2005 Incident Reports

Date          : 2004 (added 10/07/2005)
Time          : n/r
Site          : Lakefront site
Male/Female   : Male
Pilot Weight  : 160
Elevation     : n/r
Submitter Name: Pilot
Incident Type:
8) Body contact with spinning prop
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down)
Contributing Distractions:
6)Other aircraft (airborne)
Pilot/Passenger Injury Severity:
2)Minor Injury (no hospital visit)
Damage to pilot's equipment:
1)None
Collateral Damage:
1)None
Wind speed & Gusts:
n/r
Thermal Conditions:
n/r
Visibility:
n/r
Surface:
n/r
Terrain:
1)Mountainous
Phase of Flight:
4)Cruise
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
3)Helmet - other, 10)Gloves
Communication (If instructional flight):
1)None
Wing: 
n/r
Motor: 
n/r
Pilot Rating:
5)Intermediate (PPG3 or equivalent)
Injuries (list all that apply):
 12)Hand
Hospitalization:
3)Treated and Released
Pilot Experience:
4)50+ hours solo
Narrative:
Pilot forgot to turn strobe on before takeoff but the flight was launching near dark. In flight he reached back for the strobe but in the process got his fingertips in the prop. One fingernail was lost and the injury required stitches.

Date          : 9/24/05 (added 10/06/2005)
Time          : 8:00am
Site          : Grassy inland open area - top of grass covered land fill
Male/Female   : Male
Pilot Weight  : 110lbs
Elevation     : Sea Level
Submitter Name: Witness & Pilot
Incident Type: 
Powerplant/Equipment malfunction
Primary/Secondary Cause or contributing factors: 
Mechanical Failure-Powerplant/propeller (helmet strap in cooling fan)
Contributing Distractions: 
None
Pilot/Passenger Injury Severity: 
None
Damage to pilot's equipment: 
Minor (< 20% of new price) (trivial damage)
Collateral Damage: 
None
Wind speed & Gusts: 
Light
Thermal Conditions: 
None
Visibility: 
10sm
Surface: 
Grass
Terrain: 
Hilly
Phase of Flight: 
Cruise
Purpose of Flight: 
Recreation
Safety Gear (List all numbers that apply): 
Helmet - other (Paratour's radio helment)
Communication (If instructional flight): 
Two-way radio w/ helmet mike & PTT
Wing: 
Muse 25
Motor: 
Top-80 iFlyer-mini
Pilot Rating: 
Novice
Injuries (list all that apply): 
None
Hospitalization: 
None
Pilot Experience: 
10 - 50 hours solo
Narrative:
    Pilot failed to fasten his Paratours helmet chin-strap before flight. In level cruise flight, the strap was sucked into the Top80 cooling fan. The pilot noticed a mild jerk and a noise, killed the motor immediately, and executed a power-out landing without incident. Pilot assumed that the strap had come loose on its own and blown through the prop. 
   On inspection, however, it was clear that the strap was wrapped in the Top80 starter assembly. Additionally, the starter rope had entangled (or melted into) in the strap, ripped from it's pulley and was gone. This incident illustrates the critical need to secure any straps, jacket hoods, long hair etc. before flying any PPG with a rear cooling fan.

Date          : 09/16/2005 (added 09/17/2005)
Time          : 0800
Site          : Flat inland site
Male/Female   : Male
Pilot Weight  : 160
Elevation     : 1000'
Submitter Name: Pilot
Incident Type:
 6)Powerplant/Equipment malfunction
Primary/Secondary Cause or contributing factors:
1)Pilot Error : Preflight/Postflight
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
1)None but could easily have been fatal!
Damage to pilot's equipment:
1)None
Collateral Damage:
1)None
Wind speed & Gusts:
1)Calm
Thermal Conditions:
1)None
Visibility:
6+
Surface:
1)Grass
Terrain:
3)Flat
Phase of Flight:
4)Cruise
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
3)Helmet - other
Communication (If instructional flight):
2)Two-way radio w/ helmet mike & PTT
Wing: 
n/a
Motor: 
Sky Cruiser with 18 Kn carabiners
Pilot Rating:
6)Instructor
Injuries (list all that apply):
0) None
Hospitalization:
1)None
Pilot Experience:
4)50+ hours solo, 5)Unknown
Narrative:
   After launch and flying around for 15 minutes or so, I looked to the right and discovered the right carabiner was open. I couldn't just close it either because the load was bending up upward so the gate wouldn't go over the lip. I landed immediately in a field, closed it and launched. The carabiner will be replaced given that I can't be sure this didn't overstress it.
   This is sobering. Even though this is margin built in, that margin gets razor thin in such circumstance. I was likely one good bump away from a catastrophic failure. And I didn't have my reserve on. 

Date          : 6/20/05 (added 09/15/2005)
Time          : 7:00PM
Site          : Soccer/Baseball field
Male/Female   : Male
Pilot Weight  : 165
Elevation     : 1000 ft
Submitter Name: Pilot
Incident Type:
1)Fall
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down
Contributing Distractions:
1)None 
Pilot/Passenger Injury Severity:
4)Major Injury
Damage to pilot's equipment:
3)Severe (>= 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
1)Calm 
Thermal Conditions:
1)None 
Visibility:
3 miles 
Surface:
1)Grass 
Terrain:
3)Flat 
Phase of Flight:
3)Takeoff
Purpose of Flight:
1)Recreation - Soaring 
Safety Gear (List all numbers that apply):
3)Helmet - other 
Communication (If instructional flight):
2)Two-way radio w/ helmet mike & PTT
Wing: 
MacPara Muse 28 DHV-1
Motor: 
Airfer Tornado with trike
Pilot Rating: 
4)Novice (PPG2 or equivalent)
Injuries (list all that apply):
7)Shoulder
Hospitalization:
3)Treated and Released 
Pilot Experience:
3)10 - 50 hours solo 
Narrative:
  A friend asked me to take some pictures of his home from the air so I searched the local area for a suitable field from which to take off. I found a field nearby that I thought would work. I was wrong. 
  It was hot (86F) with little wind, high trees surrounded the field. The inflation went well and some brake was applied to aid in take-off. Lift-off went well but climb-out was slow. It was evident that I would not clear the trees at the end of the filed. I saw a gap in the trees to the left and braked additional left to head for the gap. I then saw the power lines. Again I applied left brake to avoid the lines. At this point, I was looking for the next place to go when I found myself on the ground with problems with my right shoulder. Looking back, I’m guessing that I had a partial collapse on the left side of my wing due to my use of the brakes. 
  I believe that I fell 20-25ft with some slowing of the fall due to the partially inflated wing. The fall resulted in a broken shoulder. Surgery with some screws and a plate and the arm is fixed. Now I’m looking forward to physical therapy. Damage included propeller destroyed, cage severely damaged, and the trike badly bent. All but the propeller has since been repaired.

Date          : 09/06/2005 (Added 09/12/2005)
Time          : 5 pm
Site          : ocean beach site
Male/Female   : Male
Pilot Weight  : 200
Elevation     : Sea Level
Submitter Name: Pilot interview
Incident Type:
8) Body contact with spinning prop
Primary/Secondary Cause or contributing factors:
1)Pilot Error
Contributing Distractions:
1)Anxious to get in the air
Pilot/Passenger Injury Severity:
4)Major Injury
Damage to pilot's equipment:
2)Minor (< 20% of new price),
Collateral Damage:
1)None
Wind speed & Gusts:
2)Light < 5 kts
Thermal Conditions:
1)None
Visibility:
N/A
Surface:
2)Sand
Terrain:
3)Flat
Phase of Flight:
1)Run-up
Purpose of Flight:
2)Recreation
Safety Gear (List all numbers that apply): 
10)Unknown
Communication (If instructional flight): N/A
Wing: 
N/A
Motor:
F/B Simonini 122
Pilot Rating:
4)Novice (PPG2 or equivalent),
Injuries (list all that apply):
12) Both index fingers permanently severed, both thumbs severely damaged but salvageable
Hospitalization:
4)Surgery, Overnight stay then rehab
Pilot Experience:
2)< 10 hours solo,
Narrative:
  Pilot was warming up the engine prior to flight. Holding the top of the
frame with his left hand, right hand also on top of frame in addition to
holding the throttle. Increased power while watching the tach. At about
4,000 rpm his left had slipped from the frame, the unit tilted back toward
him, pinching the throttle between his hand & the frame, causing engine to
increase toward full power. Both hands went into prop.
  Lessons learned: Never increase rpm over 3,000 during warm-up. Check for
full power only while wearing motor or if secured to a stationary object
of sufficient strength to hold it.

