Dragon Fly Aviation GT-500 accident near Paris, Tennessee, April 21, 2008
On April 21, 2008 at about 2:50 pm local time, a Dragon Fly Aviation GT-500, an amateur-built aircraft,, registered N101GP, was substantially damaged in an accident during enroute near Paris, Tennessee. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
A fuel system configuration that was not in accordance with the engine manufacturer's published guidance, which resulted in a complete loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 21, 2008 · about 2:50 pm local time
- Place
- Paris, Tennessee · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Dragon Fly Aviation GT-500, amateur-built
- Registration
- N101GP · registry record · serial 397
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The certificated commercial pilot was the first registered owner of the amateur-built light sport airplane, but he did not build the airplane. On the day of the accident, after two aerial application flights, he returned to his airport to replenish the application chemical for a third trip to the same agricultural field. About 30 minutes later, a witness heard the engine "sputter" during a spray run, and observed the airplane begin a climbing right turn back towards the airport. The engine stopped and restarted, and the airplane began another climb in the direction of the airport. The engine stopped a second time, and two witnesses saw the airplane descend without engine power into a wooded area. The airplane was substantially damaged, and the pilot was fatally injured. Autopsy results indicated that the pilot had diabetes, coronary artery disease, an enlarged heart, and gallstones. In addition, he was taking a medication commonly prescribed for neurological pain, and another for smoking cessation, both of which had the potential to cause distraction or impairment. It was not clear what role, if any, the medical conditions or medications played in the accident. He did not note any medications or medical conditions on his most recent application for medical certificate, but it is possible that the medications were initially prescribed since that application. At the time of the accident, the airplane and engine had accumulated approximately 89 hours since new. The pilot had previously experienced engine stoppage problems, and had conducted at least one forced landing due to an engine stoppage. Subsequent to that forced landing, and in the weeks just prior the accident, the pilot installed an electric fuel pump, which was in addition to the existing engine-driven fuel pump. Post-accident examination of the airplane indicated that the engine fuel system was not configured or equipped in accordance with the engine manufacturer's published guidance. Differences included fuel lines that were not thermally shrouded, lack of a fuel pump bypass circuit, lack of a fuel return line, and pump output pressure which exceeded the engine manufacturer's limits. The engine manufacturer's guidance contained multiple statements that such differences could result in engine problems and/or stoppage.
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
- Aircraft maintenance event during prior to flight
- Aircraft inspection event during prior to flight
- Loss of engine power (total) during enroute defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › Fuel distribution › Incorrect service/maintenance
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel distribution › Design
- Personnel issues › Experience/knowledge › Knowledge › Knowledge of equipment › Pilot
- Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Owner/builder
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; rotorcraft: helicopter
- Flight time: 9,088 hours in all; 88 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: fatal
The aircraft
- Airframe total time: 89 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,100 lb
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 912 (piston); 0 hours total
The flight
- Departed from: NONE Paris TN at 2:30 pm
- Destination: Paris TN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 5 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 30.07 inHg
- Observation at 2:55 pm from HOP, 47 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
Other NTSB records under N101GP the same tail number, which may have belonged to a different aircraft at the time
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 NYC08LA165.