CEN20LA375

After the initial takeoff, the pilot proceeded about 10 miles east of the airport. He subsequently returned a few minutes later and entered a right-hand traffic pattern and performed two touch and go landings. Video footage of the final touch-and-go appeared normal; no anomalies were noted. A witness reported that the airplane entered a right turn after the final takeoff and climbed to about 200 ft above ground level (agl). Shortly afterward, the airplane appeared to become “unstable” and “rolled over and entered into a spin.” Performance data indicated that after the final takeoff, the airplane climbed to about 175 ft above ground level and accelerated to about 90 mph (78 knots). Over the next 4 seconds, the airplane slowed to about 70 mph (61 knots). Shortly afterward, the airplane entered a gradual descent, and the airspeed continued to decay. In addition, the bank angle began to increase and subsequently exceeded 90°. A postrecovery examination did not reveal any anomalies consistent with a preimpact failure or malfunction. The engine, reduction gearbox, and propeller assembly exhibited damage consistent with the production of engine power at impact. The performance data revealed that the airplane entered an aerodynamic stall as the bank angle increased during the descent. The witness statement was consistent with an inadvertent aerodynamic stall from an altitude that did not allow for recovery before impact with the terrain. However, the reason for the preceding decay in airspeed could not be determined from the available information.

The level flight, flaps up, maximum gross weight aerodynamic stall speed for the airplane was about 57 mph (50 knots). The stall speed increases as airplane bank angle increases. For example, in a constant altitude 45° bank turn the stall speed will increase about 20%; in a 60° bank angle turn the stall speed will increase about 44%. On September 2, 2020, at 1213 mountain daylight time, a Titan Mustang T-51 airplane, N153JW, was destroyed when it was involved in an accident near Brighton, Colorado. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. After takeoff the pilot proceeded about 10 miles to the east before returning to the airport and overflying the runway; he executed either a touch-and-go (landing and takeoff) or a low approach. He then entered a right-hand traffic pattern and completed a touch-and-go. Video footage of that touch-and-go indicated the pilot executed a normal approach and wheel landing. The subsequent takeoff appeared normal. No anomalies with respect to the airframe or engine were evident in the video. A witness reported the airplane entered a right turn after the final takeoff and climbed to about 200 ft above ground level (agl). Shortly afterward, the airplane appeared to become “unstable” and “rolled over and entered into a spin.” An airplane performance study based on the automatic dependent surveillance – broadcast (ADS-B) data indicated that, after the final takeoff, the airplane climbed to about 5,200 ft mean sea level (175 ft agl) and accelerated to about 90 mph (78 knots). Over the next 4 seconds, the airplane slowed to about 70 mph (61 knots). Shortly afterward, the airplane entered a gradual descent as the airspeed continued to decay. The bank angle increased and ultimately exceeded 90°. The airplane impacted an open field about 0.60 nm northwest of the departure end of the runway. The Adams County Coroner's Office, Brighton, Colorado, performed an autopsy of the pilot. The pilot's cause of death was multiple blunt force injuries. The FAA's Forensic Sciences Laboratory performed toxicology testing on the pilot’s tissue samples, which identified amlodipine in liver and kidney tissue. Amlodipine is a prescription medication commonly used to control high blood pressure; it is not considered to be impairing. A postrecovery examination did not reveal any anomalies consistent with a preimpact failure or malfunction. The engine, reduction gearbox and propeller assembly exhibited damage consistent with the production of engine power at impact.