Amateur-built CGS Hawk II Arrow accident near Crystal Springs, Florida, October 21, 2006
On October 21, 2006 at about 1:02 pm local time, a amateur-built CGS Hawk II Arrow, registered UNREG, was substantially damaged in an accident near Crystal Springs, Florida. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the non-rated pilot to maintain airspeed. A finding in the accident was a malfunction of the ignition switch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2006 · about 1:02 pm local time
- Place
- Crystal Springs, Florida
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built CGS Hawk II Arrow
- Registration
- UNREG · no longer on the register · serial H-II-103-R503
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The unqualified pilot-in-command initiated the flight in the unregistered airplane, and approximately 32-47 minutes after takeoff, a witnesses reported hearing a sputtering sound, followed by a cracking sound then an impact. The airplane descended nearly vertical, and impacted trees then the ground. Examination of the airframe revealed no evidence of pre-impact failure or malfunction, and there was no evidence of preimpact failure or malfunction of the flight controls for roll, pitch, or yaw. Impact damage to the engine precluded operational testing of it. Examination of the engine revealed no evidence of preimpact failure or malfunction of the power section. Examination of the fuel system components including both carburetors, the fuel pump, and in-line fuel filter revealed no evidence of preimpact failure or malfunction. Examination of both ignition coils revealed no evidence of preimpact failure or malfunction. Examination of the ignition switch revealed a malfunction with the switch when positioned to the "both start" position; the left magneto did not operate when the switch was in the "both start" position. The airplane flight manual indicates that there may not be any prestall buffet.
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: rotorcraft: glider
- Flight time: 125 hours in all; 17 in this make and model; 23 in the last 90 days; 14 in the last 30 days; 34 as pilot in command
- Last flight review: November 1, 2005
- Medical certificate: None
- Seat: frt
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 503 (piston); 0 hours total
The flight
- Departed from: 9FD2 Plant City FL at 12:15 pm
- Destination: 9FD2
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 73°F (23°C)
- Altimeter: 29.95 inHg
- Observation at 12:50 pm from KLAL, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.
Other NTSB records under UNREG the same tail number, which may have belonged to a different aircraft at the time
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.