CHI01FA235

The airplane collided with the terrain following a loss of control while turning final approach for runway 36L at Wittman Regional Airport (OSH), Oshkosh, Wisconsin. One witness reported that during the approach to OSH, N202RP was flying in a "very nose high attitude" at an estimated speed of about 90 mph, and its altitude was varying plus or minus 250 feet. The witness reported, "He appeared to overshot the base to final turn, and suddenly became unstable with a sudden bank to the right." Another witness reported seeing the airplane turn what appeared to be a final for runway 36R. This witness reported, "As the aircraft began a left turn for the runway, the right wing dipped and the aircraft dropped nose down behind the trees." The investigation revealed the pilot had approximately 37 hours in N202RP since he completed building it. With the exception of a couple of hours of instruction in an Extra and the 37 hours in N202RP, the pilot had only flown transport category airplanes during the past 4 years. Post accident inspection of the airplane and engine failed to reveal any failure/malfunction which would have resulted in the loss of control.

History of flight

On July 24, 2001, at 0845 central daylight time, a Payne Giles G-202, N202RP, collided with the terrain following a loss of control while turning final approach for runway 36L at the Wittman Regional Airport (OSH), Oshkosh, Wisconsin. The airline transport rated pilot was fatally injured and the airplane was destroyed. The 14 CFR Part 91 personal flight was operating in visual meteorological conditions and a visual flight rules flight plan had been filed. The flight originated from Muskegon, Michigan, at 0645.

The purpose of the flight was for the pilot to attend Experimental Aircraft Association (EAA) AirVenture 2001, Oshkosh, Wisconsin. The pilot's wife stated that he had originally planned on making the flight on the day prior to the accident; however, he delayed the trip for a day due to storms in the area.

One witness was flying a Luscombe behind N202RP during their arrival to OSH from Fisk. Fisk is a VFR check point for aircraft arrivals to OSH during AirVenture. This witness reported that he originally was following a Cherokee, but N202RP entered the approach at Ripon between his airplane and the Cherokee. He reported that he was flying at 92 miles per hour (mph) and he had to slow down to remain behind N202RP. He reported that N202RP was flying "very nose high attitude" at an estimated speed of about 90 mph. This witness reported the ground track of N202RP was "somewhat wandering" as it followed the railroad tracks during the approach. In addition, he reported that N202RP's altitude was varying plus or minus 250 feet. The witness reported, "He appeared to overshot the base to final turn, and suddenly became unstable with a sudden bank to the right." The witness reported that he then lost sight of N202RP, later seeing the airplane on the ground. The witness then advised the tower of the accident.

Another witness reported seeing a flight of three Bird Dogs (Cessna O-1, Classic aircraft) approaching the airport on a right base. The witness reported, "I heard the Extra call asking if he was OK to turn final. The controllers needed to let the last Birdbog in ahead of him." The witness reported that he looked away and when he looked back, the "Extra" was about 500 feet above the ground and pointed down at an angle perpendicular with the ground. The witness reported the airplane descended below the tree line.

A third witness reported, "I observed 3 Bird Dog aircraft turning a right base for runway 36 left. As the lead aircraft turned final I

observed a white and yellow low wing aircraft pass behind the Bird Dogs west to east and appeared to begin a left base for runway 36 right. As the aircraft began a left turn for the runway, the right wing dipped and the aircraft dropped nose down behind the trees."

Personal information

The pilot, age 56, held an Airline Transport Pilot certificate with airplane single engine land and airplane multi-engine land ratings. The pilot held type ratings in Boeing 737 and Learjet airplanes along with a Flight Engineer Certificate for turbojet powered airplanes. The pilot was issued a First Class Medical Certificate on June 25, 2001, with the limitation "Holder shall possess correcting glasses for near vision."

