# NTSB WPR16LA181: Dehavilland DH115 Vampire, N4861K, Reno, NV, September 17, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 16, 2016, 17:15 local (Sep 17, 2016, 00:15 UTC) - Place: Reno, NV - Coordinates: 39.702777, -119.889442 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.7028&lon=-119.8894&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report January 25, 2018 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 94023 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR16LA181 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94023/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94023 - Page: https://openairdocs.org/ntsb/WPR16LA181 ## Probable cause The in-flight failure of the canopy and subsequent loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine revealed no anomalies that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Dehavilland DH115 VAMPIRE, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2804001), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338) (defining event); cases with it: [Dehavilland DH115 VAMPIRE, 1 case](https://openairdocs.org/ntsb-events/338/sequence.md?model=2804001), [All aircraft, 563 cases](https://openairdocs.org/ntsb-events/338/sequence.md) - [Maneuvering-low-alt flying: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340); cases with it: [Dehavilland DH115 VAMPIRE, 1 case](https://openairdocs.org/ntsb-events/340/sequence.md?model=2804001), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) - [Maneuvering-low-alt flying: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Dehavilland DH115 VAMPIRE, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=2804001), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The airline transport pilot reported that, during an air race flight, he heard a "loud bang," followed by wind noise and wind entering the cockpit. The pilot immediately aborted the race by pitching the airplane up and reducing power to idle, at which point he noticed that the right side of the canopy was fractured. The pilot added that he noted throughout the climb and orbit that all engine gauges displayed normal indications as he set up for landing. As the pilot established on the downwind leg for his intended runway, he advanced the power lever and realized the engine had lost power. The pilot realized that the airplane was not going to be able to reach any of the runways, so he chose to land in the open desert north of the airport. He conducted an engine restart procedure without success. Subsequently, the pilot initiated a forced landing with the landing gear and flaps in the retracted position. A majority of the right canopy window was fractured from the frame. The aft canopy frame had deformation damage as did the airplane structure above and aft of the upper portion of the right seat. Postaccident examination of the canopy and the reconstructed right window (about 79% of the window was identified and reconstructed) revealed no evidence of any preexisting crazing, scratching, or other anomalies that would have contributed to the fracture of the right canopy. Postaccident examination of the engine revealed no evidence of any preexisting malfunctions that would have precluded normal operation. Neither the reason for the fractured canopy nor the engine failure could be determined. ## Factual narrative On September 16, 2016, about 1715 Pacific daylight time, a De Havilland DH115 Vampire, N4861K, sustained substantial damage during an off-airport landing near the Reno-Stead Airport (RTS), Reno, Nevada. The airplane was registered to CB Aviation Inc., Ogden, Utah, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The airline transport pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local air race flight, which originated from RTS about 9 minutes prior to the accident.The pilot reported in both written and verbal statements that he was participating in a Jet Class Gold Race at the National Championship Air Races, which consisted of 6 laps around a closed race course. About 3.5 laps into the race, while approaching pylon 4, the pilot heard a "loud bang" followed by wind noise and wind within the cockpit. The pilot immediately aborted the race, pitched up, and reduced power to idle, trading airspeed for altitude. The pilot stated that he assessed all primary flight controls and trim, noting no anomalies except for the trim wheel, which was jammed. The pilot also observed a crack in the right side of the canopy. Throughout the climb, the pilot noted that all engine gauges displayed a normal indication. The pilot further reported that while orbiting the airport at best glide speed, he was able to free the jammed trim wheel and continued to enter downwind for runway 08. Upon turning onto downwind, he advanced the power lever and realized the engine had lost power. The pilot said he evaluated his option for landing, realizing he was unable to reach runway 14 or runway 08, and elected to land in the open desert north of the airport as he conducted an engine restart procedure. Subsequently, the pilot initiated a forced landing with the landing gear and flaps in the retracted