14 CFR Part 91: General Aviation
Accident occurred Friday, September 14, 2012 in Vermillion, SD
Probable Cause Approval Date: 10/09/2014
Aircraft: NORTH WING DESIGN APACHE SPORT, registration: N850GB
Injuries: 1 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
Witnesses reported seeing the weight-shift-control light-sport aircraft shortly after takeoff in a steep climb before it rolled left and entered a near-vertical descent into terrain. Two witnesses reported that the engine was not operating normally before the aircraft departed controlled flight. The aircraft was subsequently destroyed during a postimpact ground fire. An examination of the remaining airframe components and the engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. Although the propeller was partially consumed by fire, it exhibited impact damage consistent with rotation at the time of impact. However, a functional test of the engine was not possible because both carburetors and the dual electronic ignition system were destroyed during the postimpact fire. The pilot had a history of coronary artery disease, an aortic heart valve replacement, a craniotomy following a skiing accident, and multiple episodes of transient ischemic attack. However, insufficient evidence existed to determine if the pilot had become impaired or incapacitated at the time of the accident. The pilot had never applied for a Federal Aviation Administration (FAA) medical certificate. According to FAA regulations, a pilot operating a light-sport aircraft does not need to apply for nor possess an FAA medical certificate. In lieu of a medical certificate, a pilot can operate light-sport aircraft if they possess a valid driver’s license; the pilot had a valid driver’s license when the accident occurred. Per FAA regulations, 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. The pilot’s documented medical conditions would likely have precluded him from holding an FAA medical certificate of any class. Additionally, the pilot had been diagnosed with dizziness by his personal physician who counseled him against driving and flying. 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.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain control of the weight-shift-control aircraft during initial climb, which resulted in an aerodynamic stall/spin.
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 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 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.
NTSB Identification: CEN12LA634
14 CFR Part 91: General Aviation
Accident occurred Friday, September 14, 2012 in Vermillion, SD
Aircraft: North Wing Design Apache Sport, registration: N850GB
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On September 14, 2012, about 1615 central daylight time, an experimental North Wing Design model Apache Sport light sport aircraft, N850GB, was substantially damaged when it collided with terrain shortly after takeoff from Harold Davidson Field Airport (KVMR), 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.
A postaccident investigation 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 departure threshold. 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, a Rotax model 582 UL, serial number 5743300, 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 postaccident examination revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal engine operation.
At 1555, the airport's 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 04 degrees Celsius, and altimeter 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.
Lowell Rahn
NEWCASTLE, Neb. | Lowell Leslie Rahn, 75, of Newcastle entered into rest Friday, Sept. 14, 2012, in Vermillion, S.D.
Services will be 2 p.m. Wednesday at Faith Lutheran Church in Maskell, Neb., with Vicar Chad Beckius officiating. Inurnment will be in Maskell Cemetery. Visitation will be 5 to 8 p.m. today, with a prayer service at 7 p.m., at the church. Visitation will continue one hour prior to the service Wednesday at the church. Arrangements are under the direction of the Wintz Funeral Home in Hartington, Neb.
Lowell Leslie Rahn was born on Aug. 23, 1937, to Leslie and Ruby (Coblenson) Rahn, in Sioux City. He attended Newcastle and Maskell Public School. Lowell worked for Swift and Company for 28 years and then started farming. He raised pure bred Angus cattle for several years, and also did custom hay cutting and hay moving.
Lowell married Joanne McCoy on Dec. 27, 1957. Three children were born to this union. He then married Janice Mansker on June 18, 1978, in Martinsburg, Neb.
Lowell lived life to the fullest. He enjoying family and friends, hunting, boating, camping, skiing, traveling and of course flying his beloved trike. Lowell was a member of Faith Lutheran Church in Maskell and a member of EAA, ASC, and US Ultralight Association.
He is survived by his wife, Janice; three children, David Rahn and special friend, Rhonda Hassebroek of South Sioux City, Randy Rahn and special friend, Diane Simon of Newcastle,Wyo., and Nancy Koskey and fiance, Jim Cleveland of Tea, S.D.; four stepchildren, Deanna and Brian Voss of Ponca, Neb., Denise and Todd Bond of San Diego, Calif., Jackie and Scott Deason of Tucson, Ariz., and Todd Mansker of Yankton, S.D.; five grandchildren; two great-grandchildren; nine stepgrandchildren; four great-stepgrandchildren; brother, Calvin and wife, Saundra Rahn of Ponca; and sister, Lorellie Opfer of Hartington.
