History of Flight
On August 3, 2008, about 1326 eastern daylight time, an experimental amateur-built Challenger II, registration N69ER, was substantially damaged when it impacted private property adjacent to a golf course near Fairdealing, Kentucky. The owner/pilot was fatally injured, and his passenger was seriously injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed.
According to witnesses, the pilot and his son departed for a local touring flight from Pirates Cove Airport (42KY), Benton, Kentucky, which was located on the eastern shore of an arm of Kentucky Lake. The accident flight was the first flight of the day for the pilot and the airplane. Prior to the flight, another son of the pilot had declined an offer to fly, citing the heat. The airplane took off and headed north across the arm of the lake.
A witness working on a golf course heard the airplane and observed it flying low. The witness stated it appeared as if the pilot was attempting to land on the fairway. The airplane passed the witness, made a left turn, "winged over," and crashed behind trees. The witness called 911, then drove to the accident site, where the engine was still running. He used the ignition switch to shut down the engine. The passenger extricated himself from the wreckage despite being cautioned. There was no fire.
Aircraft Information
The airplane was a high-wing, pusher configuration with a fabric-covered metal tubing structure. The engine was mounted above and aft of the cockpit, and the propeller was belt-driven. The kit was designed and marketed by Quad City Ultralight Aircraft Corporation. According to FAA records, the airplane was built by an individual and received its initial airworthiness certificate in 1991. It was sold in 1992 and owned by five individuals between 1992 and 2004. In 2004, the pilot and another individual jointly purchased the airplane, and in June 2007, the pilot became the sole owner.
FAA records indicated the airplane was originally equipped with a Rotax 503 engine. An engine logbook entry showed a new Rotax 503 engine was installed in May 2006. According to an acquaintance of the pilot, the new engine had less than 10 hours total time at the time of the accident. A data plate affixed to the airplane listed engine serial number 329778102, rated at 52 horsepower. However, the engine logbook entry documented installation of a Rotax 503 with serial number M5766854.
The pilot's original airworthiness application listed the propeller manufacturer as "Tennessee" and model "5437." The accident airplane's three-bladed propeller bore "Powerfin" decals; the specific model was not determined.
Meteorological Information
The 1353 surface weather observation at Barkley Regional Airport, Paducah, Kentucky, about 31 miles northwest of the accident location, reported wind from 110 degrees at 8 knots, visibility 10 miles, clear skies, temperature 29°C, dew point 19°C, and an altimeter setting of 29.98 inches of mercury.
Airport Information
The departure airport (42KY) was a private paved airstrip adjacent to a lake, with a runway measuring 3,000 feet long by 32 feet wide at an elevation of 380 feet above mean sea level.
Wreckage and Impact Information
The wreckage was located on a grassy area adjacent to trees, approximately 3.2 miles north of the departure airport. The arm of the lake comprised most of the terrain separating the airport from the accident site, which was less than 1,000 feet from the shoreline. The terrain sloped up approximately 20 to 30 degrees away from the shoreline. The accident site elevation was about 420 feet above mean sea level. Maximum tree heights were approximately 50 feet.
A broken tree branch, 2 to 3 inches in diameter, was observed in a tree near the wreckage. A ground scar, about 5 feet wide, 7 feet long, and 6 inches deep, was located near the airplane's nose. Observations by the FAA inspector and others led them to conclude that the pilot attempted to outclimb the rising terrain and trees but was unable. They believed the airplane initially passed between trees, but a subsequent climbing turn was unsuccessful, and the airplane stalled and struck trees.
All components except the windscreen and outboard sections of the three composite propeller blades remained attached. Damage included crushing in the up and aft directions to the forward fuselage, and bending and fractures of some fuselage tubing. The left wing exhibited crumpling near its tip. The forward lift strut of the left wing bore an impact mark about 4 inches wide; the right wing's forward lift strut showed crush and flattening damage. The outer third of each propeller blade was missing; remaining inboard segments had ragged fractures. The engine hour meter indicated 549.5 hours.
Control continuity for ailerons and elevator was confirmed. Rudder cables were severed in the plane of propeller rotation. Flaps and flap handle were fully retracted. The fuel system was intact; approximately 3 gallons of fuel remained in the tank, appearing uncontaminated. Both carburetors contained fuel. The control cables to the carburetors were intact and functional.
Medical and Pathological Information
The pilot's most recent FAA medical application was dated July 11, 2002. His medical records noted a history of coronary artery disease (treated with angioplasty in 1990), emphysema, and diabetes controlled by oral medications. He received an Authorization for Special Issuance of a Medical Certificate dated August 5, 2002, which expired on July 31, 2003. No more recent documents were found.
The pilot initially survived the accident and was transported by helicopter to a hospital in Nashville, where he subsequently expired. An autopsy by the Tennessee Department of Health and Environment noted evidence of emergency medical intervention and the presence of stents in coronary arteries, with no notation of blockages. The cause of death was multiple blunt force injuries.
Toxicological testing by the FAA Civil Aero Medical Institute was negative for carbon monoxide, cyanide, and ethanol. It detected amlodipine, diphenhydramine, and metoprolol in the pilot's blood, and acetaminophen, amlodipine, diphenhydramine, and metoprolol in his urine.
Additional Information
Direct documentation of the pilot's experience in the accident airplane was not provided. Using logbook entries and assuming the tachometer was functional, calculations indicated the pilot had a maximum of about 34 hours in the accident airplane.
The airplane's data plate listed an empty weight of 411 pounds and a gross weight of 850 pounds. A handwritten card attached to the instrument panel listed a "Max Wt" of 960 pounds. The kit manufacturer confirmed a maximum gross weight of 960 pounds. The pilot weighed approximately 143 pounds, the passenger 180 pounds, and about 3 gallons of fuel were found. With an additional 10 pounds for clothing, the minimum gross weight at the time of the accident was approximately 762 pounds.
The Owner's Manual listed a best angle of climb speed (Vx) of 48 mph and best rate of climb speed (Vy) of 53 mph; the handwritten card listed Vy as 55 mph. The manufacturer stated that at a gross weight of 960 pounds, the climb rate on an average day at sea level would be about 650 feet per minute, equating to a climb angle of about 8 degrees. The stall speed was listed as 35 mph. The airplane had no stall warning system; the Owner's Manual described a stall as gentle and straightforward, with a slight growl from the propeller as a stall approached.