One year anniversary of the L-39 Boulder City Crash

Saturday will be one year since Doug Gillis and Richard A. Winslow died. The NTSB has not issued a final report. The NTSB did revoke Riggs’ license. I have not heard of any lawsuits filed against Riggs, Mach One Aviation or Incredible Adventures. I believe the statute of limitations would be two years, so I hope they are simply waiting on that report. Although, I don’t know why, it’s already been established that the flights were illegal. Incredible Adventures continues to advertise the flights although they have “re-worded” the ads, based on the decision in Riggs’ hearing.

At this point, it looks like two people died for absolutely no reason, and no one has done anything to hold the people responsible culpable for the damage they caused.

Very sad.

Here is the preliminary report to refresh your memory.

NTSB Identification: WPR12FA216
14 CFR Part 91: General Aviation
Accident occurred Friday, May 18, 2012 in Boulder City, NV
Aircraft: AERO VODOCHODY L-39, registration: N39WT
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On May 18, 2012, about 1300 Pacific daylight time, an experimental exhibition Aero Vodochody L-39, N39WT, impacted desert terrain about 1/2 mile from the Boulder City Municipal Airport (BVU), Boulder City, Nevada. Mach 1 Aviation and Incredible Adventures operated the flight under the provisions of 14 Code of Federal Regulations Part 91. The airline transport pilot and one passenger were fatally injured; the airplane sustained substantial damage to the fuselage and wing assembly. The accident airplane, along with another L-39 (N139CK), departed Van Nuys Airport (VNY), Van Nuys, California, about 0730 on the morning of the accident. Visual meteorological conditions prevailed for the cross-country flight, and no flight plan had been filed. The flight was destined for Boulder City.

A group of eight people had paid for a flight package. The flight was to be 45 minutes long, and at the end of the flight each passenger would be provided a film of their flight. The majority of the group was interviewed, and they stated that they were driven by bus from their hotel to BVU. Once they arrived at BVU, they made their way into BFE FBO (fixed based operator) and were told by someone at BFE that the two airplanes were en route from VNY. While they waited for the airplanes to arrive, the group discussed the order in which they would fly since only one passenger could occupy one seat in each airplane. After the airplanes arrived, the group reported seeing two people exit each airplane. The group talked to the pilots and took pictures of themselves with the airplanes. They moved inside BFE to a conference room where they received a briefing of what to expect. Members of the group indicated that there would be four flights; two flights would occur before lunch, the airplanes would be refueled, and then they would have the final two flights. The passengers did not observe any mechanical problems during the first two flights. The accident flight occurred on the third flight of the day after the lunch break.

The passenger in the lead airplane for the accident flight stated that that he and the other passenger got into their respective airplanes, he did not watch the other passenger get ready for their flight. He stated that he figured out how to put his own seatbelt/safety harness on, and was instructed about the canopy usage. After the canopies were closed, he was able to hear the pilot of his airplane and the pilot of the other airplane. The passenger stated that his pilot received a clearance for takeoff and was notified that a flight of Apache helicopters were inbound for landing. The pilots taxied the airplanes to the runway and came to a stop. The lead airplane was on the left side of the runway and the accident airplane was on the right side of the runway. There was a discussion about the crosswind and if there were any issues on takeoff, his airplane would make a left turn, and the accident airplane would make a “harder left [turn].” To the passenger the takeoff was normal. He recalled looking at the altimeter and noting that about 400 feet above the ground, his pilot instructed the other pilot to stay in formation. The passenger stated that his airplane was in a climbing left turn and he heard the other pilot say mayday three times and “canopy.” He looked out of his window and saw the accident airplane in a right turn, then saw it flatten out followed by a puff of dirt. He recalled seeing the accident airplane go underneath one set of power lines. The passenger stated that there were no further communications from the pilot of the accident airplane. One of the helicopters approaching BVU during the airplanes takeoff saw the crash and landed near the accident site to render assistance. The pilot of the lead airplane circled over the accident site and gave the helicopter’s crew instructions on how to open the canopies and turn off the engine.

The pilot in the lead airplane stated that the takeoff was normal. The climb out was normal until he heard a “canopy” call coming from the pilot of the other airplane.

The accident site was approximately 1/2 mile northwest of the airport in flat desert terrain. The airplane came to rest intact between two sets of power lines next to an access road. The first identified point of impact (FIPC) was a flat area adjacent to a berm alongside the road; an impression of the airplane fuselage and wings were observed in the dirt at the FIPC. The debris field from the FIPC to the main wreckage was about 480 feet long. Undercarriage and a gear door were found about 100 feet from the main wreckage. The airplane rotated slightly to the west next to the access road. A 25-pound ballast was found on the other side of the access road. Investigators noted a 4-foot-deep by 20-feet-wide crater just behind the engine.

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2 Responses to One year anniversary of the L-39 Boulder City Crash

  1. L Garrison says:

    Just a point of fact. I do believe NTSB cannot revoke a license. I believe on the FAA can do that. The NTSB may have made a recommendation. This story is fascinating.

    • admin says:

      True. The FAA revokes the ticket and then the NTSB will uphold (or not) the revocation if it’s appealed.