMING FROM THE NOSE AREA. HE FLEW AROUND TO BURN FUEL AND TO COLLECT HIS THOUGHTS. HE ELECTED TO GO TO MILLER AIRPARK BECAUSE HIS AIRPLANE IS MAINTAINED THERE. WHEN HE LOWERED THE LANDING GEAR HE GOT GREEN INDICATIONS ON THE MAINS BUT NOT THE NOSE GEAR. HE LANDED WITH MINOR DAMAGE TO THE AIRFRAME AND DID HAVE TWO PROP STRIKES. UPON RAISING THE NOSE AND INVESTIGATING IT COULD BE DETERMINED THAT THE NOSE GEAR LINKAGE HAD FAILED THEREFORE NOT ALLOWING THE NOSE GEAR TO EXTEND. AN AIRWORTHINESS INSPECTOR FROM THIS OFFICE WILL FOLLOW UP WITH THIS INVESTIGATION. FILING THIS REPORT CLOSES THIS INCIDENT WITHOUT FURTHER INCIDENT. 20001203041239A (-23)AIRCRAFT REPORTED MISSING ON 12-03-2000. AIRCRAFT FOUND IN A WOODED AREA APPROXIMATELY 3 MILES EASR OF KINGWOOD, WV ON 12-05-2000. THUMB COMPRESSION TEST MADE AND FOUND ALL CYLINDERS WITH COMPRESSION. FUEL FOUND IN FUEL BOWLS OF BOTH CARBURATORS CLEAR. FUEL EVIDENT IN FUEL LINES TO CARBS. ALL SPARK PLUGS SHOW GOOD RUN INDICATION. ENGINE EXHAUST SYSTEM FOUND UNDAMAGED.AIR FILTERS FOUND NOT CONTAMINATED. ALL CONTROLS CONTINUITY FOUND OK. (.4) HISTORY OF FLIGHT: ON DECEMBER 3, 2000, ABOUT 1430 EASTERN STANDARD TIME, A HOMEBUILT SLINGSHOT, N97MS, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TREES NEAR KINGWOOD, WEST VIRGINIA. THE CERTIFICATED PRIVATE PILOT/OWNER WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE AIRPLANE DEPARTED VALLEY POINT AIRPORT (WV29), VALLEY POINT, WEST VIRGINIA, ON DECEMBER 3, 2000, ABOUT 1400, AND WAS REPORTED MISSING LATER THAT DAY. AN ALNOT WAS ISSUED, AND THE AIRPLANE WAS LOCATED ON DECEMBER 5, 2000, BY THE WEST VIRGINIA STATE POLICE. THE AIRPLANE WAS FOUND IN A MOUNTAI NOUS, HEAVILY WOODED AREA ABOUT 7 MILES SOUTH OF WV29, AT 39 DEGREES, 29.7 MINUTES NORTH LATITUDE, 79 DEGREES, 41.7 MINUTES WEST LONGITUDE. 20001204021319I (-23) ON DECEMBER 4, 2000, A JETSTREAM 3101, S/N 775 OPERATING AS CHQA FLIGHT 4311, AND REGISTERED AS 833JS RETURNED TO "PIT" AFTER REPORTING SMOKE IN THE COCKPIT/CABIN. THE FLIGHT CREW REPORTED THAT ON CLIMBOUT AT 5500 TO 6000 FEET THAT THEY NOTED A GRAY HAZE WITH NO ODOR IN A/C. THEY DECLARED AN EMERGENCY AND RETURNED TO "PIT". FLIGHT CREW REPORTED NO OTHER WARNINGS AT THAT TIME. AFTER LANDING THE A/C TAXIED TO THE GATE AND DEPLANED ALL PERSONNEL. MAINTENANCE INSPECTED A/C AND ACCOMPLISHED AN ENGINE RUN AND FOUND NO PROBLEMS. DURING THE INSPECTION OF A/C BY FSDO INSPECTORS IT WAS NOTED THAT THE OV TEMP/AIR OFF WRN CIRCUIT BREAKER WAS POPPED. A/C WAS FERRIED TO "IND" FOR OTHER MAINTENANCE PROBLEMS AND FURTHER INSPECTIONS. INVESTIGAION WAS CONDUCTED ON SCENE AND BY DESK AUDIT AND CLOSED. 20001204021629I (-23) PILOT STATED AFTER HE DEPARTED DSM AND REACHED 7000 FEET THE RIGHT ENGINE OIL PRESSURE LIGHT ILLUMINATED. HE VERIFIED THE LOSS OF OIL PRESSURE ON THE RIGHT ENGINE OIL PRESSURE GAUGE WHICH WAS SHOWING A STEADY DECREASE IN PRESSURE. HE ALSO STATED AT THIS TIME HE MADE THE DECISION TO SECURE THE ENGINE, DECLARE AN EMERGENCY, AND RETURN TO DSM AIRPORT. THE A/C WAS RETURNED TO THE DSM AIRPORT WITHOUT FURTHER INCIDENT. A/C WAS DELIVERED TO DES MOINES FLYING SERVICE MAINTENANCE SHOP. MAINTENANCE PERSONNEL FOUND THE OIL PRESSURE LINE FROM THE ENGINE TO THE OIL COOLER HAD RUPTURED. THEY INSTALLED A NEW OIL PRESSURE LINE (PART NUMBER AE7010201K0240) AND APPROVED THE A/C FOR RETURN TO SERVICE. INSPECTION DEPARTMENT STATED THEY WOULD COMPLETE A MALFUNCTION AND DEFECT REPORT AND FORWARD TO THE DSM FAA OFFICE. 20001204022049I (-23)ON DECEMBER 04, 2000, AN UNITED AIRLINES INC. (UAL) BOEING 727-222 AIRCRAFT, REGISTRATION NUMBER N7258U, NOSE NUMBER 7158, FLIGHT NUMBER 1447 WAS BEING PUSHED BACK AND TAXIED FOR MAINTENANCE AT THE SAN FRANCISO INTERNATIONAL AIRPORT. DURING PUSHBACK OPERATION, AN UNITED EXPRESS PASSENGER BUS CAME IN CONTACT WITH THE AIRCRAFT. THE PASSENGER BUS WAS CONSEQUENTLY TURNED OVER, AND THREE PASSENGERS RECEIVED MINOR INJURIES. THE AIRCRAFT EXPERIENCED DAMAGE TO THE LEFT WING OUTBOARD TRAILING EDGE AILERON. LEFT WING OUTBOARD TRAILING EDGE FLAP AND LEFT WING TIP. AN INTENSIVE INSPECTION OF THE LEFT WING AND THE DAMAGED COMPONENTS ARE TAKING PLACE FOR REMOVAL/REPLACEMENT AND REPAIR. A LETTER OF RECOMMENDATION IS BEING SUBMITTED TO UAL SUGGESTING THAT DURING PUSHBACK OF AIRCRAFT, AN ADDITIONAL PERSON BE ADDED IN ITS MAINTENANCE MANUAL PROCEDURES. 20001204022539I (-23) PTRS#ALO122001B0528 ON DECEMBER 4, 2000 AT APPROX. 1018 LOCAL TIME, THE PILOT OF THIS TWIN ENGINE CESSNA CARAVAN N406SD, MODEL #F-406-406, COULD NOT GET THE NOSE GEAR TO EXTEND IN FLIGHT. THE PILOT EXTENDED THE MAIN GEAR AND LANDED WITH THE NOSE GEAR RETRACTED. THERE WAS ONE PASSENGER ON BOARD, NO INJURIES. THE A/C IS OWNED AND OPERATED BY THE BERING STRAIGHT SCHOOL DISTRICT UNDER FAR PART 91 RULES. MINOR DAMAGE WAS DONE TO THE NOSE SECTION. 20001204024669A (-23) DURING A POWER-OFF TOUCHDOWN AUTOROTATION, THE A/C LANDED HARD WITH EXCESSIVE TAIL-LOW ATTITUDE AND LOW ROTOR RPM. THE MAIN ROTOR SEVERED THE TAIL BOOM. THE A/C LOST DIRECTIONAL CONTROL AND ROLLED OVER. (.4) ON DECEMBER 4, 2000, ABOUT 1330 HOURS PACIFIC STANDARD TIME, A HUGHES 269C, N1097N, OPERATED BY CIVIC HELICOPTERS, INC., CARLSBAD, CALIFORNIA, LANDED HARD AT THE MCCLELLAN-PALOMAR AIRPORT, IN CARLSBAD. THE TAIL BOOM WAS SEVERED, AND THE HELICOPTER WAS SUBSTANTIALLY DAMAGED. NEITHER THE AIRLINE TRANSPORT CERTIFICATED PILOT, WHO HELD A FLIGHT INSTRUCTOR CERTIFICATE, NOR THE PILOT WHO WAS RECEIVING A CHECKOUT WERE INJURED. THE TRAINING FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE FLIGHT ORIGINATED FROM CARLSBAD ABOUT 1300. ACCORDING TO THE FLIGHT INSTRUCTOR (CFI), THE PURPOSE OF THE FLIGHT WAS TO OBSERVE THE SKILL LEVEL OF THE SECOND PILOT, AND TO PROVIDE ANY NEEDED INSTRUCTION. THE CFI ASSIGNED THE SECOND PILOT THE TASK OF PERFORMING AN AUTOROTATION TO A LANDING ON AN AIRPORT HELIPAD. DURING THE APPROACH THE SECOND PILOT, WHO WAS HANDLING THE FLIGHT CONTROLS, WAS A "LITTLE SHORT" OF THE DESIRED TOUCHDOWN MARK. MA IN ROTOR RPM DECREASED, AND UPON TOUCHDOWN A ROTOR BLADE CHOPPED OFF THE TAIL BOOM. THE HELICOPTER REMAINED IN AN UPRIGHT ATTITUDE. 20001204024789A (-23) 1. FOG 2. IN FLIGHT CONTROL IN FLIGHT 3. LOSS OF CONTROL IN FLIGHT 4. IMPACT WITH TERRAIN (.4)ON DECEMBER 4, 2000, ABOUT 1910 EASTERN STANDARD TIME, A ROBINSON R-44A, N744FC, OPERATED BY CHRISTIAN CARDIOLOGY, MANCHESTER, KENTUCKY, WAS DESTROYED WHEN IT IMPACTED RISING TERRAIN NEAR SANDGAP, KENTUCKY. THE NON-INSTRUMENT RATED, CERTIFICATED PRIVATE PILOT AND TWO PASSENGERS WERE FATALLY INJURED. NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE ACCIDENT SITE. NO FLIGHT PLAN HAD BEEN FILED FOR THE BUSINESS FLIGHT THAT WAS CONDUCTED UNDER 14 CFR PART 91. THE PILOT, ALONG WITH TWO COMPANY EMPLOYEES WERE EN ROUTE TO LEXINGTON, KENTUCKY, TO ACQUIRE ADDITIONAL EQUIPMENT FOR A PLANNED EXPANSION OF THE PILOT'S MEDICAL PRACTICE. ACCORDING TO WITNESSES, THE FLIGHT HAD BEEN PLANNED TO DEPART FROM HIS OFFICE IN MANCHESTER, WITH AN INTERMEDIATE STOP AT JACKSON, KENTUCKY, AND THEN PROCEED TO LEXINGTON. THE PILOT WAS ESTIMATED TO HAVE DEPARTED ABOUT 1850. SEVERAL WITNESSES ALONG THE ROUTE OF FLIGHT REPORTED EITHER SEEING OR HEARING A HELICOPTER FLY BY. HOWEVER, A CHECK OF THE TIMES THE HELICOPTER WAS OBSERVED OR HEARD, REVEALED MOS T WERE EARLIER THAN THE DEPARTURE TIME OF THE ACCIDENT FLIGHT. TWO WITNESSES IN A VEHICLE, WERE HEADED TOWARD MCKEE, KENTUCKY, ABOUT 1910. THEY OBSERVED A BRIGHT GLOW ON THE OPPOSITE SIDE OF A RIDGELINE THROUGH CLOUDS. ONE OF THE WITNESS REPORTED THE GLOW LASTED FOR ABOUT 5 SECONDS AND DESCRIBED IT AS SIMILAR TO A SUNRISE. THE OTHER WITNESS REPORTED A LOW CLOUD COVERED THE TOP OF THE RIDGE. NEITHER WITNESS SAW OR HEARD THE HELICOPTER PRIOR TO THE GLOW, NOR WAS ANY SMOKE OBSERVED AFTER THE GLOW. BASED UPON THE WITNESSES' OBSERVATIONS, THE WRECKAGE WAS FOUND ON DECEMBER 5, 2000. THE ACCIDENT OCCURRED DURING THE HOURS OF DARKNESS AT 37 DEGREES, 31.272 NORTH LATITUDE, AND 84 DEGREES, 04.911 MINUTES WEST LONGITUDE. 20001204026679I (-23) INCIDENT INVOLVED TWO A/C ON THE AIRPORT PARKING RAMP. N4134T HAD PULLED INTO ITS PARKING SPOT AND WAS PREPARING TO SHUTDOWN. DURING THIS PHASE BOTH THE INSTRUCTOR AND STUDENT WERE BOTH PRE-OCCUPIED WITH OTHER DUTIES AND THE STUDENT RELEASED BRAKE PRESSURE WHICH CAUSED THE A/C TO MOVE AHEAD APPROX. 9 FEET BEFORE IT WAS STOPPED. A/C N4175V, WAS TAXIING VIA THE TAXIWAY CENTERLINE AND MISJUDGED THE WINGTIP DISTANCE FROM N4134T'S NOSE. THE WINGTIP OF 4175T CONTACTED N4134T'S NOSE CONE. MINOR DAMAGE TO NOSE AND WINGTIP. NO INJURIES. 20001205025259A (-23) THE A/C PERFORMED A NORMAL RUNUP AND TAKEOFF AS REPORTED BY THE PILOT. SHORTLY AFTER TAKEOFF THE PILOT REPORTED TO THE DXR TOWER THAT HE HAD AN ENGINE OUT. THE PILOT REPORTED THE ENGINE SPUTTERED THEN INSTANTLY QUIT. THE PILOT ATTEMPTED TO LAND IN A SOCCER FIELD IN HIS FORWARD DIRECTION OF TRAVEL. HIS RIGHT WING STRUCK THE LEFT SUPPORT OF A GOAL POST CAUSING THE A/C TO TURN RIGHT 90 DEGREES AS IT ENTERED A SWAMP WITH THICK BRUSH WHERE IT INCURRED MAJOR DAMAGE BEFORE COMING TO A STOP APPROX. 75 FEET LATER. THE PILOT AND PASSENGERS EGRESSED THE A/C UNASSISTED. (.4) THE AIRPLANE SAT ON THE RAMP FOR ABOUT 2 1/2 WEEKS WITH THE FUEL TANKS HALF FILLED. OUTSIDE AIR TEMPERATURE HAD DIPPED TO 18 DEGREES FAHRENHEIT THE PREVIOUS NIGHT, AND WAS STILL BELOW FREEZING ABOUT 3 HOURS BEFORE THE ACCIDENT. TEMPERATURE AT THE TIME OF THE ACCIDENT WAS 43 DEGREES FAHRENHEIT. THE PILOT DID NOT CHECK THE FUEL FOR WATER PRIOR TO THE ACCIDENT FLIGHT. AFTER A NORMAL START, RUN-UP, AND TAKEOFF, THE ENGINE FAILED AT 400 TO 500 FEET IN THE AIR, AND THE PILOT MADE A FORCED LANDING. EVIDENCE OF WATER WAS SUBSEQUENTLY FOUND IN A CONTAINER THAT HELD FUEL REMOVED FROM THE AIRPLANE. 20001206021339I (-23) A/C WAS LANDING ON SEA RUNWAY 34L AND WAS DOWN TO 90 KNOTS ON ROLLOUT. PILOTS HEARD A LOUD THUMP AND DISCOVERED THAT THE NOSE WHEELS HAD STRUCK A POTHOLE AND UPLIFTED CEMENT DEBRIS IN THE CENTERLINE OF THE RUNWAY. POTHOLE MEASURED 2.5 FT BY 2.5 FT BY 8 INCHES DEEP. NOSE WHEEL TIRES REMAINED INFLATED AND LEFT NOSE WHEEL WAS DAMAGED REQUIRING REPLACEMENT. 20001206022959A (-23) ON 12-06-00, PILOT MICHAEL D. MURPHY LANDED N5639H, A PA-16 AIRCRAFT AT GLENEDEN BEACH AIRPORT (S45), AND APPLIED BRAKE TOO HARD AND FLIPPED OVER ONTO ITS BACK. 20001206023989I (-23)ON DECEMBER 6, 2000, A SIGNATURE FLIGHT SUPPORT BELTLOADER CAUSED MINOR DAMAGE TO THE DOOR SILL PLATE AND LOWER SKIN UNDER THE AFT CARGO PIT AREA. A ANTENNA WAS ALSO BROKEN. THE THROTTLE CABLE ON THE BELTLOADER STUCK AND WOULD NOT RETURN TO IDLE. SIGNATURE FLIGHT SUPPORT PUT AN OUT OF SERVICE-RED TAG ON THE BELTLOADER AND REPLACED THE THROTTLE CABLE. THEY ALSO INSPECTED ALL MOTORIZED EQUIPMENT ON THE CONTINENTAL RAMP AND FOUND NO OTHER THROTTLE ISSUES. THE SIGNATURE EMPLOYEE COMPLETED A DRUG TEST AS COMPANY POLICY DICTATES AFTER AN INCIDENT. THE RESULTS WERE NEGATIVE AND THE EMPLOYEE RETURNED TO WORK. THE A/C WAS REPAIRED AND RETURNED TO SERVICE. 20001206024809A (-23) ON DECEMBER 6, 2000, A AIRTRACTOR AT-602, N9046D OPERATED BY THRASH AVIATION CRASHED AFTER AN ABORTED TAKEOFF ON A PRIVATE AIRSTRIP IN CLARKSVILLE FL. THE PILOT FREDRICK FINNEY, STATED HE HIT A SOFT PLACE ON THE RUNWAY WHICH REDUCED THE AIRSPEED. HE IMMEDIATELY ABORTED THE TAKEOFF BUT WAS UNABLE TO STOP. THE A/C WENT OFF THE END OF THE RUNWAY INTO THE TREES. (.4) ON DECEMBER 6, 2000, AT ABOUT 0630 EASTERN STANDARD TIME, AN AIR TRACTOR AT-602, N9046D, REGISTERED TO AG PILOTS INC., OPERATED BY THRASH AVIATION AS A 14 CFR PART 137 AERIAL APPLICATION FLIGHT CRASHED ON TAKEOFF FROM A PRIVATE STRIP IN THE VICINITY OF CLARKSVILLE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT REPORTED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THE A/C WAS SLIGHTLY OVERWEIGHT AND ATTEMPTED A TAKEOFF FROMA 1,500-FOOT STRIP. DURING THE TAKEOFF ROLL THE AIRPLANE HIT SOME SOFT DIRT/SAND AND SLOWED DOWN. HE ABORTED THE TAKEOFF, WENT OFF THE END OF THE RUNWAY AND COLLIDED WITH TREES. 20001206025329A (-23) PILOT ON FINAL APPROACH TO RUNWAY 32. OVERSHOT RUNWAY AND CONTACTED TREE BRANCH. DAMAGE TO THE RIGHT WING INBOARD 36 INCHES. IMPACT CAUSED WING TO SEPARATE FROM THE FUSELAGE AT THE WING ROOT. DAMAGE TO SPAR. DAMAGE TO LEFT WING TIP AFTER A/C WAS SPUN AROUND. 20001206028669A (-23)DURING ANIMAL CAPTURE OPERATIONS, A LEAD WEIGHT ATTACHED TO A CAPTURE NET CAME LOOSE AS THE NET WAS FIRED FROM A NETGUN. THE LEAD WEIGHT DAMAGED A MAIN ROTOR BLADE CAUSING SEVERE, VIOLENT VIBRATION. THE PILOT ATTEMPTED TO LAND THE A/C IMMEDIATELY FROM AN ALTITUDE OF APPROX. 10 FEET AGL AND WITH APPROX. 10-15 KNOTS FORWARD AIRSPEED. AFTER CONTACTING THE GROUND, THE A/C SLID FOR APPROX. 10 FEET BEFORE A LOUD "BANG" WAS HEARD AFTER WHICH THE A/C FLIPPED VIOLENTLY ON ITS SIDE AND THEN FLIPPED TO ITS OTHER SIDE. THE "BANG" MAY HAVE BEEN THE FAILURE OF A ROTOR BLADE. THE A/C WAS DESTROYED. THE NET AND NET GUN ARE MANUFACTURED BY THE OPERATOR. 20001206032489A (-23) ATLANTIC SOUTHEAST AIRLINES FLIGHT 4071 AN EMB-120-RT, N504AS HAD JUST LANDED ON RUNWAY 23 AT THE CHARLESTON (YEAGER AIRPORT), WEST VIRGINIA (CRW) WHEREUPON DURING ROLLOUT THE A/C STRUCK TWO (2) DEER. ONE DEER MADE CONTACT WITH THE NOSE LANDING GEAR AND THE OTHER WAS STRUCK BY THE RIGHT HAND PROPELLER. THE IMPACT WITH THE DEER AND THE RIGHT HAND PROPELLER CAUSED ONE PROP TO LOSE ABOUT EIGHT (8) INCHES OF THE TIP. THE LEADING EDGE OF THAT TIP PENETRATED THE FUSELAGE JUST AFT OF FUSELAGE STATION 21 AND BETWEEN STRINGERS 14R AND 15R LEAVING A HOLE EIGHT (8) INCHES LING. THE PROPELLER TIP THAT PENETRATED THE FUSELAGE CAUSED A MINOR INJURY TO A PASSENGER SEATED IN 3C. (.4) ON DECEMBER 6, 2000, AT 2038 EASTERN STANDARD TIME, AN EMBRAER 120RT, N504AS, OPERATING AS ATLANTIC SOUTHEAST AIRWAYS FLIGHT 71, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH DEER DURING LANDING ROLL-OUT AT YEAGER AIRPORT (CRW), CHARLESTON, WEST VIRGINIA. THE 3-PERSON CREW AND 15 PASSENGERS WERE UNINJURED, AND 1 PASSENGER RECEIVED SERIOUS INJURIES. THE ACCIDENT OCCURRED AT NIGHT, DURING VISUAL METEOROLOGICAL CONDITIONS. AN INSTRUMENT FLIGH T RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT, BETWEEN THE WILLIAM B. HARTSFIELD ATLANTA INTERNATIONAL AIRPORT (ATL), ATLANTA, GEORGIA, AND YEAGER AIRPORT. THE SCHEDULED PASSENGER FLIGHT WAS CONDUCTED UNDER 14 CFR PART 121. ACCORDING TO THE CAPTAIN, WITHIN SECONDS OF LANDING ON RUNWAY 23, THE AIRPLANE STRUCK TWO DEER. THE FLIGHT ATTENDANT THEN CONTACTED THE COCKPIT CREW, AND INFORMED THEM THAT THERE WAS AN INJURED PASSENGER. AFTER PARKING AT THE GATE, A WALK-AROUND INSPECTION REVEALED THAT THE TIP OF A PROPELLER BLADE FROM THE NUMBER 2 ENGINE HAD SEPARATED, AND PUNCTURED THE AIRPLANE'S FUSELAGE. WEATHER AT THE TIME OF THE ACCIDENT INCLUDED OVERCAST SKIES AND LIGHT SNOW. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, ONE OF THE DEER WAS HIT BY THE NOSE LANDING GEAR AND THE OTHER WAS HIT BY THE RIGHT ENGINE PROPELLER. THE SEPARATED BLADE TIP WAS ABOUT 4 INCHES LONG AND 3 INCHES WIDE. IT ENTERED THE CABIN JUST AFT OF FRAME 21, BETWEEN STRINGERS 14R AND 15R. THE PASSENGER WAS SITTING IN SEAT 3C. A REVIEW OF THE TOWER AUDIO RECORDING REVEALED THAT AN AIRPORT RUNWAY INSPECTION HAD COMMENCED SHORTLY BEFORE THE ACCIDENT, BUT THAT THE INSPECTION VEHICLE HAD NOT YET REACHED THE AREA WHERE THE ACCIDENT OCCURRED. AN AIRPORT INSPECTION FOLLOWING THE ACCIDENT REVEALED BREACHES IN THE PERIMETER FENCE, IN GULLY AREAS NEAR THE APPROACH END OF RUNWAY 15, AND ABEAM RUNWAY 23, ABOUT 1,300 FEET FROM THE RUNWAY THRESHOLD. ACCORDING TO THE AIRPORT AUTHORITY'S ASSISTANT DIRECTOR, A WILDLIFE INSPECTION PROGRAM WAS IN EFFECT AT THE TIME OF THE ACCIDENT. INSPECTIONS OF AIRPORT SURFACES, INCLUDING THE ONE NOTED IN THE AUDIO RECORDINGS, WERE CONDUCTED TWICE DAILY. HIGHER DEER ACTIVITY WAS TYPICALLY OBSERVED BETWEEN OCTOBER AND JANUARY DUE TO THE MATING SEASON. PERIMETER FENCE MAINTENANCE INSPECTIONS, WHICH WERE CONDUCTED MONTHLY, WERE SCHEDULED TO BE INCREASED DURING UPCOMING FALL AND WINTER SEASONS, DUE IN PART, TO THE HIGHER VOLUME OF DEER AT THAT TIME. A PROGRAM TO CLEAR THE FENCE LINE OF ALL BRUSH AND WEEDS, AND REMOVE ALL TREES AND BRUSH INSIDE THE FENCE, WAS SCHEDULED TO COMMENCE IN THE SPRING OF 2002. THE AIRPORT AUTHORITY WAS ALSO AUTHORIZED TO ELIMINATE DEER AS NEEDED. WHILE THE PROGRAM HAD BEEN CONDUCTED WITHIN THE PERIMETER FENCE FOR OVER 2 YEARS, AS A RESULT OF THE ACCIDENT, IT WAS EXPANDED TO INCLUDE DEER NEAR THE PERIMETER FENCE AS WELL. AT THE TIME OF THE ACCIDENT, A WILDLIFE MANAGEMENT STUDY HAD BEEN APPROVED BY THE FAA. THE YEARLONG STUDY, TO INCLUDE MANAGEMENT PROCEDURES, WAS SCHEDULED TO BEGIN IN AUGUST 2001. 20001206033539A (-23) ON DECEMBER 6, 2000, APPROX. 1230 CST, A TEAM TANGO 2 AMATEUR-BUILT AIRPLANE, N6204D, WAS DESTROYED WHEN IT IMPACTED TERRAIN NEAR DRY CREEK, LA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. THE PRIVATE PILOT, SOLE OCCUPANT, WAS FATALLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE APRT 91 PERSONAL FLIGHT. THE CROSS COUNTRY FLIGHT ORIGINATED FROM GEORGETOWN, TEXAS AT 1135, AND WAS DESTINED FOR GAINESVILLE, FL. THE PILOT WAS NON-INSTRUMENT RATED AND NOT QUALIFIED TO HANDLE THE WEATHER CONDITIONS ON THE DAY OF THE ACCIDENT. ACCORDING TO THE PILOTS FRIENDS, THE PILOT WAS FLYING THE COMPOSITE AIRPLANE TO THE TEAM TANGO BUILDERS CENTER, LOCATED IN GAINESVILLE. THE AIRPLANE WAS CERTIFIED AIRWORTHY BY THE FAA ON OCTOBER 13, 2000. THE PILOT OBTAINED A WEATHER BRIEFING FOR THE FLIGHT AND INDICATED THAT HE PLANNED TO FLY AT 9,500 FEET. THE FAA IIC WHO RESPONDED TO THE ACCIDENT SITE, STATED THAT THE AIRPLANE IMPACTED A CREEK BANK IN A HEAVILY WOODED AREA. THE IIC NOTED THAT NONE OF THE TREES IN THE ACCIDENT AREA APPEARED TO HAVE IMPACT DAMAGE. THE AIRPLANE'S COCKPIT WAS PARTIALLY SUBMERGED IN THE CREEK, AND THE ENGINE AND PROPELLER REMAINED BURIED IN THE CREEK BANK. THE AIRPLANE WAS SHATTEREDAND ITS WRECKAGE ENCOMPASSED A 50 FOOT RADIUS. SUSPECTED WEATHER WAS THE CAUSE OF THE ACCIDENT, BUT COULD NOT BE PROVEN. 20001206036259I (-23) THE PILOT RECEIVED A WEATHER BRIEFING AT A COMPUTER TERMINAL THAT FORECASTED ICING CONDITIONS IN THE CLOUDS. HE THEN PROCEEDED ON AN IFR FLIGHT PLAN IN AN AIRPLANE THAT WAS NOT APPROVED FOR FLIGHT IN ICING CONDITIONS. ENCOUNTERING ICE, HE REQUESTED A HIGHER ALTITUDE, ONLY TO RE-ENCOUNTER ICE SHORTLY THEREAFTER. HE REQUESTED ATC ASSISTANCE IN LOCATING AN AIRPORT TO WHICH HE COULD DIVERT, AND ULTIMATELY RECEIVED A CLEARANCE TO MACON (K89), MISSOURI. THE AIRCRAFT ACCUMULATED SUBSTANTIAL ICE BEFORE REACHING VISUAL METEOROLOGICAL CONDITIONS. THE PILOT MADE A HARD LANDING, BOUNCED, AND EXECUTED A GO-AROUND BEFORE RETURNING FOR A LANDING.^PRIVACY DATA OMITTED^ 20001206041339A (.4) ON DECEMBER 6, 2000, AT ABOUT 0915 EASTERN STANDARD TIME, AN AIR TRACTOR AT-502, N50470, REGISTERED TO A PRIVATE OWNER, OPERATED BY SOUTH FLORIDA CROP CARE AS A 14 CFR PART 137 AERIAL APPLICATION FLIGHT EXPERIENCED AN IN-FLIGHT COLLISION WITH A WIRE DURING AN AERIAL APPLICATION SWATH RUN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT REPORTED NO INJURIES. THE FLIGHT ORIGINATED FROM BELLE GLADE STATE AIRPORT, BELLE GLADE, FLORIDA, ABOUT 30 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED HE HAD MADE AN AERIAL APPLICATION SWATH RUN TO WEST, TURNED EAST AND COLLIDED WITH WIRES. HE FURTHER STATED HE HAD SPRAYED IN THE AREA BEFORE AND PICKED OUT THE WRONG WIRES RESULTING IN THE IN-FLIGHT COLLISION WITH THE WIRES. HE IMMEDIATELY EXPERIENCED A CONTROL PROBLEM AND WAS GOING TO MAKE A FORCED LANDING TO A HIGHWAY, BUT ELECTED NOT TO DO SO DUE TO TRAFFIC. HE APPROACHED BELLE GLADE STATE AIRPORT FROM THE NORTH AND WAS PLANNING ON MAKING A RIGHT TURN TO RUNWAY 27. HE HAD TO USE FULL LEFT AILERON TO PREVENT THE AIRPLANE FROM ROLLING. ON TOUCHDOWN, THE AIRPLANE STARTED AN UNCOMMANDED TURN TO THE RIGHT, DEPARTED THE RUNWAY, SKIPPED A DITCH INTO A CANE FIELD, AND SPUN AROUND 180 DEGREES BEFORE COMING TO A COMPLETE STOP. (-23)WHILE MAKING A REPOSITION TURN, PILOT PICKED WRONG SET OF POLES TO JUDGE HEIGHT AND STRUCK WIRE. AIRCRAFT WAS FLOWN BACK TO BELLE GLADE AIRPORT. LANDING WAS MADE ON RUNWAY 27. PILOT LOST CONTROL DURING THE ROLLOUT DUE TO THE WING DAMAGE. THE AIRCRAFT CAME TO A STOP IN A SUGAR CANE FIELD WITH ADDITIONAL DAMAGE TO THE AIRCRAFT WING LEADING EDGES. WIRE STRIKE CAUSED DAMAGE TO THE PROP AND RIGHT WING. 20001207021529A (-23) WHILE PERFORMING A PINNACLE APPROACH PROCEDURE INTO AN UNIMPROVED SITE, THE RIGHT FRONT PORTION OF THE HELICOPTERS SKID COLLIDED WITH A LARGE ROCK. THIS OCCURRED WHILE SOME FORWARD FLIGHT WAS STILL IN PROGRESS; SUBSEQUENTLY CAUSING A BUCKELING FORCE, AND MAJOR/SUBSTANTIAL BUCKELING TO THE TAILBOOM ASSEMBLY. 20001207028849I (-23) DURING AFTER LANDING ROLLOUT, ALL LANDING GEAR COLLAPSED CAUSING DAMAGE TO ALL LANDING GEAR DOORS AND THE RADOME. DAMAGE IS CONSISTANT WITH LANDING GEAR MOVEMENT TO THE UP POSITION THROUGH ACTIVATION OF THE LANDING GEAR CONTROL SWITCH AND APPEARS TO BE PILOT INDUCED. NO MALFUNCTION WAS FOUND WITH THE LANDING GEAR SYSTEM. 20001207028909I (-23) HARD LANDING DURING TOUCH AND GOS TO RUNWAY 15, RESULTING IN MINOR DAMAGE TO PROP TIPS AND NOSE WHEEL FORK. WINDS WERE CALM. 20001207037849I (-23) ON 12/07/00 AMERICAN EAGLES AIRLINES FLIGHT 4537 HAD A LOW OIL PRESSURE WARNING ON THE NUMBER 1 ENGINE WHILE AT FL12 THIRTY MILES OUT FROM RICHMOND INTERNATIONAL AIRPORT. THE FLIGHT CREW FOLLOWED QUICK REFERENCE HANDBOOK PROCEDURES AND PERFORMED A PRECAUTIONARY OF THE NUMBER 1 ENGINE AND LANDED UNEVENTFULLY ON RUNWAY 34 AND TAXIED TO THE RAMP. AMERICAN EAGLE AIRLINESMAINTENANCE PERSONNEL DETERMINED THAT THE ENGINE STARTER FAILED. THE STARTED DRIVE SHAFT SHEARED AND DAMAGED THE ACCESSORY OIL SEAL ALLOWING THE ENGINE OIL TO BE PUMPED OUT OF THE ENGINE. THE STARTED AND OIL SEAL WERE REPLACED. 20001208023029A (-23) ON DECEMBER 8, 2000, AT APPROXIMATELY 16:55 MOUNTAIN STANDARD TIME, A PIPER MODEL PA-24-250, N8245P, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT IMPACTED MOUNTAINOUS TERRAIN APPROXIMATELY 4 MILES SOUTHEAST OF ANTIMONY, UTAH. THE PRIVATE PILOT AND HIS PASSENGER SUSTAINED FATAL INJURIES. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA AT THE OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FIELD FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER 14 TITLE CFR PART 91. THE FLIGHT ORIGINATED AT PROVO, UTAH (PVU) AT APPROXIMATELY 1535. NATIONAL WEATHER SERVICE METAR READINGS FORM BRYCE CANYON (KBCE) ON THE DAY OF THE ACCIDENT INDICATED A WEATHER SYSTEM MOVING THROUGH THE AREA AT THE SAME TIME AS THE AIRCRAFT PASSAGE. THUNDERSTORMS, SNOW, AND DROPPING TEMPERATURE/DEWPOINT WERE ALSO REPORTED AT THE APPROXIMATE TIME AND IN THE VICINITY OF THE ACCIDENT. 20001208024379I (-23) ATTACHED NARRATIVE 20001208026889A (-23) WAS TESTING AND CALIBRATING NEW FUEL SENDER. FUEL SIPHONED OUT THRU GAS CAP, RAN OUT OF FUEL. FLIPPED OVER WHILE LANDING IN SNOW. 20001208028739A (-23) AT 1240 ON 12/08/00 THE PILOT TOOK OFF FROM SALT LAKE CITY AIRPORT #2 ON RUNWAY 16. AFTER BECOMING AIRBORNE THE A/C WAS UNABLE TO GAIN ALTITUDE. THE A/C STRUCK THE FACIA OF A COMMERCIAL BUILDING, TRAVELED ACROSS A STREET, STRUCK POWER LINES AND THEN HIT THE GROUND IN THE MIDDLE OF A VACANT FIELD. THE COLLISION WITH THE POWER LINES DISLODGED THE A/C LANDING GEAR. THE COLLISION WITH THE GROUND WAS IN A LEFT WING LOW, NOSE DOWN, UPRIGHT POSITION. THE GROUND IMPACT TORE LOOSE THE A/C ENGINE AND FUEL TANK. THERE WAS NO POST CRASH FIRE. INVESTIGATION REVEALED EXCESSIVE CARBON BUILDUP IN THE ENGINE EXHAUST'S SYSTEM DUE TO AN EXCESSIVELY RICH FUEL MIXTURE POSSIBLY DUE TO: 1) CARBURETOR ICING (TEMP 4, DEWPOINT -1). THE PILOT APPLIED CARBURETOR HEAT JUST BEFORE IMPACT-TOO LATE TO HAVE AN EFFECT IF ICING WAS PRESENT. 2) THE FIXED-PITCH PROPELLER SPECIFIED IN THE A/C MANUFACTURING PLANS WAS SUBSTITUTED BY A GROUND ADJUSTABLE PROPELLER. THE PROPELLER BLADE ANGLE MAY NOT HAVE BEEN ADJUSTED TO PROVIDE ADEQUATE ENGINE RPM AND POWER FOR TAKEOFF AND CLIMB PHASES OF FLIGHT. 20001208030589I (-23)ALL THREE CREW MEMBERS WERE GIVEN REEXAMINATIONS OF THEIR PILOT CERTIFICATES ON 12-21-00 BY THE PRINCIPAL OPERATIONS INSPECTOR FOR AIR TRANSPORT, INTL' INSPECTOR^PRIVACY D^OF THE LITTLE ROCK FSDO. ANY FURTHER ACTION AGAINST THE CREW MEMBERS, IF WARRANTED, WILL BE INITIATED BY INSPECTOR^PRIVAC^. 20001208031019I (-23) SCHEDULED CARGO FLIGHT IAW 14 CFR 135. WHILE BEING VECTORED FOR ILS32, PILOT CANCELLED IFR APPROX 8 NM FROM AIRPORT, LANDED ON 6500 FT RUNWAY WITH POOR BRAKING AND WENT APPROX. 150 FEET OF FAR (DEPARTURE) END OF RUNWAY. WX REPORTED 3/4 SM-SN BR BY ASOS, CLASS E AIRSPACE BEGINS AT SURFACE 5 SM. FROM AIRPORT. 20001209021489I (-23)ON DECEMBER 9, 2000, AT 2225E, B727, S/N 22934 REGISTERED AS N212FE, AND OPERATING AS FDEA FLIGHT #2276 LANDED AT "PIT" AFTER REPORTING A CRACKED WINDSHIELD. THE A/C LANDED AND RETURNED TO THE GATE WITHOUT INCIDENT. THE CREW REPORTED THAT DURING DESCENT, THE CO-PILOT'S SIDE OF THE WINDSHIELD ARCED AND CRACKED. MAINTENANCE REPLACED THE WINDSHIELD AND RETURNED THE A/C TO SERVICE. INVESTIGATION PER DESK AUDIT AND CLOSED. 20001209021979I (-23) PILOT LANDED RUNWAY 18R AND MISSED THE TAXIWAY TURN AT "D7". DAMAGE CONTAINED TO BOTH PROPELLERS AND LANDING GEAR DOORS. 20001209022089I (-23)SEE ATTACHMENT 20001209022999A (-23) A/C CESSNA CE-TR182, REGISTRATION NUMBER N739HB DEPARTED NAPA (APC), UNDER AN IFR FLIGHT PLAN, ENROUTE TO PETALUMA (069), AT APPROX. 1916 LCL. OAKLAND CENTER (OAK CNTR) INSTRUCTED THE PILOT TO CROSS SKAGGS ISLAND VOR (SGD) AT THREE THOUSAND, AND CLEARED THE A/C FOR VOR DME RUNWAY 29 APPROACH TO PETALUMA, AS REQUESTED. RADAR CONTACT AND RADIO COMMUNICATIONS WERE EVIDENCED UNTIL APPROX. 1923 LCL, AT WHICH TIME OAK CNTR ADVISED THE A/C THAT THERE WAS NO OBSERVED TRAFFIC IN THE VICINITY, AND RADAR SERVICE WAS TERMINATED. A/C WAS INSTRUCTED TO REPORT CANCELLATION OF IFR CLEARANCE, TO WHICH THE PILOT ACKNOWLEDGED. COMMUNICATION WAS LOST AT APPROX. 1928 LCL. A/C IMPACTED RISING TERRAIN BELOW THE RIDGE-TOP OF 1250' MSL, AT 1000' MSL, (LAT. 38 16'.34; LONG. 123 35'.05). THE A/C IMPACTED IN A STRAIGHT AND LEVEL CONFIGURATION, AT RELATIVELY SLOW FLIGHT. A/C WAS FOUND 9.4 MILES FROM THE SKAGGS ISLAND VOR, ON THE 291 RADIAL. THE PILOT SUSTAINED FATAL INJURIES. 20001209023859A (-23) AT APPROX. 1800 CST ON DECEMBER 09, 2000, MR. DANIEL ARTHUR BUHR, HOLDER OF COMMERCIAL AIRMAN CERTIFICATE NO. 481948211, WAS THE PILOT IN COMMAND OF A VARIEZE, N64592. MR. BUHR EXPERIENCED AN UNCOMMANDED LEFT ROLL WHILE LEVELING THE WINGS FROM A TURN TO CROSSWIND WHICH FULL OPPOSITE CONTROL WOULD NOT OVERCOME. COMPLETE POWER REDUCTION IMPROVED THE SCENARIO BUT GROUND CONTACT WAS MADE PRIOR TO A WINGS LEVEL CONFIGURATION. ON THE SCENE INVESTIGATION REVEALED THAT THE LEFT RUDDER CONTROL CABLE EYE MAY HAVE HOOKED ITSELF BEHIND THE RUDDER CONTROL ARM AND CAUSED THE RUDDER TO REMAIN EXTENDED. PAINT WAS MISSING FROM THE REAR EDGE OF THE RUDDER CONTROL ARM AND A MANUAL MOVEMENT OF THE RUDDER AGAINST THE CENTERING SPRING WOULD RESULT IN THE CABLE EYE HOOKING ITSELF BEHIND THE RUDDER CONTROL ARM. THE FLIGHT WAS NIGHT VFR WITH NO FLIGHT PLAN FILED. MR. BUHR WAS TREATED AND RELEASED FROM THE HOSPITAL WITH ONLY MINOR CUTS AND BRUISES. (.4) ON DECEMBER 9, 2000, AT 1800 CENTRAL STANDARD TIME, AN EVANS VARIEZE HOMEBUILT EXPERIMENTAL AIRPLANE, N64592, WAS DESTROYED WHEN IT IMPACTED TERRAIN FOLLOWING A LOSS OF CONTROL DURING THE INITIAL TAKEOFF CLIMB AT THE T. P. MCCAMBELL AIRPORT, NEAR INGLESIDE, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE COMMERCIAL PILOT, SOLE OCCUPANT, RECEIVED MINOR INJURIES. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT ORIGINATED FROM THE CORPUS CHRISTI INTERNATIONAL AIRPORT, CORPUS CHRISTI, TEXAS, AT AN UNKNOWN TIME. THE PILOT REPORTED TO LOCAL AUTHORITIES AND THE FAA INSPECTOR WHO RESPONDED TO THE SITE, THAT WHILE IN THE TRAFFIC PATTERN, DURING THE TURN FROM UPWIND TO CROSSWIND, FULL OPPOSITE RUDDER WOULD NOT OVERCOME AN UNCOMMANDED ROLL TO THE LEFT, WHICH CONTINUED UNTIL THE LEFT WING STRUCK THE GROUND. THE AIRPLANE CAME TO REST IN BRUSHY TERRAIN, APPROXIMATELY 100 YARDS EAST OF RUNWAY 13. THE FAA INSPECTOR EXAMINED THE AIRCRAFT AND FOUND EXTENSIVE STRUCTURAL DAMAGE THROUGHOUT THE AIRPLANE. HE ESTABLISHED FLIGHT CONTROL CONTINUITY WITH ALL LINKAGES, PUSH/PULL RODS, AND BELLCRANKS. HE OBSERVED THAT PAINT WAS MISSING FROM THE REAR EDGE OF THE RUDDER CONTROL ARM, AND MANUAL MOVEMENT OF THE RUDDER AGAINST THE CENTERING SPRING RESULTED IN THE CABLE EYE HOOKING ITSELF BEHIND THE RUDD ER CONTROL ARM. THE LAST CONDITION INSPECTION WAS PERFORMED ON SEPTEMBER 8, 2000, AT A TOTAL AIRFRAME TIME OF 2,173.6 HOURS. THE PILOT ESTIMATED THAT THE AIRPLANE HAD ACCUMULATED 26 HOURS OF FLIGHT TIME SINCE THE LAST CONDITION INSPECTION. NUMEROUS ATTEMPTS TO OBTAIN A COMPLETED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2) FROM THE PILOT WERE UNSUCCESSFUL. 20001209029549I (-23)FIRST FLIGHT FOLLOWING MAJOR OVERHAUL. AFTER THREE GROUND RUNS OF ENGINE AND 5 OR 6 MINTUES INTO THE FLIGHT PILOT EXPERIENCED SUDDEN ENGINE SHUDDER, A NOTICEABLE REDUCTION IN POWER AND REDUCTION IN OIL PRESSURE. SWITCHING FUEL TANKS HAD NO EFFECT TO POWER OUTPUT, NOR DID CHANGES IN THROTTLE. PILOT LANDED AIRCRAFT ON ROAD SAFELY. SUBSEQUENT INSPECTION REVEALED #1 CYLINDER WITH NO COMPRESSION AND PISTON STATIONARY. METAL CONTAMINATION IN SUMP INCLUDING #1 CONNECTING ROD WITH REMAINS OF ROD-CAP. PISTON BROKEN AT PIN-BOSS. ROD NUT SPLIT AND ROD BOLT 643112 BROKEN. 20001209030799I (-23) WINDSHIELD ICED OVER, PILOT RAN OFF RUNWAY AND HIT THE RUNWAY LIGHT. COUNSELING CONDUCTED BY MINNEAPOLIS SPM. 20001209031529I (-23) ON APPROACH AT WENDOVER, UT AIRPORT THE PILOT NOTICED A FLICKERING DOWN/LOCK LIGHT FOR THE A/C RIGH MAIN LANDING GEAR AFTER THE LANDING GEAR WAS EXTENDED. THE PILOT RECYCLED THE GEAR AND GOT A STEADY GREEN LIGHT INDICATING THE LANDING GEAR WAS DOWN AND LOCKED. DURING THE LANDING ROLLOUT THE RIGHT MAIN LANDING GEAR COLLAPSED. THE A/C SUFFERED MINOR DAMAGE. THE RIGHT GEAR COLLAPSED BECAUSE THE DOWNLOCK OVERCENTER LINK WAS OUT OF ADJUSTMENT CAUSING INADEQUATE OVERCENTER FORCE. ROD END BEARING, P/N HM-6M, FOR THE SIDE STRUT LINK ASSEMBLY WAS BROKEN AFTER THE LANDING GEAR COLLAPSED. THE BROKEN ROD END WAS WELDED BACK TOGETHER IN ORDER TO MOVE THE A/C FROM THE ACTIVE RUNWAY. 20001209040119I (-23)PILOT-IN-COMMAND (PIC) HAD LANDED THIS AIRCRAFT ON RWY 26. THE PIC LOST CONTROL OF THE AIRCRAFT STRIKING THE PROPELLER AND RIGHT OUTBOARD WINGTIP STRUCK THE GROUND. 20001209040549A (.4)ON DECEMBER 9, 2000, ABOUT 1300 EASTERN STANDARD TIME, A CESSNA 172M, N80854, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE MONTGOMERY COUNTY AIRPORT (IOB), MOUNT STERLING, KENTUCKY. THE CERTIFICATED STUDENT PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE STUDENT PILOT DEPARTED IOB SOLO ABOUT 1230, TO PRACTICE TAKEOFFS AND LANDINGS. THE STUDENT PILOT STATED THAT WHILE LANDING ON RUNWAY 03, IN THE FLARE, "...THE PLANE BALLOONED AND I DID NOT CORRECT FOR IT." HE ADDED THAT THE NOSE GEAR STRUCK THE RUNWAY, AND THE AIRPLANE "PORPOISED." THE AIRPLANE THEN TRAVELED OFF THE LEFT SIDE OF THE RUNWAY. THE NOSE GEAR DUG INTO THE GRASS, AND THE AIRPLANE CAME TO REST INVERTED. THE STUDENT PILOT REPORTED THAT HE HAD APPROXIMATELY 56 HOURS OF TOTAL FLIGHT EXPERIENCE; OF WHICH, ABOUT 20 HOURS WERE SOLO EXPERIENCE. THE REPORTED WINDS AT IOB, AT 1245, WERE 090 DEGREES AT 6 KNOTS. (-23)STUDENT PILOT FAILED EXECUTE NECESSARY CONTROL DURING SOLO LANDING PRACTICE. HE STRUCK THE RUNWAY, PROPOISED AND FLIPPED OVER. 20001209041629A (-23) PILOT LANDED SHORT OF RUNWAY 36 AT SEMINOLE LAKE GLIDERPORT (6FL0) AND HIT TREES. 20001210021289I (-23)THE PILOT STATED THAT ENROUTE FROM COLUMBIA, OHIO TO CAMBRIDGE, OHIO, THE CLOUDS AND VISIBILITY BEGAN TO LOWER. HE THEN TURNED SOUTH TO LOCATE THE INTERSTATE HIGHWAY AND FOLLOW IT TO CAMBRIDGE. UPON REACHING THE INTERSTATE 70, HE WAS DOWN TO 1600 FEET MSL (400 AGL) WITH SCATTERED CLOUDS BELOW. AT THIS POINT, HE DECIDED TO MAKE A PRECAUTIONARY LANDING ON THE INTERSTATE HIGHWAY. 20001210021379I (-23)ON DECEMBER 10, 2000, AT APPROX. 2130 CDT, VANGUARD AIRLINES FLIGHT VGD625, A BOEING 737, N122NJ, LEFT KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MO. (MCI), AND RETURNED TO MCI DUE TO LOW FUEL FLOW INDICATION ON #2 FUEL QUANTITY GAUGE ON DEFERRAL. DEFECTIVE FUEL FLOW INDICATOR WAS REPLACED AND 1/C RETURNED TO SERVICE. WITH THIS REPORT, INCIDENT #CE05001IAC015 IS CONSIDERED CLOSED. 20001210022569I (-23) CASPER TOWER OBSERVED AN AIRCRAFT ON A 1200 TRANSPONDER CODE IN IFR WEATHER SOUTHEAST OF CASPER, WYOMING, AND MADE CONTACT WITH THE PILOT. HE ACCEPTED VECTORS TO THE AIRPORT, BUT BECAUSE OF A ROUGH RUNNING ENGINE, HE COULD NOT MAINTAIN ALTITUDE AND LANDED IN A FIELD 2 MILES NORTH OF THE AIRPORT. NO DAMAGE WAS INCURRED. A GROUND CREW ASSISTED HIM PRIOR TO DEPARTURE FROM THE EMERGENCY LANDING FIELD. THE PILOT RECEIVED CLEARANCE FROM THE TOWER AND LANDED AT CASPER AIRPORT. 20001210022909A (-23) ON 12/10/00 AT 1400 HOURS, WHILE LIFTING THE HELICOPTER OFF GROUND, WITH A LITTLE LEFT CYCLIC TO MOVE AWAY FROM BUILDING, A GUST OF WIND TURNED THE TAIL TO THE LEFT AND PUSHING DOWN MORE ON THE LEFT GEAR. PILOT COULD NOT GET THE A/C UP IN TIME TO KEEP IT FROM ROLLING OVER. (.19) ON DECEMBER 10, 2000, ABOUT 1400 PACIFIC STANDARD TIME, A KAMAN K-1200, N317KA, SUSTAINED SUBSTANTIAL DAMAGE SUBSEQUENT OT A DYNAMIC ROLLOVER WHILE MANEUVERING AT THE PRINEVILLE AIRPORT (S39), PRINEVILLE, OREGON. THE HELICOPTER IS REGISTERED TO AIRCRAFT INTERESTS, INC, AND OPERATED BY GRIZZLY MOUNTAIN AVIATION OF PRINEVILLE, OREGON. THE HELICOPTER WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) POSITIONING FLIGHT UNDER TITLE 14 CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE COMMERCIAL PILOT, THE SOLE OCCUPANT OF THE HELICOPTER, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THERE WAS NO FIRE AND NO REPORT OF EST ACTIVATION. THE PILOT REPORTED THAT WHILE MANEUVERING FOR DEPARTURE, THE HELICOPTER BEGAN TO DRIFT TO THE LEFT. WHILE ATTEMPTING TO CORRECT THE SITUATION, THE HELICOPTER'S LEFT MAIN LANDING GEAR STRUT COLLAPSED AND THE HELICOPTER S UBSEQUENTLY ROLLED OVER. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAAGE TO THE FUSELAGE, TAIL BOOM AND ROTOR BLADES. THE 1356 METAR OBSERVATION AT REDMOND, OREGON (11 MILES SOUTHWEST OF THE ACCIDENT LOCATION) REPORTED WINDS FROM 310 DEGREES AT 17 KNOSTS GUSTING TO 21 KNOTS. THE PILOT REPORTED THAT THERE WERE NO PREACCIDENT MECHANICAL FAILURES THAT CONTRIBUTED TO THE ACCIDENT. 20001210022949A (-23) N411MJ LANDED AT INDIAN KEY ISLAND DUE TO INCLEMENT WEATHER. AFTER 2 HOURS OF WAITING, PILOT CONTACTED MIAMI INTERNATIONAL FLIGHT SERVICE STATION TO REQUEST A WEATHER BRIEFING, HE WAS ADVISED THAT VISUAL FLIGHT RULES (VFR) FLIGHT WAS NOT RECOMMENDED, PILOT ELECTED TO TAKE OFF TO REPOSITION HELICOPTER TO MAIN LAND. UPON REACHING MAIN ROAD,PILOT GOT CONCERNED WITH WIRES AND DECIDED TO RETURN TO INDIAN KEY ISLAND. HE AGAIN ENCOUNTERED BAD WEATHER, BECAME DISORIENTED, LOSING CONTROL OF HELICOPTER, CRASHING IT INTO THE WATER. A/C WAS TOTALLY DESTROYED, INSTRUCTOR PILOT AND STUDENT RECEIVED MINOR INJURIES. (.4)ON DECEMBER 10, 2000, AT ABOUT 1903 EASTERN STANDARD TIME, A ROBINSON R22, N411MJ, REGISTERED TO FOURTH MILLENNIUM ENTERPRISES INC., OPERATED BY VOLAR HELICOPTERS INC., AS A 14 CFR PART 91 INSTRUCTIONAL FLIGHT CRASHED INTO THE ATLANTIC OCEAN ABOUT 100 YARDS OFFSHORE OF MARATHON, FLORIDA. THE PILOT REPORTED INSTRUMENT METEOROLOGICAL CONDITIONS, AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS DESTROYED. THE COMMERCIAL PILOT FLIGHT INSTRUCTOR (CFI) AND STUDENT PILOT REPORTED MINOR INJURIES. THE FLIGHT ORIGINATED FROM INDIAN KEY ISLAND ABOUT 18 MINUTES BEFORE THE ACCIDENT. THE CFI STATED HE DEPARTED KEY WEST, FLORIDA, AT ABOUT 1530, FOLLOWING ANOTHER ROBINSON R44 HELICOPTER. NO WEATHER BRIEFING WAS OBTAINED BEFORE DEPARTING ON THE VFR FLIGHT TO FORT LAUDERDALE EXECUTIVE AIRPORT. HE WAS SOUTHWEST OF ISLAMORA, FLORIDA, WHEN THEY ENCOUNTERED INSTRUMENT FLIGHT CONDITIONS DUE TO REDUCED VISIBILITY FROM RAIN SHOWERS. HE LOST SIGHT OF THE R44 AND MADE A 360-DEGREE TURN FOR SPACING AND NOTIFIED THE OTHER PILOT OF HIS ACTIONS. HE THEN CONTINUED FLYING UP HIGHWAY US 1 UNTIL HE REALIZED HE WAS GOING TO LOSE TOTAL VISIBILITY. HE MADE A LEFT 180-DEGREE TURN TOWARDS CLEAR SKIES BEFORE TURNING BACK TO THE EAST, WHILE THE R44 PILOT LANDED. HE OBSERVED INDIAN KEY ISLAND, FLEW OUT TO IT AND LANDED AT ABOUT 1630, WITH THE INTENTIONS OF WAITING THE WEATHER OUT. HE CALLED MIAMI AUTOMATED FLIGHT SERVICE STATION AND RECEIVED A STANDARD WEATHER BRIEFING AT ABOUT 1743. THE FORECASTER INFORMED HIM THAT VFR FLIGHT WAS NOT RECOMMENDED DUE TO A LINE OF THUNDERSTORMS BEING PRESENT ALONG HIS PLANNED ROUTE OF FLIGHT AND A CONVECTIVE SIGMET THAT WAS CURRENT. HE CALLED HIS EMPLOYER A SHORT TIME LATER AND INFORMED HIM THAT HE HAD HAD MADE AN OFF SITE LANDING DUE TO WEATHER. HIS EMPLOYER TOLD HIM NOT TO TAKE ANY CHANCES AND TO REMAIN THERE OVER NIGHT IF NECESSARY. THE WEATHER IMPROVED AND HE DEPARTED THE ISLAND AT ABOUT 1845. HE FLEW OVER TO US 1 AND ENCOUNTERED INSTRUMENT CONDITIONS. HE REVERSED HIS COURSE TOWARDS INDIAN KEY ISLAND, LOST DIRECTIONAL CONTROL OF THE HELICOPTER DUE TO SPATIAL DISORIENTATION AND THE HELICOPTER COLLIDED WITH THE OCEAN. 20001210026599I (-23) ON DECEMBER 10, 2000, AT APPROX. 2335 CDT, SOUTHWEST AIRLINES FLIGHT 738, A BOEING 737, N645SW, LEFT THE GATE AT KANSAS CITY INTERNATIONAL AIRPORT (MCI). AT APPROX 2145 CDT, THE PILOT RADIOED THAT HE HAD THE RIGHT MAIN OFF THE TAXIWAY. THE PASSENGERS WERE DEPLANED. PLANE WAS REMOVED AND CHECKED BY SOUTHWEST MECHANIC, WHO RETURNED THE A/C TO SERVICE. WITH THIS REPORT, INCIDENT #CE05001IAC016 IS CONSIDERED CLOSED. 20001210032619A (-23) THE A/C WAS LOST FROM RADAR AT ABOUT 4:48 AM CST. A SEARCH WAS STARTED BY NORMAN POLICE DEPT. AND OU POLICE DEPT. AT ABOUT 5:20 AM. THE A/C WAS FOUND AT 11:04 AM BY TWO EMPLOYEES OF AIRMAN FLIGHT SCHOOL INC., IN A FIELD SOUTHWEST OF THE INTERSECTION OF W TECUMSEH RD AND 12RH AVE NW IN NORMAN, OF. THIS IS ABOUT ONE MILE NORTHEAST OF THE MAX WESTHEIMER AIRPORT. THE A/C WAS FOUND ON ITS BELLY, MOSTLY INTACT BETWEEN SOME SMALL TREES WITH THE NOSE POINTED ON A HEADING OF ABOUT 330 DEGREES. THE NOSE OF THE A/C WAS BROKEN AT THE PRESSURE BULKHEAD ABOUT 60 PERCENT AROUND ITS CIRCUNFERENCE. THE TAIL WAS BROKEN AT THE REAR PRESSURE BULKHEAD ABOUT 75 PERCENT OF ITS CIRCUMFERENCE. THE LANDING GEAR WAS DOWN WITH THE MAIN STRUTS PROTRUDING THROUGH THE TOP OF THE NACELLES. THE FUEL TANKS WERE DAMAGED AND THERE WAS A LARGE PUDDLE OF FUEL BEHIND THE RIGHT WING AND THE GROUND WAS DAMP WITH FUEL BEHIND THE LEFT WING. THREE BLADED PROPELLERS WERE INSTALLED WITH THE LOWER BLADES OF EACH PROP BENT TO THE REAR. THE TREES THAT THE A/C WAS BETWEEN HAD BRANCHES THAT APPEARED TO BE CUT BY THE PROPELLERS. (.4) ACCORDING TO AIR TRAFFIC CONTROL COMMUNICATION AND RADAR DATA, THE FLIGHT WAS VFR OVER THE TOP, APPROXIMATELY 7,900 FEET, AND REQUESTED AN IFR CLEARANCE TO THE DESTINATION AIRPORT. THE FLIGHT WAS ISSUED AN IFR CLEARANCE AND, SUBSEQUENTLY, WAS CLEARED FOR THE LOCALIZER RUNWAY 3 APPROACH. RADAR DATA INDICATES THAT THE AIRPLANE INTERCEPTED THE LOCALIZER AND BEGAN TRACKING INBOUND. ONCE THE AIRPLANE REACHED THE FINAL APPROACH FIX, THE AIRPLANE ENTERED A SHALLOW DESCENT, BUT DID NOT REACH THE MDA UNTIL AFTER PASSING THE MISSED APPROACH POINT (MAP). THE AIRPLANE FLEW PAST THE MAP, CONTINUED TO DESCEND AND OVER FLEW THE RUNWAY. THE FINAL RADAR RETURN WAS CAPTURED AT 1,200 FEET AND ONE MILE NORTHEAST OF THE AIRPORT, WHERE THE AIRPLANE WAS LATER LOCATED. THE WEATHER OBSERVATION FACILITY LOCATED AT THE AIRPORT REPORTED THAT, 11 MINUTES BEFORE THE ACCIDENT, THE WINDS WERE FROM 140 DEGREES AT 6 KNOTS, CEILING 200 FEET OVERCAST, VISIBILITY 1/4 MILES IN FOG, TEMPERATURE 45 DEGREES FAHRENHEIT AND DEW POINT 45 DEGREES FAHRENHEIT. A PERSON WHO WAS AT THE AIRPORT AT THE TIME OF THE ACCIDENT REPORTED THAT THE "CLOUDS WERE LOW AND VISIBILITY WAS POOR." TOXICOLOGICAL TESTING PERFORMED ON THE PILOTBY THE FAA'S CIVIL AEROMEDICAL INSTITUTE, OKLAHOMA CITY, OKLAHOMA, REVEALED THE FOLLOWING: 0.121 (UG/ML, UG/G) AMPHETAMINE DETECTED IN BLOOD, 0.419 (UG/ML, UG/G) AMPHETAMINE DETECTED IN LIVER, AMPHETAMINE DETECTED IN KIDNEY, 4.595 (UG/ML, UG/G) METHAMPHETAMINE DETECTED IN BLOOD, 5.34 (UG/ML, UG/G) METHAMPHETAMINE DETECTED IN LIVER, 3.715 (UG/ML, UG/G) METHAMPHETAMINE DETECTED IN KIDNEY, PSEUDOEPHEDRINE PRESENT IN BLOOD, AND PSEUDOEPHEDRINE PRESENT IN LIVER. THE AIRFRAME AND ENGINES WERE EXAMINED AND NO ANOMALIES WERE DISCOVERED THAT WOULD HAVE EFFECTED OPERATION OF THE FLIGHT. 20001210038149I (-23) THIS AIRCRAFT DEPARTED EWR AND SHORTLY AFTER TAKEOFF THE CREW HEARD A LOUD BANG AND ALL #3 ENGINE INSTRUMENTS ROLLED BACK TO ZERO. THE #3 ENGINEWAS SHUT DOWN THE FLIGHT RETURNED TO EWR AND LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE ENGINE HAD AN INTERNAL FAILURE IN THE AFT SECTION BUT AN EXACT REASON FOR THE FAILURE HAS NOT BEEN DETERMINED. THE #3 ENGINE WAS REMOVED AND REPLACED. LOGPAGE C741567 S/N OF ENGINE 687375 ENGINE LAST OVERHAUL WAS 1997. 20001211024939I (-23)ON DECEMBER 11, 2000,^PRIVACY DATA OMITTED^ A CERTIFIED FLIGHT INSTRUCTOR WAS INSTRUCTING^PRIVACY DATA ^TO ACQUIRE A MULTIENGINE RATING.^PRIVACY DAT^WAS INSTRUCTING^PRIVACY ^ON EMERGENCY PROCEDURES IN THE PATTERN AT RIVERSIDE AIRPORT, RIVERSIDE, CA., AND HAD MADE ONE LANDING WITHOUT INCIDENT. AFTER THE SECOND DEPARTURE ON DOWNWIND^PRIVACY DAT^SIMULATED A LEFT ENGINE FAILURE.^PRIVACY D^PERFORMED THE EMERGENCY PROCEDURES CORRECTLY, WHICH INCLUDED RETRACTING THE FLAPS AND LANDING GEAR. THE TOWER HAD GIVEN PERMISSION TO LAND AND ASKED FOR A SHORT FINAL APPROACH.^PRIVACY DAT^STATED SHE TALKED HIM THROUGH THE SHORT APPROACH PROCEDURES UNTIL HE WAS ESTABLISHED ON FINAL. ON FINAL NEITHER^PRIVACY DAT^NOR^PRIVACY D^VERIFIED THE LANDING GEAR WAS IN THE DOWN AND LOCKED POSITION, AND LANDED ON RUNWAY 090 WITH THE GEAR RETRACTED. THE A/C RECEIVED MINOR DAMAGE,^PRIVACY DAT^AND^PRIVACY D^WAS NOT INJURED. 20001211025069I (-23)ON DECEMBER 11, 2000, AT APPROXIMATELY 1324 CDT, SOUTHWEST AIRLINES FLIGHT 510, A BOEING 737-700, N714CB, FROM MDW, SLID OFF THE TAXIWAY AT THE INTERSECTION OF KILO AND FOXTROT. NOSE WHEEL WAS OFF THE RUNWAY. PASSENGERS WERE REOMOVED AND BUSSED TO TERMINAL. AIRCRAFT WAS TOWED TO TRANS WORLD AIRLINES HANGER TO CHANGE A FOD DAMAGED ENGINE AND A HARD LANDING INSPECTION WAS ACCOMPLISHED BY SOUTHWEST MECHANICS. AFTER REPAIR, AIRCRAFT WAS FERRIED TO DALLAS, TEXAS FOR THRUST REVERSER REPAIR. WITH THIS REPORT, INCIDENT #CE0501IAC017 IS CONSIDERED CLOSED. 20001211030899I (-23) PILOT STRUCK OBJECT DURING TAXI WHICH STRUCK PROP AND GEAR DOOR, BENDING THE GEAR DOOR, WHICH IN TURN, CAUSED GEAR INABILITY TO RETRACT AFTER TAKEOFF. PUMPED GEAR AND RETURNED (RETESTED) 20001211038369I (-23) ON MONDAY DECEMBER 12, 2000 A CONTINENTAL EXPRESS ATR 42, N14819, FLIGHT 3117, REPORTED AN ELECTRICAL PROBLEM AFTER TAKE OFF. THE AIRCRAFT RETURNED AND LANDED ON RUNWAY 4 IN ROCHESTER WITH NO FURTHER DIFFICULTIES. CONTRACT MAINTENANCE (PIEDMONT HAWTHORNE) HAD THE FLIGHT CREW RUN THE ENGINE AND CHECK THE GENERATOR IAW MAINTENANCE MANUAL 24-32-61. NO FUALT WAS FOUND AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001211038729A (-23) ON DECEMBER 11, 2000, AT ABOUT 1938 PST, A CESSNA N4959R, OPERATED BY THE NORTH ISLAND NAVY FLYING CLUB, PILOTED BY ROBERT A. VOLK COLLIDED WITH SAN MIGUEL MOUNTAIN ABOUT 7 NM NORTH-NORTHEAST OF BROWN MUNICIPAL AIRPORT, SAN DIEGO, CALIFORNIA. FSS WEATHER REPORT, STATED VFR NOT RECOMMENDED. PILOT DEPARTED THE NAVY BASE AT NIGHT IN MOUNTAINOUS TERRAIN ENTERED FOG AND IMPACTED THE GROUND. (.4) ON DECEMBER 11, 2000, ABOUT 1930 HOURS PACIFIC STANDARD TIME, A CESSNA 172H, N4959R, OPERATED BY THE NORTH ISLAND NAVY FLYING CLUB, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH SAN MIGUEL MOUNTAIN ABOUT 7 NAUTICAL MILES NORTH-NORTHEAST OF BROWN MUNICIPAL AIRPORT, SAN DIEGO, CALIFORNIA. THE COMMERCIAL PILOT AND COMMERCIAL RATED PASSENGER BOTH RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE DEPARTURE POINT FOR THE PERSONAL FLIGHT THAT WAS OPERATED UNDER 14 CFR PART 91. A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT NAS NORTH ISLAND, SAN DIEGO, ABOUT 1920, AND WAS DESTINED FOR LANDING PRACTICE AT BROWN, GILLESPIE, AND MONTGOMERY AIRPORTS BEFORE RETURNING TO NAS NORTH ISLAND. THE PILOT CONTACTED THE BROWN FIELD FEDERAL AVIATION ADMINISTRATION AIR TRAFFIC CONTROL TOWER ABOUT 1925, WHEN APPROXIMATELY 5 MILES WEST OF THE AIRPORT, AND REPORTED INBOUND FOR TOUCH-AND-GO LANDINGS. HE WAS INSTRUCTED TO ENTER A RIGHT DOWNWIND FOR RUNWAY 26R, AND TO CHANGE TO THE CORRECT FREQUENCY. THE PILOT SAID HE DID NOT HAVE THE CURRENT AUTOMATED TERMINAL INFORMATION SERVICE (ATIS) FOR WEATHER INFORMATION. AFTER CHANGING FREQUENCY HE WAS GIVEN THE CURRENT WEATHER. THE CONTROLLER NOTICED THE AIRPLANE JUST WEST OF "POGGI" VOR (2.3 NAUTICAL MILES NORTH OF THE RUNWAYS), AND IT APPEARED TO BE HEADED NORTHBOUND AWAY FROM THE AIRPORT. THE CONTROLLER ASKED THE PILOT IF HE HAD THE AIRPORT IN SIGHT AND HE RESPONDED HE DID NOT, BUT THAT HE WAS JUST PRACTICING SOME MANEUVERS AND HE WAS A LITTLE BUSY IN THE COCKPIT. A COUPLE OF MINUTES LATER THE AIRPLANE WAS OBSERVED TO BE ABOUT 7 MILES NORTH. THE CONTROLLER ADVISED THE PILOT TO REPORT THE PRISON IF HE WAS STILL INBOUND FOR A RIGHT BASE ENTRY FOR RUNWAY 26R. THE NEXT READABLE TRANSMISSION FROM THE PILOT WAS "ENCOUNTERING SOME SOUP." ACCORDING TO THE OPERATOR'S REPORT OF THE ACCIDENT, UPON ENTERING THE CLOUDS, THE PILOT STARTED A 75 MPH CLIMB, FOLLOWED BY A RIGHT TURN JUST BEFORE IMPACT. THE PILOT DID NOT RESPOND TO ADDITIONAL CALLS FROM THE CONTROLLER AND WAS NO LONGER OBSERVED ON THE D-BRITE RADAR SYSTEM. THE AIRPLANE HAD COLLIDED WITH A 2,791-FOOT MOUNTAIN ABOUT 7 MILES NORTH OF THE INTENDED AIRPORT. AFTER THE ACCIDENT THE PILOT CALLED 911 ON HIS CELL PHONE. THE CALIFORNIA HIGHWAY PATROL ANSWERED AND RELAYED THE CALL TO HARTLAND FIRE DEPARTMENT FOR RESCUE. THE PILOT STATED TO FIRE RESCUE PERSONNEL THAT THEY WERE ON APPROACH TO BROWN AIRPORT WHEN THEY RAN INTO A FOG BANK AND COLLIDED WITH THE TERRAIN. LOCATED ON SECTIONAL AERONAUTICAL AND VFR TERMINAL AREA CHARTS ARE MAXIMUM ELEVATION FIGURES (MEF). THEY ESTABLISH THE HIGHEST KNOWN FEATURE IN EACH QUADRANGLE, INCLUDING TERRAIN AND OBSTRUCTIONS (TREES, TOWERS, ANTENNAS, ETC.). THE MEF FOR THE ACCIDENT AREA IS 4,100 FEET ABOVE MEAN SEA LEVEL. 20001211039379I (-23) SEE ATTACHED NARRATIVE 20001211040529I (-23) WHILE AT 14,000" LEVEL CRUISE, THE FLIGHT HEARD A LOUD POP FROM THE LEFT ENGINE. THE LEFT ENGINE TORQUE BEGAN TO DROP TOWARD ZERO. THE PROPELLER DID NOT FEATHER SO MANUAL FEATHERING PROCEDURES WERE ATTEMPTED BUT WAS UNSUCCESSFUL. THE LEFT ENGINE WAS SHUT DOWN BY THE CREW AND AN EMERGENCY LANDING WAS ACCOMPLISHED. AN INSPECTION OF THE LEFT ENGINE BY MAINTENANCE PERSONNEL REVEALED THAT THE ENGINE EXPERIENCED A GEAR BOX FAILURE. 20001212021639I (-23)^PRIVACY DATA OMITT^ LANDED N442T, A TRAVAIRE (RV-6), ON RUNWAY 29L AT KFAT (FRESNO YOSEMITE INTERNATIONAL AIRPORT) ON DECEMBER 12, 2000, WHILE TAXIING FROM THE RUNWAY TO PARKING HE TURNED OFF THE RUNWAY AT THE INTERSECTION B-8 AND WAS PROCEDING SOUTHWEST BOUND BUT FAILED TO SEE THAT THE PAVEMENT ENDED AND THE EXIT FOR THE TAXIWAY WAS TO HIS LEFT. THE PILOT REPORTED THAT HE HAD SUN IN HIS EYES AND HE COULD NOT SEE OVER THE NOSE WELL ENOUGH TO SEE THAT THE DIRECTION HE NEEDED TO GO WAS TO HIS LEFT. HE RAN INTO A TAXIWAY SIGN WITH THE PROPELLER AND STOPPED THE AIRPLANE AT THE POINT OF IMPACT. THE WEATHER CONDITIONS WERE VFR AND NO OTHER AIRPLANES WERE INVOLVED. THIS INCIDENT IS CLOSED. 20001212022609I (-23) A/C DEPARTED CARROLTON, GA. FOR PINE MOUNTAIN, GA. THE WEATHER WAS OVERCAST AT THE TIME OF THE TAKE-OFF. THE PILOT STATED THAT NOT LONG AFTER TAKE-OFF THE LIGHTS FLICKERED. HE CHECKED THE AMP METER AND IT LOOKED FINE. HE WAS CLEARED BY CSG APP FOR THE VOR-A APPROACH TO PINE MOUNTAIN. ONE OF THE VORS INDICATIONS LOOKED NORMAL BUT THE OTHER DID NOT. HE FLEW THE RADIO THAT APPEARED TO HIM THAT HAD THE CORRECT INDICATION. THE CONTROLLER TOLD HIM THAT HE WAS TWO MILES SOUTH OF COURSE AND HE SAID THAT HIS CDI WAS CENTERED. CSG APP TOLD HIM TO PROCEED TO THE NDB AND SHOOT THE NDB APPROACH. HE FLEW TO THE NDB AND TURNED OUT BOUND AND SHORTLY AFTER THAT HE LOST HIS ALTERNATOR. THE PILOT STATED THAT THE LIGHTS WERE DIM. HE REPORT THAT HIS ALTERNATOR HAD FAILED SO THEY VECTORED HIM FOR THE ILS AT LA GRANGE. THE CONTROLLER WAS GETTING VERY WEAK AND ALSO THE LIGHTS. HE SOON LOST ATC AND LIGHTS IN THE A/C. HIS WIFE HELD A FLASHLIGHT SO HE COULD SEE HIS INSTRUMENTS. HE LET DOWN AND THE ONLY THING HE SAW WAS I-85. HE LANDED ON I-85. MINOR DAMAGE TO A/C. 20001212024759A (-23)PILOT DEPARTED ZEPHYRHILLS ARPT-PILOT WAS INBOUND TO LAKELAND AIRPORT FROM THE NORTHWEST, THE PILOT REPORTED THAT HE HAD ENGINE FAILURE AND WOULD TRY TO LAND IN A LOCAL FIELD. UPON DESCENT, THE A/C CONTACTED A FARM ANIMAL (COW) WITH ITS LEFT WHEEL, CAUSING IT TO SEPARATE FROM THE A/C. A/C CAME TO REST IN THE FIELD WITH ITS LEFT LANDING GEAR MISSING, DAMAGE TO THE LEFT ELEVATOR, AND A/C THEN RESTED ON THE LEFT WING CAUSING DAMAGE AND SOME FUEL TO LEAK. THERE WERE NO INJURIES TO THE PILOT. (.4)ON DECEMBER 12, 2000, AT 1330 EASTERN STANDARD TIME, A CESSNA 182A, N6300B, REGISTERED TO AND OPERATED BY TAMPA BAY SOARING SOCIETY INC., WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH THE GROUND FOLLOWING A PARTIAL LOSS OF ENGINE POWER NEAR PLANT CITY, FLORIDA. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED FROM ZEPHYRHILLS MUNICIPAL AIRPORT IN ZEPHYRHILLS, FLORIDA, AT 1305. ACCORDING TO THE PILOT, HE WAS FLYING THE AIRPLANE TO LAKELAND LINDER REGIONAL AIRPORT IN LAKELAND, FLORIDA, FOR THE PURPOSE O F HAVING THE ENGINE FUEL PRIMER LINE REPAIRED. WHEN THE PILOT LEVELED OFF AT THE ENROUTE CRUISE ALTITUDE, HE LEANED THE FUEL AIR MIXTURE UNTIL THE ENGINE RPM DECREASED. WHEN THE FLIGHT WAS APPROXIMATELY 8 MILES FROM THE DESTINATION AIRPORT, THE PILOT ESTABLISHED RADIO CONTACT WITH THE CONTROL TOWER AND REQUESTED LANDING INSTRUCTIONS. THE PILOT WAS INSTRUCTED TO ENTER A RIGHT DOWNWIND FOR RUNWAY 27. AFTER THE PILOT HAD RECEIVED LANDING INSTRUCTIONS, HE REPORTED A LOSS OF ENGINE POWER. FOLLOWING ATTEMPTS BY THE PILOT TO RESTORE ENGINE POWER, HE SELECTED A NEARBY PASTURE FOR AN EMERGENCY LANDING. THE PILOT INITIATED A FORCED LANDING TO A ROUGH AND UNEVEN FIELD FIVE MILES NORTHWEST OF LAKELAND AIRPORT. DURING THE EMERGENCY-LANDING ROLL, THE AIRPLANE STRUCK A COW. EXAMINATION OF THE ENGINE DISCLOSED THAT THE MIXTURE CABLE WAS NOT SECURED AT THE CARBURETOR CONNECTION, AND THE CARBURETOR MIXTURE LEVER WAS IN THE LEAN POSITION. ACCORDING TO THE AIRPLANE MAINTENANCE LOGS, THE LAST ANNUAL INSPECTION WAS COMPLETED ON FEBRUARY 1, 2000 OR 162 FLIGHT HOURS BEFORE THE ACCIDENT. NO OTHER MECHANICAL PROBLEMS WERE FOUND WITH THE ENGINE OR THE AIRFRAME. 20001212026559I (-23)N511UA OPERATED AS UALA FLIGHT 1580, EXPERIENCED A NLG UNSAFE INDICATION WHILE ON APPROACH TO RWY 14R, OMA. THE AIRCREW ABORTED APPROACH AND DECLARED AN EMERGENCY. AIRCREW PERFORMED EMERGENCY PROCEDURES AS SPECIFIED FOR A NOSE GEAR UNSAFE INDICATION WITH NEGATIVE RESULTS. AIRCREW ELECTED TO NOTIFY THE UALA MAINTENANCE CONTROL CENTER AND SFO ENGINEERING. AFTER DISCUSSION BETWEEN THE PARTIES IT WAS DETERMINED TO ATTEMPT AN APPROACH AND LANDING WITH THE NOSE GEAR UNSAFE INDICATION. THE LANDING AND ROLLOUT WERE UNEVENTFUL. PASSENGERS WERE DEPLANED ON RWY AND A/C WAS TOWED TO A MAINTENANCE PARKING LOCATION. MAINTENANCE INVESTIGATION REVEALED A BROKEN GREASE ZERK OF UNKNOWN ORIGIN BETWEEN THE NOSE GEAR DOWNLOCK ARMS. THE ZERK WAS REMOVED AND THE OVERLOCKS INSTANTLY FELL INTO POSITION. A/C WAS FERRIED TO THE UALA MAINTENANCE FACILITY IN INDIANAPOLIS, IN., WHERE GEAR RETRACTIONS WERE PERFORMED AND THE NOSE GEAR UNSAFE INDICATION WAS NOT DUPLICATED. THE A/C WAS RETURNED TO LINE SERVICE. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001212026589I (-23) N606NW, ON REPOSITIONING FLIGHT 868 FROM SIOUX CITY, IA TO KANSAS CITY, MO WHEN DIVERTED INTO OMAHA, NE, DUE TO SMOKE IN THE CABIN. THE A/C HAD BEEN DELAYED WITH AUXILIARY POWER UNIT (APU) PROBLEMS IN SIOUX CITY, IA AND THE APU WAS DEFERRED. THE A/C DEPARTED AND DURING CLIMB THRU 19,000 FEET THE AFT LAVATORY SMOKE ALARM ACTIVATED. THE CREW DIVERTED TO OMAHA, NE. COMPANY MECHANICS FOUND SMOKE FROM THE APU OIL IN THE AIR CONDITIONING DUCTS. COMPANY MECHANICS CHANGED THE GARRETT GCT85 APU, PURGED THE AIRCONDITIONING SYSTEM AND CHANGED THE COALESCERS. THE A/C WAS RETURNED TO SERVICE. 20001212028289I (-23)DURING DEPARTURE FROM THE SAINT CLOUD REGIONAL AIRPORT (STC), THE A/C EXPERIENCED A FAILURE OF THE PROPELLER. THE PROPELLER FAILED APPROX. 14 INCHES FROM THE CENTER OF THE HUB. A FORCED LANDING WAS MADE WITHOUT FURTHER INCIDENT. PROPELLER FORWARDED TO NTSB LAB IN WASHINGTON DC FOR FURTHER ANALYSIS. 20001212030939I (-23)LANDED HARD, LEFT RUNWAY. LETTER REQUIRING FURTHER INSTRUCTIONS SENT. 20001212036569I (-23) ATLANTIC SOUTHEAST AIRLINES FLIGHT 4424 RETURNED AFTER DEPARTURE FROM OMAHA, NE. DUE TO A CARGO DOOR LIGHT ILLUMINATION. THE AIRCRAFT LANDED WITHOUT INCIDENT. PERSONNEL OPENED AND SHUT THE CARGO DOOR. THE DOOR LIGHT DID NOT ILLUMINATE. THE AIRCRAFT DEPARTED FOR ATLANTA, GA. 20001212037859I (-23)WHILE TAXIING OUT FOR DEPARTURE, AT 1628 LT, THE COCKPIT AND CABIN FILLED UP WITH SMOKE. THE CAPTAIN STOPPED ON TAXIWAY "C", SHUT DOWN THE ENGINES AND ALL ELECTRICAL POWER, AND ORDERED AN EVACUATION THROUGH THE MAIN CABIN DOOR AND ASSOCIATED AIRSTAIRS. ONE PASSENGER REQUIRED OXYGEN, BUT WAS SOON RELEASED. THERE WERE NO OTHER INJURIES. THERE WAS NO FIRE, AND THE SMOKE STOPPED AS SOON AS THE AIRCRAFT WAS SHUT DOWN. LOCAL CONTRACT MAINTENANCE (PIEDMONT/HAWTHORNE AVIATION) DETERMINED THAT THE SMOKE HAD BEEN CAUSED BY OIL CONTAMINATED APU BLEED AIR DUCTS. THE APU WAS DEFEERED INOPERATIVE, IN ACCORDANCE WITH THE MEL. A THOROUGH RUN OF BOTH ENGINES, WITH THE BLEEDS EXERCISED FULL RANGE, PRODUCED NO ADDITIONAL SMOKE, FUMES OR SMELLS. THE AIRCRAFT LEFT THE NEXT MORNING, ON A REVENUE FLIGHT, WITH NO FURTHER PROBLEMS BEING REPORTED. AS REPORTED BY THE DFW CMO, COMPANY MAINTENANCE PERSONNEL DETERMINED THAT THE SOURCE OF THE SMOKE WAS DEICING FLUID CONTAMINATION OF THE APU BLEED AIR SYSTEM, PROBABLY CAUSED BY THE SPRAYING OF DEICING FLUID DIRECTLY INTO THE APU INTAKE. 20001212038579A (-23) ON DEC. 12, 2000, AT 1000 HOURS PST, A CESSNA 182P, N182ER, DESCENDED INTO FLAT DESERT TERRAIN NEAR THE FOX FIELD AIRPORT, LANCASTER, CA AS THE AIRPLANE WAS MANUEVERING TO ENTER THE TRAFFIC PATTERN. THE AIRPLANE WAS DESTROYED AND THE COMMERCIAL PILOT, THE SOLE OCCUPANT, RECEIVED FATAL INJURIES. THE AIRPLANE WAS BEING OPERATED BY THE CA DEPT. OF JUSTICE AS A PUBLIC USE FLIGHT UNDER 14 CFR PART 91 AT THE TIME OF THE ACCIDENT. THE FLIGHT ORIGINATED FROM FRESNO AIRPORT, FRESNO, CA. AT 0852 PST. VMC PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. WITNESSES REPORTED SEEING THE AIRPLANE IN A STEEP, NOSE DOWN ATTITUDE AT A RAPIDLY INCREASING RATE OF DESCENT. THE AIRPLANE MAINTAINED A PERPENDICULAR, NOSE DOWN ATTITUDE UNTIL THEY LOST SIGHTOF THE AIRPLANE BEHIND LOW SCRUB BRUSH. INSPECTION OF THE CRASH SITE REVEALED ALL FLIGHT CONTROL SURFACES, WINGS, AND EMPENNAGE AND ALL HAD EXPERIENCED FORE TO AFT ACCORDION CRUSHING. A PILOT WHO WAS DEPARTING IN THE OPPOSITE DIRECTION OF THE APPROACHING AIRPLANE REPORTED THAT CONDITIONS WERE "BUMPY" BUT NOT BAD". 20001212043379A (-23) AIRCRAFT APPEARS TO HAVE ENCOUNTERED ROTOR BLADE TURBULENCE JUST PRIOR TO TOUCHDOWN AND THE AIRCRAFT BECAME UNCONTROLLABLE. 20001213021609I (-23)THE CREW OF UALA, FLIGHT #201, NOTICED A OILY SMELL AFTER TAKEOFF FROM IAD TO SAN, AND DIVERTED TO PIT WHERE A PRECAUTIONARY LANDING WAS MADE. THE AIRPLANE MADE AN OVERWEIGHT LANDING, OVERWEIGHT LANDING CHECK WAS PERFORMED BY UALA MAINTENANCE IN PIT. THE PLANE WAS FERRIED TO ORD WHERE IT WAS DETERMINED THAT THE #1 APU BLEED AIR SWITCH WAS THE CAUSE OF THE OILY SMELL. APU SWITCH WAS CHANGED AND THE AIRPLANE WAS RETURNED TO SERVICE. THIS INFORMATION WAS PROVIDED BY^PRIVACY DATA^PIT MAINT FOR UALA. PASSENGERS AND CREW WERE NOT INJURED. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20001213027069A (-23) THIS WAS AN INSTRUCTIONAL FLIGHT FOR MR. O'BYRNE. THE NTSB CONFIRMED MY FINDING IN THEIR REPORT, WHICH STATED: WITNESSES REPORTED THAT "THE AIRPLANE WAS ABOUT 40-50 FEET ABOVE THE GROUND WHEN IT CAME DOWN LIKE AN ELEVATOR. THE NOSE PITCHED UP AND THE AIRPLANE STRUCK THE RUNWAY. THE INSTRUCTOR PILOT REPORTED THAT THE "WINDS WERE SHIFTING DIRECTIONS" BUT THAT THE STUDENT HAD PROPER WIND CORRECTION AND THE ALNDING WAS "WITHOUT ANY PROBLEMS", THE SINDS WERE REPORTED TO BE 160 DEGREES AT 8 KNOTS. THE CERTIFICATED STUDENT PILOT REPORTED THAT THE LANDING WAS NOT PARTICULARLY HARD, BUT THAT THE NOSE WHEEL MAY HAVE TOUCHED AT THE SAME TIME OR A LITTLE BEFORE THE BACK WHEELS. 20001213027729A (-23) ON DECEMBER 13, 2000, AT 1700 CST, A CARTERCOPTER, N121CC, OWNED BY CARTERCOPTER LLC. OVERSHOT THE END OF THE RUNWAY AFTER LANDING ON A TEST FLIGHT. VISUAL FLIGHT RULES (VFR) CONDITIONS PREVAILED AND NO VFR FLIGHT PLAN WAS FILED. THE A/C WAS SUBSTANTIALLY DAMAGED BUT NONE OF THE FLIGHT CREW WAS INJURED. THE PILOT HOLDS A COMMERCIAL PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT OLNEY (ONY), TEXAS, ON DECEMBER 13, 2000, AT 1658 CST> THERE WAS NO POST-CRASH FIRE. THE FORT WORTH FLIGHT STANDARDS DISTRICT OFFICE WAS NOTIFIED SIX DAYS AFTER THE ACCIDENT OCCURRED. THE A/C HAD BEEN REMOVED FROM THE ACCIDENT SITE. IT WAS RELOCATED TO FACTORY IN WICHITA FALLS, TEXAS, WHERE THE FAA EXAMINED THE WRECKAGE. 20001213028239I (-23) DURING TAKEOFF AT APPROX. 200 FT. OF ALTITUDE, LEFT ENGINE HAD AN AUTO SHUTDOWN. THE A/C RETURNED AND LANDED WITHOUT INCIDENT. MAINTENANCE WAS CALLED AND DISCOVERED FUEL LEAKING OUT OF THE STANDBY BOOST-PUMP DIFFERENTIAL PRESSURE SWITCH, PART #8346. A RUPTURED DIAPHRAM CAUSED THE LEAKING FUEL WHICH IN TURN CAUSED THE ENGINE DRIVEN PUMP TO CAVITAT AND LOOSE FUEL PRESSURE. THE LACK OF FUEL PRESSURE CAUSED THE ENGINE TO AUTO SHUTDOWN. THE DOWNLOAD OF THE FLIGHT DATA RECORDER CONFIRMED THE FACT THAT A LOSE OF FUEL PRESSURE OCCURRED. THE ENGINE AND PRESSURE SWITCH WERE REMOVED AND REPLACED. THE ENGINE, BECAUSE OF A SUDDEN INCREASE IN ITT. (992.5). THE VALVE IS MANUFACTURED BY HYDRO ELECTRIC. THERE IS A PENDING SERVICE BULLETIN ON THIS PRESSURE SWITCH, WHICH DEALS WITH FAILURE OF THE DIAPHRAM. 20001213028809A (-23) A/C HAD RECEIVED A FERRY PERMIT TO ALLOW FLIGHT FROM BOULDER, CO TO CENTENNIAL AIRPORT, ENGLEWOOD, CO. THE A/C HAD REPORTEDLY BEEN SITTING DORMANT FOR ABOUT 8 YEARS-SINCE OCTOBER 1992; MR. WILLS HAD PERFORMED MAINTENANCE ON THE A/C OVER A PERIOD OF 3 MONTHS. ALL APPROPRIATE MAINTENANCE HAD APPARENTLY BEEN PERFORMED BY THE PILOT, WHO IS ALSO AN FAA CERTIFICATED MECHANIC. ALTHOUGH PARTICULAR ATTENTION WAS PAID TO ENSURING PROPER ENGINE OPERATION PRIOR TO FLIGHT, AND TO ELIMINATION OF FUEL CONTAMINATION, THE ENGINE QUIT SOON AFTER TAKEOFF FOR UNKNOWN REASONS. NTSB INVESTIGATION CONTINUES, BUT FAA INVESTIGATION IS COMPLETE WITH NO INDICATION OF FURTHER ACTION REQUIRED. 20001213029399I (-23)PIC FLYING TO BFI NOTICED ONLY ONE GREEN GEAR WARNING LIGHT FOR RIGHT GEAR. FLEW BACK TO THE FIELD. BOTH LEFT MAIN AND NOSE GEAR COLLAPSED UPON LANDING. MINIMAL DAMAGE TO AIRPLANE, LEFT WING TIP DAMAGE AND PROPELLER BENT. 20001213030499I (-23) PILOT REPORTED HE FAILED TO EXTEND THE LANDING GEAR PRIOR TO LANDING. 20001213031499I (-23) DELTA BOEING 767 (FLIGHT 1008) WAS TAXIING FOR TAKE OFF ON RUNWAY 16R AT SALT LAKE CITY INTERNATIONAL AIRPORT BEHIND AN AIR TRANSPORT INTERNATIONAL AIRPORT BEHIND AN AIR TRANSPORT INTERNATIONAL DC-8 (ATN 804). THE DELTA A/C WAS REQUESTED TO RETURN TO THE GATE BY COMPANY OPERATIONS. IN TURNINGAROUND BEHIND THE DC-8, THE B-767S LEFT WINGTIP CAME IN CONTACT WITH THE UNDERSIDE OF THE DC-8 STABILIZER AND THERE WAS SOME SCRAPING. THE LEFT WINGTIP LITE ON THE B767 WAS BROKEN AND THERE WAS MINOR DAMAGE TO THE TOP OF THE WINGTIP. BOTH A/C RETURNED TO THE RAMP AND THERE WERE NO INJURIES. 20001213039359I (-23) HEAVY SNOW WAS FALLING, TAXIWAYS WERE VERY SLIPPERY, AND DIRECTIONAL CONTROL WAS DIFFICULT. NUMEROUS A/C HAD BEEN TAXIING FOR 2-3 HOURS AWAITING GATES. TURNKISH 006 WAS TAXIING FOR DEPARTURE AS INSTRUCTED, BUT THE PILOTS SPOKE ONLY LABORED ENGLISH. IT IS APPARENT FROM THE ATC AUDIO TAPE THAT THE GROUND CONTROLLER COULD NOT SEE TURKISH 006, AND DID NOT KNOW EXACTLY WHERE THE A/C WAS. THE CREW OF TURKISH 006 COULD SEE THAT THEIR WAY WAS BLOCKED BY THE TAIL OF THE MOTIONLESS NWA 142, A DC-9. THEY ATTEMPTED TO EXPLAIN THIS TO THE BUSY GROUND CONTROLLER, BUT THE CONTROLLER APPARAENTLY MISUNDERSTOOD. INSTEAD OF CLARIFYING, THE CONTROLLER REPEATEDLY INSTRUCTED TURKISH 006 TO CONTINUE TO TAXI. THE PILOT COMPLIED BY MOVING FORWARD AS FAR AS POSSIBLE, AND IN SO DOING THEY FINALLY FOUND A STRETCH OF PAVEMENT WITH NO NIL BRAKING. AS THE A-340 SLID FORWARD, THE LEFT WINGTIO STRUCK THE RUDDER OF THE NWA DC-9, RESULTING IN MINOR DAMAGE TO BOTH A/C. THERE WERE NO INJURIES. 20001213040829A (-23) PILOT STATED AFTER DEPARTURE FROM PENSACOLA REGIONAL AIRPORT THE LANDING GEAR WOULD NOT RETRACT. AFTER LANDING AT PENSACOLA REGIONAL AIRPORT THE AIRCRAFT SWERVED TO THE LEFT. FLIGHT CREW ATTEMPTED TO CORRECT WITH DIFFERENTIAL POWER, RIGHT FULL RUDDER AND RIGHT BRAKE. UNABLE TO MAINTAIN DIRECTIONAL CONTROL, THE AIRCRAFT EXITED THE RUNWAY TO THE LEFT, STRUCK A RUNWAY LIGHT WITH THE LEFT MAIN GEAR. THE LEFT MAIN GEAR SEPARATED FROM THE AIRCRAFT. (.4) AFTER TAKEOFF THE LANDING GEAR WOULD NOT RETRACT AND THE LANDING GEAR WARNING HORN SOUNDED. THE PILOT CONTINUED TO THE DESTINATION AIRPORT AND WHEN WEATHER PREVENTED A LANDING, HE RETURNED TO THE DEPARTURE AIRPORT. AFTER LANDING THE AIRCRAFT SWERVED TO THE LEFT AND THE LEFT MAIN GEAR TIRE COULD BE HEARD SQUEALING. THE AIRCRAFT WENT OFF THE SIDE OF THE RUNWAY AND THE LEFT MAIN GEAR COLLAPSED AND SEPARATED. POST CRASH EXAMINATION OF THE AIRCRAFT SHOWED THE WASHER, WHICH RETAINS THE BOLT IN THE LEFT MAIN GEAR SCISSORS, HAD FAILED AND THE SCISSORS HAD SEPARATED. THIS ALLOWED THE GEAR TO TURN AND PREVENTED THE GEAR FROM RETRACTING DUE TO THE GROUND SWITCH ON THE SCIS SORS NOT BEING ABLE TO OPEN DURING TAKEOFF. THE FAILED WASHER WAS THE SUBJECT OF CESSNA AIRCRAFT COMPANY, SERVICE INFORMATION LETTER ME83-37, DATED NOVEMBER 23, 1983. THIS LETTER CALLED FOR REPLACEMENT OF THIS WASHER WITH A THICKER WASHER AT THE NEXT ROUTINE 100-HOUR INSPECTION. 20001214024699A (-23) ON CLIMB OUT FROM SAC AIRPORT, A FEMALE PASSENGER (PAX) OPENED A REAR EMERGENCY EXIT AND JUMPED OUT OF THE AIRPLANE. A MALE PAX ATTEMPTED TO RESTRAIN HER, BUT SHE WAS TOO FAR OUT OF THE DOOR WHEN HE REALIZED WHAT WAS HAPPENING AND COULD NOT HOLD ONTO HER. DUE TO THE NOISE IN THE CABIN AND PAX SHOCK, THE FLIGHT CREW DID NOT REALIZE THEY WERE MISSING ANYONE UNTIL AFTER ARRIVAL AT SJC. THE FBI, NTSB, AND LOCAL LAW ENFORCEMENT CONDUCTED INDEPENDENT INVESTIGATIONS CONCERNING THIS INCIDENT. THE FAA INVESTIGATION FOUND NO VIOLATIONS OF PROCEDURES OR REGULATIONS. REFERENCE NTSB REPORT #LAX01LA059 FOR ADDITIONAL DETAILS THE FAA ON SCENE INVESTIGATION WAS CONDUCTED ONLY AT THE HEWLETT-PACKARD FACILITY AT SIC. 20001214024719A (-23) THE PILOT REPORTED TO ATC, ICING CONDITIONS AND A PROBLEM WITH ONE OF HIS ENGINES. HE TOLD ATC THAT HE WAS UNABLE TO MAINTAIN ALTITUDE AND REQUESTED VECTORS TO THE NEAREST AIRPORT,EEN. THE PILOT FLEW THE VECTORS INITIALLY, BUT LATER ADVISED ATC THAT HE WAS NOT ABLE TO REACH THE AIRPORT. UPON INVESTIGATION OF THE A/C, FOUND THE LEFT ENGINE AIR FILTER ABOUT 1/2 COVERED WITH ICE AND THE ALTERNATE AIR DOOR CLOSED. THE RIGHT ENGINE AIR FILTER WAS FOUND CHARRED AND THE ALTERNATE AIR VALVE WAS FOUND IN THE OPEN POSITION. THE TOP SIX PLUGS WERE REMOVED AND FOUND BLACK AND SOOTY. (.4) PRIOR TO THE FLIGHT, THE PILOT TELEPHONED A FLIGHT SERVICE STATION. HE WAS PROVIDED THE CURRENT WEATHER CONDITIONS ALONG HIS ROUTE OF FLIGHT, AND ADVISED OF AN AIRMET FOR OCCASIONAL MODERATE RIME OR MIXED ICE IN CLOUDS AND PRECIPITATION BELOW 20,000 FEET; AND THE FREEING LEVEL AT OR NEAR THE SURFACE. ABOUT 1 HOUR INTO THE FLIGHT, AT 8,000 FEET, THE PILOT ADVISED ATC THAT HE HAD TO DESCEND. HE STATED THAT HE THOUGHT HE WAS PICKING UP ICE, AND WAS HAVING AN ENGINE PROBLEM. ATC VECTORED THE FLIGHT TO A NEARBY AIRPORT, BUT THE PILOT WAS UNABLE TO MAINTAIN ALTITUDE, AND STRUCK TERRAIN ABOUT 7 MILES FROM THE AIRPORT. EXAMINATION OF THE WRECKAGE REVEALED THAT THE LEFT ENGINE AIR FILTER WAS PARTIALLY COVERED WITH ICE, WHICH WAS ABOUT 1/2 INCH THICK. THE FILTER WAS RECOVERED AFTER THE POST CRASH FIRE WAS EXTINGUISHED. FURTHER EXAMINATION OF THE LEFT ENGINE REVEALED THAT ALTERNATE AIR VALVE WAS IN THE CLOSED POSITION, AND THE SPARK PLUGS WERE BLACK AND SOOTY. THE AIRPLANE WAS EQUIPPED WITH SOME DEICE AND ANTI-ICE PROTECTION. HOWEVER, ACCORDING TO THE AIRPLANE MANUFACTURER AND A FAA INSPECTOR, THE ACCIDENT AIRPLANE AND THREE SIMILAR AIRPLANES USED BY THE OPERATOR WERE NOT CERTIFIED FOR FLIGHT INTO KNOWN ICING. ADDITIONALLY, NONE OF THE FOUR AIRPLANES MET THE REQUIREMENTS OF FAR 135.227(C). 20001214025079I (-23) PILOT DEPARTED DEER VALLEY APT (DVT) AT ROTATION HE HEARD A LOUD BANG ON THE LEFT SIDE OF THE A/C. HE DID NOT HAVE ANY RUNWAY AHEAD SO HE CONTINUED TO CLIMB. THE A/C WANTED TO PULL TO THE LEFT AND NO VIBRATION NOTED. HE CONTACTED THE TOWER AND ADVISED THEM. THEY CLEARED HIM TO LAND. AT 2500' MSL (1000' AGL) HE REDUCED POWER ON BOTH ENGINES. HE NOTED VIBRATION STARTING AT THIS TIME. HE TURNED LEFT TO LAND ON RWY 25L. HE SET FLAPS TO 15 DEG AND GEAR DOWN. GEAR INDICATOR SHOWED GREEN. APPRX 1/8 MILE ON FINAL. HE HAD SEVERE VIBRATION ON LEFT SIDE, OVER THE FENCE HE SHUT DOWN THE LEFT ENGINE AND LANDED WITHOUT INCIDENT. THE LEFT SIDE OF THE A/C WAS INSPECTED ABOUT 1 INCH OF THE LEFT PROP WAS MISSING. THE SPINNER WAS MISSING. THE COUNTER WEIGHT IN THE SPINNER PUNCTURED THE NOSE AND BROKE 2 RIBS. SKIN DAMAGE WAS ALSO NOTED. THE NOSE GEAR WAS DAMAGED BY DEBRIS..END.. 20001214025289A (-23)ON DECEMBER 14, 2000, AT APPROXIMATELY 21:15 MOUNTAIN STANDARD TIME (MST), A MOONEY MODEL M-20-K, N5772C, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT IMPACTED MOUNTAINOUS TERRAIN APPROXIMATELY 13 STATUTE MILES EAST OF THE OGDEN, UTAH AIRPORT (OGD) (SNOWBASIN-SKI AREA). THE PRIVATE PILOT SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. A FLIGHT PLAN HAD BEEN FILED FOR THE BUSINESS FLIGHT BEING CONDUCTED UNDER 14 TITLE CFR PART 91. THE FLIGHT ORIGINATED AT THE KANSAS CITY INTERNATIONAL AIRPORT (MCI), KANSAS CITY, MISSOURI AT APPROXIMATELY 15:00 MST. APPROACHING THE OGDEN AREA FROM THE EAST, THE PILOT REPORTED TO THE FAA AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) THAT HE HAD THE OGDEN AIRPORT (OGD) "IN SIGHT". HE THEN REQUESTED RADAR SERVICES TO BE TERMINATED. SALT LAKE CENTER (FAA) ASKED HIM TO CANCEL WITH APROACH CONTROL (FAA) ON RADIO FREQUENCY 121.1 MHZ. THE AIRCRAFT DISAPPEARED FROM RADAR APPROXIMATELY 45 SECOND LATER. THE AIRCRAFT WRECKAGE WAS DISCOVERED THE NEXT DAY IN MOUNTAINOUS TERRAIN ON THE EAST SIDE OF THE MOUNTAIN RIDGELINE BELOW AND BETWEEN MT. OGDEN (9570 FT.) AND ALLEN PEAK (9455 FT.) IN THE UPPER OGDEN BO WL SKI AREA. (END-NOTHING FOLLOWS) 20001214028579A (-23) STUDENT PILOT DRIFTED LEFT IN LANDING. CFI, WHO WAS WATCHING, SAID AIRCRAFT WAS BETWEEN CENTER LINE AND LEFT EDGE OF RUNWAY, TAXIING STRAIGHT AFTER LANDING, AND THEN BEGAN TO TAXI TOWARD THE LEFT EDGE OF RUNWAY. A/C THEN HIT SNOW ON LEFT SIDE OF RUNWAY, AND WAS PULLED TO AREA OFF RUNWAY AT A RELATIVELY SLOW SPEED. A/C THEN FLIPPED OVER IN THE SNOW. CFI STATED THAT PILOT HAD RECEIVED EXRENSIVE TRAINING DURING RECENT DAYS, AND THAT MANY LANDINGS HAD BEEN ACCOMPLISHED BY PILOT WITH NO ASSISTANCE, IN DIFFERENT WIND AND SNOW-PACK SITUATIONS. THE ACCIDENT OCCURRED AFTER 2ND SOLO LANDING WHILE CFI WATCHED. CFI SAID LANDING WAS GOOD, ALTHOUGH LEFT OF CENTER-LINE. CFI CONSIDERS THE ACCIDENT AS A RESULT OF TAXI, STUDENT PILOT WROTE THAT HE FRIFTED LEFT ON LANDING. 20001214036219A (-23) WHILE BEING VECTORED FOR AN INSTRUMENT APPROACH INTO EDE AIRPORT, PILOT APPARENTLY LOST CONTROL OF THE AIRPLANE IN THE CLOUDS, AND IMPACTED THE GROUND UNDER POWER IN A NEAR-VERTICAL ATTITUDE. A/C WAS DESTROYED AND PILOT WAS FATALLY INJURED. (.4) THE FLIGHT WAS MANEUVERING IN INSTRUMENT METEOROLOGICAL CONDITIONS AND WAS OBSERVED ON RADAR MAKING CLIMBING AND DESCENDING TURNS PRIOR TO MAKING A FINAL DESCENDING TURN AND BEING LOST FROM RADAR. EXAMINATION OF THE CRASH SITE SHOWED THE AIRPLANE HAD IMPACTED THE TERRAIN IN A ABOUT A 90-DEGREE NOSE DOWN ATTITUDE. THE CRASH SITE WAS ABOUT .09 MILES FROM THE LAST RADAR CONTACT, WHEN THE AIRPLANE WAS 2,000 FEET ABOVE GROUND LEVEL. POST CRASH EXAMINATION OF THE AIRPLANE STRUCTURE, FLIGHT CONTROLS, ENGINES, PROPELLERS, AND AIRPLANE SYSTEMS SHOWED NO EVIDENCE OF PRE-CRASH FAILURE OR MALFUNCTION. 20001214036439I (-23) AIR MIDWEST FLIGHT 5686 ABORTED THE TAKEOFF ROLL DUE TO A FLAT NOSE TIRE. THE AIR CARRIER SUSPECTS THE EXTREMELY COLD WEATHER WAS A FACTORY IN THE TIRE GOING FLAT. THE NOSE WHEEL WAS REPLACED. 20001214036549I (-23) RATED PILOT WHO WAS RECEIVING RECURRENCY TRAINING TAXIED OFF TAXI WAY ONTO RUNWAY AND STOPPED, POWERED UP AND RELEASED THE BRAKES. THE AIRCRAFT WENT IMMEDIATELY TO THE RIGHT, OFF THE RUNWAY, THROUGH A SNOW BANK. FLIGHT INSTRUCTOR FAILED TO ARREST UNCONTROLLED EXCURSION OFF RUNWAY. BOTH PROPS AND BOTH ENGINES WERE DAMAGED. NOSE GEAR STEERING, RUDDER, RUDDER MOVEMENT, AND AIRCRAFT BRAKES CHECKED NORMAL AFTER INCIDENT. 20001214036559I (-23) ON DECEMBER 14, 2000, APPROX. 0930 CST, BEECH 1900 C, N719GL, STRUCK A LIGHT POLE DURING A TAXI OPERATIONS AT OMAHA EPPLEY AIRFIELD. THE AIRCRAFT, OWNED AND OPERATED BY SUBURBAN AIR FREIGHT, INC. ENCOUNTERED GLARE ICE ON A SLOPED RAMP FOLLOWING CARGO UNLOADING AT THE US POST OFFICE RAMP. GUSTY WIND CONDITIONS, COUPLED WITH INEFFECTIVE BRAKING CONTRIBUTED TO AN UNRECOVERABLE SKID RESULTING IN DAMAGE TO THE RH WING LEADING EDGE AT WS 249.75 WHEN THE AIRCRAFT MADE CONTACT WITH A POLE. THE APPLICATION OF LH ENGINE REVERSE THRUST AND FEATHERING THE RH PROPELLER PREVENTED DAMAGE TO THE ENGINE AND FUSELAGE ASSEMBLIES. NO INJURY WAS REPORTED BY THE PIC. 20001214037479I (-23) WIGGINS AIRWAYS FLIGHT #325 , A REPOSITIONING FLIGHT TO KUNV, DEPARTED KMDT. THE CAPTAIN SELECTED BLEED AIR HEAT AFTER TAKEOFF IN THE DEFROST POSITION.THE COCKPIT FILLED WITH A FINE GLYCOL SPRAY, WHICH THE CAPTAIN INITIALLY MISTOOK TO BE SMOKE. HE RETURNED TO MDT AND LANDING WAS COMPLETED WITHOUT INCIDENT. THE AIRCRAFT HAD BEEN DEICED PRIOR TO FLIGHT BY AERO SERVICES FBO. THE CREW DID NOT OBSERVE DEICING, BUT STATED THAT THE INTAKE COVERS WERE NOT IN PLACE DURING THE DEICING. PILOT WAS COUNSELED TO INSURE INTAKE PLUGS ARE INSTALLED PRIOR TO DEICING. INCIDENT CLOSED. 20001214037819I (-23) PILOT HAS DECLINED TO PROVIDE INFORMATION, THE AIRCRAFT DID LAND ON A WET RUNWAY AT DCA AND UPON TOUCHDOWN OR SHORTLY AFTER BLEW OUT 3 OF THE 4 MAIN LANDING GEAR TIRES, IT APPEARED THAT HEAVY BRAKING BY THE PILOT WAS THE CAUSE OF THE INCIDENT. THE PILOT MAINTAINED CONTROL OF THE AIRCRAFT ON THE RUNWAY BUT WAS THEN UNABLE TO TAXI. THE TIRES WERE DESTROYED AND THERE WERE NO INJURIES. THE PILOT WILL BE RE-EXAMINED. 20001214038549I (-23)ON LANDING THE STEERING SYSTEM FAILED. AIRCRAFT WENT TO THE RIGHT OFF RUNWAY HITTING LANDING LIGHT WITH LEFT PROP MAKING A/C GO LEFT WITH RIGHT PROP HITTING RUNWAY DIRECTION SIGN. A/C STOPPED IN GRASS BEFORE GETTING BACK ON RUNWAY. 20001214039899A (-23)NO NARRATIVE 20001214041039A (-23)ACCIDENT OCCURRED DURING THE PERFORMANCE OF A PRACTICE 180 DEGREE AUTOROTATIONAL MANEUVER INTO A REMOTE FLOOD RETENTION BASIN. THE ROTOR RPM WAS ALL ALLOWED TO DECAY DURING THE DECELERATION AND FLARE PHASE OF THE AUTOROTATION WHICH WAS THE CAUSE FOR THE HARD LANDING. HARD LANDING DID OCCUR AT THE BASE OF SLOPPING TERRAIN SUBSEQUENTLY CAUSING THE AIRCRAFT TO ROLL UPON ITS LEFT SIDE. 20001214041839A (-23) THIS MATTER IS STILL UNDER INVESTIGATION. AN AMENDMENT WILL BE SUBMITTED WHEN MORE INFORMATION IS OBTAINED. 20001215024159I (-23) ON DECEMBER 15, 2000 AT 1926 EST, A KIS TR-1C AMATEUR BUILT A/C, N308ED, REGISTERED TO^PRIVACY DATA OM^MADE AN EMERGENCY LANDING IN THE GULF OF MEXICO JUST OFF ALGATOR POINT FLORIDA WHILE CONDUCTING A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS EXISTED AT ALTITUDE WITH A FOG BANK ALONG THE COAST. THE A/C SUSTAINED MINOR DAMAGE AND THE PILOT (AIRLINE TRANSPORT PILOT) SUSTAINED NO INJURIES. THE FLIGHT ORIGINATED AT HOMESTEAD, FL, ON THIS SAME DAY AT XXXX. 20001215025179I (-23) NARRATIVE OF INCIDENT: WHILE TAXING ONTO RUNWAY 20 FROM RUNWAY 13/31, A FULL LENGTH DEPARTURE, THE LEFT MAIN TIRE BECAME STUCK IN THE MUD. SNOW COVERED THE EDGES OF THE RUNWAYS. CORRECTIVE ACTION: A CHECKAIRMAN CONDUCTED A LINE CHECK ON BOTH THE CAPTAIN AND FIRST OFFICER. INCIDENT #CE052001IAC0009 IS CONSIDERED CLOSED WITH THE FILING OF THIS REPORT. REFERENCE: PTRS CE052001B0302. 20001215025269A (-23) NON-INSTRUMENT RATED PILOT FILED NO FLIGHT PLAN, OBTAINED NO PREFLIGHT WEATHER BRIEF AND EXPEREINCED CONTROLLED FLIGHT INTO TERRAIN DURING INSTRUMENT METEOROLOGICAL CONDITIONS. UNABLE TO SECURE MAINTENANCE RECORDS FOR THIS A/C. ACCIDENT IS BEING INVESTIGATED BY FBI, US CUSTOMS AND DEA. 20001215028259I (-23) DURING HOVER, THE PILOT EXPERIENCED A STRONG GUST OF WIND WHICH CAUSED HIM TO OVER CORRECT THE HELICOPTER. THE ROTOR STRUCK THE GROUND CAUSING THE A/C TO LAND HARD AND BREAK THE RIGHT SKID GEAR OFF. 20001215031769I (-23) A/C DEPARTED SALT LAKE CITY INTERNATIONAL AIRPORT AFTER LENGTHY (APPROX. ONE HOUR) WEATHER AND DEPARTURE DELAYS. UNEXPECTED WEATHER CONDITIONS ENROUTE AND AT CHALICE, IDAHO FORCED MORE IFR FLYING THAN ORIGINALLY PLANNED. ON DESCENT INTO IDAHO FALLS AIRPORT, IDAHO, A/C EXPERIENCED DUAL ENGINE FAILURE AND MADE AN EMERGENCY LANDING ON HIGHWAY I-15 APPROX. 15-20 MILES NORTH OF IDAHO FALLS (NEAR ROBERTS, IDAHO). NEITHER THE PILOT NOR PASSENGER ^PRIVACY DATA OMIT^ WERE INJURED.^PRIVACY DATA OMITTED^ 20001215039329I (-23) THE PILOT REPORTED THAT HE FAILED TO EXTEND THE LANDING GEAR PRIOR TO LANDING. 20001215040249A (-23) ON DECEMBER 15, 2000, AT APPROXIMATELY 0605 CST, N45PM, A SOCATA TBM 700 SINGLE ENGINE TURBOPROP AIRPLANE, REGISTERED TO JAKL INC., TOUCHED DOWN APPROXIMATELY 50 SHORT OF RUNWAY 24 AT HARRISBURG-RALEIGH AIRPORT, HARRISBURG, IL. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND ONE PASSENGER RECEIVED MINOR INJURIES. THE PILOT IN COMMAND AND TWO ADDITIONAL PASSENGERS WERE UNINJURED. THE PILOT WAS ATTEMPTING TO LAND FOLLOWING A GPS APPROACH TO RUNWAY 24. TWO PREVIOUS APPROACHES HAD RESULTED IN MISSED APPROACHES. CEILING AND VISIBILITY REPORTED BY AWOS AT HARRISBURG-RALEIGH AIRPORT NEAR THE APPROXIMATE TIME OF THE ACCIDENT WAS 200 FEET OVERCAST AND ONE AND ONE-HALF MILES VISIBILITY. 20001216024679A (-23) THE A/C LANDED GEAR-UP ON RUNWAY 21 AT THE HILTON HEAD AIRPORT, HILTON HEAD ISLAND, SC, (HXD), AND SKIDDED TO A STOP APPROX. 3000 FEET DOWN THE RUNWAY. THERE WERE NO INJURIES AND THE A/C SUSTAINED SUBSTANTIAL DAMAGE. 20001216025339A (-23) DECEMBER 16, 2000, ABOUT 15:30 CDT, A PRIVATE PILOT AND INSTRUCTOR PILOT WERE ABOARD PIPER, PA28-180, N7859W TO CHECK OUT THE PRIVATE PILOT IN THE A/C. THEY TOOK OFF FROM RUNWAY 31, FLEW IN THE PATTERN AND LANDED ON RUNWAY 31. ACCORDING TO THE FLIGHT INSTRUCTOR, UPON LANDING THE A/C TOUCHED DOWN HARD AND BOUNCED. THE FLIGHT INSTRUCTOR OBSERVED THE PRIVATE PILOT WAS ABOUT TO EXECUTE A GO AROUND, TOOK CONTROL OF THE A/C AND WAS ATTEMPTING TO LAND WHEN A GUST OF WIND CAUSED THE A/C TO DRIFT TO THE LEFT. THE LEFT WING AND MAIN LANDING GEAR IMPACTED A FROZEN SNOW BANK ON THE LEFT SIDE OF THE RUNWAY. THE LEFT MAIN LANDING GEAR CYLINDER INBOARD TORQUE-LINK MOUNTING LUG AND ATTACHMENT BOLT BROKE OFF AND THE UPPER TORQUE LINK WAS LOOSE FROM THE STRUT CYLINDER. THE LEFT MAIN LANDING GEAR STRUT PISTON AND WHEEL ASSEMBLY SEPARATED FROM THE STRUT CYLINDER AND THE HYDRAULIC FLUID LEAKED OUT AS THE A/C CROSSED A TAXIWAY, VEERING TO THE LEFT AND IMPACTED ANOTHER FROZEN SNOW BANK, THEN CAME TO REST ABOUT 20 FEET TO THE LEFT OF RUNWAY 31. (.4)ON DECEMBER 16, 2000, AT 1545 CENTRAL STANDARD TIME, A PIPER PA-28-180 AIRPLANE, N7859W, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN FOLLOW ING A LOSS OF CONTROL WHILE LANDING AT THE RICHARD LLOYD JONES JR AIRPORT, TULSA, OKLAHOMA. THE CERTIFIED FLIGHT INSTRUCTOR (CFI), PRIVATE PILOT RECEIVING INSTRUCTION, AND TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY BRISTOL AVIATION SERVICES LLC., OF TULSA, OKLAHOMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED AT 1530 FROM THE RICHARD LLOYD JONES JR AIRPORT. ACCORDING TO THE CFI AND PRIVATE PILOT, THE PURPOSE OF THE FLIGHT WAS FOR THE PRIVATE PILOT TO RECEIVE AN AIRPLANE CHECKOUT FROM THE CFI. THEY REPORTED THAT THERE WERE SNOW BANKS SURROUNDING THE TAXIWAYS AND RUNWAYS; HOWEVER, THE TAXIWAY AND RUNWAY SURFACES WERE CLEAR AND DRY. AT 1545, THE WEATHER OBSERVATION FACILITY LOCATED AT THE RICHARD LLOYD JONES JR AIRPORT REPORTED THE WIND FROM 330 DEGREES AT 13 KNOTS, GUSTING TO 20 KNOTS. THE FLIGHT DEPARTED FROM RUNWAY 31 WITH THE PRIVATE PILOT AS THE FLYING PILOT. DURING THE INITIAL TAKEOFF CLIMB, THE CFI NOTED TO THE PRIVATE PILOT THAT THERE WAS A CROSSWIND FROM THE EAST. THE PRIVATE PILOT REQUESTED TO REMAIN IN THE PATTERN WITH THE INTENTION OF THE FIRST LANDING BEING TO A FULL STOP. THE CFI REPORTED THAT DUE TO THE "CHOPPY CONDITIONS," THE PRIVATE PILOT "KEPT THE AIRSPEED A LITTLE HIGHER THAN NORMAL" DURING THE FINAL APPROACH LEG. DURING THE LANDING FLARE/TOUCHDOWN, THE AIRPLANE TOUCHED DOWN, BOUNCED, AND DRIFTED LEFT OF THE RUNWAY CENTERLINE. THE PRIVATE PILOT INITIATED A GO-AROUND; HOWEVER, THE CFI ASSUMED CONTROL OF THE AIRPLANE, REDUCED THE THROTTLE TO IDLE, AND ATTEMPTED TO LAND THE AIRPLANE. AS THE AIRPLANE DESCENDED BACK TO THE RUNWAY, A "WIND GUST CAUGHT THE AIRPLANE FROM THE RIGHT," AND SUBSEQUENTLY, THE AIRPLANE DEPARTED THE RUNWAY. IT THEN CONTACTED A SNOW BANK OFF THE LEFT SIDE OF THE RUNWAY, CROSSED A TAXIWAY, AND CAME TO A STOP UPRIGHT. THE FAA INSPECTOR REPORTED THAT THE AIRPLANE'S LEFT WING WAS BENT UPWARDS, AND THE WING SPAR WAS DAMAGED. HE ADDED THAT THE LEFT MAIN LANDING GEAR SEPARATED FROM THE AIRFRAME. 20001216028789A (-23) A/C EXPERIENCED POWER LOSS AND EVENTUAL FAILURE. PILOT ESTABLISHED GLIDE FOR AN EMERGENCY LANDING ON A PAVED ROAD ON ANTELOPE ISLAND. AFTER ESTABLISHING A GLIDE PATH, THE PILOT NOTICED A PARK RANGER VEHICLE JUST OFF THE SIDE OF THE ROAD AT HIS INTENDED LANDING POINT. HE RE-ESTABLISHED A NEW POINT SOMEWHAT FURTHER DOWN THE ROAD-JUST PRIOR TO A POINT WHERE THE ROAD MADE AN APPROX. 30 DEGREE RIGHT TURN. AFTER TOUCHDOWN THE A/C PROCEEDED OFF THE ROAD AND STRUCK A ROCK WHICH TORE OFF THE RIGHT MAIN GEAR. THE A/C CONTINUED AHEAD APPROX. 75 YARDS AND STOPPED WITH THE NOSE 90 DEGREES TO THE RIGHT OF THE ORIGINAL TOUCHDOWN HEADING. THERE WAS DAMAGE TO THE RIGHT WING, RIGHT TAIL AND LANDING GEAR. 20001216028859I PIC STATED THAT SHORTLY AFTER TAKEOFF FROM GREAT FALLS, PILOT HEARD SOUND AND BRIEFLY HAD SMOKE IN THE COCKPIT. HE RETURNED TO GREAT FALLS WITHOUT INCIDENT. INVESTIGATION SHOWED THAT THE FUEL PUMP WAS LEAKING AND VAPORS HAD FLASHED. THERE WAS NO SUSTAINED FIRE. 20001216036579I (-23) PILOTS LANDED FLIGHT 222 ON RUNWAY 30R AT STL. CONTROLLER INSTRUCTED THEM TO EXIT THE RUNWAY TO THE LEFT. THE CONTROLLER FURTHER STATED THAT TAXIWAY HOTEL LOOKED GOOD. THE CREW TURNED LEFT SHORT OF THE TAXIWAY RESULTING IN THE AIRCRAFT BECOMING STUCK IN THE GRASS. RUNWAY 30R HAD TO BE CLOSED UNTIL THE AIRCRAFT COULD BE REMOVED. 20001216037709I (-23) ON SATURDAY DECEMBER 16, 2000 AT 08:23 HOURS LOCAL TIME, A DEHAVILLAND DASH 8 SERIES 100 AIRCRAFT, BEARING REGISTRATION NUMBER N841EX, SERIAL NUMBER 249, OPERATING AS ALLEGHENY AIRLINES FLIGHT 3795 UNDER 14 CFR PART 121, DEPARTED THE PHILADELPHIA INTERNATIONAL AIRPORT (PHL) ENROUTE TO THE ROCHESTER INTERNATIONAL AIRPORT (ROC). ACCORDING TO THE MANAGER OF MAINTENANCE BASE PRODUCTION AT BINGHAMTON FOR ALLEGHENY AIRLINES, THE CREW OF FLIGHT 3685 REPORTED THE TORQUE ON THE NUMBER 2 ENGINE DROPPED TO 7.1 PERCENT DURING CRUISE FLIGHT. ALL OTHER ENGINE INDICATIONS WERE NORMAL. THE CREW PERFORMED A PRECAUTIONARY SHUTDOWN OF THE NUMBER 2 ENGINE AND DIVERTED TO THE BROOME COUNTY AIRPORT (BGM) IN JOHSON CITY, NY. ALLEGHENY AIRLINES MAINTENANCE PERSONNEL REMOVED AND REPLACED THE NUMBER 2 ENGINE TORQUE GAUGE AND THE NUMBER 2 ENGINE TSCU. A SERVICE DIFFICULTY REPORT (SDR) WAS SUBMITTED. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001216038199I (-23) ON SATURDAY, DECEMBER 16, 2000 AT 1442 LOCAL AN AMERICAN EAGLE SAAB 340B, FLIGHT 4883, N284AE, RETURNED TO LAND AT ROC DUE TO A REPORTED LEFT TAILPIPE HOT LIGHT. THE AIRCRAFT LANDED ON RUNWAY 22 AT ROC AND TAXIED TO THE RAMP WITHOUT INCIDENT. COMPANY MAINTENANCE PERSONNEL REMOVED THE TAILPIPE COWL ASSEMBLY AND INSPECTED THE DETECTORS AND HARNESS. A BROKEN TERMINAL WAS FOUND AND REPLACED IAW MM26-11-00. AN OPERATIONAL CHECK WAS PERFORMED AND THE AIRCRAFT RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001216041869A (-23) ON SATURDAY DECEMBER 16, 2000, THE PILOT/OWNER AND PASSENGER WERE ON A LOCAL FLIGHT IN THE VICINITY OF KING SALMON, ALASKA. THE PILOT STATED THAT BEFORE TAKEOFF, DURING A THOROUGH PREFLIGHT, HE FOUND A SMALL AMOUNT OF WATER IN ONE OF THE WING TANKS. HE DRAINED THE SUMP SEVERAL TIMES TO MAKE SURE HE GOT ALL OF THE WATER OUT. AFTER AN UNEVENTFUL FLIGHT OF OVER ONE HOUR, THEY WERE RETURNING TO KING SALMON AIRPORT FOR LANDING. THEY HAD BEEN CLEARED BY THE TOWER FOR A STRAIGHT IN RUNWAY 11, HAD REPORTED A TWO-MILE FINAL AND HAD COMPLETED THE LANDING CHECKLIST WHEN THE ENGINE BEGAN TO SPUTTER. THE PILOT SAID THE HE IMMEDIATELY CHECKED THE CARBURETOR TEMPERATURE GAUGE THEN MADE SURE THE FUEL SELECTOR WAS ON BOTH. WHEN HE TRIED TO ADJUST THE THROTTLE, THE ENGINE STOPPED RUNNING. THE PILOT MADE AN EMERGENCY LANDING JUST SHORT OF THE END OF RUNWAY 11. ON LANDING, THE AIRCRAFT HIT FOUR OF THE AIRPORT APPROACH LIGHT SYSTEM STANCHIONS, WHICH SHEARED OFF NICELY AS THEY ARE SUPPOSED TO. UNFORTUNATELY, THE CEMENT BLOCKS THAT SUPPORT THE LIGHT STANCHIONS ARE ABOVE GROUND AND CAUSED SUBSTANTIAL DAMAGE TO THE AIRCRAFT. UPON LATER INVESTIGATION, A MECHANIC, MR. BILL STRODE, FOUND WATER IN THE CARBURETOR. 20001217022479I (-23) PILOT REPORTED NORMAL LANDING WITH GEAR INDICATIONS DOWN AND LOCKED. DURING TAXI, IN A LEFT TURN, THE GEAR COLLAPSED. A/C SKIDDED 20-30 FT. MECHANICAL EVALUTAION SHOWED NO MAJOR DAMAGE TO FUSELAGE. ENGINE RUN-OUT OK. WOOD PROP TIPS BENT. SUSPECT MECHANICAL FAILURE IN GEAR LINKAGE/LOCKS. UNCONFIRMED. 20001217027909A (-23) ON DECEMBER 17, 2000, A ROBINSON R-22 HELICOPTER LOST CONTROL WHILE PRACTICING TURNING AUTOROTATIONS AND CONTACTED THE GROUND IN A FIELD NEAR SUNNYVALE, TX. THE A/C WAS SUBSTANTIALLY DAMAGED AND THERE WERE NO INJURIES. 20001217028179I (-23) ON DECEMBER 18, 2000, NWAA FLIGHT #563, A B-727, S/N 21324, REGISTERED AS N285US, DIVERTED TO "PIT" AFTER REPORTING A PRESSURIZATION PROBLEM. THE A/C LANDED AND TAXIED TO THE GATE WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND 3 EA LOSES "B" NUTS ON THE CONTROLLER AND OP'S CHECKED THE A/C. ALSO A FLIGHT CHECK WAS FLOWN AND THE A/C WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT IS CLOSED. FLIGHT ENG DATA: 20001217028189I (-23)AFTER COMPLETING THE ILS APPROACH TO RUNWAY 14 AT FARMINGDALE REPUBLIC AIRPORT, CAPTAIN^PRIVAC^LANDED ON RUNWAY 14 AND DRIFTED TO THE LEFT SIDE OF THE RUNWAY. APPROXIMATELY 1600 FEET DOWN THE RUNWAY THE A/C LEFT PROPELLER STRUCK A TAXIWAY SIGN AND CONTINUED ANOTHER 500 FEET AND THE LEFT PROPELLER AGAIN STRUCK ANOTHER TAXIWAY SIGN BEFORE THE PILOT WAS ABLE TO REGAIN CONTROL AND STEER THE A/C ANOTHER 1600 FEET TO EXIT THE RIGHT SIDE OF THE RUNWAY ONTO TAXIWAY A-5. WEATHER CONDITIONS AT THE TIME OF THE LANDING WERE REPORTED AS CEILING 4,700 FEET BROKEN, 1 3/4 MILES VISIBILITY, LIGHT RAIN, WIND 180 @23 KNOTS GUSTING TO 31 KNOTS. THE AREA WEATHER CONDITIONS FROM THE MORNING UP TO THE INCIDENT TIME WERE HIGH WINDS AND HEAVY RAIN. 20001217031029I (-23) THE A/C LANDED WITH THE LEFT MAIN WHEELS LOCKED. BOTH TIRES AND WHEELS ON THE LEFT SIDE OF A/C WERE DESTROYED DURING THE LANDING ROLL OUT. 20001217035479A (-23) UPON LANDING, THE LEFT MAIN GEAR AXLE ATTACH POINT BENT CAUSING THE AIRPLANE TO SWERVE TO THE LEFT AND IT HIT A PARKED HELICOPTER. 20001217038119I (-23) ON DECEMBER 17, 2000, AT 1734 EST, A DOUGLAS DC-9-82, N459AA, FLIGHT 689, OPERATED BY AMERICAN AIRLINES, AFTER TAKEOFF, WAS UNABLE TO RETRACT THE NOSE LANDING GEAR. THE MAIN GEAR RETRACTED NORMALLY. THE CREW RECYCLED THE GEAR, BUT IT DID NOT HELP. DURING THE RETURN FOR LANDING, THE AUTO SPOILERS LIGHT ILLUMINATED AND REMAINED ON UNTIL LANDING. THE COMPANY MECHANICS REPACKED THE NOSE GEAR PISTON SEALS AND SERVICED THE NOSE GEAR AS PER THE MAINTENANCE MANUAL. AN OPERATIONAL CHECK WAS SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001217038469I (-23) ON DECEMBER 17, 2000, AT APPROX. 07:30 LOCAL TIME, A DEHAVILLAND DASH 8 SERIES 200 AIRCRAFT BEARING REGISTRATION NUMBER N989HA, SERIAL NUMBER 427, OPERATING UNDER 14 CFR PART 121 BY PIEDMONT AIRLINES AS FLIGHT 3301, DEPARTED THE ALBANY COUNTY AIRPORT (ALB) IN ALBANY, NY ENROUTE TO THE BALTIMORE-WASHINGTON INTERNATIONAL AIRPORT (BWI) ACCORDING TO THE MANAGER OF MAINTENANCE CONTROL AT PIEDMONT AIRLINES, THE FLIGHT CREW OF FLIGHT 3301 REPORTED A LOSS OF AIRSPEED INDICATION ON THE CAPTAINS AIRSPEED INDICATOR AT AN ALTITUDE OF 23,000 FEET. THIS WAS FOLLOWED BY A FLUNCTUATION OF 40 TO 60 KNOTS AIRSPEED INDICATION ON THE FIRST OFFICERS SIDE. THE CREW ELECTED TO MAKE A PRECAUTIONARY LANDING AT THE BROOME COUNTY AIRPORT (BGM) IN JOHNSON CITY, NY. LOCAL MECHANICS FROM ALLEGHENY AIRLINES INSPECTED THE AIRCRAFT AND DETERMINED IT SAFE TO FERRY FROM BGM TO BWI. AT BWI THE AIRCRAFT WAS MET BY MECHANICS FROM PIEDMONT AIRLINES WHO REMOVED AND REPLACED BOTH PITOT PROBES AND THE ELECTRICAL CONNECTIONS FOR THE RIGHT PITOT PROBE. A LEAK CHECK WAS PERFORMED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CLOSED. 20001217038859A (-23) AIRMAN DEPARTED KSUS FOR KODO. NO BRIEFING OR FLIGHT PLAN ON FILE WITH FSS. IT WILL TAKE APPROX. 3 MONTHS FOR CAMI AUTOPSY RESULTS. THE A/C LOGBOOK INDICATED A CURRENT ANNUAL INSPECTION. AT THIS TIME, INSPECTORS SUSPECT THAT A REPAIR (WELD) ON EXHAUST MANIFOLD LEAKED CAUSING PILOT INCAPACITATION AND LOSS OF A/C CONTROL. A/C WAS DESTROYED AND PILOT KILLED JUST NORTH OF ROLLA, MISSOURI (11.8 NM). AN UPDATED REPORT WILL BE FILED UPON RECEIPT OF THE AUTOPSY CONFIRMING OR DISPROVING THE ASSUMPTION MADE ABOVE. 20001217041849A (-23) STUDENT PILOT RELEASED CONTROLS AFTER A GUST OF WIND HIT THE AIRCRAFT ON LANDING AND TOLD THE CFI "YOU GOT IT". THE CFI WAS UNABLE TO REGAIN CONTROL IN TIME TO PREVENT THE AIRCRAFT FROM VEERING OFF THE RUNWAY AND HITTING A TAXIING AIRCRAFT ON THE ADJACENT TAXIWAY. THE CFI WAS GIVEN A 44709 REEXAM FOR HIS FLIGHT INSTRUCTORS CERTIFICATE AND PASSED. THIS FLIGHT WAS CONDUCTED UNDER PART 91, IN THE STUDENT OWN AIRCRAFT. 20001218022509I (-23) ON T/O JUST PAST V2 EXPERIENCED A LOUD POP, HIGH EGT AND LOSS OF POWER ON #2 ENGINE. A/C RETURNED SAFELY TO FLL WITH NO INJURIES OR DAMAGE TO A/C. INSPECTION REVEALED LAST 3 TOWS OF TURBINE BLADES WERE DESTROYED. DAMAGE WAS CONTAINED WITH NO DAMAGE TO FWD SECTION OR ENGINE CASE. 20001218022559I (-23) ON 12/18/00 AT 14:35 E DURING TAXI FOR DEPARTURE AT PIT ON TAXIWAY F, THE CREW OF PSA FLIGHT 4085 A DORNIER D328 N460PS EVACUATED CREW AND PASSENGERS DUE TO SMOKE IN AFT CABIN. AIRPORT EMERGENCY PERSONAL RESPONDED AND NO FIRE WAS FOUND. THE PASSENGERS WERE BUSSED BACK TO THE TERMINAL AND THE A/C WAS TAXIED TO THE RAMP WITHOUT INCIDENT. PSA MAINTENANCE PERSONEL TROUBLESHOT THE A/C AND DISCOVERED TWO DISCREPANCIES. THE AFT CABIN RECIRCULATION FAN MOTOR HAD FAILED AND THE CHECK VALVE FOR THE AIR FLOW SYSTEM WAS STUCKIN THE CLOSED POSITION. IT WAS PSA MAINTENANCE CONTROL OPINION THAT THE CHECK VALVE BEING STUCK CLOSED CAUSED THE MOTOR TO OVER HEAT AND FAIL. THE PARTS TO REPAIR THE A/C WERE FLOWN IN ON A LATER FLIGHT AND THE A/C WAS RETURNED TO SERVICE AFTER 24:00 E ON 12/19/00. PSA MAINTENANCE RELIABILITY WILL SUBMIT A SDR REPORT. 20001218024039I (-23) ON DECEMBER 18, 2000, AT APPROX. 2030 LOCAL, A MOONEY M-20 E, N1936Y, REGISTERED TO^PRIVACY DATA OMIT^LANDED IN THE WATER OFF THE APPROACH END OF THE RUNWAY AT UPPER CAPTIVA ISLAND (4X2) FLORIDA, WHILE ON A PERSONAL PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO VFR FLIGHT PLAN OR WEATHER BRIEFING WAS OBTAINED. THE A/C SUSTAINED MINOR DAMAGE AND THE PILOT NOR THE PASSENGER WERE INJURED. THE PILOT HELD A COMMERCIAL PILOT CERTIFICATE WITH SINGLE AND MULTI-ENGINE PRIVILEGES. THE FLIGHT ORIGINATED FROM PAIGE FIELD IN FT. MYERS, FLORIDA AT APPROX. 2015 LOCAL ON THIS SAME DATE. 20001218024239I (-23)^PRIVACY DATA^WAS PRACTICING TOUCH AND GO LANDINGS ON RUNWAY 36 AT WATERBURY-OXFORD AIRPORT. UPON LANDING^PRIVACY DATA ^WRITTEN STATEMENT INDICATED THAT AS HE WAS LANDING THE WIND PICKED UP THE WING AND THE PILOT,^PRIVACY DATA^PUSHED NOSE DOWN, THUS STRIKING THE PROPELLER AND BENDING THE NOSE GEAR STRUT. THE WINDS WERE REPORTED 290 DEGREES @8KTS, GUSTING TO 17KTS. CLEAR SKY, TEMP-1C DEW -9C, ALT 29.93. 20001218025149I (-23) A/C OPERATING WITH RIGHT GENERATOR ON MEL, USING APU AND LEFT GENERATORS. FLIGHT CREW REPORT: AT CRUISE, FL330, THE APU GENERATOR TRIPPED OFF LINE AND COULD NOT BE RESET. THE LEFT GENERATOR BECAME ERRATIC AND FAILED TO PICK UP THE LOAD, FOLLOWED BY THE LEFT GENERATOR BUS ON AND OFF RAPIDLY, THEN COMPLETELY DROPPING OFF LINE. NO COMBINATION OF GENERATOR SWITCHING WOULD RESTORE MORE THAN EMERGENCY AC/DC BUSSES. THE APU CONTINUED TO RUN, NO GENERATOR WOULD MAINTAIN ANY LOAD. THE CREW PERFORMED THE EMERGENCY PROCEDURES AND DIVERTED TO BILLINGS MONTANA WHERE IT MADE AN UNEVENTFUL LANDING. CRASH FIRE RESCUE (CFR) WAS STANDING BY. THE A/C TAXIED TO THE GATE UNDER ITS OWN POWER. 20001218026909A (-23) ON DECEMBER 18, 2000, PILOT HERBERT RISELY SCHUTT, JR., HOLDER OF CERTIFICATE NUMBER 77347940, WAS PILOT-IN-COMMAND OF N89SM, AN AEREOSPATIALE-DAUPHIN SA-365N-1 HELICOPTER THAT DEPARTED ALLEGHEY COUNTY AIRPORT, WEST MIFFLIN, PA (AGC). THIS FLIGHT WAS A MAINTENANCE TEST FLIGHT FOR MAIN ROTOR BALANCE AND TRACKING. THE HELICOPTER CRAHSED AT APPROXIMATELY 15:30 LOCAL TIME WHILE ATTEMPTING TO LAND ON RUNWAY 23 WITH A PILOT REPORTED LOSS OF TAIL ROTOR CONTROL. PILOT HERBERT RISLEY SCHUTT, JR. AND ONE MAINTENANCE PERSON, JAY MAINES, WERE SERIOUSLY INJURED AND A SECOND MAINTENANCE PERSON, AL LUNDY, HAD MINOR INJURIES. ON-SCENE INVESTIGATION CONDUCTED ON DECEMBER 18 AND DECEMBER 19, 2000, BY THIS OFFICE, REVEALED THE FOLLOWING INFORMATION.HELICOPTER M89SM HAD SUBSTANTIAL DAMAGE DURING THE EMERGENCY LANDING. THE TAIL ROTOR FENESTRON PITCH CHANGE SERVO ACTUATING ROD END WAS NOT ATTACHED TO THE OPERATING BELLCRANK. THE TAIL ROTOR GEARBOX, AND TAIL ROTOR CONTROL PITCH CHANGE SERVO WERE RETAINED AND SHIPPED TO AMERICAN EUROCOPTER IN GRAND PRAIRIE, TEXAS. A COMPLETE TEARDOWN ANALYSIS WAS CONDUCTED ON JANUARY 3, 2001, WITH NTSB AND/OR FAA IN ATTENDANCE. A PRELIMINARY INVESTIGATOR'S STATEMENT WAS SENT TO THIS OFFICE FROM THE NTSB. THE REPORT INDICATES THE TAIL ROTOR GEARBOX INPUT DUPLEX BEARING FAILED, AND FURTHER EXAMINATION BY THE NTSB MATERIALS LABORATORY WILL BE CONDUCTED. THE AIRCRAFT EVALUATION GROUP AND RESPONSIBLE INDIVIDUALS AT AEA-FSDO-03 WERE NOTIFIED FO THIS FINDING. ALL FAA RESPONSIBILITIES FOR THIS ACCIDENT HAVE AND WERE COMPLETED WITH SUBMISSION OF THIS REPORT. 20001218027919A (-23)ON DECEMBER 18, 2000, AT 1315 CST, A BELL HELICOPTER, MODEL 206B3, N8240G, OPERATED BY BELL HELICOPTER TEXTRON, INC. WAS SUBSTANTIALLY DAMAGED WHEN IT ROLLED OVER DURING A PRACTICE HYDRAULICS OFF LANDING AT THE BELL HELICOPTER TRAINING STRIP NO. 2, NEAR HURST, TEXAS. THE FLIGHT INSTRUCTOR AND COMMERCIAL PILOT RECEIVING INSTRUCTION SUSTAINED MINOR INJURIES. THERE WAS NO POST CRASH FIRE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A LOCAL COMPANY FLIGHT PLAN WAS FILED FOR THE INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE BELL HELICOPTER TRAINING CENTER. 20001218028869I (-23) AFTER TAKEOFF ENROUTE FROM ICT TO DFW, A/C EXPERIENCED SMOKE IN THE COCKPIT. EMERGENCY WAS DECLARED AND RETURNED TO ICT AND LANDED WITHOUT INCIDENT. CONTRACT MAINTENANCE CHECKED A/C, FOUND DEICING FLUID IN THE AIR CONDITIONING PACKS. TURNED ENGINES AND RUN PACKS FOR A HALF HOUR. NO MORE SMOKE OR FUMES. RETURNED A/C TO SERVICE AND CONTINUED FLIGHT. 20001218030909I (-23)10 MINUTES OUT AFTER TAKEOFF THE AFT CABIN FLIGHT ATTENDENT OBSERVED AN AFT LAVATORY ORAL AND SMOKE WARNING LIGHT ON. THE FLIGHT ATTENDENT REPORTED THE WARNING TO THE LEAD FLIGHT ATTENDENT WHO REPORTED A FIRE TO THE FLIGHT CREW. AN INFLIGHT FIRE WAS REPORTED TO ATC AND THE A/C RETURNED TO MINNEAPOLIS UNEVENTFUL. THE FLIGHT ATTENDENT OPENED THE AFT LAVATORY DOOR AND OBSERVED A RIPPLING SMOKE COMING FROM THE WASTE RECEPTACLE AND POURED A POT OF COFFEE IN THE WASTE RECEPTACLE TO EXTINGUISH ANY POSSIBLE SOURCE, SHE ALSO STATED THE SMOKE HAD AN ELECTRICAL SMELL. INSPECTION OF THE CONTENTS DID NOT REVEAL ANY EVIDENCE OF A POSSIBLE FIRE OR SMOLDERING PAPER. THE CONTENTS OF THE CONTAINER CONSISTED OF ONLY THREE PAPER TOWELS. CHICAGO NTSB WAS CONTACTED TO DISCUSS INFORMATION AND THE A/C WAS RELEASED. MAINTENANCE INSPECTED THE SURROUNDING AREA OF WASTE RECEPTACLE FOR POSSIBLE DISCREPANCIES AND RETESTED THE SMOKE ALARM WARNING SYSTEM, ALONG WITH INSPECTING THE FIRE EXTINGUISHING SYSTEM. THE SOURCE OF THE SMOKE COULD NOT BE DETERMINED AND THE A/C WAS RELEASED. 20001218031539I (-23) A/C AT FLIGHT LEVEL 27 WHEN THE PILOT EXPERIENCED A SUDDEN LOSS OF MANIFOLD PRESSURE. A LANDING WAS MADE AT THE CEDAR CITY AIRPORT WITHOUT INCIDENT. MAINTENANCE FOUND THAT THE TURBOCHARGER HAD FAILED. THE UNIT WAS SENT TO THE "FIREWALL FORWARD" REPAIR STATION (PP5R) FOR TEARDOWN. INSPECTION REVEALED THAT THE SHAFT HAD BROKEN OFF AT THE TURBINE WHEEL FRICTION WELD POINT AND DISPLAYED EVIDENCE OF FOREIGN OBJECT DAMAGE TO THE TURBINE BLADES. THIS DAMAGE CREATED EXCESSIVE VIBRATION IN THE SHAFT. SUSPECTING A PIECE OF BROKEN OFF EXHAUST VALVE PASSING THROUGH THE TURBINE, FIREWALL NOTIFIED THE OWNER AND MAINTENANCE ACTIVITY IN CDC OF THE FOD DAMAGE TO THE BLADES. THEY REQUESTED THAT A COMPRESSION TEST BE PERFORMED ON THE ENGINE CYLINDERS TO TEST THE BROKEN VALVE THEORY. THIS WAS ACCOMPLISHED SATISFACTORILY. 20001218037669I (-23) ON MONDAY DECEMBER 18, 2000, A CESSNA 152, N6325Q, REGISTERED TO ^PRIVACY DATA O^OF JACKSONVILLE, IL, MADE A PRECAUTIONARY LANDING ON A COUNTY ROAD JSUT TWO MILES SOUTH OF THE OLEAN, NY AIRPORT (OLE). THE PILOT STATED HIS FUEL GAUGES WERE SHOWING EMPTY. THE AIRCRAFT LANDED WITHOUT INCIDENT AND TAXIED TO A FARMERS HOUSE AND THE FARMER PROVIDED HIM WITH FIVE GALLONS OF AUTO FUEL SO HE COULD PROCEED TO THE OLEAN AIRPORT. WHILE TAXING OUT TO TAKEOFF, THE AIRCRAFT'S RIGHT MAIN LANDING GEAR HIT A SNOW BANK AND FORCED THE LEFT WING TO DROP AND HIT THE GROUND. UPON COMING OFF OF THE SNOW BANK, THE PROPELLER STRUCK THE GROUND. THE PILOT ELECTED TO CONTINUE THE TAKE OFF FROM THE ROAD AND PROCEEDED TO THE OLEAN AIRPORT WHERE THE MANAGER OF THE FBO CONTACTED THIS FAA FSDO (AEA-FSDO-23) AND THE PILOT WAS INFORMED TO NOT FLY THE AIRCRAFT. ON TUESDAY, DECEMBER 19, 200, INSPECTORS EDWARD DICK AND FRED FERLITO INSPECTED THE AIRCRAFT AND ISSUED FAA FORM 8620-1. AIRCRAFT CONDITION NOTICE, WITH THE FOLLLOWING DISCREPANCIES: 1)PROPELLER BENT/DAMAGED; 2)ENGINE NEEDS PROP STRIKE TEARDOWN INSPECTION. THIS INCIDENT IS CONSIDERED CLOSED. 20001218042969A (-23) ON DECEMBER 18, 2000 AT 1715 EST, A BEECHCRAFT 58, N4558S REGISTERED TO FREDRICK L. SOUDERS, LANDED SHORT OF RUNWAY 9 AT THE HUNTINGBURG, INDIANA AIRPORT. THE AIRCRAFT WAS MAKING AN INSTRUMENT APPROACH. ICING CONDITIONS WERE ENCOUNTERED DURING THE DESCENT. THE WINDSHIELD BEGAN ICING OVER LEAVING ONLY A SMALL HOLE FOR FORWARD VISION. WHEN 1/4 MILE OUT THE PILOT NOTICED A SNOW PLOW HAD DRIVEN ONTO THE RUNWAY. A GO AROUND WAS INITIATED. DURING THE GO AROUND THE SUPPLY OF DE-ICE ALCOHOL FOR THE WINDSHIELD WAS DEPLETED, AND THE WINDSHIELD ICED OVER COMPLETELY. THE APPROACH AND LANDING WERE MADE USING THE LIMITED FORWARD VISIBILITY THROUGH THE SIDE WINDOW. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE AIRPORT. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. BOTH OF THE MAIN LANDING GEAR WERE TORN OUT OF THE AIRCRAFT WHEN IT STRUCK THE EDGE OF THE RUNWAY. THE COMMERCIAL RATED PILOT AND TWO PASSENGERS WERE UNINJURED. 20001218043759A (-23) PILOT, ^PRIVACY DATA OMITTED^ RECEIVED HIS PVT PILOT CERT ON 12-17-00. DEPARTED FLYING W AIRPORT N14 @ 1915 FOR A NIGHT SIGHTSEEING FLT TO THE NY COORIDORE. AS HE RETURNED HOME, HE NOTICED A DISCHARGE IN THE AMPMETER. HE THEN TURNED OFF ALL RADIOS TO "CONSERVE POWER". AT ONE POINT HE LOST NAVIGATIONAL EQUIP. BUT KNEW WHERE HE WAS. HIS PAX., ^PRIVACY DATA OMITTED^, CONFIRMED THIS STATEMENT. ONCE BACK @ THE FIELD, ^PRIVACY DATA OMITTED^, ATTEMPTED TO TURN ON THE RWY LIGHTS ON N14 (THEY ARE PILOT CONTROLLED THROUGH A SELECTED FREQUENCY), BUT TO NO AVAIL. HE THEN FLEW DOWN RWY ONCE AND DECIDED THAT HE WOULD MAKE A LANDING AT THE UNLIT FIELD. AS HE WAS LANDING, HE NOTICED THAT THE FLAPS HAD NOT EXTENDED. THE A/C LANDED APPROX. 3/4 DOWN RWY AND SLIGHTLY FAST. THE PILOT ATTEMPTED TO STOP THE A/C BUT WAS UNABLE. THE A/C HIT EMBANKMENT AND SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND PASSENGER SUSTAINED MINOR INJURIES. 20001219026449I (-23) (INFORMATION OBTAINED FROM PILOT OVER THE TELEPHONE)^PRIVACY DATA OMITTED^ A/C OVERTURNED WHILE TRYING TO TAXI BACK TO THE BEACH AREA. WIND SPEED AT TIME OF INCIDENT WAS 35 KNOTS (HIGHER THAN EARLIER FORECAST PROJECTION). A/C SUFFERED MINOR DAMAGE. HOWEVER, TAIL SECTION WAS DAMAGED DURING SALVAGE OPERATION. A/C OWNED BY SEA PLANES OF KEY WEST. INCIDENT OCCURRED ON LOCATION 75 MILES WEST OF KEY WEST (DRY TORTUGAS NAT. PARK) 20001219027959I (-23) ON DECEMBER 16, 2000, AT APPROX. 14:00 HOURS, KITTY HAWK AIRCARGO INC'S 727, N6970 ARRIVED AT BRADLEY INTERNATIONAL AIRPORT WHERE IT REMAINED UNTIL IT'S NEXT FLIGHT ON DECEMBER 18, 2000. THE A/C REMAINED PARKED ON THE CARGO RAMP FROM DECEMBER 16TH TO DECEMBER 18TH, 2000. THE WEATHER THROUGH THE WEEKEND INCLUDED A RAPID DROP IN TEMPERATURE WITH SNOW AND FREEZING RAIN ON THE 17TH OF DECEMBER. ON DECEMBER 18, 2000 @21:05 HOURS, N69740, KITTY HAWK'S 727, TAXIED FOR TAKEOFF WITHOUT BEING DEICED TO RUNWAY 33. AT 21:15 HOURS ON DECEMBER 18TH, 2000, N69740 DEPARTED RUNWAY 33 AT BRADLEY INTERNATIONAL AIRPORT. SHORTLY AFTER ROTATION THE CREW EXPERIENCED FAILURE OF THE #3 ENGINE. THE CREW DECLARED AN EMERGENCY, SECURED A #3 ENGINE AND LANDED ON RUNWAY 24 WITHOUT FURTHER INCIDENT. INVESTIGATION REVEALED THAT FROZEN SNOW AND ICE WERE STILL ADHERING TO THE RIGHT SIDE OF THE EMPENNAGE AND #3 ENGINE STUB WING. PICTURES WERE TAKEN AND THERE IS AN ONGOING INVESTIGATION INTO THIS INCIDENT. 20001219028319I (-23)AFTER DEPARTURE FROM ST PAUL DOWNTOWN AIRPORT, ST PAUL, MN (STP), THE FLIGHT INSTRUCTOR AND STUDENT PILOT NOTICED SMOKE IN THE COCKPIT. THEY RETURNED TO THE AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. DURING EXAMINATIONOF THE A/C, A LARGE CRACK WAS FOUND IN THE ENGINE CASE. 20001219030569I (-23) COPILOTS WINDSHIELD OUTER LAYER CRACKED DURING CRUISE FLIGHT. A/C WAS ENROUTE FROM BISMARCK, ND TO EDEN PRARIE, MN. A/C DIVERTED TO FARGO, ND AND LANDED WITHOUT INCIDENT. MINNEAPOLIS GSDO ISSUED SPECIAL FLIGHT PERMIT TO DESTINATION AFTER NOTIFYING FARGO FSDO. (FARGO FSDO INCIDENT #IGL21010003) 20001219030789I (-23) ON DECEMBER 19, 2000, AT APPROX. 1743 EST, A PILOT OF AN A/C PIPER PA-31-350, N333SC, INBOUND TO SPRINGFIELD, OHIO, REPORTED THAT WAS UNABLE TO LOWER THE RIGHT MAIN LANDING FEAR. PIC REPORTED THAT AFTER NUMEROUS EXTENSIONS AND RETRACTIONS HE OVERFLEW THE AIRPORT, RECEIVED VISUAL CONFIRMATION FROM THE GROUND THAT THE RIGHT MAIN GEAR APPEARED TO BE RETRACTED, THEN DIVERTED TO NEWARK/HEATH AIRPORT. THE PIC REPORTED THAT AT ALTITUDE AND WITH AUTOPILOT ON HE PROCEEDED TO REVIEW, BRIEF THE PASSENGER, AND EXECUTIVE EMERGENCY PROCEDURES. PRIOR TO ATTEMPTING TO LOWER THE LANDING GEAR, THE A/C WAS REPORTED TO BE EXPOSED TO A TEMPERATURE OF -18 CENTIGRADE FOR 50 MINUTES. THE A/C LANDED AT THE NEWARK/HEATH AIRPORT ON RUNWAY 27, RIGHT MAIN GEAR UP. THERE WERE NO INJURIES SUSTAINED BY EITHER THE PILOT OR THE PASSENGER. 20001219032869I (-23) WHILE HERDING HORSES ON A 14 CFR 91 BLM CONTRACT, APPROXIMATELY 30 MILES SOUTH OF GARRISON, UTAH, ENGINE DECOUPLED FROM TRANSMISSION. THE SOLE OCCUPANT PILOT AUTOROTATED TO A CLEARING AND UPON TOUCHDOWN ONE ROTOR BLADE STRUCK A TREE, SUDDEN STOPPING THE ROTOR, AND RESULTING IN SPLITTING OF THAT ROTOR BLADE'S TRAILING EDGE. THE A/C WAS RELEASED TO THE OPERATOR'S HOME BASE IN FALLON, NV. ENGINE/TRANSMISSION TEARDOWN TO BE OBSERVED BY RENO FSDO BASED PMI,^PRIVACY DAT^. 20001219036499I (-23) ON 02/28/01, A REQUEST FOR A SPECIAL FLIGHT PERMIT TO FLY WITH THE GEAR DOWN WAS INVESTIGATED AND IT WAS FOUND THAT THE SUBJECT AIRCRAFT WAS INVOLVED IN AN INCIDENT THAT OCCURRED DURING THE LANDING PHASE. FURTHER RESEARCH REVEALED THAT THE AIRCRAFT'S LANDING GEAR COLLAPSED UPON LANDING CAUSING DAMAGE TO BOTH PROPELLERS, SOME LOWER FUSELAGE STRUCTURAL STRINGERS AND SHEET METAL SKINS. THERE WAS OTHER EVIDENCE OF FLAP DAMAGE LOCATED ON THE RIGHT WING AND NOSE GEAR DOORS HAD SEVERE SCRAPES AND DENTS AT THEIR AFT SECTIONS. THE PROPELLERS WERE REMOVED FOR OVERHAUL AND BOTH CRANKSHAFTS WERE INSPECTED FOR FURTHER DAMAGE. IT IS THE OPINION OF THE REPORTING ASI, BASED ON THE VISUAL EVIDENCE OF THE AIRCRAFT, IT APPEARS THE GEAR FOR SOME UNKNOWN REASON RETRACTED UPON LANDING. THIS PROBLEM IS CERTAINLY ELECTRICALLY RELATED AND FURTHER TROUBLESHOOTING IS REQUIRED. THE AIRCRAFT WAS ISSUED A SPECIAL FLIGHT PERMIT TO ACCOMPLISH FURTHER MAINTENANCE REPAIRS. (SEE ATTACHED SHEET) 20001219037719I (-23) ON DECEMBER 19, 2000, AT 07:28 LOCAL TIME, A DEHAVILLAND DASH 8 SERIES 102 AIRCRAFT, BEARING REGISTRATION NUMBER N843EX, SERIAL NUMBER 335, OPERATING AS ALLEGHENY AIRLINES AS FLIGHT 3899 UNDER 14 CFR PART 121, DEPARTED THE BROOME COUNTY AIRPORT (BGM) IN JOHSNON CITY, NY ENROUTE TO ALLENTOWN, PA. ACORDING TO THE FLIGHT CREW, DURING CLIMB OUT IN LEVEL FLIGHT, THE FIRST OFFICER'S ATTITUDE DIRECTIONAL INDICATOR (ADI) INDICATED AN 8-DEGREE BANK TO THE RIGHT. THIS CONDITION WAS FOLLOWED BY A SERIES OF MESSAGES APPEARING ON THE 802 PANEL INCLUDING HSI MISMATCH, AHRS DATA INVALID, ADI PITCH MISMATCH AND YD DISENGAGED. THE CREW RETUNED TO THE BGM AIRPORT AND THE AIRCRAFT WAS TAKEN TO THE ALLEGHENY AIRLINES MAINTENANCE HANGAR. MAINTENANCE PERSONNEL REMOVED AND REPLACED THE #2 AHRS AND @2 ADI. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20001219038099I (-23) THE PILOT WAS LANDING AT PERKIOMEN VALLEY AIRPORT (N10) AT APPROX. 1210 EST. ON ROLL-OUT, THE PILOT ATTEMPTED TO STOP THE AIRCRAFT. THE LEFT BRAKE FAILED. THE AIRCRAFT VEERED OFF THE RIGHT SIDE OF THE WEST END OF RUNWAY 27. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE PILOT WAS NOT INJURED. 20001219042929A (-23) AFTER SETTING THE AIRPLANE'S ELEVATOR TRIM CONTROL WHEEL TO THE TAKE-OFF SETTING, IN THE BEFORE TAKE-OFF CHECKLIST, THE PILOT INITIATED A NORMAL TAKE-OFF ON RUNWAY 29 AT STURGIS MUNI AIRPORT. THE AIRPLANE ACCELERATED BEYOND THE LEFT NOSE WHEEL AT 60 MPH SPEED TO 75-80 MPH. PILOT REDUCED POWER TO ABORT THE TAKEOFF AND CONTINUED APPLYING AFT ELEVATOR CONTROL TO BECOME AIRBORNE. HE THEN REAPPLIED POWER AND THROUGH MIS-MANAGING THE FLIGHT CONTROLS, ERRATIC FLIGHT OCCURRED. HE THEN REDUCED POWER AGAIN TO LAND OFF THE RUNWAY IN A NOSE-LOW ATTITUDE RESULTING IN THE NOSE GEAR BEING TORN OFF THE AIRPLANE AND THE PROPELLER STRIKING THE GROUND. THE ACCIDENT INVESTIGATION REVEALED THAT THE TRIM CONTROL SYSTEM WAS FAULTY. WHEN THE TRIM CONTROL INDICATOR WAS SET TO THE TAKEOFF POSITION, THE ELEVATOR TRIM WAS SET TO THE FULL NOSE DOWN POSITION. THE PRIVATE PILOT DID NOT RECOGNIZE THE EFFECT OF THE TRIM NOR ATTEMPT TO RESET THE TRIM DURING THE TAKEOFF. 20001219043239A (-23) THE PILOT STATED THAT HE HAD LEFT THE HOWELL, MICHIGAN AIRPORT (OZW) AT 1300 LOCAL TIME. THE AIRCRAFT WAS FILLED WITH FUEL A MONTH EARLIER AND WAS LEFT OUTSIDE UNTIL THE DAY OF THE FLIGHT. THE AIRCRAFT WAS PUT IN A HEATED HANGER, DEICED, AND DRIED PRIOR TO FLIGHT ON THE DAY OF THE ACCIDENT. THE PILOT FURTHER STATED THAT HE CHECKED AND DRAINED THE FUEL SUMPS AND FOUND NO WATER. THE PILOT WAS ENROUTE TO MOUNT COMFORT AIRPORT (MQJ) WHEN HE ELECTED TO MAKE A REST STOP AT EAGLE CREEK AIRPARK (EYE). ON FINAL, THE PILOT SWITCHED TO THE LEFT FUEL TANK, AS THE CHECKLIST REQUIRED. HE STATED THAT HE HAD FLOWN THE ONE-HOUR TRIP FROM OZW TO EYE ON THE RIGHT FUEL TANK. HE LANDED AND TAXIED TO THE FBO. HE WAS ON THE GROUND FOR APPROXIMATELY 15 MINUTES. HE STARTED, TAXIED AND TOOK OFF FROM EYE ON THE LEFT FUEL TANK. AT APPROXIMATELY 1000 FEET, AFTER HE HAD SELECTED THE LANDING GEAR UP, THE ENGINE STARTED TO RUN ROUGH (SPUTTER) FOR ABOUT FIFTEEN SECONDS AND THEN PROCEEDED TO QUIT. HE IMMEDIATELY SELECTED THE RIGHT FUEL TANK ON; INSURED ALL CONTROLS WERE FULL FORWARD AND SELECTED THE AUXILIARY FUEL PUMP ON. THE ENGINE FAILED TO RESTART, HOWEVER THE PROPELLER WAS ROTATING WHEN THE AIRCRAFT MADECONTACT WITH THE GROUND. THE PILOT WAS UNABLE TO RETURN TO EYE AND ELECTED TO MAKE A GEAR UP, OFF AIRPORT LANDING. TWO WITNESSES STATED THAT THEY SAW A GRAY/BROWN TRAIL OF EXHAUST FROM THE AIRCRAFT AS IT DEPARTED EYE. 20001220024899I (-23) PILOT STATED THAT ON LANDING ROLLOUT ON RUNWAY 14 AT SPRINGFIELD, MO AIRPORT, (SGF), THE LEFT BRAKE LOCKED, CAUSING THE A/C TO EXIT THE RUNWAY TO THE LEFT. THERE IS MINOR DAMAGE TO THE NOSE GEAR FORK, AND THE MAIN WHEEL FAIRINGS. INCIDENT NUMBER CE2001IGA0018 IS CONSIDERED CLOSED WITH THIS REPORT. 20001220025129I (-23) SEE ATTACHMENT 20001220025249A (-23) A/C LOST POWER DURING CRUISE AT 1,800 FEET MSL. PILOT SWITCHED FUEL TANKS AND THE A/C'S ENGINE. RAN FOR ABOUT 10 SECONDS. THE PILOT MADE A FORCED LANDING ONTO A FIELD ADJACENT TO A TRACK AT A HIGH SCHOOL. THE A/C STRUCK A METAL FENCE AT THE END OF THE FIELD DURING LANDING ROLLOUT ONTO WET GRASS. THE A/C HAS BEEN OBSERVED BY AN FAA AIRWORTHINESS INSPECTOR DURING EXAMINATIONS AND TESTING AND NO REASON FOR THE ENGINE FAILURE HAS BEEN DETERMINED. 20001220026479I (-23) ON DECEMBER 20, 2000, AT 1712 LOCAL TIME A CESSNA 310-D LANDED AT THE 29 PALMS AIRPORT, 29 PALMS, CA. THE PILOT REPORTED THAT THE NOSE GEAR WAS PARTIALLY RETRACTED, AND THERE WAS MINOR DAMAGE TO THE A/C AND NO INJURIES TO THE TWO OCCUPANTS. THE PILOT WILL SUBMIT A MALFUNCTION AND DEFECT REPORT AFTER COMPLETION OF REPAIRS.^PRIVACY DATA OMITTED^ 20001220026969A (-23) AFTER COMPLETING AN ILS APPROACH, THE PILOT LANDED THE AIRPLANE APPROX. 160 FEET LEFT OF THE RUNWAY AND 3,500 FEET ALONG THE RUNWAY FROM THE THRESHOLD IN 2 TO 3 FEET OF SNOW. AT THIS POINT IN THE INVESTIGATION, IT APPEARS THAT THE RUNWAY LIGHTS WERE NEVER ACTIVATED. 20001220028639A (-23) PILOT FILED A IFR FLIGHT PLAN FOR FCM. PERFORMED TAKE-OFF ROLL ON RUNWAY 11 DURING WHITE OUT CONDITIONS, LOST VISUAL REFERENCES, SLOWED A/C AND LOST DIRECTIONAL CONTROL, A/C VEERED INTO SNOW BANK OFF THE RIGHT SIDE OF RUNWAY. NOSEWHEEL STRUT COLLAPSED WHEN IT CONTACTED THE PLOWED GRASS SURFACE OFF TO THE SIDE OF THE RUNWAY AND THE PROP STRUCK THE SNOW BANK. THE RIGHT WING TIP AND ENGINE COWLING RECEIVED DAMAGE. THE NOSE SECTION HAS HIDDEN DAMAGE THAT INCLUDES THE RIGHT KEEL, NOSE BUG AND ASSOCIATED BULKHEADS. RIGHT WING HIDDEN DAMAGE INCLUDES STIFFNERS AND RIBS. 20001220030579I (-23) KHA1736 RETURN TO FWA DUE TO AN EDGE FLAP INDICATOR DEPLOYMENT. A/C LANDING WITHOUT INCIDENT. SEE SDR REPORT #01-0198 ON FILE AT DFW CMO. 20001220034169I (-23)A/C LANDED WITH THE NOSE GEAR UP. PILOT STATED THAT HE FOLLOWED PROCEDURES TO LOWER THE LANDING GEAR BY TURNING THE HANDLE BUT DID NOT OPERATE THE LANDING GEAR TO THE FULL OVER CENTER POSITION. THE DRIVE PIN THAT CONNECTS THE HANDLE ASSEMBLY TO THE NOSE GEAR MECHANISM HAD BROKEN ALLOWING THE NOSE GEAR TO COLLAPSE, CAUSING THE A/C NOSE TO LAND ON THE NOSE GROUND PLATE. 20001220040439A (-23) ON 12-20-2000, AT ABOUT 1024 EASTERN STANDARD TIME, A PIPER PA-28R-201, N9185P, REGISTERED TO AND OPERATED BY PAN AM INTERNATIONAL FLIGHT TRAINING CRASHED WHILE MAKING A FORCED LANDING FOLLOWING A REPORTED LOSS OF ENGINE POWER AT FORT PIERCE, FLORIDA, WHILE ON A TITLE 14 OF THE CODE OF FEDERAL REGULATIONS (14 CPR) PART 91 PERSONAL FLIGHT. VISUAL METEROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE AND THE PRIVATE-RATED PILOT RECEIVED SERIOUS INJURIES. SEVERAL ATTEMPTS WERE MADE TO CONTACT THE PILOT, BUT WE WERE UNSUCCESSFUL. THE PILOT INFORMATION REQUESTED ABOVE WAS NOT VERIFIED AND NO OFFICIAL STATEMENTS WERE MADE BY THE PILOT REGARDING THIS ACCIDENT. PILOT IS NOT CURRENTLY AVAILABLE FOR CONTACT. ON 12-28-200, AN ENGINE PERFORMANCE TEST WAS ACCOMPLISHED WITH NO DIFFICULTIES NOTED. 20001220041679A (-23) ON DECEMBER 20, 2000, ABOUT 1630 ALASKA STANDARD TIME, A WHEEL EQUIPPED CURTIS WRIGHT C-46A AIRPLANE, N1419Z, WAS DESTROYED AFTER COLLIDING WITH MOUNTAINOUS TERRAIN, APPROXIMATELY 44 NAUTICAL MILES SOUTHWEST OF THE KENAI VOR. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES CARGO FLIGHT UNDER TITLE 14, CFR 125, WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS REGISTERED TO, AND OPERATED BY EVERETS AIR FUEL, INC. FAIRBANKS, ALASKA. THE PILOT IN COMMAND, A CERTIFICATED COMMERCIAL PILOT, AND THE SECOND IN COMMAND, A CERTIFICATED COMMERCIAL PILOT, SUFFERED FATAL INJURIES IN THE COLLISION. THE FLIGHT ORIGINATED AT KENAI, ALASKA AND UNLOADED A FUEL CARGO AT NONDALTON, ALASKA. THE ACCIDENT AIRCRAFT WAS REPOSITIONING FROM NONDALTON, ALASKA TO KENAI, ALASKA WHEN THE ACCIDENT OCCURRED. 20001221023399I (-23) THE PILOT DID NOT EXTEND THE LANDING GEAR FOR LANDING AT LOGAN INTERNATIONAL AIRPORT (KBOS) ON RUNWAY 22L. DURING INTERVIEW WITH PILOT, HE STATED HE BROKE HIS ROUTINE OF PLACING THE GEAR DOWN APPROACHING THE GLIDE SLOPE BECAUSE OF LANDING BETWEEN HEAVY AIRCRAFT, WHICH WAS A NEW EXPERIENCE FOR HIM. 20001221024179I (-23) AT PITTSBURGH AIRPORT ON DECEMBER 21, 2000, AT 0733 EST (1233Z), UNITED EXPRESS FLIGHT 308, REGISTERED AS N497UE RETURNED FROM FLIGHT TO LAND ON RUNWAY 10R AFTER THE LANDING GEAR FAILED TO RETRACT AFTER TAKEOFF. THE ARFF RESPONDED AND THE A/C TAXIED TO THE RAMP WITHOUT INCIDENT. THE CREW WRITE-UP FROM THE LOG PAGE IS AS FOLLOWS "AFTER DEPARTURE UPON RAISING THE GEAR BOTH HYDRAULIC PUMPS INTERMITTENTLY FAILED AND GEAR WOULD NOT RAISE, COMPLIED WITH QRH. RIGHT HYDRAULIC PUMP CAME BACK ON LINE SLOWLY INCREASING PRESSURE TO 2000 PSI. LEFT PUMP ONLY CAME BACK ON TAXI IN." THE CORRECTIVE ACTION BY ATLANTIC COAST AIRLINE MECHANIC THAT WAS SENT UP FROM IAD IS AS FOLLOWS "SERVICED HYDRAULIC RESERVOIR. NO LEAKS FOUND. NO OTHER DEFECTS NOTED, "THIS INCIDENT WAS INVESTIGATED BY DESK AUDIT AND IS CLOSED." 20001221025049I (-23)PILOT IN RIGHT SEAT MADE A HARD LANDING AND WENT AROUND. ON SUBSEQUENT LANDING THE NOSE GEAR COLLAPSED. THERE WAS NO FIRE AND NO ONE WAS INJURED. 20001221026459I (-23) ON DECEMBER 21, 2000 @2050 HOURS, UPS FLIGHT 9821, A BOEING 727, REGISTRATION NUMBER N211UP STARTED IT'S TAKE OFF ROLL ON RUNWAY 33 AT BRADLEY INTERNATIONAL AIRPORT. APPROX. 500 TO 800 FEET DOWN THE RUNWAY THE CREW EXPERIENCED ERRATIC OPERATION AND INDICATIONS FROM #1 ENGINE. THE CREW ABORTED THE TAKE OFF ROLL AND RETURNED TO THE UPS RAMP. INVESTIGATION REVEALED FAILURE OF THE 3RD AND THE 4TH STAGE COMPRESSOR BLADES. UPS IS GOING TO FILL OUT A M&D REPORT THROUGH THEIR CHDO. 20001221026539I (-23) ALO12001B0819 AT 3,000' AND CRUISE PHASE OF FLIGHT WHILE ENROUTE TO GALENA, ALASKA, THE #3 CYLINDER OF THE LEFT ENGINE SEPARATED FROM THE ENGINE CASE, WHICH RESULTED IN AN INFLIGHT FIRE. THE ENGINE WAS FEATHERED AND SHUT DOWN. APPROX. 2 MINUTES LATER, THE FIRE WENT OUT. THE A/C LANDED IN GALENA 18 MINUTES LATER WITH NO FURTHER INCIDENT. 20001221028309I (-23)FLIGHT 382 ENROUTE FROM LAS TO ORD EXPERIENCED SMOKE IN THE COCKPIT. AIRCRAFT DIVERTED TO ICT AND LANDED WITHOUT INCIDENT. UNITED AIRLINES MAINTENANCE PERSONNEL FOUND BURNED UP GASPER FAN. DEFERRED AT PER THE MEL AND RETURNED TO SERVICE. 20001221029459A (-23) MR. MICHAEL REBHOLTZ THE OWNER AND PILOT OF N2102Q ENTERED A LEFT DOWNWIND FOR RUNWAY 12 AT SAN CARLOS AIRPORT IN SAN CARLOS, CA. HE WAS INSTRUCTED TO EXTEND HIS DOWNWIND LEG FOR SPACING. WHEN HE APPLIED POWER, THE ENGINE DID NOT RESPOND. MR. REBHOLTZ EXECUTED THE ENGINE FAILURE CHECK LIST ITEMS WITH NO RESULTS. HE ELECTED TO LAND THE AIRCRAFT IN A SLOUGH APPROXIMATELY 1 1/2 MILES NORTH WEST OF THE AIRPORT. THE AIRCRAFT'S NOSE GEAR DUG INTO THE MUD OF THE SLOUGH ON IMPACT AND THE AIRCRAFT CAME TO REST INVERTED. MR. REBHOLTZ EXITED THE AIRCRAFT WITH NO INJURIES TO HIMSELF. (.4) WHILE ON AN EXTENDED DOWNWIND FOR LANDING THE AIRPLANE EXPERIENCED A POWER FAILURE AFTER THROTTLE WAS APPLIED. THE PILOT EXECUTED THE PRELANDING AND AN EMERGENCY CHECKLIST. ENGINE POWER WAS NOT RESTORED. ACCORDING TO THE SAME ACCOUNT, THE PILOT TURNED THE FUEL SELECTOR TO THE "OFF" POSITION BEFORE THE FORCED LANDING WAS MADE IN THE SLOUGH WEST OF THE AIRPORT. THE NOSE WHEEL WAS CAUGHT IN THE ROUGH TERAIN AND THE AIRPLANE CAME TO REST INVERTED. FUEL WAS ADDED BEFORE THE FLIGHT AND POST CRASH EXAMINATION REVEALED THE TANKS CARRIED A SUPPLY 1 INCH BELOW THE TABS. THE AIRPLANE WAS SUCCESSFULL Y STARTED AFTER IT WAS RIGHTED AND RAN ROUGHLY. 20001221037539I (-23) ON DECEMBER 21, 2000, AT 1932 EST, A MCDONNELL DOUGLAS DC-9-31, S/N 47144, N916RW, OPERATED BY NORTHWEST AIRLINES INC., EXPEREINCED A LANDING DOOR PROBLEM. THE AIRCRAFT LANDED AT THE SYRACUSE INTERNATIONAL AIRPORT (SYR) ON RUNWAY 28. THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL INSPECTED THE AIRCRAFT AND NOTED MINOR DAMAGE TO THE RIGHT SIDE MAIN LANDING GEAR DOOR. THE RIGHT MAIN LANDING GEAR DAMAGE WAS DEFERRED IN ACCORDANCE WITH NORTHWEST AIRLINES ENGINEERING AUTHORIZATION NUMBER 99-177583. THE AIRCRAFT WAS RETURNED TO SERVICE FOR ONE REVENUE FLIGHT FROM SYRACUSE INTERNATIONAL AIRPORT. VISUAL METEOROLICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT DETROIT METROPOLITAN WAYNE COUNTY (DTW), DETROIT, MICHIGAN ON DECEMBER 21, 2000 AT APPROX. 1730 EDT. THIS INCIDENT IS CLOSED. 20001221037739I (-23) ON DECEMBER 21, 2000, AT 1745 EST, A BEECHCRAFT BE-1900-D, N846CA, OPERATED BY CHAMPLAIN ENTERPRISES INC., EXPERIENCED LOW OIL PRESSURE IN THE LEFT ENGINE. THE ENGINE WAS SHUT DOWN, AND THE AIRCRAFT LANDED AT THE SYRACUSE INTERNATIONAL AIRPORT. THE ARFF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONNEL INSPECTED THE ENGINE ASSEMBLY, AND SERVICED THE LEFT ENGINE WITH 5 QUARTS OF EXXON 2380 TURBINE OIL. THE ENGINE WAS RUN UP IN ACCORDANCE WITH PRATT & WHITNEY MAINTANCE MANUAL, WITH NO DEFECTS NOTED, AND RETURNED TO SERVICE. THE AIRCRAFT WAS REPOSITIONED TO THE PLATTSBURG, NY MAINTENANCE BASE WHERE THE PT6A-67D, ENGINE WAS REMOVED FOR PRECAUTIONARY REASONS, S/N OFF PS0313, S/N ON PSO450. THE AIRCRAFT WAS RUN UP AND LEAK CHECKED IN ACCORDANCE WITH THE PRATT & WHITNEY MAINTENANCE MANUAL. THE AIRCRAFT WAS RETURNED TO SERVICE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. TEH AIRCRAFT WAS NOT DAAMGED AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT BOSTON/LOGAN AIRPORT, BOSTON, MA ON DECEMBER 21, 2000. THIS INCIDENT IS CONSIDERED CLOSED. 20001222024709A (-23) PILOT ON AN IFR FLIGHT PLAN REPORTED THE RUNWAY IN SIGHT AND CANCELLED IFR. HE REPORTED "LEFT BASE FOR RUNWAY 32" ON UNICOM AND THEN DISAPPEARED. WRECKAGE WAS FOUND ON A MOUNTAIN TOP ABOUT 7 MILES FROM THE AIRPORT THE NEXT MORNING. THE A/C WAS CONSUMED BY FIRE. 20001222024749A (-23) ON DECEMBER 22, 2000 THE PILOT WAS ATTEMPTING TO LAND THE CHARTERED PA-31 AT THE KAVIK RIVER AIR STRIP WITH TWO PASSENGERS ON BOARD. THE PILOT SAID HE OVERFLEW THE AIR STRIP AT ABOUT 1700 FEET MSL IN PREPARATION FOR LANDING. HE SAID THE NORTH SLOPE TUNDRA SURROUNDING THE STRIP WAS WHITE AND IT WAS PRETTY DARK WHEN HE ARRIVED. AFTER OVERFLYING THE STRIP HE BEGAN HIS DESCENT TO THE WEST NORTH WEST WHERE HE BELIEVED THERE WEREN'T ANY HILLS. HE CONTINUED HIS DESCENT DURING THE DOWNWIND LEG. THE PILOT CONFIGURED THE A/C WITH GEAR DOWN AND 130 KNOTS AND BEGAN HIS BASE LEG. AT SOME POINT SHORTLY THEREAFTER, THE PILOT SAID HE REALIZED HE HAD FLOWN INTO IFR CONDITIONS BECAUSE HE COULD SEE THE SNOW IN THE WING TIP STROBE LIGHTS. HE BELIEVES HE PUSHED THE THROTTLES FORWARD AND STARTED PITCHING THE NOSE UP AT THE SAME TIME THE LEFT WING TIP STRUCK THE GROUND. THE LEFT WING WAS TORN FROM THE AIRFRAME. THE REST OF THE A/C CAME TO REST IN THE SNOW, AT AN APPROXIMATE ELEVATION OF 700 FT., APPROX. 4.8 MILES FROM THE CAMP. 20001222025309A (-23) PRACTICE HOVER FLIGHT APPROX. 2 TO 3 FEET, STUDENT JERKED CONTROL AFT, INSTRUCTOR UNABLE TO REACH FAST ENOUGH, TAIL ROTOR IMPACTED GROUND. MAIN ROTOR IMPACTED TAIL BOOM, A/C TORQUED INTO GROUND AND WAS DEMOLISHED. 20001222027769A (-23)A/C WAS ON THE RETURN LEG OF AN AIR MEDICAL FLIGHT WHEN THE PILOT ADVISED THE MEDICAL CREW THAT HE WAS NOT FEELING WELL. THE CREW MADE A DECISION TO LAND AT WILCOX AIRPORT RATHER THAN RETURN TO WILCOX HOSPITAL DUE TO THE PILOT'S MEDICAL CONDITION. WHILE MAKING THE FINAL APPROACH TO LANDING THE PILOT BECAME MEDICALLY INCAPACITED CAUSING HIM TO LOSE CONTROL OF THE A/C. THE A/C STRUCK THE GROUND CAUSING THE SKIDS AND MAIN ROTOR TO DEPART THE A/C. ADDITIONALLY, PARTS OF THE MAIN CABIN AND THE TAIL BOOM WERE SEPARATED FROM THE A/C. (.4) ON DECEMBER 22, 2000, AT 0331 HOURS MOUNTAIN STANDARD TIME, A BELL 206-L3 HELICOPTER, N288JB, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE PILOT BECAME ILL AND LOST CONTROL 20 FEET PRIOR TO TOUCHDOWN AT COCHISE COUNTY AIRPORT, WILCOX, ARIZONA. CRITICAL AIR MEDICAL WAS OPERATING THE HELICOPTER UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT AND TWO CREWMEMBERS SUSTAINED MINOR INJURIES. THE POSITIONING FLIGHT DEPARTED THE TUSCON MEDICAL CENTER ABOUT 0300, AFTER DELIVERING A PATIENT, AND WAS RETURNING TO ITS BASE AT THE NORTH COCHISE COUNTY MEDICAL CENTER IN WILCOX. VISUAL METEOROLOGIC AL CONDITIONS PREVAILED AND A COMPANY VFR FLIGHT PLAN HAD BEEN FILED. THE PILOT TOLD THE OPERATOR'S CHIEF PILOT HE TRIED TO DRINK A GLASS OF TEA ABOUT 2 HOURS BEFORE THE MISSION, BUT DISCARDED IT BECAUSE IT TASTED BAD. THE PILOT SAID HE FELT A LITTLE DISCOMFORT DURING THE MISSION WHEN HE DETECTED THE TEA TASTE AGAIN. AFTER THE MISSION HE REPORTED THAT HE FELT BETTER, AND DID NOT EXPECT ANY PROBLEMS ON THE RETURN TO BASE. ABOUT 5 MINUTES FROM THE BASE HOSPITAL, THE PILOT SAID NAUSEA, SWEATING, AND CRAMPS SUDDENLY OVERCAME HIM, AND HE BEGAN TO RETCH. HE SAID IT WAS A DARK, MOONLESS NIGHT, AND ROUGH TERRAIN WAS BELOW HIM. THE AIRPORT WAS AT HIS 12 O'CLOCK POSITION AT 5 MILES, SO HE ELECTED TO FLY THERE RATHER THAN ATTEMPT AN OFF-AIRPORT LANDING. HE REQUESTED A SICK SACK ABOUT 1 MINUTE PRIOR TO LANDING. ABOUT 20 FEET ABOVE THE TOUCHDOWN POINT, THE PILOT DOUBLED OVER DUE TO SEVERE CRAMPING. THIS MOVED THE CYCLIC FORWARD AND TO THE RIGHT. THE MAIN ROTOR BLADES CONTACTED THE GROUND, AND THE HELICOPTER CAME TO REST ON ITS SIDE. 20001222029259I (-23) THIS AIRCRAFT WAS AT THE GATE WITH THE APU RUNNING WITH BOTH PACKS ON, HAVING A HYDRAULIC LEAK AT THE PARKING BRAKE SHUT OFF VALVE REPAIRED, IN THE LEFT WHEEL WELL. UPON HYDRAULIC LINE REMOVAL, THE MECHANIC, APU INTAKE AND WHEEL WELL WERE SPRAYED WITH HYDRAULIC FLUID. AN EMERGENCY EVACUATION DUE TO SMOKE IN THE COCKPIT AND CABIN OCCURRED, (APU HYDRAULIC FLUID INGESTION) AND THE LEAD FLIGHT ATTENDANT INITIATED A EVACUATION, DUE TO INSTANT HEAVY SMOKE. THE FLIGHT CREW DID NOT INITIATE THE EVACUATION COMMAND. THE L1 DOOR WAS USED THROUGH THE JETWAY, BOTH OVER WING EXITS, R2 DOOR AND SLIDE WAS USED AND FUNCTIONED PROPERLY, AND THE AFT VENTRAL STAIRS WERE USED. PASSENGERS ACCUMULATED ON THE WINGS UNTIL NORTHWEST GROUND PERSONNEL PUT BELT LOADERS UP TO THE WINGS. NO INJURIES WERE REPORTED TO PASSENGERS, HOWEVER THE FLIGHT ATTENDANTS DID GO TO A COMPANY MEDICAL FOR SMOKE INHALATION. 20001222030929I (-23) ABORTED TAKEOFF AT 55 KNOTS DUE TO CONTROLLABILITY DIFFICULTIES. INSPECTION OF A/C FOUND ALL FOUR MAIN TIRES FLAT. 20001222031159I (-23) BOTH RIGHT MAIN TIRES WENT FLAT DURING TAXI. 20001222031179I (-23) A/C LANDED ON RWY 26 AT TULIP CITY AIRPORT WHICH WAS SNOW COVERED. PRIOR TO LANDING MKG ATCT RELAYED REPORT TO PILOT OF N301TT, FROM A KING AIR, THAT THE BRAKING ACTION WAS "GOOD". SHORTLY AFTER LANDING N301TT ENCOUNTERED ICY CONDITIONS UNDER SECOND HALF OF SNOW COVERED RWY., WHICH REDUCED BRAKING EFFECTIVENESS, RESULTING IN THE A/C SLIDING OFF THE RIGHT SIDE OF THE RUNWAY NEAR THE END OF THE RUNWAY. A REVIEW OF THE A/C PERFORMANCE DATA AND CURRENT REGUALTIONS REVEALS THAT THE LANDING WAS CONDUCTING WITHIN LEGAL PARAMETERS. PILOT WAS COUNSELED, VIA TELEPHONE, BY INSPECTOR^PRIVACY^ON 1/5/01 WITH NO FURTHER ACTION PLANNED. INSPECTOR^PRIVACY^TALKED WITH POI FOR T-BIRD AVIATION, ^PRIVACY DATA OM^ OF THE DPA FSDO REGARDING THIS MATTER AND THE COMPANY IS INSTITUTING NEW PRE-FLIGHT PLANNING MEASURES WHICH SHOULD PREVENT SIMILAR INCIDENTS OF THIS NATURE IN THE FUTURE. 20001222031309A (-23) PILOT MADE A ROUTINE VISUAL APPRAOCH ALNDING AT THE ASPEN AIRPORT IN ASPEN, COLORADO RUNWAY 15. UPON ROLLOUT THE PILOT HEARD A LOUD BANG ON THE RIGHT SIDE OF HIS MU2 AIRCRAFT (N130MS). HE REMAINED ON CENTER LINE UNTIL STOPPED. UPON INVESTIATION IT WAS FOUND THAT THE RIGHT TIRE HAD BLOWN OUT AND THE RIGHT MAIN LANDING GEAR HAD INCURRED SEVERE DAMAGE. 20001222032019I (-23) A/C WAS FLYING A PRACTICAL TEST FOR AN INITIAL CERTIFIED FLIGHT INSTRUCTOR RATING. THE APPLICANT HAD THE EXAMINER FLYING THE A/C FOR A SHORT FIELD LANDING WHILE THE APPLICANT GAVE INSTRUCTION. THE APPLICANT ALLOWED THE A/C TO MAKE THE APPROACH AND LANDING WITHOUT VERIFYING THAT THE GEAR WAS EXTENDED. 20001222036479I (-23) INCIDENT OCCURRED WHILE PERFORMING TOUCH AND GO LANDINGS FOR A COMPLEX AIRCRAFT SIGN OFF. UPON DOWNWIND FOR THE SECOND APPROACH, PILOT STARTED PRELANDING CHECK. TOWER CALLED ADVISING OF LANDING TRAFFIC IN THE PATTERN AND ASKED N2895L TO EXTEND AND CALL OUT TRAFFIC WHEN IN SIGHT. THE PILOT STATES THAT HIS ATTENTION WAS DIVERTED FROM LANDING PRECEDURES. AFTER GAINING SIGHT OF TRAFFIC, PILOTS TURNED BASE AND RE-ESTABLISHED PROPER BASE LEG. APPROACH WAS HIGH AND INSTRUCTOR WAS TALKING PILOT THROUGH MAINTENANCE PROPER APPROACH ANGLE. APPROACH WAS SMOOTH AND TOUCH DOWN WAS MADE IN VICINITY OF 1000 FT MARKINGS. FIRST INDICATION OF NEGLECT TO LOWER LANDING GEAR WAS SOUND OF BELLY OF RUNWAY. NO STALL WARNING OR GEAR WARNING SOUNDED. PILOT ALSO STATES THAT STALL WARNING HORN WAS OPERATIONAL UPON PREFLIGHT INSPECTION. 20001222036509I (-23) AIRCRAFT HAD TWO PRESSURIZATION PROBLEMS. INVESTIGATION REVEALED AIRCRAFT HAD BEEN INACTIVE DUE TO MAINTENANCE. MAINTENANCE PERSONNEL FOUND THE RUBBER DOOR SEAL WASHER TO BE COMPRESSED CAUSING PRESSURIZATION PROBLEMS. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20001222037289A (-23) ON DECEMBER 22, 2000, AT 12:38 CST, A CESSNA MODEL 182, N2225T, LANDED ON RUNWAY 36 AT LITTLE ROCK AIRPORT WITH RIGHT LANDING GEAR UNLOCKED. THE COMMERCIAL PILOT ALERTED LIT-ATCT THAT THE RIGHT MAIN GEAR DOES NOT APPEAR TO BE DOWN AND LOCKED. THE TOWER CONFIRMED THAT THE GEAR MAY NOT BE LOCKED INTO POSITION. THE PILOT EXECUTED 2 FLY BY'S TO ASSESS THE LANDING GEAR POSITION. THE PILOT LANDED ON RUNWAY 36 ON THE 4TH ATTEMPT. THE A/C SUSTAINEDSUBSTANTIAL DAMAGE TO THE RIGHT SIDE OF THE A/C INCLUDING THE RIGHT WING TIP, RIGHT SIDE UNDERCARRIAGE, RIGHT HORIZONTAL STABILIZER, RIGHT ELEVATOR AND RIGHT FLAP ASSEMBLE. NO INJURIES WERE INCURRED TO THE COMMERCIAL PILOT OR TO THE THREE FAMILY PASSENGERS. VISUAL METEOROLICAL CONDITIONS PREVAILED AND A IFR FLIGHT PLAN WAS FILED. DURING MAINTENANCE, IT WAS DISCOVERED THE RIGHT LANDING GEAR ACTUATOR GEAR, PART NUMBER, 9882015-1, SERIAL NUMBER 011701 WAS SHEARED AT THE LAST TWO SECTOR TEETH WITH NO EVIDENCE OF HEAT DAMAGE OR LACK OF HYDRAULIC FLUID IN THE ACTUATOR. THE COMPONENT WITH 4459 TOTAL HOURS WAS SENT OFF FOR REPAIRS. 20001222038329I (-23) PILOT DEPARTED WILMINGTON, DE., TO ELEPHANT PATH AIRPORT (PS03), PERKASIE, PA. WHILE IN FLIGHT, HE PULLED THE GEAR WARNING CIRCUIT BREAKER. THIS WAS DONE BECAUSE OF A MISALIGNED MICRO SWITCH, AS STATED BY THE PILOT. THE PILOT ENTERED THE DOWNWIND FOR LANDING AND ALSO STATED HE DID NOT FOLLOW A PRE-LANDING CHECK LIST. HE LANDED GEAR-UP ON THE RUNWAY. 20001222041659A (-23) ON DECEMBER 22, 2000 AT APPROXIMATELY 1730 EST AN EXPERIMENTAL AMATUER BUILT ROTORCRAFT-GYROPLANE STRUCK A FENCE DURING AN ATTEMPTED TAKEOFF FROM THE OWNERS BACK YARD. THE AIRCRAFT WAS BEING OPERATED ON A 14 CFR PART 91 FLIGHT AND VFR CONDITIONS EXISTED AT THE TIME. THE PILOT STATED THAT HE HAD MADE SEVERAL TAKEOFFS PREVIOUSLY FROM THE SITE, BUT STATED THAT IN THE PAST THEY HAD BEEN MADE SOLO OR WITH HIS SMALL CHILDREN ON BOARD. HE STATED THAT THIS WAS HIS FIRST ATTEMPT WITH AN ADULT PASSENGER AND THAT HIS PASSENGER WAS A LARGE INDIVIDUAL. HE FURTHER STATED THAT WHEN HE SAW THAT HE MIGHT NOT CLEAR THE FENCE, HE INITIATED A TURN WHICH EXACERBATED THE PROBLEM AND THE AIRCRAFT BEGAN TO SETTLE PRIOR TO STRIKING THE FENCE. 20001223024769A (-23) THIS ACCIDENT OCCURRED DURING A PLEASURE FLIGHT CONDUCTED UNDER VFR (NO FLIGHT PLAN) FROM HI DESERT (L80) TO BAKERSFIELD MUNICIPAL (L45). WHEN THE PILOT INITIATED DESCENT FOR L45 (APPROX. 25 SM/4000'), THE ENGINE FAILED. HE SWITCHED TO THE RIGHT FUEL TANK AND THE ENGINE STARTED. HE CONTINUED TO L45 AND SWITCHED BACK TO THE LEFT FUEL TANK WHICH HE BELIEVED HAD MORE FUEL. THE ENGINE FAILED A SECOND TIME AND HE WAS UNABLE TO RESTART IT (APPROX. 5SM/2000'). HE ATTEMPTED TO MAKE A STRAIGHT IN APPROACH TO RUNWAY 34 AT L45 BUT LANDED APPROX. 300 FEET SHORT. THE A/C COLLIDED WITH THE AIRPORT BOUNDARY FENCE AND FLIPPED OVER CAUSING SUBSTANTIAL DAMAGE. THE PILOT AND PASSENGER SUFFERED MINOR INJURIES. POST ACCIDENT INVESTIGATION INDICATED THERE WAS FUEL IN THE LEFT TANK AND THERE WAS NO EVIDENCE OF CONTMINATION OR BLOCKAGE. THE CARB HEAT CONTROL WAS ON AND THE PILOT INDICATED HE HAD USED IT. A FUEL LINE TO THE CARBURETOR WAS BROKEN AND THE FUEL SELECTOR WAS IN BETWEEN THE RIGHT AND LEFT TANKS BUT BOTH OF THESE CONDITIONS COULD HAVE OCCURRED POST IMPACT. (.4) ON DECEMBER 23, 2000, ABOUT 1430 HOURS PACIFIC STANDARD TIME, A CESSNA 140, N72970, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LANDED SHORT OF THE RUNWAY AFTER LOSING ENGINE POWER ON FINAL APPROACH AT BAKERSFIELD MUNICIPAL AIRPORT, BAKERSFIELD, CALIFORNIA. THE AIRPLANE COLLIDED WITH THE AIRPORT BOUNDARY FENCE AND NOSED OVER. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER SUSTAINED MINOR INJURIES. THE PERSONAL FLIGHT DEPARTED HI DESERT AIRPORT, JOSHUA TREE, CALIFORNIA, ABOUT 1330. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED HE FLEW FROM CORCORAN, CALIFORNIA, TO JOSHUA TREE IN THE MORNING TO PICK UP A PASSENGER. HE DEPARTED CORCORAN WITH FULL FUEL TANKS. HE PLANNED TO REFUEL AT BAKERSFIELD ON THE RETURN TRIP. DUE TO ELEVATION AND RUNWAY LENGTH CONSIDERATIONS, HE DID NOT ADD FUEL AT JOSHUA TREE. HE DID A SOLO TAKEOFF TO EVALUATE THE AIRPLANE'S PERFORMANCE PRIOR TO DEPARTING WITH THE PASSENGER ABOARD. HE SAID HE ONLY USED THE LEFT FUEL TANK FOR 5 MINUTES DURING THE APPROACH TO JOSHUA TREE AND THE FIRST 10 MINUTES FOLLOWING DEPARTURE FROM JOSHUA TREE. THE PILOT DESCRIBED THE EVENTS TO THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR. THE PILOT SWITCHED TO THE RIGHT TANK PASSING THROUGH 2,000 FEET ON DEPARTURE. HE UTILIZED THE RIGHT FUEL TANK UNTIL IT RAN DRY DURING CRUISEABOUT 1410, THE PILOT INITIATED A DESCENT INTO BAKERSFIELD. HE APPLIED CARBURETOR HEAT AS HE REDUCED POWER TO 2,200 RPM AT 9,000 FEET. ABOUT 5 MINUTES LATER, THE ENGINE STOPPED PRODUCING POWER. HE ESTIMATED HIS POSITION WAS 25 MILES EAST OF BAKERSFIELD, AT AN ALTITUDE OF 5,000 FEET. HE SWITCHED BACK TO THE RIGHT FUEL TANK AND THE ENGINE STARTED PRODUCING POWER. THE PILOT CONTINUED TO FLY ON A STRAIGHT-IN APPROACH TO RUNWAY 34. THE LEFT TANK INDICATED OVER 1/4 TANK. HE SWITCHED BACK TO THE LEFT TANK FOR LANDING. THE ENGINE STOPPED PRODUCING POWER AGAIN ABOUT 2 MILES FROM THE AIRPORT. THE PILOT THOUGHT HE COULD MAKE THE AIRPORT. ABOUT 500 FEET ABOVE THE GROUND, HE NOTICED THE AIRPORT BOUNDARY FENCE. HE FELT HE MIGHT STRIKE IT WITH THE LANDING GEAR WHILE IN FLIGHT. HE DECIDED TO LAND SHORT OF THE AIRPORT. THE AIRPLANE TOUCHED DOWN A COUPLE OF HUNDRED FEET PRIOR TO THE AIRPORT BOUNDARY FENCE. THE AIRPLANE COLLIDED WITH THE FENCE AND OVERTURNED. THE PILOT SAW FUEL LEAKING FROM THE INVERTED WING FUEL TANKS. HE TOLD THE PASSENGER TO GET OUT FAST IF HE COULD. A SHERIFF'S DEPUTY ON SCENE OBSERVED A SMALL PUDDLE OF FUEL UNDER THE INVERTED WINGS. THE PILOT DESCRIBED THE AIRPLANE'S SYSTEMS TO THE FAA ACCIDENT COORDINATOR. HE SAID EACH WING HELD 12.5 GALLONS OF FUEL. HE SAID THE AIRPLANE BURNS APPROXIMATELY 5 GALLONS PER HOUR. HE SAID EITHER TANK CAN SUPPLY FUEL, BUT BOTH TANKS COULD NOT BE USED SIMULTANEOUSLY. THE PILOT DID NOT REMEMBER CHANGIN 20001223028029I (-23) DURING CRUISE FLIGHT THE NUMBER 1 ENGINE LOST POWER, THE ENGINE RPM ROLLED BACK TO 40%. THE CREW DIVERTED TO SPRINGFIELD, MO. WHERE IT WAS DETERMINED THE P3 LINE, AN INTERNAL ENGINE PRESSURE SENSE LINE, WAS FOUND CRACKED. THE CRACKED LINES GAVE ERRONEOUS INFORMATION TO THE FUEL CONTROL CAUSING THE FUEL CONTROL TO OPERATE THE ENGINE AT 40%. THE LINE WAS REPLACED AND THE FLIGHT CONTINUED WITHOUT FURTHER INCIDENT. 20001223028839I (-23) ON 12/23/00, AT 1350 MST LOCAL, DURING DESCENT INTO BILLLINGS, MONTANA, BIG SKY AIRLINES FLIGHT 2551, A FAIRCHILD SA227-AC, N158MC, EXPERIENCED A FAILURE OF THER RIGHT ENGINE. WHILE DESCENDING THROUGH 12,500 FEET, THE CREW EXPERIENCED A VIBRATION IN THE RIGHT ENGINE FOLLOWED BY A RIGHT CHIP LIGHT AND LOUD BANG. THE RIGHT ENGINE WAS SECURED AND THE CREW DECLARED AN EMERGENCY. THE A/C LANDED AT BILLINGS WITHOUT FURTHER INCIDENT. THE FAILURE CAUSED MINOR DAMAGE TO THE A/C AND DAMAGED ONE BLADE ON THE PROPELLER. 20001223029409A (-23)HA132 WITH 136 PASSENGERS AND A CREW OF 15 SKIDDED OFF RWY 04 AT TAHITI INTERNATIONAL AIRPORT (NTAA) WHILE LANDING DURING HEAVY RAIN SHOWERS. THE FLIGHT WAS CLEARED FOR AN ILS APPROACH AND BROKE OUT AT 450-500 FT MSL ON FINAL WITH A GPWS WARNING OF BEING TOO LOW. THE CAPTAIN MADE THE NECESSARY CORRECTIONS TO RETURN TO THE GLIDE PATH PRIOR TO TOUCHDOWN. JUST AFTER TOWCHDOWN AT AN INDICATED AIRSPEED OF 140 KTS WITH REVERSE ON ALL THREE ENGINES AT 80% N1, THE SPOILERS DID NOT DEPLOY AUTOMATICALLY, REQUIRING THE FLIGHT ENGINEER (FE) AMNUALLY DEPLOY THEM. THE A/C BEGAN SLIDING TO THE RIGHT OF CENTERLINE DUE TO HYDROPLANING AND THE FIRST OFFICER (FO) CALLED OUT "CENTERLINE". THE CAPTAIN REDUCED REVERSE POWER AND USED RUDDERS TO RETURN TO THE CENTERLINE. ONCE ON CENTERLINE, THE CAPTAIN INCREASE REVERSE POWER TO 100% N1 UNTIL GOING OFF THE END OF THE RUNWAY AT WHICH TIME HE REDUCED POWER TO IDLE. THE A/C CAME TO STOP WITH ITS NOSE GEAR IN THE WATER. EVACUATION WAS ACCOMPLISHED THROUGH THE 2R DOOR WITHOUT ANY INJURIES. 20001224022599I (-23)NO NARRATIVE 20001224023969I (-23) ON DECEMBER 24, 2000 AT 2225 EST, A MC DONNELL DOUGLAS DC-9-82 A/C, N14890, OPERATED BY CONTINENTAL AIRLINES, FLIGHT 1663, FROM TAMPA INTERNATIONAL AIRPORT, FL TO HOUSTON INTERNATIONAL AIRPORT, TX. LOST POWER ON THE NUMBER 2 ENGINE. CAPTAIN FOLLOWED CHECKLIST AND SHUT DOWN THE NUMBER 2 ENGINE. A/C LANDED WITHOUT INCIDENT. SUBSEQUENT INVESTIGATION REVEALED THE EXHAUST TURBINE BLADES SEVERELY DAMAGED. ALSO FOUND NUMEROUS NICKS ON THE ENGINE INTAKE COMPRESSOR BLADES. THE ENGINE WAS REMOVED FOR AN ENGINE TEAR DOWN INSPECTION. 20001224024369I (-23) NUMBER 10 BULL NOSE, LEADING EDGE DEVICE FOUND AT END OF IND RUNWAY 23. CHICAGO ARTCC ADVISED FLIGHT 5710 THAT THIS PART MAY HAVE COME OF THIS A/C. A/C LANDED WITHOUT INCIDENT AT SCA. SUPERVISOR OF MAINTENANCE CONTROL FOR PAC IDENTIFIED PART AS MISSING FROM A/C N854FT, FLIGHT 5710. PMI FOR P5CA NOTIFIED. 20001224025419I (-23)ON 12-24-00, AT APPROX. 17:58 LOCAL TIME, AMWA FLIGHT 5554, A BE-1900-D, N125YV, EXPERIENCED HYDRAULIC SYSTEM PROBLEMS AND MADE AN EMERGENCY LANDING ON RUNWAY 32, AT THE PITTSBURGH INTERNATIONAL AIRPORT, (PIT). FLIGHT 5554, WAS ENROUTE FROM BRADFORD PA (BFD) TO JAMESTOWN NY (JHW), WHEN THE HYD LOW LIGHT ILLUMINATED. THE CREW USED THE ALTERNATE EXTENSION OF THE LANDING GEAR VIA THE HAND PUMP, BUT HAD NO INDICATION OF THE NOSE GEAR BEING LOCKED IN PLACE. A DIVERSION WAS MADE TO (PIT), ALONG WITH A FLY-BY THE TOWER, WHERE AMWA MAINTENANCE PERSONNEL ADVISED THE CREW THAT THE MAIN LANDING AND NOSE GEAR APPEARED TO BE DOWN. THE LANDING WAS MADE ON RUNWAY 32 AT (PIT) AND UPON LANDING THE NOSE GEAR COLLAPSED. EMERGENCY VEHICLES WERE ON SCENE, NONE OF THE FOURTEEN PASSENGERS OR TWO CREWMEMBERS WERE INJURED. FURTHER INVESTIGATION REVEALED THAT THE NORMAL EXTENSION FLEX HYDRAULIC LINE, ON THE LEFT MAIN LANDING GEAR, HAD RUPTURED CAUSING HYDRAULIC FLUID LOSS. BOTH NUMBER ONE, AND NUMBER TWO, PROPELLERS WERE DAMAGED, BOTH ENGINES WERE ALSO REPLACED. THIS INFORMATION WAS PROVIDED BY AMWA^PRIVACY DATA ^AT THE (DUJ) BASE, SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20001224026469A (-19)ON DECEMBER 24, 2000, AT 1557 MST, A BEECH V35B, N2174L, IMPACTED THE GROUND DURING APPROAXH TO LAND AT ALBUQUERQUE INTERNATIONAL AIRPORT, ALBUQUERQUE, NEW MEXICO. THE A/C SUSTAINED SUBSTANTIAL DAMAGE AND THE PRIVATE PILOT AND HIS PASSENGER RECEIVED FATAL I JURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS PERSONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE FLIGHT DEPARTED TULSA, OK., EARLIER IN THE DAY. THE PILOT SURVICED THE ACCIDENT BUT DIED ON DECEMBER 26, 2000, IN THE HOSPITAL IN ALBUQUERQUE. ACCORDING TO PRELIMINARY INFORMATION, THE A/C WAS CLEARED TO LAND ON RUNWAY 3 BUT THE PILOT LINED UP FOR LANDING ON RUNWAY 35. WHEN THE TOWER POINTED THIS OUT, HE ATTEMPTED TO DIVERT TO RUNWAY 3. THE A/C IMPACTED THE GROUND IN A NOSE LOW ATTITUDE NEAR THE APPROACH END OF RUNWAY 3. (-23) AIRCRAFT WAS INBOUND TO ABQ FRO TUL AND WAS LINING UP WITH RUNWAY 35, TOWER INSTRUCTED PILOT TO LAND RUNWAY 3. AIRCRAFT WAS MAKING "S" TURN TO LINE UP WITH RUNWAY 3 WHEN RIGHT WING DROPPED. THE AIRCRAFT IMPACTED THE GROUND IN A NOSE LOW ATTITUDE NEAR THE APPROACH END OF RUNWAY 3. THE PRIVATE P ILOT AND HIS PASSENGER RECEIVED FATAL INJURIES. 20001224027749A (-23)THE PILOT STATED HE ATTEMPTED TO START THE A/C'S ENGINE FOR FLIGHT AND AFTER SEVERAL ATTEMPTS THE STARTER GEAR DID NOT ENGAGE, THE PILOT FURTHER STATED HE TURNED OFF THE MASTER SWITCH AND KEY BEFORE ATTEMPTING TO TURN OVER THE ENGINE WITH THE PROPELLER. THE PILOT STATED HE DID NOT SET THE PARKING BRAKE, DID NOT REDUCE THE THROTTLE TO IDLE, DID NOT RETARD THE FUEL MIXTURE TO FULL LEAN, AND DID NOT TIE DOWN THE A/C BEFORE OR AFTER HE EXITED THE A/C TO TURN OVER THE ENGINE WITH THE PROPELLER. NO ONE REMAINED IN THE A/C AS A SAFETY OBSERVER. THE PILOT FURTHER STATED THAT THE ENGINE STARTED SUDDENLY AND UNEXPECTEDLY WHEN HE TURNED THE PROPELLER BY HAND. HE SAID HE DUCKED TO HIS RIGHT AS THE A/C PASSED OVER HIM. HE SAID HE THEN TURNED AND SAW HIS A/C IMPACT THE STARBOARD TIP TANK OF A CESSNA 310 (N1737E) PARKED ON THE RAMP IN FRONT OF HIS A/C. THE PILOT STATED HIS A/C SWUNG AROUND TO THE RIGHT AND FURTHER IMPACTED THE CESSNA 310 ON THE STARBOARD SIDE AFT OF THE WING AND CAME TO A STOP AFTER PUNCTURING HOLES ON BOTH SIDES OF THE AFT FUSELAGE. 20001224031319A (-23) ON DECEMBER 24, 2000, AT 1630 HOURS LOCAL, THE PILOT,^PRIVACY DAT^ CAUGHT A RIGHT WING WHILE ATTEMPTING TO LAND AT SPRINGFIELD AIRPORT IN SPRINGFIELD, COLORADO. THE A/C, N3891P, A VANS RV-6 EXPERIMENTAL SUSTAINED SUBSTANTIAL DAMAGE TO THE WINGS, FUSELAGE, ENGINE AND PROP. NO INJURIES TO THE PILOT AND ONE PASSENGER. INVESTIGATION OF THE FLAP ASSEMBLY REVEALED THE CAUSE OF THE ACCIDENT WAS ATTRIBUTED TO A SHEARED ALUMINUM TUBE FLAP ROD.THE OWNER/OPERATOR IS GOING TO SUBMIT AN SDR REPORT ON THIS FAILURE. 20001224038949A (-23) AT ABOUT 200 FEET AFTER TAKEOFF FROM RUNWAY 18 AT W00 THE A/C HAD A SEVERE POWER LOSS DUE TO CARBURETOR ICING AND CRASHED INTO THE TREES ABOUT 3/4 OF A MILE OFF THE END OF THE RUNWAY. (.4)ON DECEMBER 24, 2000, ABOUT 1130 EASTERN STANDARD TIME, A CESSNA 182P, N58833, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING AFTER TAKEOFF FROM THE FREEWAY AIRPORT (W00), MITCHELLVILLE, MARYLAND. THE CERTIFICATED COMMERCIAL PILOT AND A PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT DESTINED FOR THE EASTON AIRPORT, EASTON, MARYLAND. THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. DURING A TELEPHONE INTERVIEW, THE PILOT STATED THAT HE PERFORMED A PRE-FLIGHT INSPECTION OF THE AIRPLANE, WHICH INCLUDED SUMPING THE AIRPLANE'S WINGS AND "BELLY" FUEL DRAINS. AFTER AN ENGINE RUN-UP, WHICH INCLUDED A CARBURETOR HEAT CHECK, THE AIRPLANE DEPARTED RUNWAY 18. THE PILOT DESCRIBED THE TAKEOFF ROLL AND LIFT-OFF AS NORMAL; HOWEVER, WHEN THE AIRPLANE WAS ABOUT 250 TO 300 FEET ABOVE THE RUNWAY, HE EXPERIENCED A SIGNIFICANT LOSS OF ENGINE POWER, "LIKE THE THROTTLE WAS PULLED BACK TO THE TO THE IDLE POSITION." HE APPLIED CARBURETOR HEAT, AND VERIFIED THAT THE THROTTLE, PROPELLER, AND MIXTURE SETTINGS WERE IN THE FULL FORWARD POSITIONS. THE PILOT PERFORMED A FORCED LANDING INTO TREES, ABOUT 3/4 MILE SOUTH OF THE AIRPORT. THE PILOT FURTHER DESCRIBED THE POWER LOSS AS, "VERY SMOOTH, WITH NO SPUTTERING." HE DID NOT RECALL THE ENGINE RPM. EXAMINATION OF THE WRECKAGE BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR AND REPRESENTATIVE FROM TELEDYNE CONTINENTAL MOTORS DID NOT REVEAL ANY MECHANICAL MALFUNCTIONS. THE TOP ROWS OF SPARK PLUGS WERE REMOVED. THEIR ELECTRODES WERE INTACT AND SOOTED. THE ENGINE CRANKSHAFT WAS THEN ROTATED BY TURNING THE PROPELLER AND THUMB COMPRESSION WAS NOTED ON ALL CYLINDERS. ADDITIONALLY, SPARK WAS OBTAINED FROM ALL TOP SPARK PLUG LEADS. EXAMINATION OF THE CARBURETOR DID NOT REVEAL ANY MALFUNCTIONS. ADDITIONALLY, THE FUEL OBSERVED IN THE CARBURETOR INLET LINE AND CARBURETOR BOWL WAS LIGHT BLUE AND ABSENT OF CONTAMINATION. IT WAS NOTED THAT THE CARBURETED AIR BOX WAS UNOBSTRUCTED. THE PILOT REPORTED 800 HOURS OF TOTAL FLIGHT EXPERIENCE, OF WHICH, ABOUT 600 HOURS WAS IN THE MAKE AND MODEL OF THE ACCIDENT AIRPLANE. THE TEMPERATURE AND DEWPOINT REPORTED ABOUT THE TIME OF THE ACCIDENT, AT AN AIRPORT ABOUT 17 MILES NORTH-NORTHEAST OF W00 WAS: 34 DEGREES F, AND 12 DEGREES F, RESPECTIVELY. EXAMINATION OF AN FAA CARBURETOR ICING PROBABILITY CHART REVEALED THAT THE REPORTED TEMPERATURE AND DEWPOINT WAS OUTSIDE OF THE PROBABLE ICING RANGE. ADDITIONALLY, THE PILOT STATED THAT THE ENGINE WAS EQUIPPED WITH A CARBURETOR ICE DETECTOR, WHICH DID NOT INDICATE A CARBURETOR ICING CONDITION. 20001225023739A (-23) ON DECEMBER 25, 2000, AT 1640 CST, BEECHCRAFT MODEL 60, REGISTRATION NUMBER N53444, OWNED BY BRENDA DEHART AND OPERATED BY HER HUSBAND RICHARD D. GOLDMAN OF LITCHFIELD PARK, AZ, RECEIVED SUBSTANTIAL DAMAGE AFTER EXPERIENCING A HARD LANDING AND LOSS OF CONTROL AT ADDISON AIRPORT, ADDISON, TX. MR. GOLDMAN AND TWO PASSENGERS DEPARTED GLENDALE, AZ. (GUE) ON A IFR FLIGHT PLAN TO ADDISON, TX. (ADS). WHILE APPROACHING ADS THE A/C MISSED APPROACHED ILS RUNWAY 33 AND WAS VECTORED TO ILS RUNWAY 15. ON SHORT FINAL TO RUNWAY 15 THE A/C PULLED UP AND TO THE RIGHT WHEN THE PILOT STATED HE ENCOUNTERED WINDSHIELD ICE. THE A/C THEN CIRCLED TO LAND ON RUNWAY 33. THE PILOT STATED HE AGAIN EXPERIENCED WINDSHIELD ICE ON SHORT FINAL OBSTRUCTING HIS FORWARD VISION TO RUNWAY 33 AND MADE THE DECISION TO LAND. THE A/C LANDED HARD AND VEERED OFF THE LEFT SIDE OF RUNWAY 33, APPROX. 1000 FEET, BREAKING OFF THE RIGHT MAIN LANDING GEAR WHEEL COLLAPSING THE LEFT AND RIGHT MAIN LANDING FEARS, DAMAGING THE LEFT AND RIGHT MAIN GEAR DOWNS, BOTH PROPELLERS STRIKING THE GROUND, DAMAGING LEFT AND RIGHT FLAPS AND CREASING THE LEFT AND RIGHT FORWARD FUSELAGE. THERE WERE NO INJURIES AND NO FIRE. 20001225042999A (-23) ON DECEMBER 25, 2000, N63067, A CESSNA 150M, CRASHED APPROXIMATELY 15 MILES NE OF NEW UNDERWOOD, SD. THE AIRCRAFT WAS ENROUTE FROM KIMBALL, SD (6V6) TO SPEARFISH, SD (SPF). THE PILOT WAS THE SOLE OCCUPANT AND REPORTED NO INJURIES. THE AIRCRAFT RECEIVED DAMAGE TO THE NOSE GEAR, LEFT AND RIGHT WINGS, PROPELLER AND AFT FUSELAGE. THE ENGINE HAD QUIT DUE TO FUEL STARVATION. DURING INVESTIGATION IT WAS NOTED THAT THE FUEL TANKS HAD REMAINED INTACT AND CONTAINED APPROXIMATELY 2.5 GALLONS. THE AIRCRAFT'S UNUSABLE FUEL QUANTITY IS 3.5 GALLONS. 20001226024169I (-23) ON DECEMBER 26, 2000, AT 1427 EST, A PIPER PA-31-350, N3555B, REGISTERED TO WRJ SALES INC., EXPERIENCED A NOSE LANDING GEAR FAILURE AFTER TOUCHDOWN AT CLEARWATER, FL., WHILE ON A PERSONAL FLIGHT. VISUAL METEOROLICAL CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WAS NOT FILED. THE A/C SUSTAINED MINOR DAMAGE AND THE PILOT WAS NOT INJURED. THERE WERE NO PASSENGERS ON BOARD. THE FLIGHT ORIGINATED AT FT PIERCE, FL., ON DECEMBER 26, 2000 AT 1220 HOURS. AFTER DEPARTURE FROM FT PIERCE THE RIGHT GEAR WOULD NOT RETRACT. THE EMERGENCY EXTENSION PROCEDURE FAILED TO EXTEND THE NOSE GEAR FULLY AND IT COLLAPSED AFTER TOUCHDOWN. THE LANDING GEAR HYDRAULIC FLUID SUPPLY HAD BEEN DEPLETED BY A LEAK AT THE RIGHT MAIN GEAR DOOR ACTUATOR. 20001226025239A (-23) ON DECEMBER 26, 2000, AT APPROX. 2100Z, IN MANATI, PUERTO RICO, AN R-22, HELICOPTER FROM AVITECH, HAD AN EMERGENCY LANDING IN WHICH THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE FSDO WAS NOTIFIED ON DECEMBER 27, 2000, AT APPROXIMATELY 1300Z, BY PERSONNEL FROM AVITECH. IN THIS INCIDENT, THE INSTRUCTOR, JAIME VEGA, STATED THAT WHILE CONDUCTING INSTRUCTION WITH HIS STUDENT, MANOLO CARRO, HAD PROBLEMS WITH THE ENGINE. MR. VEGA STATED THAT THE ENGINE DID NOT RESPOND ON RECOVERY WHILE PRACTICING AUTOROTATIONS. AT THAT TIME MR. VEGA PERFORMED AN ACTUAL AUTOROTATION TO THE GROUND IN WHICH BOTH THE STUDENT AND HIMSELF WERE NOT HURT, BUT THE R-22 WAS SUBSTANTIALLY DAMAGED. 20001226025279A (-23) AFTER TAKEOFF, ENGINE QUIT. PILOT STATED THAT HE TRIED TO RETURN TO RUNWAY. PILOT ATTEMPTED TO KEEP ENGINE RUNNING BY UTILIZING PRIME PUMP. ENGINE WOULD NOT CONTINUE RUNNING. PILOT ATTEMPTED LANDING IN PLOWED FIELD. A/C ONTACTED GROUND, BOUNCED, CONTACTED GROUND AGAIN, NOSE WHEEL SHEARED OFF, A/C FLIPPED OVER AND CAME TO REST INVERTED. 20001226025409I (-23)^PRIVACY DAT^WAS ATTEMPTING HIS FOURTH LANDING OF THIS FLIGHT WHICH WAS 1.4 HOURS IN LENGTH. ON HIS APPROACH TO RUNWAY 05 AT ALBERT ELLIS (OAJ) JE STATED THAT "HE WAS AIRMING FOR THE BLACK RUBBER MARKS ON THE RUNWAY, SAID HE WAS GOING TO BE SHORT AND ADDED POWER". HE LANDED APPROX. 20 FEET SHORT OF THE RUNWAY AND KEPT THE A/C ON THE GROUND THROUGH SOME APPROACH LIGHTS. THE NOSE GEAR STRUCK ONE APPROACH LIGHT, BREAKING IT AND THE NOSE GEAR FARING ON THE A/C. 20001226033499A (-23) OVERDUE A/C, N83137, BHT-206B HELICOPTER, WAS REPORTED OVERDUE BY OWNER OF TARLTON HELICOPTERS AFTER A/C FAILED TO ARRIVE AT AN OFFSHORE OIL PLATFORM, HIGH ISLAND 116 IN THE GULF OF MEXICO. THE A/C, WITH ONLY THE PILOT ON BOARD, DEPARTED PATTERSON, LA. AND WAS 15 MINUTES FROM HIS DESTINATION AT 2120C, DECEMBER 26,,00. AT LAST RADIO CONTACT. THE A/C AND TEH PILOT HAVE NOT BEN FOUND AS OF THIS DATE, JANUARY 23, 2001, AND HAS BEEN CLASSIFED AS AN ACCIDENT. 20001226041509I (.4) WHILE CLIMBING THROUGH 20,000 FEET IN VISUAL METEOROLOGICAL CONDITIONS, THE CAPTAIN'S WINDSHIELD "SHATTERED." THE CAPTAIN DID NOT DECLARE AN EMERGENCY; THE FLIGHT RETURNED TO THE DEPARTURE AIRPORT AND LANDED UNEVENTFULLY. THE DAMAGED WINDSHIELD (PPG PART NUMBER NP 139321-5, S/N 99018H7134) WAS REMOVED FROM THE AIRPLANE AND INITIAL EXAMINATION REVEALED THAT THE CENTER PLY WAS FAILED. THE WINDOW WAS FURTHER EXAMINED IN THE PRESENCE OF REPRESENTATIVES OF THE NTSB, FAA, BOMBARDIER, AND PPG, AT ONE PPG'S FACILITIES. A REPORT OF THE DAMAGED WINDSHIELD PREPARED BY PPG INDICATES, "THE FRACTURE ORIGINATED 0.20 INCH FROM THE BOTTOM EDGE AND 3.8 INCHES FROM THE CENTER OF THE FORWARD CORNER. THE ORIGIN OF THE FRACTURE WAS A PEEL CHIP THAT DEVELOPED ON THE OUTBOARD SURFACE IN THE BOTTOM FORWARD CORNER AREA. THE INITIATION POINT OF THE PEEL CHIP DAMAGE WAS LOCATED 0.115 INCH FROM THE INNER EDGE OF THE TEFLON TAPE AND 0.325 INCH FROM THE GLASS EDGE." THE REPORT ALSO INDICATES THAT EXAMINATION OF THE PEEL CHIP USING A MICROSCOPE, "...DID NOT REVEAL ANY SURFACE DAMAGE AT THE PEEL CHIP INITIATION POINT, NOR WAS THERE ANY INDICATION OF MANUFACTURING DEFECTS." NO DISCREPANCIES WERE NOTED WITH THEANTI-ICE HEATING SYSTEM AND SENSING ELEMENTS. OPTICAL DISTORTION CHECK OF THE DAMAGED WINDOW WAS PERFORMED WHICH REVEALED, "THERE WAS NO SLOPE-LINE DISTORTION APPARENT IN THE CRITICAL VISION AREA. HOWEVER, FACILITIES WERE NOT AVAILABLE TO PERFORM A QUANTITATIVE DISTORTION EVALUATION." RESIDUAL VISIBILITY EXAMINATION COULD NOT BE PERFORMED DUE TO THE ABSENCE OF A STANDARD AND PRESCRIBED METHOD OF EVALUATION. MANUFACTURING OF WINDSHIELD S/N 99018H7134 WAS COMPLETED ON JANUARY 18, 1999; THE WINDOW WAS INSTALLED IN THE INCIDENT AIRPLANE BY COMAIR MAINTENANCE PERSONNEL ON MARCH 27, 1999, TO REPLACE THE PREVIOUS WINDOW WHICH "SHATTERED WHILE SITTING AT GATE POWER OFF." THE INCIDENT WINDOW HAD ACCUMULATED A REPORTED 4,422.8 HOURS AND 4,526 CYCLES AT THE TIME OF FAILURE. 20001227024689A (-23) PILOT STATED AFTER TOUCHDOWN, ONLANDING ROLL, ON RUNWAY 3, TAIL ROSE, AND SLOWLY WENT OVER ONTO TOPSIDE. PILOT STATED THAT THE LEFT WHEEL BRAKE MAY HAVE BEEN STIFF. 20001227024999I (-23) PILOT LANDED WITHOUT EXTENDING THE LANDING GEAR. 20001227025389I (-23) AIRPLANE EXPERIENCED AN ENGINE FAILURE DURING CRUISE. ENGINE HAD AN ADEQUATE SUPPLY OF OIL AND FUEL. OWNER/PILOT WAS FLYING AND STATED THERE WAS NO INDICATION OF ENGINE PROBLEMS. THE AIRPLANE HAD AN ANNUAL INSPECTION IN MARCH 2000. ENGINE FAILED AT 2500 MSL APPROX. 10 MILES SOUTH OF THE HILO AIRPORT. LANDED IN A VACANT FIELD. DUE TO THE ROCKY TERRAIN, THE AIRPLANE WAS SLIGHTLY DAMAGED TO THE LANDING GEAR AND LEFT WINGTIP. OWNER HAS NOT REMOVED THE ENGINE FOR INSPECTION. WHEN AN ENGINE INSPECTION IS COMPLETED, THE OWNER WILL PROVIDE A DETAILED FINDING TO THIS OFFICE. 20001227026919A PILOT HAD LANDED ON AN UNIMPROVED DIRT AIRSTRIP LOCATED APPROX. 1/4 MILE NORTH OF THE EL CAPITAN RESERVOIR IN SAN DIEGO COUNTY. FOLLOWING LANDING ROLLOUT, WHILE TAXIING, RIGHT MAIN LANDING GEAR STRUCK A LARGE POTHOLE, A/C NOSED OVER AND CAME TO REST INVERTED. PILOT, SOLE OCCUPANT OF A/C, WAS UNINJURED. PILOT WALKED OUT OF RURAL, UNHABITED ACCIDENT LOCATION AND APPEARED THE NEXT DAY AT SAN DIEGO FSDO OFFICE TO PERSONALLY REPORT OCCURANCE. (.4) ON DECEMBER 27, 2000, AT 1645 HOURS PACIFIC STANDARD TIME, A PIPER PA-18-135, N9952Q, SUSTAINED SUBSTANTIAL DAMAGE DURING A NOSE OVER WHILE TAXING ON A DIRT STRIP NEAR EL CAPITAN RESERVOIR, RAMONA, CALIFORNIA. THE AIRPLANE WAS OWNED AND OPERATED UNDER THE PROVISIONS OF CFR 14 PART 91 BY THE PRIVATE PILOT WHO WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH DEPARTED FROM GILLESPIE FIELD AIRPORT, SAN DIEGO, CALIFORNIA, AT 1600. THE PILOT STATED THAT FOLLOWING LANDING ROLLOUT, WHILE TAXING, THE RIGHT MAIN GEAR STRUCK A LARGE POTHOLE AND THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. 20001227027899A (-23) ON 12-27-00, MR. STEPHEN ZECKER, PRIVATE PILOT, WENT TO DO A BIANNUAL FLIGHT REVIEW IN HIS BELANCA SCOUT, N7100C. HE WAS FLYING WITH EDGAR BURCH, A FLIGHT INSTRUCTOR WITH THE JUNEAU FLIGHT SCHOOL. THEY FILED A FLIGHT PLAN WITH FSS, AND DEPARTED FOR THE PRACTICE AREA, IN THE YOUNGS BAY AREA. THE FLIGHT WAS REPORTED OVERDUE TWO HOURS LATER. AN EXTENSIVE SEARCH BEGAN, AND CONTINUED FOR THE FOLLOWING WEEK. ONLY TWO TIRES AND TWO PIECES OF WOOD, PROBABLY FROM THE FORWARD WING SPAR, WAS RECOVERED. THESE PIECES ARE CONSISTENT WITH THIS KIND OF AIRPLANE. AS OF THIS DATE NOTHING ELSE HAS BEEN RECOVERED, AND NEITHER PILOT WAS FOUND. THE CAUSE OF THE ACCIDENT IS UNKNOWN AT THIS TIME. (.19) ON DECEMBER 27, 2000, ABOUT 1400 ALASKA DAYLIGHT TIME, A WHEEL EQUIPPED CHAMPION 8GCBC AIRPLANE, N7100C, IS PRESUMED TO HAVE CRASHED ABOUT 13 MILES SOUTHWEST OF JUNEAU, ALASKA, ESTIMATED AT 58 DEGREES 10 MINUTES NORTH LATITUDE, 134 DEGREES 40 MINUTES WEST LONGITUDE. NEITHER THE AIRPLANE OR ITS OCCUPANTS HAVE BEEN LOCATED. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) INSTRUCTIONAL FLIGHT UNDER TITLE 14, CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE AIRPLANE IS PRESUMED TO HAVE BEEN DESTROYED. TEH FIRST PILOT, WHO WAS A CERTIFICATED PRIVATE PILOT, AND TEH SECOND PILOT, WHO WAS A CERTIFICATED FLIGHT INSTRUCTOR, ARE PRESUMED TO HAVE RECEIVED FATAL INJURIES. THE AIRPLANE WAS OWNED BY THE FIRST PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE POINT OF DEPARTURE, AND A VFR FLIGHT PLAN WAS FILED. TEH ACCIDENT FLIGHT ORIGINATED AT THE JUNEAU INTERNATIONAL AIRPORT, JUNEAU, ABOUT 1335. DURING A TELEPHONE CONVERSATION WITH THE NTSB INVESTIGATOR-IN-CHARGE ON JANUARY 4, THE OWNER OF THE FLIGHT SCHOOL THAT EMPLOYED THE FLIGHT INSTRUCTOR STATED THAT THE PURPOSE OF THE FLIGHT WAS TO PROVIDE A BIENNIAL FLIGHT REVIEW (BFR) TO THE SECOND PILOT. THE AIRPLANE FAILED TO RETURN TO RETURN TO THE JUNEAU INTERNATIONAL AIRPORT AND WAS REPORTED OVERDUE ABOUT 1457. SEARCH PERSONNEL BEGAN AN EXTENSIVE SEARCH ALONG THE FLIGHTS ANTICIPATED ROUTE OF FLIGHT OVER THE STEPHENS PASSAGE SOUTH OF JUNEAU. THE FLIGHT WOULD HAVE COVERED AN OPEN AREA OF WATER OF ABOUT 13 MILES. ON DECEMBER 29, TWO A/C TIRES WERE LOCATED IN THE WATERS OF YOUNG BAY, ALONG THE NORTH SHORE OF ADMIRALTY ISLAND, ABOUT 13 MILES SOUTHWEST OF JUNEAU. NO OTHER PORTION OF THE AIRPLANE HAS BEEN FOUND, AND TEH SEARCH WAS SUSPENDED ON JANUARY 2,2001. 20001227028229I (-23) ON DECEMBER 27, 2000, A CESSNA 421B, N41B OPERATED UNDER PART 91 LANDED AT BEDFORD COUNTY AIRPORT ON RUNWAY 32 AT 1345 LOCAL TIME. DURING A TELEPHONE INTERVIEW ON THE SAME DAY THE PILOT STATED: AS THE A/C EXITED THE RUNWAY 32, THE NOSEWHEEL CONTACTED A SNOWCOVERED SMALL RIDGE OF ICE/SNOW, WHICH WAS A LEFTOVER FROM THE PLOWING OF THE RUNWAY, WHICH CAUSES THE NOSEGEAR TO COLLAPSE. THE A/C RECEIVED MINOR DAMAGE TO THE NOSE SECTION AND BOTH PROPELLERS WERE DAMAGED. THERE WAS NO INJURY TO THE PILOT. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20001227028269I (-23) PILOT WAS NOT ABLE TO GET THE NOSEGEAR TO EXTEND, LANDED ON THE MAINS. AS AIRSPEED BLED OFF THE PROPELLER STRUCK THE RUNWAY. THE A/C SKIDDED OFF TO ONE EDGE OF THE RUNWAY. OTHER THAN THE DAMAGE TO THE PROPELLER THERE WAS VERY MINIMAL DAMAGE TO THE AIRFRAME. GROUND INVESTIGATION REVEALED THE NOSE GEAR DOORS WERE JAMMED SHUT AND NEVER OPENED IN FLIGHT. THE DOOR LINKAGE APPEARS TO HAVE BECOME BENT ALLOWING THE DOOR TO GO TOO FAR INTO THE WELL WHERE IT JAMMED. 20001227028829I (-23)PARACHUTIST^PRIVACY DATA O^WAS PERFORMING HER 100TH SKYDIVE WHEN SHE CUT AWAY HER MAIN PARACHUTE. WITNESSES CLAIMED TO HAVE SEEN HER STRUGGLING POSSIBLY TO GAIN PROPER POSITION TO DEPLOY THE RESERVE.^PRIVACY DATA^BODY WAS FOUND NEXT TO THE "FLOMET" BUILDING NEAR THE DELAND AIRPORT. UPON INSPECTION OF THE PARACHUTE PACK, THERE APPEARED TO BE NO IRREGULARITIES. AN OPERATIONAL TEST WAS PERFORMED ON THE RESERVE PARACHUTE, IT DEPLOYED NORMALLY WITH APPROX. 2 LBS. OF PULLING PRESSURE. NO AUTOMATIC DEPLOYMENT DEVICE WAS INSTALLED IN THE RESERVE PACK. 20001227030349A (-23) ON DECEMBER 27, 2000, AT APPROX. 0844 EASTERN TIME, A/C N206P (A BEECHCRAFT BE-200-200, S/N BB-466) WAS CRUISING AT 20,000 WHEN THE PILOT ( THOMAS E. MILLS ) EXPERIENCED A DOOR WARING LIGHT AND RAPID DECOMPRESSION. HIS LOCATION WAS APPROX. 120 MILES NORTH OF SAVANNAH NEAR GREELEY, S.C. HE NOTIFIED ATC OF THE EMERGENCY, AND WAS DIVERTED TO SAVANNAH INTERNATIONAL AIRPORT, AND LANDED UNEVENTFULLY. ON DECEMBER 27,2000, AN INSPECTOR FROM THE ATLFSDO WAS DISPATCHED TO SAVANNAH TO INSPECT THE A/C. THE CABIN DOOR WAS MISSING AND DAMAGE TO THE EXTERIOR WAS ONLY A SLIGHT DENT APPROX. 12 INCHES AFT ON THE STRAKE (LOWER AFT FIN), AND A LINE OF CHIPPED PAINT ON THE LOWER LEADING EDGE OF THE VERTICAL STABILIZERS. THE DOOR FRAME AREA (INCLUDING THE SIX PIN LOCKING POINTS) SHOWED NO SIGN OF DAMAGE. BOTH SECTIONS OF THE HINGE PIN WAS STILL ATTACHED. AS OF JANUARY 26, 2001 THE DOOR HAS NOT BEEN FOUND. 20001227030649I (-23) ON 12/27/00 AT 15:27E, WHILE ON APPROACH TO PITTSBURGH INTERNATIONAL AIRPORT, PIEDMONT AIRLINES FLIGHT 3403 REPORTED A LANDING GEAR PROBLEM (PIEDMONT MAY BE SHOWING THE FLIGHT AS 3404). THE CREW EXTENDED THE MAIN LANDING GEAR VIA THE EMERGENCY EXTENSION PROCEDURES. THE A/C LANDED ON RUNWAY 28C AND TAXIED TO THE RAMP WITHOUT INCIDENT. PIEDMONT MAINTENANCE PERSONNEL TROUBLESHOT THE A/C AND DETERMINED THE LANDING GEAR SELECTOR VALVE WAS FAULTY. THE VALVE WAS REPLACED AND LEAK CHECKED. SINCE NORMAL MAINTENANCE PRACTICE REQUIRES A GEAR RETRACTION TEST AND RII SIGN-OFF. PIEDMONT MAINTENANCE CONTROL ELECTED TO FERRY THE A/C TO SALISBURY, NC, FOR FURTHER MAINTENANCE. PIEDMONT MAINTENANCE CONTROL WILL COMPLETE AND SUBMIT A MAINTENANCE IRREGULARITY REPORT (MRI). SUBMISSION OF THIS REPORT CLOSED THIS INCIDENT. 20001227030949I (-23) PILOT MADE OFF AIRPORT LANDING DUE TO POWER LOSS CAUSE OF MECHANICAL FAILURE UNKNOWN. 20001227033719A (-23) AFTER LANDING DELTA FLIGHT #1986 A B-767-3P6 FROM LAX TO BOS WAS TAXING TO TERMINAL C GATE 26.THE A/C CROSSED THE VEHICLE SERVICE ROAD (VSR) BETWEEN TERMINALS B AND C WHERE IT STOPPED AWAITING A THIRD WINGWALKER TO CONTINUE TAXIING TO GATE 26. WHILE THE A/C WAS STOPPED NUMEROUS FROUND VEHICLES PASSED BEHIND IT ON THE VSR. A UNITED AIR LINE EMPLOYEE MR. MICHAEL REGGIONI WAS DRIVING A TUG TOWING DOLLIES WITH LD8 CONTAINERS ON THEM. AS MR. REGGIONI GOT OUT OF HIS TUG TO RETRIEVE THE CONTAINER AND ENDED UP BEING BLOWN INSIDE THE CONTAINER, WHICH WAS BLOWN APPROX. 20-40' DOWN THE TAXIWAY. INITIAL INVESTIGATION WAS THAT MR. REGGIONI ONLY SUFFERED MINOR CUTS AND BRUISES AND THE INVESTIGATION WAS CLOSED AS AN OCCURENCE. IT WAS DISCOVERED LATER THAT MR. REGGIONI WAS HOSPITALIZED FOR FOUR DAYS WITH HEAD TRAUMA. 20001227036589A (-23) PILOT SAID THAT SHE LANDED ON RUNWAY 29 WHEN SHE DRIFTED OFF THE ELFT SIDE. SHE SAID THAT WHEN SHE CORRECTED TO THE RIGHT TO GET THE AIRPLANE BACK ON THE RUNWAY, THE AIRPLANE IMPACTED A DITCH WHCIH BENT THE RIGHT MAIN LANDING GEAR. SUBSEQUENTLY, THE RIGHT WING HIT THE GROUND AND THE REAR SPAR CARRY THRU BENT. 20001227040179I (-23)AT ABOUT 1500 ON DECEMBER 27, 2000, A CESSNA 140, REGISTRATION NUMBER N2265V, DEPARTED THE MINOT, ND AIRPORT ON A VFR FLIGHT PLAN TO WILLISTON, ND. AT ABOUT 1630, THE AIRCRAFT ENCOUNTERED FREEZING RAIN ABOUT 10 MILES FROM THE WILLISTON AIRPORT. THE PILOT LANDED WITH REDUCED FORWARD VISION DUE TO ICE ON THE WINDSHIELD, LOST CONTROL AND WENT OFF THE LEFT SIDE OF RUNWAY 29. MINOR DAMAGE TO THE PROPELLER AND COWLING WAS REPORTED. NO INJURIES WERE REPORTED. 20001227041499A (-23) ON TAKEOFF ROLL CREW FELT A THUMP & THEN A BUMP. CREW COULD NOT GET THE A/C TO PRESSURIZE, ONCE IN FLIGHT SO THEY DIVERTED INTO EWR. AT 0830 ON 12/28/2000 THE NORTHWEST CMO NOTIFIED THE TEB FSDO, & REQUESTED THAT WE TAKE A LOOK AT THE A/C AT EWR. THE AIRCRAFT HAD STRUCK SOMETHING ON ITS TAKEOFF ROLL. A THRESHOLD LIGHT COVER IS SUSPECTED. THE THUMP THAT WAS HEARD BY THE CREW WAS THE NOSE GEAR STRIKING THE OBJECT, CAUSING A LARGE CHUNK OF RUBBER TO BE MISSING DOWN TO THE TIRE CORE, THROWING THE OBJECT INTO THE UNDERSIDE OF THE FUSELAGE, WHICH WAS THE BUMP THE FLIGHT CREW HEARD. THE OBJECT HIT THE UNDERSIDE OF THE FUSELAGE CAUSING A 2 FT. IN DIAMETER HOLE, AND BROKEN STRINGERS. THE #1 DME ANTENNA WAS SHEARED OFF & THE #2 VHF ANTENNA WAS DAMAGED. (.4) DURING THE TAKEOFF ROLL, THE FLIGHT CREW HEARD A "BANG;" HOWEVER, THE PILOT CONTINUED THE TAKEOFF AND BEGAN A CLIMB. THE FLIGHTCREW WAS UNABLE TO PRESSURIZE THE PASSENGER CABIN, AND ELECTED TO DIVERT THE FLIGHT TO ANOTHER AIRPORT, WHERE THE AIRPLANE LANDED UNEVENTFULLY. INSPECTION OF THE AIRPLANE REVEALED A GASH ABOUT 3 FEET LONG, BY 1 FOOT WIDE ON THE UNDERSIDE OF TH E FUSELAGE, AFT OF THE PASSENGER ENTRY DOOR, AND DAMAGE TO THE RIGHT NOSE GEAR TIRE. INSPECTION OF THE RUNWAY AT THE DEPARTURE AIRPORT REVEALED AN IN-GROUND LIGHT COVER, THAT WEIGHTED ABOUT 100 POUNDS, WAS SEPARATED FROM ITS MOUNT, BROKEN IN TWO PIECES, AND LYING ON THE RUNWAY. BLACK MARKS, CONSISTENT IN COLOR AND TEXTURE TO RUBBER, AND RESEMBLING A TIRE TREAD, WERE OBSERVED ON THE OPTICAL LIGHTING WELL, AND ON THE UNDERSIDE OF THE LIGHT FIXTURE. THE LIGHT COVER WAS PART OF AN IN-GROUND, SEMI-FLUSH MOUNTED APPROACH LIGHTING FIXTURE INSTALLED AT THE APPROACH END OF THE RUNWAY IN 1997. THE LIGHTING SYSTEM HAD NOT BEEN COMMISSIONED AS OF THE DATE OF THE ACCIDENT DUE TO LACK OF CERTIFICATION FROM THE FAA. EXAMINATION OF THE LIGHT FIXTURE REVEALED THAT THE SIX BOLTS, WHICH WERE UTILIZED TO ATTACH THE LIGHTING ASSEMBLY TO THE IN-GROUND BASE, WERE SHEARED. THE FRACTURE SURFACES ON THE BOLTS WERE SMEARED, CONSISTENT WITH LOW CYCLE FATIGUE FRACTURES THAT OCCUR OVER A PERIOD OF TIME. THE BOLTS WERE LOCATED ON THE UNDERSIDE OF THE FIXTURE, AND TO INSPECT THEM, REQUIRED REMOVAL OF THE FIXTURE COVER. REPAIRS AND INSPECTIONS OF RUNWAY LIGHTING FACILITIES AT THE AIRPORT WERE CONDUCTED AT VARIED INTERVALS;HOWEVER, DUE TO THE LACK OF BEING COMMISSIONED, THE IN-GROUND, SEMI-FLUSH MOUNTED APPROACH LIGHTING FIXTURES INSTALLED AT THE APPROACH END OF THE RUNWAY WERE ONLY VISUALLY INSPECTED. THE RUNWAY WAS INSPECTED FOR DEBRIS AND GENERAL CONDITION ON A DAILY BASIS, OR ON A DUTY MANAGER SHIFT CHANGE, IN ACCORDANCE WITH 14 CFR PART 139. 20001227043059A (-23) STUDENT PILOT MADE OFF AIRPORT LANDING DUE TO SLOWING AIRSPEED. AIRCRAFT WAS FLOWN IN LIGHT SNOW, 4 MILE VISIBILITY. PITOT HEAT CONTROL NOT INSTALLED IN AIRCRAFT. STUDENT PILOT HAD NEVER RECEIVED TRAINING IN LOSS OF AIRSPEED. AIRCRAFT SUSTAINED LOW INERTIA, IMPACT, SHORT LNDG ROLL AND FLIPPED IN SNOW. 20001228024049I (-23) PILOT STATED THAT ON TAKEOFF ROLL, HE EXPERIENCED GUSTY CROSSWINDS. HE APPLIED CORRECTIVE ACTION, BUT WHEN THE A/C DRIFTED TO THE RIGHT, HE RETARDED THE POWER AND THE A/C STOPPED ON THE RUNWAY. THE NOSE WHEEL SLID OFF THE SIDE OF THE RUNWAY. A/C SUSTAINED NO DAMAGE AND THE CREW WAS NOT INJURED. 20001228025399I (-23) PILOT STATED SHE WAS RETURNING FROM THE PRACTICE AREA AND AFTER LANDING AND DURING ROLL-OUT SHE STARTED DRIFTING LEFT THEN LOST DIRECTIONAL CONTROL SKIDDING OFF THE LEFT SIDE OF THE RUNWAY, COLLAPSING THE NOSE GEAR, AND COMING TO REST IN THE DIRT. 20001228026999A (-23)DURING APPROACH THE LANDING GEAR WAS SELECTED DOWN. THE LANDING GEAR DID NOT EXTEND AND THE PILOT ATTEMPTED TO GET A DOWN AND LOCKED INDICATION. THE PILOT WAS UNABLE TO GET A DOWN INDICATION AND ATTEMPTED TO RETRACT THE GEAR FOR A WATER LANDING. THE GEAR WOULD NOT MOVE FROM THE UNSAFE POSITION. THE PILOT ELECTED TO LAND THE A/C ON THE GRASS BETWEEN THE RUNWAY AND TAXIWAY., AS THE A/C WAS SLOWING IT HIT A RISE IN THE GROUND CAUSING LOSS OF CONTROL OF THE A/C WITH THE WING STRIKING THE GROUND. THE GROUND IMPACT CAUSED THE SPAR TO FAIL. AN INVESTIGATION INTO THE LANDING GEAR FAILURE WILL BE CONDUCTED TO DETERMINE THE CAUSE OF THE FAILURE. THE OPERATOR HAS BEEN NOTIFIED THE FAA WILL BE PRESENT DURING THE INVESTIGATION. 20001228028779A (-23) ON DECEMBER 28, 2000, APPROX. 1507 LOCAL TIME, A HUGHES 369HS, N9186F, REGISTERED TO PANHANDLE HELICOPTERS, AND OPERATED BY IDAHO FISH AND GAME AS A 14 CFR PART 91 AERIAL WILDLIFE SURVEY, COLLIDED WITH A DEAD TREE SNAG WHILE MANUEVERING TERRAIN ABOUT 20 MILES EAST OF PIERCE, ID. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE ACCIDENT SITE AND A COMPANY VISUAL FLIGHT RULES FLIGHT PLAN WAS IN EFFECT. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL PILOT AND ONE PASSENGER WERE FATALLY INJURED. THE SECOND PASSENGER WAS SERIOUSLY INJURED. THE FLIGHT HAD BEEN OPERATING THROUGHOUT THE AREA THROUGHOUT THE DAY. THE PASSENGER, WHO WAS SEATED IN THE LEFT REAR SEAT, REPORTED THAT THEY HAD JUST COMPLETED ONE 12-MINUTE CONTOUR RUN, AND WAS MANUEVERING FOR THE SECOND WHEN HE FELT A "JOLT". THE PASSENGER STATED THAT THE HELICOPTER PITCHED STRAIGHT UP, THEN FELL BACKWARDS. THE HELICOPTER CAME TO REST AT THE BASE OF AN APPROX. 150 FOOT TALL DEAD TREE SNAG IN A NOSE LOW AND INVERTED POSITION. 20001228030819I (-23) THE PILOT LANDED ON RUNWAY 36 AT COLUMBIA STATION AIRPORT (4G8) THE RUNWAY WAS COVERED WITH 5/7 INCHES OF FRESH SNOW. THE PILOT TOUCHED-DOWN WITHOUT INCIDENT. HE LOST CONTROL OF THE A/C WHEN HE ENCOUNTERED A WHITE-OUT CONDITION ON ROLLOUT. AT APPROX. 500 FEET AFTER TOUCH DOWN THE A/C TURNED SLIGHTLY TO THE LEFT (15/20 DEGREES) AND DEPARTED THE RUNWAY. THE RIGHT WING STRUCK AN UPRIGHT 4 FOOT VERTICAL PIPE USED TO ANCHOR THE WIND TETRAHEDRON. THIS COLLISION WITH THE PIPE TORE 2 FEET OFF OF THE OUTBOARD RIGHT WING. THE A/C CONTINUED MOVING IN A NORTH-NORTH-WEST DIRECTION, UNTIL THE NOSE-GEAR COLLIDED WITH A BERM, COLLAPSING THE NOSE WHEEL. THE NOSE-GEAR BROKE AND THE A/C SKIDDED ON THE ENGINE COWLING AND CONTINUED TO SLIDE FOR ANOTHER 75 FEET WHERE IT FINALLY CAME TO REST IN 20 DEGREE NOSE DOWN ATTITUDE. 20001228038189I (-23) ON DEC 28, 2000 AT APPROX 1630 HRS LOCAL TIME FLIGHT 1577 DEAPRTED ALBANY TO GREENBORO NC ON A CLIMB OUT THE CAPTAIN REPORTED A UNCOMMANDED TURN TO THE RIGHT. THE CREW DECLARED AN EMERGENCY AND ASKED FOR THE NEAREST AIRPORT. THE FLIGHT LANDED ON RUNWAY 27 AT SWF AT APPROX. 1646 HRS. THE AIRCRAFT WAS TOWED FROM THE RUNWAY. THE CREW REPORTED ON LOGPAGE C746450 A RUDDER SPLIT. MAINTENANCE FOUND A LOWER RUDDER YAW DAMPER COUPLER WOULD NOT TEST AS PER M/M 22-11-131-4. THE COUPLER WAS REPLACED AND AIRCRAFT WAS RETURNED TO SERVICE. NTSB NOTIFIED NO NUMBER ISSUED. PTRS EA25 200103366. 20001229024989I (-23) AT 02:53Z ON DECEMBER 28, 2000 THE PILOT OF N30T WAS LANDING ON RUNWAY 1R AT WICHITA MID-CONTINENT AIRPORT, WICHITA, KS AFTER AN IFR FLIGHT FROM SPRINGFIELD, MO. WITH TWO PASSENGERS ONBOARD. UPON TOUCHING DOWN ON THE RUNWAY THE PILOT RECOGNIZED THAT THE LANDING GEAR OF THE CE-310 HAD NOT BEEN EXTENDED PRIOR TO ARRIVAL. THE PILOT STATED HE HAD MISIDENTIFIED THE TRANSPONDER GREEN LIGHT FOR THE GREEN DOWN INDICATOR OF THE LANDING GEAR SYSTEM. 20001229030599I (-23)ON 12/28/00 COMAIR FLIGHT 7778 FROM MCI TO CVG DECLARED AN EMERGENCY DUE TO THE PILOT'S WINDSHIELD BEING SHATTERED. THE FLIGHT DIVERTED TO IND. IT LANDED WITHOUT FURTHER INCIDENT. A MECHANICAL INTERRUPTION REPORT WILL BE SUBMITTED. 20001229031759I (-23) DELTA 219, ENROUTE FROM SFO TO HNL, EXPERIENCED ELECTRICAL ARCING IN WIRING OVER FIRST OFFICER'S SIDE WINDOW. ARCING WAS FOLLOWED BY SMOKE, THEN FLAME AND CIRCUIT BREAKERS OPENING. CREW EXTINGUISHED THE FIRE BY REMOVING ELECTRICAL POWER AND DISCHARGING A HALON FIRE EXTEINGUISHER. FIRE IN WIRE INSULATION BEGAN SMOLDERING TWICE MORE IN THE FOLLOWING 45 MINUTES AND WAS EXTINGUISHED EACH TIME WITH HALON. UPON ARRIVAL AT HNL, THE WIRE BUNDLE AND CLAMP WERE REMOVED AND SHIPPED TO THE NTSB FOR ANALYSIS. TO DATE THE RESULTS OF THE ANALYSIS HAVE NOT BEEN RECEIVED. DELTA AIRLINES WAS GOING TO MOUNT A FLEETWIDE CAMPAIGN TO EXAMINE WIRING BUNDLES IN OTHER L-1011S. TO DATE THE RESULTS OF THAT CAMPAIGN HAVE NOT BEEN FORWARDED TO THIS OFFICE. 20001229033669A (-23) AT APPROX. 09:50 AM, ON DEC. 29, 2000, PETROLEUM HELICOPTERS, INC. REPORTED TO THE BATON ROUGE FSDO THAT A BELL-407 HELICOPTER, N407MM, WAS MISSING. THE A/C WAS ON A VFR, 14 CFR 91 REPOSITIONING FLIGHT FROM PHI'S CAMERON BASE, CAMERON, LA. TO GALVESTON, TX. THE A/C DEPARTED THE CAMERON BASE AT 07:13 ON A COMPANY VFR FLIGHT PLAN. THE COMMERCIALLY RATED PILOT WAS THE SOLE OCCUPANT ON BOARD THE A/C. THE PILOT MADE A ROUTINE POSITION REPORT SOUTHWEST OF SABINE PASS, TX AT 07:28 AND NO PROBLEMS WERE REPORTED. THERE WAS NO FURTHER CONTACT WITH THE A/C. BOTH PETROLEUM HELICOPTERS AND THE USCG CONDUCTED AN AIR AND SEA SEARCH. LATE IN THE DAY OF DEC. 30, 2000, A "PINGER" AND A SMALL OIL SLICK WERE OBSERVED AT 29.25.572N, 94.32.859W. DUE TO WEATHER AND SEA STATE, A DIVE COULD NOT BE MADE UNTIL JAN. 2, 2001. ON THAT DATE, THE A/C WAS LOCATED AND RECOVERED. THE PILOT, HOWEVER, WAS NOT LOCATED AND IS STILL MISSING. THE A/C WAS DEMOLISHED BY AN APPARENT HIGH-SPEED WATER IMPACT. THE AFT 3/4 OF THE A/C'S TAIL BOOM WAS NOT RECOVERED ON JAN 2, 2001. NO APPARENT SYSTEMS OR A/C MALFUNCTION WAS EVIDENT. ON JAN. 6, 2001, AN ADDITIONAL SECTION OF THE TAIL BOOM WAS DISCOVERED BY BOAT AND RETURNED TO PHI'S MAIN BASE IN LAFAYETTE, LA. THIS SECTION WAS SEVERED JUST AFT OF THE HORIZONTAL STABILIZER AT A POINT CONSISTENT WITH THE TAIL ROTOR TIP PATH PLANE. TAIL ROTOR/TAIL BOOM CONTACT WAS EVIDENT BY CUT LINES ON THE TAIL BOOM. THE AFT SECTION OF THE BOOM CONSISTING OF THE TAIL ROTOR, TAIL ROTOR GEARBOX, AND VERTICAL FIN HAS NOT BEEN RECOVERED. 20001229037789I (-23) PILOT REPORTED THAT "GOING THROUGH 1000 FT AGL, AIRCRAFT PITCHED UP TO APPROX. 25 DEGREES NOSE UP. AIRSPEED STARTED BLEEDING OFF. DISCONNECTED AUTOPILOT. AFTER A PERIOD OF TIME, GOT STAB TRIM 1 AND 2" CAUTION LIGHTS. AIRCRAFT WAS IMMEDIATELY RETUNED TO THE AIRFIELD AND COMPLETED AN UNEVENTFUL PRECAUTIONARY LANDING. NO INJURIES INVOLVED. NO VISIBLE DAMAGE TO EQUIPMENT NOTED. POST INCIDENT MAINTENANCE ACTION INCLUDED : REPLACEMENT OF THE TRIMSTABILIZER RVDT AS INDICATED BY AVIONICS FAULT TESTING PROCEDURE. ALSO CHANGED/REPLACED THE FAC, #1 FCC, AND #2 FCC AS A PRECAUTIONARY MEASURE. AIRCRAFT RETURNED TO SERVICE PER US AIRWAYS MAINTENANCE PROCEDURAL GUIDANCE. CLOSED, NO FURTHER ACTION REQUIRED. 20001229040949A (.4) THE STUDENT PILOT REPORTED THAT HE WAS ON A SOLO CROSS-COUNTRY FLIGHT, RETURNING HOME. HE ALSO REPORTED THAT HE USED THE FULL LENGTH OF THE RUNWAY FOR TAKEOFF, AND THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY, AND STRUCK A CEMENT BLOCK. THE FAA REPORTED THE TRACKS DEPARTED THE RUNWAY ON THE OPPOSITE SIDE OF AN INTERSECTING TAXIWAY, ABOUT 1600 FEET FROM THE BEGINNING OF THE RUNWAY. THE TIRE TRACKS INITIALLY ANGLED OFF ABOUT 20 TO 30 DEGREES TO THE RUNWAY, AND THEN SHALLOWED TO BECOME PARALLEL TO THE RUNWAY WHEN THE AIRPLANE STRUCK A CEMENT BLOCK. THE TIRE TRACKS IN THE GRASS WERE ESTIMATED TO BE ABOUT 65 FEET LONG AND THE CEMENT BLOCK WAS LOCATED ABOUT 25 FEET TO THE SIDE OF THE RUNWAY. ACCORDING TO THE OWNER'S MANUAL THE AIRPLANE WOULD HAVE REQUIRED ABOUT 630 FEET TO BECOME AIRBORNE. (-23) ON TAKE-OFF, AIRCRAFT VEERED LEFT FROM RUNWAY CENTER LINE. AIRCRAFT LEFT RUNWAY AND STRUCK DRAIN CULVERT ABUTMENT. NOSE GEAR SHEARED OFF. AIRCRAFT CAME TO REST ON GRASS AREA PARALLEL TO RUNWAY. STUDENT PILOT AND FLIGHT INSTRUCTOR WERE COUNSELED. 20001229043439A (-23) ON DECEMBER 29, 2000, AT 2232 LOCAL, UNITED EXPRESS (ATLANTIC COAST AIRLINES) FLIGHT 7331, A JETSTREAM 41 AIRCRAFT, LANDED ON RUNWAY 21 AT CHARLOTTESVILLE, VIRGINIA. THE PILOT WAS UNABLE TO SLOW THE AIRCRAFT AND MADE A HIGH SPEED LEFT TURN OFF OF THE RUNWAY ONTO THE LAST TAXIWAY AND WENT DOWN AN EMBANKMENT. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED WITH ONE MINOR INJURY REPORTED TO ONE OF THE PASSENGERS. THIS IS A PRELIMINARY REPORT. AMENDED REPORT WILL BE SUBMITTED PENDING FURTHER INVESTIGATION FOR ITEMS, 13, 21A, 32, AND 39. (-23 AMENDMENT) UNITED EXPRESS (ATLANTIC COAST AIRLNES) FLIGHT 7331, (A JETSTREAM 41 AIRCRAFT) LANDED ON RUNWAY 21 IN CHARLOTTESVILLE, VIRGINIA ON DECEMBER 29, 2000, AT 2234 LOCAL. THE PILOT WAS UNABLE TO SLOW THE AIRCRAFT AND MADE A HIGH SPEED LEFT TURN OFF THE RUNWAY ONTO THE LAST TAXIWAY AND WENT DOWN AN EMBANKMENT. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED WITH ONE MINOR INJURY REPORTED TO ONE OF THE PASSENGERS. THE CAPTAIN DOCUMENTED THE FOLLOWING DISCREPANCIES IN THE FLIGHT LOG: 1) RIGHT RED BETA CAP ILLUMINATED UPON LANDING. 2) POWER LEVERS COULD NOT BE MOVED AFT OF FLIGHT IDLE. 3) REVERSE COULD NOT BE SELECTED. 4) INADEQUATE BRAKING AVAILABLE TO SLOW AIRCRAFT DOWN. 5) DEPARTED THE RUNWAY. THE FLIGHT DATA RECORDER READOUT CONFIRMED THAT THE RIGHT RED BETA LIGHT ILLUMINATED. ACCORDING TO THE AIRCRAFT MANUFACTURER, THE ILLUMINATION OF THE RED BETA WARNING LIGHT AFTER LANDING MERELY INDICATES A SWITCHING MALFUNCTION. IT DOES NOT REPRESENT A HAZARDOUS CONDITION. THE FLIGHT DATA RECORDER ALSO SHOWED SPOILER DEPLOYMENT FOR APPROXIMATELY 5 SECONDS WHICH INDICATES THAT THE FLIGHT CREW DID, INDEED, MOMENTARILY POSITION THE POWER LEVERS AFT OF THE FLIGHT IDLE BAULK. 20001230026629I (-23) AT 08:10 MST ON 12/3/00 AT SLC A DALA #1147 MD-90 (N909DL) LANDED AT LEAST 200 FEET SHORT OF THE THRESHOLD OF RWY 34R DURING AN ILS APPROACH I N LOW IMC CONDITIONS. THE LEFT MAIN GEAR SPLASH GUARD, #2 TIRE WERE DAMAGED. THE LEFT MAIN ENGINE WAS DAMAGED DUE TO FOD INGESTION. THERE WERE NO INJURIES AND THE 75 PASSENGERS WERE DEPLANED NORMALLY AT GATE C-3, DEN NTSB CONDUCTING INCIDENT INVESTIGATION. (.4) THE CAPTAIN'S FIRST APPROACH BRIEFING WAS BASED ON AN ATIS REPORT, INDICATING A CAT III ILS APPROACH TO RUNWAY 16R COULD BE EXPECTED. WHEN DESCENT INSTRUCTIONS WERE GIVEN, HOWEVER, THE DESCENT PROFILE WAS FOR LANDINGS TO THE NORTH AND THIS WAS CONFIRMED BY A REVISED ATIS INFORMATION. THE CAPTAIN, WHO WAS FLYING THE AIRPLANE, BRIEFED THE FIRST OFFICER FOR A SECOND TIME FOR A CAT III APPROACH TO RUNWAY 34R. IMPROVED RVR MADE A CATEGORY I APPROACH FEASIBLE, AND THE DECISION WAS MADE TO EXECUTE THIS APPROACH. THE CAPTAIN SAID HE ACQUIRED THE APPROACH LIGHTS 100 FEET ABOVE MINIMUMS, AND SAW THE THRESHOLD AND RUNWAY WHEN THE AIRPLANE ARRIVED AT MINIMUMS. HE DISCONNECTED THE AUTOPILOT. AS HE BEGAN TO FLARE, THE FIRST OFFICER ANNOUNCED THAT SI NK RATE WAS INCREASING. THE CAPTAIN ATTEMPTED TO INCREASE PITCH. TOUCHDOWN WAS "FIRM BUT NOT HARD AND ROLLOUT WAS NORMAL." UPON REACHING THE GATE, THE CAPTAIN NOTIFIED THE CONTROL TOWER THAT HE HAD "POSSIBLY TOUCHED DOWN SHORT OF THE RUNWAY." AN AIRPORT OPERATIONS VEHICLE REPORTED OBSERVING AN MD-90 LAND "PRIOR TO THE NUMBERS BUT HAD NOT TOUCHED DOWN IN THE OVER RUN." SUBSEQUENT INSPECTION REVEALED DEBRIS ON RUNWAY 34R. THE AIRPLANE STRUCK THE APPROACH LIGHTS 400 FEET SHORT OF THE RUNWAY. TWO THRESHOLD LIGHTS AND ONE LIGHT EACH FROM THE 100 FOOT AND 200 FOOT APPROACH LIGHT BARS WERE FOUND KNOCKED OFF. THE AIRPLANE SUSTAINED DAMAGE TO THE LEFT MAIN WHEEL SPLASH GUARD, AND ONE TIRE WAS CUT. A ONE-INCH SQUARE PIECE OF METAL WAS LODGED IN THE LEFT ENGINE NOISE SUPPRESSION MATERIAL, AND THERE WAS SOME DAMAGE TO THE LEFT ENGINE FIRST STAGE FAN SECTION. AT THE TIME OF THE INCIDENT, AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) SIERRA WAS CURRENT: WIND, 330 DEGREES AT 5 KNOTS; VISIBILITY, LESS THAN 1/4-MILE, FREEZING FOG; SKY CONDITION, INDEFINITE CEILING 100 FEET; TEMPERATURE, -6 DEGREES CELSIUS; DEW POINT, -7 DEGREES CELSIUS; ALTIMETER, 30.24 INCHES OF MERCURY; REMARKS, FOG DISPERSAL ONGOING. 20001230030469I (-23)STUDENT PILOT AND INSTRUCTOR BOTH STATE THAT AFTER NORMAL APPROACH AND LANDING THE NOSE GEAR COLLAPSED UPON TOUCHDOWN. BOTH PILOTS STATE THAT THE GEAR INDICATED DOWN AND LOCKED PRIOR TO TOUCHDOWN. A/C SUSTAINED MINOR DAMAGE TO THE NOSE CONE. BOTH PROPELLERS WERE DAMAGED, ENGINES REQUIRE TEARDOWN INSPECTION. WHEN PLACED ON JACKS GEAR OPERATED NORMALLY. CAUSE OF GEAR COLLAPSE NOT YET DETERMINED. 20001230032899A (.19) ON DECEMBER 20, 2000, ABOUT 1430 HOURS PST, A PIPER PA-28-140, N61CS, OPERATED BY A.V. AVIATION, ROSAMOND, CALIFORNIA, COLLIDED WITH TREES AND A BUILDING DURING AN ATTEMPTED TAKEOFF FROM RUNWAY 25 AT THE ROSAMOND SKYPARK, ROSAMOND. VISUAL METEOROLIGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLANWAS FILED. THE STUDENT'S PILOT SOLO INSTRUCTIONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PILOT WAS NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE STUDENT'S PILOT CERTIFIED FLIGHT INSTRUCTOR (CFI) REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT THE ACCIDENT OCCURRED DURING HIS STUDENTS THIRD SUPERVISED SOLO FLIGHT AND HE WITNESSED THE ACCIDENT. THE CFI STATED THAT AFTER PROVIDING ABOUT 0.9 HOURS OF DUAL INSTRUCTION, HE EXITED THE AIRPLANE AND ADVISED HIS STUDENT TO STAY IN THE TRAFFIC PATTERN. THE STUDENT HAD PREVIOUSLY PERFORMED A SOFT FIELD TAKEOFF AND HE WAS PERMITTED TO PRACTICE THE MANUEVER BY HIMSELF. THE CFI STATED THAT THE STUDENT LOWERED THE WING FLAPS TO THE CUSTOMARY SECOND NOTCH POSITION AND COMMENCED THE TAKEOFF ROLL FROM THE BEGINNING OF THE RUNWAY. THE AIRPLANE'S ACCELERATIONAPPEARED NORMAL. THE AIRPLANE'S NOSE PITCHED UPWARD, AND THE AIRPLANE LIFTED OFF THE GROUND IN A NOSE HIGH ATTITUDE. IT APPEARED AS THOUGH THE STUDENT HAD OVER-ROTATED. THE AIRPLANE YAWED LEFT AND THE PITCH ATTITUDE DID NOT DECREASE. THE AIRPLANE CLIMBED A FEW YARDS IN THE NOSE HIGH ATTITUDE UNTIL DEPARTING GROUND EFFECT, AND THEN IT DESCENDED UNTIL IMPACTING THE GROUND. THE AIRPLANE CAME TO REST UPON COLLIDING WITH A TREE AND A BUILDING. THE STUDENT PILOT REPORTED TO THE SAFETY BOARD INVESTIGATO THAT HE REMEMBERED BECOMING AIRBORNE AND THE AIRPLANE YAWING LEFT. HE STATED THAT HE MIGHT NOT HAVE APPLIED SUFFCICIENT RIGHT RUDDER TO OVERCOME THE LEFT TURNING TENDENCY. (-23) STUDENT PILOT LOST CONTROL OF AIRCRAFT DURING SOFT FIELD TAKE OFF.^PRIVACY DATA OMITTED^ (.4) ON DECEMBER 30, 2000, ABOUT 1430 HOURS PACIFIC STANDARD TIME, A PIPER PA-28-140, N61CS, OPERATED BY A.V. AVIATION, ROSAMOND, CALIFORNIA, COLLIDED WITH TREES AND A BUILDING DURING AN ATTEMPTED TAKEOFF FROM RUNWAY 25 AT THE ROSAMOND SKYPARK, ROSAMOND. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE STUDENT PILOT'S SOLO INSTRUCTIONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PILOT WAS NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE STUDENT PILOT'S CERTIFIED FLIGHT INSTRUCTOR (CFI) REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT THE ACCIDENT OCCURRED DURING HIS STUDENT'S THIRD SUPERVISED SOLO FLIGHT, AND HE WITNESSED THE ACCIDENT. THE CFI STATED THAT AFTER PROVIDING ABOUT 0.9 HOURS OF DUAL INSTRUCTION, HE EXITED THE AIRPLANE AND ADVISED HIS STUDENT TO STAY IN THE TRAFFIC PATTERN. THE STUDENT HAD PREVIOUSLY PERFORMED A SOFT FIELD TAKEOFF, AND HE WAS PERMITTED TO PRACTICE THE MANEUVER BY HIMSELF. THE CFI STATED THAT THE STUDENT LOWERED THE WING FLAPS TO THE CUSTOMARY SECOND NOTCH POSITION AND COMMENCED THE TAKEOFF ROLL FROM THE BEGINNING OF THE RUNWAY. THE AIRPLANE'S ACCELERATION APPEARED NORMAL. THE AIRPLANE'S NOSE PITCHED UPWARD, AND THE AIRPLANE LIFTED OFF THE GROUND IN A NOSE HIGH ATTITUDE. IT APPEARED AS THOUGH THE STUDENT HAD OVER ROTATED. THE AIRPLANE YAWED LEFT, AND THE PITCH ATTITUDE DID NOT DECREASE. THE AIRPLANE CLIMBED A FEW YARDS IN THE NOSE HIGH ATTITUDE UNTIL DEPARTING GROUND EFFECT, AND THEN IT DESCENDED UNTILIMPACTING THE GROUND. THE AIRPLANE CAME TO REST UPON COLLIDING WITH A TREE AND A BUILDING. THE STUDENT PILOT REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT HE REMEMBERED BECOMING AIRBORNE AND THE AIRPLANE YAWING LEFT. HE STATED THAT HE MIGHT NOT HAVE APPLIED SUFFICIENT RIGHT RUDDER TO OVERCOME THE LEFT TURNING TENDENCY. 20001230039349I (-23)#3 ENGINE SUT DOWN DUE TO FIRE WARNING LIGHT. FOUND LOWER FIRE LOOP CONNECTOR HAD BROKEN WIRES. 20001230039389I (-23)ON 12-29-00 A MODEL SA227, N371PH, LANDED ON RUNWAY 29 AT WILLISTON, ND. UPON EXITING THE RUNWAY, THE PILOT LOST DIRECTIONAL CONTROL AND STRUCK A TAXIWAY LIGHT WITH THE RIGHT PROPELLER. PROPELLER WAS DAMAGED AND REQUIRED REPLACEMENT. WEATHER WAS VMC AT THE TIME AND NO INJURIES RESULTED. BRAKING ACTION WAS REPORTED NIL TO POOR TO THE PILOT PRIOR TO LANDING. 20001230039409I (-23) THE PILOT STATED: THAT ON SATURDAY DECEMBER 30, 2000 ON A DETROIT TRIP TO SKY, DUE TO WEATHER CONDITIONS OF SNOW AND BLOWING SNOW, HE WAS UNABLE TO SEE THE SNOW BANK AT THE THRESHOLD END OF RUNWAY 27 AND HIT THE RIGHT MAIN GEAR ON TOUCHDOWN. DAMAGE TO THE RIGHT MAIN GEAR AND LOWER ENGINE NACELLE WAS SUSTAINED. 20001230039919I (-23) PILOT ON VFR FLIGHT FROM VANDENBURG AIRPORT (X16). NO FAA FLIGHT PLAN ON FILE. LANDED ON RUNWAY 36. LOST CONTROL DUE TO CROSS WIND. WEATHER REPORTED AT TPA@10:53HRS WINDS 320@16 GUSTING OT 21. DAMAGE TO NOSE GEAR AND PROP. 20001230040859A (.4) ON DECEMBER 30, 2000, AT 1142 EASTERN STANDARD TIME, A CESSNA 172N, N6326F, PILOTED BY A CERTIFIED FLIGHT INSTRUCTOR (CFI) AND DUAL STUDENT, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT THE ELKHART MUNICIPAL AIRPORT, ELKHART, INDIANA. ON LANDING, THE AIRCRAFT SLID INTO A SNOWBANK ON THE SIDE OF RUNWAY 27 (6,500 FEET BY 120 FEET SNOW COVERED ASPHALT). THE CFI AND STUDENT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE LOCAL FLIGHT ORIGINATED AT 1000. IN A WRITTEN STATEMENT, THE CFI SAID, "UPON LANDING AND ROLLOUT, THE AIRCRAFT SLIDE SIDEWAYS ON SOME ICE, CORRECTIONS WERE MADE, BUT NO CHANGE." THE AIRCRAFT SUBSEQUENTLY STRUCK THE SNOWBANK AT THE EDGE OF THE RUNWAY. THE CFI REPORTED NO MECHANICAL MALFUNCTIONS IN HIS WRITTEN REPORT. THE CFI REPORTED THAT THE DUAL STUDENT WAS AT THE CONTROLS AT THE TIME OF THE ACCIDENT. A POSTACCIDENT EXAMINATION OF THE AIRCRAFT, BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR, REVEALED NO ANOMALIES THAT COULD BE ASSOCIATED WITH A PREEXISTING CONDITION. 20001231024099I (-23) ON 12/31/00 AFTER LANDING AT OPA LOCAK AIRPORT (OPF), THE LEFT LANDING GEAR COLLAPSED. AN EVALUATION OF THE LANDING GEAR SYSTEM WAS COMPLETED AND DISCREPANCIES WERE NOT FOUND. THIS A/C UNDERWENT AN ANNUAL INSPECTION & INTENSIVE LANDING GEAR MAINTENANCE 1.8 HOURS PRIOR TO THIS INCIDENT. 20001231026439A (-23) THE A/C DEPARTED A PRIVATE STRIP SOUTH OF ALLEGAN. THE FLIGHT WAS ABOUT 10 MINUTES. A NORMAL PREFLIGHT AND ENGINE RUN WERE PERFORMED BEFORE THE FLIGHT. THE PILOT STATED THAT HE WAS DOING A SHORT FIELD LANDING, AND ON SHORT FINAL THE PLANE JUST DROPPED. WINDS WERE 8-10 KTS FROM NW. TOUCHDOWN MARKS IN SNOW WERE APPROX. 70 FEET FROM THE WRECKAGE. THE A/C DECELERATED RAPIDLY AND NOSED OVER APPROX. 300 FEET SHORT OF RUNWAY 28. THE PILOT DID NOT HEAR THE STALL HORN, OR ANY UNUSUAL ENGINE NOISE, OR CHANGE IN ENGINE RPM. ENGINE CONTROL CONTINUITY WAS ESTABLISHED. CARB HEAT CONTROL WAS FOUND ON. CARB HEAT SHROUD, AIRBOX, AND DUCTING WERE SATISFACTORY. FUEL SUPPLY WAS ADEQUATE. THE STALL HORN TESTED GOOD. FLAPS WERE FULL DOWN. 20001231030459I (-23)JUMPER CONDUCTING A HOOK TURN CLOSE TO GROUND. LANDED HEAD FIRST. 20001231033519A (-23)ON DECEMBER 31, 2000, APPROX. 1101 MST, A CESSNA 177 CARDINAL (N29572) REGISTERED TO AND OPERATED BY AVIATION ENTERPRISES, INC., 505 FAIRACRES, NM 88044, SUSTAINED SUBSTANTIAL DAMAGE DURING AN ATTEMPTED GO-AROUND FOLLOWING A HARD LANDING AT THE LAS CRUCES AIRPORT (LRU), LAS CRUCES, NM. THE PRIVATE PILOT, ^PRIVACY DATA OMITTED^ WAS THE SOLE OCCUPANT OF THE AIRCRAFT AND WAS UNINJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PLEASURE FLIGHT UNDER 14 CFR PART 91 THAT ORIGINATED AT LRU AT 1049 MST. DURING AN INTERVIEW, ^PRIVACY DA^STATED HE WAS PRACTICING TOUCH & GO(S) WITH FULL FLAPS, WHEN THE A/C LANDED HARD AND BOUNCED. HE IMMEDIATELY APPLIED FULL POWER AND, AS THE A/C BECAME AIRBORNE, BEGAN TO RETRACT THE FLAPS. THE A/C BEGAN SLOWLY TURNING TOWARD THE LEFT SIDE OF THE RUNWAY AND TOUCHED DOWN AS THE FLAPS RETRACTED. THE A/C CONTINUED OFF THE RUNWAY AND WAS DAMAGED BY THE TERRAIN. (.4)ON DECEMBER 31, 2000, APPROXIMATELY 1045 MOUNTAIN STANDARD TIME, A CESSNA 177, N29572, OWNED BY AVIATION ENTERPRISES, INC., AND OPERATED BY MESILLA VALLEY AVIATION, BOTH OF LAS CRUCES, NEW MEXICO, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN WHILE LANDING AT LAS CRUCES INTERNATIONAL AIRPORT, LAS CRUCES, NEW MEXICO. THE PRIVATE PILOT, THE SOLE OCCUPANT ABOARD, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED FROM LAS CRUCES AT 1035. ACCORDING TO THE PILOT'S ACCIDENT REPORT, HE TOOK OFF AND STAYED IN THE TRAFFIC PATTERN WITH THE INTENTION OF MAKING A TOUCH AND GO LANDING. "MY APPROACH WAS ROUTINE AND I STARTED MY FLARE 4 TO 5 FEET ABOVE THE RUNWAY WITH FULL FLAPS", THE PILOT WROTE. "I MADE A SMOOTH TOUCHDOWN; HOWEVER, THE AIRSPEED WAS ABOVE STALL SPEED AFTER TOUCHDOWN. I CONTINUED BACK PRESSURE ON THE YOKE TO KEEP THE NOSE WHEEL OFF THE GROUND. THE PLANE BECAME AIRBORNE, STALLED, CAME DOWN NOSE LOW AND BOUNCED. WHEN THIS HAPPENED AGAIN, I APPLIED FULL POWER AND RETRACTED THE FLAPS TO ABORT THE LANDING. THE PLANE GROUND LOOPED TO THE LEFT OFF THE RUNWAY INTO SAND AND BRUSH." THE LEFT LANDING GEAR COLLAPSED, AND THE LEADING EDGE OF THE LEFT WING AND HORIZONTAL STABILATOR WERE DAMAGED. THE PILOT NOTED THAT HIS ONLY PREVIOUS EXPERIENCE IN THE CESSNA 177 WAS WITH AN INSTRUCTOR IN FEBRUARY 2000. AT THAT TIME, HE LOGGED 7.8 HOURS. COMMENTING HOW THE ACCIDENT COULD HAVE BEEN AVOIDED, THE PILOT WROTE: "BETTER PILOTING. (1) BY HOLDING THE PLANE OFF THE RUNWAY UNTIL IT STARTS TO STALL. (2) AFTER TOUCHDOWN, ADJUST BACK PRESSURE ON YOKE MORE PRECISELY TO CONTROL ROLLOUT." 20010101000079I (-23) LEFT AXLE ASSEMBLY ATTACHMENT BOLT BROKE. BOLT WAS PREVIOUSLY DAMAGED AND CORRODED. SKI AND AXLE ASSEMBLY DETACHED FROM LANDING GEAR STRUT WHILE IN FLIGHT. PILOT INITIATED EMERGENCY LANDING AT FAI. PILOT LANDED A/C WITH NO NOTABLE DAMAGE TO THE A/C OR LANDING GEAR. THERE WERE NO INJURIES. 20010101000869I (-23) PILOT ELECTED TO LAND ON RUNWAY COVERED IN APPROX. 6 INCHES OF SNOW. THE AIRPORT WAS CLOSED AND UNATTENDED FOR THE WINTER MONTHS. NO FLOWING OF THE RUNWAY HAD OCCURRED. THE PILOT WAS REPORTED TO HAVE SAID HE ALNDED BECAUSE HE THOUGHT HE SAW THE TRACKS OF ANOTHER A/C AND THOUGHT IT WAS OK TO LAND. THE PILOT WAS ALSO REPORTED TO SAY THAT THE TOUCH DOWN ON THE MAIN LANDING GEAR FELT OK, BUT WHEN THE NOSE GEAR TOUCHED DOWN, IT COLLAPSED AND PUT THE PROP INTO THE SNOW. THE A/C CAME TO REST NOSE DOWN IN THE SNOW, TAIL ANGLED UPWARD AND THE MAIN LANDING GEAR RESTING ON THE SNOW. 20010101027539A (.4) ON JANUARY 1, 2001, AT 1529 HOURS PACIFIC STANDARD TIME, A WALLACE ROTORWAY EXEC 152 AMATEUR-BUILT HELICOPTER, N94LW, WAS DESTROYED WHEN IT ROLLED OVER FROM A HOVER AND SUBSEQUENTLY CAUGHT FIRE AT A PRIVATE AIRSTRIP NEAR PLACERVILLE, CALIFORNIA. THE HELICOPTER WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL SOLO INSTRUCTIONAL FLIGHT, WHICH WAS DEPARTING AT THE TIME OF THE ACCIDENT. THE PILOT STATED TO A DEPUTY SHERIFF, WHO RESPONDED TO THE SCENE, THAT HE HAD JUST FINISHED BUILDING THE HELICOPTER AND THIS WAS ITS "MAIDEN VOYAGE." HE HAD BEEN RECEIVING INSTRUCTION TOWARDS HIS PRIVATE PILOT CERTIFICATE AND WAS ENDORSED FOR HOVER ONLY SOLO. HE REPORTED THAT HE WAS HOVERING IN A DIRT FIELD AND AS HE STARTED TO BACK THE HELICOPTER THE TAIL ROTOR GUARD STRUCK THE GROUND, THE MAIN ROTOR FLAPPED DOWN STRIKING THE TAIL BOOM, AND THE LEFT SKID HIT THE GROUND AND COLLAPSED. THE HELICOPTER THEN ROLLED OVER. AFTER EXITING THE HELICOPTER THE PILOT ATTEMPTED TO ROLL THE HELICOPTER UPRIGHT BUT FUEL LEAKING FROM THE FUEL CAP IGNITED WHEN WHEN IT CONTACTED THE ENGINE EXHAUST. THE HELICOPTER WAS DESTROYED IN THE SUBSEQUENT FIRE. 20010101038139A (-23) N2184N, MOONEY 20S, LANDED AT THE ST. CLAIR COUNTY AIRPORT, PORT HURON, MICHIGAN ON RUNWAY 04 AT 011735Z AND WENT OFF THE RIGHT SIDE OF THE RUNWAY AND STRUCK A SNOW BANK. NO REPORTED INJURIES TO THE ONE PERSON ON BOARD AIRCRAFT. AIRCRAFT DAMAGE INCLUDED A BENT SPAR IN THE LEFT HORIZONTAL STABILIZER. PHN AIRPORT MANAGER REPORTED WIND 280/10 G16 AT TIME OF ACCIDENT. 20010101038259A (-23) N737WQ, A CE-172, DEPARTED SPRINGFIELD, IL WITH A PILOT AND PASSENGER ON BOARD, AT APPROXIMATELY 1720 LOCAL TIME, ON A PERSONAL FLIGHT. THE PILOT FLEW N737WQ TO LINCOLN, IL WITH THE INTENTION OF EXECUTING A TOUCH AND GO LANDING AT THE LOGAN COUNTY AIRPORT. THE PILOT REPORTED LISTENING TO THE AWOS FOR THAT AIRPORT WHEN HE WAS APPROXIMATELY 8 MILES FROM THAT DESTINATION. THE PILOT STATED THAT THE AWOS WAS REPORTING THE SURFACE WINDS TO BE CALM AND HE ELECTED TO LAND AND DEPART ON RUNWAY 03 AT LINCOLN. THE PILOT PROCEEDED TO LAND ON RUNWAY 03, AND HAD ADVANCED THE THROTTLE FOR TAKEOFF WHEN THE AIRCRAFT DRIFTED TO THE RIGHT SIDE OF THE RUNWAY AND ENTERED A SNOW BANK. THE AIRCRAFT SUBSEQUENTLY SHEARED THE NOSE GEAR RESULTING IN THE NOSE OF THE AIRCRAFT DRIPPING ONTO THE GROUND AND THE AIRCRAFT OVERTURNED TO THE RIGHT OF THE RUNWAY. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE, AND THE PILOT AND PASSENGER RECEIVED NO INJURIES DURING THIS EVENT. 20010102000019A (-23) WHILE TAXIING FROM ITS TIE DOWN SPOT, A RIGHT TURN WAS INTIATED TO ALIGN WITH THE TAXIWAY LEADING TO THE ACTIVE RUNWAY. THE RIGHT HORIZONTAL STABLILIZED LEADING EDGE HIT A LIGHT POLE. THE IMPACT TWISTED THE VERTICAL STABILIZER SPARS BEYOND REPAIR. BOTH THE HORIZONTAL AND VERTICAL STABILIZER HAVE TAKEN A LEFT SET. (.4) THE AIRPLANE WAS PARKED BY AN UNKNOWN PERSON FROM NAPLES AIRPORT AUTHORITY AFTER LANDING SEVERAL DAYS EARLIER AND ACCORDING TO PERSONNEL FROM THE NAPLES AIRPORT AUTHORITY, REMAINED IN THE SAME POSITION THAT IT HAD BEEN PARKED FROM THEN TO THE ARRIVAL OF THE PILOT TO DEPART ON THE ACCIDENT DATE. THE PILOT STATED THAT PERSONNEL FROM NAPLES AIRPORT AUTHORITY WERE BUSY AND UNABLE TO TAKE SEVERAL PASSENGERS TO THE AIRPLANE FROM THE FIXED BASE OPERATOR (FBO). DURING THE PREFLIGHT, HE NOTED THE LIGHT POLE WAS JUST BEHIND THE OUTBOARD SIDE OF THE RIGHT WING. HE OBTAINED HIS IFR CLEARANCE AND WAS CLEARED TO TAXI. HE BEGAN TO TAXI WITHOUT A MARSHALLER AND WITH A ROW OF AIRPLANES AHEAD OF HIS LOCATION, HE INITIATED AN IMMEDIATE LEFT TURN TO MAINTAIN RIGHT WINGTIP CLEARANCE WITH PARKED AIRPLANES. DURING THE TURN, THE RIG HT HORIZONTAL STABILIZER CONTACTED THE LIGHT POLE. INDIVIDUALS NEARBY WHO WITNESSED THE COLLISION RAN NEAR THE AIRPLANE AND GOT THE PILOTS ATTENTION WHO THEN SECURED THE AIRPLANE. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION AIRWORTHINESS INSPECTOR WHO EXAMINED THE AIRPLANE, THE LEADING EDGE OF THE RIGHT HORIZONTAL STABILIZER AND THE FORWARD AND AFT SPARS OF THE VERTICAL STABILIZER WERE DAMAGED. EXAMINATION OF THE AREA WHERE THE AIRPLANE HAD BEEN PARKED REVEALED DOUBLE CONCENTRIC CIRCLES POLE PAINTED ON THE RAMP CENTERED ON THE LIGHT POLE; THE OUTER CIRCLE HAD A RADIUS OF APPROXIMATELY 32 FEET. RADIAL LINES WERE PAINTED ON THE RAMP FROM THE BASE OF THE LIGHT POLE TO THE INNER CIRCLE LINE. A NORTH/SOUTH ORIENTED TAXIWAY LINE WEST OF WHERE THE AIRPLANE HAD BEEN PARKED WAS BLACKED OUT; NO LEADOUT LINE WAS NOTED FROM THE SPOT WHERE THE AIRPLANE HAD BEEN PARKED FORWARD TO THE BLACKED OUT TAXIWAY LINE. 20010102000179I (-23) ON JANUARY 2, 2001, A/C XA-ACN, MODEL 600A, RECEIVED MINOR DAMAGE ON THE LEFT WING WHILE LANDING ON RUNWAY 35L AT LAREDO, TEXAS. THE PILOT REPORTED THAT HE EXPERIENCED A LEFT UNCOMMENDED INPUT WHILE ON FINAL AND ABOUT THREE FEET PRIOR TO TOUCHDOWN. MAINTENANCE PERSONNEL INSPECTED THE FLIGHT CONTROL SYSTEM AND THERE WERE NO IRREGULARITIES NOTED. DGAC IN MEXICO WILL BE INFORMED AND PROVIDED WITH A COPY OF THIS REPORT. OUR RECOMMENDATION WILL BE THAT THE PILOT BE GIVEN A CHECKRIDE SIMILAR TO AN FAA 709 CHECKRIDE WITH EMPHASIS ON CONTROLLABILITY OF THE A/C DURING THE SHORT FINAL. 20010102002119I (-23) ABOUT 30 MILES AFTER DEPARTURE FROM ISLA GRANDE AIRPORT FOR A FLIGHT TO COVER AN EVENT NEAR THE AIRPORT, THE PILOT EXPEREINCED A SERIES OF DETONATIONS AND PARTIAL POWER LOSS. THE PILOT EXECUTED A RAPID DESCEND TO THE NEARBY AIRPORT AND MADE A RUNNING LANDING AT THE AIRPORT. A LOG BOOK ENTRY WAS MADE BY THE PILOT AND A CORRECTIVE ACTION READS AS FOLLOWS; REPLACED ENGINE BLEED VALVE CONTROL BOX. A/C WAS TEST FLOWN AND THE PILOT EXPERIENCED THE SAME TYPE OF DETONATIONS AND LANDED AT THE AIRPORT. MAINTENANCE REPLACED THE ENGINE. 20010103000049I (-23) NARRATIVE GIVEN BY^PRIVACY DATA^THE A/C DEPARTED SAN FRANCISCO NATIONAL AIRPORT ON AN IFR FLIGHT PLAN TO ANCHORAGE, AK. APPROX. 5 MINUTES INTO THE FLIGHT SMOKE WAS NOTED COMING FROM THE ENVIRONMENTAL SYSTEM AROUND THE WINDSCREEN DEFROST VENTS. CHECKLIST PROCEDURES WERE FOLLOWED. SOON THEREAFTER THE RIGHT ENGINE LOW OIL PRESSURE LIGHT CAME ON. AFTER THE CREW CONFIRMED THE PRESSURE ON THE GAUGE THE ENGINE WAS SHUT DOWN. AN UNEVENTFUL LANDING WAS MADE AT THE SANTA ROSA AIRPORT. 20010103002039I (-23) N718SP, A CESSNA 172-S DEPARTED PSP (PALM SPRINGS AIRPORT) AFTER TAKEOFF PLANE EXPEREINCED COMPLETE ELECTRICAL FAILURE. BECAUSE OF ELECTRIC SYSTEM FAILURE PILOT COULD NOT TRANSMIT. PILOT RETURNED TO PSP(PALM SPRINGS AIRPORT) AND LANDED SAFELY. MAINTENANCE FOUND THE A/C BATTERY HAD EXPERIENCED A DEAD SHORT IN A CELL RESULTING IN THE ELECTRICALLY FAILURE. 20010103002759I (-23) PILOT WAS PREOCCUPIED IN CHECKING ENGINE TEMPTERATURE AND FORGOT TO LOWER LANDING GEAR. 20010103039699A (-23) ON JANUARY 3, 2001, ABOUT 1745 ALASKA STANDARD TIME, WHEEL-EQUIPPED CESSNA 172, N19771, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH TERRAIN DURING LANDING AT ATMAUTALUAK, ALASKA. THERE WERE NO INJURIES REPORTED FROM THE COMMERCIAL PILOT OR THE TWO PASSENGERS. THE FLIGHT WAS CONDUCTED UNDER 145 CFR PART 135, ON-DEMAND BY VILLAGE AVIATION, INC., TRANSPORTING PASSENGERS FROM BETHEL, ALASKA TO ATMAUTLUAK, ALASKA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND COMPANY FLIGHT FOLLOWING PROCEDURES WERE IN EFFECT. THE PILOT TOLD THE INVESTIGATOR IN CHARGE DURING A TELEPHONE INTERVIEW THAT HE UNDERSHOT THE RUNWAY AND APPLIED FULL POWER BUT WAS UNABLE TO ARREST THE DESCENT. CONSEQUENTLY, THE AIRCRAFT STRUCK SHORT OF THE RUNWAY. THE AIRCRAFT'S MOMENTUM CARRIED IT ONTO THE RUNWAY SURFACE, CONTINUING TO EXIT THE LEFT SIDE OF THE RUNWAY, COMING TO REST OFF THE WEST SIDE OF RUNWAY 33. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE NOSE GEAR, PROPELLER AND ENGINE FIREWALL STRUCTURE. 20010104000189I (-23) A/C ELECTRICAL POWER WAS ON AND CREW WAS GETTING READY TO START A/C ENGINES WHEN THE FLIGHT ENGINEER SMELLED AND THEN SAW SMOKE COMING UP THROUGH THE AIR VENTS. LIGHTS ON THE ENGINEER PANELS STARTED TO BLINK. CREW EVACUATED ALL PASSENGERS FROM THE CABIN. EMERGENCY FIRE CREWS WERE ALERTED BY THE RYAN INTERNATIONAL MECHANIC AND ARRIVED ON THE SCENE IN A FEW MINUTES. BY THE TIME THE CREW ARRIVED THERE WAS SUBSTANTIAL SMOKE COMING OUT OF THE LOWER COMPARTMENT. THEY QUICKLY DOUSED THE FLAME WITH HALON AND THEN DISCONNECTED THE BATTERY. 20010104000229A (-23) PILOT WAS ATTEMPTING TO CHECK FIELD CONDITIONS BEFORE LANDING. DURING FIRST PASS THE RIGHT MAIN WHEEL SUNK INTO SNOW AND BROKE THE FROZEN CRUST CAUSING LEFT MAIN TO SINK INTO SNOW. WHEN BOTH WHEELS DUG INTO THE 6 TO 7 INCH DEEP SNOW CAUSING THE A/C TO NOSE OVER ONTO ITS BACK. DAMAGE OCCURRED TO THE FOLLOWING AREAS; LEFT WING, LEFT WING SUPPORT STRUTS, VERTICAL STABILIZER, RUDDER, WINDSHIELD, PROPELLER. (.4) ON JANUARY 4, 2001, AT APPROXIMATELY 1500 MOUNTAIN STANDARD TIME, AN AVIAT A-1A, N26HV, WAS SUBSTANTIALLY DAMAGED WHILE ATTEMPTING A LANDING ON A SNOW COVERED ALFALFA FIELD NEAR EDEN, UTAH. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT IN THE AIRPLANE, WAS NOT INJURED. THE OWNER/PILOT WAS OPERATING THE AIRPLANE UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY PERSONAL FLIGHT THAT ORIGINATED FROM OGDEN, UTAH, APPROXIMATELY 30 MINUTES BEFORE THE ACCIDENT. THE PILOT HAD NOT FILED A FLIGHT PLAN. THE PILOT SAID THAT HE DEPARTED OGDEN TO PRACTICE LANDINGS ON A SNOW COVERED ALFALFA FIELD NEAR HIS HOME. HE SAID THAT THE SNOW AT HIS HOME WAS 2 TO 3 INCHES DEEP; HOWEVER HE DID NOT CHECK THE SNOW CONDI TIONS IN THE FIELD BEFORE THE FLIGHT. THE PILOT SAID HE WAS FLYING LOW OVER THE FIELD, "DRAGGING ONE TIRE [TUNDRA TIRE] IN THE SNOW." HE SAID THAT THE SNOW HAD A CRUST ON IT, AND WHEN THE TIRE BROKE THROUGH THE CRUST, IT GOT "PULLED DOWN" INTO THE SNOW. THE AIRPLANE SUBSEQUENTLY NOSED OVER ONTO ITS BACK. THE LEFT WING SPAR, THE TWO WING STRUTS, AND THE RUDDER WERE BENT. 20010104000879I (-23) N444DT, A PA-47, WAS ENROUTE FROM SMF TO MYF VIA LHS, SL1 AT 17,000 FEET. AT APPROX. 2328 UTC WHEN N444DT WAS APPROX. 10 MILES SOUTH OF LHS, THE PILOT INFORMED THE CONTROLLER THAT HE HAD ELECTRICAL PROBLEMS AND REQUESTED DESCENT. N444DT WAS INITIALLY CLEARED TO 14,000, THEN AMENDED TO DESCEND TO 15,000 DUE TO TRAFFIC, N70JF, A LR25 DEPARTING BUR OVER PMD CLIMBING TO 14,000. THIS TRAFFIC WAS ISSUED TO N444DT AS ONE O'CLOCK AND APPROX. FIFTEEN MILES. N444DT REPORTED THE A/C NOT IN SIGHT, THEN DECLARED AN EMERGENCY. THE CONTROLLER, OBSERVING THAT THE TRACK OF THE LEARJET WAS DIVERGING FROM N444DT, CLEARED N444DT TO DESCEND TO 9,000. AT THIS TIME N444DT REPORTED THE LEARJET IN SIGHT, AND APPROX. THIRTY SECONDS LATER THE TWO A/C PASSED 2.25 MILES APART LEFT SIDE TO LEFT SIDE A N44DT PASSED THROUGH 14,000 DESCENDING. N444DT WAS HANDED OFF TO SOUTHERN CALIFORNIA TRACON, PASADENA SECTOR, AND LANDED AT BUR WITHOUT FURTHER INCIDENT. THE PILOT OF N444DT WAS CONTACTED BY THIS OFFICE. HE, IN FACT, DID CONFIRM THAT HE AHD AN EMERGENCY. HE HEARD A "POP-ING" SOUND FOLLOWED BY THE SMELL OF HOT WIRES. HE REDUCED HIS ELECTRICAL LOAD AND LANDED AT BURBANK AIRPORT WITHOUT FURTHER INCIDENT, HANDLILING HIS EMERGENCY IN AN APPROPRIATE MANNER. NO FURTHER ACTION TO BE TAKEN. AIRMAN^PRIVAC^IS TO BE COMMENDED. 20010104000889I (-23) APPROX. 45 MINUTES AFTER DEPARTURE FROM HNL ENROUTE PPG, THE CREW OF EIAA 7550 DETECTED SMOKE COMING FROM THE CENER CONSOLE. THEY DECLARED AN EMERGENCY AND RETUNRED TO HNL. WHEN THEY TURNED OFF POWER TO THE CENTER CONSOLE, SMOKE STOPPED. THE A/C ARRIVED BACK IN HNL AT 1504 LOCAL TIME. MAINTENANCE FOUND A BURNED LIGHTING DIMMER TRANSFORMER IN THE CENTER CONSOLE, WITH TWO CIRCUIT BREAKERS WHICH HAD NOT OPENED. THE DIMMER ASSEMBLY WITH CIRCUIT BREAKERS WAS SENT TO NTSB FOR ANALYSIS. TO DATE, NO RESULTS OF THAT ANALYSIS HAVE BEEN RECEIVED. 20010104000919I (-23) PILOT STATED HE LOWERED THE LANDING GEAR AFTER HE PULLED THE THROTTLE BACK TO 22" UP TO BEGIN THE PRACTICE ILS APPROACH TO RWY 16. PILOT STATED HE DID NOT RECHECK THE GEAR LIGHT (3 GEARS) AT THE MIDDLE MARKER. THE PILOT SAID HE FELT THE RIGHT WHEEL TOUCH THEN LEFT AND BEFORE THE NOSE WHEEL TOUCHED, HE HEARD A BANGING SOUND OF THE PROPELLERS HITTING THE RUNWAY. THE A/C TRAVELED APPROXIMATELY 700; FROM INITIAL PROPELLER IMPACT TO ITS FINAL RESTING POINT. NOTE: FURTHER INVESTIGATION IS CONTINUING, AND INSPECTION OF THE A/C IS PENDING. AN AMENDMENT TO FOLLOW IF NECESSARY. 20010104001139A (-23) DURING THE ATTEMPTED TAKEOFF, THE A/C DID NOT RESPOND TO FLIGHT CONTROL INPUTS TO ROTATE ATTITUDE. AT THIS POINT THE A/C WAS SIGNIFICANTLY PAST THE TAKEOFF DECISION SPEED (VI) AND POINT. THE PILOT ELECTED TO ABORT THE TAKEOFF AND REDUCED THRUST, DEPLOYED THE SPOILERS, AND APPLIED MANIMUM BRAKING. THE A/C'S INERTIA TOOK IT OFF THE END OF THE RUNWAY 28. IT PENETRATED A SNOW BANK AND THEN FELL APPROX. 5 FEET TO A LEVEL FIELD AT WHICH TIME BOTH WINGS AND THE NOSE LANDING GEAR FAILED. THE A/C CAME TO REST JUST SHORT OF A HIGHWAY AFTER DESTROYING A PORTION OF THE AIRPORT PERIMETER FENCE. THE CREW COMPLETED AN EMERGENCY SHUTDOWN AND EVACUATED THE A/C THROUGH THE MAIN CABIN DOOR. ALL THE A/C AERODYNAMIC SURFACES WERE FREE OF ANY CONTAMINATION. THE A/C TRIM GAUGE AND STABILIZER BOTH INDICATED A TAKEOFF SETTING AND THE FLAPS WERE SELECTED TO AND SET AT 8 DEGREES. THE A/C WAS LOADED WITHIN CENTER OF GRAVITY AND WEIGHT LIMITS. ALL THE A/C FLIGHT CONTROL, ENGINE, AND WARNING SYSTEMS WERE FOUND TO BE OPERATIONAL. 20010104002909I (-23) FLIGHT 4857 WAS INBOUND TO LGA AND A FLAP FAIL MESSAGE ILLUMINATED THE FLIGHT DIVERTED TO EWR AND LANDED WITHOUT INCIDENT. MAINTENANCE FROM LGA REPLACED A FLAP INDICATOR AND RETURNED THE AIRCRAFT TO SERVICE. 20010104007959A (.4)ON JANUARY 4, 2001, AT 1500 CENTRAL STANDARD TIME, A CESSNA 152, SINGLE-ENGINE AIRPLANE, N68472, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LEFT MAIN LANDING GEAR STRUCK A SNOW BANK DURING THE LANDING FLARE/TOUCHDOWN ON RUNWAY 17 AT THE JONES MEMORIAL AIRPORT, BRISTOW, OKLAHOMA. THE AIRPLANE WAS OWNED BY CHRISTIANSEN AVIATION AT TULSA, OKLAHOMA, AND OPERATED BY THE OKLAHOMA STATE UNIVERSITY, AT STILLWATER, OKLAHOMA, UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE STUDENT PILOT, SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE INSTRUCTIONAL FLIGHT, AND A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN WAS FILED. THE CROSS-COUNTRY FLIGHT DEPARTED SHAWNEE, OKLAHOMA, AT 1345. THE PILOT REPORTED THAT A "SLIGHT CROSSWIND FROM APPROXIMATELY 180 DEGREES KEPT ME LEFT OF COURSE TO TOUCHDOWN." AT TOUCHDOWN, THE AIRPLANE CONTINUED LEFT UNTIL THE "LEFT MAIN [LANDING GEAR] HIT THE SNOW BANK." THE AIRPLANE VEERED OFF THE RUNWAY INTO THE GRASS. THE PILOT APPLIED FULL POWER FOR A SOFT FIELD TAKEOFF "BUT IT DIDN'T WORK." THE AIRPLANE NOSED DOWN, THE LEFT WING AND PROPELLER STRUCK THE GROUND, AND THE AIRPLANE RETURNED TO A LEVEL ATTITUDE BEFORE COMING TO REST. THE OPERATOR'S PERSONNEL RESPONDING TO THE ACCIDENT SITE, FOUND THE LEFT WING BENT AND CRUMPLED WITH STRUCTURAL DAMAGE TO THE MAIN SPAR. THE OPERATOR REPORTED THE WIND FROM THE SOUTH AT 10 KNOTS. (-23) ON APPROACH, THE PILOT STATED THAT THE AIRCRAFT DRIFTED LEFT OF RUNWAY 17 AND AT TOUCHDOWN THE LEFT MAIN GEAR STRUCK A SNOW BANK LEFT OF THE RUNWAY CAUSING THE AIRCRAFT TO VEER MORE LEFT, AT WHICH TIME THE NOSE GEAR WENT OFF THE LEFT SIDE OF THE RUNWAY. THE PILOT STATED THAT IT WAS AT THIS TIME THE LEFT WING WAS DRIVEN DOWN, THE STEERING COLLAR BROKE, AND THE PROP STRUCK THE GROUND. THE LEFT WING SUSTAINED SUBSTANTIAL DAMAGE. ^PRIVACY DATA OMITTED^ 20010104037879A (.19) ON JANUARY 4, 2001, AT 1046 CENTRAL STANDARD TIME, A CESSNA 172S, N727SP, OPERATED BY BUSINESS AVIATION, SIOUX FALLS, SOUTH DAKOTA, PILOTED BY A STUDENT PILOT ON A SOLO FLIGHT, SUSTAINED SUBSTANTIAL DAMAGE DURING AN ON-GROUND COLLISION WITH THE TERRAIN FOLLOWING A LOSS OF DIRECTIONAL CONTROL DURING TAKEOFF ROLL, ON RUNWAY 33 (6,670 FEET BY 150 FEET, DRY/ASPHALT), AT THE JOE FOSS FIELD AIRPORT, SIOUX FALLS, SOUTH DAKOTA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE STUDENT PILOT, THE SOLE OCCUPANT, REPORTED NO INJURIES. THE LOCAL FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT. (-23) THE STUDENT PILOT WAS PRACTICING TOUCH AND GO LANDINGS WHEN THE ACCIDENT OCCURRED. DURING THE "GO" PORTION, THE AIRCRAFT DRIFTED OFF TO THE LEFT SIDE OF THE RUNWAY, HIT A SNOWDRIFT AND TURNED 180 DEGREES. THE OUTBOARD PORTION OF THE RIGHT WING WAS BUCKLED UPWARD. THERE WAS MINOR DAMAGE TO THE COWLING AND WHEEL PANTS. THE PILOT WAS NOT INJURED. THERE WAS A SLIGHT CROSSWIND AT THE TIME OF THE ACCIDENT AND THE PILOT STATED THAT THERE WAS FROST ON THE RUNWAY. 20010105000059I (-23) PSA FLIGHT 4018 DEPARTED PIT ON 1-5-01, AT 6000 FEET THE CAPTAIN NOTICED THE CRACK IN THE CO-PILOTS WINDOW, REDUCED CABIN PRESSURE AND RETURNED TO PIT. FLIGHT 4018 LANDED ON RUNWAY 28L AT 2320Z WITHOUT FURTHER INCIDENT. WINDOW WAS REPLACED AND A/C WAS RETURNED TO SERVICE. THIS INCIDENT IS CLOSED. 20010105000299I (-23) ON 01/05/01, A GL-IV-IV, REGISTERED AS N407QS, WAS REPORTED TO HAVE HAD A TOTAL ELECTRICAL FAILURE, AND LANDED AT PITTSBURGH AIRPORT ON RUNWAY 28L. INVESTIGATION REVEALED ONLY THAT THE A/C'S ELECTRICAL POWER MANAGEMENT PANEL WENT BLACK SHORTLY AFTER TAKEOFF FROM COLUMBUS, OHIO. THE CREW ALSO HAD AN EPMP POWER FAIL CAUTION MESSAGE. THE A/C MADE AN UNEVENTFUL LANDING IN PITTSBURGH, PA. MAINTENANCE REPLACED THE REMOTE POWER SUPPLY UNIT AND THE SYSTEM. CHECK WAS SATISFACTORY. THIS INCIDENT IS CLOSED. 20010105000409I (-23)ON LANDING NEAR DUSK AT A PRIVATE LANDING STRIP, A DEER RAN FROM THE LEFT AND COLLIDED WITH THE A/C. THE A/C HAD SLOWED TO APPROX. 20 KNOTS ON ROLLOUT WHEN THE PILOT NOTED THE COLLISION WAS IMMINENT. THE PILOT LOCKED THE BRAKES AND SLID ABOUT 30 TO 40 FEET BEFORE THE DEER IMPACTED THE PROPELLER AND LEFT SIDE OF THE A/C. THE IMPACT BROKE THE PROPELLER AND DAMAGED BOTH THE UPPER AND LOWER ENGINE COWLING. 20010105000479A (-23) PILOT WAS UTILIZING THIS HELICOPTER TO DISTRIBUTE FERTILIZER VIA SLING-LOADED FIBERGLASS BUCKET. FERTILIZER WAS TO BE DISPENSED FROM THE BOTTOM OF THE BUCKET THROUGH A HYDRAULICALLY ACTIVATED MECHANISM. THE HYDRAULIC PUMP WAS RUN BY THE HELICOPTER. HOWEVER, THE HYDRAULIC SYSTEM WAS SOLELY FOR THE BUCKET MECHANISM. THE HYDRAULIC PRESSURE GAUDGE WAS LOCATED ON THE LEFT SIDE OF THE HELICOPTER OUTSIDE AND BEHIND THE COCKPIT/CABIN. PILOT INITIATED THE FLIGHT TO DISPENSE FERTILIZER OVER A TREE FIELD. THE PILOT WAS SITTING IN THE LEFT SEAT OF THE HELICOPTER AND AFTER, PICKING UP THE A/C AND THE FULL, SLING-LOADED, BUCKET TO BEGIN DISPENSING FERTILIZER, THE PILOT REALIZED NO FERTILIZER WAS BEING DISPERSED. THINKING IT MIGHT BE A HYDRAULICS PROBLEM, THE PILOT LANDED TO CHECK THE GAUGE. THE PILOT WAS IN A REMOTE AREA BY HIMSELF. IN ORDER TO EFFECTIVELY CHECK THE OUTPUT OF THE HYDRAULIC SYSTEM, VIA THE PRESSURE GAUGE, THE PILOT NEEDED TO BE A 100% OPERATING RPM. IN ORDER TO LOOK AT THE GAUGE, THE PILOT NEEDED TO STEP OUT OF THE HELICOPTER. SO, WHILE AT FULL OPERATING RPM, THE PILOT PROCEEDED TO CLIMB OUT OF THE HELICOPTER TO CHECK THE PRESSURE GAUGE. WHILE SWINGING HIS RIGHT LEG AROUND OVERTHE CYCLIC, THE PILOT FELL OUT OF THE HELICOPTER FACE FIRST ON TO THE GROUND. WHILE FALLING TO THE GROUND, THE PILOT'S LEFT HAND, SITUATED AT THE BACK OF THE COLLECTIVE'S MECHANIC PIVOT POINT, PUSHED THE COLLECTIVE TO THE FULL POSITION. AS THE PILOT LAY ON THE GROUND THE A/C LIFTED UP WHILE CIRCLING RIGHT, WITH THE BUCKET AND IT PROCEEDED TO FLY UNMANNED FOR SEVERAL MINUTES. AS THE HELICOPTER WAS MAKING WIDE CIRCLES TO THE RIGHT AT SEVERAL HUNDRED FEET, UNMANNED WITH THE FERTILIZER BUCKET ATTACHED, THE BUCKET BEGAN TO OSCILLATE. THE OSCILLATIONS FINALLY INCREASED TO THE POINT THAT THE ROTOR SYSTEM CHOPPED THE TAILBOOM OFF AND THE HELICOPTER CRASHED TO THE GROUND APPROX. 1500FEET FROM WHERE IT TOOK OFF. (.4) ON JANUARY 5, 2001, ABOUT 1500 CENTRAL STANDARD TIME, A HILLER UH-12E, N112EC, REGISTERED TO B AND S AIR, INC., OPERATING AS A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT, CRASHED IN THE VICINITY OF CLEVELAND, TENNESSEE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE ROTORCRAFT WAS DESTROYED, AND THE COMMERCIALLY-RATED PILOT, WAS NOT INJURED. THE FLIGHT ORIGINATED ABOUT 15 MINUTES BEFORE THE ACCIDENT. ACCORD ING TO THE PILOT, HE WAS APPLYING FERTILIZER TO PINE TREES FROM A HYDRAULICALLY OPERATED SIMPLEX BUCKET ON A 25-FOOT EXTERNAL SLING WHEN THE BUCKET STOPPED DISPENSING. HE LANDED THE ROTORCRAFT TO TRY AND DETERMINE IF THE MALFUNCTION WAS HYDRAULIC OR MECHANICAL. TO DO SO, SINCE HE WAS THE SOLE OCCUPANT ABOARD, AND THE GROUND HANDLER WAS RUNNING AN ERRAND, HE HAD TO SET THE CRAFT DOWN, KEEP OPERATING POWER ON THE ENGINE, STEP OUT OF THE COCKPIT ONTO THE SKID, AND READ THE EXTERNALLY MOUNTED HYDRAULIC PRESSURE GAGE. AS HE EXITED THE COCKPIT, HE SLIPPED AND SOMEHOW DURING THE FALL, HE BUMPED OR GRABBED THE COLLECTIVE. AS THE UNMANNED ROTORCRAFT LIFTED OFF, THE LEFT LANDING SKID STRUCK HIM IN THE FACE, AND BY THE TIME HE COULD REACT, THE ROTORCRAFT WAS AT 100 FEET AGL, AND CLIMBING. THE CRAFT STAYED AIRBORNE FOR ABOUT 30 TO 45 SECONDS WHILE ATTAINING AN ALTITUDE OF ABOUT 500 FEET AGL, IN A RIGHT SPIN BEFORE THE MAIN ROTOR COLLIDED WITH AND SEVERED THE TAIL BOOM. ACCORDING TO AN FAA INSPECTOR, THE ENGINE POWER HAD TO BE NEAR 100 PERCENT OPERATING RPM TO EFFECTIVELY CHECK HYDRAULIC PUMP OUTPUT. AS THE LEFT-SEATED PILOT SWUNG HIS RIGHT LEG OVER THE CYCLIC, HE TRIPPED AND FELL. WHILE FALLING, HIS LEFT HAND, WHICH WAS POSITIONED AFT OF THE COLLECTIVE'S PIVOT POINT, SOMEHOW ENGAGED THE COLLECTIVE CONTROL COLUMN TO THE FULL UP POSITION. ONCE THE ROTORCRAFT WAS AIRBORNE AND CLIMBING IN RIGHT CIRCLING FLIGHT, THE LOADED FERTILIZER BUCKET BEGAN EVER-DIVERGING OSCILLATORY MOTIONS UNTIL IT CAUSED THE MAIN ROTOR TO SEVERE THE TAIL BOOM AND THE ROTORCRAFT CRASHED ABOUT 1,500 FEET FROM ITS LIF 20010105000709I (-23) AT MSP: N284SC, SUN COUNTRY AIRLINES B-727 TAXI FROM HHH TERMINAL TO RUNWAY 30L. WHILE MAKING THE RIGHT TURN FROM TAXIWAY DELTA ONTO TAXIWAY WISKY, THE LEFT WING OUTBOARD LEADING EDGE SLAT HIT THE RIGHT WING TIP OF N9015E, NORTHWEST AIRLINES DC-9, N8915E WAS HOLDING AT RUNWAY 30L, (TAXIWAY DELTA AT WHISKEY) 20010105001699A (-23) ON JANUARY 5, 2001, AT APPROXIMATELY 1700 HRS., A CESSNA 177RG OWNED AND OPERATED BY^PRIVACY DATA OMITT^,CRASHED AFTER STRIKING A TREE WITH HIS LEFT WING JUST AFTER TAKE OFF. VFR CONDITIONS PREVAILED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND TWO PASSENGERS WERE NOT INJURED. THE ACCIDENT OCCURRED ON A PRIVATE RANCH APPROX. 15 MILES NW OF LOMA ALTA, TEXAS (OR APPROXIMATELY 50 NAUTICAL MILES NORTH OF DEL RIO, TX.) (.4)ON JANUARY 5, 2001, AT 1701 CENTRAL STANDARD TIME, A CESSNA 177RG, SINGLE-ENGINE AIRPLANE, N45373, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LEFT WING STRUCK TREES DURING THE TAKEOFF/INITIAL CLIMB FROM THE WARDLAW WHITE RANCH, NEAR DEL RIO, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. NEITHER THE PRIVATE PILOT NOR HIS TWO PASSENGERS WERE INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PLANNED CROSS-COUNTRY FLIGHT TO THE ANGLETON/LAKE JACKSON BRAZORIA COUNTY AIRPORT, BETWEEN ANGLETON AND LAKE JACKSON, TEXAS, AND A FLIGHT PLAN WAS NOT FILED. THE PERSONAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT REPORTED THAT THE PRIVATE RANCH GRAVEL AIRSTRIP ( APPROXIMATELY 1,850 FEET LONG AND 60 FEET WIDE) WAS LOCATED APPROXIMATELY 40 NAUTICAL MILES NORTH OF DEL RIO, TEXAS. EARLIER THAT DAY, THE PILOT HAD MADE HIS FIRST LANDING AT THE AIRSTRIP WHEN HE AND HIS PASSENGERS ARRIVED FROM LAKE JACKSON, TEXAS. LATER THAT DAY THE GROUP PLANNED TO DEPART THE RANCH AND RETURN TO LAKE JACKSON. DURING THE TAKEOFF ROLL TO THE NORTHWEST, THE AIRPLANE HAD LIFTED OFF THE RUNWAY AND TRAVELED ALONG THE GROUND WHEN THE LEFT WING "WAS SUDDENLY HIT BY WIND SHEAR CAUSING THE LEFT WING TO GO DOWN AND AIRCRAFT DRIFT TO THE LEFT SUDDENLY." THE LEFT WING STRUCK A CEDAR BUSH. SUBSEQUENTLY, THE AIRPLANE VEERED LEFT OFF THE RUNWAY, STRUCK MESQUITE BRUSH, AND SPUN AROUND APPROXIMATELY 20-30 DEGREES. THE PILOT PULLED AFT ON THE YOKE AND PULLED THE THROTTLE TO IDLE. THE AIRPLANE STRUCK THE GROUND, THE NOSE GEAR COLLAPSED AND THE AIRPLANE CAME TO REST UPRIGHT IN A RAVINE. THE PILOT REPORTED CLEAR SKIES WITH THE WIND FROM THE NORTHWEST AT 10 KNOTS, AND A TEMPERATURE OF 55 DEGREES FAHRENHEIT. THE FAA INSPECTOR, WHO RESPONDED TO THE SITE, FOUND THAT CEDAR BARK AND LIMBS WERE MISSING FROM ONE TREE AND NUMEROUS BRANCHES WERE MISSING FROM THE MESQUITE BRUSH. THE AIRPLANE W AS RESTING NOSE DOWN IN THE RAVINE. THE FAA INSPECTOR FOUND THE OUTBOARD THREE FEET OF THE LEFT WING DESTROYED, BOTH HORIZONTAL STABILIZERS CRUSHED AFT, AND THE FUSELAGE TWISTED. 20010105002519I (-23) FLIGHT 3065 DEPARTED LGA, DURING CLIMB OUT A RIGHT T/R MESSAGE ILLUMINATED. THE CAPT. DECLARED AN EMERGENCY AND DIVERTED TO SWF. THE AIRCRAFT LANDED WITHOUT INCIDENT. CONTRACT MAINTENANCE PLACED THE RIGHT T/R ON MEL. THIS IS A REPEAT ITEM PTRS EA-25 200103397. AIRCRAFT WAS RETURNED TO SERVICE. 20010105002609I (-23) THE FLIGHT DIVERTED AND LANDED ON RUNWAY 21 AT 18:51 LOCAL AFTER REPORTING SMOKE IN THE COCKPIT. THE AIRCRAFT TAXIED TO THE RAMP WITHOUT ASSISTANCE AND THERE WAS NO EVACUATION. THE PILOT DISCREPANCY STATED THAT "TAT HEAT INOP, FOLLOWED BY SMOKE IN COCKPIT". THE MRR STATES THAT "MAINTENANCE REMOVED AND REPLACED RELAYS AND RELAY SOCKET IAW AMM. OPS CHECKED GOOD". CHDO ALSO REPORTED THAT THE RELAY HAD SHORTED AND BURNT IN THE PROCESS, ALSO BURNING AND DAMAGING THE SOCKET AND SOME WIRING. 20010105002739I (-23) FLIGHT 132 DEPARTED PHL IN ROUTE TO BUF, AS THE AIRCRAFT WAS CLIMBINGOUT OF THE TRAILING EDGE FLAP ASYMMETRICAL WARNING ILLUMINATED. THE CREW THEN DIVERTED TO SWF. THE FLIGHT LANDED WITHOUT INCIDENT. EWR MAINTENANCE RESPONDED AND TROUBLESHOT THE FLAP SYSTEM. THE RIGHT FLAP TRANSMITTER WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20010105032269A (-23) STUDENT PILOT WITH SOLO ENDORSEMENT WAS ON APPROACH TO 27 LEFT AT LVK, WITH NO PASSENGERS ON BOARD. THE PILOT STATED SHE WAS AT 70 KTS IAS WHEN THE AIRCRAFT FIRST TOUCHED DOWN. THE AIRCRAFT BOUNCED BACK UP INTO THE AIR AND TOUCHED DOWN AGAIN FOR THE FINAL TIME. AT THIS TIME THE PILOT LOST CONTROL OF THE AIRCRAFT AND DEPARTED THE RUNWAY TO THE LEFT, SHEARED THE NOSE LANDING GEAR OFF AND THE PROPELLER STRUCK THE GROUND. THE SOLE OCCUPANT, THE PILOT, WAS EXAMINED BY EMERGENCY MEDICAL PERSONNEL AND DID NOT SUSTAIN ANY INJURIES. THE AIRCRAFT DAMAGE INCLUDED WRINKLED FIRE WALL WHERE THE ENGINE AND NOSE LANDING GEAR ATTACHED, PROPELLER AND POSSIBLE ENGINE DAMAGE, NOSE LANDING GEAR SHEARED OFF, ENGINE COWLING DAMAGE AND BELLY DAMAGE NEAR THE AREA OF THE ENGINE FIRE WALL. THERE WAS GOOD CONTINUITY TO ALL CONTROL SURFACES AND NO OTHER MECHANICAL DEFECTS NOTED OR REPORTED BY THE PILOT PRIOR TO THE ACCIDENT. 20010106000029I (-23) ON CLIMBOUT ENROUTE TO PSP, HAD A CARGO SMOKE INDICATION. FOLLOWED PROCEDURES PER AFM 1-AOM 1 MEMORY ITEMS EPC THEN CHECKLIST. DECLARED AN EMERGENCY AND RETURNED TO LAX. FLIGHT ATTENDANTS WERE INFORMED AND PASSENGERS WERE EVACUATED. NO INJURIES OR DAMAGE TO A/C SUSTAINED. FIRE CREWS INSPECTED THE A/C FOR EVIDENCE OF FIRE. NONE FOUND. A/C WAS TAKEN TO MAINTENANCE HANGAR AND C1 AND C2 CARGO SMOKE DETECTORS AND FIRE BOTTLE WERE REPLACED. 20010106000129I (23)^PRIVACY DAT^FLEW FROM TALLADEGA, GA. (ASN) TO JEKYLL ISLAND, GA. (09J) ON FRIDAY JANUARY 5, 2001. SATURDAY MORNING^PRIVACY DAT^HAD PLAN TO GO BACK HOME, WITH MAKING 2 STOPS, DUE TO THE WINDS, ONE IN JESUP, GA. AND ANOTHER AT LAGRANGE, GA. DURING THE FLIGHT TO JESUP, GA. THE ENGINE QUIT RUNNING. HE ATTMPTED TO LAND IN A CLEAR FIELD. THE FIELD HAD ROLLING SAND MOUND. MAIN GEAR MADE CONTACT WITH GROUND AND ROLL A SHORT DISTANCE TILL THE NOSE LANDING GEAR MADE CONTACT WITH GROUND. NOSE GEAR CONTACT WITH SMALL SAND MOUND AND THE A/C NOSE OVER AND CAME TO REST UPSIDE DOWN. THE INVESTIGATION REVEALED THAT THE LEFT WING HAD NO FUEL AND THE RIGHT WING HAD SOME TRACE OF FUEL. 20010106000149A (-23) A/C N383CA, A CESSNA 172F, DEPARTED SAN LUIS OBISPO (SBP) AIRPORT AT APPROX. 2015 UNDER INSTRUMENT METEOROLOGICAL CONDITIONS. THE PILOT HAD FILED FOR AN IFR INSTRUMENT DEPARTURE. HE OBTAINED THIS DEPARTURE FROM THE LOS ANGELES AIR ROUTE TRAFFIC CONTROL CENTER (ZLA ARTCC) BY RADIO. THE PILOT RECEIVED A "WYNNR ONE" STANDARD INSTRUMENT (SID) FROM RUNWAY 11. HIS CLEARANCE TIME LIMIT WAS 2015. WEATHER AT TIME OF DEPARTURE WAS LESS THAN ONE MILE WITH 300 FOOT CEILING. IT WAS REPORTED THAT THE A/C MADE A RIGHT TURN 1/4 MILE AFTER DEPARTURE AND STRUCK THE GROUND WITH ITS RIGHT WING. THE A/C WAS DESTROYED ON IMPACT, PILOT AND PASSENGER WERE BOTH FATALLY INJURED. 20010106000209A (-23)A/C DEPARTED RWY 30 @SPANISH FORK, UTAH AT APPROX. 1900 MST, DURING CLIMB OUT ENCOUNTERED UNKNOWN FOG AREA. VFR RATED PILOTS LOST ORIENTATION AND DESCENDED HITTING FROZEN SURFACE OF UTAH LAKE. NOSE GEAR BROKE OFF ON IMPACT, WHICLE THE A/C CONTINUED TO SKID SEVERAL HUNDREDS YARDS BEFORE STOPPING AND BREAKING THROUGH THE ICE AT APPROX. A 20 TO 30 DEGREE ANGLE NOSE DOWN. AS THE AIRPLANE SETTLED BOTH PILOTS EVACUATED THE A/C AND CLIMBED ONTO THE WINGS. THE A/C CAME TO REST WITH THE OUTBOARD PARTS OF THE WINGS ON SOLID ICE WITH BROKEN ICE BY THE FUSELAGE. THE PILOT WAS INJURED WITH FRACTURED ANKLES AND FACIAL CUTS. THE PASSENGER WAS UNINJURED AND WENT FOR HELP AT THE PROVO AIRPORT. 20010106000319I (-23) ON JANUARY 6, 2001, KITTY HAWK AIR CARGO, INC. (GAIA), FLIGHT 202, EN ROUTE TO SEA FROM BIL, RETURNED TO BIL AT 1750 MST AND LANDED WITHOUT INCIDENT. INVESTIGATION REVEALED THAT THE PRESSURE FUELING DOOR,LOCATED UNDER THE RIGHT LEADING WING OF THE A/C WAS NOT SECURED PROPERLY. THE CAUSED #6 LEADING EDGE SLATE TO JAM, DURING RETRACTION ON TAKE-OFF AT BIL. THIS CAUSED DAMAGE TO THE SLAT AND THE FUEL DOOR. APPARENTLY TWO GAIA FLIGHT CREW MEMBERS, THE CAPTAIN AND THE FLIGHT ENGINEER, WERE ASSISTING FUELER AT BIL, WHO WAS PERFORMING MANUAL REFUELING OPERATION. IT APPEARS THAT NO ONE SECURED THE FUELING DOOR. THEREFORE GAIA'S FLIGHT CREW WHO WERE INVOLVED IN THE FUELING PROCESS, FAILED TO COMPLY WITH THE GAIA OPERATION PRE-FLIGHT PROCEDURES.^PRIVACY DATA OMITTED^ 20010106000649I (-23)ON JANUARY 6, 2001, AT APPROX. 1130 EST, STUDENT PILOT^PRIVACY DATA OMITTED^ ATTEMPTED TO LAND A/C N9847G, A CESSNA 172L, ON RUNWAY 30 AT THE DEFIANCE MEMORIAL AIRPORT IN OHIO. HIS INSTRUCTOR,^PRIVACY DATA OMITTED^ WAS IN THE RIGHT SEAT POSITION. AS THE FINAL APPROACH WAS INITIATED OVER THE END OF THE RUNWAY, ^PRIVACY DA^EXPERIENCED AN EIGHT KNOT CROSS WIND FROM THE LEFT AND THE A/C VEERED TO THE RIGHT. ^PRIVACY DATA^THEN TOOK OVER THE CONTROLS AND ATTEMPTED TO CORRECT THE DIRECTIONAL CONTROL OF THE A/C. ^PRIVACY DATA^WAS UNABLE TO CORRECT THE DIRECTION OF FLIGHT AND THE A/C VEERED OFF TO THE RIGHT OF THE RUNWAY, WITH THE RIGHT LANDING GEAR TRACKING OFF INTO A SNOW BANK, CAUSING THE A/C TO GO NOSE OVER/UPSIDE DOWN INTO THE SNOW BANK. THERE WERE NO INJURIES TO EITHER PILOT AND THE A/C SUSTAINED MINOR DAMAGE. 20010106000729A (-23) CAPTAIN TOMPKINS DEPARTED ORCAS ISLAND AIRPORT AND FLEW OVER THE WATERS OF PUGET SOUND AT AN ALTITUDE OF 1000 FEET FOR APPROX. 10 MINUTES BEFORE RETURNING TO THE AIRPORT FOR LANDING. WITH THE THROTTLE AT IDLE, CAPTAIN TOMPKINS TURNED BASE AND ADDED POWER. AT THIS TIME CAPTAIN TOMPKINS NOTED NO RESPONSE FROM THE ENGINE. HE PULLED OUT CARBURETOR HEAT, CYCLED THE THROTTLE, AND SWITCHED FUEL TANKS TO NO AVAIL. THE ENGINE NEVER RECOVERED AND CAPTAIN TOMPKINS CRASHED ABOUT 700 YARDS SHORT OF RUNWAY 34. 20010106001689A (-23) ON JANUARY 6, 2001 AT 1140 CST, A N8984B, A CESSNA MODEL 172, REGISTERED TO A PRIVATE INDIVIDUAL, NOSED OVER IN AN OFF AIRPORT LANDING NEAR PINE BLUFF, AR. FOLLOWING A REPORTED POWER LOSS. THE PRIVATE PILOT AND ONE PASSENGER WEWRE UNINJURED. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED FOR THE LOCAL PLEASURE FLIGHT. THE FLIGHT ORIGINATED AT PINE BLUFF AT 1115 ON 01/06/01. 20010106002299I (-23) PILOT ATTEMPTED TO START THE AIRCRAFTS' ENGINE AND THE STARTED MOTOR FAILED TO ENGAGE. THE PILOT EXITED THE AIRPLANE TO REPOSITION THE PROPELLER SO THAT THE STARTER MOTOR WOULD ENGAGE. WHILE MOVING THE PROPELLER, THE ENGINE STARTED AND THE AIRCRAFT RAN INTO A T-HANGAR CAUSING DAMAGE TO THE T-HANGAR AND ANOTHER AIRPLANE.^PRIVACY DATA OMITTED^ 20010106002679I (-23) ON SATURDAY JANUARY 6, 2001 AT 1320 LOCAL, A MIDWAY AIRLINES CL-600, N572ML, FLIGHT 421, RETURNED TO LAND ON RUNWAY 22 AT ROCHESTER INTERNATIONAL AIRPORT DUE TO A REPORTED LANDING GEAR PROBLEM SHORTLY AFTER TAKE OFF. MAINTENANCE FOUND THE MAIN LANDING GEAR CONTROL PANEL FAILED INTERNALLY, P/N 717901-5. THE PANEL WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010107000099A (-23) PILOT WAS DESCENDING AFTER RELEASING JUMPERS, WHEN HE TRIED TO LEVEL OFF HE FOUND THAT HE HAD NO THROTTLE. PILOT LOOKED FOR A FIELD AND LANDED, WHEN HE DID THE NOSE WHEEL TOUCHED DOWN IT DUG IN AND THE A/C FLIPPED OVER.(.4) THE FLIGHT DEPARTED WITH APPROXIMATELY 20 GALLONS OF FUEL IN EACH FUEL TANK AND OFFLOADED SKYDIVERS AT 10,500 FEET, THEN DESCENDED TO RETURN WITH THE THROTTLE AT IDLE, THE FUEL/AIR RATIO LEANED; AND CARBURETOR HEAT APPLIED. AT 2,000 FEET, THE PILOT BEGAN TO LEVEL OFF AND, "REALIZED I WAS HAVING ENGINE TROUBLE AND BEGAN MY EMERGENCY PROCEDURES FOR AN ENGINE FAILURE AT ALTITUDE...." HE CHECKED THE POSITION OF THE FUEL SELECTOR VALVE WHICH WAS IN THE SAME POSITION IT WAS SELECTED FOR TAKEOFF, "BOTH ON." HE POSITIONED THE FUEL SELECTOR TO THE LEFT, RIGHT, AND BOTH POSITIONS WITH NEGATIVE RESULTS, AND ALSO CHECKED "MY IGNITION AND CHECK ALL FUSES." HE WAS UNABLE TO START THE ENGINE AND PERFORMED A FORCED LANDING IN A FIELD. BEFORE TOUCHDOWN HE TURNED OFF THE FUEL SELECTOR VALVE; AFTER TOUCHDOWN, THE AIRPLANE NOSED OVER. THE FUEL STRAINER WAS EMPTY WHEN EXAMINED BY A MECHANIC APPROXIMATELY 45 MINUTES AFTER THE ACCIDENT. EXAMINATION OF THE AIRPLANE BY AN FAA INSPECTOR APPROXIMATELY 24 HOURS AFTER THE ACCIDENT REVEALED THE FLEXIBLE HOSE FROM THE FUEL STRAINER TO THE CARBURETOR CONTAINED A SLIGHT AMOUNT OF FUEL (CAPFUL). NO DISCREPANCIES WITH THE FUEL STRAINER, IGNITION, OR VENT SYSTEMS NOTED. FOLLOWING RELEASE BY THE FAA FOR RECOVERY, THE CARBURETOR WAS REMOVED AND NO FUEL SPRAY NOTED FROM THE ACCELERATOR PUMP DISCHARGE NOZZLE WHEN THE THROTTLE WAS ACTIVATED. THE FUEL FLOW RATE THROUGH THE FUEL SELECTOR VALVE WAS LESS WITH THE FUEL SELECTOR VALVE POSITIONED TO THE RIGHT TANK THAN WITH THE VALVE POSITIONED TO THE LEFT OR BOTH POSITIONS. DISASSEMBLY OF THE FUEL SELECTOR VALVE REVEALED NO EVIDENCE OF DEBRIS OR WEAR; NO DETERMINATION WAS MADE AS TO THE REASON FOR THE LOW FUEL FLOW RATE WITH THE FUEL SELECTOR POSITIONED TO THE "RIGHT" POSITION. HISTORICAL UNEVEN FUEL CONSUMPTION GREATER FROM THE LEFT TANK WAS NOTED WHILE OPERATING THE AIRPLANE IN SKYDIVING OPERATIONS THAT INVOLVE MAINLY CLIMBS AND DESCENTS. AFTER REPAIRS, THE ENGINE WAS PLACED ON THE AIRFRAME AND OPERATED WITH NO DISCREPANCIES NOTED. POST ACCIDENT TESTING WITH AN EXEMPLAR CARBURETOR, THE ACCIDENT FUEL STRAINER AND FLEXIBLE HOSE FROM THE FUEL STRAINER TO THE CARBURETOR WITH THE ASSEMBLY PLACED INVERTED REVEALED THE CARBURETOR LEAKS FLUID TO A CERTAIN LEVEL BUT FLUID REMAINS IN THE BOWL. ADDITIONALLY, WITH THE ASSEMBLY INVERTED AND THE CARBURETOR BOWL EMPTY BUT FLUID IN THE FUEL STRAINER AND FLEXIBLE LINE, FLUID DOES NOT FLOW INTO THE CARBURETOR BOWL. THE FUEL SELECTOR VALVE WAS REPAIRED LAST ON MARCH 18, 1977, IN WHICH AN O-RING ON THE FUEL SELECTOR SHAFT WAS REPLACED. 20010107000159A (-23) PILOT WAS CONDUCTING FLIGHT INSTRUCION WITH A STUDENT AND WAS SIMULATING AN ENGINE-OUT CONDITION. THE A/C LANDED APPROX. 1/4 DOWN THE RUNWAY ON SNOW COVERED ICE. PILOT REPORTED NO BRAKING AND SLID OFF THE END OF THE RUNWAY AND FLIPPED OVER. AFTER LANDING THE PILOT WAS INFORMED THAT THE WEATHER REPORTED AS 8 KNOT TAILWIND. (.4) THE FLIGHT INSTRUCTOR AND STUDENT PILOT DEPARTED FROM RUNWAY 35, WHICH WAS COVERED WITH PATCHES OF SNOW AND ICE, AND CLIMBED TO 1,200 FEET BEFORE LEVELING THE AIRPLANE. THE FLIGHT INSTRUCTOR THEN INSTRUCTED THE STUDENT PILOT TO PERFORM A SIMULATED ENGINE FAILURE APPROACH AND LANDING. THE STUDENT PILOT TURNED THE AIRPLANE 270 DEGREES AND PREPARED FOR A LANDING ON RUNWAY 12. THE AIRPLANE TOUCHED DOWN ABOUT HALF-WAY DOWN THE 3,200 FOOT-LONG RUNWAY, AND BOUNCED BACK INTO THE AIR. THE FLIGHT INSTRUCTOR THEN TOOK THE CONTROLS AND LANDED ON THE SNOW COVERED RUNWAY. THE AIRPLANE TOUCHED DOWN ABOUT 3/4 OF THE WAY DOWN THE RUNWAY, AND AS THE FLIGHT INSTRUCTOR STEPPED ON THE BRAKES, THE AIRPLANE SKID INTO A SNOWBANK AND NOSED OVER. BOTH PILOTS REPORTED THERE WERE NO MECHANICAL MALFUNCTIONS WITH THE AIRPLANE. THE WINDS R EPORTED AT THE TIME OF THE ACCIDENT WERE FROM 320 DEGREES AT 8 KNOTS. 20010107000259A (-23) THE A/C LANDED ON RUNWAY 7 WITH 10 DEGREES OF FLAPS. THE PILOT STATED THE ASOS REPORTED THE SINDS WERE 080 DEGREES AT 26 KNOTS, GUSTING TO 35 KNOTS. METAR REPORT WAS KTTD 07 2053Z 10027G 34KT 10SM CLR 07/M02 A2978, SIMILAR TO THE PILOTS INFORMATION. THE PILOT ELECTED TO TURN LEFT ONTO TAXIING A2. AS THE A/C MADE THE TURN IT WAS PIVITED FURTHER LEFT ON THE DOWN WIND WHEEL. THE WIND THEN LIFTED THE TAIL SECTION AND TOSSED IT OVER END. THE A/C CAME TO REST ON ITS BACK. IT WAS OFF OF THE TAXIWAY AND RUNWAY. 20010107000309I (-23) N4667L ENROUTE FROM MICHIGAN TO PITTSFIELD, MA. RAN OUT OF GAS AND LANDED ON RICHMOND POND AT APPROX. 1500. AIRPLANE WAS SERVICED WITH MOGAS (AUTOMOBILE HIGH TEST) FROM THE LOCAL CITGO STATION. THE A/C WAS THEN FLOWN FROM RICHMOND POND TO PITTSFIELD BY^PRIVACY DATA OMIT^.A/C IS NOT APPROVED BY ANY STC FOR AUTOMOBILE FUEL USAGE. 20010107001509I (-23) ON JANUARY 07, 2001, N7475E, AN EXPERIMENTAL CESSNA 210, LANDED WITH THE NOSE GEAR IN THE UNLOCKED POSITION AT TUCSON INTL. AIRPORT. THE PILOT STATED THAT WHEN HE PUT THE GEAR DOWN IN PREPARATION FOR LANDING, HE HEARD A LOUD BANG. SUBSEQUENT INVESTIGATION REVEALED THAT THE ACTUATOR ROD END HAD SHEARED ON THE NOSE GEAR PREVENTING IT FROM LOCKING DOWN. THE A/C SUSTAINED DAMAGE TO THE PROPELLER AND NOSE GEAR DOORS UPON LANDING. 20010107002229A (-23) ON JANUARY 7, 2001, MR. RUDOLF BLAKELY FLEW HIS NEWLY PURCHASED MAULE, N40030 AT HIS OWN PRIVATE AIRSTRIP FOR APPROX. 9 TOUCH AND GO LANDINGS. HE STATED "I HAD A GOOD GRASP OF THE AIRPLANE AND WAS GOING TO SHOW IT OFF AT A FRIENDS AIRSTRIP". HE FLEW OVER TO ANOTHER PRIVATE AIRSTRIP CALLED LUNAR'S STALL PORT (FA29) AND ATTEMPTED TO LAND BUT BOUNCED THREE TIMES ENDING IN A INVERTED POSITION DOWN THE RUNWAY. MR BLAKELY DOES NOT HOLD ANY PILOT CERTIFICATES AND WAS NOT CURRENT AT THE TIME OF THIS ACCIDENT. (.4) ON JANUARY 7, 2001, ABOUT 1300 EASTERN STANDARD TIME, A MAULE MXT-7-180A, N40030, REGISTERED TO B AND D AVIATION, INC., OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, SUSTAINED A NOSE OVER WHILE LANDING AT A PRIVATE AIRSTRIP IN THE VICINITY OF PERRY, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE, AND THE STUDENT PILOT SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM A PRIVATE AIRSTRIP ABOUT 3 HOURS BEFORE THE ACCIDENT. ACCORDING TO THE STUDENT, HE HAD FLOWN ALMOST 3 HOURS IN THE VICINITY OF HIS HOME FIELD, INCLUDING CONDUCTING PRACTICE TOUCH-AND-GO LANDINGS, WHEN HE DEC IDED TO VISIT A FRIEND AT ANOTHER PRIVATE FIELD NEAR PERRY. THE FIELD WAS VERY ROUGH AND HILLY, AND ON LANDING ROLLOUT, HE HIT A BUMP AND BECAME AIRBORNE. THE AIRCRAFT STALLED AND ON ITS SECOND TOUCHDOWN, FRACTURED THE NOSE WHEEL STRUT, BURIED THE REMAINING STRUT STUB, AND CAUSED A NOSE OVER. ACCORDING TO AN FAA INSPECTOR, THE STUDENT REPORTED THAT HE HAD CONDUCTED NINE TOUCH-AND-GO LANDINGS, AND STATED, "I HAD A GOOD GRASP OF THE AIRPLANE AND WAS GOING TO SHOW IT OFF AT A FRIEND'S AIRSTRIP". THE STUDENT STATED ON HIS LANDING, HE BOUNCED, TOUCHED DOWN ON THE NOSE GEAR, SUSTAINED ANOTHER BOUNCE THAT DEFORMED THE WINGS AND WING STRUTS, AND THE THIRD AND FINAL BOUNCE RESULTED IN THE SHEARED NOSE STRUT AND NOSE OVER. 20010107002369I (-23) PILOT WAS FLYING AT CRUISE WHEN HE NOTICED THAT FUEL WAS VENTING FROM THE LEFT WING CAP. HE DECIDED TO LAND AT OLU AND CHECK THE PROBLEM. AFTER LANDING, HE REMOVED THE FUEL CAP AND NOTICED THAT THE RUBBER "O" RING HAD ROLLED UP. AFTER THE GROUND CREW REFUELED, THE PILOT REINSTALLED THE FUEL CAP AND TESTED THE SYSTEM FOR LEAKS. NO LEAKS WERE NOTED AND THE PILOT CONTINUED THE FLIGHT TO MUSCLE SHOALS, ALABAMA, WITHOUT FURTHER INCIDENT. AT HIS FINAL DESTINATION, THE PILOT HAD THE MECHANIC CHECK THE FUEL CAP. NO DEFECTS WERE NOTED AND THIS INCIDENT IS CLOSED. 20010107005489A (-23) PILOT REPORTED SEEING THE LEFT FUEL PRESSURE WARNING LIGHT COME ON, THEN SECONDS LATER THE RIGHT FUEL PRESSURE LIGHT CAME ON, THEN THE ENGINE LOST POWER. THE PILOT TURNED THE HELICOPTER TOWARD THE SHORE LINE AND DID LAND IN THE WATER WITHIN A FEW FEET OF THE SHORE. THE SKID SUPPORT ON THE RIGHT SIDE FAOLED AND THE HELICOPTER CAME TO REST ON IT'S RIGHT SIDE. EVERY ONE GOT OUT AND WALKED ASHORE. THERE WERE NO INJURIES. 20010107012199I (-23)AIRMAN (STUDENT PILOT) VEERED TO HIS LEFT AFTER TOUCH DOWN CAUSING AIRPLANE TO DIG INTO SNOW BANK RESULTING IN A HORIZONTAL SEMI-CARTWHEEL INTO THE BANK ITSELF. MINOR DAMAGE TO NOSE COWL. STUDENT THINKS IT WAS INADVERTENT LEFT BRAKE PRESSURE. 20010107013589I (-23) ON FEBRUARY 7, 2001, AT 1500 CST, A CESSNA 172 AIRPLANE, N980SP, OPERATED BY LOUISIANA TECH UNIVERSITY, SUSTAINED MINOR DAMAGE DURING A FORCED LANDING AFTER A LOSS OF POWER WHILE PRACTICING POWER STALLS NEAR RUSTON, LA. AS A RESULT OF THE INITIAL INVESTIGATION PROBABLE CAUSE OF THE INCIDENT HAS NOT BEEN DETERMINED. CESSNA, LYCOMING AND THE NTSB ARE STILL INVESTIGATING THIS SUDDEN ENGINE STOPPAGE THAT HAS CAUSED SEVERA OWNER/OPERATORS ACCIDENTS DUE TO THE SAME SITUATION DEVELOPING. LA. TECH WITH APPROVAL OF CESSNA AND LYC. HAVE ISSUED ADDITIONAL I0-360 SERIES IDLE SPEED AND MIXTURE ADJUSTMENT PROCEDURES FOR THEIR STUDENTS/AIRCRAFT. LATER FINDING DISCOVERED THAT THE IDLE AND MIXTURE SETTINGS WERE THE PROBLEM. THE MIXTURE SETTING WAS TOO RICH CAUSING A 200 RPM RISE WHEN THE ENGINE WAS LEANED WITH THE MIXTURE CONTROL. ALSO, THE ENGINE WOULD NOT IDLE AND QUIT WHEN THE THROTTLE WAS PULLED BACK. INVESTIGATORS AGREED THAT SOMETHING WAS NOT RIGHT WITH THE FUEL METERING SYSTEM ON THE ENGINE. LYC. HAS ISSUED A IO-360 SERIES FUEL MIXTURE LEANING PROCEDURE SERVICE INSTRUCTION, NO.1094, TO RECOMMEND OPERATIONAL GUIDELINES DURING ENGINE OPERATION. 20010107027009A (.4) ON AUGUST 9, 2000, AT 1345 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150H, N7011S, EXPERIENCED A LOSS OF ENGINE POWER ON TAKEOFF. THE PILOT MADE AN OFF AIRPORT LANDING IN AN OPEN FIELD ADJACENT TO THE DEPARTURE END OF RUNWAY 25 AT THE CORONA MUNICIPAL AIRPORT, CORONA, CALIFORNIA. THE AIRPLANE BECAME INVERTED AFTER THE NOSE LANDING GEAR DUG INTO SOFT DIRT AFTER TOUCHDOWN. ALPHA AIRCRAFT GROUP, D.B.A. CORONA FLIGHT ACADEMY, OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91 FOR THE PURPOSE OF FLIGHT INSTRUCTION. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT, ON AN UNSUPERVISED SOLO, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA INSTRUCTIONAL FLIGHT. A FLIGHT PLAN HAD NOT BEEN FILED. THE AIRPLANE WAS DEPARTING AT THE TIME OF THE ACCIDENT AND WAS SCHEDULED TO TERMINATE AT CORONA. A WITNESS TO THE ACCIDENT STATED HE WAS IN HIS HANGAR AND HEARD THE AIRPLANE TAKEOFF. IT DID NOT SOUND UNUSUAL. HE THEN HEARD THE ENGINE CUT OUT AND WENT OUTSIDE TO SEE WHAT WAS HAPPENING. HE SAW THE AIRPLANE ABOUT 1/3 THE WAY DOWN THE RUNWAY BELOW THE TREE LINE IN A SHALLOW CLIMB ATTITUDE. HE ESTIMATED THAT THE AIRPLANE WAS 30 FEET AGL. WHEN THE AIRPLONE PASSED BY HIS HANGAR IT LOST ABOUT 10 FEET OF ALTITUDE. HE HEARD THE ENGINE COME BACK ONLINE AND INDICATED THAT THE PILOT CONTINUED WITH THE TAKEOFF. THE WITNESS REPORTED THAT THE ENGINE SPUTTERED AGAIN. THE AIRPLANE ENTERED A 45-DEGREE BANK WHEN HE LOST SIGHT OF IT BEHIND A ROW OF HANGARS. ACCORDING TO THE STUDENT PILOT, HE HAD BEEN SIGNED OFF THE DAY BEFORE THE ACCIDENT FOR SOLO FLIGHT. THE PURPOSE OF BOTH FLIGHTS ON THE DAY OF THE ACCIDENT WAS TO CONDUCT PATTERN WORK. ON THE FIRST FLIGHT OF THE DAY, HE NOTED A "SLIGHT" LOSS OF POWER FOR A SECOND, WHICH HE ATTRIBUTED TO WINDS. THE ENGINE CAME BACK ONLINE AND HE CONTINUED THE FLIGHT. WHEN HE RETURNED TO LAND HE NOTED THE SAME LOSS OF POWER. HE SHUTDOWN THE ENGINE AND TOOK A BREAK FOR A FEW MINUTES. WHEN HE RETURNED, HE CONDUCTED ANOTHER PREFLIGHT. HE VISUALLY CHECKED THE OIL, FUEL, AND CORRESPONDING GAGES. HE DETERMINED THERE WAS APPROXIMATELY 1/4 TANK OF FUEL. HE CONCLUDED THAT THERE WAS A SUFFICIENT AMOUNT OF FUEL FOR THE INTENDED DURATION OF FLIGHT. NO DISCREPANCIES WERE NOTED DURING THE RUN-UP. THE STUDENT PILOT FLEW ONCE AROUND THE PATTERN, LANDED, TAXIED BACK, AND TOOK OFF AGAIN. DURING THE SECOND TAKEOFF, ABOUT 200 FEETAGL, THE ENGINE STARTED TO LOSE POWER. TO AVOID A STALL AND A CRASH INTO THE TREES AT THE DEPARTURE END OF THE RUNWAY, HE AIMED FOR AN OPEN FIELD NEXT TO THE AIRPORT. HE INTENDED TO ATTEMPT A SOFT FIELD LANDING; HOWEVER, THE FIELD WAS "TOO SOFT." AFTER TOUCHDOWN, THE NOSE LANDING GEAR DUG INTO THE DIRT AND COLLAPSED. THE AIRPLANE CAME TO REST UPSIDE DOWN. A FUEL RECEIPT OBTAINED FROM THE CORONA AIRPORT INDICATED THE AIRPLANE HAD BEEN REFUELED ON AUGUST 8, 2000, WITH 9.179 GALLONS OF FUEL. APPROXIMATELY 4 GALLONS WAS ON BOARD PRIOR TO REFUELING, WHICH BROUGHT THE TOTAL FUEL ON BOARD AT THAT TIME TO 15 GALLONS. CORONA FLIGHT ACADEMY FLIGHT LOGS INDICATE THE AIRPLANE FLEW FOR A TOTAL OF 2.2 HOURS THE DAY BEFORE THE ACCIDENT. ON AUGUST 9, THE AIRPLANE FLEW FOR .4 HOURS PRIOR TO THE ACCIDENT FLIGHT. ACCORDING TO THE MANUFACTURER'S OWNER'S MANUAL, A TOTAL OF 3.5 GALLONS OF FUEL IS UNUSABLE. FUEL BURN FOR THIS AIRPLANE IS 3.0 GALLONS PER HOUR AT 1,800 RPM. EASTMAN AIRCRAFT AT THE CORONA AIRPORT RECOVERED THE AIRPLANE ON THE DAY OF THE ACCIDENT. RECOVERY PERSONNEL DID NOT OBSERVE ANY WET AREAS OR DISCOLORED VEGETATION BENEATH THE AIRPLANE. THE FUEL SYSTEM WAS INSPECTED BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR AT EASTMAN'S FACILITIES AND FOUND TO BE INTACT. APPROXIMATELY 1 GALLON OF FUEL WAS DRAINED FROM THE AIRCRAFT TO ENGINE FUEL LINE. ON AUGUST 16, 2000, THE FAA INSPECTOR OBSERVED THE ENGINE REMOVAL FROM THE ACCIDENT AIRPLANE AND REINSTALLATION ON ANOTHER CESSNA 150. THIS WAS DONE TO FACILITATE AN ENGINE RUN. THE ENGINE MOUNTS WERE BROKEN AND AN ENGINE RUN COULD NOT B 20010107035179A (-23) MOONEY LOST ELEVATOR CONTROL AFTER COMPLETING A TOUCH AND GO SEQUENCE. AS THE ACFT ROTATED AND THE PILOT APPLIED FULL THROTTLE, THE ELEVATOR CONTROL ROD END PULLED LOOSE FROM THE ELEVATOR ATTACHMENT POINT. THE AIRCRAFT SEVERELY PITCHED UP TO AN UNCONTROLLABLE ATTITUDE BEFORE IT STARTED BACK DOWN APPROX. 400 FEET AGL. THE AIRCRAFT NOSE ROTATED TO A CRITICAL NOSE DOWN ATTITUDE TO APPROX. 100 FEET AGL BEFORE STARTING BACK UP. THE PILOT GAINED PARTIAL CONTROL OF THE AIRCRAFT BY APPLYING APPLICABLE POWER TO THE ENGINE TO MAINTAIN A NEAR STABLE ALTITUDE OF APPRO. 200 FEET AGL. THE AIRCRAFT HAD AN UNCONTROLLABLE SLIGHT TURN TO THE LEFT APPROX. 3 TO 5 DEGREES PER MINUTE. THE PILOT INITIATED A DESCENT APPROX. 100 FEET PER MINUTE IN A LEFT TURN TO LANDING. (.4) ACCORDING TO THE PILOT, FOLLOWING POWER APPLICATION AFTER HIS FIRST TOUCH AND GO LANDING, THE AIRCRAFT ASSUMED AN EXTREMELY NOSE HIGH ATTITUDE, AND HE REALIZED HE HAD NO PITCH CONTROL, LIMITED RUDDER CONTROL, AND FULL AILERON CONTROL. HE WAS ABLE TO CONTROL PITCH ATTITUDE WITH THROTTLE SETTING, AND CONDUCTED AN EMERGENCY LANDING IN A FIELD ADJACENT TO THE AIRPORT, SUS TAINING SUBSTANTIAL DAMAGE. POSTCRASH EXAMINATION REVEALED A DISCONNECT IN THE PITCH CONTROLS AT THE AFT PITCH CONTROL ROD-END-TO-BELLCRANK CONNECTION IN THE TAILCONE. EXAMINATION OF THE COMPONENTS REVEALED THAT THE PITCH CONTROL ROD-END EYE WAS MISSED WHEN THE CONNECTING BOLT WAS PUSHED THROUGH THE BELLCRANK SIDE PLATE HOLES. WHEN THE NUT WAS FITTED TO THE BOLT AND TIGHTENED, THE RESULT WAS A CONNECTION THAT WAS ONLY A "SQUEEZED", FRICTION FIT. ABOUT 12 FLIGHT HOURS BEFORE THE ACCIDENT, ON OCTOBER 24, 2000, THE AIRCRAFT UNDERWENT A 100-HOUR INSPECTION, AT WHICH TIME THE FOLLOWING WAS ENTERED IN THE LOGBOOK, "CHECKED ALL CONTROL PUSH RODS AND ROD END BEARINGS. LUBRICATED FLIGHT CONTROLS". ON APRIL 24, 1980, MOONEY AIRCRAFT CORPORATION RECOGNIZED A POTENTIAL FOR A MISCONNECTION BETWEEN THE ROD END AND THE BELLCRANK AND PROMULGATED SERVICE INSTRUCTION M20-44, WHICH HAD NOT BEEN ACCOMPLISHED ON THIS AIRCRAFT. 20010108000329I (-23) AMERICAN FLIGHT 1370 SLC TO DFW, DEPARTED THEN REPORTED A VIBRATION IN THE NUMBER 2 ENGINE. THEY CIRCLED A 7000' TO DUMP FUEL THEN LANDED AT SLC WITHOUT FURTHER INCIDENT. AMERICAN SENT A GO TEAM IN AND CHANGED THE NUMBER 2 ENGINE. THE A/C WAS RETURNED TO SERVICE. 20010108000799A (-23) DURING MULTIPLE TAKE OFF & LANDINGS @MEEKER AIRPORT, MEEKER, COLORADO, THE AIRCRAFT LOST POWER AFTER TURNING DOWNWIND FOR RUNWAY 21. THE INSTRUCTOR TOOK THE FLIGHT CONTROLS MAKING AN IMMEDIATE TURN TO RUNWAY 03 FOR LANDING. PUMPING THE TRHROTTLE MOMENTARILY RESTARTED THE ENGINE BUT IT DIED IMMEDIATELY. CONTINUING THE GLIDE THAT HAD BEEN ESTABLISHED THE A/C NOSE STRUT COLLAPSED UPON TOUCHDOWN IN 6 INCH DEEP SNOW APPROX. 400 FEET FROM RUNWAY 03. THE LEFT WING STRUCK THE GROUND CAUSING THE A/C TO TURN 90 DEGREES. SLIDING A SHORT DISTANCE THE A/C ROCKED TO THE RIGHT CAUSING THE RIGHT WING TO STRIKE THE SNOW AND THE A/C TO TIP UP THEN SETTLING BACK ONTO THE MAIN GEAR, STOPPING 200 FEET FROM RUNWAY 03. 20010108001279A (-23) ON JANUARY 8, 2001, AT 1420 CST, A BELL 206B, SINGLE ENGINE HELICOPTER, N152AL, WAS DESTROYED WHEN IT STRUCK TREES AND TERRAIN NEAR MINERAL WELLS, TEXAS. THE HELICOPTER WAS OWNED AND OPERATED BY S-TEC CORPORATION OF MINERAL WELLS, TEXAS. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT OF THE HELICOPTER, SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A COMPANY VISUAL FLIGHT RULES (VFR) FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL AVIATION REGULATIONS, PART 91 BUSINESS FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE MUNICIPAL AIRPORT, MINERAL WELLS, TEXAS, AT 1410 CST. THERE WAS NO POST CRASH FIRE. 20010108002719I (-23) ON DESCENT INTO THE MANASSAS, VA. AIRPORT (HEF), THE PILOT REPORTED SMOKE IN THE COCKPIT AND A SUBSEQUENT LOSS OF POWER. THE AIRCRAFT MADE A OFF-AIRPORT LANDING IN A FIELD THREE (3) NM NW OF HEF. A POST-FLIGHT INVESTIGATION REVEALED A BROKEN CONNECTING ROD. 20010108023709I (-23) THE PILOT RECEIVING INSTRUCTION INADVERTENTLY SELECTED THE LANDING GEAR HANDLE "UP" POSITION WHILE THE AIRCRAFT WAS ACCELERATING FOR TAKING DURING AND ATTEMPTED TOUCH AND GO. THE INSTRUCTOR PILOT DID NOT RESPOND QUICKLY ENOUGH TO PREVENT THE LANDING GEAR RETRACTION BEFORE BECOMING AIRBORNE. 20010108039379A (-23) AIRCRAFT HAD BEEN CLEARED FOR AN ILS APPROACH TO RUNWAY 23 AT BLF (BLUEFIELD, WV). THE AIRCRAFT STRAYED OFF COURSE FOR UNKNOWN REASONS AND IMPACTED RISING TERRAIN WHILE ATTEMPTING A MISSED APPROACH. 20010109000109I (-23) AFTER T/O AT CRUISE ALTITUDE OF 2300 AGL PILOT STATED ENGINE STARTED TO LOSE POWER AND STOPPED. MADE AN EMERGENCY LANDING IN A FIELD. NO DAMAGE OR INJURIES. SUSPECT CARBURETOR ICING. 20010109000169I (-23)AT 2045 THE A/C WAS CLEARED TO LAND RWY 24 AT BRADLEY IAO (B). APPROACH AND LANDING WAS NORMAL. DURING ROLLOUT THE A/C BEGAN TO VEER RIGHT. THE PILOT APPLIED FULL LEFT RUDDER TO CORRECT BUT TO NO AVAIL. A/C DEPARTED RUNWAY FACING NORTH WEST. UPON INVESTIGATION FOUND RIGHT BRAKES LOCKED. MECHANIC HAD TO REMOVE BRAKE FROM WHEEL BEFORE THE A/C COULD BE MOVED. BRAKE PEDAL WAS NOT DEPRESSED. PILOT STATED THAT HE TAXIED THROUGH SLUSH AND SNOW AT ROCHESTER AND BUFFALO AIRPORTS PRIOR TO HIS LANDING AT BRADLEY IAP. RIGHT BRAKE APPEARED FROZEN DUE TO SLUSH AND ICE/SNOW AT PREVIOUS STATIONS AND ICING CONDITION DURING FLIGHT AND APPROACH AT BRADLEY. A/C HAD ICE ON LEADING EDGE SURFACES, PROP SPINNER, VERTICAL LEADING EDGE, AND WINDSHIELD WIPER ARM. 20010109000249A (-23) THE PILOT OF CESSNA 402B A/C REPORTED HE TOUCHED DOWN ON RUNWAY 32 AT 1,500 FT. FROM EDGE, ON A 2" SLUSHY SURFACE. HE APPLIED BRAKES THROUGHOUT THE ROLL WITHOUT EXPERIENCING ANY BRAKING ACTION. THE NOSEGEAR SHEARED OFF AS THE A/C VEERED TO THE LEFT (OFF END OF RUNWAY) WHILE PILOT TRIED TO MAKE A RIGHT TURN ONTO TAXIWAY, BEFORE THE END OF RUNWAY 32. INSPECTION OF THE DAMAGED CESSNA 402B, N6384X PERFORMED BY AMERIFLIGHT MAINTENCE MANAGER, JEFFREY JOHNSON. DAMAGE TO THE NOSE CONE, BULKHEAD, 1ST RIB AFT OF BULKHEAD AND 2 STRINGERS ON RIGHT SIDE OF NOSE SECTION. 20010109000399I (-23) AIRPLANE PILOT/OWNER WAS FLYING FROM HILO, HI TO HONOLULU, HI. HE HAD AN ELECTRICAL PROBLEM BUT WAS ABLE TO CONTACT THE HNL AIRPORT WITH HIS STATUS. THE AIRPLANE LATER LOST ALL ELECTRICAL POWER AND HE COULD NOT CONTACT THE HNL AIRPORT. HE LANDED LANDING GEARS UP ON RUNWAY 4L WITHOUT PERMISSION FOR THE HNL AIRPORT. HE COULD NOT DETERMINE IF THE LANDING GEAR HAD EXTENDED, SINCE ALL ELECTRICAL POWER HAD BEEN LOST. THE AIRPLANE SKIDDED ON ITS UNDERCARRIAGE AND CAME TO A FULL STOP. THE ONLY DAMAGE APPEARS TO BE TO THE UNDERCARRIAGE. A MECHANIC INSPECTED THE CONDITION OF THE AIRPLANE AFTER THE LANDING GEAR WAS EXTENDED. HE FOUND THE ALTERNATOR FAN BELT HAD BROKEN OFF AND ALTERNATOR PULLEY WAS SEIZED AND COULD NOT BE TURNED. THE LANDING GEAR WAS LOWERED USING THE EMERGENCY LEVEL HANDLE. THERE WAS NO MALFUNCTION WITH THE EMERGENCY EXTENSION SYSTEM. DAMAGE WAS LIMITED TO; BELLEY BEACON LIGHT, LOWER LEFT INBOARD FLAPTIP, AND DAMAGED NOSE WHEEL WELL DOORS. 20010109000509A (-23) ON JANUARY 9, 2001, AT 1700 CST, A NORD MOD. 1101, (EXPERIMENTAL), REG. NUMBER N208BF, OWNED AND OPERATED BY RICHARD M. BARRETT OF MCKINNEY, TX., RECIEVED SUBSTANTIAL DAMAGE RESULTING FROM AN EMERGENCY LANDING. MR. BARRETT AND ONE PASSENGER DEPARTED AERO COUNTRY AIRPORT (T31), MCKINNEY, TX., RWY 17 FOR THE PURPOSE OF A LOCAL PLEASURE FLIGHT. UPON ESTABLISHING CLIMB, THE LANDING GEAR HANDLE WAS SELECTED IN THE UP POSITION. THE ENGINE SUBSEQUENTLY LOST POWER. THE PILOT SWITCHED THE FUEL SELECTOR TO RESERVE. POWER WAS NOT RESTORED. THE PILOT WAS NOT ABLE TO MAINTAIN ALTITUDE WITH THE REMAINING AVAILABLE POWER. ALTITUDE DID NOT PERMIT FURTHER ATTEMPTS TO RESTORE POWER. THE PILOT TURNED THE A/C INTO THE WIND ON AHEADING OF APPROX. 130 DEGREES AND LANDED WITH THE GEAR RETRACTED. THE A/C CAME TO REST IN A DIRT FIELD APPROX. 1000 FEET SOUTHEAST FO THE DEPARTURE END OF RWY 17 CAUSING DAMAGE TO THE PROPELLER, ENGINE COWLING, CREASED AND WRINKLED SKINS ON BOTTOM OF FUSELAGE, BUCKLED SKINS AND POPPED RIVETS ON AFT EMPENNAGE, AND RIGHT AIRLERON SEPARATED FORM OUTBOARD HINGE. MR. BARRETT SUSTAINED INJURY IN THE FORM OF LACERATIONS AND A FRACTURED VERTEBRAE. PASSENGER NOT INJURED. 20010109000689I (-23)WHIELL PRACTICING TAKEOFFS IN SNOW COVERED CORN FIELD, RIGHT LANDING SKID HIT A SMALL SNOW FURROW AND N41556 GROUND-LOOPED, DAMAGING RIGHT GEAR STRUT, RIGHT WING TIP, AND PROPELLER. 