Wednesday, May 19, 2021

Flight Control System Malfunction/Failure: Cessna 525A CitationJet CJ2+, N525EG; fatal accident occurred November 30, 2018 in Memphis, Clark County, Indiana

November 3, 2021
For Immediate release

Tamarack Aerospace Group Strongly Disputes Findings of Probable Cause by the National Transportation Safety Board Concerning the 2018 Citation Jet Accident which Killed Three People Near Memphis, Indiana

(Sandpoint, Idaho) - Tamarack cites facts and evidence showing that Tamarack’s Active Winglets, installed on the CitationJet involved in the November 30, 2018, fatal accident, were fully operational and did not cause or contribute to the accident. We disagree with the National Transportation Safety Board’s (NTSB’s) Final Report today that concludes Active Winglets installed on the aircraft N525EG were the probable cause of the accident, alleging there was, “asymmetric deployment of the leftwing load alleviation system for undetermined reasons.”  The forensic evidence collected in the investigation indicates that the load alleviation system was indeed operational, and deployed symmetrically, upon impact. There are inconsistencies within the report that do not support the conclusion published by the NTSB. 

Of particular note, the NTSB Final Report acknowledges that the aircraft was rolling at 5 degrees per second when the autopilot automatically disconnected at 30 degrees of bank, not at 45 degrees as would be the case for an excessive bank condition caused by an uncommanded roll. The investigation fails to explain or address the fact that the autopilot disconnected for other reasons. 

Tamarack has fully cooperated with the NTSB during the investigation. The NTSB published a revised Factual Report on October 5, 2021, and just one month later published the Final Report, without taking into consideration facts that indicate other causes could have caused the accident, as the Active Winglet modification was fully operating. Tamarack addressed this in a recent submission, that was ignored by the NTSB. The submission can be read here:‍

The NTSB Final Report also includes information that the pilot was able to attempt some corrective action late in the flight at very high speeds, but fails to address that an Active Winglet failure would have been easier to recover at slower speeds. These inconsistencies and missing factual elements could be material clues for understanding what caused or contributed to the accident, which could ultimately help the industry prevent other similar accidents. 

Tamarack extends its deepest condolences to the families and friends of those who died in the 2018 tragic accident. That said, we believe all parties and aviation as a whole are interested in considering all the facts of the accident, resulting in an accurate probable cause finding by the NTSB that will lead to preventing future accidents involving aircraft. Tamarack intends to request the NTSB reconsider its finding, as per its own procedures. Tamarack will provide a more detailed response after further consideration of the NTSB’s recent announcement. 

Details about ActiveWinglet modification safety and aviation expert testimonials can be found on the Tamarack Website

Please direct questions to:

Scott Sobel

**This report was modified on October 6, 2021. Please see the public docket for this investigation to view the original factual report.**

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Indianapolis, Indiana
Textron Aviation; Wichita, Kansas
Williams International; Pontiac, Michigan
Tamarack Aerospace Group; Sandpoint, Idaho
Rockwell Collins; Cedar Rapids, Iowa
Lee Air; Wichita, Kansas

Investigation Docket - National Transportation Safety Board:

Location: Memphis, Indiana 
Accident Number: CEN19FA036
Date & Time: November 30, 2018, 10:28 Local
Registration: N525EG
Aircraft: Cessna 525 
Aircraft Damage: Destroyed
Defining Event: Flight control sys malf/fail
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General aviation - Business

On November 30, 2018, about 1028 central standard time, a Cessna 525A (Citation) airplane, N525EG, was destroyed when it was involved in an accident near Memphis, Indiana. The pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight.

The cross-country flight originated from Clark Regional Airport (JVY), Jeffersonville, Indiana, and was en route to Chicago Midway International Airport (MDW), Chicago, Illinois. The airplane was equipped with automatic dependent surveillance–broadcast (ADS-B), which recorded latitude and longitude from GPS, pressure and geometric altitude, and selected altitude and heading. The airplane was also equipped with a cockpit voice recorder (CVR), which recorded the accident flight and annunciations from the enhanced ground proximity warning system (EGPWS). It was not equipped with a flight data recorder (FDR) nor was it required to be.

Review of the CVR transcript showed that the pilot operated as a single pilot but verbalized his actions as he configured the airplane before departure. He referenced items from the Before Taxi checklist and included in his crew briefing that in the event of a problem after takeoff decision speed, he would handle it as an in-flight emergency and “fly the airplane, address the problem, get the autopilot on, talk on the radios, divert over to Stanford.” The air traffic controller provided initial clearance for the pilot to fly direct to the STREP intersection and to climb and maintain 3,000 ft mean sea level. Before the departure from JVY, the pilot announced on the common traffic advisory frequency that he was departing runway 36 and verbalized in the cockpit “this is three six” before he advanced the throttles.

The flight departed JVY about 1024:36 into instrument meteorological conditions. The CVR recorded the pilot state that he set power to maximum cruise thrust, switched the engine sync on, and turned on the yaw dampers. The pilot also verbalized his interaction with the autopilot, including navigation mode, direct STREP, and vertical speed climb up to 3,000 ft. According to the National Transportation Safety Board’s (NTSB) airplane performance study, the airplane climbed to about 1,400 ft msl before it turned left onto a course of 330° and continued to climb. The CVR recorded the pilot state he was turning on the autopilot at 1025:22.

