Goldman DRAGONFLY N222TH

Summary

On 3 October 2003 at about 15:45 local time, a Goldman DRAGONFLY registered N222TH was involved in an accident near Peoria, Illinois, United States. One person was on board and one had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

3 October 2003 at 15:45

Classification

Accident

Location

Peoria, Illinois, United States

Coordinates

40.7911, -89.6569

Aircraft

Goldman DRAGONFLY

Registration

N222TH

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Kenosha → Peoria

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CHI04LA002

1 person had minor injuries.

The loss of power for undetermined reasons and the inadvertent stall of the canard by the pilot on the turn to final during the forced landing, as well as the excessive descent rate causing the aircraft to "pancake" into the ground.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The amateur-built experimental airplane was substantially damaged during a forced landing following a partial loss of engine power. The pilot reported that he was in an en route descent when he advanced the throttle in order to level off. However, the engine did not respond and remained at idle power. His attempts to restore useful power were not successful. He set up for a forced landing. As he turned final, about 50 feet above ground level, he "felt the canard stall with its characteristic nose down bob." He reportedly pushed the nose down and "felt the canard resume flying." The pilot pulled back, raising the nose as the aircraft "pancaked into the ground." The aircraft slid approximately 300 feet on the grass before coming to rest. After the aircraft came to a stop, the pilot noted the engine was "still ticking over smoothly as it had been throughout this experience." He reported that he advanced the throttle once again to see if the engine would respond, however, it did not. A post-accident inspection was conducted. The aircraft was powered by an electronic fuel injected, rotary engine. Control continuity from the cockpit to the engine was verified and no anomalies were noted. Internal engine continuity was verified by propeller shaft/crankshaft rotation. Fuel was present at the inlet and outlet to the filter and the filter itself was clean. Fuel was present in the fuel tanks and appeared to be uncontaminated. The throttle body was intact and appeared fully functional. The manifold pressure orifices at the throttle body and the tubing from each orifice to the manifold pressure sensor was intact and unobstructed. The wiring harness between the sensor and electronic control unit (ECU), including the connectors and connector pins, appeared undamaged. The manifold pressure sensors were tested and functioned properly. The ECU controlled ignition and fuel metering to the engine. According to the manufacturer, a sensor reads manifold pressure at the throttle body. This is provided to the ECU in order to control fuel metering.

Quoted verbatim from the NTSB record.