# NTSB WPR14LA220: Aero Commander Callair A 9B, N7292V, Gardiner, MT, June 2, 2014 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: June 2, 2014, 09:30 local (15:30 UTC) - Place: Gardiner, MT - Coordinates: 45.04972, -110.746665 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.0497&lon=-110.7467&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report June 1, 2016 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviaiton Administration, Lycoming Engines - NTSB case key (mKey): 89341 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR14LA220 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89341/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89341 - Page: https://openairdocs.org/ntsb/WPR14LA220 ## Probable cause The pilot’s inadequate preflight planning and his subsequent takeoff with the airplane over its allowable gross weight in high density altitude conditions, which degraded the airplane’s climb performance and led to a subsequent forced landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Planning/preparation: weight/balance calculations](https://openairdocs.org/ntsb-findings/02061015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Aero Commander CALLAIR A-9B, 1 case](https://openairdocs.org/ntsb-findings/02061015/cases.md?model=0144206), [All aircraft, 110 cases](https://openairdocs.org/ntsb-findings/02061015/cases.md) - [Aircraft capability: climb capability](https://openairdocs.org/ntsb-findings/01061010): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Aero Commander CALLAIR A-9B, 1 case](https://openairdocs.org/ntsb-findings/01061010/cases.md?model=0144206), [All aircraft, 183 cases](https://openairdocs.org/ntsb-findings/01061010/cases.md) - [Planning/preparation: weight/balance calculations](https://openairdocs.org/ntsb-findings/02061015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Aero Commander CALLAIR A-9B, 1 case](https://openairdocs.org/ntsb-findings/02061015/cases.md?model=0144206), [All aircraft, 110 cases](https://openairdocs.org/ntsb-findings/02061015/cases.md) - [Aircraft capability: maximum weight](https://openairdocs.org/ntsb-findings/01061035): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Aero Commander CALLAIR A-9B, 1 case](https://openairdocs.org/ntsb-findings/01061035/cases.md?model=0144206), [All aircraft, 152 cases](https://openairdocs.org/ntsb-findings/01061035/cases.md) - [Temp/humidity/pressure: high density altitude](https://openairdocs.org/ntsb-findings/03031020): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Aero Commander CALLAIR A-9B, 1 case](https://openairdocs.org/ntsb-findings/03031020/cases.md?model=0144206), [All aircraft, 278 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md) - [Terrain](https://openairdocs.org/ntsb-findings/03021000): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Aero Commander CALLAIR A-9B, 1 case](https://openairdocs.org/ntsb-findings/03021000/cases.md?model=0144206), [All aircraft, 267 cases](https://openairdocs.org/ntsb-findings/03021000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) (defining event); cases with it: [Aero Commander CALLAIR A-9B, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=0144206), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Initial climb: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Aero Commander CALLAIR A-9B, 3 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=0144206), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The commercial pilot was conducting an agricultural application flight. The pilot reported that, during departure, the airplane was unable to maintain a positive climb rate, so he decided to conduct a forced landing on a grass field. During the landing roll, the airplane's wing struck terrain, and the airplane subsequently came to rest inverted. Postaccident examination of the airplane and engine revealed no evidence of any preimpact anomalies that would have precluded normal operation. Postaccident weight and balance calculations determined that, at the time of the accident, the airplane exceeded its maximum gross weight limitation. Further, the density altitude was calculated to be 5,661 ft mean sea level. It is likely that the combined effects of the airplane being over its gross weight and the high-density altitude degraded the airplane's climb performance. ## Factual narrative On June 2, 2014, about 0930, mountain daylight time, an Aero Commander, Callair A-9B, N7292V, sustained substantial damage during a forced landing shortly after departure from the Gardiner Airport (29S) Gardiner, Montana. The commercial pilot was seriously injured. The airplane was registered to Nardin and Nardin Co., and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 137 as an aerial application flight. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The pilot reported that the airplane's climb rate was not sufficient after takeoff and he decided to perform an emergency landing on a grass field. During the landing sequence, the airplane's wing struck terrain and subsequently the airplane came to rest inverted. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed substantial damage to the airplane's fuselage and wings. The airplane was recovered to a secure storage facility for further examination. Additional examination revealed that the engine was separated from the airframe by the engine mount. The engine case was breeched on top of the area where the front cylinders attach. All the rocker covers were removed and the cylinder overhead areas were lubricated and unremarkable. The cylinders were removed and each combustion chamber was examined. The inspection of the internal areas of the cylinders revealed normal operational conditions. All engine accessories were examined and no anomalies were observed. The top sparkplugs were removed and all the sparkplug electrodes exhibited normal wear signatures when compared to the Champion Check-A-Plug comparison chart The two-bladed propeller remained attached to the crankshaft flange. Both blades were bent aft about mid-span and twisted. Marks and abrasions were observed on the blades that were chord-wise in direction. The postaccident examination of the airframe and engine revealed no evidence of a mechanical malfunction that would have precluded normal operation. According to an FAA sponsored performance study of the airplane, the maximum gross weight limitation for flight was 3,000 pounds. The take-off gross weight was calculated by the National Transportation Safety Board investigator-in-charge (IIC), using the empty weight of the airplane, the reported weight of the occupant, 40 gallons of fuel, 12 quarts of oil, and 1600 pounds of chemical. The calculated gross weight at the time of departure was about 3,881 pounds, which exceeded the maximum gross weight limitation. Utilizing the weather conditions at the nearing reporting station, the density altitude was calculated by the IIC to be about 5,661 feet mean seal level, for the departure time of the accident flight. ## Aircraft - Registration: [N7292V](https://openairdocs.org/deregistered/N7292V-2018-03-08), registration cancelled 2018-03-08, S/N 1437, built 1969 (OpenAirDocs) - Reported make and model: AERO COMMANDER CALLAIR A 9B (B) - Registry model: [Aero Commander CALLAIR A-9B](https://openairdocs.org/model/aero-commander-callair-a-9b) (registry code 0144206) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 1437 - Year built: 1969 - Airframe hours: 4606.28 - Engines: LYCOMING TIO-540 SER 310 horsepower reciprocating - Damage: Substantial damage - Flight: Aerial application, Part 137 - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, May 10, 2015 - Departed: 29S, Gardiner, MT - Destination: 29S, Gardiner, MT - Airport: 29S, Gardiner, runway 28, 3,200 × 55 ft - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; injuries: serious; commercial; airplane ratings: single-engine land; medical: class 2, with waivers/limitations; last flight review June 11, 2012; seat: front; restraint: 3-point; flight hours: 607.6 total, 81 in this make and model, 576.6 as pilot in command, 8 in the last 90 days, 8 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 48 °F, dew point 39 °F - Altimeter: 30.15 inHg - Observed at: KWYS, 27 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 20140602008749A](https://openairdocs.org/incident/20140602008749A), Jun 2, 2014: Aero Commander CALLAIR A-9B, Gardiner, MT, Substantial damage. Pilot took off from Gardiner airport and was climbing out, along the yellowstone river when aprox 1 1/2 miles from the airport he made a left turn then was… ## Other investigations on N7292V (1) 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 MKC78DCJ37](https://openairdocs.org/ntsb/MKC78DCJ37), Aug 7, 1978: Aero Comdr A-9B (N7292V), Agnew, NE, substantial damage ## Docket (7 files) The files NTSB released with the investigation on April 8, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89341. 3.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438708&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Email (item 2, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438709&FileExtension=.PDF&FileName=Record%20of%20Email-Master.PDF - Airframe and Engine Examination Report (item 3, .PDF, 268 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438710&FileExtension=.PDF&FileName=Airframe%20and%20Engine%20Examination%20Report-Master.PDF - Engine Inspection (item 4, .PDF, 157 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438711&FileExtension=.PDF&FileName=Engine%20Inspection-Master.PDF - Airplane Limitations (item 5, .PDF, 303 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438712&FileExtension=.PDF&FileName=Airplane%20Limitations-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 6, .PDF, 349 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438713&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 7, .PDF, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438714&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.