At 1025:39, the pilot was cleared up to 10,000 ft and asked to “ident,” and the airplane was subsequently identified on radar. The pilot verbalized setting the autopilot for 10,000 ft and read items on the After Takeoff/Climb checklist. The performance study indicated that the airplane passed 3,000 ft about 1026, with an airspeed between 230 and 240 kts, and continued to climb steadily.

At 1026:29, while the pilot was conducting the checklist, the controller instructed him to contact the Indianapolis Air Route Traffic Control Center; the pilot acknowledged. At 1026:38, the pilot resumed the checklist and stated, “uhhh lets seeee. Pressurization pressurizing anti ice de-ice systems are not required at this time.” The performance study indicated that, at 1026:45, the airplane began to bank to the left at a rate of about 5° per second and that after the onset of the roll, the airplane maintained airspeed while it continued to climb for 12 seconds, consistent with engine power not being reduced in response to the roll onset.

At 1026:48, the CVR recorded the airplane’s autopilot disconnect annunciation, “autopilot.” The performance study indicated that about this time, the airplane was in about a 30° left bank. About 1 second later, the pilot stated, “whooooaaaaah.” Over the next 8 seconds, the airplane’s EGPWS annunciated six “bank angle” alerts. At 1026:57, the airplane reached its maximum altitude of about 6,100 ft msl and then began to descend rapidly, in excess of 11,000 ft per minute. At 1026:58, the bank angle was about 70° left wing down, and by
1027:05, the airplane was near 90° left wing down.

At 1027:04, the CVR recorded a sound similar to an overspeed warning alert, which continued to the end of the flight. The performance study indicated that about the time of the overspeed warning, the airplane passed about 250 kts calibrated airspeed at an altitude of about 5,600 ft. After the overspeed warning, the pilot shouted three expletives, and the bank angle alert sounded two more times. According to the performance study, at 1027:18, the final ADS-B data point, the airplane was about 1,000 ft msl, with the airspeed about 380 kts and in a 53° left bank. At 1027:11, the CVR recorded the pilot shouting a radio transmission, “mayday mayday mayday citation five two five echo golf is in an emergency descent unable to gain control of the aircraft.” At 1027:16, the CVR recorded the EGPWS annunciating “terrain terrain.” The sound of impact was recorded about 1027:20. The total time from the beginning of the left roll until ground impact was about 35 seconds.

The accident site was located about 8.5 miles northwest of JVY.

Pilot Information

Certificate: Airline transport; Flight instructor
Age: 32, Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): Non
e Restraint Used: Unknown
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 1 Without waivers/limitations
Last FAA Medical Exam: March 15, 2018
Occupational Pilot: Yes 
Last Flight Review or Equivalent:
Flight Time: 3500 hours (Total, all aircraft)

The pilot received his single-pilot Cessna 525 type rating to his airline transport pilot certificate on February 28, 2018, after completing training at Simuflite and prior to the installation of the Tamarack Aerospace Group Active Technology Load Alleviation System (ATLAS) on the accident airplane. On his application to add the Cessna 525 type rating, the pilot reported 3,291 total hours of flight experience and 453 hours of instrument experience. On previous applications filed on February 14, 2017, and on August 29, 2016, the pilot reported the same hours. On his application for a Federal Aviation Administration (FAA) medical certificate dated March 15, 2018, the pilot reported 3,500 total hours. Logbooks for the pilot were not located, and no online logbook was discovered during the investigation. The pilot’s total hours and experience could not be verified.

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N525EG
Model/Series: 525 A 
Aircraft Category: Airplane
Year of Manufacture: 2009 
Amateur Built:
Airworthiness Certificate: Normal 
Serial Number: 525A0449
Landing Gear Type: Retractable - Tricycle
Seats: 10
Date/Type of Last Inspection: Certified 
Max Gross Wt.: 12500 lbs
Time Since Last Inspection: 
Engines: 2 Turbo fan
Airframe Total Time: 3306.5 Hrs at time of accident
Engine Manufacturer: Williams International
ELT: C126 installed, not activated 
Engine Model/Series: FJ44-3A-24
Registered Owner: 
Rated Power: 2490 Lbs thrust
Operating Certificate(s) Held: None


The airplane was equipped with an autopilot system. The pilot can disengage the autopilot, and the autopilot can also disengage during abnormal situations. Abnormal disconnects can occur if the stick shaker activates, there is a yaw damper or internal autopilot failure (such as an excessive autopilot roll rate of 10°/second into a bank), there is an attitude heading reference system failure or miscompare, there is a loss of power to the normal (main) DC buses, or excessive attitudes are reached (25° nose up, 15° nose down, or 45° left or right wing down).


The airplane was equipped with a Honeywell Mark VIII EGPWS that interfaced with various airplane systems and provided six modes of alerts for the flight crew, including advisory callouts through the cockpit audio system for “bank angle” to alert the pilot to excessive bank angles. According to the Citation Aircraft Flight Manual, the aural advisory for bank angle above 2,450 ft above ground level occurs at 55°.

Aircraft Recording System

The airplane was equipped with an aircraft recording system (AReS), which recorded aircraft system maintenance data to help with maintenance troubleshooting procedures. Data were stored on a compact flash card installed in the AReS recording unit. The unit was not required to be installed, nor was it certified to FDR regulatory standards for crashworthy data storage or required parameters.

