Amateur-built KOLB FIRESTAR accident near Gilbertsville, Pennsylvania, June 9, 1997
On June 9, 1997 at about 11:30 pm local time, a amateur-built KOLB FIRESTAR (ultralight), registered UNREG, was substantially damaged in an accident near Gilbertsville, Pennsylvania. It was a personal flight under ultralight rules (Part 103). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The noncertificated operator's improper decision to fly low over a congested area, which resulted in an abrupt maneuver to avoid a collision with a tethered blimp, and the subsequent uncontrolled descent and collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 1997 · about 11:30 pm local time
- Place
- Gilbertsville, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built KOLB FIRESTAR KOLB FIRES
- Registration
- UNREG · no longer on the register
- Damage
- Substantial damage
- Flight
- Personal flight · ultralight rules (Part 103)
The NTSB's narrative final · quoted from the NTSB record
The noncertificated operator/owner of the unregistered ultralight and a passenger departed on a local flight. They had planned to fly over a shopping center, and the passenger stated that they liked to 'fly low and wave at people on the ground. When they arrived at the shopping center, they flew over it 'just above building height.' Witnesses observed two ultralights making low passes over the shopping center. The accident ultralight was observed to turn towards a tethered blimp. The ultralight then banked about 90 degrees away from the blimp, descended, and struck the ground. The ultralight remained intact and the engine continued to operate until impact. There were no maintenance records for the vehicle that was equipped with a single set of flight controls. The FAA Inspector classified the vehicle as a homebuilt airplane due to the dual seats, 10 gallon fuel capacity, and his estimate that the vehicle weight was 300 pounds. The operator had based the ultralight at a licensed airport for about 3 years. FAA records indicated that 24 surveillance's had been conducted at the airport during the previous 24 months, and that no ultralights had been observed or inspected for compliance with Part 103.
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
- Medical certificate: None
- Seat: rgt
The aircraft
- Last inspection: inspection type not recorded
- Landing gear: fixed
- Engine: Rotax (piston); 0 hours total
The flight
- Departed from: N62 New Hanover PA at 11:20 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.