Lowell was preceded in death by his parents, Leslie and Ruby Rahn; brother-in-law, Dave Opfer; and one great-stepgrandchild, Wyatt Mackling.
Honorary pallbearers will be Lowell's grandchildren, Jon Jager, Nakiea Boetger, Tyler Koskey, Brandon Koskey, and Les Rahn.
http://siouxcityjournal.com
IDENTIFICATION Regis#: 850GB Make/Model: EXP Description: EXP- APACHE SPORT Date: 09/14/2012 Time: 2130 Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N Damage: Destroyed LOCATION City: VERMILLION State: SD Country: US DESCRIPTION AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES. VERMILLION, SD INJURY DATA Total Fatal: 1 # Crew: 0 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: Pleasure Phase: Unknown Operation: OTHER FAA FSDO: RAPID CITY, SD (GL27) Entry date: 09/17/2012
A small plane circles around the area where a pilot was killed in the crash of an ultralight airplane in a cornfield west of the Vermillion airport Friday afternoon.
(Photo by David Lias)
http://registry.faa.gov/N850GBhttp://www.northwing.com/apache-trike.htm
VERMILLION — Bill Brown, who lives near the corner of 12th and Broadway streets below the bluff in lower Vermillion, is used to watching planes take off from Harold Davidson Field, the municipal airport located south of the city.
He knew by the sound coming from the sky that an ultralight aircraft he had been watching was in trouble.
The aircraft crashed in the middle of a cornfield located west of the city airport, killing its pilot.
“Standing here in my driveway, looking across the Vermillion River, I could see it,” Brown said. “It was sideways, with the wing straight up in the air, and the engine was full throttle, and I could see it going down.
“I knew something was wrong, and I heard it hit the ground across the river,” he said.
Brown hopped onto his four-wheeler and drove to the scene.
“I got within 10 to 15 feet of it (the plane), and I was scared to get any closer,” he said. “The cornfield was all on fire when I got there, and everything was totally engulfed.”
Brown said he called out into the field, but received no reply. “I was hollering over there, hoping that somebody would holler back. I didn’t know if they may have had a parachute on or not, but I didn’t hear anybody holler back.”
Brown also joined a chorus of concerned citizens who dialed the Clay Area Emergency Services Communications Center in Vermillion to report the crash and fire.
Calls began to be received at about 4:15 p.m. Friday, according to a press release from Vermillion Police Chief Matt Betzen.
Betzen said personnel from the offices of the Clay County Sheriff, Vermillion Fire Department, the city police department, the South Dakota Highway Patrol and the South Dakota Department of Criminal Investigation responded immediately to the crash area located in the middle of an unharvested cornfield.
Fire units extinguished the fire, which burned approximately two acres of corn, and found the pilot, the plane’s only occupant, deceased in the wreckage.
The name of the pilot has not been released, pending final identification and notification of family members.
The crash area has been secured by the officers of the county sheriff’s department, pending the arrival of Federal Aviation Administration officials who will investigate the cause of the crash.Source: http://www.plaintalk.net
The pilot of a single-person plane crash died Friday afternoon in a cornfield just west of Vermillion’s Harold Davidson Field Airport, a release from the Vermillion police said.
The man was found in the wreckage, and died at the scene. His name is being withheld by police until family is notified, the release continued.
The pilot was flying a trike, an ultralight aircraft that works like a powered hang glider, when he crashed, said Denny Martens, the airport’s manager.
Police received reports of the crash at 4:15 p.m., and responded to the scene in the middle of an unharvested cornfield. The fire department proceeded in extinguishing a fire caused by the crash that burned approximately two acres of corn, the release said.
Debris and smoke loomed above the airfield as responders from the Clay County Sheriff’s Office, the Vermillion police and fire departments, S.D. Highway Patrol and DCI arrived.
Authorities do not know what caused the crash, but the area is being secured as members of the FAA arrive to investigate the accident.
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