20010109000809A (-23)N819AC, AEROS-40B BLIMP, ENCOUNTERED STABILITY PROBLEMS DURING APPROACH AND LANDING AT THE OAKLAND, CA. INT'L AIRPORT AT APPROX. 1330 PST. THE PILOT AND STUDENT PILOT EXITED THE A/C AS IT BOUNCED AND SKIDDED ACROSS THE RAMP. THE A/C STRUCK THE LEFT WING OF AN UNOCCUPIED P-3 A/C PARKED ON THE RAMP. UPON EXITING THE A/C THE PILOTS ATTEMPTED TO PULL THE RIPCORDS ATTACHED ON EITHER SIDE OF THE CAR (GONDOLA) TO NO AVAIL. THE GROUND CREW ATTEMPTED TO RECOVER THE A/C BUT COULD NOT REACH THE A/C BEFORE IT DRIFTED OFF. THE A/C DRIFTED APPROX. 4 MILES NORTHWEST OF THE OAKLAND AIRPORT WHEN IT STRUCK THE MAST OF A DOCKED SAIL BOAT CAUSING THE ENVELOPE OF THE A/C TO LAND ON TOP OF A RESTAURENT WITH THE NOSE CONE OF THE A/C LANDING ON TOP OF AN ADDITIONAL DOCKED SAILBOAT. THE PILOT SUFFERED MINOR INJURIES AND THE STUDENT PILOT REPORTEDLY SUFFERED SERIOUS INJURIES AND WAS TAKEN TO A NEARBY HOSPITAL AND LATER RELEASED . SUBSTANTIAL DAMAGE TO THE A/C. 20010109000969A (-23) MR. TANNER STATED THAT HE HAD HIS FUEL TANKS TOPPED OFF AT LAKELAND, FLORIDA. AFTER WHICH HE PROCEEDED TO HEAD TO HIS FINAL DESTINATION WHICH WAS AUBURN AIRPORT IN ALABAMA. HE STATED AFTER TAKE-OFF HIS PASSENGER NOTICED THAT THE COVER TO THE FUEL TANK ON THE RIGHT SIDE HAD BLOWN OPEN. (NOT THE FUEL CAP). HE NOTIFIED THE TOWER OF HIS PROBLEM AND THEY CLEARED HIM TYO LAND TO CORRECT THE PROBLEM. AFTER WHICH HE DEPARTED FOR AUBURN AIRPORT, MR. TANNER STATED HE FELT HE HAD ENOUGH FUEL WITH A THIRTY MINUTE RESERVE FOR THIS TRIP. WHEN ASKED AT THE SCENE WHAT HE FLIGHT PLANNED FOR AS FAR AS AIRSPEED MR. TANNER RESPONDED TO 140 KTS. THE INSPECTOR ASKED HIM WHAT HIS GROUND SPEED WAS COMING UP FROM FLORIDA HE REPLIED 90 TO 95 KTS. MR. TANNER TOLD SGT CORBETT OF THE RUSSELL COUNTY SHERIFF'S DEPT. AT THE SCENE THAT HE PROBABLY RAN OUT OF GAS. THE NEXT DAY AT THE SCENE MR. TANNER TOLD THE INSPECTOR INVESTIGATING THE ACCIDENT IN FRONT OF THE INSURANCE INVESTIGATOR THAT HE RAN OUT OF FUEL. (.4) ACCORDING TO THE PILOT, HE HAD FLOWN THE SAME TRIP AS THE ACCIDENT FLIGHT FIVE TIMES PREVIOUSLY, EXCEPT FOR THREE DIFFERENCES; (1) ON THIS PARTICULAR FLIGHT, THE REFUELERS DID NOT TOP OFF THE FUEL TANKS AS REQUESTED, (2) FOLLOWING DEPARTURE, THE FLIGHT HAD TO RETURN TO THE DEPARTURE AIRPORT DUE TO INADVERTENTLY LEAVING THE RIGHT WING FUELING DOOR OPEN, AND (3) THE FLIGHT ENCOUNTERED UNANTICIPATED STRENGTH OF HEAD WINDS. NINE MINUTES SHORT OF DESTINATION, THE ENGINE STOPPED OPERATING, AND THE PILOT CONDUCTED AN EMERGENCY LANDING TO A VACANT FIELD. THE PILOT WAS NOT INJURED, A PASSENGER SUSTAINED MINOR INJURIES, AND THE AIRCRAFT RECIEVED SUBSTANTIAL DAMAGE. POSTCRASH EXAMINATION OF THE AIRCRAFT AND IT'S COMPONENTS REVEALED NO MECHANICAL MALFUNCTIONS, AND THE FUEL TANKS CONTAINED NO FUEL. POSTCRASH, THE PILOT STATED TO THE FAA THAT, "I RAN OUT OF GAS." 20010110000039I (-23) PILOT WAS CONDUCTING AN FAR PART 91 FERRY FLIGHT FROM TUCSON, AZ. TO THE GRAND CANYON NATIONAL AIRPORT OVER MOUNTAINOUS TERRAIN. PILOT WAS CROSSING A RIDGELINE AT A LOW ALTITUDE WHEN HE OBSERVED THAT HIS FLIGHT GUIDE HAD FALLEN FROM THE PASSENGER SEAT TO THE FLOOR. UPON RETRIEVING THE GUIDE, THE A/C ASSUMED A NOSE LOW ATTITUDE WHICH PLACED THE A/C CLOSE TO TREES AND TERRAIN. THE PILOT PERFORMED AN IMMEDIATE CLIMBING RECOVERY, ALTHOUGH DURING THIS RECOVERY PROCESS THE BOTTOM PORTION OF THE VERTICAL FIN, AND ONE TAIL ROTOR BLADE RECEIVED MINOR DAMAGE. A REMOTE LANDING WAS PERFORMED TO DETERMINE IF ANY DAMAGE HAD OCCURRED, ALTHOUGH THE A/C WAS MAINTAINED AT FLIGHT IDLE DURING THE INSPECTION. NO VISIBLE DAMAGE WAS OBSERVED AND FLIGHT WAS CONTINUED TO DESTINATION. UPON REACHING THE DESTINATION, A/C WAS SHUT DOWN AND DURING POST FLIGHT INSPECTION THE MINOR DAMAGE WAS FOUND. 20010110000069I (-23) DURING CLIMB, AT 800 FEET, THE NUMBER 2 ENGINE FAILED. THE A/C RETURNED TO MSP WITH AN EMERGENCY DECLARED. A SUCCESSFUL LANDING WAS MADE. MAINTENANCE FOUND THE NUMBER 2 ENGINE WITH DAMAGE TO THE C1 AND C2 FAN BLADES. 20010110000279I (-23) ON 01/01/01 FLYING FROM LIT TO MCI LEF TPROP RPM SUDDENLY DROPPED TO 1000 AND THEN CONTINUED DROPPING SLOWLY TO 500. MANUALLY FEATHERED LEFT PROP WITHOUT ENGINE SHUTDOWN. ALTHOUGH AN EMERGENCY WAS DECLARED THE A/C LANDED IN MCI WITHOUT INCIDENT. MAINTENANCE IN MCI REPLACED PROP GOVERNOR. A/C RETURNED TO SERVICE ON 01/11/01. 20010110000439A (-23) PILOT STATED THAT HE RAN THE LEFT FUEL TANK UNTIL ENGINE QUIT. THEN SWITCHED TO RIGHT TANK THAT HELD APPROX. 22 GAL. OF FUEL. ENGINE DID NOT RESPOND TO SWITCH OF TANKS. THEN CHECKED SELECTOR AND DETENT TO DETERMINE THAT HE HAD SWITCHED TO RIGHT TANK. SWITCHED ON BOOST PUMP. ENGINE STILL DID NOT RESPOND. PILOT THEN DECIDED TO PUT A/C ON GROUND WITH FLAPS AND GEAR IN THE UP POSITION. STRUCK FENCE WITH TAIL AND SLID TO STOP ON DIRT ROAD WITH TAIL OF A/C OUT OVER A CANAL. (.4) ON JANUARY 10, 2001, AT 1307 HOURS MOUNTAIN STANDARD TIME, A BEECH V35B, N4002A, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LOST POWER AND LANDED IN A FIELD APPROXIMATELY 5 MILES EAST OF FALCON FIELD, MESA, ARIZONA. THE AIRCRAFT WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY A COMMERCIAL PILOT, WHO ALONG WITH ONE PASSENGER, SUFFERED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH DEPARTED FROM MARANA NORTHWEST REGIONAL AIRPORT ABOUT 1200. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR FROM THE SCOTTSDALE, ARIZONA, FLIGHT STANDARDS DISTRICT OFFICE RESPONDED TO THE ACCIDENT SITE AND INTERV IEWED THE PILOT AND EXAMINED THE AIRPLANE. THE PILOT REPORTED THAT HE WAS IN CRUISE FLIGHT USING THE LEFT FUEL TANK WHEN THE ENGINE LOST POWER. HE SWITCHED TO THE RIGHT TANK AND TURNED ON THE BOOST PUMP BUT WAS UNABLE TO RESTART THE ENGINE AND LANDED GEAR UP IN A CANAL STRIKING A FENCE. THE FAA INSPECTOR REPORTED THAT THE LEFT FUEL TANK CONTAINED ABOUT 1 QUART OF FUEL AND THE RIGHT TANK WAS APPROXIMATELY 1/2 FULL. THE AIRPLANE WAS RECOVERED TO AN AIRCRAFT STORAGE FACILITY. A VENTED FUEL TANK WAS CONNECTED TO THE FUEL SELECTOR VALVE INLET FOR THE LEFT TANK. WITH LEFT TANK SELECTED, THE ENGINE STARTED, AND WAS RUN FOR APPROXIMATELY 5 MINUTES. 20010110000469A (-23) ON JANUARY 10, 2001, A PIPER AZTEC, N200WH CRASHED SHORTLY AFTER TAKEOFF FROM GRIFFITH, INDIANA AIRPORT (05C). THE PILOT SUSTAINED SERIOUS INJURIES AND THE PASSENGER ON BOARD SUSTAINED MINOR INJURIES. THE A/C WAS SUBSTANTIALLY DAMAGED UPON IMPACT. INITIAL INVESTIGAION REVEALED THAT THERE WAS APOSSIBILITY OF DOUBLE ENGINE FAILURE ON THE A/C. 20010110000899I (-23) A/C HIT A BIRD ON DESCENT TO PANGUITCH UTAH CAUSING MINOR DAMAGE TO LEFT WING LEADING EDGE INBOARD OF THE LANDING LIGHT. CONTROL OF A/C WAS UNAFFECTED. 20010110001049I (-23)DURING A CAT II APPROACH, UPON TOUCHDOWN, THE CREW NOTICED SEVERAL EICAS WARNING MESSAGES HORN, HEARD SEVERAL CIRCUIT BREAKERS POPPING, AND SMELLED BURNING WIRES IN THE FORWARD PART OF THE AIRCRAFT. THE AIRCRAFT LANDED ON THE RUNWAY IN EXCESS OF 27 FEET TO THE LEFT CENTERLINE. THE AIRCRAFT TAXIED TO THE GATE, PARKED, AND EXPEDITED DEPLANING THE PASSENGERS DUE TO THE BURNING SMELL. INSPECTION BY DELTA MAINTENANCE PERSONNEL REVEALED A LARGE WIRE BUNDLE DESIGNATED W451 WAS BURNED IN THE MAIN ELECTRONICS BAY IN THE AREA OF THE P50 AND P51 RACKS. IT WAS DETERMINED THAT A 2 GA T/R WIRE HAD CHAFTED AGAINST THE RIGHT AFT CORNER OF THE NOSE GEAR BOX AND SHORTED CAUSING THE FIRE WHICH DAMAGED THE WIRE BUNDLE MENTIONED AND ALSO DAMAGED THE AIRCRAFT STRUCTURE ABOVE THE WIRE BUNDLE. 20010110001089A (-23) ON 1/10/01, N9988L, A GRUMANN AA1-B TRAINING FLIGHT LOST POWER DUE TO FUEL DEPLETION. A/C CRASHED 1 MILE FROM THE COTTAGE GROVE AIRPORT (61C), OREGON. THE STUDENT PILOT DOUGLAS SMITH AND HIS FLIGHT INSTRUCTOR BOTH RECEIVED SERIOUS INJURIES AND THE A/C WAS DESTROYED BY IMPACT FORCES. 20010110038229A (-23) ON 01-10-2001 AT APPROXIMATELY 1045 CST A CESSNA 152 BEING FLOWN BY A STUDENT PILOT WAS PRACTICING TOUCH AND GO LANDINGS ON RUNWAY 24. ON THE THIRD TAKEOFF THE PIC APPLIED FULL POWER AND VEERED TO THE LEFT, RAN OFF THE RUNWAY INTO ABOUT 12 INCHES OF SNOW. TIRE TRACKS INDICATED THAT THE AIRCRAFT WAS AIRBORNE IN A NOSE HIGH CONDITION AS IT ENTERED THE SNOW, AS THE SNOW TRACK STARTED ABOUT 3 FEET FROM THE EDGE OF THE RUNWAY. THE AIRCRAFT TRAVELED ABOUT 40 FEET, AT WHICH TIME THE NOSE LANDING GEAR STRUCK THE SNOW AND COLLAPSED, AND THE RIGHT WING STRUCK THE GROUND. THE AIRCRAFT CAME TO REST UPRIGHT ON ITS MAIN LANDING GEAR AND NOSE, ABOUT 90 DEGREES TO THE PATH IN THE SNOW. THE STUDENT PILOT AND SOLE OCCUPANT EXITED THE AIRCRAFT WITHOUT INJURY. THE AIRCRAFT SUFFERED SUBSTANTIAL DAMAGE TO THE RIGHT WING, FUSELAGE, COWLING, FIREWALL, NOSE LANDING GEAR AND PROPELLER. 20010111000959A (-23) ON JANUARY 11, 2001, AT 1915 CDT. A CESSNA 206H, N2468G, PILOTED BY WILLIAM G. OLIVER, COLLIDED WITH TREES AND A MOUNTAIN TOP APPROX. 28 DME ON THE 125 DEGREE RADIAL FROM VULCAN VOR (VUZ). THE FLIGHT DEPARTED GAINESVILLE, GEORGIA (GLV) AT 1830 HOURS AND WAS A 14 CFR 135 CARGO FLIGHT HAULING BANK CHECKS FOR AIR CARRIERS, INC. (DKBA) EN ROUTE TO BESSEMER, ALABAMA (EKY). THERE WAS NO FLIGHT PLAN ON FILE AND WEATHER REPORTS FOR THE TIME INDICATE THAT THE FLIGHT WAS VFR IN INSTRUMENT METEOROLOGICAL CONDITIONS. THE AIRPLANE WAS DESTROYED AND THE PILOT RECEIVED FATAL INJURIES. (.4) THE CARGO FLIGHT WAS SCHEDULED TO ARRIVE AT THE DESTINATION AIRPORT AT 1945; BUT IT NEVER ARRIVED. WHEN THE OPERATOR BECAME CONCERNED, HE REPORTED THE OVERDUE AIRPLANE TO THE LOCAL FAA FLIGHT SERVICE STATION. AFTER THE SEARCH FOR THE MISSING AIRPLANE WAS INITIATED, AN ORBITING SATELLITE IDENTIFIED AN EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNAL IN THE VICINITY OF THE DOWNED AIRPLANE. THE FOLLOWING MORNING, A GROUND SEARCH PARTY LOCATED THE DOWNED AIRPLANE WRECKAGE AT THE 1,400-FOOT LEVEL OF PENITENTIARY MOUNTAIN. A REVIEW OF WEATHER DATA AND WITNESS ACCOUNTS, REVEALED THAT LOW CEILINGS WERE PRESENT AT THE ACCIDENT SITE AT THE APPROXIMATE TIME OF THE ACCIDENT. THE PILOT HAD NOT FILED A FLIGHT PLANE NOR HAD HE RECEIVED A RECENT WEATHER BRIEFING BEFORE DEPARTING ON THE LAST LEG OF THE FLIGHT. NO MECHANICAL PROBLEMS WERE DISCOVERED DURING THE POST-CRASH EXAMINATION OF THE AIRPLANE. 20010111001249A (-23) ON 1/11/01, AT 1600 CST, A DHC-6-300, N824ED, OWNED BY TWIN OTTER LLC, 45W. WATKINS MILL ROAD, GAITHERSBURG, MD. WAS INVOLVED IN AN OFF-FIELD LANDING AFTER A DOUBLE ENGINE FAILURE DURING AN ILS APPROACH TO FORT WORTH MEACHAM AIRPORT. TEH AIRCRAFT WAS IN IMC ON AN IFR FLIGHT PLAN DURING THE ILS APPROACH WHEN THE FLAME OUTS OCCURRED. ATC ATTEMPTED TO VECTOR THE AIRPLANE OFF THE ILS APPROACH TO THE NEAREST AIRPORT, BUT THE A/C WAS UNABLE TO REACH IT. VFR CONDITIONS PREVAILED AT THE FORT WORTH MEACHAM AIRPORT (CEILING 1100 FEET AND VISIBILITY GREATER THAN 3 MILES) THE A/C WAS SUBSTANTIALLY DAMAGED AND THE CREW WAS NOT INJURED. THE PILOT HOLDS A COMMERCIAL PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT ALEXANDRIA, LOUISIANA (AEX) ON 1/11/01 AT 1310 CST. 20010112000199I (-23) DURING LANDING ROLL OUT, THE PILOT SWERVED TO AVOID HITTING A SNOWMOBILE THAT WAS ON THE RUNWAY. A/C GROUND LOOPED CAUSING THE RIGHT WINGTIP TO CONTACT PLOWED SNOWBANK. A/C SUSTAINED MINOR DAMAGE TO THE WING TIP. 20010112000909I (-23) NOSE GEAR WOULD NOT EXTEND, A/C LANDED GEAR UP. THE LOWER RIGHT HAND REMOVABLE COWL ASSEMBLY LIP ADJACENT TO THE GEAR DOOR HAD BLOCKED IT FROM OPENING. 20010112004989I (-23) PILOT STATED THAT HE WAS SORT OF DISTRACTED BY THE FLICKERING OF THE HIGH/LOW VOLTAGE LIGHT. HE WAS NOT AWARE THAT THE LANDING GEAR MOTOR CIRCUIT BREAKER HAD TRIPPED, THUS PREVENTING THE LANDING GEAR FROM EXTENDING AND LOCKING AND THERE WAS NO OTHER INDICATIONS THAT THE LANDING GEAR WAS NOT DOWN AND LOCKED. 20010112020399I (-23) RECEIVED INFORMAL INCIDENT REPORT FROM THE VAN NUYS AIR TRAFFIC CONTROL TOWER ON 01/09/01. REPORT STATED THAT LAPD HELICOPTER PD16 (AT APPROXIMATELY 19:17), ADVISED THE TOWER THAT THEY HAD A BURNING SMELL IN THE COCKPIT. THEY DECLARED AN EMERGENCY AND LANDED IMMEDIATELY AT THE CITY HELIPORT. THE LANDING WAS UNEVENTFUL. THE HELICOPTER HAD 80 PERCENT FUEL ON BOARD AND FOUR PASSENGERS. ON 01/12/2001 I DISCUSSED THE MATTER WITH THE CHIEF OF MAINTENANCE FOR THE CITY OF LOS ANGELES. HE STATED THAT SHORTLY AFTER TAKEOFF THE FLIGHT CREW SMELLED BURNING RUBBER AND LANDED. THE MAINTENANCE CREW FOUND THAT THE MAIN ROTOR TRANSMISSION INPUT SEAL HAD STARTED TO LEAK AND FLUID LEAKED ONTO THE AIR CONDITIONING COMPRESSOR DRIVE BELT THAT CAUSED IT TO SLIP. AFTER WHICH IT BEGAN TO BURN FROM CONTACT WITH THE DRIVE PULLEY. THE MAINTENANCE CREW CHANGED THE INPUT SEAL ON THE TRANSMISSION AND REPLACED THE AIR CONDITIONING DRIVE BELT AND RETURNED THE HELICOPTER TO SERVICE. 20010112038219A (-23) HOURS IN MAKE AND MODEL AND HOURS LAST 90 DAYS COULD NOT BE OBTAINED. THE 300 HOURS TOTAL TIME WAS AN ESTIMATE FROM AIRMAN'S FATHER. 20010112039429A (-23) ON FRIDAY, JANUARY 12, 2001, THE LANDING GEAR ON A CESSNA 182-P, N52359 OPERATED BY MR. DONALD G. WARD, CONTACTED THE TOP OF A SNOW BANK AT THE END OF THE RUNWAY AT THE ANGOLA AIRPORT, ANGOLA, NEW YORK. JUST BEFORE TOUCHDOWN, THE NOSE GEAR SEPARATED FROM THE AIRCRAFT. THE AIRCRAFT NOSED ONTO THE PAVEMENT AND FIRE BROKE OUT. THE PILOT EXITED THE AIRCRAFT UNINJURED AND THE AIRCRAFT WAS TOTALLY CONSUMED BY FIRE. 20010113000089I (-23) THE PIC REPORTEDLY DEPARTED RUNWAY 8 AT FULTON COUNTY, BROWN FIELD (FTY) ON SATURDAY, JANUARY 13, 2001. AT APPROX. 1330L FOR PRACTICE TOUCH AND GO LANDINGS. AFTER COMPLETING TWO TOUCH AND GO LANDINGS, THE AIRPLANE DRIFTED TO THE LEFT DURING HIS THIRD AND FINAL LANDING. HIS CONTROL MEASURES RESULTED IN THE AIRPLANE COMING TO REST ON THE LEFT (GRASSY) SIDE OF RUNWAY 8. ACCORDING TO THE PIC, WINDS WERE 150@9 KNOTS. THERE WERE NO INJURIES AND ONLY MINOR DAMAGE TO THE AIRPLANE, WHICH INCLUDED A BENT PROPELLER, DAMAGED ENGINE FAIRING, AND POSSIBLE DAMAGE TO THE NOSE LANDING GEAR. MR. ARMISTEAD IS A STUDENT PILOT WITH 2.7 SOLO HOURS AND 29.8 HOURS OF DUAL FLIGHT TIME IN THE CE-182. WE WILL CONTACT^PRIVACY DATA OM^FLIGHT INSTRUCTOR TO DETERMINE APPROPRIATE ACTION. (SEE PIC'S STATEMENT ATTACHED) 20010113000239A (-23) THE OWNER AND PILOT, DR. CORRELL A. COUCH, INDICATED THAT HE WAS CONDUCTING TOUCH AND GO LANDINGS ON RUNWAY 31 AT CASTLE. UPON COMPLETING THE LAST LANDING BEFORE THE ACCIDENT, HE WAS ROLLING OUT WHEN THE NOSE SWERVED TO THE LEFT. DR. COUCH STATED HE TRIED TO CORRECT WITH RIGHT RUDDER BUT TO NO AVAIL. THE A/C ONTINUED TO THE LEFT, BREAKING OFF THE RIGHT MAIN GEAR. THE WING CAME IN CONTACT WITH THE RUNWAY AND THE A/C CAME TO A STOP. THERE WAS AN INSTRUCTOR ON BOARD, A MR.ALLEN PALMER. MR. PALMER ALSO DESCRIBED THE ACCIDENT AS HAVING OCCURRED AFTER THE LANDING DURING THE ROLL OUT. HE DID INDICATE THEY HAD COMPLETED A WHEEL LANDING AND THOUGHT THE TAIL WHEEL HAD TOUCHED DOWN WHEN THE LOSS OF CONTROL OCCURRED. WHEN QUESTIONED AS TO THE CAUSE, MR. PALMER THOUGHT IT WAS DUE TO A GUST OF WIND. DAMAGE WAS TO THE RIGHT GEAR, PROPELLER, AND RIGHT WING AND WING TIP. THERE WERE NO INJURIES. (.4) DURING AN INSTRUCTIONAL FLIGHT, THE PILOT HANDLING THE FLIGHT CONTROLS GROUND LOOPED HIS AIRPLANE WHILE LANDING ON RUNWAY 31. PRIOR TO THE ACCIDENT, THE PILOT HAD SUCCESSFULLY PERFORMED A SERIES OF TAKEOFFS AND 3-POINT LANDINGS UNDER THE SUPERVISION OF HIS FLIGHT INSTRUCTOR. HOWEVER, A WIND GUS T WAS ENCOUNTERED DURING THE PILOT'S LAST LANDING. THE PILOT INDICATED THAT HE WAS UNABLE TO MAINTAIN DIRECTIONAL CONTROL, THE AIRPLANE VEERED LEFT, THE RIGHT MAIN LANDING GEAR COLLAPSED, AND THE RIGHT WING CONTACTED THE RUNWAY SURFACE AND BROKE. THE FLIGHT INSTRUCTOR INDICATED THAT, AT THE TIME, THE WIND WAS FROM THE SOUTHWEST AT 10 KNOTS, WITH 15-KNOT GUSTS. THE PILOT HELD A COMMERCIAL PILOT CERTIFICATE AND HAD ABOUT 5,000 HOURS OF FLIGHT TIME, BUT ONLY ABOUT 2 HOURS IN HIS RECENTLY PURCHASED TAIL WHEEL EQUIPPED AIRPLANE. THE FLIGHT INSTRUCTOR, WHOM THE PILOT HIRED TO CHECK HIM OUT, HAD 3,469.7 HOURS OF FLIGHT TIME. HOWEVER, HIS FLYING EXPERIENCE IN THE ACCIDENT AIRPLANE WAS 5 HOURS. RUNWAY 31 IS 11,802 FEET LONG AND 300 FEET WIDE. 20010113000579I (-23) TOWER REPORTED A/C SUSTAINED MINOR DAMAGE AFTER THE NOSE GEAR COLLAPSED DURING THE LANDING ROLL. PILOT REPORTED THAT HE LOWERED THE GEAR BUT FAILED TO NOTICE THE GEAR UNSAFE BUZZER NOT SOUNDING. HE PROCEEDED TO MAKE A NORMAL LANDING BUT WHEN A/C WAS PUT ON THE NOSE GEAR, THE HANDLE SPUN BACK. HE REALIZED THAT THE NOSE GEAR LINKAGE WAS NOT PROPERLY OVER CENTER AND NO BUZZER HAD SOUNDED. 20010113000599I (-23)FIRST LANDING BEING ACCOMPLISHED AFTER RETURNING TO SERVICE FROM AVIONIC AUTOPILOT REPAIR. AFTER LANDING ROLL GEAR COLLAPSED. MINOR DAMAGE TO UNDERSIDE OF A/C. 20010113000719A (-23) PILOT EXPERIENCED SOME POWER LOSS PRIOR TO STRIKING ELECTRICAL HIGH TENSION CABLE SPAN ACROSS TAUNTON RIVER. THE STRIKE DAMAGED PROPELLER, WINGS AND SEVERED OFF RUDDER. PILOT DITCHED UNCONTROLLABLE A/C 3/4 MILE NORTH OF INITIAL CABLE IMPACT. PILOT EXECUTED GEAR UP WATER LANDING NEAR SOMERSET, MA SHORE LINE THEN EXITED A/C WITH BACK INJURIES. 20010113000849I (-23) PILOT NOTICED L/G LITE MALFUNCTION DURING LANDING PHASE @DVT. ALL THREE (3) GEARS VISUALLY APPEARED DOWN AND LOCKED. PILOT T/DN @DVT AND KEPT NOSE OFF GROUND UNTIL APPROX. 20 MPH GRD. SPEED. WHEN N/L GEAR FINALLY TOUCHED DOWN, IT COLLAPSED. A/C SLID ON NOSE CAUSING MINOR DAMAGE TO AIRFRAME AND "CURLED" BOTH PROP TIPS (BOTTOM2 OF EAZZ0 AS ENGINES WERE SHUT DOWN PRIOR TO LANDING, IN ANTICIPATION OF L/G COLLAPSING. NO INJURIES AND NO FIRE. 20010113005139I (-23)^PRIVACY DATA OMITT^ ALLEGDLY THREATENED AND INTIMIDATED CREWMEMBERS IN THE PERFORMANCE OF THEIR DUTIES THUS VIOLATING FAR 121-580. ^PRIVACY DATA OMI^ 20010113027299A (.4) WITNESSES HEARD THE ENGINES SPUTTERING AS THE AIRPLANE STARTED ITS TAKEOFF ROLL AND ACCELERATED ON THE RUNWAY. THE FLIGHT REACHED AN ALTITUDE OF ABOUT 200 TO 300 FEET ABOVE GROUND LEVEL, WHEN THE RIGHT ENGINE LOST POWER. THE PILOT COULD NOT MAINTAIN ALTITUDE, HE FEATHERED THE RIGHT ENGINE, TURNED THE AIRPLANE RIGHT ABOUT 100 DEGREES, AND ATTEMPTED A FORCED LANDING IN A PASTURE. THE LANDING GEAR WAS DOWN AND LOCKED, THE AIRPLANE STALLED, AND IMPACTED THE GROUND RIGHT WING AND NOSE LOW. THE INVESTIGATION REVEALED SUFFICIENT FUEL. ENGINE TEST RUNS REVEALED THAT BOTH ENGINES RAN WITHOUT DISCREPANCIES EXCEPT FOR SOME INTERMITTENT ROUGHNESS AND MISSING DURING THE RIGHT ENGINE RUN. EXAMINATION OF THE RIGHT MAGNETO REVEALED FRAYED AND BROKEN INSULATION ON THE "P" LEAD. INTERNAL EXAMINATION OF LEFT MAGNETO REVEALED THAT THE ADVANCE SPARK SYSTEM WIRE WAS CHAFFED THROUGH AND MAKING SOME CONTACT WITH THE NORMAL POINTS CIRCUIT AT THE NORMAL POINT CONDENSER CONNECTION. IT WAS DETERMINED BY THOSE PRESENT AT THE RIGHT ENGINE RUN, THAT UNDER RUNNING CONDITIONS, A POSSIBLE GROUNDING SHORT OF THE NORMAL POINTS OPERATION COULD HAVE OCCURRED AT THIS LOCATION. AT THE TIME OF THE ACCIDENT THE PILOT REPORTED THAT HE HAD A TOTAL FLIGHT TIME IN ALL AIRCRAFT OF ABOUT 2,960 HOURS. IN ADDITION, HE REPORTED 96 TOTAL HOURS IN MUTI-ENGINE AIRCRAFT, AND 41 HOURS IN THIS MAKE AND MODEL. 20010113039709A (-23) ON JANUARY 13TH 2001 THE PILOT OF SUPER CUB N2191J WAS CONDUCTING A PLEASURE FLIGHT IN THE OLSEN CREEK AREA. IN PREPARATION FOR LOSING SOME ALTITUDE THE PILOT REDUCED THE THROTTLE BUT DID NOT APPLY CARB HEAT PRIOR TO THE POWER REDUCTION. WHEN THE PILOT REAPPLIED POWER THE ENGINE STARTED TO RUN ROUGH. HE THEN APPLIED CARB HEAT BUT THE ENGINE WOULD NOT GAIN POWER. THE PILOT WAS FORCED TO LAND OFF AIRPORT IN APPROXIMATELY 12/20 INCHES OF SNOW. UPON LANDING THE AIRCRAFT TURNED OVER. 20010114000379I (-23) ON JAN 14, 2001, AT 0605E A B-727, S/N 21535, REGISTERED AS N54SW, AND OPERATING AS RYNA FLIGHT #2543, DIVERTED INTO "PIT" AFTER THE PILOT NOTED A MACH AIRSPEED WARNING ABOVE 260 KNOTS. THE A/C LANDED AT "PIT AND TAXIED TO THE GATE WITHOUT FURTHER INCIDENT. MAINTENANCE PERFORMED A PITOT STATIC LEAK CHECK OF THE A/C AND FOUND NOT DEFECTS. THEY THEN CHANGED THE "DADC" WITH NO CHANGE TO THE A/C SYSTEM. ALL CHECKS CHECKED NORMAL. NO DEFECT WAS FOUND AND THE A/C WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010114000429A (-23) WHILE THE PILOT OF N39JP WAS ATTEMPTING TO LAND ON RUNWAY 06 AT THE CHIRIACO SUMMIT AIRPORT, THE AIRCRAFT SKIDDED OFF THE RUNWAY TO THE LEFT COLLIDING WITH DESERT VEGITATION.N39JP CAME TO REST 300 FEET NORTH OF THE END OF RUNWAY 06. THERE WAS NO PROPERTY DAMAGE. THE SECOND PILOT (FLIGHT INSTRUCTOR) WAS GIVING THE PILOT A CHECK OUT IN N39JP. (.4) THE AIRPLANE LANDED HARD, BOUNCED BACK INTO THE AIR, AND ON THE SECOND LANDING DEPARTED THE RUNWAY AND STRUCK DESERT BRUSH. THERE WERE TWO CFI'S ON BOARD THE AIRPLANE. THE PURPOSE OF THE FLIGHT WAS TO PROVIDE TRANSITION TRAINING CULMINATING IN A FLIGHT CHECK FOR THE PILOT SO HE WOULD BE ABLE TO INSTRUCT THE OWNER OF THE AIRPLANE. NO PROBLEMS WERE NOTED WITH THE PILOT'S LANDINGS BY THE CFI, EXCEPT THEY WERE A LITTLE BUMPY. ON THE ACCIDENT LANDING THE AIRPLANE TOUCHED DOWN HARD. AFTER THE FIRST BOUNCE THE PILOT ADDED POWER TO STRAIGHTEN OUT AND REGAIN CONTROL OF THE AIRPLANE. WHEN THE AIRPLANE TOUCHED DOWN THE SECOND TIME IT DEPARTED THE RUNWAY TO THE LEFT COMING TO REST IN DESERT BRUSH. THERE WERE NO PROBLEMS NOTED WITH THE AIRPLANE BY EITHER PILOT. THE AIRPLANE'S BRAKE SYSTEM WAS INSPECTED WITH NO DISCREPANCI ES NOTED. 20010114000619I (-23) PILOT^PRIVACY DATA OMITTED^ , WHILE LANDING AT DOMINGO RUIZ AIRPORT, ARECIBO, LOST CONTROL AT TOUCH DOWN CAUSING THE AIRPLANE TO VEER TO THE LEFT OF RUNWAY 8, DAMAGING THE PROP AND RIGHT TIP OF THE CE-172B, (N7446X). 20010114001159A (-23) A/C DEPARTED TIFTON, GA. (TMA) VFR. NO FLIGHT PLAN WAS FILED. THIRTY MILES SOUTHWEST OF SEYMOUR JOHNSON AIR FORCE BASE, NC, THE PILOT OBTAINED AN IFR CLEARANCE FOR THE APPROACH AT PITT-GREENVILLE AIRPORT (PGV) IN GREENVILLE, NC. THE PILOT WAS CLEARED TO DESCEND TO 3,000 FEET FROM 5,500 FEET MSL, AND PROCEED TO THE ALWOOD INTERSECTION (INTIAL APPROACH FIX) FOR THE ILS RUNWAY 20 APPROACH AT THE PITT-GREENVILLE AIRPORT. PILOT WAS CONTACTED TWICE WITH ALTITUDE WARNINGS OF 2,500 AND 2,800 FEET RADAR RETURNS. PILOT ACKNOWLEDGED WARNINGS. PILOT WAS CLEARED FOR ILS-20 APPROACH AND RADAR CONTACT WAS TERMINATED. THE MINIMUM DESCENT ALTITUDE WAS 1,600 FEET. AT 1840 PITT-GREENVILLE AIRPORT WAS NOTIFIED BY WASHINGTON CENTER FSS OF MISSING A/C. NO FLIGHT PLAN CANCELLATION WAS RECEIVED BY 1920. FAA FSDO WAS NOTIFIED AT 1938. A/C WAS FOUND BY LOCAL AUTHORITIES IN AN OPEN FIELD AFTER ELECTRICAL POWER WAS LOST IN AREA RESIDENCE. (.4) THE FLIGHT PROCEEDED VFR, WITHOUT A FLIGHT PLAN, UNTIL A LOCATION ABOUT 40 MILES SOUTHWEST OF THE DESTINATION AIRPORT. DUE TO WEATHER AT THE DESTINATION, THE PILOT FILED AND WAS GIVEN AN IFR CLEARANCE. HE WAS CLEARED TO DESCEND TO 3,000 FEET, PROCEED TO THE INITIAL APPROACH FIX FOR THE ILS RUNWAY 20 APPROACH, AND SUBSEQUENTLY CLEARED FOR THE APPROACH, VIA THE PUBLISHED PROCEDURE TURN. THE MINIMUM ALTITUDE FOR THE PROCEDURE TURN WAS 1,600 FEET. ACCORDING TO THE CONTROLLER'S STATEMENT, HE REQUESTED AN ALTITUDE REPORT FROM THE PILOT, AND HAD TO ADVISE HIM HIS "ASSIGNED ALTITUDE WAS 3,000 ..HE WAS AT VARIOUS ALTITUDES FROM 2,000 TO 2,700." THE LAST RADAR PLOT AT 1823:47, SHOWED THE FLIGHT WAS AT 2,100 FEET, STILL IN THE PROCEDURE TURN, WHEN RADAR AND RADIO COMMUNICATIONS WERE LOST. THE AIRPLANE STRUCK WIRES ABOUT 35 FEET ABOVE THE GROUND, ABOUT 11.5 MILES NORTH OF THE AIRPORT. THE PILOT HAD ACCUMULATED A TOTAL OF 4,015 TOTAL FLIGHT HOURS, ALL IN SINGLE ENGINE AIRCRAFT, AND 137 HOURS IN THIS MAKE AND MODEL AIRCRAFT. IN ADDITION, THE LOGBOOKS SHOWED THAT HE HAD 324 TOTAL NIGHT FLIGHT HOURS, 135 SIMULATED INSTRUMENT FLIGHT HOURS, AND 105 ACTUAL INSTRUMENT FLIGHT HOURS. THE PILOT HAD LOGGED A TOTAL OF 10.6 INSTRUMENT FLIGHT HOURS FOR THE ENTIRE YEARS OF 1999 AND 2000. JULY 12, 2000, WAS THE LAST ENTRY THAT SHOWED .4 OF AN HOUR INSTRUMENT FLIGHT TIME. EXAMINATION OF THE ENGINE, PROPELLER, AND THE VACUUM PUMP REVEALED NO DISCREPANCIES. THE ACCIDENT OCCURRED DURING THE HOURS OF DARKNESS, AND THE REPORTED WEATHER AT ABOUT THE TIME OF THE ACCIDENT WAS; 300 OVERCAST, VISIBILITY 1 SM LIGHT RAIN, WINDS CALM, TEMPERATURE 55 DEGREES F, DEW POINT 54 DEGREES F, AND THE ALTIMETER WAS 30.19 INCHES HG. TOXICOLOGICAL TESTS REVEALED THAT A DRUG CALLED CHLORPHENIRAMINE WAS FOUND IN THE URINE AND BLOOD. CHLORPHENIRAMINE COULD RESULTS IN DROWSINESS, AND HAS MEASURABLE EFFECTS ON PERFORMANCE OF COMPLEX COGNITIVE AND MOTOR TASKS (E.G. FLYING AN AIRCRAFT), REDUCED PERFORMANCE, AND INTERFERE WITH THE NORMAL FUNCTION OF THE INNER EAR, POTENTIALLY INCREASING SUSCEPTIBILITY TO SPATIAL DISORIENTATION. 20010114001359A (-23)ON JANUARY 14, 2001, AT APPROXIMATELY 17:30 MOUNTAIN STANDARD TIME (MST), A BEECH MODEL BE-65-A90, N616F, OPERATED BY THE PILOT WAS DESTROYED WHEN IT COLLIDED WITH AND SANK IN THE GREAT SALT LAKE, 23 STATUTE MILES WEST OF THE SALT LAKE CITY VORTAC ON THE 224 DEGREE RADIAL. THE AIRLINE TRANSPORT PILOT AND HIS EIGHT PASSENGERS WERE FATALLY INJURED. WEATHER CONDITIONS REPORTED AT THE TIME: WINDS 330 AT 6, VISIBILITY 0.5 MILES, LIGHT SNOW, MIST, CLOUDS BROKEN 500, OVERCAST 900. A VFR FLIGHT PLAN WAS FILED BY THE PILOT WITH RENO FLIGHT SERVICE STATION BUT WAS NOT ACTIVATED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR 91. THE FLIGHT ORIGINATED IN MESQUITE, NEVADA (69L) AT APPROXIMATELY 16:15 MST. PRELIMINARY INFORMATION INDICATES THE PURPOSE OF THE FLIGHT WAS TO TRANSPORT A GROUP OF SKYDIVERS BACK TO THEIR HOME "JUMP BASE" OF TOOELE, UTAH AFTER SENDING A WEEKEND IN MESGUITA, NV. THE GROUP OF JUMPERS FROM SKYDIVER UTAH HAD TRAVELED TO MESQUITE SEVERAL TIMES A YEAR TO PRACTICE THEIR SKILLS IN BETTER WEATHER CONDITIONS. THIS WAS A RETURN FLIGHT FROM SUCH A WEEKEND OF PRACTICES. A REVIEW OF PILOT INFORMATION FROM FAA AIRMAN INFORMATION REPORTS INDICATES THE PILOT H ELD A FIRST CLASS AIRLINE TRANSPORT PILOT CERTIFICATE/AIRPLANE MULTIENGINE LAND AND COMMERICAL PILOT/AIRPLANE SINGLE ENGINE LAND CERTIFICATES. A FIRST CLASS MEDICAL WAS ISSUED ON JULY 31, 2000. 20010114001649A (.19) ON JANUARY 14, 2001, AT 2045 CST, A CESSNA 210M AIRPLANE, N1736M, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN NEAR THE BURNET MUNICIPAL AIRPORT (KATE CRADDOCK FIELD) BURNET, TEXAS. THE INSTRUMENT RATED COMMERCIAL PILOT AND HIS PILOT RATED PASSENGER, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, SUSTAINED SERIOUS INJURIES. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE AUSTIN-BERGSTROM INTERNATIONAL AIRPORT, AUSTIN, TEXAS, AND WAS DESTINED FOR THE BURNET MUNICIPAL AIRPORT. ACCORDING TO THE PILOT, HE FLEW "UNDER THE HOOD" ENROUTE TO BURNET FOR A SIMULATED IFR FLIGHT. HIS PASSENGER, WHO HELD A PRIVATE PILOT CERTIFICATE, WAS ACTING AS THE SAFETY PILOT. WHEN THE FLIGHT NEARED BURNET, HE REMAINED FLYING UNDER THE HOOD AND BEGAN TO EXECUTE THE GPS INSTRUMENT APPROACH TO RUNWAY 01. HE REPORTED THAT HE PASSED OVER AMUSE, THE INITIAL APPROACH FIX, AT 4,000 FEET AND INITIATED A 500 FPM DESCENT AT 140 KNOTS. THE FLIGHT CROSSED SUBIE AT 3,100 FEET AND HE MAINTAINED THE DESCENT AT 500 FPM AND 140 KNOTS. THE PILOT STATED THAT THE FLIGHT CROSSED ABJES, THE FINAL APPROACH FIX, AT 2,600 FEET, AND THEN EXTENDED THE FLAPS AND LOWERED THE LANDING GEAR. THE PILOT ADDED THAT HE REMEMBERS SETTING IN THE LOCAL ALTIMETER SETTING AT AUSTIN, AND ALTHOUGH HE RECALLS OBTAINING THE LOCAL ALTIMETER SETTING FOR BURNET, HE IS NOT SURE HE SET IT INTO THE KOLLSMAN WINDOW ON THE ALTIMETER. AT 1953, THE ALTIMETER SETTING AT AUSTIN-BERGSTROM WAS 30.13 INCHES OF MERCURY, AND AT 1953 THE ALTIMETER SETTING AT BURNET WAS 30.15 INCHES OF MERCURY. THE PASSENGER REPORTED THAT AS THE AIRPLANE CROSSED THE FINAL APPROACH FIX HE HAD THE RUNWAY IN SIGHT. HE THEN LOST SIGHT OF THE RUNWAY AND WAS ABOUT TO TELL THE PILOT TO "PULL UP", WHEN THE IMPACT OCCURRED. THE FAA INSPECTOR EXAMINED THE AIRPLANE AT THE SITE. HE REPORTED THAT THE RIGHT WING SEPARATED FROM THE AIRPLANE AND THE ENTIRE FUSELAGE, INCLUDING THE COCKPIT, WAS CONSUMED BY FIRE. THE PROPELLER ASSEMBY SEPARATED FROM THE ENGINE AND WAS EMBEDDED IN A TREE. THE ENGINE SEPARATED FROM EACH OF ITS FOUR MOUNTS AND CAME TO REST 30 FEET FROM THE MAIN WRECKAGE. (-23)THE AIRCRAFT A CE-210, STRUCK A TREE WHILE IN FLIGHT AND SUBSEQUENTLY STRUCK THE GROUND. THE AIRCRAFT'S WINGS SEPARATED FROM THE FUSELAGE AS WELL AS THE LOWER NOSE, ENGINE AND PROPELLER. THE AIRCRAFT BURNED EXCEPT FOR THE SPAR BOX OF THE LEFT WING, THE ENGINE AND PROPELLER. 20010114002239A (-23) ON JANUARY 14, 2001, AT 1345 CST, N1DC COLLIDED WITH TWO DEER DURING LANDING AND RAN OFF THE END OF THE RUNWAY 7, AT THE TROY MUNICIPAL AIRPORT, TROY ALABAMA. THE PILOTS TRIED TO STOP THE AIRCRAFT BUT THE WOW SWITCHES WERE BROKEN OFF THE GEAR FRON THE IMPACT WITH THE DEER THEREFORE THE AIRCRAFT WOULD NOT GO INTO REVERSE THRUST. ACCORDING TO WITNESSES THE AIRPLANE COLLIDED WITH THE DEER SHORTLY AFTER TOUCHDOWN AND CONTINUED DOWN THE RUNWAY WITH THE BRAKES APPLIED AND DEPARTED OFF THE RIGHT SIDE OF THE RUNWAY NEAR THE END, CROSSED A TAXIWAY AND IMPACT INTO A DITCH 30 FEET BELOW THE RUNWAY EDGE. CVR RECOVERED AND FORWARDED TO NTSB, WASHINGTON, D.C. 20010114039389A (-23) ON 01/14/01, THE AIRCRAFT DEPARTED WARRENTON, VA, W66 WITH 70 GALLONS OF FUEL INDICATED ON THE FUEL QUANTITY GAUGE. THE AIRCRAFT WAS BEING REPOSITIONED TO CREWE, VA, AIRPORT (W81) IN PREPARATION FOR AERIAL SPRAYING. ON THE WAY TO W81, THE PILOT DETERMINED THAT THERE WAS MORE HEADWIND "THAN USUAL" AND LANDED IN LOUISA, VA (LKU) TO REFUEL. WITHOUT SHUTTING DOWN HE COMMUNICATED WITH HAND SIGNALS WITH LINE PERSONNEL THAT HE NEEDED FUEL AND WAS TOLD THAT HE WOULD HAVE TO WAIT UNTIL "10:00". THE PILOT CHOSE TO CONTINUE THE FLIGHT TO W81 AND DEPARTED. THE ENGINE QUIT RUNNING JUST BEFORE W81 AND THE FORCED LANDING OCCURRED. THE PILOT SAID THAT HE HAD TRIED TO AIR-START THE ENGINE, WHICH WAS UNSUCCESSFUL. THE ENGINE STOPPED RUNNING APPROXIMATELY 7-10 SECONDS BEFORE ENTERING THE TREES AND CAME TO REST APPROXIMATELY 4 NM NORTH OF THE W81. THE LEFT WING TIP AND LEFT AILERON WERE WRAPPED AROUND A PINE TREE APPROXIMATELY 25 FEET UP IN THE TREE. THE AIRCRAFT CAME TO REST IN A NOSE DOWN ATTITUDE WITH SUBSTANTIAL DAMAGE TO THE RIGHT WING AND TAIL SECTION. 20010115000119I (-23) PILOT REPORTED HE DEPARTED TARA FIELD (4A7) AT APPROX. 1520L FOR LOCAL AREA FLYING. HE FURTHER REPORTED HE FAILED TO EXTEND THE LANDING GEAR UPON LANDING BACK AT 4A7 AT APPROX. 1530L. SOON AFTER TOUCHING DOWN ON RUNWAY 24, THE PIC DISCOVERED HE HAD FORGOTTEN TO EXTEND THE LANDING GEAR. HIS FIRST REACTION WAS TO SHUT DOWN THE ENGINE, WHICH MAY HAVE AVOIDED A CATASTROPHE. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE LEFT INBOARD FLAP, RIGHT OUTBOARD FLAP, THE AIR SCOOP, AND THE PROPELLER (BENT). NO MAJOR STRUCTURAL DAMAGE NOTED. 20010115000629I (-23) A/C RAN OFF RUNWAY WHILE TAXIING BACK TO RAMP AND STRUCK RUNWAY LIGHT WITH PROPELLER. 20010115000779A (-23) A PILOT DEVIATION WAS FILED WHEN N5391Z, PA-22-108, TAXIED TO AND DEPARTED RUNWAY 17 VFR, FROM NORWOOD AIRPORT MA, 1612 EST, 1/15/01, WITHOUT A CLEARENCE. WEATHER WAS REPORTED IFR AT THE TIME. NO CONFLICTS RESULTED. ALNOT SUBSEQUENTLY ISSUED FOR AIRCRAFT DUE TO FAMILY CONCERN. WITHOUT PERMISSION FOR A VFR FLIGHT AND WITHOUT FILING AN IFR FLIGHT PLAN, THE AIRCRAFT DEPARTED FORM NORWOOD AIRPORT, SUPPOSEDLY HEADING FOR QUONSET STATE AIRPORT IN NORTH KINGSTOWN, RI. MOTORIST TRAVELING INTERSTATE 495 NEAR THE JUNCTION OF ROUTE 24, WERE ALARMED BY WHAT THEY SAW, THEY SAID "AN AIRCRAFT WAS FLYING AT A VERY LOW ALTITUDE OVER THE HIGHWAY." STATE TROOPERS IN DARTMOUTH STARTED FIELDING REPORTS FROM DRIVERS WITH CELLULAR TELEPHONE REPORTS CONCERING A "VERY LOW" FLYING AIRCRAFT. AT ABOUT 16:50 MASSACHUSETTS STATE POLICE IN BOURNE, MA REPORTED A SIMILAR SIGHTING ON ROUTE 28 TOWARDS FALMOUTH, MA. SOON AFTER CALLERS TOLD THE STATE POLICE THAT A PLANE HAD CLIPPED A POWER LINE THAT STRADDLES ROUTE 28 NEAR THE FALMOUTH/BOURNE LINE, THE POLICE SAID. AT 16:56 POWER IN BOTH TOWNS WENT SHORT. STATE POLICE SUBSEQUENTLY SAW THE UNIDENTIFIED AIRCRAFT OVER THE OCEAN, HEADED TOWARD MARTHA'S VI NEYARD." THE AIRCRAFT WAS DETECTED BY RADAR ONLY INTERMITTENTLY. AT ABOUT 19:30 CALLERS TOLD THE FALMOUTH POLICE ABOUT AN AIRCRAFT THAT WAS SAID TO BE CIRCLING THE AIRPORT IN EAST FALMOUTH (FALMOUTH AIRPARK), BUT POLICE FOUND NOTHING. AT 19:45 AIR TRAFFIC CONTROLLERS AGAIN DETECTED WHAT MIGHT HAVE BEEN MR. WARNER HENDRIX'S AIRCRAFT OUT OVER THE OCEAN. AS IT BECAME CLEAR THAT WERNER HEDRIX WOULD HAVE BEEN LOW ON FUEL, SHIPS FROM THE U.S. COAST GUARD AND AT LEAST ONE HELICOPTER, A HH-60 JAYHAWK, SEARCHED FOR MR. WERNER HEDRIX IN AREA WATERS MONDAY NIGHT, JANUARY 15, 2001. DUE TO THE FACT THAT THE AIRCRAFT AND PILOT ARE STILL MISSING, THE NTSB HAS ASSIGNED A TEMPORARY IDENTIFICATION NUMBER. THE NTSB WILL NOT CALL THIS AN ACCIDENT UNTIL THE AIRCRAFT AND/OR PILOT HAVE BEEN FOUND. THERE IS ALSO INFORMATION FROM THE FAA FORM 8020-23 THAT INCLUDES, REGULATORY CHECK RIDE DATES, TOTAL HOURS USED AT ACCIDENT SCENE, TOTAL TRAVEL HOURS TO AND FROM SCENE, FAA NINE RESPONSIBILITIES, AIRCRAFT DAMAGE, AND INJURY SUMMARY. (-23 AMENDMENT) THIS IS THE "SECOND AMENDMENT" TO THIS ACCIDENT. THE NEW NTSB ACCIDENT NUMBER IS NYC01LA132, THE OLD NTSB ACCIDENT NUMBER WAS NYC01FAM S1. THE PILOT WAS FOUND MAY 28, 2001 AT 08:30AM, THREE MILES NORTH OF CUTTYHUNK, THE MOST REMOTE ISLAND IN THE ELIZABETH ISLANDS CHAIN IN BUZZARDS BAY MA. THE PILOT HAS BEEN POSITIVELY IDENTIFIED AS FRED WARNER HENDRIX OF NORTH KINGSTOWN, RI, CERTIFICATE NUMBER 001 693567. 20010115000789A (-23) OPERATIONAL CONSIDERATION WAS GIVEN TO THE PDX OPS GA UNIT. IT WAS DECIDED THAT 709 WAS NOT NECESSARY. PILOT WAS CONDUCTING FLIGHT INSTRUCTION AND MADE A HARD LANDING AT THE END OF AN AUTO-ROTATION. A/C SUSTAINED DAMAGE TO THE STRUCTURE AROUND THE RIGHT AFT SKID CROSS TUBE AREA. THE OPERATOR WILL OVERHAUL MR TRANSMISSION AND OTHER ROTATING PARTS. 20010115001529I (-23) IMMEDIATELY AFTER LANDING ON A SNOW/ICE COVERED RUNWAY 24 AT TWO HARBORS AIRPORT, A/C STARTED A LEFT-HAND SLIDE THAT RESULTED IN A 270 DEGREE CHANGE IN DIRECTION. THE A/C DEPARTED THE LEFT-HAND EDGE OF THE RUNWAY APPROX. 1400 FEET FROM THE LANDING THRESHOLD COLLAPSING THE OSE GEAR ASSEMBLY. DAMAGE LIMITED TO THE NOSE LANDING GEAR AND GEAR DOORS. BOTH PROPELLERS AND MINOR SHEETMETAL DAMAGE TO FORWARD/LOWER RADOME AREA. NO INJURIES TO THE THREE OCCUPANTS. THE PILOT STATED THAT THE LH BRAKE MAY HAVE BEEN FROZEN AND THAT NO BRAKING HAD BEEN APPLIED AFTER LANDING. FINDINGS AT SITE ARE CONSISTENT WITH FROZEN BRAKE EVENT. PILOT ATTENDED SIMCOM ANNUAL RECURRENT TRAINING IN MID OCTOBER AND DID NOT RECEIVED EVENT TRAINING ON FROZEN BRAKES ON ICE. OPERATOR TO REQUEST FROZEN BRAKE LANDING EVENT TRAINING NEXT SIMCOM SESSION. 20010115001979A (-23) ON JANUARY 15, 2001 AT APPROX. 0735 PST AT SAN LUIS OBISPO AIRPORT (SBP) AIRCRAFT N2508S A CESSNA 210L TAXIED INTO AIRCRAFT N890GR A CESSNA 310H CAUSING SUBSTANTIAL DAMAGE TO THE CESSNA 210. THE CESSNA 210'S LEFT WING CROSSED OVER AND SCRAPED THE RIGHT WING TIP TANK OF THE CESSNA 310 THEN IMPACTED THE ROTATING RIGHT PROPELLER BLADE OF THE CESSNA 310 CUTTING OFF APPROX. 5 FEET OF THE CESSNA 210'S LEFT TIP. THE CESNA 310 WAS STATIONARY AND PERFORMING A RIGHT ENGINE RUNUP WHEN IMPACTED BY THE CESSNA 210. THIS ACCIDENT OCCURRED AT THE RUNUP AREA ADJACENT TO RUNWAY 29. THE PILOT OF N2508S (C210) STATED THAT HE WAS BLINDED BY THE SUN SHINING DIRECTLY IN HIS EYE'S WHEN PULLING INTO THE RUNUP AREA FOR RUNWAY 29. NO INJURIES WERE RECEIVED BY EITHER PILOT OR THE SOLE PASSENGER IN AIRCRAFT N890GR. THE CESSNA 310'S RIGHT HAND PROPELLER RECEIVED MAJOR BLADE DAMAGE AND SUDDEN ENGINE STOPPAGE. THE CESSNA 210 RECEIVED MAJOR STRUCTURAL DAMAGE TO THE LEFT OUTBD WING TIP AREA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THIS TIME. 20010115002209A (-23) ON JANUARY 15, 2001, AT 1605 LOCALTIME,A PIPER 18A, N69710, REGISTERED TO SKYWAY AIRCRAFT, CRASHED INTO MANGROVES IN TAMPA BAY APPROXIMATELY 1.5 MILES N/NW OF MANATEE COUNTY AIRPORT (48X) WHILE IN CLIMB AFTER TAKEOFF FROM THAT AIRPORT. VISUAL METEOROLICAL CONDITIONS PREVAILED AT THE TIME. NO FLIGHT PLAN WAS FILED. AIRCRAFT WAS SUBSTANTIAL DAMAGED AND THERE WERE NO INJURIES TO PILOT OR PASSENGER. THE FLIGHT ORIGINATED AT SPG ON JANUARY 15, 2001 AT 1530 LOCAL TIME. (.4) ON JANUARY 15, 2001, AT 1604 EASTERN STANDARD TIME, A PIPER PA-18, N6971D, COLLIDED WITH THE GROUND DURING AN ATTEMPTED FORCED LANDING FOLLOWING A TOTAL LOSS OF ENGINE POWER NEAR MANATEE COUNTY AIRPORT NEAR SUN CITY, FLORIDA. THE PERSONAL FLIGHT OPERATED UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT AND HIS PASSENGER WERE NOT INJURED. THE LOCAL FLIGHT ORIGINALLY DEPARTED ST PETERSBURG AIRPORT IN ST. PETERSBURG, FLORIDA, AT 1530 HOURS. ACCORDING TO THE PILOT, HE AND HIS PASSENGER HAD FLOWN TO MANATEE AIRPORT W HERE THEY HAD COMPLETED SEVERAL LANDINGS. AFTER TAKEOFF, AS THE AIRPLANE CLIMBED THROUGH 500 FEET, THE PILOT REPORTED THAT THE ENGINE LOST POWER AND STARTED "MISSING". HE CHANGED FUEL TANKS AND APPLIED CARBURETOR. HEAT AND SELECTED AN OFF-AIRPORT EMERGENCY LANDING AREA. THE ENGINE QUIT SHORTLY BEFORE THE AIRPLANE COLLIDED WITH THE GROUND AS THE PILOT MANEUVERED FOR THE FORCED LANDING 1.7 MILES NORTH OF THE MANATEE AIRPORT. EXAMINATION OF THE AIRPLANE REVEALED AN UNDETERMINED AMOUNT OF FUEL. DURING THE FUNCTIONAL EXAMINATION OF THE ENGINE, IT OPERATED NORMALLY THROUGHOUT ALL POWER RANGES. THE PILOT DID NOT REPORT ANY MECHANICAL PROBLEMS WITH THE AIRPLANE. ACCORDING TO THE CARBURETOR-ICING PROBABILITY CHART, WEATHER CONDITIONS WERE FAVORABLE FOR CARBURETOR ICING. NO EVIDENCE OF MECHANICAL ENGINE FAILURE WAS FOUND. 20010115002309I (-23) DELTA AIRLINES, FLIGHT 2859, DEPARTED MCI AT 0715. AT 0716, DELTA FLIGHT 2589 DECLARED AN EMERGENCY AND ADVISED THE TOWER THEY NEEDED TO RETURN DUE TO SMOKE IN THE CABIN. THE AIRCRAFT LANDED AT 0719, STOPPED ON THE RUNWAY AND THE PASSENGERS AND CREW WERE EVACUATED. IT WAS LATER DETERMINED THAT SMOKE WAS CAUSED BY THE AIR-CONDITIONING SYSTEM AND THERE WAS NO FIRE. MAINTENANCE FOUND LEFT PACK MIX CHAMBER DUCT BLOWN AND DISTRIBUTION DUCT DAMAGED. MAINTENANCE REPLACED BOTH DUCTS AND LEAK CHECKED OK PER M/M 21-00. THE AIRCRAFT WAS DISPATCHED WITHOUT FURTHER INCIDENT. INCIDENT #CE02001IAC021 IS CONSIDERED CLOSED WITH THIS REPORT. 20010115003069A (-23) AFTER THE FLIGHT ENDED THE PILOT TAXIED THE AIRCRAFT OFF THE TAXIWAY ONTO THE EAST RAMP, HE TURNED AND TAXIED HIS AIRCRAFT AROUND A PARKED AIRCRAFT AND STRAIGHTENED OUT. HE MISJUDGED THE DISTANCE FROM HIS LEFT WING TIP TO THE AA HANGAR. HIS WING TIP STRUCK THE BUILDING BREAKING THE TIP LIGHT AND BENDING THE WING AFT. THIS BENDING ACTION BENT THE LEFT FLAP AND AILERON AND RIGGING FLIGHT CONTROLS. THE LOWER LEFT WING HAS A LARGE 5 INCH BEND IN THE MIS SECTION OF THE WING AND THE FUSELAGE HAS TWO BENT SECTIONS ON THE LEFT SKIN. 20010116000419I (-23)PILOT REPORTED THAT WHILE HE WAS ON TAKE OFF ROLL ON RUNWAY 19L AT SNA, JUST AFTER ROTATION THE PILOT DOOR OPENED AND DEPARTED THE A/C. PILOT WAS CONCERNED OF PROP STRIKE ON PUSHER A/C, SO ELECTED TO DO AN IMMEDIATE EMERGENCY PRECAUTIONARY LANDING IN THE GRASS BETWEEN THE RUNWAYS. A/C LANDED HARD WITH ALL THREE GEAR COLLAPSE RESULTING. A/C SKIDDED TO A STOP IN THE GRASS AREA WITH NO INJURY TO OCCUPANTS. POST INCIDENT A/C INSPECTION REVEALED BELLY OF A/C SCRAPED WITH SOME FIBERGLASS CRACKING. ALL THREE PROP BLADES SHEARED OFF APPROX. 11" FROM THE HUB, PILOT GULL-WING DOOR TORN IN HALF WITH UPPER HALF INTACT, ALL THREE GEAR DAMAGED/COLLAPSED, AND MINOR SCRAPES ON UNDERSIDE OF LEFT WING TIP. NO DAMAGE WAS NOTED ON FRONT CUNARD, MAIN WINGS/ROOTS OR CONTROL SURFACES, AND STRUCTURE APPEARED TO BE INTACT. 20010116000999I (-23) DEPARTED (KEWY) 01/16/01 AT APPROX. 1500 HRS ARRIVED (KHWO) AT 1700 HRS APPROX. WHILE ENROUTE PILOT STATED A LOUD BANG AND VIBRATION DURING NORMAL CRUISE. HE NOTED RUDDER PEDALS BECAME STIFF AND DID NOT MOVE FREELY. RADIOED KHWO TOWER AND PILOL MADE 2 FLY BYS. TOWER STATED NOSE GEAR TURNED 45 DEGREES. PILOT MADE SHORT/SOFT FIELD LANDING TO RUNWAY 9L. UPON TOUCHDOWN OF NOSEGEAR, GEAR COLLAPSED, A/C SKIDDED ON ITS NOSE WITH SUDDENT STOPPAGE OF POWER PLANT. A/C TOWED TO SECURE HANGER. UPON FURTHER INVESTIGATION, IT WAS DISCOVERED THAT A BOLT SHEARED ON TOP OF NOSE GEAR STRUT CAUSING THE NEXT INPUT FROM THE RUDDER PEDALS TO DEFLECT NOSE WHEEL TO THAT DIRECTION. FURTHER INVESTIGATION REVEALS UPON STOPPAGE OF A/C, "SHRADER" VALVE AND THRU BOLT ALSO SHEARED. 20010116001519I (-23) PILOT DEPARTED FROM LAKE AT RESIDENCE AND NOTED RH SKI WAS VERTICAL AFTER LIFTOFF. PILOT ELECTED TO PROCEED TO LAKE ELY TO AFFECT THE LANDING AND SEEK MAINTENANCE AT LAKE ELY AVIATION. UPON LANDING PILOT BELIEVES HE STRUCK ICE RIDGE AND BENT RH SKI AND LANDING GEAR TUBE. NO DAMAGE TO A/C OTHER THAN THE RH LANDING GEAR AND NO INJURIES TO PILOT OCCURRED. A BROKEN REAR TRAILING TAB WAS FOUND TO BE THE FAILED COMPONENT. TRAILING WIRE AND END OF TAB STILL FOUND ATTACHED TO SKI ASSY. PILOT AND A/C LOGBOOKS REQUESTED AND ARE PRESENTLY ENROUTE TO FSDO. WILL SUBMIT AMENDMENT ONCE LOGS REVIEWED. 20010116002109I (-23) UPON TAKEOFF FROM INDIANOLA, MS. PILOT RAISED GEAR AND NLG DOWN LIGHT STAYED ON. PILOT CYCLED GEAR THROUGH TWICE AND LIGHT STAYED ON. PILOT LOWERED ALL GEAR AND DOWN AND LOCKED LIGHTS ILLUMINATED. UPON LANDING, NLG COLLAPSED. DAMAGE TO NLG DOORS AND SOME DAMAGE TO A/C SKIN AROUND NOSE GEAR AREA. DAMAGE TO PROPS FROM PROPELLERS STRIKING RUNWAY. NLG DID NOT APPEAR TO BE DAMAGED. THE GEAR ACTUATOR WAS LEAKING FLUID. 20010116004249I (-23) THIS INCIDENT REPORT IS FINAL. EMERY 102 A DC-8 ON A FLIGHT TO SEA TAC INTL. AIRPORT WAS CLEARED FOR AN ILS RUNWAY 16R. DURING THE APPROACH THE A/C WAS LEFT OF THE LOCALIZER COURSE AND CONTINUED TO DRIFT LEFT (EAST) ACROSS THE ILS RUNWAY 16L APPROACH AIRSPACE UNTIL AT DECISION HEIGHT. THE A/C WAS APPROX. 2350 FEET EAST OF THE RUNWAY CENTERLINE. AT APPROX. THE SAME TIME AS THE A/C WAS APPROACHING DECISION HEIGHT, SEATTLE TOWER NOTIFIED THE CREW THEY APPEARED TO BE 1 MILE EAST OF CENTERLINE. THE CREW REPORTED "GOING AROUND". THE CREW SUCCESSFULLY ACCOMPLISHED A SUBSEQUENT ILS TO RUNWAY 16R WITHOUT DEVIATIONS. 20010116004329A (-23) AIRCRAFT N2953K LANDED ON RUNWAY 12 WITH A WIND FROM 360 @6KTS. WHILE ON LANDING ROLL-OUT THE AIRCRAFT ENCOUNTERED ICE AND A RIGHT QUARTERING TAIL WIND AND BEGAN TO WEATHER VANE. THE A/C THEN HIT SOME DRY PAVEMENT AND GROUND-LOOPED INTO THE SNOW ON THE LEFT EDGE OF THE RUNWAY CAUSING THE PLANE TO FLIP OVER THE NOSE ONTO ITS BACK. 20010116004489A (-23) DURING THE INITIAL ENGINE STARTING PROCEDURE (CRANKING ENGINE WITH STARTER ENERGIZER) AN EXPLOSION OCCURRED. THE EXPLOSION CAUSED SUBSTANTIAL DAMAGE TO THE A/C FROM THE COCKPIT ALL THE WAY THROUGH THE FUSELAGE AND UP THROUGH THE VERTICAL STABILIZER. POST-EXPLOSION INVESTIGATION REVEALED THE FOLLOWING: 1. THE MAIN FUEL TANK FOR THE AIRPLANE IS LOCATED AFT OF THE REAR SEAT BACKS, AND A BULKHEAD SEPARATES THE SEAT BACKS FROM THE TANK 2) AT LEASTR ONE FUEL LINE FITTING UNDER THIS TANK WAS WET TO THE TOUCH WITH A LIQUID THAT HAD THE AROMA OF AVIATION GAS 30 THE AIRPLANE'S BATTERY IS LOCATED UNDER THE RIGHT REAR SEAT. THE NEGATIVE BATTERY TERMINAL CONNECTS TO THE AIRFRAME VIA A FLAT, BRAIDED GROUND STRAP; THE CONNECTION AT THE AIRFRAME WAS CORRODES 4) THE BATTERY IS COVERED WITH A CLEAR PLEXI-GLASS COVER, BUT THE COMPARTMENT WHICH THIS CRATES IS NOT SEALED. 5) POST-EXPLOSION INVESTIGATION FOUND THE BATTERY GROUND STRAP TO BE COMPLETELY SEPARATED AT ITS LOWER END. THE ENDS OF SEVERAL OF THE WIRE BRAIDS HAD GLOBULES OF MOLTEN MATERIAL, AND THEY WERE CHARRED AND DISCOLORED. 20010117000589I (-23) STUDENT PILOT FAILED TO RETRACT FLAPS PRIOR TO TAKEOFF WHEN HE REALIZED FLAPS WERE EXTENDED HE CHOPPED THE POWER AND HIT THE RUNWAY BREAKING LEFT WHEEL. THE STUDENT LOST CONTROL AND VEERED OFF RUNWAY INTO GRASS STRIKING WINGTIP ON GROUND PRIOR TO STOP. 20010117001009I (-23) ENORUTE FROM ICT TO HYS, A/C DEVELOPED AN ENGINE OIL LEAK. DIVERTED INTO HUT. CONTRACT MAINTENANCE FOUND VALVE COVER SEAL LEAKING. REPLACED VALVE COVER SEAL AND RETURNED TO SERVICE. 20010117002449A (-23) ON JANUARY 17, 2001, AT 1830 MOUNTAIN STANDARD TIME, MR. HARRY P. ARTIS WAS PRACTICING NIGHT LANDINGS AT THE PAGOSA SPRINGS AIRPORT (2V1). ON HIS SECOND TOUCH AND GO LANDING HE ENTERED A FOG BANK DURING LANDING ROLL. HE LOST VISUAL REFERENCE AND THE AIRCRAFT DEPARTED THE RUNWAY. THE AIRCRAFT RAN INTO DEEP SNOW COLLAPSING THE LEFT MAIN GEAR AND DAMAGING THE HORIZONTAL STABILIZERS. 20010117008719I (-23)FUEL CHECK VALVE FAILED DUE TO FUEL DEPOSITS COLLECTING IN CHECK VALVE AFTER A PERIOD OF TIME THAT THE AIRCRAFT DID NOT FLY. PILOT REPORTS THAT THE VALVE WAS CLEANED ABOUT 30 HOURS AGO. ON LANDING, AIRCRAFT WING TIP/FUEL TANK STRUCK THE GROUND. THE FUEL WING TIP TANK BROKE OPEN SPILLING FUEL. THE FUEL AND AIRCRAFT CAUGHT ON FIRE. AIRPORT PERSONNEL USED A HAND FIRE EXTINGUISHER TO PUT OUT THE FIRE RESULTING IN MINOR DAMAGE. 20010117012849I (-23) INCIDENT #IGL1920010012 PILOT REPORTED THAT AFTER LANDING SMOKE WAS NOTICED IN THE COCKPIT. SMELL RESEMBLED ANTI-ICE FLUID RESIDUE. AIRCRAFT WAS DE-ICED IN DAYTON (PRIOR STATION). RECIRCULATION FAN WAS ON DURING LANDING. AIRFOIL DE-ICE WAS USED DURING DESCENT AND TURNED OFF PRIOR TO TOUCHDOWN. CREW DECLARED AN EMERGENCY DURING ROLL-OUT. 20010118000539A (-23) AFTER TOUCHDOWN ON RUNWAY 13 THE STUDENT PILOT APPLIED EXCESSIVE BRAKE PRESSURE TO AVOID ENTERING A SMALL FOG BANK IN FRONT OF THE A/C. THE A/C VEERED HARD TO THE LEFT OFF THE RUNWAY AND HIT A RUNWAY SIGN, CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THE FAA INSPECTION DID NOT REVEAL ANY PREEXISING DISCREPANCIES, THAT WOULD HAVE CONTRIBUTED TO THE ACCIDENT. THE STUDENT WAS COUNSELED BY FAA AND WILL RECEIVE REMEDIAL TRAINING ON LANDINGS PRIOR TO HIS FINAL EVALUATIONS FOR PRIVATE PILOT. (.4)ON JANUARY 18, 2001, AT 1545 EST, A CESSNA 152, N704ZF VEERED OFF THE LEFT SIDE OF RUNWAY 13 AND COLLIDED WITH AN AIRPORT SIGN DURING AN ATTEMPTED LANDING AT THE ST JOHN COUNTY AIRPORT IN ST. AUGUSTINE, FLORIDA. THE INSTRUCTIONAL FLIGHT WAS OPERATED BY THE STUDENT PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE RECEIVED SUBSTANTIAL STRUCTURAL DAMAGE; THE STUDENT PILOT WAS NOT INJURED. THE SUPERVISED SOLO FLIGHT DEPARTED KEYSTONE, FLORIDA, AY 1407 HOURS. ACCORDING TO THE STUDENT PILOT, HE WAS CONDUCTING A SUPERVISED SOLO CROSS-COUNTRY FLIGHT. UPON ARRI VING AT ST. JOHN COUNTY AIRPORT, HE ESTABLISHED A VISUAL APPROACH TO RUNWAY 13 FOR A FULL-STOP LANDING. DURING THE LANDING ROLL-OUT, THE STUDENT PILOT STATED THAT THE AIRPLANE ENTERED A FOG BANK, VEERED OFF THE LEFT SIDE OF THE RUNWAY, AND COLLIDED WITH A AIRPORT SIGN. WITNESSES STATED THAT, AT THE TIME OF THE ACCIDENT, THERE WAS NO FOG IN THE AREA.WEATHER DATA SHOWS THAT, AT THE TIME OF THE ACCIDENT, CONDITIONS WERE CLEAR WITH 10 MILES VISIBILITY. WITNESSES STATED THAT THE PILOT LOCKED UP THE BRAKES AND TRIED TO GET OFF AT THE FIRST TAXIWAY. EXAMINATION OF THE AIRPLANE DID NOT REVEAL ANY PREEXISTING DISCREPANCIES, THAT WOULD OF CONTRIBUTED TO THE ACCIDENT AT THE TIME. THE PILOTS DID NOT REPORT A MECHANICAL PROBLEM WITH THE AIRPLANE. 20010118000759A (-23) ON JANUARY 18TH, BETWEEN 1100 AND 1115 HOURS LOCAL AIRCRAFT N43PD PILOTED BY MR. TOM EBY HIT THE TREES 2.5 TO 3.0 MILES OFF OF RUNWAY 8 AT FULTON COUNTY AIRPORT (FTY). THE A/C WAS TRYING TO ACCOMPLISH THE LOCALIZER APPROACH TO RUNWAY 8. MR. EBY WAS GIVING INFORMAL INSTRUMENT INSTRUCTION TO MR. ERIC HEIMBRECHT WHO WAS FLYING AS AN OBSERVER IN THE LEFT SEAT AND MR. TIMOTHY CHORBA WAS IN THE REAR SEAT AS A PASSENGER. STATEMENT MADE TO THE LOCAL POLICE, THE FAA, AND NTSB BY MR. EBY THAT THE A/C HAD EXPERIENCED A PITOT STATIC CYCTEM FAILURE. THIS CAUSING HIS VSI AND ALTIMETER TO READ UNRELIABLE, THUS THE CAUSE FOR BEING TOO LOW AND STRIKING THE TREES AT 1299'. ATTACHED NTSB#ATL01LA023 20010118000829A (-23) THIS LOCAL FLIGHT ORIGINATED FROM THE STOKER COMPANY AGRICULTURAL AIRSTRIP IN IMPERIAL, CA., IN VMC CONDITIONS AT 1530 HOURS. PILOT WAS SPRAYING IN A CARROT FIELD, AND AS HE APPROACHED THE FILED FROM THE WEST HE TRIED TO FLY UNDER UTILITY WIRES. THE A/C STRUCK A SECOND SET OF WIRES THAT WAS NOT VISIBLE TO THE PILOT. PILOT LOST CONTROL OF A/C, THE A/C IMPACTED THE CENTER OF THE FIELD AND HIS UNSEATED, UNRESTRAINED PASSENGER (SINGLE OCCUPANT A/C) WAS EJECTED FROM THE A/C. (.4) ON JANUARY 18, 2001, AT 1542 PACIFIC STANDARD TIME, AN AYRES S2R-T34, N8927Q, COLLIDED WITH UTILITY LINES AND CRASHED IN AN AGRICULTURAL FIELD NEAR HOLTVILLE, CALIFORNIA. THE COMMERCIAL PILOT RECEIVED MINOR INJURIES WHILE THE UNSEATED PASSENGER RECEIVED SERIOUS INJURIES. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE AIRCRAFT WAS BEING OPERATED AS AN AGRICULTURAL APPLICATION FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 137. THE LOCAL FLIGHT ORIGINATED FROM THE STOKER COMPANY AGRICULTURAL STRIP IN IMPERIAL, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. A FLIGHT PLAN HAD NOT BEEN FILED. THE PILOT TOLD IMPERIAL COUNTY SHERIFF'S DEPARTMENT DEPUTI ES THAT HE WAS SPRAYING A CARROT FIELD. AS HE APPROACHED THE FIELD FROM THE WEST, THE PILOT FLEW UNDER THE UTILITY LINES THAT RAN ALONG MELOLAND ROAD BUT HIT THE SECOND AND LOWER SET OF LINES. HE WAS NOT AWARE OF THIS SET OF UTILITY LINES AND [JUST] HEARD A LOUD NOISE, LOST CONTROL OF THE AIRPLANE, AND IMPACTED THE GROUND IN THE CENTER OF THE FIELD. THE UNRESTRAINED PASSENGER WAS EJECTED FROM THE COCKPIT. DEPUTIES HAD FOUND THE LOWER SET OF UTILITY LINES BROKEN. THE UPPER SECTION OF THE VERTICAL STABILIZER HAD BEEN SEPARATED FROM THE AIRPLANE. A POST CRASH INVESTIGATION REVEALED THAT THE PASSENGER WAS A MAINTENANCE EMPLOYEE WITH THE COMPANY. THE AIRPLANE WAS CONFIGURED TO ACCOMMODATE A SINGLE PILOT. 20010118001399I (-23) THE COMPANY FLIGHT INSTRUCTOR OCCUPIED THE RIGHT SEAT AND WAS ADMINISTERING FAR 135 FLIGHT TRAINING TO THE PILOT IN THE LEFT SEAT. WHILE IN THE TRAFFIC PATTERN THE INSTRUCTOR SIMULATED FAILURE OF AN ENGINE. THE PILOT FAILED TO LOWER THE LANDING GEAR AND THE INSTRUCTOR FAILED TO NOTE THIS OVERSIGHT. AS THE A/C TOUCHED DOWN THE RUNWAY, THE INSTRUCTOR INITIATED A GO-AROUND. THE ENGINE PROPELLERS, THE LEFT FLAP AND A RADIO ANTENNA WERE DAMAGED. 20010118002489A (-23) WITNESSES STATED THAT THE AIRCRAFT HAD BEEN FLYING LOW IN THE AREA. THE AIRCRAFT STRUCK POWER LINES THAT CROSS HIGHWAY 400 WEST OF PIEDMONT, KANSAS. AFTER HITTING THE POWER LINES THE AIRCRAFT IMPACTED THE CONCRETE SHOULDER OF THE HIGHWAY. THE AIRCRAFT CAME TO REST ON THE SHOULDER OF THE HIGHWAY AND CAUGHT ON FIRE. BOTH OCCUPANTS ABOARD THE AIRCARAFT WERE FATALLY INJURED. THE AIRCRAFT WAS DESTROYED BY FIRE. 20010118002729I (-23) AMERICAN EAGLE FLIGHT 4020 ON CLIMB OUT FROM GSO ENROUTE TO ORD MADE AN EMERGENCY LANDING IN CRW DUE TO A STRONG ELECTRICAL SMELL AND SMOKE IN THE COCKPIT/CABIN. THE AIRCRAFT LANDED WITHOUT INCIDENT, HOWEVER THE CAPTAIN IN THE INTEREST OF SAFETY ASSISTED THE CABIN ATTENDANT IN CONDUCTING AN EMERGENCY EXIT THROUGH THE FORWARD CABIN DOOR. COMPANY MAINTENANCE PERSONNEL DETERMINED THE ORIGIN OF THE PROBLEM WAS AN ELECTRICAL RELAY LOCATED IN A PANEL BEHIND THE COPILOT CLOSE TO THE FLOOR WHICH POWERED THE PILOT/STATIC HEAT. IT WAS REPORTED THE RELAY WAS FOUND COMPROMISED BY WATER INGRESS. AMERICAN EAGLE MAINTENANCE LOG PAGE NUMBER 1150572 ITEM NO. 2 STATES "PITOT STATIC HEAT RELAY XK0059 HAS BROKEN ANCHORING STUD ON SOCKET S500-9140 P/N RELAY MS27743-18. 20010118005069I (-23) PILOT REPORTED THAT DURING CRUISE @35,000', FROM ST. LOUIS TO PHOENIX, THE A/C YAWED SHARPLY TO THE LEFT. PILOT NOTED RAPID FLUCTUATIONS IN THE LEFT ENGINES INSTRUMENTS ALONG WITH A PERCEPTIBLE DROP IN EGT. FURTHER, THERE WAS AN ELECTRICAL SMELL AND SLIGHT SMOKE IN THE COCKPIT. THE DISRUPTION LASTED FOR APPROX. 10 SECONDS AFTER WHICH THE LEFT ENGINE FULLY RECOVERED. AN EMERGENCY WAS DECLARED AND THE A/C LANDED WIHTOUT INCIDENT. PILOT STATED THAT WHIL COMPLETING THE CHECKLIST AND IN PREPARATION FOR LANDING NO ENGINE ABNORMALITIES WERE NOTED AND A NORMAL LANDING WAS MADE. DISCUSSIONS WITH SWAA PPM (MAINTENANCE) INDICATE CORROSION IN THE CANNON PLUG OF THE FUEL SPAR VALVE IN THE LEFT WHEEL WELL IS KNOWN TO BE A CASUAL FACTOR IN RELATED OCCURRENCES AND IS CURRENTLY ADDRESSED IN A BOEING SERVICE LETTER. N635SW FERRIED TO DFW FOR MAINTENANCE. 20010118005329I (-23) BEECH 58, N3162W, ENROUTE FROM OSH TO ROC, EXPERIENCED RIGHT ENGINE ROUGHNESS AND SUBSEQUENT OIL LOSS. THE PILOT SECURED AND FEATHERED THE ENGINE AND REQUESTED CLOSEST AIRPORT. ATC DIRECTED THE A/C TO MKG. LANDING WAS MADE WITHOUT FURTHER INCIDENT. INVESTIGATION REVEALED PROBABLE FAILURE OF #6 CYLINDER CONNECTING ROD BOLT AND SUBSEQUENT ROD FAILURE WHICH FRACTURED THE ENGINE CASE AND DAMGED THE ENGINE TOP COWLING. 20010118040009A (-23) ON 01/18/2001 AT APPROXIMATELY 10:30 LOCAL, PIC INITIATED AN APPROACH TO A POINT IN SPACE ABEAM THE PHILLIPS PLATFORM IN COOK INLET WITH A BELL 206-L1, N80KA, WITH 3 PASSENGERS ON BOARD. WITH THE WIND OUT OF THE NNE AT 25 KNOTS, THE PIC PLANNED A SIDESTEP MANEUVER TO THE LANDING GEAR PAD ON THE PLATFORM. UPON SIDE STEPPING TO THE PLATFORM THE TAILROTOR CONTACTED A METAL HAND RAIL. PIC LANDED AIRCRAFT AND PERFORMED A SHUTDOWN. NO INJURIES OCCURRED. DAMAGE OCCURRED TO BOTH TAIL ROTOR BLADES, THE MAIN ROTOR BLADES AND THE HORIZONTAL STABILIZER. 20010119000139I (-23)PILOT REPORTED THAT A/C WAS SET UP FOR "FAST LANDING" ON RWY 19R AT SNA AND UPON TOUCHDOWN, ANTI-SKID FAIL LIGHT ILLUMINATED. A/C BRAKING CAUSED LEFT OUTBOARD MAIN TIRE TO BLOW OUT. A/C WAS ABLE TO TAXI OFF THE RUNWAY AND PAX DEPLANED WITHOUT FURTHER INCIDENT. LGB FSDO INSPECTOR WESTON WAS ON SCENE AT TIME OF INCIDENT AND INSPECTED A/C DAMAGE. HE FOUND THAT THE LEFT OUTBOARD DEFLECTOR GUARD WAS BROKEN OFF AND DEPARTED THE A/C, STRIKING THE TRAILING EDGE OF THE LEFT OUTBOARD FLAP, CAUSING A 2" X 2" PUNCTURE IN THE COMPOSITE MATERIAL. LAX DALA MX REPORTED THAT THE TIRE WAS CHANGED, THE FLAP WAS REPAIRED, AND THE A/C WAS FERRIED TO MX. DALA CMO PMI WAS ALERTED WITH THE MD-90 PPM TO FOLLOW UP ANY NECESSARY FUTURE ACTIONS. 20010119000269I (-23) ON 01-19-01, A BE-1900-D, AMWA FLIGHT #5571, REGISTERED AS N165YV, WAS REPORTED TO HAVE ABORTED TAKEOFF ON RUNWAY 10C DUE TO A NUMBER ONE FIRE WARNING INDICATION. THE AARF RESPONDED AND NO FIRE WAS DETECTED. THE A/C TAXIED BACK TO THE GATE WITH NO FURTHER INCIDENT. AIR MIDWEST'S MAINTENANCE REMOVED AND REPLACED THE FORWARD FIRE LOOP OF THE LEFT HAND ENGINE. OPERATIONAL CHECK OF THE INSTALLED UNIT WAS SATISFACTORY. THIS INCIDENT IS CLOSED. 20010119000739A (-23) THE PILOT TOOK DELIVERY OF A NEW MAULE M7 AIRPLANE FROM THE FACTORY IN MOULTRIE, GA. ON 01/04/01. IN THE 15 DAYS BEFORE THE ACCIDENT HE RECEIVED 23 HOURS TRAINING WHICH INCLUDED APPROXIMATELY 85 LANDINGS IN THE AIRCRAFT. ON 1/19/01 THE PILOT WAS LANDING AT ANIMAS AIR PARK, DURANGO, CO. AFTER TOUCHING DOWN AND SLOWING ENOUGH TO HAVE THE TAILWHEEL ON THE GROUND THE AIRCRAFT VEERED RIGHT. THE PILOT STATED HE APPLIED FULL LEFT RUDDER AND APPLIED SOME POWER HOPING TO INCREASE RUDDER EFFECTIVENESS. HIS ACTIONS RESULTED IN A HARD LEFT TURN FOLLOWED BY DEPARTURE FROM THE LEFT SIDE OF THE RUNWAY. DURING THE UNCONTROLLED DEPARTURE FROM THE RUNWAY THE RIGHT MAIN GEAR SEPARATED FROM THE AIRCRAFT. THE LEFT WING STRUT CONTACTED A RUNWAY LIGHT KNOCKING THE STRUT LOOSE. THE PROP STRUCK THE GROUND RESULTING IN A BENT PROP. THE WINDS WERE REPORTED TO BE 080 DEGREES AT 6 KNOTS. RUNWAY 01 WAS THE LANDING RUNWAY. THE PILOT SAID HE MAY HAVE ENCOUNTERED A SMALL GUST FROM THE RIGHT THAT CAUSED THE INITIAL YAW BUT DID NOT THINK WINDS CAUSED THE ACCIDENT. HE STATED HE HAD APPARENTLY OVERCONTROLLED WHEN TRYING TO CORRECT FOR THE INITIAL RIGHT YAW.(.19) ON JANUARY 19, 2001, AT 1350 MOUNTAIN STANDARD TIME, A MAULE M-7-235C, N246SV, SUSTAINED SUBSTANTIAL DAMAGE TO THE LEFT WING WHEN IT DEPARTED THE SIDE OF THE RUNWAY DURING LANDING ROLL AT ANIMAS AIRPARK. DURANGO, COLORADO. THE AIRLINE TRANSPORT PILOT SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL CROSS COUNTRY FLIGHT OPERATING UNDER TITLE 14 CFR PART 19 AND NO FLIGHT PLAN WAS FILED. THE FLIGHT DEPARTED TELLURIDE, COLORADO, AT APPROXIMATELY 1300. ACCORDING TO THE PILOT, HE LOST CONTROL DURING LANDING ROLL AND THE AIRCRAFT GROUND LOOPED. 20010119004449A (-19) ON JANUARY 19, 2001, ABOUT 1540 EST, A PIPER PA-46-350P, N747RC, WAS SUBSTANTIALLY DAMAGED DURING AN ABORTED TAKE-OFF FROM ROSS COUNTY AIRPORT (RZT), CHILLICOTHE, OHIO. THE CERTIFICATED PRIVATE PILOT, CERTIFICATED AIR TRANSPORT PILOT AND ONE PASSENGER WERE NOT INJURED. AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED AND INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) PREVAILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE SECOND PILOT AND PASSENGER WERE BUSINESS ASSOCIATED OF THE PRIVATE PILOT. THE PASSENGER WAS THE PILOT'S BUSINESS PARTNER AND THE SECOND PILOT WAS EMPLOYED WITHIN THE COMPANY. THE SECOND PILOT WAS ALSO THE PILOT'S FORMER FLIGHT INSTRUCTOR AND FLEW WITH THE PILOT WHEN THE WEATHER CONDITIONS WERE FORECASTED TO BE "HARD IFR". THE PILOT STATED HE WAS NOT COMFORTABLE FLYING IFR, AND ASKED THE SECOND PILOT TO FLY ALONG WITH HIM FOR SAFETY PURPOSES. IN A TELEPHONE CONVERSATION WITH THE PRIVATE PILOT, HE REPORTED THA THE WAS CO-OWNER OF THE AIRPLANE AND USED IT TO TRAVEL BETWEEN JOB SITES. ON THE MORNING OF THE ACCIDENT, HE FLEW INTO RZT BETWEEN 0900 AND 1000 TO ATTEND BUSINESS MEETINGS IN THE LOCAL AREA AND TO HAVE THE AIRPLANE MAINTAINED. THE PILOT LATER RETURNED TO THE AIRPORT BETWEEN 1300 AND 1400 AT WHICH TIME A HEAVY SNOW FALL BEGAN. THE PILOT REPORTED THE SNOW FALL AS COMING DOWN AT A GOOD PACE. SHORTLY AFTER THE PILOT ARRIVED AT THE AIRPORT, THE AIRPLANEWAS TOWED OUT OF A HEATED HANGAR ONTO THE RAMP AND FUELED. AFTER THE AIRPLANE WAS FUELED, THE PILOT, SECOND PILOT, AND PASSENGER GOT ONBOARD. THE PILOT STARTED THE ENGINE AND TAXIED TO THE END OF THE RUNWAY 23. THE PILOT PARKED THE AIRPLANE AND PERFORMED AN ENGINE RUNUP. AFTER THE RUNUP BOTH PILOTS USED THEIR CELL PHONES TO CALL FLIGHT SERVICE. THE SECOND PILOT REACHED THE ELKINS (WEST VIRGINIA) AUTOMATED FLIGHT SERVICE STATION (AFSS). HE RECEIVED A WEATHER BRIEFING FILED AN IFR FLIGHT PLAN AND REQUESTED AN IFR CLEARANCE. SINCE ELKINS WAS NOT THE PRIMARY AFSS FOR THE CHILLICOTHE, OHIO AREA, THE BRIEFER PLACED THE SECOND PILOT ON HOLD TO SERVICE HIS REQUEST. DURING THIS TIME THE CALL WAS DISCONNECTED AND THE SECOND PILOT HAD TO CALL BACK AND START WITH A NEW BRIEFER. THE PILOT STATED THIS PROCESS TOOK 45 MINUTES. DUR TO THE LONG HOLD TIME, THE SECOND PILOT CALLED THE INDIANAPOLIS CENTER DIRECTLY AND RECIVED THEIR IFR CLEARANCE AND VOID TIME. ONCE THE IFR CLEARANCE WAS OBTAINED THE PILOT PERFORMED ANOTHER ENGINE RUN-UP. HE ALSO NOTED DURING THIS TIME, THAT ABOUT 3 TO 4 INCHES OF SLUSH WAS ON THE RUNWAY AND ABOUT 1/2 TO 3/4 INCHES OF SLUSH WAS SCATTERED ALONG THE SURFACE OF BOTH WINGS. THE PILOT AND SECOND PILOT DISCUSSED IF THEY SHOULD RETUNR TO THE RAMP AND WIPE OFF THE WINGS. BOTH PILOTS AGREED THAT THE SLUSH WOULD "BLOW OFF" DURING THE TAKE OFF ROLL AND WAS NOT AN ISSUE. THE PILOT STATED THAT 3 MINUTES HAD ELAPSED SINCE THEY RECEIVED THE IFR CLEARANCE. DURING THE TAKE OFF ROLL, THE PILOT STATED THAT IT TOOK A LONG TIME TO GET TO 80 KNOTS (VR) WHICH WAS NOT TYPICAL. HE ESTIMATED THAT HE USED ABOUT 4,500 FEET OF THE 5,400 FOOT LONG RUNWAY TO OBTAIN 80 KNOTS..WHEN HE PULLED BACK ON THE CONTROL COLUMN, THE AIRPLANE DID NOT LIFT NORMALLY AND HE STATED TO THE SECOND PILOT THAT "IT DID NOT FEEL RIGHT". HE ASKED THE SECOND PILOT TO FEEL THE CONTROLS AND CONFIRM THAT IT DID NOT FEEL RIGHT. THE SECOND PILOT CONFIRMED THAT IT DID NOT FEEL RIGHT. AT THIS POINT, THE PILOT STATED THAT HE WAS RAPIDLY RUNNING OUT OF RUNWAY AND WAS ABOUT 3 TO 4 FEET OFF THE GROUND. HE TURNED THE A/C TO THE RIGHT TO AVOID TREES OFF THE END OF THE RUNWAY. AT THE SAME TIME. HE RETARDED THE THROTTLE, THE AIRPLANE TOUCHED DOWN, SLID TURNED AND CAME TO REST UPRIGHT FACING THE RUNWAY. HE SECURED THE AIRPLANE AND ALL THREE MEN EXITED THE AIRPLANE. THE PILOT ESTIMATED THAT 1 HOUR HAD ELAPSED FROM THE TIME THE AIRPLANE WAS PULLED FROM THE HANGAR TO THE TIME OF THE ACCIDENT. A FAA INSPECTOR PERFORMED AN ON-SITE EXAMINATION ON JANUARY 19, 2001. ACCORDING TO 20010119006299I (-23) PILOT REPORTED THAT HE BALLOONED ON AN ATTEMPTED LANDING, THEN MADE A HARD FULL STALL LANDING. THE PILOT MADE A GO-AROUND AND THEN LANDED THE A/C AND INSPECTED IT. HE DID NOT OBSERVE ANY DAMAGE AT THIS TIME AND FLEW THE A/C FOR THREE OR FOUR MORE LANDINGS. THE PILOT RETURNED THE A/C TO THE OPERATOR AND LEFT THE AIRPORT. THE DAMAGE TO THE A/C WAS OBSERVED BY A STUDENT AND INSTRUCTOR BEFORE ANY SUBSEQUENT FLIGHT. THE A/C'S PROPELLER, NOSE GEAR, ENGINE AND ENGINE MOUNT WERE DAMAGED BY THE HARD LANDING, AT THIS TIME, NO CAUSAL FACTORS ARE KNOWN. 20010119030509A (.4) ON JANUARY 19, 2001, ABOUT 1950 EASTERN STANDARD TIME, A PIPER PA-34-200T, N99ED, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN DURING AN APPROACH TO THE MERCER COUNTY AIRPORT (BLF), BLUEFIELD, WEST VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A TELEPHONE INTERVIEW, THE PILOT STATED THAT THE AIRPLANE RECEIVED AN ANNUAL INSPECTION AT THE GREENBRIER VALLEY AIRPORT (LWB), LEWISBURG, WEST VIRGINIA, DURING THE 6 WEEKS PRIOR TO THE ACCIDENT. ON THE DAY OF THE ACCIDENT, THE PILOT WAS FLOWN TO THE LWB AIRPORT BY A COLLEAGUE TO PICK UP THE AIRPLANE. AROUND 1200, HE RECEIVED A WEATHER BRIEFING FROM THE ELKINS FLIGHT SERVICE STATION (FSS) WHICH INDICATED IFR CONDITIONS ALONG HIS ROUTE OF FLIGHT TO BLF. HE NOTED THAT THE FREEZING LEVEL WAS AT 9,000 FEET, AND THE WINDS WERE OUT OF THE SOUTHWEST. THE PILOT PERFORMED A PREFLIGHT INSPECTION AND A RUN-UP INSPECTION BEFORE HIS DEPARTURE FROM LWB. HE ALSO PERFORMED A HIGH-SPEED TAXI ON THE RUNWAY TO CHECK THE OPERATION OF THE TRIM. THE PILOT FILED AN IFR FLIGHT PLAN AND DEPARTED THE AIRPORT ABOUT 1830. HE REPORTED THAT HE HAD AN UNEVENTFUL TAKEOFF FROM LWB, AND AN UNEVENTFUL 30-MINUTE FLIGHT TO BLF. UPON HIS ARRIVAL INTO THE BLF AREA, HE LISTENED TO THE ASOS WEATHER REPORT, WHICH INDICATED A 100-FOOT CEILING WITH FOG. THE PILOT WAS CLEARED FOR THE ILS RUNWAY 23 APPROACH, AND NOTED THAT HE "DIDN'T THINK HE COULD GET INTO THE AIRPORT;" HOWEVER, HE CONTINUED ON THE APPROACH. AT THE DECISION HEIGHT OF THE APPROACH, THE PILOT SAW "ONLY CLOUDS," AND PERFORMED A MISSED APPROACH PROCEDURE. HE ATTEMPTED A SECOND ILS APPROACH INTO BLF, AND AGAIN AT THE DECISION HEIGHT WAS NOT ABLE TO MAKE VISUAL CONTACT WITH THE RUNWAY OR RUNWAY LIGHTS. THE PILOT PERFORMED ANOTHER MISSED APPROACH PROCEDURE, AND CONSIDERED AMENDING HIS DESTINATION TO BECKLEY, WEST VIRGINIA, OR ROANOKE, VIRGINIA, WHERE HE THOUGHT THE WEATHER WAS BETTER. HE WAS THEN CONTACTED BY A BLUEFIELD FBO EMPLOYEE ON THE RADIO, AND INFORMED THAT HIS FIRST TWO APPROACHES HAD BEEN CONDUCTED WITH THE FIELD LIGHTS ON THE LOW SETTING. THE EMPLOYEE ASKED IF THE PILOT WOULD LIKE THE APPROACH LIGHTS "TURNED UP," AND THE PILOT AGREED. THE PILOT ATTEMPTED A THIRD APPROACH INTO BLF, AND WAS "LOOKING FOR THELIGHTS AT THE DECISION HEIGHT," WHEN HE FELT THE IMPACT OF TREES "SLAPPING" THE AIRPLANE. SEVERAL SECONDS LATER, THE AIRPLANE IMPACTED THE GROUND. THE PILOT REPORTED THAT BOTH WINGS HAD SEPARATED FROM THE AIRPLANE AND BEGAN BURNING AFTER THE IMPACT. THE PILOT STATED THAT HE NEVER DESCENDED BELOW THE DECISION HEIGHT WHILE ON AN APPROACH; HOWEVER, DURING THE ACCIDENT FLIGHT, HE MAY HAVE BEEN CONCENTRATING ON "LOOKING FOR THE LIGHTS," AND NOT MONITORING HIS ALTITUDE. THE PILOT REPORTED THAT THERE WERE NO MECHANICAL DEFICIENCIES WITH THE AIRPLANE. AN EMPLOYEE OF THE BLUEFIELD FBO REPORTED THAT HE HEARD THE AIRPLANE PERFORM TWO APPROACHES TO RUNWAY 23. AFTER THE AIRPLANE'S SECOND APPROACH, THE EMPLOYEE CONTACTED THE PILOT AND ASKED IF HE WANTED THE RUNWAY LIGHTS "TURNED UP." THE PILOT REPLIED "YES" AND THE EMPLOYEE INCREASED THE ILLUMINATION OF THE RUNWAY EDGE LIGHTS. THE EMPLOYEE STATED THAT HE HEARD THE AIRPLANE'S ENGINES THROUGHOUT ALL THREE APPROACHES; HOWEVER, HE NEVER SAW THE AIRPLANE. HE REPORTED THE VISIBILITY AT THE TIME OF THE ACCIDENT WAS 1/4 MILE WITH "A LOT OF FOG," WHICH EXTENDED DOWN TO THE GROUND. EXAMINATION OF THE ACCIDENT SITE BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR REVEALED THAT THE TOPS OF A GROUP OF TREES 60-70 FEET TALL WERE SHEARED, ABOUT 1,200 TO 1,500 FEET FROM THE WRECKAGE. THE TOPS OF A SECOND GROUP OF TREES 250 FEET FROM THE WRECKAGE WERE ALSO CUT, AS WELL AS A THIRD GROUP OF TREES 150 FEET FROM THE ACCIDENT SITE. SEVERAL BROKEN TREE BRANCHES WERE NOTED ALONG THE DEBRIS PATH. ADDITIONALLY, A BROKEN TREE BRANCH, WHICH MEASURED 12 INCHES I 20010119039969A (-23) THE PILOT STATED THAT HE WAS DEPARTING KONGIGANAK AIRPORT WITH A 90 DEGREE CROSSWIND OF APPROXIMATELY 20 TO 25 MPH. DURING TAKEOFF, IT WAS DIFFICULT TO MAINTAIN DIRECTIONAL CONTROL ON THE ICY RUNWAY AND APPROXIMATELY HALFWAY DOWN THE PILOT DECIDED TO ABORT THE TAKEOFF. THE LEFT MAIN TIRE CAUGHT A SNOW BERM ON THE EDGE OF THE RUNWAY AND THE AIRCRAFT VEERED OFF CAUSING SUBSTANTIAL DAMAGE WHEN IT FLIPPED OVER IN THE SNOW. THERE WERE NO INJURIES. 20010120000219A (-23)DURING A CROSSWIND LANDING APPROACH AT ARLINGTON MUNICIPAL AIRPORT, THE A/C TOUCHED DOWN ON THE LEFT MAIN LANDING GEAR FIRST. THE A/C ENCOUNTERED A RIGHT CROSSWIND GUST AT THAT MOMENT, TURNING IT ABRUPTLY RIGHT AND BRINGING THE WEIGHT OF THE A/C DOWN HARD ON THE LEFT MAIN, VEERING IT MORE RIGHT. THE PILOT APPLIED POWER AND REGAINED DIRECTIONAL CONTROL, BUT ELECTED TO LET THE A/C ROLL OUT ON THE GRASS ADJACENT TO THE RUNWAY SINCE THE LEFT WING HAD DRAGGED ON THE RUNWAY AND SUSTAINED DAMAGE. THERE WERE NO INJURIES AND THE DAMAGE WAS SUBSTANTIAL. 20010120000349A (-23) A/C DEPARTED RUNWAY 36 AND TURNED TO THE WEST. A/C NEXT SEEN ON SOUTH END OF RUNWAY 36 ON THE GRASS WEST OF THE RUNWAY. THE PILOT REPORTED AN INFLIGHT FIRE AFTER HE LANDED AND EGRESSED THE A/C. THE FIRST PERSON ON THE SCENE REPORTED THE A/C CABIN WELL INVOLVED IN FLAME. THE CABIN WAS ALMOST TOTALLY CONSUMED AND THE FUEL TANK RUPTURED AND BURNED PRIOR TO BEING EXTINGUISHED BY THE FIRE DEPARTMENT. (.19)ON JANUARY 20, 2001, AT 1700 CST, A CESSNA 172F, N7882U, EXPERIENCED AN IN-FLIGHT FIRE OF UNKNOWN ORIGINS DURING TAKEOFF FROM RUNWAY 36, GREENWOOD-LEFLORE, MISSISSIPPI. THE PERSONAL FLIGHT WAS OPERATED UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED. THE COMMERCIAL PILOT RECEIVED SERIOUS INJURIES. THE AIRPLANE DEPARTED GREENWOOD-LEFLORE COUNTY AIRPORT AT 1700. THE EXACT CIRCUMSTANCES OF THE FIRE HAS NOT BEEN DETERMINED AT THIS TIME. ACCORDING TO THE AIR TRAFFIC CONTROLLER, N7882U CLIMBED TO APPROX. 35 FEET AFTER TAKEOFF FROM RUNWAY 36. SUDDENLY, THE PILOT EXECUTED A LEFT TURN AND RETUNRED TO THE AIRPORT. THE CONTROLLER OB SERVED SMOKE COMING FROM THE AIRPLANE AS THE PILOT MANUEVERED THE AIRPLANE FOR AN EMERGENCY LANDING ON THE AIRPORT. THE PILOT MADE AN EMERGENCY LANDING IN THE GRASS ADJACENT TO RUNWAY 36. THE OSURCE OF THE IN-FLIGHT FIRE HAS NOT BEEN DETERMINED. (.4)ON JANUARY 20, 2001, AT 1700 CENTRAL STANDARD TIME, A CESSNA 172F, N7882U, EXPERIENCED AN IN-FLIGHT FIRE OF UNKNOWN ORIGINS DURING TAKEOFF FROM RUNWAY 36, GREENWOOD- LEFLORE COUNTY AIRPORT, MISSISSIPPI. THE PERSONAL FLIGHT WAS OPERATED UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED. THE COMMERCIAL PILOT RECEIVED SERIOUS INJURIES. THE AIRPLANE DEPARTED GREENWOOD-LEFLORE COUNTY AIRPORT, IN GREENWOOD, MISSISSIPPI, AT 1700. ACCORDING TO THE PILOT, AFTER DEPARTING GREENWOOD-LEFLORE COUNTY AIRPORT ON RUNWAY 36, HE NOTICED SMOKE IN THE CABIN. HE REPORTED, HE TURNED AROUND AND SAW FLAMES BEHIND HIM. HE TURNED OFF THE MASTER SWITCH, AND TURNED BACK TOWARDS THE AIRPORT. HE TRIED TO PUT OUT THE FLAMES BUT WAS UNSUCCESSFUL. DURING THE RETURN TO THE AIRPORT, THE AIRPLANE COLLIDED W ITH POWER LINES. THEN THE AIRCRAFT CLIPPED A 6' HIGH AIRPORT SECURITY FENCE. THE PILOT LANDED ON THE GRASS NEXT TO THE RUNWAY, AND EXITED THE AIRPLANE. ACCORDING TO THE AIR TRAFFIC CONTROLLER, THE AIRPLANE CLIMBED TO APPROXIMATELY 35 FEET AFTER TAKE OFF FROM RUNWAY 36, AND SUDDENLY THE PILOT EXECUTED A LEFT TURN AND RETURNED TO THE AIRPORT. THE CONTROLLER OBSERVED SMOKE COMING FROM THE AIRPLANE AS THE PILOT MANEUVERED THE AIRPLANE FOR AN EMERGENCY LANDING ON THE AIRPORT. THE PILOT MADE AN EMERGENCY LANDING IN THE GRASS ADJACENT TO RUNWAY 36. EXAMINATION OF THE MAINTENANCE RECORDS REVEALED THAT, NO EVIDENCE OF FIRE OCCURRED PRIOR TO THE MODIFICATION. THE AIRPLANE MAINTENANCE RECORDS REVEALED THAT A RADIO INSTRUMENT RACK, AND OTHER ELECTRICAL EQUIPMENT HAD BEEN INSTALLED IN THE PASSENGER COMPARTMENT PRIOR TO THE FLIGHT. THE AIRPLANE'S PASSENGER COMPARTMENT FROM THE FIREWALL TO AFT OF THE BAGGAGE COMPARTMENT WAS TOTALLY CONSUMED BY THE FIRE AFTER LANDING. THIS FLIGHT WAS THE FIRST FLIGHT AFTER THE MODIFICATION AND THE FIRE STARTED IN THE AREA WHERE THE NEW EQUIPMENT WAS INSTALLED. THE FIRE IGNITION SOURCE HAS NOT DETERMINED. 20010120000369A (.4) ON JANUARY 20, 2001, AT 1500 CST A BEECH BE-23 RIGHT MAIN LANDING GEAR COLLAPSED DURING A LANDING ON RUNWAY 36 AT THE GOLDEN TRIANGLE REGIONAL AIRPORT IN COLUMBUS, MS. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE, AND THE PILOT WAS NOT INJURED. THE FLIGHT DEPARTED COLUMBUS, MS. AT 1440 HOURS. ACCORDING TO THE PILOT, THIS WAS THE FIRST FLIGHT FOLLOWING THE COMPLETION OF THE ANNUAL MAINTENANCE INSPECTION, WHICH INCLUDED REPLACEMENT OF THE TOP HALF OF THE NOSE GEAR. THE PILOT STATED THAT DURING TAXI HE NOTICED THAT THE NOSE WHEEL STEERING SEEMED SLIGHTLY "STIFF" WHEN APPLYING RIGHT RUDDER, AND SLIGHTLY "LESS RESPONSIVE" WHEN APPLYING LEFT RUDDER. AFTER ABOUT 15 MINUTED OF FLIGHT, THE PILOT RETURNED TO THE AIRPORT FOR A LANDING. THE PILOT STATED THAT DURING THE LANDING ROLL, THE AIRPLANE VEERED TO THE RIGHT, AND HE SUBSEQUENTLY APPLIED RUDDER TO CORRECT FOR THE DRIFT CONDITION. AFTER SEVERAL LATERAL OSCILLATIONS, THE AIRPLANE VEERED TO THE LEFT AGAIN AND STARTED TO SKID. AS THE AIRPLANE CONTINUED THE LEF T SKID, AS THE AIRPLANE CONTINUED THE LEFT SKID, THE RIGHT MAINLANDING GEAR COLLAPSED AND THE RIGHT WHEEL ASSEMBLY SEPARATED FROM THE STRUT. ACCORDING TO THE PILOT, THE A/C HAD RECENTLY HAD NOSE GEAR MAINTENANCE AT A LOCAL REPAIR FACILITY. EXAMINATION OF THE AIRPLANE FAILED TO DISCLOSE ANY MECHANICAL MALFUNCTION OR COMPONENT FAILURE. (-23)FIRST FLIGHT OF THE DAY. TEST FLIGHT AFTER ANNUAL INSPECTION, PILOT DEPARTED WITH NORMAL T/O, ORBITED FOR 20 AT 2500 FEET TO CHECK A/C AND DECIDED TO LAND WHEN HE SMELLED FUEL FUMES IN THE COCKPIT. PILOT MADE A NORMAL LANDING WITH ACFT STARTING TO DRIFT TO THE RIGHT, PILOT APPLIED LEFT RUDDER GOT NO RESPONSE, APPLIED ADDITIONAL LEFT RUDDER, THE A/C DRIFTED SHARPLY TO THE LEFT, PILOT THEN APPLIED RIGHT RUDDER, THE ACFT HEADED OFF THE RUNWAY, PILOT TRIED TO CORRECT AND ACFT GROUND LOOPED, SKIDDED TO THE RIGHT BREAKING OFF THE RIGHT LANDING GEAR. ALSO DAMAGE TO THE RIGHT DOOR. 20010120001379A (-23) MR. HARRISON WAS FLYING FROM INDEPENDENCE, OR. TO PRINEVILLE, OR. AFTER LEAVING INDEPENDENCE HE WAS FLYING NEAR HOODO SKI AREA AT 7000' MSL WHEN THE ENGINE STARTED RUNNING ROUGH AND DROPPED RPM. HE APPLIED CARB HEAT AND TURNED TOWARDS SANTIAM STATE WHICH WAS COVERED IN SNOW. THE ENGINE KEPT RUNNING ROUGH AND CONTINUED TO DROP IN RPM. AS HE LOST ALTITUDE HE CHECKED HIS MAGNETOS AND FUEL SUPPLY WHICH WERE BOTH GOOD. THE ENGINE FINALLY DROPPED TO AN IDLE AND HE GLIDED TO A SOFT-FIELD APPROACH DEADSTICK LANDING ON THE SNOWY RUNWAY WHERE UPON TOUCHING DOWN, HIS NOSE GEAR DUG INTO THE SNOW AND BENT BACKWARDS. THE AIRPLANE FLIPPED ONTO IT'S BACK AND MR. HARRISON IMMEDIATELY CRAWLED OUT COMPLETELY UNHURT. DURING THE LANDING THE ELT WAS TRIGGERED AND HE TURNED IT OFF APPROX. TWO MINUTES LATER. 20010120001569I (-23) N690RR, ENROUTE KANSAS CITY, MO. TO OMAHA, NE. WAS ON DESCENT INTO OMAHA WHEN THE PILOT FELT THE A/C YAW SO HE SHUT DOWN THE LEFT ENGINE. THE A/C LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE #4 CYLINDER HOLD DOWN STUDS BROKEN. FURTHER INVESTIGATION REVEALED THAT THE CONNECTING ROD BOLT BROKE. TOTAL TIME ON THE PART WAS 1196 HOURS. 20010120001799I (-23) ON JANUARY 20, 2001, AT 1400E,A FMB-135, S/N 145192, REGISTERED AS N14505 AND BEING OPERATED AS C2XA FLIGHT 3657, DIVERTED TO "PIT" DUE TO CRACKED CO-PILOT WINDSHIELD. THE A/C LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE REPLACED THE WINDSHIELD, AND THE A/C WAS RETURNED TO SERVICE. INVESTIGATION WAS DONE BY DESK AUDIT AND CLOSED. 20010120037989A (-23) A/C SETTLED TOO LOW ON FINAL TO RWY 6 AT ARB. RT MAIN GEAR IMPACTED SNOW BANK. RT GEAR, NOSE GEAR AND PROP DAMAGED. FUSELAGE TWISTED AFT ON CABIN. 20010121000569I (-23) DURING A TELEPHONE INTERVIEW, SUBSEQUENT TO THIS INCIDENT, THE PILOT ADMITTED THAT HE GOT BUSY WITH THE ELECTRIC TRIM (WHICH WAS PLACARDED, DISABLED "DO NOT USE")., CONFIGURING THE AIRCRAFT FOR LANDING, AND NEGLECTED TO LOWER THE LANDING GEAR. 20010121000949I (-23) A/C N9754B FROM GEORGIA TECH FLYING CLUB (YELLOW KACKET FLYING CLUB) BASED OUT OF COBB COUNTY-MCCOLLUM FIELD (RYY) MARIETTA, GEORGIA WAS CLEARED FOR TOUCH AND GOES AT FULTON COUNTY BROWN FIELD (FTY). A/C WAS CLEARED FOR A TOUCH AND GO AND ON ROLL OUT RWY 32 THE NOSE GEAR COLLAPSED. STATEMENT FROM RAYTHEON RAMP SUPERVISOR (TED PHILLIPS) THAT THE A/C LANDED ON RWY 32 AND HE WAS LOOKING STRAIGHT AT THE A/C THE NOSE GEAR FELL DOWN AND THE A/C SKIDDED AND CAME TO REST ON RWY 32. ILC OBSERVED A/C AT FTY WITH THE NOSE GEAR ON A DOLLY. THE A/C WAS LOCKED. NOTING THAT THE GEAR HANDLE WAS IN THE DOWN POSITION. UPON INSPECTION BY THE FAA (IIC)^PRIVACY DATA OMITTED^ D.L.K. AVUIATION, INC. 20010121001039I (-23)SEE ATTACHED SHEET IWP0101013 20010121001259A (-23) ON JAN. 21, 2001, THE A/C DEPARTED MT. PLEASANT, TX. ON RUNWAY 35, AT APPROX. 14:55 LOCAL, WITNESSES REPORT IT MADE A LEFT TURN AND CLIMBED TO AN ESTIMATED 300-500 FT. AGL. AND PROCEEDED SOUTHWEST. AT 15:15 LOCAL THE A/C STRUCK A GUY WIRE OF A COMMUNICATIONS TOWER LOCATED ON THE EAST SIDE OF EDGEWOOD, TX. AT AN ESTIMATED 275-300 FT. LEVEL, WHICH RIPPED APPROX. 5 FEET OF THE LEFT WING LEADING EDGE OFF. THE A/C WAS UNABLE TO SUSTAIN FLIGHT AND IMPACTED THE GROUND .33 STATTUE MILES AWAY, IN A NEAR VERTICAL ATTITUDE. BOTH OCCUPANTS SUSTAINED FATAL INJURIES. A/C TOTAL TIME BASED OFF LAST MAINTENANCE RECORD MADE ON 2/10/99. PILOT TOTAL TIME BASED ON TIME SUPPLIED AT THE LAST MEDICAL DATE 10/12/2000, CURRENT PILOT LOG UNAVAILABLE. 20010121003149A (-19) ON JANUARY 21, 2001, AT 1555 EASTERN STANDARD TIME, A CESSNA 172L, N4378Q, PILOTED BY A CERTIFIED FLIGHT INSTRUCTOR, WAS SUBSTANTIALLY DAMAGED DURING A SHORT FIELD LANDING ON RUNWAY 34 (2,400 FEET BY 65 FEET, ASPHALT) AT THE FLEET FIELD AIRPORT, CULVER, INDIANA. THE AIRPLANE IMPACTED A SNOW BANK ALONG THE FINAL APPROACH PATH TO THE RUNWAY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. ALL THREE CERTIFIED FLIGHT INSTRUCTORS ABOARD REPORTED NO INJURIES. THE FLIGHT DEPARTED FROM THE FULTON COUNTY AIRPORT, ROCHESTER, INDIANA, AT TIME UNKNOWN. (.4) ON JANUARY 21, 2001, AT 1555 EASTERN STANDARD TIME, A CESSNA 172L, N4378Q, PILOTED BY A CERTIFIED FLIGHT INSTRUCTOR, WAS SUBSTANTIALLY DAMAGED DURING A SHORT FIELD LANDING ON RUNWAY 34 (2,400 FEET BY 65 FEET, ASPHALT) AT THE FLEET FIELD AIRPORT, CULVER, INDIANA. THE AIRPLANE IMPACTED A SNOW BANK ALONG THE FINAL APPROACH PATH TO THE RUNWAY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. ALL THREE CERTIFIED FLIGHT INSTRUCT ORS ABOARD REPORTED NO INJURIES. THE FLIGHT DEPARTED FROM THE FULTON COUNTY AIRPORT, ROCHESTER, INDIANA, AT TIME UNKNOWN. THE PILOT REPORTED, "WE WERE PERFORMING A SHORT FIELD LANDING INTO A SHORT FIELD (FLEET FIELD). WE HAD A STABILIZED APPROACH TO THE FIELD AT 60 MPH. WE CLEARED THE OBSTRUCTIONS AT THE EDGE OF THE RUNWAY (TREES), AND THEN PROCEEDED TO LANDING. UPON REACHING THE RUNWAY THRESHOLD WE NOTICED THAT THE SNOW HAD BEEN PILED UP AT THE END OF THE RUNWAY. WE REALIZED THAT WE WERE NOT GOING TO CLEAR THE SNOW PILE AND PROCEEDED TO EXECUTE A GO-AROUND. BY THE TIME THE POWER WAS ADDED WE HIT THE SNOW. THE LEFT MAIN LANDING GEAR CAME OFF UPON IMPACT. IT THEN STRUCK THE HORIZONTAL STABILIZER. I MANAGED TO KEEP THE PLANE ON THE TWO REMAINING GEAR UNTIL THE WINGS WOULD NO LONGER SUPPORT LIFT. THE PLANE THEN VEERED OFF THE LEFT SIDE OF THE RUNWAY AND CAME TO REST IN A SNOW BANK... ." DURING A TELEPHONE INTERVIEW, THE PILOT STATED THAT HE HAS MADE 1000'S OF LANDINGS AT THE FLEET FIELD AIRPORT WHERE HE AND THE TWO OTHER CERTIFIED FLIGHT INSTRUCTORS WORK AS FLIGHT INSTRUCTORS. HE STATED THAT THEY WERE PRACTICING SHORT FIELD LANDINGS WITH THE PILOT IN THE RIGHT SEAT AT THE CONTROLS. THE LEFT SEAT PILOT TOOK OVER THE CONTROLS. (-23) AIRCRAFT CONTACTED ICY/SNOW MOUND AT VERY END OF RUNWAY WHILE LANDING. UPON IMPACT, LEFT MLG SHEARED OFF. A/C CAME TO REST IN SNOW BANK TO THE LEFT OF R/W; APPROXIMAELY 300 FEET FROM CONTACT/MLG IMPACT POINT. BASED UPON THE COUNSELING OF THE PILOT IMMEDIATELY AFTER THE ACCIDENT BY THE SAFETY PROGRAM MANAGER, THE PILOT'S INSTRUCTION ACTIVITY OVER THE PAST YEAR, HIS PARTICIPATION IN THE WINGS PROGRAM PHASES 1,2, AND 3, ALONG WITH HIS ADDED PILOT RATINGS, AND DUE TO THE DELAY IN THE SUBMITTAL OF THIS FORM, NO ADDITIONAL CORRECTIVE ACTION IS PLANNED. 20010121005169I (-23) RUNWAY AND AIRPORT SURFACES WERE COVERED WITH A THIN LAYER OF SNOW, REDUCING CONTRAST AND MAKING IT DIFFICULT FOR PILOT TO IDENTIFY RUNWAY CENTER AND BOUNDARIES. DEPARTURE WAS ON RWY 27, WIND WAS REPORTED 15 MINUTES BEFORE DEPARTURE AS 350 DEGREES AT 7 KTS. PILOT DID NOT ACTIVATE PILOT CONTROLLED RUNWAY LIGHTS. INSPECTOR WHO CONDUCTED ON SCENE INVESTIGATION DETERMINED THE PILOT WAS NOT LINED UP WITH RUNWAY CENTER LINE WHEN HE BEGAN TAKEOFF RUN. A/C DRIFTED OFF LEFT SIDE OF RUNWAY, TAKEOFF WAS ABORTED, MINOR A/C DAMAGE OCCURRED. 20010121012989I (-23)AIRCRAFT DEPARTED AURORA, IL (ARR) AIRPORT FOR PLEASURE FLIGHT. DURING CRUISE OPERATION THE AIRCRAFT ENGINE FAILED. PILOT EXECUTED AN EMERGENCY LANDING IN FARM FIELD. NO DAMAGE TO AIRCRAFT. 20010121023109I (-23) MR. GILL WAS FLYING HIS RC-3 ON A LOCAL PLEASURE FLIGHT WHEN HE WAS UNABLE OT LOWER HIS LANDING GEAR. HE CALLED GREENWOOD TOWER AND ASKED FOR ASSISTANCE. GREENWOOD CONTACTED THE FIRE DEPARTMENT TO STANDBY WHILE MR. GILL LANDED HIS FLOAT ACFT ON THE SOD ALONG SIDE THE RUNWAY. THE RIGHT FLOAT WAS DAMAGED AND IT WAS DETERMINED THAT IT WAS A MINOR INCIDENT WITH MINOR DAMAGE. 20010121038749I (-23) AIRCRAFT: U.S. NAVY, UH-60 HELICOPTER, CONTACTED VNY TOWER AT 1507 HRS. (2307Z) AND REQUESTED AN EMERGENCY LANDING DUE TO A TAIL ROTOR PROBLEM. AIRCRAFT WAS APPROXIMATELY 3 TO 4 MILES WEST OF VAN NUYS AIRPORT. CONTACTED VNY TOWER ON UHF FREQ., RADIO TRANSMISSION OF REQUEST BROKEN UP, TOWER CONTROLLER DID NOT UNDERSTAND COMPLETE AIRCRAFT ID NUMBER. AIRCRAFT LANDED ON RUNWAY 16R WITHOUT INCIDENT, TAXIED OFF RUNWAY AT 10G, AND REQUESTED TO GO TO MILLION-AIR RAMP AT NORTH END OF AIRPORT. AIRCRAFT LEFT WITHIN A FEW HOURS LATER FOR NORTH ISLAND NAVAL BASE, SAN DIEGO, CA. SEE: ^PRIVACY DATA OMITTED^ NOTE: UNABLE TO CONTACT ANYONE WHO SAW THE AIRCRAFT NOR ANYONE WHO SPOKE TO THE AIRCRAFT CREW, THEREFORE, VERY LITTLE IS KNOWN ABOUT THIS AIRCRAFT. 20010122000339I (-23)THE PILOT STATED: AT CRUISE FLIGHT HE SCANNED THE INSTRUMENT PANEL, NOTING THE DIGITAL ANMETER INDICATED 11.6 AMPS. THIS INDICATED LOSSS OF ALTERNATOR OUTPUT. HE THEN NOTIFIED ATC OF THIS PROBLEM, SHUT OFF ALL UNNECESSARY EQUIPMENT AND DID NOT DECLARE AN EMERGENCY, BUT MADE A NORMAL LANDING AT ERIE AIRPORT. HE THEN TAXIED TO NORTH COAST AVIATION FOR NECESSARY REPAIRS. THE ALTERNATOR WAS REMOVED FOR OVERHAUL AND RE-INSTALLATION. 20010122001059I (-23)ON SUNDAY JANUARY 21 AT APPROX. 1305 PST A DELTA AIRLINES MD-11 A/C, U.S. REGISTRATION NUMBER N809DE, DEPARTING FROM PDX (PORTLAND OREGON) EN ROUTE TO NARITA, JAPAN AS FLIGHT 51/21, ABORTED TAKE OFF ON RUNWAY 10R DUE TO AN ABRUPT POWER LOSS ON NUMBER THREE ENGINE, FOLLOWED BY INTENSE VIBRATIONS AND ACUTE YAWING OF THE A/C. THIS INCLUDED REDUCED BRAKING ACTION ON THE RIGHT MAIN LANDING GEAR. THE A/C WAS STOPPED ON THE RUNWAY WITHIN APPROX. THE LAST THOUSAND FEET. IT WAS THEN TAXIED ONTO AN ADJACENT TAXIWAY AND THE APSSENGERS WERE DEPLANED BY NORMAL MEANS. NO EMERGENCY WAS DECLARED AND NO EMERGENCY PROCEDURES WERE IMPLEMENTED. THERE WERE NO INJURIES TO THE PASSENGERS OR CREW. THE FLIGHT CREW REPORTED THAT THEY HAD SEEN A BIRD PASS IN FRON TOF THE A/C IN THE VICINITY AND APPROX. ALTITUDE OF THE RIGHT HAND ENGINE BEFORE THE ENGINE POWER LOSS OCCURRED. AN APPRO ENTRY WAS MADE IN THE A/.C MAINTENANCE LOG. 20010122001389I (-23) IT APPEARS THAT NOSE LANDING GEAR SYSTEM HAD A MECHANICAL FAILURE. AT THIS TIME FAILED COMPONENTS HAVE NOT BEEN IDENTIFIED. THERE WILL BE A FOLLOWING WITH EITHER BEAGLES OR ROCKY MT. STRAIGHT FLIGHT, WHICHEVER FACILITY GETS THE CONTRACT. AT THAT TIME DETERMINATION WILL BE MADE IF AN M&D NEEDS TO BE WRITTEN. 20010122001549I (-23) ON 1-21-01 AT 1945 CST AT DULUTH, MN. N16U, BEECH E18S, OPERATED BY NAVAIR, INC. (N6VA) UNDER 14 CFR PART 135, ON-DEMAND CARGO WAS DEPARTING FROM RWY. 27. THE A/C IS PROPERLY CERTIFIED AND THE INSPECTION STATUS IS CURRENT. THE CREW (2) IS PROPERLY CERTIFIED AND CURRENT. UPON THE TAIL LIFTING A NOISE WAS HEARD AND THE A/C SETTLED TO THE RUNWAY. UPON CONTACT WITH THE CONCRETE RUNWAY NOTICABLE DAMAGE RESULTED TO THE PROPELLERS AND AN ANTENNA MAST WAS BROKEN. PROBABLE DAMAGE TO THE ENGINE RESULTED. NO FIRE. NO INJURIES, AND THE ELT DID NOT SOUND. THE CREW STATED, "THE LANDING GEAR HANDLE WAS OBSERVED IN THE INTERMEDIATE POSITION UPON STOPPING ON THE RUNWAY. THE A/C HAD NO RECENT LANDING GEAR PROBLEMS. WE MAY HAVE BUMPED THE GEAR HANDLE PRIOR TO TAKE OFF". 20010122002789I (-23) ON MONDAY, JANUARY 22, 2001 AT 0943 LOCAL TIME, THE CREW OF A B-757-251 AIRCRAFT, N530US, OPERATED BY NORTHWEST AIRLINES, INC., NOTICED THE BEGINNING OF A SLOW DIMINISHMENT OF OIL QUANTITY IN THE NUMBER TWO POWER PLANT FOLLOWING TAKEOFF. AFTER LEVELINGOFF AT FL39, THE QUANTITY CONTINUED TO DECLINE, BUT THE PRESSURE REMAINED STABLE. FINALLY, THE PRESSURE LOW LIGHT ILLUMINATED AND THE CREW SHUT DOWN THE NUMBER TOW POWERPLANT. AN EMERGENCY LANDING WAS ACCOMPLISHED UNEVENTFULLY AT THE SYRACUSE HANCOCK INTERNATIONAL AIRPORT. CONTRACT MAINTENANCE INVESTIGATED AND FOUND THE "O" RING MISSING ON THE NUMBER TWO POWERPLANT MAIN OIL FILTER. THE AIRCRAFT WAS JUST OUT OF AN "A" CHECK AT BOSTON THE PREVIOUS SHIFT. THIS MATTER IS STILL UNDER INVESTIGATION BY THE ROCHESTER FSDO. THIS INCIDENT IS CONSIDERED CLOSED. 20010122005259I (-23) EMPLOYEE OF ANOTHER COMPANY WAS TOWING DEICING TOWER TO EQUIPMENT PARKING AREA WHEN IT STRUCK THE HORIZONTAL STABILIZER OF N-85-GL. THE A/C RECEIVED SUBSTANTIAL DAMGE. THE R/H ELEVATOR END CAP AND END RIB FROM APPROX. 3" AFT OF THE LANDING TO THE TRAILING EDGE WERE DAMAGED. THE TUG DRIVER WAS NOT INJURED AND THE A/C WAS REMOVED FROM SERVICE. 20010122038239A (-23) ON 01/22/01, AT APPROXIMATELY 0605 UTC, N61AE, A BHT-206-L1, WAS PREPARING FOR A DEPARTURE FROM BLESSING HOSPITAL, QUINCY, EL FOR THE PURPOSE OF RETRIEVING AN AMBULATORY PATIENT IN CANTON, MO. THE AIRCRAFT WAS PULLED FROM THE HANGAR FACILITY ADJACENT TO THE HOSPITAL AND PLACED ON THE HELIPAD. THE AIRCRAFT WAS TENDED BY THE PILOT, A PARAMEDIC, A FLIGHT NURSE, AND A SECURITY GUARD THAT WAS EMPLOYED BY THE HOSPITAL. THE PILOT AND FLIGHT NURSE BOARDED THE AIRCRAFT IN ANTICIPATION OF THE ENGINE START AND SUBSEQUENT DEPARTURE. THE PARAMEDIC POSITIONED HIMSELF AT THE NOSE OF THE AIRCRAFT TO CONNECT THE POWER CART FOR THE START SEQUENCE. THE SECURITY GUARD ACCOMPANIED, AND WAS STANDING NEXT TO, THE PARAMEDIC. THE ENGINE START WAS INITIATED AND ROTORS WERE TURNING WHEN THE PILOT INDICATED, THROUGH THE USE OF HAND SIGNALS TO THE PARAMEDIC, TO DISCONNECT THE POWER CART FROM THE AIRCRAFT. THE PARAMEDIC DISCONNECTED THE POWER CART AND DRAPED THE PLUG OVER THE CART SITUATED BEHIND HIM. HE THEN LEANED DOWN TO SECURE THE PANEL AT THE AIRCRAFT CONNECTION POINT. AS HE STOOD, HE HEARD A THUMP AND TURNED TO FIND THAT THE POWER CART AND THE SECURITY GUARD WERE NO LONGER PRESENT. UPON NOTING A FIGURE LYING UNDER AND NEAR THE TAIL ASSEMBLY, HE MOTIONED FOR THE PILOT TO "CUT" THE ENGINE. THE PARAMEDIC THEN PROCEEDED TO THE EMERGENCY ROOM TO OBTAIN MEDICAL PERSONNEL. IT WAS DETERMINED THAT THE SECURITY GUARD HAD PULLED THE POWER CART TOWARD THE HANGAR AFTER THE DISCONNECT FROM THE AIRCRAFT, AND SUBSEQUENTLY CAME IN CONTACT WITH THE TAIL ROTOR ASSEMBLY BY WHICH HE SUSTAINED SERIOUS INJURIES. THE SECURITY GUARD EXPIRED LATER ON THIS DATE. 20010122039579A (-23) AIRCRAFT DEPARTED BLM ON 01-22-2001. PILOT WAS REPORTED TO HAVE FLOWN AIRCRAFT TWICE BEFORE CROSS COUNTRY. AIRCRAFT DEPARTED BLM, WALL, NJ, ENROUTE TO 3I2, PT. PLEASANT, WEST VIRGINIA. RECORDS SHOW 21.5 GALLONS OF FUEL WAS PURCHASED ON 01-22-01 AT BLM. AIRCRAFT WAS REPORTED TO BE OVERDUE AT DESTINATION ON 01-23-01. SEARCH AND RESCUE WAS INITIATED. AIRCRAFT WAS FOUND 25 FEET OFF ROUTE 310, 4.2 MILES NORTH OF GRAFTON, WEST VIRGINIA ON 01-27-01 IN A WOODED AREA OVER AN EMBANKMENT COVERED WITH SNOW. INVESTIGATION REVEALED NO FUEL EVIDENT IN FUEL LINES, CARBURETOR OR FUEL TANK. SEVERAL WITNESSES STATED THEY HEARD THE ENGINE QUIT AND THE AIRCRAFT FLEW AROUND LAKE TYGART. DURING A TURN AROUND THE LAKE, THE ENGINE STARTED AGAIN AND THEN THE AIRCRAFT FLEW OVER THE NEXT MOUNTAIN AND THE ENGINE QUIT AGAIN. AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND PILOT WAS FATALLY INJURED. 20010123000669I (-23) ON 1-23-01, VTZA FLIGHT #498 ABORTED TAKE OFF ON RUNWAY 28L AT PITTSBURGH INTERNATIONAL AIRPORT (PIT) AT 19:35 LOCAL TIME. FURTHER INVESTIGATION REVEALED THAT THE RIGHT (IEC) OR ENGINE CONTROL COMPUTER HAD FAILED.^PRIVACY DATA OM^OF MAINTENANCE CONTROL FOR VTZA IN IAD AIRPORT STATED THAT THE RIGHT DISPLAY PANEL WAS REMOVED AND REPLACED, AND COMPUTER FAULTS WERE REMOVED. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010123000819A (-23) ON 1/23/01, ABOUT 0745 PST, N8353F SUSTAINED DAMAGE DURING A HARD LANDING (OFF AIRPORT) AFTER THE ENGINE QUIT DURING AN AUTOROTATION. THE MAIN ROTOR SEVERED THE TAIL BOOM BUT THE HELICOPTER STAYED UPRIGHT. THE PILOT AND THREE PASSENGERS EXITED THE A/C WITH NO INJURIES. THE PILOT REPORTED THAT DURING THE CRUISE FLIGHT THE TORQUE METER FLUCTUATED, THE POWER WAS DECREASING, THE PILOT STARTED A DESCENT. ABOUT 10 SECONDS LATER THE CHIP LIGHT CAME ON AND ABOUT 15 SECONDS LATER HE HEARD A LOUD BANG AND THE ENGINE QUIT. 20010123001539I (-23) ON 1-23-2001 AT SAUL CENTRE, MN (D39) N5904W, PIPER PA-28-160, PILOTED BY OWNER/PRIVATE PILOT ^PRIVACY DATA^WAS ATTEMPTING TO LAND ON RWY 32. PILOT IS PROPERLY CERTIFIED AND CURRENT. VMC CONDITIONS PREVAILED. A/C TOUCHED DOWN 200 FEET SHORT OF THE RWY. THRESHOLD ON CENTER. AT 100 FEET FROM THE THRESHOLD ON THE CENTER LINE IT RAN UP ON A SNOW BANK. APPROX. 18 INCHES IN HEIGHT. THE A/C CLEARED THE SNOW BANK AND STOPPED NEAR THE RIGHT MOST THRESHOLD LIGHT OF THE RUNWAY. RESULT OF THE CONTACT WITH THE SNOW BANK THE NOSE LANDING GEAR STRUT BARREL SEPARATED AND THE PROPELLER BLADES WERE BENT TO THE REAR. NO FIRE, NO INJURIES. THE ELT ACTIVATED. 20010123002429I (-23)NO NARRATIVE 20010123004959I (-23) DEPARTED FMY (APPROX) 12:50 PM ENROUTE TO PIE. UPON APPRAOCH TO PIE WAS CLEARED FOR LANDING. PUT GEAR DOWN, LIGHT DID NOT LIGHT, RECYCLED GEAR, NO LIGHT. ASKED TOWER TO CHECK GEAR, AT FIRST COULD NOT TELL, THEN TOWER SAID THEY COULD SEE 3 DOWN, LANDED OKAY, ON ROLLOUT NOSE DROPPED AND PROP HIT GROUND. 20010123025459A (-23) INSTRUCTOR AND STUDENT PERFORMED A GO-AROUND. STUDENT RETRACTED GEAR EARLY, AIRCRAFT STALLED AND SETTLED TO RUNWAY. (.4) ON JANUARY 23, 2001, AT 1258 MOUNTAIN STANDARD TIME, A CESSNA 182RG, N5487T, COLLIDED WITH THE GROUND DURING A GO-AROUND AT DOUGLAS, ARIZONA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE CERTIFICATED FLIGHT INSTRUCTOR RECEIVED MINOR INJURIES; HIS DUAL STUDENT WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED AS A TRAINING FLIGHT BY COCHISE COLLEGE UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE LOCAL FLIGHT ORIGINATED AT 1220. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE OPERATOR, JUST BEFORE TOUCHDOWN FOR A TOUCH-AND-GO LANDING, THE STUDENT PILOT BEGAN THE LANDING FLARE AND THE AIRPLANE BALLOONED. THE INSTRUCTOR DIRECTED THAT THE STUDENT GO AROUND AND CALLED FOR FULL POWER. THIS WAS FOLLOWED BY THE STALL WARNING HORN. THE INSTRUCTOR PUSHED FORWARD ON THE YOKE WHILE STATING HE HAD CONTROL OF THE AIRPLANE. THE CONTROLS FELT HEAVY AND THE INSTRUCTOR NOTED THAT THE STUDENT WAS STILL ON THE FLIGHT CONTROLS PULLING THE YOKE AFT. THE INSTRUCTOR WAS UNABLE TO SEE THE PO SITION OF THE LANDING GEAR. A RIGHT ROLL AND YAW WAS COUNTERED WITH THE FLIGHT CONTROLS AND THE FLAPS WERE EXTENDED TO 20 DEGREES, FOLLOWED BY A LEFT ROLL AND YAW. THE AIRPLANE STOPPED SETTLING AND WAS ROLLED LEVEL. IT ROLLED RIGHT AGAIN AND THE RIGHT WING STRUCK THE GROUND FOLLOWED BY THE PROPELLER. IT LANDED ON ITS BELLY AND SLID TO A STOP. AFTER THE AIRPLANE CAME TO A REST THE LANDING GEAR WAS FOUND IN THE RETRACTED POSITION. THE OPERATOR STATED THAT IT APPEARED THE STUDENT RAISED THE LANDING GEAR AT THE START OF THE GO-AROUND, CONTRARY TO SCHOOL POLICY. 20010123038609A (-23) ON JANUARY 23, 2001, ABOUT 1330 LOCAL TIME, A CESSNA 172 AIRPLANE, N737CU, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING AT THE KIPNUK AIRPORT. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES FAA FLIGHT WHEN THE ACCIDENT OCCURRED. THE PILOT STATED THAT HE AND THE PASSENGER WERE ON FAA AIRWAYS FACILITIES WORK IN HIS POV. THE PRIVATE CERTIFICATED PILOT AND THE SOLE PASSENGER RECEIVED MINOR INJURIES. THE PILOT STATED THAT UPON LANDING ON THE RUNWAY A CROSSWIND CAUSED THE AIRCRAFT TO MOVE TOWARD THE SIDE OF THE RUNWAY. THIS IS WHEN THE AIRCRAFT LANDING GEAR CONTACTED THE SNOW ALONG THE EDGE OF THE RUNWAY WHICH CAUSED THE AIRCRAFT TO FLIP OVER ONTO ITS BACK. THE PILOT ESTIMATED A CROSSWIND OF ABOUT TEN KNOTS. 20010123039689A (-23) ON JANUARY 23, 2001 AIRCRAFT DEPARTED DUT RUNWAY 30, ABOUT 2130 AST. NIGHT VFR CONDITIONS REPORTED. A/C COLLIDED WITH TERRAIN (EIDER POINT) AT THE 1500 FT LEVEL, ABOUT 4.5 MILES FROM THE RUNWAY, ON A 309 DEGREE BEARING FROM THE AIRPORT. IMPACT AND POST ACCIDENT FIRE LEFT ONLY THE TAIL AND PARTS OF THE WINGS VISIBLE. WX CONDITIONS PREVENTED GETTING TO ACCIDENT SCENE UNTIL JANUARY 26. AIRCRAFT HAD BEEN LOADED WITH ABOUT 2500 LBS OF COD MELT AND FUELED WITH 460 GALLONS OF AVGAS AT ABOUT 2030 HOURS. (AWOS) REPORTED ON JANUARY 23, 2001 AT 2315 HOURS FOR UNALASKA IN PART: WIND, 210 DEGREES AT 7 KNOTS, VISIBILITY 8 STATUTE MILES; CLOUDS AND SKY CONDITION; FEW AT 200 FT, 1800 FT BROKEN, 4100 FOOT OVERCAST; TEMPERATURE, 36 DEGREES F; DEW POINT, 28 DEGREES F, ALTIMETER 28.83 IN HG. 20010124000289I (-23) STUDENT PILOT/OWNER LANDED ON RUNWAY 19R AND LAS AND STARTED A RIGHT TURN TO EXIT THE RUNWAY TOO SOON AND CONTACTED A TAXIWAY LIGHT WITH THE RIGHT PROP. THE INSTRUCTOR/PIC SAW WHAT WAS HAPPENING BUT REACTED TOO LATE TO PREVENT IT. THE RIGHT PROP RECEIVED MINOR DAMAGE, THE RIGHT ENGINE WAS REMOVED AND DISASSEMBLED TO INSPECT FOR INTERNAL DAMAGE. 20010124000499A (-23) ON JANUARY 24, 2001 N17AE A BEECH KING AIR REPORTED AN ENGINE PROBLEM DURING CLIMB OUT FROM RUNWAY 2 CENTER AT THE NASHVILLE, TN AIRPORT. THE A/C MADE A RIGHT TURN AND CRASHED INTO THE AIRPORT PROPERTY. THE A/C BURNED. THREE PASSENGERS DIED. THE PILOT WAS SEVERLY BURNED. (.4) SHORTLY AFTER TAKEOFF AT LESS THAN 200 FEET ABOVE GROUND LEVEL THE PILOT REPORTED AN ENGINE FAILURE, AND REQUESTED TO RETURN TO THE AIRPORT. THE CONTROLLER SAW THE AIRPLANE IN A RIGHT TURN, DESCENDING, AND OBSERVED THE AIRPLANE LEVEL ITS WINGS JUST PRIOR TO IMPACT WITH THE TIPS OF TREES. THE AIRPLANE COLLIDED WITH TERRAIN APPROXIMATELY 2,000 FEET EAST OF THE APPROACH END OF RUNWAY 20L. A POST CRASH FIRE ENSUED AND CONSUMED A MAJORITY OF THE AIRPLANE. EXAMINATION OF BOTH ENGINES DISPLAYED CONTACT SIGNATURES TO THEIR INTERNAL COMPONENTS CHARACTERISTIC OF THE ENGINES BEING POWERED, WITH THE PROPELLERS OUT OF FEATHER AT THE TIME OF IMPACT, AND A LOW POWER RANGE. EXAMINATION OF THE PROPELLERS FOUND THE LEFT PROPELLER BLADES SHOWED MORE DAMAGE THEN THE BLADES FROM THE RIGHT PROPELLER. BOTH PROPELLERS WERE ROTATING WITH CONSIDERABLE ROTATIONAL ENERGY. HOWEVER, EXAMINATION SHOWED THAT THE L EFT PROPELLER HAD MORE POWER THEN THE RIGHT. 20010124001929A (-23) ACCORDING TO WITNESSES, THE AIRPLANE DEPARTED RUNWAY 26, AND TURNED CROSSWIND FOR A SOUTHBOUND DEPARTURE. WITNESSES OBSERVED SOMETHING FLYING FROM THE A/C. A SEARCH OF THE FIELD ALONG THE FLIGHT PATH PRIOR TO IMPACT REVEALED PIECES OF PLEXIGLASS FROM CANOPY, AND THE REAR SEAT OCCUPANTS HEADPHONE AND HAT. THE AIRPLANE WAS OBSERVED TO PITCH-UP APPROX. 30 DEGREES, AND DROP IMMEDIATELY TO THE GROUND. THE IMPACT WITH TERRAIN DESTROYED THE AIRPLANE. 20010124002099I (-23) ON JANUARY 24, 1002 AT 1205 EST DURING A LOCAL PLEASURE FLIGHT, A CESSNA 152 PILOTED BY A PRIVATE PILOT; IN THE VICINITY OF PUNTA GORDA, FLORIDA SUFFERED MINOR DAMAGE WHEN THE PRIVATE PILOT LOST CONTROL DURING LANDING ON RUNWAY 33 AT CHARLOTTE COUNTY AIRPORT. DURING THE LANDING THE AIRCRAFT LANDED HARD AND BOUNCED. UPON THE SECOND CONTACT WITH THE GROUND, THE NOSE WHEEL HIT FIRST AND SHEARED OFF. THE A/C ENDED UP ON THE SIDE OF THE RUNWAY IN THE GRASS. THE WEATHER WAS VFR. 20010124002589I (-23) ON 01/24/01, AT 1548 EST, DELTA EXPRESS (ATLANTIC SOUTHEAST AIRLINES) FLIGHT #4447, A CRJ-65, ENROUTE FROM WHITE PLAINS , NY(HPN) TO ATLANTA (ATL), DIVERTED TO RICHMOND INTERNATIONAL AIRPORT (RIC) AND LANDED ON RUNWAY 16 DUE TO AN ILLUMINATED MASTER CAUTION LIGHT FOR SMOKE IN THE CARGO COMPARTMENT. THE CREW DISCHARGED THE NORMAL AND THEN THE STANDBY HALON FIRE BOTTLE DURING FLIGHT. AFTER LANDING, THE AIRCRAFT EXITED RUNWAY 16 ONTO INACTIVE RUNWAY 25, WHERE UPON THE CAPTAIN ELECTED TO CONDUCT AN EMERGENCY EVACUATION WITH THE PASSENGERS AND CREW EXITING THROUGH THE MAIN CABIN DOOR, UTILIZING THE AIRCRAFT AIRSTAIRS. THE CAPTAIN CHOSE THE FORWARD MAIN DOOR EXIT TO KEEP THE PASSENGERS AS FAR AWAY AS POSSIBLE FROM THE CARGO COMPARTMENT. THE ESTIMATED TOTAL TIME IT TOOK TO EVACUATE THE AIRCRAFT WAS ONE MINUTE. CONTRACT PERSONNEL INSPECTED THE AIRCRAFT AND FOUND THE CARGO COMPARTMENT RECIRCULATING FAN HAD OVERHEATED AND FAILED. NO DAMAGE WAS NOTED TO THE CARGO COMPARTMENT OR TO THE AIRCRAFT ITSELF. AIRCRAFT WAS FERRIED TO ATLANTA, COMPANY MAINTENANCE FOUND NO PROBLEM WITH THE RECIRCULATING FAN. MAINTENANCE COULD NOT DUPLICATE THE PROBLEM. AS A PRECAUTIONARY MEASURE, THE SMOKE DETECTOR WAS REPLACED. 20010124005029I (-23) ON AN INSTRUCTIONAL FLIGHT, A/C SKIDDED OFF THE TAXIWAY ON A TURN. POSSIBLE FACTORS WERE PROP BLAST FROM AN EMB-120, EXCESSIVE SPEED DURING TAXI, QUARTERING GUSTING TAIL WINDS, OR A COMBINATION OF THESE ITEMS. WE ARE UNABLE TO DETERMINE THE EXACT CAUSE OF THIS INCIDENT. INSTRUCTOR STATES THAT THE A/C WAS NOT MAKING THE TURN. HE SAID HE APPLIED FULL BRAKES, BUT WAS UNSUCCESSFUL. 20010124005639A (-23) AIRCRAFT WAS DESTROYED BY IMPACT WITH TREES 7 MILES NORTH OF MEADOW LAKE AIRPORT. CONDITIONS AT NEAREST REPORTING SITE WERE REPORTING AS INSTRUMENT METEOROLOGICAL CONDITIONS. ALTHOUGH THERE WAS NO RADIO CONTACT WITH THE AIRPLANE, ATRCC HAS IDENTIFIED ON RADAR AN AIRCRAFT FOLLOWING THE ROUTE OF FLIGHT. THE PLOT SHOWS AN AIRCRAFT TRAVELING ON A STEADY COURSE TOWARDS MEADOWLAKE AIRPORT BEFORE DISAPPEARING FROM THE SCREEN. THERE WERE NO WITNESSES. NO FLIGHT PLAN HAD BEEN FILED. 20010125000459A (-23) ON THURSDAY JANUARY 25, 2001, ABOUT 1630 EST, A CESSNA 120, N3070N, COLLIDED WITH THE GROUND SHORTLY AFER TAKE-OFF, ADJACENT TO RUNWAY 35 AT THE BAR HARBOR AIRPORT (BHB). THE CESSNA WAS EQUIPPED WITH SNOW SKIS AND THE PILOT WAS PRACTING TAKE-OFF AND LANDINGS IN AN AREA ADJACENT TO RUNWAY 35 AT BAR HARBOR. THE PILOT, MR. STEPHEN MICHAEL ROBBINS, STATED THAT HE HAD MADE APPROXIMATELY EIGHT TAKE-OFF AND LANDINGS PRIOR TO THE ACCIDENT TAKE-OFF, HE STATED THAT HE BEGAN HIS TAKE OFF ROLL, LIFTED TAIL FROM THE GORUND AND ROTATED AT APPROXIMATELY 55 MPH, THE AIRCRAFT BECAME AIRBRONE BUT IMMEDIATELY SETTLED BACK ONTO THE THE SNOW SURFACE WITH THE LEFT SKI STRIKING THE GROUND, FOLLOWED BY THE LEFT WIND TIP, AFTER THE LEFT WING STRUCK THE GROUND STRIKING BOTH SKIS LEFT FURROWS MARKS IN THE SNOW, THE AIRCRAFT THEN FLIPPED AND LANDED ON ITS' TOP. THE WINDS REPORTED BY THE PILOT WAS SAID TO BE LESS THAN 5 KNOTS, THE PILOT ALSO STATED THAT IT WAS A NICE SUNNY DAY. THE PILOT CERTIFICATE RATINGS INCLUDED AIRPLANE/PRIVATE PILOT/SINGLE ENGINE LAND. THE DATE OF MR. ROBBINS' LAST MEDICAL WAS FEBRUARY 24, 2000. (.4) ON JANUARY 25, 2001, AT 1630 EASTERN STANDARD TIME, CESSNA 120, N3070N, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM THE HANCOCK COUNTY-BAR HARBOR AIRPORT (BHB), TRENTON, MAINE. THE CERTIFICATED PRIVATE PILOT/OWNER WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL PERSONAL FLIGHT THAT ORIGINATED AT THE BAR HARBOR AIRPORT, AT 1630. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A TELEPHONE INTERVIEW, THE PILOT SAID THE AIRPLANE WAS A "TAILDRAGGER" AND WAS EQUIPPED WITH SKIS. HE SAID THE PURPOSE OF THE FLIGHT WAS TO PRACTICE TAKEOFFS AND LANDINGS ON THE SNOW. THE PILOT/OWNER SAID THAT HE HAD DEPARTED BAR HARBOR EARLIER IN THE DAY AND SUCCESSFULLY PERFORMED A LANDING AND SUBSEQUENT TAKEOFF FROM A NEARBY FROZEN LAKE. HE SAID HE RETURNED TO BAR HARBOR AND PERFORMED SEVERAL TAKEOFFS AND LANDINGS IN THE SNOW-COVERED INFIELD ADJACENT TO RUNWAY 35. ACCORDING TO THE PILOT: "I HAD BEEN UP PRACTICING TOUCH-AND-GOES AND FULL STOPS. ON THE TAKEOFF, NEAR AS I CAN TELL, WHAT HAPPENED WAS THAT AT TAKEOFF SPEED, I WAS PULLING BACK ON THE YOKE WHEN I HIT A BUMP. I WENT UP A LITTLE AND WHEN I CAME BACK DOWN THE LEFT SKI HIT A SOFT SPOT IN THE SNOW. THE RIGHT SKI STAYED ON TOP OF THE SNOW, BUT THE LEFT SKI CAME DOWN LIKE THERE WAS A SOFT SPOT AND SUNK ABOUT 12 TO 14 INCHES INTO THE SNOW. THE SKI SUNK IN AND CAUGHT. THE SKI SUBMARINED UNDER THE SNOW AND THE PLANE NOSED UP AND OVER. I WAS IN A TAKEOFF ATTITUDE, THE TOES WERE UP, AND I HIT THIS VERY LITTLE BUMP IN THE TERRAIN, A LITTLE BERM. THE ONLY REASON I WOULD TAKE OFF ON SOMETHING SO SMALL WAS BECAUSE OF THE SPEED AND ATTITUDE. BUT WHEN THAT SKI SUNK IN, I HIT THE LEFT WING TIP, THE NOSE PROP, AND POLE-VAULTED RIGHT OVER AND LANDED COMPLETELY UPSIDE DOWN FACING UP [RUNWAY] 35." THE PILOT REPORTED HE HAD APPROXIMATELY 130 HOURS OF TOTAL FLIGHT EXPERIENCE. HE SAID HE HAD 30 HOURS OF EXPERIENCE IN THE CESSNA 120, 12 HOURS OF WHICH WAS ON SKIS. THE PILOT SAID OTHER PILOTS WITH SKI-EQUIPPED AIRPLANES HAD SHARED WITH HIM THEIR KNOWLEDGE AND EXPERIENCE ABOUT FLIGHT WITH SKIS, BUT THAT HE HAD NO FORMAL INSTRUCTION FLYING AIRPLANES EQUIPPED WITH SKIS. HE SAID, "MY INSURANCE COMPANY REQUIRED 10 HOURS FOR THE TAILWHEEL, BUT ACTUAL INSTRUCTION ON SKIS, I DIDN'T GET THAT." THE PILOT/OWNER WAS ASKED TO DESCRIBE THE PERFORMANCE AND HANDLING OF HIS AIRPLANE. HE SAID: "EXCELLENT. THEREWAS NO PROBLEM. THERE WASN'T A BREATH OF WIND, EVERYTHING WAS WORKING GOOD, AND IT WAS JUST ONE OF THOSE THINGS." THE WEATHER REPORTED AT BAR HARBOR WAS SCATTERED CLOUDS AT 4,300 FEET WITH WINDS FROM 320 DEGREES AT 4 KNOTS. 20010125000609I (-23)AFTER LANDING, WHILE TAXIING NOSE GEAR COLLAPSED. MINOR DAMAGE TO NOSE GEAR. NOSE GEAR DOORS AND PROPELLER. NO INJURIES. 20010125000639I (-23) WHILE ON APPROACH TO THE GERALD FORD INTERNATIONAL AIRPORT, GRAND RAPIDS, MI, CONAIR FLIGHT #5689, A BOMBARDIER CL-600-2B19, EXPERIENCED A RAPID ROLL TO THE RIGHT WHEN FLAPS 45 WERE SELECTED. THE FLIGHT CREW WAS ABLE TO MAINTAIN CONTROL OF THE A/C. THE APPROACH WAS TERMINATED. THE FLIGHT CREW DETERMINED THAT THE RIGHT INBOARD SPOILER HAD DEPLOYED UNCOMMANDED AND IN-FLIGHT PROCEDURES FAILED TO ENABLE THE CREW TO RETRACT THE SPOILER. THE A/C LANDED WITHOUT INCIDENT. (-19)ON JANUARY 25, 2001, AT 1311 EST, A CANADAIR CL-600-2B19, N785CA, OPERATED BY COMAIR AS FLIGHT 7326, EXPEREINCED AN UNCOMMANDED ROLL WHILE ON APPROACH TO KENT COUNTY INTERNATIONAL AIRPORT (GRR) GRAND RAPIDS, MICHIGAN. THE CERTIFICATED AIRLINE TRANSPORT FLIGHT CREW, 1 FLIGHT ATTENDANT, AND 18 PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SCHEDULED PASSENGER FLIGHT THAT ORIGINATED FROM THE GREATER CINCINNATI/NORTHERN KENTUCKY REGIONAL AIRPORT, COVINGTON, KENTUCKY. FLIGHT 7326 WAS OPERATED ON AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN UNDER 14 PART 121. 20010125000699I (-23) ON 1-25-01, AT 19:23 LOCAL TIME, AMWA FLIGHT 588, N165YV, A BE-1900-D, DEPARTED PIT ENROUTE TO FKL AND RETURNED AFTER TAKEOFF TO PIT, DUE TO AFT CARGO DOOR OPENING IN FLIGHT. EMERGENCY LANDING WAS MADE WITHOUT INJURIES. ON 1-26-01, INSPECTION OF N165YV AT THE DUJ MAINTENANCE BASE REVEALED THE FOLLOWING INFORMATION: THE AFT CARGO DOOR HAD BEEN DEFERRED SINCE 1-24-01 FOR CARGO DOOR ANNUNCIATOR ILLUMINATING IN FLIGHT. THIS DEFERRAL HAD RELIEF ON MEL PAGE 52-1, ITEM 2. INSPECTION OF THE DOOR REVEALED THAT THE CARGO DOOR LOCK MECHANISM AND ALL DEVICES WORKING I.A.W. BEECH MANUALS. AS A RESULT OF THIS INCIDENT AMWA WILL MAKE CHANGES TO ITS CURRENT MEL PROCEDURES AND PROVIDE ASSURANCES THAT THE CARGO DOOR IS SECURELY LATCHED WHEN THE ANNUNCIATOR SYSTEM IS INOPERATIVE PER THE POI OF AMWA^PRIVACY DA^. SUBMISSION OF THIS REPORT CLOSED THIS INCIDENT. 20010125005319I (-23) AT 1800C THE A/C DEPARTED ALBERT LEA, MN(AEL) ENROUTE TO WINDOM, MN (MWM). THE FLIGHT WAS CONDUCTED UNDER NIGHT VMC CONDITIONS. APPROX. 5 MILES NW OF THE ALBERT LEA AIRPORT AT 3500 FT. MSL, THE PILOT EXPERIENCED A CATASTROPHIC ENGINE FAILURE. THE PILOT MADE AN EMERGENCY LANDING ON A COUNTY ROAD BUT WAS FORCED TO TURN THE AIRCRAFT INTO THE SNOW ON THE RIGHT SHOULDER TO AVOID RUNNING INTO A BRIDGE. THE A/C SUSTAINED MINOR DAMAGE. 20010125006619A (-19) ON JANUARY 25, 2001, AT 1812 EST, AN ENSTROM 480 HELICOPTER, N704G, PILOTED BY A PRIVATE PILOT, WAS SUBSTANTIALLY DAMAGED ON IMPACT WITH A FROZEN LAKE NEAR DRYDEN, MI. THE A/C WAS ON THE DOWNWIND LEG OF AN APPROACH TO LAND AT THE PILOT'S PRIVATE HELIPORT. THE 14 CFR PART 91 FLIGHT WAS NOT ON A FLIGHT PLAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT WAS SERIOUSLY INJURED, AND THE TWO PASSENGERS RECEIVED MINOR INJURIES. THE DEPARTURE POINT AND TIME HAVE NOT BEEN DETERMINED. (.23) PILOT WAS DESCENDING S. DOWNWIND TO TURN LEFT BASE WHEN THE HELICOPTER LOST ALTITUDE SUDDENLY AND CRASHED ONTO FROZEN LAKE SURFACE, SKIDDING MORE THAN 300 YDS AND SPINNING AROUND AND CAME TO REST FACING NORTH. NO MECHANICAL OR ENGINE FAILURES WERE FOUND DURING INVESTIGATION. 20010125007139I (-23)ON 01/29/01 THE AIRCRAFT WAS PREPARING TO DEPART RUNWAY 25 AT THE HAWTHORNE AIRPORT. PILOT WAS TAXING AIRCRAFT AND WHEN HE INITATED A 90 DEGREE TURN AND APPARENTLY HIT A DIP IN THE PAVEMENT. THIS CAUSED THE LEFT PROPELLER TO STRIKE THE GROUND AND DAMAGE BOTH LEADING EDGE PROP TIPS (LEFT ENGINE ONLY). THE FLIGHT WAS TERMINATED. THE AIRCRAFT WAS INSPECTED AND EVENTUALLY RETURNED TO SERVICE AFTER COMPLIANCE WITH THE APPROPRIATE MAINTENANCE PROCEDURES. 20010126002289I (-23) ON JANUARY 26, 2001, A U.S. REGISTERED PA-46-310P, N121GP, DIVERTED AND MADE A PRECAUTIONARY LANDING AT THE PITTSBURGH INTERNATIONAL AIRPORT AFTER LOSING 8 POUNDS OF MANIFOLD PRESSURE. THE AARF RESPONDED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. A MECHANIC WAS REQUESTED AND FIXED A BROKEN HOSE CLAMP ON THE INDUCTION COUPLING OF THE TURBO-CHARGER. A CHECK OF THE SYSTEM WAS COMPLETED AND FOUND TO BE SATISFACTORY. THIS INCIDENT IS CLOSED. 20010126004589A (-23) SHORTLY AFTER TOUCHDOWN, THE A/C BEGAN TURNING TO THE LEFT. THE PILOT APPLIED RIGHT RUDDER AND THE A/C SUDDENLY FLIPPED OVER THE NOSE COMING TO REST INVERTED. THE WEATHER AT THE TIME OF THE ACCIDENT WAS VFR WITH CALM WINDS. THE PILOT STATED THAT HE HAD JUST RETURNED HOME FROM WORK AND WAS WEARING HEAVY CONSTRUCTION BOOTS. HE BELIEVES THAT THE BOOTS MAY HAVE INTERFERED WITH HIS ABILITY TO OPERATE THE RUDDER/BRAKE PEDALS. THE KITFOX RUDDER PEDALS ARE SMALL AND THE FLOOR SPACE IS CONFINED. (.19) ON JANUARY 27, 2001, AT 1715 CENTRAL STANDARD TIME, A NEELY BD, KITFOX 4 HOMEBUILT AIRPLANE, N704KF, REGISTERED TO AND OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED FOLLOWING A NOSE OVER WHILE LANDING ON RUNWAY 33 AT BREAKAWAY PARK AIRPORT, CEDAR PARK, TEXAS. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM BREAKAWAY PARK AIRPORT ABOUT 20 MINUTES PRIOR TO THE ACCIDENT. THE PILOT WAS IN THE LOCAL TRAFFIC PATTERN PERFORMING TOUCH AND GO LANDINGS WHEN THE ACCIDENT OCCURRED. HE REPORTED THAT, ON THE FINAL LAND ING HE "BRAKED HARD" AND THE AIRPLANE NOSED OVER DURING ROLLOUT. HE ALSO REPORTED THAT THERE WERE NO MECHANICAL MALFUNCTIONS WITH THE AIRPLANE. 20010126005429I (-23) AALA FLT#792 WAS TAXIING FOR TAKE OFF ON TAXIWAY ALPHA. HIT A ATLANTIC COAST AIRLINES(VTZA) FLT. 7864 THAT WAS PUSHED BACK AT GATE F-12 AND STOPPED. GROUND PERSONNEL TRIED REPEATEDLY TO STOP. AALA 792 BUT WAS NOT SUCCESSFUL. MINOR DAMGE WAS INFLICTED ON AALS 792, THE RIGHT WINGLET WAS DESTROYED ON FLT 7864. 20010126013019I (-23)PLEASEURE FLIGHT LAFEYETTE, IN APPROXIMATELY 1105 AM ENROUTE TO QUINCY, IL FOR PLANNED FUEL STOP, WITH FINAL DESTINATION OF GARDNER, KS. AT 3700 FT. NORTH OF CLINTON, IL. NOTICED OIL PRESSURE DROPPING AND THEN OIL STREAKING ON WINDSHIELD. AIRCRAFT MADE UNEVENTFUL LANDING ONE MILE SOUTH OF CLINTON, IL AND ONE MILE EAST OF BUSINESS ROUTE 51 ON COUNTY ROAD. 20010126025379A (.4) THE PILOT ARRIVED AT THE AIRPORT, AND SERVICED THE AIRPLANE WITH 10 GALLONS OF FUEL. HE STARTED THE ENGINE, CHECKED ALL THE GAUGES, FOUND NO ANOMALIES, AND DEPARTED. DURING THE FLIGHT, THE PILOT PREFORMED SEVERAL TOUCH-AND-GOES AT SEVERAL DIFFERENT AIRPORTS BEFORE PROCEEDING TO HIS PLANNED DESTINATION. AT HIS DESTINATION, THE PILOT MANEUVERED THE AIRPLANE TO LAND. ONCE ON FINAL, THE PILOT SELECTED APPROACH FLAPS, BUT THEY DID NOT EXTEND. WITH THE THROTTLE COMPLETELY RETARDED, THE PILOT STARTED EXECUTING "S" TURNS TO MAINTAIN A PROPER DESCENT RATE. ON SHORT FINAL, THE PILOT NOTICED THAT THE AIRPLANE WAS RIGHT OF THE RUNWAY SO HE TURNED LEFT, AND THEN STARTED A FLARE TO LAND. THE AIRPLANE TOUCHED DOWN AND WENT OFF THE RUNWAY TO THE LEFT. IT THEN HIT A HANGAR AND PARKED AIRPLANE ABOUT 500 FEET FROM THE APPROACH END OF THE RUNWAY BEFORE COMING TO AN STOP. CONTINUITY OF THE FLAPS SYSTEM COULD NOT BE VERIFIED BECAUSE OF IMPACT DAMAGE. (-23) AIRCRAFT WAS RUNNING LOW ON FUEL, SO PILOT IN COMMAND ELECTED NOT TO DO A GO-AROUND FROM A FAST AND HIGH APPROACH TO RUNWAY 33. PILOT LOST CONTROL ON LANDING, SWERVED OFF THE RUNWAY TO THE LEFT, AND STRUCK A HANGAR AND ANOTHER AIRCRAFT. 20010127000359A (-23) STUDENT FROZE ON THE CONTROLS ON TAKEOFF. A/C ROLLED OVER ON THE RIGHT SIDE. (.4)ON JANUARY 27, 2001, AT ABOUT 1415 CENTRAL STANDARD TIME, A ROBINSON R22, N128PH, REGISTERED TO VORTEX HELICOPTERS, OPERATING AS A 14 CFR PART 91 FLIGHT CRASHED WHILE PICKING UP TO A HOVER IN THE VICINITY OF LONG BEACH, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT FLIGHT INSTRUCTOR (CFI) AND STUDENT PILOT REPORTED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE CFI STATED HE WAS PICKING THE HELICOPTER UP TO A HOVER WITH THE STUDENT PILOT FOLLOWING HIM THROUGH ON THE FLIGHT CONTROLS. THE HELICOPTER STARTED TO DRIFT TO THE LEFT. HE ATTEMPTED TO CORRECT THE DRIFT WITH RIGHT CYCLIC INPUT, HOWEVER THE STUDENT PILOT FROZE ON THE FLIGHT CONTROLS. HE INSTRUCTED THE STUDENT PILOT TO GET OFF THE CONTROLS WITH NEGATIVE RESULTS. THE HELICOPTER PITCHED UP CAUSING THE TAILROTOR BLADES TO COLLIDE WITH THE GROUND RESULTING IN A RAPID YAW TO THE RIGHT. THE HELICOPTER CONTINUED TO ROLL AND ROLLED OVER ON ITS RIGHT SIDE . 20010127000559I (-23) THE PILOT AND A STUDENT WAS CLEARED TO TAKE OFF ON RUNWAY 27L. THEY NOTICED SNOW BLOWING ACROSS RUNWAY AND WHAT APPEARED TO BE FINGER DRIFTS. THEY DID SEE CLEAR PAVEMENT AND WITH THE STUDENT IN THE LEFT SEAT, STARTED A FULL POWER TAKE OFF. AS THEY PRESSED DOWN THE RUNWAY THEY ENCOUNTERED SNOW DRIFTS ON THE RUNWAY, WHICH WAS AFFECTING THE PERFORMANCE OF AIRCRAFT. AFTER ABOUT 800' OF TAKE OFF THEY WERE RUNNING OUT OF OPEN RUNWAY. THE INSTRUCTOR LOOKED DOWN TO CHECK THE AIRSPEED INDICATOR AND WHEN HE LOOKED BACK UP THEY WERE POINTED OFF THE RUNWAY. AT THIS POINT TRAINER PULLED POWER AND APPLIED RIGHT RUDDER. AT ABOUT THE INTERSECTION OF 27L AND 32 WENT OFF THE RUNWAY ONTO THE GRASS, STRIKING A THRESHOLD (RUNWAY) LIGHT. CONTACTED TOWER AND INFORMED THEM OF INCIDENT AND ASKED FOR CLEARANCE TO RETURN TO SIGNATURE RAMP. THE AIRPORT GROUND CREW TOOK PILOT OUT TO AREA OF INCIDENT AND NOTED SNOW DRIFTS OF 3 TO 10" DEEP. A MECHANIC WAS CALLED AND DETERMINED THAT PROP NEEDED REPAIR. 20010127000659I (-23) WHEN LANDING IN A CROSS WIND, LEFT WHEEL CAUGHT IN SNOW, PULLED A/C TO THE LEFT SIDE AND WENT OFF THE RUNWAY DAMAGING LANDING GEAR AND PROPELLERS. 20010127000839A (-23) THE PILOT IN COMMAND LOST CONTROL OF THE A/C ON TAKEOFF RESULTING IN A GROUND LOOP. DAMAGE CONSISTED OF THIS: LEFT WING INCLUDING BOTH SPARS, LEFT AIRLERON, LEFT ELEVATOR, BOTH MAIN GEAR, AND POSSIBLY FUSELAGE, THIS A/C IS A PA-22-S160, CONVERTED TO A TAILWHEEL CONFIGURATION. (.4) ON JANUARY 27, 2001, AT 1111 HOURS PACIFIC STANDARD TIME, A PIPER PA-22, N9411D, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT GROUND LOOPED DURING TAKEOFF AT CAMARILLO, CALIFORNIA. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE LOCAL AREA PERSONAL FLIGHT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT THE PURPOSE OF THE FLIGHT WAS TO PRACTICE TOUCH-AND-GO LANDINGS AT ANOTHER NEARBY AIRPORT. THE AIRPLANE HAD BEEN CONVERTED FROM TRICYCLE TO CONVENTIONAL LANDING GEAR AND THE PILOT HAD RECEIVED A TAILWHEEL AIRCRAFT LOGBOOK ENDORSEMENT. THE PILOT APPLIED ABOUT 1/2 OF THE ENGINE POWER AND INTENDED TO PERFORM A "SLOW TAKEOFF." RUNWAY 26 IS 6,010 FEET LONG AND 150 FEET WIDE. DURING THE EARLY PART OF THE TAKEOFF ROLL, WHEN THE PILOT APPLIED FORWARD PRESSURE ON THE CONTROLS TO LIFT THE TAIL FROM THE RUNWAY, THE AIRCRAFT STARTED TO VEER TO THE LEFT. HE CORRECTED WITH RIGHT RUDDER AND THE AIRPLANE ENTERED A SKID TO THE RIGHT AND GROUND LOOPED. THE AIRPLANE CAME TO REST OFF THE RIGHT-HAND EDGE OF THE RUNWAY WITH DAMAGE TO THE LEFT WING, LEFT HORIZONTAL STABILIZER, AND LEFT LANDING GEAR. THE SURFACE WIND WAS FROM 020 DEGREES AT 3 KNOTS. 20010127001029I (-23) ON JANUARY 9, 2001,^PRIVACY DATA OMITTED^MADE A GEAR UP LANDING AT THE ALBERTVILEE AIRPORT IN ALBERTVILLE, ALABAMA. THE PILOT STATED THAT HE WAS ON FINAL APPROACH WHEN HE HEARD THE HORN SOUND AND THOUGHT IT WAS THE STALL WARNING HORN. THE HORN HE HEARD WAS THE GEAR WARNING HORN AND WHEN HE REALIZED WHAT IT WAS THE A/C HAD ALREADY TOUCHED DOWN. THE A/C LANDED GEAR UP AND CAME TO A STOP ON THE RUNWAY. (SEE ATTACHED PILOT STATEMENT). 20010127001179I (-23) ON JANUARY 27, 2001, AT 21:45E, AFTER LANDING ON RUNWAY 28L, THE PILOT STATED THAT DURING TAXI TO THE RAMP ON TAXIWAY(S) IT WAS DIFFICULT TO SEE BECAUSE OF THE WEATHER (SNOWING) HE REALIZED THAT THE AIRCRAFT WAS OFF THE TAXIWAY. THE PILOT SHUT THE A/C DOWN, INFORMED GROUND CONTROL, AND CALLED FOR A TUG. THE A/C WAS REMOVED FROM THE SIDE OF THE TAXIWAY AND TOWED A SHORT DISTANCE TO THE RAMP. THIS IS THE HOME BASE OF THE A/C AND THE CREW. THE PILOT STATED THERE WAS NOT DAMAGE TO THE A/C ONLY SOME MUD ON THE TIRES. SUBMISSION OF THIS REPORT COMPLETES THIS INCIDENT. 20010127001719A (-23)INTENDED ROUTE OF FLIGHT WAS ARL-FTS-TYR-ARL. THIS WAS A CROSS COUNTR Y NIGHT TRAINING FLIGHT. INSTRUCTOR AND STUDENT DEPARTED ARLINGTON AIRPORT AND FLEW TO SPINKS AIRPORT. THE AIRCRAFT WAS REFUELED AT SPINKS AIRPORT. THE STUDENT PILOT TOOK A FUEL SAMPLE AND FOUND SOME WATER IN THE SAMPLE TAKEN. HE AND THE INSTRUCTOR PILOT CONTINUED TO TAKE WATER SAMPLES UNTIL THEY SAW NO MORE WATER. THEY DEPARTED SPINKS AIRPORT ENROUTE TO TYLER AIRPORT. AT A POINT ABOUT 3-4 MILES NORTH OF LANCASTER AIRPORT THE INSTRUCTOR PILOT STATED THE ENGINE BEGAN TO RUN ROUGH. HE WAS IN CONTACT WITH DFW APPROACH AND ASKED FOR ASSISTANCE TO REDBIRD AIRPORT SOME 6-8 MILES NORTH OF HIS POSITION. THE PILOT RAN HIS EMERGENCY CHECKLIST FOR LOSS OF POWER. IT BECAME APPARENT AN OFF AIRPORT LANDING WAS GOING TO BE MADE. THE INSTRUCTOR PILOT SELECTED AN OPEN FIELD ORIENTED NORTH/SOUTH. THE FIELD WAS APPROX. 3/4 MILE LONG. THIS AREA HAD EXPERIENCED RAIN WITHIN PRECEDING 3-4 DAYS. THE FIELD WAS NOT FRESHLY PLOWED HOWEVER THERE WAS INDICATIONS OF FURROWS, SEE PICTURES. THE FIELD WAS PLANTED IN A WINTERY RYE CROP THAT HAD JUST BEGAN TO SPROUT. THE PILOT STATED HIS APPROACH SPEED WAS APPROX. 55-65 KTS. THE A/C FLAPS WERE AT THE SECOND NOTCH, @20 DEGREES. THE PILOT STATED HE ATTEMPTED TO HOLD THE NOSE WHEEL OFF THE GROUND AS LONG AS POSSIBLE. HOWEVER, NOSE WHEEL TIRE TRACKS INDICATED DIFFERENTLY. ESTIMATED TOTAL LENGTH OF LANDING GEAR TRACKSIS 504 FEET. (CALCULATED @168 PACES OF @3' EACH) THE FIRST INDICATION OF NOSE WHEEL TRACKS IS @16 FEET FROM THE INITIAL POINT WHERE THE MAIN GEAR TRACKS BEGAN. THE TRACKS INDICATE THE PILOT, AFTER TOUCHDOWN, DID APPLY THE BRAKES. INDICATIONS OF THE GROUND SHOW A MAIN GEAR DISTURBED AREA OF @6-8 FT IN LEGTH. THE CONDITION IN WHICH THE GROUND IS DISTURBED INDICATES EITHER THE PILOT LOCKED THE BRAKES OR DEFIANTLY APPLIED THEM TO A POINT OF NEARLY LOCKING THEM, APPROXIMATELY 150 FEET AFTER TOUCHDOWN THE TRACKS INDICATE A GRADUAL RIGHT TURN. IT APPEARS THE PILOT WAS ATTEMPTING TO TURN THE AIRCRAFT TO AVOID THE APPROACHING 4 LANE DIVIDED ROADWAY. THE A/C EVENTUALLY CAME TO REST ON ITS BACK POINTED NNW. THERE WAS SUBSTANTIAL AREA OF DISTURBED GROUND JUST FORWARD OF THE LOCATION WHERE THE A/C ACTUALLY CAME TO REST. AT THE POINT OF ROTATION OFF ITS WHEELS TO ITS RESTING PLANE THE GROUND SHOWS EVIDENCE OF THE NOSE WHEEL "DIGGING INTO THE GROUND" THE LEFT WING FROM THE STRUT OUTBOARD HAS BEEN DISPLACED DOWNWARD APPROXIMATELY 3 FEET AT THE WING TIP. ENGINE INDICATES COMPRESSION BUT, TO ME, IT SEEMED VERY LOW. WEATHER WAS NOT A FACTOR IN THIS ACCIDENT. WIND WAS A REPORTED 330@6 KTS. THE PILOTMADE A DOWN WIND LANDING COMPOUNDING HIS PROBLEMS. INSPECTORS SPECULATION: THE PILOT LANDED LONG IN THE PASTURE. HE DID NOT PLAN HIS APPROACH ACCORDINGLY TO UTILIZE ALL THE FIELD. HAD HE DONE SO, THE A/C WOULD HAVE HAD SUFFICIENT DISTANCE TO ROLL TO A STOP EVEN AT THE ESTIMATED HIGHER SPEED. THE A/C TOUCHED DOWN WITH MORE FORWARD AIRSPEED THAN THE PILOT CLAIMS. HE ATTEMPTED TO APPLY BRAKING ACTION AND BEGAN TO SKID. THE BRAKES WERE RELEASED. THE PILOT SEEING THE APPROACHING ROADWAY BEGAN A SLIGHT RIGHT TURN. IT BECAME APPARENT THE AIRCRAFT MAY TRAVEL INTO THE ROADWAY. THE PILOT MADE A SUBSTANTIALLY POSITIVE BRAKE APPLICATION. RESULTING IN: THE FORWARD MOMENTUM OF THE AIRCRAFT TRANSFERRING THE A/C WEIGHT ONTO THE NOSE WHEEL. DUE TO THE "SOFT FIELD CONDITIONS THIS WEIGHT TRANSFER CAUSED THE NOSE WHEEL TO "DIG INTO THE GROUND". CONSIDERING THE RIGHT TURN ADDITIONAL PRESSURE WAS PLACED ON THE LEFT SIDE OF THE NOSE WHEEL CLOGGING THE NOSE WHEEL YOKE MOUNTING ASSEMBLY. WITH THE ADDITIONAL SPEED, CLOGGED NOSE WHEEL AND THE NOSE WHEEL BEING BURIED APPROX. 2-3 IN THE SOFT GROUND, THIS RESULTED IN THE A/C FLIPPING OVER ON ITS BACK. I SUSPECT THIS DOWNWARD AND FORWARD MOVEMENT JUST PRIOR TO THE A/C FLIPPING CAUSED THE LEFT WING DAMAGE. THERE WERE NO INDICATIONS OF GROUND IMPACT ALONG THE CRASH SITE. HAD THE A/C NOSE IMPACTED THE GROUND THIS WOULD HAVE DAMAG 20010127001969A (-23) THE PIC AND OWNER OF N12802 WAS RECEIVING COMMERCIAL PILOT FLIGHT INSTRUCTION FROM THE CFI SECOND PILOT WHEN HE LANDED GEAR UP ON RUNWAY 24 AT SAN BERNARDINO INTERNATIONAL AIRPORT (SBD). (.4) ON JANUARY 27, 2001, AT 1210 HOURS PACIFIC STANDARD TIME, A BEECH BE-55, N1280Z, LANDED GEAR-UP AT SAN BERNARDINO, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE; THE CERTIFICATED FLIGHT INSTRUCTOR AND HIS CERTIFICATED STUDENT WERE NOT INJURED. THE AIRPLANE WAS BEING OPERATED UNDER 14 CFR PART 91 BY THE STUDENT/OWNER WHEN THE ACCIDENT OCCURRED. THE LOCAL FLIGHT ORIGINATED FROM CABLE AIRPORT, UPLAND, CALIFORNIA, CALIFORNIA, AT 1114. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO SAN BERNARDINO POLICE DEPARTMENT OFFICERS, THE STUDENT STATED THAT HE WAS RECEIVING FLIGHT INSTRUCTION FOR HIS COMMERCIAL CERTIFICATE AND HAD JUST COMPLETED TWO TOUCH-AND-GO TAKEOFFS AND LANDINGS. HE WAS ON HIS THIRD TOUCH-AND-GO TO RUNWAY 24 AT SAN BERNARDINO INTERNATIONAL AIRPORT WHEN ACCORDING TO HIS WRITTEN STATEMENT, HE FORGOT TO LOWER THE LANDING GEAR PRIOR TO TOUCHDOWN. THE INSTRUCTOR TOLD OFFICERS THAT HE DID NOT HEAR THE GEAR WARNING HORN PRIOR TO THE ACCIDENT. 20010127002159A (-23) PIPER PA-28-140, N3978K, ENROUTE FROM SAVANNAH, GEORGIA (SVN) TO ENTERPRISE, AL(EDN) AT 4,500 FEET AND MAGNETIC HEADING OF 270 DEGREES ON A FLIGHT FOLLOWING WITH JACKSONVILLE CENTER. AT 2135 EST STARTED EXPERIENCING LOSS OF POWER AND A DECLINING ENGINE RPM. PILOT STATES, HE (ROCKSTON THOMAS) WAS USING RIGHT WING FUEL AND SWITCHED TO LEFT WING FUEL TANK. CONTACTED JACKSONVILLE CENTER AND INFORMED THEM OF HIS LOSS OF ENGINE POWER. JACKSONVILLE CENTER DIRECTED MR THOMAS TOWARD A NEARBY AIRPORT (HENRY TIFT MYERS AIRPORT, TIFTON, GA) WHERE HE ATTEMPTED TO LAND BUT WAS TOO HIGH FOR INITIAL LANDING AND WAS TRYING TO GO AROUND, BUT WAS FORCED TO LAND IN A MARSHED AREA APPROX 2500 FEET SOUTH OF HIS DESIGNATED RUNWAY 15. SUBSTANTIAL DAMAGE TO A/C FUSELAGE, WINGS, ENGINE COWLING AND PROPELLER. NO VISABLE DAMAGE TO ENGINE. ENGINE OPERATION, RELATED FUEL SYSTEM AND A/C CONTROL SURFACES OPERATED NORMAL DURING POST INVESTIGATION INSPECTIONS AND TESTING. FUEL ONBOARD, WITH WING 8 GAL AND LEFT WING 25 GAL. 20010127029699A (.4) ON JANUARY 27, 2001, AT 1600 CENTRAL STANDARD TIME, A SCHWEIZER 269C HELICOPTER, N99DK, WAS SUBSTANTIALLY DAMAGED WHEN IT ROLLED OVER DURING TAKEOFF NEAR DAMON, TEXAS. THE HELICOPTER WAS REGISTERED TO CAPE ATLANTIC LANDOWNERS ASSOCIATION, INC., OF NEW SMYRNA BEACH, FLORIDA, AND OPERATED BY BARR AIR PATROL OF HOUSTON, TEXAS. THE COMMERCIAL PILOT AND OBSERVER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 AERIAL OBSERVATION FLIGHT. THE FLIGHT ORIGINATED FROM THE HOUSTON AIRPARK AIRPORT, PEARLAND, TEXAS, ABOUT 1500, FOR A POWER LINE PATROL. THE PILOT REPORTED THAT HE LANDED THE HELICOPTER OFF AIRPORT DUE TO THE OBSERVER BECOMING SICK. AFTER THE OBSERVER RECOVERED, HE ATTEMPTED TO TAKEOFF. WITH THE HELICOPTER HEADED INTO THE WIND, HE INCREASED COLLECTIVE. THE LEFT SKID LIFTED FIRST AND HE APPLIED THE CORRECTION HE "THOUGHT WAS APPROPRIATE: MORE LEFT STICK/CYCLIC." THE PILOT FURTHER REPORTED THAT HE THEN FELT THE SKID CONTINUE TO RISE, AND HE HAD THE FEELING THAT THE RIGHT SKID WAS "HOOKED" BY THE GROUND. HE APPLIED "FULL LEFT STICK/CYCLIC DEFLECTION AND LOWERED COLLECTIVE." THE PILOT STATED THAT "AT THAT TIME I BELIEVE A WIND SHIFT WITH A GUST BLEW UNDER MY ROTOR AND PUSHED ME OVER." THE MAIN ROTOR BLADES HIT THE GROUND, AND THE HELICOPTER CAME TO REST ON ITS RIGHT SIDE. THE OPERATOR REPORTED THAT THE MAIN ROTOR TRANSMISSION, MAIN ROTOR BLADES, TAIL BOOM, TAIL ROTOR, AND THE RIGHT SIDE OF THE FUSELAGE WERE DAMAGED. (.19) ON JANUARY 27, 2001, AT 1600 CENTRAL STANDARD TIME, A SCHWEIZER 269C HELICOPTER, N99DK, WAS SUBSTANTIALLY DAMAGED WHEN IT ROLLED OVER DURING TAKEOFF NEAR DAMON, TEXAS. THE HELICOPTER WAS REGISTERED TO CAPE ATLANTIC LANDOWNERS ASSOCIATION, INC. OF NEW SMYRNA BEACH, FLORIDA, AND OPERATED BY BARR AIR PATROL OF HOUSTON, TEXAS. THE COMMERCIAL PILOT AND OBSERVER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 AERIAL OBSERVATION FLIGHT. THE FLIGHT ORIGINATED FROM THE HOUSTON AIRPARK AIRPORT EARLIER IN THE DAY FOR A POWER LINE PATROL. ACCORDING TO THE OPERATOR, THE PILOT LANDED THE HELICOPTER ON A PLATEAU WITHIN AN OPEN FIELD DUE TO THE OBSERVER BECOMING SICK. AFTER THE OBSERVER RECOVERED, THE PILOT ATTEMPTED TO TAKEOFF. AS THE HELICOPTER LIFTED OFF THE GROUND, THE AFT PORTION OF THE RIGHT SKID CAUGHT ON SOME UNEVEN GROUND, AND THE HELICOPTER ROLLED OVER ONTO ITS RIGHT SIDE. THE OPERATOR REPORTED THAT THE MAIN ROTOR TRANSMISSION, MAIN ROTOR BLADES, TAILBOOM, TAIL ROTOR, AND THE RIGHT SIDE OF THE FUSELAGE WERE DAMAGED. (-23) PILOT LANDED OFF AIRPORT TO ACCOMMODATE OBSERVER ILLNESS. ON TAKEOFF, AIRCRAFT ENCOUNTERED DYNAMIC ROLLOVER WHEN RIGHT SKID DRAGGED SURFACE. HELICOPTER ROLLED TO RIGHT. MAIN ROTOR BLADES IMPACTED GROUND. MAIN ROTOR BLADES, TAIL ROTOR BLADES, TAIL BOOM AND TRANSMISSION WERE SUBSTANTIALLY DAMAGED. PILOT WAS SUBSEQUENTLY COUNSELED ON RECOGNITION OF DYNAMIC ROLLOVER AND AVOIDANCE TECHNIQUES AND PROCEDURES. 20010127039219A (-23) ON JANUARY 28, AT 0037 GMT, A BEECHCRAFT KING AIR 200, N81PF, REGISTERED TO NORTH BAY CHARTER, LLC, CRASHED APPROXIMATELY FOUR MILES EAST OF STRASBURG, COLORADO, WHILE ON A 14 CODE OF FEDERAL REGULATIONS PART 91 FLIGHT. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED, AND THE PILOT, DENER RAY MILLS, COPILOT BJORN GUNNAR FAHLSTROM AND EIGHT PASSENGERS WERE KILLED. THE FLIGHT ORIGINATED AT JEFFERSON COUNTY AIRPORT (BJC) ON JANUARY 28, 2001 AT 0017 GMT. 20010128000549I (-23) A/C HIT SIGN ON SIDE OFF RUNWAY DURING TOUCH/GO LANDING. DAMAGE RIGHT WING TIP AND RIGHT LANDING GEAR. NO INJURIES. 20010128001189A (-23) ON JANUARY 28, 2001 AT APPROX. 1500 EST, N814CU, A SCHEMPP-HIRTH GLIDER, MODEL DISCUS CS WAS SUBSTANTIALLY DAMAGED ATTEMPTING TO LAND AT WURTSBORO AIRPORT, WURTSBORO, NY. SEVERAL WITNESSES OBSERVED THE PILOT PERFORMING A HIGH SPEED PASS OVER RUNWAY 23, PULLING UP TO APPROX. 500 FT AGL STATING THAT THE GLIDER WAS IN A NOSE HIGH ALTITUDE AND APPEARED TO BE SLOW. WITNESSES OBSERVED GLIDER ON A LEFT BASE TO RUNWAY 23, 300-400 FT AGL ENTERING DESCENDING LEFT TURN AT 6O DEGREE BANK AND 45 DEGREE NOSE DOWN ATTITUDE ENTERING WHAT APPEARED TO BE A STALL/SPIN TO SOME WITNESSES. GLIDER DISAPPEARED BEHIND TREE LINE AND IMPACTED SWAMP AREA. CERTIFICATED PRIVATE PILOT WAS FATALLY INJURED. THIS INVESTIGATION IS CLOSED. 20010128001329A (-23) THE PILOT REPORTED THAT HE ENTERED DOWNWIND AND LOWERED THE LANDING GEAR. THE GEAR VISUALLY CHECKED DOWN AND A GREEN "DOWN" INDICATION LIGHT SHOWED IN THE COCKPIT. IMMEDIATELY AFTER TOUCHDOWN THE A/C'S ATTITUDE BEGAN TO CHANGE TO ANOSE/LEFT WING HIGH CONDITION AND THE A/C SKIDDED OFF THE LEFT SIDE OF THE RUNWAY. THE RIGHT MAIN LANDING GEAR HAD FULLY COLLAPSED, THE LEFT MIAN LANDING GEAR HAD PARTIALLY COLLAPSED AND THE NOSE WHEEL WAS STILL EXTENDED. THE LANDING GEAR POWER PACK HAS BEEN SENT TO THE MANUFACTURER FOR TEAR DOWN. 20010128001769I (-23) DURING CLIMB AFTER TAKE OFF FROM PDX, #1 ENGINE LOST ALL OIL QUANTITY AND SUBSEQUENTLY LOST OIL PRESSURE. THE CREW SHUT DOWN THE ENGINE AND RETURNED TO PDX. INSPECTION DETERMINED THAT THE OIL BREATHER FAILED CAUSING THE LOSS OF OIL. 20010128002529I (-23) ON 1/28/2001 AT APPROX. 14:30 EST, ^PRIVACY DATA OM^LOST CONTROL OF KATANA N925JS WHILE LANDING IN A LEFT CROSSWIND, ON RUNWAY 01, AT LINCOLN PARK AIRPORT (N07), LINCOLN PARK, NJ. THE AIRCRAFT STRUCK A SNOWBANK ON THE LEFT SIDE OF THE RUNWAY, BROKE THE PROPELLER AND COLLAPSED THE NEAR GEAR OF THE AIRCRAFT. THERE WAS SOME SCRAPING OF THE RIGHT WINGTIP. THERE WERE NO INJURIES. ^PRIVACY D^REPORTED THAT THE WIND WAS FROM 270 AT APPROX. 14 KNOTS. 20010128002689I (-23)ON 01/28/01 AFER DEPARTING FARMINGTON MA THE PILOT STATED HE HAD NO PROBLEMS WITH THE GEAR RETRACTION DURING TAKEOFF. BUT 1-1/2 HOURS IN FLIGHT HE NOTICED THAT THE GEAR UP LIGHT ILLUMINATED. HE THEN POCEEDED TO LAND AT CECIL CO. AIRPARK, THE GEARS WERE EXTENDED, THE PILOT NOTED THAT THE MAIN GEARS WERE DOWN AND LOCKED, HE STILL HAD NO NOSE GEAR DOWN AND LICKED INDICATION. THE PILOT CONDFIRMED THIS BY LOOKING AT THE MIRROR ON THE LEFT SIDE OF THE AIRCRAFT AND NOTED THAT THERE WAS NOT A REFLECTION OF THE NOSE GEAR IN THE DOWN AND LOCKED POSITION. THE PILOT THEN PROCEEDED TO WILMINGTON, DE WHERE THE AIRPORT IS BETTER EQUIPPED FOR EMERGENCY SITUATIONS. WHEN THE PILOT REACHED WILMINGTON AIRPORT HE CONTACTED WILMINGTON TOWER. THEY ADVISED HIM TO EXTEND HIS LANDING GEAR TO OBSERVE THE CONFIGURATION OF THE LANDING GEAR. THE TOWER OBSERVED THAT THE NOSE LANDING GEAR DID NOT EXTEND, THEY EDVISED THE PILOT TO MAKE AN EMERGENCY LANDING ON RUNWAY 27 OR 32 AT HIS DISCRETION. THE PILOT STATED THAT HE FOLLOWED THE EMERGENCY CHECK LIST AND RECYCLED THE GEAR ONCE MORE TO NO AVAIL. HE THEN DECIDED TO BRING THE MAIN GEAR UP AND ACCOMPLISH A LANDING ON THE GRASS SOUTH OF RUNWAY 27 BECAUSE THE WINDS WERE MOSTLY COMING OUT OF THE WEST. THE PILOT SAFETY LANDED THE AIRCRAFT ON THE GRASS CAUSING NO PERSONAL INJURY TO HIMSELF AND MINOR DAMAGE TO THE AIRCRAFT. THE WEATHER AND AIRPORT WERE NOT A FACTOR. FURTHER INVESTIGATION REVEALED THAT SOME FORM OF DEBRIS APPEARED TO IMPACT THE TOP PORTION OF THE LEFT NOSE LANDING GEAR DOOR. THE DEBRIS WHICH IMPACTED THE DOOR HAD ENOUGH FORCE TO DENT AND BIND THE DOOR CAUSING THE NOSE LANDING GEAR DOOR TO NOT OPEN DURING GEAR EXTENTION. 20010128002849I (-23) PILOT WAS LANDING AT THE HAZELTON AIRPORT (HZL) HAZELTON, PA. ON RUNWAY 28. THERE WAS A CROSSWIND FROM THE RIGHT, THE PILOT ON TOUCHING DOWN DID NOT KEEP THE AIRCRAFT PARALLEL TO THE RUNWAY AND THE AIRCRAFT EXITED THE RUNWAY INTO A SNOW BANK, CAUSING THE NOSE GEAR TO COLLAPSE, THE PROPELLER TO BEND AND THE ENGINE TO STOP SUDDENLY. 20010128002869I (-23) WHILE ON APPROACH FOR HEBER AIRPARK (K30) PILOT STATED THAT THE LEFT MAIN LANDING GEAR WOULD NOT EXTEND. THE PILOT THEN NOTIFIED THE ALBANY TOWER OF THE PROBLEM AND THE ALBANY TOWER ADVISED THE PILOT THAT HE SHOULD LAND AT THE ALBANY AIRPORT BECAUSE OF THE EMS PERSONNEL AND EQUIPMENT AVAILABLE SHOULD HE NEED IT. THE PILOT AGREED AND PROCEEDED TO ALBANY AIRPORT TO ATTEMPT A LANDING WITH THE GEAR UP. THE PILOT LANDED THE AIRCRAFT ON RUNWAY 28 AT THE ALBANY AIRPORT WITH NO INJURIES AND ONLY MINOR DAMAGE TO THE AIRCRAFT. THIS INVESTIGATION IS CLOSED. 20010128003749I (-23) DURING LANDING ROLLOUT NOSE GEAR RETRACTED CAUSING DAMAGE TO THE GEAR DOORS, PROPS, AND FWD. FUSELAGE SUBSEQUENT INSPECTION REVEALED THAT THE DOWNLOCK LINK BROKE ALLOWING THE NOSE GEAR TO RETRACT M&D WILL BE SUBMITTED. 20010128004429A (-19) ON JANUARY 28, 2001, AT 1600 CST, A CESSNA 150H, N22026, PILOTED BY A STUDENT PILOT, SUSTAINED SUBSTANTIAL DAMAGE DUEING AN IMPACT WITH A SNOWBANK AND SUBSEQUENT NOSE OVER, FOLLOWING A PRECAUTIONARY LANDING ON RUNWAY 29 (4,300 FEET BY 75 FEET, DRY/ASPHALT) AT THE BURLINGTON MUNICIPAL AIRPORT, BURLINGTON, WISCONSIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE SOLO FLIGHT WAS OPERATING AS AN INSTRUCTIONAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, REPORTED NO INJURIES. THE FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT FOR A LOCAL FLIGHT CONSISTING OF TOUCH AND GO'S. ACCORDING TO THE PILOT, IMMEDIATELY AFTER ROTATION THE ENGINE BEGAN TO RUN ROUGH AND SHE DECIDED TO ATTEMPT TO LAND THE AIRPLANE ON THE REMAINING RUNWAY AVAILABLE. THE A/C STRUCK A SNOWBANK ON THE SOUTH SIDE OF THE RUNWAY AND SUBSEQUENTLY NOSED OVER. 20010128013939I (-23) WHILE LANDING ON RUNWAY 33, PILOT HAS INTERMITTENT LEFT GEAR DOWN INDICATION. PILOT FOLLOWED THE EMERGENCY PROCEDURES IN THE AIRCRAFT FLIGHT MANUAL TO LOWER GEAR. ON LANDING, THE LEFT GEAR COLLAPSED ON ROLL-OUT CAUSING MINOR DAMAGE TO THE AIRCRAFT. NO INJURIES WERE REPORTED. 20010129000859I (-23) NOISE HEARD AT ROTATION, NOTIFIED ENROUTE BY YAKIMA (YKM) TOWER METAL HAD SEPARATED FROM AIRCRAFT (A/C). ON DESCENT IN SEATTLE/TACOMA (SEA) SECOND NOISE HEARD. UPON ARRIVAL AT SEATTLE/TACOMA (SEA) THE A/C WAS INSPECTED BU HORIZON MAINTENANCE AND FOUND THE TWO UPPER WING CENTER FUSELAGE PANELS WERE MISSING. ONE PANEL WAS FOUND ABOUT ONE MILE FROM YAKIMA (YKM) AIRPORT. THE SECOND PANEL WAS FOUND IN A RESIDENTIAL YARD IN BELLVUE WASHINGTON. THERE WAS NO DAMAGE OR INJURIES AS RESULT OF THE 2FT X 3FT FALLING PANELS.^PRIVACY DATA OMITTED^ 20010129001109A (-23) THE PILOT REPORTED THAT UPON LANDING AS HE LOWERED THE COLLECTIVE, THE CYCLIC CONTROL STARTED TO SHAKE IN HIS HAND. THE PILOT THOUGHT THE CYCLIC MOVEMENT MIGHT BE THE BEGINNING OF GROUND RESONANCE, IN AN EFFORT TO STOP THE OCCILATION, THE PILOT LIFTED THE HELICOPTER BACK INTO THE AIR. AT THAT POINT THE CONDITION WORSENED, SO THE PILOT TRIED TO RE-LAND. PRIOR TO MAKING THE SECOND LANDING HE WAS ABLE TO TURN THE HELICOPTER TO THE LEFT AND RIGHT WITH TAILROTOR CONTROL, LOOKING FOR A FUEL TRUCK THAT WAS IN THE PROXIMITY. STILL FIGHTING THE CYCLIC CONTROL THE HELICOPTER BEGAN MOVING SIDEWAYS TO THE RIGHT. THE PILOT TRIED TO MANUEVER IT BACK TO ,THE LEFT, BUT COULD NOT, THE RIGHT SKID TOUCHED DOWN AND THE HELICOPTER ROLLED ONTO ITS SIDE. 20010129001489I (-23) PILOT WAS IN THE PROCESS OF MAKING A NORMAL LANDING ON RUNWAY 29 WHEN THE A/C MADE A SHARP TURN TO THE LEFT CAUSING THE A/C TO GO UP ON THE NOSE WHEEL AND THE RIGHT MAIN GEAR. THE RIGHT WING TIP STRUCK THE GROUND CAUSING SOME DAMAGE. THE A/C HIT A RUNWAY LIGHT CAUSING DAMAGE TO PROP AND RIGHT LOWER PORTIONS OF COWLING. AFTER HITTING A SNOW BANK THE A/C CAME TO A STOP, TEARING OFF THE NOSE WHEEL FAIRING. 20010129001759I (-23) AFTER LANDING ON RWY 34L, THE PILOT WAS INSTRUCTED TO DEPART THE RUNWAY ON TAXIWAY A4. ACCORDING TO ^PRIVACY D^HE COULD NOT FIND THE TAXIWAY DUE TO THE BRIGHTNESS OF THE RUNWAY EDGE LIGHTS, THE BLOWING SNOW AND WATER ON THE A/C WINDSHIELD. WHEN LEAVING THE RUNWAY THE A/C STRUCK TWO RUNWAY EDGE LIGHTS, DAMAGING THE LIGHTS AND THE A/C'S PROPELLER. IT WAS CONFIRMED FROM THE SLC ATCT THAT THE RUNWAY EDGE LIGHTS WERE TURNED TO A HIGH INTENSITY AND THE TAXIWAY LEAD-IN AND CENTERLINE LIGHTS WERE NOT ON. IT WAS ALSO MENTIONED THAT CPT FLIGHT 7803 WAS INSTRUCTED TO USE A4 DUE TO OTHER LANDING TRAFFIC. 20010129002199A (-23) THE PILOT-IN-COMMAND, A STUDENT PILOT, WAS THE SOLE OCCUPANT OF THE AIRCRAFT. JUST PRIOR TO TOUCHDOWN ON THE FOURTH PRACTICE LANDING, THE PLANE YAWED INTO THE CROSSWIND COMING FROM THE LEFT. THE PILOT COULD NOT REACT QUICKLY ENOUGH TO STRAIGHTEN THE PLANE BEFORE THE TIRES MADE CONTACT WITH THE RUNWAY. UPON TOUCHDOWN THE AIRPLANE VEERED TO THE LEFT AND EXITED THE RUNWAY ONTO THE GRASS. THIS AREA SLOPES DOWNWARD THEN UPWARD BEFORE BECOMING LEVEL. WHILE ROLLING UPSLOPE THE NOSE GEAR, ITS SUPPORT STRUT, ONE PROPELLER BLADE, AND THE FIREWALL WERE DAMAGED WHEN THE NOSE GEAR STRUCK THE TURF NEAR THE TOP OF THE SLOPE; THEN THE PLANE BECAME AIRBORNE. IT STRUCK GROUND SPINNER FIRST; THEN ROTATED LEFT STRIKING THE LEFT WING LEADING EDGE AND TIP. THE PLANE THEN ROTATED ONTO ITS LANDING GEAR IN AN UPRIGHT POSITION. (.4) ON JANUARY 29, 2001, AT ABOUT 1125 EASTERN STANDARD TIME, A CESSNA 152, N152DF, REGISTERED TO INTERNATIONAL WINGS, OPERATING AS A 14 CFR PART 91 INSTRUCTIONAL FLIGHT CRASHED ON LANDING ROLLOUT AT THE MASSEY RANCH AIRPARK, EDGEWATER, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT REPORTED NO INJURIES. THE FLIGHT ORIGINATED FROM MASSEY RANCH AIRPARK ABOUT 25 MINUTES BEFORE THE ACCIDENT. THE STUDENT PILOT STATED HE HAD BEEN CONDUCTING TOUCH-AND-GO LANDINGS WITH A CROSSWIND. ON TOUCHDOWN HE TOOK OUT THE CROSSWIND CORRECTION. THE AIRPLANE STARTED TO VEER TO THE LEFT, DEPARTED THE RUNWAY INTO THE GRASS, COLLIDED WITH A RIDGE, BECAME AIRBORNE, AND COLLIDED WITH THE GROUND IN A NOSE-DOWN ATTITUDE. 20010129004399I (-23) ON 29 JANUARY 2001, ^PRIVACY DATA OMITTED^ PIC OF N70020, A CESSNA 185, RETURNED TO BIRCHWOOD AIRPORT (BCV) AND COULD NOT LAND DUE TO HEAVY FOG. ^PRIVACY DA^DECIDED TO LEAVE BCV AND LAND AT UPPER FIRE LAKE. ^PRIVACY DA^DESCENDED THROUGH THE FOG DURING APPROACH LANDING AT UPPER FIRE LAKE AND STRUCK A TREE. AIRCRAFT N70020 SUSTAINED DAMAGE TO THE COWLING, RIGHT WING LEADING EDGE, RIGHT TIP OF THE HORIZONTAL FAIRING, RIGHT BUBBLE WINDOW, AND EXHAUST. ON 30 JANUARY 2001, ^PRIVACY DA^ FLEW N70020 TO BCV TO HAVE REPAIRS DONE AT TALON INDUSTRIES AVIATION SERVICE AND REPAIR. 20010129011559I (-23)PILOT STATED TO A MECHANIC THAT HE WAS ON APPROACH WHEN THE ENGINES STATED TO RUN ROUGH. THE PILOT THEN WENT TO SWITCH THE FUEL SELECTOR FROM ONE TANK TO THE OTHER. THE PILOT THEN STATED THAT THE ENGINE QUIT AND DECLARED AN EMERGENCY. THE PILOT THEN PROCEDED TO LAND THE AIRCRAFT ON TROPICANA AVENUE, LAS VEGAS, NEVADA. SIGNATURE TOWED THE AIRCRAFT TO THEIR HAGAR, LOCATED AT MCCARRAN INTERNATIONAL AIRPORT (LAS) LAS VEGAS, NEVADA. UPON INSPECTION OF THE AIRCRAFT, IT WAS NOTED THAT THE BLADDER TANK ON ONE SIDE OF THE AIRCRAFT HAD COLLAPSED BECAUSE OF INADEQUATE/BLOCKED VENTING IN THE TANK. 20010129012859I (-23) PILOT ADVISED ATC THAT THE WAS UNFAMILIAR WITH THE AIRFIELD AND NEEDED DIRECTIONS. ATC ADVISED THE PILOT TO HEAD TO THE RIGHT AND STAY TO THE RIGHT. THE PILOT STAYED TO THE RIGHT AND ENTERED THE VEHICLE PERIMETER ROAD. THE PILOT MADE A 180 TURN AFTER REALIZING HE WAS NOT ON THE TAXIWAY. WHILE RETURNING TO THE TAXIWAY, THE PILOT STRUCK THE PERIMETER FENCE WITH HIS AIRCRAFT'S LEFT WING. 20010130000529A (-23)THE AIRCRAFT WAS ON IFR APPROACH TO VINEYARD HAVEN, MA (MVY), MARTHA'S VINEYARD, RUNWAY 24 ILS, WHEN THE AIRCRAFT CRASHED APPROXIMATELY 3/4 MILE SHORT, AND 1/4 MILE LEFT OF CENTER RUWNAY 24 ILS, DUE TO UNKNOWN CIRCUMSTANCES AT 1835 EST, 1/30/01. CAPE AIR (HYANNIS AIR SERVICE HYIA), N6837Y, FLT. 415, CESSNA CE-402-C, WAS EN-ROUTE FROM PROVIDENCE RI (PVD), TO MARTHA'S VINEYARD (MVY). TWO PERSONS WERE ON BOARD, ANS SUSTAINED NON-LIFE THREATENING INJURIES. THE AIRCRAFT WAS DESTROYED. THE PILOT IN CONMMAND (PIC) WAS MARK B. TRAFTON, CERT #033381414,^PRIVACY DAT^. THE PIC SUSTAINED BURNS 25% OVER HIS BODY, WITH THIRD DEGREE BURNS OVER HIS FACE, ARMS, AND CHEST. THE ONLY PASSENGER ON BOARD SUSTAINED 2ND DEGREE BURNS OVER HER FACE, AND HANDS. 20010130001079A (-23) STUDENT ON SECOND SUPERVISED SOLO. MADE FOUR LANDINGS OK WHEN WIND PICKED UP IN VELOCITY. INSTRUCTOR ADVISED TOWER TO HAVE STUDENT MAKE A FULL STOP LANDING AND BRING THE A/C BACK. ON LANDING STUDENT LOST DIRECTIONAL CONTROL AND HIT SNOW BANK. 20010130001449I (-23) AFTER LANDING, ^PRIVACY DAT^RETRACTED THE LANDING GEAR INSTEAD OF RETRACTING FLAPS. 20010130001829I (-23)DURING APPROACH INTO PIT, THE CREW ELECTED TO EXECUTE A MISSED APPROACH DUE TO A COMPUTER INDICATOR STEER PROBLEM. THE A/C LANDED ON RUNWAY 28 AND TAXI TO THE RAMP WITHOUT INCIDENT. MAINTENANCE PERSONAL TROUBLESHOT THE SYSTEM AND NO DISCREPANCIES WERE FOUND. THIS INFORMATION WAS RECEIVED FROM ATC, AND COMAIR, INC.PMI/POI. 20010130002469A (-23) ON JANUARY 30, 2001, AT 1649 CST AN EXPERIMENTAL QUESTAIR VENTURE AIRCRAFT, N425V OWNED BY MR ROBERT EUGENE SCHMIDT^PRIVACY DATA OMITTED^ OVER COMPENSATED FOR CROSSWIND DURING LANDING AND STRUCK THE RUNWAY ON A PART 91 FLIGHT. THE FLIGHT CONDITIONS WERE CLEAR, DRY WITH A RIGHT CROSSWIND AND NO FLIGHT PLAN WAS FILED. THE A/C RECEIVED SUBSTANTIAL DAMAGE AND THE PILOT WAS NOT INJURED. THE PILOT HOLDS A ATP FIXED WING PILOT CERTIFICATE, NUMBER 1226560. THE FLIGHT ORIGINATED IN WICHITA, KANSAS ON JANUARY 30, 2001 AT 10:00CST. (.19) ON JANUARY 30, 2001, AT 1649 CENTRAL STANDARD TIME, A SCHMIDT QUESTAIR VENTURE SINGLE ENGINE EXPERIMENTAL AIRPLANE, N425V, WAS SUBSTANTIALLY DAMAGED AFTER IT IMPACTED THE TERRAIN DURING LANDING ROLL AT FORT WORTH MECHAM INTERNATIONAL AIRPORT NEAR FORT WORTH, TEXAS. THE AIRLINE TRANSPORT PILOT WAS NOT INJURED. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT DEPARTED WICHITA, KANSAS, AT UNKNOWN TIME. THE PILOT STATED THAT HE LANDED THE AIRPLANE ON RUNWAY 34R WITH A LEFT CROSSWING. AFTER TOUCHDOWN, THE AIRPLANE VEERED TOWARD THE LEFT SIDE OF THE RUNWAY. IN AN ATTEMPT TO TURN THE AIRPLANE BACK ONTO THE RUNWAY, THE PILOT APPLIED RIGHT RUDDER AND BRAKE. THE AIRPLANE EXITED THE RUNWAY AND CONTACTED THE SOFT GROUND. THE LEFT WING SUSTAINED STRUCTURAL DAMAGE, THE RIGHT WING SEPARATED FROM THE AIRPLANE AS IT NOSED OVER AND CAME TO REST INVERTED. ACCORDING TO THE FORT WORTH MECHAM AIR TRAFFIC CONTROL, THE WIND AT THE TIME OF THE ACCIDENT WAS FROM 270 DEGREES AT 14 KNOTS. 20010131000769A (-23)^PRIVACY DATA OMITTED^ PILOT HAD NO VISUAL QUEUES.F LAT LIGHT CONDITIONS (WHITE-OUT) EXISTED WITH 2 MILES VISIBILITY AND LIGHT SNOW. HARD LANDING ON RUNWAY 11 WHICH HAS AN UPHILL SLOPE OF 8% CONTACTED THE LEFT MAIN WHEELS FIRST THEN A/C BOUNCED, REVERSE POWER WAS APPLIED TO ALL ENGINES. THE SECOND IMPACT WAS HARD TO NOSE AND LEFT MAIN WHEELS; NOSE TIRE BLEW OUT AND LEFT WING SEPARATED FROM FUSELAGE. NO POST CRASH AND NO INJURIES. OTHER: EVAB COMPANY HAS REQUIRED THAT ALL THREE CREW MEMBERS ATTEND A SPECIAL GROUND SCHOOL AND TWO WEEKS OFF WITHOUT PAY. ^PRIVACY DATA OMITTED^ EVERTS AIR FUEL COMPANY MANAGEMENT IS ALSO REQUIRING THAT ALL 125 CREW MEMBERS ARE TRAINED, QUALIFIED AND CHECKED UNDER CONTRACT BY FXGA 121 TRAINING DEPT. 20010131001019I (-23) ON JANUARY 31,,2001, A CESSNA 172-RG MADE A GEAR UP LANDING AT BLACKWELL FIELD IN OZARK, ALABAMA. THE A/C WAS ON A TRAINING FLIGHT AND WAS IN THE PATTERN WHEN THE INSTRUCTOR PILOT,^PRIVACY DATA OMITTED^ ASKED THE STUDENT,^PRIVACY DATA OMITTED^ IF HE COULD STIMULATE AN ENGINE FAILURE AND MAKE THE RUNWAY.^PRIVACY DATA^MADE THE RUNWAY BUT FORGOT TO LOWER THE LANDING GEAR (SEE ATTACHED PILOT STATEMENT) THE A/C LANDED GEAR UP AND CAME TO A STOP ON THE RUNWAY CAUSING MINOR DAMAGE WITH NO INJURIES. 20010131001129A (-23) LYNNE BUXTON WAS PILOT IN COMMAND AND WAS PRACTICING LANDING AT GRAND JUNCTION, CO. AIRPORT WHEN THE AIRPLANE SWERVED TO THE RIGHT BUT THE PILOT OVER CORRECTED AND THE AIRPLANE LOOPED TO THE LEFT. (.19) ON JANUARY 31, 2001, AT 1530 MST, A CESSNA 172 (TAIL WHEEL CONVERSION), N6830A, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT WAS INSVOLVED IN A GROUND LOOP DURING LANDING ROLL AT GRAND JUNCTION, COLORADO. THE PRIVATE PILOT AND SOLE OCCUPANT WAS NOT INJURED. THE FLIGHT WAS A LOCAL PERSONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. 20010131001299A (-23) AFTER TOUCH DOWN ON WATER, SEA PLANE HIT UNSEEN WAVE. WAVE PITCHED A/C BACK INTO THE AIR RESULTING IN A HARD WATER LANDING. (-19) ON JANUARY 31, 2001, AT 1040 EST, A CESSNA 208, N208KW, COLLIDED WITH WATER DURING LANDING OFF-SHORE IN THE DRY TORTUGAS NATIONAL PARK NEAR FORT JEFFERSON, 70 MILES WEST OF KEY WEST, FLORIDA. THE AIRPLANE WAS OPERATED BY SEAPLANE OF KEY WEST, AND FLOWN BY THE AIRLINE TRANSPORT PILOT (ATP) UNDER THE PROVISIONS OF TITLE 14, CFR PART 135, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED FOR THE LOCAL SITE SEEING FLIGHT. THE PILOT AND NINE PASSENGERS WERE NOT INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM KEY WEST, FLORIDA AT 1000. ACCORDING TO THE PILOT, WHILE MAKING A NORMAL APPROACH, INCLUDING A FLYBY TO EVALUATE LANDING CONDITIONS, HE OBSERVED THAT ONE OF THE FERRYBOATS WAS ARRIVING IN THE SOUTH CHANNEL. HE PLANNED AND PERFORMED HIS LANDING SO AS TO AVOID ANY PAST WAKE SWELLS CREATED BY THE BOAT AND TO STOP SHORT AND COMPLETELY BE OFF STEP BEFORE REACHING ANY WAKE SWELLS. HE STATED THAT APPROX. 1/2 TO 3/4 OF THE WAY THROUGH HIS LANDING SLIDE, WITH THE PLANE SLOWED TO APPROX. 30-35 KNOTS, A LARGE SWELL APPEARED BEFORE HIM, LAUCHING THE AIRPLANE 10-15 FEET ABOVE THE WATER. THIS SWELL WAS COMPLETELY SEPARATED FROM THE BOAT WAKE THAT HE HAD BEEN OBSERVING AND COMPLETELY UNSEEN UNTIL IT WAS TOO LATE. THE PILOT FURTHER STATED THAT, AT THIS POINT, HE WAS "POWERLESS" TO DO ANYTHING BUT WAIT FOR THE AIRPLANE TO SETTLE. WHEN IT DID, AT LEAST ONE OF THE FLOAT/STRUT ATTACH POINTS FAILED. ONCE THE PILOT DETERMINED THIS, HE TAXIED TO SHALLOW WATER. AFTER REACHING AN AREA OF SHALLOW WATER, THE PILOT HELD THE AIRCRAFT IN POSITION UNTIL PARK SERVICE BOATS AND PERSONNEL ARRIVED AND ASSISTED IN DEPLANING THE PASSENGERS. AFTER ALL PASSENGERS WERE SAFELY ASHORE, THE PARK SERVICE PERSONNEL AND THE PILOT ANCHORED THE A/C AND WAITED FOR COMPANY REPRESENTATIVE TO ARRIVE(-4) ON JANUARY 31, 2001, AT 1040 EST, A CESSNA 208, N208KW, COLLIDED WITH WATER DURING LANDING OFF-SHORE IN THE DRY TORTUGAS NATIONAL PARK NEAR FORT JEFFERSON, 70 MILES WEST OF KEY WEST, FLORIDA. THE AIRPLANE WAS OPERATED BY SEAPLANES OF KEY WEST, AND FLOWN BY THE AIRLINE TRANSPORT PILOT (ATP) UNDER THE PROVISIONS OF TITLE 14 CFR PART 135, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE LOCAL SIGHTSEEING FLIGHT. THE PILOT AND NINE PASSENGERS WERE NOT INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM KEY WEST, FLORIDA AT 1000. ACCORDING TO THE PILOT, WHILE MAKING A NORMAL APPROACH, INCLUDING A FLYBY TO EVALUATE LANDING CONDITIONS, HE OBSERVED THAT ONE OF THE FERRYBOATS WAS ARRIVING IN THE SOUGH CHANNEL. HE PLANNED AND PERFORMED A WATER LANDING TO AVOID ANY PAST WAKE SWELLS CREATED BY THE FERRY BOAT IN THE LANDING AREA. APPROXIMATELY 1/2 TO 3/4 THROUGH THE LANDING SLIDE, WITH THE AIRPLANE 10-15 FEET ABOVE THE WATER. THIS SWELL WAS COMPLETELY SEPARATED FROM THE BOAT WAKE THAT HAD BEEN OBSERVED EARLIER. THE PILOT FURTHER STATED THAT, AT THIS POINT, HE WAS "POWERLESS" TO DO ANYTHING BUT WAIT FOR THE AIRPLANE TO SETTLE. AFTER THE AIRPLANE SETTLED ON THE WATER, THE PILOT TAXIED TO SHALLOW WATER WHERE ASSISTANCE WAS RECEIVED FROMPARK SERVICE IN DEPLANING THE AIRPLANE. THE EXAMINATION OF THE AIRPLANE DISCLOSED THAT THE REAR FLOAT/STRUT ATTACH POINT HAD FAILED AND THE STRUT ASSEMBLY HAD PENETRATED THE AIRFRAME SKIN. NO MECHANICAL PROBLEMS WITH THE AIRPLANE WERE REPORTED BY THE PILOT. ACCORDING TO THE PILOT, THE SWELL THAT LAUCHED THE AIRPLANE DURING TH ALNDING WAS NOT SEEN UNTIL IT WAS TOO LATE FOR HIM TO AVOID THE COLLISION. 20010131003779A (-23) PILOT BOSE TOLD INSPECTOR SEXTON THAT HE ATTEMPTED TO TRANSFER FUEL WHEN ENGINE BEGIN TO SKIP. (MEANING TRANSFER FUEL FROM AUXILLARY TANK). THE ENGINE FIRED AGAIN RUNNING MOMENTARILY BEFORE AGAIN SHUTTING DOWN COMPLETELY. PILOT SELECTED LANDING SITE AND MANUEVERING FOR PARKING LOT. A/C AUXILLARY TANK 14.7 GALLONS WAS FULL.^PRIVACY DATA O^ 20010131004539A (-23) THE ACCIDENT OCCURRED ON 1/31/01. MR. HAMILTON WAS ATTEMPTING TO TAKE-OFF AND THE RUNWAY SURFACE WAS SNOW AND SLUSH COVERED. THE LEFT TIRE WENT THROUGH A DEEP POCKET OF SLUSH AND PULLED THE A/C TO THE LEFT. MR. HAMILTON SAID HE TRIED TO CORRECT IT BUT THE SNOW WAS DEEPER TOWARD THE LEFT SIDE OF THE RUNWAY. THE A/C CONTINUED TO THE LEFT AND IMPACTED THE RUNWAY SIDE SNOW BANK AND TIPPED FORWARD STRIKING THE RIGHT WING TO THE GROUND. THE OUTBOARD SECTION OF THE WING WAS STRUCTURALLY DAMAGED. THE PROP AND ENGINE COWLING WERE ALSO DAMAGED. (.19)ON JANUARY 31, 2001, AT 1300 EASTERN STANDARD TIME, A CESSNA 172, N6448V, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF WHEN THE LEFT MAIN GEAR ENCOUNTERED SLUSH ON THE LEFT SIDE OF THE RUNWAY, AND THE AIRPLANE HIT A SNOWBANK AND TIPPED UP ON THE RIGHT WING. THE 14 CFR PART 91 PERSONAL FLIGHT WAS DEPARTING FROM RUNWAY 27 (2,341 FEET BY 100 FEET, GRASS, WET) AT THE HIRAM CURE AIRFIELD (C43), SUNFIELD, MICHIGAN, ON A LOCAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. 20010131004679A (-23) MR. TROUT PLANNED AN INSTRUMENT FLIGHT FROM FULTON, MO. TO HILLSBORO, KS., A DISTANCE OF ABOUT 260 NAUTICAL MILES. THE DESTINATION WAS FORECAST TO BE CLEAR WITH UNRESTRICTED VISIBILITY. SKIES IN THE FULTON AREA WERE CEILINGS OF ABOUT 1,200 FEET ABOVE THE GROUND, WITH MULTIPLE LAYERS UP TO 20, 000 FEET. THE FORECAST INCLUDED LIGHT TO MODERATE ICING BELOW 15,000 FEET, AND THERE WERE PILOT REPORTS OF ICING. N6754Y IS NOT EQUIPPED FOR FLIGHT IN ICING CONDITIONS. SHORTLY AFTER DEPARTURE, MR. TROUT'S AIRPLANE BEGAN ACCUMULATING ICE. HE ASKED FOR A HIGHER ALTITUDE, BUT WHEN HE WAS STILL IN THE CLOUDS AT 7,000 FEET, HE REQUESTED VECTORS FOR A RETURN TO FULTON. ON THE DESCENT, THE A/C ACCULMULATED MORE ICE TO THE POINT THAT THE WINDOWS WERE ICED OVER AND MR. TROUT HAD NO FORWARD VISIBILITY. WHILE IN VISUAL METEOROLOGIC CONDITIONS, HE FLEW INTO POWER LINES AND CRASHED INTO AN OPEN FIELD NEAR THE AIRPORT. 20010131005419I (-23) A/C WAS ENROUTE FROM HLB TO GFK AT FL 310. JUST NORTH OF MSP THE LEFT ENGINE LOST POWER AND WAS SHUT DOWN. AIRMAN DECLARED EMERGENCY AND WAS CLEARED TO MSP. INSPECTION OF A/C FOUND TURBINE BLADES HAD SEPARATED. ENGINE WAS MOVED TO PRATT AND WHITNEY CANADA FOR TEAR DOWN. 20010131007699I (-23) WHILE DISTRACTED BY THE POSSIBILITY OF A SOFT SPOT ON THE GRASS STRIP, THE PILOT OPERATED THE FLAP LEVER INSTEAD OF THE LANDING GEAR LEVER AND LANDED GEAR UP. THERE WAS MINOR DAMAGE TO THE AIRCRAFT. 20010131039449A (-23) AIRCRAFT ENROUTE FROM W66 TO OFP VFR. PILOT NOTES LOSS OF ELECTRICAL POWER AND DIVERTS TO LKU. AIRMAN FLARES HIGH. AIRCRAFT HITS HARD, BOUNCES, AND COMES DOWN ON NOSE GEAR. NOSE GEAR SHEARED OFF, RIGHT WING WRINKLED TOP AND BOTTOM, AND LEFT WING WRINKLED ON BOTTOM. 20010201000679I (-23) PILOT STATED THAT DURING LANDING ROLLOUT, HE WAS TEMPORARILY BLINDED BY THE SUN. THE A/C DRIFTED TO THE RIGHT SIDE OF THE "SOD" RUNWAY WHERE THE A/C'S PROPELLER STRUCK AN UNIDENTIFIED OBJECT. 20010201002029I (-23) THE A/C WAS DEPARTING SAN LUIS OBISPO, CA (SBP) AIRPORT FOR LONG BEACH, CA ON RUNWAY 29 WHICH IS 4,799 FEET IN LENGTH. THE DISTANT REQUIRED FOR TAKEOFF WAS 3,900 FEET. THE A/C TAKEOFF WEIGHT WAS LESS THAN THE WEIGHT REQUIRED FOR THE RUNWAY. APPROX. FIVE KNOTS PRIOR TO VI, A VERY LOUD BANG AND AIR NOISE WAS HEARD FOLLOWED BY THE SECOND PILOT ^PRIVACY DATA OM^ CALLING OUT "ABORT! ABORT! ABORT! THE PILOT IMMEDIATELY SCANNED THE INSTRUMENTS WHICH REVEALED THAT A RED LIGHT WAS ILLUMINATED ON THE EMERGENCY PANEL. THE AIR NOISE, QUITE EXTREME, PERSISTED, AS DID ^PRIVACY DA^CALLOUTS TO ABORT. DUE TO THE SHORT RUNWAY, THERE WAS A MINIMAL TIME IN WHICH TO REACT. THEREFORE, THE PILOT MADE A DECISION TO ABORT. HE SIMULTANEOUSLY APPLIED MAXIMUM BRAKING,WENT INTO FULL REVERSING AND CALLED FOR THE EXTENSION OF THE LIFT DUMPERS. THE ANTI-SKID SYSTEM WAS FUNCTIONING AND THE NOSE WHEEL STEERING KEPT THE A/C ON THE CENTER OF THE RUNWAY. IT APPEARED FOR A MOMENT THAT THE A/C WOULD COME TO A COMPLETE STOP SHORT OF THE END OF THE RUNWAY. AT THAT MOMENT THE PILOT FELT THE ANTI-SKID RELEASE AND THE PLANE SURGED FORWARD AND WENT APPROX. 35 FEET PAST END OF RUNWAY. 20010201003399A (-23) ON FEBRUARY 01, 2001, AN AMATUER-BUILT EXPERIMENTAL ARTHUR DRAGONFLY WAS AT CRUISE FLIGHT AT 4000 FEET MSL WHEN THE ENGINE QUIT. THE PILOT MADE SEVERAL UNSUCCESSFUL ATTEMPTS TO START THE ENGINE. HE MADE AN EMERGENCY FORCED LANDING IN OPEN DESERT TERRAIN SOUTHEAST OF MARANA, ARIZONA. DURING THE FORCED LANDING, THE NOSE LANDING GEAR WAS FRACTURED AND THE FORWARD CANARD WAS DAMAGED. THE AIRCRAFT WAS BEING OPERATED BY THE PILOT/OWNER AS A PERSONAL FLIGHT UNDER CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE PILOT RECEIVED ONLY MINOR INJURIES. 20010201003659I (-23)A/C WAS TAKING OFF FOR FLIGHT TO TORONTO, CANADA. AFTER ROTATION LEFT NOSE WHEEL CAME OFF A/C. THE WHEEL ASSY WAS FOUND NEXT TO A TUG ON THE AIRFIELD. THE TIRE WAS SENT BACK TO COMPANY IN TORONTO. FURTHER INFORMATION FROM THE DIRECTOR OF QA STATES THAT THE AXLE TIRE AND BEARINGS HAVE BEEN TAKEN BY AIR TRANSPORT CANADA (ATC) FOR FURTHER INVESTIGATION. THE AIRLINES HAS CLOSED PENDING FINDINGS FOR ATC. CLOSED. 20010201004599A (-23) DURING A PREFLIGHT RUN-UP, THE EUROCOPTER FM CHECK LIST FOR THE AS-350B2 CALLS FOR A HYDRAULIC ACCUMULATOR CHECK. THIS IS DONE AT FLIGHT IDLE. THE PILOT ENGAGED THE "HYDRAULIC TEST" AND ACCOMPLISHED THE ACCUMULATOR CHECK. SINCE THIS WAS A LEFT SIDE PILOT VERSION, THE PILOT SWITCHED HANDS FROM THE POSITION OF LEFT HAND GUARDING THE COLLECTIVE AND THE RIGHT HAND ON THE CYCLIC TO THE LEFT HAND GUARDING THE CYCLIC TO DISENGAGE THE "HYDRAULIC TEST" SWITCH WITH THE RIGHT HAND. BEFORE THE PILOT COULD DISENGAGE THE SWITCH, THE AIRCRAFT LAUNCHED ITSELF TO APPROXIMATELY 15 FEET ABOVE THE GROUND IN A NOSE LOW ATTITUDE. THE PILOT STRUGGLED TO GAIN CONTROL OF THE HELICOPTER AND TO MANEUVER IT AWAY FROM WAITING PASSENGERS AND OTHER PARKED HELICOPTERS AT THE HELIPORT. THE PILOT WAS UNABLE TO QUICKLY REGAIN CONTROL OF THE HELICOPTER DUE TO THE HYDRAULIC SYSTEM BEING SHUT OFF AND THE WILDLY OSCILLATING HELICOPTER. THE TAIL BOOM STRUCK THE GROUND AND THE AIRCRAFT CAME TO REST ON ITS RIGHT SIDE CAUSING SUBSTANTIAL DAMAGE. (.4) ON FEBRUARY 1, 2001, AT 0918 HAWAIIAN STANDARD TIME, A EUROCOPTER AS-350-B2 SINGLE ENGINE HELICOPTER, N985SA, IMPACTED TERRAIN AND ROLLED OVER AF TER AN UNINTENTIONAL LIFTOFF DURING A BEFORE TAKEOFF CHECK AT LIHUE, HAWAII. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED ONLY MINOR INJURIES. THE HELICOPTER WAS REGISTERED TO AND OPERATED BY SAFARI HELICOPTERS INC., OF LIHUE, AS AN ON-DEMAND, SIGHTSEEING, AIR-TAXI FLIGHT UNDER 14 CFR PART 135. THE PILOT WAS PERFORMING A BEFORE TAKEOFF RUN-UP ON THE LIHUE AIRPORT HELIPAD, IN PREPARATION FOR FLIGHT'S BOARDING AND DEPARTURE, WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND A COMPANY VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT, HE WAS IN THE PROCESS OF CONDUCTING THE HYDRAULIC ACCUMULATOR TEST DURING THE BEFORE TAKEOFF CHECKLIST WHEN THE ACCIDENT OCCURRED. ACCORDING TO THE EUROCOPTER TRAINING MANUAL, THE HELICOPTER CAN BE MANEUVERED WITHOUT HYDRAULIC ASSISTS, "BUT THIS REQUIRES THE PILOT TO APPLY NON-NEGLIGIBLE FORCES THAT ARE DIFFICULT TO GAUGE." THE TRAINING MANUAL ALSO STATES, "IN CASE OF LOSS OF HYDRAULIC PRESSURE, ACCUMULATORS IN THE MAIN ROTOR SERVO ACTUATORS PROVIDE A SMALL ENERGY RESERVE, GIVING THE PILOT TIME TO RECONFIGURE IN THE SAFETY CONFIGURATION. THE HELICOPTER'S BEFORE TAKEOFF CHECKLIST CALLS FOR A HYDRAULIC ACCUMULATOR TEST TO BE ACCOMPLISHED WITH THE FUEL FLOW CONTROL IN THE "FLIGHT" POWER SETTING. THE TEST DICTATES THAT THE COLLECTIVE PITCH BE LOCKED DOWN PRIOR TO TESTING THE ACCUMULATORS. THE PILOT IS THEN INSTRUCTED TO CUT OFF HYDRAULIC PRESSURE BY ACTUATING THE HYDRAULIC TEST PUSH-BUTTON (LOCATED ON THE CENTER CONSOL). THE HYDRAULIC WARNING LIGHT WILL ILLUMINATE AND THE HYDRAULIC WARNING HORN WILL SOUND. THE PILOT IS THEN INSTRUCTED TO "MOVE THE CYCLIC 2 OR 3 TIMES ALONG BOTH AXES SEPARATELY ON 10 PERCENT OF TOTAL TRAVEL, CHECK FOR HYDRAULIC ASSISTANCE BY ABSENCE OF CONTROL LOAD." ONCE THIS IS ACCOMPLISHED, THE PILOT IS TO PRESS THE HYDRAULIC TEST PUSHBUTTON (ON THE CENTER CONSOLE) TO RESTORE HYDRAULIC PRESSURE. AT THE TIME OF THE ACCIDENT, THE PILOT WAS SEATED IN THE LEFT COCKPIT SEAT. FROM THE LEFT SEAT, THE COLLECTIVE IS POSITIONED TO THE LEFT OF THE SEAT, THE CYCLIC IS CENTERED IN FRONT OF THE SEAT BETWEEN THE PILOT'S LEGS, AND THE HYDRAULIC TEST PUSHBUTTON IS TO THE RIGHT OF THE SEAT ON THE CENTER CONSOLE. DURING THE HYDRAULIC ACCUMULATOR TEST, WHILE POSITIONED IN THE LEFT SEAT, THE PILOT HAS TO REMOVE HIS LEFT HAND FROM THE COLLECTIVE CONTROL AND PLACE IT ON THE CYCLIC CONTROL, THEN HE HAS TO REMOVE HIS RIGHT HAND FROM THE CYCLIC AND DEPRESS THE HYDRAULIC TEST PUSHBUTTON. THE PILOT THEN REPOSITIONS HIS HANDS TO THEIR NORMAL POSITION (LEFT HAND ON COLLECTIVE AND RIGHT HAND ON CYCLIC). ONCE THE TEST IS COMPLETE, THE PILOT HAS TO REMOVE HIS LEFT HAND AGAIN FROM THE COLLECTIVE AND PLACE IT ON THE CYC 20010201004639A (-23) A/C WAS ENROUTE FROMMEM TO LIT ON AN IFR FLIGHT PLAN. LEVEL AT 4,000'. PILOT INFORMED MEMARTCC THE RIGHT ENGINE CYLINDER HEAD TEMPERATURE WAS TOO HIGH AND ASKED FOR NEAREST AIRPORT. ATC PROVIDED VECTORS TO BRINKLEY (M36) ARKANSAS AIRPORT. BEFORE THE PILOT FOUND THE RUNWAY HE ELECTED TO EXECUTE A LANDING IN A SOFT, FLAT, AGRICULTURAL FIELD 5 NM NORTHWEST OF M36. HE STATED HE SHUT DOWN THE RIGHT ENGINE BY MOVING THE MIXTURE LEVEL TO "OFF" AND BY "FEATHERING" THE RIGHT PROPELLER. HE STATED HE HAD PROBLEMS HOLDING ALTITUDE AT "100 IAS". SHORTLY AFTER THESE ACTIONS THE AIRPLANE WAS LANDED/DAMAGED IN THE DESCRIBED FIELD. THE FLAPS WERE FOUND RETRACTED, THE LANDING GEAR DOWN (NOSE GEAR AND RIGHT MAIN GEAR SEPARATED, BOTH PROPELLERS (ALL 6 BLADES) SMOOTHLY BENT BACK WITHOUT EVIDENCE OF EITHER PROPELLER HAVING BEEN FEATHERED. 20010201007149I (-23)IT WAS A BEAUITFUL DAY, WIND WAS ABOUT 15 KNOTS OUT OF THE EAST, THE AIRCRAFT MADE A GOOD APPROACH AND TOUCH DOWN BUT THE WHEELS WERE NOT DOWN. 20010201009069A (-23)RADAR DATA REVEALS THAT COAST GUARD 2135 STARTED A RIGHT TURN TO THE NORTH AT 00:47:32 (19:47:32 EST) AND WAS AT AN ALTITUDE TO 1000 FEET. AT 00:47:20, N99WD IS SOUTH BOUND AT 1600 FEET IN A SLIGHT LEFT TURN SOUTH BOUND AND THEN STARTS A TURN BACK TO THE RIGHT AT 00:48:08. THE AIRPLANE IS OBSERVED TO MAKE ANOTHER LEFT AND RIGHT TURN MAINTAIN 1600 FEET. AT 00:49:47, N99WD STARTS A LEFT TURN AND STOPS THE TURN ON A NORTH EST HEADING AT 1500 FEET. AT 00:50:47, N99WD STARTS A RIGHT TURN. THE LEST RECORDED RADAR HIT IS AT 00:51:08, AT 1500 FEET. (.4) THE ACCIDENT PILOT WAS CONDUCTING A NIGHT INTERCEPT TRAINING MISSION WITH A COAST GUARD AIRPLANE. THE ACCIDENT PILOT STATED THAT IT WAS GETTING A BIT HAZY AND INFORMED THE COAST GUARD PILOT THAT HE WOULD BE BREAKING OFF AND TURNING TO THE NORTH TO GET SEPARATION FOR ANOTHER INTERCEPT. THE COAST GUARD AIRPLANE ACCELERATED AND ASKED THE ACCIDENT PILOT TO PROCEED NORTH AT A SLOWER AIRSPEED TO ALLOW SEPARATION. THE ACCIDENT PILOT RESPONDED I'M IMC MAINTAINING 180 DEGREES. THE COAST GUARD PILOT INFORMED THE ACCIDENT PILOT THAT THEY WERE WELL TO THE NORTH AND THERE WAS NO CONFLICT. THERE WAS NO OTHER RADIO COMMUNICATION WITH THE ACCIDENT PILOT. REVIEW OF RADAR DATA REVEALED THAT THE ACCIDENT AIRPLANE CONTINUED SOUTH BOUND AT 1,600 FEET BEFORE MAKING A SLIGHT LEFT TURN FOLLOWED BY A TURN BACK TO THE RIGHT AT 00:48:08. THE AIRPLANE MADE ANOTHER TURN TO THE LEFT AND BACK TO THE RIGHT. AT 00:49:47, THE AIRPLANE IS OBSERVED TO START A LEFT TURN, AND STOPS ON A NORTH HEADING AT 1,500 FEET. AT 00:50:47, THE AIRPLANE IS OBSERVED TO START A RIGHT TURN. THE LAST RECORDED RADAR HIT IS AT 00:51:08, AT 1,500 FEET. EXAMINATION OF THE AIRFRAME, FLIGHT CONTROLS, ENGINE ASSEMBLY AND ACCESSORIES , VACUUM PUMP AND FLIGHT INSTRUMENTS REVEALED NO EVIDENCE OF A PRECRASH MECHANICAL FAILURE OR MALFUNCTION. REVIEW OF THE PILOT'S LOG BOOK REVEALED THE PILOT WAS AWARDED AN INSTRUMENT RATING ON DECEMBER 23, 2000, AND HAD FLOWN TWO FLIGHTS CONSISTING OF .8 SINCE OBTAINING THE INSTRUMENT RATING. 20010202000519A (-23) PILOT LANDING RUNWAY 27, CVX, WIND REPORTED AS 320 DEGREES AT 9 KNOTS. PILOT STATED HE DID NOT GET PROPERLY LINED UP WIHT RUNWAY, DID NOT USE PROPER CROSS WIND TECHNIQUE. A/C DRIFTED OFF LEFT SIDE OF RUNWAY, STRUCK FROZEN SNOW BANK AND RUNWAY LIGHT, LEFT MAIN LANDING GEAR AND NOSE GEAR COLLAPSED, DAMAGE TO LEFT PROPELLER, LEFT WING LEADING EDGE AND TRAILING EDGE, DAMAGE TO LEFT WING REAR SPAR AND SOME RIBS, LANDING GEAR DAMAGE.^PRIVACY DATA OMITTED^ (.19) ON FEBRUARY 2, 2001, AT 1642 EST, A PIPER PA-34-220T, N4123K, OPERATED BY A PRIVATE PILOT, COLLIDED WITH A RUNWAY LIGHT AND SNOW BANK FOLLOWING A LOSS OF DIRECTIONAL CONTROL DURING LANDING. THE LANDING WAS BEING MADE ON RUNWAY 27 (4,550 FEET BY 75 FEET), AT THE CHARLEVOIX MUNICIPAL AIRPORT, CHARLEVOIX, MICHIGAN. THE PILOT AND HIS PASSENGER WERE NOT INJURED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 FLIGHT WAS OPERATING IN VISUAL METEOROLOGICAL CONDTIONS AND AN IFR FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM PONTIAC, MICHIGAN, AT 1500 EST. 20010202000989I (-23) N242LJ, A CITATION 525, AFTER LANDING AT GADSDEN MUNICIPAL AIRPORT AT NIGHT, HIT 2 DEER IN THE LANDING ROLL APPROX. 1000 FEET DOWN THE RUNWAY. 20010202001559I (-23) SEE ATTACHED NARRATIVE 20010202002339I (-23) PILOT STATED THAT HE BALLOONED DURING THE FLARE AND MISMANAGED THE CONTROLS WHICH RESULTED IN A HARD LANDING. A GO-AROUND WAS INTIATED AND A SUCCESSSFULL LANDING WAS ACCOMPLISHED ON THE SUBSEQUENT ATTEMPT. BENT PROP/PROP STRIKE WAS DISCOVERED ON POST FLIGHT INSPECTION. 20010202002549I (-23) ON FRIDAY, FEBRUARY 2, 2001 AT 1743 LOCAL, A CONTINENTAL EXPRESS ATR 42, N93840, FLIGHT 3185, RETURNED AND LANDED ON RUNWAY 28 AT THE SYRACUSE INTERNATIONAL AIRPORT DUE TO A NOSE GEAR PROBLEM. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT FURTHER INCIDENT. COMPANY MAINTENANCE CAME UP FROM EWR AND INSPECTED THE NOSE GEAR. THEY FOUND THE NOSE GEAR AND SENSORS PACKED WITH ICE. THEY REMOVED THE ICE AND PERFORMED A GEAR SWING, WITH NO FURTHER DEFECTS NOTED. THIS INCIDENT IS CONSIDERED CLOSED. 20010202002829I (-23) AFTER TAKEOPFF, RPM RUNWAY TO ABOVE RED LINE. PILOT RETARDED THROTTLE AND ENGINE THEN STOPPED RUNNING. SUCCESSFUL LANDING WAS MADE ON NEARBY RIVER. 20010202002839I (-23) IEA092001004: THE STUDENT PILOT WAS COMPLETING A SOLO X-COUNTRY FLIGHT FROM CUMBERLAND, MD(CBE) TO PARKERSBURG, WV (PKB) WHEN DURING LANDING ON RUNWAY 28 THE PILOT LOST CONTROL WHEN THE LEFT WING LIFTED CAUSING THE RIGHT WING TIP TO SCRAPE THE RUNWAY. THE PILOT TRIED TO CORRECT BUT WENT OFF THE LEFT SIDE OF THE RUNWAY CAUSING THE NOSE LANDING GEAR TO BEND. 20010202004319A (-23)ON FEBRUARY 2, 2001, MR. TEREK SCHULTZ (PIC INSTRUCTOR) AND MR. BRIAN MOORE (SIC, STUDENT) WERE FLYING AN INITIAL TWIN ENGINE TRAINING FLIGHT FOR MR. MOORE . AFTER COMPLETING THE INITIAL LESSON IN THE PRACTICE AREA THEY DECIDED TO COME BACK TO PERFORM A COUPLE OF TOUCH AND GO'S. THE LANDING GEAR HAD BEEN CYCLED TWICE DURING THIS FLIGHT TRAINING AND NO PROBLEMS WERE NOTED. PRIOR TO THE INTIAL TOUCHDOWN THE THREE DOWN AND LOCKED ALNDING GEAR LIGHTS WERE VERIFIED. UPON INITIAL TOUCHDOWN THE LEFT HAND LANDING GEAR BEGAN TO COLLAPSE AND THE STUDENT AND INSTRUCTOR PROCEEDED WITH A GO-AROUND. ONCE SAFELY IN THE AIR THEY FLEW BY THE TOWER AND THE TOWER INDICATED THAT IT LOOKED LIKE ALL THREE GEARS WERE DOWN WITH THE THREE LANDING GEAR LIGHTS INDICATING THAT THE GEAR WAS DOWN AND LOCKED. A SECOND ATTEMPT WAS MADE TO LAND THE AIRCRAFT AND THE L/H LANDING GEAR AGAIN BEGAN TO COLLAPSE WHICH RESULTED IN THE PROPELLER STRIKING THE RUNWAY, THE STUDENT AND INSTRUCTOR PROCEEDED WITH ANOTHER GO-AROUND. AFTER THE SECOND ATTEMPT TO LAND THEY RETRACTED THE LANDING GEAR AND DECIDED TO DO A GEAR UP LANDING BUT WERE TOLD BY THE TOWER THAT THE L/H GEAR WAS HANGING DOWN SO THEY DECIDED TO PUT THE LANDING GEAR DOWN AND PREPARED FOR A COLLAPSING GEAR. PRIOR TO TOUCHDOWN THIS WAS THE FIRST INDICATION THAT THE L/H GEAR WAS NOT DOWN AND LOCKED. UPON TOUCHDOWN THE L/H MAIN LANDING GEAR COLLAPSED AS IT DID ON THE FIRST TWO ATTEMPTS. AFTER THE L/H WING IMPACTED THE RUNWAY THE A/C SLID OFF THE LEFT SIDE OF THE RUNWAY AND IMPACTED A RUNWAY LIGHT, WHICH CAUSED MAJOR STRUCTURAL DAMAGE TO THE LOWER SIDE OF THE L/H HORIZONTAL STABILIZER. THE A/C SLID TO A STOP IN THE GRASS. NO INJURIES RESULTED DUE TO THIS ACCIDENT. 20010202005399I (-23) WHILE LANDING RUNWAY 14, WIND 200 @9KTS, UPON TOUCHDOWN A/C VEERED RIGHT, WENT OFF RUNWAY INTO SNOWBANK. RUNWAY HAD ICE ON IT. NOSE GEAR BROKE OFF UPON HITTING SNOWBANK. PROPELLER WAS BENT, ENGINE MOUNT BENT, FRONT COWLING BROKEN AND NOSEBOWL COWLING DENTED. NOTE: AIRMAN IS A WINGS PROGRAM PARTICIPANT AND COMPLETED PHASE III IN LIEU OF FLIGHT REVIEW OF 11/22/00. 20010203001099A (-23) A/C DEPARTED RUNWAY 16 AT SHADY ACRES AIRPORT. UPON CLIMBOUT, AT AN ALTITUDE OF APPROX. 800 FEET, PILOT NOTICED A SUBSTANTIAL LOSS OF POWER. PILOT STARTED AN IMMEDIATE 90 DEGREE LEFT TURN TO REACH A GOLF COURSE ADJACENT TO THE AIRPORT. PILOT MADE AN EMERGENCY LANDING ON THE 9TH FAIRWAY OF THE CLASSIC GOLF COURSE, COLLAPSING THE LANDING GEAR AND BENDING THE PROPELLER IN THE PROCESS. TEMPERATURE AND DEW POINT AT TIME OF ACCIDENT WAS 41F. 20010203001219A (.19)ON FEBRUARY 3, 2001, AT 1130 EST AN ENGSTOM F28A HELICOPTER, N98PM WASSUBSTANTIALLY DAMAGED AFTER THE MAIN ROTOR SEPARATED AND IT COLLIDED WITH TERRAIN WHILE ON FINAL APPROACH TO THE HENRY COUNTY AIRPORT, NAPOLEON, OHIO. THE CERTIFICATED COMMERCIAL PILOT/OWNER AND TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL SIGHSEEING FLIGHT THAT ORGINATED AT HENRY COUNTY, ABOUT 1120. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A TELEPHONE INTERVIEW, THE PILOT SAID THE PURPOSE OF THE FLIGHT WAS TO PROVIDE A SIGHTSSEING/ORIENTATION FLIGHT TO TWO PASSENGERS DURING AN AIRPORT OPERN HOUSE. HE SAID:"WE TOOK OFF, AND THE HELICOPTER DEVELOPED AN IN-FLIGHT VIBRATION. I CAME BACK TO THE AIRPORT AND THE MAIN ROTOR DEPARTED THE HELICOPTER ABOUT 10 FEET OFF THE GROUND. THE MAST FRACTURED RIGHT BELOW THE HUB". THE PILOT ALSO HELD A MECHANIC'S CERTIFICATE WITH RATINGS FOR AIRFRAME AND POWERPLANT. HE SAID THAT HE HAD JUST COMPLETED A 100-HOUR INSPECTION OF THE HELICOPTER THE DAY BEFORE THE ACCIDENT FLIGHT. THE PIOLOT STATED THAT DURING THE INSPECTION THE FLIGHT CONTROLS WERE DISCONNECTED SO THAT MEASUREMENTS AND ADJUSTMENTS COULD BE MADE. HE SAID THE HELICOPTER WAS RE-ASSEMBLIED, AND A TEST FLIGHT WAS PERFORMED THAT WAS APPROX. 18 MINUTES IN DURATION. THE PILOT SAID THE HELICOPTER "FLEW FINE" AND HE RELEASED THE HELICOPTER FOR SERVICE. THE PILOTSAID THE ACCIDENT OCCURRED DURING THE SECON FLIGHT AFTER THE TEST FLIGHT. HE SAID:"THERE WAS ONE OTHER FLIGHT AFTER THE TEST FLIGHT. IT FAILED ON THE NEXT BASIC FLIGHT. YOU SEE IT'S NOT UNUSUAL FOR THE HELICOPTER TO HAVE A SLIGHT VIBRATION WHEN IT'S COLD, BUT IT'LL SMOOTH OUT AFTER A COUPLE OF MINUTES. ON THE SECOND FLIGHT THE VIBRATION WAS BACK, BUT THEN IT GOT WORSE, AND I RETURNED TO THE AIRPORT. I DIDN'T FLY A QUARTER MILE AWAY. I JUST MADE A CIRCLE AND CAME BACK." THE PILOT SAID HE FLEW HIS APPROACH TO AN AREA THAT WAS CLEAR OF OBSTACLES AND SPECTATORS, AND THAT THE ROTOR SYSTEM CAUSED NO PROPERTY DAMAGE OR PERSONAL INJURY AFTER IT DEPARTED THE HELICOPTER. THE PILOT/OWNER REPORTED 9,000 HOURS OF FLIGHT EXPERIENCE, 2,000 HOURS OF WHICH WERE IN HELICOPTERS. HE REPORTED APPROX. 1,000 HOURS IN THE ENSTROM F28. THE HELICOPTER WAS A 1974 ENSTROM F28A AND THE PILOT REGISTERED IT ON NOV. 26. 1996. A PRELIMINARY REVIEW OF THE MAINTENANCE RECORDS REVEALED THAT THE MAIN TRANSMISSIONS MOST RECENT OVERHAUL WAS AT THE ENSTROM FACTORY IN 1993, AT 1,036 AIRCRAFT HOURS. TOTAL TIME ON THE HELICOPTER AT THE TIME OF THE ACCIDENT WAS 1,732 A/C HOURS. PORTIONS OF THE MAINROTOR MAST ABOVE AND BELOW THE FRACTURE WERE SHIPPED TO THE SAFETY BOARDS MATERIALS LABORATORY IN WASHINGTON, D.C. FOR FURTHER EXAMINATION. THE WEATHER AT THE TIME OF THE ACCIDENT WAS A BROKEN CLOUD LAYER AT 4,800 FEET WITH WINDS FROM 180 DEGREES AT 11 KNOTS. (.4) ON FEBRUARY 3, 2001, AT 1130 EASTERN STANDARD TIME, AN ENSTROM F28A HELICOPTER, N98PM, WAS SUBSTANTIALLY DAMAGED AFTER THE MAIN ROTOR SEPARATED AND IT COLLIDED WITH TERRAIN WHILE ON FINAL APPROACH TO THE HENRY COUNTY AIRPORT, NAPOLEON, OHIO. THE CERTIFICATED COMMERCIAL PILOT/OWNER AND TWO PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL SIGHTSEEING FLIGHT THAT ORIGINATED AT HENRY COUNTY, ABOUT 1120. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A TELEPHONE INTERVIEW, THE PILOT SAID THE PURPOSE OF THE FLIGHT WAS TO PROVIDE A SIGHTSEEING/ORIENTATION FLIGHT TO THE TWO PASSENGERS DURING AN AIRPORT OPE N HOUSE. HE SAID: "WE TOOK OFF, AND THE HELICOPTER DEVELOPED AN IN-FLIGHT VIBRATION. I CAME BACK TO THE AIRPORT AND THE MAIN ROTOR DEPARTED THE AIRCRAFT ABOUT 10 FEET OFF THE GROUND. THE MAST FRACTURED RIGHT BELOW THE HUB." THE PILOT ALSO HELD A MECHANIC'S CERTIFICATE WITH RATINGS FOR AIRFRAME AND POWERPLANT. HE SAID THAT HE HAD JUST COMPLETED A 100-HOUR INSPECTION OF THE HELICOPTER THE DAY BEFORE 20010203001319A (-23) THE OWNER AND PILOT IN COMMAND, WAS SITTING IN THE RIGHT SEAT OF THE A/C AND WAS LETTING HIS FRIEND FLY THE A/C WHO WAS OCCUPYING THE LEFT SEAT. THE PERSON IN THE LEFT SEAT WAS NOT A U.S. CERTIFICATED PILOT. DURING THE ALNDING ROLL, THE A/C BEGAN TO VEER TO ONE SIDE OF THE RUNWAY. THE OWNER/PILOT IN COMMAND TRIED TO CONTROL THE A/C BUT DID NOT HAVE THE BRAKES ON THE RIGHT SIDE TO DO SO. THE PERSON IN THE LEFT SEAT APPLIED BRAKE PRESSURE AND THE PLANE FLIPPED ON ITS BACK. (.4) ON FEBRUARY 3, 2001, ABOUT 0845 HOURS MOUNTAIN STANDARD TIME, A LUSCOMBE 8F, N747MP, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT NOSED OVER DURING THE LANDING ROLL AT THE MUNICIPAL AIRPORT AT TOMBSTONE, ARIZONA. THE OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT MANIPULATING THE CONTROLS WAS BELIEVED TO HOLD A CANADIAN PILOT'S CERTIFICATE. HE AND THE AIRLINE TRANSPORT PILOT PILOT/OWNER SUSTAINED MINOR INJURIES. THE PERSONAL FLIGHT DEPARTED MARANA NORTHWEST REGIONAL AIRPARK, MARANA, ARIZONA, ABOUT 0750. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE OWNER STATED HE KNEW THE PILOT WAS A CANADIAN MILITARY PILOT. HE ASSUMED THE PILOT HELD A CIVILIAN CANADIAN CERTIFICATE, BUT DID NOT KNOW WHAT TYPE. THE PILOT HAD FLOWN THE AIRPLANE WHEN THE OWNER BOUGHT THE AIRPLANE SEVERAL YEARS AGO, AND THE OWNER LET HIM FLY IT DURING YEARLY VISITS. THE OWNER WAS SITTING IN THE RIGHT SEAT AND WAS LETTING HIS FRIEND FLY THE AIRPLANE FROM THE LEFT SEAT. THE AIRPLANE IS NOT EQUIPPED WITH BRAKES ON THE RIGHT SIDE. DURING THE LANDING ROLL, THE AIRPLANE BEGAN TO VEER TO THE LEFT EDGE OF THE RUNWAY. THE OWNER ESTIMATED THE SPEED WAS ABOUT 25 MILES PER HOUR. HE ATTEMPTED TO HELP STEER THE AIRPLANE BACK TO THE CENTERLINE. THE PILOT APPLIED PRESSURE TO THE RIGHT BRAKE AND THE AIRPLANE NOSED OVER. 20010203001499I (-23) STUDENT AND INSTRUCTOR WERE PRACTICING CROSS WIND LANDINGS, STUDENT WAS MAKING THE LANDING AND WAS GETTING READY TO TOUCH DOWN AND THE INSTRUCTOR TOLD HIM TO MAKE A GO AROUND. THE STUDENT APPLIED FULL POWER AND PULLED THE YOKE BACK ALL THE WAY CAUSING THE STALL WARNING HORN TO ACTIVATE. THE INSTRUCTOR TOOK OVER THE CONTROLS BUT THE A/C DRIFTED TO THE LEFT AND LANDED IN THE SNOW. THE NOSE WHEEL WAS SNAPPED IN OFF BY SIDE LOADS AND THE PROP STRUCK THE GROUND. 20010203001949A (-23)A SINGLE PLACE SCHWEIZER GLIDER COLLIDED WITH THE GROUND AS THE STUDENT PILOT WAS ATTEMPTING TO TURN BASE TO FINAL FOR RUNWAY 11 RIGHT AT THE SKYLARK AIRPORT (PRIVATE AIRPORT, LAKE ELSINORE, CA). (.4) ON FEBRUARY 3, 2001, AT 1150 HOURS PACIFIC STANDARD TIME, A SCHWEIZER SGS 1-26E GLIDER, N2685H, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT STALLED AND IMPACTED THE GROUND DURING A TURN FROM LANDING BASE LEG TO FINAL APPROACH AT LAKE ELSINORE PRIVATE AIRPORT, LAKE ELSINORE, CALIFORNIA. THE SOLO STUDENT PILOT WAS NOT INJURED. THE LOCAL AREA INSTRUCTIONAL FLIGHT DEPARTED FROM LAKE ELSINORE AT 1130, AND WAS OPERATED UNDER 14 CFR PART 91 BY THE LAKE ELSINORE SOARING CLUB. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE 15-YEAR-OLD PILOT HAD FLOWN OVER 60 GLIDER FLIGHTS AND HAD ABOUT 25 HOURS TOTAL FLYING EXPERIENCE. ACCORDING TO HIS FLIGHT INSTRUCTOR, THE PILOT HAD NOT FLOWN IN THE PREVIOUS 3-WEEK PERIOD, SO HE (THE FLIGHT INSTRUCTOR) FIRST FLEW WITH THE STUDENT IN A TWO-PLACE GLIDER. IN HIS STATEMENT TO THE SAFETY BOARD, THE STUDENT PILOT STATED THIS WAS HIS SECOND FLIGHT OF THE DAY BUT HIS FIRST EVER IN THE SINGLE-PLACE MODEL 1-2 6E GLIDER. HE REPORTED THE FLIGHT WAS NORMAL UNTIL THE POINT WHERE HE RETURNED FOR LANDING AND WAS ENTERING THE LANDING TRAFFIC PATTERN. "[F]OR SOME REASON UNKNOWN TO ME, THE GLIDER WENT INTO A SPIN." HE RECOVERED FROM THE SPIN ABOUT 200 - 300 FEET BELOW NORMAL PATTERN ALTITUDE. HE ACKNOWLEDGED THAT HE SHOULD HAVE ADJUSTED HIS PATTERN TO ACCOUNT FOR THE LOSS OF ALTITUDE BUT INSTEAD ATTEMPTED TO FLY A NORMAL PATTERN. AS THE AIRCRAFT APPROACHED THE TURNING POINT FROM BASE LEG TO FINAL APPROACH, "I SHOULD HAVE CONTINUED FLYING STRAIGHT AHEAD, BUT I ATTEMPTED TO TURN ANYWAY. I WAS GOING TOO SLOW AND WAS MUCH TOO LOW TO MAKE A TURN." THE GLIDER ENTERED A SPIN A SECOND TIME AND IMPACTED THE GROUND. THE PILOT ACKNOWLEDGED HAVING HEARD HIS INSTRUCTOR'S INSTRUCTION OVER THE RADIO TELLING HIM TO LAND STRAIGHT AHEAD AND NOT ATTEMPT THE TURN TO FINAL APPROACH. 20010203002179A (-23) ON FEBRUARY 03, 2001, AT 0850 CENTRAL STANDARD TIME, A BRITISH AEROSPACE HS.125-700A HAWKER JET AIRPLANE, N190WC, WAS SUBSTANTIALLY DAMAGED WHEN ITS LEFT WING DISTORTED DURING A NORMAL DESCENT INTO NEW ORLEANS, LOUISIANA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY WALKER AVIATION, INC. OF JACKSON, MISSISSIPPI. THE AIRLINE TRANSPORT PILOT IN COMMAND (PIC), THE AIRLINE TRANSPORT PILOT SECOND IN COMMAD (SIC) AND THEIR PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND ITS IS UNKNOWN IF A FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE FLIGHT ORIGINATED FROM JACKSON, MISSISSIPPI, AT AN UNKNOWN TIME. THE PIC STATED THAT THEY WERE FLYING AT 4000 FEET MSL OVER LAKE PONTCHARTRAIN WHEN THE FLIGHT CREW HEARD A BANG. THE PILOTS THOUGHT THAT THEY HADEXPERIENCED A BIRD STRIKE AND THEY ASKED A MECHANIC, WHO WAS ON BOARD THE FLIGHT, TO LOOK AT THE WINGS. THE MECHANIC REPORTED TO THE FLIGHT CREW THAT THE LEFT WING SKIN AND FENCE WERE DISTORTED. THE FLIGHT LANDED UNEVENTFULLY AT NEW ORLEANS, LAKEFRONT. POST FLIGHT EXAMINATION OF THE LEFT WING REVEALED THAT THE LEFT WINGS FUEL VENT WAS BLOCKED WITH DUCT TAPE, AND THE WET WING FUEL TANK HAD COLLAPSED. THE PIC STATED THAT THE FUEL TANKS HAD BEEN REPAIRED AND PRESSURE TESTED PRIOR TO THE FLIGHT. THE PIC ADDED THAT AFTER THE PRESSURE TEST, THE MECHANIC WHO REPAIRED HTE FUEL TANK, REMOVED THE TAPE FROM THE RIGHT WING'S FUEL VENT; HOWEVER, THEY BOTH FAILED TO NOTICE THE DUCT TAPE OVER THE LEFT WINGS FUEL VENT. 20010203002259A (-23) I AM LARRY D. ENLOW, AN EMPLOYEE OF THE FEDERAL AVIATION ADMINISTRATION, SERVING AS AN AVIATION SAFETY INSPECTOR, ASSIGNED TO THE ORLANDO FLIGHT STANDARDS DISTRICT OFFICE, ORLANDO, FLORIDA. ON FEBRUARY 3, 2001, I INVESTIGATED AN ACCIDENT, OCCURRING AT SEBASTIAN, FLORIDA, INVOLVING VELOCITY N658SE, AN EXPERIMENTAL AIRCRAFT. N658SE DEAPRTED SEBASTAIN MUNICIPAL AIRPORT AT APPROXIMATELY 14:30 LOCAL TIME. THIS WAS THE FIRST TEST FLIGHT OF THIS EXPERIMENTAL AIRCRAFT. THE PILOT STATED THAT AFTER CLIMBING TO APPROXIMATELY 2000 FEET AND ACCELERATING TO APPROXIMATELY 135 KNOTS, THE LEFT WINGLET BEGAN TO FLUTTER. THE PILOT REDUCED POSWER TO SLOW DOWN, AND APPLIED LEFT RUDDER PRESSURE. THE LEFT RUDDER STOPPED FLUTTERING, BUT OBTAINED NO RESPONSE. THE AIRCRAFT THEN BEGAN AN UNCOMMANDED RIGHT TURN. THE PILOT BEGAN A DESCENT AND ATTEMPTED AN EMERGENCY LANDING IN A FIELD INVERTED, RESULTING IN SUBSTANTIAL DAMAGE TO THE AIRPLANE. A POST CRASH INVESTIGATION REVEALED THAT THE WINGLETS, AND ATTACHED RUDDERS, HAD BEEN IMPROPERLY MANUFACTURED. THE WINGLET RUDDERS OPERATE INDIVIDUALLY AND ONLY MOVE OUTWARD TO CREATE DRAG, WHICH YAWS THE AIRPLANE. THE TRAILING EDGE OF THE LEFT AND RIGHT RU DDER IS DESIGNED WITH A SLIGHT OUTWARD BEND, THUS CAUSING THE RELATIVE WIND TO APPLY PRESSURE IN THE OPPOSITE DIRECTION OF THE NORMAL MOVEMENT OF THE RUDDER. SUCH PRESSURE FORCES THE RUDDER AGAINST ITS STOP, OR MAINTAINS PRESSURE AGAINST THE RUDDER CABLE DURING APPLICATION OF RUDDER CONTROL INPUT, AND, THEREFORE, PREVENTS FLUTTER. THE TRAILING EDGE OF THE AND RIGHT RUDDER INSTALLED ON N658SE WERE MANUFACTURED WITH A SLIGHTLY INWARD BEND, THUS CAUSING THE RELATIVE WIND TO APPLY PRESSURE IN THE DIRECTION OF THE NORMAL MOVEMENT OF THE RUDDER. WITH THE BEING FORCED OUTWARD AWAY FORM ITS STOP, A CLASSIC FLIGHT CONTROL FLUTTER SITUATION RESULTED. ALTHOUGH IT CANNOT BE DETERMINED AS A CERTAINTY DUE TO IMPACT DAMAGE, IT APPEARS THAT THE RIGHT RUDDER CABLE ATTACHEMENT ARM WAS RIPPED OUT OF THE RIGHT RUDDER ATTACH POINT DURING FLIGHT DUE TO EXCESSIVE LOADS IMPOSED BY FLUTTER OF THE RIGHT RUDDER. SUCH OCCURRENCE WOULD EXPLAIN THE UNCOMMANDED RIGHT TURN OF THE AIRCRAFT THAT CONTINUED UNTIL IMPACT. ACCORDING TO THE PILOT, THIS WAS FIRST TIME THAT THE WINGLETS INSTALLED ON N658SE HAD EVER BEEN USED. THE WINGLETS WERE MAUFACTURED IN BRAZIL BY SAO FRANCISCO PLASTICOS, AND INSTALLED ON THE W ING BY THE OWNER/BUILDER. APPROPRIATE MEASURES HAVE BEEN TAKEN TO LOCATE ALL WINGLETS MANUFACTURED BY SAO FRANCISCO PLASTICOS, SO THEY WILL NOT BE USED ON OTHER AIRCRAFT. ADDITIONAL MEASURES WILL BE TAKEN TO ADDRESS QUALITY CONTROL ISSUES ASSOCIATED WITH SAO FRANCISCO PLASTICOS. 20010203002619I (-23) AN APU BLEW A FUSE IN FLIGHT AND POURED OIL INTO THE BLEED-AIR. THIS CAUSED SMOKE IN THE CABIN. A MECHANIC FOUND THE BLOWN FUSE, DEFERRED APU, AND FERRIED THE AIRCRAFT BACK TO CVG MAINTENANCE BASE. 20010203003409I (-23) NOSE GEAR COLLAPSED DURING LANDING ROLLOUT. PILOT STATED THAT DUEING THE COURSE OF THE FLIGHT ALL PREVIOUS LANDINGS HAD BEEN NORMAL WITH NO UNUSUAL OR HARD LANDINGS EXPERIENCED. THE PILOT STATED THAT IN THE PROCESS OF RECOVERING THE AIRCRAFT FROM THE RUNWAY, THE NOSE WAS RAISED OFF THE GROUND AT WHICH TIME THE NOSE GEAR RE-EXTENDED AND LOCKED INTO PLACE. 20010203005149I (-23)ON FEBRUARY 3, 2001, AT APPROXIMATELY 1415 EST, N2232E, CESSNA 172N, SUFFERED MINOR DAMAGE DURING A LOSS OF DIRECTIONAL CONTROL WHILE LANDING AT GRIFFING-SANDUSKY (SKY) AIRPORT, SANDUSKY, OH. THE APPROPRIATELY RATED PILOT STATED THAT THE PLEASURE SIGHT-SEEING FLIGHT ORIGINATED FROM BURKE LAKEFRONT (BKL) AIRPORT AT 1300 THAT DAY. NO FLIGHT PLAN WAS FILED, WEATHER BRIEFING WAS VIA COMPUTER. NEITHER THE PILOT OR ONE PASSENGER ONBOARD SUFFERED ANY INJURIES. THE PILOT STATED: A NORMAL PATTERN ENTRY WAS MADE TO RUNWAY 27, SURFACE WINDS TO BE FROM 200 DEGREES AT 09 KTS, IT WAS NECESSARY FOR HIM TO SLIP/SKID/BANK TO THE LEFT TO KEEP ALIGNMENT WITH THE RUNWAY CENTERLINE. HE TOUCHED DOWN ON THE MAIN LANDING GEAR WITH THE STALL WARNING HORN ACTIVATING AT ABOUT 200' FROM THE APPROACH END OF THE RUNWAY, DURING THE LANDING ROLL OUT, BEGAN TO DRIFT TO THE RIGHT SIDE OF THE RUNWAY APPROXIMATELY 1000' FROM THE END AT 45 KTS. HE SUCCESSFULLY TAXIED BACK ONTO THE RUNWAY AND TO THE RAMP. THE NOSE STRUT WAS FOUND TO BE COMPRESSES/FLAT. 20010203005689A (-23) DURING THE CLIMB, THE A/C LOST POWER AND THE PILOT MADE A POWER OFF APPROACH AND LANDING IN A VINEYARD NEAR THE TOWN OF KELSEYVILLE, CA. ON INSPECTION OF A/C, IT WAS FOUND TO HAVE NO FUEL IN THE LEFT TANK AND ONLY 8 GALLONS OF FUEL IN THE RIGHT TANK. THE FUEL SELECTOR WAS IN THE OFF POSITION. THE A/C RECEIVED SUBSTANTIAL DAMAGE AND THE PILOT WAS NOT HURT. 20010203006129A (-23) ON 02/03/01, AT APPROX. 08:45 MST, A BEECH V35A, OPERATED BY GLEN EDWARD LOYD COLLIDED WITH AN UNOCCUPIED MOONEY M20E WHILE TAXIING ON THE RAMP AT CUTTER AVIATION IN ALBUQUERQUE,NM. BOTH AIRPLANES SUFFERED DAMAGE, THE MOONEY SUBSTANTIALLY. THE PRIVATE PILOT AND HIS TWO PASSENGERS WERE UNINJURED. THE PERSONAL FLIGHT HAD ORIGINATED AT DEMING, NM. EARLIER THAT EVENING. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND WEATHER WAS NOT A FACTOR. THE PILOT INDICATED HE WAS WATCHING THE LINESMAN WHO WAS DIRECTING HIM WHERE TO PARK AND DID NOT SEE THE PARKED MOONEY. WITNESSES SAY THE PILOT WAS TAXIING AT AN UNUSUALLY HIGH RATE OF SPEED AND DID NOT SEE THE LINESMAN OR THE MOONEY UNTIL THE ANGLE OF THE A/C WAS SUCH THAT COLLISION WAS UNAVOIDABLE. (.19) ON FEBVRUARY 3, 2001, AT 2045 MST, A BEECH V035A, N9447S, WAS SUBSTANTIALLY DAMAGED WHEN IT TAXIED INTO A PARKED AIRPLANE AT ALBUQUERQUE INTERNATIONAL AIRPORT, ALBUQUERQUE, NEW MEXICO. THE PRIVATE PILOT AND HIS TWO PASSENGERS WERE NOT INJURED. THE PILOT WAS OPERATING THE AIRPLANE UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE NIGHT CROSS-COUNTRY FLIGHT THAT ORIGINATED FROM DEMMING, NEW MEXICO, APPROX. 1 HOUR 15 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT, WHILE TAXIING TOWARDS A PARKING SPACE HE WAS DIRECTED BY A MARSHALER TO USE ANOTHER PARKING SPACE. WHILE CHANGINE FROM ONE SPACE TO ANOTHER, HIS AIRPLANE IMPACTED A PARKED MOONEY. (.4) ON FEBRUARY 3, 2001, AT APPROXIMATELY 2045 MOUNTAIN STANDARD TIME, A BEECH V-35A, N9447S, WAS SUBSTANTIALLY DAMAGED WHEN IT TAXIED INTO A PARKED AIRPLANE AT ALBUQUERQUE INTERNATIONAL AIRPORT, ALBUQUERQUE, NEW MEXICO. THE PRIVATE PILOT AND HIS TWO PASSENGERS WERE NOT INJURED. THE PILOT WAS OPERATING THE AIRPLANE UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE NIGHT CROSS-COUNTRY FLIGHT THAT ORIGINATED FROM DEMIN G, NEW MEXICO, APPROXIMATELY 1 HOUR, 15 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT, WHILE TAXIING TOWARDS A PARKING SPACE, HE WAS DIRECTED BY A MARSHALER TO USE ANOTHER PARKING SPACE. WHILE CHANGING FROM ONE SPACE TO ANOTHER, HIS AIRPLANE IMPACTED A PARKED MOONEY. THE PILOT STATED THAT HE DID NOT SEE THE PARKED MOONEY PRIOR TO THE IMPACT. THE LEFT WING OF THE ACCIDENT AIRPLANE SUSTAINED AN 8 BY 12 INCH HOLE IN THE LEADING EDGE NEAR THE PITOT STATIC TUBE. 20010203006909A (.19) ON FEBRUARY 3, 2001, AT 1110 EST, A CESSNA 172RG, N369ER, OWNED AND PILOTED BY A PRIVATE PILOT, WAS SUBSTANTIALLY DAMAGED DURING A LOSS OF DIRECTIONAL CONTROL WHILE LANDING ON RUNWAY 27 (3,550 FEET BY 60 FEET, ASPHALT) AT THE OAKLAND/TROY AIRPORT (7D2), TROY, MI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONNEL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES. THE LOCAL FLIGHT ORIGINATED FROM 7DR AT TIME UNKNOWN. 20010204001289A (-23) ON PUSHBACK FROM G4 TERMINAL B THE USAA TUG DRIVER LOST SIGHT OF HIS WING WALKER AND COLLIDED THE MD81 INTO A DALA B737 THAT WAS ON THE APRON WAITING TO BE PARKED. MAJOR DAMAGE TO THE RUDDER OF THE B737 AND THE RT ELEVATOR OF THE MD81. NO INJURIES, NO EVACUATIONS. 20010204001419I (-23) ON FEBRUARY 4, 2001, AT 1630 PDT, A BEECHCRAFT SIERRA, N67079, HAD A LANDING GEAR COMPONENT FAILURE, WHEN ACTUATED WOULD NOT ALLOW THE NOSE LANDING GEAR TO GO TO THE DOWN AND LOCKED POSITION. AFTER SEVERAL UNSUCCESSFUL IN-FLIGHT ATTEMTS TO LOCK THE NOSE LANDING GEAR DOWN, AN EMERGENCY LANDING WAS ACCOMPLISHED. THE A/C RECEIVED MINOR DAMAGE DURING THE LANDING SEQUENCE. THE CERTIFIED FLIGHT INSTRUCTOR AND THE A/C OWNER THAT WERE ON BOARD DURING THIS INSTRUCTIONAL FLIGHT WERE UNINJURED. 20010204001709A (-23) WIND WAS 050 DEGREES AT 7 KNOTS, THE LOW TIME PILOT WAS CONDUCTING TOUCH AND GO LANDINGS FOR CURRENCY AND LOST CONTROL ON TAKE OFF FROM RUNWAY 04 AT CLOVIS MUNICIPAL AIRPORT AT 08:20 AM SUNDAY FEBRUARY 04, 2001. THE AIRPLANE GROUND LOOPED AND BENT THE RIGHT LANDING GEAR LEG BACK AND UNDER THE FUSELAGE. THE PROPELLER BLADES WERE DAMGED AND THE RIGHT WING WAS BENT UPWARD AT THE SPAR SPLICE, OUTBOARD OF THE WING STRUT. (.4) ON FEBRUARY 4, 2001, AT APPROX. 0820 MST, A CESSNA 180K, N180PG, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING TOUCH AND GO LANDINGS AT CLOVIS MUNICIPAL AIRPORT, CLOVIS, NEW MEXICO. THE PRIVATE PILOT AND SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THIS LOCAL PERSONNEL FLIGHT CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT APPROX. 0815. ACCORDING TO THE PILOT, HE WAS PRACTICING TOUCH-AND-GO LANDINGS ON RUNWAY 04. AFTER LANDING AND APPLYING FULL POWER FOR TAKEOFF, HE ATTEMPTED TO ADJUST THE TRIM. "THE AIRPLANE VEERED OFF TO THE LEFT, THE AIRPLANE GOT CROSSWAYS AND THEN HOPPED. THE RIGHT MAIN GEAR COLLAPSED CAUSING THE NOSE TO DROP AND THE PROP AND RIGHT WING TO STRIKE THE RUNWAY. THEN IT VEERED TO THE LEFT SIDE OF THE RUNWAY AND STOPPED." THE RIGHT WING OUTBOARD OF THE WING STRUT WAS BENT UP APPROX. 40 DEGREES. THE RIGHT MAIN LANDING GEAR AND THE FUSELAGE BETWEEN THE LANDING GEAR ATTACHMENT POINTS AND PROPELLER WERE ALSO DAMAGED. ACCORDING TO THE PILOTS ACCIDENT REPORT, AT THE TIME OF THE ACCIDENT, HE HAD 54 HOURS TOTAL TIME, 27 HOURS AS PILOT IN COMMAND, 9 HOURS IN MAKE AND MODEL, AND 4 HOURS WITHIN THE LAST 30 AND 90 DAYS. 20010204001959A (-23) PILOT STATED ENGINE BEGAN RUNNING ROUGH AND EVENTUALLY QUIT. A/C DIVERTED TO NEAREST AIRPORT WHICH WAS GEORGETOWN, CA. A/C ATTEMPTED EMERGENCY LANDING RESULTING IN SUBSTANTIAL DAMAGE TO A/C. PILOT AND PASSENGERS SUSTAINED MINOR INJURIES. FAA DID NOT VISIT ACCIDENT SITE BECAUSE NTSB GAVE PERMISSION TO OWNER TO MOVE A/C FROM ACCIDENT SITE. HOWEVER, DURING ENGINE TEARDOWN A FRACTURE WAS DISCOVERED ON THE CRANK SHAFT WHICH WAS DETERMINED THE PRIMARY CAUSE OF THE ENGINE FAILURE. (.4) ON FEBRUARY 4, 2001, AT 1605 HOURS PACIFIC STANDARD TIME, AN AMATEUR BUILT FISH RV6, N1198N, WAS SUBSTANTIALLY DAMAGED DURING AN OFF-AIRPORT EMERGENCY LANDING FOLLOWING LOSS OF ENGINE POWER NEAR GEORGETOWN, CALIFORNIA. THE PRIVATE PILOT AND THE SOLE PASSENGER WERE NOT INJURED. THE PERSONAL FLIGHT DEPARTED FROM SILVER SPRINGS, NEVADA, AT 1500, AND WAS DESTINED FOR CASTLE AIRPORT AT ATWATER, CALIFORNIA. THE FLIGHT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PILOT REPORTED THAT THE ENGINE LOST POWER WHILE IN CRUISE FLIGHT, AND, ALTHOUGH THERE WAS OIL PRESSURE, EVENTUALLY SEIZED BEFORE THE LANDING. DURING THE LANDING IN A FOREST CLEAR CUT AREA, THE LANDING GEAR IMPACTED A TREE TRUNK AND THE AIRCRAFT NOSED OVER. POST ACCIDENT DISASSEMBLY OF THE ENGINE REVEALED THAT THE CRANKSHAFT SEPARATED AT THE CRANKSHAFT CHEEK BETWEEN THE NUMBER 3 AND 4 THROWS. THE OWNER REPORTED HE ASSEMBLED THE (EXPERIMENTAL) ENGINE HIMSELF USING LYCOMING PARTS, AND THAT THE ENGINE HAD ACCUMULATED 631 FLIGHT HOURS SINCE ASSEMBLY. THE OWNER WAS NOT A CERTIFICATED POWERPLANT MECHANIC. 20010204002269A (-23) ON FEBRUARY 04, 2001,AT 1318 EST, A MOONEY M20R AIRCRAFT CRASHED AT THE INTERSECTION OF SC170 AND US 278, BEAUFORT COUNTY, BLUFFTON, SC. DURING CLIMB OUT AND LEVELING AT 3000' N88FJ WAS HANDED OFF TO BEAUFORT MCAS HEADING 050 FROM SAV DEPARTURE. FOR NO REPORTED REASON N88FJ REVERSED COURSE TO 225 DEGREES AND STARTED DESCENDING RAPIDLY. THE AIRCRAFT IMPACTED HIGH POWER LINES ON ITS TRAJECTORY TOWARD THE EARTH IN A NOSE DOWN ATTITUDE, AT A HIGH RATE OF SPEED. THE LAST RADAR IMAGE FROM JAX CENTER, REPORTED N88FJ AT 1700' AND DESCENDING. WEATHER WAS IMC WITH 700 OVERCAST AND 10 MILES VISIBILITY. AT IMPACT THE AIRCRAFT WAS DEMOLISHED, AND DEBRIS WAS SCATTERED OVER A CITY BLOCK. THE PILOT AND PASSENGER SUSTAINED FATAL INJURIES. (.4) THE INSTRUMENT-RATED PILOT OBTAINED A WEATHER BRIEF WHICH INDICATED INSTRUMENT METEOROLOGICAL FLIGHT CONDITIONS, WITH CLOUD BASES NEAR 600 FEET, AND TOPS ABOVE 10,000 FEET. FLIGHT VISIBILITY WAS 0 MILES IN THE CLOUDS, AND NEAR 4 MILES IN MIST BELOW THE LOWEST CLOUD BASE. AN AIRMET FOR IFR CONDITIONS HAD BEEN IN EFFECT FOR THE AREA OF THE ACCIDENT SITE. THE PILOT DEPARTED SAVANNAH, GEORGIA DURING DAYLIGHT HOURS, AND ABOUT 8 MINUTES INTO THE F LIGHT AFTER HE HAD ACKNOWLEDGED AN AIR TRAFFIC CONTROLLER'S INSTRUCTION TO FLY HEADING OF 080 DEGREES, AND TO MAINTAIN AN ALTITUDE OF 3,000 FEET, THE AIRPLANE WAS OBSERVED TO TURN TO THE LEFT, FOLLOWED BY IN A DESCENDING TURN TO THE RIGHT. THE AIRPLANE WAS LAST OBSERVED AT 1318:38, AT AN ALTITUDE OF 1,700 FEET. IT COLLIDED WITH HIGH VOLTAGE UTILITY WIRES, AND IMPACTED THE GROUND SPREADING BURNING DEBRIS OVER A LARGE AREA. A WITNESS WHO WAS OUTSIDE HER HOUSE ON HER PORCH SAID SHE SAW THE ACCIDENT AIRPLANE IN A DESCENT WITH ONE WING LOW AS IF IN A TURN, AND IT DISAPPEARED BEHIND TREES, EXPLODING ON IMPACT. SHE STATED THAT THE ENGINE SOUNDED AS IF IT WAS OPERATING NORMALLY PRIOR TO THE IMPACT. POSTCRASH EXAMINATION OF THE AIRCRAFT DID NOT REVEAL ANY EVIDENCE OF ANY PREACCIDENT FAILURE OR MALFUNCTION TO THE AIRFRAME, THE FLIGHT CONTROLS, OR THE ENGINE. 20010204005509A (-23)SEE ATTACHED INSPECTOR'S STATEMENT (.4) ON FEBRUARY 4, 2001, AT 1324 EST, A LEARJET 25B, N48WA, SKIDDED OFF THE RUNWAY AT ST. LUCIE COUNTY INTERNATIONAL AIRPORT IN FORT PIERCE, FLORIDA. THE AERO MEDICAL FLIGHT WAS OPERATED BY ABLE AMERICAN JETS UNDER THE PROVISIONS OF TITLE CFR 14 PART 91 WITH A FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE LEARJET RECEIVED SUBSTANTIAL DAMAGE AND THE PILOT AND CREW WERE NOT INJURED. THE FLIGHT ORIGINATED FROM FT. PIERCE, FLORIDA AT 1200. ACCORDING TO THE PILOT, AFTER TAKING OFF, HE EXPERIENCED A LANDING GEAR RETRACTION PROBLEM. UNABLE TO RESOLVE THIS PROBLEM, THE CREW THEN DECIDED TO RETURN TO ST. LUCIE COUNTY INTERNATIONAL AIRPORT FOR AN EMERGENCY LANDING. SHORTLY AFTER TOUCH DOWN, THE LEFT MAIN LANDING GEAR BROKE AWAY FROM THE AIRFRAME. THE PILOT REPORTED THAT HE LOST DIRECTIONAL CONTROL, AND THE A/C THEN SKIDDED OFF TO THE LEFT SIDE OF THE RUNWAY. EXAMINATION OF THE A/C MAINTENANCE RECORDS REVEALED THAT THE LANDING GEAR ASSEMBLY HAD BEEN REMOVED AND REINSTALLED DURING A RECENT MAINTENANCE PROBLEM. FURTHER EXAMINATION REVEALED THAT THE LEFT MAIN LANDING GEAR TRUNNIO N PIN WAS IMPROPERLY INSTALLED AND NOT IN ACCORDANCE WITH THE LEARJET MAINTENANCE MANUAL INSTRUCTIONS. 20010204005939I (-23) SLAT DISAGREE LIGHT ILLUMINATED ALONG WITH AUTOSLAT FAIL LIGHT WHEN THE FLAPS WERE EXTENDED FROM 11 DEGREES TO 15 DEGREES. ABNORMAL PROCEDURES WERE ACCOMPLISHED AND AN EMERGENCY WAS DECLARED DUE TO HIGHER THAN NORMAL TOUCHDOWN SPEED. THE FLAP HANDLE POSITION TRANSMITTER WAS ADJUSTED AND AN OPERATIONAL CHECK WAS ACCOMPLISHED. THIS WAS THE SECOND DISCREPANCY OF THIS TYPE WITHIN THE PAST MONTH. ON 1/27/01, THE A/C SUFFERED AN "AUTO SLAT FAIL LIGHT COMES ON WHEN THE FLAPS WERE SELECTED TO 15 DEGREES. IT GOES OUT WHEN FLAP HANDLE IS JIGGLED". THE #2 STALL WARNING COMPUTER WAS REPLACED AND THE #1 (L/H) ANGLE OF ATTACK VANE WAS REPLACED PER THE ARM. 20010204011679A (-23)WITNESSES REPORTED THE AIRCRAFT TRAVELING SOUTH OVER CAMDENTON MEMORIAL AIRPORT (H21), AT A LOW ALTITUDE, PERFORMING A "BARREL ROW", THEN ATTEMPTING A "LOOP", WHEN THE AIRCRAFT CRASHED. THE AIRCRAFT IMPACTED THE GROUND IN A NORTHERLY DIRECTION, APPROXIMATELY 30 FEET WEST OF THE TAXIWAY. THE WRECKAGE WAS DISTRIBUTED WITHIN A CONFINED AREA, DUE TO THE ACUTE IMPACT ANGLE. THERE WAS EXTENSIVE COMPRESSIVE BUCKLING TO THE FUSELAGE STRUCTURE AS A RESULT OF THE IMPACT. THE PILOT AND FRONT SEAT PASSENGER WERE FATALLY INJURED. ON SCENE INVESTIGATION CONFIRMED COMMAND CONTINUITY TO FLIGHT AND ENGINE CONTROLS. ENGINE INSPECTION REVEALED COMPRESSION, SUCTION, AND VALVE TRAIN CONTINUITY ON ALL CYLINDERS. FUEL WAS PRESENT IN THE FUEL SERVO AND THE MAGNETOS WERE FOUND TO PRODUCE SPARK. THE FORENSIC TOXICOLOGY REPORT, DATED APRIL 17, 2001, FROM DR. CANFIELD OF THE CIVIL AEROMEDICAL INSTITUTE, INDICATES THAT THE DRUG, CITALOPRAM, WAS PRESENT IN THE PILOT. CORONER'S REPORT NOT AVAILABLE AT THIS TIME. THIS ACCIDENT IS CONSIDERED CLOSED. 20010204014109A (-23) PILOT STATED THAT HE DEPARTED EL TIRO PRIVATE AIRSTRIP AND AFTER CLIMBOUT REALIZED THAT THE AIRCRAFT WOULD NOT OUT CLIMB THE TERRAIN. AN EMERGENCY LANDING WAS ATTEMPTED AND THE AIRCRAFT WAS DAMAGED. (.4) ON FEBRUARY 4, 2001, AT 1400 HOURS MOUNTAIN STANDARD TIME, AN AMATEUR-BUILT EXPERIMENTAL STOREY MK 7, N1296, COLLIDED WITH TERRAIN DURING TAKEOFF AND INITIAL CLIMB FROM A GLIDER PORT IN MARANA, ARIZONA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, RECEIVED ONLY MINOR INJURIES. THE AIRPLANE WAS BEING OPERATED BY THE OWNER/PILOT AS A PERSONAL FLIGHT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT WAS ORIGINATING FROM THE EL TIRO GLIDER PORT NEAR MARANA, AND WAS EN ROUTE TO ELOY, ARIZONA, WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE STATEMENT GIVEN BY THE PILOT TO SAFETY BOARD INVESTIGATORS, HE TOOK OFF IN THE DIRECTION OF RISING DESERT TERRAIN AND WAS UNABLE TO CLIMB AT A SUFFICIENT RATE TO CLEAR IT. THE AIRPLANE WAS SET DOWN IN A CLEARING. THE AIRPLANE HIT A HOLE DURING THE LANDING PHASE AND FLIPPED OVER. THE PILOT HAD LOGGED 3,000 HOURS OF TOTAL FLIGHT TIME WITH 15 HOURS IN THE MODEL, AND WAS ALSO A CERTIFIED FLIGHT INSTRUCTOR. 20010204027839A (-23) ON PUSHBACK FROM TERMINAL B A USAA MD80 N802US CONTACTED THE TAIL SECTION OF THIS B737-800 N3735D CAUSING SUBSTANTIAL DAMAGE TO THE RUDDER AND RIGHT ELEVATOR, NO INJURIES OR EMERGENCY EVACUATION. 20010204028819A (-23) ON 02/04/01, 1350 HOURS PST, THIS EXPERIMENTAL AMATEUR BUILT AIRPLANE WITH TWO SOULS ABOARD COLLIDED WITH THE TERRAIN WHILE MANEUVERING 20 MILES NORTH OF RENO, NV. THE COMMERCIAL PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER 14 CFR PART 91. THE PILOT AND HIS SON, WHO WAS THE PASSENGER, SUSTAINED FATAL INJURIES AND THE AIRPLANE WAS DESTROYED. THE ELT ACTIVATED AND THERE WERE NO FIRES. THIS PERSONAL FLIGHT DEPARTED THE RENO/STEAD AIRPORT ABOUT 1330. VMC PREVAILED AND NO FLIGHT PLAN WAS FILED. EYEWITNESSES REPORTED THE AIRPLANE WAS FLYING DIRECTLY OVERHEAD AT 50 FEET AGL AND PERFORMING ACROBATIC MANEUVERS (ROLLS) JUST PRIOR TO THE CRASH. THE KIT BUILDING PLANS FOR THIS AIRPLANE SAY IT IS NOT DESIGNED FOR ACROBATICS. TOXICOLOGY REPORTS WERE NORMAL AND POST CRASH INVESTIGATION INDICATES THE AIRPLANE WAS MECHANICALLY SOUND. PAPERWORK ON THE PILOT AND AIRPLANE IS SATISFACTORY. (.4) ON FEBRUARY 4, 2001, ABOUT 1350 HOURS PACIFIC STANDARD TIME, AN AMATEUR-BUILT EXPERIMENTAL SUTTON TAILWIND W-8L, N12079, WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN WHILE MANEUVERING 20 MILES NORTH OF RENO, NEVADA. THE COMMERCIAL PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER, WHO WAS HIS SON, SUSTAINED FATAL INJURIES. THE PERSONAL FLIGHT DEPARTED THE RENO STEAD AIRPORT ABOUT 1330. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE ACCIDENT'S COORDINATES WERE 39 DEGREES 50.347 MINUTES NORTH LATITUDE AND 119 DEGREES 44.828 MINUTES WEST LONGITUDE. ACCORDING TO WITNESSES INTERVIEWED BY THE WASHOE COUNTY SHERIFF'S OFFICE, THE AIRPLANE WAS ENGAGED IN AEROBATIC MANEUVERS AT THE TIME OF THE ACCIDENT AND IMPACTED THE GROUND DURING A ROLL. SEVERAL WITNESSES OBSERVED THE AIRPLANE MANEUVERING AT LOW ALTITUDE AND ESTIMATED THE AIRPLANE'S HEIGHT AT 50 FEET PRIOR TO COMMENCING THE ROLL. ONE WITNESS SAID HE DID NOT HEAR ANY NOISE THAT WOULD INDICATE ENGINE TROUBLE. THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR INSPECTED THE WRECKAGE, AND ESTABLISHED CONTROL CONTINUITY. THE CONTROL YOKE WAS U-SHAPED. EACH PILOT POSITION, LEFT AND RIGHT, HAD A SINGLE HANDLE IN FRONT OF IT. THESE HANDLES CONNECTED TO A COMMON SHAFT IN THE MIDDLE OF THE CABIN. THE RIGHT HANDLE FRACTURED AND SEPARATED NEAR ITS BASE. THE PASSENGER WAS IN THE RIGHT SEAT AND REMAINED IN THE WRECKAGE. THE LEFT HANDLE BENTSTRAIGHT OUT TO THE LEFT AND TWISTED COUNTERCLOCKWISE. THE PILOT WAS OUTSIDE OF THE AIRPLANE ON THE LEFT SIDE. THE PILOT'S RIGHT HAND WAS LACERATED IN THE PALM NEAR THE THUMB. THERE WAS NO FIRE. THE FAA COORDINATOR INTERVIEWED THE PILOT'S BROTHER. THE BROTHER FLEW THE AIRPLANE EARLIER IN THE DAY. SEVENTEEN GALLONS OF FUEL WERE ADDED AFTER THAT FLIGHT. THE BROTHER REPORTED THAT HE DID NOT EXPERIENCE ANY DIFFICULTIES WITH THE AIRPLANE OR ENGINE. THE FAA COORDINATOR REVIEWED THE AIRPLANE'S RECORDS. THE KIT BUILDER'S PLANS INDICATED THAT THE AIRPLANE WAS NOT DESIGNED FOR AEROBATICS. A SAFETY INVESTIGATOR FOR TEXTRON LYCOMING, WHO MANUFACTURED THE ENGINE COMPONENTS, INSPECTED THE ENGINE UNDER THE SUPERVISION OF THE FAA ACCIDENT COORDINATOR. HE REPORTED THAT THE PROPELLER FRACTURED AND SEPARATED FROM THE CRANKSHAFT, AND THE CRANKSHAFT WAS BENT AND TWISTED AT THE FRACTURE SURFACE. HE COULD NOT MANUALLY ROTATE THE ENGINE. HE PERFORMED A BORESCOPE INSPECTION OF THE CYLINDERS. HE OBSERVED NO MECHANICAL DAMAGE TO THE PISTONS, VALVES, OR INTERIOR OF THE CYLINDERS. THE SPARK PLUGS SHOWED NO SIGN OF MECHANICAL DAMAGE, AND THE COLOR OF THE ELECTRODES CORRESPONDED TO NORMAL OPERATION ACCORDING TO THE CHAMPION AVIATION CHECK-A-PLUG AV-27 CHART. HE OBSERVED NO DISCREPANCIES THAT WOULD HAVE PRECLUDED NORMAL OPERATION OF THE ENGINE. 20010204039949A (-23) DURING APPROACH TO LANDING, IN FLAT LIGHT CONDITIONS, THE AIRCRAFT STRUCK A SNOW BANK, CAUSING SUBSTANTIAL DAMAGE. PUBLIC USE AIRCRAFT. ^PRIVACY DATA OMITTED^ 20010205001339A (-23) CESSNA 182L, N42696, SUSTAINED DAMAGE WHEN IT IMPACTED THE GROUND UNDER UNKNOWN CIRCUMSTANCES DURING INITIAL CLIMB FOLLOWING TAKE OFF FROM THE CANON CITY AIRPORT. 20010205006679I (-23) N7050P DEPARTED KISSIMMEE MUNICIPAL AIRPORT, KISSIMMEE, FLORIDA AT APPROX. 16:50 LOCAL TIME ON 02-05-2001 FOR A RETURN FLIGHT TO FT. LAUDERDALE EXECUTIVE AIRPORT, FT. LAUDERDALE, FLORIDA. AT APPROX. 15:13 LOCAL TIME, THE A/C LOST POWER DUE TO FUEL EXHAUSTION. THE PILOT EXECUTED AN EMERGENCY LANDING ON A DIRT ROAD NEAR YEEHAW JUNTION, FLORIDA. THE A/C SUSTAINED MINOR DAMAGE. THE PILOT AND PASSENGER WERE NOT INJURED. 20010205009369I (-23)AIRMAN/PILOT ^PRIVACY DATA OMITT^ MEDICAL DENIED ON 5/6/99. GEAR UP LANDING, PILOT LEFT SCENE GIVING FBO FALSE NAME. DEA/CUSTOMS/COLLIER COUNTY POLICE FOUND PILOT WHO ADMITTED DEED. 20010205033319I (-23) ON FEBRUARY 5, 2001, AT APPROXIMATELY 16:30 CST, A GA-7, N741GA, WITH MR. JASON MOE, A CFI WITH FLETCHER AVIATION AS PIC, AND HIS STUDENT MR. THOMAS BOONE, A PRIVATE INSTRUMENT RATED PILOT, WAS CONDUCTING LANDINGS AND TAKEOFFS AT LBX, WHEN THE AIRCRAFT LANDED WITHOUT EXTENDING THE LANDING GEAR. THE PILOTS EXITED THE AIRCRAFT, AFTER COMING TO A COMPLETE STOP, WITHOUT INJURY. 20010206000449A (-23)PILOT REPORTED LOST RUDDER CONTROL JUST AFTER TAKEOFF AT APPROX. 200 FEET ALTITUDE. HE APPLIED POWER AND TRIED TO INITIATE A LEFT TURN TO RETURN TO THE FIELD. HIS ALTITUDE WAS 300 FEET AGL AT ABOUT 45 MPH. AT THIS POINT, WHEN POWER WAS APPLIED THE A/C TURNED LEFT AND WENT OUT OF CONTROL. (-19) ON FEBRUARY 06, 2001, AT 0930 CST, A SORRELL, GUPPY SNS-2, N6334F, AN EXPERIMENTAL AIRPLANE, COLLIDED WITH TREES DURING AN UNCONTROLLED DESCENT NEAR RAYMOND, MISSISSIPPI. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE EXPERIMANTAL AIRPLANE WAS DESTROYED, AND THE PILOT RECEIVED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM JOHN BELL WILLIAMS FIELD, RAYMOND, MISSISSIPPI, AT AN UNDETERMINED TIME. ACCORDING TO THE PILOT, DURING THE PERSONAL FLIGHT, RUDDER CONTROL WAS LOST FOR AN UNDETERMINED REASON. THE PILOT THEN STATED THAT THE AIRPLANE STALLED AND COLLIDED WITH TREES IN A HEAVILY WOODED AREA NEAR RAYMOND, MS. (.4) ON FEBRUARY 06, 2001, AT 0930 CST, A SORRELL GUPPY SNS-2, N6334F, AN EXPERIMENTAL AIRPLANE, COLLIDED WITH THREES DURING AN UNCONTROLLED DESCENT NEAR RAYMOND, MISSISSIPPI. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE EXPERIMENTALAIRPLANE WAS DESTROYED AND THE PILOT RECEIVED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM JOHN BELL WILLIAMS FIELD, RAYMOND, MS., 0845. ACCORDING TO THE PILOT, AFTER TAKEOFF THE FLIGHT CONTROLS "FELT UNSTABLE". THEN HE STATED THAT, WHEN HE TRIED TO TURN, THE AIRPLANE TURNED EASY TO THE LEFT. AS THE PILOT MANUEVERED 300 FEET ABOVE THE TREES, THE AIRPLANE BECAME UNCONTROLLABLE. THE PILOT REPORTED THAT THE AIRPLANE ENTERED WHAT HE DESCRIBED AS A "FLAT SPIN/SPIRAL." THE AIRPLANE COLLIDED WITH TREES IN A HEAVILY WOODED AREA NEAR RAYMOND, MS. AN EXAMINATION OF THE AIRPLANE REVEALED THAT THE RUDDER HORN BRACKET THAT CONNECTS TO THE RUDDER CONTROL CABLE, HAD BROKEN AT THE WELD. THE BUILDER MANUFACTURED THE RUDDER HORN BRACKET DURING CONSTRUCTION OF THE AIRPLANE. 20010206000489A (-23) AMERICAN FLIGHT 1813 BOS>DCA DURING PUSHBACK FROM GATE 19 A/C LURCHED FORWARD WHEN SECOND ENGINE WAS STARTED CAUSING TOWBAR TO BEND IN HALF AND A/C THEN CONTINUED AND STRUCK TOW TRACTOR. SUBSTANTIAL DAMAGE WAS CAUSED TO LOWER FUSELAGE, NOSE STRUT, NOSE TIRES, AND FORWARD PRESSURE BULKHEAD. PASSENGERS DEPLANED THROUGH R-1 DOOR AND NO INJURIES WERE SUSTAINED. THE NTSB WAS NOTIFIED AND AN INVESTIGATION IS UNDERWAY. 20010206001261A THE A/C STRUCK N96621, A CESSNA 172. THE A/C LOST CONTROLS AND CRASHED INTO THE PLATTER FLATS AREA OF LAKE TEXOMA. THE CE-172 LANDED SAFELY AT SHERMAN, TEXAS. PORTIONS OF THE LEFT WING TIP OF THE CE-152 WERE FOUND INSIDE THE DAMAGED AREA OF THE CE-172. (-19) ON FEBRUARY 6, 2001, APPROX. 1745 CST, TWO SINGLE-ENGINE, HIGH-WING AIRPLANES, A CESSNA 152, N114SS, AND A CESSNA 172P, N96621, COLLIDED IN FLIGHT NEAR PLATTER, OK. THE CESSNA 152 WAS DESTROYED WHEN IT IMPACTED LAKE TEXOMA. THE CESSNA 172 SUSTAINED SUBSTANTIAL DAMGE DURING THE COLLISION, AND THEN PROCEEDED TO THE SHERMAN MUNICIPAL AIRPORT, SHERMAN, TEXAS, WHERE IT LANDED WITHOUT FURTHER INCIDENT. THE CESSNA 152 WAS REGISTERED TO AND OPERATED BY SOUTHEASTERN OKLAHOMA STATE UNIVERSITY, DURANT, OKLAHOMA, AND THE CESSNA 172 WAS REGISTERED TO SUMMERLIN AVIATION INC., KELLER, TEXAS, AND OPERATED BY MONARCH AVIATION INC., OF ADDISON, TX. THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT PILOT IN THE CESSNA 152 SUSTAINED FATAL INJURIES. THE PRIVATEPILOT OF THE CESSNA 172, AND HIS NON-PILOT RATED PASSENGER, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND FLIGHT PLANS WERE NOT FIL ED FOR EITHER FLIGHT, WHICH WERE OPERATING UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE CESSNA 152 ORIGINATED FROM EAKER FIELD, DURANT, OKLAHOMA, AT 1730, AND WAS OPERATING AS A LOCAL INSTRUCTIONAL FLIGHT. THE CESSNA 172 ORIGINATED FROM THE ADDISON AIRPORT, ADDISON, TX., APPROX. 1715, AND WAS OPERATING AS A PERSONAL FLIGHT. ACCORDING TO THE PILOT OF THE CESSNA 172, HE DEPARTED ADDISON AIRPORT TO THE NORTH, HE FLEW TOWARD LAKE TEXOMA, AND ONCE OVER THE LAKE, TURNED RIGHT TO A SOUTHEASTERLY HEADING. THE AIRPLANE WAS IN CRUISE FLIGHT, AT 3,500 FEET, AND HAD JUST CROSSED THE EAST SHORELINE OF THE LAKE WHEN THE PILOT FELT A "LUMP OR THUD" NEAR THE REAR OF THE AIRPLANE. HE STATED THAT, FOLLOWING THE THUD HE FELT AIR COMING INTO THE CABIN FROM THE LEFT DOOR AND RECOGNIZED THAT THE AIRPLANE REQUIRED EXCESSIVE RIGHT RUDDER TO MAINTAIN DIRECTIONAL CONTROL. HE DIALED IN 7700 INTO THE AIRPLANE'S TRANSPONDER, DECLARED "MAYDAY" ON 122.8, AND PROCEEDED TO THE SHERMAN MUNICIPAL AIRPORT, SHERMAN, TEXAS, LANDING WITHOUT FURTHER INCIDENT. THE PILOT ADDED THAT AT NO TIME PRIOR TO THE COLLISION, DURING THE COLLISION, OR FOLLOWING THE COLLISION, DID HE OBSERVE ANOTHER AIRPLANE. MULTIPLE WITNESSES REPORTED THAT, BETWEEN 1740 AND 1750 THEY HEARD A "POP" OR "BANG" AND LOOKED TO THE SKY. THEY OBSERVED ONE AIRPLAN "SPIRALING" TOWARD THE LAKE AND , SUBSEQUENTLY, IMPACT THE LAKE 50 YARDS OFFSHORE FROM THE PLATTER FLATS AREA. THEY ALSO OBSERVED A SECOND AIRPLANE FLYING IN A SOUTHEASTERLY DIRECTION. A DEBRIS FIELD WAS LOCATED NEAR THE PLATTER FLATS AREA, WHICH EXTENDED INLAND APPROX. 150 YARDS. THE DEBRIS FIELD INCLUDED SECTIONS OF THE CESSNA 152'S LEFT WING-TIP AND A 4-FOOT SECTION OF THE LEFT AILERON. THE AIRFRAME OF THE CESSNA 152, EXCEPT FOR THE INSTRUMENT PANEL, WAS RECEVERED FROM THE LAKE ON FEBRUARY 7, 2001. RECOVERY EFFORTS FOR THE INSTRUMENT PANEL, ENGINE, AND PROPELLER ARE ON-GOING. THE NTSB INVESTIGATOR-IN-CHARGE, EXAMINED THE CESSNA 172 AND 152, ALONG WITH REPRESENTATIVES FROM THE FAA AND CESSNA AIRCRAFT COMPANY. THE CESSNA 172 EXHIBITED LONGITUDINAL WITNESS MARKS, INITIATING AT THE LEFT WING STRUT AND EXTENDING AFT ALONG THE EXTERIOR LOWER HALF OF THE PILOT'S DOOR, WHICH WAS COMPRESSED INWARD 5 INCHES. THE WITNESS MARKS CONTINUED AFT ALONG THE LEFT SIDE OF THE FUSELAGE AND EMPENNAGE ENDING APPROX. 1 FOOT FORWARD OF THE HORIZONTAL STABILIZER. A VERTICAL PROPELLER SLASH WAS OBSERVED ON THE BELLY OF THE AIRPLANE, BEGINNING AT A POINT 3 FEET FORWARD OF THE TAIL TIE DOWN RING AND EXTENDING AFT 2 FEET. ADDITIONALLY, A SEVERED RUDDE CABLE WAS OBSERVED IN THE EMPENNAGE AREA OF THE CESSNA 172. THE PILOT'S DOOR WAS THEN REMOVED FROM THE AIRFRAME OF THE CESSNA 172. A SHATTERED RED LENS, SHATTERED CLEAR LENS, SECTIONS OF A WING-TIP, AND COIL FROM A STROBE L 20010206001262A (-23) ON FEBRUARY 6, 2001, AT APPROXIMATELY 1745 CST, TWO SINGLE ENGINE AIRPLANES, A CESSNA 172P, N96621 AND A CESSNA 152, N114SS, COLLIDED IN FLIGHT OVER LAKE TEXOMA, NEAR PLATTER, OK. THE 152 WAS DESTROYED WHEN IT IMPACTED INTO LAKE TEXOMA, THE 172 SUSTAINED SUBSTABTIAL DAMAGE DURING THE COLLISION, AND THEN PROCEEDED TO THE SHERMAN MUNICIPAL AIRPORT, TEXAS, WHERE IT LANDED WITHOUT FURTHER INCIDENT. THE 152 WAS ON A TRAINING FLIGHT OUT OF DURANT, OK, BOTH OCCUPANTS A FLIGHT INSTRUCTOR AND A STUDENT PILOT SUSTAINED FATAL INJURIES. THE 172 WAS ON A PLEASURE FLIGHT OUT OF ADDISON, TX, AND THERE WERE NO INJURIES TO THE PRIVATE PILOT OF PASSENGER. ACCORDING TO THE PILOT OF THE 172 HE WAS IN LEVEL FLIGHT HEADED IN A SOUTHEASTERLY DIRECTION AT 3,500 FEET, THE PILOT STATED HE HEARD A LOUD THUMP AND FELT PRESSURE TOWARDS THE REAR LEFT SIDE OF HIS AIRCRAFT. HE STATED HE LOOKED AROUND BUT WAS UNABLE TO DETERMINE WHAT HE HAD IMAPACTED WITH, WEATHER WAS VMC WITH HAZE, THE 152 WOULD HAVE BEEN HEADED INTO THE SUN. DAMAGE TO THE CESSNA 172 WAS SUBSTANTIAL WITH LONGITUDINAL WITNESS MARKS INITIATING AT THE LEFT WING STRUT AND EXTENDING AFT ALONG THE FUSELAGE TO THE HORIZONTAL STABILIZER. A VERTICAL PROPELLER SLASH WAS OBSERVED ON THE BELLY OF THE AIRFCRAFT, BEGINNING AT A POINT 3 FEET FOWARD OF THE TAIL TIE DOWN RING AND EXTENDING AFT 2 FEET, THE REAR BAGAGE DOOR AREA WAS COMPRESSED APPROXIMATELY 5 INCHES. ADDITIONALLY, A SEVERED RUDDER CABLE WAS OBSERVED IN THE EMPENNAGE AREA, AND THREE OF THE FUSELAGE FORMERS HAD BEEN CUT IN HALF. MULTIPLE WITNESSES REPORTED THAT THEY HEARD A BANG AND LOOKED TO THE SKY. THEY OBSERVED ONE AIRPLANE SPIRALING TOWARD THE LAKE AND WITNESSED THE AIRCRAFT IMPACT THE LAKE, THEY ALSO OBSERVED ANOTHER AIRCRAFT FLYING IN A SOUTHEASTERLY DIRECTION. THE PILOT OF THE 172 ALSO STATED THAT AT NO TIME PRIOR TO, DURING OR AFTER THE COLLISION DID HE OBSERVE ANOTHER AIRCRAFT. A DEBRIS FIELD WAS LOCATED APPROXIMATELY 200 YARDS FROM THE 152 CRASH SITE, WHICH INCLUDED SECTIONS OF THE 152'S LEFT WING TIP AND A 4 FOOT SECTION OF THE LEFT AILERON. (.4) A CESSNA 172 HAD JUST CROSSED THE EAST SHORELINE OF A LAKE, TRAVELING IN A SOUTHEASTERLY DIRECTION IN CRUISE FLIGHT, WHEN ITS PILOT FELT A "LUMP OR THUD" NEAR THE REAR OF THE AIRPLANE. THE CESSNA 172 (WHITE WITH BLUE AND GRAY TRIM) AND A CESSNA 152 (WHITE WITH BLUE AND GOLD TRIM) HAD COLLIDED. THE PILOT OF THE CESSNA 172 THEN FELT AIR COMING INTO THE CABIN FROM THE LEFT DOOR AND REALIZED THAT THE AIRPLANE REQUIRED EXCESSIVE RIGHT RUDDER TO MAINTAIN DIRECTIONAL CONTROL. SUBSEQUENTLY, THE CESSNA 172 PROCEEDED TO A NEARBY AIRPORT AND LANDED WITHOUT FURTHER INCIDENT. THE CESSNA 152 ENTERED AN UNCONTROLLED DESCENT AND IMPACTED THE LAKE. THE FLIGHT INSTRUCTOR AND STUDENT PILOT IN THE CESSNA 152 WERE PRACTICING PRE-SOLO FLIGHT MANEUVERS. THE CESSNA 172 DISPLAYED LONGITUDINAL RED AND BLUE PAINT TRANSFER MARKINGS, WHICH INITIATED AT THE LEFT WING STRUT AND EXTENDED AFT ALONG THE EXTERIOR LOWER HALF OF THE PILOT'S DOOR, WHICH WAS COMPRESSED INWARD 5 INCHES. THE WITNESS MARKS CONTINUED AFT ALONG THE LEFT SIDE OF THE FUSELAGE AND EMPENNAGE ENDING APPROXIMATELY 1 FOOT FORWARD OF THE HORIZONTAL STABILIZER. A VERTICAL PROPELLER SLASH WAS OBSERVED ON THE BELLY OF THE CESSNA 172, WHICH INITIATED AT A POINT 3 FEET FORWARD OF THE TAIL TIE DOWN RING AND EXTENDED AFT 2 FEET. TWO PUNCTURE HOLES WERE NOTED ON THE UPPER RIGHT SIDE OF THE CESSNA 172'S EMPENNAGE, WHICH CORRESPONDED TO THE LOCATION THAT THE CESSNA 152'S PROPELLER BLADE TIP EXITED THE CESSNA 172'S AIRFRAME SKIN AFTER IT HAD SEVEREDONE OF THE CESSNA 172'S RUDDER CABLES. THE CESSNA 152'S SHATTERED RED NAVIGATIONAL LIGHT LENS, SHATTERED CLEAR STROBE LIGHT LENS AND ITS COIL, AND SECTIONS OF ITS LEFT WING-TIP CAP WERE FOUND ON THE CABIN FLOOR OF THE CESSNA 172. SECTIONS OF THE CESSNA 152'S LEFT WING-TIP CAP, A 4-FOOT SECTION OF ITS AILERON CONTROL SURFACE, AND ITS STROBE LIGHT POWER BOX ATTACHED TO A 2-FOOT SECTION OF LEFT WING 20010206001659A (-19) ON FEBRUARY 6, 2001, ABOUT 1703 EASTERN STANDARD TIME, A MMONEY M20C, N1914Y, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR THE WILKES-BARRE/SCRANTON AIRPORT (AVP), WILKES-BARRE, PENNSYLVANIA. THE CERTIFICATED PRIVATE PILOT/OWNER AND PASSENGER WERE NOT INJURED. INSTRUEMTN METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT ORIGINATED AT FLOYD BENNETT MEMORIAL AIRPORT (GFL), GLEN FALLS, NEW YORK, AT 1528, DESTINED FOR THE SMOKE TOWN AIRPORT (Q08), SMOKE TOWN, PENNSYLVANIA. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91.IN A WRITTEN STATEMENT, THE PILOT SAID: "PRIOR TO DEPARTING GFL (1)CALLED BURLINGTON FSS FOR BRIEFING AT 1800Z AND FILED. ARRIVED AT THE AIRPORT, PULLED THE AIRPLANE FROM THE HANGAR AND PERFORMED PRE-FLIGHT INSPECTION. THEN TAXIED TO FBO FOR "TOP-OFF (19.8 GAL., 100LL) RECHECKED FUEL WITH STRAINER.""DEPARTURE: OBTAINED IFR CLEARANCE. DEPARTED RWY 19 TO THE SOUTH AT 20:28Z AND CONTACTED ALB APPROACH. CLIMB TO FILED ALTITUDE WAS NORMAL. REQUESTED FROM ALB FREQUENCY CHANGE TO GIVE BTV A PIREP ON CLIMB OUT CONDITIONS. PIREP WAS GIVEN AND I ASKED FOR UPDATE TO DESTINATION WX. RESUMED FREQUENCY W/ALB APPCH'. "ENROUTE FLIGHT: PASSED ALB FIX, HANDED OFF TO BOSTON CENTER, THEN TO WILKES-BARRE (AVP) APPCH. REQUESTED 10,000 FEET-GRANTED. REQUESTED FROM LVZ APPCH FREQUENCY CHANGE TO GET UPDATE ON WX FROM FLIGHT WATCH. GAVE PIREP. RESUMED FREQ W/AVP APPCH. CONDITIONS WERE MARGINAL W/-5 MILE VISIBILITY AND NO VISIBLE PRECIPITATION. HOWEVER, THERE WAS NO REFERENCE TO GROUND AND WE WERE IN OBVIOUS "LOW DENSITY CLOUDS". "AVP APPCH REQUESTED DESCENT TO 8,000 FT. SET UP FOR NORMAL DESCENT (I.E. REDUCED POWER TO 20 IN HG AND APPLIED FULL CARB HEAT) NOTICED FIRST SLIGHT INDICATION OF 'ROUGH' RUNNING ENGINE. CONTINUED DESCENT TO 8,000 AND AVP APPCH ASKED IF WE WANTED VECTORS AROUND 5 MILE 'CELL' OF PRECIP. ACKNOWLEDGED 'YES'. AT 8,000 FEET, I REQUESTED DESCENT TO 6,000 FEET AND REVISION TO FLGITH PLAN FOR VECTORS DIRECT TO AVP. ADVISED AVP APPCH OF PARTIAL LOSS OF POWER. THEY CLEARED ME FOR A LOC APPCH RWY 22. I ADVISED INABILITY TO MAINTAIN ALTITUDE. THEY CLEARED ME TO 4,000. I REQUESTED SUGGESTION FOR ALTERNATE AIRPORTS-NON AVAILABLE. I ADVISED UNABLE TO MAINTAIN 4,000, THEY CLEARED TO 3,500. WE WERE IMC FROM 10,000. STILL UNABLE TO MAINTAIN ALTITUDE, WE BROKE OUT OF CLOUDS AT -3,000. IMMEDIATELY LOOKED FOR 'DITCH' SITES. I ADVISED AVP APPCH OF IMPENDING DITCH. THROUGHOUT DESCENT WENT THROUGH (MENTALLY) EMERGENCY DESCENT CHECKLIST (I.E. ESTABLISHED BEST GLIDE, SWITCHED FUEL TANKS, MIXTURE RICH, BOOST PUMP ON, CARB HEAT.) BUT, MOTOR CONTINUED TO LOSE POWER. IN THE FINAL MOMENT I LINED UP WITH A HIGHWAY (ROUTE 6) BUT FOCUSED ON -5 ACRE FIELD TO THE SOUTH OF HIGHWAY. LEFT THE GEAR UP AND LINED UP FOR TOUCH DOWN IN WIDEST PORTION OF SITE. AT TIME OF TOUCH DOWN, THE ENGINE WAS NEARLY SILENT W/SLOW ROTATION ON PROP. SKIDDED ON SNOW COVERED AREA FOR -300'. CAME TO REST AGAINST EARTH BERM. TURNED OFF MASTER AND MAGS AND DEPLANED WITH NO INJURIES." IN A TELEPHONE INTERVIEW, THE PILOT STATED THAT DURING THE DESCENT FROM 10,000 FEET, HE NOTED THAT THE OUTSIDE AIR TEMPERATURE (OAT) WAS -12 DEGREES CELSIUS. THE CABIN HEAT WAS ON, AND THE PILOT REPORTED THAT HOT AIR ENTERED THE CABIN THROUGH THE AIR DUCT DURING THE FLIGHT. HE DID NOT RECALL IF HOT AIR CONTINUED TO ENTER THE CABIN AS THE ENGINE POWER DIMINISHED. ON THE MOONEY M20C, CARBURETOR HEAT AND CABIN HEAT DRAW HEATED AIR FROM THE SAME SHROUD AROUND THE MUFFLER. THE PILOT ALSO STATED THAT HE DID NOT HAVE A CARBURETOR ICE DETECTOR INSTALLED IN THE AIRPLANE. TWO FEDERAL AVIATION ADMINISTRATION(FAA) INSPECTORS PERFORMED AND ON-SITE EXAMINATION ON THE EVENING OF THE ACCIDENT. IN A TELEPHONE CONVERSATION WITH AN INSPECTOR, THE ON-SCENE EXAMINATION WAS LIMITED DUE TO DARKNESS AND POOR WEATHER. HOWEVER, THE INSPECTOR STATED THAT THE PROPELLER WAS BENT AFT AT THE TIPS, THE RIGHT WING WAS DAMAGED, THE LEFT FUEL TANK WA 20010206001939A (-23) AFTER AN INSTRUMENT APPROACH THE PILOT LANDED THEN THE AIRPLANE BEGAN TO TURN LEFT, CORRECTION WAS MADE INCLUDING TURNING THE TILLER BAR, BUT THE AIRPLANE CONTINUED TO TURN LEFT. THE LEFT WING CONTACTED A SNOW BANK BESIDE THE RUNWAY. THE A/C MADE AN ABRUPT 180 DEGREE TURN. THERE IS DAMAGE TO BOTH WINGS AND SOME DAMAGE TO THE RIGHT ENGINE NACELLE DUE TO LOSS OF THE LEADING EDGE SLAT FROM THE RIGHT WING. 20010206002149A (-23) ON 02/06/01 AT 1430 LOCAL THE PILOT IN COMMAND OF N5915J A CESSNA 150 MODEL AIRCRAFT WAS FLYING LOW TO TAKE PHOTOGRAPH OF HIS FATHER PROPERTY IN CABO ROJO, PUERTO RICO. WHILE FLYING LOW IN DIRECTION OF THE WING THE PILOT STATED THAT A GUST OF WIND KEPT THE A/C FROM ACCELERATING AND GAINING ALTITUDE. THE PILOT CONCEDED THAT THE A.C WAS NOT GOING TO FLY, AVOIDED A TREE, AND THEN A FENCE, FLIPPING THE AIRCRAFT OVER. THE PILOPT AND A PASSENGER WERE NOT INJURED. THE A/C RECEIVED SUBSTANTIAL DAMAGE. 20010206005269I (-23)IGL1920010013 - ON FEBRUARY 6, 2001, AT APPROXIMATELY 1200 LOCAL TIME, N9745C, A PA-28, BEING OPERATED BY A STUDENT PILOT ON A CROSS-CONTRY FLIGHT FROM JACKSONVILLE, IL TO MONMOUTH, IL, SLID INTO A SNOW BANK AFTER LANDING ON RUNWAY 2 AT MONMOUTH MUNICIPAL AIRPORT. THE PILOT REPORTS THAT THE LEFT-HAND LANDING GEAR WAS DRAGGING UPON TOUCHDOWN AND HE APPLIED CORRECTIVE RUDDER CONTROL TO THE RIGHT. HE REPORTS THAT HE OVERCOMPENSATED TO THE RIGHT AND WHEN HE APPLIED LEFT RUDDER THE AIRCRAFT VEERED TO THE LEFT, TURNING APPROXIMATELY 90 DEGREES, WHEREAS THE RIGHT WING TIP CONTACTED THE SNOW BANK ON THE LEFT EDGE OF THE RUNWAY. HE SHUT THE ARICRAFT ENGINE DOWN AND PUSHED THE AIRCRAFT FROM THE SNOW BANK. HE THEN REENTERED THE AIRCRAFT, STARTED THE ENGINE, AND TAXIED TO THE RAMP. THE AIRCRAFT RECEIVED MIMOR DAMAGE TO THE RIGHT WING AND THE PILOT SUSTAINED NO INJURIES DURING THIS EVENT. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20010206005439I (-23) IGL1920010015-THE AIRMAND LOST DIRECTIONAL CONTROL OF THE A/C DURING THE LANDING ROLLOUT ON RUNWAY 31 AT CAPITAL AIRPORT, SPRINGFIELD, IL. THE A/C DEPARTED THE LEFT SIDE OF RUNWAY 31, COMING TO REST IN THE GRASS, WHICH RESULTED IN MINOR DAMAGE TO THE NOSE GEAR STRUT. NO INJURIES WERE REPORTED BY THE PILOT OR PASSENGER. THIS INCIDENT IS CLOSED WIHT THIS REPORT. 20010206039739A (-23) ON FEBRUARY 6, 2001, ABOUT 1510 AST, A SKI EQUIPPED PIPER PA-12 AIRPLANE, N3334M, SUSTAINED SUBSTANTIAL DAMAGE DURING A COLLISION WITH SNOW-COVERED TERRAIN ABOUT 6.5 MILES SOUTH-SOUTHEAST OF ANVIK, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) CROSS-COUNTRY PERSONAL FLIGHT, WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS OPERATED AND OWNED BY THE PILOT, A LICENSED PRIVATE PILOT. THE PILOT RECEIVED A BROKEN LEG, ONE PASSENGER HAS FACIAL CUTS AND THE THIRD PERSON HAD NO INJURIES AT ALL. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) PREVAILED IN THE AREA OF THE ACCIDENT. DURING AN INTERVIEW WITH THE FAA (IIC) ON FEBRUARY 27, 2001, THE PILOT REPORTED THAT WHEN HE DEPARTED GRAYLING, THE WEATHER WAS CALM AND ESTIMATED THE VISIBILITY AT 15 MILES PLUS. WHILE PROCEEDING PAST ANVIK THEY ENCOUNTERED FOG AND AFTER MAKING TWO TURNS FOR WEATHER AND DECIDED TO CONTINUE, AND DESCEND FOR BETTER VISIBILITY. SHORTLY ATER, THE AIRCRAFT STRUCK THE GROUND CAUSING IT TO PITCH UP. ON RECOVERY, THE AIRCRAFT STARTED INTO A STALL/SPIN STRIKING THE RIVER ICE IN A ROTATING MOTION. THE AIRCRAFT CAME TO REST WITH THE RIGHT WING BENT BACK ABOUT 3" WITH A BROKEN FRONT SPAR AT THE ATTACH POINT, AND THE TAIL BENT AROUND THE FUSELAGE TOUCHING THE RIGHT AILERON FROM THE REAR. THE ENGINE BROKE AWAY TO THE LEFT, AND BOTH GEAR LEGS WERE SHEARED OFF. FORECASTED WEATHER REPORT; SCATTERED CLOUDS 2,500' ISOLATED CEILINGS BELOW 1,000' VISIBILITY BELOW 3 STATUTE MILES. (AWOS) @ ANVIK AT 1515 AST WIND 260/03 KTS; VISIBILITY 10 STATUE MILES; SKY CONDITIONS 200' SCATTERED; TEMPERATURE 23 DEGREES F; ALTIMETER 30.07 IN HG. 20010207000929I (-23) AIRMAN GROUND LOOPED A/C ON LANDING. WEATHER AND /OR MECHANICAL PROBLEMS WERE NOT A FACTOR. 20010207001069A (-23) RE BOX 21A "OTHER" TAIL ROTOR FAILURE SUSPECTED. TO BE CONFIRMED BY NTSB TEARDOWN ANALYSIS. 1. UPON LANDING WITH A LOAD OF LOGS ON A LONG LINE, THE PILOT MR. BURHANS ANNOUNCED OVER THE RADIO TO THE GROUND HOOKUP MAN, MR. WORKMAN THAT HE AHD A TAIL ROTOR FAILURE. 2. MR. WORKMAN STATED THAT HE COULD HEAR AND SEE THE TAIL ROTOR SLOWING AND STOPPING. MR. WORKMAN TH EN STATED MR. BURHANS DROPPED THE LOAD OF LOGS AND THE AIRCRAFT BEGAN A SLOW TURN RIGHT OF APPROX. 180 DEGREES. HE STATED THAT MR. BURHANS WAS TRYING TO ACCELERATE TO TAKEOFF. THE WINDS WERE CALM AND THE SKY WAS CLEAR. 3. MR. WORKMAN THEN SAW THE CHODER ON THE LONG LINE, SNAG A LARGE TREE. MR. BURHAN DID NOT JETTISON THE LONG LINE, ADN THE A/C LANDED NOSE LOW AND ROLLED ONTO THE LEFT SIDE. THE TREE WAS AT GPS COORDINATED N46 03.214" W114 07.075' , ALTIMETER 5110 FEET. THE A/C CAME TO REST AT N46 03.237' W 114.07.103', ALTIMETER 5032 FEET. 4. THE ONSITE INVESTIGATION DID NOT REVEAL ANY BROKEN OR MISSING PARTS. THE CREW STATIONS WERE CRUSHED AND THE TAIL BOOM SEVERED NEAR THE SYNC ELEVATORS. THE VERTICAL FIN AND BOTH GEAR BOXES TRAVELED AN ADDITIONAL 30 FEET FURTHER THAN THE FUSELAGE AFTER THE TAIL BOOM WAS SEVERED. THE TEAR DOWN ANALYSIS IS TO BE CONCENTRATED ON THE TRANSMISSION AND PINION GEARS IN THE INTERNAL TRANSMISSION. A FURTHER CONFIRMATION OF THE OPERATION OF ALL PARTS AT THE REPAIR STATION SHOULD BE COMPLETED. THE METALLURGY LAB IS TO INSPECT THE ELCTRIC RELEASE CABLE THAT APPEARS TO HAVE BEEN CUT PRIOR TO THE ACCIDENT. NO POST CRASH FIRE, FUEL INDICATED 800 LBS., VSI 1500' PER MINUTE DESCENT, FUEL PRESSURE 25 LBS., HOBBS 27356, ALTIMETER 9250' (ACTUAL ELEVATION WAS5032'), TORQUE WAS 24 LBS, N1 WAS 0%, THE ONLY TWO DC CIRCUIT BREAKERS OUT WERE THE IDLE STOP AND RPM WARNING . ALL AC BREAKERS WERE OUT. 20010207001599A (-23) PILOT WAS USING A TRUCK MOUNTED ELEVATED PLATFORM FOR TAKEOFF. IMMEDIATELY AFTER TAKEOFF, THE PILOT WOULD NOSE THE HELO OVER TO AID IN FLYING INTO TRANSLATIONAL LIFT. ON THIS, THE FOURTH TAKEOFF (POSSIBLY OVER MAXIMUM GROSS TAKEOFF WEIGHT), 3-4 MINUTES APART, THE PILOT WAS UNABLE TO ARREST THE DESCENT PRIOR TO HITTING THE GROUND WITH THE SKIDS. THE HELO BOUNCED BACK INTO THE AIR, SLIGHTLY SIDEWAYS WITH THE NOSE TO THE RIGHT, CAME BACK DOWN, DUG THE LEFT SKID AND ROLLED OVER. THE PILOT STATED THAT THE WIND MAY HAVE SHIFTED. (.19) ON FEBRUARY 7, 2001, ABOUT 2001, ABOUT 0930 HOURS PST, A BELL 47G-5, N6260C, OWNED AND OPERATED BY THE PILOT, TOOK OFF FROM A TRUCK BED DURING AN AGRICULTURAL APPLICATION FLIGHT PERFORMED UNDER 14 CFR PART 137. THE PILOT REPORTED THAT THE HELICOPTER CLIMBED A FEW FEET AND THE HE LOST CONTROL. THE HELICOPTER IMPACTED TERRAIN ADJACENT TO THE TRUCK AND ROLLED OVER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED. AND THE COMMERCIAL CERTIFICATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM AN OPEN FIELD NEAR PIXLEY, CA. (.4) ON FEBRUARY 7, 2001, ABOUT 0830 HOURS PACIFIC STANDARD TIME, A BELL 47G-5, N6260C, TOOK OFF FROM A TRUCK-MOUNTED PLATFORM, CLIMBED A FEW FEET, SETTLED INTO THE GROUND, AND ROLLED OVER. THE HELICOPTER WAS OPERATED BY SLYKERMAN AG AVIATION, AND IT WAS SUBSTANTIALLY DAMAGED. THE COMMERCIAL CERTIFICATED PILOT WAS NOT INJURED DURING THE AGRICULTURAL APPLICATION FLIGHT NEAR PIXLEY, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 137 AND WAS ORIGINATING AT THE TIME OF THE MISHAP. THE PILOT REPORTED THAT NO MECHANICAL MALFUNCTIONS OR FAILURES WERE EXPERIENCED IN HIS RESTRICTED CATEGORY HELICOPTER. HE INDICATED THAT, ABOUT THE TIME OF THE MISHAP, THE SPEED OF THE LOCAL SURFACE WIND WAS BETWEEN ZERO AND 5 KNOTS. THE FEDERAL AVIATION ADMINISTRATION COORDINATOR VERBALLY REPORTED THAT THE HELICOPTER APPEARED TO HAVE BEEN OPERATED BETWEEN 80 AND 100 POUNDS OVER ITS MAXIMUM CERTIFICATED GROSS WEIGHT. HE OPINED THAT THIS WEIGHT CONDITION MAY HAVE CONTRIBUTED TO THE HELICOPTER'S INABILITY TO SUSTAIN FLIGHT AS THE PILOT ATTEMPTED TO PASS THROUGH TRANSLATIONAL LIFT. 20010207002359I (-23) PILOT WAS COMPLETING STOP AND GOES ON RUNWAY 35 AT OWD. UPON LANDING AIRCRAFT VEERED TO THE LEFT AND WENT OFF THE LEFT SIDE OF THE RUNWAY STRIKING THE LEADING EDGE OF THE RIGHT WING ON A SNOWBANK AND CAUSING MINOR DAMAGE TO THE RIGHT WING LEADING EDGE. PILOT CLAIMED THAT THE LEFT BRAKE LOCKED UP. 20010207002769I (-23)THE FLIGHT INSTRUCTOR REPORT THAT HE AND HIS STUDENT WERE RETURNING FROM A LESSON FOR A SIMULATED SINGLE ENGINE LANDING. THE INSTRUCTOR STATED THAT HE AND THE TRAINEE DISCUSSED THE APPROPRIATE TIME TO EXTEND THE LANDING GEAR, AND THEN EXTENDED THE LANDING GEAR AT THE TIME OF TURNING FINAL. THE INSTRUCTOR STATED THAT HE VERIFIED THAT THE LANDING GEAR WERE DOWN ABD LOCKED. THE INSTRUCTOR AND TRAINEE BECAME DISTRATED BY THE FACT THAT THE AIRCRAFT AHEAD OF THEM WAS SLOW CLEARING THE RUNWAY, CREATING THE POSSIBLITY OF A GO AROUND. THE INSTRUCTOR BELIEVES THAT THE TRAINEEE RETRACTED THE LANDIGN GEAR IN PREPARATION FOR THE POSSIBLE GO ARUND. WHEN THE PRECEEDING AIRCRAFT CLEARED THE RUNWAY, THE INSTRUCTOR AND TRAINEE CONTINUED THE APPROACH AND LANDED WITH THE LANDING GEAR RETRACTED. 20010207003259I (-23) ON FEBRUARY 7, 2001,^PRIVACY DATA OMITTED^ , RECEIVED PERMISSION FROM SMX CONTROL TOWER AND LANDED N2023Q AT SANTA MARIA WITH GEAR UP. HIS ONLY PASSENGER WAS ^PRIVACY DATA OMITT^. HE LANDED AND THE AIRPORT EMERGENCY PERSONNEL WERE PRESENT. NO EMERGENCY WAS REQUIRED. THE RUNWAY WAS CLEARED. N2023Q WAS BROUGHT TO THE HANGAR AND JACKED UP. NO ONE, EITHER THE PILOT OR PASSENGER OR ANYONE ON THE GROUND RECEIVED ANY INJURIES. THERE WERE NO FATALITIES. THERE WAS NO DAMAGE TO ANY OTHER AIRCRAFT OR PROPERTY. ONLY MINOR DAMAGE TO THE AIRCRAFT. ON FEBRUARY 26, 2001, ^PRIVACY DATA OMITTED^ , ASI MAINTENANCE FROM VNY FSDO, VISITED SANTA MARIA, AND PERFORMED EXTERNAL VISUAL INSPECTION OF THE AIRCRAFT. THIS CAUSE WAS THE FITTING ON THE HYDRAULIC HOSE FOR NOSE GEAR DOWN CAME OFF. THE MAIN DAMAGE WAS ON THE LOWER SURFACE OF THE FUSELAGE. CHECKED ISIS THE PILOT HAD NO PREVIOUS ACCIDENT/INCIDENT RECORD, ALSO NO ENFORCEMENT RECORD. PHOTOS TAKEN AND ATTACHED. 20010207004749A (-23) ON FEBRUARY 7, 2001, APPROX. 530 CST, BEECH 58 N52BA, SN TH-52, DEPARTED THE LINCOLN, NEBRASKA, MUNICIPAL AIRPORT ENROUTE TO VALENTINE, NEBRASKA. THE A/C, OWNED AND OPERATED BY SILVERHAWK AVIATION, AIR OPERATOR CERTIFICATE YQSA759U, WAS TRANSPORTING LOW LEVEL RADIOACTIVE MATERIALS UNDER SILVERHAWK FLIGHT NUMBER 15. WHILE ENROUTE, THE A/C ENCOUNTERED LIGHT TO MODERATE ICING AND DIVERTED TO THE AINSWORTH, NEBRASKA MUNICIPAL AIRPORT. APPROX. 0705 CST THE A/C IMPACTED THE GROUND APPROX. 3000 FEET NORTH OF AINSWORTH RUNWAY 17, RESULTING IN ONE SERIOUS INJURY AND THE FATAL INJURY OF THE PIC. 20010207009959A (.19)ON FEBRUARY 7, 2001, AT 1512 CENTRAL STANDARD TIME, A CESSNA 310Q, N10ET, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ROLL WHEN THE AIRPLANE SLID OFF RUNWAY 12 (6,700 FEET BY 100 FEET, ICE-COVERED/ASPHALT) AT THE MITCHELL MUNICIPAL AIRPORT, MITCHELL, SOUTH DAKOTA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS ON AN ACTIVE INSTRUMENT FLIGHT PLAN. THE PILOT AND HIS THREE PASSENGERS REPORTED NO INJURIES. THE FLIGHT HAD DEPARTED FROM THE JOE FOSS FIELD AIRPORT, SIOUX FALLS, SOUTH DAKOTA, AT 1406. (-23) ON FEBRUARY 7, 2001, AT 1455 CENTRAL DAYLIGHT TIME (CDT), A CESSNA 310-Q, N10ET, OPERATED BY A MULTIENGINE AND INSTRUMENT RATED PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING AN ATTEMPTED LANDING ON RUNWAY 12 AT MITCHELL, SD (MHE). THE PILOT AND THREE PASSENGERS HAD STOPPED AT THE SIOUX FALLS AIRPORT (FSD) AFTER THE PART 91 PLEASURE FLIGHT FROM HUNTINGTON MUNI, INDIANA (HHG). AT FSD, THE PILOT OBTAINED A STANDARD PILOT WEATHER BRIEFING FROM THE HURON AFSS AND FILED AN IFR FLIGHT PLAN FROM FSD TO RAPID CITY, SD (RAP). WHILE ENROUTE FROM FSD AT 6,000 FT MSL, AIRPLANE ICING WAS ENCOUNTERED. IN AN ATTEMPT TO VACATE THE ICING SITUATION, A CLIMB TO HIGHER ALTITUDE WAS REQUESTED. WHILE UNABLE TO CLIMB ABOVE 8,300 MSL, DEPART THE ICING CONDITIONS, AND MAINTAIN SUFFICIENT AIRSPEED, THE PILOT REQUESTED A NEARBY AIRPORT WITH A LONG RUNWAY FROM THE MINNEAPOLIS AIR ROUTE TRAFFIC CONTROL CENTER (MPZ ARTCC). CLEARANCE TO MHE WAS OBTAINED AND N10ET WAS CLEARED FOR AN APPROACH AT 2043UTC (CDT+6). DURING THE VOR APPROACH TO RWY 12 AT MHE, THE PILOT WAS UNABLE TO SEE THE RUNWAY DUE TO ICE ON THE WINDSHIELD. THE PILOT THEN ENTERED A LEFT TRAFFIC PATTERN TO RE-ALIGN FINAL. THE AIRPLANE WAS TO THE (END OF NARRATIVE). 20010207009979A (.19)ON FEBRUARY 7, 2001, AT 2030 CENTRAL STANDARD TIME, A BEECH 65-B80, N107BA, OPERATED BY BEMIDJI AVIATION SERVICES, AS BEMIDJI FLIGHT 25, COLLIDED WITH POWER LINES AND THE TERRAIN WHILE CIRCLING TO LAND AT THE FOSS AIRPORT, SIOUX FALLS, SOUTH DAKOTA. THE AIRLINE TRANSPORT RATED PILOT RECEIVED SERIOUS INJURIES. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 135 FLIGHT WAS OPERATING IN INSTRUMENT METEOROLOGICAL CONDITIONS AND WAS ON AN IFR FLIGHT PLAN. THE FLIGHT ORIGINATED FROM ALEXANDRIA, MINNESOTA, AT 1925 CENTRAL STANDARD TIME. THE PILOT WAS CLEARED FOR THE VOR APPROACH TO RUNWAY 15 AND WAS CIRCLING TO LAND ON RUNWAY 03. INFORMATION FROM THE AIR TRAFFIC CONTROL TOWER AT THE FOSS AIRPORT INDICATED THAT THE PILOT WAS LEFT OF COURSE WHILE CIRCLING. THE TOWER TRIED TO CONTACT THE PILOT TO NO AVAIL. LOCAL AUTHORITIES REPORTED THE AIRPLANE CONTACTED POWER LINES AND CRASHED 1/2 MILE SOUTHWEST OF THE AIRPORT. (-23) ON FEBRUARY 7, 2001, AT 2030 CENTRAL DAYLIGHT TIME (CDT), BEMIDJI 25, A BEECHCRAFT BE-65-B80, N107BA, OPERATED BY BEMIDJI AVIATION SERVICES, INC. (BEMA), AND AN AIRLINE TRANSPORT PILOT RATED PILOT IN COMMAND, WAS DESTRO YED BY THE POST CRASH FIRE. THE ACCIDENT OCCURRED IN THE VICINITY OF THE SIOUX FALLS/JOE FOSS FIELD (FSD), SIOUX FALLS, SD. THE COMMERCIALLY OPERATED, 14 CFR PART 35, FLIGHT WAS IFR FROM ALEXANDRIA, MN (AXN) TO FSD, AIRPLANE HAD NINE HUNDRED NINETY-FIVE (995) POUNDS OF CARGO ONBOARD. THE PILOT OBTAINED A WEATHER BRIEFING FROM THE PRINCETON AFSS. HE WAS CONCERNED WITH THE WEATHER CONDITIONS FOR THE AREA AND EXPRESSED HIS FEELINGS TO THE BRIEFER ABOUT HAVING TO MAKE THIS TRIP. HE FILED THE IFR FLIGHT PLAN FOR FSD AS HIS DESTINATION WITH MINNEAPOLIS INTERNATIONAL (MSP) THE ALTERNATE, WITH A PROPOSED DEPARTURE TIME OF 0100Z (CDT+6), 6,000 FEET MSL, AND 1 HOURS PLUS 10 MINUTES ESTIMATED TIME ENROUTE. AT APPROXIMATELY 40 MILES NORTH OF FSD, THE FLIGHT ENCOUNTERED RAIN AT 6,000 FT MSL. THE PILOT REPORTED THAT THE RAIN WAS FREEZING ON CONTACT, OUTSIDE AIR TEMPERATURE OF -10C. UPON LEAVING MINNEAPOLIS CENTER AND BEGINNING THE APPROACH PHASE, BEMIDJI 25 CONTACTED SIOUX FALLS APPROACH CONTROL. ON INITIAL CONTACT, BEMIDJI 25 WAS GIVEN A CLEARANCE TO DEPART 6,000 FT MSL AT PILOT'S DISCRETION TO AND MAINTAIN 5,000, TURN TO A HEADING OF 200 FOR VECTORS FOR A ILS RUNWAY 03 FINAL APPROACH COURSE. DAKOTA 630, A METROLINER, SA-227 TYPE AIRPLANE WAS 5 MILES WEST OF THE FINAL APPROACH FIX AND CLEARED FOR AN ILS RWY 03 APPROACH. THE APPROACH CONTROLLER ASKED DAKOTA 630 IF HE HAD PICKED UP ANY ICE ON HIS WAY DOWN. DAKOTA 630 RESPONDED "DOWN TO 3600 LIGHT TO MODERATE CLEAR, PRIOR TO 4,000, NEGATIVE ICE". AN AERO COMMANDER TYPE AIRPLANE THAT DEPARTED THE FSD AIRPORT APPROXIMATELY 10 MINUTES EARLIER WAS HANDED OVER TO MPZ ARTCC. NO MENTION NOR REPORT OF ICE WAS MADE. BEMIDJI 25 THEN INQUIRED IF HE WAS #1 AND STATED THAT HE WAS GETTING A LOT OF ICE AND ASKED ABOUT AN ILS TO RUNWAY 21 AND CIRCLE. THE CONTROLLER OFFERED A VOR 15 WHERE BEMIDJI 25 WAS 12 MILES FROM THE VOR, ABOUT TO INTERCEPT ITS FINAL APPROACH COURSE, AND CLEARED HIM FOR THAT APPROACH. THE WEATHER WAS 800 FT AGL OVERCAST AND THE VISIBILITY WAS 2 1/2 MILES AND THE WIND WAS 060 AT 10 KNOTS. THE CONTROLLER ADVISED BEMIDJI 25 THAT THE METROLINER PRECEDING HIM TO THE AIRPORT AND ABOUT 10 MINUTES AHEAD, PICKED-UP ICE AT 4,000. BEMIDJI 25 RESPONDED BY STATING "GOT PLENTY ON HERE NOW." THE APPROACH CONTROLLER THEN HAD BEMIDJI 25 CONTACT FSD TOWER. DURING THE FINAL APPROACH, THE PILOT REPORTED THAT HE HAD TO INCREASE POWER TO MAINTAIN APPROACH AIRSPEED. THE AIRPLANE DESCENDED BELOW THE CLOUD LAYER PRIOR TO REACHING THE THRESHOLD OF RWY 15. THE PILOT DID NOT COMMENCE THE RIGHT TURN TO CIRLCE FOR RWY 03 FOR FEAR OF STALLING IN THE TURN. THE PILOT ELECTED TO CONTINUE FLYING THE RUNWAY HEADING AND PLANNED FOR SHALLOW RIGHT TURNS TO RWY 03. AIRPLANE BUFFETING WAS EXERIENCED DURING THE BASE LEG TO RWY 03 REQUIRING THE PILOT TO 20010208000749A (-23) N318DH SUCCESSFULLY COMPLETED THE GPS RUNWAY 27 APPROACH TO BEAVER ISLAND AIRPORT (SJX) IN MARGINAL VFR CONDITIONS. IT APPEARS THAT WHILE MANUEVERING TO LAND ON RUNWAY 09 AT SJX, THE PILOT ALLOWED THE A/C TO DESCEND INTO RELATIVELY FLAT TERRAIN APPROX. 2 MILES SOUTHWEST OF THE AIRPORT. EVIDENCE SUGGESTS THAT THE A/C DESCENDED INTO A WOODED AREA AT A SHALLOW ANGLE OF DESCENT UNDER PILOT CONTROL. (.19)ON FEBRUARY 8, 2001, AT ABOUT 1920 EST (EST), A SWEARINGEN SA227-AT, N318DH, PILOTED BY A COMMERCAIL PILOT, WAS DESTROYED WHEN IT IMPACTED TREES AND TERRAIN 1.74 MILES AND 226 DEGREES MAGNETIC FROM THE BEAVER ISLAND (SJX), BEAVER ISLAND, MICHIGAN. THE 14 CFR PART 135 ON DEMAND AIR TAXI FLIGHT WAS OPERATING IN INSTRUMENT METEOROLOGICAL CONDITIONS AND WAS ON A INSTRUEMNT FLIGHT RULES FLIGHT PLAN. THE PILOT AND PILOT RATED FRONT SEAT OCCUPANT WERE FATALLY INJURED. TWO PASSENGERS RECEIVED MINOR INJURIES AND TWO PASSENGERS RECEIVED SERIOUS INJURIES. THERE WERE A TOTAL OF SIX PERSONS ON BOARD THE AIRCRAFT. THE FLIGHT DEPARTED THE CHICAGO MIDWAY AIRPORT, CHICAGO, ILLINOIS ABOUT 1700 CST (EST) AND WAS ENROUTE TO SJX. THE A/C HAD BEEN CLEARED FOR THE NDB OR GPS RUNWAY 27 INSTRUMENT APPROACH TO SJX. THE INSTRUEMTN APPROACH PROCEDURE SHOWS A MINIMUM DESCENT ALTITUDE OF 1,240 FEET MSL FOR BOTH THE STRAIGHT IN RUNWAY 27 AND CIRCLING APPROACHES. THE MISSED APPROACH PROCEDURE IS LISTED AS "CLIMB TO 2400, THEN RIGHT TURN DIRECT SJX NDB AND HOLD". THE AIRPORT ELEVATION AT SJX IS 669 FEET MSL. THE MAIN WRECKAGE WAS LOCATED IN A DENSELY WOODED AREA AT A GPS LOCATION OF 45 DEGREE 40.277 MINUTES NORTH AND 85 DEGREES 35.785 MINUTES WEST. THE FIRST IMPACT POINT WAS ABOUT 365 FEET AND 335 DEGREES MAGNETIC FROM THE MAIN WRECKAGE. THE FOUR CORNERS OF THE AIRCRAFT WERE LOCATED BETWEEN THE FIRST IMPACT POINT AND THE MAIN WRECKAGE. THE MAIN WRECKAGE SITE CONSISTED OF THE ENTIRE FUSELAGE AND THE WINGS FROM A POINT JUST OUTBOARD OF THE RIGHT ENGINE NACELLE ACROSS THE CENTERLINE TO A POINT ABOUT 9 FEET FROM THE LEFT WINGTIP. THE WING STRUCTURE HAD SEPARATED FROM THE FUSELAGE. THE FUSELAGE WAS ORIENTED ON AN APROX. 155 DEGREE HEADING AND WAS RESTING INVERTED. THE FUSELAGE WAS SEPARATED AT A POINT APPROX. EVEN WITH THE WING LEADING EDGE. THE FUSELAGE FORWARD OF THIS POINT WAS CRUSHED. THE WING CENTER SECTION WAS LYING ATOP THE FUSELAGE AND WAS UPRIGHT FACING APPROX. OPPOSITE OF THE FUSELAGE ORIENTATION. THE ALNDING GEAR WAS FOUND IN THE DOWN AND LOCKED POSITION. AN ODOR CONSISTENT WITH AVIATION JET FUEL WAS NOTED AROUND THE ACCIDENT SITE. A FLUID CONSISTENT WITH JET FUEL WAS NOTED TO BE LEAKING FROM THE REMAINS OF THE LEFT WING FUEL TANK. BOTH ENGINES AND PROPELLERS WERE FOUND IN THE IMMEDIATE AREA OF THE MAIN WRECKAGE. 20010208001119A (-23) THE PILOT-IN-COMMAND STATED HE WAS PERFORMING TOUCH AND GOES. PASSENGER (ALSO A PILOT) STATES PREVIOUS TOUCH AND GO WAS NOT FULLY UNDER CONTROL. AIRCRAFT DRIFTED LEFT WHEN PILOT ADDED POWER. THE LEFT WHEEL GOT OFF THE RUNWAY INTO SNOW EHICH CAUSED THE A/C TO TURN FURTHER LEFT. PILOT APPLIED FULL POWER TO FLY OUT OF SNOW. THIS CAUSED THE A/C TO NOSE-OVER ONTO ITS BACK. THE A/C IS FITTED WITH OVERSIZED TIRES CREATING CONSIDERABLE DRAG IN SNOW. 20010208001229A (.19)ON FEBRUARY 8, 2001, AT 0755 CST, A CESSNA 150K AIRPLANE, N5695G, REGISTERED TO AND OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED DURING AN IN-FLIGHT COLLISION WITH TERRAIN WHILE IN CRUISE FLIGHT IN THE VICINITY OF BISHOP, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED AT 0745 FROM THE BISHOP MUNICIPAL AIRPORT, BISHOP, TEXAS, AND WAS ENROUTE TO THE VALLEY INTERNATIONAL AIRPORT, HARLINGEN, TEXAS. THE PILOT REPORTED THAT HE WAS "FUMBLING WITH HEADSET JACKS" WHEN THE AIRPLANE IMPACTED A PLOWED FIELD. THE AIRPLANE FLIPPED OVER AND "STOPPED". THE PROPELLER BLADES WERE BENT, THE ENGINE WAS PARTIALLY DISLODGED, NOSE GEAR WAS DETACHED, AND BOTH WING SKINS WERE WRINKLED. (-23) ON FEBRUARY 8, 2001, AT APPROX. 0750 CST, A CESSNA 150K OWNED AND OPERATED BY ANSE E. WINDHAM HAD AN IN-FLIGHT COLLISION WITH LEVEL TERRAIN AFTER TAKE OFF AND INITIAL CLIMB ON A PERSONAL FLIGHT. THE PIC RECEIVED A DUATS WEATHER BRIEFING CALLING FOR VFR CONDITIONS. THE IFR FLIGHT CONDITIONS PREVAILED, NO FLIGHT PLAN WAS FILED. THE PIC HOLDS A COMMERCIAL CERTIFICATE (ASEL/AMEL/ASES) WITH INSTRUMENT AND HELICOPTER RATINGS. THE FLIGHT ORIGINATED AT BISHOP MUNICIPAL (07R), TEXAS IN FEBRUARY 8, 2001, AT 0745 CST. THE PILOT REPORTED A SMALL POST-CRASH FIRE SELF EXTINGUISHED. THERE WAS NO RESULTING INDICATION OF POST CRASH FIRE. NO NMAC. A COPY OF THIS REPORT WILL BE PROVIDED TO THE SAT-FSDO SAFETY PROGRAM MANAGER. 20010208001879A (-23)ON FEBRUARY 8, 2001, N125LS, A CESSNA CENTURION CRASHED 400 YARDS SHORT OF RWY 5 AT AUGUSTA'S DANIEL FIELD. THERE WERE MINOR INJURIES TO THE PILOT. THE A/C WAS TOTALLY DESTROYED. 20010208001989A (-23) WHILE OPERATING UNDER VMC IN THE TRAFFIC PATTERN AT NIGHT, THE PILOT ATTEMPTED TO SWITCH FUEL TANKS. HE INADVERTENTLY SWITCHED THE FUEL TO "OFF". WHEN THE ENGINE QUIT, THE A/C LANDED IN ROUGH TERRAIN SHORT OF THE RUNWAY. THE A/C SUSTAINED SUBSTANTIAL DAMAGE. (.4) ON FEBRUARY 8, 2001, ABOUT 1850 HOURS PACIFIC STANDARD TIME, A PIPER PA-28-181, N8122G, IMPACTED A BERM DURING A FORCED LANDING AT THE MONTGOMERY FIELD AIRPORT, SAN DIEGO, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE NIGHTTIME FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS OPERATED BY PLUS ONE FLYERS, INC., LOCATED IN SAN DIEGO, AND WAS SUBSTANTIALLY DAMAGED. THE COMMERCIAL CERTIFICATED PILOT WAS NOT INJURED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM MONTGOMERY FIELD ABOUT 1830. ACCORDING TO THE PILOT, HE WAS PRACTICING TAKEOFFS AND LANDINGS, AND HE CHECKED THE FUEL QUANTITY IN THE AIRPLANE'S FUEL TANKS WHILE FLYING ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN TO RUNWAY 28R. HE THEN REPOSITIONED THE FUEL TANK SELECTOR TO WHAT HE BELIEVED WAS THE LEFT FUEL TANK. HE STATED THAT HE "INADVERTENTLY" SWITCHED THE SELECTOR TO THE OFF POSITION, AND ALL ENGINE POWER WAS LOST WHEN THE AIRPLANE WAS ON THE BASE LEG. THE PILOT ADDITIONALLY INDICATED THAT HE IMMEDIATELY TURNED TOWARD THE AIRPORT. AIRPORT OPERATIONS PERSONNEL REPORTED THAT THE AIRPLANE IMPACTED A BERM ON THE UNEVEN SOFT TERRAIN. THE AIRPLANE CAME TO REST ABOUT 1,800 FEET SHORT OF THE RUNWAY'S THRESHOLD. AN EXAMINATION OF THE AIRPLANE REVEALED THAT FUEL WAS PRESENT IN BOTH WING TANKS. THE AIRPORT OPERATIONS PERSONNEL ESTIMATED THAT BOTH TANKS WERE AT LEAST 1/2 FULL OF FUEL. 20010208002079I (-23) ^PRIVACY DA^WAS DOING TAKEOFFS AND LANDINGS IN HIS EXPERIMENTAL AIRCRAFT, A BD-4. WHEN ON DOWNWIND, ^PRIVACY DA^ EXHAUSTED THE FUEL FROM THE RIGHT TANK AND DID NOT SWITCH TO THE LEFT TANK. THE AIRCRAFT LANDED ON RUNWAY 23 CAUSING MINOR DAMAGE. 20010208002089I (-23) DURING TAXIING INTO RAMP THE LANDING GEAR COLLAPSED RESULTING IN MINOR DAMAGE. 20010208002539I (-23) ON 2/08/01, PILOT FORGOT TO PUT GEAR DOWN AND LANDED GEAR UP. TIME OF INCIDENT WAS 1330 EST. 20010208002569I (-23)WORLD WIDE SERVICES WHILE TOWING, AIRCRAFT TO GATE 20, TERMINAL A STRUCK A PARKED BUS WITH THE LEFT WING TIP. THE LEFT WING TIP HAD TO BE REPLACED. 20010208002779I (-23)ON THURSDAY, FEBRUARY 8, 2001, AT 0658 LOCAL, A DELTA AIRLINES B-727, N501DA, FLIGHT 427, RETURNED AND LANDED ON RUNWAY 10 AT SYRACUSE INTERNATIONAL AIRPORT REPORTING THAT THE AFT CARGO DOOR HAD OPENED. THE ARFF RESPONED AND THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT FURTHER INCIDENT. CONTRACT MAINTENANCE, EXEC AIR, INSPECTED THE DOOR AND SURROUNDING STRUCTURE, THE WARNING SYSTEM AND NUMBER THREE ENGINE FOR FOD. THE AIRCRAFT WAS THEN FERRIED TO A MAINTENANCE BASE FOR REPAIR. THIS INCIDENT IS CONSIDERED CLOSED. 20010208003889A (-23) ON FEBRUARY 8, 2001, ABOUT 0800 AST, A PIPER PA-30, N181MM, REGISTERED TO MAJ LLC, AND OPERATED BY THE PILOT, AS A 14 CFR PART 91 FLIGHT, CRASHED SHORTLY AFTER TAKEOFF FROM PONCE, PR. WITNESSES STATED THE PILOT HAD TROUBLE STARTING THE RIGHT ENGINE WHILE AT THE FUEL RAMP. AFTER HE GOT THE RIGHT ENGINE STARTED IT MADE APOPPING NOISE. HE PILOT TAXIED THE AIRPLANE TO RUNWAY 12 AND PROCEEDED TO TAKE OFF WITH THE RIGHT ENGINE STILL MAKING A POPPING NOISE. AFTER TAKEOFF THE PLANE CLIMBED BETWEEN 250-300 FEET, WITH THE LANDING GEAR STILL EXTENDED. THE AIRPLANE THEN BEGAN TO LOSE ALTITUDE AND IT WAS OBSERVED TURNING TO THE RIGHT. AS THE PLANE TURNED RIGHT ONTO A DOWNHILL LEG, IT SUDDENLY ROLLED TO THE RIGHT INVERTED AND PITCHED DOWN, DESCENDING UNTIL GROUND IMPACT. 20010208038249A (-23) PILOT WAS PRACTICING NIGHT FLYING AND LANDED SHORT OF RUNWAY 20 AT MGY. AIRCRAFT CLIPPED APPROACH LIGHT WITH THE RIGHT LANDING GEAR LEG. THE LIGHT ASSEMBLY SHEARED OFF AND STRUCK THE RIGHT HORIZONTAL STABILIZER DAMAGING THE LEADING EDGE AND SPAR ASSEMBLY. THE PILOT STATED THAT HE HAD THE RUNWAY LIGHTS SELECTED TO HIGH INTENSITY AND THAT IT MAY HAVE CAUSED HIM TO MISREAD THE VASI. (.19) ON FEBRUARY 8, 2001, ABOUT 1930 EASTERN STANDARD TIME, A CESSNA 172P, N62332, WAS SUBSTANTIALLY DAMAGED AFTER LANDING SHORT OF THE RUNWAY AT DAYTON-WRIGHT BROTHERS AIRPORT (MGY), MIAMISBURG, OHIO. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL PERSONAL FLIGHT, WHICH WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE PILOT WAS PRACTICING NIGHT FLYING, AND LANDED SHORT OF RUNWAY 20. THE AIRPLANE CLIPPED AND APPROACH LIGHT WITH THE RIGHT MAIN LANDING GEAR LEG. THE LIGHT ASSEMBLY SHEARED OFF, AND STRUCK THE RIGHT HORIZONTAL STABILIZER, DAMAGING THE LEADING EDGE AND FORWARD SPAR. THE PILOT STATED THAT HE HAD THE RUNWAY LIGHTS SELECTED TO HIGH INTENSITY, AND THAT IT MAY HAVE CAUSED HIM TO MISREAD THE VASI. THE PILOT HAD 92 HOURS OF FLIGHT TIME, WITH 30 HOURS IN THE PRECEDING 90 DAYS. WINDS AT THE AIRPORT, ABOUT THE TIME OF THE LANDING, WERE FROM 150 DEGREES TRUE, AT 4 KNOTS. 20010209000939I (-23)ON A FLIGHT FROM GRAND CANYON WEST AIRPORT TO LAS AT AN ALTITUDE ON 4500' MSL, A FLOCK OF RAVENS WERE ENCOUNTERED. THE PILOT ATTEMPTED TO AVOID RAVENS, HOWEVER ONE STRUCK THE AIRCRAFT AND CAUSED MINOR DAMAGE TO THE LEFT FRONT DOOR WINDOW. A PRECAUTIONARY LANDING WAS MADE NEAR MIDDLE POINT ON A BEACH AT LAKE MEAD. 20010209002069I (-23) ON 02/09/01 N7537V, A CESSNA CE-177-RG, SN 177RG0834 LANDED ON RUNWAY 23 AT COLUMBIA METROPOLITAN AIRPORT (CAE) NEAR COLUMBIA, SC. UPON ROLLOUT THE AIRCRAFT'S NOSE GEAR COLLAPSED. THE AIRCRAFT SUSTAINED DAMAGE TO THE NOSE GEAR, NOSE GEAR DOORS, TORQUE LINK, AND THE PROPELLER WAS DAMAGED BEYOND REPAIR. THERE WERE TWO PEOPLE ON BOARD AND THEY RECEIVED NO INJURIES. 20010209002169I (-23) AFTER LANDING IN CROSSWIND CONDITIONS, THE A/C EXPERIENCED A SUDDEN WIND GUST THAT POSSIBLY CAUSED THE A/C TO BE AIRBORNE. THE A/C TRAVELLED ACROSS TAXIWAY A, ACROSS A MEDIAN STRIP, IMPACTED A TAXIWAY SIGN AND CAME TO REST SHORTLY THEREAFTER. 20010209002279A (.19) ON 2/09/ 2001 AT 1412 HOURS PACIFIC STANDARD TIME, A BEECH A36, N3191A, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LEFT WING STRUCK THE GROUND DURING AN ATTEMPTED GO-AROUND AT PALO ALTO, CALIFORNIA AIRPORT. THE AIRPLANE WAS OWNED AND OPERATED UNDER THE PROVISIONS OF CFR 14 PART 91 BY THE PRIVATE PILOT WHO WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH ORIGINATED FROM PALO ALTO AT APPRX. 1400. THE PILOT WAS INTERVIEWED BY NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATORS. HE STATED THIS WAS HIS FIRST SOLO FLIGHT IN THE AIRPLANE AND HIS INTENTION WAS TO PRACTICE TAKEOFFS AND LANDINGS. HE EXTENDED DOWNWIND FOR SPACING ON A SLOWER AIRPLANE AND DOES NOT RECALL CHECKING THE POSITION OF THE FLAPS. THE FINAL APPROACH WAS STABLE AT 80 KNOTS BUT WHEN HE WAS ABOUT 10 FEET OFF THE GROUND HE SENSED THE AIRPLANE WAS SINKING FASTER THAN NORMAL AND ELECTED TO GO AROUND. HE ADDED POWER BUT DID NOT FEEL THE ENGINE RESPOND. THE AIRPLANE VEERED LEFT AND THE LEFT WING STRUCK THE GROUND, THE ELFT GEAR WAS SHEARED OFF, AND THE PROPELLER WAS TORN OFF THE ENGINE. THE PILOT SAID THAT AFTER EXAMINING THE AIRPLANE THE FLAPS THE PILOT STATED THE AIRPLANE WAS EQUIPPED WITH AN ALLIS ON 250-17 TURBOPROP ENGINE, AND THAT HE HAD PURCHASED IT IN AUGUST 2000. HE HAD RECEIVED DUAL ISNTRUCTION IN THE AIRPLANE BUT HIS INSURANCE CARRIER REQUIRED HE HOLD AN INSTRUMENT RATING PRIOR TO ACTING AS PILOT-IN-COMMAND. HIS INSTRUMENT RATING WAS RECEIVED FEBRUARY 7, 2001. (-23)N3191A WAS ATTEMPTING TO LAND ON RUNWAY 30 AT PAO. DURING THE FLARE, THE PILOT FELT THE SINK RATE WAS TOO HIGH, AND HE APPLIED POWER TO GO-AROUND. THE AIRCRAFT VEERED TO THE LEFT. THE PILOT STRAIGHTENED THE FLIGHT PATH OVER THE PARALLEL TAXIWAY AT ABOUT 40 FEET AGL, BUT THE PILOT REPORTED SEEING THE PROPELLER SPINNING SLOWER THAN EXPECTED. THE AIRCRAFT MUSHED-NOSE LOW-INTO THE GRASS BETWEEN THE TAXIWAY AND THE RUNWAY. THE PROPELLER AND GEARBOX WERE RIPPED OFF THE AIRCRAFT, THE NOSE GEAR AND LEFT MAIN GEAR WERE DAMAGED, AND BOTH WINGS WERE DAMAGED. THE PROPELLER BLADES WERE FOUND IN THE FEATHERED POSITION. THE PILOT WAS NOT INJURED. INVESTIGATION REVEALED THAT THE AIRCRAFT HAD SUFFICIENT FUEL ON BOARD, AND THERE WAS NO WATER DRAINED FROM THE FUEL TANK SUMPS. THE PROPELLER BETA CONTROL ROD WAS FOUND DISCONNECTE D WITH NO SAFETY WIRE ATTACHED TO THE SECURING NUT. THIS WOULD HAVE CAUSED A LOSS OF OIL PRESSURE CAUSING THE BLADES TO FEATHER. 20010209002579I (-23) DURING TAXI TO RUNWAY 16 FOR DEPARTURE, ^PRIVACY DA^ ATTEMPTED TO ST OP TO CONDUCT A RUNUP. THE LEFT BRAKE WAS ONLY SLIGHTLY EFFECTIVE AND THE RIGHT BRAKE WAS COMPLETELY INEFFECTIVE. ^PRIVACY DA^ HAD THE FRONT RIGHT SEAT PASSENGER TRY HIS BRAKES, WITH NO EFFECT. THE AIRCRAFT LEFT THE PAVEMENT AND CAME TO REST WITH THE NOSE WHEEL AND MAIN LANDING GEAR IN A DITCH.THE PILOT AND 5 PASSENGERS EXITED THE AIRCRAFT. THERE WERE NO INJURIES. THE LEFT MAIN TIRE LEFT APPROX. 80 FEET OF TIRE MARK ON THE PAVEMENT AND APPROX. 