Berry Dean GLASAIR I N540GZ

Summary

On 2 May 2012 at about 11:15 local time, a Berry Dean GLASAIR I registered N540GZ, operated by Bernie W. Vasquez, was involved in an accident near Columbus, Georgia, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

2 May 2012 at 11:15

Classification

Accident

Location

Columbus, Georgia, United States

Nearest airport

Columbus Metropolitan Airport (CSG)

Coordinates

32.5164, -84.9389

Aircraft

Berry Dean GLASAIR I

Registration

N540GZ

Category

Airplane

Engines

1

Operator

Bernie W. Vasquez

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Columbus → Montgomery

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

ERA12LA315

Nobody was injured.

The pilot’s failure to maintain directional control during takeoff, which resulted in a runway excursion and collision with a runway sign. Contributing to the accident was the pilot’s lack of experience in the airplane make and model, resulting in and his failure to use the recommended flap setting for takeoff.

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

Read the full NTSB narrative

The pilot was attempting to take off in an experimental tailwheel-equipped airplane. He stated that the airplane started to accelerate forward on the takeoff roll and pull to the left while he had right rudder applied. The engine hesitated, and he applied more right rudder and full right brake with no results. He aborted the takeoff and applied both brakes to slow the airplane. The airplane exited the left side of the runway and collided with a runway sign; the left main landing gear collapsed, which resulted in structural damage to the airframe. The pilot reported that he had 0.1 hour in the accident airplane make and model. Examination of the wreckage, including the brakes, did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. The engine was subsequently test run at full throttle and no anomalies were noted. The airplane owner’s manual indicated that for takeoff, the flaps should be set at 20 degrees and that power should be added slowly to allow airspeed to build and the controls to become effective by the time full power is achieved. Examination of the wreckage revealed that the flaps were in the retracted position. The pilot’s lack of experience in the airplane make and model and unfamiliarity with its operating procedures contributed to his failure to use the recommended flap setting for takeoff.

Quoted verbatim from the NTSB record.