Friday, May 31, 2019

Abrupt Maneuver: Kitfox S7 Super Sport, N13NZ; accident occurred November 03, 2018 in Flanigan, Washoe County, Nevada

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 Final 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/N13NZ




Location: Flanigan, NV

Accident Number: WPR19TA018
Date & Time: 11/03/2018, 1000 PDT
Registration: N13NZ
Aircraft: Audenried Kitfox S7 SuperSport
Aircraft Damage: Substantial
Defining Event: Abrupt maneuver
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The commercial pilot reported that he took off from a dry lake bed with a second airplane for people on the ground to visually compare the two. After a normal flight, the second airplane landed. The pilot flew past the landing spot, pulled into a nose-high attitude, and made a rapid left turn. He pushed on the left rudder control, and the left wing stalled. The pilot attempted to recover from the stall; however, the airplane was at too low of an altitude to recover, and it impacted the ground in a nose-low attitude. The pilot reported no mechanical failures or malfunctions with the airplane that would have precluded normal operation. It is likely that the pilot failed to maintain airspeed during the sharp turn, which resulted in an aerodynamic stall. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain airspeed during a sharp turn at low altitude, which resulted in an aerodynamic stall.

Findings

Aircraft
Airspeed - Not attained/maintained (Cause)
Angle of attack - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Factual Information 

On November 3, 2018, about 1000 Pacific daylight time, an amateur built Audenried Kitfox S7 Super Sport airplane, N13NZ, impacted terrain while maneuvering over a dry lake bed near Flanigan, Nevada. The commercial pilot was seriously injured and the airplane sustained substantial damage. The airplane was registered to and operated by the pilot 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. The local flight originated from the Reno/Stead Airport (RTS), Reno, Nevada at 0830.

The pilot reported that he took off from a dry lake bed with a second airplane for people on the ground to visually compare the two. After a normal flight, the second airplane landed. The pilot reported that he flew past the landing spot and pulled into a nose high attitude and made a rapid left turn. He pushed on the left rudder control, and the left wing stalled. The pilot attempted to recover from the stall; however, the airplane was too low, and it impacted the ground in a nose low attitude.

The pilot reported no mechanical failures or malfunctions with the airplane that would have precluded normal operation.

History of Flight

Maneuvering-low-alt flying
Abrupt maneuver (Defining event)

Aerodynamic stall/spin
Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 24, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 08/01/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 10/26/2018
Flight Time:  1297 hours (Total, all aircraft), 150 hours (Total, this make and model), 1254 hours (Pilot In Command, all aircraft), 253 hours (Last 90 days, all aircraft), 75 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Audenried
Registration: N13NZ
Model/Series: Kitfox S7 SuperSport
Aircraft Category: Airplane
Year of Manufacture: 2018
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: KA18031360
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 08/20/2018, Condition
Certified Max Gross Wt.: 1550 lbs
Time Since Last Inspection: 125 Hours
Engines: 1 Reciprocating
Airframe Total Time: 125.4 Hours as of last inspection
Engine Manufacturer: ROTAX
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: 912ULS
Registered Owner: On file
Rated Power: 100 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: RTS, 5050 ft msl
Distance from Accident Site: 27 Nautical Miles
Observation Time: 0955 PDT
Direction from Accident Site: 181°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: None / None
Wind Direction:
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.37 inches Hg
Temperature/Dew Point: 6°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno/Stead Airp, NV (RTS)
Type of Flight Plan Filed: None
Destination: Reno/Stead Airp, NV (RTS)
Type of Clearance: None
Departure Time: 0830 PDT
Type of Airspace: Class G

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:  40.106389, -119.872778

Low Altitude Operation / Event: Kitfox IV-1200, N125TY, accident occurred July 31, 2018 in Loma, Mesa County, Colorado



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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah

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/N125TY


Location: Loma, CO
Accident Number: CEN18LA303
Date & Time: 07/31/2018, 1130 MDT
Registration: N125TY
Aircraft: BUCHANAN Kitfox IV
Aircraft Damage: Substantial
Defining Event: Low altitude operation/event
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 31, 2018, about 1130 mountain daylight time, a Buchanan Kitfox IV experimental airplane, N125TY, impacted a cableway while maneuvering at low altitude over the Colorado River near Loma, Colorado. The private pilot sustained minor injuries, and the airplane sustained substantial damage to the fuselage. The airplane was registered to and operated by a private individual as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and the flight was operated on a visual flight rules flight plan. The airplane departed the Grand Junction Regional Airport (GJT), Grand Junction, Colorado, about 1100, and was destined for Cedar City, Utah.