Date          : July 1, 2005 (added 09/10/2005)
Time          : 5:00 pm
Site          : sports fields, inland, rolling hills
Male/Female   : Male
Pilot Weight  : 185
Elevation     : 450
Submitter Name: Pilot
Incident Type:
Fall
Primary/Secondary Cause or contributing factors:
1) Pilot Error : (whether to fly) 2)Weather (Gust, Wind direction change)
3)Tight Takeoff area,
Contributing Distractions:
None
Pilot/Passenger Injury Severity:
Minor Injury (no hospital visit)
Damage to pilot's equipment:
Minor (< 20% of new price)
Collateral Damage:
None
Wind speed & Gusts:
G Moderate V
Thermal Conditions:
None
Visibility:
Unlimited
Surface:
Grass
Terrain:
Hilly
Phase of Flight:
Takeoff
Purpose of Flight:
Recreation
Safety Gear (List all numbers that apply):
Helmet - other, Protective Boots, Hook Knife
Communication (If instructional flight):
n/a
Wing:
Swing EZ Glider ,140, DHV 1-2
Motor:
RDM 100 Lite, 58lbx
Pilot Rating:
Intermediate PPG3
Injuries (list all that apply):
Bruised Ribs
Hospitalization:
None
Pilot Experience:
29 Hours
Narrative:
Tight take off area at this field for this wind direction required t/o run within 200 feet of three story building running alongside of field. Winds were strong and variable in directions early in the day and there were thunderstorms approximately 75 to 100 miles west. Waited for winds to diminish. During calm period executed good forward inflation. During t/o run wind gusted and veer 45 degrees left, directly over building. Obstacle rotor collapsed left side of wing before becoming airborne. Torque immediately twisted pilot to right, who tripped, falling on left side of cage.
Lessons:

1. Local conditions can be significantly impacted by unstable weather that
   is not close by.

2. Don't fly in unstable conditions

3. Don't attempt takeoff in locations where obstacle rotor can possible
   impact flight safety even if it does seem to right now.

Date          : 10/15/04 (added 09/03/2005)
Time          : 5:30 pm
Site          : n/a
Male/Female   : Male
Pilot Weight  : n/a
Elevation     : <1000'
Submitter Name: Pilot
Incident Type: 
10) Other
Primary/Secondary Cause or contributing factors: 
1)Pilot Error
Contributing Distractions:
None
Damage to pilot's equipment:
None
Wind Speed & Gusts:
<5
Surface:
1)Grass,
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation
Safety Gear
3)Helmet
Wing:
Action
Motor:
n/a
Injuries (list all that apply):
None
Hospitalization
None
Pilot Experience
5 years
Narration: 
  I was flying with my friend in perfect, albeit chilly, late spring conditions. I recently traded my carabineers in with a new set of barrel type steel ones, the strongest ones you could buy. Due to their strength, I omitted my back up carabineers since I felt I didn't need them and I was wearing gloves.
  I killed the engine and held my breath. I landed and after thanking God, told my friend and wife that my risers didn't look right. My hands shook for hours after the fact.

My mistakes were:

Date          : 7/9/05 (08/26/2005)
Time          : 7:30 pm
Site          : Sod farm
Male/Female   : Male
Pilot Weight  : 155
Elevation     : 630
Submitter Name: Pilot
Incident Type:
1)Fall  3)Collision with terrain
Primary/Secondary Cause or contributing factors: 
1)Pilot Error
Contributing Distractions: 
7) Other : Overly tired
Pilot/Passenger Injury Severity:
3)Minor Injury (hospital visit, treated and released)
Damage to pilot's equipment:
2)Minor (< 20% of new price
Wind Speed & Gusts:
<2 variable
Surface: 
1)Grass,
Terrain: 
3)Flat
Phase of Flight: 
3)Takeoff
Purpose of Flight: 
2)Recreation - Other
Safety Gear  
3)Helmet - other
Wing: 
Aeros, Vitamin 27m.  DHV1
Motor:  
Iflyer with Top 80  Weight at take off 53 lb.
Pilot Rating: 
none  35 flights to date  13 hr. air time
Injuries (list all that apply): 
15) left knee  Torn ACL : : Anterior Cruciate Ligament
Hospitalization 
3)Treated and Released 
Pilot Experience:
3)10 - 50 hours solo 
Narrative:     
  After a long day of remodeling our bathroom I wanted to fly.  That was my first mistake.  My knees had been bothering me all day and I was tired.  
  I got to the sod farm about 7:00 pm and set up. The first thing I noticed was that the wind was nil to light but changing direction faster than I could rearrange the wing.  I set up facing south and waited for the wind to come around.  My first and second attempt failed to get the wing up so I let the trims out farther than I ever had.   On my third attempt the wing came up just fine and I started my run.  
  After about 30 steps I had to make an adjustment so I stepped left and applied the right brake.  I continued the run and when I reached my maximum running ability I applied brakes.  I immediately lifted off the ground and swung to the right.  I then swung back to the left and came in contact with the ground.  
  At this point I am not sure if my knee gave out or if I just fell and twisted my knee.  In any case as soon as I realized I wasn't flying I noticed parts flying about so I killed the motor.  The next thing  my senses discerned was the smell of gas so I unhooked as fast as possible.  I went to stand up and discovered my left knee wouldn't stay in gear.  It kept jumping out of first.   
  I called for back up" my wife" on my cell phone and she came out to the field and helped load up my equipment. A quick stop at home and on to the hospital for X rays and a knee brace. Four weeks of therapy and another month or two before I can fly again.  
  Lessons learned, know your ability, always carry a phone, don't fly alone if possible , don't attempt to fly when overly tired and watch out for wing oscillation.

Date          : August 6, 2005 (08/17/2005)
Time          : Just after sunset
Site          : Ohio PPG Fly-In
Male/Female   : Male
Pilot Weight  : 175
Elevation     : 500 MSL
Submitter Name: Pilot
Incident Type:
2)hard Landing, 6)Powerplant/Equipment malfunction 
Primary/Secondary Cause or contributing factors: 
1)Pilot Error : Preflight/Postflight,
3)Mechanical Failure : Harness Contributing Distractions: 4)Camera,
7)Other: Spectators 
Pilot/Passenger Injury Severity: 
2)Minor Injury (no hospital visit) 
Damage to pilot's equipment: 

3)Severe (>= 20% of new price) 
Collateral Damage: 
1)None 
Conditions: Wind speed & Gusts: 1)Calm Thermal
1)None
Visibility:
Excellent
Surface:
1)Grass
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
3)Demonstration
Safety Gear (List all numbers that apply):
3)Helmet - other, 4)Protective Boots, 11) Strobe Light Communication (If instructional flight): 2)Two-way radio w/ helmet mike & PTT
Wing: 
Macpara Muse 25, DHV 1
Motor: 
Aerothrust Lazer 172
Pilot Rating:
6)Instructor
Injuries (list all that apply):
17)Ankle
Hospitalization:
1)None
Pilot Experience:
4)50+ hours solo
Narrative:
  I am a very experienced pilot and instructor. Two days prior to the Ohio Fly-In, I got the chance to test an Aerothrust Lazer motor unit (with a
different, much smaller, and less powerful engine though) in Phoenix, Arizona. During the test flights in Phoenix, I did notice some torque
issues, but not enough to feel there was any severe safety issues. I communicated these thoughts to Aerothrust.
  Once in Ohio, there was a Lazer unit on display at the event. I communicated with the Aerothrust representative to fly the unit. He had
told me he tried to launch the unit without success due to a huge amount of torque. Considering I had flown an almost identical unit 2 days prior
without any problems, I was confident the unit could be flown safely. I assumed -incorrectly- that a different engine on an identical frame, harness,
throttle, and spreader bars could not possibly change the torque so dramatically. Obviously I was mistaken.
  I initially blew two launches by being spun around right on takeoff. After the second attempt I looked closer at the harness and noticed it was not
set up correctly. I reinstalled it correctly and on the third launch attempt I noticed much less torque effect, but obviously there was still enough there to contribute to the incident. I immediately noticed torque as I gave the engine power, so I reduced the power enough to still launch.
I assumed the torque would be manageable once in the air.
  Once in the air, the torque was very apparent, and within seconds I was spun 180 degrees to the left, finding myself flying backwards. I
immediately cut the engine power. Being only about 15 to 20 feet off the ground, the wing naturally surged forward, but without enough altitude for
the wing to resume normal flight, I literally fell to the ground. I landed very hard, in a spin to the right. My left ankle hit first and then the
main frame absorbed the remainder of the impact.
  The motor unit sustained significant damage to the main frame and propeller. Everything else on the motor unit held up fine.
  I sustained bodily injury to my left ankle. I sustained no other injury, not even a bruise or any other soreness. My ankle remains sore, but it is
not sprained, nor swollen, nor visibly bruised. I can walk on it and it seems to be recovering quickly. I imagine I will be foot-launching again in a few weeks.
  The incident could have been MUCH worse. I had a very hard impact and fall from over 15 feet as I was pivoting over 180 degrees (backwards) around the risers. I consider myself extremely lucky to walk away relatively unscathed.
  There were a number of contributing factors: people cheering me on, cameras, lots of spectators, a rush for time, overconfidence, etc. But, I
fully recognize that I am an adult freely and of my own will part-taking in a risky activity. Thus, I understand that I take full responsibility
for my own well being on deciding to fly... or not.
  I believe the direct mechanical cause of the incident resulted from a design flaw of the spreader bars (length, position, ability to freely
rotate) and the mounting of the engine relative to the torque. Several people took videos and in watching the videos numerous times, I as a pilot
did nothing to cause the spin. The wing performed predictably during the take-off, surge and flare. As the wing went overhead, the distance between the carabineers became very narrow after take-off. As the torque started to spin me in the air, the distance between the carabineers shortened further where they were almost touching and I was essentially hinging around a single point.

