Wednesday, February 17, 2021

Velocity V-Twin, N13VT: Fatal accident occurred February 16, 2021 near Southern Wisconsin Regional Airport (KJVL), Janesville, Rock County, Wisconsin

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.

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin

Location: Janesville, WI 
Accident Number: CEN21FA130
Date & Time: February 16, 2021, 09:17 Local
Registration: N13VT
Aircraft: Velocity V-Twin
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Ferry

On February 16, 2021, about 0917 central standard time (CST), a Velocity V-Twin experimental amateur built airplane, N13VT, was substantially damaged when it was involved in an accident near Janesville, Wisconsin. Both pilots sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 ferry flight.

The airplane had departed the Appleton International Airport (ATW), Appleton, Wisconsin, about 0634 destined for the southern Wisconsin Regional Airport (JVL), arriving about 0715. Fuel records obtained from the fixed base operator (FBO) showed the service order slip requested the fuel tanks be topped off with 100LL fuel. The fuel slip and receipt reflected the addition of 53.5 gallons of 100LL and the receipt was signed by one of the pilots at 0852.

A review of automatic dependent surveillance-broadcast (ADS-B) data showed the airplane departed runway 32 at JVL about 0912. The flight was destined for Sebastian, Florida, for maintenance to be accomplished on the landing gear system and was operated in accordance with a Federal Aviation Administration (FAA) issued Special Flight Permit. While standard limitations of the permit stipulated that occupancy was “limited to the pilot, essential crew required to operate the aircraft and its equipment and personal baggage,” additional limitations were added which stated “gear to remain down during flight, co-pilot authorized,” even though the airplane only required one flight crewmember.

According to archived air traffic control (ATC) recordings, about one minute and sixteen seconds after the takeoff clearance was issued, and after the airplane had departed, one of the pilots stated that they would like to circle back and land runway 32 and “work through some engine issues.” ATC acknowledged the request, asked the pilot to report turning onto final for runway 32 and asked if any assistance was required. The pilot replied “no sir, we should be fine.” No further radio communications were received from the accident airplane.

About 0917, the airplane impacted trees and came to rest inverted in a 3ft deep tributary of the Rock River about 1 mile south of JVL and sustained substantial damage to both wings, both canards, and the fuselage. Both fuel tanks were breached and a strong odor, consistent with 100LL aviation fuel, was present at the accident site.

The air traffic controller on duty saw the airplane south of the airport just prior to impact. He stated that when the airplane was just beyond the trees, he saw it begin to circle left. About ½ way through the circle, the bank angle increased and the nose of the airplane “was almost pointed down toward the ground.”

A witness who was outside of his house about ½ mile north of the accident location stated that he heard the airplane and described the sound of the engine as a “loud roar.” When he looked up, he observed the airplane about 150 – 200ft above the trees at an estimated 80° nose down pitch attitude. He said that after the airplane went behind the trees, the engine noise ceased.

The airplane was equipped with two Continental Titan IOX-370 series engines. Detailed wreckage and engine examinations are pending.

Aircraft and Owner/Operator Information

Aircraft Make: Velocity Registration: N13VT
Model/Series: V-Twin NO SERIES
Aircraft Category: Airplane
Amateur Built: No
Operating Certificate(s) Held:None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KJVL,808 ft msl
Observation Time: 08:45 Local
Distance from Accident Site: 1 Nautical Miles
Temperature/Dew Point: -14°C /-18°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 9 knots / , 340°
Lowest Ceiling: Broken / 5000 ft AGL
Visibility: 10 miles
Altimeter Setting: 30.1 inches Hg
Type of Flight Plan Filed:
Departure Point: Janesville, WI (KJVL) 
Destination: Sebastian, FL (X26)

Wreckage and Impact Information

Crew Injuries: 2 Fatal 
Aircraft Damage: Substantial
Passenger Injuries: N/A 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 42.595377,-89.030245 

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email, and any friends and family who want to contact investigators about the accident should email

Tanner W. Byholm
October 4, 1995 - February 16, 2021

Tanner W. Byholm, age 25 of Glidden, Wisconsin, passed away in a private plane accident in Janesville, WI on Tuesday, Feb 16, 2021. Tanner was born October 4, 1995 in Ashland, WI the son of William L. and Rebecca M. (Eder) Byholm.

A graduate student from Chequamegon High School, he pursued a career in aeronautics earning his flight instruction certification from Fox Valley Technical College and later a degree from UW-Oshkosh. Tanner loved flying and shared that love with his family and friends, taking them up in the air as often as he could. He especially enjoyed sharing this love with his dad. He also enjoyed sharing a passion for racing with his dad, first as his biggest fan and then as a fellow competitor. Some of the best races to watch were the races when it was son vs. father. Recently, Tanner started getting into the hobby of competitive shooting. Traveling all over the Midwest competing. During the winter, Tanner took the pleasure of snowmobiling and snowboarding, especially on the many trips out west.

