Wednesday, September 21, 2016

Hoover Arnold AR-6, registered to the pilot and operated as Race 11, N616DH (and) Reberry 3M1C1R, registered to Hot Stuff Air Racing LLC and was operated as Race 1, N913FT: Accident occurred September 18, 2016 at Reno-Stead Airport (KRTS), Reno, Nevada

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Reno, Nevada
Reno Air Races Association; Reno, Nevada
International Formula One Inc.; Reno, Nevada 

N616DH  Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf  

N616DH  Investigation Docket  - National Transportation Safety Board:  https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N616DH

Location: Reno, NV
Accident Number: WPR16LA185A
Date & Time: 09/18/2016, 1118 PDT
Registration: N616DH
Aircraft: HOOVER DAVID ARNOLD AR 6
Aircraft Damage: Substantial
Defining Event: Collision during takeoff/land
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Air Race/Show 

On September 18, 2016, about 1118 Pacific daylight time, a tailwheel equipped experimental amateur built (EAB) Hoover Arnold AR-6, N616DH, struck a tailwheel equipped EAB Reberry 3M1C1R, N913FT, during the takeoff roll at the Reno-Stead Airport (RTS), Reno, Nevada. The airline transport pilot, in the AR-6 was not injured and the airline transport pilot in the 3M1C1R, sustained minor injuries. The AR-6 was registered to the pilot and operated as Race 11. The 3M1C1R was registered to Hot Stuff Air Racing LLC., Kissimmee, Florida, and was operated as Race 1. Both airplanes were operated by the pilots under the provisions of Title 14 Code of Federal Regulations Part 91 as an air race flight, which was originating at the time of the accident. Visual meteorological conditions prevailed and no flight plan was filed for either airplane.

The race heat consisted of 8 airplanes, each positioned in a staggered formation on the runway. Figure 1 depicts the position of each airplane prior to the race start. Flaggers were located to the right of each row on the runway edge. Additionally, a race start flagger was located on the right side of the runway, in front of the first row of airplanes. Prior to the race start, all of the airplanes are at takeoff power, waiting for the race start signal. The race start is signaled by the race start flagger raising and subsequently dropping a green flag along with flaggers on the second and third row raising and dropping white flags.


Figure 1: Formula One Staggered Race Start Diagram with Race 1 and 11 and Flagger Locations Depicted

The pilot of Race 11 reported that he was in the back row of the Formula 1 staggered start sequence on runway 8. Once he saw the green flag for start, he initiated takeoff and observed both airplanes to the left and right of him accelerating faster than he did. As the tail of the airplane came up, the pilot observed Race 1 stationary on the runway and he attempted to swerve out of the way and get the airplane airborne. Subsequently, Race 11 impacted Race 1.

The pilot of Race 1 reported that he was in the number four position, which was located in the middle row, inside position. He stated that when running the engine up in anticipation of the start, about 20 seconds before the green flag drop, the engine was not running well enough for flight and he made the decision to shut the engine down to signal the starters to halt the starting process. The pilot recalled that a flagman on his row put his hands in an 'X' over his head and he decided to open his canopy to make it clear he was out of the race and so everyone could see him. The pilot further reported that an alternate airplane was signaled to taxi on to the runway to replace his entry and that he felt confident the communications had reached the appropriate people as he waited for personnel to push his airplane off the runway. The pilot stated that shortly after, he saw the flagman run out on to the runway waving his hands over his head as if something was wrong and observed the airplane to his right start his takeoff roll. A few seconds later, Race 6 and Race 8 passed by him on either side, and subsequently, he was impacted from behind. A completed Pilot/Operator Aircraft Accident Report Form (6120.1) was not received from the pilot of Race 1.

The race starter, who was standing in the rear bed of his truck during the start of the race, reported that he observed all of the Formula One aircraft engines running in all three rows. Prior to raising the green start flag, he lowered the red flag and slowly returned it to the bed of his truck and grabbed the green flag and raised it up. The race starter stated that he observed that all of the aircraft were running and at the scheduled take off time, he dropped the green flag. He observed the front row start their take-off roll and immediately observed Race 1's propeller stop, and the canopy open. He then observed the third row of aircraft taking off and approach the second row, followed by the collision between Race 11 and Race 1.

The flagger, who was positioned on the second row as depicted in figure 1, reported that everything seemed to appear normal leading up to the race start. He observed the second row "Red Flagger" hold up one finger indicating the one-minute time hack and then getting a firm thumbs up from each of the two pilots positioned in the second row. The flagger stated that his attention then turned to the Reno Starter Position, who was located past the front row of aircraft and that he observed the green flag being raised and the red flag being lowered; he followed by raising his green flag. Seconds later, the Reno Starter dropped the green flag and he followed by dropping his green flag drop in sequence with the Reno Starter and proceeded to run several yards back to clear himself away from the runway. The flagger stated that when he turned around to view the runway, he saw Race 1 stationary on the runway and Race 11 directly behind his position. A second later, the collision occurred.

Examination of Race 1 revealed that the upper portion of the rudder and vertical stabilizer were separated. Multiple propeller slash marks were observed on the right wing, which was partially separated. Examination of Race 11 revealed that the left wing was structurally damaged, and the left main landing gear structure was compressed upward through the wing structure.

Multiple recorded videos of the accident were provided by various witnesses located on the taxiway or the ramp.

One video, captured from a vehicle located on the taxiway adjacent to the third row of airplanes, revealed that a golf cart with a red flag attached to the back of it, drove from the runway edge into the rocky infield between the runway and taxiway to an area abeam the second row about 13 seconds prior to the race start. A flagger, standing near the edge of the runway, was observed raising a white flag and moving it downward, signaling the start of the race to the third row 3 seconds later. As the third row of airplanes began their takeoff sequence, the car began moving forward, abeam the third row of the airplanes. The video showed that at the time of the impact between Race 1 and Race 11, the golf cart that had the red flag attached to the back of the seating area was parked in the rocky infield, and the flag remained attached to the golf cart. Shortly after, the video panned forward briefly, providing view of the truck, where the race starter was positioned. No flags were observed being displayed at the race starters truck.

Onboard video from Race 1, revealed that the camera was mounted in the forward area of the cockpit, providing video of the pilot, and surrounding runway environment, including the third row of airplanes and flaggers adjacent to the third row. About 4 seconds from the start of the video, the engine was heard running erratically. At 11 seconds, the pilot was observed looking to his right and began shutting down the engine along with starting to open the canopy 2 seconds later. Between 16 and 17 seconds, the canopy was opened. At the same time, a flagger was observed on the ramp side of the runway, dropping a white flag, signaling the start of the race to the third row. At 25 to 26 seconds, airplanes were observed passing on both the left and right side of his position, followed by the left wing and landing gear of Race 11 colliding with the empennage and right wing of Race 1 about a second later. It was noted that during the 10 seconds from the canopy opening to the time of the collision, Race 11 was observed drifting slightly left during the takeoff roll.

Onboard video from Race 11, revealed that the camera was mounted behind the pilot's left shoulder, providing a view of the left side of the engine cowling, left wing, small portion of the left side of the cockpit and instrument panel, along with the left side of the runway, which included Race 69. About 1 minute after the start of the video, Race 11 and Race 69 were observed starting their takeoff roll. About 11 seconds later, the left wing was observed striking Race 1. During the 11 seconds of the takeoff roll, Race 11 was observed drifting slightly left.

The International Formula One Procedure Rules, revision R2, dated January 2007, outlined the start procedures as the following:

1. The red flag will come up at T-5 minutes. It will be replaced by the green flag at T-10 seconds. Drop of the green flag signals the start of the race.

2. The race starts when the starter's flag drops. The starting time for all aircraft will be taken from the time the first aircraft crosses the start line, in flight, after the scatter lap.

3. Premature starts within 5 seconds will be penalized 30 seconds but the race will not be stopped. Starts earlier than 5 seconds will result in disqualification.

4. All rows will launch simultaneously. Anyone aborting take-off will abort straight ahead and attempt to clear to the end of the runway expeditiously.

