sakharamg/AviationCorpus · Datasets at Hugging Face

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Flight and engine data was recovered from non-volatile memory contained in the primary flight display (PFD).
In addition, the unit recorded autopilot mode information.
The takeoff roll began at 1611:34 on runway 6 and the airplane appeared to liftoff at 1611:55.
Five seconds later, at 1612:00.52, the autopilot heading mode was recorded on.
The airplane’s altitude was about 940 feet msl (61 feet agl).
About 1 second later the autopilot vertical speed mode was recorded on.
[The autopilot altitude and vertical speed bugs had previously been set at 3,000 feet and +850 feet per minute (fpm), respectively.] However, within 0.5 seconds, the pitch attitude mode changed to altitude hold and the autopilot captured the current altitude of 940 feet msl.
The vertical speed bug was automatically reset to zero with the change to altitude hold mode.
(Note: Heading, altitude and vertical speed settings are input by the pilot via the PFD.
They are referred to as “bug” settings.) About 1612:13, the autopilot vertical speed bug changed to 700 fpm, while the altitude bug remained at 940 feet.
At this time, the recorded autopilot modes were heading and altitude hold.
About 5 seconds later, at 1612:18, the autopilot vertical speed mode was annunciated and the vertical speed bug was reset to -400 fpm.
The autopilot altitude bug remained at 940 feet, while the airplane’s altitude was about 1,100 feet msl at that time.
The airplane’s heading was 064 degrees.
About 1612:28, the airplane entered a right turn from a heading of about 060 degrees, at an altitude of approximately 1,275 feet msl.
The right turn continued for about 1 minute 20 seconds.
The airplane ultimately rolled out on an approximate heading of 210 degrees, at an altitude of about 1,300 feet msl.
The airplane’s altitude varied from 1,275 feet msl to 1,820 feet msl during that time.
During the final 11 seconds of the turn the airplane’s roll attitude reached 70 degrees right wing down.
The airspeed increased to 172 knots.
At 1612:39, the recorded autopilot bug values are 058 degrees heading, 940 feet altitude, and -50 fpm vertical speed.
Thirteen seconds later, at 1612:52, the vertical speed bug value was -550 fpm.
Over the following 2 seconds, the vertical speed bug was reset to zero fpm.
The altitude bug remained at 940 feet during this time period.
Two seconds later, at 1612:57, the vertical speed mode was recorded off.
However, at 1613:04, the autopilot heading, vertical speed and altitude hold modes were selected on.
The vertical speed bug was at -250 fpm and the altitude bug was at 1,450 feet.
The airplane’s altitude was 1,520 feet msl and it was on a heading of about 207 degrees.
About 1613:50, the airplane rolled wings level at approximately 1,200 feet msl.
The pitch attitude began to increase from about 9 degrees nose down, continuing until reaching 54 degrees nose up.
At that time, the roll attitude was 29 degrees left wing down, and the airspeed was 65 knots and decreasing.
About 1614:09, the airspeed reached approximately 50 knots, at which time it began increasing again.
The altitude was about 2,700 feet msl.
The airplane’s pitch attitude transitioned from 50 degrees nose up to 60 degrees nose down, and the heading transitioned from approximately 200 degrees (south-southwest) to about 045 degrees (northeast).
During this time, about 1614:09, the recorded autopilot modes for heading, altitude hold, and vertical speed changed to off.
In addition, the autopilot and flight director were recorded off.
About 1614:17, the airplane’s descent stopped at an altitude of about 2,000 feet msl , before it began to climb again.
The airspeed was about 150 knots and began decreasing.
Between 1614:34 and 1614:40, the airplane’s pitch attitude transitioned from 19 degrees nose up to 44 degrees nose down.
It remained in a left bank attitude with a maximum roll angle of 76 degrees (left wing down).
The recorded airspeed was approximately 60 knots, and the airplane’s heading transitioned from about 070 degrees (east-northeast) to 300 degrees (west-northwest).
At 1614:24, the autopilot heading mode was recorded on.
However, it returned to off 10 seconds later.
The last bug settings were recorded at 1614:36.
The altitude, heading, and vertical speed bugs were recorded at 12,000 feet, 058 degrees, and +700 fpm, respectively.
About 1614:55, the airplane entered a right turn.
At that time, the airplane’s altitude was approximately 2,500 feet msl, airspeed about 115 knots, the pitch attitude was 12 degrees nose up, and the roll attitude was 75 degrees right wing down.
The airplane remained in this right turn for approximately 25 seconds until it reversed course to a south heading.
At that time, the autopilot heading mode was recorded on.
About 1615:20, the airplane’s altitude was about 2,950 feet msl, airspeed about 75 knots, and heading about 180 degrees.
The pitch attitude was approximately 50 degrees nose up.
It appeared to be rolling through a wings level (zero bank angle) attitude, as it transitioned from a left bank to a right bank.
Over the next 10 seconds, the airspeed decreased to 50 knots before beginning to increase again.
The altitude peaked at 3,200 feet msl before beginning to decrease again.
