# NTSB ERA14LA181: Vans RV-12, N409FM, Bayport, NY, April 3, 2014

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: April 3, 2014, 12:30 local (16:30 UTC)
- Place: Bayport, NY
- Coordinates: 40.758335, -73.053611 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=40.7583&lon=-73.0536&mi=10
- Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping)
- Defining events: [Landing-flare/touchdown: Midair collision](https://openairdocs.org/ntsb-events/250); [Initial climb: Midair collision](https://openairdocs.org/ntsb-events/250)
- Highest injury: No injuries
- Injuries: 2 uninjured
- Status: Completed, report October 27, 2014
- Report: Approved by Office Director
- NTSB office: Eastern Region Aviation
- Parties: FAA/FSDO
- NTSB case key (mKey): 89011
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14LA181
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89011/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89011
- Page: https://openairdocs.org/ntsb/ERA14LA181

## Probable cause (aircraft 1)

The failure of both pilots to see and avoid each other, which resulted in a collision.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot (probable cause), aircraft 1; cases with it: [Vans RV-12, 2 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=0690009), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md)
- [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot of other aircraft (probable cause), aircraft 1; cases with it: [Vans RV-12, 2 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=0690009), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md)
- [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Effect on personnel, aircraft 1; cases with it: [Vans RV-12, 1 case](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=0690009), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md)
- [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot (probable cause), aircraft 2; cases with it: [Dehavilland DHC-1B-2-S3, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=2801738), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md)
- [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot of other aircraft (probable cause), aircraft 2; cases with it: [Dehavilland DHC-1B-2-S3, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=2801738), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md)
- [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Effect on personnel, aircraft 2; cases with it: [Dehavilland DHC-1B-2-S3, 1 case](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=2801738), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Landing-flare/touchdown: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 1; cases with it: [Vans RV-12, 2 cases](https://openairdocs.org/ntsb-events/250/sequence.md?model=0690009), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md)
- [Initial climb: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 2; cases with it: [Dehavilland DHC-1B-2-S3, 1 case](https://openairdocs.org/ntsb-events/250/sequence.md?model=2801738), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md)

## Analysis (aircraft 1)

The RV-12 was inbound for landing and had joined a 45-degree approach to the left base leg for the runway. The Chipmunk had taxied to the end of the runway to conduct an engine run-up. The pilot of the RV-12 said that he made a radio call on the common traffic advisory frequency (CTAF) while he was on the 45-degree base leg and during his turn to final. The Chipmunk pilot stated that he made a radio call on the CTAF stating his intention to depart. Both pilots said that they did not hear any traffic on the CTAF, nor did they see any traffic in the pattern or on the ground. The pilot of the RV-12 stated that the front half of the Chipmunk came into his view as the RV-12 was in its landing flare. Subsequently, the propeller of the RV-12 struck the rudder and vertical stabilizer of the Chipmunk, causing substantial damage and causing the RV-12 to lose thrust. A portion of the propeller blade tip from the RV-12 and a lead rudder balance weight from the Chipmunk were later discovered on the west half of the runway. The Chipmunk continued with the takeoff and landed shortly thereafter at a nearby airport. The RV-12 landed safely immediately after the collision. Examination of the airport environment revealed that, depending on the angle and altitude of inbound aircraft and the position of aircraft on the ground, trees surrounding the approach end of the runway could block a pilot's view of arriving or departing aircraft.