There was no additional guidance outlining abort procedures in the event of a rough running engine prior to the start of the race.

According to the Director of Operations of the International Formula One organization, three briefs were conducted the morning of the accident. The third brief, which was held at the end of the runway, covered various items including positioning of the airplanes for the takeoff grid, startup procedures, and abort procedures. The Director of Operations stated that they discussed with the pilots that once the green flag drops, if the pilots are experiencing engine trouble they were instructed to hold their line on the takeoff grid and roll out [to the end of the runway].

Pilot Information

Certificate: Airline Transport
Age: 61, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Center
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 06/22/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  17227 hours (Total, all aircraft), 64 hours (Total, this make and model), 12956 hours (Pilot In Command, all aircraft), 183 hours (Last 90 days, all aircraft), 28 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: HOOVER DAVID
Registration: N616DH
Model/Series: ARNOLD AR 6 NO SERIES
Aircraft Category: Unknown
Year of Manufacture:
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 01
Landing Gear Type: Tailwheel
Seats:
Date/Type of Last Inspection:
07/21/2016, Condition 
Certified Max Gross Wt.:
Time Since Last Inspection: 4 Hours
Engines:  Reciprocating
Airframe Total Time: 129.6 Hours at time of accident
Engine Manufacturer: Continental
ELT: Not installed
Engine Model/Series: O-200
Registered Owner: On file
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRNO, 4410 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1755 UTC
Direction from Accident Site: 153°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 190°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.19 inches Hg
Temperature/Dew Point: 23°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno, NV (RTS)
Type of Flight Plan Filed: None
Destination: Reno, NV (RTS)
Type of Clearance: None
Departure Time:  PDT
Type of Airspace: Class G

Airport Information

Airport: RENO/STEAD (RTS)
Runway Surface Type: Asphalt
Airport Elevation: 5050 ft
Runway Surface Condition: Dry
Runway Used: 08
IFR Approach:None 
Runway Length/Width: 7608 ft / 150 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  39.664444, -119.891111

N913FT  Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

N913FT  Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N913H

Location: Reno, NV
Accident Number: WPR16LA185B
Date & Time: 09/18/2016, 1118 PDT
Registration: N913FT
Aircraft: REBERRY BRIAN 3M1C1R
Aircraft Damage: Substantial
Defining Event: Collision during takeoff/land
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Air Race/Show 

On September 18, 2016, about 1118 Pacific daylight time, a tailwheel equipped experimental amateur built (EAB) Hoover Arnold AR-6, N616DH, struck a tailwheel equipped EAB Reberry 3M1C1R, N913FT, during the takeoff roll at the Reno-Stead Airport (RTS), Reno, Nevada. The airline transport pilot, in the AR-6 was not injured and the airline transport pilot in the 3M1C1R, sustained minor injuries. The AR-6 was registered to the pilot and operated as Race 11. The 3M1C1R was registered to Hot Stuff Air Racing LLC., Kissimmee, Florida, and was operated as Race 1. Both airplanes were operated by the pilots under the provisions of Title 14 Code of Federal Regulations Part 91 as an air race flight, which was originating at the time of the accident. Visual meteorological conditions prevailed and no flight plan was filed for either airplane.

The race heat consisted of 8 airplanes, each positioned in a staggered formation on the runway. Figure 1 depicts the position of each airplane prior to the race start. Flaggers were located to the right of each row on the runway edge. Additionally, a race start flagger was located on the right side of the runway, in front of the first row of airplanes. Prior to the race start, all of the airplanes are at takeoff power, waiting for the race start signal. The race start is signaled by the race start flagger raising and subsequently dropping a green flag along with flaggers on the second and third row raising and dropping white flags.

Figure 1: Formula One Staggered Race Start Diagram with Race 1 and 11 and Flagger Locations Depicted.

The pilot of Race 11 reported that he was in the back row of the Formula 1 staggered start sequence on runway 8. Once he saw the green flag for start, he initiated takeoff and observed both airplanes to the left and right of him accelerating faster than he did. As the tail of the airplane came up, the pilot observed Race 1 stationary on the runway and he attempted to swerve out of the way and get the airplane airborne. Subsequently, Race 11 impacted Race 1.

The pilot of Race 1 reported that he was in the number four position, which was located in the middle row, inside position. He stated that when running the engine up in anticipation of the start, about 20 seconds before the green flag drop, the engine was not running well enough for flight and he made the decision to shut the engine down to signal the starters to halt the starting process. The pilot recalled that a flagman on his row put his hands in an 'X' over his head and he decided to open his canopy to make it clear he was out of the race and so everyone could see him. The pilot further reported that an alternate airplane was signaled to taxi on to the runway to replace his entry and that he felt confident the communications had reached the appropriate people as he waited for personnel to push his airplane off the runway. The pilot stated that shortly after, he saw the flagman run out on to the runway waving his hands over his head as if something was wrong and observed the airplane to his right start his takeoff roll. A few seconds later, Race 6 and Race 8 passed by him on either side, and subsequently, he was impacted from behind. A completed Pilot/Operator Aircraft Accident Report Form (6120.1) was not received from the pilot of Race 1.

The race starter, who was standing in the rear bed of his truck during the start of the race, reported that he observed all of the Formula One aircraft engines running in all three rows. Prior to raising the green start flag, he lowered the red flag and slowly returned it to the bed of his truck and grabbed the green flag and raised it up. The race starter stated that he observed that all of the aircraft were running and at the scheduled take off time, he dropped the green flag. He observed the front row start their take-off roll and immediately observed Race 1's propeller stop, and the canopy open. He then observed the third row of aircraft taking off and approach the second row, followed by the collision between Race 11 and Race 1.

The flagger, who was positioned on the second row as depicted in figure 1, reported that everything seemed to appear normal leading up to the race start. He observed the second row "Red Flagger" hold up one finger indicating the one-minute time hack and then getting a firm thumbs up from each of the two pilots positioned in the second row. The flagger stated that his attention then turned to the Reno Starter Position, who was located past the front row of aircraft and that he observed the green flag being raised and the red flag being lowered; he followed by raising his green flag. Seconds later, the Reno Starter dropped the green flag and he followed by dropping his green flag drop in sequence with the Reno Starter and proceeded to run several yards back to clear himself away from the runway. The flagger stated that when he turned around to view the runway, he saw Race 1 stationary on the runway and Race 11 directly behind his position. A second later, the collision occurred.

Examination of Race 1 revealed that the upper portion of the rudder and vertical stabilizer were separated. Multiple propeller slash marks were observed on the right wing, which was partially separated. Examination of Race 11 revealed that the left wing was structurally damaged, and the left main landing gear structure was compressed upward through the wing structure.

Multiple recorded videos of the accident were provided by various witnesses located on the taxiway or the ramp.

One video, captured from a vehicle located on the taxiway adjacent to the third row of airplanes, revealed that a golf cart with a red flag attached to the back of it, drove from the runway edge into the rocky infield between the runway and taxiway to an area abeam the second row about 13 seconds prior to the race start. A flagger, standing near the edge of the runway, was observed raising a white flag and moving it downward, signaling the start of the race to the third row 3 seconds later. As the third row of airplanes began their takeoff sequence, the car began moving forward, abeam the third row of the airplanes. The video showed that at the time of the impact between Race 1 and Race 11, the golf cart that had the red flag attached to the back of the seating area was parked in the rocky infield, and the flag remained attached to the golf cart. Shortly after, the video panned forward briefly, providing view of the truck, where the race starter was positioned. No flags were observed being displayed at the race starters truck.

Onboard video from Race 1, revealed that the camera was mounted in the forward area of the cockpit, providing video of the pilot, and surrounding runway environment, including the third row of airplanes and flaggers adjacent to the third row. About 4 seconds from the start of the video, the engine was heard running erratically. At 11 seconds, the pilot was observed looking to his right and began shutting down the engine along with starting to open the canopy 2 seconds later. Between 16 and 17 seconds, the canopy was opened. At the same time, a flagger was observed on the ramp side of the runway, dropping a white flag, signaling the start of the race to the third row. At 25 to 26 seconds, airplanes were observed passing on both the left and right side of his position, followed by the left wing and landing gear of Race 11 colliding with the empennage and right wing of Race 1 about a second later. It was noted that during the 10 seconds from the canopy opening to the time of the collision, Race 11 was observed drifting slightly left during the takeoff roll.