The pitch attitude decreased to about 55 degrees nose down and the roll attitude reached about 75 degrees left wing down.
At 1615:22, the autopilot heading mode was recorded off.
The autopilot ready indication began cycling for about 5 seconds consistent with the autopilot not being engaged.
The final data point was recorded at 1615:44.
At that time, the airplane’s position was approximately 0.20 miles north of the accident site, at 2,000 feet msl.
The pitch attitude was 30 degrees nose down and the roll attitude was 120 degrees right wing down.
In addition to flight and autopilot mode information, the PFD also recorded any fault indications associated with the flight display and autopilot system.
Review of the available data indicated that no flight display or autopilot system faults were recorded during the accident flight.
The Pilot's Operating Handbook noted that the accident airplane incorporated a conventional flight control design, which utilized a combination of push rods, cables and bell cranks to manipulate the flight control surfaces.
Pitch and roll trim were provided by adjusting the neutral position of a compression spring cartridge in each control system by means of an electric motor.
The electric roll trim is also used by the autopilot to position the ailerons.
The handbook noted that, "It is possible to easily override full trim or autopilot inputs by using normal control inputs." ADDITIONAL INFORMATIONThe pilot and passenger flew from BUF to CGF about 3 hours prior to the accident flight; arriving at CGF about 1319.
The inbound flight was operated on an IFR flight plan and assigned the ILS approach to runway 24.
The decision altitude for the ILS runway 24 approach was 1,079 feet msl (200 feet agl).
During that time frame, weather conditions at CGF were recorded as 200 to 300 feet agl overcast, with 3 to 3-1/2 miles visibility in light rain showers and mist.
Data recovered from the primary flight display also included the inbound flight into CGF.
The pilot executed 3 missed approaches in an attempt to land at CGF.
He was able to successfully land following the 4th approach.
The first approach began about 1234.
On each approach, the autopilot successfully captured the localizer course inbound to the runway.
On the first approach, glideslope was never captured and the airplane maintained the initial altitude of 3,000 feet msl throughout the procedure.
On the second approach, the airplane drifted right of course and high on the glideslope within 1 mile of the runway.
The tower controller recalled observing the airplane descend from the overcast cloud layer north of the runway centerline.
The airplane turned toward the runway apparently in an attempt to correct; however, the pilot elected to execute a missed approach.
On the third approach, the airplane was high on the glideslope and remained above the decision altitude for the approach.
On the fourth approach, the airplane tracked the glideslope and the pilot landed successfully.
The airplane struck a deer as it was rotated for liftoff.
There is a fence surrounding the airport, but it does not meet FAA's recommendation of being at least 10 feet high.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:The airplane struck a deer during takeoff.
Contributing to the accident was the perimeter fence being less than FAA's recommended 10 feet high.
Several days before the accident, a witness observed the airplane during takeoff while it was about 20 feet above ground level (agl).
The airplane appeared to be attempting to climb but remained at a low altitude.
The airplane cleared the trees at the edge of the airport and the witness eventually lost sight of it.
On the day of the accident, other witnesses observed the airplane at approximately 100 to 200 feet agl during its takeoff.
The airplane did not appear to be climbing and the engine was still running when the airplane began to descend, maintaining a nose up attitude all the way to impact.
The airplane came to rest upright, with crush damage to the fuselage.
The engine and both wings were partially separated.
The pilot did not hold a pilot certificate and the airplane had never been issued an airworthiness certificate.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:The pilot's failure to maintain adequate airspeed during takeoff, which resulted in a collision with terrain.
On July 18, 2009, at 1010 central daylight time, a Marvin Faulk Tinker Bell, experimental amateur built single seat airplane, N62431, was substantially damaged upon impact with terrain on the northwest edge of the La Porte Airport (T41), La Porte, Texas.
Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 flight.
The pilot, who was the only person on board, was seriously injured.
The flight was originating from T41 and was en route to the Jasper County Airport (JAS), Jasper, Texas.
Several days before the accident a witness saw the accident airplane during takeoff while it was about 20 feet above ground level (AGL).
The airplane appeared to be attempting to climb; however, it remained at a low altitude before the witness lost sight of the airplane after it cleared the trees at the edge of the airport.
When the accident airplane returned for landing it bounced several times and the witness said the airplane “would have crashed” if the pilot hadn’t done a go-around.

