Arnold Palmer Regional Airport
Aircraft Accident/Incident Report

Saltsburg, Pennsylvania 15681
Saturday, August 7, 2010 9:20 EDT

NTSB Narrative Summary Released at Completion of Accident

The pilot had previously owned the accident airplane about 22 years ago, and it was subsequently modified under a supplemental type certificate (STC) that installed vortex generators (VGs), which decreased the airplane’s air minimum control airspeed (Vmca) from 81 knots to 74 knots. Another subsequent STC modification, STC SA1762SO, installed more powerful engines, different propellers, winglets, and modified engine nose cowlings. STC SA1762SO took into account a change to only the original type design and increased the airplane’s Vmca to 87 knots; however, the airplane’s airspeed indicator remained marked to indicate a Vmca of 74 knots. A representative of the current holder of STC SA1762SO reported that, to his knowledge, no flight testing was performed on the accident airplane or any similar make and model airplane to determine the interrelationship between his company’s STC and the previous STC. Therefore, the actual performance data for the accident airplane, including the Vmca, were unknown. However, the Vmca for the accident airplane was likely higher than the 74-knot Vmca marked on the airspeed indicator. The pilot purchased the airplane 4 days before the accident and performed three full-stop landings 2 days before the accident to get current. An individual familiar with the pilot believed that the pilot had not previously flown a reciprocating-engine-equipped airplane in about 3 years. Due to the pilot’s recent purchase, an insurance company broker “suggested” that the pilot obtain a multiengine instrument proficiency checkride; a Federal Aviation Administration (FAA) designated pilot examiner acting as a certified flight instructor (CFI) was on board for the accident flight. The CFI did not have an exemption from 14 Code of Federal Regulations 91.109(a) to give instruction in an aircraft equipped with a throw-over control yoke. According to uncorrelated radar data, after departure, the flight proceeded north-northwest and climbed to 3,600 feet where two 360-degree nearly level turns to the left were made, followed by a 360-degree turn to the right. The airplane then proceeded north-northwest and climbed to 4,200 feet briefly with the ground speed decreasing to 127 knots, then it descended to 3,900 feet and remained at that altitude, at which heading changes occurred, and the ground speed decreased to about 71 knots. Witnesses reported seeing the airplane flying level before it descended in a left spin and impacted a house. The only major components of the airplane that were not extensively heat damaged consisted of the outer section of the left wing and one cargo door, both of which were found in close proximity to the house. Both engines and their accessories and both propellers were extensively heat damaged. Although the right engine-driven fuel pump drive coupling was found fractured, this likely occurred during postaccident rotation of the crankshaft in order to facilitate removal of the propeller. The extent of the heat and impact damage to the airplane limited the airframe and engine testing that could be performed; however, there was no evidence of preimpact failure or malfunction on the observed components. Based on the airplane’s decreasing airspeed and nearly level altitude, the pilot was likely performing either imminent stall or simulated loss of engine power airwork before the airplane aerodynamically stalled and then entered a spin. Because the airplane was equipped with only a throw-over control yoke, the CFI had limited ability to assist in the recovery of the airplane. Although it was not possible to determine which low-airspeed maneuver was being demonstrated, one scenario that is consistent with the radar data evidence (and is typically performed during multiengine checkrides) is the Vmca demonstration, which requires a power reduction on one engine(and is consistent with the witnesses' descriptions of "sputtering" engine sounds). If the pilot were performing a Vmca demonstration, it is possible that the airplane began to lose directional control earlier than expected because the actual Vmca of the airplane with multiple STC modifications was unknown, and the airspeed indicator was improperly marked. Although the limitations and conditions section of STC SA1762SO stated that the installer must determine that the relationship between that STC modification and any other previously approved modifications “will not produce an adverse effect upon the airworthiness of that airplane,” the investigation found that the FAA does not provide any guidance to an installer to help determine the interrelationship between multiple STCs. As a result of this accident, on December 29, 2011, the FAA issued Airworthiness Directive (AD) 2011-27-04 that requires an inspection for airplanes equipped with STC SA1762SO and that specifies corrective action, if applicable, to ensure that the airplanes have the correct Vmca marking on the airspeed indicator, taking into consideration other STC modifications. AD 2011-27-04 is available from the FAA’s website at .

NTSB Probable Cause Narrative

The pilot’s loss of control of the airplane during low-airspeed airwork and his failure to promptly recover the airplane from the aerodynamic stall, which resulted in a spin. Contributing to the accident were the pilot and certified flight instructor’s intentional operation of the airplane for the purpose of performing instructional airwork with only a throw-over control yoke installed and the pilot’s lack of recent flight experience in the airplane make and model. Contributing to the lack of accurate performance data (including the air minimum control airspeed) for the modified airplane was the lack of guidance by the Federal Aviation Administration for an installer of a supplemental type certificate (STC) modification to determine the interrelationship between all STCs incorporated into an aircraft.