30 FEET OF SKID MARK IN THE DIRT. THE RIGHT MAIN TIRE LEFT NO SKID MARK ON THE PAVEMENT. TIRE TREAD MARKS WERE VISIBLE IN THE DIRT, INDICATING THAT THE RIGHT MAIN TIRE WAS TURNING. THE IMPACT COLLAPSED THE NOSE GEAR, THE NOSE WHEEL WELL WAS BUCKLED AND SKIN TORN, THE UNDERSIDE OF THE RIGHT WING SHOWED SIGNS OF WRINKLING BETWEEN THE MAIN LANDING GEAR AND THE FUSELAGE AND THE RIGHT WING CENTER SECTION WAS ALSO WRINKLED. THE BRAKE DISC DID NOT SHOW EXCESSIVE WEAR, THE LINING MATERIAL WAS SUFFICIENT. THE BRAKE CYLINDER DID SHOW EVIDENCE OF A LEAK. THE LANDING GEAR CAME TO REST IN MUD. CLEANING THE MUD FROM THE LANDING GEAR REMOVED EVIDENCE OF LEAK. 20010209002979A (-23)SEE ATTACHED NARRATIVE PTRS #LAX01LA098 (19) ON FEBRUARY 9, 2001, ABOUT 1900 HOURS MST, A BELL 47-G3B1, N3084G, COLLIDED WITH THE GROUND FOLLOWING A DRIVE TRAIN FAILURE NEAR WINTERHAVEN, CA. DURING AN AGRICULTURAL SPRAYING OPERATION. THE HELICOPTER WAS OWNED AND OPERATED BY SUNDOWN HELICOPTERS, INC., OF YUMA, AZ., AND WAS SUBSTANTIALLY DAMAGED. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT WHICH WAS OPERATING UNDER 14 CFR PART 137. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE OCCURRENCE. THE PILOT REPORTED THAT HE WAS APPLYING CHEMICALS TO A FIELD OF LETTUCE AND HAD JUST TAKEN OFF FROM HIS TRUCK PLATFORM WITH 60 GALLONS OF CHEMICALS. HE SAID THAT HE WAS ABOUT 20 FEET AGL AND HAD A FORWARD AIR SPEED OF APPROX. 30 MILES PER HOUR WHEN HE HEARD A LOUD SCREECHING SOUND, FOLLOWED BY A YAW TO THE LEFT, A RAPID DECAY OF ROTOR RPM AND AN INCREASE/OVERSPEED IN ENGINE RPM. THE HELICOPTER THEN COLLIDED WITH THE GROUND. (.4) ON FEBRUARY 9, 2001, ABOUT 1900 HOURS PACIFIC STANDARD TIME, A BELL 47-G3B1, N3084G, LANDED HARD NEAR WINTERHAVEN, CALIFORNIA, FOLLOWING A DRIVE TRAIN FAILURE DURING A NIGHT AGRICULTURAL SPRAYING OPERATION. THE HELICOPTER WAS OWNED AND OPERATED BY SUNDOWN HELICOPTERS, INC., OF YUMA, ARIZONA, AND WAS SUBSTANTIALLY DAMAGED. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT, WHICH WAS OPERATING UNDER 14 CFR PART 137. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE OCCURRENCE. THE PILOT REPORTED THAT HE WAS APPLYING CHEMICALS TO A FIELD OF LETTUCE AND HAD JUST TAKEN OFF FROM HIS TRUCK PLATFORM WITH 60 GALLONS OF CHEMICALS. HE SAID THAT HE WAS ABOUT 20 FEET ABOVE GROUND LEVEL AND HAD A FORWARD AIR SPEED OF APPROXIMATELY 30 MILES PER HOUR WHEN HE HEARD A LOUD SCREECHING SOUND, FOLLOWED BY A YAW TO THE LEFT, A RAPID DECAY OF ROTOR RPM, AND AN INCREASE/OVERSPEED IN ENGINE RPM. THE HELICOPTER LANDED HARD, COLLAPSING THE SKIDS. POST ACCIDENT EXAMINATION OF THE TRANSMISSION WAS CONDUCTED ON FEBRUARY 10, 2001. EXAMINATION OF THE FREE WHEELING UNIT REVEALED THE OUTER SURFACE OF THE INNER GEAR ASSEMBLY WAS WORN BELOW ALLOWABLE LIMITS AT THE ROLLER/GEAR OPERATING SURFACE. NO OTHER DISCREPANCIES WERE NOTED. 20010209004469A (-23) N123WA WAS STRUCK FROM BEHIND BY AN EXTRA EA-300 AFTER LANDING ON RWY 13 AT LEESBURG. THE EVENTS LEADING UP TO THIS GROUND COLLISION ARE AS FOLLOWS: 1) N123WA, AN AMERICAN CHAMPION 8KCAB, WAS FLYING A LONG FINAL APPROACH TO RWY 13 AT LEESBURG AND MADE RADIO CALLS ON THE COMMON TRAFFIC ADVISORY FREQUENCY AT 5 MI. OUT, 3 MI. OUT, AND SHORT FINAL; 2) THE EA-300 HAD BEEN PRACTICING TAKEOFFS AND SHORT APPROACHES IN THE APTTERN OF RWY 13 FOR APPROXIMATELY 30 MINUTES PRIOR TO THE ARRIVAL OF THE 8KCAB (THE SHORT APPROACH PROCEDURE INVOLVES FLYING AN OVAL PATTERN AND DESCENDING RAPIDLY THROUGHOUT THE DOWNWIND, BASE, AND FINAL LEGS); 3) THE EA-300'S RADIO TRANSMITTER IN USE WAS NOT TUNED TO THE PROPER COMMON TRAFFIC ADVISORY FREQUENCY (THIS FREQUENCY WAS CHANGED A FEW MONTHS AGO, AND IT WAS NOT PUBLISHED ON THE AERONAUTICALSECTIONAL CHART NOR WAS THE NEW FREQUENCY AVAILABLE BY CHECKING THE NOTICES TO AIRMEN (NOTAMS) THROUGH THE ST. PETERSBURG, FLORIDA AUTOMATED FLIGHT SERVICE STATION; 4) THE EA-300'S PILOT IN COMMAND HAD JUST PURCHASED THE AIRCRAFT, AND HE WAS BEING ADMINISTERED A FAIMILIARIZATION FLIGHT BY THE A/C SALESMAN WHO HELD COMMERCIAL PILOT AND FLIGHT INSTRUCTOR CERTIFICATES THE A/C SALESMAN STATED FOR THE RECORD THAT THE BUYER WAS THE SOLE MANIPULATOR OF THE EA-300'S CONTROLS; 5) THE EA-300'S PIC WAS FROM OUT OF STATE AND WAS NOT FAMILAR WITH LEESBURG AIRPORT; 6) THE WINGS OF THE EA-300 ARE ATTACHED AT MID-FUSELAGE AND FORWARD OF THE COCKPIT AREA, MAKING DOWNWARD AND FORWARD VISIBILITY POOR FOR BOTH OCCUPANTS. THE PIC SITS IN THE REAR SEAT; 7) THE FRONT SEAT OCCUPANT CAN SPEAK WITH THE PILOT VIA INTERCOM AND HE CAN HEAR RADIO TRANSMISSIONS, BUT HE CANNOT SEE WHICH FREQUENCY IS TUNED ON THE A/C'S COMM RADIOS. NUMEROUS WITNESSES REPORTED THAT THE EA-300 WAS FLYING AN OVAL PATTERN AND IT WAS IN A DESCENDING LEFT TURN FROM DOWNWIND, BASE, AND FINAL TO RUNWAY 13. THE 8KCAB, WHICH WAS FLYING A LONG FINAL, WAS AT ALOWER ALTITUDE AND AHEAD OF THE EA-300 AS THE TWO A/C ENTERED ON VERY SHORT FINAL. THE EA-300 WAS OVERTAKING THE 8KCAB. PROBABLY THE PILOT OF THE EA-300 NEVER SAW THE 8KCAB BECAUSE HIS WING AND HIS LEFT DESCENDING TURN BLOCKED HIS DOWNWARD AND FORWARD VIEW. THE 8KCAB WITH ITS HIGH WINGS PROBABLY BLOCKED THE UPWARD VIEW ITS PILOT WOULD NEED TO SEE THE EA-300. SINCE THE PILOT OF THE 8KCAB DID NOT HEAR ANY RADIO TRANSMISSIONS FROM THE EA-300, HE WAS NOT AWARE THE EA-300 WAS PRESENT. BY THE TIME THE 8KCAB TOUCHED DOWN ON THE RUNWAY, THE EA-300 WAS NOW ABOUT 25 FEET BEHIND HIM AND READY TO TOUCH DOWN WITH THE DISTANCE STILL CLOSING. THE EA-300 TOUCHED DOWN BEHIND THE DECELERATING 8KCAB AND OVERTOOK HIM. THE EA-300'S RIGHT WING STRUCK THE EMPENNAGE OF THE 8KCAB AND THE EA-300'S PROPELLER STRUCK THE LEFT SIDE OF THE 8KCAB'S FUSELAGE. THE 8KCAB WAS THRUST UP INTO THE AIR AND CAME TO REST IN AN INVERTED POSITION ON THE LEFT SIDE OF THE RUNWAY CENTERLINE. THE EA-300 CAME TO REST IN AN UPRIGHT POSITION ON THE RIGHT SIDE OF THE RUNWAY EDGELINE. 20010209004479A (-23) SAME AS NARRATIVE FOR MIA-01-FA-074-A. NOTE: LARRY BRIAN TAGUE STATED THAT HE WAS NOT ACTING IN THE CAPACITY OF A FLIGHT INSTRUCTOR FOR THIS FLIGHT. 20010210000979I (-23) A/C DEPARTED JKL FOR LOCAL FLIGHT. PILOT STATED HEARD LOUD "POP" WHEN GEAR WAS RETRACTED. NOSE GEAR WOULD NOT RETRACT OR EXTEND BEYOND 45 DEGREE POSITION. PILOT CONTACTED LEX APPROACH, ,DECLARED EMERGENCY. LANDED AT LEX. NOSE GEAR ONLY COLLAPSED UPON ROLLOUT. A/C RECEIVED MINOR DAMAGE LIMITED TO PROPELLORS AND FORWARD NOSE SECTION. NO INJURIES TO OCCUPANTS. NO FIRE. CAUSE OF GEAR FAILURE UNDER INVESTIGATION. 20010210001149I (-23) THE NOSE GEAR FOLDED DURING LANDING ROLLOUT JUST PRIOR TO TURNING OFF THE RUNWAY. THE A/C FLAPS WERE FULL DOWN. THE INBOARD GEAR DOORS WERE OPEN AND THE MAIN GEAR WAS PARTIALLY RETRACTED. IT APPEARS THAT GEAR UP MIGHT HAVE BEEN SELECTED INSTEAD OF FLAPS UP INADVERTENTLY. 20010210001369A (-23)^PRIVACY DATA OM^ (.4)ON FEBRUARY 10, 2001, AT 1015 EASTERN STANDARD TIME, A JACK MCDANIEL, RANS S-12, N823S, COLLIDED WITH THE GROUND WHILE ATTEMPTING TO TAKEOFF FROM A PLOWED FIELD, NEAR HOMESTEAD, FLORIDA. THE EXPERIMENTAL AIRPLANE WAS OPERATED BY THE PRIVATE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91, AND VISUAL FLIGHT RULES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT. THE PILOT SUSTAINED SERIOUS INJURIES; THE PASSENGER WAS NOT INJURED AND THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE FLIGHT ORIGINATED FROM HOMESTEAD, FLORIDA, AT 1000. ACCORDING TO THE PASSENGER, THE PILOT'S WIFE, SHORTLY AFTER TAKEOFF FROM HOMESTEAD REGIONAL DADE COUNTY AIRPORT, THE ENGINE LOST POWER. THE PILOT SELECTED A PLOWED FIELD FOR AN EMERGENCY LANDING. AFTER MAKING A SAFE LANDING, THE PILOT EXAMINED THE ENGINE AND FELT THAT HE COULD ATTEMPT TO TAKEOFF AGAIN. THE PILOT STATED THAT AFTER TAKEOFF HE REDUCED FLAPS FROM TWO NOTCHES TO ONE, AND THE AIRPLANE BANKED TO THE RIGHT. HE APPLIED LEFT RUDDER AND AILERON TO CORRECT THE BANK, AND THEN RETARDED THE THROTTLE. THE AIRPLANE THEN ENTERED A ST ALL/SPIN, AND COLLIDED WITH THE GROUND. THE POST-ACCIDENT EXAMINATION AND FUNCTIONAL CHECK OF THE ENGINE FAILED TO DISCLOSE A MECHANICAL PROBLEM. HOWEVER, THE EXAMINATION OF THE FUEL SYSTEM REVEALED A SIGNIFICANT AMOUNT OF CONTAMINATION IN THE MAIN FUEL FILTER, FUEL DRAINS, FUEL PUMP, FILTER ELEMENTS, AND CARBURETOR BOWLS. THE FUEL TANKS ALSO SHOW SIGNS OF A VARNISH SOLUTION NORMALLY ASSOCIATED WITH STALE AUTOMOTIVE FUEL. THE PILOT'S WIFE REPORTED THAT HER HUSBAND REFUELED THE AIRPLANE USING A BUCKET, AND HE PERFORMED HIS OWN MAINTENANCE ON THE AIRPLANE. THE PILOT WAS NOT A FEDERAL AVIATION ADMINISTRATION CERTIFIED AIRFRAME AND POWERPLANT MECHANIC. 20010210001409I (-23) REPORTED WHEN LANDING, A/C BOUNCED AND NOSE WHEEL STEERING WAS COCKED TO ONE SIDE AND THE NOSE GEAR WHEEL BROKE, CAUSING THE PROPELLER TO STRIKE THE GROUND. 20010210001679A (-19)ON FEBRUARY 10, 2001, AT 1307 HOURS PST, A CESSNA 195A, N95U, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED RUNWAY 13L AND NOSED OVER AFTER LANDING AT THE PALM SPRINGS, CALIFORNIA AIRPORT. THE AIRPLANE WAS OWNED AND OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY THE CERTIFIED FLIGHT INSTRUCTOR, WHO ALONG WITH HIS AIRLINE TRANSPORT PILOT RATED DUEAL STUDENT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDTIONS PREVAILED. NO FLIGHT PLAN WAS FILED FOR THE INSTRUCTIONAL FLIGHT, WHICH ORIGINATED FROM RAMON, CA. APPROX. 1230. BOTH PILOTS WERE INTERVIEWED BY NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATORS. THE INSTRUCTOR PILOT STATED HE WAS PROVIDING AN AIRPLANE CHECKOUT TO THE DUAL STUDENT, WHO WAS AT THE CONTROLS DURING LANDING. DURING THE LANDING ROLL, THE AIRPLANE VEERED TO THE RIGHT. THE INSTRUCTOR TOLD THE STUDENT TO ADD LEFT AIRLERON, BUT THE AIRPLANE CONTINUED TO THE RIGHT. THE INSTRUCTOR TOOK THE CONTROLS BUT WAS NOT ABLE TO KEEP THE AIRPLANE ON THE RUNWAY. THE AIRPLANE DEPARTED THE RIGHT SIDE OF THE RUNWAY, AND AS THE MAIN GEAR ENTERED THE DIRT, THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. (-23) THE PILOT OF THE CE-195 FAILED TO MAINTAIN DIRECTIONAL CONTROL OF HIS A/C WHILE MAKING A CROSSWIND LANDING ON RUNWAY 3L AT THE PALM SPRINGS AIRPORT. AS THE AIRCRAFT WAS ROLLING TO A STOP, THE INSTRUCTOR TOOK CONTROLS AND WAS NOT SUCCESSFUL IN BRINGING THE A/C BACK ONTO THE CENTERLINE OF THE RUNWAY. THE CE-195 NOSED OVER AS IT CAME TO REST. THE WIND WAS A FACTOR IN THIS ACCIDENT BY CHANGING FROM A LEFT QUARTERING HEAD WIND TO A LEFT QUARTERING TAIL WIND. (.4) ON FEBRUARY 10, 2001, AT 1307 HOURS PACIFIC STANDARD TIME, A CESSNA 195A, N95U, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED RUNWAY 13L AND NOSED OVER ON LANDING AT THE PALM SPRINGS REGIONAL AIRPORT, PALM SPRINGS, CALIFORNIA. THE AIRPLANE WAS OWNED AND OPERATED, UNDER THE PROVISIONS OF 14 CFR PART 91, BY THE CERTIFIED FLIGHT INSTRUCTOR, WHO ALONG WITH HIS AIRLINE TRANSPORT PILOT RATED DUAL STUDENT, WAS NOT INJURED. VISUAL METROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED FOR THE INSTRUCTIONAL FLIGHT, WHICH ORIGINATED FROM BOREGO SPRINGS, CALIFORNIA, APPROXIMATELY 1230. BOTH PILOTS WERE INTERVIEWED BY NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATORS. THE INSTRUCTOR PILOT STATED HE WAS PROVIDING AN AIRPLANE CHECKOUT TO THE DUAL STUDENT, WHO WAS AT THE CONTROLS DURING LANDING. DURING THE LANDING ROLL, THE AIRPLANE VEERED TO THE RIGHT. THE INSTRUCTOR TOLD THE STUDENT TO ADD LEFT AILERON, BUT THE AIRPLANE CONTINUED TO THE RIGHT. THE INSTRUCTOR TOOK THE CONTROLS BUT WAS NOT ABLE TO KEEP THE AIRPLANE ON THE RUNWAY. THE AIRPLANE DEPARTED THE RIGHT SIDE OF THE RUNWAY, AND AS THE MAIN GEAR ENTERED THE DIRT, THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. 20010210002599I (-23) ON SATURDAY FEBRUARY 10, 2001, AT 12:37 PM LOCAL TIME, A BOEING 727 AIRCRAFT, BEARING REGISTRATION NUMBER N69739, OPERATED UNDER 14 CFR PART 121 AS KITTY HAWK AIRCARGO, INC., FLIGHT 2724, DEPARTED THE ROCHESTER INTERNATIONAL AIRPORT ENROUTE TO BOSTON. SHORTLY AFTER TAKEOFF THE CREW REPORTED THE FAILURE OF THE NUMBER 2 ENGINE AND THE AIRCRAFT RETURNED TO ROCHESTER. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. KITTY HAWK MAINTENANCE PERSONNEL DISCOVERED TWO FUEL SHUT-OFF VALVE WIRES SHORTED TOGETHER IN THE AIR CONDITIONING BAY, CAUSING THE NUMBER TWO FUEL SHUTOFF VALVE TO OPEN AND CLOSE UNCOMMANDED. WIRES WERE REMOVED AND REPLACED IN ACCORDANCE WITH B-727 MM 20-22-1. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CLOSED. 20010210002709I (-23) ON SATURDAY, FEBRUARY 10, 2001 AT 2009 EST, A USAIRWAYS B-737, N585US, FLIGHT 638, LANDED ON RUNWAY 23 AT THE BUFFALO NIAGRA INTERNATIONAL AIRPORT AFTER REPORTING A LEADING EDGE FLAP PROBLEM. THE REPORTED DISCREPANCY WAS "LE FLAP TRANSIT LIGHT REMAINED ON WHEN FLAPS 10 SELECTED GET AMBER LE FLAP TRANSIT LIGHT. DID QRH PROCEDURES. GET ALL GREEN LIGHTS ON OVERHEAD PANEL. WENT BACK TO FLAP 5. LANDED BUF FLAPS 5. NO CB OUT." MAINTENANCE REMOVE D AND REPLACED THE FLAP INDICATOR P/N 0022701. IAW MAINTENANCE MANUAL 27-52 AND RESET THE FLAP LOAD LIMITER. THE GROUND CHECK WAS OKAY AND THE AIRCRAFT WAS RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010210002819I (-23) THE SUBJECT AIRCRAFT WAS BEING RETURNED TO THE OWNER BASED AT (481) DUANESBURG, NEW YORK FROM SKYDIVING OPERATIONS AT (GLV) GAINESVILLE, GEORGIA. THE COMMERCIAL PILOT HAD 338 HOURS IN THIS MODEL IN THE PAST THREE YEARS. AFTER TOPPING OFF FUEL TANKS AT (GLV) THE AIRCRAFT PROCEEDED ON A DIRECT GPS COURSE OF 041 FOR THE FIRST 1.5 HOURS AND THEN CHANGED COURSE TO 038 DEGREES TO PLAN A FUEL STOP AT (CXY) NEW CUMBERLAND, PA. THE VFR FLIGHT, WHICH LASTED 4 HOURS 7 MINUTES, ENDED WITH AN OFF FIELD LANDING IN FAIRVIEW TOWNSHIP, PA. DURING THE LANDING, THE AIRCRAFT NOSE GEAR CONTACTED A WOODEN FENCE IN THE BACKYARD OF A HOME IN A SUB-DIVISION. THE AIRCRAFT FLIPPED OVER AS A RESULT CAUSING DAMAGE TO THE LAWN AND FENCE. THE AIRCRAFT RECEIVED DAMAGE TO THE PROPELLER, COWLING, WING TIP, AND BOTH HORIZONTAL AND VERTICAL STABILIZER LEADING EDGES. THE PILOT WAS NOT INJURED. THE PILOT REPORTED TO ATC THAT HIS ENGINE BEGAN TO SPUTTER THEN QUIT WHILE HE WAS DESCENDING FROM 5500' AGL. A POST CRASH RECONSTRUCTION OF THE FLIGHT MADE WITH ^PRIVACY DATA ^CESSNA ACCIDENT INVESTIGATOR, REVEALED THE AIRCRAFT PROBABLY CONTAINED 8 TO 10 GALLONS OF REMAINING FUEL, MOST OF WHICH WAS LOST DUE TO BEING INVERTED. THE POST CRASH INSPECTION AND SUBSEQUENT ENGINE TEST REVEALED A LARGE QUANTITY OF WATER WAS PRESENT IN THE GASCOLATOR AND CARBURETOR. FOLDS IN THE FUEL BLADDER FLOOR RESULTED IN WATER RETENTION DURING TANK SUMPING. 20010210003819A (-19) ON FEBRUARY 10, 2001, AT 1430 CST, A CESSNA 152, N5085P, OPERATED BY GRAN-AIRE, INC., WAS DESTROYED WHEN IT IMPACTED THE GROUND WHILE MANUEVERING OVER HORICON MARSH LOCATED ABOUT 3 MILES NORTH OF HORICON, WISCONSIN. THE 14 CFR PART 91 PERSONAL FLIGHT HAD DEPARTED TIMMERMAN AIRPORT (MWC) MILWAUKEE, WISCONSIN, AT APPROX. 1255 ON A LOCAL FLIGHT. THE AIRLINE TRANSPORT PILOT RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. (-23) FULL FLAP SPIN; 1 1/2 TURN, OBSERVED INABILITY TO RECOVER DUE TO PROXIMITY OF GROUND. 20010210004629A (-23) THE JET AIRCRAFT'S RIGHT WING TIP CONTACTED THE GROUND DURING A ROLL FROM AN INVERTED LOW LEVEL HIGH SPEED PASS. 20010210004919I (-23) ON FEBRUARY 10, 2001 ABOUT 1630 EST, A MAULE 7, N718SB, REGISTERED TO ^PRIVACY DATA OMI^PILOTED BY ^PRIVACY DATA OMI^ COMMERCAIL CERT. NO^PRIVACY D^EXECUTED AN EMERGENCY LANDING 2 1/2 MILES SW OF PAHOKEE AIRPORT DURING A PLEASURE FLIGHT. THE A/C SUSTAINED MINOR DAMAGE. THE PILOT, THE SOLE OCCUPANT OF THE A/C, WAS NOT INJURED. THE PILOT STATED HE DESCENDED TO ABOUT 300 TO 500 FEET AGL, THEN ADDED ENGINE POWER TO PULL OUT OF THE DESCENT AND THE ENGINE DIED WITHOUT RESPONSE. THE A/C FLIPPED OVER AFTER LANDING. THE PLEASURE FLIGHT ORIGINATED EARLIER ON THE SAME DAY FROM PAHOKEE AIRPORT. THE WEATHER WAS VFR AND NO VFR FLIGHT PLAN WAS FILED. THE ENGINE WAS INSPECTED, TEST-RUN, AND RETURNED TO SERVICE BY MAINTENANCE. THIS INCIDENT IS CONSIDERED CLOSED. 20010210005219I (-23) THE A/C WAS CLIMBING THROUGH 8,000 FT, WHEN A NUMBER 2 BLEED AIR LEAK INDICATION APPEARED.THE CREW CLOSED NUMBER 2 BLEED VALVE. THIS WAS FOLLOWED BY A CABIN DEPRESSURIZATION, THEN A SMOKE INDICATION IN THE CARGO BAY. THE A/C DECLARED AN EMERGENCY AND RETURNED TO (CMH), WHERE THE A/C LANDED WITHOUT INCIDENT. THE FIRE DEPARTMENT REMOVED THREE SMOLDERING BAGS FROM THE CARGO COMPARTMENT AFTER THE A/C CAME TO THE GATE. INVESTIGATION SHOWED A NUMBER 2 BLEED AIR LINE CLAMP SEPARATION FROM THE MATING BLEED AIR LINES HAD OCCURRED. IT APPEARS THAT ONCE THE CLAMP SEPARATED FROM THE UPPER FLANGE, VIBRATION ALLOWED THE SLEEVE THAT SEALS THE O-RINGS BETWEEN THE LINES TO SLIDE DOWN, THUS ALLOWING BLEED AIR INTO THE RIGHT-HAND AFT BAGGAGE COMPARTMENT. THE BLEED AIR CAUSED THE THREE NYLON BAGS TO MELT, WHICH ACTIVATED THE SMOKE ALARM. A/C MAINTENANCE RECORDS INDICATE THAT O-RINGS ON THE NUMBER 2 BLEED AIR DUCT HAD BEEN REPLACED TWO FLIGHTS PRIOR TO THIS INCIDENT. 20010210007059A (-23) AIRCRAFT WAS ENROUTE FROM NASHVILLE, TN (BNA) TO OAKLAND-PONTIAC AIRPORT (PTK). PILOT WAS USING LEFT TANK ABOUT NEW HUDSON, MI. THE PILOT REPORTED THAT HE FIRST NOTICED EGT FLUCTUATIONS SO HE PUSHED THE MIXTURE FULL RICH AND BY THAT TIME THE ENGINE QUIT. HE SWITCHED TO THE RIGHT TANK AND TURNED THE PRIME/HIGH BOOST ON AND THE ENGINE SURGED BUT FAILED TO START. AT THIS POINT THE PILOT TURNED HIS ATTENTION TO LANDING AND DID NOT TRY FURTHER RESTARTS. HE LANDED ON A FROZEN LAKE SURFACE WITH THE GEAR RETRACTED AND SLID TO SHORE AND HIT THE BANK WITH THE LEFT WING FIRST. THE ICE SUPPORTED THE AIRCRAFT. THE LEFT WING SPAR IS BENT AT THE MIDDLE OF THE AILERON. DURING RECOVERY OF THE AIRCRAFT THE RIGHT TANK WAS FOUND TO BE EMPTY AND THE LEFT HAD 6 GALLONS OF FUEL IN IT. RECOVERY WAS TWO DAYS AFTER THE ACCIDENT. THERE WAS NO EVIDENCE OF FUEL LEAKAGE. 20010210014589A (-23) THIS PART 121 REVENJE FLIGHT WAS CONDUCTED AS UNITED EXPRESS FLIGHT NO. 6798, FROM SPRINGFIELD, IL TO CHICAGO O'HARE AIRPORT WITH VFR WEATHER PREVAILING. THE AIRCRAFT WAS DISPATCHED WITH TWO SYSTEMS DEFERRED BY COMPANY MAINTENANCE WHICH ARE FACTORS IN THIS INVESTIGATION. THE WING FLAPS WERE INOPERATIVE, THUS CHANGING THE GEAR WARNING HORN LOGIC, AND THE GPWS (ALL PHASES) WAS INOPERATIVE, THUS ELIMINATING THE "TOO LOW--GEAR" AURAL WARNING. THE CREW LANDED THE AIRPLANE WITH THE LANDING GEAR UP, RESULTING IN SUBSTANTIAL DAMAGE TO THE AIRFRAME. THE PILOT IN COMMAND STATED TO THE NTSB INVESTIGATOR AT THE SCENE THAT AFTER THE AIRPLANE HAD SLID TO A STOP, HE LOOKED AT THE GEAR HANDLE AND SAW THAT IT WAS IN THE UP POSTION. AN EVACUATION WAS INITIATED BY THE PASSENGERS, THEN SUPERVISED BY THE CREW. INJURIES TO PASSENGERS OCCURRED DURING THE EVACUATION. 20010210035219A (-23) ON 10 MARCH 2001, MR. THOMAS M. AUSTIN, HOLDER OF PRIVATE PILOT CERTIFICATE NUMBER 245700117, OPERATED HIS BEECHCRAFT BE-55 BARON, N8472N ON AN INSTRUMENT (IFR) CROSS COUNTRY FLIGHT PLAN FROM ELKIN NORTH CAROLINA (ZEF) TO LAKE WALES, FLORIDA (X07). HE ARRIVED IN THE LAKE WALES AREA AT APPROXIMATELY 10:00 AM AND BEGAN HIS APPROACH TO LAND AT THE LAKE WALES MUNICIPAL AIRPORT (X07). AT APPROXIMATELY 10:30 AM, ON SHORT FINAL APPROACH TO LANDING, BOTH ENGINES FAILED DUE TO FUEL STARVATION. THE AIRCRAFT LANDED IN A COW PASTURE APPROXIMATELY 1/4 MILE SHORT OF THE RUNWAY 6 AT X07. THE MAIN LANDING GEAR SEPARATED FROM THE AIRCRAFT AND THE NOSE GEAR COLLAPSED INTO THE BELLY CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. 20010211001169I (-23) ACCORDING TO A STATEMENT FROM THE PILOT, DURING THE LANDING ROLLOUT THE LEFT MAIN LANDING GEAR COLLAPSED, CAUSING MINOR DAMAGE TO THE LEFT WING TIP AND TRAILING EDGE OF THE LEFT FLAP. 20010211001349A (-23) NOSE GEAR ONLY EXTENDED APPROX. HALF-WAY DOWN FOR LANDING AT EUGENE. THE A/C LANDED AT 1731 PST WITH THE NSOE GEAR PARTIALLY LOWERED. AFTER LANDING THEY TAXIED TO PARKING WITHOUT ASSISTANCE. 20010211002059I (-23) ON FEBRUARY 11, 2001, AT 1645 EST, A PIPER PA-44-180, N39608, OWNED AND OPERATED BY AIRLINE TRANSPORT PROFESSIONALS, INC. HAD THE RIGHT MAIN LANDING GEAR COLLAPSE DURING A LANDING ON RUNWAY 5 AT THE CRAIG MUNICIPAL AIRPORT, NEAR JACKSONVILLE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT PLAN WAS FILED. THE A/C RECEIVED MINOR DAMAGE TO THE RIGHT PROPELLER, THE RIGHT WING TIP AND THE BOARDING STEP. THE FLIGHT INSTRUCTOR AND STUDENT WERE NOT INJURED. THE PILOT/FLIGHT INSTRUCTOR HOLDS A COMMERCIAL PILOT CERTIFICATE WITH AN INSTRUMENT RATING^PRIVACY DA^.THE TRAINING FLIGHT ORIGINATED AT THE CRAIG AIRPORT ON FEBRUARY 11, 2001 AT APPROX. 1526 EST. THE ELECTRIC MOTOR ON THE HYDRAULIC PUMP FOR THE LANDING GEAR FAILED AND THE RIGHT MAIN GEAR DID NOT LOCK DOWN. 20010211002139A (-23) HELICOPTER HOVERING ABOUT 3 FEET OFF GROUND. CONTACTED THE GROUND AND ROLLED ONTO IT'S LEFT SIDE. CAUGHT FIRE WITH 2 FATALITIES. 20010211002329I (-23) SEE ATTACHED SHEETS FOR NARRATIVE 20010211002559I (-23) ON FEBRUARY 11, 2001 AT 0854E, AIR JAMAICA AIRLINES FLIGHT 092, AN AIRBUS A-320, RETURNED TO LAND ON RUNWAY 31L AFTER REPORTING A PROBLEM WITH ONE OF THE AILERONS. THE AIRCRAFT LANDED AND THE FOLLOWING ITEM WAS ENTERED INT HE MAINTENANCE LOGBOOK: ON CLIMB OUT OF JFK CREW NOTICED AIRCRAFT IN CONSTANT LEFT BANK. APPROX 7 1/2" AILERON (LEFT) FLOAT OBSERVED UPON FLIGHT CONTROL PAGE. SHORTLY AFTER CREW OBSERVED LEFT SPOILERS EXTENDED 2, 3, 4, 5 WITH LEFT BANK INCREASING. THE CORRECTIVE ACTION SECTION OF THE MAINTENANCE LOGBOOK STATED: OM ARRIVAL RELATED SURFACES CHECKED IN NEUTRAL POSITION, TO BE OK. FLIGHT CONTROLS PRESSURIZED AND AILERONS MOVED THRU THEIR FULL RANGE SEVERAL TIMES. INDICATIONS CORRESPONDED TO SURFACE ACTUAL POSITION. TESTS CARRIED OUT THRU MCOCI AS PER AMM 27-60-00-810-851 AND 27-10-00-810-836 INDICATED AILERON DAMPING TEST OK. POST FLIGHT REPORT INDICATED NIL FAULTS AND NO ASSOCIATED WARNINGS. FLIGHT CONTROLS CHECK PHYSICALLY AND NO FAULTS FOUND. CONSIDERED OK FOR SERVICE. AS OF FEBRUARY 26, 2001, AIR JAMAICA MAINTENANCE STATED THERE WERE NO REPEAT MALFUNCTIONS ON THIS MATTER. THIS INSPECTOR NOTIFIED BY TELEPHONE MR. NORMAN MARTENSON, MANAGER, ANM-116 , TRANSPORT AIRPLANE DIRECTORATE, OF THE MALFUNCTION AND SENT HIM A COPY OF THE MAINTENANCE LOGBOOK PAGE REFLECTING THE ABOVE MALFUNCTION AND CORRECTIVE ACTION TAKEN BY AIR JAMAICA. I SUBSEQUENTLY, RECEIVED A TELEPHONE CALL FROM MR. BRIAN STAUDE OF THE SEATTLE AIRCRAFT EVALUATION GROUP (AEG), ON THIS MATTER. DICUSSED THIS WITH MR. STAUDE AND FAXED HIM A COPY OF THE MAINTENANCE LOGBOOK PAGE REFLECTING THE MALFUNCTION AND CORRECTIVE ACTION. THIS INSPECTOR WAS INFORMED THAT AIR JAMAICA ENGINEERING HAD THE FLIGHT DATA RECORDER REMOVED FROM THE AIRCRAFT FOR THE PUPOSE OF EVALUATING THIS MALFUNCTION ALONG WITH THE AIRCRAFT'S MANUFACTURER, AIRBUS INDUSTRIES. THIS INSPECTOR REQUESTED AIR JAMAICA FORWARD ANY FURTHER FINDINGS TO THIS OFFICE. IF AIR JAMAICA SUBMITS FINDINGS, THIS OFFICE WILL COMPLETE AN AMENDED INCIDENT REPORT ON THIS MATTER. 20010211002929I (-23)CALA FLT 24 FROM SFO TO EWR DECLARED A MEDICAL EMERGENCY AND LANDED ON RUNWAY 4L AT 1620E AFTER REPORTING AN INCAPACITATED FLIGHT ATTENDENT. THE AIRCRAFT TAXIED TO THE GATE WITHOUT FURTHER INCIDENT. THE FLIGHT ATTENDENT WAS TAKEN TO THE HOSPITAL WHERE SHE WAS EXAMINED AND RELEASED TO A LOCAL HOTEL AND THEN RETURNED TO HER HOME BASE IN IAH THE NEXT DAY. 20010211003009I (-23) UPON TOUCHDOWN AT LANDING THE AIRCRAFTS RIGHT WING RAISED UP PUSHING THE AIRCRAFT TO THE LEFT OF THE RUNWAY. THE AIRCRAFT REGAINED FLIGHT MOMENTARILY AND THE PILOT ATTEMPTED A GO-AROUND TO NO AVAIL. THE AIRPLANE TOUCHED DOWN IN THE DIRT TO THE LEFT SIDE OF THE RUNWAY. THE POWER WAS REDUCED TO IDLE AS THE AIRCRAFT CONTINUED ALONG IN THE SOFT DIRT. BETWEEN THE RUNWAY AND TAXIWAY, THE NOSE WHEEL STRUCK THE LIP OF THE ASPHALT OF THE TAXIWAY AND WITH THE WEIGHT TOWARD THE NOSE, COLLAPSED THE STRUCTURE AND BENT THE PROPELLER AND NOSE COWLING. MINOR DAMAGE REPORTED. 20010211003239I (-23) NORTH HUNTINGTON TOWNSHIP POLICE OFFICER^PRIVACY DATA^STATED THAT HE RESPONED TO A CALL THAT A HOT AIR BALLOON WAS FLYING LOW OVER A HOUSING AREA AND MAY BE IN TROUBLE. THE BALLOON ATTEMPTED TO LAND IN A PLAYGROUND BUT WENT BACK UP AND CONTINUED TO FLY LOW OVER ANOTHER HOUSING AREA. AFTER ANOTHER ATTEMPT TO LAND IN A CONFINED AREA WITH BUILDINGS AND ELECTRIC LINES, THE BALLOON DRIFTED VERY LOW (APPROX. 50 FEET OR LESS) OVER ANOTHER HOUSING AREA TO LAND IN A LARGE FIELD. (APPROX. 15 TO 20 ACRES) AFTER THE BALLOON LANDED SAFELY, THE PILOT REFUSED TO PRESENT ANY IDENTIFICATION TO OFFICER^PRIVAC^.SUBMISSION OF THIS REPORT COMPLETES THIS INCIDENT. 20010211003449A (-19)ON FEBRUARY 11, 2001, AT 1950 EST, A RV-6A, N6279E, AN EXPERIMENTAL AIRPLANE, COLLIDED WITH THE GROUND DURING A HARD LANDING AT THE IMMOKALEE REGIONAL AIRPORT, IN IMMOKALEE, FLORIDA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT RECEIVED SERIOUS INJURIES, AND HIS PASSENGER WAS NOT INJURED. THE ACCIDENT OCCURRED DURING A LANDING AT IMMOKALEE, FLORIDA. THE FLIGHT DEPARTED IMMOKALEE, FLORIDA, AT 1935 HOURS. ACCORDING TO THE PASSENGER, IT WAS HIS FIRST FLIGHT IN THE RV-6A EXPERIMENTAL AIRPLANE. HE REPORTED AFTER A "VERY HARD LANDING" THE NOSE GEAR COLLAPSED, AND THE AIRPLANE SKIDDED OFF THE LEFT SIDE OF RUNWAY. THE PASSENGER ALSO REPORTED, THAT THE AIRPLANE BEGAN TO CARTWHEEL AFTER IT SKIDDED INTO THE GRASS. (.4)ON FEBRUARY 11, 2001, AT 1950 EST, A^PRIVACY DATA OMIT^RV-6A, N6279E, AN EXPERIMENTAL AIRPLANE, COLLIDED WITH THE GROUND DURING A HARD LANDING AT THE IMMOKALEE REGIONAL AIRPORT, IN IMMOKALEE, FLORIDA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT RECEIVED SERIOUS INJURIES, AND HIS PASSENGER WAS NOT INJURED. THE FLIGHT DEPARTED IMMOKALEE, FLORIDA AT 1935 HOURS. THE PILOT REPORTED THAT UPON LANDING THE NOSE GEAR FAILED AND BUCKLED UNDER THE AIRFRAME. THE NOSE THEN CONTACTED THE RUNWAY, THE AIRPLANE SLID INTO THE GRASS, AND NOSED OVER. ACCORDING TO THE PASSENGER, IT WAS HIS FIRST FLIGHT IN THE RV-6A EXPERIMENTAL AIRPLANE. HE REPORTED AFTER A "VERY HARD LANDING" THE NOSE GEAR COLLAPSED, AND THE AIRPLANE SKIDDED OFF THE LEFT SIDE OF THE RUNWAY. THE PASSENGER REPORTED, THAT THE AIRPLANE BEGAN TO CARTWHEEL AFTER IT SKIDDED INTO THE GRASS. THE WEATHER CONDITIONS AT THE TIME OF THE ACCIDENT WERE: WIND 140 DEGREES AT 10 KNOTS WITH GUSTS UP TO 24 KNOTS. THE PILOT DID NOT REPORT ANY MECHANICAL OR COMPONENT FAILURE. THE WRECKAGE EXAMINATION ALSO DID NOT REVEAL ANY MECHANICAL PROBLEMS WITH THE AIRPLANE. THE DATE AND FLIGHT HOURS SINCE THE LAST AIRFRAME MAINTENANCE INSPECTION WAS NOT DETERMINED. (-23) AIRCRAFT WAS LANDING AT RUNWAY 09, AT IMM, WHEN IT MADE A HARD LANDING. THE PASSENGER REPORTED THAT ON SHORT FINAL IT SEEMED LIKE THE AIRCRAFT STARTED DROPPING 10 TO 15 FEET AT A TIME. THE WINDS WERE RECORDED AS BEING 150 DEGREES @ 8KTS/NO GUSTS AT 1930Z AND 150 DEGREES @ 10KTS/GUSTING TO 17 KTS. AIRCRAFT IMPACTED RUNWAY AND THE NOSE LANDING GEAR WHEEL FOLDED UNDER, ALLOWING THE AIRCRAFT TO RIDE ON THE WHEEL YOKE ASSEMBLY. THERE WERE NO IDENTIFIABLE TIRE MARKS ON THE RUNWAY PRIOR TO THE MARKS LEFT BY THE NOSE LANDING GEAR. TWO OF THE PROPELLER BLADES STRUCK THE RUNWAY AND DEPARTED THE AIRCRAFT. THE AIRCRAFT DEPARTED THE RUNWAY AND AFTER HITTING A RUNWAY LIGHT ASSEMBLY THE NOSE PIVOTED AND THE AIRCRAFT FLIPPED FORWARD COMING TO REST UPSIDE DOWN. AN AIRPORT GROUNDS KEEPER SAW THE CLOUD OF DUST AND RESPONDED TO THE AIRCRAFT. THE OCCUPANTS ASKED THE GROUNDS KEEPER TO LIFT THE WING SO THEY COULD EXIT THE AIRCRAFT. ^PRIVACY DATA OMITTED^ ^PRIVACY DATA OMITTED^ 20010211004689I (-23) PILOT STATEMENT: THE FOLLOWING IS A CHRONOLOGICAL DESCRIPTION OF EVENTS THAT OCCURRED ON THE MORNING OT FEBRUARY 11, 2001, INVOLVING MY AIRCRAFT, A WACO YPF-7 NC29904. ON MY ARRIVAL AT MY HANGER (41-14) AT THE PHOENIX DEER VALLEY IARPORT AT APPROXIMATELY 0900, I PROCEEDED TO PREFLIGHT AND FUEL MY AIRPLANE FOR A FLIGHT TO CASA GRANDE WITH A STOP AT STELLAR AIR PARK. ATIS INFORMATION WAS OBTAINED AND I WAS CLEARED TO TAXI TO 7 LEFT. I JOINED THE 7 LEFT PRARLLEL PROCEEDING WEST. AS I TAXIED I CONTINUALLY MADE "S" TURNS WHILE TAXIING TO CHECK THE AREA IN FRONT OF ME. I OBSERVED A YELLOW VERI-EEZ AT THE END TAXIWAY OF 7 LEFT. AS I CONTINUED TO TAXI, THE VERI-EEZ TOOK OFF ON RUNWAY 7 LEFT. I CONTINUED TO "S" TURN WHILE TAXING, INTENDING TO PASS THROUGH THE 7 LEFT PERPENDICULAR TAXIWAY AND 7 LEFT PARALLEL INTERSECTION, MAKE A 180 AND DO MY RUNUP INTO THE WIND ON THE 7 LEFT PARALLEL TAXIWAY. THERE IS NO RUNUP PAD FOR 7 LEFT. AS I APPROACHED THE INTERSECTION I OBSERVED NO OTHER AIRCRAFT IN FRONT OF ME. AT THE POINT WHERE I WAS ABOUT TO ENTER THE INTERSECTION I SUDDENLY SAW AN AIRCRAFT RIGHT IN FRONT OF ME IN THE MIDDLE OF THE INTERSECTION.I IMMEDIATELY APPLIED MY BRAKES TO A VOID CONTACT WITH THE OTHER AIRCRAFT AND IN THE PROCESS MY AIRCRAFT NOSED OVER. THE PROP STRUCK THE PAVEMENT AND THE ENGINE STOPPED. THE AIRCRAFT CAME TO REST ON IT'S NOSE. I TURNED ALL SWITCHED OFF AND DEPLANED MY AIRCRAFT. 20010211005379I (-23) IGL1920010017-ON FEBRUARY 11, 2001, AT APPROX. 1000 HOURS LOCAL, A CESSNA 150, N49189, EXECUTED A LANDING AT TAYLORVILLE, IL. UPON TOUCHDOWN THE A/C VEERED OFF THE RUNWAY AND CAME TO REST ON THE NOSE OF THE A/C CAUSING DAMAGE TO THE PROPELLER. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20010211007589I (-23)THE PILOT WAS LANDING ON RUNWAY 17. HE STATED THAT JUST BEFORE TOUCHDOWN HE HEARD THE GEAR WARNING HORN. THE LANDED GEAR UP. THE PILOT STATED HE NOTICED THE LANDING GEAR CIRCUIT BREAKER WAS POPPED AFTER THE LANDING. HE ALSO STATED THAT HE THOUGHT THE CIRCUIT BREAKER POPPED WHEN HE SELECTED GEAR DOWN AND THAT HE FAILED TO VERIFY THE GEAR WAS DOWN AND LOCKED PRIOR TO LANDING. DAMAGE TO THE AIRCRAFT WAS TO THE PROPELLER, FLAPS AND ANTENNAS. 20010211012449I (-23)THIS FAR 121 FLIGHT WAS TO BE OPERATED AS UNITED EXPRESS (AIR WISCONSIN) 5626. DURING START OF HTE #2 ENGINE (INBOARD ON THE LEFT WING) A TORCHING EFFECT OCCURRED FROM THE TAILPIPE, WHICH PASSENGERS AND FLIGHT ATTENDANTS TOOK TO BE A SERIOUS ENGINE FIRE. THE PILOTS HAD NO COCKPIT INDICATION OF A FIRE. NEVERTHELESS, AN EVACUATION WAS ORDERED FROM THE RIGHT SIDE OF THE AIRCRAFT, WHICH WAS ACCOMPLISHED WITHOUT INJURIES OF FURTHER INCIDENT. THE PILOTS SHUT DOWN THE #1 AND #2 ENGINES, AND SUPERVISED THE EVACUATION. NO EVIDENCE OF FIRE OUTSIDE OF THE TAILPIPE WAS FOUND. THE ENGINE WAS REMOVED AND TORN DOWN, BUT THE EXACT CAUSE OF THE TORCHING REMAINS UNDETERMINED. 20010212001199I (-23) ON 2-12-01, AT APPROX. 1800 LOCAL TIME, PILOT REPORTED THAT HE HAD A LOSS OF POWER BETWEEN AKR AND PIT (N600BA, A PA-60-602P). AT 14,000 FEET MANIFOLD PRESSURE DROPPED OFF, ONCE IN A DESCENT, MANIFOLD PRESSURE BEGAN TO INCREASE. PILOT REPORTED TO THE PIT TOWER THAT HE HAD A LOSS OF POWER ON THE LEFT ENGINE. FURTHER INVESTIGATION REVEALED THAT A HOSE CAME OFF THE TURBO CHARGER ON THE LEFT ENGINE CAUSING THE LOSS OF POWER. NO INJURIES REPORTED. ENGINE WAS NOT SHUT DOWN OR FEATHERED. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010212001729A (-23) ON FEBRUARY 12, 2001, @APPROXIMATELY 2015 CST, BL-17-30A, N1256R, WAS DESTROYED WHEN IT IMPACTED TERRAIN WHILE MANUEVERING NEAR PAMPA, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT. THE PRIVATE PILOT AND HIS PASSENGER WERE FATALLY INJURED. ACCORDING TO THE NATIONAL WEATHER SERVICE NIGHT VMC PREVAILED; HOWEVER, LOCAL OBSERVERS REPORTED DENSE FOG. A FLIGHT PLAN WAS NOT FILED FOR THE PART 91 FLIGHT. THE FLIGHT ORIGINATED FROM ABQ, AT 1822, AND WAS DESTINED FOR PPA. ALBUQUERQUE ARTCC STATED THAT AT 1955, 20 MINUTED PRIOR TO THE INTENDED DESTINATION, THE PILOT TERMINATED VFR FLIGHT FOLLOWING. AT 2400 THE PPA AIRPORT MANAGER WAS NOTIFIED OF AN ELT TRANSMITTING IN THE VICINITY OF PAMPA. THE ELT COULD NOT BE LOCATED ON THE AIRPORT. A CONTINUING SEARCH FOR THE ELT RESULTED IN FINDING N1265R ABOUT 0130 APPROXIMATELY TWO ILES EAST OF THE AIRPORT. THE AIRPLANE IMPACTED THE GROUND ON A MAGNETIC HEADING OF 030. THE AIRPLANE TRAVELED FOR 37 FEET BEFORE CHANGING DIRECTION TO 050 DEGREES. THE AIRPLANE CONTINUED FOR 505 FEET BEFORE COMING TO REST. (.4) ACCORDING TO AIR TRAFFIC CONTROL, 20 MILES PRIOR TO THE INTENDED DESTINATION, THE PILOT TERMINATED VFR FLIGHT FOLLOWING FOR THE NIGHT CROSS-COUNTRY FLIGHT. ABOUT 4 HOURS LATER, THE DESTINATION AIRPORT MANAGER WAS NOTIFIED OF AN EMERGENCY LOCATOR TRANSMITTER (ELT) TRANSMITTING IN THE VICINITY. A CHECK OF THE AIRPORT DID NOT LOCATE THE ELT. A CONTINUING SEARCH FOR THE ELT RESULTED IN FINDING OF THE ACCIDENT AIRPLANE APPROXIMATELY 1.8 MILES EAST OF THE AIRPORT. EXAMINATION OF THE ACCIDENT SITE REVEALED THAT THE AIRPLANE IMPACTED THE GROUND AND TRAVELED 505 FEET BEFORE COMING TO REST. THE ENGINE SEPARATED FROM THE FUSELAGE AND TRAVELED FOR 693 FEET BEFORE COMING TO REST. THERE WERE NO REPORTED EYEWITNESSES TO THE ACCIDENT; HOWEVER, FOG WAS REPORTED IN THE AREA AT THE TIME OF THE ACCIDENT. THE NON-INSTRUMENT RATED PRIVATE PILOT RECEIVED A PREFLIGHT BRIEFING ABOUT 12 HOURS BEFORE THE FLIGHT. NO STRUCTURAL OR MECHANICAL ANOMALIES WERE OBSERVED DURING THE POST ACCIDENT EXAMINATION OF THE AIRPLANE. THE LAST LOGGED NIGHT FLIGHT WAS ON JANUARY 14, 2001, AND THE LAST LOGGED SIMULATED INSTRUMENT CONDITIONS FLIGHT WAS ON NOVEMBER 7, 1999. THE FAA CIVIL AEROMEDICAL INSTITUTE TOXICOLOGY REPORT NOTED 7.65 (MG/DL, MG/HG) ACETAMINOPHEN WAS DETECTED IN URINE. CHLORPHENIRAMINE WAS DETECT IN BLOOD AND URINE. ACCORDING TO THE FAA SOUTHWEST REGIONAL FLIGHT SURGEON, CHLORPHENIRAMINE IS FOUND IN ALLERGY AND COLD PREPARATIONS. IT IS SOMETIMES COMBINED WITH ACETAMINOPHEN (TYLENOL). IT MAY CAUSE SIGNIFICANT DROWSINESS, THEREFORE, IT IS NOT RECOMMENDED FOR USE WHILE PERFORMING SAFETY-SENSITIVE ACTIVITIES. 20010212001779I (-23) AFTER LANDING AT GEG, MECHANICS DISCOVERED THAT THE RIGHT INBOARD MAIN WHEEL ASSEMBLY, PART NUMBER 9541587, WAS MISSING. A/C WAS ENROUTE TO GEG FROM YKM ON COMPANY BUSINESS. MISSING WHEEL WAS RECOVERED OFF RUNWAY 3 AT GEG, BUT AXLE NUT AND LOCKING PIN COULD NOT BE LOCATED. 20010212002899I (-23) ON 2/12/01, 1425 LOCAL TIME, WHILE CONDUCTING FLIGHT INSTRUCTION AND PRACTICING ENGINE FAILURE ON SHORT FIELD TAKEOFF, LOST CONTROL OF AIRCRAFT AND MADE A HARD LANDING. AIRCRAFT SUSTAINED MINOR DAMAGE TO THE RIGHT LANDING GEAR, RIGHT DOOR SUPPORT STRUCTURE AND BELLY SKIN. INCIDENT CLOSED. 20010212003119A (-19) ON FEBRUARY 12, 2001, AT 0030 CENTRAL DAYLIGHT TIME, A PIPER PA-28-14SINGLE ENGINE AIRPLANE, N2457Q, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR OWASSO, OKLAHOMA. THE COMMERCIAL PILOT, AND A PILOT-RATED PASSENGER WERE NOT INJURED, AND ANOTHER PASSENGER RECEIVED MINOR INJURIES. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY PHIL AIR FLIGHT OF DAYTONA BEACH, FLORIDA. NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM GREENVILLE, MISSISSIPPI, AND WAS DESTINED FOR TULSA, OKLAHOMA. ACCORDING TO THE OPERATOR, THE PILOT-RATED PASSENGER WAS BEING FLOWN TO TULSA IN ORDER TO PICK UP AND FLY AN ADDITIONAL AIRPLANE BACK TO DAYTONA BEACH. THE PILOT MADE A FUEL STOP IN GREENVILLE AND FILED THE IFR FLIGHT PLAN. DURING THE FLIGHT, THE PILOT REPORTED TO AIR TRAFFIC CONTROL THAT HIS ALTERNATOR WAS FAILING. SOON THEREAFTER, THE ENGINE LOST POWER. AIR TRAFFIC CONTROL GAVE THE PILOT A RADAR VECTOR TO CLAREMONT, OKLAHOMA. THE AIRPLANE COULD NOT REACH THE AIRPORT AND DESCENDED THROUGH THE CLOUDS UNTIL IT REACHED VISUAL METEOROLOGICAL CONDITIONS APPROX. 800 FEET AGL. THE PILOT ATTEMPTED TO LAND THE AIRPLANE IN A FIELD. DURING THE LANDING ROLL, THE AIRPLANE'S RIGHT WING IMPACTED A FENCE, RESULTING IN THE WING SEPARATING FROM THE AIRPLANE. (-23)ON FEBRUARY 12, 2001, AT 0030 CST, A PIPER PA-28-140, N2457Q, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER, NEAR OWASSO, OKLAHOMA. THE COMMERCIAL PILOT AND PILOT RATED PASSENGER WERE NOT INJURED. THE THIRD OCCUPANT RECEIVED ONLY MINOR INJURIES. THE CROSS COUNTRY FLIGHT ORIGINATED FROM GREENVILLE, MS. WITH ANINTENDED DESTINATION OF TULSA, OKLAHOMA. ACCORDING TO THE OPERATOR, THE A/C WAS BEING FLOWN TO TULSA, OKLAHOMA AFTER MAKING A FUEL STOP IN GREENVILLE, WHERE THE IFR FLIGHT PLAN WAS FILED. DURING THE FLIGHT THE PILOT REPORTED TO AIR TRAFFIC CONTROL THAT THE ALTERNATOR WAS FAILING. SOON THEREAFTER, THE ENGINE LOST POWER. ATC GAVE THE PILOT A RADAR VECTOR TO CLAREMORE, OKLAHOMA. THE A/C OULD NOT REACH THE AIRPORT, AND DESCENDED THROUGH THE CLOUDS UNTIL IT REACHED METEOROLOGICAL CONDITIONS APPROX. 800 FEET AGL. THE PILOT ATTEMPTED A LANDING IN A FIELD, DURING WHICH TIME THE AIRPLANE'S RIGHT WING IMPACTED A TREE-LINE, RESULTING IN THE WING'S SEPARATION. (.4) ON FEBRUARY 12, 2001, AT 0040 CENTRAL STANDARD TIME, A PIPER PA-28-140 SINGLE-ENGINE AIRPLANE, N2457Q, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR OWASSO, OKLAHOMA. THE TWO FRONT SEAT COMMERCIAL PILOTS WERE NOT INJURED AND THE PILOT-RATED REAR SEAT PASSENGER RECEIVED MINOR INJURIES. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY PHIL AIR FLIGHT CENTER OF DAYTONA BEACH, FLORIDA. DARK NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM DAYTONA BEACH, FLORIDA, MADE THREE FUEL STOPS, AND WAS DESTINED FOR THE RICHARD LLOYD JONES JR. AIRPORT IN TULSA, OKLAHOMA. THE ACCIDENT LEG OF THE CROSS-COUNTRY FLIGHT DEPARTED GREENWOOD, MISSISSIPPI, AT 2035. ACCORDING TO WRITTEN STATEMENTS PROVIDED BY THE TWO COMMERCIAL PILOTS, THE LEFT FRONT SEAT PILOT WAS THE "FLYING PILOT" AND THE RIGHT FRONT SEAT PILOT WAS THE "NONA-FLYING PILOT," WHO WAS NAVIGATING AND COMMUNICATING WITH AIR TRAFFIC CONTROL (ATC) DURING THE ACCIDENT LEG OF THE CROSS-COUNTRY FLIGHT. DURING THE PREVIOUS LEGS OF THE CROSS-COUNTRY FLIGHT, THE FLIGHT CREW CALCULATED THE FUEL FLOW TO BE APPROXIMATELY 10 GALLONS/HOUR. AT GREENWOOD, THE FLIGHT CREW TOPPED OFF THE FUEL TANKS WITH 21.7 GALLONS OF FUEL. ACCORDING TO THEIR STATEMENTS, THEY DEPARTE 20010212003329I (-23) ON FEBRUARY 12, 2001, AT 1520E, A SF-340, S/N 150, REGISTERED AS N150CN AND OPERATING AS CHQA FLIGHT 4322, LANDED AT "PIT" AFTER REPORTING A LANDING GEAR PROBLEM TO ATC. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT OTHER INCIDENT. MAINTENANCE AT PIT FERRIED THE AIRCRAFT TO "HGR" FOR MAINTENANCE. AT HGR, MAINTENANCE FOUND A BROKEN WIRE AT THE HYDRAULIC PRESSURE INDICATOR CANNON PLUG. THE WIRE WAS REPAIRED, AND THE AIRCRAFT WAS OPS CHECKED AND FLIGHT CHECKED BEFORE BEING RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010212004009A (-23) MR. HORWITZ WAS CLEARED TO LAND ON RUNWAY 35R AT CENTENNIAL AIRPORT IN ENGLEWOOD, COLORADO. MR. HORWITZ DID NOT LOWER THE GEAR FOR LANDING AND THEREFORE, COLLIDED WITH RUNWAY 35R. 20010212004189I (-23) ACQUIRED DUPLICATE TAPE FROM WPBI ATC AND PILOT IN COMMAND REPORT AND THEY BOTH COLLABORATE WITH EACH OTHER: ON 2/12/01 AIRCRAFT DEPARTED FLL INTL. AIRPORT ENROUTE TO NEWARK, NJ AT 14,600 FT. PILOT NORTICED MAX RISE IN CABIN PRESSURE. PILOT INSTRUCTED SIC TO LEVEL OFF AT 1500 FT. AIRCREW WENT MANUAL WITH NO EFFECT, AT THAT POINT PIC DECLARED EMERGENCY AND INFORMED PASSENGERS THEY WERE LANDING AT PBI AIRPORT. MIAMI CENTER DECLARED EMERGENCY AND VECTORED THEM TO PBI ATC. AIRCRAFT VECTORED 260 DEGREES THEN 210 TO DESCEND TO 3000 FT. NEXT CALL 260 AGAIN AND CLEARED FOR ILS TO 27 AT WEST PALM BEACH. AFTER LANDING EMERGENCY FOLKS INSPECTED AIRCRAFT AND NO DISCREPANCIES NOTED. PILOTS RECEIVED GO AHEAD FROM SPIRIT OPERATIONS TO TAXI TO JETWAY FOR PASSENGER DEPLANING. MAINTENANCE FOUND COOLING FANS INOP. CAUSING PACKS TO OVERHEAT AND FAIL. 20010212004859I (-23) THE PILOT STATED THAT THE LANDING GEAR GREEN LIGHT WOULD NOT ILLUMINATE AT HERMOSILLO MEXICO SO HE RETURNED TO TUCSON AIRPORT. AT TUS THE LANDING GEAR FAILED TO EXTEND AND LOCK DOWN AND A GEAR UP LANDING WAS MADE. MINOR DAMAGE TO THE AIRFRAME AND NO INJURIES RESULTED. 20010212038669A (-23) FLIGHT INSTRUCTOR (PIC) WAS GIVING INSTRUCTION TO STUDENT. STUDENT WAS FLYING THE HELICOPTER IN A PRACTICE HOVER OVER A FIELD. THE STUDENT LET THE HELICOPTER DESCEND AND DRIFT TO THE LEFT. BEFORE HE COULD TAKE CONTROL, THE LEFT SKID CONTACTED THE GROUND AND THE HELICOPTER ROLLED OVER TO THE DUE TO DYNAMIC FORCES. 20010213001459I (-23) PILOT EXPERIENCED ROUGH RUNNING ENGINE, LANDED A/C ON SNOW COVERED ROAD. 20010213001819I (-23) ON FEBRUARY 13, 2001, A CESSNA CE-208, S/N 208B0440, REGISTERED AS N715FX, AND OPERATING AS MTNA FLIGHT #8468 LANDED AT "ERI" AFTER THE PILOT NOTED OIL LEAKING FEOM THE PROPELLER ONTO THE WINDSHIELD. THE A/C LANDED AND TAXIED TO PARKING WITHOUT INCIDENT. MAINTENANCE REPLACED THE PROP DUE TO LEAKING PROP SEALS. THE A/C WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010213001839A (-23)ON 02-13-01 AT 15:50Z (12.50) EST, A CESSNA 172 ASSOCIATED WITH WESTERN MICHIGAN UNIVERSITY,BATTLE CREEK, MICHIGAN RAN OFF THE LEFT SIDE OF THE RUNWAY WHILE CONDUCTING A TOUCH AND GO ON RUNWAY 23 AND SUBSEQUENTLY FLIPPED OVER. THE A/C WAS PILOTED BY A STUDENT (SOLO) ASSOCIATED WITH THE INTERNATIONAL SIDE OF THE FLIGHT SCHOOL. WEATHER WAS VFR, WIND HAS BEEN REPORTED AS 190 AT 6KTS., GIVING A SLIGHT CROSS WIND OF 4 KTS. AT THE TIME OF THE ACCIDENT. THE A/C WAS SUBSTANTIALLY DAMAGED, THE STUDENT PILOT WAS NOT INJURED. THE STUDENT PILOT WAS TAKEN TO THE HOSPITAL AS A PRECUATION. (.19) ON FEBRUARY 13, 2001, AT 1250 EST, A CESSNA 172R, N975BC, PILOTED BY A STUDENT PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING A LOSS OF DIRECTIONAL CONTROL AND SUBSEQUENT ON-GROUND COLLISION WITH TERRAIN WHILE LANDING ON RUNWAY 23 (10,003 FEET BY 150 FEET, DRY/ASPHALT) AT THE W K KELLOGG AIRPORT, BATTLE CREEK, MICHIGAN. VISUAL METEOROLOGICCAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE SOLO FLIGHT WAS CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE STUDENT PILOT, THE SOLE OCCUPANT, REPORTED NO INJURIES. THE LOCAL FLIGHT DEPARTED THE W K KELLOGG AI RPORT AT 1242. 20010213001869A (-23) ON FEBRUARY 13, 2001AT 1840 CST, CESSNA N5AY, COLLIDED WITH THE SOUTHEAST BANK OF THE CHOCCOLOCCO CREEK NEAR MUNFORD, ALABAMA, WHILE MANUEVERING FOR A VISUAL LANDING. THE A/C WAS DESTROYED, THE PILOT AND FOUR PASSENGERS WERE FATALLY INJURED. EXAMINATION OF THE ACCIDENT SITE DISCLOSED THAT THE WRECKAGE DEBRIS WAS SCATTERED OVER AN AREA APPROX. 150 FEET LONG AND 25 FEET WIDE. WRECKAGE DEBRIS WAS ORIENTATED PERPENDICULAR TO A BERM WHICH WAS ORIENTATED ON A 240 DEGREES MAGNETIC HEADING. THE MAIN WRECKAGE RESTED AT THE WATERLINE OF THE CHOCCOLOCCO CREEK. THE A/C WAS BROKEN INTO SEVERAL PIECESAND WAS SUBMERGED OR EMBEDDED INTO THE BANK OF THE CREEK. (.19)ON FEBRUARY 13, 2001, AT 1840 CENTRAL STANDARD TIME, A CESSNA 421, N5AY, COLLIDED WITH THE SOUTHEAST BANK OF CHOCCOLOCCO CREEK NEAR MUNFORD, ALABAMA, WHILE MANEUVERING FOR A VISUAL LANDING . THE BUSINESS FLIGHT WAS OPERATED BY H & H COLOR LABORATORY INC., UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. INSTRUMENT WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED. THE PILOT AND HIS FOUR PASSENGERS WERE FATALLY INJURED. THE FLIGHT DEPARTED HAMILTON, OHIO, AT AN UNDETERMINED TIME. ACCORDING TO BIRMINGHAM APPROACH CONTROL, AT 1816:25, THEY RECEIVED N5AY AS A NON-RADAR HANDOFF FROM ATLANTA, CENTER OVER GADSDEN, ALABAMA. AT 1816, THE PILOT OF N5AY RADIOED BIRMINGHAM APPROACH WITH A POSITION REPORT AND ALTITUDE. THE PILOT TOLD THE CONTROLLER THAT HE INTENDED TO SHOT THE ILS TO ANNISTON, ALABAMA, THE PILOT WAS ISSUED RADAR VECTOR INSTRUCTIONS FOR THE SEVEN MILE ARC. AT1834:11, THE PILOT CANCELED HIS INSTRUMENT FLIGHT PLAN AND TOLD THE CONTROLLER THAT HE WAS BELOW THE WEATHER AND WOULD BE GOING TO TALLADEGA, ALABAMA. AT 1834:30, RADAR SERVICE WAS TERMINATED. AT APPROXIMATELY 1842, LOCAL RESIDENTS IN THE IMMEDIATE VICINITY OF THE ACCIDENT SITE HEARD WHAT WAS DESCRIBED AS A "LOUD BOOM" AND WHEN HE WENT TO INVESTIGATE HE SAW WHAT HE DESCRIBED AS A "LARGE FIRE". HE IMMEDIATELY TELEPHONED THE 911 OPERATOR AND REPORTED THE OCCURRENCE. THE EAR WITNESS AND A FRIEND WENT TO THE LOCATION OF THE FIRE AND FOUND THE DOWNED AIRPLANE.EXAMINATION OF THE ACCIDENT SITE DISCLOSED THAT AIRPLANE WRECKAGE DEBRIS WAS SCATTERED OVER AN AREA APPROXIMATELY 150 LONG AND 25 FEET WIDE. WRECKAGE DEBRIS WAS ORIENTATED PERPENDICULAR TO A BERM WHICH WAS ORIENTATED ON A 240 DEGREES MAGNETIC HEADING. THE MAIN WRECKAGE RESTED AT THE WATERLINE OF CHOCCOLOCCO CREEK. THE AIRPLANE WAS BROKEN INTO SEVERAL PIECES AND WAS SUBMERGED OR EMBEDDED INTO THE BANK OF THE CREEK. (.4) HISTORY OF FLIGHT: ON FEBRUARY 13, 2001, AT 1840 CENTRAL STANDARD TIME, A CESSNA 421, N5AY, REGISTERED TO H & H COLOR LABORATORY INC., COLLIDED WITH THE SOUTHEAST BANK OF CHOCCOLOCCO CREEK NEAR MUNFORD, ALABAMA, WHILE MANEUVERING FOR A VISUAL APPROACH AND LANDING TO THE TALLADEGA AIRPORT IN TALLADEGA, ALABAMA. THE BUSINESS FLIGHT WAS OPERATED BY H & H COLOR LABORATORY INC., UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH AN INSTRUMENT FLIGHT PLAN FILED. AT THE TIME OF THE ACCIDENT THE INSTRUMENT FLIGHT PLAN HAD BEEN CANCELED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED, AND THE PILOT AND FOUR PASSENGERS WERE FATALLY INJURED. THE FLIGHT DEPARTED HAMILTON, OHIO, AT 1557. THE PILOT AND PASSENGERS WERE RETURNING TO TALLADEGA, ALABAMA, AFTER A BUSINESS MEETING IN OHIO. THE PILOT FILED AN IFR FLIGHT PLAN TO ANNISTON, ALABAMA, BEFORE LEAVING HAMILTON, OHIO. WHILE EN ROUTE AT 1557 HOURS, AIR TRAFFIC CONT ROL (ATC) ADVISED THE PILOT OF N5AY THAT THE AIRPLANE'S TRANSPONDER WAS NOT WORKING. ATC REQUESTED POSITION REPORTING FROM N5AY DURING THE FLIGHT. AT 1816:25, BIRMINGHAM APPROACH CONTROL RECEIVED N5AY AS A NON-RADAR HANDOFF FROM ATLANTA CENTER, EIGHT MILES NORTHEAST OF GADSDEN, ALABAMA. AT 1817:44, THE PILOT OF N5AY RADIOED BIRMINGHAM APPROACH TO REPORT DESCENDING FROM SEVEN THOUSAND TWO HUNDRED T 20010213002349I (-23) THE FIRST OFFICER FLEW THE INITIAL PORTION OF AN ILS APPROACH TO RUNWAY 9L AT SFB, FLORIDA. AT DH WHEN THE FLYING PILOT INDICATED THAT HE DID OT HAVE THE RUNWAY IN SIGHT, IN LIEU OF A GO-AROUND, THE CAPTAIN ELECTED TO ATTEMPT A RECOVERY OF MISALIGNMENT WITH RUNWAY 9L. THE ATTEMPT REQUIRED AN EXCESSIVE BANK ANGLE CAUSING THE LEFT WING TO STRIKE THE RUNWAY. IN ADDITION TO THE IMPACTED LEFT WING, THE CONTACT WITH THE RUNWAY OF THE LEFT MAIN GEAR WAS EXTREMELY ABRUPT RESULTING IN A DECISION TO GO-AROUND. THE TRANSFER OF THE FLIGHT CONTROLS FOR RUNWAY RE-ALIGNMENT AT A CRITICAL ALTITUDE WAS POOR JUDGEMENT. THE PRIMARY REASON FOR THIS INCIDENT WAS THE UNSUCCESSFUL ATTEMPT TO LAND UNDER UNSTABLE CONDITIONS. 20010213002749I (-23) OWNER/OPERATOR, IN A CESSNA 182, WAS PARKED ON THE RAMP, AFTER A FLIGHT LESSON, REVIEWING THE FLIGHT WITH THE INSTRUCTOR WHEN HE WAS STRUCK BY A CESSNA 414 TAXIING ONTO THE RAMP. THE CESSNA 414 STRUCK THE RIGHT WING OF THE PARKED AIRPLANE WITH HIS LEFT WING. DAMAGE TO BOTH AIRPLANES WAS MINOR. 20010213002879I (-23) ^PRIVACY D^ WAS REPOSITIONING THE CESSNA 414 FOR MAINTENANCE FROM ONE RAMP TO ANOTHER. AS HE TURNED ON TO THE RAMP WHERE THE MAINTENANCE WAS TO BE DONE, HE MISJUDGED AND THE LEFT WING OF HIS AIRPLANE STRUCK A CESSNA 182, N20914 WHICH WAS PARKED ON THE RAMP. THE WINGLET ON HIS LEFT WING STRUCK THE RIGHT AILERON OF THE PARKED CESSNA AND CONTINUED UNDER THE WING UNTIL IT EXITED AT THE LEADING EDGE. THE PARKED CESSNA SUSTAINED MINOR DAMAGE. THE DAMAGE ON THE CESSNA 414 WAS MINOR ALSO. 20010213003189A (.19) ON FEBRUARY 13, 2001, ABOUT 1816 EASTERN STANDARD TIME, A CESSNA 182J, N979ND, REGISTERED TO A PRIVATE INDIVIDUAL, OPERATED BY APEX AVIATION, INC., COLLIDED WITH TREES AFTER LANDING ON THE MARTIN COUNTY GOLF & COUNTRY CLUB GOLF COURSE SHORTLY AFTER TAKEOFF FROM THE WITHAM FIELD AIRPORT, STUART, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS DESTROYED BY POSTCRASH FIRE AND THE PRIVATE-RATED PILOT, AND PILOT RATED PASSENGER WERE FATALLY INJURED. THE FLIGHT ORIGINATED FROM THE NORTH PALM BEACH COUNTY GENERAL AVIATION AIRPORT, WEST PALM BEACH, FLORIDA; THE TIME OF DEPARTURE HAS NOT BEEN DETERMINED. ACCORDING TO A PRELIMINARY TRANSCRIPTION OF COMMUNICATIONS, THE FLIGHT WAS CLEARED AND HAD PERFORMED ONE TOUCH-AND-GO LANDING. THE FLIGHT REMAINED IN THE TRAFFIC PATTERN AND WAS CLEARED FOR ANOTHER TOUCH-AND-GO LANDING. WITNESSES REPORTED HEARING THE ENGINE "MISS-FIRING" OR STRANGE BACKFIRE OR POPPING OSUNDS". THE PILOT WHO WAS SEATED IN THE LEFT SEAT ADVISED THE CONTROLLER THAT HE WAS LANDING ON THE GOLF COURSE. THE CONTROLLER QUESTIONED IF THE ENGINE WAS OPERABLE AND THE PILOT REPORTED AN ENGINE MALFUNCTION. THE AIRPLANE COLLIDED WITH THE TOP OF A TREE APPROX. 35 FEET ABOVE GROUND LEVEL THEN IMPACTED THE GROUND COLLAPSING THE NOSE LANDING GEAR. THE AIRPLANE THEN COLLIDED WITH TREES WHILE ON THE GROUND. A POSTCRASH FIRE DESTROYED THE AIRPLANE. THE ENGINE WAS REMOVED FOR TESTING. THE ENIGNE WAS PLACED ON A TEST STAND AND ONE OF THE HEAT DAMAGED INDUCTION PIPES WAS REPLACED. WITH THE IMPACT DAMAGED PROPELLER AND IMPACT AND HEAT DAMAGED CARBURETOR INSTALLED, THE ENGINE WAS OPERATED TO APPROX. 2,600 RPM. THE CARBURETOR WAS RETAINED FOR FURTHER EXAMINATION. (-23)AFTER TOUCH AND GO ON CLIMB OUT TO PATTERN ALTITUDE PILOT RADIOED HE LOST HIS ENGINE AND GOING DOWN ON GOLF COURSE ACFT CRASHED ON GOLF COURSE. 20010213003999A (-23) THE AIRCRAFT DEPARTED YAKIMA YKM ENROUTE TO OLYMPIA OLM PART 91. THE OLM WEATHER WAS 1/4 MILE AND FOG WITH 100 FEET VERTICAL VISIBILITY, THE A/C WAS VECTORED ONTO FINAL FOR THE RUNWAY 17 ILS. THE APPROACH REQUIRES A 250 FOOT CEILING AND 1/2 MILE VISIBILITY, THE CREW REPORTED ENTERING THE TOP OF THE CLOUD LAYER AT 600 FEET. AT 250 FT DECISION HEIGHT THE COPILOT OBSERVED THE APPROACH LIGHTS AND DESCENT WAS CONTINUED. AT 100 FEET THE COPILOT REPORTED THE RUNWAY IN SIGHT. THE PILOT SAW THE RUNWAY AND CONTINUED DESCENT TO LAND. THE PIC, MR. WALTERS OBSERVED THE RUNWAY LIGHTS CHANGE TO RED AND REALIZED THAT THEY WERE APPROACHING THE END OF THE RUNWAY. MR WALTERS APPLIED MAXIMUM BRAKING AND REVERSE THRUST BUT WAS UNABLE TO STOP ON THE REMAINING RUNWAY. THE AIRCRAFT CAME TO REST 442 FEET INTO THE OVER RUN. THERE WERE NO INJURIES. 20010213005879I (-23) A/C HYDROPLANED ON A NON-GROOVED FLAT RUNWAY SURFACE WITH STANDING WATER AND SLUSH OVERLYING PACKED SNOW AND ICE DURING LANDING ROLL. KSLN HAD NOT REPORTED REDUCED BRAKING ACTION NOR WATER DEPTH. A/C MOVED TO SIDE OF RUNWAY UNDER DE-ACCELERATION. CREW WAS UNAWARE OF ANY DAMAGE HAVING OCCURRED UNTIL THE WALK AROUND AFTER PARKING REVEALED MINOR DAMAGE. CREW NOTIFIED WICHITA FSDO OF INCIDENT. THIS IS ONE OF SEVERAL EVENTS DURING ICEY CONDITIONS AT SALINA MUNICIPAL AIRPORT WHICH MAY BE ATTRIBUTED TO SURFACE CONDITIONS. AIRPORTS DIVISION WAS NOTIFIED OF OUR CONCERNS ABOUT RUNWAY SURFACES AT THE AIRPORT. 20010213025659I (-23)PILOT LANDED LONG ON RUNWAY 10 - RAN OFF OF RUNWAY AND STOPPED APPROXIMATELY 100 FT EAST END OF RUNWAY. 20010214001589I (-23) ON FEBRUARY 14, 2001, AT 12:30 PST A BEECHCRAFT 35, OWNED AND OPERATED BY ^PRIVACY DATA OMI^ LANDED ON RUNWAY 18 AT HENDERSON, NEVADA AIRPORT (L15) AND SUBSTANTIAL MINOR DAMAGE TO THE A/C. ON LANDING THE A/C NOSE DROPPED DUE TO THE NOSE GEAR AXLE AND PISTON ASSEMBLY THAT BROKE OFF APPROX. 2 INCHES FROM THE LOWER NOSE GEAR STRUT. THE PROPELLER STRUCK THE RUNWAY AND CURLED THE TIPS BACKWARDS, WITH NO OTHER DAMAGE TO THE FUSELAGE OR OTHER PARTS OF TEH A/C. AN M OR D WILL BE SUBMITTED BY MAINTENANCE. THE PILOT WALKED AWAY WITHOUT INJURIES AND WAS THE SOLE OCCUPANT ON BOARD, NO POST FIRE. 20010214001889A (-23) ON FEBRUARY 14, 2001, AT APPROX. 2100 HOURS LOCAL, A PIPER PA-28R-201, REGISTERED TO CLUB CHEROKEE, INC. OF MINNEAPOLIS, MN. CRASHED FOLLOWING TAKE OFF FROM VOYAGER AIRPORT (Y05-PRIVATE) DURING A PERSONAL FLIGHT. VFR CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE A/C WAS DESTROYED AND THE PILOT AND THREE PASSENGERS WERE FATALLY INJURED. THE PILOT WAS A COMMERCIALLY RATED CFI, WITH AN INSTRUMENT RATING. THE FLIGHT ORIGINATED AT VOYAGER AIRPORT, WI. AT APPROX. 2100 HOURS WITH AN INTENDED DESTINATION OF CRYSTAL AIRPORT, MN. NOTE: SINCE PILOT RECORDS HAVE NOT BEEN AVAILABLE FOR ^PRIVACY ^THE REGULATORY CHECK RIDE DATE WAS BASED ON FORM 8710-1 SUBMITTED FOR THE LAST RATING RECEIVED ON SEPTEMBER 6, 2000 (MULTI-ENGINE INSTRUMENT)^PRIVACY D^REPORTED TOTAL FLIGHT TIME ON THAT DATE WAS 322 HOURS. ADDITIONALLY, SINCE THERE IS NO PROOF THAT THIS WAS AN INSTRUCTIONAL FLIGHT, AND SINCE A STUDENT PILOT CAN NOT CARRY PASSENGERS, THE CERTIFIED FLIGHT INSTRUCTOR IS CONSIDERED THE PIC. (.19) ON FEBRUARY 14, 2001, ABOUT 2012 CST, A PIPER PA-28R-201, N120CC, PILOTED BY A COMMERCIAL PILOT, WAS DESTROYED ON IMPACT WITH TREES, POWERLINES, AND TERRAIN NEAR WEBB LAKE, WISCONSIN DURING TAKEOFF FROM RUNWAY 4 AT VOYAGER VILLAGE AIRSTRIP NEAR WEBSTER, WISCONSIN. THE PERSONEL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT, STUDENT PILOT RATED PASSENGER, AND TWO OTHER PASSENGERS WERE FATALLY INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS DESTINED FOR LAKE ELMO AIRPORT, NEAR SAINT PAUL, MINNESOTA. AN ON-SCENE INVESTIGATION WAS PERFORMED. CONTINUITY WAS ESTABLISHED TO THE FLIGHT CONTROLS. ENGINE CONTROL CONTINUITY WAS ESTABLISHED. THE ENGINE PRODUCED A THUMB COMPRESSION AT ALL CYLINDERS. THE LEFT MAGNETO PRODUCED SPARK AT ALL LEADS. FUEL WAS FOUND IN THE FUEL SELECTOR VALVE. THE FUEL FLOW DIVIDER DIAPHRAGM WAS FOUND WET AND HAD A SMELL SIMILAR TO FUEL. AT 2103, THE RICE LAKE REGIONAL-CARL'S FIELD AIRPORT, NEAR RICE LAKE WISCONSIN, WEATHER WAS: WIND CALM, VISIBILITY 10 STATUTE MILES; SKY CONDITION CLEAR; TEMPERATURE-20 DEGREES C; DEW POINT-21 DEGREES C; ALTIMETER 30.11 INCHES OF MERCURY. 20010214001999I (-23) THE PILOT LANDED ON THE NOSE WHEEL AND WAS UNABLE TO RECOVER. THE PILOT OVER REACTED AND THE AIRPLANE JERKED TO THE RIGHT AND SKIDDED INTO A DRAINAGE DITCH THAT RAN PARALLELS TO THE RUNWAY. 20010214002019I (-23)AIRCRAFT DEPARTED FULLERTON, CA AIRPORT ENROUTE TO DALLAS, TX. AT APPROXIMATELY 1700 FEET AGL AND TWENTY MILES EAST OF PALM SPRINGS, CA. AIRCRAFT DEVELOPED LOW OIL PRESSURE AND LOST MANIFOLD PRESSURE. PILOT DECLARDED AN INFLIGHT EMERGENCY IN WHICH HE WAS CLEARED TO LAND AT PALM SPRINGS AIRPORT. DURING FINAL DESCENT LEG AIRCRAFT SEIZED AND LOST POWER. SUBSEQUENTLY, AIRCRAFT LANDED AT PALM SPRINGS AIRPORT AT APPROXIMATELY 0900. GROUND INSPECTION REVEALED HAD SUFFERED CATASTROPHIC FAILURE DUE TO THE NUMBER FOUR PISTON ROD FAILING (APPROXIMATELY A 4" FOLE WAS OBSERVED ON THE TOP PART OF THE ENGINE BLOCK). 20010214002809I (-23) PILOT STATED AFTER A NORMAL LANDING ON ROLLOUT HE WAS UNABLE TO KEEP THE AIRCRAFT ON THE CONCRETE RUNWAY. THE AIRCRAFT DEPARTED THE RUNWAY CAUSING THE NOSE GEAR TO COLLAPSE RESULTING IN LIGHT SKIN DAMAGE TO THE BOTTOM OF THE NOSE. THE PROPELLER BLADES STRUCK THE GROUND. 20010214003459A (-19) ON FEBRUARY 14, 2001, AT 1230 HOURS PST, A PIPER PA-24-250, N8286P, EXPERIENCED A LOSS OF POWER WHILE ATTEMPTING A GO-AROUND AT THE PETALUMA MUNI AIRPORT, PETALUMA, CALIFORNIA. THE AIRPLANE COLLIDED WITH A TREE AND IMPACTED THE GROUND 100 YARDS SHORT OF THE RUNWAY. THE AIRPLANE, OWNED AND OPERATED BY THE PRIVATE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91 AS A PERSONAL FLIGHT, SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT WAS NOT INJURED. VISUALMETEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT DEPARTED THE PETALUMA AIRPORT AT AN UNKNOWN TIME AND WAS SCHEDULED TO TERMINATE THERE. AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION (FAA)INTERVIEWED THE PILOT. THE PILOT STATED THAT HE SET UP FOR A LANDING ON DOWNWIND, WHICH INCLUDED REDUCTING POWER AND LOWERING THE LANDING GEAR. HE NOTED THAT THE LANDING GEAR STOPPED ABOUT HALFWAY DOWN. HE ADDED POWER TO GO AROUND, BUT DID NOT RECEIVE A CORRESPONDING INCREASE IN POWER. THE PILOT STATED THAT HE HEARD THE ENGINE SPUTTERING. THE AIRPLANE COLLIDED WITH A TREE AND LANDED ABOUT 100 YARDS SHORT OF THE RUNWAY. A WITNESS TO THE ACCIDENT REPORTED THAT THE PROPELLER WAS WINDMILLING AND HE HEARD THE ENGINE SPUTTERING. THE AIRPLANE WAS INSPECTED ON-SCENE BY A FAA INSPECTOR. HE VISUALLY INSPECTED THE FUEL TANKS. EACH OUTBOARD FUEL TANK HAD HALF A TANK, AND THE MAIN FUEL TANKS WERE FULL. (-23) AT APPROX. 1230 ON 02/14/01, MR. CONROY WAS ON APPROACH TO THE PETALUMA AIRPORT (OA). AS HE LOWERED THE LANDING GEAR HE NOTICED THAT THE INSTRUMENT PANEL FLEXED FORWARD AND THAT THE ENGINE STARTED TO RUN ROUGH. MR. CONROY STATED THAT HE ATTEMPTED TO ADD POWER BUT THE ENGINE DID NOT RESPOND. MR. CONROY THEN SET THE A/C UP FOR BEST GLIDE AND CONTINUED FLIGHT TO THE AIRPORT. AT APPROX. 300 YARDS FROM THE END OF THE RUNWAY 29 HE STRUCK A TREE WHICH IS ABOUT 20 FEET AGL. THE A/C CONTINUED FLIGHT OVER A STREET AND A FENCE, THEN CAME TO REST ABOUT 150 YARDS FROM THE END OF RUNWAY 29. THE A/C RECEIVED DAMAGE TO THE GEAR, PROP, FIREWALL, VERTICAL STAB, AND FUSELAGE. INVESTIGATION AFTER THE ACCIDENT REVEALED THAT THE MIXTURE CABLE GOT ENTANGLED IN THE NOSE LANDING GEAR AS IT TRIED TO EXTEND. AS THE GEAR LOWERED IT PULLED THE MIXTURE CABLE OUT OF ITS HOLDER. THIS CAUSED THE MIXTURE CONTROL ON THE ENGINE TO GO TO THE DULL LEAN POSITION, SHUTTING THE ENGINE OFF. 20010214004509A (-23) PILOT STATED HE MISSED FIRST APPROACH BECAUSE HE LOST SIGHT OF RUNWAY AT 800 FEET, ON THE SECOND APPROACH HE DID NOT LOSE THE RUNWAY BUT WAS DISTRACTED BY THE FOG AND THE A/C HIT HARD ON THE NUMBERS OF RUNWAY 03. AFTER TOUCH DOWN, THE LEFT MAIN TIRES BLEW OUT THE A/C THEN WENT TO THE LEFT OF THE RUNWAY AND STOPPED 4100 FEET FROM THE TOUCH DOWN POINT. THE A/C WAS DAMAGED SUBSTANTIALLY AND LEAKING FUEL FOR THIS REASON THEY ELECTED TO EVACUATE THE A/C. HOWEVER, THERE WAS NO FIRE AND NO ONE WAS INJURED DUE TO THE LANDING OR THE EVACUATION. (.4) THE AIRPLANE LANDED HARD ON RUNWAY 03, BLEW OUT THE LEFT MAIN LANDING GEAR TIRES AND TRAVELED ABOUT 4,100 FEET DOWN THE RUNWAY BEFORE COMING TO A STOP. ACCORDING TO THE PILOT HE RADIOED ATC THAT HE HAD THE AIRPORT AND RUNWAY IN SIGHT. AT 800 FEET HE LOST SIGHT OF THE RUNWAY BECAUSE OF "LIGHT FOG." HE PERFORMED A MISSED APPROACH AND STAYED IN THE PATTERN VFR. ON THE SECOND APPROACH HE WAS DISTRACTED BY THE FOG, BUT SAID HE DID NOT LOSE SIGHT OF THE RUNWAY. HE SAID THAT THE CO-PILOT ADVISED HIM TO GO AROUND AGAIN BUT HE LANDED. HE SAID THE LANDING WAS HARD, BUT DID NOT REALIZE HE HAD A PROB LEM UNTIL THE AIRPLANE STARTED PULLING TO THE LEFT. WHEN THE AIRPLANE CAME TO A STOP HE GOT EVERYONE OUT BECAUSE OF A FUEL LEAK. THE 30-MINUTE CVR RECORDING WAS FOUND TO HAVE NO DATA THAT COULD CONTRIBUTE TO DETERMINING THE PROBABLE CAUSE, AND NO TRANSCRIPT WAS PREPARED. THE REPORTED VISIBILITY AT THE TIME OF THE ACCIDENT WAS 0.25 SM MILE WITH FOG. THE PILOT CALLED THE SAINT PETERSBURG FLIGHT SERVICE STATION ABOUT 2 HOURS AFTER THE ACCIDENT TO REPORT SAME. 20010214017339I (-23) PILOT WAS PRACTICING AUTOROTATIONS IN HELICOPTER. DURING POWER RECOVERY, ENGINE HESITATED WHEN THROTTLE WAS ADVANCE TOO FAST. HARD LANDING CAUSED DAMAGE TO SKID. 20010215001309A (.19)ON FEBRUARY 15, 2001, ABOUT 2115 CENTRAL STANDARD TIME, A CESSNA 210, N210FW, REGISTERED TO, AND OPERATED BY A PRIVATE INDIVIDUAL, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED IN SEMINOLE, ALABAMA, SHORTLY AFTER THE PILOT REPORTED HE HAD RUN OUT OF FUEL. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA, AND NO FLIGHT PLAN WAS FILED AT THE TIME OF THE ACCIDENT. THE PRIVATE-RATED PILOT AND TWO OF THE THREE PASSENGERS ONBOARD RECEIVED MINOR INJURIES, THE THIRD PASSENGER SUSTAINED NO INJURIES. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH TREES. THE FLIGHT ORIGINATED IN AMERY, WISCONSIN, THE SAME DAY, ABOUT 1000. ACCORDING TO AN FAA APPROACH CONTROLLER, THE PILOT HAD BEEN ON AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN TO PENSACOLA, FLORIDA, AND HAD ATTEMPTED TWO INSTRUMENT LANDING SYSTEM (ILS) APPROACHES TO LAND AT PENSACOLA, BUT THE WEATHER WAS BELOW MINIMUMS, AND THE PILOT WAS UNABLE TO SEE THE RUNWAY ENVIRONMENT. THE CONTROLLER FURTHER STATED THAT AFTER EXECUTING HIS SECOND MISSED APPROACH, THE PILOT CANCELLED HIS IFR FLIGHT PLAN, AND DIVERTED TO JACK EDWARDS AIRPORT, GULF SHORES, ALABAMA. THE CONTROLLER SAID THAT WHILE EN ROUTE TO GULF SHORES , ALABAMA. THE CONTROLLER SAID THAT WHILE EN ROUTE TO GULF SHORES, THE PILOT REPORTED TO ATC THAT HE HAD RUN OUT OF FUEL. THE AIRCRAFT CRASHED IN A WOODED AREA IN SEMINOLE, ALABAMA, INCURRING SUBSTANTIAL DAMAGE. (-23)N210FW, C-P210;AIRCRAFT ATTEMPTED TWO ILS APPROACHES TO PENSACOLA, FL AIRPORT. PILOT DECIDED TO DIVERT TO MOBLIE, AL DUE TO LOW CEILINGS AND VISIBILITY. WHILE ENROUTE TO MOBLIE, AL AIRPORT, A/C WAS GIVEN CLEARANCE BY PENSEACOLA ACTC FOR A VISUAL APPROACH TO JACK EDWARDS, AL AIRPORT. PILOT STATED AIRCRAFT WAS OUT OF GAS. RADAR CONTACT WAS LOST, AND AIRCRAFT CONTACTED THE GROUND APPROXIMATELY 13 MILES WEST OF PENSACOLA, FL. FOUR (4) OCCUPANTS WERE RETRIEVED AND AIR LIFTED BY US NAVY AND TRANSPORTED TO WEST FLORIDA HOSPITAL. (.4) THE PILOT OF N210FW STATED TO AN FAA CONTROLLER THAT HE HAD RUN OUT OF FUEL. THE AIRCRAFT CRASHED ABOUT 13 MILES WEST OF PENSACOLA, FLORIDA, IN A WOODED AREA. POST ACCIDENT EXAMINATION OF THE AIRCRAFT REVEALED ONLY THE PRESENCE OF RESIDUAL FUEL IN THE AIRCRAFT, AND ACCORDING TO THE PILOT, THERE HAD BEEN NO FAILURE OR MALFUNCTIONS TO THE AIRCRAFT, OR ANY OF ITS SYSTEMS , PRIOR THE AIRCRAFT RUNNING OUT OF FUEL. 20010215001609A (-23) DURING A LEFT CROSS-WIND LANDING ROLL-OUT ON 31R AT THE REID HILLVIEWAIRPORT (RHV) THE PILOT AND SOLE OCCUPANT LOST CONTROL OF AIRPLANE, IT DEPARTED THE RUNWAY AND THE LEFT WING STRUCK AN ANEMOMETER LOCATED SOME 30 FEET TO THE LEFT OF THE RUNWAY, CAUSING SUBSTANTIAL DAMAGE TO THE WING, WING SPAR AND FUSELAGE. THERE WERE NO INJURIES. IT IS BELIEVED AND THE PILOT AGREES THAT THE LEFT CROSSWIND COMPONENT MAY HAVE CONTRIBUTED TO THE CAUSE OF THIS ACCIDENT. (.19)ON FEBRUARY 15, 2001, ABOUT 1117 HOURS PACIFIC STANDARD TIME, A BELLANCA 7ECA, N53893, OPERATED BY AMELIA REID AVIATION, SA JOSE, CALIFORNIA, VEERED OFF THE RUNWAY AND COLLIDED WITH AN OBSTACLE DURING LANDING ROLLOUT AT THE REID-HILLVIEW OF SANTA CLARA COUNTY AIRPROT IN SAN JOSE. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PRIVATE PILOT WAS NOT INJURED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AREA FLIGHT THAT ORIGINATED FROM THE AIRPORT ABOUT 1100. THE PILOT INDICATED THAT THE CONVENTIONAL GEAR AIRPLANE VEERED OFF THE RUNWAY DURING ROLLOUT ON RUNWAY 31R. HE WAS UNABLE TO REDIRECT THE AIRPLANE BACK ONTO THE RUNWAY DURING ROLLOUT ON RUNWAY 31R. HE WAS UNABLE TO REDIRECT THE AIRPLANE BACK ONTO THE RUNWAY AND AS IT DECELERATED IT IMPACTED THE WIND-MEASURING INSTRUMENT (ANEMOMETER). THE PILOT DID NOT REPORT EXPERIENCING ANY MECHANICAL MALFUNCTION WITH THE AIRPLANE'S BRAKES OR FLIGHT CONTROL SYSTEM. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION, AT 1117 THE WIND AT THE AIRPORT WAS FROM 230 DEGREES. ITS SPEED WAS 7 KNOTS. 20010215002129A (-23) PILOT TOOK DELIVERY OF A/C AFTER A 50 HOUR INSPECTION WAS PERFORMED BY AEROMECH, INC. TAXIED FOR TAKEOFF WITH PASSENGER ON BOARD. PILOT STATES THAT HE FELT LEFT BRAKE GRAB JUST BEFORE TAKEOFF. PILOT FLEW AROUND, LANDED, TAXIED TO AEROMECH WITH NO PROBLEMS, DROPPED OFF PASSENGERS AND TAXIED OUT FOR TAKEOFF, WHILE TAXIING, PILOT NOTICED LEFT BRAKE GRAB AGAIN, REQUESTED CLEARANCE TO TAXI TO END OF RWY 09 TO TURN AROUND. WHILE TURNING AIRCRAFT AROUND, LEFT BRAKE GRABBED HARD, PILOT NOTIFIED TOWER AND RETURNED TO AEROMECH. WHILE TAXIING PILOT STATES THAT BOTH BRAKES FELT AS IF THEY HAD FAILED, PILOT PUMPED THE PARKING BRAKE TO SLOW DOWN, HE SMELLED SMOKE, SHUT DOWN A/C WHERE IT WAS ON THE TAXIWAY AND EXITED THE AIRCRAFT. MAINTENANCE PERSONNEL FROM AEROMECH EXTINGUISHED THE FLAMES. KEN WILLFORD OF AEROMECH STATES THAT THE PARKING BRAKE WAS SET PRIOR TO DELIVERY, AND AFTER FLAMES WERE EXTINGUISHED, HE FOUND THE PARKING BRAKES IN THE SET POSITION. BOTH MAIN LANDING GEAR WERE SUBSTANTIALLY BURNED, LEFT WING HAS APPROX. 15" HOLE IN LOWER SURFACE OUTBOARD OF GEAR DOOR AT RIB JUST BEFORE FUEL CELL. LEFT FLAP AND AILERON HAVE HOLES FROM THE FLAMES AS WELL. RIGHT WING LOWER SKIN BUCKLED FROM HEAT DAMAGE. 20010215003229I (-23) N550G LANDED LONG AT NIGHT ON RUNWAY 32 AT RDU (3,569 FT) AND RAN OFF THE END OF THE RUNWAY. NO INJURY TO AIRCRAFT OR PERSONNEL. 20010215003349A (-23) ON FEBRUARY 2, 2001, A CESSNA 172 CRASHED AT THE MONTGOMERY AIRPORT (MYF) IN SAN DIEGO, CA. IT WAS RULED AN ACCIDENT AND NOT AN INCIDENT. THERE WERE NO INJURIES. NO OTHER A/C INVOLVED. (-19) ON FEBRUARY 15, 2001, ABOUT 1516 HOURS PST, A CESSNA 172N, N4922D, VEERED OFF THE RUNWAY AND COLLIDED WITH A TAXIWAY SIGN DURING LANDING ROLLOUT ON RUNWAY 28L AT THE MONTGOMERY FIELD, SAN DIEGO, CA. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. NEITHER THE AIRLINE TRANSPORT CERTIFICATED PILOT NOR PASSENGER WAS INJURED. PLUS ONE FLYERS, INC., IN SAN DIEGO, OPERATED THE AIRPLANE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND IT ORIGINATED IN SCOTTSDALE, AZ. ABOUT 1135. AIRPORT PERSONNEL REPORTED THAT THE COLLISION OCCURRED ABOUT 1,000 FEET UPWIND OF THE RUNWAY'S THRESHOLD. THE AIRPLANE IMPACTED THE TAXIWAY "C" SIGN, AND VEERED OFF THE RUNWAY. THE AIRPLANE CAME TO A STOP ABOUT 200 FEET NORTH OF THE RUNWAY. THE PILOT STATED THAT DURING THE LANDING ROLLOUT, AS THE AIRPLANE WAS DECELERATING THROUGH ABOUT 50 KNOTS, THE LEFT WING SUDDENLY LIFTED UP. THEREAFTER HE LOST CONTROL OF THE AIRPLANE. HE ADDITIONALLY REPORTED THAT HE WAS UNAWARE OF THE REASON FOR THIS OCCURENCE. NO MECHANICAL MALFUNCTIONS WERE REPORTED WITH THE AIRPLANE. (.4) ON FEBRUARY 15, 2001, ABOUT 1516 HOURS PACIFIC STANDARD TIME, A CESSNA 172N, N4922D, VEERED OFF THE RUNWAY AND COLLIDED WITH A TAXIWAY SIGN DURING LANDING ROLLOUT ON RUNWAY 28L AT THE MONTGOMERY FIELD, SAN DIEGO, CALIFORNIA. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. NEITHER THE AIRLINE TRANSPORT CERTIFICATED PILOT NOR PASSENGER WAS INJURED. PLUS ONE FLYERS, INC., SAN DIEGO, OPERATED THE AIRPLANE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED IN SCOTTSDALE, ARIZONA, ABOUT 1235 MOUNTAIN STANDARD TIME. AIRPORT PERSONNEL REPORTED THAT THE COLLISION OCCURRED ABOUT 1,000 FEET UPWIND OF THE RUNWAY'S THRESHOLD. THE AIRPLANE IMPACTED THE TAXIWAY "C" SIGN AND VEERED OFF THE RUNWAY. THE AIRPLANE CAME TO A STOP ABOUT 550 FEET FARTHER UPWIND OF THE SIGN AND ABOUT 200 FEET NORTH OF THE RUNWAY. THE PILOT STATED TO THE NATIONAL TRANSPORTATION SAFETY BOA RD INVESTIGATOR THAT DURING THE LANDING ROLLOUT, AS THE AIRPLANE WAS DECELERATING THROUGH ABOUT 50 KNOTS, THE LEFT WING SUDDENLY LIFTED UP. THEREAFTER, HE LOST CONTROL OF THE AIRPLANE. HE ADDITIONALLY REPORTED THAT HE WAS UNAWARE OF THE REASON FOR THIS OCCURRENCE. NO MECHANICAL MALFUNCTIONS WERE REPORTED WITH THE AIRPLANE. IN THE PILOT'S PARTIALLY COMPLETED ACCIDENT REPORT, HE INDICATED THAT WHEN THE AIRPLANE WAS "ALMOST HALF WAY DOWN THE RUNWAY" THE LEFT WING ROSE UP, AND THEREAFTER HE LOST CONTROL OF THE AIRPLANE AS IT "VIOLENTLY" VEERED OFF THE RUNWAY. THE PILOT ALSO REPORTED THAT WHEN HE WAS ON FINAL APPROACH THE TOWER CONTROLLER REPORTED THAT THE WIND WAS FROM 270 DEGREES AT 6 KNOTS. 20010215003479A (-19)ON FEBRUARY 15, 2001, ABOUT 1520 EST, A PIPER J5A, N35288, REGISTERED TO AND OPERATED BY AERIAL SIGN COMPANY INC., AS A TITLE 14 CFR PART 91 BANNER TOWING FLIGHT, CRASHING WHILE MANUEVERING AFTER DROPPING OFF A BANNER, AT NORTH PERRY AIRPORT, HOLLYWOOD, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL RATED PILOT WAS NOT INJURED, AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM NORTH PERRY AIRPORT, THE SAME DAY, ABOUT 1200. THE OPERATOR STATED THAT THE PILOT HAD BEEN TOWING A HEAVIER TOW THAN USUAL, WHICH INCREASED THE FUEL CONSUPTION RATE. THE OPERATOR FURTHER STATED THAT AFTER DROPPING OFF THE TOWM AND UPON APPLICATION OF POWER TO AFFECT A CLIMB, THE ENGINE CEASED OPERATING. SUBSEQUENT EXAMINATION OF THE ACCIDENT AIRPLANE REVEALED THAT A LONGERON WAS DAMAGED, AND THAT THE FUEL IN THE FUEL TANK HAD BEEN DEPLETED. (-23) PILOT WAS DROPPING OFF BANNER. WHILE DROPPING OFF AIRCRAFT EXPERIENCED POWER LOSS. PILOT WAS UNABLE TO RELEASE BANNER BEFORE COLLIDING WITH GROUND. DAMAGE TO PROP, RIGHT MAIN GEAR LONGERON, RIGHT WING, AFT SPARE ATTACH FITTING, AND FIREWALL UNDER BELLY SKIN DAMAGE.SEE ATTACHED INSPECTORS STAT EMENT. (.4) ON FEBRUARY 15, 2001, ABOUT 1515 EASTERN STANDARD TIME, A PIPER J5A, N35288, REGISTERED TO AND OPERATED BY AERIAL SIGN COMPANY INC, AS A TITLE 14 CFR PART 91 BANNER TOWING FLIGHT, LANDED HARD AFTER THE ENGINE CEASED OPERATING WHILE DROPPING OFF A BANNER AT NORTH PERRY AIRPORT, HOLLYWOOD, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL RATED PILOT WAS NOT INJURED, AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM NORTH PERRY AIRPORT, THE SAME DAY, ABOUT 1200.THE PILOT STATED THAT THE GROUND CREW HAD INADVERTENTLY ADDED AN ADDITIONAL 40 LETTERS WHICH REQUIRED THAT A HIGHER CRUISE POWER SETTING BE USED DURING THE FLIGHT. THE PILOT FURTHER STATED THAT IN ADDITION TO TOWING THE BANNER, THE COMPANY DISPATCH HAD COMMUNICATED TO HIM THAT THEY HAD BEEN UNABLE TO REACH ANOTHER COMPANY AIRCRAFT IN THE AREA, AND ASKED THAT HE ATTEMPT TO OVERTAKE THAT AIRCRAFT AND VISUALLY COMMUNICATE WITH THE PILOT. THE PILOT SAID THAT IT TOOK AN ADDITIONAL 20 MINUTES OF FLYING AT A HIG HER POWER SETTING TO OVERTAKE THE COMPANY AIRCRAFT. AFTER OVERTAKING THE OTHER AIRCRAFT, THE PILOT SAID THAT HE RETURNED TO THE AIRPORT TO DROP THE BANNER, AND WHEN HE ADDED POWER DURING THE BANNER DROP, THE AIRCRAFT ENGINE CEASED OPERATING. THE AIRCRAFT IMPACTED THE SOD IN THE NORTHWEST CORNER OF THE AIRPORT, AND INCURRED SUBSTANTIAL DAMAGE. ACCORDING TO THE OPERATOR, POSTACCIDENT EXAMINATION OF THE AIRCRAFT REVEALED THAT THE FUEL IN THE AIRCRAFT FUEL TANK HAD BEEN DEPLETED. 20010215003489A (.19) ON FEBRUARY 15, 2001, AT 1245 CDT, A CESSNA 206, N55PY, COLLIDED WITH A SNOW BANK AND NOSED OVER ON LANDING AT THE NEW RICHMOND MUNICIPAL AIRPORT, NEW RICHMOND, WISCONSIN. THE PRIVATE PILOT WAS NOT INJURED. THE AIRPLANEWAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 PERSONAL FLIGHT WAS BEING OPERATED IN VISUAL METEOROLOGICAL CONDITIONS WITHOUT A FLIGHT PLAN. THE FLIGHT ORIGINATED FROM MINNEAPOLIS, MINNESOTA, AT 1045 CST. THE LANDING WAS MADE ON A NEWLY INSTALLED TAXIWAY WHICH PARALLELS RUNWAY 32/14. (-23)ON FEBRUARY 15, 2001, AT APPROX. 1245 LOCAL TIME, A CESSNA CE-206-H, REGISTERED TO THE PILOT, ATTEMPTED TO LAND ON THE TAXI WAY THAT PARALLELS RUNWAY 32. UPON TOUCH DOWN, THE PILOT LOST DIRECTIONAL CONTROL AND VEERED TO THE LEFT, STRIKING A SNOW BANK AND FLIPPING THE AIRCRAFT OVER. VFR CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE PILOT WHO WAS THE SOLE OCCUPANT OF THE AIRCRAFT, WAS NOT INJURED. THE PILOT HOLDS A SINGLE ENGINE LAND, PRIVATE PILOT CERTIFICATE. THE FLIGHT HAD ORIGINATED AT ANOKA COUNTY AIRPORT (ANE) AT APPROX 1100 HOURS. 20010215004019A (-23) THE ROBINSON R-22 BETA HELICOPTER DEPARTED GRUVER, TEXAS ON A SOUTHERLY HEADING IN VFR CONDITIONS. AFTER PASSING BORGER, TEXAS, THE PILOT ENCOUNTERED LOW CEILINGS AND FOG IN TERRAIN WITH ROLLING HILLS AND SPARSE VEGETATION. THE PILOT THEN MADE A 180 DEGREE TURN TO RETURN TO BORGER, TEXAS. APPROXIMATELY 1 MILE SOUTH OF BORGER, THE ROTORCRAFT STRUCK AN ELECTRICAL POLE AND SEPARATED THE TOP 6'3" OF THE POLE. THE WRECKAGE CAME TO REST ON AN OIL PUMP JACK MOUNTED ON A CONCRETE SLAB. 20010215005599A (-23) SEE ATTACHED INSPECTORS STATEMENT. OPERATIONS COORDINATION WITH INSPECTOR ELIE NASR FROM SACFSDO. 20010215006519I (-23) ON LANDING (RUNWAY 29L) THE STUDENT PILOT FAILED TO LATCH THE LANDINGGEAR (MANUAL GEAR) IN THE DOWN AND LOCKED POSITION. THE INSTRUCTOR WAS DISTRACTED BY OTHER TRAFFIC IN THE PROXIMITY AND FAILED TO CHECK THE GEAR. THE LANDING WAS COMPLETED ON THE SKID RUNNERS ON THE BELLY OF THE A/C. NO INJURIES. MINOR DAMAGE TO THE A/C (PROP TIP). 20010215014399A (-23) TWO TRAINING FLIGHTS (A CE-172 & A CE-152) COLLIDED WITH EACH OTHER WHILE PRACTICING MANUEVERS OVER LONG BEACH HARBOR. BOTH AIRCRAFT CRASHED INTO THE SEA, KILLING ALL ABOARD. AIRCRAFT HAVE NOT BEEN RECOVERED. 20010215014499A (-23) TWO TRAINING FLIGHTS (A CE-172 & CE-152) COLLIDED WITH EACH OTHER WHILE PRACTICING MANUEVERS OVER LONG BEACH HARBOR. BOTH AIRCRAFT CRASHED INTO THE SEA, KILLING ALL ABOARD. AIRCRAFT HAVE NOT BEEN RECOVERED. 20010215033609A (-23) WHILE LANDING AT SCOTTSBLUFF REGIONAL AIRPORT PILOT FAILED TO LOWER LANDING GEAR, AND LANDED GEAR UP CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. 20010216001209I (-23) WHILE ON A SHORT APPROACH TO LANDING AT AN UNIMPROVED SITE, THE LOW RPM AUDIO ACTIVATED AND THE A/C BEGAN TO SPIN TO THE LEFT. THE STUDENT PILOT GAVE FULL PEDAL HOWEVER, COULD NOT STOP THE LEFT SPIN. COLLECTIVE WAS REDUCED BUT THROTTLE WAS NOT INCREASED. STUDENT PILOT EJECTED CAUSING DAMAGE TO THE SKIDS AND ENGINE SUPPORT ASSEMBLY. 20010216001239A (-19)ON FEBRUARY 16, 2001, ABOUT 1530 ALASKA STANDARD TIME, A SKI EQUIPPED BELLANCA 7GCBC AIRPLANE, N36266, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ON A FROZEN RIVER, ABOUT 15 MILES SOUTH OF FAIRBANKS, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) LOCAL AREA INSTRUCTIONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE AIRPLANE IS REGISTERED TO THE STUDENT PILOT. THE COMMERCIAL CERTIFICATED PILOT/FLIGHT INSTRUCTOR, AND THE STUDENT PILOT, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. A VFR FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT THE FAIRBANKS INTERNATIONAL AIRPORT, FAIRBANKS, ABOUT 1400. DURING A TELEPHONE CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) INVESTIGATOR-IN-CHARGE (IIC) ON FEBRUARY 20, 2001, THE FLIGHT INSTRUCTOR REPORTED THE ACCIDENT FLIGHT WAS THE FIRST FLIGHT WITH THE STUDENT. THE FLIGHT DEPARTED FAIRBANKS WITH THE INSTRUCTOR SEATED IN THE FRONT SEAT. HE FLEW TO AN AREA ALONG THE TANANA RIVER WHERE HE HAD PREVIOUSLY CONDUCTED NUMEROUS TAKEOFF AND LANDINGS. THE FLIGHT INSTRUCTOR DEMONSTRATED A VARIETY OF AERIAL MANUEVERS, AND THEN LANDED ON THE FROZEN RIVER. THE RIVER WAS COVERED WITH ABOUT TWO FEET OF SNOW,THE INSTRUCTOR PERFORMED TWO ADDITONAL TAKEOFF AND LANDINGS AND STOPPED. HE PLACED THE STUDENT PILOT IN THE FRONT SEAT AND GOT IN THE BACK SEAT. THE INSTRUCTOR HAD THE STUDENT TAXI THE AIRPLANE AND THEN PERFORM SERVERAL TAKEOFF AND LANDINGS. THE FLIGHT INSTRUCTOR THEN TOOK OVER THE FLIGHT CONTROLS AND LANDED AT A DIFFERENT AREA OF FROZEN RIVER, ESTABLISHING A NEW SET OF SKI LANDING TRACKS IN THE SNOW. THE STUDENT PILOT THEN PERFORMED TWO ADDITIONAL TAKEOFF AND LANDINGS. ON THE THIRD LANDING APPROACH TO THE NEW LOCATION, THE AIRPLANE WAS ESTABLISHED ON A NORMAL GLIDE PATH. ABOUT 3 TO 4 FEET ABOVE THE GROUND, THE STUDENT SUDDENLY PUSHED FORWARD ON THE CONTROL STICK AND APPLIED ALMOST FULL RUDDER. THE INSTRUCTOR WAS UNABLE TO PREVENT THE AIRPLANE FROM COLLIDING WITH THE SNOW IN A NOSE DOWN ATTITUDE. THE AIRPLANE NOSED OVER AND RECEIVED DAMAGE TO THE WINGS, WING SPARS, LIFT STRUTS, AND VERTICAL STABILIZER. (-23) AT 1530 A SKI EQUIPPED CITABRIA 7GCGC N36266 CRASHED WHILE LANDING OFF AIRPORT ON A SNOW COVERED FROZEN LAKE 15 MILES SOUTH OF FAIRBANKS INTERNATIONAL. THE OWNER A STUDENT PILOT BILL BARNEY WAS FLYING HIS NEW REBUILT BE LLANCA OBSERVED BY CFI DON CARLSON. THIS WAS THE AIRCRAFT'S FIRST FLIGHT AND OWNER BARNEY'S FIRST FLIGHT THIS SEASON. CFI CARLSON SAID HE HAD INSTRUCTED STUDENT BARNEY TO USE LESS CONTROL INPUTS AND THAT MR. BARNEY WAS LEARNING SATISFACTORILY; DURING THE THIRD LANDING, CARLSON FELT THE STICK BEING USHED TOO FAR FORWARD AND ATTEMPTED TO REDUCE THE FORWARD CONTROL WITHOUT SUCCESS, THE AIRCRAFT NOSED UP AND OVER CAUSING SUBSTANTIAL DAMAGE, NO INJURIES. 20010216001579I (-23) MAINTENANCE HAD BEEN PERFORMED ON THE POWER PACK AND AND "O" RING CHANGED BECAUSE IT WAS LEAKING, OPS CHECK COMPLIED WITH NO PROBLEMS. AFTER TAKEOFF THE GEAR HANDLE RAISED, A CATASTROPHIC LOSS OF HYDRAULIC FLUID HAPPENED. BOTH AIRMEN ARE ALSO MECHANICS, THE SECOND INDIVIDUAL TRIED TO ATTEMPT REPAIRS TO NO AVAIL. THEY FLEW AROUND TRYING TO USE "G" FORCES TO GET NOSE GEAR DOWN NO HELP. FINALLY LANDED WITH BOTH MAINS DOWN NOSE GEAR UP. MINOR DAMAGE TO NOSE OF A/C AS WELL AS NOSE GEARS, UPPER GEAR LIGHT BROKEN, ANTENNA AND BOTH PROPELLERS WERE DAMAGED (THEY WERE NOT FEATHERED PILOT CHOICE). AFTER TELECON WITH SECOND PERSON "HE STATED THAT A LINE IN HYDRAULIC SYSTEM BROKE AND CAUSED THE LOSS OF FLUID". HE WILL SEND AN M OR D REPORT. CLOSED. 20010216001629A (-19) ON FEBRUARY 16, 2001, AT APPROX. 1500 MST, A ROSS G-202, N39HR, WAS DESTROYED BY IMPACT WITH TERRAIN DURING MANUEVERING FLIGHT APPROX. 6 MILES NORTH OF WALKER FIELD, GRAND JUNCTION, CO. THE PRIVATE PILOT AND SOLE OCCUPANT RECEIVED FATAL INJURIES. THE FLIGHT WAS A LOCAL AREA FLIGHT, REPORTEDLY FOR THE PURPOSE OF PRACTICING AEROBATICS, OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE FLIGHT DEPARTED WALKER FIELD ABOUT 1430. THE FLIGHT WAS REPORTED OVERDUE BY THE PILOT'S FAMILY ON FEBRUARY 16, 2001, AT 2121 WHEN THE PILOT FAILED TO ARRIVE HOME. A SEARCH WAS COMMENCED AND THE A/C WAS LOCATED ON THE 17TH AT 1440. (-23)WHILE CONDUCTING A PERSONAL-PLEASURE FLIGHT UNDER FAR 91, ^PRIVACY DATA ^WAS FATALLY INJURED WHEN HIS A/C STRUCK THE GROUND IN A NEAR VERTICAL DESCENT. NO EVIDENCE OF PRE-IMPACT STRUCTURAL FAILURE WAS FOUND. CONTROL CONTINUITY WAS ESTABLISHED WITH ALL FLIGHT CONTROLS. NEITHER WING FUEL TANK HAD ANY FUEL IN EVIDENCE. THE MAIN TANK, FOR AEROBATIC FLIGHT, WAS THE CENTER OR "HEADER" TANK. THE TANK WAS RUPTURED AND THE POSSIBLE QUANTITY OF CONTENTS IS NOT DETERMINABLE. THE IMPACT WAS FROM NON-AERODYNAMIC FLIGHT (FALLING, NOT FLYING) SINCE NO FORWARD MOVEMENT WAS EVIDENT. THE POINT OF IMPACT WAS PERHAPS 1-6 INCHES FROM THE RESTING POINT. THE ACCIDENT SCENE WAS IN A RAVINE, ABOUT 200 FEET DEEP, LOCATED 5.1 MILES FROM THE GRAND JUNCTION, COLORADO AIRPORT (GJT-WALKER FIELD) THE ACCIDENT SITE ELEVATION IS NEARLY THE SAME AS THE DEPARTURE AIRPORT. IT IS BELIEVED THAT HIS ENGINE FAILED FOR UNKNOWN REASONS WHILE ATTEMPTING A "HAMMERHEAD" TYPE MANUEVER. (.4) ON FEBRUARY 16, 2001, APPROXIMATELY 1500 MOUNTAIN STANDARD TIME, A ROSS G-202 SINGLE-ENGINE EXPERIMENTAL HOMEBUILT AIRPLANE, N39HR, WAS DESTROYED WHEN IT IMPACTED TERRAIN IN AN UNCONTROLLED DESCENT NEAR GRAND JUNCTION, COLORADO. THE PRIVATE PILOT, SOLE OCCUPANT OF THE AIRPLANE, RECEIVED FATAL INJURIES. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT DEPARTED WALKER FIELD AIRPORT, GRAND JUNCTION, APPROXIMATELY 1430. THE PILOT DEPARTED THE AIRPORT FOR A PRACTICE AEROBATIC FLIGHT. WHEN THE PILOT FAILED TO ARRIVE HOME, THE FLIGHT WAS REPORTED OVERDUE BY THE PILOT'S FAMILY. A SEARCH COMMENCED, AND THE ACCIDENT SITE WAS LOCATED ON FEBRUARY 17, 2001, AT 1440. THE WRECKAGE WAS FOUND NEAR THE EDGE OF A RAVINE IN A HILLY OPEN AREA ABOUT 6 MILES NORTH OF THE DEPARTURE AIRPORT. 20010216002049I (-23) WHILE LOWERING LANDING GEAR PIC HEARD A BANG AND THE MAIN LANDING GEAR DOWN AND LCOKED LIGHT FAILED TO ILLUMINATE. PIC CONTACTED THEIR MAINTENANCE DEPT. AND THE FAA TOWER TO VERIFY A VISUAL FOR A SAFE LANDING GEAR. AFTER SEVERAL ATTEMPTS THE GEAR WOULD NOT LOCK DOWN. AFTER TOUCHDOWN THE MAIN GEAR COLLAPSED AND THE A/C RECEIVED MINOR DAMAGE. FAA INSPECTION FOUND THE RIGHT MAIN LANDING GEAR UNLOCK ASSEMBLY BROKEN. 20010216004199I (-23) THE PILOT STATED WHILE LANDING AT SJC A CROSS WIND CAUGHT THE AIRCRAFT. THE PILOT PROCEEDED TO APPLY THE LEFT BRAKE AND WHILE DOING SO THE PEDAL WENT TO THR FLOOR. THE AIRCRAFT GROUND LOOPED AND THE LEFT WING TIP STRUCKTHE GROUND CAUSING MINOR DAMAGE TO THE TIP. THE PILOT WAS ABLE TO TAXI THE AIRCRAFT TO THE TIE DOWN AREA. THE PILOT ALSO STATED THAT THE LEFT BRAKE WAS NORMAL ON PRE-FLIGHT, TAXI AND TAKEOFF. M OR D TO FOLLOW 20010216004289I (-23) AIRCRAFT LANDED AT EUGENE. THE NOSE GEAR WOULD NOT EXTEND DUE TO THE HEATER SHROUD ASSEMBLY DUCT FAILED AND ALLOWED THE HEAT DUCT TO BE LOOSE IN THE ENGINE COMPARTMENT. THEN THE DUCT GOT LODGED IN THE NOSE GEAR EXTEND SYSTEM WHICH PREVENTED THE NOSE GEAR TO DOWN AND LOCK. A/C DAMAGE WAS LIMITED TO THE PROPELLER, NOSE GEAR DOOR AND ENGINE EXHAUST PIPES. NO INJURIES. 20010216005249I (-23) DAYTON ATCT REPORTED THAT EMERY 013, A DC-8, DECLARED AN EMERGENCY WITH #4 ENGINE OUT. THE A/C LANDED WITHOUT INCIDENT ON RUNWAY 6L AT 01712Z. EMERGENCY VEHICLES WERE CALLED. A/C LOG PAGE 09075-01 DATED 2/16/01 DISCREPANCY NO. 5 INTERMIT. SHORT & FIRE INDICATION ON #4 ENGINE. SHUTDOWN #4 ENGINE PER QRH. CORRECTIVE ACTION REMOVED & REPLACED ALL 5 FIRE LOOPS OPS CK NORMAL IAW 26-10-1. 20010217001479I (-23) A FUTURE CUSTOMER PARKED HER CAR AT A CROP DUSTING STRIP IN HOMESTEAD, FLORIDA, AT APPROX. NOON ON SATURDAY 17, 2001. SHE WAS INQUIRING ABOUT TAKING A SIGH SEEING RIDE BEING OFFERED AT THAT LOCATION IN THE BIPLANE. THE A/C LANDED WITH TWO DUTCH SIGHTSEERS AND WHILE TAXIING IN, COLLIDED WITH HER CAR DAMAGING THE PROPELLER AND CAR. 20010217001739I (-23) THE RIGHT WING OF N13724 CONTACTED THE LEFT WING OF N9858Q WHILE N13724 WAS COMMENCING TAXI OPERATIONS FOR THE PURPOSE OF FLIGHT. PIC INDICATED THAT HE WAS AWARE OF N9858Q TO HIS RIGHT, HOWEVER, HIS ATTENTION WAS DIRECTED TO AVOIDING NUMEROUS AIRCRAFT IN A PARKING AREA TO HIS LEFT THAT PARALLELS THE INTENDED TAXIWAY. 20010217001849A (-23) PILOT STATED THAT THE ENGINE STARTED TO BACKFIRE AND RUN ROUGH. HE CIRCLED A LARGE FIELD AND MADE AN LANDING. ON ROLL OUT AFTER THE ALNDING THE A/C HIT A DITCH AND THE NOSE GEAR WAS BROKEN OFF FROM THE A/C. THERE WAS SUBSTANTIAL DAMAGE TO THE FIRE WALL AND ENGINE COWLING. NO INJURIES REPORTED.(.19)ON FEBRUARY 17, 2001, ABOUT 1036 CENTRAL STANDARD TIME, A CESSNA 182H, N8556S, REGISTERED TO AN INDIVIDUAL, SEPARATED THE NOSE LANDING GEAR WHILE MAKING A FORCED LANDING IN A FIELD, FOLLOWING LOSS OF ENGINE POWER NEAR WEAVER, ALABAMA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT FROM AUBURN, ALABAMA TO ANNISTON, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME ANDAN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND ONE PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM AUBURN, THE SAME DAY, ABOUT 1000. THE PILOT STATED THAT WHILE IN CRUISE FLIGHT AT 4,000 FEET, THE ENGINE BEGAN TO "POP" AND LOSE POWER. HE WAS UNABLE TO MAINTAIN ALTITUDE, AND WHILE MAKING A FORCED LANDING IN A FIELD, THE AIRPLANE COLLIDED WITH A DITCH DURING LANDING ROLLOUT. THE NOSE LANDING GEAR SEPARATED, AND THE AIRPLANE CAME TO A STOP NOSE DOWN. (.4) THE PILOT STATED THAT WHILE IN CRUISE FLIGHT, THE ENGINE BEGAN TO "POP" AND LOSE POWER. HE WAS UNABLE TO MAINTAIN ALTITUDE AND MADE A FORCED LANDING IN A FIELD. DURING THE LANDING ROLL, THE AIRPLANE COLLIDED WITH A DITCH AND THE NOSE LANDING GEAR SEPARATED. POSTCRASH EXAMINATION OF THE ENGINE SHOWED THE NO. 4 CYLINDER INTAKE PUSH ROD HOUSING WAS DENTED INWARD AND THE PUSH ROD HAD RUBBED ON THE HOUSING AND FAILED. IT WAS NOT DETERMINED WHEN THE DENT WAS MADE IN THE PUSH ROD TUBE. 20010217002009I (-23) ON 2/17/01 AT APPROX. 10:15 PST THE A/C STRUCK AN ELECTRICAL POWER LINE LOCATED AT 21777 RD 68 TULARE CA. THE POWER LINE WAS SEVERED AND THE A/C SUSTAINED MINOR DAMAGE. THERE WERE NO INJURIES. THE PILOT REPORTED THAT HE HAD JUST COMPLETED A FIELD AND WAS ATTEMPTING TO SPRAY THE FINAL EDGE WHEN HE MISJUDGED THE LOCATION OF THE POWERLINE. 20010217002249I (-23) PILOT STATED THAT ENTIRE FLIGHT WAS NORMAL UNTIL GEAR HORN SOUNDED ON FINAL APPROACH AFTER A ONE HOUR FLIGHT. INDICATION WAS THAT MAIN GEAR WAS DOWN WITH NOSE GEAR REMAINING RETRACTED. THE FBO CONFIRMED THE MAIN GEAR WAS EXTENDED, BUT THE NOSE GEAR WAS RETRACTED WITH THE NOSE GEAR FARING DOORS CLOSED AND FLUSH. WHEN IT WAS DETERMINED THAT ALL AVENUES WERE EXHAUSTED THE ENIGNE WAS STOPPED. THE PROP WAS SET WITH ONE BLADE AT 12 O'CLOCK AND THE OTHER TWO AT 5 AND 7 O'CLOCK. THE LANDING WAS ACCOMPLISHED WITHOUT ENGINE ROTATION. THE AIRCRAFT RECEIVED DAMAGE TO THE NOSE GEAR DOORS, EXTERNAL SKIN DAMAGE AND SLIGHT DAMAGE TO THE KEEL. THE PROP BLADE TIPS WERE GROUND DOWN APPROX. ONE HALF OF AN INCH. THERE WERE NO INJURIES REPORTED. TELEDYNE CONTINENTAL MOTORS HAS AGREED TO SUBMIT AN M&D REPORT ON THE NOSE GEAR FAILURE. 20010217002399I (-23) THIS WAS AN INSTRUCTIONAL FLIGHT, WITH THE FLIGHT INSTRUCTOR DEMOSTRATING A LANDING. UPON TOUCHDOWN, THE AIRCRAFT BOUNCED AND VEERED TO THE LEFT. THE AIRCRAFT STRUCK A DITCH, WHICH TORE THE ALNDING GEAR OFF AND DAMAGED A WING TIP. THERE WERE NO INJURIES. THE PILOT-IN-COMMAND DID NOT HAVE THE REQUIRED 3 TAKEOFFS AND ALNDINGS WITHIN THE LAST 90 DAYS. 20010217003039I (-23) THE AIRMAN WAS TAXIING OUT OF THE HANGAR AREA. THERE WAS A CAR, TRUCK AND PEOPLE OFF TO HIS LEFT. HE WAS WATCHING THEM WHEN HIS RIGHT WING TIP STRUCK THE HANGAR WHICH CAUSED THE AIRCRAFT TO PIVOT TO THE RIGHT CAUSING THE PROP TO STRIKE THE HANGAR AND HIS LEFT WING TIP GRAZED A PICKUP WHILE PIVOTING. THE INCIDENT WAS REPORTED TO THE SHERIFF DEPT. MINOR DAMAGE TO THIS AIRCRAFT. 20010217004139A (-23) ON FEBRUARY 17, 2001 AT 1845 GMT, A PIPER PA-32R-301T, N8355L, OWNED BY LARRY HERREA,^PRIVACY DATA OMITTED^ WHILE ON AN INSTRUCTIONAL FLIGHT, ENROUTE FROM KILLEEN, TEXAS TO ALLIANCE AIRPORT (AFW) FORT WORTH, TEXAS THE AIRCRAFT HAD AN OIL PRESSURE LIGHT AND PRESSURE TO ZERO. FEW SECONDS LATER THE ENGINE SEIZED AND AN EMERGENCY ALNDING WAS MADE IN A FIELD SOUTH EAST OF AFW IN A FIELD APPROX. 1000 YARDS EAST OF I-35W AND SOUTH OF GOLDEN TRIANGLE BLVD. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED AND A FLIGHT PLAN WAS NOT FILED BY THE CREW. THE A/C SUSTAINED SUBSTANTIAL DAMAGE, THE PILOT AND SECOND PILOT SUFFERED SERIOUS INJURY AND THE PASSENGER SUFFERED MINOR INJURIES. THE PILOT HOLDS A COMMERCIAL CERTIFICATE AND THE SECOND PILOT A COMMERCAIL CERTIFICATE. THE FLIGHT ORIGINATED AT KILLEEN, TEXAS ON FEBRUARY 17, 2001 AT 1745 GMT. 20010217005449I (-23) PILOT STATED THAT HE FORGOT TO LOWER THE LANDING GEAR PRIOR TO LANDING. 20010217005889I (-23) CARBURETOR FIRE OCCURRED DURING THE SECOND ATTEMPT OF STARTING THE ENGINE, THE FIRE WAS PROBABLY CAUSED BY EXCESS RAW FUEL REMAINING IN CARBURETOR AFTER FIRST ATTEMPTED START. 20010217007079I (-23)DURING LANDING AT CABLE AIRPORT (CCB), PILOT LANDED FAST FROM HIGH APPROACH. PILOT INDUCED OSCILATION CAUSED PROP STRIKE (OF WHICH PILOT SAYS HE WAS UNAWARE). PILOT ELECTED TO GO-AROUND AND FLEW AIRCRAFT BACK TO VAN NUYS AIRPORT. PILOT COMPETENCY IN QUESTION. 44709 INITIATED. 20010217009619I (-23)N110QM WAS ENROUTE FROM BATON ROUGE LA TO BEAUMONT TX WITH 1 FLIGHT CREW MEMBER AND TWO PASSENGERS ON BOARD WHEN IT EXPERIENCED DUAL ELECTRICAL SYSTEM FAILURE. THE PILOT DIVERTED THE FLIGHT TO PALESTINE TX AND WAS NOT ABLE TO COMMUNICATE BY RADIO. AN ATTEMPT WAS MADE BY THE CREW TO MANUALLY EXTEND THE GEAR. THE PILOT HAD MECHANICAL INDICATION THAT THE GEAR WAS FULLY EXTENDED AND MADE A NORMAL APPROACH. THE NOSE GEAR COLLAPSED ON LANDING AND BOTH PROPS STRUCK THE ASPHALT RUNWAY APPROXIMATELY 50 TIMES EACH. THE AIRCRAFT SUSTAINED MINIMAL DAMAGE LIMITED TO THE NOSE GEAR AND DOORS, RADOME, BOTH PROPELLERS AND ENGINES. THERE WERE NO INJURIES SUSTAINED. 20010218001749I (-23)PIC LOST CONTROL OF AIRCRAFT, DUE TO CROSSWIND CONDITIONS UPON LANDING AT SALT LAKE CITY #2 (U42). AIRCRAFT LANDED RIGHT OF RUNWAY CENTER-LINE, WHICH IN TURN BROKE RUNWAY LIGHTS. MINOR DAMAGE TO AIRCRAFT, RIGHT WHEEL PANT, SMALL DENT IN RIGHT LEADING EDGE COVER OF WING, APPROX. 8 INCHES LONG AND SOME PROP SCRAPS (NO SUDDEN STOPPAGE OF ENGINE). RECOMMENDING AN 44709RECHECK. PILOT IS IN TOTAL AGREEMENT OF FURTHER TRAINING IN LANDING, WITH WIND CONDITIONS AND A RECHECK COMPLETED. 20010218003439A (.19)ON FEBRUARY 18, 2001, APPROX. 1440 MST, N3051U, A PIPER PA-32-300, OWNED AND OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING LANDING AT ANGEL FIRE, NEW MEXICO. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT COLORADO SPRINGS, COLORADO, APPROX. 1245. ACCORDING TO THE FAA INSPECTOR WHO WENT TO THE ACCIDENTSITE, THE AIRPLANE TOUCHED DOWN 4,500 FEET PAST THE RUNWAY 35 THRESHOLD (8,900 FEET X 100 FEET, ASPHALT), DRIFTED TO THE RIGHT, AND STRUCK A SNOWBANK AT THE 5,900-FOOT MARK. IT THEN BECAME AIRBORNE. THE PILOT FLEW NOTY, TURNED AROUND, AND LANDED ON RUNWAY 17, TOUCHING DOWN 2,750 FEET FROM THE END AND SKIDDING TO HALT 1,800 FEET FROM THE END. THE NOSE LANDING GEAR COLLAPSED, BUCKLING THE FIREWALL. UNRECORDED WIND AT THE AIRPORT REPORTEDLY WAS FROM 260 DEGREES AT 20 KNOTS, GUSTING TO 30 KNOTS. (-23) ON 2/18/01, AT APPROX. 1440 MST, THE PRIVATE PILOT/OWNER OF A PA-32-300, N3051U, ATTEMPTED A CROSSWIND LANDING AT THE ANGEL FIRE AIRPORT IN ANGEL FIRE, NM. THE WINDS WERE REPORTED 260 AT 20 WITH GUST. THE AIRCRAFT TOUCHDOWN APPROX. 4500 FEET DOWN RUNWAY 35. AT THAT TIME A GUST OF WIND HIT THE A/C CAUSING IT TO VEER TO THE RIGHT ACROSS THE RIGHT EDGE OF THE RUNWAY. THE PILOT WAS ABLE TO EXECUTE AN ABORTED LANDING AND EXECUTING A TEAR DROP PATTERN BACK TO RUNWAY 17. THE LANDING GEAR HAD BEEN SEVERLY DAMAGED. THE PILOT MADE AN EMERGENCY LANDING ON RUNWAY 17 WITH NO INJURIES TO THE PILOT OR HIS PASSENGER. THE POST LANDING INSPECTION OF THE A/C BY THE FAA REVEALED THE NOSE GEAR WAS COLLAPSED AND THE FIREWALL SUSTAINED SUBSTANTIAL DAMAGE. (.4)ON FEBRUARY 18, 2001, APPROXIMATELY 1600 MOUNTAIN STANDARD TIME, N3051U, A PIPER PA-32-300, OWNED AND OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING LANDING AT ANGEL FIRE, NEW MEXICO. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED A T COLORADO SPRINGS, COLORADO, APPROXIMATELY 1430. ACCORDING TO THE PILOT'S ACCIDENT REPORT, HE MADE AN APPROACH TO RUNWAY 35 AND APPLIED "FULL CROSS CONTROL" FOR THE CROSSWIND THAT THE AIRPORT REPORTED TO BE FROM 260 DEGREES AT 20 KNOTS AND GUSTING. AS THE AIRPLANE TOUCHED DOWN, "A STRONG GUST OF WIND" PUSHED THE AIRPLANE TO THE RIGHT SIDE OF THE RUNWAY AND THE PILOT ABORTED THE LANDING. DURING THE ABORT, THE NOSE LANDING GEAR STRUCK A 24-INCH HIGH SNOW BANK. THE PILOT TURNED AROUND AND LANDED ON RUNWAY 17. WHEN THE AIRPLANE TOUCHED DOWN, THE NOSE LANDING GEAR FOLDED AND THE AIRPLANE SKIDDED TO A HALT. ACCORDING TO THE FAA INSPECTOR'S REPORT, THE AIRPLANE TOUCHED DOWN 4,500 FEET PAST THE RUNWAY 35 THRESHOLD (8,900 FEET X 100 FEET, ASPHALT), ENCOUNTERED A GUST OF WIND, AND DRIFTED TO THE RIGHT. IT STRUCK A SNOW BANK AT THE 5,900-FOOT MARK. THE PILOT ABORTED THE LANDING AND MADE A TEARDROP TURN BACK TO RUNWAY 17. THE AIRPLANE TOUCHED DOWN 2,750 FEET FROM THE END OF RUNWAY 35 AND SKIDDED TO A HALT 1,800 FEET FROM THE END OF THE RUNWAY (SEE AIRPORT DIAGRAM). THE NOSEWHEEL WAS BENT AFT AND THE FIREWALL WAS BUCKLED. EMPLOYEES AT THE AIRPORT WITNESSED THE ACCIDENT. ONE EMPLOYEE SAID THE WIND HAD BEEN GUSTING BETWEEN 24 AND 30 KNOTS. THE PILOT "OVERFLEW 2/3 OF RUNWAY ON FIRST APPROACH AND ATTEMPTED TO LAND, DRIFTING TO THE EAST OF THE RUNWAY, NEARLY CARTWHEELING," WROTE ONE EMPLOYEE. HE ADVISED THE PILOT VIA RADIO THAT HIS NOSE LANDING GEAR HAD BEEN DAMAGED BUT THERE WAS NO RESPONSE." ACCORDING TO THE PIPER PA-32-300 PILOT'S OPERATING HANDBOOK (P. 2-7), THE DEMONSTRATED CROSSWIND 20010218004089A (-23) ACCORDING TO WITNESSES, PILOT DEPARTED WENDOVER, UT AIRPORT IN RAIN ON FEBRUARY 18, 2001, FOR A FLIGHT TO EUREKA, NV. AIRCRAFT DID NOT ARRIVE AND WAS THE SUBJECT OF A SEARCH. AIRCRAFT WRECKAGE WAS FOUND ON MARCH 5, 2001. EXAMINATION OF THE WRECKAGE INDICATED THE AIRCRAFT MOST LIKELY STRUCK THE EARTH INVERTED AND VERTICAL AT A HIGH RATE OF SPEED. 20010218004229I (-23) UNITED AIRLINES FLIGHT #1763 LANDED AT DENVER INTERNATIONAL AIRPORT IN AN EXTREMELY NOSE HIGH ALTITUDE AND EXPERIENCED A TAIL STRIKE CENTERLINE OF THE A/C AND WELL FORWARD OF THE AFT PRESSURE BULKHEAD. THE DAMAGED AREA WAS APPROX. 64" LONG BY 35" WIDE, COMPRISING OF SKIN ABRASIONS. THE BULK OF THE DAMAGE WAS A SECTION OF SKIN APPROX. 6" X 20" WHICH WAS GROUND THROUGH THE ENTIRE DEPTH OF THE SKIN ON THREE OF THE FOUR DIMENSIONS. THE DAMAGE, HOWEVER, WAS LIMITED TO SKIN ONLY. SIX REQUESTS TO UALA HAVE BEEN MADE FOR INFORMATION TO COMPLETE THE MISSING ITEMS ON THIS FORM. THE INFORMATION HAS NOT BEEN RECEIVED AS OF THIS DATE. 20010218005339I (-23) UPON LANDING RW24 (8D4) THE A/C BEGAN TO DRIFT LEFT OF CENTERLINE DUE TO A COMBINATION OF CROSSWIND (MKG-280@10EST) AND SUBSTANTIAL PATCHES OF BLACK ICE ON RUNWAY. DUE TO DRIFTED SNOW, THE A/C TRACKED FURTHER LEFT WITH THE LEFT MAIN GEAR CAME INTO CONTACT WITH A SNOWBANK ALONG THE LEFT SIDE OF THE RUNWAY. THE CONTACT CAUSED THE A/C TRACK TO TURN SHARPLY LEFT RESULTING IN A PROP STRIKE AND SIDELOAD GEAR COLLAPSE. 20010218011009A (-23)WHILE BUZZING FRIENDS AT BIG TOWNE LAKE IN FRAZEE, MN, AIRCRAFT STRUCK AND CUT AN ELECTRICAL POWER LINE. THE AIRCRAFT FLEW TO DETROIT LAKES AIRPORT, DETROIT LAKES, NM AND LANDED WITHOUT FURTHER INCIDENT. APPROXIMATELY 1/3 OF THE VERTICAL FIN HAD BEEN SEPARATED FROM THE AIRCRAFT. THERE WAS ALSO SUBSTANTIAL DAMAGE TO THE RUDDER AND VERTICAL FIN ATTACT STRUCTURE. THIS ACCIDENT WAS NOT REPORTED AND CAME TO THE ATTENTION OF THE FAA THROUGH A COMPLAINT INVESTIGATION. INITIALLY THIS ACCIDENT WAS CLASSIFIED AS AN INCIDENT. DURING THE INCIDENT INVESTIGATION THE AMOUNT OF DAMAGE WAS DICOVERED TO BE SUBSTANTIAL (MAY 15, 2001) AND THE INCIDENT WAS RECLASSIFIED AS AN ACCIDENT. (.19)ON FEBRUARY 18, 2001, AT APPROXIMATELY 1300 CENTRAL STANDARD TIME, A PIPER PA-28-140, N9714W, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING A IN-FLIGHT COLLISION WITH POWER TRANSMISSION LINES WHILE MANEUVERING NEAR DETROIT LAKES, MINNESOTA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE PROPOSED ACCIDENT TIME. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT , WHO IS PRESUMED TO BE THE SOLE OCCUPANT, DID NOT REPORT ANY INJURIES. THE FLIGHT DEPARTED FERGUS FALLS MUNICIPAL AIRPORT, FERGUS FALLS, MINNESOTA, AT EXACT TIME UNKNOWN. 20010218011409I (-23)SKYDIVER FATALITY OF ^PRIVACY DATA^. SEE ATTACHMENT 20010218011869A (-23)PILOT DEPARTED KEARNEY, NEBRASKA (EAR) VFR WITH A DESTINATION OF CHEYENNE WYOMING. ONE PASSENGER ON BOARD. APPROXIMATELY 25 MILES EAST OF EAR, THE ENGINE BEGAN RUNNING ROUGH AND BEGAN LOSING POWER. THE PILOT ELECTED TO LAND IN A CORN FIELD. THE LANDING WAS UNEVENTFUL UNTIL HE RAN INTO SOME DEEPER SNOW AT WHICH TIME THE AIRCRAFT STOOD ON ITS NOSE AND CONTINUED OVER ON ITS BACK. INVESTIGATION REVEALED EXHAUST VALVE GUIDE APPEARS TO HAVE SEIZED CONTRIBUTING TO THE ROUGH RUNNING ENGINE. 20010219001789I (-23) STUDENT PILOT ATTEMPTED A LANDING ON HARD SURFACE RUNWAY. DURING FLARE, AIRCRAFT BALLOONED. PILOT PUSHED DOWN ON YOKE RESULTING IN HARD LANDING ON NOSE GEAR. A/C BOUNCED AND NOSE GEAR SEPARATED. A/C CAME TO REST ON SIDEON RUNWAY WITH NO FURTHER DAMAGE. 20010219001909A (-23) PIC LOST CONTROL OF THE A/C DURING TAKEOFF. AS THE A/C LEFT THE GROUND, IT BEGAN DRIFTING TO THE RIGHT, AND ACCORDING TO MR. LANDRY HE FAILED TO CORRECT, WHICH RESULTED IN THE ACCIDENT. NOTE: PIC STATED THAT HE WAS PRACTICING "BALANCING ON THE MAINWHEELS", AND "CROW HOP" MANUEVERS TO BECOME FAMILAR WITH THE IN-FLIGHT HANDLING CHARACTERISTICS OF THIS A/C. 20010219002319I (-23) ON APPROACH TO RUNWAY 22 AT NEW CENTURY AIR CENTER, NEW CENTURY, KS., (IXD), THE PILOT ATTEMPTED TO INCREASE POWER, BUT THE THROTTLE WOULD NOT MOVE. THE AIRCRAFT LANDED IN A FIELD JUST SHORT OF THE RUNWAY. THERE WERE NO INJURIES TO THE PILOT OR STUDENT, AND NO DAMAGE TO THE AIRCRAFT. MAINTENANCE PERSONNEL FROM KANSAS CITY AVIATION CENTER, OLATHE KANSAS WERE DISPATCHED TO THE SCENE AND DISCOVERED THE CARBURATOR AIR VALVE SHAFT HAD SEIZED IN THE CARBURETOR, PREVENTING THROTTLE MOVEMENT. INCIDENT #CE2001IGA0025 IS CONSIDERED CLOSED WITH THIS REPORT. 20010219002419I (-23) ON APPROACH TO ASPEN PILOT STATED THAT HE HAD THREE GREEN; NORMAL LANDING; ON TOUCH DOWN THE LANDING GEAR COLLAPSED, THE UNSAFE LANDING GEAR LIGHT ILLUMINATED AND THE GEAR WARNING HORN ACTIVATED. NO INJURIES. DAMAGE TO PROPS, ENGINE, GEAR AND BOTTOM OF FUSELAGE. ASPEN TOWER AND PAX IN RIGHT SEAT OBSERVED GEAR DOWN ON APPROACH. MECHANICAL INVESTIGATION TO BE CONDUCTED AT BEEGLES AIRCRAFT, GREELEY, CO. 20010219003279I (-23)ACCORDING TO THE PILOT IN COMMAND, UPON LANDING THE LANDING GEAR COLLAPSED CAUSING MINOR DAMAGE TO THE AIRCRAFT. INVESTIGATION REVEALED THAT THE LANDING GEAR FUNCTIONED PROPERLY AND THAT THERE WAS NO DAMAGE TO THE LANDING GEAR SYSTEM. THE LANDING GEAR WAS RECYCLED 4 TIMES. THE GEAR IS DESIGNED SUCH THAT IF IT COLLAPSES ON LANDING, IT WILL NOT RETURN TO THE WHEEL WELLS. ATC CONFIRMED THAT THE LANDING GEAR WAS DOWN FOR LANDING. 20010219003389A (-23) WHILE OPERATING VFR AT NIGHT 12 MILE OFF THE COAST OF SAVANNAH, GEORGIA AT 500', THE AIRCRAFT BEGAN A RIGHT DESCENDING TURN. AIRCRAFT DISAPPEARED FROM THE RADAR AND WAS PRESUMED LOST IN THE OCEAN. THE COAST GUARD LATER RECOVERED SOME DEBRIS IN THE VICINITY OF THE LAST KNOWN POSITION. SOME REMAINS WERE RECOVERED AND SENT TO THE CORONER FOR DNA IDENTIFICATION. 20010219012309I (-23)ON FEBRUARY 19, 2001, TRANS WORLD AIRLINE'S FLIGHT 73, A BOEING 717, N2410W, DEPARTED GENERAL MITCHELL FIELD (MKE), MILWAUKEE, WI, IN VISUAL METEOROLOGICAL CONDITIONS ON A SCHEDULED PART 121 FLIGHT. AT APPROXIMATELY 1400 FEET AGL THE AIRCRAFT EXPERIENCED DEPLOYMENT OF THE RIGHT ENGINE THRUST REVERSER. THE FLIGHT CREW DECLARED AN EMERGENCY AND THE AIRCRAFT RETURNED TO MKE WITHOUT FURTHER INCIDENT. INVESTIGATION OF THE INCIDENT FOUND THAT THE RIGHT ENGINE THRUST REVERSER HAD BEEN PLACED ON THE MEL PRIOR TO THE AIRCRAFT DEPARTURE DUE TO A COCKPIT INDICATION. INSPECTION OF THE RIGHT ENGINE THRUST REVERSER DETERMINED THAT THE TWA MINIMUM EQUIPMENT AND DISPATCH PROCEDURE (MEDP) HAD NOT BEEN COMPLETED AS THE LOCK PINS REQUIRED BY MEDP 78-32-01, STEP F, HAD NOT BEEN INSTALLED. 20010219014249A (.19)ON FEBRUARY 19, 2001, ABOUT 1000 MOUNTAIN STANDARD TIME (MST), A BEECH 95-B55, N9927S, PILOTED BY A COMMERCIAL PILOT, WAS DESTROYED WHEN IT IMPACTED ROLLING TERRAIN ABOUT 5 MILES SOUTH-SOUTHEAST OF THE TOWN OF NORRIS, SOUTH DAKOTA. THE PILOT AND THE TWO PASSENGERS WERE FATALLY INJURED. THE PERSONAL FLIGHT WAS CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE AIRCRAFT RECEIVED ITS TAKEOFF CLEARANCE FROM THE RAPID CITY REGIONAL AIRPORT (RAP), RAPID CITY, SOUTH DAKOTA, AT 0929 AND WAS EN ROUTE TO THE KARL STEFAN MEMORIAL AIRPORT, NORFOLK, NEBRASKA. WEATHER REPORTING STATIONS, ALONG A DIRECT ROUTE OF FLIGHT BETWEEN THE DEPARTURE AND DESTINATION AIRPORTS, RECORDED VISUAL METEOROLOGICAL CONDITIONS. DATA FROM THE RAP AIR TRAFFIC CONTROL TOWER SHOWS THAT THE AIRCRAFT DEPARTED AT 0929 MST ON FEBRUARY 19, 2001. THE AIRCRAFT FAILED TO REACH ITS FINAL DESTINATION AND WAS REPORTED MISSING ON FEBRUARY 23, 2001. THE AIR FORCE RESCUE COORDINATION CENTER INITIATED A SEARCH AND RESCUE MISSION. THE SOUTH DAKOTA AIR NATIONAL GUARD, SOUTH DAKOTA CIVIL AIR PATROL, AND THE NEBRASKA CIVIL AIR PATROL PARTICIPATED IN THE SEARCH AND RESCUE MISSION. THE SEARCH WAS SUSPENDYD ON MARCH 16, 2001. A RANCHER FOUND THE AIRCRAFT ON MARCH 29, 2001. AN ON SCENE EXAMINATION OF THE AIRCRAFT WRECKAGE WAS STARTED ON MARCH 30, 2001. A HAND HELD GLOBAL POSITIONING SYSTEM (GPS) RECEIVER WAS USED TO DETERMINE THE LATITUDE AND LONGITUDE OF THE INITIAL IMPACT POINT. THE INITIAL IMPACT POINT WAS LOCATED AT 43 DEGREES 24.047 MINUTES NORTH LATITUDE AND 101 DEGREES 10.541 MINUTES WEST LONGITUDE. THE WRECKAGE WAS DISTRIBUTED IN A FAN SHAPED PATTERN FROM ABOUT 080 TO 130 DEGREES MAGNETIC FROM THE INITIAL IMPACT POINT. THE FURTHEST PIECE OF WRECKAGE WAS LOCATED ABOUT 540 FEET AND 115 DEGREES MAGNETIC FROM THE INITIAL IMPACT POINT. THE ENGINES AND PROPELLERS WERE FOUND ADJACENT TO THE INITIAL IMPACT POINT. THE PROPELLER HUBS WERE ABOUT 11/2TO 2 FEET BELOW GROUND LEVEL. THE EMPENNAGE WAS FOUND ABOUT 280 FEET AND 115 DEGREES MAGNETIC FROM THE INITIAL IMPACT POINT. THE HORIZONTAL AND VERTICAL STABILIZERS REMAINED ATTACHED TO THE AFT FUSELAGE SECTION. THE RUDDER WAS FOUND SEPARATED FROM THE VERTICAL STABILIZER AND WAS LOCATED ABOUT 50 FEET FROM THE EMPENNAGE PIECE. THE RIGHT ELEVATOR REMAINED ATTACHED TO THE HORIZONTAL STABILIZER. THE LEFT ELEVATOR WAS SEPARATED FROM THE HORIZONTAL STABILIZER AND WAS BROKEN AT ABOUT MID-SPAN. BOTH WING TIPS ALONG WITH NUMEROUS PIECES OF WING SKIN AND SPAR MATERIAL WERE FOUND AT THE ACCIDENT SITE. PIECES OF ALL OF THE WING CONTROL SURFACES WERE FOUND AT THE ACCIDENT SITE. THE LANDING GEAR WAS DETERMINED TO BE IN THE DOWN POSITION. THE WING FLAPS WERE DETERMINED TO BE IN THE UP POSITION. THE AIRCRAFT WAS SUBSEQUENTLY MOVED TO AN AIRPORT HANGAR WHERE A PARTIAL RECONSTRUCTION WAS PERFORMED. THE RECONSTRUCTION CONFIRMED THAT ALL OF THE AIRCRAFT CONTROL AND FLYING SURFACES WERE PRESENT AT THE ACCIDENT SITE. AN INSPECTION OF THE CONTROL SYSTEM COMPONENTS WAS PERFORMED. DUE TO THE EXTENT OF DAMAGE TO THE AIRCRAFT, THE PRE-IMPACT CONTINUITY OF THE CONTROL SYSTEM COULD NOT BE DETERMINED. ALL IDENTIFIED CONTROL SYSTEM BREAKS EXHIBITED SIGNATURES CONSISTENT WITH OVERLOAD FAILURE. BOTH ENGINE CASES WERE BROKEN AND FRAGMENTED DUE TO IMPACT FORCES. THE RIGHT CRANKSHAFT WAS BROKEN AT THE FORWARD CRANKSHAFT THROW. THE FORWARD PORTION OF THE CRANKSHAFT REMAINED ATTACHED TO THE PROPELLER HUB. THE LEFT ENGINE CRANKSHAFT WAS BROKEN JUST AFT OF THE PROPELLER MOUNTING FLANGE. THE BREAK EXHIBITED SIGNATURES CONSISTENT WITH TORSIONAL OVERLOAD. BOTH PROPELLERS WERE FOUND WITHIN THE IMPACT CRATERS AT THE ACCIDENT SITE. THE RIGHT PROPELLER HAD ONE BLADE STILL ATTACHED. THE OTHER PROPELLER BLADE HAD SEPARATED AT THE BLADE ROOT AND WAS ALSO LOCATED WITHIN THE IMPACT CRATER. THE LEFT PROPELLER WAS FOUND WITH BOTH BLADES STILL ATTACHED. ALL FOUR OF THE PROPELLER BLADES EXHIBITED VARYING DEGREES OF S-BENDING. (-23) THE PILOT AND TWO PASSENGERS DEP 20010219025909A (-23) PRACTICING HOVERING AUTO-ROTATIONS IN GRASSY SNOW BLOWN AREA. DRIFTING, LEFT REAR OF SKID DUG INTO SNOWBANK. WHILE ATTEMPTING TO LIFT OFF, SKID WAS DUG IN AND HELICOPTER ROLLED LEFT. 20010220001429I (-23) PILOT FOUND A/C HAD DEAD BATTERY WHEN TRYING TO START ENGINE FOR FLIGHT. HE USED JUMPER CABLES TO START A/C, THEN PROCEEDED TO DEPART ON FLIGHT. THE ELECTRICAL SYSTEM WAS OVERLOADED WHEN THE GEAR WAS RETRACTED AFTER TAKE-OFF. WITH NO BATTERY POWER THE ELECTRICAL RELAYS AND ALTERNATOR WERE NOT ABLE TO ACTIVATE OR MAINTAIN THE LOAD, THE ALTERNATOR DID NOT RESTART AS THE BATTERY WAS DEAD. DEPARTING WITH DEAD OR LOW BATTERY CAUSED ELECTRICAL FAILURE AND EVENTUAL NOSEGEAR COLLAPSE. 20010220001619A (-19) ON FEBRUARY 20, 2001, ABOUT 1900 HOURS PST, A PIPER PA-46-350P, N9176Z, OPERATED BY THE PILOT, WAS DESTROYED DURING COLLISION WITH TERRAIN AT PASO ROBLES, CALIFORNIA. THE PRIVATE PILOT RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. THE ACCIDENT OCCURRED DURING THE TAKEOFF AND INITIAL CLIMB FROM MAC GILLIVRAY RANCH, A PRIVATE AIRSTRIP, AND WAS DESTINED FOR SANTA ANA, CALIFORNIA. ACCORDING TO A FAMILY MEMBER, THE PILOT HAD LANDED AT MAC GILLIVRAY RANCH ABOUT 1830, DROPPED OFF A PASSENGER, AND DEPARTED ABOUT 1900 FROM THE UNLIGHTED AIRSTRIP. LOCAL AREA RESIDENTS REPORTED HEARING WHAT THEY THOUGHT TO BE AN AIRPLANE TAKING OFF FROM THE AIRSTRIP, FOLLOWED BY A LOSS OF ENGINE SOUND AND AN IMPACT OR EXPLOSION. A SEARCH WAS SUBSEQUENTLY INITIATED AND THE WRECKAGE WAS LOCATED ABOUT 0315. (-23) AIRCRAFT DEPARTED FROM A PRIVATE AIRSTRIP IN PASO ROBLES, CA, ON 02/20/2001 AT 1845 PST ENROUTE TO SANTA ANA, CA. N9176Z CRASHED UNDER UNKNOWN CIRCUMSTANCES IN A FIELD APPROXIMATELY 15 MILES WEST OF PASO ROBLES, CA. THE SOLE OCCUPANT WAS FATALLY INJURED. N9176Z WAS DESTROYED. THE WRECKAGE WAS LOCATED AT 2103 PST AND WAS THE SUBJECT OF A FAMILY CONCERNED ALNOT. VISUAL METEOROLOGICAL CONDITIONS AT THE TIME THE WRECKAGE WAS FOUND. 20010220004109A (-23) 135 TRAINING FLIGHT FOR INSTRUCTION. DURING SIMULATED MISSED APPROACH ON 1 ENGINE, AROUND 400 FEET AGL, THE AIRPLANE STARTED TO CLIMB. AS PILOT INITIATED THE CLEANUP, THE AIRPLANE BEGAN TO SINK AND POWER WAS RESTORED TO THE OTHER ENGINE BUT CONTINUED TO SINK, HITTING THE GROUND WINGS LEVEL WITH FULL POWER ON BOTH ENGINES. AIRPLANE SLID APPROX. 1000 FEET. ICE WAS NOTED ON LE OF WING AND HORIZONTAL STABILIZER DEICE BOOTS FULL LENGTH. ICE RANGED FROM APPROX. 1/64 TO 1/16 INCH THICK AND ENVELOPED A TOTAL BAND WIDTH RANGING FROM APPROX. 2 TO 4 INCHES. HEAVY ICE ACCUMULATION OF APPROX. 3/4 INCH WAS NOTED ON UNPROTECTED WING ROOT LEADING EDGES. GEAR AND FLAPS WERE BOTH IN THE FULLY RETRACTED POSITION AT IMPACT. 20010220004789I (-23) ON FEBRUARY 20, 2001 ABOUT 1230 EST, A ROCKWELL INTERNATIONAL N2BZ DEPARTED TAMPA INBOUND TO SARASOTA. PILOT NOTED A GEAR UNSAFE WARNING LIGHT AND NO GREEN LIGHT FOR THE NOSE GEAR. PILOT NOTIFIED SRQ TOWER AND REQUESTED A FLY BY. THE TOWER STATED THE MAIN GEAR LOOKED DOWN AND LOCKED THE NOSE GEAR APPEARED PARTIALLY DOWN AND TURNED TO THE RIGHT. PILOT DIVERTED TO 48X BECAUSE IT HAS A GRASS STRIP TO MINIMIZE DAMAGE. A/C LANDED WITH NOSE GEAR PARTIALLY EXTENDED. THE A/C IS OPERATED BY AIR CARRIERS INC. AND WAS ON A CFR PART 135 FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN WAS FILED FOR THE FLIGHT TO SARASOTA, FL. THE PILOT WAS NOT INJURED AND THE AIRPLANE SUSTAINED MINOR DAMAGE. 20010220013879I (-23) COLGAN AIR FLIGHT NUMBER 8722 WAS ON A MAINTENANCE REPOSITION FLIGHT WITH THE LANDING GEAR PINNED DOWN FROM WASHINGTON DULLES (IAD) TO MANASSAS AIRPORT (HEF). TOUCHDOWN WAS NORMAL. THE PILOT WENT INTO REVERSE AS THE AIRCRAFT STARTED TO VEER OFF CENTERLINE AT APPROXIMATELY 15 DEGREE ANGLE. THE PILOT TRIED DIFFERENTIAL BRAKING, NOSE WHEEL STEERING AND WAS UNABLE TO KEEP THE SAAB 340 ON THE RUNWAY. THE BRAKES, ANTI-SKID, AND NOSE WHEEL STEERING WERE TESTED BY MAINTENANCE WITH NO DEFECTS FOUND. THE TIRES AND HUBS WERE REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20010221001439I (-23)ATTACHED STATEMENT 20010221002379I (-23) ENROUTE FROM LAX TO ORD DIVERTED TO ICT DUE TO SMOKE IN COCKPIT. CONTRACT MAINTENANCE, EXECUTIVE AIRCRAFT CORP., FOUND RECIRCULATION FAN CIRCUIT BREAKER POPPED AND WOULD POP WHEN POWER WAS APPLIED TO FAN ASSY. COLLARED CIRCUIT BREAKER, TURNED ENGINES, NO FUMES, DEFERRED AS PER AMERICAN'S AIRCRAFT FERRIED OUT 02-22-01. 20010221002659I (-23) AT 0816 LCL A/C BEING MARSHALLED INTO THE GATE WHEN RIGHT WING AILERON CONTACTED BLAST FENCE CAUSING ENOUGH DAMAGE FOR THE AILERON TO BE REPLACED. PROCEDURES AT THE AIR CARRIERS'S OPERATION ARE BEING INVESTIGATED BY THIS OFFICE. 20010221002949I (-23) ON 2/21/01 AT 2017 EST, A CESSNA CE-412C, S/N 421-CO093, REGISTERED TO THE CARDINAL CONSTRUCTION MANAGEMENT CORP., LANDED ON RUNWAY 32 AT BUFFALO INTERNATIONAL AIRPORT, NY AFTER REPORTING AN UNSAFE LANDING GEAR INDICATION. THE PILOT RECYCLED THE GEAR THREE TIMES, THEN, AFTER BANKING THE AIRCRAFT TO PUT A SIDE LOAD ON IT, THE RIGHT LANDING GEAR LOCKED, AND THE INDICATOR LIGHT WENT GREEN. THERE WAS NO DAMAGE TO THE AIRCRAFT AND IT LANDED WITHOUT INJURY TO THE PILOT OR THE PASSENGER. MAINTENANCE PERSONNEL FOUND A STICKY VALVE IN THE RIGHT GEAR UNLOCK ACTUATOR. AFTER REPLACING THE ACTUATOR, SERVICING THE HYDRAULIC SYSTEM AND CHECKING THE LANDING GEAR SYSTEM, THEY RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010221003359A ON FEBRUARY 21, 2001, AT APPROX. 1113 LOCAL TIME, A MCDONNELL DOUGLAS 600N (HELICOPTER), N606BP, OPERATED BY US BORDER PATROL SEVERED IT'S TAIL BOOM DURING LANDING AT BROWNFIELD, CA. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED. THE HELICOPTER WAS BEING OPERATED PUBLIC USE UNDER 14 CFR PART 91. A CCORDING TO US BORDER PATROL THE PILOT WAS RECEIVING REFRESHER TRAINING. HE PERFORMED A RUN-ON LANDING WHILE SIMULATING A STUCK RIGHT PEDAL CONDITION. THE HELICOPTER AIRSPEED WAS SLOWER THAN PLANNED. THE TOUCHDOWN WAS SMOOTH. DURING RUN OUT A MAIN ROTOR BLADE CONTACTED THE TAIL BOOM. THIS ACCIDENT IS NOT RELATED TO A NMAC OR PILOT DEVIATION. (NARRATIVE FROM 8020-23) (.19)ON FEBRUARY 21, 2001, ABOUT 1113 HOURS PST, A MCDONNELL DOUGLAS 600N (HELICOPTER), N606BP, OPERATED BY THE U.S. BORDER PATROL, SEVERED ITS TAIL BOOM DURING LANDING ON TAXIWAY A AT BROWN FIELD, SAN DIEGO, CA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A COMPANY FLIGHT PLAN WAS FILED FOR THE PUBLIC USE INSTRUCTIONAL FLIGHT. THE HELICOPTER WAS SUBSTANTIALLY DAAMGED. NEITHER OF THE AIRLINE TRANSPORT CERTIFICATED PILOTS WERE INJURED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM THE AIRPORT ABOU ABOUT 1045. ACCORDING TO THE PILOT WHO WAS RECEIVING REFRESHER TRAINING, HE PERFORMED A RUN ON LANDING WHILE SIMULATING A STUCK RIGHT PEDAL CONDITION. THE HELICOPTERS AIRSPEED DECREASED FROM 60 TO 50 KNOTS, WHICH WAS A LITTLE SLOWER THAN PLANNED. NO LOW ROTOR WARNING HORN WAS HEARD. THE TOUCHDOWN WAS SMOOTH. DURING THE RUN OUT, A MAIN ROTOR BLADE CONTACTED THE TAIL BOOM. (.4) DURING THE LANDING SLIDE, THE MAIN ROTOR BLEW BACK, CONTACTED THE TAIL BOOM, AND SEVERED IT. THE FLIGHT PURPOSE WAS REFRESHER TRAINING AND THE SPECIFIC MANEUVER AT THE TIME OF THE ACCIDENT WAS TRAINING IN THE PROCEDURE FOR A STUCK (FIXED) RIGHT PEDAL. ACCORDING TO THE FLIGHT CREW, THERE WERE NO MECHANICAL DISCREPANCIES WITH THE HELICOPTER. A RUN-ON LANDING WITH THE FIXED RIGHT PEDAL WAS MADE TO THE 260-DEGREE TAXIWAY. THE WIND REPORTED AT THE AIRPORT ABOUT 14 MINUTES AFTER THE ACCIDENT WAS 330 DEGREES AT 6 KNOTS. THE PILOTS REPORTED THAT THE WIND WAS 310 DEGREES AT 6 TO 8 KNOTS WITH GUSTS TO 12 KNOTS. ACCORDING TO INFORMATION PROVIDED BY THE FLIGHT CREW, THE TRAINING PILOT ACCOMPLISHED THE MANEUVER: ALIGNED WITH THE RUNWAY HEADING WITH AN AIRSPEED BETWEEN 55-65 KNOTS; THE INSTRUCTOR PILOT (IP) HELD RIGHT PEDA L TO INDUCE A 10-DEGREE RIGHT YAW; TOUCHDOWN WAS ESTIMATED TO OCCUR ABOUT 30-40 KNOTS; THE LOW ROTOR RPM HORN WAS "ON" AT OR NEAR TOUCHDOWN, BUT THE ROTOR SPEED WAS NOT NOTED; THE COLLECTIVE WAS POSITIONED AT SOME POINT ABOVE HALF TRAVEL; CYCLIC WAS SLIGHTLY FORWARD OF NEUTRAL; SHORTLY AFTER TOUCHDOWN BOTH PILOTS FELT THE MAIN ROTOR STRIKE THE TAIL BOOM; DIRECTIONAL CONTROL WAS LOST AND THE HELICOPTER ROTATED ABOUT 220 DEGREES NOSE RIGHT BEFORE COMING TO REST, UPRIGHT. THE MANUFACTURER INDICATED THAT MAIN ROTOR/TAIL BOOM CONTACT FROM BLOWBACK OF THE MAIN ROTOR MAY RESULT FROM FORWARD VELOCITY AND LOW/DECAYING MAIN ROTOR RPM (ADVANCE RATIO) DUE TO A HIGH COLLECTIVE POSITION DURING THE GROUND RUN-OUT PHASE FOLLOWING THE 30-KNOT PLUS TOUCHDOWN. THE BLOWBACK CONDITION IS EXACERBATED BY THE HIGH ANGLE PITCH SETTING WHICH CAUSES BLADE STALL OVER A LARGE PORTION OF THE ROTOR DISK. A BLOWBACK CONDITION IS PRESENT IN ALL HELICOPTERS. IT MAY BE MORE PRONOUNCED IN THE MD600N (VERSUS THE 500N) DUE TO GREATER HELICOPTER GROSS WEIGHT, REDUCED FLARE/DECELERATION CAPABILITIES BECAUSE OF TAIL BOOM LENGTH AND INSTALLATION ANGLE, AND THE INCREASED SURFACE OF THE ADDITIONAL MAIN ROTOR BLADE RESULTING IN A MORE RAPID DECAY OF MAIN ROTOR RPM. A CAUTION IN THE HELICOPTER'S ROTORCRAFT FLIGHT MANUAL SPECIFIES FOR PRACTICE AUTOROTATION LANDINGS TO AVOID CONDITIONS OF ROTOR RPM (NR) LESS THAN 60 PERCENT WITH HEADWINDS ACROSS THE ROTOR GREATER THAN 30 KNOTS DURING TOUCHDOWN AUTOROTATIONS. THESE CONDITIONS DURING TOUCHDOWN AND SUBSEQUENT GROUND SLIDE, CAN LEAD TO EXCESSIVE ROTOR BLOWBACK, REDUCTION IN 20010221003509A (-19) ON FEBRUARY 21, 2001, AT 0705 CST, A CESSNA 172H, N733SS, OPERATED BY AIRGO, INC., WAS DESTROYED WHEN IT IMPACTED TERRAIN 1.2 MILES FROM THE CENTRALIA MUNICIPAL AIRPORT (ENL), CENTRALIA, ILLINOIS ON A MAGNETIC BEARING OF 003 DEGREES FROM THE AIRPORT. THE CERTIFICATED FLIGHT INSTRUCTOR (CFI) AND STUDENT WERE FATALLY INJURED. THE 14 CFR PART 91 FLIGHT DEPARTED FROM ENL AT APPROX. 0615 ON A LOCAL INSTRUCTIONAL FLIGHT. NO FLIGHT PLAN WAS FILED. THE 0655 OBSERVED WEATHER AT MR. VERNON, ILLINOIS, LOCATED 19 MILES SOUTHEAST OF ENL, WAS: WINDS 020 AT 7 KNOTS, 10 MILES VISIBILITY, CLEAR, TEMPERATURE 27 DEGREES F, DEW POINT 13 DEGREES F, ALTIMETER 30.50. A WITNESS REPORTED SEEING THE AIRPLANE TRAVELING TOWARD HIM FROM WEST TO EAST. THE WITNESS REPORTED HEARING THE AIRPLANE'S ENGINE INITIALLY, AND THAT THE ENIGNE WAS AT A LOW POWER SETTING. HE REPORTED THE AIRPLANE WAS LOW, ABOUT 500 FEET, AND THE AIRSPEED WAS SLOW. HE REPORTED THE AIRPLANE WAS IN S STEEP ANGLE OF BANK AND IN A TURN TO THE RIGHT. AFTER ABOUT 270 DEGREES OF TURN, THE NOSE OF THE AIRPLANE CAME UP AND THE AIRPLANE BECAME INVERTED. THE NOSE OF THE AIEPLANE THEN WENT DOWN. HE REPORTED THE NOSE OF THE AIRPLANE STARTED COMING UP AND THE AIRPLANE LOOKED LIKE IT WAS GOING TO RECOVER WHEN HE LOST SIGHT OF THE AIRPLANE BEHIND A TREE LINE. HE REPORTED HEARING THE AIRPLANE'S ENGINE REVVING TO FULL POWER. THEN HE HEARD THE AIRPLANE IMPACT THE TERRAIN APPROX. 1/4 MILE AWAY. THE CFI WAS A COMMERCAIL RATED PILOT WITH SINGLE AND MULTI-ENGINE AIRPLANE LAND AND INSTRUMENT PILOT RATINGS. HE HELD INSTRUCTOR RATINGS FOR SINGLE AND MULTI-ENGINE LAND AIRPLANES AND AN AIRPLANE INSTRUMENT INSTRUCTOR RATING. THE CFI WAS A CITIZEN ON THE UNITED KINGDOM. (-23) ON 02/21/01, AT 0705 CST, A CESSNA 172H, N733SS, OPERATED BY AIRGO, INC., WAS DESTROYED WHEN IT IMPACTED TERRAIN 1.2 MILES FROM THE CENTRALIA MUNICIPAL AIRPORT, CENTRALIA (ENL), IL ON A MAGNETIC BEARING OF 003 DEGREES FROM THE AIRPORT. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PILOT WERE FATALLY INJURED. THE 14 CFR PART 91 FLIGHT DEPARTED FROM ENL AT APPROXIMATELY 0615 ON A LOCAL INSTRUCTIONAL FLIGHT. NO FLIGHT PLAN WAS FILED. A WITNESS REPORTED SEEING THE AIRPLANE TRAVELING TOWARD HIM FROM WEST TO EAST. THE WITNESS REPORTED HEARING THE AIRPLANE'S ENGINE INITIALLY, AND THAT THE ENGINE WAS AT A LOW POWER SETTING. HE REPORTED THE AIRPLANE WAS LOW, ABOUT 500 FT, AND THE AIRSPEED WAS SLOW. HE REPORTED THE AIRPLANE WAS IN A STEEP ANGLE OF BANK AND IN A TURN TO THE RIGHT. AFTER ABOUT 270 DEGREES OF TURN, THE NOSE OF THE AIRPLANE CAME UP AND THE AIRPLANE BECAME INVERTED. THE NOSE OF THE AIRPLANE THEN WENT DOWN. HE REPORTED THE NOSE OF THE AIRPLANE STARTED COMING UP AND THE AIRPLANE LOOKED LIKE IT WAS GOING TO RECOVER WHEN HE LOST SIGHT OF THE AIRPLANE BEHIND A TREE LINE. HE REPORTED HEARING THE AIRPLANE'S ENGINE REVVING TO FULL POWER. THEN HE HEARD THE AIRPLANE IMPACT THE TERRAIN APPROXIMATELY 1/2 MILE AWAY. 20010221005189I (-23) A/C HAD ELECTRICAL FAILURE WHEN LANDING GEAR WAS PLACED IN THE UP POSITION. FLY-BY INDICATED THAT GEAR WAS DOWN. GEAR COLLAPSED ON LANDING. 20010221005299I (-23) AS A/C WAS BEING MARSHALLED TO PARKING, LEFT WING TIP STRUCK HANGAR WALL CAUSING MINOR DAMAGE TO STROBE LIGHT LENS, AND ASSEMBLY, AS WELL AS SURROUNDING WING TIP PANEL. 20010221005369I (-23) LANDING GEAR WOULD NOT RETRACT AFTER TAKEOFF. A/C RETURNED TO FORT WAYNE. LANDED WITHOUT INCIDENT. MAINTENANCE SERVICED NOSE GEAR CENTERING STRUT, A/C RETURNED TO SERVICE. SEE SDR REPORT #XN01004. 20010221006509I Y-23) A/C LANDED ONE PERSON ON BOARD, APPROX. 500 FT OF TIRE MARKS, 850 TO 900 FT OF PROP STRIKES WITH A TOTAL OF 1080 FT OF TRAVEL OVERALL. GEAR HANDLE WAS IN THE UP POSITION. A/C WAS RAISED WITH A CRANE GEAR HANDLE PLACED IN THE DOWN POSITION, GEAR LOWERED AND LOCKED. A/C SET ON GROUND AND TOWED INTO HANGER. RETRACTION TEST AND INSPECTION REVEALED NO MECHANICAL IRREGULARITIES. PILOT TO RECEIVE 44709. 20010222002629I (-23) INCIDENT NUMBER:IEA092001005 AIRCRAFT MADE A HARD LANDING ON RUNWAY 23 AT THE ELKINS AIRPORT (EKN) AFTER COMPLETING A GPS APPROACH AT NIGHT. THIS REPORT CLOSES THIS INCIDENT. 20010222002889I (-23) ON THURSDAY, FEBRUARY 22, 2001, AT 1500 LOCAL, AFTER A FLIGHT, THE PILOT OF A PA-28, N201SP, WAS TAXING BACK TO HIS T-HANGAR WHEN THE RIGHT WING CAME IN CONTACT WITH THE CORNER OF THE HANGAR CAUSING DAMAGE TO THE WING TIP AND INBOARD ABOUT 2 FEET. THE PILOT WAS DISTRACTED BY A DIRT PILOT ON THE LEFT SIDE OF THE RAMP. AIRCRAFT DAMAGE IS MINOR AND WILL BE REPAIRED. THIS INSPECTOR RECOMMENDS THAT THE OWNER OF THE T-HANGARS REMOVE THE DIRT PILE, ILLUMINATE THE CORNER OF THE BUILDING AND PAINT A CENTER LINE ON THE RAMP. THE PILOT WILL BE COUNSELED BY THIS OFFICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010222004879I (-23) ON FEBRUARY 21, 2001, AT 2100 EST, A CESSNA 210, N6300P, REGISTERED TO AEROJET SERVICE CENTER INC. LOST ENGINE POWER AT 9000 FEET AND DIVERTED TO ARCADIA MUNICIPAL AIRPORT, FL WHILE ON A FLIGHT FROM MILTON, FL. TO NAPLES, FL. ON LANDING AT ARCADIA MUNICIPAL AIRPORT MUNICIPAL, THE PILOT INITIALLY TOUCHED DOWN A 2300 FT. ON THE LEFT SIDE OF THE RUNWAY, THE ARCADIA RUNWAY IS 3700 FT. THE PILOTS VISION WAS OBSCURED BY ENGINE OIL ON THE WINDSCREEN. THE A/C BOUNCED AND THE LEFT MAIN AND NOSE GEAR CONTACTED THE GRASS. THE NOSE STRUT HIT A HOLE ON THE LEFT EDGE OF THE RUNWAY AND A RUNWAY LIGHT CAUSING THE NOSE STRUT TO COLLAPSE. THE A/C DEPARTED RUNWAY AND CAME TO REST 300 FT INTO THE GRASS OFF RUNWAY 23. NO INJURIES TO THE PILOT OR PASSENGER. SUBSEQUENT INVESTIGAITON FOUND THE NUMBER 6 CYLINDER FAILED AND SHEARED AWAY FROM THE ENGINE CASE. 20010222005949I (-23) WHILE IN CRUISE PILOT NOTICED SLIGHT FLUCTUATION OF LEFT ENGINE TORQUE. APPROX. 3 SECONDS LATER LEFT PROPELLOR STOPPED TURNING AND ENGINE SEIZED. PILOT RETURNED TO FCM. TEARDOWN OF ENGINE BY STANDARD AERO CONCLUDED PROBABLE FIRST STAGE SUN GEAR FAILURE. 20010223001669A (-23) A/C WAS BEING OPERATED BY AIR 2, LLC UNDER FAR 133 WHILE CONDUCTING MMAINTENANCE AND INSPECTION OF HIGH VOLTAGE POWER LINES. THE LINEMAN HAD JUST TRANSFERRED FROM THE EXTERNAL PLATFORM ON THE HELICOPTER TO A WOODEN POLE. AS THE HELICOPTER MOVED AWAY FROM THE POLE LATERALLY, THE PILOT STATED HE FELT A TUG IN THE HELICOPTER. HE STATED HE WAS IN THE PROCESS OF STOPPING THE HELICOPTER AND LOOKED BACK TOWARD THE POLE/LINEMAN. HE SAID HE OBSERVED THE LINEMAN FALLING FROM THE POLE. WITNESSES STATED THAT THE LINEMAN APPEARED TO BE ATTACHED TO THE HELICOPTER BY SOMETHING, HIS FALL STOPPING MOMENTARILY THEN CONTINUING UNTIL IMPACT WITH THE GROUND. ONE OF THE PLATFORM BRACE 5/16" ROD END BOLTS WAS FOUND TO BE BROKEN OFF AT THE PLATFORM ATTACHMENT POINT. REPORTEDLY THIS HAD BEEN USED AS A POINT TO ATTACH THE SAFETY BELT TEETHER STRAP. THE SAFETY BELT WAS FOUND IN GOOD CONDITION. (.19) ON FEBRUARY 23, 2001, ABOUT 1300 CENTRAL STANDARD TIME, A BOEING 369D, N58377, REGISTERED TO HELICOPTEROS ATUNEROS, INC. OPERATED BY AIR #2, LLC, AS A TITLE 14 CFR PART 133, POWER LINE TOWER INSPECTION FLIGHT, SUFFERED A LINEMAN FALL TO DEATH NEAR INDIALOLA, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE COMMERCIALLY RATED HELICOPTER PILOT WAS NOT INJURED AND THE ROTORCRAFT WAS NOT DAMAGED. THE FLIGHT DEPARTED THE INDIANOLA AIRPORT ABOUT 1 HOUR BEFORE THE ACCIDENT. ACCORDING TO AN FAA INSPECTOR, IT WAS THE COMPANY'S PROCEDURE TO HAVE THE EXTERNALLY TETHERED LINEMAN TRANFER FROM THE ROTORCRAFT PLATFORM TO THE TOP OF THE TOWER, TRANSFER HIS SAFETY HARNESS SECURING POINT FROM THE ROTORCRAFT TO THE TOWER, AND THEN STOW THE STATIC DISCHARGE LINE INTO A CANVAS POUCH ON THE ROTORCRAFT PLATFORM. WHEN THE PILOT SEES THE STATIC LINE IN THE CANVAS POUCH, THAT IS HIS CUE TO BACK AWAY. SHOMEHOW THE SEQUENCE GOT INTERRUPTED, THE HELICOPTER BACKED AWAY WHILE THE LINEMAN WAS STILL TETHERED TO THE AIRCRAFT, PULLING HIM OFF THE TOWER, AND THE TETHER ATTACHMENT AT THE AIRCRAFT FAILED. (.4) ON FEBRUARY 23, 2001, ABOUT 1300 CENTRAL STANDARD TIME, A BOEING 369D, N58377, REGISTERED TO HELICOPTEROS ATUNEROS, INC., OPERATED BY AIR #2, LLC, AS A TITLE 14 CFR PART 133, POWER LINE TOWER INSPECTION FLIGHT, SUFFERED A LINEMAN FALL TO HIS DEATH NEAR INVERNESS, MISSISSIPPI. VISUAL METEOROLOGI CAL CONDITIONS PREVAILED AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE COMMERCIALLY RATED HELICOPTER PILOT WAS NOT INJURED, AND THE ROTORCRAFT WAS NOT DAMAGED. THE FLIGHT DEPARTED THE INDIANOLA AIRPORT ABOUT 0800, AND WAS STAGING OUT OF A LANDING ZONE NAMED LZ 397. THE MOST RECENT DEPARTURE OF THE HELICOPTER WAS FROM LZ 397 AT 1130. ACCORDING TO AN FAA INSPECTOR, IT WAS THE COMPANY'S PROCEDURE TO IN-FLIGHT TRANSFER THE SAFETY TETHERED LINEMAN FROM THE HELICOPTER'S EXTERNAL PLATFORM TO THE POWERLINE POLE OR STRUCTURE USING THE SAME SEQUENTIAL PROCEDURE EVERY TIME. THE PROCEDURE WAS: (1) THE LINEMAN TRANSFERS THE STATIC DISCHARGE GROUND CABLE AND CLAMP FROM A CANVAS POUCH MOUNTED ON THE HELICOPTER PLATFORM TO THE POLE OR STRUCTURE, (2) HE UNPLUGS HIS INTERCOM, (3) HE UNFASTENS HIS LAPBELT CONNECTED TO THE PLATFORM, (4) HE TRANSFERS TO THE POLE USING HIS POLE CLIMBING SPIKES TO HOLD HIS WEIGHT, (5) HE TRANSFERS HIS SAFETY HARNESS FITTING FROM THE HELICOPTER TO THE POLE, (6) HE STOWS THE STATIC DISCHARGE CABLE BACK INTO THE POUCH. WHEN THE PILOT SEES THE STATIC CABLE RETURNED TO THE CANVAS POUCH, THAT IS HIS CUE TO BACK THE HELICOPTER AWAY. SOMEHOW THE SEQUENCE GOT INTERRUPTED, THE HELICOPTER BACKED AWAY WHILE THE LINEMAN WAS STILL TETHERED TO THE AIRCRAFT, PULLING HIM OFF THE STRUCTURE, AND THE TETHER ATTACHMENT AT THE AIRCRAFT FAILED. CLOSER INSPECTION BY THE FAA INSPECTOR REVEALED THAT THE SAFETY HARNESS ATTACHMENT DESIGNED FOR SECURING THE TETHER TO THE HELICOPTER WAS NOT AS CONVENIENT AS A PLATFORM MOUNTING STRUT, AND THE LINEMAN WAS USING THE STRUT INSTEAD. THE STR 20010223002389I (-23) PILOT LANDING 16R, WIND 250@5 TO 10, ON LANDING, PILOT DEPARTED RUNWAY TO THE RIGHT INTO THE MUD. NO INJURIES, FAA WAS ALREADY ON SCENE AND WITNESSED THE INCIDENT. MINOR DAMAGE, LANDING GEAR BENT, WOULD NOT RECYCLE. 20010223003029I (-23) N3580X A PIPER NAVAJO WAS LANDING AT SAN LUIS OBISPO (SBP) AIRPORT AT APPROX 1609 PST. THE PILOT NOTICED JUST BEFORE HE LANDED THAT THE GEAR WAS NOT DOWN SO HE APPLIED POWER TO DO A GO-AROUND. WHILE HE WAS CLIMBING OUT, BOTH PROPELLERS STRUCK THE GROUND, THE PILOT CONTINUED HIS GO-AROUND AND LANDED BACK AT (SBP) A COPY OF THIS REPORT HAS BEEN GIVE TO OPERATIONS UNIT FOR FURTHER ACTION. 20010223003109A (-19)ON FEBRUARY 23, 2001 AT 0845 HOURS MST, A SCHNEIDER STARDUSTER 300 SA300, N1173, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED TO AVOID A TRUCK, STRUCK A BUSH, AND CAME TO REST INVERTED WHILE TAKING OFF FROM WILLIAMS VALLEY ROAD, NEAR CHINO VALLEY, ARIZONA. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY A PRIVATE OWNER, AND FLOWN BY AN AIRLINE TRANSPORT PILOT, WHO WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS DEPARTING AT THE TIME OF THE ACCIDENT. THE PILOT WAS INTERVIEWED BY NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATORS. HE STATED HE HAD LANDED THE PREVIOUS DAY ON THE ROAD, DUE TO A BROKEN THROTTLE LINKAGE. ON THE MORNING OF THE ACCIDENT, THE PILOT, AIRPLANE OWNER, AND A MECHANIC RETURNED TO REPAIR THE LINKAGE. WHEN THE REPAIRS WERE COMPLETED, THE OWNER AND MECHANIC CLEARED THE ROAD FOR TAKEOFF. DURING THE TAKEOFF ONE OF THE VEHICLES DRIFTED INTO THE ROAD, THE PILOT REALIZED HE WOULD BE UNABLE TO CLEAR THE VEHICLE, AND VEERED RIGHT TO AVOID IT. THE RIGHT WING STRUCK A BUSH ON THE SIDE OF THE ROAD, THE AIRPLANE NOSED OVER, AND CAME TO REST INVERTED. (-23) PILOT LANDED ON RURAL ROAD DUE TO THROTTLE CABLE FAILURE-WHEN TAKING OFF AFTER REPAIRS WERE MADE A AUTO APPEARED ON THE ROAD. THE PILOT TRIED TO AVOID THE CAR LOST CONTROL AND FLIPPED THE A/C OVER. (.4) ON FEBRUARY 23, 2001 AT 0845 HOURS MOUNTAIN STANDARD TIME, A SCHNEIDER STARDUSTER 300 SA300, N1173, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED TO AVOID A TRUCK, STRUCK A BUSH, AND CAME TO REST INVERTED WHILE TAKING OFF FROM WILLIAMS VALLEY ROAD, NEAR CHINO VALLEY, ARIZONA. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY A PRIVATE OWNER, AND FLOWN BY AN AIRLINE TRANSPORT PILOT, WHO WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS DEPARTING AT THE TIME OF THE ACCIDENT. THE PILOT WAS INTERVIEWED BY NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATORS. ACCORDING TO THE INVESTIGATOR'S RECORD OF TELEPHONE CALL, THE PILOT STATED THAT, ON THE PREVIOUS DAY, HE HAD LANDED ON THE ROAD DUE TO A BROKEN THROTTLE LINKAGE. ON THE MORNING OF THE ACCIDENT, THE PILOT, AIRPLANE OWNER, AND A MECHANIC RETURNED TO REPAIR THE LINKAGE. WHEN THE REPAIRS WERE COMPLETED, THE OWNER AND MECHA NIC CLEARED THE ROAD FOR TAKEOFF. DURING THE TAKEOFF ONE OF THE VEHICLES DRIFTED INTO THE ROAD. THE PILOT REALIZED HE WOULD BE UNABLE TO CLEAR THE VEHICLE AND VEERED RIGHT TO AVOID IT. THE RIGHT WING STRUCK A BUSH ON THE SIDE OF THE ROAD, THE AIRPLANE NOSED OVER, AND CAME TO REST INVERTED. IN HIS WRITTEN ACCIDENT REPORT, FORM 6120.1/2, THE PILOT REPORTED THAT A CAR WAS DRIVEN ONTO THE ROAD, TO BLOCK TRAFFIC, AFTER THE AIRCRAFT WAS ALIGNED FOR TAKEOFF. BECAUSE THE AIRPLANE WAS TAIL WHEEL EQUIPPED, THE PILOT COULD NOT SEE THAT THE CAR WAS ON THE ROAD. ONCE THE TAKEOFF HAD STARTED, AND THE TAIL RAISED, THE ENGINE POWER BEGAN TO DIMINISH. AN ABORTED TAKEOFF WAS ATTEMPTED, HOWEVER, TO AVOID COLLIDING WITH THE CAR, THE PILOT STEERED THE AIRPLANE OFF THE ROAD. THE MAIN LANDING GEAR ENTERED A DEPRESSION AND THE AIRPLANE NOSED OVER. THE PILOT REPORTED THAT THE REASON FOR THE POWER REDUCTION WAS NOT DETERMINED. 20010224002639I (-23) WHILE CRUISING AT 29,000 FT, ENROUTE TO PHILADELPHIA, SMOKE WAS SEEN AND SMOKE SMELL WAS EVIDENT COMING FROM ROW 23 OVERHEAD VENTS. CAPTAIN DIVERTED TO ORF. LOCAL COMPANY MAINTENANCE FOUND A SEIZED FORWARD CARGO BAY RECIRCULATION FAN, BUT NO EVIDENCE OF FIRE. FAN DEFERRED PER MEL 21-31-B, CONTROL #2469C06. AIRCRAFT RETURNED TO SERVICE. 20010224002649I (-23)RETURNED TO LAND AFTER TAKEOFF, SMOKE SMELL IN REAR CABIN. LOG PAGE #F210671, DISC. #18: "ACRID SMOKE SMELL IN AFT CABIN. NO SMOKE VISIBLE." CORRECTIVE ACTION: "INSPECTED AFT CABIN AREA FOR EVIDENCE OF SMOKE OR BURNING MATERIAL-NONE FOUND. POWERED UP AIRCRAFT SYSTEMS, INCLUDING THE LEFT AND RIGHT PACKS AND AFT COFFEE MAKER. VISUALLY INSPECTED ALL AFT AREA FOR EVIDENCE OF SMOKE OR ELECTRICAL SPARKING, NONE FOUND. ALL SYSTEMS CHECK "OK". SAME PAGE, DISC. #19: "LANDING 101,000 #S, MINIMUM RATE OF DESCENT." CORRECTIVE ACTION: "PERFORMED VISUAL INSPECTION OF FUSELAGE, MAIN AND NOSE LANDING GEAR, TO INCLUDE TIRE RIMS AND BRAKE ASSYS, WING AND PYLON AREAS FOR EVIDENCE OF BUCKLING, WRINKLES AND DISTORTION-NONE FOUND. CHECK TIRE PRESSURES, AND STRUTS FOR LEAKS-NONE FOUND. PERFORMED INSPECTION IAW DC-9 MM 5-51-0." AIRCRAFT RETURNED TO SERVICE AND REPOSITIONED TO ATL THE FOLLOWING MORNING. CONTRACT MECHANIC RAN ALL SYSTEMS (AIR CONDITIONING/HEATING, ELECTRICAL, GALLEY, LIGHTS) AND ENGINES FOR A COMBINED TOTAL OF 3 HOURS, AND WAS UNABLE TO DUPLICATE THE SMELL. HE THOROUGHLY INSPECTED THE LAVATORY TRASH CONTAINERS-NO BURNT MATERIALS WERE FOUND. SUSPECTED BURNT SPILLED COFFEE, BUT WAS UNABLE TO CONFIRM. 20010224002699I (-23) AT 0032E A/C LANDED & WHILE TAXIING TO RAMP PILOT REPORTED SMOKE IN A/C. CRF RESPONDED AND PAX EVACUATED. MAINT. DISCOVERED THAT THE RUDDER S/O VALVE "O RING" DEVELOPED A LEAK, THE SKYDROL PUDDLED AT LOWER FUSELAGE. THE CREW STARTED THE APU WHILE TAXIING & THE HYDRAULIC FLUID ENTERED THE AIR CONDITIONING SYSTEM CAUSING THE SMOKE IN THE CABIN. MAINTENANCE DISCOVERED THAT AN "O RING" IN THE RUDDER S/O VALVE DEVELOPED A LEAK. MAINTENANCE REPLACED THE O RING, PERFORMED A LEAK & OPS CHECK. PER SIC 21-92-12 MAINTENANCE PERFORMED A DUCT BURNOFF AND INSPECTED THE TAIL CONE FOR DAMAGE. LOG PAGE 5358772. A/C RETURNED TO SERVICE. NTSB NOTIFIED.FAA FORM 8020.23 ON FILE. 20010224003379A (-23) ON FINAL APPROACH TO THE PROPOSED LANDING SITE, N5307V, THE HILLER UH-12B LOST POWER AND ENGINE QUIT. FUEL STARVATION OF THE MAIN BOOST PUMP DID NOT PROVIDE SUFFICIENT FUEL PRESSURE TO MAINTAIN DESIRED POWER. 20010224003569I (-23) THE WHEEL BRAKES ARE ACTUATED ON THIS A/C BY EXTENDING THE DIVE BRAK/SPOILER CONTROL PAST THE FULL POSITION. ON LANDING, THE INSTRUCTOR HAD FULL SPOILERS AND DURING A GUST-WHEEL BRAKES WERE INADVERTENTLY APPLIED. THE INSTRUCTOR REACTED BY PLACING THE CONTROL FULL OFF, HOWEVER, THE PROP STRUCK THE RUNWAY. 20010224004129A (-23) MR. YU HAD JUST COMPLETED SOME NIGHT TAKEOFFS AND LANDINGS AND WAS TAXIING IN TO PARK WHEN HIS RIGHT WING TIP STRUCK A PARKED FEDERAL EXPRESS TRUCK. HIS A/C, N8133C, A PA-28 RECEIVED SUBSTANTIAL DAMAGE TO ITS RIGHT WING. MR YU STATED THAT HE WAS SOMEWHAT DISTRACTED BECAUSE HIS PASSENGER HE WAS PLANNING TO PICK UP WAS WALKING OUT TOWARD THE PLANE. HE SAID THAT WHEN HE NOTICED HIS CLOSE PROXIMITY TO THE PARKED TRUCK HE HIT HIS BRAKES, BUT WAS UNABLE TO STOP BEFORE MAKING CONTACT WITH THE TRUCK. 20010224004269I (-23) ^PRIVACY DAT^ DEPARTED EVERGREEN FIELD WITH FULL FUEL. HE BELIEVED HE HAD 2.5 HOURS OF FLIGHT TIME, INCLUDING HIS 30 MINUTE RESERVE. HE PLANNED TO FLY TO SHERIDAN FIELD, THEN TO CORNELIUS SKYPORT, WHERE HE INTENDED TO REFUEL. HE ESTIMATED HIS FLIGHT TIME FROM EVERGREEN TO SHERIDAN TO BE 1 HOUR AND THE FLIGHT TIME TO CORNELIUS SKYPORT TO BE 45 MINUTES. THE RUNWAY AT CORNELIUS SKYPORT WAS CLOSED AND ^PRIVACY DAT^, BELIEVING HE HAD 45 MINUTES OF FUEL REMAINING, OPTED TO RETURN TO EVERGREEN FIELD WITHOUT REFUELING. ^PRIVACY DAT^ RAN OUT OF FUEL APPROX. 5 MINUTES NW OF THE RUNWAY AND LANDED THE A/C WITHOUT INCIDENT IN A FIELD IN CLARK COUNTY, WA. THE A/C SUFFERED NO DAMAGE AND THE PILOT WAS UNINJURED. 20010224004999A (-23) ON FEBRUARY 24, 2001, THE PILOT OBTAINED A WEATHER BRIEFING AND FILED A VFR FLIGHT PLAN FROM ANCHORAGE MERRILL FIELD TO CORDOVA, ALASK, AND RETURN. THE A/C'S TWO OWNERS STATED TO NTSB THAT THE PILOT TOLD THEM HE WAS GOING TO WHITTIER, ALASKA. WHITTIER AIRPORT HAS NO WINTER MAINTENANCE AS STATED IN THE ALASKA SUPPLEMENT. THE PILOT LANDED AT WHITTIER AIRPORT AT APPROX. 1750 LCL., IN APPROX. 5 FEET OF SNOW. 20010224005099I (-23) ON 2/24/01 AT 3PM INSPECTOR MAC DONALD ARRIVED AT MOUNTAIN MEADOW AIRPORT (JOHNNY CAKE) BURLINGTON, CT TO INVESTIGATE A BE-35-35, THAT LANDED WITH GEAR UP. THE A/C WAS POSITIONED ABOUT HALF WAY DOWN THE RUNWAY RESTING ON THE FUSELAGE BELLY AND BOTH FLAPS. THE PILOT AND PASSENGER WERE UNINJURED AND GIVING A STATEMENT TO THE LOCAL POLICE. THERE WAS 579 FEET FROM INITIAL TOUCHDOWN WITH SKID MARKS AND NUMEROUS PROP STRIKES ON THE RUNWAY TO WHERE THE A/C HAD STOPPED. INSP. MAC DONALD PHOTOGRAPHED THE A/C FROM DIFFERENT ANGLES INCLUDING THE DAMAGED PROP AND GAVE PERMISSION TO HAVE THE A/C RAISED AND THE LANDING GEAR EXTENDED. THE L/G FELL FREE DOWN AND A LOCAL AIRPORT MECHANIC WHO WAS ASSISTING WITH THE REMOVAL, PULLED ON THE GEAR TO INSURE THEY WERE LCOKED. AFTER THIS WAS ACCOMPLISHED WITH THE MECHANIC TURNED ON THE BATTERY AND THE LANDING LIGHT ILLUMINATED. THE A/C WAS TOWED OFF THE RUNWAY AND POSITIONED OUTSIDE ONE OF THE HANGERS. 1. L/G FAILED TO FULLY EXTEND DUE TO A WORN L/G WIRE UNDER THE PASSENGERS SEAT THAT GROUNDED AGAINST THE SEAT METAL FRAME AND CAUED THE CIRCUIT BREAKER TO POP. 2. PILOT DID NOT VERIFY GEAR WAS DOWN AND LOCKED. 3. L/G GEAR WARNING HORN INOPERATIVE. 20010225001639A (-19)ON FEBRUARY 25, 2001, APPROX. 1420 PST, AN EXPERIMENTAL GIBBS V-6 STOL, N230VG, EXPERIENCED A HARD LANDING DURING AN OFF-FIELD FORCED LANDING NEAR CHEHALEM AIRSTRIP, NEWBERG, OREGON. THE PRIVATE PILOT AND HIS FOUR PASSENGERS WERE NOT INJURED, BUT THE A/C WHICH IS OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE 14 CFR PART 91 PERSONAL PLEASURE FLIGHT, WHICH DEPARTED TOLEDO STATE AIRPORT, NEWPORT, OREGON, ABOUT 30 MINUTES EARLIER, WAS BEING OPERATED IN VISUAL METEOROLOGICAL CONDITIONS. NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT, HE DID NOT REALIZE THE RIGHT WING FUEL TANK, WHICH WAS THE ONE SELECTED, WAS NEAR EMPTY. AS HE ENTERED THE VFR PATTERN FOR CHEHALEM, THE ENGINE LOST POWER AND THE PROPELLER STOPPED TURNING. THE PILOT SWITCHED TO THE LEFT TANK, WHICH WAS ABOUT ONE-HALF FULL, BUT WAS UNABLE TO GET THE ENGINE STARTED PRIOR TO REACHING AN ALTITUDE AT WHICH IT WAS NECESSARY TO ABANDON THE RESTART ATTEMPT AND CONCENTRATE ON MAKING A FORCED LANDING. (-23) N230VG, AN EXPERIMENTAL V-6 STOLL, RECEIVED SUBSTANTIAL DAMAGE DURING AN OFF FIELD EMERGENCY LANDING. MR. GIBBS, PILOT IN COMMAND, WAS ON A BASE LEG FOR LANDING AT CHEHALEM, OR. WHEN HE SAID THE ENGINE QUIT. HE STATD THAT WHEN THE ENGINE QUIT HE REALIZED THAT HE HAD RUN THE RIGHT FUEL TANK OUT OF FUEL. HE THEN SWITCHED TO THE LEFT FUEL TANK, BUT WAS UNABLE TO RESTART THE ENGINE PRIOR TO LANDING IN THE FIELD. MR. GIBBS IS THE BUILDER AND OWNER OF N230VG. 20010225002409I (-23) PILOT STATED HE LANDED TOO FAST FOR THE LENGTH OF THE RUNWAY, AND LOST CONTROL OF THE AIRCRAFT. THIS RESULTING IN THE AIRCRAFT RUNNING OFF THE SIDE OF THE RUNWAY, BECOMING STUCK IN THE SOFT SHOULDER OF THE RUNWAY, AND CAUSING MINOR AIRCRAFT PROPELLER DAMAGE. A FERRY PERMIT WAS ISSUED FROM THE HILLSBORO FSDO, AND THE AIRCRAFT WAS FERRIED BACK TO OREGON FOR REPAIRS. 20010225002859I (-23) AFTER TAKEOFF FLIGHT CONTROL COLUMNS BEGAN TO MAKE SQUEAKING AND GRINDING SOUNDS. SOUNDED LIKE POSSIBLE CABLES. MAIN. LUBRICATED CABLES AND PROVIDED CLEARANCE FROM A FLOOR PANEL. 20010225003019I (-23) THE AIRCRAFT HAD MADE A LANDING GEAR UP LANDING AT THE CASA GRANDE AIRPORT ON SUNDAY AFTERNOON. THE PILOT HAD STATED THAT HE THOUGHT HE PUT THE LANDING GEAR HANDLE DOWN AND STATED THAT HE SAW THE GREEN GEAR DOWN LIGHT. THE CHECKLIST FOR THE AIRCRAFT WAS NOT FOUND IN THE AIRCRAFT, NONE OF THE LANDING GEAR ACTUATORS APPEARED TO BE DAMAGED, NOR WAS THERE EVIDENCE OF ANY LEAKING HYDRAULIC FLUID CONSISTENT WITH A SYSTEM FAILURE. THE PILOT STATED THAT HE SAW NOTHING OUT OF THE ORDINARY UNTIL THE AIRCRAFT CAME DOWN ON IT'S BELLY. BASED ON THE EVIDENCE THE LANDING GEAR WAS FULLY RETRACTED INTO THE WHEEL WELLS. WEATHER AND RUNWAY CONDITIONS WERE NOT A FACTOR. THE AIRCRAFT HAD ALL OF THE REQUIRED INSPECTIONS HOWEVER THE PILOT/OWNER DID NOT POSSESS A AD COMPLIANCE LIST. THE PILOT HAD ONLY OWNED THE AIRCRAFT FOR A YEAR BUT DID HAVE EXPERIENCE IN OTHER RETRACTABLE LANDING GEAR AIRCRAFT. 20010225003179A (.19) ON FEBRUARY 25, 2001, ABOUT 0810 EASTERN STANDARD TIME, A CESSNA 152, N942AC, REGISTERED TO NAPLES AIR CENTER, INC. OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, SUSTAINED A HARD LANDING AND EXCURSION OFF THE SIDE OF THE RUNWAY AT NAPLES MUNICIPAL AIRPORT, NAPLES, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED AND THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. TEH FLIGHT DEPARTED THE SAME AIRPORT AT ABOUT 0720. ACCORDING TO THE STUDENT PILOT, DURING HIS LANDING ATTEMPT HE FLARED TOO HIGH, RESULTING IN A HARD TOUCHDOWN AND HIGH BOUNCE. RATHER THAN PERFORM A GO-AROUND, HE ATTEMPTED TO SALVAGE THE BOUNCED LANDING, AND GOT INTO A PORPOISE THAT EVENTUALLY FRACTURED AND SEPARATED THE NOSE STRUT. (-23)A STUDENT PILOT LANDING THE AIRCRAFT WITH A CROSSWIND AND GUSTY WINDS MADE A HARD LANDING. THE AIRCRAFT BOUNCED BACK INTO THE AIR TWICE ON THE SECOND BOUNCE THE AIRCRAFT LANDED ON THE NOSE GEAR BREAKING OFF THE NOSE WHEEL AT THE FORK. THE NOSE GEAR STRUT FOLDED UNDER THE FUSELAGE. THE STUDENT PILOT WAS NOT INJURED. WHEN THE AIRCRAFT BOUNCED IT TOOK THE STUDENT PIL OT BY SURPRISE. HE DID NOT REACT TO CORRECT THE SITUATION. (.4) ON FEBRUARY 25, 2001, ABOUT 0810 EASTERN STANDARD TIME, A CESSNA 152, N942AC, REGISTERED TO NAPLES AIR CENTER, INC., OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, SUSTAINED A HARD LANDING AND EXCURSION OFF THE SIDE OF THE RUNWAY AT NAPLES MUNICIPAL AIRPORT, NAPLES, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED AND THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. THE FLIGHT DEPARTED THE SAME AIRPORT AT ABOUT 0720. ACCORDING TO THE STUDENT PILOT, DURING HIS LANDING ATTEMPT HE FLARED TOO HIGH, RESULTING IN A HARD TOUCHDOWN AND HIGH BOUNCE. WHILE IN THE BOUNCE, HE LOWERED THE NOSE, AND GOT INTO A PORPOISE THAT EVENTUALLY FRACTURED AND SEPARATED THE NOSE STRUT. ACCORDING TO AN FAA INSPECTOR, THE STUDENT WAS LANDING INTO A 40-DEGREE CROSSWIND OF 12 KNOTS, GUSTING TO 15 KNOTS. THE FLIGHT WAS THE STUDENT'S FOURTH SOLO FLIGHT AND THE FIRST TIME HE HAD USED RUNWAY 14. THE HARD LANDING AND BOUNCE WAS A CONDITION THAT THE STUDENT HAD NOT SEEN BEFORE, AND THE PROPER CORRECTIVE ACTION WAS NOT PERFORMED. 20010225003429A (-19) ON FEBRUARY 25, 2001, AT 2155 HOURS PST, SKYWEST AIRLINES FLIGHT 7915, AN EMBRAER 120 BRASILIA, N288SW, EXPEREINCED AN ABRUPT PITCH CHANGE DURING DESCENT INTO MONTEREY, CALIFORNIA. THE LONE CABIN ATTENDANT IN THE AFT END OF THE AIRPLANE WAS THROWN TO THE FLOOR AND SUSTAINED A BROKEN ANKLE. SKYWEST AIRLINES, INC. WAS OPERATING THE AIRPLANE AS A SCHEDULED DOMESTIC PASSENGER FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 121. THE CERTIFICATED AIRLINE TRANSPORT PILOT CAPTAIN, FIRST OFFICER, AND 30 PASSENGERS WERE NOT INJURED. THE FLIGHT DEPARTED LOS ANGELES, CALIFORNIA, ABOUT 2100 AS A NON-STOP TO MONTEREY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. AN IFR FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE CAPTAINS'S IRREGULARITY REPORT, THE AUTOPILOT WAS ENGAGED, AND AS THE AIRPLANE DESCENDED THROUGH 10,000 FEET MSL, THE NOSE PITCHED DOWN 10 DEGREES, THEN PITCHED BACK UP. THE FLIGHT ATTENDANTWAS STANDING IN THE REAR OF THE CABIN AREA AND WAS THROWN TO THE FLOOR BY THE MANUEVER. THE CAPTAIN'S ATTEMPTS TO ESTABLISH CONTACT WITH THE FLIGHT ATTENDANT WERE UNSUCCESSFUL;HOWEVER, A PASSENGER, WHO WAS A NURSE, NOTIFIED THE CAPTAIN THAT THE FLIGHT ATTENDANT WAS INJURED. (-23) ON DESCENT THROUGH 10,000 FEET WITH THE AUTOPILOT ENGAGED, THE AIRCRAFT PITCHED DOWN TO APPROXIMATELY 10 DEGREES VIOLENTLY, THEN PITCHED BACK UP. THE FLIGHT ATTENDANT, LEAH E. VILLAGRAN, WAS LIFTED OFF HER FEET, THEN CAME DOWN BREAKING HER ANKLE. 20010225004259I (-23) N8152P, A PA-24, RECEIVED MINOR DAMAGE WHEN IT LANDED GEAR UP AT TWIN OAKS AIRPARK, HILLSBORO, OR. ^PRIVACY DATA OMI^ WAS THE PILOT IN COMMAND AND SOLE OCCUPANT. HE RECEIVED NO INJURIES. ^PRIVACY DA^ STATED THAT HE JUSTFORGOT TO PUT THE LANDING GEAR DOWN. HE ALSO STATED THAT THE LANDING GEAR WARNING HORN WAS OPERATIONAL, BUT THOUGHT THE LANDING GEAR WARNING WAS A NOSIE COMING FROM HIS NEW INTERCOM SYSTEM. 20010225004659A (-23) A/C RIGHT MAIN LANDING GEAR FAILED DURING A HARD LANDING. A/C THEN FLIPPED OVER ON IT'S BACK. AIRMAN EXITED A/C WITHOUT INJURY. 20010225039419A (-23) PILOT STATED THAT HE RAN OUT OF FUEL. ON SCENE INVESTIGATION FOUND NO USABLE FUEL ON BOARD THE AIRCRAFT. FURTHER INVESTIGATION INDICATED THAT THE TOTAL TIME COINCIDED WITH THE AIRCRAFT'S RANGE. ^PRIVACY DATA OMITTED^ 20010226001469I (-23) PILOT STATED HE WAS LATE TO EXTEND THE LANDING GEAR. 20010226001899A (-23) N234UM EXECUTED VOR 32 APPROACH TO ANJ (SANDERSON FIELD), THEY EXITED THE CLOUDS INTO VMC, WIND WAS REPORTED AS 090 DEGREES AT 6 KTS., A SLIGHT QUARTERING TAILWIND. BRAKING ACTION WAS REPORTED AS NIL, AND SO STATED ON A NOTAM FOR ANJ, UNICOM ALSO REPORTED THE BRAKING AS NIL AND THE CREW RECEIVED THIS REPORT AND DISCUSSED IT. RUNWAY 32 IS 5235 FEET LONG, AT THE END IS A FENCE AND A STEEP SLOPE THAT LEVELS OFF 60 FEET BELOW THE RUNWAY. THE A/C TOUCHED DOWN IN THE FIRST THIRD OF THE RUNWAY, THE CREW HAD SOME DIFFICULTY CONTROLLING THE A/C ON THE ICY RUNWAY, AS THEY PASSED THE MIDPOINT OF THE RUNWAY THEY REALIZED THAT THEY COULD NOT STOP. THEY THEN ATTEMPTED TO TAKE-OFF BUT THERE WAS INSUFFICIENT RUNWAY LEFT. AFTER TRAVELLING OFF THE END OF THE RUNWAY 32, THEY TRAVELED THROUGH APPROX. 50 FEET OF PACKED SNOW THAT HAD BEEN PLOWED OFF THE RUNWAY. THIS DECELERATED THE A/C BEFORE IT WENT OVER THE EMBANKMENT AND PREVENTED A MUCH MORE SERIOUS ACCIDENT. A/C WAS DESTROYED. THE A/C WAS NOT EQUIPPED WITH ANTI-SKID OR REVERSE. (-19)ON FEBRUARY 26, 2001, AT 1030 EST, A CESSNA 500, N234UM, OPERATED BY AN AIRLINE TRANSPORT PILOT, SUSTAINED SUBSTANTIAL DAMAGE WHEN DURING LANDING, THE AIRPLANE DEPARTED THE END OF RUNWAY 32 (5,235 FEET BY 100 FEET, ICE-COVERED ASPHALT) AT THE SAULT STE MARIE MUNICIPAL-SANDERSON AIRPORT (ANJ) SAULT STE MARIE, MICHIGAN, AND SUBSEQUENTLY ENCOUNTERED TERRAIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE MEDICAL "LIFEGUARD" FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 135. AN INSTRUMENT FLIGHT RULES PLAN WAS ON FILE FROM THE WILLOW RUN AIRPORT, YPSILANTI, MICHIGAN, TO SAULT STE. MARIE. THE PILOT, SECOND PILOT, AND TWO MEDICAL TECHNICIANS ON BOARD THE AIRPLANE REPORTED NO INJURIES. IN HIS STATEMENT TO A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, THE FIXED BASE OPERATOR (FBO) BRIEFER AT SAULT STE MARIE AIRPORT SAID THAT HE TALKED TO THE PILOT ON THE RADIO BEFORE THE PILOT ATTEMPTED TO ALND. THE FBO BRIEFER TOLD THE PILOT THAT THE RUNWAY WAS ICE-COVERED AND THAT THERE WAS NO BRAKING ACTION. THE FAA INSPECTOR EXAMINED THE AIRPLANE AT THE ACCIDENT SITE. THE AIRPLANE WAS FOUND AT THE BOTTOM OF SMALL CLIFF, APPROX. 300 FEET NW OF THE DEPARTURE END OF RUNWAY 32. THE AIRPLANE'S FORWARD PRESSURE BULKHEAD WAS BENT AFT. THE AIRPLANE'S LEFT WING LEADING EDGE WAS BENT INWARD, AND THE AIRPLANE'S NOSE GEAR WAS BROKEN AFT. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. AN EXAMINATION OF THE AIRPLANE'S ENGINES AND OTHER SYSTEMS REVEALED NO ANOMALIES. A NOTICE TO AIRMAN, PUBLISHED FEBRUARY 15, 2001, AND IN EFFECT AT THE TIME OF THE ACCIDENT, STATED FOR ANJ, "ICY RUNWAY, NIL BRAKING". 20010226004049A (-23) PILOT DEPARTED GUNNISON, COLORADO AT 1930 UTC, ENROUTE TO FRESNO, CALIFORNIA. AIRCRAFT DID NOT ARRIVE, ELT SIGNAL RECEIVED AND CIVIL AIR PATROL FOUND WRECKAGE 10 NE OF GREEN RIVER, UTAH. A RADAR PLOT FIRST SHOWS THE A/ C AT 15,100 FEET AT 2002 UTC AND AS HIGH AS 22,100 FEET AT 2127 UTC AND THEN 14,100 FEET AT 2128 UTC. EXAMINATION OF THE WRECKAGE REVEALED NO EVIDENCE OF AN OXYGEN SYSTEM ON BOARD. THE WRECKAGE EXHIBITED EVIDENCE OF HITTING THE GROUND (AND A TREE) IN A SPINNING ACTION. (.4) ON FEBRUARY 26, 2001, AT 1429 MOUNTAIN STANDARD TIME, A BEECH V35B, N4637M, WAS DESTROYED FOLLOWING IMPACT WITH TERRAIN DURING CRUISE NEAR GREEN RIVER, UTAH. THE NON-INSTRUMENT RATED PRIVATE PILOT, THE SOLE OCCUPANT IN THE AIRPLANE, WAS FATALLY INJURED. THE AIRPLANE WAS BEING OPERATED BY THE PILOT UNDER TITLE 14 CFR PART 91. THE CROSS-COUNTRY PERSONAL FLIGHT ORIGINATED FROM GUNNISON, COLORADO, APPROXIMATELY 1 HOUR 45 MINUTES BEFORE THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONTS PREVAILED FOR THE TAKEOFF; HOWEVER, THE METEROLOGICAL CONDITIONS AT THE ACCIDENT SITE ARE UNKNOWN. THE PILOT HAD NOT FILED A FLIGHT PLAN; HOWEVER, FAMILY MEMBERS SAID THE PILOT WAS EN RO UTE TO FRESNO, CALIFORNIA. THE PILOT ARRIVED IN GUNNISON, COLORADO, ON FEBRUARY 18, 2001, TO SKI AT CRESTED BUTTE SKI RESORT (ELEVATION 8,900 FEET). AIRPORT PERSONNEL SAID THE AIRPLANE WAS HANGARED FOR THE NEXT EIGHT NIGHTS, AND THE MAIN FUEL TANKS WERE TOPPED OFF WITH 17.9 GALLONS OF 100LL ON THE MORNING OF THE ACCIDENT. THEY SAID THAT THE PILOT STUDIED THE WEATHER AND FLIGHT PLANNED FOR OVER AN HOUR. ONE AIRPORT EMPLOYEE SAID THAT THE PILOT HAD BEEN TO GUNNISON BEFORE, AND APPEARED ALERT AND CONFIDENT ABOUT HIS FLIGHT. ACCORDING TO FAA AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) RADAR DATA, THE AIRPLANE WAS FIRST IDENTIFIED AT 1302:13, AT 15,800 FEET APPROXIMATELY 18 NAUTICAL MILES (NM) WEST OF GUNNISON. THE DATA INDICATES THAT THE AIRPLANE TRACKED WESTBOUND AND CONTINUED TO CLIMB TO 20,600 FEET AT 1358:02. AT 1413:04, THE AIRPLANE PERFORMED A LEFT 270 DEGREE TURN AND LEVELED OFF AT 21,600 FEET ON A NORTH BOUND HEADING. THE AIRPLANE'S TRACK VEERED WEST AND THEN NORTH; AT 1427:09, THE AIRPLANE REACHED A MAXIMUM ALTITUDE TO 22,100 FEET. APPROXIMATELY 50 SECONDS LATER, AT 1428:35, THE RADAR DATA INDICATES THE AIRPLANE WAS AT 14,100 FEET. FAMILY MEMBERS REPORTED TO FEDERAL AVIATION ADMINISTRATION (FAA) AUTHORITIES THAT THE PILOT HAD NOT REACHED HIS DESTINATION. THE PILOT WAS NOT USING ANY FAA SERVICES AT THE TIME OF THE ACCIDENT. AN EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNAL WAS RECEIVED BY U.S. AIR FORCE TRACKING SATELLITES. THE CIVIL AIR PATROL LOCATED THE DOWNED AIRCRAFT ON FEBRUARY 27. 20010226004649A (-23) ON FEBRUARY 26, 2001, AT APPROX. 2215 CDT,A BEECHCRAFT MODEL BE-58-58N7383R, OPERATED BY AIRNET EXPRESS, FLIGHT 283 WAS TAXIING TO PARKING WHEN IT STRUCK A PARKED CESSNA MODEL CE-2101L, N59301. THE COLLISION RESULTED IN A FIRE AND THE CE-210 WAS DESTROYED. THE BEECH 58 WAS SUBSTANTIALLY DAMAGED. THE CESSNA WAS UNOCCUPIED. THE PILOT OF BEECH 58 EVACUATED THE A/C AND WAS NOT INJURED. 20010226006449A (-23) ON FEBRUARY 26, 2001, AT 1144 MST, A CESSNA 172F, N8389U, OPERATED BY FLATIRONS AVIATION CORPORATION OF BOULDER, CO. WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH A BARBED WIRE FENCE DURING A FORMED LANDING 3 MILES NORTH OF LARKSPUR, CO. INSTRUCTOR PILOT ASKED THE PILOT TO PULL THE CABIN HEAT, THE PILOT PULLED THE FUEL STRAINER DRAIN INSTEAD. A/C RAN OUT OF FUEL. SPRING MISSING FROM FUEL STRAINER NOT TO SHUT OFF. UNDER INVESTIGATION. 20010227002189A (-23) PILOT WAS PERFORMING TOUCH AND GO LANDING AT BREHAM MUNICIPAL AIRPORT (11R) ON RUNWAY 16. AFTER THE AIRCRAFT TOOK OFF AND OBTAINED AN APPROX. HEIGHT OF 200' TO 300' PILOT REPORTED THE ENGINE RPM BEGAN TO DROP. THE PILOT ATTEMPTED TO INCREASE THE POWER BUT THE THROTTLE "DID NOT FEEL RIGHT' AND THE ENGINE RPM CONTINUED TO DROP BACK TO IDLE.A LANDING WAS MADE IN A FIELD APPROX. 1/4 MILE SOUTH OF THE DEPARTURE END OF RWY 16. UPON LANDING, THE A/C CONTACTED TWO FENCES AND COLLIDED WITH A COW AND HER CALF, KILLING BOTH.. TOTAL DISTANCE TRAVELED AFTER FIRST CONTACT WITH THE FIRST FENCE TO THE FINAL RESTING PLACE WAS APPROX. 750'. A/C SUSTAINED SUBSTANTIAL DAMAGE TO THE LEADING EDGE OF RIGHT WING, TORE LOOSE THE RIGHT MAIN LANDING GEAR, DAMAGE TO LEADING EDGE OF LEFT WING AND HORIZONTAL STABILIZER. ALSO THE LEFT MAIN LANDING GEAR WAS TWISTED FROM THE WING SPAR. ONE PROPELLER BLADE WAS SLIGHTLY BENT BACK AND LOOSE IN THE HUB. (-19) ON FEBRUARY 27, 2001, AT 1745 CST, A PIPER PA-28R-200 SINGLE ENGINE AIRPLANE, N1488T, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED A FENCE AND TWOCOWS DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING TAKEOFF FROM THE BRENHAM MUNICIPAL AIRPORT, BRENHAM, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED APPROX. 20 MINUTES PRIOR TO THE ACCIDENT. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE PILOT WAS PRACTICING TOUCH-AND-GO LANDINGS. THE PILOT DEPARTED RUNWAY 16 AND WAS CLIMBING TO TRAFFIC PATTERN ALTITUDE WHEN THE ENGINE LOST POWER. THE PILOT ELECTED TO LAND THE AIRPLANE IN A FIELD SOUTH OF THE AIRPORT. DURING THE LANDING ROLL THE AIRPLANE IMPACTED TWO COWS AND A FENCE, AND THE RIGHT MAIN LANDING GEAR COLLAPSED. THE FAA INSPECTOR STATED THAT THE RIGHT WING SPAR AND LANDING GEAR ASSEMBLY SUSTAINED STRUCTURAL DAMAGE. EXAMINATION OF THE ENGINE REVEALED THAT THE THROTTLE LINKAGE WAS DISCONNECTED FROM THE FUEL INJECTOR BODY. (.4)ON FEBRUARY 27, 2001, AT 1745 CENTRAL STANDARD TIME, A PIPER PA-28R-200 SINGLE-ENGINE AIRPLANE, N1488T, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED A FENCE AND TWO COWS DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING TAKEOFF FROM THE BRENHAM MUNICIPAL AIRPORT, BRENHAM, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED APPROXIMATELY 20 MINUTES PRIOR TO THE ACCIDENT. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE PILOT WAS PRACTICING TOUCH-AND-GO LANDINGS. THE AIRPLANE DEPARTED RUNWAY 16 AND WAS CLIMBING TO TRAFFIC PATTERN ALTITUDE WHEN THE ENGINE LOST POWER. THE PILOT ELECTED TO LAND THE AIRPLANE IN A FIELD SOUTH OF THE AIRPORT. DURING THE LANDING ROLL, THE AIRPLANE IMPACTED TWO COWS AND A FENCE, AND THE RIGHT MAIN LANDING GEAR COLLAPSED. THE FAA INSPECTOR STATED THAT THE RIGHT WING SPAR AND LANDING GEAR ASSEMBLY SUSTAINED STRUCTURAL DAMAGE. EXAMINATION OF THE ENGINE REVEALED THAT THE THROTTLE LINKAGE WAS DISCONNECTED FROM THE FUEL INJECTOR BODY. 20010227002499A (-23) AFTER LANDING IN THE STAGING AREA ON AN ICY SURFACE, THE PILOT LOOKED OUT THE DOOR TO CHECK THE EXTERNAL LOAD LINE. HE INADVERTENTLY PUSHED ON THE CONTROLS AND THE HELICOPTER THEN ROTATED TO THE RIGHT APPROX. 70 DEGREES AND THE LOWER TAIL FIN STRUCK A METAL CARGO BIN. 20010227002939I (-23) CAPTAIN COMPLETED TORQUE/TEMP LIMIT CHECK. APPLIED MAXIMUM POWER PRIOR TO BRAKE RELEASE, AIRCRAFT ACCELERATED TO 70 KIAS. AT 70 KIAS THE CAPTAIN TURNED OVER CONTROL OF THE AIRCRAFT TO THE FIRST OFFICER WHO WAS NOW FLYING PILOT. ACCORDING TO THE FIRST OFFICERS STATEMENT, AT THE SAME TIME HE ASSUMED CONTROL OF THE AIRCRAFT HE SAW DEER OUT OF THE CORNER OF HIS LEFT EYE AND AT THE SAME INSTANCE HE FELT THE AIRCRAFT STRIKE THE TWO DEER. HE STATED THE DEER WERE STRUCK BY THE LEFT ENINGE PROPELLER AND THEN THE LEFT MAIN GEAR. FIRST OFFICER ABORTED THE TAKE OFF AND TAXIED TO THE RAMP WITHOUT INCIDENT. AN INSPECTION BY THE COMPANY A & P MECHANIC ^PRIVACY DATA OMITTED^ REVEALED ALL (3( HYDRAULIC BRAKE LINES SEVERED, AND EVIDENCE THAT ALL (4) BLADES OF THE ELFT PROP HAD CONTACTED THE TWO DEERS. 20010227003609I (-23)INCIDENT NUMBER: IEA092001007 N730SS TAXIED ONTO RUNWAY 10 AND TOOK OFF WHILE COLGAN FLT #5962 WAS ON SHORT FINAL FOR RUNWAY 01. THIS CAUSED COLGAN 5962 TO MAKE A GO AROUND IN ORDER TO AVOID A CONFLICT. 20010227003619I (-23) ON 2/27/01, CESSNA N52991, A CE-177-RG LANDED AT CDW GEAR UP. THE DAMAGE WAS MINOR AND THERE WERE NO INJURIES. THE PILOT OWNER STATED THAT HE JUST FORGOT TO PUT THE GEAR DOWN. 20010227003809A (-19) ON FEBRUARY 27, 2001, AT 1702 CST, A PIPER PA-30, N8196Y, PILOTED BY A PRIVATE PILOT, WAS SUBSTANTIALLY DAMAGED DURING A PRECAUTIONARY LANDING TO RUNWAY 29 (6,501 FEET BY 150 FEET, CONCRETE). THE AIRCRAFT UNDERSHOR THE RUNWAY STRIKING A RUNWAY APPROACH LIGHT AND CAME TO REST ABOUT 10 FEET FROM THE APPROACH END OF THE RUNWAY. THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE PILOT AND PILOT RATED PASSENGER WERE NOT INJURED. THE LOCAL FLIGHT ORIGINATED AT 1630. THE PILOT STATED IN A TELEPHONE INTERVIEW THAT THE FLIGHT WAS CONDUCTED TO PRACTICE INSTRUMENT APPROACHES. HE SAID THAT ON ONE OF THE APPROACHES, THE GREEN LANDING GEAR DOWN INDICATOR LIGHT DID NOT ILLUMINATE. HE SAID THAT HE ATTEMPTED TO TROUBLESHOOT THE PROBLEM BUT COULD NOT GET A GEAR DOWN INDICATION. HE SAID THAT HE PERFORMED THE EMERGENCY GEAR EXTENSION PROCEDURES AND OPENED THE GEAR ACTUATOR PANE, LOCATED IN THE COCKPIT FLOOR, AND THE ACTUATOR APPEARED TO BE IN THE DOWN POSITION. HE SAID THAT HE DECIDED TO LAND, AND WHEN ON FINAL APPROACH, HE THROTTLED THE ENGINES BACK AND PULLED THE MIXTURE CONTROLS TO THE LEAN POSITION. HE SAID THAT THE RESULTING DESCENT RATE WAS STEEPER THAN HE EXPECTED AND HE IMPACTED THE FORUND SHORT OF THE RUNWAY. 20010227003829A (-23) AS THE A/C SLOWLY STARTED TO ACCELERATE IT VEERED TO THE RIGHT UNTIL BOTH WHEEL EXITED THE RUNWAY SURFACE. THE AIRLINE STRAIGHTENED OUT AND TAXIED DOWN A SMALL RAVINE TO THE RIGHT OF THE RUNWAY. AFTER A FEW SECONDS, THE PILOT CHOPPED THE THROTTLE JUST AS THE A/C HIT AN ELEVATOR TAXIWAY THAT LIES PERPENDICULAR TO THE RUNWAY. THE AIRPLANE BOUNCED FROM THE RIGHT TO THE LEFT SIDE OF THE RUNWAY, SRRIKING THE PROPELLER ON THE FAR SIDE OF A CANAL. THE A/C SPUN 180 DEGREES AND CAME TO REST. (.4) ON FEBRUARY 27, 2001, AT 1450 HOURS PACIFIC STANDARD TIME, AN EXPERIMENTAL ASCHER YAK 11, N18AW, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT VEERED OFF THE RUNWAY AND IMPACTED A BERM DURING TAKEOFF AT EAGLE'S NEST PRIVATE AIRPORT, IONE, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT, THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT/OWNER UNDER 14 CFR PART 91, AND WAS DESTINED FOR SANTA ROSA, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, WITNESSES REPORTED THAT, DURING TAKEOFF ON RUNWAY 1 (PAVED, 4,000 FEET LONG X 100 FEE T WIDE), THE AIRCRAFT DRIFTED TO THE RIGHT-HAND EDGE OF THE RUNWAY AND THEN CONTINUED OFF THE RUNWAY UNTIL IT STRUCK A BERM AT THE MIDFIELD TAXIWAY. IMPACT WITH THE BERM DAMAGED THE LANDING GEAR AND DEFLECTED THE AIRCRAFT TO THE LEFT AND INTO THE AIR WHERE IT TRAVELED BACK ACROSS THE RUNWAY (AIRBORNE). THE AIRPLANE CAME TO REST IN THE DIRT ON THE LEFT SIDE OF THE RUNWAY ABOUT 3,000 FEET FROM THE START OF THE TAKEOFF ROLL. THE SINGLE-SEAT AIRCRAFT, MODIFIED FOR AIR RACING, WAS ASSEMBLED FROM U.S. AND RUSSIAN AIRCRAFT COMPONENTS. THE AIRFRAME WAS A RUSSIAN-BUILT YAKOLEV YAK 11, AND THE ENGINE A U.S.-BUILT PRATT & WHITNEY R-1830. THE PILOT ACQUIRED THE AIRCRAFT ABOUT 1 MONTH BEFORE THE ACCIDENT AND THIS WAS HIS FIRST TAKEOFF IN IT. THE SURFACE WIND AT MATHER FIELD, 16 MILES NORTHWEST OF THE ACCIDENT SITE, WAS REPORTED FROM 320 DEGREES AT 16 KNOTS WITH GUSTS TO 22 KNOTS. 20010227004159A (-23) WHILE PERFORMING PRACTICE TOUCHDOWN AUTOROTATION TO THE WEST TAXIWAY, THE AIRCRAFT SUSTAINED A HARD LANDING/ROTOR SYSTEM SUDDEN STOPPAGE. DEBRIS FROM THE AIRCRAFT TAIL BOOM WAS SPREAD EAST IN THE DIRECTION OF ACTIVE RUNWAY 31L WITH THE TAIL ROTO DRIVESHAFT CONTAINED INSIDE THE TAIL BOOM BEING SENT ACROSS TEH RUNWAY, LANDING IN-BETWEEN RUNWAY 31L AND THE EAST TAXIWAY. NO MECHANICAL ABNORMALITIES WERE REPORTED BY THE FLIGHT CREW. FLIGHT CONTROL CONTINUITY WAS VERIFIED AFTER THE ACCIDENT, WITH ONLY POST CRASH DAMAGE BEING NOTED IN THE TAIL ROTOR FLIGHT CONTROL SYSTEM. ENGINE CONTROLS WERE ALSO FOUND TO BE FUNCTIONAL. 20010227005409I (-23) PILOT WAS FLYING FROM TOL TO GRR WHEN HE WENT TO PUT THE LANDING GEAR DOWN TO LAND AT GRR, HE HEARD A POPPING SOUND. THE NOSE GEAR WAS NOT INDICATING THAT IT WAS DOWN. PILOT DID A FLY-BY AND THE TOWER SAID THAT THE NOSE GEAR LOOKED PARTIALLY DOWN. PILOT LEFT THE TRAFFIC PATTERN TO TROUBLESHOOT THE PROBLEM. HE TRIED RECYCLING THE GEAR LEVER, MANUALLY HAND CRANKING AND PULLING POSITIVE G-S TO ATTEMPT TO MAKE THE GEAR FALL OUT, BUT NONE OF THESE WERE SUCCESSFUL. HE THEN DECIDED TO FLY TO CMH, WHICH IS HIS PRINCIPLE OPERATIONS BASE SO HE COULD TALK TO A MECHANIC OVER THE RADIO. MECHANIC SAID HE BELIEVED THAT THE NOSE GEAR LINKAGE WAS BROKEN AND THAT HE WOULD HAVE TO LAND WITH THE NOSE GEAR IN WHATEVER POSITION IT WAS CURRENTLY IN. PILOT LANDED ON 28R AT CMH AND HELD THE NOSE OFF OF THE GROUND FOR AS LONG AS POSSIBLE. AS SOON AS THE MAIN GEAR TOUCHED DOWN, HE PULLED THE MIXTURE TO IDLE CUT-OFF. THE NOSE THEN TOUCHED DOWN AND SLID FOR ABOUT 300 FEET. PILOT WAS NOT INJURED. AFTER INSPECTING THE A/C BROKEN NOSE GEAR LINKAGE WAS FOUND. 20010227005459I (-23) A/C ALNDING GEAR COLLAPED DURING THE LANDING ROLLOUT ON RUNWAY 36R AT CARBONDALE ( SOUTHERN ILLINOIS AIRPORT). NO INJURIES WERE REPORTED BY THE FLIGHT INSTRUCTOR AND PRIVATE PILOT WHO WERE THE ONLY OCCUPANTS. THE A/C RECEIVED MINOR DAMAGE. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20010227012069I (-23)GXPA FLIGHT LOG 1834 DESCRIBES THREE PREVIOUS FLIGHTS ON DAY OF INCIDENT, ACCUMULATING 3.8 HOURS TIS. THIS FLIGHT FROM TOL, INTENDED DESTINATION SLN, EXPERIENCED A SUDDEN INFLIGHT, AT FL310, LOSS OF POWER AND N1 INDICATION, WITH ILLUMINATION OF OIL PRESSURE, FUEL PRESSURE, AND HYDRAULIC PRESSURE WARNING LIGHTS. AN EMERGENCY LANDING WAS SUCCESSFULLY EXECUTED AT U1N. ENGINE SERIAL NUMBER 245-411, TOTAL TIME/CYCLES 9072/6579, TIME/CYCLES SINCE LAST OVERHAUL. 6105/4724. 20010228001809I (-23)AIRCRAFT WAS ENROUTE FROM DFW TO BNA WHEN AFT GALLEY COFFEE MAKER STARTED TO OVERFLOW AND WOULD NOT SHUT OFF.THE "C" FLIGHT ATTENDANT PULLED THE COFFEE MAKER HANDLE DOWN AND WAS SPRAYED BY HOT WATER. SHE RECEIVED FIRST DEGREE BURNS TO HER LEFT FOREARM AND HAND.A/C PROCEEDED TO BNA WHERE THE FLIGHT ATTENDANT WAS TREATED FOR BURNS BY BNA EMT PERSONNEL. THE FLIGHT ATTENDANT REFUSED MEDICAL TRANSPORTATION, OPTING TO CONTINUE HER SCHEDULED FLIGHT. 20010228003599I (-23) ON FEBRUARY 28, 2001, AT 0751 LOCAL, UNITED FLIGHT 697, A BOEING 737, N935UA, DURING CRUISE FLIGHT HEARD TWO LOUD BANGS AND PASSENGERS REPORTED SEEING FLAMES FROM THE BACK OF THE ENGINE. THE FLIGHT CREW EXPERIENCED #2 ENGINE FLAME OUT. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NOT ANY INJURIES. THE AIRCRAFT LANDED ON RUNWAY 23 AT THE BUFFALO NIAGARA INTERNATIONAL AIRPORT (BUF) AND TAXIED TO THE RAMP WITHOUT INCIDENT. THE AIRPLANE MECHANIC FOUND THE #2 ENGINE, N2 STAGE SEIZED. THE #2 ENGINE WAS REMOVED AND REPLACED. THE MECHANIC RAN THE INSTALLED ENGINE WITH SATISFACTORY RESULTS. THE A/C WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010228004029A (-23) THE PILOT WAS ASKED TO PERFORM AN AUTOROTATION RPM CHECK. HE DEPARTED THE HELIPAD AND TRANSITIONAL TO AN AREA NORMALLY USED FOR PRACTICE MANUEVERS ABOUT 12 MILES SOUTH OF GRAND JUNCTION, CO. WITNESS STATEMENTS INDICATE HE ENTERED THE AUTOROTATION MANUEVER AT ABOUT 2,000 FEET AGL. WITNESS STATEMENTS SAY THEY SAW THE ROTOR BLADES SLOW DOWN AND SOMETHING MOVE AT THE TOP OF THE HELICOPTER. IT THEN FELL TO THE EARTH, EXPLODED AND BURNED. THE PILOT DID NOT GET OUT. POST-ACCIDENT INVESTIGATION REVEALED NO EVIDENCE OF MECHANICAL FAILURE. (.4) DURING A TEST FLIGHT, FOLLOWING MAINTENANCE ON THE HELICOPTER, WHICH REQUIRED A FUNCTIONAL FLIGHT CHECK FOR VIBRATION AND AUTOROTATION, THE HELICOPTER WAS OBSERVED BY WITNESSES TO ENTER A RAPID DESCENT. DURING THIS MANEUVER, THE ROTOR SYSTEM WAS OBSERVED TO SLOW DOWN AND THE ROTOR BLADES TO "FOLD" OVER THE TOP OF THE HELICOPTER. PIECES, WHICH WERE LATER IDENTIFIED AS FRAGMENTS FROM THE TRANSMISSION COWLING, WERE OBSERVED EXITING THE HELICOPTER WHEN THE ROTOR SYSTEM SLOWED DOWN. THE HELICOPTER DESCENDED INTO THE GROUND IN A RIGHT HAND TURNING MANEUVER. EXAMINATION OF THE WRECKAGE REVEALED NO EVIDENCE OF EITHER A STRUCTURAL OR SYSTEM FAILURE OR MALFUNCTION. ACCORDING TO THE HELICOPTER'S MANUFACTURER, AS THE MAIN ROTOR SYSTEM SLOWS WHILE UNDER AERODYNAMIC LOAD, THE MAIN GEAR BOX CAN "WALK" (HORIZONTAL ORBITAL MOVEMENT) ON ITS MOUNTING STRUCTURE, WHICH CAN RESULT IN CONTACT BETWEEN THE TRANSMISSION COWLING AND THE MAIN ROTOR CONTROL ROD ENDS. EXAMINATION OF THE ENGINES REVEALED EVIDENCE THAT ENGINE POWER WAS APPLIED WHEN THE ROTOR SYSTEM WAS AT LOW ROTATIONAL SPEED. NO EVIDENCE OF PREIMPACT ENGINE FAILURE OR MALFUNCTION WAS FOUND. ACCORDING TO AVAILABLE INFORMATION, THE PILOT HAD RECEIVED NO TRAINING FROM THE OPERATOR REGARDING THE CONDUCT OF A MAINTENANCE TEST FLIGHT, NOT DOES THE FAA REQUIRE SUCH TRAINING. 20010228004069A (-23)A/C COLLIDED WITH POWER LINES DURING PULL UP FROM SWATH RUN WHILE SPREADING FERTILIZER. TOP WING WAS SEVERED FROM A/C UPON IMPACT WITH WIRES. A/C TRAVELED APPROX. 300 YARDS THEN IMPACTED TERRAIN. AIRCRAFT WAS DESTROYED DURING POST CRASH FIRE. PILOT SUSTAINED MINOR INJURIES. PILOT STATED HE WAS AWARE OF THE LOCATION OF THE WIRES BUT LOST SIGHT OF THEM DURING HIS RUN. 20010228006039A (-23) WHILE ATTEMPTING A LANDING, THE A/C BALLOONED SLIGHTLY ON INITIAL TOUCHDOWN AND A CROSSWIND BLEW THE PLANE TO THE LEFT, THE STUDENT PILOT WAS UNABLE TO COMPENSATE FOR THE CROSSWIND AND THE A/C IMPACTED THE SNOW DRIFT ADJACENT TO THE RUNWAY. THE A/C SUSTAINED SUBSTANTIAL DAMAGE TO THE NOSE GEAR AND LEFT WING. (.19) ON FEBRUARY 28, 2001, AT 1220 CST, A CESSNA 152, N5236H, OPERATED BY A SOLO STUDENT PILOT SUSTAINED SUBSTANTIAL DAMAGE WHEN IT STRUCK A SNOWBANKWHILE LANDING ON RUNWAY 15 (5,400 FEET BY 100 FEET, SNOW AND ICE COVERED ASPHALT) AT THE MANKATO MUNICIPAL AIRPORT (MKT) MANKATO, MN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHTWAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PRT 91. A VISUAL FLIGHT RULES PLAN WAS ON FILE. THE STUDENT PILOT REPORTED NO INJURIES. THE SOLO CROSS-COUNTRY FLIGHT ORIGINATED AT REDWOOD FALLS, MN. AT 1145. IN HIS WRITTEN STATEMENT, THE PILOT SAID THAT HE"ATTEMPTED A LANDING ON (RUNWAY) 15. AIRPLANE BALLOONED SLIGHTLY. CROSSWIND BLEW AIRPLANE TO THE LEFT. ICY RUNWAY MADE IT HARD TO CORRECT. AIRPLANE BLEW OFF RUNWAY AND HIT SNOW. NOSEWHEEL BURIED IN SNOW. BACK OF PLANE CAME UP, PLANE CART-WHEELED ON ITS LEFT WING." A FAA INSPECTOR EXAMINED THE AIRPLANE AT THE ACCIDENT SITE. THE AIRPLANE SHOWED DAMAGE TO THE LEFT WING AND PROPELLER. THE AIRPLANE'S NOSE WHEEL AND FIREWALL WERE BENT AFT. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. AN EXAMINATION OF THE ENGINE, ENGINE CONTROLS, AND AIRPLANE OTHER SYSTEMS REVEALED NO ANOMALIES. THE AUTOMATIC WEATHER OBSERVING/REPORTING SYSTEMAT MKT AT THE TIME OF THE ACCIDENT REPROTED WIND CONDITIONS OF 230 DEGREES AT 20 KNOTS, GUSTS TO 27 KNOTS. 20010228027659A (-23) ON 02/28/2001 AT APPROXIMATELY 1830 LOCAL, A PA38-112, N2542A DEPARTED RNWY 33 AT SFZ. THE AIRCRAFT WAS ON AN INSTRUCTIONAL FLIGHT WITH TWO PERSONA ON BOARD. THE AIRCRAFT CLIMBED TO AN INITIAL ALTITUDE OF 75 FEET WHEN THE ENGINE BEGAN "SPUTTERING". THE AIRCRAFT REACHED A FINAL ALTITUDE OF 100 FEET AND THE ENGINE QUIT COMPLETELY. THE AIRCRAFT CRASHED INTO THE TREE TOPS. MINOR INJURIES TO BOTH OCCUPANTS, AIRCRAFT WAS DESTROYED. INSPECTION OF FUEL SYSTEM REVEALED NO FUEL TO ENGINE FORWARD OF MECHANICAL FUEL PUMP. 20010301003129A (-19) ON MARCH 1,2001, ABOUT 1830 EASTERN DAYLIGHT TIME, A TEMCO GC-1B, N3301K, "REGISTRATION PENDING", EXPERIENCED COLLAPSE OF BOTH MAIN LANDING GEARS WHILE LANDING AT THE SANFORD-LEE COUNTY REGIONAL AIRPORT, SANFORD, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT, THE SOLE OCCUPANT WAS NOT INJURED. THE TIME AND LOCATION OF THE LAST DEPARTURE POINT HAS NOT BEEN DETERMINED. THE PILOT STATED TO AN FAA INSPECTOR THAT SHE LANDED ON THE FIRST 1,000 FEET OF THE 6,500 FOOT-LONG RUNWAY. AFTER TOUCHDOWN, SHE FELT THAT SOMETHING WASN'T CORRECT WITH THE RIGHT MAIN LANDING GEAR AND INTENTIONALLY LIFTED OFF FROM THE RUNWAY REMAINING. SHE LANDED AGAIN, THIS TIME APPROX. 1/3 TO 1/2 DOWN THE RUNWAY. AFTER TOUCHDOWN, THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY ONTO GRASS COLLAPSING BOTH MAIN LANDING GEARS. A WITNESS REPORTED SEEING THE AIRPLANE ON FINAL APPROACH TO RUNWAY 03 WHEN THE AIRPLANE WAS ABOUT 30 FEET ABOVE GROUND LEVEL. ENGINE POWER WAS HEARD TO BE APPLIED AND THE AIRPLANE WAS OBSERVED IN A STEEP CLIMB. THE WITNESS DID NORPRESERVE THE ACCIDENT. POSTACCIDENT EXAMINATION OF THE AIRPLANE BY AN FAA INSPECTOR REVEALED DAMAGE TO THE FIREWALL. WRINKLES WERE NOTED IN THE LEFT SIDE OF THE FUSELAGE AFT OF THE FIREWALL AND ALSO ON THE RIGHT SIDE OF THE FUSELAGE APPROX. 3 FEET AFT OF THE FIREWALL. ADDITIONALLY, THERE WAS NO EVIDENCE OF CONTACT WITH THE RIGHT MAIN LANDING GEAR AND THE RUNWAY. COARSE SCRATCHES WERE NOTED ON THE BOTTOM OF THE LEFT WING TIP. (-23) PILOT LOST CONTROL OF AIRCRAFT DURING LANDING. PILOT CLAIMS THAT WHEN AIRCRAFT FIRST TOUCHED DOWN, SOMETHING "DID NOT FEEL RIGHT" AND SHE INITIATED A GO-AROUND, BUT LATER CHANGED HER MIND AND ATTEMPTED ANOTHER LANDING ON THE REMAINING RUNWAY. WITNESS TO ACCIDENT SAID THAT THE AIRCRAFT HIT HARD AND BOUNCED IN THE AIR, FOLLOWED BY PILOT ADDING TAKEOFF POWER FOR A POSSIBLE GO-AROUND. WITNESS THOUGHT AIRCRAFT WAS GOING TO GO AROUND AND LOOKED AWAY, NOT SEEING THE AIRCRAFT ATTEMPT ANOTHER LANDING ON REMAINING RUNWAY. NO EVIDENCE FOUND ON RUNWAY THAT WOULD INDICATE GEAR COLLAPSED PRIOR TO AIRCRAFT EXITING RUNWAY. PILOT ADMITS TO LOSING CONTROL OF AIRCRAFT ON SECOND LANDING ATTEMPT BUT COULDN'T EXPLAIN WHY AIRCRAFT VEERED TO LEFT SIDE O F GRASS. SHE STATED THAT SHE FELT AIRCRAFT SETTLING TO RIGHT SIDE AS IF TIRE WAS FLAT OR THE RIGHT MAIN GEAR WAS FOLDING INTO THE WHEEL WELL. POST EXAMINATION OF LANDING GEAR SHOWS BOTH MAIN GEAR WERE LOCKED IN POSITION BEFORE BEING SHEARED OFF FROM SIDE LOAD. 20010301003299I (-23) ON MARCH 1, 2001 AT APPROX. 0705 EST, N156LM, PILOTED BY ^PRIVACY DATA OMITTED^ LANDED ON RUNWAY 5 AT NORTH CENTRAL STATE AIRPORT (SFZ) WITH THE LANDING GEAR RETRACTED. ^PRIVACY DATA^THEN LEFT THE VICINITY OF THE AIRPORT TO ATTEND A MEETING IN PVD. A CLOSER INSPECTION OF THE AIRCRAFT REVEALED THE GEAR SELECTOR HANDLE TO BE IN THE UP POSITION. WHEN THE AIRCRAFT WAS TOWED FROM THE RUNWAY AND PUT UP ON JACKS, THE GEAR CAME DOWN WHEN THE GEAR SWITCH WAS ACTIVATED AND THE GREEN DOWN AND LOCKED LIGHT CAME ON. 20010301004819I (-23) FLIGHT INSTRUCTOR AND STUDENT FAILED TO LOWER THE LANDING GEAR ON THEIR 5TH TOUCH AND GO DURING AN FAR PART 61 INSTRUCTIONAL FLIGHT AND THE A/C LANDED GEAR UP. A POST INCIDENT FAA FUNCTIONAL CHECK OF THE LANDING GEAR FOUND THE LANDING GEAR SYSTEM AND WARNING HORN FUNCTIONED PROPERLY AS PER POH. 20010301005659A (-23) THE PILOT AND ONLY PAX OF A HOMEBUILT EXPERIMENTAL A/C WAS A LOCAL PLEASURE FLIGHT IN VMC CONDITIONS WITH INTENTIONS OF LANDING AT PLATTE VALLEY AIRPARK (18V) WHEN HE EXPERIENCED A LOSS OF ENGINE POWER. HE ATTEMPTED TO MAKE AN EMERGENCY LANDING IN A FIELD ABOUT 2 MILES FROM THE AIRPARK. AT TOUCHDOWN THE NOSEWHEEL WAS TORN FROM THE A/C AND IT FLIPPED ONTO ITS BACK. THE PILOT SUSTAINED SERIOUS INJURIES, THE A/C WAS SUBSTANTIALLY DAMAGED AND NO FIRE INCURRED. 20010301008439I (-23) PILOT STATED HE FORGOT TO PUT LANDING GEAR DOWN WHILE TRYING TO CONTROL AIRCRAFT IN GUSTY TURBULENT WINDS. 20010301038209A (-23) THE PILOT RELATED THEY HAD LEFT DCA ENROUTE BACK TO WISCONSIN WITH A PLANNED FUEL STOP AT NEWARK HEATH AIRPORT (VTA). DURING THE FLIGHT TURBULENCE WAS ENCOUNTERED. AT THE POINT OF LEVELING OFF AT AN ALTITUDE THE AIRCRAFT BECAME DIFFICULT TO STOP A DESCENT EVEN WITH FULL TRIM TAB NOSE UP. A STRAIGHT IN APPROACH WAS MADE TO VTA. UPON LANDING THE YOKE WOULD NOT COME BACK FAR ENOUGH FOR ROUNDOUT. THE AIRCRAFT HIT THE RUNWAY NOSE FIRST, BOUNCED SEVERAL TIMES AND CAME TO REST ON THE NOSE OF THE AIRCRAFT. 20010302002989I (-23) THE PIC OF A BE-35 LANDED GEAR UP AT THE FRENCH VALLEY AIRPORT ON RUNWAY 18. WHILE THE PILOT WAS GIVING AIRPLANE RIDES AT THE FRENCH VALLEY AIRPORT, HE FAILED TO NOTICE THAT THE ALTERNATOR SWITCH WAS OFF. THIS CAUSED THE BATTERY TO DISCHARGE AND PREVENT THE LANDING GEAR FROM OPERATING PROPERLY. THE PILOT ALSO FAILED TO CHECK THAT THE GEAR INDICATED DOWN PRIOR TO HIS FINAL LANDING. 20010302003059A (-23) AT 4000' (AGL) THE CFI ALLOWED THE STUDENT TO PERFORM A THREE (3) TURN SPIN. AFTER RECOVERY THE CFI TOOK OVER THE CONTROLS TO PERFORM A CLEARING TURN AT WHICH TIME THE CFI NOTICED A "SLUGGISHNESS" IN THE CONTROLS. THE CFI ELECTED TO RETURN TO GEU TO HAVE THE AIRCRAFT INSPECTED. FURTHER VISUAL INSPECTION REVEALED NUMEROUS OVERSTRESSED AIRFRAME COMPONENTS, PARTICULARLYIN THE WINGS(IE: RIBS BUCKLED, RIVETS POPPED). THE AIRCRAFT WILL REMAIN GROUNDED UNTIL IT IS DETERMINED "REPAIRABLE". THERE APPEARS TO BE NUMEROUS AREAS OF HIDDENT DAMAGE. RECOMMEND CESSNA ENGINE REPRESENTATIVE TO EVALUATE DAMAGE. 20010302003539I (-23)PTRS NUMBER AL012001B1348 MR. SPISAK SAID HE EXPERIENCED THE MALFUNCTION AT ABOUT 1800 WHEN ON 6 MILE FINAL FOR RUNWAY 26 AT OTZ AND ATTEMPTED TO LOWER THE LANDING GEAR. MR. SPISAK SAID HE HEARD A FEW NOISES AND THE MOTOR START TO RUN BUT NO AERODYNAMIC CHANGES IN THE A/C AND THE LIGHT IN THE GEAR HANDLE WAS RED. HE THEN MADE A 360 TURN AND CONSULTED THE EMERGENCY CHECKLIST AND CHECKED THE LANDING GEAR CIRCUIT BREAKER, BUT THE GEAR WOULD NOT GO DOWN. HE ATTEMPTED TO USE THE EMERGENCY EXTENSION PROCEDURE, WHICH DID NOT WORK. MR. SPISAK SAID THAT HE MADE A COUPLE FLY-OVERS TO CHECK THE GEAR POSITION; THEY REPORTED THAT THE GEAR WAS BARELY DOWN. AFTER FLYING AROUND TO BURN OFF EXTRA FUEL, MR. SPISAK LANDED THE A/C ON RUNWAY 35 WITH THE LANDING GEAR PARTIALLY EXTENDED. HE REPORTED THE LANDING AS BEING UNEVENTFUL. 20010302004169A (-23) WHEN THE HELICOPTER TOUCHED DOWN, THE SURFACE OF THE SNOW COLLAPSED AND THE HELICOPTER ROLLED OVER. SUBSTANTIAL DAMAGE, NO INJURY. 20010302004219I (-23) A/C LANDED HARD AND BOUNCED. ON NEXT TOUCHDOWN, GEAR COLLAPSED. 20010302004239I (-23) PILOT STATED HE LANDED ON CENTERLINE OF RUNWAY 02 AND WHEN NOSE WHEEL TOUCHED DOWN, THE AIRPLANE VEERED TO THE LEFT AND DEPARTED THE RUNWAY. HIT RUNWAY LIGHTS AND TAXIWAY SIGN. APPLIED RUDDER AND RETURNED TO RUNWAY AND CAME TO A STOP. 20010302004559A (-23) ON MARCH 2, 2001, AT 1500 LOCAL TIME, A HUGHES 369D HELICOPTER N8356F WAS SUBSTANTIALLY DAMAGED DURING A LANDING NEAR CANADIAN, TX. THE HELICOPTER IS OWNED AND OPERATED BY KNUT MJOLHUS. THE PILOT AND PASSENGER WERE NOT INJURED. THE WEATHER CONDITIONS WERE VMC AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT ORIGINATED AT A PRIVATE HELIPAD IN AMARILLO, TX. AT APPROX. 1414 LOCAL TIME. ACCORDING TO THE PILOT, HE WAS MAKING AN APPROACH TO A HIGH HOVER DUE TO ROUGH TERRAIN, WHEN THE HELICOPTER BEGAN TO YAW TO THE RIGHT. THE PILOT WAS INCREASING COLLECTIVE TO TAKEOFF WHEN THE HELICOPTER MADE "TWO QUICK REVOLUTIONS". THE PILOT STATED THAT HE ELECTED TO LAND THE HELICOPTERINSTEAD OF CONTINUING THE TAKEOFF DUE TO POWER LINES AND RISING TERRAIN. THE HELICOPTER TOUCHED DOWN ON THE SOFT GROUND WHILE STILL ROTATING, CAUSING THE SKIDS TO SEPARATE. SUBSEQUENTLY THE TAIL ROTOR AND MAIN ROTOR BLADE CONTACTED THE GROUND. INSPECTION REVEALED THAT THE TAIL ROTOR DRIVE SHAFT WAS TWISTED AND SEPARATED ABOUT 6 INCHES FORWARD OF THE TAIL ROTOR GEAR BOX. THE PILOT STATED THAT HE MAY HAVE ENCOUNTERED LOSS OF TAIL ROTOR EFFECTIVENESS. (.4) ON MARCH 2, 2001, AT 1500 CENTRAL STANDARD TIME, A HUGHES 369D HELICOPTER, N8356F, WAS SUBSTANTIALLY DAMAGED FOLLOWING A LOSS OF DIRECTIONAL CONTROL WHILE LANDING NEAR CANADIAN, TEXAS. THE HELICOPTER WAS OWNED AND OPERATED BY A PRIVATE INDIVIDUAL. THE AIRLINE TRANSPORT PILOT AND BOTH PASSENGERS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE FLIGHT HAD ORIGINATED FROM A PRIVATE HELIPAD NEAR AMARILLO, TEXAS, APPROXIMATELY 1415. ACCORDING TO THE PILOT, HE MADE AN APPROACH TO A HIGH HOVER DUE TO THE ROUGH/UNEVEN TERRAIN. AS HE WAS HOVERING THE HELICOPTER AT 40 FEET AGL TO A LEVEL AREA, THE HELICOPTER BEGAN TO YAW TO THE RIGHT. THE PILOT STATED THAT HE HOVER TAXIED THROUGH HIS "ROTOR WASH," AND THE HELICOPTER ENCOUNTERED "LOSS OF TAIL ROTOR EFFECTIVENESS." HE INCREASED COLLECTIVE IN AN ATTEMPT TO TAKEOFF, AND THE HELICOPTER MADE "TWO QUICK REVOLUTIONS." THE PILOT STATED THAT HE ELECTED TO LAND THE HELICOPTER INSTEAD OF CONTINUING WITH THE TAKEOFF DUE TO POWER LINES AND RISING TERRAIN. THE PILOT INITIATED AN AUTOROTATION, AND THE HELICOPTER TOUCHED DOWN ON THE SOFT GROUND WHILE STILL ROTATING, COLLAPSING THE LEFT LANDING SKID. SUBSEQUENTLY, THE TAIL ROTOR AND MAIN ROTOR BLADES STRUCK THE GROUND. THE HELICOPTER CAME TO REST LEANING TOWARD ITS LEFT SIDE. EXAMINATION OF THE HELICOPTER BY THE FAA INSPECTOR REVEALED THAT THE TAIL ROTOR DRIVE SHAFT WAS TWISTED AND SEPARATED ABOUT 6 INCHES FORWARD OF THE TAIL ROTOR GEARBOX. THE TAILBOOM WAS BENT AND ONE TAIL ROTOR BLADE WAS FOUND SEPARATED. CONTROL CONTINUITY WAS CONFIRMED FROM THE ANTI-TORQUE PEDALS TO THE TAIL ROTOR PITCH CHANGE LINKS. ALL FIVE MAIN ROTOR BLADES WERE DAMAGED. 20010302004609A (-23) THE PILOT WAS CRUISING AT 3500' MSL WHEN THE A/C LOST POWER. HE DE LARED AN EMERGENCY, TRIED TO RESTART THE ENGINE WITHOUT SUCCESS. HE MADE AN EMERGENCY LANDING IN A FIELD, HIT A TERRACE AND THE PLANE FLIPPED OVER. (.19) ON MARCH 2, 2001, AT 1545 CST, A CESSNA 182P SKYLANE SINGLE-ENGINE AIRPLANE, N4721K, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR TUTTLE, OK. THE PRIVATE PILOT, SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY KREMMLING FLYING, INC. OF KREMMLING, CO. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VISUAL FLIGHT RULES PLAN WAS FILED FOR THE 14 CODE OF FED REG. PART 91 PERSONAL FLIGHT. THE AIRPLANE DEPARTED KREMMLING, CO., AT 1045 MST, AND WAS DESTINED FOR THE UNIVERSITY OF OKLAHOMA WESTHEIMER AIRPORT NEAR NORMAN, OK. THE PILOT STATED THAT PRIOR TO TAKEOFF BOTH FUEL TANKS WERE TOPPED OFF. APPROX. 15 MILES FROM THE INTENDED DESTINATION, AT 3,500 FEET MSL, THE AIRPLANES ENGINE STARTED LOSING RPM. THE PILOT PULLED THE CARBURETOR HEAT, ON, AND THE"RPMS PICKED BACK UP". APPROX. 10 SECONDS LATER, THE ENGIEN RPM STARTED TO DECREASE AGAIN. THE PILOT ADJUSTED THE MIXTURE CONTRO , APPLIED FULL PROPELLOR RPM, AND REPOSITIONED THE FUEL SELECTOR, IN AN AT TEMPT TO REGAIN ENGINE POWER; HOWEVER, NO CHANGE IN ENGINE POWER WAS NOTED. THE PILOT CONTACTED THE WESTHEIMER AIRPORT, AND DECLARED AN EMERGENCY. WITH THE PROPELLER WIND MILLING, THE PILOT EXECUTED A FORCED LANDING TO A FIELD. DURING THE TOUCHDOWN, THE NOSE LANDING GEAR CONTACTED A "DRAINAGE TERRACE", THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. ACCORDING TO AN FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, AFTER THE AIRPLANE WAS TURNED UPRIGHT, THE RIGHT FUEL TANK WAS FOUND EMPTY, AND LEFT FUEL TANK CONTAINED RESIDUAL FUEL. THE RIGHT FUEL CAP WAS FOUND UNLOCKED AND HANGING OUT OF THE FUEL CELL BY ITS RETAINING CHAIN. THE PILOT ADDED THAT THE AIRPLANE WAS EQUIPPED WITH LONG-RANGE 88-GALLON CAPACITY FUEL TANKS AND HAS AN ENDURANCE OF APPROX. 6 HOURS AND 45 MINUTES OF FLIGHT TIME. THE PILOT STATED THAT SOME OF THE FUEL MAY HAVE BEEN SYPHONED OUT OF THE FUEL TANK DUE TO A LOOSE FUEL CAP. (.4)ON MARCH 2, 2001, AT 1545 CENTRAL STANDARD TIME, A CESSNA 182P SINGLE-ENGINE AIRPLANE, N4721K, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING F OLLOWING A LOSS OF ENGINE POWER NEAR TUTTLE, OKLAHOMA. THE PRIVATE PILOT, SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY KREMMLING FLYING, INC., OF KREMMLING, COLORADO. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE AIRPLANE DEPARTED KREMMLING, COLORADO, AT 1045 MOUNTAIN STANDARD TIME, AND WAS DESTINED FOR THE UNIVERSITY OF OKLAHOMA WESTHEIMER AIRPORT NEAR NORMAN, OKLAHOMA. THE PILOT STATED THAT PRIOR TO TAKEOFF, BOTH FUEL TANKS WERE TOPPED OFF. APPROXIMATELY 15 MILES FROM THE INTENDED DESTINATION, AT 3,500 FEET MSL, THE ENGINE RPM BEGAN TO DECREASE. THE PILOT PULLED THE CARBURETOR HEAT ON, AND THE "RPMS PICKED BACK UP." APPROXIMATELY 10 SECONDS LATER, THE ENGINE RPM STARTED TO DECREASE AGAIN. THE PILOT ADJUSTED THE MIXTURE CONTROL, APPLIED FULL PROPELLER RPM, AND REPOSITIONED THE FUEL SELECTOR, IN AN ATTEMPT TO REGAIN ENGINE POWER; HOWEVER, NO CHANGE IN ENGINE POWER WAS NOTED. THE PILOT CONTACTED THE WESTHEIMER CONTROL TOWER AND DECLARED AN EMERGENCY. WITH THE PROPELLER WINDMILLING, THE PILOT EXECUTED A FORCED LANDING TO A FIELD. DURING THE TOUCHDOWN, THE NOSE LANDING GEAR CONTACTED A "DRAINAGE TERRACE," AND THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. ACCORDING TO AN FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, AFTER THE AIRPLANE WAS TURNED UPRIGHT, THE RIGHT FUEL TANK WAS FOUND EMPTY, AND THE LEFT FUEL TANK CONTAINED RESIDUAL FUEL. THE RIGHT FUEL CAP WAS FOUND UNLOCKED AND HANGING OUT OF THE FUEL CELL 20010302005309I (-23) ON SHORT FINAL TO THIS GRAVEL LANDING STIP IN THE SAN JUAN ISLANDS, THE A/C STRUCK A TREETOP WITH ITS LEFT WING. THE PILOT HAS BEEN TAKE OFF OF FLYING STATUS WITH THE 135 OPERATOR PENDING REMEDIAL TRAINING & TESTING. THE PILOT IS CURRENTLY OUT OF THE AREA ON MILITARY RESERVE TRAINING, THUS SOME OF THE INFORMATION IN THIS REPORT IS LACKING. 20010302007039I (-23)THE AIRCRAFT HAD JUST UNDERGONE AN ANNUAL INPSECTION AT THE PGV AIRPORT. THE PILOT AND HIS PASSENGER WERE PICKING THE AIRPLANE UP AFTER THAT MAINTENANCE TO FLY IT BACK TO THE EWN AIRPORT. THE PILOT REPORTED COMPLETING AN NORMAL PREFLIGHT OF THE AIRCRAFT AND THE EMERGENCY EXIT WAS SPECIFICALLY DISCUSSED WITH THE MECHANIC BECAUSE THE MECHANIC REPORTED REMOVING THE EXIT AND REINSTALLING IT DURING THE INSPECTION. THE PILOT REPORTED THAT, WHILE AT CRUISE, HE AND HIS PASSENGER HEARD A "WHISTLING" NOISE. THEY INITIALLY ASSUMMED IT WAS A RADIO AND BEGAN TROUBLSHOOTING THE RADIOS. THEY EVENTUALLY TRACKED THE NOISE DOWN TO THE PILOT'S WINDOW (THE EMERGENCY EXIT) AND, WITH THE AID OF A FLASHLIGHT, NOTICED THAT THE WINDOW WAS SLIGHTLY AWAY FROM THE FRAME AT THE FORWARD LOWER EDGE. THE AIRCRAFT WAS ALREADY CONFIGURED FOR A SLOW CRUISE SPEED AND THE PILOT ELECTED TO CONTINUE WITH THAT SPEED. AS THEY BEGAN A SLIGHT DESCENT, APPROXIMATELY 10 TO 15 NM NORTH/NORTHWEST OF THE EWN AIRPORT, THE EMERGENCY EXIT LEFT THE AIRCRAFT. THE PILOT CONTINUED THE FLIGHT TO LAND AT THE EWN AIRPORT AND STATED THAT THE AIRCRAFT FLEW NORMALLY, WITH A SLIGHT YAW TO THE LEFT. NO SUBSTANTIAL DAMAGE TO THE AIR CRAFT. 20010302008469I (-23)ON MARCH 2, 2001 AT 0631 EST, A MCDONNELL DOUGLAS DC-9-31, S/N 45874, N929AX, REGISTERED TO ABX AIR INC., EXPERIENCED A HAZARDOUS MATERIAL SPILL IN THE MAIN CARGO BAY AREA J3 WHILE REMOVING THE CONTAINERS FROM THE AIRCRAFT AT THE SYRACUSE INTERNATIONAL AIRPORT (SYR). THE ARFF RESPONDED AND TREATED AREA TO NEUTRALIZE THE SPILL AS REQUIRED. MAINTENANCE PERSONNEL CONTACTED THE CLEAN-UP TO "ENVIRONMENTAL PRODUCTS & SERVICES, INC." AIRBORNE EXPRESS, INC. MAINTENANCE VERIFIED THE CLEAN-UP, ENTERED THE DISCREPANCY ONTO AIRCRAFT LOG PAGE 28631-73, AND THE AIRCRAFT WAS RETURNED TO SERVICE. THE CIVIL AVIATION SECURITY DIVISION, AEA-700-PIT, INSPECTOR LAWRENCE O'NEIL WAS CONTACTED AND ARRIVED ON SCENE TO INVESTIGATE HOW THE HAZARDOUS MATERIAL WAS SHIPPED WITHOUT PROPER PACKAGE LABELING. THE INCIDENT WAS FORWARDED TO THE CIVIL AVIATION SECURITY DIVISION. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS NOT DAMAGED AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT THE WILMINGTON, OHIO (ILN) AIRPORT ON MARCH 2, 2001. 20010303002509A (-23) DURING CRUISE FLIGHT THE PILOT REPORTED THAT THE ENGINE STARTED TO RUN ROUGH AND SHAKE EXCESSIVELY, AT WHICH TIME THE PILOT SAID THAT THE THROTTLE WAS REDUCED TO HALF TO TRY TO GET THE ENGINE TO MAINTAIN SOME FORM OF POWER TO REACH A SUITABLE LANDING SITE. THE PILOT REPORTED THAT RETARDING THE THROTTLE TO HALF DID NOT HELP AND THE ENGINE QUIT AT THIS TIME WITH OIL COVERING THE WINDSHIELD AND SMOKE FILLING THE COCKPIT. THE PILOT THEN STATED THAT THE FUEL WAS TURNED OFF TO THE ENIGNE AND CONDUCTED AN EMERGENCY LANDING IN THE TREES. THE PILOT SAID THAT AFTER LANDING THE COWLING WAS REMOVED AND A HOLE WAS NOTED IN THE TOP OF THE LEFT SIDE OF THE ENGINE CRANKCASE BETWEEN THE NUMBER 2 AND NUMBER 4 CYLINDERS. (-19) ON MARCH 3, 2001, ABOUT 1300 ALASKA STANDARD TIME, WAWHEEL/SKI EQUIPPED HELIO H-295 AIRPLANE, N42DC, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING ABOUT 20 MILES SOUTH OF CLEAR, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) POSITIONING FLIGHT UNDER TITLE 14, CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS REGISTERED TO, AND OPERATED BY, WRIGHT AIR SERVICE, INC., FAIRBANKS, ALASKA. THE SOLO AIRLINE T RANSPORT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VFR FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT THE STAMPEDE AIRSTRIP, ABOUT 1250, AND WAS ENROUTE TO FAIRBANKS. DURING A TELEPHONE CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR-IN-CHARGE ON MARCH5, THE PILOT REPORTED THAT WHILE IN LEVEL, CRUISE FLIGHT, THE ENGINE BEGAN TO RUN ROUGH, AND LOSE POWER. THE PILOT SAID THAT WHILE PERFORMING THE ENGINE EMERGENCY PROCEDURES, HE SMELLED SMOKE IN THE CABIN, AND NOTED A SUBSTANTIAL AMOUNT OR ENGINE OIL ON THE WINDSCREEN. THE AIRPLANE COLLIDED WITH TREES DURING A SUBSEQUENT FORCED LANDING, AND SUSTAINED SUBSTANTIAL DAMAGE TO THE WINGS, FUSELAGE AND EMPENNAGE. THE PILOT STATED THAT A POSTACCIDENT INSPECTION OF THE ENGINE REVEALED A FIST-SIZED HOLE ON THE LEFT SIDE OF THE ENGINE CRANKCASE. 20010303003419A (-19) ON MARCH 3, 2001, AT 0930 HOURS PACIFIC STANDARD TIME, AN EXPERIMENTAL CHRISTIAN RANS S-12, N12FC, WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK A TREE DURING A FORCED LANDING IN A RAVINE FOLLOWING A LOSS OF ENGINE POWER APPROX. 4 NAUTICAL MILES EAST OF THE RAMONA, CA., AIRPORT. THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE FLIGHT, WHICH WAS CONDUCTED BY THE OWNER UNDER 14 CFR PART 91. THE AIRCRAFT DEPARTED BARONA, AN UNCHARTERED PRIVATE AIRSTRIP AT 0915, AND NO FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT, THE ENGINE QUIT WHILE IN CRUISE FLIGHT. HE ATTEMPTED TO LAND IN A SMALL CANYON, OR RAVINE AREA, AND WAS UNABLE TO AVOID A SINGLE TREE THAT WAS DIRECTLY IN FRONT OF HIM IN THE CENTER OF THE RAVINE. (-23) WHILE OPERATING UNDER VMC DURING A LOCAL PILOT PROFICIENCY FLIGHT THE PILOT STATED THE A/C LOST POWER. DURING THE EMERGENCY OFF-AIRPORT LANDING THE PILOT WAS UNABLE TO AVOID A TREE DIRECTLY IN FRONT OF HIM. THE A/C WAS SUBSTANTIALLY DAMAGED. THE PILOT BELIEVES THAT A CYLINDER MAY HAVE LOST COMPRESSION DUE TO PISTON RING FAILURE, AN M OR D FORM WILL FOLLOW. (.4) ACCORDING TO THE PILOT, THE ENGINE LOST POWER WHILE IN CRUISE FLIGHT. HE ATTEMPTED TO LAND IN A SMALL CANYON, OR RAVINE AREA, AND WAS UNABLE TO AVOID A SINGLE TREE THAT WAS DIRECTLY IN FRONT OF HIM IN THE CENTER OF THE RAVINE. THE LEFT WING STRUCK THE TREE AND THE RIGHT WING WAS BENT WHEN IT STRUCK THE GROUND. THE PILOT, WHO IS ALSO THE BUILDER OF THE AIRPLANE, INSPECTED THE ENGINE AND FOUND A BROKEN CRANKSHAFT AT THE NUMBER 1 PISTON ROD ATTACH POINT. THE ENGINE HAD OIL AND NO OTHER ANOMALIES WERE OBSERVED. THE PILOT REPORTED THAT THE ENGINE WAS OVERHAULED 20 HOURS PRIOR TO THE ACCIDENT. THE MANUFACTURER OF THE ENGINE STATED THAT THE ENGINE LIFE FOR THIS MODEL IS 300 HOURS OR 5 YEARS. THE ENGINE IN THE ACCIDENT AIRPLANE WAS MANUFACTURED ON MARCH 10, 1991. THE MANUFACTURER SAID THEY HAVE NO SERVICE HISTORY OF CRANKSHAFT FAILURES IN THIS PARTICULAR MODEL ENGINE. THE CRANKSHAFT IS REQUIRED TO BE REPLACED AT EACH OVERHAUL. THE ENGINE WAS OVERHAULED AT A FACILITY THAT ONLY PROVIDES ENGINES FOR ULTRALIGHT AIRCRAFT. THE OWNER OF THE FACILITY STATED THAT HE DOES NOT APPROVE OF THE USE OF HIS ENGINES IN CERTIFIED AIRPLANES. HE SAID HE RECALLED OVERHAULING THIS ENGINE BUT COULD NOT REMEMBER THE DATE, AND DOES NOT BELIEVE THE CRANKSHAFT WAS REPLACED. THE CRANKSHAFT WAS NOT PROVIDED FOR METALLURGICAL EXAMINATION. 20010303003469A (.19) ON MARCH 3, 2001, AT APPROX. 1115 MST, A CESSNA 152, N24950, WAS SUBSTANTIALLY DAMAGED DURING A LANDING ROLLOUT AT WALKER FIELD, GRAND JUNCTION, COLORADO. THE STUDENT PILOT, THE SOLE OCCUPANT IN THE AIRPLANE WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY I FLY STRAND AVIATION, INC., UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SOLO-INSTRUCTIONAL LOCAL FLIGHJT THAT ORIGINATED APPROX. 30 MINUTES BEFORE THE ACCIDENT. THE PILOT HAD NOT FILED A FLIGHT PLAN. ACCORDING TO THE STUDENT PILOT'S FLIGHT INSTRUCTOR, THE STUDENT WAS PRACTICING TOUCH AND GO LANDINGS. DURING THE LAST LANDING, THE AIRPLANE PORPOISED DAMAGING THE WING TIP AND ENGINE MOUNTS. (-23)STUDENT PILOT FLEW 0.5 DUAL WITH HER INSTRUCTOR, THEN FLEW APPROX. 0.5 SOLO. ON HER LANDING AT GRAND JUNCTION AIRPORT ON RUNWAY 11, THE A/C PORPOISED AND CAME TO REST ON THE RUNWAY WITH A BROKEN NOSE GEAR. 20010303003529A (.19) ON MARCH 3, 2001, ABOUT 1425 CST, A PIPER PA-32RT-300T, N911PL, REGISTERED TO SOUTHERN AIR SYSTEMS, OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED OFFSHORE NEAR GULFPORT, MISSISSIPPI. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN HAD BEEN FILED, BUT NOT ACITVATED. THE AIRPLANE WAS DESTROYED AND THE PRIVATE-RATED PILOT, THE SOLE OCCUPANT, IS PRESUMED TO HAVE RECEIVED FATAL INJURIES. THE FLIGHT DEPARTED TAMPA INTERNATIONAL AIRPORT, TAMPA, FLORIDA, ABOUT 1215 EST. ACCORDING TO FAA GULFPORT APPROACH CONTROL, WHO WAS PROVIDING FLIGHT FOLLOWING, THEY RECEIVED A LAND LINE CALL FROM FAA NEW ORLEANS CONTROL APPROACH CONTROL RECOMMENDING THAT THE FLIGHT NOT TRY TO CONTINUE VFR. GULFPORT RELAYED THE MESSAGE TO N911PL, RECOMMENDED A LEFT 180-DEGREE TURN TO AVOID WEATHER, AND RECEIVED AN ACKNOWLEDGEMENT. THERE WAS NO FURTHER COMMUNICATION WITH N911PL, AND THE RADAR RETURNS SHOWED THE FLIGHT ENTER A RIGHT TURN AND COMMENCE A HIGH RATE OF DESCENT. (-23)OPERATOR WAS INSTRUCTED BY ATC TO MAKE A LEFT TURN TO AVOID WEATHER, INSTEAD THE PILOT MADE A RIGHT TURN INTO WEATHER. ATC REPORTED THE A/C WENT INTO "COAST" STATUS ON RADAR. A/C CRASHED INTO THE OCEAN 6 MILES OF THE MISSISSIPPI GULF COAST. (.4) ACCORDING TO TRANSCRIPTS OF THE SAINT PETERSBURG AFSS TELEPHONE BRIEF OF FLIGHT CONDITIONS GIVEN TO A PERSON REPRESENTED AS THE PILOT OF N911PL FOR A VFR FLIGHT PLAN BETWEEN TAMPA, FLORIDA AND BEAUMONT, TEXAS, ON MARCH 3, 2001. DUE TO A STATIONARY FRONTAL SYSTEM LYING BETWEEN NORTHERN GEORGIA AND A POINT IN THE GULF OF MEXICO WEST OF NEW ORLEANS, SEVERE THUNDERSTORM WATCHES WERE IN EFFECT, MODERATE TURBULENCE, STRONG HEADWINDS, SURFACE AND ALOFT HAIL TO 1 INCH POSSIBLE, WIND GUSTS TO 60 KNOTS POSSIBLE WITH MAXIMUM TOPS OF THUNDERSTORMS ABOUT 45,000 FEET EXISTED ALONG HIS INTENDED FLIGHT PATH. NUMEROUS SIGMETS, AIRMETS, AND WEATHER WATCHES WERE IN EFFECT PRIOR TO AND DURING THE ACTUAL FLIGHT. THE DESTINATION FORECAST CALLED FOR IFR CEILINGS UNTIL 2000 LOCAL TIME ALTHOUGH THE FLIGHT PLAN CALLED FOR A DESTINATION ARRIVAL TIME OF 1438. THE FLIGHT DEPARTED TAMPA AT 1208 AND WAS ADVISED B Y FAA GULFPORT APPROACH CONTROL THAT FAA NEW ORLEANS APPROACH CONTROL RECOMMENDED THE FLIGHT NOT CONTINUE VFR. ONCE THE PILOT ACCEPTED THE RECOMMENDATION, GULFPORT SUGGESTED A HEADING, BUT THE RADAR RETURN WAS OBSERVED TO TAKE A DIFFERENT HEADING, START A HIGH RATE OF DESCENT, AND COMMUNICATIONS CEASED AT 1422 LOCAL TIME. A COAST GUARD HELICOPTER SIGHTED WRECKAGE PIECES AT ABOUT THE 216 DEGREE RADIAL/ 17 MILES FROM THE GULFPORT VOR AT ABOUT 1509. A COAST GUARD VESSEL WAS DISPATCHED TO THE SCENE AND RECOVERED AIRCRAFT SEATS, INTERIOR PARTS, PERSONAL LUGGAGE, AND AN UNDEPLOYED LIFE RAFT. SUBSEQUENTLY, THE LEFT WING WAS RECOVERED AND THE WING/FUSELAGE ATTACHMENTS UNDERWENT NTSB MATERIALS LABORATORY ANALYSIS. THE FRACTURES WERE INDICATIVE OF OVERSTRESS IN THE UPWARD, (ASSUMING UPRIGHT AIRCRAFT ORIENTATION) DIRECTION. NO OTHER PIECES OF THE WRECKAGE NOR THE PILOT WAS RECOVERED TO DATE. 20010303003559I (-23)WEATHER: SNOW AND ICE REF NE INCIDNET 2001-444, NIGHT IFR 20010303003709I (-23) AFTER TAKE OFF FROM OCEANSIDE (OKB) AIRPORT, THE A/C RETURNED TO THE DEPARTING AIRPORT DUE TO ELECTRICAL PROBLEM. THE A/C LANDING GEARS COLLAPSED ON RUNWAY 24 AFTER LANDING. POST INCIDENT INSPECTION FOUND THE LANDING GEARS OPERATED SATISFACTORY IN THE NORMAL AND EMERGENCY SYSTEMS. A BROKEN WIRE WAS FOUND NEAR THE ROUTING OF THE ALTERNATOR WIRE BUNDLE WHICH COULD BE THE CAUSE OF THE ELECTRICAL FAILURE. 20010303003799A (.19) ON MARCH 3, 2001, AT 1430 EST A HOMEBUILT ROTORWAY EXEC 162F HELICOPTER N929BL, WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK TREES AFTER LIFTING TO A HOVER IN AN OPEN FIELD IN WALLINGFORD, CONNECTICUT. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PILOT/BUILDER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A WRITTEN STATEMENT, THE FLIGHT INSTRUCTOR STATED: "I WAS PREPARING FOR A TRAINING FLIGHT WITH STUDENT IN A ROTORWAY HELICOPTER. THE PLAN WAS FOR ME TO DEPART STUDENTS RESIDENCE (WALLINGFORD, CT) SOLO (LEFT SEAT) AND FLY ACROSS THE STREET TO AN OPEN FIELD. THE STUDENT WAS TO MEET ME THERE AND MOVE THE BALLAST WEIGHT FROM THE RIGHT FRONT SKID TUBE (FWD) TO THE TALL CONE (AFT). I TOOK OFF FROM STUDENTS YARD ABOUT 14:30 CST AND LANDED IN THE FIELD ACROSS THE STREET, ABOUT 40 FEETFROM THE ROAD FACING THE TREE LINE. STUDENT APPROACHED THE LEFT DOOR AND EXPRESSED HIS CONCERNS ABOUT THE SKIDS ON THE DIRT SURFACE. I ASSURED HIM THAT THE SURFACE WAS QUITE FIRM AND SAFE. I SLID ACROSS TO THE RIGHT SEAT AND STUDENT GOT INTO THE LEFT SEAT AND WE BUCKLED IN. WE HAD BOTH FORGOTTEN ABOUT REPOSITIONING THE BALLAST WEIGHT. I HAD THE CONTROLS AND I RAN THE ENGINE UP READYING FOR A LIFT TO HOVER. I DID NOT USE THE PRE TAKE-OFF CHECKLIST, WHICH WOULD HAVE REMINDED ME ABOUT THE BALLAST WEIGHT POSITION. WITH 2 PILOTS ONBOARD AND THE BALLAST IN THE FORWARD POSITION THE HELICOPTER WAS OUT OF C.G. LIMITS (NOSE HEAVY). WHEN I LIFTED THE HELICOPTER TO HOVER THE NOSE PITCHED DOWNA ND THE HELICOPTER ACCELERATED FORWARD. I APPLIED FULL AFT CYCLIC STICK BUT THE HELICOPTER WENT BETWEEN TWO TREES AND THE MAIN ROTOR BLADES STRUCK THE TREES. THE FORWARD MOTION STOPPED THE HELICOPTER YEWED LEFT-THEN FELL TO REST ON THE LEFT SIDE. I CLIMBED OUT OF THE RIGHT DOOR AND STUDENT FOLLOWED ME OUT." A FAA INSPECTOR PERFORMED AN ON-SCENE EXAMINATION ON MARCH 3, 2001. ACCORDING TO THE INSPECTOR THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE TO THE MAIN ROTOR SYSTEM, BOTH ROTOR BLADES, THE TAIL BOOM, LEFT SIDE OF THE FUSELAGE, AND SKIDS. EXAMINATION OF THE ROTORWAY INTERNATIONAL EXEC 162F FLIGHT MANUAL, REVEALED THAT ITEM 4 ON THE START UP/RUN UP AND TAKE OFF CHECKLIST STATED, "CHECK BALLAST WEIGHT LOCATION." FURTHER EXAMINATION OF THE FLIGHT MANUAL REVEALED THAT IN THJE WEIGHT AND BALANCE SECTION, IT STATED: "SOLO FLIGHT IS PERFORMED ONLY FROM THE LEFT SEAT, AND MUST HAVE THE BALLAST WEIGHT PLACED ON THE FRONT PASSENGER SKID. DUAL FLIGHT REQUIRES THE BALLAST WEIGHT BE PLACED ON THE REAR MOUNT TUBE UNDER THE TAIL BOOM." THE FLIGHT INSTRUCTOR REPORTED 3,725 TOTAL FLIGHT HOURS IN HELICOPTERS: 8 HOURS IN MAKE AND MODEL OF WHICH 3 HOURS WERE LOGGED AS INSTRUCTORIN MAKE AND MODEL. THE FLIGHT INSTRUCTOR ALSO REPORTED THERE WERE NO MECHANICAL MALFUNCTIONS. (-23) CFI DEPARTED FROM PRIVATE RESIDENCE AND LANDED IN THE FIELD ACROSS THE STREET. OWNER/STUDENT BOARDED AND ATTEMPTED TAKE OFF. BOTH PILOTS FAILED TO MOVE BALLAST WEIGHT FORM RT. SKID TO TAIL BOOM - LOST CONTROL AFTER LIFT OFF, HIT TREES. (.4) IN PREPARATION FOR AN INSTRUCTIONAL FLIGHT, THE FLIGHT INSTRUCTOR FLEW THE HELICOPTER FROM THE STUDENT PILOT/BUILDER'S YARD TO AN OPEN FIELD ACROSS THE STREET FOR THE PURPOSE OF ADDED TAKE-OFF ROOM WITH TWO PEOPLE ON BOARD. PRIOR TO THIS RELOCATION, THE FORWARD BALLAST WEIGHT REQUIRED FOR SOLO OPERATIONS REMAINED ON THE FRONT RIGHT SKID. THE FLIGHT INSTRUCTOR AND STUD ENT AGREED THAT THE STUDENT WOULD MOVE THE BALLAST WEIGHT FROM THE FORWARD RIGHT SKID TO THE TAIL BOOM BEFORE GETTING INTO THE HELICOPTER. WHEN THE STUDENT MET THE INSTRUCTOR ACROSS THE STREET, HE WAS CONCERNED ABOUT THE SKIDS BEING IN THE DIRT. THE INSTRUCTOR REASSURED THE STUDENT THAT THE GROUND WAS SOLID. THE INSTRUCTOR THEN SLID FROM THE LEFT SEAT TO THE RIGHT SEAT AND THE STUDENT GOT INTO THE 20010303003989A (-23) THE STUDENT PILOT WAS ON HIS FIRST SUPERVISED SOLO FLIGHT. HE MADE TWO SUCCESSFUL TOUCH AND GO LANDINGS. ON HIS THIRD ATTEMPT HE EXECUTED A GO-AROUND MANUEVER. ON THE FOURTH HE LANDED BUT THE STARBOARD MAIN LANDING GEAR CAME OFF THE GROUND AND THE A/C CONTINUED FORWARD ON THE PORTSIDE MAIN AND NOSE GEAR, EXITED THE RUNWAY, RAN INTO A SNOWBANK AND ENDED UP INVERTED IN THE SNOW BANK. LOCATED ON THE SOUTHWEST CORNER OF RUNWAYS 35 AND 28 AT LOGAN-CACHE AIRPORT. THE STUDENT STATED HE HAD EXCESS AIRSPEED DURING THE LAST LANDING. THE STUDENT ALSO STATED HE COULD NOT REACT SOON ENOUGH TO PREVENT THE A/C FROM LEAVING THE RUNWAY. AT THE PRESENT TIME IT APPEARS BOTH THE STUDENT AND HIS INSTRUCTOR MET THE REGULATORY REQUIREMENTS FOR SOLO FLIGHT OPERATIONS.^PRIVACY DATA OMITTED^ 20010303004149A (-23)THE AIRCRAFT TOUCHED DOWN AND THEN VEERED OFF THE RIGHT SIDE OF THE RUNWAY. THE LANDING GEAR WAS DESTROYED BY SDIE LOADS CAUSED BY SLIDING ON THE ROUGH TERRAIN, INCLUDING A SNOW BANK AND A SHALLOW DITCH. 20010303004889I (-23)A/C CLEARED TO LAND AT ST. PETERSBURG ARPT. (PIE) FOR RUNWAY 17L. PILOT UPON LANDING ENCOUNTERED GUSTING WINDS. UPON TOUCHDOWN PILOT LOST CONTROL OF A/C AND RAN OFF RUNWAY. NO REPORTED INJURY AND NO A/C DAMAGE. PILOT HAS BEEN COUNSELED AND GIVEN ADDITIONAL CROSSWIND LANDING TRAINING. THIS MATTER IS CONSIDERED CLOSED. 20010303007049I (-23)JUMP WAS DECEASED'S FIRST SKYBOARD JUMP. JUMP ALTITUDE WAS APPROXIMATELY 14,000' AGL, APPROXIMATELY 15270' MSL. THE JUMP PLANE WAS A PILATUS TURBINE PORTER OPERATED BY SKYDIVE PHOENIX. VIDEO OF THE FREE FALL SEGMENT OF THE JUMP SHOWS DECEASED IN REASONABLE CONTROL, PARTICULARLY FOR A FIRST BOARD JUMP. THERE WERE NO DEFINITIVE EYEWITNESSES TO THE JUMP AFTER BREAKAWAY. DECEASED IMPACTED THE GROUND IN A FEET TO EARTH ATTITUDE APPROXIMATELY 1/2 MILE FROM THE INTENDED TARGET LANDING AREA. RESCUE PERSONNEL REMOVED THE PARACHUTE EQUIPMENT. IT WAS NOTED AT THE TIME THAT THE AUTOMATIC ACTIVATION DEVICE WAS ON AND READING "O DOWN". DECEASED WAS PRONOUNCED DEAD AT THE SCENE. DECEDENT WAS FOUND ON HIS BACK ADJACENT THE IMPACT CREATER. 20010303007869A (.19)ON MARCH 3, 2001, ABOUT 1324 EASTERN STANDARD TIME, A CESSNA 172L, N3802Q, REGISTERED TO A PRIVATE INDIVIDUAL, EXPERIENCED A HARD LANDING AT THE FORT LAUDERDALE EXECUTIVE AIRPORT, FORT LAUDERDALE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 INSTRUCTIONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND STUDENT PILOT WERE NOT INJURED. THE FLIGHT ORIGINATED ABOUT 1145 FROM THE FORT LAUDERDALE EXECUTIVE AIRPORT. THE STUDENT STATED THAT AFTER DEPARTURE HE PERFORMED AIRWORK THEN RETURNED FOR LANDING; THE CFI WAS FLYING THE AIRPLANE. THE CFI STATED THAT THE FLIGHT ENTERED THE TRAFFIC PATTERN TO LAND ON RUNWAY 26, AND WHILE OVER THE RUNWAY, "THERE ALL OF A SUDDEN WAS NO MORE CONTROLLABILITY OF THE PLANE BY THE YOKE." HE ASKED THE STUDENT TO PULL ON THE YOKE BUT AGAIN THERE WAS NO RESPONSE. THE AIRPLANE TOUCHED DOWN ON ALL THREE LANDING GEARS THEN BOUNCED, THEN AFTER THE SECOND TOUCHDOWN, THE CFI APPLIED RUDDER INPUT AND THE AIRPLANE DEPARTED THE RUNWAY ONTO GRASS. PRELIMINARY EXAMINATION OF THE AIRPLANE BY FAA PERSONNEL REVEALED THAT THE FIREWALL WAS DAMAGED. ADDITION ALLY, THE VERTICAL PORTION OF THE CONTROL YOKE ASSEMBLY WAS FRACTURED. (-23)ON MARCH 3, 2001 ABOUT 1324 EST, A CESSNA 172L, N3802Q, REGISTERED TO A PRIVATE INDIVIDUAL, EXPERIENCED A HARD LANDING AT THE FORT LAUDERDALE EXECUTIVE AIRPORT, FORT LAUDERDALE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FIELD FOR THE CFR 14 PART 91 INSTRUCTIONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGE AND THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND STUDENT PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED ABOUT 1145 FROM THE FORT LAUDERDALE EXECUTIVE AIRPORT. PRELIMINARY EXAMINATION OF THE AIRCRAFT REVEALED THAT THE VERTICAL PORTION OF THE CONTROL YOKE ASSEMBLY HAD FRACTURED ABOVE THE LOWER ATTACH POINT. 20010303009049A (-23)THE PILOT HAD JUST COMPLETED A PRACTICE INSTRUMENT LANDING SYSTEM APPROACH TO RUNWAY 27 AT MELBOURNE AIRPORT, AND HE PLANNED TO PERFORM A TOUCH-AND-GO. DURING THE LANDING ROLL-OUT, THE PILOT RETRACTED THE FLAPS AND INCREASED THROTTLE. THE PILOT THEN STATED THAT THE LEFT WING OF THE PLANE STARTED COMING UP, AND THE NOSE YAWED 30 DEGREES TO THE LEFT. THE PILOT ATTEMPTED TO COTTECT WITH APPLICATION OF LEFT AILERON AND RIGHT RUDDER, BUT BY THEN THE PLANE HAD DEPARTED THE RUNWAY INTO THE GRASS WHERE IT COLLIDED WITH A DITCH. THE AIRPLANE THEN NOSED OVER AND CAME TO REST IN AN INVERTED POSITION. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE COMMERCIAL/ATP-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. 20010303009609I (-23)AIRCRAFT LANDED AT FLL ON RUNWAY 27L, AND ON ROLL PRIOR TO TAXIWAY G2, THE RIGHT MAIN LANDING GEAR COLLAPSED AND AIRCRAFT RAN OFF PAVEMENT. THE THRU BOLT OF THE RIGHT SCISSORS PULLED THROUGH AND THE LINKS DISCONNECTED CAUSING THE TIRE TO GO INTO WHEEL WELL, CAUSING THE AIRCRAFT TO GO OFF RUNWAY. 20010303013849I (-23) ON MARCH 3, 2001, AT 1443 EST A BEECHCRAFT BE-35-G, S/N D-4817, N318B, OPERATED AND REGISTERED TO MR. JAY ROBERSON EXPERIENCED A GEAR UP LANDING AT THE WHITFORDS AIRPORT (B16), WEEDSPORT, NY. THE PILOT, MR. JAY ROBERSON, CONTACTED THE FLIGHT STANDARD DISTRICT OFFICE TO INVESTIGATE THE INCIDENT. MAINTENANCE PERSONNEL INSPECTED THE AIRCRAFT AND NOTED THE FOLLOWING DAMAGE: ENGINE SUDDEN STOPPAGE, PROPELLER SUDDEN STOPPAGE, LEFT AND RIGHT FLAP DAMAGE, AIRCRAFT BELLY SKIN DAMAGED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO IFR FLIGHT WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGED AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT THE FULTON-OSWEGO COUNTY AIRPORT (N00), ON MARCH 3, 2001. THIS INCIDENT IS CLOSED. 20010304002439A (-23) DURING A POWERED TAKE-OFF ON RUNWAY 30 AT BZN, THE CANOPY OPENED. THE PILOT FAILED TO LATCH THE CANOPY PRIOR TO TAKE-OFF. THE GLIDER PITCHED UP TO APPROX. 25 TO 30 FEET THEN STALLED TO THE LEFT. THE GLIDER IMPACTED THE RUNWAY IN A NOSE DOWN CONFIGURATION AND ENDED UP ON THE SHOULDER OF THE RUNWAY. THE PILOT SUSTAINED 2 BROKEN LEGS AND THE AIRCRAFT WAS DESTROYED. THIS WAS THE PILOT'S FIRST FLIGHT OF THIS EXPERIMENTAL GLIDER. THE PILOT WAS OVER 600 HOURS IN GLIDER.^PRIVACY DATA OMITTED^ 20010304002479A (-23) AT 1930Z THE PILOT, WITH TWO PASSENGERS, ATTEMPTED TO TAKE OFF ON SKIS FROM LAKE UNION, WHICH IS APPROX. 4 MILES SW OF SOUTH HAVEN, MN. VMC CONDITIONS PREVAILED AT THE TIME, THE WINDS WERE 320 AT 10 KTS. THE SNOW CONDITIONS WERE STICKY AND HIS TAKEOFF RUN WAS LONG. HIS TAKE OFF HEADING WAS APPROX. 290 DEGREES. ONCE AIRBORNE HE DIDN'T THINK HE WOULD CLEAR THE TREES AT THE END OF THE LAKE. HE ELECTED TO TURN TO THE LEFT AND LAND BACK ON THE LAKE. THE TURN BROUGHT HIM DOWN WIND, THE AIRCRAFT LOST LIFT, THE LEFT WING DIPPED CONTACTING THE SNOW. THE AIRCRAFT TURNED AROUND THE LEFT WING TIP AND THE MAIN GEAR TOUCHED DOWN WITH A SEVERE SIDE LOAD WHICH TORE THE MAIN GEAR GROM THE AIRCRAFT. THE AIRCRAFT CAME TO REST UPRIGHT APPROX. 120 FEET FROM WHERE THE WING TIP FIRST MADE CONTACT. THERE WERE NO INJURIES. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. (.19) ON MARCH 4, 2001, AT 1330 CST, A CESSNA 170B, N2577D, PILOT BY A COMMERCIAL PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING A COLLISION WITH TERRAIN DURING A TAKEOFF FROM A FROZEN LAKE NEAR SOUTH HAVEN, MINNESOTA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISION OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT AND HIS PASSENGER REPORTED NO INJURIES. THE FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT AND HAD THE INTENDED DESTINATION OF FOREST LAKE, MINNESOTO. 20010304003049I (-23) PILOT RECEIVED PRIOR TRAINING IN A CESSNA 172 ON PROCEDURES FOR THE BD5B BY AN EXPERIENCED BD5B PILOT. PILOT MADE FIRST TAKEOFF, UPON ROTATION PILOT EXPERIENCED LOSS OF CONTROL AND IMMEDIATELY LANDED. HARD LANDING DAMAGED LANDING GEAR AND A RUNWAY LIGHT. 20010304003079A (-23) ON MARCH 4, 2001 AT ABOUT 1730 LOCAL FAIRBANKS, ALASKA TIME, MR SHAFFATTEMPTED TO DEPART IN A WHEEL EQUIPPED TCRAFT 19-19 N22N, FROM HIS PLOWED ICE STRIP ON HEARTMAN LAKE. THE STRIP WAS PLOWED 900 FEET LONG AND 18 FEET WIDE. DURING THE TAKEOFF ATTEMPT, MR SHAFF FELT THE AIRCRAFT'S INDICATED AIRSPEED WAS UNACCEPTABLE, AND ABORTED THE TAKEOFF. THE AIRCRAFT LEFT THE DEPARTURE END OF THE RUNWAY, TRAVELED UP AND OVER THE LAKES SOUTHERN SHORE FOR APPROX. 125 FEET AND FLIPPED OVER ON ITS BACK. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. MR SHAFF WAS THE SOLE OCCUPANT ON BOARD THE AIRCRAFT AND DID NOT RECEIVE ANY INJURIES. (.19) ON MARCH 4, 2001, ABOUT 1740 ALASKA STANDARD TIME, A WHEEL EQUIPPED TAYLORCRAFT 19 AIRPLANE, N22N, SUSTAINED SUBSTANTIAL DAMAGE DURING AN ABORTED TAKEOFF FROM A PRIVATE AIRSTRIP ABOUT 2 1/2 MILES SOUTHEAST OF SALCHA, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS OPERATED BY THE PILOT. THE PRIVATE CERTIFICATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. DURING A TELEPHONE CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) INVESTIGATOR-IN-CHARGE (IIC), ON MARCH 5, 2001, THE PILOT REPORTED THAT HE HAS A PRIVATE AIRSTRIP AT HARTMAN LAKE. HE FLEW TO THE LAKE EARLIER IN THE DAY TO IMPROVE THE SNOW-COVERED AIRSTRIP, AND WAS DEPARTING WHEN THE ACCIDENT OCCURRED. THE AIRSTRIP, ORIENTED NORTH/SOUTH, IS 2,000 FEET LONG, AND 20 FEET WIDE. THE PILOT SAID HE BEGAN HIS TAKEOFF ROLL TOWARD THE SOUTH, BUT THE AIRPLANE HAD NOT BECOME AIRBORNE BY THE TIME THE AIRPLANE HAD TRAVELED ABOUT TWO THIRDS OF THE AIRSTRIP'S LENGTH. THE PILOT SAID HE ABORTED THE TAKEOFF, BUT HE COULD NOT STOP THE AIRPLANE BEFORE IT WENT OFF THE END OF THE AIRSTRIP INTO DEEP SNOW. THE AIRPLANE NOSED OVER AND RECEIVED DAMAGE TO THE VERTICAL STABILIZER, THE RUDDER, THE LEFT WING LIFT STRUT, AND THE RIGHT WINGTIP. AFTER THE ACCDIENT, THE PILOT SAID HE NOTICED A 5 TO 7 MPH TAILWIND FROM THE NORTHEAST. 20010304003139A (-19) ON MARCH 4, 2001, AT 1037 HOURS MOUNTAIN STANDARD TIME, A HARLOW LANCAIR ES, N350N, WAS SUBSTANTIALLY DAMAGED DURING AN EMERGENCY LANDING IN A FIELD NEAR MARANA, ARIZONA, DUE TO SMOKE EMANATING FROM THE ENGINE COWLING. THE PRIVATE PILOT SUSTAINED MINOR INJURIES WHILE THE SOLE PASSENGER WAS UNINJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE FLIGHT FROM CASA GRANDE TO LA CHOLLA AIRPARK, ARIZONA. THE FLIGHT WAS CONDUCTED BY THE OWNER UNDER 14 CFR PART 91. THE AIRCRAFT DEPARTED CASA GRANDE AT AN UNKNOWN TIME, AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED THAT DURING HIS FLIGHT FROM CASA GRANDE TO LA CHOLLA, HE NOTED SMOKE COMING OUT OF THE COWLING AS HE NEARED MARANA. THE PILOT STATED THAT HE REDUCED POWER AND INITIATED AN EMERGENCY LANDING, INTENDING TO LAND AT MARANA NORTHWEST REGIONAL AIRPORT. AS HE DESCENDED, HE REALIZED THAT HE WAS NOT GOING TO MAKE THE AIRPORT AND APPLIED POWER TO SLOW THE DESCENT. THE ENGINE RESPONDED TO THE THROTTLE INPUT, BUT THE PROPELLER DID NOT. THE PASSENGER, WHO IS ALSO A PILOT, STATED THAT THE PROPELLER WAS TURNING INDEPENDENTLY OF THE ENGINE. HE STATED THAT THIS AIRCRAFT HAD A MARINE VERSION OF THE G.M. LT-1 AUTOMOTIVE ENGINE. ACCORDING TO HIS OBSERVATION, THE ENGINE WAS RUNNING BUT THE PROP WAS NOT BEING DRIVEN THROUGH THE GEAR BOX. (-23)WHILE IN CRUISE FLIGHT @APPROX. 5000 (AGL) THE PILOT SAW SMOKE EMITTING FROM THE REDUCTION GEAR BOX. POWER WAS REDUCED AND PILOT ELECTED TO MAKE AN EMERGENCY LANDING IN A FRESHLY PLOWED FARM FIELD APPROX. ONE (1) MILE NORTH OF MARANA AIRPORT (AVQ). THE A/C CAME TO REST UPSIDE DOWN AFTER TOUCHDOWN. NO POSTCRASH FIRE, HOWEVER, THE PILOT SUSTAINED BACK INJURIES. THE A/C'S BOTH WINGS HAD BEEN BROKEN IN THE SPAR AREA AND AT MID-SPAN CHORDWISE. (.4) ON MARCH 4, 2001, AT 1037 HOURS MOUNTAIN STANDARD TIME, A HARLOW LANCAIR ES, N350N, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING IN A FIELD NEAR MARANA, ARIZONA, DUE TO SMOKE EMANATING FROM THE ENGINE COWLING. THE PRIVATE PILOT SUSTAINED MINOR INJURIES WHILE THE SOLE PASSENGER WAS UNINJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE FLIGHT FROM CASA GRANDE TO LA CHOLLA AIRPARK, ARIZONA. THE FLIGHT WAS CONDUCTED BY THE OWNER UNDER 14 CFR PART 91. THE AIRPLANE DEPARTED CASA GRANDE AT 0910, AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED THAT DURING HIS FLIGHT FROM CASA GRAN DE TO LA CHOLLA, HE NOTED SMOKE COMING OUT OF THE COWLING AS HE NEARED MARANA. HE REDUCED POWER AND INITIATED A PRECAUTIONARY LANDING, INTENDING TO LAND AT MARANA NORTHWEST REGIONAL AIRPORT. AS HE DESCENDED, HE REALIZED THAT HE WAS NOT GOING TO MAKE THE AIRPORT AND APPLIED POWER TO SLOW THE DESCENT. THE ENGINE RESPONDED TO THE THROTTLE INPUT, BUT THE PROPELLER DID NOT. THE PILOT STATED THAT WHEN HE REALIZED HE COULD NOT MAKE THE AIRPORT, HE DIRECTED THE AIRPLANE TO A PLOWED AGRICULTURAL FIELD. DURING THE LANDING SEQUENCE, THE NOSE GEAR "DUG IN" AND COLLAPSED; THE AIRPLANE WAS NOSED OVER. THE AIRPLANE CAME TO REST INVERTED. BOTH WINGS WERE SUBSTANTIALLY DAMAGED. THE RIGHT WING SPAR WAS BROKEN AND THE LEFT WING SEPARATED AT THE WING ROOT. THE PILOT, WHO IS ALSO THE BUILDER OF THE AIRPLANE, NOTED THAT THE PROPELLER DRIVE BELT PULLEY HAD BEEN HEATED AND DISTORTED, AND THE DRIVE BELT HAD SEPARATED. HE NOTED WHAT APPEARED TO BE SPOTS OF MOLTEN ALUMINUM NEAR THE DRIVE PULLEY. THE PILOT STATED THAT THE BELT REDUCTION DRIVE BEARING AND BELT HAD FAILED. THE ENGINE AND REDUCTION DRIVE UNIT USED ON THE ACCIDENT AIRPLANE ARE DERIVED FROM A MARINE APPLICATION OF AN AUTOMOTIVE ENGINE. THE FEDE RAL AVIATION ADMINISTRATION APPROVED MANUFACTURER OF THE AIRPLANE KIT STATED THAT THEY DO NOT SUPPORT USE OF AUTOMOTIVE OR MARINE APPLICATIONS ON THEIR AIRPLANES. THE MANUALS AND PLANS PROVIDED WITH THE KIT CALL FOR CONTINENTAL OR LYCOMING ENGINES ONLY. THE ACCIDENT AIRPLANE USED A MARINE VERSION OF THE GENERAL MOTORS LT-1 350 AUTOMOTIVE ENGINE WITH A NON CERTIFIED V-BELT REDUCTION DRIVE UNIT. 20010304003309I (-23) ON MARCH 4, 2001 AT 1530 LOCAL TIME, UNITED AIRLINES (UALA) BOEING 767-322, N666UA, FLIGHT 42, (OGG-LAX), EXPERIENCED A POWER LOSS IN BOTH ENGINES WHILE CLIMBING THROUGH 24,000 FT. THE FLIGHT CREW WAS ABLE TO RESTART BOTH ENGINES AND THE AIRCRAFT WAS DIVERTED TO KONA INT'L AIRPORT, KEAHOLE, HAWAII. THE AIRCRAFT LANDED IN AN OVERWEIGHT CONDITION AND ENCOUNTERED A BRAKE FIRE ON ROLLOUT. THERE WERE TWO FLIGHT CREW MEMBERS, TEN FLIGHT ATTENDANTS, AND 238 PASSENGERS ON BOARD. NO INJURIES REPORTED. INVESTIGATION REVEALED THAT THE CREW DID A PRECAUTIONARY SHUT DOWN OF ONE ENGINE, AND DUE TO FUEL MIS-MANAGEMENT, THE SECOND ENGINE SHUT DOWN DUE TO FUEL STARVATION. 20010304003669I (-23)ON MARCH 4, 2001 AT 2030 HOURS MST, SOUTHWEST AIRLINES FLIGHT 2021 LANDED ON RUNWAY 8 AND CONTINUED OFF THE RUNWAY INTO THE PACKED OVERRUN A DISTANCE OF APPROX. 100 FEET. THE RUNWAY WAS UNDER CONSTRUCTION FOR EXTENSION WITH 6000 FEET OF NEW SURFACE AVAILABLE ON THE WEST END. RUNWAY 8 WAS ESTABLISHED AS A VISUAL FLIGHT RULES (VFR) RUNWAY WITH A PRECISION APPROACH POSITION INDICATOR (PAPI) IN PLACE AND OPERATIONAL AT THE 1000 FOOT LOCATION FROM THE RUNWAY THRESHOLD AT TAXIWAY A-3. THE PAPI WAS SET TO THE TOLERANCES IDENTIFIED IN ADVISORY CIRCULAR AC 150/5345-28D. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED. THERE WERE NO INJURIES TO THE FLIGHT CREW, FLIGHT ATTTENDANTS OR PASSENGERS. THE CREW AND PASSENGERS WERE DEPLANED VIA PORTABLE STAIRS. THE A/C RECEIVED MINOR DAMAGE. 20010304003699A (-23) PILOT DEPARTED MOBILE REGIONAL FOR SYLACAUGA, ALABAMA. THE WINDS AT THE TIME OF THE ACCIDENT WERE GUSTY. THE PILOT LANDED THE A/C AT HIGHER THAN NORMAL AIRSPEED AND STARTED BRAKING THE A/C. THE PILOT SLAO TRIED TO HOLD THE A/C ON THE RUNWAY. ALL THREE WHEELS SHOWED SKID MARKS ON THE RUNWAY. THE A/C DEPARTED THE RUNWAY ON A 45 DEGREE ANGLE TO THE LEFT ACROSS VERY SOFT GRASS. THE A/C HIT A TREE WITH THE LEFT WING WHICH TURNED THE A/C FURTHER TO THE LEFT AND THE LANDING GEAR COLLAPSED. THE RIGHT WING HIT A TREE AND THE A/C STOPPED 90 DEGREES COUNTERCLOCKWISE TO RUNWAY 27. (-19) ON MARCH 4, 2001, ABOUT 1115 CST, A BELLANCA BL-17-30A, N8844V, REGISTERED TO A PRIVATE INDIVIDUAL, OPERATING AS A TITLE 14 CFR PART 91 PERSONALFLIGHT, SUSTAINED A RUNWAY EXCURSION ON LANDING AT MERKEL FIELD SYLACAUGA MUNICIPAL AIRPORT, SYLACAUGA, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PRIVATE-RATED PILOT AND A PASSENGER WERE NOT INJURED, AND THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT DEPARTED MOBILE, ALABAMA, ABOUT 0915. ACCORDING TO AN FAA INSPECTOR, RUNWAY MARKS REVEALED THAT THE AIRCRAFT ALDNED ON RUNWAY 27 IN A THREE-POINT ATTITUDE AND RAN OFF THE RUNWAY SURFACE'S LEFT EDGE AT A 45-DEGREE ANGLE. THE A/C CONTINUED THROUGH ADJACENT MUD UNTIL COLLIDING WITH TREES SITUATED ABOUT 50 FEET FROM THE LEFT RUNWAY EDGE. GUSTY, SOUTHWEST WINDS PREVAILED IN THE AREA. (.4) ON MARCH 4, 2001, ABOUT 1115 CENTRAL STANDARD TIME, A BELLANCA BL-17-30A, N8844V, REGISTERED TO A PRIVATE INDIVIDUAL, OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, SUSTAINED A RUNWAY EXCURSION ON LANDING AT MERKEL FIELD SYLACAUGA MUNICIPAL AIRPORT, SYLACAUGA, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PRIVATE-RATED PILOT AND A PASSENGER WERE NOT INJURED, AND THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT DEPARTED MOBILE, ALABAMA, ABOUT 0915. ACCORDING TO THE PILOT, HIS LANDING TOUCHDOWN ON THE MAIN GEAR WAS SMOOTH, AND WHEN HE LOWERED THE NOSEWHEEL ONTO THE RUNWAY, THE AIRCRAFT TOOK A VIOLENT SWERVE TO THE LEFT, AND DEPARTED THE LEFT RUNWAY EDGE. ONCE IN THE WET GRASS, HE STARTED SLIDING AND HIS RUDDER PEDALS HAD NO EFFECT ON STEERING. THE AIRCRAFT COLLIDED WITH A STAND OF PINE TREES, AND SUSTAINED A COLLAPSED NOSE LANDING GEA R AND WING COLLISION DAMAGE. THE PILOT STATED THAT, "I SUSPECT THAT A STEERING COLLAR OR STEERING ROD FAILED, BUT I WAS UNABLE TO CHECK DUE TO THE COLLAPSED NOSE GEAR." ACCORDING TO AN FAA INSPECTOR, RUNWAY TIRE MARKS REVEALED THAT THE AIRCRAFT LANDED ON RUNWAY 27 AND RAN OFF THE RUNWAY SURFACE'S LEFT EDGE AT A 45-DEGREE ANGLE. HE STATED, "THERE WERE THREE SKID MARKS ON THE RUNWAY FROM EACH OF THE LANDING GEAR TIRES FOR ALMOST 100 FEET. WITH ALL THREE LANDING GEAR SKID MARKS, THE PILOT WAS APPLYING HEAVY BRAKING. THE NOSE TIRE SKID MARKS INDICATE THAT THE NOSE OF THE AIRCRAFT WAS BEING FORCED INTO THE GROUND." THE AIRCRAFT CONTINUED THROUGH ADJACENT GRASS UNTIL COLLIDING WITH TREES LOCATED ABOUT 50 FEET FROM THE LEFT RUNWAY EDGE. ACCORDING TO AN AIRCRAFT INSPECTOR ON THE FIELD, HE EXAMINED THE WRECKAGE FOR POSSIBLE PRECRASH MECHANICAL MALFUNCTIONS OF THE BRAKING AND STEERING SYSTEMS. HE STATED THE TYPE OF DAMAGE HE OBSERVED TO THE STEERING COLLAR AND STEERING RODS COULD ONLY HAVE OCCURRED POSTCRASH. EXAMINATION OF THE NOSE TIRE STREAK ON THE RUNWAY INDICATED THAT THE AIRCRAFT WAS BEING SUBJECTED TO SOME AMOUNT OF NOSE DOWN PITCH FORCES. 20010304003969A (-23) DURING CRUISE FLIGHT, ENGINE LOST POWER AND BEGAN TO EMIT SMOKE. PILOT SHUT DOWN ENGINE AND ATTEMPTED PRECAUTIONARY LANDING ON ROAD. PILOT FAILED TO MAINTAIN ADEQUATE AIRSPEED, A/C STALLED AND STRUCK GROUND WITH NOSE AND MAIN LANDING GEAR. SIGNIFICANT AND SUBSTANTIAL DAMAGE TO A/C. NO POST-FLIGHT FIRE. NO INJURIES. 20010304005389I (-23) A/C LANDED LONG AND DEPARTED THE END OF RUNWAY 12. 20010304005769I (-23) HORIZON AIR FLIGHT 2017 A/C N366PH INCURRED A BIRDSTRIKE ON TAKEOFF FROM PORTLAND, OREGON. A/C RETURNED TO FIELD WITHOUT INCIDENT. MAINTENANCE AT PDX DID A BIRDSTRIKE INSPECTION IAW DHC-8 MAINTENANCE MANUAL. MAINTENACE REMOVED AND REPLACED ENGINE AND SPINNER ASSEMBLY, AND RETURNED THE A/C TO SERVICE. ENGINE INSPECTED OFF WING, NO VISIBLE DAMAGE NOTED. HOWEVER BORESCOPE INDICATED THAT A SIGNIFICANT AMOUNT OF BIRD DEBRIS PASSED THROUGH ENGINE. HORIZON AIR ELECTED TO SEND ENGINE TO ATLANTA TURBINES FOR DETAILED INSPECTION. THIS REPORT IS CLOSED. 20010304005789I (-23) ON MARCH 4, 2001, AT 1050E. A CL-600, S/N 7450, REGISTERED AS N416CA, AND BEING OPERATED BY COMA AS FLIGHT 5474 LANDED AT "PIT" AFTER REPORTING A PROBLEM WITH THE AILERON TRIM. THE A/C LANDED AND TAXIED TO THE GATE WITHOUT PROBLEM. MAINTENANCE FOUND THE AILERON TRIM ACTUATOR CIRCUIT BREAKER POPPED. TROUBLESHOOTING FOUND A BAD SECTOR. THE A/C WAS FERRIED TO A MAINTENANCE BASE FOR REPLACEMENT OF THE ACTUATOR. THE A/C WAS RETURNED TO SERVICE AFTER THE ACTUATOR REPLACEMENT AT THE LOUISVILLE FACILITY. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010304006719I (-23)STUDENT PILOT ON FIRST SUPERVISED SOLO. LOST DIRECTIONAL CONTROL AFTERLANDING. A/C EXITED RUNWAY, CROSSED GRASS STRIP BETWEEN RUNWAY AND TAXIWAY; AND STOPPED ON TAXIWAY. WINDS WERE LIGHT AND VARIABLE AT THE TIME; AND NOT A FACTOR. PILOT TOLD HIS INSTRUCTOR THAT HE THOUGHT HE MAY HAVE APPLIED UNEVEN BRAKING, CAUSING THE AIRPLANE TO VEER TO THE LEFT. HE WAS THEN UNABLE TO CORRECT THE SITUATION TO REMAIN ON THE RUNWAY. THE PILOT TERMINATED HIS TRAINING SHORTLY AFTER THE INCIDENT AND RETURNED TO HIS HOME IN ENGLAND. 20010304008649I (-23)AIRMAN HOLDS AN ASEL RATING AT THE ATP LEVEL. HE IS PRESIDENT OF THE LUSCOMBE FOUNDATION IN PHOENIX, AZ. HE IS ALSO AN A&P MECHANIC WITH IA. AIRMAN WAS PIC (OF A LUSCOMBE) DURING ATAKEOFF INCIDENT IN COOLIDGE, AZ (PRIVATE STRIP). AIRCRAFT SUSTAINED DAMAGE TO LANDING GEAR DURING TAKEOFF FROM AN ALFALFA FIELD (MOWED FLAT) WHEN A DEPRESSION WAS HIT AT ROTATION. THE AIRCRAFT WAS AIRBORNE AND WAS FLOWN TO THE CHANDLER AIRPORT (CHD), IN CHANDLER, AZ. 20010304036739I (-23)ATC CLEARED DALA FLIGHT 323 TO LAND WHILE US AIRWAYS FLT 2827 WAS IN OVER RUN AREA HOLDING FOR TAKE OFF. NEITHER FLIGHT CREW WAS AWARE OF THE INCIDENT TILL AFTER THE FACT. 20010305003899I (-23) AT APPROX. 10,000 FT. NO. 1 ENGINE EXPERIENCED AN UNCONTAINED ENGINE FAILURE. CORRECTIVE ACTION WILL BE DETERMINED BY THE CHDO. 20010305005199I (-23) THE PILOT STATED THAT HE EXPERIENCED ELECTRICAL FAILURE. AS THE RESULTS THE GEAR WOULD NOT LOWER. HE READ THE AFM AND FOLLOWED WHAT HE THOUGHT WAS THE PROPER PROCEDURE. INSTEAD OF RELEASING THE HYDRAULIC PRESSURE, HE LOCKED THE GEAR IN THE UP POSITION. A GEAR UP LANDING WAS PERFORMED WITH MINOR DAMAGE TO THE A/C. NO INJURIES TO THE PILOT OR PASSENGER. 20010305009549I (-23)DURING APPROACH ON TOUCH AND GO AT WIGGINS, MS (M24). PILOT FORGOT TO EXTEND GEAR. LANDED GEAR UP. 20010306002919I (-23)AT 0436Z, 03/07/2001, CHAUTAUQUA FLIGHT (US AIR) 4873 FROM LGA TO IAD, AN EMBRAER 145 N268SK, DECLARED A SMOKE IN THE COCKPIT EMERGENCY AND LANDED AT IAD ON 1 RIGHT. THE DISCREPANCY WAS SLIGHT SMOKE IN THE COCKPIT AREA, SUSPECTED WINDSHIELD HEAT SYSTEM. THE CREW PULLED WINDSHIELD HEAT CIRCUIT BREAKERS PRIOR TO LANDING. THE CREW OF FOUR AND TWO PAX SUCCESSFULLY EVACUATED THE AIRCRAFT USING THE OVERWING EXIT. THE AIRCRAFT WAS LEFT ON 1 RIGHT, CLOSING THE RUNWAY FOR APPROXIMATELY 2 HOURS. THE AIRCRAFT WAS TOWED TO GATE B-20. A FSDO INSPECTOR RESPONDED TO THE SCENE, BUT THE CREW HAD LEFT AND THE AIRCRAFT WAS CLOSED. CONTACT WITH CHAUTAUQUA MAINTENANCE WAS ESTABLISHED AND THEY WERE TRYING TO DECIDE WHETHER TO SEND A TEAM OR REPAIR IT LOCALLY. LOCAL CONTRACT MAINTENANCE (ATLANTIC COAST AIRLINES) STARTED TROUBLESHOOTING THE A/C. INITIALLY, THE SMELL HAD DIMINISHED AND MAINTENANCE WAS INSPECTING AROUND THE WINDSHIELD AREA FOR WINDSHIELD HEAT WIRING PROBLEMS. AFTER POWER WAS APPLIED, THERE WAS A SMELL IN THE F/O'S LOWER RIGHT RELAY PANEL AREA. FURTHER CHECKING REVEALED THAT TWO RELAY BASES HAD BURNED ARCED TO THE SUPPORT AND OVERHEATED THE RUBBER DRAIN TUBE HOSE FROM THE F/O' S SIDE WINDOW. THE REMINDER OF THE WIRING IN THE AREA APPEARED TO BE OKAY, ONLY DAMAGE WAS AT THE BASE OF THE RELAY BLOCK ON RELAY 17/18. AT THIS TIME IT IS NOT KNOWN FOR SURE WHAT THE RELAYS CONTROLLED, BUT SUSPECTED WINDSHIELD HEAT. CONTRACT MAINTENANCE WAS IN TOUCH WITH CHQUTAUQUA MAINTENANCE CONTROL AFTER REPORTING THE DAMAGE AND WAS AWAITING FURTHER INSTRUCTIONS. 20010306003159A (.19) ON MARCH 6, 2001, AT 2000 HOURS PACIFIC STANDARD TIME, AN EXPERIMENTAL RV-6A, N46KA, COLLIDED WITH RISING TERRAIN WEST OF INYOKERN, CALIFORNIA. THE AIRPLANE WAS DESTROYED AND THE PILOT AND HIS PILOT-RATED PASSENGER BOTH RECEIVED FATAL INJURIES. THE PILOT/OWNER WAS OPERATING THE AIRPLANE AS A PERSONAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED FROM ZAMPERINI FIELD IN TORRANCE, CALIFORNIA, AND WAS ENROUTE TO MAMMORTH LAKES, CALIFORNIA. INSTRUEMNT METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA) AIR TRAFFIC CONTROLLERS AT HIGH DESERT TERMINAL RADAR APPROACH CONTROL (TRACON), THE PILOT HAD DECLARED AN EMERGENCY DUE TO A ROUGH RUNNING ENGINE AND HAD REQUESTED A VECTOR TO CHINA LAKE NAVAL AIR WEAPONS STATION (NAWS) ARMITAGE FIELD. CONTROLLERS HAD INSTRUCTED THE PILOT TO FLY HEADING 071 DEGREES AND TO MAINTAIN 13,000 FEET MSL. RADAR DATA FROM HIGH DESERT TRACON SHOWED THAT THE AIRPLANE WAS DESCENDING THROUGH 4,700 FEET MSL AT THE TIME CONTACT WAS LOST ABOUT 3 MILESWEST OF INYOKERN. CONTROLLERS ALSO REPORTED THAT THE AIRPLANE'S MODE C WAS INDICATING A RAPID RATE OF DESCENT. THE AIRPLANE'S LAST KNOWN POSITION WAS 35 DEGREES 38.16 MINUTES NORTH LATITUDE AND 117 DEGREES 54.31 MINUTES WEST LONGITUDE. MINIMUM VECTORING ALTITUDE IN THE AREA IS 8,800 FEET MSL. A HELICOPTER FROM THE KERN COUNTY SHERIFF'S OFFICE LOCATED THE AIRPLANE AT 0830 ON MARCH 7, 2001. DEPUTIES REPORTED THAT THE ACCIDENT SITE WAS LOCATED AT 35 DEGREES 38.28 MINUTES NORTH LATITUDE AND 117 DEGREES 55.91 MINUTES WEST LONGITUDE. FAA INSPECTORS AT THE ACCIDENT SITE REPORTED THAT THE AIRPLANE STRUCK 30-DEGREE RISING TERRAIN WHILE ON A HEADING OF ABOUT 070 DEGREES. THE GROUND SCARS EXTENDING FROM THE INITIAL POINT OF IMPACT FOR ABOUT180 FEET UPSLOPE UNTIL REACHING THE AIRPLANE'S POINT OF REST. TERRAIN ELEVATION AT THE SITE WAS ESTIMATED AS ABOUT 4,700 FEET MSL. THERE WAS NO EVIDENCE OF ANY IN-FLIGHT STRUCTURAL SEPARATION. BOTH PROPELLER BLADES SHOWED EVIDENCE OF LEADING EDGE GOUGES AND SPANWISE TWISTING. THE AIRSPEED INDICATOR NEEDLE WAS TRAPPED AT 180 KNOTS. A REVIEW OF HOURLY STATION OBSERVATIONS FOR BOTH INYOKERN AND CHINA LAKE SHOWED THAT CEILINGS WERE LOWERING, RAIN WASBEGINNING TO FALL, AND A SURFACE WIND SHIFT WAS OCCURING IN THE AREA AT THETIME OF THE ACCIDENT. (-23)THE AIRCRAFT ENCOUNTERED ICING CONDITIONS AT 13,000 FEET. RESULTING IN ICE COVERING THE INDUCTION SYSTEM AIR FILTER REDUCING AIR FLOW TO THE ENGINE. A RICH FUEL TO AIR MIXTURE FOWLED THE SPARK PLUGS CAUSING THE ENGINE TO RUN ROUGH, AND RESULTED IN DEGRADED ENGINE PERFORMANCE. (.4) HISTORY OF FLIGHT: ON MARCH 6, 2001, AT 2200 PACIFIC STANDARD TIME, AN EXPERIMENTAL AMATEUR-BUILT RV-6A SINGLE ENGINE AIRPLANE, N46KA, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED RISING TERRAIN WEST OF INYOKERN, CALIFORNIA. THE AIRLINE TRANSPORT PILOT AND PILOT-RATED PASSENGER BOTH RECEIVED FATAL INJURIES. THE PILOT, WHO WAS ALSO THE BUILDER/OWNER OF THE AIRPLANE, WAS OPERATING THE AIRPLANE AS A PERSONAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED FROM THE ZAMPERINI FIELD IN TORRANCE, CALIFORNIA, ABOUT 2100, AND WAS REPORTEDLY EN ROUTE TO BISHOP, CALIFORNIA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN HAD BEEN FILED AND ACTIVATED EN ROUTE. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA ), AIR TRAFFIC CONTROLLERS AT HIGH DESERT TERMINAL RADAR APPROACH CONTROL (TRACON) WERE CONTACTED BY THE PILOT AT 2115:39. THE PILOT INDICATED HE WAS FLYING AT 9,500 FEET AND WAS EN ROUTE TO BISHOP. AT 2118:13, THE PILOT REPORTED HE WAS GOING TO CLIMB TO 10,500 FEET. AT 2139:04, THE AIR TRAFFIC CONTROLLER ASKED THE PILOT WHAT THE FLIGHT CONDITIONS WERE, TO WHICH THE PILOT REPLIED, "WE'RE VFR (VISU 20010306003649I (-23) AS A/C ROLLED OUT WHILE LANDING ON RUNWAY 6 AT TEB, THE TEB ATCT INSTRUCTED N369BA TO PERFORM A 180 DEGREE TURN ON THE RUNWAY AND EXIT AT LIMA(L) TAXIWAY. RUNWAY 6 WAS PLOWED 100 FEET WIDE OF IT'S 150 FOOT TOTAL WIDTH. BRAKING ACTION WAS REPORTED FAIR BY 369BA. AS THE A/C WAS TURNING AROUND, THE NOSE WHEEL OF THE A/C TRAVELED ON THE UNTREATED PORTION OF THE RUNWAY. THIS RESULTED IN THE AIRCRAFTS RATE OF TURN TO DECREASE WHICH CAUSED PIC SIMONS TO INCREASE THRUST ON THE #2 ENGINE. PIC SIMONS APPLIED TOO MUCH THRUST PUSHING THE A/C APPROX. TEN (10) FEET OFF THE RUNWAY. NO A/C DAMAGE RESULTED FROM PILOT ACITONS. ALL A/C DAMAGES WERE A RESULT OF ATTEMPTING TO TOW A/C BACK ONTO THE RUNWAY. 20010306004039A (-23) PILOT LOST DIRECTIONAL CONTROL OF AIRCRAFT ON ROLL OUT DUE TO A WIND GUST RAISING THE L/H WING. THE AIRCRAFT DRIFTED TO THE LEFT AS THE PILOT POWERED UP TO GO AROUND. THE L/H WHEEL MADE CONTACT WITH THE SNOW BANK ON THE L/H SIDE OF RUNWAY CAUSING THE AIRCRAFT TO IMMEDIATELY FLIPPED OVER ON IT'S BACK. THE RUNWAY IS 45 FEET WIDE AND WAS ONLY PLOWED TO A 43 FOOT WIDTH WHERE AIRCRAFT WAS LANDING. THE SNOW BANK WAS REPORTED TO BE FROM 2 TO 3 FEET DEEP AT THE TIME OF THE ACCIDENT. 20010306004549A (-23) ON MARCH 6, 2001 A CESSNA CE-172F AIRPLANE, N5175F OWNED BY UNITED AERO INC. AND OPERATED BY EASTERN NEW MEXICO FLIGHT ACADEMY BOTH OF CLOVIS, NEW MEXICO, WAS SUBSTANTIALLY DAMAGED WHEN THE PILOT LOST CONTROL ON TAKE OFF FROM RUNWAY 30 AT THE CLOVIS MUNICIPAL AIRPORT, CLOVIS, NEW MEXICO. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED. IN A TELEPHONE INTERVIEW THE PILOT STATED THAT DURING TAKE OFF THE A/C BEGAN TO DRIFT TO THE LEFT AND ROLLED OFF THE RUNWAY. HE ALSO STATED THAT HE THEN APPLIED A LITTLE RIGHT RUDDER, THE LEFT WING LOWERED AND THE A/C VEERED BACK TO THE RIGHT, NOSED OVER, AND THE RIGHT WING TIP STRUCK THE GROUND. (.4)ON MARCH 6, 2001, AT 1630 MOUNTAIN STANDARD TIME, A CESSNA 172F AIRPLANE, N5175F, OWNED BY UNITED AERO INC., OF CLOVIS, NEW MEXICO, AND OPERATED BY EASTERN NEW MEXICO FLIGHT ACADEMY OF CLOVIS, NEW MEXICO, WAS SUBSTANTIALLY DAMAGED AFTER A LOSS OF CONTROL DURING TAKE OFF FROM RUNWAY 30 AT THE CLOVIS MUNICIPAL AIRPORT, CLOVIS, NEW MEXICO. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED A ND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. DURING A TELEPHONE INTERVIEW WITH THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT STATED THAT, DURING TAKE OFF ROLL, THE AIRPLANE STARTED TO DRIFT TO THE LEFT AND ROLLED OFF OF THE RUNWAY SURFACE. HE STATED THAT THERE WAS "A LITTLE CROSSWIND", SO HE APPLIED "A LITTLE RIGHT RUDDER" AND LOWERED THE "LEFT WING." THE AIRCRAFT VEERED BACK TO THE RIGHT, NOSED OVER, AND THE RIGHT WING TIP STRUCK THE GROUND. EXAMINATION OF THE AIRCRAFT BY AN FAA INSPECTOR REVEALED THAT THE FUSELAGE WAS TWISTED, AND THE RIGHT WING WAS WRINKLED. REPORTED WINDS AT CLOVIS AT 1655 WERE FROM 230 DEGREES AT 13 KNOTS. 20010306005049I (-23) PILOT SAID HE WAS A LITTLE FAST FOR LANDING. A/C VEERED OFF THE RUNWAY INTO THE GRASS. PILOT REPORTED THERE WAS A LIGHT CROSSWIND OF 8-10 KNOTS. A/C ENGINE WAS AT IDLE BUT PROPELLER WAS DAMAGED FROM A GROUND STRIKE. THE ONLY AIRFRAME DAMAGE WAS VERY SLIGHT DAMAGE TO ONE MAIN LANDING GEAR DOOR. 20010306005709I (-23) A/C ENROUTE FROM SEA TO PDX, CREW NOTICED VIBRATION ON #2 ENGINE AND SMELL OF SMOKE IN CABIN. CREW DECLARED AN EMERGENCY AND LANDED AT PDX. DURING ROLLOUT THE #2 ENGINE FIRE WARNING CAME ON, FIRE BOTTLES WERE EMPTIED INTO THE ENGINE AND THE CREW AND PASSENGERS EVACUATED THE PLANE. DURING POST EVENT INSPECTION IT WAS NOTED THAT THE #5 BEARING HAD FAILED AND CAUSED A FIRE IN THE BEARING BREATHER CAVITY THAT EVENTUALLY CAUSED THE FAILURE OF AN EXTERNAL BREATHER LINE ALLOWING THE FIRE TO ENTER THE ENGINE NACELL. DAMAGE WAS LIMITED TO THE NACELL. 20010306005909I (-23) FLIGHT INSTRUCTOR ^PRIVACY DATA^ AND HIS STUDENT, FLIGHT INSTRUCTOR CANDIDATE ^PRIVACY DATA^ WERE PRACTICING TOUCH AND GO LANDINGS IN CE-172, N5311R, AT SANFORD-ORLANDO AIRPORT, SANFORD, FLORIDA, ON 3-6-01. ^PRIVACY DA^OCCUPIED THE RIGHT FRONT SEAT OF THE A/C AND WAS OPERATING THE A/C DURING SUCH TOUCH AND GO OPERATIONS. DURING THE GROUND ROLL PORION OF A TOUCH AND GO LANDING, THE ALNDING GEAR SELECTOR LEVER WAS APPARENTLY PLACED IN THE UP POSITION, CAUSING THE NOSE GEAR TO RETRACT. NEITHER PILOT RECALLS WHO MAY HAVE INADVERTENTLY MOVED THE GEAR SELECTOR LEVER. HOWEVER, A POST INCIDENT FUNCTION CHECK OF THE LANDING GEAR SYSTEM OF N5311R REVEALED NO OPERATIONAL DEFICIENCIES. 20010306006109I (-23) DURING CRUISE FLIGHT ENGINE LOSR POWER WHEN PILOT CHANGED FUEL SELECTOR VALVE FROM MAIN TO AUX POSITION. REPOSITION OF FUEL SELECTOR VALVE TO LEFT MAIN AND THEN RIGHT MAIN WITH ELECTRIC BOOST PUMP ON DID NOT RESTART ENGINE. MINIMUM DAMAGE CAUSED BY ROLLING THROUGH SINGLE STRAND BARBED WIRE DURING POWER OFF LANDING IN FARM FIELD. 20010306007119I (-23)THE PILOT OF N6387R WAS OBSERVED TO FLY HIS AIRCRAFT IN A RECKLESS MANNER WHEN OVERFLEW A RESIDENTIAL AREA OF THE CITY OF CORONA BETWEEN 100 AND 200 FEET AGL. THE PILOT WAS ARRESTED BY THE POLICE A SHORT TIME LATER AT THE CORONA AIRPORT FOR OPERATING AN AIRCRAFT WHILE INFLUENCE OF ALCOHOL. 20010307003199A (.19)ON MARCH 7, 2001, AT 1315 CENTAL STANDARD TIME, A GRUMMAN AMERICAN AA-1C, N9886U, OPERATED BY A PRIVATE PILOT SUSTAINED SUBSTANTIAL DAMAGE WHEN THE AIRPLANE'S ENGINE LOST POWER AND THE AIRPLANE SUBSEQUENTLY IMPACTED INTO A FIELD NEAR DEKALB, ILLINOIS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 WITHOUT A FLIGHT PLAN. THE PILOT AND PASSENGER ON BOARD THE AIRPLANE REPORTED MINOR INJURIES. THE LOCAL FLIGHT ORIGINATED AT SUGAR GROVE, ILLINOIS, AT 1200. THE PILOT TOLD A FEDERAL AVIAITON ADMINSTRATION (FAA)INSPECTOR THAT HE WAS IN A CRUIS FLIGHT AT APPROX. 1310 WHEN THE AIRPLANE'S ENGINE STARTED RUNNING ROUGH AND THEN QUIT. THE PILOT SAID HE IMMEDIATELY LOOKED FOR A PLACE TO LAND. WHEN ASKED BY THE INSPECTOR IF THE PILOT TRIED TO SWITCH THE AIRPLANES FUEL SELECTOR TO THE OTHER FUEL TANK, THE PILOT SAID NO. THE FAA INSPECTOR EXAMINED THE AIRPLANE AT THE ACCIDENT SITE. THE AIRPLANE RESTED UPRIGHT IN A FALLOWED FIELD. THE AIRPLANE WRECKAGE WAS PRECEDED BY SKID MARKS IN THE GROUND THAT RAN EASTWARD ALONG A 075-080 DEGREE HEADING FOR APPROX. 120 YARDS. THE AIRPLANE'S COWLING, ENGINE, AND ENGINE MOUNTS WERE BROKEN DOWNWARD. THE NOSE GEAR WAS BROKEN AFT. BOTH PROPELLER BLADES WERE BENT AFT AT THE HUB. THE SPINNER WAS BROKEN OFF. PORTIONS OF THE CANOPY WERE BROKEN OUT. THE LEADING EDGES OF BOTH WINGS WERE BENT UPWARD AND AFT AND CRUSHED REARWARD. AN EXAMINATION OF THE AIRPLANE'S COCKPIT SHOWED THE FUEL SELECTOR POSITIONED TO THE LEFT FUEL TANK. THE AIRPLANE'S LEFT WING FUEL TANK WAS EMPTY. AN EXAMINATION OF THE RIGHT WING FUEL TANK SHOWED FUEL. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. AN EXAMINATION OF THE ENGINE, ENGINE CONTROLS AND OTHER AIRPLANE SYSTEMS REVEALED NO ANOMALIES. THE INSPECTOR ESTIMATED THE SURFACE WINDS AT THE ACCIDENT SITE TO BE 240 DEGREES AT 20 KNOTS WITH GUSTS TO 30 KNOTS. ON ARRIVAL AT THE ACCIDENT SITE, DEKALB COUNTY ILLINOIS SHERIFF DEPUTIES CONDUCTED A FIELD BLOODALCOHOL TEST ON THE PILOT. THE RESULTS OF THE TEST SHOWED THE PILOT HAVING A BLOOD ALCOHOL LEVEL OF 0.077. LATER THAT AFTERNOON, A SECOND BLOOD ALCOHOL TEST WAS CONDUCTED ON THE PILOT AT THE DEKALB COUNTY SHERIFF DEPARTMENT, SYCAMORE, ILLINOIS. THE RESULTS OF THAT TEST SHOWED THE PILOT HAVING A BLOOD ALCOHOL LEVEL OF 0.08. FEDERAL AVIATION REGULATION 14 CFR PART 91, PARAGRAPH 91.17(1), STATES THAT NO PERSON MAY ACT OR ATTEMPT TO ACT AS A CREWMEMBER OF A CIVIL AIRCRAFT: (1)WITHIN 8 HOURS AFTER CONSUMPTION OF ANY ALCOHOLIC BEVERAGE; (2) WHILE UNDER THE INFLUENCE OF ALCOHOL; (4) WHILE HAVING 0.04 PERCENT BY WEIGHT OR MORE ALCOHOL IN THE BLOOD. (-23) PILOT DEPARTED AURORA AIRPORT, ILLINOIS (ARR) AT APPROX. 1200 LOCAL FOR A PLEASURE FLIGHT WITH ONE PASSENGER. PILOT STATED HE REFUELED THE AIRPLANE ABOUT ONE MONTH EARLIER BUT IT INDICATED 1/2 FUEL IN EACH WING DURING PREFLIGHT INSPECTION. WHILE IN CRUISE FLIGHT AT APPROX. 1310 HOUR LOCAL, PILOT STATED THE ENGINE STARTED RUNNING ROUGH AND THEN QUIT. PILOT STATED THAT HE IMMEDIATELY LOOKED FOR A LANDING AREA INTO THE WIND AND ATTEMPTED TO LAND. THE PILOT ACTUALLY LANDED DOWNWIND WITH A LEFT QUARTERING TAILWIND OF APPROX. 20 MPH. WHEN ASKED IF THE PILOT TRIED TO SWITCH TANKS OR TROUBLE SHOOT, HE STATED NO. THE PILOT WAS ARRESTED BY THE SYCAMORE SHERIFF DEPARTMENT FOR HAVING A BLOOD ALCOHOL CONTENT LEVEL OF .08 PERCENT. 20010307003339A (-23) DURING LANDING ROLL ON RUNWAY 02 AT KEENE AIRPORT, THE PILOT ENCOUNTERED A PATCH OF SLUSH ON THE RUNWAY APPARENTLY CAUSED BY MELTING SNOW FROM THE SNOW-CLEARING OPERATIONS BEING CONDUCTED AT THE TIME. THE PILOT STATED THAT HIS TOUCH DOWN WAS ON THE CENTERLINE APPROX. 500 FEET DOWN THE RUNWAY. AS HE WAS ROLLING OUT THE AIRCRAFT BEGAN VEERING TO THE LEFT. BEFORE HE REALIZED WHAT HAD HAPPENED THE AIRCRAFT WAS UNCONTROLLABLE AND BEGAN SLIDING SIDEWAYS AFTER AN ABRUPT LEFT GROUND-LOOP. THE AIRCRAFT SLID SIDE-WAYS APPROX. 50 FEET. THE RIGHT WING CONTACTED THE RUNWAY FROM THE ROLLING MOTION CAUSING THE OUTBOARD SECTION TO BE BENT UPWARD AT APPROX. 60 DEGREE ANGLE. THE AIRCRAFT CAME TO REST IN A SNOW BANK ON THE LEFT SIDE OF THE RUNWAY. AT THE TIME OF THE ACCIDENT THERE WAS A NOTAM IN EFFECT FOR PATCHES OF PACKED SNOW AND ICE ON THE RUNWAY (RUNWAY 02/20). THERE WAS NO NOTAM FOR THE SLUSH ON THE RUNWAY BUT WEATHER CONDITIONS AT THE TIME APPEARED TO FAVOR ITS FORMATION (1 DEGREE CENTIGRADE, SNOW BEING BLOWN TOWARDS THE RUNWAY FROM THE SNOW-CLEARING OPERATION, AND WIND FROM 360 DEGREES AT 6 KNOTS). (.4) THE PILOT FLEW A NORMAL APPROACH, AND LANDED THE AIRPLANE, WITH THE TH ROTTLE CLOSED, ON A RUNWAY WITH PATCHES OF SLUSHY SNOW AND ICE, AND SOME BLOWING DRY SNOW. THE AIRPLANE TOUCHED DOWN ON CENTERLINE, ABOUT 60 KNOTS, AND THE PILOT KEPT HIS FEET OFF THE BRAKES DURING ROLLOUT. ABOUT 500 FEET INTO THE ROLLOUT, THE AIRPLANE BEGAN TO YAW, THEN SLOWLY VEER AND SKID TO THE LEFT. THE PILOT ATTEMPTED TO STRAIGHTEN THE AIRPLANE BY INCREASING RIGHT RUDDER PRESSURE. HE ALSO CONSIDERED ABORTING THE LANDING, BUT GIVEN THE AIRPLANE'S SLOW SPEED, AND ITS PROXIMITY TO A 4-FOOT SNOW BANK, HE DECIDED AN ABORT WOULD BE UNSUCCESSFUL. THE AIRPLANE CONTINUED TO VEER TO THE LEFT, AND HIT THE SNOW BANK AT APPROXIMATELY A 30-DEGREE ANGLE, ABOUT 30 MILES PER HOUR. WINDS, ABOUT THE TIME OF THE ACCIDENT, WERE FROM APPROXIMATELY 15 DEGREES LEFT OF THE RUNWAY, AT 5 KNOTS. THE PILOT HAD 92 HOURS OF FLIGHT TIME, WITH PREVIOUS EXPERIENCE LANDING ON CONTAMINATED RUNWAYS. 20010307003689I (-23) AFTER APPLYING TAKEOFF POWER AND AS THE A/C ACCELERATED TO APPROX. 20 KNOTS, A LOUD BANG WAS HEARD FROM THE NO. 1 ENGINE. ENGINE WAS SECURED AND A/C RETURNED TO THE GATE. C1 AND C2 FAN BLADES WERE HEAVILY DAMAGED. AT THE FIVE O'CLOCK POSITION OF THE INLET COWL WAS A HOLE APPROX. 1 INCH IN DIAMETER WHERE A PORTION OF A BLADE PENETRATED. RUNWAY 21 WAS CLOSED FOR A PERIOD OF TIME TO REMOVE DEBRIS THAT WAS THROW FROM THE ENGINE. 20010307004119A (-23) HIT A DEER DURING TOUCH AND GO LANDING. DAMAGE TO THE PROPELLER, ENGINE NACELLE AND LEFT WING STRUT AND ATTACH POINT. 20010307004739I (-23) AFTER DEPARTURE OUT OF PELLA, IOWA, DURING CLIMB OUT PILOT SELECTED GEAR UP. PILOT HEARD LOUD NOISE. RIGHT MAIN LANDING GEAR LIGHT INDICATED UNSAFE. CO-PILOT COULD VISUALLY SEE THAT THE RIGHT MAIN LANDING GEAR WAS DOWN.PERFORMED ABNORMAL CHECK LIST. DECLARED EMERGENCY WITH DSM ATCT. RADIOED ELLIOTT AVIATION IN DSM AND DISCUSSED PROBLEM. USED EMERGENCY GEAR EXTENSION TO TRY TO PUT EXTRA PRESSURE ON LANDING GEAR SYSTEM. FLEW A/C TO CONSUME AND TRANSFER FUEL FROM RIGHT WING TO LEFT WING FOR PREPARATION OF EMERGENCY LANDING. LANDED AT DSM INTERNATIONAL AIRPORT WITHOUT INCIDENT. NOTE: MAINTENANCE DETERMINED THAT RIGHT MAIN LANDING GEAR ACCUATOR FAILED. M OR D REPORT TO FOLLOW. 20010307005679A (-23) AS A/C TOUCHED DOWN IN A THREE POINT ATTITUDE, THE A/C IMMEDIATELY PULLED TO THE RIGHT. PILOT CORRECTED BACK TO CENTERLINE. A/C DECELERATED RAPIDLY AND NOSED OVER ON IT'S BACK. POST ACCIDENT INVESTIGATION BY LOCAL MECHANIC REVEALED THAT THE RIGHT WHEEL BRAKE WAS DRAGGING MAKING THE WHEEL NEARLY IMPOSSIBLE TO TURN AND THE LEFT WHEEL SPUN FREELY. 20010307006869I (-23) BIG SKY AIRLINES FLIGHT #2550 DEPARTED GREAT FALLS, MONTANA. FORTY MILES NORTH OF MISSOULA, MONTANA, THE AIRCRAFT LOW OIL PRESSURE LIGHT FOR THE RIGHT ENGINE ILLUMINATED. CREW MONITORED ENGINE AND DIVERTED TO MSO AIRPORT. THE A/C LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE TROUBLESHOOTING REVEALED THE ENGINE SCAVENGE PUMP FAILED. 20010307012259I (-23) PILOT LANDED AIRCRAFT WITH THE LANDING GEAR RETRACTED. MINOR AIRCRAFT DAMAGE, NO INJURIES. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. ^PRIVACY DATA OMITTED^ 20010307039609A (-23) ON MARCH 07, 2001 A WHEEL SKI EQUIPPED CESSNA 180 N9383C RECEIVED SUBSTANTIAL DAMAGE DURING TAKE OFF FROM THE RIVER AT OPHIR, ALASKA. THE PILOT ATTEMPTED A TAKE-OFF TO THE SOUTH AND DID NOT REACH FLYING SPEED UNTIL HE WAS ABOUT 200 FEET FROM THE RIVER BANK. THE AIRCRAFT COLLIDED WITH THE TOPS OF SEVERAL JACK SPRUCE TREES AND LOST FLYING SPEED, SETTLING INTO THE SNOW. THE PILOT AND PASSENGER WERE NOT HURT. PILOT NOTED THAT THE TEMPERATURE WAS ABOUT 30 DEGREES, MAKING THE SNOW VERY SOFT AND STICKY. 20010308002799I (-23) DURING A SIGHT SEEING FLIGHT HELICOPTER STRUCK A SEAGULL INJURING A PASSENGER IN THE RIGHT SEAT. SEAGULL THEN EXITED THE HELICOPTER OUT THE DOOR ON THE RIGHT SIDE. NO INJURY TO THE PILOT HOWEVER THE PASSENGER RECEIVED MINOR CUTS AND BLOOD FROM THE BIRD ON HIS FACE. 20010308002969A (-23)A STUDENT PILOT WAS ENGAGED IN SOLO TOUCH AND GO LANDING PRACTICE ON THE 5TH OR 6TH LANDING, THE STUDENT BOUNCED THE AIRCRAFT AND WHEN HE BROUGHT IT BACK DOWN HE LOST DIRECTIONAL CONTROL OF THE AIRCRAFT. THE LEFT LANDING GEAR DEPARTED THE AIRCRAFT DURING THE GROUND LOOP AND ENDED UP UNDER THE FIREWALL AND EXITED UNDER THE RIGHT SIDE OF THE AIRCRAFT. IT WAS NOT DETERMINED IF THE INTIIAL CONTACT WITH THE RUNWAY CAUSED THE LANDING GEAR FAILURE, OR THE SUBSEQUENT GROUND LOOP MANUEVER. (.19) ON MARCH 8, 2001, AT 0933 HOURS PST, A CESSNA 140, N77J, WAS SUBSTANTIALLY DAMAGED DURING A LANDING GROUND LOOP AT SAN JOSE INTERNATIONAL AIRPORT, SAN JOSE, CA. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE LOCAL AREA INSTRUCTIONAL FLIGHT WAS OPERATED UNDER 14 CFR PART 91 BY AMES FLYING CLUB. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT DEPARTED SAN JOSE ABOUT 0900. 20010308003089I (-23) AIRCRAFT WAS OPERATED UNDER LEASE FROM ALASKA AIRLINES. NOSE GEAR WOULD NOT RETRACT ON DEPARTIRE FROM PAFA. THE GEAR WAS LOWERED AND RESULTED IN THREE DOWN AND LOCKED INDICATIONS. CREW ELECTED TO ACCOMPLISH TWO LOW PASSES AT PAFA WITH MAINTENANCE OBSERVING FROM THE GROUND TO INSURE GEAR WAS SAFE. LANDING AT PAFA WAS UNEVENTFUL. NO EVACUATION WAS INITIATED AND NORMAL PASSENGER DEPLANING OCCURRED AT THE GATE. ALASKA AIRLINES MAINTENANCE PERSONNEL INSPECTED THE NOSE GEAR AND DETERMINED THAT THE STRUT WAS LOW. THE STRUT SCHRADER VALVE WAS REPLACED, THE STRUT WAS SERVICED WITH FLUID AND NITROGEN, RETRACTION AND FREEFALL TEST WERE ACCOMPLISHED AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20010308003369A (-23) STUDENT PILOT LOST DIRECTIONAL CONTROL OF AIRPLANE, WHILE TAKING OFF ON RUNWAY 19, AT BARTOW COUNTY AIRPORT, IN CARTERSVILLE, GA. AIRPLANE DEPARTED THE RUNWAY, AT APPROX. 700 FET AND A 30 DEGREE ANGLE FROM RUNWAY HEADING, ROLLING 200 YDS BEFORE CRASHING INTO HEAVY BUSHES, AND SMALL TREES. WEATHER WAS CLEAR, AND THE WIND WAS VARIABLE FROM 250-270 AT 5/8 KNOTS. NO SKID MARKS, OR SIGNS OF BRAKING WERE VISIBLE, ON VERY LIGHT TRACK MARKS, LEFT BY THE AIRPLANE BEFORE IMPACT WITH THE BUSHES AND TREES. AIRCRAFT DAMAGE, SUBSTANTIAL, INJURIES OR FATALITIES, NONE. STUDENT PILOT WAS ONLY OCCUPANT IN AIRPLANE. 20010308003949A (-23) ON SCENE INVESTIGATION REVEALED FACTORS THAT INDICATE POSSIBLE CONTROLLED FLIGHT INTO UPSLOPE TERRAIN. HE LAST REPORTED ALTITUDE BY THE PILOT WAS THAT HE WAS FLYING AT 2700 FEET. THE GPS INDICATED 4768 FEET AT THE IMPACT SITE. MICA PEAK IS 5200 FEET IN HEIGHT. THE FINAL AND OFFICIAL PROBABLE CAUSE IS YET TO BE DETERMINED AND PUBLISHED BY THE NTSB. 20010308004099A (-23) AIRCRAFT WAS IN CRUISE FLIGHT AT 8,000 FT. MSL IN INSTRUMENT METEOROLOGICAL CONDITIONS. ENGINE FAILURE DUE TO CARBURATOR ICE. PILOT MADE FORCED LANDING IN PASTURE. 20010308004909I (-23) WHILE MAKING AN APPROACH INTO ZEPHYRHILLS AIRPORT PILOT COLLIDED WITH RUNWAY MARKING SIGN LOCATED 500 FEET SOUTH AND 300 FEET SOUTH OF RUNWAY 36. PILOT WAS LANDING ON THE X WHICH IS THE TAXI WAY. CARELESS AND RECKLESS OPERATION. 20010308004929I (-23) RIGHT MAIN LANDING GEAR SCISSORS CAME APART AFTER A/C HAD LANDED AND TAXIED ON TO PARKING RAMP AT MERIDIAN AVIATION. 20010308005059I (-23) WHILE ON FINAL APPROACH TO AN APPROVED HOSPITAL HELIPAD, PILOT ENCOUNTERED A FLOCK OF DUCKS AT APPROX. 500 FT. ABOVE GROUND LEVEL. A SINGLE DUCK ENTERED THE A/C FROM THE LEFT FRONT WINDSHIELD WHICH HAD SHATTERED ON IMPACT WITH THE DUCKS. PILOT MAINTAINED CONTROL OF THE A/C AND LANDED WITHOUT FURTHER A/C DAMAGE OR INJURY TO THE PASSENGER/CREW. PILOT WHO EXPERIENCED MINOR FACIAL CUTS WAS MEDICALLY EXAMINED AND RELEASED. PATIENT WHO WAS TRANSPORTED FOR THE PURPOSE OF HEART SURGERY, ALSO RECEIVED MINOR CUTS. 20010308005179I (-23) WHILE IN CRUISE FLIGHT AT FL310 DURING A CONVERSATION, THE CAPTAIN APPEARED TO "FALL ASLEEP". HE EXHIBITED LABORED BREATHING, RIGID ARM MUSCLES AND SOME "MINOR CONVULSIONS". HE CAME TO AFTER 20-30 SECONDS, WITH INITIAL DISORIENTATION AND "PROFUSE" SWEATING, BUT FELT FINE AFTER SEVERAL MINUTES.AFTER A SHORT DISCUSSION, THE CREW ELECTED TO RETURN TO MSP. THE REMAINDER OF THE FLIGHT WAS UNEVENTFUL WITH THE FIRST OFFICER THE PILOT FLYING AND THE CAPTAIN THE PILOT WAS NOT FLYING. A 737 FIRST OFFICER FROM ANOTHER AIRLINE WAS BROUGHT FORWARD TO THE JUMP SEAT TO ASSIST WITH MONITORING THE RADIO AND TO BE AVAILABLE IF NEEDED. 20010308005839I (-23) ON MARCH 8, 2001, AT 1330E, A MD-88, S/N 53172, REGISTERED AS N969DL AND OPERATED AS DALA FLIGHT 1923, RETURNED TO "PT" AFTER REPORTING A PROBLEM WITH THE #2 ENIGNE. THE A/C LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE FOUND THE #2 START VALVE LIGHT HAD COME ON AND THAT THIS WAS AN INDICATION PROBLEM ONLY. THE DISCREPANCY WAS DEFERRED PER THE MEL AND THE A/C WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010308008419I (-23) ON MARCH 8, 2001 AT 1430 EST, AN AERONCA 7AC, S/N 7AC-3895, N85163, REGISTERED AND OPERATED BY ^PRIVACY DATA OMITTED^ INADVERTLY LANDED ON ONEIDA LAKE, NEW YORK (LOST DEPTH PERCEPTION). THE AIRCRAFT CAME TO REST ON THE FROZEN AND SNOW COVERED LAKE. THE PILOT AND THE PASSENGER REPORTED THE FOLLOWING: HE LOST HIS DEPTH PERCEPTION DUE TO THE GRAY SKY AND WHITE SNOW. HE THOUGHT THAT HE WAS HIGHER THAN HE WAS, AND THE AIRCRAFT HIT THE HEAVY WET SNOW AT A DEPTH OF APPROXIMATELY 9 TO 12 INCHES AND THEN CAME TO REST. THE PILOT AND THE PASSENGER THEN WALKED TO SHORE AND CALLED THE LOCAL AUTHORIZES. MAINTNENANCE PERSONNEL INSPECTED THE AIRCRAFT AND NOTED THE FOLLOWING DISCREPANCIES: LANDING GEAR DAMAGED, PROPELLER STRIKE, COWLING DAMAGE, AIRCRAFT FABIC DAMAGED. THE AIRCRAFT WAS DISASSEMBLED AND TRUCKED TO ^PRIVACY DATA OMITTED RESIDENCE. VISUAL METEOROLGICAL CONDITIONS PREVAILED AT THE TIME AND NO IFR FLIGHT PLAN FILED. THE ARICRAFT WAS DAMAGED AND THERE WERE NO INJURIES. THE FLIGHT ORIGINATED AT THE FULTON/OSWEGO COUNTRY AIRPORT, OSWEGO, NEW YORK ON MARCH 8, 2001 AT APPROXIMATELY 1400. 20010308017499I (-23) ON 8 MARCH 2001, MR. MARTIN B. CUTRONE, HOLDER OF STUDENT PILOT CERTIFICATE NUMBER FF1488371, WAS FLYING HIS FIRST SOLO CROSS COUNTRY FLIGHT, IN A PIPER PA-28-161, N40021, FROM THE PAGE FIELD, LEE COUNTY AIRPORT, FORT MEYERS, FLORIDA TO THE LAKELAND LINDER REGIONAL AIRPORT, LAKELAND, FLORIDA. AFTER LANDING AT THE LAKELAND REGIONAL AIRPORT, HE TAXIED TO THE TERMINAL RAMP AND WAS FOLLOWING THE FIXED BASE OPERATOR'S LINE MAN SIGNALS OF DIRECTION TO PARKING WHEN THE RIGHT WING OF HIS AIRCRAFT STRUCK THE PROPELLER OF A PARKED GULFSTREAM AMERICAN, N2GD. THE PIPER PA-28-161, N40021, SUSTAINED MINOR (SUPERFICIAL) DAMAGE TO THE RIGHT WING TIP WITH NO INJURY TO THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. MR. CUTRONE HAS RECEIVED COUNSELING FROM HIS FLIGHT INSTRUCTOR, MR. NICHOLAS J. FALCONE, HOLDER OF PILOT CERTIFICATE NUMBER 183366022. MR. CUTRON IS SCHEDULED TO RECEIVE FURTHER INSTRUCTION ON GROUND OPERATIONS WITH EMPHASIS ON TAXI AND PARKING OPERATIONS BEFORE CONDUCTING FURTHER SOLO FLIGHT OPERATIONS. 20010309003319I (-23) ON MARCH 9, 2001, AT 2222E, A DHC-8, S/N 156, REGISTERED AS N940HA AND OPERATING AS HNAA FLIGHT #3316, LANDED AT PIT AFTER REPORTING A HYDRAULIC PROBLEM. