National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# WPR14CA334
08/08/2014 1210 PDT Regis# N526FL
Acft Mk/Mdl JABIRU USA SPORT AIRCRAFT LLC J250 Acft SN 325
Eng Mk/Mdl JABIRU 3300
Acft TT
Opr Name: NEWSOM WILLIAM A JR
Opr dba:
1036
Bakersfield, CA
Apt: Bakersfield Muni L45
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
0
Ser Inj
0
Aircraft Fire: NONE
AW Cert: UNK
Narrative
The pilot reported that while en route he noted that the fuel gauges were fluctuating and eventually indicated empty. He declared an emergency and diverted to
a nearby airport. During the approach the airplane was too high and despite a slip and s-turns he landed long, overran the departure end of the runway, and
struck a fence. The airplane sustained substantial damage to the fuselage. The pilot reported that other than the erratic fuel indication on the fuel gauges, no
other mechanical malfunctions or failures existed with the airplane prior to the accident that would have precluded normal operation. He added that at the time
of landing, the engine was still running and a postaccident examination of the airplane revealed an adequate amount of fuel in the fuel tanks.
Printed: September 22, 2014
Page 1
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Copyright 1999, 2012, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN12LA636
09/16/2012 1852 CDT Regis# N3533D
Acft Mk/Mdl JDT MINI-MAX LLC 1500R
Acft SN 852
Eng Mk/Mdl ROTAX 447UL
Acft TT
Opr Name: DAVID D. KING
Opr dba:
253
Cameron, MO
Apt: Cameron Memorial Airport EZZ
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
1
Ser Inj
0
Aircraft Fire: NONE
Narrative
HISTORY OF FLIGHT
On September 16, 2012, about 1852 central daylight time, an experimental JDT Mini-Max LLC model 1500R light sport airplane, N3533D, was substantially
damaged when it collided with terrain shortly after takeoff from the Cameron Memorial Airport (EZZ), Cameron, Missouri. The sport pilot, who was the sole
occupant, was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a
flight plan. Day visual meteorological conditions prevailed for the personal flight. The local area flight was originating at the time of the accident.
A witness to the accident reported that he was outside his residence when he heard the accident airplane departing to the south. He initially heard the sound of
the engine before he spotted the airplane climbing away from runway 17 at an estimated 45-degree nose up pitch attitude. The witness reported that he did not
perceive any engine anomalies as the airplane climbed to about 350 feet above the ground, where it suddenly rolled to the right and entered a near vertical
descent into terrain.
PERSONNEL INFORMATION
According to Federal Aviation Administration (FAA) records, the accident pilot, age 52, held a sport pilot certificate, issued on October 9, 2010, with airplane
single engine land rating. The pilot had never applied for an aviation medical certificate; however, the operation of a light-sport aircraft only required a valid
driver's license. A search of FAA records showed no accident, incident, enforcement, or disciplinary actions.
The pilot's most recent logbook entry was dated August 12, 2012, at which time he had accumulated 72.8 hours total flight time, of which 38.5 hours were as
pilot-in-command. The pilot's first recorded flight in the accident airplane was completed on June 11, 2011. He had accumulated 30 hours in the accident
airplane as of the last logbook entry. He had flown 27.5 hours during the past year, 16 hours during the prior 6 months, and 10 hours during previous 90 days.
There was no record that the pilot had flown during the 30 day period before the accident flight. All of the flight time accumulated during the previous year had
been completed in the accident airplane.
AIRCRAFT INFORMATION
The experimental light sport airplane was a 2002 JDT Mini-Max LLC model 1500R, serial number (s/n) 852. A two-stroke, two-cylinder, air cooled,
40-horsepower, Rotax model 447UL engine, s/n 5504279, powered the airplane. The engine was equipped with a three-blade Ivoprop propeller. The single-seat,
tail-wheel equipped airplane was constructed of wood and fabric and had a maximum takeoff weight of 630 pounds.
According to FAA records, the airplane had already accumulated 195 hours when it received its experimental airworthiness certificate on November 23, 2007,
by a designated airworthiness representative. A digital hour meter found in the wreckage indicated that the airplane had accumulated 253 hours total time at the
time of the accident. The airplane maintenance records were not located during the on-scene investigation.
METEOROLOGICAL INFORMATION
The closest weather observing station was located at the Midwest National Air Center Airport (GPH), about 28 miles south of the accident site. At 1855, the
GPH automatic weather observing station reported: calm wind conditions, clear sky, surface visibility 10 miles, temperature 22 degrees Celsius, dew point 16
degrees Celsius, and an altimeter setting of 29.97 inches of mercury.
Astronomical data obtained from the United States Naval Observatory indicated that the local sunset was at 1923, about 31 minutes after the accident, and the
end of civil twilight was at 1950.
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
AIRPORT INFORMATION
The Cameron Memorial Airport (EZZ), a public-use airport, located about 2 miles southwest of Cameron, Missouri, was served by a single runway: 17/35 (4,000
feet by 75 feet, concrete). The airport elevation was 1,040 feet mean sea level (msl). According to airport data, there were trees, measuring 23 feet tall, located
1,200 feet from the departure end of runway 17 and 326 feet west of the extended runway centerline.
WRECKAGE AND IMPACT INFORMATION
A postaccident investigation, completed by FAA inspectors, confirmed that all airframe structural components were located at the accident site. The main
wreckage was located about 94 feet north of the runway end and about 27 feet east of the runway edge. The entire wreckage was contained within an area
comparable to the lateral dimensions of the aircraft. The lack of a wreckage debris path was consistent with a near vertical impact angle. A portion of a wing
leading edge rib was found embedded into the ground. The angle between the rib and the surrounding terrain was about 75 degrees. Elevator and rudder flight
control continuity was established from the control surfaces to their associated cockpit controls. Aileron flight control continuity could not be established due to
damage; however, all observed separations were consistent with overstress failure. Both wing fuel tanks appeared undamaged and were about 1/2 full. The
airframe examination revealed no evidence of mechanical malfunctions or anomalies that would have precluded normal operation.
The engine remained partially attached to the fuselage; however, the carburetor and fuel pump had separated from the engine. Internal engine and valve train
continuity was confirmed as the engine crankshaft was rotated. Compression and suction were noted on both cylinders in conjunction with crankshaft rotation.
The spark plugs were removed and exhibited features consistent with normal engine operation. All three composite propeller blades remained attached to the
metal hub assembly and exhibited damage consistent with ground impact. The engine examination revealed no evidence of mechanical malfunctions or
anomalies that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
On September 19, 2012, an autopsy was performed on the pilot at the First Call Morgue, located in Kansas City, Kansas. The cause of death for the pilot was
attributed to multiple blunt-force injuries sustained during the accident.
The FAA Civil Aerospace Medical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on samples obtained during the pilot's autopsy.
Carbon monoxide, cyanide, and ethanol were not detected. Pseudoephedrine was detected in blood and urine samples. Pseudoephedrine, brand name
Sudafed, is a non-sedating over-the-counter medication that is used to relieve nasal congestion and pressure caused by colds, allergies, and hay fever.
Printed: September 22, 2014
Page 3
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Copyright 1999, 2012, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN12LA634
09/14/2012 1615 CDT Regis# N850GB
Vermillion, SD
Apt: Harold Davidson Field Airport VMR
Acft Mk/Mdl NORTH WING DESIGN APACHE SPORT
Acft SN 51188
Acft Dmg: DESTROYED
Eng Mk/Mdl ROTAX 582 UL DCDI
Acft TT
Fatal
Opr Name: LOWELL L. RAHN
Opr dba:
211
1
Ser Inj
Rpt Status: Factual Prob Caus: Pending
0
Flt Conducted Under: FAR 091
Aircraft Fire: GRD
Narrative
HISTORY OF FLIGHT
On September 14, 2012, about 1615 central daylight time, an experimental North Wing Design model Apache Sport light sport aircraft, N850GB, was destroyed
when it collided with terrain shortly after takeoff from the Harold Davidson Field Airport (VMR), Vermillion, South Dakota. A postimpact ground fire ensued. The
sport pilot, who was the sole occupant, was fatally injured. The weight-shift-control aircraft was registered to and operated by the pilot under the provisions of
14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the personal flight. The cross-country flight was
originating at the time of the accident and was en route to a private airstrip near Kimball, South Dakota.
