# NTSB ERA10LA050: Grumman Aircraft ENG G-111, N120FB, Ft Pierce, FL, November 5, 2009 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: November 5, 2009, 15:34 local (20:34 UTC) - Place: Ft Pierce, FL - Coordinates: 27.495, -80.368057 - Nearby events: https://openairdocs.org/map.md?lat=27.4950&lon=-80.3681&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 1 minor, 2 uninjured - Status: Completed, report July 18, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 75014 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA050 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/75014/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=75014 - Page: https://openairdocs.org/ntsb/ERA10LA050 ## Probable cause A total loss of left engine power and subsequent failure of the airplane to maintain airspeed and altitude on the remaining engine for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=3950410), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=3950410), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=3950410), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=3950410), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=3950410), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=3950410), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Unknown or undetermined](https://openairdocs.org/ntsb-events/000); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=3950410), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=3950410), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Grumman Aircraft ENG G-111, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=3950410), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot stated that during the landing gear retraction he heard a loud bang, followed by three to four smaller bangs. The first officer confirmed that the left engine was the affected engine and immediately began feathering the propeller. Once the propeller had been feathered, the captain confirmed the action by looking outside and noticing the propeller in the feathered position. The captain further reported that the right engine was producing the maximum power available and was indicating 55 inches of manifold pressure. Unable to achieve airspeed of greater than 95 to 96 knots indicated, the captain attempted to return to the airport for an emergency landing; however, he was unable to maintain altitude and attempted to land on an airport perimeter road, impacting the airport fence and a sand berm in the process. A cursory examination of the engine and system components revealed no evidence of a preimpact mechanical malfunction. ## Factual narrative On November 5, 2009, about 1534 eastern standard time, a Grumman G-111, N120FB, was substantially damaged during a forced landing, following a total loss of power in the left engine shortly after takeoff from St. Lucie County International Airport (FPR), Ft. Pierce, FL. Day visual meteorological conditions prevailed, and no flight plan had been filed. The intended destination for the flight was Okeechobee County Airport (OBE), Okeechobee, FL. The two pilots received no injuries and one additional crew member received minor injuries. The ferry flight was conducted under Title 14 Code of Federal Regulations Part 91. An eyewitness reported seeing the airplane depart from runway 32 and become airborne near the intersection of taxiway "C7." While the witness observed the landing gear begin to retract, the left engine began emitting several "loud pops" then white colored smoke began to discharge from the exhaust. The witness reported hearing an increase in engine noise and observed the airplane begin a left turn. The airplane then impacted terrain, went through an airport boundary fence, and came to rest near an airport service road. Upon arrival at the accident location, the witness observed fuel coming out of the right wing and assisted the occupants in exiting the airplane. In an interview with the Safety Board the captain reported that while on the runway preparing for takeoff, they advanced the power levers to achieve 30 inches of manifold pressure, checked all the engine gauges, then advanced the power levers to 40 inches of manifold pressure, released the brakes, and "preformed a normal takeoff." During the initial climb, the captain commanded the gear to be retracted, shortly after the gear handle was placed in the "UP" position; he heard a loud "bang followed by three to four smaller bangs." The captain commanded the checklist to be run for an engine failure in flight. The first officer confirmed that the left engine was the affected engine and immediately began feathering the propeller. Once the propeller had been feathered, the captain confirmed the action by looking outside and noticing the propeller in the feather position. According to the first officer the airspeed had "stagnated around 95 knots" and he increased the power levers to 52 inches of manifold pressure. The airplane still did not accelerate and was turning slightly to the left, the airplane continued to turn slightly to the left as though they were "on the backside of the power curve." Unable to achieve an airspeed of greater than 95 ¬to 96 knots indicated, the crew confirmed that the gear and flaps were in the retracted or "UP" position; however, the captain was unable to center the slip/skid indicator completely. During the attempt to return to the airport for an emergency landing the airplane was unable to maintain altitude and the captain attempted to land on an airport perimeter road, impacting an airport fence and a sand berm in the process. After the airplane came torest, the captain shut down the engines, fuel pumps, and other items required to secure the airplane. As he exited the aircraft, he saw fuel coming out of the right wing onto the ground. The airplane had been fueled on October 29, 2009 with 284 gallons of 100LL aviation fuel. The captain further reported that both engines had approximately 3 hours since overhaul and that the airplane's takeoff weight was approximately 27,100 pounds. The Federal Aviation Administration (FAA) inspector that responded to the accident scene reported the left engine propeller was in the feathered position, the right engine exhibited little damage, approximately 150 gallons of fuel was removed from the left fuel tanks and fuel samples were taken from both engines. The fuel samples indicated 100LL fuel and contained no water or contaminants present. The right