Linesville, PA, USA
N3449
SLIP STREAM Genesis
The private pilot departed on a local flight with a 5-kt tailwind in the experimental, light sport airplane. Witnesses described that, shortly after takeoff, about 500 ft above ground level, the airplane began a right turn before it stalled and entered a spin, descending to ground contact about 1,800 ft from the departure end of the runway. Postaccident examination of the airplane and engine revealed no mechanical anomalies that would have precluded normal operation; however, the fuselage, cockpit, and instrumentation were consumed by postimpact fire. The pilot purchased the airplane about 2 1/2 years before the accident; however, his logbook indicated that he had flown the airplane only once, for 5 hours, since that time. A witness reported that the pilot had expressed that he "did not trust his aircraft." Just before the flight, the witness heard the pilot say that the airspeed indicator was inoperative, but the pilot had declined his offer to borrow one and proceeded to takeoff. Given the witness observations and the lack of mechanical anomalies, it is likely that the pilot allowed the airplane's airspeed to decay during the right turn after takeoff and exceeded the airplane's critical angle of attack, resulting in an aerodynamic stall/spin. Fire damage precluded functional testing of the airspeed indicator. However, the airplane's lack of a functional airspeed indicator, as reported by the witness, likely rendered the pilot with no, or possibly inaccurate, information regarding the airplane's airspeed.
HISTORY OF FLIGHT On July 2, 2017, at 1923 eastern daylight time, an experimental light sport SlipStream Genesis, N3449, was substantially damaged when it collided with terrain shortly after takeoff from Merrys Pymatuning Airport (PA01), Linesville, Pennsylvania. The private pilot was fatally injured. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which was originating at the time of the accident. Witnesses at or near PA01 reported that the airplane took off from runway 4, after which it climbed on runway heading to about 500 ft above ground level (agl). It then turned to the right, the right wing dropped, and the airplane descended to ground contact. One witness reported that the airplane appeared to make one complete revolution as it spiraled down before impacting a field. One of the witnesses thought that it was "strange" that the pilot was taking off with a tailwind on runway 4. He watched the flight from takeoff until impact, noting that the wind was about 5 knots. He stated that the airplane took a bit longer to get airborne, consistent with a downwind takeoff, but that the pilot was eventually able to gain enough altitude to clear the power lines and climb out to 400 to 500 feet agl before initiating a left turn; the airplane seemed to slow down in the turn before it turned right and descended. The pilot regularly discussed his discomfort flying the airplane. During a previous flight, the pilot landed long before overrunning the end of the runway into the weeds. An additional witness stated that, before the accident flight, he overheard the pilot state that he "didn't trust his aircraft" and that the airplane had an inoperative airspeed indicator. The witness offered the pilot use of a temporary airspeed indicator, but he turned down the offer and proceeded to fly. PERSONAL INFORMATION The pilot, age 70, held a private pilot certificate with a rating for airplane single-engine land and additional certificates for repairman-experimental and repairman-light sport. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on February 14, 2006, with a limitation for having available glasses for near vision. His medical was expired and not required to operate the airplane. Review of the pilot's logbook revealed 424.5 total hours of flight experience. The pilot's logbook reflected only one entry in the accident airplane, for 5.0 hours, dated September 16, 2016. AIRCRAFT INFORMATION According to FAA records, the pilot purchased the airplane on November 15, 2014. The airplane was a two-seat, strut-braced, high-wing airplane powered by a two-cylinder Rotax 582, 65-horsepower engine driving a three-blade, carbon fiber propeller in a pusher configuration. It held 14.5 gallons of usable fuel in wing-mounted tanks. The airplane was issued an FAA experimental light-sport aircraft special airworthiness certificate on July 4, 2007. According to maintenance records, the tachometer indicated 127.0 hours as of a condition inspection dated October 21, 2015. Additional records were missing or incomplete. The total airframe and engine time at the time of the accident could not be determined. METEOROLOGICAL INFORMATION The 1953 weather observation at Port Meadville Airport (GKJ), Meadville, Pennsylvania, 10 miles east of the accident site, included wind from 270° at 4 knots, 10 miles visibility, clear sky, temperature 24°C, dew