# Incident 19960406018719I: Amtrsx CASSUTT2, Chino, CA, April 6, 1996

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: April 6, 1996, 12:20 local time
- Place: Chino, CA
- Airport: Chino Airport
- Damage: Minor damage
- Phase of flight: Engine Run-Up
- Operating rules: General operating rules (Part 91)
- Location: 33.9748° N, 117.6365° W: Placed by OpenAirDocs at CHINO (CNO), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=33.9748&lon=-117.6365&mi=10
- Aircraft: N4315, registered now (https://openairdocs.org/aircraft/N4315) (OpenAirDocs)
- Registry model: Cassutt-Moore SS-2 (registry code 19704LA, https://openairdocs.org/model/cassutt-moore-ss-2) (OpenAirDocs)
- Registry engine: Continental C85 series (registry code 17008, https://openairdocs.org/engine/continental-c85-series) (OpenAirDocs)
- Reported make and model: AMTRSX CASSUTT2
- Reported engine: CONT C858
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 250 total, 30 in this make and model, 9 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19960406018719I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

NARRATIVE: MR. WARNER THE PILOT AND OWNER OF N4315 INSTALLED A NEW AND MORE POWERFUL THREE BLADE WARPDRIVE PROPELLER ON HIS EXPERIMENTAL CASSUTT-MOORE AIRCRAFT. ACCORDING TO N4315'S LOGBOOK THE INSTALLATION OF THE WARPDRIVE PROPELLER WAS APPROVED BY D. BARBER (DAR, WP525001) IN ACCORDANCE WITH THE REQUIREMENTS OF FAR 21.191(G) ON APRIL 3, 1996. THIS OFFICE CONTACTED MR. BARBER AND FOUND NOTHING OUT OF ORDER. ON APRIL 6, 1996, MR. WARNER WAS FLYING THE AIRCRAFT FOR THE FIRST TIME SINCE THE INSTALLATION. PRIOR TO HIS THIRD TAKEOFF HE RAN HIS ENGINE UP TO APPROXIMATELY 1800 RPM TO DO THE MAGNETO CHECK WITH THE AIRCRAFT POINTED INTO THE WIND. WHEN HE REACHED FOR THE MAGNETO THE TAIL OF THIS TAILWHEEL AIRCRAFT CAME UP AND THE PROPELLER STRUCK THE PAVEMENT DESTROYING THE PROPELLER. MR. WARNER STATES THAT HE IS QUITE SURE HE DID NOT RELEASE THE BACK PRESSURE ON THE AIRCRAFT'S CONTROL STICK THEREBY ALLOWING THE TAIL TO COME UP. THE AIRCRAFT IS USED FOR ACROBATICS AND WITH THE SHOULDER HARNESS ON, THE PILOT CANNOT LEAN FORWARD, THEREFORE, HIS STOMACH DID NOT PUSH THE STICK FORWARD. MR. WARNER BELIEVES THAT THE PROPELLER WASH OF THE MORE POWERFUL PROPELLER MAY HAVE CAUSED THE TAIL OF THE AIRCRAFT TO RISE. THEREBY CAUSING THE PROPELLER TO STRIKE THE PAVEMENT. HOWEVER, EARLIER IN THE DAY HE DID RUN THE ENGINE UP TO 2200 RPM WITHOUT ANY PROBLEMS. THERE IS 12 INCHES OF CLEARANCE WHEN THE AIRCRAFT FUSELAGE IS PARALLEL TO THE GROUND. CURRENTLY, MR. WARNER DOES HIS RUN-UP AT A MAXIMUM OF 1500 RPM AND HE HAS HAD NO FURTHER PROBLEMS. ^PRIVACY DATA OMITTED^ MR. WARNER IS COGNIZANT OF TAILWHEEL AIRCRAFT CONSIDERATIONS. LESSONS LEARNED, NO FURTHER ACTION, CLOSED.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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