# Incident 20220828015619I: Remos Aircraft Gmbh G-3/600, Crawford, MS, August 28, 2022

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: August 28, 2022, 16:45 local time
- Place: Crawford, MS
- Damage: Minor damage
- Phase of flight: Takeoff: Rotation
- Operating rules: General operating rules (Part 91)
- Location: 33.3023° N, 88.6253° W: Placed by OpenAirDocs: center of Crawford, MS, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=33.3023&lon=-88.6253&mi=10
- Aircraft: N264RA, a cancelled registration (https://openairdocs.org/deregistered/N264RA-2024-03-23) (OpenAirDocs)
- Registry model: Remos G-3/600 (registry code 060004I, https://openairdocs.org/model/remos-g-3-600) (OpenAirDocs)
- Registry engine: Rotax 912ULS series (registry code 55572, https://openairdocs.org/engine/rotax-912uls-series) (OpenAirDocs)
- Reported make and model: REMOS AIRCRAFT GMBH G-3/600
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 500 total, 39 in this make and model, 8 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20220828015619I

## Narrative

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

THE PILOT STATED, "I GAVE FULL POWER AND STARTED DOWN THE RUNWAY. THE LAST TWO THINGS I LOOK AT BEFORE ROTATING ARE OIL PRESSURE AND AIRSPEED. I GLANCED DOWN AND SAW "65" AND BEGAN TO ROTATE OFF THE RUNWAY. IMMEDIATELY EVERYTHING WAS MUSHY LIKE A STALL. I HAD TO USE FULL RUDDER AND THE PLANE WAS STILL GOING TO THE RIGHT OF THE RUNWAY. I FINALLY ADDED AILERONS TO BRING IT BACK TO CENTER BUT OVERCORRECTED AND THEN WAS GOING TO THE LEFT. SOMEWHERE IN THERE I GLANCED DOWN AGAIN AT THE GAUGE AND SAW "65" AGAIN. MY BRAIN COULD NOT UNDERSTAND WHY IT WAS MUSHY AT 65MPH. AFTER THE OVERCORRECTION TO THE LEFT, I MADE THE DECISION THAT PUTTING THE PLANE DOWN WAS GOING TO BE THE BEST OPTION SINCE "SOMETHING WAS WRONG THAT MY BRAIN COULD NOT IDENTIFY". AT THIS POINT, I WAS ONLY ABOUT 5 FT OFF THE GROUND AND HEADED ABOUT 30 DEGREES TO THE LEFT OF THE RUNWAY. I TOUCHED DOWN ON THE EDGE OF THE RUNWAY AND THEN DOWN THROUGH THE DITCH. AT SOME POINT I REMEMBER THINKING ABOUT "CHOOSING WHEN TO PULL POWER". AND SINCE THERE WAS NO PROP STRIKE, I OBVIOUSLY TURNED THE KEY OFF ON THE ENGINE (ALTHOUGH I DON'T REMEMBER THINKING ABOUT THAT). IT WAS NOT UNTIL THE NEXT MORNING WHEN I SAT BACK IN THE COCKPIT THAT I FIGURED OUT WHAT I DID. THE "65" THAT I SAW WAS A DIGITAL NUMBER. THE DIGITAL NUMBER IS THE OIL PRESSURE (NOT AIR SPEED). I NEVER LOOKED UP AT THE AIRSPEED GAUGE (NORMAL DIAL TYPE). SO I DON'T KNOW WHAT MY AIR SPEED WAS. AND OBVIOUSLY IT WAS SLOW AND IN A STALL. MY BRAIN COULD NOT FIGURE IT OUT WHEN I WAS TRYING TO FLY BECAUSE I THOUGHT I WAS DOING 65 MPH. I LIKELY WAS ONLY DOING 35.

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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