Pilot Debrief

GAME COMPOSITES LLC GB1 GAMEBIRD near Irwin, ID — 2024-07-04

Final reportWPR24FA225
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Date
2024-07-04
Location
Irwin, ID, USA
Airport
46U
Aircraft
GAME COMPOSITES LLC GB1 GAMEBIRD
Registration
N786AE
Category
Airplane
Highest injury
Fatal
Fatalities
1

Probable cause

The pilot’s decision to perform a spin maneuver at an altitude that was insufficient to complete a successful recovery and subsequent failure to properly arrest the spin, which resulted in a secondary stall and an impact with terrain.

NTSB narrative

The accident pilot and the pilot of a second airplane were practicing an aerobatic formation flight for an airshow within an aerobatic practice area. After completing the formation flight, the pilot of the second airplane maneuvered away from the aerobatic area while the accident pilot was conducting solo aerobatic maneuvers. The accident pilot then entered a left spin at an altitude of about 1,500 ft above ground level (agl). Upon completion of the pilot’s fifth turn during the spin maneuver, he attempted to recover the airplane at about 400 ft agl. The pilot used opposite (right) rudder to stop the rotation and relaxed the stick to neutral, which placed the airplane in a nose down dive attitude. The airplane then entered a secondary stall as it rolled and yawed to the right in a nose down attitude. As the airplane continued the dive and approached the water, the pilot maintained full aft pitch input until the airplane impacted water. Postaccident examination of the airplane and engine revealed no preimpact mechanical anomalies that could have precluded normal operation. The FAA estimates an altitude loss of approximately 500 ft for each 3-second turn during a spin maneuver in aircraft authorized for spins. Using the FAA’s estimate, 5 turns would have required a minimum of 2,500 ft agl to begin the maneuver. Instead, the pilot started the spin maneuver at 1,500 ft agl and began the spin recovery at 400 ft agl, which provided limited altitude to arrest the spin. Approximately 1 second after the recovery (following the fifth turn) the airplane entered a secondary stall likely because the spin maneuver had not been fully arrested as the pilot began to introduce aft elevator input. At the onset of the secondary stall, the pilot moved the flight stick to the full aft position instead of full forward, which would have increased his airspeed and allowed him to recover. The pilot’s improper movement of the flight stick would have exacerbated the stall; however, it is unknown if he would have been able to successfully recover from the secondary stall at such a low altitude. The accident was the result of the pilot’s decision to conduct a spin maneuver at an altitude that was insufficient to complete a successful recovery. The pilot’s failure to successfully arrest the spin resulted in a secondary stall and subsequent impact with terrain.

NTSB coding

Evidence available

  • FDR / data
  • Photos
  • 11 docket documents
View NTSB final reportView NTSB docket

Docket documents11

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