# NTSB CHI05LA257: Hildebrant Rutan Defiant, N219DF, Bloomfield, IN, September 7, 2005 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: September 7, 2005, 16:25 local (21:25 UTC) - Place: Bloomfield, IN - Coordinates: 39.044445, -87.005554 - Nearby events: https://openairdocs.org/map.md?lat=39.0444&lon=-87.0056&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report May 30, 2006 - Report: Approved by Office Director - Parties: Federal Aviation Administration, Indianapolis FSDO - NTSB case key (mKey): 62500 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI05LA257 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/62500/pdf - Page: https://openairdocs.org/ntsb/CHI05LA257 ## Probable cause The pilot's inadequate preflight planning which resulted in the airplane overrunning the end of the runway during the aborted takeoff. A factor to the accident was the pilot's lack of familiarity with the airplane and the corn crop. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Overrun, takeoff - preflight planning/preparation - inadequate, pilot in command (cause) - performance data - exceeded, pilot in command (cause) - aborted takeoff - performed, pilot in command - lack of familiarity with aircraft, pilot in command (contributing factor) - On ground/water encounter with terrain/water, takeoff - terrain condition - crop (contributing factor) - Fire, standing ## Analysis The amateur-built airplane overran the end of the runway during an aborted takeoff attempt and subsequently nosed over in a corn field. The airplane was destroyed during a post accident ground fire. The pilot died three days after the accident. Witnesses to the accident reported that the pilot performed a high-speed taxi on the runway prior to attempting a takeoff run. One witness reported that he advised the pilot "to use the grass before the threshold for max takeoff length." Witnesses reported that the airplane overran the end of the runway during a subsequent takeoff attempt. A witness reported that the pilot had evacuated himself from the wreckage and told him that he "couldn't get [the airplane] off the ground." The combined distance to accelerate to rotation speed and then stop was 2,820 feet and 3,960 feet for gross weights of 2,500 and 3,000 lbs, respectively. The runway (2,160 feet by 150 feet, turf) had a 485 foot stopway after the departure threshold. The wreckage was found 222 feet past the end of the stopway and 2,867 feet from the beginning of the runway. According to the Rutan Defiant owner's manual, the airplane was a heavy wing-loading aircraft that required longer runways than typical general-aviation twin engine airplanes. The pilot had flown less than 50 hours as pilot-in-command in the accident airplane. No discrepancies were noted that could be associated with any pre-impact condition or malfunction during the post accident examination. ## Factual narrative On September 7, 2005, at 1625 eastern standard time, an amateur-built Hildebrant Rutan Defiant airplane, N219DF, piloted by a commercial pilot, was destroyed during a post accident ground fire after overrunning the departure end of runway 36 (2,160 feet by 150 feet, turf) at the Shawnee Field Airport, near Bloomfield, Indiana. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. The pilot was fatally injured. The local area flight was originating at the time of the accident. Witnesses to the accident reported that the pilot performed a high-speed taxi on runway 36 prior to attempting a takeoff run. One witness reported that he advised the pilot "to use the grass before the threshold for max takeoff length." Witnesses reported that the airplane overran the end of the runway during a subsequent takeoff attempt. The airplane was found in a cornfield, north of the departure end of runway 36. Witnesses stated that the wreckage was found inverted and engulfed in flames. A witness reported that the pilot had evacuated himself from the wreckage and told him that he "couldn't get [the airplane] off the ground." The pilot suffered second and third degree burns over approximately 93 percent of his body. The pilot died as of result of his injuries on September 10, 2005. The closest weather reporting station to the accident site was located at the Monroe County Airport (MBG), approximately 19 nautical miles east of the accident site. The airport was equipped with an Automated Surface Observing System (ASOS). The following weather conditions were recorded before and after the time of the accident: At 1553: Wind 130 degrees true at 5 knots; visibility 10 statute miles (sm); broken clouds at 4,800 feet above ground level; temperature 28 degrees Celsius; dew point 17 degrees Celsius; altimeter setting 30.19 inches of mercury. At 1653: Wind calm; visibility 10 sm; sky clear; temperature 28 degrees Celsius; dew point 17 degrees Celsius; altimeter setting 30.17 inches of mercury. According to the Rutan Defiant owner's manual, the airplane was a heavy wing-loading aircraft that required longer runways than typical general-aviation twin engine airplanes. The owner's manual stated that takeoff/landing performance figures are for smooth, hard surface runways and should be used as a "basis for operational limits." The manual further cautioned that "each aircraft built may require different operational limitations as determined by their flight tests." Specific performance data for the accident airplane was not obtained during the accident investigation. Performance data for the