Friday, June 15, 2012

Remos GX, N206GX: Accident occurred June 15, 2012 in Westminster, Maryland

NTSB Identification: ERA12FA395  
14 CFR Part 91: General Aviation
Accident occurred Friday, June 15, 2012 in Westminster, MD
Probable Cause Approval Date: 09/05/2013
Aircraft: REMOS ACFT GMBH FLUGZEUGBAU REMOS GX, registration: N206GX
Injuries: 1 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The special-light sport airplane was designed with the ability to fold both wings back to facilitate storage and transportation. In addition, both wings and the horizontal stabilizer were removable. The pilot, who was also a mechanic, disassembled the airplane for storage during the winter. He subsequently reassembled it and completed a condition inspection. He then flew the airplane to an airport where a ballistic parachute system was installed. The pilot then flew the airplane to another airport and, the next day, departed on the accident flight with the intention of delivering the airplane to its owner.

About 20 minutes after takeoff, the airplane experienced a disconnected elevator, and the pilot attempted to fly to a nearby airport. The airplane was about 50 feet above the ground when it entered a sudden steep pitch downward and impacted the ground about 60 feet before the runway.

The airplane's flight controls were actuated by a series of push-pull rods. The respective push-pull rods for the left and right ailerons and elevator controls featured a "quick-fastener" to disconnect and reconnect the respective flight control. Postaccident examination of the airplane revealed that the elevator quick-fastener was disconnected. Additional examination of the quick-fastener revealed that it contained some corrosion; however, it did not experience any failures and was capable of functioning as designed. In addition, the ballistic parachute system parachute was not activated, and the activation handle, which was mounted on the center console, was found secured with a padlock. The key for the padlock was found on a key ring with the ignition key, which remained inserted in the ignition switch.

The preflight checklist located in the pilot operating handbook required a check of the quick-fasteners and the ballistic parachute activation handle before every flight. Associated placards were also present in the cockpit. The pilot had at least three opportunities to identify an improperly secured elevator quick-fastener since he assembled the airplane; at least two of those opportunities occurred after the installation of the ballistic recovery parachute system. While it could not be determined if the pilot would have used the airplane's ballistic recovery parachute system, his failure to remove the padlock from the activation handle precluded the option of deploying the system during the accident flight.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot's inadequate preflight inspection, which failed to ensure that the elevator quick-fastener was properly secured, resulting in an inflight elevator control disconnect and subsequent loss of control during the ensuing emergency landing. Contributing to the accident was the pilot's failure to remove the padlock from the airplane's ballistic recovery system parachute activation handle.


HISTORY OF FLIGHT

On June 15, 2012, about 1010 eastern daylight time, a Remos Aircraft GmbH Flugzeugbau Remos GX, special-light sport aircraft (S-LSA), N206GX, operated by a private individual, was substantially damaged when it impacted the ground during an emergency landing at the Carroll County Regional Airport (DMW), Westminster, Maryland. The commercial pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed for the flight that departed the Frederick Municipal Airport (FDK), Frederick, Maryland, and was destined for the Piseco Airport (K09), Piseco, New York. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to witnesses, the pilot flew the airplane from K09 to Haysfield Airport (MD24), Clarksville, Maryland, during November 2011, where it was disassembled and stored for the winter. It was subsequently reassembled during April 2012. The pilot, who was also a Federal Aviation Administration (FAA) certificated airframe and powerplant mechanic, completed a condition inspection on June 1, 2012. The pilot then flew the airplane to Bay Bridge Airport (W29), Stevensville, Maryland, where a pitot-static system check was performed on June 8, and a Magnum 601 ballistic parachute system was installed on June 12, 2012. The pilot flew to FDK on June 14, 2012, and was planning to fly to K09, with an en route fuel stop, to deliver the airplane to its owner on the day of the accident.

A witness at DMW heard the pilot transmit over the airport common traffic advisory frequency "my elevator has come detached, I need to make a landing on runway 16." Another witness observed the airplane "climb and dive" as it approached the 5,100-foot-long, asphalt runway. A third witness stated the airplane appeared "very, very fast" and approached the runway in a flat or slight nose down pitch attitude. When the airplane was on short final, over the grass area just prior to the runway threshold, it pitched "sharply nose down", and impacted the ground.

