National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# WPR11CA387 08/16/ MDT Regis# N988AZ Teton Village, WY Apt: Driggs KDIJ Acft Mk/Mdl P&M AVIATION GT450 Acft SN 8270 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROTAX 912ULS Acft TT 142 Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: MAUCH JAMES C AW Cert: LTSP The pilot reported departing the airport in the light-sport weight-shift-control airplane, and flying southbound along the western slopes of the Teton Mountain Range. The airplane climbed to an altitude of about 8,000 feet mean sea level, and the pilot changed course, approaching a canyon area to the east. As he approached rising terrain the airplane's rate of climb began to reduce. He elected to continue flight towards a plateau, due to ridges which were now encroaching from his left and right. He attempted to increase the airplane's rate of climb, and the airspeed subsequently began to decrease. He reported that as the airplane approached stall speed, he encountered a gust of wind and the airplane stalled. He lowered the airplane's nose, and was able recover control about 20 feet above ground level. He attempted to land ahead on the plateau, however during the landing roll, the nose landing gear collapsed, and the airplane rolled onto the right wing. The pilot sustained serious injuries during the accident sequence, and the airplane sustained substantial damage to both wings. The accident site was located in a remote area at the 9,800-foot-level on the western slope of the mountain range. The pilot utilized a SPOT Global Positioning System (GPS) emergency locator to summon assistance from search and rescue personnel, who located him about 2 hours after the accident. The pilot reported no preimpact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. Page 1 Copyright 1999, 2011,

2 Accident Rpt# CEN11LA568 08/16/ CDT Regis# N979JP Granbury, TX Apt: Granbury Regional Airport GDJ Acft Mk/Mdl QUAD CITY CHALLENGER-II SPECIA Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl HIRTH 2706 Acft TT 92 Fatal 0 Ser Inj 2 Flt Conducted Under: FAR 091 Opr Name: JACKIE W VAUGHN SR AW Cert: SPX On August 16, 2011, about 1000 central daylight time, a Quad City Challenger II, N979JP, was substantially damaged when it impacted terrain at Granbury Regional Airport (GDJ) Granbury, Texas. The airplane was owned by a private individual and operated by another private individual. The pilot and passenger sustained serious injuries. Visual meteorological conditions prevailed and a flight plan had been not filed for the 14 Code of Federal Regulations Part 91 personal flight. At the time of the accident the airplane was departing GDJ for a local flight. According to a witness the airplane appeared to lose power shortly after take-off and crashed on the airport property about 700 feet past the end of the departure runway. The pilot stated that he did not detect a change in the engine performance, but that he was unable to stop the descent and the airplane stalled from about 10 feet above ground level. During impact the landing gear collapsed and the airplane came to rest upright. There was adequate fuel on-board, but there was no fuel spill and no postimpact fire. Page 2 Copyright 1999, 2011,

3 Accident Rpt# CEN11CA590 08/21/ CDT Regis# N544RS Joplin, MO Apt: Joplin Regional Airport JLN Acft Mk/Mdl RANS DESIGNS INC S-7LS Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROTAX 912ULS Acft TT 496 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: ON FILE AW Cert: LTSP According to the pilot, during the landing, a gust of wind pushed the airplane to the right of runway centerline. The pilot applied rudder and aileron inputs to counter the unexpected wind. Subsequently, the airplane ground looped and came to rest upright on the runway. A postaccident examination of the airplane revealed the right wing spar was bent. No airframe or engine anomalies were reported by the pilot. The wind conditions at the airport were light and variable at the time of the accident. Page 3 Copyright 1999, 2011,

4 Accident Rpt# CEN11CA445 07/04/ CDT Regis# N5358Z Coldspring, TX Acft Mk/Mdl SKYTRAILS LSA PREDATOR Acft SN P582E40201 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROTAX 582 Acft TT 38 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: BRUCE W BYNUM AW Cert: SPX During initial climb the powered-parachute experienced an unexplained loss of altitude as it passed over a tree line that bordered the hayfield used for the takeoff. The airframe was substantially damaged as it impacted trees and the roof of an occupied residence and fell to the ground. No one on the ground was injured. According to the sport pilot there were no pre-impact mechanical anomalies with the powered parachute and the engine produced full power throughout the entire event Page 4 Copyright 1999, 2011,

