Sunday, August 5, 2018

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), Washoe County, 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.

Cessna TU206C Turbo Skywagon, registered to the pilot and operated by Gypsy Moth Skydive LLC, N29225: Accident occurred August 13, 2016 near Skiatook Municipal Airport (2F6), Oklahoma



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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Oklahoma City, Oklahoma
Textron; Wichita, Kansas
Continental; Mobile, Alabama 

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/N29225


Location: Skiatook, OK
Accident Number: CEN16LA323
Date & Time: 08/13/2016, 1100 CDT
Registration: N29225
Aircraft: CESSNA TU206C
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 7 Minor
Flight Conducted Under: Part 91: General Aviation - Air Drop 

On August 13, 2016, about 1100 central standard time, a Cessna TU206B airdrop configured airplane, N29225, registered to the pilot and operated by Gypsy Moth Skydive LLC of Benton, Kansas, sustained substantial damage during a forced landing after a loss of engine power while maneuvering in the vicinity of Skiatook, Oklahoma. All seven occupants, the private pilot and six passengers (parachutists), sustained minor injuries. The local flight was being operated under the provisions of Federal Code of Regulations Part 91 and the intent was to climb to altitude and dispatch the 6 parachutists. Visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from the Skiatook Municipal Airport (2F6), Skiatook, Oklahoma, about 1030.

According to the pilot, he had topped off the fuel tanks the night before. He was planning to sell the airplane and was giving some demo flights. On the morning of the accident, the preflight was normal. He conducted a flight for about 20-minutes and reported that the engine was running strong. After returning to 2F6, the airplane was shut down for 5-10 minutes. He loaded his air drop passengers and performed normal ground checks of the flight controls and engine. After takeoff, the climbout was about 85 knots and 500 feet per minute rate of climb. About 900-1,000 feet AGL, the engine lost complete power. He immediately nosed over, scanned landing options, and put in 10 degrees of flaps. He committed toward a field near a rural house and set the flaps committed towards field in front of a house, nosed further, set the flaps to 30-degrees a few seconds prior to impact with the ground. The airplane slid to a stop and everyone exited through the aft cargo door.

The initial examination of the wreckage was conducted under the supervision of the FAA. The airplane was resting in a grassy field near a house. The nose landing gear was separated from the firewall mounts and the right main landing gear was separated from the fuselage. the propeller was bent and the engine was separated from the firewall. The front portion of the fuselage was damaged and the forward section of the empennage was buckled. The airplane's wings were removed and the wreckage transported to a secure facility (Dawson Aviation, Clinton, Arkansas) for further examination. About 5 gallons of fuel was removed from the airplane prior to transport to Dawson.

The wreckage was further examined on August 18, 2013, at Dawson Aviation. The inspection was conducted under the supervision of the FAA. Flight control cable continuity was established from the cockpit to all control surfaces. The fuel selector valve was observed between the right tank and off position. The valve was placed in the right tank position and air was passed from the wing tank outlet to the fuel boost pump. The valve was placed in the off position and no air passed through the valve. The fuel strainer was removed and a small amount of fuel was observed. It was tested with water finding paste and the results were negative for water. There was a significant amount of debris observed in the fuel strainer and the strainer bowl. The debris was similar to caulking along with some rust particles. The aircraft was equipped with Monarch Air fuel caps.

There were no seats in the rear of the aircraft. The aircraft was configured for air drop operations and had a bench seat in the passenger compartment. The passengers restraint system appeared to be homemade with the belts attached at the floor attachment location with aluminum snap hooks. Other than the fuel selector valve, and the debris in the fuel strainer bowl, no other anomalies were found with the airframe.

The propeller remained attached to the engine and no damage was observed to the spinner. One propeller blade was not damaged. The second blade exhibited a bend towards the flat side of the blade, about 5-inches in from the blade tip. The third blade was bent toward the flat side of the blade and was curled under the lower area of the engine cowling. The crankshaft of the engine was rotated by hand. There was continuity and air was expelled from all cylinders with thumb compression. Both magnetos produced sparks on the top spark plugs. A "B-Nut" was observed loose on the right side upper deck pressure line. The engine appeared in a condition to perform a test run and was shipped to Continental Motors, Mobile, Alabama.