Tanner was a proud Marine Reservist, serving our country for 6 years before deciding to join the Air Force Reserve where he was selected to be an A-10 pilot, the plane of his dreams. He was a person that when you met him, you were drawn in by his presence. He thought of Everyone in his life and will be remembered by all who knew him.

Tanner is survived by his father Bill and stepmother Michelle (Suo), his mother, Rebecca Acosta, sister, Amanda Anderson, brother, Justin Pratt, sister, Eden Byholm, maternal grandparents, Ken & Diane Eder and Bill & Deb Ruth.

He was preceded in death by his paternal grandparents, Virgil and Mary Jane (Noskowiak) Byholm and his uncle, Thomas Byholm.

A funeral service for Tanner will be held at 1:00 p.m. on Friday, Feb 26 at the Lakewoods Resort (21540 Co Hwy M, Cable, WI 54821) with Deacon John Grek officiating with military honors to follow the service.

Visitation for Tanner will begin at 11:00 a.m. on Friday at the Resort in Cable and continue until the hour of service.

In lieu of flowers, memorials are preferred to the American Heart Association (300 S. Riverside Plaza Ste 1200 Chicago, IL 60606-6637). 

Funeral arrangements for Tanner have been entrusted to the Mountain Funeral Home and Cremation Services of Ashland and Mellen, Wisconsin.

Remington Kristine Viney
1994 ~ 2021 (age 26)

Remington Kristine Viney, age 26, passed away on Tuesday, February 16, 2021. She was flying in the seat of an airplane surrounded by miles of breath-taking sky; doing what she loved. She was born March 14, 1994 at St. Mary’s in Madison, daughter to Kevin and Tia (Scanlon) Viney. Her accomplishments were many but her most memorable asset and what was most important to her was the depth and breadth of her relationships with family and friends

She graduated with honors from Sun Prairie High School in 2012. She earned an Associate degree in Tactical Aircraft Maintenance and then received a Bachelor of Business Administration degree from UW-Madison in 2017.

Remington was passionate about any adventure that life had to offer! She obtained her pilot license in high school. While in college, she was the captain of the Wisconsin Flying Team. Additionally, she was a founding member of the Women in Aviation, Madison chapter. She enlisted in the Wisconsin Air National Guard in 2013. She proudly served through several deployments and obtained the rank of Staff Sargent. She pursued accreditations and licensing to receive her commercial pilot license in addition to becoming a flight instructor. Remington was working on her degree in Airframe and Powerplant Mechanics. During her service in the guard, she met the love of her life, fellow service member, Kyle Henry. They shared so much together including her passion for real estate, flying, and raising her future stepson, Kellan. Above all else, her family was the anchor of her life and she was so excited for her future with her fiancé, Kyle.

She is survived by her fiancée Kyle Henry and his son Kellan; parents Kevin Viney and Tia Scanlon Pulvermacher and Vic Pulvermacher; her younger brother Dane; stepbrother Kyle Pulvermacher (Angie, Jocelyn and Carly); maternal grandparents Dan and Rose Imhoff and Richard (Paula) Scanlon; paternal grandmother Annabelle Acker; her aunts, Trish Scanlon (Pat Laemmrich); Kristine Viney; Emily Scanlon; uncles Ed Scanlon; and Ryan Scanlon; cousins Rocco, Kaydee, and Evan; Malec (Elsie) and Avery; and Matt Thornton. She also leaves behind many extended Imhoff, Pulvermacher, Scanlon, Viney, Rees and Acker family members. Remington is also survived by future in-laws, Elston and Brenda Henry; sister-in-law Jerica (Chad) Morris and their children Reagan and Evan. She also leaves behind furry friends, Ella and Tyson. Finally, Remington leaves behind her military, aviation and community family and friends.

Remington is preceded in death by her grandfather Orville Viney, grandfather Ed Acker and grandparents Wally and Alice Pulvermacher.

Mass of Christian Burial will be held at St. Albert the Great Catholic Church, 2420 St. Albert the Great Drive, Sun Prairie on Thursday, February 25, 2021 at 1:00 p.m. with Monsignor Donn Heiar presiding. Visitation will be held at St. Albert the Great Catholic Church on Wednesday, February 24, 2021 from 4:00 p.m. until 7:00 p.m.

Social distancing and masks will be required for Mass and visitation in church and gathering space.  Limited capacity for Mass of 250 people. Remington’s Mass will be live streamed at

In lieu of flowers, and in remembrance of Remington, memorials may be sent to Cress Funeral Home, 1310 Emerald Terrace, Sun Prairie, WI 53590. Our hope is to establish a charity in Remington’s honor.

A special thank you to the first responders in Rock County and 115th Fighter Wing.

Janesville Fire Chief Ernie Rhodes responds to media questions about a fatal Velocity V-Twin experimental aircraft crash south of the Southern Wisconsin Regional Airport on February 16, 2021.

TOWN OF ROCK -  The victims of a fatal airplane crash Tuesday were a man and woman on their way to Florida, according to the Rock County Sheriff’s Office.

They flew over Richard Pawluk, who was walking his dog in the Happy Hollow area Tuesday morning.

