ERA09LA222

The pilot was test flying the airplane following adjustment of the horizontal stabilizer and installation of an in-line fuel primer pump. Shortly after takeoff, the engine began to lose power. The pilot turned to the right to avoid obstacles and lowered the nose to maintain gliding speed. During the forced landing, the airplane collided with terrain, resulting in substantial damage to the airframe. Examination of the engine revealed the automotive-type engine-driven fuel pump failed. The pump actuator spring was broken and fell out when the pump was removed. The Federal Aviation Administration (FAA) inspector reported that the pilot had been informed prior to the accident that he was not medically fit to fly because of the loss of part of his left arm. The pilot did not possess a current FAA medical certificate.

On March 30, 2009, about 1300 eastern daylight time, an experimental, amateur-built, Rogers Flaglor Scooter, N3248Q, was substantially damaged following an engine power loss after takeoff from Beaverbrook Aerodrome (10GA), Griffin, Georgia. The airplane was registered to and operated by the certificated private pilot. The pilot sustained serious injuries. Day, visual meteorological conditions prevailed at the time, and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight was originating at the time of the accident. An inspector from the Federal Aviation Administration (FAA) responded to the accident site and examined the wreckage. He reported that the fuel tank was found 20 feet from the main wreckage and was approximately one-fourth to one-half full of fuel. An in-line bulb-type primer pump was installed and required three full squeezes to produce fuel flow. The engine was intact. There was a small amount of fuel in the clear plastic supply line from the engine-driven fuel pump to the carburetor. One of the propeller blades was warped aft approximately 20 degrees and the hub was splintered. The pilot, who was also a certificated mechanic, reported that he had flown the airplane earlier in the day and determined that the horizontal stabilizer needed adjustment. He also installed the fuel primer pump. After the maintenance work was completed, he took off on runway 33. At approximately 150 feet above ground level (agl) after takeoff, the engine began to sputter and miss. He turned the airplane approximately 60 degrees to the right to avoid obstacles and to find an open area to land the airplane. He pushed the nose over to maintain gliding speed and the airplane collided with the ground. The pilot’s injuries included a broken leg. He was wearing a helmet at the time of the accident; he believes this may have prevented head injury. He reported that the engine-driven fuel pump failed; due to time constraints he did not activate the fuel primer pump to restore fuel flow. On May 6, 2009, a follow-up inspection of the wreckage was performed at the pilot’s residence by NTSB and FAA personnel with the pilot in attendance. The engine-driven fuel pump had been removed by the pilot. The automotive-style pump, manufactured by Volkswagen in Brazil, was a sealed unit and was not disassembled. The examination revealed the pump actuator spring was broken; the owner stated that the spring fell out when the pump was removed. The pilot provided a video recording of the accident sequence, taken by a friend. A review of the recording confirmed the account of the pilot. The pilot did not possess a current FAA medical certificate and his last valid medical certificate was issued in 1998. The FAA inspector reported that the pilot was verbally notified prior the accident that he was not medically fit to fly due to the loss of part of his left arm. The pilot voluntarily surrendered his pilot certificate to the FAA inspector onMay 5, 2009. The 1252 weather observation for the Hartsfield-Jackson Atlanta International Airport (ATL), Atlanta, Georgia, located 20 miles north of the accident site, included the following: surface winds from 290 degrees at 5 knots, 10 statute miles visibility, few clouds at 15,000 feet and a broken ceiling at 25,000 feet, temperature 14 degrees Celsius (C), dew point 1 degrees C, and an altimeter setting of 30.05 inches of mercury.