Dallas, TX, USA
N4104B
Bellanca 17-30A
After takeoff and climb out in solid instrument meteorological conditions, the single-engine airplane experienced failures of flight/navigation instruments. The 1,050-hour pilot was attempting to maneuver the airplane using partial panel techniques. Radar data showed that the pilot appeared to be experiencing spatial disorientation. ATC controllers were alerted due to the fact that the airplane was making "left' turns" instead of right turns as advised. After being observed by several witnesses flying just below the lowest cloud layer (approximately 125 feet agl) the airplane impacted several homes in a residential neighborhood. Both homes and the airplane were destroyed by post-impact fire. One person who was located 1/2 miles from the accident site, witnessed the airplane flying overhead in an straight and level attitude approximately 125 feet above ground level (agl), slightly below a layer of clouds. Another person who was a private pilot and located about 1/2 miles from the accident site, stated that he heard an airplane engine that sounded "normal." After about 15 seconds, it sounded as if the airplane was maneuvering, because of the pitch change in the engine. According to this witness, the engine sounded like it was "making good power." The airplane was rapidly getting closer and sounded very low and fast. The witness stated, "at no time did I see the aircraft due to the weather conditions." The nearest automated surface observing station reported wind from 130 degrees at 6 knots, visibility 7/8 in mist, overcast at 100 feet. The temperature and dew point were reported as 17 degrees Celsius, and an altimeter setting of 30.20 inches of Mercury. Flight control continuity could not be verified due to impact damage. A fire extinguisher from the airplane was found with the handle lock pin missing and bottle fully discharged. The instrument panel was completely destroyed by post-impact fire. The vacuum pump was separated and the drive coupling was bent approximately 30-degrees. The unit was disassembled and the rotor vanes were observed to be in place and not damaged. The core element was cracked. The intake and exhaust pipes were separated; the exhaust pipes were separated aft of the mufflers. Examination revealed that the left side ball flange clamp had four washers on the bolt. The clamp was tight on the ball flange, and the tailpipe would not move on the ball flange. The exhaust pipes were separated on both sides of the left ball flange. Due to the extensive post-impact fire damage, it could not be concluded as to the cause of the pilot's reported loss of instruments during the flight. However, it was noted that the wire bundle that connects the instrument panel through the firewall were in close proximity to the muffler's exhaust flange, on the engine side of the firewall.
HISTORY OF FLIGHT On January 1, 2004, at 1004 central standard time, a Bellanca 17-30A single-engine airplane, N4104B, registered to and operated by the pilot, was destroyed when it impacted residential structures shortly after takeoff from Addison Airport (ADS), near Dallas, Texas. The instrument rated private pilot and his passenger sustained fatal injuries. Instrument meteorological conditions (IMC) prevailed and an instrument flight rules (IFR) flight plan was filed for the personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 9. The planned 277-nautical miles cross-country flight was destined for Amarillo International Airport (AMA) near Amarillo, Texas. According to air traffic control (ATC) data provided by the Federal Aviation Administration (FAA), the pilot was issued a clearance to AMA at 0945 via the Kingdom Five standard departure; however, the pilot was unclear about the instructions. The controller then re-explained the instructions, and the pilot read back the clearance correctly. At 0948, the pilot advised the tower that he had the Kingdom Four departure, not the Kingdom Five departure. The controller then re-read the clearance to the pilot again, and the pilot seemed confused about the radials. The controller re-read the radial information again, and the pilot stated, "I got it and am ready for takeoff." At 0952, the controller contacted regional departure and advised them to watch N4104B, since the pilot had trouble with his departure clearance. At 0956, the tower advised the pilot to contact regional departure, and the pilot acknowledged. The airplane departed ADS from runway 15 at 0957. After the aircraft departed ADS, the departure controller informed the pilot that he had lost the transponder beacon, and requested that the pilot recycle his transponder. At 0958, the departure controller advised the pilot that he had the transponder beacon again. At 1001:01, the