A witness to the accident reported that he was working outside his residence when he heard the weight-shift-control aircraft depart the airport. He initially heard
the sound of the aircraft's engine before he spotted the aircraft climbing at a steep angle. He reported that the aircraft then rolled to the left and entered a near
vertical descent. The aircraft descended below his sightline before he heard a sound similar to a ground impact and saw smoke rising-up from the same general
area.
Another witness reported that he was working in his garage when he heard the sound of an aircraft engine "having trouble." He looked up and saw the
weight-shift-control aircraft in a steep bank angle as it descended toward the ground. He stated that the engine was making a loud noise during the descent.
Another witness reported that he was watching the weight-shift-control aircraft takeoff from the airport. He stated that the engine initially sounded like it was
operating normally, but as the aircraft continued to climb the engine began to run roughly. He noted that the airplane then descended below a nearby tree line.
PERSONNEL INFORMATION
According to Federal Aviation Administration (FAA) records, the pilot, age 75, held a sport pilot certificate with weight-shift-control and powered-parachute
ratings. He also held a repairman certificate, which allowed him to maintain the accident weight-shift-control aircraft and two other light-sport aircraft. According
to FAA records, the pilot had never applied for an aviation medical certificate; however, the operation of a light-sport aircraft only required a valid driver's
license. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings.
The most recent pilot logbook entry was dated September 11, 2012. At that time, the pilot had accumulated 571.3 hours total flight time, of which 375.7 hours
were logged as pilot-in-command. He had logged 375.7 flight hours in weight-shift-control aircraft and 195.6 hours in powered-parachutes. All of his documented
flight experience was in daytime visual meteorological conditions. He had logged 44.5 hours during the past year, 27.2 hours during the prior 6 months, 16.3
hours during previous 90 days, and 3.7 hours in the last 30 days. The pilot did not log a flight within 24 hours of the accident. His last flight review was
completed on September 9, 2011, in an Edge XT-582-L weight-shift-control aircraft.
AIRCRAFT INFORMATION
The weight-shift-control aircraft was a 2005 North Wing Design model Apache Sport, serial number (s/n) 51188. A two-stroke, two-cylinder, water cooled,
65-horsepower, Rotax model 582 UL DCDI engine, s/n 5743300, powered the aircraft. The engine was equipped with a ground-adjustable, three blade, Ivoprop
model Quick Adjust propeller. The aircraft could seat two individuals, and had an empty weight and a maximum takeoff weight of 473 pounds and 950 pounds,
respectively.
The weight-shift-control aircraft was issued an experimental airworthiness certificate on April 24, 2007. The pilot purchased the aircraft on February 23, 2011.
According to available information, the airframe and engine had accumulated a total service time of 210.6 hours at the time of the accident.
The last conditional inspection was completed on April 10, 2012, at 184.1 hours airframe total time. A postaccident review of the maintenance records found no
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
history of unresolved airworthiness issues.
METEOROLOGICAL INFORMATION
At 1555, the VMR automatic weather observing station reported the following weather conditions: wind from 280 degrees at 2 knots, visibility in excess of 10
miles, temperature 28 degrees Celsius, dew point 4 degrees Celsius, and an altimeter setting of 30.24 inches of mercury. Review of photographs taken by local
law enforcement immediately following the accident revealed no appreciable cloud cover or visibility restrictions at the accident site, consistent with visual
meteorological conditions.
A pilot reported experiencing moderate turbulence, updrafts, and dust-devils while flying near the accident site about 30 minutes before the accident occurred.
AIRPORT INFORMATION
The Harold Davidson Field Airport (VMR), a public-use airport, located about 1 mile south of Vermillion, South Dakota, was served by a single runway: 12/30
(4,105 feet by 75 feet, concrete). The airport elevation was 1,147 feet mean sea level (msl).
WRECKAGE AND IMPACT INFORMATION
A postaccident on-scene examination, completed by a FAA Airworthiness Inspector, confirmed that all airframe structural components were located at the
accident site. The main wreckage was located on the extended runway 30 centerline, about 1/2 mile past the end of the runway. The entire wreckage was
contained within an area comparable to the lateral dimensions of the aircraft. The lack of a wreckage debris path or any lateral impact damage to the
surrounding corn crop was consistent with a near vertical impact angle. A majority of the fuselage structure and wing were consumed during the postimpact fire.
Flight control continuity could not be established due to damage; however, all observed separations were consistent with either an overstress failure or
prolonged exposure to fire.
The engine exhibited damage consistent with prolonged exposure to fire. The dual electronic ignition system and both carburetors were destroyed during the
fire. A postaccident engine examination confirmed internal engine and valve train continuity as the engine crankshaft was rotated. Compression and suction
were noted on both cylinders in conjunction with crankshaft rotation. The spark plugs were removed and exhibited features consistent with normal engine
operation. All three composite propeller blades remained attached to the metal hub assembly and exhibited damage consistent with impact and prolonged
exposure to fire. The engine examination revealed no preimpact mechanical malfunctions or failures that would have precluded normal engine operation.
MEDICAL AND PATHOLOGICAL INFORMATION
On September 17, 2012, an autopsy was performed on the pilot at Sanford Health Pathology Clinic, located in Sioux Falls, South Dakota. The cause of death
for the pilot was attributed to multiple blunt-force injuries sustained during the accident. The autopsy report also described extensive postmortem thermal
injuries. Additionally, the autopsy report indicated that there was significant blunt-force damage to the heart that precluded a detailed examination.
The FAA Civil Aerospace Medical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on samples obtained during the pilot's autopsy.
Ethanol and n-propanol were detected in muscle samples, but was not detected in brain tissues. The presence of ethanol and n-propanol was attributed to
sources other than ingestion. Metoprolol was detected in muscle and liver samples. Metoprolol, brand name Lopressor or Toprol XL, is a prescription
medication used to treat high blood pressure, angina, and to control heart rate in some arrhythmias. Rosuvastatin was detected in liver samples. Rosuvastatin,
brand name Crestor, is a prescription medication used to treat high cholesterol and prevent heart disease. Tamsulosin was detected in muscle and liver
samples. Tamsulosin, brand name Flomax, is a prescription medication used to treat benign prostatic hyperplasia. Warfarin was detected in muscle and liver
samples. Warfarin, brand name Coumadin, is a prescription anticoagulant.
During the postaccident investigation, the NTSB Investigator-In-Charge and a FAA Medical Officer interviewed the pilot's spouse to ascertain the pilot's
previous medical history. The pilot had an artificial aortic heart valve replacement for the past 38 years and was on a daily regimen of Coumadin. Additionally,
he had coagulation studies done monthly, which were reportedly normal and there were no known issues with his replacement heart valve.
The pilot had heart bypass surgery in the 1990's. In 2006 he had a cardiac catheterization to evaluate ischemia and to install a stent in an artery that was
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
90-percent occluded; however, the location of the occlusion prevented stenting and his previous surgeries prevented additional surgical intervention. The pilot
was reportedly receiving medical treatment for his ischemic coronary artery disease.
The pilot had a craniotomy after developing slurred speech resulting from a slowly expanding subdural hematoma sustained during a ski accident about 10
years before his fatal aviation accident. Following the craniotomy, his slurred speech resolved and he had no residual neurological symptoms.
