# NTSB SEA00LA186: de Havilland DH-100 MK.6, N152RD, Ontario, OR, September 23, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: September 23, 2000, 12:43 local (18:43 UTC) - Place: Ontario, OR - Coordinates: 44.07909, -117.010078 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.0791&lon=-117.0101&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report July 17, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 50333 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA00LA186 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/50333/pdf - Page: https://openairdocs.org/ntsb/SEA00LA186 ## Probable cause The pilot's failure to maintain adequate airspeed during low-altitude maneuvering flight, resulting in an accelerated stall and spin. A factor was the pilot's intentional low-altitude maneuvering flight. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - low altitude flight/maneuver - intentional, pilot in command (contributing factor) - airspeed - not maintained, pilot in command (cause) - stall/spin - encountered, pilot in command - In flight collision with terrain/water, descent - uncontrolled ## Analysis Most witnesses reported that while making a low, climbing pass during an aerial demonstration at an estimated altitude of 700 to 3,000 feet above ground level, the aircraft initiated a steep banked left turn, then abruptly rolled to the right (one witness reported that it rolled upside down at this point) and entered a spin (or a series of rolls), which continued until ground impact. The witnesses reported that they did not observe the aircraft on fire prior to the crash, that they did not see anything fall off the aircraft before impact, and that they heard the aircraft's engine during the accident sequence. No evidence of any pre-impact mechanical problems with the aircraft or engine was found during post-accident examinations of the aircraft wreckage. The Pilot's Notes for at least one variant of the type indicate that if the aircraft is stalled in a steep turn, the aircraft may 'flick' onto its back. ## Factual narrative On September 23, 2000, approximately 1243 mountain daylight time, a de Havilland DH-100 Mk. 6 Vampire (an experimental-category historic military jet of British design), N152RD, collided with terrain during an aerial demonstration at Ontario, Oregon. The airplane was destroyed by impact forces and a post-crash fire, and the commercial pilot, who was the aircraft's sole occupant, was fatally injured. Visual meteorological conditions were reported at Ontario at 1253, and no flight plan had been filed for the 14 CFR 91 flight. The NTSB received statements from nine different witnesses to the accident. The majority of witnesses reported that while making a low, climbing pass in a northerly or northeasterly direction, at an estimated altitude of 700 to 3,000 feet above ground level (depending on the witness), the aircraft initiated a steep banked left turn. According to one witness, this turn was at approximately 75 to 80 degrees of bank; another witness reported the pilot stood the aircraft's left wing "vertically to the ground." According to most witnesses, the aircraft then abruptly rolled to the right (one witness reported that it rolled upside down at this point) and entered a spin (two other witnesses reported it entered a series of rolls.) According to the witnesses, the spinning (or rolling) motion continued for about 2 1/2 to 6 turns (depending on the witness) until ground impact. Witness estimates of the aircraft's pitch attitude at ground impact varied from nose-high to 45 degrees nose low. Two witnesses reported they saw vapor trailing from the mid-span portion of the aircraft's right wing prior to the pass on which the accident occurred, and one witness reported that on the accident pass, the aircraft's right main landing gear did not appear to be fully retracted. The witnesses reported that they did not observe the aircraft on fire prior to the crash, and that they did not see anything fall off the aircraft before impact. Additionally, one witness reported that on a speaker that was broadcasting radio transmissions from the aircraft onto the ramp area, he did not hear any distress call from the pilot. Most witnesses reported they heard the aircraft's engine during the accident sequence, with three of these reporting they did not hear any unusual noises from the aircraft, two witnesses reporting that the engine sounded like it was at full power, and two reporting they heard the engine running as the airplane impacted the ground. One witness reported he heard engine noise on the first several passes, but did not hear the engine on the accident pass. However, this witness reported that the accident pass was