poadeleted21
Touchdown! Greaser!
- Joined
- Aug 18, 2011
- Messages
- 12,332
Found this Gem on an airplane I was looking at. 
Any other funny ones?
Any other funny ones?
Funny NTSB reports
- Thread starter poadeleted21
- Start date
MassPilot
Cleared for Takeoff
This is plane I rent and fly regularly (although this occurred before it was lease-backed to my FBO). Whoops:
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20080228X00244&key=1
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20080228X00244&key=1
Kestrel is a really squirrely airport. I've flown there quite a bit
poadeleted21
Touchdown! Greaser!
- Joined
- Aug 18, 2011
- Messages
- 12,332
With a ~6 knot tail wind, 3000' of runway and a mooney coming in high and fast, I'm sure it is. But, the logical thing to do when you overrun the runway HAS to be to taxi her home on the road, street signs be damned.
jpower
Cleared for Takeoff
I've always thought this one a gem...
Remember kids. Never, EVER exceed the design limits of the airplane....
Matthew
Touchdown! Greaser!
I don't know if this is funny, scary, or just sad:
>>
On August 15, 2011, at 1038 central daylight time, a Cessna 150H, N6953S, impacted terrain during takeoff from Sabetha Municipal Airport (K83), Sabetha, Kansas. The private pilot and passenger received minor injuries. The airplane sustained substantial damage to both wings. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating from K83.
In his accident report, the 84-year-old pilot said that he had a heart valve replacement in early May 2011. Not wanting to pay unnecessary hangar rent, he decided to fly his airplane to his farm, where he had a 2,500-foot grass runway and a hangar. Lacking recent landing experience on grass runways, he aborted the landing attempt and returned to Sabetha. On his accident report, the pilot did not indicate there had been an accident. In addition, he indicated that there were no preimpact mechanical malfunctions or failures with the airplane. He indicated he had logged 70 hours total time, 45 hours as pilot-in-command, but no flight time in the previous 90 days.
A witness saw the airplane as it approached the airport. He said the airplane would stall and the nose would drop, and the airplane would lose altitude. Then the nose would come up and the airplane would climb, then stall again. These oscillations occurred about four times and the airplane continuously lost altitude. The airplane stalled from an altitude of about 35 to 40 feet, impacted the ground, and nosed over.
A Federal Aviation Administration inspector said the pilot did not hold a valid pilot certificate. He had been granted special medical authorizations in October 2006 and December 2007, but was denied medical certification in July of 2008. Denial was based upon, among other things, bilateral cataracts.
Updated on Dec 27 2011 8:49AM
<<
And, drum roll please, the probable cause:
>>
The National Transportation Safety Board determines the probable cause(s) of this accident as follows.
The pilot's failure to maintain adequate airspeed, which resulted in a stall. Contributing to the accident was the pilot's lack of certification to act as a pilot and his lack of recent experience.
<<
>>
On August 15, 2011, at 1038 central daylight time, a Cessna 150H, N6953S, impacted terrain during takeoff from Sabetha Municipal Airport (K83), Sabetha, Kansas. The private pilot and passenger received minor injuries. The airplane sustained substantial damage to both wings. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating from K83.
In his accident report, the 84-year-old pilot said that he had a heart valve replacement in early May 2011. Not wanting to pay unnecessary hangar rent, he decided to fly his airplane to his farm, where he had a 2,500-foot grass runway and a hangar. Lacking recent landing experience on grass runways, he aborted the landing attempt and returned to Sabetha. On his accident report, the pilot did not indicate there had been an accident. In addition, he indicated that there were no preimpact mechanical malfunctions or failures with the airplane. He indicated he had logged 70 hours total time, 45 hours as pilot-in-command, but no flight time in the previous 90 days.
A witness saw the airplane as it approached the airport. He said the airplane would stall and the nose would drop, and the airplane would lose altitude. Then the nose would come up and the airplane would climb, then stall again. These oscillations occurred about four times and the airplane continuously lost altitude. The airplane stalled from an altitude of about 35 to 40 feet, impacted the ground, and nosed over.
