Ultralight aircraft accidents, experimental aircraft accidents, light sport aircraft accident reports 15

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Ultralight aircraft accident reports 15

On January 17, 1998, at 1500 central standard time, a Christopher Coats, Challenger II Experimental airplane, N132BC, collided with the ground during an emergency landing near Evergreen, Alabama. The personal flight operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. A review of weather data recovered from the nearest reporting facility, disclosed that visual weather conditions prevailed at the time of the accident. According to the pilot, the airplane received substantial structural damage. The private pilot was not injured. The flight departed Brewton, Alabama, at 1430.

The pilot reported that, while cruising at 1200 feet, and about thirty minutes into the flight, the "engine began to speed." When the pilot reduced the throttle, he noticed that the propeller assembly had separated from the engine. The pilot selected an emergency landing area on Interstate 65.near mile marker 92.2. As the pilot maneuvered for an emergency landing on the heavily traveled highway, the right wing collided with an overpass bridge. The pilot stated that the collision occurred as he attempted to fly under the bridge.

An examination of the airframe, at the accident site, confirmed that the propeller assembly had separated from the engine assembly. During the examination of the airframe, it was also noted that the six propeller retention bolts were not present with the engine. The propeller assembly and the six propeller retention bolts were not recovered for metallurgical analysis.

According to the pilot, he assembled the airplane in accordance with the kit instructions. The propeller assembly was installed on the engine and secured with six 5/16 inch coarse threaded bolts provided in the kit. He further stated that the propeller retention bolts were tighten to ten foot pounds of torque.

On January 27, 1998, at 1350 central standard time, a Sutton Tierra II experimental airplane, N131WH, was substantially damaged following a loss of control while maneuvering near Woodson, Arkansas. The private pilot, sole occupant of the airplane, was seriously injured. The airplane was owned and operated by the pilot under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the local flight for which a flight plan was not filed. The personal flight originated from the Pumpkin Patch Airport, near Woodson, Arkansas, approximately 10 minutes prior to the accident.

The pilot told individuals responding to the accident site, that the airplane "entered a steep right turn from which he was unable to pull the airplane out, so he elected to shut the engine off in order to attempt to get out of it." The pilot's wife was the first person to respond to the accident site. She was told by her husband that prior to his loss of control, "he thought he heard the left wing strut snap."

During an earlier flight, the pilot performed a short flight to check the accuracy of the airspeed indicator after he had removed a 6-inch portion of the pitot tube to attempt to correct existing airspeed inaccuracies. During that flight the pilot contacted his wife on the radio and reported that the inaccuracies had been resolved.

The pilot's wife reported to the FAA inspector that the pilot elected to execute another short flight to further verify the accuracy of the airspeed indicator. The pilot's wife further reported that she observed the airplane over the airport at approximately 150 feet above the ground, suddenly roll into a 50 degree bank to the right as she continued to observe the airplane enter a right spiraling turn until impact with the ground.

Examination of the wreckage by the FAA inspector did not revealed any pre-existing anomalies or discontinuities that would have prevented normal operation of the homebuilt airplane. The FAA inspector stated that physical evidence at the accident site indicated that the airplane impacted the muddy field in a left turn in a nose down attitude.

The manufacturer of the kit-built airplane reported to have traveled to the pilot's residence to examine the wreckage. The manufacturer stated that he was denied access to the wreckage.

On February 24, 1998, about 1230 central standard time, a Collie Cumulus motorglider, N1171U, registered to a private individual, operating as a 14 CFR Part 91 personal flight, experienced a wing separation while in powered flight near Hillsboro, Tennessee. Visual meteorological conditions prevailed and no flight plan was filed. The commercial-rated pilot sustained fatal injuries, and the airplane was destroyed. The flight originated about 15 minutes before the accident.

An eyewitness stated he heard the aircraft takeoff from a nearby private airstrip, and shortly thereafter, it came into his view at about 400 to 500 feet altitude in straight-and-level flight. He then heard a loud "pop", looked up again, and saw a wing separated from the fuselage and the fuselage plunge earthward. The airplane impacted the terrain beyond the eyewitness' field of vision. He did not see a parachute deploy.

The fuselage crashed in a farm field, in a nose-down attitude. Both wings were found 200 to 300 yards from the main wreckage. A ballistic recovery system, BRS, was installed and had been fired, but the shroud lines had fouled in the airplane's pusher-type propeller resulting in non deployment of the parachute's canopy. On-site examination of the wreckage by FAA personnel revealed that the left wing spar failed.

Subsequent inspection by representatives of the kit manufacturer, U.S. Aviation, and the FAA, revealed that the initial failure was the left wing spar due to improper bonding techniques. Specifically, the glue-bonded joint between the D-cell leading edge and the upper spar capstrip of the left wing failed. The findings were unanimous. ( See enclosed letter indicating inspection team's composition and findings.)

Postmortem examination of the pilot and toxicology testing were not accomplished. The protocol guidance given the FAA investigators on the scene, by the FAA Flight Surgeon's Office/ Southern Region, was to treat the accident as an ultralight accident, and therefore the testing was not ordered

On April 21, 1998, about 1054 eastern daylight time, a Star-Lite Engineering LTD, N914SL, registered to Star-Lite Engineering LTD, operating as a 14 CFR Part 91 personal flight, crashed while maneuvering in the vicinity of Lakeland-Linder Regional airport, Lakeland, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was destroyed. The private pilot was fatally injured. The flight originated from Lakeland-Linder Airport, about 4 minutes before the accident.