5 Accident Rpt# ERA11LA483 09/03/ EDT Regis# N241BD Hollywood, FL Apt: North Perry HWO Acft Mk/Mdl DURLING JAMES RV-6A Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl LYCOMING O&VO-360 SER Acft TT 1554 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: DALE WALTER AW Cert: SPE On September 3, 2011, at 0847 eastern daylight time, an experimental amateur-built Durling RV-6A, N241BD, was substantially damaged during a takeoff attempt at North Perry Airport (HWO), Hollywood, Florida. The certificated airline transport pilot and the non-pilot owner sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight to Palatka Municipal Airport (28J), Palatka, Florida. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to the pilot, preflight and before takeoff checks were all satisfactory, and he was subsequently cleared to take off from runway 36L. Initial lift off was "normal" at 60 knots. A few seconds later, when the airplane was about 30 to 50 feet above the ground at 70 to 75 knots, the airplane abruptly lost about 25 to 50 percent of its thrust. The pilot decided to abort the takeoff and closed the throttle. The airplane touched down about 500 feet from the end of the runway, then continued through the runway overrun and impacted the airport perimeter fence. Page 5 Copyright 1999, 2011,

6 Accident Rpt# CEN11CA514 07/25/ CDT Regis# N20JE Monroe City, MO Apt: Capt. Ben Smith Airfield - Mon K52 Acft Mk/Mdl EVENS RV4 Acft SN 20 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl LYCOMING O-320-E2A Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: INDIVIDUAL AW Cert: SPE The pilot stated that before the airplane descended to an intermediate cruise altitude, he selected carburetor heat and noted a normal decrease in engine speed. He then deselected carburetor heat and descended to 5,500 feet mean sea level. About 20 minutes after the descent, the engine experienced three instances where it ran rough with a corresponding loss of engine power. The pilot was unable to regain engine power by changing fuel tanks. During the approach to the destination airport, the airplane experienced a total loss of engine power, and the pilot performed a forced landing to a corn field. The airplane sustained substantial damage to engine firewall. A postaccident examination of the airplane revealed no anomalies that would have resulted in a loss of engine power. Page 6 Copyright 1999, 2011,

7 Accident Rpt# WPR11LA405 08/18/ PDT Regis# N701BZ Snohomish, WA Apt: Snohomish Private Airstrip PVT Acft Mk/Mdl JUNEAU (ZENITH AIRCRAFT CO) STOL Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROTAX 912ULS Acft TT 35 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: JUNEAU TIM W On August 18, 2011, about 1530 Pacific daylight time, a Juneau (Zenith Aircraft Company) STOL CH-701, N701BZ, landed hard at a private grass airstrip near Snohomish, Washington. The owner/builder was operating the experimental amateur-built airplane under the provisions of Title 14 Code of Federal Regulations Part 91. The sport pilot was not injured; the airplane sustained substantial damage to the firewall and left wing spar during the accident sequence. The flight departed Arlington Municipal Airport, Arlington, Washington, about Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot reported that he was relocating the airplane to his home airstrip, and that trees, grapevines, and a pond bordered the intended landing area. He performed three precautionary approaches to the east runway in order to assess the wind conditions, and on the final approach elected to land. The airplane made contact with the ground about 60 feet short of his intended touchdown point; it landed hard and bounced, collapsing the nose landing gear. He reported that he flared the airplane early prior to touchdown, and it subsequently stalled about 5 feet above the ground. The pilot stated that this was the first time he had landed at the airstrip, which was about 500 feet long. According to Zenith Aircraft Company, the airplane has a ground roll landing distance of between 80 and 140 feet. The airplane's total time since manufacture was 35 flight hours, and as such, it had not yet completed its 40 hours of Phase One experimental operating limitations. The pilot reported a total flight experience of 126 hours, 35 of which were in the accident airplane. The pilot reported no preimpact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. Page 7 Copyright 1999, 2011,