Active Technology Load Alleviation System

Tamarack Aerospace Group designed and manufactured the ATLAS and used Cranfield Aerospace Solutions Ltd. (CAeS) to provide support for a European Union Aviation Safety Agency (EASA) supplemental type certificate (STC). On December 22, 2015, EASA approved STC 10056170, and on December 27, 2016, the FAA issued STC SA03842NY after validation of the EASA STC.

Tamarack modified the original airplane design by removing the wing tip assemblies and adding winglets and wing extensions that contain active aerodynamic surfaces. The system was designed to provide increased aerodynamic efficiency without adverse structural effects due to the winglet installation. ATLAS operates independently of all other airplane systems. The main components of ATLAS consist of two wing extensions and two winglets with an ATLAS control unit (ACU), two Tamarack active camber surfaces (TACS), two TACS control units (TCUs), an annunciator line replaceable unit (LRU), and an ATLAS INOP button.

The TACS are active aerodynamic control surfaces mounted on the wingtip extensions that either hold their position in trail with the wing or deploy symmetrically to alleviate structural loads. The TACS attach to the wing-tip extensions through two hinges and connect to the TCUs via pushrods, a bellcrank, and a walking beam. The ACU, which was mounted to the fuselage near the airplane’s center of gravity, is an analog device with no software or nonvolatile memory, , contains two accelerometers to measure acceleration along the vertical axis, and provides commands to the TCUs to actuate the TACS symmetrically as required based on varying loading conditions.

The TCU communicates with the ACU for fault monitoring and system operation. In the event of a fault being detected, the ACU signals the TCU to depower the motor. The TCUs contain electronic limits to actuator travel (soft stops) and hardware limits (hard/mechanical stops). (These hard stops are internal to the TCU; additional hard stops are located within the bellcrank.) When power is not applied to the TCUs, the TACS are free to move with an applied force of 10 lbs or less. The ATLAS installation allows the TACS to travel 21° ±1° trailing edge up and 10° ±1° trailing edge down to mechanical stops located in the bellcrank assembly. The nominal operational travel is 20° trailing edge up and 9° trailing edge down using the electronic stops within the TCU. During normal operations, due to the electronic limits, the bellcrank should not contact the hard stops. The bellcrank contains a TCU return spring and two hard stops, one in the trailing-edge-up direction and one in the trailing-edge-down direction.

The annunciator LRU contains relays to trigger the annunciation of the ATLAS INOP button, which was installed on the main instrument panel, in the event of a system fault signal or loss of power from the ACU. The ATLAS INOP button, illuminates in the event of a fault condition and provides the flight crew with a primary means of resetting the system during a faulted condition. The illumination of the ATLAS INOP button would not result in an aural annunciation.

Logic within the system depowers the TCUs if an asymmetric deployment of the TACS is sensed. In this situation, the TACS would be able to free float and could aerodynamically move to their full deflection hard stop. Centering strips introduced several months after the accident in a service bulletin (SB) would use aerodynamic forces to move the TACS to a streamlined position (see Additional Information section).

On May 27, 2018, the accident airplane was modified via STC SA03842NY to install the ATLAS. None of the installed components for the ATLAS were capable of recording a fault history, nor were they required to do so. 


The left TCU, manufactured on December 18, 2017, and the right TCU, manufactured on November 14, 2017, were initially installed on the airplane on May 27, 2018. Both TCUs had been returned to the manufacturer per SB CAS/SB1467, which corrected the potential for a metal fastener inside the TCU to become loose and detach and were reinstalled on the airplane on July 13, 2018.

The last maintenance performed on the airplane occurred on November 20, 2018; at that time, the airplane had a total of 3,296.7 flight hours. At the time of the accident, the ATLAS had accrued about 250 flight hours and about 193 flight hours since SB CAS/1467 was accomplished. There were no reported discrepancies concerning the flight controls, autopilot, or ATLAS before the accident.

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument (IMC)
Condition of Light: Day
Observation Facility, Elevation: KLOU,540 ft msl 
Distance from Accident Site: 16 Nautical Miles
Observation Time: 15:53 Local
Direction from Accident Site: 155°
Lowest Cloud Condition: 
Visibility: 9 miles
Lowest Ceiling: Overcast / 800 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 4 knots / 
Turbulence Type Forecast/Actual: None / Clear air
Wind Direction: 50° 
Turbulence Severity Forecast/Actual: N/A / Moderate
Altimeter Setting: 30 inches Hg 
Temperature/Dew Point: 12°C / 8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Jeffersonville, IN (JVY)
Type of Flight Plan Filed: IFR
Destination: Chicago, IL (MDW)
Type of Clearance: IFR
Departure Time: 10:25 Local 
Type of Airspace:

A review of weather information for the accident flight revealed instrument flight rules conditions in the vicinity of the accident site. Sounding data revealed that conditions were conducive for light turbulence from the surface to about 2,500 ft, where the intensity increased to moderate through about 7,000 ft. Cloud coverage was present between about 1,200 ft to 10,000 ft msl.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Fatal 
Aircraft Fire: On-ground
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 38.475276,-85.811111(est)

The debris field measured about 400 yards on an easterly heading through a wooded area. The first impact point consisted of treetops. The airplane was found fragmented in numerous pieces with the right engine being the farthest piece of wreckage. All major airplane components were accounted for at the accident site. There was evidence of a postimpact fire.

