X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 31 Aug 2009 07:19:09 -0400 Message-ID: X-Original-Return-Path: Received: from QMTA11.emeryville.ca.mail.comcast.net ([76.96.27.211] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3829895 for lml@lancaironline.net; Mon, 31 Aug 2009 00:23:45 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.27.211; envelope-from=j.hafen@comcast.net Received: from OMTA03.emeryville.ca.mail.comcast.net ([76.96.30.27]) by QMTA11.emeryville.ca.mail.comcast.net with comcast id araH1c0030b6N64ABsMMes; Mon, 31 Aug 2009 04:21:21 +0000 Received: from [10.0.1.196] ([98.247.30.133]) by OMTA03.emeryville.ca.mail.comcast.net with comcast id asP81c00B2sKoey8PsP9vF; Mon, 31 Aug 2009 04:23:09 +0000 User-Agent: Microsoft-Entourage/12.17.0.090302 X-Original-Date: Sun, 30 Aug 2009 21:23:06 -0700 Subject: An interesting read for those who breath oxygen aloft From: John Hafen X-Original-To: Lancair Mailing List X-Original-Message-ID: Thread-Topic: An interesting read for those who breath oxygen aloft Thread-Index: AcopKvRy6sDTsZO9TjyaOsOLnZTA6AAni1IgAApmxYI= In-Reply-To: Mime-version: 1.0 Content-type: multipart/alternative; boundary="B_3334512188_5304295" > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. --B_3334512188_5304295 Content-type: text/plain; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable > Make sure you have enough of it: > =20 >=20 > This is an interesting read for those who breath oxygen aloft. > =20 > =20 > =20 > NTSB Identification: ERA09FA429 > 14 CFR Part 91: General Aviation > Accident occurred Thursday, July 30, 2009 in Ravenswood, WV > Aircraft: CIRRUS SR-22, registration: N581DS > Injuries: 1 Fatal. > This is preliminary information, subject to change, and may contain error= s. > Any errors in this report will be corrected when the final report has bee= n > completed.=20 >=20 > On July 30, 2009, at 2149 eastern daylight time, a Cirrus SR-22, N581DS, = was > destroyed when it impacted terrain in Ravenswood, West Virginia. The > certificated airline transport pilot, the sole occupant, sustained fatal > injuries. Instrument meteorological conditions prevailed, and an instrume= nt > flight rules flight plan was filed for the Title 14 Code of Federal > Regulations Part 91, personal flight. The flight originated from York > Municipal Airport (JYR), York, Nebraska, about 1840, and according to the > flight plan, was bound for Eagle Creek Airpark (EYE), Indianapolis, India= na. >=20 > According to the non-pilot owner of the airplane, he and the accident pil= ot > completed the flight from EYE to JYR at 25,000 feet while breathing > supplemental oxygen from the on-board oxygen system. The pilot then depar= ted > on the return flight to EYE. The oxygen system was not serviced prior to > departure, but was going to be serviced at EYE "on Monday." >=20 > According to preliminary information from the Federal Aviation Administra= tion > (FAA), and data downloaded from the Recoverable Data Module (RDM), the fl= ight > was incrementally cleared by air traffic control (ATC) to climb to 25,000 > feet. At 1857, the flight was cleared to climb from 22,000 feet and to > maintain 23,000 feet. The pilot acknowledged the instruction, but the > controller noted that his voice had changed, and had taken on a "helium/M= ickey > Mouse" quality. >=20 > At 1905, the pilot announced that he was climbing to 26,000 feet. ATC had > cleared the pilot to 25,000 feet and noted that the pilot was "stepping a= ll > over himself." Later, the pilot was given a vector to avoid traffic, whic= h the > pilot acknowledged, but when instructed to proceed on course, the pilot's > response was "unreadable." At 1925, the pilot requested a descent to 12,0= 00 > feet, and "sounds in distress and out of breath." >=20 > The flight was first cleared to descend to 24,000 feet, which the pilot > acknowledged, and then at 1927, the pilot was instructed to descend to 12= ,000 > feet and was issued the altimeter setting. The pilot acknowledged the cal= l and > repeated the altimeter setting. However, the airplane maintained cruise f= light > at 25,000 feet. >=20 > ATC attempted to contact the pilot for approximately 6 minutes before the > pilot responded with, "Go ahead." The airplane was again issued a clearan= ce > down to 12,000 feet and instructed to "begin your descent." An airline pi= lot > on the frequency commented that the accident pilot sounded "incoherent." = The > last radio