A Federal Aviation Administration inspector said the pilot did not hold a valid pilot certificate. He had been granted special medical authorizations in October 2006 and December 2007, but was denied medical certification in July of 2008. Denial was based upon, among other things, bilateral cataracts.
Updated on Dec 27 2011 8:49AM
<<
And, drum roll please, the probable cause:
>>
The National Transportation Safety Board determines the probable cause(s) of this accident as follows.
The pilot's failure to maintain adequate airspeed, which resulted in a stall. Contributing to the accident was the pilot's lack of certification to act as a pilot and his lack of recent experience.
<<
Jaybird180
Final Approach
...and he didnt file a flight plan
I like this one:
NTSB Identification: MKC71FER66
14 CFR Part 91 General Aviation
Aircraft: BEECH E35, registration: N19FF
----------------------------------------------------------------------------------------------------------------------------
FILE DATE LOCATION AIRCRAFT DATA INJURIES FLIGHT PILOT DATA
F S M/N PURPOSE
----------------------------------------------------------------------------------------------------------------------------
3-0240 71/5/31 PARK RAPIDS,MINN BEECH E35 CR- 0 1 0 NONCOMMERCIAL PRIVATE, AGE 61, 6562
TIME - 1500 N19FF PX- 0 1 1 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 135 IN TYPE,
DAMAGE-DESTROYED OT- 0 0 0 NOT INSTRUMENT RATED.
NAME OF AIRPORT - PRIVATE
DEPARTURE POINT INTENDED DESTINATION
PARK RAPIDS,MINN LOCAL
TYPE OF ACCIDENT PHASE OF OPERATION
COLLIDED WITH: TREES TAKEOFF: INITIAL CLIMB
PROBABLE CAUSE(S)
PILOT IN COMMAND - INADEQUATE PREFLIGHT PREPARATION AND/OR PLANNING
REMARKS- PILOT DID NOT RELEASE 250 LB TAIL TIEDOWN BFR TKOF.
NTSB Identification: MKC71FER66
14 CFR Part 91 General Aviation
Aircraft: BEECH E35, registration: N19FF
----------------------------------------------------------------------------------------------------------------------------
FILE DATE LOCATION AIRCRAFT DATA INJURIES FLIGHT PILOT DATA
F S M/N PURPOSE
----------------------------------------------------------------------------------------------------------------------------
3-0240 71/5/31 PARK RAPIDS,MINN BEECH E35 CR- 0 1 0 NONCOMMERCIAL PRIVATE, AGE 61, 6562
TIME - 1500 N19FF PX- 0 1 1 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 135 IN TYPE,
DAMAGE-DESTROYED OT- 0 0 0 NOT INSTRUMENT RATED.
NAME OF AIRPORT - PRIVATE
DEPARTURE POINT INTENDED DESTINATION
PARK RAPIDS,MINN LOCAL
TYPE OF ACCIDENT PHASE OF OPERATION
COLLIDED WITH: TREES TAKEOFF: INITIAL CLIMB
PROBABLE CAUSE(S)
PILOT IN COMMAND - INADEQUATE PREFLIGHT PREPARATION AND/OR PLANNING
REMARKS- PILOT DID NOT RELEASE 250 LB TAIL TIEDOWN BFR TKOF.
Funkeruski
Pre-takeoff checklist
The idiocy of these two nut jobs is pretty funny. Glad they didn't hurt anyone else.
On August 13, 1996, at 1822 central daylight time, a Cessna TR182, N6316T, registered to and operated by a private owner as a Title 14 CFR Part 91 personal flight collided with a causeway bridge while maneuvering near Port Isabel, Texas. Visual meteorological conditions prevailed for the cross country flight and a flight plan was not filed. The private pilot and the pilot rated passenger received fatal injuries and the airplane was destroyed. The flight originated from McAllen, Texas, at 1730.