Witnesses stated they observed the airplane on takeoff from runway 09 at the ultralight strip and on initial climb out flying towards the south-southwest in the vicinity of the GEICO Insurance Building. A witness who observed the takeoff stated it appeared that the pilot departed with a little bit of a tailwind and forced the airplane off the runway. He climbed out at a very slow airspeed on the verge of a stall. He leveled off at about a 100 feet, started a shallow turn to the right, and the bank increased between 60 to 90 degrees. The nose pitched down and the airplane disappeared below the tree line and buildings. Another witness stated the airplane rolled over inverted in a descending attitude before the airplane disappeared from view. No change in engine noise was heard.

Visual meteorological conditions prevailed at the time of the accident. The Lakeland-Linder Regional Airport, Lakeland, Florida, 1054 surface weather information was: 1,500 scattered, 4,000 broken, visibility 8 miles, temperature 76 degrees Fahrenheit, dew point 66 degrees Fahrenheit, wind from 040 degrees at 5 knots, and the altimeter was not recorded.

Postmortem examination of the pilot was conducted by Dr. Alexander M. Melamund, Associate Medical Examiner, District Ten, Bartow, Florida, on April 22, 1998. The cause of death was multiple injuries. Postmortem toxicology of specimens from the pilot was forwarded to the Wuesthoff Memorial Hospital, Rockledge, Florida. These studies were negative for neutral, acidic, and basic drugs.

Examination of the crash site revealed the right wing tip collided with the corner of the GEICO Insurance building located at 3535 Medulla Road Lakeland, Florida. The airplane was inverted on a heading of about 220 degrees magnetic. The nose of the airplane pitched down and collided with the ground 14 feet from the initial point of contact with the building,, and cartwheeled backwards. The left wing collided with the ground, the cockpit area separated, and the airplane came to rest upright 67 feet from the initial point of impact on a heading of 070 degrees magnetic.

Examination of the airframe, flight controls, propeller system, engine assembly and accessories revealed no evidence of a precrash mechanical failure or malfunction. Fuel was present in the left and right carburetor bowl, header fuel tank, and left and right fuel tank. Continuity of the drive train was confirmed and compression was present on all cylinders. Continuity of the flight control system was confirmed for pitch, roll, and yaw.

Review of the pilot's logbook revealed no recorded flight time in the Warp 1A airplane.

On April 26, 1998, about 1743 eastern daylight time a non-registered FreeBird Sport homebuilt airplane collided with the ground while on left base to runway 030 at the Buchan Airport in Englewood, Florida. The airplane was operated by the non-certificated pilot, and visual meteorological conditions prevailed for the local flight. The non certificated pilot and sole occupant sustained fatal injuries, and the airplane was destroyed. The flight had originated about 10 minutes prior to the accident.

A witness stated that she was on her rear lanai, when she heard an airplane engine cough, and saw a shadow go across her backyard and then saw the airplane crash into her neighbors backyard.

Another witness who was a pilot stated that he saw the airplane takeoff from Buchan Airfield. He said the airplane was in the air for about 3 to 5 minutes and then the engine sputtered. He said the airplane then went upside down and fell straight into the ground.

Another witness, the cousin of the pilot stated that he was taking pictures of the airplane. He said it didn't appear that the pilot was having any difficulty with the airplane when it suddenly went upside down and fell straight to the ground.

According to the FAA, the airplane was destroyed on impact and neither the pilot nor the airplane was certificated. Examination of the airplane by the FAA found that it did not comply with 14 CFR Part 103, in that it was a two place airplane, and had a 10 gallon fuel capacity.

The FAA's Toxicological and Accident Research Laboratory performed a toxicology examination. There was no carbon monoxide, cyanide or ethanol detected in the blood or vitreous fluid. However, Pseudoephedrin was detected in the liver fluid, 0.108 & 0.709 Diphenhydramine was detected in the blood and liver fluid respectively, and Phenylpropanolamine was detected in the liver fluid and blood. Diphenhydramine is more commonly known as Benadryl.

On May 2, 1998, about 1730 eastern daylight time a Challenger II, Homebuilt, unregistered airplane, collided with the ground during cruise flight near the Savannah River in Savannah, Georgia. The airplane was operated by the pilot and visual meteorological conditions prevailed for the local flight. The pilot and sole occupant sustained fatal injuries and the airplane was destroyed. The flight originated from a private airstrip in Hinesville, Florida exact time unknown. According to the FAA, the pilot had just purchased the airplane and was taking it for a test flight. The pilot departed the area and was not heard from again. Witnesses report the airplane missing. The airplane was found by local authorities about 0800 the following day. Examination of the airplane by the FAA found that it did not comply with 14 CFR Part 103, in that it was a two place airplane and had a 10 gallon fuel capacity.

On May 7, 1998, at 1230 central daylight time, a Rans S-9, N5360D, operated by a private pilot collided with the terrain following a loss of control while performing a low level maneuver in Waukee, Iowa. The pilot sustained fatal injuries. The airplane was destroyed. The 14 CFR Part 91 flight was operating in visual meteorological conditions and no flight plan was filed. The originated from DeSoto, Iowa, approximately five minutes prior to the accident.

According to witnesses the pilot was attending the West Central Auto Auction prior to leaving to get his airplane. The receptionist at Air Craft Super Market in DeSoto, Iowa, reported seeing the pilot takeoff in his airplane around 1230 cdt. She reported, "...he did not come into the business, but evidently just went to the hangar got his plane and left possibly in a hurry as I was told by people at West Central he said he would buzz the place, to watch for him." A private pilot who witnessed the accident reported he stepped outside a building when someone told him about an airplane "buzzing" the parking lot. He stated the airplane was heading southwest across the parking lot at an altitude of about 60 feet above the ground (agl) when it entered a left descending 60 degree bank turn. He continued to report it appeared that the pilot attempted to "...pull the nose of the aircraft up, stalled and made a left corkscrew into the ground." Another witness reported seeing the airplane approach from the southwest at an altitude of about 100 feet agl before it made a 180 degree turn back to the southwest. He reported the airplane then entered a left turn and descended from an altitude of about 50 feet agl. This witness reported hearing engine noise during the descent.