PERSONNEL INFORMATION

The pilot, age 64, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, glider, and instrument airplane. In addition, he held a flight instructor certificate with ratings for airplane single-engine, airplane multiengine, glider, and instrument airplane. He also held a mechanic certificate with airframe and powerplant ratings. His most recent FAA third-class medical certificate was issued on March 16, 2010.

Review of the pilot's logbook revealed that at the time of the accident, he had accumulated about 3,250 hours of total flight experience, which included about 100 hours during the 1 year preceding the accident. The pilot's first flight in the accident airplane was on April 24, 2011, and at the time of the accident he had accumulated approximately 16 hours of total flight experience in the same make and model as the accident airplane.

The pilot's most recent biennial flight review was conducted on December 1, 2011.

AIRCRAFT INFORMATION


According to records obtained from the FAA, the two-seat, high-wing, fixed tricycle landing gear, S-LSA, serial number 335, was issued a special airworthiness certificate on September 30, 2009, and purchased by its current owner during May 2011. The airplane was powered by a Rotax 912ULS, 100-horsepower engine equipped with a Neuform three-bladed propeller.

The airplane was of composite carbon fiber monocoque construction, and was designed with the ability to fold both wings back to facilitate storage and transportation. In addition, both wings and the horizontal stabilizer were removable. The flight controls were actuated by a series of push-pull rods. The respective control push-pull rods for the left and right ailerons, and elevator featured a "quick-fastener" to disconnect and reconnect the respective flight control push-pull rod.

Each quick-fastener consisted of two-hooks, a locking sleeve, an anti-twist pin, a locking pin, and a locking spring. To connect the respective push-pull rod, the two hooks would be interconnected, and then the locking sleeve would slide over the connection. Once the locking sleeve was in position, the spring would push the locking pin into position and secure the assembly. The anti-twist pin prevented a misalignment of the sleeve, which would prevent the locking pin from sliding into position.

The individual who assisted the pilot with the reassembly of the airplane stated that the pilot was familiar with the operation of the quick-fasteners. He stated that the wings were folded and the horizontal tail was removed for storage. He also reported that there were no issues during the reassembly of the airplane. He further stated that he did not specifically observe the quick-fastener connection associated with the elevator control system.

On March 25, 2009, after a fatal accident involving the improper connection of an aileron quick-faster, Remos Aircraft introduced the anti-twist pin feature, and issued a Safety Directive (SD) which called for an inspection of the aileron and elevator quick-fasteners, an update of the Pilot Operating Handbook (POH) and the addition of warning placards associated the quick-fasteners. Quick Fastener Safety Directive SD-05 was current at the time of the accident. Review of SD-05 noted that the photograph depicting the elevator quick-fastener was depicted with the tail cone, which was secured by two screws removed. According to the manufacturer, it was normal procedure not to remove the tail cone during preflight inspection. A subsequent inspection of an exemplar Remos GX by the NTSB revealed that it was possible to view elevator quick-fastener locking pin with the tail cone installed.

At the time of the accident, the airplane had been operated for about 210 total hours, and about 2 hours since the condition inspection. Review of the inspection checklist utilized by the accident pilot/mechanic during the condition inspection included an inspection of all components and systems that made up the empennage assembly for insecure attachment, and improper component installation.

The mechanic who performed the parachute installation stated that he did not disconnect any of the quick-fasteners. In addition, review of the Parachute Installation Manual for the Magnum 601 ballistic parachute system revealed that it was not necessary to disconnect any of the quick-fasteners to facilitate the installation.

A placard located on the instrument panel stated: "CHECK: Flight System Control and Three Quick Fasteners." There were also placards stating to check the quick fasteners for a secure connection, with associated illustrations, consistent with compliance with the Remos Quick Fastener Safety Directive, located near the respective aileron and elevator push-pull rod quick-fasteners.

Placards located on the center console included: "Remove Lock from BRS Before Flight" and a "Start-Up Checklist" that included "Recovery System Armed."

METEOROLOGICAL INFORMATION


The reported weather at DMW, at 1007, was: winds calm; visibility 10 miles; temperature 21 degrees Celsius (C); dew point 13 degrees C; altimeter 30.31 inches of mercury.