Date          : 8/5/05
Time          : 10:00
Site          : cut grass field
Male/Female   : Male
Pilot Weight  : 165
Elevation     : 650
Submitter Name: pilot
Incident Type:
1)Fall, 4)Wing malfunction or deflation
Primary/Secondary Cause or contributing factors: 
1)Pilot Error
Contributing Distractions: 
3)Radio transmission
Pilot/Passenger Injury Severity: 
2)Minor Injury (treated and released)
Damage to pilot's equipment: 
3)Severe (>= 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts: 
Moderate >=5 < 10 kts
Thermal Conditions: 
1)None
Visibility: 

>5.0
Surface:
1)Grass
Terrain:
3)Flat
Phase of Flight: 
8)Other,
Purpose of Flight: 
2)Recreation - Other
Safety Gear (List all numbers that apply): 
3)Helmet - other, 4)Protective Boots
Communication (If instructional flight): 
2)Two-way radio w/ helmet mike & PTT
Wing: 
Mac Para Muse 28 DHV1
Motor: 
SD RDM, 65 lbs
Pilot Rating: 
3)Beginner (PPG1 or equivalent)
Injuries (list all that apply): 
5)Back
Hospitalization: 
3)Treated and Released
Pilot Experience: 
4)50+ hours solo
Narrative: 

  There were 70to 80 ft trees along the West edge of the fields and a road with 80 foot tall power lines across the road along the South edge of the field. There was a yellow spectator tape 90 feet north of the road.
  Pilot was flying the Muse wing for the first time. The attachment points on the SD are high which allowed the pilot more brake authority than typical. In addition, Pilot normally flew a glider with significantly higher brake pressure that the Muse. 
  Pilot was flying SW downwind close to ground to kick a ball on the grass field. After missing the ball he applied power to gain altitude. At about 50 ft agl power was reduced to cruise. 
  About 100 feet before reaching the yellow spectator tape, at about 50 ft agl, a left turn was initiated with about half throttle. Some one yelled, “Oh my God, if you can hear me kick your legs.” Pilot began kicking legs - at about 45 degrees bank angle pilot saw he was passing spectator line and then applied more brake.  
Glider began negative spin. After 360 degrees pilot gave some right brake and lowered throttle. At about 15 foot agl Pilot applied about half throttle in an attempt to have frame take impact. Pilot’s motor frame hit on the lower right side. None of the pilot’s body parts impacted the ground directly. Pilot rolled to right ending up right side of face to the ground. Fellow pilots removed engine and immobilized pilot. Impact was 10 feet north of the spectator marker tape.  
X-rays indicated no broken bones, pilot discharged to bed rest. Main box frame distorted about 1 inch on both sides. One cage quarter panel destroyed by prop strike.
* Pilot errors: 
  1 Pilot boxed himself in by flying below obstacles which then required a turn to avoid. [Intermediate Pilot Syndrome]
  2 Pilot was attempting a downwind turn at low altitude with a wing he was unfamiliar with.
  3 Pilot allowed himself to be distracted by attempting to communicate while executing a difficult maneuver.
  4 Pilot used ground point as a reference while executing a downwind turn [downwind demon].
  5 Being distracted, pilot instinctively pulled brake based on past experience with wing which had greater brake pressure.
Lack of serious injury due to frame taking impact along with flying an appropriate sized glider.

Date          : 08/07/2005
Time          : 7pm
Site          : Flatland
Male/Female   : Male
Pilot Weight  : 160
Elevation     : <1000 MSL
Submitter Name: Witness
Incident Type : Brake Lines Severed
5)Line Tangle/Damage
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down)
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
2)Minor Injury (no hospital visit)
Damage to pilot's equipment:
2)Minor (< 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
3)Moderate >=5 < 10 kts
Thermal Conditions:
2)Light <300 fpm
Visibility:
6+
Surface:
11)Crop Field
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
2)Helmet - full face
Communication (If instructional flight):
2)Two-way radio w/ helmet mike & PTT
Wing: 
Macpara Muse
Motor: 
Airfer
Pilot Rating:
3)Beginner (PPG1 or equivalent)
Injuries (list all that apply):
0) None
Hospitalization:
1)None
Pilot Experience:
1)Pre-solo, 2)< 10 hours solo, 3)10 - 50 hours solo, 4)50+ hours solo, 5)Unknown
Narrative:
Pilot took off normally. At about 50 feet he could be seen trying to get into the seat but could not. The cage was very close to the risers and the trimmers were set to fast, putting the brake pulleys near openings at the cage's rim. So when he let go of the brakes, they both went into the propeller and were immediately severed, departing the aircraft and damaging the prop. He let off the gas.
    Then, it appeared he realized he was going to hit something bad, he powered up to go over trees and a large power line which he barely cleared. Several accounts suggested he went through some of the trees but this could be due to their perspective. He had no directional control and did a torque turn to the right during this whole thing.
    Once clear of the wires, he powered off and accepted a downwind landing in beans which, fortunately, proved uneventful.
(ed note: this is a bad situation but likely could have been solved by doing rear riser turns to return to the field and land upwind. Pilots should REHEARSE doing rear riser turns to help insure correct response to this emergency. If it is not rehearsed, it will not likely be done properly in the "heat of battle." Also, a kick-in strap that does not require releasing the brake is a desirable option.)

Date          : 08/02/2005 (added 08/03/2005)
Time          : Evening
Site          : Constricted flatland site
Male/Female   : Male
Pilot Weight  : 185
Elevation     : ~1000 MSL
Submitter Name: Pilot
Incident Type : Spin
4)Wing malfunction or deflation
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down)
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
2)Minor Injury (no hospital visit)
Damage to pilot's equipment:
2)Minor (< 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
2)Light < 5 kts
Thermal Conditions:
1)None
Visibility:
6+
Surface:
1)Grass
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
3)Helmet - other
Communication (If instructional flight):
1)None
Wing: 
Small Spice (22 sq meter)
Motor: 
Fresh Breeze "Monster" (Hirth powered)
Pilot Rating:
4)Novice (PPG2 or equivalent)
Injuries (list all that apply):
17)Ankle
Hospitalization:
1)None
Pilot Experience:
3)10 - 50 hours solo
Narrative:
Pilot was flying from a fairly constricted field of a few hundred yards but with trees along both sides and at the end. After a normal inflation and somewhat lengthy run, he finally got airborne but reported the climb as minimal. Nearly the end of the field, he turned left by necessity, against the turning tendency of the motor. During that turn, the wing spun around and he dropped under the spinning wing about 20 feet. He could feel the wing was still slowing his descent and attributes that to the minimal impact.
  He landed in a rough area and sprained his ankle. Plus the prop and cage were destroyed/damaged badly.
  He reports that his hang position is angled back fairly steep for comfort on long flights which may have aggravated some twisting under the risers although he did not remember this being the case. By his account, there was plenty of time to abort with no consequence when things weren't going well well but was just hoping it to work out - it always had before. Note that he was very heavy on the wing (275 lbs clip-in weight on a 22 sq meter size) although the placard showed him to be within 20 pounds of the high weight limit. 
  Thanks to the pilot for allowing us to list his report. Remember, if the torque/twisting seems to be getting away from you abort. If you're airborne: "Hands up (smoothly), reduce power, prepare to dampen the surge." 

