WPR24LA228

The pilot departed after a quick stop during a cross-country flight. Flight data from the avionics unit installed in the airplane revealed that on takeoff, the airplane lifted off the ground and reached a maximum altitude of about 81 ft above ground level (agl). After liftoff, the airplane pitched up to a maximum angle of about 43° nose up and continuously rolled left, ultimately reaching a maximum of 60° of bank. The airplane’s pitch decreased rapidly over the next several seconds to 33° nose down, consistent with an aerodynamic stall. The airplane’s stall warning system activated 3 seconds before liftoff and deactivated about 1 second before impact. The airplane was airborne for about a total of 14 seconds before impacting terrain. Witnesses at the airport reported that they observed the airplane in a hard left-banked turn, in a nose-down attitude, until it impacted terrain. A review of pictures taken after the accident revealed that the right seat belt was looped around the right control stick, and it was secured to the full left and aft position. Flight data, impact damage around the control stick, and witnesses’ statements were all consistent with the right seat’s control stick being locked in the full left and aft position during the takeoff. It is likely that the pilot secured the right control stick with the seat belt acting as a flight control lock during his stop at the airport and failed to check that it was removed before takeoff. According to the pilot’s operating handbook for the accident airplane, the Before Takeoff Run-Up checklist calls for the flight controls to be checked. The recorded flight data did not reveal evidence of an engine run-up before takeoff, indicating that the pilot did not complete this checklist, and so did not benefit from the methodical self-assessment that the checklist provides. Postaccident examination of the airplane revealed no evidence of preimpact failures or malfunctions that would have precluded normal operation.

On July 2, 2024, about 1330 Pacific daylight time, a Vans Aircraft Inc RV-12IS airplane, N725FA, was substantially damaged when it was involved in an accident near Scappoose, Oregon. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he had flown the airplane from Grove Field Airport (1W1), Camas, Washington, to Scappoose Airport (SPB), Scappoose, Oregon. A review of flight data recovered from an avionics unit installed in the airplane revealed that the airplane landed at SPB about HHMM. A witness at the airport observed the pilot walking to the restroom and stated that the airplane was not refueled. Recorded flight data showed that the airplane’s engine was started about 1322. The airplane began taxiing about 1325. About 1329, engine power increased to about 5,250 rpm, consistent with commencing takeoff from runway 15 at SPB. During the takeoff roll, the airplane’s pitch angle increased to about 14.5° nose up. About 9 seconds after the takeoff roll started, the airplane lifted off the ground and reached a maximum altitude of about 81 ft agl. After liftoff, the airplane continuously rolled left, ultimately reaching a maximum of 60° of bank. The airplane’s pitch angle increased further, reaching a maximum of 43° nose up about 2 seconds after liftoff. The pitch angle then decreased rapidly over the next 4 seconds to 33° nose down. The airplane’s stall warning system activated 3 seconds before liftoff and deactivated about 1 second before impact. The airplane was airborne for about a total of 14 seconds before impacting a taxiway east of runway 15. The pilot did not recall the accident flight. Witnesses at the airport reported that they observed the airplane in a hard left-banked turn, in a nose-down attitude, until it impacted terrain. A review of pictures taken after the accident revealed that the right seat belt was looped around the right control stick. The right control stick was secured to the full left and aft position. According to the RV-12 pilot’s operating handbook, the Before Takeoff Run-Up checklist calls for the flight controls to be checked. The recorded flight data did not reveal any evidence of engine rpm changes consistent with an engine run-up before takeoff. Postaccident examination of the airplane revealed no evidence of preimpact failures or malfunctions that would have precluded normal operation. The rib outboard of the right control stick was deformed around the base of the stick by impact damage, which prevented movement of the right control stick.