Rans S6-ESD Coyote II, G-MYLW
Report name:
Rans S6-ESD Coyote II, G-MYLW
Rans S6-ESD Coyote II, G-MYLW
Registration:
G-MYLW
G-MYLW
Type:
Rans S6-ESD Coyote II
Rans S6-ESD Coyote II
Location:
Priory Farm Airfield, Norfolk
Priory Farm Airfield, Norfolk
Date of occurrence:
26 April 2008
26 April 2008
Category:
Sport Aviation/Balloons
Sport Aviation/Balloons
Summary:
The pilot/owner carried out a normal pre-flight check of the aircraft and found everything to be acceptable for flight. After starting the engine he ensured that it had reached its operating temperature, which took 8 to 9 minutes, before starting the take off. At about 100 ft on the climb-out the engine ‘faltered’. The pilot levelled the aircraft which was very rapidly followed by the engine stopping. He applied nose-down pitch and steered the aircraft away from the hangars and parked aircraft that were in the overshoot area of the runway. Due to insufficient height, speed and time the pilot initiated the flare as the aircraft impacted the ground in a field adjoining the side of the runway. Following the accident the pilot could find no obvious reason for the engine failure. The engine was taken to the manufacturer’s UK agent where it was examined and test run. The examination of the cylinders and pistons revealed no evidence of a ‘cold’ seizure. The engine was placed onto a test stand and test run. It ran satisfactorily. The ground level temperature and humidity figures from a meteorological aftercast were plotted on the carburettor icing probability chart and they indicated that there was a possibility of moderate carburettor icing at a cruise engine power setting and serious icing at a descent power setting.
The pilot/owner carried out a normal pre-flight check of the aircraft and found everything to be acceptable for flight. After starting the engine he ensured that it had reached its operating temperature, which took 8 to 9 minutes, before starting the take off. At about 100 ft on the climb-out the engine ‘faltered’. The pilot levelled the aircraft which was very rapidly followed by the engine stopping. He applied nose-down pitch and steered the aircraft away from the hangars and parked aircraft that were in the overshoot area of the runway. Due to insufficient height, speed and time the pilot initiated the flare as the aircraft impacted the ground in a field adjoining the side of the runway. Following the accident the pilot could find no obvious reason for the engine failure. The engine was taken to the manufacturer’s UK agent where it was examined and test run. The examination of the cylinders and pistons revealed no evidence of a ‘cold’ seizure. The engine was placed onto a test stand and test run. It ran satisfactorily. The ground level temperature and humidity figures from a meteorological aftercast were plotted on the carburettor icing probability chart and they indicated that there was a possibility of moderate carburettor icing at a cruise engine power setting and serious icing at a descent power setting.
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