Pawluk, 64, was talking to a friend in a driveway near the intersection of Driftwood Drive and Happy Hollow Road.

“All of sudden, it just kind of appeared," he said. “It was kind of climbing. It sounded like it was doing real good, and it banked and it sounded good.

“And then I just heard silence.”

The plane had disappeared below the tree line. Then, “I heard a crunch,” he said.

He handed his dog’s leash to his friend, ran down the road and pounded on the door of a neighbor who is a retired EMT. He told the neighbor he wasn’t sure, but he thought he just saw a plane crash.

“Should I call 911?” he asked. The neighbor called as Pawluk ran into the woods and through deep snow for a distance that authorities estimated at one-quarter mile.

Pawluk called 911 as soon as he saw the debris in an area with springs and flowing water. A dispatcher asked if anyone was yelling and whether there was a fire. There wasn’t, but Pawluk could see steam.

“The landing gear was sticking up out of the water,” said Pawluk, who paused and then sighed, adding: "It wasn’t a pretty sight. …

“I tried to get in closer to the crash site, but it was so muddy. I’d put my boot in places, and I’d sink up to my knee,” he said. “In one place, I had a heck of a time getting my foot back out of the mud.”

Pawluk paused as he described his efforts and thought of the plane’s occupants.

“I wish I could have made a difference,” he said softly.

It appeared the plane went down shortly after takeoff and hit trees before it crashed, authorities said Tuesday. They said the plane’s occupants were dead when rescuers reached the plane.

Sheriff’s Cmdr. Jude Maurer wouldn’t say more about the victims because he didn’t want to indirectly identify them until the Rock County Medical Examiner’s Department had notified relatives.

The medical examiner’s department did not expect to identify the victims Wednesday, a spokeswoman said.

The National Transportation Safety Board said on Twitter that the crash south of the Southern Wisconsin Regional Airport was of a Velocity V-Twin.

A safety board investigator was on the scene Wednesday, Maurer said.

Velocity is a Florida manufacturer of kit, or build-it-yourself, airplanes. Velocity planes feature wings and engines toward the rear. A small wing in the front, called a canard, takes the place of the tail stabilizer on conventional aircraft.

According to a review on the Experimental Aircraft Association website, “The Velocity is not only a high-end performer but also a very stable and safe aircraft to fly. It is virtually un-stallable and un-spinnable.”

Sheriff’s deputies continued to guard the entrance to the site Wednesday. Maurer said he was told the federal agency hoped to remove the plane Wednesday or Thursday.

The crash was reported around 9:18 a.m. Tuesday. It was believed to be the first fatal crash associated with the airport since 1999.

Rock County Sheriff Troy Knudson responds to questions about a fatal Velocity V-Twin experimental aircraft crash on West Sunny Lane, south of Southern Wisconsin Regional Airport, on February 16, 2021. 

Commander Jude Maurer of the Rock County Sheriff's Office points out the location of a Velocity V-Twin that was found in a swampy, wooded area south of the Southern Wisconsin Airport in Janesville on February 16, 2021.  The experimental aircraft crashed shortly after takeoff. 

“It’s nothing you ever want to see. It isn’t pretty,” Richard Pawluk said as he recounted the moment he witnessed a Velocity V-Twin experimental aircraft crash Tuesday morning in rural Rock County.

This drone photo from the Rock County Sheriff's Office shows the area in which the Velocity V-Twin experimental aircraft crashed after taking off from the Southern Wisconsin Regional Airport in Janesville. The area is just south of the airport.


  1. Returning to airport following power loss very shortly after takeoff:

  2. Here they show this same N13VT brand new, at the Velocity factory (Owner assist quick build program in FL, I'm assuming) in 2020:

    1. Another video of N13VT:

  3. Here's some info, photos, and specs on the demo velocity V-Twin back from 2013.

  4. Good Samaritan risked his life running into the swamp/river to try to help. I can imagine the guilt he feels that he couldn't do more. What a guy.

    1. You feel "guilt" when you could had done more and didn't... he did what he could. He felt frustration that he couldn't do more...

  5. Weather history at KJVL from scrolling 3-day:
    Local Time is UTC-6

    Day/ CST / Wind / Vis / WX / Sky / T /Dp/ Rh/ Altimeter
    16 08:45 N 10 10.00 MosCldy BKN050 7 -0 72% 30.10
    16 09:45 N 13 10.00 MosCldy BKN050 10 1 67% 30.10

  6. They had arrived at KJVL earlier that morning on a flight leg from KATW (Appleton, WI).

  7. Updated news report quoting NTSB spokesman reveals fuel was purchased at Janesville. Spokesman also clarified the previously undisclosed problem as "shortly after takeoff, the plane indicated the engine problem and announced its intention to return to the airport."

    This info leaves you wondering if the inability of the twin to make it back to the airport in this case is just the reality for one engine out like most light twins or another case of jet-a fuel being loaded after mistaking the unusual looking & sleek piston engine twin pusher aircraft for a turboprop.

    The N326CW mis-fueling incident in 2019 is well known and happened while the pilot was present with the plane. Nozzle didn't fit the 100LL sized ports but the Aerostar still got the jet-a fill.

