Friday, September 07, 2018

Aircraft Structural Failure: Hooley Jet Eze, N815EY; fatal accident occurred September 01, 2018 near Covington Municipal Airport (M04), Tipton County, Tennessee

Overview of Internal Left Wing Structure. 

View of the Left and Right Wing (Right Wing Above left wing). 

Fragment of Wing as Found at the Accident Site. 

Main Wreckage at Jet Engine at the Accident Site. 

The sections of the upper wing skin and spar cap from the left wing, reconstructed in their relative positions prior to the accident.

The section of the wing skin and the upper spar cap sections, with the cap sections inverted and removed from their position on the wing skin.

View of the outboard side of the spar cap and wing skin pieces, reassembled.

With the spar cap segment removed and inverted in place.

View inboard, showing the cap segments and wing skin remnants.

View inboard, showing the cap segments and wing skin remnants.

The inboardmost area of the spar cap and wing skin segments, reassembled.

With the spar cap segment removed and inverted in place.

The upper surface of spar cap segment C.

The lower side of the spar cap segment C, showing intra-component fracture.

Spar cap section C upper face, showing a flat surface with the underlying woven structure of the spar cap composite.

Closer view of the spar cap section C surface.

Spar cap section C lower surface face, fractured fibers and resin fracture features.

Closer view of the spar cap section C lower surface, showing hackles and matrix fracture between fibers.

The lower surface of loose ply 5 at the spar cap location, showing “dry fiber” weave and globules of resin between the weave gaps.

Lower face of the ply 5, showing resin fracture away from the spar cap location.

The A/B section of the upper spar cap, looking outboard at the inboard section.

The A/B section of the upper spar cap, looking outboard with the inboard C section positioned to show the locations of the internal cracks and lower fracture surface.

Angled view of the underside of the inboard fracture of the spar cap C segment.

Angled view of the upper face of the inboard fracture of the spar cap C segment.

The upper surface of the inboard left wing skin, as received.

Closer view of the inboard area of the wing skin section, showing paint cracking and absence adjacent to the fracture. 

Overview of left-wing fragments, laid out after recovery from accident site.

Overview of Internal Left-Wing Skin. 

Overview of portion of left-wing spar cap.

Overview of portion of the left-wing upper and lower skin and wing spar.

Overview of Left Aileron.

Overview of right wing laid out after recovery from accident site.

Right Aileron.

Area Removed for Materials Lab Examination.



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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Memphis, Tennessee

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


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

https://registry.faa.gov/N815EY

Location: Covington, TN
Accident Number: ERA18FA240
Date & Time: 09/01/2018, 1720 CDT
Registration: N815EY
Aircraft: LANCE M HOOLEY JETEZ
Aircraft Damage: Destroyed
Defining Event: Aircraft structural failure
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 1, 2018, about 1720 central daylight time, an experimental amateur-built JETEZ airplane, N815EY, was destroyed after an in-flight breakup and a subsequent impact with terrain near Covington Municipal Airport (M04), Covington, Tennessee. The airline transport pilot was fatally injured. The airplane was owned by the pilot and operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the local flight.

According to a witness who routinely observed the accident airplane's flights and was familiar with the airplane's design, the purpose of the flight was for the accident airplane and another canard jet airplane based at M04 to fly together. The witness reported that the accident airplane departed runway 19 before the other airplane, climbed to an altitude of about 1,000 ft above ground level (agl), and then started a 270° descending right turn. He also reported that the airplane crossed over the middle of M04 at an altitude of about 200 ft agl and an estimated speed of 200 to 210 knots and in a level pitch and bank attitude. He further reported that, shortly after the airplane crossed the runway, he observed the left wing and winglet "oscillate" about five times and that the left wing then "exploded."