The post accident inspection of the airplane was conducted by an Inspector from the Federal Aviation Administration (FAA) Flight Standards District Office in Des Moines, Iowa. The inspector reported that the airplane impacted the terrain in a nose low attitude. He reported that flight control continuity was established although movement of the flight controls was restricted due to impact damage. The throttle control and the pitch trim control levers were found in the full forward positions which correlated to full throttle and full nose down trim. The elevator trim tab position corresponded to full nose down trim. The engine was turned over by hand and compression was noted. Both fuel tanks were ruptured during the impact and fuel was seen "pouring" from the fuel tanks.

The pilot received his Private Pilot Certificate on March 1, 1998. According to copies of his logbook he had a total flight time of 88.9 hours as of May 4, 1998. These records did not show any flight time in Rans S-9 airplanes. The pilot held a Third Class medical certificate issued on September 29, 1997, with no limitations.

According to records maintained by Rans the original kitplane was purchased in 1988. According to FAA records show the airplane received an Experimental Airworthiness Certificate on October 20, 1988. The registration number on the airplane at this time was N5360D. On October 10, 1991, the airplane was sold to another individual. This individual completed an Aircraft Registration Application on October 21, 1992, listing the registration number as N5360D. FAA records show ownership of the airplane changed two additional times. Once on March 22, 1994, then again on November 11, 1995. There is no record of Aircraft Registration Applications having been completed by the last two owners. N5360D did receive another Experimental Airworthiness Certificate on September 11, 1996. There was no record of the accident pilot having purchased the airplane. There was no registration number on the airplane at the time of the accident. FAA records the registration number was still associated with this airplane and it had not been retired.

An autopsy on the pilot was performed by the Polk County Medical Examiner on May 8, 1998. Toxicological test conducted by the FAA Civil Aeromedical Institute were negative for all substances tested.

On May 11, 1998, about 1830 eastern daylight time, an experimental homebuilt Avid Mk. 4 Speedwing, N117DK, registered to a private individual, operating as a 14 CFR Part 91 personal flight, crashed into a hayfield near Elberton, Georgia. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage and the commercial-rated pilot was not injured. The flight originated from Elbert County-Paz Field, Georgia, about 10 minutes before the accident.

The pilot stated during climbout, at about 500 feet agl, the engine began to lose power. The pilot felt his only option was to try for a hayfield, but a steeper than expected upslope of the terrain and thickness of growth resulted in a firm touchdown that deformed the landing gear structure, broke two of the three wooden propeller blades, and caused the airplane to nose over.

Postcrash examination of the welded tube and fabric fuselage revealed longeron bending at the left landing gear strut attach point, as well as bending of both left wing struts. The powerplant, a two cylinder, two cycle design, Rotax 582, was inspected, with FAA oversight, for any precrash malfunctions. About 75% of the number one cylinder expansion chamber gasket was found to be blown out, with resultant loosening of the cylinder attach bolts.

On May 11, 1998, at 2020 eastern daylight time (edt), a Dangremond Challenger II, N199DD, operated by a private pilot, was destroyed when on climbout after takeoff, the airplane's right wing strut failed. The airplane subsequently departed controlled flight and impacted the terrain. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under 14 CFR Part 91. No flight plan was on file. The pilot reported no injuries. The local flight originated at Wayland, Michigan.

In his written statement, the pilot said that this was the airplane's first flight. During the initial climb, the right wing strut separated from the fuselage. The pilot said that the airplane was approximately 300 feet above ground level when it entered a right spin. The airplane impacted the ground in an upright position. The pilot said that the right strut bolt was improperly installed.

A Federal Aviation Administration (FAA) inspector examined the airplane at the accident site. The airplane's fuselage, beneath and forward of the cabin area, was crushed aft and upward. The right main landing gear was broken inward. The left main landing gear was bent upward and broken off at the gear leg's mid-point. The right wing was bent downward at the forward spar. The upper wing skin fabric showed wrinkles fanning aft and outward from the bend. The top of the right wing showed skin wrinkles. The right side of the fuselage, aft of the cabin area to the boom, showed skin wrinkles. The top of the tail boom at the propeller arc was torn open. The airplane's pusher engine was bent over to the right at the firewall. Two of the three propeller blades were broken aft at mid-span. Flight control continuity was confirmed. Examination of the right wing forward strut showed that the attachment bolt was installed through the fiberglass faring surrounding the strut, but not through the strut itself. Examination of the engine, engine controls, and other airplane systems showed no anomalies.

On May 12, 1998, about 1900 central daylight time, an unregistered two-place ultralight, an M2 Sport 1000, owned and operated by a private individual as a 14 CFR Part 91 personal flight, crashed during initial climbout from a private grass strip near Semmes, Alabama. Visual meteorological conditions prevailed and no flight plan was filed. Two unrated occupants sustained fatal injuries, and the aircraft was destroyed. The flight was originating at the time of the accident.

The craft was being flown without an FAA waiver for two-occupant flight. Reports indicated that localized turbulence existed somewhere off the departure end of the strip, and immediately after the craft flew into that area, at 200 to 300 feet agl, it was observed to abruptly reverse course and descend toward its departure point. The craft impacted a 6 to 8 foot embankment within a dirt pit about 100 yards short of the grass strip.

According to a statement by one of the local ultralight operators present at the strip, he flew with the accident-operator just previous to the accident flight and they encountered the same turbulence. At the point they entered the "choppy" air, the accident-operator reduced power and his passenger/dual-operator remembered thinking at the time that reducing power was the wrong corrective action.