## Factual narrative (aircraft 1)

As a result of this accident, in order to improve safety, the New York Department of Transportation added the following comments to the Airport/Facility Directory: "PILOTS BE ADVISED: DUE TO PATTERN PROCEDURES, AIRCRAFT IN THE RUN-UP AREA OR STARTING TAKEOFF ROLL ON RWY 36, AND AIRCRAFT ON FINAL APPROACH TO RWY 36, MAY NOT BE ABLE TO SEE EACH OTHER DUE TO TREES." According to FAA and airplane maintenance records, the RV-12 was issued its special airworthiness certificate in 2010. The airplane's most recent conditional inspection was completed on October 1, 2013. At the time of accident, the airplane had accrued approximately 338 total hours of operation. According to FAA and airplane maintenance records, the Chipmunk was manufactured in 1956. The airplane's most recent annual inspection was completed on March 11, 2014. At the time of accident, the airplane had accrued approximately 2,500 total hours of operation. According to the airport facility directory (AFD), 23N, was a publicly owned, non-towered airport with an elevation of about 41 feet above mean sea level (MSL). It had one turf runway oriented in a 18/36 configuration. Which was 2,740 feet long and 150 feet wide. Runway 36 threshold was displaced 550 feet and was marked with concrete blocks flush with the turf surface. The gradient for runway 36 was 2%. There was a visual approach slope indicator which provided a 5 degree glidepath located on the right side of the runway, however, the AFD stated that the panels may or may not be lighted. Obstacles existed at the approach end of runway 36 in the form of 60 foot tall trees which were located 150 feet from the runway on both sides of the centerline which took an 11:1 slope to clear. The AFD for 23N advised that all arriving aircraft enter the traffic pattern on a 45-degree left base leg for runway 36 at 600 feet MSL due to heavy jet traffic out of ISP. On April 3, 2014 about 1230 eastern daylight time (EDT), an experimental amateur-built Vans RV-12, N409FM, and a DeHavilland DHC-1"Chipmunk,"N12BH collided over the runway at the Bayport Aerodrome (23N), Bayport, New York. The Chipmunk received substantial damage and the RV-12 received minor damage. The private pilot in the RV-12 and the airline transport pilot in the Chipmunk were not injured. Visual meteorological conditions prevailed and no flight plans were filed for either flight. The RV-12 departed the Cherry Ridge Airport (N30) in Honesdale, Pennsylvania. The Chipmunk was departing Bayport Aerodrome for Long Island MacArthur Airport (ISP) in Islip, New York. Both airplanes were being operated as personal flights in accordance with Title 14 Code of Federal Regulations Part 91. According to the pilot of the RV-12, he stated that he made a radio call at the "mid bay" position announcing his intentions to land at 23N. The pilot also stated that he made subsequent radio calls while crossing the shoreline, when on 45-degree left base leg for runway 36, and on the turn onto the final. Duringthe approach, the pilot of the RV-12 stated that he did not see any traffic on the runway. When the pilot of the RV-12 began his flare for landing, he stated that the "forward half of a departing aircraft came into view." One of the propeller blades of the RV-12 then struck the upper aft portion of the vertical stabilizer and rudder of the Chipmunk. The RV-12 then landed without power, while the Chipmunk departed to the north and continued to ISP. A portion of the propeller blade tip from the RV-12 and a lead rudder balance weight from the Chipmunk, were later discovered on the west half of runway. According to the pilot of the Chipmunk, after taxing to the south end of runway 36 he did an engine run-up and transmitted his intentions to depart on runway 36 on the traffic advisory frequency. The pilot said that he did not see anyone in the traffic pattern or hear them on the radio when he conducted a 360-degree turn to look for traffic prior to departing on the runway. At rotation the pilot of the Chipmunk stated that he "thought something in the tail or in the back had broken or let go or even possibly was hit by a bird." The pilot of the Chipmunk also stated that he thought his airplane was "controllable and flyable" and so he continued to ISP for landing on runway 33L. Recorded weather obtained from ISP's automated weather observation system located approximately 3 miles northwest of the accident site revealed that visual flight rules weather existed around the time of the accident. At 1156 the reported weather included: wind 320 degrees at 9 knots, visibility 10 statute miles, scattered clouds at 25,000 feet, temperature 14 C, dewpoint -4 C, altimeter 30.09 inches of mercury. The pilot of the RV-12 held a Federal Aviation Administration (FAA) private pilot certificate with a rating for airplane single-engine land. He reported on that he had accrued approximately 740 total flight hours. The pilot of the Chipmunk held a Federal Aviation Administration (FAA) airline transport pilot certificate with a rating for airplane single-engine land, multi-engine land. He also held a flight instructor certificate for airplane single-engine land, multi-engine land, and instrument airplane. His most recent FAA first-class medical certificate was issued on April 4, 2014. He reported on that date that he had accrued approximately 36,000 total flight hours. A review of satellite imagery and aerial photos of the airport indicated that portions of the approach end of runway 36 would be blocked from view due to trees, when using the published traffic pattern entry for runway 36. It was also noted that aircraft entering the traffic pattern for runway 36 would not be visible by aircraft on the ground holding short at the approach end of runway 36.

## Aircraft 1

- Registration: [N409FM](https://openairdocs.org/aircraft/N409FM), registered now, S/N 120290, built 2010 (OpenAirDocs)
- Reported make and model: VANS AIRCRAFT INC RV-12
- Registry model: [Vans RV-12](https://openairdocs.org/model/vans-rv-12) (registry code 0690009) (OpenAirDocs)
- Registry engine: [Rotax 912ULS series](https://openairdocs.org/engine/rotax-912uls-series) (registry code 55572, 4 cycle) (OpenAirDocs)
- Category: Airplane
- Serial number: 120290
- Year built: 2010
- Airframe hours: 338
- Engines: Rotax 912 ULS 100 horsepower reciprocating
- Damage: Minor damage
- Flight: Personal, Part 91
- Airworthiness certificate: Special, Experimental light sport (Special)
- Last inspection: Condition, October 1, 2013, 49 hours before
- Departed: N30, HONESDALE, PA
- Destination: 23N, Bayport, NY
- Airport: 23N, Bayport Aerodrome, runway 36, 2,740 × 150 ft, grass/turf