A layout reconstruction of the primary flight controls was conducted on scene. All flight control cables were broken in multiple locations, and all breaks displayed broomstrawing at the fracture points. No preimpact anomalies were noted with the flight controls.

Both engines’ full authority digital engine control units, which do not record continuous engine data, were recovered from the accident site and sent to the manufacturer for download. Data extracted from both units revealed that neither recorded any faults on the day of the accident. Each unit recorded a single data point at takeoff for the accident flight; no anomalies were recorded during the takeoff.

A portion of the EGPWS outer case was found along the wreckage path, but its internal components were not located. The AReS unit was also found along the wreckage path. The outer case of the unit was compromised, and the outer case of the compact flash card was breeched. Further examination revealed that the memory chip had separated from the compact flash card circuit board and was not located.

ATLAS Components

The ACU was found detached from its mounting location in the wing root fairing. The unit case showed signs of crush damage consistent with impact. The ACU cover screws were not present, and removal of the cover revealed multiple loose electrical components in the unit and missing components from the main circuit card. Damage to the ACU precluded any functional testing.

The ATLAS INOP button and annunciator LRU were not located in the wreckage.

Left TACS and TCU

Portions of the left TACS were located in the recovered wreckage. The recovered control linkages exhibited failures consistent with overload. A visual examination showed a witness mark on the bellcrank, which was consistent with contact with the trailing-edge-up mechanical stop. Additional damage consistent with overdeflection in the trailing-edge-up direction was noted to the inboard hinge fitting.

The left TCU was still attached to its wing-mounted location. Due to impact forces, an outline consistent with the TCU was impressed into the wing access panel. The unit’s case did not exhibit any signs of deformation, and the top and bottom covers were secured to the unit. A computed tomography (CT) scan found five screw heads loose within the unit. The screws were part of the linear variable differential transformer and motor cover assemblies, and the screw head damage was consistent with shearing due to the deformation of the actuator housing. In addition, the CT scan found 6 pins bent near the end of the 40-pin connector in the unit. The six bent pins corresponded with the following:

• 29 – Ground
• 31 – Ground
• 33 – Servo Enable
• 35 – Servo Command
• 37 – Servo Fault
• 39 – Position Output

Of the six bent pins, electrical continuity testing showed open connections between 33 – Servo Enable and the board and 35 – Servo Command and the board. As of August 10, 2021, the manufacturer had inspected 30% of the in-service TCUs and had not found any bent pins like those found in the accident unit.

The ram tube was bent and could not be removed using normal disassembly procedures without applying excessive force. There were visible markings on the retract hard stop consistent with acceptance testing, but no marks were visible that were consistent with a highforce impact. Examination of the extend hard stop found witness marks consistent with a highenergy impact.

A set of witness marks was found on the upper ram guide housing, consistent with contact from the ball screw nut that positions the TACS, in an area consistent with an intermediate extension position (left TACS trailing edge up). Another set of witness marks corresponded with a full extension position of the actuator. Additional marks were observed on the bottom ram guide housing, which would not normally be in contact with the ball nut. Due to damage, functional testing could not be performed.

Right TACS and TCU

Portions of the right TACS were located in the recovered wreckage. The recovered control linkages exhibited failures consistent with overload. A visual examination of the trailing-edgedown mechanical stop revealed that the bolt/stop was deformed, and the nut and cotter pin were not located. The damage to the bolt was consistent with shear loading at the lower attachment fitting. Additional damage consistent with overdeflection in the trailing-edge-down direction was noted to the inboard hinge fitting.

The right TCU was found in the wreckage path, detached from its wing-mounted location. Its case was deformed and twisted, and the upper-case cover was found partially separated from the unit, consistent with impact damage. Internal components were found damaged. The ram tube assembly was fractured at the ball screw, and the remaining portion of the ram tube, internal to the actuator assembly, was bent. There were no discernable marks on the retract hard stop indicative of a high-force impact.

Witness marks were found on the upper ram guide housing consistent with contact from the ball screw nut. The location of the witness marks corresponded to a position of approximate midtravel of the actuator (an intermediate extension position). An additional mark was observed on the bottom ram guide housing, which would not normally be in contact with the ball nut. There were no discernable markings on the extend hard stop plate. Due to damage, functional testing could not be performed.

Additional Information

Citation CJ2+ Operating Manual Unusual Attitude Recoveries

The Citation CJ2+ Operating Manual states that “unusual attitudes do not have to be severe to be unusual; they are simply not what you expected.” The recovery is to “recognize the attitude by looking at all three attitude indicators.” Reference airspeed, altitude, and heading changes and use the best instrument available to control the recovery. Return to wings-level flight before chasing command bars. For a “Nose High” recovery, the manual states “if needed, add power to preserve airspeed. Do not push the nose down. Relax any back pressure you may be applying. Consider using some bank to help lower the nose.”

ATLAS Emergency Procedures

According to an ATLAS supplement to the Cessna 525A flight manual, section V, ATLAS

inoperative (ATLAS INOP button light on), in-flight procedures have the following warnings:

The first 5 steps of the Emergency Procedures are as follows:

1. Throttles - IDLE
2. Speed Brakes - EXTEND
4. Maintain lateral control
5. Airspeed - REDUCE TO 161 KIAS [kts indicated airspeed] OR LESS

Of note, the ATLAS INOP procedures differ with regard to power settings. On the CVR, the pilot did not mention the ATLAS INOP light, and due to impact damage, the light was not available for testing to determine whether the ATLAS INOP light illuminated.