A third ultralight operator who took off immediately prior to the accident flight also encountered the turbulence, and stated he needed full power and full aileron deflection to counter the forces. When he quickly determined that wasn't enough, he used full rudder deflection. Once out of the turbulence, looking back to his departure point, he observed the accident craft as it entered the turbulence, saw the right wing "kick up" to about the vertical position, saw the craft enter a 180 degree left turn and descent back toward the strip, and then saw the collision with the dirt embankment.

Examination of the wreckage by Mobile County Sheriff's Department personnel revealed that the ultralight impacted the embankment in an upright, nose-down attitude with the nose-wheel and dual rudder pedal assembly absorbing much of the energy. No evidence of precrash defects were noted for airframe structural integrity or flight control path integrity; however, proper control deflection could not be determined because of the damage. The Rotax 618 engine had torn loose from the airframe due to impact.

The engine was shipped to South Mississippi Light Aircraft, Inc., and with FAA oversight, test-run on July 2, 1998. Except for those components that received impact damage or misalignment and had to be reinstalled, the engine was cranked, as is, and started immediately. It was accelerated through its full operating range with satisfactory results. The magnetos were checked, satisfactorily. See FAA Inspector's report and "Record of phone conversation."

Postmortem examination of both occupants was performed by Julia C. Goodwin, M.D., State Medical Examiner, Alabama Department of Forensic Sciences, Mobile, Alabama. The cause of death for both occupants was reported as multiple blunt force injuries. No findings that could be considered causal to the accident were reported.

Postmortem toxicology studies on specimens obtained from the occupants were performed by Dennis V. Canfield, Ph.D., Manager, FAA Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma, as well as the Alabama State Medical Examiner, Dr. Julia C. Goodwin. The tests were negative for carbon monoxide, cyanide, ethanol, basic, acidic, and neutral drugs for the left seat occupant. For the right seat occupant, the tests were negative for carbon monoxide, cyanide, and ethanol, but positive for marihuana and chlorpheniramine, an antihistamine.

On May 16, 1998, about 1300 eastern daylight time, a homebuilt Rans S-12, N91337, was substantially damaged when it impacted terrain shortly after takeoff from the Holly Springs Airport (80VA), Gum Spring, Virginia. The certificated private pilot was not injured. Visual meteorological conditions prevailed and no flight plan had been filed for the personal flight destined for the Warrenton Airpark Airport, Warrenton, Virginia. The flight was conducted under 14 CFR Part 91.

In a written statement, the pilot said he had flown the airplane on two flights earlier in the day and experienced no problems. He then departed runway 24 at 80VA, a 2,000 foot long turf runway. During the initial climb, approximately 250-300 feet above the runway, the engine sputtered and recovered. A second later the engine sputtered again; however, it did not recover. The pilot said the engine continued to run, but produced "very little power." The pilot then turned back towards the airport and attempted a forced landing to the runway. The pilot further stated:

"...In my attempt to land, I made the turn with a sharp attitude of descent to maintain sufficient airspeed so that I did not stall. I completed the 180 degree turn and was successive in partially flaring the aircraft just before hitting the surface. I was at approximately [a] 30 degree angle to the [runway]..."

Examination of the wreckage by a Federal Aviation Administration Inspector revealed that the rubber intake hose which extended from one of the carburetors to the engine was loose and partially disconnected.

On July 4, 1998, about 1845 eastern daylight time, a Robert Lane Progressive Aerodyne, Inc. SeaRey, experimental, amateur built seaplane, N26RL, nosed over during a water landing on Lake Down near Windermere, Florida. The seaplane was operated by the registered owner under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed. A flight plan was not filed for the personal, local flight. The airline transport pilot sustained serious injuries, and the airplane was substantially damaged. The flight originated from Lake Down at 1815.

The SeaRey is a single engine, high wing seaplane. It has retractable landing gear, in a conventional configuration. The fuselage of the seaplane is designed to act as a boat hull. The wings have two attached sponsons which add stability on the water.

The pilot stated he conducted a preflight inspection of the seaplane, taxied, and made an uneventful takeoff from Lake Down. He then contacted a friend at the destination airport, Gator Field, who stated the weather over Gator Field included thunder and lightning. The pilot stated he then decided to return to Lake Down. The pilot stated he completed the landing checklist which included checking for a gear up light and visually ensuring the gear was up. The touchdown was smooth, and the throttle was retarded. According to the pilot, the seaplane continued normal deceleration, then it suddenly and violently dove under the water, coming to rest inverted. The pilot was unable to free himself from the seaplane, but was eventually rescued by local boaters.

According to a witness, who assisted in rescuing the pilot, he was on the lake on a jet ski. He saw the seaplane was about to land, so he stopped to watch. The seaplane touched down, skipped on the water, touched down again, skipped, touched down a third time, and then nose dived under water. He stated he had seen other seaplanes land before, and everything seemed normal up until the seaplane nose dived. The witness also stated that during the landing, the gear was up. During the rescue, he stated the gear was down because he had leaned on it.

Another witness concurred that the gear was up at the time of the touchdown. He stated the seaplane touched down and skimmed the water like a boat before nose diving.

The FAA inspector stated he found the right main landing gear was in a position halfway between up and down, and rotated rearward. There was hull damage in the vicinity of the right main landing gear. The left main gear was in a down and locked position. The tailwheel was retracted. Examination of the landing gear extension/retraction system did not reveal any abnormalities. There were no air bubbles observed in the hydraulic system, nor was there evidence of a hydraulic fluid leak. Examination of the landing gear switch in the cockpit revealed the switch was guarded. When the gear was up, the guard was open. Slight movement of the guard resulted in the guard snapping shut and moving the toggle switch to a gear down position.