8 Accident Rpt# CEN11FA616 09/04/ CDT Regis# N88CE Seward, NE Apt: Seward Municipal SWT Acft Mk/Mdl LARSON KEN W CHRISTEN EAGLE-II Acft SN LARSON-0001 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl LYCOMING IO-360-A1A Fatal 2 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MARK PEARSON AW Cert: SPE On September 4, 2011, about 0935 central daylight time, a Larson Christen Eagle-II, N88CE, experienced a total loss of engine power after takeoff from the Seward Municipal Airport (SWT), Seward, Nebraska. The airplane subsequently impacted into a cornfield, and the pilot and flight instructor were fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan had not been filed for the local instructional flight. An eyewitness described seeing the airplane flying low before it turned left and descended into a field. The airplane came to rest upright on a measured heading of 320 degrees, approximately 1,865 feet from the departure end of runway 34, and 475 feet east of the runway's extended centerline. According to paperwork located in the wreckage, the pilot purchased the airplane on August 18, Reportedly, the accident flight was the pilot's first familiarization flight since his purchase. The flight instructor located in the front seat had owned the accident airplane from December 11, 2003, to March 11, The wreckage was recovered for further examination. Page 8 Copyright 1999, 2011,

9 Accident Rpt# WPR11CA358 07/31/ PDT Regis# N30456 Yamhill, OR Apt: Flying M OR05 Acft Mk/Mdl MCDONALD LYNN B AVID FLYER MARK IVAcft SN 1279D Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl BOMBARDIER ROTAX (ALL) Acft TT 1541 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MCDONALD LYNN B AW Cert: SPE The pilot reported that his approach to, and landing on, the private airstrip in his homebuilt, experimental, conventional gear airplane were normal. During rollout in the calm wind condition, the airplane began an uncommanded right turn. The pilot stated that he attempted to correct his loss of directional control by application of rudder and engine power. However, the tail wheel had unlocked and was evidently in a castoring mode. Despite his efforts to straighten the airplane's path, the airplane veered off the runway. It rolled over brush and went into a ditch. During the impact sequence one propeller blade broke, and the left wingtip and a wing rib were broken. The pilot reported that he built and maintained the experimental airplane. He opined that the accident could have been prevented had the angle of the tail wheel assembly been correct. After years of use, the tail wheel spring-to-empennage attachment assembly flattened. The incorrect angle altered the tail wheel's pivot point. This event, combined with the vibration induced during rollout on the gravel runway, allowed the tail wheel to unlock. Page 9 Copyright 1999, 2011,

10 Accident Rpt# ERA11CA432 07/30/ EDT Regis# N434WM Huntington, WV Apt: Robert Newlon Field Airport I41 Acft Mk/Mdl MCFARLAND WM H RANS S6S Acft SN S Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROTAX 912S Acft TT 278 Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: PAUL E. ADAMS AW Cert: SPE During the initial portion of a training flight in the tailwheel-equipped amateur-built airplane, the flight instructor demonstrated two takeoffs and landings to the pilot. The pilot then assumed the controls and began the takeoff roll. The flight instructor directed the pilot to rotate the tail of the airplane into the air by increasing nose down pitch; according to the flight instructor, the pilot did not add enough forward pressure and the airplane seemed like it was still in a nose high attitude. The flight instructor then assisted the pilot by pushing forward on the control stick to what looked like a level attitude. The propeller struck the ground and the airplane nosed over, coming to rest inverted. The airplane sustained substantial damage to the tail and right wing. Both pilots noted no preimpact mechanical malfunctions or failures that would have precluded normal operation. Neither pilot had any previous experience performing takeoffs or landings in the accident airplane make and model. Page 10 Copyright 1999, 2011,