This witness subsequently observed pieces of the airplane falling, the airplane abruptly pitching up about 90°, the right wing separating from the fuselage, and the airplane descending into a cotton field. He reported that the airplane's engine "sounded fine" throughout the flight. The witness provided an additional statement about 3 months after the accident, indicating that the airplane was traveling "at least 200 knots, it could have been 230 knots" just before the left wing failure.

According to another witness, who was an airline transport pilot, he observed the accident airplane cross over the airport at an altitude of about 200 ft agl. He stated the airplane's engine sounded as if it "was not at idle" and "had power." This witness continued watching the accident airplane after it flew over the airport and observed a "gentle pull-up" followed by a "wave like movement" or "wiggle" in the left wing, and then the "left wing failed at mid-span." Subsequently, the airplane pitched up "violently," the right wing "snapped off" in one piece, and several additional pieces departed the airplane as it "tumbled down to the left" and impacted terrain. He then observed fire and smoke. 

Pilot Information

Certificate: Airline Transport; Commercial
Age: 59, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): Balloon
Restraint Used: 5-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine
Toxicology Performed: Yes
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 03/22/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: (Estimated) 22000 hours (Total, all aircraft), 100 hours (Total, this make and model) 

According to Federal Aviation Administration (FAA) records, the pilot held an airline transport pilot certificate with an airplane multiengine land rating and a commercial pilot certificate with airplane single-engine land and lighter-than-air balloon ratings. He also held a flight instructor certificate for airplane single- and multiengine land; and type ratings for the Airbus A320, Jetstream BA-3100, Embraer EMB-120, and Saab SF-340; and a repairman experimental aircraft builder certificate for the accident airplane as well as the DR-107 experimental amateur-built airplane.

The pilot was issued an FAA first-class medical certificate dated March 22, 2018, with a limitation that required him to wear corrective lenses. At that time, the pilot reported 22,000 hours of total flight experience, including 5 hours during the preceding 6 months. The pilot's logbooks were not recovered. 

Aircraft and Owner/Operator Information

Aircraft Make: LANCE M HOOLEY
Registration: N815EY
Model/Series: JETEZ
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 2009-815EY-1
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 3500 lbs
Time Since Last Inspection:
Engines: 1 Turbo Jet
Airframe Total Time: 100 Hours at time of accident
Engine Manufacturer:General Electric 
ELT: Not installed
Engine Model/Series: GE-T58-8B
Registered Owner: On file
Rated Power: 840 lbs
Operator: On file
Operating Certificate(s) Held: None 

According to FAA airworthiness records and publicly available information, the airplane was a two-seat, original-design, canard-style airplane manufactured by the pilot. The airplane was powered by a modified GE-T58-8B turbine engine, which was originally designed for a military helicopter. The airplane received a special airworthiness certificate on June 30, 2014. The witness who was familiar with the operation of the accident airplane reported that it had accumulated about 100 total hours of operation. The maintenance records and builder records were not located. Extensive online content described how the accident pilot designed, manufactured, and operated the airplane.

In May 2018, KITPLANES magazine published an article authored by the accident pilot that was titled, "JET EZE, Turning a Dream into Reality, Part 1 and 2." The article included a photograph of the accident airplane at an unknown date and time before the accident flight, as shown in figure 1.


Figure 1. Accident airplane.
(Source: KITPLANES magazine, May 2018.)

According to the article, the airplane was designed and manufactured over a 13-year period, with 11 years of "active building." The airplane had blended composite winglets in which a C-channel wing spar was extended to the tip of the winglets. The article stated that 5-ft peel ply was used in the composite layup process of the winglets. The article also stated that the canard was a "stock GU" design and that each wing contained two inner fuel pods and two outer baggage pods.

In February 2018, the accident pilot described the design, manufacture, and operation of the accident airplane in a narrated webinar titled "So, You Want to Build a Jet?" that was hosted by the Experimental Aircraft Association. A recording of the webinar appeared on the Jet Guys' YouTube channel (https://www.youtube.com/watch?v=_Izm3CGZDFo).

