# NTSB ERA16LA059: Pacific Aerospace 750XL, N216PK, Raeford, NC, December 3, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 3, 2015, 11:20 local (16:20 UTC) - Place: Raeford, NC - Coordinates: 35.019721, -79.191108 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.0197&lon=-79.1911&mi=10 - Phase of flight: [Emergency descent](https://openairdocs.org/ntsb-phases/600) (OpenAirDocs' grouping) - Defining event: [Emergency descent: Landing area overshoot](https://openairdocs.org/ntsb-events/380) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report January 18, 2017 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 92398 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA059 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92398/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92398 - Page: https://openairdocs.org/ntsb/ERA16LA059 ## Probable cause The pilot's failure to obtain the proper touchdown point and speed during a precautionary landing with the engine shut down. Contributing to the accident was an erroneous engine torque indication, which led the pilot to shut the engine down, for reasons that could not be determined during postaccident testing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Pacific Aerospace 750XL, 1 case](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=05617YD), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Pacific Aerospace 750XL, 3 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=05617YD), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Pacific Aerospace 750XL, 2 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=05617YD), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Pacific Aerospace 750XL, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=05617YD), [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. - [Enroute-cruise: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Pacific Aerospace 750XL, 2 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=05617YD), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Enroute-cruise: Engine shutdown](https://openairdocs.org/ntsb-events/140); cases with it: [Pacific Aerospace 750XL, 1 case](https://openairdocs.org/ntsb-events/140/sequence.md?model=05617YD), [All aircraft, 80 cases](https://openairdocs.org/ntsb-events/140/sequence.md) - [Emergency descent: Landing area overshoot](https://openairdocs.org/ntsb-events/380) (defining event); cases with it: [Pacific Aerospace 750XL, 1 case](https://openairdocs.org/ntsb-events/380/sequence.md?model=05617YD), [All aircraft, 400 cases](https://openairdocs.org/ntsb-events/380/sequence.md) - [Landing: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Pacific Aerospace 750XL, 2 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=05617YD), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Pacific Aerospace 750XL, 3 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=05617YD), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The commercial pilot of the single-engine turboprop airplane reported that he was preparing to release skydivers when he noticed that the engine torque indication was in the red arc. Specifically, the gauge was indicating a torque of 70 pounds per square inch (psi) when it should have been indicating about 25 psi; the maximum allowed torque indication was 64.5 psi. The skydivers jumped uneventfully. As the pilot was returning to the airport, the torque gauge was indicating 80 psi while the engine was at idle. At that time, the pilot decided to perform a precautionary engine shutdown and land with no engine power. During the landing, the airplane was fast and touched down about halfway down the 3,402-ft-long asphalt runway. The pilot applied heavy braking, but the airplane traveled about 1,000 ft beyond the departure end of the runway before coming to rest upright in a field with a collapsed left main landing gear. Two examinations of the engine did not reveal any preimpact anomalies or evidence of overtorque. A test of the torque-indicating transducer and gauge also did not reveal any anomalies. The examinations did reveal that an automotive-type wiring bundle was used to wire the torque transducer to the airplane's electrical system. Although it is possible that the wiring bundle could have caused an intermittent faulty torque indication, subsequent testing was unable to duplicate the problem. The airplane was manufactured about 10 years before the accident, and the torque meter manufacturer upgraded the wiring connectors about 4 years before the accident. ## Factual narrative On December 3, 2015, about 1120 eastern standard time, a Pacific Aerospace 750XL, N216PK, registered to and operated by Paraclete Aviation LLC., was substantially damaged during a precautionary landing at P K Airpark (5W4), Raeford, North Carolina. The commercial pilot was not injured. The commercial skydiving flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight, which departed 5W4 about 1100.The pilot reported that the airplane was at 13,000 feet mean sea level (msl) as he was preparing to release the skydivers. He then noticed that the torque gauge was in the red arc and indicated a torque of 70 psi when it should have indicated about 25 psi; the maximum allowed torque indication was 64.5 psi. The pilot notified the skydivers of the anomaly and told them to jump, which they did uneventfully. As the pilot was approaching 5W4 for a normal landing, the airplane was at 9,000 feet msl and the torque gauge indicated 80 psi while the engine was at idle. At that time he decided to perform a precautionary engine shutdown to prevent catastrophic engine failure. The pilot further stated that during the landing with no engine power, the airplane was fast and touched down about halfway down runway 4, a 3,402-foot-long asphalt runway. The pilot applied heavy braking, but the airplane traveled about 1,000 feet beyond the departure end of the runway, before coming to rest upright in a field with a collapsed left main landing gear. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed substantial damage to both wings. The airplane was manufactured in 2005 and equipped with a Pratt and Whitney PT6A-34 turboprop engine. Subsequent examination of the engine by the FAA inspector and a representative from the engine manufacturer did not reveal any preimpact anomalies or evidence of overtorque. A "dead weight" test was then performed, to simulate pressure from the engine and test the torque indicating transducer and gauge. The test was performed satisfactorily and no anomalies were noted with the transducer or gauge. The operator subsequently performed a second examination of the engine due to a propeller strike during the precautionary landing. That examination also did not reveal any evidence of overtorque or anything that would have caused a faulty torque indication. The examinations did note that an automotive-type wiring bundle was used to wire the torque transducer to the airplane's electrical system. Although the results of the "dead weight" were satisfactory, the test may not have been able to detect an intermittent wiring anomaly. Additionally, the airplane manufacturer reported that the torque meter manufacturer upgraded the wiring about 4 years prior to the accident, from spade connectors to overlap connectors. Pope Army Airfield (POB), Fayetteville, North Carolina, was located about 12 milesnortheast of the accident site. The recorded weather at POB, at 1118, included wind from 360 degrees at 10 knots, clear sky, and visibility 10 miles. ## Aircraft - Registration: [N216PK](https://openairdocs.org/aircraft/N216PK), registered now, S/N 114, built 2005 (OpenAirDocs) - Reported make and model: PACIFIC AEROSPACE CORP LTD 750XL (NO SERIES) - Registry model: [Pacific Aerospace 750XL](https://openairdocs.org/model/pacific-aerospace-750xl) (registry code 05617YD) (OpenAirDocs) - Registry engine: [Pratt & Whitney PT6A-34 series](https://openairdocs.org/engine/pratt-whitney-pt6a-34-series) (registry code 52143, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 114 - Year built: 2005 - Airframe hours: 4213 - Engines: Pratt & Whitney PT6A-34 750 horsepower turbo prop - Damage: Substantial damage - Flight: Skydiving, Part 91 - Operator: Paraclete Aviation LLC - Registered owner: Paraclete Aviation LLC - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, September 5, 2015, 107 hours before - Departed: 5W4, Raeford, NC - Destination: 5W4, Raeford, NC - Airport: 5W4, P K Airport, runway 4, 3,402 × 60 ft, asphalt - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 25; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review September 1, 2015; seat: left; restraint: 4-point; flight hours: 379 total, 42 in this make and model, 309 as pilot in command, 63 in the last 90 days, 27 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 50 °F, dew point 28 °F - Altimeter: 30.17 inHg - Observed at: POB, 12 nm away ## 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 20151203021749A](https://openairdocs.org/incident/20151203021749A), Dec 3, 2015: Pacific Aerospace Corp Ltd 750XL, Raeford, NC, Substantial damage. On December 3, 2015, aircraft N216PK, a PAC-750, experienced an abnormal engine indication and performed an engine-out glide into 5W4 airport. It ran off the… ## Docket (7 files) The files NTSB released with the investigation on November 3, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92398. 5.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446065&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Inspector Statement (item 2, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446066&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Engine Manufacturer Investigative Summary Report (item 3, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446067&FileExtension=.PDF&FileName=Engine%20Manufacturer%20Investigative%20Summary%20Report-Master.PDF - Maintenance Test Results (item 4, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446068&FileExtension=.PDF&FileName=Maintenance%20Test%20Results-Master.PDF - Operator Statement (item 5, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446069&FileExtension=.PDF&FileName=Operator%20Statement-Master.PDF - Weather Report (item 6, .PDF, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446070&FileExtension=.PDF&FileName=Weather%20Report-Master.PDF - Photo Array (Courtesy of FAA) (item 7, .PDF, 5 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446071&FileExtension=.PDF&FileName=Photo%20Array%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.