WRECKAGE INFORMATION


The wreckage was examined at the accident site on June 16, 2012. The airplane impacted the ground about 60 feet prior to runway 16, and about 12 feet to the left of the right runway edge. Debris was scattered south-southeast approximately 350 feet, with the majority of the wreckage found on the grass area that was located immediately off the right side of and parallel to the runway.

All major portions of the airplane were accounted for at the accident site. Both wings and the top portion of the cabin were inverted and found about 220 feet from the initial impact point. The main wreckage was found about 265 feet from the initial impact point. It consisted of the cockpit, which was destroyed, the engine, and the tail assembly aft of the cabin, which remained intact. The ballistic parachute system parachute was not activated and found strewn along the debris path. The activation handle, which was mounted on the center console, was found with the main wreckage and was secured with a padlock. The key for the padlock was found on a key ring, with the ignition key, which remained inserted in the ignition switch.

Examination of the airplane's flight controls revealed that the elevator quick-fastener was disconnected. The left and right aileron quick-fasteners remained connected, and the flight control cables to the rudder remained attached. Damage was noted on the flight control push-pull rods that was consistent with impact damage. The elevator trim tab was about 1/4-inch from the full nose down trim position. Examination of the airplane's engine did not reveal any failures that would have precluded normal operation.

The elevator and aileron quick-fasteners were removed and forwarded to the NTSB Materials Laboratory, Washington, DC, for further examination. In addition, the airplane was equipped with a Dynon Avionics "FlightDEK-D180 combined EFIS and EMS" unit, and a Garmin 496 global positioning system (GPS) receiver, which were forwarded to the NTSB Vehicle Recorders Division for data download.

MEDICAL AND PATHOLOGICAL INFORMATION


An autopsy was performed on the pilot by the Office of the Chief Medical Examiner, Baltimore, Maryland. The autopsy report revealed the cause of death as "multiple injuries."

Toxicological testing performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma with negative for alcohol and positive for Doxepin, a prescription antidepressant, Nordoxepin, a metabolite of Doxepin, and Pioglitazone, a prescription anti-diabetic agent.

During the pilot's most recent FAA medical examination, he listed "occasional aspirin" as medications he was currently taking.

TESTS AND RESEARCH


Examination of the flight history page from the Garmin 496 GPS receiver revealed that the airplane was flown from K09 to MD24 on November 19, 2011. In addition, a 30 minute flight from MD24 to W29 was recorded on June 8, 2011, and a 47 minute flight from W29 to FDK was recorded on June 14, 2011. In addition, the accident flight was recorded as a 31 minute flight from FDK to DMW.

Data downloaded for accident flight from the Dynon Avionics FlightDEK-D180 revealed that the accident flight departed from FDK about 0935, climbed to a GPS altitude of about 2,500 feet and preceded on a northeasterly heading without incident. The airplane overflew DMW about 0950, and continued on a northeasterly heading for about another 5 minutes before turning right 270 degrees, and then left on a southwest heading back toward DMW, about 0958. At 1003, the airplane was about 3 miles from DMW, at a GPS altitude of about 1,700 feet, and an airspeed of about 100 knots, when it turned onto the final approach course for runway 16. About 1 minute later, the airplane was 1.5 miles from the approach end of the runway, at a GPS altitude of about 1,400 feet (about 610 feet above ground level) and an airspeed of 87 knots. At 1004:33, the airplane was about .5 miles from the runway, at a GPS altitude of about 950 feet (160 above ground level), and an airspeed of about 125 knots.

As the airplane continued to descend toward the runway, the recorded pitch angle decreased from -0.38 to -12.38 just prior to impact with the ground. The final recorded GPS altitude was 834 feet (about 45 feet above ground level). [Additional information can be found in the Cockpit Display(s) – Recorded Flight Data Factual Report located in the public docket.]

Examination of the quick-fasteners retained from the wreckage was performed at the NTSB Material's Laboratory, Washington, DC.

Examination of the elevator quick-fastener revealed that it did not experience any pre-impact failures and all functions performed as designed. During disassembly, white salts consistent with aluminum corrosion were found in the cross-drilled hole that housed the spring and lock button, and areas of fretting wear scars and fretting corrosion were identified on the fastener clevis connector and on the inside surface of the lock sleeve. [Additional information can be found in the Materials Laboratory Factual Report located in the public docket.]