transmission received from the airplane, at 1937, was the "pil= ot's > labored breathing." At 2051, the airplane crossed directly over EYE, at 2= 5,000 > feet, and maintained its on-course heading. >=20 > The airplane continued in cruise flight at 25,000 feet until 2146, when e= ngine > power and fuel flow parameters dropped to zero, and engine cylinder head = and > exhaust gas temperatures dropped significantly. A brief simulation of fli= ght > instruments for the final minutes of the flight showed the airplane incre= asing > nose-up pitch and decelerating at 25,000 feet until a sharp, descending l= eft > spiral was entered. The instruments then depicted a random string of spir= aling > left and right turns and 360-degree rotations around the roll axis before= the > data stream was lost. >=20 > The Ohio Air National Guard launched F-16 Fighting Falcon jets in pursuit= of > the accident airplane, but the Air Force pilots were unable to gain the p= ilots > attention visually or by radio. They noted that the pilot appeared > "unconscious" at the flight controls. The Air Force jets remained with th= e > airplane until it departed controlled flight, and descended into terrain. >=20 > A review of FAA records revealed that the pilot held an airline transport > pilot certificate with ratings for single engine and multiengine land > airplanes; flight instructor certificates for airplane single engine, > multiengine, and instrument airplane; and a commercial pilot certificate = for > rotorcraft and single engine seaplanes. Additionally, he held a Learjet t= ype > rating. The pilot reported 18,500 hours of total flight experience on his= most > recent application for a Federal Aviation Administration first-class medi= cal > certificate, which was issued on July 14, 2009. >=20 > The pilot's logbook was not immediately recovered, but a review of an > insurance renewal form dated July 23, 2009 revealed that the pilot report= ed > 18,700 total hours of flight experience, 500 hours of which were in make = and > model. >=20 > According to FAA records and a conversation with the owner, the airplane = was > manufactured in 2008, and had accrued approximately 500 total aircraft ho= urs. > The most recent annual inspection was completed on July 22, 2009, at 433.= 5 > total aircraft hours. >=20 > At 2153, the weather reported at Mid-Ohio Valley Regional Airport (PKB), > Parkersburg, West Virginia, located approximately 30 miles northeast of t= he > accident site, included winds from 170 degrees at 3 knots, and 2 =BD statut= e > miles visibility in mist. There were scattered clouds at 1,600 feet and 2= ,600 > feet, and a broken ceiling at 3,800 feet. The temperature was 22 degrees > Celsius (C), the dew point was 21 degrees C, and the altimeter setting wa= s > 29.93 inches of mercury. >=20 > The airplane was examined at the site in mountainous terrain on July 31, = 2009. > There was an odor of fuel, and all major components were accounted for at= the > scene. The wreckage path was oriented approximately 115 degrees magnetic,= was > about 550 feet long, and widened along its length to a width of approxima= tely > 150 feet. The first 200 feet of the wreckage path was on the down slope o= f an > open pasture, at the top of a wooded ridgeline. The remainder of the wrec= kage > path was distributed down a steep, heavily wooded incline to a creek bed. >=20 > A large area of grass just beyond the initial ground scar, and trees alon= g the > wood line, exhibited browning of the foliage consistent with exposure to = fuel. > The airplane was significantly fragmented and scattered over the entire a= rea. > Fragments associated with the engine, propeller blades, and the flight co= ntrol > system were accounted for along the entire length of the wreckage path. T= he > primary flight and multi-function displays were destroyed and impossible = to > identify. The Cirrus Airframe Parachute System (CAPS) was deployed due to > impact forces.=20 >=20 > The Recoverable Data Module (RDM) and components from the airplane's > supplemental oxygen system were retained for examination at the National > Transportation Safety Board (NTSB) materials and flight recorders > laboratories. >=20 >=20 --B_3334512188_5304295 Content-type: text/html; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable An interesting read for those who breath oxygen aloft
Make sure you have enough of it:<= FONT FACE=3D"Tahoma, Verdana, Helvetica, Arial"> =