According to the "Jet Guys" website, they specialized in canard jet airframe modifications, repairs, powerplants, electrical modifications, and condition inspections. The owner and operator of Jet Guys was a witness to the accident (his account was provided first in this report). He was also the FAA designated airworthiness representative that signed off the airplane's special airworthiness certificate in 2014.

During the 1 hour 27-minute webinar, the pilot reported that the accident airplane had a Vne (never exceed airspeed) of 250 knots indicated airspeed (KIAS), or 310 knots true airspeed, and stated, "Have I been past that [airspeed]? Yeah, it was exciting, and I won't tell you how far I went past it." He explained that the airplane was "airframe limited" because the jet engine could propel the wings faster to loads that they could not tolerate. He also reported that the airplane's first flight was in 2017, although the airplane had received its FAA special airworthiness certificate in June 2014. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: M04, 280 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1715 CDT
Direction from Accident Site: 244°
Lowest Cloud Condition: Few / 5000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 130°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.04 inches Hg
Temperature/Dew Point: 31°C / 23°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Covington, TN (M04)
Type of Flight Plan Filed: None
Destination: Covington, TN (M04)
Type of Clearance: None
Departure Time: 1718 CDT
Type of Airspace: Class G

The weather conditions reported at M04 at 1715 included visibility of 10 statute miles, few clouds at 5,000 and 5,500 ft agl, wind from 130° at 6 knots, temperature 31°C, and dew point 23°C.

Airport Information

Airport: Covington Muni (M04)
Runway Surface Type: N/A
Airport Elevation: 280 ft
Runway Surface Condition:
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 35.586389, -89.578333 

The airplane's fuselage came to rest inverted in a flat cotton field about 0.5 nautical mile northeast of M04. The fuselage was oriented on a magnetic heading of 065°. The airplane sustained extensive impact damage, and evidence of a postimpact fire was observed. All major components of the airplane were accounted for along the airplane's debris path. Fragments of the outboard portion of the left wing and winglet were found separated from the left wing root about 1,000 ft from the fuselage. Fragments of the outboard portion of the right wing and winglet were found separated from the right wing root about 870 ft from the fuselage.

Flight control continuity could not be established from the control surfaces to the cockpit area because the flight control surfaces had separated from their attachments and the cockpit section was destroyed by the postcrash fire. Fragments of the canard were found separated from the fuselage in the debris path. The engine had separated from the engine mounts and was found with the fuselage. The engine was visually inspected, and no signs of foreign object debris damage were observed. The inlet variable guide vanes were intact and displayed rotational scoring.

Portions of the left wing upper skin plies displayed evidence of fiber material transfer from the lower wing skin. Portions of the left wing upper spar cap and upper skin had a glossy appearance with no apparent evidence of fiber material transfer. The left winglet skin panels showed evidence of fiber material transfer between the winglet skin and the winglet spar caps. After examination, the left and right wing components were laid out. Figure 2 shows the top and bottom portions of the left wing and left aileron.


Figure 2. Left and right wing fragments.

Further examination of portions from the internal left wing structure was performed by the NTSB Materials Laboratory in Washington, DC. This examination showed that the upper wing surfaces and the upper spar cap sections had areas that were consistent with a resin-starved or dry laminate. These areas were also consistent with an adhesive disbond between the respective faying surfaces. This adhesive disbond was consistent with a lack of impregnation and interfacial interaction of the resin into and with the glass fiber fabric, resulting in a lack of strong adhesion between the wing skin and the spar cap. These issues were consistent with a fabrication problem during manufacturing of the layup rather than wear over time or an environmental degradation failure. Reference the Materials Laboratory Factual Report in the public docket for additional details and photographs. 

Medical And Pathological Information

An autopsy of the pilot was performed by the Office of the Medical Examiner, West Tennessee Regional Forensic Center, Memphis, Tennessee. The pilot's cause of death was multiple blunt force injuries.

