# NTSB WPR17LA163: British BAC Stkmstr MK80, N605GV, Henderson, NV, July 24, 2017 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: July 24, 2017, 11:56 local (18:56 UTC) - Place: Henderson, NV - Coordinates: 35.95863, -115.13608 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.9586&lon=-115.1361&mi=10 - Phase of flight: [Taxi](https://openairdocs.org/ntsb-phases/250) (OpenAirDocs' grouping) - Defining event: [Taxi: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 95653 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR17LA163 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95653/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95653 - Page: https://openairdocs.org/ntsb/WPR17LA163 ## Probable cause The failure of the pilot to ensure that the flaps were set to the proper position for takeoff which resulted in the airplane becoming airborne and unable to climb or accelerate and subsequently impacting terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [British BAC STKMSTR MK80, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=1480309), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Flight control system](https://openairdocs.org/ntsb-findings/01022700): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [British BAC STKMSTR MK80, 1 case](https://openairdocs.org/ntsb-findings/01022700/cases.md?model=1480309), [All aircraft, 65 cases](https://openairdocs.org/ntsb-findings/01022700/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Taxi: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) (defining event); cases with it: [British BAC STKMSTR MK80, 1 case](https://openairdocs.org/ntsb-events/900/sequence.md?model=1480309), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Takeoff: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [British BAC STKMSTR MK80, 1 case](https://openairdocs.org/ntsb-events/900/sequence.md?model=1480309), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500); cases with it: [British BAC STKMSTR MK80, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=1480309), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [British BAC STKMSTR MK80, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=1480309), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis A Public Use aircraft in support of the U.S. Air Force, was taking off on a cross-country flight when it crashed shortly after takeoff. According the pilot, shortly after takeoff, the airplane failed to accelerate, and he was unable to initiate a normal climb. The airplane subsequently struck terrain and was consumed by fire. Postaccident examination of the airplane revealed that the flaps were in the fully extended position. Additionally, maintenance personnel that launched the airplane, both stated that the airplane taxied from of the ramp area with the flaps fully extended. The pilot had performed a ground engine run to help maintenance personnel check that the replacement flap actuator was functioned properly and had no leaks. The pilot was asked to extend and retract the flaps several times. It is likely that the pilot was distracted by the airplane’s maintenance and associated ground tests and inadvertently failed to confirm the proper flap setting before takeoff. ## Factual narrative On July 24, 2017, about 1156 Pacific daylight time, an experimental British Aircraft Corp STKMSTR MK80, N605GV, was destroyed when it involved in an accident near Henderson, Nevada. The pilot sustained minor injuries. The airplane was operated as a Public Use aircraft in support of the U.S. Air Force, on a cross-country flight. According the pilot, shortly after takeoff, the airplane failed to accelerate, and he was unable to initiate a normal climb. The airplane subsequently struck terrain and was consumed by fire. The two maintenance personnel who launched the airplane were also witnesses to the accident. One maintenance person stated that shortly after takeoff, “the airplane did not look like it was accelerating.” He further stated, “he saw the left-wing dip and the airplane pancaked down.” The other maintenance person stated that “he saw the airplane clear the airport fence and then settle towards the ground.” He also stated that the airplane’s “engine sounded normal.” The flight was delayed by maintenance due to the replacement of a flap control hydraulic valve assembly. The replacement actuator came from another same airplane of the same type. The replacement process consisted of changing five hydraulic lines and a “couple” of bolts; it took about 45 minutes to accomplish. Afterwards, the accident pilot was asked by maintenance to perform an engine run to check for the appropriate flap operation and potential leaks. Maintenance personnel had the pilot select the flaps to the UP position, half down position, and the fully extended position for about seven cycles. Once the flap actuator replacement and associated operational checks were completed, the airplane was refueled for the flight. At this time, the flaps were observed noted to be in the Full Up position by one of the maintenance personnel. After engine start, the pilot ran operational checks on the flight controls, flaps, and speed brakes. Two maintenance personnel were present for the launch and stated that the flaps were fully extended when the airplane taxied out. They mentioned that the pilot would set the flaps for takeoff prior to takeoff, at the end of the runway. The airplane checklist called to test/set the flaps on the After-Start checklist and to set the flaps for takeoff on the Before Take-off checklist. According to the aircraft flight manual, the position of the flaps was shown on a flap indicator on the left panel. The flap lever on the left side was in a quadrant, and gated at the takeoff position; it was necessary to pull the lever aft to pass down through the gate, or to push it forward to pass up through the gate. Selection of the take-off gate provided 30° of flaps and landing provided 50° of flaps. Examination of the accident site by Federal Aviation Administration inspectors revealed