A review of the McAllen Air Traffic Control Tower and Corpus Christi Approach Control data, by the investigator-in-charge, revealed that the airplane departed the Miller International Airport and requested vectors by approach control to the Cameron County Airport for touch and goes. At about 1753, the pilot reported that he had the airport in sight. Approach control service was terminated and the pilot was given a frequency of 119.5 if he wanted further ATC service. The last communication from the pilot was about 1755 when he requested and received from approach control the Unicom frequency for the Cameron County Airport.
During telephone interviews, conducted by the investigator-in-charge, and on the enclosed statements, witnesses and local authorities reported that the airplane was observed flying a pass from north to south under the Queen Isabel Causeway Bridge which spans between Port Isabel, Texas, and South Padre Island, Texas. The airplane made a 180 degree turn and approached the bridge toward the north for another pass; however, the airplane struck a concrete bridge pylon and column and descended uncontrolled into the water. Witnesses recalled an explosion and black smoke as the airplane struck the bridge. Portions of the vertical and horizontal stabilizer were found projecting from the bridge column at about 8 feet above the waterline. Texas Department of Public Safety divers located the fuselage submerged on the west side of the column in approximately 8 to 10 feet of water. See the enclosed reports from the Texas Department of Transportation, Texas Department of Public Safety, and the U. S. Coast Guard for additional details.
The FAA records for the pilot-in-command and the pilot rated passenger, reviewed by the investigator-in-charge, revealed the following information. The pilot-in-command obtained the Private Pilot Certificate on April 4, 1988. The last third class medical certificate was issued on August 25, 1988, at which time the pilot reported a total of 600 flight hours. The pilot rated passenger obtained the Private Pilot Certificate on June 18, 1984, with his last third class medical certificate issued on May 30, 1986. Total flight time listed on his medical application was 2,700 hours.
The FAA aircraft registration records revealed that the airplane was registered to the pilot-in-command on December 10, 1985. A review of the aircraft maintenance records, by the investigator-in-charge, revealed that the last annual inspection was performed and the airplane returned to service on July 27, 1995.
The autopsy for the pilot-in-command was performed by Lawrence J. Dahm, M.D., at Harlingen, Texas, with autopsy toxicology screening performed by Dean F. Fritch, Forensic Toxicologist, at the National Medical Services, Inc., at Willow Grove, Pennsylvania. Aviation Toxicological testing was performed by the FAA Civil Aeromedical Institute (CAMI) at Oklahoma City, Oklahoma. The CAMI toxicological findings were confirmed positive for alcohol in the following concentrations: 143.000 mg/dL in the blood; 166.000 mg/dL in muscle fluid; and 65.000 mg/dL in vitreous fluid. The CAMI toxicology findings were confirmed positive for cocaine in the following concentrations: 0.133 ug/ml in the blood; and 0.114 ug/ml in liver fluid. See the enclosed toxicology report for additional alcohol and drug concentrations. The South Padre Island Police Department reported public intoxication convictions against the pilot-in-command and other criminal and traffic charges pending.
The autopsy for the pilot rated passenger was performed by Margie W. Cornwell, MD, of Harlingen, Texas. Aviation Toxicological testing was performed by the FAA Civil Aeromedical Institute (CAMI) at Oklahoma City, Oklahoma. The CAMI toxicological findings were confirmed positive for marihuana and cocaine in the following concentrations: 0.006 ug/ml tetrahydrocannabinol in the blood; 0.006 ug/ml tetrahydrocannabinol carboxylic acid (marihuana) in the blood; 0.162 ug/ml tetrahydrocannabinol carboxylic acid in the urine; 0.087 ug/ml cocaine in the blood; 1.809 ug/ml benzoylecgonine in the blood; 16.203 ug/ml cocaine in the urine; and 277.950 ug/ml benzoylecgonine in the urine. See the enclosed toxicology report for additional drug concentrations.
The Board neither took possession of the airplane nor examined any airplane components during the investigation.
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On August 13, 1996, at 1822 central daylight time, a Cessna TR182, N6316T, registered to and operated by a private owner as a Title 14 CFR Part 91 personal flight collided with a causeway bridge while maneuvering near Port Isabel, Texas. Visual meteorological conditions prevailed for the cross country flight and a flight plan was not filed. The private pilot and the pilot rated passenger received fatal injuries and the airplane was destroyed. The flight originated from McAllen, Texas, at 1730.