According to the pilot, all SeaRey cockpits are different because they are built to the owner's specifications. The pilot decided to have the landing gear switch guarded. It was designed so a closed guard, where the guard points down, indicated down and locked gear. An open guard indicated gear up and locked. So, in order to put the gear up, the guard must be opened, a switch must be toggled, and a handle must be locked. In order to put the gear down, one could simply touch the guard because it is spring loaded to a down position. When asked, the pilot stated that no part of his body, including his head, could have touched the guard upon landing. But, he believed that the bouncing on landing could have caused the guard to close. The pilot stated he plans to either change the guard to work the other way, guard closed, indicating the gear is up, or put in a detent switch

On July 26, 1998, about 0620 eastern daylight time, an experimental, kit-built, amphibious SeaRey, N80JH, registered to Progressive Aerodyne, Inc., operating as a 14 CFR Part 91 personal flight, crashed on takeoff from Florida Flying Gators Airpark, Clermont, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage, a hangar on the field was damaged, an ultralight in the hangar was destroyed, and the private-rated pilot and private-rated passenger sustained serious injuries. The flight was originating at the time of the accident.

According to the pilot, he and the same passenger had flown the airplane for about 3 hours and 10 landings on the previous day. On this takeoff, as number 2 of a 3 ship SeaRey formation bound for Oshkosh, because the airplane was loaded heavier than the day before, the pilot casually mentioned to his passenger, "It might be harder to get off the ground than yesterday." On rotation, the pitch controls were manipulated to the nose up attitude so fast, because of the passenger's "help" on the controls, that despite the pilot's countering the action by pushing pitch control nose down, at about 40 feet agl, the airplane stalled, fell off to the left, penetrated the hangar roof, and collided with a hangared ultralight. The pilot mentioned he owns a differently configured SeaRey; his model stalls at 33 mph, whereas the accident model stalls at 45 mph.

According to the private pilot-rated passenger, forward visibility out the windshield was the single biggest factor in the accident. Upon arrival at the aircraft for the dawn departure, he noticed the cockpit glass required repeated wipings, inside and out, during preflight walk-around, due to the early morning humidity. Even as the pilot added power for takeoff, windshield clarity was reduced, and according to the passenger, runway centerline tracking appeared difficult to see, and a left drift ensued. On rotation, once airborne, the pilot muttered something similar to, "something's wrong", the stick was oscillating side-to-side, and hangar avoidance became a concern. The passenger remembers seeing the control stick move right and rearward, feeling a stall, and grabbing the stick. When asked his opinion on having a pilot-rated passenger taking control from the pilot in command of an aircraft, he stated, "There's no way a less experienced pilot should touch the controls while the other pilot is struggling to keep the aircraft flyable." In a subsequent telephone conversation he asked that the following be written into the accident report, "If everything is going OK, there is no reason to touch the controls. No-one in a sound mind, if the takeoff is going OK, would touch the controls without advising the PIC."

The pilots of the other two SeaReys stated that they also encountered windshield fogging due to the high humidity, but in their collective opinion, it was a manageable situation.

On September 17, 1998, approximately 1120 Pacific daylight time, an experimental Kelly Kolb Mark III, N62691, collided with a tree during an attempted forced landing in an open field in a residential area of Cashmere, Washington. The private pilot, who was the sole occupant, received serious injuries, and the aircraft, which was owned by the pilot, sustained substantial damage. The 14 CFR Part 91 local personal pleasure flight had departed Cashmere-Dryden Airport about three minutes prior to the accident. No flight plan had been filed, and there was no report of an ELT activation.

According to the pilot, after completing a touch-and-go landing at the Cashmere-Dryden Airport, he was in a full-power climb when the engine suddenly quit and the propeller stopped rotating as he passed through 1,800 feet above ground level (AGL). He then attempted to land in an open field in a residential area, but collided with a tree as he began the landing flare.

During the investigation it was discovered that there was fuel in the lines between the fuel tank and engine-driven fuel pump, but the float bowls in both carburetors were almost empty. Inspection of the fuel pump revealed that its front cover was misaligned by 60 degrees, partially restricting the flow of fuel through the pump to the carburetors. In an interview with an FAA inspector who viewed the aircraft after the accident, the pilot said that he had disassembled and reassembled the fuel pump while attempting to fit it to the aircraft during the construction process. He said that he did not remember being aware of the alignment index marks on the surface of the pump.

According to the FAA inspector who inspected the aircraft after the accident, after the post-accident fuel pump inspection was completed, the pump was reassembled with the front cover properly aligned. Then a sparkplug was removed from each cylinder, and the propeller was turned rapidly by hand. During this test, the fuel pump produced an unrestricted flow of fuel.

Although the aircraft had experienced no engine problems during approximately 40 hours of flight since construction, the spark plug coloration indicated the engine had been running very lean. It was also noted that the starvation/failure occurred during a full-power climb.

On October 23, 1998, at approximately 1552 central daylight time, a Tevis Twinstar TA-2 two place ultralight, N4281Z, owned and operated by the pilot, was destroyed following a loss of control while in the traffic pattern at the Coulter Airport, near Bryan, Texas. The non-instrument rated private pilot was fatally injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the personal flight conducted under Title 14 CFR Part 91. The flight originated from the Coulter Airport, about 3 minutes prior to the accident. Witnesses at the airport reported to local law enforcement personnel that they talked to the pilot earlier during the day, and the pilot had told them that he was going to take the "machine for a flight because he had a prospective buyer coming to look at it." The same witness stated that he was under the impression that the pilot had ordered a kit plane to replace the ultralight. The ultralight was observed taking off to the south from the taxiway (old runway 13). Witnesses explained that it is common practice for ultralights and gliders to operate from that taxiway in order to stay out of the way of conventional traffic. Another witness reported that she observed what appeared to be a shinny piece of metal trailing behind the ultralight. The witness further reported that it appeared to her that the ultralight was returning to the airport. The witness stated that "the nose of the ultralight bobbed up and down a couple of times" followed by the "airplane nosing over to the near vertical position." The witness stated that she lost sight of the ultralight as it descended behind trees north of the airport. The wreckage of the ultralight was located in a pasture approximately a mile north of the airport. Ground signatures at the accident site indicate that the ultralight impacted the ground in a slight right turn in a nose low attitude on a measured heading of 315 degrees. Paint transfers, chaffing and rubbing found on the rudder and right elevator confirmed that the elevator trim tab had separated from the elevator prior to ground impact. The mounting for the outboard bracket supporting one side of the trim tab was found to be loose.