On March 22, 2017, the engine was prepared for a test run at Continental Motors, Mobile, Alabama, under the supervision of the NTSB IIC. Initial inspection of the engine did not reveal any pre-impact anomalies. The cylinders were borescoped and all intake and exhaust valves were intact. The piston domes and valve faces exhibited normal combustion signatures. After test cell safety preparations, the engine was placed in the test cell for a run. Since the B-nut to the upper deck pressure was found in a loose condition at the accident site, prior to the initial engine test run, the B-nut was tightened. After the initial test run, the B-nut was loosened and the engine was run a second time with the B-nut loose as it was initially found.

During the initial test run and the second test run, the engine accelerated normally throughout various RPM ranges. 

Pilot Information

Certificate: Private
Age: 51, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 03/01/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 03/01/2015
Flight Time:  (Estimated) 906 hours (Total, all aircraft), 63 hours (Total, this make and model), 1 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N29225
Model/Series: TU206C G
Aircraft Category: Airplane
Year of Manufacture: 1968
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: U206-1177
Landing Gear Type: Tricycle
Seats: 7
Date/Type of Last Inspection: 08/01/2015, Annual
Certified Max Gross Wt.: 
Time Since Last Inspection: 86 Hours
Engines: 1 Reciprocating
Airframe Total Time: 3688 Hours as of last inspection
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: TSIO-520-C
Registered Owner: Monty A Lamar
Rated Power: 285 hp
Operator: Gypsy Moth Skydiving LLC
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: TUL, 677 ft msl
Distance from Accident Site: 17 Nautical Miles
Observation Time: 1053 CDT
Direction from Accident Site: 360°
Lowest Cloud Condition: Scattered / 2600 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 20 knots
Turbulence Type Forecast/Actual: / None
Wind Direction: 10°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.96 inches Hg
Temperature/Dew Point: 28°C / 22°C
Precipitation and Obscuration:
Departure Point: Skiatook, OK (2F6)
Type of Flight Plan Filed: None
Destination: Skiatook, OK (2F6)
Type of Clearance: None
Departure Time: 1050 CST
Type of Airspace: Class E

Airport Information

Airport: Skiatook Municipal Airport (2F6)
Runway Surface Type: N/A
Airport Elevation: 670 ft
Runway Surface Condition: Vegetation
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: Forced Landing 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 6 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 7 Minor
Latitude, Longitude:  36.381111, -96.010278 (est)


NTSB Identification: CEN16LA323
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 13, 2016 in Skiatook, OK
Aircraft: CESSNA TU206C, registration: N29225
Injuries: 7 Minor.

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 August 13, 2016, about 1100 central standard time, a Cessna TU206B airdrop configured airplane, N29225, registered to the pilot and operated by Gypsy Moth Skydive LLC of Benton, Kansas, sustained substantial damage during a forced landing after a loss of engine power while maneuvering in the vicinity of Skiatook, Oklahoma. All seven occupants, the private pilot and six passengers (parachutists), sustained minor injuries. The local flight was being operated under the provisions of Federal Code of Regulations Part 91 and the intent was to climb to altitude and dispatch the 6 parachutists. Visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from the Skiatook Municipal Airport (2F6), Skiatook, Oklahoma, about 1030. 

According to the FAA, the airplane had departed 2F6 and was climbing through about 1,000 feet AGL when the engine lost power. The pilot maneuvered the airplane toward an open grassy field and avoided several rural buildings just prior to landing. The airplane landed hard in the field, resulting in structural buckling to the fuselage and empennage, and separation of the nose gear assembly. All of the occupants exited the airplane and several were treated at a local hospital. 

The accident site was located about 1 mile from 2F6. The airplane wreckage and engine will be examined on August 18, 2016, at a local secure facility.

Van's RV-4, N924WZ: Accident occurred August 07, 2016 at Miles Field Airport (3KY9), Waddy, Shelby County, Kentucky

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Louisville, Kentucky

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/N924WZ



Location: Shelbyville, KY
Accident Number: ERA16LA281
Date & Time: 08/07/2016, 1709 CDT
Registration: N924WZ
Aircraft: VANS RV4
Aircraft Damage: Substantial
Defining Event: Fuel related
Injuries: 1 Serious
Flight Conducted Under:  Part 91: General Aviation - Personal 

On August 7, 2016, about 1709 central daylight time, an experimental amateur-built Vans RV-4, N924WZ airplane, was substantially damaged during a forced landing while on approach to Miles Field Airport (3KY9), Shelbyville, Kentucky. The private pilot owner was seriously injured. No flight plan was filed for the personal flight that originated at the Capital City Airport (FFT), Frankfort, Kentucky. Visual meteorological conditions prevailed for the local flight conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to a Federal Aviation Administration (FAA) inspector, the pilot completed a series of touch-and-go landings at 3KY9, flew to FFT to refuel, and was returning to 3KY9 at the time of the accident.