Event Information

Type of Event Accident
Event Date 8/7/2010
Event Day of the Week Saturday
Time of Event 920
Event Time Zone Eastern Daylight Time
Event City Saltsburg
Event State PENNSYLVANIA
Event Country --
Zipcode of the event site 15681
Event Date Year 2010
Event Date Month 8
MidAir Collision Indicator No
On Ground Collision occurred ? No
Event Location Latitude 402901N
Event Location Longitude 0793106W
Event Location Airport Arnold Palmer Regional Airport
Event Location Nearest Airport ID LBE
Indicates whether the acc/inc occurred off or on an airport Off Airport/Airstrip
Distance from airport in statute miles 16
Degrees magnetic from airport --
Airport Elevation 1199
Weather Briefing Completeness --
Investigator's weather source Weather Observation Facility
Time of the weather observation 950 Eastern Daylight Time
Direction of event from weather observation facility (degrees) 158
Weather Observation Facility ID LBE
Elevation of weather observation facility 1199
Distance of event from weather observation facility (units?) 14
Time Zone of the weather observation EDT
Lighting Conditions Day
Lowest Ceiling Height --
Lowest Non-Ceiling Height --
Sky/Lowest/Cloud Conditions Clear
Sky Condition for Lowest Ceiling None
Visibility Runway Visual Range (Feet) --
Visibility Runway Visual Value (Statute Miles) --
Visibility (Statute Miles) 9
Air Temperature at event time (in degrees celsius) 21
Dew Point at event time (in degress fahrenheit) 17
Wind Direction (degrees magnetic) 230
Variable Wind Indicator Wind direction could be determined
Wind Speed (knots) 5
Wind Velocity Indicator --
Wind Gust Indicator Not Gusting
Wind Gust (knots) --
Altimeter Setting at event time (in. Hg) 30.02
Density Altitude (feet) --
Intensity of Precipitation --
METAR weather report --
Event Highest Injury Fatal
On Ground, Fatal Injuries --
On Ground, Minor Injuries --
On Ground, Serious Injuries --
Injury Total Fatal 2
Injury Total Minor --
Injury Total None --
Injury Total Serious --
Injury Total All 2
Investigating Agency NTSB
NTSB Docket Number (internal use) 29344
NTSB Notification Source Pennsylvania Emergency Managem
NTSB Notification Date --
NTSB Notification Time --
Fiche Number and/or location -used to find docket information --
Date of most recent change to record Dec 1 2011 2:30PM
User who most recently changed record gots
Basic weather conditions Visual Meteorological Cond
FAA District Office --

Aircraft Involved

Aircraft #1

Aircraft Registration Number N28MR
NTSB Number ERA10FA404
Missing Aircraft Indicator --
Federal Aviation Reg. Part Part 91: General Aviation
Type of Flight Plan filed None
Flight plan Was Activated? No
Damage Substantial
Aircraft Fire Ground
Aircraft Explosion --
Aircraft Manufacturer's Full Name BEECH
Aircraft Model 58
Aircraft Series Identifier --
Aircraft Serial Number TH-1328
Certified Max Gross Weight 5400
Aircraft Category Airplane
Aircraft Registration Class --
Aircraft is a homebuilt? No
Flight Crew Seats --
Cabin Crew Seats --
Passenger Seats --
Total number of seats on the aircraft 6
Number of Engines 2
Fixed gear or retractable gear Retractable
Aircraft, Type of Last Inspection Annual
Date of Last Inspection Mar 8 2010 12:00AM
Airframe hours since last inspection --
Airframe Hours 1810
ELT Installed Yes
ELT Activated No
ELT Aided Location of Event Site No
ELT Type Unknown
Aircraft Owner Name Sataire LLC
Aircraft Owner Street Address --
Aircraft Owner City Latrobe
Aircraft Owner State PA
Aircraft Owner Country USA
Aircraft Owner Zipcode 15650-3829
Operator is an individual? No
Operator Name Sataire LLC
Operator Same as Owner? Yes
Operator Is Doing Business As --
Operator Address Same as Owner? No
Operator Street Address --
Operator City Latrobe
Operator State PA
Operator Country USA
Operator Zip code 15650
Operator Code --
Owner has at least one certificate None
Other Operator of large aircraft? No
Certified for Part 133 or 137 Operation --
Operator Certificate Number --
Indicates whether an air carrier operation was scheduled or not --
Indicates Domestic or International Flight --
Operator carrying Pax/Cargo/Mail --
Type of Flying (Per_Bus / Primary) Instructional
Second Pilot on Board Yes
Departure Point Same as Event No
Departure Airport Code LBE
Departure City Latrobe
Departure State PA
Departure Country USA
Departure Time 908
Departure Time Zone EDT
Destination Same as Local Flt dest & departure same, accident can occur anywhere
Destination Airport Code LBE
Destination City Latrobe
Destination State PA
Destination Country USA
Specific Phase of Flight --
Report sent to ICAO? --
Evacuation occurred --
Date of most recent change to record Dec 1 2011 2:32PM
User who most recently changed record gots
Since inspection or accident Last Inspection
Event Location Runway Number and Location N/A
Runway Length --
Runway Width --
Sight Seeing flight No
Air Medical Flight No
Medical Flight --