Amateur-built E7 accident near Homerville, Georgia, May 12, 2010
On May 12, 2010 at about 2:33 pm local time, a amateur-built E7, registered N101RU, was substantially damaged in an accident during landing (flare/touchdown) near Homerville, Georgia (Homerville Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s improper flare, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 2010 · about 2:33 pm local time
- Place
- Homerville, Georgia · Homerville Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built E7
- Registration
- N101RU · no longer on the register · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing rollout, the right main landing gear collapsed and the airplane veered into a ditch. At the time of the accident, the recorded wind data indicated the airplane would have landed with a headwind at 7 knots. A postaccident examination of the fractured right main landing gear attachment fitting revealed fracture surfaces consistent with bending, followed by tearing deformation. The fractures occurred under bending overstress. There was no indication of any preexisting condition such as fatigue cracking or corrosion.
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
What happened, in order
- Hard landing during landing (flare/touchdown) defining event
- Landing gear collapse during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Capability exceeded
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,600 hours in all; 17 in this make and model; 60 in the last 90 days; 24 in the last 30 days; 1,560 as pilot in command
- Last flight review: February 15, 2010
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 60 hours
- Last inspection: annual inspection; 29 hours since
- Maximum gross weight: 5,000 lb
- Seats: 7
- Landing gear: fixed
- Engine: Lycoming IO-720 (piston); 0 hours total
- Operator: International Jets INC
The flight
- Departed from: LAL Lakeland FL at 12:30 pm
- Destination: HOE Homerville GA
- Flight plan: none
- Runway 14, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 2,200 ft
- Temperature: 77°F (25°C), dew point 66°F (19°C)
- Altimeter: 30.26 inHg
- Observation at 2:20 pm from HOE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.