According to the pilot, he departed GJT and elected to fly at low altitude over the Colorado River. After over passing a group of river rafters about 500 ft above ground level, the pilot "dropped [the airplane] low to the river." Shortly after descending, the airplane's vertical stabilizer struck a cableway (owned and maintained by the US Geological Survey (USGS)) that crossed over the river. The pilot lost control of the airplane, and the airplane impacted the side of the river canyon. The airplane came to rest partially submerged in the river, and the pilot was rescued by passing river rafters (Figure 1).


Figure 1 - Accident Site (photo provided by Mesa County Sheriff's Office)

According to the USGS, the cableway is supported by two fixed A-frame structures located on the sides of the riverbank. The center of the cable to the water surface is 32 ft (Figure 2).


Figure 2 - Cableway dimensions (USGS) 

Pilot Information

Certificate: Private
Age: 59, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Glider
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: 04/24/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 06/25/2017
Flight Time:  1240 hours (Total, all aircraft), 783 hours (Total, this make and model), 1077 hours (Pilot In Command, all aircraft), 39 hours (Last 90 days, all aircraft), 30 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: BUCHANAN
Registration: N125TY
Model/Series: Kitfox IV
Aircraft Category: Airplane
Year of Manufacture: 2006
Amateur Built: Yes
Airworthiness Certificate: Experimental; Normal
Serial Number: HCU089
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 05/31/2018, Condition
Certified Max Gross Wt.: 1200 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 814 Hours at time of accident
Engine Manufacturer: Rotax
ELT: C91A installed, not activated
Engine Model/Series: 912ULS
Registered Owner: Buchanan Guy E
Rated Power: 100 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:
Distance from Accident Site:
Observation Time:
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  20 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Light and Variable /
Turbulence Type Forecast/Actual: /
Wind Direction: Variable
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 27°C / -1°C
Precipitation and Obscuration: No Precipitation
Departure Point: Grand Junction, CO (GJT)
Type of Flight Plan Filed: VFR
Destination: Cedar City, UT (CDC)
Type of Clearance: VFR
Departure Time: 1100 MDT
Type of Airspace: Class G

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: 39.135278, -109.025556 (est)

Loss of Engine Power (Partial): Flightstar SC II, N953RJ, accident occurred July 27, 2018 near Concord Airpark (2G1), Lake County, Ohio

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Cleveland, Ohio

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/N953RJ    



Location: Painesville, OH
Accident Number: CEN18LA301
Date & Time: 07/27/2018, 1645 EDT
Registration: N953RJ
Aircraft: FLIGHTSTAR SC II
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 27, 2018, about 1645 eastern daylight time, a Flightstar SC II, N953RJ, sustained substantial damage when it impacted terrain during approach to land on runway 2 at the Concord Airpark (2G1), near Painesville, OH. The student pilot received serious injuries and his passenger received minor injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as personal flight. Visual meteorological conditions prevailed for the flight, which was not on a flight plan. The local flight was originating at the time of the accident.

The pilot reported that he had purchased the airplane a few months prior to the accident and had performed some repairs in the interim, including replacing a broken propeller. He said that he planned to have the repairs inspected by a certificated mechanic and the airplane had not been flown since its purchase. On the day of the accident, the pilot and his spouse were performing taxi practice with no intention for flight. He said that they were taking turns with the controls. He said that on one of his turns he must have gone too fast and the airplane unexpectedly became airborne. When this happened, the airplane was already 3/4 of the way down the runway and he didn't think there was enough room to land on the remaining runway, so he elected to "go around". The pilot was unable to maintain altitude and maneuvered the airplane to land but struck trees during the attempted landing. In his report the pilot indicated that there were no mechanical failures or malfunctions of the airplane.

In a telephone conversation the pilot reported that he had set the propeller blade pitch angles based on information from the airplane maintenance records using a digital protractor. He acknowledged that his method of setting the propeller blade angles could have been slightly off. He had intended to have a certified mechanic check his work but that had not been done since he had not intended to fly the airplane when the accident occurred.

