The pilot of the experimental, amateur-built airplane reported that he was unfamiliar with the Lancair 235 and that, during a pre-purchase flight, he was accompanied by an aircraft mechanic/pilot familiar with the airplane.
The mechanic, seated in the right seat, instructed him to anticipate adding right rudder when increasing power during takeoff.
During takeoff, the pilot applied right rudder, however once full power was applied, the airplane continued to veer to the left.
He added that he and the mechanic verbally communicated that they “both were applying right rudder and simultaneous aileron.”
The pilot then pulled the mixture control to shut off the engine. However, the airplane continued off the left side of the runway.
The pilot heard a loud “pop,” and the plane then veered to the right, the landing gear collapsed, and the plane came to rest off the right side of the runway.
The airplane sustained substantial damage to the fuselage and rudder.
The pilot reported that he believed a “mechanical” failure caused the airplane to not respond to inputs from the right rudder, right brake, and right aileron and that the left brake or bearing seized, causing enough friction to overcome the control inputs.
The mechanic stated that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
According to the mechanic, the airplane was not equipped with rudder/brake pedals on the right side, and before the flight, the pilot had used the brakes effectively to taxi for takeoff. He further stated, “all brakes were in good shape, and everything was in good operational condition.”
The automated weather observation system on the airport in Denison, Texas, reported that, about the time of the accident, the wind was from 190° at 7 knots. The pilot was departing on runway 17L.
Probable cause: The pilot’s failure to maintain directional control during the takeoff roll.
NTSB Identification: GAA17CA435
This July 2017 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
From my experience teaching both light sport ,taildragger, and experimental training is having students control the left turning tenancy on take off. I normally have them coordinate the throttle control wit the rudder
The pilot said he and the mechanic verbally communicated both were applying right rudder, but the mechanic said the airplane was not equipped with pedals on the right side. So from what the pilot said, it sounds like he may have mistakenly depended on the mechanic to help with directional control.
“both were applying right rudder and simultaneous aileron.” This is a common mistake. The increased drag on the left aileron increases the left turn tendency.
It is common technique for most right crosswind takeoff rolls. Right aileron to keep the right wing from rising – right rudder to neutralize left turning tendencies and roll straight down the centerline. Left rudder is often not needed until the airplane starts to roll to the right at rotation. In very strong right crosswinds left rudder may be needed from the start of the takeoff roll. In all cases, rudder as necessary to roll down the centerline.
A crosswind from the right? That is a more than questionable assumption. This would have resulted in the aircraft veering to the RIGHT and not to the left, see the Airplane Flying Handbook :
With the aileron held into the wind, the takeoff path must be held straight with the rudder.
Normally, this will require applying downwind rudder pressure, since on the ground the airplane will tend to weathervane into the wind. When takeoff power is applied, torque or P-factor that yaws the airplane to the left may be sufficient to counteract the weathervaning tendency caused by a crosswind from the right.
It all depends on the amount of crosswind and the amount of left-turning force. Basically on the takeoff roll, the wing is held level with the ailerons, the ground track is controlled with rudder. In this case it looked like a light right crosswind force but some pilots depending on their preferences may initially apply up to full aileron at the start of the takeoff roll and reduce that as needed during the takeoff roll. Since the wind numbers did indicate only a low right crosswind component, I’m assuming the left turning tendencies were greater than the right weathervaning forces, and therefore right rudder was still needed on the takeoff roll.
“A crosswind from the right? That is a more than questionable assumption.” About the time of the accident the AWOS reported winds from the right for the departure runway. However the crosswind component was only 2.5 knots, so probably the left turning forces were predominant requiring right rudder for the takeoff roll.
Right aileron??? Might want to rethink that!!
The wind was from the right so right aileron would have been appropriate.
Really dumb. One NEVER applies full power to any new or unfamiliar aircraft suddenly. Even with experience power is always added gradually. This plane is not particular higher performance since it only has a Lyc 235 100hp in it so to lose rudder control on takeoff esp with two men inside one had to really mess it up.
The ‘235’ is the model number. see the specs below;
‘The Lancair 235 has a 160-horsepower Lycoming engine and a two-blade, constant-speed propeller that gives it an average cruise speed of 210 knots and a rate of climb of 1,550 feet per minute….’
I’m sure the owner is really angry at the results…and most insurance covers only ‘named’ pilots, so he is out the cost to repair.
OOPs, the ‘235’ does indeed have a 125 HP, O-235…..from the docket form 6120..