    Updated news report:

    1. The velocity is advertised as having positive climb rate ability on one engine.

    2. With only two people on board, you would certainly expect that advertised engine out capability to be sufficient if true.

      The 5-gallon header tank described in the 2013 kitplane article would probably delay the effect from a jet-a mis-fuel of the wing tanks until shortly after takeoff. NTSB will be able to easily determine whether a mis-fuel occurred in this case.


  8. Fuel management issues like John Denver? Brand new certified Lycomings going silent. KJVL is a beloved neighbor. I love the sound of aircraft flying out of it. SC Aviation calls it home and I watch their Falcons and Hawkers departing on a daily basis. Sad that we lost two neighbors on Tuesday.

    1. "Fuel management issues like John Denver?"

      Not likely. Denver's aircraft had an unusual placed fuel tank lever location which placed it behind the pilot's seat on the left side to switch tanks. The builder of that aircraft claimed he had a reason for putting it back there instead of where it belongs (between the pilot's legs on the floor up against the center post) in an article I read many years ago but I can't remember what that reason was (I do remember it made no sense to me). Investigators believe that John having to unstrap his belt to reach that lever behind him and to the left may have caused an accidental flight control deflection sending it out of control - and we all know what happens to your body if not strapped into an aircraft experiencing Gs from any angle.

    2. Not to imply that the two engines failed on their own, but "Brand new certified Lycomings going silent" is not correct. The registration shows IOX-370 engines. Those are Continental/Titan engines sold for experimental use, not certified, not Lycoming.

    3. John Denver's plane had the fuel selector on the wall behind him so that fuel lines would not have to be routed into the cockpit. Kind of makes sense, if you can easily reach the selector and change the tanks.

  9. According to an A&P/AI that I know who knows the plane, it was originally owned by an aircraft homebuilder who decided after many years of working on it, that he wouldn't be able to finish it. he sold it to someone who finished it using the Velocity Builders Program in FL. There was a fuel leak problem with one of the fuel tanks. That's why it was going back to FL. T he Continental/Titan engines, I believe, are sold as both Experimental and Certified engines.

    1. Titan engines were produced by ECI until Continental bought that business in 2015. ECI had been an aftermarket supplier of aircraft piston engine parts since 1943, originally supplying jugs to U.S. armed forces during World War 2.

      Continental still sells certified engines without an "X" designation. The only Titan engines currently offered are the uncertified engines that are identified by the "X" designation.

      Certified AvGas Engines:

      Titan™ Experimental Engines:

  10. Two young people who had accomplished a lot already. Gone too soon. Condolences to all who knew them and gratitude to the families who raised them.

  11. No info has been reported about the two hours spent on the ground after landing at KJVL. Was it planned or precautionary?. They had only been airborne about 40 minutes after starting out for Florida from Appleton.

    Could have been a planned stop to eat at the diner in the terminal and make the baseline fuel fill for the first half of the day. Or they could have landed there to troubleshoot a problem.

  12. Flight path:

  13. I wonder if these 2 young pilots were performing a ferry flight to Florida for the student pilot/owner, listed as the same address as "Toys for Trucks" business in Appleton, WI? It appears that this kit plane was recently completed (owner assist program) at the Velocity factory in Sebastian FL, yet has no recent flight log data posted on FlightAware. It was only completed late last year, October based on the factory website marketing video.

    From all indications, and posts from others, it appeared this newly delivered airplane was being flown back to the factory in Florida to have some squawks/fuel leak issues addressed. I can't see where this aircraft had any more than 20 flight hours on it since new, or whether the 2 young pilots flying it were even trained in this rare twin pusher Canard type experimental aircraft before making this ill-fated final flight? So many questions, and the answers will eventually trickle out and hopefully identify the root cause(s) of this tragedy.

  14. N13VT first flew from Florida to Appleton on 15 September. Adsbexchange recorded about 45 flights of N13VT, beginning in July. It is incorrect to represent the aircraft as low time or presume the pilots untrained.

    Flight list and sample links below. Click the "K" tab in Adsbexchange to see speeds and altitudes. Click previous and next in history over at the left to change days.

    Florida flights on July 27,30,31, August 4,17,18,19,20, Sep 1,2,3,4,6,7,13,14, Then on 15 September, flew to Appleton, WI.
    Wisconsin flights on October 2,29,30, Nov 7,8,19,20,21,22,23, Dec 4,9,14,15,18,28,31, Jan 8. Back to Florida January 10 with Jan 11 and 14 short flights at the factory, then a 15 & 16 January return to Appleton where the first days flight ended at sunset. Wisconsin flights January 19,22,22,28, and the accident day's two takeoffs on February 16.

    Example Florida test flight:

    First Florida to Appleton flight:

  15. On 1/28/2021 this aircraft had an issue from Medford WI to Appleton WI where the landing gear was not extending. After a low pass into KATW where the tower as well as field vehicles could not see the gear extended - the pilot elected to land. At what seemed the last second, the gear extended and landed normally.