The pilot's logbook(s) were not located during the investigation. On the application for his First Class Medical Certificate, dated May 25, 2001, the pilot reported having a total flight time of 21,800 hours. In addition, he reported having flown 400 hours in the past 6 months. At the time of the accident, the pilot was flying for a major airline. That airline provided his airline flight times for the 12 months preceding the accident. For the months of June and July, the flight time total was 100.59 hours.

The pilot's wife reported the pilot had been a corporate pilot for approximately 16 years. At the time of the accident, he had been flying for an airline for the past 17 years. She stated that the pilot had owned a Pitts, but he sold it when he purchased the kit to build N202RP. She stated that it took approximately 4 years for the N202RP to be built. She reported that the pilot had received a couple hours of training in an Extra because it has handling characteristics similar to N202RP.

A friend of the pilot's reported that with the exception of a couple of hours of flight time, the pilot had not flown small aircraft between the time he purchased the kit for N202RP and the time the airplane was completed. He also reported that prior to the flight to OSH, the pilot had approximately 35 hours of flight time in N202RP.

Aircraft information

N202RP, s/n G-202-003, was a low wing, 2-seat amateur built, aerobatic airplane. According to the pilot's family, it had taken him between 3 1/2 - 4 years to build the airplane. The airplane was issued its experimental airworthiness certificate on September 22, 2000. The aircraft logbook indicates the initial test flight was completed on December 6, 2000, at which time the tach time was recorded as 8 hours. The Phase I, 25-hour inspection, was accomplished on June 16, 2001, at a tach time of 25 hours. According to the aircraft logbook, the Phase II inspection was completed in June (no date noted), 2001 at a tach time of 35 hours.

The airplane was powered by a Lycoming AEIO-360-A1E, engine. According to the logbook records, the engine was new when installed on the airplane on August 1, 2000.

N202RP was equipped with a Vision Microsystems VM1000 Engine Management System. This unit was taken to the manufacturer and its stored data was recovered. See attached report for details.

Meteorological information

Weather conditions reported at OHS at the time of the accident were sky conditions clear, visibility 10 sm, wind from 300 degrees at 3 knots, temperature 24 degrees C, dew point 19 degrees C, altimeter 29.92 inches of Hg.

The pilot received a weather briefing from the Lansing, Michigan, Automated Flight Service Station, at 0624, on the morning of the accident.

Communications

The Federal Aviation Administration (FAA) institutes special air traffic control procedures for the AirVenture fly-ins. These procedures are published in a notice to airmen (NOTAM). The pilot of N202RP was following the "VFR Arrival from Ripon to Fisk" for a landing on runway 36L. These procedures state in part:

Enter transition over Ripon. Maintain 90 knots (or best cruise speed if below 90 knots)

and 1,800 MSL. If unable, maintain 135 knots and 2,300 MSL.

Proceed single file over the railroad tracks toward FISK (FISK can be identified by

railroad track/road intersection and white strobe lights.) Fly over the railroad tracks;

do not fly over the strobe lights.

Listen for controller instructions as you approach FISK. Controller will use color and type

of aircraft at FISK. Pilots should vigorously rock wings to acknowledge ATC instructions

and refrain from verbal responses unless requested.

Controller will advise your assigned runway and when to monitor Oshkosh Tower

on 118.5 or 126.6.

A transcript of the OSH Air Traffic Controller Tower communications is attached to this report. It should be noted that the aircraft are not identified by N-number. They are identified by either make and model, color, wing configuration, or any combination thereof.

At 0840:06, a flight of three AT-6's was cleared to make a right break over runway 36L.

At 0841:05, a Ford Tri-Motor was cleared to land on runway 36L.

At 0841:59, a flight of three Bird Dogs requested to land on runway 36L. The controller instructed the Bird Dogs to fly their initial approach to runway 36R, and to expect to land on runway 36L after they made their break.

At 0842:41, the controller cleared the flight of AT-6's to land on runway 36L.

At 0844:10, the controller cleared the Bird Dogs to land on runway 36L.

At 0845:37, the controller transmitted, "looks like a high