11 Accident Rpt# CEN10LA497 08/19/ CDT Regis# N474JM El Dorado, AR Apt: South Arkansas Regional ELD Acft Mk/Mdl MILLER CHARLES W VANS RV-7A Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl SUPERIOR IO-360 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MILLER CHARLES W HISTORY OF FLIGHT On August 19, 2010, approximately 2045 central daylight time, N474JM, a Charles W. Miller Vans RV-7A, collided with heavily wooded terrain shortly after takeoff from the South Arkansas Regional Airport (ELD), El Dorado, Arkansas. The private pilot was fatally injured. The airplane was registered to and operated by the pilot. A visual flight rules flight plan was filed with a destination of Georgetown Municipal Airport (GTU), Georgetown, Texas. Night visual meteorological conditions prevailed for the personal flight conducted under 14 Code of Federal Regulations Part 91. The pilot was returning from a reunion in Ohio and was on his way back to his home airport in Texas, a 968-mile long flight. According to flight plans and fuel receipts, the pilot departed Norwalk-Huron Airport (5A1), Norwalk, Ohio, around 0930 eastern daylight time and stopped at Kennett Memorial Airport, (TKX), Kennett, Missouri, and purchased fuel at The pilot then flew to El Dorado, Arkansas, and landed around He purchased fuel and then waited 3 hours and 45 minutes for thunderstorms to pass through the area before he departed for Texas. According to an airport employee in El Dorado, the pilot contacted the airport just prior to She talked to him via radio as he approached the airport. The pilot was confused and thought he was landing at a tower-controlled airport. Additionally, he stated his airplane's registration number incorrectly as N747JM. After he landed, the employee had another conversation with the pilot while she refueled his airplane. She said the pilot appeared tired and he had mentioned to her that he was "...tired from flying all day." At 2045, another airport employee observed the airplane taxi out to the runway, perform a 5-minute engine run-up and then depart runway 31. He said the pilot used "very little" runway before initiating a climb to an approximate altitude of 300 to 400 feet before it made a left turn to the west. He said the engine was making power and everything sounded normal. There were no transmissions or communications from the pilot after he departed. The airplane was later reported overdue and an alert notification (ALNOT) was issued. Search and rescue crews found the airplane four days later on August 23, 2010, approximately 500 feet west of the end of runway 31 in heavily wooded terrain. PILOT INFORMATION The pilot, age 66, held a private pilot certificate for airplane single-engine land. His last Federal Aviation Administration (FAA) third class medical was issued on June 22, A review of the pilot's logbook revealed that as of August 11, 2010, he had logged approximately hours, of which, 5.5 hours were at night. The pilot's last flight logged at night (.7 hours) was on August 22, A Lieutenant Colonel/Safety Officer with the Georgetown, Texas, Civil Air Patrol (CAP) reported to the FAA that he had flown with the pilot in an official capacity for the CAP. He said he had given the pilot a flight check and that it was unsatisfactory because the pilot had difficulty controlling the airplane and was "behind the airplane" during the flight. METEOROLOGICAL INFORMATION At 2053, weather at the airport was reported as wind from 130 degrees at 6 knots, visibility 10 miles, few clouds at 5,500 feet, temperature 27 degrees C, dewpoint 22 degrees C, and a barometric pressure setting of inches of Hg. According to the Unites States Naval Observatory, the moon was in a waxing gibbous phase with 79 percent of the moon's disk visible. AIRPORT INFORMATION South Arkansas Regional Airport is an uncontrolled airport located 8 miles west of downtown El Dorado. A review of the sectional chart for the airport and Page 11 Copyright 1999, 2011,