A review of the McAllen Air Traffic Control Tower and Corpus Christi Approach Control data, by the investigator-in-charge, revealed that the airplane departed the Miller International Airport and requested vectors by approach control to the Cameron County Airport for touch and goes. At about 1753, the pilot reported that he had the airport in sight. Approach control service was terminated and the pilot was given a frequency of 119.5 if he wanted further ATC service. The last communication from the pilot was about 1755 when he requested and received from approach control the Unicom frequency for the Cameron County Airport.
During telephone interviews, conducted by the investigator-in-charge, and on the enclosed statements, witnesses and local authorities reported that the airplane was observed flying a pass from north to south under the Queen Isabel Causeway Bridge which spans between Port Isabel, Texas, and South Padre Island, Texas. The airplane made a 180 degree turn and approached the bridge toward the north for another pass; however, the airplane struck a concrete bridge pylon and column and descended uncontrolled into the water. Witnesses recalled an explosion and black smoke as the airplane struck the bridge. Portions of the vertical and horizontal stabilizer were found projecting from the bridge column at about 8 feet above the waterline. Texas Department of Public Safety divers located the fuselage submerged on the west side of the column in approximately 8 to 10 feet of water. See the enclosed reports from the Texas Department of Transportation, Texas Department of Public Safety, and the U. S. Coast Guard for additional details.
The FAA records for the pilot-in-command and the pilot rated passenger, reviewed by the investigator-in-charge, revealed the following information. The pilot-in-command obtained the Private Pilot Certificate on April 4, 1988. The last third class medical certificate was issued on August 25, 1988, at which time the pilot reported a total of 600 flight hours. The pilot rated passenger obtained the Private Pilot Certificate on June 18, 1984, with his last third class medical certificate issued on May 30, 1986. Total flight time listed on his medical application was 2,700 hours.
The FAA aircraft registration records revealed that the airplane was registered to the pilot-in-command on December 10, 1985. A review of the aircraft maintenance records, by the investigator-in-charge, revealed that the last annual inspection was performed and the airplane returned to service on July 27, 1995.
The autopsy for the pilot-in-command was performed by Lawrence J. Dahm, M.D., at Harlingen, Texas, with autopsy toxicology screening performed by Dean F. Fritch, Forensic Toxicologist, at the National Medical Services, Inc., at Willow Grove, Pennsylvania. Aviation Toxicological testing was performed by the FAA Civil Aeromedical Institute (CAMI) at Oklahoma City, Oklahoma. The CAMI toxicological findings were confirmed positive for alcohol in the following concentrations: 143.000 mg/dL in the blood; 166.000 mg/dL in muscle fluid; and 65.000 mg/dL in vitreous fluid. The CAMI toxicology findings were confirmed positive for cocaine in the following concentrations: 0.133 ug/ml in the blood; and 0.114 ug/ml in liver fluid. See the enclosed toxicology report for additional alcohol and drug concentrations. The South Padre Island Police Department reported public intoxication convictions against the pilot-in-command and other criminal and traffic charges pending.
The autopsy for the pilot rated passenger was performed by Margie W. Cornwell, MD, of Harlingen, Texas. Aviation Toxicological testing was performed by the FAA Civil Aeromedical Institute (CAMI) at Oklahoma City, Oklahoma. The CAMI toxicological findings were confirmed positive for marihuana and cocaine in the following concentrations: 0.006 ug/ml tetrahydrocannabinol in the blood; 0.006 ug/ml tetrahydrocannabinol carboxylic acid (marihuana) in the blood; 0.162 ug/ml tetrahydrocannabinol carboxylic acid in the urine; 0.087 ug/ml cocaine in the blood; 1.809 ug/ml benzoylecgonine in the blood; 16.203 ug/ml cocaine in the urine; and 277.950 ug/ml benzoylecgonine in the urine. See the enclosed toxicology report for additional drug concentrations.
The Board neither took possession of the airplane nor examined any airplane components during the investigation.
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