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE FOUND THE #1 HYDRAULIC SYSTEM SERVICE LOW. THE SYSTEM WAS SERVICED AND CHECKED FOR HYDRAULIC LEAKS, NONE WERE FOUND. THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010309003849A (.19) ON MARCH 9, 2001, ABOUT 0950 HOURS PST, A PIPER PA-32R-300, N1965H, WAS DESTROYED WHEN THE AIRPLANE IMPACTED A MOUNTAIN AT THE 4,800 FOOT MSL LEVEL, SOUTH-SOUTHEAST OF ESSEX, CALIFORNIA. THE CERTIFICATED AIRLINE TRANSPORT PILOT AND ONE PASSENGER WERE FATALLY INJURED. THE PERSONAL FLIGHT WAS OPERATED BY AERO ALLIANCE LLC UNDER 14 CFR PART 91. THE FLIGHT DEPARTED FROM EAGLE AIRPARK AT BULLHEAD CITY, AZ. AT 1030 MST AND THE DESTINATION WAS UNKNOWN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPORT OPERATOR AT EAGLE AIRPARK SAID THE PILOT DEPARTED ABOUT MID-DAY. THE PILOT HAD TOLD THE OPERATOR THAT HE WAS CONSIDERING GETTING INTO THE AGRICULTURAL APPLICATION BUSINESS AND HAD IDENTIFIED TWO POSSIBLE EXISTING BUSINESSES FOR ACQUISITION. THE OPERATOR SPECULATED THAT THE PILOT INTENDED TO FLY TO ONE OR BOTH OF THEM. THE ACCIDENT SITE WAS 34 MILES SOUTH-SOUTHWEST OF THE DEPARTURE AIRPORT. THE AIRPORT OPERATOR ADDED THAT THE WEATHER WAS "BAD" THE DAY OF THE ACCIDENT. THE AIRPORT IS IN A VALLEY AND IT WAS CLEAR OVERHEAD; HOWEVER, THE MOUNTAIN TOPS WERE OBSCURED ABOVE 4,000 FEET IN DARK CLOUDS IN ALL DIRECTIONS. A FLIGHT INSTRUCTOR, WHO OPERATED A FLIGHT SCHOOL IN EAGLE AIRPARK, WAS ACQUAINTED WITH THE PILOT OF THE ACCIDENT A/C AND RECOGNIZED THE AIRPLANE. SHE RECALLED THAT ON THE DAY OF THE ACCIDENT SHE WAS A LITTLE LATE FOR HER 1000 STUDENT APPOINTMENT AND THEY TAXIED OUT ABOUT 1020 MST. SHE RECALLED SHARING THE RUN-UP AREA WITH THE ACCIDENT AIRPLANE, AND, BECAUSE THE RUN-UP AREA IS SMALL, SHE TOLD THE PILOT (ON THE RADIO) TO GO AHEAD AND TAKE OFF. THE TIME WAS ABOUT 1030 MST. SHE RECALLED THE WEATHER AT EAGLE AIRPARK WAS "FINE" BUT THERE WERE SOME RAIN SHOWERS MOVING THROUGH THE AREA. THE MOUNTAIN TOPS WERE OBSCURED IN CLOUDS AND THE ACCIDENT LOCATION WAS "PROBABLY" OBSCURED IN CLOUDS. THE AIR FORCE RESCUE COORDINATION CENTER RECEIVED THE FIRST SIGNAL FROM AN EMERGENCY LOCATOR TRANSMITTER (ELT) BEACON AT 1003 PST. SEARCH A/C LOCATED THE WRECKAGE AT 1113 PST ON MARCH 10, 2001. THE ACCIDENT SITE IS IN THE OLD WOMAN MOUNTAINS, ON A STEEP, ROCKY, DESERT MOUNTAIN SLOPE ABOUT 100 FEET BELOW A LOCAL PEAK AT 4,800 FEET MSL. THE SITE IS ON THE NORTHEASTERN FACE OF THE MOUNTAIN. THE WRECKAGE WAS LYING AT THE BASE OF A VERTICAL ROCK FACE AND THERE WAS A SHINY ALUMINUM DEBRIS EMBEDDED IN THE ROCK FACE ABOUT 50 FEET ABOVE THE RESTING LOCATION OF THE WRECKAGE. (-23) ON MARCH 9, 2001 A PIPER PA-32-300, N1965H, CRASHED 28 MILES SSW OF NEEDLES AIRPORT, NEEDLES, CA. THE A/C WAS DESTROYED AND THE PILOT AND PASSENGER RECEIVED FATAL INJURIES. (.4) HISTORY OF FLIGHT: ON MARCH 9, 2001, AT 0950 PACIFIC STANDARD TIME (PST), A PIPER PA-32R-300, N1965H, WAS DESTROYED WHEN THE AIRPLANE IMPACTED A MOUNTAIN 15 MILES SOUTH-SOUTHEAST OF ESSEX, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND ONE PASSENGER WERE FATALLY INJURED. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER 14 CFR PART 91. THE FLIGHT DEPARTED FROM EAGLE AIRPARK AT BULLHEAD CITY, ARIZONA, AT 1030 MOUNTAIN STANDARD TIME (MST), AND THE DESTINATION WAS UNKNOWN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE OPERATOR OF THE EAGLE AIRPARK SAID THAT THE PILOT OF THE ACCIDENT AIRCRAFT HAD A CONTRACT WITH THE BANK OF AMERICA TO DELIVER BANK MAIL (PRIMARILY CANCELLED CHECKS). THE ROUTE WAS FROM BURBANK TO IMPERIAL AND THEN TO NEEDLES (CALIFORNIA). THE PILOT NORMALLY LEFT BURBANK IN THE MORNING, FLEW TO IMPERIAL AND THEN ON TO NEEDLES, LAN DING AT EAGLE AIRPARK BECAUSE IT WAS CLOSER TO THE CITY CENTER THAN THE MUNICIPAL AIRPORT. THE AIRPLANE NORMALLY STAYED IN NEEDLES (EAGLE) DURING THE DAY UNTIL ABOUT 1930 MST WHEN THE FLIGHT RETURNED TO BURBANK VIA IMPERIAL WITH THE EVENING MAIL. THE TRIP WAS REPEATED DAILY, MONDAY THROUGH FRIDAY. THE AIRPORT OPERATOR SAID THE ACCIDENT FLIGHT WAS NOT PART OF THE BANK FLIGHT ITINERARY. THE PILOT DE 20010309003869A (.19)ON MARCH 9, 2001, ABOUT 1420 HOURS PST, A NORTH AMERICAN NAVION, N91445, WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN NEAR SANTA YSABEL, CALIFORNIA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT SUSTAINED FATAL INJURIES. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED GILLESPIE FIELD, SAN DIEGO, CALIFORNIA, AT 1348, ENROUTE TO EL CENTRO, CALIFORNIA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE PRIMARY WRECKAGE WAS LOCATED AT 33 DEGREES 06.525 MINUTES NORTH LATITUDE AND 116 DEGREES 43.288 MINUTES WEST LONGITUDE. THE GPS ELEVATION WAS 2,870 FEET. TWO WITNESSES OBSERVED THE AIRPLANE. ONE HAD BEEN A LICENSED PILOT. A LOUD ENGINE SOUND CAUGHT THEIR ATTENTION. THE ENGINE SOUNDED LIKE IT WAS REVVING TO A HIGH RPM. THE AIRPLANE SOUNDED VERY LOW. THEY HEARD THE SOUND FOR 2 TO 3 SECONDS BEFORE THEY SAW THE AIRPLANE. IT CAME OUT OF CLOUDS WITH THE NOSE POINTING DOWN MORE THAN 75 DEGREES. THEY WERE LOOKING AT THE SIDE OF THE AIRPLANE. THEY DID NOT OBSERVE ANY ROTATION. THEY OBSERVED THE NOSE OF THE AIRPLANE RISE UP A FEW DEGREES. THEY THOUGHT THIS WAS AN ATTEMPT TO PULL UP OUT OF THE DIVE. THE AIRPLANE DISAPPEARED BEHIND A RIDGELINE. THEY HEARD A MUFFLED THUD. THE ENGINE SOUND SIMULTANEOUSLY CEASED. THEY DID NOT OBSERVE ANY PIECES SEPARATE IN FLIGHT. THEY COULD SEE THE TOPS OF TWO PEAKS TO THE SOUTHWEST. THE WEATHER WAS OVERCAST AND MISTING. A REVIEW OF THE FAA RECORDS REVEALED THE PILOT HELD A PRIVATE PILOT CERTIFICATE. HE DID NOT POSSESS AN INSTRUMENT RATING. A ROUTINE AVIATION WEATHER REPORT (METAR) WAS ISSUED FOR GILLESPIE FIELD AT 1347. IT STATED: SKIES, OVERCAST AT 3,000 FEET; WINDS 230 AT 10 KNOTS; TEMPERATURE 59 DEGREES FAHRENHEIT; AND ALTIMETER 29.96 INHG. A ROUTINE WEATHER REPORT (METAR) WAS ISSUED AT 1353 FOR RAMONA, CA. IT STATED: SKIES, FEW CLOUDS AT 1,200 FEET, BROKEN AT 1,800 FEET, OVERCAST AT 3,600 FEET; WINDS 260 DEGREES AT 12 KNOTS; TEMPERATURE 52 DEGREES FAHRENHEIT; DEW POINT 48 DEGREES FAHRENHEIT, ALTIMETER 29.94 INHG. RAMONA WAS ON A MAGNETIC BEARING OF 236 DEGREES AND 10 MILES FROM THE ACCIDENT SITE. THE AIRPORT/FACILITY DIRECTORY, SOUTHWEST U.S., LISTS RAMONA'S FIELD ELEVATION AT 1,393 FEET. THE PRIMARY DEBRIS FIELD OCCUPIED AN AREA ABOUT 50 FEET IN DIAMETER. THE PRIMARY WRECKAGE CONSISTED OF THE CABIN AREA, FUSELAGE, RIGHT WING, AND EMPENNAGE, WHICH REMAINED ATTACHED TO EACH OTHER. THE PRIMARY WRECKAGE WAS ABOUT 5 FEET FROM THE PRINCIPAL IMPACT CRATER. THE ENIGNE SEPARATED FROM THE AIRFRAME. BOTH PROPELLER BLADES SEPARATED FROM THE HUB AND EXHIBITED DEFORMATION MARKS ALONG THE TRAILING EDGE. INVESTIGATORS FOUND PORTIONS OF THE LEFT WING, LEFT HORIZONTAL STABILIZER, AND LEFT ELEVATOR SCATTERED ABOUT 50 YARDS FROM THE PRIMARY DEBRIS FIELD. THE PRIMARY DEBRIS FIELD WAS ON A MAGNETIC BEARING OF 260 DEGREES FROM THE SEPARATED PIECES. ALL FRACTURE SURFACES FOR THE SEPARATED PIECES WERE IRREGULARLY SHAPED. INVESTIGATORS ESTABLISHED CONTROL CONTINUITY FROM THE EMPENNAGE AND RIGH AIRLERON BELLCRANK TO THE DEFORMED CABIN AREA. THE RIGHT AIRLERON OPERATING ARM BUCKLED, FRACTURED, AND SEPARATED AT THE ROD END ON AN OBLIQUE PLANE. THE LEFT AILERON CABLE FRACTURED AND SEPARATED IN THE CABIN AREA. ALL FRACTURED CABLES DISPLAYED A BROOMSTRAW PATTERN. BOTH CONTROL YOKES FRACTURED IN IRREGULAR SHAPES ALONG ANGULAR PLANES. (-23)DURING A VFR, FAR PART 91 FLIGHT, THE NON-INSTRUMENT RATED PRIVATE PILOT INADVERTENTLY ENCOUNTERED IMC. THE PILOT LOST CONTROL OF THE A/C AND SUBSEQUENTLY IMPACTED TERRAIN WITH A HIGH RATE OF DESCENT. THE A/C WAS DESTRO YED AND THE PILOT WAS KILLED. 20010309003919A (.19) ON MARCH 9, 2001, ABOUT 1800 CST, A CESSNA P206, N2507X, PILOTED BY A COMMERICAL PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TREES AND TERRAIN DURING A FORCED LANDING IN A FIELD FOLLOWING AN IN-FLIGHT LOSS OF ENGINE POWER NEAR DERBY, KANSAS. THE FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT REPORTED NO INJURIES. THE LOCAL AIR DROP FLIGHT HAD DEPARTED WITH SKYDIVERS FROM COOK AIRFIELD INC. AIRPORT (K50), NEAR DERBY, KANSAS, AT TIME UNKNOWN, DROPPED THOSE SKYDIVERS AND WAS RETURNING TO K50 AT THE TIME OF THE ACCIDENT. (-23)FRIDAY, MARCH 9, 2001, APPROX. 17:40 LOCAL TIME, WEATHER CONDITION WAS VMC. CESSNA A/C 206P, N2507X EXPERIENCED ENGINE PROBLEMS. THE PILOT STATED THE A/C LOST POWER WITH ERRATIC ENGINE OPERATION AFTER REACHING ALTITUDE TO EGRESS FIVE JUMPERS. THE PILOT ALSO STATED THAT THE ENGINE COWL FLAPS WOULD NOT CLOSE. AT THIS TIME THE PILOT PULLED THE FUEL MIXTURE TO CUTOFF AND ELECTED TO MAKE A NO POWER LANDING AT DERBY, KANSAS, COOK FIELD (K50). ANOTHER A/C IN THE TRAFFIC PATTERN CUT HIM OFF, CAUSING HIM TO MAKE AN OFF-AIR FIELD LANDING. THE A/C SUFFERED EXTENSIVE DAMAGE BUT THE PILOT WAS NOT INJURED. (.4) ON MARCH 9, 2001, ABOUT 1800 CENTRAL STANDARD TIME, A CESSNA P206, N2507X, PILOTED BY A COMMERCIAL PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TREES AND TERRAIN DURING A FORCED LANDING TO A FIELD FOLLOWING AN IN-FLIGHT LOSS OF ENGINE POWER NEAR DERBY, KANSAS. THE FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT REPORTED NO INJURIES. THE LOCAL AIR DROP FLIGHT HAD DEPARTED WITH SKYDIVERS FROM COOK AIRFIELD INC. AIRPORT (K50), NEAR DERBY, KANSAS, ABOUT 1730, DROPPED THOSE SKYDIVERS, AND WAS RETURNING TO K50 AT THE TIME OF THE ACCIDENT. THE PILOT STATED, "I CLIMBED TO 11000 (FEET.) WAS NOT GETTING USUAL CLIMB RATE. BEFORE DESCENT FOUND I COULD NOT CLOSE COWL FLAPS. DECENDED TO 6000 (FEET.) NOTICED ERATIC RAISE ON MANIFOLD GAGE. DECIDED TO SHUT DOWN ENGINE TO STOP FURTHER ANY POSSIBLE DAMAGE. FLEW DOWN TO PATTERN ALTITUDE WHERE A PLANE FLEW IN FRONT OF ME AND CARRIED ON ACROSS AIRPORT. I THEN CARRIED ON MY LANDING, WAS ABO UT TO TURN BASE WHEN I NOTICED THE PLANE HAD TURNED 120 (DEGREES) AND WAS FLYING TOWARD ME. I FINALLY GOT HOLD OF HIM ON THE RADIO AND TOLD HIM I HAD AN ENGINE OUT. HE ACKNOWLEDGED AND HEADED NORTH OUT OF THE AREA. I THEN REALIZED I WAS NOT ABLE TO GET TO RUNWAY BECAUSE OF HIGH TREES. DECIDED TO T URN INTO CLEARED AREA BUT HIT TREE WITH RIGHT WING." UNDER MECHANICAL MAL FUNCTION FAILURE, THE PILOT STATED, "AIR INTAKE HOSE BLOWN OFF AFTER BACKFIRE." HIS RECOMMENDATION STATED, "CHECK AIR INTAKE AFTER BACKFIRE." 20010309004669A (-23) AT 1801 HOURS MARCH 9, 2001, AN N48DD, HAWKER SIDDELEY DH125-3A, SERIAL NUMBER 25115 TOUCHDOWN ON RUNWAY 6 BRAVO AT IGOR I. SIKORSKY MEMORIAL AIRPORT (BDR) WITH 3200 FEET OF RUNWAY REMAINING PER THE OBSERVATION MADE BY THE BDR ATC TOWER ON THE "AIRCRAFT ACCIDENT/INCIDENT PRELIMINARY NOTICE" FAA FORM 8020-9 AFTER DEPARTING BDL. THE ACTUAL LENGTH OF RUNWAY 6 (BDR) IS 4677' PER THE US GOVERNMENT FLIGHT INFORMATION PUBLICATION "AIRPORT/FACILITY DIRECTORY" NORTHEAST US (EFFECTIVE 0901Z.25 JANUARY 2001. THE ACCIDENT OCCURRED DURING LANDING ROLL-OUT EXITING RUNWAY 6 THROUGH AN AIRPORT BLAST FENCE ONTO AN ADJACENT ROAD THAT IS POSITIONED PERPENDICULAR TO RUNWAY 6. THE FINAL POSITION OF THE AIRCRAFT (POST ACCIDENT) HAD APPROX. HALF THE LENGTH OF THE A/C FUSELAGE ON THE ADJACENT ROAD UNSUPPORTED DUE TO A COLLAPSED NOSE LANDING GEAR STRUT AND ONE DEFLATED NOSE TIRE. THE LANDING GEAR NOSE ASSEMBLY WAS POSITIONED 90 DEGREES PERPENDICULAR TO THE NOSE STRUCTURE BULKHEAD. THE SING STRUCTURE OF THE A/C (BOTH LEFT AND RIGHT) HAD PENETRATED THE BLASTT FENCE APPROX. 2' TO 3' IN THE AFT DIRECTION. (.19) ON MARCH 9, 2001, ABOUT 1401 EASTERN STANDARD TIME, A HAWKER SIDDELEY HS-125-3A, N48DD, WAS SUBSTANTIALLY DAMAGED WHEN IT OVERRAN THE RUNWAY WHILE LANDING AT THE IGOR I. SIKORSKY MEMORIAL AIRPORT (BDR), BRIDGEPORT, CONNECTICUT. THE TWO CERTIFICATED AIRLINE TRANSPORT PILOTS WERE NOT INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT THAT ORIGINATED FROM BRADLEY INTERNATIONAL AIRPORT, WINDSOR LOCKS, CONNECTICUT. THE POSITIONING FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT-IN-COMMAND (PIC), THE COPILOT WAS FLYING THE AIRPLANE AT THE TIME OF THE ACCIDENT. AN ILS TO RUNWAY 6 WAS EXECUTED AND THE AIRPLANE DESCENDED OUT OF THE OVERCAST CLOUDS ABOUT 400 FEET ABOVE THE GROUND. THE RUNWAY APPEARED DRY, WITH BLOWING SNOW ACROSS IT, AND THE APPROACH WAS CONTINUED. AS THE AIRPLANE TOUCHED DOWN ON THE RUNWAY, THE COPILOT STATED THAT SHE DID NOT HAVE ANY BRAKING EFFECTIVENESS, AND THE PIC SELECTED THE "DUMP FLAPS" TO SLOW THE AIRPLANE. THE AIRPLANE CONTINUED DOWN THE RUNWAY AND DID NOT SEEM TO BE SLOWING TO A SAFE SPEED. THE FLIGHTCREW OBSERVED THE 1,000 FOOT REMAINING MARKER APPROACHING, AND THE COPILOT SELECTED THE EMERGENCY BRAKES. AFTER SHE FELT A LACK OF DECELERATION, THE COPILOT SELECTED THE PARKING BRAKE. THE AIRPLANE CONTINUED OFF THE DEPARTURE END OF THE RUNWAY, IMPACTED A NON-FRANGIBLE FENCE, AND CAME TO REST WITH ABOUT 4 FEET OF THE AIRPLANE PROTRUDING ONTO A PUBLIC ACCESS ROAD. A WITNESS WAS DRIVING ON A ROAD LOCATED ABOUT 1/4 MILE PRIOR TO RUNWAY 6, ABOUT THE TIME OF THE ACCIDENT. THE WITNESS STATED THAT HE OBSERVED A JET AIRPLANE ON APPROACH TO THE AIRPORT. THE WITNESS ESTIMATED THAT THE AIRPLANE CROSSED OVER THE THRESHOLD OF THE RUNWAY AT AN ALTITUDE OF ABOUT 100 FEET, AND ABOUT 125 FEET TO THE RIGHT OF THE RUNWAY CENTERLINE. AS THE WITNESS CONTINUED TO OBSERVE THE AIRPLANE, IT BANKED TO THE LEFT ABOUT 10-15 DEGREES AND BECAME ALIGNED WITH THE CENTERLINE OF THE RUNWAY. THE WITNESS THOUGHT HE WOULD SEE THE AIRPLANE EXECUTE A MISSED APPROACH, BUT IT CONTINUED TO FLY DOWN THE RUNWAY, ABOUT A "GEAR LENGTH" ABOVE THE RUNWAY. THE WITNESS DID NOT OBSERVE THE AIRPLANE TOUCHDOWN ON THE RUNWAY, DUE TO THE SNOW OBSCURING THE VISIBILITY, WHICH HE ESTIMATED AS 3/4 MILE. THE WITNESS ESTIMATED THE SPEED OF THE AIRPLANE, AS HE OBSERVED IT LANDING, WAS "HOT", BUT HE COULD NOT ESTIMATE A NUMERICAL VALUE. A PILOT, WHO WAS FLYING A PIPER PA-31 THE DAY OF THE ACCIDENT, STATED THAT HE HAD FLOWN THE ILS TO RUNWAY 6 JUST PRIOR TO THE ACCIDENT AIRPLANE AND WAS ASKED BY AIR TRAFFIC CONTROL (ATC) TO "KEEP HIS SPEED UP" FOR A TRAILING AIRPLANE. THE PILOT RECALLED THAT THE WEATHER CONDITIONS WERE, VISIBILITY OF ABOUT 1/2 - 3/4 MILE, WITH A "RAGGED" CEILING OF 250-300 FEET. AFTER L 20010309004759A (-23) ENGINE LOSS POWER OVER IVANS, UTAH AT 4200 FEET, PILOT SUSPECTED CARBURETOR ICE, APPLIED CARBURETOR HEAT, BUT ENGINE CONTINUED TO LOSE POWER INTERMITTENTLY. CARBURETOR AIR TEMP GAUGE WAS READING +12C WHEN HEAT WAS APPLIED. PILOT ATTEMPTED AN EMERGENCY LANDING IN AN OPEN DESERT AREA. A/C L/H MAIN GEAR COLLIDED WITH DIRT MOUND AND FENCE POST. CAUSING DAMAGE TO THE L/H WING AND COLLAPSE OF THE NOSE GEAR. ENGINE WAS STARTED AND GROUND ON 3/29/01 AT 1000 RPM, OPERATION WAS NORMAL. THIS A/C HAD JUST BEEN TAKEN OUT OF STORAGE AFTER 20 YEARS WITH NO MAINTENANCE PERFORMED BY AN AUTHORIZED PERSON. 20010309004939I (-23) ON MARCH 3, 2001 ABOUT 0830 EST, A BEECH A-35, N8635A ON A LOCAL FLIGHT LANDED AT CROSS CITY, FL. THE OWNER/PILOT STATED THAT HE WAS LANDING ON RUNWAY 13 AND THERE WAS TRAFFIC AHEAD, A CESSNA 150, THAT WAS SLOWLY TAXIING DOWN RUNWAY 13. THE PILOT STATED HE LANDED ON THE NUMBERS AND ATTEMPTED TO RETRACT THE FLAPS FOR A POSSIBLE GO AROUND; BY MISTAKE HE RETRACTED THE LANDING GEAR. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT. THE PILOT AND PASSENGERS WERE NOT INJURED AND THE A/C SUSTAINED MINOR DAMAGE. 20010309005739I (-23) CFI WAS GIVING DUAL INSTRUCTION TO PILOT WHO WAS BEING CHECKED OUT I N THE HUGHES 300 HELICOPTER. CFI TOLD PILOT THAT ALL HE NEEDED TO COMPLETE HIS CHECK-OUT WAS MORE EMERGENCY PROCEDURES PRACTICE. THIS WAS THE FIRST LANDING OF THE PERIOD. THE ACTIVE RUNWAY WAS 35. AS PER USUAL PROCEDURES FOR NORWOOD ATCT, THE HELICOPTER WAS GIVEN THE NON-ACTIVE RUNWAY FOR CLOSED TRAFFIC OPERATIONS. WIND WAS REPORTED AS 017 DEGREES AT 8 KNOTS. CFI DECIDED TO DO A 180 DEGREE TURN AUTOROTATION ON FIRST LANDING. PILOT ENTERED AUTOROTATION FROM LEFT DOWNWIND AND OVERSHOR HIS TURN TO FINAL. PILOT WAS STILL TURNING LEFT WHEN HE BEGAN FLARE. PILOT BEGAN FLARE AND NOTICED THAT IT WAS NOT AS EFFECTIVE AS HE WAS EXPECTING. PILOT THEN ADDED MORE FLARE. TAIL ROTOR CAME IN CONTACT WITH THE GROUND OR A SNOW BANK, CAUSING DAMAGE TO ONE TAIL ROTOR BLADE. BLADE TIP CAP WAS DISLODGED FROM TAIL ROTOR BLADE. WIND WAS A FACTOR. TOUCHDOWN WAS COMPLETED WITH WIND COMING FROM AFT OF THE HELICOPTER. CONTRIBUTING FACTORS: WIND, LEFT BANK, OVERSHOOTING TURN, JUDGEMENT. CFI WAS LIGHTLY ON CONTROLS THROUGHOUT THE MANUEVER. 20010309005759I (-23) THE CREW WAS ASSIGNED RUNWAY 35L AT DEN. BOTH CREWMEMBERS NOTED THE MORE THAN USUAL AIR TRAFFIC CONGESTION. THEY WERE BOTH AWARE OF PRECEDING TRAFFIC AND TRAFFIC IN TRAIL OF THEIR AIRCRAFT. THE PRECEDING AIRCRAFT WAS A BOEING 777. UPON TOUCH DOWN OF HTE MAIN LANDING GEAR THE TOWER ASKED THE CREW TO MAKE THE FIRST AVAILABLE TAXI WAY TRAFFIC IN TRAIL IS ON SHORT FINAL. THE FIRST OFFICER REPLIED WITH WE WILL TRY. IN AN EFFORT TO COMPLY WITH THE TOWERS REQUEST THE CAPTAIN APPLIED AN AMPLE AMOUNT OF REVERSE THRUST AND APPLIED THE APPROPRIATE BRAKING. THE CAPTAIN CALLED FOR CONDITION LEVERS TO MIN. THE AIRCRAFT IMMEDIATELY YAWED 45 DEGREES TO THE RIGHT. THE CAPTAIN TRIED TO RECOVER THE AIRCRAFT WITH OPPOSITE RUDDER AND AILERON INOUTS. HE REALIZED THAT A JEPPESEN CHART MANUAL HAD SLID FORWARD DURING THE DECELERATION AND CAME IN CONTACT WITH THE NOSE WHEEL STEERING TILLER. THE AIRCRAFT VEERED BACK TO THE LEFT SPINNING AROUND 160 DEGREES FACING THE ARRIVAL END OF THE RUNWAY. IT THE DEPARTED THE RUNWAY SURFACE AND CAME TO AN ABRUPT STOP IN THE GRASS. THE FIRST OFFICER NOTIFIED THE TOWER THAT THEIR AIRCRAFT WAS STILL ON THE RUNWAY AND THAT THEY WOULD NEED ASSISTANCE. THE C APTAIN AT THIS TIME WAS PUSHING THE ENGINE FIRE PB'S AND MOVED THE CONDITION LEVERS TO FUEL OFF. THE CREW WAITED FOR THE PROPELLERS TO STOP AND ASSESS NO FIRE DANGER. THEY ALSO MADE SURE THE GO AROUND TRAFFIC WAS NO FACTOR BEFORE THE EVACUATION COMMAND WAS GIVEN. THE CAPTAIN TOLD THE FA TO EVACUATE OUT THE LEFT SIDE AND TOLD THE FO TO RUN THE EMERGENCY EVACUATION CHECKLIST. THE CAPTAIN STEPPED INTO THE CABIN DOORWAY TO CHECK THE PROGRESS OF THE EVACUATION. HAVING ACCOMPLISHED A SAFE EVAC. THE CAPTAIN RETURNED HIS ATTENTION TO THE COCKPIT AND DEPLANED WITH THE FO. THE CREW MOVED THE PASSENGERS BACK AWAY FROM THE AIRCRAFT AND CHECKED FOR INJURIES. THE FA COMPLAINED OF SOME NECK PAIN, AND WAS LATER TAKEN TO THE HOSPITAL TO BE CHECKED OVER. THE FAA ARRRIVED ON THE SCENE AROUND 2200 MST. THE CREW COOPERATED FULLY AND GAVE STATEMENTS AS TO WHAT HAPPENED. ON THE ADVISE OF DISPATCH THE CREW REMOVED THEMSELVES FROM THE SCENE TO THE NEARBY FIRE HOUSE AND AWAITED FURTHER INSTRUCTIONS. LATER THE DEN FLEET MANAGER JOHN EVERHART MET UP WITH THE CREW AND TOOK THEM FOR THEIR DRUG SCREEN. THE CREW WAS THEN RELEASED FROM DUTY. 20010309006049A (-23) KDTL METAR 100152Z 17008KT 10SM CLR M06/M08/A2987 KFFM METAR 100157Z 15013KT 7SM OVC006 M06/M10/A2991 (.19) ON MARCH 9, 2001, AT 2003 CST, A PIPER PA-28-180, N55893, OPERATED BY A PRIVATE PILOT WAS DESTROYED WHEN IT IMPACTED INTO A CORNFIELD 1 1/2 MILES NORTHWEST OF ERHARD, MN. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FERRY FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 WITHOUT A FLIGHT PLAN. THE PILOT SUSTAINED FATAL INJURIES. THE FLIGHT ORIGINATED AT DETROIT LAKES, MN. AT 1940 AND WAS ENROUTE TO FERGUS FALLS, MN. AT 2017, THE AUTOMATIC WEATHER OBSERVING/REPORTING SYSTEM AT FERGUS FALLS, MN., 15 MILES SOUTH OF THE ACCIDENT SITE, REPORTED SKY CONDITIONS 600 OVERCAST, 7 MILES VISIBILITY, TEMPERATURE 21 DEGREES (F) DEW POINT 14 DEGREES F, WINDS 150 DEGREES AT 12 KNOTS, AND ALTIMETER 29.91 INCHES OF MERCURY. 20010309015379I (-23) THE AIRPLANE NOSE GEAR COLLAPSED DURING LANDING ROLLOUT ON RUNWAY 22 AT VRB. THE AIRPLANE SUSTAINED MINOR DAMAGE TO THE NOSE AND BOTH PROPELLERS. THE FLIGHT INSTRUCTOR, THE COMMERCIAL PILOT, AND A PILOT-RATED PASSENGER ON BOARD ALL REPORTED THE FOLLOWING: THE NOSE GEAR LIGHT DID NOT ILLUMINATE WHEN THE LANDING GEAR WAS FIRST EXTENDED. THEY REPLACED THE LIGHT WITH ONE OF THE WORKING MAIN GEAR LIGHTS, AND IT ILLUMINATED TO INDICATE THAT THE NOSE GEAR WAS DOWN & LOCKED. THE EXTENDED NOSE GEAR WAS ALSO VISIBLE IN THE MIRROR ON THE LEFT NOSE COWL. THEY CONCLUDED THAT THE FIRST LIGHT WAS BURNED OUT, AND ELECTED TO PROCEED WITH LANDING. THE NOSE GEAR COLLAPSED UPON TOUCHDOWN. POST-MISHAP INSPECTION AND OPERATIONAL TESTING OF THE LANDING GEAR SYSTEM (INCLUDING THE MANUAL BACK-UP PUMP) REVEALED NO EVIDENCE OF MECHANICAL MALFUNCTION. ALL THREE (GREEN) LANDING GEAR LIGHTS WERE FOUND TO BE OPERATIONAL. ALSO, THE FLAP & GEAR CONTROL POSITIONS ON THIS MODEL AIRCRAFT ARE LOCATED ON THE AIRCRAFT INSTRUMENT PANEL OPPOSITE OF THAT ON MOST OTHER (LATER DESIGN) AIRCRAFT MODELS. 20010309016139I (-23) THE AIRPLANE DEPARTED THE SIDE OF RUNWAY 29L DURING A CROSSWIND LANDING, AND THE NOSE GEAR STRUT FORK SUSTAINED MINOR DAMAGE. THE REPORTED WINDA FEW MINUTES BEFORE THE MISHAP WAS 210 DEGREES AT 10 KNOTS. RUNWAY 04/22 WAS CLOSED AND UNAVAILABLE AT THE TIME, DUE TO ANOTHER AIRPLANE ON THAT RUNWAY WHICH HAD EXPERIENCED A NOSE GEAR COLLAPSE ABOUT 30 MINUTES EARLIER. ACCORDING TO THE PIPER PA-28-161 POH/AFM, THE MAXIMUM DEMONSTRATED CROSSWIND VELOCITY FOR THE AIRPLANE IS 17 KNOTS. 20010310002999I (-23) ON 3/10/01 AT APPROX 11:30 HOURS PST,^PRIVACY D^PILOTED HIS NEWLY ACQUIRED VARIEZE AIRCRAFT N34SH, AROUND THE AIRPORT TRAFFIC PATTERN AT MEADOWS FIELD AIRPORT, BAKERSFIELD, CA FOR THE FIRST TIME WITH THE PREVIOUS OWNER OF THE AIRCRAFT AS HIS PASSENGER IN THE BACK SEAT. THE AIRCRAFT WAS LANDED ON RUNWAY 30R. IT WAS NOTED THAT THE NOSE LANDING ATTITUDE OF THE AIRCRAFT WAS UNUSUALLY LOW. EXITING THE RUNWAY, A CLANKING NOISE WAS HEARD AND THE NOSE WHEEL COLLAPSED. THE AIRCRAFT SKIDDED ON THE NOSE MOUNTED TEFLON SKID PAD FOR APPROX. TEN FEET. MECHANICAL FAILURE OF A NOSE GEAR SPROCKET CAUSED THE NOSE GEAR COLLAPSE. THERE WAS NO AIRCRAFT DAMAGE BEYOND THE SCRAPING OF THE NOSE MOUNTED TEFLON SKID PAD. THERE WERE NO INJURIES TO EITHER OCCUPANT OF THE AIRCRAFT. 20010310003209I (-23) PILOT WAS EXECUTING TOUCH & GO'S AT THE CHA AIRPORT. ON THE SECOND TOUCH AND GO ATTEMPT, THE PILOT EXPERIENCED A LEFT MAIN GEAR INTRANSIT LIGHT (RED) REMAINING ON. THE RIGHT MAIN GEAR AND NOSE GEAR POSITION INDICATOR LIGHTS WERE BOTH GREEN (DOWN & LOCKED). PILOR CYCLED GEAR SEVERAL TIMES WITH THE SAME RESULT. PILOT PERFORMED A FLY-BY OF THE CHA TOWER AND THE LEFT GEAR WAS CONFIRMED AS BEING IN THE UP POSITION. PILOT PROCEEDED TO THE PRACTICE AREA TO PERFORM MANUEVERS IN AN ATTEMPT TO DISLODGE THE LEFT GEAR. A SINGLE ENGINE PLANE FLYING IN THE PRACTICE AREA CONFIRMED THAT THE ELFT GEAR WAS NOT EXTENDING. THE PILOT RETURNED TO THE CHA AIRPORT AND PROCEEDED TO PERFORM A GEAR UP LANDING ON THE GRASSY AREA ON THE WEST SIDE OF RUNWAY 02. ONLY DAMAGE TO THE AIRCRAFT WAS THE PROPELLER BLADES. 20010310003289I (-23) DURING TAKEOFF ROLL ON RUNWAY 04, AIRCRAFT ENCOUNTERED ICE SPOT ON RUNWAY. AIRCRAFT BEGAN SLIDING TO THE RIGHT AFTER ACCELERATING TO APPROX. 60-70 KNOTS AIRSPEED. AS THE PILOT BEGAN TO ABORT THE TAKEOFF THE AIRCRAFT STARTED SLIDING TO THE LEFT. IT EXITED THE LEFT SIDE OF THE RUNWAY APPROX. 1000 FEET FROM THE DEPARTURE END OF RUNWAY 04. AS IT WAS EXITING THE RUNWAY IT TURNED APPROX. 120 DEGREES NOSE LEFT. IT DEPARTED THE RUNWAY AN ESTIMATED SPEED OF KNOTS COMING TO REST IN THE SNOW ABOUT 6-10 FEET OFF THE RUNWAY. THE CREW HAD LANDED ON THIS RUNWAY ABOUT 45 MINUTES EARLIER IN A DIFFERENT AIRCRAFT AND ENCOUNTERED SOME WET SPOTS ON THE RUNWAY (ALSO A NOTAM FOR THIS WAS IN EFFECT). BY THE TIME THEY DEPARTED THE WET SPOTS HAD TIME TO FREEZE AS THE TEMPERATURE DROPPED AFTER THE SUN SET. 20010310003549A (-23)PILOT WAS LANDING AT TRANSYLVANIA COUNTY AIRPORT, PENROSE, N.C. WHEN HE REALIZED HE WAS TOO HIGH AND TOO FAST. HE ATTEMPTED A GO-AROUND AND HIT THE TREES AT THE END OF THE RUNWAY, AND CRASHED IN A CORNFIELD ABOUT 1/4 MILE OFF THE END OF THE RUNWAY. THE PILOT AND THREE PASSENGERS WERE SERIOUSLY INJURED, AND THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. 20010310003759A (-23) AIRCRAFT DEPARTED FROM W65, RUNWAY 32, ON MARCH 10TH AT APPROX. 11:30 AM. ^PRIVACY DAT^WAS THE PILOT AND ^PRIVACY DATA O^WAS THE PASSENGER. TAKEOFF AND CLIMBOUT WERE NORMAL UNTIL THE AIRCRAFT REACHED APPROX. 500' AGL. AT 500' AGL ^PRIVACY D^ BEGAN A RH TURN INTO THE CROSSWIND LEG. AT THAT TIME THE ENGINE BEGAN TO MISS AND THE ENGINE RPM STARTED TO DECLINE. ^PRIVACY D^ IMMEDIATELY BEGAN A "HARD LEFT TURN" (270 DEG.) TO RETURN TO THE AIRPORT. DURING THE TURN WHILE ^PRIVACY ^ PUMPED THE THROTTLE TO TRY AND MAINTAIN POWER, THE STALL WARNING SOUNDED. AT THIS POINT ^PRIVACY DAT^ TOOK THE FLIGHT CONTROLS AND PUSHED THE NOSE OVER TO REGAIN AIRSPEED. THE ENGINE THEN BEGAN RUNNING AGAIN. IT WAS AGREED ^PRIVACY DATA^ WOULD OPERATE THE FLIGHT CONTROLS AND ^PRIVACY D^ WOULD TRY AND KEEP THE ENGINE RUNNING. THEY WERE CURRENTLY OUT OVER A LAKE AND EACH TIME ^PRIVACY DATA^ WOULD PICK A CLEAR AREA ALONG THE LAKE TO DITCH, THE ENGINE WOULD BEGIN RUNNING AGAIN. THEY THOUGHT THEY HAD THE AIRFIELD MADE WHEN THE ENGINE QUIT RUNNING FOR THE FINAL TIME. THE A/C STRUCK SOME TREES APPROX. 100 YARDS FROM THE END OF THE RUNWAY. THE A/C WAS TOTALLY DESTROYED AND WAS SUSPENDED FROM THE TREES APPROX. 25 FEET ABOVE THE FROUND. ^PRIVACY ^WAS THROWN FROM THE A/C ON IMPACT. ^PRIVACY DAT^REMAINED IN THE A/C UNTIL RESCUED BY THE FIRE DEPT. (.4) ON MARCH 10, 2001, AT 1130 EASTERN STANDARD TIME, A CESSNA 182J, N2968F, COLLIDED WITH TREES WHILE MANEUVERING FOR AN EMERGENCY LANDING TO RUNWAY 14 AT THE LAKE RIDGE AERO PARK IN DURHAM, NORTH CAROLINA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PRIVATE PILOT RECEIVED SERIOUS INJURIES AND HIS PASSENGER RECEIVED MINOR INJURED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT DEPARTED DURHAM, NORTH CAROLINA, AT 1129. ACCORDING TO EYEWITNESSES AT THE AIRPORT, SHORTLY AFTER TAKEOFF FROM RUNWAY 32, AT LAKE RIDGE AERO PARK, THE ENGINE DEVELOPED A ROUGH RUNNING CONDITION. THE PILOT EXECUTED A 180 DEGREE TURN TOWARD THE AIRPORT FOR AN EMERGENCY LANDING. AS THE PILOT MANEUVERED FOR A LANDING ON RUNWAY 14, THE AIRPLANE COLLIDED WITH TREES APPROXIMATELY 200 YARDS FROM THE APPROACH END OF THE RUNWAY. ACCORDING TO THE PASSENGER, AT APPROXIMATELY 500 FEET ABOVE GROUND LEVEL, THE PILOT CALLED FO R AND STARTED A RIGHT TURN TO CROSSWIND. AT THAT MOMENT," THE ENGINE MISSED," AND A FEW SECONDS LATER THE ENGINE RPM STARTED TO DECLINE. THE PILOT INITIATED A 270 DEGREES TURN TO RETURN TO THE AIRPORT. DURING THE TURN, THE PILOT RESTORED ENGINE POWER TWICE FOLLOWED BY THE TOTAL LOSS OF ENGINE POWER. ENGINE POWER WAS RESTORED FOR A SECOND TIME AND FINALLY QUIT. THE PILOT SELECTED AN EMERGENCY LANDING AREA. THE AIRPLANE COLLIDED WITH TREES ABOUT 1/8TH OF A MILE OUT FROM THE AIRPORT, AS THE PILOT MANEUVERED FOR THE EMERGENCY LANDING ATTEMPTED. ACCORDING TO A COMMERCIAL PILOT WHO PURCHASED THE WRECKAGE SALVAGE, EXAMINATION OF THE ENGINE SHOWED THE INTAKE MANIFOLD WAS IN PIECES, THE NUMBER ONE CYLINDER VALVE COVER WAS BROKEN, THE ROCKER ARM WAS INTACT, AND THE CRANKSHAFT WAS BROKEN. EXAMINATION OF THE FUEL SCREENS AND SUMPS SHOWED NO SIGNS OF CONTAMINATION. HE STATED THAT EVERYTHING LOOKED NORMAL EXCEPT FOR THE FUEL SELECTOR VALVE. DURING THE EXAMINATION OF THE FUEL SELECTOR VALVE, HE NOTICED THE LOWER COTTER PIN WAS MISSING. METEOROLOGICAL CONDITIONS AT THE TIME OF THE ACCIDENT WERE FAVORABLE FOR THE FORMATION OF CARBURETOR ICING. NO MECHANICAL MALFUNCTIONS WERE REPORTED BY THE PILOT (.19)ON MARCH 10, 2001, AT 1130 EST, A CESSNA 182J, N2968F, COLLIDED WITH TREES WHILE MANEUVERING FOR AN EMERGENCY LANDING TO RUNWAY 14 AT THE LAKE RIDGE AERO PARK IN DURHAM, NORTH CAROLINA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISION OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT RECEIVED SERIOU 20010310003929A (.19) ON MARCH 10, 2001, AT 1143 HOURS MST, AN AIR TRACTOR AT-802, N6059L, COLLIDED WITH A VEHICLE ON LANDING AT A PRIVATE AGRICULTURAL LANDING STRIP IN MARICOPA, ARIZONA. THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT WAS OPERATED BY SARITA AERIAL CONTRACTORS UNDER 14 CFR PART 137. THE A/C WAS SUBSTANTIALLY DAMAGED. THE AIRCRAFT DEPARTED THE PRIVATE AGRICULTURAL STRIP AT AN UNDETERMINED TIME AND WAS RETURNING TO THE SAME STRIP WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT. NO FLIGHT PLAN WAS FILED. THE PILOT STATED THAT DURING HIS LANDING FLARE, THE PROPELLER MOVED TO THE FEATHER POSITION WHEN HE CLOSED THE THROTTLE. THE RESULTING LOSS OF DRAG CAUSED HIM TO FLOAT MUCH FARTHER THAN NORMAL. HE ATTEMPTED TO REDIRECT THE AIRCRAFT TO A FIELD, BUT WAS UNABLE TO AVOID STRIKING A VEHICLE PARKED AT THE END OF THE RUNWAY. (-23) PILOT REPORTED DURING LANDING AIRCRAFT PROPELLER WENT TO FEATHER AND THAT THE A/C FLOATED DOWN THE RUNWAY. THE PILOT THEN REALIZED THAT HE WAS GOING TO LAND LONG AND THAT HE WAS GOING TO RUN OFF INTO WATER AT THE END OF THE RUNWAY. HE THEN DECIDED TO VEER OFF THE RUNWAY TO THE RIGHT AT WHICH TIME HIS LEFT WING IMPACTED A PARKED TRUCK. THE A/C THEN SPUN AROUND AND CAME TO REST ABOUT 300' FROM POINT OF IMPACT. SEE ATTACHED PILOT STATEMENT. A/C WAS TAKEN BACK TO THE MANUFACTURER WHERE THEY PERFORMED AN ENGINE RUN WITH THE OVERSIGHT FROM THE OKC-MIDO. NO DEFECTS WERE NOTED DURING THIS TEST. (.4) THE ORIENTATION OF THE RUNWAY WAS 340 DEGREES. THE WEATHER AT THE NEAREST REPORTING STATION INDICATED THAT THE WINDS WERE FROM 100 DEGREES AT 6 KNOTS. THIS WOULD HAVE RESULTED IN A 4-KNOT REAR QUARTERING TAILWIND AND A 2-KNOT CROSSWIND FROM THE RIGHT. USING THE PERFORMANCE DATA LISTED IN THE AIRPLANE'S PILOT OPERATING HANDBOOK, THE LANDING DISTANCE WAS CALCULATED TO BE 2,109 FEET, WITHOUT USING REVERSE. THE GILA RIVER WEST RUNWAY ON WHICH THE ACCIDENT OCCURRED WAS 2,400 FEET LONG. ASSUMING THAT THE AIRPLANE WAS FLOWN AT THE REFERENCE SPEED OF 73 KNOTS, WITH NO WIND, AND TOUCHED DOWN ON THE THRESHOLD, THERE WOULD HAVE BEEN ONLY 291 FEET REMAINING ON THE RUNWAY. THE TAILWIND PRESENT AT THE TIME OF THE ACCIDENT WOULD HAVE INCREASED THE LANDING DISTANCE REQUIRED, AND THEREBY REDUCING THE AVAILABLE RUNWAY. THE PRESENCE OF AN IRRIGATION SUMP AT THE END OF THE RUNWAY WOULD HAVE ELIMINATED ANY MARGIN FOR ERROR, AND MADE IT IMPOSSIBLE TO OVERRUN THE RUNWAY SAFELY. THE PLACEMENT OF A TRUCK ALONG THE SIDE OF THE RUNWAY AT THE DEPARTURE END FURTHER LIMITS AVAILABLE OPTIONS IN THE EVENT OF A LONG LANDING OR OVERRUN. UNDER THE CONDITIONS AT THE TIME OF THE ACCIDENT, THERE WOULD HAVE BEEN NO ALLOWANCE FOR ERROR EITHER IN PILOT TECHNIQUE, OR IN A REAL OR PERCEIVED MECHANICAL MALFUNCTION. THESE FACTORS WOULD FORCE THE PILOT TO MAKE SUDDEN, LAST MINUTE MANEUVERS TO AVOID OBSTACLES AT THE END OF THE RUNWAY. DURING AN ENGINE INSPECTION, PERFORMED BY FACTORY PERSONNEL, AND WITNESSED BY AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION SOUTHWEST MANUFACTURING DISTRICT OFFICE (FAA MIDO-41), THE ENGINE WAS OPERATED UP TO 30 PERCENT OF ITS POWER RANGE WITH NO ANOMALIES NOTED. THE POWER WAS REDUCED TO IDLE SEVERAL TIMES AND THE PROPELLER DID NOT FEATHER. THE PROPELLER OPERATED THROUGHOUT THE OPERATING RANGE, INCLUDING BETA, WITH NO DEFECTS NOTED. IT WAS NOTED THAT WITH THE POWER LEVER IN THE FULL AFT POSITION, THE BETA PLUNGER WAS SLIGHTLY DEPRESSED. THIS MAY HAVE BEEN ENOUGH TO ALLOW THE PROPELLER TO GO SLIGHTLY PAST THE LOW PITCH STOP, TOWARD REVERSE, WHEN THE POWER LEVER WAS PULLED BACK TO THE IDLE POSITION. IT WAS OBSERVED THAT RUBBING HAD OCCURRED BETWEEN THE TWO CONTROLS. 20010310004519A (-23) ON SATURDAY EVENING, MARCH 10, 2001, AT APPROX. 20:15 EST, PILOT ^PRIVACY DATA OMI^PILOTED HIS ENSTROM F28C-2 HELICOPTER ON A SIGHT-SEEING TOUR WITH TWO PASSENGERS. AT 250-300 FEET ALTITUDE, THE ENGINE BEGAN TO RUN ROUGH AND SMOKE WAS COMING FROM THE ENGINE'S TURBO-CHARGER EXHAUST STACK. PILOT ^PRIVAC^IMMEDIATELY FORCE-LANDED THE HELICOPTER IN THE CENTRAL FLORIDA FAIRGROUNDS PARKING LOT. HE ATTEMPTED TO EXTINGUISH A FIRE BUT RAN OUT OF FIRE FIGHTING AGENT. THE HELICOPTER WAS DESTROYED BY THE FIRE BEFORE THE FIRE TRUCKS ARRIVED. THERE WERE NO INJURIES OR PROPERTY DAMAGE OTHER THAN TO THE HELICOPTER. THE FIRE BEGAN WHEN THE TURBO-CHARGER EXHAUST STACK EITHER BROKE OR SEPARATED, CAUSING 1500 DEGREE EXHAUST TO IGNITE THE ALLUMINUM ENGINE COWLING, WHICH RESULTED IN A COMPLETE LOSS OF HELICOPTER. (-19) ON MARCH 10, 2001, ABOUT 2115 EST, AN ENSTROM F-28C HELICOPTER, N5687H, REGISTERED TO HELICOPTER RESOURCES, INC., OPERATING AS A TITLE 14 CFR PART 91 SIGHTSEEING FLIGHT, LOST POWER AND WAS FORCED TO LAND IN A FAIRGROUND'S PARKING LOT, NEAR ORLANDO, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS DESTROYED. THE AIRLINE TRANSPORT RATED-PILOT AND TWO PASSENGERS, REPORTED NO INJURIES. THE FLIGHT DEPARTED AT AN UNKNOWN TIME. ACCORDING TO THE PILOT, THE FLIGHT HAD CLIMBED TO ABOUT 250 TO 300 FEET WHEN THE ENGINE BEGAN TO RUN ROUGH AND THE PILOT NOTICED SMOKE COMING FROM THE ENGINE. HE IMMEDIATELY LANDED THE HELICOPTERWITH POWER, AND UPON LANDING THE PASSENGERS AND PILOT EVACUATED THE HELICOPTER. A FIRE STARTED FROM THE TURBOCHARGER EXHAUST, CAUSING THE ALUMINUM SHROUD TO BURN. THE PILOT USED A HAND HELD FIRE EXTINGUISHER TO FIGHT THE FIRE AND ALMOST HAD THE FIRE EXTINGUISHED, BUT RAN OUT OF FIRE FIGHTING AGENT. THE FIRE BEGAN AGAIN, AND DESTROYED THE HELICOPTER BEFORE THE FIRE DEPT. ARRIVED. EXAMINATION FO THE TURBOCHARGER EXHAUST REVEALED THAT THE EXHAUST STACK HAD BROKEN, ALLOWING THE HOT EXHAUST (1,500 DEGREES C) TO IGNITE THE ALUMINUM ENGINE SHROUD. (.4) ON MARCH 10, 2001, ABOUT 2015 EASTERN STANDARD TIME, AN ENSTROM F-28C HELICOPTER, N5687H, REGISTERED TO HELICOPTER RESOURCES INC., OPERATING AS A TITLE 14 CFR PART 91 SIGHTSEEING FLIGHT, LOST POWER AND WAS FORCED TO LAND IN A FAIRGROUND'S PARKING LOT, NEAR ORLANDO, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS DESTROYED. THE AIRLINE TRANSPORT RATED-PILOT, AND TWO PASSENGERS, REPORTED NO INJURIES. THE FLIGHT DEPARTED AT AN UNKNOWN TIME. ACCORDING TO THE PILOT THE FLIGHT HAD CLIMBED TO ABOUT 250 TO 300 FEET, WHEN THE ENGINE BEGAN TO RUN ROUGH AND THE PILOT NOTICED SMOKE COMING FROM THE ENGINE. HE IMMEDIATELY LANDED THE HELICOPTER, WITH POWER, AND UPON LANDING THE PASSENGERS AND PILOT EVACUATED THE HELICOPTER. A FIRE STARTED FROM THE TURBOCHARGER EXHAUST, CAUSING THE ALUMINUM SHROUD TO BURN. THE PILOT USED A HAND HELD FIRE EXTINGUISHER TO FIGHT THE FIRE AND ALMOST HAD THE FIRE EXTINGUISHED, BUT RAN OUT OF FIRE FIGHTING AGENT. THE FIRE BEGAN AGAIN, AND DESTROYED THE HELICOPTER BEFORE THE FIRE DEPARTMENT ARRIVED. EXAMINATION OF THE TURBOCHARGER EXHAUST REVE ALED THAT THE EXHAUST STACK HAD BROKEN, ALLOWING THE HOT EXHAUST (1,500 DEGREES C) TO IGNITE THE ALUMINUM ENGINE SHROUD. 20010310005089I (-23) PILOT FAILED TO LOWER (EXTEND) LANDING GEAR PRIOR TO LANDING. 20010310005349I (-23) ON MARCH 10, 2001 ^PRIVACY DATA OM^ AGE 24 OF NEWPORT KY RECEIVED FATAL INJURIES WHILE SKYDIVING AT CONNERSVILLE, IN. THIS WAS TO HAVE BEEN HER TENTH JUMP. THE VICTIM FAILED TO DEPLOY EITHER PARACHUTE. THE AAD APPEARED TO HAVE FIRED ON IMPACT. IT HAD SIGNS OF IMPACT DAMAGE. HER INITIAL GROUND TRAINING WAS COMPLETED ON SEPTEMBER 17, 2000. SHE COMPLETED FIVE STATIC LINE JUMPS IN THE PERIOD FROM SEPTEMBER 17, 2000 TO NOVEMBER 5, 2000. FROM NOVEMBER 5, 2000 TO FEBRUARY 18, 2001 FOUR FREEFALL JUMPS WERE MADE. THE MAIN PARACHUTE WAS A PISA SKYMASTER 290. THE RESERVE WAS A PISA TEMPO 250. THE RESERVE HAS BEEN BACK BY A CERTIFIED PARACHUTE RIGGER, WITHIN THE LAST 120 DAYS. EXAMINATION OF THE EQUIPMENT FOUND NO APPARENT DEFECTS. 20010310005359I (-23) DURING APPROACH TO RUNWAY 30 PILOT MISJUDGED RUNWAY DUE TO SNOW COVER AND LANDED SHORT ON THE OVERRUN. THE NOSE AND RIGHT MAIN GEAR COLLAPSED, THE PROPELLER STRUCK THE GROUND AND BENT BOTH TIPS. NO OTHER DAMAGE TO THE A/C WAS NOTICED. 20010310005619A (-23) ON MARCH 10, 2001, AT APPROX. 0845 MST, A CESSNA 210L, N222ED, WAS DESTROYED FOLLOWING IMPACT WITH TERRAIN NEAR HOWARD, CO. THE NON-INSTRUMENT RATED PRIVATE PILOT, THE SOLE OCCUPANT IN THE A/C, WAS FATALLY INJURED. THE A/C WAS BEING OPERATED BY THE PILOT UNDER TITLE 14 CFR PART. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY FLIGHT THAT ORIGINATED FROM HOLLIS, OK. APPROX. 3 HOURS 35 MINUTES BEFORE THE ACCIDENT. THE PILOT HAD NOT FILED A FLIGHT PLAN, FAMILY MEMBERS SAID THE PILOT WAS ENROUTE TO SALIDA, CO. THE FAMILY REPORTED THE A/C OVERDUE AT 0900. US AIR FORCE SEARCH & RESCUE PERSONNEL BEGAN RECEIVING AN ELT FROM THEIR SATELLITES AT APPROX. 1050. LOCAL SEARCH & RESCUE TEAM MEMBERS LOCATED THE AIRPLANE ON THE AFTERNOON OF MARCH 11, 2001. 20010310006139A (-23) MR. DAVID W. SMITH WHO RESIDES AT ^PRIVACY DATA OMITTED^ IS THE OWNER OF A/C N4009W. ^PRIVACY DATA OMITTED^ . WHILE HOVERING LOW OVER THE GROUND DURING A TEST FLIGHT AT MR. SMITH'S RESIDENCE, ONE BLADE OF THE HELICOPTER'S ROTOR STRUCK A GROUNDING WIRE LOCATED BETWEEN TWO ELECTRIC POWER TRANSMISSION POLES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THIS FLIGHT FOR WHICH NO FLIGHT PLAN WAS FILED. ONE ROTOR BLADE SUSTAINED A 3-INCH CUT FROM THE TRAILING EDGE APPROX. 5 FEET FROM THE BLADE TIP. THE OTHER BLADE RECEIVED SOME SCRAPING DAMAGE NEAR THE TIP. MR. SMITH AND HIS SON, THE ONLY OTHER OCCUPANT, RECEIVED NO INJURIES. THE PIC, MR. SMITH HOLDS A PRIVATE PILOT CERTIFICATE. THIS FLIGHT ORIGINATED ON MARCH 10, 2001, AT APPROXIMATELY. 20010310006289I (-23) ^PRIVACY DATA OMITTED^ IS ALSO AN FAA AVIATION SAFETY COUNSELOR. SHE SAID IN SIGNED WRITTEN STATEMENT THAT WHILE LANDING AT LPC ON MARCH 10, 2001 SHE FOUND THE LEFT LANDING GEAR DID NOT EXTEND. SHE LANDED WITH THE LEFT LANDING GEAR NOT EXTENDED, HIT A RUNWAY LIGHT AND THEN THE A/C SLOWLY STOPPED. THE A/C WAS MOVED TO THE HANGAR. THERE WERE NO FATALITIES, NO ONE SUSTAINED ANY INJURIES. THERE WAS NO DAMAGE TO ANY OTHER A/C OR PROPERTY, EXCEPT THIS A/C AND THE RWY LIGHT. A SIMILAR SIGNED WRITTEN STATEMENT WAS MADE BY PASSENGER ^PRIVACY DATA OMIT^WITH PILOT CERTIFICATE ^PRIVACY ^ N446B MAKE/MODEL BE-35-35 S/N D-1462. LEFT FLAPS WAS FOUND TO BE DAMAGED. THE LOWER SKIN OF THE LEFT WING, SHOWED SIGNS OF DEEP SCRATCHES, DENTS AND TEAR. THE LEFT WINGTIP LOWER REAR SIDE HAS SIGNS OFSCRAPE MARKS. THE LEFT LANDING GEAR RETRACTING ROD P/N 35-815125-12 WAS FOUND BENT. RETRACTION TEST WAS DONE ON LAST ANNUAL 2-6-01. A/C MAINTENANCE LOGS WERE CHECKED FOUND SAT. 20010310007709I (-23)ON 10 MARCH 2001 APPROXIMATELY 1930 HRS, MR. ENRICO A. CRAWFORD, HOLDER OF PILOT CERTIFICATE NUMBER 149623491 WAS GIVING INSTRUMENT DUAL FLIGHT INSTRUCTION TO MR. JONATHAN CARTER, HOLDER OF PILOT CERTIFICATE NUMBER 30284484 IN A PIPER AZTEC, PA-23-350, N63887. THE AIRCRAFT IS OWNED BY AIRLINE TRAINING ACADEMY BASED AT THE ORLANDO EXECUTIVE AIRPORT, ORLANDO, FLORIDA. THE PILOTS WERE EXCUTING A PRACTICE ILS RUNWAY 7 APPROACH AT THE ORLANDO EXECUTIVE AIRPORT TO A FULL STOP. THE INSTRUMENT STUDENT, MR. CARTER WAS THE FLYING PILOT EXECUTING THE ILS APPROACH. ON SIMULATING LEAVING INSTRUMENT CONDITIONS, MR. CARTER CONTINUED VISUALLY TO LAND THE AIRCRAFT ON RUNWAY 7. DURING THE FLAIR RO LANDING THE PILOTS HEARD METAL SCRAPING SOUNDS AS THE AIRCRAFT COME IN CONTACT WITH THE GROUND. REALIZING THE THE LANDING GEAR WAS STILL RETRACTED, THE FLYING PILOT IMMEDIATELY APPLIED FULL POWER TO BOTH ENGINES AND EXECUTED A "GO AROUND" MANEUVER. A VFR TRAFFIC PATTERN WAS EXECUTED TO A SAFE LANDING. THE AIRCRAFT SUSTAINED MINOR DAMAGE WITH NO INJURY TO THE PILOTS. VISUAL METEORLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. ^PRIVACY DATA OMITTED^ ^PRIVACY^ 20010310008139A (-23) ON MARCH 10, 2001, ABOUT 1700 EASTERN STANDARD TIME, A ROBINSON R-22, N9077F, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT LONG ISLAND MAC ARTHUR AIRPORT (ISP), ISLIP, NEW YORK. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) SUSTAINED MINOR INJURIES AND A STUDENT PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE INSTRUCTION FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE CFI, WHEN THE STUDENT PILOT LIFTED THE HELICOPTER OFF THE GROUND, IT BEGAN TO YAW TO THE LEFT. THE STUDENT PILOT THEN MADE AN ABRUPT INPUT TO THE CYCLIC CONTROL AND THE LEFT SKID CONTACTED THE GROUND. HE ALSO APPLIED "FULL UP COLLECTIVE A LITTLE TOO EARLY." THE CFI SAID THAT THE HELICOPTER'S LEFT SKID DUG INTO THE GROUND, AND IT BEGAN TO ROLL OVER. HE FURTHER STATED, "WHEN I REALIZED THE HELICOPTER WAS ABOUT TO PIVOT OVER, IT WAS ALREADY TOO LATE." THE HELICOPTER ROLLED ONTO IT'S LEFT SIDE, AND THE MAIN AND TAIL ROTOR BLADES CONTACTED THE GROUND. THE CFI REPORTED HE HAD ACCUMULATED APPROXIMATELY 900 FLIGHT HOURS IN HELICOPTER, OF WHICH ABOUT 800 HOURS WERE IN THE R-22. WINDS REPORTED AT ISP, ABOUT THE TIME OF THE ACCIDENT, WERE FROM 290 DEGREES AT 11 KNOTS WITH 19 KNOT GUSTS. 20010311003979A (-23) WHILE FLYING AT 2,000 AGL FROM GILLETTE TO BUFFALO, WY, THE CLUTCH LIGHT CAME ON AND THE PILOT SMELLED BURNING RUBBER. THE PILOT PERFORMED A POWER ON AUTOROTATION AND AT ABOUT 50 FEET ABOVE THE GROUND, A LOUD POP WAS HEARD AND THE HELICOPTER DESCENDED RAPIDLY. THE HELICOPTER LANDED HARD ON SOFT GROUND AND SKIDDED APPROX. 15 FEET. THE RIGHT FRONT SKID BROKE OFF AND THE HELICOPTER ROLLED OVER ON ITS RIGHT SIDE. 20010311004369I (-23) PILOT WAS CLEARED TO TAXI TO RUNWAY 27 VIA TAXIWAY A. THE TAXIWAY CENTERLINE WAS CLEAR AND VISIBLE. THE TAXIWAY HAD 6 TO 7 FOOT HIGH PLOWED SNOWBANKS ON EITHER SIDE. THE SNOWBANKS WERE NOT EQUIDISTANT FROM THE CENTERLINE OF THE TAXIWAY, AND AS THE PILOT STAYED ON THE CENTERLINE, THE RIGHT WINGTIP STRUCK A SNOWBANK WHICH INFRINGED ON THE EDGE OF THE TAXIWAY. THE LEADING EDGE OF THE WING NEAR THE WINGTIP RECEIVED MINOR DAMAGE AND THE NAVIGATION LIGHT WAS BROKEN. THE PILOT WAS INTERVIEWED ON 3-20-00 AND RECEIVED COUNSELING. 20010311004729I (-23) WHILE TAXIING, VIA THE GRASS TO THE ACTIVE RUNWAY AT TARA FIELD (4A7) N5486T, A CESSNA 172E STRUCK THE VERTICAL STABILIZER OF N8624Y, A PA-30. N8624Y WAS PARKED AND UNOCCUPIED. THERE WERE NO INJURIES AND DAMAGE TO BOTH AIRPLANE WAS MINOR. 20010311005609A (-23) PILOT ATTEMPTED LANDING AT HELI-SKI LANDING SITE ON MOUNTAIN FACE, AT APPROX. 8,300 FEET ABOVE MEAN SEA LEVEL. DURING LANDING ATTEMPT PILOT ENCOUNTERED SEVERE DOWNDRAFT WINDS COMING DOWN THE FACE OF THE MOUNTAIN, LATERAL TO THE LANDING HELICOPTER. PILOT WAS UNABLE TO ACCOMPLISH THE LANDING AND INTIATED AN ABORT TO THE LANDING. DURING THE ABORT IT BECAME EVIDENT TO THE PILOT (AS A RESULT OF THE DOWNDRAFTS) THAT HE WOULD NOT BE ABLE TO CONTINUE FLIGHT AWAY FROM THE MOUNTAIN. THE PILOT ELECTED TO TURN THE A/C INTO THE WIND, TOWARDS THE FACE OF THE MOJNTAIN AND ATTEMPT A LANDING ON THE MOUNTAIN SIDE WITH ZERO OR MINIMAL AIRSPEED. AFTER TOWUCHDOWN, THE A/C PITCHED FORWARD AND THE ROTOR STRUCK THE MOUNTAINSIDE. THE HELICOPTER THEN IMMEDIATELY TWISTED TO THE RIGHT, AND THEN ROLLED OVER ON IT'S RIGHT SIDE, ENDING UP NEARLY UPSIDE DOWN. 20010311006429I (-23) WHILE TAXIING OUT TO RUNWAY AT EDF AIRPORT THE PILOT EXPERIENCED A GEAR COLLAPSE ON "N" TAXIWAY PRIOR TO TAKING RUNWAY, THE A/C IS A (EXPERIMENTAL EXHIBITION) COUNSELED OWNER OF A/C ABOUT MAINTENANCE AND PROPER PROCEDURES. 20010311007409A (-23)THE AIRCRAFT WAS ENROUTE FROM HONOLULU (HNL) HAWAII, USA TO POHNPEI (PIN), FEDERATED STATES OF MICRONESIA WITH AN INTERMEDIATE STOP AT MAJURO IN THE MARSHALL ISLANDS. THE AIRCRAFT ARRIVED AT POHNPEI AFTER SUNDOWN AND DURING A NIGHT VISUAL OVER WATER APPROACH, THE AIRCRAFT DESCENDED BELOW PAPI AND STRUCK A SEAWELL. THE AIRCRAFT CONTINUED ON TO THE RUNWAY WHERE THE RIGHT MAIN LANDING GEAR SEPARATED FROM THE AIRCRAFT AND THE LEFT MAIN LANDING GEAR COLLAPSED. THE AIRCRAFT CONTINUED TO SLIDE APPROXIMATELY 4000 FEET, COMING TO A STOP ON THE SIDE OF THE RUNWAY. THE AIRCRAFT HAD 16,000 POUNDS OF FREIGHT ON BOARD. THERE WAS NO FIRE AND NO INJURIES TO THE THREE CREW MEMBERS. THERE WERE NO PASSENGERS ON BOARD. THE PAPI, REIL, AND RUNWAY LIGHTS WERE ACTIVATED BY THE CREW AND WERE ON AT THE TIME OF THE ACCIDENT. 20010311007569I (-23)THE PILOT HEARD A LOUD SQUEAL, FELT A VIBRATION IN THE TAIL ROTOR PEDALS, AND THEN HEARD A LOUD BANG WHILE IN CRUISE FLIGHT. THE PILOT MADE AN EMERGENCY LANDING TO AN OFFSHORE HELIPORT WITHOUT CAUSING ANY DAMAGE TO THE HELICOPTER. THE INVESTIGATION REVEALED THAT THE TAIL ROTOR DRIVESHAFT/OIL COOLER BEARING HAD DISINTEGRATED. THE REMAINING PORTION OF THE BEARING WAS TAGGED WITH FAA FORM 8020-23 (AIRCRAFT PARTS IDENTIFICATION AND RELEASE) AND SENT TO BELL HELICOPTER, FORT WORTH, TEXAS, FOR EVALUATION. THE FAA ROTORCRAFT DIRECTORATE OFFICE WAS NOTIFIED OF THIS INCIDENT. 20010311023189I (-23) THE NOSE LANDING GEAR DID NOT EXTEND WHEN THE MAIN LANDING GEAR EXTENDED. THE PILOT LANDED WITH THE NOSE LANDING GEAR RETRACTED. INVESTIGATION COULD NOT DETERMINE WHAT COMPONENT FAILED THAT CAUSED THE NOSE LANDING GEAR NOT TO FULLY EXTEND. 20010312004339I (-23) ON 3/12/01, ^PRIVACY DATA OMI^WAS ACTING AS PIC OF N13FS, A PIPER PA-31 NAVAJO AIRPLANE. AFTER MAKING AN ILS APPROACH TO RWY 32 AT SALISBURY, ^PRIVACY D^ LANDED HALFWAY DOWN THE RUNWAY WITH A TAILWIND DURING A HEAVY RAIN SHOWER. ^PRIVACY D^ WAS UNABLE TO STOP THE AIRPLANE BEFORE IT RAN OFF TH E END OF THE RUNWAY. (APPROX. 150 FEET) 20010312005749I (-23) DURING THE TOUCH DOWN ON RUNWAY 9, THE PILOT STATED INITIAL BRAKING WAS GOOD AND HE ELECTED TO CONTINUE THE LANDING ROLL. THE BRAKING ACTION DEGRADED TO NIL IN THE LAST 2000 FEET OF RUNWAY AND A/C ENTERED THE OVERRUN AREA. A/C TRAVELED INTO THE UNIMPROVED AREA OF GRAVEL OVERLAID BY POWDERY SNOW BY 100 FEET. A/C WAS TOWED BACK TO THE PAVED AIRPORT SURFACE AND TAXI UNDER IT'S OWN POWER TO HANGER FACILITIES. NO DAMAGE WAS REPORTED TO THE A/C. THE RUNWAY WAS COVERED WITH A LIGHT SNOW COVERING AT THE TIME. 20010312009659I (-23)ON 03/12/2001, AT 1045 LOCAL TIME, A MOONEY M-20-J AIRCRAFT, N201YP, OWNED BY ^PRIVACY DATA OMITTED^ EXPERIENCED AN ENGINE POWER LOSS WHILE IN CRUISE FLIGHT AND MADE AN EMERGENCY OFF AIRFIELD LANDING, NEAR HAMILTON, TEXAS, ON A 14 CFR PART 91 PERSONAL FLIGHT, VFR CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED MINOR DAMAGE, AND THE PILOT WAS UNINJURED. THE PILOT HOLDS A PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT SAN ANTONIO INERNATIONAL AIRPORT, TEXAS ON 03/12/2001 AT 1000 LOCAL TIME. 20010312012219I (-23) AIRCRAFT ON FLIGHT FROM MIDWAY AIRPORT TO SPRINGFIELD CAPITAL AIRPORT. AIRCRAFT LANDED AND TAXIED TO GARRETT RAMP. UPON EXITING THE AIRCRAFT THE CREW NOTICED THAT THE LEFT ENGINE LOWER COWLING WAS MISSING AND THE UPPER COWLING MIS-ALLIGNED. 20010313003099I (-23) STUDENT PILOT RECEIVING HIS SECOND LESSON IN A SKI EQUIPPED PA-18 TAXIED THE AIRCRAFT TO THE HOLD LINE. CFI IN THE REAR SEAT DID NOT HAVE A CLEAR VIEW FORWARD DUE TO AIRCRAFT DESIGN AND LARGE STUDENT. AT THE HOLD LINE THE PIC/FLIGHT INSTRUCTOR ASSUMED CONTROL OF THE AIRCRAFT AND AFTER RECEIVING TAKEOFF CLEARANCE TAXIED INTO THE "HOLD HERE" SIGN. BOTH PROPELLER BLADES STRUCK THE SIGN AND THE AIRCRAFT STOPPED WHEN THE LANDING GEAR BUNGEE CONTACTED THE SIGN. NO OTHER DAMAGE WAS NOTED. 20010313003269I (-23) AT 18:25 LOCAL TIME CHQA FLIGHT 4327, DEPARTED PITTSBURGH INTERNATIONAL AIRPORT (PIT) AND RETURNED TO LAND RUNWAY 28R, AFTER SHUTTING DOWN THE LEFT ENGINE, IT WAS DETERMINED AFTER FURTHER INVESTIGATION THAT A TAIL PIPE HOT WARNING LIGHT, ILLUMINATED ON THE CWP PANEL. THE ENGINE WAS SHUT DOWN IN ACCORDANCE WITH THE EMERGENCY PROCEDURES MANUAL IN THE AFM. EMERGENCY LANDING WAS MADE WITHOUT INCIDENT.MAINTENANCE LOG BOOK 22482 INDICATED THAT THIS PROBLEM WAS UNABLE TO BE DUPLICATED AFTER A GROUND RUN OF THE ENGINES. AIRCRAFT WAS RETURNED TO SERVICE. SUBMISSION OF THIS REPORT CLOSED THIS INCIDENT. 20010313003789A (-23) DURING TAKEOFF AT ABOUT 50 FEET ABOVE THE RUNWAY THE PILOT SAID THE ENGINE LOST POWER. A/C LANDED ON END OF RUNWAY AND WENT DOWN AN EMBANKMENT AND FLIPPED UPSIDE DOWN IN A CULVERT. NO INJURIES. SUBSTANTIAL DAMAGE TO THE AIRCRAFT. (.19) ON MARCH 13,2001, ABOUT 1330 CST A GRUMMANN G-164A, N5076, REGISTEREDTO A PRIVATE OWNER, OPERATING AS A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT, LOST POWER ON TAKEOFF AND NOSED OVER AT THE POPULARVILLE-PEARL RIVER COUNTY AIRPORT, POPLARVILLE, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE COMMERCIAL RATED-PILOT REPORTED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME. THE FLIGHT DEPARTED AND AT AN ALTITUDE OF ABOUT 60 FEET ABOVE THE GROUND. THE PILOT REPORTED A LOSS OF ENGINE POWER. THE PILOT LANDED BACK ON THE RUNWAY, BUT ONLY HAD ABOUT 200 FEET OF RUNWAY REMAINING. THE AIRPLANE RAN OFF THE END OF THE RUNWAY AND CAME TO REST UPSIDE DOWN. (.4) ON MARCH 13, 2001, ABOUT 1330 CENTRAL STANDARD TIME, A GRUMMAN G-164A, N5076, REGISTERED TO A PRIVATE OWNER, OPERATING AS A TITLE 14 CFR PART 137 AERIAL APPLICATION FLIGHT, LOST POWER ON TAKEOFF AND NOSED OVER AT THE POPULARVILLE-PEARL RIVER COUNTY AIRPORT, POPULARVILLE, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE COMMERCIAL RATED-PILOT REPORTED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME. THE FLIGHT DEPARTED AND AT AN ALTITUDE OF ABOUT 60 FEET ABOVE THE GROUND. THE PILOT REPORTED A LOSS OF ENGINE POWER. THE PILOT LANDED BACK ON THE RUNWAY, BUT ONLY HAD ABOUT 200 FEET OF RUNWAY REMAINING. THE AIRPLANE DEPARTED THE END OF THE RUNWAY, DOWN A STEEP EMBANKMENT, THE LANDING GEAR THEN DUG INTO SOFT GROUND, AND CAME TO REST UPSIDE DOWN. ACCORDING TO THE FAA INSPECTOR'S STATEMENT THE ENGINE WAS REMOVED TO THE OWNER'S FACILITY AND EXAMINED ON MARCH 3, 2001. ACCORDING TO THE INSPECTOR'S STATEMENT THE ENGINE EXAMINATION REVEALED THAT "...THE NUMBER 2 CYLINDER WAS FOUND TO BE CRACKED AT THE FORWARD SPARK PLUG OPENING AND ALL AROUND THE CIRCUMFERENCE OF THE CYLINDER AND AT THE INTAKE VALVE. THERE WAS PLENTY OF EVIDENCE OF BURNED MATERIAL AND SMUT LIKE COLORATION AT THE WIDEST PART OF THE CRACK WHICH OPENED ABOUT 1/8 OF AN INCH." THE REMAINDER OF THE ENGINE AND ACCESSORIES DID NOT DISPLAY ANY DISCREPANCIES. FUEL WAS OBSERVED AND NO CONTAMINATION WAS FOUND. 20010313003959A (-23) WHILE ENROUTE FROM GARDEN CITY, KS. TO JACKSON, WY. PILOT FLEW INTO SIDE OF MOUNTAIN. A/C WILL REMAIN ON THE MOUNTAIN UNTIL THE SNOW THAWS. NO AIRCRAFT RECORDS AVAILABLE AT THIS TIME. 20010313004419A (.19) ON MARCH 13, 2001, AT 1130 CST, AN ERCOUPE 415-C AIRPLANE, N93504, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TREES AND TERRAIN DURING FINAL APPROACH TO THE CLOVER FIELD AIRPORT, HOUSTON, TEXAS. THE PRIVATE PILOT, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE CLOVER FIELD AIRPORT AT 1100. ACCORDING TO WITNESSES, THE AIRPLANE WAS EXECUTING TOUCH AND GO LANDINGS TO RUNWAY 14R. ONE WITNESS REPORTED THAT HE OBSERVED THE AIRPLANE ON FINAL APPROACH AND IT "LOOKED DIFFERENT" THAN IT HAD ON PREVIOUS APPROACHES. THE WITNESSES REPORTED THAT IT APPEARED AS IF THE AIRPLANE WAS ALIGNED WITH THE TAXIWAY WHICH RUNS PARALLEL TO THE RIGHT SIDE OF RUNWAY 14R. THE AIRPLANE THEN "BANKED STEEPLY TO THE LEFT", AND THE LEFT WING TIP CONTACTED TREES AND , SUBSEQUENTLY, THE AIRPLANE IMPACTED THE GROUND. ACCORDING TO FAA INSPECTORS, WHO EXAMINED THE AIRPLANE AT THE ACCIDENT SITE, BOTH WINGS WERE BENT AFT AND THE RIGHT WING'S SKIN SEPARATED FROM THE LEADING EDGE AFT, AND EXPOSED THE MAIN WING SPAR. HE ADDED THAT THE FUSELAGE, EMPENNAGE, AND TAIL STRUCTURE SUSTAINED STRUCTURAL DAMAGE. (-23) WHILE PERFORMING TOUCH AND GO LANDINGS, THE PILOT REALIZED THAT HE WAS LINED UP FOR APPROACH TO THE TAXI WAY INSTEAD OF RUNWAY 14F. THE PILOT ALSO STATED THAT BY THE TIME HE REALIZED THAT HE WAS LINED UP INCORRECTLY HE WAS LOW AND SLOW. WHILE TRYING TO CORRECT, THE PILOT STRUCK A GROVE OF TREES AT AN APPROX. HEADING OF 090 DEGREES. THE A/C CAME TO REST AT THAT SAME HEADING AT AN APPROX. NOSE DOWN ATTITUDE OF 045 DEGREES. THE A/C WAS SUBSTANTIALLY DAMAGED AND THE PILOT RECEIVED RELATIVE MINOR INJURIES. THE A/C MAINTENANCE RECORDS, AIRWORTHINESS AND REGISTRATION CERTIFICATES APPEARED TO BE IN ORDER. THE INVESTIGATION REVEALED NO ANOMALIES, MECHANICALLY, IN THE A/C. (.4)ON MARCH 13, 2001, AT 1145 CENTRAL STANDARD TIME, AN ERCOUPE 415-C AIRPLANE, N93504, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TREES AND TERRAIN DURING FINAL APPROACH TO THE CLOVER FIELD AIRPORT, HOUSTON, TEXAS. THE PRIVATE PILOT, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, SUSTA INED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE CLOVER FIELD AIRPORT AT 1130. ACCORDING TO THE PILOT, HE WAS EXECUTING TOUCH-AND-GO LANDINGS TO RUNWAY 14R. HE REPORTED THAT HE MISJUDGED THE TURN FROM THE DOWNWIND LEG TO THE BASE LEG, WHICH RESULTED IN A PREMATURE DESCENT. HE STATED THAT HE SHOULD HAVE EXECUTED A GO-AROUND; HOWEVER, HE ELECTED TO CONTINUE TOWARD THE RUNWAY. SUBSEQUENTLY, THE AIRPLANE'S ALTITUDE ON THE FINAL APPROACH LEG WAS LOW AND THE LEFT WING CONTACTED TREES. THE AIRPLANE THEN ENTERED A DESCENT AND IMPACTED THE GROUND. WITNESSES VERIFIED THAT THE AIRPLANE WAS EXECUTING TOUCH-AND-GO LANDINGS TO RUNWAY 14R. ONE WITNESS REPORTED THAT HE OBSERVED THE AIRPLANE ON FINAL APPROACH AND IT "LOOKED DIFFERENT" THAN IT HAD ON PREVIOUS APPROACHES. THEY OBSERVED THE AIRPLANE "BANK STEEPLY TO THE LEFT" AND, SUBSEQUENTLY, IMPACT THE GROUND. ACCORDING TO FAA INSPECTORS, WHO EXAMINED THE AIRPLANE AT THE ACCIDENT SITE, BOTH WINGS WERE BENT AFT. THE RIGHT WING'S SKIN SEPARATED FROM THE LEADING EDGE AFT, WHICH EXPOSED THE MAIN WING SPAR. THEY ADDED THAT THE FUSELAGE, EMPENNAGE, AND TAIL STRUCTURE SUSTAINED STRUCTURAL DAMAGE. 20010313004839I (-23) POST INCIDENT EXAMINATION OF THE A/C NOTED THAT THE LANDING GEAR OPERATING HANDLE WAS FOUND IN UP POSITION AND THE FLAP HANDLE WAS FOUND IN THE DOWN POSITION. PROPELLER STRIKES OCCURRED AFTER APPROX. 650 FEET OF ROLL OUT ON SOD RUNWAY. PILOT DOES NOT REMEMBER THE ATTEMPT TO RETRACT THE FLAPS BUT NORMALLY DOES SO ON ROLL OUT. PILOT CONCURS THAT THE PROBABLE CAUSE OF THE NOSE WHEEL COLLAPSE WAS HIS INADVERTENT RETRACTION OF THE LANDING GEAR. THE MAIN GEAR REMAINED LOCKED DOWN AND THE A/C WAS INSPECTED PRIOR TO REMOVAL FROM THE RUNWAY. 20010313005119I (-23) ON TAKEOFF CLIMBOUT, THE PILOT RETRACTED THE LANDING GEAR, AT APPROXIMATELY 1000 FT. AND DURING THE CLIMBOUT THE PILOT FELT EXCESSIVE DRAG ON THE A/C, HE OBSERVED THAT THE RED GEAR TRANSMISSION LIGHT WAS ILLUMINATED. THE PILOT RECYCLED THE LANDING GEAR SELECTOR (LEVER) TO THE DOWN POSITION; THE GREEN DOWN LIGHTS FAILED TO ILLUMINATE. THE PILOT THEN RECYCLED THE LANDING GEAR SELECTOR (LEVER) TO THE UP POSITION AND AT THAT INSTANT THE A/C HAD A COMPLETE ELECTRICAL FAILURE, THE ALTERNATOR(FAIL) LIGHT ILLUMINATED AND THE PILOT LOST COMMUNICATIONS WITH CLE-ATCT. THE PILOT PULLED THE LANDING GEAR CB, ELECTRICAL POWER WAS RESTORED BY BATTERY POWER. THE PILOT MANUALLY EXTENDED (CRANKED) LANDING GEAR BUT COULD ONLY TURN THE EMERGENCY LANDING GEAR EXTENSION HANDLE ABOUT 14-19 TURNS DUE TO RESISTANCE AND BINDING. THE PILOT ADVISED CLE-ATCT THAT HE WAS RETURNING TO LAND. CLE-ATC CLEARED THE A/C TO LAND ON RWY 23L. UPON TOUCHDOWN AND ROLLOUT THE LEFT MAIN AND NOSE GEAR COLLAPSED AND FINALLY THE RIGHT MAIN GEAR COLLAPSED PRIOR TO THE A/C COMING TO A COMPLETE STOP. 20010313005209I (-23) PILOT RECEIVED VECTORS FOR TRAFFIC WHILE ON APPROACH FOR RUNWAY 31 AT MSN AFTER A ONE HOUR FLIGHT. THE PILOT STATED THE FLIGHT WAS MADE WITH THE FUEL SELECTOR IN THE LEFT WING POSITION. ON FINAL APPROACH, AT APPROXIMATELY 400 FEET AGL, THE ENGINE GRADUALLY LOST POWER. THE PILOT IS NOT SURE IF HE SWITCHED THE FUEL SELECTOR TO THE RIGHT TANK MOMENTARILY AND THEN BACK TO THE LEFT TANK AFTER HE LOST POWER. THE PILOT CONTINUED THE APPROACH AND LANDED APPROX. 2600 FEET SHORT OF RUNWAY 31 WITHOUT FURTHER INCIDENT. INSPECTION OF THE A/C FOUND THE FUEL TANK SELECTOR IN THE LEFT WING POSITION AND THE LEFT WING FUEL TANK EMPTY. THE RIGHT WING FUEL TANK WAS APPROX. HALF FULL. A SUCCESSFUL ENGINE RUN WAS ACCOMPLISHED USING THE FUEL IN THE RIGHT WING TANK. 20010313005959I (-23) DURING LANDING WHEN THE THROTTLES WERE BROUGHT TO REVERSE THE LEFT ENGINE WENT INTO REVERSE AND THE RIGHT ENGINE DID NOT. THE LEFT MAIN AND NOSE WHEEL RAN OFF THE PAVEMENT AND THE LEFT PROPELLOR STRUCK A TAXI LIGHT. AFTER SHUDOWN RAG FRAGMENTS WERE FOUND AROUND THE RIGHT ENGINE PROPELLOR SPINNER AND INSIDE THE COWLING. 20010313007749I (-23)N70AE A LEAR 31 DEPARTED TETERBORO FOR HAGERSTOWN, MARYLAND. PILOT REPORTED SMOKE IN COCKPIT, AIRCRAFT DIVERTED TO MMU AND LANDED WITHOUT FURTHER INCIDENT. CREW AND PASSENGER EVACUATED THE AIRCRAFT ON THE AIRPORT. CONVERSATION WITH THE PILOT, ^PRIVACY DATA ^ REVEALED THE FOLLOWING: SMOKE WAS COMING OUT FROM UNDER THE GLARE SHIELD BY THE WINDSHIELD. A SHORT WAS FOUND IN THE OVERLAY LIGHTING PANEL. REPLACED PANEL. OPS CHECKED OK. 20010313012049I (-23)PILOT STATED HE WAS ON FINAL APPROACH FOR THE DELAWARE MUNICIPAL AIRPORT AND IN FINAL LANDING PHASE WHEN HE HEARD "GEAR" ON CTAF FREQUENCY. FBO SAW AIRCRAFT WITH GEAR RETRACTED ON FINAL AND TRIED TO WARN PILOT. PILOT FELT AIRCRAFT TOUCH THE GROUND AND TRIED TO GO-AROUND BUT WAS UNABLE TO CLIMB. AIRCRAFT SETTLED TO RUNWAY WITH GEAR UP. GEAR LEVER WAS STILL IN "UP" POSITION. 20010313017269A (-23) THE STUDENT PILOT WAS PRACTICING SHORT FIELD LANDINGS. AT 65 KNOTS AND WITH FULL FLAPS, THE AIRCRAFT TOUCHED DOWN ON RUNWAY 21, ROLLED ABOUT 200-300', AND BEGAN VEERING RIGHT. HE ATTEMPTED TO CORRECT WITH LEFT RUDDER WITHOUT SUCCESS. THEN HE APPLIED LEFT BRAKE, BUT THE AIRCRAFT KEPT VEERING RIGHT. THE AIRCRAFT ROLLED OFF THE RIGHT SIDE OF THE RUNWAY, STRUCK THE DRAINAGE DITCH AND FLIPPED ON ITS BACK. THERE WAS NO WIND AT THE TIME. (.4) ON MARCH 13, 2001, ABOUT 1755 HOURS MOUNTAIN STANDARD TIME, A CESSNA 172N, N738PP, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT VEERED OFF THE RUNWAY AND NOSED OVER DURING THE LANDING ROLLOUT AT SHOW LOW, ARIZONA. MOUNTAIN EXEC AIR WAS OPERATING THE RENTAL AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE SOLO STUDENT PILOT WAS NOT INJURED. THE LOCAL INSTRUCTIONAL FLIGHT DEPARTED ABOUT 1700. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT INSTRUCTOR OBSERVED THE ACCIDENT. HE SAID THE STUDENT PILOT TOOK OFF ABOUT AN HOUR BEFORE THE ACCIDENT. THE STUDENT HAD COMPLETED ABOUT 12 TOUCH-AND-GO LANDINGS AND WAS PERFORMING A SHORT FIELD LANDING. DURING THE LANDING ROLL, THE AIRPLANE VEERED OFF THE RIGHT SIDE OF RUNWAY 21 AND NOSED OVER. THE INSTRUCTOR SAID THE WINDS WERE RIGHT DOWN THE RUNWAY AND ABOUT 5 KNOTS. THE PILOT SUBMITTED A WRITTEN STATEMENT. HE SAID HE LANDED BETWEEN 60 AND 65 KNOTS WITH FULL FLAPS. THE TOUCHDOWN WAS SMOOTH AND HE HAD ROLLED SEVERAL HUNDRED FEET DOWN THE RUNWAY WHEN THE AIRPLANE STARTED TO VEER TO THE RIGHT. HE COUNTERED WITH LEFT RUDDER AND NOTHING HAPPENED. HE APPLIED FULL LEFT RUDDER AND LEFT BRAKE, BUT THE AIRPLANE CONTINUED TO THE RIGHT AND OFF THE RUNWAY. THE WINGS AND THE EMPENNAGE SUSTAINED SUBSTANTIAL DAMAGE WHEN THE AIRPLANE NOSED OVER AFTER TRAVELING THROUGH A DITCH. THE OPERATOR FAILED TO SUBMIT A PILOT/OPERATOR REPORT, NTSB FORM 6120.1/2. 20010313026759I (-23)^PRIVACY DATA OMITTED^HAS BEEN FORWARDED TO AGL-230 ALLEGING MR. LAVELLE ^PRIVACY DATA OMI^VIOLATED FAR 121.580 (2 INSTANCES) AND FAR 121.306.^PRIVACY DATA OMITTED^ 20010314003169A (.19) ON MARCH 14, 2001, AT 0815 CENTRAL STANDARD TIME, A CESSNA 152 AIRPLANE, N757GP, WAS DESTROYED WHEN IT IMPACTED TREES AND TERRAIN DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING THE INTIAL TAKEOFF CLIMB FROM THE DOWNTOWN AIRPARK AIRPORT, OKLAHOMA CITY, OKLAHOMA. THE PRIVATE PILOT, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, AND HIS PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO RESCUE PERSONNEL, THE PILOT STATED THAT HE DEPARTED FROM RUNWAY 16 AND EXPERIENCED "ENGINE TROUBLE" DURING THE INTITAL TAKEOFF CLIMB. SUBSEQUENTLY, A FORCED LANDING WAS INTITIATED AND THE AIRPLANE IMPACTED POWER WIRES, TREES, THE TERRAIN SOUTH OF THE AIRPORT. THE AIRPLANE CAME TO REST INVERTED IN THE PARKING LOT OF A STRIP MALL. THERE WAS NO DAMAGE TO THE MALL STRUCTURE OR TO ANY PERSON ON THE GROUND. ACCORDING TO PHOTOGRAPHS, THE ENGINE AND PROPELLER REMAINED INTACT. THE PROPELLER'S SPINNER ASSEMBLY WAS NOT DAMAGED AND IT DID NOT EXHIBIT ANY SCRATCHING OR ROTATIONAL DAMAGE. A FIRE CONSUMED THE COCKPIT, CABIN, EMPENNAGE, AND SECTIONS OF EACH WING. THE HORIZONTAL STABILIZER AND VERTICAL STABILIZER REMAINED INTACT; HOWEVER, DISPLAYED IMPACT DAMAGE. (-23)PILOT PERFORMED NORMAL PREFLIGHT AND RUNUP. AT ABOUT 100-200 FFET, HE EXPERIENCED A POWER REDUCTION TO ABOUT 2000 RPM. AS HE WENT THROUGH THE EMERGENCY PROCEDURES CHECK, THE ENGINE RPM CONTINUED DOWN. THE LAST NOTICE OF RPM WAS AROUND 1500 AND FLUXUATING 100-200 RPM. THE AIRCRAFT CLIPPED THE TOP OF A TREE AND THE LEFT WING LEADING EDGE WAS STRIPPED OFF BY A CABLE. THE AIRCRAFT SPUN AROUND AND THE RIGHT WING CONTACTED A SIGN AND THE WING SEPERATED AT THE WING STRUT OUTBOARD. THE ARICRAFT CAME TO REST INVERTED IN A SMALL SHOPPING MALL PARKING LOT. THE AIRCRAFT WAS DESTROYED BY A POST CRASH FIRE. (.4) ON MARCH 14, 2001, AT 0800 CENTRAL STANDARD TIME, A CESSNA 152 AIRPLANE, N757GP, WAS DESTROYED WHEN IT IMPACTED TREES AND TERRAIN DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING THE INITIAL TAKEOFF CLIMB FROM THE DOWNTOWN AIRPARK AIRPORT, OKLAHOMA CITY, OKLAHOMA. THE PRIVATE PIL OT, WHO WAS THE REGISTERED OWNER AND OPERATOR OF THE AIRPLANE, AND HIS PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT, HE PERFORMED A PREFLIGHT INSPECTION AND TAXIED TO THE ENGINE RUN-UP AREA FOR RUNWAY 16. THERE WERE NO ANOMALIES NOTED DURING THE PRE-TAKEOFF ENGINE RUN-UP AND THE PILOT PERFORMED A NORMAL TAKEOFF. THE AIRPLANE WAS CLIMBING THROUGH 200 FEET AGL WHEN THE TACHOMETER NEEDLE DROPPED TO 2,000 RPM. THE PILOT PERFORMED THE EMERGENCY CHECKLIST FOR AN ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF. HE REPORTED THAT HE CHECKED THAT THE PRIMER WAS IN-AND-LOCKED, THE FUEL SELECTOR VALVE WAS IN THE ON POSITION, THE MIXTURE WAS IN THE FULL RICH POSITION, AND THE CARBURETOR HEAT WAS OFF. HE ADDED THAT WHILE HE WAS PERFORMING THE CHECKLIST ITEMS, "THE ENGINE RPM DROPPED AGAIN THE ENGINE APPEARED TO BE RUNNING ROUGH." A FORCED LANDING WAS INITIATED AND THE AIRPLANE IMPACTED ELECTRICAL WIRES, TREES, AND TERRAIN SOUTH OF THE AIRPORT. THE AIRPLANE CAME TO REST INVERTED IN THE PARKING AREA OF SHOPPING MALL. THERE WAS NO DAMAGE TO THE MALL STRUCTURE OR TO ANY PERSON ON THE GROUND. REVIEW OF PHOTOGRAPHS TAKEN AT THE ACCIDENT SITE REVEALED THAT THE ENGINE AND PROPELLER REMAINED INTACT. THE PROPELLER'S SPINNER ASSEMBLY WAS NOT DAMAGED AND IT DID NOT EXHIBIT ANY SCRATCHING OR ROTATIONAL DAMAGE. A FIRE CONSUMED THE COCKPIT, CABIN, EMPENNAGE, AND SECTIONS OF EACH WING. THE HORIZONT 20010314003839A (.19)ON MARCH 14, 2001, AT 1010 HOURS PST, A PIPER PA-23, N333PE, MADE A F ORCED LANDING AFTER A DOOR OPENED IN FLIGHT NEAR ANZ, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91 AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED IN FALLBROOK, CALIFORNIA, ABOUT 0950. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. NO FLIGHT PLAN HAD BEEN FILED. THE PILOT REPORTED THAT HE WAS AT 9,500 FEET MSL WHEN THE COCKPIT DOOR POPPED OPENED. HE SAID THAT HE WAS UNABLE TO CONTROL THE AIRPLANE IN THAT CONFIGURATION AND SUBSEQUENTLY INITIATED A REDUCED POWER DESCENT. HE THEN PERFORMED AN OFF-AIRFIELD, GEAR-UP, FORCED LANDING IN A FLAT, OPEN, DESERT AREA. (-23) THE PA-23 A/C MADE A FORCED LANDING AFTER THE CABIN DOOR OPENED IN FLIGHT NEAR ANZA, CA. THE PILOT REPORTED THAT THE DOOR POPPED OPEN JUST AFTER CLIMBING TO 9,500 FEET WITH THE AUTOPILOT ON. THE PILOT IMMEDIATELY LOST CONTROL OF THE A/C AS IT BEGAN A DESCENDING RIGHT TURN. AS THE AIRPLANE WENT INTO A STEEP DESCENDING SPIRAL OR SPIN, THE PILOT REGAINED SOME CONTROL OF HIS A/C PRIOR TO HIS EMERGENCY LANDING BY CUTTING THE POWER TO THE ENGINESAND FEATHERING THE PROPELLERS. (.4) ON MARCH 14, 2001, AT 1010 HOURS PACIFIC STANDARD TIME, A PIPER PA-23 TWIN-ENGINE AIRPLANE, N333PE, IMPACTED TERRAIN DURING A LOSS OF CONTROL AFTER A DOOR OPENED IN FLIGHT NEAR ANZA, CALIFORNIA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE AND THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91 AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED IN FALLBROOK, CALIFORNIA, ABOUT 0950, AND WAS DESTINED FOR FORT MOHAVE, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT R EPORTED THAT HE HAD CONDUCTED A PREFLIGHT INSPECTION AND PERFORMED A NORMAL DEPARTURE AND CLIMB. UPON LEVELING OUT AT 9,500 FEET, WHILE AT APPROXIMATELY 150 KNOTS, THE CABIN DOOR OPENED. THE PILOT STATED THAT THE AIRPLANE STARTED A TURN TO THE RIGHT AND ENTERED A DESCENT. HE ADDED THAT THE AILERONS AND RUDDER WERE NOT EFFECTIVE AT CONTROLLING THE AIRPLANE. THE AIRPLANE CONTINUED ITS DESCENT IN WHAT THE PILOT CALLED A "FLAT SPIN," AND WHEN GROUND IMPACT WAS IMMINENT, HE SHUTDOWN THE ENGINES AND FEATHERED THE PROPELLERS. THE PILOT REPORTED THAT THE AIRPLANE "PANCAKED" INTO A FIELD AND HE WALKED AWAY TO FIND MEDICAL ATTENTION. THE PILOT REPORTED TO FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS THAT HE HAD HIS AUTOPILOT ENGAGED WHEN THE EVENT TOOK PLACE. HE COULD NOT REMEMBER IF HE DISCONNECTED THE AUTOPILOT OR IF IT DISENGAGED ITSELF. THE PILOT ADDED THAT HE DID NOT REMEMBER CHANGING THE AIRCRAFT TRIM SETTINGS ONCE THE DOOR OPENED. ACCORDING TO THE FAA INSPECTORS WHO RESPONDED TO THE ACCIDENT SITE, THE PITCH TRIM WAS FOUND IN THE FULL NOSE UP POSITION. EXAMINATION OF THE AIRCRAFT REVEALED THAT PILOT'S DOOR COULD NOT CLOSE AND PROPERLY LOCK DUE TO IMPROPERLY INSTALLED UPHOLSTERY. THE FAA INSPECTORS REPORTED THAT A NEW UPHOLSTERY INSTALLATION LEFT A WELT OF CUSHION NEAR THE DOOR LOCK AND PREVENTED THE LOCK FROM SECURING ALL THE WAY. TWO FAA INSPECTORS ATTEMPTED CLOSING THE DOOR WITH ONE INSPECTOR SEATED INSIDE THE AIRPLANE PULLING ON THE DOOR, AND THE OTHER INSPECTOR ON THE OUTSIDE OF THE AIRPLANE PUSHING ON THE DOOR. ATTEMPTS TO CLOSE AND LOCK THE DOOR WERE UNSUCCESSFUL. THE 20010314004279I (-23) WHILE GIVING FLIGHT REVIEW INSTRUCTION A/C LANDED GEAR UP.^PRIVACY DATA OMITTED^ 20010314005239I (-23) PILOT STATED THAT HE AND A PRIVATE PILOT DEPARTED DAYTON ENROUTE TO RICHMOND TO PRACTICE TAKEOFFS AND LANDINGS. THEY HAD DECIDED TO LEAVE THE LANDING GEAR DOWN WHILE IN THE PATTERN. ^PRIVACY DAT^ A CFII STATED HE HAD UNCONSCIOUSLY RETRACTED THE GEAR AFTER DEPARTURE. ON FINAL APPROACH HE WAS PREDISPOSED TO THINK THE GEAR WAS IN FACT DOWN AS IT DID NOT REGISTER THAT THE GEAR LIGHTS WERE NOT ON. HE HAD A LITTLE EXTRA POWER ON BECAUSE OF THE FORWARD SLIP HE WAS DEMONSTRATING SO THE GEAR HORN NEVER SOUNDED. 20010314005559A (.19)ON MARCH 14, 2001, ABOUT 1120 EASTERN STANDARD TIME, A CESSNA 150, N6584F, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING TO A RIVER IN HUNTINGTON, WEST VIRGINIA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE FERRY FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE PURCHASED THE AIRPLANE IN JANUARY, AND IT WAS OVERDUE FOR AN ANNUAL INSPECTION. HE WAS ISSUED A FERRY PERMIT BY THE FEDERAL AVIATION ADMINISTRATION (FAA), TO FLY THE AIRPLANE FROM THE LAWRENCE COUNTY AIRPARK (HTW), HUNTINGTON, WEST VIRGINIA, TO THE ONA AIRPARK (12V), MILTON, WEST VIRGINIA, TO RECEIVE AN ANNUAL INSPECTION. BEFORE HIS DEPARTURE FROM HTW, THE PILOT PERFORMED A THOROUGH PREFLIGHT INSPECTION. HE REPORTED DRAINING WATER OUT OF THE FUEL DRAINS, "UNTIL THE FUEL WAS CLEAR." THE PILOT PERFORMED A RUN-UP INSPECTION AND "EVERYTHING LOOKED GOOD." HE THEN TAXIED TO RUNWAY 26 AND DEPARTED THE AIRPORT. ABOUT 3 TO 4 MILES FROM HTW, AT AN ALTITUDE OF 1,900 FEET, THE ENGINE STARTED "SPUTTERING" AND THE PILOT IMMEDIATELY TURNED THE AIRPLANE BACK TOWARD HTW. UPON COMPLETION OF THE TURN, THE ENGINE LOST POWER AND THE PIL OL ATTEMPTED TO RESTART IT SEVERAL TIMES. WHEN HE DETERMINED THAT HE WOULD NOT MAKE IT BACK TO THE AIRPORT, HE TURNED THE AIRPLANE TOWARD THE SHORE OF A RIVER, AND PREPARED FOR A FORCED LANDING. THE PILOT ESTIMATED THAT THE AIRPLANE IMPACTED THE WATER ABOUT 50 TO 60 KNOTS, AND SANK IMMEDIATELY. HE WAS ABLE TO EGRESS FROM THE AIRPLANE AND SWAM TO THE SHORE. THE PILOT REPORTED THAT THE AIRPLANE HAD NOT BE REFUELED SINCE HE PURCHASED IT IN JANUARY. HE STATED THAT DURING THE PREFLIGHT INSPECTION, HE OBSERVED ABOUT 8 GALLONS OF FUEL IN THE RIGHT FUEL TANK, AND 6 GALLONS OF FUEL IN THE LEFT FUEL TANK. ACCORDING TO A MECHANIC WHO WORKED AT HTW, THE PILOT REQUESTED HIS ASSISTANCE IN OBTAINING A FERRY PERMIT TO FLY THE AIRPLANE TO 12V TO RECEIVE AN ANNUAL INSPECTION. THE MECHANIC EXPLAINED THE PROCESS OF OBTAINING THE PERMIT TO THE PILOT, AND AGREED TO PREPARE THE AIRPLANE FOR THE FERRY FLIGHT. THE MECHANIC EXAMINED THE AIRPLANE ON MARCH 12, 2001, AND OBSERVED A "SIGNIFICANT AMOUNT OF WATER" IN THE FUEL SAMPLES HE DRAINED. THE FIRST SAMPLE HE DRAINED FROM BOTH FUEL TANKS, FILLED THE FUEL STRAINER WITH WATER. THE MECHANIC TOOK ABOUT 3 TO 4 MORE SAMPLES IN EACH FUEL TANK, OF WHICH THE FUEL STRAINER CONTAINED ABOUT 3/4 OF AN INCH OF WATER EACH TIME. AFTER ALL THE WATER APPEARED TO BE DRAINED FROM THE FUEL SYSTEM, THE MECHANIC RAN THE ENGINE FOR 20 TO 30 MINUTES ON THE GROUND, AND REPORTED NO ABNORMALITIES. ON MARCH 13, 2001, THE MECHANIC RECEIVED THE FERRY FLIGHT PERMIT FROM THE FAA. HE DRAINED THE FUEL TANKS AGAIN, AND THE FUEL WAS ABSENT OF ANY CONTAMINATION OR WATER. THE MECHANIC THEN CALLED THE PILOT AND EXPLAINED THAT HE HAD OBTAINED THE FERRY PERMIT, AND HAD OBSERVED A SIGNIFICANT AMOUNT OF WATER IN THE FUEL SYSTEM. THE MECHANIC REPORTED THAT THE PILOT PLANNED TO FLY THE AIRPLANE TO 12V THE NEXT MORNING, TO RECEIVE AN ANNUAL INSPECTION. ADDITIONALLY, THE MECHANIC REPORTED THAT THE AIRPLANE HAD NOT BEEN FLOWN FOR AT LEAST 3 MONTHS AND THE FUEL FILLER NECKS HAD RUSTED. HE ALSO STATED THAT IT HAD RAINED CONTINUOUSLY THROUGHOUT THE NIGHT PREVIOUS TO THE ACCIDENT FLIGHT.A SEARCH FOR THE AIRPLANE WAS CONDUCTED BY THE ARMY CORPS OF ENGINEERS AND THE US COAST GUARD; HOWEVER, AS OF MARCH 23, 2001, THE AIRPLANE HAD NOT BEEN LOCATED. (-23)PILOT DEPARTED LAWRENCE COUNTY AIRPORT (HTW), CHESAPEAKE, OHIO, AT APPROXIMATELY 1110 LOCAL, ENROUTE TO ONA AIRPARK (12V), ONA, WEST VIRGINIA. THE AIRCRAFT WAS BEING OPERATED UNDER A SPECIAL FLIGHT PERMIT TO ALLOW THE AIRCRAFT TO BE FERRIED TO 12V FOR AN ANNUAL INSPECTION. THE PILOT STATED THAT WHILE CLIMBING AT APPROXIMATELY. 2000' MSL AND 3 MILES SE OF HTW THE AIRCRAFT ENGINE BEGAN TO SPU 20010314005829I (-23) A/C LANDED AT THE WRONG AIRPORT BY MISTAKE. THE FLIGHT DEPARTED ST. LOUIS (STL) ENROUTE TO HAYDEN/YAMPA VALLEY COUNTY (HDN) BUT LANDED AT CRAIG, CO(CAG). BOTH AIRPORTS HAVE A SINGLE RUNWAY. THE HAYDEN RUNWAY IS 10-28 (10,000 FT) AND CRAIG IS 07-25 (5,600) LOCATED THIRTEEN MILES APART. THIS WAS THE FIRST FLIGHT OF THE DAY FOR BOTH PILOTS. THE CREW WAS CLEARED FOR AN ILS 1O APPROACH TO HDN, BUT LANDED ON RUNWAY 07 AT CAG. ACCORDING TO WITNESSES THE A/C TOUCHED APPROX. ONE THIRD DOWN THE RUNWAY. THE A/C STOPPED ON THE RUNWAY AND WHILE ATTEMPTING TO TURN AROUND ON THE NARROW TAXIWAY, THE RIGHT MAIN LANDING GEAR DEPARTED THE ASPHALT AND SANK INTO THE MUD. RECOVERY, CLEANUP, AND INSPECTION WERE SATISFACTORY PRIOR TO THE A/C DEPARTING THE NEXT DAY. TWO INSPECTORS FROM SLC FSDO WERE ON SCENE. 20010314005899I (-23) ON 3/14/01 AT 13:20E WHILE ON APPROACH TO RUNWAY 28 AT BEAVER COUNTY AIRPORT, THE PILOT STATED THAT HE WAS PRACTICING SHORT FIELD LANDINGS IN A/C N51240, A CESSNA 172P. THE FIRST IMPACT MARKS WERE 38 FEET SHORT OF THE PHYSICAL END OF THE RUNWAY. THERE WERE THREE DEEP TIRE IMPACT MARKS IN THE SOFT WET GROUND. THE NEXT MARKS FOUND WERE PROPELLER STRIKES. THESE WERE FOUND ON THE RUNWAY APPROX. 75 FEET FROM THE INITIAL IMPACT. THE A/C CAME TOR EST IN THE CENTER OF THE RUNWAY POINTING DOWN THE RUNWAY APPROX. 30 FEET FROM THE SECOND MARKS. (A TOTAL OF 143 FEET FROM INITIAL IMPACT TO FINAL RESTING PLANE). THE NOSE GEAR TIRE WITH THE NOSE GEAR FORK ATTACHED WAS FOUND APPROX. 15 FEET IN FRONT THE A/C. THE PROPELLER TIPS WERE CURLED FORWARD INVOLVING APPROX. ONE THIRD THE PROP DIAMETER. THE AIRFRAME SHOWED NO OUTWARD SIGNS OF STRUCTURAL DAMAGE, IE. NO FIRE WALL DAAMGE. THERE WAS ONLY THE PILOT ON BOARD AND HE WAS UNHURT. THIS IS BEING DOWN GRADED TO AN INCIDENT. 20010314007789I (-23)INVESTIGATED LANDING INCIDENT WHICH OCCURRED ON 3/14/2001 AT PLB (CLINTON COUNTRY AIRPORT) PILOT INITIATED A GO AROUND PRIOR TO LANDING AFTER NOTICING THE GEAR WAS NOT DOWN AND LOCKED. THE PROPELLER TIPS AND BELLY ANTENNA CONTACTED THE RUNWAY DURING THE GO AROUND CAUSING A SCRAPE ON THE ANTENNA AND DAMAGE TO BOTH PROPELLER TIPS. THIS INCIDENT IS CLOSED. 20010315004299I (-23) PILOT STATED ON CLIMB OUT OF BFI HE FELT PRESSURE ON CONTROL COLUMN. HE REALIZED A/C WAS EXPERIENCING A TRIM TAB PROBLEM BECAUSE THE A/C WAS TRYING TO NOSE DOWN. HE CONTACTED SEATTLE DEPARTURE TO REQUEST RETURN TO BFI AND EXPLAINED HE WAS EXPERIENCING CONTROL PROBLEMS. AN EMERGENCY WAS DECLARED. A/C SUCCESSFULLY LANDED AT BFI. 20010315005519A (.19) ON MARCH 15, 2001, AT 1149 CST, A CESSNA 210D AIRPLANE, N210HS, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LEFT WING STRUCK THE GROUND DURING THE LANDING/FLARE TOUCHDOWN AT THE LAWTON-FT SILL REGIONAL AIRPORT, LAWTON, OK. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER 14 CODE OF FED REGULATIONS PART 91. THE PRIVATE PILOT RECEIVED SERIOUS INJURIES AND THE PASSENGER RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT. AN IFR FLIGHT PLAN WAS FILED AND ACTIVATED FOR THE CROSS COUNTRY FLIGHT WHICH DEPARTED ALICE, TEXAS, AT 0830. THE FAA INSPECTOR EXAMINED THE AIRPLANE AND REPORTED THAT THE OUTBOARD 5 FEET OF THE LEFT WING WAS BENT UPWARD APPROX. 1.5 FEET. (-23)WHILE ENROUTE TO HIS DESTINATION, ^PRIVACY DA^ REQUESTED FROM FLIGHT WATCH WHICH AIRPORT HAD THE MOST FAVORABLE WINDS FOR LANDING. THE PILOT PROCEEDED TO LAWTON, OK. LAWTON TOWER INFORMED PILOT WINDS WERE 310 AT 25 KTS ON HIS APPROACH. WHEN PILOT WAS ABOUT TO TOUCH DOWN ON RUNWAY 35, LAWTON TOWER STATED THAT THE WIND WAS RAPIDLY CHANGING DIRECTION AND WAS NOT FROM 270 DEGREES. SUBSEQUENTLY, THE PLANE LANDED HARD AND THE PILOT LOST CONTROL OF A/C RESULTING IN SUBSTANTIAL DAMAGE TO A/C. (.4) ON MARCH 15, 2001, AT 1149 CENTRAL STANDARD TIME, A CESSNA 210D AIRPLANE, N210HS, SUSTAINED SUBSTANTIAL DAMAGE FOLLOWING A LOSS OF CONTROL DURING THE LANDING/FLARE TOUCHDOWN AT THE LAWTON-FORT SILL REGIONAL AIRPORT, LAWTON, OKLAHOMA. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE PRIVATE PILOT AND THE PILOT RATED PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT. AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED AND ACTIVATED FOR THE CROSS-COUNTRY FLIGHT, WHICH DEPARTED ALICE, TEXAS, AT 0900. ON THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), THE PILOT REPORTED THAT HE RECEIVED A WEATHER BRIEFING FROM SAN ANGELO FLIGHT SERVICE STATION PRIOR TO THE DEPARTURE FROM ALICE, TEXAS. EN ROUTE THE FLIGHT EXPERIENCED HEADWINDS AT 20-25 KNOTS, AND THE PILOT OBTAINED AN UPDATE ON THE WINDS BY CONTACTING FLIGHT WATCH. THE PILOT CONTINUED THE FLIGHT TO LAWTON AND WAS INFORMED BY THE TOWER CONTROLLER THAT THE WINDS WERE FROM 310 DEGREES AT 25 KNOTS AT THE AIRPORT. THE PILOT REPORTED THAT DURING THE L ANDING FLARE/TOUCHDOWN ON RUNWAY 35, THE CONTROLLER STATED "THE WIND WAS CHANGING RAPIDLY AND WAS NOW FROM 270." THE PILOT REPORTED THAT "AT TOUCHDOWN THE CROSSWIND OVERCAME MY ABILITY TO KEEP THE AIRCRAFT STRAIGHT, AND SUBSEQUENTLY [THE AIRPLANE] RAN OFF THE RUNWAY." THE PILOT RATED PASSENGER REPORTED THE EN ROUTE HEADWINDS WERE AT 30-35 KNOTS WITH OCCASIONAL LIGHT TO MODERATED TURBULENCE. THE LAWTON TOWER CONTROLLER CLEARED THE AIRCRAFT TO LAND, NUMBER TWO, BEHIND ANOTHER AIRCRAFT THAT REPORTED A LOSS OF 10 KNOTS AIRSPEED AT TOUCHDOWN. FURTHER, THE PILOT RATED PASSENGER STATED THAT THE TOWER REPORTED A "WIND SHIFT FROM 25 KNOTS AT 310, TO 45 KNOTS AT 270." DURING THE LANDING FLARE/TOUCHDOWN, "THE LEFT WING DIPPED...THE WIND CAUGHT THE AIRPLANE," AND IT WAS LIFTED BACK INTO THE AIR TO APPROXIMATELY 8-10 FEET AGL. THE PILOT "GOT THE AIRPLANE BACK DOWN, THE WIND AGAIN CAUGHT THE LEFT WING," AND SUBSEQUENTLY THE PROPELLER STRUCK THE RUNWAY. THE PILOT "FORCED THE AIRCRAFT TO VEER WITH THE WIND, TO THE RIGHT OFF THE RUNWAY IN ORDER TO PREVENT THE AIRPLANE FROM TURNING UPSIDE DOWN." THE AIRPLANE CAME TO REST IN THE GRASS BETWEEN THE RUNWAY AND A TAXIWAY. THE FAA INSPECTOR EXAMINED THE AIRPLANE AND REPORTED THAT THE OUTBOARD 5 FEET OF THE LEFT WING WAS BENT UPWARD APPROXIMATELY 1.5 FEET. AT 1253, THE WEATHER OBSERVATION FACILITY AT THE AIRPORT REPORTED THE WIND FROM 300 DEGREES AT 23 KNOTS WITH GUSTS TO 31 KNOTS. 20010315005999I (-23) ON MARCH 15, 2001, A DELTA AIRLINES DC-9-88 A/C, N996DL DEPARTED TUCSON INTERNATIONAL AIRPORT (TUS) ON RUNWAY 11L ENROUTE TO CINCINNATI, OHIO. DURING ROTATION OF THE A/C A VIBRATION WAS EXPERIENCED IN THE NUMBER 2 ENGINE. AFTER DEPARTURE THE VIBRATION INCREASED WITH A LOSS OF ENGINE POWER BY INDICATION ON THE EPR GAUGE. THE FLIGHT CREW MADE AN UNEVENTFUL EMERGENCY LANDING ON RUNWAY 11L. POST LANDING INVESTIGATION REVEALED THE NUMBER 2 ENGINE HAD SUSTAINED DAMAGE IN THE EXHAUST AREA WITH LOSS OF THE ENGINE TAIL CONE. THE A/C ALSO EXPERIENCED A LOSS IN THE NUMBER 2 HYDRAULIC SYSTEM. THE NUMBER 2 ENGINE TAIL CONE WAS MISSING AND NOT FOUND ON THE AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. 20010315006069A (-19) ON MARCH 15, 2001, AT 1200 EST, A CESSNA 182B, N2502G, COLLIDED WITH THE GROUND AND NOSED OVER DURING AN OFF-AIRPORT EMERGENCY LANDING TO A FIELD NEAR BOYTON BEACH, FL. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE. THE PILOT AND HIS PASSENGER SUSTAINED MINOR INJURIES. THE FLIGHT DEPARTED BOYNER BEACH, FL. AT 1150. SHORTLY AFTER TAKEOFF, THE PILOT REPORTED ALOSS OF ENGINE POWER DURING CRUISE FLIGHT. THE PILOT SELECTED THE ONLY AVAILABLE AREA AND ATTEMPTED AN EMERGENCY LANDING TO A FIELD. THE AIRPLANE COLLIDED WITH THE GROUND AND NOSED OVER DURING THE LANDING/TOUCHDOWN PHASE. (-23) PILOT DEPARTED LNA AND CLIMBED TO 1000 FEET AGL AND WAS HEADING SSW OVER BOYNTON BEACH AREA WHEN HE REPORTED HEARING A LOUD BANG. THE AIRCRAFT THEN SHOOK VIOLENTLY AND THE PILOT APPLIED POWER. ENGINE RESPONDED BUT PROPELLER PRODUCED NO THRUST. PILOT EXECUTED EMERGENCY LANDING IN VACANT FIELD BORDERED BY HOUSING DEVELOPMENTS TO THE NORTH, SOUTH AND EAST WITH GOLF COUR SE TO THE WEST. CROSSWIND LANDING WITH NO FLAPS RENDERED HIGH GROUND SPEED THAT MADE LANDING DIFFICULT. PILOT WAS UNABLE TO STOP AIRCRAFT BEFORE NOSE GEAR IMPACTED 2 FOOT BERM RIDGE IN PATH PERPENDICULAR TO THAT OF DIRECTION OF THAT CHOSEN FOR THE EMERGENCY LANDING. NOSE GEAR SHEARED AT MOUNT AND AIRCRAFT SKIDDED ANOTHER 100 FEET AFTER BERM BEFORE SPINNER CAUGHT GROUND, UPENDING AND FLIPPING AIRCRAFT, CAUSING IT TO COME TO REST IN AN INVERTED POSITION IN FIELD. TEAR DOWN OF MACCAULEY PROPELLER REVEALED FAILED BLADE ACTUATOR PIN ON ONE OF THE BLADES. 20010315006829A (-23) DEPARTED PFN IFR TO ABY. A/C WAS LEVEL-CRUISING @5000 WHEN THE CREW HEARD A NOISE. THE FO INDICATED THAT THE RIGHT ENGINE WAS ON FIRE. AND REPORTED THIS INFORMATION TO THE PIC. THE PIC INTIATED AN ENGIEN SHUT-DOWN BUT THE PROP WOULD NOT FEATHER. HE CONTINUED TO FIGHT THE FIRE AND DISCHARGES THE FIRE EXTINGUISHER. AT THIS POINT, HE ASKED THE FO TO CONFIRM THE STATUS OF THE FIRE. THE FO REPORTED THE FIRE WAS OUT AND THE ENGINE SEPARATED FROMTHE AIRFRAME. THE AIRCREW MADE AN UNEVENTFUL LANDING @DONALSONVILLE AIRPORT(17J) IN GEORGIA. THE RIGHT ENGINE, WHICH SEPARATED FROM THE A/C WAS FOUND 10.2 MILES TO THE SW(258 DEGREES) OF 17J IN FLORIDA. THE A/C SUSTAINED SUBSTANTIAL FIRE/HEAT DAMAGE. THE MAIN (CENTER SECTION) SPAR WAS DAMAGED. 20010315013609I (-23) DURING APPROACH TO OAK, THE AIRCRAFT PILOTED BY MR. AJULA, A CE-172P EXPERIENCED A SUDDEN ENGINE FAILURE. AN UNEVENTFUL LANDING WAS EXECUTED. A REQUEST WAS MADE TO HAVE THE ENGINE, WHICH HAS TOTAL OF 116.9 HOURS SINCE OVERHAUL, EXAMINED BY AN INDEPENDENT EXAMINER. THE ENGINE WAS TAGGED, AND THE HARRISBURG, PA FSDO WAS NOTIFIED TO EXPECT THE ENGINE AT THE LYCOMING FACILITY IN THEIR DISTRICT. FAA FSDO PERSONNEL WERE ON HAND FOR THE TEAR-DOWN. RESULTS: A QUENCH CRACK WAS DISCOVERED IN THE #1 CONNECTING ROD. THIS IS A FLAW WHICH OCCURED AT MANUFACTURE IT IS BELIEVED. MIDO IS INVESTIGATING THE REPAIR STATION PROCESS FURTHER TO EXAMINE THE PROCESSES EMPLOYED FOR FAULTS. 20010315032189A (-23) THE SOLE WITNESS TO THE FATAL MISHAP IS THE PILOT OF THE HELICOPTER WHO INTENDED AN AERIAL PICK UP OF THE LINEMAN FROM THE POLE CROSSMEMBER. ACCORDING TO THE PILOT, THE UNTETHERED LINEMAN INEXPLICABLY STOOD ERECT ON THE CROSSMEMBER AS THE HELICOPTER APPROACHED FOR THE INTENDED TRANSFER TO THE HELICOPTER, LOST HIS BALANCE AND FELL TO HIS DEATH AFTER BREIFLY GRASPING THE SKIDS OF THE HELICOPTER. AMENDED ON BASIS OF NTSB DECISION TO ASSOCIATE THE DEATH OF THE WORKMAN AS AVIATION FATALITY AND ACCIDENT. 20010316003589I (-23) ON MARCH 16, 2001 EMERY FLIGHT 349 INBOUND FOR SWF REPORTED A LOSS OF OIL QUANTITY ON #1 ENGINE. THE ENGINE WAS SHUTDOWN IN FLIGHT.MAINTENANCE FOUND THE STARTED CAVITY DRAIN PLUG HAD COME OUT. MAINTENANCE RESECURED THE PLUG AND SERVICED THE ENGINE WITH 10 QUARTS OF OIL. 20010316004569A (-23) PILOT WAS LANDING WITH 10 M.P.H. WINDS @150, GUSTS OF 18, ON RUNWAY 12 @SNY. THE A/C TOUCHED DOWN AT APPROX. 1000 FEET ON ALL THREE POINTS WHEN THE NOSE OF THE A/C STARTED TO BALLOON. THE PILOT ATTEMPTED TO CORRECT BY APPLYING POWER AND PULLING THE CONTROL STICK TO THE AFT RIGHT HAND POSITION. THE A/C LEFT MAIN LANDING GEAR AND TAIL WHEEL CAME IN CONTACT WITH THE RUNWAY AT APPROX. 1800 FEET. THE A/C THEN STARTED TO VEER OFF TO THE RIGHT OF THE RUNWAY INTO THE GRASS WITH A LEFT WING HEAVY ATTITUDE. THE A/C THEN HIT A SMALL RISE IN THE GRASS CAUSING THE A/C MAIN LANDING GEAR TO BECOME AIRBORNE BRIEFLY. THE TAIL WHEEL OF THE A/C STAYED ON THE GROUND UNTIL BOTH OF THE MAIN LANDING GEAR CAME IN CONTACT WITH A 3' HIGH DIRT BERM. THE RIGHT MAIN LANDING GEAR HIT THE HARDEST CAUSING THE SUPPORT FITTING TO BREAK COLLAPSING THE LEFT MAIN LAND GEAR. THE A/C THEN SPUN 180 DEGREES, COMING TO REST ON THE LEFT WING TIP APPROX. 78 YARDS FROM THE RUNWAY. THE DAMAGE TO THE A/C CONSISTS OF THE LEFT WING SPAR AND OUTER RIBS AND THE RIGHT MAIN LANDING SUPPORT FITTING. THE PILOT AND THE PASSENGER WERE UNINJURED. 20010316004849I (-23) AFTER DEPARTURE FROM TAXIWAY 31 THE A/C TURNED AND CLIMBED HIGH ENOUGH TO CLEAR TREES. AFTER CLEARING THE TREES THE A/C DESCENDED WHILE FLYING ACROSS AN OPEN FIELD. THE A/C STRUCK POWER WIRES WHICH SUPPLIED POWER TO A SINGLE TRAILER HOUSE ADJACENT TO THE AIRPORT. THE WIRE THAT WAS STRUCK WAS 29 FEET FROM THE GROUND. THE WIRE BROKE, AND WRAPPED AROUND THE MAIN ROTOR MAST. APPROX. 500 FEET OF POWER WIRE WAS MISSING FROM THE POWER POLES. THERE WAS DAMAGE TO MAIN ROTOR BLADE NUMBER 2, THE TAIL BOOM, NAV. ANTENNAS, THE ENGINE COWLING, AND THE COCKPIT SECTION OF THE FUSELAGE. THE HELICOPTER WAS ABLE TO RETURN TO THE AIRPORT. THERE WERE NO INJURIES TO THE OCCUPANTS OF THE A/C. THERE WERE NOT MECHANICAL IRREGULARITIES REPORTED WITH THE HELICOPTER. EIR FILE NUMBER 2001CE010025. 20010316004949I (-23) UPS 5526 LANDED AT CEDAR RAPIDS, IOWA ON RUNWAY 9 AT 0540 AND SLID OFF THE NORTH SIDE RUNWAY APPROX. 5000 FEET FROM THE APPROACH END. THE AIRPORT WAS REPORTING AT MU#41. A B727 AND A CD-9 THAT LANDED EARLIER REPORTED BRAKING ACTION FAIR TO POOR. THE RUNWAY HAD SNOW AND COMPACTED SNOW, AND THE WINDS WERE 040 AT 20 WITH GUSTS TO 27KTS. THERE WAS NO DAMAGE TO THE A/C AND NO INJURIES. UPS IS RECALLING THE FLIGHT CREW FOR TRAINING AND A RECHECK WHICH THE FAA APM WILL OBSERVE. THIS INCIDENT IS CONSIDERED CLOSED. INCIDENT #ICE0120010009 20010316007069I (-23)AMF 213 REPORTED A BIRD STRIKE ON CRUISE DESCENT TO RNO WHEN OVER DOWNTOWN AT 1645 PST. THE RIGHT WINDSHIELD AND THE METAL STRIP ABOVE IT WAS DESTROYED. MINOR SCRATCHES TO THE TWO PILOTS. 20010316009039A (-23)ON 3-16-01 A PIPER PA34 DEPARTED PHILAIR FLT CTR IN DAYTONA BEACH FL. FOR AN MEI MULTI-ENGINE STANDARDIZATION RIDE FOR 2 FLIGHT INSTRUCTORS. AT 310PM THE AIRCRAFT CRASHED ON A ROAD ONE MILE SHORT OF RUNWAY 24 OF FLAGLER CO. AIRPORT BUNNELL FL., AFTER COLLIDING WITH THREES AND STARTING FIRE ON IMPACT. THE PIC AND BOTH FLT. INSTRUCTOR SUFFERED SERIOUS INJURIES AND BURNS AND THE AIRCRAFT WAS DESTROYED BY FIRE. AN FAA ON SCENE INVESIGATION FOUND THE RIGHT PROP FEATHERED AND LEFT PROP SHOWING NO ROTATION OR DAMAGE FROM IMPACT. THE LEFT ENGINE STARTER WAS ENGAGED THE FLAPS FULL UP AND ALL LANDING GEAR DOWN AND LOCKED. A SUBSEQUENT INVESTIGATION BY NTSB, PIPER, AND LYCOMING FOUND NO ENGINE OR AIRFRAME MECHANICAL PROBLEMS WHICH WOULD HAVE CONTRIBUTED OR CAUSED THE ACCIDENT, ADDITIONALLY THE RIGHT ENGINE FUEL SELECTOR WAS OFF. 20010316009389I (-23)ON 03/16/01, N540HB, MADE A CROSS WIND LANDING ON RUNWAY 28 AT AUBURN-OPELIKA AIRPORT. PILOT STATED, WHILE CORRECTING FOR THE CROSS WIND WITH THE LEFT RUDDER, THE LEFT MAIN GEAR TOUCHED DOWN FIRST. HE HEARD SOMETHING SNAP AND THEN LOST THE LEFT RUDDER PEDDLE. HE THEN APPLIED RIGHT RUDDER AND RIGHT BRAKE TO GROUND LOOP TO STOP THE AIRCRAFT. THE GEAR COLLAPSED AND THE AIRCRAFT SKIDDED OFF THE RUNWAY ONTO THE GRASS. INVESTIGATION REVEALED THE RUDDER CABLE HAD DETACHED FROM THE LEFT RUDDER PEDDLE. AIRMAN COUNSELED. THIS CASE IN CLOSED. 20010316014179A (.19)ON MARCH 16, 2001, ABOUT 0915 EASTERN STANDARD TIME, A PIPER PA-28-140, N6532W, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN WHILE ON APPROACH TO RUNWAY 4 AT SAINT CLAIR COUNTY INTERNATIONAL AIRPORT (PHN), NEAR PORT HURON, MICHIGAN. THE PERSONAL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT AND PILOT RATED PASSENGER REPORTED NO INJURIES. THE LOCAL FLIGHT HAD DEPARTED FROM PHN ABOUT 1410 AND WAS APPROACHING PHN AT THE TIME OF THE ACCIDENT. 20010316023319A (-23) THE FLIGHT INSTRUCTOR-RATED PILOT IN COMMAND WAS DEMONSTRATING A SIMULATED ENGINE FAILURE AND AUTOROTATION INTO AN OPEN FIELD 1/2 MI SOUTH OF THE OKEECHOBEE AIRPORT. THE DEMONSTRATION WAS INITIATED AT AN ALTITUDE OF 250 FEET AND 60 KNOTS AIRSPEED. DURING DESCENT THE ROTOR RPM DECAYED TO A CRITICALLY LOW VALUE. THE FLIGHT INSTRUCTOR ATTEMPTED A POWER RECOVERY BUT WAS NOT ABLE TO PREVENT THE HELICOPTER FROM STRKING THE GROUND. AFTER GROUND CONTACT, ONE MAIN ROTOR BLADE FLEXED DOWNWARD AND COMPLETELY SEVERED THE TAILBOOM LEAVING IT HANGING AND ONLY SUPPORTED BY THE TAIL ROTOR CONTROL ROD WHICH WAS BENT BUT NOT SEVERED. ONE MAIN ROTOR BLADE HAD LEADING EDGE DAMAGE AND A GOUGE ALONG ITS UNDERSIDE WHERE IT MADE CONTACT WITH THE BOOM MOUNTED BEACON. ONE TAIL ROTOR BLADE FLAPPED AND SLICED THE L SIDE OF THE TAILBOOM. 20010316024239A (-23) AFTER DROPPING OFF 3 PARACHUTERS, DESCENDED FRO 8000 FT, ATC VECTORED PILOT TO BOULDER CITY AIRPORT AND RELEASED HIM AT 7500 FT. PILOT PROCEEDED TO APPROACH PATTERN ON A 3 MILE LEFT BASE FOR RUNWAY 27 LEFT. AIRCRAFT WAS APPROXIMATELY 2 MILES SOUTHEAST OF AIRPORT, WHEN PILOT REPORTED ENGINE TROUBLE. PILOT REPORTS GOING THROUGH EMERGENCY FLOW CHECK, LEAVING HIS FUEL SELECTOR ON BOTH CHECKING MIXTURES WERE RICH, SCANNING FOR A PLACE TO LAND, TO AVOID THE POWER SUBSTATION AND POWER LINES IN THE AREA, LOCATING A CLEARANCE AND DIRECTED THE AIRCRAFT TOWARD IT. PILOT REPORTS TRYING INDIVIDUAL MAGNETOS WITH NO CHANGE IN ENGINE PERFORMANCE AND CONTINUING TO LOSE ALTITUDE. PILOT TOUCHED DOWN IN A DESERT AREA, ROLLED A SHORT DISTANCE BEFORE NOSE GEAR BROKE OFF AND ACFT SLID TO A STOP (FLAPS WERE NOT UTILIZED). PILOT PLACED, IGNITION SWITCH, MASTER SWITCH AND FUEL SELECTOR TO OFF AND EXITED THE AIRCRAFT. 20010316037979A (-23) ON MARCH 16, 2001, MR JON FOURNIER AND MR. ALLEN STURZA WERE PRACTICING LANDINGS DURING A FLIGHT REVIEW. ON THE 3RD LANDING THE INSTRUCTOR (MR. STURZA) REDUCED THE THROTTLE TO IDLE. MR. FOURNIER TURNED THE AIRPLANE TOWARD THE RUNWAY AND AS HE ENCOUNTERED WIND SHEAR ADDED FULL POWER AND PUSHED THE NOSE DOWN, EMPACTING THE GROUND 100 FT FROM THE EDGE OF THE RUNWAY. THE AWOS WAS REPORTING WIND OUT OF 030 DEGREES AT 13 KTS GUSTING TO 19 KTS. 20010317003249I (-23) INADEQUATE FLIGHT PLANNING AND INATTENTION TO FUEL QUANTITY GAUGES RESULTED IN FUEL EXHAUSTION AND EMERGENCY LANDING ON INTERSTATE HIGHWAY. 20010317003579I (-23) WHILE LANDING ON RUNWAY 02, A/C VEERED TO THE LEFT ON ROLL-OUT. THE A/C DEPARTED THE LEFT SIDE OF THE RUNWAY AND CONTACTED A SNOW BANK. IT THEN FLIPPED OVER ON ITS BACK AND CAME TO REST IN THE SNOW ON THE LEFT SIDE OF THE RUNWAY. 20010317005649A (-23)A/C WAS TRAVELING NORTH ON TAXIWAY ALPHA WHEN THE LEFT MAINLANDING GEAR IMPACTED A TEN FOOT HORIZONTAL BARRICADE. THE BARRICADE WAS TO THE LEFT AND APPROX. PERPENDICULAR TO THE YELLOW TAXIWAY CENTERLINE, TERMINATING APPROX. TWO TO THREE FEET LEFT OF THE YELLOW TAXIWAY CENTERLINE. ATIS (AUTOMATED TRANSCRIBED INFORMATION SYSTEM) INFORMATION SIERRA, AT TIME OF INCIDENT, DID NOT MENTION OBSTRUCTIONS ON TAXIWAY. 20010317010179A (-23)ON MARCH 17, 2001, AT APPROXIMATELY 0845 CST, A CHAMPION 7KCAB AIRPLANE, N9017L, REGISTERED TO AND OPERATED BY THE PILOT P.J HABETZ, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING AN ELEVATOR FLIGHT CONTROL MALFUNCTION, WHILE MANEUVERING IN THE VICINITY OF RAGLEY, LA. THE COMMERICAL PILOT, WHO WAS THE SOLE OCCUPANT, SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT ORIGINATED AT 0830 FROM THE PILOT'S PRIVATE GRASS AIRSTRIP LOCATED IN RAGLEY, LA. THE OUTCOME OF THE INVESTIGATION HAS REVEALED THAT THE ELEVATOR DOWN CONTROL CABLE CONNECTED TO THE AFT CONTROL STICK FAILED WHILE IN FLIGHT. A NEW CONTROL CABLE HAD BEEN RECENTLY FABRICATED AND REPLACED IN THE AIRCRAFT. ^PRIVACY DATA OMITTED^ 20010317032449A (-23) ON MARCH 17, 2001, AT 2134 HOURS PACIFIC STANDARD TIME, A EUROCOPTER AS-350-B2, N996PD, WAS SUBSTANTIALLY DAMAGED DURING AN EMERGENCY AUTOROTATION DESCENT AND IMPACT WITH ELECTRICAL POWER TRANSMISSION LINES FOLLOWING LOSS OF ENGINE POWER IN SAN LEANDRO, CA. DURING ENGINE TEAR DOWN AT TURBOMECA FACTORY IT WAS DISCOVERED THAT PART NUMBER 0292107950, MATCHED GEAR ASSY, HAD FAILED IN THE ACCESSORY BOX GEAR TRAIN. TALKED TO ERIC WEST, OFFICE OF AIRCRAFT ACCIDENT INVESTIGATION, 202-493-4016, ABOUT THE FAILURE OF THE GEAR. 20010317039169A (-23) IT APPEARS THE TRIM WAS IMPROPERLY SET. 20010318003499A (.19) ON MARCH 18, 2001, ABOUT 1800 HOURS PST, A SCHWEIZER 269C HELICOPTER N6123A, WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN AND ROLLED OVER NEAR OJAI, CALIFORNIA. SUN AIR AVIATION LLC WAS OPERATING THE HELICOPTER UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT WAS NOT INJURED AND TWO PASSENGERS SUSTAINED MINOR INJURIES. THE LOCAL PERSONAL FLIGHT DEPARTED CAMARILLO, CALIFORNIA, ABOUT 1640. VISUAL METEOROOLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE PRIMARY WRECKAGE WAS AT 34 DEGREES 28.51 MINUTES NORTH LATITUDE AND 119 DEGREES 23.90 MINUTES WEST LONGITUDE. IN A WTITTEN STATEMENT THE PILOT STATED THAT HE WA SIN CRUISE AT 4,700 FEET, AND PLANNED TO FLY ALONG A RIDGELINE NORTHWEST OF LAKE CASITAS. AS HE APPROACHED THE MOUNTAIN TOP, THE NOSE SUDDENLY VEERED TO THE LEFT, AND HE HEARD SEVERAL COUGHING SOUNDS FROM THE ENGINE. HE ENTERED AN AUTOROTATION, BUT COULD NOT REACH THE FLAT MOUNTAIN TOP. THE HELICOPTER COLLIDED WITH TERRAIN, HIT TREES, AND ROLLED OVER. HE SECURED THE FUEL SHUTOFF VALVE, PULLED THE MIXTURE CONTROL OUT AND TURNED THE BATTERY AND IGNITION SWITCH OFF. HE OBSERVEDFUEL LEAKING FROM THE HELICOPTER AS HE AND THE PASSENGERS EXITED THE WRECKAGE. (-23)DURING CRUISE FLIGHT, SHORTLY AFTER LEVELING OFF FROM CLIMB, THE ROTORCRAFT SUDDENLY YAWED LEFT AND THE PILOT HEARD THE ENGINE COUGH. THE PILOT ENTERED AUTOROTATION. UPON APPROACHING THE SURFACE HE FLARED AND INCREASED COLLETIVE TO CUSHION TOUCH DOWN. THE NOSE YAWED RIGHT PRIOR TO TOUCH DOWN IN THE BUSHES. ONE PASSENGER EXPERIENCED A MINOR INJURY TO HIS ANKLE. THIS AIRCRAFT HAS AN ENGINE OVER SPEED GOVERNOR WHICH SOMETIMES REDUCES POWER ABRUPTLY. DURING LEVEL OFF ACCELERATION FOLLOWING CLIMB THE RPM WILL INCREASE UNTIL LIMITED BY THE PILOT OR GOVERNOR. A SUDDEN REDUCTION OF POWER/TORQUE WILL CAUSE LEFT YAW. THE RIGHT YAW AT THE BOTTOM OF THE AUTOROTATION AS COLLECTIVE IS RAISED INDICATES THE ENGINE WAS STILL PRODUCING POWER. 20010318003639I (-23) PILOT INDICATED HE MISJUDGED HIS DISTANCE FROM A FUEL TRUCK WHILE TAXIING IN A CONGESTED PART OF THE AIRPORT RESULTING IN HIS WING STRIKING THE TRUCK AND CAUSING MINOR DAMAGE. HE TAXIED ACROSS THE FIELD AND MOMENTARILY SHUT DOWN TO EXAMINE THE TIP. HE FOUND THE PLEXIGLASS COVER, ENCLOSING THE WING NAVIGATION LIGHT, WAS CRACKED WITH A SMALL PIECE MISSING. HE DETERMINED THAT THE DAMAGE WAS NOT CRITICAL FOR THE FLIGHT AND CONTINUED ON TO HIS DESTINATION. 20010318003719I (-23) ON SUNDAY, MARCH 18, FLIGHT #303, DHC-6-300 N331SA, EXITED THE RUNWAY ABOUT 50 FEET TO THE RIGHT AT MONUMENT VALLEY AIRPORT (71V). THERE WAS NO DAMAGE TO THE AIRCRAFT AND NO INJURIES TO PASSENGERS OR CREW. IT APPEARS THAT THE SIC SIMPLY LOST CONTROL NEAR THE END OF THE LANDING ROLLOUT, MOST LIKELY AFTER SELECTING REVERSE POWER, WHERE THERE IS A POSSIBILITY OF AN UNEVEN ENGINE SPOOL-UP. 20010318003879I (-23) PILOT DEPARTED ADQ REPORTED A GEAR WARNING LIGHT. A/C DUMPED FUEL AND LANDED AT ADQ AT 1655 WITHOUT INCIDENT. A/C WAS FERRIED BACK TO ANCHORAGE WITH GEAR DOWN. MAINTENANCE REPLACED GEAR SELECT PANEL P/N 535201-1 I/A/W THE DASH-8 MAINTENANCE MANUAL 32-30-05, CYCLED GEAR SIX TIMES WITH NO DEFECTS NOTED. A/C RETURNED TO SERVICE. 20010318003939A (.19) ON MARCH 18, 2001, AT 1345 PST, AN ENSTROM F-28C, N637H, EXPERIENCED A TAIL ROTOR STRIKE, AND ROLLED OVER, STARTING A FIRE IN HOLLISTER, CALIFORNIA. THE HELICOPTER WAS DESTROYED; HOWEVER, THE CERTIFICATED PRIVATE PILOT AND PASSENGER RECEIVED ONLY MINOR INJURIES. THE PILOT-OWNER, UNDER THE PROVISIONS OF CFR 14 PART 91, WAS OPERATING AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE LOCAL FLIGHT WAS ORIGINATING FROM HOLLISTER WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT TOLD A FAA INSPECTOR THAT HE HAD BEEN TAKING OFF FROM THE BACKYARD OF HIS HOME WHEN HE LOST ALL CYCLIC AND COLLECTIVE CONTROL. THE HELICOPTER SPUN TO THE LEFT AND ROLLED ONTO ITS LEFT SIDE. THE TAIL BOOM WAS FOUND SEPARATED FROM THE HELICOPTER AND BOTH TAIL ROTOR BLADES SHOWED LEADING EDGE CONTACT. THERE WERE GROUND SCARS FOUND THAT DIMENSIONALLY CORRESPONDED TO THE TAIL ROTOR BLADES. A FEW MINUTES AFTER THE PILOT AND HIS PASSENGER EXITED THE HELICOPTER IT CAUGHT FIRE AND BURNED. THE SEPARATED PORTION OF THE TAIL BOOM WAS NOT INVOLVED IN THE FIRE. (-23)PILOT LOST CONTROL OF HELICOPTER AFTER A NORMAL TAKE OFF AND HOVER. THE PILOT REPORTED THAT AT ABOUT 50 FEET THE HELICOPTER WENT INTO A VIOLENT OSCILLATION, ROTATED LEFT ABOUT 90 DEGREES, AND STARTED TO SPIN TO THE RIGHT 180 DEGREES. THE PILOT STATED THAT THERE WAS NO NORMAL RESPONSE TO THE FLIGHT CONTROL OF THE HELICOPTER AT THIS POINT. AT THIS TIME THE PILOT STATED THAT HE CUT POWER TO THE HELICOPTER AND LOWERED THE COLLECTIVE. THE HELICOPTER HIT THE GROUND TAIL FIRST, SPUN AROUND LEFT COMING TO A STOP ON ITS LEFT SIDE. THE PILOT AND PASSENGER THEN DEPARTED THE HELICOPTER THROUGH THE LEFT SIDE DOOR WHICH HAD BEEN BENT OPEN. SHORTLY AFTER DEPARTING THE HELICOPTER, FUEL FROM THE MAIN TANK WAS IGNITED BY THE HOT ENGINE AND THE HELICOPTER WAS DESTROYED IN THE ENSUING FIRE. THIS INVESTIGATION HAS BEEN REFERRED TO OUT SJC FLIGHT OPERATIONS UNIT FOR FURTHER EVALUATION AT THIS TIME. 20010318005039I (-23) CANOPY LATCH FAILED IN FLIGHT. PILOT LANDED WITHOUT INCIDENT. 20010319004079A (-23) PILOT STATED THAT HE IS OWNER/OPERATOR. TOOK OFF FROM RICHFIELD WITH 2 PAX AND WENT TO NEEDLES OUTPOST (PVT) IN CANYONLANDS FOR LUNCH. AFTER TAKEOFF FROM NEEDLES OUTPOST PILOT STATED HE FLEW AROUND FOR AWHILE AND THEN WENT BACK TO RICHFIELD AND NOTICED HIS GAS GAUGES WERE GETTING LOW. WITHIN SIGHT OF RICHFIELD PILOT STATES HE "RAN OUTTA GAS" AND HE STARTED GLIDING TOWARDS A FIELD NEAR THE AIRSTRIP AND UPON TOUCHDOWN HIT A DIRT SOD PILE CAUSING NOSE GEAR, ENGINE DAMAGE. NTSB MAYER HANDLING ^PRIVACY DATA OMITTED^ RICHFIELD COUNTY SHERIFF ON SCENE REPORT #10346. DEPUTY CAPTAIN REID WILL FORWARD PHOTOS ON REQUEST. IA STATEMENT BY HENRY HENDRICKSON BEING SENT DESCRIBING SUBSTANTIAL DAMAGE.^PRIVACY DATA OMITTED^ 20010319004309I (-23) ^PRIVACY DAT^CALLED GROUND CONTROL AND RECEIVED CLEARANCE TO RUNWAY 21R AND CROSS COUNTRY 21L. HE STATED THAT HE STARTED TO TAXI WHEN HE HIT A AUTOMOBILE PARKED ON THE TIE DOWN RAMP. THE CAR WAS ON THE RIGHT SIDE OF THE AIRCRAFT AND HE DID NOT SEE IT. THE PROPELLER HIT THE RIGHT FENDER, THE PROPELLER WAS DAMAGED. THE PILOT WAS THE ONLY ONE IN THE A/C AND NO ONE WAS IN THE CAR. NO INJURIES. 20010319006609I (-23) ON MARCH 19, 2001, AT 1600 LOCAL, THE PILOT WHILE TAKING OFF FROM THE OKEECHOBEE AIRPORT, OKEECHOBEE, FLORIDA, FELT THE NOSE GEAR OF THE CESSNA 310J, N63GG, SHIMMYING. HE STATED THAT WHEN HE PULLED BACK ON THE ELEVATORS AND REDUCED POWER TO IDLE, THE SHIMMYING SUBSIDED.WHEN THE PILOT MOMENTARILY APPLIED THE BRAKES THE NOSE GEAR COLLAPSED FORWARD CAUSING DAMAGE TO THE NOSE WHEELWELL,DOORS AND PROPS. THE PILOT STATED THAT EARLIER IN THE AFTERNOON AROUND 1430, HE PULLED AROUND THE REFUELING PUMPS AND WHILE DOING SO MADE A HARD LEFT TURN TO POSITION THE A/C NEAR THE PUMPS. HE STATED THAT HE MIGHT HAVE TURNED THE A/C TOO HARD. THE MAINTENANCE LOG BOOKS WERE NOT ONBOARD TO REVIEW IF ANY REPAIRS HAD BEEN ACCOMPLISHED TO THE NOSE GEAR. HOWEVER, THE PILOT STATED THAT THERE WERE NO DISCREPANCIES LOGGED CONCERNING THE NOSE GEAR SYSTEM. ON APRIL 3, 2001 TELEPHONE CONVERSATION REVEALED THE FOLLOWING: THE PILOT STATED THAT THE SHIMMY DAMPER MIGHT HAVE BEEN DAMAGED WHEN HE MADE THE HARD TURN TO POSITION THE A/C NEAR THE REFUELING PUMPS. HE STATED THAT THE ROD ON THE DAMPER WAS BENT AND THE OIL HAD BEEN DEPLETED FROM THE HOUSING. 20010319007219A (-23) ON MARCH 19, 2001, ABOUT 1900 EST, A PIPER PA-28-RT201 ARROW, N2380U, WAS DESTROYED DURING A COLLISION WITH TREES AND TERRAIN WHILE ON APPROACH TO RUNWAY 34R A MANASSAS REGIONAL AIRPORT (HEF), MANASSAS, VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT/OWNER WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT THAT ORIGINATED AT THE ST. MARY'S COUNTY AIRPORT (2W6), LEONARDTOWN, MARYLAND. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. A REVIEW OF A PRELIMINARY AIR TRAFFIC CONTROL (ATC) TRANSCRIPT REVEALED THAT THE PILOT CONTACTED THE MANASSAS TOWER FOR LANDING INSTRUCTIONS. ACCORDING TO THE TRANSCRIPT N2380U WAS CLEARED TO LAND ON RUNWAY 34R. NO FURTHER RADIO COMMUNICATIONS FROM THE PILOT. THE CONTROLLER MADE FIVE SUBSEQUENT RADIO TRANSMISSIONS TO THE AIRPLANE, AND ASKED ANOTHER PILOT TO CHECK THE RUNWAY FOR THE AIRPLANE. THE CONTROLLER RECEIVED NO RESPONSE FROM THE AIRPLANE, AND THE SEARCH OF THE RUNWAY WAS UNSUCCESSFUL. 20010319012389I (-23)ENGINE OIL PRESSURE DEGRADED DURING FLIGHT. PILOT EXECUTED PRECAUTIONARY LANDING ON AUTO RACE TRACK, NO DAMAGE TO AIRCRAFT. NEW ENGINE TO BE INSTALLED. 20010319039099A (-23) THE AIRCRAFT EXPERIENCED AN UPSET. THE INVESTIGATION IS CONTINUING. 20010320003679I (-23) ON MARCH 2, 2001 AT 2144 HOURS MST SOUTHWEST AIRLINES FLIGHT 838 DEPARTED PHOENIX SKY HARBOR INTERNATIONAL AIRPORT ON RUNWAY ENROUTE TO SAN ANTONIO, TX. AFTER DEPARTURE THE A/C BEGAN FILLING WITH SMOKE AND THE FLIGHT CREW DECLARED AN EMERGENCY AND RETURNED TO PHOENIX AND LANDED ON RUNWAY 25R AT 1949 HOURS. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED. AN EMERGENCY EVACUATION WAS ACCOMPLISHED AT TAXI WAY ECHO AND SIERRA WITH NO INJURIES TO THE PASSENGERS OR CREW MEMEBERS. A BORESCOPE INSPECTION WAS CONDUCTED ON BOTH ENGINES AND THE NUMBER TWO (2) ENGINE WAS FOUND TO BE LEAKING OIL INTO THE COMPRESSOR SECTION WHICH WAS PASSED INTO THE 9TH STAGE BLEED AIR DUCT AND INTO THE AIR CYCLING MACHINE CAUSING THE CABIN/COCKPIT TO FILL WITH SMOKE. THE ENGINE WAS REMOVED AND REPLACED. 20010320004459A (-23)ACCORDING TO NTSB INVESTIGATORS, THE SITE IS NOT ACCESSIBLE DUE TO TERRAIN AND SNOW/ICE. RESCUE PERSONNEL WERE ABLE TO REMOVE OCCUPANTS AND PHOTOGRAPHS WERE TAKEN. THE AIRCRAFT APPEARED TO HAVE STRUCK A TREE AND THEN TERRAIN. THE AIRCRAFT WAS CONSUMED BY POST IMPACT FIRE. NTSB INVESTIGATORS BELIEVE THAT THE AIRCRAFT WAS IN A BOX CANYON AREA AND ATTEMPTING TO TURN AROUND. THERE IS THE POSSIBILITY THAT THERE WAS SOME SORT OF COLUD COVERAGE IN THE AIRCRAFTS FLIGHT PATH. THE AIRCRAFT BURNED AFTER IT STUCK THE GROUND. 20010320004529A (-23) PILOT LANDED ON RUNWAY 08, WIND WAS REPORTED AS 330 DEGREES AT 7 KTS. DURING ROLL OUT, PILOT RETRACTED FLAPS AND ATTEMPTED A TAKE-OFF, (TOUCH & GO). A/C DEPARTED THE LEFT SIDE OF THE RUNWAY AND STRUCK TWO RUNWAY SIGNS BEFORE COMING TO REST IN SOFT GROUND ON THE NORTH SIDE OF THE RUNWAY. (.19)ON MARCH 20, 2001, AT 1715 EASTERN STANDARD TIME, A CESSNA 172K, N79301, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM A TOUCH AND GO ON RUNWAY 26 (5,000 FEET BY 100 FEET, ASPHALT, DRY) AT TULIP CITY AIRPORT (BIV), HOLLAND, MICHIGAN, WHEN THE AIRPLANE VEERED OFF THE RUNWAY WHEN FULL THROTTLE WAS APPLIED. THE 14 CFR PART 91 PLEASURE FLIGHT HAD DEPARTED BIV ON A LOCAL FLIGHT. THE AIRPLANE VEERED OFF THE RUNWAY AND STRUCK TWO RUNWAY LIGHTS AFTER THE FIRST LANDING OF A TOUCH AND GO. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. 20010320004579A (-23) WHILE DEPLAING PASSENGERS AT AN OFFSHORE HELIPORT, A WAITING PASSENGER ENTERED THE HELIPORT AREA UNESCORTED. THE PASSENGER WAS STRUCK IN THE HEAD BY THE TURNING MAIN ROTOR AND RECEIVED FATAL INJURIES. 20010320004779A (-23) PURPOSE OF THIS FLIGHT WAS IN THE FURTHERANCE OF A BUSINESS UNDER FAR PART 91. THE PILOT HAD CANCELLED IFR AND WAS DESCENDING IN VMC OVER THE AIRPORT. THE RIGHT SEAT PASSENGER YELLEE BIRD AND THE PILOT SAW BLACK STREAKS ONE OF WHICH COLLIDED WITH THE RIGHT WING 3 FEET INBOARD OF THE TIP TANK. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE BIRD KILLED (SAND HILL CRANE). NONE OF THE 5 PASSENGERS NOR THE PILOT WAS INJURED. THE A/C LANDED WITHOUT INCIDENT AT ALAMOSA. PILOT ADVISED ON 3/28/01 THAT HE HAD IN HIS POSSESSION WILL SUBMIT A BIRD STRIKE REPORT FORM 5200-7. 20010320004809I (-23) UPON DEPARTURE FROM BLV, DURING LANDING GEAR RETRACTION, THE CREW HEARD A LOUD CLUNK AND THE NOSE GEAR WOULD NOT FULLY RETRACT. THE GEAR WAS EXTENDED AND THE AIRCRAFT RETURNED AND LANDED AT BLV. POST LANDING INSPECTION FOUND THE LEFT FORWARD NOSE GEAR DOOR HAD BROKEN OFF THE RIGHT FORWARD NOSE GEAR WAS HANGING BY THE FRONT TORQUE LINK. THE LEFT FORWARD NOSE GEAR DOOR WAS FOUND ON THE RUNWAY AND HAD FALLEN OFF AFTER LANDING. INSPECTION OF THE DOORS REVEALED THAT THE NOSE GEAR STRUCK THE LEFT DOOR DURING RETRACTION CAUSING EXTENSIVE DAMAGE TO THE DOOR AND SUBSEQUENT FAILURE OF THE HINGES. INSPECTION OF THE LINKAGE THAT CONTROLS THE DOOR MOVEMENT FOUND SEVERAL RODS AND LINKS BROKEN. IT COULD NOT BE DETERMINED WHICH ITEM OR ITEMS CAUSED THE MALFUNCTION. THERE IS A 2.5 X 1/2 INCH HOLE DAMAGED COMPONENTS WERE REPLACED AT BLV AND THE AIRCRAFT FERRIED TO ANOTHER LOCATION TO HAVE THE FUSELAGE REPAIRED. 20010320004979I (-23) PILOT STATED THAT THE GEAR HORN WARNING WAS OUT OF ADJUSTMENT. THE HORN WARNING WOULD SOUND AS SOON AS POWER WAS BROUGHT BACK DURING DESCENT. THE PILOT STATED THAT HE PULLED THE GEAR WARNING CIRCUIT BREAKER TO SILENCE THE HORN AND FORGOT TO LOWER THE LANDING GEAR. 20010320005019I (-23) WHILE ATTEMPTING THIS SESSION THE THIRD TOUCH & GO LANDING WITH A STRONG CROSSWIND FROM THE RIGHT, PILOT LOST CONTROL OF THE A/C ON LANDING. UPON TOUCHDOWN ON THE EXTREMEM LEFT SIDE OF THE RUNWAY, THE A/C TRAVELED ON THE RUNWAY FOR ONE-HUNDRED AND FIFTY YARDS (APPROXIMATE) AND EXITED THE RUNWAY CAME TO REST AFTER TRAVELING ANOTHER TWO-HUNDRED YARDS (APPROXIMATE) IN THE GRASS. THE PILOT WAS NOT INJURED BUT VISIBLY SHAKEN. NEGLIGIBLE DAMAGE TO THE A/C. UPON EXITING THE RUNWAY, THE A/C STRUCK ONE RUNWAY LIGHT WHICH REQUIRED THE LIGHTS REPLACEMENT. 20010320005529A (.19) ON MARCH 20, 2001, AT 1000 HRS. MST, A PIPER PA-28-181, N4188E, LANDED SHORT OF RUNWAY 4 AT THE GILA BEND MUNICIPAL AIRPORT, GILA BEND, ARIZONA. THE AIRPLANE WAS OPERATED BY SABENA AIRLINE TRAINING CENTER AS AN INSTRUCTIONAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91, AND WAS SUBSTANTIALLY DAMAGED. THE CFI AND TWO STUDENTS WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA FLIGHT. THE FLIGHT WAS ORIGINATING AT THE TIME AND WAS SCHEDULED TO TERMINATE AT THE SCOTTSDALE, AZ, AIRPORT. NO FLIGHT PLAN WAS FILED. THE PURPOSE OF THE FLIGHT WAS TO PRACTICE ENGINE OUT APPROACHES AND LANDINGS. ON SHORT FINAL, THE CFI SAW THAT THE AIRSPEED WAS TOO SLOW. THE AIRPLANE STALLED AND LANDED ABOUT 100 YARDS SHORT OF THE RUNWAY. DURING THE LANDING ROLLOUT THE STABILIZER STRUCK A TREE AND THE AIRPLANE CAME TO REST IN A DITCH. (-23) SEE ATTACHED PILOT STATEMENT (.4) DURING A SIMULATED ENGINE OUT PROCEDURE THE AIRPLANE LANDED SHORT OF THE RUNWAY IN DESERT TERRAIN COLLIDING WITH BRUSH AND COMING TO REST IN A DITCH. THE PURPOSE OF THE FLIGHT WAS TO CONDUCT SIMULATED ENGINE OUT LANDINGS . BOTH PILOTS ESTIMATED THE WIND AS COMING DOWN THE RUNWAY ABOUT 5-10 KNOTS. THE STUDENT HAD LANDED TWO PREVIOUS TIMES WITH NO PROBLEMS NOTED BY HIM OR THE CFI. ON THE THIRD LANDING THE CFI SIMULATED AN ENGINE OUT. WHEN THE STUDENT ENTERED ONTO THE FINAL LEG OF THE APPROACH HE NOTED THAT THE WINDS HAD INCREASED, OR WERE STRONGER THAN EXPECTED. HE INFORMED THE CFI THAT HE WAS NOT GOING TO ADD THE SECOND NOTCH OF FLAPS BECAUSE OF THE INCREASED DRAG. ON SHORT FINAL HE ESTIMATED THAT AT HIS CURRENT ALTITUDE AND AIRSPEED, WITH THE GIVEN WIND CONDITION, HE WOULD NOT BE ABLE TO MAKE THE LANDING. HE CALLED OUT A GO-AROUND, AND WAS INSTRUCTED TO CONTINUE THE APPROACH. THE CFI THEN ADDED THE SECOND NOTCH OF FLAPS. HE ADJUSTED HIS AIRSPEED TO COMPENSATE FOR THE INCREASED DRAG AND NOTED THAT THE AIRPLANE WAS RAPIDLY LOSING ALTITUDE. HE CALLED OUT FOR A GO-AROUND AND ADVANCED THE THROTTLE FULL FORWARD; HOWEVER, THE AIRPLANE CONTINUED TO SINK. THE CFI THOUGHT THEY HAD ENCOUNTERED A WIND SHEAR EVENT, FROM A STRAIGHT HEADWIND TO NO WIND AT ALL. 20010320005549A (.19) ON MARCH 20, 2001, AT 1500 HOURS PST, A CESSNA 172RG, N6307R, LOST ENGINE POWER AND MADE AN EMERGENCY LANDING IN AN OPEN DIRT FIELD IN STANFORD, CA., WHERE IT CAME TO REST INVERTED. THE AIRPLANE WAS OPERATED BY THE WEST VALLEY FLYING CLUB AS AN INSTRUCTIONAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE CFI AND THE PRIVATE PILOTWERE NOT INJURED. VISUAL METEOROLOGICAL DAMAGE PREVAILED FOR THE LOCAL AREA FLIGHT. THE FLIGHT DEPARTED FROM THE PALO ALTO AIRPORT OF SANTA CLARA COUNTY, PALO ALTO, CA., AT AN UNKNOWN TIME. NO FLIGHT PLAN WAS FILED. THE PURPOSE OF THE FLIGHT WAS TO PROVIDE INSTRUCTION FOR A COMPLEX AIRPLANE CHECKOUT. THE CFI STATED THAT THEY WERE OVER WEBB RANCH, ABOUT 2000 FETT MSL WHEN HE NOTED A LOSS OF OIL PRESSURE. HE CONTACTED THE PALO ALTO AIR TRAFFIC CONTROL TOWER AND DECLARED AN EMERGENCY. HE STATED AT 1,600 FEET THE ENGINE STOPPED. HE AND THE PILOT SHUT DOWN THE AIRPLANE SYSTEMS. HE NOTED AT ONE POINT THE COCKPIT FILLED WITH SMOKE AND THEY HAD TO OPEN THE WINDOWS. HE SET UP FOR THE EMERGENCY LANDING ON A SIDE ROAD. A TRUCK ENTERED THE ROAD, AND HE HAD TO MANUEVER THE AIRPLANE ONTO AN OPEN FIELD. ON THE LANDING ROLLOUT THE NOSE LANDING GEAR DUG INTO THE SOFT DIRT AND THE AIRPLANE NOSED OVER. THE PILOT STATED THAT THEY WERE GETTING READY TO GO BACK TO HOME BASE WHEN THE CFI ASKED HIM IF HE HEARD KNOCKING. THE PILOT REPLIED THAT HE DID HEAR THE KNOCKING. THEY BOTH NOTED THE OIL PRESSURE WAS AT ZERO. THE KNOCKING CONTINUED TO INCREASE IN INTENSITY. THE CFI DECLARED AN EMERGENCY AND LANDED IN AN OPEN FIELD. A FAA INSPECTOR INSPECTED THE ENGINE. A TEXTRON LYCOMING ENGINE MANUFACTURER'S REPRESENTATIVE, WHO WAS A PARTY TO THE INVESTIGATION, ASSISTED THE FAA. THEY FOUND THAT THE OIL FILTER HAD NOT BEEN TIGHTENED OR SAFETY WIRED TO THE ENGINE. THE BOTTOM OF THE FUSELAGE, FIREWALL, AND THE REAR OF THE ENGINE WAS COATED WITH OIL. THE ENGINE WAS SIEZED. A SAFETY BOARD INVESTIGATOR CONDUCTED A REVIEW OF THE AIRFRAME AND ENGINE LOGBOOKS. IT WAS NOTED THAT THE LAST ANNUAL INSPECTION WAS DONE ON MARCH 21,2000. ON MARCH 19, 2001, MAINTENANCE WAS PERFORMED ON THE AIRPLANE THAT INCLUDED AN OIL CHANGE. (-23) ON MARCH 20, 2001 AT APPROX. 1435 PST AIRCRAFT N6307R A CESSNA 172RG MADE AN EMERGENCY LANDING DUE TO A FAILED ENGINE ON A PLOWED FIELD 5.4 STATUTE MILES SOUTHWEST OF THE PALO ALTO AIRPORT )PAO). THE FLIGHT INSTRUCTOR WAS GIVING COMPLEX AIRCRAFT TRANSITION TRAINING TO A CERTIFICATED PRIVATE PILOT WHEN THE ACCIDENT OCCURRED. THE FLIGHT INSTRUCTOR AND PRIVATE PILOT SUBSTAINED NO INJURIES, HOWEVER THE A/C RECEIVED SUBSTANTIAL DAMAGE. NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. 20010320005569A (-19) ON MARCH 20, 2001, AT 1824 HOURS PST, A CESSNA 150G, N733JG, COLLIDED WITH TERRAIN ABOUT 1 MILE SHORT OF THE AIRPORT WHILE ATTEMPTING TO LAND AT BROWN FIELD, SAN DIEGO, CA. THE AIRPLANE WAS OPERATED BY FLYING J AVIATION UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE INSTRUCTIONAL FLIGHT. THE FLIGHT DEPARTED GILLESPIE FIELD, EL CAJON, CA. AT 1810. NO FLIGHT PLAN WAS FILED. THE STUDENT PILOT STATED THAT HE HAD DEPARTED BROWN FIELD AT 1725 FOR GILLESPIE FIELD TO PRACTICE TOUCH AND GO TAKEOFFS AND LANDINGS. AFTER DEPARTURE FROM GILLESPIE FIELD HE OBTAINED WEATHER INFORMATION FOR MONTGOMERY FIELD, SAN DIEGO, AS WELL AS BROWN FIELD. HE STATED THAT MONTGOMERY FIELD WAS REPORTING INSTRUMENT METEOROLOGICAL CONDITIONS, AND THAT BROWN FIELD WAS REPORTING 7 MILESVISIBILITY, WITH NO MENTION OF FOG. HE ALSO NOTED THAT HE COULD SEE THE ROTATING BEACON FOR THE BROWN FIELD. HE CONTACTED THE BROWN FIELD TOWER, AND REQUESTED TO ALND. ACCORDING TO TEH STUDENT, THE TOWER PERSONNEL INSTRUCTED HIM TO REPORT OVER THE "LAKE" AND ASKED IF HE HAD THE CURRENT ATIS INFORMATION. HE CONFIRMED THE CURRENT ATIS INFORMATION, AS WELL AS HIS CURRENT POSITION OVER THE "LAKE". HE WAS THEN INSTRUCTED TO REPORT OVER THE PRISON. AFTER REPORTING OVER THE PRISON, HE WAS INSTRUCTED TO MAKE A TURN TO 26R, AND HE WAS CLEARED TO ALND. THE STUDENT PILOT STATED THAT AFTER HE MADE THE TURN, HE WENT INTO THE FOG. HE THEN SAW THE GROUND COME UP TO THE AIRPLANE. ACCORDING TO THE FAA, THE LOCAL CONTROLLER AT THE BROWN FIELD AIR TRAFFIC CONTROL TOWER ISSUED A SPECIAL VFR CLEARANCE TO THE PILOT FOR ENTRY INTO BROWN FIELD CONTROL ZONE FROM THE EAST. THE WEATHER CONDITIONS AT THE TIME INCLUDED 2 MILES VISIBILITY IN FOG. THE PILOT WAS INSTRUCTED TO MAINTAINSPECIAL VISUAL FLIGHT RULES CONDITIONS AT OR BELOW 2,500 FEET AND WAS CLEARED TO ALND RUNWAY 26R. THE CFI STATED THAT HE WAS OUT OF TOWN WHEN THE ACCIDENT OCCURRED. HE HAD STARTED FLYING WITH THE STUDENT PILOT ON DECEMBER 6, 2000. HE HAD SPENT 12 HOURS WITH THE PILOT, 9 HOURS OF FLIGHT AND 3 HOURS OF GROUND INTRUCTION. THE CFI INDICATED THAT THE PILOT HAD FLOWN WITH ANOTHER FLIGHT INSTRUCTOR BEFORE COMING TO HIM AND HAD ACCRUED ABOUT 60 HOURS. THE CFI REPORTED THAT THE STUDENT HAD SOLO ENDORSEMENTS FOR PATTERN WORK ONLYAT THE BROWN FIELD AIRPORT AND IN DAYTIME VFR CONDITIONS. THE STUDENT WAS NOT AUTHORIZED TO LEAVE THE BROWN FIELD TRAFFIC PATTERN. THE STUDENT'S SOLO ENDORSEMENT FOR VFR WEATHER CONDITIONS WERE : VISIBILITY GREATER THAN 5 STATUE MILES, CEILINGS OF GREATER THAN 5,000 FEET, AND WINDS LESS THAN 15 KNOTS. (-23) A/C IMPACTED GROUND ABOUT .5 MILES NORTH-EAST OF BROWNFIELD (SDM). A/C RECEIVED SUBSTANTIAL DAMAGE. CRASH WAS PILOT INDUCED AS STUDENT PILOT ATTEMPTED TO FLY BELOW FOG. THIS ACCIDENT DID NOT INVOLVE A NMAC. SEE ALSO ATTACHED SHEET FOR MORE DETAILS. (.4) ON MARCH 20, 2001, AT 1824 HOURS PACIFIC STANDARD TIME, A CESSNA 150G, N733JG, COLLIDED WITH TERRAIN ABOUT 1 MILE SHORT OF THE AIRPORT WHILE ATTEMPTING TO LAND AT BROWN FIELD, SAN DIEGO, CALIFORNIA. THE AIRPLANE WAS OPERATED BY FLYING J. AVIATION, UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE STUDENT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA INSTRUCTIONAL FLIGHT. THE FLIGHT DEPARTED GILLESPIE FIELD, EL CAJON, CALIFORNIA, AT 1810. NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT WAS SCHEDULED TO TERMINATE AT BROWN FIELD. RECORDED WEATHER AT BROWN FIELD PRIOR TO THE ACCIDENT REPORTED VISIBILITY TO BE 5 MILES, HAZE, SKY CLEAR; TEMPERATURE 63 DEGREES FAHRENHEIT; AND DEW POINT 57 DEGREES FAHRENHEIT. A SPECIAL WEATHER UPDATE, AT 1624, REPORTED VISIBILITY TO BE 2 MILES, MIST, AND FEW CLOUDS AT 100 FEET; TEMPERATURE AND DEW POIN 20010320005809I (-23) DURING CLIMB OUT FROM SXQ PILOT NOTICED THAT CAPTAINS PNEUMATIC INSTRUMENTS WERE NOT WORKING. PILOT CHECKED CO-PILOT PNEUMATIC INSTRUMENTS AND FOUND THAT THOSE PNEUMATIC INSTRUMENTS WERE NOT FUNCTIONING EITHER. PILOT DECLARED AN EMERGENCY AND LANDED AT SXQ WITHOUT INCIDENT. MAINTENANCE DETERMINED THAT EACH ENGINE PNEUMATIC PUMP HAD FAILED. 20010320006559A (-23) PIC/CFI GIVING TRANSITION TRAINING TO PILOT/OWNER. AFTER LANDING AT FUL THE OWNER/PILOT INDICATED THAT THE A/C WAS VEERING TO THE RIGHT AFTER APPLYING LEFT AIRLERON TO CORRECT FOR CROSSWIND. THE RIGHT SING AND TIP TANK STRUCK THE INTERSECTION SIGN ON THE NORTH SIDE OF THE RUNWAY. THE PIC/CFI TOOK CONTROL OF THE A/C AND INITIATED A GO-AROUND. ON DOWNWIND, AN EMERGENCY GEAR EXTENSION WAS COMPLETED. ON A LONG FINAL FOR RUNWAY 24, THEY REQUESTED FUL TOWER. ACCOMPLISH A VISUAL CHECK OF THE GEAR. THE TOWER REPORTED THAT THE GEAR APPEARED TO BE DOWN AND THERE APPEARED TO BE FUEL LEAKING FROM THE RIGHT WING. THEY THEN REQUESTED A LOW APPROACH AND A RIGHT CROSSWIND DEPARTURE FOR WHITEMAN AIRPORT WHICH WAS APPROVED. THE LANDING AT WHITEMAN WAS NORMAL. (SEE ATTACHED) (.4) ON THE LANDING ROLLOUT THE RIGHT MAIN LANDING GEAR BEGAN TO COLLAPSE. THE RIGHT WING STRUCK A RUNWAY EXIT SIGN AS THE FLIGHT INSTRUCTOR ABORTED THE LANDING THEN MADE AN UNEVENTFUL LANDING AT HOME BASE. THE PURPOSE OF THE FLIGHT WAS TO PROVIDE TRANSITION TRAINING FOR INSURANCE COVERAGE FOR THE OWNER. AFTER TOUCHDOWN THE PILOT OBSERVED A 5-KNOT CROSSWIND FROM THE LEFT A ND APPLIED LEFT AILERON TO CORRECT FOR IT. THE AIRPLANE VEERED TO THE RIGHT CONTACTING THE RUNWAY EXIT SIGN. THERE WAS DAMAGE TO THE INSIDE OF THE RIGHT MAIN TIRE, THE INNER LANDING GEAR DOOR, THE RIGHT MAIN GEAR ACTUATING ARM, AND THE RIGHT WHEEL WELL AFT BULKHEAD THAT WAS CONSISTENT WITH PREMATURE RETRACTION OF THE LANDING GEAR. THE LANDING GEAR WAS ELECTRICALLY TESTED WITH NO MECHANICAL ANOMALIES NOTED. 20010320007529I (-23)DURING A VFR FLIGHT FROM (LDJ) LINDEN, NJ TO (N12) LAKEWOOD, NJ WHILE OVER THE COLTS VOR AIRCRAFT ENGINE LOST POWER, AIRCRAFT LANDED IN A PARTICALLY DEVELOPED GOLF COURSE AND HOUSING DEVELOPMENT. INSPECTION OF THE LYCOMING MODEL O-320-E2D ENGINE SERIAL #L-20030-27A REVEALED AN UNCONTAINED ENGINE FAILURE OF THE #3 ENGINE CYLINDER, SPECIFICALLY CYLINDER SEPARATED AT #8 COOLING FIN (COUNTING UP FROM ENGINE BLOCK). ACCORDING TO THE AIRCRAFT OWNER, THE #3 ENGINE CYLINDER WAS A ENGINE COMPONENTS INC (ECI) (FAA REPAIR STATION NO. AG2R689K) OVERHAUL EXCHANGE CYLINDER. THIS CYLINDER WAS INSTALLED BY ROBERT HAYES OF LAKEWOOD AIRCRAFT SERVICE,^PRIVACY DATA OMITTED^ . MR. MONDERINE STATED THAT HE DID NOT HAVE HIS PILOT NOR HIS MEDICAL CERTIFICATE IN HIS PESONNEL POSSESSION.^PRIVACY DATA OMITTED^ 20010320009679I (-23)PILOT APPLIED POWER WITHOUT RELEASING BRAKES; THE AIRPLANE NOSED OVER, STRIKING THE PROPELLER. THIS AIRCRAFT HAS BEEN CONVERTED TO A 180 HP AND REQUIRES CLOSER MANAGMENT OF THE CONTROLS AND BRAKES. THERE IS A SERVICE BULLETIN THAT SPEAKS OF THESE BRAKES STICKING AND IT IS RECOMMENDED THAT THESE BRAKES BE REPLACED, AT NO CHARGE UNDER THE SB. 20010321003219I (-23)TOWER REPORTED THAT A CONTRAIL OF LIQUID WAS STREAMING OFF THE AIRCRAFT WING AFTER TAKEOFF. PILOT DECLARED EMERGENCY AND LANDED. FUEL CAP WAS NOT PROPERLY SECURED. PILOT BRIEFED AND COUNSELED ON PREFLIGHT OF ALL CAPS AFTER REFUELING. 20010321003519A (-19) ON MARCH 21, 2001, APPROX. 1329 PST, A MOONEY M20A, N8346E, REGISTERED TO AND BEING OPERATED BY MARTIN SPECIALITIES, INC., AND BEING FLOWN BY A COMMERCIAL PILOT, WAS SUBSTANTIALLY DAMAGED DURING A COLLISION WITH TREES AND TERRAIN WHILE EXECUTING A FORCED LANDING FOLLOWING A POWER LOSS ON DESCENT INTO THE TROUTDALE AIRPORT, TROPUTDALE, OREGON. THE PILOT SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS EXISTED AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT, WHICH WAS PERSONAL, WAS OPERATED UNDER 14 CFR PART 91, AND ORIGINATED FROM TRACY, CALIFORNIA. THE A/C WAS SEVERAL ILES SOUTH OF ITS DESTINATION (TROUTDALE AIRPORT) WHEN THE ENGINE LOST ALL POWER. THE PILOT EXECUTED AN EMERGENCY LANDING TO A GOLF COURSE APPROX. 2.5 NAUTCIAL MILES SOUTH OF THE TROUTDALE AIRPORT. THERE WAS NO INDICATION THAT THE PILOT MADE A FUEL STOP ON THE APPROX. 475 NAUTICAL MILE FLIGHT. (-23)AIRCRAFT DEPARTED TRACY, CA ENROUTE TO TROUTDALE, OR ON THE MORNING OF MARCH 21, 2001. THE PILOT STATED THAT HE FILLED THE MAIN TANKS (35 GALLONS) AND ESTIMATED 5 GALLONS IN THE AUX TANK FOR A TOTAL OF 40 GALLONS. THE PILOT ESTIMATED HIS ENROUTE TIME TO BE 3.5 HOURS. AFTER APPROXIMATELY 3.5 HOURS OF FLIGHT THE ENGINE LOST POWER DUE TO LACK OF FUEL AND THE PILOT MADE A FORCED LANDING ON A GOLF COURSE APPROXIMATELY 2.5 MILES FROM TROUTDALE AIRPORT. 20010321003909I (-23) ON RETURN FLIGHT FROM CEZ TO DVT THE PILOT WAS UNABLE TO LOWER THE LANDING GEAR PRIOR TO LANDING AT DVT. AFTER RECYCLING THE LANDING GEAR ALL THREE WHEELS REMAINED UP AND LOCKED. AFTER PERFORMING THE EMERGENCY GEAR EXTENSION PROCEDURE ALL THREE LANDING GEAR REMAINED IN THE UP AND LOCKED POSITION. PILOT PERFORMED GEAR UP LANDING RESULTING IN DAMAGE TO THE PROPELLER AND MINOR SKIN DAMAGE TO THE AIRCRAFT BELLY. POST LANDING INSPECTION INDICATED POSSIBLE FAILURE OF HYDRAULIC SYSTEM RELIEF VALVE RESULTING IN INSUFFICIENT HYDRAULIC PRESSURE TO OPEN THE UP LOCKS. 20010321004619A (-23) TAIL ROTOR DRIVE FAILURE. FAILURE OF THE SHAFT ASSEMBY, P/N 47-644-180-9, FIG 46-1 AND COUPLING P/N 47-644-130-13, FIG 46-4, DUE TO LOSS OF LUBRICATION. LUBRICATION LOSS FROM STRIPPED THREADS ON SCREW AN501A10-4, FIG 46-5. (.19) ON MARCH 21, 2001, APPROX. 1945 CST, A BELL 47G2 HELICOPTER N1575, REGISTERED TO HELICOPTER SPRAYING, INC., OF ARDMORE, OKLAHOMA, AND OPERATED BY VERSATILE HELICOPTERS, INC. OF ARDMORE, OK., WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF TAIL ROTOR DRIVE WHILE MANUEVERING ON APPROACH TO THE LAKE MURRAY STATE PARK AIRPORT, OVERBROOK, OK. THE CFI AND HIS STUDENT PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE ARDMORE DOWNTOWN EXECUTIVE AIRPORT AT 1930 AND WAS ENROUTE TO LAKE MURRAY STATE PARK AIRPORT. (.4)ON MARCH 21, 2001, APPROXIMATELY 1945 CENTRAL STANDARD TIME, A BELL 47G2 HELICOPTER, N1575, REGISTERED TO HELICOPTER SPRAYING INC., OF ARDMORE, OK LAHOMA, AND OPERATED BY VERSATILE HELICOPTERS INC., OF ARDMORE OKLAHOMA, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF TAIL ROTOR DRIVE WHILE MANEUVERING ON APPROACH TO THE LAKE MURRAY STATE PARK AIRPORT, OVERBROOK, OKLAHOMA. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND HIS STUDENT PILOT WERE NOT INJURED. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE ARDMORE DOWNTOWN EXECUTIVE AIRPORT AT 1935, AND WAS EN ROUTE TO THE LAKE MURRAY STATE PARK AIRPORT. THE CFI REPORTED THE FOLLOWING INFORMATION TO THE NTSB INVESTIGATOR-IN-CHARGE: ABOUT 10 MINUTES AFTER DEPARTING FROM ARDMORE, THE HELICOPTER WAS IN LEVEL FLIGHT, ABOUT 1,400 FEET MSL OVER A LAKE THAT WAS ADJACENT TO THE AIRPORT. THE STUDENT PILOT COMMENCED A TURN TO THE LEFT WITH A FORWARD AIRSPEED OF ABOUT 45 TO 50 KNOTS. THE CFI THEN "CAME ONTO THE CONTROLS" TO ASSIST WITH THE COORDINATED TURN, AND NOTICED THAT THE COCKPIT TURN INDICATOR SHOWED THAT THE HELICOPTER WAS "SLIPPING." SUBSEQUENTLY, THE CFI APPLIED LEFT PEDAL TO CORRECT, AND AS SOON AS THE LEFT PEDAL WAS APPLIED, THE AIRFRAME SHUDDERED AND STARTED TO YAW TO THE RIGHT. THE AIRSPEED STARTED TO DECREASE AND THE HELICOPTER BEGAN TO "SPIN TO THE RIGHT RAPIDLY." THE CFI THEN APPLIED FULL LEFT PEDAL AND THE HELICOPTER CONTINUED TO SPIN TO THE RIGHT. AFTER LOWERING THE COLLECTIVE AND REDUCING THE THROTTLE, THE HELICOPTER STOPPED SPINNING. THE CFI THEN LOWERED THE NOSE AND MANEUVERED THE HELICOPTER TOWARD SHALLOW WATER NEAR THE HEAVILY VEGETATED SHORELINE. HE THEN FLARED AND PULLED UP ON THE COLLECTIVE TO CUSHION THE LANDING. UPON LANDING, THE CFI MOVED THE CYCLIC TO THE LEFT TO ROLL THE HELICOPTER IN THE SHALLOW WATER, AND HE AND THE STUDENT EGRESSED WITHOUT DIFFICULTY. EXAMINATION OF THE HELICOPTER BY AN FAA AIRWORTHINESS INSPECTOR REVEALED THAT THE SPLINED COUPLING AT THE AFT END OF THE FORWARD TAIL ROTOR DRIVE SHAFT SEGMENT WAS DAMAGED. REMOVAL OF THE DUST COVER FOR THE COUPLING REVEALED THAT THE SCREW AND WASHER, PART NUMBERS AN501A10-4 AND AN960-10, WERE LOOSE WITH SEVERAL OF THE THREADS STRIPPED, THUS ALLOWING GREASE TO WEEP DURING OPERATION. A REVIEW OF THE MAINTENANCE RECORDS SHOWED LOGBOOK ENTRIES INDICATING THAT THE FORWARD TAIL ROTOR DRIVE SHAFT ASSEMBLY, PART NUMBER 47-644-18-9, WAS REPLACED ON JANUARY 29, 2001. THE HELICOPTER HAD ACCUMULATED 70 HOURS OF FLIGHT TIME SINCE THE LAST 100-HOUR INSPECTION CONDUCTED ON FEBRUARY 22, 2001, AND 23 HOURS SINCE THE LAST 50-HOUR LUBRICATION. 20010321006009A (-23) FLIGHT INSTRUCTOR WAS GIVING ADVANCED TRAINING TO STUDENT. DURING STRAIGHT IN AUTOROTATION PRACTICE THE DESCENT HAD DETERIORATED TO A POINT BEYOND RECOVERY. THE FLIGHT INSTRUCTOR DID NOT REACT IN SUFFICIENT TIME TO ABORT THE AUTOROTATION AND INITIATE A GO AROUND. THE HELICOPTER REMAINED UPRIGHT, SLID ACROSS A GRASS AREA AND STOPPED. THE MAIN ROTOR BLADES STRUCK THE TAIL BOOM JUST AFT OF THE ANTI COLLISION LIGHT. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE TO THE TAIL BOOM, MAIN ROTOR BLADES AND THE MAIN ROTOR POWER TRAIN SYSTEM. THERE WERE NO INJURIES. (.4) DURING AN AUTOROTATION, THE PILOT MADE A HARD LANDING AND THE TAIL BOOM WAS SEVERED. THE PURPOSE OF THE FLIGHT WAS TO CONDUCT PATTERN WORK, AND TAKEOFFS AND LANDINGS TO PREPARE THE PRIVATE PILOT FOR HIS COMMERCIAL PILOT PRACTICAL TEST FLIGHT. DURING THE FLIGHT THE PRIVATE PILOT WAS ON THE FLIGHT CONTROLS, WITH THE CFI MONITORING THE FLIGHT. NO DISCREPANCIES WERE NOTED WITH THE FIRST TWO TAKEOFFS AND LANDINGS. DURING THE FIRST AUTOROTATION, THE CFI NOTED THAT THE STUDENT ALLOWED THE AIRSPEED TO FALL BELOW 60 KNOTS, AND THAT THE ROTOR RPM WAS MOVING OUTSIDE THE TOP OF THE GREEN ARC. HE INST RUCTED THE STUDENT TO MAINTAIN AIRSPEED AT 65 KNOTS UNTIL CLOSE TO THE GROUND, AND TO RAISE THE COLLECTIVE TO MAINTAIN ROTOR RPM INSIDE THE GREEN ARC. ON THE SECOND AUTOROTATION, THE CFI NOTED THAT THE STUDENT MAINTAINED ROTOR RPM INSIDE THE GREEN ARC, BUT LET THE AIRSPEED FALL BELOW 58 KNOTS. THE LOW ROTOR RPM WARNING HORN SOUNDED AND THE CAUTION LIGHT ILLUMINATED. DUE TO THE CLOSE PROXIMITY OF THE HELICOPTER TO THE GROUND, A FLARE FOR LANDING WAS INITIATED. THE CFI CAME UP ON THE CONTROLS AND NOTED THAT THE COLLECTIVE WAS HIGHER THAN NORMAL. PRIOR TO TOUCHDOWN THE CFI APPLIED FORWARD PRESSURE ON THE CYCLIC TO MAINTAIN A LEVEL ATTITUDE AFTER TOUCHDOWN. THE HELICOPTER LANDED HARD AND SLID ACROSS THE GROUND BEFORE COMING TO REST IN A GRASSY AREA NEXT TO THE HELIPAD. THE CFI NOTED THAT AFTER COMING TO A STOP HE ATTEMPTED TO MOVE THE ANTI-TORQUE PEDALS, BUT DID NOT RECEIVE A RESPONSE. 20010321006439I (-23)^PRIVACY DATA OMITTED^ OF ERA AVIATION, INC., WAS PILOTING ROTORCRAFT, N194EH, PERFORMING POWERLINE SURVEILLANCE ON MARCH 21, 2001. THE ROTORCRAFT WAS IN SLOW CRUISE FLIGHT WITH TWO POWER LINE EMPLOYEES ON BOARD AND FLYING ALONG THE POWERLINE JUST OUTSIDE VALDEZ, ALASKA. THE POWERLINE WAS ON THE LEFT SIDE OF THE ROTORCRAFT AND TREES ON THE RIGHT SIDE. THE FLIGHT FOLLOWED THE TERRAIN IN THIS AREA WHICH REQUIRES ASSENDING AND DESENDING THE HILL SLOPES. THE PILOT DID NOT NOTICE STRIKING ANY TREES OR OTHER OBSTICULES DURING THIS FLIGHT BUT OPEN RETURN TO VALDEZ ERA'S MAINTENANCE PERSON, MECHANIC ^PRIVACY DATA O^, FOUND TWO ROTOR BLADE TIP-CAPS DEFORMED INDICATING BLADE STRIKES HAD OCCURRED. 20010322003769A (.19) ON MARCH 22, 2001, AT 1517 MST, A VANGILDER CHRISTEN EAGLE II, N5JV, WAS DESTROYED FOLLOWING IMPACT WITH TERRAIN NEAR OGDEN, UTAH. THE AIRLINE TRANSPORT PILOT AND HIS COMMERCIAL CERTIFICATED STUDENT WERE BOTH FATALLY INJURED. THE AIRPLANE WAS BEING OPERATED UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL INSTRUCTIONAL FLIGHT THAT ORIGINATED AT 1448. NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO A WITNESS, THE AIRPLANE DEPARTED RUNWAY 34 AND FLEW WESTBOUND. APPROX. 1 HOUR LATER, AN EMERGENCY LOCATOR TRANSMISSION (ELT) SIGNAL WAS RECEIVED AND A SEARCH WAS INITIATED. THE AIRPLANE WAS LOCATED APPROX. 1 HOUR LATER. (-23)ON MARCH 22, 2001 AT APPROX. 1825 MDT, THE ROC NOTIFIED THE ROC NOTIFED THE FAA THAT A/C N5JV HAD NOT RETURNED FROM A FLIGHT. THE ROC CALLED BACK AT APPROX. 2130 AND REPORTED THAT THE A/C HAD CRASHED UNDER UNKNOWN CIRCUMSTANCES NORTH WEST OF THE OGDEN, UTAH HINCKLEY AIRPORT AND THE A/C WAS DESTROYED. THE ATP AND HIS COMMERCIAL CERTIFICATED STUDENT WERE BOTH FATALLY INJURED. DENVER NTSB JIM STRUHSAKER AND THE SLC FSDO WERE ON SCENE AT 1330 ON 3/23/01, THE A/C WAS RESTING ON ITS RIGHT SIDE, THE WRECKAGE WAS IN TACK WITH THE EXCEPTION THAT THE WEBER COUNTY SEARCH AND RESCUE HAD REMOVED THE LOWER LEFT WING FROM THE FUSELAGE IN ORDER TO REMOVE THE BACK SEAT OCCUPANT. THE FLIGHT CONTROLS APPEARED TO HAVE CONTINUITY. THE A/C CRASHED NOSE DOWN, THERE WAS AN ABUNDANT AMOUNT OF FUEL IN THE AREA WHERE THE ENGINE CAME TO REST. THE A/C WAS BEING OPERATED UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT. HILL AIRFORCE BASE RADAR INDICATED THE FLIGHT LASTED FOR 29 MINUTES FROM THE TIME OF DEPARTURE UNTIL THE CRASH. THE A/C DEPARTED OGDEN AIRPORT AT 1448 AND CRASHED 1517. 20010322005159I (-23) ON 3/22/01 FEDEX FLT 1630 DECLARED AN EMERGENCY AFTER THE B HYDRAULIC SYSTEM #2 PUMP LOW PRESSURE LIGHT ILLUMINATED, FOLLOWED BY INTERMITTANT #1 B PUMP. MAINTENANCE FOUND #1 B PUMP TO BE LEAKING. 20010322005229I (-23) THE NOSE LANDING GEAR COLLAPSED DURING THE T/O ROLL.THE COMMERCIALLY RATED CFI STUDENT IN THE RIGHT SEAT MOVED THE LANDING GEAR HANDLE TO THE UP POSITION WHILE THE A/C WAS STILL ON THE GROUND. THE COMMERCIALLY RATED INSTRUCTOR IMMEDIATELY LOWERED THE GEAR HANDLE. THE A/C CAME TO A STOP IN ABOUT 150 FEET FROM THE FIRST SIGNS OF PROPELLER STRIKE. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20010322006059A (.19) ON MARCH 22,2001, AT 1140 HOURS HAWAIIAN STANDARD TIME, AN AGUSTA A109A, N293G, MADE A HARD LANDING FROM A HOVER ON RUNWAY 27 AT THE PORT ALLEN AIRPORT, HANAPEPE, HAWAII. THE HELICOPTER WAS OPERATED BY NIHAU HELICOPTERS, INC. UNDER THE PROVISIONS OF 14 CFR PART 91 AS AN FAA PART 135.293 FLIGHT CHECK. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE. THE FAA INSPECTOR PROVIDING THE RECURRENT FLIGHT CHECK AND THE COMMERCIAL HELICOPTER PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA FLIGHT. THE FLIGHT DEPARTED ROBINSON RANCH, A PRIVATE HELIPAD, ABOUT 1120. THE FLIGHT WAS SCHEDULED TO TERMINATE AT THE SAME LOCATION. NO FLIGHT PLAN HAD BEEN FILED. A SAFETY BOARD INVESTIGATOR INTERVIEWED BOTH PILOTS. THE FAA CHECK AIRMAN REPORTED THAT HE HAD TOLD THE PILOT HE WOULD BE SIMULATING AN ANTI-TORQUE SYSTEM FAILURE OR A "STUCK PEDAL" SCENARIO. HE THEN DEPRESSED THE LEFT PEDAL ABOUT HALFWAY TOWARD THE STOP. AT THE DIRECTION OF THE CHECK AIRMAN, THE PILOT REMAINED ON THE CONTROLS AND CONTINUED IN THE TRAFFIC PATTERN FOR A VISUAL APPROACH TO RUNWAY 09. THE APPROACH PROGRESSED ROUTINELY UNTIL SHORT FINAL. AT THAT POINT, THE CHECK AIRMAN SAW THAT THE PILOT WAS TERMINATING THE APPROACH AT A HOVER. HE TOLD THE PILOT THAT IF HE MADE A SLIGHT POWER REDUCTION AND INCREASED THE PITCH ATTITUDE SLIGHTLY, THE HELICOPTER WOULD SETTLE ON THE RUNWAY. INSTEAD, THE PILOT PULLED BOTH THROTTLES BACK TO IDLE AND THIS PUT THE HELICOPTER IN A POSITION THAT REQUIRED THE EXECUTION OF A HOVERING AUTOROTAION. THE CHECK AIRMAN ESTIMATED THAT THE HELICOPTER WAS ABOUT 5 TO 6 FEET ABOVE THE RUNWAY. THE CHECK AIRMAN STATED THAT HE WAS NOT OVERLY CONCERNED BECAUSE HE BELIEVED THAT THE PILOT COULD SUCCESSFULLY PERFORM A HOVERING AUTOROTAION FROM THAT ALTITUDE. ONCE HE FELT THE PILOT'S FEET ON THE PEDALS, HE RELINQUISHED PEDAL CONTROL. HE ESTIMATED THAT THE NOSE OF THE HELICOPTER SPUN ABOUT 60 DEGREES TO THE LEFT AND STOPPED AS THE PILOT INITIATED THE AUTOROTAION. AS THE MANUEVER PROGRESSED THE CHECK AIRMAN THOUGHT THAT THE PILOT WAS ATTEMPTING TO PULL COLLECTIVE PITCH TOO SOON, AND THAT THE HELICOPTER WAS STILL SETTLING TOO FAST. HE SAID THAT HE DID NOT NOTICE ANY LATERAL DRIFT DURING THE FINAL DESCENT BUT THE HELICOPTER WAS STILL SETTLING TOO FAST. HE SAID THAT HE DID NOT NOTICE ANY LATERAL DRIFT DURING THE FIRST DESCENT BUT THE HELICOPTER BOUNCED BACK INTO THE AIR ABOUT 1.5 FEET. AS THE HELICOPTER TOUCHED DOWN THE SECOND TIME IT BEGAN A ROLL TO THE RIGHT. WITH NO POWER AVAILABLE TO CONTROL THE ROLL, THE HELICOPTER CAME TO REST ON ITS RIGHT SIDE. THE PILOT REPORTED THAT WHILE ON THE CROSSWIND LEG OF THE SECOND APPROACH THE CHECK AIRMAN SIMULATED A "STUCK PEDAL" WITH ABOUT 3 INCHES OF LEFT PEDAL DISPLACEMENT. ON FINAL HE WAS TOLD TO PICK A PLACE TO TERMINATE ADJACENT TO THE WINDSOCK. AS THE AIRSPEED SLOWED BEFOW 60 KNOTS, THE NOSE OF THE HELICOPTER MOVED TO THE LEFT ABOUT 10 TO 20 DEGREES, AND THE HELICOPTER BEGAN TO SLIP. AS HE REACHED THE PRESELECTED SPOT, THE CHECK AIRMAN TOLD HIM TO SLOW DOWN A LITTLE. THE PILOT TERMINATED THE APPROACH AT A 20-FOOT HOVER. AT THIS POINT HE SAID HE COULD FEEL THE CHECK AIRMAN PULLING UP ON THE COLLECTIVE AS HE WAS PUSHING DOWN. THE CHECK AIRMAN TOLD HIM TO PULL THE THROTTLES BACK AS THIS WOULD HELP THE HELICOPTER TO SETTLE. WHEN HE PULLED THE THROTTLES BACK, THE NOSE YAWED LEFT ABOUT 170 DEGREES. HE THEN ATTEMPTED TO EXECUTE A HOVERING AUTOROTAION AND ESTIMATED THEIR HEIGHT ABOVE THE RUNWAY TO BE ABOUT 10 FEET. HE ATTEMPTED TO LEVEL THE HELICOPTER. HE FURTHER STATED THAT HE DID NOT NOTICE ANY FOR, AFT, OR LATERAL MOVEMENT DURING THE MANUEVER. THE PILOT FELT THE HELICOPTER BOUNCE ONCE AND THEN BEGIN TO ROLL ONTO ITS RIGHT SIDE. THE PILOT SAID HE INTENDED TO DELAY HIS COLLECTIVE PULL UNTIL HE WAS CLOSER TO THE GROUND; HOWEVER, THE COLLECTIVE BEGAN COMING UP IN HIS HAND. HE SAID HE WAS NOT SURE IF THAT OCCURRED BECAUSE OF THE INPUT FROM THE CHECK AIRMAN. THE PILOT STATED THAT HE WAS NOT FAMILAR WIT 20010322006669I (-23)PILOT STATED HE WAS TOWING BANNERS AT 1000 FT WHEN ENGINE STOPPED. HE LANDED IN WATER. AIRCRAFT FLIPPED OVER, ENGINE INSPECTION SHOWS THE IDLE GEAR BOLTS CAME LOOSE IN ACCESSORY HOUSING. 20010322006699I (-23) THE PILOT WAS DISTRACTED DURING LANDING BY AVIONICS NOISE AND FAILED TO PUT THE LANDING GEAR DOWN. THE LANDING GEAR WARNING SYSTEM WAS INOPERATIVE AS THE PILOT/OWNER HAD REMOVED THE GEAR WARNING SWITCH. MINOR DAMAGE TO A/C. 20010322006819A (-23) THIS WAS AN AG TRAINING FLIGHT. THE STUDENT TURNED THE A/C TO THE RIGHT AND STRUCK THE GROUND WITH THE RIGHT WING TIP THEN OVER CORRECTED TO THE LEFT AND CRASHED. 20010322007809I (-23)ON MARCH 22, 2001 AT 0936 LOCAL TIME, A DEHAVILLAND DASH 8 SERIES 102 AIRCRAFT, BEARING REGISTRATION NUMBER N808EX, SERIAL NUMBER 229, OPERATING AS ALLEGHENY AIRLINES FLIGHT 3593 UNDER 14 CFR PART 121, WAS TRAVELING ENROUTE FROM BUFFALO, NY TO ALBANY, NY. ACCORDING TO THE FLIGHT CREW, THE AIRCRAFT WAS IN CRUISE FLIGHT WHEN THE EXTERIOR WINDSHIELD ON THE FIRST OFFICER'S SIDE CRACKED. THE AIRCRAFT DIRVERTED TO THE SYRACUSE INTERNATIONAL AIRPORT AND LANDED WITHOUT INCIDENT. ACCORDING TO ^PRIVACY DATA O^ THE ASSISTANT PRINCIPAL MAINTENANCE INSPECTOR (APMI), FOR ALLEGHENY AIRLINES, INC., MAINTENANCE PERSONNEL DETERMINED THE FAILURE INVOLVED THE WINDSHIELD HEAT SYSTEM. A SERVICE DIFFICULTY REPORT (SDR) WAS SUBMITTED, THE AIRCRAFT WAS REPAIRED AND RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010322008499I (-23)ON MARCH 22, 2001, N97187 WAS EXECUTING TOUCH AND GO LANDINGS AT TUCSON INTL AIRPORT. THE PILOT STATED THAT HE WAS DEMONSTRATING THE AIRCRAFT TO A PROSPECTIVE BUYER WHEN THEY EXPERIENCED A WIND SHEAR ON TAKE OFF. THE AIRCRAFT SETTLED BACK ON THE RUNWAY CAUSING DAMAGE TO THE LEFT MAIN GEAR. A SIGMET WAS ISSUED WITH A WIND SHEAR ADVISORY FOR THE AIRPORT AT THE TIME OF THE INCIDENT. THE PILOT WAS COUNSELED BY THIS OFFICE ABOUT THE HAZARDS OF FLIGHT DURING SIGMET ADVISORIES. 20010322009339I (-23)ON LANDING AT GREENVILLE (GMU) AIRPORT, RUNWAY ONE, THE NOSE GEAR SWIVEL FORK FAILED ON CONTACT WITH THE RUNWAY. THE NOSE GEAR WHEEL SEPARATED FROM THE AIRCRAFT. THE AIRCRAFT BECAME AIRBORNE AGAIN AND THEN MADE A NORMAL LANDING WITHOUT ANY FURTHER DAMAGE. THEIR WAS NO INJURY OR POST INCIDENT FIRE. THE PILOT REMOVED THE AIRCRAFT FROM THE RUNWAY TO THE PARKING AREA. 20010322009639I (-23)TAXIING TO RUNWAY 15L ON WA WHILE MAKING THE LEFT TURN FROM WA TO WC, THE LEFT MAIN GEAR DEPARTED THE HARD SURFACE ONTO THE GRASSY AREA ADJACENT TO THE TAXIWAY. 20010322013299I (-23) ON MARCH 22, 2001, AT 1500 CST, CESSNA 172S, N566SP, EXPERIENCED AN ABNORMAL IDLE MIXTURE RPM INCREASE DURING PRE-TAKEOFF CHECKS. THE AIRCRAFT IS OWNED BY LA. TECH UNIVERSITY. THE PILOT STATED THAT DURING THE PRE-TAKEOFF CHECK, THE ENGINE IDLE SPEED INDICATED 600 RPM AT THE HARD IDLE STOP POSITION, AND THE IDLE/MIXTURE LEANING CHECK RESULTED IN AN INCREASE OF 90 RPMS. DUE TO THE 90 RPM INCREASE, THE PILOT ABORTED TAKEOFF. ACCORDING TO THE LYCOMING IO-360 SERIES IDLE SPEED AND MIXTURE CHECK, AN INCREASE OF MORE THAN 50 RPM WHILE LEANING OUT THE MIXTURE INDICATES AN EXCESSIVE RICH IDLE MIXTURE. DUE TO THE ADDITIONAL OCCURRENCES (N980SP--FTW01LA062 AND N434SP--FTW01SA083) INVOLVING A RICH MIXTURE SETTING WITH THE LYC. IO-360 ENGINE, THE FUEL DISTRIBUTION SYSTEM WAS REMOVED FOR FURTHER EXAMINATION. 20010322028269I (-23) ON THURSDAY, MARCH 22, 2001 AT 2015 LOCAL, AN AMERICAN AIRLINES B-737-800, AT FLIGHT LEVEL 370, EXPERIENCED THREE LOUD STALLS FROM THE RIGHT HAND ENGINE. THE AUTO THROTTLE WAS DISCONNECTED AND THE ENGINE RAN OKAY FOR 10 MINUTES AND THEN STALLED TWICE MORE. THE AIRCRAFT DIVERTED FROM ITS PLANNED DESTINATION OF JFK AND LANDED AT BUF. THE RIGHT HAND ENGINE OPERATED NORMALLY DURING DESCENT AND LANDING. AALA MAINTENANCE ARRIVED AND REPLACED THE RIGHT HAND ENGINE. THE AIRCRAFT WAS FERRIED TO ORD AND LATER RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010322039679A (-23) TERRY MOXEY WAS GIVING FLIGHT INSTRUCTION. WHILE IN A X-WIND, LOST CONTROL AND CRASHED INTO TREES. 20010323003629I (-23) ON CLIMB NOSE GEAR WOULD NOT RETRACT, AND A/C RETURNED TO EWR. A/C WILL GEAR DOWN FERRY WITH SPEED RESTRICTIONS TO IND FOR REPAIR. 20010323003739I (-23) ON 3-23-01, CHQA FLIGHT 4322 DEPARTED PIT AND RETURNED TO LAND ON RUNWAY 32 AT PIT AFTER EXPERIENCING A HYDRAULIC PROBLEM. FURTHER INVESTIGATIONREVEALED THAT UPON GEAR RETRACTION THE HYDRAULIC FLUID CONTENTS WAS LOW. A BROKEN LANDING GEAR RETRACTION LINE, ON THE NOSE LANDING GEAR, WAS THE CAUSE OF THE LOW HYDRAULIC FLUID. THIS WAS REPORTED BY ^PRIVACY DA^ CHQA AIRLINES QUALITY ASSURANCE MANAGER. THIS HYDRAULIC LINE TO THE NOSE GEAR WAS REPLACED, AND THE AIRCRAFT WAS RETURNED TO SERVICE. THERE WERE NO INJURIES TO PASSENGERS. A/C TAXIED TO THE GATE WITHOUT INCIDENT. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010323004209I (-23) DURING PRACTICAL TOUCH AND GO LANDINGS, THE LEFT MAIN GEAR BUNGY FAILED CAUSING THE GEAR TO COLLAPSE, THE LEFT WING TIP CONTACTED THE GROUND AND THE A/C GROUND LOOPED. DAMAGE TO THE A/C WAS MINOR. 20010323004439A (-19)ON MARCH 23, 2001, ABOUT 1550 HOURS MOUNTAIN STANDARD TIME, A CESSNA 305A, N5188G, OWNED AND OPERATED BY THE FRONT SEATED PILOT, GROUND LOOPED DURING LANDING ROLLOUT ON RUNWAY 04 AT THE WINSLOW-LINDBERGH REGIONAL AIRPORT, WINSLOW, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. NEITHER THE FRONT SEATED PILOT NOR THE REAR SEATED CERTIFIED FLIGHT INSTRUCTOR WERE INJURED. THE INSTRUCTIONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND IT ORIGINATED FROM NEEDLES, CALIFORNIA, ABOUT 1.4 HOURS EARLIER. THE FLIGHT INSTRUCTOR (CFI) REPORTED THAT THE FRONT SEATED STUDENT HELD A PRIVATE PILOT CERTIFICATE, BUT HE HAD NOT RECEIVED AN ENDORSEMENT TO FLY CONVENTIONAL GEAR AIRPLANES. THE PRIVATE PILOT HAD JUST PURCHASED THE AIRPLANE, AND WAS IN THE PROCESS OF FLYING IT TO HIS ANNAPOLIS, MARYLAND, HOME WITH THE AID OF THE CFI. THE FLIGHT INSTRUCTOR REPORTED THAT THE PRIVATE PILOT'S LANDING WAS NORMAL. HOWEVER, WHEN THE PILOT APPLIED THE TOE BRAKES, HIS LEFT SHOE (SIZE 14) SLIPPED OFF THE PEDAL AND BECAME JAMMED NEXT TO THE CONSOLE. THE INSTRUCTOR STATED THAT HE YELLED AT THE PILOT TO RELEASE THE BRAKE, BUT TO NO AVAIL . AS THE AIRPLANE VEERED OFF THE RUNWAY AND CONTROL WAS LOST, THE RIGHT LANDING GEAR AXLE BROKE, AND THE RIGHT WING IMPACTED THE GROUND. (-23)PLEASE SEE PILOTS STATEMENT ENCLOSED. HE STATES THAT THE PRIVATE RATED(TAIL WHEEL STUDENT) IN THE FRONT SEAT WAS DRIFTING LEFT ON LANDING AT WINSLOW AND WHEN THE CFI WENT TO TAKE CONTROL, THE STUDENTS LEFT FOOT BECAME JAMMED BETWEEN TUBING ALONG THE LEFT FLOOR WELL AREA AND THE RUDDER PEDAL, NOT ALLOWING THE CFI TO RECOVER BEFORE THE AIRCRAFT GROUND LOOPED CAUSING SUBSTANTIAL DAMAGE TO THE RIGHT WINGTIP AND RIGHT MAIN WHEEL ASSEMBLY. (.4) THE STUDENT MADE A NORMAL LANDING WITH HIS CFI IN THE CONVENTIONAL GEAR AIRPLANE THAT THE STUDENT HAD RECENTLY PURCHASED. SECONDS AFTER TOUCHDOWN THE AIRPLANE STARTED TURNING SLOWLY TO THE LEFT. THE CFI APPLIED RUDDER PRESSURE FOR THE CORRECTION, BUT WAS UNABLE TO MOVE THE RIGHT RUDDER PEDAL MORE THAN 3 OR 4 INCHES. THE LEFT TURN CONTINUED, AND THE CFI SHOUTED FOR THE STUDENT TO "GET OFF THE CONTROLS." THE CFI REPORTED THAT HE PUSHED "VERY HARD" ON THE RIGHT RUDDER IN AN EFFORT TO STOP THE TURN TO THE LEFT. HOWEVER, THE RIGHT RUDDER WOULD NOT MOVE FARTHER REGARDLESS OF THE FORCE APPLIED. THE TURN TO THE LEFT CONTINUED TO ACCELERATE. DIRECTIONAL CONTROL WAS SUBSEQUENTLY LOST, AND AS THE AIRPLANE GROUND LOOPED THE RIGHT WING TIP TOUCHED THE GROUND AND THE RIGHT WHEEL SEPARATED FROM THE STRUT AT THE AXLE. THE INVESTIGATION REVEALED THAT THE STUDENT'S SHOE SIZE IS 14, HE WEIGHS ABOUT 250 POUNDS, AND HE IS 6 FEET 6 INCHES TALL. DURING ROLLOUT THE STUDENT'S LEFT FOOT HAD SLIPPED OFF THE RUDDER PEDAL. IT HAD BECOME JAMMED BETWEEN THE TOP PORTION OF THE PEDAL AND THE CONSOLE, THUS RESTRICTING THE PEDAL'S MOVEMENT. THIS CONTROL INTERFERENCE RESULTED IN THE CFI'S INABILITY TO TAKE CORRECTIVE ACTION TO PRECLUDE THE LOSS OF CONTROL. 20010323004699I (-23) PILOT FAILED TO LOWER LANDING GEAR ON LANDING AT KINGDON AIRPARK, LODI, CA. INTERVIEW AND PILOT'S STATEMENT REVEALED THAT ANOTHER A/C ENTERED THE PATTERN IN FRONT OF INCIDENT A/C, JUST PRIOR TO THE NORMAL POINT WHERE HE WOULD HAVE EXTENDED THE GEAR. PILOT STATED THAT HE WAS DISTRACTED BY THE OTHER A/C, HAVING TO MAKE THE DOWNWIND LEG TO 30 LONGER, ALLOWING SPACING AND TRACKING THE OTHER A/C. HE STATED THIS DISTRACTION CAUSED HIM TO FORGET TO LOWER THE LANDING GEAR. 20010323005669A (-23) WHILE IN CRUISE PILOT NOTICED PROPELLER NOT FUNCTIONING NORMAL. ALL OF A SUDDENT THE ENGINE OVERSPED. PILOT HEARD A THUD AND HE LANDED A/C ON WATER. AFTER LANDING PILOT SAW THAT THE PROPELLER WAS MISSING. WHEN THE PROPELLER CAME OFF IT CUT THROUGH THE TOP OF THE FUSELAGE AT THE MAIN BULKHEAD. 20010323005859A (.19) ON MARCH 23, 2001, AT 1450 CST, A CESSNA 152 AIRPLANE N5308M, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR ANTLERS, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY BOH AIR CORP., OF TULSA, OK, UNDER CONTRACT FOR THE OKLAHOMA FORESTRY SERVICE. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PUBLIC USE FLIGHT. THE FIRE SPOTTING FLIGHT ORIGINATED FROM RICHARD LLOYD JONES JR. AIRPORT, TULSA, OK AT 1130. WHILE PERFORMING FIRE SPOTTING DUTIES, THE PILOT REPORTED THAT HE WAS LOW ON FUEL TO THE OPERATOR. THE OPERATOR INSTRUCTED THE PILOT TO COMPLETE ANOTHER CIRCUIT BEFORE DEPARTING TO STAN STAMPER MUNICIPAL AIRPORT, HUGO, OK FOR FUEL. WHILE IN CRUISE FLIGHT, THE AIRPLANE EXPERIENCED A TOTAL LOSS OF ENGINE POWER. THE PILOT EXECUTED A FORCED LANDING TO AN UNIMPROVED, RUTTY, SERVICE ROAD. DURING THE LANDING ROLL, THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. (-23)ON MARCH 23, 2001, A CESSNA 152, N5308M, OWNED AND OPERATED BY BOH AIR CORP. WAS CONDUCTING A FIRE SPOTTING FLIGHT FOR THE FORESTRY SERVICE. THE PILOT STATED THAT HE HAD BEEN FLYING FOR THREE HOURS AND FIVE MINTUES AND HAD REPORTED TO THE GROUND CREW THAT HE WAS GOING TO HUGO, OK, TO FUEL UP. AS HE TURNED, THE AIRCRAFT ENGINE BEGAN RUNNING ROUGH AND THEN QUIT. THE PILOT FOUND A CLEARING TO ATTEMT A LANDING. DURING ROLL OUT, THE AIRCRAFT HIT ROUGH GROUND AND FLIPPED OVER, AHND CAME TO REST INVERTED ON A HEADING OF 220 DEGREES. THE PILOT HAD A SMALL ABRASION ON ONE KNEE. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE NOSE BROKE OUT OF THE ENGINE TRUSS, THE PROP WAS BENT, AND THE CARBURETOR WAS BROKEN OFF THE INDUCTION SUMP. THE LEFT WING WAS BUCKLED THREE FEET FROM THE FUSELAGE AND THE LEADING EDGES OF BOTH WINGS WERE DAMAGED FROM THE WING TIPS INBOARD ABOUT EIGHTEEN INCHES AND PUSHED BACK TO THE SPAR. THE TOP OF THE VERTICAL STABILIZER WAS BENT AND TOP OF THE RUDDER WAS DAMAGED. (.4) ON MARCH 23, 2001, AT 1450 CENTRAL STANDARD TIME, A CESSNA 152 AIRPLA NE, N5308M, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR ANTLERS, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY BOH AIR CORP., OF TULSA, OKLAHOMA, UNDER CONTRACT FOR THE OKLAHOMA FORESTRY SERVICE. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PUBLIC USE FLIGHT. THE FIRE SPOTTING FLIGHT ORIGINATED FROM RICHARD LLOYD JONES JR. AIRPORT, TULSA, OKLAHOMA, AT 1130. PRIOR TO THE FLIGHT, THE OPERATOR INFORMED THE PILOT THAT THE AIRPLANE WAS "FULL" AND THAT THE RIGHT FUEL TANK WAS FULL EVEN IF THE GAUGE SHOWED ONLY "HALF FULL." WHILE PERFORMING FIRE SPOTTING DUTIES, THE PILOT REPORTED TO THE OPERATOR THAT HE HAD "BEEN FLYING FOR THREE HOURS (AND THAT HE) WAS HEADED TO GET SOME FUEL." THE OPERATOR INSTRUCTED THE PILOT TO COMPLETE ANOTHER CIRCUIT BEFORE DEPARTING TO STAN STAMPER MUNICIPAL AIRPORT, HUGO, OKLAHOMA FOR FUEL. FIVE MINUTES LATER, THE PILOT CALLED THE OPERATOR "TO REMIND HIM THAT (HE) HAD BEEN FLYING FOR OVER THRE E HOURS, AND THAT (HE) WAS HEADED TO GET SOME (FUEL)." THE OPERATOR ACKNOWLEDGED AND TOLD THE PILOT TO REPORT WHEN HE WILL BE "BACK IN THE AIR." SUBSEQUENTLY, THE PILOT SET HIS GLOBAL POSITIONING SYSTEM (GPS) TO THE STAN STAMPER MUNICIPAL AIRPORT AND FIGURED OUT THAT IT WOULD TAKE HIM APPROXIMATELY TWENTY-FIVE MINUTES TO GET THERE. WHILE IN CRUISE FLIGHT, APPROXIMATELY EIGHT MINUTES BEFORE REACHIN 20010323006149A (-23) ON MARCH 23, 2001, AT APPROX. 1100 CST, THE PIC OF AVIAT-HUSKY AIRCRAFT, N304C, LOST CONTROL AND GROUNDLOOPED DURING THE LANDING SEQUENCE. THE A/C SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED THE RUNWAY COLLAPSING THE LEFT MAIN GEAR. THE LEFT WING IMPACTED THE GROUND AND BENT MIDWAY AT THE MAIN SPAR SECTION NEAR THE STRUT ATTACHMENT. MR. HUNTER THE PILOT AND SOLE OCCUPANT WAS NOT INJURED. VFR WEATHER CONDITIONS PREVAILED. 20010323007209A (-23)ON 3-23-01, PILOT ^PRIVACY DATA OMITTED^ AND PASSENGER ^PRIVACY DAT^, DEPARTED IN N2183Y, A BELL 206 L1, S/N 45639, OPERATED BY EMS AIR SERVICES, MERCY FLIGHT HELICOPTER. THE FLIGHT STARTED AT 1505 EST FROM CANANDAIGUA AIRPORT, D38, IN CANANDAIGUA, NY ENROUTE TO MARCELLUS AIRPORT, NK71, LOCATED IN MARCELLUS NY. AT APPROXIMATELY 1520 LOCAL, PILOT, RAYMOND K. DAUPHINAIS , HEARD A LOUND NOISE, LIKE A BANG, AND FELT THE AIRCRAFT YAW QUICKLY 2 TO 3 TIMES. HE REDUCED THE POWER AND HEADED TOWARDS A FIELD. DURING HIS DECENT HE DETERMINED THAT HE HAD A TAIL ROTOR FAILURE. THE FIELD THAT HE PICKED HAD SMALL TREES, APPROXIMATELY 2 INCHES IN DIAMETER. HE LEVELED OFF JUST ABOVE THE TREES. WHEN HE DID THIS, THE AIRCRAFT BEGAN TO ROTATE TO THE RIGHT; HE THEN ROLLED OFF THE POWER TO STOP THE SPINNING. THE AIRCRAFT STRUCK THE TREES AND CAME TO REST ON ITS LEFT SIDE IN A WET, MUDDY AREA. LOCATED 200 YARDS EAST OF BLACK BROOK RD, IN THE TOWN SHIP OF TYRE, NY IN SENECA COUNTY. THE PILOT WAS ABLE TO GET OUT OF THE AIRCRAFT, BUT THE PASSENGER WAS TRAPPED IN THE WRECKAGE. THE PILOT USED A CELL PHONE AND CALLED HIS OPERATIONS AT MERCY FLIGHT. RESCUE WORKERS REMOVED THE PASSENGER AND AIR LIFTED HIM TO STRONG MEMORIAL HOSPITAL IN ROCHESTER, NY. THE PILOT, ^PRIVACY DATA OMITTED^ SUFFERED A LACERATION TO THE FOREHEAD, LACERATION TO THE LEFT EAR WITH STITCHED AND MUSCLE STRAINS. PASSENGER ^PRIVACY DAT^, SUFFERED A BROKEN RIGHT THUMB, A BROKEN LEFT ARM, 2 BROKEN RIBS ON THE LEFT SIDE, A SCRATCH ON HIS LEFT EYE, BROKEN RIGHT CLAVICLE AND ABRASIONS TO HIS HEAD AND NECK. WHEN INSPECTORS TESSIER AND WILLIAMS EXAMINED THE WRECKAGE WE NOTED THAT THERE WAS NO ROTATIONAL DAMAGE TO THE TAIL ROTOR. A CLOSER LOOK REVEALED THAT IT APPEARED THAT THE BEARING HANGER THAT HOLDS ONE OF THE BEARINGS FOR THE TAIL ROTOR DRIVESHAFT HAD BROKE. THESE PARTS WERE REMOVED AND SENT TO THE NTSB FOR FURTHER EXAMINATION. WEATHER AT THAT TIME WAS, WIND 320 AT 12 KNOTS, VISIBILITY OF 10 MILES, FEW CLOUDS AT 3,500. TEMPERATURE OF 8 DEGREES CELSIUS AND ALTIMETER 29.62. 20010323007319A (-23)ON 3/03/2001, AT 1845 CDT, A CESSNA 172RG, N4823V, OWNED BY DAVID SCAOTT CANNON, ^PRIVACY DATA OMITTED^ IMPACTED A FENCE AND WATER DRAINAGE AFTER AN OFF AIRPORT LANDING DUE TO AN ENGINE FAILURE ON A PERSONAL FLIGHT. VFR FLIGHT CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED, BUT THE PILOT AND PASSENGER WERE NOT INJURED. THE PILOT HOLDS A COMMERCIAL PILOT CERTIFICATE. THE FLIGHT ORIGINATED AT NEACHAM AIRPORT, FORTH WORTH, TEXAS (FTW) ON 3/23/010 AT 1815 CDT. 20010323012929I (-23)THE AIRCRAFT PORPOISED DURING LANDING, STRIKING THE PROPELLER. THE STUDENT PILOT AND SOLE OCCUPANT, REPORTED NO INJURIES AND THE PROPELLER RECEIVED MINOR DAMAGE. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20010323014739A (-23) AT DEPARTURE TIME, RAMP PERSONNEL WERE NOT ABLE TO REMOVE RIGHTMAIN INBOARD WHEEL CHOCK. WITH TWO RAMP PERSONNEL DEPARTING THE AIRCRAFT (POWERBACK COORDINATOR, AND WING WALKER), THE POWERBACK COORDINATOR WAS TO HAVE THE AIRCRAFT POWER FORWARD, AND THE WING WALKER WAS TO REMOVE THE WHEEL CHOCK, THEN REPOSITION HIMSELF TO THE LEFT WING POSITION. AS THE WING WALKER WAS EXITING FROM UNDER THE AIRCRAFT, THE THRUST REVERSERS WERE DEPLOYED. THEREVERSE THRUST KNOCKED THE WING WALKER TO THE GROUND INJURING HIS LEFT KNEE. 20010323032499I (-23) A "BAG RUNNER", LOADING BAGS AT A DIFFERENT GATE, SAW THE AIRCRAFT PULLING INTO GATE 12 AND RAN OVER TO MARSHALL IN SWAA 1338. THE REGULAR "MARSHALER" THOUGHT THE FLIGHT TO BE DELAYED AND WENT ON ANOTHER ERRAND. AS THE AIRCRAFT APPROACHED THE GATE THE "BAG RUNNER'S" HANDS STILL INDICATED ABOUT TWO FEET TO GO BUT THE CAPTAIN SENSED HE WAS TOO FAR FORWARD AND STOPPED THE AIRCRAFT. THE RESULT WAS THE LEFT ENGINE COWL HIT THE JET-BRIDGE, CAUSING MINOR DAMAGE. THE AIRCRAFT WAS REMOVED FROM SERVICE BY MAINTENANCE, AND FERRIED TO PHX FOR REPAIR. 20010324004059A (-23)NO NARRATIVE 20010324005289I (-23) A/C MADE UNCOMMANDED RIGHT TURN AFTER NOSE WHEEL TOUCHDOWN. IMMEDIATE CAUSE UNKNOWN. A/C LEFT RUNWAY SURFACE. NO KNOWN INJURIES OR DAMAGE. ON MARCH 24, 2001, A EMB-145, S/N 145131, REGISTERED AS N19966, BEING OPERATED AS C2XA FLIGHT 4141, LANDED AT "PIT" AND WENT OFF THE RUNWAY AFTER TOUCHDOWN. THE PASSENGERS WERE DEPLANED VIA AIR STAIRS AND BUSSED TO THE RAMP. MAINTENANCE FOUND THAT THE NOSE STEERING MODULE WAS DEFECTIVE AND IT WAS REPLACED. ALL OPS CHECKS AND THE FLIGHT TEST SHOWED NO DISCREPANCIES. THE DISCREPANCY DID REAPPEAR ON FOLLOWING FLIGHTS. THIS IS BEING FOLLOWED UP BY THE CHDO'S ^PRIVACY DATA OMIT^. INVESTIGATION CLOSED AND FOLLOWED BY CHDO. 20010324006749I (-23) AN AMERICAN AIRLINES GROUND CREW PUSHED BAC A B757-223 A/C FROM GATE A-9 AT SAN JOSE INTERNATIONAL AIRPORT IN SAN JOSE, CA. WHILE ON TAXIWAY ZULU, THE GROUND CREW EXPERIENCED A COMMUNICATION EQUIPMENT MALFUNCTION. THE HEAD SET SYSTEM THAT ALLOWS THE TOW TUG DRIVER TO COMMUNICATE WITH THE CREWMEMBER IN THE COCKPIT WORKED ONLY INTERMITTENTLY. A SUPERVISOR WAS CALLED TO THE A/C AND TRIED TO CORRECT THE PROBLEM. THE SUPERVISOR DEPARTED THE A/C AND WALKED TO HIS TUG THAT HE HAD PARKED NEAR THE LANDING GEAR, ON THE STARBOARD (RIGHT) SIDE OF THE A/C. THE TUG TOWING THE A/C BEGAN TO MOVE THE A/C FORWARD WHEN THE STARBOARD ENGINE STRUCK THE SUPERVISORS TUG DRAGGING THE TUG APPROX. 41 FEET. NO INJURIES OCCURRED. THE A/C ENGINE MOUNTS WERE INSPECTED WITH NO DEFECTS NOTED. THE A/C WAS FERRIED TO FORT WORTH, TX FOR ADDITIONAL INSPECTION AND MAINTENANCE. CONTRIBUTING FACTORS: (1) THE TUG DRIVER TOWING THE A/C STATED THAT HE RELIED ON THE OTHER GROUND CREW MEMBERS TO TELL HIM IT WAS CLEAR, HOWEVER, IT WAS NOT CLEAR TO PROCEED FORWARD. (2) PARKING ANOTHER TUG IN AN UNSAFE AREA IN FRONT OF THE A/C, MALFUNCTIONING HEAD SET AND TOWING DURING DARKNESS. 20010324025159I (-23) ON MARCH 24, 2001 AN EXTRA EA-400 (N14EX) WAS ON A SALES DEMONSTRATION FLIGHT WITH AN ATP RATED PILOT AT THE CONTROLS. WHILE RETURNING BACK TO DEERVALLEY AIRPORT THE ENGINE EXPERIENCED A TOTAL POWER FAILURE. THE PILOT STATED THAT HE HAD NOTICED A TOTAL OIL PRESSURE DROP 30 SECONDS BEFORE THE ENGINE FAILED. THE PILOT LANDED THE AIRCRAFT ON A SERVICE ROAD NEXT TO INTERSTATE 17, 5 MILES FROM DVT. THE PILOT HAD DECIDED TO LAND THE AIRCRAFT GEAR UP BECAUSE THE NEED TO CLEAR A LINE OF TREES AND THERE WAS NO TIME TO LOWER THE LANDING GEAR. A REVIEW OF THE AIRCRAFT SHOWED THAT THERE WAS DAMAGE TO THE LOWER SURFACE AND ONE WING TIP CAUSED BY THE EMERGENCY LANDING. A PRELIMINARY INSPECTION OF THE AIRCRAFT AT THE CUTTER HANGER REVEALED THAT THE UPPER COWLING HAD A HOLE IN IT FROM THE PISTON COMING THRU THE ENGINE. THERE WAS VERY LITTLE OIL AT THE HOLE AND MUCH OF THE OIL HAD DEPARTED THE AIRCRAFT OUT THE BACK OF THE ENGINE AND BOTTOM OF AIRCRAFT. THE ENGINE WAS SENT TO WESTERN SKYWAYS IN MONTROS CO FOR TEAR DOWN. NO FAA PERSONNEL WERE PRESENT, HTE CONTINENTAL ENGINE REPRESENTATIVE AND PERSONS FOR THE INSURANCE AND SALE REPS WERE PRESENT. THE OIL FILTER HAD BEEN REMOVED PRIOR TO THE TEARDOWN. 20010325003729I (-23) ON 3-25-01, CHQA FLIGHT 4343, DEPARTED PIT AND RETURNED TO LAND ON RUNWAY 28L, AT PIT AFTER EXPERIENCING A HYDRAULIC FAILURE. FURTHER INVESTIGAITION REVEALED THAT THE RIGHT LANDING GEAR, DOWN LOCK SWIVEL, SHEARED ON THE RIGHT MAIN LANDING GEAR. THIS CAUSED THE LOSS OF HYDRAULIC FLUID AS REPORTED BY ^PRIVACY DA^ CHQA QUALITY ASSURANCE MANAGER. THIS SWIVEL WAS REPLACED AND A/C WAS RETURNED TO SERVICE. THERE WERE NO INJURIES TO PASSENGERS. AIRCRAFT WAS TOWED TO GATE. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010325005539A (.19) ON MARCH 25, 2001, AP APPROX. 1200 MST, A BELL UH-1H HELICOPTER, N56CF, WAS SUBSTANTIALLY DAAMGED WHEN IT COLLIDED WITH THE TERRAIN DURING AN EMERGENCY LANDING NEAR ZUNI, NM. THE COMMERCIAL PILOT AND SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS FERRY FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED FROM ALBUQUERQUE, NM AT APPROX. 1100. ACCORDING TO THE PILOT, HE NOTICED A HIGH ENGINE OIL TEMPERATURE. A FEW MOMENTS LATER, HE RECEIVED A REPORT FROM A PILOT IN A SECOND HELICOPTER TELLING HIM THAT HIS ENGINE WAS ON FIRE. THE PILOT SHUT-DOWN THE ENGINE, INTIATED AN AUTOROTATION, AND THE HELICOPTER IMPACTED THE GROUND HARD. THE FIRE STOPPED PRIOR TO LANDING. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE TO THE LANDING GEAR/SKIDS, BELLY AND FIRE DAMAGE TO THE ENGINE. (-23) ON MARCH 25, 2001, APPROX. 1200 MST, N56CF, A BELL UH-1H HELICOPTER, RECEIVED SUBSTANTIAL DAMAGE DURING AN EMERGENCY LANDING NEAR ZUNI, NM. THE PILOT WAS THE SOLE OCCUPANT AND RECEIVED NO INJURIES. ACCORDING TO THE PILOT, HE SAW AN INCREASE IN OIL TEMP, FOLLOWED BY THE PILOT FOLLOWED BY THE PILOT BEHIND HIM (IN ANOTHER A/C) REPORTING THAT N56CF'S ENGINE WAS ON FIRE THE PILOT SHUTDOWN THE ENGINE AND EXECUTED AN AUTOROTATION. THE A/C HIT THE GROUND HARD, DAMAGING THE SKIDS AN DBELLY. (.4) ON MARCH 25, 2001, AT APPROXIMATELY 1330 MOUNTAIN STANDARD TIME, A BELL UH-1H HELICOPTER, N56CF, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH THE TERRAIN DURING AN EMERGENCY LANDING NEAR ZUNI, NEW MEXICO. THE COMMERCIAL PILOT AND SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS FERRY FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED FROM DOUBLE EAGLE II AIRPORT, ALBUQUERQUE, NEW MEXICO, AT APPROXIMATELY 1230. ACCORDING TO THE PILOT, HE NOTICED AN ILLUMINATED MASTER CAUTION LIGHT AND HIGH ENGINE OIL TEMPERATURE. A FEW MOMENTS LATER, HE RECEIVED A REPORT FROM A PILOT IN A SECOND HELICOPTER TELLING HIM THAT HIS ENGINE WAS ON FIRE. THE PILOT THEN NOTICED AN ENGINE CHIP LIGHT. HE SHUT DOWN THE ENGINE AND "INITIATED AN AUTOROTATION." THE ENGINE SEIZED AT APPROXIMATELY 200 FEET ABOVE GROUND LEVEL (AGL) AND THE HELICOPTER HIT THE GROUND HARD. THE PILOT STATED THAT HE "ELECTED TO RUN THE A/C ON BECAUSE OF THE ALTITUDE (7,800') AND BEING DOWNWIND. THE LANDING WORKED OUT FINE UNTIL THE SKIDS GRABBED IN THE SOFT DIRT AND COLLAPSED." THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE TO THE SKIDS, BOTTOM OF FUSELAGE AND FIRE DAMAGE TO THE ENGINE. THE FIRE EXTINGUISHED PRIOR TO LANDING. AN EXAMINATION OF THE ENGINE AT A HELICOPTER REPAIR STATION IN REDDING, CALIFORNIA, IDENTIFIED THAT THE "ENGINE'S NUMBER THREE AND FOUR BEARING PACK SEAL HAD FAILED." THE FAILURE RESULTED IN "HIGH ENGINE OIL TEMPERATURE, WHICH LED TO THE ENGINE FIRE AND SUBSEQUENT FAILURE OF THE ENGINE." 20010325006339I (-23) THE A/C WAS PERFORMING SLOW FLIGHT AND RECOVERY PRACTICE MANUEVERS, WHEN THE PILOT NOTICED THAT THE CONTROL WHEEL REQUIRED SIGNIFICANT FORWARD PRESSURE TO MAINTAIN LEVEL FLIGHT. THE A/C WANTED TO PITCH UP AND THE ELECTRIC TRIM HAD NO EFFECT. THE PILOT TURNED OFF THE ELECTRIC TRIM AND PULLED THE AUTO PILOT CIRCUIT BREAKER, AND ATTEMPTED TO MOVE THE MANUAL TRIM WHEEL WHICH WAS STUCK IN THE FULL AFT POSITION. THE A/C LANDED UNEVENTFULLY AT BED. INVESTIGATION REVEALED THAT THE TRIM CABLE JACKSCREW STOP PIN WAS NOT CONTACTING THE TRIM DRUM BEFORE THE TURNBUCKLE FERRULE REACHED THE AFT PULLEY AT STATION 228.3. THIS CONDITION CAUSED THE TURNBUCKLE FERRULE TO WEDGE BETWEEN THE PULLEY AND CABLE GUARD, PREVENTING THE CABLE FROM MOVING, WHEN FULL AFT TRIM WAS APPLIED. THE STABILATOR TRIM SYSTEM WAS RE-RIGGED IN ACCORDANCE WITH THE MAINTENANCE MANUAL AND FUNCTIONALLY CHECKED OK. 20010325006529I (-23) DURING CRUISE FLIGHT THE A/C ELECTRICAL SYSTEM FAILED CAUSING LOSS OF RADIO NAVIGATION AND COMMUNICATION. THE PILOT DIVERTED TO ROSEBURG AIRPORT AND LANDED AFTER LOWERING THE LANDING GEAR MANUALLY. ON ROLLOUT THE A/C STARTED TO TURN TO THE LEFT AS THE LEFT GEAR BEGAN TO COLLAPSE. THE A/C CAME TO REST ONE HUNDRED FIFTY FEET OFF THE RUNWAY IN THE GRASS. DAMAGE WAS MINOR TO THE WING TIP AND LEFT GEAR. POST INCIDENT INVESTIGAITON FOUND THE BATTERY CONNECTOR LOOSE. 20010325006549I (-23) A/C LANDED WITH THREE GREEN LIGHTS ON. AS NOSE WHEEL WAS LOWERED TO RUNWAY THE GEAR COLLAPSED. MINOR DAMAGE TO UNDERSIDE OF NOSE SECTION. WHEN THE TAIL OF A/C WAS PULLED DOWN, THE NOSE LANDING GEAR CAME DOWN AND LOCKED. 20010325007189A (-23)ON 3/25/2001, AT 1135 AM CDT, A GYROCOPTER, N121CC, OWNED BY CARTERCOPTERS LLC, 5720 SEYMOUR WAY, WICHITA FALLS, TEXAS 76310 LOST DIRCTIONAL CONTROL DURING TAKE-OFF ON A AIRCRAFT CERTIFICATION TEST FLIGHT. THE MAIN ROTOR IMPACTED THE VERTICAL STABILIZER DUE TO EXCESSIVE BLADE FLAP CAUSED BY INADEQUATE ROTOR PRESPIN. VFR FLIGHT CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE VFR FLIGHT. THE AIRCRAFT HAS SUBSTANTIAL DAMAGE, AND THE PILOT AND PASSENGER WERE NOT INJURED. THE PILOT HOLDS A COMMERICAL PILOTS CERTIFICATE. THE FLIGHT ORIGINATED AT OLNEY, TEXAS (ONY) ON 3/25/04 1134AM CDT. 20010325007449I (-23)STUDENT PILOT ON AUTHORIZED SOLO CROSS COUNTRY TOUCHED DOWN NEAR THRESHOLD OF RUNWAY 27 CDW,PORPOISED THE LENGTH OF THE RUNWAY UNTIL NOISE GEAR SHEARED OFF NEAR THE END OF THE RUNWAY. AIRCRAFT CAME TO REST ABOUT 75 FEET BEYOND END OF PAVEMENT. 20010325007739I (-23)AIRCRAFT DEPARTED DALLAS, TX, ENROUTE TO OMAHA, NEBRASKA, WHEN THE MANIFOLD PRESSURE DROPPED DOWN 3 PSI AND THE OIL PRESSURE DROPPED TO ZERO. THE PILOT DECLARED AN EMERGENCY, CALLED CENTER AND ASKED FOR THE CLOSEST AIRPORT. THEY DIRECTED HIM TO THE SHAWNEE, OK, AIRPORT. THE AIRCRAFT LANDED WITHOUT INCIDENT. THE AIRCRAFT HAD OIL ALL OVER THE BOTTOM OF THE FUSELAGE AND THEIR WAS NOT ANY OIL SHOWING ON THE OIL DIP STICK. 20010325008709I (-23)PILOT INADVERTENTLY TAXIED OFF TAXIWAY AND SUNK INTO THE GRASS BY MISIDENTIFYING THE BLUE TAXI LIGHTS AT A CONFUSING INTERSECTION. SINCE NO DAMAGE OR INJURIES OCCURRED, THE CASE HAS BEEN ACCEPTED FOR HANDLING UNDER THE SOUTHWEST AIRLINES ASAP PROGRAM. 20010326004709I (-23) SHORTLY AFTER TAKE OFF FROM SAN JOSE, CA. AIRPORT (SJC) AND UP ABOUT 5000 FEET, BOTH THE PILOT AND COPILOT NOTICED AN UNDETERMINED VIBRATION COMING FROM THE LEFT SIDE OF THE A/C BEHIND THE PILOT. BOTH PILOT AND COPILOT MADE THE DECISION TO RETURN TO SAN JOSE FOR FURTHER INVESTIGATION OF THE VIBRATION. AFTER MAKING AN UNEVENTFUL LANDING BACK AT SAN JOSE AIRPORT, THE PILOT NOTED THAT A SIMILAR INDICATION HAD BEEN NOTED DURING A LANDING TWO DAYS EARLIER. THIS ENTRY WAS MADE AS INFORMATION ONLY. AMERICA WEST AIRLINE MECHANICS TRIED TO DUPLICATE THE VIBRATION BY RUNNING THE A/C ON THE GROUND, HOWEVER, THEY WERE UNSUCCESSFUL. AMERICA WEST AIRLINES STATION MANAGER MADE THE DECISION TO TAKE THE A/C OUT OF SERVICE AT THSI TIME. A DECISION WAS MADE TO SEND BACK TO THEIR HOME BASE STATION FOR A TEAM OF TROUBLESHOOTING MECHANICS WHO WERE MORE EXPERIENCED IN LOCATING SUCH PROBLEMS. 20010326005009I (-23) DURING CLIMBOUT FROM EVV AT 12,500 FEET THE PILOT NOTICED HE COULD NOT CONTROL THE RIGHT ENGINE WITH THE POWER LEVER. THE ENGINE SHUT DOWN AND THE TORQUE WAS REPORTED TO BE AT 1600 FT LBS AND THE PROPELLER SPEED TO BE AT 2200 RPM. NO OTHER ENGINE INDICATIONS WERE REPORTED. THE OUTSIDE AIR TEMPERATURE WAS -12 DEGREES C AND THE BAROMETRIC PRESSURE WAS 30.27. 20010326007609I (-23)ON MONDAY MARCH 26, 2001, AT 1110 AM LOCAL TIME, A JETSTREAM 4101 AIRCRAFT, BEARING REGISTRATION NUMBER N555HK, OPERATING UNDER 14 CFR PART 121 AS TRANS STATES AIRLINES, INC FLIGHT 5356, LANDED ON RUNWAY 04 AT THE ROCHESTER INTERNATIONAL AIRPORT. ACCORDING TO THE FLIGHT CREW, AS THE AIRCRAFT DECELERATED THROUGH 70 KNOTS THE LEFT BRAKE LOCKED UP. THE CREW MAINTAINED DIRECTIONAL CONTROL AND THE AIRCRAFT CAME TO REST ON THE RUNWAY. THE CREW THEN TAXIED THE AIRCRAFT OFF THE RUNWAY WHERE THE LEFT BRAKE AGAIN LOCKED UP. CONTRACT MAINTENANCE PERSONNEL DISCONNECTED THE BRAKE LINES AND THE AIRCRAFT WAS TOWED TO THE RAMP. TRANS STATES AIRLINES, INC MAINTENANCE PERSONNEL ARRIVED ON SCENE AND DETERINED THE MALFUNCTION INVOLVED THE ANTI SKID SYSTEM. THE SYSTEM WAS DEFERRED IN ACCORDANCE WITH THE TRANS STATES AIRLINES, INC. MINIMUM EQUIPMENT LIST. THE AIRCRAFT WAS FLOWN TO A MAINTENANCE BASE IN NEWARK WHERE REPAIRS WERE ACCOMPLISHED. THIS INCIDENT IS CLOSED. 20010326007619I (-23)ON MONDAY, MARCH 26, 2001, A BOEING 757, N560UA, FLIGHT 1220 OPERATED BY UNITED AIRLINES, INC., DURING CRUISE FLIGHT TO BOSTON, MA, DIVERTED AND LANDED AT SYRACUSE HANCOCK INTERNATIONAL AIRPORT DUE TO A SMOKE INDICATION IN THE AFT CABIN. A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT. FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES AND THE AIRCRAFT TAXIED TO THE GATE WITHOUT INCIDENT. THE AIRCRAFT MECHANIC FOUND GLYCOL IN THE ENGINE INLET OF THE LEFT HEAT EXCHANGER. THEY CLEANED THE INLET, PERFORMED AN OPERATIONAL CHECK OF THE SYSTEM AND COULD NOT DUPLICATE THE PROBLEM ON THE GROUND. THE AIRCRAFT WAS RELEASED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010326007999A (-23)PILOT DEPARTED APA ON AN IFR FLIGHT PLAN TO SANTA MONICA MUNICIPAL AIRPORT (SMO). VISIBILITY WAS SIGNIFICANTLY RESTRICTED (IMC), SO APA ATCT PERSONNEL WAS UNABLE TO OBSERVE THE DEPARTURE. SHORTLY AFTER BEING HANDED OFF TO DENVER DEPARTURE CONTROL, RADAR AND RADIO COMMUNICATIONS WERE LOST. PRELIMINARY RADAR DATA SHOWS THE AIRPLANE IN A CLIMBING--THEN DESCENDING--LEFT TURN AFTER DEPARTURE. THE AIRCRAFT CRASHED ON THE APA AIRPORT PROPERTY NEAR, AND EAST OF, THE DEPARTURE RUNWAY AND WAS DESTROYED. 20010326010349I (-23)PILOT STATED THAT AFTER TOUCH DOWN A DEER RAN ACROSS THE RUNWAY AND BARELY BRUSHED THE NOSE GEAR BEFORE CONTACTING THE LEFT PROPELLER. THE LEFT PROP WAS BENT AFT ONE TO TWO INCHES ON ONE BLADE SIX INCHES FROM THE END. DAMAGE WAS LIMITED TO THE PROPELLER AND THE MANUFACTURES GUIDANCE IS BEING SOUGHT FOR CORRECTIVE ACTION. 20010326017539I (-23) ON 26 MARCH 2001 AT 10:57 EASTERN STANDARD TIME, MR. MARK S. HAWKS, HOLDER OF STUDENT PILOT CERTIFICATE NUMBER 1693310, WAS FLYING A CESSNA 152, N5172B AT THE KISSIMMEE MUNICIPAL AIRPORT, KISSIMMEE, FLORIDA. MR. HAWKS WAS FLYING ON HIS THIRD SOLO FLIGHT PRACTICING IN THE AIRPORT TRAFFIC PATTERN. MR. HAWKS WAS EXECUTING A LANDING TO A FULL STOP WHEN THE AIR TRAFFIC CONTROL TOWER CONTROLLER INSTRUCTED HIM TO EXPEDITE HIS DEPARTURE OF THE RUNWAY AFTER LANDING. MR. HAWKS ATTEMPTED TO EXIT THE RUNWAY AS INSTRUCTED WITH TOO MUCH SPEED. THIS RESULTED IN LOSS OF CONTROL CAUSING THE LEFT LEADING EDGE OF THE WING TO STRIKE A RUNWAY SIGN. THE AIRCRAFT SUSTAINED SUPERFICIAL DAMAGE WITH NO INJURY TO THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. MR. HAWKS WAS COUNSELLED BY HIS FLIGHT INSTRUCTOR, MR. JOSE R. ALONSO, HOLDER OF PILOT CERTIFICATE NUMBER 596147762. MR. ALONSO WILL CONDUCT LEAST TWO HOURS OF DUAL INSTRUCTION BEFORE ALLOWING MR. HAWKS TO CONDUCT FURTHER SOLO FLIGHT OPERATIONS. 20010327004409I (-23) PILOT DEPARTED WILMINGTON, NC(ILM) AT APPROXIMATELY 12:30 EST, HAVING FILED AN IFR FLIGHT PLAN TO CALDWELL, NC(CDW). NORMAL TAKEOFF AND CRUISE FLIGHT ATTAINED. APPROX. 1 HOUR INTO FLIGHT (13:40 EST) A SIGNIFICANT CHANGE IN ENGINE NOISE LEVEL OCCURRED WITH ALL ENGINE INSTRUMENTS INDICATING COMPLETE POWER LOSS. PILOT ADVISED NORFOLK CENTER ATC THAT ENGINE POWER WAS LOST. CENTER ADVISED ELIZABETH CITY, NC(ECG) AIRPORT 15 MILES EAST OF POSITION. NORFOLK CENTER HANDED OFF TO ECG TOWER AND WAS ADVISED BY PILOT THAT HE WOULD NOT MAKE THE AIRPORT. A/C LANDED GEAR UP IN A PLOWED FIELD WITH MINOR DAMAGE TO THE A/C. EVIDENCE OF FUEL WAS CONFIRMED BY WITNESSES ON SCENE SHORTLY AFTER LANDING. FUEL STATUS WAS CONFIRMED DURING INVESTIGATION. ON SITEINVESTIGATION REVEALED THE FUEL CONTROL MIXTURE CABLE HAD FAILED AT THE CABLE/ROD CONNECTION. SEVERE INTERNAL CORROSION WAS FOUND INSIDE THE HOUSING. 20010327005079I (-23) THE STUDENT WAS ON HIS FINAL CROSS COUNTRY FLIGHT TO BLOOMINGTON, IN.THE TRAFFIC PATTERN AND FINAL APPROACH WAS NORMAL. THE PILOT FLARED AND TOUCHED THE MAIN GEAR FIRST ON RUNWAY 35 AT BMG. THE NOSE GEAR SETTLED ONTO THE RUNWAY, THE PILOT REACHED FOR THE BRAKE HANDLE WHEN THE NOSE SETTLED LOWER THAN NORMAL AND THE PROPELLER STRUCK THE GROUND. THE PILOT STATED ALL FLIGHT CONTROLS AND ENGINE CONTROLS WERE NORMAL. THE APPROACH AND LANDING, AS DESCRIBED BY THE PILOT WAS CONFIRMED BY THE TOWER CONTROLLER ON DUTY AT THE TIME OF THE INCIDENT. THE NOSE GEAR INNER LOWER TUBE BROKE. INVESTIGATION REVEALED A POSSIBLE PRE-EXISTING CRACK RESULTING IN NOSE GEAR COLLAPSE. 20010327005629A (-23) ^PRIVACY DATA ^ WAS TAKING OFF ON RUNWAY 23 FROM INTERSECTION OF "D" TAXIWAY (APPROX. 3500' REMAINING). WIND WAS STEADY AT 160 DEGREES AND NINE KNOTS (AWOS REPORT). THE A/C WAS ALIGNED WITH THE CENTERLINE AND FULL POWERWAS APPLIED. AS THE A/C PROGRESSED FORWARD ON THE TAKEOFF ROLL, THE TAIL WAS RAISED AND THE AIRPLANE STARTED WEATHER VANING INTO THE LEFT CROSSWIND. ^PRIVACY DATA ^ STATES THAT HE "TRIED TO KEEP STRONG LEFT RUDDER". DIRECTIONAL CONTROL WAS DIMINISHING RAPIDLY AND THE TAKEOFF WAS ABORTED. HEAVY BRAKING WAS APPLIED AND THE A/C PITCHED FORWARD ONTO ITS NOSE AND LEFT WING. THE AIRPLANE CAME TO REST ON THE RUNWAY IN A THREE POINT ATTITUDE (NOSE AND TWO MAIN WHEELS). 20010327005979I (-23) BOTH PILOT AND INSTRUCTOR ADMITTED THAT THEY WERE DISTRACTED BY PATTERN TRAFFIC AND FORGOT TO LOWER THE LANDING GEAR. 20010327005989I (-23) STUDENT PILOT STRUCK PROPELLOR AGAINST SURFACE DURING LANDING. AFTER INVESTIGATION AND DISCUSSION WITH STUDENT AND INSTRUCTOR IT WAS DETERMINED THAT COUNSELING AND SURVEILLANCE OF INSTRUCTOR WOULD BE APPROPRIATE IN ACCORDANCE WITH FSGA 00-02. 20010327006359I (-23) DURING LANDING PILOT HEARD A LOUD BANG JUST AFTER TOUCH DOWN, A/C SETTLED ON THE LEFT WING TIP. THE LEFT MAIN GEAR AND STRUT WERE FOUND ABOUT 500' BEHIND THE A/C. INSPECTION BY AN IA MECHANIC AND SEVERAL AIRWORTHINESS INSPECTORS REVEALED THAT THE WELD AT THE LEFT MAIN GEAR STRUT ATTACH POINT APPEARS TO BE "A COLD WELD" AND THAT THERE WAS "MINIMAL PENETRATION" AT THE WELD SITE. 20010327006859A (-23) FLIGHT INSTRUCTOR VOGEL WAS TEACHING SHORT FIELD LANDINGS TO MR. WIEBE IN PREPARATION FOR WIEBE'S COMMERCIAL PILOT FLIGHT TEST. AFTER A NUMBER OF PRACTICE LANDINGS AT FTG, THE PILOTS LANDED THE AIRCRAFT WITH THE LANDING GEAR RETRACTED. THE AIRCRAFT CAUGHT FIRE IMMEDIATELY AFTER LANDING, THE OCCUPANTS EXITED THE AIRCRAFT, AND THE AIRCRAFT BURNED ON THE RUNWAY. FLIGHT INSTRUCTOR VOGEL ADMITTED THAT HE FORGOT TO LOWER THE LANDING GEAR. PILOT WIEBE STATED THAT THE BEFORE-LANDING CHECK LIST WAS NOT USED IN THE TRAFFIC PATTERN PRIOR TO THE GEAR-UP LANDING. 20010327006999I (-23)NO NARRATIVE GIVEN. 20010327008409I (-23)ON MARCH 27, 2001, AT 1015 EST, WHILE DESCENDING THROUGH 3,000 FEET, THE MAIN CABIN DOOR OPENDED WHILE APPROACHING TO LAND AT RICHMOND INTERNATIONAL AIRPORT (RIC). THE AIRCRAFT LANDED SAFELY ON RUNWAY 34 WITHOUT FURTHER INCIDENT. FURTHER INVESTIGATION REVEALED TWO (2) FAILED MICRO SWITCHES IN THE MAIN CABIN DOOR, ONE FOR THE LATCH PIN THE OTHER FOR THE LATCH HANDLE. A LOCK OF LUBRICATION WAS ALSO NOTED WHICH MADE THE OPERATION OF THE LATCHING HANDLE HARD TO OPERATE, WHICH MAY HAVE CAUSED THE LATCHING PIN NOT TO ENGAGE PROPERLY. IT WAS NOTED THAT ONE LATCHING CAM ASSEMBLY WAS NOT PROPERLY ALIGNED WITH THE LOCKED ALIGNMENT SIGHT GAUGE. 20010327008829A (-23)SEE ATTACHED SHEET 20010327009269I (-23)^PRIVACY D^ WAS TOWING A BANNER OVER THE BEACH, IN THE VICINITY OF ORMOND BEACH, FLORIDA, AT AN ALTITUDE OF APPROXIMATELY 400 FEET AGL. WHILE FLYING SOUTHBOUND HE LOST APPROXIMATELY 100 TO 200 ENGINE RPM. HE WAS ABLE TO MAINTAIN HIS ALTITUDE AND TURNED NORTHBOUND WHICH WAS INTO THE WIND. HE THEN LOST ANOTHER 400 RPM AND STARTED DESCENDING DOWN TO APPROXIMATELY 100 FEET AGL. HE DISCONNECTED THE BANNER AND CLIMBED UP ABOUT A 100 FEET WHEN THE ENGINE FAILED COMPLETELY. ENGINE RPM WAS AT ABOUT 1600 RPM WHEN IT COMPLETELY FAILED. ^PRIVACY D^ LANDED ALONG THE BEACH IN ABOUT 2 FEET OF WATER. HE ELECTED NOT TO LAND ON THE BEACH SAND DUE TO PEOPLE LOCATED IN THAT AREA. FAA INSPECTION FOUND #4 PISTON ROD DETACHED FROM ENGINE CRANKCASE AND CRANKCASE CRACKED ABOVE PISTON ROD. THE #4 ROD BEARING WAS DISTORTED AND OVERHEATED. 20010327010369I (-23)THE FLIGHT DEPARTED MCALLEN, TEXAS (MFE) ENROUTE TO MONTGOMERY, ALABAMA (MGM) WITH FULL FUEL. PILOT STATED THAT HE HAD DEPLETED THE AUX TANKS AND WAS RUNNING ON MAIN TANKS WHEN HE NOTICED THE LEFT MAIN FUEL TANK HAD 3/4 AND THE RIGHT TANK WAS NEAR EMPTY. THE PILOT STATED THAT HE WAS OVER MONROEVILLE ALABAMA (MVC) WHEN HE ELECTED TO RUN IN CROSSFEED TO EVEN OUT THE FUEL. THE PILOT STATED THAT EVERYTHING WAS NORMAL UNTIL SHORT FINAL AT (MGM) WHEN BOTH ENGINES QUIT AT THE SAME TIME. THE PILOT STATED THAT HE DID NOT BELIEVE HE WOULD MAKE THE RUNWAY WITH THE LANDING GEAR DOWN SO HE ELECTED TO RAISE THE GEAR AND FEATHER THE PROPS. THE AIRPLANE LANDED GEAR UP, VERY NEAR THE BEGINNING OF THE RUNWAY, WITH NO INJURIES AND VERY LITTLE DAMAGETO THE AIRCRAFT. POST FLIGHT INSPECTION REVEALED THE LEFT FUEL BLADDER WAS SUCKED UP TO THE FUEL CAP, CAUSING THE FUEL FLOAT TO GIVE A FALSE INDICATION. THIS WAS CAUSED BY A CLOGGED FUEL VENT. THIS ALSO CAUSED FUEL TO BE TRAPPED AWAY FROM THE FUEL PICKUP. PREFLIGHT AND POST FLIGHT PLANNING INDICATED THAT THERE SHOULD HEVE BEEN ADEQUATE FUEL TO REACH DESTINATION AND AN ALTERNATE EVEN THOUGH ALTERNATE WAS NOT REQUIRED. 20010328004379I (-23) PILOT WAS FLYING A YAK-52, N52YB, STATED THAT SHE PUT THE GEAR DOWN ON DOWN WIND ABEAM OF RUNWAY 30 AT TAUNTON AIRPORT. OF FINAL APPROACH TO RUNWAY 30, AS THE A/C WAS TOUCHING DOWN THE PILOT WAS ALERTED ON THE UNICOM FREQUENCY THAT THE GEAR WAS NOT DOWN. THE PILOT ATTEMPTED TO ADD POWER BUT THE A/C ALREADY TOUCHED DOWN. THE PILOT REALIZING THAT THE A/C WAS ON THE GROUND RETRACTED THE POWER AND ATTEMPTED TO MAINTAIN CONTROL OF THE AIRPLANE. THE A/C SLID FOR 1,300 FEET AND CAME TO REST IN THE SOD AREA PARALLEL TO THE RUNWAY. THE A/C RECEIVED MINOR DAMAGE. 20010328004389I (-23) INCIDENT #ALO12001011 PILOT REPORTED LEFT ENGINE FAILURE SHORTLY AFTER ROTATION ON DEPARTURE FROM RALPH M. CALHOUN MEMORIAL AIRPORT. RETURNED TO TANANA AND LANDED WITHOUT INCIDENT. MECHANICS AND REPLACEMENT ENGINE WERE DISPATCHED FROM FAIRBANKS TO TANANA. ENGINE HAS BEEN REPLACED AND A/C WILL RETURN TO FAIRBANKS ON FERRY PERMIT. INITIAL INSPECTION OF ENGINE AT TANANA INDICATED POSSIBLE FAILURE OF CAMSHAFT. ENGINE WILL BE DISASSEMBLED AND INSPECTED UPON ITS RETURN TO FRONTIER'S MAINTENANCE FACILITY IN FAIRBANKS. 20010328004719I (-23) PILOT FORGOT TO LOWER THE LANDING GEAR. CONFUSED THE GEAR WARNING HORN WITH THE MARKER BEACON AUDIO. 20010328005129I (-23) THIS INDIVIDUAL WAS PERFORMING TAKEOFF AND LANDING MANUEVERS AND AFTER LANDING HE NOTICED THAT THE A/C STARTED PULLING TO THE RIGHT. THE A/C WAS TRAVELING AT ABOUT 20 KNOTS THE LEFT MAIN TIRE COVER STRUCK AND DESTROYED ONE OF THE RUNWAY LIGHTS. THE A/C THEN CAME TO REST IN THE SOFT SHOULDER OF RUNWAY. THE PILOT STATED THAT HE WAS ABLE TO USE THE A/C POWER TO TAXI BACK TO THE HANGER, WITH NO NOTICEABLE PULL IN EITHER DIRECTION OF THE NOSIE WHEEL. AFTER MY INSPECTION OF THE A/C THE ONLY DAMAGE WAS TO THE LEFT MAIN WHELL COVER. 20010328005499I (-23) ON MARCH 28, 2001, AT APPROX. 1040 AM, UNITED AIRLINES FLIGHT 100 ENROUTE TO MCO, RETURNED TO LAX DUE TO PRESSURIZATION PROBLEMS. A/C LANDED WITH O2 MASKS DEPLOYED AND PASSENGER INJURIES WHICH CONSISTED OF NOSE BLEEDS AND EAR PROBLEMS. CREW REPORTED THEY HAD NO ECAM INDICATION AND THAT THE PRESS PAGE INDICAIONS APPEARED FROZEN. UPON INSPECTION AT THE GATE, MAINTENANCE FOUND THE PRESSURE PORT DUST CAP INSTALLED ON BOTH PRESSURIZATION CONTROLLERS. THE CONTROLLERS WERE REPLACED DURING THE OVERNIGHT WORK PERFORMED AT LAX OER JOB CARD 403750, A/C CABIN PRESSURE CONTROLLER UPGRADE.^PRIVACY DATA OMITTED^ 20010328006029A (-23) A/C CRASHED ABOUT 1500 FEET SHORT OF AND SLIGHTLY TO THE RIGHT OF THE CENTERLINE OF RUNWAY 32R AT MIC DURING A CIRCING MANUEVER TO THAT RUNWAY FOLLOWING THE COMPLETION OF THE MIC VOR A APPROACH. THE MIC SPECI ISSUED 13 MINUTES PRIOR TO THE CRASH STATED 3/4 MILE VISIBILITY. PRIOR TO STARTING THE CIRCLING MANUEVER THE PILOT WAS INFORMED THAT THE VISIBILITY WAS 3/4 TO 1/2 MILES. LANDING MINIMUMS FOR THIS APPROACH IS 1 MILE. A/C WAS OBSERVED TO BE IN A STEEP BANK ANGLE (70 DEGREES) DURING THE CIRCLING MANUEVER. (.19)ON MARCH 28, 2001, AT 1645 CENTRAL STANDARD TIME, A CESSNA 414, N8247Q, PILOTED BY AN AIRLINE TRANSPORT PILOT, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED THE GROUND WHILE ATTEMPTING TO LAND ON RUNWAY 32R AT THE CRYSTAL AIRPORT, MINNEAPOLIS, MINNESOTA. THE 14 CFR PART 135 ON-DEMAND AIR TAXI FLIGHT WAS OPERATING IN INSTRUMENT METEOROLOGICAL CONDITIONS AND WAS ON AN INSTRUMENT FLIGHT RULES FLIGHT PLAN. THE PILOT AND ONE PASSENGER WERE UNINJURED, ONE PASSENGER RECEIVED MINOR INJURIES AND ONE PASSENGER RECEIVED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM THE SIDNEY MUNICIPAL AIRPORT, SIDNEY, NEBRASKA AT AN UNDETERMINED TIME. 20010328006729I (-23) AT 0430PM ON 3/28/01 VELOCITY 173E N466MF EXPERIENCED A LOSS OF ENGINE POWER 3000 FT ABOVE LESLIE, GA. THE PILOT ELECTED TO LAND GEAR UP IN A WHEAT FIELD. THE A/C SUSTAINED MINOR DAMAGE TO THE BOTTOM OF THE A/C. THE CARBURETOR AIRBOX AND LOWER ENGINE COWLING WERE DAMAGED DURING THE LANDING. CONDITIONS WERE CONDUCTIVE TO POSSIBLE CARB. ICING. 20010328008349I (-23) THE PIPER PAWNEE PA-25-235 WAS BEING USED FOR GLIDER TOWING OPERATIONS. THE PILOT HAD DONE 4 TOWS PRIOR TO THE FAILURE AND DID NOT NOTICE ANY PROBLEMS BEFORE. AT 1400 THE PIPER WAS MAKING ITS 5 TOW OF THE DAY ON RUNWAY 26, AND ON THE TURN FROM CROSSWIND THE PILOT STATED THAT HE HEARD A LOUD BANG AND THEN TOLD THE SAILPLANE TO RELEASE. THE AIRCRAFT MADE A NO POWER LANDING ON RUNWAY 08. THE # 3 CYLINDER HAD DEPARTED THE AIRCRAFT THROUGH THE COWLING AND A SMALL OIL FIRE ERUPTED. THE LOST CYLINDER WAS SEARCHED FOR AND COULD NOT BE LOCATED. THE AIRCRAFT HAD A CURRENT ANNUAL INSPECTION AND ALL AD HAVE BEEN COMPLIED WITH. THE CYLINDER WERE REPAIRED 80 HOURS PRIOR TO INCIDENT HOWEVER THE ONLY WORK PERFORMED WAS CHROMING OF THE CYLINDERS AND RESEATING THE VALVES. THE ENGINE HAD 510 SMOH AND 2400 HOURS TT. 20010328013799I (-23) AIRCRAFT ATTEMPTING TO LAND ON RUNWAY 28 AT THE RALEIGH COUNTY AIRPORT (BKW), ENCOUNTERED WIND GUST THAT CAUSED THE PILOT TO LOSE CONTROL AND M AKE A HARD LANDING. THE RIGHT WING TIP AND THE PROPELLER WERE DAMAGED, BUT THE PILOT WAS UNINJURED. 20010328016629I (-23) TRAINING AUTOROTATION TAIL ROTOR GUARD STRUCK GROUND AND BROKE; T/R BLADES COLLIDED WITH GROUND. 20010328038699A (-23) WHILE ATTEMPTING TO LAND ON RUNWAY 21 @N81, HAMMONTON, NJ AIRPORT, A SLIGHT CROSSWIND WAS PRESENT AND CARRIED THE A/C, N1046H TO DRIFT OFF THE RUNWAY, WHERE THE LEFT GEAR AND WING HIT A DRAINAGE PIPE CAUSING SUBSTANTIAL DAMAGE. NO INJURIES WERE REPORTED. DURING THIS INVESTIGATION, IT WAS FOUND THAT THE PILOT, BRYAN STRICKLAND, WAS OUT OF CURRENCY (SEE #31). ^PRIVACY DATA OMITTED^ THIS MATTER IS CONSIDERED CLOSED. 20010328039589A (-23) ON MARCH 28, 2001, CESSNA 180, AIRCRAFT N91303, SUSTAINED SUBSTANTIAL DAMAGE ON LANDING AT A REMOTE SITE 60 MILES WEST OF ILIAMNA, ALASKA. THE AIRCRAFT OPERATED FAR PART 91 WAS PILOTED BY OWNER ALBERT NOVAK. ON LANDING THE WHEEL/SKI-EQUIPPED AIRCRAFT (LANDING ON SNOW) STRUCK A DRY CLUMP OF DIRT, THAT IN TURN FAILED THE RIGHT LANDING GEAR; THIS ALSO DAMAGED THE RIGHT WING AND PROPELLER. THIS FLIGHT WAS CONDUCTED UNDER VFR FLIGHT RULES AND WEATHER WAS NOT A FACTOR. THE PILOT REPORTED THAT THE AIRCRAFT WAS OPERATING NORMALLY PRIOR TO THE ACCIDENT. 20010328040069A (-23) PILOT WITH TWO PASSENGERS DEPARTED SANTA MONICA AIRPORT AT 1858 PST FOR A SIGHTSEEING FLIGHT "UP AND DOWN THE SHORELINE". CLOUD BASES FROM SHORE WESTWARD WERE 1100' AGL WITH VISIBILITY APPROXIMATELY 5-6 MILES. FAA RADAR SHOWS THAT THE AIRCRAFT FLEW APPROXIMATELY 1/2 MILE OFFSHORE WHILE MAINTAINING BETWEEN 900 TO 1,100'. AFTER PASSING THE PACIFIC PALISADES AREA THE AIRCRAFT TURNED SOUTHERLY, NEARLY PERPENDICULAR TO SHORELINE. SECONDS LATER THE AIRPLANE DESCENDED FROM 1100' TO 600 FEET WHILE IN A RIGHT TURN. THE LAST RADAR HIT WAS AT 600 FEET APPROXIMATELY 1 MILE SOUTH OF TOPANGA BEACH. A WITNESS AT TOPANGA BEACH SAW AN AIRCRAFT FALL INTO THE WATER AND CALLED 911. A SEARCH THAT NIGHT BY THE COAST GUARD AND LOS ANGELES COUNTY LIFEGUARDS FOUND NO EVIDENCE OF WRECKAGE. THE NEXT MORNING ONE BODY WAS FOUND FLOATING NEAR THE CRASH AREA ALONG WITH A PART OF THE LANDING GEAR. SEARCHES BY LOCAL AUTHORITIES FOUND LITTLE WRECKAGE. BY APRIL 10, THE AIRCRAFT'S CRASH LOCATION WAS PIN-POINTED AND THE WRECKAGE WAS RAISED. TWO BODIES WERE FOUND. 20010329004359A (-19) ON MARCH 29, 2001, AT 1550 MST, A BELLANCA 8GCBC, N88352, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT NOSED OVER DURING LANDING ROLL AT LAS VEGAS, NEW MEXICO. THE PRIVATE PILOT AND SOLE OCCUPANT WAS NOT INJURED. THE FLIGHT WAS BEING CONDUCTED UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLICAL CONDITIONS PREVAILED FOR THIS LOCAL AREA PERSONAL FLIGHT. ACCORDING TO PRELIMINARY INFORMATION, THE A/C LANDED ON RUNWAY 20 AND A GUST OF WIND FLIPPED THE A/C OVER. RECORDED WIND WAS FROM 360 DEGREES MAGNETIC HEADING AT 7 KNOTS. (-23) ON MARCH 29, 2001, AT 1445 MST, A BELLANCA 8GCABC, N88352, REGISTERED TO ^PRIVACY DATA OMITTED WAS BLOWN OFF RUNWAY 20 AFTER ALNDING AT LAS VEGAS AIRPORT, LAS VEGAS, NM, WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE A/C WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE PILOT WAS NOT INJURED. (.4) ON MARCH 29, 2001, AT MOUNTAIN STANDARD TIME, A BELLANCA 8GCBC, N88352, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DEPARTED THE SIDE OF THE RUNWAY INTO ROUGH TERRAIN DURING LANDING ROLL AT LAS VEGAS, NEW MEXICO. THE PRIVATE PI LOT AND SOLE OCCUPANT WAS NOT INJURED. THE FLIGHT WAS BEING CONDUCTED UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS LOCAL AREA PERSONAL FLIGHT WHICH ORIGINATED AT 1415. ACCORDING TO THE PILOT, HE WAS FLYING IN THE PATTERN TO WARM THE ENGINE FOR AN OIL CHANGE. HE SAID THE WIND SOCK INDICATED A RIGHT CROSSWIND AND THAT HIS LANDING WAS NORMAL. DURING LANDING ROLL, ACCORDING TO HIS ACCOUNT, A WIND GUST LIFTED THE RIGHT WING AND HE LOST DIRECTIONAL CONTROL AND THE AIRCRAFT EXITED THE LEFT SIDE OF THE RUNWAY. IT HIT A DEPRESSION CAUSING THE MAIN LANDING GEAR TO COLLAPSE. THE LEFT WING THEN HIT THE GROUND, AND BUCKLED. THE LANDING WAS MADE ON RUNWAY 20 AND, AT THE TIME, THE WIND WAS FROM 360 DEGREES AT 7 KNOTS. THIS PROVIDED A QUARTERING TAIL WIND OF APPROXIMATELY 6 KNOTS DURING THE LANDING ROLL. 20010329004799I (-23)PILOT WAS FLYING TRAFFIC PATTERNS AT PLANT CITY APRT. PILOT STATED THAT HE HEARD A CHIRPING NOISE OF WHICH HE COULD NOT IDENTIFY AND DECIDED TO LAND. UPON A HIGH APPROACH HE PUT THE GEAR HANDLE DOWN AND CONTINUED THE LANDING SEQUENCE. THE HORN WAS SOUNDING AS HE LANDED THE AIRCRAFT WITH ALL THREE GEAR UP. AIRCRAFT SLID DOWN RUNWAY AFTER LANDING. 20010329004829I (-23) PILOT WAS @10 MILES FROM TYLER POUNDS AIRPORT. HE HAD BEEN CLEARED FOR THE LOC RWY 13 APPROACH. HE STATED HE WAS MAKING A RIGHT COURSE CORRECTION TO INTERCEPT THE LOC COURSE. HIS APPROACH PLATES FELL OFF HIS KNEE BOARD INTO THE FLOOR OF THE A/C. AS HE REACHED DOWN WITH HIS RIGHT HAND TO PICK THEM UP HE APPLIED A RIGHT ROLL INTO THE A/C. LOOKING UP HE DETERMINED HE WAS IN A RIGHT DESCENDING TURN AND HAD SHOT THE FINAL APPROACH COURSE. HE INITIATED A LEFT CLIMBING TURN FOR CORRECTION. AT THAT TIME HE STATES HIS INSTRUMENTS AND A/C ATTITUDE WERE NOT CORRESPONDING TO HIS BODILY SENSES. HE REPORTED TO GGG APPROACH HE WAS IN A SPIN. AN INTERVIEW REVEALS PILOT THINKS HE MAY HAVE BEEN IN A STEEP SPIRA INSTEAD OF A SPIN. A/C WAS LOST FROM GGG APP RADAR AT @900MSL, REAPPEARING AGAIN @1300 MSL. PILOT BROKE OUT VFR REGAINED CONTROL OF A/C, DID NOT LAND AT TYLER BUT REQUESTED AN IFR FLIGHT BACK TO ADS. DURING THE EVENT, GGG APPROACH RADAR OBSERVED A/C DESCENDING FROM THE ASSIGNED 3000MSL TO 900 MSL BEFORE RADAR CONTACT WAS LOST WITH AIRSPEEDS TRACKED FROM 90 TO 160 TO 60 KTS GRD SPEED. 20010329004969I (-23) TAXIING FOR DEPARTURE FROM A TAXIWAY, NOSE GEAR STRUCK "POT HOLE" NEAT FBO RAMP. DID NOT NOTICE ANY ADVERSE CONDITION. CONTINUED TAXI, DEPARTED A TAXIWAY SOUTHWEST. RED GEAR UNSAFE LIGHT REMAINED ON AFTER GEAR RETRACTION. RETURNED LEVER TO DOWN. GEAR SAFE LIGHTS (3) ILLUMINATED. LANDED AND TAXIED TO PARKING. NOTICED UNABLE TO USE NOSE STEERING. 20010329005579A (.19)ON MARCH 29, 2001, ABOUT 1030 HOURS MST, A PIPER PA18-150, N9299D, OP ERATED BY THE PILOT WAS SUBSTANTIALLY DAAMGED DURING LANDING ROLLOUT AT HOLBROOK, AZ. THE PRIVATE RATED PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT BUCKEYE, AZ. ON THE MORNING OF THE ACCIDENT AND WAS DESTINED FOR FARMINGTON, NM. WITH A STOP AT HOLBROOK. THE PILOT REPORTED THAT WHEN HE LANDED ON RUNWAY 21 THE WIND WAS CALM. DURING THE LANDING ROLLOUT THE LEFT WING CAME UP AND THE AIRPLANE GROUND LOOPED TO THE RIGHT. (-23) PILOT STATED THAT DURING LANDING ROLL OUT IN CALM CONDITIONS THE AIRCRAFT SUDDENLY SWERVED AND GROUND LOOPED. HIS POST FLIGHT INSPECTION REVEALED THAT THE UPPER RUDDER HINGE HAD SEPARATED FROM ITS MOUNTING POINT. INSPECTION BY AN A&P REVEALED THAT RUDDER HINGE HAD A FATIGUE CRACK WHICH HAD BEEN IN EXISTENCE FOR SOME PERIOD OF TIME PRIOR TO THE FAILURE OF THE REMAINING 1/8 INCH OF THE HINGE ATTACH PLATE. A & P ADDITIONALLY STATED THAT THE POINT OF FAILURE IS NORMALLY COVERED BY FABRIC AND WOULD NOT BE VISIBLE DURI NG ROUTINE INSPECTION. (.4) ON MARCH 29, 2001, ABOUT 1030 HOURS MOUNTAIN STANDARD TIME, A PIPER PA18-150, N9299D, WAS SUBSTANTIALLY DAMAGED DURING LANDING ROLLOUT AT HOLBROOK, ARIZONA. THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT, OPERATED BY THE PILOT UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT BUCKEYE, ARIZONA, ON THE MORNING OF THE ACCIDENT, AND WAS DESTINED FOR FARMINGTON, NEW MEXICO, WITH A STOP AT HOLBROOK. THE PILOT REPORTED THAT WHEN HE LANDED ON RUNWAY 21 THE WIND WAS OUT OF THE EAST ABOUT 10 KNOTS. DURING TOUCHDOWN THE AIRPLANE IMMEDIATELY VEERED RIGHT 90 DEGREES, AND EXITED THE RUNWAY INTO SAGE BRUSH COMING TO REST ON THE NOSE. NO OFFICIAL WEATHER WAS AVAILABLE FOR THE LOCATION. THE PILOT ALSO REPORTED THAT THE LOWER RUDDER HINGE POINT HAD SEPARATED FROM THE VERTICAL TAIL POST. THE STEERABLE TAIL WHEEL IS ATTACHED TO THE RUDDER HORNS NEAR THAT HINGE. PICTURES OF THE FAILURE WERE INCLUDED IN THE PILOT'S REPORT. 20010329005589A (.19) ON MARCH 29, 2001, AT 1556 MST, A PIPER PA-18-150, N9464D, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT PERFORMED A GROUND LOOP AND EXITED THE SIDE OF THE RUNWAY DURING TAKEOFF ROLL AT WALKER FIELD, GRAND JUNCTION, CO. THE STUDENT PILOT AND SOLE OCCUPANT RECEIVED MINOR INJURIES. THE FLIGHT WAS A LOCAL AREA STUDENT SOLO INSTRUCTIONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. ACCORDING TO PRELIMINARY INFORMATION, THE TAKEOFF WAS BEING MADE ON RUNWAY 11 AND THE WIND WAS FROM 020 DEGREES MAGNETIC HEADING AT 13 KNOTS. THE A/C GROUND LOOPED AND WENT OFF THE SOUTH SIDE OF THE RUNWAY. THE RIGHT WING AND RIGHT MAIN LANDING GEAR SEPARATED FROM THE A/C. (-23)THE PILOT STATES HE OBTAINED A WEATHER BRIEFING INCLUDING INFORMATION ABOUT THE RIFLE, CO. AREA, WHICH WAS HIS DESTINATION. DENVER AFSS HAS NO RECORD OF THE PILOT CALLING AT ALL. A METAR FOR GRAND JUNCTION, CO. ISSUED AT 15:56 SHOWS THE SINDS TO BE BLOWING FROM 020 DEGREES AT 15 KNOTS. THAT WOULD MAKE IT A 90 DEGREE CROSSWIND AT 15 KNOTS. THE UPWIND WING REACTED ADVERSELY ONCE THE A/C BECAME AIRBORNE. THE A/C THEN STRUCK THE GROUND WITH THE DOWNWIND WHEEL HITTING FIRST. ONCE THAT WHEEL SLAMMED INTO THE GROUND, THE A/C MADE A 180 TURN AND THE LANDING GEAR SHEARED OFF. THE WING TIPSTRUCK THE GROUND AND WAS DAMAGED. THE FUSELAGE WAS ALSO BENT IN THIS PROCESS. THE A/C RECEIVED SUBSTANTIAL DAMAGE AND THE PILOT RECEIVED SOME MINOR CUTS AND BRUISES. 20010329005729I (-23) AFTER LANDING, APPLIED BRAKES. LEFT BRAKE WAS SOFT OR INEFFECTIVE AND RIGHT BRAKE BRAKED NORMALLY. A/C GROUND LOOPED. MINOR DAMAGE TO PROP AND SPINNER. NO INJURIES. 20010329007519I (-23)ON THURSDAY, MARCH 29, 2001 AT 0720EST, AN EMBRAER 145, N275SK, FLIGHT 4906 OPERATED BY CHAUTAUQUA AIRLINES,LANDED ON RUNWAY 5 AFTER REPORTING A PROBLEM WITH A LOOSE WINDSCREEN. FIRE AND RESCUE RESPONDED, A LANDING WAS ACCOMPLISHED WITHOUT INCIDENT AND THE AIRCRAFT TAXIED TO THE RAMP. THERE WERE NO INJURIES. THE MECHANIC FOUND THE SPEED TAPE HOLDING THE WINDSHIELD'S SEAL LOOSE. THE WINDSHIELD'S SEAL WAS RE-TAPED WITH SPEED TAPE IN ACCORDANCE WITH CHAPTER 56-10-03. THE AIRCRAFT RETURNED TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010329008339I (-23) UPON ARRIVAL AT THE SCENE, AIRCRAFT WAS FOUND WITHOUT ANY DAMAGE. A VISUAL INSPECTION OF THE FUEL TANKS WAS MADE BY INSPECTORS FROM THE DENVER FSDO AND FOUND THEM TO BE EMPTY. THE INSPECTORS ALSO MADE AN ATTEMPT TO DRAIN FUEL FROM THE AIRCRAFT FUEL SUMPS AND THEY WERE UNABLE TO OBTAIN ANY FUEL SAMPLES. WHEN THE PIC WAS AKSED ABOUT THE AMOUNT OF FUEL HE HAD ON BOARD FOR THE FLIGHT, HE STATED THAT HE SAW FUEL IN THE TANK BEFORE HE LEFT OMAHA NE, BUT HE DID NOT KNOW EXACTLY HOW MUCH FUEL WAS IN THE TANK. HE ASSUMED HE HAD ENOUGH FUEL TO MAKE THE FLIGHT. 20010329016639I (-23) BRAKE/TIRE CAUGHT ON FIRE WHILE TAXIING FOR TAKE-OFF. FIRE EXTINGUISHED WITH HANDHELD EXTINGUISHER. FIRE DEPARTMENT CAME OUT TO ENSURE FIRE WAS OUT. NO OTHER DAMAGE NOTED. POSSIBLE O-RING SEAL MAY HAVE FAILED IN CALIPER SUPPLY LINE. CALIPER (PART #061-11800) WAS REMOVED AND REPLACED PRIOR TO ARRIVAL. AIRCRAFT WAS RETURNED TO SERVICE. 20010329039249A (-23) N303GA COLLIDED WITH TERRAIN 4 MILES FROM THE END OF RUNWAY 15 AT ASPEN-PITKIN COUNTY AIRPORT WHILE ON APPROACH. THE AIRCRAFT WAS APPROXIMATELY 100 FEET ABOVE THE AIRPORT AND 13 DEGREES TO RIGHT OF CENTERLINE OF RUNWAY 15. 20010329039769A (-23) ACCIDENT HAPPENED 8 MILES SOUTHWEST OF COOPER LANDING ON UPPER RUSSIAN LAKE. WEATHER WORSENED AFTER ENTERING MOUNTAINOUS TERRAIN SOON AFTER PASSING SEWARD, ALASKA. DECIDED TO TURN AROUND AND LAND ON LAKE TO WAIT OUT WEATHER. HE RADIOED SECOND AIRCRAFT OF THIS INTENTIONS. HE STARTED A DESCENDING LEFT TURN, DURING THE TURN HE LOST ALL VISUAL REFERENCE TO THE FROZEN, SNOW COVERED LAKE. HE LEVELED AIRCRAFT PRIOR TO COLLIDING WITH SURFACE OF SNOW COVERED LAKE. 20010330004769A (-23) AIRMAN STALLED THE A/C AT LESS THAN 30' ABOVE THE RUNWAY. ADDED POWER BUT CONTACTED THE GROUND WITH THE LEFT WING. THE A/C WENT ACROSS THE TAXIWAY, TWO GRASS STRIPS AND STOPPED ON THE RAMP 20' SHORT OF A HANGER. THE LEFT WING WAS BENT AND DAMAGED. LEFT GEAR SHEARED OFF AND THE NOSE GEAR COLLAPSED. THE PROP HAD THE TIPS GROUND OFF. 20010330005109I (-23) CONCORD AIRPORT (CCR) 03-30-01 13.19 HOURS: PILOT REPORTS THAT HE HAD LEFT HIS DOOR OPEN FOR VENTILATION AND HAD FORGOTTEN TO LATCH HIS DOOR BEFORE DEPARTING RUNWAY 32R. FOLLOWING DEPARTURE AT APPROX. 25 TO 50 FEET ABOVE THE RUNWAY THE PILOT'S DOOR WAS TORN FROM THE A/C. THE DOOR FELL TO THE RUNWAY AND THE PILOT RETURNED TO THE AIRPORT WITHOUT FURTHER INCIDENT. 20010330005799I (-23) ^PRIVACY ^ WAS PROVIDING FLIGHT INSTRUCTION TO ^PRIVACY DA^. ^PRIVACY DA^ FAILED TO ROUND OUT AND FLAIR THE A/C. INSTRUCTOR INTERVENTION FAILED TO PREVENT CONTACT WITH THE RUNWAY. UPON LANDING IT WAS DISCOVERED THAT THE RIGHT PROPELLER HAD CONTACTED THE RUNWAY. THE INCIDENT WAS REPORTED TO THE FAA ON 4/2/01. THE A/C WAS INSPECTED, DAMAGE WAS LIMITED TO THE RIGHT ENGINE PROPELLER TIPS AND SOME SKIN DEFORMATION UNDER THE WINGS. THERE WAS NO DAMAGE TO FIREWALLS, ENGINE MOUNTS, BULKHEADS, SPARS OR STRINGERS. 20010330006269I (-23) DURING TAKEOFF FROM THE NAPA AIRPORT, THE PASSENGER ATTEMPTED TO REACH FOR HER PURSE AND ACCIDENTALLY STRUCK THE LANDING GEAR SWITCH WITH HER LEG WHICH CAUSED THE LANDING GEAR TO COLLAPSE.THE A/C SUSTAINED MINOR DAMAGE AND NO INJURIES TO THE OCCUPANTS. 20010330006409I (-23) PIC PERFORMED PRE-FLIGHT AND THEN COMPLETED TWO AIR TOURS TO THE GRAND CANYON. UPON LANDING FROM THE SECOND AND FINAL FLIGHT, THE A/C WAS SHUTDOWN AND A POST FLIGHT WALK AROUND WAS PERFORMED. THE POST FLIGHT REVEALED THAT THE TAIL ROTOR HAD RECEIVED DAMAGE WHICH PIERCED THE T/R BLADES SKIN COMPLETELY THROUGH THE BLADE. UPON FURTHER INVESTIGAITON, THE PIC AND MAINTENANCE PERSONNEL FOUND THAT AN AIR GUIDE CONDENSOR FIN HAD BROKEN AWAY FROM THE RIGHT SIDE OF THE FUSELAGE AIR CONDITIONING INLET PORT. THE FIN, THE "L" BRACKET, OR A COMBINATION OF BOTH MAY HAVE STRUCK THE TAIL ROTOR BLADE. 20010330006419I (-23) ON MARCH 30, 2001, THE PILOT LANDED A MAULE M-4 A/C EQUIPPED WITH SKIS ON JAN LAKE, 2 MILES SE OF LAKE LOUISE. PILOT SLOWLY BACK TAXIED 1/4 MILE WHEN THE LEFT GEAR LEG BROKE. THE A/C EXPERIENCED A PROP STRIKE, BREAKING OFF 6" OFF TIP. NO INJURIES. 20010330006499A (-23) THE PILOT LANDED THE A/C ON RUNWAY 24 WITH APPROX. A 10 KNOT WIND AT A 90 DEGREE ANGLE TO THE RUNWAY. ONCE THE PILOT GOT THE AIRPLANE ON THE GROUND HE RELAXED AILERON CROSSWIND WHICH BEGAN A SERIES OF EVENTS INCLUDING THE UPWIND WING AND LANDING GEAR RISING OFF THE GROUND. THIS LEAD TO THE A/C WHEELBARROWING DOWN THE RUNWAY, STRIKING A TAXIWAY SIGN AND SHEARING OFF THE NOSE LANDING. 20010330007289A (-23)ON 3/30/2001 AT 1510 LOCAL TIME, A MOONEY M20J AIRPLANE, N4498H, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN DURING A PRECAUTIONARY LANDING AT THE PECOS MUNICIPAL AIRPORT, PECOS, TEXAS. THE OWNER PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CODNITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE CROSS COUNTRY FLIGTH ORIGINATED FROM PHOENIX, AZ. AND HAD A FINAL DESTINATION OF VENICE, FLORIDA. THE PILOT STOPPED IN PECOS FOR FUEL. AFTER DEPARTING PECOS ENROUTE TO HENDERSON, TEXAS, AT APPROXIMATELY 5,500 FEET THE BAGGAGE DOOR CAME OPEN. THE PILOT RETURNED TO PECOS WHERE HE IMPACTED THE GROUND APPROXIMATELY 200 YARDS SHORT OF RUNWAY 14. THE RIGHT WING, RIGHT MAIN LANDING GEAR AND THE PROPELLER WERE DAMAGED DURING THE LANDING. 20010330007949A (.19)ON MARCH 30, 2001, AT 0838 CENTRAL STANDARD TIME, A PIPER PA-18, N7471D, COLLIDED WITH TREES 200 YARDS EAST OF THE DEPARTURE AIRPORT IN NICEVILLE, FLORIDA. THE POSITIONING FLIGHT WAS OPERATED BY AERIAL SIGN COMPANY UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. INSTRUMENT WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE COMMERCIAL PILOT RECEIVED SERIOUS INJURIES. THE POSITIONING FLIGHT DEPARTED THE PRIVATE AIRPORT IN NICEVILLE, FLORIDA, AT 0837, ENROUTE TO HOLLYWOOD, FLORIDA. ACCORDING TO THE PILOT, SHORTLY AFTER TAKEOFF THE ENGINE LOST POWER. THE PILOT SELECTED AN AREA FOR A FORCED LANDING. CIRCUMSTANCES OF THE ENGINE POWER LOSS HAS NOT BEEN DETERMINED. (-23)MISHAP PILOT DEPARTED RUCKEL FIELD (FL17), NICEVILLE, FL APPROXIMATELY 0730 AM CST. AIRCRAFT WAS TOPPED WITH FUEL PRIOR TO DEPARTURE, VERIFIED BY FUEL LOG. HE STATED THE PURPOSE OF THE DEPARTURE WAS TO CHECK WEATHER. HE FURTHER STATED THAT THE CEILING WAS BROKEN AND VISIBILITY WAS OK. HE STATED THAT HE FLEW TO THE DEPARTURE END OF THE 3,000 FOOT GRASS STRIP AND TURNED FOR DOWNWIND TO LAND BACK AT THE AIRFIELD. HE FURTHER STATED THAT AS HE ENTERED A RIGHT 20 DEGREE BANK THE AIRCRAFT LOST POWER AND DEPARTED CONTROLLED FLIGHT. THE AIRCRAFT CRASHED IN A DENSELY WOODED AREA APPROXIMATELY 75 YARDS DUE EAST AND PARALLEL MID-LENGHT OF RUNWAY. A WITNESS OBSERVED THE DEPARTURE AND STATED THE AIRCRAFT CLIMBED TO APPROXIMATELY 150 FEET THE BANKED RIGHT. HE LOST SIGHT OF THE AIRCRAFT WHILE IT WAS IN THE TURN. THE AIRCRAFT STRUCK PINE TREES IN IT'S DESCENT, BECAME INVERTED AND CRASHED AT APPROXIMATELY A 75 DEGREE NOSE DOWN ANGLE FROM LEVEL FLIGHT. THE AIRCRAFT WAS DESTROYED UPON IMPACT. THE MISHAP PILOT SUSTAINED A BROKEN LEG, SCRATCHES AND LACARATIONS ABOUT THE UPPER BODY AND FACE. ACTUAL CAUSE UNKNOWN, SUSPECT STALL OR FUEL STARVATION DUE TO CARBURATOR ICE. (.4) ON MARCH 30, 2001, AT APPROXIMATELY 0734 CENTRAL STANDARD TIME, A PIPER PA-18A-150, N7471D, COLLIDED WITH TREES 75 YARDS DUE EAST OF RUCKEL AIRPORT IN NICEVILLE, FLORIDA. THE POSITIONING FLIGHT WAS OPERATED BY AERIAL SIGN COMPANY UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED. THE COMMERCIAL PILOT RECEIVED SERIOUS INJURIES. TH H POSITIONING FLIGHT DEPARTED RUCKEL AIRPORT IN NICEVILLE, FLORIDA, AT 0730 CENTRAL STANDARD TIME. ACCORDING TO THE PILOT, THE PURPOSE OF THE DEPARTURE WAS TO TAKE A QUICK FLIGHT AROUND THE TRAFFIC PATTERN TO SEE WHAT THE WEATHER LOOKED LIKE AWAY FROM THE AIRPORT. HE STATED THAT HE FLEW TO THE DEPARTURE END OF THE 3,000 FOOT GRASS STRIP AND TURNED RIGHT FOR DOWNWIND TO LAND BACK AT THE AIRFIELD. HE FURTHER STATED THAT AS HE ENTERED A RIGHT 20 DEGREE BANK THE AIRCRAFT LOST POWER AND DEPARTED CONTROLLED FLIGHT. ACCORDING TO AN EYEWITNESS, WHO LIVES APPROXIMATELY 250 YARDS WEST OF THE RUNWAY CENTERLINE, FIRST SIGHTED THE AIRPLANE WHEN IT WAS ALREADY AIRBORNE IN A SHALLOW CLIMB. HE STATED THAT THE AIRPLANE BEGAN TO ENTER THE BASE OF THE CLOUDS, BUT DID NOT FULLY DISAPPEAR INTO THE CLOUDS. HE STATED THE AIRPLANE IMMEDIATELY LEVELED OFF AND THEN BEGAN A SHALLOW RIGHT TURN. HE FURTHER STATED AS THE AIRPLANE'S NOSE PASSED THROUGH APPROXIMATELY NORTHEAST, HE LOST SIGHT AS HIS VIEW OF THE AIRPLANE BECAME RESTRICTED BY HIS HOUSE AND TREES. HE THEN STATED APPROXIMATELY 5-10 SECONDS LATER, HE HEARD THE SOUND OF THE AIRPLANE IMPACTING TREES. EXAMINATION OF THE ACCIDENT SITE, SHOWED THE AIRPLANE STRUCK PINE TREES IN IT'S DESCENT AND FLIPPED INVERTED AT A 75 DEGREE NOSE DOWN ANGLE. EXAMINATION OF THE ENGINE REVEALED NO EVIDENCE OF INTERNAL FAILURE, NO LOSS OF REQUIRED ELECTRICAL SPARK OR ANY FUEL SYSTEM ABNORMALITIES. 20010330008859A (-23)ON MARCH 30, 2001, A PIPER 24, N7640P, S/N 24-2852, REGISTERED TO ^PRIVACY DATA OMITT^ HAD AN ENGINE FAILURE AND CRASHED INTO THE GULF OF MEXICO APPROXIMATELY 2-3 MILES FROM THE COAST OF FLORIDA, WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS DESTROYED AND THE PIC AND PASSENGER HAD MINOR INJURIES. THE FLIGHT ORIGINATED AT SARASOTA/BRADENTON AIRPORT (SRQ) AT APPROXIMATELY 100 AM LOCAL TIME. (.4) ON MARCH 30, 2001, AT 1114 EASTERN STANDARD TIME, A PIPER PA-24, N7640P, REGISTERED TO A PRIVATE OWNER, WAS DITCHED IN THE GULF OF MEXICO 21 MILES WEST OF CROSS CITY, FLORIDA, AFTER A TOTAL LOSS OF ENGINE POWER. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH AN INSTRUMENT FLIGHT PLAN FILED. INSTRUMENT METROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PRIVATE PILOT AND PASSENGER RECEIVED MINOR INJURIES, AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM SARASOTA INTERNATIONAL AIRPORT, SARASOTA, FLORIDA, AT 1000. ACCORDING TO THE PILOT, DURING CRUISE AT 6,000 FEET APPROXIMATEL Y TWO TO THREE MILES OFF THE COAST OF FLORIDA, A LOUD BANG WAS HEARD. SHORTLY AFTER THE LOUD BANG, THE AIRPLANE STARTED TO SHAKE VIOLENTLY, AND THE ENGINE BEGAN TO LOSE POWER. THE PILOT DECLARED AN EMERGENCY AND HEADED TOWARD THE SHORE. THE AIRPLANE DESCENDED THROUGH THE CLOUDS AND BROKE OUT AROUND 1,000 FEET. THE PILOT NOTICED THE RPM READING WENT TO ZERO, AND THERE WERE NO SIGNS OF OIL PRESSURE OR VACUUM PRESSURE. THE PROPELLER WAS WIND MILLING. THE PILOT ELECTED TO DITCH THE AIRPLANE INTO THE GULF OF MEXICO. THE PILOT AND PASSENGER WERE RESCUED BY A FISHING BOAT ABOUT 10 MINUTES AFTER THE AIRPLANE WAS DITCHED. EXAMINATION OF THE ENGINE REVEALED THE CRANKSHAFT WAS FRACTURED AT THE NUMBER FOUR CONNECTING ROD JOURNAL JUST FORWARD OF THE GEAR SHAFT. A REVIEW OF THE ENGINE MAINTENANCE LOGBOOK SHOWED THAT THE CRANKSHAFT HAD 72 HOURS SINCE ITS LAST MAINTENANCE OVERHAUL AND 4680 HOURS TOTAL TIME. THE CONNECTING ROD BEARING, THE ENTIRE CRANKSHAFT ASSEMBLY AND THE CONNECTING ROD WERE SENT VIA FEDEX TO THE NTSB MATERIALS LAB FOR EXAMINATION ON APRIL 18, 2001. THE NTSB LAB NEVER RECEIVED THE PARTS. SEVERAL ATTEMPTS TO TRACK THE PARTS THROUGH FEDEX WERE UNSUCCESSFUL. 20010330009019A (-23)AFTER AN IN-DEPT EXAMINATION OF THE WRECKAGE BY THE FAA INSPECTORS THAT PARTICIPATED IN THIS INVESTIGATION THERE WAS NOTHING TO INDICATE THE AIRWORTHINESS OF N42Y WAS A FACTOR IN THIS ACCIDENT. SEE ATTACHED STATEMENT FROM INSPECTOR ^PRIVACY DATA OMITTED^ ASI-OPS A MEMBER OF THE FAA ACCIDENT INVESTIGATION TEAM FOR FACTS GATHERED DURING THE INVESTIGAITON. 20010330009209I (-23)AIRCRAFT WAS PARKED IN HOLDING GATE 18R FOR INDEFINITE WEATHER DELAY. AIRCRAFT WAS GETTING VERY WARM. APU AND #1 HP BLEED VALVE INOPERATIVE. FLIGHT ATTENDANT ASKED CAPTAIN IF THEY COULD OPEN REAR (1-2) DOOR TO GET SOME RELIEF. FLIGHT ATTENDANT ^PRIVACY DATA OMITTED^ OPENDED DOOR AND FORGOT TO DISARM THE DOOR. CAUSING SLIDE TO DEPLOY. AIRCRAFT TAXIED BACK TO GATE. 20010330013529A (.19)ON MARCH 30, 2001, AT 1500 CENTRAL STANDARD TIME, A BRADLEY MIDGET MUSTANG HOMEBUILT AIRPLANE, N11DB, WAS SUBSTANTIALLY DAMAGED DURING LANDING ROLL AT THE ORANGE COUNTY AIRPORT NEAR ORANGE, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT. THE COMMERCIAL PILOT, SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM COLUMBUS, MISSISSIPPI, AT AN UNDETERMINED TIME. THE PILOT REPORTED TO THE FAA INSPECTOR THAT HE HAD JUST PURCHASED THE AIRPLANE AND WAS BRINGING IT HOME. DURING THE LANDING ROLL, ON RUNWAY 04, THE AIRPLANE VEERED LEFT AND EXITED THE LEFT SIDE OF THE RUNWAY. THE AIRPLANE TRAVELED THROUGH A FENCE BEFORE COMING TO A STOP UPRIGHT. ACCORDING TO THE FAA INSPECTOR, THE AIRPLANE'S EMPENNAGE WAS TWISTED TO THE LEFT, AND THE LEFT AILERON WAS DAMAGED. THE AIRPORT MANAGER REPORTED TO THE FAA INSPECTOR THAT THE WIND AT THE TIME OF THE ACCIDENT WAS FROM 310 DEGREES AT 10 KNOTS. (-23) THE PILOT SAID HE WAS LANDING THE SINGLE SEAT LOW WING AMATEUR BUILT TAILWHEEL AIRPLANE AT THE NORMAL TOUCHDOWN SPOT (ABEAM THE PAPI) WHEN THE AIRCRAFT SWERVED LEFT OFF THE 100 FOOT WIDE AND 4,400 FOOT LONG RUNWAY 4. EVIDENCE AT THE SCENE SHOWED THE AIRCRAFT WAS MOVING APPROXIMATELY 330 DEGREES WHEN IT CRASHED THROUGH AND DAMAGED THE AIRPORT BOUNDARY FENCE AND CAME TO REST APPROXIMATELY 325 FEET FROM THE CENTER LINE OF THE RUNWAY. EVIDENCE AT THE SCENE SHOWS THE LEFT MAIN LANDING GEAR FAILED TO THE OUTBOARD SIDE AND SHOWED DAMAGE TO THE RIGHT MAIN LANDING GEAR. THERE WAS OBVIOUS DAMAGE TO BOTH AILERONS AND THE EMPENNAGE WAS BUCKLED AND BENT APPROXIMATELY TW O DEGREES TO THE LEFT. THE PROPELLER SHOWED A SLIGHT FORWARD BEND AND EVIDENCE OF MUD ON BOTH PROPELLER BLADES. EYEWITNESSES REPORTED THE WEATHER WAS VFR AND THE SURFACE WIND WAS A DIRECT LEFT CROSSWIND OF APPROXIMATELY 10 KNOTS. THE PILOT SAYS HE WAS NOT INJURED. (.4) WHILE LANDING ON RUNWAY 4, THE TAIL-WHEEL EQUIPPED HOMEBUILT AIRPLANE TOUCHED DOWN ON ALL THREE LANDING GEAR AT 85 MPH. AFTER ROLLING ABOUT 100 FEET, THE AIRCRAFT SWERVED LEFT, AND EXITED THE RUNWAY. THE PILOT APPLIED FULL RIGHT RUDDER, WHICH HAD NO EFFECT. THE AIRPLANE TRAVELED THROUGH A BARBE D WIRE FENCE BEFORE COMING TO A STOP NOSE DOWN IN A "FLOODED" COW PASTURE. THE WIND AT THE TIME OF THE ACCIDENT WAS FROM 320 DEGREES AT 8 KNOTS. 20010331004899I (-23) THE PILOT STATED THAT ON 3-31-01 AT APPROX. 1115 LOCAL TIME HE WAS MAKING A SMOOTH APPROACH TO LANDING. THE A/C WAS IN A 500 FT. PER MINUTE DESCENT. HE TOUCHED DOWN 200 FT. BEYOND THE RUNWAY NUMBERS ON 23L. WHEN THE A/C WHEELS MADE CONTACT WITH THE PAVEMENT THE LEFT WHEEL SEEMED TO GRAB HARD OR STICK CAUSING THE A/C TO TURN SHARPLY TO THE LEFT AT A 45 DEGREE ANGLE. HE RAN OFF THE LEFT SIDE OF RUNWAY 23L. THE AIRCRAFT WENT INTO THE GRASS AND SPUN AROUND 180 DEGREES WITH THE RIGHT WING TIP AND AILERON HITTING A TAXI SIGN. HE TAXIED OUT OF THE GRASS AND BACK TO THE RAMP. THE PILOT STATED THAT THE WEATHER WAS CALM TO LIGHT AND VARIABLE AND NOT A FACTOR. 20010331006169A (-23) PILOT DEPARTED TUSCALOOSA AT APPROX. 09:10 LOCAL ON 3/31/01 IN VISUAL METEOROLOGICAL CONDITIONS FOR GADSDEN WITHOUT FILING A FLIGHT PLAN. THE WEATHER AT BIRMINGHAM BETWEEN 08:55 AND 9:53 LOCAL SHOWED WIND FROM THE WEST AT 8 TO 9 KNOTS WITH A VISIBILITY OF 3 MILES WITH LIGHT DRIZZLE AT 08:55 AND FOG AT 09:53. THE CEILING AT BIRMINGHAM AT 08:55 WAS 500 FEET OVERCAST AND VARIABLE FROM 300 TO 600 FEET AND THE CEILING REMAINED AT 500 FEET OVERCAST AT 09:53. N49LK UNDER CONTROLLED FLIGHT, FLEW INTO THE SIDE OF A MOUNTAIN APPROX. 50 FEET BELOW THE PEAK. (.19) ON MARCH 31, 2002, ABOUT 0930 CST, A LARRY R. KINSEY O-235, N49LK, REGISTERED TO AN INDIVIDUAL, COLLIDES WITH TERRAIN NEAR PINSON, ALABAMA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT. INSTRUMENT METEOROLOGICAL CONDTIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED AND THE PRIVATE-RATED PILOT RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED FROM TUSCALOOSA, ALABAMA, ON MARCH 31, 2001, AT 0910 CST. ACCORDING TO MEMBERS OF THE PILOT'S FAMILY, THE PILOT WAS FLYING FROM TUSCALOOSA, ALABAMA, TO GADSDEN, AL. WHEN THE FLIGHT DID NOT ARRIVE, SEARCH OPERATIONS WERE INITIATED. THE AIRPLANE WRECKAGE WAS LOCATED ON APRIL 6, 2001, ABOUT 1600. (.4) THE FLIGHT DEPARTED TUSCALOOSA, ALABAMA, ENROUTE TO GADSDEN, ALABAMA. WHEN THE FLIGHT DID NOT ARRIVE, SEARCH AND RESCUE OPERATIONS WERE INITIATED. THE AIRPLANE WRECKAGE WAS LOCATED ON APRIL 6, 2001, AT ABOUT THE 1,000 FOOT MSL LEVEL, ON THE WEST SIDE OF VILLAGE MOUNTAIN, NEAR PINSON, ALABAMA. EXAMINATION OF THE CRASH SITE SHOWED THE AIRPLANE HAD FLOWN FROM A VALLEY, EASTERLY, INTO RISING TERRAIN. THE AIRPLANE CRASHED INTO TREES WHILE IN CRUI SE FLIGHT AND CAME TO REST ABOUT 100 FEET FROM THE TOP OF THE MOUNTAIN. ALL COMPONENTS OF THE AIRPLANE WERE LOCATED AT THE CRASH SITE. POST CRASH EXAMINATION OF THE AIRCRAFT STRUCTURE, FLIGHT CONTROLS, ENGINE, AND PROPELLER, SHOWED NO EVIDENCE OF PRECRASH FAILURE OR MALFUNCTION. THE BIRMINGHAM INTERNATIONAL AIRPORT SURFACE OBSERVATION TAKEN ABOUT 13 MINUTES AFTER THE ACCIDENT WAS CLOUDS 500 FEET OVERCAST WITH VISIBILITY 3 MILES IN DRIZZLE. BIRMINGHAM IS LOCATED 15 STATUTE MILES SOUTH-SOUTHEAST OF THE ACCIDENT SITE, AT AN ELEVATION OF 636 FEET MSL. THE PERSON WHO LIVES IN THE RESIDENCE ADJACENT TO THE ACCIDENT SITE REPORTED THAT ON THE DAY OF THE ACCIDENT THE CLOUDS OBSCURED THE MOUNTAIN AND VISIBILITY WAS LOW ALL DAY. THE FAA HAD NO RECORD THAT THE PILOT HAD RECEIVED A WEATHER BRIEFING FROM AN FAA FACILITY. 20010331006199A (.19) ON MARCH 31, 2001, ABOUT 1133 HOURS PST, A STINSON 108-1, N8158K, OWNED AND OPERATED BY THE PILOT, EXPERIENCED A TOTAL LOSS OF ENGINE POWER. THE PILOT MADE A FORCED LANDING ABOUT 3 MILES NORTHEAST OF THE BANNING, CA., AIRPORT AND COLLIDED WITH A BERM. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED, AND THE PRIVATE PILOT WAS SERIOUSLY INJURED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM BANNING ABOUT 1120. THE PILOT REPORTED TO THE NTSB INVESTIGATOR THAT HE HAD PURCHASED THE AIRPLANE A FEW WEEKS PRIOR TO THE ACCIDENT FLIGHT. HE ALSO STATED THAT NO VIBRATION WAS FELT PRIOR TO THE LOSS OF ENGINE POWER. IN AN ATTEMPT AT RESTORING POWER, HE APPLIED THE CARBURETOR HEAT, CHANGED THE MIXTURE SETTING AND REPOSITIONED THE IGNITION KEY, BUT NO ENGINE POWER WAS RESTORED. THEREAFTER, THE PILOT MADE A FORCED LANDING ON THE UNDERLYING ROUGH TERRAIN. A SHERIFF'S DEPUTY WHO RESPONDED TO THE ACCIDENT SITE STATED TO THE SAFETY BOARD INVESTIGATOR THAT UPON ARRIVAL AT THE CRASH SITE HE OBSERVED FUEL STREAMING FROM THE WING TANKS OF THE IMPACT-DAMAGED AIRPLANE. (-23)ON MARCH 31, 2001, AT 1115, ^PRIVACY DATA OMITTED^ DEPARTED BANNING AIRPORT BANNING CA. DESTINATION REDLANDS AIRPORT, REDLANDS CA. ^PRIVACY DATA O^ OVER FLEW THE REDLANDS AIRPORT HEADING NORTH ABOUT 5 MILES TURNES TO ENTER THE 45 DEGREE ENTRY TO RUNWAY 26, AND STARTED DESCENDING FROM 4000 FEET TO 2400 FEET. ALSO AT THIS TIME ^PRIVACY DATA O^ THROTTLED BACK, AND PULLED CARBURETOR HEAT AND THE ENGINE QUIT. ^PRIVACY DATA O^ PICKED OUT A DIRT ROAD THAT WAS PART OF A HOME BUILDING SITE TO LAND. WHIEL HE WAS DESCENDING HE TRIED SEVERAL TIMES TO RESTART THE ENGINE WITH NO SUCCESS. ^PRIVACY DATA O^ LANDED, AND ON ROLL HE HIT A DIRT BUILDING SITE PAD WHICH CAUSED THE AIRCRAFT TO FLIP OVER. ^PRIVACY DATA O^ SUSTAINED SEVERE INJURIES, AS A RESULT OF THE ACCIDENT. (.4) ON MARCH 31, 2001, ABOUT 1133 HOURS PACIFIC STANDARD TIME, A STINSON 108-1, N8158K, EXPERIENCED A TOTAL LOSS OF ENGINE POWER DURING CRUISE FLIGHT. THE PILOT MADE A FORCED LANDING ABOUT 1.5 MILES NORTH-NORTHEAST OF THE REDLANDS MUNICIPAL AIRPORT, REDLANDS, CALIFORNIA. DURING THE LANDING ROLLOUT, THE AIRPLANE COLLIDED WITH A DIRT BERM. THE AIRPLANE WAS SUBSTANTIALLY DAM AGED, AND THE PRIVATE PILOT WAS SERIOUSLY INJURED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM BANNING ABOUT 1120. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE HAD PURCHASED THE AIRPLANE A FEW WEEKS PRIOR TO THE ACCIDENT FLIGHT, AND HE WAS FAMILIAR WITH ITS OPERATION. PRIOR TO TAKING OFF ON THE ACCIDENT FLIGHT, BOTH OF THE WING FUEL TANKS HAD BEEN FILLED. THE PILOT ALSO STATED THAT NO VIBRATION WAS FELT PRIOR TO THE LOSS OF ENGINE POWER. IN AN ATTEMPT AT RESTORING POWER, HE APPLIED THE CARBURETOR HEAT, CHANGED THE MIXTURE SETTING, AND REPOSITIONED THE IGNITION KEY. HOWEVER, NONE OF HIS ACTIONS WERE SUCCESSFUL IN RESTORING POWER TO HIS AIRPLANE'S ENGINE. THEREAFTER, HE MADE A FORCED LANDING ON THE UNDERLYING ROUGH TERRAIN. A DEPUTY SHERIFF RESPONDED TO THE ACCIDENT SITE. THE SHERIFF REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT UPON ARRIVAL HE OBSERVED FUEL STREAMING FROM THE WING TANKS OF THE IMPACT-DAMAGED AIRPLANE. THE AIRPLANE WAS MANUFACTURED IN 1946. THE AIRPLANE WAS SUBSEQUENTLY RECOVERED, INSPECTED, AND PARTIALLY REPAIRED BYA FEDERAL AVIATION ADMINISTRATION CERTIFICATED AIRFRAME AND POWERPLANT MECHANIC. THE MECHANIC WHO PERFORMED THE WORK VERBALLY REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT THE ENGINE WAS COMPLETELY TORN DOWN. NO EVIDENCE OF ANY PREIMPACT MALFUNCTION WAS NOTED. THE ACCESSORIES WERE ALSO EXAMINED, AND NO EVIDENCE OF MALFUNCTION WAS NOTED. BOTH THE CARBURETOR FINGER SCREEN AND THE GASCOLATOR FUEL SC 20010331006649A (.19) ON MARCH 31, 2001, APPROX. 0800 HOURS PST, A CESSNA 150J, N60051, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH THE PACIFIC OCEAN NEAR FORTUNA, CA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT, WHICH ORIGINATED FROM UKIAH, CA. APPROX. 0730. TEH FLIGHT WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY AN UNCERTIFICATED PILOT/OWNER WHO WAS NOT INJURED. THE PILOT REPORTED TO THE SHERIFF'S DEPUTY, WHO INTERVIEWED HIM, THAT HE WAS FLYING FROM THE RIGHT SEAT AND THE LEFT SEAT CONTAINED SEVERAL LOOSE ITEMS. THE AIRPLANE ENCOUNTERED TURBULENCE AND THE LOOSE ITEMS STRUCK THE ENGINE CONTROLS CAUSING THE ENGINE TO SHUT DOWN. A SEARCH OF FEDERAL AVIATION AIRMAN DATABASE REVEALED THAT THE PILOT'S CERTIFICATE HAD BEEN REVOKED ON SEPTEMBER 20, 1999, AS A RESULT OF HIS INVOLVEMENT IN AN A/C ACCIDENT ON AUGUST 14, 1999. (-23) ON MARCH 31, 2001, APPROX. 0800 HOURS PST, A CESSNA 150J, N60051, WAS DESTROYED WHEN IT COLLIDED WITH THE PACIFIC OCEAN NEAR PETROLIA, CA. THE PILOT HAD DEPARTED FROM THE UKIAH AIRPORT AT APPROX. 0730 AND WAS ENROUTE TO THE ARCATA AIRPORT. ACCORDING TO THE REPORT FROM THE SHERIFF'S DEPUTY WHO INTERVIEWED THE PILOT, THE PILOT WAS FLYING THE A/C FROM THE RIGHT SEAT AND THE LEFT SEAT CONTAINED SEVERAL LOOSE ITEMS. THE A/C ENCOUNTERED TURBULENCE AND THE LOOSE ITEMS STRUCK THE ENGINE CONTROLS SHUTTING THE ENGINE OFF. THE PILOT OF THE A/C DOES NOT HOLD AN AIRMAN CERTIFICATE. HIS CERTIFICATE HAD BEEN REVOKED ON SEPTEMBER 20, 1999, DUE TO HIS INVOLVEMENT IN AN A/C ACCIDENT ON AUGUST 14, 1999. 20010331007179A (-23)ON MARCH 31, 2001, AT 1215 CST, A DEHAVILLAND DHC-3 AIRCRAFT, N120BA, OWNED AND OPERATED BISHOP AVIATION, INC., IN DECATUR, TEXAS CLIMBED SEVERAL FEET DURING TAKE-OFF, THEN SETTLED BACK TO THE GROUND AND CONTACTED THE GROUND TAIL FIRST. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED AND THERE WAS NO FLIGHT PLAN FILED. THE AIRCRAFT HAS SUBSTANTIAL DAMAGE AND THERE WERE 18 PASSENGERS PLUS THE PILOT ON BOARD WITH THE PILOT RECEIVING MINOR INJURIES, 13 PASSENGERS RECEIVING MINOR INJURIES AND 5 PASSENGERS RECEIVING SERIOUS INJURIES. THE PILOT HOLDS AN AIRLINE TRANSPORT PILOT (APT) RATING. THE FLIGHT ORIGINATED AT DECATUR TEXAS, PRIVATE AIRPORT 67TA, ON MARCH 31, 2001, AT 1315 CST. (.19)ON MARCH 31, 2001 AT 1215 CENTRAL STANDARD TIME, A DEHAVILLAND DHC-3, SINGLE-ENGINE AIRPLANE, N120BA, STRUCK TREES AND TERRAIN FOLLOWING A LOSS OF ALTITUDE DURING THE TAKEOFF/INITIAL CLIMB FROM THE NORTH RUNWAY AT THE PRIVATE BISHOP AIRFIELD NEAR DECATUR, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY BISHOP AVIATION, INC., OF DECATUR, TEXAS, UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE AIRPLANE TRANSPORT PILOT AND 5 PASSENGERS RECEIVED SERIOUS INJURES, AND 13 PASSENGERS RECEIVED MINOR INJURIES. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SKY DIVING FLIGHT, AND A FLIGHT PLAN WAS NOT FILED FOR THE LOCAL FLIGHT. ACCORDING TO LOCAL AUTHORITIES AND THE FAA INSPECTORS, THE AIRPLANE WAS CARRYING PARACHUTISTS FOR A LOCAL SKY-DIVING JUMP FROM 13,000 FEET MSL. THE PILOT REPORTED THAT MOST OF THE JUMPERS WERE EXPERIENCED INSTRUCTORS FROM THE SKYDIVE TEXAS FACILITY AT BISHOP AIRFIELD. DURING A TELEPHONE INTERVIEW WITH THE NTSB INVESTIGATOR-IN-CHARGE, THE PILOT REPORTED THAT THE AIRPLANE WAS APPROXIMATELY 2,500 FEET FROM THE DEPARTURE END OF THE RUNWAY AND 200-300 FEET AGL, WHEN THE AIRPLANE "SUDDENLY ROLLED TO THE RIGHT AT AN ESTIMATED 30 DEGREES PER SECOND, CONTINUED TO THE RIGHT, AND REACHED A 90 DEGREE ANGLE TO THE GROUND." HE MAINTAINED CONTROL OF THE AIRPLANE, APPLIED FULL LEFT AILERON AND LEFT RUDDER, PUSHED FORWARD ON THE CONTROL "STICK," AND LEVELED THE WINGS OF THE AIRPLANE. DURING THE SEQUENCE, THE PILOT APPLIED MAXIMUM POWER FOR RECOVERY AND CONTINUED CLIMB OF THE AIRPLANE. SUBSEQUENTLY, THE PILOT REALIZED THAT THE AIRPLANE DID NOT HAVE ENOUGH ALTITUDE TO CLEAR TH E TREES, AND HE REDUCED THE POWER TO IDLE. THE TAIL OF THE AIRPLANE STRUCK THE GROUND, THE LEFT WING STRUCK TREES, AND THE AIRPLANE CAME TO REST ON AN ESTIMATED HEADING OF NORTH. THE PILOT FURTHER STATED THAT HE "ORIGINALLY THOUGHT THERE WAS AN ASYMMETRICAL LIFT SITUATION WITH A POSSIBLE FLAP DISCONNECT." HOWEVER, HE RECALLED "APPROXIMATELY 2 WEEKS AGO THAT DURING THE TAKEOFF/INITIAL CLIMB THE AIRPLANE HAD A BUMP, ROLL RIGHT, BUMP, ROLL LEFT SEQUENCE WHEN THE AIRPLANE FLEW THROUGH A DUST DEVIL." AN EVENT, "SO SIMILAR TO THIS ACCIDENT SEQUENCE," THAT HE CONCLUDED THAT THE "AIRPLANE FLEW THROUGH A DUST DEVIL"; HOWEVER, THIS TIME THE AIRPLANE DID NOT HAVE ENOUGH ALTITUDE FOR A COMPLETE RECOVERY. THE PILOT REPORTED THE "WINDS WERE LIGHT AND VARIABLE FROM THE NORTH/NORTHEAST AT 5-8 MPH." HE STATED THAT A "BAND OF CLOUDS CONNECTED WITH A FRONT HAD PASSED THROUGH THE AREA AND WERE ABOUT ONE HOUR EAST OF THE DROP ZONE." THE FAA INSPECTORS, WHO RESPONDED TO THE SITE, FOUND THE AIRPLANE IN A MUDDY BOG APPROXIMATELY 250 YARDS EAST OF THE RUNWAY. THE LEFT WING WAS FOUND SEPARATED FROM THE AIRFRAME, AND ADDITIONAL STRUCTURAL DAMAGE EXISTED THROUGHOUT THE AIRFRAME. THE LEFT SIDE OF THE AIRPLAN E WAS CRUSHED AND BUCKLED INWARD. 20010331007329A (-23)AFTER DEPARTING SHD, THE PILOT FLEW INTO CLOUDS AND FOG AND BECAME DISORIENTED WHILE ATTEMPTING TO REMAIN IN VFR CONDITIONS. THE PILOT CRASHED INTO THE BACK OF A PRIVATE RESIDENCE WHILE TRYING TO CROSS A MOUNTAIN RIDGE.(.4) THE PILOT OBTAINED THREE WEATHER BRIEFINGS. DURING THE LAST BRIEFING, WHICH WAS CONDUCTED ABOUT 0845, HE WAS ADVISED OF MARGINAL VISUAL FLIGHT RULE CONDITIONS DEVELOPING ABOUT 1900, ALONG HIS RETURN ROUTE OF FLIGHT. THE PILOT THEN DEPARTED AND FLEW TO SHD WITHOUT INCIDENT. ABOUT 1520 THE PILOT, WITHOUT GETTING AN UPDATED WEATHER BRIEFING, LOADED HIS PASSENGER AND DEPARTING FOR THE TRIP HOME. ABOUT 8 TO 10 MINUTES PRIOR TO THE ACCIDENT, THE PILOT STARTED TO ENCOUNTER DETERIORATING WEATHER. HE HAD VISUAL CONTACT WITH THE GROUND, BUT REDUCED VISIBILITY FORWARD. ABOUT 3 MINUTES BEFORE THE ACCIDENT, THE PILOT MADE A TURN TO THE WEST TO MAINTAIN VISUAL METEOROLOGICAL CONDITIONS (VMC). DURING THE TURN, THE PILOT LOST ALL OUTSIDE VISUAL REFERENCE. HE LEVELED THE WINGS AND STARTED A CLIMB. THE AIRPLANE RE ENTERED VMC SHORTLY AFTERWARDS, BUT WAS NOT IN A POSITION TO AVOID THE APPROACHING TERRAIN. THE AIRPLANE THEN IMPACTED AN UNOCCUPIED HOUSE AND CAME TO A STOP. 20010331007599I (-23)INTERVIEWED ^PRIVACY DATA^ WHO STATED THAT THIS WAS THEIR FIRST NIGHT APPROACH INTO OAKLAND AND WAS CONFUSED BY THE LIGHTS AND HAD DIFFICULTY LOCATING THE RUNWAY. THEY WERE ALSO ON A 172RG MODEL AND NORMALLY FLEW A STRAIGHT 172. HE SAID THE STUDENT WAS NOT RESPONDING TO TOWER COMMANDS WHEREUPON HE TOOK CONTROL OF THE AIRCRAFT. HE WENT ON TO SAY THAT THE RUNWAY LIGHTS APPEARED DIM UNTIL THEY WERE ON FINAL AND THEN THEY APPEARED TO BRIGHTEN. THE FINAL WAS NORMAL EXCEPT HE FORGOT TO PUT DOWN THE GEAR. 20010331007669I (-23)ON MARCH 31, 2001, AT 1100 MST, A BOEING B-75-A75N1, N57578, REGISTERED TO ^PRIVACY DAT^, WAS BLOWN OFF THE RUNWAY 21 DURING THE TAKEOFF ROLL WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE AIRCRAFT SUSTAINED MINOR DAMAGE THE PILOT AND PASSENGER WERE NOT INJURED. 20010331008129A (-23)DURING THE ATTEMPTED LANDING/GO AROUND THE AIRCRAFT WAS OBSERVED IN AN EXTREMELY NOSE HIGH ATTITUDE. WINDS WERE APPROXIMATELY 230/15. AIRCRAFT IMPACTED THE GROUND LEFT OF THE RUNWAY AT MID-FIELD. THE AIRCRAFT CAUGHT FIRE AND BURNED. NO INDICATION OF AIRCRAFT MECHANICAL MALFUNCTIONS WERE NOTED. (.19)ON MARCH 31, 2001, ABOUT 1015 EASTERN STANDARD TIME, AN AEROSTAR PA-60-601P, N900CE, REGISTERED TO CROSCO, INC., OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED WHILE ATTEMPTING A LANDING AT THE MARCO ISLAND EXECUTIVE AIRPORT, MARCO ISLAND, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED AND THE COMMERCIALLY-RATED PILOT, THE SOLE OCCUPANT, RECIEVED FATAL INJURIES. THE FLIGHT DEPARTED VENICE MUNICIPAL AIRPORT, VENICE, FLORIDA, ABOUT 30 MINUTES BEFORE THE ACCIDENT. ACCORDING TO EYEWITNESSES, N900CE'S APPROACH TO RUNWAY 17 APPEARED UNSTABLE. THE WINDS WERE FROM THE SOUTHWEST AT ABOUT 15 KNOTS, GUSTING TO ABOUT 20 KNOTS, AND THE PILOT APPEARED TO HAVE A HARD TIME LINING UP WITH THE RUNWAY CENTERLINE. THE PILOT APPEARED TO EITHER ATTEMPT A G O-AROUND, CLIMBING TO ABOUT 50 FEET AGL, WITH LITTLE OR NO POWER ADVANCE, OR ATTEMPT TO TOUCHDOWN FURTHER DOWN THE RUNWAY. AT ABOUT MID-LENGTH OF THE RUNWAY, THE AIRCRAFT ENTERED A STEEP LEFT BANK AND NOSE DROP UNTIL THE LEFT WINGTIP CONTACTED THE TERRAIN. THE AIRCRAFT SKIDDED SIDEWAYS AND CAME TO REST ABOUT 180 FEET EAST OF THE RUNWAY, HEADING ABOUT 10 DEGREES MAGNETIC, IN MANGROVE GROWTH AND BURNED. (.4) ON MARCH 31, 2001, ABOUT 1015 EASTERN STANDARD TIME, AN AEROSTAR PA-60-601P, N900CE, REGISTERED TO CROSCO, INC., OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED WHILE ATTEMPTING A LANDING AT THE MARCO ISLAND EXECUTIVE AIRPORT, MARCO ISLAND, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED AND THE COMMERCIALLY-RATED PILOT, THE SOLE OCCUPANT, RECEIVED FATAL INJURIES. THE FLIGHT DEPARTED VENICE MUNICIPAL AIRPORT, VENICE, FLORIDA, ABOUT 30 MINUTES BEFORE THE ACCIDENT. ACCORDING TO EYEWITNESSES, N900CE'S APPROACH TO RUNWAY 17 APPEARED UNSTABLE. THE WINDS WERE FROM THE SOUTHWEST AT ABOUT 15 KNOTS, GUSTING TO ABOUT 20 KNOTS, AND THE PILOT APPEARED TO HAVE DIFFICULTY LINI NG LINING UP WITH THE RUNWAY CENTERLINE, AS WELL AS APPEARING EXCESSIVELY FAST ON APPROACH. THE PILOT APPEARED TO EITHER ATTEMPT A GO-AROUND, CLIMBING TO ABOUT 50 FEET AGL, WITH LITTLE OR NO POWER ADVANCE, OR ATTEMPT TOUCHING DOWN FURTHER DOWN THE RUNWAY. AT ABOUT 1/3 TO 1/2 WAY DOWN THE RUNWAY, THE AIRCRAFT ENTERED A STEEP LEFT BANK AND NOSE DROP UNTIL THE LEFT WING TIP CONTACTED THE TERRAIN. THE AIRCRAFT SKIDDED SIDEWAYS INTO MANGROVE TREE GROWTH AND BURNED. ALL WITNESSES STATED THE AIRCRAFT WAS OPERATING ON BOTH ENGINES. ONE WITNESS WHO WAS POSITIONED NEAR THE FBO RADIO STATED N900CE'S PILOT SOUNDED "NORMAL" AND MENTIONED NO ABNORMALITIES DURING HIS INITIAL CALL UP PRIOR TO HIS LANDING APPROACH. ACCORDING TO TWO PASSENGERS, AN FAA-RATED CURRENT PILOT AND HIS WIFE, WHO ACCOMPANIED THE PILOT/OWNER THE DAY BEFORE THE ACCIDENT DURING THE FLIGHT LEG FROM AKRON, OHIO TO VENICE, THE PILOT/OWNER FLEW THE AIRCRAFT ON AN INSTRUMENT METEOROLOGICAL CONDITIONS, (IMC) FLIGHT PLAN WHILE THE PASSENGER/PILOT HANDLED THE RADIOS. THE FLIGHT, AS WELL AS THE DESCENT, APPROACH, AND LANDING AT VENICE WAS NORMAL AND UNREMARKABLE. THE PILOT/PASSENGER STATED THAT THE PILOT/OWNER TENDED TO USE DIFFERENTIAL ENGINE POWER TO MAINTAIN RUNWAY CENTERLINE TRACKING DURING CROSSWIND LANDINGS. THUNDERSTORMS IN THE SOUTHWESTERN FLORIDA PENINSULAR PRECLUDED THE PILOT/OWNER FROM CONTINUING THE FLIGHT TO MARCO ISLAND THAT EVENING, AND HE OVERNIGHTED WITH THE COUPLE NEAR VENICE. FOLLOWING DINNER THAT INCLUDED TWO TALL ICED TEAS OR DIET COKES, AND DEFINITELY NO MIXED DRINKS CONTAINING QUININE WATER, THE COUPLE AN 20010331008459I (-23)NO MARCH 31, 2001, AT APPROXIMATELY 1645 A DOUGLAS SBD-5, N93RW RECEIVED MINOR DAMAGE DURING AN EMERGENCY OFF AIRPORT LANDING DUE TO ENGINE POWER LOSS. THE PILOT SUBSTAINED MINOR INJURIES AND THE PASSENGER WAS UNINJURED. THERE WAS NO FIRE. INSPECTION OF THE AIRCRAFT DISCLOSED THAT THE FUEL LINE BETWEEN THE ENGINE DRIVEN FUEL PUMP AND THE CARBURETOR HAD SPEARATED. THE OPERATOR IS HAVING THE FUEL PUMP TESTED TO DETERMINE OPERATING PRESSURE AND WILL SUBMIT A M AND D REPORT. 20010331009439I (-23)AIRCRAFT WAS ON LEFT BASE OF RUNWAY 27L, (TAMIMI AIRPORT) WHEN ENGINE LOST POWER. THE PILOT LANDED IN SMALL LAKE JUST SOUTHEAST OF AIRPORT. THE PILOT STATED THAT HE FAILED TO TRACK FUEL AND DID NOT SWITCH TO THE RIGHT FUEL TANK WHEN THE FUEL IN THE LEFT TANK WAS EXHUSTED. 20010331009559I (-23)THIS WAS THE FIRST MULTIENGINE AIRPLANE INSTRUCTIONAL FLIGHT FOR ^PRIVACY DA^ AT OZARK, AL. (71J). WHILE USING RUNWAY 30, ^PRIVACY DATA ^FLIGHT INSTRUCTOR, DEMONSTRATED THE FIRST LANDING AND HAD ^PRIVACY DA^ ON THE FLIGHT CONTROLS WITH HIM DURING THE NEXT TWO LANDINGS. ^PRIVACY DA^ THEN MADE ONE LANDING AS SOLE MANIPULATOR OF THE FLIGHT CONTROLS ON THE FORTH LANDING WITH INSTRUCTION FROM ^PRIVACY DATA^. THEN AS SOLE MANIPULATOR OF THE FLIGHT CONTROLS DURING THE FIFTH LANDING. ^PRIVACY DA^TOUCHED DOWN ON THE PAVED SURFACE AND SUBSEQUENTLY DRIFTED LEFT, ALLOWING THE LEFT MAIN GEAR TO GO OFF THE LEFT SIDE OF THE RUNWAY. THE AIRCRAFT RETURNED TO THE RUNWAY AND DEPARTED THE RIGHT SIDE CROSSING THE UNPREPARED SURFACE BETEWEEN THE RUNWAY AND TAXIWAY. THE AIRCRAFT CAME TO REST ON THE TAXIWAY WITH MINOR DAMAGE AND NO INJURIES TO BOTH OCCUPANTS. 20010331010609I (-23)AIRMAN LANDED WITH SLIGHT QUARTERING TAILWIND. AIRCRAFT WAS ON THE CENTERLINE, AND A GUST OF WIND LIFTED THE RIGHT WING. AIRMAN WAS LANDING TO RUNWAY 4. AIRMAN ATTEMPTED A GO-AROUND,RAISED 1ST NOTCH OF FLAPS AND IMPACTED THE DIRT ON THE LEFT SIDE OF THE RUNWAY AS THE AIRCRAFT DRIFTED WITH THE CROSSWIND. AIRMAN STATED THAT HE BRAKED VERY LITTLE AS HE FELT HE WAS JUST ALONG FOR THE RIDE AT THIS POINT. AIRCRAFT FLEW/SLIDE APPROXIMATELY 480 FEET, THE RIGHT MAIN GEAR BROKE OFF, THE PROPELLER WAS BENT AND THE AIRCRAFT CAME TO REST ON ITS NOSE ON THE EMBANKMENT. 20010331012349I (-23) ENROUTE FROM DENVER TO INDIANAPOLIS, RYAN'S B-727 REPORTED A HYDRAULIC PROBLEM. THE CAPTAIN DECLARED AN EMERGENCY AND UNEVENTFUL LANDING WAS ACCOMPLISHED AT IND. RYAN MAINTENANCE PERSONNEL TROUBLESHOT THE SYSTEM AND FOUND #2 SPOILER ACTUATOR HYD. LINE BROKE, THE HYD LINE WAS REMOVED AND REPLACED, SYSTEM SERVICED, OPS CK GOOD. THE AIRCRAFT WAS RETURNED TO SERVICE. 20010331013089I (-23) JAN DAVIS, AN EXPERIENCED SKY-DIVER WITH OVER 2,000 JUMPS, SUFFERED FATAL INJURIES IN A PARACHUTE JUMP. THE PARACHUTE JUMP IN QUESTION WAS MADE FROM AN ALTITUDE OF 13,000 FT. OBSERVERS, INCLUDING A TANDEM JUMP INSTRUCTOR, STATED A NORMAL EXIT FROM THE AIRCRAFT. INITIAL DEPLOYMENT WAS ATTEMPTED AT @5,000 FT. AGL. THE VICTIM, IT IS STATED, NEVER BECAME STABLE IN DURING HER DESCENT. UPON DEPLOYMENT OIF THE MAIN PARACHUTE, ITS LINES BECAME ENTANGLED IN THE CAMERA HELMET WORN BY THE VICTIM. SHE EJECTED THAT CHUTE, BUT WHILE STILL NOT STABILIZED, DEPLOYED HER RESERVE CHUTE. ITS LINES BECAME ENTANGLED IN THE CAMERA & HEADGEAR VICTIM WAS WEARING ALSO. AS A RESULT, IT TOO FAILED TO DEPLOY. THE VICTIM IMPACTED UNRESTRAINED. NO EQUIPMENT MALFUNCTIONS NOTED. INSPECTION OF EQUIPMENT REVEALED NO ABNORMALITIES. NO AIRCRAFT OR OPERATIONAL ISSUES INVOLVED. INVESTIGATION CLOSED. 20010331016789A (-23) ON MARCH 31, 2001, A TUNDRA TIRE EQUIPPED PIPER PA-20, N4606Z REGISTERED TO AND PILOTED BY JEFFERY R. CLEMENTS WAS INVOLVED IN AN AIRCRAFT ACCIDENT AT AN OFF AIRPORT SITE, APPROXIMANTLY 23 MILES SOUTHEAST OF PALMER, ALASKA. ACCORDING TO THE CERTIFICATED PRIVATE PILOT, JUST BEFORE TAKEOFF FROM A SNOW COVERED 800 FOOT LONG STRIP, THE RIGHT MAIN WHEEL HIT A RUT AND THE RIGHT MAIN LANDING GEAR COLLAPSED. THE AIRMAN STATED THAT THE AIRCRAFT VEERED TO THE RIGHT AND COLLIDED WITH A STAND OF WILLOW TREES. THE FLIGHT WAS OPERATED UNDER THE PROVISIONS OF FAR PART 91. THE PILOT AND PASSENGER WERE UNINJURED, HOWEVER THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. 20010331024379I (-23) ON MARCH 31, 2001 AT 0932 PDT, MR. BOCK STARTED A TAKE-OFF AND LOST CONTROL. MINOR DAMAGE TO THE EXPERIMENTAL AIRCRAFT AND NO INJURY TO THE SOLE OCCUPANT. 20010331034149A (.4) ON MARCH 31, 2001, AT 0946 HOURS PACIFIC STANDARD TIME, A CESSNA 170B, N4315B, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT NOSED OVER DURING LANDING ROLL AT LINCOLN AIRPORT, LINCOLN, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE INSTRUCTIONAL FLIGHT, WHICH ORIGINATED FROM LINCOLN AIRPORT APPROXIMATELY 0815. THE FLIGHT WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY A CERTIFIED FLIGHT INSTRUCTOR WHO, ALONG WITH HIS DUAL STUDENT, WAS NOT INJURED. THE FLIGHT INSTRUCTOR STATED THAT HE WAS SITTING IN THE LEFT SEAT AND THE DUAL STUDENT WAS SITTING IN THE RIGHT SEAT. THE ACCIDENT OCCURRED ON A STOP-AND-GO WHICH WAS BEING PERFORMED BY THE DUAL STUDENT. THE APPROACH AND TOUCHDOWN WERE NORMAL. AFTER TOUCHDOWN, THE FLIGHT INSTRUCTOR VERIFIED THAT THE THROTTLE WAS AT IDLE AND THAT THE YOKE WAS FULLY AFT. THE DUAL STUDENT GRADUALLY BRAKED. AS THE AIRPLANE SLOWED, THE TAIL SUDDENLY BEGAN TO RISE AND THE PROPELLER STRUCK THE GROUND AND THE AIRPLANE NOSED OVER. 20010401004349A (.19) ON APRIL 1, 2001, APPROX. 1045 MDT, N679WB, A FOX PEGAZAIR 100, OWNED AND OPERATED BY THE PILOT WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN DURING TAKEOFF FROM ANGEL FIRE, NEW MEXICO, AIRPORT. THE COMMERCAIL PILOT, THE ONLY OCCUPANT ABOARD, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. IN A TELEPHONE INTERVIEW, THE PILOT SAID HE WAS MAKING A TAKEOFF ON RUNWAY 17. JUST AS THE AIRPLANE LIFTED OFF, A CROSSWIND BLEW IT OFF THE LEFT SIDE OF THE RUNWAY. THE AIRPLANE STRUCK A FENCE AND NOSED OVER. AT THE TIME OF THE ACCIDENT, THE WIND WAS FROM 250 DEGREES AT 15 KNOTS. (-23) ON APRIL 1, 2001, AT 1045 MST, A PEGAZAIR, EXPERIMENTAL AMATEUR BUILT A/C, N679WB, REGISTERED TO ^PRIVACY ^ COLLIDED WITH THE GROUND AFTER TAKEOFF AT ANGELFIRE AIRPORT, ANGELFIRE, NM, WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE A/C WAS SUBSTANTIALLY DAMAGED AND THE CERTIFICATED FLIGHT INSTRUCTOR WAS NOT INJURED. (.4) ON APRIL 1, 2001, APPROX. 1045 MDT A FOX PEGAZAIR 100, OWNED AND OPERATED BY THE PILOT WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING TAKEOFF FROM ANGEL FIRE, NEW MEXICO, AIRPORT. THE COMMERCIAL PILOT, THE ONLY OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. IN A TELEPHONE INTERVIEW, THE PILOT SAID HE WAS MAKING A TAKEOFF ON RUNWAY 17. JUST AS THE AIRPLANE LIFTED OFF, A CROSSWIND BLEW IT OFF THE LEFT SIDE OF THE RUNWAY. THE AIRPLANE STRUCK A FENCE AND NOSED OVER. AT THE TIME OF THE ACCIDENT, THE WIND WAS FROM 250 DEGREES AT 15 KNOTS. IN HIS ACCIDENT REPORT, THE PILOT SAID THE INITAL PORTION OF THE TAKEOFF WAS NORMAL BUT AFTER THE AIRPLANE HAD ROLLED 520 FEET, "DIRECTIONAL CONTROL WAS LOST AND THE A/C DEPARTED THE RUNWAY AT AVOUT A 30 DEGREE ANGEL." THE AIRPLANE BECAME AIRBORNE AND CONTINUED 524 FEET BEFORE CROSSING A SMALL DITCH AND COLLIDING WITH A BARBED WIRE FENCE. THE AIRPLANE TRAVELED ANOTHER 40 FEET BEFORE STRIKING THE GROUND IN A RIGHT WING LOW ATTITUDE. THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE AIRPLANE SKIDDED ANOTHER 16 FEET BEFORE NOSING OVER. THE PILOT SAID THAT THERE WERE GUSTY CROSSWINDS AT THE TIME OF THE ACCIDENT AND THAT IT WAS "LIKELY THAT A WIND GUST IN EXCESS OF A/C'S CAPABILITY WAS ENCOUNTERED". 20010401005869A (.19) ON APRIL 1, 2001, ABOUT 0023 PST, A CESSNA 172N, N739WE, OPERATED BY SECURITY AVIATION OF HAWTHORNE, CALIFORNIA, WAS DESTROYED DURING THE COLLISION SEQUENCE WITH COMMUNICATION WIRES AND TERRAIN AT RIALTO, CA. THE COMMERCIAL FLIGHT INSTRUCTOR RATED PILOT AND PASSENGER BOTH RECEIVED FATAL INJURIES. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE ACCIDENT FLIGHT WAS DESTINED FOR HAWTHORNE. ON MARCH 31, 2001, THE AIRPLANE HAD BEEN THE SUBJECT OF AN FAA ALNOT, ISSUED AT 2210, FOR FAILURE TO CANCEL AN INSTRUMENT FLIGHT PLAN WITH SOUTHERN CALIFORNIA TRACON FROM HAWTHORNE TO RIALTO, AN UNCONTROLLED AIRPORT. THE PILOT HAD OBTAINED A FAA PREFLIGHT WEATHER BRIEFING AT 1551. ACCORDING TO THE INSTRUMENT FLIGHT PLAN INFORMATION, THE ESTIMATED TIME OF ARRIVAL AT RIALTO HAD BEEN 1845. SUBSEQUENTLY, THE AIRPLANE WAS LOCATED AT THE RIALTO AIRPORT PARKING RAMP BY SAN BERNARDINO COUNTY AERO BUREAU PERSONNEL LOCATED ON THE AIRPORT. THE ALNOT HAD BEEN CANCELLED AT 2240. THE OPERATOR STATED THAT THE PILOT AND PASSENGER HAD FLOWN TO RIALTO TO VISIT WITH FRIENDS AND WERE TO RETURN TO HAWTHORNE. THE PILOT WAS A FLIGHT INSTRUCTOR FOR THE OPERATOR AND WAS RATED IN AIRPLANE INSTRUMENT AND SINGLE ENGINE LAND. (-23) ACCORDING TO AVAILABLE RADAR DATA, THE MISHAP A/C TOOK OFF FROM RIALTO AIRPORT AT ABOUT 12:22 AM (PST) HEADING EAST. THE A/C MADE AN IMMEDIATE LEFT 180 DEGREE TURN, CONTINUED ON A WESTERLY HEADING, THEN COMPLETED ANOTHER LEFT TURN OF 360 DEGREES. THIS WAS FOLLOWED BY A RIGHT 270 DEGREE TURN, RESULTING IN A SOUTHERLY HEADING AT AN EXTREMELY LOW ALTITUDE. THE HIGHEST ALTITUDE RECORDED BY THE RADAR WAS 1700 FEET MEAN SEA LEVEL (MSL) WHICH IS APPROX. 245 FEET ABOVE THE AIRPORT ELEVATION OF 1455 FEET MSL. THE ALTITUDE RECORDED BY THE RADAR WAS TAKEN FROM THE MODE C OF THE A/C TRANSPONDER AND IS NOT CORRECTED FOR NONSTANDARD BAROMETRIC PRESSURE. THE BAROMETRIC PRESSURE AT THE RIALTO AIRPORT IS NOT AVAILABLE. AFTER ABOUT 90 SECONDS OF FLIGHT, THE A/C COLLIDED WITH COMMUNICATIONS CABLES ON THE NORTH SIDE OF THE ROAD, CONTINUED ACROSS THE ROADWAY AND CONTACTED ELECTRICAL POWER LINES ALONG THE SIDE OF THE ROADWAY AND CRASHED. THERE WAS A POST CRASH FIRE THAT CONSUMMED MOST OF THE CABIN IN THE A/C. THE A/C WAS APPROX. 20 FEET ABOVE THE THE GROUND ON A SOUTHERLY HEADING, LESS THAN A MILE AWAY AND PERPENDICULAR TO THE APPROACH END OF THE RIALTO AIRPORT RUNEAY 6 WHEN IT CONTACTED THE FIRST SET OF WIRES. WEATHER AT THE TIME OF THE ACCIDENT WAS DENSE GROUND FOG IN THE AREA OF THE CRASH. THE MOON HAD SET ABOUT 30 MINUTES BEFORE THE START OF THE FLIGHT. THERE WAS NO NATURAL AMBIENT ILLUMINATIONS. WEATHER OBSERVATIONS ARE NOT AVAILABLE AT THE DEPARTURE AIRPORT, BUT THE DENSE FOG WAS STILL IN THE AREA WHEN EMERGENCY VEHICLES ARIVED AT THE CRASH SITE. VISIBILITY WAS AS LOW AS SEVERAL HUNDRED FEET. THE ONTARIO AIRPORT, ABOUT 10 MILES WEST, WAS REPORTING A TEMPERATURE AND DEW POINT OF 13 DEGREES CENTIGRADE WITH LIGHT WINDS. THE PILOT RECEIVED A WEATHER BRIEFING FROM THE RIVERSIDE FLIGHT SERVICE STATION BUT DID NOT FILE AN IFR FLIGHT PLAN FOR HIS INTENDED FLIGHT FROM RIALTO, CA TO HAWTHORNE, CA. THE PILOT REMAINED IN UNCONTROLLED CLASS G AIRSPACE DUEING THE ENTIRE FLIGHT AND DID NOT ATTAMPT TO CONTACT AIR TRAFFIC CONTROL. AN EXAMINATION OF THE ENGINE REVEALED NO MALFUNCTIONS PRIOR TO THE CRASH. THE PILOT WAS APPARENTLY TRYING TO MAINTAIN VFR FLIGHT IN INSTRUMENT METEOROLOGICAL CONDITIONS, BECAME SPATIALLY DISORIENTED AND CRASHED TRYING TO RETURN TO THE AIRPORT. (.4) HISTORY OF FLIGHT: ON APRIL 1, 2001, ABOUT 0023 HOURS PACIFIC STANDARD TIME, A CESSNA 172N, N739WE, OPERATED BY SECURITY AVIATION OF HAWTHORNE, CALIFORNIA, WAS DESTROYED DURING THE COLLISION SEQUENCE WITH COMMUNICATION WIRES AND TERRAIN AT RIALTO, CALIFORNIA. THE COMMERCIAL FLIGHT INSTRUCTOR RATED PILOT AND PASSENGER BOTH RECEIVED FATAL INJURIES. INSTR 20010401006399A (-23) THE PILOT LANDED ON RUNWAY 12 WITH GUSTY CROSS WIND CONDITIONS. AFTER TOUCHDOWN, A GUST CAUSED THE AIRPLANE TO WEATHERVANE TO THE RIGHT AND HEAD FOR A DITCH OFF THE RIGHT SIDE OF THE RUNWAY. THE PILOT APPLIED FULL RUDDER WITH NO RESPONSE. HE THEN ADDED FULL POWER AND ATTEMPTED TO GO AROUND WITH THE RUDDER INPUT STILL APPLIED. THE AIRPLANE LEFT THE LEFT SIDE OF THE RUNWAY AND WENT OVER A FENCE, COLLIDING WITH THE FENCE AND OTHER OBJECTS. THE A/C CAME TO REST RIGHY SIDE UP IN A CONSTRUCTION AREA WITH DAMAGE TO THE RIGHT WING AND RIGHT HORIZONTAL STABILIZER. (-19)ON APRIL 1, 2001, AT 1445 HOURS PDT, A CESSNA 172M, N9572H, COLLIDED WITH A FENCE DURING AN ABORTED LANDING ATTEMPT ON RUNWAY 12 AT THE NORTH LAS VEGAS AIRPORT, LAS VEGAS, NEVADA, AND CAME TO REST UPRIGHT IN A CONSTRUCTION AREA ON THE AIRPORT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. WEST AIR AVIATION OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL CROSS-COUNTRY FLIGHT THAT DEPARTED THE SCOTTSDALE, AZ. AIRPORT ABOUT 1230. THE FLIGHT WAS SCHEDULED TO TERMINATE AT THE NORTH LAS VEGAS AIRPORT. A VISUAL FLIGHT RULES FLIGHT PLAN HAD BEEN FILED. A FAA INSPECTOR INTERVIEWED THE PILOT. THE PILOT STATED THAT THE LANDING WAS NORMAL. ON THE LANDING ROLLOUT THE AIRPLANE VEERED TO THE RIGHT. HE ATTEMPTED TO COUNTERACT THE MOVEMENT TO THE RIGHT WITH LEFT RUDDER INPUT. THE AIRPLANE CONTINUED OFF THE URNWAY, AND HE ADDED POWER IN AN ATTEMPT TO TAKEOFF. THE PILOT STATED THAT AS THE AIRPLANE BECAME AIRBORNE WITH FULL LEFT RUDDER INPUT, THE AIRPLANE WENT TO THE LEFT OF THE RUNWAY. THE RIGHT WING STRUCK A METAL FENCE AND THE AIRPLANE CAME TO REST UPRIGHT IN A CONSTRUCTION AREA ON THE AIRPORT. THE NORTH LAS VEGAS (VGT) AVIATION ROUTEINE WEATHER REPORT (METAR) ISSUED AT 1420 REPORTED; VISIBILITY 10 MILES AND CLEAR SKIES; WIND FROM 180 DEGREES AT 12 KNOTS; TEMPERATURE 84 DEGREES FAHRENHEIT; DEW POINT 37 DEGREES FAHRENHEIT; AND ALTIMETER 29.65 INHG. AT 1444, THE IWND CONDITIONS WERE UPDATED. WINDS WERE REPORTED FROM 220 DEGREES AT 13 KNOTS, GUSTING TO 20 KNOTS. 20010401006599A (-23) DURING AN AIRSHOW IN CHERRY POINT, NC, MR. KENNEDY WAS PARTICIPATING IN AN AERIAL DEMONSTRATION TEAM CALLED THE SWIFT MAGIC TEAM. MR. KENNEDY WAS FLYING IN FORMATION WITH TWO OTHER A/C PERFORMING LIGHT AEROBATICS DURING THEIR SHOW ROUTINE. MR. KENNEDY'S AIRCRAFT SUFFERED CATASTROPHIC ENGINE FAILURE AS A RESULT OF A PROP BLADE SEPARATION. MR. KENNENDY IMMEDIATELY LANDED THE AIRCRAFT ON THE RUNWAY DIRECTLY BELOW. THE ENGINE REMAINED WITH THE A/C EVEN THOUGH THE REMAINDER OF THE PROPELLER & HUB RIPPED PART OF THE CRANKSHAFT FROM THE ENGINE AND SHEARED ALL BUT ONE OF THE ENGINE ATTACH BOLTS. 20010401007199A (-23)ON APRIL 1, 2001, AT APPROXIMATELY 1415 CDT A CESSNA, N195S, MODEL 195-B, SERIAL NO. 7924 WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT VEERED OFF THE RUNWAY DURING TAKE-OFF AND NOSE-OVER ONTO ITS BACK. THE OWNER/OPERATOR WAS TAKING-OFF FOR A LOCAL FLIGHT CONDUCTED UNDER 14 CFR PART 91 ORIGINATING AT MONTGOMERY COUNTY AIRPORT (CXO) IN CONROE, TEXAS. BOTH THE AIRCRAFT AND OPERATOR WERE PROPERLY CERTIFICATED FOR THE FLIGHT. THE PILOT AND ONLY OCCUPANT OF THE AIRCRAFT MINOR INJURIES. THERE WAS NO FIRE. (.19)ON APRIL 1, 2001, AT 1415 CENTRAL DAYLIGHT TIME, A CESSNA 195B TAIL-WHEEL EQUIPPED AIRPLANE, N195S, WAS SUBSTANTIALLY DAMAGED WHEN IT GROUND LOOPED DURING TAKEOFF FROM THE MONTGOMERY COUNTY AIRPORT, CONROE, TEXAS. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT AND REGISTERED OWNER OF THE AIRPLANE, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT WAS DEPARTING FROM THE MONTGOMERY COUNTY AIRPORT AT THE TIME OF THE ACCIDENT. ACCORDING TO A WRITTEN STATEMENT PROVIDED BY THE PILOT, HE WAS TAKING OFF FROM RUNWAY 19. HE STATED THAT THE WIND WAS FRO M 170 DEGREES AT 9 KNOTS, AND HE DID NOT USE ANY "CROSSWIND TECHNIQUE." DURING THE TAKEOFF ROLL, THE LEFT WING RAISED AND RIGHT WING TIP DRAGGED ON THE GROUND. THE PILOT APPLIED FULL LEFT AILERON AND RIGHT RUDDER; HOWEVER, THE AIRPLANE WEATHER VANED INTO THE WIND. AS THE AIRPLANE NEARED THE EDGE OF THE RUNWAY, THE PILOT REDUCED THE POWER AND THE AIRPLANE "IMMEDIATELY NOSED DOWN AND LANDED ON ITS BACK." ACCORDING TO THE PILOT, THE PROPELLER, ENGINE COWLING, FIREWALL, ENGINE, FUSELAGE, BOTH WINGS, AND THE EMPENNAGE SUSTAINED DAMAGE. (.4)ON APRIL 1, 2001, AT 1415 CENTRAL DAYLIGHT TIME, A CESSNA 195B TAIL-WHEEL EQUIPPED AIRPLANE, N195S, WAS SUBSTANTIALLY DAMAGED WHEN IT GROUND LOOPED DURING TAKEOFF FROM THE MONTGOMERY COUNTY AIRPORT, CONROE, TEXAS. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT AND REGISTERED OWNER OF THE AIRPLANE, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT WAS DEPARTING FROM THE MONTGOMERY COUNTY AIRPORT AT THE TIME OF THE ACCIDENT. ACCORDING TO A WRITTEN STATEMENT PROVIDED BY THE PILOT, HE WAS TAKING OFF FROM RUNWAY 19. HE STATED THAT THE WIND WAS FROM 170 DEGREES AT 9 KNOTS, AND HE DID NOT USE ANY "CROSSWIND TECHNIQUE." DURING THE TAKEOFF ROLL, THE LEFT WING RAISED AND RIGHT WING TIP DRAGGED ON THE GROUND. THE PILOT APPLIED FULL LEFT AILERON AND RIGHT RUDDER; HOWEVER, THE AIRPLANE WEATHER VANED INTO THE WIND. AS THE AIRPLANE NEARED THE EDGE OF THE RUNWAY, THE PILOT REDUCED THE POWER, AND THE AIRPLANE "IMMEDIATELY NOSED DOWN AND LANDED ON ITS BACK." ACCORDING TO THE PILOT, THE PROPELLER, ENGINE COWLING, FIREWALL, ENGINE, FUSELAGE, BOTH WINGS, AND THE EMPENNAGE SUSTAINED DAMAGE. IN THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), UNDER THE SECTION TITLED "RECOMMENDATION (HOW COULD THIS ACCIDENT HAVE BEEN PREVENTED)," THE PILOT WROTE, "USE CROSSWIND (TAKEOFF) TECHNIQUE." 20010401007379A (-23)PILOT, FLYING VFR, STRUCK THE TREES NEAR PARIS, VIRGINIA, IN MVFR CONDITIONS. AIRCRAFT LOGBOOK DID NOT SHOW A CURRENT ANNUAL INSPECTION. 20010401007779I (-23)AIRCRAFT RETURNED TO CDW AND LANDED ON RUWNAY 22 DUE TO ICING. NO ASSISTANCE WAS REQUIRED, AND THE AIRCRAFT TAXIED TO THE RAMP. THE PILOT CONTACTED MILLEVILLE FLIGHT SERVICE FOR A WX BRIEFING, HOWEVER, THE WX WAS NOT AS FORECASTED. NO FURTHER ACTION IS REQUIRED, CASE CLOSED 4/2/2001. 20010401012179I (-23)PILOT WAS HOVER TAXIING TO PARKING AREA AND STRUCK WIRE THAT INTERSECTED RAMP AREA AND FIXED BASE OPERATION BUILDING. 20010401013899I (-23) MR. CHRISTIAN BRADWELL, STUDENT PILOT, WAS CONDUCTING TAKE-OFFS & LANDINGS AND NORTHEAST PHILADELPHIA AIRPORT (PNE). ON THE THIRD LANDING, THE A/C LANDED HARD AND BEGAN TO BOUNCE SEVERAL TIMES. THE NOSE GEAR COLLAPSED (N39016). STUDENT WAS UNINJURED. 20010402004869I (-23) SHORTLY AFTER TAKEOFF, AT APPROX. 1500 FEET, THE ENGINE QUIT BUT WAS WINDMILLING. THE PILOT RECOGNIZED A NEARBY FIELD AND LANDED WITH ONLY A NOSE GEAR FAIRING DOOR SLIGHTLY DAMAGED. ENGINE REMOVED TO INVESTIGATE THE REASON FOR THE FAILURE. FAA A/W WILL FOLLOW UP ON THE ENGINE TEAR DOWN TO DETERMINE THE CAUSE. 20010402005479A (-23) A/C TOOK OFF ON FIRST FLIGHT SINCE BUILT, AT APPROX. 300 FEET AGL A/C ROLLED TO THE LEFT. A/C WAS RECOVERED HEADING TOWARDS THE TREES ON THE RIGHT SIDE OF RUNWAY, WHICH WERE SUBSEQUENTLY IMPACTED. (.19) ON APRIL 2, 2001, AT 1740 EDT, A JACQUES J. MISTROT, SKYBOLT EXPERIMENTAL AIRPLANE, COLLIDED WITH THE GROUND SHORTLY AFTER LIFTOFF FROM RUNWAY 03 AT THE JOHNSTON COUNTY AIRPORT IN SMITHFIELD, NC. THE INITIAL TEST FLIGHT WAS OPERATED BY THE PILOT FOR THE OWNER UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT WAS FATALLY INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE.THE TEST FLIGHT DEPARTED SMITHFIELD, NC AT 1739. REPORTEDLY, THIS WAS THE FIRST FLIGHT OF THE RECENTLY BUILT EXPERIMENTAL AIRPLANE. ACCORDING TO WITNESSES AT THE AIRPORT, THE TAKEOFF ROLL AND INTIAL CLIMB APPEARED NORMAL. AS THE AIRPLANE CONTINUED THE CLIMB THROUGH 200 FEET, IT WAS OBSERVED ENTERING A LEFT TURN UNTIL THE AIRPLANE DEVELOPED A NOSE LOW ATTITUDE. THE AIRPLANE COLLIDED WITH TREES ON THE RIGHT SIDE OF THE RUNWAY. (.4)ON APRIL 2, 2001, AT 1740 EASTERN DAYLIGHT TIME, A JACQUES J. MISTROT, SKYBOLT, N58JM, AN EXPERIMENTAL AIRPLANE, COLLIDED WITH THE GROUND SHORTLY AFTER LIFTOFF FROM RUNWAY 03 AT THE JOHNSTON COUNTY AIRPORT IN SMITHFIELD, NORTH CAROLINA. THE INITIAL TEST FLIGHT WAS OPERATED BY THE PILOT FOR THE OWNER UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT WAS FATALLY INJURED, AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE TEST FLIGHT DEPARTED SMITHFIELD, NORTH CAROLINA, AT 1739. REPORTEDLY, THIS WAS THE FIRST FLIGHT OF THE EXPERIMENTAL AIRPLANE. ACCORDING TO THE OPERATOR, THE ENGINE HAD BEEN RUNNING CONTINUOUSLY DURING 3 SEPARATE 45 MINUTE TAXI SESSIONS. DURING EACH CHECK THE ENGINE RAN SMOOTHLY WITH AN RPM VARYING FROM 800-2375. THE OPERATOR STATED, "IMMEDIATELY PRIOR TO THE FIRST FLIGHT ON THE AFTERNOON OF APRIL 2, 2001, THE PILOT AND MYSELF ACCOMPLISHED A COMPLETE PREFLIGHT AND WALK-AROUND INSPECTION. DURING THE INSPECTION ALL CONTROL SURFACES WERE CAREFULLY EXAMINED FOR RANGE AND PROPER ATTACHMENT. THE ENGINE COMPARTMENT, INCLUDING OIL AND FUEL QUANTITIES, WERE CAREFULLY CHECKED." ACCORDING TO WITNESSES AT THE AIRPORT, THE TAKEOFF ROLL AND INITIAL CLIMB APPEARED NORMAL. AS THE AIRPLANE CONTINUED THE CLIMB THROUGH 200 FEET, IT WAS OBSERVED ENTERING A LEFT TURN UNTIL THE AIRPLANE DEVELOPED A NOSE LOW ATTITUDE. THE AIRPLANE COLLIDED WITH TREES ON THE RIGHT SIDE OF THE RUNWAY. THE PILOT HELD AN AIRLINE TRANSPORT PILOT CERTIFICATE AND WAS A CERTIFIED FLIGHT INSTRUCTOR. HIS TOTAL FLIGHT TIME WAS 25,000 HOURS, AND THE APPROXIMATE FLIGHT TIME IN THE SKYBOLT 10 HOURS. THE PILOT HELD A CURRENT SECOND-CLASS MEDICAL CERTIFICATE, DATED DECEMBER 8, 2000. THE PILOT HAD A PROSTHETIC LEG. EXAMINATION OF THE AIRPLANE REVEALED NO EVIDENCE OF MECHANICAL MALFUNCTIONS OR COMPONENT FAILURES. THE PILOT DID NOT REPORT ANY MECHANICAL MALFUNCTIONS. POSTMORTEM EXAMINATION AND THE FORENSIC TOXICOLOGY OF THE PILOT WAS PERFORMED BY DR. CHANCELLOR AT THE OFFICE OF STATE MEDICAL EXAMINER IN CHAPEL HILL, NORTH CAROLINA, ON APRIL 3, 2001. THE TOXICOLOGY EXAMINATIONS WERE NEGATIVE FOR ALCOHOL. ATROPINE AND LIDOCAINE WERE DETECTED IN THE BLOOD AND LIVER. THESE DRUGS ARE COMMONLY USED DURING RESUSCITATION. ACCORDING TO THE OPERATOR, THERE WAS ATTEMPTED ON SITE RESUSCITATION. 