Ridgeland, SC, USA
N262KT
Aircraft Designs Inc. Stallion
The pilot observed a high voltage warning during the experimental amateur-built airplane’s takeoff roll on the 5th flight during phase 1 testing. The pilot continued the takeoff and the airplane climbed normally to an altitude of 50 ft. When the pilot raised the landing gear, the engine immediately lost all power. He performed a forced landing straight ahead to a field, during which the fuselage sustained substantial damage. A postaccident examination of the airplane by the pilot revealed that the primary alternator circuit breaker was open. The airplane was equipped with two electrical busses, an airframe bus and an isolated engine bus. The airframe bus included a 60-amp primary alternator, a 20-amp secondary alternator, and an electro-hydraulic power pack that provided hydraulic pressure to operate the landing gear. The power pack’s electric motor required an estimated 40-42 amps for startup. Given the high voltage warning and open primary alternator circuit breaker, it is likely that the primary alternator went offline at some time during the takeoff before the pilot attempted to raise the landing gear. As he moved the landing gear lever, the hydraulic pump startup demand likely exceeded the capacity of the airframe electrical bus while operating with only the 20-amp secondary alternator. The airframe electrical bus provided power to the engine electrical bus. The engine electrical bus powered the engine’s electronic fuel injection and ignition system, which required an estimated 24 amps to operate. The high demand on the airframe bus due to the landing gear operation while the bus was operating off of the secondary alternator likely reduced or interrupted its ability to provide power to the engine electrical bus. The engine bus was equipped with a backup battery intended to provide power to the fuel injection and ignition systems in the event of a loss of electrical power from the airframe bus. The battery remained intact and able to energize the engine bus after the accident; however, neither of the electric fuel pumps would rotate. Although the fuel pumps were not examined and may have been damaged during the accident, given the loss of electrical power followed by loss of engine power, it is more likely that the backup battery system was unable to sustain the required load of the fuel injection/ignition system. The cause of the initial overvoltage and the alternator circuit breaker opening was not determined. The pilot suggested that an alternator overspeed due to an improper pully diameter, or loss of an electrical ground connection, could have resulted in an overvoltage.
On March 13, 2022, at 1500 eastern daylight time, an experimental, amateur-built Aircraft Designs Inc. Stallion airplane, N262KT, was substantially damaged when it was involved in an accident in Ridgeland, South Carolina. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 flight test flight. The pilot reported that the accident flight was the airplane’s 5th flight during phase 1 flight testing for the experimental amateur-built airworthiness certificate. During the takeoff roll on runway 18 at the Ridgeland Claude Dean Airport (3J1), Ridgeland, South Carolina, he noticed an amber caution message for high voltage on the electronic flight instrumentation system. He elected to continue the takeoff and at an altitude of about 50 ft above ground level, when he raised the landing gear, the engine immediately lost all power. He moved the landing gear handle back to the “down” position, deployed the flaps, and performed a forced landing straight ahead into an open field. After a landing roll of about 100 yards, the airplane yawed to the right about 90°. Examination of the wreckage by a Federal Aviation Administration inspector revealed that the airplane sustained substantial damage to the lower fuselage structure. The pilot further reported that after the accident, he found the primary alternator field circuit breaker in the open position. Both batteries (one on the airframe electrical bus, the other on the engine electrical bus) retained some power. The engine electrical bus had power when activated by its independent switch; however, neither of the electric fuel pumps would operate, though they appeared to draw some current. According to the pilot, the engine was equipped with a Simple Digital System electronic fuel injection and ignition system. The system was powered by a dedicated 12 volt engine electrical bus, which included a backup battery and dual redundant electric fuel pumps. The system required an estimated 24 amps to operate. The engine electrical bus received its power from the 28 volt airframe bus, through a DC-DC converter. The engine was equipped with a primary 60-amp alternator and a backup 20-amp alternator, both of which were connected to the airframe electrical bus. The airplane was also equipped with an electric/hydraulic power pack that provided hydraulic pressure to operate the retractable landing gear. The electric motor required about 40-42 amps at startup and about 20-22 amps when running.
A loss of sufficient electrical power to the engine’s electronic fuel injection/ignition system for undetermined reasons, which resulted in a total loss of engine power.
Source: NTSB Aviation Accident Database
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