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National Transportation Safety Board Aviation Accident Preliminary Report Nine-O-Nine Crash  

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Bill
 Bill
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02/12/2019 8:14 pm  

 

National Transportation Safety Board

 

Aviation Accident Preliminary Report

 

 

 

Location:  Windsor Locks, CT

 

 

 

Date & Time:  10/02/2019, 0953 EDT

 

 

 

Aircraft:  Boeing B17

 

 

 

Flight Conducted Under:  Part 91: General Aviation – Other Work use – Sightseeing

 

 

 

Accident Number:  ERA20MA001

 

 

 

Registration:  N93012

 

 

 

Injuries:  7 Fatal, 5 Serious, 2 Minor

 

 

 

On October 2, 2019, at 0953 eastern daylight time, a Boeing B-17G, N93012, owned and operated by the Collings Foundation, was destroyed during a precautionary landing and subsequent runway excursion at Bradley International Airport (BDL), Windsor Locks, Connecticut.  The commercial pilot, airline transport pilot, and five passengers were fatally injured.  The flight mechanic/loadmaster and four passengers were seriously injured, while one passenger and one person on the ground incurred minor injuries.  The local commercial sightseeing flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91, in accordance with a Living History Flight Experience exemption granted by the Federal Aviation Administration (FAA).  Visual meteorological conditions prevailed in the area and no flight plan was filed for the flight, which departed BDL at 0947.

 

 

 

On the morning of the accident flight, an airport lineman at BDL assisted the loadmaster as he added 160 gallons of 100LL {low lead} aviation fuel to the accident airplane.  The lineman stated that the accident airplane was the first to be fueled with 100LL fuel that day.

 

 

 

 

 

According to the preliminary air traffic control (ATC) data provided by the FAA, shortly after the takeoff, at 0950, one of the pilots reported to ATC that he wanted to return to the airport.  At that time, the airplane was about 500ft above the ground level (agl) on the right crosswind leg of the airport traffic pattern for runway 6.  The approach controller verified the request and asked if the pilot required any assistance, to which he replied no.  The controller then asked for the reason for the return to the airport, and the pilot replied that the airplane had a “rough Mag” on the No. 4 engine.  The controller then instructed the pilot to fly a right downwind leg for runway 6 and confirmed that the flight needed an immediate landing.  He subsequently cancelled the approach of another airplane and advised the pilot to proceed however necessary to runway 6.  The approach controller instructed the pilot to contact the tower controller, which he did.

 

 

 

The tower controller reported that the winds were calm and cleared the flight to land on runway 6.  The pilot acknowledged the landing clearance; at the time, the airplane was about 300 ft agl on midfield right downwind leg for runway 6.  The tower controller asked about the airplane’s progress to the runway and the pilot replied they were “getting there” and on the right downwind leg.  No further communications were received from the accident airplane.  Witness statements and airport surveillance video confirmed that the airplane struck approach lights about 1,000 ft prior to the runway, then contacted the ground about 500 ft prior to the runway before reaching runway 6.  It then veered right off the runway before colliding with the vehicles and a deicing fluid tank about 1,100 ft right of the center of the runway threshold.

 

 

 

The wreckage came to rest upright and the majority of the cabin, cockpit, and right wing were consumed by postimpact fire.  The landing gear was extended and measurement of the left and right wing flap jackscrews corresponded to a flaps retracted setting.  The flap remained attached to the right wing and the aileron was consumed by the fire.  The empennage, elevator, and rudder remained intact.  Control continuity was confirmed from the elevator, rudder, elevator trim, and rudder trim from each respective control surface to the area in the cabin consumed by fire, and then forward to the cockpit controls.  Elevator trim and rudder trim cables were pulled during the impact and their preimpact position on their respective drum at the control surfaces could not be determined.  The left wing aileron bellcrank separated from the wing, but the aileron cables remained attached to it and the aileron cable remained attached in cockpit.

 

 

 

The Nos. 1 and 2 engines remained partially attached to the left wing and all three propeller blades remained attached to each engine.  One propeller blade attached to engine No. 1 exhibited an 8-inch tip separation; the separated section traveled about 700 ft before coming to rest near an airport building.  Another propeller blade on the No. 1 engine exhibited chordwise scratching and leading edge gouging.  The third propeller blade was bent aft.  The No. 2 engine propeller blades exhibited leading edge gouges and chordwise scratches.

 

 

 

The No. 3 engine was recovered from the top of the deicing tank.  One blade was impact damaged and near the feather position.  The other two blades appeared in a position between low pitch and feather.  One propeller blade exhibited a 5-inch tip separation and the separated tip sections were recovered from 100 ft to 700 ft from the main wreckage.  The No. 4 engine was recovered from the deice building.  All three propeller blades on the No. 4 engine appeared in the feather position.