Date          : July 9, 2005 (added 07/21/2005)
Time          : 10:30 AM
Site          : rural
Male/Female   : Male
Pilot Weight  : 220
Elevation     : Approx 400
Submitter     : Pilot
Incident Type:
2)hard Landing,
Primary/Secondary Cause or contributing factors:
1)Pilot Error 6)Weather (Gust, Thermal, Rain, Wind increase, etc 8)Tight
Takeoff/LZ area
Contributing Distractions:
1)None,
Pilot/Passenger Injury Severity:
2)Minor Injury
Damage to pilot's equipment:
4)Totaled
Collateral Damage:
1)None
Wind speed & Gusts:
2)Light variable Gusts 7-9
Thermal Conditions:
1)None
Visibility:
10
Surface:
1)Grass
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
1)Recreation
Safety Gear (List all numbers that apply):
4)Protective boots 9)Hook Knife
Communication (If instructional flight):
1)None
Wing:
Skywalk Tequila M DHV1-2
Motor:
DF Spartan BP28, 90lbs at time of incident
Pilot Rating:
3)Beginner (PPG1 or equivalent),
Injuries (list all that apply):
16)Calf
Hospitalization:
1)None
Pilot Experience:
3)10 - 50 hours solo
Narrative:
Pilot was trying new wing for the first time and set-up was accomplished too close to trees with the current wind and atmospheric conditions. The take off run was longer than expected on the knew wing producing lift close to trees. Initial lift off was good, however, approximately 6 feet off the ground, suspected rotor induced a strong right turn resulting in altitude loss and pilot was swung into the ground at full throttle. Frame and cage ruined, motor undamaged, wing undamaged. Prop was shattered leaving nothing but the inner hub which was held by the bolts. Upon the prop shattering, the pilot was struck in the back of the head resulting in a small cut and two minor bruises. Pilots right leg came into contact with the ground resulting in "road rash" cover the upper, outer calf area. No hospitalization required, no supplemental property damage.
  Lessons Learned:
    1. Have ample space for take off, especially with new equipment. 
    2. Always wear a helmet
    3. Even in calm conditions, even slight gusts can and will produce rotors

Date          : 7-9-05 (added 07/14/2005)
Time          : 0700
Site          : Alfalfa field (mowed)
Male/Female   : male
Pilot Weight  : 150
Elevation     : 800 feet above sea level
Submitter Name: Pilot
Incident Type: 6
1)Fall, 2)hard Landing, 3)Collision with terrain/obstruction on ground,4)Wing malfunction or deflation, 5)Line Tangle/Damage,
6)Powerplant/Equipment malfunction, 7)Handling, 8) Body contact with spinning prop, 9) Collision with other aircraft/ultralight 10) Other
Primary/Secondary Cause or contributing factors: 3
3)Mechanical Failure : Harness
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity: 1
1)None
Damage to pilot's equipment: 2
2)Minor (< 20% of new price)
Collateral Damage: 1
1)None, 2) By-stander (or other pilot), 3) Property
Wind speed & Gusts: 3-5 mph variable s-sw
Thermal Conditions: 1
1)None
Visibility: 
unlimited
Surface: 11
1)Grass, 2)Sand, 3)Pavement, 4)Water - Moving, 5)Water - Still, 6)Scrub, 7)Trees, 8)Indoor, 9)snow, 10)ice, 11)Crop Field, 11)other
Terrain: 2 slightly hilly
1)Mountainous, 2)Hilly, 3)Flat, 4)Other
Phase of Flight: 3 - climb out
1)Runup, 2)Inflation , 3)Takeoff, 4)Cruise, 5),Approach 6)Landing, 7)After Landing, 8)Other,
Purpose of Flight: 2
1)Recreation - Soaring, 2)Recreation - Other, 3)Demonstration, 4)Instructional (supervised solo), 5)Competition, 6)Commercial, 7)Aerobatics, 8)Other
Safety Gear (List all numbers that apply): 3
3)Helmet - other
Communication (If instructional flight): 1
1)None
Wing: Mac-Para Muse size 25
Motor: Sky Cruiser w/Top 80
Pilot Rating: P2
1)None, 2)Student , 3)Beginner (PPG1 or equivalent), 4)Novice (PPG2 or equivalent), 5)Intermediate (PPG3 or equivalent), 6)Instructor , 7)Other,
Injuries (list all that apply):
0) None
Hospitalization: 1
1)None
Pilot Experience: 4
4)50+ hours solo
Narrative:
  It was a pretty good morning for flying or so I thought. When I got to the field the wind was 3-5 mph on the ground and variable from the south to southwest. This field is atop a ridge so wind is often stronger that down in the city where I life. Still I have flown in these condition from this field before and did not see any concerns regarding the wind. I pulled the wing up into the wind, and then pulled left brake to align with the field and had a normal uneventful take off.
  Immediately after takeoff however, the wing began to go to the left even though I was giving right brake. At this time I thought I was getting a wind gust from the west since this happens sometimes from this field once you get above treetop level. My wing continued to be all over the place which required very active hands-on flying. I was able to gain altitude, although still tracking left, turn around and land. However, I was unable to penetrate and landed a ways from my van. I was somewhat puzzled because
the wind certainly did not seem that bad on the ground and the treetops did not indicate that much wind aloft.
  As I was unhooking from my harness, I looked down and saw that the right hand extender bar on my SkyCruiser was turned inward. At first I thought that perhaps the clips holding it in place had come out but when I looked I saw the the welded fitting that the bar goes into was detached from the frame and was on the extender bar. This was the rear metal ring that is welded to the top of the frame which the extender bar goes into - the one where the clip snaps in.
  I believe that this is what caused my "exciting" few minutes of flight. This bar was free to turn to the right or left which was causing steering inputs to the wing. I do not think it slip backwards while flying because there were no marks on the muffler and it was still up close to its original position. I also do not know if it could have slid backwards because of the pressure on it while flying.
  When I got home, I took the SC apart and checked the left side of the frame. This same piece on the left side was loose and was also ready to give way. I have had no hard landings or dropped the machine or impacted the frame in any other way. I am not sure if this is just a stress thing or what, but if you own an older generation SC frame (the larger framed aluminum one), please check and make sure yours is okay. I did not see any cracks on the frame before this flight.

Date          : 06/16/2005 (added 06/18/2005)
Time          : n/r
Site          : Work Shop
Male/Female   : Male
Pilot Weight  : n/r
Elevation     : n/a
Submitter Name: Pilot (Through Friend)
Incident Type:
8) Body contact with spinning prop
Primary/Secondary Cause or contributing factors:
1)Pilot Error : Preflight/Postflight
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
1)None
Damage to pilot's equipment:
2)Minor
Collateral Damage:
1)None
Wind speed & Gusts:
n/a
Thermal Conditions:
n/a
Visibility:
n/a
Surface:
3)Pavement
Terrain:
3)Flat
Phase of Flight:
8)Other,
Purpose of Flight:
8)Other
Safety Gear (List all numbers that apply):
1)None
Communication (If instructional flight):
1)None
Wing: 
n/a
Motor: 
n/r
Pilot Rating:
6)Instructor
Injuries (list all that apply):
1)Head, 8)Arm, 12)Hand
Hospitalization:
5)3+ Nights
Pilot Experience:
4)50+ hours solo
Narrative:
This is a preliminary report only and will be updated when further information is known. Pilot was working on a motor with no intention to start or run it. There was no cage attached and it was equipped with an electric starter. While working, the electric starter engaged and started, going to some amount of thrust. The pilot was struck in the head, arm and hand with significant injury to the hand but fortunately minor injury to the head and arm. He was hospitalized.

Date          : June 14, 2005
Time          : 7:00 AM MDT
Site          : 80 Acre farm field leveled and unplanted
Male/Female   : Male
Pilot Weight  : 205
Elevation     : 4500
Submitter Name: Pilot
Incident Type:
6)Powerplant/Equipment malfunction
Primary/Secondary Cause or contributing factors:
1)Pilot Error : Preflight/Postflight, 5)Mechanical Failure : Powerplant/propeller
Contributing Distractions:
7)Other: Second flight on new motor
Pilot/Passenger Injury Severity:
1)None
Damage to pilot's equipment:
2)Minor (< 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
1)Calm
Thermal Conditions:
1)None
Visibility:
10 mi Plus
Surface:
11)other: Soft Dirt
Terrain:
3)Flat
Phase of Flight:
1)Runup
Purpose of Flight:
1)Recreation - Crusing, 
Safety Gear (List all numbers that apply):
1)None
Communication (If instructional flight):
1)None
Wing: 
Gin Bolero Plus, DHV 1 
Motor: 
Sky Cruiser Black Devil 
Pilot Rating: 
1)None
Injuries (list all that apply):
0) None 
Hospitalization:
1)None, 
Pilot Experience:
4)50+ hours solo
Narrative:
Warming up for the second flight of the morning, the strap that holds the throttle broke and the throttle handle fell down and the motor went to near full power. I was unable to reach back and grab the throttle and was struggling to keep the motor under control. The throttle was between my legs and I finally tried to reach down and grab it. This swung the throttle into the prop and decreased RPM enough that I was able to take the motor off and kill the engine by pinching the fuel line. Mistakes: Bad preflight, NO SECONDARY KILL SWITCH, Didn’t practice reaching back to grab the throttle cable in case it did fall. Could have been much worse if it happened in the air. 

