WICKENBURG, AZ, USA
N2660M
Cessna 180J
After taking off from Moreton Airpark, the pilot made a right turn to a southeasterly heading. He planned to fly down the Hassayampa riverbed before returning to Moreton. The pilot intended to demonstrate the hissing sound the aircraft made after being shutdown to the mechanic who was also onboard. This symptom had developed after the mechanic had installed new fuel bladders. They were discussing the aircraft symptom when he noticed a bright flash. Witnesses saw the aircraft flying down the Hassayampa riverbed about 10 feet agl. They described the weather at the time of the accident as clear and calm. Investigators found six aluminum electrical transmission lines spanning the Hassayampa riverbed had been broken. The lowest three wires were 24 feet higher than the riverbed at the lowest point. The next set of three wires was 3 feet higher. The wires were marked with an orange ball. Investigators found no mechanical discrepancies with the aircraft.
HISTORY OF FLIGHT On May 27, 1999, at 0710 hours mountain standard time, a Cessna 180J, N2660M, collided with electrical transmission lines and crashed in Wickenburg, Arizona. The aircraft was destroyed and the commercial rated pilot received serious injuries, while his private pilot rated passenger sustained fatal injuries. The aircraft was being operated as a personal flight under 14 CFR Part 91 by the pilot/owner when the accident occurred. The flight originated from the Moreton Airpark, Wickenburg, about 0700. Visual meteorological conditions prevailed at the time and no flight plan was filed. The pilot reported that he and his passenger had taken off from runway 31 at Moreton Airpark and had made a right turn to a southeasterly heading. Their intent was to fly down the Hassayampa riverbed before returning to Moreton. The purpose of the flight was to demonstrate to the passenger, who was also a certificated airframe and powerplant mechanic, a hissing sound the aircraft made after being shutdown. This symptom had developed after the mechanic installed new fuel bladders. After takeoff, the pilot said that they had climbed to between 3,000 and 3,500 feet msl, and were discussing the aircraft symptom when he noticed a bright flash. His next recollection was of talking to paramedics. A witness located near the accident site, reported seeing an aircraft flying down the Hassayampa riverbed about 10 feet agl. The aircraft then disappeared from view but a few seconds later she heard the sound of a crash. The wires were marked with an orange ball. Witnesses near the accident site described the weather at the time of the accident as clear and calm. PERSONNEL INFORMATION The owner/pilot of the aircraft works as an aviation insurance agent. The pilot stated that he does not allow anyone else to fly his aircraft. New fuel bladders were installed on November 11, 1998 AIRCRAFT INFORMATION A review of the aircraft maintenance records failed to disclose any discrepancies. The aircraft had been retrofitted with a four-point restraint system manufactured by the EDN Corporation. WRECKAGE AND IMPACT INFORMATION Safety Board investigators arrived at the accident site on May 27, 1999, near 55435 North Jack Burden Road. The site was located 5 miles from the departure airport and was on a magnetic bearing of 101 degrees from that location. The site elevation was estimated as about 2,400 feet msl. Upon their arrival, investigators noted that six aluminum electrical transmission lines that spanned the Hassayampa riverbed had been broken. The location of the wires was 33 degrees 59.90 minutes north latitude and 112 degrees 44.106 minutes west longitude. The lowest three wires were 24 feet higher than the riverbed at the lowest point. The next set of three wires was 3 feet higher. Finally, there was a set of two high-tension lines another 3 feet higher than the second set of transmission wires. Wreckage debris was strewn along a 971-foot path that led from the wires to the aircraft fuselage. The debris path was on a 114-degree magnetic bearing from the first point of impact with the wires extending to the aircraft's final point of rest. The fuselage was located at 33 degrees 59.053 minutes north latitude and 112 degrees 43.961 minutes west longitude. There was evidence of "oil canning" on the top of the cockpit. The right doorpost was also separated. The left front seat remained attached to the seat rail. The right front seat was separated from its seat rail. Both front seat restraint systems remained attached to their respective anchor points. The right wing was separated from the fuselage at the wing root and the fuel bladder was ruptured. The right horizontal stabilizer was also separated. The left wing remained attached to the fuselage. When the left wing was removed from the fuselage for recovery, investigators noted that several gallons of fuel were present in the bladder. The fuel was blue in color and had an odor consistent with 100-octane low lead (LL) aviation fuel. There was no evidence of contamination. All flight control surfaces were found, and control continuity was established from the cockpit to each surface. Horizontal indentations, consistent in size to the broken aluminum transmission lines, were found across the leading edge of both wing struts at about the same height. A broken section of aluminum wire was found wrapped around the top of the left strut. The horizontal stabilizer was found with the tab 5 degrees tab down. The aural stall warning failed to produce a sound when tested. The fuel venting system was examined. Both fuel tanks were equipped with vented fuel caps. All of the vent lines were free of obstructions to the free flow of air. According to the manufacture's representative, the flapper valves were properly installed in each tank. The valve hinges were incorrectly clocked. The hinges are to be positioned at the 12 o'clock position. The right flapper hinge was found at the 9 o'clock position and the left hinge was at the 6 o'clock position. The "O" ring was missing from the right flapper valve. These discrepancies; however, did not prevent the valves from allowing the flow of air. The propeller remained attached to the crankshaft propeller flange. There were marks on both blades and the spinner. The engine was separated from the airframe and all the supporting engine mounts were fractured. There were several holes in the oil sump. The alternator and oil cooler were also separated. The intake balance tube was crushed. The crankshaft was hand rotated and mechanical continuity was established from the propeller flange to the accessory section. The No. 1 and No. 5 valve covers were broken open, while the No. 4 valve cover was broken off. The remaining covers were removed and valve action was observed at each cylinder. A thumb compression check was performed with compression attained at all six cylinders. Both magnetos were examined, and when rotated by hand, produced a spark from their respective plug wires. All of the spark plugs exhibited wear patterns and coloration consistent with normal operation according to the Champion Spark Plugs Check-A-Plug chart. The carburetor and the right intake elbows were separated from the engine; however, the bowl contained fuel. The inlet screen was clean and there was no evidence of contamination. The mixture control was separated from the carburetor with visible impact marks. It was found in the "lean" position. The gascolator was separated from the firewall and was clean with no evidence of contamination. The fuel and vent lines were clear and unobstructed. The fuel selector was in the "both" position. MEDICAL AND PATHOLOGICAL INFORMATION The pilot received a broken arm, as well as lacerations and contusions. Toxicological examinations were not accomplished. SURVIVAL ASPECTS The occupiable space in the right forward side of the aircraft cabin was reduced vertically. ADDITIONAL INFORMATION At the completion of the on-site phase of the investigation on May 27, 1999, the wreckage was removed by Air Transport, Phoenix, Arizona, and placed in their storage facility. On July 20, 2000, the aircraft wreckage was released to Universal Loss Management, Grand Junction, Colorado, a representative of the registered owner. The Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) was personally delivered to the pilot/owner by a Safety Board investigator. During a followup telephone call from the same investigator, the pilot acknowledged receiving the report, but said that he did not complete and return it as requested. A second copy of the report was faxed to the recipient's office with the understanding that it would be completed with available information and faxed back to the Safety Board. As of the completion date of this accident report, a completed copy of the 6120.1/2 has not been received.
The pilot's failure to maintain altitude/clearance from ground obstacles. A factor was the pilot's diverted attention in this accident.
Source: NTSB Aviation Accident Database
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