a high-speed pass. The pilot held a commercial pilot certificate with airplane single engine land, airplane single engine sea, airplane multiengine land, and instrument airplane ratings. He also held an FAA third class medical certificate dated July 1, 2000, and according to the FAA, held an FAA letter of authorization to pilot Vampire and Venom aircraft. On his July 1, 2000, FAA medical certificate application, the pilot indicated he had 10,000 hours total civil pilot time, with 200 hours in the past six months. The best available information indicated that the accident aircraft (a Mk. 6, or FB.6, variant of the DH-100 type) was originally manufactured under license in Switzerland and operated by the Swiss air force. According to the FAA aircraft registry, the accident aircraft was manufactured in 1952. No aircraft history, maintenance or inspection records were obtained by the NTSB. A relative of the pilot stated to the NTSB investigator-in-charge that the aircraft logs were aboard the aircraft at the time of the accident and were destroyed in the crash. The assistant manager of the FAA Boise, Idaho, Flight Standards District Office (FSDO), who responded to the accident scene and performed an on-scene examination of the aircraft wreckage, reported to the NTSB that in on-scene and subsequent follow-up examinations of the aircraft wreckage performed by Boise FSDO inspectors, no evidence of any mechanical problems with the aircraft or engine was found. An autopsy on the pilot was conducted by the Ontario Pathology Group, L.L.P., Ontario, Oregon, at the direction of the Malheur County, Oregon, Medical Examiner, on September 25, 2000. The autopsy report contained "final anatomic diagnoses" of (among others) "Victim of single seat airplane accident (pilot)" with "Massive full body injuries related to impact, explosion, and subsequent fire", and "Moderate to severe atherosclerotic cardiovascular disease." A telephone query to one of the examining pathologists disclosed that the pilot's massive full body injuries were considered to have been the cause of death, with the atherosclerotic cardiovascular disease considered an incidental finding. Toxicology tests on the pilot were conducted by the FAA Civil Aeromedical Institute (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology tests detected 26 mg/dL ethanol in the pilot's kidney, 3 mg/dL N-Propanol in the pilot's kidney, 14 mg/dL ethanol in muscle tissue, and 2 mg/dL N-Propanol in muscle tissue. According to the autopsy report, it was CAMI's opinion that the detected ethanol and N-Propanol were most likely the result of post-mortem alcohol production. The CAMI tests did not detect any legal or illegal drugs in the pilot. Carbon monoxide and cyanide tests on the pilot were not performed. The NTSB obtained a copy of the Air Ministry Pilot's Notes (Air Publication 4099A, January 1947) for the F.1 variant of the aircraft. The Pilot's Notes contained information on the F.1 variant's high-speed stall characteristics. This information stated: "Ample warning of the approach of a stall in a steep turn is given by elevator buffeting. When this warning is observed the acceleration should be reduced since further backward movement of the control column can cause the aircraft to 'flick' onto its back." ## Aircraft - Registration: [N152RD](https://openairdocs.org/deregistered/N152RD-2001-04-03), registration cancelled 2001-04-03, S/N 661 (OpenAirDocs) - Reported make and model: de Havilland DH-100 MK.6 (DH-100 MK.) - Registry model: [Dehavilland DH-100 MK 6](https://openairdocs.org/model/dehavilland-dh-100-mk-6) (registry code 2804004) (OpenAirDocs) - Category: Airplane - Serial number: 661 - Engines: de Havilland GOBLIN turbo jet - Damage: Destroyed - Fire: On-Ground - Flight: Part 91 - Operator: Frederick H. Ihlenburg - Registered owner: Warsaw Pac Air Museum - Airworthiness certificate: Special, Experimental (Special) - Departed: ONO - Destination: UNKNOWN - Airport: ONO, Ontario Muni ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; commercial; airplane ratings: multi-engine land, single-engine land, single-engine sea; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: center; toxicology performed; flight hours: 10,000 total ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 131 °F, dew point 66 °F - Altimeter: 30.00 inHg - Observed at: ONO ## 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 20000923015049A](https://openairdocs.org/incident/20000923015049A), Sep 23, 2000: Ontario, OR, No damage. (-23) Pilot was observed making numerous low passes in front of a large crowd during an unwaivered airshow at the Ontario Oregon airport. As the a/c was… 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.