In a statement to the FAA, the pilot reported that he observed a deer while on the final approach leg of the traffic pattern and he elected to execute a low approach. He stated the engine was "running fine" until he applied full power on climbout; then the engine only produced partial power. Because the airplane was still able to climb, the pilot elected to fly the traffic pattern and make another approach. After turning onto the base leg of the traffic pattern, he added carburetor heat and 10 degrees of flaps. After he reduced engine power on the final approach leg of the traffic pattern, the engine began "running bad" and "a little rough." The airplane began sinking too fast, the pilot added full power and turned the carburetor heat off. The engine continued to lose power and the airplane kept descending until it impacted terrain about 200 feet from the runway.

The airplane's wings sustained leading edge damage, the cockpit was heavily damaged and folded open, and there was significant damage to the firewall.

The airplane was equipped with a Lycoming O-320, 150-horsepower engine. Initial examination of the engine by an FAA inspector revealed that both magnetos produced spark at their respective distributor blocks and the spark plugs appeared to be new and undamaged. The fuel selector was in the "ON" position.

The pilot's total flight experience could not be reconciled, but at the time of his most recent application for an FAA medical certificate on August 13, 2015, he reported 170 total hours of flight experience.

The closest weather reporting facility was the about 11 miles east of the accident site. At 1653, an aviation routine weather report at FFT was reporting in part: temperature 86° F; dewpoint 57° C.

An FAA carburetor icing probability chart indicated the temperature and dew point conditions were conducive to the formation of serious icing at glide power. According to the FAA Pilot's Handbook of Aeronautical Knowledge, carburetor ice occurs due to the effect of fuel vaporization and the decrease in air pressure in the carburetor's venturi, which can cause a sharp temperature decrease in the carburetor. If water vapor in the air condenses when the carburetor temperature is at or below freezing, ice may form on the internal surfaces of the carburetor, including the throttle valve. This then restricts the flow of the fuel/air mixture and reduces engine power. Generally, the first indication of carburetor icing in an airplane with a fixed-pitch propeller is a decrease in engine rpm, which may be followed by engine roughness. Under certain conditions, carburetor ice can build unnoticed until power is added.

The handbook further described that carburetor heat is an anti-icing system that preheats the air before it reaches the carburetor, and is intended to keep the fuel/air mixture above the freezing temperature to prevent the formation of carburetor ice. Carburetor heat can be used to melt ice that has already formed in the carburetor if the accumulation is not too great, but using carburetor heat as a preventative measure is the better option. 

Pilot Information

Certificate: Private
Age: 59, Male
Airplane Rating(s): Single-engine Land
Seat Occupied:
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/13/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  170 hours (Total, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: VANS
Registration: N924WZ
Model/Series: RV4
Aircraft Category: Airplane
Year of Manufacture: 2016
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 3218
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT:
Engine Model/Series: O-320
Registered Owner: Jules Roberie
Rated Power: 150 hp
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: FFT, 804 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 2053 UTC
Direction from Accident Site: 70°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 6000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 90°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.96 inches Hg
Temperature/Dew Point: 30°C / 15°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: FRANKFORT, KY (FFT)
Type of Flight Plan Filed: None
Destination: Shelbyville, KY (3KY9)
Type of Clearance: None
Departure Time:  CDT
Type of Airspace: Class G

Airport Information

Airport: MILES FIELD (3KY9)
Runway Surface Type: Grass/turf
Airport Elevation: 850 ft
Runway Surface Condition: Dry
Runway Used: 05
IFR Approach: None
Runway Length/Width: 3000 ft / 75 ft
VFR Approach/Landing: Forced Landing 

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 38.122778, -85.125833

Robinson R22, registered to Alba Leasing Services and operated by Universal Helicopters, N22UH: Accident occurred August 02, 2016 at Ernest A. Love Field Airport (KPRC), Prescott, Yavapai County, Arizona


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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona

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/N22UH



Location: Prescott, AZ
Accident Number: WPR16LA156
Date & Time: 08/02/2016, 1027 MST
Registration: N22UH
Aircraft: ROBINSON R22
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Instructional 

On August 2, 2016, about 1027 mountain standard time (MST), a Robinson R22 helicopter, N22UH, landed hard at Ernest A Love Field Airport, Prescott, Arizona. The certificated flight instructor and student pilot received minor injuries. The helicopter sustained substantial damage to the fuselage and the tail boom. The helicopter was registered to Alba Leasing Services and operated by Universal Helicopters under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as an instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight departed Prescott, Arizona, about 0950.

