# NTSB CEN16LA175: Airborne Windsports PTY Edge X Classic, N701FP, Rush City, MN, May 5, 2016 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: May 5, 2016, 10:25 local (15:25 UTC) - Place: Rush City, MN - Coordinates: 45.697223, -92.952224 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.6972&lon=-92.9522&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report December 12, 2016 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 93124 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN16LA175 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93124/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93124 - Page: https://openairdocs.org/ntsb/CEN16LA175 ## Probable cause The student pilot's failure to maintain the appropriate pitch attitude during initial climb, which resulted in an aerodynamic stall. Contributing to the accident was the student pilot’s decision to conduct a solo flight without a solo endorsement in an aircraft in which he had no experience flying. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Airborne Windsports PTY EDGE X CLASSIC, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=05903UW), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: pitch control](https://openairdocs.org/ntsb-findings/01062022): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Airborne Windsports PTY EDGE X CLASSIC, 1 case](https://openairdocs.org/ntsb-findings/01062022/cases.md?model=05903UW), [All aircraft, 526 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md) - [Experience/qualifications: qualification/certification](https://openairdocs.org/ntsb-findings/02031010): Personnel issues › Experience/knowledge · Pilot (probable cause); cases with it: [Airborne Windsports PTY EDGE X CLASSIC, 1 case](https://openairdocs.org/ntsb-findings/02031010/cases.md?model=05903UW), [All aircraft, 280 cases](https://openairdocs.org/ntsb-findings/02031010/cases.md) - [Experience/qualifications: total experience](https://openairdocs.org/ntsb-findings/02031015): Personnel issues › Experience/knowledge · Pilot (probable cause); cases with it: [Airborne Windsports PTY EDGE X CLASSIC, 1 case](https://openairdocs.org/ntsb-findings/02031015/cases.md?model=05903UW), [All aircraft, 126 cases](https://openairdocs.org/ntsb-findings/02031015/cases.md) - [Experience/qualifications: total experience w/ equipment](https://openairdocs.org/ntsb-findings/02031025): Personnel issues › Experience/knowledge · Pilot (probable cause); cases with it: [Airborne Windsports PTY EDGE X CLASSIC, 1 case](https://openairdocs.org/ntsb-findings/02031025/cases.md?model=05903UW), [All aircraft, 269 cases](https://openairdocs.org/ntsb-findings/02031025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Airborne Windsports PTY EDGE X CLASSIC, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=05903UW), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Airborne Windsports PTY EDGE X CLASSIC, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05903UW), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The student pilot was conducting a solo personal flight in the weight-shift-control aircraft. Video footage showed the airplane taking off, climbing to an estimated altitude of 300 to 400 ft, banking sharply left, descending, and then impacting terrain in a steep, nose-down attitude. The student did not have any solo endorsements on his student pilot certificate. The student had logged 14 hours in a different weight-shift-control aircraft but had never flown the accident aircraft type. The student's flight instructor said that he did not feel the student was ready to fly solo and that he had not endorsed him for solo flight. He further stated that the student mismanaged takeoffs and landings and had the tendency to "leave the [control] bar out" after takeoff instead of letting it come back, which increased the aircraft's pitch attitude and caused it to climb too steeply. It is likely that the student increased the aircraft's pitch attitude too much during the initial climb, which led to his loss of aircraft control and an aerodynamic stall. ## Factual narrative HISTORY OF FLIGHT On May 8, 2016, about 1025 central daylight time, an Airborne Windsport Edge X Classic weight-shift control aircraft, N701FP, impacted terrain at Rush City Airport (ROS), Rush City, Minnesota. The student pilot, the sole occupant on board, was fatally injured. The aircraft was substantially damaged. The aircraft was registered to and operated by the pilot of Pine City, Minnesota, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight was originating at the time of the accident. According to a video provided by the Chisago County Sheriff's Office, the aircraft took off on runway 16, climbed to an estimated altitude of 300 to 400 feet, banked sharply to the left, descended, and impacted terrain in a steep nose-down attitude. The engine could be heard producing power at impact. Examination of the wreckage revealed no evidence of pre-impact mechanical malfunctions or failures. PERSONNEL (CREW) INFORMATION The pilot held a student pilot certificate with no solo endorsements. He also held a third class airman medical certificate, dated April 7, 2016, with