Service Bulletins and Airworthiness Directives Related to ATLAS 

On April 25, 2018, CAeS/Tamarack issued SB CAS/SB1467, which required the removal and rework of the TCUs. The rework required an existing screw and split lockwasher to be removed and a new screw, split lockwasher, and flat washer to be installed. As previously noted, this SB was accomplished on the accident airplane’s TCUs.

On March 1, 2019, CAeS/Tamarack issued SB CAS/SB1475, applicable to all TACS units, in response to “three uncommanded roll events related to Tamarack ATLAS failures.” The SB stated the following:

The aerodynamic over balance of the Tamarack Active Camber Surface (TACS) is a primary contribution in all three [events] since the TACS will stay deployed if power is removed from the TACS CONTROL UNIT (TCU) while the TACS are deployed; or in unique aerodynamic conditions the TACS will aerodynamically deploy if the TCU is unpowered.

According to Tamarack’s website (, accessed Dec. 21, 2020), CAS/SB1475:

consists of centering strips attached to the upper and lower trailing edge of the … TACS. In the unlikely event of a system fault, the centering strips aerodynamically force the TACS back to their faired position, reducing the impact of the fault.

The SB was released after this accident occurred; thus, the accident airplane was not equipped with these centering strips.

On April 19, 2019, as an interim action, EASA issued Emergency Airworthiness Directive (EAD) 2019-0086-E due to reported occurrences of the ATLAS system experiencing malfunctions resulting in upset events; in some cases, the pilots had difficulty recovering the aircraft. The EAD included additional preflight inspection procedures and flight envelope limitations. Compliance was required before the next flight.

On May 24, 2019, the FAA issued AD 2019-08-13, applicable to all Cessna airplanes with the ATLAS system installed. The AD prohibited operation of the airplane with the ATLAS system installed until “a modification has been incorporated in accordance with an FAA-approved method” to address the malfunctions that prompted the EASA EAD.

On July 4, 2019, CAeS/Tamarack issued SB CAS/SB1480, which required operators to verify/modify their airplanes to be in accordance with SB CAS/SB1467 and SB CAS/SB1475. Operator compliance with the SB was mandatory, “[b]efore flight with the Tamarack ATLAS
winglets installed.” 

On July 10, 2019, the FAA issued an alternate means of compliance for AD 2019-08-13, which, if complied with, removed the flight restrictions put in place by the FAA AD and required operators to follow the instructions in SB CAS/SB1480.

On August 9, 2019, EASA issued a revision to EAD 2019-0086-E, effective August 23, 2019, that removed the restrictions put in place by the EASA EAD if operators complied with the instructions in SB CAS/SB1480. The original STC was also revised to include the modifications outlined in CAS/SB1480.

Additional Fleet Events

A review of manufacturer and FAA records was conducted to note any uncommanded roll events in the fleet of Cessna CitationJet 525 airplanes without the ATLAS installed; for the history of the airplane, without ATLAS installed, there have not been any reported events of uncommanded rolls.

Five incidents have been reported to either EASA or the FAA through the service difficulty reporting system for airplanes with the ATLAS system installed. None of the listed events reported injuries or airframe damage. The events are summarized as follows:

February 2018: The airplane banked to the right in cruise, achieving about 30° of bank as the pilot recovered. ATLAS would not reset in the air.

August 2018: The left-seat pilot was being trained by the right-seat pilot. The right-seat pilot told the left-seat pilot to recover, and the left-seat pilot did without the right-seat pilot touching controls. The left-seat pilot reported full aileron input for recovery. The right-seat pilot reported that he “was never out of training mode.”

February 2019: The pilot reported a “violent roll” input. The passenger did not notice the event until notified on landing.

March 2019: The pilot reported a roll input he assumed was an autopilot hard over: less than 45° bank during recovery, using 1/4 to 1/3 roll input.

April 2019: The pilot reported a large roll input with 75° bank during recovery and large yoke forces. This event was investigated by the Air Accident Investigation Branch as AAIB-25698.

The final report (available at, accessed on January 4, 2021) notes the following:

The aircraft had been modified with a system intended to enhance its performance, which included supplementary control surfaces designed to deflect symmetrically and automatically to alleviate gust loads. Shortly after takeoff, an electrical failure in this system caused one of these control surfaces to deploy separately, causing an uncommanded roll.

The resulting aircraft upset caused the pilot significant surprise and difficulty in controlling the aircraft. The pilot was not aware of supplementary procedures associated with the modification. The procedures did not adequately characterise the significance of the system failure, nor address the failure in all anticipated flight conditions. Certification flight tests of the system did not reveal the severity of possible outcomes.

Flight recorders

The airplane’s CVR, an L-3/Fairchild FA2100-1020, is a solid-state CVR that records 120 minutes of digital audio. Specifically, it contains a 2-channel recording of the last 120 minutes of operation and separately contains a 4-channel recording of the last 30 minutes of operation. The CVR sustained significant structural damage; the outer case was removed, and the interior crash-protected case did not appear to have any heat or structural damage. Digital audio was successfully downloaded from the crash-survivable memory unit at the NTSB Vehicle Recorder Division, and a transcript was prepared.

