# NTSB ERA10LA318: Glenn H Curtiss Museum Hudson Flyer, N910GC, Penn Yan, NY, June 18, 2010 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: June 18, 2010, 15:05 local (19:05 UTC) - Place: Penn Yan, NY - Coordinates: 42.636943, -77.05278 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.6369&lon=-77.0528&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern crosswind: Loss of lift](https://openairdocs.org/ntsb-events/500) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report June 28, 2012 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 76387 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA318 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76387/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76387 - Page: https://openairdocs.org/ntsb/ERA10LA318 ## Probable cause The pilot’s failure to maintain altitude after takeoff. ## 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: [Glenn H Curtiss Museum HUDSON FLYER, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=05628MQ), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Wind: tailwind](https://openairdocs.org/ntsb-findings/03034015): Environmental issues › Conditions/weather/phenomena · Response/compensation; cases with it: [Glenn H Curtiss Museum HUDSON FLYER, 1 case](https://openairdocs.org/ntsb-findings/03034015/cases.md?model=05628MQ), [All aircraft, 594 cases](https://openairdocs.org/ntsb-findings/03034015/cases.md) - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Glenn H Curtiss Museum HUDSON FLYER, 1 case](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=05628MQ), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern crosswind: Loss of lift](https://openairdocs.org/ntsb-events/500) (defining event); cases with it: [Glenn H Curtiss Museum HUDSON FLYER, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=05628MQ), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Glenn H Curtiss Museum HUDSON FLYER, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05628MQ), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The accident flight was the fourth test flight of the airplane, which was a historical replica of an airplane built in 1910, and it was the first time that the pilot planned to perform a traffic pattern flight around the airport before returning to land. The pilot reported that the airplane's controls were responsive and effective during the first three flights, which had a total duration of about 5 minutes. While the first three flights had been conducted under calm wind conditions, there was a crosswind from the west at the time of the accident. A witness to the accident flight stated that the airplane took off on runway 19, climbed to about 100 feet above ground level, and turned left (downwind) about two-thirds of the way down the runway. The airplane entered a controlled descent and impacted the ground in a right-wing-low attitude. The pilot did not report any mechanical malfunctions or anomalies with the airplane. He stated that the airplane began to descend after beginning the left turn and that he thought that the airplane experienced a decrease in lift as a result of the tailwind. Although an airplane does not lose aerodynamic lift when turning from a crosswind to a tailwind, the pilot may have misperceived the increased ground speed as an increase in airspeed and increased the airplane’s pitch angle to compensate, resulting in a descent due to increased drag. ## Factual narrative HISTORY OF FLIGHT On June 18, 2010, at 1505 eastern daylight time, an experimental amateur-built Glenn H. Curtiss Museum Hudson Flyer, N910GC, crashed shortly after takeoff from runway 19 at Penn Yan Airport (PEO), Penn Yan, New York. The certificated airline transport pilot sustained serious injuries, and the airplane was substantially damaged. Visual meteorological conditions prevailed, and no flight plan was filed for the maintenance test flight, which was operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The airplane was a replica of the Curtiss Albany Flyer, which completed the first successful flight between Albany, New York and New York City along the Hudson River in May, 1910. According to a representative of the Glenn Curtiss Museum, the accident flight was the fourth flight of the day. The three previous flights were the airplane's first test flights, and each consisted of one takeoff and landing in which the airplane lifted off the runway, climbed to approximately 40 feet, and touched down again prior to the end of the runway. The representative stated that, during these flights, the airplane's controllability was confirmed during low- and high-speed taxi, takeoff, flight in ground effect, and landing. He also stated that during these flights, the flight controls were shown to be responsive and effective. The purpose of the accident flight was to take off, climb the airplane, and perform a traffic pattern around the airport before returning for landing. According to the museum representative, there was a crosswind from the west at the time of takeoff. The airplane lifted off from runway 19, climbed to about 100 feet above ground level, and turned left approximately two-thirds down the runway. The airplane was observed in a controlled descent and impacted the ground in a right wing-low attitude. According to the FAA, a witness located near the accident site reported that he heard the airplane's engine running prior to impact. In an interview with a Federal Aviation Administration (FAA) inspector, the pilot stated that the airplane started to descend after beginning the left turn, and he felt that the airplane may have experienced a decrease in lift as a result of the tailwind conditions. The pilot did not report any mechanical malfunctions or anomalies with the airplane. PERSONNEL INFORMATION The pilot held an airline transport pilot certificate with a multiengine land rating, a flight instructor certificate with airplane single- and multi-engine ratings, a commercial pilot certificate with ratings for airplane single-engine land and sea and multiengine sea, and a private pilot certificate with a glider rating. The pilot also held numerous type certificates. His most recent first-class FAA medical certificate was issued on February 1, 2010, at which time he reported a total flight time of 23,200 hours. The pilot had accrued approximately 5 minutes of flight time in the accident airplane. AIRCRAFTINFORMATION The airplane was constructed primarily of bamboo, fabric, and wire, and was powered by one, 90-hp, Curtiss OX-5 reciprocating engine in a pusher configuration, which was equipped with a wooden propeller. The airplane was controlled around its vertical and longitudinal axes by means of a wheel located in front of the pilot's seat, and around its longitudinal axis by means of a "shoulder yoke" worn by the pilot. In order to effect a turn left or right, the pilot would be required to lean in the desired direction of the turn. METEOROLOGICAL INFORMATION The 1453 automated weather observation at PEO included winds from 230 degrees at 8 knots, 10 statute miles visibility, clear skies, temperature 26 degrees C, dew point 13 degrees C, and an altimeter setting of 30.09 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane came to rest upright on a heading of about 50 degrees, approximately one-half mile east of the departure end of runway 19. Examination by an FAA inspector revealed significant impact damage to the right wing and elevator canard. Flight control continuity could not be established due to the extent of the damage. The fuel tank contained fuel, and fuel continuity to the engine was confirmed. Visual inspection of the engine revealed no anomalies. ## Aircraft - Registration: [N910GC](https://openairdocs.org/deregistered/N910GC-2018-01-10), registration cancelled 2018-01-10, S/N 1, built 2010 (OpenAirDocs) - Reported make and model: Glenn H Curtiss Museum Hudson Flyer - Registry model: [Glenn H Curtiss Museum HUDSON FLYER](https://openairdocs.org/model/glenn-h-curtiss-museum-hudson-flyer) (registry code 05628MQ) (OpenAirDocs) - Registry engine: [Curtiss OX-5](https://openairdocs.org/engine/curtiss-ox-5) (registry code 18100, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 1 - Airframe hours: 0 - Engines: Curtiss OX-5 90 horsepower reciprocating - Damage: Substantial damage - Flight: Flight test, Part 91 - Operator: Glenn H. Curtiss Museum - Registered owner: Glenn H. Curtiss Museum - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, June 18, 2010, 0 hours before - Departed: PEO, Penn Yan, NY - Destination: PEO, Penn Yan, NY - Airport: PEO, Penn Yan Airport, runway 19, 5,500 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 67; injuries: serious; flight instructor, flight engineer, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review March 1, 2010; seat: center; flight hours: 26,000 total, 0 in this make and model, 19,000 as pilot in command, 20 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 55 °F - Altimeter: 30.09 inHg - Observed at: PEO ## 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 20100618036819A](https://openairdocs.org/incident/20100618036819A), Jun 18, 2010: Glenn H Cur HUDSON FLYE, Penn Yan, NY, Substantial damage. 1910 Replica Glenn curtis hudson flyer doing inital flight testing. 3 morning flights to confirm straight flight stability. This flight was first to involve… ## Docket (7 files) The files NTSB released with the investigation on May 17, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76387. 7.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 889 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40359611&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Memorandum for Record - FAA (item 2, .PDF, 99 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361581&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20FAA-Master.PDF - FAA Inspector Statement (item 3, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361578&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - Memorandum for Record - PEO Weather (item 4, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361579&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20PEO%20Weather-Master.PDF - Photo 1 - Airplane in flight (Courtesy Glenn Curtiss Museum) (item 5, .PDF, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361560&FileExtension=.PDF&FileName=Photo%201%20-%20Airplane%20in%20flight%20(Courtesy%20Glenn%20Curtiss%20Museum)-Master.PDF - Photo 2 - Airplane as it came to rest (Courtesy FAA) (item 6, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361561&FileExtension=.PDF&FileName=Photo%202%20-%20Airplane%20as%20it%20came%20to%20rest%20(Courtesy%20FAA)-Master.PDF - Photo 3 - Close view of propeller (Courtesy FAA) (item 7, .PDF, 2.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361566&FileExtension=.PDF&FileName=Photo%203%20-%20Close%20view%20of%20propeller%20(Courtesy%20FAA)-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.