The pilot's spouse reported that the pilot had 4 or 5 episodes of transient ischemic attack; however, the symptoms of each episode were always different. More
than 10 years before the accident flight and before his craniotomy surgery, the pilot experienced double vision while driving. Then about a year later he had
another episode when he told his wife that he was experiencing eye problems and his wife noted that his eyes were bulging; however, the symptoms resolved
after a few seconds. Since his craniotomy procedure, while operating an automobile, the pilot reportedly lost vision and had to pull over and let his wife drive.
The final episode occurred 3 or 4 years before the accident flight, when the pilot told his wife that he felt the table was tipping, but she noted he was leaning
instead. The pilot's spouse reported that each episode lasted only a few seconds and after which, the pilot exhibited no residual symptoms. Following his most
recent episode, which occurred 3 to 4 years before the accident flight, the pilot's spouse asked her husband to tell his physician about his latest episode;
however, she did not know if he indeed told his doctor or not.
The pilot was evaluated by his personal physician in February 2008 and was diagnosed with dizziness and counseled him against driving or flying. However,
records show that in April 2010, the pilot passed an exam for a commercial driver's license.
The pilot's spouse reported that her husband had no recent complaints of fatigue, shortness of breath or chest pain. On the day of the accident, the pilot was
reportedly alert with no noticeable fatigue or complaints, and was looking forward to his upcoming cross country flight.
According to FAA regulations, a pilot operating light-sport aircraft does not need to apply for nor possess a FAA medical certificate. In lieu of a FAA medical
certificate, a pilot can operate light-sport aircraft if they possess a valid driver's license; although, a pilot must not know of or have reason to know of any
medical condition that would make them unable to operate a light-sport aircraft in a safe manner.
TESTS AND RESEARCH
A handheld GPS device was recovered from the wreckage and sent to the NTSB Vehicle Recorder Laboratory for further examination. The GPS device
exhibited significant thermal damage, consistent with a prolonged exposure to fire. The damage to the GPS device prevented a normal download via a cabled
connection to a host computer. A nonvolatile memory chip, which normally contains recorded position data, was extracted from the damaged GPS; however,
the NTSB Vehicle Recorder Laboratory was unable to perform a chip-level download due to heat damage sustained to the memory chip.
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN14LA471
09/01/2014 830 MDT
Acft Mk/Mdl BORING ROBERT BURTON RV6A-A
Regis# N613LE
Las Cruces, NM
Acft SN 23993
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Fatal
Flt Conducted Under: FAR 091
Eng Mk/Mdl LYCOMING O-360 SERIES
Opr Name: BAKER SETH A
0
Ser Inj
Opr dba:
Apt: Las Cruces Intl LRU
1
Prob Caus: Pending
Aircraft Fire: NONE
Narrative
On September 1, 2014, about 0830 mountain daylight time, an amateur-built RV-6A airplane was substantially damaged when it impacted the ground following
a loss of control during landing approach to runway 8 at the Las Cruces International Airport, Las Cruces, New Mexico. The pilot received serious injuries and
the pilot rated passenger received minor injuries. The airplane received substantial damage to both wings and the fuselage. The aircraft was registered to and
operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the
flight, which was not operated on a flight plan. The local flight originated about 0730.
Printed: September 22, 2014
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Air Data Research
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210-695-2204 - [email protected] - www.airsafety.com
Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN14LA492
09/04/2014 1424 EDT Regis# CFBCA
Acft Mk/Mdl CAMPBELL SUPER BEARHAWK
Opr Name: PILOT
Acft SN RNC 469
Sault St. Marie, MI
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Fatal
Flt Conducted Under: FAR 091
0
Ser Inj
Opr dba:
0
Prob Caus: Pending
Aircraft Fire: NONE
Narrative
On September 8, 2014, at 1424 eastern daylight time, an amateur-built Campbell Super Bearhawk, CFBCA, nosed over during landing on a river near Sault Ste
Marie, Michigan. The airplane sustained substantial damage. The pilot was uninjured. The airplane was registered to and operated by the pilot under the
provisions of 14 CFR Part 91 as a personal flight that was not operating on a flight plan. Visual meteorological conditions prevailed for the flight.
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# WPR14CA255
06/19/2014 2049
Regis# N234BS
Caldwell, ID
Apt: N/a
Acft Mk/Mdl COSMOS PHASE II PHASE II 582-NO SERI Acft SN A58BRS
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Eng Mk/Mdl ROTAX 582
Fatal
Flt Conducted Under: FAR 091
Opr Name: WAYNE L. MAYO
0
Ser Inj
Opr dba:
0
Aircraft Fire: NONE
AW Cert: SPE
Narrative
The pilot reported that he was flying his weight-shift control trike at low altitude when it struck power lines. Subsequently, the trike descended to the ground,
which resulted in substantial damage to the structural tubing. The pilot further stated that his smoke colored visor attached to his helmet prevented him from
clearly seeing the power lines. The pilot reported no preimpact mechanical failures or malfunctions with the aircraft that would have precluded normal operation.
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA14CA385
08/04/2014 1930 EDT Regis# N502CW
Acft Mk/Mdl COTE JAMES RANS S 6S-SUPERSIX
Opr Name: BEACHY MARTIN JR
Printed: September 22, 2014
Page 10
New Berlin, PA
Apt: Saurers Field 4PA1
Acft SN 08051681
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Acft TT
Fatal
Flt Conducted Under: FAR 091
112
0
Ser Inj
Opr dba:
an airsafety.com e-product
Prepared From Official Records of the NTSB By:
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210-695-2204 - [email protected] - www.airsafety.com
0
Prob Caus: Pending
Aircraft Fire: NONE
Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN14FA140
02/16/2014 1311 CST Regis# N3000V
Shepherd, TX
Apt: N/a
Acft Mk/Mdl HILLAM SCOTT L RANS S 10
Acft SN 0996178-S
Acft Dmg: DESTROYED
Eng Mk/Mdl BOMBARDIER ROTAX (ALL)
Acft TT
Fatal
Opr Name: GOLDSMITH JAMES I
Opr dba:
390
1
Ser Inj
Rpt Status: Factual Prob Caus: Pending
0
Flt Conducted Under: FAR 091
Aircraft Fire: NONE
Summary
A ground witness reported that the pilot made a radio transmission announcing his intention to perform a rolling maneuver. He and another ground witness
stated that they then saw the airplane roll through an inverted position and then transition into a steep, high-speed dive. The left wing separated from the
fuselage, and the airplane continued in a near-vertical descent until ground impact. Postaccident examination revealed that the left front wing spar had fractured
near the left wing root due to overload.
No records were found indicating that the noncertificated pilot had received dual flight instruction for aerobatics, and the pilot's friend reported that he did not
think that the pilot had ever received any aerobatic flight training. A review of the pilot's journal revealed that he had recently attempted solo aerobatics in the
accident airplane, which resulted in high-speed spiral dives at airspeeds higher than the never exceed speed for the airplane. The pilot likely attempted an
aerobatic maneuver that exceeded the airplane's design limitations, which resulted in the subsequent in-flight breakup of the airplane.
Toxicological reports revealed the presence of amlodipine, a blood pressure medication, in the urine and liver, and autopsy results indicated that the pilot had
hypertension; however, it is unlikely that the hypertension or the medication used for its treatment contributed to the accident. Tramadol and its metabolite,
which are analgesics, were also present in the urine and liver. Insufficient evidence was available to determine whether the pilot's use of tramadol contributed
to his decision to perform aerobatic maneuvers without training or impaired his ability to complete the maneuver successfully.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The noncertificated pilot's
improper decision to attempt aerobatic maneuvers that exceeded the airplane's design limitations, which resulted in the subsequent in-flight breakup of the
airplane. Contributing to the accident was the pilot's lack of aerobatic flight instruction.
