# Incident 20070721016499I: Amtr MINIIMP, Wilkes-Barre/S, PA, July 21, 2007

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: July 21, 2007, 12:39 local time
- Place: Wilkes-Barre/S, PA
- Airport: Wilkes-Barre/Scranton International
- Damage: Minor damage
- Phase of flight: To Aborted (Fixed Wing)
- Operating rules: General operating rules (Part 91)
- Location: 41.3385° N, 75.7234° W: Placed by OpenAirDocs at WILKES-BARRE/SCRANTON INTL (AVP), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=41.3385&lon=-75.7234&mi=10
- Aircraft: N218JB, registered now (https://openairdocs.org/aircraft/N218JB) (OpenAirDocs)
- Registry model: Biancarelli Joseph MINI-IMP (registry code 0561433, https://openairdocs.org/model/biancarelli-joseph-mini-imp) (OpenAirDocs)
- Registry engine: Hirth F30 (registry code 33730, https://openairdocs.org/engine/hirth-f30) (OpenAirDocs)
- Reported make and model: AMTR MINIIMP
- Reported engine: HIRTH F30
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 150 total, 0 in this make and model, 12 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20070721016499I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-23) AS THE PILOT ROTATED THE AIRCRAFT FOR TAKEOFF, HE FELT SOMETHING WRONG IN THE DRIVETRAIN. HE REDUCED POWER TO ABORT THE TAKEOFF. THE AIRCRAFT LANDED HARD ON THE RUNWAY, AND BOUNCED UP INTO THE AIR AGAIN. AT THIS POINT THE PILOT APPLIED POWER TO REDUCE THE SINK RATE ON THE NEXT TOUCHDOWN. THE AIRCRAFT BOUNCED AGAIN, AND STAYED DOWN AFTER THE ENSUING TOUCHDOWN. THE AIRCRAFT THEN WENT TO THE RIGHT BETWEEN THE RUNWAY LIGHTS AND CAME TO A REST ON THE RIGHT EDGE OF THE RUNWAY, OUTSIDE THE RUNWAY LIGHTS AND PARALLEL TO CENTERLINE. THE ENGINE WAS SHUTDOWN AND THE PILOT EGRESSED. THERE WAS NO FIRE. THE AIRCRAFT WAS PUSHED CLEAR OF THE RUNWAY, AND THE RUNWAY CHECKED FOR DEBRIS. THERE WAS NONE. SUBSEQUENT EXAMINATION OF THE FLEXIDYNE COUPLING BETWEEN THE ENGINE AND THE PROP DRIVE SHAFT REVEALED IT WAS HOT, INDICATING IT HAD FAILED. THE AIRCRAFT BUILDER REMOVED THE FLEXIDYNE, EXAMINED IT, AND FOUND THE FLOW CHARGE WAS DISCOLORED AND IN LUMPS, INDICATING IT HAD OVERHEATED BECAUSE OF SLIPPAGE.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

---
OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.