# NTSB ERA16LA282: Diamond DA20, N828BB, St. Croix, August 7, 2016 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 7, 2016, 11:23 local (15:23 UTC) - Place: St. Croix - Coordinates: 18.335657, -64.897193 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=18.3357&lon=-64.8972&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report July 26, 2017 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 93781 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA282 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93781/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93781 - Page: https://openairdocs.org/ntsb/ERA16LA282 ## Probable cause The flight instructor's improper recovery from a bounced landing, which resulted in a loss of airplane control. Contributing to the accident was the flight instructor's inadequate supervision of the student pilot. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Instructor/check pilot (probable cause); cases with it: [Diamond Aircraft Ind DA20-C1, 37 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2990001), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Diamond Aircraft Ind DA20-C1, 11 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md?model=2990001), [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md) - [Attention/monitoring: monitoring other person](https://openairdocs.org/ntsb-findings/02021535): Personnel issues › Psychological · Instructor/check pilot (probable cause); cases with it: [Diamond Aircraft Ind DA20-C1, 1 case](https://openairdocs.org/ntsb-findings/02021535/cases.md?model=2990001), [All aircraft, 200 cases](https://openairdocs.org/ntsb-findings/02021535/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Dragged wing/rotor/float/other](https://openairdocs.org/ntsb-events/093); cases with it: [Diamond Aircraft Ind DA20-C1, 2 cases](https://openairdocs.org/ntsb-events/093/sequence.md?model=2990001), [All aircraft, 319 cases](https://openairdocs.org/ntsb-events/093/sequence.md) - [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) (defining event); cases with it: [Diamond Aircraft Ind DA20-C1, 12 cases](https://openairdocs.org/ntsb-events/090/sequence.md?model=2990001), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) ## Analysis The student pilot was performing an approach and landing under the supervision of the flight instructor. The flight instructor reported that the student completed a "normal" traffic pattern but that the airplane bounced on landing and that he immediately took control of the airplane. The flight instructor initiated a go-around and established a climb; however, the engine lost power, and the airplane descended into terrain. An air traffic controller who witnessed the accident said that, just before touchdown, the airplane banked left, and the left wing appeared to hit the ground. He added that the airplane then bounced four to five times before it banked "hard" left and departed the runway. The airplane then impacted trees about 1,700 ft past the departure end, and 400 ft left of, the runway. Postaccident examination of the airplane and the engine revealed no preimpact mechanical anomalies that would have precluded normal operation, and cut tree branches located at the accident site indicated that the engine was producing power at the time of impact. ## Factual narrative On August 7, 2016, at 1123 Atlantic standard time, a Diamond DA20-C1, N828BB, was destroyed during collision with terrain following a bounced landing and runway excursion at Henry E. Rohlson International Airport (STX), Christiansted, St. Croix, US Virgin Islands. The student pilot and flight instructor were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which originated at STX about 1030, and was conducted under the provisions of 14 Code of Federal Regulations Part 91.In a telephone interview, the student pilot stated she could not recall the details of the accident flight due to her injuries. In a written statement, the flight instructor stated that the student completed a "normal" traffic pattern, but "bounced" the landing. The flight instructor took the flight controls, initiated a go-around and retracted the wing flaps. He described a shallow turn back to runway heading and establishing a 60-knot climb before he, perceived a "severe decrease" in engine power and a loss of lift. He extended the wing flaps to the takeoff position, and the airplane impacted the ground. According to a statement from an STX air traffic controller, the airplane had completed one touch-and-go landing and was cleared for a second touch-and-go landing. Just prior to touchdown, the airplane "tilted" to its left, and the left wingtip appeared to strike the ground prior to the main landing gear. The airplane continued, and bounced four to five times before it banked "hard" to its left, departed the landing surface, and crashed into trees north of the runway. A witness near the airport heard the accident occur, but he did not see it. He said he heard the sound of an airplane engine at low rpm as it approached the airport. He said the sound was consistent with a small airplane on final approach. He said the engine then accelerated to a "high rpm condition" for 3 to 5 seconds before the sounds of impact were heard. According to Federal Aviation Administration (FAA) records, the flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land and instrument airplane. He held a flight instructor certificate for airplane single engine. He was issued an FAA second-class medical certificate on January 29, 2016. According to the operator, the pilot had accrued 506 total hours of flight experience. The student pilot was issued an FAA third-class medical certificate on June 10, 2014. According