As reported by ANN on January
9th, a Cirrus design SR20 went down while conducting
flight training out of the Lancaster, CA airport in the middle of
the afternoon.
Two persons, on board, were killed on impact and though a
parachute canopy was found outside of the aircraft, it appeared to
have been partially deployed by the forces of impact instead of an
independent action on the part of the pilots.
The NTSB has filed a preliminary report on this tragedy, which
is listed below...
NTSB Identification: LAX06FA087
14 CFR Part 91: General Aviation
Accident occurred Monday, January 09, 2006 in Lancaster, CA
Aircraft: Cirrus Design Corp. SR20, registration: N526CD
Injuries: 2 Fatal.
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 January 9, 2006, at
1343 Pacific standard time, a Cirrus SR20, N526CD, impacted terrain
while attempting to return to the runway following a simulated
engine failure at General William J. Fox Airfield (WJF), Lancaster,
California. Gene Hudson Flight Training was operating the airplane
under the provisions of 14 CFR Part 91. The certified flight
instructor (CFI) pilot and the private pilot undergoing instruction
(PUI) sustained fatal injuries; the airplane was destroyed. The
local instructional flight departed Van Nuys, California, about
1250. Visual meteorological conditions prevailed, and no flight
plan had been filed. The approximate global positioning system
(GPS) coordinates of the primary wreckage were 34 degrees 45.048
minutes north latitude and 118 degrees 11.738 minutes west
longitude.
The National Transportation Safety Board investigator-in-charge
(IIC) interviewed the air traffic controllers who were on duty at
the time of the accident. The controllers reported that the Cirrus
reported inbound to WJF from the south and requested to do multiple
touch-and-go landings. The Cirrus was cleared into the pattern and
advised to use runway 6. After the Cirrus had completed a number of
touch-and-go landings, the pilot requested to make a low approach
to runway 6, and on climb out, simulate an engine failure, execute
a teardrop maneuver, and land using runway 24. The tower advised
that the winds were 060 degrees and 9 knots gusting to 15. The
pilot acknowledged the wind report, and was cleared for the
requested maneuver.
The controllers
observed the Cirrus make the low approach to runway 6. At the
departure end of the runway, the Cirrus made a slight right turn,
followed by a sweeping left turn. The controllers said the Cirrus
lost a significant amount of altitude before aborting the landing.
The pilot then executed a go-around and the airplane flew north of
the runway and parallel. The pilot requested to "try that again"
and the tower controller advised the Cirrus that the winds were 060
degrees and 10 knots.
The controller observed the Cirrus make the low approach to
runway 6; on the upwind leg, the airplane made a slight right turn
followed by a sweeping left turn. The controller did not see the
airplane impact the ground as a pillar in the control tower
momentarily blocked the controller's view of the airplane.
Witnesses on the ground, just south of the accident site,
observed the airplane make a left turn and then "spin into the
ground."
The closest official weather observation station was General
William J. Fox Airfield (WJF), which was located 1.5 nautical miles
(nm) southwest of the accident site. The elevation of the weather
observation station was 2,348 feet mean sea level (msl). An
aviation routine weather report (METAR) for WJF was issued at 1356.
It stated: winds from 070 degrees at 12 knots; visibility 10 miles;
skies clear; temperature 15 degrees Celsius; dew point -04 degrees
Celsius; altimeter 30.29 inHg.
Investigators from the
Safety Board, the FAA, Cirrus Design, Teledyne Continental Motors
(TCM), and BRS Parachutes examined the wreckage at the accident
scene.
The first identified point of contact (FIPC) was a ground scar.
The ground scar was about 35 feet long and along a magnetic heading
of 110 degrees. The red navigation lens was found intact adjacent
to the FIPC. The debris path was along a magnetic heading of 100
degrees.
The orientation of the engine was 020 degrees.
All components of the airplane were found in the immediate area
of the wreckage site. The airplane was recovered for further
examination.
ANN's Daily Aero-Linx (04.15.24)
See All