Winter Haven, FL, USA
N811RW
AIRBORNE WINDSPORTS PTY LTD XT-912
A witness reported observing the experimental ultralight aircraft conducting touch-and-go landings before the accident. He recalled that it seemed "a bit windy" for an ultralight to be operating. He estimated that the wind was between 10 and 15 knots, but he could not judge the wind gusts. Immediately after takeoff for the accident flight, the aircraft made a hard right bank, with a bank angle of between about 60 and 90 degrees, about 100 feet above the ground. The witness reported that the aircraft's motor sounded as if it was at full power and not malfunctioning. The aircraft impacted the ground about 100 to 150 yards from where witnesses were standing. According to the Pilot's Operating Handbook, the maximum crosswind component for the airplane was 12 knots. Airport weather information indicated the wind was 080 degrees at 12 knots about 20 minutes before the accident. It is likely that the aircraft encountered crosswind conditions and that the pilot then failed to maintain aircraft control.
On October 14, 2012, about 1116 eastern standard time, an experimental Airborne Wind Sports XT-912, N811RW, was substantially damaged following a collision with the ground at Winter Haven's Gilbert Airport (GIF), Winter Haven, Florida. The sport pilot and passenger were fatally injured. The airplane was registered to and operated by Funwings Incorporated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight was originating at the time of the accident. According to witnesses, they watched as the aircraft was conducting touch-and-go landings prior to the accident. They stated that nothing seemed abnormal with the aircraft but did recall that it was very windy for an ultralight to be operating. One of the witnesses estimated the winds to be between 10 and15 knots, and could not judge the wind gusts. At the time of the accident the aircraft was on its final touch-and-go from runway 5, when it made a hard right bank immediately after takeoff, at approximately 100 feet above of the ground. They watched and recalled that the bank angle seemed excessive, approximately 60-90 degrees. The motor sounded as if it was at full power and not malfunctioning. The aircraft immediately impacted the ground approximately 100-150 yards from where the witnesses were standing. The witnesses assisted in extricating the occupants from the aircraft and waited for emergency personnel to arrive. According to information obtained from the Federal Aviation Administration, the pilot was not in radio contact with air traffic control at the time of departure and no radio transmissions were recorded. The aircraft came to rest on its side, on the airport ramp adjacent to a hangar. The pilot, age 60, held a sport pilot certificate for weight-shift-control-land, issued August 2, 2012. A review of Federal Aviation Administration (FAA) records revealed that the pilot had never been issued a medical certificate; the sport pilot was medically eligible to fly as a light sport pilot as long as she has a valid driver's license. The pilot's logbook was not recovered for review. A review of the aircraft's flight log revealed that the pilot had approximately 62 flight hours in the aircraft. The two-seat, tricycle gear weight shift controlled aircraft, serial number XT-912-094, was manufactured in 2006. It was powered by a Rotax Bombardier model 912 UL 2, 100-hp engine. On June 17, 2012, a 50-hour inspection and oil change on the aircraft was accomplished at a total time 291.2 hours. According to an aircraft log that was located in the aircraft, it showed that the aircraft had 301.45 flight hours. At 1053, the GIF automated weather observation station reported the following weather conditions: wind 080 degrees at 12 knots, visibility of 10 miles, cloud conditions few at 3,500 feet above ground level (agl), temperature 29 degrees Celsius, dew point 20 degrees Celsius, and altimeter setting 30.11 inches of mercury. Examination of the aircraft by a FAA inspector revealed that the fiberglass body was ripped and distorted in several places. The frame was slightly damaged, but the right wheel suspension was destroyed and the left suspension was pulled away from the vertical strut at the axle. The front wheel and ground steering assembly was not damaged. Examination of the engine revealed that it was impact-damaged and the carburetor was dislocated. The oil reservoir rotated and some oil, coolant and gas spillage occurred. Examination of the wing revealed that it was impact-damaged and the batten tips were broken off. The King Post (top wire support) was in place and all Luff Lines and Kiel brace cables were still in place. The front flying wires were both broken at the down tube connection and the right wire had a broken loop at the swan catch (nose of the wing) with a loop separated due to friction on the pavement. The rear flying wires were still connected in the correct configuration. One side of the control bar was disconnected for transport and the other was bent and broken apart at the connection. The right cross tube and down tube was also bent on the side of impact. A review of the pilot's operating handbook section 2.6.10: Other Limitations revealed that the maximum cross wind component was 12 knots. An autopsy was performed on the pilot on October 15, 2012, by the Office of the District Medical Examiner, Winter Haven, Florida, as authorized by the Winter Haven Police Department. The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the passenger with negative results for drugs and alcohol and positive for rosuvastatin. An autopsy was performed on the passenger on October 15, 2012, by the Office of the District Medical Examiner, Winter Haven, Florida, as authorized by the Winter Haven police Department. The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot with negative results for ethanol. Amlodipine was detected in the liver and blood.
The pilot’s failure to maintain aircraft control during takeoff in crosswind conditions, which resulted in collision with terrain.
Source: NTSB Aviation Accident Database
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