On October 29, 1998, at 1400 eastern standard time (est), a C.B. Withun T-Bird II, N72145, piloted by a private pilot, was destroyed during a collision with trees and the ground following an uncontrolled descent while flying a downwind leg for runway 36 at the Macomb Airport, New Haven, Michigan. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot was fatally injured. The flight departed New Haven, Michigan, about 1355 est. A pilot flying in the pattern at the airport said he heard the pilot of the accident airplane announce on the radio he "was doing what he called a high speed taxi on runway 36/18. After 15-minutes or so...he announced...a normal takeoff." The airplane departed runway 36 according to another witness. The witness said the airplane made a left turn to what looked like a left downwind leg for the runway. He said it was at a low altitude. He said the engine was still running when the turn had been completed. A third witness said he observed the airplane climbing out slowly after takeoff. He said it did not gain much altitude as it turned onto what looked like a downwind leg for runway 36. He said it was about 100 to 200 feet above the trees and suddenly "...dropped nose down into the trees."

On November 1, 1996, about 1743 hours mountain standard time, a homebuilt experimental Rainey Rans S-12, N95HS, collided with the ground following an in-flight loss of control near Tucson, Arizona. The aircraft was owned and operated by the pilot and was on a local area personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed in the ground collision sequence. The certificated private pilot and the one private pilot passenger onboard sustained fatal injuries. The flight originated from Tyler Field, a private ultralight airpark in Marana, Arizona, at 1720.

There were no witnesses to the accident. The aircraft was observed climbing out after takeoff toward the area of the accident site. Another ultralight pilot flying in the area observed the crashed aircraft on the desert floor and reported the event to 911. One witness stated that the ultralight flew over him and another person and, "as we were talking you hear the high pitched hum of its motor going behind us. Then it went completely silent and then we heard a bang or thud. I thought that it had just went over the hill and backfired or something."

Another witness who arrived on scene stated that the ". . . engine had stopped in flight. The condition of the propeller blades were as such as the blades broke over the motor. If the engine had been running on impact, the blades would have been sheared off."

In one statement made to the Federal Aviation Administration (FAA) airworthiness inspector, the individual stated that ". . . this pilot liked to fly high and he was in a hurry to get airborne before the sun set." The FAA inspector further stated in his report that "another pilot did tell me that this particular aircraft has a higher stall speed [than] most other ultra lights. Also two stoke Rotax engines can cold seize in a long climb."

Both the pilot and the pilot-rated passenger had access to the flight controls. According to responding law enforcement personnel, the pilot/owner was found in the pilot's seat and the passenger occupied the normal passenger station. No definitive pathological evidence was found to make a determination of which pilot was at the controls of the aircraft at the time of impact.

An FAA airworthiness inspector from the Scottsdale, Arizona, Flight Standards District Office responded to the accident site and examined the aircraft. The inspector reported that the aircraft impacted the ground in a near vertical nose down descent, and that the empennage was torsionally twisted. No broken or disturbed vegetation, or other ground scars were observed beyond the immediate area of the wreckage. The aircraft was examined with no abnormal conditions noted with the airframe control system or the engine.

Following recovery of the aircraft the engine was examined by a power plant mechanic familiar with the Rotax engine. He reported that both spark plugs had no spark due to a broken wire in the ignition coil.

HISTORY OF FLIGHT

On July 13, 1996, at 1946 eastern daylight time, an unregistered Quicksilver Sprint (ultralight), crashed while maneuvering in the vicinity of Mt. Airy, Maryland. The pilot was fatally injured. The airplane was destroyed. Visual meteorological conditions prevailed and a flight plan was not filed. The local flight was conducted under 14 CFR Part 91, and originated from Frederick, Maryland, exact time unknown.

According to a Federal Aviation Administration (FAA) Safety Inspector, the airplane was equipped with a supplemental fuel tank. Therefore the ultralight was considered an unregistered airplane. According to the State Police, the supplemental fuel tank was a black, plastic, rectangular, commercially fabricated, five gallon portable tank. The police stated that the modified tank had fuel lines through the wall of the tank.

According to the Maryland State Police, there were several eye witnesses who observed the pilot performing aerobatic maneuvers. One of the witnesses reported that, "...we noticed an ultralight performing tricks and aerial aerobatics. He completed a full loop at approx 1500 feet ...on the second loop the wing collapsed...I saw a chute deployed, however the plane spiraled out of sight towards the ground...." A second witness reported that,"...the parachute deployed at approximately 500 feet agl, but the parachute was caught in the propeller and did not deploy fully." The airplane fell to the ground and came to rest in a field.

According to the State Police, the lines to the parachute were tangled in the three bladed propeller. He reported that the parachute was deployed by a charged device which was mounted to the structure of the main landing gear. He stated that the device was positioned to deploy the parachute behind the airplane.

MEDICAL AND PATHOLOGICAL INFORMATION

A Toxicological examination was done by the FAA Civil Aeromedical Institute (CAMI), in Oklahoma City, Oklahoma. Toxicological results were positive for Phenytoin (11.100 ug/ml blood, 6.900 ug/ml urine). Phenytoin is a prescription medication not approved for flying.