The weather conditions at the Willoughby Lost Nation Municipal Airport, Willoughby, Ohio, about the time of the accident included a temperature of 23° C, a dew point of 12° C, and an altimeter setting of 29.98 inches of mercury. The carburetor icing susceptibility at these readings is moderate icing at cruise power settings, and serious icing at descent power settings. The calculated density altitude was 2,273 ft. 



Pilot Information

Certificate: Student
Age: 31, Male
Airplane Rating(s): None
Seat Occupied: Left
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 Without Waivers/Limitations
Last FAA Medical Exam: 02/02/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:   21 hours (Total, all aircraft), 0 hours (Total, this make and model), 0 hours (Pilot In Command, all aircraft), 9 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft), 1.5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: FLIGHTSTAR
Registration: N953RJ
Model/Series: SC II
Aircraft Category: Airplane
Year of Manufacture: 2001
Amateur Built: No
Airworthiness Certificate: Special Light-Sport
Serial Number: 325
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection:
Certified Max Gross Wt.:  998 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: HKS
ELT: C91A installed, not activated
Engine Model/Series: 700E
Registered Owner: On file
Rated Power: 60 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: LNN, 626 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 1655 EDT
Direction from Accident Site: 270°
Lowest Cloud Condition: Scattered / 9000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Overcast / 11000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 310°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 23°C / 12°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Painesville, OH (2G1)
Type of Flight Plan Filed: None
Destination: Painesville, OH (2G1)
Type of Clearance: None
Departure Time: 1645 EDT
Type of Airspace: Class G

Airport Information

Airport: Concord Airpark (2G1)
Runway Surface Type: Asphalt
Airport Elevation: 998 ft
Runway Surface Condition: Dry
Runway Used: 2
IFR Approach: None
Runway Length/Width: 2181 ft / 38 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries:N/A 
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude:  41.666944, -81.197222

Fuel Starvation: Beech C90, N717X, accident occurred July 26, 2018 near Crystal River Airport (KCGC), Citrus County, Florida

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Tampa, Florida

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/N717X


Location: Lecanto, FL
Accident Number: ERA18TA203
Date & Time: 07/26/2018, 1755 EDT
Registration: N717X
Aircraft: Beech C90
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 26, 2018, about 1755 eastern daylight time, a Beech C90, N717X, was substantially damaged during a forced landing to a field, following a total loss of power on both engines near Lecanto, Florida. The commercial pilot was not injured. The airplane was registered to and operated by LILSA KA LLC as a personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Williston Municipal Airport (X60), Williston, Florida. The flight departed Brooksville-Tampa Bay Regional Airport (BKV), Brooksville, Florida, about 1740.

The pilot reported that earlier during the day of the accident, he flew uneventfully from X60 to BKV to have some maintenance work performed on the brakes. While at BKV, he purchased 40 gallons of fuel, 20 gallons were added to each wing. The pilot estimated that at the time of departure, the airplane had a total fuel load of 870 lbs. (about 130 gallons total, 65 gallons per side). The pilot then waited for some convective weather to subside and departed on a return flight to X60. Due to some scattered thunderstorms remaining in the area, the pilot flew west and then followed the coast north. While flying over Crystal River Airport (CGC), Crystal River, Florida, the engine power surged on the left engine. The pilot diverted toward CGC and was flying a wide right downwind traffic pattern for runway 27 while trying to troubleshoot the engine anomaly. As he turned the airplane onto the right base leg of the traffic pattern, the left engine lost all power; then when he subsequently turned onto the final approach leg of the traffic pattern, the right engine lost all power. The pilot was not sure if the airplane would glide to the runway and elected to perform a forced landing to a field. During the landing roll, the right wing impacted a tree.

Review of an airplane flight manual revealed that the airplane was equipped with six fuel tanks; two interconnected tanks in each wing and one tank in each engine nacelle. Fuel flowed from the respective wing tanks, to the nacelle tank, to the engine. Fuel would gravity feed from the wing tanks to nacelle tank; however, the gravity feed does not work once the wing tanks are depleted to about 28 gallons (total per each wing) or below. At that point, the fuel transfer pumps (one for each wing/nacelle) must be on to keep fuel moving to the nacelle tanks and ultimately the engines. Review of the after starting and taxi checklist revealed instructions to turn the fuel transfer pumps on.

