- Fatal stall accident involving a Rans S-7 Courier at Treeport Airport (ID22), Spirit Lake, Idaho:

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- Fatal stall accident involving a Rans S-7 Courier at Treeport Airport (ID22), Spirit Lake, Idaho:

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Aviation Accidents / NTSB Case Reviews

Күн бұрын

On October 06, 2020, at 1533 Pacific daylight time, a Rans S-7 Courier amphibious airplane, N55893, was substantially damaged when it was involved in an accident near Spirit Lake, Idaho. The pilot sustained fatal injuries and the passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot and pilot-rated passenger were departing from a grass runway. The passenger stated that the airplane remained in ground effect for a large duration of the takeoff and then climbed above the treeline. At an altitude of about 75 ft above ground level, the airplane’s left wing stalled, and the airplane collided with terrain.
Analysis of video of the accident takeoff and GPS data indicated that the airplane’s wing reached its critical angle of attack before it began to lose altitude and descend into terrain. Sound spectrum analysis of the engine indicated that it was producing power at the time of the accident. Given the weights of the pilot, passenger, and fuel onboard, the airplane was under its maximum gross weight and within its center-of-gravity limits at the time of the accident. The circumstances of the accident are consistent with the pilot’s exceedance of the airplane’s critical angle of attack during the initial climb, which resulted in an aerodynamic stall and loss of control.
Probable Cause: The pilot’s exceedance of the airplane's critical angle of attack during the initial climb after takeoff, which resulted in an aerodynamic stall.

Пікірлер: 73

@aviationaccidentsthisdayinhist Жыл бұрын

On October 06, 2020, at 1533 Pacific daylight time, a Rans S-7 Courier amphibious airplane, N55893, was substantially damaged when it was involved in an accident near Spirit Lake, Idaho. The pilot sustained fatal injuries and the passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot and pilot-rated passenger were departing from a grass runway. The passenger stated that the airplane remained in ground effect for a large duration of the takeoff and then climbed above the treeline. At an altitude of about 75 ft above ground level, the airplane’s left wing stalled, and the airplane collided with terrain. Analysis of video of the accident takeoff and GPS data indicated that the airplane’s wing reached its critical angle of attack before it began to lose altitude and descend into terrain. Sound spectrum analysis of the engine indicated that it was producing power at the time of the accident. Given the weights of the pilot, passenger, and fuel onboard, the airplane was under its maximum gross weight and within its center-of-gravity limits at the time of the accident. The circumstances of the accident are consistent with the pilot’s exceedance of the airplane’s critical angle of attack during the initial climb, which resulted in an aerodynamic stall and loss of control. Probable Cause: The pilot’s exceedance of the airplane's critical angle of attack during the initial climb after takeoff, which resulted in an aerodynamic stall.

@virginiaviola5097 Жыл бұрын

It’s heartbreaking watching these, because you know what’s coming, but in that moment recorded in history, that pilot had no idea that he was living the last few seconds of his life…makes me want to put my hand in the screen and pull the plane out and say ‘perhaps not the day for flying, try again tomorrow’.

@musoseven8218 Жыл бұрын

There by the grace of God etc..

@virginiaviola5097 Жыл бұрын

@@musoseven8218 so true.

@erickborling1302 Жыл бұрын

TAKEOFF BRIEF WITH ABORT POINT. Know your AC and personal performance. It's that simple.

@erickborling1302 Жыл бұрын

@@musoseven8218 False. By familiarization (or not) with wx conditions, aircraft state (weight/fuel/maint.), and pilot proficiency. "By the grace of god" never resulted in a person flying so... welcome to the 21st century.

@benparadude2028 Жыл бұрын

I was a pilot passenger riding in the back of this plane on this accident. Yes the plane was under powered and the prop was not pitched correctly. I got out of this plane earlier because it would start, then it would shut off. Unbeknownst to me this plane was involved in a Gear up landing the month prior during a ferry flight. We had landed in the lake the flight prior which was approximately 30 mins before the accident. We used almost a mile of water just trying to get airborne. The owner/ pilot flying wanted to meet a friend of mine at this airport that does aircraft engine installations. I told him that we should not land here without prior permission, he didn’t listen to my advice and landed anyway. I told him let’s do this another day when he knows we are coming I was concerned about his ability to fly in and out of this airport because of the cross wind factor there. I instructed him to take off at Vy and stay in ground effect for a longer period of time to build up speed. He just jerked it off the ground prematurely to compensate for the rough runway. When I realized he kept climbing and not leveling off, the aircraft was approaching stall speed. I told him to level off and get some airspeed. He said I’m just gonna turn towards the valley and descend…..that was the last thing he said out loud. I pulled my shoulder harness tight and braced for a tree landing, the next thing I know, we are inverted pointing at the ground. I said to myself, well this is how I leave this earth today…..,. His widow and friends are trying to blame me for this accident. When all I did was show up at his hanger to get my Garmin Back that he borrowed for the ferry flight. I climbed out of this plane and should have never gone back in it to appease his insecurity about flying it with the prop not being pitched right to make RPM………