 

 

 

The wreckage was retained for further examination.

 

 

 

A fuel sample was able to be recovered from on of the No. 3 engine’s two fuel tanks.  The recovered sample had a visual appearance and smell consistent with 100LL aviation fuel and was absent of debris or water contamination.  Following the accident, the fuel truck used to service the airplane was quarantined and subsequent test revealed no anomalies of the truck’s equipment or fuel supply.  Additionally, none of the airplanes serviced with fuel from the truck before or after the accident airplane. Including another airplane operated by the Collings Foundation, reported any anomalies.

 

 

 

The pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, instrument airplane, and held a type rating for the B-17.  In addition, he held a mechanic certificate with airframe and powerplant ratings, His most recent FAA second-class medical certificate was issued on January 9, 2019.  At that time, he reported a total flight experience of 14,500 hours.

 

 

 

The co-pilot held an airline transport pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane, with type ratings for B-737, B-757, B-767, DC-10 and LR-Jet.  In addition, he held a flight engineer certificate as well as a flight instructor certificate with ratings for single-engine and instrument airplane.  His most recent FAA second-class medical certificate was issued on January 8, 2019.  At that time, he reported a total flight experience of 22,000 hours.

 

 

 

The airplane was manufactured in 1944, issued a limited airworthiness certificate in 1994, and equipped with passenger seats in 1995.  It was powered by four Wright R-1820-97, 1,200-horsepower engines, each equipped with a three-bladed with a three-blade, constant-speed Hamilton Standard Propeller.  The airplane was maintained under an airworthiness inspection program, which incorporated an annual inspection, a 25-hour, 50-hour, 75-hour, and 100-hour progressive inspections.  Review of maintenance records revealed that the airplane’s most recent annual inspection was completed on January 16, 2019.  At that time, the airframe had accumulated about 11,120 total hours of operation.  Engine Nos. 1, 2l and 3 had 0 hours since major overhaul at that time.  Engine No. 4 had 838.2 hours since major overhaul at that time.  The airplane’s most recent progressive inspection, which was the 100-hour inspection, was completed on September 23, 2019.  At that time, the airplane had been operated about 268 hours since the annual inspection.

 

 

 

Recorded weather at BDL at 0951 included calm wind; 10 statute miles visibility; few clouds at 11,000 ft; few clouds at 14,000 ft; broken clouds at 18,000 ft; temperature 23 degrees Celsius; dew point 19 degrees Celsius, and an altimeter setting of 29.81 inches of mercury.

 

 

 

Aircraft and Owner/Operator Information

 

 

 

Aircraft Make:  Boeing

 

 

 

Model/Series:  B17 G

 

 

 

Amateur Build:  No

 

 

 

Operator:  Collings Foundation

 

 

 

Operator Does Business As:  Collings Foundation

 

 

 

Registration:  N93012

 

 

 

Aircraft Category:  Airplane

 

 

 

Operating Certificate(s):  None

 

 

 

Operator Designation Code:

 

 

 

Meteorological Information and Flight Plan

 

 

 

Conditions at Accident Site:  Visual Conditions

 

 

 

Condition of Light:  Day

 

 

 

Observation Facility, Elevation:  BDL, 175 ft msl

 

 

 

Observation Time:  0951 EDT

 

 

 

Distance from Accident Site:  1 nautical Miles

 

 

 

Temperature/ Dew Point:  23C / 19C

 

 

 

Lowest Cloud Condition:  Few /11000 ft agl

 

 

 

Lowest Ceiling:  Broken / 18000 ft agl

 

 

 

Wind Speed/Gusts, Direction:  Calm / .

 

 

 

Visibility:  10 miles

 

 

 

Altimeter Setting:  29.81 Inches Hg

 

 

 

Type of Flight Plan Filed:  None

 

 

 

Departure Point:  Windsor Locks, CT (BDL)

 

 

 

Destination:  Windsor Locks, CT (BDL)

 

 

 

 

 

Wreckage and Impact Information

 

 

 

Crew Injuries:  2 Fatal, 1 Serious

 

 

 

Passenger Injuries:  5 Fatal, 4 Serious, I Minor

 

 

 

Ground Injuries:  1 Minor

 

 

 

Aircraft Damage:  Destroyed

 

 

 

Aircraft Fire:  On-Ground

 

 

 

Aircraft Explosion:  None

 

 

 

Latitude, Longitude:  41.931667, -72.692222

 

 

 

 

 

Administrative Information

 

 

 

Investigator In Charge (IIC):  Robert J Gretz

 

 

 

Additional Participating Persons:  Todd; FAA AVP-100; Washington, DC

 

 

 

Note:  The NTSB traveled to the scene of this accident

 

 

 

This is a preliminary information, subject to change, and may contain errors.  Any errors in this report will be corrected when the final report has been completed.

 

 

 


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