5 April 2020

I recently realized that I hadn't updated the Fly Baby accident reports since 2012.  I'm kind of a homebuilt accident expert, and I realized it was a bit strange that I'd ignored my own airplane that long.

So...what follows is an in-depth analysis.  I download the NTSB database as a matter of course.  However, accidents prior to 1982 aren't included in the digital download.  They ARE available online...so I generated a custom Fly Baby accident database, starting with the first reported accident in 1968.

You can run your own searches of the NTSB database here:  https://www.ntsb.gov/_layouts/ntsb.aviation/index.aspx

Summary

I found 57 total accidents, the first in 1968, the latest in 2018.  Here's the yearly breakdown.  The blue bars are the total accidents, the red ones are the number of fatalities.  Two of the accidents actually involved two-seat Fly Babies, but neither killed both occupants.

Obviously, the peak in Fly Baby accident corresponds to its waxing and waning popularity in the homebuilding world... Most of the accidents happened in the '70s and '80s, and things have tapered off quite a bit in the last.

Is this a high or low accident rate?  It's hard to establish.  My "normal" homebuilt accident database is for 1998 through 2018; from this data, I've computed an overall homebuilt accident rate of 0.71%, with the Fly Baby significantly lower, at 0.50%.  However, the 1997-2018 period has relatively few Fly Baby accidents, and that'll skew the results.

Our problem is, we don't know the average number of Fly Babies for 1968 through 2018 (I have the FAA databases for 1998-2019 and can compute the fleet size for that period).  There are 157 airplanes in the 2019 roster.  Pete said that 500 airplanes were completed.  Let's assume 50 of those were outside the US, and come up with an average fleet size of (450+157)/2=303.5... let's just call it three hundred.  So the average annual fleet accident rate would be 57 accidents divided by 300 aircraft, divided by the 50 years the data covers:  0.38%.  This is pretty low, but the data is questionable.  But even if you assume the actual rate is TWICE that, you're still around the same as the overall homebuilt fleet.

So we can assume the Fly Baby fleet, at worse, has an accident rate about the same as the whole homebuilt fleet.  The median pilot total time is 992 hours, basically the same as the overall fleet's 1000 hours.  Median hours in type was 50 hours, a bit lower than the overall fleet's 60 hours, but probably essentially the same, given the much smaller sample size.

Accident Causes

I used the same system to analyze the Fly Baby accidents as I use for the overall homebuilt fleet.  However, older accidents (those before 1990 and especially before 1982) had much less data in the reports.  The old reports are pretty cryptic, as well, forsaking a long narrative about the details of the crash for just a couple of key words.

Anyway, here's my basic results, compared to what I compute for the overall homebuilt fleet. 

Cause	Fly Baby	Overall Fleet
Pilot Miscontrol	29.8%	39.7%
Maintenance Error	10.5%	4.5%
Undetermined Loss of Power	7.0%	9.6%
Engine Mechanical	3.5%	5.4%
Fuel System	3.5%	3.2%
Other Mechanical	22.8%	4.4%
Fuel Exhaustion	3.5%	3.4%
Carb Ice	7.0%	2.0%
VFR to IFR	1.8%	1.2%
Manuevering at low alt	0.0%	4.3%
Inadequate Preflight	1.8%	1.7%
Midair Collision	1.8%	1.1%
Loss of Control (Unknown)	1.8%	1.4%
Taxi Accident	1.8%	0.5%
Undetermined	1.8%	1.3%
Other	1.8%	4.2%

I have eliminated most of the rows where the Fly Baby didn't have an item...that's why the "Overall Fleet" column doesn't add up to 100%  Notice that, with only 57 total accidents, each accident is thus the equivalent of 1.8%...and you see a lot of 1.8 percents in the Fly Baby column.  Can probably just ignore them.

Three things should jump out at you:  First, the Fly Baby has lower rate of "Pilot Miscontrol" occurrence...these are cases of "stick and rudder" errors by the pilot.

Second, the Fly Baby is showing twice the rate of "Maintenance Error"...this is six instances (out of the 57 total accidents).  Two of them were related to failures when unfolding the wings for flight...leaving spar pins out in one case, and failure to connect the ailerons in another.  Three related to the carburetor.

Third, the Fly Baby has a much higher rate of "Other Mechanical" accidents than the overall fleet.

However, I cheated a bit.  For the "Overall Fleet", the "Other Mechanical" column relates to a myriad of mechanical things that may have gone wrong.

For the Fly Baby...these are all wing failures.

That's right:  Nearly a quarter of all Fly Baby accidents since 1968 involved wing failure.  Fifteen total accidents  Thirteen resulted in a fatality (pilots in two accidents had been wearing parachutes).

Wing Failures and the Fly Baby

So:  Why am I not rushing to the airport with an axe and a blowtorch to destroy my Fly Baby?   Because there are a few key details.

The first is the circumstances of the failure.  About half (seven) of the fifteen wing-failure cases involved aerobatics.

But... look at the timing of these accidents.  Other than one in 2007, they stopped in 1982.

(There are eight aerobatic-related accidents shown here, not the seven I mention above.  One of the accidents in 1978 did not involve wing failure, instead, an attempt at a roll at too-low of an altitude).

So...why did the accidents stop?

Because the FAA and EAA got alarmed about the wing-failure cases.  Several recommendations came out of this, the most major of which was an FAA prohibition on Fly Baby aerobatics.  By 1979, all new Fly Babies were being licensed with "Aerobatics Prohibited" in their operating limitations.

Now... I know Pete wrote a number of times, both in the plans and in the magazines, about flying aerobatics in Fly Babies.  They tested a Fly Baby in Finland to +6/-3Gs.

But...that's not the whole story.  To be considered "aerobatic," a production airplane has to withstand +6/-3 Gs with a 50% margin.  It must withstand 9 Gs positive and 4.5 Gs negative for three seconds without deformation. 

The Fly Baby never has been tested that far.  The Finnish test, when you factor in a margin of safety, verified the Fly Baby to approximately Utility category, not Aerobatic.

Personally, I recommend people not perform aerobatics in their Fly Babies.  I've written about this in depth in my web page article, "Aerobatics and Fly Babies:  An Editorial."

The problem is, folks see a little open-cockpit plane and see a low-rent Pitts Special.  NTSB accident MIA72FKG60 in 1971 seems to be a good example of this.  An ATP on his first Fly Baby flight.  Don't know if he'd bought it, or if he was borrowing it.  The wings came off (due to bad cable splices).  The NTSB report concludes with, "PLT WAS ADVISED NOT TO FLY ACROBATICS." 

Some pilots even think the Fly Baby is a good airplane for TEACHING THEMSELVES AEROBATICS.  Back in the '80s, a prospective member of the Seattle Fly Baby Flying Club said that was his reason for joining.  We managed to disuaded him.

What are the Other Wing Failures?

OK, so seven out of 15 wing failures were during aerobatics.  What were the other eight?