Events
1. Maneuvering-aerobatics - Loss of control in flight
2. Maneuvering-aerobatics - Collision with terr/obj (non-CFIT)
3. Maneuvering-aerobatics - Aircraft structural failure
Findings - Cause/Factor
1. Personnel issues-Action/decision-Info processing/decision-Decision making/judgment-Pilot - C
2. Aircraft-Aircraft structures-Wing structure-Spar (on wing)-Failure
3. Personnel issues-Experience/knowledge-Training-Total instruct/training recvd-Pilot - F
Narrative
HISTORY OF FLIGHT
On February 16, 2014, about 1311 central standard time, a Scott L. Hillam Rans S10 airplane, N3000V, impacted terrain following an inflight breakup near
Shepherd, Texas. The pilot, the sole occupant, was fatally injured and the airplane was destroyed. The airplane was registered to and operated by the pilot
under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions existed at the time of the accident and
no flight plan was filed. The local flight departed the Lake Water Wheel Airport (XS99), Shepherd, Texas about 1245.
According to a ground witness, the pilot made a radio transmission announcing his intention to perform a rolling maneuver. Multiple ground witnesses observed
the airplane roll through an inverted position and then transition into a steep dive. During the dive, the witnesses noticed the elevator move back and forth
rapidly, followed by a wing separating from the fuselage. The airplane subsequently impacted the ground at a steep angle.
PERSONNEL INFORMATION
The pilot, age 77, began flying ultralight aircraft in 1983 and recorded 764 flight hours in his logbook as of February 26, 2007. A review of the Federal Aviation
Administration (FAA) database revealed the pilot did not hold a pilot or medical certificate. The pilot did possess a valid driver's license and was a member of
the United States Ultralight Association.
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
AIRCRAFT INFORMATION
The Rans S10 kit airplane, equipped with a Rotax 912 engine, was built by the previous owner and received an airworthiness certificate on May 31, 2002. The
accident pilot purchased the airplane on June 20, 2003. A review of logbooks indicated the airplane had been flown about 390 hours, with no inspections
recorded since the purchase in 2003.
METEOROLOGICAL INFORMATION
The weather observation station at Cleveland Municipal Airport (6R3), Cleveland, Texas, located about 9 miles southwest of the accident site, reported the
following conditions at 1315: wind 160 degrees at 5 knots, visibility 10 miles, broken clouds at 3,600 feet above ground level (AGL), temperature 24 degrees
Celsius (C), dew point 16 degrees C, altimeter setting 30.06.
WRECKAGE AND IMPACT INFORMATION
The airplane impacted in an open field and came to rest in an inverted position. The left wing was located about 200 yards north of the main wreckage. All flight
control surfaces, with the exception of the left aileron, were found intact with the main wreckage and flight control continuity was confirmed to the rudder,
elevator, and right aileron. The empennage was twisted.
The left front wing spar fractured near the left wing root. An examination of the spar did not reveal any evidence of pre-existing fatigue fracture propagation and
contained 45 degree shear-lips, consistent with an overload failure. Examination of the airframe and engine revealed no evidence of mechanical malfunctions or
failures that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
On February 18, 2014, an autopsy was performed on the pilot at a Forensic Medical Management Services facility in Beaumont, Texas. The examination
determined the cause of death to be due to multiple traumatic injuries. The Federal Aviation Administration's Civil Aeromedical Institute in Oklahoma City,
Oklahoma, performed toxicology tests on the pilot, but no blood was available for testing. The tests were negative for ethanol in muscle or brain. Amlodipine,
tramadol, and tramadol's primary metabolite O-desmethyltramadol were identified in urine and liver. Salicylate was identified in urine.
Amlodipine is a blood pressure medication marketed under the brand name Norvasc. Its presence and the thickness of the heart wall (1.5cm) on autopsy were
consistent with the pilot having hypertension. Tramadol, an analgesic that carries an FDA warning about sedation, is marketed under the brand name Ultram
and is potentially impairing, but without a blood level, its effects on the pilot cannot be determined. Salicylate is a metabolite of aspirin, a non-sedating
analgesic.
ADDITIONAL INFORMATION
On January 11, 2014, the pilot wrote the following information in a journal:
". Flew S10 and tried to roll it, aileron only, about 95 mph (miles per hour) with horizon just a little low. Hard left aileron, plane inverted then went into dive
upside down and spiraling. Thought I maybe was too slow so I tried again at about 105 mph, this time I was spiraling real fast upside down in a dive, even with
throttle back off and as I was pulling it out this time I noticed my airspeed was 180 mph. I gradually started pulling it out, pulled 4 « Gs, and was down to about
600 feet. "
Never exceed speed (Vne) for the Rans S10 airplane is 130 miles per hour.
According to a friend, the pilot had recently started to attempt aerobatic maneuvers while solo. The pilot told him that the elevator of the airplane tended to
"flutter" at higher speeds. After one flight, the pilot told him that he intended to fly less than 125 miles per hour, due to elevator flutter. His friend did not think
the pilot had ever taken dual aerobatic flight training.
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA14FA421
09/03/2014 1522 EDT Regis# N541EM
Acft Mk/Mdl KLAAS DEVELOPMENT INC LANCAIR IV PAcft SN LIV-398
Eng Mk/Mdl CONTINENTAL MOTORS TSIO-550 E3B
Acft TT
Opr Name: EMPIRE EQUIPMENT LLC
Opr dba:
2378
Collegedale, TN
Apt: Collegedale Muni FGU
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Fatal
Flt Conducted Under: FAR 091
1
Ser Inj
0
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Narrative
On September 3, 2014, about 1522 eastern daylight time, an experimental amateur-built Lancair IV-P, N541EM, was substantially damaged when it impacted
an open field within an industrial park near Collegedale Municipal Airport (FGU), Collegedale, Tennessee. The airplane had departed from McGhee-Tysons
International Airport (TYS), Knoxville, Tennessee, at 1451. Day visual meteorological conditions prevailed and an instrument flight rules flight plan had been
filed for the flight destined for Jackson-Medgar Wiley Evers International Airport (JAN), Jackson, Mississippi. The commercial pilot was fatally injured. The
business flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Preliminary information from Federal Aviation Administration Air Route Traffic Control Center (ARTCC) revealed that the pilot reported on the Atlanta ARTCC
frequency that he was at 11,000 feet and requested to deviate to the right for weather. The aircraft subsequently leveled at its filed cruising altitude of 16,000
feet above mean sea level (msl). Shortly after reaching cruise altitude the pilot reported that he was "having trouble holding altitude," descended to 15,000 feet
msl, reported "engine problems," and then reported "instrument problems." The pilot subsequently requested to divert to Chattanooga-Lovell Field (CHA),
Chattanooga, Tennessee. At 1513, the pilot reported that the airplane "lost engine power" and the corresponding radar return was approximately 7 miles north
of FGU and indicated an altitude of 6,000 feet msl. Then the pilot reported "oil all over the windshield" and that he "could not see a thing." Subsequently the
pilot reported "I cannot see it. I cannot make it. I am just looking for anything at this point" and that a forced landing was imminent." The last recorded radar
transponder return for the flight was about 2 nautical miles north of FGU and in the vicinity of the accident location.
The airplane was located in a grassy area of an industrial park. The airplane came to rest on its belly and the landing gear was retracted. The initial impact point
was denoted as a ground scar created by the left wing of the airplane and the main wreckage came to rest 108 feet 8 inches from the initial impact ground scar.
The nose of the airplane impacted the ground 16 feet 4 inches from the initial impact point and began with a ground scar similar in shape and dimension as the
propeller flange. The debris field was on a 202 degree heading from the initial ground scar and the airplane came to rest on a 015 heading. Subsequent
examination of the surrounding area revealed a composite piece of the tail was located about 510 feet and on a magnetic heading of 036 degrees from the
initial impact sight.
Examination of security video, obtained from a nearby facility, revealed that the airplane impacted the ground in a left wing down, slightly inverted attitude.
