BAYOU LA BATRE, AL, USA
N199EC
Eugene L. Capozzi VAN RV-6A
The pilot stated that while on final approach to runway 36, he extended full wing flaps and maintained about 80 mph until clear of the trees at the end of the runway. He then reduced engine power and descended toward the runway. At about 30 feet above the runway, the left wing dropped down between 20-30 degrees, and he applied right aileron control and engine power in an attempt to correct the left roll. The engine did not seem to respond and the aircraft remained in the left roll. The aircraft descended nose down, approximately 15-20 degrees left wing down, and collided with the runway. A witness told the pilot he heard the engine increase in power prior to ground impact. Propeller strike marks on the runway showed that the distance between the first and second marks was 10 inches. Analysis shows that at 2,700 rpm, full engine power, the aircraft would be at about 51 mph at ground impact. The pilot stated the aircraft stalls at 52 mph with full flaps extended.
On September 3, 2000, about 1210 central daylight time, a Eugene L. Capozzi Van RV-6A, N199EC, registered to an individual, crashed during landing at Roy E. Ray Airport, Bayou La Batre, Alabama, while on a Title 14 CFR Part personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft received substantial damage and the private-rated pilot and airplane transport-rated passenger were not injured. The flight originated from Bayou La Batre, Alabama, the same day, about 1100. The pilot stated that while on final approach to runway 36, he extended full wing flaps, and maintained about 80 mph until clear of the trees at the end of the runway. He then reduced engine power and descended toward the runway. At about 30 feet above the runway, the left wing dropped down between 20-30 degrees, and he applied right aileron control and engine power in an attempt to correct the left roll. The engine did not seem to respond and the aircraft remained in the left roll. The aircraft descended nose down, approximately 15-20 degrees left wing down, and collided with the runway. Marks on the grass indicated that the outboard edge of the left aileron first impacted the runway. There were 24 propeller strikes on the grass runway over 36 feet. The distance between the first and second was 10 inches. He stated a witness told him he did hear the engine increase in power before ground impact. The pilot also stated he observed no malfunctions in the aileron system after the accident. The pilot-rated passenger stated the pilot slowed to approach speed above the trees on short final for runway 36. About 3 seconds after we cleared the obstacles over the threshold, the left wing started to drop and he yelled to the pilot "power". The pilot told him later that he did not hear the command due to a failed intercom transmit on the passengers side. The pilot applied right aileron control and added power. He did not feel the engine respond as they ran out of altitude and impacted the ground left wing and nose down about 10 degrees. Propeller strike analysis show that if the engine had been operating at full power, 2,700 rpm, at the time of ground impact, the aircraft would have had a ground speed of about 51 mph. If the engine had been operating at 2,500 rpm, the ground speed would have been about 47 mph. The pilot stated that the aircraft stalled at 52 mph with flaps extended full.
The pilots failure to maintain airspeed during final approach result in the aircraft stalling and descending uncontrolled until ground impact.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