Flight and engine data was recovered from non-volatile memory contained in the primary flight display (PFD).

In addition, the unit recorded autopilot mode information.

The takeoff roll began at 1611:34 on runway 6 and the airplane appeared to liftoff at 1611:55.

Five seconds later, at 1612:00.52, the autopilot heading mode was recorded on.

The airplane’s altitude was about 940 feet msl (61 feet agl).

About 1 second later the autopilot vertical speed mode was recorded on.

[The autopilot altitude and vertical speed bugs had previously been set at 3,000 feet and +850 feet per minute (fpm), respectively.] However, within 0.5 seconds, the pitch attitude mode changed to altitude hold and the autopilot captured the current altitude of 940 feet msl.

The vertical speed bug was automatically reset to zero with the change to altitude hold mode.

(Note: Heading, altitude and vertical speed settings are input by the pilot via the PFD.

They are referred to as “bug” settings.) About 1612:13, the autopilot vertical speed bug changed to 700 fpm, while the altitude bug remained at 940 feet.

At this time, the recorded autopilot modes were heading and altitude hold.

About 5 seconds later, at 1612:18, the autopilot vertical speed mode was annunciated and the vertical speed bug was reset to -400 fpm.

The autopilot altitude bug remained at 940 feet, while the airplane’s altitude was about 1,100 feet msl at that time.

The airplane’s heading was 064 degrees.

About 1612:28, the airplane entered a right turn from a heading of about 060 degrees, at an altitude of approximately 1,275 feet msl.

The right turn continued for about 1 minute 20 seconds.

The airplane ultimately rolled out on an approximate heading of 210 degrees, at an altitude of about 1,300 feet msl.

The airplane’s altitude varied from 1,275 feet msl to 1,820 feet msl during that time.

During the final 11 seconds of the turn the airplane’s roll attitude reached 70 degrees right wing down.

The airspeed increased to 172 knots.

At 1612:39, the recorded autopilot bug values are 058 degrees heading, 940 feet altitude, and -50 fpm vertical speed.

Thirteen seconds later, at 1612:52, the vertical speed bug value was -550 fpm.

Over the following 2 seconds, the vertical speed bug was reset to zero fpm.

The altitude bug remained at 940 feet during this time period.

Two seconds later, at 1612:57, the vertical speed mode was recorded off.

However, at 1613:04, the autopilot heading, vertical speed and altitude hold modes were selected on.

The vertical speed bug was at -250 fpm and the altitude bug was at 1,450 feet.

The airplane’s altitude was 1,520 feet msl and it was on a heading of about 207 degrees.

About 1613:50, the airplane rolled wings level at approximately 1,200 feet msl.

The pitch attitude began to increase from about 9 degrees nose down, continuing until reaching 54 degrees nose up.

At that time, the roll attitude was 29 degrees left wing down, and the airspeed was 65 knots and decreasing.

About 1614:09, the airspeed reached approximately 50 knots, at which time it began increasing again.

The altitude was about 2,700 feet msl.

The airplane’s pitch attitude transitioned from 50 degrees nose up to 60 degrees nose down, and the heading transitioned from approximately 200 degrees (south-southwest) to about 045 degrees (northeast).

During this time, about 1614:09, the recorded autopilot modes for heading, altitude hold, and vertical speed changed to off.

In addition, the autopilot and flight director were recorded off.

About 1614:17, the airplane’s descent stopped at an altitude of about 2,000 feet msl , before it began to climb again.

The airspeed was about 150 knots and began decreasing.

Between 1614:34 and 1614:40, the airplane’s pitch attitude transitioned from 19 degrees nose up to 44 degrees nose down.

It remained in a left bank attitude with a maximum roll angle of 76 degrees (left wing down).

The recorded airspeed was approximately 60 knots, and the airplane’s heading transitioned from about 070 degrees (east-northeast) to 300 degrees (west-northwest).

At 1614:24, the autopilot heading mode was recorded on.

However, it returned to off 10 seconds later.

The last bug settings were recorded at 1614:36.

The altitude, heading, and vertical speed bugs were recorded at 12,000 feet, 058 degrees, and +700 fpm, respectively.

About 1614:55, the airplane entered a right turn.

At that time, the airplane’s altitude was approximately 2,500 feet msl, airspeed about 115 knots, the pitch attitude was 12 degrees nose up, and the roll attitude was 75 degrees right wing down.

The airplane remained in this right turn for approximately 25 seconds until it reversed course to a south heading.

At that time, the autopilot heading mode was recorded on.

About 1615:20, the airplane’s altitude was about 2,950 feet msl, airspeed about 75 knots, and heading about 180 degrees.