On June 9, 1997, about 1930 eastern daylight time, an unregistered homebuilt ultralight, a Robbins KOLB FireStar, was substantially damaged during an uncontrolled descent and impact with the ground, while maneuvering over the Gilbertsville Shopping Center, Gilbertsville, Pennsylvania. The non-certificated operator/owner of the ultralight was fatally injured, and the passenger received serious injuries. Visual meteorological conditions prevailed for the personal flight that originated at the New Hanover Airport (N62), New Hanover, Pennsylvania, about 1920. No flight plan had been filed for the flight conducted under 14 CFR Part 103.

During an interview with the passenger, she stated that prior to takeoff from N62, she telephoned her mother to inform her that they would be flying over the Gilbertsville Shopping Center, where the mother worked. The passenger stated that she and the operator liked to "fly low and wave at people on the ground."

She and the vehicle operator departed N62, and the flight to the shopping center took about 5 minutes. She stated that when they arrived at the shopping center, they flew over it "just above building height." When they reached the end of the shopping center, they began a right turn. She estimated that the bank angle was between 30 and 45 degrees. During the turn, the bank angle increased. The operator looked over his shoulder in her direction and "appeared to wiggle" the control stick, which had not effect on the ultralight. The ultralight then descended and struck the ground.

The passenger also stated that the operator had owned the ultralight for about 3 years and had kept it at the New Hanover Airport. She stated that the operator had been flying for about 14 years, and had "a lot of flying experience." Several witnesses observed two ultralight vehicles making low passes over the Gilbertsville Shopping Center. One witness stated:

"...I saw two ultralights flying together quite low and converging towards each other...they suddenly turned away from one another to avoid collision. One, which was blue and white, turned towards a tethered blimp...The other, which was dark colors...turned the other way. When I realized the blue and white ultralight was heading for the blimp...they hadn't seen it yet. Then the blue and white ultralight made an extremely sharp turn away from the blimp. They looked like they were banked almost 90 degrees...Then the ultralight appeared to level out before going below a tree line..."

A witness in the shopping center stated that she was stopped in her vehicle when an "airplane descended out of the sky" and struck the rear of her automobile.

Witnesses stated that the ultralight remained intact and the engine continued to operate until impact.

The operator had purchased the ultralight kit from KOLB Aircraft during November, 1993. According to the owner of the New Hanover Airport, the operator had rented a hangar at the airport had kept different ultralights there for several years. The airport owner thought that the operator had kept the accident ultralight at the airport for 2 or 3 years.

According to a Federal Aviation Administration (FAA) Inspector, the ultralight was equipped with 2 seats, a single set of flight controls, and 2 plastic 5 gallon fuel containers. One container was full and the other contained about 3 gallons of fuel. The vehicle was unregistered, and not inspected by the FAA. The FAA Inspector stated that there were no airframe, engine, or propeller maintenance records. He also stated that there were no construction records for the vehicle. The FAA Inspector classified the vehicle as a homebuilt airplane due to the dual seats, fuel capacity, and his estimate that the vehicle weight was 300 pounds.

The FAA Inspector did not provide a toxicology box for toxicology testing of the operator.

A letter was sent to the FAA's Allentown Flight Standard District Office (FSDO), that contained questions concerning surveillance of ultralight vehicles, for compliance with Part 103. The assistant manager of the FSDO telephoned with a verbal response, and stated that Allentown FSDO records indicated that 24 surveillance's had been conducted at the New Hanover Airport, during the previous 24 months. During the surveillance by an Allentown FSDO Inspector, no ultralight vehicles were observed or inspected. The assistant manager was aware that there were a few ultralights at the airport; however, he believed that they were hangared. He stated that FSDO Inspectors did inspect ultralights that were in the open, for compliance with Part 103,. The Allentown FSDO did not have a written policy, or plan, to conduct surveillance of ultralight vehicles for compliance with Part 103.

On June 26, 1997, at 1845 mountain daylight time, a RANS S-12 Airaile ultralight, N2117X, collided with the ground in an uncontrolled descent following initial climb during takeoff. The private pilot received serious injuries and the aircraft sustained substantial damage. Visual meteorological conditions prevailed for this local flight which originated approximately one minute prior to the accident. No flight plan was filed.

According to the owner, this was the pilot's first solo flight in this aircraft and according to the pilot he had spent approximately 6 hours of dual flying with the owner.

According to the pilot, his engine run up was normal and he became airborne at 30 to 40 miles per hour (mph). He said it is normal for this aircraft to climb steeply but he was unable to get the nose down following takeoff even though he applied full nose down elevator. Also, according to his account, the aircraft pulled to the right and as the speed decreased the right pulling tendency increased in magnitude. The pilot stated the aircraft pitched to a vertical nose down attitude somewhere between 50 and 100 feet above the ground and descended to a vertical impact. He also said he is 30 to 40 pounds lighter than the person who normally flies this aircraft solo.

Following the accident, examination of the aircraft by this investigator provided evidence that the right lift strut support cable was detached at the upper fitting. The pin was present and the pin mounting showed no evidence of damage or distortion. Examination also provided evidence that control continuity was present and that the elevator trim was found in the neutral position. The fuselage was crushed up and back and both wings exhibited upward deformation with crushing in a upward direction toward the tip.

A witness, who is a certified flight instructor, provided information that following takeoff, the nose of the aircraft continued to rise and it appeared to him like the aircraft stalled and rolled right after the stall. He said the nose went down to the vertical and the aircraft remained in that attitude until impact. He also said the elevator appeared to be deflected to the full nose down position prior to the stall.

The owner of the aircraft could not provide specific performance or weight and balance information but stated the center of gravity tended to be "somewhat" forward with lighter weight in the cockpit.

On October 1, 1997, at 1830 eastern daylight time (edt), a Mikowski Challenger II S, N19006, owned and piloted by a private pilot, was destroyed when it collided with the terrain shortly after takeoff. The pilot reported serious injuries. Visual meteorological conditions prevailed at the time of the accident. The personal 14 CFR Part 91 flight was not operating on a flight plan. The flight departed Home Acres Sky Ranch Airport, Lake City, Michigan, at 1828 edt.