point 16°C, and an altimeter setting of 30.05 inches of mercury. AIRPORT INFORMATION The field elevation at PA01 was 1,203 ft mean sea level. The single turf runway, oriented 04/22, was 1,815 ft long by 150 ft wide with 85-ft-tall trees 450 ft from the departure end of the runway. WRECKAGE AND IMPACT INFORMATION The airplane impacted the ground in a right-wing-low, steep nose-down attitude about 1,800 ft from the departure end of runway 4. The fuselage, cockpit, and instrumentation were consumed by a postimpact fire. The accident site was compact and localized, and all major components were accounted for at the scene. Three-quarters of the outboard portion of the left and right wings remained intact and were still attached to their respective struts. The empennage was damaged by fire but remained attached to the frame. All control surfaces remained attached to their respective hinge mounts. Continuity was established between all flight control surfaces and the cockpit controls. Two of the propeller blades were splintered and remained partially attached to the propeller hub; they exhibited significant thermal and impact damage. One 3-ft section of a propeller blade was broken off at the hub and was discovered 30 ft from the wreckage. The 2-cylinder, 2-stroke, liquid-cooled engine exhibited significant thermal and impact damage. Thermal damage to the engine prevented engine rotation to establish continuity. Crankshaft and rotary valve continuity were confirmed through disassembly and examination. The crankshaft, valves, and bearings appeared to be well lubricated and exhibited no anomalies. The piston assembly, cylinders and sleeve exhibited signs of thermal damage through discoloration, but appeared relatively intact and freely moved once the case was opened. The carburetors and all internal components were damaged by impact and heat; functionality could not be determined. The engine was equipped with dual ignition; there were two spark plugs per cylinder and all four spark plug electrodes appeared normal. MEDICAL AND PATHOLOGICAL INFORMATION No autopsy was performed due to the condition of the pilot. The FAA Forensic Sciences Laboratory performed toxicology testing on specimens from the pilot; results were negative for tested-for drugs and ethanol. ADDITIONAL INFORMATION According to the Airplane Flying Handbook, FAA-H-8083-3B, Chapter 4, Maintaining Aircraft Control: A stall is an aerodynamic condition which occurs when smooth airflow over the airplane's wings is disrupted, resulting in loss of lift. Specifically, a stall occurs when the AOA—the angle between the chord line of the wing and the relative wind—exceeds the wing's critical AOA. It is possible to exceed the critical AOA at any airspeed, at any attitude, and at any power setting. A pilot must recognize the flight conditions that are conducive to stalls and know how to apply the necessary corrective action. This level of proficiency requires learning to recognize an impending stall by sight, sound, and feel. Stalls are usually accompanied by a continuous stall warning for airplanes equipped with stall warning devices. These devices may include an aural alert, lights, or a stick shaker all which alert the pilot when approaching the critical AOA. Certification standards permit manufacturers to provide the required stall warning either through the inherent aerodynamic qualities of the airplane or through a stall warning device that gives a clear indication of the impending stall. However, most vintage airplanes, and many types of light sport and experimental airplanes, do not have stall warning devices installed. Even so, the pilot should remember the most important action to an impending stall or a full stall is to reduce the AOA. …Pitch nose-down control. Reducing the AOA is crucial for all stall recoveries. Push forward on the flight controls to reduce the AOA below the critical AOA until the impending stall indications are eliminated. Roll wings level. This orients the lift vector properly for an effective recovery. It is important not to be tempted to control the bank angle prior to reducing AOA. Both roll stability and roll control will improve considerably after getting the wings flying again. It is also imperative for the pilot to proactively cancel yaw with proper use of the rudder to prevent a stall from progressing into a spin. Add thrust/power. Power should be added as needed, as stalls can occur at high power or low power settings, or at high airspeeds or low airspeeds.
The pilot's failure to maintain airspeed during a climbing turn after takeoff and his exceedance of the airplane's critical angle of attack, which resulted in an aerodynamic stall/spin at an altitude too low for recovery. Contributing to the accident was the pilot's decision to operate the airplane with an inoperative airspeed indicator.
Source: NTSB Aviation Accident Database
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