MAY AVIATION ACCIDENT SUMMARYJimTimm
by Jim Timm


In this regular reporting of aviation accidents that have occurred in Arizona, we should try to learn from the mistakes being made and take corrective action to prevent similar accidents from occurring.

In this last reporting period, the National Transportation Safety Board (NTSB) reported two aviation accidents in Arizona. Of these, one accident resulted in two serious injuries and a fatality and the other accident resulted in no injuries. The injury/fatal accident was the result of engine stoppage after losing oil pressure. The non injury accident was the result of loss of directional control during takeoff. With all the media coverage, I’m certain everyone also saw the gear up landing that was made by a Piper Comanche at Scottsdale Airport. It is very likely that this accident may never show up in the NTSB reports. It should be noted that gear up landings often do not meet the damage or injury requirements for a National Transportation Safety Board report or investigation and therefore they are seldom reflected in general aviation safety statistics. There is always the potential for serious personal injuries and the repair costs associated with any gear up landing are usually substantial and can be financially damaging. This type of accident should and could be avoided by lessons learned from similar reported accidents. As a starter, use the check list!

There are several lessons to be learned from the reported fatal accident. The pilot/owner had limited flight experience and perhaps also a limited aviation background. There are indications that the airplane may have had a questionable maintenance history and had an accident history. Unfortunately it may be a while before the accident investigation is completed and a final report is issued and we find out why the engine lost oil pressure and shut down. Because of when the airplane was manufactured, (1960) it was not required to be equipped with shoulder restraints and none had ever been installed, but, had they been installed, it is believed that the life of the passenger would have been spared. Shoulder harnesses do save lives and reduce injuries and if at all possible they should be installed and used in all aircraft. If you don’t have them, see what it would take to have them installed. They are a good insurance that the life you save could be your very own in case of a serious accident.

Additional aircraft accidents may have occurred in the reporting period that had not been recorded and reported by the NTSB, however, they will be available and covered in the next report.

While it’s good that the number of accidents reported were down, we do not like to see reports of accidents that could have been avoided. Lets continue to keep the numbers down and minor in nature.

The following information was taken from the preliminary reports that had been issued by the NTSB and contain only the initial information available and are subject to change and may contain errors. Any errors in the preliminary NTSB reports will be corrected when the more detailed final report is completed, which in some cases may be a year or more later.


Accident Date; Thursday, March 28, 2013
Title 14 CFR Part 91 Operation
Location; Wikieup
Aircraft; Mooney M20A
Injuries; 1 Fatal, 2 Serious Injuries

On March 28, 2013, about 1115 MST, a Mooney M20A made an off airport forced landing near Wikieup. The private pilot and one passenger sustained serious injuries, one passenger sustained fatal injuries. The airplane sustained substantial damage from impact forces. The cross-country personal flight departed Sedona about 1030, with a planned destination of Shafter, California. Visual meteorological (VMC) conditions prevailed, and no flight plan had been filed, however, the pilot was receiving flight following from Albuquerque Air Route Traffic Control Center.

The pilot informed the controller that the engine had lost oil pressure, and he needed vectors to the closest airport. The controller advised him that the closest airport was Bagdad, 20 miles away. The engine lost complete power, and the pilot made a forced landing in rough terrain. The pilot and front seat passenger were pinned in the wreckage. The back seat passenger sustained a serious injury, but was able to egress from the airplane and call emergency services.

Shoulder harnesses were not installed and were not required because of the date of manufacturer of the aircraft, but if installed, would have saved the life of the passenger.
There are indications that the aircraft may have had a questionable maintenance history.


Accident Date; Thursday, April 4, 2013
Title 14 CFR Part 91 Operation
Location; Phoenix (DVT)
Aircraft; Cessna 172S
Injuries; 3 Uninjured

On April 4, 2013, about 0930 MST, a Cessna 172, was substantially damaged when it impacted airport terrain during an attempted takeoff from Deer Valley Airport (DVT). The certificated flight instructor (CFI), the student pilot, and the passenger were uninjured.

According to information provided by the CFI, the purpose of the flight was to practice takeoffs and landings. The student pilot was in the left seat, and the CFI was in the right seat. During the takeoff roll on runway 7R, the airplane began to veer to the right, and the CFI verbally instructed the student to correct back to the left. The airplane then veered toward the left side of the runway, while continuing to accelerate. About the time that the airplane crossed the runway centerline from right to left, the CFI took physical control of the airplane, and as it approached the left runway edge, the CFI attempted to lift off. After liftoff, the airplane nose "dropped," the airplane banked to the right, and struck the runway. About the same time the CFI reduced power on the engine. Paint transfer marks and airplane damage were consistent with the airplane striking the right wing and/or tailplane on the runway. The airplane came to rest inverted, adjacent to the south (right) side of the runway, about 1,450 feet from where the takeoff roll began. All occupants evacuated the airplane, and there was no fire, or any indications of a fuel spill.

Examination of the CFI's pilot logbook indicated that he had a total flight experience of about 303 hours, all of which was in single-engine airplanes. Examination of the student pilot's logbook indicated that he had a total flight experience of about 4 hours, all of which was in the accident airplane make and model. The logbook indicated that his first instructional flight was conducted 6 days before the accident flight.

The DVT 0953 automated weather observation included wind from 230 degrees at 3 knots. Visual meteorological conditions prevailed.

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