    1. The ADS-B track that day showed a lot of activity near the field.

  16. Is it known which pilot was actually flying (PIC) the aircraft?

    1. Seems impossible to know with any certainty, both being rated pilots and instructors. Can't even tell much by the radio transmissions - either one could make some of the radio calls for the other.

  17. As with ships being advertised as unsinkable, wariness should double when buying or flying any aircraft advertised as virtually unstallable / unspinable, and *especially* a light twin. Even the centerline-thrust models have been unable to escape that.

    1. You know that they stalled/spun it in? Interesting. Please elaborate upon how you came to this conclusion.

    2. The Reluctant Poster focused on stall/spin, but the same caution applies to the twin's single engine capability. Go read the velocity website entry for the twin and see for yourself that no specific engine out/single engine performance data is stated.

      The N13VT crash has everyone looking for verified-by-test single engine climb rates vs gross weight and engine model. N13VT had the 190 horse 370's, making it the most capable piston version listed, yet the website will only go so far as to state:

      "Our power to weight is higher than most conventional twins thus giving us a better rate of climb should an engine fail."

      What are those climb rates, with the dead engine's prop feathered and not feathered? Regardless of the accident cause, this accident highlights the importance of publishing those numbers, even if only for the IO-370 version.

    3. That isn't uncommon at all. For example, Piper and Diamond don't publish single engine performance numbers on their website either. There are too many variables, but it's a given the numbers are in the POH. Kitplanes cited 100FPM climb in their 2013 article. Furthermore, it's silly to discuss single engine numbers as we don't know if it was a single or dual engine failure, partial or complete power loss.

  18. Here's the ADS-B track of the flight. Click on the track to see the info.
    the autopilot was set to 3500' according to ADS-B. Doesn't seem like a stall/spin incident.

    1. Incorrect to claim "autopilot was set to 3500' according to ADS-B"

      That type of info is not transmitted in ADS-B data.

    2. That info IS transmitted with some of the newer "glass cockpit" systems.
      The FMS shows a selected altitude of 3488' for this flight right after takeoff.
      Here's an example of a PC-12 (519KC)showing that info on the left side under FMS and under Stuff.

      FMS sel: altitude 19008, Sel heading:129.4

      Stuff: Nav modes on: autopilot, alt hold, Lnav

      Other things are indicated if you look down the columns. GPS position, speed, squawk code, vert rate, altimeter setting (QNH) and more.

    3. Thanks, that is a good feature to learn about. Noticed while trying that out how clicking on each data point shown in the Adsbexchange track updates those "extra info" windows to that point's info. :)

    4. You are welcome. Yes, if you are watching a particular aircraft, you can actually see the the pilot input on the FMS. Sometimes I'll have Live ATC playing listening to ATC instructions to the pilot,(climb to, descend to, fly heading, etc.), and actually see the pilot changing the input on the FMS. As the aircraft nears the final approach fix it will switch to approach mode, and fly the approach to the MDA/missed approach point.
      Really pretty cool to see. Many more features if you click around.
      Technology has really advanced faster than most people can keep up.

  19. You left out the link for the accident flight. Click on the "K" tab to see speed and altitude labels at the link below.

    Doesn't seem to be a spin, but the bobbing canard resistance to stalling ends when you run out of height above ground.

    1. Yes I did, Sorry. Thanks for posting it.

  20. key witness word is 'silence' ...
    “All of sudden, it just kind of appeared," he said. “It was kind of climbing. It sounded like it was doing real good, and it banked and it sounded good.

    “And then I just heard silence.”

    The plane had disappeared below the tree line. Then, “I heard a crunch,” he said."

    1. The low speed flight video of N13VT linked below shows a nose high attitude, might be why it looked like "it was kind of climbing".

    2. He heard the acft, then silence.
      you are likely correct, seen from a north location, looking south Pawluk, 64, saw just for a moment nose high attitude N13VT at a "Speed: 79 kt Altitude: ▼ 1,125 ft Vert. Rate: -384 ft/min Track: 350.5° Pos.: 42.593°, -89.021°"

      “All of sudden, it just kind of appeared," he said. “It was kind of climbing. It sounded like it was doing real good, and it banked and it sounded good.

      “And then I just heard silence.”

      The plane had disappeared below the tree line. Then, “I heard a crunch,” he said.

  21. Any comments from the owner of this newly built experimental aircraft yet? It appears that it was registered to the same address as the business, "Toys for Trucks". I'm sure we will eventually read about the root cause(s), once a thorough NTSB investigation is completed.

  22. thru witness sighting site to crash site (approx 1 1/2 mi) reflects a continueing coordianted right departure from Rwy 14.
    The acft is inverted indicating a stall!

    1. Inverted when it came to a stop is not unusual when an airplane has a forced landing. The gear will catch and "trip" the plane on it's back. Airplanes that stall usually hit in a severe nose down attitude with a lot of crushing from the front towards the back. NTSB will likely be able to tell us more when they have determined something.