Medical and Pathological Information

The Clark County Coroner's Office, Jefferson, Indiana, recovered the remains of the pilot but was unable to perform an autopsy or obtain suitable samples for toxicology testing. The coroner ruled the cause of death as blunt force trauma.

Tests and Research

Airplane Performance

The airplane performance study compared the roll rate in the accident scenario to roll rates related to a possible ATLAS malfunction. Certification failure assessment flight tests for the system found that at speeds of 240 kts, an initial bank angle of 30°, and a maximum unfavorable fuel imbalance (critical failure condition), a near full asymmetric deflection of the TACS resulted in a roll rate of greater than 20° per second, but it was recoverable. In the flight test, the pilot reacted to the full asymmetric TACS deflection within 3 seconds and was able to counteract the roll induced by the asymmetric TACS deflection.

For the accident flight, at the start of the left roll, the airplane’s airspeed was calculated to be about 240 kts with the wings approximately level. The accident roll rate of 5° per second was significantly less than the flight test data provided for a fully asymmetric TACS deflection at a critical failure initial condition. It is possible that the system was not experiencing a full asymmetric failure or that the full possible roll rate could not be induced because the airplane was not initially in the critical failure condition. The roll rate did change from negative to positive, and the roll angle did recover from 90° left wing down to 60° left wing down before impact. If an asymmetric TACS deflection caused the left roll, it is possible the pilot was able to roll the airplane back to the right but not enough to fully recover and arrest the descent.  Because the airplane was not equipped with a flight recorder, control surface deflections and pilot inputs are unknown.

Wayne Estopinal, Sandy Johnson and Andrew Davis

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Indianapolis, Indiana
Textron Aviation; Wichita, Kansas
Williams International; Pontiac, Michigan
Tamarack Aerospace Group; Sandpoint, Idaho
Rockwell Collins; Cedar Rapids, Iowa
Lee Air; Wichita, Kansas

Investigation Docket - National Transportation Safety Board:

Location: Memphis, IN
Accident Number: CEN19FA036
Date & Time: 11/30/2018, 1028 EST
Registration: N525EG
Aircraft: Cessna 525
Injuries: 3 Fatal
Flight Conducted Under:  Part 91: General Aviation - Business 

On November 30, 2018, about 1028 eastern standard time, a Cessna 525A (Citation) airplane, N525EG, collided with trees and terrain near Memphis, Indiana. The airline transport certificated pilot and 2 passengers were fatally injured, and the airplane was destroyed. The airplane was owned and operated by EstoAir LLC under the provisions of 14 Code of Federal Regulations Part 91 as a business flight. Visual meteorological conditions prevailed for the flight which operated on an instrument flight rules flight plan. The cross-country flight departed Clark Regional Airport (JVY), Jeffersonville, Indiana, about 1025, with Chicago Mid-way Airport (MDW), Chicago, Illinois, as the intended destination.

According to preliminary information from radar data and air traffic controllers, the airplane was climbing through 6,000 ft mean sea level when it began a left turn, descended, and disappeared from radar. The pilot had previously been given a frequency change, which was acknowledge, however the pilot never reported to the next controller and no distress message was heard on either frequency. An alert notice (ALNOT) was issued for the airplane.

According to local law enforcement, residents near the accident site heard an airplane flying low followed by a loud noise. The airplane wreckage was in slightly rugged, wooded area and the debris field was oriented on a heading of east. The first impact point was identified at the tops of several trees. A large divot was located beneath and to the east of the trees and then the airplane was found fragmented in numerous pieces. The right engine was measured almost 400 from the initial impact point. All major airplane components were accounted for at the accident site. There was evidence of a post-impact fire.

The wreckage was documented on-scene and recovered to a secure facility for further examination. 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N525EG
Model/Series: 525 A
Aircraft Category: Airplane
Amateur Built: No
Operator: Estoair Llc
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSDF, 488 ft msl
Observation Time: 1056 EST
Distance from Accident Site: 18 Nautical Miles
Temperature/Dew Point: 11°C / 9°C
Lowest Cloud Condition: 
Wind Speed/Gusts, Direction:  6 knots / , 50°
Lowest Ceiling: Overcast / 700 ft agl
Visibility:  6 Miles
Altimeter Setting: 29.99 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Jeffersonville, IN (JVY)
Destination: Chicago, IL (MDW)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 38.475278, -85.811111 (est)

Andrew Dale Davis 

Boeing 737-800: Incident occurred May 19, 2021 at Sarasota-Bradenton International Airport (KSRQ), Florida

SARASOTA, Florida (WWSB) - Fire crews are responding to Sarasota-Bradenton airport after what appears to be a United Airlines flight blew a tire on takeoff.

The initial 911 call reported that the tire burst landing. United 642, a 737, was heading to Newark. Fire engines arrived quickly on scene.

There are no reported injuries and the plane safely taxied to its gate where the passengers disembarked. The flight is now delayed until 4:45 p.m.

Viewer Steve King sent video of the aftermath.

United Airlines sent the following statement:

United flight 642 from Sarasota, Florida to Newark, New Jersey experienced a mechanical issue at low speed immediately prior to take-off. The aircraft safely returned to the gate and customers deplaned normally. We are making arrangements to get our customers to their final destination as soon as possible.

Carl Daugherty: Fatal accident occurred May 16, 2021 in DeLand, Volusia County, Florida

Skydive DeLand instructor Carl Daugherty died Sunday, May 16, following a skydiving accident in DeLand, Florida.