Toxicology testing performed at the FAA Forensic Science Laboratory identified salicylate (a metabolite of aspirin), acetaminophen (commonly marketed as Tylenol), amlodipine (blood pressure medication), and timolol (used orally to prevent recurrent heart attacks and as an eye drop for glaucoma) in the pilot's urine specimens. Amlodipine was found in the pilot's cavity blood specimens. None of the medications were considered impairing. The toxicology tests identified no carbon monoxide or ethanol in the pilot's cavity blood specimens. 

Additional Information


The witness who was the owner and operator of Jet Guys reported that, about 2 months after the accident airplane's first flight in 2017, a flutter event occurred with the accident airplane's left wing. The witness stated that he saw the flutter event on a video that the accident pilot had showed him. The video camera appeared to be mounted on the left wing, and the video of the flutter event showed the left winglet moving forward and aft, in a back-and-forth motion, about 4 inches and about one revolution per second. The witness thought that the airspeed during the flutter event was 232 KIAS. The witness reported that he was unaware of any structural repairs or modifications to the accident airplane after that flutter event.

Location: Covington, TN
Accident Number: ERA18FA240
Date & Time: 09/01/2018, 1720 CDT
Registration: N815EY
Aircraft: LANCE M HOOLEY JETEZ
Injuries:1 Fatal 
Flight Conducted Under:  Part 91: General Aviation - Personal 

On September 1, 2018, about 1720 central daylight time, an experimental amateur-built JETEZ, N815EY, was destroyed when it experienced an in-flight breakup and impacted terrain while maneuvering at low altitude near Covington Municipal Airport (M04), Covington, Tennessee. The airline transport pilot was fatally injured. The airplane was operated by the pilot as a personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed, and no flight plan was filed for the local flight.

According to a witness, the purpose of the flight was to observe the two canard jets based at the airport in-flight together. He reported that the accident airplane departed prior to the other jet from runway 19, climbed to about 1,000 ft above ground level (agl), then started a descending 270° turn. The airplane crossed over the middle of M04, about 200 ft agl, at an estimated speed of 200 to 210 knots, in a level pitch and bank attitude. Shortly after the airplane crossed the runway, he observed the left wing and winglet "oscillate" about 5 times and then the left wing "exploded." He then observed pieces of the airplane falling, the airplane pitched up about 90°, the right wing separated, and the airplane descended into a cotton field. He reported that the engine "sounded fine."

According to a second witness, he observed the airplane cross over the airport about 200 ft agl. He stated the engine sounded as it "was not at idle," and it "had power." After the airplane flew over the airport, he continued watching the airplane to his left, observed a "gentle pull-up" to the point where he could see the canard located on the forward part of the fuselage. At this time, he noticed a "wave like movement" or a "wiggle" in the left wing and then the "left wing failed at mid-span." Subsequently, the airplane pitched up "violently," the right wing "snapped off," and numerous pieces departed the airplane as it "tumbled down to the left" and impacted terrain. He then observed fire and smoke. The witness reported that he held an airline transport pilot certificate.

According to Federal Aviation Administration (FAA) airmen records, the pilot held an airline transport pilot certificate with an airplane multi-engine land rating, and a commercial pilot certificate with airplane single-engine land and lighter-than-air balloon ratings. He also held a flight instructor certificate for airplane single and multi-engine. He held type ratings for the A-320, BA-3100, EMB-120, and the SF-340, and a repairman experimental aircraft builder certificate for the accident airplane as well as a DR-107 experimental amateur-built airplane. The pilot was issued an FAA first-class medical certificate on March 22, 2018. At that time, the pilot reported civil flight experience that included 22,000 total hours and 5 hours in preceding 6 months.

According to FAA airworthiness records, the airplane was a two-seat original design composite, canard style airplane, manufactured by the pilot. It was powered by a modified GE-T58-8B turbine engine. The airplane was issued a special airworthiness certificate on June 30, 2014. The airplane was designed with blended composite winglets that were integral to a C-channel wing spar.

