Windsor, NC, USA
N858RS
STEELE RALPH BRUCE STEEN SKYBOLT
The pilot of the experimental homebuilt aerobatic biplane reported that he decided to do some "maneuvers." After takeoff, he did one flyby in an easterly direction along the runway and then did a second one. At the end of the second flyby, he pulled up to between 300 and 500 feet and performed a "wingover" maneuver. According to the pilot, at the bottom of the wingover, he noticed that the engine did not respond when he advanced the throttle and that the rpm was decreasing through 2,000. The airplane then descended into a field and impacted terrain. According to federal regulations, no person may operate an aircraft in aerobatic flight below an altitude of 1,500 feet above the surface. Examination of the accident site revealed two 40-foot-long impressions that matched the geometry of the main landing gear and ended at the point where the airplane made initial ground contact with its left wing. The airplane then continued traveling forward for another 200 feet after initial ground contact before dissipating its energy and coming to rest. The impact evidence indicates that the airplane was well above its stall speed at impact. Further, examination of the airframe and engine revealed no evidence of any preimpact malfunctions or failures that would have precluded normal operation, and the crush and compression damage to the lower left wing was consistent with the airplane incurring a high-G impact. Additionally, the G-meter indicated 5 1/2 Gs positive and 3 1/2 Gs negative.
HISTORY OF FLIGHT On May 11, 2013, about 1545 eastern daylight time an experimental amateur built Steen Skybolt, N858RS, was substantially damaged when it impacted terrain while maneuvering at a private airport in Windsor, North Carolina. The airline transport pilot was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the personal flight destined for a private field in Louisburg, North Carolina, conducted under Title14 Code of Federal Regulations Part 91. According to the pilot, after takeoff he had intended to do a few "maneuvers "before departing the area for a private airstrip in Louisburg, North Carolina. The takeoff was normal. He did one flyby in an easterly direction along the runway and then did a second one. At the end of the second flyby he pulled up to 300 to 500 feet and performed a "wingover" to the left. During the recovery, at the bottom of the wingover he noticed that the engine rpm was decreasing through 2000 rpm. He then advanced the throttle but, there was no response from the engine. The airplane then descended into a wheat field on a southeast heading and impacted terrain. PERSONNEL INFORMATION According to FAA and pilot records, the pilot held an airline transport pilot certificate with a rating for airplane multi-engine land, commercial privileges airplane single-engine land, and sea, and type ratings for B-747, BE-1900, BE-300, CA-212, DC-3, DC-3S, DC-3TP, G-1159, L-382, and SA-227. His most recent FAA third-class medical certificate was issued on August 8, 2012. He reported that he had accrued 19,275 total hours of flight experience, 178 of which were in make and model. His most recent flight review was completed on August 28, 2009. AIRCRAFT INFORMATION The accident aircraft was an experimental amateur built tandem cockpit biplane stressed for normal aerobatics. Its structure consisted of a welded tube fuselage and wooden wings covered in fabric. It was powered by a four cylinder, 180 horsepower, air cooled engine. Its stall speed was approximately 60 mph. According to FAA and maintenance records, the airplane's special airworthiness certificate was issued in 1981. It was involved in a previous accident on April 11, 2002, in Coeur d' Alene, Idaho when a previous operator lost directional control during the landing rollout (SEA02LA068). It was purchased by the pilot on September 4, 2003. The airplane’s most recent conditional inspection was completed on May 17, 2012. At the time of the inspection, the airplane had accrued 921 total hours of operation, and the engine had accrued 2,906 total hours of operation. METEOROLOGICAL INFORMATION The recorded weather at Northeastern Regional Airport (EDE), Edenton, North Carolina, located approximately 18 nautical miles east of the accident site at 1555, included: wind 200 degrees at 14 knots, gusting to 19 knots, visibility 10 miles, sky clear, temperature 26 degrees C, dew point 20 degrees C, and an altimeter setting of 29.81 inches of mercury. AIRPORT INFORMATION The accident occurred at Todd's Airport, Windsor, North Carolina. Todd's Airport was a private uncontrolled airport. It had one runway in a 10/28 configuration. Runway 10 was turf and was approximately 3,160-feet-long and approximately 78-feet-wide. No runway markings or lighting was installed. WRECKAGE AND IMPACT INFORMATION Examination of the accident site by a Federal Aviation Administration (FAA) inspector revealed that the airplane had impacted in a wheat field adjacent to the runway. Two 40 foot-long impressions in the wheat oriented on a south-southeast heading existed, both of which ended at the point where the airplane had made initial ground contact. Further examination of the accident site also revealed that the impressions matched the geometry of the main landing gear and that the airplane had made initial ground contact with the left lower wing first, then traveled another 200 feet before finally coming to rest. Examination of the airplane and engine revealed no evidence of any preimpact malfunction or failure which would have precluded normal operation. Control continuity was established from the cockpit to the ailerons, elevator, and rudder. The empennage appeared to be undamaged however, the left lower wing displayed crush and compression damage. The right lower wing displayed compression damage, the front and rear spars were broken on both the upper and lower wings and the upper wings were bent downward from their normally mounted position. The G-meter indicated 5 and 1/2Gs positive and 3 and 1/2Gs negative. Approximately 10 gallons of fuel was in the fuel tank and oil was present in the engine. The propeller could be rotated by hand and compression was detected on all cylinders. The push rods showed no evidence of damage. The intake valves, exhaust valves, and rocker arms were functional, and continuity of the drivetrain was verified. The propeller blades were all bent forward with the outer portions of the blades curled aft, which was indicative of propeller rotation. Both magnetos were in good condition and the internal gears would turn with rotation of the engine drivetrain, and all engine controls were connected and had positive control. The Ellison throttle body injection plate would move completely and freely and its inlet screen displayed a small amount of debris. Fuel was present at the inlet, the main fuel strainer was clean, and there was no corrosion in the bottom of the bowl. The inside of exhaust pipe was dry and white with no indication of oil being present and there was no indication of oil, fuel, or exhaust, on the exterior of the engine. TESTS AND RESEARCH Aerobatic Maneuvers Aerobatic maneuvers are flight paths putting aircraft in unusual attitudes. All airplanes are capable of performing aerobatic maneuvers of some kind. Aerobatics consist of five basic maneuvers: Lines (both horizontal and vertical), Loops, Rolls, Spins, and Hammerheads. According to the pilot, he was performing a "Wingover" when the accident occurred. A wingover consists of a 180-degree reversal of the direction of flight through the vertical as well as the horizontal plane. It is performed by combining a climbing turn for 90 degrees and a descending turn for 90 degrees, recovering at approximately the same airspeed and altitude at which the maneuver began. Minimum Altitude for Aerobatics According to the FAA, aerobatic flight is defined as an intentional maneuver involving an abrupt change in an aircraft’s attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight. According to the operating rules section of 14 CFR Part 91 which defines the restrictions on aerobatics, no person may operate an aircraft in aerobatic flight below an altitude of 1,500 feet above the surface. ADDITIONAL INFORMATION During a review of photographs of the airplane that were discovered during an internet search, it was determined that the pilot had been performing aerobatic flight in close proximity to the ground prior to the day of the accident. This was supported by a photograph taken on November 27, 2004, which showed the pilot performing a departure maneuver from his home field in which the airplane is in a high angle of attack and a steep bank close to the ground.
The pilot's decision to initiate an aerobatic maneuver with insufficient altitude to recover before ground impact.
Source: NTSB Aviation Accident Database
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