ERA13LA167

The pilot reported that he intended to perform a flyby before landing. As he approached the runway about 50 feet above ground level, the pilot advanced the throttle to full; however, the engine immediately stopped. He responded by pitching the airplane up and to the right. The airplane then entered a steep left turn. The airspeed decreased to 100 mph, and the airplane started to vibrate, so the pilot quickly leveled the wings and pitched downward to prevent the airplane from entering a stall. The pilot continued to fly a wings-level descent until the airplane impacted terrain. Examination of the airplane revealed that the engine choke cable was rigged backwards; therefore, pulling the choke knob out opened the choke valve and pushing it in closed it. The choke knob, which is located directly behind the pilot's head, was found pushed in during postaccident examination. Therefore, it was likely that the pilot's head contacted the choke while he was responding to the loss of engine power, which resulted in a closed choke and a corresponding total loss of engine power. The experimental amateur-built airplane was equipped with an automobile engine and was never certified as airworthy; therefore, it was never issued an airworthiness certificate.

On March 14, 2013, about 1915 eastern daylight time, an experimental amateur-built BD-5 airplane, N30BA, was substantially damaged when it impacted the ground, following a total loss of engine power while performing a flyby at Mount Airy/Surry County Airport (MWK), Mount Airy, North Carolina. The private pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight. The flight originated from Statesville Regional Airport (SVH), Statesville, North Carolina. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The pilot reported on the common traffic advisory frequency that he was on final approach to runway 36. According to witnesses, the airplane was observed in a low pass to the east of the runway when it entered a climb and banked to the right, then banked steeply to the left. The airplane subsequently entered a descent, impacted terrain and came to rest in a ravine on airport property. The pilot stated that he intended to perform a flyby prior to landing at SVH. He approached runway 36 about 50 feet above ground level and 140 mph. When he advanced the throttle to full power the engine stopped immediately and he responded by pitching the airplane up and to the right. The airspeed then decreased to 120 mph and he entered a steep left turn, about 60 degrees. The airspeed decreased to 100 mph and the airplane started to vibrate, so he quickly leveled the wings and pitched downward to prevent the airplane from entering a stall. The pilot continued to fly in a wings level descent before impacting terrain in a slight nose down attitude. The wreckage was oriented about 040 degrees magnetic with a ground scar to the left of the aircraft nose 36 inches in length and approximately 18 inches deep. Small trees were stacked by the left wing root. According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with a rating for airplane single-engine land. The pilot’s most recent FAA third-class medical certificate was issued on July 29, 2008. The pilot reported 1,100 total hours of flight experience and three hours in make and model. The single-engine, pusher-propeller configured airplane was powered by a 1976 Honda Civic, 130 horsepower, automobile engine. According to FAA records, the airplane was never certified airworthy and therefore was never issued an airworthiness certificate. The pilot stated that the engine accrued about three hours since installation. Examination of the engine by FAA inspectors revealed that the choke cable was rigged backwards; pulling the choke knob out would open the choke valve and pushing it in would close it. The choke knob was located directly behind the pilot's head; therefore, any aft movement of the pilot's head could push the choke cable in causing the engine to stall. The cable connecting the choke knob to the carburetor could be moved freely. The propeller had minor damage androtated freely. The propeller drive belts were off the drive pulleys but were intact and the drive pulley rotated freely. The flywheel was rotated successfully by hand and the engine did not display any evidence consistent with seizing. The propeller clutch also appeared to be functioning correctly. The engine drive pulley was in place and rotated freely. Compression could not be determined due to the inaccessibility of the engine at the accident site. Continuity of the throttle and mixture controls to the carburetor was established. All flight control surfaces were accounted for at the scene and flight control continuity was confirmed for all major flight control surfaces. Both wing fuel tanks were breached but the fuselage fuel tank appeared full. At 1935, the weather observation at Mount Airy/Surry County Airport (MWK), Mount Airy, North Carolina, reported wind from 280 degrees at 3 knots, 10 miles visibility and sky clear. The temperature was 7 degrees C, dew point minus 13 degrees C, and an altimeter setting of 30.13 inches of mercury.