20010402005819I (-23)THE A/C WAS CONDUCTING A SIGHT SEEING FLIGHT AND APPROACHING TO LAND AT MONUMENT VALLEY, UTAH AIRPORT. THE PILOT FORGOT TO LOWER THE LANDING GEAR WHILE ATTEMPTING TO LAND THE AIRPLANE. THE A/C SLID ON THE DIRT RUNWAY ANDSUSTAINED SOME MINOR SKIN DAMAGE. THERE WERE NO INJURIES TO EITHER THE PILOT OR THE FOUR PASSENGERS. 20010402006799A (-23) ON 04/02/01, AT 1715 LOCAL TIME, A CESSNA 182, N21306, WAS PRACTICING TOUCH AND GO LANDINGS, AND WAS EXECUTING THE CLIMBOUT PHASE OF THE PROCEDURE. AS THE A/C GAINED ALTITUDE, THE PILOT REPORTED AN ENGINE PROBLEM. THE A/C COLLIDED WITH THE GROUND APPROX. 1500 FT. FROM THE END OF THE RUNWAY 27 AT MCCULLUM FIELD, IN KENNESAW, GA. THE A/C AND ENGINE WERE REMOVED FROM THE WRECKAGE SITE AND TRANSPORTED TO GRIFFIN, GA. THE ENGINE WAS REMOVED FOR THE AIRPLANE WRECKAGE AND MOUNTED IN A TEST STAND. THE ENGINE STARTED AFTER 10 TO 12 REVOLUTIONS AND WAS OPERATED FOR APPROX. 10 MINUTES FROM IDLE TO 2000 RPM AND BACK, WITH NO ANOMALITIES. ONLY A SMALL AMOUNT OF FUEL WAS RECOVERED FROM THE BOWL OF THE CARBURETOR. THE WINGS WERE TORN FROM THE A/C AND PUNCTURED DURING THE ACCIDENT. 20010402009359I (-23)PILOT STATED THAT DURING TAKEOFF ROLL, NOSE TIRE BLEW UP CAUSING A SEVERE VIBRATION AND A SUBSEQUENT NOSE GEAR COLLAPSE. BOTH PROPELLER RECEIVED EXTENSIVE DAMAGE. PILOT INDICATED THAT HE WAS OPERATING UNDER THE COAST GUARD OPERATIONS (COAST GUARD AUXILIARY), HOWEVER THE COAST GUARD INDICATED THAT THIS FLIGHT WAS UNDER PART 91 OF THE FEDERAL AVIATION REGULATION. OPA LOCKA TOWER DID NOT REPORT THIS INCIDENT TO THIS OFFICE, THIS INSPECTOR CONTACTED THE CONTROL TOWER OPERATOR AND ADVISED HIM THAT THIS INCIDENT SHOULD BE REPORTED TO THIS FSDO. 20010402011069A (.19)ON APRIL 2, 2001, AT 1629 CENTRAL DAYLIGHT TIME, A CESSNA 501, N405PC, OPERATED BY AN AIRLINE TRANSPORT PILOT WAS DESTROYED WHEN MANEUVERING ON INITIAL CLIMB AFTER TAKEOFF, IT IMPACTED INTO THE SOUTH WALL OF THE MORNING GLORY DAIRY COLD STORAGE FACILITY IN ASHWAUBENON, WISCONSIN. A POST IMPACT EXPLOSION AND FIRE ENSUED. THE COLD STORAGE FACILITY WAS DESTROYED AND AN ADJACENT DAIRY PRODUCTION PLANT SUSTAINED MINOR DAMAGE. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FERRY FLIGHT WAS BEING OPERATED ON AN INSTRUMENT FLIGHT RULES FLIGHT PLAN UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT WAS FATALLY INJURED. SEVEN EMPLOYEES OF THE MORNING GLORY DAIRY IN THE COLD STORAGE FACILITY WERE INJURED. FOUR OF THE EMPLOYEES SUSTAINED MINOR INJURIES. THREE OF THE EMPLOYEES SUSTAINED SERIOUS INJURIES FROM BURNS. THE CROSS-COUNTRY FLIGHT ORIGINATED AT THE AUSTIN-STRAUBEL MUNICIPAL AIRPORT (GRB), GREEN BAY, WISCONSIN, AT 1627, AND WAS EN ROUTE TO FT. MYERS, FLORIDA. AT 1626 THE PILOT CONTACTED THE GRB AIR TRAFFIC CONTROL TOWER (ATCT) AND SAID THAT HE WAS READY TO GO ON RUNWAY 18 (8,200 FEET BY 150 FEET, WET CONCRETE). THE ATCT CONTROLLER TOLD THE PILOT TO PROCEED ON COURSE AND HE WAS CLEARED FOR TAKEOFF. AT 1627, GRB RADAR, LOCATED ON THE AIRPORT, SHOWED THE AIRPLANE BEGIN TO ACCELERATE DOWN RUNWAY 18. AT 1628:17 THE ATCT CONTROLLER INSTRUCTED THE PILOT TO CONTACT DEPARTURE CONTROL. THE PILOT RESPONDED, "WE GOT A LITTLE PROBLEM WITH THIS, WE'RE GONNA HAVE TO COME BACK". AT 1628:27, THE ATCT CONTROLLER ASKED THE PILOT WHAT KIND OF APPROACH WOULD HE LIKE? THE PILOT RESPONDED, "WE'D LIKE TO KEEP THE VIS". AT 1628:35, THE ATCT CONTROLLER ASKED THE PILOT IF HE WAS REQUESTING A CONTACT APPROACH? THERE WAS NO RESPONSE FROM THE PILOT. AT 1628:42, GRB RADAR SHOWED THE AIRPLANE IN A LEFT TURN HEADING 135 DEGREES, AT AN ALTITUDE OF 1,055 FEET MEAN SEA LEVEL (MSL), AND AN AIRSPEED OF 182 KNOTS. THE AIRPLANE WAS APPROXIMATELY 1 MILE SOUTH OF THE AIRPORT. AT 1628:46, GRB RADAR SHOWED THE AIRPLANE ON A HEADING OF 113 DEGREES, AT AN ALTITUDE OF 955 FEET MSL, AND AT AN AIRSPEED OF 193 KNOTS. THE AIRPLANE WAS 1.8 MILES FROM THE AIRPORT ON A 148 DEGREE HEADING. AT 1628:50, GRB RADAR SHOWED THE AIRPLANE ON A HEADING OF 091 DEGREES, AT AN ALTITUDE OF 855 FEET MSL, AND AT AN AIRSPEED OF 206 KNOTS. THE AIRPLANE WAS 1.28 MILES FROM THE AIRPORT ON A 137 DEGREE HEADING. RADAR CONTACT WITH THE AIRPLANE WAS LOST AT 1628:55. A WITNESS TO THE ACCIDENT SAID SHE WAS TRAVELING EAST ON MAIN STREET TOWARD THE MORNING GLORY DAIRY. "IT WAS SNOWING MODERATELY AT THAT TIME. THE ROAD WAS WET BUT NOT SLIPPERY. CROSSING THE INTERSECTION OF MORNING GLORY RD. & (AND) MAIN ST., I NOTED A WHITE PRIVATE JET FLYING FROM THE SOUTH. IT WAS FLYING AT APPROXIMATELY A 75-80 DEGREE ANGLE PERPENDICULAR TO THE GROUND WITH ITS LEFT WING DOWN & (AND) TEETERING SLIGHTLY. I FIRST NOTICED THE PLANE AS IT APPROACHED MAIN STREET FLYING AT THAT ANGLE JUST SOUTH OF, & (AND) BETWEEN FITZGERALD'S AND THE HILLTOP AUTO REPAIR SHOPS. IT THEN CROSSED MAIN STREET WITH THE LOWER WING TIP APPROXIMATELY 20 TO 30 FEET ABOVE THE POWER WIRES. THE PLANE BECAME MORE PERPENDICULAR TO THE GROUND AT A 90 DEGREE ANGLE WITH THE LEFT WING DOWN & (AND) LOST ALTITUDE CRASHING INTO THE MORNING GLORY DAIRY WAREHOUSE BUILDING". AT 1638, GREEN BAY WEATHER WAS REPORTED AS CEILINGS OF 200 FEET BROKEN, 800 FEET OVERCAST, VISIBILITY 1/2 STATUTE MILE WITH SNOW AND FOG, TEMPERATURE 32 DEGREES FAHRENHEIT (F), DEW POINT 32 DEGREES F, WINDS 120 DEGREES AT 3 KNOTS, AND AN ALTIMETER SETTING OF 29.99 INCHES OF MERCURY. (-23) ON APRIL 2, 2001 AT 1629 CST, A CESSNA 501, N405PC DEPARTED AUSTIN STRAUBEL AIRPORT IN GREEN BAY, WI. WHEN MANEUVERING ON CLIMB AFTER TAKE OFF THE AIRCRAFT IMPACTED THE SOUTH WALL OF THE MORNING GLORY DAIRY COLD STORAGE FACILITY IN ASHWAUBENON, WI. THE AIRCRAFT WAS DESTROYED AND THE PILOT WAS FATALLY INJURED, THE COLD STORAGE FACILITY WAS DESTROYED AND THE ADJACENT DAIRY PRODUCTION P 20010402011839A (-23) AIRCRAFT HAD TAKEN OFF FROM TECUMSEH AIRPORT (3TE) ON RUNWAY 36, AFTER CLEARING RUNWAY AND RETRACTING GEAR. THE ENGINE LOST POWER. AIRCRAFT STALLED AND LANDED ABOUT 1/4 MILE PAST THE END OF AIRPORT. THE AIRCRAFT CAME TO REST OM SOME TREES WITH IT'S NOSE UP AND IT TAIL RESTING IN A CREEK. THERE WAS A SMALL FIRE THAT WAS LIMITED TO THE LEFT SIDE OF THE ENGINE AND COWLING AND WAS EXTINGUISHED BT THE FIRE DEPARTMENT. THERE WAS ONLY ONE PERSON ON BOARD AND THERE WERE NO INJURIES. (.19)ON APRIL 2, 2001, ABOUT 0840 EASTERN DAYLIGHT TIME, A MEYERS 200A, N495C, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TREES AND TERRAIN DURING A FORCED LANDING FOLLOWING AN IN-FLIGHT LOSS OF ENGINE POWER ON INITIAL CLIMB OUT FROM MEYERS-DIVER'S AIRPORT, NEAR TECUMSEH, MICHIGAN. A POST IMPACT FIRE OCCURRED. THE PERSONAL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT REPORTED NO INJURIES. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. 20010402014479A (-23) STUDENT LOST CONTROL OF AIRCRAFT ON LANDING, WENT OFF RUNWAY AND COLLIDED WITH RUNWAY SIGNAGE. 20010403007489I (-23)ON TUESDAY, APRIL 3, 2001, N203PL, ENROUTE PRATTVILLE, AL (1A9) TO SAN MARCOS, TX WHILE LEVELING AT 6,000 FEET AFTER TAKEOFF EXPERIENCED COMPLETE HYDRAULIC FAILURE (MAIN HYDRAULIC LINE RUPTURE). ON LANDING AT MONTGOMERY (MGM) AFTER FLYING BY THE TOWER AND RECEIVING THE REPORT OF "3 GEAR HANGING" PILOT ELECTED TO LAND ON THE RUNWAY. THE ENGINE WAS SHUTDOWN SHORTLY BEFORE TOUCHDOWN. THE GEAR COLLAPSED AND SKIDDED TO A STOP ON THE PARTIALLY PROTRUDING GEAR AND FUSELAGE. NO FIRE OCCURRED AND ONLY MINOR AIRFRAME DAMAGE, PROPELLOR DESTROYED, NO INJURIES. 20010403008919A (-23)ON APRIL 3, 2001 AT 1430 HRS. A BELL OH-58 HELICOPTER, N921MC. COLLIDED WITH THE GROUND DURING AUTOROTATION FOLLOWING THE LOSS OF ENGINE POWER NEAR LAKELAND, FLORIDA. THE MAINTENANCE TEST FLIGHT WAS OPERATED BY THE PILOT/OWNER UNDER PART 91 WITH NO FLIGHT PLAN FILED, VFR WEATHER CONDITIONS PREVAILED AT TIME OF ACCIDENT. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT WAS NOT INJURED. THE FUEL SHUT OFF VALVE WAS PLACED IN THE OFF POSITION DURING MAINTENANCE AND WAS NOT RETURNED TO THE NORMAL POSITION. SEVERAL MINUTES AFTER START UP AND TAKEOFF THE ENGINE LOST POWER AND QUIT. THE PILOT ENTERED AUTOROTATION FROM 200 FEET AND MADE AN EMERGENCY LANDING ON ROUGH SURFACE, CAUSING THE TAIL BOOM ASSEMBLY TO SUSTAIN DAMAGE. THIS EMERGENCY FUEL SHUT OFF VALVE WAS APPARENTLY FAULTY. (.19)ON APRIL 3, 2001, AT 1430 EASTERN DAYLIGHT TIME, A BELL OH-58A HELICOPTER, N921MC, COLLIDED WITH THE GROUND DURING AN AUTOROTATION FOLLOWING THE LOSS OF ENGINE POWER NEAR LAKELAND, FLORIDA. THE MAINTENANCE TEST FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE, AND THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT DEPARTED LAKELAND, FLORIDA, AT 1415 HOURS. REPORTEDLY, THIS WAS THE FIRST FLIGHT FOLLOWING THE COMPLETION OF ROUTINE MAINTENANCE PROCEDURES. DURING THE RECENT MAINTENANCE, THE FUEL SHUTOFF VALVE WAS PLACED IN THE OFF POSITION AND WAS NOT RETURNED TO THE NORMAL ON POSITION. APPROXIMATELY 15 MINUTES INTO THE FLIGHT, THE ENGINE LOST POWER AND QUIT. THE PILOT INITIATED AN AUTOROTATION FOR AN EMERGENCY LANDING; THE TAIL BOOM ASSEMBLY WAS DAMAGED DURING THE EMERGENCY LANDING. (.4)ON APRIL 3, 2001, AT 1430 EASTERN DAYLIGHT TIME, A BELL OH-58A HELICOPTER, N921MC, COLLIDED WITH THE GROUND DURING AN AUTOROTATION FOLLOWING THE LOSS OF ENGINE POWER NEAR LAKELAND, FLORIDA. THE MAINTENANCE TEST FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE, AND THE COMMERCIAL PILOT WAS NOT INJURED. THE FLIGHT DEPARTED LAKELAND, FLORIDA, AT 1415 HOURS. THIS WAS THE FIRST FLIGHT FOLLOWING THE COMPLETION OF A MAINTENANCE INSPEC TION. ACCORDING TO THE PILOT, HE FOLLOWED THE MANUFACTURERS NORMAL OPERATING CHECKLIST AND BEGAN A TEST FLIGHT. APPROXIMATELY 2 MINUTES AFTER TAKEOFF, THE ENGINE LOST POWER AND QUIT DURING CRUISE FLIGHT. THE PILOT INITIATED AN AUTOROTATION FOR AN EMERGENCY LANDING; THE TAIL BOOM ASSEMBLY WAS DAMAGED DURING THE EMERGENCY LANDING. EXAMINATION OF THE HELICOPTER REVEALED THAT THE FUEL VALVE SWITCH WAS STILL IN THE OFF POSITION. IT WAS DISCOVERED THAT THE FUEL VALVE HAD BEEN SWITCHED OFF DURING THE LAST MAINTENANCE INSPECTION. THE PILOT STATED HE DID NOT CHECK THE POSITION OF THE FUEL VALVE PRIOR TO TAKEOFF. THE THRU-FLIGHT CHECKLIST USED IN THE HELICOPTER ,TM-55-1520-228-CL DOES NOT REQUIRE THE FUEL VALVE POSITION TO BE CHECKED DURING PREFLIGHT, ENGINE START OR TAKEOFF PROCEDURES. THE CHECKLIST IN MANUFACTURERS TECHNICAL MANUAL TM 55-1520-228-10 , STATES UNDER SECTION 8-16 "BEFORE STARTING ENGINE PROCEDURES", ITEM 3-P "FUEL VALVE HANDLE - CHECK ON (FORWARD)." NO MECHANICAL PROBLEMS WITH THE HELICOPTER WERE REPORTED BY THE PILOT. NO MECHANICAL PROBLEMS WERE DISCOVERED DURING THE AIRFRAME EXAMINATION. 20010403009839A (-23) SEE PILOT NARRATIVE (ATTACHED) ENGINE RUNUP ON 5-21-01 RAN OK. I REVIEWED THE LOGBOOKS AND FOUND AN ANNUAL INSP. WAS DONE ON 6-23-00 BOTH AIRFRAME AND ENGINE. TALKED TO PILOT, HE HAS NO EXPLANATION FOR CAUSE OF ACCIDENT. 20010403011299I (-23)DEPARTED CARLSBAD, NM (CNM) AT 2040 LCL ON RUNWAY 26. CLIMBING THROUGH 5000 FT ENGINE LOST POWER,TRIED SWITCHING FUEL SELECTOR TO LEFT TANK, NO HELP. TRIED PRIMING AND PUMPED THROTTLE BUT ENGINE WOULD NOT RESTART. THIS WAS DONE WHILE TURNING TOWARD CNM RUNWAY 8. BEGAN GRADUAL DESCENT UNTIL TOUCHDOWN. NEGLECTED TO EXTEND LANDING GEAR. TOUCHDOWN SPEED APPROXIMATELY 60 MPH. MINIMAL DAMAGE. THE CAUSE OF THE POWER LOSS WAS FUEL DEPLETION WITH RIGHT FUEL TANK SELECTED. AFTER PICKING UP AIRCRAFT AND UNLOCKING AND EXTENDING GEAR, TOWED AIRCRAFT TO HANGER, PROP DAMAGE MINOR, SKIN DAMAGE MINOR. ENGINE STARTED QUICKLY AFTER ALLOWING FUEL PUMP TO RUN FOR SEVERAL SECONDS, LEFT TANK SELECTED. RIGHT TANK EMPTY. 20010403012029I (-23)ON APRIL 3, 2001, AT 2120 EDT, A CESSNA 172M, N162HB, REGISTERED TO CO-OP AIRCRAFT SERVICE, CINCINNATI, OHIO COLLIDED WITH THE (VASI) VISUAL APPROACH SLOPE INDICATOR ON LANDING AT CINCINNATI BLUE ASH AIRPORT (ISZ) WHILE ON A PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS FILED. THE AIRCRAFT RECEIVED MINOR DAMAGE. THE PRIVATE PILOT AND 3 PASSENGERS WERE NOT INJURED. THE FLIGHT ORIGINATED AT LEXINGTON BLUE GRASS AIRPORT (LEX) KENTUCKY ON APRIL 3, 2001 AT 2000 EDT. 20010403013069I (-23)PILOT LANDED ON RW 36 AT OXI AIRPORT AT NIGHT, THEN TAXIED ON TO TAXIWAY. PILOT TAXIED OFF TAXIWAY INTO DITCH DAMAGING THE AIRCRAFT. 20010403013859I (-23) DR. CONROY, A PRIVATE PILOT, WAS PERFORMING TRAFFIC PATTERN OPERATIONS, TOUCH AND GO'S AT CAPITAL CITY AIRPORT (CXY). AFTER TOUCHDOWN AND DURING GO-AROUND/TAKEOFF, AIRCRAFT PROPELLER AND RIGHT WING TIP CONTACTED RUNWAY. 20010403014899I (-23) AIRCRAFT HAD COMPLETED AN ANNUAL INSPECTION BY MR. RONALD JONES (PILOT/MECHANIC) AND WAS BEING REPOSITIONED BY MR. JONES FROM HIS PRIVATE AIRPORT TO THE HAMILTON, NY AIRPORT (H30). MR. JONES STATED THAT DURING HIS APPROACH TO THE AIRPORT AT APPROXIMATELY 400-500 FEET THE ENGINE QUIT RUNNING. MR. JONES SELECTED THE OPPOSITE FUEL TANK AND DIRECTED THE AIRCRAFT TOWARD AN OPEN FIELD. HE STATED THAT HE DECIDED TO LAND IN THE FIELD RATHER THAN TRY TO REACH THE RUNWAY 17. THE AIRCRAFT THEN LANDED IN A FIELD APPROXIMATELY 3/4 MILE FROM THE END OF THE RUNWAY. THE AIRCRAFT SUSTAINED DAMAGE TO THE LANDING GEAR AND AIRSCOOP DURING LANDING. (SEE ATTACHED FOR MORE INFORMATION). 20010403029599A (-23) PILOT REPORTED LEAVING NIGHTMUTE, AK, EN-ROUTE TO NEWTOK, AK. AT APPROXIMATELY 10 MILES SOUTH OF NEWTOK PILOT EXPERIENCED WHITEOUT CONDITIONS AND WAS LOSING VISIBILITY. HE EXECUTED A RIGHT TURN AND DURING THE TURN HE EXPERIENCED GROUND-RUSH AND THE AIRCRAFT COLLIDED WITH THE TERRAIN. WEATHER IN THE BETHEL AREA WAS REPORTED BY BETHEL TOWER AS MARGINAL VFR/IFR. AIRCRAFT HAD DEPARTED BETHAL AT APPROXIMATELY 1548 HOURS IN VFR CONDITIONS. 20010404005279I (-23) ON APRIL 4, 2001, CHAUTAUQUA AIRLINES (CHQA) OPERATED A SAAB 340A, N140CQ AS FLIGHT NUMBER #9428 ON A POSITIONING FLIGHT FROM INDIANAPOLIS TO PITTSBURGH, PA., WHEN THE PILOT NOTICED A FLUCTUATION IN THE OIL PRESSURE OF THE LEFT ENGINE. THE LEFT ENGINE WAS SHUT DOWN AND AN EMERGENCY DECLARED. N140CQ LANDED RUNWAY 32 AT PIT AT 11:35 LOCAL AND TAXIED TO THE GATE WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND A BAD SEAL PN 4068T-97-P02, REPLACED, GROUND SATISFACTORY A/C WAS RETURNED TO SERVICE. 20010404007299A (-23)PILOT ATTEMPTED TAKE-OFF ON 2,200 FOOT LONG GRASS STRIP AFTER SEVERAL DAYS OF RAIN. TAKE-OFF AFTER AIRCRAFT PASSED THE END OF THE RUNWAY. LEFT WING OF AIRCRAFT STRUCK 6 INCHES SQUARE WOODEN FENCE POST TEARING SKIN OFF THE IWNG AND DAMAGING THE SPAR, AILERON AND ANTI-SERVO TRIM TAB. AIRCRAFT TRAVELED APPROXIMATELY 300 FEET PAST THE END OF THE RUNWAY INTO AN OPEN FIELD. THE RIGHT MAIN LANDING GEAR COLLAPSED BEFORE THE AIRCRAFT STOPPED. (.4) THE PILOT ATTEMPTED A TAKEOFF FROM A "SLIGHT UPSLOPE," 2,200-FOOT GRASS STRIP WITH RANDOM LOW SPOTS. THE TAKEOFF WAS ATTEMPTED AFTER SEVERAL DAYS OF RAIN, AND THE GROUND WAS STILL SOGGY. AFTER LIFTOFF, THE AIRPLANE STRUCK A 6-INCH SQUARE WOODEN FENCE POST AT THE DEPARTURE END OF THE RUNWAY, WHICH TORE SKIN OFF A WING, AND DAMAGED THE WING SPAR, AILERON AND ANTI-SERVO TRIM TAB. THE PILOT THEN LANDED THE AIRPLANE AHEAD, IN AN OPEN FIELD, ABOUT 300 FEET BEYOND THE DEPARTURE END OF THE RUNWAY. DURING THE LANDING, THE RIGHT MAIN LANDING GEAR COLLAPSED. NO MECHANICAL MALFUNCTIONS CONTRIBUTED TO THE ACCIDENT. THE OWNERS HANDBOOK STATED THAT TAKEOFFS SHOULD BE MADE WITH FLAPS UP, BUT ONLY PROVIDED TAKEOFF DISTANCE DATA FOR AIRPLANES CONFIGURED WITH FLAPS 25 DEGREES, AND MAXIMUM POWER FROM A PAVED, LEVEL, AND DRY RUNWAY. WINDS WERE ABOUT 70 DEGREES OFF THE AIRPLANE'S NOSE, AT 9 KNOTS. 20010404009259I (-23)N19BA, DC-3-A, WAS CLEARED FOR A TOUCH AND GO ON RY 10. AFTER DEPARTURE H100, N19BA WAS INSTRUCTED BY LOCAL CONTROLLER TO FLY H100, WHEN N19BA ADVISED UNABLE EMERGENCY DITCHING. N19BA PROCEEDED TO DITCH ON THE LAGON 1 MILE EAST OF THE SAN JUAN AIRPORT. 20010404009319I (-23)ON APRIL 4, 2001, FALCON FLIGHT #010, DEPARTING FROM MIAMI INTERNATIONAL AIRPORT, WITH A FINAL DESTINATION OF TALLAHASSEE, FLORIDA EXPERIENCED A TAIL STRIKE ON TAKEOFF. ANALYSIS OF THE FLIGHT DATA RECORDED INDICATED THAT DURING THAKEOFF, THE AIRCRAFT WAS ROTATED AT 128 KNOTS TO 10.3 DEGREES IN 8 SECONDS (1.3 DEGREES PER SENCOND). THE AIRCRAFT APPEARED TO HAVE LEFT THE GROUND WITH THE AIRCRAFT AT APPROXIMATELY 10.5 DEGREES NOSE UP. THE CAPTAINS REPORT INDICATED THAT A SLIGHT VIBRATION WAS FELT DURING ROTATION. THE AIRCRAFT CONTINUED ON ITS FLIGHT TO TALLAHASSEE WITHOUT INCIDENT. THE POST FLIGHT INSPECTION REVEALED A PORTION OF THE TAIL SKID DOOR WAS MISSING. THIS PART WAS RECOVERED FROM RUNWAY 09L AT MIA. DAMAGE TO THE AIRCRAFT CONSISTED OF A DAMAGED TAIL SKID DOOR AND TAIL SKID CARTRIDGE. NOTE CORRECTIVE ACTION: AIRLINE CONDUCTED PROFICIENCY CHECKS ON CREW MEMBERS, WHICH THEY COMPLETED SUCESSFULLY, AND DISCIPLINED CAPTAIN WITH TIME OFF. 20010404012669I (-23) WHEN LANDING GEAR LEVER SELECTED DOWN DURING APPROACH INTO YIP, ONLY THE MAIN GEAR EXTENDED; THE NOSE GEAR REMAINED UP. AFTER EXHAUSTIVE EFFORTS TO GET THE NOSE GEAR TO EXTEND, A NOSE GEAR UP LANDING WAS ACCOMPLISHED. 20010404012719I (-23) SHE LANDED ON RUNWAY 25 AT CADILLAC. SHE WAS VERY HAPPY WITH THE LANDING AND THOUGHT SHE COULD MAKE THE FIRST TURNOFF JUST PAST MIDFIELD. SHE PUT ON THE BRAKES AND SWERVED TO THE LEFT AND OVER CORRECTED AND SWERVED INTHE OPPOSITE DIRECTION. THIS WENT ON FOR ABOUT 3 CYCLES UNTIL SHE DEPARTED THE RUNWAY TO THE RIGHT AND SPUN AROUND ENDING UP FACING THE DIRECTION FROM WHICH SHE CAME. JUST BEFORE DEPARTING THE RUNWAY SHE REALIZED THAT SHE HAD FORGOTTEN TO REDUCE THE POWER TO IDLE. 20010404023499A (-23) ON APRIL 4, 2001, AT 1140 EDT, A PIPER PA-44-180, N3060D, OWNED AND OPERATED BY THE COMAIR AVIATION ACADEMY, IN SANFORD, FLORIDA, MADE AN EMERGENCY LANDING IN A FIELD FOLLOWING A POWER LOSS ON THE RIGHT ENGINE. DURING THE LANDING ROLLOUT, THE AIRCRAFT HIT A DITCH CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THERE WERE NO INJURIES TO THE OCCUPANTS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE INSTRUCTOR PILOT, MR. JEREMY POLSON, HOLDS A COMMERCIAL PILOT CERTIFICATE AND A FLIGHT INSTRUCTOR CERTIFICATE NUMBER 520901649. THE LOCAL TRAINING FLIGHT ORIGINATED AT THE ORLANDO SANFORD AIRPORT (SFB), ON APRIL 4, 2001 AT APPROXIMATELY 1100 EDT. 20010405005719I (-23) INVESTIGATION INDICATED THE A/C BOUNCED ON LANDING AND LANDED IN THE GRASS TO THE LEFT OF THE RUNWAY. THE A/C SLID SIDEWAYS UNTIL REACHING A TAXIWAY, AT WHICH TIME THE NOSE WHEEL WAS SHEARED OFF, CAUSING DAMAGE TO THE PROPELLER, COWLING, RIGHT WHEEL FAIRING, AND PITOT TUBE. 20010405005779I (-23) DURING TAKEOFF ON RUNWAY 34 AT APPROX. 50 FEET AGL PILOT FELT HE DID NOT HAVE SUFFICIENT POWER TO ACCOMPLISH A GO-AROUND WITH POWER INDICATING 2200 RPM. PILOT PULL BACK POWER RETURNING A/C TO GROUND APPROX. 100 FEET BEYOND END OF RUNWAY ROLLING OUT AT IDLE POWER. A/C IMPACTED AN ELEVATED ROAD BEYOND THE RUNWAY RESULTING IN THE FORWARD LANDING GEAR TO COLLAPSE. THE PROPELLER WAS BENT AS A RESULT OF CONTACTING THE GROUND. FINAL REPORT. 20010405006179I (-23) LIGHT 4622 INBOUND TO BOSTON FROM ISLIP NY. FIRST OFFICER REPORTED HE OBSERVED A SMALL QUANTITY OF SMOKE COMING FROM THE GLARE SHIELD IN FRONT OF HIM. BOTH CAPTAIN AND FIRST OFFICER SMELLED THE SMOKE. BOTH FOLLOWED PROCEDURE AND DECLARED EMERGENCY EMERGENCY. A/C ALNDED AND TAXIED IN WITHOUT FURTHER INCIDENT. AMERICAN EAGLE MAINTENANCE INVESTIGATING THE SOURCE OF THE SMELL. NO VISIBLE INDICATION OF ANY PROBLEM. 20010405006189A (-23) WIND SHIFT RESULTED IN A DOWNWIND LANDING WITH A CROSSWIND. PILOT LOST CONTROL AND VEERED OFF THE RUNWAY IMPACTING TREES WITH THE RIGHT WING. 20010405006319A (-19) ON APRIL 5, 2001, AT 1500 HRS MST, A BEECH 33A, N5544P, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT ENCOUNTERED GUSTY WINDS AND DRUG A WING DURING TAKEOFF FROM MOBILE AIRPORT, GOODYEAR, AZ. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF CFR 14 PART 91 BY AIRLINE TRAINING CENTER AS A LOCAL AREA INSTRUCTIONAL FLIGHT. THE CFI AND THE DUAL STUDENT SUFFERED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT, WHICH ORIGINATED AT THE GOODYEAR AIRPORT AT 1400. THE PILOT REPORTED THAT AFTER A "TOUCH-AND-GO", WHEN THE AIRPLANE WAS ABOUT 5-10 FEET OFF THE RUNWAY, A GUST OF WIND LIFTED THE RIGHT WING. THE LEFT WING STRUCK THE RUNWAY AND THE AIRPLANE ROLLED INVERTED AND LANDED OFF THE SIDE OF THE RUNWAY. (.4) ON APRIL 5, 2001, AT 1455 HOURS MOUNTAIN STANDARD TIME, A BEECH F-33A, N5544P, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT DRAGGED A WING AND ROLLED OVER DURING A TOUCH-AND-GO AT MOBILE AIRPORT, MOBILE, ARIZONA. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF CFR 14 PART 91 BY AIRLINE TRAINING CENTER ARIZONA AS A LOCAL AREA INSTRUCTIONAL FLIGHT. THE CERTIFIED FLIGHT INSTRU CTOR AND THE DUAL STUDENT SUFFERED MINOR INJURIES. VISUAL METROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT, WHICH ORIGINATED AT THE PHOENIX GOODYEAR, ARIZONA, AIRPORT AT 1420. THE FLIGHT INSTRUCTOR REPORTED THAT AFTER A TOUCH-AND-GO, WHEN THE AIRPLANE WAS ABOUT 10-15 FEET OFF THE RUNWAY, THE RIGHT WING LIFTED. THE STUDENT PILOT MADE NO WIND CORRECTION INPUTS. THE FLIGHT INSTRUCTOR TRIED TO STABILIZE THE AIRPLANE BUT WAS UNSUCCESSFUL. THE LEFT WING STRUCK THE RUNWAY AND THE AIRPLANE ROLLED INVERTED AND CAME TO REST OFF THE SIDE OF THE RUNWAY. THE FLIGHT INSTRUCTOR ALSO REPORTED THAT A VARIABLE WIND CONDITION EXISTED AT THE AIRPORT. THE AIR TRAFFIC AT THE UNCONTROLLED AIRPORT SELF-DIRECTED A RUNWAY CHANGE MINUTES BEFORE THE ACCIDENT FROM RUNWAY 27 TO RUNWAY 9 DUE TO THE VARIABLE WIND. (-23) DURING AN INSTRUCTIONAL DUAL FLIGHT THE AIRCRAFT ENCOUNTERED SEVER CROSSWINDS IMMEDIATELY AFTER TAKE-OFF AND ROLLED INVERTED IMPACTING THE RUNWAY. THE AIRCRAFT DEPARTED THE NORTH EDGE OF THE RUNWAY WHERE THE FLIGHT CREW EGRESSED UNASSISTED. 20010405007399A (-23)UPON LANDING AND JUST AFTER TOUCHDOWN ON RW 12 AT IPT, THE PLANE BEGAN TO DRIFT RIGHT ON RUNWAY. I TOUCHED DOWN AT BETWEEN 60-70 KPH. THE PATTERN WAS FLOWN AT 70K AND TOUCHDOWN WAS IN THE CENTER OF THE RUNWAY WITH PLANE LINED UP ON CENTERLINE. AS PLANE DRIFTED TO THE RIGHT TOWARDS GRASS INFIELD, I INITIATED A GO AROUND, GAVE FULL THROTTLE AND RAISED THE FLAPS, NOTIFIED ATC OF A GO AROUND. I TRIED TO GAIN SPEED AND KEEP PLANE GOING STRAIGHT OUT OVER THE GRASS INFIELD, HOWEVER THE PLANE DID NOT DEVELOP LIFT AND STARTED TO TURN LEFT. I TRIED TO HOLD PLANE STRAIGHT AND LEVEL TO DEVELOP SPEED, AND COULD NOT GAIN ALTITUDE. THE STALL WARNING SOUNDED BRIEFLY, BEFORE HITTING A FENCE AND COMING TO REST NEXT TO RAILROAD. THE PLANE DID NOT GAIN ANY MORE THAN ABOUT 10-15 FEET OF ALTITUDE AFTER ADDING FULL THROTTLE. 20010405008149A (-23)PILOT CLEARED FOR RIGHT BASE TO RUNWAY 22R AT BTR. ENGINE FAILED. INVESTIGATION YIELDED FUEL EXHAUSTION. 20010405012039I (-23)ON APRIL 04, 2001 VANGUARD AIRLINES FLIGHT 150, AIRCRAFT N16802, WAS SCHEDULES TO ENROUTE FROM MCI TO LGA. ON INITAL CLIMB OUT AFTER HYGRAULIC PUMP SWITCHES SET TO LOW, THE LEFT ENGINE HYDRAULIC PRESSURE WENT TO ZERO. NO EMERGENCY OR EQUIPMENT REQUESTED AND THE PILOT RETURNED THE AIRCRAFT TO MCI WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE FOUND THE LEFT ENGINE HYRAULIC PUMP SHAFT SHEARED, AND REPLACED PUMP. SYSTEM PASSED OPERATIONAL TEST AND THE AIRCRAFT WAS RETURNED TO SERVICE. WITH THIS REPORT, INCIDENT NUMBER CE05200IAC0033 IS CONSIDERED CLOSED. 20010405012339I (-23) AIRCRAFT DEPARTED SPRINGFIELD, IL, FOR CHICAGO MIDWAY AIRPORT. AT ABOUT 20 MILES SOUTH OF PEORIA VOR THE PIC HAD JUST LEVELED OFF AT 19,000 FEET AND HAD BEEN GIVEN A TURN 30 DEGREES RIGHT DIRECT JOILET. WHEN THE AIRCRAFT COMPLETED THE TURN AND WAS WINGS LEVEL THEY ENCOUNTERED HEAVY RAIN FOLLOWED IMMEDIATELY BY HAIL. THE HAIL BROKE THE OUTER PANELS OF BOTH WINDSHIELDS. THE PIC DECLARED AN EMERGENCY WITH CHI ARTCC AND DIVERTED TO PEORIA AIRPORT. AN UNEVENTFUL LANDING WAS COMPLETED. INSPECTION OF THE AIRCRAFT REVEALED THAT THE DAMAGE WAS LIMITED TO THE OUTER GLASS PANELS OF THE WINDSHIELDS, AND SOME LOSS OF PAINT FROM THE NOSE OF THE AIRCRAFT. THE PIC INDICATED THERE WAS NO INDICATION OF WEATHER ON THE SHIPS AIRBORNE RADAR AT OR BEFORE THE ENCOUNTER WITH THE HAIL. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20010406005969I (-23) ON 4/6/01 AT 8:45 AM AT PITTSBURGH INTERNATIONAL AIRPORT CHAUTAUQUA FLIGHT #4215 A SAAB-FAIRCHILD 340-A N95CQ ABORTED A TAKEOFF ON RUNWAY 28R. ATC REPORTED THE CREW DID NOT REQUEST ASSISTANCE OR GIVE ANY REASON AS TO WHY TAKE OFF WAS ABORTED. THE A/C TAXIED BACK TO THE RAMP WITHOUT FURTHER INCIDENT. CHAUTAUQUA MAINTENANCE PERSONNEL WERE INFORMED THAT THE LEFT TAIL PIPE HAD GIVEN A OVERHEAT INDICATION. THE SYSTEM WAS TROUBLE SHOT. THE CANNON PLUG FOR THE PROBE WAS CLEANED AND THE SYSTEM TESTED NORMAL. THE A/C WAS RETUNED TO SERVICE. 20010406006079A (-19) ON APRIL 6, 2001 AT 1953 CDT, A PIPER PA-25-235 PAWNEE SINGLE-ENGINE AIRPLANE, N4514Y, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TREES IN A RESIDENTIAL ARERA DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AT CLOVER FIELD, PEARLAND, TEXAS. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY NIGHT HAWK AERIAL ADVERTISING OF PEARLAND, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BANNER TOWING FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE CLOVER FIELD AT AN UNKNOWN TIME. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE PILOT STATED THAT HE RETURNED TO CLOVER FIELD AFTER THE BANNER TOWING FLIGHT OVER DOWNTOWN HOUSTON. HE STATED THAT HE EXPERIENCED DIFFICULTY RELEASING THE BANNER AND LANDED ON THE GRASS BETWEEN RUNWAYS 14L AND 14R. HE STATED THAT HE DRAGGED THE BANNER ON THE GROUND AND IT EVENTURALLY RELEASED; HOWEVER, HE WAS TOO CLOSE TO THE END OF THE RUNWAY TO STOP, SO HE PERFORMED A GO-AROUND. THE PILOT TOLD THE FAA INSPECTOR THAT WHILE HE WAS IN THE TRAFFIC PATTERN "HE RAN OUT OF FUEL" AND THE ENGINE "QUIT". THE PILOT COULD NOT MAKE IT BACK TO THE RUNWAY AND ELECTED TO AIM FOR TREES IN THE RESIDENTIAL AREA. THE AIRPLANE IMPACTED THE TREES, ITS LEFT WING SEPARATED, AND THE RIGHT WING AND FUSELAGE SUSTAINED SUBSTANTIAL DAMAGE. (-23)THE AIRCRAFT HAD JUST COMPLETED A BANNER TOWING FLIGHT IN THE DOWNTOWN HOUSTON AREA NEAR ENRON FIELD AND HAD RETURN TO CLOVER AIRPORT FOR LANDING. THE PILOT STATED THAT HE HAD ATTEMPTED TO DROP THE BANNER AT THE DESIGNATED LOCATION ON THE AIRPORT BUT WAS HAVING DIFFICULTY GETTING IT TO RELEASE. HE THEN DECIDED TO LAND ON RUNWAY 14L WITH THE BANNER STILL ATTACHED TO THE AIRCRAFT. AFTER TOUCHING DOWN, THE FORCE OF THE BANNER ON THE RUNWAY WAS SUFFICIENT TO RELEASE IT FROM THE AIRCRAFT. THE PILOT THEN DID A GO AROUND MANEUVER, REMAINING IN CLOSED TRAFFIC TO BE FOLLOWED BY A LANDING. AT APPROXIMATELY HALF WAY THROUGH THE MANEUVER (DOWNWIND) THE AIRCRAFT RAN OUT OF FUEL AND CRASHED APPROXIMATELY 1/4 MILE FROM THE AIRPORT. THE PILOT STATED HE DEPARTED WITH 50 GAL OF FUEL ONBOARD THE AIRCRAFT AND THE FLIGHT HAD TAKEN APPROXIMATELY 3HRS. TO COMPLETE. 20010406006309A (.19) ON APRIL 6, 2001, AT 1000 HOURS MST, A CESSNA 210, N126RA, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LOST POWER AND LANDED IN A FIELD NEAR CORDES JUNCTION, AZ. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF CFR 14 PART 91 BY AN AIRLINE TRANSPORT PILOT WHO, ALONG WITH HIS ONE PASSENGER, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH ORIGINATED FROM CAMARILLO, CA., AT 0800 PDT, AND WAS ENROUTE TO PAYSON, AZ. THE PILOT STATED THAT HE REDUCED POWER TO DESCEND FROM 11,500 FEET TO LAND AT PAYSON. WHEN HE REACHED APPROX. 7,000 FEET HE TRIED TO INCREASE POWER BUT THE ENGINE DID NOT RESPOND. HE STATED THE ENGINE CONTINUED TO RUN AT A REDUCED POWER AS HE TRIED SWITCHING FUEL TANKS. HE ORIGINALLY INTENDED TO LAND ON A HIGHWAY BUT COULD NOT FIND A CLEAR AREA DUE TO TRAFFIC ON THE ROAD. HE ELECTED TO LAND IN A FIELD NEAR THE HIGHWAY. THE AIRPLANE SUSTAINED DAMAGE TO THE PROPELLER, NOSE GEAR, LEFT WING, AND MAIN GEAR. (-23)DURING DESCENT PILOT RETARDED THROTTLE UNTIL HE REACHED THE NECESSARY ALTITUDE AT WHICH TIME HE ADVANCED THE THROTTLE LEVERS TO MAINTAIN HIS ALTI TUDE. THE PILOT THEN NOTICED THAT THE ENGINE DIDN'T RESPOND. THE PILOT STATED THAT HE TRIED TO SWITCH FUEL TANKS, BUT HE STILL HAD NO RESPONSE. HE THEN TRIED TO MAKE AN EMERGENCY LANDING ON INTERSTATE 17. THE PILOT REPORTED THAT HE ALMOST HAD TRAFFIC CLEAR EXPECT FOR ONE CAR, HE THEN DECIDED TO MAKE A LANDING IN A FIELD NEXT TO THE INTERSTATE. DURING LANDING THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE WITH NO INJURIES ON BOARD. DURING EXAMINATION OF THE AIRCRAFT AT THE SALVAGE YARD IT WAS NOTED THAT THE THROTTLE LINKAGE WAS DISCONNECTED FROM THE THROTTLE BODY. (.4) ON APRIL 6, 2001, AT 1020 HOURS MOUNTAIN STANDARD TIME, A CESSNA 210B, N126RA, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LOST POWER AND LANDED IN A PASTURE NEAR CAMP VERDE, ARIZONA. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY AN AIRLINE TRANSPORT PILOT WHO, ALONG WITH HIS ONE PASSENGER, WAS NOT INJURED. VISUAL METROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH ORIGINATED FROM CAMARILLO, CALIFORNIA, AT 0800 PACIFIC DAYLIGHT TIME, AND WAS EN ROUTE TO PAYSON, ARIZONA. THE PILOT STATED THAT HE REDUCED POWER TO DESCEND FROM 11,500 F EET TO LAND AT PAYSON. WHEN HE REACHED APPROXIMATELY 7,000 FEET HE TRIED TO INCREASE POWER BUT THE ENGINE DID NOT RESPOND. HE STATED THE ENGINE CONTINUED TO RUN AT A REDUCED POWER AS HE PUSHED THE MIXTURE FULLY RICH, TURNED THE FUEL BOOST PUMP TO HIGH, AND SWITCHED FUEL TANKS. HE ORIGINALLY INTENDED TO LAND ON A HIGHWAY BUT COULD NOT FIND A CLEAR AREA DUE TO TRAFFIC ON THE ROAD. HE ELECTED TO LAND IN A FIELD NEAR THE HIGHWAY. UPON TOUCHDOWN, THE NOSE GEAR DUG IN. THE AIRPLANE SLID TO A STOP, SUSTAINING DAMAGE TO THE PROPELLER, NOSE GEAR, FIREWALL, LEFT WING, AND MAIN GEAR. A POSTACCIDENT INSPECTION BY THE PILOT REVEALED THAT THE THROTTLE LINKAGE DISCONNECTED, ALLOWING THE ENGINE TO GO TO IDLE POWER. THIS WAS CONFIRMED BY AN FEDERAL AVIATION ADMINISTRATION INSPECTOR. 20010406006689I (-23) THIS A/C WAS LANDED HARD IN 12 MI CROSSWINDS. THE A/C BOUNCED ONCE THE PILOT LOST CONTROL AND THE A/C WENT OFF THE LEFT SIDE OF THE RUNWAY, WENT INTO A DITCH AND COLLAPSED THE NOSE LANDING GEAR AND DAMAGED THE PROPELLER. 20010406006789I (-23) ON 4/6/01, N832RA, DC-9-83, FLT 1907, DPR SFO ENROUTE TO LAX AT FLT LVL, REPORTED SMOKE IN THE CABIN AND UNUSUAL SMELL. CREW DIVERTED TO FAT. LANDED FAT WITH NO FURTHER INCIDENT. MAIN. PERSONNEL INSPECTED THE A/C AND DEFERRED THE L/H PACK MEL 21-1A. DISCOVERED R/H PACK DUCT OUTPUT MISSING A CLAMP. CLAMP FROM L/H PACK WAS REMOVED AND INSTALLED ON THE R/H PACK. OPS CK PERFORMED AIRPLANE WAS RETURNED TO SVC. 20010406006849A (-23) WHILE CONDUCTING AN OFF AIRPORT LANDING TO TRANSPORT A TRAUMA PATIENT, THE HELICOPTER WAS LANDING IN A VACANT TURNOUT. AS THE HELICOPTER CAME IN FOR A HOVER THE PIC EXECUTED A RIGHT PEDAL TURN WHICH CAUSED THE TAIL ROTOR TO HIT A TRASH CAN ENCLOSED IN A SNOW FENCE. 20010406006879I (-23) WHILE CLIMBING OUT AT CASPER, WY., THE ENGINES WERE PULLED BACK FOR CLIMB POWER AND THE RIGHT ENGINE WOULD NOT RESPOND. A CIRCLING APPROACH TO THE LANDING RUNWAY WAS STARTED. THE ENGINE WAS SHUT DOWN AND PROPELLER FEATHERED. THE A/C LANDED ON THE ACTIVE RUNWAY WITHOUT INCIDENT. A/C TAXIED TO MAINTENANCE WHERE THE THROTTLE CABLE WAS FOUND TO BE BROKEN. 20010406007249A (-23)THIS AIRCRAFT IMPACTED THE SIDE OF SASSAFRAS MOUNTAIN AT 3,000 FT 1,500 YARDS EAST OF MONUMENT RD. DAWSON CO GA. BOTH WINGS WERE SEPERATED FROM TREE IMPACT, THE TAIL WAS ALSO GENERATED PRIOR TO IMPACT. ENGINE INSPECTION WAS GOOD THERE WAS FUEL IN THE RT WING. FLIGHT CONTROLS WERE CHECKED AND FOUND GOOD. 20010406007349A (-23)ON APRIL 6, 2001, AT 1844 CENTRAL TIME CESSNA T210M, N555HG, WAS SUBSTANTIALLY DAMAGED LANDING ON RUNWAY 17 AT ABI. THE PILOT STATED THAT HE NEGLECTED TO FOLLOW THE CESSNA 210 OPERATING INSTRUCTIONS TO SWITCH THE FULLEST TANK PRIOR TO LANDING. THE AIRCRAFT LOST POWER ON LONG FINAL. THE PILOT STATED HE HAD ATTEMPTED TO RESTART THE ENGINE BUT COULD NOT. THE AIRCRAFT TOUCHED DOWN JUST SHORT OF THE RUNWAY AND THE NOSE GEAR COLLAPSED WHEN THE AIRCRAFT STRUCK THE PAVEMENT LIP OF THE RUNWAY. NO INJURIES REPORTED. 20010406009499I (-23)AIRCRAFT LOST ELECTRICAL POWER AND DIVERTED TO LEESBURG. UPON ARRIVAL AT LEESBURG PILOT WAS UNALBLE TO LOWER GEAR USING NORMAL OPERATIONS DUE TO LOW BATTERY VOLTAGE. PILOT ATTEMPTED TO LOWER GEAR MANUALLY, HOWEVER WAS UNABLE TO DISENGAGE THE TRANSMISSION FROM THE GEAR LINKAGE. PILOT MADE GEAR UP LANDING CAUSING MINIMAL DAMAGE. MECHANICS ON THE GROUND VERIFIED THAT TRANSMISSION RELEASE LEVER WOULD NOT OPERATE. AWAITING RESULTS OF LANDING GEAR RETRACTION TEST TO DETERMINE IF EIR IS APPROPRIATE. 20010406012429I (-23)CREW DECLARED EMERGENCY DURING TAXI FOR TAKEOFF DUE TO SMOKE IN THE COCKPIT. AIRCRAFT TAXIED BACK TO RAMP WITHOUT INCIDENT. MAINTENANCE FOUND THE SMOKE WAS FROM THE #1 GENERATOR CONTROL PANEL THAT MAINTENANCE SUSPECTS HAD BEEN SATURATED WITH WATER THAT CAME FROM CARGO PALLETS THAT HAD BEEN LOADED ON THE AIRCRAFT AFTER THE PALLETS HAD BEEN ON THE RAMP IN THE RAIN. THE WATER IS SUSPECTED TO HAVE SEEPED THROUGH THE FLOOR DURING PALLET LOADING. THE #1 GENERATOR CONTROL UNIT WAS REMOVED AND REPLACED, AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20010406015099A ON APRIL 6, 2001 MS. DELORES ALFANO, THE PILOT IN COMMAND, WAS LANDING AT LAKELAND AIRPORT. INSPECTION OF THE AIRCRAFT REVEALED THE NOSE WHEEL PANT HAD SCUFFING ON THE LOWER LEADING EDGE. ADDITIONALLY, THE WHEEL PANT IS TORN ON THE RIGHT SIDE AT THE BOTTOM. THE NOSE TIRE DISPLAYED SCUFFING AND HAS A FLAT SPOT ACROSS THE TREAD. THERE ARE DIAGONAL CREASES ON THE LEFT SIDE OF THE FUSELAGE FROM HALFWAY UP THE FIREWALL GOING TOWARD THE LOWER STRUT ATTACH POINT. NO FURTHER FUSELAGE DAMAGE, NO MAIN GEAR DAMAGE WAS NOTED. (NARRATIVE FROM FORM 8020-23) (.4) ON APRIL 6, 2001, AT ABOUT 1815 EASTERN STANDARD TIME, A CESSNA 182Q, N74SM, REGISTERED TO THE CIVIL AIR PATROL INC., OPERATING AS A 14 CFR PART 91 POSITIONING FLIGHT COLLIDED WITH THE RUNWAY ON LANDING AT LAKELAND-LINDER REGIONAL AIRPORT, LAKELAND, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE PRIVATE PILOT REPORTED NO INJURIES. THE FLIGHT ORIGINATED FROM NORTH PERRY AIRPORT, HOLLYWOOD, FLORIDA, ABOUT 1 HOUR 55 MINUTES BEFORE THE ACCIDENT. THE PILOT STATED SHE MADE A NORMAL LANDING AND WAS HOLDING B ACK PRESSURE ON THE YOKE. DURING THE LANDING ROLLOUT SHE FELT A SHUDDER AFTER THE NOSE WHEEL TOUCHED DOWN ON THE RUNWAY. SHE ASSUMED SHE HAD BLOWN A TIRE. SHE INFORMED THE CONTROL TOWER THAT SHE HAD BLOWN A TIRE AND ROLLED TO A STOP ON THE SIDE OF THE RUNWAY. AFTER EXITING THE AIRPLANE SHE OBSERVED THAT THE NOSE WHEEL WAS FLAT AND BOTH PROPELLER TIPS WERE CURLED AFT. THE PILOT STATED DURING HER PREFLIGHT INSPECTION THE NOSE GEAR PLATE WOULD NOT STAY CLOSED, IT WAS DIFFICULT TO OBTAIN A FUEL SAMPLE, AND THE FUEL SELECTOR IDENTIFICATION PLATE WAS INSTALLED BACKWARDS. EXAMINATION OF THE AIRPLANE BY THE NTSB AND THE FAA REVEALED THE NOSE WHEEL HAD COLLIDED WITH THE RUNWAY FIRST ON LANDING. THE FRONT OF THE NOSE WHEEL PANTS WAS SCUFFED AND SCRATCHED, THE RIGHT FRONT SIDE OF THE PANT WAS SCRATCHED AND BROKEN. THE NOSE WHEEL TIRE WAS FLAT AND HAD A SCUFF MARK RUNNING ACROSS THE WIDTH OF THE TIRE. THE ENGINE COWLING WAS REMOVED AND BOTH SIDES OF THE ENGINE FIREWALL WAS BENT INWARD. THE LEFT SIDE OF THE FORWARD FUSELAGE LOCATED NEXT TO THE FIREWALL HAD A DIAGONAL CREASE RUNNING FROM THE FIREWALL OUTBOARD TO THE LOWER LEFT WING STRUT. THERE WAS NO DAMAGE NOTED TO EITHER MAIN LANDING GEAR OR THE BOTTOM OF THE FUSELAGE. 20010407005699A (-23) ^PRIVACY DAT^ AND ONE PASSENGER WERE ENROUTE FROM PETERSBURGH, VA. (PTV) TO ORANGEBURGH, SC (OGB) IN N8084K A KR2S EXPERIMENTAL HOMEBUILT A/C. DURING THE ENROUTE PORTION OF THE FLIGHT OVER NASHVILLE, NC AT 1200 AGL THE A/C ENGINE STALLED. ^PRIVACY DAT^ STATED THAT "THE A/C IMMEDIATELY STALLED, HE RECOVERED, AND LANDED IN A FIELD." (.19) ON APRIL 7, 2001, ABOUT 1120 EDT, A JEROME WELLS KR-2, N8089K, REGISTERED TO, AND OPERATED BY A PRIVATE OWNER AS A TITLE 14 CFR PART 91 PERSONALFLIGHT, MADE A FORCED LANDING TO A FIELD IN NASHVILLE, NC. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRLINE TRANSPORT-RATED PILOT SUSTAINED MINOR INJURIES AND ONE PASSENGER RECEIVED NO INJURIES. THE A/C INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM PETERSBURG, VA., THE SAME DAY ABOUT 1015. THE PILOT STATED THAT HE HAD RECENTLY PURCHASED THE A/C, AND WAS FLYING IT HOME, AND WHILE IN CRUISE FLIGHT AT ABOUT 1,200 FEET, THE A/C ENGINE CEASED OPERATING. THE PILOT FURTHER STATED THAT HE EXECUTED A FORCED LANDING TO AN OPEN FIELD, AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE DURING THE LANDING. (.4) ON APRIL 7, 2001, ABOUT 1120 EASTERN DAYLIGHT TIME, A JEROME WELLS KR-2, N8089K, REGISTERED TO, AND OPERATED BY A PRIVATE OWNER, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, MADE A FORCED LANDING TO A FIELD IN NASHVILLE, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRLINE TRANSPORT-RATED PILOT SUSTAINED MINOR INJURIES, AND ONE PASSENGER RECEIVED NO INJURIES. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM PETERSBURG, VIRGINIA, THE SAME DAY, ABOUT 1015. THE PILOT STATED THAT THE AIRCRAFT HAD BEEN SITTING FOR ABOUT 40 DAYS, AND IT HAD TAKEN ABOUT 20 MINUTES TO GET IT STARTED. THE PILOT FURTHER STATED THAT ONCE HE HAD GOTTEN IT STARTED, HE RAN IT FOR ABOUT 7 MINUTES, AND HE AND HIS NEPHEW THEN EMBARKED, AND HE STARTED IT, AND TAXIED FOR TAKEOFF. HE SAID HE WAS NUMBER THREE FOR TAKEOFF, AND WHILE WAITING HE IDLED THE ENGINE FOR ABOUT 10 MINUTES, PERFORMED THE ENGINE RUNUP, EXECUTED THE TAKEOFF, AND CLIMBED TO ALTITUDE. ONCE AT CRUISE ALTITUDE, HE SAID HE PROCEEDED TO THE SOUTH, AND HAD BEEN AIRBORNE FOR ABOUT AN HOUR WHEN HE DECIDED TO TRANSFER FUEL FROM THE RIGHT WING TANK. ACCORDING TO THE PILOT, ABOUT 2 MINUTES AFTER TRANSFERRING FUEL, THE ENGINE STARTED TO "CUT OUT", AND THEN IT CEASED OPERATING. HE SAID HE THEN EXECUTED A FORCED LANDING TO AN OPEN FIELD, AND DURING THE LANDING, THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE PILOT ALSO SAID THAT HE ASSUMED THAT MAYBE HE HAD NOT EFFECTIVELY DRAINED ALL THE WATER OUT OF THE RIGHT WING TANK, AND WHEN HE "FED" FROM THE RIGHT WING, THERE WAS ENOUGH CONTAMINATION TO CAUSE THE ENGINE TO "FLAME OUT." POSTCRASH EXAMINATION OF THE AIRCRAFT BY AN FAA LICENSED MECHANIC WITH INSPECTION AUTHORIZATION REVEALED THAT THE CARBURETOR DRAIN PLUG HAD DROPS OF MOISTURE THAT DID NOT APPEAR TO BE FUEL. IN ADDITION, THE EXAMINATION REVEALED THAT THE GASCOLATOR FUEL BOWL, MOUNTED ON THE FIREWALL, WAS FULL OF WATER AND DEBRIS. ACCORDING THE MECHANIC, THE FUEL BOWL HAD A DRAIN VALVE, BUT IT WAS CLOGGED. 20010407005849I (-23) ON APRIL 7, 2001, AT 1209 E/1609Z, AMTA FLIGHT #594, A B-727, N783AT, S/N 2200, DIVERTED TO PIT DUE TO A FIRE WARNING LIGHT. DURING CRUISE AT FL310, NOTED CARGO FIRE LIGHT ON CA GLARE SHIELD (NO FIRE WARNING BELL SOUNDED). CHECKED THE CARGO DETECTIONS/ SUPPRESSION PANEL AT THE F/E POSITION AND NOTED THAT BOTH FWD AND AFT LIGHT ON THE PANEL WERE ILLUMINATED. INITIATED CARGO FIRE IN-FLIGHT CHECKLIST AND DECLARED AN EMERGENCY. LANDED AT PIT. FIRE DEPT. FOUND NO EVIDENCE OF FIRE, SMOKE OR FUMES. DURING TROUBLE SHOOTING, MAINTENANCE FOUND THE PUSH TO TEST LIGHT ON EYEBROW PANEL ACTING AS A GROUND CAUSING THE FIRE CONTROL PANEL TO BE IN THE TEST MODE. REPLACED MASTER CAUTION CARGO WARNING PUSH TO TEST LIGHT LENS AND PERFORMED ADJ/TEST PER MM-26-26-00. MAIN. REPLACED THE FIRE EXTINGUISHER BOTTLES AND RETURNED A/C TO SERVICE. INVESTIGATION BY DESK AUDIT CLOSED. 20010407005929I (-23) ON 4/7/01 AT APPROX. 1403 PDT, N8241N, A BE-36 LOST DIRECTIONAL CONTROL DURING TAKEOFF FROM RUNWAY 30 AT FIREBAUGH AIRPORT (Q49). THE A/C EXITED THE RUNWAY AT MIDFIELD INTO A PLOWED DIRT FIELD RESULTING IN COLLAPSE OF THE NOSE GEAR AND DAMAGE TO THE PROPELLER AND ENGINE. THERE WERE NO INJURIES. THE PILOT/OWNER OF N8241N WAS RECEIVING INSTRUCTIONAL AS PART OF AN ORGANIZED SAFETY SEMINAR FOR BEECH BONANZA OWNERS. HE WAS PRACTICING A SOFT FIELD TAKEOFF AND THE A/C BECAME AIRBORNE PRIOR TO THE FLIGHT CONTROLS BECOMING FULLY EFFECTIVE. GUSTY WINDS AND RUNWAY DIMENSIONS (3102'X60') MAY HAVE BEEN FACTORS. THE CFI WAS UNABLE TO INTERVENE AND TAKE CONTROL OF THE A/C BECAUSE THE INCIDENT OCCURRED VERY QUICKLY. THE CFI WAS COUNSELED ON THE NEED TO USE A LARGER RUNWAY WHEN CONDUCTING SUCH PRACTICE. 20010407006279I (-23) VISUAL METEROROLOGICAL CONDITIONS. DURING THE APPROACH PHASE OF FLIGHT THE PILOT ATTEMPTED TO LOWER THE LANDING GEAR. BOTH MAIN LANDING GEAR WOULD NOT EXTEND WITH NORMAL OR EMERGENCY PROCEDURES. ONLY THE NOSE GEAR EXTENDED AND LOCKED. LANDING WAS ACCOMPLISHED AT OAK AT 12:47 WITH ONLY THE NOSE GEAR DOWN AND LOCKED. VERY MINIMAL DAMAGE TO A/C, NO WING OR PROP/ENGINE DAMAGE. THE TAIL HORIZONTAL STAB SHOWED SCRAPING TO THE FIBERGLASS TIP CAP AND THE TAIL TIE DOWN RING WAS GROUND DOWN. THERE WERE NO INJURIES TO EITHER OCCUPANT. THE CAUSE OF THE MAIN LANDING GEAR MALFUNCTION IS STILL UNDER INVESTIGATION. 20010407006569I (-23) PILOT STATED ENGINE LOST POWER ON CLIMBOUT EST. 50 FEET AGL. LANDED, AND VEERED LEFT OF RUNWAY. NOSE GEAR COLLAPSED DOWN AND PROP STRUCK GROUND. NO INJURIES, A/C RECORDS TO BE REVIEWED BY SOFSDO-01. 20010407007159A (-23)ON ARPIL 7, 2001, APPROXIMATELY 1340CDT, A CESSNA 190 SINGLE-ENGINE, TAIL WHEEL-EQUIPED AIRPLANE, N1055D, WAS DESTROYED WHEN IT IMPACTED TERRAIN NEAR LURTON, ARKANSAS. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL. THE NON-INSTRUMENT RATED PILOT AND HIS PASSENGER SUSTAINED FATAL INJURIES. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE COOK AIRFIELD, DERBY KANSAS, APPROXIMATELY 1100, AND WAS DESTINED FOR LAKELAND, FLORIDA. THE VFR FLIGHT PLAN LISTED TUPELO, MISSISSIPPI, AS AN INTERMEDIATE FUEL STOP. 20010407007459I (-23)ON APRIL 7, 2001 THE AIRCRAFT WAS TAXIED ON TO RUNWAY 14 AT ANCHORAGE INTERNATIONAL AIRPORT. THE PIC FAILED TO LINE THE AIRCRAFT WITH THE CENTER LINE ON THE RUNWAY. AT TAKE OFF THE AIRCRAFT HIT THE LEFT NUMBER 1 AND NUMBER 4 RUNWAY LIGHTS. 20010407009009A (-23) MR. BABCOCK TOOK OFF FROM ROCKLEDGE AIRPARK, ROCKLEDGE, FLORIDA AT/ABOUT 0930 HOURS (LOCAL) APRIL 07, 2001. THE AIRCRAFT STALLED ON TAKE OFF AT APPROXIMATELY 100 FEET AGL--ROLLING LEFT AND CRASHING APPROXIMATELY 200 YARDS WEST OF THE AIRPARK ALONGSIDE MYRRELL ROAD. THE AIRCRAFT WAS DESTROYED AND MR. BABCOCK SUSTAINED SERIOUS INJURIES. 20010407009239I (-23)THE PIPER PA-44-180 (TWIN ENGINE SEMINAL) NOSE LANDING GEAR(NLG) COLLAPSED AFTER LANDING. THE FLIGHT INSTRUCTOR AND THE MULTI ENGINE STUDENT PILOT BOTH SAID THAT ALL LANDING GEAR INDICATIONS SHOWED THAT THE GEAR WAS DOWN AND LOCKED. THE AIRPLANE HAS A MIRROR ON THE LEFT NACELLE AND THE LEFT SEATED STUDENT CALLED THE NLG VISUALLY DOWN. WHEN THE NLG WAS LOWERED TO THE ASPHALT SURFACE IT COLLAPSED.NO CAUSE WAS FOUND. AIRWORTHINESS DIRECTIVE (AD) 94-14-14 APPLIES TO THIS AIRCRAFT AND CALLS FOR INSTALLATION OF A MODIFICATION KIT TO PREVENT COLLAPSE. AD-94-14-14 COMPLIED WITH NO 11/03/1994 AT 5690 HOURS. TOTAL TIME IS NOW 8790 HOURS. 20010407009539I (-23)AIRCRAFT ON LOCAL VFR FLIGHT LANDING ON RUNWAY 34 AT CLEARWATER AIRPARK LOST LEFT BRAKE AND VEERED OFF RUNWAY CAUSING MINOR DAMAGE TO LEFT GEAR AND LEFT WING. 20010407016119I (-23) LANDING, CAUGHT IN WAKE TURBULANCE FROM PREVIOUS LANDING AIRCRAFT, COLLAPSED LANDING GEAR AFTER LOSING CONTROL. DISCUSSED WAKE TURBULANCE AVOIDANCE PROCEDURES. 20010407039039A (.4) THE PILOT PURCHASED THE AIRPLANE IN TULSA, OKLAHOMA, AND WAS DESTINED FOR WOODBINE, NEW JERSEY. ON THE SECOND DAY OF HIS TRIP, WHILE IN CRUISE FLIGHT OVER WEST VIRGINIA, THE ENGINE MOMENTARILY LOST POWER AND THEN RETURNED TO CRUISE RPM. THIS INTERMITTENT CONDITION CONTINUED AND THE PILOT WAS UNABLE TO RETURN THE ENGINE TO NORMAL OPERATION. HE ELECTED TO PERFORM A PRECAUTIONARY LANDING IN AN OPEN FIELD BELOW HIM. AFTER MAIN WHEEL TOUCHDOWN, THE NOSE WHEEL TOUCHED DOWN, AND DUG INTO THE SOFT GROUND. THE AIRPLANE NOSED OVER, AND CAME TO REST INVERTED. EXAMINATION REVEALED THAT THE MIXTURE CONTROL CABLE HOUSING HAD COME LOOSE, WHICH ALLOWED IT TO MOVE TOWARD THE IDLE CUT-OFF POSITION. THE ENGINE RAN SATISFACTORILY AFTER THE MIXTURE CONTROL CABLE HOUSING WAS PROPERLY SECURED. 20010408006019A (-23) DURING TAKEOFF FOR A GLIDER RIDE AT TURF SOARING COMMERCIAL RATED GLIDER PILOT HAD EXPERIENCED A LARGE THERMAL PASSING THE RUNWAY JUST AS THE GLIDER LIFTING OFF. THE GLIDER WAS LIFTED APPROX. 50 FEET IN THE AIR AND LANDING HARD ADJACENT TO THE RUNWAY. THE A/C WAS DESTROYED AND THE PASSENGER IN FRONT SEAT RECEIVED MINOR INJURIES WHEN HER SHINS STRUCK THE INSTRUMENT PANEL. THE GLIDER RELEASED FROM THE TOW AS SOON AS THE PILOT WAS THAT HE WAS OUT OF POSITON. THIS PREVENTED THE TOWPLANE FROM BEING INVOLVED IN THE ACCIDENT. (.19)ON APRIL 8, 2001, AT 1235 MST, A SCHWEITZER 2-33A, N7778S, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH THE GROUND AT PLEASANT VALLEY AIRPORT, PEORIA, AZ. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE BUSINESS FLIGHT WHICH WAS ORIGINATING AT THE TIMEOF THE ACCIDENT. THE FLIGHT WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY A COMMERCIAL PILOT, WHO ALONG WITH HIS ONE PASSENGER WAS NOT INJURED. THE PILOT REPORTED THAT DURING TAKEOFF THE GLIDER ENCOUNTERED A DUST DEVIL RESULTING IN THE LEFT WING STRIKING THE GROUND. THE GLIDER CAME TO REST NEXT TO THE RUNWAY. (.4) ON APRIL 8, 2001, AT 1235 HOURS MOUNTAIN STANDARD TIME, A SCHWEIZER 2-33A, N7778S, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH THE GROUND AT PLEASANT VALLEY AIRPORT, PEORIA, ARIZONA. BOBOQUIVARI SOARING SCHOOL, D.B.A. TURF SOARING SCHOOL, WAS OPERATING THE GLIDER UNDER THE PROVISIONS OF 14 CFR PART 91 AS A GLIDER RIDE FOR A PROSPECTIVE STUDENT. THE COMMERCIAL PILOT WAS NOT INJURED AND ONE PASSENGER SUSTAINED MINOR INJURIES. THE GLIDER WAS DEPARTING AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT REPORTED THAT DURING TAKEOFF THE GLIDER ENCOUNTERED A DUST DEVIL, CAUSING THE LEFT WING TO STRIKE THE GROUND. IT THEN LIFTED THE GLIDER 50 FEET INTO THE AIR. THE PILOT RELEASED THE TOW LINE AND THE GLIDER STARTED A SLOW DESCENDING TURN TO THE RIGHT UNTIL IT STRUCK THE GROUND, CRACKING THE FUSELAGE. THE GLIDER CAME TO REST NEXT TO THE RUNWAY. 20010408006119A (-23) ON APRIL 8, 2001, AT APPROX. 1815 CDT, N2129E, A BL-7-AC, REGISTERED TO THE PIC, JONAS HENRY EXPERIENCED AN A/C ACCIDENT DURING A PLEASURE FLIGHT UNDER 14 CFR, PART 91, VMC PREVAILED AT THE TIME OF THE ACCIDENT. THE A/C WAS DESTROYED AND THE PILOT AND TWO PASSENGERS RECEIVED ONLY MINOR INJURIES. THE PIC IS A COMMERCIAL PILOT WITH APPROX. 350 HOURS. THE FLIGHT ORIGINATED FROM CLARENDON MUNICIPAL AIRPORT IN CLAREDON, AR. AT APPROX. 1800 CDT. THE PILOT STATED THAT HE WAS "PRACTICING AG RUNS" TO THE NORTH. HE ADDED THAT A "STRONG SOUTHERLY WIND" CAUSED HIM TO HAVE EXCESSIVE SPEED. HE REDUCED POWER AND BEGAN A "PULL UP". THE A/C "STALLED" AND IMPACTED THE GROUND. HE EXPRESSED DEEP REMORSE TO THE FACT THAT HE WAS CARRYING TWO PASSENGERS. 20010408006159A (-23) PILOT STATED TO THIS INSPECTOR ON 4/10/01 THAT HE MISINTERPRETED THE WIND DIRECTION AND VELOCITY THAT CAUSED THE A/C TO GROUND LOOP. 20010408006259A (-23) N6240P LANDED GEAR UP ON RUNWAY 26R AT THE CHINO AIRPORT, CHINO, CA. THE PILOT HAD MADE A GO AROUND ON RUNWAY 26L. JUST PRIOR TO THE GEAR UP LANDING AND FORGOT THAT HE HAD RETRACTED THE GEAR AND FLAPS. THE PILOT BELIEVED THAT HE FAILED TO HEAR THE GEAR WARNING SYSTEM BECAUSE HE WAS NOT USED TO HIS NEW NOISE ATTENUATING HEAD PHONES THAT REDUCED THE PITCH OF THE AUDIBLE WARNING. (.19)ON APRIL 8, 2001, ABOUT 1730 HOURS PDT, A PIPER PA-24-250, N6240P, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A WHEELS UP LANDING ON RUNWAY 26 AT CHINO, CALIFORNIA. THE COMMERCIAL PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE PERSONAL FLIGHT DEPARTED CORONA, CALIFORNIA, ABOUT 1720. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THIS OCCURRENCE WAS UPGRADED TO AN ACCIDENT ON APRIL 19,2001, AFTER AN INSPECTION REVEALED DAMAGE TO STRUCTURAL AIRFRAME COMPONENTS. THE FEDERAL AVIATION ASMINISTRATION (FAA) ACCIDENT COORDINATOR INTERVIEWED THE PILOT. THE PILOT SAID HE INITIATED A GO-AROUND ON HIS FIRST ATTEMPTED LANDING BECA USE THE RUNWAY WASN'T CLEAR. HE FORGOT THAT HE RAISED HIS LANDING GEAR. HE WAS WEARING A NEW NOISE-ATTENUATING HEADSET THAT CHANGED THE SOUNDS HE NORMALLY HEARD WHEN FLYING HIS AIRPLANE. HE DID NOT RECOGNIZE THE GEAR WARNING HORN DURING THE ACCIDENT LANDING. HE RECALLED THAT THE GEAR WARNING HORN WAS STILL SOUNDING AS HE REMOVED HIS HEADSET. (.4) ON APRIL 8, 2001, ABOUT 1730 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-24-250, N6240P, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A WHEELS UP LANDING ON RUNWAY 26 AT CHINO, CALIFORNIA. THE COMMERCIAL PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE PERSONAL FLIGHT DEPARTED CORONA, CALIFORNIA, ABOUT 1720. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THIS OCCURRENCE WAS UPGRADED TO AN ACCIDENT ON APRIL 19, 2001, AFTER AN INSPECTION REVEALED DAMAGE TO STRUCTURAL AIRFRAME COMPONENTS. THE FEDERAL AVIATION ADMINISTRATION ACCIDENT COORDINATOR INTERVIEWED THE PILOT. THE PILOT SAID HE INITIATED A GO-AROUND ON HIS FIRST ATTEMPTED LANDING BECAUSE THE RUNWAY WASN'T CLEAR. HE FORGOT THAT HE RAISED HIS LANDING GEA R. HE WAS WEARING A NEW NOISE ATTENUATING HEADSET THAT CHANGED THE SOUNDS HE NORMALLY HEARD WHEN FLYING HIS AIRPLANE. HE DID NOT RECOGNIZE THE GEAR WARNING HORN DURING THE ACCIDENT LANDING. HE RECALLED THAT THE GEAR WARNING HORN WAS STILL SOUNDING AS HE REMOVED HIS HEADSET. 20010408006469A (-23) A/C ROTATED NORMALLY. PILOT RETRACTED GEAR AT APPROX. 50-75 FEET TO INCREASE FORWARD SPEED. PILOT THEN SUDDENLY ENCOUNTERED A STRONG DOWN DRAFT FORCING A/C BACK DOWN TO NORTH END OF RUNWAY. PILOT POINTED NOSE BACK TOWARDS RUNWAY AND LANDED ON BELLY WITH GEAR UP AS THERE WAS NO TIME TO PUT THE GEAR DOWN. PROPELLER STRUCK RUNWAY AND A/C SLID TO STOP. 20010408006479A (-23) ON APRIL 8, 2001 AT APPROX. 1410 MDT, A SANDELL ZENITH CH200 AMATEUR BUILT AIRCRAFT WITH REGISTRATION NUMBER N49DE WAS DEMOLISHED WHEN IT IMPACTED THE GROUND SOUTHEAST OF RUNWAY 29 AT FREMONT COUNTY AIRPORT (IV6) CANON CITY, CO. THE COMMERCIAL RATED PILOT AND ONE PASSENGER WERE FATALLY INJURED IN THE EVENT. VIISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL FLIGHT, WHICH WAS BEING CONDUCTED UNDER 14 CFR PART 91. WITNESSES ON THE GROUND STATED THAT THE WINDS WERE 30 KNOTS GUSTING TO 60 KNOTS AND THAT THE A/C APPEARED TO BE FLYING APPROX. 200 FEET AGL AND VERY SLOW ON A DOWN WIND APPROACH TO RUNWAY 29. THE A/C MADE A LEFT BANK FOR BASE AND WAS SEEN TO "SHUTTER" AND NOSE OVER INTO THE TERRAIN. 20010408006769I (-23) THE PILOT STATED THAT AFTER NORMAL RUNUP, HE PROCEEDED TO TAKEOFF FROM PALO ALTO, CA. AIRPORT RUNWAY 13. THE PILOT NOTICED THAT THE AIRPLANE WAS NOT ACCELERATING NORMALLY AND MANIFOLD PRESSURE DROPPED TO 20 INCHES. HE ABORTED THE TAKEOFF, BUT COULD NOT SLOW DOWN ENOUGH TO MAKE A NORMAL RUNWAY EXIT AT THE DEPARTURE END. THEREFORE, HE OVERSHOT THE EXIT TAXIWAY ON THE LEFT SIDE AND CAME TO REST AFTER THE LEFT IWNG COLLIDED WITH THE CIRCUIT BREAKER SHED LOCATED JUST OFF THE LEFT SIDE OF THE TAXIWAY. AN INSPECTION OF THE A/C REVEALED THAT THERE WAS DAMAGE TO THE LEFT WING LEADING EDGE, INCLUDING SOME DAMAGE TO THE TRAILING EDGE ON THRE UNDERSIDE OF THE LEFT WING FORWARD OF THE AILERON. AFTER THE INTIAL INSPECTION WAS ACCOMPLISHED THE LEASING EDGE WAS TEMPORARILY REPAIRED UNTIL PERMANENT REPAIRS COULD BE MADE IN LONG BEACH, CA. FURTHER INVESTIGATION ON THE CARBURETOR REVEALED THAT THE FLOAT WAS STUCK CAUSING THE ACCELERATION PROBLEM. THE A/C WAS FLOWN ON A FERRY FLIGHT TO LONG BEACH, CA. FOR THE PERMANENT REPAIRS TO THE LEADING EDGE AND THE UNDERSIDE OF THE WING. THIS REPORT IS CLOSED. 20010408006929A (-23) ON APRIL 8, 2001, AT 0945LT, A BELL BHT-208-B ATTEMPTED TO LAND IN A PRIVATE YARD ONE MILE NORTH OF THE DANVILLE REGIONAL AIRPORT (DAN) IN VIRGINIA. THE PILOT CONDUCTED A NORMAL APPROACH TO AN AREA APPROX. 350 FEET TO THE WEST OF THE DESIRED LANDING SITE. HE THEN HOVERED UPSLOPE (SLOPE 7 DEGREES) EAST AND TURNED THE A/C TO THE NORTH, AND ATTEMPTED TO CONDUCT A SLOPE LANDING. THERE WERE TREES IN FRONT OF AND TO THE RIGHT SIDE OF THE A/C IN CLOSE PREOXIMITY. THE A/C WAS DRIFTING TO THE LEFT (WEST) AS THE SKIDS TOUCHED DOWN. THE LEFT SKID DUG INTO THE SOFT TURF AND THE A/C ROLLED ONTO ITS LEFT SIDE. THE MAIN ROTOR MADE GROUND CONTACT AND BROKE INTO SEVERAL PIECES. THE MAST SHEARED AND A PORTION OF THE MAIN ROTOR BLADE WAS THROWN APPROX.871 FEET FROM THE IMPACT SITE. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED. (.19)ON APRIL 8, 2001, AT 0945 EASTERN DAYLIGHT TIME, A BELL 206B, N17HA, WAS SUBSTANTIALLY DAMAGED WHEN IT ROLLED OVER DURING LANDING ON PRIVATE PROPERTY IN RINGGOLD, VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT/OWNER AND PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CF R PART 91. IN A TELEPHONE CONVERSATION, THE PILOT SAID HE HAD FLOWN INTO DANVILLE AIRPORT, DANVILLE, VIRGINIA, ON THE MORNING OF THE ACCIDENT WITH THREE PASSENGERS. WHEN HE ARRIVED IN DANVILLE, HE DROPPED OFF HIS PASSENGERS AND PREPARED TO TAKE HIS FRIEND ON A LOCAL FLIGHT. THE PILOT AND NEW PASSENGER DEPARTED THE AIRPORT, AND FLEW TO ANOTHER FRIEND'S HOME WHERE HE PLANNED TO LAND IN THE BACKYARD. THE PILOT STATED HE HAD LANDED IN HIS FRIEND'S BACKYARD ON SEVERAL OCCASIONS WHEN HE OWNED A HUGHES 269B. THE PILOT APPROACHED HIS FRIEND'S PROPERTY AT A SLOW HOVER ABOUT 300 FEET AWAY FROM HIS FRIEND'S HOUSE, AND TAXIED UPSLOPE INTO THE BACKYARD. HE MADE A 90 DEGREE LEFT PEDAL TURN OVER THE LANDING AREA, SO HE WAS PARALLEL TO THE SLOPE. THE PILOT THEN SET THE RIGHT (UPHILL) SKID DOWN FIRST. WHEN THE RIGHT SKID MADE CONTACT WITH THE GROUND, THE HELICOPTER BEGAN TO LONGITUDINALLY ROCK BACK AND FORTH. THE PILOT STATED THAT THE ROCKING MOTION STARTLED HIM, AND HE LIFTED THE HELICOPTER BACK INTO THE AIR. WHEN HE DID THIS, THE HELICOPTER NOSED FORWARD. TO COUNTERACT THE NOSE DOWN ATTITUDE, THE PILOT APPLIED AFT CYCLIC, BUT IT DID NOT ARREST THE SITUATION. ACCORDING TO THE PILOT, THERE WERE TREES DIRECTLY IN FRONT OF HIM AND HE WAS CONCERNED ABOUT HITTING THEM. TO AVOID STRIKING THE TREES, HE "DROPPED" THE COLLECTIVE TO SET THE HELICOPTER DOWN AGAIN, WHICH RESULTED IN THE HELICOPTER LANDING ON THE FRONT PART OF THE SKIDS. THE HELICOPTER THEN ROLLED FORWARD ONTO ITS NOSE, AND CAME TO REST ON ITS LEFT SIDE. (.4) THE PILOT/OWNER PREPARED TO LAND ON AN ESTIMATED 7 DEGREE SLOPE WITH THE RIGHT/UPHILL SKID FIRST. WHEN THE RIGHT SKID MADE CONTACT WITH THE GROUND, THE HELICOPTER BEGAN TO ROCK BACK AND FORTH LONGITUDINALLY. THE PILOT THEN LIFTED THE HELICOPTER BACK UP INTO THE AIR, BUT IT NOSED FORWARD. TO COUNTERACT THE NOSE DOWN ATTITUDE, THE PILOT APPLIED AFT CYCLIC, BUT IT DID NOT ARREST THE SITUATION. THE PILOT WAS THEN CONCERNED ABOUT STRIKING TREES THAT WERE DIRECTLY IN FRONT OF HIM, SO HE "DROPPED" THE COLLECTIVE TO SET THE HELICOPTER DOWN AGAIN. HOWEVER, THE HELICOPTER LANDED ON THE FRONT PART OF THE SKIDS, AND ROLLED OVER ONTO ITS NOSE, AND CAME TO REST ON ITS LEFT SIDE. ACCORDING TO ADVISORY CIRCULAR 90-87-HELICOPTER DYNAMIC ROLLOVER, "DURING NORMAL OR SLOPE TAKE-OFFS AND LANDINGS WITH THE SAME DEGREE OF BANK ANGL E OR SIDE DRIFT WITH ONE SKID ON THE GROUND, THE BANK ANGLE OR SIDE DRIFT CAN PLACE THE HELICOPTER IN A SITUATION WHERE IT IS PIVOTING (ROLLING) ABOUT A SKID, WHICH IS STILL IN CONTACT WITH THE GROUND. WHEN THE UPHILL SLOPE SKID HITS THE GROUND, THE DYNAMICS OF THE MOTION CAN CAUSE THE HELICOPTER TO BOUNCE OFF THE UPSLOPE SKID, AND THE INERTIA CAN CAUSE THE HELICOPTER TO ROLL ABOUT THE DOWNSLOPE G 20010408009569I (-23)AIRCRAFT ON LOCAL VFR FLIGHT, FLIGHT PLAN FILED. DEPARTED FROM MCDILL AIR FORCE BASE FOR PETER O'KNIGHT AIRPORT. WHILE ON LANDING PILOT LOST CONTROL OF AIRCRAFT GOING OFF RUNWAY AND STRIKING TAXIWAY LIGHT. PILOT THAN DEPARTED AND WHILE CLIMBING OUT STRUCK AN EXTENDED PIPE OF FUEL WITH WING OF AIRCRAFT. 20010408011379I (-23)ON APRIL 8, 2001, AT 1500 CDT, A PIPER PA-28-180, AIRCRAFT, N8345W, OWNED BY SHEPPARD AIR, INC., 4000 ARMSTRONG DRIVE, SUITE 11, WICHITA FALLS, TX 76305, WAS OPERATED BY A STUDENT PILOT, WHO LOST CONTROL OF THE AIRCRAFT WHILE PERFORMING TOUCH AND GO LANDINGS ON A TRAINING FLIGHT. THE WEATHER WAS VFR, WINDS WERE 17 KNOTS, GUSTING TO 23 KNOTS FROM 190 DEGREES. THE AIRCRAFT SUSTAINED MINOR DAMAGE. THE PILOT, WHO HOLDS A STUDENT PILOT CERTIFICATE, WAS NOT INJURED. THE FLIGHT ORIGINATED AT SHEPPARD AFB, WICHITA FALLS, TEXAS. 20010408013909I (-23) PILOT DEPARTED LAUREL, MARYLAND, ON A VFR FLIGHT TO FLA. PILOT ADMITS TO QUESTIONABLE JUDGEMENT ABOUT WEATHER. HE ENCOUNTERED IMC CONDITIONS AND WAS FORCED TO ASK FOR ATC HELP. PILOT LANDED AT DCA. 20010408014099A (-23) ON APRIL 8, 2001, AT APPROXIMATELY 19:00 PM, MR. GARY A. FOBES, A NON-CERTIFICATED PILOT, WAS ACTING AS PILOT-IN-COMMAND AND SOLE OCCUPANT OF AN EXPERIMENTAL AIRCRAFT. THE AIRCRAFT WAS NOT REGISTERED, AND IT DID NOT HAVE AN AIRWORTHINESS CERTIFICATE. THE PILOT DID NOT HAVE A PILOT OR MEDICAL CERTIFICATE. THE PILOT STATED THAT HE HAD TAKEN OFF SOUTH AND RAN THE ENGINE TO 6000 RPMS AT AN ALTITUDE OF 550'. HE TURNED DOWN WIND AND THEN ON TO BASE MAINTAINING AN ALTITUDE OF 500'. WHEN HE TURNED BASE, HE WENT DOWN TO AN ALTITUDE OF 400'. THE AIRCRAFT LOST POWER, THE ENGINE WOULD NOT MAINTAIN MORE THAN 3000 RPMS, AND A WIND GUST MADE THE AIRCRAFT DESCEND. THE AIRCRAFT CONTACTED POWER LINES THAT RAN PARALLEL TO THE RUNWAY AT A HEIGHT OF 60'. THE AIRCRAFT DESCENDED THROUGH THE POWER LINES AND IMPACTED A ROAD WHERE IT WAS DESTROYED BY IMPACT AND FIRE. THE PILOT REMOVED HIMSELF FROM THE AIRCRAFT. HE RECEIVED A MINOR BURN ON THE BACK OF HIS NECK. THE INVESTIGATION REVEALED THAT THE ENGINE, AIRCRAFT, AND PROPELLER WERE DESTROYED TO A POINT THAT A SAFE FOR FLIGHT DETERMINATION COULD NOT BE MADE. THE ENGINE'S FUEL SYSTEM AND ALL THE ACCESSORIES WERE DESTROYED IN THE FIRE. THE ENGINE DID ROTOTE. THE PROPELLER WAS DESTROYED ON IMPACT. THE AIRFRAME AND ALL THE CONTROLS WERE ALSO DESTROYED DURING THE POST IMPACT FIRE. THE CONTINUITY OF THE FLIGHT CONTROLS WAS CONDUCTED, AND ALL CABLES AND PULLEYS GAVE THE OPINION THEY WERE OPERATING PROPERLY PRIOR TO THE IMPACT. THE AIRCRAFT WAS REMOVED FROM THE ACCIDENT SITE AND PLACED IN A HANGAR AT THE AIRPORT. A FOLLOW-UP IN THE INVESTIGATION WAS TO BE COMPLETED AT A LATER DATE. A PHONE CALL WAS MADE TO THE AIRPORT OWNER, RICHARD DYDA, INDICATING THAT WE WANTED TO FURTHER INSPECT THE AIRCRAFT. WHEN INSPECTOR HENRY VEJLSTRUP AND MYSELF ARRIVED, MR. DYDA STATED TO US THAT THE OWNER HAD TAKEN THE AIRCRAFT TO HIS HOME. WE WENT TO MR. FOBES' HOME TO INSPECT THE AIRCRAFT ONLY TO FIND OUT THAT IT HAD BEEN CUT INTO PIECES. THE MAIN TUBE THAT HOLDS THE CONTROL STICK HAD BEEN CUT INTO PIECES. THE REAR SEAT PAN HAD BEEN REMOVED, AND THE ENGINE AND PROPELLER WERE NOT THERE. NO FURTHER INVESTIGATION WAS CONDUCTED. AN INTERVIEW WITH MR. FOBES WAS CONDUCTED CONCERNING THE ACCIDENT. DURING THE INTERVIEW, THE QUESTION OF THE AIRCRAFT NOT BEING REGISTERED, CERTIFICATED, AND HIM NOT HAVING A PILOT'S LICENSE WAS ADDRESSED. HIS STATEMENT WAS, "I DID NOT KNOW THAT IT WAS NOT IN COMPLIANCE WITH THE REGULATIONS, I WAS UNDER THE IMPRESSION THAT IT WAS AN ULTRALIGHT." AN INVESTIGATION OF NON-COMPLIANCE WITH THE FARS WAS CONDUCTED. THE DATA ABOVE WAS COMPILED FROM THE PILTO AND WITNESS STATEMENTS, AND AN ON-SCENE INVESTIGATION CONDUCTED BY PERSONNEL FROM THE ALLEGHENY FLIGHT STANDARDS DISTRICT OFFICE, AEA-03. WEATHER: WEATHER AT THE TIME OF THE ACCIDENT WAS: SKY: SCATTERED 8000 AGL VISIBILITY: 10 MILES ALTIMETER: 29.87 HG. 20010408014449A (.19)ON APRIL 9, 2001, AT 0927 CENTRAL STANDARD TIME, A PIPER J3C-65, N6460D, OPERATED BY A COMMERCIAL PILOT, COLLIDED WITH THE TERRAIN DURING A FORCED LANDING ON A ROAD IN GARY, INDIANA. THE FORCED LANDING FOLLOWED A LOSS OF ENGINE POWER. THE PILOT WAS NOT INJURED AND THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 FLIGHT WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS WITHOUT A FLIGHT PLAN. THE FLIGHT ORIGINATED FROM MERRILLVILLE, INDIANA, WITH AN INTENDED DESTINATION OF MILWAUKEE, WISCONSIN. (-23) ON APRIL 9, 2001, AT 0927 CENTRAL STANDARD TIME, A PIPER J3C-65, N646OD, OPERATED BY A COMMERCIAL PILOT, COLLIDED WITH THE TERRAIN DURING A FORCED LANDING ON A ROAD IN GARY, INDIANA. THE FORCED LANDING FOLLOWED A LOSS OF ENGINE POWER. THE PILOT WAS NOT INJURED AND THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 FLIGHT WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS WITHOUT A FLIGHT PLAN. THE FLIGHT ORIGINATED FROM MERRILLVILLE, INDIANA WITH AN INTENDED DESTINATION OF MILWAUKEE, WISCONSIN. NO FUEL WAS FOUND IN TANK AT ACCIDENT SCENE. LARGE FUEL STAINS ON TIE DOWN RAMP AT MERRILL VILE/GRIFFITH. PILOT REPORTED KNOWING THE CARBURETOR WAS LEAKING. 20010409006099I (-23) ON APRIL 9, 2001, AT 11:54 PST, A CESSNA 421 DEPARTED LONG BEACH, CA. ENROUTE TO ROSWELL, NM. THE A/C DIVERTED TO PALM SPRINGS AIRPORT, PALM SPRINGS, CA. WHEN THE PILOT REPORTED THAT THE RIGHT ENGINE WAS RUNNING ROUGH AND ELECTED TO SHUT DOWN THE ENGINE AS A PRECAUTIONARY MEASURE. THE PALM SPRINGS CONTROL TOWER REPORTED THE A/C LANDED SAFELY AND TAXIED CLEAR OF THE RUNWAY. THE MAINTENANCE FACILITY AT PALM SPRINGS, CA., REPORTED THAT THE RIGHT ENGINE'S, LEFT MAGNETO DRIVE COUPLING HAD FAILED TO DO AN UNKNOWN METAL THAT HAD PASSED THRU THE MAGNETO DRIVE GEAR. THE ENGINE WAS REMOVED AND A LOCAL ENGINE SHOP WAS DOING THE TEAR DOWN INSPECTION TO DETERMINE THE CAUSE OF THE ACCESSORY FAILURE. THE MAINTENANCE FACILITY LOCATED IN LONG BEACH, CA. WILL SUBMIT THE MALFUNCTION AND DEFECT REPORT. 20010409006329A (-23) STUDENT PILOT ON LOCAL SOLO FLIGHT WAS CONDUCTING THIRD TOUCH AND GO, BOUNCED THE ALNDING, AND AFILED TO RECOVER FROM ENSUING PORPOISE. ON THE THIRD BOUNCE, THE NOSE WHEEL BROKE OFF THE AIRCRAFT, THE PROP STRUCK THE RUNWAY, AND THE FIREWALL BUCKLED CAUSING SUBSTANTIAL DAMAGE. THE STUDENT WAS NOT INJURED. 20010409006369A (-23) AMERICAN AIRLINES FLIGHT 1547, BOS-MCO, A B767-223, TAXIING ON TAXIWAY DELTA TO RUNWAY 27, STRUCK DELTA AIRLINES FLIGHT 1823, BOS-LGA, A B737-832, WHICH WAS STOPPED ON BY-PASS TAXIWAY D-1 DUE TO A GROUND STOP TO ITS DESTINATION. THE RIGHT WINGTIP OF THE B767 STRUCK THE LEFT REAR HORIZONTAL STABILIZER AND ELEVATOR OF THE B737 A/C. THE B767 RECEIVED MINOR DAMAGE AND THE B737 RECEIVED SUBSTANTIAL DAMAGE TO THE LEFT REAR HORIZONTAL STABILIZER SPAR. 20010409006379A (-23) AMERICAN AIRLINES FLIGHT 1547, BOS-MC0, A B767-223 TAXIING ON TAXIWAY DELTA TO RUNWAY 27, STRUCK DELTA AIRLINES FLIGHT 1823, BOS-LGA, A B737-832, WHICH WAS STOPPED ON BY-PASS TAXIWAY D-1 DUE TO A GROUND STOP TO ITS DESTINATION. THE RIGHT WINGTIP OF THE B767 STRUCK THE LEFT REAR HORIZONTAL STABILIZER AND ELEVATOR OF THE B737 A/C. THE B767 RECEIVED MINOR DAMAGE AND THEB737 RECEIVED SUBSTANTIAL DAMAGE TO THE LEFT REAR HORIZONTAL STABILIZER SPAR. 20010409006949A (-19) ON APRIL 9, 2001 ABOUT 2200 EDT, A DORNIER 328-100, N423JS, OPERATED BY PSA AIRLINES, INC., AS FLIGHT 4110, WAS NOT DAMAGED DURING AN ENCOUNTER WITH TURBULENCE NEAR SPRINGFIELD, VIRGINIA. THE TWO FLIGHT CREWMEMBERS AND 11 PASSENGERS WERE NOT INJURED, HOWEVER, A FLIGHT ATTENDANT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHTRULES FLIGHT PLAN WAS FILED FOR THE FLIGHT DESTINED FOR THE RONALD REAGAN WASHINGTON NATIONAL AIRPORT (DCA) WASHINGTON, DISTRICT OF COLUMBIA. THE SCHEDULED PASSENGER FLIGHT WAS CONDUCTED UNDER 14 CFR PART 121. ACCORDING TO THE CAPTAIN, AS THE FLIGHT APPROACHED THE RICHMOND, WASHINGTON AREA, IT BECAME EVIDENT THAT SOME CONVECTIVE ACTIVITY HAD DEVELOPED IN THE WASHINGTON, D.C. AREA. THE FLIGHT CREW ATTEMPTED TO ESTABLISH COMMUNICATION WITH COMPANY FACILITIES TO OBTAIN WEATHER AND LANDING FIELD UPDATES, BUT WAS NOT SUCCESSFUEL. THE FIRST OFFICER CONTACTED THE FLIGHT ATTENDANT, AND ADVISED HER THAT THERE WERE THUNDERSTORMS IN THE DCA AREA, AND SHE SHOULD SECURE THE CABIN, DUE TO POSSIBLE ENCOUNTERS WITH TURBULENCE. ABOUT 12 MILES SOUTH OF DCA, WHILE DESCENDING THROUGH 4,000 FEET, THE AIRPLANE ENCOUNTERED "MODERATE OR GREATER CHOP (RAPID BUMPS OR JOLTS WITHOUT APPRECIABLE CHANGES IN ALTITUDE OR ATTITUDE)". DUE TO THE TURBULENCE THE CAPTAIN ELECTED TO DIVERT THE FLIGHT TO THE RICHMOND INTERNATIUONAL AIRPORT, RICHMOND, VIRGINIA. THE FLIGHT LANDED UNEVENTFULLY AND WAS THEN ASKED BY AIR TRAFFIC CONTROL TO REMAIN PARKED ON A TAXIWAY TO AWAIT AN OPEN GATE. WHILE WAITING, THE FIRST OFFICER PROCEEDED BACK TO THE CABIN AREA TO CHECK ON THE PASSENGERS AND FLIGHT ATTENDANT. THE FLIGHT ATTENDANT STATED TO THE FIRST OFFICER THAT SHE HAD BEEN INJURED IN THE TURBULENCE ENCOUNTER, BUT WAS NOT INCAPACITATED, AND COULD CONTINUE TO PERFORM HER DUTIES. GROUND PARAMEDICS WERE THEN NOTIFIED AND MET THE AIRPLANE AT THE GATE. A MEDICAL PHYSICIAN EVALUATED THE FLIGHT ATTENDANT'S INJURIES AND DETERMINED THAT SHE HAD FRACTURED HER SCAPULA. THE WEATHER RECORDED AT DCA, AT 2200 WAS, WINDS FROM 320 AT 17 KNOTS, GUSTS TO 22 KNOTS, DECREASING THUNDERSTORMS, SCATTERED CUMULONIMBUS CLOUDS AT 4,200 FEET, A BROKEN CLOUD LAYER AT 9,500 FEET, AND AN OVERCAST LAYER OF CLOUDS AT 11,000 FEET. (.4) ON APRIL 9, 2001, ABOUT 2200 EASTERN DAYLIGHT TIME, A DORNIER 328-100, N423JS, OPERATED BY PSA AIRLINES INC., AS FLIGHT 4110, WAS NOT DAMAGED DURING AN ENCOUNTER WITH TURBULENCE NEAR SPRINGFIELD, VIRGINIA. THE TWO FLIGHT CREWMEMBERS AND 11 PASSENGERS WERE NOT INJURED; HOWEVER, A FLIGHT ATTENDANT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT DESTINED FOR THE RONALD REAGAN WASHINGTON NATIONAL AIRPORT (DCA), WASHINGTON, DISTRICT OF COLUMBIA, FROM CHARLESTON INTERNATIONAL AIRPORT (CHS), CHARLESTON, SOUTH CAROLINA. THE SCHEDULED PASSENGER FLIGHT WAS CONDUCTED UNDER 14 CFR PART 121. ACCORDING TO THE CAPTAIN, AS THE FLIGHT APPROACHED THE RICHMOND, VIRGINIA AREA, IT BECAME EVIDENT THAT SOME CONVECTIVE ACTIVITY HAD DEVELOPED IN THE WASHINGTON, D.C. AREA. THE FLIGHT CREW ATTEMPTED TO ESTABLISH COMMUNICATION WITH COMPANY FACILITIES TO OBTAIN WEATHER AND LANDING FIELD UPDATES, BUT WAS NOT SUCCESSFUL. THE FIRST OFFICER CONTACTED THE FLIGHT ATTENDANT AND ADVISED HER THAT THERE WERE THUNDERSTORMS IN THE DCA AREA, AND SHE SHOULD SECURE THE CABIN DUE TO POSSIBLE ENCOUNTERS WITH TURBULENCE. ABOUT 12 MILES SOUTH OF DCA, WHILE DESCENDING THROUGH 4,000 FEET, THE AIRPLANE ENCOUNTERED "MODERATE OR GREATER CHOP (RAPID BUMPS OR JOLTS WITHOUT APPRECIABLE CHANGES IN ALTITUDE OR ATTITUDE)." DUE TO THE TURBULENCE, THE CAPTAIN ELECTED TO DIVERT THE FLIGHT TO THE RICHMOND INTERNATIONAL AIRPORT, RICHMOND, VIRGINIA. THE FLIGHT LANDED UNEVENTFULLY AND THE CREW WAS THEN ASKED BY AIR TRAFFIC CONTROL TO REMAIN PARKED O 20010409009029A (-23)DURING PRACTICE LANDINGS, INSTRUCTOR ADVISED STUDENT TO "GO AROUND". STUDENT APPLIED FULL POWER AND AIRCRAFT VEERED TO THE LEFT. INSTRUCTOR TOOK CONTROLS AND ATTEMPTED TO MAKE A GO AROUND. AIRCRAFT DEPARTED THE LEFT SIDE OF RUNWAY 17 IN A NOSE HIGH ATTITUDE AND STRUCK THE WIND SOCK POST. AIRCRAFT CAME TO REST 200 FEET BEYOND WIND SOCK. THERE WERE NO INJURIES, DAMAGE WAS CONFINED TO THE LEFT WING AND CENTER WING SECTION OF THE FUSELAGE. (.4) HISTORY OF FLIGHT ON APRIL 9, 2001, ABOUT 0900 EASTERN DAYLIGHT TIME, A CESSNA 172R, N436ER, REGISTERED TO BOEING CAPITAL, AND OPERATED BY EMBRY-RIDDLE AERONAUTICAL UNIVERSITY, AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, DEPARTED THE RUNWAY DURING LANDING AND COLLIDED WITH A WIND SOCK AT ORMOND BEACH, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL-RATED FLIGHT INSTRUCTOR, AND THE DUAL STUDENT WERE NOT INJURED. THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM ORMOND BEACH, THE SAME DAY, ABOUT 0845. THE STUDENT PILOT STATED THAT HE WAS PILOTING THE AIRCRAFT, AND HAD BEEN HAVING TROUBLE WITH THE TRAFFIC PATTERN. HE SAID THAT DURING THE LANDING THAT PRECIPITATED TH E ACCIDENT, HE HAD FLOWN A PERFECT PATTERN, BUT AS HE STARTED GETTING CLOSER TO THE RUNWAY, AND STARTED THE TRANSITION BY REDUCING POWER AND INITIATING THE FLARE, IT SEEMED LIKE IT WAS A HIGH FLARE BECAUSE HE FELT THE AIRPLANE SINK UNDER HIM. HE SAID THEY HIT THE RUNWAY HARD, AND HE HEARD THE FLIGHT INSTRUCTOR SAY GO AROUND, SO HE GAVE THE AIRPLANE FULL POWER AND TRIED TO CLIMB OUT, BUT HE WAS BLOWN LEFT, AND HEADED OFF THE RUNWAY. THE FLIGHT INSTRUCTOR STATED THE STUDENT HAD MADE A NICE APPROACH, BUT BEGAN TO FLARE TOO EARLY. THE INSTRUCTOR FURTHER STATED THAT SHE IMMEDIATELY TOLD THE STUDENT TO GO AROUND. SHE SAID THE STUDENT ADDED POWER, BUT IN LESS TIME THAN IT TAKES TO BLINK AN EYE THE AIRPLANE WAS HEADED HARD TO THE LEFT, AND WAS NOT CLIMBING. THE INSTRUCTOR SAID SHE YELLED "MY CONTROLS" BUT THE AIRCRAFT WAS HEADED DIRECTLY TOWARDS THE WIND SOCK. SHE SAID THE LEFT WING HIT THE WIND SOCK, AND SHE WAS ABLE TO STOP THE AIRPLANE PAST THE WIND SOCK IN THE GRASS. SHE SAID THE WHOLE EVENT HAPPENED FAST, AND SHE WAS FOCUSED ON LOOKING OUTSIDE THE AIRPLANE AND DID NOT KNOW WHAT ABRUPT CONTROL INPUT BY THE STUDENT, ALONG WITH THE CROSSWIND FROM THE RIGHT, CAUSED THE AIRPLANE TO CHANGE DIRECTION SO SEVERELY. SHE SAID THE STUDENT HAD BEEN POINTING THE NOSE OF THE AIRCRAFT DOWN THE RUNWAY CORRECTLY, AND EVEN HAD PROPER CROSSWIND CORRECTION DURING THE FLARE. THE INSTRUCTOR STATED THAT THE AIRPLANE HAD NOT BEEN IN AN EXCESSIVE NOSE HIGH ATTITUDE AS THE GO-AROUND WAS ATTEMPTED, AND THERE WAS NO BUFFETING OR STALL WARNING HORN ACTIVATION. SHE SAID THE AIRPLANE SIMPLY WAS NOT CLIMBING. SHE SAID SHE HAD TAUGHT THE STUDENT "CRAMB, CLIMB, CLEAN, COMMUNICATE," WHEN EXECUTING GO-AROUNDS, AND THE "CLEAN" PART OF THE SEQUENCE HAD NOT BEEN PERFORMED, SINCE THE CLIMB HAD NOT BEEN ESTABLISHED. SHE SAID THAT FULL FLAPS (30 DEGREES) WAS STILL DOWN BEFORE, DURING, AND AFTER THE CRASH. THE INSTRUCTOR ALSO SAID THAT IT WAS POSSIBLE THAT IN A PANIC THE STUDENT SLAMMED ON THE LEFT BRAKE CAUSING THE AIRPLANE TO TURN ABRUPTLY, SINCE HE HAD LARGE FEET AND SHE HAD WARNED HIM SEVERAL TIMES ABOUT MAKING SURE THEY WERE FAR ENOUGH BACK ON THE FLOOR SO THAT HE WOULD NOT HIT THE BRAKES ACCIDENTALLY. SHE ALSO SAID THAT THE STUDENT TENDED TO LAND TO THE LEFT OF THE RUNWAY CENTERLINE. 20010409009289I (-23)AFTER COMPLETE ELECTRICAL FAILURE THE PILOT ATTEMPTED A NO FLAP LANDING AT 120 KNTS. SINCE THE FLAPS ARE ELECTRICAL AND WOULD NOT EXTEND. THE PILOT RETARDED THE THROTTLE JUST PRIOR TO TOUCHDOWN AND THE AIRCRAFT MADE A HARD LANDING ON THE NOSE GEAR CAUSING DAMAGE TO THE PROPELLER, ENGINE COWL AND NOSE LANDING GEAR. AN FAA INSPECTION OF THE EXP-BUS DC LOAD CENTER REVEALED NO OBVIOUS SIGNS OF ELECTICAL DAMAGE FROM ARCHING OR BURNING. THE DC-BUS MASTER SWITCH WAS RE-SET SEVERAL TIMES; HOWEVER WOULD NOT PROVIDE ELECTRIAL POWER TO THE AIRCRAFT. 20010409012799I (-23) THE BANNER DISCONNECTED FROM THE TOW PLANE AND LANDED IN THE GRASS NEAR THE PARKING LOT OF A HOME DEPOT SHOPPING PLAZA. THIS OCCURRED IN A BUSY, POPULATED AREA OF SOUTH ATTLEBORO, MA. REPORTED AS A MALFUNCTION OF THE RELEASE ASSEMBLY NEAR THE TAILWHEEL OF THE AIRCRAFT. THE PILOT DESCRIBES THIS AS AN INADVERTENT RELEASE DUE TO POOR ADJUSTMENT OF THE CABLE AND THE RELEASE MECHANISM AT THE TAILWHEEL WAS LOOSE. 20010409013049I (-23)AIRMAN FAILED TO LOWER GEAR FOR LANDING. GEAR WARNING HORN OUT OF ADJUSTMENT ON THROTTLE. 20010409014729A (-23) ON APRIL 9, 2001 AT APPROXIMATELY 1208 EDT, A PIPER MALIBU MERIDIAN PA-46-500TP AIRCRAFT EXPERIENCED AN UNEXPLAINED POWER LOSS IMMEDIATELY AFTER TAKE-OFF ON INITIAL CLIMB AT THE VERO BEACH MUNICIPAL AIRPORT. THE AIRCRAFT WAS BEING OPERATED ON A TITLE 49 14 CFR PART 91 VFR FLIGHT AND VFR WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS FILED. A REVIEW OF THE TOWER TAPES INDICATED THAT PILOT HAD A PROBLEM, HOWEVER HE GAVE NO INDICATION OF THE PROBLEM OTHER THAN TO SAY THAT THEY WERE "GOING DOWN". THE AIRCRAFT WAS DESTROYED AND THE TWO OCCUPANTS WERE FATALLY INJURED. THE INVESTIGATION CONTINUES TO DETERMINE THE ORIGIN OF THE POWER LOSS. (.4) HISTORY OF FLIGHT: ON APRIL 9, 2001, ABOUT 1208 EASTERN DAYLIGHT TIME, A PIPER PA-46-500TP, N262MM, REGISTERED TO LK AERO CORPORATION, COLLIDED WITH TREES SHORTLY AFTER TAKEOFF FROM VERO BEACH MUNICIPAL AIRPORT, VERO BEACH, FLORIDA, WHILE ON A TITLE 14 CFR PART 91 PERSONAL FLIGHT TO DAYTONA BEACH, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED AND THE COMMERCIAL-RATED PILOT AND PRIVATE-RATED PASSENGER WERE FATALLY INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. TRANSCRIPTS OF RECORDED COMMUNICATIONS FROM THE FAA, VERO BEACH AIR TRAFFIC CONTROL TOWER, SHOW THAT AT 1200:12, N262MM WAS CLEARED BY THE GROUND CONTROLLER TO TAXI TO RUNWAY 29 LEFT. AT 1204:54, THE PASSENGER TRANSMITTED TO THE LOCAL CONTROLLER THAT THE FLIGHT WAS READY FOR TAKEOFF. THE LOCAL CONTROLLER INSTRUCTED THE FLIGHT TO HOLD SHORT OF THE RUNWAY. AT 1205:40, THE LOCAL CONTROLLER INSTRUCTED THE FLIGHT TO TAXI INTO POSITION AND HOLD ON RUNWAY 29 LEFT. AT 1206:43, N262MM WAS CLEARED FOR TAKEOFF AND A NORTH BOUND DEPARTURE WAS APPROVED. AT 1208:03, THE PASSENGER TRANSMITTED "WE NEED TO LAND WE HAVE TO TURN AROUND". THE LOCAL CONTROLLER CLEARED THE FLIGHT TO RETURN TO THE AIRPORT WHEN ABLE. AT 1208:20, THE PASSENGER TRANSMITTED "TWO MIKE MIKE WE'RE GOING DOWN WE'RE GOING DOWN", FOLLOWED BY "OVER THE GOLF (UNINTELLIGIBLE)". THE LOCAL CONTROLLER RESPONDED "COPY OVER THE GOLF COURSE". NO FURTHER TRANSMISSIONS WERE RECEIVED FROM THE FLIGHT. (SEE TRANSCRIPT OF COMMUNICATIONS). WITNESSES STATED THEY OBSERVED N262MM TAXI TO RUNWAY 29 LEFT AND THE PILOT PERFORM WHAT APPEARED TO BE A NORMAL ENGINE RUNUP. THE AIRPLANE THEN TAXIED ONTO RUNWAY 29 LEFT FOR TAKEOFF. THE WIND WAS FROM THE EAST, MAKING THE TAKEOFF WITH A TAIL WIND. DURING THE TAKEOFF, THE ENGINE SEEMED TO OPERATE AT A STEADY LEVEL, BUT APPEARED TO BE LOW ON POWER. THE FLIGHT LIFTED OFF ABOUT HALFWAY DOWN THE RUNWAY AND THE LANDING GEAR WAS RETRACTED. THE AIRPLANE CLIMBED SLOWLY AND TURNED SLOWLY TO THE LEFT. THE AIRPLANE THEN ENTERED A 60-80 DEGREE LEFT BANK FOLLOWED BY THE AIRPLANE ROLLING LEVEL AND THE WINGS ROCKING BACK AND FORTH. THE AIRPLANE WAS NOW ON A SOUTHERLY HEADING AND THE NOSE DROPPED. THE AIRPLANE THEN COLLIDED WITH TREES ABOUT 15-20 FEET ABOVE THE GROUND, FELL TO THE GROUND, AND BURST INTO FLAMES. WITNESSES STATED THEY SAW NO SMOKE OR FLAMES COMING FROM THE AIRPLANE PRIOR TO IMPACT WITH THE TREES. AT THE TIME OF THE ACCIDENT THE LANDING GEAR WAS RETRACTED AND THE ENGINE WAS RUNNING. (SEE WITNESS STATEMENTS). 20010409015069A (-23) AIRCRAFT DEPARTED DOWNWIND. AIRCRAFT FAILED TO OBTAIN SUFFICIENT LIFT RESULTING IN IMPACTING DITCH AT END OF RUNWAY. 20010410007239A (-23)THE PILOT ATTEMPTING TO RETURN TO THE AIRPORT AFTER TAKEOFF AND CRASHED INTO THE WOODS JUST OFF THE AIRPORT. THE AIRCRAFT EXPLODED JUST AFTER IMPACT. 20010410007499I (-23)AIRCRAFT CONTROL YOKE LOCKED IN AILERON NEUTRAL POSITION ON APPROACH TO AIRPORT. PILOT UTILIZED ELEVATOR AND RUDDER TO BRING AIRCRAFT DOWN WITHOUT FURTHER INCIDENT. MAINTENANCE AT N07 REMOVED RH WING PANEL AND FOUND AUTOPILOT PRIMARY SERVO, KS171C, SN #2712 LOCKED UP DUE TO BEARING ON END OF SHAFT BY DRIVE GEAR FAILURE. NEEDLES FELLOUT AND JAMMED MECHANISM. ACTION TAKEN-REPLACED SERVO. 20010410007689I (-23)RIGHT MAIN GEAR COLLAPSED ON THE RUNWAY AFTER LANDING, STOPPING, AND MAKING A 180 DEGREE TURN FOR TAXI. A GEAR SWING WAS PERFORMED FOLLOWING THIS INCIDENT AND NO MECHANICAL ANOMALIES WERE DISCOVERED. 20010410007989A (-23)THE PILOT WAS NOT RATED FOR IFR. THE VISIBILITY WAS POOR AND A SNOW WAS ACTIVE ALONG THE PLANNED ROUTE THE NIGHT OF THE ACCIDENT. THE AIRCRAFT CRASHED INTO THE GROUND UNDER POWER. NO EVIDENCE WAS FOUND SHOWING ANY MECHANICAL PROBLEMS. 20010410008779I (-23)PILOT STATED HE FORGOT TO EXTEND THE GEAR FOR LANDING. 20010410008969A (-23) MR. KOEHLER, WHILE ACTING AS PILOT IN COMMAND OF A SR-200, N116CD, WAS ENROUTE TO MILWAUKEE, WIS. FROM TUCSON AZ. THE AIRCRAFT DEPARTED TUCSON AIRPORT AT 1130MST ON APRIL 10, 2001. AIRCRAFT CRASHED SHORTLY AFTER LEAVING TUS AIRSPACE. CRASH SIGHT WAS NOT LOCATED UNTIL APRIL 14, 2001, THERE WAS A POST CRASH BURNING AND THE AIRCRAFT WAS DESTROYED. 20010410009279I (-23) AIRCRAFT DEPARTED SAF ENROUTE TO DEN. DURING ROTATION ATCT NOTICED SOMETHING FALLING FROM THE AIRCRAFT. PILOT WAS ADVISED AND DID A GEAR DOWN FLY BY AT SAF. THIS CONFIRMED THE AIRCRAFT HAD LOST ITS NOSEWHEEL. DISPATCH DIVERTED FLIGHT TO CYS (MAINTENANCE BASE) BUT LATER RE-ROUTED AIRCRAFT TO DEN DUE TO POOR WEATHER AT CYS. AIRCRAFT LANDED GEAR DOWN AT DEN ON RUNWAY 7 AND GROUND OFF APPROXIMATELY TWO INCHES OF THE NOSE STRUT BELOW THE NOSE WHEEL AXLE. NO OTHER APPARENT DAMAGE TO THE AIRCRAFT WAS SUSTAINED. ALL FOURTEEN PASSENGERS AND 2 CREW WERE UNINJURED. UPON INVESTIGATION IT WAS DETERMINED THAT THE NOSE WHEEL BEARING LACKED LUBRICATION. ALL AIRCRAFT IN FLEET WERE GROUNDED AS THEY LANDED AND ALL WHEELS WERE REMOVED AND BEARINGS INSPECTED. A COUPLE OF BEARINGS WERE FOUND TO HAVE CONTAMINATION IN THE GREASE, THESE BEARINGS ARE BEING SENT OUT FOR ANALYSIS. A MAINTENANCE PROCEDURE IS BEING CHANGED TO INCLUDE AN INSPECTION AND GREASE EVERY 2ND AND 5TH 200 HOUR INSPECTION. NO FURTHER ACTION TO TAKE. 20010410009449I (-23)THE PILOT LANDED ON THE NOSE GEAR, BLEW OUT THE NOSE GEAR TIRE, AND THE PROPELLER STRUCK THE RUNWAY. THE AIRCRAFT RAN OFF THE END OF THE RUNWAY INTO THE GRASS AND DID ADDITIONAL DAMAGE TO THE PROPELLER. 20010410009459I (-23)THE PILOT STATED HE WAS EXPERIENCING A ROUGH RUNNING ENGINE AND LOST OIL PRESSURE. HE LANDED WITHOUT EXTENDING THE NOSE GEAR, AND SLID OFF THE END OF THE RUNWAY. 20010410012379I (-23)UPON LANDING ON RUNWAY 20 AT MARION, IL (MWA), THE LEFT LANDING GEAR STARTED TO COLLAPSE, IMMEDIATELY FOLLOWED BY THE RIGHT AND NOSE GEAR. THE INSTRUCTOR AND STUDENT EXITED THE AIRCRAFT WITH NO INJURIES. 20010411006489A (-23) PILOT EXPERIENCED SEVERE ENGINE VIBRATION DURING TAKE-OFF CLIMB. PILOT REDUCED POWER IN AN ATTEMPT TO LESSEN THE VIBRATION AND ATTEMPTED AN EMERGENCY RETURN TO THE RUNWAY. A/C TOUCHED-DOWN APPROX. 100 FEET SHORT OF THE DEPARTURE RUNWAY RESULTING IN SUBSTANTIAL DAMAGE TO THE A/C. THE LEFT MAIN GEAR COLLAPSED IN THE SOFT GRAVEL RUNWAY OVER-RUN CAUSING THE A/C TO GROUND LOOP. DAMAGE TO THE RIGHT AND LEFT MAIN GEAR, PROPELLERS, FLIGHT CONTROL CABLES, AND TAILBOOM OCCURRED. THE PILOT AND PASSENGER WERE NOT INJURED. SUBSEQUENT INVESTIGATION REVEALED THAT A STAINLESS STEEL DENTAL PICK THAT THE OWNER WAS USING FOR MINOR MAINTENANCE HAD NOT BEEN ACCOUNTED FOR DURING THE TOOL INVENTORY. THE DENTAL PICK IS PRESUMED TO HAVE BEEN LEFT ON TOP OF THE ENGINE WHERE IT BECAME DISLODGED DURING THE TAKEOFF CLIMB. THE DENTAL PICK WAS FOUND IN THE TAILBOOM DURING POST ACCIDENT INVESTIGATION AND APPEARS TO HAVE STRUCK AND FRACTURED THE TIP OF A PROPELLER CAUSING THE SEVERE VIBRATION. THE PROPELLER SLUNG THE DENTAL PICK INTO THE TAIL BOOM PENETRATING AND CAUSING A DEEP SLICE IN THE TAIL BOOM. (.19) ON APRIL 11, 2001 AT APPROX. 0930 MDT, A YOUNG KOLB MARK III, N1225Y , WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING AT BRIGHAM CITY, UTAH. THE PRIVATE PILOT RECEIVED MINOR INJURIES AND HIS PASSENGERS. (.4) ON APRIL 11, 2001, AT APPROXIMATELY 0930 MOUNTAIN DAYLIGHT TIME, A YOUNG KOLB MARK III, AN EXPERIMENTAL HOMEBUILT, N1225Y, WAS SUBSTANTIALLY DAMAGED DURING A HARD LANDING AT BRIGHAM CITY AIRPORT, BRIGHAM CITY, UTAH. THE PRIVATE PILOT RECEIVED MINOR INJURIES AND HIS PASSENGER WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY THE PILOT UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL PERSONAL FLIGHT WHICH WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT HAD NOT FILED A FLIGHT PLAN. ACCORDING TO THE PILOT'S ACCIDENT REPORT, HE PERFORMED A THOROUGH PRE-FLIGHT EXAMINATION OF THE AIRCRAFT AND DEPARTED ON RUNWAY 34. UPON REACHING THE PATTERN ALTITUDE OF 5,000 FEET MSL, THE AIRPLANE BEGAN TO "SHAKE VIOLENTLY," LIKE A "PROP TIP SEPARATION." THE PILOT THEN REDUCED POWER AND THE SHAKING MINIMIZED. HE INCREASED POWER AGAIN AND THE SHAKING RETURNED, SO HE AGAIN REDUCED POWER. HE THEN INITIATED A 180 DEGREE TURN TO RETURN TO RUNWAY 16, AND CONFIGURED THE AIRPLANE FOR BEST GLIDE ANGLE SPEED. THE PILOT REALIZED THAT HE WAS NOT GOING TO REACH THE END OF THE RUNWAY, BUT HE COULD REACH THE GRAVEL RUN OUT AREA. THE PILOT SAID HE WAS "HAPPY WITH THAT SPOT" AND TOLD HIS PASSENGER THAT THEY WERE GOING TO MAKE AN OFF RUNWAY LANDING. HE SAID HE MAINTAINED 55 MPH UNTIL THE BEGINNING OF THE FLARE. HE FELT HE DID NOT HAVE ENOUGH CONTROL AUTHORITY TO SLOW THE VERTICAL DESCENT AS THE AIRPLANE "BLEEDS OFF ENERGY VERY FAST; THE FLAIR [FLARE] WAS DONE AT THE LAST MOMENT AND WE HAD HIT THE GROUND BEFORE I COULD ADD POWER." THE LEFT MAIN LANDING GEAR COLLAPSED, AND SUBSEQUENTLY THE FUSELAGE IMPACTED THE GROUND AND SKIDDED FOR 35 TO 50 YARDS. THE BENT FUSELAGE ROTATED AND CAME TO REST 180 DEGREES FROM THE RUNWAY HEADING. THE PILOT STATED "THAT A FOD (DENTAL PICK) USED IN MAINTENANCE TWO DAYS EARLIER AND NOT FOUND IN TWO TO THREE TIMES GOING OVER THE ENGINE AND ONE PREFLIGHT, HAD DISLODGED FROM [A] HIDING PLACE AND HIT THE PROP. THERE IS ABOUT A 2 X 2 INCH SECTION OF PROP TIP MISSING." 20010411006739I (-23) THE HELICOPTER WAS IDLING ON THE HELIPAD, AND THE RPM CONTROL WAS BROUGHT UP TO FLY POSITION FOR THE TAKEOFF. AS THE PILOT APPLIED COLLECTIVE PITCH, AND THE A/C BECAME LIGHT ON ITS SKIDS FOR LIFTOFF, THE PILOT HEARD A "THUMPING" NOISE AND FELT A VIBRATION. WHILE STILL IN CONTACT WITH THE SURFACE THE HELICOPTER ROTATED TO THE RIGHT ABOUT 45 DEGREES AND THE PILOT LOWERED THE COLLECTIVE CONTROL AND SHUT DOWN THE A/C. 20010411007029I (-23)FLT#815, UPON ARRIVAL AT PUERTO VALLARTA, MEXICO,^PRIVACY DATA^, A SERVICE EMPLOYEE, WAS GREETED BY BAGGAGE HANDLERS WHEN THEY OPENED THE REAR CARGO COMPARTMENT. THE INVESTIGATION REVEALED THAT ^PRIVACY DATA^, A BAGGAGE HANDLER,WAS ACCIDENTALLY LOCKED IN THE AFT BAGGAGE COMPARTMENT OF A CHAMPION AIR B-727 AND HAD PUNCHED A "HALF DOLLAR" SIZED HOLE IN THE SKIN OF THE AIRCRAFT SO THAT HE COULD BREATHE AFTER UNSUCCESSFULLY TRYING TO MAKE THE CREW REALIZE HE WAS THERE. HE RETURNED TO DFW THE SAME DAY. FAA INSPECTORS (DFW FSDO) PERSONALLY INTERVIEWED ^PRIVACY DAT^, RAMP SUPERVISOR ^PRIVACY DATA ^, GENERAL MANAGER ^PRIVACY DA^, AND CHAMPION AIR STATION MANAGER ^PRIVACY DA^. REPORTS FROM FOOR FLIGHT ATTENDANTS ON FLIGHT 815 WERE OBTAINED. THE INSPECTORS TELEPHONED ^PRIVACY DATA^, CHAMPION AIR DIRECTOR OF OPERATIONS AND ^PRIVACY D^, FAA CHAMPION AIR POI VIA WHOM THE PILOT CREWMEMBER REPORTS WERE FAXED TO DFW FSDO FOR REVIEW. MAINTENANCE RECORDS FOR THE B-727, N294AS, REVEALED PROPER INSPECTION AND SUBSEQUENT FERRY OF THE AIRCRAFT BACK TO OKC FOR REPAIRS. THE FAA HAS DETERMINED THAT THE AVAILABLE EVIDENCE DID NOT SUBSTANTIATE ANY VIOLATION OF THE FAR'S. THIS INCIDENT IS CLOSE D. 20010411007659I (-23)RIGHT TOP ENGINE COWL DEPARTED AIRCRAFT DURING FLIGHT. AIRCRAFT LANDED WITHOUT INCIDENT. ACTUAL NUMBER OF PAX ON BOARD IS UNKNOWN, HOWEVER THERE WERE NO INJURIES. INVESTIGATION FOUND: ALASKA CARGO EXPRESS MECHANICS REPORTED THAT LATCHES FOR COWL WERE IN THE OPEN POSITION AFTER INSPECTING AIRCRAFT UPON ARRIVAL IN ANCHORAGE. THIS INVESTIGATION WAS TURNED OVER TO THE FAIRBANKS FSDO (CERTIFICATE HOLDING OFFICE). 20010411009709I (-23)NO NARRATIVE GIVEN 20010411009719I (-23)PILOT LANDED AIRCRAFT GEAR UP. PILOT STATED THAT THE GEAR HORN DID NOT WORK AND THE GEAR CIRCUIT BREAKER HAD POPPED. INSPECTION OF THE GEAR SYSTEM DID NOT INDICATE ANY VISIBLE MALFUNCTION. 20010411015489I (-23) ON APRIL 2001, AT 1100 EDT, AN AVIAT S2B, N340PS, REGISTERED TO DANIEL D. BARKS, EXPERIENCED A CANOPY SEPARATION AND HARD LANDING AT THE LAKELAND LINDER REGIONAL AIRPORT, LAKELAND, FLORIDA, WHILE ON A PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THE COMMERCIAL RATED PILOT RECEIVED NO INJURIES. THE FLIGHT ORIGINATED AT LAKELAND, FLORIDA ON APRIL 11, 2001, AT APPROXIMATELY 1055 HOURS. THE AIRCRAFT EXPERIENCED WAKE TURBULENCE FROM A DEPARTING AIRCRAFT ON TAKEOFF AT APPROXIMATELY 25 FEET AGL. THE PILOT MOMENTARILY LOST CONTROL OF THE AIRCRAFT WHEN IT PITCHED NOSE DOWN AND CONTACTED THE RUNWAY. THE CANOPY DEPARTED THE AIRCRAFT AND REMAINED ON THE RUNWAY AFTER STRIKING THE RIGHT HORIZONTAL STABILIZER. THE PROPELLER AND A SINGLE ANTENNA ON THE BELLY OF THE AIRCRAFT WERE ALSO DAMAGED BY THE HARD LANDING. ALTHOUGH THE CANOPY WAS LATCHED, IT WAS NOT POSITIONED IN THE CLOSED (FORWARD) POSITION PRIOR TO TAKEOFF. THE PILOT REGAINED CONTROL OF THE AIRCRAFT AFTER THE INITIAL CONTACT WITH THE RUNWAY AND MADE A SUCCESSFUL LANDING. 20010412006229I (-23) DURING PUSH BACK OF THIS FLIGHT THE GROUND PUSH BACK PERSONNEL DID NOT KEEP THE A/C ON THE CENTER GUILD LINE AND HIT A PARKED AIRPORT VEHICLE. 20010412006249A (-23) MR. SPARKS WAS GIVING SOME INSTRUCTIONS TO A FRIEND. ACCORDING TO MR. SPARKS THE LANDING IN QUESTION WAS UNEVENTFUL. AS THE A/C WAS COMING TO A STOP, MR. SPARK FELT THE TAIL COMING UP. HE PULLED THE YOKE ALL THE WAY BACK AND TOOK HIS FEET OFF THE BRAKES. HE WAS UNABLE TO STOP THE TAIL AND THE A/C FLIP. THE WINDS WERE LIGHT. MR. SPARKS BELIEVES THAT HIS STUDENT MUST HAVE UNKNOWINGLY STEPPED ON THE BRAKES TOO HARD. THERE WERE NO INJURIES, VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. 20010412007479I (-23)ON APRIL 14, 2001, AT APPROXIMATELY 0000Z, A BELLANCA MODEL BL-17-30A AIRPLANE, REGISTRATION NUMBER N1979B, OPERATED BY ^PRIVACY DATA OMIT^ LANDED WITH A PARTIAL LANDING GEAR EXTENSION FOLLOWING A DEMONSTRATION FLIGHT AT MEACHAM AIRPORT IN FORT WORTH, TEXAS. THE AIRCRAFT OCCUPANTS INCLUDED THE PILOT AND ONE PASSENGER. BOTH WERE UNINJURED. THERE WAS NO POST-CRASH FIRE, AND THE AIRCRAFT SUSTAINED MINOR DAMAGE. THE ^PRIVACY DATA^ HOLDS A PRIVATE PILOT CERTIFIVATE NUMBER, ^PRIVACY D^. THE FLIGHT ORIGINATED AT WEATHERFORD, TEXAS AT 1900 CST. 20010412007629I (-23)LEFT ENGINE FIRE AND WARNING BELL ON INITIAL CLIMBOUT. SHUT DOWN LEFT ENGINE AND FIRED ONE BOTTLE. RETURNED TO EWR. MAINT COULD NOT FIND ANY TRACE OF A FIRE AND ARE T/S THE INDICATION SYSTEM. 20010412008399I (-23)SEE ATTACHED 20010412008909A (-23)THE PILOT STATED THAT AFTER THE FIRST FLIGHT TO SPRAY CHEMICALS FOR MOSQUITOS, THE FLIGHT RETURNED AFTER HE RECOGNIZED THAT TWO OF THE SPRAY NOZZLES WERE PLUGED. WIHTOUT SECURING THE ENGINE, THE PLUGED NOZZLES WERE REPLACED AND THE FLIGHT DEPARTED TO AGAIN SPRAY CHEMICALS. WHILE FLYING ABOUT 200-250 FEET ABOVE GROUND LEVEL (AGL) AT AN INDICATED AIR SPEED OF 30-40 KNOTS, WITH A 10-15 KNOT WIND FROM THE SOUTHEAST, HE BEGAN A LEFT TURN TO LINE UP TO SPRAY SWATH. THE HELICOPTER YAWED 20-30 DEGREES TO THE RIGHT WHICH COULD NOT BE CORRECTED WITH FULL ANTI-TORQUE PEDAL INPUT. HE LOWERED THE COLLECTIVE IN AN ATTEMPT TO RECOVER BUT WITH INSUFFICIENT ALTITUDE, THE HELICOPTER COLLIDED WITH TREES THEN THE GROUND. HE FURTHER STATED THAT THERE WAS NO ENGINE OR FLIGHT CONTROL MALFUNCTION AND HE ENCOUNTERED "LOSS OF TAIL ROTOR CONTROL". (.19)ON APRIL 12, 2001, ABOUT 1945 CENTRAL DAYLIGHT TIME, A BELL OH-58C, N91335, REGISTERED TO AND OPERATED BY BEACH MOSQUITO CONTROL DISTRICT, CRASHED SHORTLY AFTER TAKEOFF FROM THE BEACH MOSQUITO CONTROL DISTRICT HELIPORT, PANAMA CITY, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED AT T HE THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE PUBLIC-USE FLIGHT. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED ABOUT 5 MINUTES EARLIER. THE PILOT STATED THAT AFTER THE FIRST FLIGHT TO SPRAY CHEMICAL FOR MOSQUITOS, THE FLIGHT RETURNED AFTER HE RECOGNIZED THAT TWO OF THE SPRAY NOZZLES WERE PLUGGED. WITHOUT SECURING THE ENGINE, THE PLUGGED NOZZLES WERE REPLACED AND THE FLIGHT DEPARTED TO AGAIN SPRAY CHEMICAL. WHILE FLYING ABOUT 200-250 FEET ABOVE GROUND LEVEL (AGL) AT AN INDICATED AIRSPEED OF 30-40 KNOTS, WITH A 10-15 KNOT WIND FROM THE SOUTHEAST, HE BEGAN A LEFT TURN TO LINE UP FOR HIS SPRAY SWATH. THE HELICOPTER YAWED 20-30 DEGREES TO THE RIGHT WHICH COULD NOT BE CORRECTED WITH FULL LEFT ANTI-TORQUE PEDAL INPUT. HE LOWERED THE COLLECTIVE IN AN ATTEMPT TO RECOVER BUT WITH INSUIFFICIENT ALTITUDE, THE HELICOPTER COLLIDED WITH TREES THEN THE GROUND. HE FURTHER STATED THAT THERE WAS NO ENGINE OR FLIGHT CONTROL MALFUNCTION AND HE ENCOUNTERED "LOSS OF TAIL ROTOR EFFECTIVENESS." (.4) ON APRIL 12, 2001, ABOUT 2010 CENTRAL DAYLIGHT TIME, A BELL OH-58C, N91335, REGISTERED TO AND OPERATED BY BEACH MOSQUITO CONTROL DISTRICT, CRASHED SHORTLY AFTER TAKEOFF FROM THE BEACH MOSQUITO CONTROL DISTRICT HELIPORT, PANAMA CITY, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE PUBLIC-USE FLIGHT. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED ABOUT 5 MINUTES EARLIER. THE PILOT STATED THAT THE FIRST FLIGHT DEPARTED AT 1915, TO SPRAY CHEMICAL FOR MOSQUITOES BUT RETURNED DUE TO PLUGGED SPRAY NOZZLES THAT HE NOTED MIDPOINT OF THE SECOND SPRAY PASS. WITHOUT SECURING THE ENGINE, THE PLUGGED NOZZLES WERE REPLACED AND THE FLIGHT DEPARTED TO AGAIN SPRAY CHEMICAL. AFTER TAKEOFF WHILE FLYING ABOUT 200-250 FEET ABOVE GROUND LEVEL (AGL) AT AN INDICATED AIRSPEED OF 30-40 KNOTS, WITH A 10-15 KNOT WIND FROM THE SOUTHEAST, HE BEGAN A LEFT TURN TO LINE UP FOR HIS SPRAY SWATH. THE HELICOPTER YAWED 20-30 DEGREES TO THE RIGHT WHICH COULD NOT BE CORRECTED WITH FULL LEFT ANTI-TORQUE PEDAL INPUT. HE LOWERED THE COLLECTIVE IN AN ATTEMPT TO RECOVER BUT WITH INSUFFICIENT ALTITUDE, THE HELICOPTER COLLIDED WITH TREES THEN THE GROUND. HE FURTHER STATED THAT THERE WAS NO ENGINE OR FLIGHT CONTROL MALFUNCTION AND THE RIGHT YAW IS A CHARACTERISTIC OF "LOSS OF TAIL ROTOR EFFECTIVENESS." 20010412009179A (.19)ON APRIL 12, 2001, AT 2145 CENTRAL DAYLIGHT TIME (CDT), A CESSNA 172E AIRPLANE, N5638T, WAS DESTROYED WHEN IT IMPACTED TERRAIN DURING AN EMERGENCY DESCENT NEAR BAY CITY, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY THE INSTRUMENT RATED PRIVATE PILOT. THE PILOT, SOLE OCCUPANT OF THE AIRPLANE, SUSTAINED FATAL INJURIES. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE ALPINE-CASPARIS MUNICIPAL AIRPORT, ALPINE, TEXAS AT AN UNKNOWN TIME AND WAS DESTINED FOR THE BAY CITY MUNICIPAL AIRPORT, BAY CITY TEXAS. ACCORDING TO INFORMATION OBTAINED FROM THE HOUSTON AIR ROUTE TRAFFIC CONTROL CENTER, THE PILOT REPORTED THAT HE WAS "DISORIENTED," AND HAD 10 MINUTES OF FUEL ON BOARD. AIR TRAFFIC CONTROL PROVIDED THE PILOT WITH RADAR VECTORS TO THE NEAREST AIRPORT; HOWEVER, 10 MINUTES 30 SECONDS LATER, THE PILOT REPORTED THAT HE "RAN OUT OF FUEL." SUBSEQUENTLY, ON APRIL 13, 2001, AT 0430CDT, THE CIVIL AIR PATROL LOCATED THE AIRPLANE ON A PRIVATE RANCH 10 MILES NORTH OF THE BAY CITY MUNICIPAL AIRPORT. AT 2153, THE WEATHER OBSERVATION FACILITY AT THE BRAZORIA COUNTY AIRPORT, ANGLETON/LAKE JACKSON, TEXAS, (LOCATED 22 MILES NORTHEAST OF THE BAY CITY AIRPORT) REPORTED A BROKEN CLOUD LAYER AT 1,000 FEET AND AN OVERCAST LAYER AT 2,800 FEET, WIND FROM 160 DEGREES AT 8 KNOTS, VISIBILITY 7 MILES, TEMPERATURE 75 DEGREES FAHRENHEIT, DEWPOINT 73 DEGREES FAHRENHEIT, AND AN ALTIMETER SETTING OF 29.95 INCHES OF MERCURY. A GPS RECEIVER RECORDED THE ACCIDENT LOCATION AT NORTH LATITUDE 029 DEGREES 06.50 MINUTES AND WEST LONGITUDE 095 DEGREES 57.90 MINUTES. THE ENERGY PATH MEASURED 76 FEET 10 INCHES IN LENGTH, ORIENTED ON A 145 DEGREES MAGNETIC HEADING. THE INITIAL IMPACT POINT WAS THE TOP WIRE OF A BARBED WIRE FENCE. THE TOP WIRE MEASURED 3 FEET 9 INCHES ABOVE GROUND LEVEL. THE MAIN WRECKAGE, WHICH CONSISTED OF THE AIRFRAME, WAS LOCATED 40 FEET 10 INCHES FROM THE INITIAL IMPACT POINT. THE PROPELLER SEPARATED AT THE ENGINE CRANKSHAFT AND WAS LOCATED 19 FEET SOUTHEAST OF THE MAIN WRECKAGE. THE ENGINE SEPARATED FROM THE AIRFRAME AND WAS LOCATED 26 FEET SOUTHEAST OF THE MAIN WRECKAGE. THE LEADING EDGES OF BOTH PROPELLER BLADES DID NOT DISPLAY ANY GOUGES, AND WERE FREE OF CHORDWISE SCRATCHING, NICKS, AND ABRASIONS. THE AIRPLANE WAS EQUIPPED WITH TWO 21 GALLON METAL FUEL TANKS. THE PILOT'S OPERATING HANDBOOK REVEALED THAT THE UNUSABLE FUEL FOR EACH TANK IN A STRAIGHT AND LEVEL FLIGHT ATTITUDE IS 0.5 GALLONS, AND IN ALL FLIGHT ATTITUDES, THE UNUSABLE FUEL PER TANK IS 1.5 GALLONS. THE RIGHT WING FUEL TANK CONTAINED 3 OUNCES OF FUEL AND THE LEFT WING FUEL TANK CONTAINED 1.5 GALLONS OF FUEL. THE CARBURETOR SEPARATED FROM THE ENGINE AND RESIDUAL FUEL WAS FOUND IN THE BOWL. BOTH FUEL CAPS WERE EXAMINED AND THEIR RUBBER SEALS WERE INTACT AND DID NOT APPEAR WORN. THE FUEL CAPS SEATED PROPERLY WHEN REMOVED AND REINSTALLED BY THE IIC. ADDITIONALLY, THERE WAS NO EVIDENCE OF FUEL LEAKAGE AROUND THE FUEL CAPS, NOR WAS THERE EVIDENCE OF AN IN-FLIGHT LOSS OF FUEL. (-23)SEE NARRATIVE FTW01LA098;SAME NARRATIVE AS .19 (.4) THE NIGHT CROSS COUNTRY VISUAL FLIGHT RULES FLIGHT HAD BEEN AIRBORNE FOR 3 HOURS AND 37 MINUTES WHEN THE INSTRUMENT RATED PILOT REPORTED TO A LOCAL FLIGHT SERVICE STATION (FSS) THAT HE HAD 10 MINUTES OF FUEL ON BOARD, AND WAS DISORIENTED. THE FSS CONNECTED THE PILOT WITH THE HOUSTON AIR ROUTE TRAFFIC CONTROL CENTER, WHO PROVIDED RADAR VECTORS TO THE NEAREST AIRPORT. H OWEVER, 10 MINUTES LATER THE PILOT REPORTED THAT HE HAD RUN OUT OF FUEL AND, SUBSEQUENTLY, THE FINAL RADAR RETURN WAS RECEIVED. THE AIRPLANE IMPACTED A FENCE AND TREES 10 MILES NORTH OF THE DESTINATION AIRPORT. REVIEW OF THE RADAR TRACK REVEALED THAT, DURING THE FINAL 36 MINUTES OF THE FLIGHT, THE AIRPLANE WAS NOT MAINTAINING A CONSTANT ALTITUDE AND HAD BEEN MAKING "S" TURNS, 360-DEGREE TURNS, AND 20010412011039A (.19)ON APRIL 12, 2001, AT 0345 CDT, A CESSNA 150L AIRPLANE, N19045, REGISTERED TO AND OPERATED BY A PRIVATE INDIVIDUAL, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AFTER TAKE OFF FROM THE WICHITA VALLEY AIRPARK, IWOA PARK, TEXAS. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND HIS STUDENT PILOT WERE NOT INJURED. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CADE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE KICKAPOO DOWNTOWN AIRPARK, WICHITA FALLS, TEXAS, APPROXIMATELY 2400, ABOUT 3.8 HOURS PRIOR TO THE ACCIDENT. IN A TELEPHONE INTERVIEW WITH THE NTSB INVESTIGATOR-IN-CHARGE, THE CFI REPORTED THAT HE WAS GIVING HIS STUDENT NIGHT FLIGHT INSTRUCTION, AND WAS IN THE LOCAL TRAFFIC PATTERN PERFORMING TOUCH-AND-GO TAKE OFF AND LANDINGS WHEN THE ACCIDENT OCCURRED. AFTER THE LAST LANDING THE STUDENT PILOT WAS PERFORMING MAXIMUM PERFORMANCE TAKE OFF, AND DURING THE INITIAL CLIMB, THE ENGINE LOST POWER. THE CFI TOOK CONTROL OR THE AIRPLANE AND LANDED AT THE END OF THE PAVED RUNWAY SURFACE, CONTINUED TO ROLL THROUGH A FIELD, IMPACTED A BARDED WIRE FENCE AND CAME T O REST IN A DITCH. THE AIRPLANE WAS EXAMINED BY A FAA INSPECTOR THE MORNING AFTER THE ACCIDENT. THE INSPECTOR REPORTED THAT THE LEFT WING WAS BUCKLED AND THE FUSELAGE WAS BUCKLED JUST AFT OF THE FIREWALL. A VISUAL CHECK OF THE FUEL TANKS ON LEVEL GROUND WITH A SIGHT GAUGE SHOWED 1/4 GALLON OF FUEL IN THE LEFT TANK, AND 1/2 GALLON OF FUEL IN THE RIGHT TANK. WITH ELECTRICAL POWER APPLIED, THE FUEL GAUGE FOR THE LEFT TANK DID NOT REGISTER ANY AMOUNT OF FUEL, AND THE GAUGE FOR THE RIGHT TANK REGISTERED SLIGHTLY BELOW THE "E" MARK ON THE GAUAGE. (-23)ON APRIL 12, 2001, AT 0345 CDT, A CESSNA CE-150-L, REGISTRATION NUMBER N19045, OWNED VY MR. JEFFERY D. SKINNER,^PRIVACY DATA OMITTED^ SUSTAINED SUBSTANTIAL DAAMGE DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AFTER TAKE OFF FROM THE WICHITA VALLEY AIRPORT, IOWA PARK, TEXAS. THE FLIGHT INSTRUCTOR, MR. MICHAEL EDWARD MAULDWIN, CERTIFICATE NUMBER 239648812, AND HIS STUDENT PILOT MR. KEVIN CURTIS ASHER, CERTIFICATE NUMBER FF-1506080, WERE NOT INJURED. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE PART 91 INSTRUCTIONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE KICKAPOO DOWNTOWN AIRPARK, WICHITA FALLS, TEXAS, APPROXIMATELY 2400, ABOUT 3.8 HOURS PRIOR TO THE ACCIDENT. 20010412012089I (-23)04/12/01, AT APPROXIMATELY 1500 CST, AIRCRAFT N1858J TOOK A LIGHTING STRIKE WHILE FLYING AT 17,000 FT. ON AN IFR FLIGHT PLAN. THERE WAS A SMALL FIRE ONBOARD, WHEN THE ELECTRICAL CHARGE TRAVELED THROUGH A HAND ANTENNA IGNITING FLIGHT CHARTS AND THE AIRCRAFT CHECK LIST INSIDE A STORAGE POUCH MOUNTER ON THE CENTER CONSOLE. THE PILOT'S WIFE GRABBED THE CHARTS AND CHECK LIST, THREW THEM ON THE FLOOR AND STOMPED THE FLAMES OUT. THE PILOT PERFORMED AN EMERGENCY LANDING AT THE (ELD) AIRPORT WITHOUT INCIDENT. MAINTENANCE PERSONNEL AT (ELD) EXAMINED THE AIRCRAFT AND NOSTED EVIDENCE OF LIGHTING STRIKE TO ONE FLAP, VERTICAL STABILIZER, AND ENGINE COWLING. UPON RETURNING TO HOME BASE (4I3), ADDITIONAL INSPECTION SHOWED THAT ONE PROP BLADE TRAILING EDGE SHOWED SIGNS OF LIGHTING STRIKE. THE ENGINE AND PROPELLER ARE BEING DISASSEMBLED FOR A LIGHTING STRIKE INSPECTION. 20010412012779I (-23) THE PILOT WAS MAKING A 180 DEGREE TURN ON THE RUNWAY AFTER LANDING. THE RIGHT MAIN GEAR WENT OFF THE PAVEMENT AND BECAME STUCK IN THE SOFT TURF. THE AIRCRAFT WAS SHUT DOWN AND THE PASSENGERS DELANED NORMALLY. THE AIRCRAFT WAS PULLED BACK ONTO THE RUNWAY, THE GEAR WAS INSPECTED AND FOUND TO BE UNDAMAGED. 20010412013029I (-23)ON SHORT FINAL (OVER THRESHOLD) TO RW 19 THE PILOT STATED THAT THE ENGINE QUIT. THE AIRCRAFT DRIFTED OFF CENTERLINE DUE TO THE STRONG WINDS OUT OF THE SOUTHWEST (220/30 MPH G55 MPH). THE AIRCRAFT TOUCHDOWN IN THE GRASS ON THE EAST (LEFT) SIDE OF THE RUNWAY APPROXIMATELY 1000 FEET FROM THE RUNWAY THRESHOLD. THE AIRCRAFT LANDED AND STOPPED IN A SHORT DISTANCE, AND CAME TO REST UPRIGHT ON THE LANDING GEAR, THERE IS NO DAMAGE TO THE AIRCRAFT. THE AIRCRAFT WAS TOWED FROM THE ACTIVE RUNWAY AND MOVED TO THE AIR CMIS MAINTENANCE HANGAR FOR EVALUATION AND REPAIR. THE LEFT MAIN TANK WAS DRAINED AND CONTAINED 16 GALLONS OF AVIATION (100LL) FUEL. THE RIGHT MAIN FUEL TANK WAS FULL OF FUEL. BOTH FUEL TANKS WERE CHECKED FOR FEUL CONTAMINATION AND NO FUEL CONTAMINATION WAS PRESENT OR INDICATED. THE GASOLATOR WAS CHECKED FOR FUEL CONTAMINATION, IT WAS FULL OF FUEL AND THERE WERE NO VISUAL SIGNS OF FUEL CONTAMINATION. THE MAGNETOS WERE CHECKED AND COULD BE HEARD CRACKING. THERE WAS NO ATTEMPT TO START THE AIRCRAFT DUE TO THE STRONG WINDS AND HIGH WIND GUST. 20010412013819I (-23) DURING CLIMB OUT THE GEAR UNSAFE WARNING LIGHT REMAINED LIT. THE LANDING GEAR WAS CYCLED DOWN, UNABLE TO OBTAIN A GREEN LIGHT FOR THE RIGHT MAIN GEAR. SEVERAL ATTEMPTS WERE MADE TO LOWER THE RIGHT MAIN GEAR, WITH NO SUCCESS. THE FLIGHT WAS CONTINUED TO READING, PA, WHERE A STANDARD APPROACH WITH GEAR DOWN WAS DONE. THE PLANE LANDED ON RUNWAY 18. THE PILOT WAS ABLE TO TOUCH DOWN AND ROLL OUT ON THE NOSE AND LEFT WHEELS AND REDUCE SPEED UNTIL THE RIGHT WING SETTLED ONTO THE RUNWAY. 20010412014909I (-23) AT APPROXIMATELY 1245 LOCAL TIME ON APRIL 12, 2001, A US AIRWAYS DC-9-80 MADE GROUND/RUNWAY CONTACT WITH ITS LEFT WINGTIP WHILE LANDING ON RUNWAY 28 L IN PITTSBURGH, PA, CAUSING DAMAGE TO THE LEFT HAND LANDING LIGHT. AT THE TIME OF LANDING THE WINDS WERE 230 @25G36. 20010412018869I (-23)N4149P, A PA-23-160, RECEIVED MINOR DAMAGE WHEN THE NOSE GEAR COLLAPSED ON LANDING AT MEDFORD, OREGON. MR. JONNIE L. BURNS WAS THE PILOT IN COMMAND ON THE PRE-SALE DEMONSTRATION FLIGHT. THE PILOT AND TWO PASSENGERS RECEIVED NO INJURIES. WHEN QUESTIONED THE PILOT AND THE PASSENGERS STATED THEY NEVER HEARD A GEAR WARNIHNG HORN PRIOR TO, OR AFTER TOUCHDOWN. IN ADDITION THEY STATED THEY HEARD A "SNAP OR POP" AT THE TIME THE NOSE GEAR TOUCHED DOWN. AN INSPECTION OF THE AIRCRAFT REVEALED BOTH PROPS WERE DAMAGED, SKIN DAMAGE TO THE NOSE SECTION, AND A BROKEN "LINE ASSEMBLY NOSE GEAR UPPER DRAG" WAS FOUND IN THE NOSE GEAR ASSEMBLY. 20010412026129A (.19) ON APRIL 12, 2001, ABOUT 2210 EASTERN DAYLIGHT TIME, AN EMBRAER EMB-135LR, N735TS, OPERATED BY AMERICAN EAGLE AS FLIGHT 9766, WAS SUBSTANTIALLY DAMAGED DURING PUSHBACK AT THE CLEVELAND-HOPKINS INTERNATIONAL AIRPORT (CLE), CLEVELAND, OHIO. THE THREE CREWMEMBERS WERE NOT INJURED, AND THERE WERE NO PASSENGERS ONBOARD. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PLANNED POSITIONING FLIGHT TO NORFOLK INTERNATIONAL AIRPORT (ORF), NORFOLK, VIRGINIA. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE FLIGHT TO BE CONDUCTED UNDER 14 CFT PART 91. ACCORDING TO WITNESS STATEMENTS, THE ENGINES WERE SECURED, AND A TUG WAS CONNECTED TO THE NOSE WHEEL OF THE AIRPLANE IN PREPARATION FOR PUSHBACK. THE FLIGHT CREW COMPLETED THE CHECKLIST TO INCLUDE SELECTING THE PARKING BRAKE TO OFF. THE CREW THEN ADVISED THE TUG OPERATOR THAT THEY WERE CLEARED TO PUSH. THE TUG OPERATOR RESPONDED, "HERE WE GO." THE TUG OPERATOR RELEASED THE PARKING BRAKE FOR THE TUG, PLACED THE SHIFTER INTO "LOW," AND SLOWLY PRESSED ON THE ACCELERATOR. THE CREW FELT THE AIRPLANE MOVE ABOUT A FOOT, AND THEN THE NOSE-GEAR COLLAPSED. WHEN THE CREW EXITED THE AIRPLANE THEY NOTICED CHOCKS BEHIND THE LEFT-MAIN LANDING GEAR WHEEL. THEY QUERIED STATION PERSONNEL ABOUT THE CHOCKS, AND WERE ADVISED THAT THE CHOCKS WERE PLACED THERE AFTER THE ACCIDENT. ACCORDING TO THE MANUFACTURE OF THE TUG, WHEN IT WAS SHIPPED FROM THE FACTORY IT WEIGHED 60,000 POUNDS, HAD 40,000 POUNDS OF PULLING TRACTION, AND WAS CAPABLE OF PUSHING BACK A DOUGLAS DC-10. ABOUT 19 MINUTES BEFORE THE ACCIDENT, THE WEATHER AT THE AIRPORT WAS RECORDED AS WIND 270 DEGREES AT 22 KNOTS, GUSTING TO 28 KNOTS, VISIBILITY 10 MILES, CLEAR SKIES, TEMPERATURE 57 DEGREES FAHRENHEIT, DEW POINT 48 DEGREES FAHRENHEIT, AND AN ALTIMETER SETTING OF 29.89 INCHES OF MERCURY. (-23) THE AIRCRAFT WAS ATTACHED TO A STEWART STEVENSON, MODEL GT-60-126 TUG, AT THE GATE. PREPARING FOR A REPOSITIONING FLIGHT. AT THE BEGINNING OF THE PUSHBACK MANEUVER, THE NOSE GEAR ASSEMBLY, CAME OUT OF THE TRUNNION CAPS, AND WENT AFT OUT OF THE WHEEL WELL, FOLDING BACK AGAINST THE LOWER FUSELAGE. THE FUSELAGE PROCEEDED DOWN, TO MEET THE TUG AND THE GROUND. THERE WAS SUBSTANTIAL DAMAGE TO THE FUSELAGE FRAME 4, AND LONGERON BETWEEN FRAMES 8 & 9. 20010413006239I (-23) AT ABOUT 1430 PDT, AFTER LANDING ON RUNWAY 28L AT THE MODESTO AIRPORT, ^PRIVACY DAT^ TAXIED HIS RV-4, N204CP OFF THE RUNWAY AT TAXIWAY "DELTA". AFTER SO DOING, ^PRIVACY DATA^ REPORTED TO THE TOWER THAT HE HAD STRUCK A TAXI-WAY LIGHT WITH THE A/C LEFT MAIN LANDING GEAR. LATER IT WAS CONFIRMED BY THE CITY THAT THE LIGHT HAD BEEN DAMAGED. ^PRIVACY DAT^REPORTED THAT THE WHEEL PART ON HIS A/C WAS DAMAGED AND WOULD NEED TO BE REPLACED. THERE WAS NO FURTHER DAMAGE AND NO INJURIES. NO FURTHER ACTION WILL BE TAKEN REGARDING THIS INCIDENT. 20010413006349I (-23) A/C LANDED, RUNWAY 35 AT NORWOOD/MEMORIAL AIRPORT, NORWOOD, MA. (OWD). UPON ROLLOUT, STRONG GUST OF WIND FROM THE WEST TURNED THE A/C TO THE LEFT AND A/C PROCEEDED INTO THE GRASS PARALLELING THE RUNWAY. THE A/C THEN HIT LOOSE DIRT WITH THE NOSE GEAR AND THE NOSE GEAR COLLAPSED. THE PROPELLER STRUCK THE GROUND AND ALL THREE BLADES WERE BENT. THE ENGINE STOPPED AS A RESULT OF THE PROP STRUCK AND CAME TO REST JUST SHORT OF "MIKE" TAXIWAY, MIDWAY BETWEEN "CHARLIE" AND "ECHO" TAXIWAY. 20010413006389I (-23) WHILE POSITIONING A/C FOR RUNUP, PILOT FAILED TO NOTICE LOCATION OF TAXIWAY LIGHT AND PROPELLER HIT ONE LIGHT. PILOT DID NOT DETECT STRIKE UNTIL AFTER LANDING AT DESTINATION AND ON POSTFLIGHT DISCOVERED TWO DAMAGED PROP BLADES. HE THEN CALLED BDL ATCT TO REPORT INCIDENT AND POSSIBILITY OF FOD ON TAXIWAY. 20010413006589I (-23) PILOT STATED THAT HE DEPARTED THERMAL AIRPORT (TRM) AND FLEW TO AUGA CALIENTE AIRPORT FOR THE PURPOSE OF PRACTICING SHORT FIELD TAKEOFFS AND LANDINGS. THE PILOT OVERFLEW THE RUNWAY IN ORDER TO CHECK THE RUNWAY AND DETERMINE THE WIND CONDITIONS. HE DETERMINED THAT THE WINDS WERE CALM AND ELECTED TO LAND ON RUNWAY 11. HE RECALLED TOUCHING DOWN MIDFIELD. THE A/C OVERRAN THE END OF THE RUNWAY ONTO A SOFT DIRT. THE A/C PITCHED OVER STRIKING THE PROPELLER, RIGHT WING TIP, AND NOSE WHEEL PANTS ASSEMBLY. THE PILOT OR HIS SOLE PASSENGER WERE NOT INJURED AS A RESULT. THIS INCIDENT IS NOT RELATED TO ANY NMAC OR PILOT DEVIATION REPORTED BY ATC. 20010413007339A (-23)UPON LANDING ON RUNWAY 27 AT HGR THE PILOT ENCOUNTER A 22 KNOT GUST OF WIND OUT OF 300 AND HARD ON THE NOSE LANDING GEAR UPWARD ABOUT 18 INCHES DAMAGING ALL THE STRUCTURE IN THE NOSE OF THE AIRCRAFT UP TO INCLUDE THE UPPER WINDSHIELD FRAME. (.4) THE PILOT REQUESTED AND WAS CLEARED FOR THE ILS RUNWAY 27 APPROACH. WHILE ON FINAL, THE AIRPLANE ENCOUNTERED LIGHT TO OCCASIONAL MODERATE TURBULENCE, AND REQUIRED A 30-40 DEGREE DRIFT CORRECTION TO MAINTAIN COURSE. WHEN THE AIRPLANE WAS 2 MILES FROM THE RUNWAY, THE TOWER CONTROLLER REPORTED THE WIND AS 300 DEGREES AT 18 KNOTS. THE PILOT CONTINUED THE APPROACH AND 100 TO 50 FEET ABOVE THE GROUND FELT THE CROSSWIND "DRAMATICALLY" SUBSIDE. THE PILOT WAS THEN ABLE TO MAINTAIN RUNWAY ALIGNMENT WITH NO WIND CORRECTION. THE LANDING PHASE CONTINUED WITHOUT INCIDENT UNTIL THE AIRPLANE WAS 3-5 FEET ABOVE THE RUNWAY. THE PILOT THEN FELT A "SIGNIFICANT AND ABRUPT" BUFFETING OF THE AIRPLANE. THE AIRPLANE "WEATHER-VANED" TO THE RIGHT, ROLLED LEFT, AND STARTED TO DRIFT LEFT OF THE CENTERLINE. THE PILOT APPLIED CORRECTIVE ACTION; HOWEVER, THE AIRPLANE TOUCHED DOWN NOSE WHEEL FIRST, BOUNCED BACK INT O THE AIR, AND THEN TOUCHED DOWN NOSE WHEEL FIRST AGAIN. THE NOSE GEAR COLLAPSED AND THE PROPELLERS CONTACTED THE RUNWAY. 20010413007509I (-23)DURING LANDING OPERATIONS ON RUNWAY 03 AT THE WARWICK AIRPORT. THE PILOT ^PRIVACY D^ PERMITTED THE AIRCRAFT TO DEPART THE RUNWAY TO RIGHT COMING TO A STOP IN THE BUSHES. THE AIRCRAFT SUSTAINED DAMAGE TO THE PROPELLER, COWLING, AND THE RIGHT WING. 20010413007769I (-23)ON APRIL 13, 2001, AT 0930, A ROBINSON R-44 AIRCRAFT, N7089L, OWNED BY ^PRIVACY DATA OMITTED^ WAS INVOLVED IN AN INCIDENT WHILE MAINTENANCE GROUND CHECKS(BLADE TRACKING) WAS BEING PERFORMED. THERE WAS NO INTENT TO FLY THE HELICOPTER. THE AIRCRAFT MAIN ROTOR BLADES WERE DAMAGED, THE TAIL BOOM WAS BENT, AND THE PILOT WIND SCREEN HAD A HOLE IN IT. THERE WERE NO INJURIES TO THE MECHANIC THAT WAS OPERATING THE AIRCRAFT. THE MECHANIC HOLDS AN A&P CERTIFICATE. 20010413007799I (-23)ON FRIDAY APRIL 13, 2001 AT APPROXIMATELY 1530 LOCAL A HAWKER 800XP, N801MB, LANDED ON RUNWAY 18 IN TEB AND BLEW BOTH LEFT MAIN TIRES. THERE WERE NO INJURIES AND THE AIRCRAFT WAS REMOVED FROM THE RUNWAY BY AIRCRAFT MAINTENANCE. MAINTENANCE INSPECTED THE AIRCRAFT AND TESTED THE ANTI SKID SYSTEM PER MM 32-40-101, WITH NO DISCREPANCIES FOUND. THEY REPLACED BOTH WHEEL ASSEMBLIES AND RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010413008169A (-23)ON APRIL 13, 2001, AT APPROXIMATELY 1240 MOUNTAIN DATLIGHT TIME, A BELLANCA 1731A, N93737, WAS SUBSTANTIALLY DAMAGED, WHEN IT COLLIDED WITH TERRAIN WHILE LANDING AT LEA CO-HOBBS AIRPORT, HOBBS, NEW MEXICO. THE PILOT AND SOLE OCCUPANT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THIS PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED AT LUBBOCK, TEXAS, AT APPROXIMATELY 1130. ACCORDING TO THE PILOT, AT THE MOMENT OF FLAIR/TOUCHDOWN ON RUNWAY 21, THE AIRPLANE SETTLED ONTO ITS LEFT LANDING GEAR. THE RIGHT WING ROSE UP AND THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY JUST PAST TAXIWAY "B". THE AIRPLANE BECAME AIRBORNE MONENTARILY, CROSSES RUNWAY 26 AND SETTLED DOWN ON RUNWAY 30, SKIDDING ACROSS RUNWAY 30 AND COMING TO REST IN THE GRASS TO THE SOUTH OF RUNWAY 30 ADJANCENT TO TAXIWAY "B1". THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO THE AIRFRAME, BOTH MAIN LANDING GEARS, AND BUCKLING OF THE EMPENNAGE. ^PRIVACY DATA OMITTED^ 20010413008179A (-23)PILOT NOTED ALTERNATOR LIGHT BLINKING THEN ON IN AIRCRAFT. PILOT MADE APPROACH AND LNADING TO RUNWAY 35 AT TIW TOUCHED DOWN WITH LANDING GEAR RETRACTED. AFTER TOUCHING DOWN, THE PILOT ADDED POWER AND ATTEMPTED TO EXTEND THE GEAR AND LAND ON THE REMAINING RUNWAY. THE AIRCRAFT DEPARTED THE RIGTH SIDE OF THE RUNWAY AND STOPPED IN THE GRASS ON THE EAST SIDE OF THE RUNWAY FACING SOUTH. 20010413009219I (-23)IN (DED) DELAND MUNICIPAL ON 4-13-2001 AT 1030 AM ^PRIVACY DATA OMI^ WAS FATALLY INJURED INA SKYDIVING INCIDENT, AFTER IMPACTING THE GROUND AT A HIGH RATE OF SPEED IN ALMOST A VERTICAL FLIGHT TRAJECTORY WITH HIS PARACHUTE FULLY DEPLOYED. THERE IS A VHS VIDEO TAPE CONFIRMING THE AFOREMENTIONED SENTENCE. THIS INCIDENT FILE ALSO CONTAINS THREE WITNESS STATEMENTS THAT CONFIRM THE VIDEO THAT THE PARACHUTE WAS FULLY DEPLOYED AND ALL THREE CONCLUDE OPERATOR ERROR (IE) THE SKYDIVER FAILED TO FLARE AND SLOW HIS DECENT BEFORE IMPACTED THE GROUND. THE FAA INSPECTOR OF THE MAIN PARACHUTE REVEALED NO DEFICIENCES THAT WOULD HAVE CONTRIBUTED TO THE FATAL INCIDENT. THE RESERVE WAS NOT DEPLOYED AND THE INSPECTION CARD SHOWED IT WAS REPLACED MARCH 10TH 2001 WELL WITHIN THE FAR REQUIRMENT OF 120 DAYS. THE SKYDIVER, A CANADIAN CITIZEN HAD 4700 PRIOR JUMPS. 20010413011949I (-23)STUDENT PILOT PRACTICING TAKEOFF AND LANDINGS INADVERTENTLY BOUNCED ON LANDING AND AIRCRAFT CONTACTED THE GROUND WITH NOSE-WHEEL FIRST UPON TOUCHDOWN. STUDENT WAS UNAWARE THAT ANY DAMAGE OCCURED TO AIRCRAFT. 20010413012059I (-23)ON APRIL 13, 2001, N172PE A CESSNA CUTLASS (172RG), PILOTED BY OWNER ^PRIVACY DATA OMITT^ DEPARTED OAKLAND-TROY (7D2) FOR THE PURPOSE OF A LOCAL PLEASURE FLIGHT UNDER VISUAL FLIGHT RULES WITH ONE PASSENGER, A ^PRIVACY DATA OMIT^. THE PILOT, DESIRING PRACTICE AT A BUSY AIR CARRIER AIRPORT, PROCEEDED TO DETROIT METROPOLITAN AIRPORT (DTW). AFTER LISTENING TO ATIS, HE WAS CLEARED TO LAND ON RUNWAY 21L, THE WINDS WERE REPORTED AT 300 DEGREES AT 10 KNOTS. THE PILOT SAID THAT HE WAS AT IDLE POWER, FULL FLAPS, AND LINED UP WITH THE CENTERLINE OF THE RUNWAY, HOWEVER THE TIRE AND PROPELLER MARKS INDICATE HE WAS SIGNIFICATLY LEFT OF THE CENTERLINE. THE AIRPLANE STRUCK THE GROUND ON THE MAIN GEAR AND BOUNCED BACK INTO THE AIR. IT SUBSEQUENTLY BOUNCED THREE MORE TIMES INCREASING IN AMPLITUDE EACH TIME AND ALTERNATELY CONTACTING THE NOSE GEAR AND THE MAIN GEAR. AFTER THE FOURTH BOUNCE THE NOSE GEAR COLLAPSED AND THE NOSE WHEEL ASSEMBLY SEPARATED FROM THE AIRCRAFT. THERE WERE NO INJURIES AND PILOT AND PASSENGER EXITED THE WITHOUT INCIDENT. 20010413024259A (.4) THE AIRPLANE IMPACTED TREES WHEN IT VEERED OFF RUNWAY 16 AFTER AN ABORTED TAKEOFF DURING AN INSTRUCTIONAL FLIGHT. DURING TAKEOFF, THE AIRPLANE CLIMBED TO AN ALTITUDE OF 5 FEET ABOVE THE RUNWAY BEFORE SETTLING BACK ONTO THE RUNWAY. THE CERTIFIED FLIGHT INSTRUCTOR TOOK CONTROL OF THE AIRPLANE AND APPLIED MAXIMUM BRAKING BUT WAS UNABLE TO STOP. HE THEN VEERED THE AIRPLANE OFF THE RUNWAY IN AN ATTEMPT TO AVOID RUNNING OFF A STEEP SLOPE AND A SWAMP LOCATED BEYOND THE END OF THE RUNWAY. WINDS REPORTED AT A WEATHER STATION LOCATED 34 MILES NORTHEAST OF THE AIRPORT WERE 260 AT 7 KTS. THERE ARE SEVERAL FAA PUBLICATIONS WHICH ADDRESS SETTLING ONTO THE RUNWAY AFTER LIFTOFF IN REGARDS TO HIGH ROTATIONAL RATES, ROTATION SPEED, GROUND EFFECT, AND DOWNWIND TAKEOFFS. (.19) ON APRIL 13, 2001, AT 1625 EASTERN DAYLIGHT TIME, A PIPER PA-28-161, N3573S, OPERATED BY CULVER EDUCATIONAL FOUNDATION, WAS SUBSTANTIALLY DAMAGED DURING AN ABORTED TAKEOFF WHEN IT VEERED OFF RUNWAY 34 (2,400 FEET BY 65 FEET, ASPHALT) AND CONTACTED TREES. THE COMMERCIAL CERTIFIED FLIGHT INSTRUCTOR (CFI) AND STUDENT PILOT WERE NOT INJURED. THE 14 CFR PART 91 INSTRUCTIO NAL FLIGHT WAS DEPARTING FLEET FIELD (IN73), CULVER, INDIANA, ON A LOCAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. (-23) INSTRUCTOR REPORTED THAT THE AIRCRAFT DID NOT APPEAR TO BE ACCELERATING NORMALLY. AN ABORTED TAKEOFF WAS EXECUTED. THE AIRCRAFT IMPACTED TREES AND CAME TO REST AND RECEIVED SUBSTANTIAL DAMAGE AS A RESULT OF THAT IMPACT. WINDS WERE LIGHT AND VARIABLE AS REPORTED BY THE INSTRUCTOR. TEMPERATURE AND HUMIDITY WERE BOTH HIGH THAT DAY. POST ACCIDENT INSPECTION OF THE ENGINE OPERATION REVEALED NO ABNORMALITIES. 20010414005919I (-23)PILOT LANDED NOSE GEAR FIRST ON 25L AT 90 KNOTS CAUSING NOSE WHEEL TO SHEAR AND A/C SKIDDED TO A STOP. 20010414006939A (.19) ON APRIL 14, 2001, ABOUT 1224 HOURS MST A PIPER PA-28-235, N8731W, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A HARD, FORCED LANDING ON A HIGHWAY FOLLOWING A LOSS OF ENGINE POWER ABOUT 30 MILES NORTHWEST OF FLAGSTAFF, AZ. THE PILOT WAS OPERATING THE BORROWED AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT, THE SOLE OCCUPANT WAS NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED CEDAR CITY, UTAH ABOUT 1130, ENROUTE TO DEER VALLEY, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE FAA ACCIDENT COORDINATOR INTERVIEWED THE PILOT. THE PILOT SAID HE COMPLETED A 2.5 HOUR FLIGHT FROM DEER VALLEY TO CEDAR CITY. HE STARTED THE RETURN FLIGHT ON THE RIGHT WING TIP TANK. HE SWITCHED TO THE LEFT WING TIP TANK NEAR PAGE, AZ. ABOUT 20 MINUTES LATER THE ENGINE BEGAN TO RUN ROUGH, AND THEN IT LOST ALL POWER. THE PILOT DID NOT SWITCH FUEL TANKS AGAIN. HE MADE A HARD LANDING ON A ROAD, WHICH SHEARED ALL THREE LANDING GEAR FROM THE AIRPLANE. (-23)ON APRIL 14, 2001, PIPER AIRCRAFT N8731W WAS AT CRUISE FLIGHT AT 11,500 MSL NEAR FLAGSTAFF, AZ. WHEN THE ENGINE QUIT. THE PILOT MADE SEVERAL UNS UCCESSFUL ATTEMPTS TO START THE ENGINE. THE PILOT ATTEMPTED TO LAND ON A PAVED ROAD BUT ABORTED DUE TO AUTO TRAFFIC. THE PILOT MADE AN EMERGENCY FORCED LANDING NEXT TO THE PAVED ROAD,THIRTY MILES NORTH OF FLAGSTAFF. THE AIRCRAFT SUSTAINED DAMAGE TO THE PROPELLER, ENGINE, LANDING GEAR, UNDERSIDE FUSELAGE, WINGS AND EMPENNAGE. THE AIRCRAFT WAS OPERATED BY THE PILOT/OWNER AS A PERSONAL FLIGHT UNDER CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, THE PILOT WAS NOT INJURED. (.4) ON APRIL 14, 2001, ABOUT 1224 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-28-235, N8731W, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A HARD, FORCED LANDING NEAR A HIGHWAY FOLLOWING A LOSS OF ENGINE POWER ABOUT 30 MILES NORTHWEST OF FLAGSTAFF, ARIZONA. THE PILOT WAS OPERATING THE BORROWED AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED CEDAR CITY, UTAH, ABOUT 1130, EN ROUTE TO DEER VALLEY, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN HAD BEEN FILED. THE FEDERAL AVIATION ADMINISTRATION)ACCIDENT COORDINATOR INTERVIEWED THE PILOT. THE PILOT SAID HE C OMPLETED A 2.5-HOUR FLIGHT FROM DEER VALLEY TO CEDAR CITY IN THE MORNING AND DID NOT EXPERIENCE ANY PROBLEMS WITH THE AIRPLANE. HE FILLED ALL FOUR FUEL TANKS IN CEDAR CITY. HE STARTED THE RETURN FLIGHT ON THE RIGHT WING TIP TANK. HE SWITCHED TO THE LEFT WING TIP TANK NEAR PAGE, ARIZONA. ABOUT 20 MINUTES LATER THE ENGINE BEGAN TO RUN ROUGH, AND THEN IT LOST ALL POWER. THE PILOT DID NOT SWITCH FUEL TANKS AGAIN. IN HIS STATEMENT TO THE SAFETY BOARD, THE PILOT STATED HE DID NOT SWITCH FUEL TANKS BECAUSE HE BELIEVED THERE WAS "AMPLE FUEL IN LEFT TIP." THE PILOT SET UP TO LAND ON A HIGHWAY, BUT A TRAFFIC CONFLICT FORCED HIM TO LAND IN TERRAIN ALONGSIDE THE ROAD. HE LANDED THE AIRPLANE APPROXIMATELY 70 YARDS FROM THE HIGHWAY AND ALL THREE LANDING GEAR SHEARED OFF. 20010414007369A (-23)ON APRIL 14, 2001, AT 1451 CDT, A FAIRCHIL PT-19A TANDEM SEAT, TAIL WHEEL EQUIPPED AIRPLANE, N58123, REGISTERED TO THE AMERICAN AIRPOWER HERTIAGE FLYING MUSEUM OF MIDLAND, TEXAS, AND OPERATED BY THE CONFEDERATE AIRFORCE OF MIDLAND, TEXAS, WAS DESTROYED DURING A COLLISION WITH THE GROUND SHORTLY AFTER TAKE OFF FROM RUNWAY 16 AT THE MIDLAND INTERNATIONAL AIRPORT, MIDLAND, TEXAS. THE COMMERCIAL PILOT RECEIVED FATAL INJURIES AND HIS PILOT-RATED PASSENGER RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. (.4) HISTORY OF FLIGHT: ON APRIL 14, 2001, AT 1451 CENTRAL DAYLIGHT TIME, A FAIRCHILD PT-19A TANDEM SEAT, TAILWHEEL EQUIPPED AIRPLANE, N58123, REGISTERED TO THE AMERICAN AIRPOWER HERITAGE FLYING MUSEUM OF MIDLAND, TEXAS, AND OPERATED BY THE CONFEDERATE AIRFORCE OF MIDLAND, TEXAS, WAS DESTROYED WHEN IT IMPACTED THE GROUND SHORTLY AFTER TAKEOFF FROM RUNWAY 16R AT THE MIDLAND INTERNATIONAL AIRPORT, MIDLAND, TEXAS. THE COMMERCIAL PILOT RECEIVED FATAL INJURIES AND HIS PILOT-RATED PASSENGER RECEIVED MINOR INJURIES. VISUAL MET EOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. ACCORDING TO TRANSCRIPTS OF THE PILOT'S RADIO TRANSMISSIONS WITH THE MIDLAND CONTROL TOWER, THE PILOT REQUESTED THAT HE WANTED TO EXECUTE A RIGHT TURN OUT AFTER TAKEOFF TO FLY OVER THE CONFEDERATE AIRFORCE'S HANGAR DURING HIS DEPARTURE. THE TOWER ACKNOWLEDGED HIS REQUEST AND CLEARED HIM FOR A "NO DELAY" INTERSECTION DEPARTURE AS A BOEING 737 WAS ON A THREE MILE FINAL. AN AIR TRAFFIC CONTROL SPECIALIST LOCATED IN THE TOWER STATED THAT HE OBSERVED THE AIRPLANE TAKE THE "WRONG" ROUTE TO THE RUNWAY AND "APPEARED" TO BE "AT A FASTER TAXI RATE THAN NORMAL." AFTER TAKE OFF, HE OBSERVED THE AIRPLANE CLIMB OUT TO THE RIGHT AND IT "APPEARED TO BE AT A SLOWER AIRSPEED THAN NORMAL." DURING THE TURN, THE "WINGS ROCKED BACK AND FORTH A COUPLE OF TIMES" AND THEN THE AIRPLANE MADE A "HARD LEFT TURN TO THE GROUND." IN AN INTERVIEW WITH THE NTSB INVESTIGATOR-IN-CHARGE, THE PASSENGER, WHO WAS SEATED IN THE AFT COCKPIT AND WHO WAS A RATED PILOT, STATED THAT THE AIRCRAFT RUN-UP AND TAKEOFF WERE "NORMAL." HE STATED THAT AS THE AIRPLANE PASSED OVER THE RAMP IN A CLIMBING RIGHT TURN, "A DOWNDRAFT HIT THE AIRPLANE." HE COULD NOT RECALL THE ALTITUDE AT THE TIME, BUT "REMEMBERED LOOKING DOWN AT THE ROOF OF THE TOWER" AND THAT THE AIRPLANE WAS STILL IN A CLIMBING ATTITUDE WHEN "WE STARTED ROLLING TO THE LEFT." THE NEXT INSTANT, THE AIRPLANE WAS "GOING NINETY DEGREES NOSE DOWN WHEN WE HIT THE GROUND." HE STATED THAT HE HEARD THE ENGINE THROUGHOUT THE FLIGHT. ANOTHER WITNESS WHO WAS STANDING ON THE RAMP ADJACENT TO THE ACCIDENT SITE, REPORTED THAT HE SAW THE AIRPLANE HEADING WEST AND IT "LOOKED LIKE IT WAS IN TROUBLE, AND THEN, IT WAS IN MY OPINION, STALLING." THE AIRPLANE THEN TURNED TO THE SOUTH AND "WENT INTO A NOSE DIVE FROM ONE HUNDRED TO TWO HUNDRED FEET." 20010414007729I (-23)WHILE IN THE LANDING ROLL OUT PHASE, THE PILOT IN COMMAND APPLIED BOTH BRAKE PEDALS SLOWLY, THE RIGHT BRAKE PEDAL DEPRESSED ALL THE WAY TO THE FLOOR AND THE LEFT BRAKE PEDAL WAS OPERATING NORMALLY. THIS SITUATION CAUSED THE AIRCRAFT TO VEER TO THE LEFT, LEAVING THE DIRT LANDING STRIP, GOING THROUGH A SMALL DRAINAGE DITCH AND COMING IN CONTACT WITH A RISE IN TERRAIN WHICH ENCLOSED IRRIGATION PIPING. THE CONTACT WITH THE RISE IN TERRAIN CAUSED THE AIRCRAFT TO FLIP OVER ON ITS BACK. THE PILOT WAS NOT INJURED AND THE DAMAGE TO THE AIRCRAFT WAS LIMITED TO THE UPPER WING SKINS, VERTICAL FIN, RUDDER AND PROPELLER. NONE OF THIS DAMAGE WAS SUBSTANTIAL. POST EXAMINATION OF THE RIGHT BRAKE SYSTEM REVEALED WHAT APPEARED TO BE A LEAK AROUND THE BRAKE CALIPER. THE BRAKE SYSTEM WAS WORKING NORMALLY DURING THE INITIAL RUN UP AND TAKE OFF OF THE AIRCRAFT. NO OTHER ANOMALIES WERE NOTED. 20010414008219I (-23)PILOT MADE A HARD LANDING. AIRCRAFT BOUNCED. PILOT WENT AROUND AND LANDED ON ANOTHER RUNWAY WITHOUT FURTHER INCIDENT. 20010414009589I (-23)DURING A PREFLIGHT INSPECTION THE SCHEDULED OUTBOUND CAPTAIN OF THE FOLLOWING FLIGHT GROUNDED THE AIRCRAFT WHEN HE DISCOVERED SCRAPING DAMAGE TO THE UNDERSIDE OF THE LEFT WING APPROXIMATELY FOUR FEET INBOARD OF THE WING TIP. THE DAMAGE INCLUDED A HOLE IN THE COMPOSITE LEFT AILERON, A LONG CORDWISE SCRATCH ON NUMBER ONE LEADING EDGE SLAT, AND DENTS IN THREE COMPOSITE PANELS SURROUNDING LONG CHORDWISE SCRATCHES IN THE PAINT ON THE ALUMINUM UNDERSIDE WING PLANKS. THE DISCREPANCIES WERE APPROPRIATELY RECORDED AND REPORTED. A MAINTENANCE TEAM WAS FLOWN TO MEDFORD, WHERE THEY REMOVED AND REPLACED THE DAMAGED AILERON AND PREPARED THE AIRCRAFT FOR FLIGHT. THE AIRCRAFT WAS THEN FERRIED TO THE UALA MAINTENANCE BASE AT SFO WHERE PERMANENT REPAIRS WERE COMPLETED. SUSEQUENT FAA INVESTIGATION REVEALED THAT THE AIRCRAFT HAD BEEN DAMAGED WHNE THE IMPROPERLY MONITORED, UNREPORTED, LEFT WING WAS BRUSHED OVER A CABIN SERVICE TRUCK DURING PUSHBACK AT SFO GATE 76. ^PRIVACY DATA OMITTED^ 20010414011139A (.19)ON APRIL 14, 2001, ABOUT 1830 EASTERN DAYLIGHT TIME, A GRUMMAN AMERICAN AA-5B, N81189, REGISTERED TO, AND OPERATED BY A PRIVATE OWNER, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT , COLLIDED WITH A FENCE DURING LANDING, AT A PRIVATE FIELD IN DADE CITY, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE PRIVATE-RATED PILOT AND ONE PASSENGER WERE NOT INJURED, AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED IN ST. PETERSBURG, FLORIDA, THE SAME DAY, ABOUT 1800. THE PILOT STATED THAT HE WAS PERFORMING A SOFT FIELD LANDING AT A PRIVATE GRASS STRIP, ON ABOUT A 260-DEGREE HEADING, WITH A RIGHT CROSSWIND. THE PILOT FURTHER STATED THAT DURING THE LANDING, HE WAS NOT IN THE CENTER OF THE LANDING STRIP, AND HE WAS BLOWN INTO A FENCE WHICH LINED THE EDGE OF THE STRIP. HE STATED THAT HE TRIED TO ADD POWER AND EXECUTE A GO-AROUND, BUT AFTER THE AIRCRAFT COLLIDED WITH THE FENCE HE COMMITTED HIMSELF TO LANDING. DURING THE LANDING ROLLOUT, THE AIRPLANE'S NOSEWHEEL COLLAPSED, AND THE AIRCRAFT SLID TO A STOP, INCURRING SUBSTANTIAL DAMAGE. (-23)NO NARRATIVE (.4) ON APRIL 14, 2001, ABOUT 1830 EASTERN DAYLIGHT TIME, A GRUMMAN AMERICAN AA-5B, N81189, REGISTERED TO, AND OPERATED BY A PRIVATE OWNER, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, COLLIDED WITH A FENCE DURING LANDING, AT APRIVATE FIELD IN DADE CITY, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE PRIVATE-RATED PILOT AND ONE PASSENGER WERE NOT INJURED, AND THE AIRPLANE INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED IN ST. PETERSBURG, FLORIDA, THE SAME DAY, ABOUT 1800. THE PILOT STATED THAT HE WAS ON FINAL TO LAND ON RUNWAY 26, AND THE WIND WAS ABOUT 310 DEGREES, AT A VELOCITY OF 6 KNOTS. THE PILOT FURTHER STATED THAT THE TOUCHDOWN MAY HAVE BEEN A LITTLE FAST, AND THE AIRCRAFT BOUNCED ONCE AND WENT TO THE LEFT. HE SAID THAT HE THEN ATTEMPTED TO EXECUTE A GO-AROUND, AND THE AIRCRAFT WENT THROUGH A PLASTIC FENCE WHICH LINED THE RUNWAY. ACCORDING TO THE PILOT, HE CONTINUED TO CLIMB, THINKING THAT HE COULD MAKE IT BACK AROUND FOR ANOTHER LANDING, BUT THE AIRCRAFT CEASED CLIMBING, AND HE HAD TO SET IT DOWN IN A PASTURE. HE SAID THAT THE AIRCRAFT INCURRED DAMAGE TO THE WINGS AND HORIZONTAL STABILIZERS, AND PRIOR TO THE ACCIDENT, THERE HAD BEEN NO MECHANICAL FAILURE OR MALFUNCTION TO THE AIRCRAFT, OR ANY OF ITS SYSTEMS. 20010414011209A (-23)LOST POWER ON TAKEOFF DUE TO WATER IN FUEL. MADE AN EMERGENCY LANDING IN FIELD. (.19)ON APRIL 14, 2001, AT 1235 CENTRAL DAYLIGHT TIME, A MAULE MX-7-180AC, N4261E, OWNED AND PILOTED BY A COMMERCIAL PILOT, RECEIVED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN DURING A FORCED LANDING. THE AIRPLANE EXPERIENCED A TOTAL LOSS OF ENGINE POWER DURING TAKEOFF FROM THE BUFFALO MUNICIPAL AIRPORT, BUFFALO, MINNESOTA. VISUAL METEROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT AND ONE PASSENGER RECEIVED NO INJURIES. ONE PASSENGER RECEIVED MINOR INJURIES. THE FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT EN ROUTE TO THE FLYING CLOUD AIRPORT, MINNEAPOLIS, MINNESOTA. 20010414011639A (-23)PILOT/OWNER STATED HE PULLED THE AIRCRAFT FROM THE HANGER AND TAXIED TO THE FUEL PUMP, WHERE HE SET THE PARKING BRAKE PRIOR TO FUELING THE AIRCRAFT. AFTER FUELING, HE BACK TAXIED TO THE END OF THE RUNWAY. WHEN HE ATTEMPTED TO APPLY THE BRAKES, THERE WAS NO RESPONSE AND THE AIRCRAFT WENT OFF THE END, HIT A DITCH AND FLIPPED OVER ON IT'S BACK. POST ACCIDENT INVESTIGATION DID NOT REVEAL ANY FLUID LEAKS OR INOPERABLE COMPONENTS IN THE BRAKE SYSTEM. AD-85-02-05R1 REQUIRES THE INSTRUMENT PANEL TO BE PLACARDED INFULL VIEW OF THE PILOT "NO BRAKING WILL OCCUR IF AIRCRAFT BRAKES ARE APPLIED WHILE PARKING BRAKE HANDLE IS PULLED AND HELD". THIS PLACARD IS ON THE INSTRUMENT PANEL AS REQUIRED BY THE AD. 20010414012759I (-23) ON APRIL 14, 2001, AT APPROXIMATELY 1100 CDT, GEORGE MASON INADVERTENTLY LANDED CESSNA 210 N7483E WITH THE LANDING GEAR IN THE RETRACTED POSITION AT THE GARDNER MUNICIPAL AIRPORT (K34), GARDNER, KANSAS. THE AIRPLANE SUFFERED MINOR DAMAGE TO THE BELLY SKIN, NOSE LANDING GEAR DOORS, AND PROPELLER. WHEN THE AIRPLANE WAS SUBSEQUENTLY PLACED ON JACKS, THE LANDING GEAR OPERATED NORMALLY. ^PRIVACY D^ STATED THAT HE SIMPLY FORGOT TO EXTEND THE LANDING GEAR PRIOR TO LANDING. 20010414012939I (-23)ON 14 APRIL 2001 AT DANE COUNTY REGIONAL AIRPORT, MADISON, WI, A CESSNA 152 FLOWN BY ^PRIVACY DATA OMI^ MADE A FORCED LANDING DUE TO FUEL EXHAUSTION. THE AIRCRAFT WAS 8 MILES NORTH EAST OF THE AIRPORT WHEN THE PILOT REPORTED A ROUGH RUNNING ENGINE. THE APPROACH CONTROLLER INSTRUCED THE PILOT TO FLY HEADING 210 AND ONCE ON THE HEADING THE PILOT SAW THE AIRPORT, COMMENCED THE APPROACH AND RECEIVED CLEARENCE TO LAND. ON ABOUT A TWO MILE FINAL THE ENGINE AND PROPELLER STOPPED COMPLETELY, THE AIRCRAFT LANDED NORMALLY WITHOUT INCIDENT. THE AIRCRAFT WAS TOWED TO THE RAMP. WHEN THE AIRCRAFT WAS FUELED IT TOOK 26 GALLONS TO TOP IT OFF. THE FLIGHT MANUAL SAY THAT THIS MODEL AIRCRAFT HOLDS 26 GALLONS OF FUEL TOTAL, OF WHICH 24.5 ARE USABLE. 20010414012959I (-23)ON APRIL 14, 2001, AT 1630 CDT, A CESSNA 152, N91HL OPERATED BY ^PRIVACY DATA OMIT^ WAS LANDING ON RUNWAY 31 AT MADISON DANE COUNTY REGIONAL AIRPORT (MSN). THE PILOT LOST CONTROL OF THE AIRCRAFT DURING A GUST OF WIND AND STRUCK THE PROPELLER AND RIGHT WING TIP. THE PILOT WAS NOT INJURED AND THE AIRCRAFT RECEIVED MINOR DAMAGE. 20010414015649A (.19) ON APRIL 14, 2001, AT 0945 EASTERN DAYLIGHT TIME, A PIPER PA-34-220T, N8081Q, WAS SUBSTANTIALLY DAMAGED WHEN IT LANDED SHORT OF RUNWAY 20 AT THE CONCORD AIRPARK (2G1), PAINESVILLE, OHIO. THE CERTIFICATED FLIGHT INSTRUCTOR AND PRIVATE PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT THAT ORIGINATED AT THE LOST NATION AIRPORT (LNN), WILLOUGHBY, OHIO. NO FLIGHT PLAN WAS FILED FOR THE INSTRUCTIONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. DURING A TELEPHONE INTERVIEW, THE CERTIFIED FLIGHT INSTRUCTOR (CFI) SAID THE PURPOSE OF THE FLIGHT WAS TO PROVIDE INSTRUCTION TO THE PRIVATE PILOT, AND TO PRACTICE SHORT-FIELD LANDINGS. HE SAID THE STUDENT PILOT WAS FLYING THE AIRPLANE AT THE TIME OF THE ACCIDENT. ACCORDING TO THE CFI: "WE TOOK OFF AROUND 0910 TO DO A SHORT-FIELD LANDING OR TWO AT CONCORD. WE DID ONE LANDING AND CAME BACK AROUND FOR ANOTHER. THE APPROACH SPEED WAS 85 KNOTS, JUST UNDER BLUE LINE, AND 30 DEGREES OF FLAPS. WE WERE AIMING ABOUT 150 TO 200 FEET DOWN THE RUNWAY. "EVERYTHING WAS NORMAL. I MEAN THERE WASN'T ANYTHING THAT MADE ME THINK THAT ANYTHING WAS WRONG, COMPARED TO WHAT WE HAD JUST DONE 5 MINUTES BEFORE. WE CAME IN OVER THE TREES AND WE HIT A DOWNDRAFT. WE CAME ALL THE WAY DOWN AND TOUCHED THE GROUND. I WENT FOR THE YOKE, BUT I DIDN'T GET TO THE POWER. WE FLARED, AND THE NOSE HIT ABOUT 3 INCHES PRIOR TO THE PAVEMENT. THE MAIN GEAR HIT ABOUT 6 FEET PRIOR TO THE PAVEMENT. THE LEADING EDGE OF THE RUNWAY WAS RAISED ABOVE THE GROUND LIKE A CURB. THE RAIN HAD WASHED THE GROUND AWAY FROM IN FRONT OF THE RUNWAY, AND THE GEAR SHEARED OFF ON THE FRONT LIP OF THE RUNWAY." THE CFI WAS ASKED TO DESCRIBE THE WINDS, AND ANY ADJUSTMENTS THAT WERE MADE IN THE FLIGHT PROFILE TO COMPENSATE FOR THEM. HE SAID: "THERE WAS A CROSSWIND OVER THE TREES AND IT WAS SOMEWHAT GUSTY. I LOWERED THE NOSE AND ADDED ABOUT 5 KNOTS. THE BOOK CALLS FOR 75 KNOTS AND WE WERE DOING ABOUT 85 KNOTS." DURING A TELEPHONE INTERVIEW, THE PRIVATE PILOT SAID THE PURPOSE OF THE FLIGHT WAS TO DO MULTI-ENGINE TRAINING IN PREPARATION FOR A CHECKRIDE. HE SAID: "WE WENT OUT IN THE SENECA AND DID A MANUAL GEAR EXTENSION AND SOME SHORT-FIELD LANDINGS. ON THE SECOND LANDING, EVERYTHING LOOKED PRETTY STABLE. WE WERE AT ABOUT 80 TO 85 KNOTS AND 20 TO 30 FEET WHEN I STARTED TO LEVEL OFF." "[THE CFI] PUSHED THE NOSE DOWN AND THEN INSTANTANEOUSLY THE NOSE GEAR CAU GHT THE END OF THE RUNWAY AND THE NOSE GEAR GOT RIPPED OFF. IT HAPPENED SO FAST. EVERYTHING WAS STABILIZED UNTIL I PULLED BACK AND [THE CFI] PUSHED FORWARD ON THE YOKE." THE PRIVATE PILOT WAS ASKED IF HE FELT THE RATE OF DESCENT PRIOR TO TOUCHDOWN WAS COMMENSURATE WITH THE CONTROL INPUT BY THE CFI. HE SAID: "THE PUSH ON THE YOKE WAS HARD ENOUGH FOR ME TO SAY 'GEEZ'. EVERYTHING LOOKED PERFECT, I MEAN, WE WERE GOING TO LAND 50 TO 100 FEET DOWN THE RUNWAY. IT WAS WHERE I STARTED TO EASE BACK THAT THE NOSE WAS PUSHED DOWN." THE PRIVATE PILOT SAID HE DID NOT REMEMBER OBTAINING A WEATHER BRIEFING. HE SAID THE WINDS WERE FROM THE WEST AT ABOUT 10 KNOTS. ACCORDING TO THE PRIVATE PILOT: "THE TREES WERE OFF TO THE RIGHT AND THE WIND WAS FROM THE RIGHT. ACCORDING TO THE OWNER OF THE AIRPORT, THE WIND HAS BEEN KNOWN TO BOIL OVER OFF THE TOPS OF THE TREES AND CAUSE A DOWNDRAFT." WHEN ASKED ABOUT THE PERFORMANCE AND HANDLING OF THE AIRPLANE, THE PRIVATE PILOT SAID: "IT WAS FINE. IT WAS A REAL NICE PLANE." ON APRIL 16, 2001, FEDERAL AVIATION ADMINISTRATION (FAA) AVIATION SAFETY INSPECTORS EXAMINED THE AIRPLANE AT THE SCENE. ACCORDING TO THE INSPECTORS' REPORT: "TWO WHEEL MARKS WERE OBSERVED IN THE MUDDY GRASS AREA APPROXIMATELY 4 FEET FROM THE APPROACH END OF RUNWAY 20 AT CONCORD AIRPARK (2G1), INLINE AND JUST TO THE LEFT OF RUNWAY CENTER. PROPELLER STRIKE MARKS FROM EACH ENGINE DRIVEN PROPELLER WERE OBSERVED IN THE PAVEMENT. THESE PROPELLER STRIKE MARKS BEGIN SEVEN (7) FEET FROM THE BEGINNING OF THE RUNWAY HARD SURFACE. THEY REP 20010414028949A (-23)GLIDER CRASHED ON TAKEOFF, PILOT DID NOT ATTACH ELEVATOR CONTROL ROD TO ELEVATOR DURING PREFLIGHT. TOWPILOT KNEW SOMETHING WAS WRONG WITH THE GLIDER AND WAS FORCED TO CUT TOW CABLE TO AVOID BEING PULLED OVER. GLIDER DOVE INTO GROUND FROM APPROXIMATELY 150 FEET. PILOT RECEIVED FATAL INJURIES. 20010414039799A (-23) DURING A PART 135 PASSENGER-CARRYING FLIGHT, THE PILOT SAW A STRANDED SNOWMOBILER. AFTER RADIOING FOR HELP, PILOT MADE A LOW PASS BY THE SNOWMOBILER, STALLED THE AIRCRAFT AND CRASHED INTO THE SNOW, CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. 20010414040019A (-23) ON APRIL 14, 2001, AT 1114 PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL BEER ALB SPECIAL, N117V, WAS SUBSTANTIALLY DAMAGED WHEN THE AMATEUR BUILT AIRCRAFT VEERED TO THE LEFT AND THEN TO RIGHT BEFORE NOSING OVER AND TURNING UPSIDE DOWN DURING THE LANDING ROLL AT SONOMA COUNTY AIRPORT, SANTA ROSA, CA. THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE LOCAL AREA PERSONAL FLIGHT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91 AND DEPARTED ABOUT 1030 PDT. VISUAL METEOROLOGICAL CONDITIONS WITH CALM WINDS EXISTED AND NO FLIGHT PLAN WAS FILED. 20010415006539I (-23) THE PIC IS A FLIGHT INSTRUCTOR WHO WAS CONDUCTING A COMPLEX, HIGH PERFORMANCE CHECKRIDE OF A PRIVATE PILOT. WHILE HAVING THE PRIVATE PILOT DEMONSTRATE AN EMERGECNY GEAR EXTENSION. IT WAS NOTED THAT THE EMERGENCY GEAR HANDLE WAS EXTREMELY DIFFICULT TO PUMP, AND THE DOWN AND LOCKED ANNUNCIATOR LIGHT WAS NOT ILLUMINATED. THE MAIN LANDING GEAR COULD BE SEEN IN THE DOWN AND LOCKED POSITION. THE PIC THEN ELECTED TO RESET THE GEAR CB AND ATTEMPT A NORMAL GEAR EXTENSION, WITH NO SUCCESS. NUMEROUS ATTEMPTS WERE MADE TO EXTEND THE LANDING GEAR, ALL UNSUCCESSFUL. A SUCCESSFUL EMERGENCY LANDING WAS MADE AT BFI WITH THE MAIN LANDING GEAR DOWN AND LOCKED AND THE NOSE LANDING GEAR RETRACTED. POST INCIDENT INVESTIGATION REVEALED THAT THE NOSE GEAR WAS UNABLE TO EXTEND DUE TO THE LH GEAR DOOR BINDING ON THE LOWER FUSELAGE SKIN PANEL, PREVENTING THE DOORS FROM OPENING. SEVERAL RIVETS HAD PULLED THROUGH THE OUTER SKIN PANEL, CAUSING THE SKIN PANEL TO SEPARATE FROM THE STRUCTURE THEREFORE INTERFERING WITH THE NOSE GEAR DOOR. 20010415007089I (-23)GROUND LOOP DURING LANDING. 20010415009689I (-23)^PRIVACY DATA OMITT^ FIRST JUMP STUDENT ^PRIVACY DATA OMITTED^ . WITNESS STATES THAT AT APPROXIMATELY 100 FT. JUMPER PULLED TOGGLES DOWN TO HALF BRAKES THUS INCREASING HIS TRAVEL TO THE REAR THEN PULLED R TOGGLE AND STRUCK BEAM ON BUILDING 10 FT. ABOVE GROUND AT 45 DEG. ANGLE TO WIND SUSTAINING FATAL INJURIES FROM BLUNT TRAUMA TO HEAD AND BROKEN NECK. REMOVED FROM SCENE VIA CAREFLIGHT HELICOPTER. 20010415012689I (-23) ON 04/15/01, AT 2343Z 1843C, AMERICAN EAGLE FLIGHT 4139 FROM CHICAGO O'HARE (ORD) TO RICHMOND INTERNATIONAL (RIC) RETURNED AFTER TAKE OFF DUE TO AN INOPERATIVE PITCH TRIM ON THE CAPTAIN'S AND FIRST OFFICER'S YOKE. THE AIRCRAFT, AND EMBRAER MODEL EMB-135-LR, SERIAL NUMBER 145301, REGISTRATION NUMBER N724AE, WITH 33 PASSENGERS AND THREE CREWMEMBERS LANDED AT CHICAGO O'HARE AIRPORT WITHOUT PERSONNEL INJURIES OR AIRCRAFT DAMAGED. AS REPORTED ON LOGBOOK PAGE 1159650, THE HORIZONTAL STABILIZER CONTROL UNIT (HSCU) WAS REMOVED AND REPLACED. OPERATIONAL CHECK PERFORMED IN ACCORDANCE WITH EMB 135 MM 27-40-01 AND FOUND SATISFACTORY. ON 04/16/01 AIRCRAFT WAS RELEASED FOR FUNCTIONAL CHECK FLIGHT (FCF). FCF WAS SATISFACTORY. AIRCRAFT AUTHORIZED FOR RETURN TO SERVICE. 20010415013999I (-23) AFTER TAKEOFF FROM THE SEVERN RIVER, THE AIRCRAFT STARTED TO YAW TO THE LEFT. THE PILOT APPLIED RIGHT RUDDER, BUT THE YAW CONTINUED. THE PILOT APPLIED FULL RIGHT RUDDER. THE YAW CONTINUED AND ACCELERATED. THE PILOT SAW HE WOULD NOT BE ABLE TO CONTROL THE AIRCRAFT AND REDUCED ENGINE POWER TO IDLE. THE AIRCRAFT IMPACTED THE WATER IN A LEFT WING LOW AND NOSE LOW ATTITUDE. THE FLOATS SEPARATED FROM THE AIRCRAFT AFTER IMPACT WITH THE WATER. THE BOTTOM OF THE LEFT FLOAT WAS FOUND SEPARATED FROM THE LEFT FLOAT. THE PILOT SUSTAINED MINOR INJURIES. THIS WAS THE PILOT'S FIRST FLIGHT OF THE YEAR. 20010415039789A (-23) MR. LEE WAS ACTING IN THE CAPACITY OF FLIGHT INSTRUCTOR. HE STATES HE WAS CONDUCTING TOUCH AND GO LANDINGS WITH THE STUDENT TO RUNWAY 18 AT TALKEETNA. DURING THE LANDING ROLL, THE AIRPLANE VEERED TO THE LEFT, AND DEPARTED THE LEFT SIDE OF THE RUNWAY. THE LEFT MAIN LANDING GEAR COLLIDED WITH A SNOW BANK. MR. LEE STATES THAT THE AIRPLANE DOES NOT HAVE BRAKES INSTALLED AT THE RIGHT SEAT PORTION OF THE AIRPLANE. 20010416006219I (-23) ON APRIL 12, 2001 AT APPROX. 1230 LOCAL TIME (PDT), N40126 A AYRES-S2-RT34 RESTRICTED AIRPLANE HAD A WIRE STRIKE WHILE APPROACHING A FIELD TO SPRAY. THE AIRPLANE SEVERED SEVERAL FEET OF WIRE CABLE, APPROX. 1" IN DIAMETER. AFTER THE WIRE STRIKE THE A/C WAS ABLE TO MAKE AN EMERGENCY LANDING IN A TOMATO FIELD REPORTED TO BE ABOUT A QUARTER OF A MILE FROM THE POWER LINE STRIKE. THERE WERE NO INJURIES AND DAMAGE TO THE AIRPLANE WAS NOT SUBSTANTIAL. THE PILOT SAID HE WAS EXPERIENCING A POWER LOSS AT THE TIME OF THE STRIKE. THE PILOT WAS COUNSELED WITH EMPHASIS ON PROCEDURES. 20010416006459A (-23) A/C LOST ALL ELECTRICAL POWER APPROX. 10 MINUTES AFTER DEPARTURE FROMBTF AIRPORT. PILOT MADE AN EMERGENCY RETURN TO AIRPORT. INITIAL INVESTIGATION INDICATED THAT THE PILOT WAS APPLYING RIGHT BRAKE PRESSURE DURING LANDING RESULTING IN MAJOR CROSS-CONTROL INPUT CAUSING IN THE LEFT MAIN WHEEL TO SEPERATE WHEN BRAKE PRESSURE WAS RELEASED. HOWEVER, SUBSEQUENT INVESTIGATION SHOWS THAT THE PILOT FLEW A VERY SHALLOW APPROACH AND TOUCHED DOWN SHORT OF THE RUNWAY WHERE BOTH MAIN TIRES CAME IN CONTACT WITH A TUBULAR RUNWAY BARRIER (APPROX. 18" HIGH). THE LEFT MAIN WHEEL SEPARATED FROM THE AIRCRAFT WHEN THE AIRCRAFT CONTACTED THE BARRIER. SUBSEQUENTLY, THE AIRCRAFT EXITED ON THE RIGHT SIDE OF THE RUNWAY AND DAMAGE WAS SUSTAINED TO THE RIGHT LEADING EDGE OF THE WING FUSELAGE LEFT AILERON, AND LEFT MAIN GEAR STRUT. NO INJURIES WERE SUSTAINED BY THE PILOT OR PASSENGERS. 20010416006759I (-23) WAS PREPARING FOR FLIGHT, HAD SET THE PARKING BRAKES AND STARTED THE R/H ENGINE. INCREASE POWER OF R/H ENGINE TO 75% TO START L/H ENGINE REDUCED POWER ON BOTH ENGINES TO IDLE AND HAD FEET ON THE BRAKES. PILOT WAS LOOKING DOWN TAKING CLEARANCE INFORMATION WHEN A/C UNKNOWN TO THE PILOT MOVED FORWARD AND THE L/H PROPELLER STRUCK THE FABRIC AWNING ON THE ENTRANCE OF THE FBO. THE A/C WAS IMMEDIATELY STOPPED WITH THE BRAKES AND THE ENGINES SHUT DOWN. THE L/H PROPELLER SUSTAINED SUBSTANTIAL DAMAGE, AND THE L/H ENGINE HAD A SUDDEN REDUCTION IN SPEED. NO OTHER DAMAGE TO THE A/C WAS NOTED. UPON FURTHER INSPECTION OF THE A/C BY MAINTENANCE PERSONNEL THE R/H BRAKE LINE IN THE UPPER PORTION OF THE WHEEL WELL WAS FOUND TO BE CRACKED. THIS COULD HAVE CAUSED THE PRESSURE TO BLEED OFF THE BRAKES. 20010416007109I (-23)ON APRIL 16, 2001, AT 1108E, A BE-35, S/N D-7382 AND REGISTERED AS N5624K, LANDED AT "HGL" AFTER EXPERIENCING AN ENGINE FAILURE ON APPROACH. THE PILOT REPORTED THAT, WHEN HE REDUCED POWER TO LAND, THE ENGINE QUIT PRODUCING POWER. THE CHECKLIST WAS FOLLOWED AND THE AIRCRAFT LANDED ON THE TAXIWAY AS IT WAS CLOSEST TO HIS POSITION. AFTER LANDING, THE ENGINE STOPPED AS HE CAME TO STOP. MAINTENANCE INSPECTED THAT AIRCRAFT AND FOUND THAT THE FUEL LINE FROM THE FUEL CONTROL TO THE SPIDER WAS LOOSE. THE LINE WAS RE-TORQUED AND OPS CHECKED, AND FLIGHT CHECKS SHOWED NO DEFECTS. THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION CLOSED. 20010416007469I (-23)PILOT REPORTED LIGHTNING STRIKE AT 7000 FT MSL AFTER 5 MINUTES FROM DEPARTURE OF CKB. BOTH PILOTS REPORTED SMELLING STRANGE ODOR AFTER STRIKE WHICH DISAPATED SHORTLY. INSTRUMENTS FLICKERED AND CRT UNIT ON PILOTS SIDE CHANGED BACKGROUND COLOR SLIGHTLY. FLIGHT WAS TERMINATED AND RETURNED TO CKB. AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE REPAIR STATION INSPECTED AIRCRAFT AND WAS FERRIED TO DUBOIS, PA. FOR MAINTENANCE. INSPECTION OF AIRCRAFT FOUND SMALL SPOTS ON RIGHT SIDE OF FUSELAGE AJACENT DECK AND EXITING THE LEFT ELEVATOR OUTBOARD STATIC WICK WITH MINOR DAMAGE. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010416007539I (-23)ON LANDING THE PILOT HAD SOME DIFFICULTY IN KEEPING TAIL STRAIGHT. PILOT REPORTED HE HEARD A LOUD SCRAPING NOISE BEFORE TURNING OFF RUNWAY. THE PILOT SAID THAT THE WHEEL AND BROKEN TAIL SPRING WAS 15 FEET FROM WHERE HE TURNED OFF THE RUNWAY ON INVESTIGATING THIS INCIDENT I FOUND THAT THE TAIL SPRING HAD RUSTED AND CRACKED INTO AT THE TOP OF THE SPRING ARCH NO OTHER DAMAGE TO AIRPLANE. PILOT ALSO SAID HE RECEIVED A BULLETIN FROM THE MANUFACTURE ABOUT TWO WEEKS BEFORE THIS INCIDENT THAT WAS OFFERING AN IMPROVED TAIL WHEEL AND SPRING ASSY. A MALFUNCTION DEFECT REPRT HAS BEEN SENT TO AFS-620 ON THIS TAIL WHEEL AND SPRING ASSY. 20010416007579I (-23)FLIGHT 1704 WAS ENROUTE FROM ORL TO EWR AND REPORTED A LOSS OF CABIN PRESSURE. THE AIRCRAFT DESCENDED TO 8,000 FEET AS PER THE EMERGENCY CHECKLIST AND MANUALLY DEPLOYED THE PASSENGER OXYGEN MASKS. THE FLIGHT LANDED AT EWR WITHOUT INCIDENT AND NO REPORTED INJURIES AT THIS TIME. MAINTENANCE CHECKED CABIN PRESSURIZATION IN MANUAL MODE OPS CHECKED GOOD. THE AIRCRAFT WAS PREPARED FOR A FERRY FLIGHT TO TUL FOR FURTHER EVALUATION. LOGPAGE 5775113. 20010416007679I (-23)DURING LANDING ROLL OUT, AIRMAN LOST CONTROL OF AIRCRAFT, CAUSING A GROUND LOOP TO THE RIGHT WITH MINOR DAMAGE TO THE LEFT WING TIP AND AILERON. 20010416007829A (.19)ON APRIL 16, 2001, ABOUT 1209 EASTERN DAYLIGHT TIME, A CESSNA A185F, N252W, REGISTERED TO AN INDIVIDUAL, GROUND LOOPED DURING LANDING AT FAYETTEVILLE REGIONAL AIRPORT, FAYETTEVILLE, NORTH CAROLINA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE AIRLINE TRANSPORT-RATED PILOT AND ONE PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM FAYETTEVILLE REGIONAL AIRPORT, THE SAME DAY, ABOUT 1200. THE PILOT STATED THAT DURING LANDING ROLL A GUST OF WIND CAUSED THE AIRPLANE TO BEGIN TURNING TO THE LEFT. ATTEMPTS TO CORRECT THE LEFT TURN WERE UNSUCCESSFUL. THE AIRPLANE GROUND LOOPED TO THE LEFT ABOUT 90 DEGREES, STRIKING THE RIGHT WING AND HORIZONTAL STABILIZER ON THE RUNWAY. (-23)DURING LANDING ROLL OUT IN VFR CONDITIONS, PILOT LOST DIRECTIONAL CONTROL AND ALLOWED AIRCRAFT TO GROUNDLOOP ON RUNWAY. THE CESSNA LOOPED TO THE LEFT, CAUSING THE AIRCRAFT TO TIP OVER ONTO THE RIGHT WING TIP AND RIGHT HORIZONTAL ELEVATOR,RESULTING IN SUBSTANTIAL DAMAGE TO THESE SURFACES. (.4) ON APRIL 16, 2001, ABOUT 1209 EASTERN DAYLIGHT TIME, A CESSNA A185F, N252W, REGISTERED TO AN INDIVIDUAL, GROUND LOOPED DURING LANDING AT FAYETTEVILLE REGIONAL AIRPORT, FAYETTEVILLE, NORTH CAROLINA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE AIRLINE TRANSPORT-RATED PILOT AND ONE PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM FAYETTEVILLE REGIONAL AIRPORT, THE SAME DAY, ABOUT 1200. THE PILOT STATED THAT DURING LANDING ROLL A GUST OF WIND CAUSED THE AIRPLANE TO BEGIN TURNING TO THE LEFT. ATTEMPTS TO CORRECT THE LEFT TURN WERE UNSUCCESSFUL. THE AIRPLANE GROUND LOOPED TO THE LEFT ABOUT 90 DEGREES, STRIKING THE RIGHT WING AND HORIZONTAL STABILIZER ON THE RUNWAY. EXAMINATION OF THE AIRPLANE BY FAA INSPECTORS SHOWED THE RIGHT WING, STABILIZER, AND ELEVATOR RECEIVED SUBSTANTIAL DAMAGE. 20010416008049A (-23) WHILE TAKING OFF ON RUNWAY 20 WITH A LEFT CROSSWIND, AIRMAN RAISED THE TAIL OF THE AIRPLANE AND BEGAN WEATHERVANING LEFT INTO THE WIND.THE AIRPLANE LEFT THE GROUND MOMENTARLIY THEN SETTLED BACK DOWN ONTO THE RUNWAY IN A LEFT YAW CONDITIONS. THE AIRCRAFT SKIDDED ON THE MAIN WHEELS AS IT SWEREVED LEFT. THE AIRCRAFT DEPARTED THE LEFT SIDE OF THE RUNWAY INTO A SOD DRAINAGE AREA. THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE AIRPLANE CAME TO REST RIGHT SIDE LOW. THE PILOT MET THE FAA INSPECTORS WITH AN OPEN BEER IN HIS HAND. THE PILOT CLAIMED THAT A SMALL PORTABLE ELECTRIC HEATER THAT WAS IN THE COCKPIT INTERFERRED WITH RUDDER CONTROLS. JAMMING OF THE RUDDER CONTROLS WITH THE HEATER COULD NOT BE DUPLICATED BY INVESTIGATORS. THE IDAHO STATE PATROL WAS SUMMONED TO ADMINISTER A BLOOD-ALCHOHOL CONTENT TEST (BREATHALIZER). THE AIRMAN REGISTERED .170 ON THE BREATHALIZER. 20010416010719I (-23)ON 04/16/01, AT APPROXIMATELY 1200 MDT, N9732E, A BL-17-30A, A BELLANCA SUPER VIKING, WAS DOING TOUCH AND GO'S AT SIERRA BLANCO MUNICIPAL AIRPORT (SRR), RUIDOSO, NM. THE PILOT WAS ON THE TAKEOFF ROLL AND AFTER ROTATION, THE AIRCRAFT VEERED OFF THE LEFT SIDE OF RUNWAY 6. THE PIC AND HIS 1 PASSNEGER RECEIVED NO INJURES. AIRCRAFT DAMAGE WAS REPORTED AT MINIMAL. VMC CONDITIONS PREVAILED AND THE WINDS AT THE TIME OF THE INCIDENT WERE REPORT CALM. 20010416012329I (-23) ON APRIL 16, 2001 AT 5:30 PM LOCAL TIME A PIPER PA-18-150, N4141Z, OPRATED BY A COMMERCIAL PILOT SUSTAINED MINOR DAMAGE WHILE TAXIING TO RUNWAY 35 AT FARGO HECTOR AIRPORT. A GUST OF WIND LIFTED UP THE TAIL AND THE PROPELLER HIT THE TAXIWAY. NO INJURIES TO THE SOLE OCCUPANT. VFR CONDITIONS EXISTED AT THE TIME. 20010416012569I (-23) UPON APPROACH FOR LANDING AT SUS, COULD NOT GET NLG DOWN AND LOCKED LIGHT. TOWER ADVISED PILOT THAT NLG DID NOT APPEAR TO BE DOWN. PILOT CYCLED GEAR AND HEARD LOUD NOISE IN NLG AREA. TOWERTHEN ADVISED PILOT THAT NLG WAS PARTIALLY DOWN. LANDED ON RWY 26R. NLG COLLAPSED ON LANDING. 20010416037279I (-23) ON MONDAY 16 APRIL 2001 AT APPROXIMATELY 17:35 DST, MR. FRED R. CABANAS, HOLDER OF PILOT CERTIFICATE NUMBER 2234088, WAS PILOT IN COMMAND OPERATING HIS PITTS S-2 AIRCRAFT, N19FC. MR. CABANAS WAS TAXIING 19FC FOR DEPARTURE FROM THE LAKELAND LINDER REGIONAL AIRPORT, LAKELAND, FLORIDA FOR DEPARTURE TO HIS HOME BASE AT THE KEY WEST INTERNATIONAL AIRPORT, KEY WEST, FLORIDA. WHILE TAXIING FOR DEPARTURE, MR. CABANAS STRUCK AN AIRPORT RUNWAY/TAXIWAY SIGN WITH HIS AIRCRAFT. THE AIRCRAFT SUSTAINED MINOR DAMAGE WITH NO INJURY TO THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. ^PRIVACY DATA OMITTED^ 20010417006089I (-23) DURING LANDING FLARE A GUST OF WIND CAUGHT THE A/C. PILOT STATED THAT HE OVER CORRECTED AND THE A/C "PORPOISED" AND BOUNCED. NOT REALIZING THERE HAD BEEN ANY DAMAGE THE PILOT TAXIED TO THE RAMP AND SHUT DOWN.UPON INSPECTION OF THE A/C HE NOTICED THE LAST COUPLE INCHES OF THE PROPELLER BLADES WERE BENT. THERE WAS A SPECIAL WEATHER REPORT TAKEN AT 1240 LOCAL. THE WINDS IN THIS REPORT WERE FROM 360 DEGREES AT 20 KNOTS WITH GUSTS TO 26 KNOTS. 20010417007719I (-23)THE NOSE WHEEL OF N6563V COLLAPSED AS IT PASSED OVER A ROAD THAT CROSSES THE GRASS RUNWAY AT THE MCGEEHEE CATFISH RESTAURANT AIRPORT. THE AIRCRAFT CONTINUED TO TRAVEL ON THE RUNWAY FOR ABOUT EIGHT HUNDRED FEET BEFORE COMING TO A STOP. ALL THREE BLADES OF THE PROP WERE BENT AFT. THE LOWER ENGINE COWL WAS DAMAGED AND THE RIGHT HALF OF THE NOSE WHEEL WAS BROKEN. THE BOTTOM SURFACE OF THE RIGHT ELEVATOR HAD A TEAR IN THE FABIC, THAT APPEARED NEW. 20010417007979A (-23)PILOT FREDERICK LAMB DEPARTED GLENWOOD SPRINGS AIRPORT IN COLORADO, AT APPROX. 1629 HOURS ON APRIL 17, 2001 FROM RUNWAY 14 IN A BONANZA 35 N2ZP AND CRASHED APPROX. 1.4 MILES SOUTH OF THE AIRPORT. THE AIRCRAFT WAS DISTROYED BY FIRE AND THE PILOT DIED AT THE SCENE. VMC EXISTED WITH THE WINDS OUT OF THE NORTHWEST AT ABOUT 6-8 KNOTS. 20010417008269I (-23)AIRCRAFT STRUCK LARGE BIRD SOMEWHERE BETWEEN TAKEOFF IN LAS VEGAS (LAS) AND LANDING IN SALT LAKE CITY (SLC). DAMAGE WAS A LARGE DENT (APPROX 6") TO THE UPPER INBOARD LIP OF THE #1 ENGINE. BIRD PIECES WERE INGESTED INTO THE INTAKE AND PASSED THROUGH THE FAN SECTION. 20010417008989A (-23)PILOT STATED: UPON LANDING (GUSTING WINDS) AIRCRAFT LOST DIRECTIONAL CONTROL MAIN GEAR TORN OFF, WING DAMAGE, PROP DAMAGE. (.19)ON APRIL 17, 2001, ABOUT 0945 CDT, A NORTH AMERICAN AT-6D, N1364N, REGISTERED TO, AND OPERATED BY NORTH AMERICAN TOP GUN, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, RAN OFF THE RUNWAY WHILE LANDING AT DESTIN, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE, AND THE COMMERICAL-RATED PILOT, AND PILOT-RATED PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM DESTIN, FLORIDA, THE SAME DAY, ABOUT 0915. A WITNESS STATED THAT THE IT WAS WINDY, WITH A WIND VELOCITY OF ABOUT 19 KNOTS, GUSTY TO 22 KNOTS, AND DURING THE LANDING ROLLOUT, THE AIRPLANE DEPARTED THE RUNWAY INTO SOFT SAND. THE WITNESS FURTHER STATED THAT THE GEAR BECAME STUCK IN THE SAME, AND WAS SHEARED OFF AT THE SHOCK STRUT. THE WITNESS ALSO SAID THAT THE RIGHT WING WAS DAMAGED DURING THE ACCIDENT. (.4) ON APRIL 17, 2001, ABOUT 0945 CENTRAL DAYLIGHT TIME, A NORTH AMERICAN AT-6D, N1364N, REGISTERED TO T-6 WARBIRDS INC., AND OPERATED BY NORTH AMERI CAN TOP-GUN INC., AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, RAN OFF THE RUNWAY WHILE LANDING AT DESTIN, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE, AND THE COMMERCIAL-RATED PILOT, AND DUAL STUDENT WERE NOT INJURED. THE FLIGHT ORIGINATED FROM DESTIN, FLORIDA, THE SAME DAY, ABOUT 0915.THE FLIGHT INSTRUCTOR STATED THAT AFTER A 30-MINUTE FAMILIARIZATION FLIGHT, HE DEMONSTRATED A TOUCH-AND-GO LANDING WITHOUT INCIDENT, AND REMAINED IN THE TRAFFIC PATTERN WITH THE INTENT OF PERFORMING A FULL STOP LANDING. HE SAID THAT HIS APPROACH TO LAND WAS NORMAL, BUT JUST PRIOR TO TOUCHDOWN WITH THE MAIN LANDING GEAR, HE ENCOUNTERED WIND GUSTS. HE SAID AS THE TAIL OF THE AIRCRAFT BEGAN TO SETTLE, HE ENCOUNTERED A GUST FROM THE RIGHT FRONT QUARTER, AND THE AIRCRAFT WEATHER VANED TO THE RIGHT. HE SAID THAT HE APPLIED CORRECTIVE CONTROL INPUT, BUT INSUFFICIENT CONTROL AUTHORITY WAS AVAILABLE TO ARREST THE EXCURSION, AND THE AIRCRAFT EXITED THE RUNWAY TO THE RIGHT, INTO LOOSE SAND, RESULTING IN SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THE INSTRUCTOR FURTHER STATED THAT PRIOR TO THE ACCIDENT THERE HAD BEEN NO MALFUNCTION OR FAILURE TO THE AIRCRAFT, OR ANY OF ITS SYSTEMS. 20010417014219A (.19)ON APRIL 17, 2001, AT 0815 CENTRAL DAYLIGHT TIME, A BEECH F35, N888SM, OPERATED BY BASLER TURBO CONVERSIONS, WAS DESTROYED ON IMPACT WITH TERRAIN DURING AN APPROACH TO RUNWAY 36 (8,002 FEET BY 150 FEET, GROOVED CONCRETE) AT THE WITTMAN REGIONAL AIRPORT, OSHKOSH, WISCONSIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 MAINTENANCE TEST FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE COMMERCIAL PILOT WAS FATALLY INJURED. THE LOCAL FLIGHT ORIGINATED AT 0744. (-23) ON APRIL 17, 2001 AT 0815 CDT, A BEECHCRAFT F-35 BONANZA, N888SM, OPERATED BY BASLER TURBO CONVERSIONS, IMPACTED THE TERRAIN DURING APPROACH TO RUNWAY 36 AT WITTMAN REGIONAL AIRPORT, OSHKOSH, WISCONSIN. THE AIRCRAFT WAS DESTROYED AND THE ATP PILOT WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS WITH GUSTY WINDS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 MAINTENANCE TEST FLIGHT WAS NOT ON A FLIGHT PLAN. 20010417014689A (-23) LANDED GEAR UP. 20010417024889I (-23) PILOT STATED THAT AT ABOUT 75 TO 100 FEET HE HEARD A NOISE THAT SOUNDED LIKE MASS BUMPING. HE THEN LOWERED THE COLLECTIVE AND THE AIRCRAFT WENT INTO ABOUT A 10 TO 15 DEGREE NOSE HIGH ATTITUDE. AS THE AIRCRAFT APPROACHED THE GROUND THE PILOT REALIZED THAT THERE WAS NO LONGITUDINAL CONTROL. THE AIRCRAFT TOUCHED DOWN BACKWARDS AND SKID FOR ABOUT EIGHT FEET. FURTHER INVESTIGATION REVEALED THAT THE LONGITUDINAL CYCLIC CONTROL TUBE HAD FAILED. THE UPPER RIVETED ROD END HAD PULLED OUT OF THE CYCLIC TUBE ASSEMBLY. 20010417038039I (-23) ^PRIVACY DATA OMITTED^ 20010417039879A (-23) ON APRIL 14, 2001, AT APPROXIMATELY 1400 ALASKA DAYLIGHT TIME, A WHEEL EQUIPPED CESSNA 207 AIRPLANE, BEING OPERATED VFR, SUSTAINED SUBSTANTIAL DAMAG WHEN IT CRASHED IN IFR WEATHER CONDITIONS. THE AIRPLANE WAS OPERATED AS PUBLIC USE FOR THE STATE OF ALASKA STATE TROOPERS. THE PRIVATE CERTIFICATED PILOT DID NOT HAVE INSTRUMENT PRIVILEGES ON HIS CERTIFICATE. THE FLIGHT HAD ORIGINATED AT BETHEL, ALASKA, WITH A DESTINATION OF PILOT STATION AND HAD JUST DEPARTED KOTLIK, AS AN INTERMEDIATE STOP. THE PILOT STATED THAT HE REALIZED HE WAS ON THE NORTH SIDE OF THE YUKON RIVER AND WAS CONCERNED ABOUT THE POTENTIAL FOR A MID-AIR COLLISION WITH ANOTHER AIRCRAFT. HE INITIATED A TURN TOWARDS THE OTHER SIDE OF THE RIVER AND LOST VISUAL REFERENCE WITH THE GROUND, THE AIRCRAFT STRUCK THE GROUND IN CRUISE CONFIGURATION. 20010418006629A (.19) ON APRIL 18, 2001, AT 1651 EDT, A GLOBE SWIFT GC-1B, N2429B, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT TOLEDO EXPRESS AIRPORT, SWANTON, OHIO. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT. NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT WAS CONDUCTED UNDER 14 CFR PART 91. THE PILOT REPORTED THAT WHNE HE ARRIVED IN THE AREA, HE WAS SEQUENCED BEHIND A DC-9 FOR RUNWAY 34. ADDITIONAL TRAFFIC WAS LANDING ON RUNWAY 25, AND THE PILOT WAS ADVISED OF A POSSIBLE GO-AROUND IF THERE WAS A CONFLICT WITH THAT TRAFFIC. IN ADDITION, A CESSNA CITATION, ALSO LANDING ON RUNWAY 34, HAD BEEN SEQUENCED BEHIND THE PILOT. THE PILOT REPORTED THAT WHEN HE WAS ON BASE LEG, HE PLACED THE LANDING GEAR SWITCH IN THE DOWN POSITION, AND PLANNED TO MAKE A WHEEL LANDING. HOWEVER, DUE TO THE VOLUME OF AIR TRAFFIC, HE FAILED TO VERIFY THE GREEN LIGHT THAT WOULD HAVE INDICATED BOTH MAIN LANDING GEAR WERE DOWN AND LOCKED. HIS FIRST INDICATION THAT THE LANDING GEAR WAS NOT DOWN, OCCURRED WHEN THE PROPELLER STRUCK THE RUNWAY, FOLLOWED BY THE AIRPLANE SLIDING ON THE RUNWAY. AFTER THE AIRPLANE CAME TO REST, HE CHECKED THE LANDING GEAR SWITCH AND IT WAS IN THE DOWN POSITION. ACCORDING TO AN INSPECTOR FROM THE FAA, TWO STRUCTURAL BULKHEADS LOCATED ON THE BOTTOM OF THE FUSELAGE, AT 32 AND 36 INCHES BEHIND THE FIREWALL HAD BEEN GROUND DOWN ON THE BOTTOM AND WOULD REQUIRE REPLACEMENT. THE PILOT REPORTED HIS TOTAL FLIGHT EXPERIENCE WAS ABOUT 5,500 HOURS. HE HAD OWNED THE AIRPLANE FOR SEVERAL YEARS. (-23)N2429B LANDED GEAR-UP. PILOT INDICATED THAT HE WAS DISTRACTED WHEN HE WAS DIRECTED BY ATCT TO FOLLOW A HEAVIER DC-9 AND TO SLOW FOR TRAFFIC LANDING ON A CROSSING RUNWAY. PILOT STATED HE PLACED THE LANDING GEAR SWITCH IN THE DOWN POSITION; HOWEVER, HE FAILED TO CHECK THE GEAR INDICATORS TO VERIFY THE GEAR WERE FULLT EXTENDED. ADDITIONALLY, THERE MAY HAVE BEEN A MECHANICAL MALFUNCTION WHICH COULD BE A CAUSAL FACTOR IN THIS ACCIDENT. THIS AND OTHER AIRWORTHINESS ISSUES WILL BE RESOLVED BY FURTHER INVESTIGATION--^PRIVACY DATA OMITTED^ (.4) THE PILOT REPORTED THAT AT THE TIME HE WAS LANDING, MULTIPLE RUNWAYS WERE BEING USED AND HE WAS SEQUENCED BETWEEN TWO JETS. HE WAS DIVIDING HIS TIME AND ATTENTION BETWEEN THE OTHER AIRPLANES AND HIS AIRPLANE. HE REMEMBER ED THAT HE ROTATED THE LANDING SWITCH TO THE DOWN POSITION, AND BELIEVED THE LANDING GEAR HAD EXTENDED. HOWEVER, WHEN HE FLARED TO LAND, THE PROPELLER CONTACTED THE RUNWAY, AND AT THAT POINT HE REALIZED THE LANDING GEAR WAS NOT DOWN AND LOCKED. THE AIRPLANE SLID TO A STOP ON THE RUNWAY WITH THE LANDING GEAR RETRACTED. EXAMINATION OF THE AIRPLANE REVEALED THE ROTARY SWITCH WHICH INITIATED THE ELECTRO/HYDRAULIC EXTENSION OF THE LANDING GEAR WAS WORN AND IT WAS NECESSARY TO ENSURE THAT THE SWITCH WAS ROTATED FULLY TO MAKE THE ELECTRICAL CONTACTS NECESSARY FOR LANDING GEAR EXTENSION. A CHECK OF THE WARNING LIGHT THAT ILLUMINATED WITH A CLOSED THROTTLE, AND LANDING GEAR NOT EXTENDED, REVEALED IT WOULD ILLUMINATE ONLY OF THE THROTTLE WAS PULLED FORCIBLY TO THE THROTTLE CLOSED POSITION. THE AIRPLANE WAS ALSO EQUIPPED WITH A PAIR OF RED PAINTED WIRES ON THE TOP OF THE WING WHICH WERE VISIBLE WHEN THE LANDING GEAR WAS RETRACTED, AND NOT VISIBLE WHEN THE LANDING GEAR WAS EXTENDED. THE PILOT ALSO REPORTED THAT DUE TO THE VOLUME OF AIR TRAFFIC, HE FAILED TO VERIFY THE LANDING GEAR WAS DOWN AND LOCKED PRIOR TO LANDING. 20010418006639A (-19) ON APRIL 18, 2001, AT 1420 HOURS PDT, A CESSNA 172B, N4672L, WAS SUBSTANTIALLY DAMAGED DURING AN OFF-AIRPORT EMERGENCY LANDING, 28 MILES WEST OF LANCASTER, CA. ACCORDING TO THE PILOT, THE FORCED LANDING WAS PRECIPITATED BY A TOTAL LOSS OF ENGINE POWER DURING CRUISE. THE CERTIFICATED COMMERICAL PILOT AND ONE PASSENGER RECEIVED SERIOUS INJURIES AND THE SECOND PASSENGER RECEIVED MINOR INJURIES. THE PERSONAL FLIGHT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. THE FLIGHT DEPARTED FROM CAMARILLO, CALIFORNIA, AT 1400, AND WAS DESTINED FOR ROSAMOND, CA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. (-23) APPEARS THAT THE PILOT BECAME ENGROSSED IN THE PURPOSE OF THE FLIGHT, WHICH WAS LOOKING AT WILDFLOWERS WITH 2 PAX, GOT LOW, FOUND HIMSELF IN A BOX CANYON WIHT RISING TERRAIN, AND NOT CONSIDERING THE DENSITY ALTITUDE AND PAYLOAD, TRIED TO CLIMB OUT AND HIT THE GROUND WITH WINGS LEVEL. THE PILOT, HOWEVER, SAYS THAT THE ENGINE LOST POWER AND QUIT. THE PROPELLER WAS NOT TURNING WHEN THE AIRCRAFT HIT THE GROUND. (.4) THE PILOT ATTEMPTED TO CLIMB THE AIRPLANE INTO RISING TERRAIN IN A BOX CANYON. SURFACE WIND AT 18 KNOTS WITH GUSTS TO 24 KNOTS FORMED A DOWNDRAFT ON THE LEE SIDE OF A RIDGE FORMING ONE SIDE OF THE CANYON. THE DENSITY ALTIUDE WAS 5,000 FEET. THE PILOT REPORTED THE AIRCRAFT "EXPERIENCED INVOLUNTARY DESCENT" AND DESPITE FULL ENGINE POWER THE AIRCRAFT WAS "UNABLE TO GAIN/MAINTAIN ALTIUDE RESULTING IN [A] FORCED LANDING." HE ALSO REPORTED HE "PUT IN A LITTLE FLAP TO KEEP FROM SETTLING." NO MECHANICAL ANOMALIES WERE FOUND WITH THE AIRPLANE. 20010418007549I (-23) ON WEDNESDAY APRIL 18,2001, AT 1739 PM LOCAL TIME, A DOUGLAS DC-3-C AIRCRAFT, BEARING REGISTRATION NUMBER N36AP, OPERATING UNDER 14 CFR PART 135 AS MIAMI VALLEY AVIATION, INC. FLIGHT 36, DIVERTED TO THE NIAGARA FALLS, NEW YORK INTERNATIONAL AIRPORT WHILE ENROUTE TO OSHUA, ONTARIO, CANADA. ACCORDING TO THE PILOT, DURING CRUISE FLIGHT THE CREW HEARD A LOUD BANG EMINATING FROM THE RIGHT ENGINE. THEY ELECTED TO SECURE THE ENGINE, PERFORM A PRECAUTIONARY SHUTDOWN AND DIVERT TO THE NIAGARA FALLS, NY AIRPORT. THE AIRCRAFT LANDED AT THE NIAGARA FALLS, NY AIRPORT WITHOUT INCIDENT. ACCORDING TO COMPANY MAINTENANCE PERSONNEL, THE VALVE COVER CASTING ON THE NUMBER 5 CYLINDER OF THE RIGHT ENGINE HAD CRACKED. MAINTENANCE PERSONNEL REPLACED THE NUMBER 5 CYCLINDER AND THE AIRCRAFT WAS RETURNED TO SERVICE. THE PMI WAS NOTIFIED. THIS INCIDENT IS CLOSED. 20010418007919A (.19)ON APRIL 18, 2001, AT 1324 HOURS MOUNTAIN STANDARD TIME, A CESSNA 152, N5377M, MADE A HARD LANDING AT THE CHANDLER, ARIZONA, AIRPORT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. SUNBIRD FLIGHT SERVICES, INC., WAS OPERATING THE AIRPLANE UNDER 14 CFR PART 91, AND IT WAS RENTED BY THE PILOT FOR A LOCAL AREA PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE CHANDLER MUNICIPAL AIRPORT ABOUT 1230. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT TOLD A FEDERAL AVIATION ADMINISTRATION INSPECTOR THAT AS HE COMPLETED HIS APPROACH TO RUNWAY 22L, HE MISJUDGED HIS HEIGHT ABOVE THE RUNWAY AND FLARED TOO HIGH. THE AIRPLANE STALLED AND BOUNCED SEVERAL TIMES. ON THE FINAL BOUNCE THE NOSE GEAR COLLAPSED. A POSTACCIDENT INSPECTION REVEALED THAT THE FIREWALL HAD BEEN DAMAGED. (-23)PILOT RETURNED TO THE CHANDLER, AZ AIRPORT AFTER A LOCAL FLIGHT. AIRCRAFT WAS CLEARED TO LAND. ON ATTEMPTED LANDING, PILOT REPORTS THAT HE FLARED TOO HIGH TO A STALL. THE AIRCRAFT BOUNCED AN ESTIMATED THREE TIMES AND FINALLY LANDED ON THE NOSE GEAR. THE NOSE GEAR COLLAPSED CAUSING THE AIRCR AFT TO EXIT THE RUNWAY TO THE LEFT SIDE OF RUNWAY 22L. THE PILOT ALSO REPORTED THAT HE DID NOT HEAR THE STALL WARNING HORN WHILE LANDING. THE AIRCRAFT NOSED OVER CAUSING DAMAGE TO THE NOSE GEAR, PROPELLER, ENGINE MOUNT, ENGINE COWLING, AND FIRE WALL. THE LEFT WING AND WING TIP WAS ALSO DAMAGED. AT THIS TIME, NO CAUSAL FACTORS ARE KNOWN. (.4) ON APRIL 18, 2001, AT 1324 HOURS MOUNTAIN STANDARD TIME, A CESSNA 152, N5377M, MADE A HARD LANDING AT THE CHANDLER, ARIZONA, AIRPORT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE CERTIFICATED PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. SUNBIRD FLIGHT SERVICES, INC., WAS OPERATING THE AIRPLANE UNDER 14 CFR PART 91, AND IT WAS RENTED BY THE PILOT FOR A LOCAL AREA PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE CHANDLER MUNICIPAL AIRPORT ABOUT 1230. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE PILOT TOLD A FEDERAL AVIATION ADMINISTRATION INSPECTOR THAT AS HE COMPLETED HIS APPROACH TO RUNWAY 22L, HE MISJUDGED HIS HEIGHT ABOVE THE RUNWAY AND FLARED TOO HIGH. THE AIRPLANE STALLED AND BOUNCED SEVERAL TIMES. ON THE FINAL BOUNCE THE NOSE GEAR COLLAPSED. A POSTAC CIDENT INSPECTION REVEALED THAT THE FIREWALL HAD BEEN DAMAGED. 20010418008029A (-23)WHILE LANDING AT A PRIVATE AIRSTRIP, PILOT ELECTED TO GO AROUND FROM A LANDING ATTEMPT DUE TO HIGH AIRSPEED. AIRCRAFT DRIFTED TO THE LEFT AND THE LEFT WING STRUCK A STEEL POLE THAT WAS SUPPORTING A WIND SOCK. THIS SPUN THE AIRCRAFT AROUND AND THE RIGHT WING DUG IN THE TURF. 20010418008159A (-23)PILOT ATTEMPTED TO LAND HIS AIRCRAFT ON A GRASS STRIP, RWY 30, AT DAVE AIRPORT, CEDARVILLE, NJ IN GUSTY WIND CONDITIONS, LOST CONTROL AND HIT A HEDGE ROW OF TREES WITH THE RIGHT WING CAUSING THE AIRCRAFT TO SPIN AROUND. NEITHER THE PILOT OR HIS PASSENGER WERE INJURIED. 20010418008199I (-23)DURING CLIMB OUT LAV C SMOKE SOUNDED, FLIGHT ATTENDANTS DELETED ODER AND LIGHT BLUE HAZE IN CABIN BETWEEN LEFT DOORS 2 & 3. RETURNED AND LANDED WITHOUT INCIDENT. MAINTENANCE PERSONNEL CHECKED ALL AIR CONDITIONING SYSTEMS, WATER SEPERATORS, AND FOUND OIL IN #3 CONICAL COALESCER. REPLACED COALESCER. FURTHER TROUBLE SHOOTING REVELED FAULTY #3 ENGINE OIL BREATHER PRESSURIZING VALVE. REMOVED AND REPLACED #3 OIL BREATHER PRESSURIZING VALVE. 20010418008379I (-23) PILOT WAS PRACTICING TOUCH AND GO LANDINGS. DURING THE FINAL TOUCHDOWN THE NOSE WHEEL STARTED TO SHIMMY. THE NOSE GEAR FORK SPEERATED FROM THE STRUT SWERVING THE AIRCRAFT TO THE RIGHT AND CAUSING THE PROPELLER TO CONTACT THE RUNWAY. THE AIRCRAFT STOPPED ON THE RUNWAY APPROXIMATELY 500 FEET FROM THE STRUT FAILURE POINT. UPON EXAMINATION, THE PILOT FOUND THE NOSE WHEEL AND FORK SEPARATED FROM THE LOWER STRUT BUT STILL ATTACHED TO THE SCISSORS LINK UNDER THE NOSE COWLING. 20010418010209A (-23)SEE NARRATIVE NYC01FA102 (.4) HISTORY OF FLIGHT: ON APRIL 18, 2001, ABOUT 2000 EASTERN DAYLIGHT TIME, A CESSNA 152, N95655, WAS DESTROYED WHEN IT NOSE-DIVED INTO TERRAIN DURING LOW-LEVEL MANEUVERING OVER LA GRANGE, KENTUCKY. THE CERTIFICATED STUDENT PILOT WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL FLIGHT, WHICH ORIGINATED AT BOWMAN FIELD (LOU), LOUISVILLE, KENTUCKY. THE SOLO INSTRUCTIONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO SEVERAL WITNESSES, THE PILOT WAS AIRBORNE WHEN HE CALLED HIS BROTHER'S HOME VIA CELL PHONE, TO ADVISE HE'D SOON BE FLYING OVERHEAD. THE AIRPLANE ARRIVED IN THE ACCIDENT AREA AND BEGAN CIRCLING, AND WAS ALSO SEEN WAGGING ITS WINGS. THE AIRPLANE'S ALTITUDE WAS ESTIMATED BY SEVERAL WITNESSES AS RANGING BETWEEN 100 AND 300 FEET ABOVE THE GROUND. AFTER MANEUVERING FOR ABOUT 5 MINUTES, THE AIRPLANE HEADED SOUTHWEST, TOWARDS A PRISON COMPLEX. AS IT FLEW OVER ONE OF THE PRISON'S PLOWED AGRICULTURAL FIELDS, IT SUDDENLY NOSE-DIVED INTO THE GROUND. A WITNESS NOTED THAT JUST PRIOR TO THE NOSEDIVE, "THE PLANE SU DDENLY SEEMED TO MOVE UP AND DOWN ON AN AXIS." JUST BEFORE THE NOSEDIVE, ONE WITNESS THOUGHT THE ENGINE "FALTERED A LITTLE," ANOTHER THOUGHT THE ENGINE WAS "OPERATING NORMALLY," AND A THIRD WITNESS HEARD THE ENGINE "GET LOUD." THE ACCIDENT OCCURRED ABOUT 20 MINUTES BEFORE SUNSET, AT 38 DEGREES, 24.9 MINUTES NORTH LATITUDE, 85 DEGREES, 25.3 MINUTES WEST LONGITUDE. 20010418011119A (.19)ON APRIL 18, 2001, AT 1630 CENTRAL DAYLIGHT TIME, A HUGHES 369D HELICOPTER, N713HT, OPERATED BY A COMMERCIAL PILOT, WAS DESTROYED WHEN IT IMPACTED THE TERRAIN DURING AN EMERGENCY LANDING AFTER EXPERIENCING A TOTAL LOSS OF ENGINE POWER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE TREE-TRIMMING OPERATION WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 133, ROTORCRAFT EXTERNAL LOAD. THE OPERATION ENTAILED USING AN AERIAL SAW SUSPENDED BENEATH THE HELICOPTER TO TRIM TREES IN THE VICINITY OF POWER LINES. THERE WAS NO FLIGHT PLAN ON FILE. THE PILOT ON BOARD SUSTAINED MINOR INJURIES. THE LOCAL FLIGHT DEPARTED FROM A LANDING ZONE NEAR DU QUOIN, ILLINOIS. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE HELICOPTER AT THE ACCIDENT SITE. THE HELICOPTER WAS RESTING ON ITS LEFT SIDE APPROXIMATELY 300 FEET SOUTH OF SOME EAST-WEST RUNNING POWER LINES. THE ROTOR BLADES WERE BROKEN OFF NEAR THE HUB. THE TAIL BOOM WAS SEVERED IN SEVERAL PLACES. BOTH SKIDS WERE BROKEN OFF. CONTROL CONTINUITY WAS ESTABLISHED TO THE CONTROL PEDALS AND THE COLLECTIVE. FUEL SAMPLES WERE TAKEN FROM THE HELICOPTER AND A NURSE TRUCK USED TO REFUEL THE HELICOPTER. THE HELICOPTER'S ENGINE WAS RETAINED FOR FURTHER EXAMINATION. (-23) ON 04/18/2001, AT APPROXIMATELY 1430 LOCAL TIME THE PROPERLY CERTIFICATED AND QUALIFIED PILOT OF A HUGHES HU-369-D HELICOPTER WITH AN EXTERNAL LOAD WEIGHING APPROXIMATELY 765 LBS., CONSISTING OF AN AERIAL SOLUTIONS AIRBORNE TREE TRIMMING SAW WAS TRIMMING A POWER-LINE RIGHT-OF-WAY. THE PIC EXPERIENCED A LOSS OF POWER JUST AS HE STARTED TO ACCELERATE AND CLIMB TO REVERSE COURSE. THE PIC INDICATED THE FIRST INDICATION OF POWER LOSS WAS THE AUDIBLE ENGINE OUT/LOW ROTOR RPM INDICATION. AIRCRAFT ALTITUDE WAS APPROXIMATELY 150 FEET AGL. THE PILOT THEN RELEASED THE SAW, MADE A RADIO CALL TO THE GROUND CREW AND ATTEMPTED TO MAKE A RUN-ON LANDING IN AN OPEN FIELD. AS THE AIRCRAFT DESCENDED THE PIC PULLED THE FUEL SHUT-OFF CONTROL AND TURNED OFF THE MASTER SWITCH. THE AIRCRAFT CAME TO REST ON ITS LEFT SIDE IN A FIELD, APPROXIMATELY 500 FEET FROM THE LAST TREE THAT WAS BEING TRIMMED. THE PILOT AND SOLE OCCUPANT OF THE AIRCRAFT RECEIVED MINOR INJURIES. THE AIRCRAFT WAS DESTROYED. 20010419006659I (-23) N5032G, A BELLANCA CITABRIA MODEL 7ECA SERIAL NUMBER 1283-79 MADE AN EMERGENCY LANDING ON MALECH ROAD SAN JOSE, CA. AT 11:08 PDT ON APRIL 19, 2001, WITHOUT DAMAGE TO THE A/C OR INJURY TO THE SOLE OCCUPANT DUE TO ENGINE FAILURE. 20010419006809A (-23) AMERICA WEST 7, A-320 ENROUTE FROM JFK TO LAS ENCOUNTERED SUDDEN MODERTE-SEVERE CLEAR AIR TURBULENCE APPROX. 10 MILES NORTH OF CIM VOR AT 1848Z. A/C DESCENDED APPROX. 400 FEET WITHIN 10 SECONDS, CAUSING 6 MINOR INJURIES. A/C ARRIVED AT LAS AT 181Z. MEDICAL PERSONNEL MET THE FLIGHT AT THE GATE AND TREATED INJURIES. TRANPORTING TWO TO A MEDICAL FACILITY FOR EVALUATION OF THEIR INJURIES. A/C WAS INSPECTED FOR DAMAGE BY MAINTENANCE PERSONNEL AND NO VISIBLE DAMAGE WAS NOTED. 20010419007169A (-23)ON 4/19/2001 AT APPROX 1700 EST AIRCRAFT N118AW, A PA-28-161 WARRIOR II DEPARTED IGX RUNWAY 27 FOR AN IFR TRAINING FLIGHT, ON CLIMB OUT FROM IGX AT AOBUT 300 FEET AGL THE AIRCRAFT ENGINE LOST POWER. PILOTS ATTEMPTED RESTART WITH NO SUCCESS AIRCRAFT LANDED IN THE TREES APPROXIMATELY 100 YARDS FROM THE END OF THE RUNWAY. VMC CONDITIONS PREVAILED AT THE TIME. AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE CERTIFIED FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. AIRCRAFT WAS BASED AT IGX AIRPORT AND IS REGISTERED TO CHAPEL HILL FLYING CLUB. (.19)ON APRIL 19, 2001, ABOUT 1730 EASTERN DAYLIGHT TIME, A PIPER PA-28-161, N118AW, REGISTERED TO CHAPEL HILL FLYING CLUB, OPERATING AS A TITLE 14 CFR PART 91 INSTRUCTIONAL FLIGHT, COLLIDED WITH TREES DURING DEPARTURE FROM HORACE WILLIAMS AIRPORT, CHAPEL HILL, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE FLIGHT INSTRUCTOR AND PRIVATE-RATED INSTRUMENT STUDENT WERE NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE FLIGHT INSTRUCTOR, FOLLOWING A SATISFACTORY PRETAKEO FF ENGINE POWER CHECK, AT 100 TO 200 FEET AGL, THE ENGINE SPUTTERED AND BEGAN TO LOSE POWER. THE CREW COMPLETED THE EMERGENCY ITEMS FOR LOSS OF POWER ON TAKEOFF, BUT ENGINE POWER CONTINUED TO DECREASE UNTIL TOTAL POWER LOSS, AND THEIR ONLY OPTION WAS A FORCED LANDING INTO TREES OFF THE DEPARTURE END OF RUNWAY 27. (.4) ACCORDING TO THE FLIGHT INSTRUCTOR, ALL PRETAKEOFF CHECKS WERE CONDUCTED BY THE INSTRUMENT STUDENT, AND HIS OBSERVATION WAS THAT ALL PREFLIGHT WALK-AROUND, RADIO, NAVIGATIONAL, AND ENGINE CHECKS WERE NORMAL. ENGINE OPERATION WAS NORMAL, EVEN CHARACTERIZED AS "SMOOTH" FOR INITIAL POWER APPLICATION AND ROTATION, HOWEVER, AT ABOUT 200 TO 300 FEET AGL, WHILE CROSSING THE DEPARTURE END OF THE RUNWAY, THE ENGINE "BURPED" AND REGAINED POWER. ABOUT THE TIME BOTH PILOTS DECIDED TO RETURN FOR A LANDING, THE ENGINE QUIT COMPLETELY. THE INSTRUCTOR TOOK CONTROL OF THE AIRCRAFT, AND THEY COMPLETED THE EMERGENCY CHECKLIST FOR ENGINE FAILURE ON TAKEOFF, INCLUDING SWITCHING FUEL SELECTOR TO THE OTHER, (LEFT) TANK, BUT POWER WAS NOT REGAINED AND A LANDING IN THE TREES WAS UNAVOIDABLE. BOTH PILOTS ARE ADAMANT ABOUT THE FUEL SEL ECTOR BEING IN THE RIGHT TANK DETENT AT THE START OF THE TAKEOFF ROLL. ENOUGH FUEL SPILLAGE EXISTED AT THE WRECKAGE SITE THAT THE CHAPEL HILL FIRE DEPARTMENT WAS CALLED, THEREFORE FUEL EXHAUSTION WAS NOT CONSIDERED BY THE FAA INSPECTORS. ATMOSPHERIC CONDITIONS WERE NOT CONDUCIVE TO FORMATION OF CARBURETOR ICE BY REFERENCE TO ICING PROBABILITY CHARTS. SUBSEQUENT ENGINE RUN AT AN ENGINE REPAIR STATION WITH FAA OVERSIGHT, AFTER MAKING ADJUSTMENTS FOR MINOR IMPACT DAMAGE, REVEALED A SATISFACTORILY RUNNING ENGINE FROM IDLE TO TAKEOFF POWER. 20010419008189A (-23)N97984, VEERED OFF RUNWAY 25 RIGHT AND NOSED OVER AFTER ENCOUNTERING SOFT SOIL DURING A TOUCH-AND-GO LANDING AT THE TORRANCE MUNICIPAL AIRPORT, TORRANCE, CALIFORNIA. THE PILOT STATED THAT THE RIGHT BRAKE HAD LOCKED ON TOUCHDOWN, CAUSING HIM TO VEER TO THE RIGHT AND EXIT THE RUNWAY. FAA INSPECTOR EXAMINED THE AIRPLANE AND THE RUNWAY. NO SKID MARKS WERE FOUND LEADING TO THE ACCIDENT SITE. THE TIRES WERE EXAMINED AND NO FLAT SPOTS WERE OBSERVED. THE FAA INSPECTOR ROLLED THE AIRPLANE TO SEE IF THERE WAS ANY RESISTANCE FROM THE BRAKES. NONE WERE NOTED. THE BRAKES WERE INSPECTED AND OPERATED WITH NO DEFECTS OBSERVED. 20010419008209I (-23)AIRCRAFT BLEW LEFT TIRE ON RUNWAY, HIT TAXIWAY LIGHTS AND RUNWAY SIGNS. MINOR DAMAGE TO AIRCRAFT. NO INJURIES CAUSE OF INCIDENT PRESENTLY ATTRIBUTED TO BRAKE FAILURE. CHIEF PILOT STATES THIS HAS HAPPENED "2 OR 3" TIMES BEFORE ON THIS PARTICULAR AIRCRAFT AND REPORTEDLY OCCURRED ON THIER OTHER HAWKER. THIS OFFICE (DEN FSDO) REQUESTED DETAILED MAINTENANCE HISTORY REGARDING SERVICE AND REPAIR TO THE HAWKER AIRCRAFT THEY OPERATE AS IT RELATES TO THE BRAKING SYSTEM. 20010419008309I (-23) PORTIONS OF THE COPILOT'S WINDSHIELD OUTER LAYER SEPARTED AND DEPARTED THE AIRCRAFT IN FLIGHT AT 35000 FT. PILOT DECLARED AN EMERGENCY FOR FEAR FOR OTHER PORTIONS COMING LOOSE AND ENTERING THE ENGINE. AIRCRAFT LANDED AT IDAHO FALLS AND SECURED FEERY PERMIT FOR FLIGHT TO DENVER FOR REPLACEMENT. AIRCRAFT WAS INSPECTED BY AERO MARK'S MECHANIC AND A LETTER FROM THE MANUFACTURE AUTHORIZING THE FLIGHT WAS OBTAINED. WINDSHIELD WAS REPLACED IN DENVER AND A M&D REPORT WAS FILED BY THE INSTALLING AGENCY. 20010419008429I (-23)INFORMATION PROVIDED BY TEB-ATCT. PILOT APPEARED DISORIENTED BEFORE LANDING. AFTER LANDING RUNWAY 19, THE GROUND CONTROLLER INSTRUCTED HIM TO HOLD SHORT OF RUNWAY 24. THE PILOT READ BACK THE HOLD SHORT INSTRUCTIONS. THE PILOT THEN CROSSED RUNWAY 24 AT TAXIWAY G. THERE WAS NO LOSS OF SEPARATION AND A/C IN POSITION IN RUNWAY 24 WAS HELD UNTIL N8615Y CROSSED THE RUNWAY. THE PILOT THEN TAXIED TO THE SIGNATURE RAMP. HE EXITED HIS A/C, WALKED INTO THE BUILDING, COLLAPSED ON THE FLOOR, AND SMACKED HIS HEAD ON A HARD SURFACE. HE WAS TAKEN TO A LOCAL HOSPITAL. 20010419012189I (-23)^PRIVACY DATA OMITTED^ WAS CONDUCTING FLIGHT INSTRUCTION TO ^PRIVACY DATA OMITTED^. THIS WAS TRAINING FOR ^PRIVACY DATA OMI^ COMMERICAL PILOT CERTIFICATE AND HIS FIRST LESSON IN A RETRACTABLE GEAR AIRCRAFT. ^PRIVACY DATA O^ RETRACTED THE LANDING GEAR ON THE RUNWAY DURING A TOUCH AND GO MANEUVER. THIS INCIDNET IS CONSIDERED CLOSED WITH THIS REPORT. 20010419012559I (-23) PILOT STATES THAT HE DEPARTED SPIRIT OF ST. LOUIS AIRPORT (SUS) AROUND 1715 CDT, ENROUTE TO AIR PARK SOUTH AIRPORT (2K2) IN OZARK, MISSOURI. WHILE LANDING ON RUNWAY 17 AT 2K2, A GUST OF WIND FORCED THE AIRCRAFT TO THE RIGHT, OFF THE RUNWAY AND ONTO THE GRASS. IN THE COURSE OF RETURNING TO THE RUNWAY, THE RIGHT WING TIP IMPACTED SEVERAL SMALL TREES. THIS CAUSED THE AIRCRAFT TO ROTATE 180 DEGREES, BREAKING OFF THE NOSE LANDING GEAR ASSEMBLY, AND COLLAPSING THE LEFT MAIN GEAR ASSEMBLY. THE PROPELLER ASSEMBLY RECEIVED DAMAGE FROM THE GROUND STRIKE AND SUCCEEDING ENGINE STOPPAGE. PILOT WAS NOT INJURED. THIS INCIDENT, #C20011GA0031 IS CONSIDERED CLOSED. 20010419012899I (-23)PN APRIL 19, 2001, AT APPROXIMATELY 1256 CDT, KITTY HAWK FLIGHT 1084, A B-727-223, N858AA, ENROUTE FROM PHX TO FWA, DIVERTED TO KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MISSOURI (MCI), AFTER DECLARING AN EMERGENCY DUE TO SHUTDOWN OF #2 ENGINE. AIRCRAFT LANDED AND NO ASSISTANCE WAS REQUIRED. AIRCRAFT WAS FERRIED TO DFW FOR ENGINE CHANGE. INCIDENT #CE2001IAC0032 IS CONSIDERED CLOSED WITH THIS REPORT. 20010419014919I (-23) ON APRIL 19, 2001, WHILE ATTEMPTING TO LAND AT THE BLAIRSTOWN AIRPORT (1N7), A GUST OF WIND PUSHED THE PLANE TO THE LEFT. BEFORE THE PILOT COULD CORRECT, THE LEFT TIRE SUNK IN THE WET GRASS. THIS PULLED THE PLANE FURTHER TO THE LEFT AND, WHEN THE MAIN GEAR HIT THE GRASS, IT SUNK IN AND CAUSED THE PROP STRIKE AND NOSE GEAR TO BREAK OFF. 20010419018089I (-23) FLIGHT CREW DEPARTED FROM FLL UPON REACHING FL29,000 CABIN STARTED TO DEPRESSURIZE. CABIN REACHED FL11,000 FT. (02 MASKS DID NOT DROP). AIRCRAFT RETURNED TO FLL. ON ARRIVAL MAINTENANCE FOUND OUTFLOW VALVES CLOSED AND 1 AND 2 MODE ON STATUS PAGE. RESET BOTH CABIN CONTROLLERS AND BITE CHECK CARRIED OUT NO FAULT FOUND, ALL DOOR SEALS INSPECTED AND PRESSURE CHECKED CARRIED OUT, SYSTEM FOUND SERVICEAGLE IAW AMM 21-31-02 AND 21-31-00 P501. AIRCRAFT RETURNED TO SERVICE. 20010419018499I (-23) DURING AN INTERVIEW WITH THE REPORTING INSPECTOR, THE PILOT-IN-COMMAND STATED THAT AFTER A NORMAL APPROACH AND LANDING WITH CALM WINDS ON THE ROLL OUT OF APPROXIMATELY 2 OR 3 HUNDRED FEET, THE AIRCRAFT SWERVED AND THE NOSE LANDING GEAR COLLAPSED. THE AIRCRAFT WAS MOVED TO CROWN AIR, A LOCAL APPROVED REPAIR STATION. JOHN KEIPER, CHIEF INSPECTOR FOR CROWN AIR, STATED THAT DURING THE REPAIR IT WAS DISCOVERED THAT THE NOSE LANDING GEAR ACTUATOR ATTACHMENT WAS BROKEN AT ENGINE MOUNT. KEIPER HAS SUBMITTED FAA FORM 8010.4, MALFUNCTION OR DEFECT REPORT FOR THE INCIDENT. 20010419037199I (-23) ON 19 APRIL 2001, AT APPROXIMATELY 12:30 EDT, MR. DARRYL P. BICHANICH, HOLDER OF PILOT CERTIFICATE NO. 390606646, WAS GIVING MULTIENGINE DUAL INSTRUCTION OF MR. CHRISTIAN L. HAUCK IN A PIPER PA-23-250, N63770. THE PILOTS WERE PRACTICING TAKEOFF AND LANDING OPERATIONS AT THE LEESBURG REGIONAL AIRPORT NEAR LESSBURG, FLORIDA. DURING THE SECOND APPROACH, THE INSTRUCTOR PILOT SIMULATED RIGHT ENGINE FAILURE TO CONDUCT A SINGLE ENGINE APPROACH TO LANDING. THE PILOT WAS DISTRACTED BY THE PRESENCE OF AIRPORT GROUND PERSONNEL IN THE VICINITY OF THE RUNWAY AND FAILED TO LOWER THE LANDING GEAR RESULTING IN A "GEAR UP" LANDING. THE AIRCRAFT SUSTAINED MINOR DAMAGE WITH NO INJURY TO THE PILOTS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT.^PRIVACY DATA OMITTED^ 20010419038679A (-23) ON APRIL 19, 2001 ABOUT 1633 EASTERN DAYLIGHT TIME, A PIPER PA-32-300, N4103R, REGISTERED TO SKOBIN IMPORT AND EXPORT INC. CRASHED IN A WOODED AREA NEAR WAREHOUSES SHORTLY AFTER TAKEOFF FROM FT. LAUDERDALE/HOLLYWOOD INTERNATIONAL AIRPORT, FT. LAUDERDALE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE AIRCRAFT WAS DESTROYED BY IMPACT AND POSTCRASH FIRE, AND THE PILOT SUSTAINED SERIOUS INJURIES. FOUR PASSENGERS WERE FATALLY INJURED. THIS IS ONLY A PRELIMINARY REPORT INVESTIGATION CONTINUES TO INCLUDE COMPONENT TEAR DOWN, WEIGHT AND BALANCE CALCULATIONS, AND INTERVIEWS. 20010419039819A (-23) DURING A TELEPHONE CONVERSATION WITH THE PILOT ON AUGUST 1, 2001, HE TOLD THIS INSPECTOR THAT AS HE WAS RETURNING FROM A FLIGHT IN A DHC-2, HE WAS PARKING THE AIRCRAFT AT THE CAP HANGAR AT LAKE HOOD. AS HE SWUNG THE TAIL AROUND, IT STRUCK A CEMENT BARRIER AND DID SUBSTANTIAL DAMAGE TO THE RIGHT ELEVATOR AND THE OUTBOARD HORIZONTAL HINGE POINT. 20010420006969A (.19)ON APRIL 20, 2001, ABOUT 1500 CDT, A HOMEBUILT CHRISTEN EAGLE II, N181DM, REGISTERED TO A PRIVATE INDIVIDUAL, OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, SUSTAINED A LOSS OF POWER AND A FORCED LANDING WHILE IN CRUISE FLIGHT NEAR ALEXANDER CITY, ALABAMA. VISUAL METEROROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE ATP-RATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED FROM BALL GROUND, GEORGIA, FOR MAXWELL FIELD, MONTGOMERY, ALABAMA, BOUT 50 MINUTES BEFORE THE ACCIDENT. ACCORDING TO THE PILOT, HE WAS IN CRUISE FLIGHT AT 4,000 FEET MSL, WHEN THE ENIGNE QUIT WITHOUT ANY WARNING. HE WAS TRYING FOR AN EMERGENCY LANDING TO AN OPEN FIELD WHEN HIS PROPELLER CAUGHT A TREE CANOPY, CAUSING A LOSS OF FLARE SPEED AND A HARD TOUCHDOWN IN THE FIELD. (-23) AIRCRAFT IN CRUISE FLIGHT ENROUTE FROM GEORGIA (47A) TO (KMXL) ENGINE "JUST QUIT". PROPELLER WIND MILLING PILOT ESTABLISHED 100 MPH BEST GLIDE AND TROUBLED SHOOT, NOT ABLE TO RESTART THE ENGINE, BEGAN LOOKING FOR EMERGENCY LANDING SITE, PILOT WAS FLYING OVER INHOSPITABLE TERRAIN; PILOT OBSERVE D A FIELD AT HIS 4-6 O'CLOCK POSITION, SET UP TO GLIDE DIRECT TO IT; TOUCHED TOP OF A TREE, AIRCRAFT DROPPED AT APPROXIMATELY 65-70 MPH AFTER LANDING ON A PASTURE FIELD, AIRCRAFT ROLLED ON MAIN WHEELS THEN FLIPPED OVER, PILOT WAS NOT HURT, THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE, THE CAUSE OF THE ENGINE FAILURE HAS NOT BEEN DETERMINED; NTSB HAS REQUESTED AN ENGINE TEAR DOWN. (.4) ACCORDING TO THE PILOT, AT ABOUT 4,500 FEET MSL, THE ENGINE QUIT WITHOUT WARNING. HIS EMERGENCY LANDING FIELD CHOICES WERE, TREES, A RIVER, OR PREVIOUSLY FORESTED CLEARCUT FIELDS. HE CHOSE A SMALL CLEARING SURROUNDED BY TREES AND HE SUSTAINED A HARD TOUCHDOWN AND NOSEOVER. FAA INSPECTOR STATEMENTS REVEALED THAT FUEL EXHAUSTION, WEATHER, OR PILOT HUMAN FACTORS WERE NOT AT ISSUE. TEARDOWN INSPECTION OF THE MODIFIED FUEL INJECTION SERVO BY NTSB AND REPAIR STATION PERSONNEL REVEALED INTERNAL SEPARATION OF PARTS WITHIN THE SERVO'S REGULATOR ASSEMBLY WHICH EFFECTIVELY SHUT DOWN THE FUEL FLOW TO THE ENGINE. 20010420008669I (-23)AIRCRAFT DEPARTED MONTERAY, CA FOR SUN VALLEY, ID. THEN WHILE CLIMBING THROUGH THE ICING CONDITIONS AND CLOUDS THE PILOT LEVELED OFF AT 29,000 FEET WITH THE AIRCRAFT HEAT STILL ON. ABOUT 20 MINUTES INTO THE LEVEL FLIGHT, A LOUD BANG WAS HEARD AND THE LEFT HAND WINDSHIELD LAYER SHATTERED. THE PILOT IMMEDIATELY TURNED TOWARD RENO AND CALL AIR TRAFFIC CONTROL AT 1957 Z ADVISING THEM OF THE PROBLEM. AT 2009 Z THE PILOT LANDED ON RUNWAY 16R W/O INCIDENT AND TAXIED TO THE JET WEST TERMINAL. A JET WEST A&P MECHANIC LATER REPLACED THE WINDSHIELD AND THE AIRCRAFT WAS RETURNED TO SERVICE. 20010420008699I (-23)THE PILOT STATED THAT AFTER LANDING HE APPLIED THE BRAKES DURING THE ROLL OUT THE NOSE GEAR COLLAPSED. FURTHER INVESTIGATION REVEALED THAT THE GEAR TRANSMISSION NOSE GEAR ACTUATOR ARM HAD CRACKED WHICH ALLOWED THE ACUATOR CAUSING THE NOSE GEAR TO COLLAPSE. 20010420008739I (-23)ON APRIL 20, 2001 AT ABOUT 2311 EDT, A AERO COMMANDER 114 REGISTERED TO THE PILOT EXPERIENCED THE COLLAPSE OF THE NOSE GEAR ON LANDING RUNWAY 8 AT FT LAUDERDALE EXECUTIVE AIRPORT, FT LAUDERDALE FL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS FILED. THE AIRCRAFT EXPERIENCED MINOR DAMAGE AND THERE WERE NO INJURIES TO THE PILOT AND PASSENGER. EXAMINATION OF THE AIRCRAFT THE ACCIDENT REVEALED THAT THE NOSE GEAR ACTUATOR ROD FAILED INTERNALLY CAUSING THE NOSE GEAR TO COLLAPSE. 20010420010639I (-23)WHILE APPROACH FOR LANDING LEFT FLAP SEPERATED FROM AIRCRAFT. FLAPS WERE RETRACTED IMMEDIATLY AND THE AIRCRAFT BECAME STABLE AND LANDED WITHOUT FURTHER INCIDENT. 20010420011339I (-23)PILOT STATED THAT HE DEPARTED AIRPORT FOR MAINTENANCE TEST FLIGHT. SHORTLY AFTER DEPARTURE, THE AIRCRAFT LOST POWER, AND STARTED TO DESCEND. PILOT STATED THAT HE CHANGED FUEL TANKS, AND THE AIRCRAFT MOMENTARILY REGAINED POWER, BUT SOON AFTER HAD COMPLETE ENGINE FAILURE. PILOT WAS ABLE TO MAKE AN EMERGENCY LANDING ON A STATE HIGHWAY, WITH NO INJURY TO THE PILOT OR DAMAGE TO THE AIRCRAFT. PILOT WAS ABLE TO CALL A FBO CLOSE TO THE SITE, WHICH SENT FUEL. PILOT TOOK OFF FROM HIGHWAY, WITH THE ASSISTANCE OF STATE TROOPERS, WHO STOPPED TRAFFIC. AN INSPECTION OF THE FUEL SYSTEM WAS DONE, AND IT WAS DETERMINED THAT ONE FUEL GAUGE WAS CORRECT, (INDICATING EMPTY WHEN EMPTY), BUT THE OTHER INDICATED 9-10 GALLONS HIGH. THE PILOT WILL BE SENT TO A WARINING LETTER DUE TO IMPROPER PRE-FLIGHT INSPECTION, AND DEPARTING THE FIELD WITHOUT ADEQUATE FUEL RESERVE. 20010420011889A (-23)ON APRIL 20, 2001, APPROXIMATELY 1425 CDT, CE-182L, N6412K, SUSTAINED SUBSTANTIAL DAMAGE AS A RESULT OF DEPARTING RUNWAY 20 ON THE LANDING ROLLOUT AT THE STROMSBURG, NEBRASKA, MUNICIPAL AIRPORT. THE PIC, AND SOLE OCCUPANT, STATED THE AIRCRAFT FLIPPED ON ITS BACK FOLLOWING CONTACT WITH A FURROW ADJACENT TO THE RUNWAY. THE PIC REPORTED ONE ABORTED APPROACH IMMEDIATELY PRIOR TO LANDING. 20010420012319I (-23) ON APRIL 20, 2001, AT APPROXIMATELY 1400 EDT, DURING LANDING ROLLOUT AT NEWARK-HEATH AIRPORT, (VTA) HEATH, OH, ON A FLIGHT CONDUCTED UNDER 14 CFR PART 135, A PIPER PA31-350, N4078L, EXPERIENCED AN EXPLOSION AND FIRE IN THE LEFT ENGINE COMPARTMENT. NEITHER THE APPROPRIATELY RATED PILOT OR PASSENGER SUFFERED ANY INJURY DURING EVACUATION OF THE AIRPLANE. THE AIRPLANE SUSTAINED MINOR DAMAGE, REQUIRING REPLACEMENT OF ALL ENGINE ACCESSORIES, WIRING, HOSES, ENGINE/TURBO MOUNTS, AND TOP COWLING. (.19)ON APRIL 20, 2001, ABOUT 1400 EASTERN DAYLIGHT TIME, A PIPER PA-31-350, N4078L, SUSTAINED MINOR DAMAGE WHILE LANDING AT NEWARK-HEATH AIRPORT (VTA), NEWARK, OHIO. THE CERTIFICATED COMMERCIAL PILOT AND PASSENGER WERE NOT INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT THAT ORIGINATED FROM FORT WAYNE, INDIANA. AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE AIR TAXI FLIGHT CONDUCTED UNDER 14 CFR PART 135. THE OPERATOR REPORTED THAT DURING THE LANDING ROLL, A FIRE WAS OBSERVED IN THE LEFT ENGINE. THE PILOT SECURED THE ENGINE, AND THEN HE AND THE PASSENGER EVACUATED THE AIRPLANE. WITNESSES EXTINGUISHED THE FIRE WITH A HANDHELD FIRE EXT INGUISHER. EXAMINATION OF THE ENGINE REVEALED A LEAK IN THE LEFT ENGINE FUEL BOOST PUMP. THE PUMP WAS SENT TO THE MANUFACTURER FOR FURTHER EXAMINATION. 20010420012459I (-23) LANDING RUNWAY 6 AT GRB, ON ROLL OUT A DEER STRUCK THE LEFT WING. MINOR DAMAGE TO LEFT WING AND LEFT GEAR AND FLAP FAIRINGS. 20010420012579I (-23) DURING A VMC APPROACH INTO GRAND HAVEN MEMORIAL AIRPORT, ^PRIVACY DA^ FAILED TO ENSURE THAT THE LANDING GEAR OF HIS CESSNA 337 WAS EXTENDED. THE RESULTING GEAR-UP LANDING RESULTED IN DAMAGE TO THE UNDERSIDE OF THE AIRCRAFT AND BOTH PROPELLERS. 20010420016749A (-23) PILOT STATED (VERIFIED WITH ROBINSON AVIATION (HVN)) TANKS WERE "TOPPED OFF" AT TIME OF TAKE OFF. TAKE OFF WAS 23:55Z. AT 0309Z PILOT DIVERTED TO MRB DUE TO LOW FUEL INDICATIONS. PILOT STATED THE RUNWAY LIGHTS AT MRB WOULD NOT ACTIVATE. PILOT CONTINUED TO OKV. PILOT STATED WHILE APPROACHING TO LAND ENGINE RAN INTERMITTANTLY. WHEN ENGINE STOPPED PILOT SECURED ENGINE FOR LANDING. PILOT LANDED POWER OFF. APPROXIMATELY 3/4 MILE FROM RUNWAY 14 AT OKV. TIME 0323Z. 20010420025529A (.4) THE AIRPLANE WAS ON APPROACH TO RUNWAY 28, A 3,600 FOOT-LONG, 75 FOOT-WIDE, ASPHALT RUNWAY. THE PILOT STATED HE ENCOUNTERED A "STRONG GUST OR SHEAR," WHICH PUSHED THE AIRPLANE UP AND TO THE RIGHT AND HAD ALMOST COMPLETED THE CORRECTION FROM THE RIGHT EDGE OF THE RUNWAY TO THE CENTER LINE, WHEN "THE BOTTOM DROPPED OUT." THE AIRPLANE BOUNCED, BEGAN TO PORPOISE AND THE RIGHT WING AND FRONT PROPELLER CONTACTED THE RUNWAY. THE AIRPLANE THEN VEERED OFF THE RIGHT SIDE OF THE RUNWAY AND ENTERED A DITCH. EXAMINATION OF THE WRECKAGE DID NOT REVEAL ANY PRE-IMPACT MALFUNCTIONS; NOR DID THE PILOT REPORT ANY. THE PILOT OBTAINED HIS MULTI-ENGINE PRIVATE PILOT RATING ABOUT 1 MONTH PRIOR TO THE ACCIDENT. THE PILOT REPORTED ABOUT 1,100 HOURS OF TOTAL FLIGHT EXPERIENCE, WHICH INCLUDED 25 HOURS OF MULTI-ENGINE FLIGHT EXPERIENCE. PRIOR TO THE ACCIDENT FLIGHT, THE PILOT ACCUMULATED 15 HOURS OF FLIGHT EXPERIENCE IN THE ACCIDENT AIRPLANE, ALL WITH A FLIGHT INSTRUCTOR. WINDS REPORTED AT AN AIRPORT ABOUT 11 MILES WEST OF THE ACCIDENT SITE, WERE FROM 200 DEGREES AT 14 KNOTS. (-23) MR. VALOR HAD RECENTLY ADDED A MULTI-ENGINE RATING TO HIS PRIVATE PILOT CERTIFICATE. HE HAD BEEN GIVEN INSTRUCTION IN THE CE-337 AT THE TIME OF PURCHASE IN MICHIGAN AND HAD RECEIVED ADDITIONAL INSTRUCTION IN THE AIRCRAFT AT NEW KENT FROM CFI, MATT HUBBARD. MR. VALOR STATED THAT HE WAS PRACTICING TAKEOFFS AND LANDINGS AT THE TIME OF THE ACCIDENT. HE HAD MADE ONE LANDING AND ONE GO-AROUND PRIOR TO THIS EVENT. HE STATED THAT HE WAS ON THE FINAL APPROACH TO RUNWAY 28, INDICATED AIRSPEED 90 MPH WITH FULL FLAPS, WHEN A GUST OF WIND CAUGHT HIM AND CAUSED HIM TO BALLOON. THIS RESULTED IN THE AIRCRAFT PORPOISING TWICE. THE AIRCRAFT DROPPED AND STRUCK THE RUNWAY ON THE NOSE GEAR. THE AIRCRAFT SKIDDED OFF THE RIGHT SIDE OF THE RUNWAY AND CAME TO REST. MR. VALOR STATED THAT HE SHUT THE FUEL, THE MAGNETOS, AND THE MASTER SWITCH OFF AND THEN EXITED THE AIRCRAFT. THE WIND, AT THE TIME OF THE ACCIDENT, WAS ESTIMATED FROM 200 DEGREES AT 10 MPH GUSTING TO 18 MPH. A CESSNA 337-F, N20AK, WAS FOUND 100 FEET NORTH OF THE CENTERLINE AND 1,800 FEET FROM THE APPROACH END OF RUNWAY 28. THE AIRCRAFT'S RIGHT WING STRUCK THE RUNWAY APPROXIMATELY 1,500 FEET FROM THE APPROACH END OF RUNWAY 28. THE NOSE OF THE AIRCRAFT HIT THE RUNWAY WITH GREAT FORCE IMMEDIATELY THEREAFTER. FOUR PROP STRIKE MARKS IN THE RUNWAY AND A CURLED PROP INDICATES HIGH POWER AT THE TIME OF IMPACT. PIECES OF NOSE WHEEL RIM WERE FOUND IMMEDIATELY BEYOND THE POINT OF IMPACT. AFTER LEAVING TIRE SKID MARKS AND ABRASIONS OF THE NOSE ON THE RUNWAY, WHICH LED APPROXIMATELY 100 FEET TO THE RIGHT EDGE OF THE PAVEMENT AND CONTINUED AN ADDITIONAL 200 FEET IN THE DIRT, THE LEFT WING OF THE AIRCRAFT THEN STRUCK A SMALL CEDAR TREE. THE AIRCRAFT CAME TO REST ON A HEADING OF 260 DEGREES. PILOT, NORMAN VALOR, WAS THE ONLY PERSON ON BOARD. HE RECEIVED NO INJURIES. 20010421006839A (-23) NTSB PERSONNEL STATED THAT THE PILOT TOLD HIM HE ENTERED INTO AN INADVERTENT STALL DURING THE INITAL CLIMB, STRIKING TREES. THE A/C CAME TO REST IN A 45 DEGREE NOSE LOW ATTITUDE IN WAIST HIGH BLACKBERRY BUSHES. 20010421007129I (-23)THE PILOT WAS GOING TO ATTEND A FLY-IN AT THE TRAVIS AERO CLUB. HE STATED THAT THERE WERE SO MANY AIRPLANES IN THE TRAFFIC PATTERN THAT HE GOT DISTRACTED AND FORGOT TO PUT THE GEAR DOWN. 20010421008119A (-23)FOLLOWING AIRCRAFT MAINTENANCE PILOT AND MECHANIC TOOK OFF AIRCRAFT TO CHECK OPERATION WITH NEW WING INSTALLATION. DURING TAKE OFF AIRCRAFT ENCOUNTERED RIGHT CROSS WIND, PILOT ATTWMPTED TO CORRECT FOR CROSS WIND WITH CONTROLS, CONTROLS RESPONDED BACKWARD AND AIRCRAFT HIT RUNWAY AND SKIDDED INTO A PARKED AIRCRAFT. 20010421008449I (-23) WHILE INBOUND ON DECENT THE CREW FELT A SEVERE VIBRATION AND INDENTIFIED IT AS #2 ENGINE. POWER WAS REDUCED TO IDLE AND AN UNEVENTFUL LANDING WAS MADE. MAINTENANCE REMOVED THE OIL FILTER AND FOUND METAL CONTAMINATION. ENGINE WAS REMOVED FOR REPAIR. ANTICIPATED REPAIR TIME APPROXIMATELY SIX WEEKS. AN AMENDED REPORT TO FOLLOW WHEN FAILED PART IS IDENTIFIED. 20010421009329I (-23)AIRCRAFT WAS IN CRUISE FLIGHT, THERE WAS A RPM LOSS AND PILOT COULD NOT MAINTAIN ALTITUDE. PILOT MADE AN EMERGENCY LANDING ON THE BEACH. NOSE LANDING GEAR AND NOSE LANDING GEAR DOORS SUSTAINED MINOR DAMAGE. WATER CONTAMINATION FOUND IN FUEL FILTER. 20010421009599I (-23)JUMPERS LEFT AIRCRAFT AT 13000FT AND DEPLOYED DROGUE PARACHUTE SUCCESSFULLY. AT 5500 FT PULLED "DROGUE RELEASE" AN NOTHING HAPPENED (THIS SHOULD HAVE DEPLOYED MAIN PARACHUTE), AND DROGUE WAS STILL ATTACHED TO JUMPERS. THE "CUT-AWAY" WAS PULLED AND DROGUE PULLED MAIN CHUTE AWAY FROM JUMPERS AS DESIGNED (THIS IS SUPPOSE TO ACTIVE RESERVE, AND MAY HAVE). AT SAME TIME THE RESERVE HANDLE WAS PULLED. JUMPERS ROTATED TO A HEAD DOWN ATTITUDE AFTER DROGUE LEFT. RESERVE CHUTE AND LINES WERE FELT DEPLOYING ALONG INSTRUCTORS LEGS CAUSING "TENSION NOTS" AND INTANGLED LINES. APPROXIMATELY 1/3 OF RESERVE CHUTE DEPLOYED. THIS CAUSE THE JUMPERS TO COMPLETE THE REMAINDER OF FALL IN WHAT WOULD BE CALLED A "FLAT SPIN". 20010421010019A (.19)ON APRIL 21, 2001, ABOUT 1900 CENTRAL DAYLIGHT TIME, A BENSEN GYROCOPTER, N218DH, REGISTERED TO A PRIVATE INDIVIDUAL, ROLLED OVER AFTER TOUCHDOWN ON A GOLF FAIRWAY AT THE TROY COUNTY CLUB, TROY, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE GYROCOPTER WAS SUBSTANTIALLY DAMAGED AND THE AIRLINE TRANSPORT-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED ABOUT 10 MINUTES EARLIER FROM THE BRUNDIDGE MUNICIPAL AIRPORT, BRUNDIDGE, ALABAMA. THE PILOT STATED THAT HE PERFORMED A POWER-OFF APPROACH TO THE 10TH FAIRWAY BUT JUST BEFORE TOUCHDOWN THE ENGINE DID NOT RESPOND WHEN HE ADDED POWER; THIS RESULTED IN AN INCREASE TO THE VERTICAL SINK RATE BUT HE DID NOT BELIEVE THE GYROCOPTER BOUNCED. THE GYROCOPTER TOUCHDED DOWN ON THE FAIRWAY ABOUT 5-10 MILES PER HOUR AND ROLLED AN ESTIMATED 5 FEET BEFORE ROLLING OVER. A POSTCRASH FIRE DAMAGED ONE OF THE MAIN ROTOR BLADES, THE MAIN ROTOR PITCH CHANGE ASSEMBLY, AND THE CARBURETOR. HE FURTHER STATED THAT THERE WAS NO FLIGHT CONTROL PREIMPACT FAILURE OR MALFUNCTION AND HE BELIEVES THE ENGINE QUIT DURING THE APPROACH; HE SUSPECTS IT QUIT DUE TO "FLOODING" AS IT HAD HAPPENED BEFORE. A WITNESS WHO WAS LOCATED APPROXIMATELY 100-150 YARDS FROM THE ACCIDENT SITE REPORTED THAT THE PILOT PERFORMED A FLY-BY. THE GYROCOPTER APPROACHED THE FAIRWAY SIMILAR TO AN AIRPLANE AND HE FELT THE PILOT, "NEVER HAD THE LANDING UNDER CONTROL." THE GYROCOPTER ROLLED TO THE LEFT; THE MAIN ROTOR BLADE DID NOT TOUCH THE GROUND DURING THIS ROLL. THE GYROCOPTER THEN ROLLED TO THE RIGHT AND THE MAIN ROTOR BLADE CONTACTED THE GROUND. THE GYROCOPTER THEN ROLLED TO THE RIGHT AND A POSTCRASH FIRE STARTED ABOUT 10-15 SECONDS LATER. (-23) PILOT STATED PERFORMED A POWER OFF LANDING ON THE TROY COUNTRY CLUB GOLF COURSE. THE GYROCOPTER WOBBLED SOME (POSSIBLY HAD ONE WHEEL IN A POP-UP SPRINKLER HEAD). HE WAS UNABLE TO STABILIZE THE CRAFT. ONE ROTOR BLADE STRUCK THE GROUND WHICH ALLOWED THE CRAFT TO ROLL. THE POST ACCIDENT FIRE MELTED THE ALUMINUM MAST. (.4) ON APRIL 21, 2001, ABOUT 1900 CENTRAL DAYLIGHT TIME, A BENSEN GYROCOPTER, N218DH, REGISTERED TO A PRIVATE INDIVIDUAL, LANDED HARD, BOUNCED THEN ROLLED OVER AFTER TOUCHDOWN ON A GOLF FAIRWAY AT THE TROY COUNTY CLUB, TROY, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE GYROCOPTER WAS SUBSTANTIALLY DAMAGED AND THE AIRLINE TRANSPORT-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED ABOUT 10 MINUTES EARLIER FROM THE BRUNDIDGE MUNICIPAL AIRPORT, BRUNDIDGE, ALABAMA. THE PILOT STATED THAT HE PERFORMED A POWER-OFF APPROACH TO THE 10TH FAIRWAY, BUT JUST BEFORE TOUCHDOWN HE ELECTED TO FLY CLOSER TO THE CLUB HOUSE AND PITCHED THE NOSE UP THEN ADDED POWER, BUT THE ENGINE DID NOT RESPOND. A HIGH SINK RATE DEVELOPED RESULTING IN A HARD LANDING. THE GYROCOPTER THEN BEGAN TO WOBBLE, RESULTING IN MAIN ROTOR BLADE CONTACT WITH THE GRASS FAIRWAY. THE GYROCOPTER THEN ROLLED OVER AND A POSTCRASH FIRE DAMAGED ONE OF THE MAIN ROTOR BLADES, THE MAIN ROTOR PITCH CHANGE ASSEMBLY, AND THE CARBURETOR. HE FURTHER STATED THAT THERE WAS NO FLIGHT CONTROL PREIMPACT FAILURE OR MALFUNCTION AND HE BELIEVES THE ENGINE QUIT DURING THE APPROACH DUE TO "FLOODING", AS IT HAD HAPPENED BEFORE. HE ALSO STATED THAT HE SHOULD HAVE ADDED POWER BEFORE PITCHING UP TO AIR TAXI. 20010421010409I (-23)ON 4-21-01, AT APPROXIMATELY 1500 LCL, CESSNA 180D, N8657X OPERATED BY ^PRIVACY DATA OMITTED^ WAS TAXIING ACROSS RAMP AREA AFTER LANDING AT ROCKLAND AIRPORT (RKD), IN OWLS HEAD, ME AND FAILED TO SEE A CEESNA 150,N8451M PARKED IN AN APPROVED PARKING SPOT. THE RIGHT WING STRUT OF THE CESSNA 180D STRUCK THE LEFT WING TIP ON THE CESSNA 150 CAUSING THE 180D TO TURN INTO THE CESSNA 150. THE PROPELLER OF THE CESSNA 180D HIT THE LEADING EDGE OF THE LEFT WING AND THE LEFT SIDE OF THE ENGINE COWLING ON THE CESSNA 150 CAUSING SUBSTANTIAL DAMAGE TO THE CESSNA 150. THE CESSNA 180D RECEIVED MINOR DAMAGE TO THE WING STRUT AND THE ENGINE COWLING. THE CESSNA 150 WAS UNOCCUPIED AT THE TIME. THE PILOT OF THE CESSNA 180D WAS NOT INJURED. 20010421011859A (-23) ON APRIL 21, 2001, AT OR ABOUT 1300 MDT, BELLANCA CITABRIA 7ECA, N53950, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE AIRRAFT STRUCK KIMBALL COUNTY ROAD 54, 10 MILES NORTH AND 3.5 MILES WEST OF KIMBALL, NEBRASKA. THE PIC AND SINGLE CREWMEMBER WERE ENGAGED IN WEATHER BALLOON SEARCH OPERATIONS AT THE TIME OF THE ACCIDENT. THE PIC REPORTED FLYING LOW TO READ A COUNTY ROAD SIGN WHEN HE LOST CONTROL AND CONTACTED THE ROAD. THE PIC AND CREWMEMBER RECEIVED MINOR BACK COMPRESSION INJURIES AS A RESULT OF IMPACTING THE ROAD SURFACE AND DRAINAGE DITCH. 20010421012009I (-23)ON APRIL 21, 2001 VANGUARD AIRLINES FLIGHT 150, AIRCRAFT N131NJ, WAS SCHEDULED TO ENROUTE FORM MCI TO LGA. ON INITAL CLIMB OUT, THE FORWARD CARGO WARNING ANNUNCIATOR ILLUMINATED, AND THE AIRCRAFT WOULD NOT PRESSURIZE. NO EMERGENCY OR EQUIPMENT REQUESTED AND THE PILOT RETURNED THE AIRCRAFT TO MCI WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE DICOVERED TWO SEPERATE DISCREPANCIES AND DEFERRED THE CARGO DOOR WARNING SYSTEM. THE SECOND DISCREPANCY WAS THE MAIN FLOW VALVE LEVER IN MANUAL. REPOSITIONED THE MAIN FLOW VALVE TO AUTO, AND PRESSURIZATION SYSTEM OPERATIONALLY TESTED NORMAL. WITH THIS REPORT, INCIDENT NUMBER CE05200IAC0034 IS CONSIDERED CLOSED. 20010421012949I (-23)DURING NORMAL CRUISE FLIGHT THE PILOTS SLIDING WINDOW DEPARTED THE AIRCRAFT. WINDOW TRACK WAS DEFECTIVE (ONLY 65 HOURS TOTAL TIME ON TRACK). 20010421039919A (-23) ON APRIL 21, 2001 AT ABOUT 1800 HOURS, A STINSON 108-3, AIRCRAFT N6912M WAS DESTROYED AFTER SUBSEQUENT ENGINE FAILURE. STUDENT PILOT MARK BEREAN OF BIG LAKE REPORTED THAT HE WAS CRUISING AT ABOUT 4000 FEET MSL, 30 MILES SOUTHWEST OF GLENNALLEN, ALAKSA, WHEN THE ENGINE BEGAN PRODUCING A GRINDING SOUND, THEN STOPPED. ON DESCENT, MR. BEREAN ELECTED TO LAND ON A FROZEN LAKE AND ONLY MADE THE EDGE OF THE LAKE, IMPACTING SPRUCE TREES. DURING THE COLLISION, THE WINGS WERE BENT BACK, RUPTURING THE FUEL TANKS. IN TURN, THE AIRCRAFT ERUPTED IN FIRE AND WAS CONSUMED. MR. BEREAN, THE SOLE OCCUPANT, MANAGED TO ESCAPE WITH ONLY MINOR SCRAPES. NOTE: WEATHER CONDITIONS VFR. 20010421039979A (-23) NOTE: THIS AIRCRAFT IS OWNED BY THE USA, OFFICE OF AIRCRAFT SERVICES, DEPT. OF THE INTERIOR. PILOT IS EMPLOYED BY FISH AND WILDLIFE SERVICE. ACCIDENT NARRATIVE: GROUND LOOPED AIRCRAFT UPON LANDING IN KING SALMON. DAMAGE TO RT. HAND WING TIP BOW, RT. HAND OUTBOARD WING RIB, RT. OUTBOARD AFT WING SPAR, RT. HAND AILERON, RT. HAND ELEVATOR BALANCE. 20010422006579A (-19) ON APRIL 22, 2001, AT 2346 CDT, A PIPER PA34-220T TWIN-ENGINE AIRPLANE, N4312G, WAS DESTROYED WHEN IT IMPACTED TREES AND TERRAIN WHILE MANUEVERING NEAR BRACKETTVILLE, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY A PRIVATE INDIVIDUAL. THE AIRLINE TRANSPORT PILOT AND ONE PASSENGER WERE FATALLY INJURED, AND TWO OTHER PASSENGERS WERE SERIOUSLY INJURED. DARK NIGHT INSTRUMENT METEOROLOGIST CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT DEPARTED SAN ANTONIO, TEXAS, APPROX. 2300, AND WAS DESTINED FOR DEL RIO, TEXAS. ACCORDING TO THE FAA, U.S. BORDER PATROL PERSONNEL, AND LOCAL AUTHORITIES, THE PILOT CALLED THE SAN ANGELO FLIGHT SERVICE STATION (FSS) AND REQUESTED A WEATHER BRIEFING FOR HIS ROUTE OF FLIGHT THREE TIMES PRIOR TO DEPARTING. WHILE ENROUTE, THE PILOT CALLED THE SAN ANGELO FSS AND REQUESTED THAT THEY "ENCOUNTERED WEATHER AND KNEW THERE WAS SOMETHING WRONG". THE PASSENGER ADDED THAT HE HAD UNFASTENED HIS SEAT BELT IN ORDER TO LISTEN TO WHAT THE PILOT WAS SAYING WHEN THE AIRPLANE STARTED TO IMPACT TREES AND TERRAIN. THE WIFE OF ONE OF THE PASSENGERS CALLED THE LOCAL AUTHORITIES AFTER HER HUSBAND HAD NOT RETURNED. A SEARCH WAS INITIATED AND THE A/C WAS LOCATED BY BORDER PATROL APPROX. 12 HOURS AFTER THE ACCIDENT. THE AIRPLANE IMPACTED TREES AND HILLY TERRAIN ALONG A MEASURED MAGNETIC HEADING OF 300 DEGREES. THE WRECKAGE ENERGY PATH MEASURED 252 FEET IN LENGTH. THE INITIAL IMPACT MARKS WERE NOTED ON 8 TO 12-FOOT CEDAR TREES. THE TREES DISPLAYED FRESH LEVEL BREAKS AND SOME LIMBS WERE CUT. NEAR THE INITIAL TREE IMPACT AREA WAS THE LEFT WING TIP, WHICH CAME TO REST ON THE LEFT SIDE OF THE ENERGY PATH. THE INITAL GROUND SCAR WAS LOCATED APPROX. 30 FEET FROM THEBROKEN ANDS CUT TREES. THE GROUND SCAR DISPLAYED BLUE PAINT TRANSFERS, WHICH MATCHED THE COLOR OF THE AIRPLANE. LAYING NEAR THE GROUND SCAR WAS A 4-INCH SECTION OF PROPELLER BLADE TIP. A 3-FOOT SECTION OF THE RIGHT OUTBOARD WING WAS WRAPPED AROUND A PINLON TREE ON THE RIGHT SIDE OF THE ENERGY PATH. THE RIGHT OUTBOARD AILERON SECITON REMAINED ATTACHED TO THE RIGHT WING SECTION. THE INBOARD SECTION OF RIGHT AIRLERON CAME TO REST APPROX. 20 FEET FR OM THE SEPARATED RIGHT OUTBOARD WING SECTION. NEAR THE END OF THE ENERGY PATH, THE TERRAIN DESCENDED APPROX. 30 FEET INTO A GULLY. THE AIRPLANE CAME TO REST INVERTED IN THE GULLY ON A MEASURED MAGNETIC HEADING OF 250 DEGREES. INITIAL ON-SCENE EXAMINATION OF THE ACCIDENT SITE REVEALED THAT THE ENTIRE COCKPIT AND CABIN AREA WAS DESTROYED BY FIRE DAMAGE. THE LEFT WING AND EMPENNAGE REMAINED ATTACHED TO THE FUSELAGE. THE LEFT AND RIGHT ENGINE REMAINED ATTACHED TO THEIR RESPECTIVE WINGS, AND THEIR PROPELLERS REMAINED ATTACHED TO THEIR FLANGES. BOTH THE LEFT AND RIGHT PROPELLER BLADES SUSTAINED DEEP LEADING EDGE GOUGES AND SCRAPES ALONG THE CAMBERED SIDE OF THE BLADES. ALL OF THE PROPELLER BLADES WERE BENT AFT, TWISTED, AND CURLED AFT TOWARD THEIR TIPS. THE OIL PANS ON BOTH ENGINES WERE BROKEN AND SUSTAINED FIRE DAMAGE. THE ENGINE CRANKSHAFT, CAMSHAFT, CONNECTING ROD AND ENDS, LIFTER LOBES, AND TAPPETS WERE VISIBLE AND APPEARED TO BE INTACT. FLIGHT CONTROL CONTINUITY WAS CONFIRMED FROM THE COCKPIT TO THE FLIGHT CONTROL SURFACES WITH THE EXCEPTION OF THE LEFT AND RIGHT AIRLERONS. THE LEFT AILERON WAS SEPARATED FROM THE LEFT WING; HOWEVER, IT WAS FOUND ADJACENT TO THE MAIN WRECKAGE AREA. (-23) DURING CRUISE, NIGHT VFR, AIRCRAFT STRUCK RISING TERRAIN CRASHED AND BURNED, KILLING THE PILOT AND LEFT PASSENGER, 2 RIGHT SIDE PASSENGERS WERE INJURED. 20010422006889I (-23) A CESSNA 182 WITH PRIVATE PILOT JORDAN LEIGH AND TWO PERSONS ON BOARD DEPARTED BULL FROG AIRPORT (U07) ON 04/22/01 WHEN THE ENGINE QUIT RUNNING AT APPROX. 1200 FT. AGL. THE PILOT RETURNED TO THE AIRPORT AND LANDED. THE RIGHT MAIN TIRE BLEW, CAUSING THE A/C TO RUN OFF THE RIGHT SIDE OF THE RUNWAY. THERE WAS NO OTHER DAMAGE TO THE A/C AND NO INJURIES. THE A/C WAS INSPECTED WITH NO DISCREPANCIES NOTED, THEN FLOWN BACK TO GJT. 20010422006919A (-19) ON APRIL 22, 2001, ABOUT 0830 EDT, A CESSNA 172K, N79210, WAS SUBSTANTIALLY DAMAGED DURING A LANDING A CHERRY RIDGE AIRPORT (N30), HONESDALE, PA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDTIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL PERSONAL FLIGHT WHICH WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FAA INSPECTOR, AFTE RLANDING ON RUNWAY 35, THE AIRPLANE VEERED OFF THE LEFT SIDE AND STRUCK TERRAIN. WEATHER, ABOUT 25 MINUTES AFTER THE ACCIDENT, AT AN AIRPORT APPROX. 20 MILES TO THE SOUTHWEST, INCLUDED CLEAR SKIES AND WINDS FROM 230 DEGREES AT 6 KNOTS. (.4) ON APRIL 22, 2001, ABOUT 0830 EASTERN DAYLIGHT TIME, A CESSNA 172K, N79210, WAS SUBSTANTIALLY DAMAGED DURING A LANDING AT CHERRY RIDGE AIRPORT (N30), HONESDALE, PENNSYLVANIA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL PERSONAL FLIGHT, WHICH WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE ENTERED THE LANDING PATTERN FOR MULTIPLE LANDINGS ON RUNWAY 35. DURING THE SECOND LANDING, HE E NCOUNTERED WHAT HE BELIEVED TO BE "VARIABLE CROSS/TAIL WIND GUSTS" DURING LANDING ROLLOUT. THE AIRPLANE VEERED OFF THE RIGHT SIDE OF THE RUNWAY, AND ONTO AN ADJACENT SOFT TURF RUNWAY. "UNABLE TO KEEP THE NOSEWHEEL OFF THE TURF BECAUSE OF THE WIND GUSTS, THE WHEELS FURROWED INTO THE WATER-SATURATED TURF, AND THE TAIL LIFTED. PROP AND RIGHT WING STRUCK THE TURF...." THERE WERE NO WEATHER REPORTING FACILITIES AT CHERRY RIDGE AIRPORT, AND THE NEAREST AIRPORT THAT HAD REPORTING FACILITIES WAS APPROXIMATELY 25 NAUTICAL MILES TO THE SOUTHWEST, AND SEPARATED FROM CHERRY RIDGE BY MOUNTAINOUS TERRAIN. WEATHER, RECORDED AT THAT AIRPORT ABOUT 25 MINUTES AFTER THE ACCIDENT, INCLUDED CLEAR SKIES AND WINDS FROM 230 DEGREES AT 6 KNOTS. (-23) PILOT WAS LANDING ON RUNWAY 35 AT CHERRY RIDGE AIRPORT (N30). UPON LANDING THE AIRCRAFT WAS HIT WITH A STRONG CROSSWIND AND EXITED THE RUNWAY. AIRCRAFT RAN ONTO THE GRASS ON THE LEFT SIDE OF THE RUNWAY, CAUSING THE RIGHT WING TO HIT THE GROUND, DAMAGING IT. THE PROPELLER ALSO STRUCK THE GROUND AND WAS DAMAGED. 20010422007859A (.19)ON APRIL 22, 2001, ABOUT 1540 HOURS PACIFIC DAYLIGHT TIME, A HOLT CHRISTIAN EAGLE II, N32MJ, WAS DESTROYED WHEN IT COLLIDED WITH WIRES WHILE MANEUVERING NEAR WHITE WATER, CALIFORNIA. THE COMMERCIAL PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT, THE SOLE OCCUPANT, SUSTAINED FATAL INJURIES. THE PERSONAL LOCAL FLIGHT DEPARTED PALM SPRINGS, CALIFORNIA, ABOUT 1520. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. WITNESSES OBSERVED THE AIRPLANE FLYING AT A LOW LEVEL FOR SEVERAL MINUTES. THE ENGINE SOUND REMAINED LOUD AND STEADY. THE AIRPLANE BANKED LEFT AND THE RIGHT WING CONTACTED POWER LINES. WING PIECES SEPARATED AND THE AIRPLANE SPIRALED TO THE GROUND. (-23) MR. JOSEPH A. LUKINS DEPARTED PALM SPRINGS AIRPORT APPROXIMATELY 1520, ON A PERSONAL LOCAL FLIGHT. A EYEWITNESS AT THE SCENE STATED THAT THE AIRCRAFT WAS PROCEEDING SOUTHBOUND IN WHITEWATER CANYON AT A LOW ALTITUDE, BANKING BACK AND FORTH WHEN THE AIRCRAFT HIT A HIGH-TENSION ELECTRIC WIRE WITH THE RIGHT WING. THE RIGHT WING SEPARATED FROM THE AIRCRAFT AND THE AIRCRAFT SPIRALED TOWARD THE GROUND HITTING A FLATBED TRUCK PARKED IN A ROCK QUA RRY. MR. LUKINS SUFFERED FATAL INJURIES UPON IMPACT. 20010422007899A (.19)ON APRIL 22, 2001, AT 1130 HOURS PACIFIC DAYLIGHT TIME, A RYAN ST3KR, N46503, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT'S WING IMPACTED A POST DURING TAXI FOR TAKEOFF AT THE FRENCH VALLEY AIRPORT, MURRIETA, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT, WHO WAS THE SOLE OCCUPANT AND WAS NOT INJURED, INTENDED TO CONDUCT A LOCAL AREA FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. THE TAILWHEEL EQUIPPED AIRCRAFT WAS ENTERING THE RUN-UP AREA ADJACENT TO RUNWAY 18 WHEN IT STRUCK THE 4-FOOT-TALL POLE PROTECTING A FIRE HYDRANT. (-23)N46503 STRUCK A POST THAT PROTECTS A FIRE HYDRANT IN THE NORTH RUN UP ARE AT THE FRENCH VALLEY AIRPORT. THE PILOT OF N46503 DID NOT SEE THE YELLOW PROTECTING POST AS HE WAS MANEUVERING AROUND AN AIRCRAFT IN THE RUN UP AREA. THE PILOT WAS NOT FAMILIAR WITH THE OBSTRUCTIONS AT FRENCH VALLEY AIRPORT AND DID NOT EXPECT TO SEE FIRE HYDRANTS NEAR A RUN UP AREA. THERE WERE NO PAINTED MARKINGS, SIGNAGE OR LIGHTS WARNING PILOTS OF THIS HAZARD. THE AIRCRAFT SUSTAINED DAMAGE TO THE FRONT SPAR IN THE LEFT WING, FABRIC AT L EADING EDGE OF LEFT WING AND THE PROPELLER. THE WESTERN PACIFIC AIRPORTS DIVISION WAS NOTIFIED ABOUT THE FIRE HYDRANT HAZARD AT THE FRENCH VALLEY AIRPORT. (SEE ATTACHED SHEETS) (.4) ON APRIL 22, 2001, AT 1130 HOURS PACIFIC DAYLIGHT TIME, A RYAN ST3KR, N46503, WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT'S WING IMPACTED A POST DURING TAXI FOR TAKEOFF AT THE FRENCH VALLEY AIRPORT, MURRIETA, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND ONE PASSENGER WERE NOT INJURED, AND INTENDED TO CONDUCT A LOCAL AREA FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. THE PILOT REPORTED THAT, AS HE TAXIIED THE TAILWHEEL EQUIPPED AIRCRAFT INTO THE RUN-UP AREA ADJACENT TO RUNWAY 18, THE UNDERSIDE OF THE LEFT WING STRUCK A 4-FOOT-TALL POLE PROTECTING A FIRE HYDRANT. THE PILOT WAS SEATED IN THE REAR COCKPIT OF THE TANDEM-SEATING AIRCRAFT. HE REPORTED THAT THE PRESENCE OF ANOTHER AIRCRAFT ENTERING THE RUN-UP AREA AT THE SAME TIME MADE IT NECESSARY TO ALTER HIS TAXI ROUTE AND, AFTER HE TURNED SHARPLY, THE LOW POST WAS TOO CLOSE TO BE VISIBLE FROM THE REAR COCKPIT. THE PILOT ALSO NOTED THAT THE HYDRANT WAS ONE OF TWO POSITIONED WITHIN THE OPERATIONAL AREA OF RUN-UP PAD AND THERE WERE NO HAZARD MARKINGS PAINTED ON THE ASPHALT AROUND THE HYDRANT. 20010422007929A (.19)ON APRIL 22, 2001, AT 1108 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 310F, N5834X, WAS DESTROYED BY IMPACT WITH MOUNTAINOUS TERRAIN, 3 MILES NORTHWEST OF CARMEL VALLEY, CALIFORNIA. THE AIRLINE TRANSPORT CERTIFICATED PILOT, THE SOLE OCCUPANT, WAS FATALLY INJURED. THE PERSONAL FLIGHT WAS OPERATED BY THE OWNER UNDER 14 CFR PART 91. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND THE AIRCRAFT WAS OPERATING ON AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN. THE FLIGHT ORIGINATED AT THE MONTEREY PENINSULA AIRPORT AT 1105. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA) SOUTHWEST REGION QUALITY ASSURANCE OFFICE, THE AIRCRAFT ARRIVED AT MONTEREY FROM CARSON CITY, NEVADA, ON A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN. UPON ARRIVAL AT MONTEREY, THE PILOT REQUESTED AN INSTRUMENT CLEARANCE FROM VFR CONDITIONS ON TOP AND EXECUTED AN INSTRUMENT APPROACH AND LANDING AT MONTEREY; LANDING ABOUT 1030. ACCORDING TO A PRELIMINARY TRANSCRIPT OF COMMUNICATIONS, AT 1052:53, THE PILOT CONTACTED MONTEREY AIR TRAFFIC CONTROL TOWER AND REQUESTED AN INSTRUMENT CLEARANCE TO VFR CONDITIONS ON TOP. THE TOWER ISSUED A CLEARANCE TO THE "SALINAS VOR [NAVIGATIONAL AIDE] VIA THE SECA 2 DEPARTURE, CLIMB TO AND REPORT REACHING VFR CONDITIONS ON TOP, IF NOT ON TOP BY 6,000 [FEET] MAINTAIN 6,000 AND ADVISE, TOPS LAST REPORTED 2,300 [FEET], DEPARTURE FREQUENCY WILL BE 133.0, [TRANSPONDER] SQUAWK WILL BE ASSIGNED." THE PILOT READ BACK THE CLEARANCE BUT OMITTED THE ASSIGNED ALTITUDE IN THE READ-BACK. THE CONTROLLER RESTATED, "YOUR ALTITUDE IS 6,000." THE PILOT ACKNOWLEDGED "6,000." AT 1100:05, THE AIRCRAFT WAS ISSUED A TAXI CLEARANCE TO RUNWAY 10R AND WAS GIVEN A TRANSPONDER CODE OF 4565. AT 1104:45, THE AIRCRAFT WAS CLEARED FOR TAKEOFF ON RUNWAY 10R. AT 1107:00, THE TOWER CONTROLLER TRANSMITTED TO THE AIRCRAFT THAT HE WAS NOT RECEIVING THE AIRCRAFT'S TRANSPONDER. AT 1107:20, THE TOWER TRANSMITTED "I'VE GOT YOUR TRANSPONDER NOW, CONTACT DEPARTURE [CONTROL]." AT 1107:56, THE PILOT TRANSMITTED "MONTEREY, TWIN CESSNA 5834 XRAY IS WITH YOU (UNINTELLIGIBLE) 2,000." AT 1108:04, THE MONTEREY APPROACH CONTROLLER TRANSMITTED "LAST CALL TO MONTEREY WAS THAT TWIN CESSNA 5834 XRAY?" AT 1108:06, THE PILOT REPLIED "34 XRAY." AT 1108:10, THE CONTROLLER TRANSMITTED "NOVEMBER 34 XRAY VERIFY YOU'RE FLYING THE SECA 2 DEPARTURE, SAY ALTITUDE." AT 1008:13, THE PILOT REPLIED "2,200 CLIMBING." AT 1108:14, THE CONTROLLER TRANSMITTED "ARE YOU CANCELING IFR AND ON TOP NOW VFR, YOU'RE SOUTHBOUND NOVEMBER 34X, RADAR CONTACT 5 MILES EAST OF MONTEREY." AT 1108:28, THE PILOT REPLIED "WE'RE JUST ABOUT TO BREAK OUT HERE A LITTLE BIT." AT 1108:30, THE CONTROLLER TRANSMITTED "34 XRAY YOU'RE HEADING DIRECTLY TOWARDS HIGHER TERRAIN TURN NORTHBOUND IMMEDIATELY IF YOU'RE NOT VFR." AT 1108:40, THE CONTROLLER TRANSMITTED "NOVEMBER 34 XRAY ARE YOU ON TOP?" THERE WAS NO FURTHER COMMUNICATION RECEIVED FROM THE AIRCRAFT. THE FEDERAL AVIATION ADMINISTRATION (FAA) SECA 2 DEPARTURE PROCEDURE STATES (IN PART) "TAKE-OFF RUNWAY 10L/R: CLIMB VIA HEADING 096 [DEGREES] AND INTERCEPT THE SNS [SALINAS NAVIGATIONAL AIDE] R-210 TO SNS VORTAC, THENCE VIA ASSIGNED ROUTE, MAINTAIN 6,000 [FEET]. EXPECT CLEARANCE TO FILED ALTITUDE 5 MINUTES AFTER DEPARTURE." A REVIEW OF PRELIMINARY RECORDED RADAR FLIGHT PATH DATA PROVIDED BY THE FAA'S SOUTHWEST REGION QUALITY ASSURANCE OFFICE SHOWS THAT, AFTER DEPARTURE, THE AIRCRAFT CLIMBED APPROXIMATELY ON A 100-DEGREE (MAGNETIC) HEADING, UNTIL CROSSING THE SALINAS VORTAC 210 RADIAL, AT WHICH TIME THE AIRCRAFT TRACK TURNED RIGHT TO APPROXIMATELY A 160-DEGREE HEADING AND THE AIRCRAFT REMAINED ON THAT HEADING UNTIL RADAR CONTACT WAS LOST NEAR THE ACCIDENT SITE. THE ACCIDENT SITE WAS ON A SOUTH-SOUTHWESTERLY FACING MOUNTAIN SLOPE IN THE COASTAL MOUNTAIN RANGE, 6.6 MILES SOUTHEAST OF THE MONTEREY PENINSULA AIRPORT. THE POSITION WAS AT LATITUDE 36 DEGREES 30.9 MINUTES NORTH AND LONGITUDE 121DEGREES 44.4 MINUTES WEST (GPS). THE ELEVATION WAS 1,700 FEET MEAN SEA LEVEL (MSL, GPS). THE LOCAL MOU 20010422007939A (.19)ON APRIL 22, 2001, AT 1426 HOURS MOUNTAIN STANDARD TIME, A CESSNA 180K, N66033, COLLIDED WITH A RUNWAY MARKER WHILE LANDING IN GLENDALE, ARIZONA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE PERSONAL FLIGHT WAS BEING OPERATED UNDER 14 CFR PART 91, AND ORIGINATED FROM CORONA, CALIFORNIA, ABOUT 1200. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT TOLD A FEDERAL AVIATION ADMINISTRATION INSPECTOR THAT HE WAS MAKING A WHEEL LANDING AND WAS IN THE PROCESS OF LOWERING THE TAIL WHEN THE AIRPLANE DRIFTED OFF THE RIGHT SIDE OF RUNWAY 19. THE RIGHT HORIZONTAL STABILIZER STRUCK A RUNWAY MARKER. THE PILOT ADDED POWER AND ABORTED THE LANDING. ON THE SECOND APPROACH HE LANDED WITHOUT INCIDENT. A POSTACCIDENT INSPECTION OF THE AIRPLANE REVEALED THAT THE RIGHT HORIZONTAL STABILIZER AND ELEVATOR WERE CRUSHED AND PARTIALLY SEPARATED FROM THE EMPENNAGE. WINDS AT PHOENIX GOODYEAR AIRPORT WERE REPORTED AS 040 DEGREES AT 4 KNOTS. (-23)WHILE ATTEMPTING TO LAND ON RUNWAY 19, THE AIRCRAFT DRIFTED OFF TO THE RIGHT SIDE OF THE RUNWAY. THE RIGHT SIDE OF THE HORIZONTAL STABILIZER AND ELEVATOR STRUCK THE NORTH SIDE TAXIWAY "K" SIGN. THE SIGN WAS BROKEN OFF AT THE BASE MOUNTS. TEH RIGHT WING TIP FAIRING ALSO STRUCK THE GROUND AND SCRAPPED ALONG THE GROUND ABOUT 15" CAUSING MINOR DAMAGE TO THE RIGHT WING TIP FAIRING. THE HORIZONTAL STABILIZER AND ELEVATOR INCURRED SUBSTANTIAL DAMAGE ON THE RIGHT OUTBOARD SIDE FORE AND AFT, AND THE LEFT INBOARD LEADING EDGE. THE PILOT EXECUTED A GO-AROUND AND LANDED WITHOUT ANY FURTHER INCIDENT. THE WIND WAS ESTIMATED AT ABOUT 6 KNOTS DOWN THE RUNWAY BY THE TOWER. THE AIRPORT DOES NOT CURRENTLY HAVE AN APPROVED WIND INDICATOR. (.4) ON APRIL 22, 2001, AT 1426 MOUNTAIN STANDARD TIME, A CESSNA 180K, N66033, COLLIDED WITH A RUNWAY MARKER WHILE LANDING IN GLENDALE, ARIZONA. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE PERSONAL FLIGHT WAS BEING OPERATED UNDER 14 CFR PART 91, AND ORIGINATED FROM CORONA, CALIFORNIA, ABOUT 1200 PACIFIC DAYLIGHT TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT REPORTED THAT H E WAS MAKING A WHEEL LANDING AND WAS IN THE PROCESS OF LOWERING THE TAIL WHEN THE AIRPLANE DRIFTED OFF THE RIGHT SIDE OF RUNWAY 19. THE RIGHT HORIZONTAL STABILIZER STRUCK A RUNWAY MARKER. THE PILOT ADDED POWER AND ABORTED THE LANDING. ON THE SECOND APPROACH HE LANDED WITHOUT INCIDENT. A POST ACCIDENT INSPECTION OF THE AIRPLANE REVEALED THAT THE RIGHT HORIZONTAL STABILIZER AND ELEVATOR WERE CRUSHED AND PARTIALLY SEPARATED FROM THE EMPENNAGE. THE CLOSEST WEATHER STATION WAS PHOENIX SKY HARBOR AIRPORT ABOUT 17 STATUTE MILES TO THE EAST OF GLENDALE AIRPORT, AND REPORTED THE WINDS TO BE 120 DEGREES AT 4 KNOTS. 20010422008009A (-23)ON 4/22/01, A CESSNA MODEL 177, N3117T, PILOTED BY JOHN L. PALMER, COM.2123798, WITH PASSENGER MARY ANNA PALMER, ENCOUNTERED TURBULENCE ON FINAL APPROACH TO RWY 20 AT HAMPTON AIRFIELD (7B3) HAMPTON, NH. IT APPEARED THAT HE WAS GOING TO LAND LONG SO THE DECISION WAS MADE TO GO AROUND. DURING GO AROUND ATTEMPT AIRCRAFT STOPPED CLIMBING AND STRUCK THE TOP OF A TREE AND CRASHED INTO A TREE LINE ABOUT 1000 FEET FROM END OF RUNWAY. ON APPROACH TO 7B3 HE RECEIVED WEATHER FROM PSM (INFO I) WHICH GAVE WINDS AT 28018G25KT. NO INJURIES AND AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. 20010422008259I (-23)THE PILOT MADE A PRECAUTIONARY LANDING ON A ROAD. HE SUSPECTED A MECHANICAL MALFUNCTION IN THE AIRCRAFT ENGINE. 20010422008619A (.19)ON APRIL 22, 2001, ABOUT 1542 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-22, N75343, SUSTAINED SUBSTANTIAL DAMAGE DURING AN OFF FIELD FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING CLIMB OUT FROM OXNARD, CALIFORNIA. THE OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. THE PERSONAL, LOCAL FLIGHT DEPARTED OXNARD ABOUT 1515. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. IN THE PILOT'S WRITTEN STATEMENT, HE FILLED THE AIRPLANE WITH FUEL AND COMPLETED A PREFLIGHT INSPECTION. HE PRACTICED TOUCH-AND-GO LANDINGS FOR OVER AN HOUR AND EXPERIENCED NO DIFFICULTIES WITH THE AIRPLANE. AFTER A BREAK, HE COMPLETED ANOTHER PREFLIGHT INSPECTION, AND PRACTICED MORE LANDINGS. AS THE AIRPLANE CLIMBED THROUGH 200 FEET ON THE FOURTH TAKEOFF, THE ENGINE MADE A CLUNKING NOISE AND STOPPED PRODUCING POWER. THE PILOT STEERED THE AIRPLANE TO AN OPEN FIELD AND LANDED ON SOFT DIRT. THE AIRPLANE DUG INTO THE SOFT DIRT AND SUSTAINED DAMAGE TO THE WINGS, HORIZONTAL STABILIZER, LANDING GEAR, AND PROPELLER. (.4) ON APRIL 22, 2001, AT 1542 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-22- 135, N75343, MADE AN OFF FIELD FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING CLIMB OUT FROM OXNARD, CALIFORNIA. THE OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PERSONAL, LOCAL FLIGHT DEPARTED OXNARD ABOUT 1515. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT SUBMITTED A WRITTEN STATEMENT. HE FILLED THE AIRPLANE WITH FUEL AND COMPLETED A PREFLIGHT INSPECTION. HE PRACTICED TOUCH-AND-GO LANDINGS FOR OVER AN HOUR AND EXPERIENCED NO DIFFICULTIES WITH THE AIRPLANE. AFTER A BREAK, HE COMPLETED ANOTHER PREFLIGHT INSPECTION AND PRACTICED MORE LANDINGS. AS THE AIRPLANE CLIMBED THROUGH 200 FEET ON THE FOURTH TAKEOFF, THE ENGINE MADE A CLUNKING NOISE AND STOPPED PRODUCING POWER. HE STEERED THE AIRPLANE TO AN OPEN FIELD AND LANDED ON SOFT DIRT. THE AIRPLANE DUG INTO THE SOFT DIRT AND SUSTAINED DAMAGE TO THE WINGS, STABILIZER, LANDING GEAR, AND PROPELLER. THE ENGINE WAS AN O-290-D2, SERIAL NUMBER 6571-21. AN ENGINE LOGBOOK ENTRY ON APRIL 11, 1960, RECORDED A FIELD OVERHAUL AT A TACHOMETER TIME OF 951 HOURS. AN ENTRY ONAUGUST 1, 1970, RECORDED A "TOP OVERHAUL" AT A TACHOMETER TIME OF 1,603 HOURS, AND NOTED THAT THE EXHAUST VALVES WERE REPLACED. THE TACHOMETER READ 1,861.57 AT THE TIME OF THE ACCIDENT. TEXTRON LYCOMING WAS A PARTY TO THE INVESTIGATION. AN INVESTIGATOR FROM LYCOMING EXAMINED THE ENGINE UNDER THE SUPERVISION OF A SAFETY BOARD INVESTIGATOR. ACCORDING TO ARCHIVED LYCOMING RECORDS, THE ENGINE HAD BEEN MANUFACTURED ON NOVEMBER 9, 1953, AND THEY HAD NO RECORD OF IT RETURNING TO THE FACTORY SINCE THAT TIME. THE INVESTIGATOR REMOVED THE TOP SPARK PLUGS AND EXAMINED THE CYLINDERS WITH A LIGHTED BORE SCOPE. ALL CYLINDERS WERE UNDAMAGED EXCEPT CYLINDER NO. 3, WHICH EXHIBITED EXTENSIVE MECHANICAL DAMAGE. THE INVESTIGATOR REMOVED THIS CYLINDER. THE EXHAUST VALVE FOR CYLINDER NO. 3 FRACTURED AND SEPARATED WHERE THE VALVE STEM TRANSITIONS TO THE VALVE HEAD. THE FRACTURE SURFACES ON THE VALVE PIECES WERE OBLITERATED BY THE MECHANICAL DAMAGE. THE PISTON FACE EXHIBITED MECHANICAL DAMAGE OVER MOST OF ITS SURFACE, WHICH CONTAINED TWO HOLES. THE INVESTIGATOR OBSERVED THAT THE CORRESPONDING PUSH ROD WAS SLIGHTLY BENT, BUT HE DID NOT OBSERVE EVIDENCE OF THE VALVE STICKING. THE VALVE STEM MEASURED APPROXIMATELY 13/32 INCHES, WHICH MET ORIGINAL FACTORY SPECIFICATIONS. 20010422009379I (-23)SMOKE IN CABIN DEPLANED PAX ON RUNWAY. BUSSED TO TERMINAL. TAXIED TO RAMP. LATER FERRIED TO HOME MAINTENANCE FACILITY. NO FURTHER ACTION. 20010422009889A (-23) THE A/C WAS IN A LEVEL FLIGHT ATTITUDE APPROXIMATELY 50' AGL FLYING AT A HIGH RATE OF SPEED.FOR UNKNOWN REASONS THE AIRCRAFT PITCHED DOWN AND HIT THE GROUND FLAT. THE INITIAL CONTACT WITH THE GROUND CAUSED THE LANDING GEAR TO BEND (CURL UP), IT THEN BOUNCED AIRBORNE, THE WOODEN PROPELLER WAS SPLINTERED AND BOTH BLADES BROKE OFF AS THE AIRCRAFT MADE ITS SECOND CONTACT WITH THE GROUND. THE AIRCRAFT BECAME AIRBORNE AGAIN AND HIT THE GROUND SEVERAL TIMES, SHEDDING FARING AND CAME TO REST APPROXIMATELY 3000 FEET FROM WHERE IT INITIALLY HIT THE GROUND. THE PILOT WAS TAKEN TO A LOCAL HOSPITAL WHERE HE WAS DIAGNOSED WITH COMPRESSION FRACTURES TO SEVERAL OF HIS VERTIBRATE. U.S. AIRFORCE PERSONNEL SECURED THE SCENE AND TOOK PICTURES OF THE WRECKAGE AND ALONG THE GROUND IMPACT AREA. SEE ATTACHED WITNESS STATEMENTS AND PICTURES. 20010422010739I (-23)TAIL LANDING GEAR WHEEL YOKE BROKE ON LANDING. PILOT LOST CONTROL OF AIRCRAFT AND WHEN T/L/G FAILED AND SKIDDED OFF RUNWAY. IN PROCESS OF STOPPING ACFT. PROPELLER BLADE TIP WAS DAMAGED AS IT CONTACTED GROUND. PART THAT FAILED HAD TWO (2) OLD CRACKS IN IT. 20010422011499I (-23)ON TAKEOFF ROLL PILOT ENCOUNTERED ENGINE BACK FIRE. ENGINE WAS THROTTLED BACK. PILOT MANAGED TO GAIN CONTROL OF AIRCRAFT WHILE ON THE GROUND. NO AIRCRAFT DAMAGE. OUNER IS GOING TO INSTALL NEW ENGINE PRIOR TO NEXT FLIGHT. ONWER OPTED TO INSTALL NEW ENGINE INSTEAD OF TROUBLESHOOTING. 20010422012129I (-23)ON APRIL 22, 2001, ^PRIVACY DATA OMITTED^ OPERATED BEECHCRAFT BE-33, N21HZ, AS PILOT IN COMMAND. AT 1400 CDT, HE DEPARTED JOPLIN REGIONAL AIRPORT (JLN) ON AN IFR FLIGHT PLAN. AT 1405 CDT, WHILE CLIMBING OUT OF JOPLIN, HE REPORTED TO THE KANSAS CITY CENTER THAT HE WAS HAVING ENGINE PROBLEMS AND REQUESTED DIRECT SPRINGFIELD. THE KANSAS CITY CENTER CLEARED BEECH N21HZ DIRECT JOPLIN. WHILE IN A TURN BACK TO JOPLIN, THERE WAS A LOSS OF SEPARATION BETWEEN N21HZ AND BEECHCRAFT BE-400, N703LP, AN IFR AIRCRAFT WHICH HAD DEPARTED JLN. IN A TELEPHONE INTERVIEW, ^PRIVACY DATA O^ REPORTED THAT THERE WAS A VIOLENT SHAKING OF THE AIRCRAFT ENGINE WHEN HE DECIDED TO RETURN TO JOPLIN. UPON LANDING AT JLN, HE TAXIED N21HZ TO MAINTENANCE FOR AN INSPECTION AND DEPARTED JLN FOR ST. LOUIS WITHOUT FURTHER INCIDENT. INCIDENT NUMBER CE2001IGA0038 IS CONSIDERED CLOSED WITH THIS REPORT. 20010422013619A (.19)ON APRIL 22, 2001, AT 1100 EASTERN STANDARD TIME, AN AMERICAN GENERAL AIRCRAFT AG5B, N118VU, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING A PRECAUTIONARY LANDING ON RUNWAY 34 (2,400 FEET BY 65 FEET, WET/ASPHALT) AT THE FLEET FIELD AIRPORT, CULVER, INDIANA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE CROSS-COUNTRY FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, REPORTED NO INJURIES. THE FLIGHT DEPARTED THE LAWRENCEVILLE-VINCENNES AIRPORT, LAWRENCEVILLE, ILLINOIS, AT EXACT TIME UNKNOWN. THE PILOT REPORTED THAT HE ENCOUNTERED DETERIORATING IN-FLIGHT VISIBILITIES AND RAIN ALONG HIS ROUTE OF FLIGHT AND ELECTED TO LAND AT THE FLEET FIELD AIRPORT. THE PILOT REPORTED THAT DURING THE LANDING BRAKING ACTION WAS POOR, DUE TO THE WET RUNWAY CONDITION, AND THE AIRCRAFT OVERRAN THE RUNWAY STRIKING THE AIRPORT PERIMETER FENCE. (.4) THE PILOT REPORTED THAT HE ENCOUNTERED DETERIORATING IN-FLIGHT VISIBILITIES AND RAIN ALONG HIS ROUTE OF FLIGHT AND ELECTED TO LAND AT THE FLEET FIELD AIRPORT. THE PILOT REPORTED THAT DURING THE LANDING, ON RUNWAY 34 (2,4 00 FEET BY 75 FEET, WET/ASPHALT), BRAKING ACTION WAS POOR DUE TO THE WET RUNWAY CONDITION. THE PILOT STATED THAT THE AIRCRAFT OVERRAN THE END OF THE RUNWAY, STRUCK THE AIRPORT PERIMETER FENCE, AND FINALLY COMING TO REST ON A PERIMETER ROAD. NO ANOMALIES WERE FOUND WITH THE AIRCRAFT CONTROL SYSTEMS, INCLUDING THE BRAKE SYSTEM, WHICH COULD BE ASSOCIATED WITH ANY PREEXISTING CONDITION. AT THE TIME OF THE ACCIDENT, WEATHER DATA INDICATED THE WINDS WERE 180-DEGREES MAGNETIC AT 6-KNOTS. (-23) A/C BOUNCED THREE TIMES DURING LANDING PHASE AND OVER-RAN DEPARTURE END OF RUNWAY. A/C IMPACTED WIRE-MESH FENCE. THEN PROCEEDED DOWN INTO THE SHOULDER DEPRESSION NEXT TO ROAD AND CAME TO REST ON STATE ROAD 10. 20010422014029I (-23) ON TAKEOFF AT RIEGLE AIRPORT RUNWAY 31 STUDENT PILOT LOST CONTROL OF THE AIRCRAFT AND AFTER APPROXIMATELY 200 FEET VEERED TO THE LEFT AND CAME TO REST ON THE EDGE OF A PLOWED FIELD. THE AIRCRAFT SUSTAINED MINOR DAMAGE. NO FIRE OR INJURIES RESULTED FROM THIS INCIDENT. THIS INCIDENT IS CONSIDERED CLOSED. 20010422017709A (-23) 04/22/01: A PIPER PA-32 SERIES AIRCRAFT REPORTED ENGINE POWER LOSS AND ATTEMPTED TO LAND AT EZF (SHANNON) WHILE ENROUTE FROM CHO TO GED. THE PILOT REPORTED HE WAS UNABLE TO MAKE EZF AND MADE AN EMERGENCY LANDING IN KING GEORGE COUNTY ADJACENT TO A RESIDENCE. THE PILOT AND 3 PASSENGERS WERE REPORTED WITH NO LIFE THREATENING INJURIES. THEY WERE TREATED AND RELEASED FROM LOCAL HOSPITAL THE SAME DAY. AIRCRAFT MADE A FORCED LANDING APPROX. 50 YARDS FROM A HOUSE. (SEE ATTACHMENTS). 20010422040059A (-23) WHILE ENROUTE FROM ANCHORAGE TO FAIRBANKS THE PILOT CHOSE TO LAND AT THE SUMMIT AIRPORT FOR ENVIRONMENTAL REASONS. HE THOUGHT THE RUNWAY SURFACE APPEARED FIRM. HE LANDED IN ONE FOOT OF SOFT SNOW. THE AIRCRAFT FLIPPED OVER IMMEDIATELY. 20010423007819A (.19)ON APRIL 23, 2001, AT 1430 HOURS MOUNTAIN STANDARD TIME, A BELL BHT-206-L3, N215M, LOST ENGINE POWER AND MADE A FORCED AUTOROTATIVE LANDING IN DESERT TERRAIN EAST OF WILLCOX, ARIZONA. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, NEITHER THE CERTIFICATED COMMERCIAL PILOT NOR HIS TWO CREWMEMBERS WERE INJURED. CRITICAL AIR MEDICINE, INC., WAS OPERATING THE HELICOPTER AS A NON-REVENUE BUSINESS FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED FROM TUCSON INTERNATIONAL AIRPORT, TUCSON, ARIZONA, ABOUT 1400, AND WAS SCHEDULED TO TERMINATE AT THE NORTHERN COCHISE COMMUNITY HOSPITAL IN WILLCOX. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A COMPANY VFR FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT, THE HELICOPTER WAS IN CRUISE FLIGHT ABOUT 500 FEET AGL AND ABOUT 20 MILES WEST OF WILLCOX, WHEN THE ENGINE QUIT COMPLETELY. THE PILOT TURNED TO ENTER AN AUTOROTATION GLIDE INTO THE WINDS; HOWEVER, THE APPROACH WAS SHORT OF THE INTENDED POINT OF LANDING, THE TAIL BOOM STRUCK A MESQUITE TREE, AND THE HELICOPTER LANDED HARD. A POSTACCIDENT INSPECTION REVEALED THAT THE SKIDS WERE SPREAD, THE WINDSCREEN WAS BROKEN, AND THE TAIL BOOM WAS SEVERED. BOTH MAIN ROTOR BLADES SHOWED EVIDENCE OF STRUCTURAL SEPARATION THAT BEGAN ABOUT 3 FEET FROM THE BLADE GRIPS AND EXTENDED OUTBOARD TO THE BLADE TIPS. WEATHER IN TUCSON WAS REPORTED AS CLEAR WITH A SURFACE TEMPERATURE OF 91 DEGREES FAHRENHEIT. THE TURBINE-POWERED HELICOPTER WAS NOT EQUIPPED WITH AN ENGINE AUTO RELIGHT SYSTEM. (-23)PILOT REPORTED FAILURE WHILE MAKING A TURN TO OBSERVE WILDLIFE ENROUTE TO WILCOX AZ. AFTER DELIVERING PATIENT TO TUCSON MEDICAL CENTER TUCSON AZ. PILOT CLAIMED HE BEGAN AUTOROTATION AND STRUCK A TREE WITH THE TAIL ROTOR CAUSING THE ROTOR TO STRIKE THE TAIL BOOM SEVERING THE BOOM IN THREE PLACES AND CAUSING SUBSTANTIAL DAMAGE TO THE DRIVE SYSTEM AND THE SKIDS. THE EVIDENCE AT THE SCENE DOES NOT SUPPORT THIS STORY. THE TAILROTOR ACTUALLY STRUCK THE GROUND 17 FEET FROM THE TREE CAUSING THE TAILBOOM TO FAIL ALLOWING THE ROTOR TO STRIKE THE TAIL ROTOR, THE HELICOPTER THEN BOUNCED INTO THE TREE. IT APPREARS THAT THE ENGINE WAS MAKING POWER WHEN THE ROTOR STRUCK THE TAILBOOM DUE TO THE AMOUNT OF DAMAGE TO THE AIRFRAME. 20010423009139A (.19)ON APRIL 23, 2001, AT 1245 CENTRAL DAYLIGHT TIME, A CAP 232 AEROBATIC AIRPLANE, N232DG, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT CAUGHT FIRE WHILE TAXIING AT THE LAPORTE MUNICIPAL AIRPORT, LAPORTE, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT, EVACUATED THE BURNING AIRCRAFT AND WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. (-23)ON APRIL 23, 2001, AT 1245 CDT, A CAP 232, N232DG, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT CAUGHT FIRE WHILE TAXIING AT THE LAPORTE AIRPORT (T41), LAPORTE, TEXAS. THE COMMERICAL PILOT, WHO WAS THE SOLE OCCUPANT, EVACUATED THE BURNING AIRPLANE AND WAS NOT INJURED. VMC CONDITION PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATION PART 91 PERSONAL FLIGHT. (.4)ON APRIL 23, 2001, AT 1245 CENTRAL DAYLIGHT TIME, A CAP 232 EXPERIMENTAL ACROBATIC AIRPLANE, N232DG, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT CAUGHT FIRE WHILE TAXIING AT THE LAPORTE MUNICIPAL AIRPOR T, LAPORTE, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT, EVACUATED THE BURNING AIRCRAFT AND WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. DURING A TELEPHONE INTERVIEW WITH THE NTSB INVESTIGATOR-IN CHARGE, THE PILOT STATED THAT SHE WAS RETRIEVING HER AIRPLANE AFTER AN ANNUAL INSPECTION. A LINEMAN PUSHED (BY HAND) THE AIRCRAFT FROM A HANGAR AND HAD IT FUELED. SHE THEN BOARDED, STARTED THE ENGINE, AND BEGAN TO TAXI FROM THE RAMP. ABOUT HALF-WAY DOWN THE TAXIWAY, TOWARD THE DEPARTURE END OF THE RUNWAY, SHE NOTICED THAT SHE WAS USING "A LOT" OF POWER TO TAXI DOWNWIND. DURING THE TAXI, THE "BRAKES SEEMED TO BE OKAY" AS THEY ASSISTED DIRECTIONAL CONTROL "NORMALLY" DURING TURNS. THE PILOT THEN STOPPED AND TURNED INTO THE WIND TO SEE IF THE PARKING BRAKE WAS ENGAGED. THE BRAKE HANDLE WAS NOT "OUT" (ON) SO SHE PULLED IT OUT AND TAPPED THE BRAKES TO RELEASE IT, REPEATING THE PROCEDURE "4 OR 5 TIMES." AFTER CALLING ON UNICOM FREQUENCY FOR ASSISTANCE, SHE STARTED TO TAXI BACK TO THE HANGAR. JUST PRIOR TO REACHING THE RAMP, THE RIGHT BRAKE FAILED. THE AIRCRAFT TURNED LEFT AND THE PILOT STOPPED THE AIRCRAFT. AS AIRPORT PERSONNEL APPROACHED THE AIRCRAFT ON A GOLF CART, THE PILOT SHUT DOWN THE ENGINE AND SAW SMOKE COMING FROM THE RIGHT SIDE OF THE AIRCRAFT. SHE EXITED THE AIRCRAFT AND ATTEMPTED TO USE A FIRE EXTINGUISHER ON THE WHEEL THAT WAS IN FLAMES. THE FIRE DID NOT EXTINGUISH, SO BOTH SHE AND THE AIRPORT PERSONNEL BACKED AWAY AS THE AIRCRAFT WAS CONSUMED BY THE FIRE. THE FIRE DAMAGE WAS TOO EXTENSIVE TO DISCERN SPECIFIC ANOMALIES WITH THE NORMAL AND PARKING BRAKE SYSTEMS. 20010423009229I (-23)ON APRIL 23, 2201 AT 1730 LOCAL TIME, A CESSNA 150M, N103LE, REGISTERED TO LEADING EDGE AVIATION, INC., EXPERIENCED ENGINE FAILURE ON CLIMB WHILE PRACTING TOUCH AND GO LANDINGS AT VANDENBURG AIRPORT(X16) AND CRASHED IN A FIELD LESS THAN ONE MILE FROM THE END OF RUNWAY 23. VMC PREVAILED AT THE TIME. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM X16. 20010423010289I (-23)TAILWHEEL SPRING BROKE ON TOUCHDOWN. MINOR DAMAGE WITH NO INJURIES. 20010423010979A (-23)THE STUDENT AND FLIGHT INSTRUCTOR WERE PRACTICING HOVERING AUTOROTATIONS. DURING THE MANEUVER, THE STUDENT LOWERED THE COLLECTIVE RAPIDLY AND THE AIRCRAFT DESCENDED AND HIT THE GROUND. THE INSTRUCTOR TRIED TO SAVE THE MANEUVER AND WAS UNABLE TO DO SO. ONE OF THE SKIDS BECAME STUCK TO THE GROUND AND THE HELICOPTER ROLLED OVER. THERE WERE NO INJURIES, VISUAL METEOROLOGICAL CONDITIONS PREVAILED. 20010423012509I (-23) ON 4/23/01 AT 1900 EDT, A CESSNA 414, N483JF, REGISTERED TO PENTECOST TOURS INC, RAN OFF THE END OF THE RUNWAY AT CINCINNATI WEST AIRPORT (167) HARRISON, OHIO WHILE ON A PERSONAL FLIGHT. VFR CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED. THE PRIVATE PILOT, SOLE PERSON ON BOARD, WAS NOT INJURED. THE AIRCRAFT RECEIVED MINOR DAMAGE. THE FLIGHT ORIGINATED AT CINCINNATI INTERNATIONAL AIRPORT (CVG) ON 4/23/01 AT 1845 EDT. 20010423012629I (-23) FED EX MD-11-11F FLIGHT CREW REPORTED THAT THEY HAD A FIRE IN THE NUMBER 1 ENGINE. THE FLIGHT CREW DECLARED AN EMERGENCY INTO IND. FIRE RESCUE WAS DISPATCHED. THERE WAS NO VISIBLE SIGN OF FIRE. MAINTENANCE FOUND A BAD FIRE LOOP AND REPAIRED THE AIRCRAFT. 20010423014849I (-23) AFTER SEVERAL TOUCH AND GO LANDINGS, PILOT RECEIVED AN UNSAFE GEAR INDICATION FOR LANDING AT FT. PIERCE. AFTER TROUBLESHOOTING PROBLEM AND LANDING, RIGHT MAIN GEAR COLLAPSED, RIGHT FLAP BENT. 20010423027909I (-23) AVAILABLE FACTS INDICATE THAT THE CANADIAN AIRCRAFT DID NOT COMPLY WITH AN ALTITUDE ASSIGNMENT ISSUED BY ATC. A LOSS OF SEPARATION OCCURRED WITH THE CLOSEST PROXIMITY: VERTICAL 500 FT., HORIZONTAL .65 NMI. SEE BLOCKS 39 AND 40 BELOW FOR FURTHER EXPLANATION. 20010424007019I (-23)AIRCRAFT DROPPED INTO SNOW-COVERED RUT IN TAXIWAY DURING TAXI TO PARKING. INCIDENT COULD NOT BE READILY AVOIDED BY PILOT. NO CORRECTIVE ACTION WARRANTED. 20010424007439I (-23)CANADIAN REGISTERED AIRCRAFT AND PILOT HAD BEEN DOING TOUCH AND GO AT INDIANTOWN AIRPORT RETURNED TO F45 (NORTH COUNTY) FOR LANDING AFTER HEARING HYDRAULIC PUMP CYCLE SEVERAL TIMES. PILOT SELECTED GEAR DOWN AT F45 GEAR WOULD NOT FULLY EXTEND AND COULD NOT GEAR TO RETRACT TO FULL UP POSITION. PILOT DECLARED TO ATC EMERGENCY WITH PALM BEACH COUNTY FIRE AND POLICE RESPONDING. LANDING AT F45 GRASS STRIP ADJACENT TO RWY 13/31 AT F45 WITH GEAR PARTIALLY EXTENDED. LANDING ON GRASS WAS CONTROLLED SUCESSFULLY WITH NO INJURIES TO PILOT. AIRCRAFT CLEARED FROM GRASS AT AM NEXT DAY. POST INCIDENT INSPECTION REVEALED MINOR DAMAGE TO NOSE LANDING DOOR AND HINGES AND SKINNED PAINT ON FULL FROM GRASS LANDING. FLAP ACTUATOR SEAL LEAKING FLUID CAUSED LOSS OF HYDRAULIC FLUID AND PRESSURE. REPLACED SEALS (3) LISTED BY PART NUMBER ON PAGE ONE OF THE REPORT. 20010424007639I (-23)DUE TO AN ENGINE FIRE WARNING AFTER TAKEOFF, THE RIGHT ENGINE WAS SHUT DOWN DURING CLIMB OUT, BOTH FIRE BOTTLES WERE DISCHARGED AND AIRCRAFT RETRUNED TO LAND. THE CREW STOPPED ON THE RUNWAY, SHUT DOWN THE AIRCRAFT, AND EVACUATED THROUGH THE MAIN CABIN ENTRANCE AIRSTAIR DOOR. THE THREE FLIGHT CREWMEMBERS WERE THE SOLE OCCUPANTS. A POST-LANDING INVESTIGATION REVEALED THAT HERE HAD BEEN NO FIRE, AND MAINTENANCE DETERMINED THAT A CHAFED-THROUGH FIRE DETECTION LOOP IN ZONE 1 HAD CAUSED THE FALSE WARNING. THE LOOP WAS REPLACED, AND THE AIRCRFT RETURNED TO SERIVCE. 20010424008019A (-23)AIRCRAFT STRUCK A LARGE GOOSE AT ABOUT 50 FEET AGL WHILE ON APPROACH TO LANDING ONTO RUNWAY 15, RENTON, WASHINGTON, DURING TOUCH AND GO LANDINGS. THE CANADIAN GOOSE IMPACTED THE LEFT LEADING EDGE OF THE WING. THE PURPOSE OF THE FLIGHT WAS A SIX MONTH CHECK OUT, WHICH IS A REQUIREMENT OF PILOT S WHO WISH TO RENT AIRCRAFT FROM THE BOEING EMPLOYEES FLIGHT CLUB. 20010424008659I (-23)^PRIVACY DATA O^ WAS TAXIING HIS RENTED AIRCRAFT (RENTED FROM SUN WEST AIRCRAFT, INC.), A CESSNA 182Q, N12KM, FROM ITS PARKING SPOT ON THE MILLIONAIR PARKING APRON TOWARDS THE EASTERN END OF RUNWAY 10 RIGHT/28 LEFT. AS THE AIRCRAFT APPROACHED THE EDGE OF TAXIWAY "A", AT THE INTERSECTION OF TAXIWAY "E", ^PRIVACY DAT^ BRGAN A RIGHT TURN, AND STRUCK A TAXIWAY DIRECTIONAL SIGN WITH THE PROPELLER OF THE AIRCRAFT. THE TAXIWAY DIRECTIONAL SIGN WAS SURROUNDED BY A PAINTED DOUBLE YELLOW CIRCLE, WHICH MEASURED ABOUT 46 FEET EAST TO WEST AND 34 FEET NORTH TO SOUTH. THE SIGN WAS ABOUT 88 INCHES LONG AND 26 INCHES HIGH. ^PRIVACY DATA OM^, DIRECTOR OF MAINTENANCE OF DEL MONTE AVIATION, RESPONDED TO THE INCIDENT AND TOLD ^PRIVACY DAT^ THAT HE SHOULD NOT FLY THE AIRCRAFT WITHOUT AN INSPECTION. ^PRIVACY DAT^ SPOKE TO SOMEONE ON HIS CELL PHONE AND UPON COMPLETION OF THE CALL, HE SAID HE WAS GOING TO FLY IT HOME. WHEN THE AIRCRAFT RETURNED TO ITS HOME BASE, SUN WEST AVIATION INC HAD THE PROPELLER INSPECTED BY GOLDEN STATE PROPELLER IN SAN LUIS OBISPO, CA. UPON INSPECTION, THE PROPELLER WAS FOUND TO BE BEYOND REPAIR LIMITS TO REMOVE THE DAMAGES. THE PROPELLER WAS SUBSEQUENTLY REPLACED. 20010424009779I (-23)A NORTH AMERICAN T-6, SJN-4, HAD THE LEFT MAIN GEAR COLLAPSE DURING LANDING. THE AIRCRAFT SKIDDED TOWARD THE LEFT AND WENT ONTO THE MUD FOR APPROXIMATELY 80 FEET BEFORE IT CAME TO A REST. NO PROP STRIKE. NO MAJOR DAMAGE TO AIRFRAME. SOME DAMAGE TO LEFT AILERON AND LEFT AILERON HINGE. ALSO SOME INTERNAL DAMAGE TO LEFT FLAP. WHEN AIRCRAFT WAS PLACED ON JACKS TWO INSPECTORS FROM THIS FSDO OBSERVED THE LEFT MAIN GEAR LOCK DOWN PIN BIND AND FAIL TO LOCK GEAR DOWN THREE OUT OF THREE TIMES. 20010424011689A (-23)FARMINGTON AIRPORT MANAGER REPORTED A BRIEF DISTRESS CALL FROM THE AIRCRAFT FOLLOWED BY ENGINE SURGE SOUNDS. HE THEN WITNESSED THE AIRCRAFT MAKE AN APPARENT 90 DEGREE BANK TO A NOSE DOWN ATTITUDE INTO THE GROUND. THE AIRCRAFT WRECKAGE WAS FOUND APPROX. 2 MILES NORTH OF THE AIRPORT. THE PROPELLER WITH THE CRANKSHAFT FLANGE AND 1"-2" OF CRANKSHAFT WERE LOCATED 1/4-1/2 MILE EAST OF THE MAIN WRECKAGE; A DEBRIS FIELD OF MOSTLY EMPENNAGE PARTS WERE FOUND 1/4 MILE EAST OF PROPELLER. INVESTIGATION REVEALED THAT THE PROPELLER STRUCK THE EMPENNAGE 7-8 TIMES STARTING AT THE DORSAL FAIRING, PROGRESSING BACK THRU THE VERTICAL & HORIZONTAL STABILIZERS, ELEVATOR TORQUE TUBE & AFT FUSELAGE BULKHEAD. 20010424011939I (-23)INCIDENT NO. IGL1920010024. CONFIRMED AIRCRAFT TO BE UNREGISTERED ULTRALIGHT, OPERATED BY NON-CERTIFICATED PILOT. WITNESS STATED THAT AIRCRAFT DEPARTED TO THE NORTH, TURNED RIGHT AND DESCENDED INTO TERRAIN. THIS INCIDENT IS CLOSED. 20010424012469I (-23) PILOT WAS LANDING ON RUNWAY 30R WITH WINDS 260 AT 10. THE PILOT STATED THAT HE WAS APPROXIMATELY 5 FEET OFF THE RUNWAY AT ABOUT 60 MPH. THIS SPEED, ACCORDING TO THE PILOT, WAS WELL ABOVE STALL SPEED OF THE AIRCRAFT. THE PILOT IS NOT SURE WHETHER A GUST OF WIND CAUGHT HIM OR THE AIRCRAFT STALLED, BUT THE AIRCRAFT IMPACTED THE RUNWAY AT APPROXIMATELY 1000 FEET DOWN THE RUNWAY. THE AIRCRAFT THEN BOUNCED OFF OF THE RUNWAY TO THE NORTH AND ENDED UP COMING TO REST FACING APPROXIMATELY 130 DEGREES THE OPPOSITE DIRECTION 1800 FEET DOWN THE RUNWAY AND 30 FEET FROM THE EDGE. DAMAGE TO THE AIRCRAFT CONSISTS OF: THE MONO GEAR IS COLLAPSED, THE LEFT WING TIP IS SCUFFED, THE RIGHT WING TIP HAS SKIN DAMAGE THAT EXTENDS INTO THE 1ST AND 2ND SPAR AREA, AND THE FUSELAGE AREA BEHIND THE MONO GEAR IS WRINKLED. AFTER DE-PANELING THE AIRCRAFT AREAS IN QUESTION, THE DAMAGE TO THE AIRCRAFT IS MINOR IN NATURE. THE PILOT WAS THE SOLE OCCUPANT AND WAS UNINJURED. 20010424016169I (-23) ON MAY 4, 2001, CAPTAIN FUSCO WAS GIVEN A SIMULATOR EVALUATION BY HIS COMPANY, ON CROSSWIND LANDINGS. THIS EVALUATION WAS OBSERVED BY THE FAA AND THE RESULTS WERE SATISFACTORY. 20010425006709I (-23) AT APPROX. 1400 HOURS LOCAL TIME, THE PILOT WAS ACTING AS PIC OF A/C N330JE DURING A TRAINING FLIGHT AT SUNDANCE AIRPORT. THE PILOT WAS DEMONSTRATING A FORWARD SLIP TO LAND ON RUNWAY 17, WHEN ON SHORT FINAL THE SINK RATE SUDDENLY INCREASED RESULTING IN A TAIL LOW HARD LANDING. THE PILOT ADDED POWER BECOMING AIRBORNE AND CHOSE TO RETURN TO WILL ROGERS WORLD AIRPORT. EXAMINATION OF THE A/C REVEALED THAT THE BOTTOM TAIL SKIN AND TAIL TIE DOWN SKID WAS DAMAGED. THE VERTICAL STABILIZER AND RUDDER HAD WRINKLED SKIN AT THE UPPER AND LOWER HINGE POINTS. THE HORIZONTAL STABILIZER LOWER SKINS WERE OIL CANNED. 20010425007389A (-23)THE PILOT WAS CONDUCTING LOW LEVEL AERIAL GAME SURVEYS AND COULD NOT SEE THE SNOW COVERED TERRAIN. JUST AFTER COMPLETING A 180 DEGREE TURN THE AIRCRAFT FLEW INTO THE GROUND AND CRAHSED. 20010425008229I (-23)A CESSNA 182 (N2042R) TAXIED OUT AT PAGOSA SPRINGS AIRPORT AND STRUCK A PARKED CESSNA 150 (N714NF). THE CESSNA 182 THEN CONTINUED OUT TO THE RUNWAY (WITHOUT INSPECTION) AND DEPARTED. THE C150 REPORTEDLY RECEIVED MODERATE RUDDER DAMAGE. OWNER OF THE C182 REPORTS ALMOST "UNNOTICEABLE" DAMAGE. 20010425008849A (-23)RIGHT MAIN LANDING GEAR SPRING LEG BROKE ON LANDING. UPON EXAMINATION OF THE GEAR LEG, THERE IS THE APPEARANCE OF A CRACK THAT HAD STARTED AT THE BOLT HOLE WHERE THE STEP ATTACHES TO THE GEAR LEG. IT APPEARS THAT THIS MAY NOT HAVE BEEN VISIBLE DURING INSPECTION. THIS IS THE ORIGINAL GEAR LEG AND AT THIS TIME IS 52 YEARS OLD. AN M&D REPORT WILL BE GENERATED ON THE PART. 20010425008999A (-23) PILOT STATEMENT REF: EMERGENCY LANDING ... GERMANTOWN, TN...25 APR 01AT APPROXIMATELY 1500 CT I DEPARTED MY HOME FOR THE WOLF RIVER AIRPORT. THE WEATHER WAS VFR AND THE WINDS WERE RELATIVELY CALM. WHEN I OPENED MY HANGAR DOOR I NOTICED THE MAIN TIRES WERE A LITTLE LOW SO I INITIALLY CONCENTRATED ON GETTING BOTH TIRES PROPERLY INFLATED. I THEN INSTALLED THE BATTERY AND SET UP THE COCKPIT. I ROLLED THE AIRCRAFT TO THE DOOR SO I WOULD HAVE MORE LIGHT AND BEGAN MY PREFLIGHT. AFTER CHECKING BOTH FUEL SUMPS I PUMPED UP PRESSURE WITH THE WOBBLE PUMP TO PUT FUEL THROUGH THE PRESSURE CARBURETOR. THE WALK AROUND WAS UNEVENTFUL. AFTER OPENING THE COWLING I DOUBLE-CHECKED ALL CONNECTIONS AND TOPPED OFF THE BRAKE RESERVOIR. FINALLY, I CLIMBED UP OVER THE LEFT WHEEL STRUT, OPENED THE FUEL TANK CAP AND INSPECTGED THE FUEL QUANTITY. BASED ON MY EXPERIENCE WITH THIS AIRCRAFT (20 YEARS) I DETERMINED THAT I HAD APPROXIMATELY 1/2 TANK OF FUEL. THE PLANNED FLIGHT WAS TO TAKE NO MORE THAN 20 MINUTES. AT 8.5 GALLONS PER HOUR BURN, I WAS COMFORTABLE WITH THE AMOUNT. MY NORMAL APPROACH WOULD BE TO TOP OFF THE TANK, BUT THE PUMPS AT WOLF RIVER HAD NOT TO THE BEST OF MY KNOWLEDGE BEEN WORKING. WHEN I SCANNED THE VIEW TUBE THAT SHOWS FUEL QUANTITY ON THE REAR OF THE TANK I WAS SATISFIED THAT I HAD AT LEAST 12 GALLONS OF FUEL. WITH THE AIRCRAFT IN THE RESTING POSITION YOU CANNOT SEE THE TOP OF THE FUEL LEVEL FROM OUTSIDE IF THERE IS MORE THAN 12 GALLONS IN THE TANK. THE START UP, TAXIING, AND RUNUP WERE ALL NORMAL. I DEPARTED NORTH AT APPROXIMATELY 1615 AND CLIMBED TO 1500MSL. FLYING WEST OVER GERMANTOWN AT 1620 I SUDDENLY EXPERIENCED THE ENGINE LOSING POWER. I BEGAN A SLOW TURN TO THE NORTH TO RETURN TO THE FIELD AND TO GET AWAY FROM THE CITY. PART WAY THROUGH THE TURN THE ENGINE QUIT. I WAS UNSUCCESSFUL WITH A RESTART ATTEMPT. AT 1200MSL I KNEW I HAD AN EMERGENCY LANDING SITUATION. I FIRST REJECTED DOGWOOD RD. BECAUSE OF CARS, BUT A SECOND GLANCE SHOWED ONLY 1 EASTBOUND AND 2 WESTBOUND CARS. I MANEUVERED TO LAND EAST IN FRONT OF THE EASTBOUND CAR. THE SECOND WESTBOUND CAR EXITED THE ROAD. WHAT I DID NOT SEE WAS THE FIRST WESTBOUND CAR REVERSE DIRECTION AND HEAD EAST. MY GEAR STRUCK THE FIRST CAR IN ON THE UPPER LEFT CORNER OF THE REAR WINDOW. THE CONTACT CAUSED THE PLANE TO VEER TO THE RIGHT STRIKING A UTILITY POLE WITH THE RIGHT WING. NEXT THE LEFT WING STRUCK A WOODEN MAILBOX AND THEN THE RIGHT STAB HIT A STREET SIGN. EACH STRIKE SLOWED THE PLANE UNTIL IT PITCHED OVER ONTO THE SPINNER AND TURNED 1/4 TURN TO THE LEFT AND PLOPPED DOWN ON THE TAILWHEEL. I WAS NOT INJURED NOR WAS ANYONE ON THE GROUND. I EXITED THE AIRCRAFT AFTER SECURING ALL SWITCHES AND FUEL SELECT VALVES. WHEN THE RESPONSE TEAM ARRIVED I REQUESTED THEY CALL THE FAA. THIS IS PROBABLY MORE THAN I SHOULD SAY, BUT I HAVE COMMITTED MY LIFE TO AVIATION AND THE TRUTH IS ALL THAT FLIES. 20010425009299I (-23)AIRCRAFT EXPERIENCED AN ELECTRICAL PROBLEM. LANDING GEAR LOWERED ELECTRICALLY AND AIRCRAFT EXPERIENCED A TOTAL ELECTRIAL FAILURE. MANUAL GEAR LOWERING PROCEDURES UTILIZED. ANOTHER AIRCRAFT INDICATED THAT THE GEAR APPEARED TO BE DOWN AND LOCKED. NOSE GEAR COLLAPSED ON LANDING. 20010425010709I (-23)ON 04-25-01, AT APPROXIMATELY 1030 MDT, N9472E, A CESSNA CE-182-R, DEPARTED ALAMOGORDO, NM ENROUTE TO CARLSBAD, NM ON A CIVIL AIRPATROL MISSION. APPROXIMATELY 2.5 HOURS INTO THE FLIGHT, AT 10 MILES S OF CARLSBAD, NM, THE ENGINE BEGAN RUNNING ROUGH AND PROMPTY QUIT. PILOT LANDED OFF AIRPORT APPROXIMATELY 2 SOUTH OF CNM. AIRCRAFT SUSTAINED NO DAMAGE AND THE PILOT AND 1 PASSENGER ARE NOT INJURED. POST FLIGHT INSPECTION REVEALED FUEL EXHAUSTION. 20010425013839I (-23) THE CAPTAIN REPORTED THAT EN ROUTE FROM EWR TO ORF, THE "AUTO TRIM FAIL" AND THE "PIT TRIM #1 FAIL" ICAS CAPTIONS ILLUMINATED, AND APPROX. 15 MINUTES LATER, THE BACKUP TRIM SYSTEM #2 ALSO FAILED. NO PITCH TRIM WAS THEN AVAILABLE, AND TRIM STUCK AT +1. DETAILED TROUBLESHOOTING BY COMPANY MAINTENANCE PERSONNEL, AND ASSISTED BY EMBRAER TECH REPS, DETERMINED THAT THE PITCH TRIM ACTUATOR HAD FAILED. THE ACTUATOR WAS REPLACED WITH A P/N 362200-1011 UNIT, THE SYSTEM FUNCTIONALLY CHECKED, AND THE AIRCRAFT RETURNED TO SERVICE. THE DFDR WAS REMOVED, AND A COMPLETE DOWNLOAD DATA FILE WAS PROVIDED TO THE NTSB. THE FAILED TRIM ACTUATOR WAS DELIVERED TO THE NTSB WASHINGTON HEADQUARTERS, FOR FURTHER INVESTIGATION. (.4) DURING CRUISE FLIGHT, THE HORIZONTAL STABILIZER JAMMED IN THE (-1)-DEGREE TRIM POSITION. AFTER AN UNEVENTFUL LANDING, THE ELEVATOR TRIM ACTUATOR WAS FORWARDED TO THE MANUFACTURER FOR EXAMINATION UNDER THE SUPERVISION OF A SAFETY BOARD INVESTIGATOR. THE ELEVATOR TRIM ACTUATOR CONTAINED A PRIMARY AND BACK-UP CLUTCH GEAR, AND EACH GEAR HAD A RESPECTIVE TORQUE NUT AND LOCK WASHER. THE EXAMINATION REVEALED THAT THAT THE TABS ON THE LOCK WASHERS W ERE NOT BENT OVER INTO THE LOCKED POSITION. ADDITIONALLY, THERE WAS NO EVIDENCE THAT THE TABS HAD EVER BEEN BENT INTO THE LOCKED POSITION. THE BACK-UP CLUTCH TORQUE NUT HAD BACKED OFF AND DOWN THE SHAFT, COMING TO REST AGAINST THE CLUTCH GEAR CLUSTER BEARING OUTER RACE. THE BACKED-OFF NUT EXHIBITED A SCRATCH AROUND THE OUTER EDGE OF THE FACE, CONSISTENT WITH FOULING AGAINST THE CLUTCH GEAR CLUSTER BEARING OUTER RACE, SUBSEQUENTLY JAMMING THE UNIT. THE MANUFACTURER IDENTIFIED THE ISOLATED ERROR IN THE PRODUCTION PROCESS. 