ADDITIONAL INFORMATION

Pilot Operating Handbook


The pilot operating handbook (POH) located in the cockpit was identified as "Rev. 03/May 2010" on the title page; however, the various sections of the POH contained individual revision references.

The preflight check, "Checks inside the aircraft" included: "Remove rescue system securing pin from emergency handle."

The before each flight preflight checklist included:

"12. Check all control surfaces and connection for proper operation
13. Check for free and full travel of all control surfaces
14. Check elevator quick-fastener for secure locking"

In addition, the following warning was included:

"Insecurely connection, improper operation of control surfaces or insecure locked fasteners will lead to loss of control of the aircraft."

The information pertaining to ground handling and servicing, was identified as "Rev.02-July 16, 2009." Section 8.8 regarding the connection of the folded wings to the fuselage contained a warning that stated:

"Insecurely connection, improper operation of control surfaces or insecure locked fasteners will lead to loss of control of the aircraft! When in doubt contact your local Remos dealer or service center"

The warning was not present in section 8.9, titled "Installing Horizontal Stabilizer."
According to Remos, a free up-to-date version of the POH was provided on its website. Review of the Aircraft Ground Handling and Servicing section that was current at the time of the accident (Rev.04) included a numbered description of the horizontal stabilizer installation and the same warnings that were present for the installation of the wings.

On October 15, 2012 , Remos released Notification NOT-008-Documentation Update, which provided the current revision number for the respective sections of the POHs of their various model airplanes, including the GX.


 NTSB Identification: ERA12FA395 
 14 CFR Part 91: General Aviation
Accident occurred Friday, June 15, 2012 in Westminster, MD
Aircraft: REMOS ACFT GMBH FLUGZEUGBAU REMOS GX, registration: N206GX
Injuries: 1 Fatal.
  

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On June 15, 2012, about 1010 eastern daylight time, a Remos Aircraft GmbH Flugzeugbau Remos GX, special-light sport aircraft (S-LSA), N206GX, operated by a private individual, was substantially damaged when it impacted the ground during an emergency landing at the Carroll County Regional Airport (DMW), Westminster, Maryland. The certificated commercial pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed for the flight that departed the Frederick Municipal Airport (FDK), Frederick, Maryland, and was ultimately destined for the Piseco Airport (K09), Piseco, New York. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to records obtained from the Federal Aviation Administration (FAA), the two-seat, high-wing, fixed tricycle landing gear, S-LSA, was issued a special airworthiness certificate on September 30, 2009, and purchased by its current owner during May 2011.

The airplane was of composite carbon fiber monocoque construction, and was designed with the ability to fold both wings back to facilitate storage and transportation. In addition, both wings and the horizontal stabilizer were removable. The respective control push-pull rods for the left and right ailerons, and elevator featured a "quick-fastener" to disconnect and reconnect the respective flight control.

According to witnesses, the pilot flew the airplane from K09 to Haysfield Airport (MD24), Clarksville, Maryland, during November 2011, where it was disassembled and stored for the winter. It was subsequently reassembled during April 2012. The pilot, who was also an FAA certificated airframe and powerplant mechanic, completed a condition inspection on June 1, 2012. The pilot then flew the airplane to Bay Bridge Airport (W29), Stevensville, Maryland, where a pitot-static system check was performed on June 8, and a Magnum 601 ballistic parachute system was installed on June 12, 2012. The pilot flew to FDK on June 14, 2012, and was planning to fly to K09, with an en route fuel stop, to deliver the airplane to its owner on the day of the accident.

A witness at DMW heard the pilot transmit over the airport common traffic advisory frequency "my elevator has come detached, I need to make a landing on runway 16." Another witness observed the airplane "climb and dive" as it approached the 5,100-foot-long, asphalt runway. A third witness stated the airplane was about 50 feet from the beginning of the runway, when it made a dramatic pitch downward.

The airplane impacted the ground about 60 feet prior to the runway, and about 12 feet to the left of the right runway edge. Debris was scattered south-southeast approximately 350 feet, with the majority of the wreckage found on the grass area that was located immediately off the right side of and parallel to the runway.