This is an i= nteresting read for those who breath oxygen aloft.  
 
 
NTSB Identification: ERA09FA429
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 30, 2009 in Ravenswood, WV
Aircraft: CIRRUS SR-22, registration: N581DS
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 July 30, 2009, at 2149 eastern daylight time, a Cirrus SR-22, N581DS, wa= s destroyed when it impacted terrain in Ravenswood, West Virginia. The certi= ficated airline transport pilot, the sole occupant, sustained fatal injuries= . Instrument meteorological conditions prevailed, and an instrument flight r= ules flight plan was filed for the Title 14 Code of Federal Regulations Part= 91, personal flight. The flight originated from York Municipal Airport (JYR= ), York, Nebraska, about 1840, and according to the flight plan, was bound f= or Eagle Creek Airpark (EYE), Indianapolis, Indiana.

According to the non-pilot owner of the airplane, he and the accident pilot= completed the flight from EYE to JYR at 25,000 feet while breathing supplem= ental oxygen from the on-board oxygen system. The pilot then departed on the= return flight to EYE. The oxygen system was not serviced prior to departure= , but was going to be serviced at EYE "on Monday."

According to preliminary information from the Federal Aviation Administrati= on (FAA), and data downloaded from the Recoverable Data Module (RDM), the fl= ight was incrementally cleared by air traffic control (ATC) to climb to 25,0= 00 feet. At 1857, the flight was cleared to climb from 22,000 feet and to ma= intain 23,000 feet. The pilot acknowledged the instruction, but the controll= er noted that his voice had changed, and had taken on a "helium/Mickey = Mouse" quality.

At 1905, the pilot announced that he was climbing to 26,000 feet. ATC had c= leared the pilot to 25,000 feet and noted that the pilot was "stepping = all over himself." Later, the pilot was given a vector to avoid traffic= , which the pilot acknowledged, but when instructed to proceed on course, th= e pilot's response was "unreadable." At 1925, the pilot requested = a descent to 12,000 feet, and "sounds in distress and out of breath.&qu= ot;

The flight was first cleared to descend to 24,000 feet, which the pilot ack= nowledged, and then at 1927, the pilot was instructed to descend to 12,000 f= eet and was issued the altimeter setting. The pilot acknowledged the call an= d repeated the altimeter setting. However, the airplane maintained cruise fl= ight at 25,000 feet.

ATC attempted to contact the pilot for approximately 6 minutes before the p= ilot responded with, "Go ahead." The airplane was again issued a c= learance down to 12,000 feet and instructed to "begin your descent.&quo= t; An airline pilot on the frequency commented that the accident pilot sound= ed "incoherent." The last radio transmission received from the air= plane, at 1937, was the "pilot's labored breathing." At 2051, the = airplane crossed directly over EYE, at 25,000 feet, and maintained its on-co= urse heading.

The airplane continued in cruise flight at 25,000 feet until 2146, when eng= ine power and fuel flow parameters dropped to zero, and engine cylinder head= and exhaust gas temperatures dropped significantly. A brief simulation of f= light instruments for the final minutes of the flight showed the airplane in= creasing nose-up pitch and decelerating at 25,000 feet until a sharp, descen= ding left spiral was entered. The instruments then depicted a random string = of spiraling left and right turns and 360-degree rotations around the roll a= xis before the data stream was lost.

The Ohio Air National Guard launched F-16 Fighting Falcon jets in pursuit o= f the accident airplane, but the Air Force pilots were unable to gain the pi= lots attention visually or by radio. They noted that the pilot appeared &quo= t;unconscious" at the flight controls. The Air Force jets remained with= the airplane until it departed controlled flight, and descended into terrai= n.

A review of FAA records revealed that the pilot held an airline transport p= ilot certificate with ratings for single engine and multiengine land airplan= es; flight instructor certificates for airplane single engine, multiengine, = and instrument airplane; and a commercial pilot certificate for rotorcraft a= nd single engine seaplanes. Additionally, he held a Learjet type rating. The= pilot reported 18,500 hours of total flight experience on his most recent a= pplication for a Federal Aviation Administration first-class medical certifi= cate, which was issued on July 14, 2009.

The pilot's logbook was not immediately recovered, but a review of an insur= ance renewal form dated July 23, 2009 revealed that the pilot reported 18,70= 0 total hours of flight experience, 500 hours of which were in make and mode= l.

According to FAA records and a conversation with the owner, the airplane wa= s manufactured in 2008, and had accrued approximately 500 total aircraft hou= rs. The most recent annual inspection was completed on July 22, 2009, at 433= .5 total aircraft hours.

At 2153, the weather reported at Mid-Ohio Valley Regional Airport (PKB), Pa= rkersburg, West Virginia, located approximately 30 miles northeast of the ac= cident site, included winds from 170 degrees at 3 knots, and 2 ∏ statu= te miles visibility in mist. There were scattered clouds at 1,600 feet and 2= ,600 feet, and a broken ceiling at 3,800 feet. The temperature was 22 degree= s Celsius (C), the dew point was 21 degrees C, and the altimeter setting was= 29.93 inches of mercury.

The airplane was examined at the site in mountainous terrain on July 31, 20= 09. There was an odor of fuel, and all major components were accounted for a= t the scene. The wreckage path was oriented approximately 115 degrees magnet= ic, was about 550 feet long, and widened along its length to a width of appr= oximately 150 feet. The first 200 feet of the wreckage path was on the down = slope of an open pasture, at the top of a wooded ridgeline. The remainder of= the wreckage path was distributed down a steep, heavily wooded incline to a= creek bed.

A large area of grass just beyond the initial ground scar, and trees along = the wood line, exhibited browning of the foliage consistent with exposure to= fuel. The airplane was significantly fragmented and scattered over the enti= re area. Fragments associated with the engine, propeller blades, and the fli= ght control system were accounted for along the entire length of the wreckag= e path. The primary flight and multi-function displays were destroyed and im= possible to identify. The Cirrus Airframe Parachute System (CAPS) was deploy= ed due to impact forces.

The Recoverable Data Module (RDM) and components from the airplane's supple= mental oxygen system were retained for examination at the National Transport= ation Safety Board (NTSB) materials and flight recorders laboratories.

=
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