Amateur/Home Built/Experimental
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Flight Crew Last 90 Days 90; Flight Crew Total 6500; Flight Crew Type 70
Confusion; Distraction; Training / Qualification
Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Aircraft Aircraft Damaged; General Maintenance Action
Aircraft; Human Factors
On a flight in Aircraft X; I was the PIC (Pilot in Command) with my son. I have provided my son two ground sessions of about 1 hour each before allowing him to sit in the front seat of the aircraft. I always fly from the backseat and felt comfortable flying there. During a planned touch and go; I aborted the touch and go and ended up off the runway 60 ft. into the EMAS (Engineered Material Arresting System). There were no injuries and very little damage to the aircraft from entering the EMASBackground: We took off and flew for 30 minutes and on return to ZZZ; the DEEC (Digital Electronic Engine Control) light illuminated indicating the DEEC reverted to a manual mode. This had happened on a previous flight earlier in the day and I reset the DEEC as I had done on the previous flight and the DEEC returned to normal operation. I had it in my mind to do one touch and go when we returned to the pattern at ZZZ and failed to change my plan as the smart thing would have been to full stop and investigate the problem since it was the second occurrence of the day. I flew a normal overhead pattern; completed the before landing checks and was cleared for a touch and go on Runway XX. I flew a stable final approach and landed the aircraft on speed; with full flaps; in the touchdown zone of Runway XX. I landed in the touchdown zone of Runway XX on speed with full flaps. I selected flaps 25 and smoothly brought the throttle up to take off power. The aircraft accelerated but at a slower rate than normal. I looked inside and saw 64% N1 and decided to abort the touch and go. I estimate I was just past mid field at this time. I brought the throttle to idle and applied the brakes with the brake lever on the stick. The airplane didn't decelerate. I tried a second time and got the same response so I grabbed the emergency brake lever and began a slow gradual application so as not to skid the tires. I should have made sure the nose was fully lowered and the nose wheel weight on wheels switch was fully depressed but in the moment I could see the end of the runway coming up and didn't make the correct decision. I had been able to use the normal brakes correctly I would have stopped the aircraft before entering the EMAS at the end of the runway. If the nose wheel weight on wheels switch is not fully depressed; the normal braking system is deactivated. During the stopping process; I thought about shutting down the engine to help eliminate residual thrust; but had my hand on the emergency brake lever. I also thought about going to 0 flaps; a technique emphasized on my checkride; but again had my left hand on the emergency brakes.I should have never flown the aircraft after it had an uncommanded switch to manual DEEC mode until Maintenance had inspected the aircraft. Secondly; I should not have attempted a touch and go after an uncommanded reversion to manual DEEC mode. During the abort; I should have pushed forward on the stick and selected 0 flaps before reaching for the emergency brake lever as it would have afforded me anti-skid braking and would have prevented me going off the runway. If there was a malfunction with the nose wheel weight on wheels switch we will never know as that was part of the very minor damage done to the aircraft when it went into the EMAS. I have debriefed thoroughly with two other Aircraft X qualified pilots who helped identify the errors and instructional fixes. I have reread the manual and reviewed a similar accident investigation finding on an Aircraft X who also aborted a takeoff and had similar mistakes as the mistakes I made.After the main wheels touched the runway; I smoothly brought the throttle to take-off power position; and selected flaps to the take off position for the touch and go. I felt the aircraft accelerating but less than normal acceleration. I decided to execute an aborted take off procedure. I brought the throttle to idle; moved the stick forward to lower the nose to the runway and applied brakes.
Pilot reported a digital electronic engine control warning; and lack of training for aborted takeoff; resulted in lack of braking and runway overrun.