Date          : 5/26/05 (added 06/02/2005)
Time          : evening
Site          : home /garage
Male/Female   : male
Pilot Weight  : 170
Elevation     : none
Submitter Name: Pilot (Submitted by acquaintance of pilot)
Incident Type: 8) Body contact with spinning prop
Primary/Secondary Cause or contributing factors: 1)Pilot Error : Preflight/Postflight,
Contributing Distractions: 1)None
Pilot/Passenger Injury Severity: 3)Major Injury
Damage to pilot's equipment: 2)Minor
Collateral Damage: 1)None,
Phase of Flight: Other,
Motor: with clutch
Make, Model, weight at time of incident: n/r
Pilot Rating: 1)None,
Injuries (list all that apply): 12)Hand
Hospitalization: 3)Treated and Released
Pilot Experience: 1)Pre-solo
Narrative:
Experienced r/c plane builder recieved his new ppg machine in mail and was playing around with his new toy for 3 days, then he decided to start-up the engine which is supplied with clutch. Had a problem to start it up, so he removed spark plug and injected some fuel. Whole machine was assembled completely with propeller and cage and safety netting. As he pulled starter cord ,engine suddenly fired up and revved up to full throttle. Dude was caught off guard and machine was pushing against him and in reflex he pushed against safety netting which stretched with the hand in to spinning prop. Guy lost his 2 fingers and 3rd is badly injured and he is glad hi didn't loose more than that! He still plans to fly after recovery.

Date         : 5/19/05 (added 05/25/2005)
Time         : Afternoon
Site         : Free flight site, Northern England
Male/Female  : Male
Pilot weight : Uknown
Elevation    : Uknown
Submitter    : wittness
Incident Type: Hard Landing
Primary cause: weather related
Contributing Distractions: none
Pilot injury: none
Damage to pilot's equipment: <=20%of new price
Collateral Damage: none
Wind speed & gusts: light
Thermal Conditions: None
Visability: >5 miles
Surface: Grass
Terrain: Hilly
Phase of Flight: Landing
Purpose of flight: Recreation
Safety gear: uknown
Communication: none
Wing: uknown
Motor: Rad Arrow
Pilot Rating: beginner
Injuries: None
Hospitalization: None
Pilot Experience: 10- hours
Narrative:
Had another mate who has just taken paramotoring up he has about 10 flights in total. He had a hard time getting off the ground and when he did get up he flew about for 20 min then flew in the lee side of a big hill and got in some rotor i think, and the wing ended up in front of him done a bit of a dance then tried to spin but he got it all back together ok had another 20 min flying. By this time the wind went to 0. I forgot to give him a radio so when he come in to land he left motor running on tickover and panicked a bit when he was coming in so fast and put full brakes on at about 10ft and stalled the wing he was ok but a smashed prop and a bent cage on a Rad Arrow about £250 for the prop and i think we can fix the cage ok.

Date          : 05/14/2005 (updated 05/18/2005)
Time          : 3:30 pm
Site          : Ocean Beach Site
Male/Female   : Male
Pilot Weight  : 210 lbs
Elevation     : Sea Level
Submitter Name: Pilot
Incident Type:
4)Wing malfunction or deflation, 
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down), 
Contributing Distractions:
1)None, 
Pilot/Passenger Injury Severity:
1)None, 
Damage to pilot's equipment:
3)Severe (>= 20% of new price), 
Collateral Damage:
1)None 
Wind speed & Gusts:
)Moderate >=5 < 10 kts, 
Thermal Conditions:
2)Light <300 fpm 
Visibility:
15 miles
Surface:
2)Sand
Terrain:
3)Flat 
Phase of Flight:
4)Cruise,
Purpose of Flight:
1)Recreation - Soaring 
Safety Gear (List all numbers that apply):
3)Helmet - other 
Communication (If instructional flight):
2)Two-way radio w/ helmet mike & PTT
Wing: 
Mac Para Eden II Wing (30 m, DHV1-2) with 125 hours on wing.
Motor: 
PAP Corsair M21Y (90 lbs)
Pilot Rating: 
4)Novice (PPG2 or equivalent
Injuries (list all that apply):
0) None 
Hospitalization:
1)None 
Pilot Experience:
4)50+ hours solo
Narrative:
  Approximately 8 to 10 pilots were out on San Luis Pass at West Beach, Galveston, TX for a day of flying. The airspace was busy as there was an event going on approximately 1 mile away and a helicopter was flying the area just offshore at low altitudes. A number of times, the helicopter had buzzed individual pilots very close.
From an earlier flight in the day, I had been warned by radio that one of the fishermen in the area had put up a kite and it was difficult to see approximately 500 yards to our south of our LZ. On that landing approach for that flight, I did not observe the kite and assumed the individual had landed it.
  About 30 minutes later, I would then observe the kite back up in the air while I was on the ground. A subsequent flight, I launched with the winds out of the south. At the time of the launch, I was focused on a helicopter that had been flying the area to make sure I was out of his path and rotor. I launched and since the winds were out of the south, I was launching in the direction of the kite that had been up in the air earlier.
Initially, I did not see the kite and found myself upwind of it when I finally did see it. It was at about 150’ up in the air being flown 100 yards off the coastline. Not knowing whether I had potentially hit it, I did a complete visual inspection of my wing from the air. I then built altitude in the vicinity of the kite while keeping my eyes on the lines. Someone would later tell me it was a fairly clear Barbie Kite with fishing line and a fishing pole on it.
  I then exited the area and flew up and down the beach for 20 to 30 minutes. As I was returning from my flight down the beach, I specifically looked the area over for the kite and did not see the kite in the air nor did I see the individual where he was earlier.
  I continued my southern path near the water’s edge along the coastline and made a western turn where the shoreline turned. As I was approaching an elevated road linking two islands, I felt for the very first time a wing tip collapse. I was no more than 50’ above the ground and it instantly recovered. If there was an altitude drop, I did not feel it. This would be my only hint that I had a problem. As I was actively flying, but requiring little input, I did not visually look at my wing. If I had, I would have been warned of the problem.
  Thinking that for some reason I was in a thermal area and not able to understand why it should be thermals, but realizing I was flying crosswind, I turned into the wind (south) and did a 270° left hand turn. I then built up a little bit of altitude of approximately 100’ and started flying in the direction of the landing zone towards the rest of my friends.
  As I approached the area, I saw everyone out motioning for me to land. I thought it was strange as I did not see any police or any appearance of someone injured, but I kicked my legs to respond I understood the signal.
I setup for my approach, and then began a powered landing killing the motor when I was a foot or two off the ground. I did a single knee bend and was slightly surprised as all my landings in the past few weeks have been perfect and thought I should have nailed that one as well. My wing continued flying and I stood up and went to turn to drop my wing. As my wing begins dropping, I observe just prior to it hitting the ground that there was a tear. Now, I understood why I had been asked to land. 
  Other than that slight wing-tip collapse that I didn’t think a whole lot about as I have been bounced around before much more significantly, the wing behaved perfectly. Nobody actually witnessed me hitting the kite, except perhaps the kite owner that was nowhere to be found. 
  Following the incident, one pilot later commented the guy flying the kite had increased it’s elevation to approximately 800’. Assuming that to be the case, my visual inspection of the skies would probably not have caught it as I came back into the area. I cringe when some pilots fly perpendicular to the beach 40-60 yards offshore at altitudes of 150 to 200’ as I always try to fly in a manner that would provide for a safe landing in the event of an engine out (and I have had a few).
  In hindsight, I should have visually inspected the wing after the wing tip collapse that I felt as it was a new situation I had not experienced before, even though it felt as a very minor event. I will also be re-evaluating flight profiles when flying in the area of beaches. Kites are not a paraglider’s best friend.
I am also very much aware, and can not overemphasize, how stable the Mac Para Eden II wing was after the incident. The wing remained stable, and continued flying. That told me Mac Para has invested a significant amount of time and resources into the engineering of a wing that will continue flying despite a major breech of the airfoil. I estimate the 4 center cells will need complete replacement to repair the wing so it can fly again.
  I have been giving strong consideration to a reserve, and this incident to me speaks the need for a reserve. Rather than fly over the LZ area where I was waved down, I came very very close to flying higher. The situation could have been much worse.