pilot was instructed to turn right to a heading of 270 degrees. The pilot acknowledged and reported "....gyro has out gone out so I'm on partial panels." The departure controller advised the pilot that it looked like he was making a left turn, and instructed him to turn right. The pilot acknowledged. The controller advised ATC at Dallas Love Field (DAL) that he thought the pilot was disorientated because "he's doing left turns instead of right turns like he's suppose to be so watch out for him." At 1001:59, the pilot advised ATC that he was "gonna go ahead and ease it around to the right till I get to two forty degrees." At 1002:07, the pilot stated, "I'm getting ah starting to get oriented to the partial panel here." There were no further communications with N4104B, and radar contact was lost. The airplane impacted a private residence on a northeasterly heading, slid across a residential street, and impacted two vehicles in the garage of a second private residence. The airplane and both residences were destroyed by post-impact fire. There were no reported ground injuries. Details of the approximate last minute radar data follow. All times are given in central standard time (CST). Altitudes are given in feet above mean sea level (msl). Time Altitude Heading Ground Speed 1001:05 2,800 140 deg 111 knots 1001:09 2,800 117 deg 120 knots 1001:14 2,800 108 deg 120 knots 1001:19 3,000 110 deg 115 knots 1001:23 3,100 105 deg 111 knots 1001:28 3,100 088 deg 111 knots 1001:33 unknown 067 deg 118 knots 1001:37 2,800 042 deg 136 knots 1001:42 unknown 035 deg 144 knots 1001:47 2,800 025 deg 155 knots 1001:51 3,000 023 deg 157 knots 1001:56 3,100 027 deg 157 knots 1002:00 3,200 030 deg 155 knots 1002:05 3,200 043 deg 153 knots 1002:09 3,200 058 deg 153 knots 1002:14 3,000 072 deg 149 knots The last discernable radar return was approximately 32 degrees, 53 minutes north latitude, and 096 degrees, 46 minutes west latitude, and at an unknown altitude, on a heading of 091 degrees and 148 knots. Eight witnesses in the vicinity of the accident site who either heard or observed the airplane prior to impact, where interviewed by or provided written statements to the NTSB investigator-in-charge. The witnesses (by number) are depicted on a diagram showing their respective locations relative to the accident site. The diagram is attached to this report. Witness #1, a frequent "plane watcher" and private pilot, provided a written statement to the NTSB investigator-in-charge (IIC). The witness stated that his house, located 2.11 miles west of the accident site, is almost under the Runway 33 approach path into ADS and the downwind leg to DAL, so airplanes flying above his house was normal. Just before 1000, he heard an aircraft with a high performance engine fly over or near his home at an altitude that "seemed" to be lower than normal; since the sound was louder than normal. Several seconds later, he heard the airplane fly over or near the house again. He went out into the backyard to see if he could see the airplane, but couldn't because of the low ceiling and limited visibility. He thought the airplane might be circling and remembered wondering why he would be doing that at a low altitude and in that weather. As the noise seemed to lessen, he heard another plane's engine and thought the first plane could possibly be maneuvering for sequencing into ADS. Several seconds later, while still in the backyard, he heard the first plane a third time, as loudly as the first and second times. The engine seemed to be running at high RPM's, but smoothly. It sounded like the airplane was again maneuvering, or circling. The witness stated that he remembered thinking the pilot must be lost. The sound seemed to fade slightly, and then it came back as loud as ever. The witness remembered thinking that the plane sounded like it was pulling out of a loop or similar high-speed maneuver. The sound, clearly coming from the east, got louder and louder, then abruptly stopped with a faint "pop, pop" sound. The witness stated again that the airplane "clearly" came over or near his house three separate times, and the engine "seemed" to be running smoothly each time. Witness#2, located approximately .5 miles west of the accident site was interviewed by the IIC and reported observing the airplane flying overhead in an straight and level attitude approximately 125 feet above ground level (agl), slightly below the layer of clouds. Witness#3, who resided approximately .2 miles west of the accident site, stated that she had stepped outside and was standing on the back patio, when she "heard the loud noise of a small plane going full throttle - racing, full speed overhead." She looked up but could not see anything, even though from the noise, the airplane