Subsequently, the nose of the airplane impacted the ground, followed by the right wing. The security video further revealed a mist emanating from the wreckage
similar in appearance to fuel spray from the breeched right fuel tank.
The airplane exhibited various degrees of impact and crush damage and the empennage, aft of the most aft bulkhead, was separated, but remained in the
immediate vicinity of the main wreckage. Both wings exhibited impact damage on the outboard approximate one-half of each wing. Rudder cable continuity was
confirmed from both sets of rudder pedals to the rudder horn located in the tail through the cable cut that was made to facilitate recovery. However, the rudder
was separated from the vertical stabilizer at the attach points during the accident sequence, and was located in the immediate vicinity of the stabilizer. Elevator
push/pull tube continuity was confirmed from both side mounted control columns in the cockpit to the base of the vertical stabilizer mounting surface on the aft
bulkhead. The elevator operated smoothly on the separated vertical stabilizer. Left aileron continuity was confirmed from the side mounted control columns in
the cockpit to the left wing's fracture point on the outboard section of the wing; however, the aileron was impact separated but was in the vicinity of the
wreckage. Right aileron continuity was confirmed from the side mounted control columns to the push/pull tube fracture point at the fuselage wall and from that
fracture point to the aileron. Examination of the engine revealed that the propeller flange remained in place; however, the propeller had not been not located at
the time of this writing. The propeller flange bolt holes were devoid of any bolts or bolt shanks and the holes were packed with soil from the nose impact point.
Printed: September 22, 2014
Page 13
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Air Data Research
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Copyright 1999, 2012, Air Data Research
All Rights Reserved
National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA14LA423
09/04/2014 1105 EDT Regis# N8768B
Acft Mk/Mdl MCMURRAY DAVID C SEAREY
Acft SN MK011
Eng Mk/Mdl ROTAX 912
Opr Name: SCHIELE A. BREWER
Webb, NY
Apt: N/a
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Fatal
Flt Conducted Under: FAR 091
1
Ser Inj
Opr dba:
0
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Narrative
On September 4, 2014, about 1105 eastern daylight time, an experimental amateur-built amphibious Searey, N8768B, operated by a private individual, was
substantially damaged while landing on the Stillwater Reservoir, Webb, New York. The commercial pilot was fatally injured. Visual meteorological conditions
prevailed and no flight plan had been filed for the flight that originated at the Boonville Airport, Boonville, New York. The personal flight was conducted under
the provisions of 14 Code of Federal Regulations Part 91.
According to records obtained from the Federal Aviation Administration (FAA), the airplane was purchased by the pilot through a corporation on March 3, 2014.
The airplane was equipped with a Rotax 912 ULS, 100-horsepower engine and originally issued an airworthiness certificate on July 1, 1997.
According to initial information obtained from an FAA inspector, the pilot was practicing touch-and-go takeoffs and landings on the reservoir. A witness
observed the airplane departing from the water and flying overhead before losing sight of it behind trees. The witness stated that the airplane sounded as if it
was approaching for another landing and she heard a series of engine "sputters and roars" followed by silence; however, she did not associate the sounds with
an airplane accident. The airplane was subsequently located submerged in the water. The canopy was completely fractured and the airframe around the
forward portion of the canopy was substantially damaged.
Initial examination of the airframe and engine by an FAA inspector did not reveal evidence of any obvious catastrophic failures. The wreckage was retained for
further examination to be performed at a later date.
The pilot reported 3,100 hours of total flight experience on his most recent application for an FAA second class medical certificate, which was dated July 3,
2014.
Printed: September 22, 2014
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Accident Rpt# CEN11FA634
09/07/2011 1005 CDT Regis# N554JR
Acft Mk/Mdl RIFFEL JERRIS L RV-7A
Acft SN 01
Eng Mk/Mdl LYCOMING IO-360-B1B
Acft TT
Opr Name: RIFFEL JERRIS L
Opr dba:
1000
Winfield, KS
Apt: N/a
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
1
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
Summary
The private pilot was flying his experimental home-built airplane on a visual flight rules (VFR) cross-country flight. While en route, the pilot requested VFR flight
following services from air traffic control. A review of radar data revealed that, at the time of the request, the airplane was level at 8,500 feet. About 6 minutes
later, radar and radio contact were lost. No distress calls from the pilot were reported. A witness who was working near the accident site reported hearing a very
loud revving engine noise. When he looked up, he saw the airplane flying upside down. He also stated that he did not see a cockpit or a pilot in the airplane. A
few seconds later, the airplane passed behind a stand of trees and out of sight. He went to the impact site and found the wreckage but not the pilot.
First responders reported that the wreckage was mangled and spread across a soybean field in a southerly direction. Ground scars at the accident site
indicated that the airplane impacted the ground at a high velocity in a wings-level, slightly nose-down attitude and inverted. The engine and propeller assembly
exhibited evidence consistent with high power at impact. All of the flight control surfaces were accounted for at the main wreckage site. Flight control continuity
was established from the cockpit to all of the flight control surfaces, and no evidence indicated that any of the flight controls were disconnected or otherwise
separated before impact. The pilot's body was found about 1 mile northwest of the airplane wreckage. Canopy parts were found about 3/4 mile northwest of the
wreckage, and various pieces of the acrylic canopy were found scattered for about 1/2 mile southward.One of the canopy roller tracks was not found. The
found roller track exhibited deformations about 8 inches aft of the forward ends on its left and right sides consistent with the attachment rollers being pulled
from their tracks in an upward direction. The pilot and copilot lap seat belts were found attached to their respective anchor points with no evidence of overload
failures or stresses on any of the latching blades or buckles consistent with the buckles not being latched at the time of impact.The pilot's autopsy findings did
not show any evidence of incapacitation, and toxicological tests were negative for drugs and alcohol. The on-scene evidence indicates that the airplane was
likely controllable and that the engine was producing power at the time of impact. Given the location of the pilot's body and the acrylic canopy parts and the
witness's statement, it is likely that the pilot lost control of the airplane, which then inverted, and that the pilot subsequently fell through the open canopy. The
reason for the pilot's loss of control of the airplane could not be determined. Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's in-flight loss of
control. Contributing to the pilot's fatal injury was his failure to use the available restraint systems, which resulted in him falling through the open canopy when
the airplane inverted.
Events
1. Enroute - Miscellaneous/other
Findings - Cause/Factor
1. Personnel issues-Action/decision-Action-Lack of action-Pilot - F
2. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-(general)-Not attained/maintained - C
3. Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
Narrative
HISTORY OF FLIGHT
On September 7, 2011, approximately 1005 Central Daylight Time, a RV-7A experimental amateur-built airplane, N554JR, owned and operated by a private
individual, was substantially damaged when it impacted terrain near Winfield, Kansas. The pilot, the only person that was on board the airplane, was found
fatally injured. The personal flight was being operated without a flight plan under the provisions of 14 Code of Federal Regulations Part 91. Visual
meteorological conditions prevailed at the time of the accident.
A friend of the pilot reported that the flight had departed Justin, Texas, about 0830. The intention of the flight was to visit relatives in Kansas, then proceed to
the Badlands Fly-in South Dakota. FAA Wichita (ICT) East Radar reported that the pilot checked in via radio for VFR flight following service at 0959. At the time
of the radio call, the airplane was level at 8, 500 feet. About 1005, radar and radio contact was lost. There were no reported distress calls from the pilot.
Shortly after 1000, a person working near the accident site, heard a very loud revving engine noise. When he looked up, he saw the airplane heading to the
south and downward toward the ground. He thought the airplane was flying smoothly, but the engine sounded wide open. As the airplane got closer, he saw that
the airplane was flying upside down. He also stated that he did not see a cockpit or a pilot in the airplane. A few seconds later, the airplane passed behind a
Printed: September 22, 2014
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National Transportation Safety Board - Aircraft Accident/Incident Database
stand of trees and out of sight. He responded to where he thought the airplane went down and saw a cloud of dust and no smoke. Upon arriving where the
airplane impacted, he found the wreckage, but there were no signs of occupants onboard. He then called 911.