Onboard video from Race 11, revealed that the camera was mounted behind the pilot's left shoulder, providing a view of the left side of the engine cowling, left wing, small portion of the left side of the cockpit and instrument panel, along with the left side of the runway, which included Race 69. About 1 minute after the start of the video, Race 11 and Race 69 were observed starting their takeoff roll. About 11 seconds later, the left wing was observed striking Race 1. During the 11 seconds of the takeoff roll, Race 11 was observed drifting slightly left.

The International Formula One Procedure Rules, revision R2, dated January 2007, outlined the start procedures as the following:

1. The red flag will come up at T-5 minutes. It will be replaced by the green flag at T-10 seconds. Drop of the green flag signals the start of the race.

2. The race starts when the starter's flag drops. The starting time for all aircraft will be taken from the time the first aircraft crosses the start line, in flight, after the scatter lap.

3. Premature starts within 5 seconds will be penalized 30 seconds but the race will not be stopped. Starts earlier than 5 seconds will result in disqualification.

4. All rows will launch simultaneously. Anyone aborting take-off will abort straight ahead and attempt to clear to the end of the runway expeditiously.

There was no additional guidance outlining abort procedures in the event of a rough running engine prior to the start of the race.

According to the Director of Operations of the International Formula One organization, three briefs were conducted the morning of the accident. The third brief, which was held at the end of the runway, covered various items including positioning of the airplanes for the takeoff grid, startup procedures, and abort procedures. The Director of Operations stated that they discussed with the pilots that once the green flag drops, if the pilots are experiencing engine trouble they were instructed to hold their line on the takeoff grid and roll out [to the end of the runway]. 

Pilot Information

Certificate: Airline Transport
Age: 44, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Center
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 09/08/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 

Aircraft and Owner/Operator Information

Aircraft Make: REBERRY BRIAN
Registration: N913FT
Model/Series: 3M1C1R NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2011
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 013
Landing Gear Type: Tailwheel
Seats: 
Date/Type of Last Inspection: Unknown
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time:
Engine Manufacturer: Continental
ELT: Not installed
Engine Model/Series: O-200-D
Registered Owner: Hot Stuff Air Racing
Rated Power:
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRNO, 4410 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1755 UTC
Direction from Accident Site: 153°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 190°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.19 inches Hg
Temperature/Dew Point: 23°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno, NV (RTS)
Type of Flight Plan Filed: None
Destination: Reno, NV (RTS)
Type of Clearance: None
Departure Time:  PDT
Type of Airspace: Class G

Airport Information

Airport: RENO/STEAD (RTS)
Runway Surface Type: Asphalt
Airport Elevation: 5050 ft
Runway Surface Condition: Dry
Runway Used: 08
IFR Approach: None
Runway Length/Width: 7608 ft / 150 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude:  39.664444, -119.891111

NTSB Identification: WPR16LA185A
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 18, 2016 in Reno, NV
Aircraft: HOOVER DAVID ARNOLD AR 6, registration: N616DH
Injuries: 1 Minor, 1 Uninjured.

NTSB Identification: WPR16LA185B
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 18, 2016 in Reno, NV
Aircraft: REBERRY BRIAN 3M1C1R, registration: N913FT
Injuries: 1 Minor, 1 Uninjured.

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 18, 2016, about 1118 Pacific daylight time, a tailwheel equipped experimental amateur built (EAB) Hoover Arnold AR-6, N616DH, struck a tailwheel equipped EAB Reberry 3M1C1R, N913FT, during takeoff roll on runway 8 at the Reno-Stead Airport (RTS), Reno, Nevada. The airline transport pilot, sole occupant of the AR-6 was not injured and the airline transport pilot, sole occupant of the 3M1C1R, sustained minor injuries. The AR-6 was registered to the pilot and was operating as Race 11. The 3M1C1R was registered to Hot Stuff Air Racing LLC., Kissimmee, Florida, and was operated as Race 1. Both airplanes were operated by the pilots under the provisions of Title 14 Code of Federal Regulations Part 91 as an air race flight, which were originating at the time of the accident. Visual meteorological conditions prevailed and no flight plan was filed for either airplane.

The pilot of Race 11 reported that he was positioned in the middle of the back row of the staggered start sequence for the Formula 1 Race. When the green flag dropped he initiated his takeoff roll and that as the tail of his airplane came up, he observed Race 1 stationary on the runway at his 12'oclock position. He swerved in an attempt to avoid the airplane, however, subsequently collided with Race 1.

The pilot of Race 1 reported that he was in the number four position (middle row, center) in the starting grid, which was the middle inside position with three aircraft ahead of him in the front row, one airplane to his right, and three airplanes behind his position. The pilot reported that about 20 seconds before the green flag dropped, the engine was not running correctly and he shut it down and signaled the starters to halt the start/takeoff process. Shortly after, Race 11 struck Race 1.

Postaccident examination of Race 1 revealed that the upper portion of the rudder and vertical stabilizer were separated. Multiple propeller slash marks were observed on the right wing, which was partially separated from the fuselage.

Examination of Race 11 revealed that the left wing was structurally damaged and the left main landing gear structure was compressed upward through the wing structure.

Glasair I, N70GG: Accident occurred September 17, 2016 at Reno-Stead Airport (KRTS), Washoe County, Nevada

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf 

Analysis

The airline transport pilot reported that the engine operated normally during the takeoff and initial climb to join up in race formation for the start of a closed course air race. During the initial climb, the pilot tested the nitrous system with no anomalies noted.

At the start of the race, the airplanes began a descent toward the first pylon. The pilot reported that she smoothly opened the throttle to full and turned the nitrous system on. The airplane flew normally as it accelerated, and the engine sounds were normal. As the airplane passed pylon No. 5, the engine suddenly stopped producing power. The pilot then pulled up and declared a mayday. She subsequently saw smoke begin to fill the cabin and flames on both sides of the engine cowling and in the cockpit under the instrument panel. The pilot subsequently landed on a runway, and emergency personnel extinguished the fire.

The airplane owner reported that the engine had backfired before the loss of power. The backfire caused an explosion in the induction system, which broke the induction elbow. The throttle body and nitrous injector dropped into the bottom of the cowling and sprayed flammable fluid into the engine compartment, which resulted in the fire and loss of power.

Probable Cause and Findings

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

The failure of an induction elbow following an engine backfire, which resulted in an in-flight fire and loss of engine power.

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Reno, Nevada

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N70GG

NTSB Identification: WPR16LA184
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 17, 2016 in Reno, NV
Aircraft: OGG RICHARD A OGG GLASAIR I, registration: N70GG
Injuries: 1 Uninjured.

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 17, 2016, about 1125 Pacific daylight time, an experimental amateur built Ogg Glasair I, N70GG, experienced an in-flight fire during a closed course air race flight at the Reno-Stead Airport (RTS), Reno, Nevada. The airplane was registered to a private individual, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The airline transport pilot, the sole occupant of the airplane, was not injured; the airplane sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed for the air race flight, which originated from RTS about 10 minutes prior to the accident.

The pilot reported that at takeoff, she put the throttle into the full open position, and the engine ran normally. During the climb, she turned on the nitrous switch for a few seconds to test the system which was working correctly. A normal increase in power was felt, and all engine parameters were in the green. She turned off the nitrous system and reduced throttle appropriately to join the race formation. 

At the start of the race, all airplanes are aligned abreast of each other. The pilot reported that in race formation the wingman's eye is on the airplane to the left to keep arranged distance for safety. Wingman do not have much time to spend reading each engine parameter. She glanced at the instrument panel prior to the race, and all engine parameters were in the green.

