# NTSB WPR10LA268: Piper PA-20, N7013K, Nelson, CA, May 31, 2010 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: May 31, 2010, 16:45 local (23:45 UTC) - Place: Nelson, CA - Coordinates: 39.550556, -121.890556 - Nearby events: https://openairdocs.org/map.md?lat=39.5506&lon=-121.8906&mi=10 - Phase of flight: [Unknown](https://openairdocs.org/ntsb-phases/990) (OpenAirDocs' grouping) - Defining event: [Unknown: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) - Highest injury: Serious injuries - Injuries: 3 serious - Status: Completed, report March 16, 2011 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Piper Aircraft Inc., Federal Aviation Administration FSDO - NTSB case key (mKey): 76156 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR10LA268 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76156/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76156 - Page: https://openairdocs.org/ntsb/WPR10LA268 ## Probable cause The pilot's loss of aircraft control during an undetermined phase of flight, which resulted in an aerodynamic stall/spin and subsequent collision with terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-20, 20 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=7102002), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-20, 25 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7102002), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Unknown: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) (defining event); cases with it: [Piper PA-20, 3 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=7102002), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-20, 11 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102002), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The purpose of the flight was for the pilot to gain additional flight time towards his commercial pilot certificate; at the time of the accident he had about 50 hours total flight time. The pilot and passengers had no recollection of the circumstances surrounding the accident due to the serious injuries they sustained. The airplane came to rest inverted and semi-submerged in a wet field about five miles from the airplane’s home base. Fuselage crush signatures, damage to the airplane's left wing, and twisting deformation to the tail section were consistent with terrain impact following an aerodynamic stall/spin event. A postimpact examination did not reveal any anomalies with the airframe or engine that would have precluded normal operation. ## Factual narrative HISTORY OF FLIGHT On May 31, 2010, about 1645 Pacific daylight time, a Piper PA-20, N7013K, collided with terrain in a rice field near Nelson, California. The pilot operated the airplane under the provisions of Title 14 Code of Federal Regulations Part 91. The certificated private pilot and two passengers were seriously injured. The airplane sustained substantial damage to the forward fuselage and both wings. The local personal flight departed from a private strip owned by PM Dusters Flying Service in Chico, California, about 1600. Visual meteorological conditions prevailed, and no flight plan had been filed. The airplane came to rest inverted and semi-submerged in a 12-inch-deep water-logged rice field, about 5 miles southwest of the PM Dusters airstrip. A ground disruption was observed in the mud bed about 20 feet south of the main wreckage; the left main landing gear was located within the disruption. The pilot and passengers sustained injuries during the accident that prevented their recollection of the immediate events leading up to the impact. The passenger located in an aft seat recalled that they departed from the airplane’s home base at PM Dusters earlier in the day. They then flew locally at an altitude of about 700 to 800 feet above ground level and landed at a dirt airstrip. He recalled that during the subsequent departure the airplane began a right turn; his next recollection was of being upside down on the ground and trapped within the airplane fuselage. He stated that prior to the accident the airplane was performing normally, and the engine was running. The accident occurred within the immediate vicinity of multiple dirt airstrips, and as such, the exact departure location could not be determined. PERSONNEL INFORMATION The 19-year-old pilot, and both passengers who were not pilots, aged 19 and 16, were non-pilot employees of PM Dusters. According to family members and associates of the pilot, he had purchased the airplane earlier in the year, with the intention of using it to build flight time towards a commercial pilot's license. Family members also reported that his career intention was to fly as a crop duster. The pilot reported a total flight time in all aircraft of 88.8 hours, with 46.9 hours as pilot-in-command, and 35.4 hours in the accident airplane type. A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a private pilot certificate with ratings for airplane single-engine land, issued March 11, 2010, and a third-class medical certificate issued in August 2009, with no limitations or waivers. AIRCRAFT INFORMATION Maintenance records indicated that an annual inspection was performed