History of Flight
On April 21, 2008, about 0950 central daylight time, an experimental amateur-built Dragon Fly Aviation GT-500, registration N101GP, was substantially damaged when it impacted trees and terrain near Paris, Tennessee. The certificated commercial pilot was fatally injured. The local aerial application flight was being operated under 14 CFR Part 137. Visual meteorological conditions prevailed, and no flight plan was filed.
According to witnesses, around 0800 the pilot departed from his private airstrip, flew to a wheat field approximately 5 miles southwest, and completed one aerial chemical application flight. He returned to the airstrip, then departed again about 0845. Around 0915 he returned for refueling and chemical replenishment. The pilot expressed concern about engine oil pressure, stating it was approximately "20 pounds less than it should be." He and a witness checked the oil quantity and confirmed it was full.
About 0930 the airplane returned to the wheat field. Around 0950, the airplane was flying south when the engine "sputtered" mid-way through a spray run. The chemical spray stopped, and the airplane began a climbing right turn to the north. The engine stopped at about 800 feet, restarted, then stopped again at about 900 feet. The airplane descended northward over a wooded area. Witnesses saw the airplane disappear in an engine-out glide and heard impact sounds.
First responders reported that the pilot occupied the front seat, was not wearing a helmet, and his five-point restraint harness was buckled but the shoulder straps were found behind/under his arms and shoulders.
Personnel Information
The accident pilot held commercial pilot, flight instructor, and 14 CFR Part 137 operating certificates, with approximately 9,000 total flight hours. His most recent FAA second-class medical certificate was issued in December 2006.
Aircraft Information
The airplane, serial number 397, was equipped with a Rotax 912 ULS non-certificated engine, serial number 5644471. It was first registered to the pilot in December 2005, and the initial airworthiness certificate was issued in February 2006. At the time of the accident, the airplane and engine had accumulated about 89 total hours.
Meteorological Information
The 0955 weather observation at an airport approximately 47 miles northeast reported winds from 100 degrees at 5 knots, 7 miles visibility, clear skies, temperature 18°C, dew point 11°C, and altimeter setting 30.08 inches of mercury.
Wreckage and Impact Information
The accident site was in a wooded area about 1 mile north of the wheat field, between the field and the pilot's airstrip. The wreckage was tightly contained with minimal tree damage. Trees were 20-30 feet apart and about 30 feet tall. The fuselage was on its left side, about 20 degrees nose down, with the forward portion partially fractured and crushed. Wings and tailboom exhibited significant impact damage. No fuel leaks were found; about 2 gallons remained in each tank. The engine and propeller showed no impact damage. The flap handle was in the aft-most position (30 degrees), and flaps were fully down. Residual chemical remained in the hopper. No pre- or post-impact fire occurred.
Medical and Pathological Information
An autopsy conducted by the Henry County Medical Examiner cited the cause of death as "multiple blunt force injuries." The pilot had a history of diabetes, cardiac history of unknown etiology, enlarged heart, severe coronary artery disease, and gallstones. Toxicological testing detected gabapentin, varenicline, and atenolol. The pilot's most recent medical application (December 2006) noted "No" to all medical conditions and medication use.
Additional Information
Registration and Airworthiness
FAA documents indicate the airplane was sold as a kit from Quicksilver Manufacturing to Dragon Fly Aviation, then from Dragon Fly Aviation to the pilot. An Affidavit of Ownership cited Dragon Fly Aviation as builder and owner.
Wing Washout Adjustments
Wing washout adjustment rods for left and right lift struts were not set with an equal number of exposed threads, indicating possible dissimilar washout. The jam nut on the left wing strut rod was loose.
Engine Examination
The engine showed no obvious external damage. The oil system was overfilled, and an oil film consistent with venting from an overfilled tank was observed. An aftermarket thermostatic oil by-pass valve was installed, not specified by Rotax or Quicksilver.
Fuel System
The airplane was not equipped with a fuel return line from the fuel manifold to the tanks, as specified in Rotax manuals. Fuel lines on the suction side of the pump were not insulated as required. The fuel filter used a paper element, contrary to Rotax guidance. The fuel shutoff valve completely shut off flow after only 35 degrees of handle travel.
Electric Fuel Pump
The pilot had installed a Facet model 674A electric fuel pump. Its maximum output pressure (5 psi) exceeded the Rotax limit of 4.4 psi. The airplane lacked a fuel pressure gauge. The pump was not plumbed with a bypass circuit as depicted in Rotax manuals.
Engine Test Runs
Post-accident, the engine was started and ran smoothly, though the throttle could not be fully advanced due to impact damage.
Service Bulletins
Rotax Service Instruction 912-017 (December 2006) specified safety-wiring of air filters, but the installed filters were not safety-wired. The engine was not subject to mandatory service bulletins SB 912-053UL or SB 912-054UL by serial number.
Flight Manual
The Quicksilver GT500/912 AFM specified fuel type as premium automotive gasoline or 100LL aviation gasoline (only when automotive fuel unavailable). The actual fuel type was not determined.