At the start of the race, the airplanes begin a descent toward the first pylon. The pilot reported that she smoothly opened the throttle to full and turned the nitrous system on. She felt acceleration, the airplane flew normally, and the engine sounds were normal. While passing pylon number 5, the engine suddenly stopped producing power. The pilot stated that she pulled up and declared a mayday with the intent to land on runway 18, but then heard that the fire trucks were positioning for runway 14. The pilot pulled the propeller lever, but the propeller pitch did not change. Smoke began to fill the cockpit and flames were seen on both sides of the engine cowling and in the cockpit under the instrument panel. The propeller stopped turning; the pilot placed the mixture in the idle cutoff position and the fuel selector valve to the OFF position. She landed on runway 14, exited the airplane, and emergency response personnel extinguished the fire.

Examination of the airplane revealed that the forward part of the fuselage and inboard portion of the left wing sustained fire and structural damage.

The owner reported that the engine had backfired prior to the loss of power. The backfire caused an explosion in the induction system, breaking the induction elbow. The throttle body and nitrous injector dropped into the bottom of the cowling spraying flammable fluid into the engine compartment, which resulted in the fire and loss of power.

NTSB Identification: WPR16LA184
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 17, 2016 in Reno, NV
Aircraft: OGG RICHARD A OGG GLASAIR I, registration: N70GG
Injuries: 1 Uninjured.

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 17, 2016, about 1125 Pacific daylight time, an experimental amateur built Ogg Glasair I, N70GG, experienced an in-flight fire during a closed course air race flight at the Reno-Stead Airport (RTS), Reno, Nevada. The airplane was registered to a private individual, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The airline transport pilot, the sole occupant of the airplane, was not injured; the airplane sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight, which originated from RTS about 10 minutes prior to the accident.

The pilot reported that during the air race the engine was operating normally until passing pylon number 5, when it suddenly lost power. The pilot stated that she pulled up, declared a mayday, and aimed for runway 14. The pilot landed uneventfully on runway 14, exited the airplane, and the emergency response personnel subsequently extinguished the fire.

Postaccident examination of the airplane revealed that the forward part of the fuselage and inboard portion of the left wing sustained fire and structural damage.

American Champion 8KCAB Super Decathlon, Flying Blank LLC, N126WB: Incident occurred September 20, 2016 in Benton, Texas Township, Crawford County, Ohio

FLYING BLANK LLC:  http://registry.faa.gov/N126WB

FAA Flight Standards District Office: FAA Cleveland FSDO-25

AIRCRAFT FORCE LANDED IN A FIELD AND FLIPPED OVER, 1 MILE FROM BENTON, OHIO

Date: 20-SEP-16
Time: 21:49:00Z
Regis#: N126WB
Aircraft Make: CHAMPION
Aircraft Model: 8KCAB
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: BENTON
State: Ohio



BUCYRUS, Ohio -- The La Crosse pilot, who performs his annual airshow during Riverfest, has survived a crash landing in an airplane. Again.

William Blank was the only one on board when he put his single-engine plane down in a farm field just before 6 p.m. Tuesday.

The 73 year old's plane flipped onto its top upon landing, but he was uninjured. The plane, however, suffered significant damage, because it nose-dived before coming to a stop after hitting uneven ground in the field.

Blank's 2005 American Champion Super Decathlon single-engine, fixed-wing aircraft was taken from the scene by an aircraft recovery service and the FAA was contacted.

The plane needed to be put down in Bucyrus, Ohio, after Blank left La Crosse because of apparent fuel problems.

The last time Blank crash-landed, he was a passenger.

Happened near Pickwick, Minn., in 2009. That plane had left La Crosse when it began having mechanical troubles. 

The plane crashed into a grove of trees on the edge of a field, but neither Blank nor the pilot was injured in the crash. 

Source:   http://www.1410wizm.com




A pilot from Wisconsin had an unexpected and bumpy ride through Crawford County Tuesday evening.

Troopers from the Bucyrus Highway Patrol Post are currently investigating a single engine, fixed-wing airplane crash. At approximately 5:49 p.m. the Bucyrus Post received a call of an aircraft on its top in a tilled field on Marion-Melmore Road between Benton Road and Brokensword Road.

Troopers determined that the pilot of the aircraft, William A. Blank, age 73 of La Crosse, Wisconsin, was travelling from Wisconsin to Mansfield Lahm Airport when the aircraft’s engine sustained a possible fuel starvation issue. The pilot attempted to restart the engine without success and was forced to make an off airport landing in a tilled field west of Marion-Melmore Road. The pilot was successful in the landing, however prior to the aircraft coming to a complete stop in the front of the aircraft nosedived due to striking an area of uneven terrain causing the aircraft to flip its top.

The pilot was secured in the cockpit by a five-point harness and did not sustain any injuries from the crash. The 2005 American Champion Super Decathlon single fixed wing aircraft sustained moderate damage to the propeller and wings. The FAA was contacted and the plane was removed from the scene by an aircraft recovery service.

The Highway Patrol was assisted on the scene by the Crawford County Sheriff’s Office and the Sycamore Fire and EMS.

Source:  http://crawfordcountynow.com

Mong Jerant Racer , N777FJ (and) Pitts S-1 Special, Van Nuys Acro, N767JW: Accident occurred September 18, 2016 at Reno-Stead Airport (KRTS), Reno, Nevada

The National Transportation Safety Board did not travel to the scene of this accident. 

Aviation Accident Preliminary Report - National Transportation Safety Board: https://app.ntsb.gov/pdf 

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Docket And Docket Items - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 

http://registry.faa.gov/N777FJ 

VAN NUYS ACRO: http://registry.faa.gov/N767JW

FAA Flight Standards District Office: FAA Reno FSDO-11

NTSB Identification: WPR16LA185A
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 18, 2016 in Reno, NV
Aircraft: HOOVER DAVID ARNOLD AR 6, registration: N616DH
Injuries: 1 Minor, 1 Uninjured.

NTSB Identification: WPR16LA185B
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 18, 2016 in Reno, NV
Aircraft: REBERRY BRIAN 3M1C1R, registration: N913FT

Injuries: 1 Minor, 1 Uninjured.

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 18, 2016, about 1118 Pacific daylight time, a tailwheel equipped experimental amateur built (EAB) Hoover Arnold AR-6, N616DH, struck a tailwheel equipped EAB Reberry 3M1C1R, N913FT, during takeoff roll on runway 8 at the Reno-Stead Airport (RTS), Reno, Nevada. The airline transport pilot, sole occupant of the AR-6 was not injured and the airline transport pilot, sole occupant of the 3M1C1R, sustained minor injuries. The AR-6 was registered to the pilot and was operating as Race 11. The 3M1C1R was registered to Hot Stuff Air Racing LLC., Kissimmee, Florida, and was operated as Race 1. Both airplanes were operated by the pilots under the provisions of Title 14 Code of Federal Regulations Part 91 as an air race flight, which were originating at the time of the accident. Visual meteorological conditions prevailed and no flight plan was filed for either airplane.

The pilot of Race 11 reported that he was positioned in the middle of the back row of the staggered start sequence for the Formula 1 Race. When the green flag dropped he initiated his takeoff roll and that as the tail of his airplane came up, he observed Race 1 stationary on the runway at his 12'oclock position. He swerved in an attempt to avoid the airplane, however, subsequently collided with Race 1.

The pilot of Race 1 reported that he was in the number four position (middle row, center) in the starting grid, which was the middle inside position with three aircraft ahead of him in the front row, one airplane to his right, and three airplanes behind his position. The pilot reported that about 20 seconds before the green flag dropped, the engine was not running correctly and he shut it down and signaled the starters to halt the start/takeoff process. Shortly after, Race 11 struck Race 1.

Postaccident examination of Race 1 revealed that the upper portion of the rudder and vertical stabilizer were separated. Multiple propeller slash marks were observed on the right wing, which was partially separated from the fuselage.

Examination of Race 11 revealed that the left wing was structurally damaged and the left main landing gear structure was compressed upward through the wing structure.

