Board Reveals What It Has Learned So Far

The NTSB Monday released its narrative on the ultralight crash that killed Wal-Mart heir John Walton, as the manufacturer of the CGS Hawk Arrow said the aircraft wasn't properly configured for flight.

As ANN reported last month, Walton's aircraft went down shortly after take-off from the airport in Jackson Hole, WY, June 27th. Walton was pronounced dead at the scene.

The 58-year old Walton was mourned among groups as disparate as the Special Operations Association, the Wal-Mart board of directors, a number of educational charities and the loosely organized, but tight-knit, community of experimental aviators.

The complete text of the NTSB report follows:

NTSB Identification: DEN05FA100
14 CFR Part 91: General Aviation
Accident occurred Monday, June 27, 2005 in Jackson, WY
Aircraft: CGS Aviation Hawk Arrow, registration:
Injuries: 1 Fatal.

On June 27, 2005, approximately 1225 mountain daylight time, an unregistered CGS Aviation Hawk Two Place Arrow experimental homebuilt airplane was destroyed when it impacted terrain following a descent during the base leg of the visual approach to runway 19 at Jackson Hole Airport (JAC), Jackson, Wyoming. The commercial rated pilot, who was the sole occupant and owner of the airplane, sustained fatal injuries. Visual meteorological conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The local flight departed JAC at 1218.

Several witnesses reported that the airplane departed runway 19, and immediately climbed to approximately 500 feet above ground level (agl), while maintaining runway heading. The airplane then turned left onto the crosswind leg of the traffic pattern and maintained a slight climb. Two witnesses, who were traveling southbound in motor vehicles on Highway 89 (parallel to JAC runway 01/19), reported that they observed the airplane on the left downwind leg at an altitude of 700 - 900 feet agl.

One witness, who was also in a vehicle, observed the airplane turn left (west) onto the base leg for runway 19. Shortly after the turn, the airplane began descending in a nose-low attitude. The airplane's airspeed and nose-down attitude gradually increased during the descent. The airplane then impacted terrain, bounced, nosed over, and came to rest inverted.

According to the FAA, the pilot was in communication with the JAC air traffic control tower during the accident flight. The pilot did not report any problems. Recorded weather at JAC just prior to the accident indicated the wind from 180 degrees at 4 knots, clear skies, and a temperature of 66 degrees Fahrenheit.

The airplane impacted sage brush-covered flat terrain approximately 575 feet west of Highway 89, and 3/4-mile north of the approach end of runway 19. The airplane wreckage was transported to a vacant hangar at JAC for further examination by the NTSB. The airplane was equipped with a Hirth 3701 engine rated at 100 horsepower. Initial examination of the wreckage did not reveal any obvious indications of pre-impact mechanical malfunctions with the airframe, engine, or systems. There was no evidence of fire, explosion, or in-flight structural failure. Control cable continuity for all flight controls was established. A global positioning system (GPS) receiver was found in the wreckage; it has been sent to the Safety Board's recorder laboratory in Washington DC for possible non-volatile memory extraction of flight path, altitude, and ground speed data.

Aero-News Analysis

The report tells its own story and we will not speculate on what that story is, here and now; experienced pilots will draw their own conclusions, and more evidence will be forthcoming before the investigation concludes. Several parties are assisting the NTSB in the investigation including the FAA and the manufacturer of Walton's experimental kitplane.

The manufacturer has said publicly that Walton's plane was built for bush flying with tundra tires, a float kit (the airplane was on wheeled gear at the time of the accident), and a more powerful engine than generally fitted to (or needed by) the Hawk series. Walton constructed the plane himself with the assistance of a dealer (no one who dealt with him at the manufacturers' had any idea he was wealthy or famous; he told them he was a corporate pilot, and he certainly seemed to act the part). The airplane was not a legal ultralight by any stretch, and the manufacturer and dealer expected Walton to register it. None of these matters appears to be any factor in the mishap.

The aircraft had experienced a hard landing, producing damage, and the manufacturer furnished new parts for a repair at that time. This also does not appear to have been a factor.

An autopsy of Walton has been conducted, but the Board's investigators do not have the findings yet.

FMI: www.ntsb.gov