• In May 1971 (NYC71FNE34), a flying wire turnbuckles failed due to corrosion.  I'm kind of surprised by this; the Fly Baby was still new enough that it's strange a turnbuckle had corroded.  I'm guessing the turnbuckles probably were old, very likely WWII surplus (which Pete used on the original Fly Baby).
• Also in May '71 (FTW71FPM29) a nicopress fitting pulled through.  The report also mentions that the wheel axle (which helps support the wing) had been previously damaged.  This is still in an era where nicopress was pretty new.  Pete said that there had been two cases of owners attempting to swage nicopress fittings with pliers....this might have been one of them.
• August 1975 (OAK76FVM05) an owner damaged the landing gear in a hard landing...and took off again, fifteen minutes later.  Again, on a Fly Baby, the landing gear is a part of the wing support structure.  In this case, a bent axle messed up the flying wires and they were slack.
• June 1976 (MIA76FKT81) is interesting.  This is one of the case where the wing spars rotted out.  I believe this was the spar carry-through in the fuselage.  The NTSB report said the last annual was in 1971...five years earlier.  The story I've heard is that this airplane was sitting outside IN FLORIDA, and the carry-through rotten out from sitting in the rain.  This actually led to a service bulletin for reinforcing the carry-through area.  
• May 1990 (MKC90LA116), the wing spar pins were not re-inserted after unfolding the wings.
• June 1991 (CHI91DEP09), another case of wood rot at the spar carry-through.  This case also involved aerobatics.
• May 1999 (ATL99LA092), Steve Hinton's Fly Baby lost its wing, and Steve parachuted to safety.  The original builder had modified the plane to use solid tie rods (instead of cables) and these caused vibrations to be channeled into the wing anchors, which eventually fatigued.  You can get more information from The Loss of Fly Baby N96MG. 
• May 2000 (NYC00LA134), the suspected cause is that the flying wires were not evenly tightened.  They're used in pairs, and if not equally tightened, one has to take all of the load.  I've written this up as The Loss of N2685.
• MIA72FKG60, mentioned earlier, occurred in December 1971.  While the pilot was flying aerobatics and this it isn't one of the "Other" eight, the actual failure was "CABLE EYES SPLICED IMPROPERLY."  Splicing is an approved method of cable termination (it's in AC43-13) but it apparently was done wrong, here.  However, it's possible this was, again, a bad nicopress.

So there you have it:  Fifteen cases of wing failure, seven due to aerobatics, the rest basically due to improper storage, failed or lacking repairs, wood rot, or failed maintenance.

One of the factors working against the Fly Baby is actually its low-cost nature.  People who couldn't afford a "regular" airplane are thrilled when they find how cheap Fly Babies go for.  But wooden airplanes have to been kept indoors.  Too often, old airplanes like Fly Babies aren't given careful storage, and that can bite when a future owner thinks they've found a good deal.

The stock wing is adequate for fun flying.  I'd recommend, though, using Pete's alternate method of attaching the flying and landing wires.  I think it's a better way of doing it.  See the Bracing Page for more details.

Other Accidents

Pilot Miscontrol

You'll remember earlier that the "Pilot Miscontrol" rate for the Fly Babies was lower than that of the overall fleet.  But that percentage is of the total accidents WITH the wing failures.  If one eliminates the wing failures, the Pilot Miscontrol rate for the Fly Baby is 38%...the same as the overall fleet.

There are 17 "Pilot Miscontrol" cases.  What kind of mistakes were made?

• Seven involved stalls.  The older cases don't provide a lot of information as to the circumstances.  Most of the pilots had 20 or more hours in the airplane.  However, one was on his first flight, and the NTSB record notes that the airspeed indicator may not have been working.  After a few hours, the shrieking wind in the landing wires is a good guide, but obviously a new pilot needs a reliable gauge.
• Two pilots bounced or made hard landings.  Neither is that difficult to do with the Fly Baby's stiff gear.  Both pilots in these cases had just a few flights on the airplane.
• Three lost directional control on landing of takeoff.
• Three misjudged their approach, and either landed short or ran long
• One left his carb heat on after a touch-and-go, and hit a fence at the far end.
• In one case, the pilot apparently attempted a roll on downwind.

The stiff landing gear on a Fly Baby takes getting used to.  I recommend performing wheel landings at first; flying the airplane all the way to ground contact instead of trying to stall it in.

Other Causes

Of the rest of the cases (some accidents included more than one factor):

• Five cases of issues with the carburetor, most of them attributed to maintenance failures.
  
• Four cases where the engine failed for undetermined reasons
  
• Three cases of carburetor ice
• Two cases of magneto problems.  Both were due to faulty maintenance
• Two cases of fuel exhaustion
• Two cases of inadequate preflight
  
• One blocked outlet for the fuel tank.  The airplane has six total hours, so it sounded like crud took a bit to collect.
• One bad valve on the engine.
• One case of control blockage (this was on a two-seat Fly Baby...the pilot thought the front-seat occupant was blocking the stick).

Wrap-Up

Other than the wing failures, there's nothing really unusual... the Fly Baby is a pretty typical homebuilt airplane.  Build the airplane right, and maintain it properly, and it will be as safe as any other plane.

NTSB Reports

The NTSB maintains its accident reports online at:

https://www.ntsb.gov/_layouts/ntsb.aviation/index.aspx

If you've got the NTSB number, you can search for it.  Otherwise, try "Fly Baby" or "Flybaby" as an aircraft name.

I've extracted some of the key information from many of the report here.  Reports prior to 1983 don't have as much information, but they are included at the end.

THE PLT STATED THE ACFT LOST LATERAL CONTROL DURING TAKEOFF. HE REDUCED POWER AND LANDED THE ACFT OFF THE SIDE OF THE RWY WHILE MAINTAINING DIRECTIONAL CONTROL USING THE RUDDER. THE ACFT STALLED AT ABOUT 20 FT AGL AND WAS DAMAGED

DURING THE HARD LANDING. INVESTIGATION REVEALED THAT THE AILERONS WERE NOT OPERATIVE BECAUSE THEY WERE NOT CONNECTED DURING THE PREFLIGHT INSPECTION.

Probable Cause

AFTER WASHING HIS AIRCRAFT THE PLT DPTD THE AIRPORT FOR A LCL FLIGHT. THE FLIGHT LASTED FOR APPROX. 30 MIN. WHEN THE PLT STATED THE END BEGAN RUNNING ROUGH. A PRECAUTIONARY LANDING WAS MADE TO THE AIRPORT. THE ACFT STALLED IMPACTING THE GROUND SHORT OF THE RWY. THE ACFT IMPACTED THE GROUND AT AN APPROXIMATE 40 DEGREE ANGLE. INSP OF THE ACFT ENGINE DID NOT REVEAL ANY MECHANICAL MALFUNCTION.

Probable Cause

ON SECOND TAKEOFF, AN ABRUPT LOSS OF POWER WAS EXPERIENCED. ON FLARE FOR THE EMERGENCY, OFF AIRPORT LANDING, THE AIRCRAFT LANDED HARD ON RISING TERRAIN, BOUNCED AND CAME TO REST INVERTED.