In the pilot's written statement he said he took off to fly over a farm field. The pilot said he "throttled back a little and started a shallow left turn." He stated as he tried to get out of the bank, the airplane would not respond. The pilot said he then "tried to give it more power and the engine quit." He said the airplane "continued in the downward left spiral until it hit a tree."

Several witnesses saw and heard the crash. One witness stated he "...observed an airplane that was flying really low to the trees and then [he saw] the airplane make a U-turn..." and crash into trees. Other witnesses only heard the aircraft engine quit and heard the tree impact.

The owner/pilot of the aircraft reported putting a Challenger II door kit on his aircraft the day prior to the accident. A notice that comes with the kit states that there will be right rudder trim necessary when flying the aircraft with the doors installed. The manufacturer of the kit recommends adding a 6-inch by 3-inch trim tab on the rudder, which should be "deflected to the left about 20 to 30 degrees." No trim tab was found on the aircraft.

A test of the engine by Optimus Aircraft Service of Lake City, Michigan, witnessed by two inspectors with the Federal Aviation Administration (FAA) Grand Rapids FSDO, found the fuel in the tank had an "excessive oil to fuel ratio." An attempt to run the engine was not successful with the original spark plugs. New spark plugs were installed in the engine and the engine ran normal

On November 1, 1997, about 1548 eastern standard time, a Saldairiaga, Buccaneer II, N813LJ, operated by a private owner as a 14 CFR Part 91 personal flight, crashed in the vicinity of Clermont, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was destroyed. The student pilot was fatally injured. The flight originated from Flying Gator Airpark, Clermont, Florida, about 1 hour 18 minutes before the accident.

Witnesses who knew the pilot stated they observed the airplane between 150 to 300 feet southwest of the airpark. The airplane entered a steep left turn, estimated more than a 45-degree angle of bank at a slow airspeed. The airplane appeared to enter an accelerated stall. The nose pitched down and the airplane collided with the ground in a left wing low nose-down attitude. Before the airplane collided with the ground the engine was heard to increase to full power.

Examination of the airframe, flight control system and engine assembly revealed no evidence of a precrash mechanical failure or malfunction. All components necessary for flight were present at the crash site. Continuity of the flight control system was confirmed for pitch, roll, and yaw. An examination of the engine assembly and accessories was not conducted based on statements provided by eyewitnesses indicating the engine was operating at time of impact with the terrain.

Postmortem examination of the pilot was conducted by Dr. Susan M. Rendon, Associate Medical Examiner District Five, Leesburg, Florida, on November 2, 1997. The cause of death was injuries related to the aircraft accident. Postmortem toxicology studies of specimens from the pilot was performed by the Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma. These studies were negative for alcohol, basic, acidic and neutral drugs.

On July 23, 1996, at 1430 eastern daylight time, a Corben Baby Ace C-1 ultralight aircraft, N75H, lost engine power shortly after takeoff at Greater Portsmouth Regional Airport, in Portsmouth, Ohio. The ultralight aircraft sustained substantial damage during the forced landing. The pilot, the sole occupant, received minor injuries. Visual meteorological conditions prevailed and a flight plan was not filed. The local flight was conducted under 14 CFR Part 91. The flight originated at Portsmouth, Ohio, at approximately 1428.

The pilot reported that he had just purchased the ultralight aircraft, and a new engine had been installed. He stated that the engine "...had trouble cutting out..." so he had a mechanic examine the carburetor. He stated that "...it seemed to run OK." The pilot reported that he intended to taxi the ultralight aircraft to accumulate engine time. He stated, "I didn't really mean to take it up...[but a] gust of wind..." caught the wing and the ultralight aircraft lifted off. He stated that he decided to go around the traffic pattern, but as the ultralight aircraft approached the airport boundary, the engine sputtered, then lost power. The pilot stated that during the subsequent forced landing the landing gear and propeller struck an embankment.

The ultralight aircraft was examined by a Federal Aviation Administration (FAA) Inspector after the accident. The FAA Inspector stated that when he examined the fuel tank, he observed sludge and water in the lower portion of the tank. The FAA Inspector reported that it was not possible to drain the fuel out of the fuel drain due to a clogged fuel drain. Further postaccident examination revealed no evidence of preimpact mechanical malfunction.

On February 15, 1996, at 1430 eastern standard time, a Finley M. Mcrae, Titan Aircraft Tornado, N6234X, was substantially damaged following a collision with terrain near Pahokee, Florida. The private pilot and his passenger were both fatally injured. The aircraft was being operated under the provisions of Title 14 CFR Part 91 by the pilot. Visual meteorological conditions existed at the time, and no flight plan had been filed for the local, personal flight. The flight departed Pahokee, Florida, at 1400 hours.

Witnesses in the area stated that the aircraft was observed to be practicing maneuvers at about 1000 feet above the terrain. The aircraft appeared to stall and enter a spin before impacting the terrain. The aircraft impacted the terrain southeast of the Pahokee Airport.

The aircraft, engine, and related components were examined by FAA inspectors, the examination revealed no evidence of preimpact failure or malfunction. The Rotax engine started and ran with no problems.

An autopsy was performed on the pilot by Dr. Michael D. Bell from the Palm Beach County Medical Examiners Office, West Palm Beach, Florida. The cause of death was found to be multiple injuries due to blunt trauma. A toxicological examination was performed on the pilot by Dr. Dennis V. Canfield of the FAA Research Laboratory, and no drugs or alcohol were detected.

The operator of the aircraft failed to complete the NTSB Form 6120.1/2 Pilot/Operator Aircraft Accident Report upon request

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