The student pilot and the flight instructor were practicing straight in autorotations. During the glide, with the student pilot at the controls, about 400 feet above ground level, the flight instructor noticed a fast rate of decent and a decay in rotor RPM. The flight instructor stated to the student that he had the controls and started applying collective and throttle control to recover RPM. The instructor felt the collective go up and stated again to the student that he had the controls. The flight instructor was unable to arrest the decent or recover RPM prior to the hard landing. During touchdown, the landing skids collapsed, the main rotor blades connected with and severed the tail boom. The helicopter came to rest on its left side.

The flight instructor reported no pre-impact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 34, Male
Airplane Rating(s):
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 3-point
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 02/26/2014
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/02/2014
Flight Time:  1119.4 hours (Total, all aircraft), 779.9 hours (Total, this make and model), 1046.6 hours (Pilot In Command, all aircraft), 123.8 hours (Last 90 days, all aircraft), 71.1 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Student Pilot Information

Certificate: Student
Age: 26, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 03/01/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  56 hours (Total, all aircraft), 56 hours (Total, this make and model), 56 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: ROBINSON
Registration: N22UH
Model/Series: R22 BETA 
Aircraft Category: Helicopter
Year of Manufacture: 2015
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 4676
Landing Gear Type: Skid
Seats: 2
Date/Type of Last Inspection: 06/28/2016, 100 Hour
Certified Max Gross Wt.: 1370 lbs
Time Since Last Inspection: 30 Hours
Engines: 1 Reciprocating
Airframe Total Time: 882.7 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: Not installed
Engine Model/Series: O-360-J2A
Registered Owner: Alba Leasing Services
Rated Power: 145 hp
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: KPRC, 5052 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1725 UTC
Direction from Accident Site: 203°
Lowest Cloud Condition: Scattered / 3000 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 140°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.26 inches Hg
Temperature/Dew Point: 24°C / 18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Prescott, AZ (PRC)
Type of Flight Plan Filed: None
Destination: Prescott, AZ (PRC)
Type of Clearance: VFR
Departure Time: 0950 MST
Type of Airspace: Class D

Airport Information

Airport: ERNEST A LOVE FIELD (PRC)
Runway Surface Type: Asphalt
Airport Elevation: 5044 ft
Runway Surface Condition: Dry
Runway Used: 21R
IFR Approach: None
Runway Length/Width: 4846 ft / 60 ft
VFR Approach/Landing: Simulated Forced Landing 

Wreckage and Impact Information

Crew Injuries: 2 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude: 34.660833, -112.416389

NTSB Identification: WPR16LA156
14 CFR Part 91: General Aviation
Accident occurred Tuesday, August 02, 2016 in Prescott, AZ
Aircraft: ROBINSON R22, registration: N22UH
Injuries: 1 Serious, 1 Minor.

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 August 2, 2016, about 1035 mountain standard time (MST), a Robinson R22, N22UH, made a hard landing at Ernest A Love Field Airport, Prescott, Arizona. The helicopter was being operated by Universal Helicopters under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The student pilot received minor injuries and the flight instructor (CFI) was seriously injured. The helicopter sustained substantial damage during the accident sequence. The local instructional flight departed Prescott, Arizona, about 1000. Visual meteorological conditions prevailed and no flight plan had been filed.

The pre-solo student pilot and the flight instructor were practicing straight in auto-rotations. The flight instructor stated during the descent he noticed the rotor RPM was low and then the student pilot increased the collective pitch which resulted in the rotor RPM to decay further. The helicopter hit the ground hard and the landing skids collapsed, the main rotor blades connected with the tail boom and severed the tail boom. The helicopter came to rest on its left side.

The flight instructor reported no pre-impact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation.

The accident site was documented and photographed. The wreckage was recovered for further examination.