wing tank had been breeched during the accident sequence and there was no fuel present, however an estimated 150 gallons of fuel had spilled on the ground under the right wing. Control continuity was unable to be verified due to the damage to the underside of the airplane. A cursory examination of the engine and system components by the FAA inspector revealed no evidence of preimpact mechanical malfunction. The inspector calculated that the maximum allowable takeoff weight was 30,605 pounds. According to the captain, age 58, and FAA records, he held an airline transport pilot certificate, with ratings for single-engine land and sea, multiengine land and sea, including a type rating for the accident airplane. His most recent FAA first-class medical was issued January 22, 2009. The pilot reported 9,095 total hours of flight experience, 14 total hours of flight experience in the accident airplane make and model, and 3 total hours of flight experience as pilot in command in the accident airplane make and model. According to the First Officer, age 70, and FAA records, he held an airline transport pilot certificate, with ratings for airplane multiengine land and sea including a type rating for the accident airplane, a commercial pilot certificate with a rating for airplane single-engine land and rotorcraft-gyroplane, and a private pilot certificate with a rating for glider. His most recent FAA first-class medical was issued October 6, 2009. He reported a total flight time of 11,500 hours of flight experience. The airplane was issued an airworthiness certificate by the FAA on July 21, 1983 and was registered to the owner on October 1, 2007. It was equipped with two Curtiss-Wright engines that had undergone major overhauls on February 29, 2008. An entry dated October 12, 2009 indicated that the airframe had a total time in service of 3,747.1 hours and the engines had 3.1 hours since major overhaul. On November 5, 2009 the airplane was issued a special flight permit to conduct the flight to OBE. The 1553 recorded weather observation at FPR included winds from 360 degrees at 9 knots with gusts of 14 knots; visibility 10miles, broken cloud layer at 4,000 feet above ground level, temperature 25 degrees C, dew point 16 degrees C, altimeter of 30.11 inches of mercury. ## Aircraft - Registration: [N120FB](https://openairdocs.org/deregistered/N120FB-2013-04-30), registration cancelled 2013-04-30, S/N 7243, built 1953 (OpenAirDocs) - Reported make and model: GRUMMAN AIRCRAFT ENG CORP G-111 - Registry model: [Grumman Aircraft ENG G-111](https://openairdocs.org/model/grumman-aircraft-eng-g-111) (registry code 3950410) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane - Serial number: 7243 - Airframe hours: 3747 - Engines: Curtiss Wright R1820-982C9HE 1475 horsepower reciprocating; Curtiss Wright R1820-982C9HE 1475 horsepower reciprocating - Damage: Substantial damage - Flight: Ferry, Part 91 - Operator: Albatross Adventures Inc Trustee - Registered owner: Albatross Adventures Inc Trustee - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, October 12, 2009, 0 hours before - Departed: FPR, Ft Pierce, FL - Destination: OBE, Okeechobee, FL - Airport: FPR, St. Lucie County International, runway 32, 4,755 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: none; foreign, airline transport; airplane ratings: multi-engine sea, single-engine sea, multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review February 5, 2009; seat: left; flight hours: 9,095 total, 14 in this make and model, 7,480 as pilot in command, 6 in the last 90 days, 6 in the last 30 days - Co-pilot; age 70; injuries: none; airline transport, commercial, flight instructor, private; airplane ratings: multi-engine land, multi-engine sea, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review December 7, 2008; seat: right; flight hours: 11,500 total, 1,100 in this make and model, 10,000 as pilot in command, 25 in the last 90 days, 8 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 9 knots, gusting 14 - Visibility: 10 statute miles - Lowest ceiling: 4,000 ft broken - Temperature: 77 °F, dew point 61 °F - Altimeter: 30.11 inHg - Observed at: FPR ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20091105051959A](https://openairdocs.org/incident/20091105051959A), Nov 5, 2009: Grumman Air G-111, Ft. Pierce, FL, Substantial damage. The initial take-off roll/acceleration seemed normal. Pilot rotated at approx 90-92 KTS. Takeoff appeared normal until about 20 ft in the air. The landing gear… ## Docket (9 files) The files NTSB released with the investigation on May 25, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=75014. 1.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - Pilot (item 1, .PDF, 519 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337198&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20Pilot-Redacted.PDF - Memorandum for Record (item 2, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337197&FileExtension=.PDF&FileName=Memorandum%20for%20Record-Master.PDF - Memorandum of Record: Eyewitness (item 3, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40341954&FileExtension=.PDF&FileName=Memorandum%20of%20Record%3A%20Eyewitness-Master.PDF - Memorandum For Record - FAA Assessment of Damage (item 4, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40341803&FileExtension=.PDF&FileName=Memorandum%20For%20Record%20-%20FAA%20Assessment%20of%20Damage-Master.PDF - Fuel Receipt (item 5, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40341955&FileExtension=.PDF&FileName=Fuel%20Receipt-Redacted.PDF - Ft. Pierce Weather (item 6, .PDF, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337199&FileExtension=.PDF&FileName=Ft.%20Pierce%20Weather-Master.PDF - Photo 1: Airplane At Rest (Courtesy of FAA) (item 7, .PDF, 211 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40339068&FileExtension=.PDF&FileName=Photo%201%3A%20Airplane%20At%20Rest%20(Courtesy%20of%20FAA)-Master.PDF - Photo 2: Right Side of Airplane (Courtesy of FAA) (item 8, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40339070&FileExtension=.PDF&FileName=Photo%202%3A%20Right%20Side%20of%20Airplane%20(Courtesy%20of%20FAA)-Master.PDF - Photo 3: Left Side of Airplane (Courtesy of FAA) (item 9, .PDF, 174 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40339072&FileExtension=.PDF&FileName=Photo%203%3A%20Left%20Side%20of%20Airplane%20(Courtesy%20of%20FAA)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.