N224FH accident descriptionGo to the Utah map...
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|Accident date||May 17, 1994|
|Aircraft type||Hallstrom BD-5B|
|Location||St. George, UT|
NTSB descriptionOn May 17, 1994, approximately 0955 hours mountain daylight time (mdt), a Hallstrom BD-5B homebuilt aircraft, N224FH, registered to and being flown by Floyd P. Hallstrom, a certificated commercial pilot, crashed on approach to runway 17 at the St. George Municipal Airport, St. George, Utah. The aircraft was destroyed during the ground impact and post crash fire, and the pilot was fatally injured. Visual meteorological conditions existed at the time, and no flight plan had been filed. The flight, which was personal in nature, was to have been conducted in accordance with 14CFR91, and originated from the St. George airport approximately 0950.
According to witnesses, and the absence of any logged flight time in the BD-5B aircraft within the pilot's flight log, the accident flight was the first flight for the aircraft.
Witnesses reported the aircraft departing on runway 16, turning downwind, and remaining low within the pattern. One witness reported that the engine was running rough on the downwind. All witnesses agreed hearing a loss/reduction of power during the base turn to runway 16.
One witness, who was monitoring the airport UNICOM frequency on a hand held transceiver, reported that "after he rolled out on final he made a call "BD5 I've lost power - I'm going to try to make it"."
The aircraft impacted rapidly rising terrain approximately 1000 feet south of the threshold of runway 16 and at an elevation below the runway (refer to photographs).
Pilot Hallstrom's fourth logbook was reviewed and a total flight time of 1166 hours was recorded as of May 3, 1994. The last completed page contained the following information:
DATE: ACFT: TOT: DUAL: REMARKS: 02-24-90 C170A 1.5 0.0 T/O & LDGS (3 @ SGU & 6 @ 1L8) 02-27-90 C170A 1.0 0.0 T/O & LDGS (1 @ SGU & 1 @ 1L8) 03-03-91 C170A 0.3 0.3 T/O & LDGS 02-17-94 PA-28 1.0 0.7 T/O & LDGS 05-03-94 AA-5 0.7 BFR & CHECKOUT GRUMMAN AA5 AEROWEST ARTHUR G. JONES CFII MEL #1748219
The aircraft's logbook was reviewed. The latest entry was logged on May 5, 1994. This and all previous entries consisted of engine runs and taxi tests, but no actual flight time.
The logbook entry for March 20, 1994, read "Eng (sic) cut out four of the six runs? Running very rich?"
On the last page of the aircraft log which contained entries, a piece of scrap paper was found paperclipped. The paper had a listing of ten items of which the tenth read "Reset carb jet needle to #1 position both carb. Carb. running very rich. 3-26-94." This item had been lined out.
The St. George Municipal Airport is situated atop a bluff several hundred feet above the surrounding terrain and with steeply upsloping terrain at the approach ends of both runways.
MEDICAL AND PATHOLOGICAL INFORMATION
Post mortem examination was conducted by Edward A. Leis, M.D., on May 18, 1994, at the facilities of the Office of the Medical Examiner, 48 North Medical Drive, Salt Lake City, UT 84113. The cause of death was reported as "blunt force injuries."
Toxicological evaluation of samples from the pilot was completed by the FAA's Toxicology and Accident Research Laboratory and were negative with the exception of "salicylate detected in Urine" (refer to attached Toxicology report).
TESTS AND RESEARCH
The BMW R90S engine and twin Dellorto carburetors were disassembled and examined under the control of FAA Inspector Brent A. Robinson, at Hatz's Custom Cycle, on May 18, 1994. The left carburetor air\fuel mixture screw was found to be turned out 1.5 turns, which, according to the owner of the cycle shop, was the expected bench test setting. However, the owner advised Inspector Robinson that at the elevation of the St. George airport, an adjustment of 2.5 turns would be normal. The right carburetor air\fuel mixture screw was found to be turned out 2.25 turns. However, the slow idle jet was observed to be plugged with sand (refer to Engine Teardown Report of Inspector Robinson).
On site investigation was conducted by FAA Inspector Brent Robinson. The wreckage was released by Inspector Robinson to Richard Newcomb (refer to Inspector Statement). The aircraft logbook and pilot log #4 were returned via certified mail to Mrs. Hallstrom on October 26, 1994.