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19950106005829I

Incident
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FAA incident report · Israel 1121B · New Orleans, LA · January 6, 1995

FAA Aviation Safety Information Portal

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Date
January 6, 1995 · 12:35 local
Place
New Orleans, LA
Phase of flight
Normal Cruise
Operating rules
General operating rules (Part 91)
Aircraft
N122ST
Reported as
Israel 1121B
People aboard
5
Fatal injuries
0
Pilot’s flight hours
24,000 total500 in this make and model90 in the last 90 days
N122STRegistration cancelled Feb 16, 2017 · Aero Commander 1121BS/N 122 · Built 1967Airframe modelAero Commander 1121BEngine modelGE CJ610-5&6Turbo-jet

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Narrative: the aircraft was level at FL350 encountering light icing and occasional light to moderate turbulence. Requested and was cleared to FL390. After level-off, the crew noticed airspeed slowly increase from mach .63 to .70 and power was reduced and airspeed continued to increase to mach .74 and power was further reduced. The aircraft was still encountering light to moderate turbulence. The copilot noticed discrepancy between the left and right airspeed indicators. As the discrepancy was being discussed, both engines lost power and an emergency was declared. As the aircraft descended, it was noted that the left engine had approximately 10 percent. The right engine was restarted at approximately 16,000 feet mean sea level and the left engine was brought up to operating power. A diversion was successfully made to New Orleans, Louisiana. It was later determined that residue found in the pilot's pitot system may have caused the inaccurate airspeed indication. The slow actual speed combined with the turbulence may have caused interrupted airflow to the engines, causing the loss of power.

As the FAA filed it

NARRATIVE: THE AIRCRAFT WAS LEVEL AT FL350 ENCOUNTERING LIGHT ICING AND OCCASIONAL LIGHT TO MODERATE TURBULENCE. REQUESTED AND WAS CLEARED TO FL390. AFTER LEVEL-OFF, THE CREW NOTICED AIRSPEED SLOWLY INCREASE FROM MACH .63 TO .70 AND POWER WAS REDUCED AND AIRSPEED CONTINUED TO INCREASE TO MACH .74 AND POWER WAS FURTHER REDUCED. THE AIRCRAFT WAS STILL ENCOUNTERING LIGHT TO MODERATE TURBULENCE. THE COPILOT NOTICED DISCREPANCY BETWEEN THE LEFT AND RIGHT AIRSPEED INDICATORS. AS THE DISCREPANCY WAS BEING DISCUSSED, BOTH ENGINES LOST POWER AND AN EMERGENCY WAS DECLARED. AS THE AIRCRAFT DESCENDED, IT WAS NOTED THAT THE LEFT ENGINE HAD APPROXIMATELY 10 PERCENT. THE RIGHT ENGINE WAS RESTARTED AT APPROXIMATELY 16,000 FEET MEAN SEA LEVEL AND THE LEFT ENGINE WAS BROUGHT UP TO OPERATING POWER. A DIVERSION WAS SUCCESSFULLY MADE TO NEW ORLEANS, LOUISIANA. IT WAS LATER DETERMINED THAT RESIDUE FOUND IN THE PILOT'S PITOT SYSTEM MAY HAVE CAUSED THE INACCURATE AIRSPEED INDICATION. THE SLOW ACTUAL SPEED COMBINED WITH THE TURBULENCE MAY HAVE CAUSED INTERRUPTED AIRFLOW TO THE ENGINES, CAUSING THE LOSS OF POWER.