Note: Updated with information obtained from the Harnett County Sheriffs Office, Eyewitness, Bill Brileys examination of the equipment, News reports and the Fly-By-Ranch website.
Date          : 05/09/2005 (added 05/11/2005, updated 05/13/2005)
Time          : 8pm
Site          : Neighborhood
Male/Female   : Male (news said John Alan Burnworth, 34, Sanford, NC)
Pilot Weight  : n/r
Elevation     : 300' ASL
Submitter Name: Witness
Incident Type:
3)Collision with terrain/obstruction on ground
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down)
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
4)Fatal
Damage to pilot's equipment:
3)Severe (>= 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
Calm
Thermal Conditions:
n/r
Visibility:
n/r
Surface:
3)Pavement
Terrain:
Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
n/r
Communication (If instructional flight):
1)None
Wing: 
EZ Glider
Motor: 
SD
Pilot Rating:
PPG1 or equivelant
Injuries (list all that apply):
1)Head ("Severe head trauma")
Hospitalization:
4)Overnight (died of injuries)
Pilot Experience:
5)Unknown
Narrative:
  According to several news reports, the pilot launched on a street in the very confined area of his neighborhood, narrowly missed some trees then collided with wires and fell to the ground. He died of severe head trauma. He died of severe head trauma and it is possible he was not wearing a helmet which could have possibly saved his life.
  He learned to fly during a course in FL.
  Picture used by permission of at WRAL.com

Date          : 02-12-2005 (Added 05/09/2005)
Time          : Afternoon
Site          : Gulf Beach Site
Male/Female   : Male
Pilot Weight  : 150 
Elevation     : Sea Level
Submitter Name: Witness
Incident Type:
6)Powerplant/Equipment malfunction, 
Primary/Secondary Cause or contributing factors:
5)Mechanical Failure : Powerplant/propeller, 6 
Contributing Distractions:
1)None, 
Pilot/Passenger Injury Severity:
1)None, 
Damage to pilot's equipment:
2)Minor (< 20% of new price), 
Collateral Damage:
1)None, 
Wind speed & Gusts:
4)Strong >=10 < 15 kts 5 
Thermal Conditions:
1)None, 
Visibility:
10 miles
Surface:
2)Sand 
Terrain:
3)Flat 
Phase of Flight:
4)Cruise,
Purpose of Flight:
1)Recreation 
Safety Gear (List all numbers that apply):
3)Helmet - other 
Communication (If instructional flight):
1)None 
Wing: 
Eden 1
Motor: 
Adventure F3
Pilot Rating: 
4)Novice (PPG2 or equivalent
Injuries (list all that apply):
0) None 
Hospitalization:
1)None 
Pilot Experience:
3)10 - 50 hours solo
Narrative:
Pilot was flying down the beach approximately 20’ elevation when he heard a loud pop and felt something his helmet. After the pilot landed, he discovered 2 of the 4 engine mount bolts on the top of the Adventure F3 motor had sheared along with one sleeve missing. When the bolt(s) failed, the sleeve and/or bolt struck the prop. There were two different distinctly visible prop strikes on the leading edge. One bolt after striking the prop, struck the muffler and left a 1.5” diameter hole. The second bolt and/or sleeve ricocheted off the prop and struck the helmet of the pilot leaving scratches on the otherwise brand new helmet. Had the pilot not been wearing a helmet, this could have resulted in a serious shrapnel wound to the head. As of 3-25-2005, one of the two bolts replaced has broken a second time.


Date         : 4/23/05
Time         : 10:30AM
Site         : Grassy open area
Male/Female  : Male
Pilot Weight : 180
Elevation    : Just above Sea Level
Submitter    : Pilot
Incident Type:
2)hard Landing, 3)Collision with terrain, 4)Wing malfunction or deflation,
5)Line Tangle
Primary/Secondary Cause or contributing factors:
6)Weather (Gust, Thermal, Rain, Wind increase, etc)
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
2)Minor Injury (no hospital visit), Bruised knee and ego.
Damage to pilot's equipment:
2)Minor (< 20% of new price), Cage netting damaged.
Collateral Damage:
1)None
Wind speed & Gusts:
3)Moderate >=5 < 10 kts, or a little stronger. Gusts were evident also. 
Thermal Conditions:
3)Moderate <600 fpm. [Not sure, but light to moderate
would be my guess.]
Visibility:
Unlimited
Surface:
1)Grass
Terrain:
3)Flat,
Phase of Flight:
6)Landing
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
3)Helmet - other, 4)Protective Boots, 8)Reserve parachute, 9)Hook Knife
Communication (If instructional flight): 
2)Two-way radio w/ helmet mike & PTT
Wing:
MacPara Muse 28, DHV 1
Motor:
Paralite Sky Cruiser Top 80
Pilot Rating:
5)Intermediate (PPG3 or equivalent)
Injuries (list all that apply):
15)Knee bruised
Hospitalization:
1)None
Pilot Experience:
4)50+ hours solo
Narrative:
  A flight was taken when others in the area were assessing conditions and opting not to fly. There were other pilots that were in the air and reporting turbulence that was moderate. Some were landing due to conditions and almost no one flew much later than I did. 

  This was a morning that started off with light and somewhat variable winds and was forecasted to be building to 15-20 mph winds by about 11 am. It was moderately bumpy and I had decided to land due to the strengthening conditions. The approach and
setup went nominally, but when about 10 feet off of the ground I was dropped
by a sudden lack of lift. I came in pretty hard and fell to my knees. 

  When coming in, my throttle hand went to the ground which momentarily caused an increase in the throttle. This was released as quickly as possible and the motor was killed. There was a slight bruise to my right knee, but no other personal injury. One line was wrapped around the prop which pulled the cage netting into the prop slightly by distorting the cage. The cage netting was torn from the rim at the edge in 5 locations and repaired with tie wraps. The prop had very slight chips out of the tips of both blades. The wrapped line was not damaged at all. 

  This is one pilot that will think very carefully before flying at a time approaching mid-day in strengthening, windy conditions again. I feel very fortunate to not have more of a story to tell.

Date          : 2/13/04 (added 05/02/2005)
Time          : 8:45 am
Site          : Open grassy area
Male/Female   : Male
Pilot Weight  : 195
Elevation     : 1000’
Submitter Name: Pilot
Incident Type:
2)hard Landing, 3)Collision with terrain/obstruction on ground
Primary/Secondary Cause or contributing factors: 
1) Mechanical Failure : Powerplant/propeller , 2) )Tight LZ area
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
1) Minor Injury
Damage to pilot's equipment:
1)None
Collateral Damage:
1)None
Wind speed & Gusts:
1) Light < 5 kts
Thermal Conditions:
1)None
Visibility:
10
Surface:
1)Grass, 2)Scrub
Terrain:
1)Flat
Phase of Flight:
1)Landing
Purpose of Flight:
1) Recreation - Other
Safety Gear (List all numbers that apply):
1) Helmet - full face
Communication (If instructional flight):
1) Two-way radio w/ helmet mike & PTT
Wing: 
30m  DHV 1-2
Motor: 
Fly 115 Gold, Flash Trike
Pilot Rating:
1) Beginner (PPG1 or equivalent)
Injuries (list all that apply):
1) Shoulder, 2) Arm, 2) Calf,
Hospitalization:
1)None
Pilot Experience:
1) < 10 hours solo
Narrative:
After my throttle cable broke, I was at approx 1900 ft and scanned the area looking for a suitable landing site. After choosing a 2-3 acre area of grass (due to scrub brush everywhere else) I burned up my altitude and set up for landing. As I approached, I neglected to notice the barb wire fence at the end of the yard. I still had too much speed and was heading right for it. Just before impact, I pumped the brakes, popped up and landed on the other side. The trike flipped over after hitting a scrub brush and I received some bad bruises and scrapes. If I had of hit the fence, aside from ruining my gear, I could have been decapitated as the trike rail made a perfect path directly to my neck. I should have used common sense to realize most people in remote areas typically fence the yard and my decision to land there could have cost me my life.