position. Examination of the accident site revealed that the airplane came to rest up right about 7,741 feet north, northwest of the approach end of runway 08. The wreckage debris path was oriented on a heading of about 345o and was about 756 feet in length. Portions of plexiglass from the airplane's canopy structure were located about 1.57 miles southwest of the accident site. The wreckage was recovered to a secure location for further examination. The accident airplane was powered by a single jet engine mounted on the airplane centerline aft of the cockpit and has a twin tailboom tail arrangement. The cockpit is set up with side-by-side seating for two pilots. The canopy consisted of a metal frame with acrylic windows installed on the left and right sides. The acrylic windows wrap from above the pilot's heads around the left and right sides with complex curvatures. The edges of the acrylic windows are reinforced with fiberglass where the frame screws pass through to secure the window to the frame. The canopy is hinged at the aft, upper edge to open upward.Examination of the recovered wreckage revealed that the lower fuselage of the airplane was crushed and deformed upward consistent with damage from the forced landing. The left canopy window had a small hole and cracks emanating from the hole coincident with the location of the upper portion of the left seat. A majority of the right canopy window was fractured from the frame. There was damage and deformation to the aft canopy frame and airplane structure above and aft of the upper portion of the right seat. The right canopy window was reconstructed in the canopy frame by matching the fracture surfaces of the individual pieces utilizing tape to hold the fragments in place. About 70% of the right canopy window was conclusively identified and placed on the reconstruction. The recovered fragments from the aft half of the window were smaller than those from the forward half. Seven small pieces of canopy could not be conclusively placed on the reconstruction. None of the fractures intersected the screw holes around the periphery of the window. There was no evidence of crazing, scratching, or other pre-existing anomalies on the window fragments examined. Examination of the engine revealed that all fuel lines were intact. The lower portion of the burner ring was impact damaged. All of the environmental control system was intact. The fuel control unit lever linkage was impact damaged. The power lever moved by hand from stop to stop. Dirt debris was observed throughout the engine from the inlet to the exhaust tailpipe. ## Aircraft - Registration: [N4861K](https://openairdocs.org/deregistered/N4861K-2018-12-03), registration cancelled 2018-12-03, S/N 186, built 1956 (OpenAirDocs) - Reported make and model: DEHAVILLAND DH115 VAMPIRE (55) - Registry model: [Dehavilland DH115 VAMPIRE](https://openairdocs.org/model/dehavilland-dh115-vampire) (registry code 2804001) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane - Serial number: 186 - Year built: 1956 - Engines: AMA/EXPR UNKNOWN ENG turbo fan - Damage: Substantial damage - Flight: Air race/show, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Departed: RTS, Reno, NV - Destination: RTS, Reno, NV - Airport: RTS, Reno/Stead ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review September 5, 2015; seat: left; restraint: 5-point; flight hours: 20,000 total, 75 in this make and model, 19,500 as pilot in command, 150 in the last 90 days, 50 in the last 30 days, 7 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 9 °F - Altimeter: 30.12 inHg - Observed at: KRTS, 2 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 20160916015699A](https://openairdocs.org/incident/20160916015699A), Sep 16, 2016: Dehavilland DH115 VAMPIRE, Reno, NV, Substantial damage. During the national championship air races in Reno/Stead, NV N4861K experience sudden power loss. The airmen departed the race course and went over the field… ## Docket (5 files) The files NTSB released with the investigation on November 2, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94023. 2.8 MB in all. - Structures Group Factual Report (item 1, .PDF, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457604&FileExtension=.PDF&FileName=Structures%20Group%20Factual%20Report-Master.PDF - Structures Group Factual Report-Appenedix A-Photos (item 2, .PDF, 585 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457605&FileExtension=.PDF&FileName=Structures%20Group%20Factual%20Report-Appenedix%20A-Photos-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 3, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457603&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Conversation - Pilot (item 4, .PDF, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457607&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Pilot-Master.PDF - NTSB Accident Site, Airframe, and Engine Examination Summary Report (item 5, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40457608&FileExtension=.PDF&FileName=NTSB%20Accident%20Site,%20Airframe,%20and%20Engine%20Examination%20Summary%20Report-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.