Pipistrel Sinus 912 accident near Holt, Florida, November 3, 2007
On November 3, 2007 at about 6:48 pm local time, a Pipistrel Sinus 912, registered N457EZ, was substantially damaged in an accident near Holt, Florida (Yellow River Airstrip airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from terrain. A contributing factor was the gusting crosswind.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 3, 2007 · about 6:48 pm local time
- Place
- Holt, Florida · Yellow River Airstrip · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Pipistrel Sinus 912 · all Sinus 912s on the register
- Registration
- N457EZ · no longer on the register · serial 192SN912 02 06 KIT49
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 461-hour commercial pilot lost directional control of the single-engine experimental light sport aircraft while attempting to takeoff from Runway 27 with a prevailing crosswind. Prior to initiating the takeoff roll, the pilot noted the airstrip's windsock indicating variable winds with a maximum velocity of approximately 5 knots. Immediately after takeoff, the pilot reported a sudden drop of the right wing when the aircraft cleared the tree line surrounding the airstrip. When the pilot applied aileron and rudder inputs to level the wings, a gust of wind lifted the right wing resulting in the left wing contacting the ground. The pilot reported a loss of directional control as the aircraft spun in a counter clockwise direction. The rudder contacted the ground and the aircraft nosed-over, and came to rest in the inverted position. Both pilot were able to egress the airplane without incident. The pilot estimates that the crosswinds significantly increased when the aircraft began to clear the surrounding tree line. An automated weather reporting facility approximate 13-nautical miles to the northeast of the airstrip reported a peak wind of 10 knots near the time of the accident. On the NTSB Form 6120.1, the pilot attributes the lost of directional control to the 49-foot wingspan of the aircraft and the crosswind conditions at the airfield. The pilot reported the winds at the time of the accident as variable and gusty.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: balloon
- Flight time: 461 hours in all; 101 in this make and model; 25 in the last 90 days; 5 in the last 30 days; 330 as pilot in command
- Last flight review: January 1, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 90 hours
- Last inspection: inspection type not recorded, April 1, 2007
- Maximum gross weight: 1,042 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912UL2 (piston); 0 hours total
- Operator: Rascorp Emerald Coast Inc
The flight
- Departed from: FD93 Yellow River FL at 4:00 pm
- Flight plan: none
- Runway 27, 2,550 ft by 200 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number DFW08CA024.