# NTSB LAX98LA295: Hughes Cassutt 111M2, N94HA, Reno, NV, September 17, 1998 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: September 17, 1998, 09:40 local (16:40 UTC) - Place: Reno, NV - Coordinates: 39.490451, -119.840263 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.4905&lon=-119.8403&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report April 20, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 43942 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX98LA295 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43942/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=43942 - Page: https://openairdocs.org/ntsb/LAX98LA295 ## Probable cause the pilot's failure to maintain an adequate airspeed margin while maneuvering in gusty wind conditions, which led to an inadvertent stall/spin at low altitude. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, approach - vfr pattern - base leg/base to final - weather condition - gusts (contributing factor) - airspeed(vso) - not maintained, pilot in command (cause) - stall/spin - inadvertent, pilot in command (cause) - altitude - low, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis At the conclusion of an International Formula One (IF1) heat race at the Reno National Championship Air Races, four racers queued for landing. Winds were from 240 degrees at 17 knots gusting to 25 knots. Two airplanes landed successfully. A third airplane on final was closing on the airplane ahead and the pilot elected to do a left 360-degree turn and reenter the landing pattern. The fourth airplane was just turning onto the base leg at this time. Witnesses stated this airplane started a turn to the right and the nose of the airplane went up. This was followed by an immediate roll and entry into a nearly vertical, rolling dive. The airplane came to rest in the back yard of a residence. The pilot of the third airplane reported no adverse wind conditions on his base leg, but winds on base to final were gusty and the ride was bumpy. IF1 technicians under the supervision of the Federal Aviation Administration investigator found no discrepancies with the airframe or engine during a postaccident examination. ## Factual narrative HISTORY OF FLIGHT 0n September, 17, 1998, at 0940 hours Pacific daylight time, a Hughes Cassutt 111M2, N94HA, collided with the ground while on base leg for landing at the Stead Airport, Reno, Nevada. The airplane was participating in the Reno National Championship Air Races and being operated by its owner under the provisions of 14 CFR Part 91. The airplane completed an International Formula One (IF1) heat race and was on approach for landing at the time of the accident. The airplane sustained substantial damage in the ground collision sequence and the airline transport pilot was fatally injured. Visual meteorological conditions prevailed for the local flight and no flight plan was filed. Witnesses stated several airplanes were sequencing for landing after the conclusion of heat 1C for IF1 airplanes. N94HA was number four in the pattern for right traffic runway 26. The first two airplanes landed successfully. The third airplane was closing on the airplane ahead and the pilot elected to do a left 360-degree turn and reenter the landing pattern. A witness stated that the third airplane had completed approximately 140 to 160 degrees of the left turn when he noticed N94HA at the beginning of its base leg for landing. Witnesses indicated N94HA started up and right, then instantly entered a nearly vertical, rolling dive. A witness near the impact site heard the engine "rev like it was going to pull up". PERSONNEL INFORMATION Federal Aviation Administration (FAA) records indicated the pilot was an FAA Aviation Safety Inspector, Air Carrier Operations. He held an airline transport pilot rating for airplane single and multiengine land, commercial privileges, airplane single engine sea, and private pilot privileges, glider. He had type ratings for the following airplanes: B-727, B-747, CV-240, CV-340, CV-440, DC-3, DC-4, DC-6, DC-7, DC-8, G-1159, L-49, and YS-11. He also held a certified flight instructor certificate with ratings for airplane single engine land, airplane multiengine land, instrument airplane, and basic ground. He had a Flight Engineer Certificate for jet and reciprocating airplanes. He held an airframe and powerplant mechanic certificate. His last medical application indicated a total flying time of 17,380 hours. A race pilot indicated he raced for 3 years and had approximately 30 hours in a Cassutt. On the registration form provided to the Reno Air Race Association, the pilot indicated a biennial flight review was completed on August 21, 1998. AIRCRAFT INFORMATION The airplane data plate indicated the airplane was a Hughes Cassutt, serial number H-1, experimental, amateur built airplane. FAA records