All major portions of the airplane were accounted for at the accident site. Both wings and the top portion of the cabin were inverted and found about 220 feet from the initial impact point. The main wreckage was found about 265 feet from the initial impact point. It consisted of the cockpit, which was destroyed, the engine, and the tail assembly aft of the cabin, which remained intact. The ballistic parachute system parachute was not activated and found strewn along the debris path. The activation handle was found in the main wreckage secured with a padlock. The key for the padlock was found on a key ring, with the ignition key, which remained inserted in the ignition switch.

Initial examination of the airplane's flight controls revealed that the elevator quick-fastener was disconnected. The left and right aileron quick-fasteners remained connected, and the flight control cables to the rudder remained attached. Examination of the airplane's engine did not reveal any failures that would have precluded normal operation.

The elevator and aileron quick-fasteners were removed and forwarded to the NTSB Materials Laboratory, Washington, DC, for further examination. In addition, the airplane was equipped with a Dynon Avionics "FlightDEK-D180 combined EFIS and EMS" unit, and a Garmin 496 global positioning system receiver, which were forwarded to the NTSB Vehicle Recorders Division for data download.


FAA IDENTIFICATION
  Regis#: 206GX        Make/Model: LSA       Description: REMOS GX LIGHT SPORT AIRCRAFT
  Date: 06/15/2012     Time: 1400

  Event Type: Accident   Highest Injury: Fatal     Mid Air: N    Missing: N
  Damage: Destroyed

LOCATION
  City: WESTMINSTER   State: MD   Country: US

DESCRIPTION
  AIRCRAFT CRASHED ON THE APPROACH END OF THE RUNWAY, THE 1 PERSON ON BOARD 
  WAS FATALLY INJURED, WESTMINSTER, MD

INJURY DATA      Total Fatal:   1
                 # Crew:   1     Fat:   1     Ser:   0     Min:   0     Unk:    
                 # Pass:   0     Fat:   0     Ser:   0     Min:   0     Unk:    
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:    


OTHER DATA
  Activity: Unknown      Phase: Approach      Operation: OTHER


  FAA FSDO: BALTIMORE, MD  (EA07)                 Entry date: 06/18/2012 
 

HENRY THOMAS JUDKINS 
 "Tom" 
(Age 64) 

Born May 24, 1948 in Indianapolis IN, died June 15, 2012 in an airplane crash at Carroll County Regional Airport in Maryland. A resident of Rockville MD, Tom started general aviation flying in 1979, ending in 2012 as a Commercial Pilot and Flight Instructor for Single engine / Multiengine/ Instrument Airplane and Glider, and Airframe and Powerplant Mechanic. Tom was very active as instructor and tow pilot in the Mid-Atlantic Soaring Association from 1993 through 2001. He is survived by his wife of 25 years Elizabeth, brother Norman Judkins, and sisters Betty Miller, Margaret Judkins, Patricia (husband, Braxton) Foist, and Mary (husband, Perry) Floyd. There will be a memorial service at 10 a.m. on Saturday June 25, 2012 at Grace United Methodist Church, 119 N. Frederick Ave., Gaithersburg MD 20877. Family visitation will be at 9 a.m. Memorial contributions in Tom's name may be made to The AOPA Foundation Inc., 421 Aviation Way, Frederick MD 21701, or to Grace United Methodist Church.

- See more at: http://www.legacy.com


The lone occupant of an airplane that crashed Friday morning at the Carroll County Regional Airport in Westminster has died.

State Police spokeswoman Elena Russo confirmed Friday afternoon that the man, 64, died at the University of Maryland Shock Trauma Center as a result of injuries sustained in the crash.

Police identified him as Henry Judkins, of Derwood, in Montgomery County. Police said he was the pilot and the only individual aboard the Remos GX, a "light sport" aircraft, at the time of the crash.

Police said they and the National Transportation Safety Board are investigating the crash.

The preliminary investigation indicates Judkins was one mile away from the airport when he reported mechanical issues. Police said witnesses observed the aircraft flying at varying altitudes before descending into a grassy area approximately 40 feet prior to the runway.

The crash occurred between 10:15 and 10:30 a.m., according to reports. Responders from the Westminster Fire Engine and Hose Co. 1 were the first to arrive, according to Gil Roper, public information officer for the Westminster company.

He said the pilot had apparently been ejected from the single-engine, fixed-wing plane.

"We found him about 50 feet from the airplane," said Roper, who was among those responding to the scene. "He was still strapped in his seat."

"There wasn't much left of the plane," Roper said.