the restriction, "Must have available glasses for near vision." Examination of the pilot's flight logbook revealed 13 entries made from March 22, to May 6, 2016. The entries indicated the pilot had logged a total of 21.9 hours – 4.6 hours in a Cessna 172, 3.3 hours in a Cessna 150, and 14.0 in an Air Creation USA ARV TANARG, another weight-shift-control aircraft similar to N701FP. The latter flights occurred at Marana Regional Airport (AVQ), Marana, Arizona, between April 18 and April 20. The accident flight was the first flight the pilot had made in N701FP. He had not flown a weight-shift control aircraft since April 20. He did, however, take a lesson in a Cessna 172 two days before the accident. A Federal Aviation Administration (FAA) inspector telephoned the pilot's flight instructor in Marana, Arizona. The instructor told the inspector that he did not feel the pilot was ready to solo; therefore, he did not endorse him for solo flight in his pilot logbook. The instructor stated the pilot mismanaged takeoffs and landings, and had the tendency to "leave the bar out" after takeoff "instead of letting it come back," causing the aircraft to increase pitch attitude and climb steeply. The instructor said that control in a weight-shift aircraft differs from that of a conventional airplane. To climb, you push the control bar forward and to descend, you pull back on the control bar. The instructor said this tends to be an issue for new pilots, especially those who are mixing their training between fixed wing airplanes and weight shift control aircraft. The instructor added that there is a considerable difference in the performance of the aircraft with just one person on board in that it will climb at a considerably greater rate when flownsolo. MEDICAL AND PATHOLOGICAL INFORMATION According to the autopsy report, prepared by the Midwest Medical Examiner's Office, death was attributed to "multiple blunt force injuries." According to FAA's Civil Aeromedical Institute's (CAMI) toxicology report, no carbon monoxide or ethanol were detected in cavity blood or vitreous, respectively. Ranitidine was detected in urine. According to FAA's Forensic Toxicology, ranitidine is an anti-histamine used in the treatment of gastric acid secretion. According to the Midwest Medical Examiner's toxicology report, ranitidine and caffeine were detected in urine. ## Aircraft - Registration: [N701FP](https://openairdocs.org/deregistered/N701FP-2018-05-31), registration cancelled 2018-05-31, S/N X-582-1088, built 2007 (OpenAirDocs) - Reported make and model: AIRBORNE WINDSPORTS PTY LTD EDGE X CLASSIC (NO SERIES) - Registry model: [Airborne Windsports PTY EDGE X CLASSIC](https://openairdocs.org/model/airborne-windsports-pty-edge-x-classic) (registry code 05903UW) (OpenAirDocs) - Registry engine: [Rotax 582UL DCDI](https://openairdocs.org/engine/rotax-582ul-dcdi) (registry code 55563, 2 cycle) (OpenAirDocs) - Category: Weight-shift - Serial number: X-582-1088 - Year built: 2007 - Airframe hours: 327 - Engines: Rotax 582UL DCDI 65 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental light sport (Special) - Last inspection: Condition, November 29, 2015 - Departed: KROS, Rush City, MN - Destination: KROS, Rush City, MN - Airport: KROS, Rush City Regional, runway 16, 4,397 × 75 ft, asphalt - Equipment: Airframe parachute, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: fatal; student; medical: class 3, with waivers/limitations; seat: front; restraint: 4-point; toxicology performed; flight hours: 22 total, 14 in this make and model, 22 in the last 90 days, 16 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 59 °F, dew point 32 °F - Altimeter: 30.03 inHg - Observed at: KROS ## Docket (7 files) The files NTSB released with the investigation on October 13, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93124. 6.6 MB in all. - FAA E-Mails (item 1, .PDF, 130 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445346&FileExtension=.PDF&FileName=FAA%20E-Mails-Master.PDF - Witness Statements (item 2, .PDF, 260 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445347&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Telephone Conversation with Neil Bungard, Jay Jahnz's Flight Instructor (item 3, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445348&FileExtension=.PDF&FileName=Telephone%20Conversation%20with%20Neil%20Bungard,%20Jay%20Jahnz%27s%20Flight%20Instructor-Master.PDF - Pilot's Logbook (item 4, .PDF, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445349&FileExtension=.PDF&FileName=Pilot%27s%20Logbook-Master.PDF - Toxicology Report, Jay K. Janz (item 5, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445350&FileExtension=.PDF&FileName=Toxicology%20Report,%20Jay%20K.%20Janz-Master.PDF - CAMI Toxicology Drug Information (item 6, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445351&FileExtension=.PDF&FileName=CAMI%20Toxicology%20Drug%20Information-Master.PDF - Report Photos (item 7, .PDF, 2 photos, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40445352&FileExtension=.PDF&FileName=Report%20Photos-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- 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.