Cirrus SR22: Incident occurred September 20, 2016 at Charleston Air Force Base/International Airport (KCHS), Charleston, South Carolina

Imagine Air Jet Services

FAA Flight Standards District Office: FAA West Columbia FSDO-13

AIRCRAFT, IMG107 SR22, REGISTRATION NOT REPORTED, LANDED SHORT OF THE RUNWAY IN THE OVERRUN AREA AND STRUCK APPROACH LIGHTS, CHARLESTON, SOUTH CAROLINA. 


Date: 20-SEP-16

Time: 14:45:00Z
Regis#: IMG107
Aircraft Make: CIRRUS
Aircraft Model: SR22
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
Flight Number: IMG107
City: CHARLESTON
State: South Carolina

Aerotek Pitts S-1S Special, N91JW: Accident occurred September 17, 2016 at Reno-Stead Airport (KRTS), Reno, Nevada

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

NTSB Identification: GAA16CA500
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 17, 2016 in Reno, NV
Probable Cause Approval Date: 04/04/2017
Aircraft: AEROTEK PITTS SPECIAL, registration: N91JW
Injuries: 1 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

According to the pilot of the tailwheel-equipped biplane, during the landing roll, the tailwheel became “stuck” in an expansion joint that runs down the centerline of the runway. She reported that when the tailwheel became unstuck, the biplane “swung wildly to the left,” the bottom right wing struck the ground, and the airplane came to a stop on the runway after turning 180° to the left. 

A video of the accident, taken by a camera mounted on the accident biplane and posted on social media, revealed that the biplane touched down on the runway to the left of the centerline. During the landing roll and after crossing the taxiway A2 intersection, the biplane began drifting right. The tailwheel is seen crossing the centerline expansion joint about 30° to the joint and then rolling over the joint without hesitation. The tail is then seen swinging to the right at an increasing rate. The biplane ground looped to the left, and the bottom right wing sustained substantial damage.

The pilot reported that there were no preaccident mechanical failures or anomalies with the airplane that would have prevented normal operation. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain directional control during the landing roll, which resulted in a ground loop.

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Reno, Nevada

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

Docket And Docket Items - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N91JW

NTSB Identification: GAA16CA500
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 17, 2016 in Reno, NV
Aircraft: AEROTEK PITTS SPECIAL, registration: N91JW
Injuries: 1 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

According to the pilot of the tailwheel-equipped biplane, during the landing roll the tailwheel became "stuck" in an expansion joint that runs down the centerline of the runway. She reported that when the tailwheel came unstuck, the biplane "swung wildly to the left", the bottom right wing struck the ground, and the airplane came to a stop on the runway after turning 180° to the left.

A video of the accident, taken by a camera mounted on the accident biplane and posted on social media revealed that the biplane touched down on the runway to the left of the centerline. During the landing roll, after crossing the taxiway A2 intersection, the biplane began drifting to the right. The tailwheel is seen crossing the centerline expansion joint about 30° to the joint, and rolls over the joint without hesitation. The tail is then seen swinging to the right at an increasing rate. The biplane ground looped to the left and the bottom right wing sustained substantial damage.

The pilot reported that there were no mechanical failures or anomalies that would have prevented normal operation.

Mooney M20K, Dinkins Enterprises Inc., N777UU: Incident occurred September 20, 2016 in Charleston, South Carolina

DINKINS ENTERPRISES INC:   http://registry.faa.gov/N777UU

FAA Flight Standards District Office: FAA West Columbia FSDO-13

AIRCRAFT ON LANDING, STRUCK THE PROPELLER ON THE RUNWAY, CHARLESTON, SOUTH CAROLINA.  

Date: 20-SEP-16
Time: 13:41:00Z
Regis#: N777UU
Aircraft Make: MOONEY
Aircraft Model: M20K
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: CHARLESTON
State: South Carolina

Powerplant System/Component Malfunction/Failure: Papa 51 Thunder Mustang, N352BT; fatal accident occurred May 01, 2018 at Reno-Stead Airport (KRTS), Reno, Nevada

John Gano Parker









The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Reno, Nevada
Hartzell Propeller / Hartzell Engine Technologies; Montgomery, Alabama
51 Aero; Reno, Nevada

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 

 
http://registry.faa.gov/N352BT


Location: Reno, NV
Accident Number: WPR18FA131
Date & Time: 05/01/2018, 1931 PDT
Registration: N352BT
Aircraft: AMERICAN AIR RACING LTD THUNDER MUSTANG
Aircraft Damage: Substantial
Defining Event: Powerplant sys/comp malf/fail
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 1, 2018, at 1931 Pacific daylight time, an experimental, amateur-built American Air Racing (AAR) Thunder Mustang (Blue Thunder II), N352BT, sustained substantial damage during a forced landing at Reno/Stead Airport (RTS), Reno, Nevada. The airline transport pilot was fatally injured. The airplane was registered to TM-1 Ltd. and operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which departed about 1815.

The airplane was taking part in an in-flight photography mission with another Thunder Mustang, with the photographs being taken from a Beechcraft Bonanza. This was the second photography flight the group had flown that day. The first flight began about 1500 and lasted about 1 hour.

About 1 hour into the accident flight, which included multiple north-south passes north of the airport, the group agreed that they were beginning to get fatigued and decided to end the mission and return to RTS.

When the airplanes were about 5 miles from the airport, the accident pilot transmitted a "mayday" radio call over the common traffic advisory frequency. The pilot of the other Thunder Mustang asked for a confirmation, and the accident pilot responded again with a mayday call, adding that he intended to land on runway 14. The other pilot watched as the airplane began to descend toward the airport. He saw it overshoot the extended runway 14 centerline, then begin a wide 180° left turn followed by a right turn to rejoin the centerline. By this time, the airplane was midfield and low over the runway, flying at what the second pilot judged to be a high speed. He could not tell if the airplane had touched down or was still floating over the runway in ground effect, and as it approached the end of the runway, it veered off the right side and nosed over.

The airplane came to rest inverted in a gravel area about 20 ft right of the runway edge and 80 ft short of the runway's paved end. The runway surface exhibited a 1,200-ft-long series of intermittent black tire skid marks and intermittent propeller blade gouges leading from the runway centerline to the airplane.

The final stage of the accident sequence was captured by a video camera mounted on the airport operations building at the southeast corner of the airport, about 1,500 ft southwest of the end of runway 14. The camera was facing northeast with a field of view that included the last 2,000 ft of runway 14. When the airplane came into view, it was traveling from left to right with the main landing gear on the runway surface. As it progressed, the tail began to rise and as the airplane passed to the right and out of the camera's view, it had transitioned to a 45° nose-down attitude. The main wreckage was located about 50 ft beyond the point where it exited the camera field of view.

A runway construction crew, along with the other pilots from the photography mission, arrived at the accident site within about 3 minutes, followed a few minutes later by the local fire department. They observed that the vertical stabilizer had folded against the right horizontal stabilizer and that the canopy was shattered by ground impact. The flaps were found in the 43° (full down) position, and the landing gear was extended.

The pilot remained in his seat restrained by his four-point harness. His helmet was impinged against the gravel surface, and his head was tilted forward so that his chin was in contact with his chest. The first pilot to arrive stated that he could initially hear the pilot mumbling, and he reached into the cockpit and asked the pilot if he could turn off any switches, but the pilot did not respond. He did not hear the pilot make any more sounds. A paramedic arrived at the accident site about 11 minutes after the accident, assessed the pilot's condition, and reported that although the pilot initially appeared to be conscious, he became unresponsive after about 2 minutes. The group attempted to lift the airplane up by the wing to relieve the pressure on the pilot, but it was too heavy. Multiple attempts to move and lift the airplane were unsuccessful. The pilot was extracted about 45 minutes after the accident, when the fire department used a combination of lifting devices and dug a hole in the gravel under the cockpit.