Read more and photos:  http://www.baltimoresun.com



Wreckage from Friday's single-engine plane crash at Carroll County Regional Airport in Westminster. 
(Photo by Gil Roper, Westminster Fire Department / June 15, 2012)


Photo Credit:  KEN KOONS





























A man was flown to University of Maryland Shock Trauma Center by helicopter Friday after reportedly being thrown from his plane during a crash at Carroll County Regional Airport in Westminster.

"We found him about 50 feet from the airplane," said Gil Roper, public information officer for the Westminster Fire Engine and Hose Co. 1, which was among those responding to the scene. "He was still strapped in his seat."

Roper said Westminster fire and paramedic crews were first on the scene, and administered aid to the pilot until a helicopter arrived to transport the man to the University of Maryland Shock Trauma.

They had expected him to be transported via helicopter — and in fact the man was loaded into the state police helicopter, but then, Roper said, the state crew motioned for Westminster to take him instead.

 "They actually had put him on," Roper said. "They were revving up to go, and the doors came open and they motioned for us to come get him."

Elena Russo, spokeswoman for the Maryland State Police, confirmed that the helicopter had a mechanical issue and was grounded at the scene.

Instead, the inpured man was put in an ambulance, which was en route to Carroll Hospital Center when it was told to meet another state helicopter at Mitchell's Golf Center in Reisterstown.

There, Roper said the pilot was transferred to a different helicopter and flown to Shock Trauma as a "Priority 1" patient — meaning the injury requires immediate care.

Rpoer said he did not know of the pilot's specific injuries, but said the Priority 1 status indicates, "very critical" status.

The identify of the pilot has not be released, and his condition is unknown.

The single-engine, fixed wing airplane crashed during landing around 10:30 a.m. Friday, according to Carroll County officials.

Roper said "there wasn't much left of the plane."

Joe McKelvey, manager of the airport, was not available for comment, but Carroll County spokeswoman Roberta Windham said the crash did not involve spilled fuel or hazardous materials, and there was no damage to the airport.

According to a release from the Carroll Board of County Commissioners, the cause of the crash is under investigation.

In addition to crews from Westminster, the Pleasant Valley Community Fire Department also responded to the scene.

At the airport Friday afternoon, local television crews were standing by in the parking lot outside the airport gate, but staff inside referred all questions to Windham.

Windham said the airport is currently closed, but they hope to reopen it by the end of the day. Flights scheduled to land at the Westminster airport will be diverted elsewhere.

WESTMINSTER, Md. - Maryland State Police said a small plane has crashed in Carroll County,   injuring at least one person.  

The crash was reported around 10:15 a.m. at the north end of the runway at the Carroll County Airport in Westminster.

Sky Team 11 Capt. Roy Taylor reported that the pilot of the plane made a radio call saying the plane was having issues with the elevator system and was in the process of making an emergency landing when it crashed.

Taylor said the wings of the plane were sheared off, and the fuselage settled about 20-40 yards past the wings.

Taylor reported that the victim was taken to Shock Trauma in critical condition.  He said the original state police helicopter that was supposed to fly the victim to the hospital broke down, so the person was instead taken by ground to another area so he could be picked up by another chopper.

It's not known if anyone else was on the plane.

The airport was still closed at noon.

Taylor said the plane's ballistics parachute system hadn't yet deployed and it needed to be disarmed before crews could remove the debris.

 
A plane crashed at around 10:15 a.m. today on north end of the runway at the Carroll County Regional Airport in Westminster, according to Maryland State Police.  

 The pilot of the single-engine plane suffered serious injuries. He was initially going to be flown to Shock Trauma but was taken by ground transport to Carroll Hospital Center because of the severity of his injuries, according to county spokeswoman Roberta Windham. The pilot has not been identified but is believed to be a 60-year-old male.

The crash occurred during the plane landing, and the cause is under investigation, according to a news release from the county.

The Federal Aviation Administration and National Transportation Safety Board have been notified and officials from those organizations are en route to the airport, according to the duty officer at the Westminster barracks of state police.

The airport is shut down while police continue to investigate, but officials expect to reopen it later tonight, Windham said.

Planes are currently being diverted to surrounding airports, she said.

No damage occurred to the runway or airport as a result of the crash, Windham said.   No fuel is believed to have been spilled from the plane.

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