The pitch attitude was approximately 50 degrees nose up.

It appeared to be rolling through a wings level (zero bank angle) attitude, as it transitioned from a left bank to a right bank.

Over the next 10 seconds, the airspeed decreased to 50 knots before beginning to increase again.

The altitude peaked at 3,200 feet msl before beginning to decrease again.

The pitch attitude decreased to about 55 degrees nose down and the roll attitude reached about 75 degrees left wing down.

At 1615:22, the autopilot heading mode was recorded off.

The autopilot ready indication began cycling for about 5 seconds consistent with the autopilot not being engaged.

The final data point was recorded at 1615:44.

At that time, the airplane’s position was approximately 0.20 miles north of the accident site, at 2,000 feet msl.

The pitch attitude was 30 degrees nose down and the roll attitude was 120 degrees right wing down.

In addition to flight and autopilot mode information, the PFD also recorded any fault indications associated with the flight display and autopilot system.

Review of the available data indicated that no flight display or autopilot system faults were recorded during the accident flight.

The Pilot's Operating Handbook noted that the accident airplane incorporated a conventional flight control design, which utilized a combination of push rods, cables and bell cranks to manipulate the flight control surfaces.

Pitch and roll trim were provided by adjusting the neutral position of a compression spring cartridge in each control system by means of an electric motor.

The electric roll trim is also used by the autopilot to position the ailerons.

The handbook noted that, "It is possible to easily override full trim or autopilot inputs by using normal control inputs." ADDITIONAL INFORMATIONThe pilot and passenger flew from BUF to CGF about 3 hours prior to the accident flight; arriving at CGF about 1319.

The inbound flight was operated on an IFR flight plan and assigned the ILS approach to runway 24.

The decision altitude for the ILS runway 24 approach was 1,079 feet msl (200 feet agl).

During that time frame, weather conditions at CGF were recorded as 200 to 300 feet agl overcast, with 3 to 3-1/2 miles visibility in light rain showers and mist.

Data recovered from the primary flight display also included the inbound flight into CGF.

The pilot executed 3 missed approaches in an attempt to land at CGF.

He was able to successfully land following the 4th approach.

The first approach began about 1234.

On each approach, the autopilot successfully captured the localizer course inbound to the runway.

On the first approach, glideslope was never captured and the airplane maintained the initial altitude of 3,000 feet msl throughout the procedure.

On the second approach, the airplane drifted right of course and high on the glideslope within 1 mile of the runway.

The tower controller recalled observing the airplane descend from the overcast cloud layer north of the runway centerline.

The airplane turned toward the runway apparently in an attempt to correct; however, the pilot elected to execute a missed approach.

On the third approach, the airplane was high on the glideslope and remained above the decision altitude for the approach.

On the fourth approach, the airplane tracked the glideslope and the pilot landed successfully.

The airplane struck a deer as it was rotated for liftoff.

There is a fence surrounding the airport, but it does not meet FAA's recommendation of being at least 10 feet high.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:The airplane struck a deer during takeoff.

Contributing to the accident was the perimeter fence being less than FAA's recommended 10 feet high.

Several days before the accident, a witness observed the airplane during takeoff while it was about 20 feet above ground level (agl).

The airplane appeared to be attempting to climb but remained at a low altitude.

The airplane cleared the trees at the edge of the airport and the witness eventually lost sight of it.

On the day of the accident, other witnesses observed the airplane at approximately 100 to 200 feet agl during its takeoff.

The airplane did not appear to be climbing and the engine was still running when the airplane began to descend, maintaining a nose up attitude all the way to impact.

The airplane came to rest upright, with crush damage to the fuselage.

The engine and both wings were partially separated.

The pilot did not hold a pilot certificate and the airplane had never been issued an airworthiness certificate.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:The pilot's failure to maintain adequate airspeed during takeoff, which resulted in a collision with terrain.

On July 18, 2009, at 1010 central daylight time, a Marvin Faulk Tinker Bell, experimental amateur built single seat airplane, N62431, was substantially damaged upon impact with terrain on the northwest edge of the La Porte Airport (T41), La Porte, Texas.

Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 flight.

The pilot, who was the only person on board, was seriously injured.

The flight was originating from T41 and was en route to the Jasper County Airport (JAS), Jasper, Texas.

Several days before the accident a witness saw the accident airplane during takeoff while it was about 20 feet above ground level (AGL).

The airplane appeared to be attempting to climb; however, it remained at a low altitude before the witness lost sight of the airplane after it cleared the trees at the edge of the airport.

When the accident airplane returned for landing it bounced several times and the witness said the airplane “would have crashed” if the pilot hadn’t done a go-around.