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zodierocket(at)hsfx.ca
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 Posted: Mon Nov 20, 2006 3:20 pm Post subject: Jim Pellien Crash |
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NTSB Identification: NYC07FA025
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 11, 2006 in Basye, VA
Aircraft: Czech Aircraft Works CH 601 XL RTF, registration: N601VA
Injuries: 1 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 November 11, 2006, at 1630 eastern standard time, a Czech Aircraft
Works CH 601 XL RTF, N601VA, was substantially damaged when it impacted
trees following a loss of engine power while maneuvering near Sky Bryce
Airport (VG18), Basye, Virginia. The certificated private pilot was
fatally injured. Visual meteorological conditions prevailed, and no
flight plan was filed for the local personal flight conducted under 14
CFR Part 91.
According to witness statements, the pilot stated that he was going to
fly for "about an hour." The airplane was seen "circling" north of the
airport, and then to descend. It was next observed "very low" over the
trees, turning southward. It then turned towards the east, and the
engine "surged," then became silent. Moments later, the airplane banked
90 degrees to the left and witnesses heard the sound of impact.
The accident occurred during the hours of daylight. The wreckage was
located at 38 degrees, 49.321 minutes north latitude, 78 degrees, 45.078
minutes west longitude, at an elevation of 1,379 feet msl.
After striking several trees, the airplane came to rest next to a road
oriented in a direction of 072 degrees magnetic, 0.9 miles northeast of
the departure end of runway 5, and 116 feet in elevation above it.
There was no debris path or postcrash fire. All major components of the
airplane were accounted for at the accident site.
The left wing, right wing, and tail section, along with all associated
flight control surfaces displayed differing degrees of damage. The main
wreckage was upright and the outboard 5 feet 4 inches of the left wing
had separated from the airframe. The rudder and horizontal stabilizer
had separated from their respective attach fittings. The wing flaps had
separated from the flap actuator and were found hanging from their
hinges in a downward direction. Further examination revealed that the
internal flap drive mechanism corresponded to a flaps up position.
Flight control continuity was confirmed from the right aileron, left
aileron bellcrank, elevator, and rudder horns to the cockpit.
Examination of the cockpit revealed that the throttle control was in the
maximum power position. The carburetor heat control was in the off
position, and the fuel selector was in the left tank position.
Examination of the nose spinner and three bladed composite propeller
revealed that the spinner displayed evidence of crushing only on the
portion that was in contact with the ground and lower engine cowling.
The propeller blades displayed impact damage and no evidence of
rotation. All of the blades displayed differing degrees of damage. One
blade was folded rearward under the engine cowling, one blade had
separated at the blade root from the propeller hub, and one blade
displayed chordwise separation.
Examination of the engine revealed minimal impact damage. Continuity of
the intake system, exhaust system, valve train, and crankshaft was
confirmed. The crankshaft was then rotated by hand, and no binding was
noted.
No smell of fuel was noted at the accident site, and no evidence of fuel
staining or spillage was present.
The fuel lines, fuel tanks, and fuel filter were examined and no
preimpact malfunctions or leaks were discovered. No evidence of fuel in
the low points of the system was discovered and the fuel tanks were dry
and absent of fuel. The fuel filter was clean, free of debris, and
contained a trace amount of fuel.
The carburetors were disassembled to inspect the diaphragms and the
inside of the float bowls. The diaphragms were dry, and no tears or
punctures were evident. The floats were functional, and the internal
portions of the float bowls were clean and free of debris.
In all, approximately two ounces of fluid consistent with 100LL aviation
gasoline was recovered from the entire fuel system for testing. The
fluid included the trace amount from the fuel filter and approximately 4
tablespoons from the carburetor float bowls. The fluid was bright,
clear, and no visible contamination was evident. When the fluid sample
was applied to a coupon containing water-finding paste, the paste did
not react, indicating that water was not present.
The airplane was manufactured in 2005, and was equipped with the
original engine. The airplane's most recent 100 hour inspection was
completed on October 23, 2006, and at the time of the accident, it had
accumulated 507.4 total hours of operation.
The pilot held a private pilot certificate with a rating for airplane
single-engine land. He reported 350 total hours of flight experience on
his most recent application for a Federal Aviation Administration (FAA)
third-class medical certificate, dated June 13, 2005.
A weather observation taken about 7 minutes after the accident at Grant
County Airport (W99), Petersburg, West Virginia, located approximately
21 nautical miles northwest of the accident site, recorded the wind as
180 degrees at 5 knots, visibility 10 miles, scattered clouds at 8,500
feet, temperature 77 degrees Fahrenheit, dew point 46 degrees
Fahrenheit, and an altimeter setting of 29.74 inches of mercury.
Mark Townsend Alma, Ontario
Zodiac 601XL C-GOXL, CH701 just started
www.ch601.org / www.ch701.com / www.Osprey2.com
--
11/20/2006
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David X
Joined: 10 Jan 2006
Posts: 154
Location: Princeton, NJ, USA
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| Posted: Thu Nov 23, 2006 9:17 am Post subject: Re: Jim Pellien Crash |
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To all you ignorant scare-mongers who were trying to insinuate that the wings fell off or that the 601 was somehow a death trap ... go [expletive deleted] your self. What a crying shame that it had to end this way for Jim, or any pilot. A lesson for us all.
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Last edited by David X on Fri Nov 24, 2006 12:28 pm; edited 1 time in total |
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Float Flyr
Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland
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| Posted: Thu Nov 23, 2006 5:10 pm Post subject: Jim Pellien Crash |
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We had a crash at a local airport involving a student and instructor a few
years ago. At that time we were requested by the flight school to say
nothing until the final report was published. Sounded like good advice then
.. Still does now!
Noel
[quote] --
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_________________
Noel Loveys
Kitfox III-A
Aerocet 1100 Floats |
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Afterfxllc(at)aol.com
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| Posted: Thu Nov 23, 2006 6:27 pm Post subject: Jim Pellien Crash |
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Amen
The NTSB report only says no fuel present they didn't say he didn't, he did, he should have, in other words anything other than that is pure conjecture and has no place here or any where. As far as me rethinking my fuel system since the crash.... I haven't and if I had to it was flawed from the start. Someone said he was flying at an unsafe altitude how the hell do you know that. Well, I'm done talking about this subject as we all should be. We know we are REQUIRED to check our fuel before flight and if we don't we shouldn't be behind the controls of an airplane, car or anything else. So Jim's crash didn't change the way I will do a preflight or the way I am building my fuel system because I do it by the book.
do not archive
[quote][b]
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