The pilot reported that he was performing a test flight in the experimental Roaring Eagle after completing a modification to the pitch control system.
While on downwind to land at the private airstrip near Stanwood, Iowa, the engine lost partial power.
During the base to final turn, about 300 feet above ground level, the airplane exceeded its critical angle of attack, which resulted in an aerodynamic stall and loss of airplane control at an altitude too low to allow for recovery.
The airplane hit a cornfield short of the private airstrip and sustained substantial damage to the fuselage and both wings. The pilot sustained minor injuries in the crash.
The pilot stated that the partial loss of engine power was due to excessive fuel pressure to the carburetor because he forgot to open a valve that bypassed fuel around the fuel pump that is used for engine priming and starting.
Probable Cause: The pilot’s exceedance of the airplane’s critical angle of attack in the traffic pattern, which resulted in an aerodynamic stall and loss of airplane control at too low of an altitude to recover. Contributing to the accident was the partial loss of engine power due to improper management of the fuel system.
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This October 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
There is no substitution for experience, staying in the envelope, checklists, having plan B ready for implementation and old fashion aerodynamic common sense.
I can prove it with over 6000 hours of PIC time in most everything that flys or floats.
Planning, planning, planning.
I believe all of that is dependent on a person’s level of comprehension. Because you read it, where instructed about it, and are doing it to same degree doesn’t necessarily mean someone really understands it. No matter the hours many have a Waterloo somewhere, just a matter of whether they ever meet it.
Guys like you crash all the time. “Hours” are not a defense against crashing. Be nice if they were, but nope.
At 300 ft i would rather stall and try for a tail landing and pray the power plant doesn’t end up in my lap🤔
There is dangerous flying __ where the pilot doesn’t know what they are doing and the Interesting Flying.
The type that had me Worried when I saw it and the chap standing next to me said ” Oh it is OK — Australian CAA (FAA) forbids aerobatics so he goes to the EDGE of the law. He flew Spitfires in WW2 and just likes show off with little treats for us.
The 2,000 foot drop Knife Edge 90 degree Side Slip after releasing the glider from tow to get back down for the next tow. Which then had the landing approach 200 feet to high and an with altitude correction by Perfectly Flat Straight Down the runway Horizontal Side Slip — Straightened to create perfect touch down on the runway 25 feet from our position from us stand on the grass beside the tarmac. Technically NOT Aerobatics.
“”1969 Northam West Australia””
It may not have been so in this case, however, I have noticed in the past many months that more and more low-time pilots are waiting too long before turning from the base to the final legs in the patterns. Many overshoot the final. There’s nothing wrong with executing a shallower curving arc to the runway.
Marvel-Schebler specs the max fuel pressure at 6.0 psi. A higher fuel pressure will ‘flood’ the carb, allowing fuel to run out the throat and into the airbox, and a potential fire hazard.
Was this builder too lazy to install a fuel primer system, as used in most MS carb engines.
I’m surprised that the engine would run smoothly at this excessive fuel pressure.?
My British motorcycle had a plunger on the Amal carb that depressed the float. When fuel streamed out the overflow port, the engine was easily started.
But, the plunger was spring loaded, so it could not be left depressed.
Then there is the poor pattern flying, with 300 ft at the base -final turn is way too low, unless the turn is made very close to the runway…!
And, with only 11 hrs in the aircraft he probably had no idea of the glide performance.?
Yet another pilot error which adds to public impression that flying is dangerous
That’s because it is, like do-it-yourself brain surgery.
/J
Better known as a “Tickler”..
My 72 Triumph Bonneville has two.
My 70 Triumph had 3.
Yes, I didn’t thing that pilots would know that term. 🙂
Mine was a ’66 BSA Thunderbolt, single carb.