# NTSB ERA10LA483: Globe GC-1B, N3348K, Clyo, GA, September 18, 2010 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: September 18, 2010, 12:57 local (16:57 UTC) - Place: Clyo, GA - Coordinates: 32.44889, -81.336944 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.4489&lon=-81.3369&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report June 20, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 77331 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA483 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/77331/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=77331 - Page: https://openairdocs.org/ntsb/ERA10LA483 ## Probable cause The pilot's failure to maintain a proper aircraft pitch attitude during the takeoff roll, which allowed the tailwheel to contact the grass runway and increase drag on the airplane. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Globe GC-1B, 2 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=9230104), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Performance/control parameters: pitch control](https://openairdocs.org/ntsb-findings/01062022): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Globe GC-1B, 2 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md?model=9230104), [All aircraft, 526 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470) (defining event); cases with it: [Globe GC-1B, 13 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=9230104), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Globe GC-1B, 13 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=9230104), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot and pilot-rated passenger were departing in a tailwheel-equipped airplane from the grass runway. The pilot reported that the engine lost power after the airplane broke ground with the runway. He pulled back on the control yoke to avoid striking departure end trees head-on; however, the airplane collided with the trees past the departure end of the runway. The passenger reported a lack of acceleration during the initial climb, that the engine rpm was about 2,650 to 2,700, and engine sounds were normal. A video taken of the takeoff roll indicated that the pilot allowed the tailwheel to drop back down and contact the grass for about three seconds before the video ended. The engine sound on the video was consistent with normal engine operation. A postaccident examination of the engine and airframe did not reveal any evidence of a mechanical malfunction or failure. ## Factual narrative On September 18, 2010, about 1257 eastern daylight time, a Globe GC-1B, N3348K, was substantially damaged when it impacted trees and terrain at Briar Patch Airport (9GA1), Clyo, Georgia. The airplane was owned and operated by the pilot. The certificated commercial pilot was seriously injured, and a pilot-rated passenger received minor injuries. Day, visual meteorological conditions prevailed at the time, and no flight plan was filed for the personal flight to Midway, Georgia (9GA2). The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight was originating at the time of the accident. The pilot reported that after breaking ground with the runway, a noticeable loss of engine power occurred. He checked the engine controls full forward, however this did not remedy the situation. He retracted the landing gear and attempted to gain enough altitude to clear the departure end trees. Realizing that the airplane would not clear the trees, he pulled hard aft on the stick to strike the trees flat rather than head-on. The airplane collided with the trees, then the ground and nosed over. The passenger, who was a certificated private pilot, reported that the pilot positioned the airplane for takeoff on runway 34. He observed the propeller, throttle, and mixture controls forward, and felt the tail come up during the takeoff roll. As the airplane "began to fly it did not seem to accelerate." He recalled that the engine tachometer read between 2,650 and 2,700 rpm during the takeoff roll and climb, and that the engine sound was normal. He sensed that the airplane would collide with trees at the end of the runway. The right wing struck the trees first, "then we rolled over." A witness, who was standing beside the runway, observed the airplane prior to taxi. He stated that the engine started normally and "sounded as if it was running smoothly." He reported that the winds were light and variable and the wind sock was "limp." During the takeoff roll, the engine "still sounded smooth." At the mid-field point on the runway, the airplane had not yet lifted off, "and did not seem to be accelerating like it should. With very little runway remaining, the airplane lifted off at a high angle of attack and climbed sluggishly to approximately 25 to 35 feet agl. It then began to settle, in a steep nose up attitude, and disappeared behind the trees off the departure end of the runway." The takeoff roll was videotaped by a bystander and a copy of the video was provided to an inspector with the Federal