# NTSB ERA22LA155: Aircraft Designs Stallion, N262KT, Ridgeland, SC, March 13, 2022 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: March 13, 2022, 15:00 local (19:00 UTC) - Place: Ridgeland, SC - Coordinates: 32.49, -80.99 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.4900&lon=-80.9900&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 104782 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA155 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104782/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104782 - Page: https://openairdocs.org/ntsb/ERA22LA155 ## Probable cause A loss of sufficient electrical power to the engine’s electronic fuel injection/ignition system for undetermined reasons, which resulted in a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Electrical power system: alternator-generator drive sys](https://openairdocs.org/ntsb-findings/01022410): Aircraft › Aircraft systems · Unknown/Not determined (probable cause); cases with it: [S D Martin STALLION, 1 case](https://openairdocs.org/ntsb-findings/01022410/cases.md?model=05635KV), [All aircraft, 25 cases](https://openairdocs.org/ntsb-findings/01022410/cases.md) - [Electrical power system: battery/charger](https://openairdocs.org/ntsb-findings/01022432): Aircraft › Aircraft systems · Unknown/Not determined; cases with it: [S D Martin STALLION, 1 case](https://openairdocs.org/ntsb-findings/01022432/cases.md?model=05635KV), [All aircraft, 37 cases](https://openairdocs.org/ntsb-findings/01022432/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Electrical system malf/failure](https://openairdocs.org/ntsb-events/332); cases with it: [S D Martin STALLION, 1 case](https://openairdocs.org/ntsb-events/332/sequence.md?model=05635KV), [All aircraft, 182 cases](https://openairdocs.org/ntsb-events/332/sequence.md) - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [S D Martin STALLION, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=05635KV), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Initial climb: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [S D Martin STALLION, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05635KV), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The pilot observed a high voltage warning during the experimental amateur-built airplane’s takeoff roll on the 5th flight during phase 1 testing. The pilot continued the takeoff and the airplane climbed normally to an altitude of 50 ft. When the pilot raised the landing gear, the engine immediately lost all power. He performed a forced landing straight ahead to a field, during which the fuselage sustained substantial damage. A postaccident examination of the airplane by the pilot revealed that the primary alternator circuit breaker was open. The airplane was equipped with two electrical busses, an airframe bus and an isolated engine bus. The airframe bus included a 60-amp primary alternator, a 20-amp secondary alternator, and an electro-hydraulic power pack that provided hydraulic pressure to operate the landing gear. The power pack’s electric motor required an estimated 40-42 amps for startup. Given the high voltage warning and open primary alternator circuit breaker, it is likely that the primary alternator went offline at some time during the takeoff before the pilot attempted to raise the landing gear. As he moved the landing gear lever, the hydraulic pump startup demand likely exceeded the capacity of the airframe electrical bus while operating with only the 20-amp secondary alternator. The airframe electrical bus provided power to the engine electrical bus. The engine electrical bus powered the engine’s electronic fuel injection and ignition system, which required an estimated 24 amps to operate. The high demand on the airframe bus due to the landing gear operation while the bus was operating off of the secondary alternator likely reduced or interrupted its ability to provide power to the engine electrical bus. The engine bus was equipped with a backup battery intended to provide power to the fuel injection and ignition systems in the event of a loss of electrical power from the airframe bus. The battery remained intact and able to energize the engine bus after the accident; however, neither of the electric fuel pumps would rotate. Although the fuel pumps were not examined and may have been damaged during the accident, given the loss of electrical power followed by loss of engine power, it is more likely that the backup battery system was unable to sustain the required load of the fuel injection/ignition system. The cause of the initial overvoltage and the alternator circuit breaker opening was not determined. The pilot suggested that an alternator overspeed due to an improper pully diameter, or loss of an electrical ground connection, could have resulted in an overvoltage. ## Factual narrative On March 13, 2022, at 1500 eastern daylight time, an experimental, amateur-built Aircraft Designs Inc. Stallion airplane, N262KT, was substantially damaged when it was involved in an accident in Ridgeland, South Carolina. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 flight test flight. The pilot reported that the accident flight was the airplane’s 5th flight during phase 1 flight testing for the experimental amateur-built airworthiness certificate. During the takeoff roll on runway 18 at the Ridgeland Claude Dean Airport (3J1), Ridgeland, South Carolina, he noticed an amber caution message for high voltage on the electronic flight instrumentation system. He elected to continue the takeoff and at an altitude of about 50 ft above ground level, when he raised the landing gear, the engine immediately lost all power. He moved the landing gear handle back to the “down” position, deployed the flaps, and performed a forced landing straight ahead into an open field. After a landing roll of about 100 yards, the airplane yawed to the right about 90°. Examination of the wreckage by a Federal Aviation Administration inspector revealed that the airplane sustained substantial damage to the lower fuselage structure. The pilot further reported that after the accident, he found the primary alternator field circuit breaker in the open position. Both batteries (one on the airframe electrical bus, the other on the engine electrical bus) retained some power. The engine electrical bus had power when activated by its independent switch; however, neither of the electric fuel pumps would operate, though they appeared to draw some current. According to the pilot, the engine was equipped with a Simple Digital System electronic fuel injection and ignition system. The system was powered by a dedicated 12 volt engine electrical bus, which included a backup battery and dual redundant electric fuel pumps. The system required an estimated 24 amps to operate. The engine electrical bus received its power from the 28 volt airframe bus, through a DC-DC converter. The engine was equipped with a primary 60-amp alternator and a backup 20-amp alternator, both of which were connected to the airframe electrical bus. The airplane was also equipped with an electric/hydraulic power pack that provided hydraulic pressure to operate the retractable landing gear. The electric motor required about 40-42 amps at startup and about 20-22 amps when running. ## Aircraft - Registration: [N262KT](https://openairdocs.org/deregistered/N262KT-2022-12-03), registration cancelled 2022-12-03, S/N 036, built 2019 (OpenAirDocs) - Reported make and model: Aircraft Designs Inc. Stallion (NO SERIES) - Registry model: [S D Martin STALLION](https://openairdocs.org/model/s-d-martin-stallion) (registry code 05635KV) (OpenAirDocs) - Registry engine: [TCM IO-550-N](https://openairdocs.org/engine/tcm-io-550-n) (registry code 42990, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 036 - Year built: 2019 - Airframe hours: 1.3 - Engines: Continental IO-550CCN 310 horsepower reciprocating - Damage: Substantial damage - Flight: Flight test, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, June 8, 2021 - Destination: Same as departure - Airport: 3J1, Ridgeland Claude Dean Airport, runway 18, 4,200 × 75 ft, asphalt - Equipment: Auto-pilot, Angle of attack indicator, ADS-B, Handheld GPS, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; airline transport, commercial; airplane ratings: multi-engine land, single-engine land, multi-engine sea, single-engine sea; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review February 11, 2022; seat: left; restraint: 5-point; flight hours: 10,000 total, 27 in this make and model, 8,700 as pilot in command, 51 in the last 90 days, 42 in the last 30 days, 27 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 54 °F, dew point 18 °F - Altimeter: 30.44 inHg - Observed at: NBC, 14 nm away - METAR: METAR KNBC 131856Z AUTO 13007KT 10SM BR CLR 12/M08 A3044 RMK AO2 SLP309 T01171078= ## 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 20220313003289A](https://openairdocs.org/incident/20220313003289A), Mar 13, 2022: S D Martin STALLION, Ridgeland, SC, Substantial damage. Experimental homebuilt flight number 5, pilot/builder/mechanic stated the during initial takeoff, the overvoltage light came on, then the landing gear started… ## Docket (4 files) The files NTSB released with the investigation on March 20, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104782. 2.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16797135&FileExtension=pdf&FileName=01-01%20N262KT%206120_1_print_Redacted-Rel.pdf - Memorandum for record - information provided by FAA inspector (item 2, PDF, 1 page, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16795415&FileExtension=pdf&FileName=01-01b%20MFR%20Information%20from%20FAA%20Inspector-Rel.pdf - Memorandum for record - conversation with pilot (item 3, PDF, 2 pages, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16796279&FileExtension=pdf&FileName=01-02%20MFR%20Conversation%20with%20Pilot-Owner-Rel.pdf - Investigative photographs (item 4, PDF, 1 page, 1 photo, 452 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16797145&FileExtension=pdf&FileName=06-01-%20photo%20array_ERA22LA155-Rel.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.