Today's Message Index:
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0. 10:35 AM - Please Make a Contribution to Support Your Lists... (Matt Dralle)
1. 03:59 PM - Fatal RV-10 accident (Kelly McMullen)
2. 04:22 PM - Re: Fatal RV-10 accident (Phillip Perry)
3. 04:32 PM - Re: Fatal RV-10 accident (Tim Olson)
4. 06:53 PM - Re: Fatal RV-10 accident (Ed Kranz)
5. 07:54 PM - Re: Fatal RV-10 accident (paul)
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| Subject: | Please Make a Contribution to Support Your Lists... |
Dear Listers,
Just a reminder that November is the Annual List Fund Raiser. Please make a Contribution
today to support the continued operation and upgrade of these great
List services!! Pick up a really nice free gift with your qualifying Contribution
too!
The Contribution Site is fast and easy:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
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| Subject: | Fatal RV-10 accident |
Anyone know anything about this crash?
https://www.aviation-safety.net/wikibase/wiki.php?id=191188
-sent from the I-droid implanted in my forearm
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| Subject: | Re: Fatal RV-10 accident |
Read about it the they day. =46rom what I've collected.
It was in Phase 1, about 4 hrs in.
On departure a door opened and the pilot was seen wrestling with the door d
uring the takeoff roll, rotation, and climb out.
I think I recall a pilot witness saying it got to around 30 AGL before it de
scended back into the ground.
Sent from my iPhone
> On Nov 19, 2016, at 5:58 PM, Kelly McMullen <apilot2@gmail.com> wrote:
>
> Anyone know anything about this crash?
> https://www.aviation-safety.net/wikibase/wiki.php?id=191188
>
> -sent from the I-droid implanted in my forearm
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| Subject: | Re: Fatal RV-10 accident |
That's what I heard secondhand too. "Fly the airplane" sounds like the prim
ary thing that was not done.
Additionally it doesn't sound like the door was latched all the way....with t
he handle still pointing up. But this is all second info hand for me. I hav
e no knowledge of it directly.
Tim
> On Nov 19, 2016, at 6:22 PM, Phillip Perry <philperry9@gmail.com> wrote:
>
> Read about it the they day. =46rom what I've collected.
>
> It was in Phase 1, about 4 hrs in.
>
> On departure a door opened and the pilot was seen wrestling with the door
during the takeoff roll, rotation, and climb out.
>
> I think I recall a pilot witness saying it got to around 30 AGL before it d
escended back into the ground.
>
>
>
> Sent from my iPhone
>
>> On Nov 19, 2016, at 5:58 PM, Kelly McMullen <apilot2@gmail.com> wrote:
>>
>> Anyone know anything about this crash?
>> https://www.aviation-safety.net/wikibase/wiki.php?id=191188
>>
>> -sent from the I-droid implanted in my forearm
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| Subject: | Re: Fatal RV-10 accident |
It was Bruce Stamper, from Dubois, WY (and summers in Alaska as a salmon
fisher). He was on VAF quite a bit (as "Stamper"), but I don't recall
seeing him on Matronics.
Sad deal...
The NTSB Prelim is out:
http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id 161105X23019&key=1
NTSB Identification: CEN17FA035
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 05, 2016 in Dubois, WY
Aircraft: STAMPER RV-10, registration: N924WY
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed. NTSB investigators either traveled in support of this
investigation or conducted a significant amount of investigative work
without any travel, and used data obtained from various sources to prepare
this aircraft accident report.
On November 5, 2016, about 0756 mountain daylight time, an experimental
amateur-built Stamper model RV-10 single-engine airplane, N924WY, was
destroyed during a postimpact fire following a loss of control shortly
after takeoff from Dubois Municipal Airport (DUB), Dubois, Wyoming. The
private pilot, the sole occupant, was fatally injured. The airplane was
registered to and operated by the pilot under the provisions of 14 Code of
Federal Regulations Part 91 as a test flight. Day visual meteorological
conditions prevailed for the presumed local flight.
A witness, who was also a pilot, reported that he saw the accident airplane
takeoff from runway 28 (6,100 feet by 60 feet, asphalt). He stated that he
saw the right-side gull-wing door open immediately after liftoff. After the
door opened, he saw the pilot reach for the fully open door with his right
hand and heard a momentary reduction of engine power. He saw the airplane
descend momentarily before he heard an increase in engine power and saw the
airplane level off over the runway. He reported that the pilot continued to
reach for the open cabin door as the airplane overflew the remaining runway
about 35 feet above ground level (agl). The witness then observed the
airplane's left wing and nose drop suddenly. He surmised that the airplane
had entered an aerodynamic stall/spin. The airplane descended below his
line-of-sight before he observed a large explosion.
The accident airplane was an experimental amateur-built Stamper model RV-10
single-engine airplane, serial number 40146. An experimental 260-horsepower
Aero Sport Power model IO-540-D4A5 reciprocating engine, serial number
1542, powered the airplane through a constant-speed, three blade, Whirl
Wind Aviation model 375RV composite propeller, serial number 375-106. The
airplane had a fixed tricycle landing gear, was capable of seating four
individuals, and had a certified maximum gross weight of 2,700 pounds. The
airplane was equipped with two composite gull-wing cabin doors. The
airplane was issued a special airworthiness certificate on April 23, 2016.
