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20070721016499I

Incident · Minor damage
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FAA incident report · Amtr MINI-IMP · Wilkes-Barre/S, PA · July 21, 2007

FAA Aviation Safety Information Portal

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Date
July 21, 2007 · 12:39 local
Place
Wilkes-Barre/S, PA
Airport
Wilkes-Barre/Scranton International
Phase of flight
To Aborted (Fixed Wing)
Operating rules
General operating rules (Part 91)
Damage
Minor damage
Aircraft
N218JB
Reported as
Amtr Miniimp
Reported engine
HIRTH F30
People aboard
1
Fatal injuries
0
Pilot’s flight hours
150 total0 in this make and model12 in the last 90 days
N218JBRegistered now · Biancarelli Joseph MINI-IMPS/N WG-1 · Built 2003Airframe modelBiancarelli Joseph MINI-IMPEngine modelHirth F302 cycle

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry 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.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

(-23) As the pilot rotated the aircraft for takeoff, he felt something wrong in the drivetrain. He reduced power to abort the takeoff. The aircraft landed hard on the runway, and bounced up into the air again. At this point the pilot applied power to reduce the sink rate on the next touchdown. The aircraft bounced again, and stayed down after the ensuing touchdown. The aircraft then went to the right between the runway lights and came to a rest on the right edge of the runway, outside the runway lights and parallel to centerline. The engine was shutdown and the pilot egressed. There was no fire. The aircraft was pushed clear of the runway, and the runway checked for debris. There was none. Subsequent examination of the flexidyne coupling between the engine and the prop drive shaft revealed it was hot, indicating it had failed. The aircraft builder removed the flexidyne, examined it, and found the flow charge was discolored and in lumps, indicating it had overheated because of slippage.

As the FAA filed it

(-23) AS THE PILOT ROTATED THE AIRCRAFT FOR TAKEOFF, HE FELT SOMETHING WRONG IN THE DRIVETRAIN. HE REDUCED POWER TO ABORT THE TAKEOFF. THE AIRCRAFT LANDED HARD ON THE RUNWAY, AND BOUNCED UP INTO THE AIR AGAIN. AT THIS POINT THE PILOT APPLIED POWER TO REDUCE THE SINK RATE ON THE NEXT TOUCHDOWN. THE AIRCRAFT BOUNCED AGAIN, AND STAYED DOWN AFTER THE ENSUING TOUCHDOWN. THE AIRCRAFT THEN WENT TO THE RIGHT BETWEEN THE RUNWAY LIGHTS AND CAME TO A REST ON THE RIGHT EDGE OF THE RUNWAY, OUTSIDE THE RUNWAY LIGHTS AND PARALLEL TO CENTERLINE. THE ENGINE WAS SHUTDOWN AND THE PILOT EGRESSED. THERE WAS NO FIRE. THE AIRCRAFT WAS PUSHED CLEAR OF THE RUNWAY, AND THE RUNWAY CHECKED FOR DEBRIS. THERE WAS NONE. SUBSEQUENT EXAMINATION OF THE FLEXIDYNE COUPLING BETWEEN THE ENGINE AND THE PROP DRIVE SHAFT REVEALED IT WAS HOT, INDICATING IT HAD FAILED. THE AIRCRAFT BUILDER REMOVED THE FLEXIDYNE, EXAMINED IT, AND FOUND THE FLOW CHARGE WAS DISCOLORED AND IN LUMPS, INDICATING IT HAD OVERHEATED BECAUSE OF SLIPPAGE.