Beloved skydiving instructor Carl Daugherty was identified Tuesday as the man who died after a hard landing in DeLand Sunday morning.

Since his death, several dozen tributes to the 76-year-old, who worked as a safety and training advisor at Skydive DeLand, have poured in online from across the country and even outside the United States.

"Thanks for giving me all the knowledge to defend myself up there, you always will be the best skydiving instructor," wrote Francisco Vega, of Ecuador. "Blue skies Boss. RIP Genius."

Daugherty, a DeLand resident, and another skydiver collided mid-air Sunday morning at Skydive DeLand, according to the DeLand police report.

Both men had their parachutes open, but only David Henion was able to regain control of his parachute and land safely, a witness told police. Daugherty was unable to get his parachute reopened and landed in a parking lot off Flight Line Boulevard near the skydiving facility.

Witnesses rushed to Daugherty and tried to help him until emergency medical responders arrived, according to the report.

Orlando resident Henion told police he was coming in for a landing from the right while Daugherty was coming in from the left. The 56-year-old said he tried to steer away, but the men collided and their parachutes became tangled. Henion told police he didn't see Daugherty once they'd separated.

"We review everything as much as we possibly can, but this seems pretty straightforward," Bob Hallett, owner of Skydive DeLand, said regarding the incident. "We are a high-speed sport, and we are very well aware of the dangers, and we take every consideration to reduce those dangers, but occasionally, as big as the sky is up there, things happen."

Sunday's accident is the country's first fatality related to what's classified as a canopy collision since 2017, Ron Bell, the United States Parachute Association's director of safety and training, said.

"That's killed some of the best," Bob Lewis, a friend of Daugherty's and parachuting historian, said by phone Tuesday.

Lewis, who lives in Utah, met Daugherty at a freefall convention in Illinois, though he couldn't recall exactly when; it felt like they'd always been friends.

"He was as talented as they come," Lewis said. "It was easy to forget how good he was because he never showed off — he didn't have to."

Daugherty, who was born in Germany and moved to the U.S. as a child, made his first jump in 1971 out of a Cessna 182 at 2,000 feet.

Hallett said Daugherty, whom he described as "a total comedian," had just recently logged his 20,000th jump.

Just 3% of the United States Parachute Association's members have completed more than 10,000 jumps, according to the association's website.

While Sooji Oh, an employee at Skydive DeLand, had only known Daugherty for about a year, she said she enjoyed working with the longtime skydiver whom she described as sweet and funny.

"He could be grumpy at times, but in a really endearing way," Oh said Tuesday, the day before her 25th birthday, with a laugh. "He was a character for sure."

Before Daugherty, who had quite the head of hair, would go on jumps, Oh would braid his long, curly gray mane to help keep his hair out of his face.

Daugherty coached and participated on skydiving teams that have earned a dozen gold medals in the USPA Nationals, Hallett said.

The DeLand resident also holds eight large-formation skydiving world records and is one of six people who participated in all of the 100-way, 200-way, 300-way and 400-way teams.

As a longtime instructor, he also helped develop the accelerated freefall training method, which is where students jump from 13,500 feet with two certified instructors holding on to the student's harness.

In an interview with Brian Giboney for the October 2014 issue of Parachutist, the USPA magazine, Daugherty said his favorite thing was teaching accelerated freefall students.

"I teach theory of the ideal; I make them practice what is real and light the fire of desire, which is the exponential multiplier," Daugherty said.

Prior to Daugherty's death, the last skydiving-related death in DeLand occurred in 2017 when a man intentionally didn't deploy his parachute, according to News-Journal research.

Loss of Engine Power (Partial): Van’s RV-6A, N596JB; fatal accident occurred May 18, 2019 in Chillicothe, Ross County, Ohio

Glen Ray Galloway
September 7, 1928 - May 18, 2019 
Born in Huntington, West Virginia 
Resided in Waverly, Ohio

Aviation Accident Final Report - National Transportation Safety Board 

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Cincinnati, Ohio
Continental Motors; Mobile, Alabama 
Van's Aircraft; Aurora, Oregon 

Investigation Docket - National Transportation Safety Board:

Location: Chillicothe, Ohio
Accident Number: CEN19FA144
Date & Time: May 18, 2019, 12:45 Local
Registration: N596JB
Aircraft: Vans RV6 
Aircraft Damage: Destroyed
Defining Event: Loss of engine power (partial)
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Personal


The pilot departed an experimental, amateur-built airplane on a cross-country flight in day visual meteorological conditions. A witness near the accident site said the airplane "engine slowed or stalled," then the engine "refired" and subsequently "stalled" Again. He then observed the airplane in a left bank turn and the engine sounded "wide open" until the airplane impacted trees and terrain.

Examination of the wreckage did not reveal any preimpact mechanical anomalies that would have precluded normal operation. The airplane's full authority digital engine control (FADEC) system components were operational.

Although toxicology testing detected ethanol, its presence could be attributed to postmortem production. During a flight review a few weeks before the accident, the pilot told a flight instructor that he previously had trouble with the airplane's ignition system. The flight instructor reported that there were no ignition issues during the flight review.

Based on the available information, it is likely that the airplane had intermittent engine issues, which could not be replicated during postaccident examination and testing. When the engine lost power, the pilot did not maintain airplane control and impacted trees and terrain.