According to available information, the airplane likely had accumulated
10-12 hours since receiving the airworthiness certificate. The last
condition inspection of the airplane was completed on April 23, 2016, in
conjunction with the issuance of the airworthiness certificate. A
postaccident review of available maintenance records found no history of
unresolved airworthiness issues. The airplane had a total fuel capacity of
60 gallons distributed between two wing fuel tanks. A review of fueling
records established that the airplane fuel tanks were topped-off before the
accident flight.
According to FAA records, the pilot, age 44, held a private pilot
certificate with airplane single engine land, airplane single engine sea,
and instrument airplane ratings. His last aviation medical examination was
completed on September 17, 2015, when he was issued a second-class medical
certificate with no limitations or restrictions. A pilot logbook was not
recovered during the on-scene investigation. According to recent insurance
documentation, provided during October 2016, the pilot reported having a
total flight experience of 1,500 hours, of which 40 hours were completed in
Vans Aircraft RV-6 airplanes, 4 hours in Vans Aircraft model RV-10
airplanes, and 2 hours in the accident airplane.
At 0755, the DUB automated surface observing system reported the following
weather conditions: wind 270 degrees true at 6 knots, visibility 10 miles,
sky clear, temperature 0 degrees Celsius, dew point -8 degrees Celsius, and
an altimeter setting 30.29 inches of mercury.
The initial point-of-impact was in an open field about 1,675 feet past the
runway 28 departure threshold and 183 feet left of the extended runway
centerline. A 67-foot-long debris path, oriented on a 210-degree magnetic
heading, was observed between the initial point-of-impact and the main
wreckage. A ground impact crater, containing propeller fragments, was
observed about 44 feet from the initial point-of-impact. The main wreckage
consisted of the fuselage, wings, and empennage. The cabin, including the
cockpit instrument panel, was destroyed during the postimpact fire. Both
wings exhibited damage consistent with ground impact. The empennage was
relatively undamaged. A flight control continuity check was not possible
due to the extent of damage; however, all observed flight control
separations were consistent with fire and impact related damage.
The right-side gull-wing door was located in a ravine about 600 feet
northeast of the main wreckage. The door was located about 1,500 feet past
the runway 28 departure threshold and 200 feet right of the extended runway
centerline. The door had separated from the fuselage hinges. There was no
evidence that the door had struck any portion of the airplane after it had
separated. The door was equipped with forward and aft door latch pins and a
center latch mechanism. The center latch consisted of a rotating
semicircular cam that worked in conjunction with the two door latch pins.
The door was not equipped with the safety latch mechanism that was provided
by the airframe kit manufacturer. Before the door was recovered from the
ravine, the door latch handle was observed to be about 20 degrees from a
vertical position or about 110 degrees from the fully latched position. The
forward and aft door latch pins were found extended about 1/8 inch outside
the door. The curved portion of the semicircular center latch was found
facing aft. A functional test of the door latch mechanism did not reveal
any anomalies. The door latch handle rotated 180-degrees between the open
and latched positions. When the handle was in the latched position, the
forward and aft door latch pins extended 1-1/4 inches outside the door and
the curved portion of the semicircular center latch faced down. The latch
pins were equipped with embedded magnets that interfaced with position
switches installed in the fuselage door frames. These position switches,
which were destroyed during the postimpact fire, were part of a door latch
annunciator circuit. A functional test of the door latch annunciator system
was not possible due to fire damage sustained after the accident to the
fuselage and instrument panel.
The engine remained partially attached to the firewall by its mounts.
Internal engine and valve train continuity was confirmed as the engine
crankshaft was rotated. Compression and suction were noted on cylinder Nos.
1, 2, 3, and 5 in conjunction with crankshaft rotation. No compression was
noted on cylinder Nos. 4 and 6 due to thermal damage to the valve springs.
The engine was equipped with a traditional magneto and an electronic
ignition system. The traditional magneto exhibited extensive thermal damage
and could not be tested. The electronic ignition was not recovered and
likely was destroyed during the postimpact fire. The upper spark plugs were
removed and exhibited features consistent with normal engine operation. A
borescope inspection revealed no anomalies with the cylinders, valves, or
pistons. The propeller hub remained attached to the engine crankshaft
flange. Two of the three composite blades were destroyed during the impact
sequence. The remaining composite blade exhibited thermal damage from the
postimpact fire.
On Sat, Nov 19, 2016 at 6:32 PM, Tim Olson <Tim@myrv10.com> wrote:
> That's what I heard secondhand too. "Fly the airplane" sounds like the
> primary thing that was not done.
> Additionally it doesn't sound like the door was latched all the
> way....with the handle still pointing up. But this is all second info hand
> for me. I have no knowledge of it directly.
> Tim
>
> On Nov 19, 2016, at 6:22 PM, Phillip Perry <philperry9@gmail.com> wrote:
>
> Read about it the they day. From what I've collected.
>
> It was in Phase 1, about 4 hrs in.
>
> On departure a door opened and the pilot was seen wrestling with the door
> during the takeoff roll, rotation, and climb out.
>
> I think I recall a pilot witness saying it got to around 30 AGL before it
> descended back into the ground.
>
>
> Sent from my iPhone
>
> On Nov 19, 2016, at 5:58 PM, Kelly McMullen <apilot2@gmail.com> wrote:
>
> Anyone know anything about this crash?
> https://www.aviation-safety.net/wikibase/wiki.php?id=191188
>
> -sent from the I-droid implanted in my forearm
>
>
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| Subject: | Re: Fatal RV-10 accident |
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