AVweb’sGeneral Aviation Accident Bulletinis taken from the pages of our sister publication,Aviation Safetymagazine, and is published twice a month. All the reports listed here are preliminary and include only initial factual findings about crashes. You can learn more about the final probable cause in the NTSB’s website atwww.ntsb.gov. Final reports appear about a year after the accident, although some take longer. Find out more aboutAviation Safetyatwww.aviationsafetymagazine.com.
August 4, 2018, Foley, Ala.
Champion 8GCBC Scout
The airplane was destroyed when it impacted terrain at about 1000 Central time. The commercial pilot and pilot-rated passenger were fatally injured. Visual conditions prevailed for the banner-tow flight.
After takeoff, the hook was dropped from the airplane and a witness radioed the pilot and stated “good hook,” which indicated the line with the hook was in a normal condition to grab the banner during pickup. The approach to the banner looked completely normal. The airplane engine sounded “strong” during the pickup and climb-out. After the airplane’s hook captured the banner during initial climb, the witness noticed the banner rope was becoming slack; he looked up and saw the airplane at about 300 feet AGL as its right wing dropped. The banner was released and the rudder deflected to the left as the airplane entered a right spin. The spin went flat and the airplane rotated clockwise several times before it impacted the adjacent field.
Of the two aboard, the rear-seated pilot was about 40 lbs. heavier. Weather observed about six nautical miles south of the accident site, included calm winds, with a temperature of 29 degrees C and dewpoint of 24.
August 4, 2018, Lakewood, N.J.
Champion 7GCAA Citabria
At about 1200 Eastern time, the airplane was substantially damaged when it impacted terrain during a banner-towing operation. The solo commercial pilot sustained minor injuries. Visual conditions prevailed.
After a two-hour banner-towing flight, the pilot reduced the throttle to idle and descended toward the drop off area. At about treetop height, he pitched up and added full throttle to drop the banner but “the engine continued to operate but produced very limited power while making abnormal combustion sounds.” He verified the mixture was full rich and the throttle was full forward, then released the banner. The airplane was low and slow, so he pitched down and elected to land straight ahead. The airplane impacted small pine trees and terrain, and came to rest in a near-vertical, nose-down position. Observed weather about eight miles west included a temperature/ dewpoint of 23 degrees C.
August 5, 2018, Santa Ana, Calif.
Cessna 414
The airplane sustained substantial damage at about 1229 Pacific daylight time when it impacted the ground in a shopping mall parking lot. The private pilot and four passengers aboard were fatally injured. Visual conditions prevailed.
While inbound for landing, the pilot was told to expect right traffic to Runway 20R (5701 x 150 feet). The controller then asked if the flight could accept Runway 20L (2887 x 75 feet), to which the pilot responded “unable.” The pilot was then instructed to conduct left-hand 360-degree turns over a local holding point for sequencing. As the accident airplane arrived at the holding point, its pilot determined he could accept Runway 20L after all. The pilot was then instructed to cross midfield at or above 1300 feet MSL and make left traffic to Runway 20L. The pilot acknowledged that instruction.
Multiple witnesses saw the airplane enter the left turn and then observed its bank angle increase. The airplane descended at a steep angle and collided with several vehicles in a shopping mall parking lot. All major components of the airplane were located throughout the 150-foot-long debris path.
August 8, 2018, Greeley, Colo.
Cessna 172 Skyhawk
The pilot and a safety pilot were practicing instrument maneuvers, approaches and landings at different airports. According to the safety pilot, the airplane was high and slow during a landing approach. At about 10 feet agl, the airplane “floated a little longer,” and the pilot initiated a go-around by applying full throttle. During the attempted go-around, both occupants applied conflicting inputs to the control yokes; the pilot applied back pressure, and the safety pilot applied forward pressure. The airplane stalled, the left wing contacted the terrain and the airplane came to rest upright adjacent to the runway. The airplane sustained substantial damage to the forward fuselage and both wings. Neither pilot reported that verbal communication was established during the landing sequence.
August 8, 2018, Lewiston, Idaho
Cessna T337 Turbocharged Skymaster
At about 1828 Pacific time, the airplane sustained substantial damage when it landed with its landing gear retracted. The commercial pilot and his passenger were not injured. The airplane was being operated under contract for the U.S. Forest Service on an “air attack” firefighting support mission. Visual conditions existed for the landing.
When the pilot prepared to land, the landing gear failed to extend. After troubleshooting the problem and cycling the gear, the pilot and passenger determined the system’s hydraulic fluid reservoir, which was accessible from the cabin, was empty. Despite replenishing the reservoir with oil and water, the landing gear could not be successfully extended. Committed to a gear-up landing, the pilot secured the front engine, and “bumped” its starter to position the propeller blades horizontally and prevent damage. The occupants unlatched a cabin door to ensure their egress after landing. After landing gear up, the airplane slid to a stop within a few feet of the runway centerline. The pilot shut down the aft engine, secured the airplane and both occupants exited. No fire or other problems occurred.
Examination revealed the circlips retaining the actuator rods for both the left and right main landing gear doors had been liberated from their retention grooves. Loss of this circlip allows hyperextension of the actuator rod and permits hydraulic fluid to exit the actuator.
This article originally appeared in the November 2018 issue ofAviation Safetymagazine.
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