sounded low. She heard two "popping noises - like a car backfiring." Then not hearing anything else, she stepped back inside her house. After a few minutes, she returned outside, in front of her house. When she looked to the east, she saw flames coming from the end of the block, on the north side of the street. She stated that she never heard what she would recognize as an explosion, a "boom" sound, nor was she aware of any shaking of her house. Walking back inside her house, she observed a sizeable piece of glass in the middle of her neighbor's front yard. Witness #'s 4 and 5, who resided approximately .2 miles west of the accident site, reported hearing the sound of an engine pass overhead, at a low altitude, followed by a "loud boom." The impact was "hard enough to rattle windows." The witnesses reported hearing the noise, but it was too "cloudy" to see anything. Witness #6, was located approximately 80 yards north of the accident site. At the time of the accident, he was jogging towards the location of the accident, and reported hearing the airplane's engine "humming." He saw the airplane strike the first house eastbound. The witness stated that he saw the fire "stretch" from the house on Currin (the impact point), 20-25 yards north of Currin, across St. Judes. He saw parts of the airplane cross St. Judes into the 7100 block of Currin, the north side. The witness observed the fire engulf the house west of St. Judes, on the north side of Currin, and observed smoke engulf the house located on the eastside of St. Judes, the north side of Currin. Witness #7 was interviewed and provided a statement to the IIC. At the time of the accident, she was inside her house, located across the street from the accident site, and heard a "cranking" noise. She observed smoke coming from the tail section of the airplane prior to impact. Due to the cloudy weather conditions, she could only see the tail section; however, stated that she heard a "bang." Witness #8, a private pilot, resided approximately .58 of a mile northeast of the accident site, and was outside of his house at the time of the accident. He stated that he heard an airplane engine that sounded "normal." After about 15 seconds, it sounded as if the airplane was maneuvering, because of the pitch change in the engine. According to the witness, "it [the engine] still sounded like it was making good power." The airplane was rapidly getting closer and sounded very low and fast. Right before he heard the impact, the "engine was still at a very high power level and the airspeed sounded to be very high." This was followed by two impacts in rapid succession and he felt the percussion. The witness stated, "at no time did I see the aircraft due to the weather conditions. At no time did the engine sound seem to be faulty or cutting in or out." PERSONNEL INFORMATION The pilot held a private pilot certificate with airplane single-engine land and instrument airplane ratings. The pilot was issued his most recent third-class medical certificate on May 30, 2001, with limitations stated "must wear corrective lenses." At the time of his last medical application, the pilot reported to have accumulated a total of 1,050 hours. The pilot's personal flight logbooks were not recovered. AIRCRAFT INFORMATION The 1975 model Bellanca 17-30A, serial number 75-30776, was a single-engine, low-wing retractable landing gear monoplane with an all wood wing construction and a fabric covered steel-tube fuselage, configured for a maximum of four occupants. The airplane was powered by a Continental IO-520-K series engine (serial number 557201), rated at 300 horsepower, driving a three bladed Hartzell constant speed propeller (model HC-C3YF-1RF). The airplane was registered to the current owner on January 30, 1989. The airframe and engine logbooks were damaged by post-impact fire. Review of the airframe logbooks revealed that an annual inspection of the airplane was completed on September 10, 2003, at a total airframe time of 2,104.5 hours. The exact total time of the airframe at the time of the accident could not be retrieved due to impact damage to the Hobbs meter and tachometer. The last airframe logbook entry on October 23, 2003, stated that new brushes in the landing gear motor were installed. The airframe total time as of this entry was 2,120 hours. According to the engine logbook, the engine was overhauled on October 23, 1990, and had accumulated a total time of 562.5 hours since the major overhaul. An annual inspection of the engine was completed on September 10, 2003 at a total engine time of 2,104.5 hours. METEOROLOGICAL INFORMATION At 0028, the pilot contacted the Fort Worth Flight Service Station (AFSS), Fort Worth, Texas, and requested and received a standard weather briefing