Probable Cause

THE PLT REPORTED THAT THE ACFT BANKED EXCESSIVELY DURING THE LEFT TURN FROM BASE TO FINAL. OPPOSITE CONTROL INPUT WAS APPLIED, HOWEVER, THE PLT REPORTED THE "STICK SEEMED TO HAVE NO RIGHT MOVEMENT." FULL POWER WAS APPLIED BUT THE BANK STEEPENED SO POWER WAS REMOVED. CONTROL INPUT WAS ATTEMPTED AGAIN AND THIS TIME THE ACFT YAWED 80 DEGREES RIGHT AND THE LEFT WING LIFTED 45 DEGREES. THE ACFT THEN CONTINUED IN THE DESCENT TO GROUND IMPACT. THE PLT SUGGESTED THAT DUE TO REDUCED SPACE IN THE FRONT COCKPIT, THE FRONT SEAT PASSENGER MAY HAVE RESTRICTED THE CONTROL MOVEMENT. FLIGHT CONTROL CONTINUITY COULD NOT BE DETERMINED DUE TO THE EXTENT OF IMPACT DAMAGE.

Probable Cause

DURING A PLEASURE FLT IN AN EXPERIMENTAL ACFT, DURING THE TAKEOFF ROLL, THE ENG SPUTTERED, HOWEVER, THE PLT CONTINUED THE FLT. AFTER TAKEOFF AT APRX 30 FT THE ENG SPUTTERED AGAIN. THE PLT MADE A SHARP 45 DEG TURN WHICH PUT HIM ON DOWNWIND, HOWEVER, THE ACFT WAS KEPT IN A NOSE HIGH ATTITUDE. AT APRX 300 FT THE ENG SPUTTERED AGAIN THEN QUIT. THE LEFT WING DROPPED AND THE ACFT COMPLETED ONE TURN AND IMPACTED THE TERRAIN IN A 70 DEG NOSE DOWN ATTITUDE. THERE WERE NO MECHANICAL FAILURES OR MALFUNCTIONS REPORTED.

Probable Cause

THE PLT HAD FLOWN ANOTHER ACFT FROM DIKE, IA TO JONESBORO, AR & HAD TRADED IT FOR N1305, WHICH HE WAS FLYING BACK TO DIKE. HE HAD PLANNED AN INTERMEDIATE STOP AT WEST PLAINS, MO. IN THE VICINITY OF WEST PLAINS, WITNESSES HEARD A POPPING SOUND FROM THE ENG. THE PLT LANDED IN A FLD OF KNEE HIGH GRASS NEAR WEST PLAINS. AFTER REPAIRING A REPORTED PROBLEM WITH A SCREW ON THE CARBURETOR, THE PLT ELECTED TO FLY THE ACFT OUT OF THE FIELD. HE INITIATED A TAKEOFF TO THE EAST ON SLIGHTLY RISING TERRAIN WITH A SLIGHT TAIL WIND. AFTER LIFT-OFF, THE ACFT GAINED LITTLE ALTITUDE BFR RCHG POWER LINES & ENTERED A SHARP TURN. IT THEN PITCHED DOWN & CRASHED. WITNESSES REPORTED THE WIND WAS GENTLE FM THE WEST, BUT MOVEMENT OF TREETOPS INDCD A STRONGER WIND ALOFT.

Probable Cause

A NON-RATED PERSON (WITH NO FAA MEDICAL OR PLT CERTIFICATE) ELECTED TO FLY THE HOME-BUILT ACFT. REPORTEDLY, THE ENG BEGAN TO "MISFIRE" WHEN THE ACFT WAS OVER THE ARPT AT ABOUT 1000' AGL. THE PLT ATTEMPTED TO LAND; HOWEVER, THE ACFT SUBSEQUENTLY CRASHED IN A STEEP DSCNT NEAR THE 1600' RWY. NO PREIMPACT PART FAILURE OF THE ACFT WAS FOUND. THE TEMP & DEW POINT WERE 44 & 36 DEG, RESPECTIVELY. ACCORDING TO CARB ICING CHARTS, CONDITIONS WOULD HAVE BEEN CONDUCIVE TO SERIOUS CARB ICING. NO RECORD WAS FOUND THAT THE PLT HAD RCVD PLT TRAINING, THOUGH HE HAD REPORTEDLY FLOWN ULTRALIGHT CRAFT. TOXICOLOGY CHECKS SHOWED HE HAD A (BLOOD)-ALCOHOL LVL OF 0.07O%, & A URINE-ALCOHOL LVL OF 0.145% (145 MG/DL).

Probable Cause

SHORTLY AFTER TAKEOFF, THE HOMEBUILT ACFT, CRASHED INTO TREES. THERE WERE NO WITNESSES TO THE ACCIDENT. POST ACCIDENT INVESTIGATION REVEALED THE ABSENCE OF THE RIGHT WING RETAINING PINS. THE WRECKAGE PATTERN INDICATED THAT THE RIGHT WING HAD SEPARATED IN FLIGHT, WHICH RESULTED IN AN UNCONTROLLED DESCENT. NO MECHANICAL MALFUNCTIONS OR FUEL SUPPLY SHORTAGE WAS FOUND.

Probable Cause

THE HOMEBUILT AIRPLANE COLLIDED WITH THE TERRAIN IN A WOODED AREA. THE WRECKAGE HAD BEEN REMOVED AND TRANSPORTED TO AN UNKNOWN LOCATION. PHOTOGRAPHS INDICATE THAT THE AIRPLANE IMPACTED THE GROUND IN A STEEP NOSE-DOWN ATTITUDE. THE PILOT'S LAST FLIGHT PHYSICAL WAS MORE THAN 11 YEARS AGO. NO AUTOPSY.

Probable Cause

WHILE PERFORMING AN AEROBATIC MANEUVER THE RIGHT WING FAILED AND DEPARTED THE AIRPLANE. THE AIRPLANE THEN DESCENDED INTO THE TERRAIN. SUBSEQUENT EXAMINATION REVEALED WOOD ROT AT THE FUSELAGE CARRY THRU SPAR ATTACHMENT WHERE THE FAILURE OCCURRED. EXAMINATION REVEALED SIMILAR ROT ON THE LEFT SIDE. THERE WERE NO DRAIN HOLES IN THE AREA OF THE SPAR ATTCHMENT WHERE MOISTURE COULD ACCUMULATE. IT WAS FURTHER DETERMINED THAT THE AREA WHERE THE DETERIORATION OCCURRED WAS NOT VISIBLE DURING NORMAL INSPECTION.

Probable Cause

THE PILOT EXPERIENCED A PARTIAL LOSS OF ENGINE POWER AFTER TAKEOFF AND MADE A FORCED LANDING IN A PLOWED FIELD ONE-HALF MILE FROM AIRSTRIP. THE INVESTIGATION REVEALED THAT THE THROTTLE CABLE WAS DISCONNECTED FROM THE THROTTLE BODY OF THE CARBURETOR. THE PILOT/OWNER HAD REMOVED AND REINSTALLED THE CARBURETOR TWO HOURS BEFORE THE FLIGHT.

