FTW95LA257

Witnesses said the engine lost power shortly after liftoff at 100 to 200 feet altitude and the pilot banked right in an apparent attempt to make a forced landing in a grassy field. One witness said the airplane stalled and spun before colliding with terrain. Another witness observed previous flights and said the engine would lose power after takeoff but the pilot would land on the remaining runway. Engine examination disclosed tight metal ties binding the fuel line against the structure. The vacuum-operated fuel pump was mounted on flexible plastic strips, allowing it to vibrate. Personnel who examined the wreckage reported that this could cause the pump to cavitate. The pilot had logged 1.6 hours in the airplane 10 months before the accident.

On June 22, 1995, approximately 2015 mountain daylight time, a Rocky Mountain Flygh Buccaneer 11 B2B, N4093F, was destroyed during an attempted forced landing at Longmont, Colorado. The private pilot was fatally injured. Visual meteorological conditions prevailed.

Three witnesses observed the accident and the following is based on their reports. Two of them made statements to the Longmont Police and are referred to in their enclosed report. Witness 1 said the airplane was at an altitude of 150 feet and flying over runway 11 when the engine started running rough and losing power.

The pilot made "a sharp 180 degree turn to land on the parallel dirt strip," lost altitude in the turn, and "impacted the ground at about a 45 degree angle." This witness had observed the airplane on previous flights. He said the engine would lose power shortly after takeoff and the pilot would land on the remaining runway.

Witness 2 observed the airplane in a 90 degree bank before it collided with the ground in a nose-low attitude.

A third witness observed the airplane take off and climb to an altitude between 100 and 200 feet. After hearing what sounded like a loss of engine power, recovery, then another power loss, the witness observed the airplane turn right, stall, spin, then nose straight down to the ground.

The engine was later examined by employees of Aviation Plus, Ltd., and by Federal Aviation Administration inspectors. The following is based on Aviation Plus' enclosed report. Pictures referred to in their report were removed and returned to Aviation Plus, Ltd. Tygon tubing was used (but not recommended) for the fuel line. Wire ties were used to secure the fuel line to the structure. Upon removal of the ties, kinks were noted in the fuel line. The vacuum operated fuel pump was mounted on two flexible plastic straps that would allow it to vibrate. The automatic oil injection system had been disabled. A loose fitting plastic cap allowed air and debris to leak into the injection pump.

Although the pilot had been certificated since April 1991, examination of his two logbooks disclosed no biennial flight review entry. The last logbook entry was dated December 14, 1994. His last ultralight flight was made on June 30, 1994, and his last flight in the Buccaneer 11 B2B was on May 8, 1994. He had logged a total of 1.6 hours in that airplane.

According to the Boulder County Coroner's Office, autopsy and toxicological protocols revealed nothing that would have been causal, or could have contributed to, the accident.