	Don't fly in the middle of the day without thermal training. We are told to fly in the morning and evening for a reason. Thermals can be deadly!
	When you encounter a collapse, don't apply any break, even through you are in a steep turn. Reduce power, (which I did) release the breaks, (which I didn't) and the wing should start flying again, at least that's what I'm told. I haven't practiced this myself and right now I don't care to.
	When I landed, I hit the back of my head on the frame. A helmet would have prevented a headache. I'm alive and will fly again, but not in the middle of the day without proper thermal training. P.S. I forget to mention that I landed 35 yards from a pond and 50 yards from a barbwire fence. The whole episode only took about 7 seconds, but I did have time to pray, "Help me Jesus!" He did, and I'm eternally grateful.

Date        : Jan. 14, 2005 (added 2/18/05)
Time        : 4:45pm
Site        : Inland Hilly
Male/Female : Male
Pilot Weight: 210lb
Elevation   : 1,000 ft
Submitter   : Pilot
Incident Type: Collision with terrain (tree)
Primary/Secondary Cause or contributing factors:
1)Pilot Error plus under powered motor
Contributing Distractions:
1)None,
Pilot/Passenger Injury Severity:
2)Minor Injury (no hospital visit)
Damage to pilot's equipment: 
2)Minor (< 20% of new price)
Wind speed & Gusts:
between 3)Moderate >=5 < 10 kts, and 4) Strong >=10 < 15 kts 5)
Collateral Damage:
1)None
Thermal Conditions:
1)None
Visibility:
5 miles
Surface:
7)Trees
Terrain:
2)Hilly
Phase of Flight:
8)Other – go around after aborted landing
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
3)Helmet - other, 5)Knee-pads
Communication (If instructional flight):
Non-instructional – pilot was alone with cell phone
Wing:
Mac Para Muse 30, DHV 1
Motor:
MZ100, Skycruiser, 18hp
Pilot Rating:
4)Novice (PPG2 or equivalent)
Injuries (list all that apply):
4)Chest - bruise, 8)Arm – bruise, 16)Calf (shin) severe bruise
Hospitalization:
1)None
Pilot Experience:
3)10 - 50 hours solo
Narrative:
Landing was attempted in a large field surrounded by a steep upwind drop-off and hills with trees downwind. Initial approach to the field was aborted due to a mild gust making over shooting likely. A go-around was initiated with a left turn to avoid an area on the right known to have rotors. Insufficient altitude could be attained to clear pine trees on hill while on downwind leg. Pilot and equipment were removed by local Fire Dept. Pilot should have flown straight gaining sufficient altitude prior to the go-around. Pilot also had insufficient power for this weight (18hp pushing 210lb pilot) to effectively gain altitude in the mild gusty conditions.

Date         : 2/11/05
Tim           : afternoon
Site          : Arizona / Airport
Male/Female   : Male
Pilot Weight  : 220
Elevation     : 1200ft
Submitter Name: Pilot
Incident Type:    Fall  / Equipment malfunction
1)Fall, 2)hard Landing, 3)Collision with terrain/obstruction on ground, 4)Wing malfunction or deflation, 5)Line Tangle/Damage, 6)Powerplant/Equipment malfunction, 7)Handling, 8) Body contact with spinning prop, 9) Collision with other aircraft/ultralight 10) Other
Primary/Secondary Cause or contributing factors:2,3,8
1)Pilot Error : Preflight/Postflight, 2)Pilot Error : Inflight (Inflation to wing-down), 3)Mechanical Failure : Harness, 4)Mechanical Failure : Wing, 5)Mechanical Failure : Powerplant/propeller, 6)Weather (Gust, Thermal, Rain, Wind increase, etc), 7)Fuel exhaustion, 8)Tight Takeoff/LZ area, 9)Wake, 10)Other
Contributing Distractions:2
1)None, 2)Activity in takeoff/LZ (Cars, people, gliders, etc), 3)Radio transmission, 4)Camera, 5)Navigator (GPS), 6)Other flying task (kicking cones, picking things up, etc.), 6)Other aircraft (airborne), 7)Other
Pilot/Passenger Injury Severity:1 None
1)None, 2)Minor Injury (no hospital visit), 3)Major Injury, 4)Fatal
Damage to pilot's equipment:2 Minor, Propeller broken
1)None, 2)Minor (< 20% of new price), 3)Severe (>= 20% of new price), 4)Totaled
Collateral Damage:1 none
1)None, 2) By-stander (or other pilot), 3) Property
Wind speed & Gusts:1 Calm
(For gusts use G followed by 1..5, if variable add "V") 
1)Calm, 2)Light < 5 kts, 3)Moderate >=5 < 10 kts, 4)Strong >=10 < 15 kts 5)Very Strong >= 15 kts
Thermal Conditions:2 light
1)None, 2)Light <300 fpm, 3)Moderate <600 fpm, 4)Strong <1000 fpm, 5)Very Strong
Visibility:clear
In miles and tenths
Surface:Grass
1)Grass, 2)Sand, 3)Pavement, 4)Water - Moving, 5)Water - Still, 6)Scrub, 7)Trees, 8)Indoor, 9)snow, 10)ice, 11)Crop Field, 11)other
Terrain:Flat
1)Mountainous, 2)Hilly, 3)Flat, 4)Other
Phase of Flight:3 Takeoff
1)Runup, 2)Inflation , 3)Takeoff, 4)Cruise, 5),Approach 6)Landing, 7)After Landing, 8)Other,
Purpose of Flight:2 Reccreation
1)Recreation - Soaring, 2)Recreation - Other, 3)Demonstration, 4)Instructional (supervised solo), 5)Competition, 6)Commercial, 7)Aerobatics, 8)Other
Safety Gear (List all numbers that apply):2
1)None, 2)Helmet - full face, 3)Helmet - other, 4)Protective Boots, 5)Knee-pads, 6)Elbow pads, 7)Wrist guards, 8)Reserve parachute, 9)Hook Knife, 10)Unknown
Communication (If instructional flight):n/r
Wing: Eden 11
Make, Model, Size & Rating (DHV, ACPUL, SHV, etc):
Motor: Solo 210 / Home made
Make, Model, weight at time of incident:
Pilot Rating: 5
1)None, 2)Student , 3)Beginner (PPG1 or equivalent), 4)Novice (PPG2 or equivalent), 5)Intermediate (PPG3 or equivalent), 6)Instructor , 7)Other,
Injuries (list all that apply):None
0) None 1)Head, 2)Face, 3)Neck, 4)Chest, 5)Back, 6)Abdomen, 7)Shoulder, 8)Arm, 9)Elbow, 10)Forearm 11)Wrist, 12)Hand, 13)Pelvis, 14)Thigh, 15)Knee, 16)Calf, 17)Ankle, 18)Foot
Hospitalization:None
1)None, 2)Some first-aid applied, 3)Treated and Released, 4)Overnight, 5)3+ Nights
Pilot Experience:250 hours
1)Pre-solo, 2)< 10 hours solo, 3)10 - 50 hours solo, 4)50+ hours solo, 5)Unknown
Narrative:
  On a take off run, in light shifty winds, the wing started drifting to the right, Pilot started running to right to correct (should have aborted). 
  A line of Motorhomes/Cars, was looming in front of the intended flight path, and the wing was not giving substantial lift. The Pilot, Having run for about 100+ft, tripped and the spinning propeller (Fiberglass / Home made) hit the pilots right foot.
  The blade struck the inside ball, arch & heel, (the sole of the shoe took most of the impact, "Any body can be good I would rather be LUCKY") The Propeller broke near the root and flew about 10ft in the air.   On the home made unit a "Lower Kick Bar" was not installed, where a fuel tank would go--big mistake

Date          : 02/05/2005 
Time          : N/R
Site          : Lake Beach Site
Male/Female   : Male
Pilot Weight  : N/R
Elevation     : Sea Level
Submitter Name: Witness
Incident Type:
6)Powerplant/Equipment malfunction,
Primary/Secondary Cause or contributing factors:
10)Other
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
1)None
Damage to pilot's equipment:
1)None
Collateral Damage:
1)None
Wind speed & Gusts:
2)Light < 5 kts
Thermal Conditions:
2)Light <300 fpm
Visibility:
6+
Surface:
2)Sand
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
2)Helmet - full face
Communication (If instructional flight):
n/r
Wing: 
n/r
Motor: 
n/r
Pilot Rating:
5)Intermediate (PPG3 or equivalent)
Injuries (list all that apply):
0) None
Hospitalization:
1)None
Pilot Experience:
4)50+ hours solo
Narrative:
On Takeoff the throttle stuck at full. The motor was torquing badly and there were obstructions so the pilot modulated power by using the kill switch but still elected for a downwind landing. It was hard and fast but he was uninjured. No word on why the throttle stuck at a high power setting.