Probable Cause

WHILE AT CRUISE, THE AIRPLANE'S ENGINE LOST PARTIAL POWER. THE PILOT REPORTED THAT HE APPLIED CARBURETOR HEAT AND CHECKED THE OIL TEMPERATURE AND PRESSURE. THE ENGINE DID NOT REGAIN POWER. THE PILOT ATTEMPTED TO MAKE A FORCED LANDING IN A YARD BELOW THE AIRPLANE'S FLIGHT PATH BUT DURING THE APPROACH TO LANDING, THE AIRPLANE COLLIDED WITH TREES. THE AIRPLANE FELL TO THE GROUND AND CAME TO REST INVERTED. POST ACCIDENT EXAMINATION OF THE AIRPLANE DID NOT REVEAL ANY AIRFRAME ANOMALIES. THE ENGINE WAS DISMANTLED AND EXAMINED. EXAMINATION OF THE CARBURETOR REVEALED THAT THE THROTTLE VALVE ACTUATING ARM, WHICH WAS FASTENED TO THE THROTTLE SHAFT, WAS LOOSE AND THEREFORE WOULD NOT OPEN THE THROTTLE VALVE FULLY.

Probable Cause

WHILE IN CRUISE, THE AIRPLANE'S ENGINE LOST PARTIAL POWER. THE PILOT STATED HE WAS OVER A FIELD AND DECIDED TO CIRCLE AND LAND IN THE FIELD. THE PILOT STATED THAT DURING THE SECOND TIME HE WENT AROUND THE FIELD, DOWNWIND, THE AIRPLANE'S ENGINE LOST TOTAL POWER. THE AIRPLANE IMPACTED A BERM ON THE SIDE OF A ROAD JUST SHORT OF THE FIELD. WITNESSES TO THE ACCIDENT STATED THAT PRIOR TO THE AIRPLANE IMPACTING THE BERM, THE ENGINE WAS "MISSING." POST ACCIDENT EXAMINATION OF THE AIRFRAME DID NOT REVEAL ANY ANOMALIES. THE COCKPIT MAGNETO SWITCH WAS SELECTED TO THE LEFT MAGNETO. THE ENGINE WAS INSPECTED AND THE LEFT MAGNETO HIGH TENSION LEAD WAS FOUND CORRODED WITH GEAR GREASE CAUSING INTERMITTENT ARCING. SPARK PLUGS ON THE NUMBER 2 AND 3 CYLINDERS WERE FOUND TO BE SOOTY AND THE SPARK PLUGS ON THE NUMBER 1 AND 4 CYLINDERS APPEARED "NOT TO BE FIRING." THE PILOT STATED THAT HE DID NOT LEAVE THE MAGNETO SWITCHED TO THE "LEFT" POSITION AND THAT IT MUST HAVE BEEN MOVED DURING THE IMPACT SEQUENCE.

Probable Cause

On April 2, 1994, at 1000 mountain standard time, a homebulit experimental Curry Fly-Baby, N183RC, collided with rough terrain during an attempted forced landing on a road near Bisbee, Arizona. The forced landing was precipitated by a loss of engine power during the takeoff initial climb. The aircraft was owned and operated by the pilot. Visual meteorological conditions prevailed at the time and no flight plan was filed for the operation. The aircraft was destroyed in the collision sequence. The certificated private pilot, the sole occupant, sustained serious injuries. The flight was originating at the time of the accident as a local area personal flight.

According to the pilot, the aircraft was in the initial climb after takeoff when the engine suddenly quit. The pilot reported that he did not have sufficient altitude or vehicle energy to return to the airport and attempted to land on a nearby road. The aircraft landed short and collided with rough terrain.

In his written report, the pilot said he suspects a fuel blockage at the tank outlet as the cause for the engine power loss.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows.

• a loss of engine power due a blockage in the fuel tank outlet which caused fuel starvation.

The accident site was in a pass at the southern end of a mountain valley. A major interstate highway traversed the mountains through this valley. The pass at the southern end of the valley was characterized by rapidly rising and narrowing terrain. U.S. Forest Service workers near the site reported that the pass and the surrounding terrain was obscured by clouds which went to the ground. The aircraft collided with the side of a mountain about 300 feet above the elevation of the highway. An FAA inspector went to the accident site, interviewed witnesses, and examined the aircraft. He reported that the aircraft was traveling southbound over the highway as it approached the pass. The aircraft collided with the terrain as the pilot attempted to turn around in the narrow pass. Control system continuity could not be established throughout the aircraft due to extensive airframe crush deformation. Fuel was present in the tank and no discrepancies were found in the engine.

Probable Cause

On July 2, 1998, at 0800 eastern daylight time, a Wicks Fly Baby, N40349, piloted by a commercial pilot, received substantial damage when it impacted the terrain, during a forced landing after a loss of engine power during takeoff from runway 27 (2,585' X 100') at the Betz Airport, Blissfield, Michigan. Visual meteorological conditions prevailed at the time of the accident. The personal 14 CFR Part 91 local flight was not operating on a flight plan. The pilot reported minor  injuries. The flight was originating at the time of the accident.

During the initial climb the engine suffered a loss of power. Post accident inspection of the airplane failed to reveal any smell of fuel on or around the wreckage. There was no fuel spill on the ground. Only unusable fuel was found in the tank. No other mechanical anomalies were found during the post accident examination.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows.

• the pilot's misjudging of the fuel supply and his inadequate aircraft preflight. A factor was fuel exhaustion,

The pilot recalled that as the airplane descended through 1700 feet, the left wing assembly came up over the cockpit and  separated from the airframe. The pilot reported that he always flew this airplane wearing a parachute, and as the airplane  entered a spin he was ejected from the cockpit. After clearing the airframe, the pilot pulled the ripcord to deploy the  parachute; a full parachute canopy was achieved 300 feet above the ground. During the examination of the airframe the left  wing flying wire attachment plate was located and was discovered to have failed. The attachment plate fracture faces were  examined with an optical microscope and were found to contain banding, typical of fatigue cracking, on both sides of the  attachment hole. The fatigue cracking propagated nearly through the thickness of the plate. Elevated oxygen peaks,  indicative of corrosion deposits, were also discovered.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows.

A fatigue failure of the flywire bracket that resulted in the inflight separation of the left wing.

According to witnesses, the homebuilt Fly Baby was cruising about 1,500 feet above the ground, in a climb or nose high attitude. The witnesses reported hearing a popping sound, after which the right wing folded up next to the fuselage. The airplane descended, and struck the ground. Examination revealed the two flying wires on the underside of the forward right wing spar were separated from the wing. One wire had failed at its loop through the eye of the turnbuckle, and the other wire separated at a failed turnbuckle. Metallurgical examination found evidence of overload on both failures. According to the designer of the airplane, the airplane had been static load tested to 6gs with no failure. In addition, each pair of flying wires must have similar or matched tension. If one wire was loose, a momentary flight load could exceed the load capability of one wire, which would cause it to fail, followed by the failure of the second wire as it tried to assume the load. The pre-accident tension on the failed flying wires could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows.

• An overload failure of both flying wires, on the underside of the right wing, while the airplane was climbing, due to improper balance between the two flying wires, by unknown person(s).
Full narrative available

  (Further details and analysis of this accident)

On November 1, 2000, about 1520 eastern standard time, a Horne Bowers Flybaby, N4041A, registered to a private individual, operating as a Title 14 CFR Part 91 personal flight, crashed in the vicinity of Greer, South Carolina. Visual meteorological conditions prevailed, and no flight plan was filed. The experimental, amateur-built airplane received substantial damage, and the private-rated pilot, the sole occupant, was not injured. The flight originated from the same airstrip about 20 minutes before the accident.