    2. The flight data on tracker indicates the plane was in a controlled, stable descent or glide until it hit the trees. It was not inverted, but probably flipped once it hit the trees (which took the wings off) and landed inverted in the water. It appears the pilots did everything right to attempt a stable off field landing but had no open fields in front of them. It appears they did what you are supposed to do--fly the plane ithrough the crash--which in this case was the trees. Velocities are very strong and well built and many have survived off field landings in the past.

    3. ADS-B track shows departure on RWY 32, left turning climb, came back around from the south attempting to return. The witness's observation location is described as "in a driveway near the intersection of Driftwood Drive and Happy Hollow Road", but that is north of the flight path and crash site.

      Maybe the reporter got the witness location description wrong. The plane definitely did not overfly the intersection of Driftwood Drive and Happy Hollow Road during the crash sequence.

    4. gretnbear.. What are you talking about? The aircraft took of from Rwy 32, then made a left turn to the south, climbed to about 2600' then started a slow shallow descending left turn back toward the airport. They just didn't have enough altitude for the distance needed to reach the airport.

    5. the id witness Richard Pawluk lives at 825 W Happy Hollow Rd, SSE from rwy 32. The crash site is approx 1/2 mi S from his home, & 1 1/4 mi SSE from rwy 32s threshold ... Left departure from 32 to 2600,' declares an issue, initiates a continued coordinated left turn for an apparentedly 32 return, yet gravity defeats their attempt by 1 1/4 mi. Again I stand corrected on prior comment.

    6. Don't sweat it, GB. Easy to misinterpret the path if you relied on the news story's witness writeup. ADS-B shows that it is not possible for N13VT to have overflown a driveway near the intersection of Driftwood Drive and Happy Hollow Road.

      There was also no overflight of Sunny/Baxter/Baxterwood lanes, either, since the crash was south of all of those streets. :-)

    7. I realize it's a total armchair QB but the flight data shows they directly overflew HWY 51 towards the end of the descent. Always wonder what if... :/

    8. They may have considered Hwy 51 while over it, but Velocity web page shows a VTwin landing speed of 85 knots (98 MPH), which can be difficult to fit into non-interstate speed road traffic at 9:15 AM on a Tuesday morning. Heading to Florida with a fuel load, breaching the wings colliding with vehicles is undesirable.

      They would have been coming down somewhere around Blackhawk Technical College. The road there is straight, 4 lanes with a center turn lane. No road crossing power lines from the college until nearer the turn up ahead.

      Here is street view at the college entrance, looking North if you want to roll along and look (paving work is old because old photo):


  23. 42.72 °N, 88.98 °W
    Feb 16, 2021
    8:45 AM 7 F 0 F 72 % NNW 10 mph 0 mph 29.23 in 0.0 in Mostly Cloudy
    9:45 AM 10 F 1 F 67 % NNW 13 mph 0 mph 29.23 in 0.0 in Mostly Cloudy

  24. Where exactly did the pilot radio that they had engine problems? Lat/long per ADSB track needed.

    Note: V-twins do not roll over at Vmc. The airplane performs effectively like a single except for the surprising amount of adverse yaw due to offset of thrust center line.

    1. JVL does not have a Live ATC feed, I am not sure if communications are recorded in the tower or not. The track shows the speed drop, presumably they communicated their problem to the tower shortly after the issue began.

      It doesn't appear that there was a VMC roll, aircraft capable or not. The sheriff indicated that the wings were torn off by trees, in that case there's no roll control so the aircraft rolled on its own after losing all or part of the wings... or flipped upon hitting the water with the gear down.

  25. Vertical rate of climb went from +1400 fpm to -128 fpm at 42.604°, -89.082°, time 15:13:39. Unknown whether they pulled back throttle or power dropped on its own.

    No Liveatc recording there, timing of radio call may not be able to be determined.

    1. continueing ....
      UTC: 15:13:39 Z Speed: 141 kt Altitude: 2,650 ft Vert. Rate: -128 ft/min Track: 189.4° Pos.: 42.604°, -89.082°
      UTC: 15:13:55 Z Speed: 146 kt Altitude: ▲ 2,675 ft Vert. Rate: 256 ft/min Track: 187.9° Pos.: 42.593°, -89.084°
      UTC: 15:14:13 Z Speed: 142 kt Altitude: 2,600 ft Vert. Rate: -192 ft/min Track: 178.4° Pos.: 42.581°, -89.085°
      UTC: 15:14:15 Z Speed: 140 kt Altitude: ▼ 2,525 ft Vert. Rate: -1088 ft/min Track: 177.1° Pos.:
      42.580°, -89.085°
      a continued return to 32 until
      UTC: 15:17:14 Z Speed: 90 kt Altitude: ▼ 975 ft Vert. Rate: -1088 ft/min Track: 309.6° Pos.:
      42.596°, -89.024°

  26. Didn't hear of a fuel leak problem, but I did hear they were planning on flying it down to Sebastian with the gear extended. I'm not sure if the airplane would climb dirty. I'm sure some of the links in this chain included new pilots to the aircraft, not wanting to ding someone else's new airplane, gear not able to retract.