for a flight from ADS to AMA. The pilot filed an IFR flight plan for a 0730 departure the following morning from ADS direct to AMA, at an altitude of 4,000 feet msl. At 0914, the pilot contacted Fort Worth AFSS and received a standard weather briefing for an IFR flight from ADS to AMA. The briefer informed the pilot that an AIRMET for icing conditions in the Wichita Falls area was in affect, and that a weather advisory was in affect for low IFR conditions in the vicinity of Waco, Texas. There were no notices to airmen (NOTAMs) issued. At this time, weather reported at ADS was wind from 130 degrees at 3 knots, visibility 7/8 in mist, with overcast skies at 200 feet. The temperature and dew point were reported as 15 degrees Celsius. The automated surface observing station ADS at 0957 reported wind from 130 degrees at 6 knots, visibility 7/8 in mist, overcast at 100 feet. The temperature and dew point were reported as 17 degrees Celsius, and an altimeter setting of 30.20 inches of Mercury. The IIC calculated the pressure altitude at 386 feet and the density altitude at 775 feet. COMMUNICATIONS The following are excerpts of radio transmissions between the pilot and Dallas-Fort Worth Terminal Radar Approach Control (TRACON), Dallas South (DS) position for the time period from January 1, 2004, 0947 to 1011. The times have been converted from coordinated universal time to central standard time. Agencies Making Transmissions: Abbreviations: Addison ATCT, Local Control ADS DFW TRACON, Dallas South DS Bellanca N4104B N4104B Dallas ATCT, Local Control DAL Mooney N52Q N52Q 0952:18 ADS I'm getting ready to roll a prop here this guy never did read his clearance back right and he finally just told me I've got it so ah I don't know what you're going to get out of him 0957:02 N4104B departure this is bellanca four one zero four bravo thru seventeen hundred for two thousand 0957:09 DS bellanca four one zero four bravo departure I've lost the transponder recycle your transponder climb and maintain four thousand report reaching four thousand 0957:16 N4104B climb and maintain four 0957:51 DS bellanca four one bravo still no transponder say altitude leaving 0957:56 N4104B zero four bravo ah no transponder ah let me squawk and see if anything happens 0958:03 DS what altitude are you leaving sir 0958:05 N4104B ah leaving ah two thousand four 0958:27 DS bellanca zero four bravo turn right heading two two zero 0958:31 N4104B roger right heading two two zero 0958:58 DS bellanca zero four bravo I have the transponder again give me your best rate of climb through three thousand please 0959:02 N4104B climbing ah thru three thousand 0959:58 DS bellanca zero four bravo turn right heading two four zero 1000:01 N4104B right heading two four zero 1001:01 DS bellanca zero four bravo turn right heading two seven zero 1001:04 N4104B right heading two seven zero ah my gyro has out gone out so I'm on partial panels 1001:15 DS alright looks like your making a left turn, turn right bellanca zero four bravo 1001:19 N4104B roger right to two four zero 1001:31 DS love north south everything over here 1001:33 DAL yes sir love in tower 1001:34 DS that bellanca zero four bravo out to the north 1001:36 DAL yes sir 1001:40 DS I think he's disorientated he's doing left turns instead of right turns like he's suppose to be so watch out for him 1001:40 DAL ok alright 1001:41 DS alright 1001:45 DS bellanca zero four bravo what is your altitude 1001:47 N4104B altitude is ah three thousand going to ah four 1001:59 N4104B roger I'm gonna go ahead and ease it around to the right till I get to two forty degrees 1002:07 N4104B and I'm starting to get oriented to the partial panel here 1002:35 DS addison north I had to turn that mooney away from that bellanca he's descending to two going to turn him westbound over the top of you is that alright 1002:40 ADS that's approved 1002:41 DS thank you 1002:45 DS bellanca zero four bravo turn right heading two seven zero can you do that ok 1002:58 DS bellanca four one zero four bravo departure 1003:14 DS bellanca four one zero four bravo departure 1003:26 DS bellanca four one zero four bravo departure 1003:37 DS bellanca four one zero four bravo departure 1004:04 DS bellanca four one zero four bravo departure 1004:4 DS bellanca zero four bravo approach 1004:44 DS mooney five two quebec turn left heading two two zero and i need you to do me a favor 1004:48 N52Q two zero tell me five two quebec 100
The failure of flight/navigation instruments while in instrument meteorological conditions (in-cloud flight and low ceilings) resulting in spatial disorientation. A contributing factors was the prevaling instrument meteorological conditions (low ceiling and in-cloud flight)
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