According to the pilot, his landing resulted in an extended flare that touched down at about the mid-length point of the 1,800-foot runway and despite heavy braking on the grassy, down-sloped surface, ran off the runway end and into a fence.

According to an eyewitness to the accident, the flight's first approach resulted in a go-around due to being too high. The second approach was too fast, resulting in a touchdown beyond the mid-length of the runway. The aircraft continued beyond the runway end, collided with a perimeter fence, and nosed over into a drainage ditch.

According to an FAA inspector, the accident occurred in the Lake Cunningham area of Greer, South Carolina, at a private airstrip named Flying Few Airfield. Examination of the aircraft revealed a broken wooden propeller, leading edge damage to the wings, and buckling of the fuselage behind the cockpit. The pilot stated to him that he may not have closed the throttle all the way on landing.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

A runway overrun as a result of the pilot's failure to maintain proper approach speed and landing touch down point.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's failure to return the carburetor heat to the OFF (cold) position prior to applying full power following a touch and go landing, which resulted in poor climb performance and the subsequent impact with a fence and collision with the ground. A contributing factor was the fence.

The airplane was observed by a witness flying over a tree line. The nose of the airplane was observed to pitch up to about a 70-degree nose high attitude. The left wing dropped down and the nose pitched down as if the airplane was in a stall and collided with the ground. Examination of the airframe, flight controls and engine assembly revealed no anomalies. The left wing was compressed aft and received accordion crushing from the wing root extending outboard to the wing tip. The Fly Baby 1A Ultra light plans revealed that the stall speed for the Bowers Fly Baby 1A airplane is 45 mph.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

While attempting to return to the airport following a loss of engine power, the airplane contacted rough terrain during a forced landing in an open field about 3,000 feet short of the runway. A wing and the main landing gear were separated from the airplane after touchdown. Following the loss of power, the pilot activated the carburetor heat to no avail. He turned back to the airport and when he knew he wasn't going to make the runway, he made the forced landing. A plot of the temperature and dew point on a carburetor icing chart revealed that the possibility existed for icing conditions at glide and cruise power settings. The pilot stated that there were no mechanical problems with the airplane, and that he should have checked more frequently for carburetor ice during the flight.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot departed the airport for a local personal flight in the amateur built experimental-category airplane. About 25 minutes after takeoff, the airplane was observed flying in an easterly direction at an undetermined altitude. The witness reported hearing the engine slow down and then speed up. Seconds later, the witness heard "what sounded like an explosion" followed by the airplane falling to the ground in multiple pieces. The witness was located approximately 1 mile from where the wreckage came to rest. Post accident examination of the wreckage revealed that the right wing's forward and aft solid flying wires, turnbuckles and respective wire anchor attachment brackets remained intact, however the attachment brackets were separated from the forward and aft spar assemblies. The four through bolts (AN3 3/16-inch-diameter) associated with the forward brackets were fractured along the bolt shank near the bolt head. The bolts were necked down and were bent near the fracture points; the fracture surfaces were angular. Only two of the four through bolts associated with the aft bracket were recovered and similar findings were noted; the bolts were necked down and the fracture surfaces were angular. The builder's instruction manual for the airplane recommends AN3 (3/16-inch-diameter) anchor attach bracket bolts for standard operations and AN4 (1/4-inch-diameter) anchor attach bracket bolts if aerobatics are intended to be performed in the airplane. The specified anchor attachment bracket bolts (both AN3 and AN4) range in length from 5-1/2-inches to 6-3/4-inches. A personal friend of the pilot reported that about 2 weeks before the accident, the pilot completed a flight in the accident airplane. Upon returning from the flight, the pilot stated that he had completed a "slow roll." The pilot stated the airplane performed well during the flight.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The private pilot was flying cross country in his single-engine homebuilt airplane when it collided with wooded and mountainous terrain in day visual meteorological conditions for undetermined reasons. The airplane was missing for five days before it was located by units of the Civil Air Patrol at an elevation of 2,950 feet mean sea level. A Federal Aviation Administration (FAA) inspector performed an on-scene examination on the day the airplane wreckage was located. According to the inspector, the airplane, which was constructed from wood and fabric frame, came to rest at the base of several large pine trees and did not burn. The initial impact point appeared to be the tops of the trees located directly above the main wreckage, which included the engine, fuselage, both wings, and tail section. All flight control surfaces remained attached to the airframe. The two-bladed wooden propeller was damaged; however, it remained attached to the engine. Engine continuity was established via manual rotation of the propeller. The single fuel tank was breached from impact forces, and the fuel cap was found secured to the tank. No anomalies were found with the airframe or engine that could have prevented normal operation. The pilot held a private pilot certificate for airplane single-engine land and also held an inspection certificate for experimental aircraft. His last FAA third class medical certificate was issued on August 1, 2003. At that time, the pilot reported having accumulated a total of 452 flight hours. The pilot's logbook and the airplane's maintenance records were not located during the course of the investigation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The private pilot conducted a run-up of the experimental airplane's 65-horsepower engine prior to departure, since it had not been flown in the past 90 days. The engine produced full power and the pilot departed the private airstrip. Shortly after takeoff, the engine started to gradually lose power and the airplane was unable to maintain a normal climb rate. The pilot returned to the airport, but had to execute a go-around due to another airplane being on the runway. When he applied full power, black smoke was observed "belching" from the exhaust and the engine power continued to decline. The pilot made a forced landing to a field adjacent to the airstrip and subsequently the airplane sustained structural damage. The pilot reported that there was no air filter installed on the engine and he thought that a nest of mud-dauber wasps had built a nest in the air intake, vibrated loose, and was ingested into the carburetor intake.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

Analysis

The plans-built single-seat airplane had been constructed about 8 years before the accident by another individual, who had flown it about 30 hours before it was purchased by the current owner/pilot. In the year since the purchase, due to the low build-quality of the airplane, the pilot had made several modifications and repairs to the airplane. The accident flight was the pilot’s fifth flight in the airplane. Review of the pilot’s flight logbook indicated that his most recent flight review occurred about 7 years before the accident and that he had flown only 15 hours in the 2 years before the accident.

A witness reported that shortly after takeoff, when the airplane was about 3 miles from the airport, the engine began making a sound as if power was intermittently being interrupted. The nose of the airplane began to pitch up aggressively as it flew out of view. The wreckage location, wreckage distribution, and impact signatures indicated that the airplane struck the ground in a steep nose-low attitude, consistent with an aerodynamic stall event.

Postaccident examination of the carburetor revealed multiple maintenance-related discrepancies, any one of which could have resulted in the loss of engine power. Additionally, before the accident, the pilot reported to a friend that the airspeed indicator was not reliable and that the airplane exhibited roll control anomalies. Both of these conditions would have hindered the pilot’s ability to safely operate the airplane.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The partial loss of engine power due to an improperly maintained carburetor and the pilot's subsequent failure to maintain aircraft control.

Analysis

The pilot reported that during the initial climb, the airplane aerodynamically stalled. He reported that he was unable to recover the airplane due to the low altitude and the airplane impacted a field off the departure end of the runway. The airplane sustained substantial damage to the fuselage, right wing, and right elevator.