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 control of the airplane following an intermittent loss of engine power during cruise flight that resulted in him impacting trees. The reason for the loss of engine power could not be determined based on the available information.


Aircraft (general) - Malfunction
Personnel issues Aircraft control - Pilot
Aircraft (general) - Not attained/maintained
Not determined (general) - Unknown/Not determined
Environmental issues Tree(s) - Contributed to outcome

Factual Information

History of Flight

Enroute Unknown or undetermined
Enroute Loss of engine power (partial) (Defining event)
Enroute Collision with terr/obj (non-CFIT)

On May 18, 2019, about 1245 eastern daylight time, a Vans RV6A experimental, amateur-built airplane, N596JB, was destroyed when it was involved in an accident near Chillicothe, Ohio. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The airplane departed Pickaway County Memorial Airport (CYO), Circleville, Ohio, about 1235 and was destined for Pike County Airport (EOP), Waverly, Ohio.

According to a witness near the accident site, the airplane "engine slowed or stalled," then the engine "refired" and subsequently "stalled" Again. He observed the airplane in a left bank turn and stated that the engine sounded "wide open" until the crash.

Pilot Information

Certificate: Private 
Age: 90, 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: Sport pilot Without waivers/limitations
Last FAA Medical Exam: February 6, 2017
Occupational Pilot: No
Last Flight Review or Equivalent: April 24, 2019
Flight Time: (Estimated) 1967 hours (Total, all aircraft)

The pilot's last third-class FAA medical certificate was issued to him on February 6, 2017, with no limitations and expired on February 28, 2019. According to information from the FAA, the pilot completed the BasicMed comprehensive medical examination checklist on December 13, 2017, completed the BasicMed course on February 27, 2018, and satisfied the requirements for BasicMed.

A review of the pilot's logbook showed that he completed a flight review on April 24, 2019.

Aircraft and Owner/Operator Information

Aircraft Make: Vans 
Registration: N596JB
Model/Series: RV6 A
Aircraft Category: Airplane
Year of Manufacture: 2000 
Amateur Built: Yes
Airworthiness Certificate: Experimental (Special) 
Serial Number: 24723
Landing Gear Type:
Tricycle Seats: 2
Date/Type of Last Inspection: September 4, 2018 Condition
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 830 Hrs as of last inspection 
Engine Manufacturer: Mattituck
ELT: Installed, not activated 
Engine Model/Series: TMXOF-360
Registered Owner:
Rated Power: 180 Horsepower
Operator: On file
Operating Certificate(s) Held: None

According to the flight instructor who conducted the pilot's flight review, the pilot indicated that he previously had trouble with the accident airplane's engine ignition system but that it was working properly at that time. The flight instructor did not notice any problems with the engine ignition during the flight review.

The airplane was equipped with a full authority digital engine control (FADEC) system, which controlled the ignition spark and fuel mixture in the engine.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: RZT,725 ft msl 
Distance from Accident Site: 12 Nautical Miles
Observation Time: 12:35 Local 
Direction from Accident Site: 325°
Lowest Cloud Condition: Scattered / 4600 ft AGL 
Visibility: 10 miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 10 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 250° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.96 inches Hg
Temperature/Dew Point: 27°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Circleville, OH (CYO) 
Type of Flight Plan Filed: None
Destination: Waverly, OH (EOP) 
Type of Clearance: None
Departure Time: 12:35 Local
Type of Airspace: 

Wreckage and Impact Information

Crew Injuries: 1 Fatal 
Aircraft Damage: Destroyed
Passenger Injuries: 
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal 
Latitude, Longitude: 39.284168,-82.874443

The airplane wreckage came to rest in a wooded area about 145° and 12 nautical miles from Ross County Airport (RZT).

During the on-scene investigation, investigators found fragments of the airplane in both a tree trunk that had been separated about 30 ft above ground level and in the branches of the upper portion of the separated tree. The rear section of the fuselage and empennage came to rest about 57 ft and 70° from the separated tree, and the engine came to rest about 33 ft and 70° from the separated tree. The engine cowling, canopy, wings, and forward portion of the fuselage were highly fragmented and found in the branches of trees and on the ground between the separated tree and the empennage. Tree leaves near the empennage exhibited an appearance consistent with blight.

The rudder cables were traced from the rudder to the rear section of the fuselage. Elevator flight control continuity was traced from its servo at the rear portion of the fuselage aft to its control surface. All separations in flight control tubing were consistent with overload.

The engine control cable was fragmented and was not able to be traced. The engine speed sensor also exhibited minor damage. The engine was disassembled and no preimpact anomalies were observed.

Medical and Pathological Information

The Montgomery County Coroner's Office, Dayton, Ohio, performed an autopsy on the pilot. The autopsy listed the pilot's cause of death as multiple trauma.

Toxicology testing performed at the FAA Forensic Sciences Laboratory indicated that the samples sustained putrefaction and ethanol was detected in muscle, liver, and lung tissue. No tested-for substances were detected in the liver.

Tests and Research

One accident FADEC master power control (MPC) was destroyed and one sustained minor damage; it and the speed sensor were shipped to the engine manufacturer, and found the MPC was operationally capable of producing spark at each spark plug tower. The manufacturer connected the speed sensor to a testing system and it operated correctly when a metal target was moved near its sensors.