FTW97LA057

During hand propping of the airplane, the throttle is placed in the idle position with the ignition (magneto) switch and fuel on. However, when the engine is flooded, a clearing procedure must be used. For clearing the engine, the pilot turned off the ignition and the fuel and placed the throttle full open before pulling the propeller through backwards 10 blades. Subsequently, the pilot turned on the ignition and the fuel. However, he did not close the throttle. As the pilot pulled the propeller through a revolution, the engine started and the airplane went forward with full power. The left wing tip struck a steel pole and crossed the ramp, a taxiway, and a runway before striking windsock guy wires and coming to a stop. The airplane was not equipped with a parking brake, and at idle power a rubber parking pad at the nose served as the chock. On the Pilot/Operator Report the pilot recommended installing a hand brake, using full lean mixture for flooded procedures, and using a checklist.

On November 10, 1996, at 1500 central daylight time, a Gilbert Rutan Vari Eze, N18VE, registered to and operated by a private owner, under Title 14 CFR Part 91, struck a pole and windsock guy wires at the Sundance Airport, Oklahoma City, Oklahoma. The private pilot was not injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the planned local personal flight and a flight plan was not filed.

During an interview, conducted by the investigator-in-charge, on a pilot statement sent to the FAA inspector, and on the Pilot/Operator Report, the following information was reported by the pilot. The intention for the day was to fuel the airplane and fly for 1 hour; therefore, the pilot taxied the airplane and parked it at the fueling area where he added approximately 6 gallons of fuel. Since the airplane does not have a starter, the airplane is hand propped for starting. During the start, the throttle is placed in the idle position with the ignition (magneto) switch and fuel on; however, if the engine does not start on the first or second flip of the propeller, then the engine is flooded and a clearing procedure must be used. For clearing the engine, the pilot turned off the ignition and the fuel and placed the throttle full open before pulling the propeller through backwards 10 blades. Subsequently, the pilot turned on the ignition and the fuel; however, he did not close the throttle. As the pilot pulled the propeller through a revolution, the engine started and the airplane went forward with full power.

The left wing tip struck a steel pole and the airplane pivoted 90 degrees before the wing cleared the pole. Subsequently, the airplane crossed the ramp, a taxiway, and a runway before striking windsock guy wires and coming to a stop. The engine continued to run until the pilot reached the airplane and shut down the engine. The pilot further stated that clearance from the main wheel pants to the ground did not give enough room to chock the main wheels and the airplane was not equipped with a parking brake. At idle power, a rubber parking pad at the nose served as the chock. On the Pilot/Operator Report the pilot recommended installing a hand brake, using full lean mixture for flooded procedures, and using a checklist.

The FAA inspector examined the airplane and found that damage occurred to the left wing, canard, right elevator, nose gear, propeller, and wheel pants.