The pilot verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

As a safety recommendation, the pilot reported that using full power on takeoff would have prevented the accident.

The Federal Aviation Administration has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses stalls and states in part:

The key to stall awareness is the pilot's ability to visualize the wing's angle of attack in any particular circumstance, and thereby be able to estimate his/her margin of safety above stall. This is a learned skill that must be acquired early in flight training and carried through the pilot's entire flying career. The pilot must understand and appreciate factors such as airspeed, pitch attitude, load factor, relative wind, power setting, and aircraft configuration in order to develop a reasonably accurate mental picture of the wing's angle of attack at any particular time. It is essential to flight safety that a pilot takes into consideration this visualization of the wing's angle of attack prior to entering any flight maneuver.

Stall accidents usually result from an inadvertent stall at a low altitude in which a recovery was not accomplished prior to contact with the surface.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's exceedance of the airplane's critical angle of attack during the initial climb, which resulted in an aerodynamic stall and a collision with terrain.

On October 19, 2018, at 1130 central daylight time, an experimental, amateur-built Bowers Flybaby, N107KW, was substantially damaged after impacting trees and terrain near Milton, Florida. The airline transport pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed George T. McCutchan Airport (8FL6), Harold, Florida, around 1100.

The owner/operator of the airplane reported that pilot was his friend and a highly experienced military and airline pilot. The pilot routinely flew the airplane to either Yellow River Airstrip (FD93), Holt, Florida, or Baker Sky Ranch, a private airport, but the owner was unsure where the pilot was flying to on the day of the accident. He also stated that there were no known issues with the airplane.

Several witnesses observed the flight and stated that the airplane was flying west-southwest and paralleling the highway 500 ft above ground level (agl) about 2 miles northwest of FD93. They stated that the airplane's engine sounded like it was modulating back and forth from normal power to no power on a regular interval. One witness said the engine sounded smooth when it had power, however, it then went quiet for about 10 seconds before starting back up again; "it did this several times." The airplane descended to about 100 ft agl, just above the tree tops when the wings started to rock back and forth. The airplane then made a left turn to the south, immediately rolled left and descended steeply until impact. Another witness stated he heard a "backfire" as the airplane was descending.

The airplane collided with trees and terrain on a heading of about 120° in a heavily wooded area next to a farm. The wreckage path was compact; all primary structural components and flight control surfaces were accounted for in the debris field. There were several broken branches about 20 ft agl in nearby trees and the airplane struck the ground in a nose down angle. The propeller remained attached to the flange and one blade was broken backwards but remained attached to the hub. The engine remained attached to the firewall, which was separated from the fuselage. The left wing separated from the fuselage and was broken in several locations. The airplane had numerous breaks and tears in the fuselage. The tail section, including the rudder and elevators remained attached and showed little sign of damage. The 12-gallon fuel tank mounted on the firewall was compromised during the accident sequence and contained about 2 gallons of 100 low lead aviation gasoline. There was no post-accident fire.

The wreckage was retained for further examination.

Pre-1983 Reports

TYPE OF ACCIDENT
    GROUND-WATER LOOP-SWERVE -  LANDING: ROLL
     COLLIDED WITH: PARKED AIRCRAFT - LANDING: ROLL
PROBABLE CAUSE(S)
    PILOT IN COMMAND - IMPROPER OPERATION OF BRAKES AND/OR FLIGHT CONTROLS FACTOR(S)
    PILOT IN COMMAND - LACK OF FAMILIARITY WITH AIRCRAFT
    REMARKS- FIRST FLT IN ACFT. PLTS FOOT SLIPPED OFF BRAKE PEDAL, HIT N4615M, SUBS DAMAGE.

TYPE OF ACCIDENT
    AIRFRAME FAILURE: IN FLIGHT

PROBABLE CAUSE(S)

AIRFRAME - WINGS: WING ATTACHMENT FITTINGS,BOLTS
MISCELLANEOUS ACTS,CONDITIONS - FATIGUE FRACTURE
MISCELLANEOUS ACTS,CONDITIONS - CORRODED/CORROSION
PERSONNEL - MAINTENANCE,SERVICING,INSPECTION: INADEQUATE INSPECTION OF AIRCRAFT (OWNER-PILOT)

REMARKS- L WG FLYING WIRE TURNBUCKLE FAILED. WG SEPARATED. PLT PARACHUTED SUCCESSFULLY.

TYPE OF ACCIDENT
           AIRFRAME FAILURE: IN FLIGHT
PROBABLE CAUSE(S)

AIRFRAME - WINGS: BRACING WIRES,STRUTS
AIRFRAME - WINGS: OTHER
MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE
MISCELLANEOUS ACTS,CONDITIONS - PREVIOUS DAMAGE

REMARKS- 3 FLYING WIRES,R WING,PULLED THRU NICOPRESS,GR AXLE ATCH PNT,4TH,WING ATCH.GR AXLE PREV DMG.

[RJW Note:  The report on this one listed the pilot as having one hour of Fly Baby time.  From the comment about "previous damage" I suspect the aircraft had been damaged on that first flight and not properly repaired.]

TYPE OF ACCIDENT
    AIRFRAME FAILURE: IN FLIGHT  -- IN FLIGHT ACROBATICS
PROBABLE CAUSE(S)

AIRFRAME - WINGS: BRACING WIRES,STRUTS
MISCELLANEOUS ACTS,CONDITIONS - IMPROPERLY INSTALLED
PERSONNEL - PRODUCTION-DESIGN-PERSONNEL: OTHER
PILOT IN COMMAND - EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT
MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE

 TYPE OF ACCIDENT
    COLLISION WITH AIRCRAFT: BOTH ON GROUND -  LANDING: ROLL
 PROBABLE CAUSE(S)
           PILOT IN COMMAND - FAILED TO SEE AND AVOID OTHER AIRCRAFT
FACTOR(S)
    PILOT IN COMMAND - PHYSICAL IMPAIRMENT
    PILOT IN COMMAND - ATTEMPTED OPERATION W/KNOWN DEFICIENCIES IN EQUIPMENT

REMARKS- N8716 NOT EQUIPPED WITH NAV LTS.PLT OF N8716 WAS MEDICALLY RESTRICTED FROM NITE FLT.UNCONTRLDARPT
 
 

TYPE OF ACCIDENT
    COLLIDED WITH: FENCE,FENCEPOSTS                          LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
    PILOT IN COMMAND - SELECTED UNSUITABLE TERRAIN
    PILOT IN COMMAND - MISJUDGED ALTITUDE
FACTOR(S)
           AIRPORTS/AIRWAYS/FACILITIES - AIRPORT CONDITIONS: OTHER

TYPE OF ACCIDENT
    ENGINE FAILURE OR MALFUNCTION -- TAKEOFF: INITIAL CLIMB
    GEAR COLLAPSED-- LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
    PILOT IN COMMAND - IMPROPER OPERATION OF POWERPLANT & POWERPLANT CONTROLS
    MISCELLANEOUS ACTS,CONDITIONS - ICE-CARBURETOR
    PILOT IN COMMAND - IMPROPER LEVEL OFF
FACTOR(S)
    PILOT IN COMMAND - INADEQUATE PREFLIGHT PREPARATION AND/OR PLANNING
    WEATHER - CONDITIONS CONDUCIVE TO CARB./INDUCTION SYSTEM ICING
    MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE
    PARTIAL POWER LOSS - PARTIAL LOSS OF POWER - 1 ENGINE
    EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND

TYPE OF ACCIDENT
    STALL  --- TAKEOFF: INITIAL CLIMB
PROBABLE CAUSE(S)
    PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
FACTOR(S)
    WEATHER - DOWNDRAFT,UPDRAFTS

TYPE OF ACCIDENT
    ENGINE FAILURE OR MALFUNCTION --- IN FLIGHT: DESCENDING
    COLLIDED WITH: TREES --- LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
    PILOT IN COMMAND - ATTEMPTED OPERATION W/KNOWN DEFICIENCIES IN EQUIPMENT
    WEATHER - CONDITIONS CONDUCIVE TO CARB./INDUCTION SYSTEM ICING
    MISCELLANEOUS ACTS,CONDITIONS - ICE-CARBURETOR
    PARTIAL POWER LOSS - PARTIAL LOSS OF POWER - 1 ENGINE
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND

REMARKS- EXP TEST FLT.INADQT CARB HEATER MUFFS.LNDD IN TREE.

 TYPE OF ACCIDENT
    ENGINE FAILURE OR MALFUNCTION -- TAKEOFF: INITIAL CLIMB
    COLLIDED WITH: TREES -- LANDING: ROLL
PROBABLE CAUSE(S)
    POWERPLANT - FUEL SYSTEM: CARBURETOR
    MISCELLANEOUS ACTS,CONDITIONS - LOOSE,PART/FITTING
    MISCELLANEOUS ACTS,CONDITIONS - FUEL STARVATION
    PARTIAL POWER LOSS - PARTIAL LOSS OF POWER - 1 ENGINE
    EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND

REMARKS- CARB FLOAT NEEDLE SEAT LOOSE.ACFT BUILT & OPERATED BY PUBLIC SCHOOL.SECOND FLT.
 
 

TYPE OF ACCIDENT
    STALL   ---  IN FLIGHT: BUZZING
PROBABLE CAUSE(S)
    PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
    PILOT IN COMMAND - LACK OF FAMILIARITY WITH AIRCRAFT
FACTOR(S)
           MISCELLANEOUS ACTS,CONDITIONS - STOLEN OR UNAUTH=

REMARKS- COMPLETED LOW PASS PULLED ACFT STRAIGHT UP MADE TURN TO R.ACFT NOT REGISTERED.
[RJW note:  Hmmm..."Stolen or unauthorized"..."Aircraft not registered..."  Sounds like there's an interesting story behind this one...]

TYPE OF ACCIDENT
    STALL -- LANDING: TRAFFIC PATTERN-CIRCLING
PROBABLE CAUSE(S)
    PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
    PILOT IN COMMAND - IMPROPER OPERATION OF FLIGHT CONTROLS

REMARKS- STALLED AT LOW ALTITUDE.

 TYPE OF ACCIDENT
    AIRFRAME FAILURE: IN FLIGHT -- ACROBATICS
PROBABLE CAUSE(S)
    PILOT IN COMMAND - EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT
    PILOT IN COMMAND - FAILED TO FOLLOW APPROVED PROCEDURES,DIRECTIVES,ETC.
FACTOR(S)
    AIRFRAME - WINGS: SPARS
    MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE
    MISCELLANEOUS ACTS,CONDITIONS - SEPARATION IN FLIGHT

REMARKS- RIGHT WING SEPARATED DURING PROHIBITED LOOP MANEUVERS.

TYPE OF ACCIDENT
    UNDERSHOOT --  LANDING: FINAL APPROACH
    COLLIDED WITH: CROP --- LANDING: LEVEL OFF/TOUCHDOWN
 PROBABLE CAUSE(S)
    PILOT IN COMMAND - MISJUDGED DISTANCE AND ALTITUDE
FACTOR(S)
    TERRAIN - HIGH VEGETATION

REMARKS- LND IN TALL WHEAT.

TYPE OF ACCIDENT
    COLLISION WITH AIRCRAFT: BOTH ON  LANDING: ROLL
PROBABLE CAUSE(S)
    PERSONNEL - MISCELLANEOUS-PERSONNEL: PILOT OF OTHER AIRCRAFT
FACTOR(S)
    MISCELLANEOUS - EVASIVE MANEUVER TO AVOID COLLISION
    MISCELLANEOUS ACTS,CONDITIONS - INTENTIONAL GROUND-WATER-LOOP-SWERVE

REMARKS- CESSNA N18534 ENTRD AND STARTED TO CROSS RWY IN FRONT OF N337X ON LDG ROLL.

 TYPE OF ACCIDENT
    COLLISION WITH GROUND/WATER: UNCONTROLLED -- LANDING: TRAFFIC PATTERN-CIRCLING
PROBABLE CAUSE(S)
    PILOT IN COMMAND - ATTEMPTED OPERATION W/KNOWN DEFICIENCIES IN EQUIPMENT
    MISCELLANEOUS ACTS,CONDITIONS - PREVIOUS DAMAGE
FACTOR(S)
    PILOT IN COMMAND - LACK OF FAMILIARITY WITH AIRCRAFT

REMARKS- LDG FROM PRIOR 15MIN FLT BENT RT AXLE AND LOOSENED RT WING FLYING WIRES.

TYPE OF ACCIDENT
    COLLISION WITH AIRCRAFT: BOTH IN FLIGHT --  LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
    PERSONNEL - MISCELLANEOUS-PERSONNEL: PILOT OF OTHER AIRCRAFT
FACTOR(S)
    PILOT IN COMMAND - FAILED TO SEE AND AVOID OTHER AIRCRAFT

REMARKS- C-150 DIDNT CALL UNICOM. FLYBABY NOT RADIO EQUIPPED.
 
 

TYPE OF ACCIDENT
    AIRFRAME FAILURE: IN FLIGHT  --  IN FLIGHT: NORMAL CRUISE
PROBABLE CAUSE(S)
    PERSONNEL - MAINTENANCE,SERVICING,INSPECTION: INADEQUATE MAINTENANCE AND INSPECTION
    AIRFRAME - WINGS: SPARS
    MISCELLANEOUS ACTS,CONDITIONS - MATERIAL FAILURE
    MISCELLANEOUS ACTS,CONDITIONS - DETERIORATED
FACTOR(S)
    MISCELLANEOUS ACTS,CONDITIONS - SEPARATION IN FLIGHT
    PILOT IN COMMAND - EXERCISED POOR JUDGMENT

REMARKS- R WG SEPARATED. LAST ANNUAL INSPECTION-JULY 1971.

TYPE OF ACCIDENT
    STALL: SPIN -- TAKEOFF: INITIAL CLIMB
PROBABLE CAUSE(S)
    PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
FACTOR(S)
    PILOT IN COMMAND - LACK OF FAMILIARITY WITH AIRCRAFT

REMARKS- DURING FAMIL FLT IN NEW TYPE AFCT PLT ALLOWED AFCT TO STALL DURING CLIMB AFTER TAKEOFF.
 