listed the airplane as a model 111M2. Manufacture date was listed as April 12, 1972. Information supplied by the kit manufacturer recommended an approach speed of 90 mph and a touchdown speed of 70 mph. No airfoil data was available. The airplane was constructed of fabric over a metal tubular steel frame and had wooden wings. The owner's mechanic determined from the airplane's logbook that the airplane had accumulated 590.8 hours total time at the time of the last condition inspection, which was performed on July 4, 1998, at a tachometer time of 23.5. During the wreckage examination the tachometer was observed at 25.5. A prerace inspection was performed on September 13, 1998, and the airplane was found to be in an airworthy condition. IF1 representatives stated the airplane was fueled on September 14, 1998, and was not flown prior to the accident. The engine was a 100-horsepower Teledyne Continental O-200. The owner's mechanic determined from the engine logbook that the engine had a total time of 1,639.2 hours, 6.7 hours since overhaul, and 2.2 hours since top overhaul at the time of the last condition inspection. On August 22, 1996 the airplane was registered to the current owners. METEOROLOGICAL INFORMATION A weather briefing issued to race pilots on September 17, 1998 indicated occasional moderate turbulence late morning and afternoon. Forecast weather for 0900 to 1000 was for the winds to be from 180 degrees at 12 knots gusting to 20 knots. A routine aviation weather report (METAR) issued for Stead at 0945 indicated: visibility 10 statute miles; temperature, 72 degrees Fahrenheit; and winds 240 degrees at 17 knots gusting to 25 knots. The pilot of the airplane ahead of N94HA in the landing pattern stated that there were no adverse conditions encountered on his base leg. However, the winds on base to final were gusty, the ride was bumpy, and he was aware of a "sink" at the end of runway 26. AERODROME INFORMATION The airport/facility directory, southwest U.S., indicated Reno/Stead airport had runways 14-32 and 08-26. Runway 26 was 7,600 feet by 150 feet of grooved asphalt. It had a four-light precision approach path indicator light system and a 3-degree slope angle. WRECKAGE AND IMPACT INFORMATION The FAA investigator documented the wreckage. A ground scar, 20 feet in length with a maximum depth of 10 inches, was in the back yard of a private residence. A propeller blade was found in this scarred area. The airplane came to rest approximately 80 feet from the initial point of contact (IPC). The wooden spar fractured and both wings separated from the airplane. The right wing and its aileron were on top of a pile of lumber near an undamaged fence that crossed the debris path. The front, inboard section of the left wing was leaning against the fuselage. The rest of the wing had the aileron attached and was several feet away from the airplane. The airplane was resting on its right side. The vertical stabilizer, rudder, left horizontal stabilizer, and left elevator were attached and exhibited some dents and buckling. The right horizontal stabilizer and right elevator separated, and were in the debris field; the fracture surface was angular and uneven. Fabric on the right horizontal stabilizer was torn, its ribs and leading edge were bent and twisted. The landing gear separated but was in the debris field. The propeller blades fractured and separated, but the propeller hub remained attached to the engine. The engine partially separated from the airplane and was 90 degrees to the airplane, pointing in the direction of flight, when it came to rest. The investigator accounted for all flight controls at the accident site. Fuel was observed in the tank. Technical representatives for the IF1 association inspected the airplane under the supervision of the FAA investigator and indicated no structural failure was evident, all welds and glue joints were intact, and the engine was free and appeared to be operating at the time of impact. The Safety Board's investigator established control continuity from the cockpit to the control surfaces at a postaccident inspection of the wreckage. All fractures were noted to be irregular surfaces angled to the members' cross section. Some push/pull tubes and rod ends were bent. MEDICAL AND PATHOLOGICAL INFORMATION FAA records indicate the pilot held a second-class medical issued on April 3, 1998. Restrictions were that the pilot must wear corrective lenses and possess glasses for near and intermediate vision. Additionally, the certificate was listed as valid for 6 months following the month examined. An examination of a certified copy of the pilot's FAA medical record was completed by the Safety Board's Medical Officer (full report attached). The pilot had a Statement of Demonstrated Ability for defective visual acuity in the left eye since 1961. Since 1991, the pilot