@jimmydulin928 Жыл бұрын

He stayed in low ground effect a bit, after rear wheels were off, but not as long as possible. The extra low ground effect energy left by climbing out too early could have made a difference. He also climbed way too high over the trees trading airspeed for altitude. In order to fly away or at least fly all the way to the crash, airspeed above stall airspeed, actually airspeed to fly efficiently and maneuver a bit, is critical. We need to get over the need to get up when low ground effect is still available and the need to get as far up as possible. Just above up as far as possible is stall. When too low to recover from inadvertent stall, maneuvering flight, airspeed and not altitude is life. Consider a crop duster's spray run and pull up. He has accelerated absolutely as long as possible in low ground effect. When he pulls up, he just clears the trees. Farmers have been sure I hit the trees. It was just wingtip vortices, but for least airspeed bleed we need to be that close. Airspeed, not altitude, is life during maneuvering flight as in traffic pattern work.

@chipcity3016 Жыл бұрын

@jimmydulin928 you need to re visit your (lack of) understanding re stalls. Stalls are a wing angle (AOA) issue caused ONLY by excessive aft elevator input. Nothing to do with airspeed. So many accidents are caused by dropping the ball on AOA, while distracted with airspeed. Dumb, just dumb.

@jimmydulin928 Жыл бұрын

@@nullnvoid123 Your father, like me was probably pre-PTS and just "Stick and Rudder." Wolfgang talked about trying to hit the trees rather than trying to fly too high over them. ACS now calls for acceleration in ground effect to Vx or Vy as appropriate, but the short field practice maneuver emphasizes as short as possible rather than energy management to make the outcome of every maneuver most likely positive. Neither Vx nor Vy are normally appropriate on long runways. This runway was long enough but the small wheels still digging in at a speed plenty sufficient to fly level in low ground effect is what got him so far down the field before liftoff. Vso has nothing to do with either liftoff or landing speed. It is an out of ground effect speed. We need to teach and use ground effect, which is an important part of energy management. Landing, where we don't want excessive float is just the opposite. We need to use elevator to decelerate on short final coming into ground effect.

@MatthewDelBuono Жыл бұрын

my instructor had me take off surrounded by trees off a grass field, and I'm really happy he did that. He was very careful to drill into me the need to stay in ground effect as long as possible, even though you see those trees in front of you. I feel like everyone should get this experience at least once to really see how it's done. kzfaq.info/get/bejne/mMWcfKhezpzKmJc.html

@andrelancha9605 Жыл бұрын

I am a pilot with.more than 5.000 hours in J3 and similars. The wrong thing was that he turns to left and the wind was coming from the right. The tailwind component brought the plane down.

@deansapp4635 Жыл бұрын

You are correct, Audre

@tropicthndr Жыл бұрын

Uhhhhh no, the “wrong thing” was way before he even got into airplane, low income individuals with no smarts flying on “hope” their entire lives instead of being capable of doing the math. So they move out to places like this where nobody will notice. Ops now the whole world noticed.

@hmax1591 Жыл бұрын

Thank you for your informative feedback, wasn't the pilot of that plane suppose to know which way the wind-was blowing before taking off?

@davidlegas8066 Жыл бұрын

Explaine how the tailwind did anything once airborne except affect ground speed How about staying wings level to keep the vertical component of lift in the verticle

@justsnappy Жыл бұрын

@@davidlegas8066 turning into the wind would have given him a better rate of climb relative to obstacles.

@RustyHeartsTOV Жыл бұрын

RIP and my condolences for the family and everyone who knew him.

@psneves Жыл бұрын

sad. bear away from wind was maybe a definite factor here.

@rstats2127 Жыл бұрын

He should have never turned once he cleared the trees, gain airspeed and altitude. He was too nose high then turned, it also appears he could have used more runway than he did.

@dazknight9326 Жыл бұрын

It looks like the floats had increased drag on the already low powered plane vs. The airfield elevation. I would not have flown it. You already have density altitude on TO it looks like.

@erickborling1302 Жыл бұрын

If your small recip doesn't practically leap off the runway just after passing Vr, something's not right. ABORT! This should have been perceived the moment rotation failed to result in liftoff.

@stefanmargraf7878 Жыл бұрын

What was about the assumption the floats may have been full of water?

@Skiddins Жыл бұрын

They’d done a water landing in it previously.

@WendelltheSongwriter Жыл бұрын

The report says they were under gross

@ZeroSpawn Жыл бұрын

Why didn't he take off in the other direction? could have used the upwind for lift? I'm not an expert, but was the flaps down?

@westbeachum3160 Жыл бұрын

It looks like he took off into the wind if you check the flag.

@weofnjieofing Жыл бұрын

Failed to take into account the drag from the floats. Need more power.

@LorneArmstrong87 Жыл бұрын

That “no no no no” is me playing the last dose mission on gta. Trying to land the velum.

@hoofarted8709 Жыл бұрын

Im pretty sure the majority of the people here dont give a shit about your video game:)...lets see how many likes you get:)

@Fjord_Driver Жыл бұрын

Looked like he was barely off the ground past the halfway point of the runway when looking at Google maps aerial view. Just past the home with the green roof.