Examination of the wreckage by a Federal Aviation Administration inspector revealed that the airplane came to rest upright in a field about 4 miles east of CGC. The right wing sustained substantial damage and the rest of the airplane remained undamaged. A local mechanic inspected the wreckage at the scene for the purposes of providing a repair estimate. During the inspection, the mechanic noted that the fuel transfer pumps were in the off position. He also observed no fuel in the nacelle tanks and about 30 gallons of fuel in each wing. The mechanic then turned on the battery and fuel transfer pumps. At that point, fuel began to flow from each wing tank to the respective nacelle tank.

Pilot Information

Certificate: Commercial
Age: 27, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 07/01/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 01/20/2016
Flight Time:  1620 hours (Total, all aircraft), 172 hours (Total, this make and model), 1555 hours (Pilot In Command, all aircraft), 55 hours (Last 90 days, all aircraft), 13 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N717X
Model/Series: C90 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: LJ-581
Landing Gear Type: Retractable - Tricycle
Seats: 8
Date/Type of Last Inspection: 09/11/2017, Annual
Certified Max Gross Wt.: 10100 lbs
Time Since Last Inspection: 172 Hours
Engines: 2 Turbo Prop
Airframe Total Time: 8287 Hours at time of accident
Engine Manufacturer: Walter
ELT: C91  installed, not activated
Engine Model/Series: M601E-115
Registered Owner: Lilsa Ka Llc
Rated Power: 751 hp
Operator: Lilsa Ka Llc
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: CGC, 9 ft msl
Distance from Accident Site: 4 Nautical Miles
Observation Time: 1755 EDT
Direction from Accident Site: 260°
Lowest Cloud Condition: Scattered / 2000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 240°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 30°C / 25°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Brooksville, FL (BKV)
Type of Flight Plan Filed: None
Destination: Williston, FL (X60)
Type of Clearance: None
Departure Time: 1740 EDT
Type of Airspace:

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: 28.878889, -82.494722 (est)

Hickox Andys Autogyro, privately owned and operated by the pilot as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight, N152AH: Fatal accident occurred September 28, 2017 near Umatilla Municipal Airport (X23), Lake County, Florida

Jim Pensinger


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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Orlando, Florida

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/N152AH

Location: Umatilla, FL
Accident Number: ERA17FA339
Date & Time: 09/28/2017, 1122 EDT
Registration: N152AH
Aircraft: HICKOX ANDY ANDYS GYROPLANE
Aircraft Damage: Destroyed
Defining Event: Loss of engine power (total)
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On September 28, 2017, about 1122 eastern daylight time, an experimental, amateur-built gyroplane, N152AH, impacted terrain near Umatilla, Florida. The private pilot was fatally injured and the gyroplane was destroyed. The gyroplane was privately owned and operated by the pilot as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the flight, which originated about 1 hour 22 minutes earlier from Bob White Field Airport (X61), Zellwood, Florida.

A witness reported to a Federal Aviation Administration (FAA) inspector that he saw the gyroplane flying in a north-northwesterly direction about 50 to 60 ft above ground level. He heard the engine running, followed by the sounds of two "bangs" or "pops." The witness reported seeing a large main rotor blade separate, which occurred "as soon as the engine stopped working." The gyroplane began descending and he lost sight of it, but then heard the impact. He drove to the accident site and informed the property owner of the accident.

The pilot's route of flight between the departure airport and the witness sighting immediately before the accident could not be determined.

Pilot Information

Certificate: Private
Age: 73, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: BasicMed With Waivers/Limitations
Last FAA Medical Exam: 07/10/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 
Flight Time:  3140 hours (Total, all aircraft), 23 hours (Total, this make and model), 23 hours (Last 90 days, all aircraft), 6.4 hours (Last 30 days, all aircraft)

The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He received an endorsement from a flight instructor for solo flight training in the accident gyroplane on August 30, 2017, in accordance with 14 CFR Part 61.87(c). The pilot's was operating under the provisions of Basic Med and his most recent physical examination was completed on July 10, 2017.

A review of his 4th pilot logbook, which contained entries from January 10, 2010, to September 24, 2017, revealed that the pilot logged about 3,140 hours of flight experience. There were no logged flights between May 29, 2013, and July 8, 2017; between July 8, 2017, and August 31, 2017, he logged 11 dual flights with an instructor in the accident gyroplane, totaling about 20 hours. Between August 31, 2017, and September 24, 2017, he logged six solo flights totaling about 3 hours; one of the flights did not have the flight duration listed.