20010425015539I (-23) PILOT WAS PRACTICING CROSS-WIND LANDINGS. AIRCRAFT RAN OFF THE RUNWAY. THE RIGHT-WING TIP HIT THE RUNWAY AS AIRCRAFT GROUND LOOPED AND WENT INTO A POND. 20010426006779I (.19)ON APRIL 26, 2001, AT ABOUT 0629 CENTRAL DAYLIGHT TIME, A BOEING/MCDONNELL DOUGLAS DC-8-71F, N8076U, REGISTERED TO EMERY WORLDWIDE AIRLINES, INC., OPERATING AS A 14 CFR PART 121 CARGO FLIGHT, FLIGHT 228, SUSTAINED A LEFT MAIN LANDING GEAR, (LMLG) UP LANDING AT NASHVILLE INTERNATIONAL AIRPORT, NASHVILLE, TENNESSEE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN WAS FILED. THE AIRLINE TRANSPORT-RATED PILOT, COPILOT, AND FLIGHT ENGINEER WERE NOT INJURED, AND THE AIRCRAFT SUSTAINED MINOR DAMAGE. THE FLIGHT DEPARTED DAYTON, OHIO, ABOUT 42 MINUTES BEFORE THE INCIDENT. POSTINCIDENT EXAMINATION OF THE AIRCRAFT AND AIRCRAFT MAINTENANCE LOGS REVEALED THAT PRIOR TO THE FLIGHT, ON APRIL 25, 2000, THE LMLG HYDRAULIC SYSTEM HAD UNDERGONE A COMPONENT CHANGE BY EMERY MAINTENANCE AT DAYTON. THE COMPONENT REPLACED WAS A HYDRAULIC FLOW RESTRICTOR, PN 6F2020-1. THE PART NUMBER OF THE INSTALLED REPLACEMENT COMPONENT WAS NOT DEPICTED ANYWHERE ON THE COMPONENT. REFERENCE TO THE AIRCRAFT LOG PAGES REVEALED THE PART NUMBER OF THE INSTALLED PART WAS 4776708-5503. THE DOUGLAS AIRCRAFT CORPORATION (DAC) SEPCIFICATION FOR THIS PART (6F2020-1, A RESTRICTOR VALVE), BASED ON THE ILLUSTRAT ED PART CATALOG FOR THE AIRCRAFT IS 4776708-5503 WITH 4776708-5503A AS AN ACCEPTABLE SUBSTITUTE. THE PART WHICH WAS INSTALLED ON THE AIRCRAFT, TAGGED AS 4776708-5503A, APPEARS TO BE A ONE WAY CHECK VALVE RATHER THA A RESTRICTOR VALVE. THE RECOVERY CREW HAD TO BYPASS THE COMPONENT TO GET THE LMLG TO EXTEND ON THE GROUND. THE FLOW RESTRICTOR, PN 6F2020-1, WAS REMOVED FROM THE RMLG HYDRAULIC SYSTEM, AND INSTALLED IN THE LMLG SYSTEM AND NORMAL OPERATION OF THE LMLG OCCURRED. (-23)LEFT MAIN GEAR FAILED TO EXTEND. CHECKLIST COMPLIED WITH AND AN EMERGENCY LANDING WAS ACCOMPLISHED WITH MINOR DAMAGE TO ENGINES 1& 2. ^PRIVACY DATA OMITTED^ 20010426006899A (.19) ON APRIL 26, 2001, APPROX. 1035 PDT, A MAULE M-7-235, N126DP, NOSED OVER DURING A LANDING ON SOFT TERRAIN NEAR THE EDGE OF SUMMER LAKE, SUMMER LAKE, OREGON. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED, BUT THE A/C, WHICH WAS OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE 14 CFR PART 91 PERSONAL PLEASURE FLIGHT, WHICH DEPARTED BEND, OREGON, ABOUT 30 MINUTES EARLIER, WAS BEING ACTIVATED BY THE ACCIDENT SEQUENCE, WAS TURNED OFF AT THE SCENE. ACCORDING TO THE PILOT, HE LANDED IN AN AREA THAT HAD BEEN PREVIOUSLY BEEN COVERED BY THE LAKE WHEN WATER LEVELS WERE HIGHER. ALTHOUGH THE TOUCHDOWN WAS UNEVENTFUL, AS THE A/C SLOWED, THE MAIN GEAR SANK INTO THE SOFT TERRAIN AND IT NOSED OVER ONTO ITS BACK. (-23)THE 14 CFR PART 91 PERSONAL PLEASURE FLIGHT DEPARTED BEND, OR (S07), 30 MINUTES EARLIER. NO FILED FLIGHT PLAN. THE PILOT STATED HE LANDED IN AN AREA THAT PREVIOUSLY HAD BEEN COVERED BY LAKE WATER. TOUCHEDOWN WAS UNEVENTFUL. AS THE AIRCRAFT SLOWED, THE MAIN GEAR SANK INTO THE SOFT TERRAIN,AND IT NOSED OVER ONTO ITS BACK. LOCATION WAS NEAR THE EDGE OF SUMMER LAKE (N 43.48 X W 120.39.83, 7 MILES NORTH OF PAISLEY STATE (22S). 20010426007279A (-23)DURING LANDING THE PILOT FLARED TOO HIGH AND EXPERIENCED A HIGH SINK RATE. THE PILOT POWER IN AN UNSUCCESSFUL ATTEMPT TO MAKE A GO-AROUND. THE AIRCRAFT TOUCHED DOWN VERY HARD AND BOUNCED BACK INTO THE AIR. THE PILOT LOST CONTROL AT THIS POINT. THE AIRCRAFT VEERED TO THE LEFT, DEPARTED THE RUNWAY AND IMPACTED SMALL TREES ON THE LEFT SIDE OF THE RUNWAY. 20010426007649I (-23)PILOT MADE A NORMAL LANDING ON GRASS RUNWAY, AND DURING ROLLOUT, THE RIGHT MAIN GEAR DROPPED INTO A HOLE CAUSING THE AIRCRAFT TO GROUND LOOP. 20010426008099A (-23)ON APRIL 29, 2001, BRAIN SCHROEDER ATTEMPTED TO LAND CE-402, N80Q, AT DEL RIO INTERNATIONAL AIRPORT. HE MADE THREE ATTEMPTS TO LAND AND ON THE THIRD ATTEMPT THE PLANE CRASHED HALF A MILE SHORT OF THE RUNWAY. MR. SCHROEDER TOLD OTHER PEOPLE ON THE RADIO THAT HE WAS HAVING TROUBLE DISENGAGING THE AUTO PILOT. ON INVESTIGATION OF THE ACCIDENT EVIDENCE WAS FOUND WHERE THE ELEVATOR TRIM TAB WAS NOT CONNECTED PROPERLY AFTER MAINTENANCE 10 HRS BEFORE THE CRASH. (.19)ON APRIL 26, 2001, APPROXIMATELY 0830 CENTRAL DAYLIGHT TIME, A CESSNA 402B MULTI-ENGINE AIRPLANE, N80Q, REGISTERED TO TEXAS AIR CHARTERS INC., OF DENTON, TEXAS, AND OPERATED BY TEXSTAR AIRFREIGHT INC., OF DENTON, TEXAS, WAS DESTROYED BY A POST IMPACT FIRE AFTER IT IMPACTED THE GROUND WHILE ON FINAL APPROACH TO RUNWAY 13 AT THE DEL RIO INTERNATIONAL AIRPORT, DEL RIO, TEXAS. THE COMMERCIAL PILOT, WHO WAS THE SOLE OCCUPANT, SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT PLAN WAS FILED FOR THE 14CODE OF FEDERAL REGULATIONS PART 135 DOMESTIC CARGO FLIGHT. THE FLIGHT ORIGINATED FROM THE SAN ANTONIO INTERNATIONAL AIRPORT A T 0745. 20010426008839A (-23)ENROUTE FROM BROOOKSVILLE (BVK) TO GAINSVILLE (GNV) ON IFR FLIGHT PLAN, ACTUAL WEATHER VMC, RADIOS STARTED TO SLOWLY FADE. AT POINT BEYOND MIDWAY OF FLIGHT PILOT LAST RADIO COMMUNICATION. PILOT CONTINUED WITH FLIGHT AS FILED USING HAND HELD GPS FOR NAVIGATION. PILOT NOTICED AMMETER SHOWED DISCHARGED AND REDUCED ELECTRICAL LOAD. PILOT RESET THRANSPONDER TO 7600 AND CONTINUED FLIGHT. UPON ARRIVING AT GNV PILOT TOWER LOOKING FOR LIGHT SIGNALS. PILOT RECEIVED CLEAR TO LAND FROM TOWER AND ENTERED PATTERN. PILOT SELECTED GEAR DOWN. PILOT OBSERVED GEAR IN DOWN POSITION, HOWEVER THE GREEN DOWN AND LOCKED LIGHT DID NOT ILLUMINATE. PILOT ASSUMED THIS WAS DUE TO ALCK OF ELECTRICAL POWER AND CONTINUED WITH LANDING. UPON TOUCHDOWN THE MAIN GEAR COLLAPSED. DAMAGE TO THE AIRCRAFT WAS LIMITED TO THE LEFT HORIZONTAL STABILIZER, LEFT ELEVATOR, LEFT WING TIP FAIRING AND ONE ANTENNA ON LOWER FUSELAGE. (.4) ON APRIL 26, 2001, ABOUT 1315 EASTERN DAYLIGHT TIME, A CESSNA 210N, N6585A, REGISTERED TO AND OPERATED BY AIR CARRIERS, INC., AS FAST CHECK FLIGHT 269, EXPERIENCED COLLAPSE OF THE MAIN LANDING GEAR DURING THE LANDING ROL L AT THE GAINESVILLE REGIONAL AIRPORT, GAINESVILLE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 135 NON-SCHEDULED DOMESTIC CARGO FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED AT 1155 FROM THE HERNANDO COUNTY AIRPORT, BROOKSVILLE, FLORIDA. THE PILOT STATED THAT THE FIRST TWO LEGS IN THE ACCIDENT AIRPLANE WERE UNEVENTFUL. THE FLIGHT DEPARTED ON THE THIRD LEG AND APPROXIMATELY 15 MINUTES INTO THE FLIGHT, HE NOTED A PROBLEM WITH THE AIRPLANE'S RADIOS. HE ATTEMPTED TO TROUBLESHOOT THE RADIO PROBLEM AND CHECKED THE AMMETER WHICH INDICATED A SLIGHT DISCHARGE. HE TURNED ON ALL THE AIRCRAFT'S LIGHT TO SEE IF THE AMMETER WOULD CHANGE; IT DID NOT. HE THEN SECURED ALL ELECTRICAL EQUIPMENT WITH THE EXCEPTION OF THE NO. 1 COMMUNICATION TRANSCEIVER AND TRANSPONDER. HE CHECKED THE CIRCUIT BREAKERS AND RESET THE ALTERNATOR SWITCH; WITH NEGATIVE RESULTS. ON APPROACH TO THE DESTINATION AIRPORT HE REMAINED HIGH AND BEGAN TO CIRCLE AWAITING LIGHT GUN SIGNALS FROM THE TOWER. HE RECEIVED A SIGNAL THAT THE FLIGHT WAS CLEARED TO LAND AND LOWERED THE LANDING GEAR ELECTRICALLY. HE REPORTED HEARING THE LANDING GEAR MOTOR OPERATE, FELT A SENSATION THAT HE EQUATED TO WAS THE LANDING GEAR LOCKING INTO POSITION, AND LOOKED OUT AND THOUGHT THAT THE MAIN LANDING GEAR WERE LOCKED INTO POSITION; HE COULD NOT SEE THE GEAR DOWN AND LOCKED LIGHT DUE TO SUNLIGHT. AFTER TOUCHDOWN, THE MAIN LANDING GEAR COLLAPSED; THE NOSE LANDING GEAR DID NOT COLLAPSE. EXAMINATION OF THE AIRPLANE BY AN FEDERAL AVIATION ADMINISTRATION (FAA) AIRWORTHINESS INSPECTOR REVEALED THAT THE "A+" ELECTRICAL CABLE WHICH IS CONNECTED TO THE ALTERNATOR AND TO A TERMINAL BOARD AT THE FIREWALL, SEPARATED FROM THE WIRE CONNECTOR AT THE TERMINAL BOARD AT THE FIREWALL. FURTHER EXAMINATION DETERMINED THAT THE CABLE WAS LOCALLY MANUFACTURED AND APPEARED TO BE TOO SHORT WHICH DID NOT ALLOW FOR VIBRATION. A COPY OF THE FAA INSPECTOR STATEMENT IS AN ATTACHMENT TO THIS REPORT. 20010426008899A (-23)PILOT LOST POWER ON TAKOFF. BOTH ENGINE APPEARED TO BE NOT GENERATING POWER AT THE TIME OF THE CRASH. FUEL SAMPLES HAVE BEEN TAKEN BY NTSB. A FOLLOW-UP WILL BE PURSUED ON THE ENGINES TO SEE IF THE SOURCE OF THE LOST POWER CAN BE FOUND. SAMPLING OF THE PLUGS SHOWED NO ABNORMALITIES. INSPECTION OF THE COCKPIT DID NOT REVEAL CONTROLS IN AN ABNORMAL CONDITION. 20010426008939A (-23)AIRCRAFT WAS ASCENDING THROUGH APPROXIMATELY 1,000 AGL WHEN IT LOST POWER. PILOT PLACED IGNITION ON AND EMERGENCY FUEL ON. PILOT DID NOT NOTICE A PERFORMANCE CHANGE AND PLACED LEVER INTO FEATHER. PILOT CHOSE AN EMPTY FIELD TO MAKE A FORCED LANDING INTO THE PREVAILING WIND (<5KNOTS) AND TOUCHED DOWN NOSE WHEEL FIRST. THE RIGHT MAIN GEAR DUG INTO THE DIRT AFTER THE NOSE WHEEL FAILED. THE PILOT THEN APPLIED LEFT RUDDER TO TURN THE AIRCRAFT. THE RIGHT WING TIP CONTACTED THE GROUND AND THE AIRCRAFT FLIPPED OVER ONTO ITS TOP. INSPECTION OF THE ENGINE REVEALED THAT THE LOW PITCH STOP COLLAR CARBON BLOCK ASSEMBLY P/N B5121 WAS MISSING FROM THE PROPELLER REVERSING LEVER. THIS INVESTIGATION IS CLOSED. 20010426010029A (.19)ON APRIL 26, 2001, ABOUT 1435 EASTERN DAYLIGHT TIME, AN AEROSPATIALE ATR 42-300, N223AT, REGISTERED TO GPA ATR II, INC., OPERATED BY AMERICAL EAGLE AIRLINES, AS FLIGHT 5238, ENCOUNTERED SEVERE TO MODERATE TURBULENCE DURING CRUISE FLIGHT OVER THE ATLANTIC OCEAN. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 121 SCHEDULED, INTERNATIONAL, PASSENGER FLIGHT. THE AIRPLANE WAS NOT DAMAGED AND THERE WERE NO INJURIES TO THE CAPTAIN, FIRST OFFICER, OR NINE PASSENGERS. THE FLIGHT ATTENDANT SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED ABOUT 1355 FROM THE GEORGETOWN AIRPORT, GEORGETOWN, BAHAMAS. THE CAPTAIN REPORTED TO HIS COMPANY THAT THE FLIGHT WAS ENCOUNTERING LIGHT RAIN WHILE FLYING AT 16,000 FEET; THE FLIGHT ATTENDANT HAD THE SERVING CART OUT. THE WEATHER AVOIDANCE RADAR WAS NOT INDICATING ANY SERIOUS CONVECTIVE ACTIVITY AND THE CONTROLLER ADVISED THE FLIGHTCREW THAT HE WAS SHOWING TURBULENCE 20-30 MILES AHEAD. THE FLIGHT WAS VECTORED TO AVOID THE TURBULENCE AND ENCOUNTERED MODERATE TO SEVERE TURBULENCE AFTER ENTERING A CLOUD THAT WAS NOT SHOWING ON THE WEATHER RADAR. THE FLIGHT ATTENDANT REPORTEDLY BROKE BOTH LOWER BONES IN HER RIGHT LEG; SHE WAS ATTENDED BY A PASSENGER WHO IS AN EMERGENCY MEDICAL TECHNICIAN (EMT). THE FLIGHT CONTINUED TO THE DESTINATION AIRPORT AND LANDED UNEVENTFULLY. THE CAPTAIN FIRST DECLARED A MEDICAL EMERGENCY AT 1448 LOCAL, AND ADVISED THE CONTROLLER WHEN ASKED THAT THE FLIGHT HAD ENCOUNTERED TURBULENCE 50 MILES BACK. (.4) ON APRIL 26, 2001, ABOUT 1435 EASTERN DAYLIGHT TIME, AN AEROSPATIALE ATR 42-300, N223AT, REGISTERED TO GPA ATR II, INC., OPERATED BY AMERICAN EAGLE AIRLINES, AS FLIGHT 5238, ENCOUNTERED SEVERE TO MODERATE TURBULENCE DURING CRUISE FLIGHT OVER THE ATLANTIC OCEAN. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) PREVAILED AT THE TIME AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 121 SCHEDULED, INTERNATIONAL, PASSENGER FLIGHT. THE AIRPLANE WAS NOT DAMAGED AND THERE WERE NO INJURIES TO THE CAPTAIN, FIRST OFFICER, OR NINE PASSENGERS. THE FLIGHT ATTENDANT SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED ABOUT 1355, FROM THE GEORGETOWN AIRPORT, GEORGETOWN, BAHAMAS. THE CAPTAIN REPORTED THAT WHILE FLYING AT 16,000 FEET IN VISUAL FLIGHT RULES CONDITIONS WITH SCATTERED PRECIPITATION, AIR TRAF FIC CONTROL (ATC) ADVISED OF AN AREA OF TURBULENCE THAT WAS LOCATED APPROXIMATELY 25 TO 30 MILES FROM THEIR PRESENT POSITION. THE FLIGHTCREW WAS ADVISED OF A HEADING TO FLY WHICH LED THE AIRPLANE INTO A CLOUD THAT WAS NOT DEPICTED ON THE WEATHER AVOIDANCE RADAR. "IN THIS CLOUD WE ENCOUNTERED MODERATE TO SEVERE TURBULENCE...." ACCORDING TO THE AMERICAN EAGLE SAFETY/FLIGHT SERVICE TRIP REPORT (FSTR) WHICH IS AN ATTACHMENT TO THIS REPORT, "[FLIGHT ATTENDANT] ALVAREZ WAS FINISHING HER BEVERAGE SERVICE AND THEY HIT TURBULENCE. SHE FLEW INTO THE AIR TWICE AND CART CAME DOWN ON HER RIGHT LEG. SHE WAS ON HER WAY TO THE GALLEY TO STOW CART." THE CAPTAIN ALSO REPORTED THAT THE AUTOPILOT WHICH WAS ON AT THE TIME, DID NOT DISENGAGE. A PASSENGER WHO IS AN EMERGENCY MEDICAL TECHNICIAN (EMT), ATTENDED TO THE INJURED FLIGHT ATTENDANT AND WAS ASSISTED INITIALLY BY THE FIRST OFFICER. A MEDICAL EMERGENCY WAS DECLARED AND THE FLIGHT CONTINUED TO THE DESTINATION AIRPORT AND LANDED UNEVENTFULLY. THE FIRST REPORT TO ATC OCCURRED AT 1448 LOCAL, WHEN, WHILE APPROACHING THE JUNUR INTERSECTION, A FLIGHTCREW MEMBER DECLARED A MEDICAL EMERGENCY AND ADVISED THE CONTROLLER THAT THE FLIGHT HAD ENCOUNTERED TURBULENCE 50 MILES BACK. 20010426010599I (-23) AFTER LANDING, THE FLIGHT CREW COULD NOT KEEP THE AIRCRAFT ON THE RUNWAY. IT DEPARTED THE LEFT SIDE OF RUNWAY 16, HITTING A TAXIWAY SIGN, CAUSING MINOR DAMAGE TO THE AIRCRAFT. THE ANTI-SKID WAS SUSPECT AND WAS RETURNED TO LEAR JET FOR ANALYSIS. 20010426011099A (.19)ON APRIL 26, 2001, AT APPROXIMATELY 1610 MDT, A BELLANCA BL17-30, N6671V, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING AN ABORTED LANDING ON A COUNTY ROAD, 12 MILES WEST OF COLUMBUS, NEW MEXICO. THE PRIVATE PILOT AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. NO FLIGHT PLAN WAS FILED FOR THIS PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT DEPARTED DEMING MUNICIPAL AIRPORT, DEMING, NEW MEXICO, AT APPROXIMATELY 1555. ACCORDING TO THE PILOT, HE WAS PREPARING TO LAND WESTBOUND ON CARZELIA LOOP ROAD, WHEN A "DUST DEVIL" STRUCK THE AIRPLANE. AS HE APPLIED FULL POWER TO ABORT HIS LANDING, A GUST OF WIND STRUCK THE AIRPLANE CAUSING IT TO DRIFT TO THE SOUTH OF THE ROAD TOWARDS A SET OF POWER LINES. AS HE TRIED TO MANEUVER THE AIRPLANE OVER THE POWER LINES,THE AIRPLANE STALLED AND IMPACTED THE DITCH ON THE NORTH SIDE OF THE ROAD. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE TO THE FUSELAGE, EMPENNAGE, RIGHT WING TIP, NOSE LANDING GEAR, BOTH LEFT AND RIGHT MAIN LANDING GEAR AND PROPELLER. THE WINDS AT THE TIME OF THE ACCIDENT WERE LIGHT AND VARIABLE AT 4 KNOTS. (-23) ON 04/26/01 AT 1610 MDT A BELLANCA BL-17-30 (N6671V) OWNED AND OPERATED BY MR. JAMES A. JOHNSON, ^PRIVACY DATA OMITTED^ SUSTAINED SUBSTANTIAL DAMAGE WHEN THE AIRCRAFT STALLED WHILE ABORTING A LANDING ON A COUNTY ROAD 12 MILES WEST OF COLUMBUS, NM. THE PRIVATE PILOT AND HIS PASSENGER WERE NOT INJURED IN THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT UNDER 14 CFR PART 91 THAT DEPARTED DEMING, NM (DMN) 1551 MDT. MR. JOHNSON HOLDS PRIVATE PILOT CERTIFICATE #585633154, WITH AIRPLANE SINGLE LAND RATING. 20010426011469I (-23)AIRCRAFT LANDED WITHOUT THE GEAR EXTENDED. 20010426012149I (-23) MR. PELL WAS LANDING AT UMP AIRPORT LATE AT NIGHT AND FORGOT TO PUT HIS LANDING GEAR DOWN. THE AIRCRAFT RECEIVED LITTLE TO NO DAMAGE. ^PRIVACY DATA OMITTED^ 20010426012419I (-23) PILOT WAS PERFORMING A VMC PLEASURE FLIGHT IN RURAL AREA. DURING FLIGHT, PILOT INTENTIONALLY ALLOWED AIRCRAFT TO DESCEND TO APPROXIMATELY TWO TO THREE HUNDRED FEET ABOVE GROUND LEVEL (AGL). WHILE FLYING PARALLEL TO ROAD, PILOT STATED HE WAS UNAWARE THAT AIRCRAFT HAD DESCENDED TO BELOW ONE HUNDRED FEET AGL. AIRCRAFT CAME IN CONTACT WITH POWERLINES WHICH RAN PERPENDICULAR TO RAOD. PILOT WAS ABLE TO FLY DAMAGED AIRCRAFT BACK TO BASE OF DEPARTURE (APPROXIMATELY FIVE MILES). 20010426015709I (-23) AIRCRAFT LOST POWER PULLING OUT OF FIELD ON LAST PASS. PILOT LANDED SHORT OF AIRSTRIP. AIRCRAFT HIT THE LEVEE AND NOSED OVER STRIKING PROPELLER. PROPELLER BENT, ENGINE POWER TURBINE CASE CRACKED, LEFT FLAP BENT AND TAIL WHEEL SPRING BENT. AIRCRAFT FUEL TANKS DRAINED OF APPROXIMATELY 13 GALLONS. AIRCRAFT RELOCATED TO OWNERS FACILITY FOR INSPECTION. NOTE: NO FURTHER DAMAGE NOTED BY OWNER UPON FURTHER INVESTIGATION. 20010426016869A (-23) DURING TAKEOFF ROLL, AIRCRAFT VEERED LEFT OFF RUNWAY, WENT THROUGH BARBED WIRE FENCE THEN STRUCK 6' ROCK/DIRT MOUND. CAME TO REST APPROX 150 YARDS BEYOND MOUND. STRUCK GROUND NOSE DOWN. STATE POLICE OBSERVED FROST ON THE AIRCRAFT. ADDITIONALLY THE GRASS ON THE PRIVATE STRIP WAS APPROXIMATELY 9" TALL AND WET. (.19) ON APRIL 26, 2001, AT 0600 EASTERN DAYLIGHT TIME, A STINSON 108, N97168, WAS SUBSTANTIALLY DAMAGED DURING TAKE-OFF FROM WHITE POST AIRPORT (3VA7), WHITE POST, VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PILOT WAS EN ROUTE TO KENTUCKY TO ATTEND A BUSINESS MEETING SCHEDULED AT 1000. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR PERFORMED AN ON-SCENE EXAMINATION. IN A WRITTEN STATEMENT, THE INSPECTOR SAID: "DURING TAKE-OFF ROLL, AIRCRAFT VEERED LEFT OFF RUNWAY, WENT THROUGH BARBED WIRE FENCE, THEN STRUCK 6 FOOT ROCK/DIRT MOUND, CAME TO REST APPROX. 150 YARDS BEYOND MOUND, STRUCK GROUND NOSE DOWN. STATE POLICE OBSERVED FROST ON THE AIRCRAFT. ADDITI ONALLY, THE GRASS ON THE PRIVATE STRIP WAS APPROXIMATELY 9-INCHES TALL." THE INSPECTOR ALSO STATED THAT THE GRASS WAS WET. ANOTHER FAA INSPECTOR TALKED WITH THE PILOT ON MAY 1, 2001, WHO WAS STILL IN THE HOSPITAL RECOVERING FROM HIS INJURIES. ACCORDING TO THE INSPECTOR'S RECORD OF CONVERSATION: "FROST ALL OVER, DIDN'T CLEAN IT OFF AT ALL, WAS IN A HURRY, HAD GET THERE-ITIS. HIS FAULT, KNEW BETTER. TOOK FULL RESPONSIBILITY." THE INSPECTOR ALSO REPORTED THAT THE PILOT HAD PULLED THE AIRCRAFT FROM HIS HANGAR THE NIGHT BEFORE AND LEFT IT TIED DOWN OUTSIDE OVERNIGHT. HE DID THIS SO HE COULD SAVE TIME THE FOLLOWING MORNING. RUNWAY 4/22 WAS A 2,000 FOOT LONG BY 75-FOOT WIDE GRASS RUNWAY. WEATHER AT WINCHESTER REGIONAL AIRPORT (OKV), WINCHESTER, VIRGINIA, AT 0602, WERE CALM WINDS, TEMPERATURE 32 DEGREES F, AND DEWPOINT 32 DEGREES F. THE PILOT WAS ISSUED A THIRD CLASS MEDICAL CERTIFICATE ON JULY 12, 2000. HE REPORTED 1,600 HOURS OF FLIGHT EXPERIENCE ON THAT DATE. 20010427006979A (.19)ON APRIL 27, 2001, AT 1740 CDT, A HUGHES 269B HELICOPTER, N9508F, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPATCHED WIRES AND TERRAIN WHILE REPOSITIONING AT THE A.L. MANAGHAM JR. REGIONAL AIRPORT NEAR NACOGDOCHES, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. THE AIRLINE TRANSPORT PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CFR PART 91 REPOSITIONING FLIGHT. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE HELICOPTER WAS PARKED ON A TRAILER BETWEEN TWO T-HANGERS AND UNDER A POWER LINE. THE PILOT STATED THAT HE CLEARED THE AREA AROUND THE HELICOPTER;HOWEVER, HE DID NOT CLEAR THE AERA DIRECTLY OVER THE HELICOPTER. THE PILOT LIFTED OFF THE TRAILER AND IMPACTED THE POWER LINE APPROXIMATELY 30 FEET ABOVE THE GROUND. THE FAA INSPECTOR STATED THAT THE POWER LINE WRAPPED AROUND THE MAIN ROTOR MAST AND PARTIALLY SEPARATED ONE OF THE MAIN ROTOR BLADES. THE HELICOPTER THEN DESCENDED AND IMPACTED THE GROUND. THE FAA INSPECTOR STATED THAT THE MAST, MAIN ROTOR BLADES AND CABIN AREA SUSTAINED STRUCTURAL DAMAGE. (-23)OWNER/OPERATOR LIFTED OFF THE TRAILER/LANDING PAD FOR REPOSIONING OF THE HELICOPTER. AT APPROXIMATELY 25 TO 30 FEET ABOVE THE TRAILER/LANDING PAD THE HELICOPTER STRUCK POWER LINES. THESE POWER LINES RUN BETWEEN THE T-HANGERS AND SUPPLY POWER TO THE AIRPORT. THE POWER LINES CABLES WERE CUT AND RAPPED AROUND THE ROTOR MASK. THE HELICOPTER LOST POWER AND LANDED FACING THE OPPOSITE DIRECTION. MINOR INJURIES TO THE PILOT. (.4) ON APRIL 27, 2001, AT 1740 CENTRAL DAYLIGHT TIME, A HUGHES 269B HELICOPTER, N9508F, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED WIRES AND TERRAIN DURING TAKEOFF AT THE A.L. MANGHAM JR. REGIONAL AIRPORT NEAR NACOGDOCHES, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. THE AIRLINE TRANSPORT PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 REPOSITIONING FLIGHT. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT, THE HELICOPTER WAS PARKED ON A TRAILER BETWEEN TWO T-HANGARS AND UNDER A POWER LI NE. THE PILOT STATED THAT HE CLEARED THE AREA AROUND THE HELICOPTER; HOWEVER, HE DID NOT CLEAR THE AREA DIRECTLY OVER THE HELICOPTER. THE PILOT LIFTED OFF THE TRAILER AND IMPACTED THE POWER LINE APPROXIMATELY 30 FEET ABOVE THE GROUND. THE PILOT MENTIONED THAT AT THE TIME OF THE ACCIDENT, "THE SUN WAS AT AN ANGLE AND INTENSITY SO THAT THE WIRES WERE NOT VISIBLE." HE ALSO STATED THAT THE WIRES WERE NOT MARKED WITH RED BALLS. THE FAA INSPECTOR STATED THAT THE POWER LINE WRAPPED AROUND THE MAIN ROTOR MAST AND PARTIALLY SEPARATED ONE OF THE MAIN ROTOR BLADES. THE HELICOPTER THEN DESCENDED AND IMPACTED THE GROUND. THE FAA INSPECTOR STATED THAT THE MAST, MAIN ROTOR BLADES AND CABIN AREA SUSTAINED STRUCTURAL DAMAGE. 20010427007009I (-23)ON 4-27-01, CHQA FLIGHT 4258, A SF-340-A, N148CQ, DEPARTED RUNWAY 28R AT PIT AND RETURNED TO LAND WITH A LANDING GEAR PROBLEM AT APPROXIMATELY 0830 LOCAL TIME. UPON LANDING, THE LEFT NOSE TIRE DEPARTED THE AIRPLANE AND SMASHED INTO A TAXIWAY SIGN. FURTHER INVESTIGATION REVEALED THAT THE LEFT NOSE TIRE BEARING FAILED WHICH CAUSED FAILURE OF GEAR RETRACTION AND WHEEL SEPARATION UPON LANDING. THE PASSENGERS AND CREW WERE NOT INJURED. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010427007099I (-23)ON APRIL 27, 2001, A DO-328-100, S/N 3028, REGISTERED AS N457PS AND BEING OPERATED AS VNAA FLIGHT 4022, HAD A TIRE BLOW OUT ON TAKE OFF FROM "PIT". THE TAKE OFF CONTINUED, AND THE AIRCRAFT WENT TO HOLDING FOR APPROXIMATELY 45 MINUTES DUE TO A HIGH GROSS WEIGHT. AFTER HOLDING TO BELOW LANDING WEIGHT, THE AIRCRAFT RETURNED TO "PIT" AND LANDED WITHOUT INCIDENT. THE PASSENGERS WERE DEPLANNED ON THE RUNWAY DUE TO THE TIRE DAMAGE, AND THE AIRCRAFT WAS TOWED TO THE RAMP. THE LEFT HAND MAIN INBOARD TIRE WAS CHANGED PER MM32-00-00. IN ADDITION,A HYDRAULIC LEAK WAS FOUND IN THE MAIN WHEEL WELL DUE TO A LOOSE B NUT THAT WAS RE-TORQUED AND LEAK CHECKED GOOD. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010427007839A (.19)ON APRIL 27, 2001, AT 1725 MOUNTAIN DAYLIGHT TIME, A PIPER PA-31-350, N27367, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN WHILE PERFORMING A TAKEOFF FROM ST. GEORGE MUNICIPAL AIRPORT, ST. GEORGE, UTAH. THE AIRLINE TRANSPORT PILOT, THE SOLE OCCUPANT IN THE AIRPLANE, WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY AMERICAN AVIATION, INC., SALT LAKE CITY, UTAH, UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY CARGO FLIGHT WHICH WAS ORIGINATING AT THE TIME OF THE ACCIDENT. A COMPANY VFR FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT, SHORTLY AFTER LIFTOFF, THE POWER ON THE RIGHT ENGINE BEGAN TO FAIL. HE SAID THAT THE AIRPLANE "DIDN'T WANT TO FLY." THE AIRPLANE SETTLED TO THE GROUND, AND CAME TO REST ON THE RIGHT SIDE OF RUNWAY 16. THE RIGHT MAIN WING SPAR WAS BENT. (-23)NO NARRATIVE 20010427008239I (-23) ON APRIL 27, 2001, AT 1720E, WHILE ENROUTE FROM TETERBORO, NJ, TO DUPAGE, IL, THE HYDRAULIC PRESSURE WARNING SYSTEM ILLUMINATED. THE CREW FOLLOWED THE FLIGHT MANUAL PRODURES WHICH EVENTUALLY CAME TO AN EMERGENCY GEAR EXTENSION AND LANDING AT PIT. THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. THE CHIEF PILOT FOR THE AIRCRAFT'S MANAGEMENT PERSONNEL TROUBLESHOT THE SYSTEM. NO DISCREPANCIES WERE NOTED. THE (A) HYDRAULIC SYSTEM HAD GIVEN A FAILURE INDICATION. THE (B) AND (C) SYSTEMS WERE OPERATIONAL NORMAL. THE (A) HYDRAULIC SYSTEM WAS PLACED ON THE FAR 91 MEL EVEN THOUGH IT WAS TESTING NORMAL. THE AIRCRAFT WAS RETURNED TO SERIVCE. AS OF 5/4/01, THE (A) PUMP HAD BEEN CHANGED FOR PRECAUTIONARY MEASURES, AND THE SYSTEM WAS FUNCTIONING NORMAL. SUBMISSION OF THIS REPORT CLOSES THIS INVESTIGATION. 20010427009879A (-23)ON APRIL 27, 2001, A GYROCOPTER N36BJ WAS BEING OPERATED BY ^PRIVACY DATA OM^ AT THE AIRPORT IN CLARKSVILLE, ARKANSAS. WHILE MAKING TOUCH AND GOES,ON HIS FOURTH PATTERN RUN HE EXPERENCED THE CONTROL STICK WAS DIFFICULT TO MOVE LEFT AND RIGHT, WHEN APPLYING PRESSURE THE STICK BECAME FREE. THE OPERATOR LOST CONTROL, AND THE GYROCOPTER DECENDED TO THE LEFT AND IMPACTED THE GROUND. MINOR INJURIES AND MAJOR DAMAGE TO THE GYROCOPTER. 20010427011419I (-23)A BOLT BROKE DUE TO METAL FATIGUE AND THE NOSE GEAR COLLAPSED ON LANDING. THERE IS PRESENTLY AN AD OUT ON THIS PART. 20010427012479I (-23)ON APRIL 27, 2001, MIDWEST EXPRESS AIRLINE (MWEA), FLIGHT MEP793, A DC-9, WAS ENROUTE FROM ATL TO MCI AND DECLARED AN EMERGENCY DUE TO A SHUT DOWN OF NUMBER 2 ENGINE. EMERGENCY FIRE AND RESCUE WERE ON STANDBY. DURING CRUISE, THE NUMBER 2 ENGINE UN-SPOOLED TO 75% AND THE PILOT PERFORMED AN UNCOMMANDED ENGINE POWER FAILURE CHECK. AT APPROXIMATELY 9 MINUTES OUT FROM MCI THE PILOT SHUT DOWN THE NUMBER 2 ENGINE AND MADE A SINGLE ENGINE LANDING. THE NUMBER 2 ENGINE MAINTAINED OIL PRESSURE AT 10 PSI AFTER SHUTDOWN. MAINTENANCE PERSONNEL FROM MWEA PERFORMED TROUBLESHOOTING PROCEDURES AND DISCOVERED THE NUMBER 2 ENGINE FUEL PUMP SHAFT HAD SHEARED. THE FUEL PUMP WAS REMOVED AND REPLACED AND A WINDMILL INSPECTION WAS PERFORMED. THE AIRCRAFT WAS RETURNED TO SERVICE. WITH THIS REPORT, INCIDENT NUMBER CE052001IAC0035 IS CONSIDERED CLOSED. 20010427013249I (-23) DURING A NORMAL APPROACH AND LANDING AT STINSON AIRPORT (SSF), SAN ANTONIO, TEXAS, THE FRONT LANDING GEAR WHEEL DETACHED FROM THE LANDING GEAR STRUT. THE NOSE GEAR COLLAPSED AND CAUSED THE AIRPLANE NOSE TO CONTACT THE RUNWAY. 20010427015159A (-23) ON APRIL 28, 2001 WHILE ON VFR FLIGHT A PA-34-200 AIRCRAFT WAS ATTEMPTING A LANDING AT VENICE AIRPORT (VNC) FLORIDA ON RUNWAY 31. THE AIRCRAFT WA LANDED APPROXIMATELY 3700 FEET DOWN THE 5000 FOOT RUNWAY. THE APPROACH SPEED WAS EXCESSIVE AND AFTER LANDING THE PILOT RAISED THE FLAPS TO A ZERO DEGREE POSITION TO "APPLY MORE WEIGHT ON THE WHEELS FOR MAXIMUM BRAKING EFFORT." THE SKID MARKS ON THE RUNWAY WERE 250 FEET WITH BOTH TIRES AND THEN OFF THE END OF RUNWAY 31 IN THE DIRT FOR ANOTHER 50 FEET. THE RIGHT MAIN LANDING GEAR COLLAPSED AND PUT A BULGE IN THE WING. (.4) ON APRIL 27, 2001, ABOUT 1845 EASTERN DAYLIGHT TIME, A PIPER PA-34-200, N876BB, REGISTERED TO AND OPERATED BY MANRAY EXPRESS FREIGHT SYSTEMS, INC., EXPERIENCED COLLAPSE OF THE RIGHT MAIN LANDING GEAR DURING THE LANDING ROLL AT THE VENICE MUNICIPAL AIRPORT, VENICE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THERE WERE NO INJURIES TO THE PRIVATE-RATED PILOT OR TWO PASSENGERS. THE FLIGHT ORIGINATED ABOUT 1 HOUR EARLIER FROM THE OPA-LOCK A AIRPORT, OPA-LOCKA, FLORIDA. THE PILOT STATED THAT THE AIRPLANE TOUCHED DOWN AT 80 KNOTS ON RUNWAY 31 JUST SOUTH OF THE INTERSECTION OF RUNWAY 04/22, AND THE BRAKES WERE NOT EFFECTIVE WHEN HE INITIALLY APPLIED THEM. HE PUMPED THE BRAKES WITH NO EFFECT FOR SEVERAL PUMPING ACTIONS; THEY THEN BECAME EFFECTIVE. HE THEN APPLIED THE BRAKES HEAVILY BUT THE AIRPLANE ROLLED OFF THE END OF RUNWAY 31, COLLAPSING THE RIGHT MAIN LANDING GEAR. HE ALSO STATED THAT THE AIRPLANE WAS TOO FAR DOWN THE RUNWAY TO CONSIDER PERFORMING A GO-AROUND, AND THERE WERE NO DISCREPANCIES WITH THE BRAKES OR PARKING BRAKE WHILE TAXIING OR DURING THE ENGINE RUN-UP BEFORE TAKEOFF, RESPECTIVELY. POSTACCIDENT EXAMINATION OF THE RUNWAY BY AN FAA INSPECTOR REVEALED APPROXIMATELY 250 FEET OF SKID MARKS FROM BOTH MAIN LANDING GEAR TIRES AT THE DEPARTURE END OF THE RUNWAY. THE SKID MARKS CONTINUED FOR AN ADDITIONAL 50 FEET OFF THE RUNWAY. EXAMINATION OF THE AIRPLANE REVEALED THAT THE LEFT MAIN LANDING GEAR TIRE HAD A FLAT SPOT, AND THE RIGHT MAIN LANDING GEAR TIRE WAS BLOWN AND FLAT SPOTTED. A COPY OF THE FAA INSPECTOR STATEMENT IS AN ATTACHMENT TO THIS REPORT. 20010427016839A (-23) PILOT HAD BEEN TAXIING AIRCRAFT UP AND DOWN A TEN ACRE FIELD "GETTING THE FEEL OF IT". PILOT ATTAINED AN ALTITUDE OF APPROXIMATELY 4 FEET AND STARTED A LEFT TURN. THE MAIN ROTOR CONTACTED THE GROUND CAUSING THE AIRCRAFT TO FLIP OVER. THE PILOT BROKE LOOSE FROM HIS SEAT, WAS THROWN ONTO THE GROUND, AND THE AIRCRAFT LANDED ON HIM WITH THE STILL RUNNING PUSHER PROP STRIKING THE PILOT IN THE BACK, KILLING HIM INSTANTLY. 20010428007059I (-23)ON APRIL 28, 2001, A DO-328-300, S/N 3108, REGISTERED AS N351SK, AND OPERATING AS S2YA FLIGHT 2213, DIVERTED TO "PIT" AFTER THE PILOT NOTED A DOOR OPEN WARNING. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. THE PILOT NOTED THE DOOR WARNING JUST AFTER LEVELING OFF AT 31,000 FEET. THE QUICK REFERANCE HANDBOOK WAS FOLLOWED AND HE DIVERTED TO "PIT". AT APPROXIAMTELY 3,000 FT., THE WARNING MESSAGE WENT OUT. AFTER LANDING, MAINTENANCE WAS CALLED, PSA MX CHECKED AIRCRAFT WAS RETURNED TO SERVICE AND FLOWN TO MILWAUKEE WITHOUT PASSENGERS. THIS INCIDENT IS CLOSED. 20010428007359A (-23)ON 04/28/2001 AT APPROXIMATELY 0930, N55588, BE-36/A36 BONANZA DEPARTED NEWPORT STATE AIRPORT, NEWPORT RI. ON AN IFR FLIGHT PLAN IN VMC CONDITIONS WITH TWO PERSONS ONBOARD. AT APPROXIMATELY 0935 THE PILOT ^PRIVACY DATA OMITTED RADIOED THAT HE WAS RETURNING TO UUU DUE TO A DOOR OPENING IN FLIGHT. N55588 THEN CRASHED AND BURNED ON LAWTON CT. MIDDLETOWN, RI. BOTH OCCUPANTS FATAL. 20010428007889A (.19)ON APRIL 28, 2001, ABOUT 1605 EASTERN DAYLIGHT TIME, A HOMEBUILT JURCA MJ5 SIROCCO, N44DK, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE GREAT BARRINGTON AIRPORT (GBR), GREAT BARRINGTON, MASSACHUSETTS. THE CERTIFICATED COMMERCIAL PILOT AND PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT CONDUCT UNDER 14 CFR PART 91. THE AIRPLANE WAS LANDING ON RUNWAY 29, A 2,579 FOOT-LONG, 50 FOOT-WIDE, ASPHALT RUNWAY. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE PILOT ATTEMPTED TWO PREVIOUS LANDINGS TO THE RUNWAY WHICH RESULTED IN GO-AROUNDS. ON THE THIRD ATTEMPT, THE AIRPLANE LANDED "LONG" AND DEPARTED THE END OF THE RUNWAY. THE AIRPLANE THEN STRUCK A TREE AND DESCENDED DOWN A 30 FOOT EMBANKMENT. THE PILOT REPORTED OVER 5,500 HOURS OF TOTAL FLIGHT EXPERIENCE, WITH APPROXIMATELY 26 HOURS IN THE ACCIDENT AIRPLANE. THE WINDS REPORTED AT AN AIRPORT LOCATED ABOUT 17 MILES NORTH-NORTHEAST OF GBR, AT 1554, WERE FROM 360 DEGREES AT 9 KNOTS, WITH 20 KNOT GUSTS. (-23)^PRIVACY DATA^ LANDED LONG AND ROLLED OFF THE END OFF RUNWAY 29 AT GRE AT BARRINGTON. THERE IS APPROXIMATELY A 30 FOOT DROP AT THE END OF THIS RUNWAY. THE PIC HAD BACK INJURIES, THE PASSENGER HAD MINOR INJURIES. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. (.4) WHILE LANDING ON RUNWAY 29, A 2,579 FOOT-LONG, 50 FOOT-WIDE, ASPHALT RUNWAY, THE AIRPLANE TOUCHED DOWN "LONG" AND DEPARTED THE END OF THE RUNWAY. THE AIRPLANE THEN STRUCK A TREE AND THEN DESCENDED DOWN A 30 FOOT EMBANKMENT. THE WINDS REPORTED AT AN AIRPORT LOCATED ABOUT 17 MILES NORTH-NORTHEAST OF THE ACCIDENT SITE, WERE FROM 360 DEGREES AT 9 KNOTS, WITH 20 KNOT GUSTS. 20010428007909A (.19)ON APRIL 28, 2001, ABOUT 1405 HOURS PACIFIC DAYLIGHT TIME, A MOTLEY VANS RV-6A, N51DA, WAS DESTROYED WHEN IT COLLIDED WITH TERRAIN ABOUT 14 MILES WEST OF BAKER, CALIFORNIA. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT SUSTAINED FATAL INJURIES. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED CHINO, CALIFORNIA, AT AN UNKNOWN TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PRIMARY WRECKAGE WAS AT 35 DEGREES 11.84 MINUTES NORTH LATITUDE AND 116 DEGREES 04.68 MINUTES WEST LONGITUDE. A SHERIFF'S DEPUTY INTERVIEWED THE PILOT'S SON. THE PILOT DELAYED HIS DEPARTURE FROM CHINO DUE TO WEATHER. HE WAS TO OVER FLY THE SON AT A RETREAT SO THE SON WOULD KNOW TO PICK HIM UP AT BAKER. THE SON SAID THAT AS THE AIRPLANE PASSED OVER, IT ROLLED TO THE LEFT, AND THEN SHARPLY TO THE RIGHT BEFORE DESCENDING TO THE GROUND. THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR INSPECTED THE WRECKAGE AT THE ACCIDENT SCENE. HE OBSERVED A GROUND SCAR THAT WAS ABOUT 2 FEET LONG. THE WRECKAGE COVERED AN AREA ABOUT 50 YARDS IN DIAMETER. THE WRECKAGE SITE CONTAINED ALL OF THE CONTROL SURFACES. THE LEADING ED GES OF BOTH WINGS WERE CRUSHED AFT, AND BOTH OF THE PROPELLER BLADES EXHIBITED S-BENDS. 20010428008109A (-23)GYROCOPTER LOST POWER ON TAKE-OFF CLIMB, DUE TO HIGH ANGLE OF ATTACK PILOT COULD NOT GET PROPER AUTO-ROTATION SPEED AND DROPPED FROM APROX. 100 FFET TO RUNWAY, GYROCOPTER BURST INTO FLAMES PILOT CRAWLED FROM WRECK HIS INJURIES WERE SERIOUS. ON INVESTIGATION OF ACCIDENT IT WAS FOUND THAT THE GAS CANS (PLASTIC) THAT WERE USED TO REFUEL THE GYROCOPTER HAD AUTO GAS IN THEM AND WERE CONTAMINATED WITH WATER. (.4) ON APRIL 28, 2001, AT 1341 PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL TAYLOR SUPER BANDIT GYROCOPTER, N8057T, DROPPED BACK TO THE RUNWAY AND CAUGHT FIRE FOLLOWING A LOSS OF ENGINE POWER DURING TAKEOFF FROM THE YUBA COUNTY AIRPORT, MARYSVILLE, CALIFORNIA. THE STUDENT PILOT/BUILDER WAS OPERATING THE GYROCOPTER ON A PERSONAL LOCAL FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT SUSTAINED SERIOUS BURN INJURIES, AND SUCCUMBED TO COMPLICATIONS ARISING FROM THESE INJURIES ABOUT 7 MONTHS AFTER THE ACCIDENT. THE COLLISION SEQUENCE AND POST CRASH FIRE DESTROYED THE GYROCOPTER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. SEVERAL WITNESSES REPORTED THEY OBSERVED THE GYROCOPTER MAKE A NOSE HIGH TAKEOFF. ABOUT 50 TO 100 FEET IN THE AIR, THE ENGINE SPUTTERED AND THE GYROCOPTER FELL STRAIGHT BACK DOWN TO THE RUNWAY. IT BURST INTO FLAMES, AND THE PILOT EXTRICATED HIMSELF FROM THE WRECKAGE. HE FLED THE RUNWAY, ON HIS OWN POWER WITH HIS CLOTHES ON FIRE, TO A TRUCK WHERE MEDICAL PERSONNEL PROVIDED TREATMENT. AN INSPECTION OF THE WRECKAGE REVEALED THAT ANOTHER GYROCOPTER OF THE SAME MAKE AND MODEL HAD TAPERED FUEL TANKS THAT NARROWED AT THE BOTTOM. FUEL LINES AT THE BOTTOM OF THE TANK WENT FROM THE LEADING AND TRAILING EDGE OF THE TANK TO THE ENGINE. FRIENDS OF THE PILOT INSPECTED TWO PLASTIC GAS CANS THAT THE PILOT USED TO FUEL THE GYROCOPTER AND NOTICED WATER IN EACH CAN. THEY POINTED THIS OUT TO THE INVESTIGATOR, WHO VERIFIED THAT WATER WAS IN THE PLASTIC GAS CANS. THE INVESTIGATOR ESTIMATED ABOUT 1/2 GALLON OF FUEL REMAINED IN EACH CAN. THE PILOT'S WIFE TOLD HIM THAT THE GAS HAD BEEN IN THE FUEL CANS WHEN THEY ARRIVED AT THE AIRPORT. THE INVESTIGATOR NOTED WATER IN THE BOTTOM OF A THIRD CAN THAT WAS FULL OF FUEL. THE PILOT WAS UNABLE TO SUBMIT A PILOT/OPERATOR REPORT. 20010428008549A (.19)ON APRIL 28, 2001, ABOUT 1125 EASTERN DAYLIGHT TIME, A PIPER PA-32RT-300, N38261, REGISTERED TO ZQJ CORPORATION, OPERATING AS A 14 TITLE CFR PART 91 PERSONAL FLIGHT, CRASHED IN THE VICINITY OF WILMINGTON, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VISUAL FLIGHT PLAN HAD BEEN FILED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE, AND THE PRIVATE-RATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT DEPARTED NEWPORT NEWS, VIRGINIA, ABOUT 1 HOUR BEFORE THE ACCIDENT. ACCORDING TO THE PILOT, DURING HIS DESCENT INTO WILMINGTON FOR LANDING, AS HE PUT HIS PROPELLER CONTROL TO FULL INCREASE AS PART OF HIS BEFORE-LANDING-CHECKLIST, ENGINE RPM DECREASED TO BELOW 2,000 RPM, BEGAN SURGING, AND THEN THE ENGINE QUIT. HE DETERMINED HIS BEST ALTERNATIVE FIELD WAS A CORN FIELD ABOUT 2 TO 3 MILES SHORT OF THE AIRPORT. HE STATED HE SAW FULL FUEL TANKS DURING HIS WALK-AROUND INSPECTION BEFORE DEPARTING NEWPORT NEWS. HE STATED THAT HE SWITCHED FUEL TANKS FROM RIGHT TO LEFT ABOUT 3 MINUTES BEFORE THE LOSS OF POWER. (-23)PILOT REPORTED ENGINE POWER LOSS ON APPROACH TO WILMINGTON, NC AND COULD NOT MAINTAIN SUFFICIENT ALTITUDE TO MAKE AIRPORT. HE MADE AN EMERGENCY LANDING IN A CORN FIELD APPROXIMATELY 3 MILES NORTHEAST FO THE AIRPORT. THE PILOT STATES IN HIS STATEMENT (SEE ATTACHMENTS) THAT "AFTER COMPLETING THE SECOND TURN, ABOUT 7.5 MILES FROM THE AIRPORT, I RESUMED A COURSE OF ABOUT 200 DEGREES, ENROUCHED THE MIXTURE FULLY, SWITCHED FROM THE RIGHT TO THE LEFT FUEL TANK, AND BEGAN A GRADUAL DESCENT. AFTER ABOUT 4 MILES, WHEN I WAS ABOUT 3 MILES FROM THE AIRPORT AND HAD REACHED PATTERN ALTITUDE, I ADVANCED THE PROP TO FULL RPM. AS SOON AS I DID THIS,THE RPM INCREASED TO ABOUT 2700 AND THEN DROPPED SIGNIFICANTLY, SURGED BACK UP TO 2700 AND THEN DROPPED AGAIN." AN EMEGENCY LANDING WAS EXECUTED AS THE RESULTANT POWER LOSS MADE IT IMPOSSIBLE FOR THE PILOT TO REACH THE AIRFIELD. (.4) WITHIN 3 MILES OF LANDING, AS THE PILOT WAS COMPLETING HIS BEFORE LANDING CHECK LIST, THE ENGINE SURGED TO 2,700 RPM TWO OR THREE TIMES, AND THEN STOPPED DEVELOPING POWER, COMPLETELY. THE PILOT THOUGHT HIS BEST ALTERNATIVE WAS A FORCED LANDING TO A CORN FIELD, WHICH WAS ACCOMPLISHED BUT THE AIRFRAME SUSTAINED SUBSTANTIAL DAMAGE. POST CRASH EXAMINATION BY FAA INSPECTORS REVEALED ADEQUATE FUEL WAS ABOARD. EXAMINATION OF ENGINE, FUEL, IGNITION, AND AIRFRAME COMPONENTS REVEALED THE FUEL SELECTOR COVER ASSEMBLY WAS LOOSE, MISSING MOUNTING SCREWS, AND HAD SHIFTED AFT OF ITS DESIGNED POSITION. SUCH A REPOSITIONING WOULD RENDER THE MECHANICAL SAFETY STOP THAT WOULD PREVENT AN INADVERTENT SWITCH TO "OFF" INOPERATIVE. A SEARCH OF THE AIRCRAFT MAINTENANCE LOGS REVEALED AN ENTRY WHERE THE AIRCRAFT SEATS, DOOR PANELS, PLASTIC, AND CARPETING WERE REMOVED FOR REPLACEMENT OR CLEANING. 20010428008889A (-23)THE PILOT, MR. JOSPH THOMAS HINSON, ATTEMPTED TO START THE AIRCRAFT ENGINE BY HAND PROPPING. SINCE THE ENGINE WOULD NOT FIRE NORMALLY HE USED STARTING FLUID (ETHER). AFTER DIRECTING STARTING FLUID INTO INDUCTION SYSTEM OF THE AIRCRAFT, THE ENGINE STARTED ON FIRST PULL OF THE PROP. THE AIRCRAFT LURCH FORWARD AND BROKE THE TIEDOWN ROPE. MR. HINSON MANAGED TO HOLD ONTO THE WING AS THE AIRCRAFT TURNED IN CIRCLES, AND AFTER MANY CIRCLES HE LET GO OF THE WING WHEN THE AIRCRAFT WAS DIRECTED TOWARD THE WOODED AREA. THE AIRCRAFT WENT INTO THE WOODED AREA AND STOPPED AFTER STRIKING THE TREES. STRIKING THE TREES CAUSED DAMAGE TO BOTH WINGS. MR. HINSON RECEIVED MINOR INJURIES WHILE ATTEMPTING TO CONTROL THE AIRCRAFT BY THE WING STRUT. (.4) ON APRIL 28, 2001, ABOUT 1445 EASTERN DAYLIGHT TIME, AN AERONCA 11AC, N86217, REGISTERED TO A PRIVATE INDIVIDUAL, COLLIDED WITH TREES AFTER THE ENGINE STARTED WHILE HAND PROPPING THE ENGINE AT THE GREENVILLE DOWNTOWN AIRPORT, GREENVILLE, SOUTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE INTENDED 14 CFR PART 91 FERRY FLIGHT. THE UNOCCUPIED AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE PRI VATE-RATED PILOT, SUSTAINED MINOR INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE ANNUAL INSPECTION WAS OVERDUE; THE PILOT HAD A FERRY PERMIT TO FLY THE AIRPLANE TO THE PLACE WHERE THE ANNUAL INSPECTION WAS TO BE PERFORMED. WITH THE ASSISTANCE OF A SAFETY PILOT ON BOARD THE AIRPLANE WHICH WAS TIED DOWN, HE WAS UNABLE TO START THE ENGINE. HE LEFT THE AIRPORT AND OBTAINED "STARTER FLUID" BUT WHEN HE RETURNED THERE WAS NO PERSON AROUND TO ACT AS A SAFETY PILOT. HE RECHECKED THE ROPE USED TO TIED DOWN THE AIRPLANE AND FOUND IT SECURE. HE WAS ABLE TO START THE ENGINE WITH THE AID OF THE STARTER FLUID AND WHEN NEAR THE PILOT'S SIDE DOOR, THE ROPE BROKE. HE GRABBED THE LIFT STRUT BUT WAS UNABLE TO STOP THE AIRPLANE WHICH WAS GOING IN CIRCLES; THERE WAS NO ASSISTANCE FROM INDIVIDUALS ON THE GROUND. HE RELEASED THE LIFT STRUT, THEN SOME TIME LATER HE GRABBED THE LIFT STRUT AGAIN AND FORCED THE AIRPLANE INTO TREES. 20010428009749I (-23) DURING LANDING AT RVS THE PILOT BOUNCED THE AIRCRAFT AND LANDED ON THE NOSE GEAR STRIKING THE PROPELLER ON THE RUNWAY AND BROKE AND BENT THE ENGINE MOUNT WHERE IT SUPPORTS THE NOSE GEAR. 20010428009819A (-23)ON 04/28/2001, AN AVID COMMUTER AMATEUR BUILT EXPERIMENTAL AIRPLANE WAS SUBSTANIALLY DAMAGED WHEN IT IMPACTED TERRAIN DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER AFTER TAKEOFF NEAR CRAWFORD, TEXAS. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. THE LOCAL FLIGHT HAD JUST DEPARTED A PRIVATE GRASS AIRSTRIP AT APPROXIMATELY 1830 CENTRAL DAYLIGHT TIME. 20010428009929A (-23)PN APRIL 28, 2001, AT APPROXIMATELY 1645 CDT, A PIPER PA-46-500TP (MERIDIAN) LOST CONTROL UPON LANDING AT THE ROCKWALL MUNICIPAL AIRPORT AND CAME TO REST ABOUT 100 YARDS PAST THE END OF THE RUNWAY DEPARTURE END. THE PILOT STATED THAT HE WAS UNABLE TO KEEP THE AIRCRAFT ON THE RUNWAY UPON ROLLOUT. SKID MARKS ON THE RUNWAY REVEALED VERY DEEP MARKS FROM THE NOSE WHEEL, INDICATING THAT IT WAS POSSIBLY NOT TRACKING STRAIGHT. ON APRIL 29, 2001 THE AIRCRAFT WAS LIFTED BY CRANE. REPRESENTATIVES FROM THE NEW PIPER AIRCRAFT CO. ASSISTED IN THE INVESTIGATION AND FOUND POSSIBLE DEFECTIVE WELDS ON THE PART OF THE ENGINE MOUNT WHICH ATTACHES TO THE NOSE GEAR. THESE PARTS WERE CUT OUT AND SENT TO THE NTSB FOR TESTING. SEVERAL DAYS LATER AN NTSB INVESTIGATOR WENT TO THE AIRCRAFT ALONG WITH A TEAM OF ENGINEERS FROM THE NEW PIPER AIRCRAFT CO. FOR FURTHER TESTING. 20010428010729I (-23)ON APRIL 28, 2001, ON CLIMB OUT FROM HPY IN BAYTOWN, TX THE PILOT NOTICED THE LANDING GEAR WOULD NOT FULLY RETRACT. AFTER SEVERAL ATTEMPTS THE GEAR FINALLY RETRACTED. THE PILOT DECIDED TO RETURN TO HPY AND GET THE AIRCRAFT LOOKED AT BY MAINTENANCE PERSONNEL UPON SELECTING THE GEAR DOWN THE GEAR STARTED TO EXTEND AND STOPPED MIDWAY. THE PILOT COULD NOT GET THE GEAR DOWN AND LOCKED ELECTRICALLY OR MANUALLY. THE AIRCRAFT WAS THEN FLOWN TO IAH IN HOUSTON, TX WHERE A GEAR UP LANDING WAS MADE. THE CAUSE OF THE INCIDENT IS NOT KNOWN AT THIS TIME, WHEN THE CAUSE HAS BEEN DETERMINED MAINTENANCE PERSONNEL WILL SUBMIT A MALFUNCTION OR DEFECT REPORT. THERE WAS MINOR DAMAGE TO THE AIRCRAFT THE PILOT AND ONE PASSENGER WERE NOT INJURED. 20010428011079A (.19)ON APRIL 28, 2001, AT 0841 MOUNTAIN DAYLIGHT TIME, A RAVEN S55A, N40555, WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK POWERLINES WHILE LANDING IN ALBUQUERQUE, NEW MEXICO. THE PRIVATE PILOT AND ONE PASSENGER ESCAPED INJURY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED IN RIO RANCHO, NEW MEXICO, APPROXIMATELY 0800. PRELIMINARY INFORMATION INDICATES THE BASKET UPRIGHTS MADE INITIAL CONTACT WITH THE WIRES. THE PILOT OPENED THE EMERGENCY DUMP AND VENTILATED THE ENVELOPE. THE ENVELOPE DRAPED OVER THREE POWERLINES, CARRYING 12,400 VOLTS, AND SQUEEZED THEM TOGETHER, CAUSING A SHORT CIRCUIT. THE ENVELOPE WAS CUT IN TWO, AND THE THREE POWERLINES BROKE, BURNING HOLES INTO THE CEMENT SIDEWALK. (-23) ON 04/28/01 AT 0841 MDT A RAVEN S-55A (N40555) OWNED AND OPERATED BY MS. CONNIE L. POHLMEYER, ^PRIVACY DATA OMITTED^ SUSTAINED SUBSTANTIAL DAMAGE WHEN IT CONTACTED OVERHEAD POWERLINES AS IT MANEUVERED FOR LANDING AT THE CORNER OF EDUCATION AND DAVENPORT ROAD(S) IN NORTHWEST ALBUQUERQUE, NM. THE PRIVATE PILOT AND HER PASSENGER WERE NOT INJURED IN THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PLEASURE FLIGHT UNDER 14 CFR PART 91 THAT HAD DEPARTED THE 19TH STREET BALL-DIAMONDS AT 0745 MDT. MS. POHLMEYER HOLDS PRIVATE PILOT CERTIFICATE #284509401, WITH A LIGHTER-THAN AIR, BALLOON RATING. 20010428013889I (-23) ON SATURDAY, APRIL 28, 2001 AT 1312E A CONTINENTAL AIRLINES FLIGHT 1031, A B-737-824, N37252 ABORTED A TAKE OFF AT 80KTS ON RUNWAY 4L IN EWR DUE TO BLACK SMOKE IN THE COCKPIT AND FORWARD CABIN. THE AIRCRAFT TAXIED BACK TO THE RAMP WITHOUT FURTHER INCIDENT. CONTINENTAL AIRCRAFT MAINTENANCE DETERMINED THAT AN ENGINEERING AUTHORIZATION (EC/RA# 7221-01096) PERFORMED ON BOTH ENGINES WAS THE CAUSE FOR THE SMOKE ENTERING THE AIRCRAFT. THE ENGINEERING AUTHORIZATION WAS TO ADD LUBRICATION TO THE FAN DISK OF EACH ENGINE TO REDUCE VIBRATION. AN EXCESS OF LUBRICATION WAS FOUND IN BOTH ENGINE INLETS. THE ENGINES WERE WATER WASHED AND RAN AT TAKE OFF POWER FOR BURN OUT AND THE AIRCRAFT RETURNED TO SERVICE. THE EA WAS CANCELLED FOR FUTURE USE. NO FURTHER ACTION REQUIRED. 20010428014009I (-23) DURING THE DEPARTURE PHASE OF A PLANNED TOUCH AND GO, THE FLIGHT INSTRUCTOR (NON FLYING PILOT) WAS UNABLE TO PREVENT THE FLYING PILOT FROM PLACING THE LANDING GEAR POSITION SWITCH IN THE UP POSITION. 20010428039399A (-23) PILOT ALLOWED AIRCRAFT TO BE PUSHED OFF THE SIDE OF THE RUNWAY BY A CROSSWIND. LANDING ON THE LEFT MAIN GEAR AND THE LEFT WING CAUSING THE AIRCRAFT TO TURN 180 DEGREES. 20010429006989I (-23)ON 4-29-01, CHQA FLIGHT 4423, HAD A LEFT FIRE WARNING LIGHT ILLUMINATE ON FINAL APPROACH TO RUNWAY 32 AT PIT. THE LEFT ENGINE WAS SHUT DOWN, AND AN EMERGENCY LANDING WAS MADE AS PER AFM. FURTHER INVESTIGATION REVEALED THAT THE LEFT ENGINE FIRE LOOP WAS BADLY CHAFED AND CAUSED A FALSE FIRE WARNING. THIS FIRE LOOP WAS REPLACED, AND THE AIRCRAFT WAS RETURNED TO SERVICE. THERE WERE NO INJURIES TO THE PASSENGERS OR CREW. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010429007229A (-23)ON APRIL 29, 2001 AT APPROXIMATELY 1300 LOCAL TIME (PDT), N2567C A CESSNA 170-B, STANDARD CERTIFICATION, EXPERIENCED A POWER FAILURE WHILE APPROACHING HENDERSON EXECUTIVE AIRPORT (L15) FOR LANDING. THE PILOT (ONLY OCCUPANT IN THE AIRCRAFT) ATTEMPTED AN EMERGENCY LANDING ON A DIRT ROAD ABOUT ONE MILE WEST OF THE AIRPORT. THE PILOT WAS UNABLE TO LAND ON THE ROAD SUBSTATIALLY DAMAGING THE AIRPLANE DURING THE EMERGENCY. THERE WERE NO INJURIES AND THERE WAS NO DAMAGE TO PROPERTY ON THE SURFACE. (.4) IN A TELEPHONE INTERVIEW, THE PILOT STATED THAT HE LEFT HENDERSON APPROXIMATELY 1230 FOR THE LOCAL FLIGHT. HE STATED THAT HE TOOK OFF WITH AN ESTIMATED 15 TO 18 GALLONS OF FUEL ONBOARD. THERE WERE NO RECORDS INDICATING THAT THE AIRPLANE HAD BEEN FUELED PRIOR TO THE FLIGHT. HE PRACTICED FLIGHT MANEUVERS AND THREE WHEEL LANDINGS AT A NEARBY DRY LAKE BED AND THEN LANDED AT JEAN, NEVADA, AIRPORT FOR A 20-MINUTE REST STOP. HE DID NOT FUEL THE AIRCRAFT AT JEAN AIRPORT, WHICH HAD FUEL SERVICE AVAILABLE. HE STATED THAT DURING HIS RETURN TO HENDERSON, THE ENGINE SLOWED DOWN AND STOPPED APPROXIMATELY 3 MILES FROM THE AIRPORT. HE ATTEMPTED A RESTART. THE ENGINE RESTARTED A ND RAN FOR ABOUT 1 MINUTE AND STOPPED AGAIN, RESULTING IN A FORCED LANDING 1 MILE SHORT OF THE AIRPORT IN ROUGH DESERT TERRAIN. HE STATED THAT THE ACCIDENT HAPPENED AT 1400. THIS WOULD INDICATE A FLIGHT TIME OF 1 HOUR 10 MINUTES. ACCORDING TO THE OWNER'S MANUAL FOR THE AIRPLANE, THE MAXIMUM FUEL CONSUMPTION AT SEA LEVEL WITH THE MIXTURE LEANED IS 12.5 GALLONS PER HOUR. AT A CRUISE ALTITUDE OF 5,000 FEET WITH MIXTURE LEANED, THE FUEL CONSUMPTION IS 9.6 GALLONS PER HOUR. THE AIRPLANE HOLDS 42 GALLONS OF FUEL IN TWO WING TANKS. THE USEABLE FUEL IS 37 GALLONS. THIS LEAVES APPROXIMATELY 2.5 GALLONS OF UNUSABLE FUEL IN EACH WING TANK, WHICH WOULD RESULT IN 13 GALLONS AVAILABLE WHEN THE AIRPLANE INITIALLY DEPARTED. 20010429007969A (-23)LANDING RUNWAY 27 ABORTED LANDING, GUST OF WIND TURNED AIRCRAFT DOWN WIND AIRSPEED BLED OFF AND AIRCRAFT LANDED IN THE WOODS INVERTED. (.19)ON APRIL 29, 2001, AT 0930 CENTRAL DAYLIGHT TIME, A CESSNA 172M, N12891, COLLIDED WITH TREES AND THE TERRAIN FOLLOWING A LOSS OF CONTROL DURING A GO-AROUND ON RUNWAY 27 AT THE VIRGINIA MUNICIPAL AIRPORT, EVELETH, MINNESOTA. THE PILOT AND HIS TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 PERSONAL FLIGHT WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS WITHOUT A FLIGHT PLAN. THE FLIGHT ORIGINATED FROM EVELETH, MINNESOTA, AT 0830 CENTRAL DAYLIGHT TIME. LOCAL WINDS REPORTED AT 0935 CENTRAL DAYLIGHT TIME WERE FROM 200 DEGREES AT 16 KNOTS, GUSTING TO 24 KNOTS. 20010429008089A (-23)AIRCRAFT, CIRCLING A FRIENDS HOUSE, SUDDENLY LOST POWER AND HAD TO MAKE AN EMERGENCY LANDING IN A NEARBY FIELD. ON LANDING, THE AIRCRAFT STRUCK THE GROUND WITH SUCH FORCE THAT THE MAIN LANDING GEAR SEPARARTED FROM THE FUSELAGE. THE REST OF THE AIRCRAFT REMAINED INTACT AND IN AN UPRIGHT POSITION. THE PILOT RECEIVED BACK INJURIES AND WAS HOSPITALIZED. THE PASSENGER WAS TREATED FOR MINOR INJURIES AND RELEASED. (.19)ON APRIL 29, 2001, ABOUT 1831 EASTERN DAYLIGHT TIME, A PIPER J3-C65, N78521, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING IN CLARKSBURG, WEST VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT WAS SERIOUSLY INJURED AND THE PASSENGER WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, THE FLIGHT ORIGINATED AT THE BENEDUM AIRPORT (CKB), CLARKSBURG, WEST VIRGINIA. BEFORE DEPARTURE, THE PILOT PERFORMED A PREFLIGHT INSPECTION, SET THE FUEL SELECTOR ON THE RIGHT FUEL TANK, AND NOTED BOTH FUEL TANKS WERE FULL OF FUEL. HE DEPARTED THE AIRPORT AND FLEW TO A LOCAL FARM WHERE HE PERFORMED SEVERAL TAKEOFFS AND LANDINGS, GIVING RIDES T O DIFFERENT PASSENGERS. THE PILOT STATED THAT HE FLEW FOR ABOUT 2 HOURS ON THE RIGHT FUEL TANK UNTIL THE RIGHT FUEL TANK GAUGE DISPLAYED 1/4 TANK. HE THEN SWITCHED TO THE LEFT FUEL TANK, AND STARTED A TIMER TO MONITOR HIS FUEL CONSUMPTION. THE PILOT CONDUCTED SEVERAL MORE RIDES WITH PASSENGERS. THE PILOT REPORTED THAT HE PICKED UP THE LAST PASSENGER, NOTED THE TIME ON THE TIMER AS 51 MINUTES, AND FLEW TO ANOTHER FARM WHERE HE INTENDED TO LAND. ABOUT 10 MINUTES LATER, HE ARRIVED AT THE FARM AND OBSERVED THAT THE LEFT FUEL TANK GAUGE READ 1/4 TANK. HE PERFORMED A LOW APPROACH TO OBSERVE THE FIELD, AND THEN INITIATED A GO-AROUND. DURING THE CLIMB, THE PILOT INITIATED A RIGHT TURN TO SET UP FOR A LANDING AT THE FIELD, AND THE "ENGINE QUIT." HE LEVELED THE WINGS, AND PERFORMED A FORCED LANDING IN THE FIELD BENEATH HIM. THE PILOT REPORTED 320 HOURS OF TOTAL FLIGHT EXPERIENCE, OF WHICH 30 HOURS WERE IN THE ACCIDENT AIRPLANE. EXAMINATION OF THE AIRPLANE BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR REVEALED SUBSTANTIAL DAMAGE TO THE UNDERSIDE OF THE FUSELAGE, THE ENGINE COWLING AND THE LANDING GEAR. ADDITIONALLY, THE LEFT FUEL TANK CONTAINED ABOUT 1 GALLON OF FUEL AND THE RIGHT FUE L TANK CONTAINED ABOUT 6 GALLONS OF FUEL. THE FUEL SELECTOR WAS IN THE "OFF" POSITION, AND THE THROTTLE WAS IN THE "CLOSED" POSITION. THE ENGINE HAS BEEN RETAINED FOR FURTHER EXAMINATION. 20010429008479I (-23)AFTER LANDING THE AIRPLANE AND THE PILOT TRIED TO TURN THE AIRPLANE OFF THE RUNWAY. WHEN THE TURN ACTUALLY BEGAN THE NOSE WHEEL SEEMED TO COLLAPSE. INSPECTION OF THE NOSE GEAR STRUT REVEILED THE STRUT HAD BROKEN JUST BELOW THE UPPER SUPPORT BRACKET. THIS STRUT IS THE SECOND REDESIGN OF THE ORIGINAL STRUT, AND THERE IS A THIRD STRUT BEING DESIGNED. 20010429008599A (.19)ON APRIL 29, 2001, AT 1500 CENTRAL DAYLIGHT TIME, A CESSNA 172P AIRPLANE, N64776, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN WHILE LANDING AT THE PLEASANTON MUNICIPAL AIRPORT, PLEASANTON, TEXAS. THE AIRPLANE WAS REGISTERED TO CHRISTIANSEN AVIATION INC., OF WILMINGTON, DELAWARE, AND OPERATED BY STINSON AIR CENTER, OF SAN ANTONIO, TEXAS. THE STUDENT PILOT, SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL SOLO FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE STINSON MUNICIPAL AIRPORT, SAN ANTONIO, TEXAS, AT 1410. THE STUDENT PILOT REPORTED THAT HE DEPARTED FROM THE STINSON MUNICIPAL AIRPORT AND FLEW TO THE PLEASANTON MUNICIPAL AIRPORT. HE FLEW A NORMAL TRAFFIC PATTERN FOR RUNWAY 16, AND ON FINAL APPROACH THE AIRPLANE WAS CONFIGURED SO THE AIRSPEED WAS 65 KNOTS AND THE AIRPLANE WAS LINED UP WITH THE RUNWAY CENTERLINE. PRIOR TO LANDING THE PILOT VERIFIED THAT THERE WAS NO CROSSWIND BY LOOKING AT THE WINDSOCK. UPON TOUCHDOWN A "CROSSWIND GUST FROM 070 DEGREES BEGAN PUSHING [THE] AIRPLANE TO THE RIGHT." SUBSEQUENTLY, THE AIRPLANE EXITED THE RUNWAY SURFACE AND IMPACTED A DITCH THAT WAS 15-20 FEET WIDE AND 5 FEET DEEP. THE RIGHT WING SPAR WAS DAMAGED DURING THE IMPACT. THE PILOT HAD ACCUMULATED A TOTAL OF 39.2 FLIGHT HOURS, ALL OF WHICH WERE IN THE ACCIDENT MAKE AND MODEL AIRPLANE. ACCORDING TO THE OPERATOR, THIS WAS THE STUDENT'S FIRST SOLO FLIGHT. (-23)ON APRIL 29, 2001, AT 1500 CDT, A CESSNA 172P AIRPLANE, N64776, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN WHILE LANDING AT THE PLEASANTON MUNICIPAL AIRPORT (PEZ), PLEASANTON, TX. THE AIRPLANE WAS REGISTERED TO CHRISTIANSEN AVIATION, INC., OF WILMINGTON, DELAWARE, AND OPERATED BY STINSON AIR CENTER OF SAN ANTONIO, TEXAS. THE STUDENT PILOT, SOLE OCCUPANT OF THE AIRPLANE WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CFR, PART 91 INSTRUCTIONAL SOLO FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE SSF, SAN ANTONIO, TEXAS, 1410. THE STUDENT PILOT REPORTED THAT HE DEPARTED FROM THE SSF AND FLW TO THE PEZ. HE FLEW A NORMAL TRAFFIC PATTERN FOR RUNWAY 16, AND ON FINAL APPROACH, THE AIRPLANE WAS LINED UP WITH RUNWAY CENTERLINE. UPON TOUCHDOWN A"CROSSW IND GUST FROM 070 DEGREES BEGAN PUSHING THE AIRPLANE TO THE RIGHT. THE RIGHT SPAR WAS DAMAGED DURING THE IMPACT. 20010429008949A (-23)PILOT ATTEMPTED TO LAND ON GRASS STRIP 1800X60 FT. AIRCRAFT CONTACTED TREES ON LEFT OF RUNWAY. A/C RECEIVED SUBSTANTIAL DAMAGE. NO POST ACC. FIRE. PILOT AND 1 PAX RECEIVED MINOR INJURIES. (.4) ONCE OVER THE RUNWAY, THE PILOT IDENTIFIED THAT THE WINDSOCK WAS "SLIGHTLY MOVING," SO HE ELECTED TO LAND ON RUNWAY 03, WHICH WAS 1,700 FEET LONG AND 60 FEET WIDE. WITH THE FLAPS SET TO 30 DEGREES, THE PILOT SLOWED THE AIRPLANE TO 65-70 KNOTS IN PREPARATION FOR A SOFT FIELD LANDING. ONCE OVER THE RUNWAY, THE PILOT FLARED THE AIRPLANE. WHILE THE PILOT WAS WAITING FOR THE AIRPLANE TO SETTLE ONTO THE RUNWAY, IT "LURCHED" TO THE LEFT. THE PILOT APPLIED RIGHT RUDDER, BUT THE AIRPLANE CONTINUED TO THE LEFT. THE AIRPLANE DEPARTED THE RUNWAY AND CAME TO A STOP AFTER IMPACTING SOME SMALL TREES. THE PILOT REPORTED A TOTAL OF 57.4 HOURS OF FLIGHT EXPERIENCE, ALL OF WHICH WAS IN THE ACCIDENT AIRPLANE. IN ADDITION, IT WAS THE PILOT'S FIRST ATTEMPT AT MAKING AN ACTUAL SOFT FIELD LANDING. HE HAD PRACTICED SOFT FIELD LANDINGS ON HARD SURFACE RUNWAYS, BUT HAD NEVER ACTUALLY LANDED ON A SOFT SURFACE. EXAMINATION OF THE AIRPLANE REVEALED NO PRE IMPACT FAILURES OR MALFUNCTION S. 20010429009059A (-23)IAD01TA051 20010429009629I (-23)PILOT EXPLAINED THAT HE WAS GIVEN A CROSS WIND RUNWAY TO LAND ON DUE TO A SOUTHWEST AIRCRAFT LANDING ON THE UPWIND RUNWAY. DURING THE LANDING ROLL, AIRCRAFT EXPERIENCED A WIND GUST CAUSING IT TO DEPART THE RUNWAY, KNOCKING OVER A RUNWAY SIGN AT THE INTERSECTION OF THE TWO RUNWAYS IN MIDLAND, TX. NO DAMAGE TO AIRCRAFT AND MINOR DAMAGE TO SIGN. COUNSELED PILOT ON CROSS WIND LANDINGS AND RUNWAY SELECTION. PILOT ALSO HAD TO GO THROUGH ADDITIONAL CROSS WIND LANDING TRAINING WITH THE AIRCRAFT RENTAL COMPANY. NO FURTHER ACTION NECESSARY. 20010429009799A (-23)ON 04/29/2001, A CARTERCOPTER EXPERIMENTAL GYROCRAFT, WAS CONDUCTING A TEST FLIGHT OVER FLIGHT OVER RUNWAY 17 AT OLNEY MUNICIPAL AIRPORT, OLNEY, TEXAS, AND OBTAINED APPROXIMATELY 2-3 FEET ALTITUDE. DURING THE SHORT FLIGHT AND LANDING ROLL, THE AIRCRAFT DRIFTED TO THE LEFT SIDE OF THE RUNWAY WHERE THE NOSE LANDING GEAR DUG INTO SOFT DIRT. THE GYROCRAFT NOSED DOWN AND THE MAIN ROTOR BLADES CONTACTED THE GROUND AND STRUCTURALLY DAMAGED THE MAIN ROTOR BLADES. THE COMMERICAL PILOT AND TEST ENGINEER OBSERVER WERE NOT INJURED. THE LOCAL TEST FLIGHT BEGAN AT APPROXIMATELY 1500 CENTRAL DATLIGHT TIME. 20010429010239I (-23)WHILE UNDER FLIGHT INSTRUCTION, SUBJECT AIRCRAFT SUSTAINED MINOR DAMAGE AFTER THE RIGHT MAIN LANDING GEAR COLLAPSED WHILE TAXIING AT LONG BEACH MUNICIPAL AIRPORT. NO REPORTED INJURIES TO THE FLIGHT INSTRUCTOR AND STUDENT PILOT. 20010429010249I (-23)AIRMAN WAS ON A PLEASURE FLIGHT LOCALLY IN THE SEDONA, AZ AREA. AIRMAN WAS LANDING AND CAUGHT A STRONG GUST OF WIND ON TOUCHDOWN AND COULD NOT MAINTAIN THE AIRCRAFT ON THE RUNWAY. THE AIRCRAFT STRUCK A RUNWAY SIGN AND CAME TO REST BETWEEN THE RUNWAY AND TAXIWAY. DAMAGE TO LANDING GEAR AND PROP. 20010429010279I (-23)ON APRIL 29, 2001, N26RK DEPARTED FROM OKC WILEY POST AIRPORT ON A ROUTINE FLIGHT TO CRISTAL MN. AT APPROXIMATELY 1025 AM LOCAL TIME, ^PRIVACY DATA OMITTED THE ONLY OCCUPANT ONBOARD, NOTICED AN UNUSUAL NOISE THAT WAS ASSOCIATED WITH THE ENGINE AND PROPELLER. AT 1530 ZULU OR 1030AM LOCAL TIME AT ONAGA KS THE WOODEN PROPELLER DEPARTED THE AIRCRAFT. AM EMERGENCY LANDING WAS SUCCESSFULLY EXECUTED ON A FOOTBALL FIELD IN ONAGA, KS. THE AIRCRAFT SUSTAINED MINOR DAMAGE. FROM INFORMATION GATHERED THIS WOODED PROPELLER WAS INSTALLED ON SEPT. 01, 2000. THE AIRCRAFT HAS FLOWN 124 HOURS SINCE THE NEW PROP WAS INSTALLED AND TORQUED TO 280 IN LBS. AC43.13-1B, CHAPTER 8, SECTION 6, PARAGRAPH 8-92, SUBPARAGRAPH (B) RECOMMENDS TO CHECK TORQUES AFTER THE FIRST FLIGHT AFTER PROP CHANGE AND TO CHECK TORQUES AT 25 HOURS AFTER INSTALLATION AND AT LEAST EVERY 50 HOURS THEREAFTER. IT APPEARS THE NEW OWNER OPERATORS EXCEEDED THE RECOMMENDED TIME LIMITS. 20010429011249A (-23)DURING A REPOSITIONING FLIGHT FROM VAN HORN, TX TO MARFA, TX N6388F CRASHED 20 MILES NW OF MARFA IN THE FORT DAVIS MOUNTAINS. THE AIRCRAFT WAS PILOTED BY ^PRIVACY DATA OM^ A PRIVATE PILOT, AND ONE PASSENGER. BOTH OCCUPANTS RECEIVED MINOR INJURIES. PILOT INDICATED HE WAS REPOSITIONING THE AIRCRAFT TO MARFA TO PURCHASE FUEL. INVESTIGATION AT THE SCENE REVEALED THE AIRCRAFT HAD NO FUEL. THE AIRCRAFT WAS BEING OPERATED VFR AND WAS RECEIVING FLIGHT FOLLOWING FROM ALBUQUERQUE ARTCC. THE PILOT REPORTED THUNDERSTORM ACTIVITY AROUND THE AREA IN WHICH HE WAS OPERATING. 20010429013869I (-23) FLIGHT OF 5 BIPLANES DEPARTED CAPE MAY, NJ (WWD) AFTER REFUELING STOP ENROUTE TO BAYPORT, NY. PILOT OF N343SF STATED THAT HIS ENGINE BEGAN MISSING AND LOSING POWER AT AN ALTITUDE OF 1200 FEE MSL OVER SANDY HOOK, NJ. PILOT FURTHER STATED THAT HE WAS LOSING ALTITUDE AND DID NOT BELIEVE HE WOULD BE ABLE TO MAKE THE NEAREST AIRPORT. HE SUBSEQUENTLY LANDED ON THE BEACH AT SANDY HOOK, NJ. NONE OF THE OTHER FOUR AIRPLANES IN THE FORMATION EXPERIENCED ANY MALFUNCTIONS AND CONTINUED TO THEIR DESTINATIONS. 20010429016199I (-23) ON APRIL, 2001, AT 4 PM LOCAL TIME, AIRCRAFT N22604, A BEECH BONANZA S/N E-1287, EXPERIENCED A NOSE GEAR COLLAPSE AFTER LANDING, WHILE SLOWING FOR TURN-OFF OF RUNWAY 22 AT ST. CLAIR COUNTY AIRPORT (PHN). THE PILOT AND SOLE OCCUPANT OF THE AIRCRAFT, MR. JON RICHARD STRAUCHMAN, PRIVATE PILOT CERTIFICATE NO. 375629705, ESTIMATED HIS SPEED TO BE BETWEEN 20 TO 30 KNOTS WHEN THE INCIDENT HAPPENED. THE AIRCRAFT WAS REMOVED FROM THE RUNWAY/TAXIWAY, AND SUBSEQUENTLY TAKEN TO AERODYNAMICS INC. (ADI), IN WATERFORD, MICHIGAN, FOR REPAIR. ON JUNE 11, 2001, I SPOKE WITH MR. BOB LEMAY, DOM FOR ADI. HE STATED THAT THE DAMAGED AREAS ON THIS AIRCRAFT INCLUDED THE PROPELLER, THE ENGINE (SUDDEN STOPPAGE) AND SHEET METAL IN ENGINE LOWER COWL AREA (TUNNEL AND FIREWALL NOT DAMAGED). HE INDICATED THAT THE NOSE GEAR OPERATED PROPERLY AND WAS NOT DAMAGED OR BROKEN, EITHER PRIOR TO OR AFTER THE LANDING INCIDENT. DURING AN INTERVIEW WITH THE PILOT IN MID-MAY OF 2001, I ASKED HIM TO SEND ME A BRIEF STATEMENT OF THIS INCIDENT. HE HAS YET TO DO SO. 20010430008279I (-23)AFTER TAKE OFF AT APPROX 500 FEET AGL, ENGINE STOPPED RUNNING. PILOT LANDED AIRCRAFT AT END OF RUNWAY IN A FIELD. THERE WERE NO INJURIES TO THE PASSENGERS AND THERE WAS NO DAMAGE TO AIRCRAFT. PRELIMINARY INSPECTION REVEALED THAT BOTH DISTRIBUTOR GEARS FAILED INSIDE THE MAGNETO. THE MAGNETO WAS SENT TO TCM FOR INSPECTION AND CAUSE OF FAILURE. 20010430008489I (-23)PILOT/A&P, REPLACED SHIMMY DAMPNER ON NOSEWHEEL WITH BOLT THAT WAS "ONE SIXTEENTH OF AN INCH TOO LONG", "ABOUT ON THREAD TOO LONG" WHICH ALLOWED THE GEAR TO RETRACT UNDER HYDRAULIC PRESSURE, BUT DID NOT ALLOW IT TO EXTEND BY GRAVITY FREEFALL. AIRCRAFT LANDED WITH NOSEWHEEL IN THE RETRACTED POSITION. 20010430008579A (.19)ON APRIL 30, 2001, AT 1850 HOURS MOUNTAIN STANDARD TIME, A BELLANCA 14-19, N521A, CAUGHT FIRE AND EXPLODED WHILE MAKING A PRECAUTIONARY LANDING AT CASA GRANDE, ARIZONA. THE AIRPLANE WAS DESTROYED AND THE CERTIFICATED AIRLINE TRANSPORT PILOT AND HIS TWO PASSENGERS RECEIVED SERIOUS INJURIES. THE AIRPLANE WAS BEING OPERATED AS A PERSONAL FLIGHT BY THE OWNER/PILOT UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED FROM CHANDLER MUNICIPAL AIRPORT, CHANDLER, ARIZONA, ABOUT 1830. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. A PASSENGER REPORTED THAT A FLUID LEAK HAD DEVELOPED FROM AN AREA NEAR THE CENTER OF THE INSTRUMENT PANEL, AND THE PILOT WAS MAKING A PRECAUTIONARY LANDING TO DETERMINE THE NATURE OF THE PROBLEM. HE SAID THAT THE AIRPLANE HAD LANDED WITHOUT INCIDENT, AND WAS ON ROLLOUT ON RUNWAY 23 AT CASA GRANDE MUNICIPAL AIRPORT WHEN THE CABIN EXPLODED. THE RIGHT CABIN DOOR WAS BLOWN OFF AND THE AIRPLANE RAN OFF THE LEFT SIDE OF THE RUNWAY BEFORE REENTERING THE RUNWAY AND COMING TO A STOP. THE PASSENGER IN THE RIGHT FRONT SEAT EXITED THE AIRPLANE AND WAS FOLLOWED BY THE PILOT WHO HAD BEEN IN THE LEFT FRONT SEAT. WHEN THE PILOT REALIZED THAT THE REAR-SEATED PASSENGER HAD NOT EXITED, HE REENTERED THE CABIN AND HELPED HER OUT OF THE AIRPLANE. THE AIRPLANE WAS COMPLETELY ENGULFED IN FLAMES. ALL THREE OCCUPANTS RECEIVED SERIOUS THERMAL INJURIES. AN EXAMINATION BY A SAFETY BOARD INVESTIGATOR REVEALED THAT THREE PRESSURE GAUGES ARE LOCATED IN THE CENTER OF THE INSTRUMENT PANEL AROUND THE POINT IDENTIFIED BY THE RIGHT SEAT PASSENGER AS THE SOURCE OF THE FLUID LEAK. A PRESSURE LINE FROM THE FUEL, OIL, AND HYDRAULIC SYSTEMS IS CONNECTED TO EACH INSTRUMENT GAUGE RESPECTIVELY. A DETAILED EXAMINATION OF THE REMNANTS OF ALL THREE LINES IS IN PROCESS. ALL THREE METAL FUEL TANKS WERE SWOLLEN, BREACHED, AND SHOWED EVIDENCE OF BEING PARTIALLY CONSUMED BY THE FIRE. THERE WAS NO EVIDENCE TO INDICATE PUNCTURING, CRUSHING, OR SCRAPING OF ANY TANK HAD OCCURRED. (-23)SEE ATTACHED FORM 1360-33 (.4) HISTORY OF FLIGHT: ON APRIL 30, 2001, AT 1850 MOUNTAIN STANDARD TIME, A BELLANCA 14-19, N521A, CAUGHT FIRE AND EXPLODED WHILE MAKING A PRECAUTIONARY LANDING AT CASA GRANDE MUNICIPAL AIRPORT (CGZ), CASA GRANDE, ARIZONA. T HE AIRPLANE WAS DESTROYED AND THE CERTIFICATED AIRLINE TRANSPORT PILOT AND ONE OF HIS TWO PASSENGERS RECEIVED SERIOUS INJURIES. THE SECOND PASSENGER SUSTAINED SERIOUS THERMAL BURNS AND SUCCUMBED TO HER INJURIES 20 DAYS AFTER THE ACCIDENT. THE AIRPLANE WAS BEING OPERATED AS A PERSONAL FLIGHT BY THE OWNER/PILOT UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE LOCAL FLIGHT HAD ORIGINATED FROM CHANDLER MUNICIPAL AIRPORT (CHD), CHANDLER, ARIZONA, ABOUT 1830. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. THE FRONT SEAT PASSENGER REPORTED THAT A FLUID LEAK HAD DEVELOPED FROM AN AREA BEHIND THE RIGHT SIDE OF THE INSTRUMENT PANEL, AND WAS DRIPPING ON THE FLOOR NEAR THE RUDDER PEDALS. THE PILOT STATED THAT THE FLUID WAS COMING FROM AN INSPECTION PANEL ON THE FIREWALL AND THAT THE FLUID WAS CLEAR. THE PILOT THEN PULLED BACK THE POWER SLOWLY AND HEADED FOR CASA GRANDE AIRPORT AND SUBSEQUENTLY ATTEMPTED A PRECAUTIONARY LANDING IN ORDER TO DETERMINE THE EXTENT OF THE PROBLEM. THE PASSENGER DESCRIBED THE TOUCHDOWN AND ROLLOUT AS NORMAL UNTIL AN EXPLOSION OCCURRED, WHICH FILLED THE CABIN AREA WITH FLAMES. A SECOND WITNESS, WHO WAS DOWNWIND IN THE TRAFFIC PATTERN, STATED THAT THE AIRPLANE HAD LANDED WITHOUT INCIDENT ON RUNWAY 05. IT WAS ON ROLLOUT WHEN FLAMES APPEARED FROM BENEATH THE FORWARD PART OF FUSELAGE. SECONDS LATER, AS THE AIRPLANE SLOWED NEAR A TAXIWAY, THE CABIN EXPLODED WITH A BRIGHT FLASH. THE RIGHT CABIN DOOR WAS BLOWN OPEN AND THE AIRPLANE GROUND LOOPED. THE AIRPLANE RAN OFF THE LEFT SIDE OF THE RUNWAY BEFORE R 20010430008809I (-23)^PRIVACY DAT^ TAXIED N987CP TO THE TIEDOWN RAMP. THIS IS A TEMPORARY PARKING AREA WHILE THERE WAS CONSTRUCTION ON THE REGULAR PARKING RAMP. SINCE THE PARKING WAS TIGHT HE WAS WATCHING HIS WING WHEN THE HORIZONTAL STABILIZER SLID UNDER THE BE-77'S WING AND DAMAGED THE PITOT TUBE. 20010430008979A (-23)AIRCRAFT FLOWN FOR FORREST FIRE SPOTTING FOR KY. FORRESTER DIVISION. ACFT DEPARTED FROM MT. STERLING KY LANDED AT BIG SANDY AIRCRAFT (DID NOT TAKE ON FUEL). FLEW A TOTAL OF 5 HRS PRIOR TO CRASH. PILOT REPORTED ENGINE STALLED RE-STARTED AND STALLED AGAIN, THEN HE SHUT DOWN THE ENGINE AND MADE AN OFF FEILD ENGINE OFF LANDING. AIRCRAFT LANDED IN AN OPEN CORN FIELD TRAVELED APPROX 300 FT. AND CAME TO REST UP SIDE DOWN. ON SCENE INVESTIGATION REVEALED BOTH FUEL TANKS WERE EMPTY, WITH SOME FUEL FLUID FOUND IN THE FIRE WALL TO CARBUEATOR. (.4) THE PILOT STATED THAT ON THE DAY OF THE ACCIDENT, HE FLEW BETWEEN 5-6 HOURS, BUT ESTIMATED AN ENDURANCE OF 7 HOURS BASED ON FULL TANKS AT THE ECONOMY CRUISE SETTING. DURING HIS FOURTH FLIGHT OF THE DAY, THE ENGINE LOST ALL POWER. THE PILOT TOLD THE PASSENGER THAT HE THOUGHT HE WAS OUT OF FUEL, AND PERFORMED A FORCED LANDING INTO A CORNFIELD. THE PILOT ADDED THAT BEFORE HE DEPARTED ON HIS FIRST FLIGHT OF THE DAY, HE INSTRUCTED THE FIXED BASED OPERATOR TO COMPLETELY FUEL THE AIRPLANE. SUBSEQUENTLY, DURING THE PREFLIGHT INSPECTION, BOTH TANKS APPEARED TO BE FULL. HOWEVER, THE MANAGER OF THE FIXED BASED OPERATOR STATED THAT PRIOR TO THE ACCIDENT PILOT ARRIVING AT THE AIRPORT, THE AIRPLANE WAS FLOWN 1.2 HOURS BY A DIFFERENT PILOT. AFTER THAT FLIGHT, THE AIRPLANE WAS NOT REFUELED BEFORE THE ACCIDENT PILOT DEPARTED. THE MANAGER BELIEVED THE ACCIDENT PILOT DEPARTED WITH 76 GALLONS OF FUEL, INSTEAD OF THE 88-GALLON USEABLE CAPACITY. 20010430009349I (-23)ON APRIL 30, 2001 AT 1535 EDT, A MOONEY 20-M, N321JL, REGISTERED TO ^PRIVACY DATA ^ LANDED WITH THE GEAR PARTIAL EXTENDED, AT ST PETERSBURG-CLEARWATER INTERNATIONAL AIRPORT, FL, WHILE ON A BIANNUAL FLIGHT REVIEW WITH A CERTIFIED FLIGHT INSTRUCTOR. DURING THE FLIGHT REVIEW THE ALTERNATE GEAR EXTENSION WAS PERFORMED AS PART OF REVIEW. THE PROCEDURES IN THE AIRCRAFT FLIGHT MANUAL WERE FOLLOWED. THE GEAR STARTED DOWN, BUT WOULD NOT EXTEND TO THE DOWN AND LOCK POSITION. NUMEROUS ATTEMPTS WERE MADE TO EXTEND THE GEAR TO THE DOWN AND LOCK POSITION WAS UNSUCCESSFUL. THE AIRCRAFT LANDED WITH THE GEAR PARTIALLY EXTENDED RESULTING IN THE AIRCRAFT SUSTAINING MINOR DAMAGE TO THE AIRCRAFT. 20010430010529A (-23)ACCORDING TO PILOT STATEMENTS, WINDS AT THE TIME OF THE ACCIDENT WERE OUT OF THE SOUTH AT 25 KNOTS WITH HIGHER GUSTS, AND ONE (1) FOOT SWELLS EXITED ON LAKE UNION. BOTH PILOTS STATED THAT AFTER IDLE TAXIING TO THE NORTH END OF THE LAKE, THE AIRCRAFT WAS ALIGNED WITH THE WINDS, AND POWER WAS ADDED FOR TAKEOFF. WHILE STILL IN THE PLOWING POSITION, THE RIGHT WING RAISED UP, AND THE AIRCRAFT OVERTURNED. 20010430010879A (-23)AIRMAN DEPARTED WITH AIRCRAFT EMPTY (NO CHEMICAL ONBOARD) ENROUTE TO ANOTHER WORK STATION APPROXIMATELY 2 1/2 MILES AWAY. PILOT LEVELED OFF AT ROUGHLY 150-200 FEET AGL AND ESTABLISHED CRUISE FLIGHT. AFTER SETTING POWER AND PROPELLER RPM, THE PILOT THOUGH FUEL CONTROL SELECTOR WAS FORWARD OF GROUND IDLE POSITION AND THEREBY ATTEMPTED TO MOVE THE CONTROL BACK TO THE STOP. A SECOND OR TWO LATER THE PILOT NOTED BRIEF PUFFS OF SMOKE FROM THE ENGINE EXHAUST AND THE ENGINE FLAMED OUT. WITH THE AIRCRAFT AT MINIMAL ALTITUDE THE PILOT IMMEDIATELY COMPLETED AN OFF-AIRPORT LANDING. THE ONLY FIELD WITHIN RANGE OF THE AIRCRAFT SLIGHTLY DOWNHILL FOR THE LANDING. THE AIRCRAFT TOUCHED DOWN ROUGHLY 90' FEET PRIOR TO IMPACTING A PILE OF UPROOTED APPLE TREES. SUBSEQUENTLY, THE AIRCRAFT ENDED UP INVERTED ON THE GROUND WITH SUBSTANTIAL DAMAGE. THE PILOT REMAINED CONSCIOUS AND WAS ABLE TO REMOVE HIMSELF FROM THE WRECKAGE. THERE WAS NO POST-IMPACT FIRE. 20010430011359I (-23)PILOT STATED WAS DOING ENGINE OUT LANDING, INSTRUCTOR HAD PULLED LT. POWER LEVER BACK TO 12 INCHES TO SIMULATE FEATHERED ENGINE. ON DOWN WIND LEG, STUDENT ADVISED TO WAIT TILL RUNWAY SURE PRIOR TO PUTTING GEAR DOWN. ON FINAL, ENCOUNTERED TURBULANCE. PIC STATED SHE THOUGHT THAT STUDENT HAD PUT GEAR HANDLE DOWN, BUT AIRCRAFT LANDED GEAR UP ON CENTER LINE OF RUNWAY. STATED THAT GEAR HORN DID NOT SOUND POWER LEVER PULLED BACK. AFTER STOPPING, TURNED FUEL AND BATT SWITCH TO OFF POSITION. DEPARTED AIRCRAFT. 20010430013269I (-23) PILOT STATED THAT HE WAS ON ROLLOUT FROM LANDING WHEN THE NOSE GEAR SUDDENLY COLLAPSED. WHEN THE NOSE GEAR COLLAPSED, IT CAUSED A SIDE LOAD ON THE MAIN GEAR, WHICH CAUSED IT TO COLLAPSE. THERE WAS MINOR DAMAGE TO THE UNDERSIDE OF THE AIRCRAFT, Q-TIPPED THE PROPS. A MALFUNCTION OR DEFECT REPORT WAS SENT OUT. 20010430014879I (-23) PILOT STATED THAT DURING THE APPROACH TO THE RUNWAY HE PUT ON THE UPPER LANDING LIGHT, IT PUT A GLARE ON THE PROP. AND HE THOUGHT HE WAS OVER THE GRASS RUNWAY WHEN IN FACT HE WAS BESIDE THE RUNWAY AND LANDED WHERE THE GROUND WAS MUCH SOFTER CAUSING MINOR DAMAGE TO THE AIRCRAFT. THE NOSE GEAR BROKE OFF AND THE PROPELLER WAS DAMAGED. NEITHER THE PILOT OR HIS PASSENGER WERE INJURED. 20010430016319I (-23) ON 4-30-01, AT APPROXIMATELY 1815 CDT, MR. RICHARD WHITE, A PRIVATE PILOT WAS RECEIVING A FLIGHT REVIEW FROM MR. BARRETT WA. PAASCH, A FLIGHT INSTRUCTOR. THEY WERE PRACTICING EMERGENCY LANDINGS IN THE TRAFFIC PATTERN AT THE NEW HOLSTEIN AIRPORT, WI., FOR RUNWAY 22, A GRASS RUNWAY. MR. PAASCH REDUCED THE POWER SIMULATION AN ENGINE OUT & WANTED MR. WHITE TO LAND ON RUNWAY 22. MR. WHITE TOLD MR. PAASCH I WILL LAND SHORT OF THE RUNWAY END MARKERS, A GRASS AREA. IT LOOKED LIKE DRY GRASS, BUT WAS WET, WHICH CAUSED THE AIRCRAFT TO SLIDE TO AN ABRUPT STOP, DAMAGING THE NOSE GEAR AND PROP. MR. WHITE STATED THAT MR. PAASCH ALLOWED HIM TO LAND SHORT. 20010430039439A (-23) INSUFFICIENT INFORMATION TO DETERMINE CAUSE AT THIS TIME. THE AIRCRAFT WAS DESTROYED FROM THE IMPACT AND THE FIRE THAT RESULTED FROM THE CRASH. THE AIRCRAFT WAS BURNED EXTENSIVELY. ONLY A FEW BONES LEFT AFTER THE FIRE COULD BE USED TO IDENTIFY THE OCCUPANT(S) OF THE AIRCRAFT. AT THIS POINT, IT IS BELIEVED THAT ONLY ONE INDIVIDUAL WAS IN THE AIRCRAFT. IF FURTHER DEVELOPMENTS OCCUR, AN AMENDED FAA FORM 8020-23 WILL BE FORTHCOMING. 20010501008039A (-23)MAY 1, 2001, APPROXIMATELY 1030 MDT A DEHAVILLAND DHC-6-300, N49SJ, REGISTERED TO AND OPERATED BY THE DEPARTMENT OF INTERIOR AS A PUBLIC USE AIRCRAFT WAS SUBSTANTIALLY DAMAGED WHEN THE AIRCRAFT VEERED OFF THE RUNWAY AT STAR PARACHUTE AIRPORT, STAR, IDAHO. THE SUBSTANTIAL DAMAGE OCCURRED WHEN THE NOSE GEAR ASSEMBLY WAS SHEARED OFF DUE TO COLLISION WITH TERRAIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. NEITHER THE PILOT NOR THE PASSENGER WERE INJURED. THE FLIGHT ORIGINATED FROM BOISE MUNICIPAL AT 1015 MDT AND WAS FOR THE PURPOSE OF SMOKE JUMPER TRAINING. 20010501009099A (.19)ON MAY 1, 2001, APPROXIMATELY 1241 CENTRAL DAYLIGHT TIME, A MITSUBISHI MU-2B-40, TWIN-ENGINE TURBOPROPELLER DRIVEN AIRPLANE, N16CG, IMPACTED TREES AND TERRAIN DURING AN UNCONTROLLED DESCENT NEAR THE WOODLANDS, TEXAS. THE AIRPLANE WAS OWNED BY PRIVATE INDIVIDUALS AND OPERATED BY THE PILOT UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE AIRPLANE WAS DESTROYED, AND THE PILOT AND HIS PASSENGER SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED; HOWEVER, SCATTERED THUNDERSTORMS WERE REPORTED IN THE VICINITY OF THE DEPARTURE AIRPORT. AN INSTRUMENT FLIGHT PLAN WAS FILED FOR THE PERSONAL CROSS-COUNTRY FLIGHT WHICH DEPARTED CONROE, TEXAS, AT 1233, WITH A PLANNED DESTINATION OF ALAMORGORDO, NEW MEXICO. WITNESSES REPORTED HEARING AN ENGINE SURGING NOISE, OBSERVED THE AIRPLANE IN A "FLAT" SPIN, AND SUBSEQUENTLY, SPINNING NOSE LOW TOWARD THE GROUND. ONE WITNESS DESCRIBED THE AIRPLANE AS SPINNING "LIKE A HELICOPTER BLADE." SEVERAL WITNESSES STATED THAT ONE OF THE PROPELLERS WAS NOT TURNING. SEVERAL WITNESSES REPORTED THAT THE END PIECE OF A WING WAS MISSING. LOCAL AUTHORITIES AND WITNESSES REPORTED A POST-IMPACT FIRE. THE AIRPLANE CAME TO REST INVERTED. THE ACCIDENT SITE SITE WAS APPROXIMATELY 13 NAUTICAL MILES SOUTHWEST OF THE MONTGOMERY COUNTY AIRPORT, CONROE, TEXAS. THE TERRAIN AT THE ACCIDENT SITE CONSISTED OF SOFT WET DIRT IN A HEAVILY WOODED AREA. GROUND SCARS AND TREE SCRAPES WERE CONSISTENT WITH A VERTICAL IMPACT. SLASH MARKS, CONSISTENT WITH THE PROPELLER STRIKES, WERE FOUND ON ONE OF THE TREES. THE RIGHT WING FUEL TIP TANK HAS NOT BEEN LOCATED. (-23) ON MAY 1, 2001, APPROXIMATELY 1241 CENTRAL DAYLIGHT TIME, A MITSUBISHI MU-2B-40, TWIN-ENGINE TURBOPROPELLER DRIVEN AIRPLANE, N16CG, IMPACTED TREES AND TERRAIN DURING AN UNCONTROLLED DESCENT FROM 11200 FT., NEAR THE WOODLANDS, TEXAS. THE AIRCRAFT WAS PRIVATELY OWNED OPERATED BY THE PILOT UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE AIRPLANE WAS DESTROYED AND THE PILOT AND HIS PASSENGER SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITION PREVAILED; HOWEVER, SCATTERED THUNDERSTORMS WERE REPORTED IN THE VICINITY OF THE DEPARTURE AIRPORT. AN INSTRUMENT FLIGHT PLAN WAS FILED FOR THE PERSONAL CROSS-COUNTRY FLIGHT WHICH DEPARTED CONROE, TEXAS, AT 1233, WITH A PLANNED DESTINATION OF ALAMORGORDO, NEW MEXICO. THE ACCIDENT SITE WAS APPROXIMATELY 13 NAUTICAL MILES SOUTHWEST OF THE MONTGOMERY COUNTY AIRPORT, CONROE, TEXAS. THE TERRAIN AT THE ACCIDENT SITE CONSISTED OF SOFT WET DIRT, IN A HEAVILY WOODED AREA. GROUND SCARS AND TREE SCRAPES WERE CONSISTENT WITH A VERTICAL IMPACT. SLASH MARKS, CONSISTENT WITH THE PROPELLER STRIKES, WERE FOUND ON ONE OF THE TREES. IT APPEARED THAT THE RIGHT PROPELLER WAS NOT UNDER POWER ON IMPACT. THE RIGHT WING FUEL TIP TANK HAS NOT BEEN LOCATED. 20010501010659I (-23)PILOT STATES HE AND ANOTHER AIRCRAFT WERE CATCHING THE WIND CURRENTS OFF OF MT. HOOD. HIS AIRCRAFT WAS CAUGHT IN AN EXTREME DOWNDRAFT CAUSING HIM TO SELECT AN UNSCHEDULED SAFE LANDING AREA OF THE COOPER'S SPUR SKI LODGE. DURING ROLL OUT, THE LEFT WING WENT DOWN FIRST, CAUSING A GROUND LOOP TO THE LEFT. DAMAGE TO LEFT AILERON. 20010501011919A (-23)THE FOLLOWING IS DERIVED FROM THE NSTB REPORT: ON MAY 1, 2001, AT 1437 CDT, A DOUGLAS DC-9/31, N9333, OPERATED BY NORTHWEST AIRLINES, IC. AS FLIGHT 682, WAS SUBSTANTIALLY DAMAGED WHEN IT WAS STRUCK BY AN AIRCRAFT TUG DURING PASSENGER BOARDING. THE 14 CFR PART 121 FLIGHT WAS PARKED AT GATE D3 AT THE MINNEPOLIS-ST. PAUL INTERNATIONAL/WORLD-CHAMBERLAIN AIRPORT, MINNEAPOLIS, MN AND WAS BOUND FOR THE PHILADELPHIA INTERNATIONAL AIRPORT, PHILADELPHIA, PA. NO INJURIES WERE REPORTED BY THE 4 CREWMEMBERS OR 38 PASSENGERS THAT HAD BOARDED THE AIRCRAFT. THE DRIVER OF THE TUG AND A FOOD SERVICE WORKER RECEIVED MINOR INJURIES. THE AIRCRAFT WAS PARKED AND WAS BEING PREPARED FOR DEPARTURE. WHILE THE TUG WAS BEING POSITIONED TO CONNECT TO TOWBAR TO THE AIRCRAFT, IT LURCHED FORWARD. PIECES OF THE AIRCRAFT PROTRUDED THROUGH THE TUG'S WINDSHIELD AND PINNED THE DRIVER TO HIS SEAT. HE WAS UNABLE TO SHIFT GEARS AND HIS LEG WAS PINNED TO THE ACCELERATOR. SUBSEQUENT TO THE ACCIDENT, THE TUG WAS FUNCTIONAL CHECKED. NOTHING WAS FOUND TO EXPLAIN THE LURCHING. 20010501015359I (-23) THE CESSNA-152 (N69122) WAS CLEARED FOR TAKEOFF AND FAILED TO JUDGE PROPER CLEARANCE WHILE TAXIING AROUND THE CESSNA-172 (N220EP). THE RIGHT WING TIP OF THE CESSNA-152 COLLIDED WITH THE RUDDER OF THE CESSNA-172 CAUSING MINOR DAMAGE TO THE RUDDER. ON 05-02-01 THE PILOT OF THE CESSNA 152 WAS COUNSELED BY THE FAA IIC AND SUBSEQUENTLY REQUIRED TO RECEIVE REMEDIAL TRAINING FOR TAXIING AROUND OTHER AIRCRAFT. THE REMEDIAL TRAINING WAS SUCCESSFULLY COMPLETED WITH A CFI ON BOARD ON 05-02-01. A COPY IS ATTACHED IN THIS FILE. THE PILOT WAS FURTHER ADVISED TO HAVE HIS CORRECTIVE LENSES CHECKED FOR DEPTH PERCEPTION. 20010502007259A (-23)DURING PRACTICE OF ENGINE-OUT EMERGENCY PROCEDURES, PILOT RAISED FLAPS PRIOR APPLICATION OF POWER DURING GO-AROUND, CAUSING STALL/IMPACT WITH GROUND. (.19)ON MAY 2, 2001, AT 1320 HOURS PACIFIC DAYLIGHT SAVING TIME, A CESSNA 177B, N34168, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH THE GROUND WHILE MANEUVERING APPROXIMATELY 3 MILES EAST OF SANTA MARIA AIRPORT, CALIFORNIA. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY A PRIVATE PILOT WHO RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH DEPARTED FROM SANTA MARIA AIRPORT APPROXIMATELY 1310. THE PILOT REPORTED HE HAD BEEN TAKING PHOTOGRAPHS ABOUT 1,000 FEET ABOVE GROUND LEVEL, THEN DECIDED TO PRACTICE ENGINE OUT PATTERNS. DURING THE GO-AROUND FROM THE FIRST PATTERN HE ADDED POWER, "DUMPED THE FLAPS," AND WAS UNABLE TO PREVENT CONTACT WITH THE GROUND. THE AIRPLANE STRUCK A PIPE, CARTWHEELED, AND CAME TO REST INVERTED. (.4) ON MAY 2, 2001, AT 1320 HOURS PACIFIC DAYLIGHT SAVING TIME, A CESSNA 177B, N34168, WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH THE GROUND WHILE MANEUVERING APPROXIMATELY 3 MILES EAST OF SANTA MARIA AIRPORT, SANTA MARIA, CALIFORNIA. THE AIRPLANE WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY THE PRIVATE PILOT/OWNER WHO RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT, WHICH DEPARTED FROM SANTA MARIA AIRPORT APPROXIMATELY 1250. THE PILOT REPORTED HE HAD BEEN TAKING PHOTOGRAPHS ABOUT 1,000 FEET ABOVE GROUND LEVEL, THEN DECIDED TO PRACTICE ENGINE OUT PATTERNS. DURING THE GO-AROUND FROM THE SECOND PATTERN HE ADDED POWER, RETRACTED THE FLAPS TO 20 DEGREES, AND WAS UNABLE TO PREVENT CONTACT WITH THE GROUND. THE PILOT FURTHER STATED THAT IT "FELT LIKE THE ELEVATOR STALLED." THE AIRPLANE STRUCK A PIPE, CARTWHEELED, AND CAME TO REST INVERTED. 20010502008319I (-23)THE CERTIFIED FLIGHT INSTRUCTOR AND THE PRIVATE PILOT WERE PRACTICING INSTRUMENT TRAINING AND ESTABLISHED ON FINAL APPROACH FOR A LANDING TO RUNWAY 23. THE AIRCRAFT LANDED WITH THE LANDING GEAR IN THE UP POSITION, CAUSING DAMAGE TO THE PROPELLER, ENGINE, AND LANDING GEAR DOOR. THE TWO PILOTS STATED THAT THE LANDING GEAR WARNING HORN DID NOT FUNCTION; THAT THEY (THE TWO PILOTS ABOARD) APPARENTLY DID NOT MAKE USE OF THE AIRCRAFT CHECKLIST PRIOR TO LANDING. THIS INCIDENT IS CLOSED. 20010502008799I (-23)THE PILOT STATED THAT HE WAS FLYING N8ZT FROM THE FRONT SEAT(WHERE THE VISIBILITY IS MORE LIMITED THAN THE BACK SEAT) AND TOUCHED DOWN ON THE LEFT WHEEL FIRST. THE LEFT BRAKE ENGAGED AND THE AIRPLANE STARTED TO GROUND LOOP. THERE WAS A SCRATCH ON THE LEFT WHEEL AND THE BRAKE CALIPER WAS JAMMED AND BROKEN, WHICH PREVENTED THE WHEEL FROM TURNING. THE BRAKE HAD TO BE DISASSEMBLED ON THE RUNWAY TO TOW THE AIRPLANE TO THE RAMP. 20010502010629A (-23) MR. AMDAHL STATED HE WAS EXPERIENCING ICING CONDITIONS AND WAS DIVERTED TO FRONT RANGE AIRPORT. HE EXPERIENCED A HARD LANDING AT FRONT RANGE RUNWAY 24. HIS AIRCRAFT EXITED THE RUNWAY STRIKING 1 EACH RUNWAY LIGHT AND ONE TAXIWAY MARKER, CAUSING MINOR SHEET METAL DAMAGE TO HIS AIRCRAFT. MR. AMDAHL STATED HE WAS BRIEFED ON THE ICING CONDITION IN THE DENVER AREA PRIOR TO TAKE OFF. 20010502038829A (-23) ON WEDNESDAY 2 MAY 2001, AT APPROXIMATELY 10:30 EDT, MR. ROMANZO A. LACEY, HOLDER OF AIRLINE TRANSPORT PILOT CERTIFICATE NUMBER 133209, WAS PILOT-IN-COMMAND FLYING A CESSNA 182-P, N1491S. MR. LACEY WAS ENROUTE TO THE CHALET SUZANE AIRPORT NEAR LAKE WALES, FLORIDA WITH THREE PASSENGERS ON BOARD. ON ARRIVAL, MR. LACEY EXECUTED A LANDING ON RUNWAY 36 IN AN EAST NINETY DEGREE CROSS-WIND. THE AIRCRAFT PORPOISED AT TOUCHDOWN AND FLIPPED OVER ONTO IT'S BACK IN THE CENTER OF THE RUNWAY. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE WITH NO SIGNIFICANT INJURIES TO THE PILOT OR HIS PASSENGERS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. 20010503007419A (-23)N735LX, A CESSNA 182, PILOTED BY THE STUDENT PILOT, WAS ON FINAL APPROACH FOR LANDING ON RUNWAY 4 AT THE CANTON, GA. ARIPORT (47A). THE PILOT STATED THAT AS SHE STARTED TO FLARE THE NOSE OF THE AIRCRAFT WENT TO THE LEFT. SHE STATED THAT SHE CORRECTED AND THE AIRCRAFT WENT TO THE RIGHT. AT THIS TIME THE LEFT WHEEL CONTACTED THE RUNWAY AND THE AIRCRAFT VEERED TO THE RIGHT. AFTER TRAVELING APPROXIMATELY 1000 FEET THE AIRCRAFT DEPARTED THE RUNWAY TO THE RIGHT AND CONTINUED ON AN ADDITIONAL 1000 FEET AT WHICH TIME THE NOSE WHEEL CONTACTED A DITCH SEVERING THE STRUT AND WHEEL. THE AIRCRAFT FLIPPED OVER ON IT'S BACK AND CAME TO REST INVERTED. THERE WAS NO POST IMPACT FIRE AND N735LX SUFFERED SUBSTANTIAL DAMAGE. 20010503008389I (-23)ON SHORT FINAL WHEN GEAR WAS SELECTED DOWN THE #2 HYDRAULICS CONTENTS BEGAN TO FALL AND HYDRAULIC CAUTION LIGHTS AND #2 HYDRAULIC ISO VALVE LIGHT ILLUMINATED. THE FLIGHT WENT AROUND, EMERGENCY PROCEDURES FOLLOWED, THE FLIGHT THEN LANDED AND TAXIED TO THE GATE.TWO HYDRAULIC LINES BEHIND #2 ENGIEN DEBRIS SHIELD WERE REMOVED AND REPLACED, LEAK CHECKED AND OPS CHECKED GOO I/A/W 32-10-00. THIS INCIDENT IS CLOSED. 20010503009309I (-23)THIS FLIGHT WAS BEING CONDUCTED VT THE DEPARTMENT OF INTERIOR (DOI). THIS FLIGHT WAS A SPARROW NESTING SURVEY FLIGHT TO TRACK THE MIGRATION AND TYPE OF BIRDS FOUND IN THE EVERGLADES NATIONAL PARK. THE FLIGHT OPERATIONS REQUIRED THE HELICOPTER TO LAND AT A PREDETERMINED LATITUDE AND LONGITUDE WITHIN THE EVERGLADE NATIONAL PARK, AND OFFLOAD 3 DOI EMPLOYEES. THE HELICOPTER WOULD THEN DEPART THE AREA WHILE THE SURVEY WAS BEING CONDUCTED. THE HELICOPTER WOULD THEN RETURN AND PICK UP THE 3 DOI EMPLOYEES TO MOVE ON TO ANOTHER PREDETERMINED LOCATION. THE INCIDENT OF N261BH A BHT-206, HAPPENED DURING ITS SECOND LANDING, LOCATED AT 25 30.476/80 36.553 IN THE EVERGLADES NATIONAL PARK. THE HELICOPTER LANDED ON TOP OF CORAL ROCK FORMATIONS FOUND THROUGHOUT THE EVERGLADES. THE HELICOPTER WAS EQUIPPED WITH WIDE TUNDRA PADS TO ALLOW BETTER FOOTING FOR THE HELICOPTER'S SKIDS.FROM PILOT STATEMENTS AND SITE PICTURES, IT WAS DETERMINED THAT THE CORAL ROCK FORMATION BROKE UNDER THE AFT LEFT TUNDRA PAD. THIS CAUSED THE HELICOPTERS TAIL BOOM AND ROTOR TO TILT BACKWARDS AND THE NOSE OF THE HELICOPTER TO PITCH UP AND TO THE LEFT. THE PILOT PUT CORRECTIVE CONTROL INPUTS TO LEVEL THE HELICOPTER . ONCE THE HELICOPTER WAS SITTING LEVEL AGAIN THE PILOT NOTICED A SLIGHT VIBRATION AND DECIDED TO TOLL OFF THE POWER. AFTER POWER REDUCTION, THE HELICOPTER BEGAN TO VIBRATE AND SHAKE SEVERLY, SO THE HELICOPTER WAS SHUT DOWN. AN INSPECTION OF THE HELICOPTER SHOWED THAT THE ISOLATION MOUNT FOR THE TRANSMISSION WAS CONTACTED BY THE INPUT DRIVE SHAFT. THIS CAUSED THE STRIKER PLATE TO CONTACT THE TRANMISSION WHICH BROKE ON OF THE STUDS ON THE STRIKER PLATE. ALL DAMAGED PARTS WHERE REMOVED AND REPLACED FOR THE HELICOPTER. 20010503009489I (-23)PILOT ACCOMPLISHED A TAKEOFF FROM RUNWAY 9R AT KOPF AND CIRCLED FOR AN EASTBOUND BANNER PICKUP. AFTER THE PICKUP HE CLIMBED OUT NORMALLY AND PROCEEDED NORTH/NORTHEAST BOUND, GENERALLY FOLLOWING THE FLORIDA TURNPIKE. HE CLEARED THE KOPF AIRSPACE AND HAD CLEARED THE TOWER FREQUENCY WHEN HE NOTICED THE AIRCRAFT WAS SLOWLY LOSING POWER AND BEGINNING TO DESCEND SLIGHTLY. HE IMMEDIATELY CHECKED THE FUEL SYSTEM AND MAGNETOS AND FOUND NO PROBLEMS. HE THEN CALLED THE KOPF TOWER AND TOLD THEM HE WAS SLOWLY LOSING POWER AND WAS DROPPING HIS BANNER IN A CATTLE PASTURE AND WAS ATTEMPTING TO CONTINUE FLYING BACK TO KOPF. HE NOTICED HIS POSITION, AT THIS TIME, TO BE 1 MILE OUTSIDE OF KOPF AIRSPACE. NEXT HE DETERMINED HE COULD, AT BEST, ONLY HOLD 2100 RPM, SO HE CALLED OPA LOCKA TOWER AND LET THEM KNOW HE WAS GOING TO RETURN TO THE CATTLE PASTURE AND DO AN EMERGENCY LANDING. HE THEN NOTED THE ENGINE OIL PRESSURE HAD GONE TO 0 PSI. HE SHUT ENGINE DOWN AND SUCCESSFULLY DID AN EMERGENCY LANDING WITHOUT ANY DAMAGE OCCURRING TO THE AIRCRAFT OR ANY INJURIES TO HIMSELF. AFTER LANDING THE PILOT STATED HE COULD NOT ROTATE THE PROPELLER. THE ENGINE HAD SEIZED. PILOT STATED HIS COMPANY WAS G OING TO TRAILER THE AIRPLANE OUT OF PASTURE AND TO MAINTENANCE. FLL FSDO17, INSPECTOR ^PRIVACY DATA O^ WAS NOTIFIED OF THE INCIDENT FOR POSSIBLE MAINTENANCE FOLLOW UP WITH THE OPERATOR. INCIDENT CLOSED WITH PTRS #2001B8788 WITH NO FURTHER ACTION REQUIRED. 20010503009829A (-23)WHILE HOVERING N2061D IN PREPARATION FOR FLIGHT, PILOT CLAIMS THAT A GUST OF WIND CAUSED THE AIRCRAFT TO WEATHERCOCK INTO THE WIND. ACCORDING TO HIM, THE GUST WAS SO SEVERE THAT THE NEARBY TREES WERE "LYING" OVER AND HE COULD NOT MAINTAIN DIRECTIONAL CONTROL EVEN WITH FULL OPPOSITE CONTROL INPUTS. THE TAIL BOOM STRUCK A LIGHT POLE AND ONE TAIL ROTOR SEPARATED FROM THE HELICOPER. THE RESULTS WAS A LOSS OF LATERAL CONTROL AND THE AIRCRAFT SPUN UNCONTROLLABLY APPROXIMATELY FOUR TO FIVE REVOLUTIONS AT A CONSTANT ALTITUDE. PILOT MANAGED TO CRASH-LAND THE AIRCRAFT ON THE RAMP IN A TAIL LOW ATTITUDE. THE AIRCRAFT SUSTAINED HEAVY DAMAGE TO THE TAIL SECTION. ONE ROTOR BLADE WAS DETACHED, AND THE OTHER SEVERLY MANGLED. BOTH THE HORIZONTAL STABILIZER AND THE VERTICAL STABILIZER RECEIVED SUBSTANTIAL DAMAGE. THE SKIN OF THE FUSELAGE WAS BENT AFT OF THE REAR SKID ATTACHMENTS POINTS AND THE UNDER BELLY CROSS BEAM BROKEN. THE MAIN ROTOR BLADE DID NOT CONTACT THE GROUND AT ANY TIME. 20010503010139A (-23) PILOT LANDED AND LOST CONTROL OF THE AIRCRAFT. IT VEERED OFF THE RUNWAY AND HIT A TAXIWAY SIGN. THE PILOT EXECUTED A GO AROUND AND FLEW THE PATTERN AND LANDED SAFELY. (.4) ON MAY 3, 2001, AT 2040 HOURS PACIFIC DAYLIGHT TIME, A CESSNA T210N, N6425N, VEERED OFF THE RUNWAY WHILE LANDING ON RUNWAY 28, AND STRUCK A LANDING LIGHT AND TAXIWAY SIGN AT THE TRUCKEE-TAHOE AIRPORT, TRUCKEE, CALIFORNIA. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT DEPARTED OAKLAND, CALIFORNIA, AT 1920. THE FLIGHT WAS SCHEDULED TO TERMINATE AT THE TRUCKEE-TAHOE AIRPORT. NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED THAT THE AIRPLANE LANDED HARD ON THE FIRST ATTEMPT, AND THE LANDING WAS ABORTED. ON THE SECOND ATTEMPT, THE AIRPLANE LANDED HARD AGAIN, THE PILOT LOST DIRECTIONAL CONTROL, AND THE HORIZONTAL STABILIZER WAS DAMAGED AFTER IT STRUCK A LANDING LIGHT AND TAXIWAY SIGN. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED A WITNESS TO THE ACCIDENT. THE WITNESS STATED THAT THE AIRPLANE MADE A HARD LANDING AND DEPARTED THE RUNWAY WHERE IT STRUCK A SIGN, AND THEN IT TOOK OFF AGAIN WITH THE SIGN EMBEDDED IN THE AIRPLANE. THE AIRPLANE WENT AROUND IN THE PATTERN AND LANDED NORMALLY. A FEDERAL AVIATION ADMINISTRATION INSPECTOR CONDUCTED AN ON-SCENE INVESTIGATION. HE REPORTED THAT PART OF A TAXIWAY SIGN WAS EMBEDDED IN THE HORIZONTAL STABILIZER AND COMPRESSION WRINKLES WERE OBSERVED ON THE LEFT SIDE OF THE AIRPLANE NEAR THE BAGGAGE DOOR. 20010503012399I (-23) THE PILOT STATED THAT HE WAS NOT ATTEMPING TO FLY THE AIRCRAFT, HE WAS ONLY TAXIING IT FOR TRAINING PURPOSES. HE STATED THAT WHEN TAXING THE AIRCRAFT, HE GOT TOO FAR OFF THE TAXIWAY AND THE NOSE WHEEL GOT CAUGHT INA D EEP RUT, (TRACK) WHICH CAUSED THE AIRCRAFT TO FLIP OVER. THE PILOT HAS NO FLIGHT TIME IN THIS AIRCRAFT. 20010503015469I (-23) ON MAY 3, 2001 AT 1700 EDT, A CESSNA 172M, REGISTERED TO SCOTT WALKER, EXPERIENCED AN ENGINE FAILURE. THE PILOT TRIED TO MAKE AN EMERGENCY LANDING ON A GOLF COURSE, BUT WAS UNABLE AND LANDED IN THE TAMPA BAY IN APPROXIMATELY 20 INCHES OF WATER AND 20 FEET FROM SHORE. THE AIRCRAFT SUSTAINED MINOR DAMAGE. THE PILOT AND PASSENGER SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED AT KEY WEST, FLORIDA TO CLEARWATER, FLORIDA, MAY 3, 2001, AT 1530 HOURS. 20010503022909I (-23) ON 03 MAY 2001 AT APPROXIMATELY 1645 ESDST, A PIPER PA-23-250, N62625 HAD A NOSE GEAR COLLAPSE AFTER LANDING AT KSGH, SPRINGFIELD, OHIO. THE PILOT STATED HE HAD THREE GREEN GEAR LIGHTS AND SAW THE NOSE GEAR WAS DOWN WHEN VIEWED IN THE MIRROR BEFORE LANDING. THE AIRCRAFT SUSTAINED MINOR DAMAGE. NO INJURIES TO THE PILOT. NO PASSENGERS WERE ON BOARD. THE AIRCRAFT WAS PUT ON JACKS AND THE GEAR OPERATES NORMALLY. REVIEWED THE AIRCRAFT/PILOT'S RECORDS, ALL WERE CURRENT. 20010503030869A (.4) ACCORDING TO THE FLIGHT INSTRUCTOR AND PILOT RECEIVING INSTRUCTION, THE STUDENT WAS DEMONSTRATING A COMMERCIAL FLIGHT MANEUVER, AT 2,100 FEET AGL, WHEN THEY SMELLED AN ODOR SIMILAR TO "ELECTRICAL BURNING." THE INSTRUCTOR TOLD THE STUDENT TO TERMINATE THE MANEUVER AND RETURN TO THE AIRPORT. WHILE THE STUDENT WAS TERMINATING THE MANEUVER, VISIBLE SMOKE APPEARED IN THE CABIN, AND HEAT WAS FELT COMING FROM BENEATH THE INSTRUMENT PANEL. THE INSTRUCTOR ASSUMED CONTROL OF THE AIRPLANE. THE ENGINE WAS SHUT DOWN AND A FORCED LANDING WAS EXECUTED TO A FIELD. DURING THE LANDING, THE AIRPLANE ENCOUNTERED SOFT TERRAIN, NOSED OVER AND CAME TO REST INVERTED. A PLASTIC HYDRAULIC RESERVOIR, FROM THE HYDRAULIC POWER PACK, WAS FOUND MELTED AND LAYING ON THE COCKPIT FLOOR. THE HYDRAULIC POWER PACK WAS EXAMINED AND FUNCTIONALLY TESTED AT AERO ELECTRIC INC., WICHITA, KANSAS, UNDER SUPERVISION OF THE FAA. ACCORDING A REPORT FROM AERO ELECTRIC, THE POWER PACK AND ITS RELATED COMPONENTS OPERATED WITHIN MANUFACTURER'S SPECIFICATIONS. (.19) ON MAY 3, 2001, AT 1315 CENTRAL DAYLIGHT TIME, A CESSNA 172RG, AIRPLANE, N9696B, WAS SUBSTANTIALLY DAMAGED DURING A PRECAUTIONARY LANDING NEAR W ASHINGTON, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO CHRISTENSEN AVIATION INC., OF WILMINGTON, DELAWARE, AND OPERATED BY AIRMAN FLIGHT SCHOOL, INC., OF NORMAN, OKLAHOMA. THE FLIGHT INSTRUCTOR AND PRIVATE PILOT RECEIVING INSTRUCTION RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE UNIVERSITY OF OKLAHOMA WESTHEIMER AIRPORT, NORMAN, OKLAHOMA. ACCORDING TO PERSONNEL AT AIRMAN FLIGHT SCHOOL, THE INSTRUCTOR PILOT AND PILOT RECEIVING INSTRUCTION WERE PRACTICING COMMERCIAL FLIGHT MANEUVERS AT 2,100 FEET AGL, WHEN THEY SMELLED AN ODOR SIMILAR TO "ELECTRICAL BURNING." THEY TERMINATED THE MANEUVER AND INITIATED THE RETURN FLIGHT TO THE AIRPORT. APPROXIMATELY TWO MINUTES LATER THE COCKPIT AREA FILLED WITH SMOKE. ALL PERTINENT EQUIPMENT WAS SECURED AND A PRECAUTIONARY LANDING WAS EXECUTED TO A FIELD. DURING THE LANDING THE AIRPLANE NOSED OVER AND CAME TO REST INVERTED. ACCORDING TO THE FAA INSPECTOR, WHO EXAMINED THE AIRPLANE, HE OBSERVED CHAFFING OF ELECTRICAL WIRES BETWEEN THE ENGINE FIREWALL AND COCKPIT INSTRUMENT PANEL. A PLASTIC HYDRAULICRESERVOIR WAS FOUND MELTED AND LAYING ON THE COCKPIT FLOOR. HE STATED THAT THE LEFT WING-TIP, THE RIGHT WING STRUT, AND THE TAIL SECTION WERE STRUCTURALLY DAMAGED. HE ADDED THAT THE ENGINE FIREWALL WAS BUCKLED. (-23) THIS WAS AN INSTRUCTIONAL FLIGHT. AIRCRAFT DEPARTED NORMAN, OKLAHOMA (OUN), SOUTHBOUND TO TRAINING AREA. PILOT WAS PRACTICING 8'S ON PYLONS WHEN THEY SMELLED ELECTRICAL WIRE BURNING. INSTRUCTOR MADE DECISION TO RETURN TO NORMAN, OKLAHOMA, WHEN SMOKE FILLED THE COCKPIT AND AREA BY RUDDER PEDALS BECAME VERY HOT. INSTRUCTOR MADE DECISION TO MAKE EMERGENCY LANDING OFF AIRPORT RESULTING IN SUBSTANTIAL DAMAGE TO AIRCRAFT. PILOTS WALKED TO PRIVATE RESIDENCE AND CALLED AUTHORITIES. 20010503039779A (-23) ON MAY 3, 2001, ABOUT 1050 ADT, A WHEEL EQUIPPED PIPER PA-32-300, N4089W, SUSTAINED SUBSTANTIAL DAMAGE WHILE ATTEMPTING A LANDING AT CHEFORNAK, ALASKA. THE AIRCRAFT WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) CROSS COUNTRY COMMERCIAL FLIGHT, WHEN THE ACCIDENT OCCURRED. A LICENSED COMMERCIAL PILOT OPERATED THE AIRCRAFT. THE AIRCRAFT IS OWNED BY A LEASING COMPANY AND OPERATED BY A PART 135 ON DEMAND OPERATOR. VISUAL METEOROLOGICAL CONDITIONS PREVAILED IN THE AREA OF THE ACCIDENT. DURING AN INTERVIEW WITH AN FAA INSPECTOR ON MAY 4, 2001, THE PILOT REPORTED THAT WHEN HE WAS ON FINAL APPROACH, CONFIGURED WITH FULL FLAPS, AIRSPEED AT THE THRESHOLD 80 MPH, THE AIRCRAFT STALLED. THE AIRCRAFT STRUCK THE RUNWAY IN THE STALL AND BOUNCED BACK INTO THE AIR, AND WITH A CROSSWIND OF 10 TO 15 KNOTS THE AIRCRAFT STRUCK THE TUNDRA ABOUT 30 FEET FROM THE RUNWAY. THE AIRCRAFT CAME TO REST WITH THE LEFT GEAR SHEARED OFF, NOSE GEAR COLLAPSED, PROPELLER BENT BACK FORMED TO THE FUSELAGE AND THE RIGHT WING BENT DOWN AT A 90 DEGREE ANGLE. INVESTIGATION IS ONGOING FOR POSSIBLE VIOLATIONS. 20010504007559I ON 05-04-01, NWAA FLIGHT #1488, AT APPROXIMATELY 2305, LOCAL TIME,REPORTED ELECTRICAL PROBLEMS WHILE LANDING ON RUNWAY 10L, AT PIT. FURTHER INVESTIGATION REVEALED THAT THE RIGHT GENERATOR PROBLEMS CAUSED THE FAILURE OF THE AC CROSS TIE LOCKOUT, TO RESET. THE RIGHT GENERATOR WAS DEFERRED IN PIT, AND REPLACED IN MSP, THIS ACCORDING TO ^PRIVACY ^ NWAA MAINTENANCE. APPROACH CONTROL WAS NOTIFIED OF PROBLEM, AND THE AIRCRAFT LANDED WITHOUT INCIDENT. THERE WERE NO INJURIES TO PASSENGERS SUBMISSION OF THIS REPORT CLOSE THIS INCIDENT. 20010504007879A (.19)ON MAY 4, 2001, AT 1500 EASTERN DAYLIGHT TIME, A PIPER PA-32-301, N434DJ, WAS SUBSTANTIALLY DAMAGED DURING A RUNWAY OVERRUN AT THE SEAMANS FIELD AIRPORT, FACTORYVILLE, PENNSYLVANIA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT ORIGINATED AT ALLENTOWN, PENNSYLVANIA, APPROXIMATELY 1400. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A WRITTEN STATEMENT, THE PILOT SAID: "ENTERED TRAFFIC PATTERN FOR RUNWAY 22 AT SEAMANS AIRPORT AFTER OVERFLYING THE FIELD, BUT NOT SEEING THE WINDSOCK. FINAL APPROACH WAS SLIGHTLY HIGH AND I CORRECTED, HOWEVER AT TOUCHDOWN MY GROUNDSPEED WAS EXCESSIVE AND DESPITE FULL BRAKING, I OVERRAN THE RUNWAY. AFTER SKIDDING ON THE GRASS PAST THE END OF THE RUNWAY, MY NOSEWHEEL TIPPED OVER A HILL, PULLING THE PLANE DOWN THE HILL." DURING A TELEPHONE INTERVIEW, THE PILOT SAID: "I WAS A LITTLE HIGH ON FINAL, WITH THE PROP FORWARD AND FULL FLAPS. MY APPROACH SPEED WAS 85. I SLIPPED TO GET IT DOWN, AND I NOSED IT OVER TO ABOUT 95, BUT MY GROUNDSPEED WAS A HECK OF A LOT FASTER THAN THAT. "IT WAS A 2,500-FOOT RUNWAY, AND WHEN I TOUCHED DOWN, MY GROUNDSPEED WAS PR ETTY FAST. I HAD AN OPPORTUNITY TO GO AROUND, BUT I LAID ON THE BRAKES. I JUST KEPT SKIDDING, AND OVERRAN THE RUNWAY. I WASN'T GOING THAT FAST, BUT IT JUST WOULDN'T STOP. I THINK I HAD A TAILWIND. "I RAN OVER INTO THE GRASS AND ALMOST GOT IT STOPPED, BUT THE NOSE WHEEL DROPPED OVER THE HILL, AND I WENT DOWN THE EMBANKMENT." THE PILOT WAS ASKED WHERE THE AIRPLANE TOUCHED DOWN ON THE RUNWAY. HE SAID: "I'M NOT EXACTLY SURE. I SHOOT FOR THE NUMBERS, AND I THINK I FLARED ABOVE THE THRESHOLD. I THINK I TOUCHED DOWN BETWEEN ONE-THIRD AND ONE-HALF THE WAY DOWN THE RUNWAY. I USED A FAIR AMOUNT OF RUNWAY. "IF YOU LOOK AT THE SKID MARKS, THEY START BETWEEN ONE-HALF AND TWO-THIRDS OF THE WAY DOWN THE RUNWAY, AND I DIDN'T PUT THE BRAKES ON RIGHT AWAY." IN A WRITTEN STATEMENT, ONE WITNESS SAID: "THE INCIDENT HAPPENED FRIDAY, MAY 4TH BETWEEN 2:45 AND 3:00 P.M. I WAS WORKING OUTSIDE PARALLEL TO THE RUNWAY WHERE THE PLANE LANDED. I SAW IT AT ABOUT 75 FEET ABOVE THE RUNWAY, DIVING AT THE RUNWAY, AND THEN TOUCHED DOWN ABOUT 1000 FEET FROM THE END. THE FLAPS WERE STILL EXTENDED THROUGHOUT THE ROLL-OUT PREVENTING FULL BRAKING ACTION. I LOST SIGHT OF THE PLANE WHEN IT WENT BEHIND THE HANGAR. THAT'S A LL I SAW UNTIL I GOT TO THE SCENE, THEN I SAW THE AIRPLANE SITTING WITH ITS NOSE GEAR COLLAPSED ON THE ROAD." IN A WRITTEN STATEMENT, A SECOND WITNESS SAID: "I SAW THE AIRPLANE FROM THE FRONT HANGAR WHEN I LEFT THE BUILDING. I COULD HEAR THE BRAKES SQUEALING AND SAW IT TRYING TO STOP FROM ABOUT THE POINT OF THE GAS PUMPS ON TO THE END. IT TOUCHED DOWN BEFORE I FIRST SAW IT. AT THAT TIME I DID NOT KNOW IF IT MANAGED TO STOP OR WHETHER IT WENT OFF THE RUNWAY BUT AT THE SAME TIME 3 OR 4...MECHANICS AND 1 OR 2 CUSTOMERS RAN TO THE AIRPLANE TO DETERMINE THAT NOBODY WAS HURT. " WHEN QUESTIONED ABOUT THE HANDLING AND PERFORMANCE OF THE AIRPLANE, THE PILOT SAID: "IT WAS PERFECT, THE AIRPLANE WAS DOING QUITE WELL." THE PILOT REPORTED 173 HOURS OF FLIGHT EXPERIENCE, 139 HOURS OF WHICH WERE IN MAKE AND MODEL. THE WEATHER REPORTED AT WILKES-BARRE, PENNSYLVANIA, 19 MILES SOUTH OF SEAMAN'S AIRPORT WAS CLEAR SKIES WITH VARIABLE WINDS AT 4 KNOTS. (.4) ON MAY 4, 2001, AT 1500 EASTERN DAYLIGHT TIME, A PIPER PA-32-301, N434DJ, WAS SUBSTANTIALLY DAMAGED DURING A RUNWAY OVERRUN AT THE SEAMANS FIELD AIRPORT, FACTORYVILLE, PENNSYLVANIA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT ORIGINATED AT ALLENTOWN, PENNSYLVANIA, APPROXIMATELY 1400. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN A WRITTEN STATEMENT, THE PILOT SAID: "ENTERED TRAFFIC PATTERN FOR RUNWAY 22 AT SEAMANS AIRPORT AFTER OVERLYING THE FIELD, BUT NOT SEEING THE WINDSOCK. FINAL APPROACH WAS SLIGHTLY HIGH A 20010504010189A (-23)AIRCRAFT DEPARTED OFFSHORE PLATFORM, HI 368 ENROUTE TO INTERCOASTAL CITY (ICY) WITH ONE PASSENGER ON BOARD. AT 1612 LOCAL, PILOT REPORTED TO COMPANY FLIGHT FOLLOWING, SLIGHT VIBRATION, WAS GOING TO MAKE A PRECAUTIONARYLANDING ON A RIG IN SIGHT. AT 1613 PILOT CALLED IN A MAYDAY, WITH SEVERE VIBRATIONS, AND WAS GOING TO HAVE TO MAKE A WATER LANDING. AT THAT TIME PILO LOST POWER, WITH NO LOSS ON FLIGHT CONTROLS. PILOT MADE A SUCCESSFUL AUTOROTATION TO THE WATER. PILOT NOTED THAT THE ROTOR BRAKE WAS INOPERATIVE. WHILE WAITING FOR A CREW BOAT TO PICK THEM UP, THE PILOT NOTED FLUID LEAKING DOWN IN THE AREA OF THE HAT RACK. AIRCRAFT SUSTAINED NO FURTHER DAMAGE AT THIS TIME. AIRCRAFT WAS SECURED TO CREW BOAT AND SUBSEQUANTLY ROLLED DURING THE NIGHT. 20010504011229A (-23)THE PILOT IN COMMAND TERMINATED THE FLIGHT WITH A PASSENGER AFTER A HARD LANDING AND GO AROUND IN GUSTY CROSS WIND CONDITIONS. POST FLIGHT INSPECTION REVEALED THAT THE MAIN GEAR WHEEL WAS DAMAGED WITH NO NOTICE OF THE FIREWALL DAMAGE UNTIL THE COWLING WAS REMOVED THREE WEEKS LATER. THIS OFFICE WAS NOTIFIED SUBSEQUENT TO THE DISCOVERY AND,UPON VERIFICATION OF THE DAMAGE TO THE FIREWALL, AN ACCIDENT FILE WAS OPEN. 20010504011989I (-23)PILOT BEGAN TAKE-OFF ROLL, NOSE GEAR COLLAPSED AFTER AIRCRAFT TRAVELED APPROXIMATELY 200 FT. MINOR DAMAGE. 20010504012499I (-23)ON MAY 4, 2001 A FAIRCHILD M/N SA-227-AC, N3108B, OPERATED BY BUSINESS AVAIATION COURIER (DUFA), WAS EN ROUTE FROM SIOUX FALLS, SD (FSD) TO RAPID CITY, SD (RAP). 30 MILES EAST OF RAPID CITY AT APPROXIMATELY 0614 AM MDT, THE PILOT DELCARED AN EMERGENCY DUE TO A HYDRAULIC FAILURE. THE AIRCRAFT LANDED AT THE RAPID CITY REGIONAL AIRPORT ON RUNWAY 32 AT 0620 AM MDT WITHOUT INCIDENT. THIS WAS A CARGO FLIGHT UNDER CFR PART 135 WHEN THE INCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED. AFTER INSPECTION IT WAS DETERMINED THAT THE HYDRAULIC FAILURE WAS DUE TO A CRACKED LINE IN THE RIGHT HAND WING ROOT AREA. MECHANICAL RELIABILITY REPORT FORTHCOMING. 20010504017299I (-23) ON 05/04/2001, ATP RICK COX LANDED WESTWIND 1124 N1124F AT VNY. ON LNADING ROLLOUT THE TOWER OBSERVED SMOKE FROM RIGHT MAIN TIRE. N1124F CONTINUED UNEVENTFUL ROLLOUT AND EXITED THE RUNWAY ONTO THE TAXIWAY. AIRCRAFT WAS TOWED TO ROIGWEST (UQRR) FOR INSPECTION AND REPAIR. UQRR REMOVED RIGHT MAIN WHEEL AND BRAKE. DETERMINATION OF CAUSE OF FLAT TIRE COULD NOT BE MADE. SERVICEABLE WHEEL AND NEW TIRE WERE INSTALLED. WRITTEN STATEMENT BY RICKY COX INDICATED THAT JUST BEFORE TAKEOFF THREE HIGHSPEED TAXIS WERE PERFORMED. THE AIRCRAFT OWNER RAISED THE QUESTION AS TO WHETHER THIS COULD HAVE CONTRIBUTED TO THE PROBLEM. HOWEVER, WHEN UQRR CHANGED THE TIRE, THEIR INSPECTION WAS INCONCLUSIVE AS TO THE ACTUAL CAUSE OF THE FAILURE. 20010505007429A (-23)PILOT DEPARTED LAKE MISSAUKEE FOR THE CADILLAC MICHIGAN AIRPORT (CAD), A DISTANCE OF ABOUT 8NM FOR THE PURPOSE OF PURCHASING FUEL. THE PILOT'S WIFE OCCUPIED THE LEFT SEAT AND THE PILOT'S FATHER WAS IN ONE TO THE AFT SEATS. AS THE PILOT NEARED CADILLAC HE POSITIONED THE GEAR SELECTOR IN THE DOWN POSITION. THE GEAR UP LIGHTS EXTINGUISHED BUT THE GEAR DOWN LIGHTS DID NOT ILLUMINATE. THE AIRCRAFT WAS EQUIPPED WITH EDO AMPHIBIAN FLOATS WHICH WERE EQUIPPED WITH A MECHANICAL GEAR POSITION INDICATOR LOCATED ON TOP OF EACH FLOAT AND VISIBLE FROM THE COCKPIT. THE PILOT DID NOT LOOK AT THESE EVEN THOUGH HE SUSPECTED A GEAR PROBLEM. HE THEN PULLED THE CIRCUIT BREAKED FOR THE GEAR HYDRAULIC PUMP AND ATTEMPTED TO PUMP THE GEAR UP OR DOWN INDICATION WHICH WOULD INDICATE THAT THE GEAR WAS IN TRANSIT. THE GEAR WAS EXTENDED BUT PROBABLY NOT LOCKED DOWN, THE PILOT ELECTED TO LAND IN LAKE MISSAUKEE, THE AIRCRAFT FLIPPED OVER, ONLY THE INVERTED FLOATS BEING VISIBLE ABOVE THE SURFACE. THE THREE OCCUPANTS WERE RESCUED BY A PASSING BOAT,THERE WERE NO INJURIES. (.19)ON MAY 5, 2001, AT 1745 EASTERN DAYLIGHT TIME (EDT), N744LS, A MAULE M -7-235B FLOATPLANE, OPERATED BY A PRIVATE PILOT, FLIPPED OVER AND SANK WHILE LANDING ON LAKE MISSAUKEE, NEAR LAKE CITY, MICHIGAN. THE PILOT AND TWO PASSENGERS RECEIVED MINOR INJURIES. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE 14 CFR PART 91 PERSONAL FLIGHT WAS OPERATING IN VISUAL METEOROLOGICAL CONDITIONS WITHOUT A FLIGHT PLAN. THE FLIGHT ORIGINATED FROM LAKE MISSAUKEE, AT 1645 EDT. 20010505008509A (.19)ON MAY 5, 2001, APPROXIMATELY 1700 PACIFIC DAYLIGHT TIME, A EUROCOPTER (FORMERLY MESSERSCHMITT-BOLKOW-BLOHM MBB) BO-105C HELICOPTER, N105RH, RE GISTERED TO TL FOREST PRODUCTS, INC. OF ASHLAND, OREGON, AND BEING OPERATED BY MERCY FLIGHTS INC. OF MEDFORD, OREGON, ON A 14 CFR 135 NON-SCHEDULED AIR AMBULANCE FLIGHT, EXPERIENCED A FAILURE OF THE NUMBER 1 ENGINE AND FIRE IN THE NUMBER 1 ENGINE COMPARTMENT. THE PILOT LANDED THE AIRCRAFT SAFELY AT THE MEDFORD, OREGON, AIRPORT, AND THE FIRE WAS EXTINGUISHED BY AIRPORT RESCUE/FIREFIGHTING (ARFF) PERSONNEL. THERE WERE NO INJURIES TO THE AIRLINE TRANSPORT PILOT-IN-COMMAND, TWO CREW MEMBERS, OR PASSENGER/PATIENT ON BOARD; HOWEVER, THE FIRE SUBSTANTIALLY DAMAGED THE HELICOPTER. THE ACCIDENT SEQUENCE OF EVENTS BEGAN SHORTLY AFTER THE PATIENT WAS PICKED UP. VISUAL METEOROLOGICAL CONDITIONS WERE REPORTED AT MEDFORD AT 1656. THE TYPE OF FLIGHT PLAN FILED FOR THE FLIGHT, IF ANY, IS CURRENTLY UNKNOWN. PRELIMINARY INFORMATION REPORTED TO THE NTSB INDICATED THAT SHORTLY AFTER PATIENT PICKUP, NEAR THE MEDFORD AIRPORT, THE NUMBER 1 ENGINE LOST POWER. THE PILOT CONTINUED TO THE AIRPORT ON THE NUMBER 2 ENGINE. APPROACHING THE AIRPORT, THE MEDFORD TOW ER CONTROLLER ADVISED THE PILOT THAT THE AIRCRAFT WAS TRAILING SMOKE; PRELIMINARY REPORTS INDICATED THAT THERE WAS NO FIRE WARNING IN THE COCKPIT ASSOCIATED WITH THIS REPORT. THE PILOT SUBSEQUENTLY LANDED THE HELICOPTER ON TAXIWAY A AT THE AIRPORT. THE PILOT THEN NOTED A FIRE WARNING. THE AIRCRAFT OCCUPANTS EXITED THE HELICOPTER WITHOUT INJURY, AND ARFF ARRIVED ON SCENE AND EXTINGUISHED THE FIRE. ACCORDING TO THE FAA AIRCRAFT REGISTRY, THE ACCIDENT HELICOPTER IS EQUIPPED WITH TWO ROLLS-ROYCE (FORMERLY ALLISON) 250 SERIES TURBOSHAFT ENGINES. AN INSPECTOR FROM THE FAA'S PORTLAND, OREGON, FLIGHT STANDARDS DISTRICT OFFICE (FSDO), WHO RESPONDED TO THE SCENE AND PERFORMED AN INITIAL POST-ACCIDENT EXAMINATION OF THE HELICOPTER, REPORTED TO THE NTSB THAT WET OIL AND COMBUSTION PRODUCTS WERE BOTH PRESENT IN THE NUMBER 1 ENGINE COMPARTMENT, AND THAT NO OIL WAS FOUND IN THE NUMBER 1 ENGINE OIL TANK. THE INSPECTOR REPORTED THAT THE FUEL LINES TO THE NUMBER 1 ENGINE APPEARED TO BE INTACT. HE FURTHER STATED THAT HE FOUND THE PUSH-PULL CONTROL TUBES FOR THE MAIN ROTOR MELTED WHERE THEY RUN THROUGH OR NEAR THE ENGINE COMPARTMENT. (-23)SUSPECT ENGINE OIL RETURN LINE FITTING FAILURE AT ACCESSORY CASE. 20010505008519A (.19)ON MAY 5, 2001, AT 1450 HOURS PACIFIC DAYLIGHT TIME, AN AERO COMMANDER 112, N1159J, VEERED OFF RUNWAY 27 AFTER LANDING AND COLLIDED WITH A DITCH AT THE RIVERSIDE MUNICIPAL AIRPORT, RIVERSIDE, CALIFORNIA. THE AIRPLANE, OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA PERSONAL FLIGHT THAT ORIGINATED ABOUT 1430. A FLIGHT PLAN HAD NOT BEEN FILED. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED THE PILOT. THE PILOT STATED THE PURPOSE OF THE FLIGHT WAS TO CONDUCT PATTERN WORK. HE HAD BEEN CLEARED TO LAND, WITH NO DISCREPANCIES NOTED WITH THE APPROACH OR INITIAL TOUCHDOWN. ON THE LANDING ROLLOUT THE AIRPLANE VEERED TO THE RIGHT. THE PILOT APPLIED LEFT RUDDER TO CORRECT THE MOVEMENT TO THE RIGHT; HOWEVER, THE AIRPLANE CONTINUED ITS MOVEMENT TO THE RIGHT OFF THE RUNWAY. HE APPLIED THE BRAKES TO ATTEMPT TO STOP, BUT THE AIRPLANE WENT INTO A DITCH. THE INCIDENT WAS UPGRADED TO AN ACCIDENT AFTER VERIFICATION OF DAMAGE TO THE AIRPLANE WAS CONFIRMED BY AN INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION. (-23) WHILE THE PILOT OF N1159J WAS LANDING ON RUNWAY 27 AT THE RIVERSIDE MUNICIPAL AIRPORT, THE AIRCRAFT VEERED TO THE RIGHT, EXITED THE RUNWAY AND COLLIDED WITH A DITCH. AFTER N1159J LANDED ON RUNWAY 27, THE PILOT STATED THAT THE NOSE WHEEL STEERING BECAME INOPERATIVE AND HE WAS UNABLE TO MAINTAINDIRECTIONAL CONTROL. (.4) ON MAY 5, 2001, AT 1450 HOURS PACIFIC DAYLIGHT TIME, AN AERO COMMANDER 112A, N1159J, VEERED OFF RUNWAY 27 AFTER LANDING AND COLLIDED WITH A DITCH AT THE RIVERSIDE MUNICIPAL AIRPORT, RIVERSIDE, CALIFORNIA. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA PERSONAL FLIGHT THAT ORIGINATED ABOUT 1430. A FLIGHT PLAN HAD NOT BEEN FILED. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED THE PILOT. HE HAD BEEN CLEARED TO LAND, WITH NO DISCREPANCIES NOTED WITH THE APPROACH OR INITIAL TOUCHDOWN. ON THE LANDING ROLLOUT THE AIRPLANE VEERED TO THE RIGHT. THE PILOT APPLIED LEFT RUDDER TO CORRECT THE MOVEMENT TO THE RIGHT; HOWEVER, THE AIRPL ANE CONTINUED ITS MOVEMENT TO THE RIGHT OF THE RUNWAY. HE APPLIED THE BRAKES IN AN ATTEMPT TO STOP, BUT THE AIRPLANE WENT INTO A DITCH. IN THE PILOT'S WRITTEN STATEMENT TO THE SAFETY BOARD, HE STATED THAT THE PURPOSE OF THE FLIGHT WAS TO CONDUCT THREE TAKEOFFS AND LANDINGS FOR CURRENCY. THE ACCIDENT LANDING WAS THE FIRST LANDING OF THE DAY. HE STATED THAT HE HAD BEEN CLEARED TO LAND AND THAT TOUCHDOWN WAS NORMAL. ON THE LANDING ROLLOUT THE AIRPLANE WENT TO THE LEFT AND HE CORRECTED THE AIRPLANE BACK TO RUNWAY CENTERLINE. HE REPORTED THAT THE AIRPLANE STARTED TO MOVE TOWARDS THE RIGHT. HE ATTEMPTED TO CORRECT THE TURN TO THE RIGHT WITH LEFT RUDDER INPUT. WHEN THAT HAD NO EFFECT, HE APPLIED THE LEFT BRAKE. THE AIRPLANE CONTINUED TO THE RIGHT AND WENT INTO A DITCH. A FEDERAL AVIATION ADMINISTRATION AIRWORTHINESS INSPECTOR INSPECTED THE NOSE WHEEL ASSEMBLY. HE NOTED THAT THE NOSE WHEEL ASSEMBLY APPEARED TO SHOW "EXCESSIVE PLAY WEAR AND COULD HAVE CONTRIBUTED TO [A] LOSS OF CONTROL WHEN LANDING HIS AIRCRAFT." NO FURTHER DISCREPANCIES WERE NOTED WITH THE AIRPLANE DURING THE INSPECTION. 20010505008629A (.19)ON MAY 5, 2001, ABOUT 1507 HOURS PACIFIC DAYLIGHT TIME, A SCHWEIZER SGS 1-34, N7605, OPERATED BY THE PHOENIX CLUB, INC., ANAHEIM, CALIFORNIA, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LANDED SHORT OF THE RUNWAY AT KREY FIELD, ADELANTO, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE SOLO INSTRUCTIONAL FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE STUDENT PILOT WAS SERIOUSLY INJURED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM THE FIELD ABOUT 1430. THE PILOT STATED THAT HE ENTERED THE TRAFFIC PATTERN TO RUNWAY 09 AND ATTEMPTED TO LAND. ACCORDING TO THE PILOT, HE MISJUDGED HIS APPROACH, AND THE AIRPLANE TOUCHED DOWN ON THE SANDY TERRAIN AN ESTIMATED 100 FEET SHORT OF THE RUNWAY. THE PILOT REPORTED THE ACCIDENT TO THE NATIONAL TRANSPORTATION SAFETY BOARD ON MAY 5, 2001, FOLLOWING HIS PARTIAL RECOVERY FROM THE INJURIES HE SUSTAINED. (-23) THE STUDENT PILOT WAS ON AN AERO TOW IN A SINGLE PLACE GLIDER TO 4000 FEET MSL, AND EXPERIENCED A TOW ROPE BREAK. A PORTION OF THE BROKEN TOW LINE WRAPPED AROUND THE LEFT WING. THE PILOT INITIATED A RETURN TO THE GLIDERPORT FOR LANDING. HE MISJUDGED HIS APPROACH AND WIND CONDITIONS, RESULTI NG IN A DOWNWIND LANDING, SHORT OF THE INTENDED LANDING AREA. AT THE TIME OF THE MISHAP, THE WIND PATTERNS WERE CHANGING AND THE STUDENT PILOT EXPERIENCED A STRONG TAIL WIND DURING THE LAST PORTION OF THE LANDING. THE LANDING WAS FURTHER COMPLICATED BY THE TOW ROPE WRAPPING AROUND THE LEFT WING PREVENTING FULL USE OF THE WING SPOILERS. THE STUDENT PILOT STATED THAT WHILE IN A NORMAL TRAFFIC PATTERN, AND THE BEGINNING OF THE APPROACH, THE WIND INDICATORS SHOWED CALM WINDS, BUT ON SHORT FINAL THE PILOT ENCOUNTERED GUSTS AND A WIND DIRECTION CHANGE TO A TAIL WIND CONDITION. THE STUDENT STATED THAT HE TOUCHED DOWN AT 80-90MPH, WHICH WAS AT LEAST 30 MPH ABOVE A NORMAL APPROACH SPEED. THE STUDENT PILOT WAS COMMITTED TO A DOWNWIND LANDING AND DID NOT HAVE THE SKILLS OR EXPERIENCE TO COMPENSATE FOR THE ADVERSE WIND CONDITIONS. (.4) ON MAY 5, 2001, ABOUT 1507 HOURS PACIFIC DAYLIGHT TIME, A SCHWEIZER SGS 1-34, N7605, OWNED AND OPERATED BY THE PHOENIX CLUB, INC., ANAHEIM, CALIFORNIA, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT LANDED SHORT OF THE RUNWAY AT KREY FIELD, ADELANTO, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE SOLO INSTRUCTIONAL FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE STUDENT PILOT WAS SERIOUSLY INJURED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91 AND ORIGINATED FROM THE FIELD ABOUT 1457. ACCORDING TO THE PILOT, HE WAS TOWED BY AIRPLANE TO 4,000 FEET MEAN SEA LEVEL (ABOUT 1,000 FEET ABOVE GROUND LEVEL (AGL)), AT WHICH TIME THE TOW LINE BROKE. THE LINE WRAPPED AROUND THE GLIDER'S LEFT WING. UNABLE TO FIND LIFT, THE STUDENT PILOT RETURNED TO THE DEPARTURE AIRFIELD, ARRIVING AT 800 FEET AGL. THE PILOT STATED THAT HE ENTERED THE TRAFFIC PATTERN TO RUNWAY 09 AND ATTEMPTED TO LAND. HOWEVER, WHEN THE WIND SPEED INCREASED HE MISJUDGED HIS APPROACH. THE AIRPLANE TOUCHED DOWN IN A STALLED ATTITUDE ON THE SANDY TERRAIN AN ESTIMATED 200 FEET SHORT OF THE RUNWAY. THE PILOT ESTIMATED THAT THE LOCAL WIND WAS FROM THE WEST. ITS SPEED VARIED BETWEEN 5 AND 10 KNOTS. 20010505008869A (-23)LAX01LA165 20010505009739I (-23)ON MAY 05, 2001, AT 1045 HOURS, CST, A CESSNA P210, AIRPLANE, N4629K, INCURRED MINOR DAMAGE DURING LANDING AT KAUS, ON RUNWAY 17L. THE INSTRUMENT RATED COMMERICAL PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED NO INJURIES. DAY VMC PREVAILED. THE LOCAL FLIGHT ORIGINATED FROM AUS. THE PILOT FAILED TO LOWER THE GEAR. THE AIRCRAFT CONTACTED THE RUNWAY ON THE FUSELAGE AND SUSTAINED MINOR DAMAGE TO THE CENTER SECTION SKIN, NOSE GEAR DOORS, AND PROPELLER BLADES. THERE WAS NO NMAC. THERE WAS NO POST-CRASH FIRE. 20010505009859A (-23)FLIGHT INSTRUCTOR WAS ACTING AS PIC FOR A NEW CLUB MEMBER WHO HOLDS A GLIDER CERTIFICATE FROM POLAND BUT DOES NOT HOLD A US PILOT CERTIFICATE. DURING LANDIG THE PILOTS FAILED TO OBSERVE A WIND CHANGE AND LANDED WITH A QUARTERING TAILWIND ON THE WET GRASS RUNWAY. THIS CAUSED A LOSS OF DIRECTIONAL CONTROL AND THE LEFT WING HIT A SIGN. 20010505009869A (-23)WHILE LANDING AT A MOUNTAINOUS REMOTE STRIP, THE PILOT CLAIMS A SEVERE TAILWIND GUST PICKED UP THE ARICRAFT. ACCORDING TO THE PILOT, HE DID NOT HAVE SUFFICIENT AIRSPEED TO INITIATE A GO-AROUND, SO, INSTEAD, HE INTENTIONALLY APPLIED HARD RIGHT RUDDER TO KEEP THE AIRCRAFT ON THE GROUND. THE NOSE GEAR HIT A HOLE WHICH SHEARED OT OFF. THE AIRCRAFT'S FORWARD MONENTUM CAUSED THE AIRCRAFT TO FLIP OVER AND COME TO A REST INVERTED. 20010505010149A (-23)SEE NARRATIVE NYC01LA115 20010505010569A (-23)CFI IN REAR SEAT STATES HE WAS GIVING TAIL WHEEL INSTRUCTION/RECURRENT TRAINING TO AN ELDERLY AIRMAN IN THE FRONT SEAT. THE WINDS HAD JUST INCREASED FROM LIGHT AND VARIABLE AT 6 KNOTS TO GUSTS TO 16 KNOTS. ON FIRST ATTEMPTED WHEEL LANDING ON RUNWAY 30, CFI STATES THE AIRCRAFT TOUCHED DOWN IN A SLIGHT CRAB ANGLE CAUSING THE AIRCRAFT TO IMMEDIATELY VEER OFF THE SIDE OF THE RUNWAY. CFI STATED THAT BY THE TIME HE ATTEMPTED TO REGAIN DIRECTIONAL CONTROL FROM STUDENT IN FRONT SEAT, HE WAS UNABLE TO DO SO. AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE WHEN STRIKING TAXIWAY SIGNS, RUNWAY MARKERS AND ALSO WENT TROUGH A DITCH BEFORE COMING TO REST ON A TAXIWAY. (.19)ON MAY 5, 2001, AT 1116 HOURS MOUNTAIN STANDARD TIME, A NORTH AMERICAN AT-6, N7421C, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT STRUCK TAXIWAY SIGNS AND A DITCH ON THE LANDING ROLLOUT FROM RUNWAY 30 AT THE ERNEST A. LOVE FIELD, PRESCOTT, ARIZONA. THE PILOT WAS OPERATING THE BORROWED AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) PILOT AND THE STUDENT WERE NOT INJURED. THE LOCAL FLIGHT DEPARTED PRESCOTT ABOUT 1100. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BE EN FILED. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR, THE COMMERCIAL PILOT TRAINEE RECENTLY PURCHASED A SIMILAR AIRPLANE. THE PURPOSE OF THE FLIGHT WAS TO RECEIVE TRANSITION TRAINING FLIGHT INSTRUCTION TO INCLUDE TAKEOFFS AND LANDINGS. THE FAA INSPECTOR INTERVIEWED THE CFI. THE CFI STATED THAT THE PREVIOUS LANDINGS WERE THREE-POINT LANDINGS. HE STATED THAT THOSE LANDINGS DID NOT GO AS WELL AS HE HAD HOPED, AND THAT THE WIND BEGAN TO INCREASE FROM VARIABLE AT 6 KNOTS TO 9 KNOTS GUSTING TO 16 KNOTS. THE CFI FURTHER REPORTED THAT THE TOWER PERSONNEL CHANGED TO RUNWAY 30, WHICH HE ATTRIBUTED TO THE FACT THAT THE WIND WAS NOW FROM 350 DEGREES. THE CFI REPORTED THAT THE ACCIDENT LANDING WAS TO BE A "WHEEL LANDING." WHEN THE AIRPLANE TOUCHED DOWN IT WAS IN A SLIGHT CRAB. BEFORE HE COULD STRAIGHTEN THE AIRPLANE IT DEPARTED THE RUNWAY TO THE RIGHT. THE CFI ATTEMPTED TO REGAIN DIRECTIONAL CONTROL; HOWEVER, THE CONTROLS WERE "STIFF" AS IF THE STUDENT PILOT HAD NOT RELEASED THE CONTROLS. THE AIRPLANE STRUCK TAXIWAY SIGNS, RUNWAY MARKERS, AND WENT THROUGH A DITCH WHERE THE WINGS WERE DAMAGED. THE AIRPLANE WAS TAXIED TO THE RAMP BY THE CFI. (.4) ON MAY 5, 2001, AT 1115 HOURS MOUNTAIN STANDARD TIME, A NORTH AMERICAN AT-6D, N7421C, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT STRUCK TAXIWAY SIGNS AND A DITCH ON THE LANDING ROLLOUT FROM RUNWAY 30 AT THE ERNEST A. LOVE FIELD, PRESCOTT, ARIZONA. THE PILOT WAS OPERATING THE BORROWED AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) PILOT AND COMMERCIAL PILOT WERE NOT INJURED. THE LOCAL FLIGHT DEPARTED PRESCOTT ABOUT 1100. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR, THE COMMERCIAL PILOT TRAINEE RECENTLY PURCHASED A SIMILAR AIRPLANE. THE PURPOSE OF THE FLIGHT WAS TO RECEIVE TRANSITION TRAINING FLIGHT INSTRUCTION TO INCLUDE TAKEOFFS AND LANDINGS. IN THE CFI'S WRITTEN STATEMENT TO THE SAFETY BOARD, HE STATED THAT THE PREVIOUS LANDINGS HAD BEEN ON RUNWAY 21L AND THE WINDS WERE VARIABLE AT 6 KNOTS. AS THE DAY PROGRESSED THE WINDS STARTED TO CHANGE DIRECTION AND INCREASE IN VELOCITY. THE CFI STATED THAT WHEN THE TOWER CONTROLLER CHANGED THE ACTIVE RUNWAY TO 30, WINDS WERE FROM 350 DEGREES AT 9 KNOTS GUSTING TO 18 KNOTS. THE CFI STATED THAT ON THE ACCIDENT LANDING THERE WERE NO DISCREPANCIES NOTED UNTIL THE AIRPLANE WAS STRUCK BY A GUST OF WIND JUST AS IT TOUCHED DOWN. HE INITIATED A GO-AROUND AND THEN DECIDED TO ABORT THE GO-AROUND DUE TO A DITCH OFF TO THE RIGHT SIDE OF THE RUNWAY. THE CFI STATED THAT HE HAD NOT BEEN AWARE OF THE DITCH. HE APPLIED FULL OPPOSITE RUDDER AND BRAKE, BUT WAS NOT ABLE TO CONTROL THE AIRPLANE. THE CFI REPORT 20010505011289I (-23)PILOT DEPARTED MATHER FIELD, CALIFORNIA ENROUTE TO RANCHO MURIETA, CALIFORNIA. SHORTLY AFTER LEVEL OFF, THE ENGINE LOST POWER AND THE PILOT MADE AN EMERGENCY LANDING IN AN FIELD 2 MILES SHORT OF THE DESTINATION. AFTER INSPECTION, THE AIRCRAFT WAS FOUND TO BE LOW ON FUEL WITH EVIDENCE OF WATER CONTAMINATION. 20010505011749A (-23)NO NARRATIVE 20010505013369I (-23) THE AIRCRAFT DEVELOPED A SEVERE VIBRATION IN-FLIGHT WHILE FLYING OVER THE GULF OF MEXICO. THE PILOT LANDED THE HELICOPTER ON THE NEAREST OFFSHORE PLATFORM WITHOUT INCIDENT. SUBSEQUENT INVESTIGATION REVEALED THAT THE TAIL ROTOR DRIVESHAFT/OIL COOLER BEARING FAILED. PRIOR TO ITS FAILURE, THE BEARING HAD ACCUMULATED 223 HOURS TOTAL TIME, 33 HOURS SINCE LAST INSPECTION, 11 HOURS SINCE THE LAST LUBRICATION, AND 2 HOURS SINCE A VIBRATION CHECK. THE OPERATOR OF THE AIRCRAFT SENT THE BEARING TO BELL HELICOPTER, FORT WORTH, TEXAS, FOR FURTHER EVALUATION. 20010505017549I (-23) ON MAY 5, 2001, AT 1015EDT, A PIPER PA32-301, N534Z, OWNED BY GRAY WALSH, INC., AND PILOTED BY MR. THOMAS J. WALSH, LOST DIRECTIONAL CONTROL DURING THE LANDING ROLLOUT, EXITED THE RUNWAY TO THE LEFT SIDE AND COMPLETED A 180 TURN. THE RIGHT MAIN LANDING GEAR WAS BROKEN OFF FROM THE AIRCRAFT. THE AIRCRAFT RECEIVED MINOR DAMAGE TO THE RIGHT WING, FUSELAGE, AND TAIL. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT WAS NOT INJURED. THE PILOT, MR. THOMAS J. WALSH, HOLDS A PRIVATE PILOT CERTIFICATE WITH AN INSTRUMENT RATING NUMBER 276133976. THE PLEASURE FLIGHT ORIGINATED AT THE FORT PIERCE AIRPORT ON MAY 5, 2001, AT APPROXIMATELY 1000 EDT. 20010505039869A (-23) PIC DEPARTED FROM THE CHUITNA LODGE ENROUTE TO THE SOLDOTNA AIRPORT. APPROXIMATELY 4 MILES FROM THE AIRPORT THE AIRCRAFT LOST POWER AND THE PIC ATTEMPTED TO MAKE THE SOLDOTNA AIRPORT BUT STALLED CLOSE TO THE GROUND AND THE AIRCRAFT CRASHED AND BROKE THE TAIL SECTION OF THE AIRCRAFT. THE PIC SUSTAINED INJURIES AND HIS SON, THE ONLY OTHER PASSENGER RECEIVED SOME SMALL CUTS. 20010506007269A (-23)NYC01LA116 20010506008059A (-23)ON MAY 6, 2001, AT APPROXIMATELY 1540 CDT, A CESSNA, CE-172-N, REGISTRATION N733RK, STRUCK SUPPORT CABLES BETWEEN TWO ELECTRICAL TRANSMISSION TOWERS AT THE POINT WHERE THE LINES CROSS A NORTH/SOUTH DRAGSTRIP RACEWAY THAT IS LOCATED NORTH OF WICHITA, KS, ON 61ST STREET NORTH, 1/3 MILE EAST OF RIDGE ROAD. THE AIRCRAFT BECAME ENTANGLED IN THE NORTHERN MOST CABLE, AND DISLODGED 1/2 MILE OF IT FROM THE BINDINGS THEN IMPACTED THE RACEWAY ABOUT 200 YARDS NORTH OF THE POWER LINES. THE OCCUPANTS,^PRIVACY DATA OMITT^HOLDER OF STUDENT CERTIFICATE ^PRIVACY DATA ^, AND ^PRIVACY DATA OMITTED^ HOLDER OF COMMERICAL CERTIFICATE ^PRIVACY DATA ^AND CFI CERTIFICATE^PRIVACY DATA OMI^, SUFFERED FATAL INJURIES. THE AIRCRAFT WAS DESTROYED DUE TO THE IMPACT AND POST CRASH FIRE. PRELIMINARY INVESTIGATION HAS NOT REVEALED ANY MECHANICAL FAILURES OF AIRFRAME OR POWERPLANT. (.19)ON MAY 6, 2001, AT 1540 CENTRAL DAYLIGHT TIME, A CESSNA 172N, N733RK, OPERATED BY A COMMERCIAL PILOT, WAS DESTROYED WHEN IT STRUCK A POWER LINE AND THEN IMPACTED ON TO A DRAG-RACING TRACK, 5 MILES NORTH OF THE WICHITA MID-CONTINENT AIRPORT (ICT), WICHITA, KANSAS. A POST CRASH FIRE ENSUED. VISUA L METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE INSTRUCTIONAL FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CODE OF FEDERAL REGULATIONS PART 91 WITHOUT A FLIGHT PLAN. THE INSTRUCTOR PILOT AND DUAL STUDENT ON BOARD THE AIRPLANE WERE FATALLY INJURED. THE LOCAL FLIGHT DEPARTED COLONEL JAMES JABARA AIRPORT (3KM) AT APPROXIMATELY 1405. AT 1409, A PILOT ON N733RK CONTACTED THE ICT AIR TRAFFIC CONTROL TOWER (ATCT) AND TOLD THE LOCAL CONTROLLER THAT THEY WERE WEST-NORTHWEST OUT OF JABARA AIRPORT AT 2,500 FEET MEAN SEA LEVEL (MSL), AND THAT THEY WOULD LIKE TO GO UP TO CHANEY BY THE WEST PRACTICE AREA. THE ICT ATCT LOCAL CONTROLLER CLEARED N733RK AS REQUESTED AND INSTRUCTED THEM TO MAINTAIN 3,000 FEET MSL. AT 1411, THE ICT ATCT LOCAL CONTROLLER TOLD N733RK TO CONTACT APPROACH CONTROL ON RADIO FREQUENCY 126.7 MEGAHERTZ. ONE OF THE PILOTS ACKNOWLEDGED AND CHECKED IN ON THE NEW FREQUENCY. BETWEEN 1411 AND 1455 ICT ATCT MADE OCCASIONAL RADIO CALLS TO N733RK ADVISING THEM OF OTHER AIRCRAFT TRAFFIC IN THEIR AREA. AT 1455, N733RK INFORMED ICT ATCT THAT THEY WERE LEAVING THEIR AIRSPACE AND THAT THEY WOULD BE DOING SOME GROUND REFERENCE MANEUVERS. THE LOCAL CONTROLLER TOLD THEM TO SWITCH THEIR TRANSPONDER CODE TO 1200 AND INFORMED THEM THAT RADAR SERVICE WAS TERMINATED. SHORTLY AFTER THE TRANSMISSION, THE AIRPLANE DROPPED OFF OF THE RADAR DISPLAY. AT 1506, N733RK INFORMED ICT ATCT THAT THEY WERE GETTING READY TO CROSS KANSAS HIGHWAY 96 AND THEY WOULD BE OPERATING IN THE TRAFFIC PATTERN AT MAIZE AIRPORT FOR A FEW MINUTES. N733RK ADVISED ICT ATCT THAT THEY WOULD REMAIN VFR AT OR BELOW 2,500 FEET MSL. SEVERAL WITNESSES SAW THE AIRPLANE FLYING LOW IN THE VICINITY OF THE WICHITA INTERNATIONAL RACEWAY AT 6100 NORTH RIDGE ROAD. AT 1540, ONE WITNESS REPORTED HEARING TWO BLASTS LIKE A SHOTGUN. THE WITNESS SAID SHE AND HER FRIENDS DROVE OVER TO WHERE THEY THOUGHT THE SOUND HAD COME FROM. THEY FOUND THE AIRPLANE LYING ON THE GUARDRAIL OF THE RACETRACK TOTALLY ON FIRE. A SECOND WITNESS WORKING IN HIS YARD JUST NORTH OF THE RACETRACK SAID HE HEARD THE SOUND OF A SMALL AIRPLANE, STOPPED WHAT HE WAS DOING, AND SEARCHED TO GAIN SIGHT OF THE AIRPLANE. HE SAID THAT HE HAD A CLEAR VIEW OF THE AIRPLANE. IT WAS TRAVELING NORTH-NORTHWEST AT AN ALTITUDE OF 150 TO 200 FEET AND DESCENDING SLIGHTLY. THE WITNESS SAID THE ENGINE SPEED WAS VERY HIGH, BUT SOUNDED NORMAL, AND THE FLAPS WERE UP. THE WITNESS WATCHED THE AIRPLANE UNTIL HE LOST SIGHT OF IT BEHIND SOME TREES. "ABOUT THE TIME I LOST VISUAL CONTACT I HEARD THE METALLIC SOUND AND NOTICED THAT ALL THE POWER WIRES (EAST AND WEST) WERE BOUNCING." THE WITNESS SAID HE RAN INTO THE HOUSE TO CALL 9-1-1, BUT THE PHONES WERE DEAD AND THERE WAS NO POWER TO THE HOUSE. 20010506008929A (-23)AIRCRAFT WAS TAKING OFF FROM RUMWAY 19 WHEN AT 200-250 FEET THE ENGINE QUIT. PILOT PROCEEDED TO PUSH THE NOSE OVER AND SLIP THE AIRCRAFT. AT APPROXIMATELY 50 FEET THE AIRCRAFT STALLED AND IMPACTED THE TURF RUNWAY. UPON IMPACTING THE RUNWAY THE AIRCRAFT SPUN AROUND 180 DEGREES FACING THE OPPOSITE DIRECTION OF TAKE-OFF. PILOT WAS REMOVED FROM AIRCRAFT BY WITNESSES AT AIRPORT. PILOT RECEIVED MINOR INJURIES AND WAS TRANSPORTED BY LOCAL EMS TO HOSPITAL AND RELEASED. THE AIRCRAFT WAS DESTROYED. INSPECTION OF THE AIRCRAFT AT THE ACCIDENT SITE REVEALED THERE WAS NO EVIDENCE OF FUEL IN THE FORWARD TANK. THERE WAS NO SIGN OF FUEL SPILLAGE OR ODOR OF FUEL AT THE CRASH SITE. THE AIRCRAFT FUEL SYSTEM REMAINED INTACT AFTER THE CRASH. ALL OTHER ENGINE FUNCTIONS WERE NORMAL. (.4) THE PILOT STATED THAT DURING PREFLIGHT, HE SAW FUEL IN BOTH THE FORWARD AND AFT FUEL TANKS. HE HAND-PROPPED THE ENGINE, AND AFTER STARTUP, CONDUCTED TWO ENGINE RUNUPS, THEN TOOK OFF. DURING THE CLIMB, BETWEEN 150 FEET AND 200 FEET OF ALTITUDE, THE ENGINE AND PROPELLER STOPPED RUNNING. THE PILOT ATTEMPTED TO SLIP THE AIRPLANE BACK ONTO THE GRASS RUNWAY; HOWEVER, IT STA LLED, THEN IMPACTED THE GROUND AND SPUN AROUND, ABOUT 180 DEGREES. THE FUEL SYSTEM WAS NOT COMPROMISED. THE FORWARD FUEL TANK WAS EMPTY, AND THE AFT FUEL TANK CONTAINED AN UNKNOWN QUANTITY OF FUEL. SMALL AMOUNTS OF FUEL WERE ALSO FOUND IN THE GASCOLATOR AND CARBURETOR. DURING CLIMBS, FUEL COULD ONLY BE DRAWN FROM THE FORWARD TANK. 20010506009579I (-23)ON 05/06/2001 THE PILOT INADVERTENTLY FORGOT TO LOWER LANDING GEAR WHILE MAKING A LANDING AT HIS PRIVATE GRASS FIELD IN POCOMOKE CITY, MD. 20010506010069A (.19)ON MAY 6, 2001, APPROXIMATELY 1300 PACIFIC DAYLIGHT TIME, THE NOSE GEAR OF A CESSNA U206, N29147, COLLAPSED DURING A HARD LANDING AT FLYING M AIRSTRIP, YAMHILL, OREGON. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED, BUT THE AIRCRAFT, WHICH WAS OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE 14 CFR PART 91 PERSONAL PLEASURE FLIGHT, WHICH DEPARTED AURORA STATE AIRPORT ABOUT 10 MINUTES EARLIER, WAS BEING OPERATED IN VISUAL METEOROLOGICAL CONDITIONS. NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT, WHO WAS LANDING AT AN AIRSTRIP WHERE TERRAIN CONDITIONS DICTATE LANDING ONLY ON RUNWAY 25, THERE WAS WHAT APPEARED TO BE A LIGHT TAILWIND BLOWING WHILE HE WAS ON FINAL TO THE TURF RUNWAY. REPORTEDLY, JUST ABOUT THE TIME HE WAS GOING TO START HIS FLARE FROM ABOUT 10 FEET ABOVE THE GROUND, THE AIRCRAFT ENCOUNTERED A TAILWIND GUST OF ABOUT 15 MPH. THE AIRCRAFT IMMEDIATELY BEGAN TO SINK, AND BEFORE THE PILOT COULD ADD POWER TO ARREST THE SINK RATE, THE AIRCRAFT IMPACTED THE NOSE GEAR STRUT TO DIG INTO THE TERRAIN. THE FORCES EXERTED ON THE AIRCRAFT DURING THE ENSUING DECELERATION RESULTED IN SUBSTANTIAL DAMAGE. A NOTE IN THE AIR GUIDE PUBLICATIO NS FLIGHT GUIDE STATES THAT THE AIRSTRIP IS IN A CAYON WITH MOUNTAINS SURROUNDING IT, AND THAT WINDS MAY BE VARIABLE. AN ADDITIONAL NOTE STATES "TAILWIND OPERATIONS NOT RECOMMENDED. (-23)PRIVATE STRIP. AIRPORT IS IN A MOUNTAIN VALLEY - ONE WAY IN ONE WAY OUT AIRSTRIP. TAKEOFF OR LANDING IS GOING TO BE DOWNWIND. EVALUATION OF WIND ENVIRONMENT CONDITIONS BY THE PILOT WAS NOT CONSISTANT. PILOT EVALUATED AIRSTRIP WIND AT LEAST FIVE MILES FROM THE AIRFIELD. ON APPROACH, SLIGHT GUSTY WIND CEASED - AIRCRAFT DROPPED AND HIT HARD NOSE GEAR FAILED.PILOT DISTRACTED BY PERSONNEL FURTHER DOWN RUNWAY. 20010506010089A (.19)ON MAY 6, 2001, ABOUT 0947 EASTERN DAYLIGHT TIME, A SCHWEITZER 136, N3620Y, WAS SUBSTANTIALLY DAMAGED AFTER IMPACTING TREES NEAR TINICUM TOWNSHIP, PENNSYLVANIA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL FLIGHT CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE PILOT WAS TOWED FROM THE ERWINNA AIRPORT, VANSANT, PENNSYLVANIA, TO AN ALTITUDE OF 3,000 FEET. THE PILOT SOARED THE GLIDER IN THE LOCAL AREA FOR ABOUT 3 HOURS, UNTIL THE THERMAL LIFT BEGAN TO DISSIPATE, AND THE GLIDER DESCENDED. REALIZING THAT HE WAS AT A LOW ALTITUDE, THE PILOT ELECTED TO MAKE AN OFF FIELD LANDING. WHILE MANEUVERING FOR THE OFF FIELD LANDING, THE PILOT OBSERVED AN AIRSTRIP LOCATED IN A NEARBY APPLE ORCHARD AND ENTERED THE TRAFFIC PATTERN FOR LANDING. AS THE PILOT TURNED THE GLIDER FROM A BASE LEG TO FINAL APPROACH, HE THOUGHT THE AIRSPEED WAS TO LOW, AND A STALL WAS IMMINENT. THE PILOT LEVELED THE WINGS AND THE LEFT WING IMPACTED A 5-FOOT HIGH APPLE TREE. THE GLIDER SPUN 180 DEGREES, IMPACTED THE GROUND, AND CAME TO REST ALONG SIDE AN APPLE TREE. THE WEATHER AT A NEARBY AIRPORT, AT 0855 WAS, WINDS FROM 060 AT 13 KNOTS, CLEAR SKIES, AND TEMPERATURE OF 55 DEGREES FAHRENHEIT. (.4) ON MAY 6, 2001, ABOUT 0947 EASTERN DAYLIGHT TIME, A SCHWEITZER 136, N3620Y, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR TINICUM TOWNSHIP, PENNSYLVANIA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, THIS WAS HIS FIRST FLIGHT IN THE MAKE AND MODEL GLIDER. ABOUT 0630, HE WAS TOWED FROM THE ERWINNA AIRPORT, VANSANT, PENNSYLVANIA, TO AN ALTITUDE OF 3,000 FEET. THE PILOT SOARED THE GLIDER IN THE LOCAL AREA FOR ABOUT 3 HOURS, UNTIL THE THERMAL LIFT BEGAN TO DISSIPATE, AND THE GLIDER DESCENDED. REALIZING THAT HE WAS AT A LOW ALTITUDE AND WOULD NOT MAKE IT BACK TO THE AIRPORT, THE PILOT ELECTED TO MAKE AN OFF FIELD LANDING. WHILE MANEUVERING FOR THE OFF FIELD LANDING, THE PILOT OBSERVED AN AIRSTRIP LOCATED IN A NEARBY APPLE ORCHARD AND ENTERED THE TRAFFIC PATTERN FOR LANDING. AS THE PILOT TURNED THE GLIDER FROM A BASE LEG TO FINAL APPROACH, HE THOUGHT THE AIRSPEED WAS TO LOW, AND A STALL WAS IMMINENT. THE PILOT LEVELED THE WINGS AND THE LEFT WING IMPACTED A 5-FOOT HIGH APPLE TREE. THE GLIDER SPUN 180 DEGREES, IMPACTED THE GROUND, AND CAME TO REST ALONG SIDE AN APPLE TREE. THE WEATHER AT A NEARBY AIRPORT, AT 0855 WAS, WINDS FROM 060 AT 13 KNOTS, CLEAR SKIES, AND TEMPERATURE OF 55 DEGREES FAHRENHEIT. (-23) PILOT DEPARTED VAN SANT AIRPORT (9N1) WITH A TOW TO 3000' AGL AT APPROXIMATELY 1030 EDT. AFTER 3 HOURS OF SOARING, THE PILOT LOST THERMAL LIFT AND ATTEMPTED AN OFF-AIRPORT LANDING. HE DECIDED TO LAND ON THE RUNWAY OF AN AIRPORT THAT HAS BEEN CLOSED FOR YEARS. WHILE TURNING FROM BASE LEG TO FINAL ON RUNWAY 18, THE PILOT FELT AN IMPENDING STALL AND LEVELED THE WINGS AT APPROXIMATELY 150' AGL. THE PILOT WAS NO APPROXIMATELY 30 FEET TO THE RIGHT OF THE RUNWAY OVER SMALL FRUIT TREES. HE WAS UNABLE TO CENTER HIMSELF ON THE INTENDED RUNWAY AND HIT A SMALL FRUIT TREE WITH THE LEFT WING, BRINGING THE AIRCRAFT TO A STOP. THE LEFT WING WAS BROKEN AT THE INBOARD END OF THE LEFT AILERON. ALSO, THE COCKPIT CANOPY WAS SHATTERED. 20010506010419I (-23)MISHAP PILOT WAS FLYING FIRE LINE BETWEEN RIDGES ON CHANDLER MOUNTAIN. THE AIRCRAFT HAD BEEN OPERATED APPROXIMATELY 90 MINUTES BEFORE THE INCIDENT. THE PILOT STATED THAT THE ENGINE BEGAN TO RUN ROUGH AND THEN QUIT. SEVERAL ATTEMPTS WERE MADE TO RESTART THE ENGINE. THE PILOT WAS UNABLE TO RESTART AND LANDED THE AIRCRAFT IN A FIELD. MINOR DAMAGE TO THE LEFT WING TIP AND TAIL DRAG STRIP OCCURRED WHEN THE PILOT HARD LANDED THE AIRCRAFT. PILOT STATED THAT HE ATTEMPTED TO RESTART THE ENGINE AFTER EMERGENCY LANDING, THE ENGINE WOULD NOT START. THE FUEL TANKS WERE LEFT 3/4 FULL, RIGHT 1/4 FULL AND THE AUXILIARTY TANK WAS 3/4 FULL. AT THE TIME OF THE INCIDENT FUEL TRANSFER WAS IN-PROGRESS, FROM AUXILIARY TO RIGHT MAIN, AND THE FUEL SELECTOR VALVE WAS SELECTED TO LEFT TANK. THE FUEL TANKS, SUMPS, AND FILTER'S WERE INSPECTED FOR CONTAMINATION, SMALL TRACES OF FUEL BLADDER SHAVINGS IN THE FILTER SCREEN. TRACE AMOUNTS IN CARBURETOR FILTER. ENGINE WAS RUN AND HAD EXCESSIVE VIBRATION 800-1200 RPM. THE ENGINE HAD BEEN OPERATED FOR APPROXIMATELY 20 HOURS SINCE COMPLETE OVERHAUL. OWNER IS SHIPPING ENGINE TO REPAIR STATION FOR WARRANTY EXCHANGE. THE FAA WILL FOLLOW-UP WITH REPAIR STATION TO EXPLORE THE POSSIBILITY OF EXTERNAL OR INTERNAL DAMAGE. 20010506010989A (-23)ENGINE STOPPED DURING TOUCH AND GO MANEUVERS AT NAPA COUNTY ARIPORT. PIC MADE AN EMERGENCY LANDING ON RUNWAY 18R CAUSING SUBSTANTIAL DAMAGE. INTERVIEW OF PIC REVELAED FUEL SELECTOR WAS SELECTED TO RIGHT MAIN TANK. HOWEVER, EXAMINATION OF RIGHT MAIN TANK REVEALED IT WAS EMPTY AND HAD NOT SUSTAINED ANY OBVIOUS DAMAGE FROM THE ACCIDENT. DURING A FOLLOW-UP INTERVIEW OF PIC IT WAS DETERMINED THAT POSSIBLE LACK OR FUEL MONITORING MAY HAVE CAUSED THE ACCIDENT. (.4) ON MAY 6, 2001, AT 1204 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-24-260, N8710P, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH A FENCE DURING A FORCED LANDING AT NAPA COUNTY AIRPORT, NAPA, CALIFORNIA. THE AIRPLANE WAS BEING OPERATED BY AMPHIBIOUS ADVENTURES, INC., UNDER THE PROVISIONS OF 14 CFR PART 91, AND FLOWN BY A CERTIFIED FLIGHT INSTRUCTOR, IN THE RIGHT SEAT, WHO WAS PROVIDING INSTRUCTION TO A PRIVATE PILOT, IN THE LEFT SEAT. THE INSTRUCTIONAL FLIGHT ORIGINATED FROM SAN RAFAEL AIRPORT, SAN RAFAEL, CALIFORNIA, APPROXIMATELY 1130. NEITHER THE TWO PILOTS NOR THE TWO REAR-SEATED PILOT-RATED PASSENGERS WERE INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILE D AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT INSTRUCTOR STATED HE WAS PROVIDING AN AIRPLANE CHECKOUT TO THE LEFT SEAT PILOT. THE LEFT SEAT PILOT WAS MAKING A TOUCH-AND-GO ON RUNWAY 18R. AFTER LANDING AND TAKING OFF, THE AIRPLANE'S ENGINE SPUTTERED, AND THEN QUIT BETWEEN 150 AND 200 FEET ABOVE GROUND LEVEL. THE FLIGHT INSTRUCTOR TOOK CONTROL OF THE AIRPLANE AND LANDED STRAIGHT AHEAD ON THE REMAINING RUNWAY. THE AIRPLANE TOUCHED DOWN NEAR THE END OF THE RUNWAY, ROLLED ACROSS A FIELD, STRUCK A FENCE, AND STOPPED IN A DITCH. THE FLIGHT INSTRUCTOR STATED THAT DURING THE PREFLIGHT INSPECTION, ALL FOUR FUEL TANKS WERE SUMPED TO CHECK FOR FUEL QUALITY AND NO DISCREPANCIES WERE FOUND. ALL FOUR FUEL TANKS WERE CHECKED FOR QUANTITY. THE TWO AUXILIARY FUEL TANKS WERE FULL AND THE TWO MAIN TANKS WERE HALF FULL, AS OBSERVED BY THE FUEL GAUGES. THE FLIGHT INSTRUCTOR FURTHER STATED THAT TAKEOFFS AND LANDINGS ARE TO BE MADE WITH FUEL DRAWN FROM THE MAIN TANKS ONLY. THE AIRPLANE HAD BEEN FLYING FOR ABOUT 35 MINUTES AT THE TIME OF THE ACCIDENT. UPON POSTACCIDENT INSPECTION, THE FLIGHT INSTRUCTOR NOTED THAT THE FUEL BLADDER HAD PULLED AWAY FROM THE TANK AND MAY HAVE CAUSED THE FUEL GAUGE TO GIVE ANERRONEOUS READING. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE AIRPLANE AND CONFIRMED FUEL AND OIL WERE IN THE ENGINE, WITH NO OBVIOUS DISCREPANCIES NOTED. 20010506012829I (-23) AIRCRAFT MADE AN EMERGENCY LANDING DUE TO A WARNING LIGHT INDICATION, TOW MILES NE OF DOWNTOWN KANSAS CITY, MISSOURI, NEAR THE VICINITY OF 46TH AND NORTH ANTIOCH ROAD. LOCAL POLICE AUTHORITY, SERGEANT JAROWITZE, RELAYED TO ATC THAT THE PILOT ADVISED NO DAMAGE, NO INJURIES, NO ATC INVOLVEMENT.POST INCIDENT INVESTIGATION REVEALED THE NI TACH GENERATOR FAILED, CAUSING WARNING LIGHTS TO ILLUMINATE. INCIDENT NUMBER CE20011GA0036 IS CONSIDERED CLOSED WITH THIS REPORT. 20010506012889I (-23) THE AIRCRAFT WAS ENROUTE FROM GREEBAY, WISCONSIN, TO OLATHE, KANSAS, WHEN THE PILOT NOTICED OIL STREAMING FROM THE COWLING ON THE #1 ENGINE. THE PILOT THEN CONTACTED THE CEDAR RAPIDS, IOWA TOWER (CID), STATED HE HAD ENGINE PROBLEMS AND REQUESTED PERMISSION TO LAND. HE WAS GIVEN PERMISSION TO LAND AT CID. HE THEN CONTACTED CID TOWER AGAIN AND STATED HE HAD TO SHUT DOWN THE #1 ENGINE. THE CONTROLLER DECLARED AND EMERGENCY. THE AIRCRAFT LANDED GEAR UP AT 0130Z. NO INJURIES WERE REPORTED. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. 20010506013679A (.19)ON MAY 6, 2001, AT 0908 EASTERN STANDARD TIME, A MADSEN LANCAIR 320, N316M, BUILT AND PILOTED BY A PRIVATE PILOT, WAS DESTROYED DURING AN IN-FLIGHT COLLISION WITH THE TERRAIN AND SUBSEQUENT ON-GROUND FIRE, FOLLOWING A LOSS OF AIRCRAFT CONTROL DURING INITIAL CLIMB FROM RUNWAY 09 (7,000 FEET BY 150 FEET, DRY/ASPHALT) AT THE PORTER COUNTY MUNICIPAL AIRPORT, VALPARAISO, INDIANA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE LOCAL TEST FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, WAS FATALLY INJURED. THE FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT. ACCORDING TO A WRITTEN WITNESS STATEMENT, THE AIRPLANE STARTED THE TAKEOFF ROLL AT THE BEGINNING OF RUNWAY 09 AND APPEARED TO BE ACCELERATING SLOWER THAN NORMAL. THE WITNESS REPORTED, "THE TAKEOFF ROLL LOOKED NORMAL (NO LEFT OR RIGHT VARIATION) BUT THE AIRCRAFT SEEM TO ROLL OUT LONGER THAN NORMAL FOR THIS TYPE OF AIRCRAFT ( [UNINTELLIGIBLE] NORMAL TAKEOFF ROLL WOULD BE 2500 FT) THIS AIRCRAFT SEEMED TO ROLL ABOUT 3500 FEET BEFORE ROTATION. AFTER ROTATION THE AIRCRAFT PITCHED UP AND DOWN SEVERAL CYCLES THEN SETTLED DOWN. BUT AFTER THE PITCH CYCLES STOPPED THE PLANE WAS NOT CLIMBING. THE LANDING GEAR WAS NOT CYCLED UP IT REMAINED DOWN. THE PLANE WAS ABOUT 200 FEET ALTITUDE WHEN THE UP, DOWN PITCHING BEGAN AGAIN. I NOTED THE PLANE CLIMBED ABOUT ANOTHER 50 FT. THEN THE PLANE ROLLED TO THE LEFT AND ENTERED A VERTICAL POSITION AND IMPACTED THE GROUND ABOUT 1000' NORTH OF THE RUNWAY CENTERLINE. AIRCRAFT EXPLODED ON IMPACT." (-23) PILOT DEPARTED R/W 09 AT VPZ. WITNESS STATED THAT A/C WAS SLOW IN DEVELOPING T.O. SPEED. WITNESS STATED THAT A/C ROTATED AND BOUNCED BACK ON RW. A/C FINALLY CLIMBED IN GROUND EFFECT AND CONTINUED CLIMB TO APPROXIMATELY 100' ALTITUDE. A/C THEN ROLLED INTO BANK TO LEFT, APPEARED TO STALL, THEN IMPACTED GROUND AND BURNED. FATAL INJURY TO PILOT. 20010506014019I (-23) ON SUNDAY, MAY 6, 2001, A FISHER CELEBRITY AMATEUR-BUILT AIRCRAFT, N624WG, REGISTERED TO AND OPERATED BY MR. ALAN L. BROWN OF FREEVILLE, NY MADE AN EMERGENCY LANDING IN A CORN FIELD ONE MILE NORTH OF CORTLAND, NEW YORK. THE PILOT HAD JUST DEPARTED CORTLAND COUNTY AIRPORT (N03) AND REPORTED THAT THE AIRCRAFT WAS NOT GAINING ALTITIUDE DUE TO TURBULENT AIR. WHILE ATTEMPTING TO LAND, THIS AIRCRAFT CAME IN CONTACT WITH UNEVEN TERRAIN AND CAME TO REST INVERTED. THE DAMAGE TO THE AIRCRAFT AND ENGINE WAS MINOR. THIS INCIDENT IS CONSIDERED CLOSED. 20010506014599A (-23) PILOT STATED THAT HE WAS LANDING IN RELATIVELY SMOOTH WATER IN LIGHT AND VARIABLE WIND CONDITIONS. JUST AFTER TOUCHDOWN, AIRCRAFT ENCOUNTERED A LARGE ROLLING WAVE THAT THE PILOT HAD NOT NOTICED PRIOR TO LANDING. THE AIRCRAFT WAS THROWN BACK INTO THE AIR TO A HEIGHT OF APPROXIMATELY 10 FEET. IT DROPPED BACK ON THE SURFACE OF THE WATER WITH SUFFICIENT FORCE TO CAUSE SUBSTANTIAL DAMAGE TO THE AIRCRAFT. 20010506014859I (-23) DURING INFLATION OF THE BALLOON, THE TIE DOWN STRAP QUICK DISCONNECT FAILED, RELEASING THE BALLOON. THE BALLOON BECAME SOMEWHAT BOUYANT AND MOVED HORIZONTALLY ALONG THE GROUND UNTIL IT HIT A GROUP OF TREES. THERE WERENO INJURIES AND DAMAGE WAS MINOR. REMOVING THE BALLOON ENVELOPE FROM THE TREES CAUSED MOST OF THE DAMAGE, WHICH IS REPAIRABLE. THE WEATHER CONDITIONS WERE GOOD, WITH A SLIGHT BREEZE. NOTE: THE BALLOON WAS EXAMINED AT THE OWNER'S HOME, NOT THE ACCIDENT SCENE. 20010506015399I (-23) THE TRANSPONDER ANTENNA CABLE CONNECTOR HAD VIBRATED INTO A POSITION WHERE IT CAME INTO CONTACT WITH THE ALTERNATOR TERMINAL BUSS BAR. THIS CAUSED A SHORT AND THE INSULATION ON THE ANTENNA CABLE GOT HOT AND STARTED SMOKING. THE CAUSE OF THE ANTENNA CABLE MOVEMENT, OTHER THAN POSSIBLE CLAMP BREAKAGE, WAS NOT DETERMINED. RADIO SHOP IS TO INSPECT AND ISSUE M OR D WHEN CAUSE IS DETERMINED. 20010507007849A (.19)ON MAY 7, 2001, AT 1956 ALASKA DAYLIGHT TIME, A WHEEL-EQUIPPED CESSNA 170B AIRPLANE, N3143A, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING AT THE FAIRBANKS INTERNATIONAL AIRPORT, FAIRBANKS, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) LOCAL AREA INSTRUCTIONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS OPERATED BY THE STUDENT PILOT/OWNER. THE COMMERCIAL CERTIFICATED PILOT/FLIGHT INSTRUCTOR, AND THE STUDENT PILOT, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. THE FLIGHT ORIGINATED AT THE FAIRBANKS INTERNATIONAL AIRPORT AT 1917. DURING A TELEPHONE CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) INVESTIGATOR-IN-CHARGE (IIC), ON MAY 9, 2001, THE FLIGHT INSTRUCTOR REPORTED THAT HE WAS CONDUCTING WHEEL LANDINGS WITH THE STUDENT ON THE SKI STRIP, RUNWAY 19, AT FAIRBANKS. DURING THE TOUCHDOWN ON THE THIRD OR FOURTH LANDING, THE TAILWHEEL ASSEMBLY SUDDENLY BROKE OFF. A FEDERAL AVIATION ADMINISTRATION (FAA) AIRWORTHINESS INSPECTOR, FAIRBANKS FLIGHT STANDARDS DISTRICT OFFICE (FSDO), EXAMINED THE AIRPLANE AFTER THE ACCIDENT. HE REPORTED HE FOUND A PREEXISTING CRACK IN THE TAILWHEEL SPRING ASSEMBLY THAT WAS ABOUT 1/16 INCH DEEP, AND ABOUT 1/2 INCH LONG. HE SAID THE SPRING FAILED AT THE CRACK, AND WHEN THE TAILWHEEL DEPARTED THE AIRPLANE, IT STRUCK THE BOTTOM OF THE RUDDER, AND THE RUDDER TRIM TAB. THE BOTTOM AND AFT PORTION OF THE RUDDER ASSEMBLY WAS TORN OPEN. (-23)PILOT AND CFI DOING WHEEL LANDINGS ON 19 SKISTRIP (FAI) ON ROLLOUT THE TAILWHEEL SPRING BROKE WHERE IT ENTERED THE TAILWHEEL BRACKETT (AT A PREVIOUS CRACK) THE TAIL WHEEL SWUNG UP AND HIT THE RUDDER DOING DAMAGE TO BOTTOM RUDDER SKINS. PILOT DID NIT LOSE CONTROL OF AIRCRAFT AND TAIXED CLEAR OF RUNWAY. 20010507008079A (-23)STUDENT PILOT MADE BAD APPROACH AND BAD LANDING. THE AIRCRAFT BOUNCED AFTER MAKING CONTACT WITH THE RUNWAY. PILOT ALLOWED AIRCRAFT TO SETTLE ONTO THE NOSE GEAR, BREAKING IT REARWARD FROM ENGINE MOUNT TUBING. AIRCRAFT COWLING AND LEFT WING TIP STRUCK RUNWAY. AIRCRAFT SUFFERED SUBSTANTAIL DAMAGE DUE TO FIREWALL DAMAGE CAUSED BY NOSE GEAR IMPACT, LEFT WING OUTER SPAR APPEARS BENT, AND RUDDER HAD DAMAGE AROUND THE LOWER HINGE CAUSED BY LOAD CREATED BY NOSE GEAR SPARATION. 20010507009669I (-23)DURING ^PRIVACY DATA ^ FIRST SUPERVISED SOLO FLIGHT AND SECOND LANDING, AIRCRAFT PORPOISED SEVERAL TIMES CAUSING WRINKLING TO THE FIREWALL AND CABIN FLOOR. NOSE WHEEL FAIRING BROKEN. 20010507009699I (-23)DURING TAKE-OFF CLIMB, ENGINE LOST POWER AND QUIT RUNNING. AIRCRAFT WAS LANDED STRAIGHT AHEAD INTO A MUDDY FARM FIELD 300-400 FT. OFF THE END OF THE RUNWAY. NO INJURIES, MINOR DAMAGE TO THE AIRCRAFT. POST INSPECTION REVEALED WATER IN THE SUMP OF THE RIGHT HAND FUEL TANK. INVESTIGATION INDICATES THAT THE AIRCRAFT WAS EXPOSED TO HEAVY RAINS PRIOR TO THIS FLIGHT. PILOT STATES THAT PRE TAKE-OFF RUN UP WAS CONDUCTED WITH THE FUEL SELECTOR ON THE LEFT HAND TANK, BUT THE TAKE OFF WAS INITIATED WITH THE FUEL SELECTOR ON THE RIGHT HAND TANK. 20010507011059A (.19)ON MAY 7, 2001, APPROXIMATELY 0900 MOUNTAIN DAYLIGHT TIME, A HILLER UH-12E, N40296, UNDER CONTRACT TO THE UNITED STATES DEPARTMENT OF AGRICULTURE, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TERRAIN DURING A FORCED LANDING 17 MILES WEST OF CONCHAS, NEW MEXICO. THE AIRLINE TRANSPORT CERTIFICATED PILOT AND ONE PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PUBLIC USE FLIGHT. THE FLIGHT ORIGINATED AT A STAGING AREA NEAR CONCHAS DAM APPROXIMATELY 0840. PRELIMINARY INFORMATION INDICATES THE HELICOPTER HAD JUST BEEN REFUELED AND WAS FLYING AT LOW ALTITUDE IN HUMID AIR. THE PILOT GLANCED AT THE CARBURETOR AIR TEMPERATURE GAUGE AND NOTICED THE NEEDLE WAS IN THE YELLOW RANGE. AS HE STARTED TO APPLY CARBURETOR HEAT, THE ENGINE LOST POWER. THE PILOT AUTOROTATED FROM APPROXIMATELY 20 TO 25 FEET ALTITUDE, AND USED SOME CYCLIC CONTROL TO COVER THE DISTANCE TO AN OPEN AREA. MAIN ROTOR RPM DECAYED AND THE HELICOPTER LANDED HARD. THE MAIN ROTOR BLADE FLEXED AND STRUCK THE TAILBOOM, AND THE SKIDS COLLAPSED. (-23) ON 05/07/01 AT 0935 MDT A HILLER UH-12E (N40296) OWNED BY MOAIR, INC. P.O. BOX 1052, ULYSSES, KS 67880, AND OPERATED IN PUBLIC USE FOR THE UNITED STATES DEPARTMENT OF AGRICULTURE BY ARLYN E. MILLER, OF MILLER AERO SERVICE, INC., ^PRIVACY DATA OMITTED^ SUSTAINED SUBSTANTIAL DAMAGE AFTER A HARD LANDING CAUSED BY AN ENGINE FAILURE DUE TO INDUCTION ICING WHILE MANEUVERING DURING A PREDATOR CONTROL SEARCH WEST OF CONCHAS LAKE, NM. THE AIRLINE TRANSPORT PILOT AND THE USDA "SHOOTER" WERE NOT INJURED IN THE ACCIDENT. OVERCAST VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT UNDER PUBLIC USE THAT DEPARTED A REMOTE FIELD REFUELING SITE AT 0925 MDT. MR. MILLER HOLDS AIRLINE TRANSPORT PILOT CERTIFICATE #1847084, WITH AIRPLANE SINGLE & MULTIENGINE LAND, AND ROTORCRAFT - HELICOPTER RATINGS. 20010507016599I (-23) NONE LANDING GEAR COLLAPSED ON LANDING ROLL-OUT. NO INJURIES, MINOR DAMAGE TO AIRCRAFT. NTSB RELEASED AIRCRAFT, NOSE GEAR SECURED IN THE DOWN POSITION AND AIRCRAFT WAS MOVED TO MAINTENANCE HANGAR. FOUND TRUNNION P/N 654A AND CLEVIS P/N 605 BROKEN. 20010508008569A (.19)ON MAY 8, 2001, APPROXIMATELY 1812 PACIFIC DAYLIGHT TIME, A PIPER PA-34-200 AIRPLANE, N47GM, REGISTERED TO PACIFIC RIM AVIATION LLC OF CORVALLIS, OREGON, AND BEING OPERATED BY AVIA AVIATION SERVICES OF CORVALLIS ON A 14 CFR 91 INSTRUCTIONAL FLIGHT, COLLIDED WITH TERRAIN AND WAS SUBSEQUENTLY DESTROYED BY FIRE DURING PRACTICE SINGLE-ENGINE OPERATIONS AT THE CORVALLIS AIRPORT. THE TWO AIRCRAFT OCCUPANTS, AN AIRLINE TRANSPORT PILOT-IN-COMMAND/FLIGHT INSTRUCTOR AND A STUDENT, ESCAPED THE AIRCRAFT BUT WERE SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS WERE REPORTED AT CORVALLIS AT 1815, AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT. ACCORDING TO AN INSPECTOR FROM THE FAA'S PORTLAND (HILLSBORO), OREGON, FLIGHT STANDARDS DISTRICT OFFICE (FSDO), WHO RESPONDED TO THE ACCIDENT SCENE AND PERFORMED AN ON-SITE EXAMINATION OF THE AIRCRAFT WRECKAGE, THE AIRCRAFT WAS OPERATING TO CORVALLIS RUNWAY 27 AT THE TIME OF THE ACCIDENT. THE INSPECTOR REPORTED THAT THE IMPACT AND WRECKAGE PATTERN WAS TO THE LEFT OF RUNWAY 27, WITH AN OVERALL IMPACT AND WRECKAGE PATH ON A TRACK OF APPROXIMATELY 250 DEGREES MAGNETIC. THE INSPECTOR REPORTED THAT THE AIRCRAFT'S RIGHT PROPELLER EXHIBITED VERY LITTLE DAMAGE. THE INSPECTOR FURTHER REPORTED THAT HE WAS ABLE TO ESTABLISH GOOD FLIGHT CONTROL CABLE CONTINUITY DURING THE ON-SITE EXAMINATION. THE 1815 CORVALLIS AUTOMATED METAR OBSERVATION REPORTED CONDITIONS AS: CLEAR SKIES, VISIBILITY 10 MILES, TEMPERATURE 24 DEGREES C, DEWPOINT 6 DEGREES C, WINDS FROM 300 DEGREES TRUE AT 11 KNOTS, AND ALTIMETER SETTING 30.16 INCHES HG. ACCORDING TO THE U.S. GOVERNMENT AIRPORT/FACILITY DIRECTORY (A/FD), CORVALLIS RUNWAY 27 IS A 3,545-FOOT BY 75-FOOT ASPHALT RUNWAY. THE RUNWAY THRESHOLD IS DISPLACED 190 FEET, LEAVING 3,355 FEET AVAILABLE FOR LANDING. THE RUNWAY IS EQUIPPED WITH A 4-LIGHT PRECISION APPROACH PATH INDICATOR (PAPI) SYSTEM. THE AIRPORT ELEVATION IS 246 FEET ABOVE SEA LEVEL. (-23)SEA01LA087 20010508009159A (.19)ON MAY 8, 2001, ABOUT 1650 HOURS PACIFIC DAYLIGHT TIME, A BEECH BE77, N3865D, OPERATED BY RIVERSIDE AIR SERVICE, RIVERSIDE, CALIFORNIA, WAS SUBSTANTIALLY DAMAGED DURING PRACTICE LANDING APPROACHES NEAR LAKE MATTHEWS, CALIFORNIA. THE STUDENT PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE TRAINING FLIGHT OPERATING UNDER 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT RIVERSIDE ON THE AFTERNOON OF THE ACCIDENT. THE STUDENT WAS SCHEDULED TO PRACTICE APPROACHES TO REMOTE LANDING SITES. (-23) THE STUDENT PILOT WAS ON A SUPERVISED SOLO FLIGHT IN THE LOCAL FLYING AREA. HE DECIDED TO PRACTICE EMERGENCY OFF-AIRPORT LANDINGS. HE WAS NOT SPECIFICALLY AUTHORIZED BY HIS FLIGHT INSTRUCTOR TO PRACTICE THIS TYPE OF MANEUVER. THE STANDING POLICY AT THE FLIGHT SCHOOL IS FOR STUDENTS TO MAINTAIN AT LEAST 2500 FEET AGL DURING ALL SOLO PRACTICE MANEUVERS. WHEN THE STUDENT PILOT ATTEMPTED TO MAKE A POWER RECOVERY FROM A SIMULATED EMERGENCY LANDING, HE FOUND THAT THE AIRCRAFT WOULD NOT CLIMB, BUT CONTINUED TO LOSE ALTITUDE. THE PILOT STATED THAT HE HAD 65 KNOTS AIRSPEED INDICATED AND FULL FLAPS UNTIL HE CONTACTED THE GROUND. HE DID NOT ATTEMPT TO RETRACT OR REDUCE THE FLAPS BEFORE THE CRASH. THE POWER REQUIRED FOR THE AIRCRAFT TO CLIMB IN THE EXISTING CONDITIONS AND CONFIGURATION EXCEEDED THE POWER AVAILABLE FOR FLIGHT. (.4) ON MAY 8, 2001, ABOUT 1650 HOURS PACIFIC DAYLIGHT TIME, A BEECH BE77, N3865D, LANDED IN ROUGH TERRAIN AND BRUSH NEAR RIVERSIDE, CALIFORNIA, WHILE PRACTICING MANEUVERS OVER AND AROUND LAKE MATHEWS. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE STUDENT PILOT RECEIVED MINOR INJURIES. THE TRAINING FLIGHT WAS OPERATED BY RIVERSIDE AIR SERVICE UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT 1600 FROM RIVERSIDE. ACCORDING TO THE STUDENT PILOT, HE WAS FINISHING UP A FEW POWER ON AND POWER OFF STALLS, WHEN HE THOUGHT HE WOULD PRACTICE A COUPLE OF EMERGENCY LANDINGS. HE WAS FAMILAR WITH THE PROCEDURE AND HAD PRACTICED THEM SEVERAL TIMES WITH NO PROBLEMS. THE FIRST ATTEMPT WAS SUCESSFUL. HOWEVER, ON THE SECOND ATTEMPT, HE BEGAN HIS CLIMB-OUT WITH FLAPS FULLY EXTENDED AND FULL POWER. HE WAS SUBJECTED TO TURBULENCE FROM THE RIGHT, RAISING THE RIGHT WING, AT WHICH TIME HE LOST SOME ALTITUDE. HE REGAINED CONTROL WITH AILERON AND RUDDER INPUT. HE REALIZED THAT HE WAS NOT CLIMBING, INSTEAD HE WAS LOSING ALTITUDE. HE SAID THAT HE NEVER REGAINED ENOUGH ALTITUDE TO RAISE THE FLAPS. HE WAS FACED WITH A FORCED LANDING IN ROUGH TERRAIN AND THICK BRUSH. 20010508009469I (-23)BIG SKY AIRLINES (BSAA) FH. 2503 DEPARTED BILLINGS, MONTANA, OR 05/08/2001. DURING CLIMB, AIRCRAFT N704C FAILED TO PROPERLY PRESSURIZE. THE AIRCRAFT RETURNED TO BILLINGS, MONTANA, AND LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE TROUBLE SHOOTING REVEALED AN ELECTRICAL WIRE INTERFERED WITH THE PROPER SEATING OF THE CABIN PRESSURIZATION OUTFLOW VALVE. THE WIRE WAS REPOSITIONED. THE PRESSURIZATION SYSTEM FUNCTIONED NORMALLY. 20010508009509I (-23)N725MC, A BEECH KING AIR-200, DEPARTED BJC, WHEN THE PILOT HEARD A GRINDING AND CRUNCHING SOUND WHEN HE RETRACTED THE LANDING GEAR. THE PILOT NOTICED THE LANDING GEAR TO BE IN A PARTIAL EXTENDED POSITION. THE LANDING GEAR WOULD NOT EXTEND USING THE EMERGENCY EXTENSION SYSTEM. THE PILOT ELECTED TO MAKE AN EMERGENCY LANDING AT GXY. THE AIRCRAFT RECEIVED MINOR DAMAGE. INSPECTION INDICATED THAT THE NOSE GEAR ACTUATOR JACK SCREW THREADS SEIZED (P/N 50-820208-5). THE ACTUATOR COMPONENT WAS SHIPPED TO BEECH AIRCRAFT IN WICHITA, KS FOR INSPECTION. 20010508010389I (-23)AFTER TAKEOFF, WHEN 'GEAR UP' WAS SELECTED, THE GEAR MOVED ONLY A SHORT DISTANCE AND THEN STOPPED. THEN, THE PILOT SELECTED 'DOWN', BUT DID NOT GET A GREEN LIGHT. HE FLEW FROM WAVERLY, TN, WITH THE GEAR IN THAT POSITION. WHEN HE ARRIVED AT TOPEKA, HE ATTEMPTED TO EXTEND THE GEAR MANUALLY. HE DID NOT KNOW THE CORRECT PROCEDURE, WHICH RESULTED IN THE GEAR NOT BEING IN THE LOCKED DOWN POSITION. AFTER TOUCHING DOWN, AS THE WEIGHT OF THE AIRCRAFT WAS APPLIED TO THE GEAR, THE LANDING GEAR FOLDED. ALTHOUGH THERE WAS A MECHANICAL REASON FOR THE ORIGINAL FAILURE, IF THE PILOT HAD USED THE CORRECT MANUAL GEAR EXTENTSION PROCEDURE, THE LANDING WOULD HAVE BEEN NORMAL. THE PILOT'S MEDICAL CERTIFICATE HAD EXPIRED ON MARCH 31, 2001. 20010508011959I (-23)AIRCRAFT WAS ON A VFR CROSS COUNTRY FROM CENTERVILLE, IA (TVC) TO DES MOINES, IA (DSM). THE PILOT WAS CLEARED TO LAND ON RUNWAY 31 AT DSM. ATIS INFORMATION "FOXTROT" WAS CURRENT WITH THE WINDS AT 250 DEGREES AT 14 KNOTS WITH LOW LEVEL SHEAR ADVISORIES. THE PILOT STATED THAT SHE KEPT THE SPEED UP ON FINAL APPROACH BECAUSE OF THE WIND SHEAR. APPROACH SPEED WAS APPROXIMATELY 90 TO 100 KNOTS. AFTER TOUCH DOWN, THE PILOT LOST CONTROL AND DEPARTED THE RUNWAY TO THE LEFT. THE LEFT MAIN GEAR STRUCK A CONCRETE BLOCK ASSOCIATED WITH THE ARRESTING CABLE ASSEMBLY NEXT TO THE RUNWAY, CAUSING MINOR DAMAGE. THIS INCIDENT IS CONSIDERED CLOSED WITH THIS REPORT. 20010508014059I (-23) ON TUESDAY, MAY 8, 2001, A BOEING 727, N701DH, FLIGHT 490, OPERATED BY DHL AIRWAYS, EXPERIENCED PROBLEMS WITH THE RIGHT MAIN GEAR DURING LANDING. THE LANDING WAS ACCOMPLISHED WITHOUT INCIDENT AND FIRE AND RESCUE RESPONDED. THERE WERE NO INJURIES. THE MECHANICS FOUND THE RIGHT MAIN GEAR UPPER MOUNT ON THE UP-LOCK ACTUATOR BROKEN. THE AIRCRAFT WAS FLOWN TO JFK FOR REPAIRS. THE ACTUATOR WAS REMOVED AND REPLACED. AN OPERATIONAL CHECK WAS SATISFACTORY AND THE AIRCRAFT WAS RELEASED FOR SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010508014829I (-23) PILOT REPORTED LOSS OF POWER AND RPM WOULD NOT EXCEED 1000, AFTER THIRD SEGMENT OF CROSS COUNTRY DURING DEPARTURE CHECK AT ST. AUGUSTINE FLORIDA. PILOT ABORTED DEPARTURE AND CONTACTED ORMOND BEACH AVIATION MAINTENANCE, AND SUBSEQUENTLY FAA ORLANDO FSDO. FAA INSPECTION FOUND #2 CYLINDER EXHAUST VALVE STUCK IN THE OPEN POSITION. THE ENGINE LOGBOOK AND CYLINDER YELLOW TAG REVEALED 359 HOURS SINCE MAJOR OVERHAUL. THE YELLOW TAG SHOWED CYLINDER OVERHAUL WAS COMPLETED BY DIVCO, INC. AN FAA REPAIR STATION DB2R IN TULSA OKLAHOMA APRIL 23 1999. AN M&D IS BEING SUBMITTED. 20010508023169I (-23) N401BW LANED WITH GEAR NOT LOCKED IN THE DOWN POSITION. INSPECTION AFTER THE INCIDENT REVEALED AN ELECTRICAL SHORT AT THE LANDING GEARMOTOR CAU SING THE CIRCUIT BREAKER TO POP. 20010509007759I (-23)PILOT WAS LANDING RUNWAY 01 AT BOWMAN FIELD LOUISVILLE, KY. PILOT STATED HE LANDED LONG, (AT INTERSECTION ON RUNWAY 24) AND WAS UNABLE TO STOP. AIRCRAFT OVERRAN RUNWAY AND CONTACTED AIRPORT PERIMETER FENCE. AIRCRAFT SUSTAINED MINOR DAMAGE TO LEFT WINGTIP, TOP AND BOTTOM COWL AND PROPELLOR. PILOT AND ONE PASSENGER WERE NOT INJURED. NTSB NOTIFIED THAT THIS WOULD BE AN INCIDENT. 20010509008539A (.19)ON MAY 9, 2001, ABOUT 0730 HOURS MOUNTAIN STANDARD TIME, AN AVIAT A-1A, N281C, OWNED BY STUMP JUMPER AERO LLC, WILMINGTON, DELAWARE, AND OPERATED BY THE PILOT, COLLIDED WITH BRUSH DURING AN OFF FIELD LANDING IN THE TONTO NATIONAL FOREST, ARIZONA. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. NEITHER THE PRIVATE PILOT NOR THE PASSENGER WAS INJURED DURING THE PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM WINSLOW, ARIZONA, ABOUT 0700. THE PILOT INITIALLY REPORTED THAT HIS AIRPLANE HAD ONLY SUSTAINED MINOR DAMAGE UPON IMPACTING NATIVE VEGETATION. HE INDICATED THAT HE LOST CONTROL AND GROUND LOOPED DURING ROLLOUT. A SUBSEQUENT INSPECTION OF THE AIRPLANE PERFORMED BY FEDERAL AVIATION ADMINISTRATION (FAA) AIRWORTHINESS PERSONNEL REVEALED SUBSTANTIAL STRUCTURAL DAMAGE TO PORTIONS OF THE FUSELAGE. THE NATIONAL TRANSPORTATION SAFETY BOARD WAS ADVISED OF THE FAA'S OBSERVATIONS ON MAY 15, 2001. (-23)LANDED TO WEST WENT OVER SOME CACTUS AND BUSHES APPLIED FULL RT. RUDDER JUST BEFORE I STOPPED I HAD FULL RT. AILERON BUT LEFT WING WENT DOWN. AI RCRAFT HAD DAMAGE LEFT GEAR COLLAPSED, PROP BENT, LEFT WING DAMAGED AT TIP.(.4) ON MAY 9, 2001, ABOUT 0800 HOURS MOUNTAIN STANDARD TIME, AN AVIAT A-1A, N281C, OPERATED BY THE PILOT, COLLIDED WITH BRUSH DURING AN OFF FIELD LANDING IN THE TONTO NATIONAL FOREST, ARIZONA. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. NEITHER THE PRIVATE PILOT NOR THE PASSENGER WAS INJURED DURING THE PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM WINSLOW, ARIZONA, ABOUT 0715. THE PILOT REPORTED THAT UPON ARRIVAL OVER THE DIRT FIELD HE OBSERVED A WINDSOCK, WHICH INDICATED THERE WAS A LIGHT WIND FROM THE NORTHEAST. HE THEN MADE A LOW PASS OVER THE FIELD TO CHECK ON ITS CONDITION, AND NOTHING UNUSUAL WAS NOTED. UPON TOUCHDOWN, THE AIRPLANE DRIFTED TO THE LEFT SIDE OF THE AIRSTRIP AND COLLIDED WITH A PRICKLY PEAR CACTUS AND SEVERAL BUSHES. THE PILOT FURTHER REPORTED THAT, THEREAFTER, HE LOST CONTROL OF THE AIRPLANE AND IT GROUND LOOPED. (THE SUBSEQUENT EXAMINATION OF GROUND IMPACT SIGNATURES REVEALED THAT THE AIRPLANE ACTUALLY DRIFTED RIGHT WHILE LANDING IN A WESTERLY DIRECTION.) 20010509010619I (-23)LANDING GEAR COLLAPSED DURING TAXI ON AIRCRAFT N654B PILOTED BY THE PILOT. 20010509010829A (.19)ON MAY 9, 2001, AT 1721 CENTRAL DAYLIGHT TIME, A CESSNA 150H, N6614S, LOST ENGINE POWER ON INITIAL CLIMB AND COLLIDED WITH TREES AT A PRIVATE AIRSTRIP IN MARYVILLE, TENNESSEE. THE PERSONAL FLIGHT WAS CONDUCTED BY THE PILOT UNDER PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE PILOT RECEIVED SERIOUS INJURIES. THE FLIGHT DEPARTED FROM A GRASS STRIP IN MARYVILLE, TENNESSEE, AT AN UNDETERMINED TIME. ACCORDING TO WITNESSES, THE ENGINE SUDDENLY LOST POWER DURING THE INITIAL CLIMB TO CRUISE. THE AIRPLANE SUBSEQUENTLY COLLIDED WITH TREES DURING THE EMERGENCY DESCENT PHASE OF THE FORCED LANDING PROCEDURE. A REVIEW OF WEATHER DATA DISCLOSED CONDITIONS FAVORABLE FOR THE FORMATION OF CARBURETOR ICING. (-23)PILOT ATTEMPTED A TAKE-OFF FROM A SHORT (1,100 FT) TURF RUNWAY AND WAS UNABLE TO OBTAIN FLYING SPEED. RIGHT MAIN GEAR BECAME ENTANGLED IN A BARBED WIRE FENCE CAUSING THE AIRCRAFT TO CRASH. 20010509011999I (-23)PILOT STATED THAT HE DEPARTED DRIEGS IDAHO VFR AND OBTAINED AN IFR CLEARANCE WITH AN INTENDED DESTINATION OF ADAMS COUNTY AIRPORT, FRIENDSHIP, WISCONSIN. HE STATED THAT BECAUSE OF A LINE OF THUNDERSTORMS HE DIVERTED TO GREEN BAY, WISCONSIN. HE STATED HE DEPARTED WITH 183 GALLONS OF FUEL WHICH IS AN ENDURANCE OF 5 HOURS, 30 MINUTES. HE STATED ESTIMATED TIME ENROUTE WAS FOUR HOURS, 30 MINUTES. PILOT STATED THAT HE HAD 1600 HOURS OF FLIGHT TIME IN THE CESSNA 340 AIRCRAFT. REGARDING FUEL MANAGEMENT, HE STATED THAT HE BURNED OFF THE MAIN TANKS FOR 2 HOURS, THE AUXIALLY TANKS FOR 50 MINUTES THAT THEN TURNED ON THE TRANSFER PUMP FOR THE NACELLE FUEL AND WNET TO CROSSFEED FOR 15 MINUTES TO MAINTAIN FUEL BALANCE. HE STATED HE TURNED THE CROSSFEED OFF AND CONTINUED TO TRANSFER THE FUEL FOR AN ADDITIONAL 15 MINUTES. PILOT STATED THAT WHEN TRANSFER PUMP IS TURNED ON A FUEL TRANSEFER LIKE FLICKERS MOMENTARILY. HE STATED THE LIGHT ILLUMINATES AGAIN WHEN THE NACELLE TANK IS DRY. PILOT STATED THAT FOR LUBRICATION OF THE NACELLE BLADDER TANK, HE DOES NOT NORMALLY DRAIN ALL OF THE FUEL OUT TO THE TANK. HE STATED AT AN ALTITUDE OF APPROXIMATELY 600 AGL ON FINAL FOR RUNWAY 18, THE RIGHT ENGINE QUIT. HE STATED HE ATTEMPTED TO SWITCH TANKS, ADDED FULL POWER TO THE LEFT ENGINE, BUT DID NOT FEATHER THE RIGHT ENGINE. HE STATED WITH THIS CONFIGURATION, HE WAS UNABLE TO MAKE THE RUNWAY. PILOT STATED THAT AFTER THE INCIDENT HE DISCOVERED THAT THE CIRCUIT BREAKER FOR THE NACELLE TRANSFER PUMP HAD POPPED AND THE FUEL HAD NOT TRANSFERRED OUT OF THE NACELLE TANK. PILOT STATED THAT BECAUSE OF THE INACCURACY OF THE AIRCRAFT'S FUEL GAUGES, HE DID NOT NOTICE THAT THE 20 GALLONS OF FUEL FROM THE NACELLE HAD NOT ACTUALLY TRANSFERRED TO THE RIGHT MAIN TANK. 20010509013629A (.19)ON MAY 9, 2001, AT 1705 CENTRAL DAYLIGHT TIME, A CESSNA 172M, N13474, WAS SUBSTANTIALLY DAMAGED DURING LANDING. THE AIRPLANE VEERED OF THE LEFT SIDE OF THE RUNWAY STRIKING A SIGN AND COLLAPSING THE RIGHT MAIN LANDING GEAR. THE STUDENT PILOT WAS NOT INJURED. THE 14 CFR PART 91 LOCAL, INSTRUCTIONAL, STUDENT SOLO FLIGHT HAD DEPARTED DU PAGE AIRPORT (DPA), WEST CHICAGO, ILLINOIS, AT 1700 ON THE STUDENT'S SECOND SUPERVISED SOLO FLIGHT. THE AIRPLANE WAS LANDING ON RUNWAY 19 (6,700 FEET BY 100 FEET, DRY ASPHALT). AT 1700, THE WINDS AT DPA WERE REPORTED AS 240 DEGREES AT 13 KTS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. (-23) STUDENT PILOT WAS CONDUCTING A SECOND SUPERVISED SOLO AFTER THE FIRST SUCH SESSION ABOUT ONE MONTH PRIOR. THE PILOT FIRST MADE A SERIES OF LANDINGS WITH HIS CFI ABOARD AND WAS THEN RELEASED FOR SOLO. THE PILOT LANDED WITH ABOUT A 30 DEGREE RIGHT CROSSWIND AT 13 KNOTS. THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY AND STRUCK A TAXIWAY SIGN. DAMAGE WAS TO THE LANDING GEAR, ELEVATOR, AND HORIZONTAL STABILIZER. NO INJURY. THE STUDENT WILL RECEIVE FURTHER INSTRUCTION AND THE CFI WILL BE COUNSELED AND WILL ATTEND A SAFETY MEETING. 20010509014049I (-23) AFTER A CROSS-COUNTRY TRIP THE PILOT OF N666SW PUT THE GEAR DOWN IN THE PATTERN AT HIS DESTINATION. THE GEAR CIRCUIT BREADER HAD POPPED AND THERE WAS NO MOVEMENT OF THE GEAR. THE AIRMAN NEGLECTED TO CHECK THE INDICATIONS NOR DID HE FOLLOW HIS CHECKLIST FOR LANDING. DURING THR FLARE, HE HEARD A SCRAPING SOUND AND IMMEDIATELY ADDED POWER, WENT AROUND AND REALIZED THE GEAR CIRCUIT BREAKER WAS NOT IN. HE RESET THE BREAKER, THE GEAR FUNCTIONED NORMALLY AND THE LANDING WAS UNEVENTFUL. AFTER SHUTDOWN IT WAS FOUND THAT THE PROP HAD STRUCK THE GROUND AND ONE OF THE ANTENNAS ON THE BELLY WAS BROKEN. NO DAMAGE TO THE BELLY OF THE AIRPLANE WAS APPARENT. 20010509015239I (-23) NOSE GEAR COLLAPSED DURING TAKE OFF ROLL R/W 10. AIRCRAFT SKIDDED OFF RUNWAY AT MIDFIELD. 20010509019529A (-23) THE STUDENT PILOT SAID THAT WHEN THE AIRPLANE LANDED, THE SEAT BACK COLLAPSED AND THEN THE SHOULDER HARNESS HELD HIM IN A RECLINED POSITION. HEWAS HOLDING THE CONTROL YOKE WHEN THIS OCCURRED AND THE AIRPLANE BALLOONED. THE PILOT COULD NOT REACH THE OTHER CONTROLS, AND SO THE AIRPLANE SETTLED ONTO THE RUNWAY RESULTING IN A HARD LANDING. 20010509026259A (-23) ON TOUCHDOWN, RIGHT MAIN TIRE BLEW OUT, CAUSING AIRCRAFT TO VEER OFF RUNWAY AND THROUGH TWO FENCES BEFORE COMING TO STOP. (.19) ON MAY 9, 2001, ABOUT 0805 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 421C, N26560, OWNED AND OPERATED BY THE PILOT, VEERED OFF THE RUNWAY AND COLLIDED WITH A FENCE DURING LANDING ROLLOUT AT THE ANGWIN-PARRETT FIELD, ANGWIN, CALIFORNIA. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT AND TWO PASSENGERS WERE NOT INJURED. THE THIRD PASSENGER RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE BUSINESS FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND IT ORIGINATED FROM STOCKTON, CALIFORNIA, ABOUT 0740. THE PILOT INDICATED THAT HIS LANDING WAS NORMAL. HE OPINED THAT THE RIGHT BRAKE LOCKED UP DURING ROLLOUT. THEREAFTER, HE WAS NOT ABLE TO MAINTAIN DIRECTIONAL CONTROL, AND THE AIRPLANE EXITED THE RUNWAY. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION COORDINATOR, AN EXAMINATION OF THE RUNWAY REVEALED EVIDENCE OF APPROXIMATELY 600-FOOT-LONG RIGHT MAIN LANDING GEAR TIRE SKID MARKS STARTING AN ESTIMATED 500 FEET BEYOND THE LANDING THRESHOLD OF RUNWAY 16. THE SKID MARKS T ERMINATED NEAR WHERE THE AIRPLANE VEERED OFF THE WEST SIDE OF THE RUNWAY, BOUT MIDFIELD. THE AIRPLANE STOPPED UPON TRAVERSING A FIELD AND COLLIDING WITH A FENCE POLE. (.4) ON MAY 9, 2001, ABOUT 0805 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 421C, N26560, VEERED OFF THE RUNWAY AND COLLIDED WITH A FENCE DURING LANDING ROLLOUT AT THE ANGWIN-PARRETT FIELD, ANGWIN, CALIFORNIA. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT, AND IT WAS SUBSTANTIALLY DAMAGED DURING THE MISHAP. THE PRIVATE PILOT AND TWO PASSENGERS WERE NOT INJURED. THE THIRD PASSENGER RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE BUSINESS FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND IT ORIGINATED FROM STOCKTON, CALIFORNIA, ABOUT 0735. THE PILOT AND A PASSENGER INDICATED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT THE TOUCHDOWN FELT NORMAL. THE PILOT ALSO REPORTED THAT HE BELIEVED THE RIGHT BRAKE LOCKED UP DURING ROLLOUT. THEREAFTER, HE WAS NOT ABLE TO MAINTAIN DIRECTIONAL CONTROL OF HIS AIRPLANE. THE PILOT SUBSEQUENTLY REPORTED THAT HIS TOTAL EXPERIENCE FLYING AIRPLANES WAS 1,117. 8 HOURS. HIS EXPERIENCE FLYING THE CESSNA 421C WAS 312.5 HOURS. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION COORDINATOR, AN EXAMINATION OF THE RUNWAY REVEALED EVIDENCE OF APPROXIMATELY 600-FOOT-LONG RIGHT MAIN LANDING GEAR TIRE SKID MARKS STARTING AN ESTIMATED 500 FEET BEYOND THE LANDING THRESHOLD OF RUNWAY 16. THE SKID MARKS TERMINATED NEAR WHERE THE AIRPLANE VEERED OFF THE WEST SIDE OF THE RUNWAY, ABOUT MIDFIELD. THE AIRPLANE STOPPED UPON TRAVERSING A FIELD AND COLLIDING WITH A FENCE POLE. AT THE TIME OF THE MISHAP, THE WIND WAS CALM. THE REASON FOR THE BRAKE LOCKUP WAS NOT DETERMINED. 20010510009649I (-23)ON MAY 9, 2001, APPROXIMATELY 0950 CDT, N1595W, A BEECH 95-B55 A TWIN-ENGINE AIRPLANE, AFTER LANDING THE PILOT SWITCH THE LEVER TO THE RETRACT POSITION CAUSING THE GEAR COLLAPSE AND THE AIRPLANE TO SKID ON THE RUNWAY AT PINE BLUFF REGIONAL AIRPORT, ARKANSAS. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL, THE PILOT. THE COMMERCIAL, INSTRUMENT RATED PILOT AND HIS PASSENGER SUSTAINED NO INJURIES. WEATHER CONDITIONS, PARTLY SUNNY. 20010510010509A (-23)AIRCRAFT N5669S COLLIDED WITH TERRAIN WEST OF RUNWAY 34 AT SNOHOMISH COUNTY (PAINE FIELD), EVERETT, WASHINGTON. AIRCRAFT WAS REGISTERED AND OPERATED BY THE PILOT. 20010510013979I (-23) PILOT WAS LANDING ON RUNWAY 10 WHEN, ON TOUCH DOWN, THE TAIL WHEEL SPRING BROKE AND SEPARATED FROM THE AIRCRAFT. THE PILOT USED REVERSE THRUST AND RIGHT RUDDER INPUT TO KEEP AIRCRAFT ON THE CENTER LINE WITHOUT A TAIL WHEEL. THE PILOT THEN USED BRAKES TO STOP THE AIRCRAFT WHILE THE AIRCRAFT VEERED LEFT OFF THE RUNWAY. THE AIRCRAFT RIGHT MAIN LANDING GEAR WAS SEVERED AND THE AIRCRAFT CAME TO REST ON THE LEFT WHEEL AND THE RIGHT WINGTIP. SOME DAMAGE TO THE TOP OUTBOARD AREA OF THE RIGHT WING WAS EVIDENT, BUT THE SPAR APPEARED UNHARMED. ALL FIVE PROPELLER BLADES WERE DAMAGED IN THE OCCURRENCE. 20010510017009A (-23) THE PRIVATE PILOT WAS ATTEMPTING A CROSSWIND LANDING ON RUNWAY 22 AT THE EASTON, MD, MUNICIPAL AIRPORT. THE AIRCRAFT BOUNCED SEVERAL TIMES AND IMPACTED THE NOSE WHEEL, CAUSING THE NOSE WHEEL TO FAIL. THE NOSEWHEEL FAILURE INCLUDED DAMAGE TO THE FIREWALL AND SURROUNDING FUSELAGE SKIN. (.4) ON MAY 10, 2001, ABOUT 0900 EASTERN DAYLIGHT TIME, A CESSNA 152, N135GB, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT EASTON/NEWNAM FIELD (ESN), EASTON, MARYLAND. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE DEPARTED MARTIN STATE AIRPORT (MTN), BALTIMORE, MARYLAND, ABOUT 0830, DESTINED FOR EASTON. AS HE APPROACHED EASTON, ATIS REPORTED THE WINDS WERE FROM 330 DEGREES AT 8 KNOTS, AND RUNWAY 15/33 WAS CLOSED DUE TO CONSTRUCTION. THE PILOT ENTERED THE TRAFFIC PATTERN FOR RUNWAY 22, AND "KEPT IN EXTRA AIRSPEED" TO COMPENSATE FOR THE CROSSWIND. THE PILOT NOTICED THAT HE WAS "COMING DOWN A LITTLE FASTER THAN NORMAL" AND AS HE CROSSED THE RUNWAY THRESHOLD, THE AIRPLANE WAS BLOWN TO THE LEFT OF CENTERLINE. THE PILOT REPORTED THAT HE "F LARED" EARLY" IN AN ATTEMPT TO LAND THE AIRPLANE "BEFORE IT DRIFTED OFF THE RUNWAY." THE AIRPLANE BOUNCED TWICE, AND DURING THE SECOND BOUNCE IT REACHED AN ALTITUDE OF 20 FEET BEFORE COMING BACK DOWN AND IMPACTING THE RUNWAY. THE NOSE GEAR BROKE OFF, AND THE AIRPLANE SLID OFF THE LEFT SIDE OF THE RUNWAY. THE PILOT REPORTED 400 HOURS OF TOTAL FLIGHT EXPERIENCE, ALL OF WHICH WERE IN MAKE AND MODEL. EXAMINATION OF THE AIRPLANE BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR REVEALED THAT THE LANDING GEAR NOSE WHEEL HAD COLLAPSED, AND SUBSTANTIAL DAMAGE WAS OBSERVED TO THE FIREWALL. AT 0855, THE WINDS REPORTED AT AN AIR FORCE BASE 34 MILES TO THE NORTHEAST, WERE FROM 320 DEGREES AT 8 KNOTS. 20010510017359I (-23) ON A VFR FLIGHT FROM MESA FALCON FIELD TO YUMA, AZ. AIRPORT, I CALLED YUMA APPROACH CONTROL PROX 10 MILES EAST AND WAS ADVISED "NO RADAR SERVICE." I WAS TOLD TO EXPECT STRAIGHT IN R/W 26 (INTO THE SETTING SUN). APPROACH WAS TALKING TO SEVERAL OTHER AIRCRAFT, BUT GAVE ME NO TRAFFIC ADVISORYS. MOMENTS LATER MY WINDSHIELD WAS FULL OF AN OPPOSITE DIRECTION CESSNA CARAVAN. WITH A VIOLENT EVASIVE MANEUVER BY BOTH AIRCRAFT, A MID-AIR WAS AVOIDED. I CONTINUED STRAIGHT IN, ON FINAL AND WAS SWITCHED TO TOWER CONTROL. I COMPLETED MY LANDING COCKPIT CHECK AND LOWERED THE LANDING GEAR; BUT ON SHORT FINAL, WITH THE SETTING SUN IN MY EYES AND THE ANXIETY OF THE NEAR MID-AIR, I ELECTED TO GO AROUND AND RETRACTED THE LANDING GEAR. ON DOWNWIND I RE-DID THE LANDING COCKPIT CHECK AND LOWERED THE LANDING GEAR; FOLLOWING THE GEAR DOWN WITH THE MANUAL GEAR DOWN HANDLE. I FELT THE GEAR HANDLE GO PAST CENTER AND LOCK DOWN. WITH AN UNEASY FEELING I CHECKED THE CIRCUIT BREAKERS AND FOUND THE GEAR MOTOR BREAKER POPPED OUT; ON RESETTING IT STAYED SET. THE TOWER HAD ME FLY BY THE TOWER THREE TIMES AND CONFIRMED THE GEAR WAS DOWN. ON LANDING ALL FELT NORMAL BUT ON ROLL OUT BOTH MAIN GEARS COLLAPS ED. THE NOSE GEAR REMAINED DOWN AND LOCKED, WHICH PROTECTED THE PROPELLER AND ENGINE. THE ANNUAL INSPECTION WAS COMPLETED IN MARCH 2001, AND A THOROUGH LANDING GEAR TEST WAS DONE, INCLUDING AN EMERGENCY GEAR DOWN PROCEDURE. A FLIGHT PERMIT WAS ACQUIRED A FEW DAYS LATER AND THE A/C WAS FLOWN TO THE CHANDLER STELLAR AIRPARK, WITH THE GEAR LOCKED DOWN. (ABOVE IS PILOT'S STATEMENT). 20010510035129A (.4) ON MAY 10, 2001, ABOUT 1730 EASTERN DAYLIGHT TIME, A CHAMPION 7EC, N4737E, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING NEAR MONSON, MAINE. THE CERTIFICATED STUDENT PILOT SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE AIRPLANE WAS EQUIPPED WITH FLOATS. THE STUDENT PILOT STATED THAT DURING THE PREFLIGHT INSPECTION, HE CHECKED THE FUEL AND OIL QUANTITY. HOWEVER, HE DID NOT EXAMINE ANY FUEL SAMPLES FOR CONTAMINATION. THE STUDENT PILOT STARTED THE ENGINE, AND LET IT IDLE FOR APPROXIMATELY 10 MINUTES. HE THEN CIRCLED MONSON POND TWICE AND TOOKOFF ABOUT 1730. DURING THE CLIMB, THE ENGINE LOST ALL POWER, AND HE PERFORMED A FORCED LANDING INTO TREES. DURING THE IMPACT, BOTH WINGS FOLDED AFT, AND THE FLOATS SEPARATED. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR EXAMINED THE WRECKAGE. HE STATED THAT THE ACCIDENT FLIGHT WAS THE FIRST FLIGHT AFTER WINTER. DURING THE EXAMINATION, THE INSPECTOR OBSERVED APPROXIMATELY 2 TABLESPOONS OF "WATERY SLUDGE" IN THE GASCOLATOR. THE INSPECTOR ADDED THAT THE PILOT HELD HIS STUDENT CERTIFICATE FOR SEVERAL YEARS, BUT HAD NO CURRENT ENDORSEMENTS FROM A FLIGHT INSTRUCTOR. (-23) ON THE AFTERNOON OF MAY 10, 2001, MR. LLOYD G. KELLEY, OWNER OF N4737E, AN AERONCA CHAMP 7EC ON FLOATS, EXPERIENCED A SUBSTANTIAL POWER LOSS DURING CLIMBOUT AFTER DEPARTING FROM MONSON POND IN MONSON, ME. THE PILOT WAS UNABLE TO REGAIN SUFFICIENT POWER/RESTART, AND THE AIRCRAFT IMPACTED TREES IN FORESTED AREA. AIRCRAFT WINGS SEPARATED FROM FUSELAGE AS DID BOTH FLOATS. AIRCRAFT CAME TO REST ON RIGHT SIDE, WITH THE CABIN/FUSELAGE RELATIVELY INTACT. EVEN THOUGH THE PILOT HAD SUFFERED FACIAL LACERATIONS (WHICH REQUIRED HOSPITALIZATION) HE EXTRICATED HIMSELF FROM THE AIRCRAFT AND WALKED 3 MILES. POST EVENT INVESTIGATION INDICATED PRESENCE OF AUTOMOTIVE FUEL AND SIGNIFICANT CONTAMINATION IN GASOLATOR WHICH APPEARED TO BE RUST, UNKNOWN PARTICLES AND WATER. REVIEW OF MAINTENANCE RECORDS INDICATED AIRCRAFT HAD UNDERGONE SEVERAL ANNUAL INSPECTIONS BUT RECORD ENTRIES INDICATED AIRCRAFT WAS NOT AIRWORTHY DUE TO INSTALLATION OF UNAPPROVED FLOATS. ALTHOUGH OWNER HAD PROPER AUTHORIZATION FOR USE ON AUTO FUEL (STC) THERE WAS NO MAINTENANCE RECORD ENTRY FOR INSTALLATION. OWNER, WHO IS LONG TERM STUDENT PILOT HAD NOT FL OWN WITH AN INSTRUCTOR SINCE FALL OF 2000 AND HAD NO ENDORSEMENTS FOR SOLO FLIGHT. 20010511007309A (-23)PILOT ATTEMPTED TO LAND AT THE APEX DRY LAKE BED. ON HIS FIRST PASS HE MADE A GO AROUND DUE TO HIS POSITIONING ON THE DRY LAKE BED. ON HIS SECOND ATTEMPT, HE DID LAND AND ENCOUNTER A STRONG INEXPECTED GUSTY RIGHT CROSS WIND ESTIMATED AT 15-20 KNOTS. THE PILOT THOUGHT OF ADDING POWER AND ATTEMPT TO FLY OUT OF THE CONDITION BUT FELT HE WOULD ENDANGER HIMSELF AND HIS PASSENGER, SO HE ELECTED NOT TO AND ALLOWED THE AIRCRAFT TO GROUND LOOP CAUSING SUBSTANTIAL DAMAGE TO THE RIGHT WING. 20010511008289I (-23)ON MAY 11, 2001, AT 2000 HOURS ADT, ^PRIVACY DATA OMITT^ THE PILOT OF PIPER PA-18-150 AIRCRAFT, N4378Z, LANDED AT TALKEETNA STATE AIRPORT ON A PLEASURE FLIGHT FROM PALMER, ALASKA. AFTER MAING A NORMAL LANDING ON RUNWAY 36, THE PILOT STATED THAT SHE SLOWED TO APPROXIMATELTY 20 MPH WHEN SHE OVERCORRECTED A SMALL SWERVE. THE AIRCRAFT LEFT THE RUNWAY AND CAME TO A STOP IN A SNOW FILLED DITCH BETWEEN THE RUNWAY AND TAXIWAY. DAMAGE WAS CONFINED TO MINOR PROP BLADE TIP DAMAGE WHEN THE PROP CONTACTED THE SNOW BERM. 20010511008329I (-23)AIRCRAFT N56KA WAS OPERATING UNDER PUBLIC USE, MILITARY OPERATIONS. AIRCRAFT LANDED AT KINSTON, NORTH CAROLINA WITH GEAR UP. DAMAGE TO THE AIRCRAFT WAS LIMITED TO LANDING GEAR DOORS, TRAILING EDGE OF THE FLAPS, PROPELLER DAMAGE, AND THE SKIN ON THE BELLY SUSTAINED SKID DAMAGE. 20010511008679I (-23)THE PILOT STATED 30 MINUTES INTO FLIGHT THE ENGINE BEGAN TO LOSE POWER. PILOT TRIED CHECKING THE MAGS, PULLED CARB, HEAT AND SWITCHED FUEL TANKS. UNSUCCESSFUL WITH THE ATTEMPTS AND THE ENGINE AT IDLE,THE PILOT LANDED THE AIRCRAFT IN A RECENTLY PLOWED FIELD. THE AIRCRAFT LANDED SAFELY HOWEVER THE AIRCRAFT NOSE LANDING GEAR SUNK INTO THE SOFT FIELD AND FLIPPED THE AIRCRAFT OVER. THE PILOT, NOT INJURED, AND WITH THE HELP OF THE OWNER OF THE FIELD CALLED THE LOCAL SHERRIFFS DEPARTMENT. THE DAMAGE TO THE AIRCRAFT WAS LIMITED TO: THE VERTICAL STAB WHICH IS BENT APPROXIMATELY 24" FROM THE TOP, BOTH THE WINGS TRAILING EDGES ARE BENT AND LIMITED DAMGE TO THE LEADING EDGE, LEFT WING STRUT BENT AND A SMALL AMOUNT OF FUSELAGE DAMAGE, BUCKLED SKIN, JUST AFT OF THE CARGO COMPARTMENT ON BOTH SIDE OF THE FUSELAGE. AIRCRAFT WAS REMOVED FROM THE FIELD AND BROUGHT BACK TO 9NCO, THE FAA WAS PRESENT FOR AN ENGINE RUN. ENGINE STARTED QUICKLY WITH NO HESITATION, ENGINE STAYED RUNNING FOR APPROXIMATELY 20 MINUTES. A THOROUGH INSPECTION FOUND NO EVIDENCE OF ENGINE MALFUNCTION AT THIS TIME, HOWEVER IS WAS NOTED BY THE MECHANIC RUNNING THE ENGINE OF A SMALL AMOUNT OF FOD IN THE FUEL VENT LINE. 20010511008959A (-23)INVESTIGATION FOUND THE HELICOPTER HIT A TREE AT A HIGH ANGLE OF DECENT IN A HEAVILY WOODED AREA. THE MAJORITY OF THE AIRCRAFT WAS DESTROYED BY POST-CRASH FIRE. WITNESSES FROM A HEARBY GOLF COURSE STATED THEY LOOKED AT THE AIRCRAFT AFTER THEY HEARD AN UNUSUAL NOISE. THEY FURTHER STATED THAT SOMETHING WAS NOTED FALLING OFF THE AIRCRAFT BEFORE IT STARTED TO SPIN, AND THEN THE AIRCRAFT DROPPED OUT OF SIGHT BEHIND A WOODED AREA. INVESTIGATION AT THE CRASH SITE FOUND THE AFT PORTION OF THE TAIL BOOM SEPARATED FROM THE AIRCRAFT, WITH EVIDENCE OF MAIN ROTOR BLADE CONTACT WITH THE TAIL BOOM. THE INPUT QUILL SECTION OF THE TAIL ROTOR GEARBOX WAS STILL ATTACHED TO THE TAILBOOM. THE TAIL ROTOR ASSEMBLY, AND AFT SECTION OF THE TAIL ROTOR GEARBOX WERE NOT CONNECTED TO THE TAIL BOOM (SEE ATTACHED SHEET). 20010511009249I (-23)UPON LANDING AT WILBUR, WA, A GUST OF WIND PICKED UP RIGHT WING. STUDENT PILOT ADDED MORE AILERON COMPENSATE BUT THE GUST WAS TOO STRONG. IT PICKED UP RIGHT-HAND WHEEL AND SENT THE AIRCRAFT INTO A LEFT-HAND GROUNDLOOP HITTING THE PROPELLER AND WING WHICH TORE OFF THE LEFT-HAND GEAR LEG. 20010511009919A (-23)WITNESSES STATED THAT ON FRIDAY, MAY, 11, 2001, AT ABOUT 1930, THEY SAW A WHITE TWIN ENGINE AIRCRAFT FLYING LOW OVER THE BLUE MESA LAKE WHEN IT HIT SOME POWER LINES AND CRASHED IN THE LAKE. THE AIRCRAFT SANK AND THERE WERE NO SURVIVORS. 20010511009949A (-23)UPON TOUCHDOWN TO RUNWAY 17 THE AIRCRAFT VEERED RIGHT AND WENT OFF THE RUNWAY, THE NOSE WHEEL SUNK DOWN INTO SOFT SOIL AND THE AIRCRAFT FLIPPED OVER. 20010511016709I (-23) DURING A TRAINING FLIGHT THE STUDENT PILOT AND INSTRUCTOR FAILED TO LOWER THE LANDING GEAR DURING A PRACTICE INSTRUMENT APPROACH TO RSW. UPON HEARING A NOISE DURING THE FLARE OUT, THE INSTRUCTOR ADDED POWER, LOWERED THE LANDING GEAR AND LANDED. THERE WAS DAMAGE TO THE PROPS, ENTRY STEP AND TAIL TIE DOWN. THERE WERE NO INJURIES. 20010511026819I (-23) GEAR COLLAPSED ON LANDING. 20010512008359I (-23) THE PILOT STATED THAT DURING CRUISE FLIGHT, AT AN ALTITUDE OF 1000 FEET MSL, HIS AIRCRAFT HAD A BIRD STRIKE. THE BIRD WENT INTO THE AIRCRAFT'S PROPELLER. AFTER LANDING, HE IDENTIFIED THE BIRD AS AN EAGLE. 20010512008529A (.19)ON MAY 12, 2001, ABOUT 1330 PACIFIC DAYLIGHT TIME, A CESSNA 172, N1264U, SUSTAINED SUBSTANTIAL DAMAGE DURING A TOUCH-AND-GO LANDING AT MCMINNVILLE MUNICIPAL AIRPORT, MCMINNVILLE, OREGON. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) CROSS-COUNTRY TRAINING FLIGHT UNDER THE PROVISIONS OF TITLE 14, CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS REGISTERED TO TREE TOP AVIATION, INC., TROUTDALE, OREGON, AND WAS BEING OPERATED BY THE PILOT. THE STUDENT PILOT, THE SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A VFR FLIGHT PLAN WAS FILED. THE ROUND ROBIN CROSS-COUNTRY FLIGHT ORIGINATED AT TROUTDALE, OREGON, WITH INTERMEDIATE STOPS AT CORVALLIS, AND MCMINNVILLE, OREGON. DURING A TOUCH-AND-GO LANDING AT MCMINNVILLE AIRPORT, THE AIRCRAFT'S LEFT WING CONTACTED THE RUNWAY SURFACE. THE PILOT CONTINUED THE FLIGHT TO TROUTDALE, OREGON, THE FINAL DESTINATION OF THE CROSS-COUNTRY FLIGHT. THE PILOT OF THE AIRPLANE STATED HE WAS NOT AWARE THAT THE AIRPLANE'S LEFT WING CONTACTED THE RUNWAY SURFACE DURING THE INTERMEDIATE LANDING. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE THE LEFT WING, LEFT WING SPAR AND ASSOCIATED FLIG HT CONTROLS. (-23)SEE ATTACHED SHEET FOR NARRATIVE. 20010512008589A (.19)ON MAY 12, 2001, APPROXIMATELY 1301 PACIFIC DAYLIGHT TIME, A CESSNA 172P, N62961, OPERATED BY FRIENDLY AIR SERVICE OF EUGENE, OREGON, AND BEING FLOWN BY A NEWLY-CERTIFICATED PRIVATE PILOT (WHO HAD RECEIVED HIS PRIVATE PILOT CERTIFICATE ON MAY 4, 2001) ON A 14 CFR 91 PERSONAL FLIGHT, WAS SUBSTANTIALLY DAMAGED WHEN IT RAN OFF RUNWAY 12 AND STRUCK TREES DURING LANDING AT THE GRANTS PASS, OREGON, AIRPORT. THE PILOT AND TWO PASSENGERS RECEIVED MINOR INJURIES IN THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS WERE REPORTED AT THE SEXTON SUMMIT, OREGON, AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS) (APPROXIMATELY 5 1/2 NAUTICAL MILES NORTH OF THE GRANTS PASS AIRPORT) AT 1256, AND NO FLIGHT PLAN WAS FILED FOR THE ACCIDENT FLIGHT. ACCORDING TO THE U.S. GOVERNMENT AIRPORT/FACILITY DIRECTORY (A/FD), GRANTS PASS RUNWAY 12 IS A 3,999-FOOT BY 75-FOOT ASPHALT RUNWAY, WHICH SLOPES UP AT 0.8% TO THE SOUTHEAST. THE A/FD INDICATES THAT THE RUNWAY HAS TREES AS OBSTRUCTIONS AT BOTH ENDS. THE AIRPORT ELEVATION IS 1,126 FEET ABOVE SEA LEVEL. THE AIRPORT IS SERVICED BY A UNICOM RADIO FREQUENCY. THE SEXTON SUMMIT ASOS, LOCATED ON A MOUNTAIN PEAK AT AN ELEVATION OF 3,829 FEET ABOVE SEA LEVEL, TRANSMITS O BSERVATIONS ON VHF RADIO AT A FREQUENCY OF 135.225 MEGAHERTZ (MHZ). THE SEXTON SUMMIT ASOS FACILITY LOCATION AND VHF RADIO FREQUENCY ARE DEPICTED ON THE KLAMATH FALLS SECTIONAL AERONAUTICAL CHART AND ARE ALSO LISTED IN THE A/FD, ALTHOUGH THE A/FD ENTRY FOR THE GRANTS PASS AIRPORT DOES NOT CROSS-REFERENCE THE SEXTON SUMMIT ASOS AS A WEATHER DATA SOURCE. AT 1256, THE SEXTON SUMMIT ASOS REPORTED THE FOLLOWING CONDITIONS: WINDS FROM 180 DEGREES TRUE AT 13 KNOTS, GUSTING TO 19 KNOTS; WIND DIRECTION VARIABLE BETWEEN 140 DEGREES TRUE AND 200 DEGREES TRUE; CLEAR SKIES; AND 10 MILES VISIBILITY. (-23)SEA01LA092 20010512009109A (.19)ON MAY 12, 2001, ABOUT 1700 HOURS PACIFIC DAYLIGHT TIME, A BELL 206B, N2102Z, AND A GULFSTREAM AEROSPACE G-IV, N999GP, COLLIDED IN A NON-MOVEMENT AREA OF THE SAN DIEGO INTERNATIONAL-LINDBERGH FIELD, SAN DIEGO, CALIFORNIA. THE HELICOPTER, N2102Z, WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY THE PILOT/OWNER, AND SUSTAINED SUBSTANTIAL DAMAGE AFTER A MAIN ROTOR BLADE STRUCK THE TAILBOOM. THE COMMERCIAL HELICOPTER PILOT AND THREE PASSENGERS WERE UNINJURED. THE GULFSTREAM G-IV AIRPLANE, N999GP, OPERATED BY GEP INCORPORATED, LLC, UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED MINOR DAMAGE TO THE RIGHT WINGLET. THE AIRLINE TRANSPORT PILOT, TWO FLIGHT CREW, AND SIX PASSENGERS WERE UNINJURED. N2102Z WAS PARKED AND PREPARING TO DEPART ON A PERSONAL FLIGHT TO MONTGOMERY FIELD, SAN DIEGO. N999GP WAS TAXIING TO PARKING UNDER THE AID AND SUPERVISION OF LINE SERVICE PERSONNEL FROM JIM'S AIR SERVICE. N999GP HAD DEPARTED FROM MCCARRAN INTERNATIONAL, LAS VEGAS, NEVADA, AT AN UNKNOWN TIME. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED BOTH FLIGHT CREWS. THE PILOT OF N2102Z STATED THE PURPOSE OF THE FLIGHT WAS TO PICKUP A FRIEND AT LINDBERGH FIELD AND THEN RETURN TO MONTG OMERY FIELD. HE STATED THAT HE STARTED THE ENGINE AND SAW N999GP COMING DOWN THE TAXIWAY. HE SAW THE LINE SERVICE PERSONNEL MOTION FOR N999GP TO CONTINUE THE TAXI BETWEEN HIS HELICOPTER AND ANOTHER AIRPLANE. ONE OF HIS PASSENGERS STATED THAT THE TWO AIRCRAFT WERE GOING TO HIT. THE PILOT STATED THAT HE DID NOT BELIEVE THAT THE TWO AIRCRAFT WERE GOING TO HIT EACH OTHER, THEN THE MAIN ROTOR BLADE CONTACTED THE WINGLET OF N999GP. THE PILOT STATED THAT HE WAS NOT IN CONTACT WITH SAN DIEGO GROUND CONTROL BECAUSE HE WAS NOT READY TO TAKEOFF. THE CAPTAIN OF N999GP STATED THAT THE PURPOSE OF THE FLIGHT WAS TO PICKUP THE OWNER'S SON AND RETURN TO LAS VEGAS. AFTER LANDING, GROUND CONTROL CLEARED N999GP TO TAXI TO JIM'S AIR. THERE WERE NO FURTHER RADIO COMMUNICATIONS WITH GROUND CONTROL; HOWEVER, THE PILOTS OF N999GP MONITORED THE FREQUENCY. THE MANAGER OF JIM'S AIR SERVICE INDICATED THAT THE RAMP AREA HAD BEEN BUSY ALL DAY, AND AS A RESULT, FOUR LINE SERVICE PERSONNEL (WING WALKERS) WERE USED TO ASSIST WITH THE PARKING. AT THE TIME THE GULFSTREAM WAS TAXIING INTO THE FACILITY, ONE WING WALKER WAS ON THE LEFT AND RIGHT WINGS, RESPECTIVELY; ONE WING WALKER WAS AT THE NOSE OF THE AIRPLANE AND T HE AIRPLANE AND THE LAST LINE SERVICE PERSON WAS LOADING PASSENGERS INTO THE HELICOPTER. THE CAPTAIN OF THE GULFSTREAM STATED THAT HE SAW PASSENGERS BEING LOADED INTO THE HELICOPTER AS THEY APPROACH THE RAMP AND THAT THE HELICOPTER'S MAIN ROTOR BLADES WERE NOT TURNING. HE THEN SAW THE MAIN ROTOR BLADES TURN ABOUT THREE TIMES. HE FURTHER REPORTED THAT BECAUSE THE COCKPIT WAS PAST THE HELICOPTER WHEN THE MAIN ROTOR BLADES STRUCK THE WINGLET HE DID NOT SEE THE ROTOR BLADE STRIKE, BUT DID HEAR IT. THE FIRST OFFICER OF THE GULFSTREAM STATED THAT HE WAS A LITTLE CONCERNED WITH THE WING CLEARANCE DURING THE TAXI, BUT THAT THE WING WALKER ON THE RIGHT SIDE HAD INDICATED WITH A THUMBS UP SIGNAL THAT THEY WERE CLEAR OF THE HELICOPTER. HE KEPT LOOKING OUTSIDE TO MAKE SURE THEY WERE CLEAR AND NOTED THAT PASSENGERS WERE BEING LOADED INTO THE HELICOPTER, AND THAT THE MAIN ROTOR BLADES WERE NOT TURNING. AS THE COCKPIT OF THE GULFSTREAM PASSED BY THE HELICOPTER HE SAW THE MAIN ROTOR BLADES BEGIN TO TURN AND THEN HEARD A "THUMP." THE WING WALKER ON THE RIGHT SIDE STATED THAT HE HAD BEEN NOTIFIED THAT A G-IV HAD LANDED AND NEEDED WING WALKERS TO HELP TAXI IT TO PARKING. AS HE WALKED OUT TO THE RAMP AREA, WITH HIS BACK TO N2102Z. HE INDICATED THERE WAS ABOUT 20 FEET TO SPARE, 10-FOOT CLEARANCE OF THE WINGS ON EACH SIDE, AND HE FELT THIS WAS ENOUGH ROOM TO SAFELY TAXI N999GP. HE FURTHER INDICATED THAT HE WAS STANDING ABOUT 2 FEET IN FRONT OF N2102Z'S MAIN ROTOR BLADES. THE WING WALKER STATED THAT AS THE COCKPIT WAS PASSING HIS POSITION, HE HEARD THE WHINE OF THE HELICOPTER ENGINE STARTING. HE 20010512009199A (.19)ON MAY 12, 2001, ABOUT 1700 HOURS PACIFIC DAYLIGHT TIME, A BELL 206B, N2102Z, AND A GULFSTREAM AEROSPACE G-IV, N999GP, COLLIDED IN A NON-MOVEMENT AREA OF THE SAN DIEGO INTERNATIONAL-LINDBERGH FIELD, SAN DIEGO, CALIFORNIA. THE HELICOPTER, N2102Z, WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 BY THE PILOT/OWNER, AND SUSTAINED SUBSTANTIAL DAMAGE AFTER A MAIN ROTOR BLADE STRUCK THE TAILBOOM. THE COMMERCIAL HELICOPTER PILOT AND THREE PASSENGERS WERE UNINJURED. THE GULFSTREAM G-IV AIRPLANE, N999GP, OPERATED BY GEP INCORPORATED, LLC, UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED MINOR DAMAGE TO THE RIGHT WINGLET. THE AIRLINE TRANSPORT PILOT, TWO FLIGHT CREW, AND SIX PASSENGERS WERE UNINJURED. N2102Z WAS PARKED AND PREPARING TO DEPART ON A PERSONAL FLIGHT TO MONTGOMERY FIELD, SAN DIEGO. N999GP WAS TAXIING TO PARKING UNDER THE AID AND SUPERVISION OF LINE SERVICE PERSONNEL FROM JIM'S AIR SERVICE. N999GP HAD DEPARTED FROM MCCARRAN INTERNATIONAL, LAS VEGAS, NEVADA, AT AN UNKNOWN TIME. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED BOTH FLIGHT CREWS. THE PILOT OF N2102Z STATED THE PURPOSE OF THE FLIGHT WAS TO PICK UP A FRIEND AT LINDBERGH FIELD AND THEN RETURN TO MONTGOMERY FIELD. HE STATED THAT HE STARTED THE ENGINE AND SAW N999GP COMING DOWN THE TAXIWAY. HE SAW THE LINE SERVICE PERSONNEL MOTION FOR N999GP TO CONTINUE THE TAXI BETWEEN HIS HELICOPTER AND ANOTHER AIRPLANE. ONE OF HIS PASSENGERS STATED THAT THE TWO AIRCRAFT WERE GOING TO HIT. THE PILOT STATED THAT HE DID NOT BELIEVE THAT THE TWO AIRCRAFT WERE GOING TO HIT EACH OTHER, THEN THE MAIN ROTOR BLADE CONTACTED THE WINGLET OF N999GP. THE PILOT STATED THAT HE WAS NOT IN CONTACT WITH SAN DIEGO GROUND CONTROL BECAUSE HE WAS NOT READY TO TAKEOFF. THE CAPTAIN OF N999GP STATED THAT THE PURPOSE OF THE FLIGHT WAS TO PICKUP THE OWNER'S SON AND RETURN TO LAS VEGAS. AFTER LANDING, GROUND CONTROL CLEARED N999GP TO TAXI TO JIM'S AIR. THERE WERE NO FURTHER RADIO COMMUNICATIONS WITH GROUND CONTROL; HOWEVER, THE PILOTS OF N999GP MONITORED THE FREQUENCY. THE MANAGER OF JIM'S AIR SERVICE INDICATED THAT THE RAMP AREA HAD BEEN BUSY ALL DAY, AND AS A RESULT, FOUR LINE SERVICE PERSONNEL (WING WALKERS) WERE USED TO ASSIST WITH THE PARKING. AT THE TIME THE GULFSTREAM WAS TAXIING INTO THE FACILITY, ONE WING WALKER WAS ON THE LEFT AND RIGHT WINGS, RESPECTIVELY; ONE WING WALKER WAS AT THE NOSE OF THE AIRPLANE AND THE THE LAST LINE SERVICE PERSON WAS LOADING PASSENGERS INTO THE HELICOPTER. THE CAPTAIN OF THE GULFSTREAM STATED THAT HE SAW PASSENGERS BEING LOADED INTO THE HELICOPTER AS THEY APPROACH THE RAMP AND THAT THE HELICOPTER'S MAIN ROTOR BLADES WERE NOT TURNING. HE THEN SAW THE MAIN ROTOR BLADES TURN ABOUT THREE TIMES. HE FURTHER REPORTED THAT BECAUSE THE COCKPIT WAS PAST THE HELICOPTER WHEN THE MAIN ROTOR BLADES STRUCK THE WINGLET HE DID NOT SEE THE ROTOR BLADE STRIKE, BUT DID HEAR IT. THE FIRST OFFICER OF THE GULFSTREAM STATED THAT HE WAS A LITTLE CONCERNED WITH THE WING CLEARANCE DURING THE TAXI, BUT THAT THE WING WALKER ON THE RIGHT SIDE HAD INDICATED WITH A THUMBS UP SIGNAL THAT THEY WERE CLEAR OF THE HELICOPTER. HE KEPT LOOKING OUTSIDE TO MAKE SURE THEY WERE CLEAR AND NOTED THAT PASSENGERS WERE BEING LOADED INTO THE HELICOPTER, AND THAT THE MAIN ROTOR BLADES WERE NOT TURNING. AS THE COCKPIT OF THE GULFSTREAM PASSED BY THE HELICOPTER HE SAW THE MAIN ROTOR BLADES BEGIN TO TURN AND THEN HEARD A "THUMP." THE WING WALKER ON THE RIGHT SIDE STATED THAT HE HAD BEEN NOTIFIED THAT A G-IV HAD LANDED AND NEEDED WING WALKERS TO HELP TAXI IT TO PARKING. AS HE WALKED OUT TO THE RAMP AREA HE NOTED THAT N2102Z WAS EMPTY OF PEOPLE. HE WAITED FOR N999GP TO EXIT THE TAXIWAY AND ENTER THE RAMP AREA, WITH HIS BACK TO N2102Z. HE INDICATED THERE WAS ABOUT 20 FEET TO SPARE, 10-FOOT CLEARANCE OF THE WINGS ON EACH SIDE, AND FELT THIS WAS ENOUGH ROOM TO SAFELY TAXI N999GP. HE FURTHER INDICATED THAT HE WAS STANDING ABOUT 2 FEET IN FRONT OF N2102Z'S MAIN ROTOR BLADES. THE WING WALKER STATED THAT AS THE C 20010512009409I (-23)PILOT STATED THAT ON LANDING ROLLOUT THE AIRCRAFT VEERED LEFT AND HIT THE DITCH ALONG THE EDGE OF THE RUNWAY. THE PILOT COULD OFFER NO EXPLANATION FOR THE LOSS OF DIRECTIONAL CONTROL. THE LEFT MAIN LANDING GEAR AND LEFT WINGTIP WERE DAMAGED. THE PILOT WAS NOT INJURED. 20010512010079A (.19)ON MAY 12, 2001, AT APPROXIMATELY 1025 CENTRAL DAYLIGHT TIME, A CESSNA 150G, N3370J, COLLIDED WITH TREES AND SUBSEQUENTLY THE GROUND WHILE MANEUVERING OVER MOUNTAINOUS TERRAIN NEAR DUNLAP, TENNESSEE. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED AND THE PRIVATE PILOT WAS FATALLY INJURED. THE PERSONAL FLIGHT DEPARTED JOHN C. TUNE AIRPORT IN NASHVILLE, TENNESSEE AT 0930. REPORTEDLY, THE PILOT'S DESTINATION AIRPORT WAS IN COPPERHILL, TENNESSEE. AFTER TAKEOFF FROM JOHN C. TUNE AIRPORT, THE PILOT ESTABLISHED RADIO AND RADAR CONTACT WITH NASHVILLE APPROACH CONTROL. THE FLIGHT CONTINUED THROUGH NASHVILLE'S AIRSPACE AND RADIO CONTACT WAS NOT MAINTAINED. HOWEVER, RADAR CONTACT WAS MAINTAINED UNTIL THE AIRPLANE WAS OBSERVED MANEUVERING IN THE VICINITY OF THE ACCIDENT SITE. WITNESSES ALSO OBSERVED THE AIRPLANE AS IT CIRCLED LEFT AND SUBSEQUENTLY MADE A HARD RIGHT TURN, THEN SPIRALED DOWN. WHEN THE FLIGHT FAILED TO ARRIVE AT THE DESTINATION AIRPORT , THE AUTHORITIES WERE NOTIFIED THAT THE PLANE WAS MISSING. AN AERIAL AND GROUND SEARCH WAS STARTED AND LASTED 14 DAYS. THE AIRPLANE WAS FOUND ON MT. FREDONIA BY A GROUND SEARCH PARTY ON SATURDAY MAY 26, 2001. EXAMINATION AT THE ACCIDENT SITE DISCLOSED THAT THE AIRPLANE HAD COLLIDED WITH TREES AT A 45 DEGREE ANGLE. THE EXAMINATION ALSO DISCLOSED THAT WRECKAGE DEBRIS WAS SCATTERED OVER AN AREA OF 80 FEET LONG AND 25 FEET WIDE. THE CESSNA WAS FOUND IN A NEAR VERTICAL NOSE DOWN ATTITUDE. THE AIRPLANE HAD AN IMPACT HEADING OF 310 DEGREES. THE CRASH SITE WAS AT A FIELD ELEVATION OF 2,212 FEET. THE RIGHT WING WAS FOUND ON THE LEFT SIDE OF THE WRECKAGE WRAPPED AROUND A TREE. THE ENGINE AND PROPELLER WERE EMBEDDED 18 INCHES INTO THE GROUND. LOCAL AUTHORITIES STATED, AT THE APPROXIMATE TIME OF THE ACCIDENT, AND IN THE VICINITY OF THE ACCIDENT SITE, THERE WAS RAIN AND LOW CLOUDS. (-23) AIRCRAFT IMPACTED THE GROUND AT APPROXIMATELY 45 DEGREE ANGLE. ENGINE WAS APPARENTLY DEVELOPING POWER AT IMPACT AS EVIDENCED BY PROPELLER CONDITION AND CUTS ON NUMEROUS TREES. 20010512010109A (.19)ON MAY 12, 2001, ABOUT 1117 HOURS PACIFIC DAYLIGHT TIME, AN AERONCA 7DC, N4009B, OWNED AND OPERATED BY THE PILOT, ENCOUNTERED A LEFT CROSSWIND DURING LANDING ROLLOUT AT THE HOLLISTER MUNICIPAL AIRPORT, HOLLISTER, CALIFORNIA. THE AIRPLANE VEERED RIGHT OFF OF RUNWAY 31, IMPACTED A BERM, AND WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE PERSONAL FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND ORIGINATED FROM REID HILLVIEW, CALIFORNIA, ABOUT 1045. THE PILOT INDICATED THAT HIS TOUCHDOWN WAS NORMAL. HOWEVER, HE DID NOT ADEQUATELY COMPENSATE FOR THE LEFT CROSSWIND CONDITION AND LOST CONTROL OF THE AIRPLANE. (-23) ON MAY 12, 2001, ABOUT 1117 HOURS PDT, AN AERONCA 7DC, OWNED AND OPERATED BY THE PILOT, ENCOUNTERED A LEFT CROSSWIND DURING LANDING ROLLOUT AT THE HOLLISTER MUNICIPAL AIRPORT, HOLLISTER, CA. THE AIRPLANE VEERED RIGHT OFF RUNWAY 31, IMPACTED A BERM, AND WAS SUBSTANTIALLY DAMAGED. THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE PERSONAL FLIGHT, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS MADE UNDER 14 CFR 91, AND ORIGINATED FROM REID-HILL VIEW AIRPORT, SAN JOSE, CA, AT ABOUT 1045 PDT. THE PILOT INDICATED THAT HIS TOUCHDOWN WAS NORMAL. HOWEVER, HE DID NOT ADEQUATELY COMPENSATE FOR THE LEFT CROSSWIND CONDITION AND LOST CONTROL OF THE AIRPLANE. 20010512010399I (-23) APPROXIMATELY 0830 CDT, 5/12/2001, PIC LANDED ON HIS FARM JUST NORTH OF WABBASEKA, ARKANSAS ON A CROP-DUSTING LANDING STRIP. DURING TAXI AFTER LANDING, THE PIC CLAIMS TO HAVE HIT A HOLE WITH THE LEFT MAIN TIRE, CAUSING THE AIRCRAFT TO LEAVE THE ROAD, INTO A DITCH. INTERVIEWS WITH WITNESSES, PIC, LAW ENFORCEMENT AUTHORITIES ON SITE, AND FROM PHOTOS, CONCLUDE DAMAGE TO BE A FOLDED L/H MLG, A BENT PROPELLER, A BENT MOUNT, AND A DAMAGED COWL. THE PIC PRODUCED AIRCRAFT MAINTAINENCE RECORDS AND PILOT LOGS TO FSDO ON MONDAY, 5/14/2001. THE PIC ALSO PROVIDED PHOTOS OF THE AIRCRAFT PRIOR TO MOVING IT. 20010512010469A (-23)PILOT RELEASED FROM TOW AT 3000' AGL, MANEUVERED DOWNWIND AND LOST ALTITUDE AND LIFT. PILOT COULD NOT REACH RUNWAY FOR LANDING, LANDED IN TREES 100 YARDS SHORT OF RUNWAY. ON FINAL APPROACH AT APPROXIMATELY ONE HALF MILE FROM RUNWAY, PILOT ENCOUNTERED RAIN SHOWERS, DECREASING LIFT AND GLIDE. ADDITIONAL DUAL INSTRUCTION REQUIRED BEFORE SOLO. (.4) ON MAY 12, 2001, ABOUT 1515 EASTERN DAYLIGHT TIME, A SCHWEIZER SGS 1-26E GLIDER, N33907, WAS SUBSTANTIALLY DAMAGED DURING AN OFF AIRPORT LANDING, IN NEW MILFORD, CONNECTICUT. THE CERTIFICATED STUDENT PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SOLO INSTRUCTIONAL FLIGHT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL FLIGHT THAT WAS CONDUCTED UNDER 14 CFR PART 91. THE STUDENT PILOT DEPARTED IN A GLIDER FROM AN AIRPORT WITH AN ELEVATION OF 675 FEET, AND WAS AERO-TOWED TO 3,000 FEET MSL OVER THE AIRPORT. ACCORDING TO A STATEMENT FROM THE PILOT: "...I RELEASED THE TOW AT 3,000 FEET [MSL] AND CLIMBED TO 4,000 FEET AT THE SOUTH END OF THE FIELD. I THEN HEADED TO THE NORTH END AND THE SAND PIT AREA. UPON REACHING THE SAND PIT AREA, I LOST 1,000 FEET. AFTER 10 - 15 MINUTES I HAD L OST ANOTHER 900 FEET. I HEADED BACK FOR THE AIRFIELD AND ENCOUNTERED RAIN AND 5-6 SINK [500 TO 600 FPM DOWN]. I REALIZED I WAS TOO LOW AND RADIOED IN TWICE TO ANNOUNCE A STRAIGHT IN LANDING. WHEN I REALIZED I WOULD NOT MAKE THE AIRFIELD, I SLOWED TO 40. AT THIS POINT I WAS ABOUT 1,000 FEET FROM THE FIELD. ABOUT 50 FEET FROM THE TREES, THE LEFT WING DROPPED. AS SOON AS I BROUGHT IT UP, I ENTERED THE TOPS OF THE TREES. THE GLIDER WAS SPUN 180 DEGREES TO THE LEFT AND CAUGHT IN THE TREES. AFTER A FEW SECONDS, THE PLANE DROPPED TO THE GROUND...." A WITNESS REPORTED SEEING THE GLIDER ABOUT 15 MINUTES AFTER RELEASE, ABOUT 2 MILES NORTHEAST OF THE AIRPORT, AT AN ALTITUDE OF ABOUT 2,000 FEET AGL. IT WAS HEADED STRAIGHT TOWARD THE APPROACH END OF RUNWAY 17, ON AN APPROXIMATE HEADING OF 220 DEGREES. HE WATCHED THE GLIDER AS IT DESCENDED INTO THE TOPS OF TREES, ABOUT 1/4 MILE NORTHEAST OF THE APPROACH END OF RUNWAY 17. THE PILOT WAS ASKED HOW THIS ACCIDENT COULD HAVE BEEN PREVENTED, AND HE REPLIED THAT HE SHOULD HAVE MAINTAINED HIS AWARENESS OF THE WINDS, AND THE LOCATION OF THE AIRPORT WHILE SEARCHING FOR THERMALS. HE FURTHER ADDED THAT HE HAD FOCUSED HIS ATTENTION ON FINDING A THERMAL AND LOST HIS AWARENESS OF THE AIRPORT LOCATION, AND HIS ABILITY TO RETURN SAFELY. THE FIELD SAFETY MANAGER FOR THE CLUB REPORTED THAT PRIOR TO DEPARTURE OF THE STUDENT PILOT, HE HAD CAUTIONED HIM TO REMAIN UP WIND OF THE AIRPORT. ACCORDING TO THE INSPECTOR FROM THE FEDERAL AVIATION ADMINISTRATION (FAA), BOTH WINGS AND THE FUSELAGE WERE WRINKLED AND BENT. ACCORDING TO STATEMENTS FROM SEVERAL PILOTS, THE WINDS AT THE AIRPORT WERE FROM THE SOUTHWEST AT 5 TO 10 KNOTS. THE PILOT HAD REPORTED WINDS FROM THE SOUTHWEST AT 5 TO 7 KNOTS. THE DIRECTION WAS PRIMARILY FROM THE SOUTHWEST, BUT WAS VARIABLE BETWEEN SOUTH AND WEST. THE SKY WAS DESCRIBED AS UNSTABLE WITH CUMULUS CLOUDS PRESENT. VISIBILITY WAS DESCRIBED AS 10-15 MILES. CLOUD BASES WERE ESTIMATED AT 5,000 FEET TO 6,000 FEET MEAN SEA LEVEL. THE PILOT HAD ESTIMATED THE CLOUD COVER AT 3/10. HOWEVER, ANOTHER WITNESS SAID IT WAS NEAR OVERCAST JUST AFTER THE ACCIDENT. THE PILOT REPORTED THAT HE HAD COMPLETED 51 FLIGHTS IN GLIDERS, FOR A TOTAL FLIGHT EXPERIENCE OF 14 HOURS, 22 MINUTES, INCLUDING 3 HRS, 07 MINUTES SOLO, AND 1 HOUR 02 MINUTES IN THE SCHWEIZER SGS 1-26E. 20010512010889A (-23)AIRMAN INITIATED TAKEOFF ON RWY 05 AT KEKX, AT APPROX 80 MPH IAS A/C VEERED TO THE LEFT AND DEPARTED RWY 05 AT A 40 TO 45 ANGLE. A/C CONTINUED FOR APPROX. 375' BEFORE COMING TO A COMPLETE STOP. SUBSTANTIAL DAMAGE TO THE PROPELLER, NOSE COWLING, NOSE GEAR AND LEFT MAIN GEAR WAS SUSTAINED. EVIDENCE INDICATES THAT AIRMAN FAILED TO TAKE PROPER CORRECTIVE ACTION, I.E. CLOSE THROTTLE. (.4) ON MAY 12, 2001, ABOUT 1940 EASTERN DAYLIGHT TIME, A PIPER PA-28-140, N6899W, WAS SUBSTANTIALLY DAMAGED WHEN IT VEERED OFF THE RUNWAY DURING A TAKEOFF ATTEMPT AT ADDINGTON FIELD (EKX), ELIZABETHTOWN, KENTUCKY. THE CERTIFICATED PRIVATE PILOT RECEIVED MINOR INJURIES, AND HIS PASSENGER WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL PERSONAL FLIGHT, WHICH WAS CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, HE WAS ATTEMPTING TO TAKE OFF FROM RUNWAY 05. EVERYTHING APPEARED NORMAL UNTIL JUST BEFORE LIFTOFF, WHEN THE AIRPLANE BEGAN TO VEER TO THE LEFT. THE PILOT APPLIED RIGHT RUDDER WITH NO EFFECT. WHEN HE SAW THAT THE AIRPLANE WAS GOING TO VEER OFF T HE RUNWAY, HE CLOSED THE THROTTLE AND APPLIED BOTH BRAKES. THE AIRPLANE CONTINUED OFF THE RUNWAY, THROUGH THE MEDIAN BETWEEN THE RUNWAY AND THE TAXIWAY, OVER THE TAXIWAY, AND INTO A DITCH. THE PILOT DID NOT REPORT ANY MECHANICAL DIFFICULTIES WITH THE AIRPLANE. THE PILOT ALSO REPORTED THE WEATHER WAS "CLEAR, THE RUNWAY WAS DRY, THE WIND WAS LIGHT AND NOT A FACTOR." WEATHER, RECORDED AT AN AIRPORT 60 MILES TO THE NORTH ABOUT THE TIME OF THE ACCIDENT, INCLUDED WINDS FROM 020, AT 11 KNOTS. 20010512010909A (-23)THE PILOT OF THE AMATEUR BUILT AIRPLANE WAS MANEUVERING AT APPROXIMATELY 500 FEET AGL IN PREPARATION FOR LANDING. SUDDENLY, HE ENCOUNTERED GUSTY WINDS AND A STRONG DOWNDRAFT WHICH CAUSED HIM TO LOSE ALTITUDE. THE PILOT WAS UNABLE TO ARREST THE SINK RATE AND IMPACTED THE SURFACE OF THE WATER. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE OCCUPANTS WERE NOT INJURED. 20010512011019A (.19)ON MAY 12, 2001, ABOUT 1045 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR AT-401, N1008Q, PILOTED BY A COMMERCIAL PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN DURING A FORCED LANDING FOLLOWING AN IN-FLIGHT LOSS OF ENGINE POWER WHILE MANEUVERING NEAR WARSAW, ILLINOIS. THE AERIAL APPLICATION FLIGHT WAS OPERATING UNDER 14 CFR PART 137. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT REPORTED NO INJURIES. THE LOCAL FLIGHT DEPARTED FROM BAKER AIRPORT, NEAR KILBOURNE, ILLINOIS, ABOUT 1000. 20010512011029A (.19)ON MAY 12, AT 1035 MOUNTAIN DAYLIGHT TIME, A 1977 COLFER-CHAN STEEN SKYBOLT AIRPLANE, N111HC, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ROLL WHEN IT GROUND LOOPED AND DEPARTED THE SIDE OF THE RUNWAY INTO A DITCH AT GALLUP MUNICIPAL AIRPORT, GALLUP, NEW MEXICO. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THIS LOCAL PERSONAL FLIGHT OPERATING UNDER TITLE 14 CFR PART 91 AND NO FLIGHT PLAN WAS FILED. THE TAKEOFF TIME IS UNKNOWN. AT THE TIME OF THE ACCIDENT, THE WIND WAS FROM 140 DEGREES MAGNETIC HEADING AT 9 KNOTS WITH GUSTS TO 14 KNOTS. THE RUNWAY IN USE IS UNKNOWN. (-23) ON 05/12/01, APPROXIMATELY 1040 MDT, N111HC, A STEEN SKYBOLT, WHILE ON THE LANDING ROLLOUT ON RWY 6 AT GALLUP, NM, DEPARTED THE RIGHT SIDE OF THE RWY AND LANDED IN A DITCH THAT PARALLELED THE RWY. THE PRIVATE PILOT WAS THE SOLE OCCUPANT AND RECEIVED MINOR INJURIES. AIRMAN REPORTED THAT DURING THE ROLLOUT HIS AIRCRAFT WAS BLOWN OFF THE RWY. VMC CONDITIONS PREVAILED WITH SCATTERED SHOWERS. 20010512011349I (-23)ON MAY 12, 2001 AT 1547 LOCAL TIME N76PJ, A HOMEBUILT COZY, LANDED WITH THE NOSEWHEEL IN THE UP POSITION. THE AIRCRAFT CAME TO REST IN THE VICINITY OF RUNWAY 25L AND TAXIWAY B. PILOT EXITED THE AIRCRAFT, PUT THE NOSE-WHEEL IN THE DOWN POSITION, AND PULLED THE IARCRAFT FROM THE RUNWAY. 20010512013059I (-23) THE PILOT FLYING FROM THE RIGHT SEAT, WAS ATTEMPTING A TOUCH AND GO WATER LANDING. AFTER LANDING AND PREPARING FOR TAKEOFF, THE AIRCRAFT PITCHED DOWN INTO THE WATER AND FLIPPED OVER ON ITS BACK. WHEN AIRCRAFT WAS RECOVERED, PILOT NOTICED AIRCRAFT WAS TRIMMED NOSE DOWN. PROPER TRIM FOR TAKEOFF ON THIS AIRCRAFT IS FULL NOSE UP TRIM. BOTH PILOTS HAVE SOUGHT AND RECEIVED COUNSELING FROM THE SEAREY MANUFACTURER. 20010512015199I (-23) N4635J, PIPER PA28R-180, AT 1400 EDT, LANDED AT FITCHBURT MUNICIPAL AIRPORT, RUNWAY 14 WITH THE LANDING GEAR IN THE RETRACTED POSITION. THE STUDENT PILOT STATED THAT ON LEFT DOWNWIND TO LAND ON RUNWAY 14, HE LOWERED THE LANDING GEAR LEVER, HOWEVER, HE ALSO STATED THAT HE DID NOT HEAR THE LANDING GEAR WARNING HORN AND DID NOT CHECK THE LANDING GEAR INTRANSIT AND POSITION INDICATOR LIGHTS PRIOR TO LANDING. FUNCTIONAL CHECK OF THE LANDING GEAR DID NOT DISCLOSE ANY DISCREPANCIES. 20010512015479I (-23) ACCORDING TO THE AA FLIGHT DEPARTMENT DEBRIEF RECORD DATED MAY 13, 2001, THE AIRCRAFT SUSTAINED MODERATE TURBULANCE JUST EAST OF VXV AT FL370. PIC DECLARED AN EMERGENCY AFTER NOTIFICATION FROM THE FA THAT A PAX NEEDED MEDICAL ATTENTION, WITH A POSSIBLE BROKEN ANKLE. THE AIRCRAFT LANDED AT GSO, THE PAX WAS TAKEN TO THE LOCAL HOSPITAL, THE INJURY REPORT STATES THAT SEVERAL PAX AND A FLIGHT ATTENDANT HAD INJURIES, HOWEVER ONLY ONE RECEIVED MEDICAL ATTENTION. SHE WAS JANET TORGESON WITH A SPRAINED ANKLE. THE AIRCRAFT SOON DEPARTED FOR RDU. 20010512016809A (-23) ON 05/12/2001, AT 11:15 CST, A CESSNA CE-310-310, REGISTRATION NUMBER N6748X, REGISTERED TO GLEN MURPHY OF ^PRIVACY DATA OMITTED^ , STRUCK SEVERAL RUNWAY MARKER SIGNS WHILE LANDING DURING AN INSTRUCTIONAL FLIGHT. VFR WEATHER CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED, AND THE INSTRUCTOR PILOT AND STUDENT WERE UNINJURED. THE PILOT HOLDS A COMMERCIAL AND FLIGHT INSTRUCTOR CERTIFICATE. THE FLIGHT ORIGINATED AT DECATUR MUNICIPAL AIRPORT TEXAS ON 05/12/2001 AT 12:00 CST. 20010512016859A (-23) N948CG LOST OIL PRESSURE (CONNECTING ROD CAME THROUGH ENGINE CASE) AT 8,000 FT., N948CG WAS UNABLE TO MAKE AN ON AIRPORT LANDING AND WHILE ATTEMPTING TO MAKE AN OFF FIELD LANDING, HIT A HOUSE, CRASHED HARD ON NOSE AND FLIPPED OVER. PILOT/CFI (PARRISH) SERIOUS INJURIES. OTHER PILOT/AIRCRAFT OWNER (KING) FATAL. INVESTIGATION ONGOING, CORRECTIVE ACTION PENDING. 20010512034439A (-23) THE AIRCRAFT WAS BEING OPERATED ON A LOW ALTITUDE FIRE PATROL FOR THE MAINE FOREST SERVICE UNDER 14 CFR PART 91. THE PILOT STATED THAT HE HAD REFUELED THE AIRCRAFT AND PERFORMED A ROUTINE PREFLIGHT PRIOR TO DEPARTURE FROM CARIBOU AIRPORT, CARIBOU, ME. OPERATING IN LEVEL FLIGHT AND APPROXIMATELY 2100 RPM AT APPROXIMATELY 600 AGL, PILOT ENCOUNTERED LIGHT RAIN SHOWERS. CLOUD COVER WAS ABOVE 4000 MSL. SHORTLY AFTER ENTERING LIGHT RAIN, PILOT NOTED REDUCTION IN ENGINE RPM AND EXPERIENCED A ROUGH ENGINE. PILOT APPLIED FULL POWER AND FULL RICH MIXTURE AND PERFORMED OTHER CHECKS ON FUEL SELECTOR, PRIMER AND THEN APPLIED CARBURETOR HEAT. LITTLE EFFECT WHEN CARB HEAT APPLIED. PILOT WAS ABLE TO MAINTAIN ONLY 2000 RPM WITH CARB HEAT ON. ENGINE EVENTUALLY LOST POWER AND PILOT ELECTED TO MAKE A FORCED LANDING. PILOT WAS ABLE TO MAKE DIRT LOGGING ROAD FOR INTITAL TOUCHDOWN, BUT WAS UNABLE TO COMPLETE A ROLLOUT WITHOUT STRIKING OBJECTS. 20010512039409A (-23) ON SATURDAY, MAY 12, 2001, AT 0930 LOCAL, A PIPER PA-28RT-200, N36127, OPERATED BY MR. KENNETH LONT, CONTACTED THE GROUND WHILE CONDUCTING AN INSTRUMENT APPROACH (ILS 32), APPROXIMATELY ONE MILE SOUTHWEST AND TO THE WEST OF THE EXTENDED CENTERLINE OF RUNWAY 32 AT TOMPKINS COUNTY AIRPORT, ITHACA, NEW YORK (ITH). THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THERE WERE NO INJURIES TO THE PILOT AND TWO PASSENGERS. THE ELT WAS ACTIVATED, BUT NOT A FACTOR IN THE RECOVERY OF THE AIRCRAFT. ^PRIVACY DATA OMITTED^ 20010513008559A (-23) AFTER TAKE-OFF THE PILOT SELECTED GEAR-UP ABOUT MID FIELD. THE PILOT WAS NOT SATISFIED WITH THE RATE-OF-CLIMB AND THE TAKE-OFF WAS ABORTED. THE THROTTLE WAS RETARDED AND THE GEAR WAS LOWERED. THE AIRCRAFT CONTACTED THE RUNWAY PRIOR TO THE LANDING GEAR EXTENDING TO THE LOCKED POSITION. THE AIRCRAFT SLID ABOUT 500' BEFORE COMING TO REST ABOUT 1500' SHORT OF THE DEPARTURE END OF THE RUNWAY USED FOR TAKE-OFF. THE PILOT STATED THAT HE ATTEMPTED TO ADD POWER TO ARREST THE SINK RATE; HOWEVER, THE THROTTLE JAMMED. AN INSPECTION OF THE THROTTLE REVEALED THAT THE THROTTLE RELEASE BUTTON RETAINING SCREW WAS 8 TURNS LOOSE ALLOWING THE RELEASE BUTTON TO MISALIGN. (.4) ON MAY 13, 2001, ABOUT 1650 HOURS PACIFIC DAYLIGHT TIME, A BEECH E33A, N464SR, IMPACTED THE RUNWAY DURING AN ABORTED TAKEOFF FROM THE LAKE TAHOE AIRPORT, SOUTH LAKE TAHOE, CALIFORNIA. AT THE TIME OF THE MISHAP, THE AIRPLANE'S LANDING GEAR WAS IN TRANSIT TO THE EXTENDED POSITION. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. NEITHER THE PRIVATE PILOT NOR THE THREE PASSENGERS WAS INJURED. THE PILOT HAD RENTED THE AIRPLANE FROM SOUTH BAY AVIATION, INC., TORRANCE, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND N O FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT THAT WAS PERFORMED UNDER 14 CFR PART 91. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE FRONT RIGHT-SEATED PILOT-RATED PASSENGER, DURING THE PRETAKEOFF CHECK, THE PILOT OBSERVED A MECHANICAL MALFUNCTION WITH THE THROTTLE CONTROL KNOB. THE PILOT STATED TO THE PASSENGER "LOOK AT THIS," AND HE SHOWED THE PASSENGER THE LOOSE VERNIER CONTROL BUTTON ON THE THROTTLE KNOB. THE PASSENGER INDICATED THAT HE OBSERVED THE PILOT SCREW THE VERNIER CONTROL BACK INTO POSITION. THEN, THE PILOT PROCEEDED TO TAKEOFF. THE PILOT INDICATED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE INITIATED THE TAKEOFF ROLL FROM THE BEGINNING OF RUNWAY 18. THE AIRPLANE ACCELERATED NORMALLY, AND HE FELT THE EFFECT OF THE STRONG GUSTY WIND. IN AN EFFORT AT INCREASING THE AIRPLANE'S RATE OF CLIMB, THE PILOT INDICATED THAT HE RETRACTED THE LANDING GEAR. THEN, THE AIRPLANE WAS PUSHED TOWARD THE GROUND BY A STRONG DOWNDRAFT. THE PILOT-RATED PASSENGER REPORTED THAT HE HEARD A HORN GOING OFF IN THE COCKPIT. A WITNESS REPORTED OBSERVING THE AIRPLANE WITH ITS LANDING GEAR RETRACTED AND ITS WINGS ROCKING UP AND DOWN. AT THE TIME, THE AIRPLANE WAS ABOUT MIDFIELD, AND APPROXIMATELY 30 FEET ABOVE THE RUNWAY'S SURFACE. THE PILOT SUBSEQUENTLY REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT HE ABORTED THE TAKEOFF BECAUSE HE WAS "NOT SATISFIED WITH THE RATE OF CLIMB." THE PILOT INDICATED THAT HE RETARDED THE THROTTLE AND ATTEMPTED TO LOWER THE LANDING GEAR. WHEN IT BECAME EVIDENT THAT THE AIRPLANE WOULD TOUCHDOWN BEFORE THE GEAR WAS EXTENDED, HE ATTEMPTED TO PUSH THE THROTTLE FORWARD BUT WAS UNABLE. THE PILOT SAID IT WAS STUCK. THE AIRPLANE IMPACTED THE RUNWAY WITH THE LANDING GEAR PARTIALLY EXTENDED. IT SLID ABOUT 500 FEET BEFORE COMING TO A STOP ABOUT 1,500 FEET BEFORE REACHING THE RUNWAY'S DEPARTURE END. RESPONDING RESCUE PERSONNEL STATED THAT LUGGAGE WAS OBSERVED INSIDE THE AIRPLANE. THERE WAS NO FIRE. 20010513008639A (.19)ON MAY 13, 2001, AT 1300 CENTRAL DAYLIGHT TIME, A CESSNA 210K SINGLE-ENGINE, COMPLEX AIRPLANE, N8246M, WAS DESTROYED WHEN IT IMPACTED TREES AND TERRAIN NEAR THE REAL COUNTY AIRPORT, LEAKEY, TEXAS. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY THE PILOT. THE PRIVATE PILOT, HIS PILOT-RATED PASSENGER, AND TWO OTHER PASSENGERS RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE 112-NAUTICAL MILE CROSS COUNTRY FLIGHT ORIGINATED FROM THE AUSTIN BERGSTROM INTERNATIONAL AIRPORT AT 1201, AND WAS DESTINED FOR THE REAL COUNTY AIRPORT. ACCORDING TO THE FAA, THE AIRCRAFT DEPARTED AUSTIN AND OBTAINED RADAR FLIGHT FOLLOWING TO THE VICINITY OF LEAKEY. A PILOT-RATED EAR-WITNESS, LOCATED AT THE AIRPORT, STATED THAT HE HEARD A REDUCTION IN ENGINE POWER COMING FROM A LEFT DOWNWIND POSITION FOR RUNWAY 15, AS IF THE AIRPLANE WAS COMING IN FOR A LANDING. HE HEARD THE AIRPLANE FLY THE TRAFFIC PATTERN, THEN HEARD ENGINE POWER BEING APPLIED "AS IF THE PILOT WAS INTENDING TO GO-AROUND OR HAD PERFORMED A TOUCH-AND-GO." THE EAR-WITNESS THEN HEARD TWO "BANGS, WHICH SOUNDED LIKE BACKFIRES," FOLLOWED BY A LOUDER BANG. ANOTHER EAR-WITNESS, LOCATED APPROXIMATELY 1/2 MILE FROM THE AIRPORT, STATED THAT SHE HEARD TWO "POPS, SIMILAR TO AN ENGINE BACKFIRE, FOLLOWED BY A LOUD BANG." SHE STATED THAT SHE COULD HEAR ENGINE POWER, BUT NEVER SAW THE AIRPLANE. THE AIRPLANE IMPACTED A 100-FOOT TREE (LOCATED 0.12 MILES FROM THE DEPARTURE END OF RUNWAY 15) AT A GLOBAL POSITIONING SYSTEM (GPS) LOCATION OF NORTH 29 DEGREES 44.339 MINUTES LATITUDE AND WEST 99 DEGREES 45.647 MINUTES LONGITUDE. ADJACENT TO THE BASE OF THE TREE WERE NUMEROUS BROKEN AND CUT BRANCHES. ONE OF THE BRANCHES WAS CUT TWICE AND DISPLAYED BLACK PAINT TRANSFERS SIMILAR TO THE PAINT ON THE PROPELLER. THE INITIAL GROUND IMPACT MARK WAS LOCATED ON US HIGHWAY 83, APPROXIMATELY 344 FEET FROM THE TREE. THE INITIAL GROUND IMPACT MARK WAS A DIAGONAL LINE ACROSS THE PAVED ROAD, WHICH MEASURED 36 FEET AND 9 INCHES (THE WING SPAN FOR THE CESSNA 210K IS 36 FEET AND 9 INCHES). ON THE LEFT SIDE OF THE IMPACT MARK WERE PIECES OF A GREEN NAVIGATION LENS. MIDWAY ALONG THE DIAGONAL GROUND SCAR WERE 4 PARALLEL GASHES IN THE PAVED ROAD. ONE OF THE PROPELLER BLADES CAME TO REST NEXT TO THE GASHES. THE PAVEMENT DIS PLAYED DEEP SCRAPES IN THE ROAD LEADING TO THE AIRPLANE'S FINAL RESTING PLACE. THE AIRPLANE CAME TO REST INVERTED IN THE GRASS WITH ITS EMPENNAGE ON THE ROAD. THE COCKPIT, CABIN, AND BOTH WINGS WERE CONSUMED BY FIRE. THE PROPELLER HUB, WITH TWO PROPELLER BLADES ATTACHED CAME TO REST ON THE ROAD, APPROXIMATELY 75 FEET FROM THE INITIAL GROUND IMPACT MARK. ALL THREE PROPELLER BLADES DISPLAYED CHORD-WISE SCRAPES AND GOUGES. EACH PROPELLER BLADE WAS TWISTED TOWARD A LOW PITCH SETTING. THE PROPELLER HUB HAD SEPARATED FROM THE ENGINE JUST AFT OF THE CRANKSHAFT PROPELLER FLANGE, AND ITS FRACTURE SURFACE DISPLAYED CHARACTERISTICS SIMILAR TO TORSIONAL OVERLOAD. THE AIRPLANE WRECKAGE WAS REMOVED FROM THE ROAD AND RELOCATED TO A SECURE AREA ADJACENT TO THE ACCIDENT SITE. PHOTOGRAPHS OF THE WRECKAGE, PRIOR TO ITS RELOCATION, REVEALED THAT THE AIRCRAFT FLIGHT CONTROL CABLES RAN THROUGH THE COCKPIT AREA TO THEIR RESPECTIVE CONTROL SURFACES. EXAMINATION OF THE FLAP ACTUATOR REVEALED THAT THE FLAPS WERE IN THE RETRACTED POSITION AT THE TIME OF THE ACCIDENT. THE MAIN LANDING GEAR AND NOSE LANDING GEAR APPEARED TO BE IN THE RETRACTED POSITION; HOWEVER, THE MAIN LANDING GEAR UP LOCKS WERE DESTROYED B Y FIRE DAMAGE. EXAMINATION OF THE COCKPIT REVEALED THAT THE AIRCRAFT INSTRUMENTS AND SWITCHES WERE DESTROYED BY IMPACT AND FIRE DAMAGE. THE LEFT SIDE CONTROL YOKE REMAINED ATTACHED TO ITS POST; HOWEVER, THE LEFT SIDE HORN WAS SEPARATED. THE RIGHT SIDE CONTROL YOKE WAS SEPARATED FROM ITS POST AND BOTH OF ITS HORNS REMAINED ATTACHED. (-23)ON A GO-AROUND, THE AIRCRAFT IMPACTED A TREE NEAR THE END OF 20010513009399I (-23)WHILE TAXIING OUT ON BELUGA LAKE, THE RIGHT FLOAT COMPARTMENT BEGAN TO FILL WITH WATER, PILOT RETURNED TO DOCK. AFTER A DETAIL INSPECTION IT WAS NOTED, FRONT BUMPER SEAL CAME LOOSE ALLOWING FLOAT TO SINK. 20010513009899A (-23)THE PILOT AND ONE PASSENGER FELL OUT OF THE BASKET WHEN THE BALLOON MADE A HARD LANDING. THE BALLOON ASCENDED WITH ONE PASSENGER STILL ON BOARD. THE PASSENGER LANDED THE BALLOON WITH NO INJURY TO HIMSELF. THE PILOT AND ONE PASSENGER SUFFERED INJURIES. ^PRIVACY DATA OMITTED^ 20010513010939A (-23)THE AIRCRAFT WAS ON A VFR FLIGHT FROM ST. CROIX U.S. VIRGIN ISLANDS TO SAN JUAN PUERTO RICO. AIRCRAFT CRUISING ALTITUDE WAS 4,500 FEET MSL UNTIL DESCEND STARTED OVER "EL YUNQUE TOPICAL RAIN FOREST". PILOT IN COMMMAND RECEIVED ATC INSTRUCTION AS TO "DESCEND UNRESTRICTED NORTH WEST BOUND". ATC RADAR CONTACT LOST SIX MINUTES LATER AT AN ALTITUDE OF 2,700 FEET MSL. 20010513012979I (-23)ON MAY 13, 2001 AT APPROXIMATELY 2200 HOURS, A FRONTIER AIRLINES B737-2Y5, FLIGHT 546, ENROUTE FROM DEN TO MDW, DECLARED AN EMERGENCY AND DIVERTED TO MCI, DUE TO THE SHUTDOWN OF THE #1 ENGINE. EMERGENCY FIRE AND RESCUE WERE ON STANDYBY. DURING CRUISE, THE #1 ENGINE OIL FILTER BYPASS LIGHT ILLUMINATED AND WOULD NOT EXTINGUISH. THE CREW FOLLOWED DIRECTIONS IN THE QRH AND PERFORMED AN ENGINE SHUTDOWN, AND DECLARED AN EMERGENCY. THE AIRCRAFT LANDED WITHOUT INCIDENT. CONTRACT MAINTENANCE PERSONNEL AT MCI PERFORMED AN ENGINE SHUTDOWN, AND DECLARED AN EMERGENCY, THE AIRCRAFT LANDED WITHOUT INCIDENT. CONTRACT MAINTENANCE PERSONNEL AT MCI PERFORMED TROUBLESHOOTING PROCEDURES AND DISCOVERED THE #1 ENGINE OIL FILTER WAS CLOGGED. AFTER REPLACING THE FILTER, MAINTENANCE PERSONNEL PERFORMED A BREATHER PRESSURE TEST, WHICH CHECKED GOOD. THE AIRCRAFT WAS RETURNED TO SERVICE. THIS REPORT, INCIDENT NUMBER CE2001IAC0039 IS CONSIDERED CLOSED. 20010513013399I (-23) ON 05/13/01, AMERICAN TRANS AIR OPERATED A CHARTER FLIGHT 6919 FROM INDIANAPOLIS TO ASHEVILLE, NORTH CAROLINA. ^PRIVACY DATA^ WAS THE PILOT IN COMMAND OF THIS CHARTER. PRIOR TO LANDING, THE CREW WAS GIVEN INSTRUCTIONS THAT THE AIRCRAFT WOULD BE PARKED AT THE NORTH RAMP OF THE ASHEVILLE PASSENGER TERMINAL. THE CREW LANDED THE AIRCRAFT, A BOEING 727-227 AND ACCOMPLIWHED A TWO-ENGINE TAXI, PER COMPANY PROCEDURES, TO THE NORTH RAMP AREA. THE CREW EXITED THE TAXIWAY AND ENTERED THE NORTH RAMP. AN ATLANTIC SOUTHEAST AIRLINES (ASA), ATR 72, N631AS, A US AIRWAYS AIRSTAIR TRUCK, AND OTHER GROUND EQUIPMENT WAS PARKED ON THE RAMP. THE CREW LOCATED THE MARSHALLER ASSIGNED TO PARK THE AIRCRAFT. THE MARSHALLER DIRECTED THE CREW PAST THE ASA ATR 72 AND INSTRUCTED THE CREW TO MAKE A LEFT TURN. THE CREW TURNED THE NOSE WHEEL TO THE LEFT AND APPLIED POWER TO THE AIRCRAFT'S ENGINES. THE JET BLAST PRODUCED BY THE APPLICATION OF POWER RESULTED IN PICKING UP THE NOSE OF THE ASA, ATR72 SETTING THE AIRCRAFT ON IT'S TAIL BUMPER AND ROTATING THE AIRCRAFT 30 DEGREES TO RIGHT OF IT'S ORIGINAL PARKED POSTION. THE JET BLAST FURTHER BLEW OVER AN OCCUPIED AIRSTAIR TRUCK AND DISPLACED ASSORTED GROUN D EQUIPMENT ON THE RAMP. MINOR DAMAGE TO THE TAIL CONE, THE TAIL BUMPER, AND AFT AIRSTAIR DOOR OF THE ASA, ATR 72 WAS SUSTAINED. A MAINTAINED FERRY TO ACCOMPLISH REPAIRS WAS REQUIRED. THE AIRSTAIR TRUCK NEEDED TO BE RIGHTED. THE OCCUPANT OF THE TRUCK WAS NOT INJURED. ARTICLES OF GROUND EQUIPMENT SUSTAINED DAMAGE. 20010513014519A (-23)SEE NARRATIVE #NYC01FA123 20010513016379A (-23) AIRCRAFT DEPARTING RWY 090. APPROXIMATELY 1100 FEET ON TAKE-OFF AIRCRAFT BECAME AIRBORNE AND DEPARTED RUNWAY TO THE LEFT (NORTH) COMING IN CONTACT WITH VASI. VASI WAS SHEERED FROM CEMENT POST ON WHICH IT WAS MOUNTED. AIRCRAFT PITCHED OVER, NOSE GEAR AND PROPELLER CONTACTED THE GROUND. AIRCRAFT CONTINUED UP AND OVER THE TAXI WAY, THROUGH THE ADJOINING DITCH AND CAME TO REST ADJACENT TO THE FUEL FARM. AIRCRAFT WAS OBSERVED TO HAVE THE FOLLOWING DAMAGE: NOSE GEAR COLLAPSED, BOTH PROPELLER BLADES WERE BENT BACK, A HOLE APPROXIMATELY 2 1/2' BY 3 1/2' WAS TORN IN THE FUSELAGE ON THE LEFT SIDE AFT OF THE WING. NO APPARENT DAMAGE TO THE FORE AND AFT BULKHEADS. IT APPEARS THE LEFT RUDDERVATOR MADE CONTACT WITH THE VASI. A REGISTERED LETTER WAS MAILED TO MR. FROHBIETER REQUESTING HE CONTACT ME SO REQUIRED DATA FOR COMPLETION OF PACKAGE COULD BE OBTAINED. LETTER WAS DELIVERED ON JUNE 19, 2001. IN THE LETTER, I REQUESTED HE CONTACT ME WITHIN 10 DAYS AFTER RECIEPT, AS OF TODAY, JULY 17, 2001, HE HAS NOT RESPONDED. (.4) ON MAY 13, 2001, APPROXIMATELY 1400 CDT, A BEECH D35, SINGLE-ENGINE AIRPLANE, N2118D, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT COLLIDED WITH AN OBJEC T DURING TAKEOFF ROLL FROM THE HOUSTON-SOUTHWEST AIRPORT, NEAR HOUSTON, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. NEITHER THE PRIVATE PILOT NOR HIS PASSENGER WERE INJURIED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. WITNESSES AND THE AIRPORT MANAGER REPORTED THAT THE AIRPLANE WAS TAKING OFF FROM RUNWAY 9. APPROXIMATELY 1,100 FEET DOWN THE RUNWAY, THE AIRPLANE EXITED THE LEFT SIDE OF THE RUNWAY AND STRUCK THE CONCRETE PILLAR SUPPORTING THE VISUAL APPROACH SLOPE INDICATOR (VASI). SUBSEQUENTLY, THE AIRPLANE WENT THROUGH A DITCH, CROSSED A TAXIWAY, AND WENT THROUGH ANOTHER DITCH ON THE OPPOSITE SIDE OF THE TAXIWAY BEFORE COMING TO REST NEAR SEVERAL ABOVE GROUND FUEL TANKS. THE PILOT REPORTED THAT HE HAD INADVERTENTLY PLACED HIS RIGHT FOOT ON THE LEFT RUDDER PEDAL DURING THE TAKEOFF ROLL. THE FAA INSPECTOR, WHO EXAMINED THE AIRPLANE, FOUND A 2 1/2 TO 3 1/2 FOOT TEAR IN THE LEFT SIDE OF THE FUSELAGE AFT OF THE TRAILING EDGE OF THE LEFT WING. DAMAGE WAS ALSO FOUND ON THE RUDDERVATOR. BOTH PROPELLER BLADES WERE BENT AFT, AND THE NOSE LANDING GEAR WAS COLLAPSED. NUMEROUS ATTEMPTS WERE MADE BY THE FAA INSPECTOR AND THE NTSB INVESTIGATOR-IN-CHARGE TO CONTACT THE PILOT. TO DATE, THE PILOT HAS NEITHER RESPONDED NOR SUBMITTED A COMPLETED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2). 20010514009119A (.19)ON MAY 14, 2001, AT 2322 MOUNTAIN DAYLIGHT TIME, A BEECH B90, N221CH, WAS DESTROYED WHEN IT IMPACTED TERRAIN NEAR SAN JON, NEW MEXICO. THE AIRLINE TRANSPORT PILOT WAS FATALLY INJURED. THE AIRPLANE WAS BEING OPERATED BY CMH INVESTMENTS, INC., LOWELL, ARKANSAS, UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE NIGHT CROSS-COUNTRY FLIGHT THAT ORIGINATED 2 HOURS 19 MINUTES BEFORE THE ACCIDENT. THE PILOT WAS FLYING ON AN IFR FLIGHT PLAN. THE ALBUQUERQUE AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) REPORTED LOSING RADAR CONTACT WITH THE AIRPLANE AT 2319. SEVERAL WITNESSES IN THE SAN JON AREA REPORTED SEEING THE AIRPLANE "FALL" OUT OF THE SKY. THE POSTIMPACT FIRE CONSUMED THE AIRPLANE. (-23) ON 05/14/01, APPROXIMATELY 2320 MDT, N221CH, A BE-90-B90 WAS ENROUTE FORM TUCSON, AZ TO SPRINGDALE, AR, WHEN THE AIRCRAFT LOST CONTROL AND CRASH LANDED 2 NM SOUTH OF SAN JON, NM. THE AIRMAN WAS FATALLY INJURED AND THE AIRCRAFT DEMOLISHED. AIRMAN WAS SOLE OCCUPANT. VMC CONDITIONS. AIRMAN WAS ON AN IFR FLIGHT @ FL250. AIRMAN DEVIATED FROM ASSIGNED ALTITUDE +300, WHEN HE REPORTED A PROBLEM. NEXT TRANSMISSION, HE HAD CLIMBED AN ADDITIONAL 900 FT AND WAS INAUDIBLE ON THE RADIO. SHORTLY THEREAFTER, DISAPPEARED FROM RADAR. 20010514009909A (-23)SEE ATTACHED PILOT'S STATEMENT. (.19)ON MAY 14, 2001, AT 1430 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR AT-602, N50997, COLLIDED WITH THE GROUND, AND BURST INTO FLAMES SHORTLY AFTER AN ATTEMPTED TAKEOFF FROM A DIRT STRIP ON CAGLE MOUNTAIN IN DUNLAP, TENNESSEE. THE AGRICULTURAL FLIGHT WAS OPERATED BY BRANDON AIR INC., UNDER THE PROVISIONS OF TITLE 14 CFR PART 137 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED; THE PILOT RECEIVED NO INJURIES. THE AGRICULTURAL FLIGHT DEPARTED DUNLAP, TENNESSEE, AT 1430 HOURS. ACCORDING TO THE OPERATOR, THE PILOT WAS CONDUCTING AN AERIAL APPLICATION OPERATION IN THE CAGLE MOUNTAIN AREA. AFTER RELOADING THE AIRPLANE WITH CHEMICALS, THE PILOT ATTEMPTED A TAKEOFF FROM THE DIRT STAGING AIRSTRIP. DURING THE ROTATION PHASE THE OF THE TAKEOFF, THE PILOT STATED EVERYTHING SEEMED NORMAL, BUT AFTER THE AIRPLANE CLIMBED THROUGH 10 FEET, IT SETTLED BACK ONTO THE GROUND. THE AIRPLANE COLLIDED WITH THE GROUND AND BURST INTO FLAMES. (.4) ON MAY 14, 2001, AT 1430 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR AT-602, N50997, COLLIDED WITH THE GROUND, AND BURST INTO FLAMES SHORTLY AFTER AN ATTEMPTED TAKEOFF FROM A DIRT STRIP ON CAGLE MOUNTAIN IN DUNLAP, TENNESSEE. THE AGRICULTURAL FLIGHT WAS OPERATED BY BRANDON AIR INC., UNDER THE PROVISIONS OF TITLE 14 CFR PART 137 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS DESTROYED; THE PILOT RECEIVED NO INJURIES. THE AGRICULTURAL FLIGHT DEPARTED DUNLAP, TENNESSEE, AT 1430 HOURS. ACCORDING TO THE OPERATOR, THE PILOT WAS CONDUCTING AN AERIAL APPLICATION OPERATION IN THE CAGLE MOUNTAIN AREA. AFTER RELOADING THE AIRPLANE WITH CHEMICALS, THE PILOT ATTEMPTED A TAKEOFF FROM THE DIRT STAGING AIRSTRIP. DURING THE ROTATION PHASE OF THE TAKEOFF, THE PILOT STATED, "I GOT READY TO ROTATE, IT WAS A LITTLE SLOW AND STARTED TO COME OFF, AND THEN SETTLED BACK AT THE DEPARTURE END OF THE STRIP." THE AIRPLANE COLLIDED WITH TREE STUMPS, WHICH WERE LOCATED ON THE END OF THE DIRT STRIP. THE PILOT EXITED THE AIRPLANE AFTER IT CAME TO A COMPLETE STOP. SECONDS LATER THE AIRPLANE BURST INTO FLAMES. DURING A TELEPHONE CONVERSATION WITH THE OWNEROF BRANDON AIR INC, HE STATED THERE WAS ANOTHER AIR TRACTOR AT-602 AND AN AIR TRACTOR AT-802 OPERATING IN THE AREA AND STAGING FROM THE SAME DIRT STRIP AS THE ACCIDENT AIRPLANE. THE OTHER TWO AIRPLANES TOOK OFF IMMEDIATELY BEFORE N50997 WITHOUT INCIDENT. THE OTHER TWO AIRPLANES LANDED, RESUMED SPRAYING OPERATIONS, AFTER THE FIRE WAS EXTINGUISHED AND THE WRECKAGE WAS REMOVED. ALL THREE AIRPLANES WERE USING THE SAME FUEL SOURCE, AND THERE WAS NO FUEL CONTAMINATION FOUND IN EITHER OF THE OTHER AIRPLANES. THE PILOT HAD BEEN FLYING THE SAME AIRPLANE FOR TWO WEEKS BEFORE THE DAY OF THE ACCIDENT, AND NO MECHANICAL PROBLEMS WERE PREVIOUSLY REPORTED. ACCORDING TO THE PILOT, THE AIRPLANE WAS A FEW HUNDRED POUNDS UNDER THE MAXIMUM GROSS WEIGHT; THERE WAS APPROXIMATELY 100 GALLONS OF FUEL ON BOARD, AND LOADED 2/3 FULL WITH A DRY FERTILIZER. AT THE TIME OF THE ACCIDENT, THE WIND WAS REPORTED AS LIGHT. ACCORDING TO THE PILOT, ON THE TAKEOFFS PRIOR TO THE ACCIDENT HIS GROUND ROLL WAS APPROXIMATELY 3/4 OF THE 2200 FOOT RUNWAY. AT THE TIME OF THE ACCIDENT THE DENSITY ALTITUDE WAS APPROXIMATELY 3500 FEET. THE PILOT DID NOT REPORT A MECHANICAL PROBLEM WITH THE AIRPLANE. 20010514010309I (-23)THE STUDENT PILOT ON HER CROSS COUNTRY TRIP. SHE HAD JUST LEFT AGS ON HER LAST LEG, WHEN SHE CAME INTO SOME HAZE, SHE RETURNED TO AGS. UPON LANDING AY AGS THE NOSE WHEEL OF THE AIRCRAFT FELL OFF. THEREFORE RESULTING IN A PROP STRIKE. NO OTHER DAMAGE TO THE AIRCRAFT WAS APPARENT AND NO INJURIES OCCURRED. 20010514010329I (-23)AIRCRAFT ENGINE STOPPED RUNNING DUE TO FUEL STARVATION. AIRCRAFT WAS ENROUTE FROM SEDONA, AZ. PILOT MADE AN OFF AIRPORT LANDING IN A FIELD SLIGHTLY DAMAGING THE NOSE WHEEL COWL. FUEL TANK SUMP HAD ABOUT 4 OZ. OF FUEL REMAINING IN THE TANK. PILOT REPORTS THAT THE FUEL GAUAGE INDICATED SLIGHTLY LESS THAN 1/4 OF A TANK OF FUEL REMAINING. CHIEF INSTRUCTOR OF FLIGHT SCHOOL INDICATED THAT THE FUEL GAUGE INDICATED 1/8 OF A TANK WHEN HE ARRIVED AT THE FILED. ONLY A FEW OUNCES OF FUEL WERE SUMPED FROM THE AIRCRAFT BY THE CHIEF INSTRUCTOR. AN EVALUATION OF THE PILOTS FLIGHT PLANNING HAS BEEN SCHEDULED. A SAFETY RECOMMENDATION IS PLANNED TO PLACARD THE AIRCRAFT FUEL GAUGE AND TO MANDATE COMPLIANCE WITH A FACTORY "ALERT SERVICE BULLETIN". 20010514010579I (-23)THE PILOT WAS ABOUT TO TOUCH-DOWN IN FINAL LANDING CONFIGURATION @ IWA WHEN A SEVERE THERMAL WIND SKIRTED THE A/C OFF THE RUNWAY TO THE RIGHT SIDE ADJACENT DIRT. THE A/C BEGAN TO ROLL RIGHT CONTACTING THE R/H WING TIP TANK AND IT'S VENTRAL FIN ONTO THE GROUND. THE PILOT THEN FLEW THE A/C OUT OF THIS CONDITION BY APPLYING FULL AFTER-BURNER, MAKING A "GO-AROUND" PAST IWA TOWER PERSONNEL AS A SAFETY VERIFICATION, AND THEN COMPLETEING A NORMAL/INEVENTFUL LANDING @IWA. FURTHER VISUAL INSPECTION OF THE A/C REVEALED THAT THE R/H WING TIP TANK WAS SCRAPED AND IT'S VENTRAL/HORIZONTAL FIN(S) WERE THE ONLY VISIBLE DAMAGE. THERE WERE NO PERSONNEL INJURIES OR OTHER PROPERTY DAMAGED. 20010514010749I (-23)A BEECH BE-99-C99 OPERATED BY AMERIFLIGHT, INC (AMF), AS A PART 135 ON-DEMAND CARGO FLIGHT, EXPERIENCED AN INFLIGHT FIRE FROM THE MAIN CIRCUIT BREAKER PANEL BELOW THE RIGHT COCKPIT WINDOW WHILE IN CRUISE FLIGHT. THE FLAME EXTINGUISHED SHORTLY THEREAFTER. THE PILOT DIVERTED TO SALEM, OR, AND LANDED WITHOUT FURTHER INCIDENT. THE AIRCRAFT RECEIVED MINOR DAMAGE AND THE ATP, THE SOLE OCCUPANT, WAS NOT INJURED. THE FLIGHT ORIGINATED FROM PORTLAND, OR, ABOUT 10 MINTUES PRIOR TO THE INCIDENT. THE FLIGHT WAS DESTINED FOR ROSEBURG, OR. DURING A TELEPHONE INTERVIEW WITH THE NM09 DUTY OFFICER, THE PILOT REPORTED THAT THE AIRCRAFT WAS IN CRUISE FLIGHT AT 9,000 FEET WHEN HE NOTED AN ODOR. THE PILOT THEN OBSERVED A FLAME COMING FROM THE MAIN CIRCUIT BREAKER PANEL ON THE RIGHT SIDE. WHILE THE PILOT WAS TALKING TO ATC, THE FLAME EXTINGUISHED LEAVING SMOKE IN THE COCKPIT. 20010514010969A (-23)FLIGHT INSTRUCTOR WAS SCHEDULED TO PROVIDE TRANSITION TRAINING IN A BT-13 TO ANOTHER CONFEDERATE AIR FORCE (CAF) PILOT MEMBER. THEY WERE OBSERVED ORBITING BATES FIELD AND DESCENDING. THE LOW PASS ON THE FIELD WAS DOWNWIND AND MAY NOT HAVE BEEN ALIGNED WITH RUNWAY 33. THE WITNESSES SAID THEY SAW THE RIGHT WING WAS LOW AND HEARD THE ENGINE POWER BEING APPLIED BEFORE THE RIGHT WING HIT THE GROUND. THE AIRCRAFT STARTED A GROUND LOOP, WHICH WAS ARRESTED WHEN THE RIGHT WING WAS TORN OFF THE AIRPLANE BY A 6 INCH DIAMETER STEEL FENCE LINE PIPE MOUNTED IN CONCRETE. THERE WAS A SMALL, POSTCRASH FIRE IN THE ENGINE WHICH THE WITNESSES PUT OUT BY THROWING SAND DIRT ON IT. THIS ACCIDENT IS CONSISTENT WITH A SMALL/SPIN ACCIDNET AS A RESULT OF A DELAYED GO-AROUND FROM A SIMULATED FORCED LANDING. THE FORCED LANDING WAS PROBABLY NOT SETUP CORRECTLY RESULTING IN A FNAL APPROACH THAT WAS DOWNWIND. (.4) THE COMMERCIAL PILOT WAS UNDERGOING HIS 7TH HOUR OF DUAL FAMILIARIZATION TRAINING IN THE AIRPLANE. THE AIRPLANE APPROACHED THE AIRPORT FROM THE EAST, OVER FLEW THE SOUTH END OF THE AIRPORT, AND THEN EXECUTED A LEFT TEARD ROP TURN TO RUNWAY 34. ACCORDING TO WITNESSES AT THE AIRPORT, THE AIRPLANE WAS ON FINAL APPROACH TO RUNWAY 34, APPROXIMATELY 150 FEET AGL, WHEN THEY HEARD POWER APPLIED TO THE ENGINE. SUBSEQUENTLY, THE RIGHT WING DROPPED, THE AIRPLANE IMPACTED THE GROUND, CONTACTED A STEEL POLE, AND CAME TO A STOP UPRIGHT. THE WITNESS ACCOUNTS AND GROUND SCARS ARE CONSISTENT WITH THE AIRPLANE ENCOUNTERING A STALL. ONE WITNESS, WHO WAS LOCATED ON THE AIRPORT, REPORTED THAT AT THE TIME OF THE ACCIDENT THE WIND WAS FROM THE SOUTH AT 10 MPH. TWO MINUTES PRIOR TO THE ACCIDENT, TWO WEATHER OBSERVATION FACILITIES THAT ARE LOCATED 7 MILES NORTHEAST AND 9 MILES NORTHWEST OF THE ACCIDENT SITE, REPORTED WIND FROM 200 DEGREES AT 13 KNOTS AND GUSTING TO 20 KNOTS AND WIND FROM 210 DEGREES AT 11 KNOTS AND GUSTING TO 19 KNOTS, RESPECTIVELY. THE AIRFRAME AND ENGINE WERE EXAMINED AND NO PRE-IMPACT ANOMALIES WERE NOTED THAT WOULD HAVE PRECLUDED THEIR OPERATION. 20010514011439I (-23)THE PILOT LEFT THE MASTER SWITCH ON THE NIGHT BEFORE THE INCIDENT, AND THE BATTERY WAS DRAINED IN ORDER TO GET THE AIRCRAFT STARTED THE PILOT PROPPED THE AIRPLANE. THE AIRPLANE WAS NOT TIED DOWN NOR WAS IT CHALKED. THE PILOT HAD HIS WIFE, A NON-RATED PILOT, IN THE AIRPLANE TO THROTTLE BACK IF THE AIRPLANE WAS IDLING TOO FAST ONCE STARTED. INSTEAD SHE ADDED FULL THROTTLE AND THE AIRPLANE LURCHED FORWARD AND HIT N1668F, A CESSNA 172. 20010514011609I (-23)PILOT STATED DIRECTIONAL CONTROL WAS LOST DURING LANDING ROLL WHILE CONDUCTING A CROSSWIND LANDING. 20010514012739I (-23) AFTER LANDING ON A TOUCH AND GO, THE PILOT (THE STUDENT IN THE LEFT SEAT) WAS HOLDING BACK PRESSURE ON THE CONTROL WHEEL ALLOWING THE GEAR TO RETRACT WHEN HE TOUCHED THE GEAR HANDLE WHILE REACHING FOR THE CARBURETOR HEAT. THE NOSE LANDING GEAR BEGAN TO RETRACT, CAUSING THE PROP TO STRIKE THE RUNWAY. THE YOKE WAS PULLED BACK AND THE GEAR HANDLE WAS PLACED BACK IN THE DOWN POSITION, CAUSING THE NOSE GEAR TO EXTEND BACK DOWN. THE PILOT WAS CLEANING UP THE AIRPLANE FOR TAKE-OFF DURING HIS COMPLEX AIRCRAFT CHECK-OUT THAT THAT INCLUDED A SERIES OF TOUCH-AND-GO LANDINGS. IT APPEARS THAT THE PILOT ACCIDENTALLY TOUCHED THE GEAR HANDLE BEFORE PUSHING IN THE CARB HEAT. THE HANDLE MAY NOT HAVE BEEN IN THE DOWNLOCK DETENT POSITION WHICH WOULD HAVE ALLOWED IT TO EASILY GO TO A PARTIAL UP POSITION. 20010514012749I (-23) THE PILOT ATTEMPTED TO LAND ON RUNWAY 16 WITH A LIGHT WIND FROM THE SOUTH. THE RUNWAY IS ONLY 1,650 FEET LONG, THE AIRCRAFT BRAKES WERE INEFFECTIVE ON THE WET GRASS, AND THE AIRCRAFT SLID OFF THE END OF THE RUNWAY. THE PILOT DID NOT REALIZE THAT THE GRASS WAS WET FROM MORNING DEW. WHEN THE AIRPLANE SLID SIDEWAYS ONTO A ROAD AT THE END OF THE RUNWAY, ONE LANDING GEAR LEG COLLAPSED CAUSING MINOR DAMAGE TO THE AIRCRAFT. 20010514013469I (-23) DURING HIGH SPEED WATER TAXI, AIRCRAFT CLIMBED TO 40 FEET, WITH THE USE OF RUDDER "ONLY" AIRCRAFT TURNED LEFT BUT WOULD NOT TURN RIGHT. PILOT WAS UNABLE TO RECOVER FROM LEFT BANK AND AIRCRAFT IMPACTED THE WATER. ARICRAFT DAMAGE CONSISTED OF IMPACT DAMAGE TO BOTH FLOATS, PROPELLER STRIKE DAMAGE, AND DAMAGE TO LANDING GEAR STRUTS. FUSELAGE DAMAGE RESULTED FROM EXTRACTION OF AIRCRAFT FROM WATER. 20010514014749A (-23) THE PILOT-IN-COMMAND OF N2890X, MR. DANNY ABBRUZZESE, REQUESTED A FUEL UPLIFT OF TWENTY GALLONS OF FUEL AT KEY WEST, FLORIDA (EYW). HE THEN DEPARTED KEY WEST, FLORIDA FOR ZEPHERHILLS, FLORIDA (ZPH). ON AN APPROXIMATELY FIVE MILE FINAL, THE AIRCRAFT EXPERIENCED FUEL STARVATION AND LANDED IN A WOODED AREA APPROXIMATELY ONE MILE SHORT OF THE APPROACH END OF RUNWAY 04 AT ZPH. AT THE SCENE OF THE ACCIDENT, THE AIRCRAFT WAS NOTED TO BE COMPLETELY VOID OF FUEL, AND NO FUEL WAS OBSERVED ON THE GROUND. THE WINGS HAD SEPARATED FROM THE AIRCRAFT, AND THE CABIN ROOF HAD BEEN TORN FROM THE AIRCRAFT. DEBRIS AND EXTERIOR AIRCRAFT PIECES WERE OBSERVED SCATTERED IN THE TREE TOPS AND ON THE GROUND IN AN EASTERLY DIRECTION. THE PASCO COUNTY EMS REPORTED WHEN THEY ARRIVED ON THE ACCIDENT SCENE, THE PILOT AND PASSENGERS WERE CONSCIOUS AND COHERENT. THE PILOT STATED HE HAD REQUESTED A TWENTY-GALLON UPLIFT PRIOR TO DEPARTURE FROM KEY WEST, FLORIDA AND FELT THE GROUND CREW AT KEY WEST, FLORIDA MIGHT HAVE MISFUELED THE AIRCRAFT. 20010515008069A (23)THW WIRING RIBBON THAT IS RUN THROUGH THE CENTER OF THE CONTROL YOKE THAT OPERATED THE PRESS TO TALK SWICH AND ELECTRIC TRIM GOT BOUND UP IN THE CONTROL YOKE ROLLOERS CAUSING LOSS OF ELEVATOR CONTROL FOR THE AIRCRAFT. 20010515008769I (-23)ON 5/15/01 AT APPROXIMATELY 1015PDT, THE PILOT WAS PILOT IN COMMAND OF N6804R, A CE-210 THAT LANDED GEAR UP AT MADERA AIRPORT. THE PILOT STATED THAT HE FAILED TO LOWER THE LANDING GEAR PRIOR TO LANDING AND ATTRIBUTED THIS TO HIS NOT USING A BEFORE LANDING CHECKLIST. HE MENTIONED THAT HE USUALLY FLIES WITH HIS WIFE WHO IS ALSO A PRIVATE PILOT AND BELIEVES THAT HER ABSENCE MAY HAVE BEEN A FACTOR SINCE THEY BACK EACH OTHER UP WHEN FLYING TOGETHER. THE PILOT DID NOT HEAR THE GEAR WARNING HORN PRIOR TO LANDING AND A POSTFLIGHT INSPECTION BY A CERTIFICATED MECHANIC REVEALED THE GEAR WARNING SYSTEM WAS INOPERATIVE. 20010515008819A (-23)BASED ON THE INVESTIGATION AND WITNESS STATEMENTS IT APPEARS THAT THE PILOT OF N6522N ATTEMPTED TO ROLL THE AIRCRAFT ON FINAL APPROACH TO RUNWAY 17 AT THE SCOTT CITY MUNICIPAL AIRPORT. THIS ATTEMPT WAS UNSUCCESSFUL IN THAT THE AIRCRAFT IMPACTED ON THE MISSOURI PACIFIC RAILROAD TRACKS APPROXIMATELY .5 MILES NORTH OF THE RUNWAY (SEE MAP). INVESTIGATION OF THE AIRCRAFT WRECKAGE REVEALED NO INDICATION OF MECHANICAL IRREGULARITIES AND CONTROL SURFACE CONTINUITY WAS VERIFIED TO THE EXTENT POSSIBLE. REVIEW OF THE AIRCRAFT MAINTENANCE LOGS INDICATES THAT THE AIRCRAFT WAS WITHIN ANNUAL INSPECTION. THEREFORE, THERE ARE NO AIRWORTHINESS CONSIDERATIONS OF CONCERNS. (.19)ON MAY 15, 2001, ABOUT 2035 CENTRAL DAYLIGHT TIME, A BELLANCA 14-13-3, N6522N, PILOTED BY A COMMERCIAL PILOT, WAS DESTROYED ON IMPACT WITH TERRAIN AND POST IMPACT FIRE FOLLOWING A MANEUVER NEAR SCOTT CITY MUNICIPAL AIRPORT (2K9), NEAR SCOTT CITY, KANSAS. THE PERSONAL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT WAS FATALLY INJURED. THE LOCAL FLIGHT ORIGINATED FROM 2K9 AT TIME UNKNOWN. 20010515009079A (.19)ON MAY 15, 2001, AT 1325 EDT, A CESSNA P337H, N1013V, COLLIDED WITH THE GROUND SHORT OF THE RUNWAY AT FORT LAUDERDALE EXCECUTIVE AIRPORT IN FORT LAUDERDALE, FLORIDA. THE LOCAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE AIR TRANSPORT PILOT AND PASSENGER BOTH RECEIVED MINOR INJURIES. THE FLIGHT DEPARTED FORT LAUDERDALE EXECUTIVE AIRPORT IN FORT LAUDERDALE, FLORIDA, AT AN UNDETERMINED TIME. REPORTEDLY, THE PILOT WAS CONDUCTING MULTIPLE APPROACHES AND LANDINGS. DURING THE ACCIDENT APPROACH AND LANDING, BOTH ENGINES LOST POWER AND THE PILOT INITIATED EMERGENCY PROCEDURES. DURING THE EMERGENCY APPROACH AND LANDING, THE AIRPLANE HIT THE OUTER MARKER BEACON, COLLIDED WITH A CHAIN LINKED FENCE, SKIDDED ACROSS A ROAD, HIT A CAR, AND COLLIDED WITH ANOTHER CHAIN LINKED FENCE. EXAMINATION OF THE AIRPLANE SHOWED THE LEFT FUEL TANK WAS COMPLETELY DRY AND 4.5 GALLONS OF AVAIATION FUEL WERE RECOVERED FROM THE RIGHT FUEL TANK. (-23) ON MAY 15, 2001 AT APPROXIMATELY 1337 HOUR, A CESSNA 337, N1013V, EXPERIENCED A DUAL ENGINE FAILURE ON APPROACH TO RUNWAY 08 AT FT. LAUDERDALE EXECUTIVE AIRPORT, FT. LAUDERDALE, FL. THE AIRCRAFT STRUCK THE MIDDLE MARKER BEACON THAT IS 1/2 MILES WEST OF THE AIRPORT. THEN IT IMPACTED THE GROUND AND SKIDDED THROUGH A CHAIN LINK FENCE ON THE WEST SIDE OF NW 31ST AVE. SKIDDED ACROSS THE SOUTH LANE OF NW 31ST AVE., THROUGH THE MEDIUM, ACROSS THE NORTH LANE OF NW 31ST AVE. AND CAME TO A STOP ON THE CHAIN LINK FENCE JUST WEST OF PERIMETER ROAD. THE PILOT AND PASSENGER EXPERIENCED MINOR INJURIES. THE ARICRAFT SUSTAINED SUBSTANTIAL DAMAGE. NO NOTICEABLE FUEL LEAKS ON THE GROUND. THE LEFT WING TANK WAS DRY. COULD NOT GET ANY FUEL FROM IT. DRAINED APPROXIMATELY 4 1/2 GALLONS FROM THE RIGHT WING TANK. TOTAL UNUSABLE FUEL FOR THIS AIRCRAFT IS 2.8 GALLONS. TOTAL FUEL VOLUME IS 150.6 GALLONS. THE PILOT WAS ADVISED BY MAINTENANCE THAT HE HAD 1/4 (38 GAL) OF FUEL TOTAL. PILOT ELECTED TO FLY WITHOUT GASING UP. AIRCRAFT TOOK-OFF AT 1207, ACCIDENT OCCURRED AT 1337. FLEW FOR 1 1/2 HOURS WITH 1/4 TANK OF FUEL. ACCORDING TO CESSNA DUAL ENGINE STOPPAGE IS POSSIBLE IF FUEL IS ALLOWED TO D ROP BELOW 50 POUNDS. (.4)ON MAY 15, 2001, AT 1337 EASTERN DAYLIGHT TIME, A CESSNA P337H, N1013V, COLLIDED WITH THE GROUND 1/2 MILE WEST OF FORT LAUDERDALE EXECUTIVE AIRPORT IN FORT LAUDERDALE, FLORIDA. THE LOCAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE AIR TRANSPORT PILOT AND PASSENGER BOTH RECEIVED MINOR INJURIES. THE FLIGHT DEPARTED FORT LAUDERDALE EXECUTIVE AIRPORT IN FORT LAUDERDALE, FLORIDA, AT 1207 EASTERN DAYLIGHT TIME. REPORTEDLY, THE PILOT WAS CONDUCTING MULTIPLE APPROACHES AND LANDINGS. DURING THE ACCIDENT APPROACH AND LANDING, BOTH ENGINES LOST POWER AND THE PILOT INITIATED EMERGENCY PROCEDURES. DURING THE EMERGENCY APPROACH AND LANDING, THE AIRPLANE HIT THE MIDDLE MARKER BEACON THAT IS 1/2 MILE WEST OF THE AIRPORT. THEN THE AIRPLANE IMPACTED THE GROUND, COLLIDED WITH A CHAIN LINK FENCE, SKIDDED ACROSS THE SOUTH LANE OF NW 31ST AVENUE, THROUGH THE MEDIUM, ACROSS THE NORTH LANE OF NW 31ST AVENUE AND CAME TO A STOP ON THE CHAIN LINK FENCE. EXAMINATION OF THE AIRPLANE SHOWED THE LEFT WING TANK WAS DRY. APPROXIMATELY 4.5 GALLONS OF AVIATION FUEL WERE RECOVERED FROM THE RIGHT WING TANK. NO NOTICEABLE FUEL LEAKS WERE ON THE GROUND. POST ACCIDENT INVESTIGATION AND ENGINE RUN-UP REVEALED NO MECHANICAL MALFUNCTION. THE PILOT WAS ADVISED BY THE FIXED BASE OPERATOR LINE PERSONNEL THAT THE AIRPLANE HAD ONLY 38 GALLONS OF TOTAL FUEL ON BOARD. 20010515010339I (-23) THE PILOT EXPERIENCED AN ENGINE DURING AERIAL APPLICATION. A LANDING WAS ATTEMPTED ON A NARROW GRAVEL ROAD. THE PILOT RECEIVED NO INJURIES. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. 20010515010839A (.19)ON MAY 15, 2001, AT 1544 CENTRAL DAYLIGHT TIME, A GRUMMAN-SCHWEIZER G-164B, AGRICULTURAL AIRPLANE, N6778K, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED A RICE FIELD DURING AN AERIAL APPLICATION FLIGHT NEAR ROSHARON, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY GARRETT FLYING SERVICE, INC., OF DANBURY, TEXAS, UNDER 14 CODE OF FEDERAL REGULATIONS PART 137. THE COMMERCIAL PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. THE TIME OF THE FLIGHT DEPARTURE IS UNKNOWN. THE PILOT REPORTED TO THE FAA INSPECTOR RESPONDING TO THE ACCIDENT SITE, THAT DURING THE TURN AROUND MANEUVER, THE AIRPLANE ENCOUNTERED A "DUST DEVIL" AND "STALLED." THE AIRPLANE CAME TO REST INVERTED IN THE RICE FIELD. (-23)ON MAY 15, 2001, AT 1544 CDT, ARICRAFT G-164B, ARICULTURAL AIRPLANE, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED A RICE FIELD DURING AN AERIAL APPLICATION FLIGHT NEAR DANBURT, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY GARRETT FLYING SERVICES, INC. OF DANBURY TEXAS, UNDER 14 CFR PART 137. THE COMMERICAL PILOT RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL COND ITIONS PREVAILED FOR THE LOCAL FLIGHT AND A FLIGHT PLAN WAS NOT FILED. THE PILOT REPORTED THE AIRCRAFT HAD APPROXIMATELY 2/3 FULL OR FUEL WITH A FILLED HOPPER. HE STATED THAT DURING THE TURN AROUND MANEUVER, THE AIRPLANE ENCOUNTERED A "DUST DEVIL" IN THE RICE FIELD AND STALLED. THE AIRPLANE CAME TO REST INVERTED IN THE RICE FIELD. (.4) ON MAY 15, 2001, AT 1430 CENTRAL DAYLIGHT TIME, A GRUMMAN-SCHWEIZER G-164B, AGRICULTURAL AIRPLANE, N6778K, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED A RICE FIELD WHILE MANEUVERING NEAR ROSHARON, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY GARRETT FLYING SERVICE, INC., OF DANBURY, TEXAS, UNDER 14 CODE OF FEDERAL REGULATIONS PART 137. THE COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT, AND A FLIGHT PLAN WAS NOT FILED. AT 1315, ON THE DAY OF THE ACCIDENT, THE AIRPLANE DEPARTED THE OPERATOR'S AIRSTRIP AT DANBURY, TEXAS, AND FLEW TO THE RICE FIELD NEAR ROSHARON, TEXAS. DURING THE AERIAL APPLICATION FLIGHTS, THE AIRPLANE LANDED AND DEPARTED A DIRT AIRSTRIP AT THE RICE FIELD. ON THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), THE PILOT REPOR TED THE WIND WAS FROM 180 DEGREES AT 15 KNOTS GUSTING TO 18 KNOTS WITH MODERATE TURBULENCE AND DUST DEVILS IN THE AREA. THE FLIGHT DEPARTED THE DIRT AIRSTRIP TO THE EAST, TURNED DOWNWIND AND FLEW ABOUT 500 YARDS, WHEN THE AIRPLANE STARTED LOSING "AIRSPEED AND ALTITUDE." THE PILOT APPLIED FULL POWER AND STARTED DUMPING THE LOAD OF DRY FERTILIZER; HOWEVER, THE "AIRPLANE WOULD NOT RECOVER." THE AIRPLANE IMPACTED THE WET RICE FIELD, THE MAIN LANDING GEAR SUNK INTO THE MUD, AND THE AIRPLANE FLIPPED TO THE INVERTED POSITION BEFORE COMING TO REST. THE VERTICAL STABILIZER, RUDDER, AND TOP WINGS WERE DAMAGED. THE FUSELAGE WAS TWISTED. BOTH MAIN LANDING GEAR COLLAPSED, AND THE RIGHT MAIN LANDING GEAR SEPARATED FROM THE AIRFRAME. 20010515012789I (-23) THE AIRCRAFT WAS BEING PUSHED BACK FROM GATE F2. THE PUSH BACK WAS HAULTED DUE TO A FOOD TRUCK BLOCKING THE AIRCRAFT. THE WING WALKER WAS MOVING THE FOOD TRUCK. THILE THE WING WALKER WAS ABSENT THE PUSH BACK STARTED AND A BAG CART HIT THE LEFT WING LEADING EDGE DEVICE, SCRAPPED THE UNDERSIDE OF THE WING TIP AND BROKE OFF A STATIC DISCHARGE WICK. 20010515015309I (-23)N60GJ, BE-60-A60 LANDED GEAR UP AT JOHN TUNE AIRPORT. PILOT SAID HE PUT THE GEAR DOWN ON DOWN WIND. PILOT SAID HE CHECKED GEAR DOWN ON FINAL. AT THE INCIDENT SCENE THE GEAR APPEARS TO NOT HAVE BEEN DOWN AND LOCKED. THE MAIN LANDING GEAR WHEELS WERE BETWEEN THE AIRCRAFT WHEEL WELLS AND THE GEAR DOORS. THE NOSE GEAR WAS IN THE WHEEL WELL. THE NOSE GEAR DOORS WERE OPEN. IT APPEARS THE GEAR MAY HAVE BEEN IN TRANSIT AT THE TIME OF LANDING. 20010515015799I (-23) AIRCRAFT DEPARTED FOR MAINTENANCE TEST AFTER ADJUSTMENTS ON LANDING GEAR. ON TAKEOFF ROLL, LANDING GEAR RETRACTED. LANDING GEAR HANDLE INADVERTENTLY LEFT IN THE UP POSITION. 20010516008299I (-23)ON MAY 16, 2001, BEECHCRAFT BONANZA N4454D, PILOTED BY THE PILOT, RECEIVED MINOR DAMAGE WHEN HE FAILED TO EXTEND THE LANDING GEAR FOR LANDING AT THE NEW WASILLA AIRPORT. THE AIRCRAFT TOUCHED DOWN THREE-FOURTHS OF THE WAY WAY DOWN RUNWAY 03, SLID APPROXIMATELY 2000 FEET AND CAME TO REST UPRIGHT, BENDING THE FLAPS AND PROPELLER. IN AN INTERVIEW WITH THE PILOT HE SAID THAT HE THOUGHT THAT HE HAD EXTENDED THE LANDING GEAR BUT WAS PUZZLED BY HOW THE AIRCRAFT FLOATED SO FAR DOWN THE RUNWAY. AN EYE WITNESS REPORTED THAT THE LANDING GEAR REMAINED UP THE ENTIRE TIME. MECHANICS REMOVED THE AIRCRAFT FROM THE RUNWAY BY JACKING THE PLANE UP AND EXTENDING THE GEAR; IT CYCLED NORMAL. 20010516009129A (.19)ON MAY 16, 2001, ABOUT 1830 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-32RT-300T, N22467, OPERATED BY THE PILOT WAS SUBSTANTIALLY DAMAGED DURING AN OFF-AIRPORT FORCED LANDING AT PAULDEN, ARIZONA. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE BUSINESS FLIGHT OPERATING UNDER 14 CFR PART 91AND NO FLIGHT PLAN WAS FILED. THE FLIGHT HAD ORIGINATED AT HENDERSON, NEVADA, ABOUT 1715, AND WAS DESTINED FOR SEDONA, ARIZONA. EN ROUTE THE PILOT EXPERIENCED ENGINE VIBRATIONS THAT SUBSEQUENTLY LED TO HIS SHUTTING THE ENGINE DOWN AND PERFORMING AN OFF-AIRPORT LANDING. AN ON-SCENE EXAMINATION REVEALED ENGINE OIL COVERING THE BOTTOM OF THE AIRPLANE. A POST ACCIDENT EXAMINATION OF THE ENGINE REVEALED A CATASTROPHIC INTERNAL FAILURE HAD OCCURRED. FURTHER EXAMINATION REVEALED AN OIL FILTER GASKET WAS PINCHED AND EXTRUDED AROUND THE BASE OF THE OIL FILTER ASSEMBLY ALLOWING ENGINE OIL TO ESCAPE. (-23)THE PILOT STATED A DESCENT FROM 13,500 FT. UPON POWER REDUCTION HE NOTICED A LARGE DROP IN OIL PRESSURE AND A BURNING TYPE SMELL IN THE COCKPIT. APPROX 2 MIN LATER HE NOTED THE OIL PRESSURE WAS STILL DROPPING AND WAS NO OW HEARING KNOCKING NOISES FROM THE ENGINE. A SEVERE VIBRATION FROM THE ENGINE WAS NOW OCCURRING. HE NOTICED THE PROP RPM WAS AT REDLINE OR ABOVE AND HE NO LONGER HAD CONTROL OF THE PROP SPEED. HE CONTACTED PRC TWR AND DECLARED AN EMERGENCY . THE PILOT SHUT DOWN THE ENGINE, FUEL, AND MAGS AND ENTERED A STEEP SPIRAL (60 DEGS, 1500FPM) DUE TO SMOKE IN THE COCKPIT AND OIL SPRAYING ON THE WINDSHIELD. HE LANDED ON A GRASS PASTURE NEAR THE TOWN OF PAULDEN, AZ. THE LANDING WAS UNEVENTFUL. THE AIRCRAFT CAME INTO CONTACT WITH BOULDERS THAT WERW UNDERNEATH THE GRASS. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. NO INJURIES. (.4) ON MAY 16, 2001, ABOUT 1830 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-32RT-300T, N22467, MADE AN OFF-AIRPORT FORCED LANDING FOLLOWING ENGINE VIBRATIONS AND SHUTDOWN NEAR PAULDEN, ARIZONA. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE BUSINESS FLIGHT WAS OPERATED BY THE PILOT UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT HAD ORIGINATED AT HENDERSON, NEVADA, ABOUT 1715, AND WAS DESTINED FOR SEDONA, ARIZONA . EN ROUTE AT 13,500 FEET MEAN SEA LEVEL, THE AIRPLANE EXPERIENCED ENGINE VIBRATIONS THAT SUBSEQUENTLY LED TO THE PILOT SHUTTING THE ENGINE DOWN AND PERFORMING AN OFF-AIRPORT LANDING. DURING THE FORCED LANDING ROLL, THE AIRPLANE HIT BRUSH COVERED ROCKS SUSTAINING SUBSTANTIAL DAMAGE. AN ON-SCENE EXAMINATION REVEALED ENGINE OIL COVERING THE BOTTOM OF THE AIRPLANE. A POST ACCIDENT EXAMINATION OF THE ENGINE REVEALED THAT A CATASTROPHIC MECHANICAL INTERNAL FAILURE HAD OCCURRED. FURTHER EXAMINATION REVEALED AN OIL FILTER GASKET WAS PINCHED AND EXTRUDED AROUND THE OIL FILTER BASE PLATE, ALLOWING ENGINE OIL TO ESCAPE. ON AUGUST 30, 2000, TEXTRON LYCOMING ISSUED MANDATORY SERVICE BULLETIN (SB) MSB-543A FOR THE REPLACEMENT OF OIL FILTER CONVERTER PLATE GASKETS. TIME OF COMPLIANCE WITH THE SB, INITIALLY, WAS BEFORE FURTHER FLIGHT AND EACH 50 HOURS THEREAFTER. ON SEPTEMBER 5, 2000, THE FEDERAL AVIATION ADMINISTRATION (FAA) ISSUED EMERGENCY AIRWORTHINESS DIRECTIVE (AD) AD 2000-18-53 TO MANDATE COMPLIANCE WITH SB MSB-543A. THE AD IS SENT TO MAINTENANCE FACILITIES AND ALL REGISTERED AIRPLANE OWNERS WITH THIS ENGINE MODEL. ON OCTOBER 4, 2000, REVISION 1) WAS ISSUED TO SB543A, IT PROVIDED AN ALTERNATE MEANS OF COMPLIANCE (AMOC). THE REVISION PROVIDED CLARIFICATION OF AFFECTED ENGINES, ELIMINATION OF GASKET P/N LW-13388, AND ELIMINATED THE REQUIREMENT TO REPLACE THE GASKET AT EACH 50 HOURS OF FLIGHT. THE REVISION ALSO PROVIDED FOR MARKING THE CONVERTER PLATE BY VIBROPEENING THE NUMBERS 543 ONTO A DESIGNATED LOCATION OF THE PLATE. THE ACCIDENT PLATE WAS NOT MARKED. ON FEBRUARY 10, 2000, AT A 20010516009149A (.19)ON MAY 16, 2001, AT 1939 CENTRAL DAYLIGHT TIME, A KIRCHNER PIETENPOL AIRCAMPER HOME BUILT AIRPLANE, N25157, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR TULSA, OKLAHOMA. THE AIRPLANE WAS OWNED AND OPERATED BY THE PRIVATE PILOT WHO WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE SAND RIDGE AIRPORT NEAR COLLINSVILLE, OKLAHOMA, AT 1910, AND WAS DESTINED FOR THE RICHARD LLOYD JONES JR. AIRPORT, TULSA, OKLAHOMA. PRELIMINARY INFORMATION INDICATES THAT WHILE EN ROUTE, THE PILOT OBSERVED A RISE IN ENGINE OIL TEMPERATURE. THE PILOT ELECTED TO MAKE A PRECAUTIONARY LANDING AT THE HARVEY YOUNG AIRPORT; HOWEVER, ENGINE RPM DECREASED TO WHERE ALTITUDE COULD NOT BE MAINTAINED, AND THE PILOT INITIATED A FORCED LANDING TO A BEAN FIELD ABOUT ONE MILE NORTHEAST OF THE AIRPORT. DURING THE LANDING, THE AIRPLANE TOUCHED DOWN "HARD," NOSED OVER, AND CAME TO REST INVERTED. EXAMINATION OF THE AIRPLANE BY FAA INSPECTORS WHO RESPONDED TO THE ACCIDENT SITE, REVEALED THAT THE LANDING GEAR HAD COLLAPSED AND PARTIALLY SEPARATED. THE RIGHT WING SPAR OUTBOARD OF THE LIFT STRUT WAS FRACTURED, AND THE VERTICAL STABILIZER WAS DAMAGED. (-23)THE PILOT STATED HE DEPARTED THE COLLINSVILLE, OK AIRPORT ENROUTE TO JENKS, OK. SOON AFTER DEPARTURE HE NOTICED THE OIL TEMPERATURE WAS INDICATING MAXIMUM TEMPERATURE. ALL OTHER INDICATIONS APPEARING NORMAL HE ELECTED TO CONTINUE THE FLIGHT. SHORTLY THEREAFTER THE ENGINE BEGAN LOSING POWER AND THE PILOT ELECTED TO LAND IN A BEAN FIELD APPROXIMATELY ONE MILE NORTHEAST OF HARVEY YOUNG AIRPORT IN TULSA, OK. THE PILOT REPORTED THE AIRCRAFT STALLED AT APPROXIMATELY 10 FEET IN THE AIR AND IMPACTED THE GROUND IN A RIGHT WING LOW ATTITUDE. SUBSTANTIAL DAMAGE WAS SUSTAINED TO THE LANDING GEAR, PROPELLER AND RIGHT WING. THE PILOT VOLUNTARILY DISCLOSED THAT HIS MEDICAL CERTIFICATE WAS INVALID DUE TO A HEART CONDITION. THIS REPORT TO BE AMENDED AFTER ENGINE TEAR DOWN IN ACCOMPLISHED. (.4) ON MAY 16, 2001, AT 1939 CENTRAL DAYLIGHT TIME, A KIRCHNER PIETENPOL AIRCAMPER HOME BUILT AIRPLANE, N25157, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR TULSA, OKLAHOMA. THE AIR PLANE WAS OWNED AND OPERATED BY THE PILOT. THE PRIVATE PILOT, SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE SAND RIDGE AIRPORT NEAR COLLINSVILLE, OKLAHOMA, AT 1910, AND WAS DESTINED FOR THE RICHARD LLOYD JONES JR. AIRPORT, TULSA, OKLAHOMA. WHILE EN ROUTE, THE PILOT OBSERVED A RISE IN ENGINE OIL TEMPERATURE. THE PILOT ELECTED TO MAKE A PRECAUTIONARY LANDING AT THE HARVEY YOUNG AIRPORT; HOWEVER, ENGINE RPM DECREASED TO WHERE ALTITUDE COULD NOT BE MAINTAINED. THE PILOT INITIATED A FORCED LANDING TO A BEAN FIELD ABOUT ONE MILE NORTHEAST OF THE AIRPORT. DURING THE LANDING, THE AIRPLANE TOUCHED DOWN "HARD," NOSED OVER, AND CAME TO REST INVERTED. EXAMINATION OF THE AIRPLANE BY FAA INSPECTORS, WHO RESPONDED TO THE ACCIDENT SITE, REVEALED THAT THE MAIN LANDING GEAR HAD COLLAPSED AND WAS PARTIALLY SEPARATED. THE RIGHT WING SPAR OUTBOARD OF THE LIFT STRUT WAS FRACTURED, AND THE VERTICAL STABILIZER WAS DAMAGED. AN EXAMINATION OF THE CORVAIR AUTOMOTIVE ENGINE, BY THE OWNER, REVEALED A STUCK OIL COOLER THERMOSTAT VALVE. THE THERMOSTAT VALVE WAS FOUND STUCK IN THE POSITION THAT WOULD PREVENT OIL FROM FLOWING THROUGH THE OIL COOLER. ADDITIONALLY, PIECES OF A BROKEN PISTON RING WERE FOUND IN THE ENGINE'S OIL SUMP. ATTEMPTS TO OBTAIN A COMPLETED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT, NTSB FORM 6120.1/2, FROM THE PILOT/OWNER WERE UNSUCCESSFUL. 20010516010779A (.19)ON MAY 16, 2001, AT 1940 CENTRAL DAYLIGHT TIME, A PIPER J-5, N38646, WAS SUBSTANTIALLY DAMAGED WHEN IT NOSED OVER DURING THE LANDING ROLL. THE PILOT AND PASSENGER WERE NOT INJURED. THE 14 CFR PART 91 PERSONAL FLIGHT HAD DEPARTED ST. CHARLES (3SQ), MISSOURI, AT 1930 AND WAS DOING TOUCH AND GO LANDINGS AT AN UNNAMED PRIVATE GRASS AIRSTRIP NEAR BRUSSELS, ILLINOIS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. 20010516010929A (-23)PILOT WAS IN CRUISE AT 600' AGL AND HEARD A BANG. THE HELICOPTER (EXPERIMENTAL HOMEBUILT) STARTED TO YAW. PILOT STARTED TO AUTO-ROTATE AND AT 40 FT. AGL HELICOPTERS STARTED TO ROLL. HE FLEW IT TO THE GROUND AND LANDED STRAIGHT UP. ENGINE WAS RUNNING FOLLOWING IMPACT AND WAS SECURED. PILOT FOUND TAIL DRIVE BELT OFF THE PULLEY AT THE SECONDARY DRIVE UNIT. (.19)ON MAY 16, 2001, AT 1110 CENTRAL DAYLIGHT TIME, A ROTORWAY 162F HELICOPTER, N311RM, OPERATED BY A STUDENT PILOT, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED INTO A FIELD 15 MILES NORTHWEST OF MINNEAPOLIS, MINNESOTA, DURING AN EMERGENCY LANDING. PRIOR TO THE EMERGENCY LANDING ATTEMPT, THE HELICOPTER EXPERIENCED A TAIL ROTOR MALFUNCTION. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91. THERE WAS NO FLIGHT PLAN ON FILE. THE STUDENT PILOT OPERATING THE HELICOPTER REPORTED NO INJURIES. THE LOCAL FLIGHT ORIGINATED FROM THE PILOT'S RESIDENCE AT ROGERS, MINNESOTA, AT 1045. IN HIS WRITTEN STATEMENT, THE STUDENT PILOT SAID THAT HE WAS RETURNING TO ROGERS, MINNESOTA, WHEN HE HEARD A "POP" AND THEN THE HELICOPTER YAWE D LEFT. THE STUDENT PILOT SAID THAT HE LOST PEDAL CONTROL AND ENTERED A TURNING AUTOROTATION. HE SAID THAT AT APPROXIMATELY 35 FEET ABOVE THE GROUND, HE INTRODUCED SOME AFT CYCLIC IN AN ATTEMPT TO PERFORM A RUN ON LANDING. HE SAID THAT THE HELICOPTER "SPUN VIOLENTLY TO [THE] RIGHT". THE STUDENT PILOT SAID HE ADDED FULL LEFT [CONTROL PEDAL] AND DOWN CYCLIC. THE HELICOPTER DROPPED TO THE GROUND. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE HELICOPTER AT THE STUDENT PILOT'S RESIDENCE. THE INSPECTOR OBSERVED THAT BOTH SKIDS WERE COLLAPSED, THE TAIL BOOM WAS BENT UPWARD, THE BOTTOM VERTICAL STABILIZER WAS CRUSHED UPWARD, AND THE TAIL ROTOR WAS BENT AFT. CONTROL CONTINUITY WAS CONFIRMED. AN EXAMINATION OF THE HELICOPTER'S TRANSMISSION REVEALED THAT THE LOWER SHAFT BEARING IN THE SECONDARY DRIVE ASSEMBLY WAS LOOSE. A FIELD TEST OF THE DRIVE ASSEMBLY ALSO SHOWED THE SHORT SHAFT IN THE DRIVE ASSEMBLY WAS SHEARED. 20010516011489I (-23)ORIGINAL DEPARTURE EAGLE, CO, DESTINATION BULLFORG, UT WITH 5 HOURS OF FUEL ON BOARD. FLIGHT FROM EAGLE TO BULLFROG 2 HOURS AND 30 MINUTES. RETURN FLIGHT FROM BULLFROG TO EAGLE, PILOT STATED THAT SHE HAD 2 HOURS AND 30 MINUTES OF FUEL ON BOARD BASED ON THE PREVIOUS FLIGHT. SHE STATED THAT SHE WAS IN CONTACT WITH FLIGHT WATCH AT MOAB, UT, RECEIVED A WX BRIEFING AND HAD TO CIRCUMNAVIGATED STORMS AND HAD FUEL EXHAUSTION 17 MILES SOUTHWEST OF GRAND JUNCTION, CO. INITIATED EMERGENCY LANDING IN FARMERS FIELD. NO INJURIES, MINOR DAMAGE TO THE AIRPLANE. 20010516011599I (-23)ON MAY 16, 2001, APPROXIMATELY 200 CDT, N448AT, A THRUSH S2R-G6 A SINGLE ENGINE AIRPLANE, ON BASE THE PILOT SWITCH THE THROTTLE LEVER TO MID POSITION TO REDUCE POWER ONT HE ENGINE, AT THIS ENGINE WENT TO IDLE AND CAUSE THE AIRPLANE TO DESCENT RAPIDLY AND HIT A COUPLE OF LEVIES AND BRAKE THE TAIL LANDING GEAR OFF FORCING THE AIRCRAFT TO PITCH FORWARD AND STRIKE THE PROPELLER ON THE RUNWAY CAUSING THE RIGHT GEAR TO COLLAPSE AND THE AIRPLANE TO SKIT ON THE RUNWAY AT THE AIR OPERATORS LANDING STRIP IN SAINT CHARLES, ARKANSAS. THE AIRPLANE WAS REGISTERED TO FARMERS AIR INC. THE COMMERICAL, RATED PILOT SUSTAINED NO INJURIES. WEATHER CONDITIONS, PARTLY SUNNY. 20010516011659A (-23)AFTER TAKE OFF AT 400 FT. THE ENGINE RPM STARTED TO DROP SLOWLY. THE PILOT DECREASED MIXTURE SLIGHTLY, ENGINE RPM INCREASED AND THEN THE ENGINE FAILED AND PILOT LANDED IN SOFT FARM FIELD. AFTER LANDING THE AIRCRAFT NOSED OVER ON IT'S TOP. FURTHER INVESTIGATION OF THE AIRCRAFT ENGINE WILL BE COMPLETED BY THE A/W SECTION OF 06/25/2001. 20010516011789A (-23)ON MAY 16, 2001, AT 1100 CST A GLASAIR SH2F, N1490, IMPACTED THE GROUND AFTER INITIATING A TIGHT LEFT TURN DURING FINAL APPROACH TO GREEN BAY, WI. THE PRIVATE PILOT RECEIVED FATAL INJURIES AND THE AIRCRAFT WAS DESTROYED. THE AIRCRAFT WAS BEING OPERATED BY THE OWNER THE PILOT AS A PERSONAL FLIGHT UNDER 14 CFR PART 91, WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL PREVAILED AT THE TIME. (.19)ON MAY 16, 2001, AT 1105 CENTRAL DAYLIGHT TIME, AN EXPERIMENTAL BRAULT GLASAIR SH2F, N1490, WAS DESTROYED WHEN IT IMPACTED THE GROUND DURING A GO-AROUND MANEUVER. THE PILOT WAS FATALLY INJURED. THE 14 PART 91 PERSONAL FLIGHT HAD DEPARTED THE AUSTIN STRAUBLE AIRPORT (GRB), GREEN BAY, WISCONSIN, AT 1056 ON A LOCAL FLIGHT. THE AIRPLANE HAD TURNED BASE TO FINAL WHEN IT WAS GIVEN INSTRUCTIONS TO DO A GO-AROUND. THE PILOT REQUESTED A 360 DEGREE TURN INSTEAD WHICH WAS SUBSEQUENTLY AUTHORIZED BY ATC. THE AIRPLANE IMPACTED THE GROUND IN A NOSE DOWN ATTITUDE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. 20010516013959I (-23) ON WEDNESDAY, MAY 16, 2001, A BOEING B-727-232, N498FE, FEDERAL EXPRESS FLIGHT 1958, WAS ON APPROACH TO SYRACUSE HANCOCK INTERNATIONAL AIRPORT ENROUTE FROM EWR TO SYR. AS THE CREW EXTENDED THE LANDING GEAR AND FLAPS, THE #7 L/E SLAT ACTUATOR EXPERIENCED A HYDRAULIC RUPTURE IN THE SEALING COMPONENTS AND BEGAN TO RAPIDLY LEAK "A" SYSTEM HYDRAULIC FLUID. LOG PAGE 327922 REPORTS "LOSS OF SYS A HYD FLUID AFTER EXTENSION OF GEAR AND FLAPS. QUANTITY WENT TO ZERO ON ROLLOUT. PRESSURE WENT TO ZERO SHORTLY THEREAFTER." THE PILOT STOPPED THE AIRCRAFT ON THE RUNWAY AND MAINTENANCE TOWED THE AIRCRAFT TO THE RAMP WITH A TRACTOR. THE #7 LEADING EDGE FLAP ACTUATOR WAS FOUND TO BE LEAKING AND WAS CHANGED. THIS INCIDENT IS CONSIDERED CLOSED. 20010516013969I (-23) CREW NOTED A LOSS OF OIL PRESSURE IN THE #2 ENGINE WHILE IN CRUISE FLIGHT (AT 17,000 FEET MSL). CREW SHUT DOWN ENGINE AS A PRE-CAUTIONARY MEASURE AND COMPLETED AN UNEVENTFUL LANDING AT HARRISBURG INTERNATIONAL AIRPORT (MDT). NO DAMAGE INCURRED TO ENGINE OR AIRFRAME. NO INJURIES. MAINTENANCE INSPECTION REVEALED A STUCK, OPEN, AIR BREATHER VALVE ASSEMBLY. REPAIR/CLEANING OF VALVE ACCOMPLISHED AND AIRCRAFT WAS RETURNED TO SERVICE. CLOSED, NO FURTHER ACTION REQUIRED. 20010516015439I (-23) WITNESSES SAY THAT UPON EXITING AIRCRAFT ON THE 13TH STUDENT JUMP, MR. BISCHOFBERGER BEGAN TO TUMBLE AND COULD NOT OPEN THE MAIN CHUTE. THE RESERVE CHUTE DEPLOYED AUTOMATICALLY BUT BECAUSE OF THE STUDENT IN THE FETAL POSITION AND THE TUMBLING, THE RESERVE BECAME ENTANGLED AND THE STUDENT IMPACTED THE GROUND. 20010516021099I (-23) ON MAY 16, 2001 THE PILOT TOOK OFF FROM THE KISSIMMEE MUNICIPAL AIRPORT (ISM) TOWARD THE LAKE WALES AREA FOR AN OVERFLIGHT, WHEN UPON RETURNING TO ISM THE PILOT NOTICED THE ENGINE OIL PRESSURE GAUGE INDICATING LOW OIL PRESSURE. WHILE LOSING ALTITUDE, THE PILOT APPLIED FULL THROTTLE WHICH RESULTED IN ENGINE SHUDDER AND HEAVY BLUE SMOKE COMING FROM THE ENGINE. THE PILOT DECLARED AN EMERGENCY AND LANDED THE AIRCRAFT IN A FIELD NEAR HAINES CITY. THE AIRFRAM SUSTAINED NO DAMAGE. ON MAY 18, 2001, INSPECTORS FROM THIS OFFICE INSPECTED THE EXTERIOR OF THE ENGINE WHICH REVEALED A PORTION OF THE #3 CYLINDER CONNECTING ROD HAD PROTRUDED THROUGH THE ENGINE CASING. TO THIS DATE, A SITE FOR A TEAR DOWN INSPECTION HAS NOT BEEN DETERMINED. PILOT'S STATEMENT AND PHOTOS ATTACHED. ON JUNE 18, 2001, AN ENGINE TEARDOWN INSPECTION WAS PERFORMED AT THE ORLANDO FLIGHT TRAINING MAINTENANCE HANGAR. ENGINE TEARDOWN REPORT ATTACHED. 20010516039479A (-23) ON MAY 16, 2001 AT 1:15 PM LOCAL TIME A GRUMMAN G164, N970X, PILOTED BY A COMMERCIAL PILOT WAS SUBSTANTIALLY DAMAGED DURING LANDING AT CASSELTON, ND. THE AIRPLANE GROUND LOOPED AND THE GEAR BUCKLED UPON EXITING THE RUNWAY. VFR CONDITIONS PREVAILED AT THE ACCIDENT TIME AND THERE WERE NO INJURIES SUSTAINED BY THE SOLE OCCUPANT. 20010517008249I (-23)ON 05/17/2001, AIRCRAFT DEPARTED BUF ENROUTE TO JFK, DURING CLIMB AIRCRAFT DEVELOPED A STRONG VIBRATION ABOVE 1270 PRPM. AS PER AOM VOL 1 POWERPLANT PAGE 12, CREW LOCATED THE VIBRATION AS COMING FROM THE #1 ENGINE. AT 1230 PRPM THE ENGINE RAN NORMAL WITH NO OTHER INDICATIONS. CREW DECIDED TO SHUT DOWN THE #1 ENGINE AND DIVERT THE AIRCRAFT TO ALB. AIRCRAFT LANDED ON RWY 19 WITHOUT FURTHER INCIDENT. MAINTENANCE REPORTED THE #1 PROPELLER WAS OUT OF BALANCE. MECHANICS RE-BALANCED THE #1 ENGINE PROPELLER I/A/W SAAB 340 MAINTENANCE MANUAL 61-10-00, AND FOUND THE PROPELLER TO BE WITHIN NORMAL OPERATION LIMITS. MAINTENENCE REQUESTED A FUNCTIONAL CHECK FLIGHT (FCF) TO VERIFY REPRAIR OF #1 ENGINE VIBRATION IN FLIGHT. FCF PROVED TO BE SATISFACTORY. 20010517008369I (-23) ^PRIVACY DATA O^ PIC OF N82HR, A PC-12-45 WAS DISTRACTED DURING PREFLIGHT AND LEFT THE TOW BAR ATTACHED TO THE AIRCRAFT. THE PILOT DEPARTED HARRIS RANCH AGRI-AIRPORT WITH THE TOW BAR STILL ATTACHED. THE PILOT SAID HE DID NOTICE A STRANGE NOISE DURING TAKE OFF, BUT IT QUIT ABOUT HALF WAY THROUGH THE TAKE OFF RUN. AFTER LIFT OFF THE PILOT ATTEMPTED TO RAISE THE GEAR, BUT THE NOSE GEAR WOULD NOT FULLY RETRACT. THE PILOT THEN REALIZED WHAT HAD HAPPENED AND DECIDED TO DIVERT TO FAT INSTEAD OF HIS INTENDED DESTINATION OF SACRAMENTO, CA SO THAT HE COULD MAKE AN EMERGENCY LANDING. THE PILOT SHUT THE AIRCRAFT FUEL SYSTEM DOWN AND FEATHERED THE PROPELLER ON SHORT FINAL TO MINIMIZE DAMAGE TO THE AIRCRAFT. THE TOW BAR CONTACTED THE RUNWAY FIRST AND WAS PUSHED REARWARD ALONG THE FUSELAGE BUT REMAINED ATTACHED. THE AIRCRAFT NOSE WAS HELD OFF THE RUNWAY UNTIL LOSS OF AERODYNAMIC ELEVATOR CONTROL. THE PILOT LET THE NOSE DOWN AND TOW OF THE PROPELLER BLADES IMPACTED THE RUNWAY. THE AIRCRAFT CAME TO A STOP ON THE CENTER-LINE OF THE RUNWAY WITHOUT ANY FURTHER DAMAGE. 20010517009529I (-23)PILOT WAS CLEARED FOR TAKE-OFF AND AT V1 AND ABORT WAS MADE BECAUSE IT WAS BELIEVED THAT LEFT MAIN TIRE HAD GONE FLAT. THE ABORT WAS SUCCESSFUL HOWEVER THE TIRE AND RIM WERE DESTROYED. 20010517009769I (-23)ON MAY 17, 2001 AT APPROXIMATELY 0920 LOCAL TIME, A BEECH SIERRA, BE-23-C24R, N6014L LANDED GEAR UP AT ROGER, ARKANSAS. A FLIGHT CREW OF A LEAR JET, LOCATED ON THE TAXIWAY ADJOURNING THE ACTIVE RUNWAY, INDICATED THE LANDING GEAR OF N6014L APPEARED TO BE "DANGLING" RATHER THAN IN A TRANSITION STATE OF IN THE FULL DOWN POSITION, THE PILOT STATED THAT HE HAD THREE GREEN LIGHTS, INDICATING THE LANDING GEAR WAS IN THE FULL DOWN AND LOCKED POSITION. THE LEARJET FLIGHT CREW INDICATED THE LANDING GEAR OF N6014L COLLAPSED UPON TOUCH DOWN, THE RUNWAY DAMAGE INDICATES THAT SCENARIO. THE WEATHER AT THE TIME OF THE INCIDENT WAS VFR. A FLIGHT PLAN WAS NOT FILED AND A WEATHER BRIEFING WAS NOT OBTAINED. 20010517010259I (-23)AIRCRAFT MADE AN EMERGENCY LANDING ON THE BEACH 1 MILE WEST OF SMITH POINT PARK. NO DAMAGE TO AIRCRAFT, NO INJURIES REPORTED. 20010517010689I (-23)AT CRUISE ALTITUDE OF 3,000 FEET, PILOT NOTICED OIL PRESSURE DROPPING TO ZERO, OIL WAS SPRAYING ON THE WINDSHIELD. PILOT RETARDED THE THROTTLE TO THE START POSITION, THE PROPELLER RPM INCREASED FOR ABOUT 20 SECONDS, FOLLOWED BY THE PROPELLER DETACHING FROM THE ENGINE . THE PILOT GLUIDED THE AIRCRAFT OF THE BEACH AND LANDED WITHOUT FURTHER INCINDENT. 20010517010959A (-23)ON TAKE OFF AT 200 FT AGL RIGHT ENGINE EXPERIENCED A RAPID DECREASE IN POWER. PILOT TRIED TO RE-START. TRIED TO CLEAN AIRCRAFT UP. AIRCRAFT YAWED RIGHT AND NOSE DOWN. PILOT APPLIED LEFT RUDDER. PILOT COULD NOT RECOVER TO LEVEL ATTITUDE. AIRCRAFT IMPACTED TREES ON AIRPORT. (.19)ON MAY 17, 2001, ABOUT 1148 CENTRAL DAYLIGHT TIME, A BEECH 95-C55, N633K, PILOTED BY AN AIRLINE TRANSPORT PILOT, WAS DESTROYED ON IMPACT WITH TREES AND TERRAIN FOLLOWING AN IN-FLIGHT LOSS OF ENGINE POWER ON INITIAL CLIMB OUT FROM RUNWAY 31 (5,200 FEET BY 100 FEET, DRY, ASPHALT) AT ST. CLOUD REGIONAL AIRPORT (STC), NEAR ST. CLOUD, MINNESOTA. THE PERSONAL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT SUSTAINED SERIOUS INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS DESTINED FOR WINSTED MUNICIPAL AIRPORT, NEAR WINSTED, MINNESOTA.DURING A POLICE INTERVIEW, A WITNESS STATED, "HE WAS TAXIING ON THE RUNWAY WITH A STUDENT OF HIS, .... THAT HE OBSERVED THE PLANE TAKING OFF GOING TO AN ESTIMATED HEIGHT OF ABOUT 200 FEET. [THE WITNESS] STATED THE PLANE ALL OF A SU DDEN BEGAN TO BANK, LIKE IT WAS GOING TO MAKE A TURN AND HEAD NORTH. THE PLANE THEN INVERTED AND THEN THE RIGHT WING BEGAN TO DIP UNDER. THE PLANE THEN WENT STRAIGHT DOWN INTO THE WOODED AREA NEXT TO THE RUNWAY." DURING AN INTERVIEW WITH A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE PILOT STATED, "I WAS ABOUT 150' ALTITUDE AND THE RIGHT ENGINE 'ROLLED BACK ON POWER', .... I TRIED TO RE-START THE RIGHT ENGINE BUT HAD NO TIME." THE PILOT STATED THAT "WHEN THE ENGINE ROLLED BACK THAT THE AIRCRAFT YAWED AND THE NOSE STARTED TO DROP." AN ON-SCENE INVESTIGATION WAS CONDUCTED. CONTINUITY WAS ESTABLISHED TO ALL FLIGHT CONTROL SURFACES. CONTROL CONTINUITY WAS ESTABLISHED TO BOTH ENGINES. BOTH ENGINES PRODUCED A THUMB COMPRESSION AT ALL CYLINDERS. A BLUE COLORED FLUID WAS FOUND IN ALL FUEL BLADDERS, IN FUEL LINES TO THE ENGINE DRIVEN FUEL PUMPS, AND IN FUEL LINES TO THE DISTRIBUTION VALVE. 20010517011519I (-23)PILOT ^PRIV^WAS LANDING HIS AMATEUR BUILT/EXPERIMENTAL HART/COZY III AIRCRAFT, REGISTRATION N296MH ON RUNWAY 20, SANTA FE AIRPORT, SANTA FE, NM. THERE WAS ONE PASSENGER ON BOARD THE AIRCRAFT. ON LANDING ROLLOUT THE PASSENGER INADVERTENLY APPLIED PRESSURE TO THE RUDDER PEDALS CAUSING THE AIRCRAFT TO VEER OFF THE RUNWAY. THE PILOT CORRECTED AND RETURNED THE AIRCRAFT TO THE RUNWAY. IN THE TELEPHONE INTERVIEW WITH ^PRIVACY ^ HE STATED THAT THE LOSS OF CONTROL SURPRISED HIM AND AT FIRST DID NOT KNOW WHAT HAPPENED. DURING THE LOSS OF CONTROL THE RIGHT WING TIP CONTACTED THE RUNWAY MARKER SIGN CAUSING EXTENSIVE DAMAGE TO THE SIGN. THERE WAS MINOR DAMAGE TO THE WING TIP. NO INJURIES WERE REPORTED. 20010517012269I (-23) 60 KM NORTH OF EDEN PRAIRIE, MN, PILOT NOTICED LANDING GEAR INDICATOR LITE WAS NOT ILLUMINATED. PILOT TRIED TO CYCLE GEAR SEVERAL TIMES INCLUDING EMERGENCY SYSTEM. EMERGENCY SYSTEM WHEN PUMPED FELT SPONGY. A FLY BY INDICATED THE RIGHT GEAR WAS NOT DOWN. PILOT LANDED WITH OUT INCIDENT. MAINTENANCE ACTION REVEALED THE HYDRAULIC RESERVOIR/PUMP EMPTY. A HYDRAULIC LINE AT THE NOSE GEAR ACTUATOR WAS LEAKING. PILOT NOT CURRENT FOR BFR. IGL1520010051. 20010517013259I (-23) DURING EMERGENCY DESCENT DUE TO PRESSURIZATION PROBLEMS, ENCOUNTERED MODERATE ICING CONDITIONS. UNABLE TO HEAR ZKC ARTCC INSTRUCTIONS DUE TO AIRFRAME ICE BUILD-UP. LOSS OF VERTICAL AND LATERAL SEPARATION OCCURRED DURING DESCENT, BETWEEN LEAR N280R AND MALIBU N405KC. 20010517013519I (-23) AFTER PHONE INTERVIEW, I COUNSELED THE PILOT ABOUT SITUATIONAL AWARENESS AND USING A LANDING CHECK LIST IN THE FUTURE. PILOT WAS OWNER OF THIS AIRCRAFT, AND WAS VERY CHAGRINED ABOUT THIS INCIDENT, (LET ALONE THE EXPENSES). HE WAS FIXED ON AN ERRATIC AIRSPEED INDICATOR AND FORGOT THE GEAR. 20010517014939I (-23) ON MAY 17, 2001 AT 1949 EDT, N827EX, A DEHAVILLAND, DHC-8-102, S/N 390, OPERATED BY ALLEGHENY AIRLINES, LANDED ON RUNWAY 16 AT EDWIN A. LINK/BROOME COUNTY AIRPORT, BINGHAMTON, NY (BGM) AFTER REPORTING A BLOWN LEFT MAIN TIRE ON TAKE-OFF FROM PITTSBURGH INTERNATIONAL AIRPORT, PITTSBURGH, PA. THE PILOT LANDED THE AIRCRAFT AND SHUT DOWN THE ENGINES ON THE RUNWAY. THE AIRPORT TEMPORARILY CLOSED UNTIL AFTER THE PASSENGERS WERE DEPLANED (WITHOUT INJURY), THE BAGGAGE WAS REMOVED, THE ENGINES WERE RESTARTED AND THE PILOT TAXIED TO THE RAMP WITH NO FURTHER INCIDENT. MAINTENANCE PERSONNEL REMOVED AND REPLACE THE INBOARD AND OUTBOARD LEFT MAIN WHEEL AND TIRE ASSEMBLIES, PERFORMED A SPECIAL INSPECTION FOR TIRE BURST AND EXCESSIVE BREAKING, AND RETURNED THE AIRCRAFT TO SERVICE. THIS INCIDENT IS CONSIDERED CLOSED. 20010518008609A (.19)ON MAY 18, 2001, AT 1000 CENTRAL DAYLIGHT TIME, A ROBINSON R22 HELICOPTER, N7087X, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TREES AND TERRAIN FOLLOWING A LOSS OF MAIN ROTOR RPM WHILE MANEUVERING NEAR RAYMONDVILLE, TEXAS. THE COMMERCIAL HELICOPTER PILOT AND HIS PILOT-RATED PASSENGER WERE NOT INJURED. THE HELICOPTER WAS REGISTERED TO THE PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT HAD DEPARTED A PRIVATE RANCH APPROXIMATELY 5 MINUTES PRIOR TO THE ACCIDENT. ACCORDING TO A TELEPHONE INTERVIEW CONDUCTED BY THE NTSB INVESTIGATOR-IN-CHARGE, AND A WRITTEN STATEMENT PROVIDED BY THE PILOT, THE HELICOPTER HAD BEEN IN FLIGHT FOR APPROXIMATELY 5 MINUTES PRIOR TO THE MAIN ROTOR BLADE RPM DECREASE. THE PILOT STATED THAT THE "CLUTCH LIGHT" ILLUMINATED AND THE "LOW ROTOR HORN SOUNDED." THE PILOT ENTERED AN AUTOROTATION; HOWEVER, HE DID "NOT HAVE ENOUGH ALTITUDE" TO CLEAR SOME TREES. THE HELICOPTER CONTACTED THE TREES AND IMPACTED THE GROUND "HARD." ACCORDING TO THE PILOT AND THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT, THE HELICOPTER SUSTAINED STRUCTURAL DAMAGE TO THE TAIL BOOM, THE LANDING SKIDS, AND THE HORIZONTAL STABILIZER. THE MAIN ROTOR BLADES ALSO SUSTAINED DAMAGE FROM CONTACTING THE TREES. THE PILOT STATED THAT THE MAIN ROTOR DRIVE BELTS WERE SEPARATED FROM THE DRIVE WHEELS. (-23)ON MAY 18, 2001, AT APPROXIMATELY 1000 CDT, A 1998 ROBINSON R-22 HELICOPTER, N7087X, OWNED AND PILOTED BY THE PILOT OF ^PRIVACY DATA O^ CRASHED IN A FIELD ON THE HACIENDA CAMPO ALEGRE RANCH 12 MILES EAST OF RAYMONDVILLE, TEXAS. THE R-22 HELICOPTER APPEARS TO HAVE SUSTAINED SUBSTANTIAL DAMAGE IN THE CRASH. AT THE TIME OF THE CRASH, THERE WERE TWO PEOPLE ON BOARD, THE PILOT AND A PASSENGER, ^PRIVACY DATA OMITT^. THERE WAS NO DAMAGE OR INJURY TO PERSONS ON THE GROUND. THERE WAS NO FIRE. THERE WAS NO NMAC. 20010518010009A (.19)ON MAY 18, 2001, AT 1351 HOURS PACIFIC DAYLIGHT TIME, A LUSCOMBE 11A, N1606B, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A FORCED LANDING NEAR APPLE VALLEY, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY A LOSS OF ENGINE POWER DURING CRUISE. THE AIRLINE TRANSPORT PILOT WAS OPERATING THE BORROWED AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND HIS PASSENGER SUSTAINED MINOR INJURIES. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED GLENDALE, ARIZONA, AT AN UNKNOWN TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. AIR TRAFFIC CONTROLLERS WITH THE LOS ANGELES AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) WERE PROVIDING THE PILOT WITH FLIGHT FOLLOWING. THE PILOT TOLD THE CONTROLLER THAT HE WAS OUT OF FUEL AND WOULD BE MAKING A FORCED LANDING. A RESPONDING SAN BERNADINO SHERIFF'S DEPARTMENT DEPUTY STATED THAT HE OBSERVED NO FUEL IN EITHER OF THE AIRPLANE'S FUEL TANKS OR ON THE GROUND BENEATH THE AIRPLANE. HE ALSO STATED THAT THE AIRPLANE'S WINGS SHOW INDICATIONS OF BRUSHING AGAINST VEGETATION, THE PROPELLER WAS BENT AT BOTH TIPS, AND THE LANDING GEAR WAS SHEARED OFF. (-23) N1606B SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A FORCED LANDING NEAR APPLE VALLEY, CA. THE AIRCRAFT LOST ENGINE POWER AFTER REPORTEDLY EXPERIENCING TURBULENCE WHILE DESCENDING THROUGH THE ALTITUDE OF 6500 FEET MSL TO LAND AT APPLE VALLEY AIRPORT. THE ENGINE COULD NOT BE RESTARTED BEFORE THE FORCED LANDING. (.4) ON MAY 18, 2001, AT 1400 HOURS PACIFIC DAYLIGHT TIME (PDT), A LUSCOMBE 11A, N1606B, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT WAS FORCE LANDED NEAR APPLE VALLEY, CALIFORNIA. THE FORCED LANDING WAS PRECIPITATED BY A LOSS OF ENGINE POWER DURING CRUISE. THE AIRPLANE WAS OPERATED BY THE AIRLINE TRANSPORT PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91, AND SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT AND HIS PILOT-RATED PASSENGER SUSTAINED MINOR INJURIES. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED GLENDALE, ARIZONA, AT 1130 PDT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT WAS SCHEDULED TO TERMINATE AT THE COLUMBIA AIRPORT, COLUMBIA, CALIFORNIA. ACCORDING TO THE PILOT'S WRITTEN STATEMENT TO THE SAFETY BOARD, HE STATED THAT THERE WERE NO DISCREPANCIES NOTED WITH THE PREFLIGHT INSPECTION, TAKEOFF, CLIMB, AND CRUISE PORTIONS OF THE FLIGHT. HE INDICATED THAT HE CHECKED FUEL AND TIME OVER TWENTY-NINE PALMS, CALIFORNIA, AND ASKED THE LOS ANGELES AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) AIR TRAFFIC CONTROLLER HOW FAR HE WAS FROM APPLE VALLEY. ARTCC INFORMED HIM HE WAS 18 MILES AWAY. THE PILOT REPORTED THAT IT WAS HIS INTENTION TO LAND AT APPLE VALLEY FOR FUEL AND LUNCH. HE STARTED HIS DESCENT FROM 8,500 MSL TO 6,500 FEET MSL, WHERE HE ENCOUNTERED LIGHT TO MODERATE TURBULENCE. HE NOTED THAT THE FUEL GAGE WAS FLUCTUATING, WHICH INDICATED TO HIM THAT THE FUEL WAS SLOSHING AROUND IN THE TANK. THE PILOT REPORTED THAT THE ENGINE QUIT. HE SUSPECTED THAT THE FUEL LINE HAD BEEN UNCOVERED AND AIR HAD GOTTEN INTO THE FUEL LINE CAUSING VAPOR LOCK. HE "PUMPED" THE THROTTLE "THINKING I MIGHT GET THE FUEL MOVING BACK INTO THE CARBURETOR TO GET THE ENGINE STARTED AGAIN." HE STATED THAT HE PICKED A PLACE TO LAND AFTER HIS UNSUCCESSFUL ATTEMPT TO RESTART THE ENGINE. HE CHOSE A SMALL DIRT ROAD; HE INDICATED THAT HIS ONLY PROBLEM WAS A PAVED ROAD WITH POLES THAT WAS PARALLEL TO THE DIRT ROAD. HE SETUP FOR THE FORCED LANDING. AT 20 MPH HE PUSHED THE AIRPLANE'S NOSE OVER TO LAND IN A LEVEL ATTITUDE WITH SOME FORWARD MOVEMENT. THE PILOT STATED THAT HE DID THIS TO LESSEN THE DOWNWARD DIRECTION OF THE AIRPLANE AND TO SLOW IT DOWN ENOUGH TO BE ABLE TO STOP BEFORE HITTING THE POLES. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, CONTROLLERS FROM ARTCC WERE PROVIDING THE PILOT WITH FLIGHT FOLLOWING. THE PILOT INFORMED THE ARTCC CONTROLLER THAT HE WAS OUT OF FUEL AND W 20010518010459A (-23)DURING LANDING ATTEMPT AT BUCHANAN FIELD AIRPORT ON RUNWAY 32R AT "C" INTERSECTION, PILOT "GROUND LOOPED" AIRCRAFT. PILOT RECEIVED A CROSSWIND AND BOUNCED THE AIRCRAFT CAUSING IT TO VEER SIDEWAYS COLLAPSING THE RIGHT MAIN LANDING GEAR WITH THE AIRCRAFT COMING TO REST FACING THE APPROACH END OF 32R WITH THE RIGHT WING TIP RESTING ON THE RUNWAY. NO INJURIES. NO PROPERTY DAMAGE. SUBSTANTIAL DAMAGE TO AIRCRAFT. 20010518010679I (-23)PILOT BOUNCED THE AIRCRAFT ON LANDING AND THEN ON RECOVERY LANDED NOSE FIRST BREAKING OFF THE NOSE WHEEL FORK. 20010518010919A (-23)PILOT REPORTED LOSING POWER IN BOTH ENGINES 27 N.M. NW OF HILO, HI., WITH SURGING JUST PRIOR TO FAILURE. PILOT AND PASSENGERS REPORTED PILOT ATTEMPTED TO SWITCH FUEL TANKS, TURN ON FUEL BOOST PUMP, AND THE FRONT ENGINE RAN FOR A FEW SECONDS. A PASSENGER POINTED OUT A LANDING AREA, BUT PILOT ELECTED TO LAND ON THE WATER, DUE TO CONCERNS ABOUT TERRAIN. PILOT ATTEMPTED TO SWICH TO AUXILLERY FUEL, STATING THAT HE FELT A COUPLE OF GALLONS WERE AVAILABLE IN EACH AUXILLERY TANK. REPEATED FUEL SAMPLE CHECKS OF AUX TANKS WOULD EVENTUALLY DEPLETE AUX FUEL RESERVES AS AUX TANKS WERE NOT REFUELED. REFUELING RECORDS INDICATE THAT AIRCRAFT (MAINS) WERE REFUELED WITH PROPER AMOUNT FOR THE FLIGHT. AIRCRAFT REMAINS IN APPROXIMATELY 150 FT. OF WATER. (.19) ON MAY 18, 2001, AT 0816 HOURS HAWAIIAN STANDARD TIME, A CESSNA 337C, N2479S, EXPERIENCED A LOSS OF ENGINE POWER AND DITCHED IN THE OCEAN OFF THE COAST OF LAUPAHOEHOE, HAWAII. THE AIRPLANE WAS OPERATED BY MOKULELE FLIGHT SERVICE, INC., UNDER THE PROVISIONS OF 14 CFR PART 135 AS AN ON-DEMAND AIR TAXI FLIGHT. THE COMMERCIAL PILOT AND FIVE PASSENGERS WERE NOT INJURED. T HE AIRPLANE SANK IN DEEP WATER AND IS PRESUMED TO BE SUBSTANTIALLY DAMAGED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SIGHTSEEING, LOCAL AREA FLIGHT, AND A COMPANY VISUAL FLIGHT RULES (VFR) FLIGHT PLAN HAD BEEN FILED. ACCORDING TO HILO AIR TRAFFIC CONTROL (ATC) PERSONNEL, RADAR SERVICES WERE TERMINATED WITH THE ACCIDENT AIRPLANE ABOUT 0806 AFTER THE AIRPLANE HAD TRANSITIONED THROUGH THE HILO TERMINAL AREA. THE PILOT WAS INSTRUCTED TO SQUAWK VFR AND A FREQUENCY CHANGE WAS APPROVED. THE PILOT SWITCHED TO A UNICOM FREQUENCY, AND AT 0814, A COMPANY AIRPLANE REPORTED TO HILO ATC THAT HE HAD HEARD A MAYDAY CALL ON THE UNICOM FREQUENCY AND THAT THE AIRPLANE HAD CRASHED INTO THE WATER ABEAM LAUPAHOEHOE. FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS INTERVIEWED THE PILOT AND PASSENGERS. THE PILOT AND PASSENGERS REPORTED THAT BOTH ENGINES QUIT AT THE SAME TIME. THE PILOT REPORTED THAT THE ENGINES SURGED FOR SEVERAL SECONDS AND HE ADVANCED THE THROTTLES, MIXTURES, AND PROPELLERS. HE PLACED THE BOOST PUMPS ON HIGH AND SWITCHED TO THE AUXILIARY TANKS. THE PILOT REPORTED THAT THE FRONT ENGINE RAN FOR SEVERAL SECONDS AND THEN QUIT. HE MADE A MAYDAY CALL ON UNICOM AND LANDED STRAIGH T AHEAD. THE PILOT STATED THAT THE PASSENGERS WERE WEARING THEIR LIFE PRESERVERS DURING THE FLIGHT. AFTER LANDING HE CRACKED OPEN THE DOORS. THE PILOT EXITED THROUGH THE FRONT WINDSHIELD, WHICH HAD BROKEN ON LANDING. HE SWAM AROUND TO THE RIGHT SIDE TO MAKE SURE THAT ALL THE PASSENGERS WERE ABLE TO MAKE IT OUT. THE LEFT REAR PASSENGER STRUGGLED WITH HER SEAT BELT, BUT WAS ABLE TO MAKE IT OUT OF THE AIRPLANE UNASSISTED. THE FAA INSPECTORS ALSO INTERVIEWED THE OWNER, REFUELER, AND DIRECTOR OF MAINTENANCE OF THE COMPANY. THE AIRPLANE WAS REFUELED THE NIGHT BEFORE WITH 44 GALLONS OF FUEL. THE REFUELER VISUALLY CHECKED THAT THE FUEL WAS JUST BELOW THE TOP, ABOUT 1 INCH, WHICH SHOULD BE 75 GALLONS. THE PILOT STATED THAT HE ONLY CHECKED THE FUEL GAGES AND DID NOT VISUALLY VERIFY THE FUEL QUANTITY. THE PILOT FURTHER INDICATED THAT HE BELIEVED THERE WERE SEVERAL GALLONS OF FUEL IN THE AUXILIARY TANKS. WHEN THE ENGINES QUIT, HE SWITCHED TO THE AUXILIARY TANKS. A TOUR HELICOPTER CIRCLED THE AREA AND DROPPED LIFE PRESERVERS. THE COUNTY RESCUE SERVICES HELICOPTER HAD EVERYONE OUT OF THE WATER AND TO THE NEAREST HOSPITAL 15 MINUTES AFTER THE ACCIDENT. 20010518011389I (-23)DAL, FLIGHT 1144, A MD-90 AIRCRAFT, IMMEDIATELY AFTER TOUCHDOWN ON 19R AT SNA, BLEW THE RIGHT OUTBOARD MLG TIRE. THE RIGHT OUTBOARD TIRE FAILURE WAS CUASED BY A FAULT FAILURE IN THE ANTISKID BOX. AFTER TIRE FAILURE, WHEEL ROTATION AND SHREDDED RUBBER CAUSE THE FOLLOWING DAMAGE: RIGHT MLG DOOR TORN OFF, RIGHT SIDE OF MLG SPLAH GUARD BROKEN OFF, WING PANEL AND SKIN OF LOWER RIGHT WING ABOVE MLG FACTURE AND SOME SKIN SEPARTION. THE TORN OFF PIECE OF TIRE OR OTHER PARTS WAS THROWN FORWARD AND UNDER THE AIRCRAFT AND CAME DOWN THE LEFT SIDE OF THE AIRCRAFT CAUSING DAMAGE TO THE HYDRAULIC ACCESS DOOR AND SKIN. THE LEFT OUTBOARD MLG TIRE WAS ALSO DAMAGED AND THE DAMAGE MAY HAVE BEEN CAUSED BY THIS PART. 20010518013149I (-23) DURING FLAP RETRACTION AFTER TAKE OFF, THE OUTBOARD FLAPS STUCK BETWEEN 2 AND 5 DEGREES. THE FLIGHT CREW DECLARED AN EMERGENCY, AND FOLLOWED THE CHECKLIST FOR SPLIT TRAILING EDGLE FLAPS. MAINTENANCE REPLACED THE OUTBOARD FLAP POSITION INDICATOR. 20010518013319I (-23) THE REGIONAL OFFICE NOTIFIED THE LUBBOCK FSDO 5/25/01 OF THIS INCIDENT. THE PILOT, WITH PASSENGER DEPARTED AMARILLO, TX (TDW) ON LOCAL FLIGHT. THE WINDS WERE REPORTED AS LIGHT AND VARIABLE. DURING THE APPROACH TO RUNWAY 17, THE PILOT LANDED LONG AND LOST DIRECTIONAL CONTROL. THE PILOT RAN OFF THE RUNWAY AT MID FIELD AND STRUCK A FENCE SHEARING OFF THE LEFT GEAR AND INCURRING A PROP STRIKE. THERE WERE NO INJURIES TO THE PILOT OR PASSENGER. ^PRIVACY DATA OMITTED^ . NO FURTHER ACTION NECESSARY AT THIS TIME. 20010518014199A (.19)ON MAY 18, 2001, AT AN UNDETERMINED TIME BETWEEN 1030 AND 1115 HOURS PACIFIC DAYLIGHT TIME, A BEECH D45, N8NV, OWNED BY THE UNITED STATES NAVY AND OPERATED BY THE NORTH ISLAND NAVY FLYING CLUB, SAN DIEGO, CALIFORNIA, IMPACTED RISING TERRAIN WHILE MANEUVERING IN A VALLEY ABOUT 6 MILES SOUTH OF JULIAN, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE PERSONAL FLIGHT, AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS DESTROYED BY IMPACT FORCES AND A POST IMPACT FIRE. THE FRONT SEATED PRIVATE PILOT AND THE REAR SEATED PILOT-RATED PASSENGER WERE FATALLY INJURED. THE FLIGHT ORIGINATED FROM NAS NORTH ISLAND, AT 1011. THE GLOBAL POSITIONING SATELLITE COORDINATES FOR THE ESTIMATED 3,400-FOOT MEAN SEA LEVEL (MSL) ELEVATION ACCIDENT SITE ARE ABOUT 32 DEGREES 59.730 MINUTES NORTH LATITUDE BY 116 DEGREES 39.553 MINUTES WEST LONGITUDE. THE AIRPLANE WAS FOUND IN AN UPRIGHT ATTITUDE, ON A 345-DEGREE MAGNETIC HEADING AND ON ROCKY, MOUNTAINOUS TERRAIN, HAVING AN UPSLOPE ANGLE ESTIMATED AT 15 DEGREES. HIGHER ELEVATION TERRAIN WAS EVIDENT ON THE MOUNTAINSIDE AHEAD AND TO THE EAST AND WEST OF THE MAIN WRECKAGE. TERRAIN TO THE SOUTH OF THE WRECKAGE WAS LOWER IN ELEVATION. EVIDENCE OF ALL FLIGHT CONTROL SURFACES WAS NOTED ALONG WITH THE MAIN WRECKAGE IN THE IMPACT AREA. THE FUSELAGE AND EMPENNAGE WERE CONSUMED BY FIRE. THE ENGINE, WITH ONE ATTACHED PROPELLER BLADE, WAS FOUND NEXT TO A TREE ABOUT 115 FEET WEST-SOUTHWEST OF THE MAIN WRECKAGE. THE SECOND PROPELLER BLADE WAS FOUND ON ROCKS ABOUT 70 FEET SOUTHEAST OF THE MAIN WRECKAGE. BOTH PILOTS WERE FOUND IN THE COCKPIT. NO EVIDENCE OF PARACHUTES WAS FOUND. THE ENGINE SUSTAINED IMPACT DAMAGE AND THE CASE WAS CRACKED IN SEVERAL LOCATIONS. NO EVIDENCE OF A PREIMPACT OIL LEAK WAS NOTED. THE CRANKSHAFT WAS ROTATED AND THE CONTINUITY OF THE VALVE AND GEAR TRAIN WAS CONFIRMED. COMPRESSION WAS NOTED IN ALL CYLINDERS EXCEPT NUMBER SIX, WHICH WAS IMPACT DAMAGED. THE ENGINE SUSTAINED IMPACT DAMAGE AND THE CASE WAS CRACKED IN SEVERAL LOCATIONS. NO EVIDENCE OF A PREIMPACT OIL LEAK WAS NOTED. THE CRANKSHAFT WAS ROTATED AND THE CONTINUITY OF THE VALVE AND GEAR TRAIN WAS CONFIRMED. COMPRESSION WAS NOTED IN ALL CYLINDERS EXCEPT NUMBER SIX, WHICH WAS IMPACT DAMAGED. BOTH PROPELLER BLADES WERE OBSERVED DEFORMED INTO AN "S" SHAPE. ALSO, THE LEADING EDGE OF BOTH BLADES WAS OBSERVED GOUGED AND THE BLADE TIPS WERE BROKEN OFF. (-23) THE AIRCRAFT CAME TO REST ON A 15 DEGREE INCLINE IN A SHALLOW BOX CANYON, SUBSTANTIAL PORTIONS OF THE WRECKAGE WERE CONSUMED BY POST CRASH FIRE. AIRFRAME MAJOR COMPONENTS INCLUDING FLIGHT CONTROLS WERE INTACT AT IMPACT. THE AIRCRAFT STRUCK THE TERRAIN IN A NEAR WINGS LEVEL PROFILE, SLIGHTLY LEFT WING LOW. THERE WAS NO EVIDENCE OF FORWARD INERTIA, OR ROTATIONAL FORCES FOUND AT THE ACCIDENT SITE. PROPELLER BLADE INSPECTION INDICATED THAT THE ENGINE WAS TURNING ON IMPACT. THE ENGINE AND PROPELLER DEPARTED THE AIRCRAFT AT IMPACT, APPROXIMATELY 90 DEGREES TO THE NOSE SLIGHTLY AFT, DEPOSITING DEBRIS OVER AN AREA, 215 FEET BEYOND THE CRASH SITE. POST CRASH INSPECTION OF THE ENGINE FOUND CRANKSHAFT CONTINUITY, WITH CORRESPONDING ACCESSORY GEAR OPERATION. BOTH OCCUPANTS DIED FROM BLUNT TRAUMA FORCES AND BURNS SUSTAINED IN THE POST CRASH FIRE. 20010518018039A (-23) THE PILOT STATED THAT WHEN HE TOOK OFF, THE AIRCRAFT ENGINE QUIT AT ABOUT 100 TO 200 FEET AGL. THE AIRCRAFT HIT A FENCE AND SUSTAINED SUBSTANTIAL DAMAGE TO THE RIGHT WING, FUSELAGE, PROPELLER AND RIGHT LANDING GEAR. SUBSEQUENT INVESTIGATION REVEALED THE FUEL SELECT LEVER WAS IN THE OFF POSITION. THE PILOT STATED THAT HE HAD RECENTLY BEEN FLYING CESSNA AIRCRAFT AND THAT THE LEVER APPEARED TO BE IN THE CORRECT LOCATION. IT IS THE INTENTION OF THIS OFFICE TO RE-EXAM MR. ROVEY UNDER THE 44709 ACT. (.19) ON MAY 18, 2001, AT 1030 HOURS MOUNTAIN STANDARD TIME, A PIPER PA18-150, N8524Y, LOST POWER ON TAKEOFF AND MADE A FORCED LANDING IN AN OPEN FIELD. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE ON THE LANDING ROLLOUT AFTER IT STRUCK THE AIRPORT PERIMETER FENCE AT THE EL TIRO GLIDERPORT, TUCSON, ARIZONA. THE AIRPLANE WAS OPERATED BY THE TUCSON SOARING CLUB, INC., UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT. NO FLIGHT PLAN HAD BEEN FILED. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED THE PILOT. THE PILOT STATED THAT THIS WAS THE FIRST FLIG HT OF THE DAY PRIOR TO TOWING GLIDERS, TO MAKE SURE THAT THE AIRPLANE WAS WORKING PROPERLY. HE CONDUCTED A PREFLIGHT, WHICH INCLUDED VISUALLY VERIFYING THAT THE FUEL SELECTOR WAS IN THE PROPER POSITION. THE PILOT SAW THE FUEL SELECTOR POINTING TOWARDS THE LEFT AND IT DID NOT REGISTER THAT IT WAS IN THE OFF POSITION. NO DISCREPANCIES WERE NOTED DURING THE STARTUP, RUN-UP OR TAKEOFF ROLL. ABOUT MIDFIELD THE ENGINE STARTED TO SPUTTER AND QUIT. THE PILOT ATTEMPTED TO SLIP THE AIRPLANE TO LAND INSIDE THE AIRPORT PERIMETER FENCE. HE STATED THAT DURING THE SLIP THE ENGINE CAUGHT AND PROVIDED ENOUGH POWER THAT HE WAS UNABLE TO MAKE THE LANDING AND STRUCK THE PERIMETER FENCE. THE PILOT STATED THAT HE HAD BEEN FLYING A CESSNA 120 THAT HAS A SIMILAR LOOKING FUEL SELECTOR, BUT OPERATES OPPOSITE OF THE ACCIDENT AIRPLANE. HE FURTHER INDICATED THAT THE AIRPLANE HAD BEEN REFUELED THE NIGHT BEFORE AND NO MECHANICAL ANOMALIES WERE NOTED WITH THE AIRPLANE. (.4) ON MAY 18, 2001, AT 1030 HOURS MOUNTAIN STANDARD TIME, A PIPER PA18-150, N8524Y, LOST POWER ON TAKEOFF AND MADE A FORCED LANDING IN AN OPEN FIELD. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE ON THE LANDING ROLLOUT AFTER IT STRUCK THE AIRPORT PERIMETER FENCE AT THE EL TIRO GLIDERPORT, TUCSON, ARIZONA. THE AIRPLANE WAS OPERATED BY THE TUCSON SOARING CLUB, INC., UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL FLIGHT. NO FLIGHT PLAN HAD BEEN FILED. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED THE PILOT. THE PILOT STATED THAT THIS WAS THE FIRST FLIGHT OF THE DAY PRIOR TO TOWING GLIDERS, TO MAKE SURE THAT THE AIRPLANE WAS WORKING PROPERLY. HE CONDUCTED A PREFLIGHT, WHICH INCLUDED VISUALLY VERIFYING THAT THE FUEL SELECTOR WAS IN THE PROPER POSITION. THE PILOT SAW THE FUEL SELECTOR POINTING TOWARDS THE LEFT, AND IT DID NOT REGISTER THAT IT WAS IN THE OFF POSITION. NO DISCREPANCIES WERE NOTED DURING THE STARTUP, RUN-UP, OR TAKEOFF ROLL. IN THE PILOT'S WRITTEN STATEMENT TO THE SAFETY BOARD, HE STATED THAT WHEN THE ENGINE QUIT, ABOUT 200-300 FEET OFF THE GROUND, HE APPLIED FULL FLAPS AND ATTEMPTED TO "SLIP" THE AIRPLANE DOWN TO LAND ON THE REMAINING RUNWAY. HE ALSO STATED THAT HE DID NOT BELIEVE THAT HE HAD ENOUGH ALTITUDE TO MAKE A TURN BACK TO LAND ON RUNWAY 26. WHEN HE NOSED THE AIRPLANE DOWN DURING THE SLIP, THE ENGINE CAUGHT AND "SURPRISED" HIM BECAUSE IT WAS PRODUCING POWER. HE STATED THAT HE STOPPED THE SLIP "IN HOPES" OF MAKING IT OVER THE PERIMETER FENCE. HE CHECKED TO MAKE SURE THE MIXTURE WAS RICH AND PLACED HIS HAND ON THE FUEL SELECTOR. HE FOUND THAT IT WAS SLIGHTLY OUT OF POSITION, AND MOVED THE SELECTOR INTO THE DETENT WITH THE HANDLE FACING FORWARD. HE REPORTED THAT THE 20010518019959I (-23) PILOT WAS ON A PERSONNEL FLIGHT FROM WICHITA, KS, TO DALLAS, TX, WHEN WITHIN 10 MILES FROM TINKER AFB THE PILOT LOST ALL POWER. THE PILOT DECLARED AN EMERGENCY AND LANDED SAFELY AT TINKER AIR FORCE BASE. THERE WERE NO INJURIES TO THE PILOT. INSPECTION OF THE AIRCRAFT ENGINE FOUND A LARGE HOLE IN THE TOP OF THE ENGINE FROM FAILURE INSIDE THE ENGINE. 20010518020349A (.19) ON MAY 18, 2001, AT 0940 CENTRAL DAYLIGHT TIME, A EUROCOPTER AS-350-B2 HELICOPTER, N311TV, WAS SUBSTANTIALLY DAMAGED DURING AN APPROACH WHEN IT IMPACTED THE HELIPAD ON THE CHANNEL 11 TELEVISION BUILDING IN HOUSTON, TEXAS. THE HELICOPTER WAS REGISTERED TO AND OPERATED BY U.S. HELICOPTERS INC., OF MARSHVILLE, NORTH CAROLINA. THE COMMERCIAL PILOT, SOLE OCCUPANT OF THE HELICOPTER, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE CHANNEL 11 HELIPAD. ACCORDING TO THE PILOT, HE WAS MAKING AN APPROACH TO THE HELIPAD, AND WAS 15-20 FEET ABOVE THE HELIPAD, WHEN THE HELICOPTER EXPERIENCED A "HYDRAULIC FAILURE." HE STATED THAT THE HYDRAULIC WARNING LIGHT ON THE CAUTION PANEL ILLUMINATED; HOWEVER, THE WARNING HORN DID NOT ACTIVATE. SUBSEQUENTLY, THE HELICOPTER IMPACTED THE HELIPAD WITH THE RIGHT SKID, ROLLED OVER TO THE RIGHT, AND CAME TO REST ON ITS RIGHT SIDE. ACCORDING TO THE FAA INSPECTORS AND A REPRESENTATIVE FROM AMERICAN EUROCOPTER, WHO EXAMINED THE HELICOPTER AND THE ACCIDENT SITE, THE MAIN ROTOR BLADES WERE DAMAGED. THE ENGINE MOU NTS AND THE SKIDS SUSTAINED DAMAGE, AND THE TAIL ROTOR DRIVE SHAFT SEPARATED. (-23) ON MAY 18, 2001, AT 0940 CENTRAL DAYLIGHT TIME, A EUROCOPTER AS-350-B2 HELICOPTER, N311TV, WAS SUBSTANTIALLY DAMAGED DURING AN APPROACH WHEN IT IMPACTED THE HELI-PAD ON THE CHANNEL 11 TELEVISION BUILDING IN HOUSTON, TEXAS. THE HELICOPTER WAS REGISTERED TO AND OPERATED BY U.S. HELICOPTERS INC., OF MARSHVILLE, NORTH CAROLINA. THE COMMERCIAL PILOT, SOLE OCCUPANT OF THE HELICOPTER, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATION PART 91 BUSINESS FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE CHANNEL 11 HELI-PAD. ACCORDING TO THE PILOT HE WAS MAKING AN APPROACH TO THE HELI-PAD, AND WAS 15-20 FEET ABOVE THE HELEPAD, WHEN THE HELICOPTER EXPERIENCED A "HYDRAULIC FAILURE." HE STATED THAT THE HYDRAULIC WARNING LIGHT ON THE CAUTION PANEL ILLUMINATED; HOWEVER, THE WARNING HORN DID NOT ACTIVATE. SUBSEQUENTLY, THE HELICOPTER IMPACTED THE HELI-PAD WITH THE RIGHT SKID, ROLLED OVER TO THE RIGHT, AND CAME TO A REST ON ITS RIGHT SIDE. THE MAIN ROTOR BLADES WAS DE STROYED, ENGINE MOUNTS AND THE SKIDS SUSTAINED DAMAGE, AND THE TAIL ROTOR SHAFT SEPARATED. (.4) THE HELICOPTER WAS ON FINAL APPROACH, APPROXIMATELY 15 FEET ABOVE THE ROOF TOP HELIPAD, WHEN THE HELICOPTER'S CONTROLS "BECAME VERY STIFF." THE PILOT OBSERVED THE "HYD" LIGHT ON THE CAUTION PANEL ILLUMINATED; HOWEVER, THE AUDIBLE HYDRAULIC WARNING HORN DID NOT ACTIVATE. SUBSEQUENTLY, THE HELICOPTER IMPACTED THE HELIPAD WITH THE RIGHT SKID, AND ROLLED ONTO ITS RIGHT SIDE. EXAMINATION OF THE HELICOPTER'S COCKPIT REVEALED THAT THE HYDRAULIC CUT-OFF SWITCH, WHICH IS LOCATED ON THE COLLECTIVE CONTROL, WAS FOUND IN THE CUT-OFF POSITION AND ITS RED PLASTIC GUARD WAS BROKEN (WHEN THE SWITCH IS IN THE CUT-OFF POSITION THE HYDRAULIC WARNING HORN WILL NOT SOUND). THE COCKPIT WAS EXAMINED FOR SHATTERED PIECES OF THE GUARD; HOWEVER, NONE WERE FOUND. THE HYDRAULIC SYSTEM WAS EXAMINED AND NO LEAKS WERE NOTED. A FUNCTIONAL TEST OF THE HYDRAULIC PUMP AND REGULATOR/MANIFOLD REVEALED NO ANOMALIES WITH EITHER UNIT. 20010518020859I (-23) AIRCRAFT LANDED WITH GEAR UP. PILOT STATED THAT HE HEARD THE PROP STRIKING THE RUN WAY BUT NEVER HEARD THE GEAR UP SIGNAL. A LETTER REQUESTING RE-EXAMINATION OF THE PILOT'S COMPETENCE HAS BEEN MAILED. 20010518038909A (-23) DURING APPROACH TO RUNWAY 24 AT ISP, N270TC EXPERIENCED DUAL ENGINE FAILURE. AIRCRAFT IMPACTED WOODED AREA 1/4 MILE EAST OF RUNWAY 24 THRESHOLD. AIRCRAFT WAS DESTROYED WITH NO POST IMPACT FIRE. INJURIES WERE SUSTAINED BY BOTH FLIGHT CREW MEMBERS, THERE WAS NO PASSENGERS ON BOARD. 20010519010049A (.19)ON MAY 19, 2001, AT 0900 CENTRAL DAYLIGHT TIME, A CESSNA 150G, N2808S, COLLIDED WITH TREES AND BURST INTO FLAMES DURING CLIMB OUT FROM A PRIVATE AIRSTRIP NEAR PELL CITY, ALABAMA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT AND HIS PASSENGERS RECEIVED MINOR INJURIES. THE AIRPLANE WAS DESTROYED BY FIRE. THE FLIGHT DEPARTED PELL CITY, ALABAMA, AT 0858. ACCORDING TO THE PILOT, SHORTLY AFTER LIFTOFF, THE AIRPLANE'S PERFORMANCE BECAME SLUGGISH AND THE AIRPLANE WOULD NOT CLIMB. THE AIRPLANE COLLIDED WITH TREES APPROXIMATELY 1000 FEET FROM THE DEPARTMENT END OF RUNWAY 9. AFTER THE PILOT AND PASSENGER EXITED THE AIRPLANE, IT BURST INTO FLAMES. (-23) ON MAY 19, 2001 AT APPROXIMATELY 09:00 CENTRAL DAYLIGHT TIME, N2808S, A CESSNA 150, DEPARTED FROM A PRIVATE AIRFIELD NEAR ASHVILLE, AL. SHORTLY AFTER TAKEOFF, N2808S EXPERIENCED A QUARTERING TAIL WIND GUST AS THE AIRCRAFT CLIMBED ABOVE THE TREE TOPS. THE PILOT STATED THE AIRSPEED IMMEDIATELY DROPPED AND CONTINUED TO DECREASE. HE PUSHED THE NOSE FORWARD TO OVERCOME THE WINDSHEAR SITUATION, BUT THE AIRCRAFT CONTINUED TO SETTLE INTO THE TREES IN A STALLED CONDITION APPROXIMATELY 1000 FEET FROM THE DEPARTURE END OF THE AIRFIELD. THE PILOT AND PASSENGER EXITED THE AIRCRAFT AS IT CAUGHT FIRE. (.4) ON MAY 19, 2001, AT 0930 CENTRAL DAYLIGHT TIME, A CESSNA 150G, N2808S, COLLIDED WITH TREES AND BURST INTO FLAMES DURING CLIMB OUT FROM JIM STILL AIRPARK NEAR PELL CITY, ALABAMA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT AND HIS PASSENGERS RECEIVED MINOR INJURIES. THE AIRPLANE WAS DESTROYED BY FIRE. THE FLIGHT DEPARTED PELL CITY, ALABAMA, AT 0858. THE PILOT STATED THEY HAD VISITED A RESIDENT AT THE JIM STILL AIRPARK WITH SEVERAL OTHER AIRPLANES AND WERE PLANNING TO RETURN TO PELL CITY. REPORTEDLY, THE WINDSOCK WAS 'LIMP", ALTHOUGH THE PILOT HAD RECEIVED AN EARLIER BRIEFING THAT INDICATED WINDS WERE OUT OF THE SOUTHWEST. THE PILOT AND PASSENGER WERE THE THIRD AIRPLANE TO DEPART IN AN EASTERLY DIRECTION ON RUNWAY 09. SHORTLY AFTER LIFTOF F FROM THE PRIVATE AIRSTRIP, AS THE AIRPLANE CLIMBED ABOVE THE TREES, THE PILOT STATED THE AIRSPEED DECREASED AND THE AIRPLANE BEGAN TO SINK THE AIRPLANE COLLIDED WITH TREES APPROXIMATELY 1000 FEET FROM THE DEPARTMENT END OF RUNWAY 09. AFTER THE PILOT AND PASSENGER EXITED THE AIRPLANE, IT BURST INTO FLAMES. EXAMINATION OF THE AIRPLANE'S PERFORMANCE DATA REVEALED A MINIMUM REQUIRED TAKEOFF DISTANCE OF 1585 FEET TO CLEAR A 50 FOOT OBSTACLE, UNDER NO WIND CONDITIONS. THE RUNWAY WAS 2200 FEET LONG WITH TREES ON EACH END. RUNWAY SURFACE CONDITIONS WERE REPORTED AS DAMP GRASS AT THE TIME OF THE ACCIDENT THE OBSERVED WEATHER CONDITIONS AT BIRMINGHAM INTERNATIONAL AIRPORT AT 0853 CENTRAL DAYLIGHT TIME REPORTED WINDS FROM 220 DEGREES AT 11 KNOTS. DENSITY ALTITUDE WAS APPROXIMATELY 1700 FEET. NO MECHANICAL PROBLEMS WERE REPORTED BY THE PILOT. NO MECHANICAL MALFUNCTION WAS FOUND DURING EXAMINATION OF THE AIRPLANE. 20010519010159A (-23)ON TAKE-OFF DURING INITIAL CLIMB AIRCRAFT BEGAN TO LOSE POWER. PILOT BEGAN TO PUMP THROTTLE AND THE ENGINE RESPONDED AT FIRST BUT AFTER A FEW PUMPS IT STOPPED RESPONDING. PILOT LANDED IN A PASTURE. AIRCRAFT STRUCK A FENCE AND FENCE POST. THE LEFT ANT RIGHT WING STRUTS WERE DAMAGED. THE LEFT AND RIGHT HORIZONTAL STABLIZERS, AND THE RUDDER WERE NEARLY TURN OFF THE AIRCRAFT. 20010519010229A (-23)PILOT DEPARTED VGT NORTH LAS VEGAS, NV AIRPORT AT 1721 GMT (1021PDT) ON SATURDAY, MAY 19, 2001 AND FLEW TOWARD THE SOUTHWEST. WITHIN APPROXIMATELY 4 MINTUES THE PILOT RADIOED THE TOWER FROM THE AREA NEAR LONE MOUNTAIN (5 MILES NORTHWEST). PILOT STATED THE AIRPLANE WAS LOSING OIL PRESSURE AND SHOWED EXTREMELY HIGH OIL TEMPERATURE. VGT TOWER CLEARED THE PILOT TO LAND ON ANY RUNWAY. PILOT MADE A FINAL FOR RUNWAY 7. HE LANDED INVERTED IN A DIRT LOT 1/2 MILE SHORT OF RUNWAY 7. AIRPLANE DAMAGE REVEALED LEFT WING HAD STRUCK A LIGHT POLE WHICH SHEARED OFF THE OUTBOARD PORTION OF THE LEFT WING. AIRPLANE ROLLED INVERTED AND LANDED UPSIDE DOWN. PILOT WAS SOLE OCCUPANT AND WAS FATALLY INJURED IN THE IMPACT. ENGINE OIL WAS VISIBLE ALONG THE ENTIRE UNDERSIDE OF THE AIRPLANE. 20010519011199A (-23)AIRMAN WAS CONDUCTING AN APPROACH TO A LANDING AT A UNIMPROVED MOUNTAIN LANDING STRIP AT THE CONFLUENCE OF TWO DEEP-GORGE RIVERS. LIGHT AND VARIABLE WIND CONDITIONS EXISTED, HOWEVER, A REPORT BY THE WASHINGTON PILOTS ASSOCIATION ADVISED OF WINDS CONVERGING FROM THE RIVER GORGES AND CAUSING A COMBINATION OF HEAD, TAIL, AND CROSSWINDS, ALL AT THE SAME TIME. THE PILOT REPORTED THAT, AT APPROXIMATELY 15 FEET ABOVE TOUCHDOWN, THE WIND CHANGED DIRECTION TO A LEFT QUARTERING TAILWIND. THAT AIRCRAFT UAWED TO THE LEFT AND THE PILOT ATTEMPTED TO ABORT THE LANDING, HOWEVER INSUFFIECIENT AIRSPEED EXISTED. THE AIRCRAFT TOUCHED DOWN ON THE RIGHT MAIN GEAR, RIGHT WING LOW. THE NOSE GEAR CONTACTED THE SURFACE AND COLLAPSED. THE RIGHT WING THEN CONTACTED THE SURFACE AND CAUSED THE AIRPLANE TO VEER RIGHT. THE CENTRIFIGUAL FORCE FROM THE RIGHT TURN CAUSED THE AIRCRAFT WEIGHT TO SHIFT FROM THE RIGHT MAIN GEAR TO THE LEFT MAIN GEAR AND ULTIMATELY TO THE LEFT WING. THE AIRPLANE SLID ABOUT 40 FEET TO A STOP. THE ELT DID NOT ACTIVATE AND THERE WAS NO POST-CRASH FIRE. 20010519011429I (-23)WHILE DOING PATTERN WORK ON THE FINAL APPROACH TO FULLERTON THE PILOT LANDED HOT AND HARD CAUSING THE LANDING GEAR OVER CENTER LACK TO RELEASE AND THIS ALLOWED THE MAIN LANDING GEAR TO COLLAPSE. DAMAGE TO THE AIRCRAFT WAS MINIMAL, SURFACE DAMAGE WAS TO THE WING TIPS AND THE PROP WAS DESTROYED. ENGINE CRANK SHAFT WAS MEASURED AND THE MECHANIC FOUND IT TO BE IN ACCEPTABLE LIMITS (0.0015). NO OTHER DAMAGE TO THE AIRCRAFT. 20010519011549I (-23)AIRCRAFT WAS BEING PUSHED BACK FROM THE GATE, WHEN IT STRUCK THE CATERING TRUCK. MINOR DAMAGE TO THE AIRCRAFT, NO DAMAGE TO THE CATERING TRUCK. 20010519012079I (-23)ENTERED THE PATTERN FOR LANDING AT HYX. HE HEARD THE ANNOUNCEMENT THAT IT WAS ONE MINUTE TO JUMP FOR SKYDIVERS. HE WANTED TO GET ON THE GROUND AS SOON AS POSSIBLE. HIS DOOR POPPED OPEN CREATING A LOT OF WIND NOISE. HE SHOT HIS PATTERN AND FORGOT TO PUT HIS GEAR DOWN AND LANDED GEAR UP. 20010519012139I (-23)ENGINE FAILED AND AUTO-ROTATION ATTEMPTED TO LAND IN PARKING LOT ON LIVERNOIS, BETWEEN LAVON AND HAMLIN, DETROIT, MI. RIGHT STRUT COLLAPSED ON SKID SYSTEM DURING LANDING AND THE HELICOPTER ROLLED ON RIGHT SIDE. DAMAGE LIMITED TO MAIN ROTOR SYSTEM, COCKPIT BUBBLE, RIGHT DOOR AND LANDING GEAR SKIDS. FUEL ON BOARD AT BEGINNING OF FLIGHT REPORTED BY PILOT TO BE 2 HOURS. HE FLEW ABOUT 7O MINUTES (40 MINUTES OUT, 12 HOURS SETTING IN A GRASS FIELD AND 30 MINUTES TILL ENGINE FAILURE). FUEL IN SYSTEM AFTER RECOVERY OF HELICOPTER WAS LESS THAN 1 GAL.^PRIVACY DATA OMITTED^ PILOT REPORTS FUEL GAUGES AND LOW FUEL WARNING SYSTEM OPERATIONAL AT LAST ANNUAL. THE FUEL LOW WARNING DID NOT COME ON. ^PRIVACY DATA OMITTED^ 20010519012909I (-23)DURING NORMAL CRUISE CLIMB PILOT HEARD SLIGHT "HISSING" SOUND VICINITY OF THE ENGINE COMPARTMENT. THIS WAS FOLLOWED BY THE SMELL OF FUMES AND THE SIGHTING OF SMOKE FROM THE AIRCRAFT DEFROSTER SYSTEM. NO PHYSICAL INDICATION OF A FIRE WAS NOTICED. PILOT DID NOT NOTICE ANY LOSS OF AVAILABLE ENGINE POWER AND LANDED THE AIRPLANE WITHOUT FURTHER INCIDENT. UPON INSPECTION OF THE AIRPLANE ENGINE COMPARTMENT, THE NUMBER THREE CYLINDER EXHAUST MANIFOLD WAS DISCONNECTED FROM THE ENGINE CYLINDER. THE TWO BOLTS SECURING THE MANIFOLD TO THE CYLINDER WERE MISSING, ADDITIONALLY, THE EXHAUST STACK WHICH IS CONNECTED TO THE ENGINE MUFFLER WAS HANGING LOOSELY BELOW THE MUFFLER. 20010519012919I (-23)PILOT LANDED ON RUNWAY 05 AT CGF AND WHILE ROLLING OUT THE NOSE GEAR FORK BROKE. THE NOSE WHEEL DEPARTED THE AIRCRAFT ALLOWING THE PROP TO STRIKE THE RUNWAY. THE AIRCRAFT SLID ABOUT 100 FEET BEFORE COMING TO A STOP ON THE RUNWAY. 20010519013549I (-23)THIS AIRCRAFT HAS A TAILSKID STRIKE UPON TAKEOFF AT DENVER. AFTER TAKEOFF AT DENVER, THE TAILSKID REMAINED EXTENDED AFTER THE GEAR WAS RETRACTED. AT LAX, MAINTENANCE FOUND DAMAGED CYLINDER FOR TAIL SKID DUE TO TAILSKID STRIKE. R&R CYLINDER PER THE MAINTENANCE MANUAL. OPS CHECK NORMAL, AIRCRAFT RETURNED TO SERVICE. 20010519014299A (.19)ON MAY 19, 2001, ABOUT 1445 HOURS PACIFIC DAYLIGHT TIME, AN EXPERIMENTAL BENNETT GLASTAR, N214GS, OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT GRASS VALLEY, CALIFORNIA. THE COMMERCIAL RATED PILOT RECEIVED MINOR INJURIES AND THE NON RATED PASSENGER RECEIVED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS RETURNING TO GRASS VALLEY AFTER A LOCAL FLIGHT FOR REFUELING AT AUBURN, CALIFORNIA. THE PILOT STATED THAT THERE WAS NOTHING WRONG WITH THE AIRPLANE. DURING LANDING AT THE NORMAL APPROACH SPEED, THE BOTTOM JUST FELL OUT AND THEY LANDED VERY HARD, BREAKING AND BENDING THE NOSE GEAR AFT. 20010519014719A (-23) THE FLIGHT WAS RETURNING TO GRASS VALLEY AFTER A LOCAL FLIGHT FOR REFUELING AT AUBURN, CALIFORNIA. THE PILOT STATED THAT THERE WAS NOTHING WRONG WITH THE AIRPLANE. DURING LANDING AT THE NORMAL APPROACH SPEED, THE BOTTOM JUST FELL OUT AND THEY LANDED VERY HARD, BREAKING AND BENDING THE NOSE GEAR AFT. 20010519016099I (-23) PILOT'S STATEMENT: ON SATURDAY, MAY 19, 2001, I ACTED AS PILOT IN COMMAND OF THE SARATOGA FOR A FLIGHT THAT ORIGINATED AT KBWI AND WAS TO TERMINATE AT KORH, WORCESTER, MA. I RECEIVED AT LEAST TWO BRIEFINGS, AN OUTLOOK BRIEFING THE NIGHT BEFORE AFTER THE 8:00 PM REPORTS WERE AVAILABLE AND A STANDARD BRIEFING IN THE MORNING. I BELIEVE BOTH BRIEFINGS WERE CONDUCTED BY ALTOONA FSS. AFTER REVIEWING THE WEATHER, PARTICULARLY THE RADAR AT SIGNATURE FLIGHT SERVICE AT BALTIMORE, I PREFLIGHTED THE AIRCRAFT, NOTING NO PROBLEMS. IT WAS FULLY FUELED, AND WE BEGAN THE FLIGHT WITH FOUR PASSENGERS, MY, WIFE, MY DAUGHTER AND MY ELDERLY FATHER. THE FLIGHT WAS PLANNED FOR A LITTLE LESS THAN TWO HOURS AS ROUTED. BETWEEN CEDAR LAKE AND COYLE, I RECEIVED A REROUTING FROM ATC, THAT HAD NO EFFECT ON THE FLIGHT UNTIL PASSING JFK. THE READ BACK WAS ACCEPTED AND I PROCEEDED TO COYLE VORTAC. AT THE TIME THE CONDITIONS WERE SMOOTH, UNDERCAST AND OVERCAST AND INDETERMINATE VISIBILITY. AT APPROXIMATELY 40 MINUTES INTO THE FLIGHT, I SAY THAT WHILE THE ALTERNATOR LAMP WAS NOT ON, THE METER READ 0. I THEN IMMEDIATELY TRIED TO RESET THE ALTERNATOR. WHEN THAT HAD NO EFFECT, I REVIEWED THE EMERGENCY CHEC K LIST FOR ELECTRICAL FAILURE. I THEN SHED LOAD, LEAVING ON ONLY COM 1, AND TRIED BOTH THE ALTERNATOR SWITCH AND THE CIRCUIT BREAKER. AGAIN THERE WAS NO CHANGE IN THE METER. AT THIS POINT THE OVERHEAD SPEAKER, WHICH WAS NOT BEING USED, BEGAN TO ISSUE LOUD STATIC, AND RESETTING THE PHONE/SPEAKER SWITCHES HAD NO EFFECT. I THEN CALLED ATLANTIC CITY APPROACH, WHICH WAS THEN CONTROLLING ME, AND ISSUED AN EMERGENCY REPORT. I ONLY HEARD INTERMITTENT SOUND, AND COULD NOT DETERMINE WHETHER MY REPORT WAS RECEIVED. I THEN RETRIEVED MY HANDHELD KX99 AND GARMIN GPS III, AND ATTEMPTED TO CONTACT ATLANTIC CITY ON THEIR LAST TWO FREQUENCIES WITHOUT BEING ABLE TO CONFIRM THEY HAD RECEIVED MY REPORT OF THE SITUATION AND MY INTENTIONS. ALTHOUGH COM 1 LIT UP INTERMITTENTLY, I ASSUMED IT WAS INEFFECTIVE AND I SHUT DOWN ALL POWER WITH THE MASTER SWITCH. I HAD DETERMINED FROM THE IFR CHART THAT CMX, TOMS RIVER WAS APPROXIMATELY FIVE MINUTES AWAY AND HAD A RUNWAY OF MORE THAN 5000'. I PLACED THE AIRPORT IN THE GPS "DIRECT TO" FIELD, AND DESCENDED THROUGH THE CLOUD LAYERS TRYING TO MAINTAIN VMC AS MUCH AS POSSIBLE. WHEN ILEVELED OUT UNDER THE LAST LAYER, I WAS AT APPROXIMATELY 1100' MSL, AND CLO SE TO THE OVERCAST. I CALLED BOTH ATLANTIC CITY AND UNICOM, TOGGLING BETWEEN THEM. WITHIN A MILE OR TWO I HAD THE AIRPORT IN SIGHT, AND REVIEWED THE CHECKLIST FOR EMERGENCY GEAR EXTENSION. WITHOUT FLAPS, I SLOWED TO 120 KNOTS, APPROXIMATELY 3 MILES FROM THE AIRPORT AND TRIED THE BATTERY SWITCH AND NORMAL EXTENSION, WITH NO LIGHT INDICATIONS. I UNLOCKED THE EMERGENCY EXTENSION AND PULLE THE EXTENDER TWO OR THREE TIMES. I COULD NOT DETERMINE WHETHER THE GEAR WAS DOWN. SINCE THERE WAS NO TOWER AVAILABLE TO SEE THE GEAR, AND MY CALLS TO UNICOM WERE NEVER RESPONDED TO IN AN INTELLIGIBLE WAY, I SLOWED THE AIRCRAFT AS MUCH AS POSSIBLE, AND LANDED THE AIRCRAFT. I COULD ONLY BE SURE THE GEAR WASN'T EXTENDED OVER THE RUNWAY IN THE LAST 2 FEET. AT THAT POINT, I RAISED THE NOSE AND SLOWED THE PLANE AS MUCH AS POSSIBLE. GROUND CONTACT TOOK PLACE PERHAPS 500' TO 1000' DOWN THE RUNWAY AND THE PLANE SKIDDED APPROXIMATELY 500' BEFORE STOPPING ON THE RUNWAY. I ASSISTED THE PASSENGERS IN EXITING THE AIRPLANE, AND DETERMINED THAT THERE WAS NO FUEL LEAK AND THE DAMAGE APPEARED LIMITED TO THE PROPELLER TIPS AND THE UNDERSIDE OF THE FUSELAGE. I CANCELLED THE IFR PLAN AS SOON AS I REACHED THE FB O, AND THEN MADE A REPORT TO YOU AND TO THE LOCAL POLICE WHO APPEARED ON THE SCENE. 20010519033599A (-23) WHILE PRACTICING TOUCH AND GO LANDINGS THE PILOT BECAME DISTRACTED DURING THE LANDING PHASE. THE AIRCRAFT SUBSEQUENTLY TOUCHED DOWN ON THE NOSEWHEEL AT A HIGH RATE OF DESCENT RESULTING IN A PORPOISING OF THE AIRCRAFT. THE PILOT ADDED POWER AND INITIATED A GO-AROUND AND CAME AROUND FOR A FULL-STOP LANDING. THE EVENT WAS ORIGINALLY REPORTED AS A HARD LANDING BUT AFTER THE REPAIRS WERE COMPLETED IT WAS DETERMINED TO BE AN ACCIDENT DUE TO THE SUBSTANTIAL DAMAGE TO THE AIRFRAME AND ENGINE MOUNTS. 20010520008689I (-23)AIRCRAFT N2750M, PA-32-300, STRUCK EDGE LIGHT AND TAXIWAY LIGHT AFTER LANDING BRADLEY RUNWAY 06 AT APPROXIMATELY 1600EDT, 5/20/01. DAMAGE TO THE AIRCRAFT NOSE WHEEL SHROUD RIGHT SIDE, RIGHT LANDING GEAR SHROUD INBOARD SIDE, AND DENT WITH CRACK ALONG RIVETS ON BOTTOMS OF AIRCRAFT JUST WING. PILOT STATED HE HAD A HEARD LANDING BUT DOES NOT REMEMBER HITTING ANY LIGHTS. 20010520010789A (.19)ON MAY 20, 2001, AT 1215 EASTERN DAYLIGHT TIME, A CESSNA 152, N45943, PILOTED BY A COMMERCIAL PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING AN ON-GROUND COLLISION WITH TREES FOLLOWING AN ABORTED TAKEOFF FROM RUNWAY 18 ( 2,475 FEET BY 100 FEET, DRY/GRASS ) AT THE ROSCOMMON CONSERVATION AIRPORT, ROSCOMMON, MICHIGAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT AND HIS PASSENGER REPORTED NO INJURIES. THE LOCAL FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT. ACCORDING TO THE PILOT, HE WAS DEMONSTRATING A SHORT FIELD TAKEOFF TECHNIQUE TO HIS PILOT-RATED PASSENGER. THE PILOT REPORTED THAT DURING THE TAKEOFF ROLL THE AIRCRAFT ACCELERATED AS IF THEY WERE TAKING-OFF DOWNWIND AND THAT THE ENGINE WAS OPERATING NORMALLY. THE PILOT STATED HE DECIDED THAT THEY WERE NOT GOING TO CLEAR A TREE LINE LOCATED OFF THE END OF THE RUNWAY, ELECTED TO LAND LONG ON THE RUNWAY, AND SUBSEQUENTLY IMPACTED THE TREE LINE DURING THE LANDING ROLLOUT. (-23)PILOT ATTEMPTED A TAKE OFF ON RUNWAY 18 AT ROSCOMMON CONSERVATION AIRP ORT (K3RC). SHORTLY AFTER LIFT OFF AND WHEN IT BACAME APPARENT THAT THE AIRCRAFT WOULD NOT CLIMB OVER THE TREES AT THE END OF THE RUNWAY, THE PILOT IN COMMAND ^PRIVACY DATA OMITTED^ ABORTED THE TAKE OFF. THE AIRCRAFT OVER RAN THE END OF THE RUNWAY AND SUSTAINED SUBSTANTIAL DAMAGE UPON CONTACT WITH THE GROUND. 20010520011149A (.19)ON MAY 20, 2001, ABOUT 1220 HOURS PACIFIC DAYLIGHT TIME, A BELLANCA 7GCBC, N86727, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE LEFT MAIN LANDING GEAR AXLE FRACTURED AND COLLAPSED ON LANDING AT THE STEAD AIRPORT, RENO, NEVADA. AERO WAYS, INC., WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED SUSANVILLE, CALIFORNIA, ABOUT 1145. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED HE DEPARTED STEAD EARLIER THAT MORNING TO DROP OFF A PASSENGER AT SUSANVILLE. THE AIRPLANE WAS DIFFICULT TO LAND, BUT HE COULD NOT DETECT A SPECIFIC PROBLEM. ON THE RETURN TO STEAD, THE GEAR COLLAPSED DURING THE LANDING ROLL AND THE AIRPLANE GROUND LOOPED. THE GEARBOX SUSTAINED SUBSTANTIAL DAMAGE. THE FEDERAL AVIATION ADMINISTRATION ACCIDENT COORDINATOR EXAMINED THE AIRPLANE AND NOTED THE FRACTURE WAS IN THE VICINITY OF A WELD. (-23) THE AIRCRART WAS OPERATED ON A PLEASURE FLIGHT FROM 4SD TO SVE ON THE DAY PRIOR TO THE ACCIDENT. DURING LANDING AT SVE THE PILOT NOTICED UNSTABLE ROLLOUT. THINKING PERHAPS IT WAS HIS TECHNIQUE, THE PILOT GAVE THE MATTE R NO FURTHER THOUGHT. DURING DEPARTURE FROM SVE THE PILOT EXPERIENCED A NOTICEABLE PULL TO THE RIGHT. UPON LANDING AT 4SD THE PILOT EXPERIENCED A SLIGHT HOP ON INITIAL TOUCH DOWN FOLLOWED BY AN UNSTABLE ROLLOUT. SUBSEQUENTLY, CONTROL OF THE AIRCRAFT WAS LOST WHEN THE LEFT MAIN LANDING GEAR AXLE FAILED AND SEPARATED FROM THE AIRCRAFT. THE AXLE WAS SENT TO AMERICAN CHAMPION AIRCRAFT CORPORATION (BELLANCA) FOR EVALUATION. (.4) THE LEFT MAIN LANDING GEAR AXLE FRACTURED AND COLLAPSED DURING THE LANDING ROLL, WHICH RESULTED IN A GROUND LOOP AND SUBSTANTIAL DAMAGE TO THE GEARBOX. THE AXLE FRACTURED IN THE VICINITY OF A WELD. AN ENTRY IN THE AIRPLANE'S LOGBOOK INDICATED THAT THE AIRPLANE HAD SUSTAINED A HARD LANDING ABOUT 15 YEARS PRIOR TO THIS ACCIDENT. THE ENTRY STATED THAT MAINTENANCE TECHNICIANS INSPECTED THE AXLE USING THE DYE PENETRATE METHOD. NO LOGBOOK ENTRY NOTED THAT THE AXLE HAD BEEN CHANGED. THE MANUFACTURER'S REPRESENTATIVE INSPECTED THE AXLE AND REPORTED THAT SEVERAL ITEMS DID NOT CONFORM TO THE TYPE DESIGN. THE MANUFACTURER'S REPRESENTATIVE CONCLUDED THAT THE AXLE HAD BEEN CRACKED AND REWELDED, AND THE WELD DID NOT CONFORM TO SPECIFICATIONS. THE WE LD AT THE BASE PLATE HAD A LARGER RADIUS THAN SPECIFIED, WHICH RESULTED IN A FLAT SURFACE THAT WAS INSUFFICIENT TO ALLOW PROPER SEATING OF THE HEADS OF THE BOLTS THAT MOUNTED THE WHEEL TO THE AXLE. THE MANUFACTURER'S REPRESENTATIVE FELT THE AXLE FAILED IN THE WELD HEAT AFFECTED ZONE DUE TO IMPROPER REPAIR. 20010520011159A (.19)ON MAY 20, 2001, ABOUT 1150 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 182E, N9344X, OPERATED BY THE PILOT, WAS SUBSTANTIALLY DAMAGED DURING AN EMERGENCY LANDING ON HIGHWAY 50, ABOUT 50 MILES EAST OF FALLON, NEVADA. NEITHER THE PRIVATE PILOT NOR HIS TWO PASSENGERS WERE INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT HAWTHORNE, CALIFORNIA, AT 1050. THE PILOT REPORTED THAT THEY WERE JUST FLYING AROUND WHEN HE SMELLED SMOKE AND MADE A PRECAUTIONARY LANDING ON THE HIGHWAY. BECAUSE OF AN ONCOMING CAR, THE PILOT MANEUVERED TO ONE SIDE OF THE HIGHWAY FOR CLEARANCE AND COLLIDED WITH A ROAD SIGN. (-23) PILOT SMELLED FUMES FROM SHORTLY AFTER TAKEOFF BUT DID NOT ASSOCIATE THEM WITH AN AIRCRAFT PROBLEM INITIALLY. WHEN FLYING NEAR HIS DESTINATION, HE FELT THEY WERE STRONGER AND DECIDED TO MAKE AN EMERGENCY LANDING ON THE HIGHWAY, NEVADE HWY 50. UPON TOUCHDOWN AND ROLLOUT, HE OBSERVED AN AUTOMOBILE COMING IN THE OPPOSITE DIRECTION THAT HE HAD NOT PREVIOUSLY SEEN. HE VEERED TO MISS THE AUTO AND HIS WING STRUCK A ROAD SIGN CAUSING LOSS OF CONTRO L WITH THE AIRCRAFT COMING TO REST UPSIDE DOWN. THERE WERE NO INJURIES. THE NOSE STRUT WAS SHEARED OFF OF THE AIRCRAFT AND THE RIGHT WING SPAR WAS DAMAGED. 20010520011239A (-23)ON MAY 20, AT 1800 MDT, A GARRETT STARDUSTER TOO SA300,N555CW SUBSTAINED SUBSTANTIAL DAMAGE DURING A PRECAUTIONARY LANDING NEAR WOODROW, COLORADO. THE PRIVATE PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS WERE RAPIDLY DETERIORATING WHEN THIS PRIVATE PILOT ATTEMPTED A PRECAUTIONARY LANDING IN AN OPEN FIELD. THE FIELD WAS ROUGH, UNEVEN AND THE AIRCRAFT GROUND LOOPED CAUSING SUBSTANTIAL DAMAGE TO THE AIRFRAME. 20010520011479I (-23)N205BW LANDED AT TROUTDALE AND EXPERIENCED LANDING GEAR COLLAPSE OR FAILURE (TO BE DETERMINED). PILOT REPORTS MULTIPLE INDICATION OF LANDING GEAR 'RED' INDICATION ON POWERED EXTENSION ATTEMPTS. FURTHER REPORTS THAT MANUAL EXTENSION INITIATED WITH SUBSEQUENT 'GREEN' GEAR-DOWN INDICATION. ON LANDING AT 1000' MARKER, AIRCRAFT SKIDDED ALONG LENGTH OF RUNWAY. 20010520011729A (-23)ON MAY 20, 2001, THE PILOT WAS PILOT-IN-COMMAND OF N77241, A CESSNA 170 AIRCRAFT. THE PILOT OWNS THE AIRCRAFT. HE STATED THAT HE WAS PRACTICING "STOP AND GO" LANDINGS. ON THE SECOND LANDING, HE STATED THAT HE TOUCHED DOWN AND SUDDENLY, THE RIGHT WING LIFTED UP. HE COULD NOT BRING IT DOWN WITH THE AIRLERON. THE AIRCRAFT GROUND LOOPED. THE LEFT GEAR COLLAPSED AND THE AIRCRAFT CAME TO REST WITH THE NOSE PITCHED DOWN. SUBSTANTIAL DAMAGE TO THE WINGS (LEFT AND RIGHT), LEFT GEAR, ENGINE AND COWLING, AND FIREWALL. THERE WERE NO INJURIES TO THE PILOT OR PASSENGER. 20010520012169I (-23)ON 05/20/01, THE INSTRUCTOR, WITH A STUDENT WAS TAXIING N21481, A PA-28-161. THE STUDENT, WHILE TAXIING N21481 MADE CONTACT WITH A FUEL TRUCK PARKED OFF THE FLIGHT LINE WITH THE LEFT WING TIP OF THE AIRCRAFT. INSTRUCTOR WAS ATTEMPTING TO TUNE THE RADIO TO THE AWOS ON THE COM 2 WHILE THE AIRCRAFT WAS TAXIING. INSTRUCTORS ATTENTION WAS INSIDE THE AIRCRAFT AT TIME OF CONTACT. STUDENT PILOT STATED SHE THOUGHT THEY HAD CLEARANCE TO MISS THE TRUCK.THE INSTRUCTOR HAS BEEN COUNSELED. THIS CASE IS CLOSED. 20010520012869I (-23) RT BRAKE LOCKED UP ON LANDING CAUSING AIRCRAFT TO NOSE OVER. 20010520015449I (-23) ON MAY 20, 2001 AT 1444 LOCAL AT THE JOHNS ISLAND AIRPORT, JOHNS ISLAND, SC (KJZI), A BEECH SIERRA, BE-23-24R, N2540W BOUNCED ON LANDING RUNEWAY 22. THE NOSE WHEEL COLLAPSED. THE PROPELLER WAS BENT. NO STRUCTURAL DAMAGE OCCURRED TO THE FIREWALL, MOTOR MOUNTS, WING TIPS OR FUSELAGE. THE PILOT WAS THE ONLY OCCUPANT OF THE AIRCRAFT AND WAS NOT INJURED. 20010520015529I (-23)AN EYEWITNESS STATED THAT WHILE THE AIRCRAFT WAS ON BASE LEG, THE WIND WAS COMING OUT OF THE SOUTH. WITH A LINE OF THUNDERSTORMS APPROACHING THE AIRFIELD, THE PILOT MADE HIS TURN ONTO FINAL AND WITH THE AIRCRAFT NEARING TOUCHDOWN, THE WIND SWITCHED FROM THE SOUTH TO THE NORTH, BECOMING A TAIL WIND. THE WITNESS ESTIMATED THE WIND AT 40 KNOTS, AND STATED THAT OTHERS THAT WITNESSED THIS INCIDENT ESTIMATED THE WINDS AT APPROX. 50 KNOTS. THE WITNESS ALSO STATED THAT THE AIRCRAFT TOUCHED DOWN AT 1000 TO 1500 FT PAST THE RUNWAY 16 THRESHOLD. HE ALSO STATED THAT THE AIRCRAFT TAIL ROSE WITH THE TAILWIND, AND APPEARED TO TAKE SOME, BUT NOT ALL, OF THE WEIGHT OFF THE MAIN LANDING GEAR. THIS WOULD LIMIT THE AMOUNT OF APPLIED BRAKING FORCE BEING TRANSFERRED TO THE RUNWAY SURFACE. PILOT PRODUCED INFORMATION ON THE AIRCRAFT THAT SHOWS WHEN THE RUDDER PEDALS ARE DEPRESSED 16 DEGREES OR MORE FROM NEUTRAL, ONLY ONE MAIN WHEEL BRAKE ASSEMBLY IS ENABLED. HE FELT THAT THIS WAS A CONTRIBUTING FACTOR. 20010520016659I (-23) DURING TAXI INTO RAMP AREA THE PILOT STATES THAT HIS FOOT SLIPPED OFF THE RIGHT BRAKE WHEN TURNING INTO A PARKING SPACE AND HE STRUCK ANOTHER AIRCRAFT WING TIP WITH THE PROPELLER OF HIS AIRCRAFT. THERE WERE NO INJURIES TO THE PILOT AND THE OTHER AIRCRAFT WAS PARKED AND NOT OCCUPIED. 20010520016899A (.19) ON MAY 20, 2001, ABOUT 1340 HOURS MOUNTAIN STANDARD TIME, AN EXPERIMENTAL WRIGHT AVID FLYER, N214DW, WAS SUBSTANTIALLY DAMAGED DURING LANDING AT SHOW LOW, ARIZONA. THE PRIVATE RATED PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT CASA GRANDE, ARIZONA, ABOUT 1130. THE PILOT WAS LANDING ON RUNWAY 03. HE EXPERIENCED A CROSSWIND THAT CAUSED HIM TO PERFORM A GO-AROUND. HE HAD HIS HAND ON THE FLAP HANDLE, AND WHEN HE MOVED HIS HAND TO ADVANCE THE THROTTLE, THE FLAPS RETRACTED FROM 30 DEGREES. THE AIRPLANE DROPPED TO THE RUNWAY SEVERING THE RIGHT MAIN LANDING GEAR. THE AIRPLANE CAME TO REST OFF THE RUNWAY INVERTED. (-23) WHILE INITIATING A GO AROUND AIRCRAFT FLAPS RETRACTED DUE TO FAILURE OF ACTUATING SYSTEM. PRIOR TO THE FLIGHT, THE PILOT WAS AWARE OF THE DEFECT IN THE FLAP SYSTEM AND HAD EXPERIENCED PREVIOUS INTERMITTANT PROBLEMS WITH THE FLAPS RETRACTING WITHOUT INPUT FROM THE PILOT. 20010520039659A (-23) PILOT WAS TAXIING FROM CAP. HANGER TO LAKE HOOD STRIP. PILOT GOT LOST, WHILE TURNING AIRCRAFT AROUND WING STRUCK A TREE. 20010521008729I (-23)THE PILOT STATED THAT HE WAS LANDING AT A PRIVATE STRIP IN FAIRFIELD, NC DURING HIS AGRICULTURAL SPRAYING OPERATIONS. DURING LANDING, THE PILOT NOTICED SOME SAND ON THE RUNWAY, BUT THOUGHT HE COULD AVOID IT. HOWEVER, DURING THE LANDING ROLL THE AIRCRAFT PROP STRUCK THE SAND. THIS CAUSED DAMAGE TO THE PROPELLER, THE SPRAY BOOM, AND THE DROP NOZZLES. THE PILOT STATED THAT THERE WAS A SMALL LEAK FROM THE DROP NOZZLES, SO THE AIRCRAFT WAS UNLOADED OF ALL CHEMICALS. THERE WAS NO BIOHAZARD AREA. 20010521009429I (-23)PLEASURE FLIGHT FROM SPRUCE CREEK, FL (7FL6) TO GATINBURG, TN (GKT). GROUND OBSERVER INFORMED THE PILOT THE RIGHT LANDING GEAR WAS NOT DOWN. DIVERTED TO KNOXVILLE, TN (TYS) AND COMPLETED THE FLIGHT, LANDING WITH THE NOSE AND LEFT GEAR EXTENDED, RIGHT MAIN GEAR RETRACTED. UPLOCK ON THE RIGHT MAIN GEAR DID NOT RELEASE. 20010521010059A (.19)ON MAY 21, 2001, ABOUT 1430 PACIFIC DAYLIGHT TIME, A PIPER J3F-65 AIRPLANE, N29042, SUSTAINED SUBSTANTIAL DAMAGE SUBSEQUENT TO A NOSE-OVER AT A PRIVATE AIRSTRIP NEAR BRUSH PRAIRIE, WASHINGTON. THE AIRPLANE IS OWNED AND OPERATED BY EVERGREEN FLYING SERVICE, VANCOUVER, WASHINGTON, AND WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) INSTRUCTIONAL FLIGHT UNDER THE PROVISIONS OF TITLE 14, CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE FIRST PILOT, A CERTIFIED FLIGHT INSTRUCTOR, AND THE SECOND PILOT, A PRIVATE PILOT RECEIVING INSTRUCTION, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL INSTRUCTIONAL FLIGHT. THE FLIGHT ORIGINATED AT EVERGREEN FIELD, VANCOUVER, WASHINGTON, APPROXIMATELY 45 MINUTES PRIOR TO THE ACCIDENT. DURING A CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD ON MAY 24, THE INSTRUCTOR PILOT STATED THAT HE AND THE SECOND PILOT WERE BACK TAXIING ON THE WESTBOUND TURF RUNWAY. THE PILOT SAID THAT DURING THE HIGH-SPEED TAXI MANEUVER, THE AIRPLANE VEERED TO THE LEFT. HE STATED HE COMPENSATED BY APPLYING RUDDER; HOWEVER, THE AIRPLANE CONTINUED TO THE LEFT, ENCOUNTERED TALL GRASS, AND NOSED OVER. THE PILOT REPORTED THAT THE WINDS AT THE TIME OF THE ACCIDENT WERE FROM THE NORTHWEST AT 10-15 KNOTS. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE THE FUSELAGE. (-23)CFI AND STUDENT LANDED ON A SOD AIRSTRIP. THE ESTIMATED HEADWIND WAS 10/15 KNOTS. WHILE TAXIING DOWNWIND TO THE TAKEOFF POSITION THE CFI TOLD THE STUDENT TO PERFORM A HIGH-SPEED TAXI. SHORTLY AFTER ESTABLISHING THE HIGH-SPEED TAXI, THE AIRCRAFT STARTED VEERING TO THE LEFT TOWARD THE HIGH GRASS ON THE SIDE OF THE MOWED AREA BEING USED FOR THE RUNWAY. THE CFI TOOK CONTROL OF THE AIRCRAFT AND ATTEMPTED TO KEEP THE AIRCRAFT IN THE MOWED AREA. HE DID NOT TRY TO STOP THE AIRCRAFT BY APPLYING THE BRAKES AND , INSTEAD, TRIED TO KEEP THE AIRCRAFT IN MOWED AREA USING ONLY RUDDER . HE WAS UNABLE TO KEEP THE AIRCRAFT IN THE MOWED AREA AND IT ENTERED THE TALL GRASS ON THE LEFT SIDE OF THE MOWED AREA. THE HIGH GRASS CAUSED THE AIRCRAFT TO SUDDENLY STOP. SINCE THE TAIL OF THE AIRCRAFT WAS ALREADY OFF THE GROUND DUE TO THE HIGH-SPEED TAXI MANEUVER, THE MOMENTUM OF THE SUDDEN STOP AND THE TAILWIND CAUSED THE AIRCRAFT TO FLIP UPSIDE DOWN CAUSING SUBSTANTIAL DAMAGE TO THE ARICRAFT. ^PRIVACY DATA OMITTED^ ^PRIVACY DATA OMITTED^ 20010521010129A (.19)ON MAY 21, 2001, AT 0840 CENTRAL DAYLIGHT TIME, A BEECH 76 AIRPLANE, N6003Y, REGISTERED TO AND OPERATED BY CHRISTIANSEN AVIATION, INC. OF WILMINGTON, DELAWARE, WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK A HANGAR WHILE TAXING AT THE RICHARD LLOYD JONES AIRPORT, TULSA, OKLAHOMA. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) PILOT HIS STUDENT PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE CFI REPORTED THAT THE RIGHT ELEVATOR STRUCK THE HANGAR WHILE HIS STUDENT MADE A LEFT HAND TURN DURING TAXING. BOTH STUDENT AND INSTRUCTOR SECURED THE AIRCRAFT AND HAD MAINTENANCE INSPECT THE AIRCRAFT. THE RIGHT HORIZONTAL STABILIZER TIP AND THE RIGHT HORIZONTAL ELEVATOR WERE DAMAGED. (-23)THE INSTRUCTOR STATED THAT HE AND HIS STUDENT GOT INTO THE AIRCRAFT AND STARTED THE ENGINES AND TOLD THE STUDENT TO GO AHEAD AND TAXI OUT OF THE COVERED PARKING SPACE. THE INSTRUCTOR STATED THAT HE LOOKED DOWN AT HIS KNEEBOARD FOR A SECOND WHEN THE STUDENT STOPPED AFTER STRIKING THE AIRCRAFTS "T" TAIL ON AN UPRIGHT SUPPORT IN THE COVERED PARKING SPACE. THE PURPOSE OF THE TRAINING FLIGHT WAS FOR THE STUDENTS MULTI-ENGINE INSTRUMENT RATING. ON THE SCENE INVESTIGATION REVEALED THAT THE DAMAGE TO THE AIRCRAFT WAS LIMITED TO THE TIP OF THE RIGHT HAND HORIZONTAL STABILIZER, THE ELEVATOR FORWARD LEADING EDGE AT THE OUTBOARD END AND THE RIGHT HAND ELEVATOR WAS BUCKLED 24 INCHES FROM THE TIP. (.4) ON MAY 21, 2001, AT 0840 CENTRAL DAYLIGHT TIME, A BEECH BE-76 AIRPLANE, N6003Y, REGISTERED TO AND OPERATED BY CHRISTIANSEN AVIATION, INC. OF WILMINGTON, DELAWARE, WAS SUBSTANTIALLY DAMAGED WHEN IT STRUCK A HANGAR WHILE TAXING AT THE RICHARD LLOYD JONES JR. AIRPORT, TULSA, OKLAHOMA. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND HIS PILOT RATED STUDENT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE CFI, WHO WAS SEATED IN THE RIGHT SEAT, REPORTED THAT THE RIGHT ELEVATOR OF THE AIRPLANE STRUCK A HANGAR BUILDING WHEN THE PILOT RATED STUDENT MADE A LEFT TURN WHILE COM MENCING TO TAXI. THE CFI ALSO REPORTED THAT THE FLIGHT WAS INTENDED FOR HIS STUDENT TO PRACTICE INSTRUMENT APPROACHES IN A MULTI-ENGINE AIRPLANE. THE STUDENT HELD A PRIVATE PILOT CERTIFICATE WITH RATINGS IN SINGLE ENGINE LAND AND MULTI-ENGINE LAND AIRPLANES. THE STUDENT'S TOTAL ACCUMULATED FLIGHT TIME WAS 3,000 HOURS, OF WHICH 1,000 HOURS WERE IN MULTI-ENGINE AIRPLANES. EXAMINATION OF THE AIRPLANE BY AN FAA AIRWORTHINESS INSPECTOR REVEALED THAT THE ELEVATOR WAS BUCKLED. NO OTHER MECHANICAL ANOMALIES WERE NOTED OR REPORTED. 20010521010169A (-23)A PIPER WARRIOR CRASHED THREE MINUTES AFTER TAKING OFF FROM BEVERLY, MA AIRPORT, KILLING THE FLIGHT INSTRUCTOR, PAUL BONAIUTO 70, OF ^PRIVACY DATA OMIT^ JOSEPH LEBLANC, 30 OF ^PRIVACY DATA OM^ AND DEBORAH BARTLETT, 26 OF ^PRIVACY DATA^. THE AIRCRAFT CRAHSED IN THE BACK YARD AT 18 TULANE RD. IT IS BELIEVED THAT THE AIRCRAFT CRAHSED AT A 70-DEGREE ANGLE NOSE FIRST. AFTER IMPACT THE AIRCRAFT SETTLED UPSIDE DOWN, BASED ON THE PATTERN OF THE SCORCH MARKS. THE AIRCRAFT WAS TOTALLY DESTROYED. AIRCRAFT FUEL AND THE FUELING RECORDS WERE INSPECTED AT BVY AIRPORT AND REPORTS SUBMITTED BY THE FBO OWNER MR. VICOTR J. CAPPOZZI. CONTAMINATED FUEL WAS NOT A FACTOR IN THIS ACCIDENT. THE NTSB INVESTIGATOR ASSIGNED WAS DAVID MUZIO, THE PIPER AIRCRAFT MANUFACTURER'S REPRESENTATIVE WAS MIKE MCCLURE, AND THE LYCOMING ENGINE MAUFACTURER'S REPRESENTATIVE WAS JOHN B. BULTER. THE LOCAL POLICE AND FIRE DEPARTMENT RESPONDED AND NOTIFIED THE FAA COMMUNICATIONS CENTER. STATE POLICE DETECTIVES FROM THE DISTRICT ATTORNEY'S OFFICE ASSISTED IN THE ACCIDENT INVESTIGATION. ACCORDING TO THE NATIONAL WEATHER SERVICE IN TAUTON, MA, THE WEATHER REPORTED AT 9:53 PM MONDAY; CLOUDS WERE 300 FEET ABOVE SEA LEVE L, VISIBILITY WAS 10 MILES AT BVY. THE PLANE TOOK OFF AT 10:01 PM AND CRAHSED THREE MINUTES LATER. AT 10:10 PM THE CLOUDS WERE AT 100 FEET AND VISIBILITY DROPPED 2 MILES. EIGHT MINUTES AFTER THE CRASH VISIBILITY WAS TWO AND ONE HALF MILES. MR. BONAIUTO'S EXPIRED SECOND CLASS MEDICAL CERTIFICATE CONTAIN A SPECIAL RESTRICTION AND WAIVER WHICH STATES, "NOT VALID FOR NIGHT FLYING OR COLOR SIGNAL CONTROL". 20010521011569I (-23)STUDENT PILOT, FLYING PRACTICING TAKEOFFS AND LANDING AT EAGLE, COLORADO, LOST CONTROL OF AIRCRAFT UPON LANDING. AIRCRAFT DEPARTED THE RUNWAY SURFACE AND CAME TO REST IN THE GRASS. NO DAMAGE OR INJURIES. ^PRIVACY DATA OMI^ 20010521014769A (-23) DURING TAKEOFF ROLL FROM RWY 27 AT BROOKESVILL/HERNANDO CNTY AIRPORT (BKV), AND PRIOR TO REACHING 40 KNOTS IAS, THE LEFT MAIN STRUT TUBE SHEARED OFF AND AIRCRAFT CAME TO A STOP ON THE RUNWAY. THERE WERE NO INJURIES, AND NO POST CRASH FIRE. 20010521038709A (-23) ON MAY 21, 2001, APPROXIMATELY 0955 EASTERN DAYLIGHT TIME, A BEECH 55, N4783M, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED VEHICLES AFTER AN ABORTED TAKEOFF AT THE BRADYWIND AIRPORT (N99), WEST CHESTER, PA. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. 20010522010769A (.19)ON MAY 22, 2001, ABOUT 1930 EASTERN DAYLIGHT TIME, A BEECH 58, N23AM, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN AT A PRIVATE AIRSTRIP NEAR GAYLORD, MICHIGAN, FOLLOWING AN IN-FLIGHT LOSS OF ENGINE POWER DURING INITIAL CLIMB ON TAKEOFF. THE PERSONAL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT REPORTED HE SUSTAINED NO INJURY AND HIS PASSENGER SUSTAINED MINOR INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT AND WAS DESTINED FOR OWOSSO COMMUNITY AIRPORT, NEAR OWOSSO, MICHIGAN. (-23)AIRCRAFT DEPARTED FROM SOFT, UNMOVED GRASS FIELD, 3100 FEET IN LENGTH WITH 75 FOOT TREES AT THE END. MAGNETIC HEADING OF 140 DEGREES. GRASS WAS MEASURED ON JUNE 3RD AT 27" IN LENGTH. INSPECTOR SCHAFFER ESTIMATED LENGTH OF GRASS ON DAY OF ACCIDENT (MAY 22) WAS 18". AIRCRAFT ROTATED AT OR NEAR VMC AFTER TRAVELING 1,400 FEET. DIRECTIONAL CONTROL WAS LOST AND AIRCRAFT TRAVELED LEFT OF CENTER, MISSING A UTILITY POLE AND POWER LINES BY 50 FT., THE LEFT WING STRUCK THE GROUND, THE AIRCRAFT THEN ROTATED LEFT, THE NOSE STRUCK THE GROUND AND THE AIRCRAFT BROKE IN HALF BEHIND THE PILOT SEATS. THE AIRCRAFT CAME TO REST 250 FT. LEFT OF CENTER, 1,800 FEET FROM BEGINNING TAKEOFF ROLL. PILOT BELIEVED THAT THE LEFT ENGINE LOST POWER, THAT ENGINE WILL BE SENT TO THE CONTINENTAL ENGINE FACTORY FOR ANALYSIS. 20010522010809A (.19)ON MAY 22, 2001, AT 1700 EASTERN DAYLIGHT TIME, A BELL 407, N5259N, WAS INVOLVED IN A GROUND ACCIDENT AFTER LANDING ON PRIVATE PROPERTY IN SCHOOLCRAFT, MICHIGAN. A PASSENGER WHO HAD BEEN SEATED IN THE REAR OF THE HELICOPTER WAS FATALLY INJURED WHEN HE WAS STRUCK BY THE MAIN ROTOR BLADE UPON EXITING THE HELICOPTER. THE PRIVATE PILOT AT THE CONTROLS WAS NOT INJURED NOR WAS THE HELICOPTER DAMAGED. THE 14 CFR PART 91 BUSINESS FLIGHT WAS PREPARING TO DEPART FOR SCOTTS, MICHIGAN, WHEN THE ACCIDENT OCCURRED. VISUAL METEOROLOGICAL CONDITIONS EXISTED AND NO FLIGHT PLAN WAS FILED. (-23)AIRCRAFT LANDED AT PRIVATE RESIDENCE TO LET 2 PASSENGERS OFF. WHILE PILOT AT CONTROLS AND ENGINE RUNNING, PASSENGER EXITED HELICOPTER TO RIGHT SIDE AND WAS STRUCK IN THE HEAD WITH MAIN ROTOR BLADE. PASSENGER WAS HELICOPTER RATED PRIVATE PILOT WHO WAS CO-OWNER OF COMPANY THIS HELICOPTER IS REGISTERED TO. PASSENGER DECEASED AT SCENE. 20010522010859A (.19)ON MAY 22, 2001, APPROXIMATELY 1810 PACIFIC DAYLIGHT TIME, A PIPER PA-22-150, N7815D, REGISTERED TO AND OPERATED BY THE PRIVATE PILOT AS A 14 CFR PART 91 PERSONAL FLIGHT, COLLIDED WITH TREES DURING THE TAKEOFF CLIMB FROM A PRIVATE AIRSTRIP SEVEN MILES SOUTHWEST OF SUNRIVER, OREGON. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE PILOT AND HIS PASSENGER RECEIVED MINOR INJURIES. THE PILOT REPORTED TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR FROM THE PORTLAND, OREGON, FLIGHT STANDARDS DISTRICT OFFICE THAT DURING THE TAKEOFF CLIMB, THE AIRCRAFT DID NOT HAVE ENOUGH LIFT TO CLEAR TREES OFF THE END OF THE RUNWAY. THE AIRCRAFT THEN COLLIDED WITH THE GROUND. (-23) ATTEMPTING A TAKEOFF OFF OF FOREST SERVICE AIRSTRIP. PERFORMED MID-FIELD TAKEOFF. COULD NOT CLEAR 80-FOOT TREES. PILOT REPORTED LOSS OF POWER AND HIT TREES 80 FEET IN AIR. FIELD ELEVATION 4,230 FEET, TEMPERATURE 90 DEGREES PLUS, PERFORMED MID-FIELD TAKEOFF WITH FULL FUEL AND PASSENGER AND HIGH-DENSITY ALTITUDE. 20010522011049A (.19)ON MAY 22, 2001, AT 1800 CENTRAL DAYLIGHT TIME, A GIDEON WITTMAN TAILWIND W8 EXPERIMENTAL, AMATEUR-BUILT AIRPLANE, N3GJ, WAS DESTROYED DURING TAKEOFF FROM WOLFE AIRPARK AIRPORT, MANVEL, TEXAS. THE FLIGHT INSTRUCTOR SUSTAINED FATAL INJURIES AND THE PRIVATE PILOT RECEIVING INSTRUCTION, WHO WAS THE OWNER OF THE AIRPLANE, SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE WOLFE AIRPARK AIRPORT. ACCORDING TO WITNESSES, THE AIRPLANE WAS EXECUTING TOUCH-AND-GO LANDINGS ON RUNWAY 02. THE AIRPLANE LANDED, ACCELERATED FOR TAKEOFF, AND LIFTED OFF THE GROUND APPROXIMATELY 600-700 FEET FROM THE DEPARTURE END OF THE RUNWAY. THE AIRPLANE ATTAINED A HEIGHT OF 20 FEET AGL AND "IMMEDIATELY THE RIGHT WING DROPPED SLIGHTLY, AND CORRECTED BACK TO LEVEL." SUBSEQUENTLY, "THE RIGHT WING DROPPED TO ABOUT A 45 DEGREE ANGLE, STOPPED SLIGHTLY, AND THEN CONTINUED TO DROP TO A FULL 90 DEGREE DOWN POSITION." THE AIRPLANE'S RIGHT WING CONTACTED THE GROUND, CARTWHEELED, AND CAME TO REST ADJACENT TO A TREE. THE AIRPLANE WAS CONSUMED BY FIRE. (-23) ON MAY 22, 2001, AT 1800 CDT TIME, A GIDEON ROSSOUW WITTMAN TAILWIND W8, EXPERIMENTAL AMATEUR-BUILT AIRPLANE, N3GJ, WAS DESTROYED DURING TAKEOFF FROM WOLFE ARIPARK, MANVEL, TEXAS. THE FLIGHT INSTRUCTOR AND THE PRIVATE PILOT RECEIVING INSTRUCTION, WHO WAS THE OWNER OF THE AIRPLANE, SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CFR PART 91 INSTRUCTIONAL FLIGHT. THE LOCAL FLIGHT ORIGINATED FROM THE WOLFE AIRPARK AIRPORT. ACCORDING TO EYEWITNESSES, THE AIRPLANE HAD EXECUTED SEVERAL TOUCH AND GO LANDINGS ON RUNWAY 02. ON THE LAST TOUCH AND GO LANDING THE AIRCRAFT LIFTED OFF THE GROUND APPROXIMATELY 600-700 FEET FROM THE DEPARTURE END OF THE RUNWAY. ACCORDING TO WITNESSES, THE AIRPLANE ATTAINED A HEIGHT OF 20 FEET AGL AND "IMMEDIATELY THE RIGHT WING DROPPED SLIGHTLY, AND CORRECTED BACK TO LEVEL, THEN "THE RIGHT WING DROPPED TO ABOUT A 45 DEGREE ANGLE, STOPPED SLIGHTLY, AND THEN CONTINUED TO DROP TO A FULL 90 DEGREE DOWN POSITION". THE AIRPLANE'S WING CONTACTED THE GROUND, CARTWHEELED, AND CAME TO REST ADJACENT TO A TREE. THE AIRPLANE WAS CONSUMED BY FIRE WITHIN 5 TO 10 SECONDS AFTER IMPACT. (.4) THE FLIGHT INSTRUCTOR AND PRIVATE PILOT RECEIVING INSTRUCTION WERE EXECUTING TOUCH-AND-GO LANDINGS ON THE 2,190-FOOT GRASS RUNWAY. THE AIRPLANE LANDED, ACCELERATED FOR TAKEOFF, AND LIFTED OFF THE GROUND APPROXIMATELY 600-700 FEET FROM THE DEPARTURE END OF THE RUNWAY. A WITNESS REPORTED THAT THE AIRPLANE ATTAINED A HEIGHT APPROXIMATELY 20 FEET AGL AND "IMMEDIATELY THE RIGHT WING DROPPED SLIGHTLY, AND CORRECTED BACK TO LEVEL." SUBSEQUENTLY, "THE RIGHT WING DROPPED TO ABOUT A 45-DEGREE ANGLE, STOPPED SLIGHTLY, AND THEN CONTINUED TO DROP TO A FULL 90 DEGREE DOWN POSITION." THE AIRPLANE'S RIGHT WING CONTACTED THE GROUND, THE AIRPLANE BEGAN TO CARTWHEEL AND CAME TO REST AGAINST A TREE. THE AIRPLANE WAS CONSUMED BY A POST CRASH FIRE. THE AIRFRAME AND ENGINE WERE EXAMINED AND NO ANOMALIES WERE FOUND THAT WOULD PRECLUDE NORMAL OPERATION OF THE AIRPLANE. 20010522011929I (-23)ON 05/22/2001, AT 1530 LOCAL TIME, A CANADIAN REGISTERED, CESSNA 172 AIRCRAFT LANDED AT BISMARCK MUNICIPAL AIRPORT. AIRCRAFT LANDED ON RUNWAY 31, EXITED RUNWAY 31 AT INTERSECTION DELTA. AIRCRAFT MADE A RIGHT TURN ON TAXIWAY C, AIRCRAFT WAS LIFTED BY HIGH WINDS ON RIGHT SIDE. RIGHT WING TIPCAP WAS SCRAPED, AND PROP STRUCK GROUND. DAMAGE TO AIRCRAFT WAS MINOR. 20010522012019I (.4) ON MAY 22, 2001, AT ABOUT 1746 EASTERN DAYLIGHT TIME, A GRUMMAN G-73, N142PA, REGISTERED TO SEAPLANE LEASING II LLC, OPERATED BY FLYING BOAT INC, DOING BUSINESS AS CHALKS INTERNATIONAL AIRLINES FLIGHT 512, AS A 14 CFR PART 121 SCHEDULED INTERNATIONAL PASSENGER FLIGHT, EXPERIENCED A COLLAPSE OF THE RIGHT MAIN LANDING GEAR WHILE TAXIING TO THE PARKING RAMP. THE AIRLINE TRANSPORT PILOT-IN-COMMAND, COMMERCIAL PILOT COPILOT, AND 17 PASSENGERS REPORTED NO INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A VFR FLIGHT PLAN WAS FILED. THE AIRPLANE SUSTAINED MINOR DAMAGE. THE FLIGHT ORIGINATED FROM PARADISE ISLAND, BAHAMAS, ABOUT 51 MINUTES BEFORE THE INCIDENT. INITIAL EXAMINATION OF THE AIRPLANE BY THE FAA REVEALED THE RIGHT MAIN LANDING GEAR HAD SEPARATED. TWO SMALL PREEXISTING CRACKS AND CORROSION WAS FOUND IN THE VICINITY OF THE FAILURE LOCATION. THE DIRECTOR OF MAINTENANCE FOR CHALKS INTERNATIONAL STATED THAT FOUR LANDING GEAR PARTS WERE SENT TO Q.C. LABS FOR MAGNAFLUX AND X-RAY. THE LANDING GEAR PARTS WERE PICKED UP AND BROUGHT BACK TO THE HANGAR. THE LANDING GEARS WERE PREPPED, PRIMED, PAINTED, AND THE LANDING GEAR WAS INSTALLED ON THE INCIDENT AIRPLANE. ON MAY 22, 2001 , N142PA RIGHT MAIN LANDING GEAR FAILED WHILE TAXIING TO THE TERMINAL. A REVIEW OF PAPERWORK FROM Q.C. LABS REVEALED THAT TWO LANDING GEAR PARTS WERE REJECTED BECAUSE OF CRACKS. A RED TAG WAS ALSO ATTACHED TO THE REPORT. " AT THIS TIME I REALIZED THAT I HAD TAGGED AN UNSERVICEABLE PART SERVICEABLE BY MISTAKE." 20010522012639I (-23) STUDENT TOOK OFF AND REMAINED IN PATTERN TO PRACTICE TOUCH AND GO LANDINGS. WEATHER WAS VFR WITH LIGHT WIND. ON FIRST LANDING, THE AIRCRAFT HIT HARD AND BOUNCED. PILOT REPORTS SHE ADDED POWER TO COUNTERACT BOUNCE. SECOND LANDING RESULTED IN FAILURE OF NOSE GEAR FORK WHERE IT ATTACHES TO NOSE GEAR STRUT. PILOT REPORTED SHE HAD THE NOSE IN THE PROPER ATTITUDE FOR LANDING. THE AIRCRAFT SKIDDED ON THE NOSE GEAR STRUT TO A STOP. THE BREAK ON THE NOSE GEAR FORK WAS CLEAN INDICATING THE LACK OF PREVIOUS DAMAGE. AIRCRAFT MAINTENANCE IS NOT AN ISSUE. 20010522013169I (-23) ON A NIGHT VFR CHECKOUT FLIGHT AT THE GLENDALE, AZ AIRPORT, THE PILOT AND STUDENT FAILED TO EXTEND THE LANDING GEAR PRIOR TO LANDING. THE FLIGHT INSTRUCTOR FAILED TO PROPERLY SUPERVISE STUDENT DURING TOUCH AND GO TAKEOFFS AND LANDINGS INSURING THAT THE LANDING GEAR WAS EXTENDED PRIOR TO LANDING. THE INSTRUCTOR WAS DISTRACTED WHILE EMPHASIZING RADIO PROCEDURES TO THE OTHER PILOT. THE AIRCRAFT'S LANDING GEAR WARNING HORN REPORTEDLY FAILED TO SOUND WHEN THE ENGINE POWER WAS REDUCED BELOW 14 INCHES OF MANIFOLD PRESSURE. THE AIRCRAFT'S PROPELLER, FLAPS, BELLY SKIN, ANTENNAS, AND GEAR DOORS WERE DAMAGED BY THE GEAR UP LANDING. AT THIS TIME, NO CAUSAL FACTORS ARE KNOWN. 20010522013699A (19)ON MAY 22, 2001, AT 0806 EASTERN DAYLIGHT TIME, A PIPER PA-31-310, N35 WT, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING TO A FIELD NEAR UNIONTOWN, OHIO, WHILE ON FINAL APPROACH TO RUNWAY 23 AT AKRON-CANTON REGIONAL AIRPORT (CAK), AKRON, OHIO. THE CERTIFICATED COMMERCIAL PILOT SUSTAINED SERIOUS INJURIES. AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE FLIGHT THAT ORIGINATED AT PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO, AT 0727. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 135. AN INVESTIGATING OFFICER FROM THE STARK COUNTY SHERIFF'S OFFICE INTERVIEWED THE PILOT SHORTLY AFTER THE ACCIDENT. ACCORDING TO THE OFFICER'S REPORT: "THE PILOT STATED HE WAS CLEARED TO LAND AT AKRON-CANTON AIRPORT AND HE WAS ON FINAL APPROACH. THE PILOT STATED THE ENGINES BEGAN TO SPUTTER. THE PILOT STATED HE CHECKED HIS FUEL GAUGES WHICH INDICATED LOW FUEL, BUT NOT EMPTY. THE PILOT STATED HE ATTEMPTED TO SWITCH FUEL TANKS, BUT THE ENGINES STOPPED. THE PILOT STATED HE THEN LOOKED FOR A CLEAR AREA TO LAND, AND HE LANDED THE AIRCRAFT IN A CROP FIELD. " ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION'S (FAA) PRELIMINARY ACCIDENT NOTIFICATION, THE CAK AIR TRAFFIC CONTROL TOWER (ATCT) REPORTED THE FOLLOWING: "AT 0804, [N35WT] WAS ISSUED A LOW ALTITUDE ALERT AND APPROACH CLEARANCE WAS CANCELLED. PILOT THEN REPORTED ENGINE TROUBLE AND WANTED TO CONTINUE. THE PILOT THEN CALLED LOW FUEL, THE TOWER OBSERVED AIRCRAFT GO BELOW TREE LINE AT 0806." . EXAMINATION OF THE WING FUEL TANKS REVEALED THAT THE LEFT INBOARD TANK WAS EMPTY, THE LEFT WING OUTBOARD FUEL TANK HAD ABOUT 3/4-INCH OF RESIDUAL FUEL AT THE BOTTOM OF THE TANK, THE RIGHT INBOARD TANK WAS EMPTY, AND THE RIGHT OUTBOARD TANK WAS EMPTY. THE LEFT AND RIGHT FUEL SELECTOR VALVES WERE POSITIONED TO THE INBOARD FUEL TANKS. THE LEFT FUEL GAUGE READ APPROXIMATELY 1/16 FROM EMPTY WITH ELECTRICAL POWER OFF, AND THE RIGHT FUEL GAUGE READ APPROXIMATELY 1/2 WITH ELECTRICAL POWER OFF. THE OPERATOR'S CHIEF OF MAINTENANCE (COM) HAD THE AIRPLANE LIFTED ONTO ITS LANDING GEAR ON MAY 24, 2001. ACCORDING TO THE COM, NO FUEL TANK SUMP DRAINS WERE OPEN, AND THERE WAS NO BREECHING OF THE FUEL TANKS. ACCORDING TO THE OPERATOR, THE AIRPLANE DEPARTED CAK WITH FULL FUEL. THE AIRPLANE FLEW TO COLUMBUS, OHIO, THEN MADISON, WISCONSIN. IN MADISON, THE AIRCRAFT WAS FILLED WITH 61 GALLONS OF 100 LL LL FUEL AT A HOBBS METER TIME OF 3933.7. THE AIRCRAFT DEPARTED WISCONSIN AND FLEW TO CHICAGO, ILLINOIS. FROM CHICAGO, THE AIRPLANE FLEW TO COLUMBUS, THEN BACK TO CAK. EXAMINATION OF THE OPERATOR'S COMPUTERIZED DISPATCH SHEET REVEALED THAT THE TRIP BEGAN AT CAK AT A HOBBS METER TIME OF 3930.9. THE DISPATCH SHEET INDICTED THE TRIP WOULD TAKE 5.7 HOURS. AT THE ACCIDENT SITE, THE HOBBS METER READ 3936.8 HOURS. EXAMINATION OF THE AIRPLANE'S PILOT OPERATING MANUAL REVEALED THAT THERE WERE TWO BLADDER CELLS IN EACH WING. THE OUTBOARD CELLS HELD 40 GALLONS EACH AND THE INBOARD CELLS HELD 56 GALLONS EACH, FOR A TOTAL OF 192 GALLONS, OF WHICH 182 GALLONS WERE USABLE. ACCORDING TO THE OPERATOR, THE AIRPLANE WOULD BURN AN AVERAGE 40 GALLONS PER HOUR. THE OPERATOR ALSO STATED THAT THERE WAS NO WAY TO VISUALLY CHECK THE AMOUNT OF FUEL IN THE TANKS. THE NORMAL PROCEDURE TO CHECK THE AMOUNT OF FUEL IN THE TANKS WAS BY REFERENCING THE FUEL GAUGES IN THE COCKPIT. THE PILOT'S MOST RECENT FAA SECOND CLASS MEDICAL WAS ISSUED ON SEPTEMBER 12, 2000. AT THAT TIME HE REPORTED A TOTAL OF 1,500 FLIGHT HOURS. (-23) THE AIRCRAFT CRASHED 4.5 MILES NORTHEAST OF AKRON/CANTON AIRPORT (CAK) ON A VECTORED APPROACH FOR ILS RUNWAY 23. THE PILOT REPORTED ENGINE TROUBLE AND THEN CALLED LOW FUEL BEFORE BEING OBSERVED BY THE TOWER GOING BELOW THE TREE LINE. THE AIRCRAFT LANDED GEAR UP IN A MUDDY CORN FIELD APPROXIMATELY 200 FEET AFTER CLEARING A 75 FOOT TALL TREE LINE ALONG THE NORTH EDGE OF THE FIELD. THE AIRCRA 20010522016579I (-23) DURING TAKEOFF AND LANDING PRACTICE, THE PILOT NOSED HIS AIRCRAFT OVER CAUSING DAMAGE TO HIS PROP AND SPINNER. ANC FSDO SAFETY PROGRAM MANAGER ^PRIVACY DATA O^, CONCURRED THAT THE PILOT QUALIFIED FOR THE REMEDIAL TRAINING PROGRAM. THE PILOT ACCEPTED AND SUBSEQUENTLY SUCCESSFULLY COMPLETED THE PROGRAM. ^PRIVACY DATA OMITTED^ 20010522037049I (-23) ON MAY 22, 2001 AT APPROXIMATELY 1305L, A CESSNA CITATION 560 N358QS, HAD THE NOSE LANDING GEAR COLLAPSED ON TOUCHDOWN TO RUNWAY 9L. THE AIRCRAFT SKIDDED DOWN THE RUNWAY FOR 2000 FT. NO INJURIES TO THE CREW OF 2 AND 4 PASSENGERS. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE BOTTOM OF THE AIRFRAME AND NOSE WHEEL AREA. THE NOSE RADOME AND NUMEROUS ANTENNAS AND PITTO TUBES ALSO HAD MINOR DAMAGE. THE NOSE GEAR ACTUATOR IS IN QUESTION DUE TO THIS BEING THE THIRD INCIDENT IN ONE YEAR INVOLVING THIS TYPE OF AIRCRAFT AND LANDING GEAR. THE NOSE GEAR ACTUATOR WAS REMOVED AND SENT TO NTSB FOR ANALYSIS. 20010523008759I (-23)DURING TAKE-OFF, ABOUT 2000 FEET DOWN THE RUNWAY, THE RIGHT MAIN TIRE BLEW PULLING THE AIRCRAFT OFF THE RUNWAY TO THE RIGHT. THE AIRCRAFT CAME TO REST IN THE GRASS AREA TO THE RIGHT OF THE RUNWAY WITH NO ADDITIONAL DAMAGE TO THE AIRCRAFT EXCEPT FOR THE BLOWN TIRE. INSPECTION OF TIRE REVEALED A FLAT SPOT WORN THROUGH SEVERAL CORDS. AIRCRAFT WAS PLACED ON JACKS AND BRAKE SYSTEM WAS INSPECTED WITH NO DEFECTS FOUND. ALL BRAKE PARTS WERE CORRECT. 20010523008789I (-23)SOMETIME DURING THE NIGHT, AN UNMANNED, UNCONTROLLED US AIRWAYS LAVATORY TRUCK ROLLED ACROSS TAXIWAYS "G" AND "H" AND STRUCK A PARKED SOUTHWEST AIRLINES B737 IN THE #2 ENGINE COWLING. AIRCRAFT WAS TAKEN OUT OF SERVICE UNTIL COWLING REPLACEMENT WAS ACCOMPLISHED LATER THAT DAY. 20010523009479I (-23)THE PILOT/MECHANIC WAS CONDUCTING A MAINTENANCE CHECK ONT HE PROPELLER'S RPM. HE HAD JUST COMPLETED A STEP TAXI WHEN A GUSTY OF WIND ALLOWED THE AIRCRAFT TO COME IN CLOSE PROXIMITY OF THE SHORE. THE LEFT FLOAT CONTACTED THE SHORELINE. THE PILOT INFORMED THE TOWER AND CORRECTED THE SITUATION. THERE WAS NO INTENT OF FLIGHT AND THE AIRCRAFT WAS UNDER PUBLIC USE. 20010523009809A (-23)ON MAY 23, 2001, AT APPROXIMATELY 304 PM CDT, DURING THE LANDING ROLL-OUT PHASE OF FLIGHT ON RUNWAY 17 CENTER AT THE DALLAS/FORT WORTH, TEXAS AIRPORT (DFW), A SUBSTANTIAL PORTION OF THE RIGHT MAIN LANDING GEAR SEPARATED FROM THE AIRCRAFT. THE PILOT MAINTAINED DIRECTIONAL CONTROL AS BEST AS HE COULD AND STOPPED ON THE RUNWAY SURFACE, SLIGHTLY TO THE RIGHT OF THE RUNWAY CENTERLINE. THE AIRCRAFT STOPPED WITH IT'S RIGHT WING TIP RESTING ONT HE RUNWAY SURFACE. THERE WAS NO FIRE. THERE WERE NO INJURIES REPORTED. THE NTSB IS CURRENTLY PERFORMING METALLURGY TESTING ON THE LANDING GEAR. SUBSTANTIAL DAMAGE WAS ALSO EVIDENT TO THE RIGHT WING TIP, FLAPS, AILERONS, AND AFT CARGO DOOR FAIRING. 20010523010039A (.19)ON MAY 23, 2001, AT 1900 HOURS PACIFIC DAYLIGHT TIME, A ROBINSON R22B, N2352G, WAS SUBSTANTIALLY DAMAGED WHEN IT ROLLED OVER DURING LIFTOFF AT THE FRENCH VALLEY AIRPORT, MURIETTA, CALIFORNIA. THE STUDENT PILOT, WHO WAS THE SOLE OCCUPANT, WAS UNINJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE STUDENT'S FIRST SOLO FLIGHT. THE HELICOPTER WAS OPERATED BY USA ACADEMY OF AVIATION, AND WAS RENTED BY THE STUDENT FOR INSTRUCTIONAL PURPOSES UNDER 14 CFR PART 91. THE HELICOPTER WAS DEPARTING FRENCH VALLEY FOR HOVER PRACTICE AT THE AIRPORT. NO FLIGHT PLAN WAS FILED. THE INSTRUCTOR HAD JUST COMPLETED 30 MINUTES OF HOVER PRACTICE WITH THE STUDENT. THE STUDENT LANDED THE HELICOPTER AND THE INSTRUCTOR DEPLANED TO ALLOW THE STUDENT TO EXECUTE HIS FIRST SOLO FLIGHT. AS THE INSTRUCTOR WATCHED, THE STUDENT LIFTED OFF AND IMMEDIATELY ROLLED TO THE RIGHT AND CRASHED. ACCORDING TO THE INSTRUCTOR, THE STUDENT HAD APPLIED EXCESSIVE RIGHT CYCLIC, CAUSING THE HELICOPTER TO ROLL DURING LIFTOFF. THE STUDENT HAD LOGGED APPROXIMATELY 27 HOURS OF DUAL INSTRUCTION IN THE R22 PRIOR TO THE ACCIDENT. (-23) THE ROBINSON R22B, N2352G, WAS SUBSTANTIALLY DAMAGED WHEN IT ROLLED OVER DURING LIFTOFF BY THIS STUDENT PILOT'S FIRST SOLO FLIGHT. THE INSTRUCTOR HAD JUST COMPLETED APPROXIMATELY 30 MINUTES OF HOVER PRACTICE WITH THE STUDENT. THEY WOULD LIFTOFF, THEN SET THE AIRCRAFT DOWN. THEY DID THIS OVER AND OVER AGAIN AND THEN THE INSTRUCTOR GOT OUT AND ALLOWED THE STUDENT TO EXECUTE HIS FIRST SOLO HOVER. WHILE THE INSTRUCTOR WATCHED, THE STUDENT LIFTED OFF AND IMMEDIATELY ROLLED TO THE RIGHT AND CRASHED. (.4) THE INSTRUCTOR HAD JUST COMPLETED 30 MINUTES OF HOVER PRACTICE WITH THE STUDENT. THE STUDENT LANDED THE HELICOPTER AND THE INSTRUCTOR DEPLANED TO ALLOW THE STUDENT TO EXECUTE HIS FIRST SOLO FLIGHT. AS THE INSTRUCTOR WATCHED, THE STUDENT BEGAN TO LIFTOFF AND IMMEDIATELY ROLLED TO THE RIGHT AND CRASHED. ACCORDING TO THE INSTRUCTOR, THE HELICOPTER NEVER LEFT THE GROUND. THE STUDENT HAD LOGGED APPROXIMATELY 29 HOURS OF DUAL INSTRUCTION IN THE R22 PRIOR TO THE ACCIDENT. THE INSTRUCTOR STATED THAT HE HAD DONE MANY PICKUPS AND SET DOWNS WITH THE STUDENT JUST PRIOR TO THE ACCIDENT. HE EMPHASIZED THE DIFFERENCES IN FLIGHT CHARACTERISTICS THAT THE STUDENT WOULD EXPERIENCE WHEN THE INSTRUCTOR WAS NOT IN THE HELICOPTER. HE EXPLAINED THAT HE HAD COVERED DYNAMIC ROLLOVER SITUATIONS IN GROUND SCHOOL SESSIONS, INCLUDING A ROBINSON FACTORY TRAINING VIDEOTAPE ON THE SUBJECT. THE INSTRUCTOR NORMALLY OCCUPIED THE LEFT SEAT OF THE HELICOPTER DURING DUAL LESSONS. AT THE TIME OF THE ACCIDENT, THE STUDENT WAS OCCUPYING THE RIGHT SEAT, AND THE LEFT SEAT WAS EMPTY. THE SOLO FLIGHT WAS CONDUCTED ON AN ASPHALT HELICOPTER LANDING PAD. INSPECTORS FROM THE FEDERAL AVIATION ADMINISTRATION FOUND NO EVIDENCE OF PREACCIDENT MECHANICAL FAILURE. THE HELIPAD WAS INSPECTED AND FOUND TO BE CLEAN, SMOOTH, AND FREE OF OBSTRUCTIONS. THE INSTRUCTOR WEIGHED 185 POUNDS, AND THE HELICOPTER HAD CONSUMED 30 POUNDS OF FUEL PRIOR TO THE ATTEMPTED SOLO FLIGHT. THIS MADE THE HELICOPTER 215 POUNDS LIGHTER THAN THE STUDENT WAS ACCUSTOMED TO. IF THE STUDENT DID NOT EXERCISE EXTREME CAUTION TO LIFTOFF VERY SLOWLY AND DELIBERATELY, WITH THE CYCLIC CENTERED, A DYNAMIC ROLLOVER WOULD BE VERY LIKELY TO OCCUR. WITH AN EXCESSIVE INPUT OF COLLECTIVE, THE HELICOPTER AT A LIGHT TAKEOFF WEIGHT AND THE CYCLIC EVEN SLIGHTLY OFF CENTER, THE ROLL WOULD BE EXTREMELY RAPID AND NEARLY IMPOSSIBLE TO ARREST. 20010523010549A (-23)AIRCRAFT WAS APPARENTLY CONTOURING TERRAIN EVALUATING WEED CONTROL AND FERTILIZER REQUIREMENTS FOR SUBSEQUENT GROUND APPLICATION AT A LATER DATE, HEADING WESTBOUND INTO THE SUN WHEN THE ACCIDENT OCCURRED.THE PILOT APPARENTLY LOST CONTROL EXECUTING A NINETY DEGREE BANK TO HEAD SOUTHWEST DOWN A RAVINE AND CAME INTO CONTACT WITH THE GROUND. CONTACT WAS MADE WITH THE LEFT WING FIRST AND SLOW CARTWHEEL TO NOSE AND RIGHT WING, DEMOLISHING LEADING EDGES OF BOTH WINGS AND NOSE OF AIRCRAFT. AIRSPEED INDICATOR FROZE AT 55 KNOTS. AFTER EXAMINATION OF THE WRECKAGE AND ENGINE TEARDOWN, WE COULD FIND NO MECHANICAL PROBLEMS WITH THE AIRCRAFT. 20010523011269I (-23)AIRCRAFT DEPARTED PALM SPRINGS AT APPROXIMATELY 145 PM ON MAY 23, 2001. DURING TAKEOFF THE CREW DETECTED AN IMPACT SOUND IN THE AREA OF THE LEFT MAIN LANDING GEAR. THE CREW WAS SUBSEQUENTLY CONTACTED BY PALM SPRINGS ATC AND NOTIFIED THAT THEIR AIRCRAFT HAD LEFT TIRE DEBRIS ON THE RUNWAY. AIRCRAFT PROCEEDED TO BOZEMAN, MONTANA WERE A FLYBY INSPECTION REVEALED THAT THE AIRCRAFT HAD LOST THE TIRE THREADS TO THE LEFT INBOARD MAIN LANDING GEAR WHEEL. AIRCRAFT SUBSEQUENTLY MADE A SAFE LANDING AT BOZEMAN, MONTANA WITHOUT FURTHER INCIDENT. 20010523013099I (-23) ON MAY 23, 2001, AN EXPERIMENTAL KIT BUILT CAVALIER SA102, DEPARTED HOLLISTER AIRPORT (307), AT APPROXIMATELY 1040 LOCAL TIME FOR A PHASE I TEST FLIGHT LIMITED TO 30NM. PILOT STATED THAT HE LOST GEOGRAPHICAL AWARENESS AND BECAME LOST. AT 1242 LOCAL TIME THE PILOT MADE A HARD LANDING AT SAN LUIS AIRPORT (SBP) CAUSING THE NOSE GEAR TO COLLAPSE AND STRIKING THE PROPELLER ON THE RUNWAY. A COPY OF THE REPORT IS BEING FORWARDED TO THE OPERATIONS UNIT FOR FURTHER ACTION. 20010523013989I (-23) AIRCRAFT LANDED ON RUNWAY 06, TETERBORO IN LIGHT RAIN, WITH STANDING WATER ON THE SURFACE. PILOT APPLIED BRAKES TO DECELERATE AND AIRCRAFT BEGAN VEERING TO THE RIGHT. THE PILOT BELIEVED THAT THE LEFT BRAKE HAD FAILED TO ENGAGE, AND ATTEMPTED TO MAINTAIN DIRECTIONAL CONTROL USING ASYMMETRIC POWER. AIRCRAFT DEPARTED THE RIGHT SIDE OF THE RUNWAY AND STRUCK A TAXIWAY SIGN AND RUNWAY LIGHT. PROP BLADES ON THE LEFT, AND RIGHT WERE GOUGED, AND THE LEFT WING WAS DENTED OUTBOARD OF THE ENGINE NACELLE. A SIX INCH SECTION OF THE DE-ICE BOOT WAS TORN AT THE SAME LOCATION. 20010523018189I (-23)FOLLOWING NIGHT LANDING HEAD ON TO B-727 THE INSTRUMENT WAS EXPEDITING CLEARING RUNWAY AT REQUEST OF ATC. WHILE TURNING TO EXIT ONTO TAXIWAY, AIRCRAFT SWUNG WIDE AND STRUCK TAXIWAY SIGN WITH RIGHT WING TIP. INSTRUCTOR STATED THAT HE WAS LOOKING FOR THE YELLOW TURN OFF LINE AT THE TIME THE AIRCRAFT STRUCK THE SIGN. 20010524009939A (-23)THIS WAS THE INITIAL FLIGHT OF A RECENTLY COMPLETED EXPERIMENTAL AMATEUR BUILT AIRCRAFT. THE 45 MINUTE FLIGHT WENT AS PLANNED AND THE ONLY PROBLEM NOTED WAS THAT THE AIRSPEED INDICATOR APPEARED TO READ 20 KNOTS SLOW. PIILOT MADE 2 LOW PASSES DOWN THE RUNWAY BEFORE ATTEMPTING A LANDING. DURING A TAIL LOW LANDING THE AIRCRAFT "SKIPPED" AND THE NOSE DRIFTED TO THE RIGHT. THE RIGHT MAIN GEAR COLLAPSED FOLLOWED BY THE LEFT MAIN GEAR RUPTURING THE FUEL TANKS AND THE AIRCRAFT BURNED. 20010524010759A (.19)ON MAY 24, 2001, AT 1216 MOUNTAIN DAYLIGHT TIME, A SCHEMPP-HIRTH NIMBUS-3DM GLIDER, N11ZQ, WAS DESTROYED WHEN IT IMPACTED TERRAIN WHILE MANEUVERING NEAR ALAMOGORDO, NEW MEXICO. THE TWO PRIVATE PILOTS WERE FATALLY INJURED. SAJ, LLC, OF POWELL, WYOMING, WAS OPERATING THE GLIDER UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL LONG DURATION FLIGHT THAT ORIGINATED AT 1155. NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO WITNESSES, THE MOTOR-GLIDER DEPARTED WITH TWO VERY EXPERIENCED FOREIGN NATIONAL PILOTS FOR A LONG DISTANCE FLIGHT TO COLORADO AND BACK. THEY SAID THAT NO RADIO TRANSMISSIONS WERE EVER RECEIVED FROM THE GLIDER. SEARCH AND RESCUE TEAMS LOCATED THE GLIDER ON MAY 27, 2001. (-23) AIRCRAFT N11ZQ DEPARTED ALM AT APPROXIMATELY 1120 LOCAL MDT AND APPROXIMATELY 40 MINUTES LATER WAS REPORTED MISSING. AIRCRAFT WAS ENROUTE TO FORT GARLAND, COLORADO AS PART OF A SOARING CLUB COMPETITION. THE AIRCRAFT WRECKAGE WAS LOCATED ON 5/27/2001 AT APPROXIMATELY 1630 LOCA MDT BY THE CIVILIAN AIR PATROL AND A GROUND TEAM ARRIVED AT THE SITE AT APPROXIMATELY 1930 LOCAL MDT. BOTH OCCUPANTS HAD RECEIVED FATAL INJURIES. THE WRECKAGE IS CO NTAINED IN ABOUT A 100 FT RADIUS IN A HEAVILY TREED AREA AT ABOUT 9,000 FT. LEVEL IN LINCOLN NATIONAL PARK. (.4) HISTORY OF FLIGHT: ON MAY 24, 2001, AT 1216 MOUNTAIN DAYLIGHT TIME, A SCHEMPP-HIRTH NIMBUS-3DM MOTORGLIDER, N11ZQ, WAS DESTROYED WHEN IT IMPACTED TERRAIN WHILE MANEUVERING NEAR ALAMORGORDO, NEW MEXICO. THE TWO PRIVATE PILOTS WERE FATALLY INJURED. SAJ, LLC, OF POWELL, WYOMING, WAS OPERATING THE MOTORGLIDER UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL LONG-DURATION FLIGHT THAT ORIGINATED AT APPROXIMATELY 1155. NO FLIGHT PLAN HAD BEEN FILED. THE TWO PILOTS HAD ARRIVED FROM EUROPE 3 DAYS BEFORE THE ACCIDENT TO TAKE PART IN A 2 WEEK LONG WORLD RECORD SOARING ATTEMPT. THEY HAD TRAVELED TO ALBUQUERQUE, NEW MEXICO, ON MAY 22, 2001, TO CONVERT THEIR EUROPEAN FLIGHT CREDENTIALS TO AMERICAN PRIVATE PILOT CERTIFICATES. THEY FLEW THEIR FIRST FLIGHT TOGETHER FROM ALAMOGORDO ON MAY 23, 2001. THEY HAD FLOWN NORTH TO THE VICINITY OF SANTA FE SKI BASIN, (LAKE PEAK), NEW MEXICO, A DISTANCE OF 660 KILOMETERS (365 NAUTICAL MILES [NM]), AND WERE AIRBORNE FOR APPROXIMATELY 6 HOURS. ON THE MORNING OF THE ACCIDENT, THE TWO PILOTS HAD BREAKFAST, AND PROCEEDED TO THE AIRPORT TO PREFLIGHT THEIR MOTORGLIDER. EDY NAEF WAS SITTING IN THE BACK SEAT ANS WAS THE DESIGNATED PILOT-IN-COMMAND (PIC) FOR THE FLIGHT. HIS ENGLISH WAS BETTER AND HE HAD FLOWN AT ALAMORGORDO THE YEAR BEFORE. GILBERT GERBAUD PERFORMED THE TAKEOFF ON RUNWAY 21 (IT IS NORMAL PROCEDURE FOR THE FRONT SEAT OCCUPANT TO DO THE TAKEOFF) AND EDY NAEF WAVED AT THE PEOPLE ON THE GROUND AS THEY LIFTED OFF. A FRIEND OF THE TWO PILOTS AND FELLOW MOTORGLIDER PILOT SAID THAT THE MOTOR IS USUALLY STOWED AT 1,000 METERS, OR 3,281 FEET ABOVE GROUND LEVEL (AGL). HE SAID THAT THE FULL STOWING PROCEDURE TAKES BETWEEN 2 TO 3 MINUTES. HE ALSO SAID THAT THE AIRCRAFT IS AT ITS MAXIMUM DRAG SCENARIO DURING THE STOPPING OF THE ENGINE, CENTERING THE PROPELLER, AND STOWING THE ENGINE. IF FOR ANY REASON THE ENGINE WERE TO BE EXTENDED DURING FLIGHT, IT IS RECOMMENDED THAT THE PROCEDURE BE PERFORMED NO LOWER THAN 1,500 FEET AGL. NORMALLY, HE SAID, THE ENGINE IS USED ONLY FOR SELF-LAUNCHING, AND AFTER THAT THE AIRCRAFT IS FLOWN STRICTLY AS A GLIDER. RADAR DATA FROM HOLLOMAN AIR FORCE BASE (WHITE SANDS MISSILE RANGE; ELEVATION 4,093 FEET; 290 DEGREES AND 18 NM FROM THE ACCIDENT SITE) INDICATED THE GLIDER HEADED EAST-SOUTHEAST AFTER TAKEOFF. THE LAST RADAR RETURN WAS RECORDED AT 1215 (N32 DEGREES, 51.36; W105 DEGREES, 49.47'), AND THE DOWNED GLIDER WAS LOCATED APPROXIMATELY 1 MILE EAST OF THAT LOCATION. NO ALTITUDE DATA COULD BE OBTAINED FROM THE RAW RADAR DATA; THE GLIDER WAS NOT EQUIPPED WITH A MODE C TRANSPONDER. WITNESSES SAID THAT NO RADIO TRANSMISSIO 20010524010799A (.19)ON MAY 24, 2001, AT 1630 HOURS MOUNTAIN STANDARD TIME A CESSNA 172S, N506ER, COLLIDED WITH TERRAIN DURING A GO-AROUND AT COTTONWOOD, ARIZONA. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE CERTIFICATED FLIGHT INSTRUCTOR SUSTAINED MINOR INJURIES WHILE HIS CERTIFICATED PRIVATE STUDENT RECEIVED SERIOUS INJURIES. THE AIRPLANE WAS BEING OPERATED AS AN INSTRUCTIONAL FLIGHT BY EMBRY-RIDDLE AERONAUTICAL UNIVERSITY UNDER THE PROVISIONS OF 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED FROM ERNEST A. LOVE FIELD, PRESCOTT, ARIZONA, AT 1530. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A COMPANY FLIGHT PLAN HAD BEEN FILED. THE INSTRUCTOR REPORTED THAT UPON THEIR ARRIVAL IN THE AIRPORT TRAFFIC AREA, THE STUDENT CALLED THE COTTONWOOD AIRPORT UNICOM FOR A WIND CHECK; HOWEVER, HE HAD RECEIVED NO REPLY. HE ALSO NOTED THAT THE WINDSOCK WAS INDICATING WINDS FROM ABOUT 180 DEGREES ABOUT 8 TO 10 KNOTS. THE FIRST APPROACH, A TOUCH-AND-GO LANDING TO RUNWAY 14, WAS ACCOMPLISHED WITHOUT INCIDENT. ON THE SECOND APPROACH, THE INSTRUCTOR SIMULATED A FORCED LANDING BY RETARDING THE THROTTLE TO IDLE AS THE AIRPLANE PARALLELED THE PLANNED TOUCHDOWN POINT WHILE ON DOWNWIND. THE APPROACH CONTINUED TOWARD FINAL WITH THE STUDENT LOWERING THE FLAPS TO 30 DEGREES. AT TOUCHDOWN, BOTH MAIN GEAR WERE ROLLING ON THE RUNWAY WHEN THE AIRPLANE SUDDENLY ROLLED AND VEERED TO THE LEFT. THE INSTRUCTOR TOOK THE CONTROLS AND ADDED FULL POWER WHILE NOTING THE AIRSPEED INDICATOR WAS READING ABOUT 35 KNOTS. THE INSTRUCTOR WAS ABLE TO CLEAR A ROW OF 10-FOOT TREES ALONG THE LEFT SIDE OF THE RUNWAY, BUT WAS UNABLE TO MAINTAIN A CLIMB SUFFICIENT TO AVOID THE RISING TERRAIN. WHEN HE DETERMINED THAT IMPACT WAS IMMINENT, THE INSTRUCTOR RETARDED THAT THROTTLE TO IDLE. THE LEFT WING CONTACTED THE TERRAIN AND THE AIRPLANE CARTWHEELED BEFORE COMING TO REST. (-23)DURING LANDING ROLL-OUT RWY 14 AT COTTONWOOD, AZ (P52), PRIVATE PILOT ^PRIVAC^ EXPERIENCED GUSTING CROSSWIND FROM APPROXIMATELY 180 DEGREES. THE R/H WING RAISED, THE AIRCRAFT YAWED APPROXIMATELY 45 DEGREES LEFT OF RWY HEADING, AND BECAME AIRBORNE. FLIGHT INSTRUCTOR ^PRIVA^ CALLED FOR AND TOOK CONTROLS APPLYING FULL POWER. THE ENGINE RESPONDED HOWEVER THE AIRCRAFT WAS UNABLE TO ACHEIVE AIRSPEED AND SUFFICIENT ALTITUDE. FLAPS SET AT FULL DOWN. ^PRIVA^ ATTEMPTED TO TURN THE AIRCRAFT TO THE LEFT TO AVOID RISING TE RRAIN LEFT OF THE DEPARTURE END OF RWY 14. THE AIRCRAFT STALL WARNING SOUNDED THROUGHOUT MANUEVERING. THE LEFT WING TIP IMPACTED THE GROUND APPROXIMATELY 600 FEET FROM THE NORTHEAST AIRPORT BOUNDRY, AND APPROXIMATELY 3000 FEET FROM THE APPROACH END OF RWY 14. THE AIRCRAFT CARTWHEELED AND CAME TO REST INVERTED IN HEAVY BRUSH AND TREES. 20010524011319I (-23)ON 5/24/01, THE PIC LANDED THE PA-24-250 ON A HARD SURFACE RUNWAY WITH THE LANDING GEAR IN THE "UP" POSITION. THE PIC STATED HE WAS DISTRACTED BY ANOTHER AIRPLANE AND DID NOT HEAR THE AUDIBLE WARNING HORN, DID NOT LOOK AT THE GEAR WARNING LIGHTS, AND DID NOT REVEIW THE BEFORE LANDING CHEKCLIST. FURTHER, THE AIRCRAFT WAS OPERATED "OUT OF ANNUAL" INSPECTION AND FLOWN IN AN UNAIRWORTHY CONDITION. NO FAA REGISTRATION FORM WAS FOUND ONBOARD THE AIRCRAFT. SECTION 44709 REEXAMINATION ACTION IS PLANNED FOR THE PIC. EIR REF. CERTIFICATE ACTION IS ALSO PLANNED. 20010524011579I (-23)ON 05/24/01 ABOUT 0215 PIC ^PRIVACY DATA O^ REPORTED THAT HE DEPARTED HOBBY FOR DALLAS AND ABOUT 70 MILES NE THE A/C EXPERIENCED A TOTAL ELECTRIAL FAILURE. HE SAID THAT HE FOLLOWED ALL EMERGENCY PROCEDURES. INSPECTION REVEALED THAT THE LEFT PROPELLER CONTACTED SURFACE OF RWY 14 ABOUT 500 FT. FROM THE THRESHOLD. BOTH THREE-BLADED PROPELLERS WERE CURLED AFT, TWO ANTENNAS UNDERSIDE OF FUSELAGE WERE BROKEN OFF. BOTH MAIN LANDING GEAR DOORS WERE WORN SHOW HOLES IN THE SKIN AS A RESULT OF CONTACT WITH THE RWY. THROTTLES WERE IN CLOSED POSITION, PROPELLERS WERE IN FULL INCREASE, AND MIXTURE WAS IDLE CUTOFF. CIRCUIT BREAKER ON THE ELECTRICAL PANEL HAD DROPPED. HOBBS INDICATED 7295.0 HOURS. THE A/C WAS LIFTED BY CRANE AND THE LANDING GEAR WAS EXTENDED. NO MALFUNCTIONS WERE DETECTED IN THE EMERGENCY EXTENSION SYSTEM. A TEST OF THE BATTERY SYSTEM INDICATED THAT THERE WAS SUFFICIENT POWER TO ILLUMINATE LANDING AND POSITION LIGHTS. RECORDS INDICATE A PREVIOUS RELATED OCCURRENCE, PTRS SW05200103580, AN ELECTRICAL FAILURE FOLLOWED BY LANDING GEAR DAMAGE FROM OVER MANUAL EXTENSION BY PILOT. THE CAUSE OF THIS INCIDENT WILL BE DETERMINED AFTER THE OPERATOR HAS COMPLETED INSPECTION O F THE SUSPECTED SYSTEMS. 20010524012119I (-23)LOST POWER ON TAKE OFF. NO DAMAGE. 20010524012359I (-23) ON 05/24/01 AT 1715 LOCAL TIME, N421SB WAS TAXING WHEN THE LEFT LANDING GEAR COLLAPSED CAUSING MINOR DAMAGE TO LH WING TIP, LH PROPELLER AND LEFT SIDE OF FUSELAGE DUE TO IMPACTING TAXI WAY B. LANDING GEAR COLLAPSE DUE TO MALFUNCTIONING HYDRAULIC ACTUATOR. MALFUNCTION OR DEFECT REPORT ON FILE. 20010524012589I (-23)AFTER LANDING NOSE GEAR COLLAPSED, DAMAGE TO L & R PROPELLERS AND NOSE CONE. 20010524012609I (-23) AIRCRAFT STRUCK BY A MALFUNCTIONING GATE (GATE #1). MINOR DAMAGE TO RIGHT SIDE OF AIRCRAFT FUSELAGE. BOTH CREWMEMBERS HAVE CURRENT MEDICALS. 20010524012679I (-23) ON 05/24/01, MOUNTAIN AIR CARGO (MTNA), F-27-MK500 AIRCRAFT REGISTRATION N712FE, OPERATING UNDER FLIGHT 8201 INBOUND TO IND FROM BNA, DECLARED AN EMERGENCY DUE TO NUMBER 1 ENGINE SHUT DOWN. THE NUMBER 1 ENGINE FIRE WARNING CAME ON DURING APPROACH, ENGINE WAS SHUT DOWN AND BOTH NUMBER LH ENGINE FIRE EXTINGUISHERS WERE DISCHARGED. THE AIRCRAFT LANDED ON RUNWAY 23L AT 2358 CST WITHOUT INCIDENT, THE EMERGENCY EQUIPMENT WAS STANDING BY. 20010524012769I (-23) ON 05/24/2001 AT APPROXIMATELY 1900, A CESSNA 210T, REPORTED A SPUTTERING ENGINE ON ONE MILE FINAL FROM THE GRAND FORKS AIRPORT. THE AIRCRAFT MADE A EMERGENCY LANDING ON A DIRT ROAD ONE MILE SOUTH OF THE GRAND FORKS AIRPORT. THERE WERE TWO PEOPLE ON BOARD AND NO INJURIES AND NO DAMAGE TO THE AIRCRAFT. VFR METEOROLOGICAL CONDITIONS EXISTED. 20010524013829I (-23)ON MAY 24, 2001, FEDEX FLIGHT 1503, A BOEING 727-233, LANDED WITHOUT ANY ABNORMAL INDICATIONS AND TAXIED TO THE RAMP. THE CARGO WAS BEING OFFLOADED AND THE FLIGHT CREW LEFT THE AIRCRAFT. THE MAINTENANCE CREW WAS CALLED TO THE AIRCRAFT AFTER SMOKE WAS OBSERVED COMING FROM THE TAIL OF THE AIRCRAFT. A FIRE BROKE OUT IN THE AFT FUSELAGE ON THE LEFT SIDE ADJACENT TO THE REAR AIR STAIR DOOR. THE MECHANICS EXTINGUISHED THE FIRE WITH RAMP FIRE EXTINGUISHERS. CRASH RESCUE HAD BEEN NOTIFIED AND RESPONDED. THE FIRE WAS OUT PRIOR TO THE ARRIVAL OF THE FIRE TRUCKS. 20010524013919I (-23) WHILE ENROUTE FROM KIAD TO KMMU AT FL160 CAPTAIN PANNOZZO EXPERIENCED SEVERE ABDOMINAL PAIN. HE REMOVED HIMSELF FROM THE PILOTS SEAT, WENT INTO THE AFT PASSENGER COMPARTMENT AND LAID DOWN ON A COUCH. FIRST OFFICER LOVEGROVE LANDED ON RUNWAY 5 WITHOUT INCIDENT. AIRCRAFT WAS MET BY CFR-MEDICAL PERSONNEL. CAPTAIN PANNOZZO WAS TAKEN BY AMBULANCE TO LOCAL HOSPITAL. REFERRAL TO REGIONAL FAA EA FLIGHT SURGEON. 20010524014549A (-23) ON MAY 24, 2001, APPROXIMATELY 1905 CDT, AN BLUCKER KR-2S AMATEUR BUILT AIRPLANE, N197DB, OWNED BY THE PILOT, MR. KENNETH R. JAMES,^PRIVACY DATA OMITTED^ WHILE IN STEEP CLIMB AND HIGH BANK ANGLE THE AIRCRAFT LOSS POWER AND STALLED AND FELL TO THE GROUND. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE PART 91 PERSONAL FLIGHT. THE AIRCRAFT WAS DESTROYED AND FATAL TO PILOT AND PASSENGER. THE PILOT HELD A PRIVATE AIRPLANE SINGLE ENGINE LAND CERTIFICATE, NUMBER 2642422. THE FLIGHT ORIGINATED AT WICHITA FALLS, TEXAS ON MAY 24, 2001, CDT. 20010524015209I (-23) ON MAY 24, 2001, A CESSNA 152, N48697 HAD A LOSS OF ENGINE POWER RESULTING IN A FORCED LANDING ON INTERSTATE 75, JUST WEST OF TAMPA NORTH AERO PARK (X39). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME WHILE ON A PERSONAL FLIGHT. THE AIRCRAFT WAS NOT DAMAGED AND THERE WERE NO INJURIES TO THE PIC NOR ONE PASSENGER. THE FLIGHT ORIGINATED AT SUWANNEE COUNTY AIRPORT (24J) ON MAY 24, 2001 AT 1540 LOCAL TIME. 20010524019499I ON 05/24/01, AT 1635 UTC, CESSNA N9849C, A CESSNA 182RG, LANDED GEAR UP AT DOUBLE EAGLE AIRPORT, ALBUQUERQUE, NM. THE PILOT INSTRUCTOR, MR. DUDLEY GUETNZ WAS GIVING DUAL FLIGHT INSTRUCTION TO MIKE ROMERO, A COMMERCIAL PILOT STUDENT. THE INSTRUCTOR AND STUDENT WER DISCUSSING THE PROPER ENGINE-OUY GLIDE PATH AND THE BANK ANGLE AND WERE DISTRACTED FROM EXECUTING THE PRE-LANDING CHECKLIST. THEY WERE WEARING HEADSETS AND THE GEAR WARNING HORN WAS NOT HEARD BY EITHER PILOT. 20010525009849A (-23) MR. LOUIS E. FRICKE, PILOT-IN-COMMAND OF N23474, A CE-150-H DEPARTED FROM WHITEMAN FIELD (WHP), CA ENROUTE TO PINE MOUNTAIN LAKE (Q68) CA. 15 MILES SOUTHEAST OF Q68 THE AIRCRAFTS ENGINE QUIT BECAUSE OF FUEL STARVATION. MR. FRICKE ADMITTED THAT HE MISTAKENLY THOUGHT HE HAD FILLED BOTH TANKS FULL OF FUEL AT WHP. THE RESULT WAS HAVING INADEQUATE FUEL ON BOARD TO COMPLETE THE FLIGHT. THE AIRCRAFT LANDED ON A FIRE BREAK CLEARING AND TURNED OVER ON ITS BACK CAUSING SUBSTANTIAL DAMAGE. THE PILOT WAS NOT INJURED AND WEATHER WAS NOT A FACTOR. (.19)ON MAY 25, 2001, AT 1649 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150H, N23474, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT NOSED OVER DURING A FORCED LANDING FOLLOWING LOSS OF ENGINE POWER NEAR MARIPOSA, CALIFORNIA. THE PRIVATE CERTIFICATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY THE OWNER UNDER THE PROVISIONS OF 14 CFR PART 91. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED WHITEMAN AIRPORT, LOS ANGELES, CALIFORNIA, AT AN UNKNOWN TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. (.4) ON MAY 25, 2001, AT 1520 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150H, N23474, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT NOSED OVER DURING A FORCED LANDING FOLLOWING LOSS OF ENGINE POWER DUE TO FUEL EXHAUSTION NEAR MARIPOSA, CALIFORNIA. THE PRIVATE CERTIFICATED PILOT, THE SOLE OCCUPANT, WAS NOT INJURED. THE AIRPLANE WAS BEING OPERATED BY THE OWNER UNDER THE PROVISIONS OF 14 CFR PART 91. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED WHITEMAN AIRPORT, LOS ANGELES, CALIFORNIA, AT 1315, AND WAS DESTINED FOR PINE MOUNTAIN LAKE AIRPORT AT GROVELAND, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. IN HIS REPORT TO THE SAFETY BOARD, THE PILOT STATED THAT THE ENGINE STOPPED AFTER 2.1 HOURS OF FLIGHT, WHEN THE AIRPLANE WAS ABOUT 16 MILES FROM THE DESTINATION AND WITH THE FUEL GAUGES INDICATING 1/8 FULL. HE ATTRIBUTED THE FUEL EXHAUSTION TO AN INTERRUPTION THAT OCCURRED DURING HIS (SELF) FUELING OF THE AIRCRAFT, WHICH RESULTED IN THE FUEL TANKS NOT BEING TOTALLY FULL ON TAKEOFF. THE PILOT REPORTED THAT, AS HE WAS FILLING THE LEFT WING FUEL TANK BEFORE TAKEOFF, HE WAS INTERRUPTED BY ANOTHER PILOT WHO ASKED HIS ASSISTANCE WITH OPERATION OF THE SELF-FUELING EQUIPMENT. HE COMPLETED FILLING THE LEFT TANK AND STOPPED TO ASSIST THE OTHER PILOT. HE RETURNED TO HIS AIRPLANE ABOUT 10 OR 15 MINUTES LATER, FILLED THE RIGHT-WING TANK, AND DEPARTED. IN HIS REPORT, HE STATED HE BELIEVED THAT, DURING THE INTERRUPTION, A PORTION OF THE FUEL IN THE LEFT TANK FLOWED ACROSS THE AIRCRAFT TO THE RIGHT TANK AND, AFTER HE FILLED THE RIGHT TANK, THE LEFT TANK WAS APPROXIMATELY 5 GALLONS BELOW CAPACITY. THE AIRCRAFT HAD BEEN MODIFIED TO INSTALL A LARGER ENGINE THAN THE ORIGINAL AND HAD A 24-GALLON USABLE FUEL CAPACITY. THE PILOT REPORTED MAKING THE TRIP BETWEEN WHITEMAN AND PINE MOUNTAIN LAKE REGULARLY. ASSUMING A ZERO TO 5-KNOT HEADWIND, THE TRIP ROUTINELY REQUIRED 20.3 OR 20.4 GALLONS TO COMPLETE. HE REPORTED THAT, ON PAST FLIGHTS AT THE SAME ALTITUDE AND POWER SETTING, THE ENGINE CONSUMED 9.17 GALLONS PER HOUR (2.6 HOURS ENDURANCE). 20010525010199A (-23)N9181E ENROUTE FROM NAMPA, ID (S67) TO SLC MUNI (U42) ON A VFR FLIGHT PLAN. ON LANDING THE AIRCRAFT LANDED HARD AND TRANSITIONED INTO A GROUND LOOP. THE AIRCRAFT EXITED RUNWAY 34 AND CAME TO REST ON THE WEST SHOULDER. THERE WERE NO INJURIES TO THE PILOT AND HIS PASSENGER. 20010525010299I (-23)ON MAY 25, 2001, ABOUT 2300 EDT, A BEECHCRAFT BE-35-B, SUSTAINED MINOR DAMAGE WHEN IT STRUCK DEER WHILE LANDING AT PIKE CO, AIRPORT, PIKEVILLE, KY. THE CERTIFICATED PRIVATE PILOT AND SOLE OCCUPANT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT TO PIKEVILLE, KY. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. 20010525010379I (-23)ON 5/25/01 AT 1310E ALLEGHENY AIRLINES FLIGHT 3605 A BOEING (DEHAV) DHC-8 N821EX RETURNED TO LAND AT PITTSBURGH INTERNATIONAL AIRPORT RUNWAY 10L JUST AFTER TAKE OFF. THE AIRCRAFT LANDED AND TAXI TO THE RAMP WITHOUT FURTHER INCIDENT. THE CREW REPORTED THAT THE STICK SHAKER ACTIVATED AND WOULD NOT STOP. MAINTENANCE PERSONAL TROUBLESHOT THE SYSTEM, RECALIBRATED THE STALL/LIFT SYSTEM, TESTED AND RETURNED THE AIRCRAFT TO SERVICE LATER THAT DAY. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010525012489I (-23) N47656 WAS CLEARED TO LAND ON RUNWAY 24 AT ANN ARBOR, MI (ARB). THE PILOT REPORTED THAT HE DECIDED TO LAND WITH 10 DEGREE OF FLAPS AND USED A LITTLE HIGHER AIRSPEED THAN NORMAL BECAUSE THERE WAS A GUSTY WIND. HE REPORTED THAT WHEN THE AIRCRAFT TOUCHED DOWN (MID-WAY DOWN THE RUNWAY) THE RAIN WAS EXTREMELY HEAVY AND ON BRAKING THERE WAS NO TRACTION. THE AIRCRAFT CAME TO REST 20 TO 30 FEET BEYOND THE END OF THE RUNWAY. 20010526008749I (-23)TOWER REPORTED ALERT 2 LANDING ON RUNWAY 20 RIGHT. THE PILOT GAVE THE ORDER TO EVACUATE THE AIRCRAFT. THE PASSENGERS BEGAN TO EXIT THE AIRCRAFT USING ALL EMERGENCY SLIDES. ALL WERE OPERABLE. THE THE AIRCRAFT WAS SEARCHED BY ARFF PERSONNEL FOR THE SOURCE OF THE SOME AND ODOR. THEY WERE UNABLE TO LOCATE ANY FIRE OR SMOKE. AN ODOR OR BURNING WIRE WAS NOTICED INSIDE THE COCKPIT. AFTER THE EVACUATION, SEVERAL PASSENGERS REPORTED MINOR INJURIES AND WERE TRANSPORTED TO SUMMIT HOSPITAL VIA MEDCOM. SEE ATTACHED POLICE REPORT. 20010526010269I (-23)PILOT STATED THAT TWO PREVIOUS TOUCH AND GO LANDINGS WERE NORMAL. DECIDED TO RPACTICE TAKE-OFF AND LANDINGS ON RUNWAY 19, WHICH IS TURF AND UPHILL SLOPE. THE PILOT STATED HE MISJUDGED THE SLOPE AND DID NOT PROPERLY FLARE DUE TO LOSS OF VISUAL SIGHT OF RUNWAY. CONTACTED RUNWAY HARD AND COLLAPSED NOSE LANDING GEAR. HE SAID THE AIRCRAFT OPERATED NORMAL THROUGHOUT THE ENTIRE FLIGHT. THIS REPORT CLOSES THIS INCIDENT. 20010526010499A (-23)LANDED ON RUNWAY 16 WINDS 12 KTS VARIABLE WITH GUSTS FROM 270 DEGREES. SHORTLY AFTER TOUCHDOWN AIRCRAFT WEATHERVANED INTO WIND. LEFT RUDDER APPLIED AIRCRAFT STARTED TO GROUND LOOP AND RIGHT RUDDER WAS APPLIED. LEFT MAIN GEAR COLLAPSED AND LEFT SPAR BENT. (.19)ON MAY 26, 2001, AT 1200 CENTRAL DAYLIGHT TIME, A CONRAD MENZEL, EXPERIMENTAL AIRPLANE, SA-300 STARDUSTER, N503CM, EXPERIENCED A LOSS OF CONTROL DURING LANDING AT HAWKINS AIRPORT, JACKSON, MISSISSIPPI. THE PERSONAL FLIGHT WAS CONDUCTED BY THE PILOT UNDER THE PROVISONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE COMMERCIAL PILOT RECEIVED NO INJURIES. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM MADISON AIRPORT, NEAR JACKSON, MISSISSIPPI, AT 1145 CENTRAL DAYLIGHT TIME. ACCORDING TO THE PILOT , T,HE WINDS AT HAWKINS AIRPORT WERE REPORTED FROM 240 DEGREES AT 8 KNOTS, AND RUNWAY 16 WAS IN USE AT THE CONTROLLED AIRPORT. RUNWAY 29 WAS ALSO AVAILABLE ACCORDING TO THE PILOT. CROSSWIND EFFECT DURING APPROACH AND LANDING WAS REPORTEDLY MILD. DURING THE LANDING ROLL, A WIND GUST WAS ENCOUNTERED AND THE AIRPLANE TURNED INTO THE WIND. ATTEMPTS BY THE PILOT TO CONTROL THE AIRPLANE ON THE RUNWAY FAILED. WHEN THE LEFT WING STRUCK THE GROUND, THE LEFT MAIN GEAR COLLAPSED ON THE RUNWAY. (.4) ON MAY 26, 2001, AT 1200 CENTRAL DAYLIGHT TIME, A CONRAD MENZEL, EXPERIMENTAL AIRPLANE, SA-300 STARDUSTER, N503CM, EXPERIENCED A LOSS OF CONTROL DURING LANDING AT HAWKINS AIRPORT, JACKSON, MISSISSIPPI. THE PERSONAL FLIGHT WAS CONDUCTED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE COMMERCIAL PILOT RECEIVED NO INJURIES. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED FROM MADISON AIRPORT, NEAR JACKSON, MISSISSIPPI, AT 1145 CENTRAL DAYLIGHT TIME. ACCORDING TO THE PILOT, THE WINDS AT HAWKINS AIRPORT WERE REPORTED FROM 240 DEGREES AT 8 KNOTS. RUNWAY 16 WAS IN USE AT THE CONTROLLED AIRPORT AND RUNWAY 29 WAS ALSO AVAILABLE, ACCORDING TO THE PILOT. CROSSWIND EFFECT DURING APPROACH AND LANDING WAS REPORTEDLY MILD. DURING THE LANDING ROLL, A WIND GUST WAS ENCOUNTERED AND THE AIRPLANE TURNED INTO THE WIND. ATTEMPTS BY THE PILOT TO CONTROL THE AIRPLANE ON THE RUNWAY FAILED. THE LEFT WING STRUCK THE GROUND, AND THE AIRPLANE SKIDDED TO A STOP ON THE RUNWAY. EXAMINATION OF THE AIRPLANE REVEALED THE LEFT MAIN GEAR COLLAPSED AND LEFT WING SPAR BENT. PROPELLER DAMAGE WAS ALSO OBSERVED. HAWKINS AIRPORT AUTOMATED WEATHER OBSERVATION AT 1153 CENTRAL DAYLIGHT TIME REPORTED WINDS FROM 260 DEGREES AT 8 KNOTS. OBSERVED WIND CONDITIONS AT THE SCENE WERE 270 DEGREES AT 12 KNOTS WITH GUSTS. NO MECHANICAL MALFUNCTION WAS FOUND WITH THE ENGINE. THE PILOT DID NOT REPORT ANY MECHANICAL PROBLEMS WITH THE AIRPLANE. 20010526010849A (.19)ON MAY 26, 2001, APPROXIMATELY 2225 PACIFIC DAYLIGHT TIME, A CESSNA T210M, N761DL, REGISTERED TO AND OPERATED BY THE PILOT ON A 14 CFR 91 PERSONAL FLIGHT FROM COEUR D'ALENE, IDAHO, TO ASTORIA, OREGON, WAS SUBSTANTIALLY DAMAGED WHEN IT DEPARTED THE RUNWAY SURFACE DURING A LANDING WITH THE LEFT MAIN LANDING GEAR RETRACTED AT PORTLAND INTERNATIONAL AIRPORT, PORTLAND, OREGON. THE PILOT HAD DIVERTED TO PORTLAND INTERNATIONAL AFTER THE GEAR FAILED TO EXTEND PROPERLY ON APPROACH TO ASTORIA. THE PRIVATE PILOT AND FOUR PASSENGERS WERE UNINJURED IN THE OCCURRENCE. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT PORTLAND, AND THE AIRCRAFT WAS ON AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN. (-23) ON FLIGHT FROM COEUR D'ALENE, IDAHO, TO ASTORIA, OREGON. THE PILOT HAD DIVERTED TO PORTLAND INTERNATIONAL AFTER THE GEAR FAILED TO EXTEND PROPERLY ON APPROACH TO ASTORIA. THE AIRCRAFT DEPARTED THE RUNWAY SURFACE DURING A LANDING WITH THE LEFT MAIN LANDING GEAR RETRACTED AT PORTLAND INTERNATIONAL. FLIGHTCRAFT, INC. DETERMINED THAT THE NOSE GEAR ACTUATOR LINE RUPTURED; THEREFORE, THE PILOT COULD NOT EXTEND GEAR. 20010526011279I (-23)PILOT STATED THAT ON LANDING, CROSS WIND PUSHED AIRCRAFT OFF LEFT SIDE OF RUNWAY. AIRCRAFT HIT RUNWAY LIGHT BEFORE HE WAS ABLE TO GET AIRCRAFT BACK ON THE RUNWAY. PILOT WAS NOT INJURED BUT AIRCRAFT SUSTAINED MINOR DAMAGE. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010526013309I (-23) WHILE CONDUCTING TOUCH AND GO'S ON RUNWAY 18 AT LOCHART MUNI, AIRPORT, THE STUDENT PILOT LOST DIRECTIONAL CONTROL AND DEPARTED THE RUNWAY AFTER ADDING POWER FOR TAKE OFF. THE AIRCRAFT STRUCK A DITCH RESULTING IN MINOR DAMAGE. 20010526014641A (-23)GLIDER (N9915X, A SCHLEICHER KA6-E) WAS OBSERVED TO LIFT OFF ABRUPTLY AND CLIMB HIGHER THAN TOW AIRPLANE (N5617E) GLIDER PILOT STATED THAT HE GOT CAUGHT IN "EXTREME UPDRAFT, THE LIKES OF WHICH I HAVE NEVER SEEN IN ALL OF MY 60 YEARS OF FLYING". GLIDER CLIMBED HIGHER THAN TOW AIRPLANE CAUSING IT TO NOSE DIVE AND STRIKE THE RUNWAY, SHORTLY AFTER TAKEOFF. GLIDER WAS ABLE TO UNHOOK, AND RETURNED SAFELY TO AIRPORT. (.19) 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 MAY 26, 2001, AT APPROXIMATELY 1350 CENTRAL DAYLIGHT TIME, A CESSNA 150, N5617E, WAS DESTROYED WHEN IT IMPACTED TERRAIN DURING THE TAKEOFF INITIAL CLIMB WHILE TOWING AN ALEXANDER SCHLEICHER KA-6E GLIDER, N9915X AT THE MID-AMERICA INDUSTRIAL AIRPORT, PRYOR, OKLAHOMA. THE INSTRUMENT RATED PRIVATE TOW PILOT SUSTAINED FATAL INJURIES AND THE PRIVATE GLIDER PILOT RECEIVED MINOR INJURIES. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY TULSA SKYHAWKS, INC., BIXBY, OKLAHOMA. THE GLIDER WAS OWNED AND OPERATED BY ITS PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 TOW FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE GLIDER PILOT STATED THAT AT THE TIME OF THE TAKEOFF ROLL, THE WIND WAS OUT OF THE WEST, APPROXIMATELY 15 KNOTS WITH GUSTS. HE STATED THAT HE MAINTAINED A CRAB OF 15 DEGREES INTO THE WIND IN ORDER TO TRACK DOWN THE RUNWAY 17 CENTERLINE. SHORTLY AFTER LIFT-OFF, THE GLIDER ENCOUNTERED "SEVERE TURBULENCE" AND WAS CAUGHT IN AN "EXTREME UPDRAFT." HE REMEMBERS LOOKING UP AT THE SKY, LOSING SIGHT OF THE TOW AIRPLANE, AND BEING "JARRED ABOUT THE COCKPIT" WHILE ATTEMPTING TO DISENGAGE THE TOWROPE. HE RECALLED THAT HIS ALTIMETER WAS INDICATING 440 FEET AGL APPROXIMATELY MID-FIELD OF THE RUNWAY AT THE TIME HE RELEASED THE TOWROPE. HE ESTIMATED THE TOW AIRPLANE TO BE 150 FEET LOWER THAN HIS GLIDER WHEN HE WAS FINALLY ABLE TO RELEASE THE TOWROPE. HE STATED THAT "MUCH OF [THE] RUNWAY WAS STILL AHEAD EVEN THOUGH THE GLIDER HAD REACHED NEAR PATTERN ALTITUDE ALREADY". WHILE ON DOWNWIND, HE NOTICED SOME SMOKE AT THE END OF THE RUNWAY. HE COMPLETED A NORMAL TRAFFIC PATTERN AND NORMAL LANDING ON THE RUNWAY. UPON LANDING, THE GLIDER PILOT REALIZED THAT THE TOW AIRPLANE HAD CAME TO A REST AND WAS ENGULFED IN FLAMES ON THE EAST SIDE OF THE RUNWAY.THE GLIDER PILOT MENTIONED THAT HIS GLIDER HAD A TENDENCY TO RELEASE ITS "FULL NOSE DOWN" TRIM, WHICH IS THE RECOMMENDED TRIM LEVER TAKEOFF POSITION, AND "SNATCHING" BACK TO THE "FULL NOSE UP" POSITION. HE REMEMBERED HAVING TO PUSH FORWARD DURING THE INITIAL CLIMB TO COUNTERACT THIS NOSE UP EFFECT. WITNESSES WERE INTERVIEWED BY THE NTSB INVESTIGATOR-IN-CHARGE AND BY THE FAA AVIATION SAFETY INSPECTOR. ONE EYE WITNESS, WHO WAS LOCATED AT THE APPROACH END OF RUNWAY 17, STATED THAT THE GLIDER WAS DRIFTING TO THE LEFT OF THE CENTERLINE AND OUT OF POSITION. HE OBSERVED THE GLIDER GAIN ALTITUDE "RELATIVELY ABRUPT" AND WAS ABLE TO DETECT THAT THE GLIDER WAS "DECIDEDLY HIGHER" THAN THE TOW AIRPLANE. HE SAW THE GLIDER BREAK AWAY TO THE EAST AND THOUGHT THE PROBLEM WAS OVER. HE CONTINUED TO OBSERVE THE TOW AIRPLANE AND STATED THAT FROM HIS POSITION THE AIRPLANE APPEARED TO LEVEL OFF MOMENTARILY, AND THEN "NOSE DIVED AND IMPACTED THE GROUND." (.4) THE GLIDER PILOT REPORTED THAT DURING TAKEOFF, HE HAD TO MAINTAIN A CRAB OF 15 DEGREES INTO THE WIND IN ORDER TO TRACK DOWN THE RUNWAY CENTERLINE. SHORTLY AFTER LIFT-OFF, THE GLIDER GAINED ALTITUDE ABRUPTLY AND ASCENDED TO AN ALTITUDE ABOVE THE TOW AIRPLANE. THE GLIDER PILOT REPORTED THAT HE HAD ENCOUNTERED "SEVERE TURBULENCE" AND WAS CAUGHT IN AN "EXTREME UPDRAFT." HE REMEMBERED LOOKING UP A 20010526014642A (.19)ON MAY 26, 2001, AT APPROXIMATELY 1350 CENTRAL DAYLIGHT TIME, A CESSNA 150, N5617E, WAS DESTROYED WHEN IT IMPACTED TERRAIN DURING THE TAKEOFF INITIAL CLIMB WHILE TOWING AN ALEXANDER SCHLEICHER KA-6E GLIDER, N9915X AT THE MID-AMERICA INDUSTRIAL AIRPORT, PRYOR, OKLAHOMA. THE INSTRUMENT RATED PRIVATE TOW PILOT SUSTAINED FATAL INJURIES AND THE PRIVATE GLIDER PILOT RECEIVED MINOR INJURIES. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY TULSA SKYHAWKS, INC., BIXBY, OKLAHOMA. THE GLIDER WAS OWNED AND OPERATED BY ITS PILOT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 TOW FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE GLIDER PILOT STATED THAT AT THE TIME OF THE TAKEOFF ROLL, THE WIND WAS OUT OF THE WEST, APPROXIMATELY 15 KNOTS WITH GUSTS. HE STATED THAT HE MAINTAINED A CRAB OF 15 DEGREES INTO THE WIND IN ORDER TO TRACK DOWN THE RUNWAY 17 CENTERLINE. SHORTLY AFTER LIFT-OFF, THE GLIDER ENCOUNTERED "SEVERE TURBULENCE" AND WAS CAUGHT IN AN "EXTREME UPDRAFT." HE REMEMBERS LOOKING UP AT THE SKY, LOSING SIGHT OF THE TOW AIRPLANE, AND BEING "JARRED ABOUT THE COCKPIT" WHILE ATTEMPTING TO DISENGAGE THE TOWROPE. HE RECALLED THAT HIS ALTIMETER WAS INDICATING 440 FEET AGL APPROXIMATELY MID-FIELD OF THE RUNWAY AT THE TIME HE RELEASED THE TOWROPE. HE ESTIMATED THE TOW AIRPLANE TO BE 150 FEET LOWER THAN HIS GLIDER WHEN HE WAS FINALLY ABLE TO RELEASE THE TOWROPE. HE STATED THAT "MUCH OF [THE] RUNWAY WAS STILL AHEAD EVEN THOUGH THE GLIDER HAD REACHED NEAR PATTERN ALTITUDE ALREADY". WHILE ON DOWNWIND, HE NOTICED SOME SMOKE AT THE END OF THE RUNWAY. HE COMPLETED A NORMAL TRAFFIC PATTERN AND NORMAL LANDING ON THE RUNWAY. UPON LANDING, THE GLIDER PILOT REALIZED THAT THE TOW AIRPLANE HAD CAME TO A REST AND WAS ENGULFED IN FLAMES ON THE EAST SIDE OF THE RUNWAY. THE GLIDER PILOT MENTIONED THAT HIS GLIDER HAD A TENDENCY TO RELEASE ITS "FULL NOSE DOWN" TRIM, WHICH IS THE RECOMMENDED TRIM LEVER TAKEOFF POSITION, AND "SNATCHING" BACK TO THE "FULL NOSE UP" POSITION. HE REMEMBERED HAVING TO PUSH FORWARD DURING THE INITIAL CLIMB TO COUNTERACT THIS NOSE UP EFFECT. WITNESSES WERE INTERVIEWED BY THE NTSB INVESTIGATOR-IN-CHARGE AND BY THE FAA AVIATION SAFETY INSPECTOR. ONE EYE WITNESS, WHO WAS LOCATED AT THE APPROACH END OF RUNWAY 17, STATED THAT THE GLIDER WAS DRIFTING TO THE LEFT OF THE CENTERLINE AND OUT OF POSITION. HE OBSERVED THE GLIDER GAIN ALTITUDE "RELATIVELY ABRUPT" AND WAS ABLE TO DETECT THAT THE GLIDER WAS "DECIDEDLY HIGHER" THAN THE TOW AIRPLANE. HE SAW THE GLIDER BREAK AWAY TO THE EAST AND THOUGHT THE PROBLEM WAS OVER. HE CONTINUED TO OBSERVE THE TOW AIRPLANE AND STATED THAT FROM HIS POSITION THE AIRPLANE APPEARED TO LEVEL OFF MOMENTARILY, AND THEN "NOSE DIVED AND IMPACTED THE GROUND." (-23) GLIDER (N9915X, A SCHLEICHER KA6-E) WAS OBSERVED TO LIFT OFF ABRUPTLY AND CLIMB HIGHER THAN TOW AIRPLANE (N5671E). GLIDER PILOT STATED THAT HE GOT CAUGHT IN "EXTREME UPDRAFT, THE LIKES OF WHICH I HAVE NEVER SEEN IN ALL OF MY 60 YEARS OF FLYING." GLIDER CLIMBED HIGHER THAN TOW AIRPLANE CAUSING IT TO NOSE DIVE AND STRIKE THE RUNWAY, SHORTLY AFTER TAKEOFF. GLIDER WAS ABLE TO UNHOOK, AND RETURNED SAFELY TO AIRPORT. (.4) THE GLIDER PILOT REPORTED THAT DURING TAKEOFF, HE HAD TO MAINTAIN A CRAB OF 15 DEGREES INTO THE WIND IN ORDER TO TRACK DOWN THE RUNWAY CENTERLINE. SHORTLY AFTER LIFT-OFF, THE GLIDER GAINED ALTITUDE ABRUPTLY AND ASCENDED TO AN ALTITUDE ABOVE THE TOW AIRPLANE. THE GLIDER PILOT REPORTED THAT HE HA D ENCOUNTERED "SEVERE TURBULENCE" AND WAS CAUGHT IN AN "EXTREME UPDRAFT." HE REMEMBERED LOOKING UP AT THE SKY, LOSING SIGHT OF THE TOW AIRPLANE, AND BEING "JARRED ABOUT THE COCKPIT" WHILE ATTEMPTING TO DISENGAGE THE TOWROPE. HE RECALLED THAT HIS ALTIMETER WAS INDICATING 440 FEET AGL APPROXIMATELY MIDWAY DOWN THE RUNWAY AT THE TIME HE RELEASED THE TOWROPE, AND HE ESTIMATED THE TOW AIRPLANE TO BE 15 20010526020449I (-23) PILOT STATED THAT ON A HARD LANDING, THE NOSE GEAR COLLAPSED. DAMAGE TO THE AIRCRAFT MINOR, PROPELLER, SUDDEN STOP TO THE ENGINE, NOSE GEAR DOWN LOCK ACTUATOR CASTING, NOSE GEAR DOORS AND FORWARD LOWER SKIN IN THE NOSE SECTION. INSPECTION BY INSPECTORS AND MECHANICS INDICATE THE ALUMINUM CASTING END OF THE NOSE GEAR ACTUATOR FAILED AT THE DOWN LOCK DURING THE HARD LANDING. IT DOES NOT APPEAR THERE IS ANY PREVIOUS DAMAGE IN THIS AREA. 20010527009189A (.19)ON MAY 27, 2001, AT 1132 CENTRAL DAYLIGHT TIME, A CESSNA 182P, SINGLE-ENGINE AIRPLANE, N9875E, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING THE CLIMB TO CRUISE NEAR HONDO, TEXAS. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE PRIVATE PILOT, SOLE OCCUPANT, RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PLANNED CROSS-COUNTRY FLIGHT TO WHARTON, TEXAS. IT IS UNKNOWN AT THIS TIME IF A FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT WHICH DEPARTED HONDO MUNICIPAL AIRPORT APPROXIMATELY 10 MINUTES BEFORE THE ACCIDENT. (-23)ON MAY 27, 2001, AT 1133 HOURS, CST, A CESSNA 182P AIRPLANE, N9875E, INCURRED SUBSTANTIAL DAMAGE DURING LANDING IN A FIELD THREE MILES EAST OF HONDO, TX (HDO) AIRPORT. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, RECEIVED MINOR INJURIES. DAY VMC PREVAILED FOR THE FAR PART 91 FLIGHT. THE FLIGHT ORIGINATED FROM HDO. THE PILOT STATED AFTER DEPARTURE FROM HDO, HE WAS ESTABLISHED IN CRUISE FLIGHT AT APPROXIMATELY 2500 FEET MSL WHEN THE ENGINE LOST POWER TO IDLE (800 RPM). HE TURNED THE AIRCRAFT BACK TO HDO AND LAN DED IN A WHEAT FIELD. THE AIRCRAFT SKIDDED APPROXIMATELY 100 FEET, RIPPING THE NOSE GEAR OFF, ROLLED OVER THE NOSE AND CAME TO REST INVERTED. FURTHER INVESTIGATION OF THE FUEL SYSTEM DISCLOSED WATER AND DEBRIS CONTAMINATION IN THE FUEL. THERE WAS NO ELT INSTALLED. THERE WERE NO SHOULDER HARNESSES INSTALLED. THERE WAS NO NMAC. THERE WAS NO POST-CRASH FIRE. (.4) ON MAY 27, 2001, AT 1140 DAYLIGHT TIME, A CESSNA 182P, SINGLE-ENGINE AIRPLANE, N9875E, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING CRUISE FLIGHT NEAR HONDO, TEXAS. THE AIRPLANE WAS OWNED AN OPERATED BY A PRIVATE INDIVIDUAL UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE PRIVATE PILOT, SOLE OCCUPANT, RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PLANNED CROSS-COUNTRY FLIGHT TO WHARTON, TEXAS. A FLIGHT PALAN WAS NOT FILED FOR THE PERSONAL FLIGHT WHICH DEPARTED HONDO MUNICIPAL AIRPORT AT 1120. THE PILOT REPORTED THAT HE PERFORMED THE PREFLIGHT AND FOUND "NO WATER IN [THE] FUEL." THE AIPLANE WAS TOPPED WITH 25.2 GALLONS OF FUEL FOR THE PLANNED FLIGHT, AND THE PILOT VERIFIED THAT THE FUEL TANKS WERE FULL. FOLLOWING A SATISFACTORY PRE-TAK EOFF, THE FLIGHT DEPARTED RUNWAY 17. SEVERAL MINUTES AFTER THE AIRPLANE WAS IN CRUISE FLIGHT AT 2,500 FEET MSL, THE ENGINE POWER DECREASED TO 900 RPM. THE PILOT PERFORMED THE EMERGENCY CHECKLIST; HOWEVER, THE ENGINE DID NOT REGAIN CRUISE POWER. DURING THE OFF AIRPORT LANDING, THE NOSE GEAR DUG INTO THE SOFT TERRAIN, AND THE AIRPLANE CAME TO REST IN THE INVERTED POSITION. THE FAA INSPECTOR, WHO RESPONDED TO THE SITE, FOUND THE VERTICAL STABILIZER BENT, UPPER RUDDER AREA CRUSHED, RIGHT WING STRUT BENT, AND THE LEFT WING BUCKLED OUTBOARD OF THE WING STRUT. THE FUSELAGE WAS WRINKLED AND BUCKLED. ON MAY 29, 2001, AN FAA INSPECTOR EXAMINED THE AIRPLANE AT RUSTY'S FLYING SERVICE, HONDO, TEXAS. WATER CAME OUT OF THE CARBURETOR WHEN THE THROTTLE WAS OPERATED. WATER AND DEBRIS WERE FOUND MIXED WITH THE FUEL DRAINED FROM THE GASCOLATOR. A FUEL SAMPLE FROM THE FUEL TRUCK LOOKED "CLEAR WITH SOME MINUTE FIBERS FLOATING IN IT," AND THE FUEL COLOR WAS CONSISTENT WITH 100 LOW LEAD AVIATION FUEL. MAINTENANCE RECORDS, REVIEWED BY THE FAA INSPECTOR, INDICATED THE LAST ANNUAL INSPECTION WAS PERFORMED ON MARCH 10, 2001. 20010527010519A (-23)THE PILOT WAS CHANGING FUEL TANKS AND THE ENGINE QUIT IN THE PROCESS. THE PILOT WAS UNABLE TO START THE ENGINE. HE LANDED ON A DIRT ROAD 10 MILES EAST OF KANAB, UT. THE AIRCRAFT STRUCK A TREE ON LANDING AND SPUN AROUND CAUSING SUBSTANTIAL DAMAGE. THE PILOT WAS THE SOLE OCCUPANT AND HE WAS UNINJURED. (.4) ON MAY 27, 2001, AT APPROXIMATELY 1400 MOUNTAIN DAYLIGHT TIME, A CESSNA T207A, N6427H, WAS DESTROYED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING CRUISE NEAR KANAB, UTAH. THE COMMERCIAL PILOT, THE SOLE OCCUPANT ON BOARD, WAS NOT INJURED. LAKE MEAD AIR, OF BOULDER CITY, NEVADA, WAS OPERATING THE AIRPLANE UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE CROSS-COUNTRY FLIGHT THAT ORIGINATED FROM MARBLE CANYON, ARIZONA, APPROXIMATELY 30 MINUTES BEFORE THE ACCIDENT. A COMPANY VFR FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE PILOT'S WRITTEN REPORT, HE DEPARTED MARBLE CANYON AIRPORT WITH 10 GALLONS OF FUEL IN THE LEFT TANK AND 17 GALLONS OF FUEL IN THE RIGHT TANK. HE LEVELED OFF AT 8500 FEET MSL AND REDUCED TO CRUISE POWER. HE SAID HE WAS "PREPARING TO SWITCH FROM THE LEFT TO THE RIGHT TANK....JUST BEFORE I COULD MAKE THE SWITCH, THE ENGINE LOST POWER." HE IMMEDIATELY SWITCHED TANKS, PUSHED THE MIXTURE FULL FORWARD, AND TURNED THE BOOST PUMP ON TO RESTART THE ENGINE. HE TRIED AGAIN, BUT THE ENGINE DID NOT RESTART. HE AIMED FOR A NARROW DIRT ROAD AND EXTENDED THE FLAPS. DURING THE GROUND ROLL, THE LEFT WING STRUCK A TREE, AND THE AIRPLANE TURNED 180 DEGREES SKIDDING TO A HALT. THE ENGINE WAS TORN FROM THE MOTOR MOUNT, THE NOSE GEAR WAS SEVERED, BOTH WING SPARS WERE BENT, AND THE EMPENNAGE WAS WRINKLED AND BENT. A SALVAGE TEAM MEMBER NOTED, DURING THE AIRPLANE'S RECOVERY, THAT THERE WERE APPROXIMATELY 10 TO 15 GALLONS OF FUEL IN THE LEFT TANK; HE SAID THE RIGHT FUEL TANK WAS EMPTY. 20010527011399I (-23)PILOT STATED THAT HE FORGOT TO UTILIZE PRIOR TO TAKEOFF. CHECKLIST CALLS FOR THE USE OF A MAIN TANK FOR TAKEOFF. TIP TANKS WERE USED WHICH CAUSED THE ENGINE TO LOSE POWER. THE AMOUNT OF ENGINE DAMAGE HAS NOT BEEN DETERMINED AT THIS TIME. 20010527011459I (-23)PILOT CHECKED BEFORE FLIGHT AND MONITORED JEFFERSON COUNTY ATIS DURING FLIGHT. UNFORCAST WINDS CAME UP AND DURING LANDING HIT TREE. MINOR DAMAGE TO BALLOON. 20010527011879A (-23)THE PILOT IN COMMAND, AFTER LANDING IN AN UNIMPROVED LANDING STRIP ATTEMPTED A TAKEOFF WITH A PREVAILING CROSSWIND AND LOST CONTROL OF HIS AIRCRAFT AIRCRAFT VEERING TO THE RIGHT OFF THE RUNWAY INTO TALL GRASS. THE AIRCRAFT CAME TO REST UPSIDE DOWN CAUSING SUBSTANTIAL DAMAGE TO WINGS AND FUSELAGE. (.19) ON MAY 27, 2001, AT 1530 EASTERN STANDARD TIME, A CESSNA 152, N6154Q, PILOTED BY A PRIVATE PILOT, WAS SUBSTANTIALLY DAMAGED DURING A TAKEOFF FROM AN UNIMPROVED PRIVATE STRIP NEAR PATRIOT, INDIANA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT AND PASSENGER RECEIVED NO INJURIES. THE FLIGHT WAS EN ROUTE TO THE BLUE ASH AIRPORT, CINCINNATI, OHIO. THE PILOT REPORTED THAT THE MAIN LANDING GEAR CONTACTED THE GROUND WHEN THE AIRPLANE WAS DRIFTING OFF THE EDGE OF THE TAKEOFF AREA. HE ALSO STATED THAT A QUARTERING HEADWIND WAS PRESENT DURING THE TAKEOFF ATTEMPT. 20010527012619I (-23) ON MAY 27, 2001, AT 1545Z, A BOEING A7SN (PT17) OWNED BY ^PRIVACY DATA OMI^, MADE AN EMERGENCY OFF AIRPORT LANDING IN BUTTE, MONTANA, DUE TO LOSS OF POWER ON THE TAKE OFF PHASE OF THE FLIGHT. VFR FLIGHT CONDITIONS PREVAILED AND VFR FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE LANDING GEAR, WING TIP AND AILERON. THERE WERE NO INJURIES TO THE PILOT. THE PILOT HOLDS A PRIVATE PILOT'S CERTIFICATE. THE FLIGHT ORIGINATED AT BUTTE, MONTANE, ON MAY 27, 2001, AT 1545Z. THIS INVESTIGATION AND REPORT ARE CLOSED. 20010527012879I (-23) WHILE PRACTICING PATTERNS FOR A BIENNIAL FLIGHT REVIEW THE PILOT FAILED TO PERFORM HIS CHECKLIST AND FAILED TO EXTEND THE LANDING GEAR PRIOR TO TOUCHDOWN ON THE TURF LANDING STRIP. THE PILOT WAS ALONE DURING THE FLIGHT AND WAS THE OWNER OF THE AIRCRAFT. VINLAND VALLEY AERODROME (K64) IS A SOD STRIP LOCATED NEAR THE UNINCORPORATED COMMUNITY OF VINLAND, KS AND IS NOT USED FOR COMMERCIAL AIR TRAVEL. 20010527013349I (-23) ON MAY 27, 2001, AT 2440 CDT, A CESSNA 172N, N734HG, REGISTER TO K & S ENTERPRISES, INC., 1320 COUNTY ROAD 1143, TYLER, TX 75704, LANDED AT SHEPPARD AFTB, AT WICHITA FALLS, TX BECAUSE OF HIGH WIND. WHILE TAXING TO TIE DOWN, QUARTERING TAILWIND TURNED THE AIRCRAFT OVER ON IT'S BACK. THERE WAS NO INJURY TO THE PILOT, AND MINOR DAMAGE TO THE PROP AND WING TIP. THIS WAS A PART 91 PERSONAL FLIGHT. THE PILOT HOLDS A PRIVATE SINGLE LAND CERTIFICATE, NUMBER 1596471. THE FLIGHT ORIGINATED A RENTON NEW MIXICO, ON MAY 27, 2001, AT 2130 CDT. 20010527013579I (-23) BANNER LINE GOT CAUGHT ON AIRCRAFT MAIN GEAR DURING ATTEMPTED PICKU P AT RENTON AIRPORT. AIRCRAFT LANDED AT RENTON AIRPORT, NO DAMAGE TO AIRCRAFT, NO DAMAGE TO PROPERTY, NO INJURIES. 20010527014189A (.19)ON MAY 27, 2001, ABOUT 0830 CENTRAL DAYLIGHT TIME, A GEERTZ ZENITH CH 200, MARKED AS N77VZ, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TREES AND TERRAIN NEAR KANKAKEE, ILLINOIS ON CLIMB OUT FROM RUNWAY 34 AT GREATER KANKAKEE AIRPORT, NEAR KANKAKEE, ILLINOIS. THE PERSONAL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT WAS FATALLY INJURED. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. (-23) AT APPROXIMATELY 0830 ON MAY 27, 2001 AN AMATEUR BUILT ZENITH 200, N77VZ, S/N A142, CRASHED UNDER UNKNOWN CIRCUMSTANCES SOUTH OF KANKAKEE, IL. A WITNESS REPORTED SEEING THE AIRCRAFT IN A BANK TURN TO THE LEFT AND THEN NOSEDIVED STRAIGHT DOWN. THE WITNESS STATED THAT THE AIRCRAFT DID NOT SPIN WHILE GOING DOWN AND THERE WERE NO OTHE MOVEMENTS AFTER IT NOSED DOWN. THE TOTAL OBSERVATION TIME WAS NOT MORE THAN 15 SECONDS. WITNESS ALSO STATED THAT IT APPEARED THE AIRCRAFT WAS OUT OF CONTROL AFTER THE LEFT BANK. AIRCRAFT WAS FOUND INVERTED IN A CREEK, AND RECEIVED SUBSTANTIAL DAMAGE. THE PILOT APPEARS TO HAVE LOST CONTROL FOR SOME UNEXPLAINED REASON AND RECEIVED FATAL INJURIES. POST CRASH FLIGHT CONTROL CONTINUITY CHECKS WERE COMPLETED AND EVERYTHING APPEARED TO BE OPERATING NORMALLY. 20010527014309A (.19)ON MAY 27, 2001, AT 1255 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 337G, N337GD, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED ELECTRICAL POWER TRANSMISSION WIRES ABOUT 5 MILES SOUTH OF TEMECULA, CALIFORNIA. THE OWNER/PILOT WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED BROWN FIELD, SAN DIEGO, CALIFORNIA, ABOUT 1235, AND WAS DESTINED FOR THE FRENCH VALLEY AIRPORT, TEMECULA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE AIRPLANE IMPACTED POWER TRANSMISSION WIRES APPROXIMATELY 120 FEET ABOVE GROUND LEVEL WHILE OVER INTERSTATE HIGHWAY 15. THE AIRPLANE'S WINDSHIELD WAS BROKEN OUT, DOORPOSTS WERE BENT, AND WING STRUTS WERE DAMAGED. THE PILOT CONTINUED THE FLIGHT TO HIS INTENDED DESTINATION AT FRENCH VALLEY, WHICH WAS THE NEAREST AIRPORT. (-23) ENROUTE FROM SDM (SAN DIEGO, BROWN FIELD AIRPORT), WHILE FLYING AT 120-130 FEET AGL, AIRCRAFT STRUCK ELECTRICAL POWER TRANSMISSION CABLE. THE CABLE WAS SEVERED, THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND CONTINUED T F70 (FRECH VALLEY AIRPORT). INJURIES TO PIC AND ONE PASSENGER ARE UNKNOWN. WITNESS ACCOUNTS OF ACCIDENT LOCATION WEATHER INDICATE SOLID IFR CONDITIONS. NOTE: PIC/OWNER INITIALLY UNCOOPERATIVE IN INVESTIGATION, DENIED OWNING AIRCRAFT, OR FLYING ON THE DATE OF THE ACCIDENT. AS FACTUAL INFORMATION WAS OBTAINED, OWNER CONCEDED THAT HE "HIT SOMETHING", BUT WAS STILL NOT FORTHCOMING WITH INFORMATION, AS HIS ACTIONS SUBJECT OF LEGAL ACTION BY POWER COMPANY. (.4) ON MAY 27, 2001, AT 1255 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 337G, N337GD, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED AND SEVERED AN ELECTRICAL POWER TRANSMISSION WIRE ABOUT 5 MILES SOUTH OF TEMECULA, CALIFORNIA. THE OWNER/PILOT WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT AND ONE PASSENGER WERE NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED BROWN FIELD, SAN DIEGO, CALIFORNIA, ABOUT 1235, AND WAS DESTINED FOR THE FRENCH VALLEY AIRPORT, TEMECULA. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR, THE AIRPLANE IMPACTED POW ER TRANSMISSION WIRES APPROXIMATELY 120 FEET ABOVE GROUND LEVEL, APPROXIMATELY 2 MILES EAST OF INTERSTATE HIGHWAY 15. THE WIRES CROSS THE HIGHWAY ABOUT 9 MILES SOUTH OF THE FRENCH VALLEY AIRPORT. THE TOP (SKYLINE) WIRE WAS MARKED; HOWEVER, THE WIRE THE AIRCRAFT SEVERED WAS LOWER. A PERSON WHO WAS PRESENT IN THE AREA AT THE TIME TOLD THE INSPECTOR THAT CONDITIONS OF LOW CLOUDS AND POOR VISIBILITY PREVAILED. INSPECTION OF THE AIRPLANE REVEALED THE WINDSHIELD WAS BROKEN OUT, THE CABIN CEILING AND A DOORPOST WERE BENT, AND A WING STRUT WAS DAMAGED. THE INSPECTOR LOCATED A GPS ANTENNA SKIN DOUBLER ON THE GROUND NEAR THE SEVERED WIRE. HE WAS ABLE TO MATCH THE PIECE TO DAMAGE ON THE AIRCRAFT. A SEMPRA ENERGY COMPANY EMPLOYEE TOLD THE SAFETY BOARD INVESTIGATOR THAT THE POWER INTERRUPTION OCCURRED AT 1255. IN HIS STATEMENT TO THE SAFETY BOARD, THE PILOT REPORTED HE WAS EN ROUTE FROM BROWN FIELD TO FRENCH VALLEY "IN VFR [VISUAL FLIGHT RULES] CONDITIONS." WHEN APPROXIMATELY 10 MILES SOUTH OF FRENCH VALLEY AND WITH THE AIRPORT IN SIGHT, THERE WAS A LOUD BANG, AFTER WHICH THE WINDSHIELD WAS BROKEN AND THE CABIN CEILING WAS BROKEN OPEN. THE PILOT CONTINUED THE FLIGHT TO HIS INTENDED DESTINATION AT FRENCH VALLEY. THE NEAREST WEATHER REPORTING POINT WAS AT MCAS CAMP PENDLETON (KNFG), 14 MILES SOUTH-SOUTHWEST, AND APPROXIMATELY 1,500 FEET LOWER ELEVATION. AT 1255, THEIR REPORTED WEATHER WAS SCATTERED CLOUDS AT 1,000 FEET AGL AND OVERCAST CEILING AT 1,500 FEET AGL. 20010527015059A (-23) ON MAY 27, 2001 AT 1635 LOCAL (DST) AT THE SPARTANBURG, SC, A PA-25-235, PAWNEE, N6667Z CRASHED ON CLOSED RUNWAY 27, DUE TO FUEL STARVATION. THE AIRCRAFT WAS PERFORMING AERIAL GLIDER-TOW OPERATIONS AT THE TIME OF THE ACCIDENT. N6667Z INFORMED ALL AIRCRAFT ON UNICOM FREQUENCY THAT HE WAS DECLARING AN EMERGENCY. AT ABOUT 2,000 FEET HE HEARD A LEARJET PILOT (N122SU) STATE HE WAS GOING TO TAKE THE ACTIVE RUNWAY. N6667Z IMMEDIATELY CALLED THE LEARJET ON UNICOM FREQUENCY AND INFORMED HIM TO HOLD POSITION, BUT NO RESPONSE WAS RECEIVED FROM THE LEARJET (N122SU) PILOT. N6667Z OBSERVED THE LEARJET TAXI OUT ON RUNWAY 23. N6667Z IMMEDIATELY MADE ANOTHER CALL ON THE UNICOM FREQUENCY AND BEGAN A TURN TOWARDS THE CLOSED RUNWAY. THE LEARJET DID NOT RESPOND TO N6667Z'S CALL. N6667Z CROSSED OVER THE CENTERLINE OF RUNWAY 27 WHEN HIS LANDING GEAR COLLIDED WITH TREES AND CRASHED ON RUNWAY 27. EXAMINATION REVEALED THE ENGINE MOUNTS, FIREWALL, LEFT WING TIP AND LEFT FORWARD WING SPAR WERE DAMAGED. 20010527015809I (-23) THE PIC, RAYMOND PUDDY, WAS IN THE REAR COCKPIT GIVING INSTRUCTION TO THE SECOND PILOT, PAUL WIRKKALA, SEATED IN THE FRONT COCKPIT. THE SECOND ILOT WAS IN CONTROL OF THE AIRCRAFT DURING THE LANDING PHASE OF FLIGHT. THE PIC CALLED FOR FLAPS AND GEAR DOWN. THE SECOND PILOT CALLED OUT "GEAR DOWN" BUT DID NOT EXTEND THE LANDING GEAR. THE PIC DID NOT CONFIRM GEAR DOWN INDICATION. BOTH COCKPITS HAVE AN OPERATIONAL GEAR POSITION INDICATOR. THE AIRCRAFT LANDED ON RUNWAY 19 RIGHT. THE GEAR HANDLE WAS FOUND IN THE UP POSITION AFTER THE AIRCRAFT CAME TO REST. BECAUSE THE LANDING GEAR IS PARTIALLY EXTENDED WHEN IN THE RETRACTED POSITION, DAMAGE TO AIRCRAFT IS LIMITED TO TIPS OF WOODEN PROP. THERE WERE NO INJURIES TO THE TWO OCCUPANTS. 20010527016479A (.19) ON MAY 27, 2001, AT 1535 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 177RG, N8287G, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED MOUNTAINOUS TERRAIN DURING APPROACH TO THE PAUMA VALLEY, CALIFORNIA, AIRPORT. THE PRIVATE CERTIFICATED PILOT AND ONE PASSENGER SUSTAINED MINOR INJURIES. THE OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED BORREGO VALLEY, CALIFORNIA, AT 1500, AND WAS DESTINED FOR PAUMA VALLEY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED THAT HE WAS DESCENDING IN VISUAL FLIGHT RULES CONDITIONS, AND WAS ON THE EXTENDED DOWNWIND LEG FOR LANDING ON RUNWAY 29 AT THE PAUMA VALLEY AIRPORT. HE (INTENTIONALLY) FLEW INTO THE TOP OF WHAT APPEARED TO BE AN ISOLATED, "PUFFY" CLOUD, EXPECTING TO BE IN THE CLOUD ONLY BRIEFLY AND TO SEE THE RUNWAY AGAIN ON THE OTHER SIDE. THE CLOUD WAS MORE EXPANSIVE THAN HE ANTICIPATED AND THE AIRPLANE CONTINUED TO DESCEND IN THE CLOUD FOR A PERIOD OF TIME UNTIL THE PILOT SAW VEGETATION ON A MOUNTAINSIDE A SHORT DISTANCE IN FRONT OF THEM. THE PILOT TOOK EVASIVE ACTION AND THE AIRPLANE IMPACTED UPSLOPING MOUNTAINOUS TERRAIN. (-23) ON MAY 27, 2001, AT 1535 PACIFIC TIME, A CESSNA 177RG, N8287G, EXPERIENCED SUBSTANTIAL DAMAGE WHEN IT IMPACTED MOUNTAINOUS TERRAIN WHILE ON APPROACH TO PAUMA VALLEY, CALIFORNIA, AIRPORT. THE PRIVATE PILOT AND ONE PASSENGER RECEIVED MINOR INJURIES. THEY WERE ON A PERSONAL CROSS-COUNTRY FLIGHT FROM BORREGO VALLEY, CALIFORNIA (DEPARTURE 1500) TO PAUMA VALLEY. VISUAL METEOROLOGICAL CONDITIONS WAS IN EFFECT, AND NO FLIGHT PLAN WAS FILED. WAS ONLY ABLE TO GET WITHIN 4 MILES OF AIRCRAFT ACCIDENT SCENE, AIRCRAFT HAD TO BE AIRLIFTED OUT SEVERAL DAYS LATER. (.4) ON MAY 27, 2001, AT 1430 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 177RG, N8287G, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED MOUNTAINOUS TERRAIN DURING APPROACH TO THE PAUMA VALLEY, CALIFORNIA, AIRPORT. THE PRIVATE CERTIFICATED PILOT AND ONE PASSENGER SUSTAINED MINOR INJURIES. THE OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED BORREGO VALLEY, CALIFORNIA, AT 1345, AND WAS DESTINED FOR PAUMA VALLEY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE INSTRUMENT-RATED PILOT STATED THAT HE WAS DESCENDIN G IN VISUAL FLIGHT RULES CONDITIONS, AND WAS ON THE EXTENDED DOWNWIND LEG FOR LANDING ON RUNWAY 29 AT THE PAUMA VALLEY AIRPORT. HE INTENTIONALLY FLEW INTO THE TOP OF WHAT APPEARED TO BE AN ISOLATED, "PUFFY" CLOUD, EXPECTING TO BE IN THE CLOUD ONLY BRIEFLY AND TO SEE THE RUNWAY AGAIN ON THE OTHER SIDE. THE CLOUD WAS MORE EXPANSIVE THAN HE ANTICIPATED AND THE AIRPLANE CONTINUED TO DESCEND IN THE CLOUD FOR A PERIOD OF TIME UNTIL THE PILOT SAW VEGETATION ON A MOUNTAINSIDE A SHORT DISTANCE IN FRONT OF THEM. THE PILOT TOOK EVASIVE ACTION AND THE AIRPLANE IMPACTED UPSLOPING MOUNTAINOUS TERRAIN AND SLID TO A STOP THROUGH HEAVY SAGEBRUSH. 20010527016769A (-23) PILOT LANDED, ENCOUNTERED GUST OF CROSSWIND AFTER TOUCHDOWN, GROUND LOOPED, MAIN GEAR FOLDED, WING HIT. SUBSTANTIAL DAMAGE TO AIRCRAFT, GEAR, WING ELEVATRO, FUSELAGE TWISTED. NO INJURIES. 20010527019159A (-23) A SKYDIVER WAS STRUCK BY THE PROP OF A DE HAVILLAND DHC-6 AFTER JUMPING FROM A KING AIR C-90 DURING A FORMATION JUMP. THE PILOT OF THE KING AIR STATED THAT THE POSITION OF HIS AIRCRAFT DURING THE JUMP WAS TO BE BEHIND AND TO THE RIGHT OF THE DE HAVILLAND. AFTER ACHIEVING THE JUMP ALTITUDE OF 14,000 FEET MSL WITH THE JUMP IN PROGRESS THE KING AIR MOVED OUT OF POSITION IN FRONT OF THE DE HAVILLAND. (.19)ON MAY 27, 2001, AT 1120 CENTRAL DAYLIGHT TIME, A DE HAVILLAND DHC-6, MULTI-ENGINE AIRPLANE, N125PM, CAME IN CONTACT WITH A SKYDIVER THAT HAD EXITED A BEECH KING AIR 90, MULTI-ENGINE AIRPLANE, N276VM, DURING A FORMATION AIR DROP AT 14,000 FEET MSL NEAR FENTRESS, TEXAS. THE SKYDIVER RECEIVED FATAL INJURIES. THE COMMERCIAL PILOT OF THE DE HAVILLAND WAS NOT INJURED, AND THE 21 SKYDIVERS THAT EXITED THE DE HAVILLAND WERE NOT INJURED. THE COMMERCIAL PILOT OF THE KING AIR WAS NOT INJURED, AND THE OTHER EIGHT SKYDIVERS THAT EXITED THE KING AIR WERE NOT INJURED. THE DE HAVILLAND SUSTAINED MINOR DAMAGE, AND THE KING AIR WAS NOT DAMAGED. BOTH AIRCRAFT WERE OWNED BY AN INDIVIDUAL AND OPERATED BY SKY DIVE SAN MARCOS, FENTRESS, TEXAS, UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE LOCAL FLIGHT. BOTH AIRCRAFT DEPARTED THE PRIVATE AIRSTRIP AT FENTRESS, TEXAS, APPROXIMATELY 20 MINUTES PRIOR TO THE ACCIDENT. THE OPERATOR REPORTED TO THE FAA INSPECTOR, THAT THE TWO AIRCRAFT DEPARTED THE AIRSTRIP FOR THE FORMATION FLIGHT TO 14,000 FEET MSL. THE DE HAVILLAND WAS TO BE THE LEAD AIRCRAFT WITH THE KING AIR IN TRAIL. DURING THE FLIGHT, THE KING AIR MOVED INTO THE LEAD WITH THE DE HAVILLAND IN TRAIL. WHEN THE AIRCRAFT REACHED 14,000 FEET MSL, THE PILOTS TALKED TO EACH OTHER VIA THE AIRCRAFT RADIO, AND NOTIFIED THE AUSTIN CONTROLLER THAT THEY WERE READY TO RELEASE THE SKYDIVERS. SUBSEQUENTLY, THE DE HAVILLAND TURNED ON A GREEN LIGHT WHICH SIGNALED TO THE SKYDIVERS THAT THEY COULD COMMENCE EXITING THE DE HAVILLAND. WHEN THE KING AIR SKYDIVERS SAW THE JUMPERS DEPARTING THE DE HAVILLAND, THEY BEGAN TO EXIT THE KING AIR. AFTER THE LAST JUMPER EXITED THE KING AIR, HE SAW THAT THE PARACHUTE OF THE PREVIOUS JUMPER HAD NOT OPENED. HE MADE AN ATTEMPT TO REACH THE JUMPER; HOWEVER, THE JUMPER FELL TO THE GROUND. THE RESERVE PARACHUTE OF THE JUMPER WAS FOUND DEPLOYED. ACCORDING TO THE OPERATOR, THIS WAS THE FIRST FORMATION AIR DROP FLIGHT FOR EITHER PILOT IN MULTI-ENGINE AIRCRAFT. BOTH AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. THE PILOT OF THE DE HAVILLAND REPORTED THAT THE AIRCRAFT WAS ON A MAGNETIC HEADING OF 200 DEGREES IN STRAIGHT AND LEVEL FLIGHT WHEN "SUDDENLY SOMETHING HIT WHAT I THOUGHT WAS MY RIGHT WING. THE AIRPLANE STARTED TO VIBRATE, [AND] I SHUT DOWN THE RIGHT ENGINE." THE FAA INSPECTOR, WHO RESPONDED TO THE SITE, EXAMINED BOTH AIRCRAFT. ON THE DE HAVILLAND, THE RIGHT ENGINE'S PROPELLER HAD ONE OF THE PROPELLER BLADES BENT. ADDITIONALLY, THERE WERE SCRAPES FOUND ALONG THE RIGHT SIDE OF THE FUSELAGE OF THE DE HAVILLAND. 20010527024639A (-23) PILOT REPORTED OPERATING APPROXIMATELY 600 TO 800 FEET AGL WITH 10 DEGREES OF FLAP EXTENDED AT APPROXIMATELY 80 MPH. THERE WAS A LOUD "BANG" ON THE LEFT SIDE OF THE AIRPLANE, FOLLOWED BY A STRONG AND ABRUPT LEFT ROLLING MOMENT AND DOWNWARD PITCH. THE PILOT WAS UNABLE TO COUNTER THE MOTION AND FELT CERTAIN THAT HE WAS GOING TO CRASH INTO THE TREES BELOW, SO HE EXTENDED FULL FLAPS AND ATTEMPTED THE BEST LANDING POSSIBLE IN THE TREETOPS. THE PILOT RECEIVED MINOR INJURIES BUT HIS PASSENGER WAS FATALLY INJURED. THE AIRCRAFT WAS NOT EQUIPPED WITH SHOULDER HARNESSES. POST ACCIDENT INVESTIGATION REVEALED A BROKEN LEFT FLAP CABLE THAT HAD BEEN MISS-ROUTED OUTSIDE OF A PULEY KEEPER. IT WAS CORRODED AND HAD ABRAIDED AGAINST AN UNKNOWN PART OF THE STRUCTURE WHEN IT SUDDENLY FAILED IN FLIGHT, INDUCING THE ROLLING AND PITCHING MOMENTS. IT WAS OBVIOUS THAT THIS CONDITION HAD EXISTED FOR A CONSIDERABLE LENGTH OF TIME PRIOR TO THE ACCIDENT. FOLLOWING THE DISCOVERY, THE PILOT REALIZED THAT EXTENDING FULL FLAPS PRIOR TO THE FORCED LANDING MERELY EXACERBATED THE SITUATION. EIR NUMBER 2001CE050058. 20010528009169A (.19)ON MAY 28, 2001, AT 1722 CENTRAL DAYLIGHT TIME, A CESSNA 172N, N5447J, WAS DESTROYED WHEN IT STRUCK TREES DURING AN EMERGENCY LANDING AT THE GEORGETOWN MUNICIPAL AIRPORT, GEORGETOWN, TEXAS, THE AIRPLANE WAS OWNED BY A PRIVATE INDIVIDUAL AND OPERATED BY LONE STAR WINGS LLC UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE PRIVATE PILOT AND HIS TWO PASSENGERS RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL CROSS-COUNTRY FLIGHT, WHICH DEPARTED HUTCHINSON, KANSAS, AT 1250, WITH A PLANNED DESTINATION OF AUSTIN, TEXAS. A FLIGHT PLAN WAS NOT FILED; HOWEVER, THE PILOT RECEIVED EN ROUTE VFR FLIGHT FOLLOWING FROM THE ATC FACILITIES. THE PILOT REPORTED THAT HE HAD FLOWN THE AIRPLANE FROM THE AUSTIN-BERSTROM AIRPORT TO HUTCHINSON, KANSAS, ON MAY 25, 2001, WITHOUT REFUELING THE AIRPLANE. THE PILOT HAD THE AIRPLANE REFUELED AT HUTCHINSON. ON THE DAY OF THE ACCIDENT, THE PILOT NOTED THAT THE FUEL GAUGES WERE READING "EMPTY" AS THE FLIGHT PASSED GEORGETOWN, TEXAS. HOWEVER, THE PILOT "DID NOT BELIEVE THE GAUGES" AND CONTINUED THE FLIGHT. WHEN THE AIRPLANE WAS APPROXIMATELY 4 NAUTICAL MILES PAST THE GEORGETOWN MUNICIPAL AIRPORT, THE PILOT REPORTED TO THE AUSTIN APPROACH CONTROLLER THAT THE AIRPLANE WAS "OUT OF FUEL." THE CONTROLLER VECTORED THE AIRPLANE TOWARD THE GEORGETOWN MUNICIPAL AIRPORT. THE AIRPLANE IMPACTED TREES SHORT OF THE RUNWAY. (-23) N5447J DEPARTED HUTCHINSON, KANSAS NONSTOP TO AUSTIN, TEXAS BERGSTROM AIRPORT. THE PILOT IN COMMAND DID NOT OBTAIN A WEATHER BRIEFING. APPROXIMATELY 4.5 HOURS LATER N5447J RAN OUT OF FUEL. N5447J SUSTAINED SUBSTANTIAL DAMAGE WHEN THE PILOT IN COMMAND CRASHED NEAR THE GEORGETOWN, TEXAS AIRPORT WHILE EXECUTING AN EMERGENCY LANDING. (.4) ON MAY 28, 2001, AT 1725 CENTRAL DAYLIGHT TIME, A CESSNA 172N, N5447J, WAS DESTROYED WHEN IT STRUCK TREES DURING A FORCED LANDING AT THE GEORGETOWN MUNICIPAL AIRPORT, GEORGETOWN, TEXAS. THE AIRPLANE WAS OWNED BY A PRIVATE INDIVIDUAL AND OPERATED BY LONE STAR WINGS LLC UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE PRIVATE PILOT AND HIS TWO PASSENGERS RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL CROSS-COUNTRY FLIGHT, WHICH DEPARTED HUTCHINSON, KANSAS, AT 1250, WITH A PLANNED DESTINATION OF AUSTIN, TEXAS. A FLIGHT PLAN WAS NOT FILED; HOWEVER, THE P ILOT RECEIVED EN ROUTE VISUAL FLIGHT RULES (VFR) FLIGHT FOLLOWING FROM THE AIR TRAFFIC CONTROL (ATC) FACILITIES. ON THE PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2), THE PILOT STATED THAT HE HAD FLOWN THE AIRPLANE FROM THE AUSTIN-BERGSTROM AIRPORT TO HUTCHINSON, KANSAS, ON MAY 25, 2001, WITHOUT REFUELING THE AIRPLANE EN ROUTE. THE PILOT HAD THE AIRPLANE REFUELED AT HUTCHINSON. THE PILOT STATED THAT HE KNEW THE INACCURACY OF THE FUEL GAUGES WHICH READ EMPTY WHEN 1/2 FULL. ON THE DAY OF THE ACCIDENT, THE AIRPLANE WAS APPROXIMATELY 14 NAUTICAL MILES FROM THE AUSTIN-BERGSTROM AIRPORT WHEN THE PILOT CONTACTED AUSTIN APPROACH AND EXPLAINED TO THE CONTROLLER THAT THE AIRPLANE WAS "OUT OF FUEL." THE ENGINE RPM WAS 1,300 AND THE ENGINE WAS RUNNING ROUGH. THE PILOT SWITCHED THE FUEL SELECTOR FROM "BOTH" TO EACH WING TANK AND THEN BACK TO "BOTH," AND FOR A FEW SECONDS THE ENGINE RECEIVED FUEL AND RESUMED FULL POWER. THE RATE OF DESCENT OF THE AIRPLANE WAS APPROXIMATELY 400 FEET PER MINUTE, AND THE PILOT HAD RUNWAY 29 AT THE GEORGETOWN MUNICIPAL AIRPORT IN SIGHT. THE AIRPLANE WAS APPROXIMATELY 6 MILES FROM RUNWAY 29 WHEN THE ENGINE "STOPPED." DURING THE FINAL APPROACH, THE AIRPLANE CLEARED HIGH LINES; HOWEVER, THE AIRPLANE "SEEMED TO HIT A DOWNDRAFT OVER A GROVE OF TREES." THE NOSE LANDING GEAR STRUCK THE TREES, APPROXIMATELY 150 YARDS SHORT OF THE RUNWAY, AND THE AIRPLANE "DROPPED STRAIGHT DOWN." THE AIRPLANE TURNED 180 DEGREES TO THE LEFT AND CAME TO REST NOSE DOWN. THE EMPENNAGE SEPARATED FROM THE CABIN, THE WINDSHIELD WAS BROKEN, THE RIGHT FRONT SEAT SEPARATED FROM 20010528009419I (-23)AIRCRAFT LOST POWER OVER KNIGHT HARBOR. PILOT EXECUTED POWER OFF LANDING ON BEACH. NO DAMAGE TO AIRCRAFT OR INJURIES TO OCCUPANTS OR PERSONS ON THE GROUND. CAUSE OF ENGINE FAILURE STILL UNDER INVESTIGATION. 20010528010219A (-23)ON MAY 28, 2001, ABOUT 1400 EDT, A HUGHES 296C, N9660F WAS SUBSTANTIALLY DAMAGED IT STRUCK WIRES WHILE TAKING OFF FROM A PRIVATE FIELD NEAR COX' CREEK, KY. THE CERTIFICATED PRIVATE PILOT WAS NOT INJURED, AND HIS PASSENGER RECEIVED MINOR INJURIES. VISUAL METEOROLGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT TO BARDSTOWN, KY. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. 20010528010359I (-23)THE PILOT REMOVED THE NOSE WHEEL FAIRING PRIOR TO HIS DEPARTURE FROM BRANSON, MO. AFTER REMOVING THE FAIRING, HE FAILED TO INSTALL THE NOSE WHEEL STUD. WHEN LANDING AT TULSA, THE NOSE WHEEL CAME OFF THE AIRCRAFT. CAUSING DAMAGE TO THE PROPELLER AND NOSE GEAR STRUT. 20010528010699I (-23)PILOT WAS FLYING FOR CAP AND DUE TO PHYSIOLOGICAL NEEDS MADE A LANDING AT SELLS AIRPORT (E78). PILOT STATED THAT NO WIND SOCK WAS AVAILABLE. IT BECAME APPARENT THAT HE TOUCHED DOWN WITH A TAILWIND ABOUT ONE-THIRD DOWN THE RUNWAY AT 80 KTS INDICATED. HE DID NOT FEEL THAT HE HAD SUFFICIENT RUNWAY REMAINING TO DO A GO-AROUND. HE SHUT DOWN THE ENGINE AND ATTEMPTED TO STOP, RUNNING OFF THE END OF THE RUNWAY. ACCORDING TO AIRMAN, DAMAGE OCCURRED TO LANDING GEAR STRUT FAIRINGS. AIRMAN INSPECTED DAMAGE AND THEN FLEW AIRCRAFT BACK TO PHOENIX, ARIZONA AREA FOR REPAIR. 20010528011649A (-23)THIS IS PRELIMINARY INFORMATION AND WILL BE AMENDED WHEN FINAL NTSB REPORT IS COMPLETED. ON MZY 28 2001, AT ABOUT 0940 EDT, A BOEING 737-301, N349US, FLIGHT 351, REGISTERED TO FIRST UNION NATIONAL BANK TRUSTEE AND OPERATED BY US AIRWAYS INC, AS A 14 CFR PART 121 SCHEDULED DOMESTIC PASSENGER FLIGHT FROM ATLANTA, GEORGIA, TO PITTSBURG, PENNSYSLVANIA, EXPERIENCED AS IN-FLIGHT ENCOUTNER WITH WEATHER (TURBULENCE) WHILE CLIMBING BETWWEN FLIGHT LEVEL (FL) 220 TO 240 IN THE VICINITY OF TOCOA GEORGIA. VISUAL METEOROLICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN WAS FILED. THE AIRPLANE WAS NOT DAMAGED. THE AIRLINE TRANSPORT RATE PILOT-IN-COMMAND (PIC), FIRST OFFICER (FO), 2 FLIGHT ATTENDANTS AND 116 PASSENGERS SUSTAINED NO INJURIES. ONE FLIGHT ATTENDANT SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM ATLANTA. 20010528011699A (-23)ON A SHORT SIGHTSEEING FLIGHT, THE PILOT MOTICED A FLUXUATING OIL PRESSURE FROM 0 TO "10" PSI. HE TURNES THE AIRCRAFT BACK TOWARDS THE AIRPORT AND AFTER 2 MINUTES THE ENGINE MADE LOUD NOISE, BEGAN TO VIBRATE AND LOOSE POWER. THE ENGINE SEIZED. FORCED LANDIGN RESULTED IN MAJOR DAMAGE TO AIRFRAME. ENGINE IS BEING SENT TO TELEDYNE CONTINENETAL FOR TEARDOWN. 20010528012229I (-23) AS CHICAGO O'HARE FLIGHT STANDARDS DISTRICT OFFICE INSPECTOR ON DUTY , RESPONDED TO REQUEST FROM GREAT LAKES REGIONAL DUTY OFFICE TO INVESTIGATEINCIDENT OF UNITED AIRLINES FLIGHT #256 DEPARTING END OF RUNWAY AFTER LANDING ON RUNWAY 4R AT O'HARE INTERNATIONAL AIRPORT. ARRIVED AT AIRPORT AND INSPECTED AIRCRAFT AND LOGBOOK. RECLAMATION EFFORT WAS UNDERWAY TO REMOVE AIRCRAFT LEFT MAIN LANDING GEAR FROM MUD. PASSENGERS HAD BEEN DEPLANED BY STAIR TRUCK, NO INJURIES REPORTED. POSITION OF AIRCRAFT AND TIRE MARKS INDICATED THAT IT HAD DEPARTED END OF RUNWAY 4R ON THE LEFT SIDE, CROSSED A SMALL SECTION OF GRASS BEFORE TURNING BACK TO THE RIGHT AND STOPPING WITH THE LEFT MAIN LANDING GEAR STUCK IN MUD AND THE NOSE LANDING GEAR TIRES RESTING ON PREPARED SURFACE AT THE APPROACH END OF RWY 22L. UNITED AIRLINES MAINTENANCE PERSONNEL COMPLETED RECLAMATION OF AIRCRAFT AND ISSUED CONDITIONAL INSPECTION CARDS CONSISTING OF HIGH DRAG AND SIDE LOAD INSPECTION, DRAGGED ENGINE NACELLE INSPECTION (#1 ENG), BORESCOPE INSPECTION OF THE #1 ENGINE, OPERATIONAL CHECK OF ANTI-SKID SYSTEM. REVIEW OF MAINTENANCE HISTORY FOR LANDING GEAR, THRUST REVERSERS, HYDRAULIC SYSTEM, FLIGHT CONTROLS AND ENGINES REVEALED NO DAMAGE. HIGH DRAG LOAD INSPECTION REVEALED DAMAGE TO NOSE LANDING GEAR ACTUATOR, SAME WAS REMOVED AND REPLACED. LEFT MAIN LANDING GEAR #1 WHEEL/TIRE WAS REPLACED, BOTH BRAKES WERE CLEANED AND INSPECTED. NOSE TIRES WERE REMOVED AND REPLACED. NUMBER ONE ENGINE COWL WAS FOUND DENTED AND WAS REPLACED. COMPOSITE STRUCTURE OF NUMBER ONE NACELLE (BOTTOM) WAS DENTED AND GOUGED, TEMPORARY REPAIR WAS COMPLETED. CHECK OF NOSE STEERING AND ANTI-SKID REVEALED NO DISCREPANCIES. AIRCRAFT WAS RETURNED TO SERVICE AFTER REQUIRED MAINTENANCE WAS COMPLETED. OPINION OF THIS INSPECTOR AS TO THE CAUSE OF THE INCIDENT WAS THE PILOT'S FAILURE TO STOP THE AIRCRAFT IN THE RUNWAY LENGTH REMAINING AFTER LANDING. 20010528012289I (-23) ACFT HIGH ON FINAL LANDED LONG IN ATTEMPT TO GET ACFT TO TAXIWAY. FRONT LDG GEAR AND STRUT WERE DAMAGED. RT MAIN TIRE BRUSTED, FRONT FUSELAGE WRINKLED. 20010528014539A (-23) ON MAY 28, 2001, AT 1757 CENTRAL DAYLIGHT TIME, A PIPER PA-24-250, N7331P, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING AN IN-FLIGHT COLLISION WITH THE TERRAIN FOLLOWING A LOSS OF CONTROL WHILE MANEUVERING OVER LAKE OF THE OZARKS STATE PARK, OSAGE BEECH, MISSOURI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT AND HIS TWO PASSENGERS WERE FATALLY INJURED. THE FLIGHT DEPARTED THE LEE C. FINE MEMORIAL AIRPORT (AIZ), KAISER, MISSOURI, AT 1733, AND HAD THE INTENDED DESTINATION OF SCHAUMBURG REGIONAL AIRPORT, SCHAUMBURG, ILLINOIS. 20010528015629A (.19) ON MAY 28, 2001, AT 1640 EASTERN DAYLIGHT TIME, A PERTH AMBOY, BIRD CK, N726N, PILOTED BY AN AIRLINE TRANSPORT PILOT, WAS SUBSTANTIALLY DAMAGED DURING A TAKEOFF FROM CASCO TWP. MICHIGAN ROBERTSON FIELD. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT RECEIVED MINOR INJURIES. THE PILOT REPORTED THAT AFTER TAKEOFF THE ENGINE QUIT AT 200 FEET ABOVE GROUND LEVEL AND THE AIRPLANE STRUCK A TREE DURING THE FORCED LANDING. THE FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT EN ROUTE TO PONTIAC, MICHIGAN. (-23) DURING TAKEOFF (RNWY 27) AND ABOUT 150 FT ABOVE THE GROUND THE ENG QUIT. PILOT RESTARTED THE ENG (WITH ONLY PARTIAL POWER AVAILABLE) WHICH QUIT AGAIN AND THEN TRIED TO MAKE THE AIRPORT AGAIN (TO RNWY 09). RESTARTED ENG AGAIN (LOW POWER), HIT TOP OF A TREE, THEN RNWY WITH RH WING TIPS (AS MAKING A 90'0 RH TURN TO RNWY 9). 20010528019329A (.19) ON MAY 28, 2001, AT 1149 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 210A, N9462X, WAS DESTROYED WHEN IT CRASHED IN HILLY TERRAIN 5 MILES EAST OF ESCONDIDO, CALIFORNIA. THE COMMERCIAL PILOT AND TWO PASSENGERS WERE FATALLY INJURED. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT WAS CONDUCTED BY THE OWNER UNDER 14 CFR PART 91. THE AIRPLANE DEPARTED RAMONA, CALIFORNIA, ON AN IFR FLIGHT PLAN AND CLEARANCE TO FRESNO, CALIFORNIA. THE FLIGHT PLAN WAS ACTIVATED UPON DEPARTURE AT RAMONA. THE AIRPLANE DEPARTED THE RAMONA (RMN) AIRPORT AT APPROXIMATELY 1140. DURING THE IFR CLIMB TO 5,000 FEET, AN AIR TRAFFIC CONTROLLER FROM THE SOUTHERN CALIFORNIA APPROACH CONTROL (SOCAL) RADAR FACILITY IN MIRAMAR, CALIFORNIA, IDENTIFIED THE AIRPLANE AND ESTABLISHED COMMUNICATIONS WITH THE PILOT. THE CONTROLLER INSTRUCTED THE PILOT TO MAKE A TURN TO 290 DEGREES FOR RADAR VECTORS TO THE ON-COURSE AIRWAY. THE PILOT ACKNOWLEDGED THE VECTORS. SHORTLY AFTER THE VECTOR WAS ISSUED, THE CONTROLLER NOTICED THE AIRPLANE TURNING TO A SOUTHERLY HEADING. THE CONTROLLER QUERIED THE PILOT ABOUT HIS HEADING. THE PILOT RESPONDED, "STAND-BY, WE'RE HAVING A LITTLE TROUBLE HERE." THE CONT ROLLER THEN NOTICED THAT THE AIRPLANE WAS DESCENDING RAPIDLY AND REVERSING THE DIRECTION OF TURN. THE CONTROLLER ASKED THE PILOT TO SAY HIS ALTITUDE. THE PILOT RESPONDED, "STAND-BY." NO FURTHER TRANSMISSIONS WERE RECEIVED FROM THE PILOT. SEVERAL ATTEMPTS WERE MADE TO CONTACT THE PILOT, INCLUDING THE USE OF OTHER AIRCRAFT, BUT NO REPLY WAS HEARD. THE WRECKAGE WAS FOUND 8 MILES FROM THE RAMONA AIRPORT ON A MAGNETIC BEARING OF APPROXIMATELY 330 DEGREES. A WITNESS, WHO IS ALSO A PILOT, WAS WORKING ON FARM EQUIPMENT APPROXIMATELY 400 YARDS FROM THE CRASH SITE. HE STATED THAT HE HEARD THE SOUND OF THE AIRPLANE CHANGING IN A DOPPLER EFFECT AS IF IT WERE TURNING RAPIDLY FOR 15 SECONDS PRIOR TO THE SOUND OF A HEAVY IMPACT, WHEN THE ENGINE NOISE STOPPED. HE STATED THAT THE GROUND VISIBILITY WAS ABOUT 30 YARDS UNDER A HEAVY OVERCAST. (-23) THE AIRPLANE DEPARTED ROMONA AT APPROX. 1140. DURING IFR CLIMB TO 5,000 FT. THE CONTROLLER MADE CONTACT AND INSTRUCTED THE PILOT TO TURN TO HEADING 290 FOR RADAR VECTORS TO AIRWAYS, PILOT ACKNOWLEDGE. THE CONTROLLER NOTICED THE AIRPLANE TURNING TO A SOUTHERLY DIRECTION, CALLED PILOT, THE PILO T RESPONSE WAS STANDBY. THE CONTROLLER NOTICED THE AIRPLANE DESCENDING RAPIDLY AND REVERSING DIRECTION, AGAIN HE TRIED TO REACH HIM, THE PILOT RESPONDED STAND-BY. SEVERAL ATTEMPTS WERE MADE TO CONTACT PILOT, THEN RADAR CONTACT WAS LOST. THE WRECKAGE WAS FOUND 8 MILES FROM ROMONA AIRPORT ON A MAGNETIC BEARING OF 330 DEGREES. (.4) THE AIRPLANE DEPARTED THE RAMONA AIRPORT APPROXIMATELY 1140. IT WAS RADAR IDENTIFIED BY THE AIR TRAFFIC CONTROLLER, WHO THEN INSTRUCTED THE PILOT TO CLIMB AND MAINTAIN 6,000 FEET MSL. THE CONTROLLER TOLD THE PILOT TO MAKE A LEFT TURN AND PROCEED TO THE OCEANSIDE VOR. THE PILOT ACKNOWLEDGED THE INSTRUCTIONS. THE AIRPLANE THEN MADE A RIGHT TURN TO A HEADING OF APPROXIMATELY 040 DEGREES AT 4,300 FEET MSL. THE CONTROLLER REQUESTED THAT THE PILOT FLY A HEADING OF 270 DEGREES AND TO CLIMB TO 7,000 FEET MSL. THE PILOT ACKNOWLEDGED THE RADAR VECTOR. THE AIRPLANE THEN MADE A STEEP 320-DEGREE TURN TO THE LEFT, STOPPING ON A HEADING OF APPROXIMATELY 360 DEGREES AT AN ALTITUDE OF 4,800 FEET MSL. THE CONTROLLER ASKED THE PILOT TO CONTINUE HIS RIGHT TURN TO A HEADING OF 290 DEGREES FOR RADAR VECTORS TO VICTOR AIRWAY 186. T HEN THE CONTROLLER ASKED THE PILOT TO SAY ALTITUDE. A RESPONSE FROM ANOTHER PILOT ONBOARD THE AIRPLANE SAID, "STANDBY, WE'RE IN A LITTLE TROUBLE HERE." THE CONTROLLER MADE TWO SUBSEQUENT CALLS TO THE ACCIDENT AIRPLANE. THE PILOT-IN-COMMAND REPLIED, "UH, SIX TWO X-RAY STANDBY A SECOND." THE CONTROLLER ISSUED A WARNING THAT THE AIRPLANE WAS HEADING FOR HIGHER TERRAIN AND INSTRUCTED THE PILOT TO TURN 20010528030199I (-23) CFT, RON SACHEN WAS CONDUCTING DUAL INSTRUCTION IN PREPARATION FOR STUDENT PILOT RICHARD ARIAGNO'S PRIVATE PILOT PRACTICAL TEST AND FAILED TO ASSURE THAT THE LANDING CHECKLIST HAD BEEN FOLLOWED RESULTING IN AN INADVERTENT GEAR-UP LANDING IN PA-28R, N11562. 20010528035319I (-23) ON FLARE FOR LANDING ON RUNWAY 02, THE AIRCRAFT SETTLED TO THE RUNWAY AND THE NOSE GEAR FAILED AND BENT UNDER. THE PLANE SKIDDED DOWN THE RUNWAYAND VEERED TO THE LEFT. AS IT LEFT THE RUNWAY THE NOSE GEAR DUG INTO THE SOFT EARTH AND STOPPED THE MOTION. THIS INCIDENT IS CLOSED WITH THIS REPORT. 20010529009789I (-23)DURING AN INSTRUCTIONAL FLIGHT, A SOFT-FIELD LANDING WAS MADE ON RWY 24, LANDING APPROX 500 FEET FROM THREHOLD, SHORTLY AFTER TOUCHDOWN, AIRCRAFT STARTED SWERVING TO THE LEFT. PILOT ATTEMPTED TO KEEP THE WING UP BY USE UP OPPOSITE RUDDER AND AIRLERON. LEFT GEAR HAD PARTIALLY COLLAPSED AND AIRCRAFT DEPARTED RUNWAY, COMING TO A REST APPROX 10 FEET FROM RUNWAY EDGE, A PROPER "GEAR DOWN" LIGHT INDICATION WAS NOTED BY BOTH PILOTS DURING DOWNWIND LEG OF TRAFFIC PATTERN. 20010529010119A (.19) ON MAY 29, 2001, AT 0715 CENTRAL DAYLIGHT TIME, A CESSNA 421, N51ER, EXPERIENCED A FLIGHT CONTROL PROBLEM WHILE IN CRUISE FLIGHT NEAR GREENVILLE, MISSISSIPPI. THE PERSONAL FLIGHT WAS CONDUCTED BY THE PILOT UNDER PROVISIONS OF TITLE 14 CFR PART 91 WITH AN INSTRUMENT FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE AIR TRANSPORT PILOT AND HIS SEVEN PASSENGERS WERE NOT INJURED. THE FLIGHT DEPARTED SPRINGDALE MUNICIPAL AIRPORT IN SPRINGDALE, ARKANSAS, AT 0600. ACCORDING TO PILOT, THE AIRPLANE HAS RECENTLY BEEN PAINTED AND THE FLIGHT CONTROL SURFACES HAD BEEN REMOVED. THE PILOT STATED, WHILE IN CRUISE FLIGHT AT 19000 FEET HE HEARD A LOUD POP. THIS WAS FOLLOWED BY A VIOLENT SHAKING OF THE FLIGHT CONTROL YOKE AND THE AIRPLANE ENTERED AN UNCONTROLLED DESCENT. (-23) ELEV. TRIM TAB PARTIALLY DEPARTED AIRCRAFT AT 19,000' 25 MILES NORTH OF GLH. LANDED SAFELY AT GLH. (.4) ON MAY 29, 2001, AT 0715 CENTRAL DAYLIGHT TIME, A CESSNA 421, N51ER, EXPERIENCED A FLIGHT CONTROL PROBLEM WHILE IN CRUISE FLIGHT AND EXECUTED AN EMERGENCY DESCENT AND LANDING AT THE MID DELTA REGIONAL AIRPORT (GLH) IN GREENVILLE, MISSISSIPPI. THE PERSONAL FLIGHT WAS CONDUCTED BY THE PILOT UNDER PROVISIONS OF TITLE 14 CFR PART 91 WITH AN INSTRUMENT FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. THE AIR TRANSPORT PILOT AND SEVEN PASSENGERS WERE NOT INJURED. THE FLIGHT DEPARTED SPRINGDALE MUNICIPAL AIRPORT (ASG) IN SPRINGDALE, ARKANSAS, AT 0600, EN ROUTE TO DESTIN, FLORIDA. THE PILOT STATED, ABOUT 45 MINUTES INTO THE CRUISE FLIGHT AT 19,000 FEET, THERE WAS A "LOUD POP" ACCOMPANIED BY INSTANTANEOUS SHAKING OF THE CONTROL YOKE. THE PILOT DISENGAGED THE AUTOPILOT AND NOTICED THE AIRPLANE HAD BEGUN A DESCENT. THE PILOT ADVISED MEMPHIS CENTER OF THE PROBLEM AND RECEIVED VECTORS TO THE NEAREST AIRPORT, MID DELTA REGIONAL. THE PILOT REPORTED THAT THE AIRPLANE WAS FLYING IN A NOSE-DOWN ATTITUDE WITH A DESCENT RATE OF 1,200-1,500 FEET PER MINUTE. THE PILOT UTILIZED FULL-AFT ELEVATOR AND INCREASED POWER TO BRING THE AIRPLANE'S NOSE TO A "MORE CONTROLLED ATTITUDE." THE PILOT REPORTED, UPON REACHING THE AIRPORT, THE AIRPLANE WAS TOO HIGH, SO THE PILOT CIRCLED THEAIRPORT TWICE BEFORE ENTERING A FINAL APPROACH FOR RUNWAY 36R. BECAUSE OF THE NOSE-DOWN PITCHING TENDENCY OF THE AIRPLANE, THE PILOT DECIDED NOT TO DEPLOY THE LANDING GEAR OR THE FLAPS. THE PILOT ADDED POWER AND HELD FULL-AFT ELEVATOR IN AN ATTEMPT TO FLARE THE AIRPLANE. THE AIRPLANE CAME TO A FULL STOP ON THE RUNWAY. EXAMINATION OF THE AIRPLANE REVEALED THE INBOARD HALF OF THE RIGHT ELEVATOR TRIM TAB WAS NOT ATTACHED TO THE RIGHT ELEVATOR. THE PUSH-PULL ROD WAS NOT CONNECTED TO THE RIGHT ELEVATOR TRIM TAB HORN, AND THE BOLT AND HARDWARE THAT CONNECTS THE PUSH-PULL ROD TO THE RIGHT ELEVATOR TRIM TAB HORN WERE MISSING. THE TRIM ACTUATOR ROD WAS BENT. THE AIRPLANE'S RECORDS REVEALED THAT THE FLIGHT CONTROLS HAD BEEN RECENTLY REMOVED FOR PAINTING AND WERE SIGNED OFF BY A MECHANIC AT THE PAINTING COMPANY ON MAY 11, 2001. DURING PAINTING, THE AIRPLANE'S REGISTRATION NUMBER WAS CHANGED FROM N543PM TO N51ER. THE RECORDS ALSO REVEALED THAT THE ELEVATOR TRIM WAS ADJUSTED AND SIGNED OFF BY A MECHANIC ON MAY 22, 2001. NO PREVIOUS RECORD OF CONTROL SURFACE MALFUNCTION WAS REVEALED DURING THE REVIEW OF THE AIRPLANE MAINTENANCE RECORDS. 20010529011179A (-23)CRASH SITE INVESTIGATION SUGGESTS STALL/SPIN. 20010529011539I (-23)PORT MAIN INBOARD WHEEL TIRE ASSEMBLY DISLODGED FROM THE AIRCRAFT DURING TAKEOFF. WITNESS ^PRIVACY DATA^, FROM PIEDMONT HAWTHORNE AVIATION REPORTED TO RDU TRACON OBSERVING A PART GEAR DETACH FROM THE JETSTREAM AND ROLL OFF THE RUNWAY IN THE WOODS. N-DR REPORTED TO CREW THE WITNESSES STATEMENT. CREW MADE AN EMERGENCY LANDING BACK TO RDU ON RUNWAY 23R WITH NO FURTHER INCIDENT. ATLANTIC COAST AIRLINES MECHANIC'S REPORTED THE LEFT INBOARD AXEL BROKE-OFF TAKING THE TIRE AND WHEEL ASSEMBLY. MECHANIC'S CHANGED LEFT MAIN LANDING GEAR. AIRCRAFT DEPARTED NON-REVENUE FROM RDU DESTINATION IAD, ON MAY 30, 2001. 20010529014459A (-23) ON MAY 29, 01 AT 1515 MNT. DAYLIGHT TIME, N5999V DEPARTED MEEKER, CO AFTER FUELING. AT 2324 AN ALERT WAS ISSUED BASED ON FAMILY CONCERNS. ON JUNE 04, 01 FISHERMEN FOUND DEBRIS IN MARVINE LAKE, APPROX. 30 MILES SOUTH EAST OF MEEKER. ON JUNE 06, 01 THE DEBRIS WAS POSITIVELY IDENTIFIED AS HAVING COME FROM N5999V. THE ESTIMATED TIME OF THE ACCIDENT IS 1530. THE AIRCRAFT WRECKAGE WAS LOCATED ON JUNE 09, 01 AT THE BOTTOM OF THE LAKE IN 43 FEET OF WATER. 20010529014579A (-23) PILOT WAS DEMONSTRATING STEEP APPROACH FROM 6700 MSL. WHEN THROTTLE WAS ADDED AT ABOUT 100 FEET AGL, THERE WAS NO RESPONSE. AUTOROTATION WAS COMPLETED IN A FIELD JUST SHORT OF INTENDED LANDING POINT. MAIN ROTOR SEVERED TAIL. ENGINE INSPECTION AFTER ACCIDENT REVEALED EXCESSIVELY RICH MIXTURE AT IDLE. 20010529017449I (-23) THE PIPER PA-32-300, WAS ON A VFR CROSS COUNTRY FLIGHT FROM (HGR) HAGERSTOWN, MD TO (N96) BELLEFONTE, PA WHEN THE ENGINE LOST POWER SUDDENLY AND BEGAN TO VIBRATE VIOLENTLY. THE ENGINE THEN QUIT AND BOTH CERTIFICATED PILOTS ON BOARD COMPLETED EMERGENCY PROCEDURES AND MADE A NORMAL LANDING INTO A FARM WHEAT FIELD IN BOALSBURG, PA. MINOR DAMAGE TO THE AIRCRAFT WAS RECEIVED TO THE LEFT LOWER LANDING GEAR ASSEMBLY AND LEFT WING FLAP BRACKET. NO INJURIES WERE RECEIVED BY THE TWO PILOTS ON BOARD. SUBSEQUENT INSPECTION OF THE ENGINE BY INSPECTORS FROM THIS OFFICE REVEALED THAT THE ENGINE FAILED INTERNALLY, CRACKING BOTH CASE HALVES IN THE AREA OF THE #5 CONNECTING ROD. AN ENGINE DISASSEMBLY INSPECTION OAT TEXTRON LYCOMIG IN WILLIAMSPORT, PA WAS PLANNED TO DETERMINE THE PROBABLE CAUSE OF THE ENGINE FAILURE. 20010529017659A (-23) IN MAY 29, 2001, ABOUT 0718 EASTERN DAYLIGHT TIME, A CONTINENTAL COPTERS TOM CAT MARK 5A (A MODIFIED BEL 47 HELICOPTER), N25561, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM A FIELD IN BENTON, PA. THE CERTIFICATED COMMERICAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AERIAL APPLICATION FLIGHT CONDUCTED UNDER 14 CFR PART 137. THE PILOT STATED THAT THE HOSE USED TO FILL THE HELICOPTER'S "HOPPER" WITH PESTICIDE, BECAME ENTANGLED AROUND THE RIGHT SKID. THE PILOT DID NOT NOTICE THE ENTANGLEMENT, AND ATTEMPTED TO TAKEOFF. THE HELICOPTER ROLLED RIGHT AND STRUCK THE GROUND. THE MAIN ROTOR, TAILBOOM, AND TRANSMISSION SUSTAINED SUBSTANTIAL DAMAGE. (.4) ON MAY 29, 2001, ABOUT 0718 EASTERN DAYLIGHT TIME, A CONTINENTAL COPTERS TOM CAT MARK 5A (A MODIFIED BELL 47 HELICOPTER), N25561, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM A FIELD IN BENTON, PENNSYLVANIA. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AERIAL APPLICATION FLIGHT CONDUCTED UNDER 14 CFR PART 137. THE PILOT STATED THAT HIS ASSISTANT USED A HOSE TO FILL THE HELICOPTER'S "HOPPER" WITH PESTICIDE. THE ASSISTANT AND HOSE WERE LOCATED ON THE RIGHT SIDE OF THE HELICOPTER. THE PILOT FUELED AND BOARDED THE HELICOPTER FROM THE LEFT SIDE. HE THEN OBSERVED THAT HIS ASSISTANT WAS CLEAR FROM THE RIGHT SIDE, COMPLETING PAPERWORK. THE PILOT STARTED THE HELICOPTER, NOT REALIZING THE HOSE WAS STILLED ATTACHED ON THE RIGHT SIDE. WHEN THE PILOT ATTEMPTED TO TAKEOFF, ABOUT 5-10 FEET ABOVE THE GROUND, THE HELICOPTER ROLLED RIGHT AND STRUCK THE GROUND. THE MAIN ROTOR, TAILBOOM, AND TRANSMISSION SUSTAINED SUBSTANTIAL DAMAGE. (.19) ON MAY 29, 2001, ABOUT 0718 EASTERN DAYLIGHT TIME, A CONTINENTAL COPTERS TOM CAT MARK 5A (A MODIFIED BELL 47 HELICOPTER), N25561, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM A FIELD IN BENTON, PENNSYLVANIA. THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL AERIAL APPLICATION FLIGHT CONDUCTED UNDER 14 CFR PART 137. THE PILOT STATED THAT THE HOSE USED TO FILL THE HELICOPTER'S "HOPPER" WITH PESTICIDE, BECAME ENTANGLED AROUND THE RIGHT SKID. THE PILOT DID NOT NOTICE THE ENTANGLEMENT, AND ATTEMPTED TO TAK EOFF. THE HELICOPTER ROLLED RIGHT, AND STRUCK THE GROUND. THE MAIN ROTOR, TAILBEAM, AND TRANSMISSION SUSTAINED SUBSTANTIAL DAMAGE. 20010529018559I (-23) RIGHT MAIN LANDING GEAR COLLAPSED WHILE AIRCRAFT WAS MAKING U-TURN ON THE RUNWAY FOLLOWING ABORTED TAKEOFF. THE PILOT STATED THAT HE ABORTED THE TAKEOFF BECAUSE HE THOUGH HE HAD A FLAT TIRE ON THE RIGHT MAIN LANDING GEAR. AS THE AIRCRAFT SLOWED TO TAXI SPEED, THE SYMPTOM CEASED. THE PILOT WAS INTENDING TO TAXI TO THE RAMP TO INVESTIGATE WHEN THE GEAR COLLAPSED. THE AIRCRAFT SUSTAINED DAMAGE TO THE LANDING GEAR, RIGHT PROP, RIGHT WING TIP AND RIGHT HORIZONTAL STABILIZER TIP. THE AIRCRAFT HAD JUST COMPLETED AN ANNUAL INSPECTION EARLIER THAT DAY. MAINTENANCE RECORDS DID NOT INDICATE THAT ANY RECENT MAINTENANCE WAS PERFORMED ON THE RIGHT MAIN GEAR. 20010529024449I (-23) THE OWNER AND NON-RATED PILOT WAS MAKING A RIGHT TURN TO FINAL APPROACH AT CARSON CITY, NV AIRPORT AND IN THAT RIGHT TURN HE USED FULL RIGHT PEDAL AND ABOUT 35 TO 40 DEGREES OF BANK. THE HELICOPTER WAS OUT OF TRIM WITH AN AIRSPEED FROM 0 TO 10 KNOTS. AT THIS TIME THE HELICOPTER YAWED AND ROLLED RIGHT WITH A TWO TURN (AIRPLANE) SPIN-LIKE MANEUVER. THE FLIGHT INSTRUCTOR RECOVERED AND LANDED THE AIRCRAFT, WITH MINOR DAMAGE. A SAFETY RECOMMENDATION WILL BE MADE. 20010529033459I (-23) WHILE ON RE-POSITIONING FLIGHT, HOPPER EMPTY, THIS AGRICULTURE AIRPLANE MADE EMERGENCY LANDING DUE TO LOSS OF ENGINE POWER. PILOT LANDED AIRPLANE ON DESERT FLOOR, BUT DURING ROLL-OUT WAS UNABLE TO AVOID HITTING BARBED-WIRE FENCE AND SAND MOUNT THAT CAUSED HIM TO UPSET THE AIRPLANE. AIRCRAFT RECEIVED MINOR DAMAGES AND PIC WAS UNHURT. POST INCIDENT INVESTIGATION SHOWED THE THROTTLE CONTROL ROD-END ATTACHING HARDWARE (BOLT, NUT, COTTER PIN) TO BE WORN BEYOND SERVICEABLE LIMITS AND TO BE SEPARATED FROM THE ENGINE THROTTLE CONTROL ARM CAUSING THE ENGINE TO GO TO IDLE POWER. 20010530009729I (-23)AFTER DEPARTING BAGOR, MAINE, PILOT STATED HE RETRACTED GEAR AND THE NOSE GEAR RED LIGHT DID NOT EXTINGUISH. HE LOWERED GEAR AND FLEW TO PORTLAND. UPON LANDING, AIRCRAFT VEERED LEFT TO THE EDGE OF RUNWAY. UPON INSPECTION OF NOSE GEAR, FOUND TIRE MARKS ON RIGHT SIDE OF WHEEL WELL, LEFT GEAR DOOR ROD WORN AND NOSE TIRE FLAT. 20010530009759I (-23)VFR FLIGHT FROM PTB TO MOR. DURING DESCENT FROM 10,500 THE PILOT ADVANCED THE THROTTLE AT 2,500 AND THE ENGINE BEGAN TO RUN ROUGH. WHEN HE APPLIED CARB. THE ENGINE QUIT. EXECUTED AN OFF AIRPORT LANDING. 20010530010429A (-23)SEE NARRATIVE MIA01LA149 (.19)ON MAY 30, 2001, ABOUT 1954 EASTERN DAYLIGHT TIME, A CHAMPION 7ECA, N1669G, REGISTERED TO OMNI AVIATION INC., AND OPERATED AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED INTO TREES DURING TAKEOFF/INITIAL CLIMB AT AIR HARBOR AIRPORT, GREENSBORO, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE COMMERCIAL-RATED PILOT AND ONE PASSENGER WERE NOT INJURED, AND THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT IT WAS A NORMAL TAKEOFF WITH THE AIRCRAFT OPERATING NORMALLY, AND ALL OF A SUDDEN SOMETHING PUSHED HIM OVER TO THE LEFT INTO THE TREES THAT RISE UP QUICKLY AT THE END OF THE RUNWAY. THE PILOT REITERATED THAT THERE WAS NO MECHANICAL FAILURE OR MALFUNCTION TO THE AIRCRAFT'S ENGINE, OR TO ANY OF THE AIRCRAFT SYSTEMS, AND THAT HE COULD NOT EXPLAIN WHAT PUSHED HIM INTO THE TREES. HE SAID THAT HIS PARTNER HAD ALSO FLOWN THE AIRPLANE THE NIGHT BEFORE, AND HAD PERFORMED AEROBATICS, AND THE AIRCRAFT FUNCTIONED NORMALLY. (.4) ON MAY 30, 2001, ABOUT 1954 EASTERN DAYLIGHT TIME, A CHAMPION 7ECA, N1669G, REGISTERED TO OMNI AVIATION INC., AND OPERATED AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED INTO TREES DURING TAKEOFF/INITIAL CLIMB AT AIR HARBOR AIRPORT, GREENSBORO, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRLINE TRANSPORT-RATED PILOT AND ONE PILOT-RATED PASSENGER WERE NOT INJURED, AND THE AIRCRAFT INCURRED SUBSTANTIAL DAMAGE. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT STATED THAT IT HAD BEEN A NORMAL TAKEOFF, WITH ALL ENGINE AND FLIGHT INDICATIONS BEING NORMAL. THE PILOT FURTHER STATED THAT HE HAD ROTATED ABOUT 800 FEET DOWN THE RUNWAY, AND HAD CLIMBED TO ABOUT 100 FEET, WHEN THE AIRCRAFT SUDDENLY MADE AN UNCOMMANDED LEFT TURN. HE SAID HE TRIED TO RECOVER, BUT THERE WAS NO RESPONSE TO CONTROL INPUTS, AND THE AIRCRAFT IMPACTED THE TOPS OF PINE TREES, COMING TO REST AT A HEIGHT OF ABOUT 30 FEET INTO THE TREES. THE PILOT STATED THAT HE SUPPOSED THAT INADVERTENT RUDDER INPUT OR P-FACTOR CAUSED THE LEFT TURN, DUE TO SLOW AIRSPEED, PRIOR TO STALL. THE PILOT REITERATED THAT THERE HAD NOT BEEN ANY MECHANICAL FAILURE OR MALFUNCTION TO THE AIRCRAFT'S ENGINE, OR TO ANY OF THE AIRCRAFT SYSTEMS PRIOR TO THE ACCIDENT. 20010530010669I (-23)ON MAY 30, 2001, AT 1518 EDT, A CESSNA 337, N9KY, REGISTERED TO KENTUCKY NORTHERN FOODS INC., OPERATED BY THE PILOT LANDED "GEAR UP" UPON ARRIVAL AT THE LEXINGTON AIRPORT, LEXINGTON, KENTUCKY. THE AIRCRAFT WAS FLOWN ON A VFR FLIGHT PLAN TO THE LEXINGTON AIRPORT TO HAVE AVONICS MAINTENANCE PERFORMED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE AIRCRAFT SUSTAINED MINOR DAMAGE TO BOTH PROPS AND THE BELLY OF THE AIRCRAFT, THE PRIVATE PILOT SOLE OCCUPANT OF THE AIRCRAFT WAS NOT INJURED. THE FLIGHT ORIGINATED AT LONDON, KENTUCKY ON 30 MAY, 2001 AT 1415 EASTERN STANDARD TIME. 20010530010899A (-23)ON MAY 30, 2001, AT APPROXIMATELY 0730 HOURS, A CESSNA 182K, N201EX, OWNED AND OPERATED BY JERRY W. CRABTREE OUT OF VICTORIA, TX, CRAHSED JUST AFTER TAKE OFF FROM HIS PRIVATE STRIP. MR. CRABTREE REPORTED HIS SEAT BACK JUST AFTER TAKEOFF. VFR FLIGHT CONDITIONS PREVAILED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. MR. CRABTREE WAS NOT INJURED. (.4)ON MAY 30, 2001, AT 0720 CENTRAL DAYLIGHT TIME, A CESSNA 182K AIRPLANE, N201EX, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TREES DURING TAKEOFF FROM A PRIVATE GRASS AIRSTRIP NEAR VICTORIA, TEXAS. THE AIRCRAFT WAS REGISTERED TO AND OPERATED BY THE PILOT. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. THE PILOT REPORTED TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THAT HIS SEAT "SLID BACK" ABOUT THE TIME THE AIRPLANE ROTATED. SUBSEQUENTLY, THE AIRPLANE VEERED OFF THE AIRSTRIP AND STRUCK THE TREES NEAR THE DEPARTURE END. THE FIREWALL SUSTAINED SUBSTANTIAL DAMAGE. THE RIGHT HORIZONTAL STABILIZER S LEADING EDGE WAS TORN AND CRUSHED AFT TO ITS SPAR. BOTH THE LEFT WING SKIN AND FUSELAGE SKIN WERE WRINKLED. THE FAA INSPECTOR REPORTED THAT THE SEAT TRACK PIN HOLES WERE WITHIN THE MANUFACTURER'S LIMITS. THE PILOT STATED THAT THE INSTALLATION OF A SAFETY LOCK ON THE SEAT TRACK COULD HAVE PREVENTED THE ACCIDENT. 20010530011669A (-23)PIC DEPARTED A GRASS STRIP OF BILL MIXON'S AT ABOUT 345PM, THE WIND WAS AT A RIGHT QUARTERING HEAD WIND OF SOME 10 TO 12 MPH. HE LIFTED OFF AND BEGAN TO CLIMB. AT A HEIGHT OF APPROXIMATELY 60 FEET A STRONG WIND GUST AT HIS 90 DEGREE GOT UNDER THE RIGHT WING AND FORCED THE PLANCE HARD LEFT AND NOSE DOWN UNTIL HE HIT THE GROUND. 20010530011819A (-23)THE BELIEF OF THE PILOT AND HIS INSTRUCTOR (NON-PRESENT) IS THAT THE PILOT FLATTENED THE DISK TOO MUCH DURING ACCELERATION THEN OVERLY APPLIED BACK STICK CAUSING AN EXCESSIVE ANGLE TO THE RETREATING BLADE CAUSING IT TO STALL AND CONTACT THE GROUND. 20010530013489I (-23) ON AN IFR DUAL INSTRUCTION INSTRUMENT FLIGHT FROM EUGENE, OR (EUG) TO HILLSBORO, OR (HIO). PIC ESUK INDICATED CONTROL PROBLEMS. EXPERIENCED A STUCK TRIM. LOCKED UP. TRIM WHEEL WOULD NOT TURN. PILOT DECLARED AN EMERGENCY. DID AN EMERGENCY LANDING IN A FIELD 2 MILES EAST OF MONROE, OR. 20010530016299I (-23) PILOT WAS ON SUPERVISED SOLO, CALM WIND, CONDUCTING TOUCH AND GO LANDINGS. PILOT LEVELED HIGH OVER RUNWAY, PITCHED OVER AND ENCOUNTERED GROUND STRIKE OF PROPELLER AND TAIL TIE-DOWN RING - THEN CAME TO FULL STOP ON RUNWAY. NO INJURIES AND MINOR DAMAGE TO AIRCRAFT, LIMITED TO PROP AND TAIL-TIEDOWN ONLY. PILOT SENT NO-SOLO LETTER ON 6-1-2001 AND PILOT HAS SINCE RECEIVED 4.4 HOURS OF ADDITIONAL INSTRUCTION FROM THE SCHOOL CHIEF INSTRUCTOR/PILOT EXAMINER. 20010530023269A (-23) JOSE RENE ANTUNEZ IS EMPLOYED BY LONDE AIR SERVICE AS AN AERIAL APPLICATOR PILOT. ON 05/30/2001 AT 1620 HRS, MR. ANTUNEZ CONDUCTED AN FAR 91 FLIGHT TO FAMILIARIZE HIMSELF WITH A CESSNA A188B, REGISTRATION NUMBER N4893R. THIS AIRCRAFT IS A SINGLE PLACE AGRICULTURAL AIRCRAFT OWNED BY LONDE AIR SERVICE, INC. OF HUMBOLT, TN. MR. ANTUNEZ HAD NEVER FLOWN THIS MODEL OF AIRCRAFT BEFORE. MR. ANTUNEZ DEPARTED RUNWAY 04 AT HUMBOLT AND STAYED IN THE TRAFFIC PATTERN FOR LANDING. ON LANDING ROLLOUT MR. ANTUNEZ LOST DIRECTIONAL CONTROL OF THE AIRCRAFT AND THE AIRCRAFT EXITED THE RUNWAY CAUSING DAMAGE TO THE TAILWHEEL AND TAIL SECTION OF THE AIRCRAFT. THERE WERE NO INJURIES. INSPECTOR CHARLES O. PETERS OF THE MEMPHIS FSDO CONDUCTED AN ON SCENE INVESTIGATION OF 05/30/01. HE DETERMINED THAT DAMAGE TO THE AIRCRAFT WAS MINOR. 20010530030169I (-23) PASSENGER LOST HAT THROUGH OPEN WINDOW IN COCKPIT. HE EXITED AIRCRAFT TO RETRIEVE HAT. ALTHOUGH ENGINES HAD BEEN SHUT DOWN, PROPELLERS WERE STILL WINDMILLING. PASSENGER WALKED INTO WINDMILLING PROPELLER. SUBSEQUENTLY, HE REQUIRED SEVERAL STITCHES TO HEAD AND FACIAL AREA. 20010531009989A (.19)ON MAY 31, 2001, AT 1136 HOURS PACIFIC DAYLIGHT TIME, A BELL 47G-4A, N110DT, CRASHED UNDER UNKNOWN CIRCUMSTANCES NEAR BAKERSFIELD, CALIFORNIA. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. THE HELICOPTER WAS BEING OPERATED BY INLAND CROP DUSTERS, INC., AS AN AERIAL APPLICATION FLIGHT UNDER 14 CFR PART 137 WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED IN THE BAKERSFIELD AREA EARLIER THAT MORNING. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT WAS REPORTED BY KERN COUNTY SHERIFF'S DEPUTIES TO HAVE BEEN PERFORMING AN AERIAL APPLICATION FLIGHT WHEN THE HELICOPTER CRASHED. WINDS WERE REPORTED AS VARIABLE AT 3 KNOTS. FEDERAL AVIATION ADMINISTRATION INSPECTORS FROM THE FRESNO FLIGHT STANDARD DISTRICT OFFICE REPORTED THAT THEY WOULD NOT BE RESPONDING TO THE SCENE. (-23)PILOT WAS CONDUCTING AERIAL APPLICATION WITH COMITE ON A CORN FIELD. DURING A PASS UNDER THE POWER LINES THE PILOT REPORTEDLY SETTLED AND HIT THE GROUND WITH A SKID RESULTING IN THE ACCIDENT. THE POWER LINES WERE ESTIMATED TO BE ABOUT 40 FEET ABOVE THE GROUND WHEN HE WENT UNDER THEM. DAY VFR CONDITIONS PREVAILED AND WEATHER FOR THE BFL AIRPORT INDICATED VARIABLE AT 3 KNOTS. NO FLIGHT PLAN WAS FILED AND NO INJURIES WERE INCURRED BY THE PILOT OF ANY OTHER PERSON. INSPECTION OF THE AIRCRAFT PERFORMED BY INSPECTOR GENE SWEET OF FAT FSDO AND THERE WAS NO EVIDENCE OF MECHANICAL FAILURE. THE ROTOR BLADE GRIPS WERE INTACT. (.4) ON MAY 31, 2001, AT 1136 HOURS PACIFIC DAYLIGHT TIME, A BELL 47G-4A, N110DT, COLLIDED WITH THE GROUND DURING AN AERIAL APPLICATION TURN TO REVERSE DIRECTION NEAR BUTTONWILLOW, CALIFORNIA. THE HELICOPTER SUSTAINED SUBSTANTIAL DAMAGE; HOWEVER, THE CERTIFICATED COMMERCIAL PILOT WAS NOT INJURED. THE HELICOPTER WAS BEING OPERATED BY INLAND CROP DUSTERS, INC., AS AN AERIAL APPLICATION FLIGHT UNDER 14 CFR PART 137 WHEN THE ACCIDENT OCCURRED. THE FLIGHT HAD ORIGINATED IN THE BAKERSFIELD AREA EARLIER THAT MORNING. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT WAS REPORTED BY KERN COUNTY SHERIFF'S DEPUTIES TO HAVE BEEN PERFORMING AN AERIAL APPLICATION FLIGHT WHEN THE HELICOPTER CRASHED. ACCORDING TO THE PILOT, HE WAS MAKING A SERIES OF STEEP 180-DEGREE TURNS BETWEEN AERIAL APPLICATION PASSES. HE REPORTED THAT ON THE LAST TURN THE HELICOPTER BEGAN TO "SETTLE WITH POWER" AND THERE WAS NOT ENOUGH TIME TO RECOVER. BY HIS ACCOUNT, WIND DIRECTION WAS A CONTRIBUTING FACTOR. WIND SPEEDS RECORDED AT BAKERSFIELD WEATHER STATION WERE VARIABLE AT 3 KNOTS. 20010531009999A (.19)ON MAY 31, 2001, ABOUT 1644 PACIFIC DAYLIGHT TIME, A LUSCOMBE 8F, N1389B, SUSTAINED SUBSTANTIAL DAMAGE DURING AN OFF AIRPORT FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER APPROXIMATELY 2 1/2 MILES SOUTH OF MCNARY FIELD, SALEM, OREGON. THE AIRPLANE IS OWNED BY THE SECOND PILOT, AND WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) INSTRUCTIONAL FLIGHT UNDER TITLE 14, CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE FIRST PILOT, A COMMERCIAL PILOT/CERTIFIED FLIGHT INSTRUCTOR, AND THE SECOND PILOT, A PRIVATE PILOT RECEIVING INSTRUCTION, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL FLIGHT. THE FLIGHT ORIGINATED FROM A GRASS STRIP NEAR SALEM, OREGON, APPROXIMATELY 10 MINUTES PRIOR TO THE ACCIDENT. DURING A TELEPHONE CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD ON JUNE 4, THE FIRST PILOT STATED THEY WERE TRANSITIONING FROM A PRIVATELY OWNED GRASS STRIP TO MCNARY FIELD, AT AN ALTITUDE OF APPROXIMATELY 1,500 FEET MEAN SEA LEVEL (MSL) WHEN THE AIRPLANE'S ENGINE SUDDENLY LOST POWER. THE FIRST PILOT INITIATED A FORCED LANDING TO AN OPEN FIELD. SHORTLY AFTER TOUCHDOWN, THE AIRPLANE'S MAIN GEAR COLLAPSED. (-23)FUEL STARVATION STRONGLY SUSPECTED AT THIS TIME. CARBURATOR SENT OUT FOR BENCH AND FLOW CHECK AT THE DIRECTION OF NTSB. WILL AMEND THIS DOCUMENT AFTER THE RESULTS OF THE BENCH CHECK DETERMINED. (-23 AMENDMENT) CARBURETOR BENCHED CHECK SATISFACTORY. IGNITION SYSTEM CHECKED GOOD. POSITIVE FUEL FLOW FROM BOTH WING TANKS ESTABLISHED. TEMPERATURE AND RELATIVE HUMIDITY AND PHASE OF FLIGHT FAVORABLE FOR ICING AT GLIDE AND CRUISE POWER. PILOT IN COMMAND DID NOT USE CARBURETOR HEAT FOR APPROACH. 20010531010099A (.19)ON MAY 31, 2001, AT 2034 MOUNTAIN DAYLIGHT TIME, A PIPER PA-28R-180, N3708T, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED DURING A FORCED LANDING 2 MILES SOUTH OF THE ALBUQUERQUE INTERNATIONAL SUNPORT, ALBUQUERQUE, NEW MEXICO. THE PRIVATE PILOT, THE SOLE OCCUPANT ABOARD, RECEIVED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED APPROXIMATELY 2030. AFTER THE AIRPLANE TOOK OFF FROM RUNWAY 21 AND CLIMBED TO AN ALTITUDE OF 150 TO 200 FEET, THE ENGINE "LURCHED" AND "BEGAN SPUTTERING." THE PILOT REPORTED HIS SITUATION TO THE CONTROL TOWER, AND HE WAS CLEARED TO LAND ON ANY RUNWAY. IN THE PROCESS OF TURNING AROUND, THE RIGHT WING WAS TORN OFF AFTER STRIKING A POWERLINE AND THE AIRPLANE IMPACTED A MESA. FAA INSPECTORS REPORTED THE NUMBER 1 CYLINDER HEAD HAD BLOWN OFF AT THE BARREL. (-23)ON 5-31-01, N3708T, A PIPER ARROW PILOT BY ^PRIVACY DATA ^ DEPARTED RUNWAY 21 AT ABQ SUNPORT. AT 150 FEET AGL THE PILOT FELT THE AIRCRAFT LURCH AND BEGAN TO RUN ROUGH. HE ASKED ATC TO RETURN TO ABQ WITHOUT DELAY AND WA S GIVEN THE OKAY TO RETURN USING ANY RUNWAY. DURING THE LEFT TURN TO RETURN TO ABQ HIS ENGINE QUIT, SO HE BEGAN A RIGHT TURN TO LAND ON A LOCAL ROAD WHEN HE STRUCK A POWER LINE. THE AIRCRAFT THEN STRUCK A CLIFF SEVERING THE RIGHT WING AT THE WING ROOT AND CAME TO REST 150 FEET FROM THE CLIFFS EDGE. THE NUMBER ONE CYLINDER HEAD SEPERATED FROM THE CYLINDER SLEEVE. 20010531010649I (-23)AFTER COMPLETING RUN-UP, PILOT ADVANCED THROTTLE TO TURN. AIRCRAFT MOVED FORWARD AND PROPELLER HIT TAXI LIGHT. PILOT WILL RECEIVE COUNSELING AND A COMPLETE COMPETENCY CHECK UNDER FAA ORDER 4040-9D. 20010531011189A (-23)THE PILOT WAS ON A CROSS COUNTY FLIGHT CONDUCTED AS PART OF HIS TRAINING A COMMERICAL PILOT RATING. DUE TO WEATHER CONDITIONS, HE DIVERTED TO THE NORTH OF HIS PLANNED ROUTE. AFTER MISSING SEVERAL CHECKPOINTS (HIGHWAYS) HE DECIDED TO CONTINUE THE FLIGHT, THINKING THAT HE WOULD COME UPON BEOMGJAM, WA. DUE TO THUNDERSTORMS DEVELOPING IN THE MOUNTAIN PASSES, HE CONTINUED DIVERTING TO THE NORTH. SINCE HE WAS BELOW THE MOUNTAIN TOPS, HE WAS UNABLE TO RECEIVE RADIO NAVIGATION SIGNALS OR VOICE COMMUNICATIONS WITH ARC. AT 1100 PM THE AICRAFT'S ENGINE QUIT DUE TO FUEL STARVATION. THE PILOT FLEW THE AIRCRAFT TOWARDS THE ONLY LIGHTS HE SAW, WHICH TURNED OUT TO BE CAMPFIRES AT A CAMPGROUND. 20010531012099I (-23)ON FINAL INTO BILLY G. RAY FIELD, THE PILOT PUT THE LANDING GEAR IN THE DOWN POSITION. THE PILOT STATED THAT THE LANDING GEAR DOWN AND LOCKED ILLUMINATED FOR A SAFE GEAR DOWN SO HE CONTINUED ON WITH THE LANDING. WHILE ATTEMPTING TO LAND ON RUNWAY 30, THE NOSE LANDING GEAR COLLAPSED AT APPROXIMATELY 300 FEET PAST THE THRESHOLD OF THE RUNWAY CAUSING THE PROPELLER TO STRIKE THE GROUND. THE AIRCRAFT STAYED ON THE RUNWAY FOR APPROXIMATELY 400 FEET BEFORE VEERING OFF TO THE RIGHT SIDE OF THE RUNWAY. AFTER THE AIRCRAFT WENT OFF OF THE RUNWAY, THE RIGHT MAIN LANDING GEAR COLLAPSED CAUSING THE RIGHT WING TO COME IN CONTACT WITH THE TERRAIN STOPPING THE AIRCRAFT APPROXIMATELY 80 FEET FROM THE RIGHT SIDE OF THE RUNWAY. DAMAGE TO THE AIRCRAFT CONSISTS OF BOTH NOSE LANDING GEAR DOORS BROKEN IN HALF, MINOR SHEET METAL DAMAGE TO THE LOWER PORTION OF THE FORWARD FUSELAGE, THE PROPELLER IS BENT FROM STRIKING THE GROUND, THE RIGHT OUTBOARD FLAP HAS DAMAGE TO TRAILING EDGE, AND THE RIGHT EING TIP IS SCUFFED WITH NO PHYSICAL DAMAGE TO THE WING. THE TOTAL DAMAGE TO THE AIRCRAFT IS MINOR IN NATURE AND THE PILOT, THE SOLE OCCUPANT WAS UNINJURED. THE LG SYSTEM WILL BE FURTHER INSPECTED AROUND 6/8/01, AND RESULTS FORWARDED. 20010531013689I (-23) ON THURSDAY, MAY 31, 2001, A MECHANIC AT PIEDMONT HAWTHORNE, ROC, CALLED AND STATED THE RESPONDED TO A CALL FROM MAINTENANCE CONTROL OF AIR GEORGIAN AIRWAYS, A CANADIAN SCHEDULED AIR CARRIER BASED IN TORONTO, CANADA. HE STATED THE CREW HEARD A GRINDING NOISE ON ROLL OUT AND TAXI ABOVE THE ENGINE AND PROP. THE SOUND WAS COMING FROM THE LEFT WHEEL AREA. UPON INVESTIGATION, THE MECHANIC FOUND GREASE AND/OR HYDRAULIC FLUID SPLATTERING FROM THE AXLE AREA ON BOTH WHEELS. MOST OF THE CONTAMINATION WAS CENTERED ON THE INBOARD WHEEL. WHEN THE MECHANIC WAS ASKED TO REMOVE THE DUST COVER FROM THE WHEELS HE STATED HE NEEDED TO SEE A DISCREPANCY WRITTEN IN THE AIRCRAFT LOGBOOK AND HE ALSO WANTED TO JACK AND REMOVE THE WHEELS FOR FURTHER INSPECTION. MAINTENANCE CONTROL DECLINED TO INSTRUCT THE CREW TO WRITE THE DISCREPANCY UP AND TOLD HIM HIS SERVICES WERE NO LONGER NEEDED. THE MECHANIC WITNESSED 8 OR 9 PASSENGERS BOARDING THE AIRCRAFT AND THE SUBSEQUENTLY TAKE OFF FOR TORONTO. INSPECTOR DINWOODIE, THE PERSON IN CHARGE OF PART 129 OPERATORS IN THIS OFFICE, WAS CONTACTED. THE AIRCRAFT IS REGISTERED IN CANADA AS CGVGA. THE CREW'S NAME WAS UNKNOWN. MAINTENANCE CONTROLLER WAS RICK A T ^PRIVACY DATA^. AIR GEORGIAN IS A PART 129 OPERATOR. KAREN HOLLIHAN, PMI AT THE MINISTRY OF TRANSPORT CANADA, ^PRIVACY DATA^, WAS CONTACTED AND EXPLAINED THE SITUATION. A DISCUSSION FOLLOWED AND ENDED WITH THIS INSPECTOR TURNING THE MATTER OVER TO HER AS THE PROPER CANADIAN AUTHORITY WITH JURISDICTION OVER THIS OPERATOR. THIS INCIDENT IS CONSIDERED CLOSED. 20010531013759I (-23) STUDENT PILOT PRACTICING LANDING ON RUNWAY 24 AT THE NORTHEAST PHILADELPHIA AIRPORT, PA. THE AIRCRAFT APPEARED TO PORPOISE AND STRIKE THE RUNWAY SURFACE HARD, THE NOSE GEAR COLLAPSED AND THE AIRCRAFT VEERED OFF THE RUNWAY TO THE LEFT. THE STUDENT PILOT WAS NOT INJURED AND THE AIRCRAFT RECEIVED ONLY MINOR DAMAGE. 20010531013769I (-23)PILOT FAILED TO MAINTAIN CONTROL OF THE AIRCRAFT ON LANDING. 20010531014509A (-23) AIRCRAFT PROPELLER BEGAN TO VIBRATE VIOLENTLY. THE ENGINE WAS CUT AND PILOT ATTEMPTED AN EMERGENCY LANDING AT THE NEAREST AIRPORT. APROXIMATELY 100 YARDS FROM RUNWAY THE AIRCRAFT WAS UNABLE TO MAINTAIN ALTITUDE RESULTING IN THE COLLISION WITH THE GROUND. THE AIRCRAFT SUSTAINED MAJOR DAMAGE. POST ACCIDENT INVESTIGATION REVEALED A BROKEN COUNTERWEIGHT PROPELLER PIN WHICH MAY HAVE CONTRIBUTED TO THE SEVERE VIBRATION. FURTHER EXAMINATION OF PIN ALSO REVEALED EVIDENCE OF POSSIBLE CORROSION, WEAR AND LOOSENESS. 20010531015299I (-23) ON MAY 31, 2001 A B-737-301, N585US OPERATED BY US AIRWAYS AIRLINES, ON DEPARTURE FROM TAMPA INTERNATIONAL AIRPORT, FLORIDA, (TPA) REPORT "A" HYDRAULIC SYSTEM FAILURE AND RETURNED TO TPA AND LANDED WITHOUT INCIDENT. SUBSEQUENT INVESTIGATION REVEALED A THREE FOOT SECTION OF THE RIGHT UPPER WING ACCESS PANEL 8405R MISSING, 89 SCREWS WERE NOT INSTALLED IN THE PANEL. WHEN THE PANEL SEPARATED FROM THE AIRCRAFT WING "A" SYSTEM HYDRAULIC LINES CLAMPED TO THE PANEL WERE SEVERELY DAMAGED. 20010531024139I (-23) DURING TOUCH AND GO AIRCRAFT VEERED TO RIGHT AND RIGHT MAIN GEAR COLLAPSED. 20010531027869A (-23) TELEPHONE CONVERSATION REVEALED THE FOLLOWING: ON MAY 31, 2001, AT ABOUT 08:30 AM LOCAL, THE PILOT TOOK OFF FROM THE SOUTHEASTERN AIRPORT WITH AN ATTEMPT TO COMPLETE HIS EIGHTH LOAD OF AERIAL APPLICATION. DURING TAKEOFF, AT ABOUT AN ALTITUDE OF 100 FT., THE PILOT HEARD A LOUD POPPING NOISE AFTER WHICH THE ENGINE BEGAN TO OPERATE ERRATICAL. WHILE TURNING BACK TO THE AIRPORT THE PILOT OBSERVED DEBRIS EXITING FROM THE ENGINE'S EXHAUST STACKS AS THE ENGINE QUIT. THE AIRCRAFT CRASHED ABOUT HALF A MILE NORTH OF SOUTHEASTERN AIRPORT. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT RECEIVED MINOR INJURIES. ON JUNE 4, 2001, AN ENGINE TEARDOWN INSPECTION WAS PERFORMED AT THE SOUTHEASTERN AERIAL CROP SERVICE FACILITY. THE INSPECTION WAS PERFORMED BY ^PRIVACY DATA OMITTED^, A PRATT & WHITNEY FIELD SUPPORT REPRESENTATIVE. ENGINE TEAR DOWN REPORT ATTACHED. 20010531038569A (-23) AIRMAN LANDED AIRCRAFT AT ALEXANDER CREEK WHICH IS A HEAVILY USED AREA BY FLOAT AIRCRAFT. HE WAS ON A TRAINING FLIGHT FOR RECENTLY PURCASED AIRCRAFT. HE GOT TOO FAR RIGHT OF THE CHANNEL AND THE RIGHT FLOAT HIT A SANDBAR UNDER WATER (UNFORESEEABLE), SWINGING THE AIRCRAFT TO THE RIGHT. HE WAS UNABLE TO STOP BEFORE HITTING THE BANK AND TREES. 20010531039369A (-23) THE PILOT STATED IN A WRITTEN STATEMENT THAT HE DEPARTED S. JERSEY REGIONAL AIRPORT, NJ (7MY) AT APPROXIMATELY 0935 ON A VFR/VMC FLIGHT TO NEW GARDEN AIRPORT, PA (N57) FOR CHANGE OF BASE OF OPERATIONS. AFTER APPROXIMATELY 10 MINS. INTO THE FLIGHT THE PROPELLER SPLIT DOWN THE LONGITUDINAL AXIS OF ONE BLADE. EXTREME VIBRATION HAD OCCURRED AND PILOT SHUT DOWN ENGINE AND MADE AN EMERGENCY LANDING IN A LARGE FIELD WHERE THE AIRCRAFT CAME TO REST INVERTED, APPROXIMATELY 5 MILES FROM 7MY. UPON VISUAL EXAMINATION, THE AIRCRAFT SUSTAINED DAMAGE TO THE ENGINE AND ENGINE MOUNTS. THE ENGINE NOSE COWL AND AFT COWL WERE DAMAGED SEVERELY. THE LANDING GEAR STRUTS WERE CRACKED AND SEPARATED FROM THE FUSELAGE. THE VERTICAL STABILIZER WAS HEAVILY DAMAGED. THE LEFT LOWER WING WOODEN SPAR WAS CRACKED AT THE WING ROOT AND SEVERED APPROX. 4 FEET OUTBOARD OF THE WING ROOT. THERE WAS DAMAGE TO WING FABRIC COVERS. PILOT STATED DURING INTERVIEW FLIGHT CONTROLS WERE NORMAL. 20010531040029A (-23) ON 05/31/2001 CESSNA 172, N8054X WAS DESTROYED AFTER A HARD LANDING AT ANDERSON LAKE AIRSTRIP. THE PILOT REPORTED THAT SHE MADE THE FIRST APPROACH TO LANDING AND REALIZED THAT SHE WAS HOT AND HIGH; A GO AROUND WAS INITIATED. A SECOND APPROACH WAS ATTEMPTED, THIS TIME SHE WAS TOO LOW AND STRUCK THE DIRT RAMP LEADING TO THE RUNWAY. AT THIS TIME THE NOSE GEAR WAS TORN OFF AND THE AIRCRAFT SLID APPROXIMATELY 200 FEET RESULTING IN A FIRE. AN ATTEMPT TO CONTAIN THE FIRE WAS MADE TO NO AVAIL. THE AIRCRAFT WAS DESTROYED. NOTE: WX NOT A FACTOR. 20010601010479A (-23)DURING A LANDING WITH A STRONG CROSS WIND, THE PILOT LOST CONTROL OF THE AIRCRAFT AND DAMAGED THE PROPELLER AND RIGHT WING TIP WHEN IT WENT OFF THE RUNWAY AND HIT A LANDING LIGHT. 20010601010999A (-23)ON A PERSONAL FLIGHT FROM IKSGIZA LAKE TO FAI, PILOT REPORTED THAT HIS ENGINE LOST POWER. PILTO LANDED SAFELY WITH SUBSTANTAIL DAMAGE TO THE AIRCRAFT IN THE TUNDRA 20.4 MILES WEST OF FAIRBANKS, ALASKA. IT WAS NOTED BY FAA INSPECTORS AT THE SCENE OF THE ACCIDENT THAT NO FUEL WAS DRAINABLE FROM THE SUMPS IF THE LEFT OR RIGHT FUEL TANKS AND ONLY 4 TO 5 ONCES OF FUEL WAS DRAINED FROM THE FUEL STAINER ON THE FIREWALL. DAMAGE TO THE AIRCRAFT INCLUDES BUT IS NOT LIMITED TO A DENT IN LOWER LEFT COWLING, DENT IN UPPER LEFT CORNER OF FIREWALL, DAMAGE TO THE LEFT WING LEADING EDGE AND LOWER OUTER SURFACE SKINS, LEFT HORIZONTAL STABILATOR DENTED AND SUBSTANTIAL DAMAGE TO THE LEFT ELEVATOR. IN A TELEPHONE CONVERSATION BETWEEN THE IIC AND THE PILOT OF THE AIRCRAFT, THE PILOT STATED THAT HE THOUGHT HE HAD 18 GALLONS OF FUEL BUT THE FUEL GAUGES WOULD READ EMPTY FOR UP TO TWO HOURS BEFORE THE AIRCRAFT WOULD BE OUT OF FUEL. DURING A AIRCRAFT MAINTENANCE RECORDS REVIEW, THE IIC NOTED CESSNA 182 WINGS INSTALLED ON AIRCRAFT IN 1985 WITH LONG RANGE GAS TANKS WITH NO INFORMATION ON THE FUEL INDICATING SYSTEM. (.19)ON JUNE 1, 2001, ABOUT 1700 ALASKA DAYLIGHT TIME, A FLOAT-EQUIPPED CES SNA 180 AIRPLANE, N9311T, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING ABOUT 20 MILES WEST OF FAIRBANKS, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) PERSONAL FLIGHT UNDER TITLE 14, CFR PART 91, WHEN THE ACCIDENT OCCURRED. THE CERTIFICATED COMMERCIAL PILOT, AND THE THREE PASSENGERS ABOARD, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED ABOUT 1640, FROM A REMOTE LAKE LOCATED ABOUT 15 MILES NORTH OF NENANA, ALASKA , AND WAS EN ROUTE TO FAIRBANKS. DURING A TELEPHONE CONVERSATION WITH THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) INVESTIGATOR-IN-CHARGE ON JUNE 1, THE PILOT REPORTED THAT WHILE IN LEVEL, CRUISE FLIGHT, THE ENGINE BEGAN TO RUN ROUGH, AND LOSE POWER. HE SAID THAT AFTER PERFORMING EMERGENCY PROCEDURES, HE WAS ABLE TO RESTORE PARTIAL ENGINE POWER MOMENTARILY, FOLLOWED BY A COMPLETE LOSS OF ENGINE POWER. THE AIRPLANE COLLIDED WITH TREES DURING A SUBSEQUENT FORCED LANDING, AND SUSTAINED SUBSTANTIAL DAMAGE TO THE FUSELAGE, WINGS, AND EMPENNAGE. A FEDERAL AVIATION ADMINISTRATION (FAA) AIRWORTHINESS INSPECTOR FROM THE FAIRBANKS FLIGHT STANDARDS DISTRICT OFFICE, TRAVELED TO THE ACCIDENT SCENE ON JUNE 4, AND EXAMINED THE AIRPLANE. THE INSPECTOR REPORTED THE AIRPLANE'S FUEL SYSTEM, INCLUDING BOTH WING FUEL TANKS, WERE INTACT AND WERE NOT BREACHED. HE REPORTED THAT BOTH FUEL TANKS WERE EMPTY, AND ADDED THAT THE TOTAL AMOUNT DRAINED FROM THE AIRPLANE S GASCOLATOR WAS ABOUT 5 OUNCES. EXAMINATION OF THE FUEL FROM THE GASCOLATOR REVEALED IT WAS CLEAN AND BRIGHT, AND DID NOT CONTAIN ANY VISIBLE CONTAMINANTS. 20010601011589I (-23)THE PILOT STATED HE HAD VERY LITTLE EXPERIENCE WITH THE MULTI-ENGINE AIRCRAFT, AND HE HAD NOT FLOWN IT FOR APPROXIMATELY A MONTH. HE STATED IT WAS BUSY IN THE TRAFFIC PATTERN AND HE WAS TRYING TO CONCENTRATE ON THE MULTI-ENGINE PROCEDURES OF FLIGHT. THE COMBINATION OF THE THREE ISSUES OVER LOADED HIM AND HE FORGOT THE GEAR. 20010601011849A (-23)PILOT REPORTED FUEL IN COCKPIT. BEGAN TO DIVERT TO BRIGHAM CITY TO LAND. LATER CALLED AND STATED HE WOULD BE RETURNING TO OGDEN. AIRCRAFT WAS FAST ON LANDING, LOST CONTROL AND CAUGHT FIRE. REPORT WILL BE AMENDED AFTER ADDITIONAL INFORMATION IS RECEIVED. 20010601012159I (-23)PILOT WAS PRACTICING TAKE OFF AND LANDING AT TOPEKA BILLARD AIRPORT, TOPEKA, KS, AND NEGLECTED TO EXTEND THE LANDING GEAR. 20010601012369I (-23)THE FLIGHT INSTRUCTOR AND HIS COMMERICAL PILOT-RATED STUDENT DEPARTED THE KANSAS CITY DOWNTOWN AIRPORT (MKC) AT 1055 CDT TO ACCOMPLISH AN AIRCRAFT CHECKOUT AND BIENNIAL FLIGHT REVIEW. THE MAIN TANK, 40 GALLON CAPACITY, WAS FULL; THE TIP TANKS, 34 GALLONS EACH, HELD NEGLIGIBLE FUEL. AFTER ACCOMPLISHING THE FLIGHT REVIEW, INCLUDING MULTIPLE TAKEOFFS AND LANDINGS AT SEVERAL AIRPORTS, THE AIRCRAFT WAS RETURNING TO MKC WITH FOUR GALLONS OF FUEL INDICATING THE MAIN TANK GAUGE. AT 1315 CDT, 13 MILES SOUTH-SOUTHWEST OF MKC, THE ENGINE BEGAN TO SURGEM AND A BRIEF ATTEMPT WAS MADE TO ESTABLISH FUEL FLOW FROM THE NEGLIGIBLE FUEL REMAINING IN EACH TIP TANK. WHEN THAT WAS UNSECCESSFUL, THE MAIN TANK WAS RE-SELECTED UNTIL THE FUEL WAS EXHAUSTED SEVERAL MOMENTS LATER. THE AIRCRAFT MADE A SUCCESSFUL FORCED LANDING IN A CORN FIELD ADJACENT TO THE OVERLAND PARK, KANSAS, POLICE STATION. 20010601012539I (-23) DURING CRUISE THE PILOT NOTED FUEL PRESSURE DROPPED TO ZERO AND TURNED ON THE ELECTRIC PUMP. HOWEVER THIS CAUSED MORE SMOKE TO BE OBSERVED COMING OUT OF THE ENGINE AND HE TURNED OFF BOOST PUMP. OIL PRESSURE STARTED DROPPING OFF AND NO POWER WAS BEING DEVELOPED. AT APPROXIMATELY 500 FEET ABOVE THE GROUND, THE ENGINE SEIZED. OFF-FIELD LANDING WAS MADW WITHOUT INCIDENT. SUBSEQUENT INSPECTION REVEALED A PLAIN NUT HAD BACKED OFF IN THE SCAVENGE PUMP HOUSING ASSEMBLY AND JAMMED THE OIL PUMP GEARS. PRATT & WHITNEY SB NO. 13321 WARNS OF THIS POSSIBILITY AND RECOMMENDS MODIFICATION BY THE INSTALLATION OF SELF-LOCKING NUTS. THE SERVICE BULLETIN WAS CLASSIFIED AS "CATEGORY 8" AND IS OPTIONAL COMPLIANCE. MAINTENANCE PERSONNEL STATED THAT MOST LOCKING WASHERS WITH THE BENT TAB AROUND THE PLAIN NUTS WERE NOT DONE WITH GOOD QUALITY AND COULD HAVE BEEN INSTALLED BETTER BY MANUFACTURE'S PERSONNEL. 20010601013119I (-23)PILOT STATES: DEPARTED ALTO MORNING OF 06/01/01 FOR OXNARD, CA. FLIGHT NORMAL. ON RETURN FLIGHT FROM OXNARD THAT EVENING, HE BEGAN EXPERIENCING ELECTRICAL SYSTEM FAILURES, BEGINNING WITH INTERIOR LIGHT AND INSTRUMENT LIGHT FAILURES. AT APPROXIMATELY 50NM FROM SCK, HE CONTACTED STOCKTON TOWER TO REPORT SITUATION, AND BEGAN TURNING SYSTEMS OFF TO CONSERVE POWER FOR RADIOS. ON APPROACH TO SCK, HE ATTEMPTED NORMAL EXTENSION OF THE LANDING GEAR, BUT NORMAL MODE WOULD NOT FUNCTION. MANUAL EXTENSION WAS EXECUTED AFTER OPENING LANDING GEAR CIRCUIT BREAKER. HE ASKED TOWER WHETHER THEY COULD SEE POSITION OF LANDING GEAR. IN DARK CONDITIONS, NO DETERMINATION COULD BE MADE. PILOT INDICATED HE HAD "DOWN ARROW" IN VIEW. AS THE CIRCUIT BREAKER WAS "PULLED", HE DID NOT HAVE INDICATOR LIGHT AVAILABLE FOR LANDING GEAR POSITION INDICATION. LANDING WAS EXECUTED. PILOT REPORTED AS WEIGHT ON WHEELS INCREASED, HE SENSED THE RIGHT WING SETTLING CLOSER TO THE GROUND. HE FEATHER THE PROPELLERS, AND WAS ABLE TO MAINTAIN DIRECTIONAL CONTROL OF AIRCRAFT, AS ALL THREE LANDING GEAR COLLAPSED. PILOT EVACUATED THE AIRCRAFT WITH NO INJURIES. SUBSTANTIAL DAMAGE TO UNDERSIDE RESULTED. INVESTIGATION OF ELECTRICAL SYSTEM TO FOLLOW. 20010601013459I (-23) AFTER LANDING RIGHT MAIN LANDING GEAR BROKE ABOVE TORQUE LINK. ACPT RECIEVED DAMAGE TO RIGHT WING AND MINOR DAMAGE TO TAIL AT "TIE DOWN LUG". ACFT WAS RELEASED TO OWNER. 20010601014089A (-23) ON JUNE 1, 2001, APPROX. 1310 MOUNTAIN DAYLIGHT TIME, A CESSNA 172M, C-FDGH REGISTERED TO DAN AIR LIMITED AND BEING OPERATED/FLOWN BY A CANADIAN CERTIFICATED PILOT WAS SUBSTANTILLY DAMAGED WHEN IT NOSE OVER DURING A FORCED LANDING FOLLOWING A TOTAL LOSS OF POWER WHILE ON A DESCENT FOR LANDING NEAR PINGREE, ID. THE PILOT AND PASSENGER WERE UNINJURED. VMC CONDITIONS EXISTED AND A VFR FLIGHT PLAN WAS IN EFFECT. THE FLIGHT DEPARTED GREAT FALLS, MT. AT 1008 ON THE MORNING OF THE ACCIDENT. THE PILOT DEPARTED EDMONTON, ALBERTA WITH FULL FUEL (48 GALS USABLE) STOPPING AT DRUMHELLER, ALBERTA; CUT BANK, MT. AND FINALLY GREAT FALLS, MT. HE REPORTED PURCHASING 12 GALS. OF FUEL AT GREAT FALLS BEFORE DEPARTING TO POCATELLO, ID. APPROX. 20 MILES OUT OF POCATELLO THE ENGINE QUIT. HE EXECUTED A FORCED LANDING IN A POTATO FIELD, IN SOFT UNEVEN TERRAIN AND NOSED OVER. AT THE SITE THERE WAS NO FUEL SPILL, NO FUEL IN TANKS OR LINES WHEN THE WINGS WERE REMOVED. THE FUEL LINE TO CARBURETOR HAD APPROX. 4 1/2 OZ. OF FUEL THAT DRAINED WHEN THE LINE WAS REMOVED. REPORT WILL BE AMENDED UPON RECEIPT OF FURTHER INFORMATION. 20010601014139A (-23) PILOT LOST CONTROL (GROUNDLOOPED) AT SLOW SPEED (ABOUT 20 KNOTS) ON ROLLOUT. 20010601016339I (-23) PILOT WAS CONDUCTING COMPANY AIRCRAFT RE-POSITION FROM KRNH TO KFCM. LOCALIZED MODERATED RAIN SHOWERS IN AREA OF KFCM AT THE TIME OF AIRCRAFT ARRIVAL. PILOT WAS CLEARED TO LAND RUNWAY 27R VISUAL APPROACH. PILOT STATED THAT HE DID NOT RECALL SELECTING GEAR DOWN AND LANDED AIRCRAFT GEAR-UP. NO INJURIES WERE SUSTAINED AND MINOR AIRCRAFT DAMAGE OCCURRED. DAMAGE LIMITED TO PROPS, EXHAUST AUGMENTER TUBES, RH INBOARD FLAP SKIN AND TAIL STRIKE. PILOT SENT 44709 LETTER. 20010601023049I (-23) DURING TOUCH AND GO AIRCRAFT VEERED TO RIGHT AND RIGHT MAIN GEAR COLLAPSED. 20010602010441A (-23)TWO AIRCRAFT, AN AIR TRACTOR-502-B, REG# N257LA AND A CESSNA CE-188-188B, REG #731KG, COLLIDED IN FLIGHT DURING AERIAL APPLICATION ACTIVITY. THE RIGHT WING TIP OF THE CE-188 CONTACTED THE RIGHT HORIZONTAL STABILIZER/ELEVATOR OF THE AT-502. THE CONTACT RESULTED IN THE RIGHT WING TIP FAIRING AND A PORTION OF THE RIGHT AILERON BEING BROKEN OFF THE CE-188, IT ALSO RESULTED IN A PIECE OF THE RIGHT OUTBOARD HORIZONTAL STABILIZER AND RIGHT ELEVATOR BEING BROKEN FROM THE AT-502. THE COLLSION RESULTED IN BOTH AIRCRAFT COLLIDING WITH THE GROUND IN A STEEP NOSE DOWN, NEARLY WINGS LEVEL ATTITUDE. THE CE-188 WAS NEARLY CONSUMED BY POST CRASH FIRE. BOTH PILOTS WERE FATALLY INJURED. THE AT-502 WAS BEING FLOWN/FERRIED FROM ONE APPLICATION SITE TO ANOTHER LOCATION APPRX. 10 NM SOUTH, WHEN THE MID AIR OCCURRED. AFTER THE IMPACT THE AT-502 CONTINUED ON IT'S SOUTH BOUND TRACK FOR APPRX. 947 FEET UNTIL GROUND IMPACT. THE CE-188 CONTINUED IN/OR MADE A TIGHT LEFT TURN/BANK COVERING APPRX. 426 FEET TO THE EAST, IMPACTING THE GROUND ON A NORTH HEADING. THE DISTANCE BETWEEN THE TWO AIRCRAFT IMPACT SITE IS APPRX. 1004 FEET. N731KG WAS WORKING A FIELD ADJACENT TO THE FIELD (EAST OF) THE LOCATIO N OF THE MIDAIR COLLISION. (.19)ON JUNE 2, 2001, AT 0800 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR 502B, N257LA, AND A CESSNA 188, N731KG, COLLIDED IN-FLIGHT TWO MILES NORTH OF ANGUILLA, MISSISSIPPI. THE AGRICULTURAL FLIGHTS WERE OPERATED BY NIX FLYING SERVICE, AND ANGUILLA FLYING SERVICE RESPECTIVELY UNDER THE PROVISIONS OF TITLE 14 CFR PART 137. VISUAL WEATHER CONDITIONS PREVAILED THE TIME OF THE ACCIDENT. BOTH AIRPLANES WERE DESTROYED; THE COMMERCIAL PILOTS RECEIVED FATAL INJURIES. THE AIR TRACTOR 502B DEPARTED A PRIVATE CONCRETE AIR STRIP AT ROLLING FORK, MISSISSIPPI, AT APPROXIMATELY 0735, AND THE CESSNA 188 DEPARTED A PRIVATE TURF AIRSTRIP IN ANGUILLA, MISSISSIPPI, AT 0755. CIRCUMSTANCES OF THE ACCIDENT ARE STILL UNKNOWN. ACCORDING TO THE SON OF THE CESSNA PILOT, HIS FATHER WAS EAST ABOUT 1/8 MILE AWAY FROM THEIR PRIVATE GRASS STRIP CONDUCTING AN AERIAL APPLICATION WHILE FLYING WEST, AND THE OTHER PILOT WAS FLYING SOUTH. THE OPERATOR OF NIX FLYING SERVICE STATED, THE FIRST FIELD HIS PILOT SPRAYED WAS APPROXIMATELY 8 MILES NORTH OF THEIR PRIVATE AIRPORT, AND HIS PILOT WAS ENROUTE TO WORK ON A FIELD 6 MILES SOUTH OF THEIR PRIVATE AI RPORT. (.4) ON JUNE 2, 2001, AT 0800 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR 502B, N257LA, AND A CESSNA 188, N731KG, COLLIDED IN FLIGHT TWO MILES NORTH OF ANGUILLA, MISSISSIPPI. THE AGRICULTURAL FLIGHTS WERE OPERATED BY NICK'S FLYING SERVICE, INC., AND ANGUILLA FLYING SERVICE, INC., RESPECTIVELY, UNDER THE PROVISIONS OF TITLE 14 CFR PART 137. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. BOTH AIRPLANES WERE DESTROYED, AND THE CESSNA WAS CONSUMED BY POST-CRASH FIRE. BOTH COMMERCIAL PILOTS WERE FATALLY INJURED. THE AIR TRACTOR DEPARTED A PRIVATE AIRSTRIP AT ROLLING FORK, MISSISSIPPI, ABOUT 0735, AND THE CESSNA DEPARTED A PRIVATE AIRSTRIP IN ANGUILLA, MISSISSIPPI, ABOUT 0750. ACCORDING TO INFORMATION RECOVERED FROM ANGUILLA FLYING SERVICE, INC., THE CESSNA HAD DEPARTED THE PRIVATE AIRSTRIP ABOUT 10 MINUTES BEFORE THE ACCIDENT, AND WAS SPRAYING A FIELD ADJACENT TO THE EAST SIDE OF THE FIELD OVER WHICH THE COLLISION OCCURRED. THE REVIEW OF INFORMATION FROM THE OPERATOR REVEALED THAT THE CESSNA APPEARED TO HAVE BEEN ON A EASTERLY HEADING FOR THE INITIAL SWATH RUN TO A FIELD ABOUT 500 FEET EAST OF THE IN-FLIGHT COLLISION. ACCORDING TO INFORMATION RECOVERED FROM NICK'S FLYING SERVICE, INC., THE AIR TRACTOR HAD COMPLETED AN AERIAL APPLICATION OPERATION TO A FIELD FOUR MILES NORTH OF THE ACCIDENT SITE, AND WAS ENROUTE TO ANOTHER FIELD MILES SOUTH OF THE ACCIDENT SITE. REPORTEDLY, THE AIR TRACTOR, THE AIR TRACTOR WAS FLYING ENROUTE AT A LOW ALTITUDE BETWEEN THE TWO LOCATIONS, AND THE SOUTH BOUN 20010602010442A (-23)TWO AIRCRAFT, A CESSNA CE-188-A188B, REG# N731KG AND AN AIRTRACTOR AT-502-B, REG# N257LA, COLLIDED IN FLIGHT DURING AERIAL APPLICATION ACTIVITY. THE RIGHT WING TIP OF THE CE-188 CONTACTED THE RIGHT HORIZONTAL STABILIZER/ELEVATOR AT THE AT-502. THE CONTACT RESULTED IN THE RIGHT WING TIP FAIRING AND A PORTION OF THE RIGHT AILERON BEING BROKEN OFF OF THE CE-188, IT ALSO RESULTED IN A PIECE OF THE RIGHT OUTBOARD HORIZONTAL STABILIZER AND RIGHT ELEVATOR BEING BROKEN FROM THE AT-502. THE COLLISION RESULTED IN BOTH AIRCRAFT COLLIDING WITH THE GROUND IN A STEEP NOSE DOWN, NEARLY WINGS ATTITUDE. THE CE-188 WAS NEARLY CONSUMED BY POST CRASH FIRE. BOTH PILOTS WERE FATALLY INJURED. THE AT-502 WAS BEING FLOWN/FERRIED FROM ONE APPLICATION SITE TO ANOTHER LOCATION APPROX. 10NM SOUTH, WHEN THE MID AIR OCCURRED. AFTER THE IMPACT THE AT-502 CONTINUED ON IT'S SOUTH BOUND TRACK FOR APPROX. 947 FEET UNTIL GROUND IMPACT. THE CE-188 CONTINUED IN/OR MADE A TIGHT LEFT TURN/BANK COVERING APPROX. 426 FEET TO THE EAST, IMPACTING THE GROUND ON A NORTH HEADING. THE DISTANCE BETWEEN THE TWO AIRCRAFT IMPACT SITES IS APPROX. 1004 FEET. N731KG WAS WORKING A FIELD ADJACENT TO THE FIELD (EAST OF) THE LO CATION OF THE MIDAIR COLLISION. (.19)ON JUNE 2, 2001, AT 0800 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR 502B, N257LA, AND A CESSNA 188, N731KG, COLLIDED IN-FLIGHT TWO MILES NORTH OF ANGUILLA, MISSISSIPPI. THE AGRICULTURAL FLIGHTS WERE OPERATED BY NIX FLYING SERVICE, AND ANGUILLA FLYING SERVICE RESPECTIVELY UNDER THE PROVISIONS OF TITLE 14 CFR PART 137. VISUAL WEATHER CONDITIONS PREVAILED T THE TIME OF THE ACCIDENT. BOTH AIRPLANES WERE DESTROYED; THE COMMERCIAL PILOTS RECEIVED FATAL INJURIES. THE AIR TRACTOR 502B DEPARTED A PRIVATE CONCRETE AIR STRIP AT ROLLING FORK, MISSISSIPPI, AT APPROXIMATELY 0735, AND THE CESSNA 188 DEPARTED A PRIVATE TURF AIRSTRIP IN ANGUILLA, MISSISSIPPI, AT 0755. CIRCUMSTANCES OF THE ACCIDENT ARE STILL UNKNOWN. ACCORDING TO THE SON OF THE CESSNA PILOT, HIS FATHER WAS EAST ABOUT 1/8 MILE AWAY FROM THEIR PRIVATE GRASS STRIP CONDUCTING AN AERIAL APPLICATION WHILE FLYING WEST, AND THE OTHER PILOT WAS FLYING SOUTH. THE OPERATOR OF NIX FLYING SERVICE STATED, THE FIRST FIELD HIS PILOT SPRAYED WAS APPROXIMATELY 8 MILES NORTH OF THEIR PRIVATE AIRPORT, AND HIS PILOT WAS ENROUTE TO WORK ON A FIELD 6 MILES SOUTH OF THEIR PRIVATE AI RPORT. (.4) ON JUNE 2, 2001, AT 0800 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR 502B, N257LA, AND A CESSNA 188, N731KG, COLLIDED IN FLIGHT TWO MILES NORTH OF ANGUILLA, MISSISSIPPI. THE AGRICULTURAL FLIGHTS WERE OPERATED BY NICK'S FLYING SERVICE, INC., AND ANGUILLA FLYING SERVICE, INC., RESPECTIVELY, UNDER THE PROVISIONS OF TITLE 14 CFR PART 137. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. BOTH AIRPLANES WERE DESTROYED, AND THE CESSNA WAS CONSUMED BY POST-CRASH FIRE. BOTH COMMERCIAL PILOTS WERE FATALLY INJURED. THE AIR TRACTOR DEPARTED A PRIVATE AIRSTRIP AT ROLLING FORK, MISSISSIPPI, ABOUT 0735, AND THE CESSNA DEPARTED A PRIVATE AIRSTRIP IN ANGUILLA, MISSISSIPPI, ABOUT 0750. ACCORDING TO INFORMATION RECOVERED FROM ANGUILLA FLYING SERVICE, INC., THE CESSNA HAD DEPARTED THE PRIVATE AIRSTRIP ABOUT 10 MINUTES BEFORE THE ACCIDENT, AND WAS SPRAYING A FIELD ADJACENT TO THE EAST SIDE OF THE FIELD OVER WHICH THE COLLISION OCCURRED. THE REVIEW OF INFORMATION FROM THE OPERATOR REVEALED THAT THE CESSNA APPEARED TO HAVE BEEN ON A EASTERLY HEADING FOR THE INITIAL SWATH RUN TO A FIELD ABOUT 500 FEET EAST OF THE IN-FLIGHT COLLISION. ACCORDING TO INFORMATION RECOVERED FROM NICK'S FLYING SERVICE, INC., THE AIR TRACTOR HAD COMPLETED AN AERIAL APPLICATION OPERATION TO A FIELD FOUR MILES NORTH OF THE ACCIDENT SITE, AND WAS ENROUTE TO ANOTHER FIELD MILES SOUTH OF THE ACCIDENT SITE. REPORTEDLY, THE AIR TRACTOR, THE AIR TRACTOR WAS FLYING ENROUTE AT A LOW ALTITUDE BETWEEN THE TWO LOCATIONS, AND THE SOUTH BOUN 20010602012659I (-23) ON JUNE 2, 2001, AT 1203E, A B-757, S/N27104, REGISTERED AS N684DA, AND OPERATING AS DALA FLIGHT 1584 WAS GOING FROM "CVG" TO "BWI" AT CRUISE WHEN SMOKE WAS NOTED FROM THE F/C GALLEY. THE STRONG SMOKE ODOR AND LIGHT SMOKE WAS FROM THE F/C GALLEY OVEN. C/B WAS PULLED AND THE AIRCRAFT DIVERTED TO "PIT". AT "PIT", MAINTENANCE COLLARED THE C/B AND DISCONNECTED THE OVEN WIRES. THE OVEN WAS MEL'D PER 25-200-01, AND THE AIRCRAFT WAS RETURNED TOSERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010602012709I (-23) PIC WAS CONDUCTING A TOUCH-GO-LANDING, AIRCRAFT BEGAN TO DRIFT TO THE RIGHT SIDE OF THE RWY. PIC DIDN'T MAKE THE PROPER CORRECTIONS CAUSING AIRCRAFT TO LEAVE THE RWY. THE AIRCRAFT ONLY SUBSTAINED MINOR DAMAGE. 20010602012839I (-23) UPON COMPLETION OF THE LANDING ROLLOUT, THE NOSE GEAR RETRACTED INTO THE WHEELWELL. THE PROPELLER AND THE NOSE GEAR DOORS IMPACTED THE RUNWAY SURFACE. MAINTENANCE HAS NOT BEEN ABLE TO DETERMINE CAUSE FOR THE NOSE GEAR RETRACTION. THE PILOT NOTED THE LANDING GEAR HAD A GREEN LIGHT WHEN THE GEAR WAS EXTENDED IN FLIGHT. THE POWERPACK IS BEING REMOVED FOR FURTHER INSPECTION AND TESTING. NO OTHER MAINTENANCE DISCREPANCIES HAVE BEEN NOTED. 20010602013129I (-23) PILOT WAS PRACTICING TOUCH AND GO LANDINGS. ON HIS FOURTH LANDING OF THE DAY, HE RAISED THE FLAPS AND ADDED FULL POWER FOR TAKE-OFF WHEN THE AIRPLANE VEERED TO THE LEFT. HE ATTEMPTED TO ADD RIGHT RUDDER BUT THE AIRPLANE CONTINUED TO VEER LEFT. WHEN HE REALIZED THAT HE WAS GOING TO DEPART THE RUNWAY HE CUT THE POWER AND ATTEMPTED TO MAINTAIN DIRECTIONAL CONTROL. WHEN THE AIRCRAFT CAME TO A STOP WELL CLEAR OF THE RUNWAY HE SHUT DOWN AND WAITED FOR ASSISTANCE. THE PILOT SAYS THAT THERE WAS NOTHING MECHANICALLY WRONG WITH THE AIRPLANE, AND SPECULATED THAT HE MAY NOT HAVE HAD HIS FOOT ON THE RUDDER PEDAL. THIS PILOT HAD RECENTLY RECIEVED HIS PRIVATE PILOT CERTIFICATE AFTER TRAINING IN A KATANA, AND HAD TRANSITIONED TO THE CESSNA 172 A FEW MONTHS EARLIER. 20010602013449I (-23) PILOT STATED THAT HE WAS REPOSITIONING HIS AA-1A FLOATPLANE FROM OPECHEE BAY IN LAKE WINNIPESAUKEE TO ANOTHER PART OF THE LAKE TO SECURE THE AIRCRAFT. AFTER TAKEOFF THE AIRSPEED INDICATOR DISPLAYED ERRATIC INDICATIONS AND PILOT ELECTED TO FULL POWER AND LAND STRAIGHT AHEAD. PILOT STATED HE WAS A LITTLE FAST AND BOUNCED OFF THE WATER. DURING THE SECOND TOUCHDOWN, THE LEFT FLOAT SUBMERGED AND DRAGGED LEFT WING DOWN. AIRCRAFT SLOWLY ROLLED UPSIDE DOWN IN WATER. 20010602014079I (-23) ON SATURDAY, JUNE 2, 2001, JUST AFTER TAKE-OFF FROM THE ROCHESTER INTERNATIONAL AIRPORT (ROC), THE NUMBER THREE ENGINE OF A DHL AIRLINES, INC. AIRCRAFT, N705DH, BEGAN TO VIBRATE SEVERELY AND THE ENGINE INSTRUMENTS ALL ROLLED BACK TO MINIMAL INDICATIONS. CAPT ROBERT WALKER, CERTIFICATE NUMBER 381643876, DECIDED THAT THERE HAD BEEN AN ENGINE FAILURE AND RETURNED TO ROC, LANDED UNEVENTLY AND TAXIED TO THE RAMP. GROUND EXAMINATION SHOWED FAILURE OF THE LAST TWO ROTOR/STATOR STAGES IN THE TURBINE. THE TAILPIPE WAS PUNCTURED IN THREE PLACES BY EXITING/TUMBLING DEBRIS. THERE WAS NO EVIDENCE OF LIBERATED DEBRIS IN THE PLANE OF ROTATION NOR ANY SIGN OF BULGING IN THE ENGINE EXHAUST CASE. AT THE TIME, THE DECISION FROM MAINTENANCE CONTROL WAS TO SEND A CREW TO CHANGE THE ENGINE. THIS INCIDENT IS CONSIDERED CLOSED. 20010602014119A (-23) ON JUNE 2, 2001, AT APPROXIMATELY 1350 CDT LOCAL TIME, A PIPER PA-38-112 TOMAHAWK AIRCRAFT, N2495C, DURING LANDING AT AMARILLO INTERNATIONAL AIRPORT (AMA), AMARILLO, TEXAS, THE PIPER TOMAHAWK RECEIVED SUBSTANTIAL DAMAGE AS A CONSEQUENCE OF A HARD LANDING. DURING THE HARD LANDING SEQUENCE THE AIRPLANE BOUNCED SEVERAL TIMES, VEERED LEFT AND EXITED THE RUNWAY INTO THE GRAS, THE NOSEWHEEL COLLAPSED AND FOLDED UNDER THE FUSELAGE. A POST INSPECTION INDICATED SUBSTANTIAL DAMAGE TO THE AIRCRAFT, THE ENGINE WAS DISPLACED DOWNWARD AND TO THE LEFT AND THE FIREWALL WAS BUCKLED. MR. JASON SCOTT HILL, THE PRIVATE PILOT INVOLVED IN THIS ACCIDENT WAS AWARE OF THE WIND CONDITIONS AT AMA. HE HAD LISTENED TO THE ATIS AND AMA APPROACH CONTROLLER HAD ADVISED HIM OF THE WINDS FROM 140 DEGREES AND 14 KNOTS. THE PILOT AND SOLE OCCUPANT WAS NOT INJURED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. VISUAL METEOROLOGICAL CONDITIONS (VMC) PREVAILED. 20010602014149A (.19)ON JUNE 2, 2001, ABOUT 1735 EASTERN DAYLIGHT TIME, A HOMEBUILT CUBBY SPORT TRAINER, N9685A, WAS SUBSTANTIALLY DAMAGED AFTER COLLIDING WITH A BELLANCA 7ECA, N5035G, ON LANDING ROLL-OUT AT CECIL COUNTY AIRPORT/RAINTREE AIRPARK (58M), ELKTON, MARYLAND. THE BELLANCA RECEIVED MINOR DAMAGE. THE CERTIFICATED PRIVATE PILOT OF THE CUBBY WAS NOT INJURED. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PASSENGER OF THE BELLANCA WERE ALSO NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR EITHER LOCAL FLIGHT CONDUCTED UNDER 14 CFR 91. 20010602014169A (.19)ON JUNE 2, 2001, ABOUT 0800 HOURS MOUNTAIN STANDARD TIME, A BEECH 76, N6046U, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT PRESCOTT, ARIZONA. EMBRY RIDDLE AERONAUTICAL UNIVERSITY WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND THE PRIVATE PILOT CERTIFICATED DUAL STUDENT WERE NOT INJURED. THE LOCAL INSTRUCTIONAL FLIGHT DEPARTED PRESCOTT ABOUT 0700. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE OPERATOR'S SAFETY OFFICER REPORTED THAT A HARD LANDING OCCURRED WHILE THE STUDENT WAS PRACTICING SHORT FIELD LANDINGS. (-23) STUDENT FLARED HIGH AND ALLOWED AIRSPEED TO BLEED OFF WHILE EXECUTING A SHORT FIELD LANDING. INSTRUCTOR DID NOT TAKE OVER CONTROL OF THE AIRCRAFT UNTIL INSTRUCTING THE STUDENT TO GO AROUND THREE TIMES TO WHICH THE STUDENT DID NOT RESPOND. AS INSTRUCTOR ATTEMPTED RECOVERY AND GO AROUND THE AIRCRAFT SANK TO THE RUNWAY AND MADE A HARD LANDING. (.4) ON JUNE 2, 2001, ABOUT 0800 HOURS MOUNTAIN STANDARD TIME, A BEECH 76, N6046U, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT PRESCOTT, ARI ZONA. EMBRY RIDDLE AERONAUTICAL UNIVERSITY WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE CERTIFIED FLIGHT INSTRUCTOR AND THE PRIVATE PILOT CERTIFICATED DUAL STUDENT WERE NOT INJURED. THE LOCAL INSTRUCTIONAL FLIGHT DEPARTED PRESCOTT ABOUT 0705. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. ACCORDING THE FLIGHT INSTRUCTOR, THE STUDENT'S PREVIOUS TWO LANDINGS WERE "ALLRIGHT" EXCEPT HIS FINAL APPROACHES WERE LOW. THE FLIGHT INSTRUCTOR ASKED THE STUDENT TO MAKE A SHORT FIELD LANDING AND TO "KEEP HIS GLIDE A LITTLE HIGH." ON THIS APPROACH, AS THE AIRPLANE NEARED THE THRESHOLD, THE STUDENT BEGAN TO PULL THE POWER BACK AND BRING THE NOSE UP. THE FLIGHT INSTRUCTOR TOLD THE STUDENT TO "KEEP IT DOWN JUST A LITTLE LONGER." AGAIN, THE STUDENT RETARDED THE POWER AND RAISED THE NOSE, AND THE INSTRUCTOR ORDERED A GO-AROUND. THE STUDENT'S REACTION WAS SLOW AND THE INSTRUCTOR SAID "GO-AROUND" AGAIN. SHE THEN PUSHED THE THROTTLES FORWARD HERSELF BUT THE AIRPLANE WAS SINKING RAPIDLY. THE AIRPLANE LANDED HARD AND BOUNCED. BOTH PROPELLERS STRUCK THE RUNWAY, BOTH WINGS BUCKLED IN THE FLAP HINGE AREA, AND A FIREWALL BUCKLED. 20010602015219I (-23) PILOT (MARTINDALE) WAS NOT ABLE TO FULLY EXTEND LEFT MAIN GEAR ON FINAL APPROACH TO CAPE GIRARDEAU MUNICIPAL AIRPORT (CGI). PILOT (MARTINDALE) CONTACTED THE TOWER AND INFORMED THEM OF HIS SITUATION. THE TOWER (CGI) DECLARED AN EMERGENCY. PILOT (MARTINDALE) LEVELED THE PROPELLER AND LANDED ON THE NOSE AND RIGHT MLG SKIDDING AFTER ROLLOUT ON THE LEFT MLG DAMAGING THE LEFT BRAKE CALIPER, LEFT WINGTIP, LEFT AILERON, AND LEFT FLAP. AN INVESTIGATION REVEALED THAT THE AIRCRAFT WAS OPERATED UNDER A SPECIAL FLIGHT PERMIT DUE TO THE AIRCRAFT BEING OUT OF ANNUAL INSPECTION. PILOT (MARTINDALE) DID NOT ENSURE THAT THE AIRCRAFT WAS INSPECTED AND DOCUMENTED PER THE OPERATING LIMITATIONS. IT APPEARS THAT A BROKEN LEFT GEAR BAIL DOOR PREVENTED THE LEFT MAIN GEAR FROM FULLY EXTENDING DURING LANDING AT CGI. THE PILOT SECURED THE LANDING GEAR & FLEW TO MI. 20010602018459I (-23) NUMBER 4 BRAKE ASSEMBLY OVERHEATED AND CAUGHT FIRE DUE TO FAILURE OF FILTER FITTING P/N 20011-4-10W. FILTER ASSEMBLY BECAME DISLODGED AND BLOCKED THE ASSEMBLY NOT ALLOWING THE BRAKE TO RELEASE. SDR SUBMITTED BY OPERATOR AND SAFETY RECOMMENDATION TO BE ACCOMPLISHED BY FSDO. 20010602021399A (-23) ON JUNE 2, 2001, AROUND 2:00 PM - AIRCRAFT N1278V EXPERIENCED A HARD LANDING AT CULEBRA ISLAND AIRPORT, PUERTO RICO, RESULTING IN SUBSTANTIAL DAMAGE TO THE ENGINE FIREWALL AREA. 20010602029919A (-23) ON JUNE 2, 2001, AT ABOUT 0930. AIRCRAFT N25BA A FLOAT-EQUIPPED HELIO COURIER H391B SUSTAINED SUBSTANTIAL DAMAGE DURING AN ABORTED TAKEOFF FROM THE ANVIK RIVER. THE CERTIFICATED PRIVATE PILOT WAS THE SOLE OCCUPANT AND DID NOT RECEIVE INJURIES. ON JUNE 13, 2001, THE PILOT FERRIED THE AIRCRAFT TO WOLFE LAKE, WASILLA, ALASKA FOR REPAIR ESTIMATE. THE PILOT REPORTED THAT FLOATS WERE RECENTLY INSTALLED. PILOT DEPARTED FROM THE RIGHT BANK AND UP CURRENT FOR TAKE OFF. THE ANVIK RIVER WAS RUNNING ABOUT 4 KNOTS OF CURRENT. AIRCRAFT WAS VEERING TO THE LEFT AND NOTICED THAT HE DID NOT HAVE ENOUGH RIGHT WATER RUDDER CONTROL. TO AVOID THE RIVERBANK, HE PULLED HIS POWER AND THE AIRCRAFT GLIDED INTO THE EMBANKMENT. THE LEFT FLOATS ASSEMBLY RECEIVED DAMAGE AND THE RIGHT WING SLAT STRUCK A TREE. PILOT ASKED A MECHANIC IN ANVIK TO INSPECT AIRCRAFT AND DISCOVERED THAT THE WATER RUDDER CENTERING CABLES WERE MISSING. THE MECHANIC ALSO NOTICED THAT THE WRONG SPRINGS INSTALLED AND THAT THE CABLES WERE ATTACHED INCORRECTLY TO THE WATER RUDDER YOKE. ALSO, THE RUDDER STOP WAS ONE HALF INCH SHORT OF FULL STOP BLOCK, ACCORDING TO THE MECHANIC. 20010602038939A (-23) BELLANCA LANDED ON RUNWAY 13 AFTER ANNOUNCING INTENTIONS ON UNICOM. PILOT REPORTED THAT THE WIND WAS BELOW 5 KTS, FAVORING 13. AFTER THE BELLANCA LANDED, A CUBBY WAS SEEN LANDING ON 31. THE BELLANCE PULLED ALL THE WAY TO THE RIGHT SIDE OF THE RUNWAY AND STOPPED, BUT THE TWO AIRCRAFT COLLIDED LEFT WINGTIP TO LEFT WINGTIP. THE CUBBY IS AN AMATEUR BUILT EXPERIMENTAL AIRCRAFT WITH NO ELECTRICAL SYSTEM AND NO RADIO. BOTH RUNWAYS HAD BEEN IN USE THROUGHOUT THE DAY DUE TO CALM WINDS. THE CUBBY RECEIVED SUBSTANTIAL DAMAGE, IN THAT, THE LEFT FRONT WAS BROKEN IN SEVERAL PLACES. BELLANCE RECEIVED ONLY MINOR DAMAGE. 20010602038949A (-23) CUBBY WAS LANDING ON RUNWAY 31. THE PILOT REPORTED THAT THE WIND WAS CALM AND 31 SEEMED THE BEST OPTION. THE AIRCRAFT IS AN EXPERIMENTAL AMATEUR BUILT WITH NO ELECTRICAL SYSTEM OR RADIO. IMMEDIATELY AFTER LANDING THE PILOT SAW THAT THERE WAS A BELLANCA FACING HIM ON THE RUNWAY. HE COULD NOT STOP IN TIME AND THE TWO AIRCRAFT COLLIDED LEFT WING TO LEFT WING. THE CUBBY RECEIVED SUBSTANTIAL DAMAGE, IN THAT, THE LEFT WING FORWARD SPAR WAS BROKEN IN SEVERAL PLACES. THE BELLANCA RECEIVED ONLY MINOR DAMAGE. 20010603009969A (.19)ON JUNE 3, 2001, AT 1000 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150L, N10531, WAS SUBSTANTIALLY DAMAGED WHEN IT CRASHED INTO A FARM EQUIPMENT YARD SHORTLY AFTER TAKEOFF FROM MEFFORD FIELD (TLR), TULARE, CALIFORNIA. THE STUDENT PILOT WAS FATALLY INJURED. THE AIRPLANE WAS OPERATED BY ANTHONY P. SARIO, AND WAS RENTED BY THE STUDENT FOR THE LOCAL SOLO PRACTICE FLIGHT UNDER 14 CFR PART 91. THE AIRPLANE DEPARTED VISALIA, CALIFORNIA, APPROXIMATELY 0945 FOR THE 10-MILE FLIGHT TO MEFFORD FIELD. THE STUDENT WAS GOING TO PRACTICE TAKEOFFS AND LANDINGS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT, AND NO FLIGHT PLAN WAS FILED. A WITNESS WAS AT THE FARM EXPOSITION GROUNDS, LOCATED ADJACENT TO, AND AT THE DEPARTURE END, OF RUNWAY 31 AT MEFFORD FIELD. HE WAS PARTICIPATING IN REMOTE CONTROL (R.C.) AIRPLANE FLYING AT A RUNWAY LOCATED ON THE GROUNDS. HE STATED THAT HE WITNESSED THE AIRPLANE AS IT WAS CLIMBING FROM A DEPARTURE ON RUNWAY 31. HE IMMEDIATELY NOTICED THAT THE WING FLAPS WERE EXTENDED TO WHAT HE BELIEVED WAS THE FULL DOWN POSITION. HE SAW THE AIRPLANE CLIMB STRAIGHT OUT UNTIL IT REACHED WHAT HE ESTIMATED TO BE 200 TO 250 FEET ABOVE THE GROUND. HE THEN NOTICED THE AIRPLANE BEGIN A TURN TO THE LEFT, IN A WESTERLY DIRECTION, AND SAW THE NOSE COME UP TO A HIGHER ATTITUDE. HE REMARKED TO A FRIEND THAT THE AIRPLANE WAS GOING TO STALL. SHORTLY THEREAFTER, THE WITNESS SAW THE AIRPLANE SNAP TO THE LEFT, GO STRAIGHT DOWN WITH THE LEFT WING SLIGHTLY AHEAD OF THE RIGHT, AND DISAPPEAR BEHIND THE TREES. A SECOND WITNESS, WHO IS A CERTIFICATED PILOT, HAD HIS BACK TO THE RUNWAY AND WAS CONVERSING WITH THE FIRST WITNESS. HE HEARD THE AIRPLANE CLIMBING BEHIND HIM AND TURNED AROUND TO LOOK AT IT. HE SAID THAT THE ENGINE SOUNDED PERFECTLY NORMAL, LIKE ANY OTHER CESSNA 150 ON TAKEOFF, BUT HE NOTED THAT THE FLAPS WERE FULL DOWN. HE TURNED AROUND TO SPEAK TO THE FIRST WITNESS, WHO THEN REMARKED, "IT'S GOING TO STALL." WHEN HE TURNED AROUND TO LOOK, THE AIRPLANE HAD DISAPPEARED BEHIND THE TREES. EXAMINATION OF THE WRECKAGE DISCLOSED THAT THE FLAP ACTUATOR JACKSCREW MEASURED 5.9 INCHES EXTENSION. ACCORDING TO CESSNA AIRCRAFT, THIS DIMENSION CORRESPONDS TO A FLAP EXTENSION OF 40 DEGREES. ELECTRICAL CONTINUITY WAS ESTABLISHED FOR THE FLAP CIRCUIT. INTERNAL EXAMINATION OF THE COCKPIT FLAP CONTROL SWITCH REVEALED THAT THE DETENTS WERE UNREMARKABLE. ELECTRICAL POWER WAS SUPPLIED TO THE FLAP MOTOR AND IT FUNCTIONED IN BOTH THE EXTENSION AND RETRACTION DIRECTIONS. THE STUDENT HAD A TOTAL FLIGHT TIME OF 38.5 HOURS, ALL OF WHICH WERE IN THE ACCIDENT AIRPLANE. SHE HAD ACCOMPLISHED HER FIRST SOLO FLIGHT ON FEBRUARY 17, 2001, AND HAD SUBSEQUENTLY LOGGED 5.4 HOURS OF SOLO FLIGHT TIME PRIOR TO THE ACCIDENT. THE FLIGHT JUST PRIOR TO THE ACCIDENT HAD BEEN ON MAY 29, 2001, AND WAS A DUAL LESSON FROM THE VISALIA AIRPORT TO MEFFORD FIELD AND RETURN TO VISALIA. THE STUDENT HAD A LOGBOOK ENDORSEMENT FROM A FLIGHT INSTRUCTOR CERTIFYING PROFICIENCY IN TAKEOFFS AND LANDINGS AT VISALIA AND MEFFORD FIELD DATED MAY 17, 2001. (-23)^PRIVACY DAT^ WAS A STUDENT PILOT WITH ONLY 4.4 HOURS OF SOLO TIME AND 43 HOURS DUAL. SHE WAS CONDUCTING A SOLO FLIGHT FROM CISALIA, CA TO TULARE CALIFORNIA AND WAS PRACTICING TAKEOFFS AND LANDINGS AT THE TULARE AIRPORT. INVESTIGATION INDICATES THAT SHE MADE A TAKEOFF IN THE CESSNA 150 WITH FULL FLAPS. PHOTOGRAPHS TAKEN AT TH SCENE INDICATE UPON IMPACT THE FLAPS WERE FULLY DEPLOYED. THE IMPACT SITE IS APPROXIMATELY 1/4 MILE OFF THE END OF RUNWAY 31 AT TULARE IN A FARM EQUIPMENT YARD. SITE INVESTIGATION INDIC TES THE AIRCRAFT IMPACTED THE GROUND WITH FULL POWER ON AT AN ANGLE OF ABOUT 60 TO 70 DEGREES ANGLE. THE AIRCRAFT ON IMPACT HAD TURNED ABOUT 90 DEGREES TO THE LEFT OF RUNWAY 31. THERE WAS NO FIRE, HOWEVER, THERE WAS OVER 8 GALS OF FUEL IN THE TANKS. THE AIRCRAFT WAS DESTROYED AND THE INJURIES TO THE PILOT WERE FATAL. REVEIW OF THE STUDENTS LOG BOOK AND CERTIFICATE INDICATE, PRELIMINARILY, THA 20010603010489A (-23)ON JUNE 3, 2001, AT 0832 CDST, N484WB, AIR TRACTOR MODEL 402B, FLOWN BY ^PRIVACY DATA OMITTED CRAHSED 4.5 MILES NE OF MOUNT VERON, SD. THE AIRCRAFT WAS BEING OPERATED UNDER FAR 137 WHILE PERFORMING AGRICULTURAL OPERATIONS. THE PILOT WAS FATALLY INJURED. (.19)ON JUNE 3, 2001, AT APPROXIMATELY 0832 CENTRAL DAYLIGHT TIME, AN AIR TRACTOR, AT-402B, N484WB, OPERATED BY A COMMERCIAL PILOT WAS DESTROYED WHEN DURING A MANEUVER, IT IMPACTED THE TERRAIN 4.5 MILES NORTHEAST OF MT. VERNON, SOUTH DAKOTA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE AERIAL APPLICATION FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 137. THERE WAS NO FLIGHT PLAN ON FILE. THE PILOT SUSTAINED FATAL INJURIES. THE LOCAL FLIGHT ORIGINATED AT MITCHELL, SOUTH DAKOTA. A WITNESS IN THE VICINITY OF THE ACCIDENT SITE SAID HE HEARD THE AIRPLANE IN THE AREA AT APPROXIMATELY 0830. THE WITNESS SAID THAT THE AIRPLANE'S ENGINE SOUNDED OKAY, THEN HE HEARD A THUMP. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE AIRPLANE AT THE ACCIDENT SITE. ON ARRIVAL, THE INSPECTOR FOUND THE AIRPLANE IN A GRASS FIELD APPROXIMATELY 50 YARDS SOUTH O F AN EAST-WEST RUNNING LINE OF TREES. THE FRONT OF THE AIRPLANE, THE PROPELLER, AND THE ENGINE, WERE BURIED IN THE GROUND. IMPRESSIONS IN THE GROUND CORRESPONDED WITH WHERE THE LEADING EDGES OF BOTH WINGS CAME TO REST. AN ARC-SHAPED SLASH IN THE GROUND WAS OBSERVED IN THE AREA AROUND WHERE THE ENGINE AND COWLING HAD IMPACTED THE GROUND. THE PROPELLER BLADES WERE BURIED IN THE GROUND SO THAT ONLY THE BLADE TIPS WERE VISIBLE. THE BLADES WERE CURLED AFT AT THE TIPS. ON REMOVAL OF THE AIRPLANE FROM THE ACCIDENT SITE, THE PROPELLER BLADES SHOWED CHORDWISE SCRATCHES AND TORSIONAL BENDING. THE PROPELLER NOSE DOME SHOWED A CRUSH ANGLE OF 30 DEGREES. THE LEADING EDGES OF BOTH WINGS WERE BENT UPWARD AND CRUSHED AFT. THE COCKPIT AND FUSELAGE WERE CRUSHED FORWARD. THE VERTICAL STABILIZER WAS BENT AND BUCKLED FORWARD. THE RUDDER WAS INTACT. THE HORIZONTAL STABILIZERS WERE BENT AND BROKEN FORWARD. THE ELEVATORS WERE BROKEN OUT, BUT REMAINED INTACT. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. THE AIRPLANE'S ENGINE WAS RETAINED FOR FURTHER EXAMINATION. 20010603010589I (-23)SCENIC 37, DHC-6-300, EXECUTED A GO AROUND AND SUBSEQUENTLY ENCOUNTERED ENGINE FAILURE PRIOR TO LANDING NORTH LAS VEGAS, NV (VGT) AIRPORT SAFELY. AFTER EXTENSIVE INSPECTIONS, AND GROUND RUNS, ENGINE WAS REMOVED AND RETURNED TO MAINTENANCE FACILITY FOR FUTHER INSPECTION. 20010603010949A (-23)PILOT STATED 06/04/01 THAT LEFT FLOAT STRUCK BLUNT OBJECT, POSSIBLY SUBMERGE LOG, THAT PUNCTURED FLOAT. PILOT WAS UNSURE WHETHER THIS OCCURRED DURING TAXI, TAKEOFF, OR LANDING. ON 06/05/01, PILOT STATED THAT TAKEOFF WAS UNEVENTFUL, AIRCRAFT BECAME AIRBRONE AND WAS DIFFICULT TO MAINTAIN IN FLIGHT OR CLIMB. PILOT STATED THAT HE REDUCED POWER AFTER REACHING A FEW FEET ABOVE WATER AND IMMEDIATELY LANDED HARD, AFTER WHICH HE OBSERVED WRINKLES IN LEFT FLOAT INBOARD SKIN NEAR AFT STRUT ATTACHMENT. PILOT STATED AIRCRAFT WAS "SLUGGISH" IN TURNS WHILE TAXIING AND LISTING TO THE LEFT. HE RETURNED TO SHORE AND HE AND PASSENGER TIED UP AIRCRAFT. PILOT STATED HE WAS UNABLE TO CONTACT ANYONE VIA AIRCRAFT VHF RADIO AND ACTIVATED ELT. INSPECTION OF AIRCRAFT AFTER FERRY TO FAI SHOWED SUBSTANTIAL LEFT LOWER LONGERON DEFORMATION AFT OF LEFT AFT FUSELAGE ATTACHMENT FITTING, AS WELL AS FABRIC SKIN WRINKLES BETWEEN LEFT FORWARD AND AFT FUSELAGE FITTINGS. RECORDS INSPECTION ON 06/11/01 SHOWED CURRENT EMPTY WEIGHT COMPUTATION OF 1384.5 POUNDS, LEAVING USEFUL LOAD OF 365.5 POUNDS. PILOT STATED ON 06/11/01 THAT HE AND HIS PASSENGER EACH WEIGHED AROUND 200 POUNDS, AND AIRCRAFT HAD FULL WING TANK (18 GAL.) AND A QUARTER-FULL WING TANK AT TIME OF INCIDENT. (.19) ON JUNE 3, 2001, ABOUT 0920 ALASKA DAYLIGHT TIME, A FLOAT-EQUIPPED PIPER PA-18 AIRPLANE, N4468Z, SUSTAINED SUBSTANTIAL DAMAGE DURING AN ABORTED TAKEOFF FROM A LAKE, LOCATED ABOUT 15 MILES EAST OF MINTO, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) CROSS-COUNTRY PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE AIRPLANE WAS OPERATED BY THE PILOT. THE PRIVATE CERTIFICATED PILOT, AND THE SOLE PASSENGER, WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED. ON JUNE 12, 2001, THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) INVESTIGATOR-IN-CHARGE (IIC) WAS NOTIFIED BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR FROM THE FAIRBANKS FLIGHT STANDARDS DISTRICT OFFICE (FSDO), THAT THE AIRPLANE HAD BEEN DAMAGED. THE INSPECTOR REPORTED THAT THE PILOT DEPARTED A LAKE WITH WATER IN THE AIRPLANE FLOATS. THE INSPECTOR SAID THE AIRPLANE BECAME AIRBORNE, SETTLED ON THE SURFACE OF THE LAKE, AND LANDED HARD. THE INSPECTOR REPORTED THAT A FUSELAGE LONGERON WAS BENT, ADJACENT TO THE LEFT, AFT, FLOAT ATTACHMENT POINT. DURING A TELEPHONE CONVERSATION WITH THE NTSB IIC, ON JUNE 13, THE PIL OT REPORTED THAT HE WAS DEPARTING THE LAKE, AND THE AIRPLANE BECAME AIRBORNE IN GROUND AFFECT. THE AIRPLANE WOULD NOT CLIMB, AND THE PILOT SAID HE ABORTED THE TAKEOFF. THE AIRPLANE SETTLED ON THE LAKE AND HIT HARD. THE PILOT SAID HE DID NOT THINK THE FUSELAGE WAS SIGNIFICANTLY DAMAGED. ON JULY 17, 2001, AT 1210, DURING A TELEPHONE CONVERSATION WITH THE PILOT'S MECHANIC, THE MECHANIC REPORTED THE LEFT FUSELAGE LONGERON WAS BENT ABOUT 2 INCHES. THE MECHANIC PLANNED TO CUT THE BENT PORTION OF THE LONGERON OUT OF THE FUSELAGE AND INSTALL A REPAIR SLEEVE. 20010603011259I (-23)ON 6-3-01, AT APPROXIMATELY 1000AM LOCAL TIME, N52214, A CESSNA 172 EXPERIENCED A LOSS OF POWER WHILE ENROUTE TO WILEY POST AIRPORT, FROM TALEQUAH, OKLAHOMA. AT APPROXIMATELY 100AM THE AIRCRAFT, PILOTED BY ^PRIVACY DATA OMITTED^ WAS FORCE LANDED IN A FIELD, 1.5 MILES N.E. OF SUNDANCE AIRPORT, IN OKLAHOMA CITY. IT APPEARS THAT THE AIRCRAFT HAD BEEN DEPLETED, CAUSING THE ENGINE POWER LOSS. THERE WERE NO INJURIES AND NO DAMAGE TO THE AIRCRAFT. 20010603012209I (-23)AIRCRAFT WAS STRUCK BY UNLICENSED OPERATOR DURING PREPARATION OF BAGGAGE UNLOADING. DAMAGE CONSISTED TO TWO FOOT LONG TEAR IN FUSELAGE FROM JUST BELOW AFT CARGO DOOR TO BOTTOM CENTERLINE OF FUSELAGE. OPERATOR WAS A NEW HIRE AND UNLICENSED. BELT LOADER OPERATOR WAS CITED BY MASSPORT FOR BEING UNLICENCED. COMPANY WAS CITED FOR NOT NOTIFYING MASSPORT WITHIN 30 MINUTES FOR DAMAGE INVOLVING AN AIRCRAFT. 20010603012439I (-23)ON JUNE 3, 2001, AT 1335E, A DO-328-100, REGISTERED AS N442JS AND OPERATING AS VNAA FLIGHT #4021 LANDED AT "PIT" AFTER REPORTING A NOSE LANDING GEAR UNSAFE INDICATION. THE CREW NOTED THAT THE NOSE DOWN AND LOCKED LIGHT DID NOT LIGHT AFTER LANDING GEAR EXTENTSION. THE "QRH" WAS FOLLOWED AND IT WAS FOUND TO BE A LAMP PROBLEM. THE AIRCRAFT LANDED AND TAXIED TO THE GATE WITHOUT INCIDENT. MAINTENANCE RE-LAMPED THE INDICATOR AND THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BE DESK AUDIT AND CLOSED. 20010603013199I (-23)PIC HAD PERFORMED ABOUT FOUR HOURS OF GROUND AND HOVER FLIGHT TESTING ON THE HELICOPTER. DURING THE LAST CHECK AFTER HOVING FOR ABOUT FIVE MINUTES, AN INDICATION OF A ENGINE RPM INCREASE WAS NOTCIED. PIC REDUCED ENGINE POWER AND LANDED. UPON LANDING PIC NOTICED FUEL LEAKING AND FLAMES. PIC RETRIEVED A FIRE EXTINGUISHER AND ATTEMPTED TO PUT OUT THE FIRE. TO NO AVAIL, THE FIRE COMPLETELY ENGULFED THE HELO. THE HELICOPTER WAS A TOTAL LOSS. 20010603013539A (.19)ON JUNE 3, 2001, ABOUT 1620 HOURS HAWAIIAN STANDARD TIME, A MD HELICOPTERS, INC., 369D HELICOPTER, N1109V, SUSTAINED SUBSTANTIAL DAMAGE DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR HANAPEPE, HAWAII. SMOKEY MOUNTAIN HELICOPTERS, INC., WAS OPERATING THE HELICOPTER UNDER THE PROVISIONS OF 14 CFR PART 135. THE COMMERCIAL PILOT AND THREE PASSENGERS WERE NOT INJURED. THE MEDICAL EVACUATION FLIGHT BOARDED THREE FIREMEN AND DEPARTED PORT ALLEN AIRPORT AT HANAPEPE ABOUT 1615 EN ROUTE TO THE EASTERN SHORE OF THE ISLAND FOR A MEDICAL EMERGENCY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR INTERVIEWED THE PILOT. THE PILOT STATED THAT THE ENGINE OUT WARNING SYSTEM (LIGHT AND HORN) ACTIVATED. HE COULD NOT MAINTAIN FLIGHT AND AUTOROTATED INTO TREES. UNDER THE SUPERVISION OF THE FAA ACCIDENT COORDINATOR, AVIATION SAFETY INVESTIGATORS FROM MD HELICOPTERS, INC., AND ROLLS ROYCE ALLISON PERFORMED AN ON-SCENE EXAMINATION OF THE HELICOPTER. THE ENGINE PASSED A VACUUM LEAK CHECK, AND THEY FOUND ALL LINES HOOKED UP AND TIGHT. NO FUEL FILTERS EXHIBITED ANY CONTAMINATION AND THE CHIP DETECTORS WERE CLEAN. THE ENGINE COULD NOT BE TURNED BY HAND. THE ENGINE WAS SHIPPED TO A ROLLS ROYCE ALLISON AUTHORIZED SERVICE CENTER IN SCOTTSDALE, ARIZONA, FOR FURTHER INSPECTION. (-23) PILOT WAS ABOUT 5 MINUTES INTO A SEARCH & RESCUE FLIGHT SUPPORTING THE LOCAL FIRE DEPARTMENT. THE ENGINE OUT WARNING SYSTEM (LIGHT AND HORN) CAME ON. HE LOWERED THE COLLECTIVE LEVER HALF WAY DOWN TO CORRECT A LEFT YAW. HE HAD FULL OPEN THROTTLE POSITIONED. HE BEEPED UP MANUALLY THE GOVERNOR WITHOUT ANY POSITIVE RESULTS. THERE WERE NO OTHER WARNINGS OR INDICATIONS ABOUT A POSSIBLE ENGINE FAILURE. ALL NORMAL INDICATIONS UNTIL THE HELICOPTER STARTED TO LOSE POWER. PILOT LOCATED A SAFE LANDING SPOT TO LAND. HE FLARED THE HELICOPTER FOR LANDING AND THE STINGER STRUCK THE GROUND. THE HELICOPTER WAS IN A SLIGHT INCLINE, BUT DID NOT ROLL OVER. SOME FUEL SPILLED OUT AND STARTED A FIRE FROM THE HOT EXHAUST. ALL OCCUPANTS EXITED SAFELY AND HELPED PUT OUT THE FIRE. HELICOPTER WAS RECOVERED AND RETURNED TO INTER-ISLAND HELICOPTER'S MAINTENANCE FACILITY FOR TEAR-DOWN. ENGINE WAS REMOVED AND INSPECTED BY ROLLS-ROYCE ENGINES AND BOEING HELICOPTER TECHNICAL REP RESENTATIVE. THE ENGINE WAS SHIPPED TO ENGINE REPAIR STATION FOR TEARDOWN AND FURTHER INVESTIGATION. 