Pilot Debrief

BEDECORP LLC BD-22 near Fort Pierce, FL — 2015-04-01

Final reportERA15FA175
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Date
2015-04-01
Location
Fort Pierce, FL, USA
Airport
FPR
Aircraft
BEDECORP LLC BD-22
Registration
N224BD
Category
Airplane
Highest injury
Fatal
Fatalities
1
Phase of flight
Initial climb

Probable cause

The pilot's excessive pitch control inputs to the airplane’s sidestick control, which resulted in an overstress of the airframe and its subsequent in-flight breakup. Contributing to the accident was the pilot's decision to operate the airplane contrary to the manufacturer's flight test policy.

Contributing factors

Contributing to the accident was the pilot's decision to operate the airplane contrary to the manufacturer's flight test policy.

NTSB narrative

The commercial pilot was tasked with performing high-speed taxi tests and familiarization with the experimental airplane. After performing two high-speed taxis, the pilot requested taxi clearance to the active runway, received a takeoff clearance, and departed from the runway. Witnesses reported that, after departure and while in the traffic pattern, the airplane's pitch oscillated and that, when it turned onto the final leg of the traffic pattern, it continued to pitch up and down. The airplane subsequently descended and impacted terrain about 1 mile from the approach end of the runway. Images captured by an onboard video recorder provided information about where the pilot's attention was directed, his interaction with the flight controls, and the status of cockpit instruments and engine indicators. The information indicated that the pilot did not pin his left arm to the armrest and that he used his entire forearm to move the airplane's sidestick flight control. In addition, the pilot released and re-gripped the sidestick several times, which exacerbated the negative g maneuvers. These control inputs were indicative of the pilot overcontrolling the airplane. As the pilot flew the right-hand traffic pattern, he repeatedly turned his head right and/or reached right. These movements and distractions resulted in the airplane beginning to oscillate. In each of the pitch excursions, except for one that occurred during the takeoff, the pilot's left arm moved fore and aft, and negative gs were present. During the flight, as the speed increased, each pitch oscillation increased; the final adjustment of the flight control by the pilot resulted in an overstress of the airframe and its subsequent in-flight breakup. A postaccident examination of the airframe, flight controls, and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Although the pilot reported a high level of total flight experience, he had accumulated less than 1/2 hour of total flight experience in the accident airplane make and model at the time of the accident. The airplane manufacturer's flight test policy indicated that, to gain experience, pilots should first taxi the airplane, then perform high-speed taxis, then perform high-speed taxis with the nose gear off the ground, and finally, after the pilot was comfortable with the airplane, to perform a takeoff. The pilot decided to perform the takeoff without the requisite experience; therefore, he was operating contrary to the manufacturer's flight test policy.

Analysis

Primary failure mode
Loss of control
First missed decision gate
Pilot should have completed more familiarization before attempting flight.

NTSB coding

Evidence available

  • ATC audio
  • Video
  • Photos
  • 14 docket documents
View NTSB final reportView NTSB docket

Docket documents14

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