# NTSB WPR14LA169: Piper PA30 - NO Series, N7880Y, Bullhead City, AZ, April 21, 2014

- Type: NTSB accident investigation
- Classification: Accident · Minor injuries · Limited investigation · Final report
- Date: April 21, 2014, 14:00 local (21:00 UTC)
- Place: Bullhead City, AZ
- Coordinates: 35.000934, -114.560142 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=35.0009&lon=-114.5601&mi=10
- Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping)
- Defining event: [Approach-VFR pattern final: Turbulence encounter](https://openairdocs.org/ntsb-events/360)
- Highest injury: Minor injuries
- Injuries: 1 minor
- Status: Completed, report March 17, 2015
- Report: Approved by Office Director
- NTSB office: Western Pacific Region
- Parties: Federal Aviation Administration
- NTSB case key (mKey): 89090
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR14LA169
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89090/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89090
- Page: https://openairdocs.org/ntsb/WPR14LA169

## Probable cause

The pilot's mismanagement of the throttle and propeller controls during the attempted go-around after encountering turbulence, which resulted in his failure to maintain adequate airspeed and climb rate and a subsequent forced landing and impact with terrain. Contributing to the accident was the pilot’s lack of knowledge about the airplane’s equipment.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Action: incorrect action sequence](https://openairdocs.org/ntsb-findings/02041020): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-findings/02041020/cases.md?model=7103002), [All aircraft, 77 cases](https://openairdocs.org/ntsb-findings/02041020/cases.md)
- [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-30, 10 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=7103002), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md)
- [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=7103002), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md)
- [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-30, 13 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=7103002), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md)
- [Engine controls: power lever](https://openairdocs.org/ntsb-findings/01057603): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-findings/01057603/cases.md?model=7103002), [All aircraft, 95 cases](https://openairdocs.org/ntsb-findings/01057603/cases.md)
- [Propeller system: propeller controlling system](https://openairdocs.org/ntsb-findings/01046120): Aircraft › Aircraft propeller/rotor · Incorrect use/operation (probable cause); cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-findings/01046120/cases.md?model=7103002), [All aircraft, 25 cases](https://openairdocs.org/ntsb-findings/01046120/cases.md)
- [Knowledge: knowledge of equipment](https://openairdocs.org/ntsb-findings/02032015): Personnel issues › Experience/knowledge · Pilot (probable cause); cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-findings/02032015/cases.md?model=7103002), [All aircraft, 69 cases](https://openairdocs.org/ntsb-findings/02032015/cases.md)
- [Turbulence: convective turbulence](https://openairdocs.org/ntsb-findings/03032020): Environmental issues › Conditions/weather/phenomena · Decision related to condition; cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-findings/03032020/cases.md?model=7103002), [All aircraft, 145 cases](https://openairdocs.org/ntsb-findings/03032020/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Approach-VFR pattern final: Turbulence encounter](https://openairdocs.org/ntsb-events/360) (defining event); cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-events/360/sequence.md?model=7103002), [All aircraft, 423 cases](https://openairdocs.org/ntsb-events/360/sequence.md)
- [Approach-VFR go-around: Loss of lift](https://openairdocs.org/ntsb-events/500); cases with it: [Piper PA-30, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=7103002), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md)
- [Approach-VFR go-around: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-30, 8 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7103002), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Approach-VFR go-around: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-30, 37 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7103002), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The pilot reported that, upon arrival at the airport, he overflew the runway, checked the wind direction, and then entered the downwind leg for a landing to the north. While turning onto final approach, the airplane encountered severe turbulence, at which time the pilot initiated a go-around by adding full power to both engines. However, he noted that "it seemed like the airplane would not fly" and that it was "like it was being pushed down." He added that he was not sure if the engines completely failed or not but that "I just know I didn't have any power." The airplane subsequently impacted terrain about 1/4 mile from the departure end of the runway and then came to rest upright. The airplane sustained substantial damage to the wings and empennage. Postaccident examination of the airplane and engine revealed no mechanical malfunctions or failures that would have precluded normal operation. Fuel was drained from both the left and right fuel tanks, and no water or sediment was observed. The left propeller blades were found in the feathered position, and the right propeller blades were found in low pitch. The feathered propellers indicated that, despite the pilot's statement that the engine did not have power, the engine likely did have power but no thrust. Followup discussions with the pilot revealed that he had been improperly using the propeller controls as the throttles, with the throttle controls in the full-forward position, during the flight. Additionally, the pilot had pulled both propeller controls to the full-feather position upon touching down on the runway and then abruptly advanced them when he initiated a go-around rather than using the throttle as required. The pilot reported that he had an extensive amount of flight time in another airplane make and model that was configured with the propeller and throttle controls oriented in a position directly opposite their position in the accident airplane. The pilot's mismanagement of the throttle and propeller controls during the attempted go-around after encountering turbulence resulted in insufficient airspeed and degraded climb performance and a subsequent forced landing and impact with terrain.