    1. Flying gear down for a factory visit fits with the flight record seen in ADS-B - no flights between the 28 January gear trouble day and the February 16 accident day.

  27. NTSB preliminary is out:

    1. The link is in CAROL but it doesn't seem to be working yet.

  28. Pilots saw a problem by the time they completed the initial turn south right after takeoff. (Based on one minute sixteen seconds elapsed time from takeoff clearance to trouble call per the NTSB preliminary report).

    Trouble call would have been at the 15:13:08 data point or sooner (Using sixteen seconds for acceleration from takeoff clearance to first ADS-B data point at 15:12:08).

    1. Where are you reading the preliminary? CAROL shows it but clicking the PDF is a dead link at this time.

    2. They must have pulled the file back. Can't open it now but still have the pdf open from using the link that first time. Made the post about the trouble call timing based on that first version.

      Notable info that is unlikely to change if editing:
      Ferry permit flight to Florida (gear down requirement).
      100LL fuel purchase at KJVL, per signed receipt.
      ATC in tower saw turn/banking/nose go low, into trees.
      Witness .5 mile N heard engine "loud roar" saw nose low.
      Circling back "to work through some engine issues".
      Wreckage/engine analysis pending.

    3. Got it. Completely gone now, probably back after edit I assume

    4. One more notable:
      Coordinates of the crash site: 42.595377,-89.030245
      (Left turning track ended close to the river)

      Pinned map of crash coordinates location:

    5. Takedown of Thursday morning's NTSB preliminary report may have been to add findings from wreckage/engine analysis. The report that showed up briefly in CAROL stated "Detailed wreckage and engine examinations are pending".

  29. Runway 4/22
    Dimensions: 6701 x 150 ft. / 2042 x 46 m
    Runway 18/36
    Dimensions: 5004 x 75 ft. / 1525 x 23 m

    ..." it’s critical that you make the turn aggressively. That doesn’t mean dangerously—you’re low to the ground and at slow speed, so you want to be very careful of an accelerated stall—but if you only bank 10 degrees you’ll never make it back. In the Pilatus, at least a 30-degree bank seems to be about right, but that feels like a lot when you’re low to the ground. Don’t let the airplane overbank and don’t pull back to tighten the turn.
    Finally, wind matters. This is obvious from a physics standpoint, but it’s often overlooked in the real world. Taking off in calm winds might mean your turnback leaves you far away from the runway, while a 20-knot headwind can leave you right on top of the airport when you roll back out. In some practice scenarios with strong headwinds on takeoff, the biggest issue is getting stopped on the runway after turning back. The headwind keeps you close to the airport as you climb, but then pushes you when you descend. To avoid running off the far end of the runway, full flaps and even a slip may be required." @

    1. Landing with a tailwind increases the energy your body is carrying relative to the earth while at the same instant the aircraft has insufficient energy to remain airborne in the moving air. Airspeed declines and the airfoil stalls while the kinetic energy remains relatively elevated. This equation reverses landing into the wind. Airspeed relative to the airfoil increases flying into the wind while the aircraft and occupants’ energy decreases because that energy is used keeping you airborne. This happens while your energy relative to the ground decreases. You have dissipated your energy in the air instead of when contacting the ground. This is the energy survival equation. They had many fields to choose for an into the wind landing but tried to return to the field. Too slow in the air to fly and to fast to survive the impact. Nice looking young people. FAA is trying to teach this but many don’t understand this energy equation.

  30. They had good speed and level flight going south before the descending turn to the east. That was a full minute after the request for return over engine issues was made at the first turn. Turn back east would have been sooner if power reduction was as big initially as it became later.

    Turning away from the track leading to the airport as they passed Blackhawk Technical College looks like a late decision to make for the farm field visible west of Rock river.

    Might have made it to that farm field with the gear up. Extended gear on the ferry permit created a drag penalty against reaching the farm field while snow accumulation there created additional pitch poling hazard for landing with gear deployed.

  31. Preliminary report is back in CAROL, no apparent edits from 1st posting:

    1. 'According to archived air traffic control (ATC) recordings, about one minute and sixteen seconds after the takeoff clearance was issued, and after the airplane had departed, one of the pilots stated that they would like to circle back and land runway 32 and “work through some engine issues.” ATC acknowledged the request, asked the pilot to report turning onto final for runway 32 and asked if any assistance was required. The pilot replied “no sir, we should be fine.” No further radio communications were received from the accident airplane.'
      'The air traffic controller on duty saw the airplane south of the airport just prior to impact. He stated that when the airplane was just beyond the trees, he saw it begin to circle left. About 1⁄2 way through the circle, the bank angle increased and the nose of the airplane “was almost pointed down toward the ground.”
      A witness who was outside of his house about 1⁄2 mile north of the accident location stated that he heard the airplane and described the sound of the engine as a “loud roar.” When he looked up, he observed the airplane about 150 – 200ft above the trees at an estimated 80° nose down pitch attitude. He said that after the airplane went behind the trees, the engine noise ceased.'