@nightwaves3203 Жыл бұрын

Sad. You see lines of trees you better realize winds are higher above them and roll over the drop off giving down drafts and swirling winds. Then the guy mentions he's headed into the valley which means he turned into a downslope which the wind speed increases going down. Not the increase in tail wind to have on the edge of the envelope.

@musoseven8218 Жыл бұрын

Good assessment too - well written 👍😊💜✌️ I think, that many of us, could see what was going to happen. Such a sad event.

@jimmydulin928 Жыл бұрын

Wind management is into wind on takeoff and for shorter radius turn. No problem with that. Downslope egress is also correct energy management. Increase in wind speed is positive on lift, not negative. Again, the problem was drag of small wheels in the grass/dirt and the failure to pitch into low and level ground effect prior to Vso. He did use a little low ground effect for acceleration. What he failed to do was get into low ground effect for most of his acceleration. The design of the airplane is to fly, as it will much more efficiently in ground effect. Vso is an out of ground effect number leading to thoughts of Vx or Vy as appropriate and such inappropriate considerations. More than Vx or Vy in low ground effect was appropriate here. More than Vx or Vy in low ground effect would have made the extra energy difference of life or death. More than Vx or Vy in low ground effect, which we crop dusters use and teach as default is what also saves us when we mess up and try to carry too much load. More than Vx or Vy in low ground effect is what will save you when you mess up and try to carry too much load. Those who never, ever mess up can safely ignore what I am saying here.

@normanscottsailing480 Жыл бұрын

the pla;ne looked to be underpowered and, with barely enough speed and altitude, he turned with the wind.

@neilhands1708 Жыл бұрын

Did he turn, or was it a stall induced turn?

@LincolnLagger Жыл бұрын

So many experts in here. Glad you never make a mistake.

@julesviolin Жыл бұрын

I believe that was Rotax powered? Just by the sound of it, that was not developing 5800 rpm take off power. I have nearly 1500 hrs in a Rotax 914UL tow plane and that just didn't sound right. He should have aborted

@18robsmith Жыл бұрын

It certainly didn't sound like the typical Rotax "angry bee" during the take-off roll

@Airsally Жыл бұрын

How was that plane ever going to be able to take off on water with those floats.

@CFITOMAHAWK2 Жыл бұрын

Oh, I Can't climb or accelerate!! So let me do a Too low and too slow tailwind turn... Molto Stupido Piloto.

@curoador 8 ай бұрын

was not a intentional turn, clearly the left wing stalled first and he reacted by rolling and pulling on the stick (worse thing to do in a stall) . I suspect if he didnt have the floaters causing more drag this would have been an instant stall spin instead of a prolonged stall

@CFITOMAHAWK2 8 ай бұрын

@@curoador Looks intentional left turn. He stalled later whille trying to turn. Stupido Piloto.

@bobblount9819 Жыл бұрын

did he forget to set his flaps?

@MikeBrown-ex9nh Жыл бұрын

Airspeed, Airspeed, Airspeed. Get your nose down.

@PJHEATERMAN Жыл бұрын

Sad. He just had to high AOA. How can a pilot not understand and fly your best rate of climb speed.

@jonasbaine3538 Жыл бұрын

best climb rate for that thing looks like 100fpm!

@PJHEATERMAN Жыл бұрын

@@jonasbaine3538 Given the conditions and any given aircraft that's all it may be able to produce. Doesn't matter what aircraft you're flying, you have to operate within the envelope.

@patriciamariemitchel Жыл бұрын

From where I sit, it looks like the pilot couldn't gain enough altitude, so he pulled the nose up too high.😢

@jimmydulin928 Жыл бұрын

The free kinetic energy acceleration of low ground effect, once left below (the need altitude now thing) may be needed just over the obstruction. Once we get well up out of ground effect, the airspeed needed to sustain flight out of ground effect is the greater consideration. We can't now go back and get that lost energy. Now the only extra kinetic energy, airspeed, available (throttle is full) is from the potential energy of altitude. Now rather than try to gain altitude we cannot gain, we need to concentrate on just clearing rather than comfortably clearing the obstructions. Now if we can't go over, we need to slowly fly into the tree but with enough airspeed to maneuver the nose between two trees. Comfortable clearing (the need for altitude) may be destruction to the airspeed needed to sustain flight here. Having twelve of my thirteen engine failures near the ground combat, crop dusting, and patrolling pipeline, I can assert that zoom reserve airspeed and not altitude is what kept me alive. I always had enough reserve airspeed to maneuver to a survivable landing site. The nearness of terrain is not comfortable, but the loss of control due to stall is less comfortable.

@patriciamariemitchel Жыл бұрын

@@jimmydulin928, I watched somebody crop dust one time. I don't know what kind of an engine it had, but the plane kept going over that field and shooting up almost like a rocket at the edge to avoid hitting the obstacles, one of which was the two story apartment building I was living in. I've never seen anything like it, not even in a movie with CGI. Could it be this pilot was used to having that kind of confidence in a plane? 🤯