Pilot Information

Certificate: Airline Transport; Flight Instructor; Commercial; Flight Engineer
Age: 80, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 07/07/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  30000 hours (Total, all aircraft), 326 hours (Total, this make and model), 5.4 hours (Last 24 hours, all aircraft) 

The 80-year-old pilot held an airline transport pilot certificate with a rating for airplane multiengine land, type ratings for the B-707, B-720, B-727, DC-9, and DC-10, and commercial privileges for airplane single-engine land. He held an airframe and powerplant certificate (A&P), with inspection authorization (IA).

The pilot was the sole owner of AAR and employed a crew of three mechanics in part- and full-time capacities. The pilot performed most of the work on the accident airplane, including engine removal and installation. He oversaw and signed off on all work performed, because the other mechanics did not hold Federal Aviation Administration (FAA) mechanic ratings. AAR performed maintenance work for multiple types of aircraft but specialized in the Thunder Mustang due to the owner's experience with the type.

The pilot had extensive flight experience in air racing and reported 30,000 total civilian hours of flight time as of his last FAA medical examination on July 7, 2017.

No pilot logbooks were recovered. The pilot's most recent flight experience was determined from his application as a participant in the Reno National Championship Air Races Pylon Racing Seminar (PRS). The application was dated March 13, 2018, and at that time the pilot reported 326 total hours of flight experience in the accident airplane make and model, of which 287 was in the accident airplane. He reported 34 hours of flight experience in the previous 90 days.

The pilot also owned and flew a Piper PA-34, and according to employees of AAR, these were the only two airplanes he flew. Maintenance logbooks for the PA-34 indicated that it had accumulated 5.4 hours of flight time in the previous 3 months; the accident airplane had accumulated 2.48 hours of flight time during that period.

Employees of AAR along with the pilots involved in the photography mission all stated that the pilot seemed to be his usual self before the accident. Although he needed assistance getting into the airplane, this was not unusual. Employees and the pilot's son all noted what they considered to be normal, "age-related" degradation over the years they had known him, but no recent acceleration or issues of concern. They also stated that he tended to be strong-willed and would not likely disclose any medical concerns. The pilot lived alone; therefore, a meaningful 72-hour history of his activities leading up to the accident could not be determined.

One of the pilots in the photographic mission stated that the accident pilot expressed irritation that the maximum speed of the Bonanza was too slow to allow for stable flight of the Thunder Mustang while photographing it. He also noted that the accident pilot did not appear to be flying with his usual level of precision on both flights, and was not in as close formation as he should have been. Additionally, 2 days before the accident, a friend of the pilot saw the pilot struggle with his balance after leaning over to look at something on the hangar floor. As he stood back up again, he fell back to the ground after trying to avoid the wing strut of an airplane. His friend described the pilot as dizzy and disoriented. He had slight trouble walking after the event, and was unable to lift his foot to get into his golf cart. The pilots son, who was also there, stated that the pilot sometimes experienced these issues if he stood for too long, but on that day, he appeared to be back to normal a short time later.

Aircraft and Owner/Operator Information

Aircraft Make: AMERICAN AIR RACING LTD
Registration: N352BT
Model/Series: THUNDER MUSTANG NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2009
Amateur Built:Yes 
Airworthiness Certificate: Experimental
Serial Number: JHTM017
Landing Gear Type: Retractable - Tailwheel
Seats: 2
Date/Type of Last Inspection: 03/14/2018, Condition
Certified Max Gross Wt.: 3200 lbs
Time Since Last Inspection: 17 Hours
Engines: 1 Reciprocating
Airframe Total Time: 236.38 Hours as of last inspection
Engine Manufacturer: Falconer
ELT: Not installed
Engine Model/Series: V12
Registered Owner: TM-1 LTD
Rated Power: 600 hp
Operator: On file
Operating Certificate(s) Held:None 

The airplane was a kit-built, 3/4-scale replica of the P-51 Mustang, composed primarily of composite materials. The original manufacturer of the kit (Papa 51) formed in the early 1990's and went out of business around 1998-1999. The company assets were subsequently purchased by the Thunder Mustang Builders Group (TBG), and then by an individual in 2012. According to TBG, 37 kits were originally sold, and 15 airplanes were flying at the time of the accident. The accident pilot was a member of the TBG, and had become known as an expert in the type.

The airplane was equipped with a liquid-cooled, fuel injected, 12-cylinder engine manufactured by Ryan Falconer Racing Engines. The engine was based on the Chevrolet "small block" automobile engine and was designed for use in high-performance, custom-built marine, automobile, and aviation applications.

Most of the engine's accessories were mounted on the rear of the engine and included the fuel pump, coolant pump, propeller governor, auxiliary alternator, and both the scavenge and pressure oil pumps. The accessories were driven simultaneously by the engine crankshaft via a parallel pair of Kevlar serpentine belts. The coolant pump was an automotive centrifugal type, driven by the belts via a pulley attached to the pump drive flange.

The primary alternator was also attached to the rear of the engine, but driven by its own dedicated belt. Engine ignition was controlled by independent dual electronic engine control units, both powered simultaneously from the main and auxiliary electrical systems.

The propeller was a 101.5-inch diameter, three-blade, hydraulically (engine oil) operated constant-speed propeller, manufactured by Hartzell Propellers exclusively for installation on Thunder Mustang airplanes. According to Hartzell, the propeller incorporated design features for air racing. Specifically, it included a 60° mechanical high pitch stop, designed such that in the event of oil pressure loss or a propeller governor failure at high airspeed, the propeller would move to the 60° blade angle position (higher than normal operation) and prevent a catastrophic engine overspeed. It did not have full feather capabilities, so that the airplane had "limp home" capability at the 60° blade angle if the engine continued to run. In the event of a total power loss, the 60° blade angle would reduce windmill drag without completely feathering; this would also facilitate airstart attempts if the cause of power loss was corrected. With the throttle at idle while in flight, under normal operation the governor would drive the propeller down to the 22° blade angle position.

The airplane was equipped with retractable main and tailwheel landing gear, operated through a system of electrical, mechanical, and hydraulic components. Hydraulic pressure was provided though a pump mounted to an accessory pad on the forward end of the engine.

The flaps were electrically controlled, and the airplane was equipped with conventional disc brakes, operated on a separate and dedicated hydraulic system.

The pilot owned two Falconer engines for the airplane, serial number 12022, which was the accident engine, and serial number 12023, which was the engine used in air races.

An engine overhaul was completed on the accident engine on March 18, 2016, and it was installed on April 2, 2016. The overhaul facility specialized in manufacturing and rebuilding specialized racing engines, primarily for marine and automobile use. The owner of the overhaul facility stated that the engine came back to him a short time later after sustaining an overheating event. It was repaired and subsequently reinstalled on March 17, 2017.

According to the maintenance logbooks, the last condition inspection on the engine was performed on March 14, 2018, at a time of 17.15 hours since major overhaul (2.48 flight hours before the accident). The owner of the overhaul facility stated that he was aware of the engine being removed two more times by the pilot since he performed the repair work, and that during one of those events, the pilot was trying to swap the cylinder heads with his other race engine; however, he was not able to do so as they had different clearances.

The airplane's flight manual and training guide indicated that the landing distance varied based on numerous factors, the primary being pilot technique. It stated that if a three-point landing was performed, 2,000 ft of runway was adequate, and that a wheel landing required 3,500 ft. It further explained that dynamics including approach speed, density altitude, and obstacle clearance need to be factored for every landing. An entry in the airplane's logbook recorded during the phase 1 flight testing period indicated the VSo speed (the stall speed or the minimum steady flight speed in the landing configuration) was 82 knots.

METEOROLOGICAL INFORMATION

At 1935, the automated surface weather observation facility at RTS reported a direct tailwind for runway 14 at 4 knots. Visibility was 10 miles, temperature 4°C, dew point 1°C, and the altimeter setting was 29.91 inches of mercury.

AIRPORT INFORMATION

RTS is located at an elevation of 5,050 ft mean sea level (msl) and has two runways: runway 14/32, which is 9,000 ft long, and runway 8/26, which is 7,608 ft long. At the time of the accident, runway 8/26 was being rebuilt and was closed.