According to the flight instructor who flew with the pilot during the 11 instructional flights, at that time, the gyroplane was not equipped with a horizontal stabilizer on the mast or on the tail, but it was equipped with a standard pitch trim configuration, which preloaded the main rotor blades with springs. Training provided to the accident pilot included loss of engine power ("engine-out") maneuvers that were performed on final approach and on the downwind and base legs of the airport traffic pattern. At no time was the engine secured as part of the training; the engine-out was simulated by operating the engine between 2,800 and 3,000 rpm, which produced the same aerodynamic drag as an engine at idle. That power setting resulted in greater drag than if the propeller was stopped, which would result in an increased rate of descent. At the completion of the training, he endorsed the pilot's logbook for solo flight, and also logged ground training that he provided the pilot.

Aircraft and Owner/Operator Information

Aircraft Make: HICKOX ANDY
Registration: N152AH
Model/Series: ANDYS GYROPLANE NO SERIES
Aircraft Category: Gyroplane
Year of Manufacture: 2008
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: H2-97-8-279
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 06/20/2017, Condition
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Subaru
ELT: Not installed
Engine Model/Series: 2.2
Registered Owner: On file
Rated Power:
Operator: On file
Operating Certificate(s) Held:  None 

The two-place gyroplane, kit serial number H2-97-8-279, was manufactured in 2008 as an RAF 2000 model, and was equipped with a Subaru 4-cylinder 2.2 engine, which drove a composite three-bladed propeller. A digital engine tachometer and separate digital main rotor tachometer were located in the wreckage, but neither tachometer contained non-volatile memory. The builder/previous owner reported the gyroplane was considered to have a high thrust line (the propeller thrust line was above the center of gravity).

Review of the gyroplane's maintenance records revealed that its most recent condition inspection was completed on June 20, 2017. The total time at the time of the last inspection was not recorded. The previous owner reported that the gyroplane had about 218 hours total time when it was sold to the accident pilot on July 5, 2017.

The flight instructor who gave the dual instruction reported that the gyroplane flew well and that the rotor was smooth.

An entry in the engine logbook, dated August 26, 2017, indicated that the accident pilot secured the wires from the "coil" of the crank triggered ignition to an adjacent tube with silicone, and changed the spark plugs. It could not be determined if the coil wire was disconnected and reconnected at that time or any other time during the gyrocopter's operational history.

The preflight checklist specified to make sure all electrical wires in the engine compartment were secure, and included, "Special note should be made of the coil wire."

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LEE, 76 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 1053 EDT
Direction from Accident Site: 241°
Lowest Cloud Condition: Clear
Visibility:  8 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Light and Variable /
Turbulence Type Forecast/Actual: /
Wind Direction: Variable
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.95 inches Hg
Temperature/Dew Point: 32°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Zellwood, FL (X61)
Type of Flight Plan Filed: None
Destination: Zellwood, FL (X61)
Type of Clearance: None
Departure Time: 1000 EDT
Type of Airspace:

At 1053, a surface weather observation taken at Leesburg International Airport (LEE), Leesburg, Florida, located about 10 nm west-southwest of the accident site, reported variable wind at 3 knots, 8 miles visibility with clear skies, temperature 32°C, dew point 22°C, and an altimeter setting of 29.95 inches of mercury.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 28.907778, -81.636389

The gyroplane crashed into a wooded area on private property. Components of the gyroplane consisting of pieces of the propeller blades, foam, fiberglass, and components of the vertical stabilizer and rudder were located on the ground along the direction of flight, south of the resting position of the main wreckage. A section of main rotor blade measuring about 12 ft long was located along the direction of flight south of the main wreckage (see Figure of Google Earth plot depicting key position of components).


Figure: Google Earth Plot Depicting Key Position of Components.

The wreckage was upright and resting on its right side at the base of a pine tree, and was oriented on a magnetic heading of 080°. The horizontal stabilizer and tailwheel were not located, and the longitudinally oriented structural member in the area of the electric fuel pumps was fractured consistent with overload. The rudder flight controls exited the tailboom but were fractured consistent with overload. Examination of the separated section of main rotor blade revealed black, chordwise-oriented marks on the bottom of the blade about 16 inches outboard from the fracture surface. The spar at the blade root was fractured and displaced upward. The fracture surfaces of the main rotor blade were removed and submitted to the NTSB Materials Laboratory, which revealed a highly textured, matte gray fracture surface consistent with an overstress separation. No indications of pre-existing cracking such as fatigue or corrosion were noted at the fracture. The adjacent portions of the spar and skin were deformed and cracked, consistent with nearly 90° of upward blade bending when the spar separation occurred. Examination of the other main rotor blade revealed that it was deformed upward about 90°; chordwise-oriented black marks were noted on the bottom surface of the blade near the blade retention straps.