## Factual narrative

On April 21, 2014, about 1400 mountain standard time, a Piper PA-30 airplane, N7880Y, sustained substantial damage following an uncontrolled descent and impact with terrain during an attempted go-around at the Sun Valley Airport (A20), Bullhead City, Arizona. The certified private pilot, who was the registered owner and sole occupant of the airplane, sustained minor injuries. Visual meteorological conditions prevailed for the repositioning flight, which was being operated in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The repositioning flight had departed the Lake Havasu City Airport (LII), Lake Havasu, Arizona, about 1345, with A20 as its destination.In a statement provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the 82-year old pilot reported that about 8 days prior to the accident, he and his wife had flown the airplane from A20 to LII, and while turning onto final approach the left engine failed, followed by a failure of the right engine on short final; both propellers went to feather and the pilot landed uneventfully. The pilot stated that the next day he had a local [airframe and powerplant] mechanic look at the airplane. Maintenance personnel subsequently worked on the airplane and told the pilot that it was "ready to go." As the mechanic who had worked on the airplane was not present, the pilot's wife queried another mechanic as to what had caused the problem, to which he replied that he didn't know. The pilot reported that when he went back out to the airplane and started the right engine, "…the same thing happened. The throttle was in the down position and it was screaming, and the prop back into feather." The pilot opined that he and his wife then left the airplane at the maintenance facility "…for them to figure out what was wrong." The pilot stated that a couple of days later the mechanic told him that both magnetos were being sent out to be examined. About a week later the pilot was informed that maintenance personnel had run the engines several times and that they "check out good." The pilot reported that on the day of the accident he departed LII for A20 about 1345, and that about 12 minutes into the flight it became difficult to keep the propellers in synchronization. The pilot further stated that upon approaching A20 he flew over the airport to check the wind direction, and then turned downwind for runway 36. The pilot stated that while turning final from base leg the turbulence became extreme. He added power to stay over the runway, tried to slow down to land, but knew he would come down close to the end of the runway if he tried to land. The pilot reported that during the aborted landing and subsequent go-around he pushed the throttles full forward, "…and it seemed like the airplane would not fly. It was like being pushed down. That is when I started looking for a place to put it down." The pilot added that he wasn't sure if the enginescompletely failed or not, however, he said "I just know I didn't have any power." In a statement provided to the NTSB IIC, an airframe and powerplant mechanic located at LII, who had worked on the airplane about a week prior to the accident when the pilot reported that both engines had quit on final approach to LII, reported that when he first looked at the airplane, the right propeller [control lever] was pulled back into the feather position. The mechanic stated that he started the engine and that it ran normal; he also noted that the right fuel selector was placed in between detents. The mechanic opined that when he spoke with the pilot, the pilot seemed confused about what lever controlled the manifold pressure (MAP), and [which one controlled] the engine revolutions per minute (RPM). The mechanic stated that the pilot said that he had previously owned a Beechcraft Baron, in which the throttles and propeller levers are opposite the position that they are on the PA-30; the throttle is in the middle and the propeller controls are on the left side. The mechanic further stated that during the conversations with both the pilot and his wife, it appeared that there was a lot of confusion about what was happening. The mechanic reported that he is an airline transport pilot and a flight instructor with thousands of hours, and he could not make sense of what the pilot was telling him. The accident pilot then asked him to look at it [the airplane] again, which he did, and reported that the right engine magneto had a drop of about 300 rpm. The mechanic subsequently removed both magnetos and had them sent to Arizona Air-Craftsman for repair. After the repair, the mechanic checked the compression, magneto harness, and the spark plugs, which were in good condition. Both engines were then run from idle to full power, with operational checks deemed normal. Additionally, the left mixture cable was found to be stiff, but a pressure lube of the cable resulted in the operation being normal. The mechanic also replaced the right mixture rod end because it was broken. The mechanic further reported that he ran the engines at least 5 times to full power, cycled the propellers multiple times back to an idle, and every time both engines operated normally. Oil pressure was good and the engines seemed to make good power. Magneto drops were within limits. In a report submitted to the NTSB IIC, as well as in a telephone conversation the day following the accident, a Federal Aviation Administration airworthiness inspector reported that during an interview with the pilot, it was discovered that the pilot had improperly used the propeller controls as throttle controls, with both throttles in the full forward position for the entire time of the flight. The inspector stated that the pilot had retarded both propeller controls to full feather upon touching down on the runway, and then abruptly advanced them to initiate the go-around; the pilot had used the throttle and propellercontrols directly opposite in the manner in which they should have been used. The inspector reported that the left propeller blades were in the feathered position, and that the right propeller blades were observed in low pitch. The inspector further reported that it was learned that the pilot had an extensive amount of flight time in a Beechcraft Baron multiengine airplane, in which the configuration of the propeller and throttle controls are directly opposite that of the accident airplane's propeller/throttle control configuration. A postaccident examination of the airplane by the inspector revealed that flight and engine control continuity were confirmed, the fuel system appeared to have a sufficient quantity available, and that the fuel tanks were sumped with no contaminants observed to be present in the fuel drained. Additionally, the inspector reported that both engines were visually inspected with no anomalies noted that would have precluded normal operation. No anomalies with the airplane were reported that would have precluded normal operation. The weather reporting facility at the Laughlin/Bullhead International Airport (IFP), Bullhead City, Arizona, which is located about 9 nautical miles north of the accident side, indicated that from about 30 minutes prior to the time of the accident until about 30 minutes after the accident, winds were from the southwest at between 8 to 12 knots, with sustained gusts of 19 knots.

