CEN10LA255

The pilot was performing a Phase I test flight in the experimental, tailwheel-configured airplane. The pilot elected to perform a full-stop landing after experiencing and correcting a rough running engine in the traffic pattern. During landing, the airplane touched down on the main landing gear, bounced and yawed left. The pilot added power and corrected back to centerline. The airplane then became airborne and entered an uncontrollable left turn until the airplane impacted the ground and caught on fire. Examination of the airplane did not reveal any anomalies which could have caused the loss of control. A review of the pilot’s flight experience revealed that he had 6.6 hours in tailwheel-configured airplanes.

On May 17, 2010, about 1135 mountain daylight time, a Supinski Mustang II tailwheel configured experimental airplane, N512SR, was substantially damaged during landing at Meadow Lake Airport (00V), Colorado Springs, Colorado. The Airline Transport rated pilot received minor injuries. The local, personal flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan, and was terminating at 00V when the accident occurred. Visual meteorological conditions prevailed at the time of the accident. The pilot stated he was conducting a Phase I test flight of the airplane. This was the airplane’s sixth flight and the pilot’s fifth flight in it. He had previously taken off, flown a flight profile to determine stall speeds, and performed a full stop landing. He took off again, performed one touch and go landing, and was on downwind in the traffic pattern when the engine started running rough. He switched from computer A to computer B (engine controllers for the Mazda 13B engine) and the engine began running normally. The pilot then elected to perform a full stop landing. The pilot stated he flew the final approach at 80 knots with the second notch of flaps. During landing the airplane touched down on the main landing gear, bounced, and immediately began a left turn/yaw. The pilot was able to correct back to centerline with right rudder and power. He then elected to keep the power in until the airplane became stabilized or became airborne. The airplane became airborne and began an uncontrollable left roll until the airplane contacted the ground. The airplane came to a rest and was on fire as the pilot exited the airplane. Witnesses observed the airplane touchdown, bounce, and start an immediate left turn with increasing pitch before hitting the ground. Several witnesses reported the engine was running normally during the final landing. The pilot reported having 16,000 total hours, 2130 hours in airplane single-engine, and 10 hours in this make and model airplane. A review of the pilot’s logbook showed he had accumulated 6.6 hours in tailwheel configured airplanes beginning in March, 2010. The pilot stated he had additional tailwheel time logged in an earlier logbook, but he could not find it. He also said he preferred a three point landing in the airplane since the propeller was close to the ground during a main gear landing. The pilot said the airplane had a previous rudder control malfunction during taxi testing which caused a departure from the taxi surface. That excursion was attributed to incorrect installation of the rudder cables. This deficiency was identified in an airworthiness directive (AD) and was subsequently corrected by the airplane builder. The pilot did not report any additional problems with the rudder system after the cables were corrected. Examination of the airplane wreckage showed the engine cowling, cockpit and fuselage were mostly consumed by fire. The empennage was separated fromthe fuselage. Both wooden propeller blades were fractured and separated near the propeller hub. The rudder cables were attached to the rudder pedals and rudder control continuity was verified to the rudder. Rudder movement was verified by moving the rudder back and forth between the rudder stops. Aileron control tube continuity was verified from each aileron to the control sticks. A section of the forward elevator control push-rod and a section of the aft elevator control push-rod were not located. The ends of the elevator control push-rod sections were fractured in a manner consistent with overload. No anomalies were found with the airplane during the examination.