on September 19, 2009, at a total airframe time of 3,355.5 hours. At the time of the inspection, the recorded tachometer time was 1,843.0 hours; the tachometer at the accident site indicated 1,879.2 hours. Examination of the engine data plate revealed a Textron Lycoming O-320, serial number 2959-27.WRECKAGE AND IMPACT INFORMATION The inverted fuselage came to rest oriented on a south heading, and had sustained crush damage from the firewall through to the center cabin. The damage was oriented at a 45-degree angle relative to the longitudinal axis, indicating a nose-down collision with terrain. The left wing sustained crush and fragmentation damage along its entire length. The right wing remained relatively intact, had become bent about 30 degrees aft, and was still attached to the fuselage at the lift spars and wing root. The right main landing gear was undamaged, and remained attached to the fuselage structure. Aft of the rear seat, the tail cone had sustained torsional damage midspan; the empennage remained attached, and appeared undamaged. An FAA inspector who responded to the accident site observed a sheen in the water surrounding the airplane, the odor of which was consistent with aviation gasoline. TESTS AND RESEARCH The engine and airframe were recovered from the accident site and examined by the NTSB investigator-in-charge, and representatives from the FAA and Piper Aircraft. Airframe The rudder and elevator control cables were continuous from the pilot controls through to their respective control surface horns. The right wing control cables were continuous from the aileron attach horns through to the pilot controls, and had been cut at the wing root during recovery. The aileron balance cable had separated midspan, with broomstraw failure features consistent with overload. Aileron control cable continuity was confirmed in the left wing from the pilot controls through to the wing mounted bellcrank. Impact damage prevented determination of the flap positions. The fuel selector valve was observed set to the right tank position. Damage to the forward fuselage and firewall precluded confirmation of the fuel system continuity. The elevator trim actuator was observed with 6 exposed threads, which the Piper representative reported was consistent with a slight nose up trim setting, with 8 exposed threads corresponding to the neutral position. Engine External examination of the engine revealed no indications of holes or perforations in the case. The mounts and support structure had bent inward becoming imbedded within the airplane firewall. The exhaust system was observed to have sustained ductile bending and crushing, with the number 2 exhaust manifold separated at the cylinder mounting flange. The carburetor had become fractured into three sections in a manner consistent with engine mount contact. The flange remained securely attached to the inlet manifold. The fuel bowl had become exposed, revealing a brass type float that exhibited crush damage to its aft surfaces. The throttle, fuel mixture, and carburetor heat cables remained firmly affixed at their respective control arms and cabin controls. The inlet air filter assembly remained attached to the carburetor, the filter element was mud caked. The gascolator assembly had becomefragmented; the screen was located and was free of debris. The ignition harnesses remained attached from both magnetos to their respective spark plugs. The magnetos remained securely attached to their respective mounts. The flywheel had become separated from the crankshaft due to impact forces, and as such, magneto timing could not be confirmed. Both magnetos were removed in order to test their internal continuity via hand rotation. The left magneto was rotated and the impulse couplings audibly appeared to operate with 'spring-back' resistance noted during rotation; no sparks were observed at any of the posts. The right magneto was rotated by hand, and no sparks were observed at any of the posts. Both magnetos were disassembled and examined. Removal of their cases revealed quantities of water contamination consistent with post accident submersion. The exposed electrical wiring, magneto coil terminals, and rotor shaft were damp, and exhibited signatures of fresh corrosion. The points and cam lobes were intact and appeared to have little wear; the gear teeth were intact. The bottom spark plugs were removed; no mechanical damage was noted, and the electrodes and posts exhibited gray coloration, which corresponds to normal operation according to the Champion Aviation Check-A-Plug AV-27 Chart. Removal of the top spark plugs revealed the electrodes to be coated with an oil film and water, consistent with the engine being inverted and submerged after the accident. The exhaust outlet exhibited light grey discoloration to its internal surface consistent with normal operation, and was free of oily deposits. Rotation of the engine by hand via the propeller confirmed internal mechanical continuity through to the accessory case. Thumb compression was achieved on all cylinders, and lift action occurred at each rocker assembly. Visual inspection of the combustion chambers was