 

TYPE OF ACCIDENT
    ENGINE FAILURE OR MALFUNCTION -- TAKEOFF: INITIAL CLIMB
    NOSE OVER/DOWN -- LANDING: ROLL
PROBABLE CAUSE(S)
    PERSONNEL - MAINTENANCE,SERVICING,INSPECTION: INADEQUATE MAINTENANCE AND INSPECTION
    POWERPLANT - ENGINE STRUCTURE: PISTON,PISTON RINGS
    POWERPLANT - ENGINE STRUCTURE: VALVE ASSEMBLIES
    MISCELLANEOUS ACTS,CONDITIONS - LOW COMPRESSION
    PARTIAL POWER LOSS - PARTIAL LOSS OF POWER - 1 ENGINE
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND

REMARKS- #4CYL EXH VALVE STREAKED,NOT CLOSING PROPERLY.ALL PISTON RING GAPS EXCESS OF MAX ALLOWABLE.

TYPE OF ACCIDENT
    GROUND-WATER LOOP-SWERVE  -- LANDING: LEVEL OFF/TOUCHDOWN
    NOSE OVER/DOWN --  LANDING: ROLL
PROBABLE CAUSE(S)
    PILOT IN COMMAND - IMPROPER LEVEL OFF
    PILOT IN COMMAND - IMPROPER RECOVERY FROM BOUNCED LANDING
FACTOR(S)
    WEATHER - UNFAVORABLE WIND CONDITIONS
    TERRAIN - HIGH VEGETATION

REMARKS- ACFT BOUNCED AT TOUCHDOWN,VEERED INTO TALL GRASS ALONG RUNWAY.
 
 

TYPE OF ACCIDENT
    COLLISION WITH GROUND/WATER: CONTROLLED --  LANDING: TRAFFIC PATTERN-CIRCLING
PROBABLE CAUSE(S)
    MISCELLANEOUS - UNDETERMINED

REMARKS- ACFT OBSVD TO ROLL ON DOWNWIND LEG OF TRAFFIC PATTERN.SEAT BELT FAILED AT ANCHOR POINT.

TYPE OF ACCIDENT
    AIRFRAME FAILURE: IN FLIGHT  --: ACROBATICS
PROBABLE CAUSE(S)
    PILOT IN COMMAND - EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT
FACTOR(S)
    AIRFRAME - WINGS: SPARS
    MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE
    MISCELLANEOUS ACTS,CONDITIONS - SEPARATION IN FLIGHT

REMARKS- L WING SEPARATED.

TYPE OF ACCIDENT
    ENGINE FAILURE OR MALFUNCTION -- LANDING: TRAFFIC PATTERN-CIRCLING
    HARD LANDING  --  LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
    PERSONNEL - MAINTENANCE,SERVICING,INSPECTION: INADEQUATE MAINTENANCE AND INSPECTION
    POWERPLANT - FUEL SYSTEM: CARBURETOR
    MISCELLANEOUS ACTS,CONDITIONS - IMPROPERLY SECURED
    MISCELLANEOUS ACTS,CONDITIONS - FUEL STARVATION
    PILOT IN COMMAND - IMPROPER LEVEL OFF
FACTOR(S)
    MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE
    COMPLETE POWER LOSS - COMPLETE ENGINE FAILURE/FLAMEOUT-1 ENGINE
    EMERGENCY CIRCUMSTANCES - FORCED LANDING ON AIRPORT/SEAPLANE BASE/HELIPT.

REMARKS- CARB NEEDLE VALVE SEAT NOT SAFETIED,BACKED OUT.

           AIRFRAME FAILURE: IN FLIGHT                              IN FLIGHT: ACROBATICS
        PROBABLE CAUSE(S)
           PILOT IN COMMAND - EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT
        FACTOR(S)
           PILOT IN COMMAND - PHYSICAL IMPAIRMENT
           MISCELLANEOUS ACTS,CONDITIONS - ALCOHOLIC IMPAIRMENT OF EFFICIENCY AND JUDGMENT
           AIRFRAME - WINGS: SPARS
           MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE
           MISCELLANEOUS ACTS,CONDITIONS - SEPARATION IN FLIGHT
        REMARKS- PLT BLOOD ALCOHOL LEVEL .06%.

TYPE OF ACCIDENT
    HARD LANDING  -- LANDING: LEVEL OFF/TOUCHDOWN
    GEAR COLLAPSED  --  LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
    PILOT IN COMMAND - IMPROPER LEVEL OFF
 
 

TYPE OF ACCIDENT
    AIRFRAME FAILURE: IN FLIGHT -- ACROBATICS
PROBABLE CAUSE(S)
    PERSONNEL - MAINTENANCE,SERVICING,INSPECTION: INADEQUATE MAINTENANCE AND INSPECTION
    PILOT IN COMMAND - IMPROPER IN-FLIGHT DECISIONS OR PLANNING
    AIRFRAME - WINGS: WING ATTACHMENT FITTINGS,BOLTS
    MISCELLANEOUS ACTS,CONDITIONS - IMPROPERLY INSTALLED
    MISCELLANEOUS ACTS,CONDITIONS - MATERIAL FAILURE

REMARKS- L WG REAR ATCH BOLT PULLED LOOSE.HOLE IMPROPERLY DRILLED,BUSHING NOT INSTLD.ACFT RSTRD FM ACRO FLT

TYPE OF ACCIDENT
    STALL: SPIN  --  TAKEOFF: INITIAL CLIMB
PROBABLE CAUSE(S)
    PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED

TYPE OF ACCIDENT
    STALL  -- LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
    PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
FACTOR(S)
    PILOT IN COMMAND - LACK OF FAMILIARITY WITH AIRCRAFT
    INSTRUMENTS/EQUIPMENT AND ACCESSORIES - FLIGHT AND NAVIGATION INSTRUMENTS: AIRSPEED
    MISCELLANEOUS ACTS,CONDITIONS - ERRATIC

REMARKS- 1ST FLT IN THIS MAKE & MODEL.PLT RPRTD PSBL AIRSPEED MALFUNCTION.EQUIPPED W 65HP LYCOMING ENG.
 
 

APPROXIMATELY 4 FT OF THE INBOARD SECTION OF THE LEFT WING SEPARATED IN FLIGHT DURING AN AEROBATIC MANEUVER. WITNESSES STATED THAT THE ACFT HAD BEEN PERFORMING LITTLE LOOPS & THEN IT WENT STRAIGHT UP & ROLLED OFF TO THE LEFT UPSIDE DOWN. IT THEN SPIRALLED ONCE OR TWICE, STRAIGHTENED OUT, MADE A SLIGHT RIGHT TURN & THEN THE WING FAILED. THE LATEST OPERATING LIMITATIONS FOR THE AMATEUR BUILT ACFT SPECIFICALLY PROHIBITS ANY INTENTIONAL AEROBATIC FLT MANEUVERS.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows.

PROCEDURES/DIRECTIVES..DISREGARDED..PILOT IN COMMAND
AEROBATICS..PERFORMED..PILOT IN COMMAND
DESIGN STRESS LIMITS OF AIRCRAFT..EXCEEDED..PILOT IN COMMAND

WING..OVERLOAD
WING..FAILURE,PARTIAL
WING..SEPARATION