The airport did not have any scheduled flight services, and therefore was not operating under the auspices of 14 CFR Part 139. As such, there was no requirement that the airport provide onsite aircraft rescue and firefighting (ARFF) services. ARFF were provided by the Reno Fire Department Station 9, located about 1/3 mile south of the airport. Station 9 was equipped with basic aircraft rescue equipment and took part in the most recent airport "tabletop" and driver training exercise in December 2017.

FLIGHT RECORDERS

The airplane was equipped with a customized data recording system manufactured by 51Aero. The system was configured to process, store, and transmit via telemetry multiple engine and airframe parameters, as well as GPS location.

The unit was undamaged during the accident, and its data was successfully downloaded. The data captured the entire flight, and all the engine parameters.

During the initial north-south passes (Figure 1), the engine was operating at a speed of about 4,050 rpm, while the manifold pressure varied between 10 and 13 inches of mercury, and the exhaust gas temperatures (EGT) were all about 1,300°F.

Figure 1 – Entire Flight Track (accident portion highlighted in red)

At 1928, while 4 miles north-northwest of the approach end of runway 14, and at a GPS altitude of 8,460 ft (about 2,800 ft above terrain, and 3,410 ft above the airport elevation), the oil pressure dropped from 72 psi to 0. At that time, the auxiliary alternator current flow dropped from 17 amps to 0 amps, while the current supplied by the auxiliary battery increased from 0 to 9.6 amps. The engine speed dropped to about 2,000 rpm, and the airplane began to descend.

Over the next 130 seconds, the airplane initiated a descending 1.5-mile-wide S-turn (Figure 2). The EGTs had decreased to about 1,000°F, and the airplane arrived about 200 ft agl over the runway, 2,400 ft beyond the landing threshold, while traveling at an indicated airspeed of 139 knots (KIAS).



Figure 2 – Accident Fight Track (loss of oil pressure at GPS altitude of 8,460 ft)

The airplane continued to track along the runway centerline and appeared to touch down at a speed of 111 KIAS, just after reaching the runway midpoint, with about 3,250 ft of runway remaining. The airplane continued to decelerate as it continued along the runway until it began to drift right with 350 ft of runway remaining. It traveled another 200 ft before departing the right side of the runway. It entered the adjacent travel area while traveling at 20 KIAS, and nosed over.

Review of the data from the airplane's previous flight revealed that it touched down during landing at a speed of about 100 KIAS, and the ground roll was about 4,600 ft.

MEDICAL AND PATHOLOGICAL INFORMATION

During the 11 years preceding his last FAA medical examination, the pilot had reported hypertension, glucose intolerance, a knee replacement, and in 2009, back surgery for nerve compression that did not completely relieve the nerve issue. He was left with permanent left ankle weakness (a foot drop) which required use of a brace, after which he was certified with a special issuance FAA medical certificate. In 2012, he received a Statement of Demonstrated Ability (SODA), after successfully completing a medical flight test in a Cessna 172. In 2013, he underwent a repeat procedure to decompress the spinal nerves. His pain improved but his foot drop remained. He continued flying with special issuance medical certificates until 2016, when the FAA decided that a special issuance certificate was no longer necessary.

At the time of the pilot's most recent medical exam, he reported using a combination of lisinopril and hydrochlorothiazide to control his blood pressure. These medications are not considered impairing, and he was issued an FAA second-class medical certificate limited by a requirement he have available glasses for near vision.

According to the autopsy performed by the Washoe County Regional Medical Examiner's Office, Reno, Nevada, the cause of death was positional/traumatic asphyxia.

Moderate coronary artery disease was identified on autopsy with up to 50% stenoses of the mid left anterior descending coronary artery, proximal circumflex coronary artery, and mid right coronary artery identified; however, the remainder of the cardiac exam was unremarkable.

Toxicology testing performed by the FAA's Forensic Sciences Laboratory identified hydrocodone and two of its active metabolites (hydromorphone and dihydrocodeine) in urine, as well as tramadol and its metabolite O-desmethyltramadol. However, testing for hydrocodone in the pilot's peripheral blood was inconclusive and neither of its metabolites were identified in blood. Similarly, tramadol and its metabolite were not identified in blood. Hydrocodone is an opioid pain medication available as a Schedule II controlled substance. Tramadol is an opioid pain medication available as a Schedule IV controlled substance. Both are considered impairing and carry warnings about operating machinery.

TESTS AND RESEARCH

Coolant Pump Pulley Assembly

Postaccident examination revealed that the coolant pump pulley had separated from the pump drive flange. The pulley mounting cap screw heads had detached, leaving their threaded stud ends still in the flange. Both serpentine belts had also detached, along with the top of the engine coolant outlet hose, which was adjacent to the pulley (Figure 3).

 Figure 3 - Detached Coolant Pump Pulley

The coolant pump assembly, pulley, and serpentine belt were examined at the NTSB Materials Laboratory.

The pulley had been attached to the pump drive flange by its four cap screws, the threaded portions of which remained installed in the flange. The flange and corresponding mating surface of the pulley exhibited rough surface features consistent with heavy fretting contact damage. The areas around the bolt holes of the pulley were significantly abraded, consistent with relative-motion contact wear by the washers. Thread impressions were also observed in the bolt holes, consistent with high-force contact with the threads of the attachment screws.

The cap screws were arbitrarily labeled 1 through 4 (Figures 4, 5). Screw 1 had multiple fatigue origins located around its circumference with fracture on multiple planes, a feature consistent with it being the first screw to fracture in the attachment assembly. Screw 2 had relatively prominent crack arrest lines with a fracture origin area located at one side of the screw, features consistent with fatigue fracture under relatively higher cyclic stresses. Screw 3 had small fatigue regions with multiple origins around the circumference, and the remainder of the fracture surface had matte gray features consistent with ductile overstress fracture. Screw 4 had relatively smooth fracture features with crack arrest marks extending across most of the fracture and origins located around much of the circumference.


Figure 4 – Coolant Pump Pulley Drive Flange


Figure 5 - Coolant Pump Pulley Drive Flange Cap Screws (brackets indicate fatigue origin areas)

The flange screw-hole threads exhibited intermittently dispersed flaky black deposits as well as a coating of powdery orange material consistent with iron oxide.

The black deposits could be removed with little effort, and a sample was examined using a Fourier Transform Infrared (FTIR) spectrometer. The results indicated the material exhibited similarities to oleic acid and Loctite® 242 (blue) thread-locking fluid.

The Falconer engine overhaul manual did not give any specific torque values for the water pump pulley screws, but recommended the use of Loctite 242 throughout. A representative from Falconer Engines stated that 5/16 Grade 8 cap screws were used to attach the pulley to the pump with Loctite on the threads, and a torque of 18 ft-lbs.

According to the owner of the engine overhaul facility, the screws installed after overhaul were a 5/16-24 alloy cap type, similar to Grade 8 caps screws, but rated to a higher tensile strength. He stated that Blue Loctite 242 should be applied to their threads at installation, and the screws should be torqued to 22 to 25 ft lbs. The screws did not have any mechanical safetying provisions.

Review of various online and manufacturing resources indicated recommended torque ranges for 5/16-24 grade 8 bolts of between 18 and 33 ft-lbs.

According to the Henkel website (manufacturer of Loctite), multiple kinds of Loctite medium-strength blue threadlocker are available including Loctite Threadlocker 242 and Loctite Threadlocker 243. The website further states that Loctite 243 is an "upgraded version of Loctite 242" and is needed for applications including pulley assemblies.

Hardness tests using a Rockwell superficial hardness tester were conducted on both screw 1 and an exemplar screw. The average hardness was 41.7 HRC (61.1 HR30N) and 41.5 HRC (60.8 HR30N), respectively. According to ASTM Standard A370-12a, the measured average hardness values correspond to tensile strengths of approximately 191,000 psi and 192,000 psi respectively. Grade 8 socket head cap screws have a minimum tensile strength of 180,000 psi.