20010603013659A (.19)ON JUNE 3, 2001, AT 1015 CENTRAL DAYLIGHT TIME, AN EXPERIMENTAL HELICOPTER, RI 162F, N242KA, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN FOLLOWING A LOSS OF ENGINE POWER AFTER TAKEOFF FROM A FARM FIELD NEAR JERSEYVILLE, ILLINOIS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. (-23) ON 06-03-01 AFTER DEPARTING A PRIVATE HELICOPTER LANDING AREA, AT APPROXIMATELY 200 FEET AGL THE APPROPRIATELY RATED AND CERTIFICATED PILOT NOTICED THE ENGINE TACH READING ZERO AND EXPERIENCED FAILURE OF THE NUMBER ONE FADEC ENGINE COMPUTER. THE PIC MADE A 180 DEGREE TURN AND HEADED BACK TO THE LANDING AREA. AT ABOUT 100 FEET AGL AND ABOUT 40 MPH, THE SECONDARY FADEC SYSTEM FAILED, RESULTIN IN A COMPLETE ENGINE STOPPAGE. THE PIC ATTEMPTED AN AUTOROTATION TO A LANDING, AND STRUCK THE TAIL BOOM STINGER AND TAIL ROTOR ON LANDING. THE SKIDS STUCK IN THE MUD RESULTING IN THE AIRCRAFT ROLLING ONTO ITS RIGHT SIDE. THE PILOT EXITED THE AIRCRAFT WITH MINOR INJURIES. THE AIRCRAFT SUFFERED SUBSTANTIAL DAMAGE TO THE TAIL BOOM AND ROTOR, MAIN ROTOR BLADES, AND LANDING GEAR SKIDS. 20010603014209A (.19)ON JUNE 3, 2001, SOMETIME AFTER 1932 HOURS PACIFIC DAYLIGHT TIME (PDT), A PIPER PA-28-181, N8253W, BECAME MISSING IN THE VICINITY OF LYTLE CREEK, CALIFORNIA, ON A FLIGHT FROM PERRIS VALLEY TO LAVERNE, CALIFORNIA. THE AIRPLANE DEPARTED PERRIS VALLEY AIRPORT AT 1915 EN ROUTE TO BRACKETT FIELD IN LAVERNE. AIR DESERT PACIFIC OPERATED THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91, AND RENTED IT TO THE PILOT FOR A PERSONAL FLIGHT. THE OPERATOR REPORTED THE AIRPLANE WAS OVERDUE ON JUNE 6 AND THE AIRPLANE HAD NOT BEEN LOCATED AS OF JUNE 14. THE AIRPLANE IS PRESUMED TO BE DESTROYED AND THE PRIVATE PILOT, THE SOLE OCCUPANT, IS PRESUMED TO HAVE SUSTAINED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT ORIGINATED FROM BRACKETT FIELD ON THE DAY OF THE ACCIDENT. THE OPERATOR REPORTED THAT A DISPATCHER RELEASED THE AIRPLANE TO THE PILOT ABOUT 1500. THE PILOT TOLD THE DISPATCHER THAT HE WOULD BE GOING TO PERRIS VALLEY TO SKYDIVE AND RETURN LATER THAT NIGHT. HE SAID IF HE WERE UNABLE TO LAND AT BRACKETT, HE WOULD PROBABLY LAND AT CABLE AIRPORT IN UPLAND, CALIFORNIA. THE AIR FORCE RESCUE COORDINATION CENTER (AFRCC) INITIATED MISSION ACCOMPLISHMENTS. WITNESSES FROM THE SKYDIVING BUSINESS REPORTED THAT THEY OBSERVED THE PILOT BOARD THE AIRPLANE AND DEPART FROM PERRIS ABOUT 1915. MARCH AIR FORCE BASE AIR TRAFFIC CONTROL REPORTED THAT A PILOT CHECKED IN AND IDENTIFIED HIS AIRPLANE AS N8253W AND REQUESTED FLIGHT FOLLOWING. THE CONTROLLERS ASSIGNED THE AIRPLANE A DISCRETE BEACON CODE OF 0146 AND FOLLOWED THE AIRPLANE THROUGH THEIR AIRSPACE. SOCAL TRACON COULD NOT ACCOMMODATE THE PILOT WITH FLIGHT FOLLOWING SO MARCH CONTROLLERS INSTRUCTED THE PILOT TO SQUAWK 1200, PROCEED VFR, AND TRY TO ESTABLISH CONTACT WITH SOCAL. ABOUT 5 MINUTES LATER, N8253W ESTABLISHED CONTACT WITH SOCAL TRACON AND THEY ASSIGNED A DISCRETE BEACON CODE OF 0274. A REVIEW OF RECORDED RADAR DATA ILLUSTRATED THAT THE AIRPLANE TRACK PROCEEDED ALONG A NORTHERLY HEADING OVER SAN BERNARDINO, AND THEN TURNED TOWARD THE WEST. SOCAL INFORMED THE PILOT THAT THEY WOULD BE LOSING RADAR CONTACT SOON AND ADVISED THE PILOT TO PROCEED VFR. THE PILOT RESPONDED THAT HE WAS 17 TO 18 MILES FROM BRACKETT. NO FURTHER TRANSMISSIONS WERE RECEIVED FROM THE AIRPLANE. THE CORRECTED MODE C REPORTED ALTITUDE REMAINED STEADY AT 2,500 FEET MSL UNTIL THE TARGET INITIATED A CLIMB TO 2,900 FEET ABOUT 1 1/2 MINUTES PRIOR TO LOSS OF RADAR CONTACT. THE BEACON CODE REMAINED ON 0274 UNTIL THE LAST SECONDARY BEACON TARGET AT 34 DEGREES 11 MINUTES 42 SECONDS NORTH LATITUDE AND 117 DEGREES 26 MINUTES 43 SECONDS WEST LONGITUDE. THIS LOCATION IS IN THE MOUTH OF A CANYON THAT LEADS TO LYTLE CREEK. THIS TARGET DISPLAYED A CORRECTED MODE C REPORTED ALTITUDE OF 2,900 FEET AT 1931:47. A ROUTINE AVIATION WEATHER REPORT (METAR) WAS ISSUED FOR BRACKETT FIELD AT 1847 PDT. IT REPORTED: SKIES OVERCAST AT 2,500 FEET; WIND 240 AT 7 KNOTS; VISIBILITY 7 STATUTE MILES; AND ALTIMETER 29.80 INHG. A METAR WAS ISSUED FOR BRACKETT FIELD AT 1947 PDT. IT REPORTED: SKIES OVERCAST AT 2,400 FEET; WIND 250 AT 8 KNOTS; VISIBILITY 7 STATUTE MILES; AND ALTIMETER 29.78 INHG. A METAR WAS ISSUED FOR THE AIRPORT AT RIVERSIDE, CALIFORNIA, AT 1953 PDT. IT REPORTED: SCATTERED CLOUDS AT 4,400 FEET; WIND 290 AT 9 KNOTS; VISIBILITY 10 STATUTE MILES; TEMPERATURE 64 DEGREES FAHRENHEIT; DEW POINT 54 DEGREES; AND ALTIMETER 29.75 INHG. A METAR WAS ISSUED FOR THE AIRPORT AT ONTARIO, CALIFORNIA, AT 1953 PDT. IT STATED: SKIES BROKEN AT 2,800 FEET AND 4,500 FEET; WIND 250 DEGREES AT 8 KNOTS; VISIBILITY 10 STATUTE MILES; TEMPERATURE 63 DEGREES FAHRENHEIT; DEW POINT 55 DEGREES; AND ALTIMETER 29.76 INHG. (-23) ON JUNE 3, 2001, SOMETIME AFTER 1930 HOURS LOCAL THE AIRCRAFT N8253W BECAME MISSING IN THE MOUNTAIN AREA OF LYTLE CREEK, CALIFORNIA. THE AIRCRAFT WAS REPORTED OVERDUE ON JUNE 6, 2001, AND A SEARCH NEVER DID LOCATE THE AIRCRAFT. THE AIRPLANE IS 20010603014629A (-23) PILOT INITIATED A GO-AROUND FROM LANDING TO RUNWAY 34 KCBG AFTER ENCOUNTERING GUSTY CROSS-WIND. PILOT RECOVERED AIRCRAFT FROM UPSET, BUT HAD DRIFTED 280 FEET WEST OF RUNWAY AND APPROXIMATELY 2200 FEET FROM APPROACH END OF RUNWAY 34. THE AIRCRAFT FLEW INTO A TREE LINE AND CAME TO REST IN A SOYBEAN FIELD ADJACENT TO THE TREES. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED DURING THE EVENT. THE PILOT AND SOLE OCCUPANT OF THE AIRCRAFT WAS NOT INJURED. 44709 LETTER SENT TO PILOT. 20010603014639A (-23) SEE NARRATIVE #SEA01LA112 20010603014669A (-23) N6886R DEPARTED LONGMONT, CO AIRPORT AT APPROXIMATELY 0955L IB 06/03/01 AND CRASHED APPROXIMATELY 6 N.M. NORTHWEST (NEAR RABBIT MOUNTAIN) AT 0959L. WEATHER AT THE TIME WAS ESTIMATED BY PILOT WITNESSES TO BE "ABOUT 500-600 OVERCAST". THE PILOT, LESTER NEBEN OF LEXINGTON, NE HAD RECEIVED A WEATHER BRIEFING FROM DEN FSS. THE FSS HAD INFORMED MR. NEBEN THAT VFR FLIGHT WASN'T ADVISED. MR. NEBEN ELECTED TO DEPART "UNDER VISUAL FLIGHT RULES". THE SAME PILOT WITNESSES STATED THAT THE AIRCRAFT TOOK OFF ON RUNWAY 29 AND ENTERED THE CLOUDS A FEW MOMENTS LATER. THE AIRCRAFT THEN SHARPLY DESCENDED FROM THE CLOUDS WHERE THEY WATCHED IT TURN TO THE NORTH. THESE WITNESSES WATCHED IT FOR A MINJTE OR TWO UNTIL IT LEFT THE IMMEDIATE AIRPORT AREA. A WITNESS AT THE SCENE, MR. TOM ABBOTT, SAID HE WAS IN HIS YARD WHEN HE HEARD AN AIRPLANE "GUN THE ENGINE" IN THE LOW CLOUDS ABOVE HIM. MOMENTS LATER THE AIRCRAFT CAME SPIRALING OUT OF THE CLOUDS VERY NEAR TO WHERE MR. ABBOTT WAS STANDING. HE SAW THE IMPACT. HE STATED THE CLOUDS WERE "ABOUT 50 FEET ABOVE HIS HOUSE". HE WAS CERTAIN OF THIS BECAUSE HE NOTED THE CLOUD LINE ON A FENCE THAT IS ON A HILL BEHIND HIS PROPERTY. 20010603014789A (-23) ON JUNE 3, 2001, AT APPROXIMATELY 1611 CST A PIPER PA-31-T2, N31XL, OPERATED BY FALCON COMMUNICATION OF MALDEN, MO CRASHED SOUTH OF THE JACKSON, TN AIRPORT (MKL). THE PILOT AND FOUR PASSENGERS WERE FATALLY INJURED AND THE AIRCRAFT WAS DESTROYED. THE FLIGHT ORIGINATED FROM MALDEN, MISSOURI AND ABOUT 20 MINUTES BEFORE THE ACCIDENT, THE PILOT REPORTED TO AIR TRAFFIC CONTROLLER THAT HE HAD A PROBLEM WITH AN ENGINE AND WAS GOING TO SHUT IT DOWN. THE CONTROLLER TOLD THE PILOT THAT HE COULD DESCEND TO 7,000 FEET. ABOUT 10 MINUTES LATER, THE PILOT REQUESTED VECTORS FOR THE ILS APPROACH TO RUNWAY AT MKL. THE PILOT REPORTED TO THE CONTROLLER THAT HE HAD THE LEFT ENGINE SHUT DOWN. APPROXIMATELY 5 MINUTES LATER, THE PILOT REPORTED HE HAD A RUNWAY PROPELLER. ABOUT 1 MINUTE LATER, THE PILOT REPORTED TO BE IN VISUAL CONDITIONS AND REQUESTED RADAR VECTOR DIRECT TO THE AIRPORT. THE PILOT REPORTED THAT HE HAD A CLOUD LAYER UNDER HIM AND THAT HE HAD THE LOCALIZER FREQUENCY SET FOR RUNWAY 2. THE PILOT WAS INSTRUCTED TO CONTACT MKL TOWER AND NO FURTHER CONTACT WAS MADE. AIRCRAFT CRASHED INTO A WOODED AREA. 20010603015519I (-23) EMERGENCY LANDING TEN MINUTES AFTER REFUELED WITH 15 GALS. OF JET-A FUEL AT BORINQUEN, INTERNATIONAL AIRPORT AT AGUADILLA, PUERTO RICO BY CARIBE COPECA, A FUEL VENDOR. REFER TO STUDENT PILOT STATEMENT, MR. EDUARDO CESNEROS, DATED JUNE 5, 2001 FOR PERTINENT DETAILS. (NO STATEMENT ATTACHED). 20010603017649A (-23) DURING CLIMBOUT, AIRCRAFT DID NOT CLIMB AT A SUFFICIENT RATE TO CLEAR THE TREES AT THE END OF THE RUNWAY. PILOT ELECTED TO LAND AIRCRAFT STRAIGHT AHEAD PRIOR TO THE TREES. WHILE ATTEMPTING THIS MANUEVER, PILOT STALLED AIRCRAFT AND STRUCK THE GROUND RESULTING IN SUBSTANTIAL DAMAGE TO THE AIRCRAFT AND SERIOUSLY INJURING THE OCCUPANT IN THE FRONT COCKPIT. ARIMAN TO BE RE-EXAMINED. 20010603018259I (-23) AFTER LANDING ON RUNWAY 01R DULLES MWAA RAMP TOWER CLEARED UNITED FLIGHT #190 TO PARKING VIA TAXI WAY ECHO AFTER LUFTHANSA FLIGHT #419 WAS CLEARED TO PUSH OFF OF GATE C-2. TUG DRIVER STOPPED THE PUSH WHEN HE REALIZED THE UNITED 77 WAS NOT GOING TO STOP. LUFTHANSA WAS PUSHED BACK APPROXIMATELY 15 FEET INTO TAXI WAY WHEN THE UNITED 777'S RIGHT WING CAME IN CONTACT WITH THE LUFTHANSA 747 TAIL CONE APU AREA CAUSING SUBSTANTIAL DAMAGE TO BOTH AIRCRAFT. THERE WAS NO FIRE OR INJURIES AND AN EMERGENCY EVACUATION WAS NOT INITIATED. THIS INCIDENT INVESTIGATION IS CLOSED. NOTE: CHDO IS HANDLING ANY EIR ACTION AS A RESULT OF THIS INCIDENT. 20010603019379I (-23) STUDENT PILOT ON LOCAL SOLO FLIGHT LANDED IN A SLIGHT CROSSWIND. THE PLANE SWERVED TO THE LEFT AND THE RIGHT WING CAME UP. THE AIRPLANE NOSED OVER MOMENTARILY AND THE PROPELLER TOUCHED THE RUNWAY. THE AIRCRAFT DEPARTED THE SIDE OF THE RUNWAY INTO THE GRASS, BUT THE PILOT WAS ABLE TO TAXI BACK ONTO THE RUNWAY AND EXIT VIA A TAXIWAY. 20010603036139I (-23) PIC FAILED TO ENSURE LANDING GEAR DOWN AND LOCKED DURING TOUCH AND GO EXERCISES. REALIZED MISTAKE APPLIED MAX POWER AND WENT AROUND. HOWEVER MINOR DAMAGE WAS SUSTAINED TO THE AIRCRAFT'S BELLY AND PROP. REVIEW OF MAINTENANCE RECORDS REVEALED THE OWNER FAILED TO MAINTAIN STATUS OF APPLICABLE AIRWORTHINESS DIRECTIVES (AD), INCLUDING FOR EACH THE METHOD OF COMPLIANCE, THE AD NUMBER, AND REVISION DATE. ALSO FOR RECURRING AD'S THE OWNER FAILED TO RECORD THE TIME AND DATE WHEN THE NEXT ACTION IS REQUIRED. ^PRIVACY DATA OMITTED^ 20010603039719A (-23) ON JUNE 3, 2001, ABOUT 1900 ADT, A FLOAT-EQUIPPED NOORDUUN NORSEMAN UC64A, N225BL, SUSTAINED DAMAGE DURING TAKEOFF FROM A REMOTE TIDAL LAKE, 28 NM SE OF SEWARD, ALASKA. PILOT TOOK OFF UNDER FULL POWER AND BEGAN ROTATION AT HIGHER THAN NORMAL AIRSPEED TO COMPENSATE FOR GUSTY CONDITIONS. AS AIRCRAFT TRANSITIONED TO FLIGHT, PILOT LOWERED NOSE TO INCREASE AIRSPEED AND, AFTER ACHIEVING 90 KIAS, AIRCRAFT ENCOUNTERED TURBULENCE, AIRSPEED DROPPED AND AIRCRAFT YAWED LEFT AND BEGAN TO FALL, LEFT WING LOW. PILOT CORRECTED WITH RIGHT RUDDER AND AILERON AS AIRCRAFT CONTINUED TO FALL. HE PUSHED YOKE FORWARD TO INCREASE AIRSPEED, BUT AIRCRAFT CONTINUED FALLING AND STRUCK WATER, LEFT FLOAT FIRST. 20010603039809A (-23) ON JUNE 03, 2001, MR. GLASS WAS LANDING AT THE SANDY RIVER STRIP APPROXIMATELY 25 MILES NORTHEAST OF PORT MOLLER, ALASKA. AFTER DETERMINING A STRONG CROSSWIND CONDITION AND DURING THE LANDING FLARE, THE PILOT DECIDED HE WAS TOO LONG AND ATTEMPTED TO ABORT THE LANDING AND GO-AROUND. AS THE PILOT ADDED POWER, HE ALLOWED THE AIRCRAFT TO DRIFT TO THE RIGHT OF THE RUNWAY CONTACTING THE GROUND WITH THE WINGTIP. THE RIGHT MAIN GEAR COLLAPSED AND THE AIRCRAFT CAME TO REST WITH ADDITIONAL DAMAGE TO THE RIGHT AILERON AND ELEVATOR. 20010604010439A (-23)AIRCRAFT WAS ENROUTE FROM EUFAULA, ALABAMA AIRPORT (EUF) TO BOGALUSA, LOUISIANA AIRPORT (BXA). THE PILOT REPORTED THAT APPROXIMATELY 20 MILES TO THE EAST OF THE DESTINATION AIRPORT, THE AIRCRAFT SUSTAINED AN ENGINE POWER LOSS, THAT IT QUIT, RESTARTED THEN QUIT AGAIN. HE STATED THAT HE WAS UNABLE TO TRANSFER FUEL FROM THE LEFT AUXILIARY TANK TO THE LEFT MAIN TANK. HE SAID WHEN HE TURNED THE TRASFER PUMP SWITCH ON, THE LIGHT DIDN'T COME ON AND THERE WAS NO INDICATION OF FUEL TRANSFER. DURING THE OFF AIRPORT LANDING IN HILLY FARM FIELD, THE AIRCRAFT LEFT WING STRUCK A TELEPHONE POLE, SEVERING THE LEFT WING FROM THE AIRCRAFT. POST CRASH EXAMINATION OF THE AIRCRAFT REVEALED THAT THE LEFT AUXILIARY TANK WAS FULL (11.5 GALLONS USABLE), ALL OTHER TANKS WERE EMPTY. THERE WAS A SMALL AMOUNT OF FUEL IN THE GASCOLATOR, ELECTRIC STANDBY FUEL PUMP AND BOTH AUXILIARY TRANSFER PUMPS. ALL FUEL SCREENS WERE CLEAN AND NO CONTAMINATION OBSERVED. THE FUEL WAS BLUE AND SMELLED LIKE 100 LL AVIATION FUEL. AN IN LINE 5 AMP/32 VOLT FUSE TIED INTO THE WIRE BUNDLE UNDER THE INSTRUMENT PANEL FOR THE TRANSFER PUMP WAS BROWN. THE PUMP OPERATED WHEN PROVIDED A 12 VDC POWER SOURCE. FUEL STARVATION OCCURRED DUE TO LACK OF EARLY FUEL TRANSFER PLANNING AND BLOWN FUSE. (.19)ON JUNE 4, 2001, AT 1545 CENTRAL DAYLIGHT TIME, A CESSNA 172L, N18PF, MADE AN EMERGENCY LANDING IN A FIELD AFTER A LOSS OF ENGINE POWER 17 MILES NORTH PICAYUNE, MISSISSIPPI. THE FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. THE AIRPLANE WAS SUSTAINED SUBSTANTIAL DAMAGE, AND THE PILOT RECEIVED MINOR INJURIES. THE FLIGHT DEPARTED EUFAULA, ALABAMA, AT 1315 CENTRAL DAYLIGHT TIME. ACCORDING TO THE PILOT, HE WAS ENROUTE FROM EUFAULA, ALABAMA, TO BOGOLUSA, LOUISIANA, WHEN THE ENGINE LOST POWER AND QUIT. DURING AN EMERGENCY DESCENT OUT OF 4500 FEET, THE PILOT ATTEMPTED TO RESTORE FULL ENGINE POWER BUT FAILED. THE PILOT THEN EXECUTED A FORCED LANDING TO A NEARBY FIELD. UNAWARE OF THE ROUGH AND UNEVEN FIELD, THE PILOT CONTINUED THE EMERGENCY DESCENT AND APPROACH. DURING THE LANDING ROLL, THE AIRPLANE BOUNCED MULTIPLE TIMES, AND FINALLY CAME TO A STOP WHEN IT COLLIDED WITH A UTILITY POLE IN THE FIELD. (.4) ON JUNE 4, 2001, AT 1530 CENTRAL DAYLIGHT TIME, A CESSNA 172L, N18PF, MADE AN EMERGENCY LANDING IN A FIELD AFTER A LOSS OF ENGINE POWER 17 MILES NORTH OF PICAYUNE, MISSISSIPPI. THE FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE, AND THE PILOT RECEIVED MINOR INJURIES . THE FLIGHT DEPARTED EUFAULA, ALABAMA, AT 1315 CENTRAL DAYLIGHT TIME. ACCORDING TO THE PILOT, HE WAS ENROUTE FROM EUFAULA, ALABAMA, TO BOGOLUSA, LOUISIANA, WHEN THE ENGINE LOST POWER AND QUIT. DURING AN EMERGENCY DESCENT OUT OF 4500 FEET, THE PILOT ATTEMPTED TO RESTORE FULL ENGINE POWER BUT FAILED. THE PILOT THEN EXECUTED A FORCED LANDING TO A NEARBY FIELD. DURING THE EMERGENCY DESCENT TO LAND IN A HILLY FARM FIELD, THE AIRPLANE'S LEFT WING STRUCK A UTILITY POLE DURING LANDING ROLL, SEVERING THE LEFT WING FROM THE AIRPLANE. ONSITE EXAMINATION OF THE AIRPLANE REVEALED THE FUEL SELECTOR WAS FOUND ON BOTH, AND THE MAIN AUXILIARY FUEL PUMP SWITCH WAS IN THE "OFF" POSITION. FURTHER INSPECTION SHOWED THE SHOULDER HARNESS ON THE PILOTS SIDE WERE NOT IN USE AT THE TIME OF THE ACCIDENT. THE CESSNA HAD TWO ADDITIONAL AUXILIARY FUEL TANKS INSTALLED WITH A SUPPLEMENTAL TYPE CERTIFICATE IN AUGUST, 2000. THESE AUXILIARY FUEL TANKS ARE OPERATED BY AUXILIARY FUEL PUMPS. EAC H FUEL TANK HELD APPROXIMATELY 11.5 GALLONS. DURING THE ONSITE WRECKAGE EXAMINATION, THE TWO MAIN FUEL TANKS WERE FOUND TO BE EMPTY AS WELL AS THE RIGHT AUXILIARY FUEL TANK. THE LEFT AUXILIARY FUEL TANK HAD APPROXIMATELY 11.5 GALLONS, OF FUEL REMAINING. THE LEFT AUXILIARY FUEL PUMP WAS REMOVED AND IT WAS FULL OF FUEL. THERE WERE NO SEDIMENT OR CONTAMINATION FOUND DURING THE INSPECTION. THE PUMP WA 20010604010819A (.19)ON JUNE 4, 2001, AT 0855 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-28-180, N5413S, COLLIDED WITH A TREE WHILE TURNING CROSSWIND AFTER TAKEOFF AT BIG BEAR CITY, CALIFORNIA. THE AIRPLANE WAS DESTROYED AND THE STUDENT PILOT, THE SOLE OCCUPANT, RECEIVED FATAL INJURIES. AERO HAVEN, INC., WAS OPERATING THE AIRPLANE AS AN INSTRUCTIONAL FLIGHT UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. THE FLIGHT WAS ORIGINATING FROM THE BIG BEAR AIRPORT AT THE TIME OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PLANNED LOCAL FLIGHT. A FLIGHT INSTRUCTOR WAS STANDING NEAR MIDFIELD AS THE AIRPLANE DEPARTED. THE WINDS WERE FROM 080 DEGREES AT 8 KNOTS. BEFORE THE AIRPLANE DEPARTED, ANOTHER AIRPLANE TOOK OFF ON RUNWAY 08, FLYING DIRECTLY OVER THE ACCIDENT AIRPLANE. THE UNICOM WAS REPORTED TO BE IN OPERATION; HOWEVER, NO ONE REPORTED HEARING THE ACCIDENT AIRPLANE REQUEST DEPARTURE INFORMATION OR MAKE A POSITION REPORT. THE AIRPLANE TOOK OFF ON RUNWAY 26, INITIATING THE DEPARTURE FROM THE APPROACH END. AT MIDFIELD THE PILOT ROTATED AND THE AIRPLANE BEGAN WHAT WAS DESCRIBED AS A NORMAL CLIMB OUT. AFTER GAINING ABOUT 250 AGL, THE ATTITUDE OF THE AIRPLANE LEVELED AND BEGAN TO SINK, LOSING ABOUT 50 TO 75 FEET OF ALTITUDE. THE PILOT THEN BEGAN A 45-DEGREE BANKED TURN TO THE LEFT. AFTER ABOUT 90 DEGREES OF TURN, THE AIRPLANE BEGAN APPROACHING SOME 200-FOOT-TALL PINE TREES THAT WERE GROWING ALONG THE LEFT SIDE OF THE DEPARTURE PATH. AS THE AIRPLANE NEARED THE TREES, THE BANK ANGLE STEEPENED AND THE NOSE OF THE AIRPLANE SUDDENLY DROPPED AS THE RIGHT WING CONTACTED SEVERAL BRANCHES NEAR THE TOP OF ONE OF THE TREES. THE RIGHT WING SEPARATED FROM THE AIRPLANE AND BOTH IT AND THE AIRPLANE IMPACTED THE GROUND WITHIN A FEW FEET OF THE BASE OF THE TREE. A POSTACCIDENT INSPECTION OF THE AIRPLANE REVEALED THAT THE RIGHT MAGNETO WOULD NOT PRODUCE A SPARK WHEN ROTATED BY HAND. THE AIRPLANE HAD REPORTEDLY HAD A MAGNETO PROBLEM REPAIRED ON JUNE 1, 2000. (-23) AIRCRAFT DEPARTED BIG BEAR AIRPORT AT APPROXIMATELY 0855 ON 4 JUNE, 2001 ON A SOUTH WEST DEPARTURE, BRIEFLY CLIMBED AND SUBSEQUENTLY LOST DIRECTIONAL CONTROL OF AIRCRAFT. AIRCRAFT IMPACTED INTO A PINE TREE APPROXIMATELY 75 FEET FROM HIGHWAY 18 AND APPROXIMATELY ONE HALF MILE FROM END OF RUNWAY. 20010604011509I (-23)ACCORDING TO THE PILOT, THE ONLY OCCUPANT, HE MADE SIX UNEVENTFUL LANDINGS AT PRC. ON THE SEVENTH LANDING THE LEFT MAIN GEAR PARTIALLY COLLAPSED ON ROLLOUT. HE STATES THAT THE AIRCRAFT SPEED WAS APPROX 10-20 MPH DURING ROLLOUT. THE DAMAGE WAS DONE TO THE LEFT WING TIP, LEFT FLAP, AND LEFT MAIN GEAR DOOR. NO OTHER DAMAGE TO AIRPORT PROPERTY AND NO INJURIES. THE PILOT STATED HE WAS CHECKING OUT THE EXPERIMENTAL AIRCRAFT FOR EVALUATION.-END- 20010604011809A (-23)ON JUNE 4, 2001, ABOUT 1932 PDT, VISION AIR FLIGHT 12, A PIPER PA-31, N209TA, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE RIGHT MAIN LANDING GEAR COLLAPSED DURING THE LANDING ROLL AT NORTH LAS VEGAS,NEVADA. THE AIRPLANE DEPARTED THE RIGHT SIDE OF THE RUNWAY. VISION AIR WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 135. THE COMMERICAL PILOT AND NINE PASSENGERS WERE NOT INJURED. THE CROSS-COUNTRY FLIGHT DEPARTED GRAND CANYON, ARIZONA ABOUT 1830 ENROUTE TO NORTH LAS VEGAS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, NO FLIGHT PLAN HAD BEEN FILED. 20010604013159I (-23) WHILE CONDUCTING FLIGHT INSTRUCTION, CFI DEMONSTRATING APPROACH AND LANDING TO STUDENT, ON SECOND FULL STOP LANDING AT L39, NOSE WHEEL COLLAPSED. INSPECTION OF AIRCRAFT INDICATED THAT UPPER DRAG LINK BOLT (AN7-35) FAILED, ALLOWING THE NOSE GEAR TO FOLD FORWARD INTO NOSE WHEEL WELL. AIRCRAFT SUSTAINED MINOR DAMAGE TO NOSE CONE, LOWER FORWARD FUSELAGE AND NOSE GEAR DOORS. LH AND RH PROPELLOR TIPS BENT AND ENGINES EXPERIENCED SUDDEN STOPPAGE. NO REPORTED INJURIES TO FOUR OCCUPANTS ONBOARD. AIRCRAFT RECORDS INDICATE COMPLIANCE WITH AD 93-24-14 ON JULY 20, 2000, 365.2 HOURS PRIOR TO THIS EVENT. 20010604014949I (-23) PILOT STATED THAT BEFORE LANDING, THE AIRCRAFT SHOWED THREE GREEN LIGHTS INDICATING THE LANDING GEAR WAS DOWN IN A LOCKED POSITION. AFTER LANDING AND DURING ROLL OUT, THE AIRCRAFT LANDING GEAR FAILED. EYEWITNESS CONCURRED WITH PILOT THAT THE AIRCRAFT LANDED NORMALLY AND THAT THE LANDING GEAR FOLDED DURING ROLL OUT. NO CAUSAL FACTOR HAS BEEN DISCOVERED WITH THE REPORTED LANDING GEAR FAILURE AT THIS TIME. 20010604015389I (-23) THIS WAS A NIGHT INSTRUCTIONAL FLIGHT TO BUILD TIME IN A MULTIENGINE AIRCRAFT FOR THE STUDENT WHO RECEIVED HIS MULTIENGINE RATING LAND LAST MONTH. THE AIRCRAFT WAS RETURNING TO VERO BEACH, FL AIRPORT AFTER THE TOWER CLOSED. THEY MADE A STRAIGHT IN APPROACH TO RUNWAY 11R, FOLLOWING ANOTHER TWIN. THEY LANDED GEAR-UP, AND NEVER KNEW THEIR GEAR WAS UP UNTIL SLIDING DOWN THE RUNWAY. THE GEAR WAS INSPECTED BY MAINTENANCE AND ALL SYSTEMS OPERATED PROPERLY. THE FLIGHT INSTRUCTOR WILL BE GIVEN A 44709 AND THE PILOT WILL BE COUNSELED. 20010605011759A (-23)WHILE LANDING ON RUNWAY 19, BOWMAN FIELD, LOUISVILLE, KY, FLIGHT INSTRUCTOR HERZOG LOST CONTROL OF THE AIRCRAFT, VEERED LEFT AND HIT A WOODEN BARRICADE. THE LEFT LANDING GEAR WAS RIPPED OFF THE AIRCRAFT AND CAUSED DAMAGE TO THE AIRFRAME. NO INJURIES OCCURRED. 20010605013339I (-23) THE PILOT STATED HE WAS PRACTICING TAKE-OFFS AND LANDINGS ON RUNWAY 30 AT MILES CITY, MONTANA. ON THE 5TH OR 6TH LANDING, HE FORGOT TO PUT THE GEAR DOWN. 20010605013639I (-23) ON JUNE 5, 2001, AT 1430 HOURS, A CESSNA 421 (CFGDU) OWNER AND OPERATED BY CANADIAN PILOT DAVID HAINES LANDED AT MDT AIRPORT IN MIDDLETOWN, PA. UPON LANDING, ALL THE GEAR COLLAPSED. THIS FLIGHT WAS CONDUCTED UNDER FAR PART 91 IN VISUAL METEOROLOGICAL CONDITIONS. THE AIRCRAFT RECEIVED MINOR DAMAGE AND THERE WERE NO INJURIES. PILOT HAINES STATED THAT HE HAD SMOKE IN THE COCKPIT, AND TURNED OFF THE MASTER SWITCH. AFTER ENTERING THE PATTERN, HE TURNED ON THE MASTER SWITCH TO LOWER THE GEAR. THE COCKPIT AGAIN FILLED WITH SMOKE. HE TURNED THE MASTER OFF, AND CONTINUED TO LOWER THE GEAR MANUALLY. UPON LANDING, THE GEAR COLLAPSED. INVESTIGATION REVEALED THE SMOKE MAY HAVE BEEN CAUSED BY THE HEATER. 20010605014229A (.19)ON JUNE 5, 2001, ABOUT 1630 CENTRAL DAYLIGHT TIME, AN ENSTROM F28A, N9565, REGISTERED TO A PRIVATE INDIVIDUAL, ROLLED OVER WHILE LIFTING OFF A TRAILER AT THE DOUBLE SPRINGS-WINSTON COUNTY AIRPORT, DOUBLE SPRINGS, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE-RATED PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE OCCURRENCE. THE PILOT STATED WHEN INTERVIEWED THE FIRST TIME 2 DAYS AFTER THE ACCIDENT THAT THE HELICOPTER WAS ON A TRAILER THAT HAD BEEN IN A HANGAR, BUT THE TRAILER WITH HELICOPTER ONBOARD WAS REMOVED FROM THE HANGAR ONTO THE RAMP. HE PLANNED ON LIFTING THE HELICOPTER OFF THE TRAILER ONTO THE RAMP FIRST, THEN INTENDED ON LANDING THE HELICOPTER ONTO A LARGER TRAILER. HE STATED THAT WHEN HE ATTEMPTED TO LIFT OFF FROM THE SMALLER TRAILER, THE REAR PORTION OF THE LEFT SKID CAUGHT ON THE TRAILER AND THE HELICOPTER ROLLED OVER. (-23) ON JUNE 5, 2001, AT APPROX. 1700L, THE ABOVE IDENTIFIED HELICOPTER WAS MOVED ON A TRAILER TO A POSITION 40 FEET FROM A HANGAR TO RUN THE ENGINE AND CHECK THE GENERATOR. MR. DICKERSON THE OWNER WHO HOLDS AN AIRPLANE SINGLE ENGINE LAND PILOTS CERTIFICATE WAS THE THE CONTROLS. DURING THE ENGINE RUN, MR. DICKERSON LOST CONTROL OF THE HELICOPTER AND THE LEFT SKID FELL OFF THE TRAILER CAUSING THE MAIN AND TAIL ROTORS TO STRIKE THE GROUND. THERE WAS ADDITIONAL DAMAGE TO THE LEFT SKID AND THE TAIL SECTION JUST FORWARD OF THE TAIL ROTOR. TO DATE NO FURTHER INSPECTIONS HAVE BEEN PERFOMED TO CHECK FOR ADDITIONAL DAMAGE. (.4) ON JUNE 5, 2001, ABOUT 1630 CENTRAL DAYLIGHT TIME, AN ENSTROM F28A, N9565, REGISTERED TO A PRIVATE INDIVIDUAL, ROLLED OVER WHILE LIFTING OFF A TRAILER AT THE DOUBLE SPRINGS-WINSTON COUNTY AIRPORT, DOUBLE SPRINGS, ALABAMA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED AND THE PRIVATE-RATED PILOT, THE SOLE OCCUPANT, SUSTAINED MINOR INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE OCCURRENCE. THE PILOT STATED WHEN INTERVIEWED THE FIRST TIME 2 DAYS AFTER THE ACCIDENT THAT THE HELICOPTER WAS ON A TRAILER THAT HAD BEEN IN A HANGAR, BUT THE TRAILER WITH HELICOPTER ONBOARD WAS REMOVED FROM THE HANGAR ONTO THE RAMP. HE PLANNED ON LIFTING THE HELICOPTER OFF THE TRAILER ONTO THE RAMP FIRST, THEN INTENDED ON LANDING THE HELICOPTER ONTO A LARGER TRAILER. HE STATED THAT WHEN HE ATTEMPTED TO LIFT OFF FROM THE SMALLER TRAILER, THE REAR PORTION OF THE LEFT SKID CAUGHT ON THE TRAILER AND THE HELICOPTER ROLLED OVER. A COPY OF THE RECORD OF CONVERSATION IS AN ATTACHMENT TO THIS REPORT. HE SUBMITTED A REPORT TO THE NTSB STATING THAT THE PURPOSE OF THE FLIGHT WAS TO PERFORM AN ENGINE RUN ONLY FOLLOWING AN ANNUAL INSPECTION AND THERE WAS NO INTENTION TO FLY THE HELICOPTER. HE STATED IN THE REPORT THAT DURING THE ENGINE RUN, THE HELICOPTER "VIBRATED THE SKIDS OFF THE TRAILER, FALLING ON SIDE DAMAGING MAIN AND TAIL ROTOR BLADES." A COPY OF THE NTSB REPORT IS AN ATTACHMENT TO THIS REPORT. 20010605015959A (-23) AIRCRAFT LEFT MAIN WHEEL ENCOUNTERED SOFT, LOOSE DIRT DURING LANDING ROLLOUT ON GRASS AIRPORT. PILOT STATED STEERING AND BRAKE HAD NO EFFECT. AIRCRAFT PIVOTED LEFT AND GEAR COLLAPSED. PILOT AND WITNESS STATED THAT APPROACH LANDING AND ROLLOUT WERE NORMAL UNTIL AIRCRAFT ENCOUNTERED THE SOFT LOAM. DURING POST ACCIDENT INSPECTION, THE TAIL WHEEL WAS FOUND SLIPPING IN TO FREE CASTER MODE AND WOULD NOT REENGAGE STEERING. THIS MAY HAVE CONTRIBUTED TO THE LOSS OF DIRECTIONAL CONTROL DURING ROLLOUT. 20010605019639A (-23) DUE TO THE PIC'S INJURIES, WE ARE UNABLE TO OBTAIN ALL NEEDED INFORMATION ON THIS ACCIDENT. PIC IS RELEASED FROM THE HOSPITAL AND RECOVERING SLOWLY. NOTE:(N-NBR CORRECTION). UPDATE: ON JUNE 5, 2001 ABOUT 5:45 PM, PIC DEPARTED HIS AIRSTRIP WITH A LOAD OF FERTILIZER. DUE TO A BAD WEATHER BUILDING UP AND RAIN IN THE AREA, PIC WAS FORCED TO RETURN AND LAND WITH APPROXIMATELY A FULL LOAD OF FERTILIZER (1000 LBS). UPON LANDING PIC APPLIED RAKES AND THE RIGHT BRAKE FAILED. PIC, ONCE REALIZING HE COULDN'T STOP, PROCEEDED TO TAKE BACK OFF WITH A TAIL WIND. THE NORTH END OF THE STRIP (ACROSS THE HWY) HAD A SET OF POWERLINES, TREES, A FENCE, MAILBOX AND HOUSE IN HIS PATH. PIC WAS UNABLE TO MANEUVER AROUND ALL THE OBJECTS AND HIT THE TREES LOSING ABOUT THREE FEET OF LEFT WING. THE PLANE ROLLED TO THE LEFT AND INVERTED AND WENT DOWN INTO THE TREES. THE PLANE CAUGHT FIRE AND WAS DESTROYED. 20010605022959I (-23) ON THE LANDING FLARE, THE TAIL OF THE AIRPLANE COLLIDED WITH THE GROUND. THIS WAS ORIGINALLY CLASSIFIED BY THE NTSB AS AN ACCIDENT THEN DOWNGRADED TO IN INCIDENT. FLIGHT CREW WAS RETRAINED AND RECHECKED ON 06/28/01. ALL FOLLOWUP AND CORRECTIVE ACTION HAS BEEN COMPLETED. 20010605026449A (-23) WHILE DEVIATING AROUND THUNDERSTORMS AND DESCENDING FROM FL280 TO FL240 THE AIRCRAFT ENCOUNTERED MODERATE TURBULENCE. THE SEATBELT SIGN HAD BEEN TURNED ON. ONE PASSENGER IN A LAVATORY SUFFERED A MINOR CUT ABOVE HER EYE.ANOTHER PASSENGER SUFFERED A BROKEN ANKLE WHILE IN ANOTHER LAVATORY. NO FLIGHT ATTENDANT REPORTS WERE FORTHCOMING FROM UNITED AIR LINES. 20010606012279I (-23) AMATEUR BUILT AIRCRAFT N400BH WAS TAKING OFF FROM JAMES CLEMENTS AIRPORT, BAY CITY, MICHIGAN ON JUNE 6, 2001 AT APPROXIMATELY 2:00 P.M. PILOT EXPERIENCED A DRAGGING BRAKE ON THE LEFT SIDE AND THE AIRCRAFT VEERED TO THE LEFT OF THE RUNWAY 05, HIT THE RUNWAY LIGHT AND BROKE THE ATTACHING SPRING ON THE RIGHT SIDE OF THE RUDDER CONTROL SPRING. THE PILOT LOST CONTROL OF THE AIRCRAFT WENT INTO THE WEEDS ON THE LEFT SIDE OF THE RUNWAY AND FLIPPED OVER. MINOR DAMAGE TO THE AIRCRAFT. THE PILOT WAS THE ONLY OCCUPANT IN THE AIRCRAFT AND RECEIVED NO SERIOUS INJURY. 20010606013409I (-23) PILOT HAD JUST BEGUN A DESCENT FROM 6000 FEET TO 3000 FEET WHEN HE HEARD THE SOUND OF AIR COMING FROM THE BACK OF THE CHEROKEE SIX. A SECOND OR TWO LATER THERE WAS A LOUD POPPING NOISE AND A GREATER RUSH OF AIR. THE PILOT THEN TURNED AROUND TO FIND THE TOP HALF OF THE PASSENGER DOOR MISSING. HE WAS ABOUT 20 NAUTICAL MILES FROM HIS DESTINATION (THE CONDORD, NORTH CAROLINA AIRPORT, JQF). A LANDING WAS MADE WITH NO FURTHER PROBLEMS. THE PILOT STATED THAT THE SUBJECT PASSENGER DOOR WAS SECURELY FASTENED PRIOR TO THE FLIGHT'S ORIGIN. 20010606014759A (-23) ON JUNE 6, 2001, AT APPROXIMATELY 1600 MOUNTAIN DAYLIGHT TIME, A PIPER PA-22-150 (CONVERTED TO A PA 20-150 WITH CONVENTIONAL LANDING GEAR), WAS SUBSTANTIALLY DAMAGED WHEN IT COLLIDED WITH TERRAIN DURING LANDING AT THE AKRON-WASHINGTON COUNTY AIRPORT, AKRON, COLORADO. THE PRIVATE PILOT IN COMMAND AND HER PRIVATE PILOT CERTIFICATED PASSENGER WERE NOT INJURED. VISUAL METEROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. 20010606014819A (-23) ON JUNE 6, 2001, AT APPROXIMATELY 1430 CDT, GRUMANN-SCHWEIZER, G-164-B, N48721, AN AGRICULTURAL AIRPLANE, WAS DESTROYED WHEN IT IMPACTED TERRAIN DURING TAKEOFF NEAR PORTIA, ARKANSAS. THE AIRPLANE WAS REGISTERED TO HICKS FARM, INC. AND OPERATED BY HOXIE FLYING SERVICE OF WALNUT RIDGE, ARKANSAS. THE COMMERCIAL PILOT, SOLE OCCUPANT, WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 137 AERIAL APPLICATION FLIGHT. THE LOCAL FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT TO DISPENSE DRY FERTILIZER TO A RICE FIELD. PRELIMINARY INFORMATION INDICATES THAT THE FULLY LOADED AIRPLANE DEPARTED THE PRIVATE STAGING AIRSTRIP TO THE WEST WITH A QUARTERING TAILWIND. DURING THE TAKEOFF INITIAL CLIMB, THE AIRPLANE'S RIGHT WING STRUCK A TREE. SUBSEQUENTLY, THE AIRPLANE IMPACTED THE GROUND IN A NEAR INVERTED, NOSE VERTICAL ATTITUDE. THE AIRPLANE CAME TO REST UPRIGHT AND WAS CONSUMED BY THE ENSUING FIRE. 20010606015079A (-23) AIRCRAFT COLLIDED WITH BERM ON TAKE OFF ROLL FROM A COW PASTURE. AIRCRAFT WAS FORCED TO LAND IN COW PASTURE AFTER PILOT WAS UNABLE TO SWITCH AN D OBTAIN FUEL FROM THE LEFT TANK. AFTER LANDING PILOT REFUELED RIGHT TANK AND ATTEMPTED TO TAKE OFF STRIKING AN EARTHEN BERM AND SUBSTANTIALLY DAMAGING THE AIRCRAFT. (.4) ON JUNE 6, 2001, AT 1130 EASTERN DAYLIGHT TIME, A PIPER PA-22-150, N6955D, COLLIDED WITH THE GROUND DURING AN ATTEMPTED TAKEOFF FROM A FIELD NEAR POMARIA, SOUTH CAROLINA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT WAS NOT INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT DEPARTED THE OPEN FIELD IN POMARIA, SOUTH CAROLINA, AT 1129. THE PILOT REPORTED THAT ONE HOUR AND TWENTY MINUTES INTO THE FLIGHT HE ATTEMPTED TO SWITCH FUEL TANKS FROM THE RIGHT TANK TO THE LEFT TANK. THE PILOT COULD NOT GET THE FUEL SELECTOR INTO THE PROPER POSITION FOR THE LEFT TANK SO HE SWITCHED IT BACK TO THE RIGHT. HE THEN FOUND A GRASS FIELD AND LANDED THE AIRPLANE. AFTER LANDING, THE PILOT FOUND A MAN WHO LIVED NEAR BY, TO GET HIM SOME AUTO FUEL. THE AIRPLANE HAD AN AUTO FUEL SUPPLEMENTAL TYPE CERTIFICATE (STC). AFTER REFUELING THE AIRPLANE, THE PILOT DID A PRE-FLIGHT INSPECTION, WALKED AROUND THE FIELD AND ATTEMPTED TO TAKE-OFF. ON TAKE-OFF ROLL THE AIRPLANE HIT A DITCH. WHEN THE AIRPLANE HIT THE DITCH, THE NOSE WHEEL BROKE OFF AND THE AIRPLANE NOSED FORWARD TO THE GROUND. EXAMINATION OF THE AIRPLANE REVEALED NO MECHANICAL MALFUNCTIONS. THE PILOT DID NOT REPORT ANY MECHANICAL FAILURES. ACCORDING TO TAKEOFF DATA FOR THE PA-22-150, THE GROUND RUN TO CLEAR A 50-FOOT OBSTACLE IS 685 FEET. THE PILOT REPORTED THAT THE ON GROUND COLLISION OCCURRED AS THE AIRPLANE APPROACHED 1000 FEET OF GROUND RUN. (.19) ON JUNE 6, 2001, AT 1130 EASTERN DAYLIGHT TIME, A PIPER PA-22, N6955D, COLLIDED WITH THE GROUND DURING AN ATTEMPTED TAKEOFF FROM A FIELD NEAR POMARIA, SOUTH CAROLINA. THE PERSONAL FLIGHT WAS OPERATED BY THE PILOT UNDER THE PROVISIONS OF TITLE 14 CFR PART 91 WITH NO FLIGHT PLAN FILED. VISUAL WEATHER CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT WAS NOT INJURED AND THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE FLIGHT DEPARTED T HE OPEN FIELD IN POMARIA, SOUTH CAROLINA, AT 1129. THE PILOT REPORTED THAT EARLIER THE SAME DAY HE EXECUTED A FORCED LANDING TO THE OPEN FIELD AFTER EXPERIENCING A LOSS OF ENGINE POWER. AFTER REFUELING THE AIRPLANE, THE PILOT ATTEMPTED A TAKEOFF. DURING THE INITIAL CLIMB FROM THE FIELD, THE AIRPLANE COLLIDED WITH RISING TERRAIN. 20010606016179I (-23) A TELEPHONE INTERVIEW WITH MR. GEORGE COOPER REVEALED, ON JUNE 06,2001 HE FILED AN IFR FLIGHT WITH LANSING, MI (LAN) FLIGHT SERVICE FOR INTENTION TO FLY PONTIAC, MI (PTK) TO LAN AIRPORTS. UPON DEPARTURE FROM PTK HE DECIDED TO CANCEL HIS FLIGHT PLAN VIA DETROIT CENTER AND DO THREE LANDINGS AT PTK. ALL DEPARTURES AND LANDINGS FROM PTK WERE ON RUNWAY 9 LEFT. ON HIS THIRD LANDING AT PTK MR. GEORGE COOPER ADMITTED THAT HE FORGOT TO PUT THE GEAR DOWN ON BASE LEG AS HE NORMALLY DOES EVERY OTHER FLIGHT. HE THEN PROCEEDED TO LAND GEAR UP AT PTK AT APPROXIMATELY 1400 LOCAL TIME. THE AIRCRAFT SUSTAINED MINOR DAMAGE. A FOLLOW UP CALL TO MR. JOHNNY JOHNS MECHANIC AT PTK FOR REPAIRS REQUIRED TO THIS AIRCRAFT, REVEALED ENGINE TEARDOWN, PROPELLER, TWO ANTENNAS, THREE BELLY SKINS, AND ONE CIRCUMFRAL FORMER NEEDING REPLACEMENT. THIS IS CLASSIFIED AS AN INCIDENT. ^PRIVACY DATA OMITTED^ 20010606016959A (.19) ON JUNE 6, 2001, ABOUT 1735 EASTERN DAYLIGHT TIME, AND MOONEY M20J, N4780H, REGISTERED TO AND OPERATED BY A PRIVATE INDIVIDUAL, AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED IN MONROE, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED. THE COMMERCIAL RATED PILOT, AND TWO PASSENGERS RECEIVED FATAL INJURIES, AND THE AIRPLANE WAS DESTROYED. THE FLIGHT DEPARTED FROM CHARLOTTE, NORTH CAROLINA, THE SAME DAY, ABOUT 1720. ACCORDING TO AN FAA OFFICIAL, THE PILOT HAD FILED AN IFR FLIGHT PLAN FROM CHARLOTTE, NORTH CAROLINA, TO JACKSONVILLE, NORTH CAROLINA, AND AT 1730:24, WHILE EN ROUTE, HE HAD INFORMED DEPARTURE CONTROL THAT HE WAS HAVING ELECTRICAL PROBLEMS, REQUESTING TO DIVERT TO AN AIRPORT THAT WAS CLOSE BY. THE OFFICIAL FURTHER STATED THAT THE PILOT WAS OFFERED THE OPTION TO DIVERT TO AN AIRPORT THAT WAS ABOUT 2 MILES BEHIND HIM, OR TO MONROE AIRPORT, WHICH WAS ABOUT 6 MILES AHEAD, WHICH HAD MORE SERVICES AVAILABLE. THE OFFICIAL SAID THAT THE PILOT CHOSE TO PROCEED TO THE MONROE AIRPORT, STATING THAT IT WAS NOT AN EMERGENCY YET. AT 1730:57, THE PILOT REPORTED THE AIRPORT IN SIGHT, AND ACCORDING TO THE OFFIC EAL, THE CONTROLLER CLEARED THE PILOT FOR THE VISUAL APPROACH, STATING THAT HE BELIEVED THAT RUNWAY 23 WAS IN USE, AND TELLING THE PILOT TO DESCEND AT HIS OWN DISCRETION. THE OFFICIAL SAID THAT THE PILOT THEN ACKNOWLEDGED THE COMMUNICATIONS TRANSMISSION SAYING, "ROGER TWO THREE," AND THAT WAS THE LAST RADIO COMMUNICATION BETWEEN THE CONTROLLER AND THE PILOT. THE FAA OFFICIAL STATED THAT AT 1735:46, THE CREW OF A HAWKER CORPORATE JET, WHICH WAS DEPARTING FROM MONROE AIRPORT, REPORTED THAT N4780H HAD JUST CRASHED, AND THAT THERE WAS SMOKE AND FIRE AT THE SCENE OF THE CRASH. (-23) ON JUNE 6, 2001, AT APPROXIMATELY 1720 HOURS EASTERN DAYLIGHT TIME MOONEY N4780H DEPARTED CLT INROUTE TO JACKSONVILLE, NC. ON BOARD WAS THE AIRCRAFT OWNER/PILOT GREGORY MARTIN RUSSELL AND TWO PASSENGERS. AT 1730:24, N4780H INFORMED CLT ATC HE WAS HAVING PROBLEMS WITH THE ELECTRICAL SYSTEM AND NEEDED TO GET DOWN AT THE NEAREST AIRPORT. THE PILOT OF N4780H DECIDED TO LAND AT THE MONROE, NC (EQY) AIRPORT RUNWAY 23. ACCORDING TO EYE WITNESS REPORTS THE ABOVE ACFT. WAS MAKING ODD MANEUVERS LEFT ON THE APPROACH END OF RUNWAY 23. THE ACFT. DESCENDED BELOW THE TREE LINE AND REAPPEARED IN A NOS E HIGH ATTITUDE AND THEN DESCENDED AGAIN. BLACK SMOKE WAS OBSERVED BY THE WITNESSES. SEE ENCLOSED STATEMENTS AND REPORTS. 20010607010539A (-23)PRIOR TO TAKE OFF WHILE TAXIING THE PILOT EXPERIENCED A SKIP ON THE ENGINE. HE PERFORMED THE PRE TAKE OFF RUN UP AND THE PROBLEM CLEARED UP AFTER CYCLING THE MAGNETOES. DURING THE TAKE OFF CLIMB HE EXPERIENCED THE SKIP IN THE ENGINE AGAIN AND ABORTED THE TAKE OFF FROM APPROXIMATELY 100 TO 200 FEET AGL WITH ABOUT 1/3 OF THE RUNWAY REMAINING. THE AIRCRAFT CAME DOWN AT A STEEP ANGLE CONTACTING THE RUNWAY WITH THE NOSE WHEEL, BOUNCING AND HITTING THE NOSE WHEEL AGAIN OFF THE END OF THE RUNWAY CAUSING THE AIRCRAFT TO FLIP OVER COMING TO REST UPSIDE DOWN. 20010607010869A (.19)ON JUNE 7, 2001, ABOUT 1140 HOURS PACIFIC DAYLIGHT TIME, A GATES LEARJET 24A, N805NA, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A HARD LANDING AT SOUTHERN CALIFORNIA LOGISTICS AIRPORT, VICTORVILLE, CALIFORNIA. THE NATIONAL AERONAUTICS AND SPACE ADMINISTRATION (NASA) WAS OPERATING THE AIRPLANE AS A PUBLIC-USE FLIGHT. THE AIRLINE TRANSPORT PILOT CAPTAIN, COPILOT, AND ONE PASSENGER WERE NOT INJURED. THE LOCAL TRAINING FLIGHT DEPARTED EDWARDS AIR FORCE BASE, CALIFORNIA, ABOUT 1055. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE FLIGHT WAS CONDUCTING TOUCH-AND-GO'S. THE PILOT MADE THE FIRST TOUCH-AND-GO. THE COPILOT SUCCESSFULLY MADE THE SECOND TOUCH-AND-GO. THE COPILOT ATTEMPTED THE THIRD TOUCH-AND-GO. THE AIRPLANE BOUNCED TWICE AND THE COPILOT ADDED POWER. THE RIGHT WING DROPPED, SO THE CREW REDUCED POWER AND ATTEMPTED TO ABORT THE TAKEOFF. THE AIRPLANE DRAGGED THE RIGHT TIP FUEL TANK AND IT SEPARATED FROM THE AIRPLANE AND CAUGHT FIRE. THE RIGHT MAIN LANDING GEAR COLLAPSED AND THE AIRPLANE SKIDDED TO A STOP OFF THE RIGHT SIDE OF THE RUNWAY. (-23) ON JUNE 7, 2001, AT APPROXIMATELY 1140 PDT, A LEARJET 24, N805NA, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT MADE A HARD LANDING AT SOUTHERN CALIFORNIA LOGISTICS AIRPORT (VCV), VICTORVILLE, CA. THE AIRCRAFT WAS OPERATED BY THE NATIONAL AERONAUTICS AND SPACE ADMINISTRATION (NASA), AS A PUBLIC USE AIRCRAFT. THE FLIGHT WAS CONSIDERED BY NASA TO A LOCAL TRAINING FLIGHT. THE FLIGHT DEPARTED EDWARDS AIR FORCE BASE, CALIFORNIA, AT APPROXIMATELY 1055 PDT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT, AND THE WIND WAS REPORTED AS CALM. THE CAPTAIN HELD AN AIRLINE TRANSPORT PILOT CERTIFICATE WITH A MULTI ENGINE RATING, AND WAS TYPE RATED IN THE LEARJET. THE CAPTAIN HAD ACCUMULATED APPROXIMATELY 40 HOURS TOTAL FLIGHT TIME IN THIS TYPE OF AIRCRAFT. THE CAPTAIN DID NOT HOLD AN FAA CERTIFICATE AS A CERTIFIED FLIGHT INSTRUCTOR, AND HAD NOT COMPLETED A NASA FLIGHT INSTRUCTOR TRAINING COURSE. (.4) ON JUNE 7, 2001, ABOUT 1140 HOURS PACIFIC DAYLIGHT TIME, A GATES LEARJET LR-24A, N805NA, MADE A HARD LANDING AT SOUTHERN CALIFORNIA LOGISTICS AIRPORT, VICTORVILLE, CALIFORNIA. THE NATIONAL AERONAUTICS AND SPACE ADMINISTRATION (NASA) WAS OPERATING THE AIRPLANE AS A PUBLIC-USE FLIGHT. THE AIRLINE TRANSPORT PILOT CAPTAIN, COPILOT, AND ONE PASSENGER WERE NOT INJURED; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE LOCAL TRAINING FLIGHT DEPARTED EDWARDS AIR FORCE BASE, CALIFORNIA, ABOUT 1055. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT SUBMITTED A WRITTEN STATEMENT OUTLINING THE FOLLOWING HISTORY OF FLIGHT. AFTER COMPLETING LOCAL AIR WORK, THE FLIGHT PROCEEDED TO VICTORVILLE TO PRACTICE TOUCH-AND-GO LANDINGS. THE PILOT MADE THE FIRST TOUCH-AND-GO. THE COPILOT SUCCESSFULLY MADE THE SECOND TOUCH-AND-GO. THE COPILOT ATTEMPTED THE THIRD TOUCH-AND-GO. AT 50 FEET, HE DISENGAGED THE YAW DAMPER AND ENTERED A PILOT INDUCED LATERAL OSCILLATION. THE AIRPLANE RAPIDLY DECELERATED AND DEVELOPED A HIGH SINK RATE. THE AIRPLANE DRAGGED THE RIGHT WING TIP FUEL TANK, WHICH SEPARATED FROM THE AIRPLANE, AND THE AIRPLANE BOUNCED BACK INTO THE AIR. THE AIRPLANELANDED HARD, THE MAIN LANDING GEAR COLLAPSED, AND THE AIRPLANE SKIDDED TO A STOP OFF THE RIGHT SIDE OF THE RUNWAY. BOTH PILOTS AND THE PASSENGER DEPLANED THROUGH THE MAIN ENTRY DOOR. THE PILOT-IN-COMMAND STATED THAT HE HAD NOT DEMONSTRATED THE HANDLING CHARACTERISTICS OF THE AIRPLANE WITH THE YAW DAMPER OFF. HE FELT HE DID NOT REACT QUICKLY ENOUGH TO PREVENT THE ACCIDENT. 20010607011709A (-23)DURING LANDING FLARE ON RUNWAY 28 AT DESERT AIRE, AIRPORT, CROSSWIND CAUSED THE LEFT WINF TO RISE. PILOT ATTEMPTED A GO AROUND BY ADDING FULL POWER. DURING GO AROUND AIRCRAFT DRIFTED OFF RIGHT EDGE OF RUNWAY. LANDING GEAR CONTACTED SAGE BRUSH AND FLIPPED OVER ON IT'S BACK. 20010607011799A (-23)AIRCRAFT DEPARTED FFA ON A SIGHTSEEING TOUR, AT APPROX. 300 FEET AGL, ENGINE LOST POWER. AIRCRAFT MADE FORCE LANDING IN A FIELD, HIT A SAND BERM AND FLIPPED OVER. (.19)ON JUNE 7, 2001, ABOUT 1534 EASTERN DAYLIGHT TIME, A CESSNA 207, N1670U, REGISTERED TO AND OPERATED BY KITTY HAWK AERO TOURS, NOSED OVER DURING A FORCED LANDING SHORTLY AFTER TAKEOFF FROM FIRST FLIGHT AIRPORT, KILL DEVIL HILLS, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 SIGHTSEEING FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT AND FOUR PASSENGERS SUSTAINED MINOR INJURIES. ONE PASSENGER SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED ABOUT 3 MINUTES EARLIER FROM THE FIRST FLIGHT AIRPORT. THE PILOT STATED THAT THE FUEL TANKS CONTAINED APPROXIMATELY 35 GALLONS TOTAL AND BEFORE TAKEOFF OF HIS FIRST FLIGHT THAT DAY IN THE ACCIDENT AIRPLANE; THE FUEL SELECTOR WAS POSITIONED TO THE RIGHT TANK WHICH CONTAINED APPROXIMATELY 20 GALLONS OF FUEL. HE PERFORMED AN ENGINE RUN-UP BEFORE TAKEOFF WITH NO DISCREPANCIES NOTED. DURING THE INITIAL CLIMB AFTER TAKEOF F WITH 10-15 DEGREES OF FLAPS EXTENDED AND THE AUXILIARY FUEL PUMP OFF, THE ENGINE QUIT WHEN THE FLIGHT WAS APPROXIMATELY 200 FEET ABOVE GROUND LEVEL (AGL). HE TURNED ON THE AUXILIARY FUEL PUMP TO THE "HIGH" POSITION AND MANEUVERED THE AIRPLANE TOWARDS A FIELD. HE LOWERED THE FLAPS TO 30 DEGREES AND TURNED OFF THE AUXILIARY FUEL PUMP BEFORE LANDING IN THE FIELD AT AN INDICATED AIRSPEED OF APPROXIMATELY 80 KNOTS. THE AIRPLANE ROLLED A SHORT DISTANCE THEN COLLIDED WITH A BERM AND NOSED OVER. (.4) THE FUEL TANKS WERE FUELED THE NIGHT BEFORE THE ACCIDENT DATE AND WERE CONFIRMED TO BE FULL DURING A PREFLIGHT THE MORNING OF THE ACCIDENT DATE. THE AIRPLANE WAS THEN REPOSITIONED AND FLOWN ON 10 SIGHTSEEING FLIGHTS BY A COMPANY PILOT OTHER THAN THE ACCIDENT PILOT, ALL WITH THE MIXTURE FULL RICH. THE FUEL QUANTITY GAUGES INDICATED DECREASING QUANTITY OF FUEL DURING THE FLIGHTS AND THE GAUGES INDICATED MORE THAN 1/2, AND LESS THEN 1/4 RESPECTIVELY SOMETIME DURING THE LAST FLIGHT. THE ACCIDENT PILOT RELIEVED THE PILOT WHO HAD FLOWN THE 10 SIGHTSEEING FLIGHTS, AT THAT TIME THE AIRPLANE HAD BEEN OPERATED FOR 3.75 HOURS SINCE FUELING. THE ACCIDENT PILOT REPORTED HE V ISUALLY CHECKED THE FUEL TANKS THOUGH ALL THE ADULT PASSENGERS STATED HE DID NOT. THE FLIGHT DEPARTED AND AT 200 FEET MSL, THE PILOT LATER STATED THAT THE ENGINE QUIT WHEN HE REDUCED POWER TO 25 INCHES MANIFOLD PRESSURE. HE MANEUVERED THE AIRPLANE FOR A FORCED LANDING IN A FIELD, AND TOUCHED DOWN WITH FULL FLAPS AT AN INDICATED AIRSPEED OF 80 KNOTS. THE AIRPLANE TOUCHED DOWN, THE NOSE LANDING GEAR SEPARATED FROM THE AIRPLANE, AND THE AIRPLANE THEN COLLIDED WITH A 6-8 FEET HIGH SAND DUNE. THE AIRPLANE CAME TO REST INVERTED ON TOP OF THE SAND DUNE. EXAMINATION OF THE FUEL LINES AT THE FUEL SELECTOR VALVE, AT EACH RESERVOIR FUEL TANK, AND AT THE FUEL CONTROL UNIT REVEALED NO FUEL. NO FUEL WAS FOUND IN THE AUXILIARY FUEL PUMP, ENGINE DRIVEN FUEL PUMP, OR RESERVOIR TANKS. THE FUEL SELECTOR WAS FOUND POSITIONED TO THE RIGHT FUEL TANK WHICH WAS CALCULATED TO CONTAIN 7 GALLONS OF FUEL; THE UNUSABLE AMOUNT OF FUEL IN THE TANK IS 3.5 GALLONS. THE ENGINE WAS PLACED ON A TEST STAND, IMPACT DAMAGED COMPONENTS WERE REPLACED OR REPAIRED AND THE ENGINE WAS STARTED AND FOUND TO OPERATE NORMALLY, NO DISCREPANCIES WERE NOTED. TESTING OF THE FUEL GAUGES REVEALED THEY WERE OPERATIVE. TESTING OF THE FUEL TRANSMITTERS REVEALED SEVERAL DISCREPANCIES. THE AVERAGE FUEL CONSUMPTION OVER A 9-DAY PERIOD WAS 15.14 GALLONS PER HOUR; THE AIRPLANE HAD BEEN OPERATED FOR 3.79 HOURS SINCE FUELING AT THE TIME OF THE ACCIDENT. THE OPERATOR HAD A PROCEDURE IN PLACE THAT REQUIRED THE PILOT TO DIP THE TANKS DURING PREFLIGHT AND THE CHIEF PILOT TO RANDOMLY DIP THE TANKS DURING THE DAY; THE PILOT DID NOT DIP THE TAN 20010607012109I (-23)ON JUNE 7, 2001 AT 1300, A PIPER PA-30-300 ENCOUNTERED LOSS OF OIL PRESSURE FOLLOWED BY FAILURE OF THE CRANKSHAFT AT THE #6 ROD JOURNAL DURING CRUISE FLIGHT UNDER VCM. NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS NOT DAMAGED DURING THE SUBSEQUENT OFF AIRPORT LANDING ON A PAVED ROAD. THERE WAS NO INJURY TO THE PILOT. THE PILOT HOLDS A COMMERICAL CERTIFICATE. THE FLIGHT ORIGINATED AT THE FARGO, ND AIRPORT. 20010607012519I (-23) ON JUNE 7, 2001, VANGUARD AIRLINES FLIGHT 408, AIRCRAFT N5WM A B-737-297, WAS SCHEDULED TO ENROUTE FROM MCI TO LAS. AFTER TAKE OFF THE CREW HAD INDICATION THAT THE "A" SYSTEM HYDRAULICS HAD FAILED. AN EMERGENCY WAS DECLARED AND THE PILOT RETURNED THE AIRCRAFT TO MCI WITH NO FURTHER INCIDENT. VANGUARD MAINTENANCE INSPECTED THE "A" SYSTEM AND FOUND A LEAK IN THE FORWARD LEFT HAND MAIN WHEEL WELL. VANGUARD MAINTENANCE REMOVED AND REPLACED A HYDRAULIC LINE IN THE "A" SYSTEM, LOCATED IN THE LEFT MAIN WHEEL WELL, IN ACCORDANCE WITH BOEING MAINTENANCE MANUAL 20-00. THE SYSTEM PASSED OPERATIONAL TEST AND THE ARICRAFT WAS RETURNED TO SERVICE. WITH THIS REPORT, INCIDENT NUMBER CE05200IAC0044 IS CONSIDERED CLOSED. 20010607013009I (-23)AIRCRAFT WAS CONDUCTING TOUCH AND GO'S ON RWY 14 AT APF. UPON TAKEOFF, THE AIRCRAFT LANDING GEAR COLLAPSED. 20010607013219I (-23) WHILE EXECUTING AN AGRICULTURAL SPRAY RUN, PILOT STRUCK A POWER LINE DROP WITH RIGHT WING. 20010607013729I (-23) DURING THE APPROACH TO RUNWAY 221, AT NEWARK UAL 84 ENCOUNTERED WAKE TURBULANCE CAUSED BY THE AIRCRAFT HE WAS FOLLOWING. THE A/C WAS ABOUT 10NM AHEAD, HE THEN REMAINED HIGH ON THE GLIDE SLOPE TO STAY ABOVE THE WAKE TURBULANCE. DURING THE FIRST ENCOUNTER WITH THE TURBULANCE THE LIGHT ATTENDANTS WERE STANDING IN THE AFT GALLEY, WHEN THEY HIT THE WAKE OF THE AIRCRAFT THEY WERE FOLLOWING. THE FLIGHT ATTENDANTS WERE CHECKING TO ASCERTAIN THAT THE PASSENGERS WERE SEATED WITH THE SEAT BELTS FASTENED. ALL 4 FLIGHT ATTENDANTS SUSTAINED MINOR INJURIES. 20010607016029I (-23) THE PILOT DEPARTED BRACKETT AIRPORT, LA VERNE, CA (POC) ENROUTE TO HENDERSON AIRPORT, HENDERSON, NV. THIS LEG OF THE FLIGHT WAS CONDUCTED UNDER FAR PART 91 BY AIR DESERT PACIFIC, INC., AN AIR CARRIER CERTIFICATED UNDER FAR PART 135 (UDPA). THE PILOT STATED HE WAS ON A RELOCATION FLIGHT FROM BRACKETT TO HENDERSON WHEN THE INCIDENT OCCURRED. ACCORDING TO THE PILOT, THE OIL TEMPERATURE ON THE RIGHT ENGINE ROSE TO THE RED LINE AFTER TAKEOFF AND REMAINED THERE THROUGHOUT THE FLIGHT. IN CRUISE FLIGHT, JUST PAST DAGGETT, CA THE RIGHT ENGINE FAILED. THE PILOT SECURED THE ENGINE AND DIVERTED TO DAGGETT AIRPORT (DAG). THE PILOT LANDED WITHOUT INCIDENT. THE DIRECTOR OF MAINTENANCE FOR AIR DESERT PACIFIC STATED THAT INSPECTION REVEALED THE RIGHT MAGNETO HAD FAILED CAUSING THE ENGINE TO OVERHEAT AND ULTIMATELY FAIL. THERE WERE NO INJURIES TO THE SOLE OCCCUPANT. 20010607017429I (-23) ON THURSDAY JUNE 7, 2001, AT 11:02 AM LOCAL TIME, AN ATR-42-320 AIRCRAFT, BEARING REGISTRATION NUMBER N15816, OPERATING UNDER 14 CFR PART 121 AS CONTINENTAL EXPRESS AIRLINES, INC FLIGHT 3184 FROM CLEVELAND TO SYRACUSE, LANDED ON RUNWAY 28 AT THE SYRACUSE INTERNATIONAL AIRPORT IN SYRACUSE, NY. ACCORDING TO THE FLIGHT CREW, DURING CRUISE FLIGHT THE GREEN SYSTEM HYDRAULIC LOW LEVEL LIGHT ILLUMINATED. THE AIRCRAFT LANDED WITHOUT INCIDENT AND TAXIIED TO THE RAMP WITHOUT ASSISTANCE. THERE WERE NO INJURIES AND THE AIRCRAFT DID NOT SUSTAIN ANY DAMAGE. CONTRACT MAINTENANCE PERSONNEL DISCOVERED FLUID LEAKING FROM THE HYDRAULIC LINE AT THE POWER BRAKE VALVE. MAINTENANCE PERSONNEL REMOVED AND REPLACED THE HYDAULIC FITTING AND LINE ON THE BRAKE METERING VALVE. A SATISFACTORY LEAK CHECK WAS PERFORMED AND THE AIRCRAFT WAS RETURNED TO SERVICE. THE FAA PRINCIPAL MAINTENANCE INSPECTOR WAS NOTIFIED. THIS INCIDENT IS CLOSED. 20010607017799A (-23) PRELIMINARY REPORT. ACCIDENT CURRENTLY UNDER INVESTIGATION. (-23 AMENDMENT): THE PILOT ATTEMPTED TO CONTINUE A VFR FLIGHT INTO IMC. THE AIRCRAFT STRUCK A MOUNTAIN. THE AIRCRAFT WAS DESTROYED. THE PILOT WAS KILLED. 20010608011089A (.19)ON JUNE 8, 2001, ABOUT 1942 EASTERN DAYLIGHT TIME, A CESSNA 172M, N64429, REGISTERED TO PAN AIR FLYING CLUB, INC., CRASHED DURING A GO-AROUND AT KENDALL-TAMIAMI EXECUTIVE AIRPORT, MIAMI, FLORIDA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND TWO PASSENGERS WERE NOT INJURED. THE FLIGHT ORIGINATED FROM MIAMI, FLORIDA, THE SAME DAY, ABOUT 1930. THE PILOT STATED THAT WHILE ON FINAL APPROACH TO RUNWAY 9 RIGHT, THE AIR TRAFFIC CONTROLLER INSTRUCTED HIM TO PERFORM A GO-AROUND. AFTER HE APPLIED FULL ENGINE POWER, THE AIRPLANE NOSED UP AND STARTED TO ROLL TO THE LEFT. THE AIRPLANE THEN DESCENDED AND IMPACTED ON THE RUNWAY CAUSING THE NOSE LANDING GEAR TO SEPARATE. THE AIRPLANE THEN SKIDDED ACROSS THE RUNWAY INTO THE GRASS ADJACENT TO THE RUNWAY, WHERE IT NOSED OVER AND CAME TO REST. (-23)PILOT WAS DIRECTED TO EXECUTE MISSED APPROACH. HE BEGAN TO GO AROUND WHEN THE TOWER OBSERVED A HARD LEFT TURN, THE AIRCRAFT LEFT WING CONTACTED THE RUNWAY, AND THE NOSE LANDING GEAR SHEARED. THE AIRCRAFT HEADING AT TIM E OF IMPACT WAS APPROXIMATELY 70 DEGREES TO THE LEFT OF RUNWAY HEADING. THE TOWER PERSONNEL FELT THE AIRCRAFT STALLED PRIOR TO THE HARD LEFT TURN. THE AIRCRAFT SKIDDED OFF THE RUNWAY AND FLIPPED OVER. PILOT AND PASSENGERS EVACUATED THE AIRCRAFT, UNASSISTED BY EMEGENCY PERSONNEL. ONLY MINOR INJURIES WERE RECEIVED BY THE PILOT AND ONE PASSENGER. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE TO THE WINGS AND FUSELAGE AS A RESULT OF THE ACCIDENT. UNABLE TO CONTACT PASSENGERS, LEFT TWO MESSAGES THEY DID NOT RETURN CALLS. (.4) ON JUNE 8, 2001, ABOUT 1942 EASTERN DAYLIGHT TIME, A CESSNA 172M, N64429, REGISTERED TO PAN AIR FLYING CLUB, INC., CRASHED DURING A GO-AROUND AT KENDALL-TAMIAMI EXECUTIVE AIRPORT, MIAMI, FLORIDA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND TWO PASSENGERS WERE NOT INJURED. THE FLIGHT ORIGINATED FROM MIAMI, FLORIDA, THE SAME DAY, ABOUT 1930. THE PILOT STATED THAT WHILE ON FINAL APPROACH TO RUNWAY 9 RIGHT, THE AIR TRAFFIC CONTROLLER INSTRUCTED HIM TO PERFORM A GO-AROUND. HE APPLIED FULL ENGINE POWER AND NOTICED THAT HE HAD A NOSE-HIGH ATTITUDE. HE IMMEDIATELY LOWERED THE NOSE. THE AIRPLANE YAWED TOWARD THE LEFT AND HE ATTEMPTED TO CORRECT BY APPLYING RIGHT AILERON AND RIGHT RUDDER. THE AIRPLANE DROPPED ABRUPTLY AND HIT THE RUNWAY, CRUSHING THE NOSE LANDING GEAR. THE AIRPLANE CONTINUED TO THE LEFT, AND WHEN IT CONTACTED THE GRASS TO THE SIDE OF THE RUNWAY, THE NOSE LANDING GEAR DUG INTO THE DIRT AND THE AIRPLANE NOSED OVER. THE FAA TAMIAMI AIRPORT AIR TRAFFIC CONTROL TOWER GROUND CONTROLLER STATED HE HEARD THE LOCAL CONTROLLER ISSUE A GO-AROUND INSTRUCTION TO THE PILOT OF N64429. WHEN HE LOOKED TO THE APPROACH END OF RUNWAY 9 RIGHT, HE SAW THE CESSNA 172 TRYING TO CLIMB. THE LEFT WING TOUCHED THE GROUND AND THE AIRPLANE NOSED OVER. 20010608011129A (.19)ON JUNE 8, 2001, ABOUT 2215 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-20, N7783K, SUSTAINED SUBSTANTIAL DAMAGE DURING A GROUND LOOP WHILE LANDING AT THE WINNEMUCCA, NEVADA, AIRPORT. THE OWNER/PILOT WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT WAS NOT INJURED. THE PERSONAL CROSS-COUNTRY FLIGHT DEPARTED MANDRIL, IDAHO, AT AN UNKNOWN TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED HE MADE A NORMAL LANDING AND WAS ROLLING OUT WHEN A GUST OF WIND LIFTED THE LEFT WING. THE AIRPLANE'S RIGHT MAIN LANDING GEAR COLLAPSED. THE RIGHT WING WAS BENT WHEN IT STRUCK THE GROUND. (-23) CROSSWIND CONDITIONS AND SEVERE WIND GUST DURING ROLL-OUT AFTER LANDING. (.4) ON JUNE 8, 2001, ABOUT 2215 PACIFIC DAYLIGHT TIME, A PIPER PA-20, N7783K, SUSTAINED SUBSTANTIAL DAMAGE DURING A GROUND LOOP WHILE LANDING AT THE WINNEMUCCA, NEVADA, AIRPORT. THE PRIVATE PILOT/OWNER WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT SUSTAINED NO INJURIES. THE CROSS-COUNTRY NIGHT FLIGHT DEPARTED MANDRIL, IDAHO, AT AN UNKNOWN TI ME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN HAD NOT BEEN FILED. ACCORDING TO THE PILOT'S STATEMENTS TO THE SAFETY BOARD INVESTIGATOR, HE MADE A NORMAL LANDING AND WAS ROLLING OUT WHEN A GUST OF WIND LIFTED THE LEFT WING. THE AIRPLANE BECAME PARTIALLY AIRBORNE AND LANDED HARD, COLLAPSING THE RIGHT MAIN LANDING GEAR. STRUCTURAL DAMAGE ALSO RESULTED WHEN THE RIGHT WING WAS BENT AFTER IT STRUCK THE GROUND. IN HIS WRITTEN REPORT, THE PILOT STATED THAT HE HAD RECEIVED A WEATHER BRIEFING 7 HOURS 45 MINUTES PRIOR TO THE ACCIDENT. ADDITIONALLY, HE REPORTED A WIND GUST AND THE DIRECTION AS CALM AT THE WINNEMUCCA AIRPORT. HE DID NOT REPORT HAVING OBSERVED THE WINDSOCK OR HAVING MONITORED THE WINNEMUCCA AUTOMATED SURFACE OBSERVATION SYSTEM LOCATED ON THE FIELD PRIOR TO THE APPROACH. THE WINNEMUCCA METAR REPORTED THE WIND INFORMATION; 270 DEGREES AT 13 KNOTS WITH PEAK WINDS AT 280 DEGREES AND 26 KNOTS, RESPECTIVELY. THE NATIONAL WEATHER SERVICE STATION RECORD FOR WINNEMUCCA WAS REQUESTED FOR JUNE 08, 2001, AND THE INFORMATION OBTAINED DID NOT INDICATE ANY MAINTENANCE OR OPERATION DOWNTIME. THE RECORD DISPLAYED ONLY ONE ENTRY IN THE SERVICE LOGS FOR THE FOLLOWING DAY. THE ENTRY READ THAT THE STAFF HAD "DIALED INTO THE SITE AND SAVED 12 HOURS OF 5-MINUTE DATA AFTER RECEIVING NOTIFICATION OF AN AIRCRAFT INCIDENT." 20010608013229I (-23) THE PILOT DETECTED A LOSS OF PRESSURIZATION WHILE CRUISING AT FL220. HE MADE AN EMERGENCY DECENTO TO 12,000 FEET MSL. GROUND INSPECTION REVEALED THAT A STEEL CLAMP HOLDING A 4 INCH DIAMETER FLEXIBLE CONNECTION FITTING HAD COME LOOSE AND ALLOWED THE FLEXIBLE HOSE TO BE BLOWN OFF THE PRESSURIZED DELIVERY DUCTS. THE FLEXIBLE CONNECTING HOSE MAY NOT HAVE BEEN OVERLAPPED ENOUGH OR CLAMPED TIGHTLY ONTO THE METAL DUCT, ALLOWING IT TO BLOW OFF INFLIGHT. THE HOSE AND CLAMP WERE REATTACHED. ZFWARTCC020 WAS THE ATC INCIDENT CONTROL NUMBER ON THE FAA FORM 8020-11. 20010608013749I (-23) NO NARRATIVE 20010608014329A (.19)ON JUNE 8, 2001, AT 1620 EASTERN DAYLIGHT TIME, A TORNO MICRO MONG, N426RT, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING AN IN-FLIGHT COLLISION WITH THE TERRAIN, FOLLOWING A LOSS OF ENGINE POWER DURING INITIAL CLIMB FROM RUNWAY 27 (2,300 FEET BY 100 FEET, DRY/GRASS) AT THE AIR RAHE ULTRALIGHT PARK, PETERSBURG, MICHIGAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT, THE SOLE OCCUPANT, SUSTAINED SERIOUS INJURIES. THE LOCAL FLIGHT WAS DEPARTING AT THE TIME OF THE ACCIDENT. ACCORDING TO WITNESSES, THE AIRCRAFT DEPARTED ON A WESTERLY HEADING AND EXPERIENCED A LOSS OF ENGINE POWER APPROXIMATELY 70-FEET ABOVE GROUND LEVEL (AGL). THE WITNESSES REPORTED THAT AFTER THE LOSS OF ENGINE POWER, THE AIRCRAFT ENTERED A LEFT BANKING TURN, SUBSEQUENTLY STRIKING THE TERRAIN. (-23) MR. TORNO TOOK OFF RUNWAY 27 AND AT ABOUT 70 FEET AGL WITNESS STATED HE HEARD A REDUCTION IN POWER. THE WITNESS ALSO REPORTED THAT THE PILOT MADE A LEFT TURN TO TRY AND RETURN TO THE RUNWAY. HE LOST FLYING SPEED AND HIT THE GROUND IN A NOSE DOWN ATTITUDE. THE AIRCRAFT DID NOT SLIDE AFTER IMPACT. INJURIES WERE CRITICAL. INVESTIGATION OF THE ENGINE REVEALED THAT THE NUMBER ONE CYLINDER (FRONT CYLINDER) HAD A HOLE IN THE PISTON, RESULTING IN A SIGNIFICANT LOSS OF POWER, THAT CONTRIBUTED TO THE CRASH. 20010608014379A (-23) THE AIRPLANE WAS BEING OPERATED FROM A PRIVATE GRASS RUNWAY. THE RUNWAY IS ORIENTATED NORTH/SOUTH. THERE IS A RAILROAD BED ABOUT 100 YARDS FROM THE END OF THE RUNWAY. ON THE OTHER SIDE OF THE RAILROAD BED ARE POWER LINES THAT ARE VISIBLE BY THE ORANGE BALLS ATTACHED. THE PILOT WAS THE ONLY OCCUPANT ON THE AIRPLANE. HE WAS TAKING OFF IN A SOUTHERLY HEADING. THE PILOT STATED THAT HE HAD LIFTED OFF THE SURFACE BUT REALIZED THAT HE DID NOT HAVE ENOUGHT ALTITUDE OR CLIMB CAPABILITY TO CLEAR THE POWER LINES. HE DECIDED TO MAKE A LEFT TURN TO PUT THE AIRPLANE DOWN IN A SOYBEAN FIELD THAT WAS ADJACENT TO THE RUNWAY. HIS AIRPLANE WAS TOO LOW TO THE GROUND TO EXECUTE THE TURN PROPERLY. THE LEFT WING CAUGHT THE GROUND AND CAUSED THE AIRPLANE TO TUMBLE FORWARD AND OVER COMING TO REST UPSIDE DOWN. THE PILOT DID NOT RECEIVE ANY INJURIES. 20010608014559A (-23) ON JUNE 8, 2001 AT APPROXIMATELY 1400 HOURS, N400ZR, AN AIR TRACTOR, AT-400 ENGINE FAILED AND CRASH-LANDED WHILE RETURNING TO THE REFUEL AND RE-LOAD AG AIRSTRIP. DURING THE LAST FEW MOMENTS OF FLIGHT AND WHILE THE PILOT-IN-COMMAND ADJUSTED THE LANDING TRACK IN A RICE FIELD, THE AIRCRAFT RIGHT WING TIP IMPACTED AN IRRIGATION DIKE CAUSING THE AIRCRAFT TO PIVOT NINETY DEGREES TO THE RIGHT. THE AIRCRAFT CONTINUED IN THE ORIGINAL INERTIA DIRECTION, SLIDING ON THE LEFT WING COMING TO REST UPON CONTACT WITH A PARALLEL IRRIGATION DIKE. BOTH WINGS REMAINED INTACT, THE ENGINE AND PROPELLER DID NOT MAKE CONTACT WITH THE EARTH. THE FUSELAGE WAS HEAVILY DAMAGED JUST AFT OF THE PILOT STATION. AN INTERVIEW WITH THE PILOT-IN-COMMAND REVEALED THE ENGINE MIGHT HAVE FAILED DUE TO FUEL STARVATION. THE FUEL CELLS WERE INSPECTED, NO FUEL WAS PRESENT AND THE FUEL CELLS WERE NOT SEVERED DURING THE CRASH SEQUENCE. THE WEATHER WAS VFR. A COMPANY FLIGHT PLAN WAS ON FILE. 20010608015019A (-23) ON JUNE 8, 2001 AT APPROXIMATELY 1758 LOCAL TIME, A CESSNA 172, N5394H CRASH LANDED WHILE ATTEMPTING A GO-AROUND FROM A GRASS LIVESTOCK PASTURE. THE AIRCRAFT IMPACTED A TREE LOCATED IN A FENCE ROW AT THE DEPARTURE END OF THE PASTURE. THE IMPACT DAMAGED THE LEFT LEADING EDGE OF THE WING. WITH THE DIMINISHED AERONAUTICAL CAPACITY, THE AIRCRAFT BEGAN A SLOW DESCENT IMPACTING ANOTHER TREE. UPON EXITING THE LAST TREE, THE AIRCRAFT STALLED, STARTED A SPIN TO THE LEFT AND IMPACTED THE EARTH IN A 45-DEGREE NOSE DOWN ANGLE. THE PILOT IN COMMAND, A STUDENT PILOT, ON A CROSS-COUNTRY SOLO FLIGHT BECAME DISORIENTATED AND ELECTED TO TERMINATE THE FLIGHT IN THE PASTURE. FEAR OF FUEL STARVATION WAS THE PRIMARY DECISION FACTOR IN ELECTING TO TERMINATE THE FLIGHT. THE WEATHER AT THE TIME OF THE FLIGHT WAS VFR, HAZE WITH FOUR MILES VISIBILITY. A FLIGHT PLAN WAS NOT FILED. 20010608015429I (-23) AIRPLANE NOSE GEAR COLLAPSED DURING TAKEOFF FROM RUNWAY 30 PALO ALTO AIRPORT OF SANTA CLARA COUNTY, CALIFORNIA, CAUSING DAMAGE TO THE PROPELLER, HUB, ENGINE COWLING, NOSE GEAR AND NOSE GEAR DOOR ASSEMBLY. NO POST INCIDENT FIRE, THE SINGLE PILOT OCCUPANT WAS NOT INJURED. 20010608015459I (-23) THE STUDENT PILOT WAS ON A SOLO FLIGHT AND WAS PRACTICING TAKEOFFS AND LANDINGS ON RUNWAY 4L. THE WINDS WERE REPORTED AS VARIABLE AT 6 KNOTS. WHILE ATTEMPTING A SOFT-FIELD TAKEOFF, THE AIRCRAFT DRIFTED OFF THE LEFT SIDE OF THE RUNWAY AND THE LEFT AILERON AND WINGTIP CONTACTED THE GROUND RESULTING IN MINOR DAMAGE. 20010608015819I (-23) ON JUNE 8, 2001 THERE WAS AN INCIDENT INVOLVING N6588W A PA-28-140 AT THE MUSCLE SHOALS AIRPORT AT APPROXIMATELY 1530. THE STUDENT PILOT MR. CHRISTINE MARSCH-ALBERT REPORTED THAT SHE WAS PRACTICING SOLO TOUCH AND GOS ON RUNWAY 36. ON THE FIFTH TOUCH AND GO N6588W DEPARTED THE LEFT SIDE OF THE RUNWAY INTO THE GRASS. THE AIRCRAFT HAD MINOR DAMAGE TO THE LEFT WING TIP AND THE PROP BLADE TIPS WERE BENT. SHE WAS ABLE TO TAXI THE AIRCRAFT TO THE EAST RAMP AND TIE IT DOWN. THERE WERE NO INJURIES REPORTED AND THE STUDENT PILOT AGREED TO ADDITIONAL TRAINING WITH THE CFI. 20010608020069I (-23) DURING ROUTINE LOCAL FLIGHT PILOT NOTICED THAT THE HEADER TANK WAS RUNNING LOW ON FUEL. AIRCRAFT HAD PLENTY OF FUEL IN WING TANKS, BUT FOR REASONS UNKNOWN, THE ENGINE DRIVEN FUEL PUMP WAS NOT REPLENISHING THE HEADER TANK. THE PILOT HEADED BACK TO THE AIRPORT. JUST PRIOR TO APPROACHING THE AIRPORT THE ENGINE QUIT. THE PILOT MADE AN EMERGENCY LANDING ON A GRASS FIELD NEARBY THE AIRPORT. AIRCRAFT WAS TOWED TO AIRPORT AND PUT IN HANGAR. FUEL PUMP HAD BEEN REPLACED APPROXIMATELY 2 FLIGHT HOURS PRIOR TO THIS FAILURE. 20010608023589A (.19) ON JUNE 8, 2001, AT 1030 EASTERN DAYLIGHT TIME, A CESSNA 140, N89320, OWNED AND PILOTED BY A PRIVATE PILOT, FLIPPED OVER DURING A FORCED LANDING ON A CORN FIELD FOLLOWING A TOTAL LOSS OF ENGINE POWER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES. THE LOCAL FLIGHT ORIGINATED FROM THE LA PORTE MUNICIPAL AIRPORT AT 1000. (-23) DURING A LOCAL FLIGHT THE PILOT AND POST ACCIDENT INVESTIGATION REVEALED THAT THE THROTTLE CABLE HAD FAILED AND THE ENGINE WENT TO IDLE. PILOT WAS UNABLE TO REGAIN ENGINE POWER AND LANDED IN AN OPEN FIELD. AIRPLANE CAME TO REST UPSIDE DOWN. PILOT REPORTED NO INJURIES. AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. 20010609011329I (-23)WHILE STARTING AIRCRAFT ENGINE TO TAXI TO THE FUEL PUMP THE ENGINE CAUGHT FIRE. STARTING SEQUENCE: PRIMED ENGINE, ENGAGED STARTER, ENGINE COUGHED AND QUIT. PRIMED ENGINE A SECOND TIME AND ENGAGED STARTER, ENGINE COUGHED AND QUIT AGAIN. PILOT NOTICED A WISP OF SMOKE AND EXITED THE AIRCRAFT TO FIND FLAMES ON THE GROUND BENEATH ENGINE. HE MOVED AIRCRAFT AWAY AND THEN DISCOVERED THAT THE ENGINE COMPARTMENT WAS ALSO ON FIRE UNDER THE COWLING. FIRE EXTINGUISHED BY WHITEFIELD FIRE DEPARTMENT. 20010609011529I (-23)PILOT CAME IN TOO HIGH FOR THE SHORT AIRSTRIP, LANDED LONG AND THEN FLIPPED THE AIRCRAFT OVER TRYING TO STOP IN THE REMAINING RUNWAY. THERE WAS ONLY MINOR DAMAGE TO THE AIRCRAFT. 20010609011619A (-23)PILOT STATED THAT ON TAKE OFF, THE ENGINE LOST POWER AT APPROXIMATELY 300 FEET AGL, SO HE ELECTED TO ATTEMPT TO LAND THE AIRPLANE ON THE REMAINING RUNWAY, AS THERE WERE TREES IN HIS EXTENDED FLIGHT PATH. HE SUBSEQUENTLY HIT A FENCE BEYONG THE RUNWAY AND CAUSED SUBSTANTIAL DAMAGE TO BOTH WINGS. THE PILOT STATED THAT THE MAIN ELECTRIC FUEL PUMP HAD FAILED, BUT HE DID NOT HAVE ENOUGH TIME TO SELECT THE BAVK UP PUMP AND RE-START THE ENGINE. THE PILOT WAS NOT INJURED. 20010609011629A Y-23)AS STATED BY THE PIC ^PRIVACY D^ THE AIRCRAFT DEPARTED HFD FOR RDG. APPROXIMATELY 20 MINUTES INTO THE FLIGHT, THE YOLK BEGAN TO SHIMMY AND THE EGT BEGAN TO DROP. THE AIRCRAFT WAS AT 6500' AND FIVE MILES WEST OF DXR. THE PIC CONTACTED DXR TOWER STATING THEY WERE INBOUND TO DXR, REPORTING A ROUGH RUNNING ENGINE HAD HAVE THE EQUIPMENT AVAILABLE. AFTER BEING CLEARED FOR LANDING BY DXR ATC, THE PIC NOTED ANOTHER AIRCRAFT ON RWY 26 AND ATTEMPTED A "GO AROUND". AFTER ADDING POWER, THERE WAS NO RESPONSE AND THE AIRCRAFT STRUCK A LAMP POST AND CAME TO REST ON A BERM ON THE SOUTH WEST END OF THE AIRPORT OFF OF MIRYBROOK ROAD. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. BOTH THE PILOT AND THE PASSENGER WERE TRANSPORTED TO DANBURY HOSPITAL. THEY WERE BOTH RELEASED WITH MINOR INJURIES. PTRS: NE032001B2731. (.19)ON JUNE 9, 2001, AT 1247 EASTERN DAYLIGHT TIME, A GRUMMAN AMERICAN AA-5A, N27221, WAS SUBSTANTIALLY DAMAGED DURING A GO-AROUND TO RUNWAY 26 AT DANBURY MUNICIPAL AIRPORT (DXR), DANBURY, CONNECTICUT. THE CERTIFICATED PRIVATE PILOT AND PILOT RATED PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. THE PILOT AND PASSENGER DEPARTED HARTFORD, CONNECTICUT, ABOUT 0920 DESTINED FOR READING, PENNSYLVANIA. THE AIRPLANE WAS LEVEL AT 6,500 FEET WHEN THE PILOT FELT A SHIMMY IN THE CONTROL YOKE, FOLLOWED BY RAPID DROP IN EXHAUST GAS TEMPERATURE (EGT), AND RPM. 20010609011829A (-23)AIRCRAFT HAD EXCESSIVE SPEED ON APPROACH STRIKING THE LEFT PROPELLER AND BALLOONING ON THE INITIAL TOUCHDOWN RUNWAY 31 AT PROVO, UTAH. THE RIGH T MAIN GEAR AND NOSE GEAR COLLAPSED ON THE SECOND TOUCHDOWN. DAMAGE SUSTAINED TO BOTH PROPELLERS CAUSING SUDDEN ENGINE STOPPAGE, NOSE GEAR WHEEL WELL DOORS, OUTBOARD RIGHT WING PANEL SKIN AND FAIRING, BOTTOM OF THE RIGHT ENGINE NACELLE AND FIREWALL. THIS IS FINAL. 20010609012999I (-23)ON A DUAL CROSS-COUNTRY FLIGHT, THE INSTRUCTOR ATTEMPTED TO DEMONSTRATE A SOFT FIELD TAKEOFF. THE AIRCRAFT STRUCK AN OBSCURED FENCE AT THE DEPARTURE END OF THE RUNWAY. THERE WAS MINOR DAMAGE TO THE HORIZONTAL STABILIZOR. THE PILOT COMPLETED THE TAKEOFF AND RETURNED FOR A LANDING. THERE WERE NO INJURIES. 20010609013949I (-23) AFTER EXPERIENCING FLAP PROBLEMS (RIGHT FLAP FULLY EXTENDED LEFT FLAP FULLY RETRACTED) PILOT ATTEMPTED TO LAND ON RUNWAY 19 AND VEERED OFF RUNWAY. THE AIRCRAFT'S LANDING ROLL CONTINUED ON THE GRASS CROSSING THE GOLF TAXIWAY INTO THE GRASS AGAIN AND THEN ONTO THE PERIMETER ROAD. THE AIRCRAFT THEN VEERED TO RIGHT AND CAME TO A STOP ON THE GRASS AGAIN. 20010609014069I (-23) LANDING ON RUNWAY 24 DURING A CROSSWIND, PILOT LOST CONTROL AND COLLIDED WITH A VASI LIGHT CAUSING SUBSTANTIAL DAMAGE TO THE AIRPLANE. 20010609014779A (-23) AIRCRAFT LANDED LONG ON GRASS STRIP. AIRCRAFT EXITED RUNWAY AND STRUCK UTILITY POLE. AIRCRAFT SUSTAINED MAJOR DAMAGE. NO INJURY OR FIRE. PILOT AND ONE PASSENGER ON BOARD. (.19) ON JUNE 9, 2001, ABOUT 1300 EASTERN DAYLIGHT TIME, A PIPER PA-28-181, N3066G, REGISTERED TO AN INDIVIDUAL, OVER RAN THE RUNWAY AND COLLIDED WITH A TELEPHONE POLE AT BENNETTSVILLE, SOUTH CAROLINA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND ONE PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM WINSTON-SALEM, NORTH CAROLINA, THE SAME DAY, ABOUT 1215. THE PILOT STATED THAT WHILE LANDING AT THE 2,300-FOOT PRIVATE STRIP, HE TOUCHED DOWN ABOUT HALFWAY DOWN THE RUNWAY. HE WAS UNABLE TO STOP THE AIRPLANE BEFORE IT RAN OFF THE END OF THE RUNWAY, CROSSED OVER A HIGHWAY, COLLIDED WITH A TELEPHONE POLE, AND CAME TO REST IN THE PARKING LOT OF A RESTAURANT. THE RIGHT WING OF THE AIRPLANE SEPARATED WHEN IT COLLIDED WITH THE TELEPHONE POLE. (.4) ON JUNE 9, 2001, ABOUT 1300 EASTERN DAYLIGHT TIME, A PIPER PA-28-181, N3066G, REGISTERED TO AN INDIVIDUAL, OVER RAN THE RUNWAY AND COLLIDED WITH A TELEPHONE POLE AT BENNETTSVILLE, SOUTH CAROLINA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VISUAL FLIGHT RULES FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT AND ONE PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED FROM WINSTON-SALEM, NORTH CAROLINA, THE SAME DAY, ABOUT 1215. THE PILOT STATED HE APPROACHED THE 2,300-FOOT LONG RUNWAY 12 AT 66 KNOTS, USING 40 DEGREES OF FLAP. HE NOTICED THE AIRPLANE FLOATED FARTHER IN GROUND EFFECT THAN HE THOUGHT IT SHOULD, BUT HE THOUGHT THE LANDING WAS OKAY. BY THE TIME HE REALIZED HE DID NOT HAVE ENOUGH RUNWAY TO STOP, IT WAS TOO LATE TO ABORT. THE AIRPLANE WENT OFF THE END OF THE RUNWAY AND CRASHED. WITNESSES STATED THEY OBSERVED THE PILOT MAKE ONE APPROACH TO RUNWAY 12 AND THEN PERFORM A GO-AROUND. ON THE SECOND APPROACH THE AIRPLANE TOUCHED DOWN MUCH FARTHER DOWN THE RUNWAY THAN IT SHOULD HAVE. THE AIRPLANE RAN OFF THE END OF THE RUNWAY AT ABOUT 40-50 KNOTS, BOUNCED ON A HIGHWAY, AND THENCOLLIDED WITH A TELEPHONE POLE, WHERE THE RIGHT WING SEPARATED. THE AIRPLANE SKIDDED TO THE RIGHT ON THE FUSELAGE, AND CAME TO REST IN THE PARKING LOT OF A RESTAURANT. 20010609015089A (-23) AIRCRAFT DEPARTED EASTSOUND, WASHINGTON FROM RUNWAY 16. AT APPROXIMATELY 150' AGL THE ENGINE SUDDENLY QUIT. A FORCED LANDING WAS MADE INTO A SMALL CLEARING APPROXIMATELY 1/4 FROM THE AIRPORT. POST ACCIDENT INVESTIGATION INDICATES THAT THE ENGINE DRIVEN MECHANICAL FUEL PUMP FAILED, CAUSING THE LOSS OF POWER. 20010609015729I (-23) ON JUNE 9, 2001, AT APPROXIMATELY 1530 HOURS, MR. MILLER, WHO WAS OPERATING A PIETEN POL EXPERIMENTAL AIRPLANE N4612, ATTEMPTED TO TAKE OFF FROM RUNWAY 35 AT GAINESVILLE AIRPORT, TEXAS. DURING THE BEGINNING OF THE TAKEOFF ROLE, THE RIGHT WING LIFTED DUE TO A RIGHT CROSS WIND AND CAME DOWN AND CONTACTED THE GROUND, DAMAGING THE RIGHT WING TIP AND PROPELLER. 20010609015879A (-23) THE STUDENT PILOT SWERVED OFF THE RUNWAY DURING A LANDING AND RAN INTO A TAXIWAY THAT WAS UNDER CONSTRUCTION. THE AIRCRAFT'S RIGHT MAIN LANDING GEAR, FUSELAGE, AND PROPELLER WERE DAMAGED WHEN THE AIRCRAFT HIT THE NEW CEMENT TAXIWAY. THE PILOT DID NOT KNOW WHY THE AIRCRAFT SWERVED OFF THE RUNWAY, BUT SUSPECTED A CROSSWIND CAUSED THE PROBLEM. 20010609016549I (-23) THE PILOT REPORTED THE APPROACH WAS NORMAL WITH THE THREE GREEN LIGHTS ON. AFTER A SMOOTH TOUCH DOWN ON THE MAIN WHEELS, THE NOSE WHEEL TOUCHED AND SLOWLY RETRACTED INTO THE WHEEL WELL. THE WOODEN PROPELLER DISINTEGRATED WHEN STRIKING THE ASPHALT RUNWAY. THEN THE LEFT MAIN GEAR SLOWLY STARTED TO RETRACT INTO THE WHEELWELL. THE LEFT WING TIP AND THE NOSE COWL SCRAPED THE RUNWAY AS THE AIRCRAFT SLOWED TO A STOP. NO FIRE. ALL THREE OCCUPANTS EXITED WITHOUT INJURIES. 20010609017209A (-23) AIRCRAFT FLOATED (BALLOONED) WHILE LANDING. ALONG WITH THE UPSLOPE OF THE RUNWAY AND THE CHANGING WIND CAUSED THE AIRCRAFT TO MOVE TO EDGE OF RUNAY. WHEN AIRCRAFT SETTLED, THE LEFT MAIN GEAR WAS OVER THE PAVEMENT EDGE AND LEFT WHEEL CAUGHT, CAUSING THE AIRCRAFT TO SPIN AROUND OFF OF THE LEFT SIDE OF THE RUNWAY. THE PILOT WAS SCHEDULED FOR A TRAINING SEMINAR AND FLIGHT REVIEW WITH MOONEY, AND IS CURRENTLY WORKING AND PREPARING FOR HIS COMMERCIAL CERTIFICATE, BUT IS STILL WAITING FOR HIS AIRCRAFT TO BE FIXED. (.4) THE AIRPLANE LANDED HARD, PORPOISED DOWN THE RUNWAY, DEPARTED THE RUNWAY, GROUND LOOPED, AND CAME TO REST IN A LANDFILL AREA ON ITS MAIN LANDING GEAR. THE AIRPLANE HAD FLOWN FOR ABOUT AN HOUR THE DAY OF THE ACCIDENT TO THREE DIFFERENT AIRPORTS WITH NO DISCREPANCIES NOTED. ONCE ESTABLISHED ON FINAL APPROACH, THE PILOT OBSERVED THE WINDSOCK INDICATING A CROSSWIND CONDITION, AND FELT THE DRIFT OF THE AIRPLANE TO THE LEFT. AFTER SLOWING THE AIRPLANE AND CORRECTING FOR THE CROSSWIND, HE DID NOT RECHECK HIS AIRSPEED TO MAKE SURE HE HAD THE APPROPRIATE AIRSPEED FOR LANDING. THE AIRPLANE LANDED HARD AND SHORT OF THE RUNWAY, AND PORPOISED TWO TIMES DOWN THE RUNWAY. THE P ILOT ADDED POWER IN AN ATTEMPT TO REGAIN AIRPLANE CONTROL. THE AIRPLANE STARTED TO DEPART TO THE LEFT OF THE RUNWAY, AND HE SIMULTANEOUSLY BECAME DISTRACTED BY HIS PASSENGER WHO STARTED YELLING. THE AIRPLANE TRAVELED APPROXIMATELY 150 FEET BEFORE THE NOSE LANDING GEAR COLLAPSED, AND AN ADDITIONAL 450 FEET BEFORE COMING TO REST IN A LANDFILL AREA. 20010609017679A (-23) ON JUNE 9, 2001 AT APPROXIMATELY 1945 HRS A BALLOON, N28282, S/N S60A-3008 WAS BEING OPERATED FOR TETHERED RIDES UNDER 14 CFR 91 FOR A PRIVATE EVENT AT GENESEE COUNTRY MUSEUM IN MUMFORD, NY. WIND SPEED INCREASED WHILE BALLOON WAS AIRBORNE AND CAUSED BALLOON TO DESCEND RAPIDLY. HEAT WAS ADDED TO SLOW DESCENT. UPON GROUND CONTACT, CREW MEMBERS GRABBED THE BASKET HANDLING LINES. BASKET BOUNCED AND BEGAN TO ASCEND. ONE CREW MEMBER SHOUTED "LET GO" AND TWO RELEASED. ONE CONTINUED TO HOLD ON BUT LOST HER GRIP AT APPROXIMATELY 15-20 FEET ABOVE GROUND LEVEL. SHE DROPPED TO THE GROUND, SUFFERING A BROKEN LEG. THE CREW MEMBER LATER STATED SHE HEARD THE INSTRUCTION TO LET GO, BUT FROZE. THE PILOT AND THREE PASSENGERS WERE UNINJURED. ADDITIONALLY, THE WIND PUSHED THE BALLOON SKIRT INTO THE FLAME PATH OF THE BURNER DURING DESCENT. APPROXIMATELY 50% OF THE SKIRT MATERIAL WAS MELTED. THE PILOT HAD OBTAINED A WEATHER BRIEFING PRIOR TO THE ORIGINAL 1600 DEPARTURE. SEVERAL LIFTOFFS AND LANDINGS WERE COMPLETED BY 1715 WHEN WIND CONDITIONS WERE FOUND TO BE UNSTEADY AND THE BALLOON WAS DEFLATED. WIND DIMINISHED TO STEADY 4-5 MPH OR LESS AND BALLOON WAS REINFLATED AT 1900. 20010609018989A (-23) PILOT WAS TAKING OFF ON A GRASS STRIP, WITH A LARGE TREE APPROXIMATELY 1000 FEET FROM THE END OF THE GRASS STRIP. PILOT DID NOT HAVE ENOUGH AIRSPEED TO CLIMB OVER THE TREE, SO HE MADE A LEFT TURN TO AVOID TREE. DURING THE LEFT TURN THE AIRCRAFT STALLED AND HE LANDED IN SMALL CLEARING. THE AIRCRAFT CONTACTED THE GROUND HARD ENOUGH TO BREAK OFF THE NOSE GEAR AND SPIN AROUND WITH THE TAIL SECTION UP AGAINST A ROW OF TREES. THE PILOT SUFFERED AN EYE INJURY AND POSSIBLE BACK STRAIN. HE WAS AIR LIFTED TO NORTH MEMORIAL HOSPITAL AFTER BEING TAKEN TO ST. CROIX MEDICAL CENTER BY AMBULANCE. PILOT HAS BEEN UNCOOPERATIVE IN RESPONDING TO REQUESTS BY THIS OFFICE.^PRIVACY DATA OMITTED^ 20010609019509I (-23) DURING AERIAL APPLICATION OF ECONOMIC POISONS, PILOT DID NOT SEE OVERHEAD ELECTRICAL WIRES AT END OF FIELD. HIT WIRES WITH TAIL WHEEL, CAUSING MINOR DAMAGE TO AIRCRAFT AND WIRES. 20010609019779I (-23) PILOT STATES THAT ON JUNE 9, 2001, AROUND 0830 CDT, HE DEPARTED AURORA MUNICIPAL AIRPORT (2H2), WITH ONE PASSENGER, EN ROUTE TO MONETT MUNICIPAL AIRPORT (M58) TO PURCHASE FUEL. AFTER TAKE OFF AT ABOUT 400 FEET AGL, THE ENGINE LOST POWER AND WITHIN A FEW SECONDS QUIT ALTOGETHER. HE EXECUTED AN ENGINE OUT EMERGENCY LANDING IN A VACANT FIELD, AND ON LANDING "GROUND LOOPED" THE AIRCRAFT, DAMAGING THE LEFT WING TIP AND NOSE LANDING GEAR ASSEMBLY. PILOT AND PASSENGER WERE NOT INJURED. AIRCRAFT RECOVERY PERSONNEL STATED THAT THE WING FUEL TANKS WERE NOT COMPROMISED AND SUBSEQUENT INSPECTION REVEALED NO EVIDENCE OF FUEL IN THE LEFT FUEL TANK, AND APPROXIMATELY 1.5 GALLONS OF FUEL IN THE RIGHT TANK. THIS INCIDENT,^PRIVACY DATA OMITTED^ IS CONSIDERED CLOSED. 20010609020899I (-23) ON JUNE 9, 2001, BEECH MODEL F-35, N3863B PILOTED BY A PRIVATE PILOT, DEPARTED CLOW AIRPORT (1C5), PLAINFIELD, IL ON A PERSONAL FLIGHT TO MORRIS AIRPORT, MORRIS, IL. UPON LANDING, THE NOSE GEAR COLLAPSED, CAUSING DAMAGE TO THE PROPELLER AND THE NOSE GEAR DOORS. NO INJURIES, NO FIRE. NOTHING FOLLOWS. 20010609034029A (-23) ON JUNE 8, 2001, AT 09:59 CDT, A BEECHCRAFT BE-35-35, N2963V, DEPARTED SPRINGDALE (ARKANSAS) MUNICIPAL AIRPORT (SG), RUNWAY 18. THE AIRCRAFT DID NOT ATTAIN MORE THAN APPROXIMATELY 150' OF ALTITUDE, MADE A DESCENDING LEFT TURN, COLLIDED WITH POWER LINES, THEN IMPACTED THE GROUND APPROXIMATELY 800' BEYOND THE POWER LINES. THE PRIVATE PILOT AND ONE PASSENGER RECEIVED SERIOUS INJURIES AND THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. THE AIRCRAFT WAS BEING OPERATED AS A PERSONAL TRANSPORTATION FLIGHT BY THE OWNER/OPERATOR UNDER 14 CFR PART 91 WHEN THE ACCIDENT OCCURRED. VFR CONDITIONS PREVAILED AT THE TIME AND A FLIGHT PLAN WAS NOT FILED. 20010609039469A (-23) MIDDAY JUNE 9, 2001 MR. BRADLEY SCHMIDT, SSAN 77524418, PERFORM 8 OR 9 APPROACHES TO RUNWAY 30 (ASPHALT) AT MIDDLETON, WI MOREY AIRPORT (C29). THESE APPROACHES TERMINATED WITH TOUCH & GO LANDINGS. MR. SCHMIDT SWITCHED TO RUNWAY 36 (SOD) FOR HIS NEXT APPROACH. DURING THE TAKEOFF FROM THIS TOUCH & GO LANDING, THE AIRCRAFT FAILED TO OBTAIN FLYING SPEED. MR. SCHMIDT ABORTED THE TAKEOFF AS HE NEARED THE DEPARTURE END OF RUNWAY 36. AS THE AIRCRAFT LOST SPEED THE NOSE WHEEL BURIED IN THE SOFT SOD SUBSEQUENTLY CAUSING THE AIRCRAFT TO FLIP OVER ON IT'S BACK. MR. SCHMIDT WAS NOT INJURED IN THIS ACCIDENT. THE AIRCRAFT SUSTAINED MAJOR DAMAGE TO BOTH WINGS, THE FUSELAGE (REAR SPAR CARRY-THRU) AND THE ENGINE MOUNT. THE NOSE GEAR DID NOT COLLAPSE. 20010610011301I (-23)BOTH AIRCRAFT HAD JUST REFUELED AND WERE TAXIING ON ALFA TAXIWAY TO GO OVER TO AN EVENT BEING HELD ON THE OTHER SIDE OF THE AIRPORT. THE PILOT HEARD THE RV3,IN FRONT,SAY TO THE TOWER THAT HE WAS CROSSING RUNWAY 32. THE PILOT LOOKED DOWN TO CHECK HIS FUEL SELECTOR VALVE AND MENTALLY THOUGHT THE AIRCRAFT IN FRONT HAD GONE ACROSS THE RUNWAY. SUBSEQUENTLY HE NOTICED THE AIRCRAFT IMMEDIATELY IN FRONT OF HIM AND APPLIED THE BRAKES CAUSING HIS AIRCRAFT TO PITCH NOSE DOWN AND THE PROPELLER STRUCK THE AIRCRAFT IN FRONT CAUSING DAMAGE TO THE RUDDER, VERTICAL FIN, ELEVATOR AND HORIZONTAL STABILIZER. 20010610011302I (-23) BOTH AIRCRAFT HAD JUST REFUELED AND WERE TAXING ON ALFA TAXIWAY TO GO OVER TO AN EVENT BEING HELD ON THE OTHER SIDE OF THE AIRCRAFT. THE PILOT HEARD THE RV3, IN FRONT, SAY TO THE TOWER THAT HE WAS CROSSING RUNWAY 32. THE PILOT LOOKED DOWN TO CHECK HIS FUEL SELECTOR VALVE AND MENTALLY THOUGHT THE AIRCRAFT IN FRONT HAD GONE ACROSS THE RUNWAY. SUBSEQUENTLY HE NOTICED THE AIRCRAFT IMMEDIATELY IN FRONT OF HIM AND APPLIED THE BRAKES CAUSING HIS AIRCRAFT TO PITCH NOSE DOWN AND THE PROPELLER STRUCK THE AIRCRAFT IN FRONT CAUSING DAMAGE TO THE RUDDER, VERTICAL FIN, ELEVATOR AND HORIZONTAL STABILIZER. 20010610011369I (-23)ON JUNE 10, 2001, A DC-8-71, S/N 46099, REGISTERED AS N811AL, AND OPERATING AS RRXA FLIGHT 1321, WAS ENROUTE FROM "EWR" TO "IND" WHEN THE #1 ENGINE FIRE WARNING INDICATION WAS OBSERVED BY THE FLIGHT CREW. THE CHECKLIST WAS FOLLOWED, AND THE AIRCRAFT DIVERTED TO "PIT". THE AIRCRAFT LANDED AND TAXIED TO THE RAMP WITHOUT INCIDENT. ON THE RAMP, MAINTENANCE FOUND NO EVIDENCE OR FIRE. THE #1 FIRE WARNING CONTINUED WHEN POWER WAS ON THE AIRCRAFT. TROUBLESHOOTING FOUND THE FIRE LOOP BAD, ANDIT WAS REPLACED WITH THE 2 ENGINE FIRE BOTTLES. THE SYSTEM OPS CHECKED GOOD, AND THE AIRCRAFT WAS RETURNED TO SERVICE. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010610011909A (-23)THE PILOT STATED THAT AFTER LANDING AND SLOWING DOWN TO TURN OFF ON A TAXIWAY, A GUST OF WIND STRUCK THE AIRCRAFT FROM THE LEFT CAUSING THE AIRCRAFT TO VEER LEFT IN A GRUND LOOP. AFTER THE AIRPLANE CAME TO REST, THE TOWER REPORTED THE WIND AT 010 DEGREES AT 14 GUSTS TO 21. 20010610012299I (-23)DURING FIRST FLIGHT OF THE EXPERIMENTAL/AMATEUR BUILT AIRCRAFT IN THE TEST AREA, THE EXPERIMENTAL ENGINE SHUT DOWN UNCOMMANDED AND COULD NOT BE RESTARTED IN FLIGHT. THE AIRCRAFT LANDED IN A PLANTED CORN FIELD, RECEIVING DAMAGE TO THE NOSE AND MAIN LANDING GEAR, PROPELLER, LEFT WING TIP AREA, FUSELAGE BELLY AND BOTTOM OF THE ENGINE COWLING. 20010610013039I (-23)AIRCRAFT RETURNING TO OPF, AFTER A REVENUE FLIGHT TO NASSU, LANDED WITH THE NOSE LANDING GEAR (L/G) NOT DOWN AND LOCKED. THE PILOT HAD SELECTED GEAR DOWN AND HEARD A LOUD BANK A FEW SECONDS LATER. HE ACCESSED THE L/G MOTOR THROUGH THE ACCESS PANEL AND FOUND THE MOTOR RUNNING. HE PULLED THE L/G CIRCUIT BREAKER AND ATTEMPTED TO EXTEND THE GEAR MANUALLY. THE TOWER CONFIRMED THE GEAR WAS ONLY PARTIALLY EXTENDED PRIOR TO ATTEMPTING THE MANUAL EXTENTION. HE OBSERVED THE CHAIN WRAPPING AROUND THE DRIVE SHAFT IN THE NOSE LANDING GEAR AREA. HE WAS NOT ABLE TO EXTEND THE GEAR AND GET A GREEN LIGHT. HE COMPLETED THREE FLY-BYS OF THE TOWER. ON THE THIRD FLY-BY THE GREEN LIGHT CAME ON. HE LANDED ON RUNWAY 30, WITHOUT THE NOSE L/G BEING DOWN. AIRCRAFT SKIDDED OFF THE LEFT SIDE OF RUNWAY, SUSTAINING ONLY MINOR DAMAGE. POST INCIDENT INSPECTION FOUND THE CHAIN HAD BROKEN. 20010610013279I (-23) ON 06-11-2001, AT 0158Z, N3847U OPERATED BY (PIC) ^PRIVACY DATA OMI^ WITH ^PRIVACY DATA OMI^ AS PASSENGER, LANDED AT CRP WITH ONE ENGINE SHUT DOWN AND PROP FEATHERED DUE TO LOSS OF ENGINE OIL PRESS. THE PILOT FEATHERED THE PROP AFTER NOTING LOW OIL PRESSURE AND CONTACTED CRP ATC FOR LANDING INSTRUCTIONS. THE AIRCRAFT LANDED AT CRP WITHOUT FURTHER INCIDENT. THE PILOT STATED THAT NO FIRES OR INJURIES OCCURRED AS A RESULT OF THIS INCIDENT. THE AIRCRAFT WAS TOWED TO ADVANTAGE AIRCRAFT SERVICES (FBO) FOR MAINTENANCE. BRIEF EXPLANATION OF ISSUES INVOLVED: THROUGH FURTHER INVESTIGATION IT WAS NOTED THAT THE PROP OIL PRESS LINE HAD CHAFED THE ENGINE COWL ON THE FORWARD ENGINE AND DEPLETED THE OIL SYSTEM THUS CAUSING THE ENGINE TO SEIZE. A STATEMENT FROM THE MECHANIC, ^PRIVACY DATA OM^, IDENTIFIED THAT THE OIL PRESSURE HOSE FROM THE PROP GOVERNOR CHAFED WITH A FASTENER ON THE ENGINE COWL. THE CHAFING HOSE WAS UNDETECTABLE BY THE PIC DURING A PREFLIGHT INSPECTION. THE ENGINE WOULD TURN OVER, HOWEVER, SOME INTERNAL INTERFERENCE WITH THE PISTON WOULD NOT ALLOW IT TO RUN. ONE PISTON WAS SEIZED IN PLACE. APPROXIMATELY 20 FLIGHT HOURS PRIOR TO THIS FLIGHT, THIS AIRCRAFT HAD AN ANNU AL INSPECTION PERFORMED AND NO DISCREPANCIES WITH THE PROP GOVERNOR HOSE WERE NOTED. THIS IS A NO FAULT ISOLATED INCIDENT AND THIS OFFICE CONSIDERS THIS MATTER CLOSED. 20010610013649A (.19)ON JUNE 10, 2001, APPROXIMATELY 1215 MOUNTAIN DAYLIGHT TIME, A MITSUBISHI MU-2B-20, N187AF, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT IMPACTED TERRAIN AND BURNED WHILE ON LANDING APPROACH NEAR CERRILLOS, NEW MEXICO. THE PRIVATE PILOT AND ONE PASSENGER WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN IFR FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CFR PART 91. THE FLIGHT ORIGINATED IN PEORIA, ILLINOIS, APPROXIMATELY 0945 CENTRAL DAYLIGHT TIME. PRELIMINARY INFORMATION INDICATES THAT AS THE PILOT APPROACHED SANTA FE, HE WAS INSTRUCTED TO ENTER A HOLDING PATTERN. HE CANCELLED HIS IFR FLIGHT PLAN AND SHORTLY THEREAFTER, WAS TOLD HE WOULD BE FOLLOWING TWO OTHER AIRPLANES FOR LANDING. THIS WAS THE LAST RADIO COMMUNICATION WITH THE PILOT. WITNESSES REPORTED SEEING THE AIRPLANE IN A SPIN. THE BURNED WRECKAGE WAS CONFINED TO A SMALL AREA. GROUND SCARS WERE CONSISTENT WITH A 45 DEGREE NOSE DOWN RIGHT SPIN. BOTH ENGINES EXHIBITED SIGNATURES CONSISTENT WITH POWER BEING DEVELOPED. (-23) ON 06/10/2001 AT 1230 LOCAL TIME N187AF, A MITSUBISHI MU-2B-20 CRASHE D IN THE FOOTHILLS 9.5 MILES SOUTHEAST OF SANTA FE, NM (1MILE NW OF CERRILLOS, NM). THE AIRCRAFT WAS PILOTED BY DR. J. MICHAEL WHITE WITH ONE PASSENGER ON BOARD, THE PILOT'S WIFE. THE PILOT WAS INBOUND TO SANTA FE (SAF) FROM MT. HAWLEY AUXILIARY AIRPORT, 7 MILES NORTH OF PEORIA, IL, WHEN HE ELECTED TO DO A 360 DEGREE TURN FOR SPACING INTO SANTA FE AIRPORT. THE INVESTIGATION REVEALED THE AIRCRAFT STRUCK THE GROUND AT A 45 DEGREE NOSE DOWN AND RIGHT WING LOW ATTITUDE AND RIGHT HAND SPIN. BOTH ENGINES WERE DEVELOPING POWER UPON IMPACT, ACTUAL THROTTLE SETTINGS ARE UNKNOWN. THE ENTIRE AIRCRAFT WAS DESTROYED AS A RESULT OF IMPACT AND POST CRASH FIRE. BOTH OCCUPANTS RECEIVED FATAL INJURIES. NOTE: HOURS MAKE MODEL AND HOURS LAST 90 DAYS ARE UNKNOWN. (.4) ON JUNE 10, 2001, AT 1221 MOUNTAIN DAYLIGHT TIME, A MITSUBISHI MU-2B-20, N187AF, REGISTERED TO AND OPERATED BY THE PILOT, WAS DESTROYED WHEN IT IMPACTED TERRAIN IN AN UNCONTROLLED DESCENT NEAR CERRILLOS, NEW MEXICO. THE PRIVATE PILOT AND ONE PASSENGER WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN HAD BEEN FILED FOR THE PERSONAL FLIGHT BEING CONDUCTED UNDER TITLE 14 CODE OF FEDERAL REGULATIONS (CFR) PART 91. THE FLIGHT ORIGINATED IN PEORIA, ILLINOIS, APPROXIMATELY 0945 CENTRAL DAYLIGHT TIME. NORTH POINT AVIATION, INC., RECORDS INDICATED THAT ON THE MORNING OF THE ACCIDENT, THE PILOT USED HIS PERSONAL KEY TO UNLOCK A FUEL PUMP. THE AIRPLANE WAS SERVICED TO CAPACITY WITH 190 GALLONS OF JET-A FUEL. THE PILOT THEN TELEPHONED THE KANKAKEE, ILLINOIS, AUTOMATED FLIGHT SERVICE STATION (AFSS), OBTAINED A STANDARD WEATHER BRIEFING, AND FILED AN IFR FLIGHT PLAN TO SANTA FE. THE AIRPLANE WAS SEEN TO TAKE OFF FROM THE MOUNT HAWLEY AUXILIARY AIRPORT (3MY) BETWEEN 0930 AND 0945 CENTRAL DAYLIGHT TIME. ACCORDING TO A FAMILY MEMBER, THE PILOT AND HIS WIFE WERE TRAVELING TO SANTA FE TO CELEBRATE THEIR WEDDING ANNIVERSARY. ACCORDING TO THE FEDERAL AVIATION ADMINISTRATION (FAA), WHEN THE PILOT ARRIVED IN THE SANTA FE AREA, THE ALBUQUERQUE AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) INSTRUCTED HIM TO ENTER A HOLDING PATTERN DUE TO CONFLICTING TRAFFIC. HE THEN CANCELLED HIS IFR FLIGHT PLAN AND WAS TOLD TO CONTACT THE SANTA FE TOWER. AN UNOFFICIAL TRANSCRIPT OF RADIO COMMUNICATIONS WAS PREPARED. APPROXIMATELY 1218, THE PILOT CONTACTED THE CONTROL TOWER AND REPORTED HE WAS 4 MILES FROM THE SANTA FE VORTAC. SHORTLY THEREAFTER, HE REPORTED HE WAS 2 MILES FROM THE VORTAC. AT 1220, THE PILOT SAID HE WAS "JUST GOING TO DO A THREE SIXTY OUT HERE SOUTH OF THE V-O-R AND TURN AROUND AND COME BACK IN." THIS WAS THE LAST SIGNIFICANT TRANSMISSION FROM THE PILOT. THERE WERE SEVERAL WITNESSES TO THE ACCIDENT, AN 20010610013709I (-23) ON 6/10/01, AT APPROXIMATELY 1350 EDT, MR. TOME INITIATED A FREEFALL PARACHUTE JUMP OVER LAUREL AIRPORT, LAUREL, DELAWARE, WITH TWO OTHER PARACHUTISTS. EYEWITNESSES STATED THAT IT APPEARED THAT MR. TOME'S MAIN PARACHUTE FAILED TO TOTALLY DEPLOY AND THAT MR. TOME ATTEMPTED BUT WAS UNABLE TO MAKE IT DEPLOY PROPERLY. HE ATTEMPTED TO DEPLOY HIS RESERVE PARACHUTE, BUT THAT BECAME ENTANGLED WITH THE PARTIALLY DEPLOYED MAIN PARACHUTE. MR. TOME IMPACTED THE GROUND FEET FIRST IN A VERTICAL POSITION. HE WAS DECLARED DEAD AT THE SCENE BY LOCAL MEDICAL OFFICIALS. 20010610015009A (-23) NOTE: DUE TO THE CONFIGURATION OF THE AIRCRAFT WE WERE UNABLE TO DET ERMINE THE PIC. TOTAL FLIGHT TIME AND LAST REGULATORY CHECK RIDE OF BOTH PILOTS IS UNAVAILABLE. ON JUNE 10, 2001, AT APPROXIMATELY 12:20 LOCAL TIME , AN EXPERIMENTAL YAKOVLEV YAK 52 N52BG, WAS DESTROYED AFTER COLLIDING WITH TERRAIN NEAR CUSTER WASHINGTON. THE AIRCRAFT WAS BEING OPERATED UNDER VISUAL FLIGHT RULES (VFR) ON A CROSS COUNTRY FLIGHT WHEN THE ACCIDENT OCCURRED. THE AIRCRAFT WAS ATTEMPTING TO JOIN UP WITH ANOTHER AIRCRAFT IN FORMATION AND DURING THE TURN THE AIRCRAFT STALLED. THE PILOT AND PASSENGER WERE BOTH FATALLY INJURED. THE FLIGHT ORIGINATED FROM A PRIVATE STRIP NEAR POINT ROBERTS, WASHINGTON, APPROXIMATELY 15 MINUTES PRIOR TO THE ACCIDENT. THE AIRPLANE'S PLANNED DESTINATION WAS SNOHOMISH COUNTY PAINE FIELD, EVERETT, WASHINGTON. 20010610015109A (-23) DURING A TAKEOFF ATTEMPT AT BENSON AIRPORT, ON A 2000 FT GRASS STRIP, THE PILOT SET THE BRAKES, ADVANCED THE THROTTLE AND NOTED THAT THE MANIFOLD PRESSURE AND TACHOMETER WERE IN THE GREEN. HE USED FULL RUNWAY LENGTH FOR HIS TAKEOFF. WITH THE FLAPS SET AT 10 DEGREES THE AIRPLANE REACHED 40KTS FAIRLY QUICK THEN LAGGED BETWEEN 40 & 45 KNOTS. AT 1300 FEET DOWN THE RUNWAY AND STILL NOT FLYING, THE TAKEOFF WAS ABORTED. THE AIRCRAFT SLID 698 FEET AND RAN OFF END OF THE RUNWAY. A CABLE STRETCHED ACROSS THE END OF RUNWAY CAUSED NOSE GEAR TO BREAK OFF AND AIRCRAFT TO FLIP UNSIDE DOWN. NO INJURIES OCCURRED. DURING INVESTIGATION OF AIRCRAFT ON SCENE BY THE FAA, THE RT BRAKE DISK WAS FOUND TO BE SEPARATED FROM THE BRAKE HUB. TIRE TRACKS INDICATED RIGHT BRAKE FAILED AT 536 FEET FROM END OF RUNWAY. (.19) ON JUNE 10, 2001, AT 1810 CENTRAL DAYLIGHT TIME, A CESSNA R182, N7579T, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN DURING AN ABORTED TAKEOFF AT THE BENSON AIRPORT, NEAR WHITE BEAR LAKE, MINNESOTA. THE PILOT REPORTED THAT AT OVER 1/2 DOWN THE RUNWAY (APPROXIMATELY 2,000 FEET, GRASS) THE AIRPLANE WOULD NOT ROTATE. VISUAL METEOROLOGI CAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT AND THREE PASSENGERS REPORTED NO INJURIES. THE FLIGHT WAS EN ROUTE TO THE BRAINERD MUNICIPAL AIRPORT, BRAINERD, MINNESOTA. 20010610016229I (-23) PILOT STATED THAT AFTER LANDING AS HE SET NOSE DOWN IT DIDN'T FEEL RIGHT, SO HE PULLED BACK ON YOKE, AIRCRAFT BALLOONED ABOUT 6-8 FT. INTO AIR.WHEN IT CAME DOWN THE NOSE DROPPED ALL THE WAY DOWN AND HE HEARD THE PROP STRIKING THE GROUND. 20010610017049A (-23) PILOT/OWNER DEPARTED HARD SURFACED RUNWAY AT WEST FARGO UTILITY AIRPORT WITH FLOAT EQUIPPED AIRCRAFT. AIRCRAFT WAS ON DETACHABLE WHEELED DOLLYS WHICH REMAINED ON THE GROUND AFTER THE AIRCRAFT DEPARTED. PILOT STAYED IN THE TRAFFIC PATTERN AND ATTEMPTED A LANDING ON DRY GRASS ADJACENT TO THE RUNWAY. DURING LANDING THE LEFT FLOAT RIGGING COLLAPSED CAUSING THE AIRCRAFT TO NOSE OVER. PROP STRUCK THE GROUND AS ID THE LEFT WING. UPON ARRIVAL AT THE AIRCRAFT ON 6-14-01 IT WAS FOUND THAT THE LEFT WING HAD BEEN REMOVED TO AN UNKNOWN LOCATION. THE WING WAS LOCATED IN MINNESOTA ON 7-9-01 AND AN INSPECTION REVEALED SPAR DAMAGE TO THE LEFT WING. (SUBSTANTIAL). 20010610028699A (.4) ON JUNE 10, 2001, ABOUT 1320 EASTERN DAYLIGHT TIME, A YAKOVLEV 52, N114YK, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT THE SHANNON AIRPORT, (EZF), FREDERICKSBURG, VIRGINIA. THE CERTIFICATED COMMERCIAL PILOT AND A PILOT RATED PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT DEPARTED WARRENTON, VIRGINIA. THE PERSONAL FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. THE AIRPLANE WAS LANDING ON RUNWAY 33, A 1,300 FOOT-LONG, 150 FOOT-WIDE, TURF RUNWAY. IN A WRITTEN STATEMENT, THE PILOT SAID THE AIRPLANE TOUCHED DOWN ON THE FIRST QUARTER OF THE RUNWAY, "APPROXIMATELY BETWEEN THE FIRST AND SECOND HANGER PERPENDICULAR TO THE RUNWAY." HE FURTHER STATED, " I APPLIED BRAKES, BUT WAS NOT GETTING ANY BRAKING ACTION. AS I APPLIED MORE BRAKES, THE AIRCRAFT BEGAN TO JUST SKID DOWN THE GRASS RUNWAY. AT THIS POINT I WAS THINKING OF GOING-AROUND, BUT WITH FULL FLAPS DOWN AND TRESS ON THE OPPOSITE END OF THE RUNWAY, I ELECTED TO CONTINUE TO TRY TO STOP...." THE AIRPLANE DEPARTED THE END OF THE RUNWAY, TRAVELED OVER AN EMBANKMENT, AND CAME TO REST ON RAILROAD TRACKS. EXAMINATION OF THE AIRPLANE, WHICH INCLUDED THE BRAKE SYSTEM, BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR, DID NOT REVEAL ANY PRE-ACCIDENT MECHANICAL MALFUNCTIONS. ACCORDING TO THE AIRPORT MANAGER, THE DISTANCE BETWEEN THE FIRST AND SECOND HANGAR, WHERE THE PILOT INDICATED THE AIRPLANE HAD TOUCHED DOWN, WAS APPROXIMATELY 650 FEET BEYOND THE APPROACH END OF THE RUNWAY. THE PILOT REPORTED HE HAD ACCUMULATED ABOUT 3,000 HOURS OF TOTAL FLIGHT EXPERIENCE. HE HAD RECENTLY PURCHASED THE ACCIDENT AIRPLANE AND HAD ACCUMULATED ABOUT 16 HOURS OF TOTAL FLIGHT EXPERIENCE IN MAKE AND MODEL. THE WINDS REPORTED AT EZF, ABOUT THE TIME OF THE ACCIDENT WERE CALM. (-23) PILOT TOUCHED DOWN AT APPROXIMATELY 650 FEET ON A GRASS RUNWAY 1500 FEET LONG. AIRCRAFT WAS UNABLE TO COME TO A STOP IN THE REMAINING RUNWAY. THE AIRCRAFT WENT OVERBANK AND ONTO RAILROAD TRACKS. 20010610033379I (-23) SMALL TOW BAR WAS LEFT ATTACHED, AFTER A PRE-FLIGHT INSPECTION WAS COMPLETED IN HANGAR. PILOT WAS NOTIFIED TOW BAR WAS STILL ATTACHED AFTER TAKEOFF, PILOT FLEW TO OPEN FIELD AND CYCLED THE LANDING GEAR, THE TOW BAR DROPPED OFF AND WAS RECOVERED. DAMAGE TO ARICRAFT GEAR DOORS WAS MINOR. 20010611010319I (-23)ON JUNE 11, 2001, A DO-328-100, S/N 3048, REGISTERED AS N457PS AND OPERATED AS VNAA FLIGHT #4076 DEPARTED PIT WHEN THE CREW RECEIVED A CARGO FIRERED WARNING PANEL ALERT. THEY THEN STOPPED THE CLIMB, WENT THROUGH THE EMERGENCY PROCEDURES AND RETURNED TO PIT LANDING ON RUWAY 10L. ONCE ARRIVING AT PIT SAFELY, THE CREW EVACUATED THE AIRCRAFT ON THE RUNWAY WHILE THE EMERGENCY VEHCLES WERE STANDING BY. THERE WERE NO INJURIES DURING THE EVENT AND THE CAPTAIN REPORTED AN ORDERLY EVACUATION. A FAULTY SMOKE DETECTOR WAS FOUND TO BE THE PROBLEM AND WILL BE REPLACED. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010611011109A (.19)ON JUNE 11, 2001, APPROXIMATELY 1200 PACIFIC DAYLIGHT TIME, A HUGHES 369D, N69PE, REGISTERED TO AND OPERATED BY E 3 HELICOPTERS, AS A 14 CFR PART 91 MAINTENANCE TEST FLIGHT, EXPERIENCED A LOSS OF ENGINE POWER FOLLOWED BY A HARD LANDING NEAR CANBY, OREGON. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL PILOT AND MECHANIC ON BOARD WERE NOT INJURED. THE FLIGHT ORIGINATED FROM AURORA, OREGON, AT AN UNKNOWN TIME. THE PILOT REPORTED TO A FEDERAL AVIATION ADMINISTRATION INSPECTOR FROM THE HILLSBORO, OREGON, FLIGHT STANDARDS DISTRICT OFFICE THAT WHILE PERFORMING BLADE TRACKING PROCEDURES, THE ENGINE RPM BEGAN TO DECAY. THE PILOT TRIED TO INCREASE ENGINE POWER, HOWEVER, THE ENGINE DID NOT RESPOND. DURING THE AUTOROTATION, THE HELICOPTER LANDED HARD. THE MAIN ROTORS SUBSEQUENTLY CONTACTED AND SEVERED THE TAIL BOOM. (-23) DURING CRUISE FLIGHT, N69PE, A HUGHES 369D HELICOPTER LOST POWER AND WAS FORCED TO AUTOROTATE. THE RESULTING HARD LANDING CAUSED THE MAIN ROTOR TO CONTACT THE TAIL BOOM, CUTTING IT OFF. 20010611011169A (.19)ON JUNE 11, 2001, ABOUT 1615 EASTERN DAYLIGHT TIME, A CESSNA 170A, N9509A, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT MALLORY AIRPORT (WV12), SOUTH CHARLESTON, WEST VIRGINIA. THE CERTIFICATED AIRLINE TRANSPORT PILOT AND PILOT RATED PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, THE PASSENGER HAD JUST PURCHASED THE AIRPLANE. THE PILOT WAS MORE EXPERIENCED IN THE MAKE AND MODEL AIRPLANE, AND FLEW IT BACK TO WV12. THE PILOT LANDED ON RUNWAY 33, A 2,000-FOOT LONG, 24-FOOT WIDE, ASPHALT RUNWAY. THE PILOT ADDED THAT THE LANDING WAS NORMAL, BUT THE AIRPLANE BEGAN TO VEER 10 DEGREES TO THE LEFT. THE PILOT ATTEMPTED TO CORRECT THE AIRPLANE BY APPLYING RIGHT RUDDER AND BRAKE. HOWEVER, IT CONTINUED TO TRAVEL OFF THE LEFT SIDE OF THE RUNWAY, ONTO THE GRASS. THE PILOT THEN PULLED THE MIXTURE CONTROL TO LEAN, AND TURNED THE FUEL "OFF". THE AIRPLANE STRUCK A HANGAR ABOUT 15 MPH, AND THE ENGINE, PROPELLER, AND FUSELAGE WERE DAMAGED. THE REPORTED WIND AT AN AIRPORT APPROXIMATELY 6 MILES FROM THE ACCIDENT SITE, AT 1554, WAS FROM 270 DEGREES AT 8 KNOTS. A FEDERAL AVIATION ADMINISTRATION AIRWORTHINESS INSPECTOR PLANNED TO FURTHER EXAMINE THE AIRPLANE. (-23) AIRMAN MADE WHAT APPEARED A NORMAL LANDING AFTER A NORMAL APPROACH IN CALM WINDS. AFTER TOUCHDOWN AIRCRAFT ROLLED ABOUT 100 FEET STRAIGHT AHEAD THEN BEGAN TO VEER LEFT. FULL APPLICATION OF RIGHT RUDDER AND BRAKE DID NOT ARREST LEFT TURN. AIRCRAFT DEPARTED RUNWAY AND CAME TO REST AGAINST HANGAR CAUSING SUBSTANTIAL DAMAGE TO ENGINE COMPARTMENT, FIREWALL AND INSTRUMENT PANEL. (.4) ON JUNE 11, 2001, ABOUT 1615 EASTERN DAYLIGHT TIME, A CESSNA 170A, N9509A, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT MALLORY AIRPORT (WV12), SOUTH CHARLESTON, WEST VIRGINIA. THE CERTIFICATED AIRLINE TRANSPORT PILOT AND PILOT RATED PASSENGER SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO THE PILOT, THE PASSENGER HAD JUST PURCHASED THE AIRPLANE. THE PILOT WAS MORE EXPERIENCED IN THE MAKE AND MODEL AIRPLANE, AND FLEW IT TO WV12. AFTER LANDING ON RUNWAY 33, A 2,000-FOOT LON G, 24-FOOT WIDE, ASPHALT RUNWAY, THE AIRPLANE VEERED TO THE LEFT. THE PILOT ATTEMPTED TO CORRECT THE AIRPLANE BY APPLYING RIGHT RUDDER AND BRAKE. HOWEVER, IT CONTINUED TO TRAVEL OFF THE LEFT SIDE OF THE RUNWAY, ONTO THE GRASS. THE PILOT THEN PULLED THE MIXTURE CONTROL TO LEAN, AND TURNED THE FUEL "OFF". THE AIRPLANE STRUCK A HANGAR ABOUT 15 MPH, AND THE ENGINE, PROPELLER, AND FUSELAGE WERE DAMAGED. THE REPORTED WIND AT AN AIRPORT APPROXIMATELY 6 MILES FROM THE ACCIDENT SITE, AT 1554, WAS FROM 270 DEGREES AT 8 KNOTS. EXAMINATION OF THE WRECKAGE BY A FEDERAL AVIATION ADMINISTRATION INSPECTOR DID NOT REVEAL ANY PRE-IMPACT MECHANICAL MALFUNCTIONS. 20010611012699I (-23) ^PRIVACY DATA^ WAS LANDING ON 26L, ON LANDING THE NOSE GEAR STARTER SHIMMING. THE AIRCRAFT STARTED VEERING TO THE LEFT OFF THE RUNWAY. THE RIGHT GEAR AND STRUT HIT THE 6,000 DISTANT MARK SIGN AND THE AIRCRAFT WENT ABOUT 100 YARDS INTO THE GRASS. 20010611013779I (-23) PILOT LANDED AIRCRAFT SHORT OF RUNWAY 27 AT HGR STRIKING THE TAIL OF THE AIRCRAFT ON THE GROUND AND THEN HIT A RUNWAY LIGHT DOING MINOR DAMAGE TO THE AIRCRAFT. FROM PILOTS DESCRIPTION IT APPEARS HE WAS EXPERIENCING CARB. ICING. 20010611014389A (.19)ON JUNE 11, 2001, ABOUT 1010 EASTERN DAYLIGHT TIME, A TURBINE-POWERED CESSNA P210N, N450M, WAS DESTROYED DURING A FORCED LANDING IN HONESDALE, PENNSYLVANIA. THE TWO CERTIFICATED PRIVATE PILOTS AND THE PASSENGER WERE FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED FOR THE LOCAL FLIGHT, WHICH ORIGINATED AT SEAMANS FIELD (9N3), FACTORYVILLE, PENNSYLVANIA. THE SALES DEMONSTRATION FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. THE AIRPLANE WAS BEING BROKERED BY O & N AIRCRAFT MODIFICATIONS, INC., WHICH WAS LOCATED AT SEAMANS FIELD. IN 1992, UNDER A SUPPLEMENTAL TYPE CERTIFICATE, O & N INSTALLED AN ALLISON 250-B1F2 ENGINE IN THE AIRPLANE AS PART OF A SILVER EAGLE CONVERSION, THEN SUBSEQUENTLY SOLD THE CONVERTED AIRPLANE TO THE CURRENT OWNER. ACCORDING TO THE PRESIDENT OF O & N, THE CURRENT OWNER, WHO OPERATED THE AIRPLANE AS A DELAWARE-BASED CORPORATION, HAD RECENTLY LOST HIS MEDICAL CERTIFICATE, AND REQUESTED THAT O & N HANDLE THE AIRPLANE'S RESALE. (-23) AIRCRAFT N450M, A CESSNA 210-P210N, LEFT SEAMAN'S FIELD (N43) ON A DEMO FLIGHT ON JUNE 11, 2001, ABOUT 0845. DURING THIS FLIGHT THE AIRCRAFT ENC OUNTERED ENGINE PROBLEMS AND MADE AN EMERGENCY LANDING. THE AIRCRAFT STRUCK A TREE LINE AND BOTH WINGS WERE TORN OFF AND THE FUSELAGE CAME TO REST 100 FEET FROM THE TREES. THE FUSELAGE BURNED DUE TO ACCIDENT. 20010611019539A (-23) THE PILOT STATED THAT HE WAS CONDUCTING AN AERIAL PHOTOGRAPHY FLIGHT AT 600 TO 800 FEET AGL WHEN HE FELT A SUDDEN, MASSIVE JOLT TO THE AIRCRAFT. THE AIRCRAFT THEN ENTERED A SPRIALING DIVE TO THE LEFT. THE PILOT WAS ABLE TO REGAIN SOME CONTROL OVER THE AIRPLANE AND MADE A SAFE LANDING AT THE LEE'S SUMMIT MUNICIPAL AIRPORT (LXT), LEE'S SUMMIT, MISSOURI. THE AIRCRAFT HAD STRUCK A GUY WIRE OF AN 843-FOOT TALL ANTENNA LOCATED JUST SOUTH OF RAYMORE, MISSOURI, APPROXIMATELY NINE MILES SOUTH-SOUTHWEST OF LXT. THERE WAS SUBSTANTIAL DAMAGE TO THE LEFT WING AND AILERON, WHERE APPROXIMATELY 40 INCHES OF THE LEFT WING WAS SEVERED. THE REMAINING LEFT WING ALSO EXHIBITED EVIDENCE OF BEING FORCED AFT, WITH BUCKLING OF UPPER AND LOWER WING SKINS, AND WING SKIN BULGES AT THE AFT SPAR ATTACH POINTS. THE WING WAS SEVERED APPROXIMATELY TWO INCHES OUTBOARD OF THE LEFT AILERON ACTUATOR AND CONTROL CABLES. 20010611019729I (-23) ON LAST INTENDED APPROACH TO STOP AND GO LANDING AT NIGHT, NEWLY RATED MULTI CFI WAS SIMULATING A SINGLE ENGINE APPROACH TO LANDING. AS MULTI STUDENT IN LEFT SEAT (ASEL PVT) REACHED TO SELECT FLAPS DOWN, CFI CORRECTED STUDENT TO SELECT GEAR ONLY AND THOUGHT THE STUDENT THEN DID SO. AIRCRAFT THEN LANDED GEAR UP. CFI WILL CONTACT AZ FSDO-SDL SPM TO DISCUSS THIS MATTER AND POSSIBLY COORDINATE HIS SPEAKING AT THE NEXT SAFETY SEMINAR ABOUT HIS INCIDENT. 20010611021469A (-23) THE PILOT INVOLVED FLEW THIS AIRCRAFT OVER TWO HOURS EARLIER THE DAY OF THE INCIDENT. HE FLEW FROM 9A0 TO GVL AND BACK TO 9A0. LATER IN THE DAY HE DECIDED TO DO SOME PATERN WORK AT 9A0. THE PILOT WAS LANDING, TAXI TO THE OPPOSITE END OF THE RUNWAY AND TURNED AROUND TO TAKEOFF IN THE OPPOSITE DIRECTION AS THE WIND WAS CALM. DUE TO THE MOUNTAINOUS NATURE OF THE ENVIRONMENT, THE PILOT SAID THAT HE ALWAYS CHECKED TE MAGNETOS AND WAS LEANING THE AIRCRAFT FOR MAXIMUM POWER ON EACH TAKEOFF (ALL LANDINGS WERE FULL STOP). ON APPROXIMATELY THE THIRD TAKEOFF (CONDUCTED ON RUNWAY 15) THE PILOT COMPLETED HIS TAKEOFF CHECK, INCLUDED LEANING THE AIRCRAFT AND STARTED THE DEPARTURE. WHEN HE WAS AIRBORNE AND BEYOND THE MIDDLE OF THE RUNWAY (APPROXIMATELY 50-100 AGL) THE ENGINE STARTED TO SPUDDER/RUN ROUGH. HE LOOKED DOWN TO SEE IF THE BOOST PUMP WAS ON (AND IT WAS) AND THEN INCREASED THE MIXTURE. THE AIRCRAFT STARTED TO LOSE POWER, SPEED AND ALTITUDE. THE PILOT TURNED APPROXIMATELY 40 DEGREES TO THE RIGHT TO HEAD FOR LOWER TERRAIN. 20010611023089I (-23)ON JUNE 6, 2001, ABOUT 0800 HRS. EASTERN STANDARD TIME, A CESSNA 150, N2207J, REGISTERED TT FREDERICK PISHOTTA, AND OPERATED BY THOMAS JORGENSEN WAS CONDUCTED UNDER PART 91. THE PILOT STATED AFTER ABOUT 30-40 MINS INTO THE FLIGHT THE ENGINE LOST POWER AND A RESTART WAS UNSUCCESSFUL THEREFORE THE PILOT MADE AN EMERGENCY LANDING IN A FIELD. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A VFR FLIGHT PLAN WAS NOT FILED. THE AIRCRAFT WAS NOT DAMAGED AND THE PILOT AND PASSENGER WERE NOT INJURED. 20010611037529A (.19) ON JUNE 11, 2001, AT 0729 CENTRAL DAYLIGHT TIME, A CESSNA 210M SINGLE-ENGINE AIRPLANE, N210BK, IMPACTED TERRAIN AFTER STRIKING POWER LINES WHILE ATTEMPTING TO LAND ON A PRIVATE ROAD NEAR MAGNOLIA, TEXAS. THE PRIVATE PILOT, SOLE OCCUPANT OF THE AIRPLANE, RECEIVED SERIOUS INJURIES. THE AIRPLANE WAS OWNED AND OPERATED BY B AND K LUMBER CO. INC., OF RYE, TEXAS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PERSONAL FLIGHT. THE FLIGHT ORIGINATED FROM THE CLEVELAND MUNICIPAL AIRPORT, HOUSTON, TEXAS, APPROXIMATELY 0700 AND WAS DESTINED FOR THE ACCIDENT LOCATION. ACCORDING TO WITNESSES WHO WORKED FOR THE PILOT'S COMPANY, THE PILOT HAS LANDED ON THE PRIVATE ROAD "HUNDREDS OF TIMES." THE WITNESSES WERE "FLAGGING TRAFFIC" TO KEEP VEHICLES AND ANIMALS OFF THE ROAD WHILE THE PILOT WAS ATTEMPTING TO LAND TO THE NORTH. DURING THE APPROACH, THE AIRPLANE'S NOSE CONTACTED FOUR POWER LINES APPROXIMATELY 20 FEET AGL. THAT INTERSECTED PERPENDICULAR TO THE ROAD. THE POWER LINES STRETCHED, SNAPPED, AND THE AIRPLANE IMPACTED THE GROUND IN A NOSE LOW ATTITUDE. THE AIRPLANE CAME TO REST UPRIGHT APPROXIMATELY 150 FEET FROM THE INITIAL POWER LINE CONTACT POINT. THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, STATED THAT THE POWER LINES WERE NOT MARKED. THE NOSE AND RIGHT MAIN LANDING GEAR SEPARATED FROM THE AIRCRAFT, AND THE FIREWALL WAS BUCKLED. (.4) ON JUNE 11, 2001, AT 0729 CENTRAL DAYLIGHT TIME, A CESSNA 210M SINGLE-ENGINE AIRPLANE, N210BK, IMPACTED TERRAIN AFTER STRIKING POWER LINES WHILE ATTEMPTING TO LAND ON A PRIVATE ROAD NEAR MAGNOLIA, TEXAS. THE PRIVATE PILOT, SOLE OCCUPANT OF THE AIRPLANE, SUSTAINED SERIOUS INJURIES. THE AIRPLANE WAS OWNED AND OPERATED BY B AND K LUMBER CO. INC., OF RYE, TEXAS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE FLIGHT ORIGINATED FROM THE CLEVELAND MUNICIPAL AIRPORT, HOUSTON, TEXAS, APPROXIMATELY 0700, AND WAS DESTINED FOR THE ACCIDENT LOCATION. ACCORDING TO WITNESSES WHO WORKED FOR THE PILOT'S COMPANY, THE PILOT HAD LANDED ON THE PRIVATE ROAD "HUNDREDS OF TIMES." THE WITNESSES WERE "FLAGGING TRAFFIC" TO KEEP VEHICLES AND ANIMALS OFF THE ROAD WHILE THE PILOT WAS ATTEMPTING TO LAND TO THE NORTH. DURING THE APPROACH, THE AIRPLANE'S NOSE CONTACTED FOUR POWER LINES APPROXIM ATELY 20 FEET AGL THAT CROSSED PERPENDICULAR TO THE ROAD. THE POWER LINES STRETCHED, SNAPPED, AND THE AIRPLANE IMPACTED THE GROUND IN A NOSE LOW ATTITUDE. THE AIRPLANE CAME TO REST UPRIGHT APPROXIMATELY 150 FEET FROM THE INITIAL POWER LINE CONTACT POINT. THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, STATED THAT THE POWER LINES WERE NOT MARKED. THE NOSE AND RIGHT MAIN LANDING GEAR SEPARATED FROM THE AIRCRAFT, AND THE FIREWALL WAS BUCKLED. NUMEROUS ATTEMPTS TO OBTAIN A COMPLETED PILOT/OPERATOR AIRCRAFT ACCIDENT REPORT (NTSB FORM 6120.1/2) FROM THE PILOT WERE UNSUCCESSFUL. (-23) ON 06/11/01 ABOUT 0729 N210BK CE-210M CRASHED ON A ROAD. WITNESSES REPORTED THAT ON APPROACH TO LAND, TOWARDS THE NORTH, THE PROPELLER AND NOSE GEAR CONTACTED AND SEVERED FOUR POWER-LINES. THE WITNESSES ADDED THAT ON CONTACT WITH THE POWER-LINES THE PILOT ADDED POWER TO THE ENGINE. THE ACFT IMPACTED THE GROUND WITH A NOSE DOWN ATTITUDE ABOUT 138 FT LATER. THE ACFT CAME TO REST ON NOSE AND RIGHT WING 154 FT FROM IMPACT. ON IMPACT ONE OF THE PROPELLER BLADES WAS BROKEN OFF, ONE BENT TOWARDS THE ACFT AND THE OTHER BENT AND TWISTED. THE NOSE GEAR STRUT SEPARATED AS WELL AS THE RIGHT MAIN WHE EL. THE FIREWALL IS BUCKLED WITH CUTS IN PLACES. BOTH TANKS CONTAIN FUEL AND FUEL SELECTOR WAS ON RIGHT TANK. TACH INDICATED 981.7, MIXTURE RICH, PROP FULL INCREASE AND THROTTLE IDLE (FULL BACK), FLAPS FULL DOWN 30 DEG, COWL FLAPS OPEN. BATTERY AND MAGNETOS TURNED OFF BY EMS FLIGHT CONTROLS APPEAR NORMAL. 20010612012729I (-23) WHILE CONDUCTING A MISSED APPROACH THE NUMBER ONE ENGINE NOSE CONE CAME OFF IN FLIGHT DUE TO MOUNTING FAILURE. 20010612012809I (-23) PILOT STATED: AS HE STARTED HIS TAKE OFF WHEN POWER WAS PUSHED UP TO "FLEX" A LOUD BANG WAS HERD WITH CORRESPONDING #1 ENGINE LOSS OF POWER. TOWER INDICATED TO HIM THAT THERE WAS SMOKE COMING FROM #1 ENGINE PILOT ACTUATED FIRE BOTTLES TO CONTAIN POSSIBLE FIRE. THE AIRCRAFT WAS PULLED OFF OF RUNWAY AND DEPLANED NORMALLY THROUGH THE FWD CABIN AIRSTAIR. PASSENGERS WERE BUSSED TO TERMINAL NO INJURIES WERE REPORTED. THE AIRCRAFT WAS TOWED TO THE GATE 45. UPON INSPECTION THERE WAS A POWER (CONTAINED) SECTION FAILURE OF T3 & T4 WITH DAMAGE TO T1. ENGINE TAIL PIECE WAS MISSING. ENGINE PARTS AND/OR DEBRIS WAS SCATTERED ON THE APPROACH OF RUNWAY 19R THAT CORRESPONDED WITH THE MISSING TURBINE BLADES ETC. FROM THE ENGINE. 20010612013669A (.19)ON JUNE 12, 2001, AT ABOUT 1300 EASTERN DAYLIGHT TIME, A CESSNA 182S, N314FR, REGISTERED TO AN INDIVIDUAL, COLLIDED WITH TREES AND A FENCE DURING LANDING AT PINE ISLAND AIRPORT, COROLLA, NORTH CAROLINA, WHILE ON 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE, AND THE PRIVATE-RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM NORFOLK, VIRGINIA, THE SAME DAY, ABOUT 1230. THE PILOT STATED THAT WHILE AT ABOUT 10 FEET ABOVE THE RUNWAY, DURING THE LANDING FLARE, THE AIRPLANE ENCOUNTERED A GUST OF WIND FROM THE RIGHT AND DRIFTED TO THE LEFT. HE WAS UNABLE TO CORRECT THE DRIFT TO THE LEFT AND AS THE AIRPLANE TOUCHED DOWN ON THE RUNWAY, THE LEFT WING COLLIDED WITH TREES AND A FENCE. THE AIRPLANE TURNED SHARPLY TO THE LEFT AND THE RIGHT WING WENT DOWN AND CONTACTED THE RUNWAY. THE AIRPLANE THEN CAME TO REST PERPENDICULAR TO THE RUNWAY WITH THE NOSE AGAINST TREES. (-23) WHILE ON FINAL APPROACH 10 FT. ABOVE RUNWAY AIRCRAFT STARTED DRIFTING TO THE LEFT. AIRCRAFT TOUCHED DOWN WITH LEFT MAIN WHEEL IN SAND OFF LEFT SIDE OF RUNWAY. LEFT WING STRUCK A TREE AND AIRCRAFT PIVOTED LEFT. RIGHT WING STRUCK THE GROUND. (.4) ON JUNE 12, 2001, AT ABOUT 1300 EASTERN DAYLIGHT TIME, A CESSNA 182S, N314FR, REGISTERED TO AN INDIVIDUAL, COLLIDED WITH TREES DURING LANDING ROLL AT PINE ISLAND AIRPORT, COROLLA, NORTH CAROLINA, WHILE ON 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE, AND THE PRIVATE-RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM NORFOLK, VIRGINIA, THE SAME DAY, ABOUT 1230. THE PILOT STATED THAT WHILE AT ABOUT 10 FEET ABOVE THE RUNWAY, DURING THE LANDING FLARE, THE AIRPLANE ENCOUNTERED LOW LEVEL TURBULENCE AND DRIFTED TO THE LEFT. HE CORRECTED WITH AILERON AND RUDDER CONTROLS, BUT THE AIRPLANE CONTINUED DRIFTING TO THE LEFT AND THE NOSE PITCHED UP. THE AIRPLANE WAS NOT ALIGNED WITH THE RUNWAY CENTERLINE UPON TOUCHDOWN, AND CONTINUED INTO SOFT SAND ON THE SIDE OF THE RUNWAY, MAKING IT IMPOSSIBLE TO STEER BACK TO THE RUNWAY. THE LEFT WING TIP IMPACTED A TREE AND THE AIRPLANE PIVOTED TO THE LEFT. THE AIRPLANE THEN SLID SIDEWAYS AN D TIPPED ONTO THE RIGHT WING TIP, AND THE PROPELLER HIT A TREE. THE AIRPLANE THEN CAME TO REST PERPENDICULAR TO THE RUNWAY. 20010612014419A (-23) IN LOW ALTITUDE CRUISE, ENGINE/ROTOR DRIVEBELT BEGAN TO SQUEAL AND MAIN ROTOR SPEED COULD NOT BE MAINTAINED. THE ROTORCRAFT LANDED IN THE MANISTIQUE RIVER AND REMAINED AFLOAT ON THE CARGO POD FOR ABOUT 5 SECONDS. PILOT SAID MAIN ROTOR RPM WAS INCREASING WHEN THE CRAFT STARTED TO TIP FORWARD. THE MAIN ROTORS STRUCK THE WATER, AND THEN THE CRAFT ROLLED OVER AND SANK. NO INJURIES REPORTED. CAUSE OF BELT SLIPPAGE HAS NOT BEEN DETERMINED. (.19) ON JUNE 12, 2001, AT 1410 EASTERN DAYLIGHT TIME, AN AMATEUR-BUILT GIACKINO ROTORWAY EXEC 162F, N556DG, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED THE WATER WHILE MANEUVERING NEAR MANISTIQUE, MICHIGAN. THE AIRCRAFT CAME TO REST IN THE MANISTIQUE RIVER. THE PILOT AND HIS ONE PASSENGER WERE NOT INJURED. THE FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE LOCAL FLIGHT DEPARTED FROM THE SCHOOLCRAFT COUNTY AIRPORT, MANISTIQUE, MICHIGAN AT 1340. THE PILOT REPORTED THAT THE MAIN ROTOR DRIVE BELTS BEGAN SQUEALING AND HE WAS UNABLE TO MAINTAIN ALTITUDE. 20010612014679A (-23) STUDENT PILOT WAS NOT AWARE THAT HIS BOUNCED LANDING AT TERMINATION OF HIS SECOND SOLO CROSS COUNTRY RESULTED IN ANY DAMAGE TO THE AIRCRAFT. PREFLIGHT INSPECTION BY THE NEXT CUSTOMER DISCOVERED OBVIOUS DAMAGE TO THE AIRCRAFT PROPELLER TIP AND FIREWALL. NO DISCREPANCIES, DIFFICULTY OR VIBRATIONS WERE NOTED BY THE STUDENT PILOT AFTER LANDING AND SECURING THE AIRCRAFT. 20010612014699A (-23) THE PILOT LANDED THE AIRCRAFT ON A GRASS STIP WITH A RIGHT CROSSWIND AND THE AIRCRAFT DRIFTED OFF THE LEFT SIDE OF THE RUNWAY INTO A FOUR FEET EMBANKMENT DAMAGING THE MAIN AND NOSE LANDING GEAR AND FUSELAGE. (.19) ON JUNE 12, 2001, ABOUT 1055 EASTERN DAYLIGHT TIME, A CESSNA 172M, N12483, REGISTERED TO AN INDIVIDUAL, SLID OFF AN EMBANKMENT AFTER LANDING AT A PRIVATE LANDING STRIP NEAR BENNETTSVILLE, SOUTH CAROLINA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM WINSTON-SALEM, NORTH CAROLINA, THE SAME DAY, ABOUT 1000. THE PILOT STATED THAT LANDING ON RUNWAY 12 WAS NORMAL. TOUCHDOWN WAS IN THE FIRST 200 FEET OF RUNWAY. HE SLOWED NORMALLY AND THEN DID A FAST TAXI TO GET TO THE OPPOSITE END OF THE RUNWAY. AS HE APPROACHED THE OPPOSITE END OF THE RUNWAY, A GUST OF WIND LIFTED THE RIGHT WING. THE AIRPLANE'S NOSE TURNED TO THE RIGHT AND THE AIRPLANE SLID SIDEWAYS, LEFT SIDE FIRST, OVER AN EMBANKMENT. THE AIRPLANE CAME TO REST IN A DITCH BETWEEN THE EMBANKMENT AND A ROAD. (.4) ON JUNE 12, 2001, ABOUT 1045 EASTERN DAYLIGHT TIME, A CESSNA 172M, N12483, REGISTERED TO AN INDIVIDUAL, SLID OFF AN EMBANKMENT AFTER LANDING AT A PRIVATE LANDING STRIP NEAR BENNETTSVILLE, SOUTH CAROLINA, WHILE ON A 14 CFR PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE AND THE PRIVATE-RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED FROM WINSTON-SALEM, NORTH CAROLINA, THE SAME DAY, ABOUT 1000. THE PILOT STATED THAT LANDING ON RUNWAY 12 WAS NORMAL. TOUCHDOWN WAS IN THE FIRST 200 FEET OF RUNWAY. HE SLOWED NORMALLY AND THEN DID A FAST TAXI TO GET TO THE OPPOSITE END OF THE RUNWAY. AS HE APPROACHED THE OPPOSITE END OF THE RUNWAY AND BEGAN THE TURN INTO THE PARKING AREA, A QUARTERING GUST OF WIND FROM THE BACK RIGHT CAUSED THE TAIL TO BE PUSHED TO HIS LEFT AND THE RIGHT WING TO BE RAISED. THE AIRPLANE SLID AT A 45-DEGREE ANGLE OVER AN EMBANKMENT. 20010612015039A (-23) ON JUNE 12, 2001 AT APPROXIMATELY 1330 HOURS, N6181Q, AN AIR TRACTOR, AT-502B CRASH-LANDED WHILE TAKING OFF TO THE WEST BY STRIKING AN ATV AT THE MIDDLE OF THE AIRSTRIP. THE ATV TURNS WEST IN FRONT OF THE AIRCRAFT AND TRIED TO OUT RUN IT. WHILE THE PILOT-IN-COMMAND TRIED TO AVOID THE ATV BY GOING TO THE LEFT OF THE RUNWAY, THE AIRCRAFT RIGHT WING TIP IMPACTED THE ATV CAUSING THE AIRCRAFT TO GO OUT OF CONTROL AND BOUNCE A FEW TIMES. THE AIRCRAFT CONTINUED IN THE ORIGINAL INERTIA DIRECTION, BRAKING THE LEFT LANDING GEAR AND TAIL WHEEL, CAUSING THE PROPELLER TO HIT THE GROUND. THE AIRCRAFT CONTINUED ON ITS BELLY COMING TO REST AT THE END OF THE RUNWAY FACING NORTHEAST. BOTH WINGS WERE DAMAGED; THE EMPENNAGE BENT NINETY DEGREES TO THE RIGHT OF THE FUSELAGE. THE FUSELAGE WAS HEAVILY DAMAGED JUST AFT OF THE PILOT STATION. THE PILOT DID NOT SUFFER ANY INJURIES, BUT THE TWO OCCUPANTS OF THE ATV SUFFER MINOR INJURIES. THE WEATHER WAS VFR. 20010612016089I (-23) TWA FLIGHT 581 FROM SAINT LOUIS TO DENVER, DURING DESCENT, THE RIGHT ENGINE THRUST REVERSER UNLOCK LIGHT CAME ON AND WENT OFF WHEN ENGINE WAS SET TO IDLE. WHEN THE ENGINE WAS RETURNED TO NORMAL POWER SETTING THE THRUST REVERSER APPEARED TO DEPLOY AND THE BLUE REVERSER OPERATING LIGHT CAME ON. THE CREW COULD NOT STOW THE REVERSER, SO THEY SHUT DOWN THE RIGHT ENGINE AND LANDED AT DENVER WITHOUT ANY FURTHER PROBLEMS. TWO FLEW A MAINTENANCE CREW TO DENVER TO TROUBLE SHOOT AND REPAIR THE AIRCRAFT. THEY REPLACED THE THRUST REVERSER P/N 80886, THRUST REVERSER CONTROL UNIT P/B 82432, AND LATCH CABLE P/N 2291072. PRESENTLY, NO DEFECTS HAVE BEEN FOUND ON ANY OF THE PARTS AT THIS TIME. THE CONTROL UNIT, P/N 82432, WAS SENT TO THE MANUFACTURER FOR FURTHER TESTING AND TWA PERSONNEL REPLACED ALL OF THE WIRING AND CONNECTORS ON THE THRUST REVERSER ASSEMBLY. TWA MAINTENANCE WILL NOTIFY THE FAA WITH AN M&D REPORT IF ANY DEFECTS ARE FOUND ON THE CONTROLLER OR ANY OTHER COMPONENT. THE AIRCRAFT HAS BEEN OPERATING NORMALLY WITHOUT ANY FURTHER PROBLEMS TO THE THRUST REVERSER SYSTEM AS OF THIS DATE JULY 3, 2001. 20010612019219A (-23) DURING A FLIGHT TEST TO ESTABLISH BASELINE DATA, THE AIRCRAFT EXPERIENCED ELEVATOR FLUTTER OF SUFFICIENT MAGNITUDE TO SEVER THE ELEVATOR CONTROLLINKAGE. THE FLIGHT CREW ATTEMPTED AN APPROACH TO RUNWAY 17 AT THE SALINA MUNICIPAL AIRPORT, SALINA, KS. THE AIRCRAFT TOUCHED DOWN 1317 FEET NORTH OF THE THRESHOLD OF RUNWAY 17 AND CAME TO REST 345 FEET FROM THE THRESHOLD OF RUNWAY 17, AND 914 FEET FROM THE AIRCRAFT TOUCHDOWN POINT. SEE ATTACHED GRAPHIC. 20010612020389I (-23) PILOT ATTEMPTED TO LAND HIS AIRCRAFT (LANCAIR 360) ON RUNWAY 9 AFTER BEING CLEARED TO LAND BY SAV TWR. THE 1540Z METAR (12 JUNE 2001) INDICATED THAT THE WINDS WERE "18012G22" (RWY 18 WAS CLOSED). THE AIRCRAFT DRIFTED AWAY FROM THE RUNWAY AS IT DESCENDED TO LAND AND CONTACTED THE GROUND APPROXIMATELY 10 FEET NORTH OF RUNWAY 9. AIRCRAFT SUSTAINED MINOR DAMAGE AS DETERMINED BY THE MIA NTSB REPRESENTATIVE (JOHN LOVELL). 20010613011449I (-23)"LEFT AND RIGHT ENVIRONMENTAL FIALED TO ILLUMINATE DURING TAKEOFF" AND THE CREW ABORTED THE TAKE-OFF AND RETURNED TO THE GATE WITH FURTHER INCIDENT. MAINTENANCE WAS CALLED AND PERFORMED MAINTENANCE ON THE AIRCRAFT. THEIR SIGN-OFF STATED "REMOVED, CLEANED AND RECONNECTED WIRES TO RELAY (ENVIRONMENTAL)AS NEEDED, OPS CHECKED GOOD IN ACCORDANCE WITH BMM STANDARD PRACTICES 20-00-00". INVESTIGATION BY DESK AUDIT AND CLOSED. 20010613011979I (-23)WHILE ATTEMPTING A TAKEOFF ON A WET RUNWAY WITH A CROSS WIND, PILOT LOST CONTROL, GROUND LOOPED THE AIRCRAFT AND DEPARTED THE RUNWAY. NO REPORTED INJURIES AND ONLY MINOR DAMAGE TO AIRCRAFT. 20010613012249I (-23)UPON LANDING AT ARB PILOT VEERED OFF RUNWAY AND STRUCK THE VASI LIGHTS WITH THE LEFT WING. INVESTIGATION REVEALED THAT DURING THE INITIAL APPLICATION OF THE BRAKES, THE LEFT PEDAL WENT TO THE FLOOR. DURING SECOND APPLICATION THE LEFT BRAKE LOCKED CAUSING A/C TO VEER LEFT. 20010613013389I (-23) ENROUTE TO LAFAYETTE, LA, AIRCRAFT MADE AN EMERGENCY LANDING ON A DIRET ROAD 1.5 MILE NORTH OF JENNINGS, LA DUE TO FUEL EXHAUSTION. 20010613013499A (.19)ON JUNE 13, 2001, ABOUT 2122 EASTERN DAYLIGHT TIME, A BEECH C-90, YV-2466P, VENEZUELAN REGISTERED TO A PRIVATE INDIVIDUAL, OPERATING AS A TITLE 14 CFR PART 91 PERSONAL FLIGHT, CRASHED WHILE ON FINAL APPROACH TO FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT, (FLL) FLORIDA. NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT PLAN HAD BEEN FILED. THE AIRCRAFT WAS DESTROYED, A FOREIGN PILOT-RATED PASSENGER IN THE RIGHT PILOT'S SEAT WAS FATALLY INJURED, AND THE LEFT SEATED FOREIGN PILOT WAS SERIOUSLY INJURED, AS WAS A PASSENGER IN THE CABIN. THE FLIGHT ORIGINATED FROM CARACUS, VENEZUELA'S OSCAR MACHADO ZULOAGA AIRPORT, AT 1517 EASTERN DAYLIGHT TIME. ACCORDING TO THE FLL TOWER CONTROLLER WHO WAS DIRECTING THE AIRCRAFT FOR LANDING, THE FLIGHT WAS ROUTINELY HANDED OFF TO HIS POSITION FROM MIAMI APPROACH CONTROL RADAR FOR A VISUAL LANDING. WHEN YV-2466P MADE HIS INITIAL RADIO CALL TO FLL TOWER AT 2117, HE WAS GIVEN THE FOLLOWING INSTRUCTIONS, " YV-2466P, YOU ARE NUMBER ONE FOR [RUNWAY] 9R, WINDS ARE 140 AT 7, CROSS THE SHORELINE AT ONE THOUSAND", [FEET-ALTITUDE, MSL]. AT 2120, THE TOWER CONTROLLER TRANSMITTED, "2466P CLEARED TO LAND." AT 2121, THE PILOT OF YV-2366P TRANSMITTED IN SEQUENCE, "I NEED THE FIELD, I HAVE DIFFICULTIES HERE...SMALL PROBLEM WITH ENGINE." THE CONTROLLER TRANSMITTED, "WIND CHECK, 140 AT 8, NO NEED TO ACKNOWLEDGE", AND ESTIMATED YV-2466P WAS 500 FEET AGL, AND 3/4 MILE FROM THE THRESHOLD TO RUNWAY 9R WITH LANDING LIGHTS ILLUMINATED, WHEN HE MOMENTARILY DIRECTED HIS ATTENTION TO AN AIRLINE JET ROLLING OUT ON THE NORTH RUNWAY. WHEN HE REDIRECTED HIS ATTENTION TO RUNWAY 9R, HE COULD NOT SEE HIS LIGHTS. THE AIRCRAFT'S FIRST CONTACT WITH THE TERRAIN WAS NEAR THE CENTERLINE OF AN OFF-RAMP ROAD THAT RUNS PARALLEL TO NORTH-SOUTH ORIENTED HIGHWAY INTERSTATE 95 (I-95), ON ITS WEST SIDE. THE WRECKAGE PATH WAS PERPENDICULAR TO I-95 , WAS 33 FEET IN LENGTH, AND TERMINATED AT A 15-FOOT VERTICAL CONCRETE WALL THAT ELEVATES I-95. SCARS ON THE ROAD AND WRECKAGE ANALYSIS REVEAL THE LANDING GEAR HIT THE ROAD FIRST HARD, COLLAPSED THE THREE LANDING GEAR, AND BENT THE EMPENNAGE AND BOTH WING OUTER PANELS DOWNWARD BEFORE IMPACTING THE WALL. THE WALL BORE DISTINCT IMPRINTS OF THE NOSE AND BOTH PROPELLER SPINNERS. PRELIMINARY EXAMINATION OF THE FUEL SYSTEM REVEALED TOTAL FUEL FOUND IN THE TANKS TO BE MINIMAL. FUEL FOUND IN THE FUEL LINES ANDFUEL FILTER HOUSINGS OF BOTH ENGINES TOTALLED LESS THAN A PINT. (-23) YV2466P LOST POWER DUE TO FUEL STARVATION, CRASHED WHILE ON FINAL APC TO FORT LAUDERDALE INTERNATIONAL AIRPORT. 20010613016979A (.19) ON JUNE 13, 2001, AT APPROXIMATELY 0805 MOUNTAIN DAYLIGHT TIME, A CAMERON BALLOONS N-210, N7507V, WAS NOT DAMAGED DURING A HARD LANDING NEAR RIO RANCHO, NEW MEXICO. THE COMMERCIAL PILOT AND TWO PASSENGERS WERE NOT INJURED; HOWEVER, ONE PASSENGER WAS SERIOUSLY INJURED, AND 5 PASSENGERS RECEIVED MINOR INJURIES. THE BALLOON WAS BEING OPERATED BY WORLD BALLOON LLC, ALBUQUERQUE, NEW MEXICO, UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE LOCAL FLIGHT ORIGINATED FROM RIO RANCHO, NEW MEXICO, APPROXIMATELY 35 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN WAS FILED. ACCORDING TO THE PILOT, HE RECEIVED A WEATHER BRIEFING THAT MORNING INDICATING THAT WINDS WOULD BE STRONG AND GUSTY AFTER 1000. THE PILOT STATED THAT DURING THE FLIGHT, THE WINDS INCREASED FROM ABOUT 4 KNOTS AT 0730 TO 20 KNOTS AT 0800. HE DECIDED TO TERMINATE THE FLIGHT, AND HE BRIEFED HIS PASSENGERS FOR LANDING. THE PILOT STATED THAT UPON LANDING, THE WINDS WERE GUSTING TO APPROXIMATELY 30 KNOTS, DRAGGING THE BALLOON SEVERAL HUNDRED YARDS. ONE PASSENGER RECEIVED A BROKEN ANKLE. (-23) ON 06/13/2001, AT 0705 MST, A HOT AIR BALLOON N7507V PILOTED BY FRANK GALLEGOS CERTIFICATE NUMBER 2103317 DEPARTED ALBUQUERQUE, NM FOR A LOCAL FLIGHT FROM A FIELD BEHIND A SHOPPING CENTER LOCATED AT 6949 TAYLOR RANCH ROAD. THE PILOT STATED THAT HE GOT WEATHER BRIEFING FROM HIS COMPUTER, STARTING AT 3 AM. HE STATED THAT 2 PEOPLE FROM HIS OFFICE GOT A WEATHER BRIEFING, JUST BEFORE HIS DEPARTURE FROM THE OFFICE AT 5 AM AND THE WINDS WERE FORECAST FAVORABLE FOR FLIGHT. THE 5 AM WEATHER SHOWED ALBUQUERQUE FAVORABLE, BUT DOUBLE EAGLE WAS AT 17 KNOTS. THE PILOT DID NOT GET A PERSONAL BRIEFING FROM ABQ FSS AT ANY TIME. ONCE AIRBORNE THE BALLOON PICKED UP SPEED ON THE GPS RAPIDLY, FROM 4 KNOTS TO 16-20 KNOTS, WITHIN 20 MINUTES INTO THE FLIGHT, ACCORDING TO THE PILOT. AT THE TIME OF THE TOUCHDOWN THE PILOT SAID THE GPS SHOWED A 35 KNOT WIND. EIGHT PASSENGERS WERE ONBOARD THE AIRCRAFT, AND SIX OF THE PASSENGERS WERE INJURED. ONE HAD A BROKEN ANKLE. THE BALLOON BASKET WAS DRAGGED OVER A HUNDRED FEET AFTER TOUCHDOWN. (.4) ON JUNE 13, 2001, AT APPROXIMATELY 0735 MOUNTAIN DAYLIGHT TIME, A CAMERON BALLOONS N-210 BALLOON, N7507V, RECEIVED MINOR DAMAGE DURING A HARD, HIGH WIND LANDING NEAR RIO RANCHO, NEW MEXICO. THE COMMERCIAL PILOT AND TWO P ASSENGERS WERE NOT INJURED; HOWEVER, ONE PASSENGER WAS SERIOUSLY INJURED, AND FIVE PASSENGERS RECEIVED MINOR INJURIES. THE BALLOON WAS BEING OPERATED BY WORLD BALLOON LLC, ALBUQUERQUE, NEW MEXICO, UNDER TITLE 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE LOCAL FLIGHT ORIGINATED FROM RIO RANCHO, NEW MEXICO, APPROXIMATELY 45 MINUTES BEFORE THE ACCIDENT. NO FLIGHT PLAN WAS FILED. THE PILOT SAID HE RECEIVED WEATHER BRIEFINGS FROM A VARIETY OF SOURCES BEGINNING AT 0300 THAT MORNING. HIS FIRST WEATHER BRIEFING WAS FROM A WEBSITE ON HIS HOME COMPUTER. A FLIGHT SERVICE STATION BRIEFING WAS OBTAINED BY TWO OTHER PILOTS (WHO WERE LAUNCHING WITH HIM), AND HE WAS BRIEFED BY THEM. ADDITIONALLY, HE OBTAINED WIND DATA FROM A REMOTE SENSOR NORTHWEST OF RIO RANCHO AND FROM ANOTHER NEAR SANDIA PEAK. THE FORECAST HE RECEIVED INDICATED THAT WINDS WOULD BE FROM 200 DEGREES AT 8 KNOTS TILL 1000, AND THEN CHANGING TO 250 DEGREES AT 13 KNOTS GUSTING TO 22 AFTER 1000. HE LAUNCHED A PIBAL (A SMALL HELIUM FILED BALLOON) TO CHECK THE CURRENT WIND SPEED AT THE LAUNCH SITE AND HE DETERMINED IT WAS "FAVORABLE." THE PILOT LAUNCHED WITH EIGHT PASSENGERS ON BOARD, AND AFTER LIFTOFF NOTED ON HIS GLOBAL POSITIONING SYSTEM THAT HIS AIRSPEED WAS 4 KNOTS. AFTER CLIMBING OVER A MESA, HIS AIRSPEED INCREASED TO 8 KNOTS. HE SAID THAT 20 MINUTES INTO THE FLIGHT, HIS AIRSPEED WAS BETWEEN 16 TO 20 KNOTS. AT THAT POINT, THERE WAS NOT A SUITABLE LANDING AREA DUE TO A HOUSING AREA AND ELECTRICAL TRANSMISSION LINES. HE ATTEMPTED TO DESCEND BEHIND A HILL TO OBTAIN SHELTER FROM 20010613022269A (-23) ON 13 JUNE 2001, A LIBERTY HELICOPTERS INC. AS-350-BA, N555LH, WHILE FLYING IN A VERY LOOSE PATTERN WITH LIBERTY HELICOPTERS INC. AS-355-F1, N406LH. N555LH CRASHED LANDED IN A SOYBEAN FIELD AFTER IMPACTING TREES. THE FIELD WAS LOCATED IN HOPEWELL TWP., NJ. N555LH HAD ONE PILOT AND SIX PASSENGERS ON BOARD. THE PILOT AND PASSENGERS SUFFERED MINOR INJURIES. THE HELICOPTER WAS DESTROYED. WEATTHER WAS A FACTOR DURING THE FLIGHT. 20010613040089A (-23) THIS ACCIDENT WAS REPORTED TO PORTLAND STANDARDS WITHOUT SPECIFICS OF EXACT DATE AND LOCATION BY LETTER DATED JULY 11, 2004. WE WERE NOT ABLE TO DETERMINE IF THERE HAD BEEN A REPORTABLE ACCIDENT UNTIL 10/18/2004. THE INVESTIGATION REVEALED THE AIRCRAFT, N3422N DID IN FACT HAVE AN ACCIDENT ON JUNE 13, 2001 AT 1500 PDT AT A PRIVATE GRASS AIRPORT AT GLIDE, OREGON. THE PILOT HAD FLOWN A PASSENGER INTO THIS STRIP IN HIS RECENTLY PURCHASED CUB. HE LET HIS PASSENGER OUT FOR A FEW MINUTES AND ELECTED TO GO AROUND THE PATTERN. THE AIRSTRIP, (AERIAL PHOTO/INFORMATION ATTACHED), HAS A PRONOUNCED SLOPE WHERE TAKEOFFS ARE CONDUCTED DOWNHILL ON RUNWAY 13 LANDINGS UPHILL ON RUNWAY 31. BEGINNING THE TAKEOFF, THERE IS A SHORT LEVEL PORTION PRIOR TO THE DOWNHILL RUN. THE PILOT STATED A GUST OF WIND CAUSED HIM TO VEER TO THE RIGHT AS HE STARTED THE DOWNHILL RUN. HE INDICATED HE WAS NOT ABLE TO CORRECT IN TIME PRIOR TO HITTING A BARB WIRE FENCE. AFTER GOING THROUGH THE FENCE, THE AIRCRAFT HIT A SMALL TREE WITH HIS RIGHT WING SWINGING THE AIRCRAFT CLOCKWISE IMPACTING A TREE WITH HIS LEFT WING. THE PILOT HAS EXTENSIVE WORLD WIDE EXPERIENCE IN TAILWHEEL AIRCRAFT AND HAS SINCE THIS ACCIDENT, FLOWN SEVERAL HUNDRED HOURS OF TAILWHEEL TIME. 20010614011739A (-23)IT APPEARS THE PILOT DEPARTED FROM CONTROLLED FLIGHT. WITNESS STATED THEY SAW THE AIRCRAFT START A LEFT BANKING TURN THEN SUDDENLY SPIRALED DOWN AND MADE CONTACT WITH THE EARTH RESULTING IN THE DEATH OF HIMSELF AND THE PASSENGER. 20010614011969I (-23)FLT 457 WAS ENROUTE FROM ST. LOUIS, MO. TO DENVER CO. WHEN THE AFT BAGGAGE SMOKE DETECTOR ILLUMINATED. CAPT ^PRIVACY^ DECLAIRED AN EMERGENCY AND WAS DIRECTED FROM KANSAS CITY CENTER TO LAND TO SALINA, KS. THE LANDING WAS UNEVENTFUL AND THE PASSENGERS DEPARTED THE AIRCRAFT. THE BAGGAGE AREA WAS UNLOADED AND CHECKED FOR HOT SPOTS WITH AN IMAGING CAMERA. THERE WAS NONE FOUND. THE BAGGAGE AREA WAS STACKED TO THE CELING AND MAY HAVE SMOTHERED THE DETECTOR. THE CAPTAIN ELECTED TO MEL THE DETECTOR, LOADED BAGGAGE AND PASSENGERS AND CONTINUED HIS FLIGHT WITH NO FURTHER INCIDENTS. 20010614012599I (-23) DEPARTED 2G1 ENROUTE TO CVG, AFTER TAKE-OFF PILOT DISCOVERED THE CABIN DOOR WAS NOT PROPERLY SECURED. PILOT ELECTED TO RETURN TO 2G1, AND WAS DISTRACTED BY THE UNSECURE DOOR AND FAILED TO EXTEND THE LANDING GEAR PRIOR TO LANDING AT 2G1, AND LANDED GEAR-UP. 20010614013509I (-23) PILOT LANDED GEAR UP. MR. MCELROY STATED THAT HE LOWERED THE LANDING GEAR ON DOWNWIND TO RUNWAY 34 BUT DID NOT CHECK THE GEAR LIGHT OR LOOK OUT OF THE WINDOW TO CONFIRM THAT HIS GEAR WAS DOWN. HE STATED THAT HE DID NOT CHECK THE GEAR LIGHT UNTIL ON SHORT FINAL AND IT WAS TOO LATE. POWER WAS IMMEDIATELY APPLIED BUT THE AIRCRAFT SETTLED ONTO THE RUNWAY. THE AIRCRAFT SKIDDED OFF OF THE RIGHT SIDE OF THE RUNWAY AND CAME TO REST ON THE GRASS SLIGHTLY OVER HALF THE LENGTH OF THE 4,234 FOOR RUNWAY. 20010614013599A (.19)ON JUNE 14, 2001, AT APPROXIMATELY 1255 CENTRAL STANDARD TIME, AN AEROCOMMANDER 114-B AIRPLANE, N114BW, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR OKMULGEE, OKLAHOMA. THE AIRPLANE WAS REGISTERED TO A PRIVATE INDIVIDUAL AND OPERATED BY THE PILOT. THE COMMERCIAL PILOT, SOLE OCCUPANT OF THE AIRPLANE, SUSTAINED MINOR INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM THE KYLE-OAKLEY FIELD AIRPORT, MURRAY, KENTUCKY, AT APPROXIMATELY 0900, AND WAS DESTINED FOR THE WILEY POST AIRPORT, OKLAHOMA CITY, OKLAHOMA. THE OWNER, WHO SPOKE TO THE PILOT FOLLOWING THE ACCIDENT, REPORTED THAT AFTER 1.5 HOURS OF NORMAL FLIGHT, THE ENGINE STARTED TO RUN ROUGH. THE ROUGHNESS INTENSIFIED, THE OIL PRESSURE GAUGE DROPPED TO 0, AND THE ENGINE "CEASED." THE PILOT REPORTED THE LOSS OF OIL PRESSURE TO AIR TRAFFIC CONTROL AND REQUESTED VECTORS TO OKMULGEE, OKLAHOMA. HE THEN REPORTED THAT HE "LOST THE ENGINE," HAD THE OKMULGEE AIRPORT IN SIGHT, AND "THOUGHT HE COULD MAKE IT." SUBSEQUENTLY, THE AIRPLANE LANDED IN A FIELD LOCATED 2 1/2 MILES NORTHEAST OF THE OKMULGEE AIRPORT. THE FAA INSPECTOR, WHO EXAMINED THE AIRCRAFT AT THE ACCIDENT SITE, REPORTED THAT BOTH WINGS, THE ENGINE FIREWALL, AND THE LANDING GEAR WERE STRUCTURALLY DAMAGED. HE ADDED THAT HE REMOVED THE ENGINE OIL DIPSTICK, AND IT INDICATED 2 QUARTS. (-23) AIRCRAFT EXPERIENCED POWER LOSS IN CRUISE FLIGHT RESULTING IN A FORCED LANDING IN A FIELD 2 1/2 MILES NORTHEAST OF THE OKM AIRPORT. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. PRELIMINARY EXAMINATION REVEALED A HOLE IN THE CRANKCASE NEAR THE #5 CYLINDER. WRECKAGE TRANSPORTED TO AIR SALVAGE OF DALLAS, TX. FOR FURTHER INVESTIGATION OF THE ENGINE. THIS REPORT TO BE AMENDED AFTER THE EXAMINATION. (.4) THE FLIGHT HAD BEEN AIRBORNE FOR THREE HOURS WHEN THE PILOT HEARD A "LOUD BANG" AND THE ENGINE LOST TOTAL POWER. HE EXECUTED A FORCED LANDING TO A FIELD, DURING WHICH THE AIRPLANE CONTACTED DIRT MOUNDS THAT WERE 4 FEET HIGH, BEFORE IT CAME TO A STOP UPRIGHT. POSTACCIDENT EXAMINATION OF THE AIRPLANE REVEALED THAT FRESH ENGINE OIL WAS ADHERING TO THE LEFT SIDE OF THE FUSELAGE FROM THE ENGINE COWLING EXTENDING BACK TO THE EMPENNAGE. THE OIL DIP STICK WAS REMOVED AND INDICATED ONLY 2 QUARTS (8 QUART CAPACITY). THE OIL WAS BLACK AND SMELLED AS THOUGH IT HAD BEEN EXPOSED TO HEAT. THE ENGINE CRANKCASE DISPLAYED A 2.5-INCH DIAMETER HOLE BETWEEN THE #5 AND #6 CYLINDERS. THE ENGINE WAS DISASSEMBLED AND IT WAS NOTED THAT THE CONNECTING ROD FOR THE #6 CYLINDER HAD SEPARATED FROM ITS PISTON AND THE CRANKSHAFT. THE #6 CONNECTING ROD JOURNAL DISPLAYED EVIDENCE OF THERMAL DAMAGE AND METAL TRANSFER. METALLURGICAL EXAMINATION OF THE #6 CONNECTING ROD END CAP AND BOLT REVEALED FRACTURES INDICATIVE OF OVERSTRESS AT EXTREME TEMPERATURES. ADDITIONALLY, THE ROD END CAP BEARING SURFACE DISPLAYED FRETTING AND METAL TRANSFER. NO OTHER ANOMALIES WITH THE ENGINE WERE NOTED. 20010614014289A (.19)ON JUNE 14, 2001, ABOUT 1037 EASTERN DAYLIGHT TIME, A CESSNA 210L, N2117S, REGISTERED TO FLYTE AIR CORPORATION, EXPERIENCED A LOSS OF ENGINE POWER AND WAS DITCHED NEAR KEY WEST, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT, AND THREE PASSENGERS WERE NOT INJURED. ONE PASSENGER SUSTAINED MINOR INJURIES. THE FLIGHT ORIGINATED ABOUT 5 MINUTES EARLIER FROM THE KEY WEST INTERNATIONAL AIRPORT, KEY WEST, FLORIDA. THE PILOT STATED THAT SHE PERFORMED A PREFLIGHT TO THE AIRPLANE; THE OIL CAPACITY WAS 9 QUARTS. NO DISCREPANCIES WERE NOTED EITHER DURING THE PREFLIGHT OR DURING THE ENGINE RUN-UP. AFTER TAKEOFF WHILE FLYING AT 700 FEET MEAN SEA LEVEL (MSL), SHE REDUCED THE RPM AND MANIFOLD PRESSURE TO 2,500 AND 25 INCHES RESPECTIVELY. WHILE TURNING TOWARDS THE TADPO INTERSECTION SHE HEARD A LOUD BANG. SHE CONTIUNUED THE TURN AND ESTABLISHED 85 KNOTS AND DECLARED A "MAYDAY." THE RPM AND OIL PRESSURE GAUGES INDICATED ZERO BUT THE PROPELLER CONTINUED TO ROTATE. THE DOORS WERE OPENED AND THE PASSENGERS WERE ADVISED TO "BRACE" BEFORE DITCHING. AFTER THE DITCHING, SHE GOT HER DAUGHTER WHO WAS ONE OF THE PASSENGERS OUT OF THE AIRPLANE AND SHE BELIEVES THAT THE OTHER ADULT PASSENGER ASSISTED THE OTHER TWO PASSENGERS OUT OF THE AIRPLANE. PRELIMINARY EXAMINATION OF THE ENGINE REVEALED THAT THE CRANKSHAFT WAS FRACTURED JUST AFT OF THE NO. 2 MAIN BEARING; MAIN BEARING PIECES WERE FOUND IN THE OIL SUMP. ADDITIONALLY, ONE OF THE BOLTS OF THE NO. 2 CYLINDER CONNECTING ROD WAS FRACTURED NEAR THE BOLT HEAD. (-23) ON JUNE 14, 2001, ABOUT 1437Z, A CESSNA CENTURION 210L, N2117S, REGISTERED TO FLYTE AIR CORPORATION, EXPERIENCED A LOSS OF ENGINE POWER AND WAS DITCHED 2 MILES SOUTH EAST OF KEY WEST INTERNATIONAL (KEYW). VMC PREVAILED AT THE TIME AND A INSTRUMENT FLIGHT PLAND WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT, AND THREE PASSENGERS WERE NOT INJURED. ONE PASSENGER SUSTAINED MINOR INJURY TO HER KNEE. THE FLIGHT ORIGINATED ABOUT 5 MINUTES EARLIER FROM THE KEY WEST INTERNATIONAL AIRPORT (KEYW) TO OWEN ROBERTS INTERNATIONAL AIRPORT (MWCR). THE PILOT STATED THAT SHE PERFORMED A PREFLIGHT TO THE AIRPLANE, ADDED A QUART OF OIL AND NOTED NO OTHER DISCREPANCIES TO THE PREFLIGHTOR DURING RUN-UP. AFTER TAKEOFF CLIMBING THREE 700 MS SHE REDUCED THE RPM AND MANIFOLD PRESSURE TO 2,500 AND 25 INCHES RESPECTIVELY. WHILE TURNING TOWARD THE NEXT FIX (TADPO) SHE HEARD A LOUD BANG. SHE CONTINUED TO TURN, ESTABLISHED 85 KNOTS ATTITUDE AND DECLARED A "MAYDAY". DITCHED AIRCRAFT 2 MILES SE OF RWY. (.4) NO DISCREPANCIES WERE NOTED DURING THE PREFLIGHT; THE OIL CAPACITY WAS 9 QUARTS. ADDITIONALLY, THERE WAS NO REPORT OF AN ENGINE MALFUNCTION EITHER DURING ENGINE START, TAXI, OR DURING THE ENGINE RUN-UP BEFORE TAKEOFF. AFTER TAKEOFF FOLLOWING THE FIRST POWER REDUCTION, THE PILOT LATER REPORTED THAT THE ENGINE MADE A LOUD BANG, AND THE RPM INDICATED ZERO THOUGH THE PROPELLER WAS ROTATING. UNABLE TO RETURN, SHE DITCHED THE AIRPLANE AND ALL OCCUPANTS ESCAPED. EXAMINATION OF THE ENGINE REVEALED NO CRANKSHAFT CONTINUITY TO THE ACCESSORY SECTION. DISASSEMBLY OF THE ENGINE REVEALED THAT THE CRANKSHAFT WAS FRACTURED AT THE NO. 3 CRANKSHAFT CHEEK; METALLURGICAL EXAMINATION REVEALED FATIGUE. THERE WAS NO BEARING IN THE NO. 2 MAIN BEARING POSITION IN THE CRANKCASES, PIECES OF IT WERE FOUND IN THE OIL SUMP. ADDITIONALLY, A BOLT FOR THE NO. 2 CYLINDER CONNECTING ROD WAS FRACTURED NEAR THE BOLT HEAD. METALLURGICAL EXAMINATION OF THE BEARING PIECES AND OF THE FRACTURED CONNECTING ROD BOLT REVEALED OVERSTRESS ON THE UNDAMAGED FRACTURE SURFACES, AND FEATURES CONSISTENT WITH BENDING SHEAR SEPARATION, RESPECTIVELY. METALLURGICAL EXAMINATION OF THE 20010614015139A (-23) STARTED DESCENT 70 MILES OUT FROM 12500 FT., RIGHT ENGINE QUIT. LEFT ENGINE LOST POWER WHEN PILOT SELECTED CROSSFEED ON R. MAIN SELECTOR. PILOT THEN MOVED BACK TO R. FUEL SELECTOR TO MAIN, TURNED R. BOOST PUMP OFF, FEATHERED R ENGINE. POWER THEN RETURNED TO LEFT ENGINE. PILOT DECIDED TO CONTINUE TO HOME BASE LNC. GOT RESTART ON R. ENGINE. R. ENGINE SHUT DOWN AGAIN 7 MILES OUT. FEATHERED R. ENGINE. ATTEMPTED RESTART WITH STARTER UNSUCCESSFULLY. NO GREEN LIGHT ON GEAR. PILOT ADVISED BY UNICOM THAT MAINS WERE ONLY HALFWAY OUT AND NOSEGEAR APPEARED FULLY EXTENDED. PILOT ELECTED TO LAND ANYWAY. GEAR FOLDED AND A/C RAN OFF RWY TO THE LEFT. 20010614015229I (-23)UPON APPROACHING DOWNWIND AND GOING THROUGH LANDING SETUP, PILOT NOTICED NO GEAR DOWN AND LOCKED GREEN LIGHT. HE RECYCLED THE GEAR ACTUATOR BUT STILL NO GREEN LIGHT. HE THEN ANNOUNCED TO THE CONTROL TOWER THAT HE BELIEVED HIS NOSE GEAR WAS NOT COMING DOWN AND REQUESTED A FLY BY SO TOWER COULD CONFIRM HIS SUSPICIONS. AFTER THE TOWER AFFIRMED HIS NOSE GEAR UP CONDITION, THE PILOT MADE SEVERAL ATTEMPTS AT RECYCLING THE GEAR, BOUNCING ON THE MAIN GEAR WITH NO SUCCESS. HE THEN ASKED THE TOWER PERMISSION TO LAND. SHUTTING DOWN THE ENGINE, THE AIRCRAFT TOUCHED DOWN SKIDDING VERY LITTLE BEFORE STOPPING. 20010614015339I (-23) MR. FINLEY STATED THAT HE NOTICED ELECTRICAL POWER FAILURE FORTY-FIVE MINUTES PRIOR TO SPARTANBURG AIRPORT (SPA). ATLANTA CENTER WAS PROVIDING FLIGHT FOLLOWING AT THE TIME SO HE SWITCHED TO HIS PORTABLE RADIO. THE PORTABLE ALLOWED HIM TO HEAR BUT HE COULD NOT TRANSMIT. UPON REACHING THE SPA AREA HE RAN THE AIRCRAFT BEFORE LANDING CHECKLIST AND WAS AWARE THE GEAR DID NOT EXTEND. HIS PASSENGER ASSISTED HIM IN PERFORMING THE EMERGENCY GEAR EXTENSION CHECKLIST. AFTER MANUALLY EXTENDING THE GEAR HE DID NOT GET A SAFE GEAR LIGHT, BUT CONFIRMED IT TO BE DOWN BY OBSERVATION FROM THE GROUND. HE MADE A SLOWER THAN NORMAL APPROACH (70 KNOTS INSTEAD OF THE PUBLISHED 90 KNOTS FOR THE PIPER LANCE AIRCRAFT) AND UPON TOUCHING DOWN THE LEFT GEAR COLLAPSED. DAMAGE TO THE AIRCRAFT CONSISTED OF SOME SCRATCHES ON THE LEFT WING TIP AND ON THE LEFT FLAP. THERE WERE NO INJURIES TO EITHER MR. FINLEY OR TO HIS PASSENGER. (MR. FINLEY IS TRAINING FOR HIS INSTRUMENT RATING AND HAS HAD THIRTY-SEVEN HOURS OF DUAL IN THE PAST THIRTY DAYS). 20010614015549I (-23) WHILE TAXIING ONTO RUNWAY 25R AT DAYTONA BEACH INTERNATIONAL AIRPORT, DAYTONA BEACH, FLORIDA, THE LEFT WING TIP OF CE-172, N416ER, STRUCK THE RUDDER TRIM TAB OF PA-44, N923ER. PA-44, N923ER, WAS NOT MOVING WHEN IT WAS STRUCK BY N416ER. BOTH AIRCRAFT SUSTAINED MINOR DAMAGE. 20010614016079I (-23) THIS NARRATIVE WAS DEVELOPED THROUGH AN ON SCENE INTERVIEW OF THE PILOT BY PERSONNEL OF THE ALLEGHENY FSDO. THE PILOT STATED SHE LEFT THE GREENE COUNTY AIRPORT (KWAY) ON HER FIRST SOLO FLIGHT AWAY FROM HER HOME FIELD TO THE WASHINGTON COUNTY AIRPORT (KAFJ). AFTER OVERFLYING KAFJ SHE THEN ATTEMPTED TO FLY TO THE CONNELLSVILLE AIRPORT (2G3). ENROUTE TO 2G3, SHE BECAME DISORIENTED AND DECIDED TO LAND IN AN OPEN FIELD TO CALL FOR HELP. UPON TOUCHDOWN, SHE HIT A SMALL KNOLL IN THE FIELD, WHICH CAUSED HER TO BECOME AIRBORNE. THE AIRCRAFT THEN FELL THROUGH AND LANDED HARD CAUSING DAMAGE TO THE LANDING GEAR, PROPELLER, AND LEFT WING TIP. 20010614016449A (.19) ON JUNE 14, 2001, AT 0923 HOURS PACIFIC DAYLIGHT TIME, A PIPER PA-46-350P, N70SL, EXPERIENCED AN ENGINE FAILURE DURING CLIMB OUT AT THE STOCKTON METROPOLITAN AIRPORT, STOCKTON, CALIFORNIA. THE AIRPLANE WAS DESTROYED AFTER IT COLLIDED WITH A FENCE DURING AN ATTEMPTED FORCED LANDING. THE AIRPLANE WAS OPERATED BY THE PILOT/OWNER UNDER THE PROVISIONS OF 14 CFR PART 91. THE PRIVATE PILOT AND CERTIFIED FLIGHT INSTRUCTOR (CFI) WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA INSTRUCTIONAL FLIGHT AND NO FLIGHT PLAN HAD BEEN FILED. THE AIRPLANE WAS DEPARTING AT THE TIME OF THE ACCIDENT TO CONDUCT EMERGENCY PROCEDURES TRAINING IN THE TRAFFIC PATTERN. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED THE CFI. THE CFI STATED THAT THE PURPOSE OF THE FLIGHT WAS TO CONDUCT RECURRENT TRAINING, TO INCLUDE ENGINE FAILURES. ON THE ACCIDENT FLIGHT, THE CFI REDUCED THE THROTTLE ON CLIMB OUT, ABOUT 700 FEET AGL. THE STUDENT CONTINUED THE CROSSWIND TURN TO THE DOWNWIND LEG AND SETUP FOR LANDING ON RUNWAY 11L. WHEN IT APPEARED THAT THEY WOULD MAKE THE RUNWAY, THE STUDENT LOWERED THE LANDING GEAR AND SELECTED 10 DEGREES OF FLAPS DOWN. THE CFI NOTED THAT ABOUT 4 OO FEET AGL, THE AIRPLANE CONTINUED TO SINK RAPIDLY AND HE ADVANCED THE THROTTLE TO FULL POWER. HE STATED THAT THERE WAS NOT A CORRESPONDING POWER INCREASE WHEN HE ADVANCED THE THROTTLE. THEY SET THE AIRPLANE UP FOR BEST GLIDE, AND ATTEMPTED TO LAND STRAIGHT AHEAD. THE CFI STATED THAT THEY MADE A TURN TO THE LEFT TO AVOID A WORK CREW AND A BLAST FENCE. WHEN THEY TURNED, THE LEFT WING STRUCK A LIGHT STANDARD POLE. THE AIRPLANE LANDED SIDEWAYS AND SLID ACROSS THE HIGHWAY WHERE IT WENT INTO A DITCH, ROLLED OVER ON ITS RIGHT WING, AND THEN CARTWHEELED INTO A FENCE. THE CFI STATED THAT THE AIRPLANE HAD BEEN REFUELED WITH 120 GALLONS BY THE OWNER IN HAYWARD, CALIFORNIA, THE MORNING OF THE ACCIDENT. THE OWNER LANDED ABOUT 0730, AND RECURRENT TRAINING BEGAN ABOUT 0911. (-23) AFTER REQUESTING AND RECEIVING APPROVAL FROM SCK ATC FOR AN ENGINE OUT SIMULATION, THE PILOT AND CFI TOOK OFF 29L CLIMBING TO 700' AGL, PLANNING ON RETURNING TO 11L. THEY BEGAN CROSS WIND TURN AT 700' AGL AND MADE THE FIRST POWER REDUCTION FROM 42 N. MAP TO 35 IN. CONTINUING TO REDUCE POWER, AND REVERSING COURSE, THE PILOT WAS ADVISED TO SELECT GEAR AND FLAPS DOWN, ALLOWING AIRSPEED TO BLEED. AT 400' AGL THE CFI ADVISED THE SINK RATE WAS TOO GREAT FOR CROSSING THRESHOLD OF RUNWAY 11L. UPON ADVANCING THE THROTTLE TO THE FORWARD MOST POSITION, THERE WAS NO RESPONSE FROM THE POWERPLANT. CONTINUING WITH A GLIDE APPROACH TO AVOID A STALL/SPIN EVENT, THEY MANEUVERED THE AIRCRAFT TO THE LEFT TO PREVENT HITTING THE BLAST WALL AND A GROUND CREW WORKING NEAR THE AREA. MAINTAINING 80 KIAS THROUGHOUT THE DESCENT, THE AIRCRAFT STRUCK A LIGHT STANDARD WITH THE LEFT WING, YAWED LEFT CROSSING ARCH ROAD, HITTING TWO CYCLONE FENCES, ENDING UPSIDE DOWN 30 FEET FROM THE ROAD. 20010614016929A (.19) ON JUNE 14, 2001, ABOUT 2044 HOURS HAWAIIAN STANDARD TIME, A PIPER PA-28-140, N319FC, IMPACTED LEVEL TERRAIN APPROXIMATELY 4.7 MILES NORTHWEST OF THE LANAI AIRPORT, LANAI CITY, HAWAII. THE AIRPLANE, OWNED AND OPERATED BY A PRIVATE CITIZEN AND RENTED BY THE STUDENT PILOT UNDER THE PROVISIONS OF 14 CFR PART 91, WAS DESTROYED. THE STUDENT PILOT SUSTAINED FATAL INJURIES. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) SUSTAINED SERIOUS INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL NIGHT CROSS-COUNTRY INSTRUCTIONAL FLIGHT AND A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN HAD BEEN FILED. THE FLIGHT HAD DEPARTED THE HONOLULU INTERNATIONAL AIRPORT, HONOLULU, HAWAII, AT 2000. THE FLIGHT WAS SCHEDULED TO TERMINATE AT THE HONOLULU AIRPORT. THERE WERE NO EYEWITNESSES TO THE ACCIDENT. THE FLIGHT PLAN FILED FOR THE FLIGHT WAS FROM HONOLULU TO KOKOHEAD, WITH AN ULTIMATE DESTINATION OF KAPALUA, ON THE ISLAND OF MAUI. RADAR DATA OBTAINED FROM HONOLULU CERAP IDENTIFIED THE AIRPLANE DEPARTING FROM HONOLULU WITH A DISCREET TRANSPONDER CODE, 0211, TO KOKOHEAD. ONCE THE AIRPLANE REACHED KOKOHEAD, THE DISCREET TRANSPONDER CODE WAS SWITCHED TO THE VFR BEACON CODE OF 1200. THE FLIGHT WAS THEN T RACKED FROM KOKOHEAD TO THE CHANNEL THAT SEPARATES THE ISLANDS OF MOLOKAI AND LANAI. THE OBSERVED TRACK WAS NOT DIRECT TO THE FLIGHT PLAN FILED DESTINATION. THE RADAR DATA SHOWED THE AIRPLANE CHANGED COURSE AND FLEW TOWARDS LANAI ON A SOUTHERLY HEADING, WHILE DESCENDING. RADAR DATA THEN SHOWED THE LAST SECONDARY BEACON RETURN AT OR NEAR THE ACCIDENT SITE AT 2044. THE HONOLULU AUTOMATED FLIGHT SERVICE STATION REPORTED RECEIVING A RADIO TRANSMISSION FROM THE FLIGHT AT 2041 CANCELING THE FLIGHT'S VFR FLIGHT PLAN. THE COAST GUARD (CG) PICKED UP AN EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNAL VIA SATELLITE AT 0030, CONFIRMED THE SIGNAL AUDIBLY, AND LAUNCHED A SEARCH AND RESCUE (SAR) MISSION ABOUT 0100 ON JUNE 15TH. THE CG FLIGHT CREW LOCATED THE ACCIDENT SITE AT 0215. THE SAFETY BOARD INVESTIGATOR-IN-CHARGE (IIC) INTERVIEWED THE CG FLIGHT CREW. THE FLIGHT CREW STATED THAT ON ARRIVAL AT THE SITE IT WAS A DARK NIGHT WITH NO MOON OUT. THEY ALSO STATED THAT THERE WAS 10 MILES VISIBILITY WITH SCATTERED CLOUDS AROUND 5,000 FEET. THE ACCIDENT SITE IS IN AN AREA KNOWN AS THE "BOMBING RANGE" ON THE OUTSKIRTS OF THE "GARDEN OF THE GODS" AT AN ELEVATION OF 1,670 FEET MSL. THE AREA WAS FLAT DESERT TERRAIN WITH SMALL BERMS SCATTERED IN THE AREA. THE WRECKAGE WAS LOCATED IN A BOWL SHAPED AREA WITH RISING TERRAIN AROUND IT. THE FLOOR OF THE AREA CONSISTED OF HARD DIRT WITH LOOSE GRAVEL PRESENT AS A TOP LAYER. THE FIRST IDENTIFIED POINT OF CONTACT (IPC) WAS 250 FEET FROM THE MAIN WRECKAGE. THE IPC CONSISTED OF IMPRESSIONS IMBEDDED IN THE DIRT. THE OUTSIDE IMPRESSIONS WERE EQUIDISTANT TO THE MIDDLE IMPRESSION, AND THE DISTANCE MEASURED WAS CONSISTENT WITH THE MEASUREMENT OF THE LANDING GEAR ON THE AIRPLANE. INVESTIGATORS FOUND A PORTION OF THE NOSE LANDING GEAR CASTERING PLATE ABOUT 10 FEET FROM THE IPC ON THE MIDDLE IMPRESSION. ABOUT 10 FEET FROM THE IPC WERE THE START OF PROPELLER MARKS IN THE GROUND. THERE WERE 10 TOTAL PROPELLER MARKS AND THE DISTANCE BETWEEN THE MARKS RANGED FROM 2 TO 6 FEET. APPROXIMATELY 50 FEET FROM THE IPC WAS A 4-FOOT BERM. AT THE TOP OF THE BERM WAS A PART FROM THE BOTTOM PORTION OF THE FUSELAGE. DEBRIS LOCATED IN-BETWEEN THE BERM AND THE MAIN WRECKAGE CONSISTED OF THE BEACON, TOP OF THE VERTICAL STABILIZER, AND A STRUT FROM THE RIGHT LANDING GEAR. SHARDS OF PLEXIGLASS FROM THE WINDOWS WERE SCATTERED WEST OF THE DEBRIS PATH. THE AIRPLANE CAME TO RE ST WITH THE NOSE ORIENTED ON A SOUTHEASTERLY BEARING APPROXIMATELY 200 FEET FROM THE IPC. THE RIGHT WING WAS FOLDED UPSIDE DOWN UNDERNEATH THE FUSELAGE. THE FLAP AND AILERON SEPARATED FROM THE RIGHT WING. BOTH WINGS WERE SEPARATED FROM THE FUSELAGE AT THE ROOT. THE AILERON CONTROL CABLES WERE INTACT FROM THE COCKPIT CONTROL YOKES TO THE AILERONS, WITH CABLE SAW SIGNATURES EVIDENT TO THE UPPER RIGH 20010614016989A (.19) ON JUNE 14, 2001, AT 2015 CENTRAL DAYLIGHT TIME, A CHRISTEN INDUSTRIES EAGLE II, N80VB, PILOTED BY A COMMERCIAL PILOT, IMPACTED A CORN FIELD WHILE PERFORMING AEROBATIC MANEUVERS. VISUAL METEOROLOGICAL CONDITIONS WITH CONVECTIVE ACTIVITY IN THE AREA PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT AND PASSENGER WERE SERIOUSLY INJURED. THE LOCAL FLIGHT DEPARTED AT TIME UNKNOWN. (-23) WITNESSES STATED THAT THE SUBJECT AIRCRAFT WAS MANEUVERING AT WHAT APPEARED TO BE A SAFE AND REASONABLE HEIGHT ABOVE THE SURFACE. THE AIRPLANE WAS LAST SEEN TO CONTINUE IN A SERIES OF BANKING AND PITCHING MOVEMENTS BEFORE DISAPPEARING FROM VIEW BEHIND TREES. THE PILOT AND PASSENGER HAVE NO RECOLLECTION OF THE EVENTS OF THE FLIGHT. THERE IS NO EVIDENCE OF PRE-EXISTING MECHANICAL OR STRUCTURAL DEFICIENCIES. 20010614017069A (-23) ON JUNE 14, 2001, AT 1715 CDT A PIPER PA289R, N3718T REGISTERED TO FONDDULAC AVIATION CLUB INC. LANDED GEAR UP ON RUNWAY 24 AT AUSTIN STRAUBEL INTERNATIONAL AIRPORT, GREEN BAY, WISCONSIN WHILE ON A PLEASURE FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. A VFR FLIGHT PLANS WAS NOT FILED. THE PILOT AND TWO PASSENGERS DID NOT RECEIVE ANY INJURIES. THE FLIGHT ORIGINATED AT FONDDULAC, WISCONSIN ON JUNE 14, 2001 AT APPROXIMATELY 1645 CDT. MR VERCOUTEREN ACKNOWLEDGED HIS FAILURE TO EXTEND THE GEAR AND HE STATED THE WIND SHEAR WARNING RESULTED IN A 120 MPH APPROACH SPEED. (.19) ON JUNE 14, 2001, AT 1720 CENTRAL DAYLIGHT TIME, A PIPER ARROW, PA-28R-180, N3718T, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING A GEAR UP LANDING ON RUNWAY 24 AT AUSTIN STRAUBEL INTERNATIONAL AIRPORT, GREEN BAY, WISCONSIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND THREE PASSENGERS REPORTED NO INJURIES. THE ORIGIN AND DEPARTURE TIME OF THE FLIGHT HAVE NOT BEEN DETERMINED. 20010614017099A (-23) ON JUNE 14, 2001, A CESSNA 150-J AIRCRAFT, N61138, DEPARTED RUNWAY 31, SIDE STEPPED THE RUNWAY AND PICKED A 20 X 50 FOOT ADVERTISING BANNER UP. THE AIRCRAFT DID NOT GAIN ANY ALTITUDE AND STARTED TO DESCEND. THE PILOT DROPPED THE BANNER JUST BEFORE AIRCRAFT STRUCK POWERLINES. THE AIRCRAFT THEN STRUCK A POLE WITH THE LEFT WING CAUSING HALF OF THE WING TO BE TORN OFF. THE AIRCRAFT SPUN AROUND AND SKIDDED BACKWARDS INTO A GUARD HOUSE AT A PLANT ENTRANCE. 20010614018359I (-23) AIRCRAFT INBOUND TO LINCOLN, NE, FROM MINNEAPOLIS, MN. THE LEFT ENGINE OIL PRESSURE WENT TO ZERO. THE FLIGHT CREW SHUT DOWN THE ENGINE AND LANDED WITHOUT INCIDENT. CONTRACT MAINTENANCE RE-SECURED THE PRESSURE TRANSMITTER CANNON PLUG AND APPROVED THE AIRCRAFT FOR RETURN TO SERVICE. 20010614019039A (.19)ON JUNE 14, 2001, AT 1400 CENTRAL DAYLIGHT TIME, A SMITH AEROSTAR 600 , N7484S, OPERATED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ON RUNWAY 28 (2,740 FEET BY 90 FEET, DRY ASPHALT) AT THE THREE CASTLES AIRPARK (4D1), WONEWOC, WISCONSIN, WHEN IT STRUCK A DEER. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 WITHOUT A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES. THE CROSS-COUNTRY FLIGHT ORIGINATED AT KENOSHA, WISCONSIN, AT 1315, AND WAS EN ROUTE TO WONEWOC, WISCONSIN. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE AIRPLANE AT THE 4D1. THE NOSE GEAR TRUNION WAS BENT REARWARD. THE AFT BULKHEAD OF THE FORWARD WHEEL WELL WAS BENT INWARD. THE FORWARD PRESSURE BULKHEAD AND RIGHT FORWARD CABIN WALL NEAR THE PILOT'S RUDDER PEDALS WERE BENT INWARD. THE CABIN FLOOR BENEATH THE CONTROL PEDESTAL WAS BENT UPWARD. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. AN EXAMINATION OF THE AIRPLANE'S ENGINES, ENGINE CONTROLS AND OTHER SYSTEMS REVEALED NO ANOMALIES. (-23) ON JUNE 14, 2001 AT 1300 CDT A SMITH AEROSTAR 600, N7484S, REGISTERED TO AUTOMOTIVE AIRCRAFT CONSULTANTS INC AND OPERATED BY RICHARD J. BRAUN COLLIDED WITH A DEER WHILE LANDING ON RUNWAY 28, A GRASS STRIP AT THREE CASTLES AIRPARK, WONEWOC, WISCONSIN. VFR CONDITIONS PREVAILED DURING THE PLEASURE FLIGHT. THE NOSE GEAR WHEEL WELL STRUCTURAL MEMBERS AND THE ADJACENT AREA SUSTAINED SUBSTANTIAL DAMAGE. THE PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED AT KENOSHA, WISCONSIN ON JUNE 14, 2001 AT APPROXIMATELY 1200 CDT. 20010614023139I (-23) ON 06/14/01 AT 01:10 A SAAB 340-B N360CA OPERATED BY CHAUTAUQUA AIRLINES LANDED ON RUNWAY 28 CENTER AT PITTSBURGH INTERNATIONAL AIRPORT. AFTER LANDING THE AIRCRAFT TURNED ON TO TAXIWAY E2 AND WHILE ON TAXIWAY E2 THE AIRCRAFT WAS ASKED TO MAKE A 180 DEGREE TURN TO GO BACK OUT ON RUNWAY 28 CENTER DUE TO EMERGENCY EQUIPMENT WHICH WAS ENROUTE FROM THE FIRE STATION VIA TAXIWAY E TO RUNWAY 28 RIGHT. DURING THIS TURN THE PROPELLER HIT AN AMBER LIGHT AT THE INTERSECTION OF RUNWAY 28 CENTER AND TAXIWAY E2. SUBMISSION OF THIS REPORT COMPLETES THIS INCIDENT. 20010614026999A (-23) THE AIRCRAFT STARTED A NORMAL TRAFFIC PATTERN FROM THE DOWNWIND LEG FOR RW 35 AT LINCOLN, ME. WHILE ON FINAL APPROACH, THE PILOT NOTED AIRCRAFT WAS TOO HIGH AND INITIATED A GO AROUND. THE PILOT APPLIED FULL POWER AND CARB HEAT OFF THEN FLAPS UP. AT APPROXIMATELY MID FIELD THE ENGINE QUIT AND THE PILOT MANEUVERED THE AIRCRAFT RIGHT, APPROXIMATELY 45 DEGREES AND COLLIDED WITH A LINE OF SMALL TREES. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE AIRCRAFT WAS RELOCATED TO A HANGER AND LATER, THE ENGINE WAS STARTED AND A RUNUP WAS COMPLETED SUCCESSFULLY. IT WAS NOTED THAT AFTER DISCONNECTING THE FUEL LINE BETWEEN THE GASCOLATOR AND CARBURETOR, THE FUEL EXPELLED NORMALLY BUT, THEN SLOWED. THE FUEL THEN OSCILLATED BETWEEN NORMAL AND REDUCED. THE GASCOLATOR FUEL SCREEN AND CARBURETOR BOTH WERE FOUND ABSENT OF DEBRIS OR WATER. (.4) WHILE ON FINAL AND APPROXIMATELY 600 FEET AGL, THE STUDENT PILOT DECIDED THAT THE AIRPLANE WAS NOT IN A POSITION TO SAFELY CONTINUE THE APPROACH. HE INITIATED A GO-AROUND, SELECTED THE CARBURETOR HEAT TO "OFF," AND APPLIED FULL POWER. BY THE TIME THE AIRPLANE WAS APPROXIMATELY HALF WAY DOWN THE RUNWAY, THE PILOT HAD RETRACTED THE FLAPS, AND INITIATED A CLIMB. A COUPLE OF SECONDS INTO THE CLIMB AND WITHOUT WARNING, THE ENGINE LOST POWER. THE PILOT EXECUTED A FORCED LANDING, BY MAKING A 360 DEGREE TURN. THE AIRPLANE TOUCHED DOWN LONG, FAST, AND ON THE GRASS TO THE RIGHT OF THE RUNWAY. IT THEN IMPACTED SOME TREES BEFORE COMING TO A STOP. EXAMINATION OF THE AIRPLANE REVEALED THAT BOTH FUEL TANKS HAD APPROXIMATELY 5 GALLONS OF FUEL. AN ENGINE RUN WAS THEN PREFORMED. THE ENGINE STARTED AND RAN SMOOTHLY. ENGINE RPM WAS LIMITED TO 1,200 BECAUSE OF PROPELLER DAMAGE. A MAGNETO CHECK WAS PREFORMED AT 1,200 RPM, AND ENGINE RPM DROPPED APPROXIMATELY 100 RPM FOR BOTH MAGNETOS. AFTER SECURING THE ENGINE, THE FUEL LINE BETWEEN THE GASCOLATOR AND CARBURETOR WAS DISCONNECTED, AND THE ELECTRIC-DRIVEN FUEL PUMP WAS ACTIVATED. INITIALLY, FUEL WAS EXPELLED A "NORMAL" RATE, BUT THEN SLOWED. THE FUEL FLOW THEN OSCILLATED BETWEEN "NORMAL" AND A REDUCED RATE. THE FUEL SCREEN WAS FOUND ABSENT OF DEBRIS. THE BOWL CONTAINED FUEL, AND WAS ALSO ABSENT OF DEBRIS OR WATER. 20010614034569A (-23) ON JUNE 14, 2001, AT 1030 EDT, A PIPER PA-28, N554HA, REGISTERED TO VENICE FLYING SERVICE, EXPERIENCED AN ENGINE COMPARTMENT FIRE AFTER LANDING AT VENICE MUNICIPAL AIRPORT, VENICE, FLORIDA, AFTER A LOCAL TEST FLIGHT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE AIRLINE TRANSPORT RATED PILOT WAS NOT INJURED. THE FLIGHT ORIGINATED AT VENICE, FLORIDA, ON JUNE 14, 2001, AT 0930 HOURS. AFTER LANDING AT VENICE, THE PIC TURNED ONTO THE TAXIWAY AND BROUGHT THE AIRCRAFT TO A STOP, AT WHICH TIME THE ENGINE STALLED. HIS FIRST ATTEMPT TO RESTART WAS UNSUCCESSFUL. HE CLEARED THE ENGINE BY CRANKING WITH FULL THROTTLE AND THE MIXTURE IN IDLE CUTOFF. ON HIS SECOND START ATTEMPT THE ENGINE AGAIN FAILED TO START, AND UPON SEEING SMOKE, HE CEASED CRANKING THE ENGINE AND EVACUATED THE AIRCRAFT. THE AIRCRAFT WAS POSITIONED ON THE TAXIWAY 90 DEGREES TO THE PREVAILING WIND. AS A RESULT MOST OF THE FIRE DAMAGE IS TO THE LEFT SIDE OF THE ENGINE COMPARTMENT. THE AIRCRAFT HAD A TWO-YEAR HISTORY OF INTERMITTENT STALLING PROBLEMS AFTER LANDING. THE CARBURETOR HAD BEEN REPLACED ON FOUR OCCASIONS, INCLUDING THE DAY OF THE FIRE. THE FUEL AND IGNITION SYSTEMS HAD BEEN CHECKED REPEATEDLY DURING TROUBLESHOOTING AND VARIOUS REPAIRS ACCOMPLISHED TO INCLUDE SPARK PLUG REPLACEMENT, INTERNAL MAGNETO TIMING, AND FUEL FILTER CLEANING. SEVERAL CYLINDER REPLACEMENTS HAD BEEN ACCOMPLISHED TO CORRECT LOW COMPRESSION. VALVE TIMING HAD BEEN CHECKED. (.4) DURING TAXI AFTER LANDING THE AIRPLANE'S ENGINE STALLED. THE PILOT'S FIRST ATTEMPT TO RESTART WAS UNSUCCESSFUL. HE CLEARED THE ENGINE BY ATTEMPTING TO RESTART WITH FULL THROTTLE AND THE MIXTURE IN IDLE CUTOFF. ON HIS SECOND START ATTEMPT THE ENGINE AGAIN FAILED TO START, AND UPON SEEING SMOKE, HE CEASED CRANKING THE ENGINE, AND EXITED THE AIRPLANE MOST OF THE FIRE DAMAGE WAS TO THE LEFT SIDE OF THE ENGINE COMPARTMENT. THE AIRPLANE HAD A 2-YEAR HISTORY OF INTERMITTENT STALLING PROBLEMS AFTER LANDING. THE CARBURETOR HAD BEEN REPLACED ON FOUR OCCASIONS, INCLUDING THE DAY OF THE FIRE. THE FUEL AND IGNITION SYSTEMS HAD BEEN CHECKED REPEATEDLY DURING TROUBLESHOOTING AND VARIOUS REPAIRS ACCOMPLISHED TO INCLUDE SPARK REPLACEMENT, INTERNAL MAGNETO TIMING, AND FUEL FILTER CLEANING. 20010614038879I (-23) LANDED LONG. WENT OFF END OF RUNWAY 16R AT VNY. NO AIRCRAFT DAMAGE. 20010615011219A (-23)THE PILOT AND ANOTHER AIRCRAFT DEPARTED A LOCAL AIRPORT AT APPROXIMATELY 0530 FOR THE PURPOSE OF CONDUCTING FISH LOCATING IN THE GULF. AT APPROXIMATELY 0720 THE OTHER PILOT TRIED TO CONTACT THE PILOT OF N4734R AND WAS UNABLE. THE PILOT OF N4734R HAD CRASHED INTO A HOUSE DESTROYING THE AIRCRAFT AND CAUSING HEAVY PROPERTY DAMAGE. THE CRASH OCCURRED IN A HEAVYLY POPULATED AREA WITHIN THE CITY LIMITS OF WAVELAND, MS. THE PILOT SUBSTAINED FATAL INJURIES. NO ONE ON THE GROUND WAS INJURIED. (.19) ON JUNE 15, 2001, ABOUT 0730 CENTRAL DAYLIGHT TIME, A CESSNA 172RG, N4734R, REGISTERED TO OMEGA PROTEIN, INC., COLLIDED WITH TREES THEN A HOUSE NEAR WAVELAND, MISSISSIPPI. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91, FISH-SPOTTING FLIGHT. THE AIRPLANE WAS DESTROYED AND THE COMMERCIAL-RATED PILOT WAS FATALLY INJURED. THERE WERE NO INJURIES TO AN OCCUPANT IN THE HOUSE. THE FLIGHT ORIGINATED ABOUT 0540, FROM SHADE TREE AIRSTRIP, NEAR GULFPORT, MISSISSIPPI. THE PILOT WAS EMPLOYED BY OMEGA PROTEIN, INC., TO SPOT FISH AND RELAY THAT INFORMATION TO FISHING BOATS. THE ACCIDENT PILOT AND ANOTHER COMPANY PIL OT DEPARTED IN SEPARATE AIRPLANES, ONE AFTER THE OTHER FROM SHADE TREE AIRSTRIP FOR A PLANNED 4-HOUR FISH- SPOTTING FLIGHT. ADDITIONALLY, A THIRD COMPANY PILOT DEPARTED IN ANOTHER AIRPLANE FROM ST. ELMO, ALABAMA (2R5), ABOUT 0545, FOR THE SAME PURPOSE. THE PILOT THAT DEPARTED ABOUT THE SAME TIME AS THE ACCIDENT PILOT REPORTED THAT AIR-TO-AIR COMMUNICATIONS WERE ESTABLISHED WITH HIM AND THE ACCIDENT PILOT AFTER TAKEOFF WHEN THE FLIGHTS WERE CLEAR OF THE AIRPORT AREA. THE FLIGHTS OF THE THREE COMPANY AIRPLANES CONTINUED AND ABOUT 0720, SOMEONE ASKED THE ACCIDENT PILOT HIS LOCATION; HE RESPONDED THAT HE WAS EAST OF A LOCATION CALLED CAT ISLAND, AND HE WANTED TO MAKE A MOTION TO STOP FISH SPOTTING FOR THE DURATION OF THE SHIFT. THE PILOT WHO HAD DEPARTED WITH THE ACCIDENT PILOT REPORTED THAT THE ACCIDENT PILOT'S VOICE DURING THIS TRANSMISSION WAS "WEAK" SOUNDING. BOTH OTHER COMPANY PILOTS REPORTED THAT IT WAS DISCUSSED TO RETURN DUE TO NOT BEING ABLE TO SEE FISH. THE PILOT WHO DEPARTED FROM ST. ELMO RETURNED TO HIS DEPARTURE AIRPORT, AND THE PILOT WHO HAD DEPARTED WITH THE ACCIDENT PILOT INITIALLY ELECTED TO ATTEMPT TO SPOT FISH FOR A BOAT THAT WAS HEADING SOUTH OF THE FLEET OF BOATS BEING SPOTTED BY HIM AND THE ACCIDENT PILOT. HE THEN RETURNED TO NEAR THE FLEET AND ATTEMPTED TO ESTABLISH RADIO COMMUNICATIONS WITH THE ACCIDENT PILOT; THIS WAS UNSUCCESSFUL. A PILOT-RATED WITNESS WHO WAS LOCATED APPROXIMATELY 4-5 BLOCKS EAST OF THE CRASH SITE REPORTED SEEING AN AIRPLANE FLYING NO MORE THAN 400 FEET ABOVE GROUND LEVEL AIRPLANE HEADING NORTH OR NORTHWEST BOUND. HE ESTIMATED THE AIRPLANE WAS FLYING AT 80 MILES PER HOUR WITH THE ENGINE OPERATING AT A DECREASED RPM; THE ENGINE SOUND WAS STEADY WITH NO SPUTTERING. HE REPORTED THAT AFTER FLYING OVER LAND, THE AIRPLANE ENTERED A 10-15 DEGREE LEFT BANK WHICH CONTINUED UNTIL HE LOST SIGHT OF THE AIRPLANE. HE THEN HEARD A SOUND HE ASSOCIATED WITH THE ACCIDENT. PRELIMINARY EXAMINATION OF THE ACCIDENT SITE AREA REVEALED DAMAGE TO TREES; THE FARTHEST OF WHICH WAS LOCATED APPROXIMATELY 237 FEET FROM THE IMPACT POINT ON THE ROOF OF THE HOUSE. MAJOR STRUCTURE OF THE LEFT WING WERE LOCATED IN TWO TREES APPROXIMATELY 72 FEET AND 98 FEET LATERALLY RESPECTIVELY, FROM THE FIRST TREE IMPACT LOCATION. EXAMINATION OF THE HOUSE REVEALED AN IMPACT SIGNATURE ON THE UPSLOPE OF THE BACK SIDE OF THE ROOF ASSOCIATED WITH THE RIGHT WING. THE FU SELAGE WAS RESTING ON ITS LEFT SIDE IN THE HOUSE; THE RIGHT WING WAS SEPARATED FROM THE AIRPLANE AND WAS LOCATED APPROXIMATELY 57 FEET FORWARD OF THE AIRPLANE; BROWNING OF GRASS WAS NOTED ADJACENT TO THE SEPARATED RIGHT WING.(.4) THE PILOT WAS EMPLOYED BY OMEGA PROTEIN, INC., TO SPOT FISH WHILE FLYING AND RELAY THAT INFORMATION TO FISHING BOATS. THE ACCIDENT PILOT AND ANOTHER COMPANY PILOT DEPARTE 20010615011779A (-23)PILOT, ^PRIVACY DAT^ WAS PRATICING TAKEOFF AND LANDINGS ON THE GRASS AREA PARALLEL TO RUNWAY 6-24. SHE HAD MADE THREE TAKEOFFS AND LANDINGS PRIOR TO THE ACCIDENT. THE AIRCRAFT WAS FLOWN ACROSS RUNWAY 15-33 IN A SOUTHERNLY DIRECTION AND ACROSS THE TAXIWAY WHERE THE AIRCRAFT MAIN WHEELS TOUCHED THE SOUTH EDGE OF THE PAVEMENT AND THEN INTO A RUNWAY SIGN 4-6-24. FROM THE MARKS ONT HE TAXIWAY TO THE SIGN IS 24 FT. 11 INCHES. 20010615012239I ON 06/15/01, AT APPROXIMATELY 0849 A AIR TRACTOR 301 OPERATED BY ^PRIVACY DATA OMITTED^ MADE AN EMERGENCY LANDING APPROXIMATELY 15 MILES WEST OF WELLINGTON, KS, IN AN OPEN FIELD AFTER THE ENGINE LOST POWER AND QUIT. THE PILOT SUFFERED MINOR INJURIES AND THE AIRCRAFT INCURRED MINOR DAMAGE. THE PILOT HAD DEPARTED THE ANTHONY, KS AIRPORT (BASE OF OPERATION) PRIOR TO THE INCIDENT. THE PILOT WAS CONDUCTING AGRICULTURAL OPERATIONS WHEN THE INCIDENT OCCURRED. 20010615012969I (-23)ON JUNE 15, 2001, TRANS MERIDIAN AIRLINES, FLIGHT TRZ2366, AIRCRAFT 910PG A B-727, WAS SCHEDULED TO ENROUTE FROM ZIH TO ORD. DURING CRUISE, THE CREW HAD A LOW OIL QUANTITY INDICATION FOR NUMBER ONE ENGINE. NO EMERGENCY WAS DECLARED AND THE PILOT DIVERTED THE AIRCRAFT TO MCI WITH NO FURTHER INCIDENT. TRANS WORLD AIRLINES (TWA) MAINTENANCE INSPECTED THE NUMBER ONE ENGINE AND FOUND NO EXTERNAL LEAKAGE AND THAT THE ENGINE HAD EXCESSIVE OIL CONSUMPTION. TWA MAINTENANCE SERVICED THE OIL QUANTITY, PERFORMED AN OPERATIONAL TEST AND THE AIRCRAFT WAS RETURNED TO SERVICE. WITH THIS REPORT, INCIDENT NUMBER CE052001IAC0047 IS CONSIDERED CLOSED. 20010615014349A (.19)ON JUNE 15, 2001, ABOUT 0800 HOURS MOUNTAIN STANDARD TIME, A CESSNA 170B, N4338B, OPERATED BY THE PILOT, VEERED OFF RUNWAY 24 AND COLLIDED WITH AN EMBANKMENT FOLLOWING A BOUNCED LANDING AT THE PAYSON AIRPORT, PAYSON, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED. NEITHER THE PRIVATE PILOT NOR THE PILOT-RATED PASSENGER WAS INJURED. THE FLIGHT ORIGINATED FROM THE FALCON FIELD, MESA, ARIZONA, ABOUT 0730. THE PILOT INDICATED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT THE AIRPLANE INITIALLY TOUCHED DOWN SMOOTHLY, BUT THAT IT SUBSEQUENTLY BOUNCED. THE PILOT THEN ATTEMPTED TO RECOVER. THE STALL WARNING HORN ACTIVATED, DIRECTIONAL CONTROL WAS LOST, AND WHILE DEPOSITING ABOUT 300 FEET OF SKID MARKS ON THE RUNWAY'S SURFACE, THE AIRPLANE EXITED OFF THE SIDE OF THE RUNWAY. (-23) AIRMAN STATED THAT AFTER A SMOOTH TOUCHDOWN AT PAYSON, DIRECTIONAL CONTROL OF THE AIRPLANE WAS LOST AND AIRPLANE EXITED THE RUNWAY TO THE SIDE AND SUBSTANTIAL DAMAGE WAS INCURRED. AIRMAN RECEIVED HIS PRIVATE PILOT CERTI FICATE SIX WEEKS PREVIOUSLY AND STATED HE HAD RECEIVED HIS TAILWHEEL ENDORSEMENT PRIOR TO THE ACCIDENT. AIRMAN STATED THAT HIS MECHANIC INDICATED HE FOUND SOME POSSIBLE ABNORMALITIES WITH THE GEAR/BRAKE SYSTEM ON HIS AIRPLANE AFTER THE ACCIDENT. AN ASI-A/W FROM THIS OFFICE WILL REVIEW ALL REPAIR WORK ONCE THE WORK HAS BEEN COMPLETED. (.4) ON JUNE 15, 2001, ABOUT 0745 HOURS MOUNTAIN STANDARD TIME, A CESSNA 170B, N4338B, VEERED OFF RUNWAY 24 AND COLLIDED WITH AN EMBANKMENT FOLLOWING A BOUNCED LANDING AT THE PAYSON AIRPORT, PAYSON, ARIZONA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME, AND NO FLIGHT PLAN WAS FILED. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE PILOT OWNED AND OPERATED THE AIRPLANE, AND IT WAS SUBSTANTIALLY DAMAGED DURING THE MISHAP. NEITHER THE PRIVATE PILOT NOR THE PILOT-RATED PASSENGER WAS INJURED. THE FLIGHT ORIGINATED FROM THE FALCON FIELD, MESA, ARIZONA, ABOUT 0715. THE PILOT VERBALLY INDICATED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT THE AIRPLANE INITIALLY TOUCHED DOWN SMOOTHLY BUT IT SUBSEQUENTLY BOUNCED, AND HE ATTEMPTED TO RECOVER. THE STALL WARNING HORN ACTIVATED, DIRECTIONAL CONTROL WAS LOST, AND WHILE DEPOSITING ABOUT 300 FEET OF SKID MARKS ON THE RUNWAY'S SURFACE, THE AIRPLANE EXITED OFF THE SIDE OF THE RUNWAY. THE PILOT-RATED PASSENGER VERBALLY INDICATED TO THE SAFETY BOARD INVESTIGATOR THAT THE PILOT'S FINAL APPROACH WAS NORMAL, AND THE PILOT PERFORMED A PERFECT, SMOOTH WHEEL LANDING. HOWEVER, THE AIRPLANE THEN BEGAN VEERING LEFT AND THE PILOT ATTEMPTED TO CORRECT. HE OVERCORRECTED WHEN HEAVY BRAKES WERE APPLIED, AND THE AIRPLANE VEERED RIGHT AND EXITED OFF THE SIDE OF THE RUNWAY. IN THE PILOT'S COMPLETED ACCIDENT REPORT, HE INDICATED THAT HE HAD OVERCORRECTED FOR THE CROSSWIND CONDITION UPON ENCOUNTERING A WIND GUST. HE ALSO REPORTED THAT HIS TOTAL EXPERIENCE FLYING AIRPLANES WAS 84.8 HOURS, OF WHICH 47.2 HOURS WERE AS PILOT-IN-COMMAND IN THE ACCIDENT MODEL OF AIRPLANE. HE INDICATED THAT THE ACCIDENT COULD HAVE BEEN PREVENTED HAD HE MORE TRAINING HANDLING THE AIRPLANE IN CROSSWIND AND GUST CONDITIONS. ACCORDING TO THE AIRPORTS AUTOMATIC WEATHER OBSERVATION SYSTEM (AWOS) ABOUT 0800 THE LOCAL WIND WAS FROM 040 DEGREES. ITS SPEED WAS 3 KNOTS. 20010615014409A (.19)ON JUNE 16, 2001, ABOUT 1130 EASTERN DAYLIGHT TIME, A 1945 DEHAVILLAND DH-82 TIGER MOTH, N4797, REGISTERED IN THE EXPERIMENTAL CATEGORY, WAS SUBSTANTIALLY DAMAGED DURING COLLISION WITH TREES AND TERRAIN AFTER TAKEOFF FROM A PRIVATE STRIP IN ALLAMUCHY, NEW JERSEY. THE CERTIFICATED COMMERCIAL PILOT/OWNER AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT THAT ORIGINATED AT THE PILOT/OWNER'S STRIP DESTINED FOR THE OLD RHINEBECK AIRPORT (NY94), RHINEBECK, NEW YORK. NO FLIGHT PLAN WAS FILED FOR THE FLIGHT CONDUCTED UNDER 14 CFR PART 91. (-23) PILOT PERFORMED ENGINE CHECK AT THE END OF THE RUNWAY AND EVERYTHING CHECKED GOOD. PILOT PROCEEDE DOWN RUNWAY AT WEISS FIELD, FULL FUEL, WITH ONE PASSENGER. AIRCRAFT USED A LITTLE MORE RUNWAY THAN USUAL, BUT LIFTED OFF OKAY. AIRCRAFT CLIMBED BUT COULD NOT CLEAR THE TOPS OF THE TREES AT THE END OF THE RUNWAY. AIRCRAFT SETTLED INTO TREES DUE TO LACK OF LIFT. ENGINE WAS RUNNING OKAY. WEATHER WAS HOT AND HUMID. 20010615015579A (.19) ONE JUNE 15, 2001, AT 2315 CENTRAL DAYLIGHT TIME, A PASSENGER WAS SERIOUSLY INJURED AFTER WALKING INTO THE PROPELLER BLADE OF A DE HAVILLAND, DHC-6 TWIN OTTER, N30EA,AFTER THE AIRCRAFT LANDED AT THE SKY DIVE CHICAGO AIRPORT, OTTAWA, ILLINOIS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS ON A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN. THE PILOT AND ADDITIONAL FIVE PASSENGERS WERE NOT INJURED. THE FLIGHT DEPARTED THE HASTINGS AIRPORT, HASTINGS, MICHIGAN, AT 2200 AND HAD ARRIVED AT ITS SCHEDULED FINAL DESTINATION. ACCORDING TO WITNESSES, THE AIRCRAFT WAS STOPPED ON THE RAMP AND THE PILOT WAS IN THE PROCESS OF SHUTTING DOWN THE ENGINES WHEN A PASSENGER DEPARTED FROM THE AIRPLANE, WENT TOWARDS THE FRONT OF THE AIRPLANE, AND WAS STRUCK BY A ROTATING PROPELLER. (-23) AFTER DEPARTING AIRCRAFT, PASSENGER WALKED IN TO TURNING PROPELLER. ENGINES HAD BEEN SHUT DOWN AND PROPELLERS WERE FEATHERING. PROPELLERS WERE STILL TURNING AS PASSENGER HURRIEDLY EXITED AIRCRAFT BECAUSE SHE NEED TO GO TO THE REST ROOM. DOOR WAS OPENED BY ANOTHER PASSENGER, OR TWO, TO EXPED ITE HER DEPARTURE FROM AIRCRAFT. PASSENGER HAD HEAD WOUND AND MAY NEED SURGERY. 20010615015619A (.19)ON JUNE 15, 2001, ABOUT 1945 HOURS PACIFIC DAYLIGHT TIME, A FLIGHT ATTENDANT SUSTAINED SERIOUS INJURIES ON AN AIRBUS INDUSTRIE A320, N661AW, OPERATING AS AMERICA WEST FLIGHT NUMBER 186, WHILE DESCENDING FOR AN APPROACH INTO SAN DIEGO, CALIFORNIA. AMERICA WEST AIRLINES WAS OPERATING THE AIRPLANE UNDER THE PROVISIONS OF 14 CFR PART 121. THE REMAINING AIRLINE TRANSPORT PILOT CAPTAIN, FIRST OFFICER, 2 FLIGHT ATTENDANTS, AND 137 PASSENGERS WERE NOT INJURED. THE REGULARLY SCHEDULED DOMESTIC PASSENGER FLIGHT DEPARTED PHOENIX, ARIZONA, ABOUT 1900 MOUNTAIN STANDARD TIME AS A NON-STOP FLIGHT TO SAN DIEGO. INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN IFR FLIGHT PLAN HAD BEEN FILED. ACCORDING TO THE FLIGHT SAFETY OFFICE AT AMERICA WEST, THE FLIGHT WAS INBOUND TO SAN DIEGO AND DESCENDING THROUGH 13,000 FEET NEAR PILLO INTERSECTION WHEN A FLIGHT ATTENDANT IN THE AFT CABIN FELL AND STRUCK HER HEAD. ACCORDING TO THE INJURED FLIGHT ATTENDANT, THE FLIGHT CREW INITIATED A SUDDEN DESCENT, WHICH CAUSED HER TO LOSE HER BALANCE AND FALL. THE CAPTAIN REPORTED TO THE AIRLINE THAT AIR TRAFFIC CONTROL HAD HELD THEM AT 13,000 FEET FOR TRAFFIC REASONS UNTIL JUST BEFORE THEY REACHED PILLO INTERSE CTION, THEN CLEARED THE FLIGHT TO DESCEND ON THE STANDARD ARRIVAL ROUTE. PILLO INTERSECTION IS ABOUT 39 MILES FROM THE AIRPORT. (-23) AMERICA WEST FLIGHT 186 FROM PHX TO SAN. WITH THE "FASTEN SEAT BELT" LIGHT ON AND WHILE ON DESCENT PASSING THROUGH 13,000 FEET, WITH AN ATC CLEARANCE TO CROSS PILLO INTERSECTION, AT 10,000 FEET, FLIGHT ATTENDANT ANGELA FERGUSON WHO WAS IN THE MIDDLE CABIN OF THE A320, N661AW, FELL STRIKING HER HEAD. FERGUSON WAS UNCONSCIOUS FOR A FEW MINUTES AND WITH THE ASSISTANCE OF THE OTHER FLIGHT ATTENDANTS, WAS MOVED TO FIRST CLASS SECTION WHERE SHE REMAINED FOR LANDING. THE AIRCRAFT WAS MET BY PARAMEDICS AND FERGUSON WAS TAKEN TO A LOCAL HOSPITAL. 20010615017409I (-23) A HOTLINE REPORT FROM AN INDIVIDUAL STATED THAT A PILOT GOT LOST AND HE DESCENDED TO READ STREET SIGNS AND HIT A POWER LINE. THE CALLER STATED THAT THE AIRPLANE WAS LOCATED AT TRACY AIRPORT IN CA. INSPECTION OF THE AIRCRAFT REVEALED THAT THE RIGHT WING CAP WAS RIPPED OPEN, AIRCRAFT WINDSHIELD WAS SCARRED WITH CABLING MARKS, AND A HOLE WAS ON THE PILOT'S SIDE, OUTSIDE AIR TEMPERATURE PROBE WAS MISSING, COMMUNICATION ANTENNAS WERE BENT AND CABLING MARKS WERE PRESENT, LEADING EDGE OF VERTICAL STABILIZER WAS SLIGHTLY CRUSHED, TOP OF THE STABILIZER WAS SHEERED OFF, THE LEADING EDGE OF THE RUDDER WAS SEPARATED AND THE RUDDER WAS BUCKLED. STUDENT PILOT OMAR B CHAUDHRY, DEPARTED HWD ENROUTE TO AN ASSIGNED PRACTICE AREA WHERE HE PRACTICED PRIVATE PILOT MANEUVERS. HE THEN DIRECTED HIS AIRCRAFT TO CCR FOR A LANDING. ON DEPARTURE FROM CCR, CHAUDHRY CONTINUED BACK TO THIS ASSIGNED PRACTICE AREA THAT APPEARED TO BE SOUTHEAST OF TRACY, CA. AIRPORT. HE FLEW NEAR SACRAMENTO AND STOCKTON AND MAY HAVE FLEW OVER AND AREA CALLED "CROWS NEST", WHERE HE INDICATED THAT HE STARTED TO PRACTICE S-TURNS AND TURNS ABOUT A POINT. DURING THIS PART OF CHAUDHRY COULD NOT REMEMBER STRIKING ANY POWER LIN ES BUT DID COMMENT ON SOMETHING HITTING HIM ON THE WRIST. HE NOTED THAT A BLUE LIGHT OF SOME SORT DID OCCUR WITHIN THE COCKPIT. CHAUDHRY NOTED THAT HE WAS LOW ON FUEL AT SOME POINT DURING THE GROUND REFERENCE MANEUVERS AND REALIZED THAT HE DIDN'T HAVE ENOUGH FUEL TO GET BACK TO HWD. HE COMPLETED A MENTAL NOTE OF FUEL CALCULATIONS AND DECIDED TO LAND AT THE FIRST VISIBLE AIRPORT. IT WAS UNCLEAR OF CHAUDHRY'S POSITIONAL AWARENESS AS HE STATED HE WAS NOT SURE OF THE AIRPORT HE WAS AT (IT WAS TRACY AIRPORT). AS A RESULT OF THIS INCIDENT A LETTER HAS BEEN SENT TO MR. CHAUDHRY ASKING HIM TO SCHEDULE HIS PRIVATE PILOT CHECKRIDE WITH THE OAKLAND FSDO AFTER HE HAS RECEIVED AN CFI ENDORSEMENT RECOMMENDING HIM FOR THE CHECKRIDE. 20010615019139A (-23) ON JUNE 15, 2001, AT APPROXIMATELY 1445 UTC, A HOMEBUILT GYROCOPTER, WITH NO REGISTRATION OR AIRWORTHINESS CERTIFICATES, OWNED BY ROBERT R. FAVOR OF ^PRIVACY DATA OMITTED^ , CRASHED WHILE IN A DOWNWIND TRAFFIC PATTERN DURING A PERSONAL FLIGHT. VFR CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED AND THE PILOT RECEIVED FATAL INJURIES. THE PILOT HOLDS NO PILOT CERTIFICATES. THE FLIGHT ORIGINATED AT BOWIE MUNICIPAL AIRPORT, TEXAS, ON JUNE 15, 2001, AT 1400 UTC. 20010615020509A (.4) ON JUNE 15, 2001, AT 0410 CENTRAL DAYLIGHT TIME, A CESSNA 182A SINGLE-ENGINE AIRPLANE, N6353B, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED POWER LINES AND TERRAIN WHILE MANEUVERING NEAR BAYTOWN, TEXAS. THE TWO OCCUPANTS, WHO WERE NOT PILOTS, WERE NOT INJURED. IT WAS REPORTED BY LOCAL AUTHORITIES THAT THE TWO OCCUPANTS, WHO WERE JUVENILES, HAD STOLEN THE AIRCRAFT. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT DEPARTED A PRIVATE GRASS AIRSTRIP AT 0330. (.19) ON JUNE 15, 2001, AT 0410 CENTRAL DAYLIGHT TIME, A CESSNA 182A SINGLE-ENGINE AIRPLANE, N6353B, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED POWER LINES AND TERRAIN WHILE MANEUVERING NEAR BAYTOWN, TEXAS. THE TWO INDIVIDUALS, WHO WERE NOT PILOTS AND WERE FLYING THE AIRPLANE, WERE NOT INJURED. IT WAS REPORTED BY LOCAL AUTHORITIES THAT THE TWO INDIVIDUALS HAD STOLEN THE AIRCRAFT. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT DEPARTED A PRIVATE GRASS AIRSTRIP AT 0330. (-23) ON JUNE 15, 2001, AT 0410 CENTRAL DAYLIGHT TIME, A CESSNA 182A SINGLE ENGINE AIRPLANE, N6353B, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED POWER LINES AND TERRAIN WHILE MANEUVERING NEAR BAYTOWN, TEXAS. THE TWO OCCUPANTS, WHO WERE NOT PILOTS, WERE NOT INJURED. IT WAS REPORTED BY LOCAL AUTHORITIES THAT THE TWO OCCUPANTS, WHO WERE JUVENILES, HAD STOLEN THE AIRCRAFT. DARK NIGHT VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL AVIATION REGULATION PART 91 PERSONAL FLIGHT. THE LOCAL FLIGHT DEPARTED A PRIVATE GRASS AIRSTRIP 0330. ^PRIVACY DATA OMITTED^ 20010615022979I (-23) ON JUNE 15, 2001, THE AIRCRAFT LANDING GEAR WOULD NOT EXTEND. PILOT WAS CLEARED FOR LANDING BY CHS ATCT. PILOT MADE GEAR UP LANDING ON RUNWAY 21. THE AIRCRAFT SUSTAINED MINOR DAMAGE AND THERE WERE NO INJURIES OT THE PILOT OR PASSENGER. 20010615023799I (-23) SKYDIVER:GEOFFREY PEGGS, EXPERIENCE: APPROX. 300 JUMPS, ADVANCED LICENSE HOLDER, USPA JUMP MASTER, TRAINING: IN LAST 6 MONTHS, JUMP MASTER RECERTIFICATION COURSE; IN LAST YEAR, BASIC INSTRUCTOR COURSE CLUB: AIR CAPITAL SKYDIVING, PARACHUTE: COBAULT 135 CANOPY PACKED BY GEOFFREY PEGGS, RESERVE PACKED BY FAA CERTIFIED RIGGER IN LAST 120 DAYS. SEE ATTACHMENTS. 20010615039619A (-23) ON JUNE 15, 2001, N95274, A TUNDRA-TIRE EQUIPPED TAYLORCRAFT BC12 SUSTAINED SUBSTANTIAL DAMAGE DURING TAXI AFTER LANDING, AT SEWARD, ALASKA. THE PILOT REPORTED THAT HE LANDED ON RUNWAY 30 AT SEWARD AND WAS TAXIING FROM THE LANDING. WHILE TAXIING A QUARTERING TAILWIND CAUSED THE AIRPLANE TO GROUND LOOP OFF THE EAST SIDE OF THE RUNWAY. THE RIGHT MAIN LANDING GEAR STRUCK A TREE STUMP. AFTER STRIKING THE TREE STUMP THE PILOT INSPECTED THE AIRPLANE AND FOUND TWO BROKEN LOWER FUSELAGE LONGERONS, LOCATED BETWEEN THE TAILWHEEL AND THE WING TRAILING EDGE. AWOS REPORTED THE WIND AT THE TIME OF THE LANDING WAS 320 DEGREES (TRUE) AT 14 KNOTS, GUSTS TO 19 KNOTS. ^PRIVACY DATA OMITTED^ 20010616011719A (-23) THE PILOT OF EXPERIMENTAL GLIDER N76SP, A SCHWEIZER ASW-20, ON THE LAST FLIGHT OF THE DAY, DECIDED TO LAND LONG TO FINISH CLOSE TO THE HANGAR. ON THE APPROACH THE PILOT EXTENDED THE LANDING GEAR. AS HE CONTINUED HE REALIZED HIS SPEED WAS TOO FAST. HE SAID HE WAS A BIT DISTRACTED BY THE GUSTY CROSS-WIND CONDITIONS. HE FORCED THE GLIDER TO GROUND, BOUNCED SEVERAL TIMES. HE PULLED WHAT HE THOUGHT WERE THE SPOILERS, BUT IN FACT HE HAD PULLED THE LANDING GEAR OUT OF ITS DOWN AND LOCK POSITION. WHEN THE PILOT REALIZED HE WAS RUNNING OUT OF REUNWAY HE INTENTIONALLY GROUND-LOOPED THE AIRCRAFT BREAKING OFF THE TAIL SECTION OF THE AIRCRAFT, AND DAMAGING THE GEAR, GEAR DOORS, TAIL WHEEL AND NOSE SECTION. 20010616011769A (-23)AT APPROXIMATELY 1339 EASTERN, ON JUNE 16, 2001, A CESSNA 150 (N11912) WAS ENGAGED IN A BANNER TOW OPERATION. AFTER RELEASING THE BANNER IN THE SOD AREA ADJACENT TO RUNWAY 23 AT DARE COUNTY REGIONAL AIRPORT, THE AIRCRAFT WAS OBSERVED CLIMBING AT A STEEP ANGLE. THE AIRCRAFT WAS THEN OBSERVED DESCENDING AT A STEEP ANGLE. THE AIRCRAFT IMPACTED A PILE OF CONCRETE DEBRIS RESULTING IN TOTAL LOSS OF THE AIRCRAFT AS WELL AS A POST CRASH FIRE. THE PILOT SUFFERED FATAL INJURIES. (.19)ON JUNE 16, 2001, AT ABOUT 1339 EASTERN DAYLIGHT TIME, A CESSNA 150L, N11912, REGISTERED TO KITTY HAWK AERO TOURS, AS A 14 CFR PART 91 BANNER TOW FLIGHT, CRASHED DURING A BANNER DROP OFF AT THE DARE COUNTY REGIONAL AIRPORT, MANTEO, NORTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED BY POSTCRASH FIRE AND THE COMMERCIAL PILOT WAS FATALLY INJURED. THE FLIGHT ORIGINATED FROM DARE COUNTY REGIONAL AIRPORT ABOUT 39 MINUTES BEFORE THE ACCIDENT. TWO EMPLOYEES OF DARE COUNTY REGIONAL AIRPORT (AIR OPERATIONS TECHNICIAN AND OPERATIONS SUPERVISOR), STATED THEY WERE IN THE VICINITY OF THE OPERATIONS AREA AT THE AIRPORT, WHICH OVERLOOKS THE APPROACH AND DEPARTURE END OF RUNWAY 23/05. THE AIR OPERATIONS TECHNICIAN HEARD THE AIRPLANE APPROACHING. BOTH EMPLOYEES LOOKED OUTSIDE AND OBSERVED THE ACCIDENT AIRPLANE RELEASING HIS BANNER IN THE SOD AREA ADJACENT TO RUNWAY 23. THE AIR OPERATIONS TECHNICIAN HEARD AN INCREASE IN ENGINE POWER, AND BOTH EMPLOYEES OBSERVED THE NOSE OF THE AIRPLANE TO PITCH UP GREATER THAN 45 DEGREES. THE AIRPLANE DISAPPEARED FROM VIEW DUE TO OBSTRUCTIONS. THE AIR OPERATIONS SUPERVISOR LOOKED AWAY TO TAKE CARE OF SOME BUSINESS. THE AIR OPERATIONS TECHNICIAN SAW THE AIRPLANE DESCENDING IN A NOSE-DOWN ATTITUDE GREATER THAN 45 DEGREES. BOTH OF THE EMPLOYEES HEARD THE PILOT STATE ON THE UNICOM RADIO FREQUENCY, "OH MY GOD, I'M DEAD, I'M DEAD." THE AIRPLANE COLLIDED WITH THE TERRAIN FOLLOWED BY AN EXPLOSION AND FLAMES. TWO OTHER WITNESSES OBSERVED THE PILOT DROP HIS BANNER IN THE SOD AREA NEXT TO RUNWAY 23. THE NOSE OF THE AIRPLANE PITCHED UP STEEPLY ESTIMATED GREATER THAN 45 DEGREES. THE AIRPLANE STALLED, THE LEFT WING DROPPED, THE AIRPLANE ROLLED TO THE LEFT IN A NOSE-DOWN ATTITUDE, COLLIDED WITH THE TERRAIN AND EXPLODED. 20010616012409I (-23) ON JUNE 16, 2001, AT 1635E, A D0-328, S/N 3018, REGISTERED AS N422JS AND OPERATING AS VNAA FLIGHT #4071, ABORTED TAKEOFF WHEN THE LEFT INBOARD TIRE BLEW ON THE TAKE OFF ROLL. AT 100KTS, AND ABOUT THE 4000 FT. MARKER THE CREW REPORTED THAT THE AIRCRAFT "SHOOK VERY BADLY". THE TAKEOFF WAS ABORTED AND THE AIRCRAFT TAXIED OFF THE RUNWAY AND STOPPED ON TAXIWAY E2. ARRF WAS CALLED TO THE AIRCRAFT TO CHECK THE AIRCRAFT. THE PASSENGERS WERE BUSED TO THE RAMP AND MAINTENANCE REPLACED THE TIRE AND TOWED THE AIRCRAFT TO THE RAMP. MINOR DAMAGE TO THE WHEEL WELL AND GEAR DOOR TO BE EVALUATED AND REPAIR PROGRAM TO BE DETERMINED. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010616012549I (-23) STUDENT PILOT TOOK OFF TO ACCOMPLISH CROSS COUNTRY FLIGHT. HE WAS UNABLE TO ESTABLISH RADIO CONTACT TO OPEN FLIGHT PLAN AND ELECTED TO RETURN TO THE AIRPORT. DURING LANDING IN A CROSSWIND, HE RAN OFF THE SIDE OF THE RUNWAY AND STRUCK A RUNWAY/TAXIWAY IDENTIFICATION SIGN CAUSING MINOR DAMAGE TO THE AIRCRAFT. 20010616012819I (-23) ON JUNE 16, 2001, AT 1055E, AN EMB-145-ER, S/N 145157, REGISTERED AS N808HK AND OPERATING AS RAIA FLIGHT #5277, ABORTED TAKEOFF WHEN A #2 AHRS FAIL MESSAGE OCCURRED AT 80KTS. THE TAKE-OFF WAS ABORTED, AND THE AIRCRAFT RETURNED TO THE RAMP WITHOUT A NEED FOR ANY EQUIPMENT. ALL PASSENGERS WERE TRANSFERRED, AND THE AHRS INDICATOR WAS REPAIRED, AND THE AIRCRAFT WAS RETURNED TO SERVICE AT 19:30E. INVESTIGATION BY DESK AUDIT AND CLOSED. 20010616013079I (-23)^PRIVACY DATA OMI^WAS BEING GIVEN INSTRUCTION FROM PARACHUTE INSTRUCTOR^PRIVACY DA^ON A STATIC LINE JUMP. AFTER DEPARTING THE AIRCRAFT AT APPROXIMATELY 3000 FEET AGL,^PRIVACY DATA ^STARTED RECEIVING INSTRUCTION FROM^PRIVACY ^ ON THE GROUND AS TO WHAT MANEUVERS TO PERFORM. ^PRIVACY DATA ^ WAS INSTRUCTED TO START TURNING IN A SPIRAL THROUGH A TRANCEIVER THAT HE WAS CARRYING. WHILE TURNING, ^PRIVACY DATA ^ STARTED TO SPIN AT AN ACCELERATED RATE. ^PRIVACY D^ RELAYED TO HIM TO STOP TURNING AND ^PRIVACY DATA ^ DID. AFTER HE GAINED CONTROL ^PRIVACY DATA ^ STATED THAT HE FELT LIGHTHEADED AND FELT AS IF HE COULD GET SICK. SHORTLY AFTER THAT ^PRIVACY DATA ^ LOST CONSCIOUSNESS AT APPROXIMATELY 400 FEET AGL. ^PRIVACY DATA ^ THAN DRIFTED DOWN WIND AWAY FROM THE AIRPORT IMPACTING THE GROUND IN A VETERINARY CLINIC PARKING LOT AND COMING TO REST UNDER A PICK-UP TRUCK. ^PRIVACY DATA OM^ INJURIES CONSIST OF A SEVERE HEMATOMA TO THE BACK SIDE OF HIS BRAIN, A FRACTURE TO THE LEFT SIDE OF HIS SKULL, A 6 INCH LACERATION TO THE LEFT SIDE OF HIS SCALP AND VARIOUS MINOR CUTS AND ABRASIONS. A FULL RECOVERY IS EXPECTED. 20010616013239I (-23) AT ABOUT 1030 AM ON SATURDAY THE 16TH OF JUNE THE PILOT WAS DEPARTING THE WINSTON FIELD FLY-IN ON RUNWAY 17, THE AWOS READ 31 DEGREES CENTIGRADE AND 14 KNOTS OF WIND FROM THE SOUTH. THE PILOT WAS FLYING A HORTON STOL KIT EQUIPPED CE-182 AND DURING CLIMB-OUT THE WIND SUBSIDED CAUSING A LOSS OF LIFT. THE PILOT LOWERED THE NOSE BUT COULD NOT REGAIN ENOUGH AIRSPEED TO RECOVER THE TAKE-OFF. THE AIRCRAFT DESCENDED TO THE RUNWAY IN A NOSE LOW ATTITUDE COLLAPSING THE NOSE GEAR, CAUSING A PROP STRIKE AND BENDING THE LEFT MAIN LANDING GEAR LEG. THERE WERE NO INJURIES TO THE PILOT OR THE PASSENGER. A WITNESS CONFIRMS THAT THE 14 KNOT WIND JUST STOPPED BLOWING, PROBABLY FROM THE FORMATION OF AN EARLY MORNING THERMAL. 20010616013429I (-23) ORDER 8020.11B, CHAPTER 6, PARA. 265 PARACHUTE JUMPING, PAGE 613 1. NAME OF JUMPERS : STUDENT ^PRIVACY DATA OM^, 35/INSTRUCTOR ^PRIVACY DATA ^ 2 JUMPER EXPERIENCE: ^PRIVACY DAT^ 1000 PLUS JUMPS, ^PRIVACY DATA OM^ 1ST STUDENT JUMP 3. CLUB AFFILIATION: SKYDIVE UTAH 4. PARACHUTE DESCRIPTION: STRONG ENTERPRISES, ORLANDO, FL. MODEL: DUAL HAWK TANDUM, MAIN CHUTE EXPERIENCED PARTIAL DEPLOYMENT/RESERVE CHUTE "PILOT" BECAME ENTANGLED IN OVERHEAD MAIN CHUTE. 20010616013719A (.19)ON JUNE 16, 2001, AT 1625 HOURS MOUNTAIN STANDARD TIME, A SCHULTZ LANCAIR IV-P, N424E, WAS SUBSTANTIALLY DAMAGED DURING A VISUAL APPROACH TO FLAGSTAFF, PULLIAM AIRPORT, ARIZONA. THE AIRLINE TRANSPORT RATED PILOT RECEIVED FATAL INJURIES. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER 14 CFR PART 91. AN INSTRUMENT FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT ADA, OKLAHOMA, ABOUT 1516 CENTRAL DAYLIGHT TIME. DURING THE APPROACH TO FLAGSTAFF, THE PILOT STATED ON TOWER FREQUENCY THAT HE WAS GOING TO CRASH. THEN HE SAID THAT HE WAS NOT GOING TO MAKE IT. THE AIRPLANE CRASHED ABOUT 2 MILES NORTHEAST OF THE AIRPORT. INITIAL FUEL CALCULATIONS INDICATED THAT THE AIRPLANE ARRIVED AT THE DESTINATION WITH ABOUT 1.5 HOURS OF FUEL REMAINING. ACCORDING TO THE AIRPLANE OWNER, THE FUEL TANKS HELD 72 GALLONS INSTEAD OF THE DESIGNED AMOUNT OF 80 GALLONS. THE OWNER ALSO INDICATED THAT THERE HAD BEEN FUEL SYSTEM PROBLEMS WITH THE AIRPLANE, AND AT ONE POINT, HOLES HAD BEEN ADDED IN THE BAFFELING/RIBS TO IMPROVE FUEL FLOW. (-23) DURING DESCENT FROM CRUISE ALTITUDE FOR LANDING AT FLG, THE AIRCRAFT SUFFERED A TOTAL POWER FAILURE DUE TO APPARENT FUEL STARVATION. PILOT EXECUTED A FORCED LANDING IN OPEN FIELD. PILOT WAS NOT WEARING SHOULDER HARNESS AND SUFFERED FATAL HEADSTRIKE INJURY DURING EMERGENCY/HARD LANDING. 20010616014319A (.19)ON JUNE 16, 2001, ABOUT 1945 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150E, N3937U, OWNED AND OPERATED BY THE PILOT, EXPERIENCED A TOTAL LOSS OF ENGINE POWER DURING A BANNER TOW OPERATION OVER BURBANK, CALIFORNIA. DURING THE PILOT'S FORCED LANDING, THE AIRPLANE IMPACTED VEGETATION-COVERED TERRAIN BEHIND A RESIDENCE AND WAS SUBSTANTIALLY DAMAGED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE COMMERCIAL CERTIFICATED PILOT RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED FROM THE WHITEMAN AIRPORT, LOS ANGELES, CALIFORNIA, ABOUT 1915. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE LOST ENGINE POWER WHILE TOWING THE BANNER, AND AT THE TIME HE WAS LOW ON FUEL. ACCORDING TO AN OFFICER FROM THE BURBANK POLICE DEPARTMENT, NO FUEL WAS FOUND IN THE AIRPLANE'S FUEL TANKS. (-23) MR. LATHAM ADMITTED THAT "FUEL SHORTAGE" WAS THE REASON HE LOST POWER WHILE TOWING A BANNER NEAR BUR AIRPORT. HE STATED THAT DURING HIS PREFLIGHT HE ESTIMATED THE FUEL IN HIS TANKS TO BE SUFFICIENT FOR THE INTENDED FLIGHT BASED ON A VISUAL INSPECTION OF THE FUEL IN THE TANKS AND ON THE GAUGES WHICH BOTH READ ABOUT 1/4 TANK. HE THEN DEPARTED ON A 40 MINUTE FLIGHT. AFTER 26 MINUTES HE LOST POWER AND IMPACTED A MOUNTAIN JUST EAST OF THE BUR AIRPORT. THIS INVESTIGATION BY THE AIRWORTHINESS UNIT OF THE VAN NUYS FSDO IS CLOSED. RESULTS WILL BE FORWARDED TO THE OPERATIONS UNIT FOR THEIR EVALUATION. (.4) ON JUNE 16, 2001, ABOUT 1945 HOURS PACIFIC DAYLIGHT TIME, A CESSNA 150E, N3937U, EXPERIENCED A TOTAL LOSS OF ENGINE POWER DURING A BANNER TOW OPERATION OVER BURBANK, CALIFORNIA. THE AIRPLANE WAS OPERATED BY RED BARON AIR, IN PACOIMA, CALIFORNIA, AND WAS OWNED BY THE PILOT. DURING THE PILOT'S FORCED LANDING, THE AIRPLANE IMPACTED VEGETATION-COVERED TERRAIN BEHIND A RESIDENCE AND WAS SUBSTANTIALLY DAMAGED. VISUAL METEORLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT WAS PERFORMED UNDER 14 CFR PART 91. THE COMMERCIAL CERTIFICATED PILOT RECEIVED MINOR INJURIES. THE FLIGH ORIGINATED FROM THE WHITEMAN AIRPORT, LOS ANGELES, CALIFORNIA, ABOUT 1915. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE HAD REQUESTED HIS AIRPLANE BE REFUELED PRIOR TO TAKING OFF. HOWE VER, AFTER WAITING ABOUT 55 MINUTES THE FUEL TRUCK HAD NOT SERVICED THE AIRPLANE. THE PILOT SAID THAT HE THEN CHECKED THE TANKS VISUALLY, AND THE FUELGAUGES INDICATED 1/4-FULL. BELIEVING THAT HE HAD ADEQUATE FUEL FOR THE PLANNED 40-MINUTE-LONG FLIGHT, HE TOOK OFF. THE PILOT FURTHER INDICATED THAT AFTER FLYING FOR ABOUT 26 MINUTES HE EXPERIENCED THE FIRST INDICATIONS OF FUEL STARVATION. HE WAS UNABLE TO REACH THE NEAREST AIRPORT, SO HE MADE A FORCED LANDING WITHOUT ENGINE POWER ON A HILLSIDE. A BURBANK POLICE DEPARTMENT OFFICER VERBALLY REPORTED TO THE SAFETY BOARD INVESTIGATOR THAT NO FUEL WAS FOUND IN THE AIRPLANE'S FUEL TANKS. IN THE PILOT'S COMPLETED ACCIDENT REPORT, HE ACKNOWLEDGED THAT NO MECHANICAL MALFUNCTION OR FAILURE HAD PRECIPITATED THE LOSS OF ENGINE POWER. THE PILOT REPORTED THAT HE HAD ABOUT 4,000 HOURS OF FLIGHT TIME, OF WHICH 1,100 HOURS WERE ACQUIRED FLYING THE CESSNA 150. HE HELD A CERTIFICATED FLIGHT INSTRUCTOR CERTIFICATE FOR AIRPLANES, AN INSTRUMENT RATING, AND AN AIRFRAME AND ENGINE POWERPLANT CERTIFICATE. 20010616014339A (.19)ON JUNE 16, 2001, AT 1230 HOURS MOUNTAIN STANDARD TIME, A PIPER PA-28-181, N4299Q, WAS SUBSTANTIALLY DAMAGED DURING A GROUND FIRE EVENT AT SEDONA, ARIZONA. THE RENTED AIRPLANE WAS OPERATED BY FALCON EXECUTIVE AVIATION OF MESA, ARIZONA. NEITHER THE PRIVATE RATED PILOT NOR PASSENGER WERE INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. THE ORIGINATING FLIGHT WAS DESTINED FOR FALCON FIELD, MESA. THE PILOT PROVIDED THE SAFETY BOARD INVESTIGATOR WITH A WRITTEN STATEMENT. HE STATED THAT HE AND HIS PASSENGER BOARDED THE AIRPLANE AFTER PERFORMING A STANDARD PREFLIGHT INSPECTION. ALTHOUGH THE RUNWAY WAS CLOSED DUE TO A DISABLED AIRPLANE, THE PILOT CHOSE TO TAXI TO THE RUN-UP AREA BECAUSE HE ANTICIPATED THE DISABLED AIRPLANE WOULD BE REMOVED WHEN HIS RUN-UP WAS COMPLETE. WHEN THE PILOT COMPLETED THE BEFORE TAKEOFF CHECKLIST, THE RUNWAY WAS NOT YET CLEARED, AND HE WAS INFORMED THAT IT WOULD REMAIN CLOSED FOR ABOUT 20-30 MINUTES. THE PILOT SHUT THE ENGINE DOWN AND WAITED. WHEN THE RUNWAY REOPENED, THE PILOT STARTED THE ENGINE. DURING START, THE PILOT HEARD A POP. HE PROCEEDED WITH THE PROCEDURE FOR ENGINE FIRE DURING START BY CONTINUING TO CRANK THE STARTER. THE ENGINE DID NOT START AND HE SAW SMOKE COMING FROM THE COWL. HE INSTRUCTED HIS PASSENGER TO GO OUTSIDE AND TRY TO EXTINGUISH THE FIRE WITH A HANDHELD FIRE EXTINGUISHER. THE PILOT THEN GOT OUT WITH A SECOND FIRE EXTINGUISHER IN AN EFFORT TO EXTINGUISH THE FIRE. ABOUT 2 TO 3 MINUTES LATER, AN INDIVIDUAL FROM ONE OF THE AIRPORT SERVICES ARRIVED WITH A MEDIUM SIZED FIRE EXTINGUISHER. THEIR EFFORTS TO FIGHT THE FIRE WERE UNSUCCESSFUL. THE FIRE DEPARTMENT ARRIVED 15 MINUTES LATER, AND BY THIS TIME, THE AIRPLANE WAS COMPLETELY ENGULFED IN FLAMES. 20010616014359A (.19)ON JUNE 16, 2001, ABOUT 1415 HOURS PACIFIC DAYLIGHT TIME, A HUGHES 369HS, N4467V, OPERATED BY TRINITY HELICOPTERS, INC., HAYWARD, CALIFORNIA, COLLIDED WITH A TOWER AND CRASHED ABOUT 1.5 MILES NORTHEAST OF MOFFETT FIELD, MOUNTAIN VIEW, CALIFORNIA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE PUBLIC UTILITY WORK-RELATED FLIGHT PERFORMED UNDER 14 CFR PART 133. NO FLIGHT PLAN WAS FILED. THE HELICOPTER WAS DESTROYED. THE COMMERCIAL PILOT WAS SERIOUSLY INJURED, AND THE PASSENGER RECEIVED MINOR INJURIES. THE FLIGHT ORIGINATED FROM MOUNTAIN VIEW ABOUT 1410. ACCORDING TO THE PILOT, HE FLEW TO THE TOWER TO PICKUP A PASSENGER WHO WAS PERFORMING MAINTENANCE ON THE TOWER. THE PILOT PLACED ONE SKID ON THE TOWER AND THE PASSENGER BOARDED THE HELICOPTER. THE WIND DIRECTION SUDDENLY SHIFTED, AND DESPITE THE PILOT'S EFFORT TO MAINTAIN DIRECTIONAL CONTROL, THE HELICOPTER DYNAMICALLY ROLLED OVER RESULTING IN A MAIN ROTOR BLADE STRIKING THE TOWER. CONTROL WAS LOST, AND THE HELICOPTER FELL ABOUT 90 FEET TO THE GROUND. HE ALSO STATED THAT PRIOR TO EXPERIENCING THE LOSS OF CONTROL, NO MECHANICAL MALFUNCTIONS WERE EXPERIENCED. (-23) A PACIFIC GAS & ELECTIC (PG & E) EMPLOYEE WAS BEING TRANSPORTED FROM ONE TOWER TO ANOTHER, UPON REACHING THE NEXT TOWER THE PILOT BONDED THE LEFT SKID TO THE TOWER AND THE WORKER WAS STEPPING OUT. ABOUT THAT TIME, THE WIND DIRECTION CHANGED FROM A TIAL WIND TO A RIGHT CROSS WIND. THE PILOT WAS UNABLE EVEN WITH FULL DEFLECTION OF THE CONTROLS TO MAINTAIN CONTROL OF THE AIRCRAFT. THE HELICOPTER CONTINUED TO ROLL OVER TOWARDS THE TOWER TO THE LEFT, WENT OVER THE TOP OF THE TOWER STRIKING THE TOWER WITH THE MAIN ROTOR BLADE, AND LANDED UPSIDE DOWN ON THE OPPOSITE SIDE OF THE TOWER. SERIOUS INJURY TO THE PILOT AND MINOR INJURY TO THE PASSENGER. 20010616014369A (-23) PILOT OF EAA BI-PLANE WAS CONDUCTING A LANDING AT A PRIVATE AIRSTRIP FLY-IN LOCATED JUST EAST OF ZILLAH, WASHINGTON. THE LANDING STRIP IS SHOWN AS A PRIVATE ON THE SECTIONAL CHART, AND IS A ONE-WAY STRIP, WITH LANDINGS CONDUCTED TO THE EAST AND TAKEOFFS TO THE WEST DUE TO THE SLOPE OF THE STRIP. PILOT APPARENTLY TOUCHED DOWN 600-700 FEET DOWN THE RUNWAY (RUNWAY LENTH 2000') EARLY IN THE MORNING, WHILE THE GRASS STRIP WAS STILL WET WITH DEW. PILOT WAS ADVISED OF A POTENTIAL 5-10 KNOT TAILWIND FOR LANDING. EFFECTIVE BRAKING WAS MINIMAL DUE TO THE COMBINATION OF THE SMALL TIRES AND THE WET RUNWAY. AS A RESULT, THE AIRCRAFT CONTACTED A TEMPORARY TOWER PLACED ADJACENT TO THIS STRIP WITH THE RIGHT WINGTIP. THAT CONTACT CAUSED THE AIRCRAFT TO CONTINUE FURTHER TO THE RIGHT, LEADING TO CONTACT WITH ANOTHER AIRCRAFT, RESULTING IN SUBSTANTIAL DAMAGE. 20010616014429A (.19)ON JUNE 16, 2001, ABOUT 0845 HOURS MOUNTAIN STANDARD TIME, A CESSNA A185F, N4805, OWNED AND OPERATED BY THE PILOT, OVERRAN THE DEPARTURE END OF THE RUNWAY AT THE PILOT'S PRIVATELY OWNED AIRSTRIP IN ASH FORK, ARIZONA. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED UPON COLLIDING WITH BUSHES, AND THE COMMERCIAL CERTIFICATED PILOT WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE PERSONAL FLIGHT WAS PERFORMED UNDER 14 CFR PART 91, AND NO FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM LOS ANGELES, CALIFORNIA, ABOUT 0630. THE PILOT REPORTED TO THE NATIONAL TRANSPORTATION SAFETY BOARD INVESTIGATOR THAT HE HAD LANDED AT HIS AIRSTRIP ON OVER 50 OCCASIONS. THE RUNWAY IS ABOUT 1,185 FEET LONG, AND ITS ELEVATION IS ABOUT 5,400 FEET MEAN SEA LEVEL. THE PILOT STATED THAT HE TOUCHED DOWN LONG, BOUNCED, AND WAS UNABLE TO STOP BEFORE EXITING THE RUNWAY. (-23)ON JUNE 16, 2001, AT APPROXIMATELY 0845 LOCAL TIME (MST), N4805 CESSNA C-185, STANDARD CERTIFICATION, OVER RAN THE RUNWAY ON A PRIVATE AIRFIELD ON LANDING. THE PILOT LANDED LONG ON A 1185' FT. LANDING STRIP AT AN ALTITUDE OF 5400 FT. THE PILOT WAS UNABLE TO STOP IN THE REQUIRED DISTANCE SUBS TANTAILLY DAMAGING THE AIRCRAFT DURING LANDING. THERE WAS NO INJURIES AND NO DAMAGE TO PROPERTY ON THE SURFACE. 20010616014569A (-23) ON JUNE 16, 2001, PA-28, N75238, OWNED AND OPERATED BY HOMER L. HEDMARK, A PRIVATE PILOT, WAS RETURNING FROM A PLEASURE FLIGHT NEAR BLOOMINGTON, ILLINOIS. WHILE ON APPROACH TO RUNWAY 20 AT BLOOMINGTON AIRPORT, MR. HEDMARK REPORTED THAT HE GOT 'LOW AND SLOW' CONTACTING THE GROUND APPROXIMATELY 700 FEET FROM THE APPROACH END OF THE RUNWAY. MR. HEDMARK SUSTAINED MINOR INJURIES DURING THIS EVENT REQUIRING HOSPITALIZATION. THE THREE ADDITIONAL PERSONS ONBOARD THE AIRCRAFT WERE TRANSPORTED TO THE LOCAL HOSPITAL FOR EVALUATION OF THEIR INJURIES AND LATER RELEASED. (.19) ON JUNE 16, 2001, AT 1112 CENTRAL DAYLIGHT TIME, A PIPER PA-28-181, N75238, OPERATED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED TERRAIN APPROXIMATELY 700 FEET SHORT OF THE APPROACH END OF RUNWAY 20 AT THE CENTRAL ILLINOIS REGIONAL AIRPORT (BMI), BLOOMINGTON, ILLINOIS. PRIOR TO THE ACCIDENT, THE PILOT WAS PERFORMING A VISUAL TRAFFIC PATTERN FOR THE PURPOSE OF LANDING AT THE AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED ON A VISUAL FLIGHT RULES PLAN UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND THE 3 PASSENGERS ON BOARD THE AIRPLANE REPORTED MINOR INJURIES. THE LOCAL FLIGHT ORIGINATED AT BLOOMINGTON, ILLINOIS, AT APPROXIMATELY 1000. A LOCAL CONTROLLER AT THE BMI AIR TRAFFIC CONTROL TOWER (ATCT) SAID, "AR 75238 CALLED INBOUND 7 [MILES] NORTH OF THE AIRPORT FOR VFR LANDING AND WAS INSTRUCTED TO PROCEED INBOUND FROM THE NORTH AND REPORT A 2 MILE RIGHT BASE RUNWAY 20." THE LOCAL CONTROLLER SAID THAT THE PILOT REPORTED RIGHT BASE AND WAS ASKED IF HE HAD THE AIRPLANE IN FRONT OF HIM IN SIGHT? "I OBSERVED AR 238 ON AN APPROXIMATELY 1.5 MILE FINAL AND APPEARED TO BE ON A NORMAL APPROACH WHEN I LOOKED TO CHECK MY OTHER TRAFFIC." THE CONTROLLER SAID, "SHORTLY AFTER I HEARD AN ELT (EMERGENCY LOCATOR TRANSMITTER) SIGNAL ON VHF GUARD FREQUENCY (121.5) AND TURNED TO VERIFY." THE CONTROLLER SAID THAT HE AND ANOTHER ATCT CONTROLLER OBSERVED THE AIRPLANE HAD CRASHED OFF THE APPROACH END OF RUNWAY 20. THE PILOT, WHO WAS FLYING THE AIRPLANE FROM THE RIGHT SEAT, TOLD A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR THAT HE HAD GOTTEN "LOW AND SLOW" ON THE APPROACH. A FAA INSPECTOR EXAMINED THE AIRPLANE AT THE ACCIDENT SCENE. THE AIRPLANE WAS RESTING UPRIGHT IN THE FIELD NORTH O F THE APPROACH END OF RUNWAY 20. THE AIRPLANE'S NOSE GEAR WAS BROKEN AFT AND FOUND EMBEDDED IN THE AIRPLANE'S TAIL. BOTH MAIN LANDING GEAR WERE BROKEN AFT. THE AIRPLANE'S COWLING AND FORWARD FUSELAGE WAS CRUSHED AFT. THE FIREWALL, ENGINE, AND ENGINE MOUNTS WERE BENT DOWNWARD. THE BOTTOM OF THE AIRPLANE WAS BENT AND BUCKLED. THE PROPELLER SHOWED TORSIONAL BENDING AND CHORDWISE SCRATCHES. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. AN EXAMINATION OF THE ENGINE, ENGINE CONTROLS AND OTHER AIRPLANE SYSTEMS REVEALED NO ANOMALIES. 20010616014889I (-23) PILOT HAD RADIO FAILURE. OVERFLEW RUNWAY, GOT GREEN LIGHT. WIND FAVORED RWY 31 (NW) AT LAKE HOOD STRIP. LANDING WAS MADE INTO THE SUN, PILOT TEMPORARILY BLINDED, DRIFTED OFF TO EDGE OF RUNWAY AND SOFT SPOT CAUSED AIRCRAFT TO TIP UP ON ITS NOSE. I ENCOURAGED HIM TO OBTAIN SOME RECURRENT FLIGHT TRAINING WITH AN INSTRUCTOR. PILOT HAS NO ACCIDENT, INCIDENT, VIOLATIONS IN BACKGROUND. 20010616015569A (.19) ON JUNE 16, 2001, ABOUT 1600 EASTERN DAYLIGHT TIME, A ROBINSON R-22A, N2242P, WAS SUBSTANTIALLY DAMAGED WHEN IT ROLLED OVER WHILE HOVERING AT A PRIVATE HELIPAD IN ATWATER, OHIO. THE CERTIFICATED AIRLINE TRANSPORT PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE LOCAL PERSONAL FLIGHT THAT ORIGINATED AT THE PILOT/OWNER'S HELIPAD AND CONDUCTED UNDER 14 CFR PART 91. DURING A TELEPHONE INTERVIEW, THE PILOT SAID THE PURPOSE OF THE FLIGHT WAS TO EXPERIMENT WITH BALLAST ADDED TO THE HELICOPTER. HE SAID THAT IN ITS NORMAL CONFIGURATION, THE HELICOPTER TENDED TO ASCEND AND DESCEND FROM A HOVER IN A LEFT-SKID LOW ATTITUDE. THE PILOT SAID THAT WITH THE PROPER PLACEMENT OF BALLAST, THE CENTER-OF-GRAVITY COULD BE ADJUSTED TO ATTAIN A MORE WINGS-LEVEL ATTITUDE DURING TAKEOFFS AND LANDINGS TO AND FROM A HOVER. ACCORDING TO THE PILOT, HE PLACED THE WEIGHT ON THE PAD TO THE RIGHT OF THE HELICOPTER PRIOR TO ENGINE START. HE SAID HE INTENDED TO FLY ONE TRIP AROUND THE TRAFFIC PATTERN, LAND THE HELICOPTER, SET THE THROTTLE AT IDLE, DE-PLANE, INSTALL THE BALLAST WEIGHT, THEN FLY THE HELICOPTER AROUND THE PATTERN TO NOTE THE DIFFERENCE I N HELICOPTER ATTITUDE IN BOTH HOVERING AND FORWARD FLIGHT. ACCORDING TO THE PILOT: "MY HELICOPTER ALWAYS LANDED HEELS FIRST. I READ IN THE MAINTENANCE MANUAL THAT YOU COULD PUT A 10-POUND WEIGHT IN THE FRONT OF THE HELICOPTER TO LEVEL THE ATTITUDE. SO I FIGURED, I'M GOING TO FLY THIS THING AROUND AND BACK DOWN TO THE RAMP, LEAVE IT AT IDLE, AND PUT THE WEIGHT IN. "I TOOK THE DAMN WEIGHT AND SET IT ON THE RAMP NEXT TO MY HELICOPTER. I STARTED THE HELICOPTER, PICKED IT UP TO A HOVER, DRIFTED TO THE RIGHT, HIT THE WEIGHT, AND ROLLED OVER. IT WAS INSTANT, IT HAPPENED IN A MILLISECOND." WHEN ASKED IF HE WAS FAMILIAR WITH THE PHENOMENON OF DYNAMIC ROLLOVER, THE PILOT SAID: "I SURE AM. WHAT I SHOULD HAVE DONE WAS LOWER THE COLLECTIVE, BUT I THINK I TRIED TO MANEUVER OUT OF IT." THE PILOT HELD AN AIRLINE TRANSPORT PILOT CERTIFICATE WITH A RATING FOR AIRPLANE MULTI-ENGINE LAND. HE HELD A COMMERCIAL PILOT CERTIFICATE WITH RATINGS FOR AIRPLANE SINGLE-ENGINE LAND, SINGLE-ENGINE SEA, INSTRUMENT AIRPLANE, GLIDER, AND ROTORCRAFT-HELICOPTER. THE PILOT'S MOST RECENT FIRST CLASS MEDICAL CERTIFICATE WAS ISSUED MAY 2, 2000. HE REPORTED 18,935 HOURS OF FLIGHT EXPERIENCE, 236 HOURS OF WHICH WERE IN HELICOPTERS. THE PILOT SAID THERE WERE NO MECHANICAL DEFICIENCIES WITH THE HELICOPTER. THE WEATHER AT THE AKRON-CANTON REGIONAL AIRPORT, ABOUT 15 MILES SOUTHWEST OF THE ACCIDENT SITE WAS A FEW CLOUDS AT 5,000 FEET WITH VARIABLE WINDS AT 6 KNOTS. (-23) DURING LIFT OFF HELICOPTER SKID HIT A 10 LB WEIGHT AND WENT INTO A DYNAMIC ROLL. 20010616016949A (.19) ON JUNE 16, 2001, AT 1815 CENTRAL DAYLIGHT TIME, A PIPER PACER, PA-22-150, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING LANDING ON RUNWAY 36 (4,000 FEET BY 75 FEET, ASPHALT) AT MORRIS MUNICIPAL AIRPORT, MORRIS, ILLINOIS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91. THE PILOT AND ONE PASSENGER DID NOT SUSTAIN ANY INJURIES. THE FLIGHT DEPARTED WAUSAU, WISCONSIN, AT 1600, EN ROUTE TO MORRIS, ILLINOIS. (-23) THE PILOT LANDED WITH ABOUT A 80 DEGREE LEFT CROSSWIND AT 10KNOTS. THE AIRPLANE DEPARTED THE LEFT SIDE OF THE RUNWAY AND SUSTAINED SUBSTANTIAL DAMAGE. THE RIGHT LANDING GEAR, AND RIGHT WING WERE DAMAGED. NO INJURIES. 20010616017109A (-23) ON SATURDAY, JUNE 16, 2001 ABOUT 11:30 CDT A STUDENT PILOT LOST CONTROL OF HIS RV6-A, N76MS, WHILE ATTEMPTING A SOLO LANDING ON GRASS RUNWAY 22 AT KOCH AIRPORT, POSEYVILLE, IN. THE AIRCRAFT BOUNCED HARD ON LANDING, FLIPPING OVER, NOSE FOR TAIL, CAUSING SUBSTANTIAL DAMAGE. WEATHER WAS VFR AND NO FACTOR. THE STUDENT PILOT SUFFERED A BROKEN COLLAR BONE. (.19) ON JUNE 16, 2001, AT 1130 CENTRAL DAYLIGHT TIME, A VANS RV-6A, N76MA, PILOTED BY A STUDENT PILOT, RECEIVED SUBSTANTIAL DAMAGE DURING LANDING WHEN THE AIRPLANE NOSED OVER AT THE RALPH E. KOCH AIRPORT (61Y), POSEYVILLE, INDIANA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 STUDENT SOLO FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE STUDENT PILOT WAS SERIOUSLY INJURED. THE FLIGHT DEPARTED FROM THE DAVIESS COUNTY AIRPORT, WASHINGTON, INDIANA, AT 1100, EN ROUTE TO 61Y. 20010616018159I (-23) A COMMERCIAL RATED INSTRUCTOR PILOT WITH A STUDENT ONBOARD TOOK OFF FROM JEFFCO AIRPORT (BJC), BROOMFIELD, COLORADO, AND WHEN THE LANDING GEAR ON THE CESSNA 172-RG WAS RETRACTED THE RIGHT MAIN FAILED TO RETRACT. SEVERAL ATTEMPTS TO RETRACT WERE TRIED AND FAILED. A GEAR UP LANDING WAS EXECUTED WITH MINIMAL DAMAGE TO THE AIRCRAFT AND NO INJURIES TO EITHER PARTY. 20010616018839A (.19) ON JUNE 16, 2001, ABOUT 0945 CENTRAL DAYLIGHT TIME, A FOUGA CM 170, N301FM, PILOTED BY AN AIRLINE TRANSPORT PILOT, WAS DESTROYED ON IMPACT WITH TERRAIN AND POST IMPACT FIRE FOLLOWING AN IN-FLIGHT SEPARATION OF CONTROL SURFACES WHILE IN RUNWAY 21'S PATTERN AT LA CROSSE MUNICIPAL AIRPORT (LSE), NEAR LA CROSSE, WISCONSIN. THE PERSONAL FLIGHT WAS OPERATING UNDER 14 CFR PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN WAS ON FILE. THE PILOT AND REAR SEAT PASSENGER WERE FATALLY INJURED. THE LOCAL FLIGHT ORIGINATED FROM LSE ABOUT 0930, AND WAS ON THE UPWIND PORTION OF RUNWAY 21'S PATTERN AT THE TIME OF THE ACCIDENT. AN ON-SCENE INVESTIGATION WAS CONDUCTED. THE FUSELAGE AND RIGHT WING WERE FOUND 817 FEET FROM THE DEPARTURE END OF RUNWAY 21. THE LEFT WING WAS DETACHED FROM THE FUSELAGE AND WAS FOUND ABOUT 30 FEET EAST OF RUNWAY 21 AT RUNWAY 21'S INTERSECTION WITH RUNWAY 18. THE LEFT ENGINE EXHIBITED REVERSE BENDING OF ITS COMPRESSOR BLADES. THE RIGHT ENGINE EXHIBITED SCORING ON ITS CASE ALONG THE PLANE OF THE TURBINE ROTORS. THE AIRPLANE'S TIP TANKS WERE FOUND DETACHED FROM THEIR WING TIPS. AT 0953, THE LSE WEATHER WAS: WIND VARIABLE AT 3 KNOTS; VISIBILITY 10 STATUTE MILES; SKY CONDITION CLEAR; TEMPERATURE 21 DEGREES C; DEW POINT 12 DEGREES C; ALTIMETER 30.04 INCHES OF MERCURY. MATERIAL FROM THE TIP TANKS AND MATERIAL FROM THE LEFT SPAR WERE FORWARDED TO THE NATIONAL TRANSPORTATION SAFETY BOARD'S MATERIALS LABORATORY FOR EXAMINATION. (-23) ON JUNE 16, 2001 AT 0945 CDT WHILE ATTENDING THE LACROSSE, WISCONSIN DEKE SLAYTON AIRFEST, N301FM, A FOUGA CM-170 TWIN ENGINE FRENCH MILITARY JET TRAINER OPERATED BY AND REGISTERED TO ROGER S. SIMPSON OF NORTHVILLE, MICHIGAN, EXPERIENCED AN IN-FLIGHT STRUCTURAL FAILURE WHILE ON A LOW PASS DOWN RUNWAY 21 AT LACROSSE. N301FM WAS LICENSED IN THE EXPERIMENTAL EXHIBITION CATEGORY. VFR CONDITIONS PREVAILED AT THE TIME OF THE LOCAL FLIGHT. A FLIGHT PLAN WAS NOT FILED. THE AIRCRAFT WAS DESTROYED, THE PILOT AND PASSENGER RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED AT LACROSSE, WISCONSIN ON JUNE 16, 2001 AT APPROXIMATELY 0935 CDT. 20010616019549A (-23) DURING CRUISE FLIGHT AT 6500 FT, ENGINE LOST POWER AND BEGAN TO RUN ROUGH. PILOT DIVERTED TO CAMBRIDGE, NE, THROUGH USE OF GPS. PILOT WAS TOO HIGH ON APPROACH TO AIRPORT AND ELECTED TO CONDUCT A 360 DEG TURN TO LOSE ALTITUDE. PILOT ELECTED TO LAND ON RWY 14. DURING THE LANDING PHASE THE PILOT COULD NOT KEEP THE AIRCRAFT ON THE RUNWAY DUE TO WINDY CONDITIONS (WINDE ESTIMATED AT 15+ MPH @ 300 DEG) AND ADDED POWER AND MANEUVERED THE AIRCRAFT TO A LANDING IN AN ADJACENT FIELD ACROSS THE ROAD FROM THE AIRPORT. THE AIRCRAFT NOSE LANDING GEAR FAILED AND THE AIRCRAFT FLIPPED OVER. THE OCUPANTS DID NOT SUSTAIN ANY INJURIES BUT THE AICRAFT HAD SUBSTANTIAL DAMAGE. 20010616019569A (-23) THE PILOT STATED THAT SHE HAD TAKEN DELIVERY OF THE AIRCRAFT AT THE CIRRUS DESIGN CORPORATION FACTORY, DULUTH, MINNESOTA, AND RECEIVED APPROXIMATELY TEN HOURS OF FLIGHT TRAINING THERE ON JUNE 14TH AND 15TH. THE LANDING ON RUNWAY 20 AT THE SPRINGFIELD-BRANSON REGIONAL AIRPORT (SGF) ON JUNE 16TH WAS ONLY THE PILOT'S SECOND LANDING WITHOUT AN INSTRUCTOR ON BOARD. THE AIRPLANE BOUNCED ON INITIAL TOUCHDOWN AND BALLOONED APPROXIMATELY 100 FEET HIGH, WHEREUPON SHE ADDED POWER. SHE REPORTED A STRONG LEFT ROLLING MOVEMENT AND A HIGH PITCH ATTITUDE AS THE AIRPLANE STRUCK THE GROUND A SECOND TIME AND CAREENED ACROSS THE INFIELD AND ONTO THE RAMP, STILL UNDER POWER, STRIKING A PARKED AND UNOCCUPIED SWEARINGEN SW-4. BOTH AIRPLANES WERE SUBSTANTIALLY DAMAGED, BUT THERE WAS NO FIRE. THE PILOT RECEIVED MINOR INJURIES, HER HUSBAND WAS SERIOUSLY INJURED, AND THE PASSENGER REFUSED MEDICAL TREATMENT. 20010616022569I (-23) THE AIRCRAFT DEPARTED THE PLEASANTON MUNICIPAL AIRPORT. ON CLIMB OUT, THE PILOT NOTICED ENGINE POWER LOSS. HE TRIED TO RETURN TO THE AIRPORT, BUT HAD TO LAND APPROXIMATELY ONE-HALF MILE SHORT OF THE RUNWAY. THERE WERE NO INJURIES OT THE PILOT AND ONLY MINOR DAMAGE TO THE AIRCRAFT. 20010616022949I (-23) PILOT STATED THAT AFTER LANDING ON RUNWAY 24 SGJ, THE AIRCRAFT BEGAN PORPOISING AND THE FIXED NOSE LANDING FOLDED BACKWARD AND COLLAPSED. THE PILOT WAS NOT INJURED AND THE AIRCRAFT SUSTAINED MINOR DAMAGE. AN FAA INSPECTION FOUND NO MECHANICAL DEFICIENCIES WHICH WOULD HAVE CONTRIBUTED TO THE LOSS OF CONTROL INCIDENT. THE PIC HAS BEEN REQUIRED TO RECEIVE FURTHER INSTRUCTION ON LANDING PRIOR TO FURTHER SOLO FLIGHT. PIC HAS RETURNED TO THE UNITED KINGDOM PRIOR TO RECEIVING INSTRUCTION. 20010616023479A (-23) ON JUNE 16, 2001, AT APPROXIMATELY 0909 HOURS, THE AIRCRAFT CLIMBED TO ABOUT 1000 FEET AGL WHEN THE AIRCRAFT EXPERIENCED LOSS OF ENGINE POWER. THE PILOT THEN LOST CONTROL AND THE AIRCRAFT COLLIDED WITH THE GROUND. THE AIRCRAFT WAS DEMOLISHED/POST FIRE AND THE PILOT SUSTAINED FATAL INJURIES. (.19) ON JUNE 16, 2001, AT ABOUT 0909 EASTERN DAYLIGHT TIME, A BROYLES EXPERIMENTAL P51 AIRPLANE, N251RB, OPERATING AS A 14 CFR PART 91 PERSONAL FLIGHT, CRASHED IN A RESIDENTIAL AREA WHILE MANEUVERING IN THE VICINITY OF CONESTEE, SOUTH CAROLINA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE AIRPLANE WAS DESTROYED AND A POSTCRASH FIRE ENSUED. THE PRIVATE PILOT WAS FATALLY INJURED. THE FLIGHT ORIGINATED FROM DONALDSON CENTER AIRPORT (GYH), CONESTEE, SOUTH CAROLINA, ABOUT 9 MINUTES BEFORE THE ACCIDENT. A FRIEND OF THE PILOT STATED HE OBSERVED HIS FRIEND DEPART FROM RUNWAY 05 AT GYH. WHEN THE AIRPLANE REACHED ABOUT 1,000 FEET, HE OBSERVED BLACK SMOKE IN THE VICINITY OF THE ENGINE EXHAUST AREA. A SHORT TIME LATER THE AIRPLANE LEVELED OFF, SLOWED DOWN, AND SMOKE BECAME CONTINUOUS IN THE VICINITY OF THE ENGINE EXHAUST. THE AIRPLANE WAS OBSERVED TO START A ROLL TO THE RIGHT BETWEEN 90 TO 110 DEGREES, AND THE NOSE DROPPED TO A NEAR VERTICAL DOWN POSITION. THE AIRPLANE DISAPPEARED FROM VIEW BELOW A TREE LINE. HE HEARD HIS FRIEND TRANSMIT OVER THE RADIO, "I HAVE A PROBLEM." THE AIRPLANE COLLIDED WITH THE GROUND AND A FIRE ENSUED. 20010616027019A (-23) ACCORDING TO WITNESSES, THE PILOT WAS ONLY PRACTICING A HIGH SPEED TAXI ON A CLOSED RUNWAY AT THE LACONIA AIRPORT. DURING THESE TESTS, THE GYRO-COPTER BECAME AIRBORNE, TURNED DOWNWIND AT LOW ALTITUDE, PILOT LOST CONTROL IN STEEP BANK AND CRASHED INTO SWAMP. 20010616027159A (-23) ON JUNE 16, 2001, ABOUT 1930 AST, A PIPER PA-32R, N8096V, SUSTAINED SUBSTANTIAL DAMAGE DURING A LANDING AT THE EGEGIK AIRPORT, AGEGIK, ALASKA. THE AIRPLANE WAS BEING OPERATED AS A VISUAL FLIGHT RULES (VFR) CROSS-COUNTRY PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE PILOT AND SOLE PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED IN KING SALMON, AK. THE PILOT REPORTED THAT HE WAS LANDING ON RUNWAY 29, THE SUN WAS IN HIS EYES AND HE LANDED ABOUT 75 FEET SHORT OF THE RUNWAY IN AN AREA OF SOFT GROUND. THE PILOT HAS ALSO STATED THAT THIS WAS THE FIRST TIME HE HAD LANDED THERE, AND BECAUSE IT WAS NOT MARKED HE COULD NOT TELL THAT IT WAS A SOFT AREA. 20010616034159A (.4) HISTORY OF FLIGHT: ON JUNE 16, 2001, ABOUT 1630 EASTERN DAYLIGHT TIME, A CESSNA 172, N7106T, WAS SUBSTANTIALLY DAMAGED DURING TAKEOFF FROM A PRIVATE AIRSTRIP (VT43) NEAR NEWFANE, VERMONT. THE CERTIFICATED PRIVATE PILOT WAS FATALLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE FLIGHT DESTINED FOR NORTH WINDHAM AIRPORT (3N3), LONDONDERRY, VERMONT. NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. ACCORDING TO WITNESSES, THE PILOT FLEW TO VT43, AND DROPPED OFF TWO PASSENGERS. HE THEN DEPARTED ON RUNWAY 15, A 2000-FOOT LONG, 40-FOOT WIDE TURF RUNWAY. THE AIRPLANE FLEW APPROXIMATELY 10 FEET ABOVE A TRACTOR THAT WAS MOWING THE LAWN ON THE ADJACENT PROPERTY. THE AIRPLANE THEN BANKED LEFT, MADE A "HALF-CIRCLE" TURN, AND "NOSED IN." ANOTHER WITNESS STATED THAT HE WAS APPROXIMATELY 1/2 MILE FROM THE ACCIDENT SITE. HE DID NOT SEE THE AIRPLANE, BUT HEARD THE TAKEOFF. THE WITNESS SAID THAT HE HEARD THE ENGINE OPERATING WITH NO SPUTTERING. HE DID NOT HEAR THE ENGINE FOR 1-2 SECONDS, AND THEN HEARD THE "CRUNCH" OF THE IMPACT. THE WITNESS COULD NOT BE SURE IF THE ENGINE STOPPED FOR THE 1-2 SECONDS, OR THE AIRPLANE TURNED AWAY FROM HIS POSITION. THEACCIDENT OCCURRED DURING THE HOURS OF DAYLIGHT; LOCATED ABOUT 43 DEGREES 01.03 MINUTES NORTH LATITUDE, AND 72 DEGREES 39.05 MINUTES WEST LONGITUDE. (-23) ACCORDING TO WITNESSES, THE AIRCRAFT LANDED AT VT43, DROPPED OFF 2 PASSENGERS, THEN DEPARTED ON RUNWAY 15, A 2,000' LONG X 40' WIDE TURF RUNWAY. THE CLOSEST WEATHER REPORTING STATION WAS KEEN, NH, WHICH REPORTED WIND 200 @11 KNOTS GUSTING 16, 9 STATUE MILES VISIBILITY, 4200 SCATTERED, TEMPERATURE 31, DEWPOINT 20, ALTIMETER 29.93. THE AIRCRAFT STARTED A LEFT TURN AT A VERY LOW ALTITUDE IMMEDIATELY AFTER TAKE OFF, IMPACTING THE GROUND AT AN INVERTED ATTITUDE AND SLIGHTLY LEFT WING DOWN. THE PILOT SUSTAINED FATAL INJURIES. BOTH CESSNA AND CONTINENTAL REPRESENTATIVES WERE UNABLE TO FIND ANYTHING WRONG WITH THE AIRCRAFT. 20010616038719A (-23) THE PILOT DEPARTED MAXON FIELD ON OR ABOUT 0500 ON 06/16/01. THERE WAS NO FLIGHT PLAN FILED, THE WEATHER WAS HAZY, AND THE FLIGHT CONDITIONS WERE VMC AT THE TIME OF THE ACCIDENT. THERE WERE NUMEROUS WITNESSES AT THE SCENE WHO REPORTED THAT THE PILOT CIRCLED SOME CHARTER FISHING BOATS 2 OR 3 TIMES AT LOW LEVEL; APPROXIMATELY 2 TO 3 FEET ABOVE THE WATER. THE FLIGHT PATH WAS EAST TO WEST ON THE LAST PASS. THE PILOT MADE A SHARP 90-DEGREE LEFT TURN AND THE LEFT WING HIT THE WATER. THE AIRCRAFT BROKE INTO TWO PIECES AND SANK WITHIN A FEW SECONDS. THE NEAREST BOAT WAS WITHIN 800 YARDS OF THE IMPACT SITE. WITNESSES STATED THAT THE ENGINE SOUNDED NORMAL AND THEY REPORTED NO OTHER ACTIVITY BESIDES THE LOW-LEVEL FLYING. THE CHARTER FISHING BOAT AT THE SCEND CONTACTED THE OSWEGO COAST GUARD STATION AT 0602 HRS. THE COAST GUARD STARTED THE SEARCH AND RESCUE OPERATIONS AT THAT TIME. THERE WAS NO BODY FOUND AT THE TIME OF IMPACT. THERE WAS NO REPORT OF THE ELT ACTIVATION. THE COAST GUARD CONDUCTING THE SEARCH AND RESCUE TERMINATED OPERATIONS AT APPROXIMATELY 1130 HRS 06/16/01. AT THIS TIME THE OSWEGO COUNTY POLICE DEPARTMENT ASSUMED THE RESPONSIBILITY FOR THE RECOVERY OF ANY REMAINS. ON 06/18/01 THE BODY AND AIRCRAFT WERE LOCATED AND THE BODY WAS RECOVERED AT APPROXIMATELY 1630 HRS. AIRCRAFT RECOVERY WILL RESUME ON OR ABOUT 06/22/01. 20010616039629A (-23) ON JUNE 16, 2001, AT APPROXIMATELY 1515 ADT, A WHEEL EQUIPPED PIPER PA-22, N97040, WAS INVOLVED IN A LANDING ACCIDENT AT THE LAKE HOOD STRIP, ALASKA. THE PILOT WAS NOT INJURED, HOWEVER, THE AIRPLANE RECEIVED SUBSTANTIAL DAMAGE. ACCORDING TO THE PILOT HE WAS LANDING ON RUNWAY 13, BOUNCED ON LANDING, BOUNCED AGAIN AND ADDED FULL POWER TO GO AROUND. THE AIRPLANE VEERED LEFT, WENT OFF THE SIDE OF THE RUNWAY AND NOSED OVER. 20010616039929A (-23) ON 06/16/2001 THE PILOT IN COMMAND GROUND LOOPED AIRCRAFT WHILE MAKING A HIGH SPEED TAXI BACK TO THE DEPARTURE END OF THE RUNWAY AT THE HOMER, ALASKA AIRPORT. WEATHER AND RUNWAY CONDITIONS WERE NOT A FACTOR. 20010617011899A (-23)AFTER TAKEOFF, PILOT MOVED FUEL SELECTOR VALVE FROM "BOTH" TO A POSITION BETWEEN "BOTH" AND "RIGHT". PILOT BELIEVED THE AIRCRAFT WOULD USE MORE FUEL FROM RIGHT TANK THAT THE LEFT TANK. STUDENT PILOT WAS UNAWARE THAT THE FUEL SELECTOR MUST BE IN THE "IDENT" TO ENSURE FUEL FLOW. ENGINE SHUT DOWN, PILOT RAN CHECK LIST AND MOVED FUEL SELECTOR TO "BOTH", BUT FUEL DID NOT HAVE ENOUGH TIME TO FILL LINES. AIRCRAFT IMPACTED PEANUT FIELD. AFTER RECOVERY TO AIRCRAFT, ENGINE RUN UP WAS PERFORMED WITH NO DISCREPANCIES FOUND. INVESTIGATING INSPECTOR WILL INITIATE A SAFETY RECOMMENDATION CONCERNING FUEL SELECTOR PLACARDING. 20010617013179I (-23)AIRCRAFT N548AT, AN ATR-72, WAS BEING MARSHALLED OUT OF PAD 14 ON THE AMERICAN EAGLE PARKING RAMP AT THE DFW INTERNATIONAL AIRPORT ON JUNE 17, 2001 BY AMERICAN EAGLE GROUND HANDLING AGENT. THE GROUND HANDLING AGENT FAILED TO ENSURE ADEQUATE WING TIP CLEARANCE BETWEEN N548AT AND N498AT ANOTHER ATR-72 PARKED ON PAD 13. THE RIGHT WING TIP ON N548AT CONTACTED THE LEFT WING TIP OF N498AT, CAUSING MINOR DAMAGE TO THE AILERONS OF BOTH AIRCRAFT. 20010617015759I (-23) ON JUNE 16, 2001, ABOUT 1930, PIC HOLLINGSWORTH ABORTED TAKEOFF ON A GRASS STRIP BECAUSE OF A SANDY AREA LOCATED ON THE STRIP. THIS RESULTED WITH THE AIRCRAFT IMPACTING THE SAND AND FLIPPING OVER ON THE NOSE AND LEFT WING TIP. INSPECTION REVEALED VISUAL DAMAGE TO THE LEFT WING ONLY. WITHIN THE FIRST 18 INCHES OF THE WING TIP, THERE WAS IMPACT DAMAGE TO THE LEADING EDGE WITH NO DAMAGE TO THE FRONT SPAR. THERE WAS SOME WRINKLED SKIN ON THE TOP OF THE WING NEAR THE LEFT FUEL TANK AREA BUT THERE WAS NO EVIDENCE OFFUEL LEAKS. THIS STRIP IS LOCATED AT LAKE BONANZA 10 MILES WSW OF CONROE TX. 20010617015849I (-23) ON JUNE 17, 2001, AT APPROXIMATELY 0540 CDT, A SWEARINGEN, MODEL SA-26-AT, N742GR, OWNED BY REYNOLDS TEXAS PROPERTIES, LC, AND OPERATED BY HOWARD H CASSADY, EXPERIENCED A LANDING GEAR COLLAPSE OF BOTH MAIN AND NOSE GEARS ON RUNWAY 13, LOVE FIELD (DAL), DALLAS, TEXAS. THE PILOT, MR. CASSADY, STATED THAT HE DID NOT RECEIVE A GEAR DOWN INDICATION WHEN THE LANDING GEAR WAS SELECTED DOWN PRIOR TO LANDING. HE REQUESTED AND RECEIVED A FLY BY FOR THE TOWER TO SEE IF THE LANDING GEAR WAS DOWN. THE TOWER INDICATED THAT THEY WERE. THE PILOT THEN TURNED THE AIRCRAFT AND FOR A MOMENT ON DOWNWIND THE NOSE AND LEFT GEAR INDICATED DOWN THEN FICKERED AND RETURNED TO A BARBER POLE INDICATION. THE AIRCRAFT TOUCHED DOWN ON RUNWAY 13L THEN ON ROLL OUT ALL THREE LANDING GEAR COLLAPSED. THE AIRCRAFT SLID DOWN THE RUNWAY APPROXIMATELY 5OO' AND CAME TO REST ON THE RIGHT SIDE OF THE RUNWAY AT THE 4000' MARKER. THE AIRCRAFT RECEIVED DAMAGE TO THE RIGHT AND LEFT PROPELLERS, ALL THREE LANDING GEAR AND GEAR DOORS, A 6" HOLE IN THE RIGHT NOSE AREA FORWARD OF THE COCKPIT, AND THE LOWER ANTENNAS. THERE WERE NO INJURIES TO THE PILOT, WHO WAS THE SOLE PERSON ONBOARD. THERE WAS NO DAMAGE TO AIRPORT PROPE RTY. 20010617018419I (-23) UPON LANDING AT ROLLA NATIONAL AIRPORT (VIH), PILOT (NEWKIRK) STATED THAT THE AIRCRAFT BOUNCED SEVERAL TIMES DUE TO A HARD LANDING. PILOT (NEWKIRK) TAXIIED TO A HANGAR, SHUT DOWN THE AIRCRAFT ENGINE AND NOTICED THAT THE PROPELLER BLADE TIPS WERE BENT ABOUT 90 DEGREES, APPROXIMATELY 6 INCHES FROM THE BLADE TIP. FURTHER INVESTIGATION REVEALED A 10 DEGREE BEND IN THE NOSE LANDING GEAR STRUT ASSEMBLY. ALSO THE NOSE WHEEL WAS BENT IN THE BEAD AREA. ALL DAMAGE WAS DUE TO HARD LANDING. 20010617019029A (.19) ON JUNE 17, 2001, AT 1230 CENTRAL DAYLIGHT TIME, AN AMATEUR BUILT LARSON, MURPHY REBEL, N622GL, PILOTED BY A PRIVATE PILOT, SUSTAINED SUBSTANTIAL DAMAGE DURING AN IN-FLIGHT COLLISION WITH AN ELECTRIC FENCE, FOLLOWING A TAKEOFF FROM A FIELD NEAR STRATFORD, WISCONSIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS OPERATING UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT AND ONE PASSENGER SUSTAINED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT WITH AN INTENDED DESTINATION OF MILWAUKEE, WISCONSIN. (-23) PILOT LANDED IN FARMERS FIELD DUE TO INCOMING WEATHER. ATTEMPTED TO TAKE OFF THE FOLLOWING DAY. AIRCRAFT STRUCK FENCE DURING TAKEOFF AND SET DOWN IN MUDDY FIELD WHERE IT FLIPPED OVER. 20010617020269A (.19) ON JUNE 17, 2001, AT 1614 CENTRAL DAYLIGHT TIME, A TAYLORCRAFT DCO-65, N46215, PILOTED BY A PRIVATE PILOT, WAS DESTROYED ON IMPACT WITH TERRAIN WHILE ORBITING AN AREA TWO MILES SOUTH OF THE KENOSHA REGIONAL AIRPORT (ENW), KENOSHA, WISCONSIN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT WAS SUSTAINED SERIOUS INJURIES. THE FLIGHT ORIGINATED FROM ENW AT 1600. (-23) ON JUNE 17, 2001 AT 1617 CDT, A TAYLORCRAFT DCO65, N46215, OPERATED BY ROBERT J. JONCXYK, IMPACTED THE TERRAIN DURING LOW ALTITUDE FLIGHT. THE LOCATION WAS APPROXIMATELY 2 MILES SOUTH OF KENOSHA REGIONAL AIRPORT, KENOSHA, WISCONSIN. THE AIRCRAFT WAS DESTROYED AND THE PRIVATE PILOT WAS SERIOUSLY INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. THE 14 CFR PART 91 FLIGHT WAS NOT ON A FLIGHT PLAN. 20010617020369A (.19) ON JUNE 17, 2001, AT 1330 EASTERN STANDARD TIME, A CESSNA 150L, N6557G, OPERATED BY A COMMERCIAL PILOT, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT IMPACTED AND NOSED OVER IN A SOYBEAN FIELD NEAR MUNSTER, INDIANA. PRIOR TO THE ACCIDENT, THE AIRPLANE HAD JUST TAKEN OFF FROM THE SOYBEAN FIELD AND EXPERIENCED A LOSS OF ENGINE POWER DURING THE INITIAL CLIMB. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PERSONAL FLIGHT WAS BEING CONDUCTED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. THE PILOT REPORTED NO INJURIES. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT. ON THE PREVIOUS FLIGHT, THE AIRPLANE EXPERIENCED A LOSS OF ENGINE POWER DURING CRUISE FLIGHT. THE AIRPLANE WAS SUCCESSFULLY FORCED LANDED IN THE SOYFIELD BY ANOTHER PILOT. A FEDERAL AVIATION ADMINISTRATION INSPECTOR EXAMINED THE AIRPLANE AT THE ACCIDENT SCENE. THE AIRPLANE WAS RESTING INVERTED IN A SOYBEAN FIELD. THE AIRPLANE'S RIGHT WING WAS CRUSHED AND TWISTED AFT BEGINNING AT THE WING ROOT. THE COWLING AND FORWARD FUSELAGE WAS CRUSHED AFT. THE NOSE GEAR WAS BENT AND BROKEN REARWARD. BOTH PROPELLER BLADES WERE BENT AFT. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. THE AIRPLANE'S ENGINE WAS RETAINED FOR FURTHER EXAMINATION. (-23) PILOT ATTEMPTED TO TAKE OFF FROM BEAN FIELD AFTER EXECUTING AN EMERGENCY LANDING DUE TO PREVIOUS ENGINE FAILURE. AIRCRAFT FLIPPED OVER ONTO ITS NOSE. 20010617031129I (-23) STUDENT PILOT WAS PRACTICING SOLO TAKE-OFFS AND LANDINGS AT EL MONTE AIRPORT (EMT). WHILE ON FINAL APPROACH FOR RUNWAY 19, THE PILOT MADE A HARD LANDING AT A HIGHER THAN NORMAL RATE OF AIRSPEED AND DESCENT. THE AIRCRAFT BOUNCED ON THE RUNWAY SIX TIMES. THE PROPELLER STRUCK THE RUNWAY AND THE NOSE WHEEL RECEIVED MINOR DAMAGE. 20010617036159A (-23) JUST AFTER LIFT OFF RIGHT WING OF AIRPLANE HIT A GANTRY THAT WAS PARKED NEXT TO THE RUNWAY. THE GANTRY IMPACTED THE RIGHT WING AT ABOUT WING STATION 206. THE WING TIP AND THAT PORTION OF THE WING OUTBOARD OF WING STATION 206 WAS SEVERED FROM THE WING. THE RIGHT AILERON WAS DAMAGED, BUT REMAINED INTACT. THE PILOT WAS AWARE THAT THE AIRPLANE HAD HIT SOMETHING. PILOT CONTINUED TO FLY FOR ONE AND ONE HALF HOURS BEFORE LANDING AND ASSESSING THE DAMAGE TO THE RIGHT WING. THERE WERE FIVE PAX ONBOARD. 20010618013209I (-23)DELTA FLT 2120, B-757 DENCVG RETURNED TO DEN AT APPROX 1359MDT AFTER A #2 ENGINE FAILURE IN CLIMB AT FL170. INVESTIGATION SHOWED A CONTAINED FAILURE OF THE LAST THREE STAGES OF THE TURBINE. CREW INDICATION WAS A HIGH EGT AND FIRE WARNING AT THE TIME OF THE FAILURE. BOTH FIRE BOTTLES WERE DISCHARGED, ALTHOUGH INVESTIGATION SHOWED NO INDICATION OF ANY FIRE. THE AIRCRAFT LANDED DEN WITHOUT FURTHER INCIDENT AND CONDUCTED A NORMAL PAX DEPLANE AT THE GATE. 20010618013789I (-23) THE PILOT WAS DEPARTING NEAR A RESIDENCE CLOSE TO ELMO, UT, WHEN THE MAIN ROTOR BLADES STRUCK A POWER LINE. THE PILOT LANDED THE AIRCRAFT. ONE ROTOR BLADE HAS A SMALL DENT ON THE LOWER SIDE OF THE BLADE. THE OTHER BLADE HAD A SMALL GROOVE ON THE LOWER SIDE OF THE BLADE. 20010618016759A (-23) AIRCRAFT DEPARTED COUNTRY BEND AIR STRIP (LA39) EAST BOUND AND IMPACTED TREES APPROXIMATELY 1000 FT. FROM RUNWAY END. 20010618016799A (-23) ON JUNE 18, 2001 AT APPROXIMATELY 8 PM LOCAL TIME, MR. MARK ELLIS, A COMMERCIAL PILOT, CERTIFICATE NUMBER 430294130, WAS PERFORMING AERIAL APPLICATION FOR BELL FLYING SERVICE, A 137 OPERATOR, CERTIFICATE NUMBER B67G9481, LOCATED IN NEWPORT, ARKANSAS. WHILE OPERATING AT A SMALL AIR STRIP 5 MILES NORTH OF TUPELO, ARKANSAS IN AN AT 502B N6082B REGISTERED TO ELLIS FLYING SERVICE, MR. ELLIS WAS ATTEMPTING TO TAKE OFF BEHIND ANOTHER AT 502-B BELONGING TO BELL FLYING SERVICE WHEN AT LIFT OFF HE EXPERIENCED TURBULENCE FROM WHAT HE FEELS WAS PRODUCED FROM THE WINGS OF THE AIRCRAFT IN FRONT OF HIM. AT THE POINT HE WAS GOING TO STALL HE TURNED LEFT STRIKING THE LEFT WING AND LEFT MAIN GEAR. THE AIRCRAFT BOUNCED ON THE RIGHT WING, LANDING ON THE TAIL. BOTH WINGS AND THE TAIL OF THE AIRCRAFT WERE SUBSTANTIALLY DAMAGED. THE WEATHER CONDITIONS WERE CLEAR AND HOT. MR. ELLIS WAS NOT INJURED. 20010618019559A (-23) MR. HOPPER STATED THE ENGINE QUIT ON TAKEOFF. HE NOTICED THE YELLOW ELECTRIC FUEL PUMP LIGHT FLASH AT ABOUT THE SAME TIME. THE HELICOPTER WAS AT AN ALTITUDE OF 17 FEET AND AN AIRSPEED OF 13 TO 15 KNOTS WHEN THIS HAPPENED. THE AIRCRAFT'S POH, HEIGHT/VELOCITY (H/V) DIAGRAM SHOWS THIS AIRSPEED AND ALTITUDE COMBINATION IN THE SHADED AREA OF THE H/V DIAGRAM. THIS IS AN AREA THAT MAY NOT ALLOW ENOUGH TIME FOR THE CRITICAL TRANSITION FROM POWERED FLIGHT TO AUTOROTATION. THE HELICOPTER LANDED HARD CAUSING SUBSTANTIAL DAMAGE, AND SERIOUS INJURIES TO THE PILOT. TWO DAYS LATER TWO INSPECTORS FROM THIS OFFICE, WITNESSED THE AIRCRAFT'S OWNER TRY TO DUPLICATE THE ENGINE PROBLEM. THE INSPECTORS BOTH STATE, AT THAT TIME NO PROBLEMS WITH THE ENGINE WERE FOUND. 20010618020109I (-23) ON JUNE 18, 2001 AT APPROXIMATELY 1020, N6515P, PIPER PA-24-250 A SINGLE ENGINE AIRPLANE OPERATED BY MR. DOWNEY, LANDED SHORT OF RUNWAY 17 AT BRIDGEPORT AIRPORT, TEXAS. THE ENGINE FAILURE OCCURRED AT ABOUT 2.5 MILES ON FINAL ON RUNWAY 17, RESULTING IN AN OFF RUNWAY LANDING. 20010618023469A (-23) SEE ATTACHED, INSPECTOR'S REPORT NTSB #MIA01LA166, JUNE 26, 2001. NO NARRATIVE ATTACHED. 20010619013139I (-23) THE PILOT STATED THAT HE WAS ON A LOCAL VFR FLIGHT FROM MRY WHEN HE EXPERIENCED A TOTAL ELECTRICAL FAILURE ( GENERATOR AND BATTERY) APPROXIMATELY 30 MILES EAST-SOUTHEAST OF MONTEREY AIRPORT. UPON NOTICING THE ELECTRICAL PROBLEM HE TURNED TOWARD MRY AND ATTEMPTED TO CONTACT APPROACH CONTROL. NO TRANSMISSIONS NOR HEADSET TONE WERE HEARD. HE THEN COMPLETED THE ELECTRICAL FAILURE PROCEDURE (GENERATOR - OFF AND NONESSENTIAL EQUIPMENT -OFF) AND PROCEEDED TOWARY MRY. ON DOWNWIND HE RECHECKED THE LANDING GEAR INDICATIONS AND IT WAS STILL GIVING A BARBER-POLED INDICATION. HE THEN STATED THAT HE LINED UP ON FINAL (28R) FOR A FLY-BY LOOKING FOR A GREEN LIGHT SIGNAL FRO THE MRY TOWER FOR AN INDICATION THAT THE PATTERN WOULD BE CLEAR ON THE NEXT PASS AND TO GET CONFIRMATION THAT THE AIRCRAFT'S LANDING GEAR WAS IN THE DOWN POSTION. AFTER RECEIVING A GREEN LIGHT FROM THE TOWER, THE PILOT COMMITTED HIMSELF TO LAND ON RUNWAY 28R. UPON TOUCHDOWN, THE LANDING GEAR BEGAN TO COLLAPSE WHICH THEN CAUSED DAMAGE TO THE PROPELLER AND GEAR DOORS. 20010619013359I (-23) ON 06/19/2001 AT APPROXIMATELY 1330 LOCAL AIRCRAFT N73489, A CESSNA 172M DEPARTED SANFORD COUNTY AIRPORT (TTA), WITH ONE PILOT AND ONE FEMALE PASSENGER, AND WAS ENROUTE TO BRUNSWICK COUNTY AIRPORT (SUT). WHILE ON APPROACH INTO BRUNSWICK COUNTY AIRPORT AIRCRAFT N73489'S ENGINE STARTED TO LOSE POWER AND THEN CEASED. THE PILOT ATTEMPTED TO RESTART THE ENGINE, BUT FAILED. THE PILOT THEN PERFORMED AN EMERGENCY LANDING IN AN OPEN FIELD APPROXIMATELY 8 MILES FROM BRUNSWICK COUNTY AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME. PILOT AND PASSENGER SUSTAINED NO INJURIES, AND AIRCRAFT SUSTAINED MINOR DAMAGE. AIRCRAFT WAS BASED OUT OF SANFORD-LEE COUNTY REGIONAL AIRPORT, AND IS REGISTERED TO NATIONAL FINANCE CORPORATION IN SANDFORD, NC. 20010619013379I (-23) ON JUNE 19, 2001, AT APPROXIMATELY 1827 CDT, NORTHWEST AIRLINES FLIGHT 1524, A DC-9, N760NW, DEPARTED KANSAS CITY INTERNATIONAL AIRPORT, KANSAS CITY, MISSOURI, (MCI). DURING CLIMB, NOSE GEAR UNSAFE LIGHT CAME ON AND AIRCRAFT DID NOT PRESSURIZE. FLIGHT RETURNED TO MCI. NOSE GEARSTRUT WAS FOUND LOW. LEAKING SCRADER VALVE WAS REPLACED AND STRUT SERVICED. GEAR WAS SWUNG AND THE AIRCRAFT RETURNED TO SERVICE. INCIDENT #CE2001IAC0048 IS CONSIDERED CLOSED WITH THIS REPORT. 20010619013479I (-23) N405US, INBOUND TO CHARLOTTE/DOUGLAS AIRPORT (CLT) EXPERIENCED AND ELECTRICAL PROBLEM WHEN THE NUMBER 1 TRANSFER BUS CIRCUIT BREAKER TRIPPED. THIS RESULTED IN THE LOSS OF INSTRUMENTATION ON THE CAPTAIN'S SIDE. THE FIRST OFFICER ASSUMED THE ROLE OF FLYING PILOT. THE CAPTAIN REQUESTED "EXPEDITIOUS HANDLING" BY ATC. THE REMAINDER OF THE FLIGHT WAS UNEVENTFUL. ONCE OFF THE ACTIVE AND ON TAXIWAY E BEHIND OTHER AIRCRAFT A PASSENGER INFORMED A FLIGHT ATTENDANT (FA) THAT THEY HAD SMELLED SMOKE. THE FA ADVISED THE CAPTAIN AND BASED ON THE CIRCUMSTANCES THE CAPTAIN ORDERED AN EMERGENCY EVACUATION OF THE AIRCRAFT. THE FOUR MAIN EXIT DOORS (1L, 1R, 2L, 2R) WERE OPENED AND THE SLIDES DEPLOYED. DURING DEPLOYMENT THE 1R SLIDE BECAME TWISTED DUE TO JET BLAST FROM AN MD 80 AIRCRAFT AHEAD OF N405US. 1R DOOR WAS NOT USED FOR EGRESS. ALL PASSENGERS EGRESSED USING 1L, 2L & 2R DOORS WITH NO PREFERENCE NOTED. THE ONLY TIME FRAME GIVEN WAS 10 SECONDS FOR THE FA TO NOTIFY THE CAPTAIN AND EVACUATION WAS "QUICK". THREE PASSENGERS RECEIVED "MINOR INJURIES" DURING THE EVACUATION (ONE TWISTED ANKLE, ONE TWISTED KNEE AND ONE SCRAPED ELBOW). THE PASSENGERS WERE TREATED BY PARAMEDICS AT THE TERM INAL AND THEY ALL CONTINUED TO THEIR DESTINATIONS. 20010619014039I (-23) ON JUNE 19, 2001 AT 1540 LOCAL TIME, N64834, CE-172, WAS DOING TOUCH AND GOES ON RUNWAY 24 AT DUNKIRK AIRPORT, DUNKIRK, NY. CONDITIONS WERE VFR WITH WINDS 270 8 KTS, SOME GUST WINDS. ON THE SECOND TOUCH AND GO, THE STUDENT FLARED TOO HIGH ABOVE THE RUNWAY. THE INSTRUCTOR ADDED POWER TO SOFTEN THE LANDING. THE LEFT WING DROPPED AND CONTACTED THE RUNWAY. THE AIRCRAFT WENT INTO THE GRASS ON THE LEFT SIDE OF THE RUNWAY. THE LEFT WING TIP WAS DAMAGED, THE PROPELLER TIPS WERE BENT BACK, AND THE NOSE WHEEL WAS FLAT. THERE WERE NO INJURIES. THIS INCIDENT IS CONSIDERED CLOSED. 20010619014659A (-23) AIRMAN WAS ON SHORT FINAL FOR APPROACH TO RUNWAY 31 AT STC. AIRMAN REPORTED HE HAD APPROXIMATELY 18" OF POWER. HE DECIDED HE WAS SHORT AND ADVANCED THE THROTTLES. THERE WAS NO ADDITIONAL POWER. HE THEN WENT TO FULL POWER AND THERE WAS STILL NO ADDITIONAL POWER. AIRCRAFT LANDED IN FIELD 1/4 MILE SHORT OF THE RUNWAY. INSPECTION OF THE FUEL SYSTEM INDICATES FUEL EXHAUSTION. (.19)ON JUNE 19, 2001, AT 1950 CENTRAL DAYLIGHT TIME, A CESSNA T310P, N5883, PILOTED BY A PRIVATE PILOT, RECEIVED SUBSTANTIAL DAMAGE ON IMPACT WITH TERRAIN DURING AN APPROACH TO THE SAINT CLOUD REGIONAL AIRPORT, SAINT CLOUD (STC), MINNESOTA. A TOTAL LOSS OF ENGINE POWER ON BOTH ENGINES WAS REPORTED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE 14 CFR PART 91 PERSONAL FLIGHT WAS NOT OPERATING ON A FLIGHT PLAN. THE PILOT SUSTAINED SERIOUS INJURIES. THE FLIGHT DEPARTED FROM ADA, MINNESOTA, AT 1645, EN ROUTE TO STC. 20010619014709A (-23) SEE NARRATIVE #SEA01LA120 20010619015679I (-23) PILOT AFTER LANDING AND CLEARING RUNWAY, WHILE TAXIING AT AN INTERSECTION STRUCK A CONSTRUCTION CONE, CAUSING DAMAGE TO THE PROPELLER. 20010619016849A (-23) NO NARRATIVE 20010619017369I (-23) MR. MARTIN (NON CERTIFICATED PILOT) WAS TAXIING THE AMATEUR BUILT GYROPLANE DOWN RUNWAY 14 AT THE YUBA COUNTY AIRPORT. HE STATED THAT HE WAS NOT INTENDING TO FLY AND THAT HE LOST CONTROL WHILE TAXIING, WHICH CAUSED THE GYROPLANE TO MOMENTARILY LIFT OFF AND BANK TO THE LEFT CAUSING THE BLADES TO STRIKE THE GROUND. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND MR. MARTIN ESCAPED WITH MINOR INJURY TO HIS ELBOW. 20010619018149I (-23) FLIGHT CAA291 ATL TO AVL, ON APPROACH TO AVL LEFT PROPELLER WENT TO OVERSPEED (ENGINE COMPUTER READ 160%). PILOT COMPLETED EMERGENCY CHECKLIST FOR PROPELLER OVERSPEED GREATER THAN 110%. PROPELLER DID NOT FEATHER, ENGINE TURBINE FAILED DURING EVENT. MANUFACTURER NOTED "THAT THE ENGINE WILL CATASTROPHICALLY FAIL AT APPROXIMATELY 140% NP INCLUDING AT LEAST PARTIAL DESTRUCTION OF ALL SHAFTS." PILOT REPORTED A LOSS OF 60 KNOTS, HE NOSED THE AIRCRAFT OVER TO GAIN AIRSPEED, DECLARED "MAYDAY" AND LANDED AT AVL WITHOUT FURTHER INCIDENT. ALL ENGINE AND PROPELLER COMPONENTS WERE QUARANTINED AND ARE BEING SENT TO THE COMPONENT MANUFACTURER FOR TEAR DOWN AND ANALYSIS. TEAR DOWN REPORTS TO FOLLOW. 20010619024209A (-23) THE ENGINE REPORTEDLY LOST POWER DURING CRUISE AT 1,200 FT. AGL, ABOUT 8 MINUTES AFTER THE PIC SWITCHED FUEL TANKS. THE BOOST PUMP WAS REPORTEDLY ON AT THE TIME. AN UNSUCCESSFUL ATTEMPT WAS MADE TO RESTART THE ENGINE, AND A FORCED LANDING WAS MADE ON A RURAL, DIRT ROAD. DURING ROLL-OUT, THE RIGHT WING IMPACTED TREES AND MAILBOXES AND SEPARATED FROM THE AIRCRAFT. INVESTIGATION REVEALED THAT THE AIRPLANE WAS FUELED WITH AUTOMOTIVE GAS (PER STC) AND THAT IT HAD SUFFICIENT FUEL QUANTITY ON BOARD. EXAM OF THE FUEL SYSTEM REVEALED NO EVIDENCE OF WATER CONTAMINATION. FUEL DRAINED FROM THE CARBURETOR BOWL HAD A SLIGHTLY MURKY APPEARANCE TO IT, WITH A SMALL AMOUNT OF FINE, PARTICULATE MATTER IN SUSPENSION. THE CARBURETOR AND BOOST PUMP FILTER SCREENS WERE CLEAN. DURING SUBSEQUENT ATTEMPTS TO TEST RUN THE ENGINE, IT STARTED, DEVELOPED POWER, THEN SUDDENLY SHUT DOWN. FURTHER DISASSEMBLY/EXAMINATION OF THE ENTIRE FUEL SYSTEM (LINES, SELECTOR VALVE, FUEL PUMPS, ETC.) AND THE INDUCTION SYSTEM REVEALED NO EVIDENCE OF MECHANICAL FAILURE OR OBSTRUCTION. THE CARB OPERATED NORMALLY WHEN TESTED ON ANOTHER ENGINE. THE MUFFLER WAS MISSING PART OF THE INTERNAL BAFFLE, BUT NO EVIDENCE OF EXHAUST SYSTEM OBSTRUCTION WAS FOUND. (.4) ACCORDING TO THE PILOT, 15 MINUTES AFTER DEPARTURE AND 5 MINUTES AFTER SWITCHING FUEL SOURCE FROM LEFT WING TANK TO RIGHT WING TANK, HE STARTED LOSING ENGINE RPM'S AS WELL AS FUEL PRESSURE INDICATIONS. HE WAS AT SUCH AN ALTITUDE, (1,200 FEET, AGL) THAT HE HAD NO TIME TO COMPLETE THE "ENGINE FAILURE DURING CRUISE" CHECKLIST, AND EXECUTED AN EMERGENCY LANDING TO A RURAL ROAD. THE PILOT AND A PASSENGER ESCAPED INJURY, BUT THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. POSTCRASH TESTING OF ALL FUEL AND IGNITION COMPONENTS, AS WELL AS THE CORE ENGINE REVEALED NO MALFUNCTIONS. EVIDENCE OF FUEL CONTAMINATION WAS FOUND IN FUEL SAMPLES TAKEN FROM THE CARBURETOR BOWL, AND DISASSEMBLY EXAMINATION OF THE CARBURETOR REVEALED OTHER, CAKED CONTAMINATE IN THE RECESSES OF THE CARBURETOR BOWL. THE AIRCRAFT WAS STC'ED FOR USE OF AUTOMOTIVE FUEL, AND 87 OCTANE AUTOMOTIVE FUEL WAS BEING USED AT THE TIME OF THE ACCIDENT. 20010620013189I (-23) ROD BOLT ON #4 CYLINDER ROD FAILED. THIS CAUSED THE #4 CYLINDER TO COME LOOSE FROM THE CASE DUE TO THE CYLINDER HOLD DOWN BOLTS FAILING FROM IMPACT. 20010620015259I (-23) AT 0810 LCL ON JUNE 20, 2001, BEECHCRAFT KING AIR N541SC WAS ATTEMPTING TO TAXI OUT OF A PARKING SPOT IN FRONT OF NEWPORT JET CENTER AT SNA. THE LEFT WING TIP CONTACTED A SERVICE CART PARKED ON THE RAMP WHEN ATTEMPTING TO TURN THE ARICRAFT TO THE RIGHT TO CLEAR OTHER AIRCRAFT AND OBSTRUCTIONS. GROUND HANDLERS STATED PILOT DID NOT HEED THEIR INSTRUCTIONS TO STOP, PILOT STATED HE WAS FOLLOWING GROUND HANDLERS' HAND SIGNALS. AIRPORT SHERIFF OFFICER AND OPERATIONS CENTER PERSON STATED GROUND HANDLER #1 OFF CONTROL TO #2, AND THEN #1 ATTEMPTED TO MAKE PILOT STOP PRIOR TO HITTING CART BUT PILOT'S ATTENTION WAS ON HANDLER #2. 20010620017309I (-23) ON JUNE 20, 2001, N1477R, A GRUMMAN AMERICAN TRAINER AIRCRAFT, CRASHED DURING A LANDING ATTEMPT CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. THERE WERE NO INJURIES TO THE PILOT (ONLY OCCUPANT). THIS WAS RULED AN INCIDENT AND NOT AN ACCIDENT BY AIRWORTHINESS INSPECTORS. DURING AN INTERVIEW WITH THE PILOT, HE STATED THAT HE DID NOT KNOW WHAT HAPPENED AS EVERYTHING HAPPENED SO QUICKLY. PILOT WAS VERY UPSET BUT COOPERATIVE. 20010620019149A (-23) STUDENT PILOT WAS RETURNING FROM RYAN FIELD, BATON ROUGE, LOUISIANA TO LAKEFRONT, NEW ORLEANS, LOUISIANA AND DECIDED TO DIVERT TO RESERVE, LAPLACE, LOUISIANA WHEN NEW ORLEANS APPROACH COULD NOT PICK UP HIS TRANSPONDER. THE STUDENT PILOT WAS FAMILIAR WITH THE AIRPORT BUT FLARED TOO HIGH WITH ABOUNCE THAT RESULTED IN A LEFT WING, NOSE LOW CONTACT WITH THE RUNWAY. DAMAGE TO THE LEFT WING, RIGHT WING, NOSE GEAR AND FIREWALL CLASSIFY THIS MISHAP AS AN ACCIDENT. 20010620021769I (-23) IMMMEDIATELY AFTER ROTATION, THE CREW HEARD AND FELT A NOISE (CLUNK), WHICH WAS FOLLOWED BY A VERY MILD VIBRATION. THE CREW CHOSE TO CONTINUE TO THEIR DESTINATION, WHICH WAS 20 MINUTES AWAY. DURING THE APPROACH, WHEN SELECTING 15 DEG. FLAPS, ANOTHER SOUND (CLUNK) WAS HEARD AND FELT, FOLLOWED BY THE CESSATION OF THE MILD BUFFET. THE LANDING WAS UNEVENTFUL, BUT THE POST FLIGHT INSPECTION REVEALED MISSING UPPER AND LOWER COWLING HALVES ON THE LEFT ENGINE, AND IMPACT DAMAGE TO THE LOWER SURFACE OF THE LEFT HORIZONTAL STABILIZER. AN INSPECTION OF A RECOVERED PIECE OF COWLING FROM THE BWI DEPARTURE RUNWAY INDICATED THAT THE COWLING HAD FAILED DUE TO DELAMINATION. INVESTIGATIONS BY THE BWI FSDO AND THE CESSNA AIRCRAFT COMPANY CONTINUE IN AN ATTEMPT TO DETERMINE THE TRUE CAUSE OF THE COWLING SEPARATION. 20010620023379A (-23) ON JUNE 20, 2001 AT APPROXIMATELY 1030 HRS. IN VFR CONDITIONS A BELL 206-L4 HELICOPTER COLLIDED WITH THE GROUND WHILE PERFORMING A PRACTICE AUTOROTATION TO RUNWAY 16 AT DAYTONA BEACH AIRPORT, DAYTONA BEACH, FLORIDA. THE PILOT WAS BEING EVALUATED FOR HIS ANNUAL 135.293 CHECK RIDE. BY THE ORLANDO FLIGHT STANDARDS DISTRICT OFFICE, AND WHILE PERFORMING A PRACTICE AUTO ROTATION WITH POWER RECOVERY, PILOT MISMANAGED CONTROLS, CAUSING THE AIRCRAFT TO COLLIDE WITH THE GROUND. THE AIRCRAFT THEN TURNED 270 DEGREES TO THE RIGHT AND ROLLED OVER ON ITS LEFT SIDE. THE PILOT RECEIVED NO INJURIES, THE PASSENGER RECEIVED MINOR INJURIES. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. 20010620035699A (-23)ON JUNE 19, 2001, PIPER PA-32-300, N43551 DEPARTED QUINHKGAK, ALASKA ENROUTE BACK TO BETHEL, ALAKSA WHEN THE ENGINE SURGED AND QUIT APPROXIMATELY 500 FEET ABOVE THE GROUND. THE PILOT SWITCHED TANKS FROM THE RIGHT TIP TANK TO THE RIGHT MAIN TANK AND TURNED ON THE ELECTRIC FUEL PUMP. THE ENGINE DID NOT RESTART AND THE AIRCRAFT WAS LANDED OFF-AIRPORT CAUSING SUBSTANTIAL DAMAGE TO THE AIRCRAFT. ON JULY 3, 2001 INSPECTOR STANLEY BERNARD FROM THE ANCHORAGE FSDO-03, EXAMINED THE AIRCRAFT AFTER RECOVERY IN BETHEL AND WAS ABLE TO RUN THE ENGINE AT IDLE. DUE TO THE DAMAGE TO THE PROPELLER CAUSING AN IMBALANCE CONDITION THE ENGINE OPERATION ABOVE 1,000 RPM WAS NOT POSSIBLE. CAUSE IN STILL UNDER INVESTIGATION. UPDATE 12/20/01:INVESTIGATION COULD NOT CONFIRM COMPONENT FAILURE. WATER INJESTION IS SUSPECTED. 20010621013329I (-23) THE AIRCRAFT AND PASSENGERS WERE ENROUTE FROM MCI TO MSO. WHILE ASCENDING THROUGH FLIGHT LEVEL 370 FOR FLIGHT LEVEL 390, THE PILOT HEARD A LOUD SQUEAL AND BUZZING NOISE COMING FROM THE CREW ENTRY DOOR. AFTER A FEW MINUTES IT GOT LOUDER SO THE PIC ELECTED TO DECLARE AN EMERGENCY AND DIVERTED FROM HIS HEADING AND LANDED AT GRI. AFTER LANDING AT GRI WITHOUT INCIDENT, THE PILOT AND A MECHANIC FOUND THE DOOR SEAL HAD RUPTURED CAUSING THE PRESSURE TO ESCAPE AROUND THE DOOR SEAL. THE DOOR SEAL WAS DEFERRED ON THE MEL AND THE AIRCRAFT WAS FLOWN TO OMA FOR REPAIR. THE CREW AND PASSENGERS WERE UNINJURED AND THE AIRCRAFT SUSTAINED NO DAMAGE. THIS INCIDENT IS CLOSED. 20010621013419I (-23) DURING AN INSTRUCTIONAL FLIGHT, THE PIC WAS DEMONSTRATING A NORMAL APPROACH FOR LANDING. AT APPROX 200 FT (AGL) THE ENGINE "AFTERFIRED". WITHOUT ATTEMPTING TO ROLL-ON THROTTLE, THE PIC SPLIT THE TACH NEEDLES AND ENTERED AUTOROTATION. A SUBSEQUENT HARD LANDING CAUSED SUBSTANTIAL DAMAGE TO THE HELICOPTER. THERE WERE NO PERSONAL INJURIES OR FIRE. FURTHER INVESTIGAT ION, INCLUDING A SUCCESSFUL ENGINE RUN, REVEALED NO OBVIOUS MECHANICAL PROBLEMS AT THIS TIME. (.19) ON JUNE 21, 2001, AT 1440 HOURS MOUNTAIN STANDARD TIME, A SCHWEIZER 269C, N891CP, LANDED HARD ON THE HELIPAD AT FALCON FIELD AIRPORT, MESA, ARIZONA. THE HELICOPTER, OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91, SUSTAINED SUBSTANTIAL DAMAGE TO THE TAIL BOOM. THE CERTIFIED FLIGHT INSTRUCTOR (CFI) AND STUDENT PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE LOCAL AREA INSTRUCTIONAL FLIGHT, AND A FLIGHT PLAN HAD NOT BEEN FILED. THE FLIGHT DEPARTED FALCON FIELD AT AN UNKNOWN TIME AND WAS SCHEDULED TO TERMINATE AT THE AIRPORT. ACCORDING TO THE CFI, THE ENGINE FAILED DURING LANDING AND THE HELICOPTER LANDED HARD. 20010621015349I (-23) ON JUNE 21, 2001, AT APPROXIMATELY 11:28 AM, A FLOAT EQUIPPED DEHAVILLAND, DHC-II-MKI, BEAVER AIRPLANE, N6803, SUSTAINED DAMAGE DURING A RIVER LANDING AT NORTHWOOD LODGE, FISH CREEK, ALASKA. SHORTLY AFTER TOUCHDOWN ON THE RIVER THE AIRCRAFT WITH ONE PILOT AND FOUR PASSENGERS COLLIDED WITH KNOWN OBJECTS, AN ACCESS RAMP TO A BOAT DOCK AND A FISH-CLEANING SHED, CAUSING DAMAGE TO THE PROPELLER, ENGINE COWLING AND FLOATS. THE AIRLINE TRANSPORT PILOT AND PASSENGERS REPORTED NO INJURIES. RUSTS FLYING SERVICE, INC. CONDUCTED THE FLIGHT UNDER 14 CFR PART 135 ON-DEMAND. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE INCIDENT. THE FLIGHT ORIGINATED AT LAKE HOOD, ANCHORAGE, ALASKA WITH PASSENGER DROP OFF AT NORTHWOODS LODGE, LOCATED ON FISH CREEK AND PASSENGER DROP OFF AT A REMOTE LOCATION KNOWN AS LAKE CREEK. 20010621015739I (-23) PILOT WAS LANDING ON RUNWAY 4 WITH A 260 DEGREE AT 4 KNOT WIND. THE PILOT LOST CONTROL ON TOUCHDOWN AND GROUND LOOPED. DAMAGE TO RIGHT LANDING GEAR AND RIGHT WING TIP HIT THE GROUND. NO DAMAGE TO PROPELLER. 20010621016149I (-23) ON JUNE 21, 2001, AT 1345 EST, DELTA AIRLINES FLIGHT 1190, AN MD-80, LANDED ON RUNWAY 28L AFTER DECLARING AN EMERGENCY DUE TO A PRESSURIZATION PROBLEM. THE ARFF RESPONDED, AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. NO ASSISTANCE WAS REQUIRED AND THE AIRCRAFT TAXIED TO THE RAMP WITHOUT INCIDENT. AFTER RECEIVING STATEMENTS FROM THE CREW OF THE FLIGHT, IT WAS FOUND THAT BOTH AUTO-PRESSURIZATION CONTROLLERS HAD FAILED, BUT THE CABIN WAS MAINTAINING NORMAL PARAMETERS AND THE CREW SWITCHED TO MANUAL MODE AS PER THE POM. IT WAS ALSO STATED THAT THERE WAS NOT AN EMERGENCY DECLARED, AND NO ARFF WERE REQUESTED. SUBMISSION OF THIS REPORT CLOSES THIS INCIDENT. 20010621016689I (-23) WHILE APPROACHING TRK, TEMPORARY TOWER LOST POWER AND COMMUNICATIONS STOPPED. AIRCRAFT TAXIED ONTO RUNWAY AND STARTED TAKE-OFF ROLL WHILE INCIDENT AIRCRAFT WAS ON FINAL APPROACH. INCIDENT AIRCRAFT MADE A GO-AROUND AND FORGOT TO LOWER THE LANDING GEAR WHEN LANDING. PILOT HEARD WARNING HORN AND THOUGHT IT WAS THE STALL WARNING. THE HORNS ARE THE SAME SOUND IN THIS SERIES AIRCRAFT. 20010621016699I (-23) PILOT FAILED TO RAISE WHEELS (AMPHIBIOUS) UPON DEPARTURE FROM NEW ORLEANS (MSY). UPON LANDING, PILOT FAILED TO VERIFY PROPER POSITION OF THE GEAR. WHEN THE NOSE WHEELS OF THE FLOATS CONTACTED THE WATER, THE AIRCRAFT FLIPPED OVER. AIRCRAFT WAS DOING APPROXIMATELY 45 MPH. PILOT AND PASSENGER EXITED THE AIRCRAFT WITH NO INJURIES. (NOTE): AIRCRAFT WAS DESTROYED DURING THE OVERNIGHT SECURING OF THE AIRCRAFT AND SUBSEQUENT SALVAGE OPERATION. 20010621017489I (-23) SHORTLY AFTER TAKEOFF THE FLIGHT CREW NOTICED AN ODOR IN THE COCKPIT. THE FLIGHT ATTENDANTS (F/AS) CONFIRMED THIS BY ALERTING THE COCKPIT. SEVERAL PASSENGERS ALSO REPORTED THIS TO THE F/AS. F/AS ALSO REPORTED THAT THE SIDE WALLS AND CEILING SEEMED WARMER THAN USUAL. THE CAPTAIN REPORTED THIS TO ATC AND ASKED TO RETURN TO LGA. THE F/A THEN REPORTED THAT THE FLOOR IN THE SAME AREA WAS HOT. THE CAPTAIN THEN DECLARED AN EMERGENCY. THE AIRCRAFT LANDED AT LG. THE FIRE CHIEF REPORTED THAT THERE WAS NO INDICATION OF FIRE AROUND THE AIRCRAFT. THE FLIGHT ATTENDANTS THEN REPORTED A HAZE OR SMOKE IN THE REAR CABIN OF THE AIRCRAFT. THE CAPTAIN ELECTED TO DEPLANE THE PASSENGERS. EVERYONE EXITED THE AIRCRAFT THROUGH THE "R1" DOOR WHICH WAS PROVIDED BY THE PORT AUTHORITY. THE AIRCRAFT WAS TAXIED TO THE GATE. DELTA MECHANICS FOUND NO DISCREPANCIES. THE AIRCRAFT WAS TEST FLOWN, SIGNED OFF, AND WAS RETURNED TO SERVICE. 20010621017519I (-23) THE PILOT STATED WHILE LANDING HE FELT A WIND GUST AND ATTEMPTED TO ADD POWER AS A CORRECTIVE MEASURE AS HIS ALTITUDE INCREASED IN THE FLARE THE POWER WAS NOT ADDED QUICKLY ENOUGH AND THE AIRPLANE LANDED HARD ON THE NOSEWHEEL AND BOUNCED BACK AIRBORNE BEFORE CONTROL WAS REGAINED. THE NOSEWHEEL HUB CRACKED AND PUNCTURED THE TIRE AS A RESULT OF THE HARD LANDING. 20010621019109A (-23) ON JUNE 21, 2001, AT 08:13 CDT CESSNA 140, SINGLE ENGINE AIRPLANE, N73004, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TREES AND TERRAIN DURING A FORCED LANDING FOLLOWING LOSS OF ENGINE POWER DURING TAKEOFF FROM WINNSBORO MUNICIPAL AIRPORT, WINNSBORO, TEXAS. THE PRIVATE PILOT WHO WAS THE SOLE OCCUPANT OF THE AIRCRAFT SUSTAINED SERIOUS INJURIES. THE WITNESSES AT THE SCENE REPORTED THAT THE AIRCRAFT WAS TAKING OFF TO THE SOUTH, AFTER DEPARTING THE RUNWAY THE ENGINE BEGAN TO MISFIRE, THE AIRCRAFT GAINED ALTITUDE SLOWLY, BEGAN TO MISFIRE AGAIN, THEN QUIT. THE PILOT TURNED TO THE LEFT AND LOST ALTITUDE, AFTER THE TURN THE AIRCRAFT HIT THE TIP OF THE TREES PARALLEL WITH THE RUNWAY THEN IMPACTED THE GROUND APPROXIMATELY 300 FEET FROM THE RUNWAY. 20010621019609A (-23) THE PILOT WAS ON HIS SECOND SPRAY FLIGHT OF THE DAY. HIS FIRST WAS CONDUCTED IN THE MORNING AND THIS FLIGHT WAS SCHEDULED TO FOLLOW, BUT DUE TO WEATHER, WAS DELAYED UNTIL THE EVENING. DURING A PASS OF THE FIELD, APPROXIMATELY 50 FEET AGL, THE PILOT STRUCK A LOW TELEPHONE WIRE WHICH THEN CAUSED HIM TO CONTACT POWERLINES AT THE END OF THE FIELD. THE POWER LINES WRAPPED AROUND THE PROPELLER AND LEFT WING CAUSING THE AIRCRAFT TO VEER OFF TO THE LEFT. AFTER REMOVING LINES FROM TWO POLES THE AIRCRAFT CONTACTED THE GROUND, FLIPPED OVER ON ITS BACK, THEN SLID APPROXIMATELY 150 FT. BEFORE COMING TO REST ON ITS NOSE. THE PILOT SUSTAINED A MINOR INJURY CONSISTING OF BRUISING TO ONE HAND. 20010621022619A (-19) ON JUNE 21, 2001, AT 1405 EASTERN DAYLIGHT TIME, AN AMATEUR-BUILT MASKO MUSTANG MII, N24898, PILOTED BY A COMMERCIAL PILOT, WAS DESTROYED WHEN IT IMPACTED TERRAIN FOLLOWING A LOSS OF CONTROL WHILE MANEUVERING IN THE TRAFFIC PATTERN AT THE ANN ARBOR MUNICIPAL AIRPORT (ARB), ANN ARBOR, MICHIGAN. THE AIRCRAFT HAD JUST COMPLETED A TOUCH AND GO AND WAS TURNING FROM THE UPWIND TO THE CROSSWIND LEG OF THE TRAFFIC PATTERN FOR RUNWAY 06 (3,500 FEET BY 75 FEET, CONCRETE). THE LOCAL FLIGHT WAS BEING OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS NOT ON A FLIGHT PLAN. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE PILOT AND THE PILOT RATED PASSENGER RECEIVED FATAL INJURIES. THE FLIGHT ORIGINATED FROM ARB AT 1353. (-23) THE AIRCRAFT DEPARTED ANN ARBOR AIRPORT FOR A SHORT FLIGHT OVER THE CITY AREA AND UPON IT'S RETURN THE PILOT ASKED AIR TRAFFIC CONTROL FOR PERMISSION TO PERFORM A TOUCH AND GO. THE CONTROLLER ISSUED THE APPROPRIATE CLEARANCE INFORMATION TO PERFORM A TOUCH AND GO ON RUNWAY 060. THE AIRCRAFT COMPLETED A TOUCH AND GO ON RUNWAY 060. AFTER DEPARTURE THE AIRCRAFT WENT INTO A SHARP RIGHT BANK THEN IT APPEARED TO LEVEL OFF AND THEN IT ENTERED ANOTHER SHARP RIGHT HAND TURN, AFTER THE SECOND TURN WITNESSES NOTICED THE AIRCRAFT STARTED SPIRALING TO THE GROUND. THE AIRCRAFT CAME TO REST WITHIN THE AIRPORT GROUNDS WITH THE LEFT WING RESTING ON THE FENCE LINE. 20010621023439A (-23) ON JUNE 21, 2001 AROUND 11:44 CDT, MOONEY N20WR DEPARTED COLUMBIA REGIONAL AIRPORT (COU), COLUMBIA, MISSOURI ON AN IFR FLIGHT PLAN ENROUTE TO MENOMINEE, MICHIGAN (MNM). WHILE CLIMBING THROUGH 4000 FEET THE PILOT ADVISED ATC THAT THE AIRCRAFT HAD LOST POWER AND REQUESTED A RADAR VECTOR HEADING TO COU. FINAL RADIO TRANSMISSION FROM THE PILOT INDICATED THAT THE ENGINE WAS REGAINING POWER AND THAT HE "SEEMED TO BE ABLE TO MAINTAIN FIFTEEN-HUNDRED." LAST ATC GROUND PLOT OCCURRED AT 11:55:18 CST. AIRCRAFT WAS DESTROYED WHEN IT IMPACTED INTO TREES AND A CREEK BED APPROXIMATELY 4.8 MILES NORTHEAST OF COLUMBIA REGIONAL AIRPORT. THE PILOT WAS FATALLY INJURED. INVESTIGATION VERIFIED CONTINUTIY TO FLIGHT AND ENGINE CONTROLS. ENGINE INSPECTION REVEALED COMPRESSION, SUCTION, AND VALVE TRAIN CONTINUITY ON ALL CYLINDERS. FUEL WAS PRESENT IN THE FLOW DIVIDER, FUEL SERVO AND ENGINE DRIVEN FUEL PUMP. CONFIRMED SPARK FROM BOTH MAGNETOS TO ALL LEADS. THE FORENSIC TOXICOLOGY AND CORONER'S REPORT IS NOT AVAILABLE AT THIS TIME. THIS ACCIDENT IS CONSIDERED CLOSED. 20010621038309A (-23) N5659V, PIPER PA32R-300, WAS ON A PRACTICE INSTRUMENT APPROACH TO PLATTSMOUTH NE. MUNICIPAL AIRPORT, WHEN THE ENGINE LOST POWER, AND THE AIRCRAFT CRASHED. THE PILOT AND INSTRUCTOR PILOT ON BOARD RECEIVED MINOR INJURIES. THE PILOTS STATED THAT THEY HAD DESCENDED TO MINNIUN DESCENT HEIGHT, AND AT FIVE DME MILES PERFORMED THE CHECKLIST IN PREPARATION FOR THE LANDING. THIS INCLUDED SWITCHING THE FUEL TANKS FROM THE RIGHT TANK TO THE LEFT TANK. AT ONE POINT EIGHT DME MILES THE AIRCRAFT LOST POWER, AND CRASHED SIX TENTHS OF A MILE FROM THE RUNWAY IN A BEAN FIELD. THE AIRCRAFT ENGINE WAS RAN ON A TEST STAND DUE TO DAMAGE TO THE AIRCRAFT. THE ENGINE PERFORMED SATISFACTORILY. THE AIRCRAFT VENT SYSTEM, ENGINE, CONTROLS, FUEL, FUEL SYSTEM, AND THE FUEL SELECTOR VALVE WERE EXAMINED, WITH NO DISCREPANCIES FOUND. THE AIRCRAFT WAS MAINTAINED IN ACCORDANCE WITH THE FEDERAL AVIATION REGULATIONS. 20010622012649I (-23) A/C DEPARTED N. LAS VEGAS (VGT) AIRPORT AT APPROX 1200 ENROUTE TO PERFROM ACROBATIC AIRWORK. A/C CONDUCTED PRELIMINARY INVERTED FLIGHT FOR EVALUATION AND VERIFICATION OF INVERTED OIL SYSTEM AFTER MAINTENANCE WAS PERFORMED ON ENGINE OIL SYSTEM (REPLACED/REROUTED ENGINE INVERTED OIL SYSTEM LINE). PILOT IMMEDIATELY NOTED OIL PRESSURE DROP TO ZERO. A/C RETURNED TO NORMAL FLIGHT BUT OIL PRESSURE REMAINED AT ZERO. PILOT INFORMED VGT TOWER OF LOSS OF OIL PRESSURE AND PERFORMED PRECAUTIONARY LANDING ON LONE LOUNTAIN RD APPROX 1 MILE WEST OF INTERSTATE 95. MAINTENANCE BLED ENGINE OIL SYSTEM BY REMOVING OIL PRESSURE REGULATOR AND CRANKING ENGINE UNTIL OIL WAS OBSERVED. ENGINE RUNUP WAS PERFORMED WITH NORMAL OIL PRESSURE OBSERVED. A/C TOOK OFF USING CORDONED OFF LONE MOUNTAIN RD AND RETURNED SAFELY TO VGT AT APPROX 1515. 20010622013109I (-23) EXPERIMENTAL AIRCRAFT PERFORMING FLIGHT TESTING AT 15,500 FEET MSL. AT TAKEOFF, PILOT DETERMINED THAT 104 GALLONS OF FUEL WAS ONBOARD AIRCRAFT. WHILE AT ALTITUDE, PILOT STATED ENGINE QUIT DUE TO APPARENT FUEL STARVAT