12 surrounding area revealed that the west side of the airport is mostly encompassed by dense woods. WRECKAGE INFORMATION Two FAA inspectors performed an on-scene examination of the wreckage. According to one of the inspectors, the airplane collided with the tip of one tree then made a sharp descent and hit another tree head-on with the right side taking the brunt of the impact. The airplane sustained extensive damage to the fuselage, both wings, and the tail section. Wreckage was strewn over an area of 500 feet from the initial impact point. The engine separated from the airframe and one of the two propeller blades exhibited damage. Flight control continuity was established for each flight control. No pre-mishap anomalies were noted with the airplane or the engine. MEDICAL AND PATHOLOGICAL INFORMATION Toxicological testing was conducted by the FAA's Accident Research Laboratory, Oklahoma City, Oklahoma. According to the toxicology report, fluids were not available for testing and only organ tissue was examined. The samples were subject to putrefaction and tested positive for Acetone, Ethanol, Isoprobyl, Methanol, N-Butanol, and N-Propanol. An autopsy was conducted by the Arkansas State Crime Laboratory, Little Rock, Arkansas, on August 25, The cause of death was determined as multiple blunt force injuries. ADDITIONAL INFORMATION Though it could not be confirmed if the pilot slept during his layover in El Dorado, he did tell an airport employee he was tired. He also acted confused and appeared to be physically tired. According to FAA Publication #OK , Medical Facts for Pilots, fatigue from an operational standpoint can be defined as a "...condition characterized by increased discomfort with lessened capacity for work, reduced efficiency of accomplishment, loss of power or capacity to respond to stimulation, and is usually accompanied by a feeling of weariness and tiredness.' "Fatigue leads to a decrease in your ability to carry out tasks. Several studies have demonstrated significant impairment in a person's ability to carry out tasks that require manual dexterity, concentration, and higher-order intellectual processing. Fatigue may happen acutely, which is to say in a relatively short time (hours) after some significant physical or mental activity. Or, it may occur gradually over several days or weeks.' "General aviation pilots are typically not exposed to the same occupational stresses as commercial pilots (i.e., long duty days, circadian disruptions from night flying or time zone changes, or scheduling changes). Nevertheless, they will still develop fatigue from a variety of other causes. Given the single-pilot operation and relatively higher workload, they would be just as much at risk (possibly even more) to be involved in an accident than a commercial crew. Any fatigued person will exhibit the same problems: sleepiness, difficulty concentrating, apathy, feeling of isolation, annoyance, increased reaction time to stimulus, slowing of higher-level mental functioning, decreased vigilance, memory problems, task fixation, and increased errors while performing tasks. None of these are good things to have happen to a pilot, much less if there is no one else in the aircraft to help out.' "In a variety of studies, fatigued individuals consistently underreported how tired they really were, as measured by physiologic parameters. A tired individual truly does not realize the extent of actual impairment. No degree of experience, motivation, medication, coffee, or power can overcome fatigue." According to the FAA Airplane Flying Handbook, Chapter 10 - Night Operations, is states, "Good eyesight depends upon physical condition. Fatigue, colds, vitamin deficiency, alcohol, stimulants, smoking, or medication can seriously impair vision. Keeping these facts in mind and taking adequate precautions should safeguard night vision.' "Night flying is very different from day flying and demands more attention of the pilot. The most noticeable difference is the limited availability of outside visual references. Therefore, flight instruments should be used to a greater degree in controlling the airplane. This is particularly true on night takeoffs and climbs. The cockpit lights should be adjusted to a minimum brightness that will allow the pilot to read the instruments and switches and yet not hinder the pilot's outside vision. This will also eliminate light reflections on the windshield and windows. After ensuring that the final approach and runway are clear of other air traffic, or when cleared for takeoff by the tower, the landing lights and taxi lights should be turned ON and the airplane lined up with the centerline of the runway. If the runway does not have centerline lighting, use the painted centerline and the runway edge lights. After the airplane is aligned, the heading indicator should be noted or set to correspond to the known runway direction. To begin the takeoff, the brakes should be released and the throttle smoothly advanced to maximum Page 12 Copyright 1999, 2011,

13 allowable power. As the airplane accelerates, it should be kept moving straight ahead between and parallel to the runway-edge lights. The procedure for night takeoffs is the same as for normal daytime takeoffs except that many of the runway visual cues are not available. Therefore, the flight instruments should be checked frequently during the takeoff to ensure the proper pitch attitude, heading, and airspeed are being attained. As the airspeed reaches the normal lift-off speed, the pitch attitude should be adjusted to that which will establish a normal climb. This should be accomplished by referring to both outside visual references, such as lights, and to the flight instruments.' "After becoming airborne, the darkness of night often makes it difficult to note whether the airplane is getting closer to or farther from the surface. To ensure the airplane continues in a positive climb, be sure a climb is indicated on the attitude indicator, vertical speed indicator (VSI), and altimeter. It is also important to ensure the airspeed is at best climb speed. Necessary pitch and bank adjustments should be made by referencing the attitude and heading indicators. It is recommended that turns not be made until reaching a safe maneuvering altitude." Page 13 Copyright 1999, 2011,

14 Accident Rpt# WPR10LA445 09/02/ PDT Regis# N522PC Rancho Murieta, CA Apt: Rancho Murieta RIU Acft Mk/Mdl MOREHEAD KR-2 Acft SN KR27561 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl REVMASTER 2100 Acft TT 21 Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: CHARLIE J MOREHEAD On September 2, 2010, about 0945 Pacific daylight time, an amateur built Morehead KR-2 experimental airplane, N522PC, was substantially damaged following a bounced landing and loss of control at the Rancho Murieta Airport (RIU), Rancho Murieta, California. The first pilot, who occupied the left seat, was seriously injured, and the second pilot, who occupied the right seat sustained minor injuries. The airplane was registered to and operated by the first pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight. The flight departed RIU about In a statement submitted to the National Transportation Safety Board investigator-in-charge (IIC), the first pilot reported that on the day prior to the accident he flew the airplane from the right seat doing touch-and-go landings while the second pilot occupied the left seat. The first pilot revealed that on the day of the accident he again flew from the right seat, did nine landings, and again the second pilot occupied the left seat; after a short break they switched seats. On the first landing attempt from the left seat, the first pilot reported that he was a little fast and high on final, which resulted in a go-around, and that the next approach was "much better," but he bounced the landing "pitching my nose high." The first pilot added that he [added] full power to go around, but when he lowered the nose to build up speed he overcorrected and hit the runway with the nose wheel, which caused the nose gear to collapse and the propeller to strike the runway. The pilot added that the airplane skidded down the runway before going off the left side and nosing over. A Federal Aviation Administration (FAA) aviation safety inspector reported that the airplane had sustained substantial damage to the firewall and the rudder. No preimpact anomalies were reported that would have precluded normal operation of the airplane. Page 14 Copyright 1999, 2011,