The upper left side of the rudder exhibited a smooth cut oriented on an angle about 20° down from the forward edge, while the upper portion of the vertical stabilizer exhibited a smooth cut surface about a 50° downward angle from the manufactured upper edge. Both cuts were consistent with being made by the main rotor blade(s).

Flight control continuity was confirmed from the pilot's control to the upper swashplate.

The engine remained attached to the airframe and the propeller remained attached to the engine, but all propeller blades were shattered at varying lengths. Rotation of the propeller by hand revealed crankshaft, camshaft, and valve train continuity to all cylinders. Roughness was noted during rotation of the engine, which was not attributed to be from the propeller gearbox. Disassembly of the engine was not performed. Examination of the spark plugs revealed that all gaps measured within specification and all were light gray in color with no defects noted. The ignition timing was not determined. Examination of the air induction, exhaust, fuel metering, and cooling systems revealed no evidence of preimpact failure or malfunction.

Examination of the coil of the crank triggered ignition system, which was mounted on the top aft portion of the engine at its centerline and adjacent to the propeller gearbox, revealed that the Nos. 2 and 4 spark plug wires remained connected; however, the Nos. 1 and 3 spark plug wires were separated. Examination of the Nos. 1 and 3 spark plug wires revealed that they were secured by plastic ties to the cable housing of the prerotator, which was displaced away from its normal position at the engine centerline. Further examination of the coil of the crank triggered ignition system revealed white-colored sealant at the base of the unit and on the electrical wires extending from the bottom of the unit. The female electrical connector from the coil of the crank triggered ignition system was not secured to any part of the engine, and the mating male electrical connector was separated. Dirt was noted inside each electrical terminal of the male connector. Closer inspection of the female connector from the coil of the crank triggered ignition system revealed that the lock tab exhibited a slight displacement of material at the edge, and an area of the exterior contained white-colored sealant, as did an adjacent support tube. The male electrical connector from the coil of the crank triggered ignition system was secured by plastic wraps in several locations along its length to the forward portion of the engine with no evidence of displacement of the wire. Further examination of the female and male connectors of the coil from the crank triggered ignition system revealed that the locking tab and associated flat portion of the opposite connector were not fractured or failed. When properly secured, attempts to pull the connectors apart by hand were unsuccessful. There was no secondary locking device on the electrical connection.

A recovered cell phone was submitted to the NTSB Vehicle Recorder Division; there were no videos or pictures on the phone for the accident flight. An application called Avare was active on the phone; however, the tracks function was disabled so no flight data was available. 

Medical And Pathological Information

An autopsy of the pilot was performed by the District 5 Medical Examiner's Office, Leesburg, Florida. The cause of death was "multiple blunt force injuries due to gyrocopter crash."

Toxicology testing was performed at the FAA Forensic Sciences Laboratory (FAA Laboratory), Oklahoma City, Oklahoma, and NMS Labs, Willow Grove, Pennsylvania. According to the FAA Laboratory toxicology report, no ethanol was detected, but an unquantified amount of diphenhydramine was detected in the liver and muscle specimen. Testing for carbon monoxide and cyanide was not performed.

According to the NMS Labs toxicology report, during testing for ethanol, the value increased from 160 to 620 mg/100g over multiple analyses, which was attributed to be from the nature of the specimen and/or container type, which may not have contained preservative. The report further indicated that, other than ethanol, there were no positive findings of toxicological significance.

Diphenhydramine is a sedating antihistamine used to treat allergy symptoms and as a sleep aid. It is available over-the-counter under the names Benadryl and Unisom. Diphenhydramine carries the following Food and Drug Administration warning: may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery).

Tests And Research

The FAA Rotorcraft Flying Handbook describes that when the propeller thrust line is above the center of gravity, the gyroplane has a tendency to pitch nose up when power is removed. Pilot-induced oscillation (PIO) or porpoising is an unintentional up-and-down oscillation of the gyroplane accompanied with alternating climbs and descents, and often the result of an inexperienced pilot overcontrolling the gyroplane. The handbook also indicates that gyroplanes experience a slight delay between control input and the reaction of the aircraft, which may cause an inexperienced pilot to apply more control input than required. Because of the nature of delay in aircraft response, it is possible for the corrections to be out of synchronization with the movement of the aircraft and aggravate the undesired changes in attitude.