The weather conditions reported at M04, at 1715, included visibility of 10 statute miles, few clouds at 5,000 ft and 5,500 ft above ground level, wind 130° at 6 knots, temperature 31°C, and dew point 23°C.

The airplane's fuselage came to rest inverted in a flat cotton field oriented on a magnetic heading of 065°, about 0.50 nautical miles northeast of M04. The airplane sustained extensive impact damage, and evidence of a post-impact fire was observed. All major components of the airplane were accounted for along the airplane's flight path. Fragments of the outboard portion of the left wing and winglet were found separated from the left-wing root, earliest in the debris field, about 1,000 ft from the fuselage. Moving forward in the debris field, fragments of the outboard portion of the right wing and winglet were found separated from the right-wing root, about 870 ft from the fuselage.

The nose landing gear separated from the fuselage and examination revealed it was in the retracted position. The main landing gear separated from the fuselage and was found about 100 ft forward of the fuselage. Examination of the restraint system buckles found next to the fuselage revealed they were latched. Fragments of the canard were found separated from the fuselage in the debris path. The engine had separated from the engine mounts and was found with the fuselage.

Flight control continuity could not be established from the control surfaces to the cockpit area, as they had separated from their attachments and the cockpit section was destroyed by the post-crash fire. Examination of the left wing revealed that it separated from the fuselage into multiple fragments. Multiple pieces of the blue foam wing core separated from inside of the wing and were scattered in the along the flight path. The left aileron fragmented and separated from the wing. The left rudder was found in one piece and separated from the winglet, and its flight control cable had separated and was consistent with tensile overload.

The right wing separated from the fuselage into multiple fragments. The right aileron was found separated from the wing and was in one piece. The right rudder separated from the winglet and was found in one piece.

The engine was visually inspected, and no signs of foreign object debris damage was observed. The inlet variable guide vanes were intact and displayed rotational scoring. The alternator and belt, starter, and tail cone sustained impact damage. The exhaust section and tail cone were free of debris. The second stage turbine vanes were intact when examined.

The wreckage was retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: LANCE M HOOLEY
Registration:N815EY 
Model/Series: JETEZ
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: KM04, 280 ft msl
Observation Time: 1715 CDT
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 31°C / 23°C
Lowest Cloud Condition: Few / 5000 ft agl
Wind Speed/Gusts, Direction: 6 knots / , 130°
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 30.04 inches Hg
Type of Flight Plan Filed: None
Departure Point: Covington, TN (M04)
Destination: Covington, TN (M04)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 1 Fatal
Latitude, Longitude:  35.586389, -89.578333

Lance Hooley, 59, of Kissimmee, FL, passed away on Saturday, September 1st.  

Memorial services will be held at 3 p.m. on Saturday, September 8th at the Covington Funeral Home chapel.  

The family will receive friends one hour prior to the service at the funeral home.

Lance was a captain with JetBlue Airways, a founding member of the Jet Guys of Covington and a U. S. Air Force Veteran.  He is survived by his wife, Janet Hooley of Kissimmee.  

In lieu of flowers, the family requests that any memorials be made to the Experimental Aircraft Association (EAA), Covington Animal Rescue Effort (C.A.R.E.), or Pilots and Paws (http://www.pilotsnpaws.org/).

http://www.covingtonfuneralhome.com

COVINGTON – At a press conference Monday afternoon investigators explained what led to Saturday's fatal plane crash. 

The plane, built with a Covington-based team, went down in a cotton field approximately 2,000 yards east of the airport after its left wing separated from the aircraft in-flight. Witnesses said a fire followed the crash. 

Its pilot and owner, Kissimmee, Fla. resident Lance Hooley, was performing a low pass near the airport, from which the flight originated, said the National Transportation Safety Board's Adam Gerhardt, who is the investigator in charge.

