Dale ‘Snort’ Snodgrass Reportedly Killed In Idaho Accident

[JohnH]

I just thought this is so strange . This seems like one of those STOL
airplanes that have a very low stall speed and good glide characteristics and would be really hard to crash. I just don’t know.

[JimH]

My gut feeling is he did a max performance takeoff, got to the top of the arc, stalled and spun in. The crash site photo looks like a vertical impact. I'm not really keen on seeing video but I have heard the audio tape from the tower. Multiple people ran to the wreckage immediately, the tower/ground controller told the airport truck to be aware of people running and not to run them over. I would venture to say somebody in the group was filming. When a STOL airplane quits flying, it really quits flying, combine that with a high torque engine... anyway, another NTSB report to wait for.

Jim

[eagle0025]

Agreed Jim. One news site reported "The crash occurred just after takeoff on Saturday afternoon, with eyewitnesses reporting that the aircraft stalled while gaining altitude at a steep angle before spiraling down towards the ground, according to CBS affiliate KLEW in Lewiston, Idaho.

[marine air]

I checked out in an ex French army bird dog several years ago. It had great STOL and was airborne in about 150’ takeoff roll. Colemill Enterprises also had a Birddog with a 325 up. Engine and four bladed prop from one of their Panther Navajos. They claimed it had a 60’ takeoff run. So, imagine an even stronger turboprop version.
I feel like whatever happened to “Snort” had also happened to the Italians when they had them. The NTSB will figure this one out.

[JimH]

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Last edited by JimH on Fri Jul 30, 2021 12:32 am, edited 1 time in total.

[JimH]

A friend of mine called me today after reading my post...from an extremely reliable source, Snort did a STOL takeoff, and pitched up to near vertical, slid off and went straight in. No spin, for what it is worth, it seems to be the seat, weight shift, or pitch control failure... For what that is worth.

Jim

[BigGrey]

I looked at a bunch of videos and pictures and I see a stick in the back seat but no panel. I also saw the pilot seat fairly far forward and do wonder how much travel it has.

[JohnH]

A friend of mine called me today after reading my post...from an extremely reliable source, Snort did a STOL takeoff, and pitched up to near vertical, slid off and went straight in. No spin, for what it is worth, it seems to be the seat, weight shift, or pitch control failure... For what that is worth.

Jim

Thanks Jim, my buddy who is high up in the Warbird industry texted me the same thing - that it was a near vertical after this happened. So this is spot on. Now I understand .

[kgiber]

Couple of thoughts on the L-19/O-1 Bird Dog series aircraft. First flew the O-1 as a Military Exchange Pilot with the ROK Air Force in South Korea in the late 1980's, I still occasionally fly a Bird Dog and I am a International Bird Dog Association approved Instructor Pilot.
The Bird Dog series aircraft fly's much like a early series Cessna 180, In the Southeast Texas summertime (1500 DA, +25 C OAT and approx. 2100 lbs GW) Normal TO (no flaps or 1 notch approx. 10 degrees), little back pressure on stick and will fly off off at 50-60 IAS and then accelerate to approx. 80 IAS for good ROC and engine cooling and vis over the nose.
Short Field Take-Off, flaps 30 degree's, fly off 50-60 IAS accelerate to 60 IAS in ground effect and climb at 65 IAS till clear of obstacles then 80 IAS climb.
Stall's power off in the Bird Dog are mild with 0 through half Flaps, full flaps ailerons a little sluggish but not bad. Power on stall's are a little more sporting, she will try to drop a wing on you and spin if you not working the rudder and keeping the ball centered.
As for TO distances normal summer temp's (Houston Area) at sea-level, Fuel Half tanks and 1 person approx. 400-500 ground roll for TO, to achieve a 150 ft ground roll, I believe you would need to be at a light weight and a cold day with a brisk headwind.
Landing are normally about 70 IAS on final, 65 IAS short final 30 degrees flaps, power as needed on final, chop power when landing area made and flare to a 3 point, just like a Cessna 180, Full Flaps is a very steep approach, same airspeed's carrying power on final as needed, she sometimes like's a little bust of power during the flare to get the nose up for your 3 point landing with full flaps.
The control lock system ( which I am assuming to be the same on the SM.1019 ) is very simple, In the Pilot's (front) seat if the bar is pulled up it locks the Pilots control stick and block's the rudder pedals, the rear seat control stick is removable and should always be stowed in its bracket on the left side of the rear seat, no reason to ever have a seat belt wrapped around the rear stick to lock controls.
One thing that could get you in the Bird Dog is the Elevator Trim, it is located to the Left and way down beside the Pilot's seat and is difficult to see the trim indicator, easy item to overlook or miss-read if was trimmed nose up from the last landing for those of us who wear glasses...
The Allison 250 series turbine engine is a good engine however it has its moments ( several thousand hours behind one in Hughes OH-6/500 and Bell OH-58/206) compressor stalls are Not uncommon if compressor blades are damaged or worn, worn compressor lining's, dirty compressor blades from lack of regular chemical washes (PD-680, gas path, etc chemical wash solutions), bleed valve's sticking, and air leaks with the fuel control to overspeed governor line are common problems that will cause compressor stalls and or loss of power.
Sorry to hear about such a unfortunate accident to skilled and gifted pilot, makes us all reflect a little bit about always taking your time when strap in, all aircraft can kill us, some just do it at a slower airspeed.

[A26 Special K]

My experience with the stock ‘Dog showed it to be very docile at slow speed with only the front seat occupied and the battery in the forward position. It has some adverse yaw induced by the ailerons so careful rudder coordination is necessary at all times. If the CG is more aft because the rear seat is occupied, it turns into a whole different animal. It may stall at a slower speed, but is more likely to fall off on one wing which if not stopped immediately, will rapidly accelerate into a spin. The p factor and torque of the bigger engine muddies up the water. Hard to believe though that as good a pilot as he was, didn’t recognize the problem he had.

[Mick G]

Rip and condolences to his family, however if you play with fire, you get burnt.

[Xray]

Rip and condolences to his family, however if you play with fire, you get burnt.

Odd statement, not getting your drift here.
The man had more hours in the F-14 [over 5,000] than anyone else and 1,100+ carrier landings [many at night] and has since performed at nearly 1,000 airshows in a variety of aircraft including the F-86.

So are you saying he was inherently reckless and pre-ordained to eventually auger in ? All pilots in general are playing with fire and will get burned ?

[Firebird]

A friend of mine called me today after reading my post...from an extremely reliable source, Snort did a STOL takeoff, and pitched up to near vertical, slid off and went straight in. No spin, for what it is worth, it seems to be the seat, weight shift, or pitch control failure... For what that is worth.

Jim

Wasn't there a previous issue on these things regarding the seat runner pins or the seat recline pins failing in a high g pull STOL take-off situation, throwing the pilot back off the controls?

Would be an explanation.

[hurricane_yank]

At Oshkosh this week...

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[MKD1966]

At Oshkosh this week...

That is 1st class all the way !!! Thank you for sharing this !!!
Mike