15 Accident Rpt# ERA11CA440 08/05/ EDT Regis# N13LN Frostproof, FL Apt: Lake Clinch Airstrip 52FL Acft Mk/Mdl NELSEN LYNN H LIGHTNING Acft SN 60 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl JABIRU 3300 Acft TT 311 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: NELSEN LYNN H AW Cert: SPE The pilot of the experimental amateur-built Nelsen Lightning was departing from a turf runway. He reported that as he passed his normal rotation point on the runway, he rotated the airplane without verifying his airspeed, which resulted in the airplane becoming airborne prematurely. The airplane rotated, rolled to the left, impacted a light pole, and came to rest inverted, which resulted in substantial damage to both wings and the fuselage. The pilot reported that there were no mechanical failures or malfunctions of the airplane prior to the accident. Page 15 Copyright 1999, 2011,

16 Accident Rpt# WPR11FA428 09/04/ MDT Regis# N624JS Caldwell, ID Apt: Caldwell Industrial EUL Acft Mk/Mdl VEATCH KITFOX-7 Acft SN S Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROTAX 912ULS Acft TT 160 Fatal 2 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: JAMES VEATCH AW Cert: SPE On September 4, 2011, about 0832 mountain daylight time, an experimental amateur-built Kitfox 7, N624JS, was substantially damaged when it impacted airport property shortly after takeoff from Caldwell Industrial Airport (EUL), Caldwell, Idaho. The certificated private pilot/owner and the passenger received fatal injuries. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight. The pilot and airplane were based at Rio Vista Municipal Airport (O88), Rio Vista, California. The pilot and his wife departed O88 on September 2 for Idaho, where they visited relatives, and attended a Kitfox fly-in. According to information provided by Lockheed Martin Flight Services (LMFS), the pilot planned to depart EUL at 0830 on September 4, with a planned stop in Lovelock, Nevada, and a final destination of O88. A pilot in a Cessna who taxied out behind N624JS stated that at "exactly 0800" he observed N624JS takeoff from runway 12, climb to about 50 feet, and then heard the pilot announce he was making a "short landing" on the remaining runway. He observed N624JS land and turn off onto the runup area for runway 30. The Cessna pilot then departed runway 12. About 30 minutes later, the Cessna pilot heard the pilot of N624JS announce a "straight out" departure from runway 30. The airplane came to rest in a near-vertical attitude, about 750 feet northeast of the threshold of runway 12. The wreckage was tightly contained, and except for the propeller and hub, no major components, including flight controls and surfaces, were found separated from the wreckage. The propeller reduction gearbox was fragmented, and the propeller hub was under, but separated from, the engine. All three blades of the composite propeller were cracked, but remained attached to the hub. The engine cowl, nose gear, cockpit, and the leading edges of the wings exhibited significant crush damage in the aft direction. The aft fuselage exhibited moderate buckling. Both wing fuel tanks were ruptured. The positions of the flaps and the pitch trim tab could not be determined. When the aft fuselage was lowered to the ground, the airplane was aligned on an approximate magnetic heading of 270 degrees. Federal Aviation Administration (FAA) records indicated that the airplane was built by the pilot in It was equipped with a Rotax 912ULS 100 hp engine. FAA records indicated that the pilot held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical certificate was issued in December Review of the pilot's personal flight log indicated that his most recent flight review was completed in the accident airplane in February 2011, and that as of the date of the accident, he had about 160 hours in the airplane. FAA records indicated that the EUL elevation was 2,432 feet above mean sea level, and that the single asphalt runway measured 5,500 feet by 100 feet. The EUL 0835 automated weather observation included winds from 110 degrees at 5 knots; visibility 10 miles; clear skies; temperature 9 degrees C; and an altimeter setting of inches of mercury. Page 16 Copyright 1999, 2011,