    2. Sad to lose two young pilots. What I don’t understand is why fly the aircraft all the way back to the factory to repair the landing gear. Wasn’t it possible to make landing gear repairs at home FBO. It appears that the landing gear created additional drag which may have added to stalling of the aircraft. It appears also possible engine defect Was reason to return to the airport. This accident was avoidable. Very sad.

    3. Going back for a big modification, perhaps. N13VT is shown in a factory video asking: "Thoughts on a fixed gear VTwin?"

      The unnerving Jan 28 gear extension trouble in Wisconsin may have motivated the owner to volunteer the bird as a pathfinder for developing a fixed gear version of the VTwin.

    4. The owner was not directly the builder nor were the pilots (apparently aware) of gear speeds. A fixed gear twin is not a bad idea but there is more here than should be tied to an experimental airplane.

      I do think the initial evaluation should be on misfueling -- and were the pilot(s) present at that event? Fuel contamination is one thing, not being present at the aircraft refueling is another.

      And if the fueling checks out as OK (no issue), then the emphasis should be on the apparent non-compliance with aircraft gear speeds.

    5. Look beyond misfueling for a moment and consider the effect from fuel flow restriction in the single line sump tank pickup arrangement before the feed splits off to two engines at the electric boost pump.

      A VTwin builders log photo shows the fuel system single connection at the sump tank. Fuel goes through an in line cartridge filter to a single boost pump that feeds both engines. Restriction in the single line arrangement would starve both engines. Does N13VT have the same single line arrangement?

      Example builders log photo of a VTwin fuel system (2019):

    6. "apparent non-compliance with gear speeeds"

      You're ASSuming quite a bit with that comment.

    7. No I am not assuming anything -- I am looking at the ADS-B track and assuming that the gear doors were still on.

  32. Perhaps someone could clarify this for me. In the above comments it was stated that there is a 5 gallon header tank in this airplane. If this were so, and jet fuel was put in the main tanks, it would seem to me that the header tank would start with 5 gallons of av gas when the engines were fired up. As fuel was drawn out of this tank, jet fuel would be introduced and would mix with the av gas, with the ratio of jet fuel to av gas increasing over time. As the plane took off, engine performance would slowly degrade until at some point the av gas/jet fuel mixture would reach a critical point where the engines would no longer run. Obviously we do not know at this point if mis-fueling occurred, but a mis-fueling error with this airplanne would seem to me to be an insidious event because the engines would both loose power slowly and eventually quit with no apparent reason. A pilot could be reasonably lulled into thinking that they would have time to fly the airplane back to the departure airport, not realizing how critical an emergency it was. Is my line of thinking reasonable? In hindsight it might be easy to say "the insurance company now owns this plane - retract the gear and belly it in to the long snow-covered field below me" -- BUT it would be very hard to make that choice in the moment while still with some engine power output...

    1. Nothing in the preliminary indicates that the airplane was misfueled, there's a signed receipt for 100LL. If that's incorrect for some reason and Jet-A was added, the wreckage and engine examination will find that.

    2. Breached fuel tank odor identification mentioned in the preliminary report is signalling that NTSB is on alert for misfueling with jet-a, in spite of the signed receipt showing 100LL.

      If the 54 gallons of fuel loaded at KJVL was kerosene, the smell contribution would be readily apparent, but the report states:
      "Both fuel tanks were breached and a strong odor, consistent with 100LL aviation fuel, was present at the accident site."

      Examination of trapped residual fuel in lines, boost pump inlet filter, boost pump and engine mechanical pumps will determine fuel composition beyond any doubt. That verification is routine while checking for water, rust, microballoons, fibers, flox, tape, and other contamination.

      Yes, your thinking is reasonable & the answer was already there for you in comments made on 18 February:

      The 5-gallon header tank described in the 2013 kitplane article would probably delay the effect from a jet-a mis-fuel of the wing tanks until shortly after takeoff. NTSB will be able to easily determine whether a mis-fuel occurred in this case.

  33. And now we see why it takes the NTSB at least a year to complete their investigation.

  34. So sad. Apparently tried to stretch the glide to save the aircraft or got into an asymmetric thrust while too low and slow. Observations indicated a nose-down spin in, which is difficult to do in that aircraft. If they lost both engines, then there were farm fields all around the crash site. First maxim of engines lost: stabilize the maximum glide then find a place to put it down within the glide distance. To hell with trying to save the airplane. It just becomes your coffin.

  35. Always be ready for the unexpected for both takeoff and landing, normally the most risky part of the flight. Normally, speed is life. Aviate, aviate, aviate, navigate, communicate. Fly the pig FIRST. Years ago, I was one of five skydivers in a C182. Right after lift off, the prop hub suffered an internal failure with one blade going to full pitch / feather. Pilot immediately pulled power, pulled the mixture to OFF (who woulda thunk that?), landed straight ahead, pulled the flap handle to FULL, and we went bouncing and banging through the turf and cleared a small ditch before stopping. I also was a jump pilot for this same plane, I was at the time nearing the completion of Navy flight training, and I dare say I likely would not have done better. FLY THE PIG FIRST. The comment that the plane will become your coffin is well stated.