accomplished through utilization of a borescope through the spark plug bores; no evidence of foreign object damage, and no indication of piston to valve contact or failure was observed. Four quarts of translucent oil were present in the crankcase, and all four rocker box areas were oil wetted and free of thermal discoloration. The two bladed propeller remained attached to the crankshaft flange, which had become bent at the front crankshaft bearing. Both blades exhibited outboard leading edge nicks varying in width between 1/8 and 1/4 inch. One blade exhibited forward bending; the nose of the propeller spinner had become compressed inwards into a 'bowl' shape, the base of which had become deformed around the propeller hub bolts. No evidence of pre-mishap mechanical malfunctions were observed during the examination of the engine and airframe. ## Aircraft - Registration: [N7013K](https://openairdocs.org/deregistered/N7013K-2013-04-30), registration cancelled 2013-04-30, S/N 20-119, built 1950 (OpenAirDocs) - Reported make and model: PIPER PA-20 - Registry model: [Piper PA-20](https://openairdocs.org/model/piper-pa-20) (registry code 7102002) (OpenAirDocs) - Registry engine: [Lycoming 0-290 series](https://openairdocs.org/engine/lycoming-0-290-series) (registry code 41506, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 20-119 - Airframe hours: 3356 - Engines: LYCOMING O-320 SERIES 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 19, 2009, 36 hours before - Departed: PVT, Chico, CA - Destination: PVT, Chico, CA - Airport: PVT, PM Dusters Private Airstrip ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 19; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review March 11, 2010; seat: left; flight hours: 89 total, 36 in this make and model, 47 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 10,000 ft broken - Temperature: 75 °F, dew point 52 °F - Altimeter: 29.90 inHg - Observed at: OVE, 8 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 20100531035119A](https://openairdocs.org/incident/20100531035119A), May 31, 2010: Piper PA-20, Durham, CA, Substantial damage. Aircraft N7013K, a Piper PA-20 departed pm duster's airfield, a privately owned airfield approximately 20 miles south of chico CA at approximately 1630 hours.… ## Other investigations on N7013K (2) 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. - [NTSB SEA75DYI31](https://openairdocs.org/ntsb/SEA75DYI31), Jun 28, 1975: Piper PA-20 (N7013K), Eugene, OR, substantial damage - [NTSB LAX66D0026](https://openairdocs.org/ntsb/LAX66D0026), May 6, 1965: Piper PA-20 (N7013K), Corona, CA, substantial damage ## Docket (12 files) The files NTSB released with the investigation on October 14, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76156. 2.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 536 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337375&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Passenger and Family Statements (item 2, .PDF, 712 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337391&FileExtension=.PDF&FileName=Passenger%20and%20Family%20Statements-Redacted.PDF - Photograph 1 - Airplane Forward View (item 3, .PDF, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337379&FileExtension=.PDF&FileName=Photograph%201%20-%20Airplane%20Forward%20View-Master.PDF - Photograph 2 - Airplane Side View (item 4, .PDF, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337380&FileExtension=.PDF&FileName=Photograph%202%20-%20Airplane%20Side%20View-Master.PDF - Photograph 3 - Tail (item 5, .PDF, 20 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337409&FileExtension=.PDF&FileName=Photograph%203%20-%20Tail-Master.PDF - Photograph 4 - Crushed Nose Cone (item 6, .PDF, 96 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337382&FileExtension=.PDF&FileName=Photograph%204%20-%20Crushed%20Nose%20Cone-Master.PDF - Photograph 5 - Propeller Blade Leading Edge Damage (item 7, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337383&FileExtension=.PDF&FileName=Photograph%205%20-%20Propeller%20Blade%20Leading%20Edge%20Damage-Master.PDF - Photograph 6 - Propeller Blade Forward Bending Damage (item 8, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337384&FileExtension=.PDF&FileName=Photograph%206%20-%20Propeller%20Blade%20Forward%20Bending%20Damage-Master.PDF - Photograph 7 - Fuel Sheen at Accident Site (item 9, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337385&FileExtension=.PDF&FileName=Photograph%207%20-%20Fuel%20Sheen%20at%20Accident%20Site-Master.PDF - Photograph 8 - Magneto Corrosion and Water Line (item 10, .PDF, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337386&FileExtension=.PDF&FileName=Photograph%208%20-%20Magneto%20Corrosion%20and%20Water%20Line-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 11, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337377&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Evidence Control Documentation (Magnetos) (item 12, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40337378&FileExtension=.PDF&FileName=Evidence%20Control%20Documentation%20(Magnetos)-Redacted.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.