First responders arrived at the accident site about 1011. They reported that the wreckage was mangled and spread across a soybean field in a generally
southern direction. There was no evidence of occupants. A search ensued and some personal items where found scattered to the northwest of where the
wreckage was located. At 1250, the body of the pilot was found about 1 mile to the northwest of the airplane wreckage. Further searching led to the discovery
of canopy parts, about 3/4 miles northwest of the wreckage.
PERSONNEL INFORMATION
The pilot's personal records were not available, however, FAA records indicated that he held a valid Private Pilot's certificate and had about 2,328 flights hours
as of his last airman's medical (3rd class) which was dated March 3, 2011. According to a friend, the pilot enjoyed flying his RV7A, flew it regularly, and that he
was proficient and conscientious in his flying activities.
AIRCRAFT INFORMATION
The airplane records were not available, however, FAA airworthiness records indicated that the total time on the 2008 model RV7A was about 1,000 hours. It is
estimated that the pilot had at least 1,000 hours in the RV7 since he owned it from the time he built the airplane. A friend with whom the pilot shared hangar
space, reported that the airplane was well maintained and in very good condition.
METEOROLOGICAL INFORMATION
The nearest weather reporting station to the accident area, Strother Field Airport (WLD) was located about 6 miles to the north of the accident site. WLD
reported clear skies and calm wind at 0954 local time. Additionally, there was no convective activity in the vicinity where radar contact was lost or along the
presumed route of flight.
WRECKAGE AND IMPACT INFORMATION
The main wreckage of the airplane came to rest in a soybean field adjacent to a wind row of medium sized trees. Coordinates, North 37 degrees 23.524
minutes and West 096 degrees 57.045 minutes. The pilot's body was found about 1 mile northwest of the main wreckage at coordinates, North 37 degrees
23.350 minutes and West 096 degrees 57.228 minutes. The canopy frame of the airplane was found about 3/4 miles northwest of the main wreckage at
coordinates, North 37 degrees 24.105 minutes and West 096 degrees and 57.270 minutes. Various pieces of the acrylic canopy were found scattered for 1/2
mile southward toward the main wreckage.
Initial observations at the accident site showed ground scars about 100-150 feet northwest of the main wreckage. The scars indicated that the airplane
impacted the ground at a high velocity in a wings level and slightly nose down attitude, inverted. The general debris path was oriented southwest. Along the
debris path all wing sections, stabilizers, and flight control surfaces were identified. The cabin section was crushed and inverted with the left wing mostly intact,
including the left flap and left aileron. The right wing was mangled and distorted from impact forces and most or the right wing spar was still attached to the
fuselage with the outboard section bowed forward in a slight arc. A large section of the right wing body with right flap attached was found about 30 feet west of
the main wreckage. Both wingtips were identified within the debris path.
The empennage was twisted upward perpendicular to the fuselage. The left horizontal stabilizer was intact with the left elevator trim tab. The lower 1/3 of the
rudder was attached to the empennage and connected to the aft end of the rudder control cables. The upper 2/3 of the rudder was found about 30 feet south of
the initial impact point. The right horizontal stabilizer was attached and bent backward at the spar about 90 degrees with damage present on its leading edge.
The damaged area on the leading edge contained smeared material consistent with the appearance of acrylic plastic. The right elevator was found separated
from the stabilizer and located about 30 feet west of the main wreckage.
The engine was found within the main wreckage with the right main cylinder head broken away from the body of the engine. The propeller assembly was found
about 50 feet east of the main wreckage with both blades exhibiting severe twisting and bending consistent with high power at impact. The engine crankshaft
propeller flange was still attached to the propeller with torsional overload failures just behind the flange.
Printed: September 22, 2014
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Flight control continuity was established from the cockpit to all flight controls surfaces. All of the separations of the flight control cables, torque tides and
bellcranks were inspected in detail. There was no evidence to indicate any of the flight controls were disconnected or otherwise separated prior to impact. All
engine controls did not exhibit any anomalies other than impact force damage.
The left side of the canopy roller track was still attached to the fuselage within the main wreckage. The right side of the roller track was found separated from
the fuselage due to impact forces. One of the canopy attachment brackets, with roller present, was found laying next to the right roller track. The second
canopy roller track was not found. Both left and right side roller tracks exhibited deformations approximately 8 inches aft of the forward end, consistent with the
rollers being pulled from the track in a upward direction. The canopy to airframe locking mechanisms were not deformed.
The cockpit was configured with a dual side-by-side seating configuration. The pilot and copilot lap seat belts were observed attached to their respective anchor
points with no evidence of overload failures or stresses on any of the latching blades or buckles. The lack of damage was consistent with the buckles not being
latched at the time of impact.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot with blunt force trauma noted as the cause of death. No preexisting medical conditions were reported on the autopsy.
Toxicological tests done on the pilot were negative for alcohol. A small amount of Doxylamine was detected in the urine sample. Doxylamine is a common first
generation antihistamine and can be found in over-the-counter medications used as a short term sedative, and in combination with other drugs, provides night
time allergy and cold relief.
A friend of the pilot who spoke to him a few days prior to the accident stated that the pilot appeared to be in good health.
ADDITIONAL INFORMATION
The wreckage was released to the owner's representative.
Printed: September 22, 2014
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# WPR14FA167
04/13/2014 1209 PDT Regis# N78CS
Acft Mk/Mdl SANDS HELICYCLE-NO SERIES
Acft SN 5-14
Eng Mk/Mdl SOLAR T-62-32
Opr Name: SEELIGER MICHAEL B
Reno, NV
Apt: Reno/stead RTS
Acft Dmg: SUBSTANTIAL
Rpt Status: Factual Prob Caus: Pending
Fatal
Flt Conducted Under: FAR 091
1
Ser Inj
Opr dba:
0
Aircraft Fire: NONE
Summary
The student pilot was flying his single-seat helicopter as part of a flight of two helicopters with the intention of flying around the airport traffic pattern. Witnesses
located adjacent to the accident site reported that, as both helicopters reached an altitude consistent with pattern altitude, the accident helicopter suddenly
pitched down. One witness stated that the helicopter shuddered a few times and then pitched down while rolling in a clockwise rotation. The helicopter
subsequently impacted flat desert terrain. Postaccident examination of the helicopter revealed no evidence of any preexisting mechanical anomalies that would
have precluded normal operation.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain
control of the helicopter while in the traffic pattern.
Events
1. Approach-VFR pattern final - Loss of control in flight
2. Approach-VFR pattern final - Collision with terr/obj (non-CFIT)
Findings - Cause/Factor
1. Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
2. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-(general)-Not attained/maintained - C
Narrative
HISTORY OF FLIGHT
On April 13, 2014, about 1209 Pacific daylight time, an experimental amateur-built Sands Helicycle, N78CS, was substantially damaged when it impacted
terrain while maneuvering near the Reno-Stead Airport (RTS), Reno, Nevada. The helicopter was registered to and operated by the pilot under the provisions of
Title 14 Code of Federal Regulations Part 91. The student pilot, sole occupant of the single-seat helicopter, sustained fatal injuries. Visual meteorological
conditions prevailed and no flight plan was filed for the local personal flight, which originated from RTS at 1204.
Witnesses located adjacent to the accident site reported observing two helicopters fly along a taxiway about 15 feet above ground level (agl) on a southerly
heading while in trail from one another. As the helicopters made a left turn to an easterly heading, they ascended to about 500 feet agl. As both helicopters
turned to a northerly heading, the lead helicopter began to "pull away" from the second helicopter. Witnesses stated that the second helicopter suddenly pitched
downward towards the ground. Subsequently, the helicopter impacted terrain about 1,425 feet northeast of the threshold of runway 32. One witness added that
the accident helicopter "shuttered a couple of times, [and] then dove at the ground" while rolling in a clockwise rotation.