that the airplane came to rest upright about 1/4 mile south of the departure end of runway 17R. All major components of the airplane necessary for flight were located in thewreckage. Postaccident examination of the engine revealed no anomalies and an examination of the airframe revealed flight control continuity. The flaps were observed in the fully extended position. The flap hydraulic actuator was found seized in the flap fully extended position. When the right flap was actuated by hand, red fluid was observed leaking from a hydraulic line that had been cut during recovery. Furthermore, the soot pattern on the leading edge of the flaps caused from the post impact fire, were consistent with the flaps being fully deployed. With the flaps retracted a different pattern of soot on the flap’s leading edge would have been displayed. The accident pilot gave an updated statement several months after the accident. According to the FAA, he stated “. . . that is was possible the technique used to set the flaps for takeoff could have allowed them to drift down into the full position.” ## Aircraft - Registration: [N605GV](https://openairdocs.org/deregistered/N605GV-2018-05-24), registration cancelled 2018-05-24, S/N EEP/JP/3681, built 1972 (OpenAirDocs) - Reported make and model: BRITISH AIRCRAFT CORP. BAC STKMSTR MK80 (MARK88) - Registry model: [British BAC STKMSTR MK80](https://openairdocs.org/model/british-bac-stkmstr-mk80) (registry code 1480309) (OpenAirDocs) - Registry engine: [Rolls-Royce VIPER-535](https://openairdocs.org/engine/rolls-royce-viper-535) (registry code 54581, turbo-jet) (OpenAirDocs) - Category: Airplane - Serial number: EEP/JP/3681 - Year built: 1972 - Airframe hours: 7090.4 - Engines: ROLLS-ROYC VIPER 535 turbo jet - Damage: Destroyed - Flight: Positioning, Public use - Operator: Blue Air Training LLC - Registered owner: Attack Aviation Foundation Inc - Airworthiness certificate: Special, Experimental (Special) - Last inspection: 100 hour, March 8, 2017 - Departed: HND, Las Vegas, NV - Destination: RNO, RENO, NV - Flight plan: VFR - Airport: HND, Henderson Executive, runway 17R, 6,501 × 100 ft, concrete - Equipment: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 50; injuries: minor; commercial, military; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; seat: left; flight hours: 4,285 total, 120 in this make and model, 46 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 13 knots, gusting 20 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 63 °F - Altimeter: 29.93 inHg - Observed at: BVU, 13 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 20170724010099A](https://openairdocs.org/incident/20170724010099A), Jul 24, 2017: British Aircraft Corp. BAC STKMSTR MK80, Henderson, NV, Destroyed. The aircraft was departing Henderson Nevada on a ferry flight to olympia, Washington, where they were scheduled to start a support contract with the U.S. Air… ## Docket (15 files) The files NTSB released with the investigation on March 9, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95653. 36.8 MB in all. - Record of conversation - pilot (item 1, PDF, 2 pages, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11785097&FileExtension=pdf&FileName=Record%20of%20Conversation%20WPR17LA163%20Pilot-Rel.pdf - Pilot statement (final) (item 2, PDF, 2 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12016926&FileExtension=pdf&FileName=Statement%20Pilot_Redacted%20Final-Rel.pdf - Record of email - pilot (item 3, PDF, 1 page, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11787103&FileExtension=pdf&FileName=Record%20of%20Email%20WPR17LA163-Rel.pdf - Record of email (NTSB meteorologist) (item 4, PDF, 1 page, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11788078&FileExtension=pdf&FileName=Record%20of%20Email%202%20WPR17LA163-Rel.pdf - Record of conversation of maintenance personnel who launched the airplane (item 5, PDF, 4 pages, 180 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11785107&FileExtension=pdf&FileName=Record%20of%20Conversation%20WPR17LA163%20Final-Rel.pdf - Maintenance personnel statements (item 6, PDF, 7 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11784965&FileExtension=pdf&FileName=MX%20Statements%20N605GV_Redacted-Rel.pdf - Witness statement (item 7, PDF, 1 page, 401 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11784523&FileExtension=pdf&FileName=Witness%20Statement_Redacted-Rel.pdf - Record of conversation - FAA (item 8, PDF, 1 page, 142 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12008421&FileExtension=pdf&FileName=Record%20of%20Conversation%203-Rel.pdf - Airframe and engine examination report (item 9, PDF, 5 pages, 712 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12008829&FileExtension=pdf&FileName=WPR17LA163%20Engine_Airframe%20Examination%20Summary-Rel.pdf - Aircraft logbook excerpts (item 10, PDF, 2 pages, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12016442&FileExtension=pdf&FileName=N605GV%20Airframe%20Log%20Book%20Condition%20Inspection%20Final_Redacted-Rel.pdf - Airframe logbook excerpt (item 11, PDF, 1 page, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11791905&FileExtension=pdf&FileName=N605GV%20Airframe%20Log%20Book_Redacted-Rel.pdf - Strikemaster checklist (item 12, PDF, 4 pages, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12006771&FileExtension=pdf&FileName=Strikemaster%20Checklist_3%20Nov%2015%20DMS-Rel.pdf - Strikemaster flight manual excerpt on flaps (item 13, PDF, 1 page, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11785035&FileExtension=pdf&FileName=Strikemaster%20Flight%20Manual%20Flaps_Redacted-Rel.pdf - Statement of party reprensentatives to NTSB investigation (item 14, PDF, 1 page, 26.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11792567&FileExtension=pdf&FileName=Party%20Form_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 15, PDF, 1 page, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11788952&FileExtension=pdf&FileName=Wreckage%20Release%20Blue%20Air_Redacted-Rel.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.