# NTSB NYC02LA148: Bird CK, N99754, Harrisonburg, VA, July 28, 2002 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 28, 2002, 19:50 local (23:50 UTC) - Place: Harrisonburg, VA - Coordinates: 38.26361, -78.896385 - Nearby events: https://openairdocs.org/map.md?lat=38.2636&lon=-78.8964&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report February 5, 2004 - Report: Approved by Office Director - Parties: FAA - NTSB case key (mKey): 55321 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC02LA148 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55321/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55321 - Page: https://openairdocs.org/ntsb/NYC02LA148 ## Probable cause The pilot's improper decision to perform a 180-degree turn with insufficient altitude remaining after experiencing a total loss of power. A factor related to the accident was the inadequate alignment of the fuel selector placard markings, resulting in an inaccurate selector position and the subsequent total loss of engine power due to fuel starvation. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - fuel system,selector/valve - false indication (contributing factor) - in-flight planning/decision - improper, pilot in command (cause) - fluid,fuel - starvation - Forced landing, descent - emergency - In flight collision with object, emergency descent/landing - object - aircraft parked/standing ## Analysis During the takeoff, about 200 feet above the departure end of the runway, the engine lost total power, and the pilot elected to attempt a 180-degree turn back to a parallel taxiway near the runway. As the airplane descended in the turn, it impacted two un-occupied airplanes in a tie-down area located south of the runway. Examination of the wreckage revealed that when the fuel selector valve was selected to the "ON" position, and power was applied, the engine would lose power. When the fuel selector was selected 3/8-inches from the "OFF" position, the engine would run with no anomalies. The fuel valve was not manufactured with detents. A review of FAA-H-8083-3, Airplane Flying Handbook, revealed, "...If an actual engine failure should occur immediately after takeoff and before a safe maneuvering altitude is attained, it is usually inadvisable to attempt to turn back to the field from where the takeoff was made. Instead, it is safer to immediately establish the proper glide attitude, and select a field directly ahead or slightly to either side of the takeoff path." ## Factual narrative On July 28, 2002, about 1950 eastern daylight time, a Bird CK, N99754, was substantially damaged during a forced landing after takeoff at the Shenandoah Valley Regional Airport (SHD), Harrisonburg, Virginia. The certificated commercial pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed for the local personal flight conducted under 14 CFR Part 91. According to the pilot, he departed from runway 23, a 6,000-foot long, 150-foot wide, asphalt runway. He stated that the takeoff and climb were normal, and that when the airplane was about 200 feet above the departure end of the runway, the engine lost total power. Due to insufficient runway length remaining, and no clear areas along the flight path, the pilot elected to attempt a 180-degree turn back toward a parallel taxiway near runway 23. As the airplane descended in the turn, it impacted two un-occupied airplanes in a tie-down area located south of the runway. In addition, the pilot stated that the engine stopped without warning, and he did not observe any smoke, or hear strange noises. According to a Federal Aviation Administration (FAA) inspector, examination of the accident airplane revealed damage to the upper and lower wings, the engine, propeller, and main landing gear. The inspector also noted that when the fuel selector valve was selected from the "OFF" position, to the "ON" position, the engine would start, and run at idle power. When the throttle was advanced to 1,500 rpm, the engine would run for approximately 20 seconds before losing total power. When the fuel selector was selected 3/8-inches from the "OFF" position, the engine would run with no anomalies. Examination of the fuel valve revealed that it was not manufactured with detents. A review of FAA-H-8083-3, Airplane Flying Handbook, revealed: "...If an actual engine failure should occur immediately after takeoff and before a safe maneuvering altitude is attained, it is usually inadvisable to attempt to turn back to the field from where the takeoff was made. Instead, it is safer to immediately establish the proper glide attitude, and select a field directly ahead or slightly to either side of the takeoff path." According to airport personnel at SHD, the surrounding airport area consisted of pasture fields with small tree lines. Weather, about the time of the accident, included wind from 230 degrees at five knots, and a visibility of ten statute miles. ## Aircraft - Registration: [N99754](https://openairdocs.org/aircraft/N99754), registered now, S/N 4006, built 1931 (OpenAirDocs) - Reported make and model: Bird CK - Registry model: [Bird CK](https://openairdocs.org/model/bird-ck) (registry code 6840112) (OpenAirDocs) - Registry engine: [Kinner B5 series](https://openairdocs.org/engine/kinner-b5-series) (registry code 37501, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 4006 - Airframe hours: 160 - Engines: Kinner B-5 125 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Franklin Root - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 12, 2002, 46 hours before - Departed: SHD, Harrisburg, VA - Airport: SHD, Shenandoah Valley Regional, runway 23, 6,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: minor; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review July 30, 2001; seat: rear; flight hours: 1,927 total, 23 in this make and model, 1,764 as pilot in command, 33 in the last 90 days, 7 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 90 °F, dew point 75 °F - Altimeter: 29.96 inHg - Observed at: SHD ## 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 20020728037849A](https://openairdocs.org/incident/20020728037849A), Jul 28, 2002: Perth BIRDCK, Staunton-Waynes, VA, Substantial damage. (-23) At 1910 local, July 28, 2002, at Shenandoah Valley Regional Airport, a bird ck (antique biplane) NC99754, struck two aircraft which were both tied down… ## Docket (3 files) The files NTSB released with the investigation on November 21, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55321. 429 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 303 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464623&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Inspector's Statement (item 2, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464624&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statement-Master.PDF - Correspondence (item 3, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40199411&FileExtension=.PDF&FileName=Correspondence-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.