accident flight was calculated using the owner's manual. The minimum takeoff and landing ground rolls were calculated for gross weights of 2,500 and 3,000 lbs, using a density altitude of 2,000 feet. The takeoff ground rolls were 1,100 and 1,600 feet for gross weights of 2,500 and 3,000 lbs, respectively. The landing ground rolls were 1,250 feet and 1,700 feet for gross weights of 2,500 and 3,000 lbs, respectively. Runway 36 consisted of 2-3 inch long grass, according to the Federal Aviation Administration (FAA) inspector who performed the on-scene investigation. Takeoff and landing performance values were estimated for operations on grass runways by applying a factor of 1.2, in accordance with the Flight Test Guide for Certification of Part 23 Airplanes (FAA Publication, AC 23-8B). Applying this factor, the resulting takeoff ground rolls were 1,320 and 1,920 feet for gross weights of 2,500 and 3,000 lbs, respectively. The resulting landing ground rolls were 1,500 feet and 2,040 feet for gross weights of 2,500 and 3,000 lbs, respectively. Based on the previously determined ground roll data, the combined distance to accelerate to rotation speed and then stop was 2,820 feet and 3,960 feet for gross weights of 2,500 and 3,000 lbs, respectively. Runway 36 (2,160 feet by 150 feet) had a 485 foot stopway after the departure threshold. A stopway is an area beyond the takeoff runway able to support the airplane during an aborted takeoff without causing structural damage to the airplane. The wreckage was found 222 feet past the end of the stopway and 2,867 feet from the beginning of runway 36. The airplane had accumulated 821.5 hours since new, according to the maintenance logbooks. The last condition inspection was performed on December 28, 2004, and the airplane had accumulated 59.6 hours since the inspection. The accident airplane's empty and maximum gross weights were 1,950 and 3,450 lbs, respectively. During August 2005, the airplane underwent maintenance to fix a fuel leak in the right wing. The maintenance logbook indicated the repairs were finalized on the day of the accident. The accident occurred during the first flight since the repairs. The pilot held a commercial pilot certificate with single-engine land, multiengine land, and instrument airplane ratings. FAA records show the pilot's last medical examination was completed on March 1, 2005, when he was issued a third-class medical certificate with no restrictions or limitations. The pilot reported that his total flight time was 3,347 hours and that he had flown 16 hours during the previous 6 months, on the March 2005 medical application. The pilot's previous medical examination was on July 23, 2002, and at that time he reported his total flight time was 3,300 hours and that he had flown no hours during the previous six months. The pilot began flying the accident airplane during February 2005, according to the airplane's owner. The aircraft owner stated that the pilot did not have any experience in a Rutan Defiant prior to February 2005. The pilot had flown less than 50 hours as pilot-in-command in the accident airplane, according to the aircraft owner and maintenance logbooks. The pilot's flight logbooks were not obtained during the investigation. The wreckage was examined by a FAA inspector and no discrepancies were noted that could be associated with any pre-impact condition or malfunction. ## Aircraft - Registration: [N219DF](https://openairdocs.org/deregistered/N219DF-2015-05-20), registration cancelled 2015-05-20, S/N 039 (OpenAirDocs) - Reported make and model: Hildebrant Rutan Defiant - Registry model: [Hildebrant Earl L DEFIANT RUTAN](https://openairdocs.org/model/hildebrant-earl-l-defiant-rutan) (registry code 05690N7) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 039 - Airframe hours: 750 - Engines: Lycoming O-360 180 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, January 1, 2005, 50 hours before - Departed: 1I3, Bloomfield, IN - Destination: 1I3, Bloomfield, IN - Airport: 1I3, Shawnee Field Airport, runway 36, 2,160 × 150 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: fatal; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; seat: left; flight hours: 3,347 total ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 63 °F - Altimeter: 30.17 inHg - Observed at: BMG, 19 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20050907024019A](https://openairdocs.org/incident/20050907024019A), Sep 7, 2005: Amtr RUTANDEFIANT, Bloomfield, IN, Destroyed, 1 fatal. (-23) Aircraft departed the north end of the grass runway during takeoff roll entered the cornfield and burned. Pilot was fatally injured. ## Other investigations on N219DF (2) 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. - [NTSB DEN03LA010](https://openairdocs.org/ntsb/DEN03LA010), Oct 19, 2002: Hildebrandt Rutan/Defiant (N219DF), Watkins, CO, substantial damage. Probable cause: the pilot's failure to use the checklist, resulting in his forgetting to lower the nose landing gear. Contributing factors included the pilot's attention being diverted by the loss of oil pressure on… - [NTSB DEN02LA099](https://openairdocs.org/ntsb/DEN02LA099), Aug 20, 2002: Hildebrandt Rutan/Defiant (N219DF), Erie, CO, substantial damage. Probable cause: failure of the normal braking system, resulting in the airplane departing the end of the runway. A contributing factor was the airplane's slow acceleration during the takeoff roll. 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.