Additional Information

According to a designated pilot examiner who had about 3,000 hours of flight experience in gyroplanes and 2,800 hours as an instructor in gyroplanes, a pilot's normal tendency following a loss of engine power would be to push forward on the control stick.

A representative of the gyroplane kit manufacturer reported that main rotor contact with the vertical stabilizer can occur in any gyroplane if the main rotor blades are unloaded in flight, or by excessive control pitch inputs by the pilot (overcorrecting).

The accident pilot's flight instructor reported that the pilot performed well when he would quickly reduce or increase power and had little or no tendency for pilot-induced oscillation (PIO).

Rans S-6ES Coyote II, owned by Buck EC and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight, N112CD: Fatal accident occurred September 10, 2017 in Stonewall, Gillespie County, Texas

Addyson Grace Staats
August 6th, 2008 - September 10th, 2017


Shane Lee Buck
September 17th, 1977 - September 10th, 2017


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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas

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/N112CD

Location: Stonewall, TX
Accident Number: CEN17FA342
Date & Time: 09/10/2017, 1850 CDT
Registration: N112CD
Aircraft: RANS INC S-6
Aircraft Damage: Substantial
Defining Event: Low altitude operation/event
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 10, 2017, about 1850 central daylight time, an experimental, amateur-built Rans S-6, N112CD, was substantially damaged when it impacted a field about 1 mile southeast of Stonewall, Texas. The pilot and the passenger received fatal injuries. The airplane was owned by Buck EC and was being operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed near the accident site at the time of the accident, and no flight plan was filed. The flight departed from Burg Lake Aero (30TX), Stonewall, Texas, about 1700 on a local flight.

A witness reported that he observed the airplane flying near his house between about 1830 and 1840. He initially saw the airplane heading west after turning sharply with its wings "nearly perpendicular to the ground." The airplane "snapped" to a level flight attitude, and then it climbed and descended in a "short rollercoaster manner." The airplane returned to a level flight attitude, turned to the north, and descended below the tree line as if the airplane would be landing at 30TX. Shortly afterward, the witness observed the airplane climbing over the hills north of Stonewall, Texas. The airplane turned to the east and then back to the south, paralleling a road. The witness stated that the airplane then "turned sharply" to the west about 1 mile from the witness' house. The airplane then made a steep climb and then descended "at a sharp angle." The witness reported that his wife thought the airplane was going to crash, but the airplane pulled up and leveled off briefly. The airplane then made another steep climb, which the witness described as a 90° climb. He observed the airplane "pivot" and then descend at a steep angle "nearly vertically." The witness lost sight of the airplane behind the trees, and then he saw a plume of dust rise above the trees. The witness stated that he called 911 at 1850 to report the accident.

Another witness reported that she was driving with her husband when they saw the airplane "dive" toward the ground. This witness stated that she saw the airplane recover and that she thought the airplane was doing "stunts." She observed the airplane "free fall again, nose first," but the airplane did not pull up again.

Pilot Information

Certificate: Private
Age: 39, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 Unknown
Last FAA Medical Exam: 10/18/2013
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  230 hours (Total, all aircraft) 

The 39-year-old pilot held a private pilot certificate with a single-engine land rating. He held a third-class airman medical certificate that was issued on October 18, 2013, with no limitations. During his medical examination in October 2013, the pilot reported that his total flight experience as 230 hours. 

Aircraft and Owner/Operator Information

Aircraft Make: RANS INC
Registration: N112CD
Model/Series: S-6
Aircraft Category: Airplane
Year of Manufacture: 2001
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 10011423
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 01/10/2017, Condition
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 488.7 Hours as of last inspection
Engine Manufacturer: ROTAX
ELT: C91  installed, not activated
Engine Model/Series: 912-UL
Registered Owner: BUCK EC
Rated Power: 80 hp
Operator: On file
Operating Certificate(s) Held: None 

The airplane, which was built in 2001, was a two-seat, single-engine Rans S-6, serial number 10011423, with tricycle landing gear. The airplane was equipped with an 80-horsepower Rotax 912-UL engine, serial number 4404639, which powered a three-bladed composite Whirlwind propeller. The hour meter indicated 488.7 hours at the accident site. The airplane's maintenance records were not obtained as part of the investigation.