had been using medications for the treatment of high blood pressure and high cholesterol. An examination for a second-class medical certificate issued in April 1995 noted the use of the medications Procardia (nifedipine) and Lopid (gemfibrozil). In May 1995, the FAA Civil Aeromedical Institute (CAMI) Aeromedical Certification Branch notified the p ## Aircraft - Registration: [N94HA](https://openairdocs.org/deregistered/N94HA-1999-09-22), registration cancelled 1999-09-22, S/N H-1 (OpenAirDocs) - Reported make and model: Hughes Cassutt 111M2 - Registry model: [Cassutt 111M2](https://openairdocs.org/model/cassutt-111m2) (registry code 05601EK) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: H-1 - Airframe hours: 590 - Engines: Continental O-200 100 horsepower reciprocating - Damage: Substantial damage - Flight: Part 91 - Registered owner: Sally C. Roberts - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, July 4, 1998, 4 hours before - Departed: 4SD - Airport: 4SD, Reno/Stead, runway 26, 7,600 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; airline transport, flight instructor; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: center; toxicology performed; flight hours: 17,380 total ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 17 knots, gusting 25 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 46 °F - Altimeter: 30.00 inHg - Observed at: 4SD ## 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 19980917024899A](https://openairdocs.org/incident/19980917024899A), Sep 17, 1998: Amtr CASSUTT1, Reno, NV, Substantial damage, 1 fatal. On September 17, 1998, at 0940 hours pacific daylight time, experimental amateur built cassutt, 111M2, s/n H-1, N94HA, collided with the ground while on base… ## Docket (16 files) The files NTSB released with the investigation on October 5, 1999, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=43942. 2.2 MB in all. - Supplement K (item 1, .PDF, 284 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110312&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Witness Statements (item 2, .PDF, 658 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450194&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 3, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110314&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Wreckage Diagram (item 4, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110315&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Air Race Weather Brief (item 5, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110316&FileExtension=.PDF&FileName=Air%20Race%20Weather%20Brief-Master.PDF - Statements from Airport Authority Police & Washoe County Sheriff's Office (item 6, .PDF, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450195&FileExtension=.PDF&FileName=Statements%20from%20Airport%20Authority%20Police%20%26%20Washoe%20County%20Sheriff%27s%20Office-Redacted.PDF - Pertinent Medical Information (item 7, .PDF, 174 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110318&FileExtension=.PDF&FileName=Pertinent%20Medical%20Information-Master.PDF - Report from Medical Officer (item 8, .PDF, 167 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110319&FileExtension=.PDF&FileName=Report%20from%20Medical%20Officer-Master.PDF - Report from Reno Air Race Association (item 9, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450196&FileExtension=.PDF&FileName=Report%20from%20Reno%20Air%20Race%20Association-Redacted.PDF - Fax copy from Patrick Roberts Company (item 10, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450197&FileExtension=.PDF&FileName=Fax%20copy%20from%20Patrick%20Roberts%20Company-Redacted.PDF - Specifications on Cassutt IIIM Sport/Racer (item 11, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110322&FileExtension=.PDF&FileName=Specifications%20on%20Cassutt%20IIIM%20Sport%2FRacer-Master.PDF - Report from Formula One Association (item 12, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450198&FileExtension=.PDF&FileName=Report%20from%20Formula%20One%20Association-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 13, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450201&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 14, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450200&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photo 1. Initial impact point to wreckage along flight path. FAA Photo. (item 15, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110326&FileExtension=.PDF&FileName=Photo%201.%20%20Initial%20impact%20point%20to%20wreckage%20along%20flight%20path.%20%20FAA%20Photo.-Master.PDF - Photo 2. Wreckage layout (minus engine). (item 16, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110327&FileExtension=.PDF&FileName=Photo%202.%20%20Wreckage%20layout%20(minus%20engine).-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.