"The core reason for our investigation is to determine what happened but, more importantly, why the accident happened for safety purposes and to issue safety recommendations to aviation industry to prevent future accidents," said Gerhardt.

The agency will be investigating "the man, the machine and the environment," he continued, noting the investigation will cover everything from the pilot and his challenges to the plane's design and the weather conditions.

"The airplane was a turbine, or jet-powered, experimental home build design. It was a canard airplane, which is an airplane where they move the elevator that controls the front of the aircraft and it's a design that numerous airplanes have. This airplane was a unique airplane that will, obviously, be the subject of our investigation." 

Hooley was a JetBlue pilot and certificated to pilot the Jet Eze. He took his first flight lesson at age 14 and funded his private pilot's license by a newspaper delivery route. 

He was inspired to fly because of his father's career as an Air Force pilot who flew a tour in Korea and two tours in Vietnam, he told Sport Aviation magazine. 

After riding his bike 12 miles to the airport – he didn't have his driver's license until two days later – his first solo was on his 16th birthday in 1976.

He later spent four years in the Air Force and built several kit planes before the Jet Eze, which took 13 years from start to finish.

In features with Kitplanes magazine in 2017 and 2018, he said his original plans were to build a Long Eze until Covington's Robert Harris, the founder and owner of Jet Guys and whom Hooley called his mentor, gave him a different idea.

"Robert suggested using current information and technology instead of 1977 when the plans came out," Hooley said. "From then on, this airplane was not a Long Eze ... it became my design." 

The team made many modifications to the original plans – making it taller than a Long Eze, lengthening and widening the fuselage, using a modified center spar and wing from the E Racer, moving the gears so that it sits on three wheels with no pilot inside, installing a jet engine with 840 pounds of thrust and more – which were detailed in the article. 

"The goal was to have a simple jet which flies like a Long Eze. Goal achieved. It's simple to operate but the systems to achieve this ended up being rather complex," Hooley told Kitplanes. "It comes off at 80 knots when heavy and over the fence at 80 knots on all landings. It's not harder to land than a piston type aircraft, just different because of the engine. The time lag from idle to power can be up to 4 seconds. It just takes planning."

Hooley debuted the plane at the Sun ’n Fun International Fly-in and Expo in April 2017. In April 2018, he won an award at the event for Best Owner Design in the Homebuilt category, which he said was a team effort.

Hooley said, "A friend of mine said, 'More people have climbed Mt. Everest than have built their own jet.' Humbling."

The remnants of the plane were removed from the crash site Monday afternoon and are being housed in a secured facility. 

The NTSB will remain in town for several more days and is expected to release a preliminary report in 10 days. The investigation will not be fully completed for 12-24 months, Gerhardt said. 

"The most important part of the process is looking at the perishable evidence. So, evidence with the passage of time is going to get more difficult for us to examine, that's why we're here."

The Tipton County Sheriff's Office has been assisting with the investigation.

"I'd like to thank the Tipton County Sheriff's Office for tremendous support. They've helped us out here with our work here on site," said Gerhardt.

Original article ➤ http://www.covingtonleader.com

2 comments:

  1. NTSB published factual report and public docket on 20 March 2020. Extensive evaluation of the as-built composite wing layup is detailed.

    Composite builders will be interested in the findings of "resin-starved or dry laminate" associated with the left wing failure. Photos of the dry weave are shown as figures 15 and 16 in the materials report at this link from the docket:
    https://dms.ntsb.gov/public/63500-63999/63531/633355.pdf

    Factual report:
    https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20180901X04008&AKey=1&RType=Final&IType=FA

    Docket:
    http://dms.ntsb.gov/pubdms/search/dockList.cfm?mKey=98206

    ReplyDelete
  2. Note to Karen: This new information is important insight for composite builders and has many photos of the problems in the layup. If you find time to update with the additional text from the latest report, add photos and get it into an April re-publish, there would be a lot of readers interested to see it again with the new details.

    ReplyDelete