# NTSB CEN15LA402: Viking Dragonfly, N24TL, Freeport, IL, September 8, 2015 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: September 8, 2015, 08:25 local (13:25 UTC) - Place: Freeport, IL - Coordinates: 42.246112, -89.581947 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.2461&lon=-89.5819&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report April 4, 2016 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA FSDO - NTSB case key (mKey): 91941 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN15LA402 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/91941/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=91941 - Page: https://openairdocs.org/ntsb/CEN15LA402 ## Probable cause The airplane’s degraded climb performance due to its being over its maximum gross weight and a hole in the engine exhaust. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Aircraft capability: cG/weight distribution](https://openairdocs.org/ntsb-findings/01061040): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Clarke Reginald W DRAGONFLY MK II, 1 case](https://openairdocs.org/ntsb-findings/01061040/cases.md?model=056145S), [All aircraft, 66 cases](https://openairdocs.org/ntsb-findings/01061040/cases.md) - [Aircraft capability: climb capability](https://openairdocs.org/ntsb-findings/01061010): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Clarke Reginald W DRAGONFLY MK II, 1 case](https://openairdocs.org/ntsb-findings/01061010/cases.md?model=056145S), [All aircraft, 183 cases](https://openairdocs.org/ntsb-findings/01061010/cases.md) - [Engine exhaust](https://openairdocs.org/ntsb-findings/01057800): Aircraft › Aircraft power plant · Damaged/degraded (probable cause); cases with it: [Clarke Reginald W DRAGONFLY MK II, 1 case](https://openairdocs.org/ntsb-findings/01057800/cases.md?model=056145S), [All aircraft, 56 cases](https://openairdocs.org/ntsb-findings/01057800/cases.md) - [Object/animal/substance: fence/fence post](https://openairdocs.org/ntsb-findings/03022047): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Clarke Reginald W DRAGONFLY MK II, 1 case](https://openairdocs.org/ntsb-findings/03022047/cases.md?model=056145S), [All aircraft, 313 cases](https://openairdocs.org/ntsb-findings/03022047/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of lift](https://openairdocs.org/ntsb-events/500) (defining event); cases with it: [Clarke Reginald W DRAGONFLY MK II, 1 case](https://openairdocs.org/ntsb-events/500/sequence.md?model=056145S), [All aircraft, 252 cases](https://openairdocs.org/ntsb-events/500/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Clarke Reginald W DRAGONFLY MK II, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=056145S), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot was conducting a personal flight in the experimental airplane. The pilot reported that, during the takeoff roll, he observed a "puff" of smoke emanate from the engine's left side and noted that the airplane did not accelerate as quickly as it normally did. The pilot leaned the mixture control, which was at 3/4 rich, and the engine subsequently started to develop normal power. The airplane lifted off about midfield and 80 mph. When the airplane reached about 150 to 200 ft above the ground, the pilot noticed that it was not climbing as he would have expected. The manifold pressure was 47 inches, and he was concerned about "overboosting" the engine, so he reduced the manifold pressure to 40 inches, and the airplane then started to descend. The pilot increased the manifold pressure to 45 inches, but the airplane continued to descend. The pilot chose to perform a forced landing to a field, during which the airplane struck a wire fence and then the ground. During postaccident examination, the engine started without hesitation and ran up to 40 inches of manifold pressure for several minutes. Examination of the engine revealed a 1/2-inch square crack in the exhaust pipe. No other anomalies were noted with the engine or its systems. An examination of the airframe, flight controls, and remaining systems revealed no anomalies. The takeoff weight of the airplane at the time of the accident was estimated to be 1,310 lbs, which was 110 lbs over the airplane's maximum gross weight. It is likely that the combined effects of the hole in the exhaust pipe and the airplane being over its maximum gross weight negatively affected the airplane's climb performance during takeoff. ## Factual narrative On September 8, 2015, about 0825 central daylight time, a Viking (Clarke) Dragonfly MK II experimental airplane, N24TL, was substantially damaged when it hit a barbed wire fence during a forced landing near the Albertus Airport (KFEP), Freeport, Illinois. The pilot sustained serious injuries. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. The flight was originating at the time of the accident and was en route to Poplar Grove Airport (C77), Poplar Grove, Illinois. According to the written statement provided by the pilot, the preflight walk around and engine run up were uneventful. During the takeoff roll the pilot observed a "puff" of smoke from the left side of the engine and the airplane did not accelerate as quickly as it normally did. The pilot leaned the mixture control, as it was at 3/4 rich, and the engine started to develop normal power. The airplane lifted off about midfield and 80 miles per hour. Between 150 and 200 feet the pilot noticed that the airplane was not climbing as he would have expected. The manifold pressure was at 47 inches and he was concerned about "overboosting" the engine. He reduced the manifold pressure to 40 inches, at which time the airplane started to descend. The pilot increased the manifold pressure to 45 inches and the airplane continued to descend. The pilot elected to perform a forced landing to the field during which the airplane struck a wire fence and then the ground. According to the Federal Aviation Administration inspector who responded to the accident, both main landing gear legs, the left canard, and two of the three propeller blades separated from the airplane. The fuselage was split apart at the instrument panel and cabin. The left side of the instrument panel was pushed forward about 6 to 8 inches and the pilot's rudder pedals were pushed forward into the firewall. Fuel was not visible in the fuel tank; however, during the recovery of the airplane fuel spilled out and it was apparent that the fuel tank was compromised. The inspector was able to start the engine without hesitation and run it up to 40 inches of manifold pressure. He ran it for several minutes. Examination of the engine revealed a ½ inch square crack in the exhaust pipe. No other anomalies were noted with the engine or its systems. An examination of the airframe, flight controls, and remaining systems revealed no anomalies. The inspector provided weight and balance information for the airplane, luggage, and pilot. The gross weight of the airplane was 1,200 pounds. The pilot reported that there was 21 gallons of fuel on board. The weight of the airplane at the time of the accident was estimated at 1,310 pounds. ## Aircraft - Registration: [N24TL](https://openairdocs.org/deregistered/N24TL-2018-03-12), registration cancelled 2018-03-12, S/N C171032, built 1991 (OpenAirDocs) - Reported make and model: VIKING (Clarke) Dragonfly (MK II) - Registry model: [Clarke Reginald W DRAGONFLY MK II](https://openairdocs.org/model/clarke-reginald-w-dragonfly-mk-ii) (registry code 056145S) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: C171032 - Year built: 1991 - Airframe hours: 1008 - Engines: Subaru EJ 25 (2.5L) 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, August 17, 2015 - Departed: KFEP, Freeport, IL - Destination: C77, Poplar Grove, IL - Airport: KFEP, Albertus Airport, runway 24, 5,504 × 100 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review August 20, 2013; seat: left; restraint: 3-point; flight hours: 395 total, 57 in this make and model, 338 as pilot in command, 0.6 in the last 90 days, 0.6 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 8,500 ft broken - Temperature: 72 °F, dew point 70 °F - Altimeter: 29.87 inHg - Observed at: KFEP, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20150908015069A](https://openairdocs.org/incident/20150908015069A), Sep 8, 2015: Clarke Reginald W DRAGONFLY MK II, Freeport, IL, Destroyed. On the morning of September 08, 2015 at 0845 an experimental amateur built, dragonfly ii departed Freeport/ Albertus airport from runway 24 with a destination… ## Docket (3 files) The files NTSB released with the investigation on February 22, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=91941. 1.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 840 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436851&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Weight and Balance Information (item 2, .PDF, 208 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436852&FileExtension=.PDF&FileName=Weight%20and%20Balance%20Information-Master.PDF - Record of Conversation - FAA (item 3, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436853&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20FAA-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.