## Aircraft

- Registration: [N7880Y](https://openairdocs.org/deregistered/N7880Y-2014-08-20), registration cancelled 2014-08-20, S/N 30-965, built 1965 (OpenAirDocs)
- Reported make and model: PIPER PA30 - NO SERIES
- Registry model: [Piper PA-30](https://openairdocs.org/model/piper-pa-30) (registry code 7103002) (OpenAirDocs)
- Registry engine: [Lycoming IO-320 series](https://openairdocs.org/engine/lycoming-io-320-series) (registry code 41509, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: 30-965
- Year built: 1965
- Airframe hours: 5235.3
- Engines: Lycoming IO-320-B1A 160 horsepower reciprocating; Lycoming IO-320-B1A 160 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Operator: Anthony Degennaro
- Registered owner: Anthony Degennaro
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, September 12, 2013, 4 hours before
- Departed: HII, Lake Havasu, AZ
- Destination: A20, Bullhead City, AZ
- Airport: A20, Sun Valley, runway 36, 3,700 × 42 ft, asphalt
- Equipment: Stall warning system

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 82; injuries: none; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review May 22, 2012; seat: left; restraint: 3-point; flight hours: 9,000 total, 1,850 in this make and model, 9,000 as pilot in command, 3 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 210° at 8 knots, gusting 19
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 93 °F, dew point 37 °F
- Altimeter: 29.90 inHg
- Observed at: IFP, 10 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 20140421008799A](https://openairdocs.org/incident/20140421008799A), Apr 21, 2014: Piper PA-30, Fort Mohave, AZ, Substantial damage. On 04/21/14 at approximately 2045 hours, a Piper PA-30 twin commanche airplane impacted terrain approximately one half mile north of the sun valley airport…

## Docket (10 files)

The files NTSB released with the investigation on February 18, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89090. 6.7 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422638&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- Weather Data (item 2, .PDF, 267 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422639&FileExtension=.PDF&FileName=Weather%20Data-Master.PDF
- FAA Inspector's Report (item 3, .PDF, 245 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422640&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Report-Redacted.PDF
- Excerpts From Maintenance Records (item 4, .PDF, 473 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422641&FileExtension=.PDF&FileName=Excerpts%20From%20Maintenance%20Records-Redacted.PDF
- Record of Conversation - FAA Inspector (item 5, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422642&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20FAA%20Inspector-Master.PDF
- Statement From A&P Mechanic - Mark Naumer (item 6, .PDF, 20 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422643&FileExtension=.PDF&FileName=Statement%20From%20A%26P%20Mechanic%20-%20Mark%20Naumer-Redacted.PDF
- Release of Aircraft Wreckage, NTSB Form 6120.15 (item 7, .PDF, 916 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422644&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF
- Photo 1 - Propellers (Photo Courtesy of FAA) (item 8, .PDF, 240 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422645&FileExtension=.PDF&FileName=Photo%201%20-%20Propellers%20(Photo%20Courtesy%20of%20FAA)-Master.PDF
- Photo 2 - Power Control Quadrant (Photo Courtesy of FAA) (item 9, .PDF, 249 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422646&FileExtension=.PDF&FileName=Photo%202%20-%20Power%20Control%20Quadrant%20(Photo%20Courtesy%20of%20FAA)-Master.PDF
- Photo 3 - Earlier Beechcraft Baron Model Power Control Quadrant (Photo Courtesy of Textron Aviation) (item 10, .PDF, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422647&FileExtension=.PDF&FileName=Photo%203%20-%20Earlier%20Beechcraft%20Baron%20Model%20Power%20Control%20Quadrant%20(Photo%20Courtesy%20of%20Textron%20Aviation)-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.

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