## Aircraft 2

- Registration: [N12BH](https://openairdocs.org/aircraft/N12BH), registered now, S/N 157-195, built 1956 (OpenAirDocs)
- Reported make and model: DEHAVILLAND DHC 1B 2-S3
- Registry model: [Dehavilland DHC-1B-2-S3](https://openairdocs.org/model/dehavilland-dhc-1b-2-s3) (registry code 2801738) (OpenAirDocs)
- Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs)
- Category: Airplane
- Serial number: 157-195
- Year built: 1956
- Airframe hours: 2500
- Engines: Lycoming IO-540 260 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Special, Experimental (Special)
- Last inspection: Condition, March 11, 2014, 10 hours before
- Departed: 23N, Bayport, NY
- Destination: ISP, NEW YORK, NY
- Flight plan: VFR
- Airport: 23N, Bayport Aerodrome, runway 36, 2,740 × 150 ft, grass/turf

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot, aircraft N409FM; age 57; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: sport pilot; last flight review June 23, 2012; seat: left; restraint: 3-point; flight hours: 740 total, 338 in this make and model, 560 as pilot in command, 12 in the last 90 days, 9.3 in the last 30 days, 2.4 in the last 24 hours
- Pilot, aircraft N12BH; age 62; injuries: none; flight instructor, airline transport, commercial, flight engineer; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review November 30, 2013; seat: rear; restraint: 4-point; flight hours: 36,000 total, 10 in this make and model, 25,000 as pilot in command, 200 in the last 90 days, 60 in the last 30 days

## Weather

- Conditions: Visual (VMC), Day
- Wind: 350° at 11 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 48 °F, dew point 27 °F
- Altimeter: 30.11 inHg
- Observed at: ISP, 3 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 20140403005331A](https://openairdocs.org/incident/20140403005331A), Apr 3, 2014: Dehavilland DHC-1B-2-S3, Bayport, NY, Substantial damage. Aircraft (RV-12 N409FM) on landing roll out struck departing aircraft (Dehavilland beaver N12BH) during rotation for take off

## Docket (9 files)

The files NTSB released with the investigation on July 9, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89011. 11.7 MB in all.

- NTSB Pilot 6120 Form (RV-12) (item 1, .PDF, 736 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414129&FileExtension=.PDF&FileName=NTSB%20Pilot%206120%20Form%20(RV-12)-Redacted.PDF
- NTSB Pilot 6120 Form (Chipmunk) (item 2, .PDF, 661 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414130&FileExtension=.PDF&FileName=NTSB%20Pilot%206120%20Form%20(Chipmunk)-Redacted.PDF
- Memorandum of Record – Weather (item 3, DOCX, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414131&FileExtension=docx&FileName=Memorandum%20of%20Record%20%E2%80%93%20Weather-Master
- Photo 1 – RV-12 Engine Cowling and Propeller (Courtesy of FAA) (item 4, .PDF, 619 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414132&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20RV-12%20Engine%20Cowling%20and%20Propeller%20(Courtesy%20of%20FAA)%0D%0A-Master.PDF
- Photo 2 – RV-12 Engine Cowling (Courtesy of FAA) (item 5, .PDF, 856 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414133&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20RV-12%20Engine%20Cowling%20(Courtesy%20of%20FAA)%0D%0A-Master.PDF
- Photo 3 – Chipmunk Forward Rudder (Courtesy of FAA) (item 6, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414134&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Chipmunk%20Forward%20Rudder%20(Courtesy%20of%20FAA)%0D%0A-Master.PDF
- Photo 4 – Chipmunk Aft Rudder (Courtesy of FAA) (item 7, .PDF, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414135&FileExtension=.PDF&FileName=Photo%204%20%E2%80%93%20Chipmunk%20Aft%20Rudder%20(Courtesy%20of%20FAA)%0D%0A-Master.PDF
- Photo 5 – Chipmunk Vertical Stabilizer (Courtesy of FAA) (item 8, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414136&FileExtension=.PDF&FileName=Photo%205%20%E2%80%93%20Chipmunk%20Vertical%20Stabilizer%20(Courtesy%20of%20FAA)%0D%0A-Master.PDF
- Photo 6 – 23N Runway 36 Base Leg (Courtesy of Google Earth) (item 9, .PDF, 332 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414137&FileExtension=.PDF&FileName=Photo%206%20%E2%80%93%2023N%20Runway%2036%20Base%20Leg%20(Courtesy%20of%20Google%20Earth)%0D%0A-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.

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