During the same period, the air force commission was informed that a new fighter prototype had been completed at I.A.R., and it had reached an impressive 319 km/h (198 mph; 172 kn) top speed during initial test flights.

Named the C.V. 11 after its designers, it had a mixed metal-wood structure and cantilever, low-wing configuration, modern features soon to be adopted by all major aircraft manufacturers.

The rear part of the fuselage merged with the tail without a substantial cross-sectional change, giving the aircraft a rather unusual arrow-like look.

Its maximum output was an impressive 600 hp (450 kW) but it proved to be too heavy for the small and light fuselage, which weighted only 1,100 kg (2,400 lb), and caused a dangerous tendency to go into a spin at low speed.

Although weaker than its predecessor, this engine gave a superior maximum speed of 328 km/h at sea level and 295 km/h at 5,000 m. The armament of two 7.7 mm (0.303 in) Vickers machine guns firing through the propeller arc had been retained from the first prototype.

After the initial failure in reaching a verdict, this prompted the ARR leaders to set up a new, five member committee to decide the choice of fighter type to be introduced into Romanian service.

Popescu approached a nearby open field, but at contact with the thick snow cover one of the main wheels collapsed and the fighter turned over, crushing the pilot under the fuselage.

Romeo Popescu, an experienced test pilot and holder of three Romanian national aviation records, died instantly.

The investigation following the incident concluded that the lubrication of the overstressed engine, working at maximum power, was insufficient, causing seizure.

Until that fatal moment, during an hour and thirty-four minutes of flight, an average speed of 319 km/h had been recorded by the onboard instruments, thus a good chance had existed of achieving the goal set by the temerarious pilot.