The airplane was equipped with a BRS-5 model 1200 ballistic recovery parachute system. It was not deployed during the accident flight.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: T82, 1694 ft msl
Distance from Accident Site: 14 Nautical Miles
Observation Time: 1755 CDT
Direction from Accident Site: 270°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 70°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.11 inches Hg
Temperature/Dew Point: 28°C / 10°C
Precipitation and Obscuration: No Precipitation
Departure Point: Stonewall, TX (30TX)
Type of Flight Plan Filed: None
Destination: Stonewall, TX (30TX)
Type of Clearance: None
Departure Time: 1700 CDT
Type of Airspace:

At 1555, the surface weather observation at the Gillespie County Airport (T82), Fredericksburg, Texas (about 14 miles west of the accident site) indicated the following: wind 070° at 6 kts, visibility 10 miles, sky clear, temperature 28°C, dew point 10°C, and an altimeter setting of 30.11 inches of mercury.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 30.227222, -98.670000 (est) 

The airplane crashed in a soft, sandy field located about 3/4 mile southeast of 30TX. The main wreckage was found inverted 38 ft from the initial impact point along a 180° heading. The initial impact mark found in the sand was consistent with the left main landing gear. A depression in the sand about 8 ft to the right of the initial impact mark was consistent with the right main landing gear. A depression in the sand forward of the initial impact point was consistent with the airplane skidding on its belly and the left wing impacting the sandy field. Another depression in the sand was located 20 ft from the initial impact point. Two pieces of the engine mounts and one of the propeller blades were found near that depression. The wings and empennage remained attached to the fuselage.

Examination of the left wing, fuselage, cabin, and engine compartment revealed extensive downward and aft buckling and crushing of the aluminum tubular airframe structure. Numerous fractures that were consistent with overload fractures were observed. The aluminum nosewheel was bent and crushed and had separated from the nose landing gear, which was pushed aft. The aluminum left main wheel was bent and crushed and had separated from the left main landing gear. The aluminum right wheel remained attached to the right main landing gear, which was intact and exhibited no crushing damage. The propeller hub was not damaged. The engine firewall was bent aft and down. The cockpit exhibited damage consistent with downward and aft crushing and buckling. The empennage was intact, but the tubular structure of the tail was fractured aft of the fuselage. The left wing spar was fractured mid-span. The right wing spar was intact. Both wing struts were buckled.

The examination of the cockpit revealed that both ignition switches and the fuel selector were in the ON position. The throttle was found in the idle position, and the throttle control was bent. The choke was off, and the RPM gauge was at zero. The pitch trim was near neutral.

Examination of the fuel system revealed that the left and right fuel tanks had about 1 quart of fuel in each tank. Fuel was found in the fuel lines to the fuel selector, fuel filter, and engine-driven fuel pump. Fuel was also found in the fuel lines to the two carburetors, and a small amount of fuel was found in the carburetor fuel bowls.

Examination of the composite, three-bladed propeller revealed that one of the blades had separated at the propeller hub. The blade was otherwise intact and did not exhibit any impact marks or chordwise scratching. Another blade was intact and attached to the propeller hub, and this blade did not exhibit any chordwise scratching or leading-edge nicks or abrasions. The last blade was broken about mid-span, but it did not exhibit any leading-edge nicks or chordwise scratching.

The ailerons, rudder, and flaps exhibited flight control continuity from the cockpit controls to the control surfaces. The elevator control tubes exhibited continuity except for a fractured rod at the elevator bellcrank in the cockpit. The fracture was consistent with an overload fracture.

After the on-scene examinations were completed, the Rotax 912-UL engine was shipped to a facility in Lucedale, Mississippi, for further examination and test run. The engine was operational during the engine run, which included multiple engine throttle bursts. No anomalies were noted during the engine functional test or examination.

Medical And Pathological Information

An autopsy of the pilot was performed by the Travis County Office of the Medical Examiner, Austin, Texas. The cause of death was blunt force injuries.

Toxicology testing performed at the Federal Aviation Administration's Forensic Sciences Laboratory was negative for carbon monoxide and ethanol. Ranitidine was detected in the pilot's urine and blood (heart). Ranitidine is used to prevent and treat symptoms of heartburn associated with acid indigestion and is considered not to be impairing.