to the operator, the student pilot had accrued 34.6 total hours of flight experience. The airplane's most recent annual inspection was completed June 24, 2016, at 1,982.9 total aircraft hours. The airplane came to rest approximately 1,700 ft beyond the approach end of runway 10, and 410 ft left of the runway centerline. Examination of the airplane by FAA aviation safety inspectors revealed the tail section and the engine compartment separated from the cockpitand cabin structure. The engine remained attached by wires and cables. Control continuity was established from the cockpit to the flight control surfaces through cable breaks and cuts made by recovery personnel. Examination of photographs revealed angular cuts in tree branches where the airplane entered the trees adjacent to the runway and above the crash site. At 1053, the weather reported at STX included few clouds at 1,800 ft and wind from 120° at 10 knots. The temperature was 32° C, dew point was 26° C, and the altimeter setting was 30.05 inches of mercury. The engine was examined at the manufacturer's facility under the supervision of the NTSB. The engine was rotated by hand at the propeller flange, and continuity was confirmed from the powertrain through the valvetrain to the accessory section. The force required to rotate the crankshaft was greater than nominal, and the source of the resistance could not be immediately determined through external visual examination, and internal borescope examination. The engine was disassembled, and impact damage to the front of the engine resulted in the No. 4 engine bearing and oil "slinger" to impinge upon the crankshaft, preventing smooth rotation. Examination of the internal components and bearings revealed normal wear and lubrication signatures and no preimpact mechanical anomalies. Bench testing revealed the magnetos and the fuel injection system were fully functional and that there were no anomalies that would have prevented normal operation. According to FAA Advisory Circular AC-61-23C, Pilot's Handbook of Aeronautical Knowledge: "The effect of torque increases in direct proportion to engine power, airspeed, and airplane attitude. If the power setting is high, the airspeed slow, and the angle of attack high, the effect of torque is greater. During takeoffs and climbs, when the effect of torque is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left-turning tendency and maintain a straight takeoff path." ## Aircraft - Registration: [N828BB](https://openairdocs.org/deregistered/N828BB-2018-03-16), registration cancelled 2018-03-16, S/N C0428, built 2007 (OpenAirDocs) - Reported make and model: DIAMOND DA20 (C1) - Registry model: [Diamond Aircraft Ind DA20-C1](https://openairdocs.org/model/diamond-aircraft-ind-da20-c1) (registry code 2990001) (OpenAirDocs) - Registry engine: [Continental IO-240-B](https://openairdocs.org/engine/continental-io-240-b) (registry code 17177, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: C0428 - Year built: 2007 - Airframe hours: 1982.9 - Engines: Contiental IO-240B-B17B 125 horsepower reciprocating - Damage: Destroyed - Flight: Instructional, Part 91 - Operator: Bohlke International Airways Inc - Registered owner: Bohlke International Airways Inc - Airworthiness certificate: Standard, Utility - Last inspection: Annual, June 24, 2016, 18 hours before - Departed: STX, CHRISTIANSTED - Destination: STX, CHRISTIANSTED - Airport: STX, Henry E Rohlsen, runway 10, 10,004 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 44; injuries: serious; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; seat: right; restraint: 3-point; flight hours: 506 total, 100 in this make and model - Student pilot; age 19; injuries: serious; student; medical: class 3, without waivers/limitations; seat: left; restraint: 4-point; flight hours: 34.5 total, 1 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 90 °F, dew point 79 °F - Altimeter: 30.04 inHg - Observed at: STX ## 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 20160807012849A](https://openairdocs.org/incident/20160807012849A), Aug 7, 2016: Diamond Aircraft Ind Inc DA20-C1, Christiansted S, VI, Destroyed. On August 7, 2016, at 1523Z aircraft N828BB a DA20-C1, serial number C0428, on an instruction flight, crashed 400FT north of runway 10 at henry e. rohlsen… ## Docket (8 files) The files NTSB released with the investigation on June 7, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93781. 3.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 325 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452851&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Instructor's Statement (item 2, .PDF, 361 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452852&FileExtension=.PDF&FileName=Instructor%27s%20Statement-Master.PDF - Student Interview Summary (item 3, .PDF, 354 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452853&FileExtension=.PDF&FileName=Student%20Interview%20Summary-Master.PDF - ATC Statement (item 4, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452854&FileExtension=.PDF&FileName=ATC%20Statement-Master.PDF - Witness Statement (item 5, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452855&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Wreckage Diagram (item 6, .PDF, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452856&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Photos (item 7, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452857&FileExtension=.PDF&FileName=Photos-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 8, .PDF, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452901&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-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.