Aviation Administration. Examination of the footage revealed that, during the takeoff roll, the pitch attitude of the airplane increased, and the tailwheel appeared to re-contact the grass surface for about three seconds before the video ended. The liftoff and airborne portions of the flight were not recorded. The engine sound during the takeoff roll was consistent with a normal operating engine at takeoff power. The wreckage was examined ata salvage facility on February 14, 2011. The fuel tanks were examined and no water or particulates were observed. The fuel lines and vents were unobstructed. Both fuel tank filler caps were secure and the rubber seals were pliable. There was no fuel in the left tank and about one inch of light blue-colored fuel in the right tank. The engine was removed from the airframe and secured to a forklift. The top spark plugs were removed and inspected; the electrodes were normal in color and wear when compared to a Champion inspection chart. Internal engine continuity was confirmed and valve action was correct. There was impact damage to the exhaust system, engine mount, and fuel control linkages. The engine rotated freely when the propeller was rotated by hand. A fuel source was plumbed to the inlet of the engine-driven fuel pump. The starter was energized and the engine started after priming. The engine ran normally, however when the throttle was retarded from full forward, the engine stopped running. Three attempts were made with the same results. The fuel injection servo was removed from the engine and sent to Avstar Fuel Systems, Inc., Jupiter, Florida for further evaluation. An air safety investigator with the NTSB Miami, Florida office provided oversight of the inspection. The fuel injection servo met all of the manufacturer's specifications when the unit was tested, except for an extra lean setting at idle (measured 15 pounds per hour (pph) versus a normal range of 22 to 28 pph). There were no discrepancies noted that would have prevented normal operation of the fuel injection servo. Weather, recorded at Savannah/Hilton Head International Airport, Savannah, Georgia, located about 21 miles south of 9GA1, at 1253, included winds variable at 4 knots, visibility 10 statute miles, scattered clouds at 3,600 feet, ceiling broken at 18,000 feet, temperature 30 degrees C, dew point 21 degrees C, an altimeter setting of 30.09 inches Hg. ## Aircraft - Registration: [N3348K](https://openairdocs.org/aircraft/N3348K), registered now, S/N 1341, built 1948 (OpenAirDocs) - Reported make and model: GLOBE GC-1B - Registry model: [Globe GC-1B](https://openairdocs.org/model/globe-gc-1b) (registry code 9230104) (OpenAirDocs) - Registry engine: [Lycoming I0360 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 1341 - Airframe hours: 4647 - Engines: LYCOMING IO-360 SER 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Berg Steven D - Registered owner: Berg Steven D - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 8, 2010, 49 hours before - Departed: 9GA1, Clyo, GA - Destination: 9GA2, Midway, GA - Airport: 9GA1, Briar Patch Airport, runway 34, 2,600 × 100 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 71; injuries: serious; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review January 1, 2009; seat: left; flight hours: 1,434 total, 150 in this make and model, 18 in the last 90 days, 4 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 18,000 ft broken - Temperature: 86 °F, dew point 70 °F - Altimeter: 30.09 inHg - Observed at: SAV, 21 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 20100918053809A](https://openairdocs.org/incident/20100918053809A), Sep 18, 2010: Globe GC-1B, Clyo, GA, Destroyed. Pilot attempted a three-point takeoff in a tailwheel airplane on a grass runway (approximately 2 inches thick). The runway length was approximately 2,600 feet… ## Docket (6 files) The files NTSB released with the investigation on May 10, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=77331. 1.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 843 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40347285&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Evidence Control Form (item 2, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40347286&FileExtension=.PDF&FileName=Evidence%20Control%20Form-Master.PDF - Record of Interview - Passenger (item 3, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40347287&FileExtension=.PDF&FileName=Record%20of%20Interview%20-%20Passenger-Redacted.PDF - Passenger Statement (item 4, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40347288&FileExtension=.PDF&FileName=Passenger%20Statement-Redacted.PDF - Witness Statement (item 5, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40347290&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Fuel Control Flow Test Sheet (item 6, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40347291&FileExtension=.PDF&FileName=Fuel%20Control%20Flow%20Test%20Sheet-Redacted.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.