History of Flight
On June 1, 2008, about 1100 central standard time, a Lucas D E/Lucas K A Acro Sport II, N114KT, was substantially damaged during impact with terrain after a loss of control while maneuvering. The amateur-built airplane, registered to and operated by the pilot, departed Creve Coeur Airport (1H0) in St. Louis, Missouri, for a local area flight. Visual meteorological conditions prevailed; no flight plan was filed.
The pilot had informed several people of his intention to perform a flyby over a model airplane flying field. Later that morning, when the accident airplane was about a mile from that field, witnesses observed it flying straight and level at less than 100 feet above ground. The airplane then pitched up, rolled right, and impacted the ground vertically, heading in the opposite direction. One witness reported seeing the airplane flying inverted; the nose then pitched up, followed by what the witness described as an aileron roll, after which the aircraft rolled sharply nose-down toward the ground. First responders arrived after multiple witnesses called 911.
Personnel Information
Federal Aviation Administration records indicated the pilot held a private pilot certificate with a rating for airplane single-engine land. He also held a third-class medical certificate, with waivers or limitations, issued on June 21, 2007. According to the pilot’s logbook and statements from acquaintances, his estimated total flight time was 331 hours, with 130 hours in the accident airplane. He logged 20 hours in the preceding 90 days and 3 hours in the last 30 days. No previous history of aerobatic flight at low altitude was documented.
Aircraft Information
The airplane was a Lucas D E/Lucas K A Acro Sport II, serial number 28, equipped with a Lycoming IO-360-A3B6D engine. The Acro Sport II is an amateur-built, short-wing-span biplane with a conventional tail-dragger configuration, open cockpits, and spatted main undercarriage. Its structure consists of a fabric-covered steel-tube fuselage and a wood wing structure. At the time of the accident, the airframe and engine had accumulated 162.4 total hours. The most recent condition inspection was completed on June 12, 2007, at 120.2 hours.
Meteorological Information
Weather reported at Spirit of St. Louis Airport (SUS), located 5 miles southwest of the accident site, at 1053 CST included calm wind, 10 miles visibility, few clouds at 25,000 feet, temperature 79°F, dew point 66°F, and an altimeter setting of 29.97 inches of mercury.
Wreckage and Impact Information
FAA inspectors reported that the airplane was destroyed on impact, with extensive damage from the propeller spinner aft to the rear of the aft cockpit. The smell of fuel was present, but no post-crash fire occurred. A recording G-meter in the rear cockpit indicated forces of 8.7 positive and 3.0 negative G. Rudder and elevator control continuity was established from the control surfaces up to the aft cockpit; further continuity could not be determined due to crash damage.
Medical and Pathological Information
An autopsy performed by the Saint Louis University Health Sciences Center listed the cause of death as massive trauma to the head, chest, abdomen, and extremities. Toxicological testing detected no carbon monoxide, cyanide, or ethanol. Substances found included azacyclonol, bupropion, dihydrocodeine, hydrocodone, losartan, and quinine in various specimens.
The pilot’s most recent medical certificate application (June 21, 2007) noted a history of asthma, allergies, high blood pressure treated with losartan/hydrochlorothiazide, and use of atorvastatin and fexofenadine. Personal medical records revealed a history of chronic knee and back pain (treated with surgery and hydrocodone/acetaminophen), depressive symptoms treated with bupropion, and a history of recurrent supraventricular tachycardia with episodes of rapid heart rate (approximately 220 beats per minute) associated with moderate to strenuous activities. The autopsy report noted severe arteriosclerotic heart disease, including 75% occlusion of the right coronary artery.
Tests and Research
An FAA inspector examined the engine and airframe at a storage facility and found no evidence of preexisting anomalies.