BRAGGS, OK, USA
N366RH
HARDING 1500-R-MINI-MAX
THE AIRPLANE WAS LANDED ON A GRASS AREA THAT NORMALLY WAS USED AS A HELIPAD. THE PILOT ABORTED THE FIRST TAKEOFF, WHICH WAS ATTEMPTED ON AN UPSLOPE TO THE NORTH. WITNESSES REPORTED THE AIRPLANE DID NOT HAVE ENOUGH SPEED TO TAKE OFF. THE PILOT THEN REVERSED THE DIRECTION AND INITIATED A TAKEOFF TO THE SOUTH IN A DOWNHILL DIRECTION. WITNESSES REPORTED THE PILOT 'FORCED' THE AIRPLANE INTO THE AIR. THE AIRPLANE WAS OBSERVED MANEUVERING TO CLEAR BUILDINGS AS IT CLIMBED TO 60' TO 75'. IT THEN ENTERED A LEFT DESCENDING TURN, HIT A POWERLINE WIRE ABOUT 20' ABOVE THE GROUND, AND CRASHED. ONE WITNESS REPORTED THAT THE AIRPLANE 'APPEARED TO BE LACKING POWER.' HOWEVER, AN EXAMINATION REVEALED THE PROPELLER BLADES WERE SHATTERED WITH INDICATIONS THAT THE ENGINE WAS PRODUCING POWER DURING IMPACT. FLIGHT CONTROL CONTINUITY WAS CONFIRMED DURING THE INVESTIGATION. THE TEMPERATURE WAS 83 DEGREES, AND THE DENSITY ALTITUDE WAS ABOUT 2200'. LIGHT WIND (ABOUT 3 KNOTS) WAS REPORTED IN THE AREA.
On May 15, 1995, at 1230 central daylight time, a Harding 1500-R-Mini-Max, N366RH, was destroyed following a loss of control during takeoff near Braggs, Oklahoma. The private pilot sustained fatal injuries. The local personal flight was being operated under Title 14 CFR Part 91. Visual meteorological conditions prevailed and a flight plan was not filed. Witnesses (statements enclosed) reported that at about 1130, the airplane landed on a grass area normally used as a helipad at Camp Gruber (Oklahoma National Guard Training Site). The pilot was a member of the Oklahoma National Guard. Several military personnel talked with the pilot and looked at the airplane. The pilot started the engine, initiated an uphill takeoff roll to the north, and then aborted the takeoff. Several witnesses reported that the airplane didn't have enough speed to takeoff. Subsequently, the pilot reversed the direction of the takeoff and initiated a takeoff to the south in a downhill direction. Witnesses reported that the pilot "forced" the airplane into the air and maneuvered to clear buildings as the airplane climbed "slowly" to 60 to 75 feet. One witness stated that "the aircraft appeared to be lacking power." Witnesses observed the airplane flying over the barracks and then up and down prior to entering a left descending turn. The wing hit a powerline wire about 20 feet above the ground as the airplane descended uncontrolled, impacted the terrain and separated into numerous pieces. Witnesses further reported that it didn't "appear" that he was having any control problems. Temperature was 83 degrees Fahrenheit with a calculated density altitude of 2,200 feet. The Federal Aviation Administration (FAA) inspector reported that the winds were from the south at 3 to 5 knots with a terrain downslope of approximately 10 degrees. Flight control continuity was confirmed, the propeller blades were shattered and the FAA inspector stated that the "aircraft appeared to be producing power on impact." The right wing exhibited physical evidence of a wire strike and one end of the highline cable was pulled loose approximately 20 feet above the ground. On October 28, 1994, the private pilot/builder was issued the FAA special airworthiness certificate with operating limitations requiring 40 hours of flight test. The pilot logbook showed the first test flight was conducted on November 6, 1994. Logbook entries for December 24, 1994, stated that the "plane has been tested in all areas and is proven safe" and "40 hours has been flown." Autopsy and toxicology were not performed. The airplane was released by the FAA to the personnel at Camp Gruber, Oklahoma.
THE PILOT'S SELECTION OF AN UNSUITABLE LANDING/TAKEOFF AREA, AND HIS FAILURE TO OBTAIN OR MAINTAIN ADEQUATE AIRSPEED DURING TAKEOFF, WHICH RESULTED IN AN INADVERTENT STALL.
Source: NTSB Aviation Accident Database
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