Date          : 02/05/2005 
Time          : N/R
Site          : Lake Beach Site
Male/Female   : Male
Pilot Weight  : N/R
Elevation     : Sea Level
Submitter Name: Pilot
Incident Type:
6)Powerplant/Equipment malfunction,
Primary/Secondary Cause or contributing factors:
10)Other
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
1)None
Damage to pilot's equipment:
1)None
Collateral Damage:
1)None
Wind speed & Gusts:
2)Light < 5 kts
Thermal Conditions:
2)Light <300 fpm
Visibility:
6+
Surface:
2)Sand
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
2)Helmet - full face
Communication (If instructional flight):
FRS Radio
Wing: 
Silex
Motor: 
Snap 100
Pilot Rating:
6) Instructor
Injuries (list all that apply):
0) None
Hospitalization:
1)None
Pilot Experience:
4)50+ hours solo
Narrative:
After going to idle I felt "tap" on the engine. I throttled up a bit and the motor reved but there was no propeller - it had fallen off. The center bolt that holds the prop onto the spline came loose. This bolt was noted to be loose by another pilot prior to flight and was tightened. 

The prop was later found undamaged in sand and re-installed, this time with a lock washer. Obviously this could have been much worse had someone been in the path of the prop below!

Date          : 01/2005 (added 02/01/2005)
Time          : n/a
Site          : High elevation flat field in mountainous area
Male/Female   : Mail
Pilot Weight  : n/a (approx 180)
Elevation     : 5000'
Submitter Name: Witness
Incident Type:
3)Collision with terrain/obstruction on ground
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down)
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
2)Minor Injury (no hospital visit)
Damage to pilot's equipment:
2)Minor (< 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
2)Light < 5 kts
Thermal Conditions:
2)Light <300 fpm
Visibility:
6+
Surface:
1)Grass
Terrain:
1)Mountainous
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
3)Helmet - other
Communication (If instructional flight):
1)None
Wing: 
n/a
Motor: 
Walkerjet 
Pilot Rating:
5)Intermediate (PPG3 or equivalent)
Injuries (list all that apply):
n/r
Hospitalization:
1)None
Pilot Experience:
4)50+ hours solo, 5)Unknown
Narrative:
An experienced pilot came into town and brought a pilot who was said to be highly skilled. He borrowed a motor from a local friend and went to a fairly confined launch that works best only in certain ideal winds. The winds were not ideal but the sea-level pilot decided he would "be just fine". He set up close to trees and the local pilot expressed his hesitancy about the whole affair but the out-of-towner brushed it off.
   The launch quickly went bad and he hit a small tree. His too-late turn to avoid that tree put him into another small tree. He let off the power and hit the ground hard. His cage absorbed the impact and he was extremely lucky to walk away from it.

Date          : 01/02/2005 (added 01/11/2005)
Time          : 1300
Site          : Ocean Beach Site
Male/Female   : Male
Pilot Weight  : 160
Elevation     : Sea Level
Submitter Name: Witness & Pilot
Incident Type:
7)Handling
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down)
Contributing Distractions:
7)Other (over water)
Pilot/Passenger Injury Severity:
2)Minor Injury (no hospital visit)
Damage to pilot's equipment:
2)Minor (< 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
3)Moderate >=5 < 10 kts
Thermal Conditions:
1)None
Visibility:
6+
Surface:
5)Water - Still
Terrain:
3)Flat
Phase of Flight:
3)Takeoff
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
3)Helmet - other,
Communication (If instructional flight):
1)None
Wing: 
N/A
Motor: 
Adventure F4 w/Simonini
Pilot Rating:
5)Intermediate (PPG3 or equivalent)
Injuries (list all that apply):
N/A
Hospitalization:
1)None
Pilot Experience:
4)50+ hours solo
Narrative:
Pilot launched on a fairly narrow beach and was climbing out over water. He intended to turn left to follow the beach but the motor torque had caused it to twist on his back and, redirecting thrust so as to cause a strong right turn. He tried to counter with left brake but could not overcome the angled thrust and the glider spun/spiraled. He hit in shallow water with only minor injury...he says it would have been much worse on hard ground. The water happened only to be about 3 feet deep so he was able to stand up in it.

When the glider spun it was already in a strong right bank but went all the way around which how it got pointed nearly straight down before splashing in. That also probably why right brake is being applied so aggressively in picture 2: the glider was actually spinning to the left.

The witness, flying overhead, watched it from the initial takeoff. He noticed the twist and started snapping pictures. The first picture shows the motor angled nearly 45º left (pushing the pilot to the left). The second one shows the result after one full turn and the third shows the pilot standing, unharmed, in the water.

This pilot reports that he's made well over a hundred flights on this motor combination without this ever happening. It is possible the presence of water immediately after takeoff was a distraction and the pilot did not let off the throttle in a situation where he otherwise might have. He had successfully flown a number of flights at this same elevation on previous days without any problems. 

            Date: 01/03/2005 (added 01/09/2005)
            Time: N/A
            Site: Ocean Beach
     Male/Female: Male
    Pilot Weight: N/A
       Elevation: Sea level
  Submitter Name: Witness
Incident Type:
1)Fall
Primary/Secondary Cause or contributing factors:
2)Pilot Error : Inflight (Inflation to wing-down)
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
3)Major Injury
Damage to pilot's equipment:
3)Severe (>= 20% of new price)
Collateral Damage:
1)None
Wind speed & Gusts:
3)Moderate >=5 < 10 kts
Thermal Conditions:
1)None
Visibility:
6+
Surface:
2)Sand
Terrain:
3)Flat
Phase of Flight:
2)Inflation 
Purpose of Flight:
2)Recreation - Other
Safety Gear (List all numbers that apply):
10)Unknown
Communication (If instructional flight):
1)None
Wing: 
N/A
Motor: 
N/A
Pilot Rating:
5)Intermediate (PPG3 or equivalent)
Injuries (list all that apply):
N/A
Hospitalization:
3)Treated and Released
Pilot Experience:
3)10 - 50 hours solo
Narrative:
Pilot was smoking a cigarette while launching. He elected to do a forward inflation in spite of a moderate breeze (about 10 mph) and when the wing caught air, it pulled the pilot back onto his cage. The fuel tank was reportedly leaking and fumes ignited (possibly from the cigarette). The pilot became engulfed in flames briefly before bystanders were able to douse him with sand.

            Date: 01/06/2005 (updated 02/01/2005)
            Time: 0900
            Site: Driveway
     Male/Female: Female
    Pilot Weight: N/A
       Elevation: Sea Level
  Submitter Name: Pilot (reported by phone)
Incident Type:
8) Body contact with spinning prop
Primary/Secondary Cause or contributing factors:
5)Mechanical Failure : Powerplant/propeller
Contributing Distractions:
1)None
Pilot/Passenger Injury Severity:
3)Major Injury
Damage to pilot's equipment:
2)Minor (< 20% of new price)
Collateral Damage:
2) By-stander (or other pilot)
Phase of Flight:
1)Runup
Motor: 
Make, Model, weight at time of incident: Blackhawk with Black Devil and manual start
Pilot Rating:
5)Intermediate (PPG3 or equivalent)
Injuries (list all that apply):
12)Hand
Hospitalization:
5)3+ Nights
Pilot Experience:
4)50+ hours solo
Narrative:
The motor arrived damaged by UPS and the pilot was sent a new frame. The pilot removed the motor from its original, damaged frame and placed it on the new one. He also switched the throttle from the original left to right side.
   He checked the throttle linkage for freedom of movement from idle to full and it was free moving. He then set the throttle down away from the motor. He also checked to make sure there was no fuel pooling in the air intake after priming it. He then proceeded to start it.
   It fired immediately and went to full power (or nearly so). The thrust pushed him nearly over on his back as he held onto it so as to avoid getting his arm into it while working his way to the throttle. After several seconds, he got to the throttle and hit the kill switch to shut it off. Unfortunately his wife had, who had been standing behind him, ran up to help get it off him and wound up getting her hand in the prop. The prop nearly disintegrated but did extensive damage to her hand. She was rushed to the hospital where surgery was performed. The outcome is not known as to future use of the hand as of this report.
   The submitter suggests that two things could have prevented this: 1. Have the kill switch in your hand but not in such a way that you could activate the throttle; 2. secure the motor to something solid or start it while positioned against a wall. 

[ed note: italicized added to original report for clarification after report by manufacturer 02/01/2005]