The pilot of the lead helicopter reported that the accident pilot and he departed from the west hangars to the east along taxiway Alpha. He stated that the
accident pilot intended to follow him on a left traffic pattern for runway 08. As he turned crosswind for the runway, he asked the accident pilot if he was "back
there," and the accident pilot responded "yes, I am behind you and everything is fine." The pilot further reported that he continued on downwind and made
another radio call to the accident pilot, but did not receive a reply despite multiple attempts to contact him. Shortly thereafter, the pilot located the wreckage of
the helicopter.
A friend of the pilot reported to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that the morning of the day of the accident, the pilot
had flown uneventfully around the airport and performed a few low speed quick stops on one of the taxiways. In addition, the friend of the pilot reported that the
helicopter was test flown about a week prior to the accident by a test pilot, and the helicopter was within weight and balance limitations.
PERSONNEL INFORMATION
The pilot, age 46, held a student pilot certificate with an endorsement for an R22 helicopter. A third-class airman medical certificate was issued to the pilot on
November 30, 2012, with no limitations stated.
Printed: September 22, 2014
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National Transportation Safety Board - Aircraft Accident/Incident Database
Review of the pilot's logbook revealed that as of the most recent logbook entry, dated March 23, 2014, he had accumulated 52.7 hours of total flight time, of
which 4.6 hours was solo flight time. The pilot had logged 4.2 hours of flight time within the preceding 30 days to the accident, of which no solo flight time was
logged.
AIRCRAFT INFORMATION
The single-seat experimental amateur-built helicopter, serial number (S/N) 5-14, was completed in 2014, and issued an experimental airworthiness certificate
on March 6, 2014. It was powered by a Solar T-62-32 turboshaft engine rated at 160 horsepower. Review of the airframe logbook revealed that since the
issuance of the airworthiness certificate, no further logbook entries were made.
METEOROLOGICAL INFORMATION
A review of recorded data from the Reno-Tahoe International Airport (RNO) automated weather observation station, located about 15 miles southeast of the
accident site, revealed at 1155, conditions were wind from 130 degrees at 5 knots, visibility 10 statute miles, sky clear, temperature 13 degrees Celsius, dew
point -12 degrees Celsius, and an altimeter setting of 30.19 inches of mercury. Using the reported weather conditions and field elevation, the calculated density
altitude was about 5,751 feet.
AIRPORT INFORMATION
The Reno/Stead Airport is a non-towered airport that operates in class G airspace. The airport features two runways, 14/32, a 9,000-foot long and 150-foot wide
asphalt runway, and 8/26, a 7,608-foot long and 150-foot wide asphalt runway. The reported airport elevation is 5,050 feet.
WRECKAGE AND IMPACT INFORMATION
Examination of the helicopter by a Federal Aviation Administration (FAA) inspector revealed that the helicopter came to rest on its left side in an open desert
area. All major structural components of the helicopter were located at the accident site. The wreckage was recovered to a secure location for further
examination.
MEDICAL AND PATHOLOGICAL INFORMATION
The Washoe County Medical Examiner conducted an autopsy on the pilot on April 14, 2014. The medical examiner determined that the cause of death was
"multiple blunt force injuries."
The FAA's Civil Aeromedical Institute (CAMI) located in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. According to CAMI's report, carbon
monoxide, cyanide, volatiles, and drugs were tested, and had positive results for an unspecified amount of Diphenhydramine within the liver.
Information obtained from CAMI revealed that Diphenhydramine is a common over the counter antihistamine used in the treatment of the common cold and hay
fever. In addition, warnings for the medication include: may impair mental and/or physical ability required for the performance of potentially hazardous tasks
(e.g., driving, operating heavy machinery).
TESTS AND RESEARCH
Examination of the recovered airframe and engine was conducted at the Reno-Stead Airport, Reno, Nevada, on May 28, 2014, by the NTSB IIC, and a
representative from Eagle R&D.
Examination of the recovered wreckage revealed that one of the two main rotor blades was separated at the blade grip and the retention bolt was sheered.
Signatures observed on the blade grip were consistent with the rotor blade separating in a forward direction. The upper, lower, and center portions of the
retention bolt remained within the rotor blade and blade grip. The outboard three feet of the blade was separated, including the blade tip and leading edge spar,
which was located about 300 feet southwest of the accident site. Some leading edge gouges were observed near the separated blade tip. Chordwise striations
were observed throughout the span of the separated rotor blade. The rotor blade that remained attached to the hub exhibited chordwise striations throughout
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the blade span and was bent and buckled throughout. The tailrotor assembly was unremarkable. The tailrotor slider functioned normally by hand. The tailrotor
driveshaft was intact and twisted at the forward attach point.
Flight control continuity was established throughout the helicopter for all primary flight controls. Separations in the control torque tubes were observed, and the
areas of separation exhibited signatures consistent with overload.
The forward portion of the airframe was destroyed. The instrument panel was impact damaged with multiple instruments displaced. The forward portion of both
landing skids were bent upward. Impact damage to the fuselage was found consistent with a main rotor blade strike.
The left side engine mount remained intact. The right side engine mount was separated (consistent with a forward motion). All six drive belts were found
separated into multiples pieces. The engine was removed from the gearbox. Damage was noted to the pulley and gearbox assembly. Rotational continuity was
established throughout the gearbox assembly. Rotational continuity was also established throughout the turbine engine, however, was stiff. The exhaust,
combustion housing, and nozzle were removed. Slight scoring rubbing was observed on the nozzle, found consistent with slight turbine wheel contact with the
housing. Once the nozzle was removed, the turbine assembly rotated freely.
Examination of the recovered airframe and engine revealed no evidence of any preexisting anomalies that would have precluded normal operation.
For further information, see the NTSB Recovered Airframe and Engine Examination Summary Report within the public docket for this accident.
Printed: September 22, 2014
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Copyright 1999, 2012, Air Data Research
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National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# CEN12FA619
09/10/2012 1100 CDT Regis# N717EW
Acft Mk/Mdl WIGGINS AIR BOSS
Acft SN 001
Eng Mk/Mdl SUBARU EJ22
Acft TT
Opr Name: EDWARD WIGGINS
Opr dba:
Lansing, IL
Apt: Lansing Municipal Airport IGQ
Acft Dmg: DESTROYED
1
Fatal
1
Ser Inj
Rpt Status: Factual Prob Caus: Pending
0
Flt Conducted Under: FAR 091
Aircraft Fire: NONE
Summary
The accident occurred during a flight test of the experimental gyroplane. A witness reported seeing the gyroplane yaw nose left and roll right shortly after liftoff.
The gyroplane then descended briefly before it rolled back to level and entered a climb. The gyroplane climbed to about 100 feet above the ground while
continuing to fly on the runway heading before it yawed nose left again, entered a right roll, and descended rapidly into a cornfield south of the runway. Another
witness reported that he heard the gyroplane's engine running until the gyroplane impacted terrain. No preimpact mechanical malfunctions or anomalies were
found that would have precluded normal operation of the gyroplane.
The private pilot did not possess a rotorcraft rating; however, federal aviation regulations allow certificated pilots to operate experimental aircraft without an
applicable category or class rating. A gyroplane flight instructor reported that he had provided the pilot 1.8 hours of familiarization training in another gyroplane
more than 3 months before the accident. He added that the accident pilot told him that he had not flown in over 20 years. Additionally, no record was found
indicating that the pilot received any flight training in gyroplanes subsequent to the familiarization training. It is likely that the pilot's overall lack of familiarity with
the operation of gyroplanes resulted in his failure to maintain control during the accident flight.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to obtain
adequate familiarization with gyroplane operations before attempting a flight test of the recently completed gyroplane, which resulted in his failure to maintain
control during the accident flight.