According to the owner of the engine overhaul facility, during an overhaul, the coolant pump pulley is removed, and ancillary hardware, nuts, bolts, screws, are replaced.

The AAR mechanics stated that they had never worked on the coolant pump or associated pulleys, and one mechanic stated that the pilot was the only person he had ever observed replacing the coolant pump.

According to friends of the pilot, he had experienced at least five loss of engine power events in the accident airplane and the Thunder Mustang type since 2003. All transpired during racing events, in the airport environment, with four occurring at RTS. All resulted in successful forced landings with either minor or no damage to the airplane. The most recent occurred in September 2017 when he was performing a qualification flight for the Air Races. On that occasion, the engine lost partial engine power during takeoff and the pilot performed a 180° return to landing.

None of the events were as a result of a failure of the serpentine belt or any of its dependent components.

Similar Pulley Failure

Another pulley failure in a Thunder Mustang equipped with a Falconer 12-cylinder engine was examined by the NTSB Materials Laboratory following an accident (WPR15LA020). In that case, the attachment screws for the crankshaft pulley had unscrewed from their respective attachment holes, resulting in a similar separation of the serpentine belt. In that event, the belt damaged both engine ignition timing sensors, resulting a total loss of power. The engine had been overhauled about 190 flight hours before the accident, and although there was no conclusive evidence of thread locking compound having been used, the reason for the screws backing out could not be definitively determined.

Canopy

The airplane was equipped with a fixed forward windshield secured to the cabin structure and canopy bow. A sliding plexiglass canopy was attached to a carbon fiber/fiberglass frame. The canopy was operated from the inside by a hand-crank, which slid the assembly fore and aft on tracks built onto the fuselage. An external flush-slotted button on the right side of the fuselage was incorporated for manual operation of the canopy to allow access to the airplane. A canopy release handle, operable from inside the airplane, was provided to release the entire canopy from the tracks in the event of an emergency.

Examination revealed that the canopy bow structure had collapsed during the nose-over event, which, along with the failure of the vertical stabilizer, resulted in the canopy fragmenting and the canopy frame and deck resting level and flush with the ground. Neither the pilot nor passenger seats were equipped with any form of head support.

The canopy bow and supporting airframe structure was examined by an FAA Designated Engineering Representative. The engineer noted that plies in the assemblies had sheared adjacent to the mounting screws. She could not find any evidence that either the canopy or windshield bows were designed to be structural elements, and noted sporadic voids and evidence of resin richness within both.

Members of the TBG stated that it was their understanding that the canopy bow was supportive in nature, but no build documentation could be located to indicate this. Since the accident, some Thunder Mustangs have been retrofitted to provide additional rollover support. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRTS, 5053 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1435 UTC
Direction from Accident Site: 312°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 320°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.91 inches Hg
Temperature/Dew Point: 4°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno, NV (RTS)
Type of Flight Plan Filed: None
Destination: Reno, NV (RTS)
Type of Clearance: None
Departure Time: 1815 PDT
Type of Airspace: Class E; Class G

Airport Information

Airport: RENO/STEAD (RTS)
Runway Surface Type: Asphalt
Airport Elevation: 5050 ft
Runway Surface Condition: Dry
Runway Used: 14
IFR Approach: None
Runway Length/Width: 9000 ft / 150 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries:N/A 
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 39.661389, -119.867778 Location: Reno, NV
Accident Number: WPR18FA131
Date & Time: 05/01/2018, 1930 PDT
Registration: N352BT
Aircraft: AMERICAN AIR RACING LTD THUNDER MUSTANG
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 1, 2018, about 1930 Pacific daylight time, an experimental amateur-built, American Air Racing Thunder Mustang (Blue Thunder II), N352BT sustained substantial damage during a forced landing at Reno/Stead Airport, Reno, Nevada. The airplane was registered to TM-1 Ltd. and operated by the airline transport pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. The pilot was fatally injured. The local flight departed Reno about 1815. Visual meteorological conditions prevailed, and no flight plan had been filed.

The airplane was taking part in an in-flight photography mission with another Thunder Mustang, with the photographs being taken from a Beechcraft Bonanza. After about one hour of flight, which included multiple north-south passes north of the airport, the group agreed to end the mission and return to Reno.

As the airplane's approached within about 2 miles of the airport from the north, the accident pilot transmitted a "mayday" call over the common traffic advisory frequency. The pilot of the other Thunder Mustang replied, asking for a confirmation, and the pilot responded again with a mayday call adding that he intended to land on runway 14. The other pilot watched as the accident airplane began to descend towards the airport. He observed it overshoot the runway 14 centerline to the south, and then begin a sweeping 180° left turn followed by a right turn to rejoin the centerline. By this time the airplane was midfield and low over the runway, flying at what he judged to be a high speed. He could not tell if the airplane had touched down or was still floating, and as it approached the end of the runway, it veered off the right side and nosed over.

The airplane came to rest inverted in a gravel area about 20 ft right of the runway edge, and 80 ft short of the runways paved end. The runway surface exhibited a 1,200-ft-long series of intermittent black rubber transfer marks, and propeller blade gouges leading from the runway centerline to the airplane.

A runway construction crew, along with the other pilots from the photography mission, all arrived at the accident site within about 3 minutes, followed a few minutes later by the local fire department. They observed that the vertical stabilizer had folded right against the horizontal stabilizer, and that the canopy was shattered by ground impact. The pilot remained in his seat within the airplane and his helmet appeared to be impinged against the gravel surface. After multiple attempts to move and lift the airplane, he was extracted about 45 minutes later.

The airplane was equipped with a liquid-cooled, fuel injected, 12-cylinder engine manufactured by Ryan Falconer Racing Engines, and a three-blade constant-speed propeller manufactured by Hartzell Propellers. The engine's fuel pump, water pump, propeller governor, auxiliary alternator, and both the scavenge and pressure oil pumps, were driven by the engine crankshaft via pulleys and two parallel serpentine belts. Post-accident examination revealed that the water pump pulley had separated from the pump drive flange. The pulley mounting bolt heads had detached, leaving their threaded stud ends still in the flange. Both serpentine belts had also detached, along with the top of the engine coolant outlet hose, which was adjacent to the pulley (Photo 1). No other mechanical anomalies were noted, and the pump assembly was retained for further examination.


Photo 1: Water Pump Pulley Assembly 


Aircraft and Owner/Operator Information

Aircraft Manufacturer: AMERICAN AIR RACING LTD
Registration: N352BT
Model/Series: THUNDER MUSTANG NO SERIES
Aircraft Category: Airplane
Amateur Built: Yes
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRTS, 5053 ft msl
Observation Time: 1435 UTC
Distance from Accident Site: 1 Nautical Miles
Temperature/Dew Point: 4°C / 1°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 4 knots, 320°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 29.91 inches Hg
Type of Flight Plan Filed: None
Departure Point: Reno, NV (RTS)
Destination: Reno, NV (RTS)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 39.661389, -119.867778



An investigation is underway after a pilot died in an overturned plane at the Reno-Stead Airport Tuesday night. 

The incident happened around 7:45 p.m. on the south end of one of the runways. 

The unidentified pilot was the only one in the plane.

"This was a very experienced pilot, someone well known in the aviation community. Definitely, someone who had the experience to take off and land very well," says Brian Kulpin with Reno-Tahoe Airport Authority.

Before he died, first responders tried to resuscitate the pilot on the runway after he crashed and the plane flipped over.   

Crews towed the plane to where they can examine it.

The tower doesn't operate outside of the air races. Pilots communicate with other pilots, so no word on any emergency communications as the pilot tried to land.  

Story and video ➤ http://www.ktvn.com

Federal Aviation Administration / Flight Standards District Office; Reno, Nevada

Aircraft, experimental American Air Racing Papa 51 Thunder Mustang, on landing sustained minor damage. 

Date: 18-SEP-16
Time: 23:00:00Z
Regis#: N352BT
Aircraft Model: P51
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Other
Flight Phase: LANDING (LDG)
City: RENO
State: Nevada