Events
1. Initial climb - Loss of control in flight
Findings - Cause/Factor
1. Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
2. Personnel issues-Experience/knowledge-Experience/qualifications-Total experience w/ equipment-Pilot - C
3. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-(general)-Not attained/maintained - C
Narrative
HISTORY OF FLIGHT
On September 10, 2012, about 1100 central daylight time, an experimental, amateur-built Wiggins model Air Boss gyroplane, N717EW, was destroyed when it
collided with terrain at the Lansing Municipal Airport (IGQ), Lansing, Illinois. The private pilot, who was the sole occupant, was fatally injured. The gyroplane
was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological
conditions prevailed for the local test flight that was originating at the time of the accident.
A witness reported that he was watching the pilot test fly his recently completed gyroplane. The test flights consisted of the gyroplane temporarily becoming
airborne and then landing on the remaining runway. He stated that the pilot completed three full-stop landings on runway 18 before he taxied back to the
hangar. After the flight, the pilot remarked that the gyroplane's flight controls felt "mushy" during the test flights. The witness, a gyroplane pilot, reported that the
main landing gear had remained parallel to the runway after each of the takeoffs and that he believed the gyroplane had been flying on the "backside of the
power curve" (also known as the region of reversed command; a low-speed flight condition where a decrease in airspeed must be accompanied by an
increased power setting in order to maintain steady flight). The witness also remarked that on at least one takeoff the gyroplane had yawed nose left (tail right)
shortly after liftoff, but it had realigned with the runway heading before each landing.
The witness reported that he agreed to continue to watch the pilot perform additional takeoff-and-landings. He stated that on the next takeoff, shortly after liftoff
from runway 18, the accident gyroplane again yawed nose left (tail right) and rolled to the right. The gyroplane then descended briefly from an altitude of 20 feet
above the runway before it rolled back to level and entered a climb. The gyroplane then climbed to about 100 feet above ground level (agl) while continuing on
the runway heading. The witness reported that since the gyroplane had attained significant altitude, he transmitted to the pilot that he should continue around
the traffic pattern instead of attempting to land on the remaining runway. The gyroplane continued to fly on the runway heading before it was observed to yaw
nose left (tail right), enter a right roll, and descend rapidly into a cornfield south of the runway.
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Another individual, who was working outside his residence adjacent to the airport property, reported that he heard the gyroplane's engine running until he heard
a sound similar to ground impact.
PERSONNEL INFORMATION
According to Federal Aviation Administration (FAA) records, the pilot, age 66, held a private pilot certificate with a single-engine land airplane rating, which was
originally issued on March 19, 1971. The pilot's last aviation medical examination was completed on December 11, 1980, when he was issued a third-class
medical certificate with a limitation for corrective lenses. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings.
A flight logbook was located in the pilot's vehicle following the accident; however, the logbook was void of any flight entries or any historical pilot data. The
pilot's previous flight logbook was not recovered during the investigation. The pilot reported having 350 hours total flight experience when he applied for his
latest medical certificate in December 1980. The pilot reportedly had not flown in over 20 years before receiving 1.8 hours of familiarization training in a
two-seat gyroplane in May 2012. There was no record that the pilot had received any additional flight training in gyroplanes subsequent to the two familiarization
flights.
Although the pilot held a private pilot certificate for single-engine land airplanes, he did not possess a category classification for rotorcraft (which includes
gyroplanes). However, federal aviation regulations allow certificated pilots to operate non-type certificated (experimental) aircraft without an applicable category
or class rating.
AIRCRAFT INFORMATION
The accident gyroplane was an experimental, amateur-built, 2012 Wiggins model Air Boss, serial number (s/n) 001. A four-cylinder, 2.2 liter, Subaru model
EJ22 reciprocating engine, s/n 902149, powered the gyroplane. The engine provided thrust through a fixed-pitch, three blade, Warp Drive carbon-composite
propeller. The gyroplane seated a single individual, and had an empty weight and a maximum takeoff weight of 641 pounds and 940 pounds, respectively.
On September 5, 2012, the accident gyroplane was issued an experimental airworthiness certificate and associated operating limitations, by a designated
airworthiness representative. Several individuals reported that the pilot had built the gyroplane over a period of several years and that he had recently begun
ground and flight testing. At the time of the accident, the airplane was still operating under the restrictions of the 40-hour initial flight test phase. However, the
investigation was unable to determine the exact number of flight hours the gyroplane had accumulated in the five-days since it had been issued its
airworthiness certificate.
An examination of the gyroplane's electronic flight indication system (EFIS) revealed substantial impact damage that required the removal of its non-volatile
memory for download in a surrogate unit. The recovered data, for unknown reasons, was partly corrupted; however, it did suggest that the gyroplane had
completed 3 flights, totaling 1 hour 6 minutes.
METEOROLOGICAL INFORMATION
At 1115, the airport's automatic weather observing station reported the following weather conditions: wind from 190 degrees at 5 knots, visibility 10 miles, clear
skies, temperature 21 degrees Celsius, dew point 08 degrees Celsius, and altimeter 30.24 inches of mercury.
AIRPORT INFORMATION
The Lansing Municipal Airport (IGQ), a public-access airport, was served by two runways: 18/36 (4,002 feet by 75 feet, asphalt) and 9/27 (3,395 feet by 75 feet,
asphalt). The airport elevation was 620 feet mean sea level (msl).
WRECKAGE AND IMPACT INFORMATION
A postaccident airframe investigation confirmed that all airframe structural components were located at the accident site. The main wreckage was located on
the extended centerline of runway 18, about 0.2 miles south of the departure threshold. The initial point-of-impact was a ground depression consistent with a
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main rotor blade impact. The main wreckage was located 59 feet south of this initial point-of-impact. The main wreckage consisted of the tubular fuselage
structure and fiberglass enclosure, landing gear, cockpit, flight controls, engine, and main rotor assembly. The empennage had separated from the fuselage and
was located 21 feet to the southeast of the main wreckage. Both main rotor blades remained attached to the mast head and exhibited impact damage. Cyclic
control continuity could not be established aft of the main cabin due to impact damage; however, all observed cyclic control tube separations exhibited fracture
features consistent with overstress failure. One of the two push-pull tubes that connected to the mast head was not located during the on-scene examination.
Rudder control cable continuity was confirmed from the cockpit pedals to the empennage control horn assembly. The vertical stabilizer torque tube had
separated from the control horn assembly; however, the observed fracture features were consistent with an overstress separation. The pilot seat also
functioned as the fuel tank. The plastic fuel tank seat had several ruptures and was void of fuel. There was the smell of automobile gasoline at the accident
site. The fuel filter assembly contained automobile gasoline. The fuel shut-off valve was found open by first responders, but was subsequently closed by fire
department personnel. The airframe battery leads were also disconnected by first responders. The two fuel pumps functioned when electric power was applied
during postaccident testing.
A postaccident engine examination confirmed internal drivetrain and valve train continuity as the engine crankshaft was rotated. Compression and suction were
noted on all cylinders in conjunction with crankshaft rotation. The spark plugs were removed and exhibited features consistent with normal engine operation.
There were no obstructions between the air filter housing and the carburetor inlet. The carburetor bowl contained fuel. Mechanical continuity was confirmed
from the cockpit engine controls to their respective engine components. All three composite propeller blades had separated from the metal hub assembly,
consistent with propeller rotation at impact.
The postaccident examination revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal operation of the gyroplane.
MEDICAL AND PATHOLOGICAL INFORMATION
On September 14, 2012, an autopsy was performed on the pilot at the Lake County Morgue, located in Crown Point, Indiana. The cause of death for the pilot
was attributed to blunt-force injuries sustained during the accident.
The FAA's Civil Aerospace Medical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on samples obtained during the pilot's autopsy.
No carbon monoxide, cyanide, ethanol, or drugs were detected.
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