History of Flight
On October 3, 2008, about 1500 Alaska daylight time, an experimental light sport (E-LSA) homebuilt Challenger II airplane, N7511J, sustained substantial damage when it collided with tree-covered terrain following a loss of control while maneuvering, about 5 miles northeast of Chugiak, Alaska. The airplane was being operated as a visual flight rules (VFR) personal flight under the provisions of Title 14 Code of Federal Regulations Part 91. The non-certificated pilot died at the scene. Visual meteorological conditions prevailed, and no flight plan was filed for the local area flight. Witnesses reported that the accident airplane departed from the Birchwood Airport, Chugiak, about 1455.
A helicopter pilot inbound to Birchwood Airport observed the departure from Runway 19L. He reported that just after becoming airborne, the airplane began to "porpoise" during climb. Shortly after takeoff, the airplane turned left while still very low, flying over an area of hangars and buildings on the northeast side of the airport. The helicopter pilot noted, "At one time we thought he was going to hit one of the buildings due to a steep dive." The airplane was last seen heading northbound.
Other witnesses reported seeing the airplane flying northbound about 100 feet above the trees. They observed the engine noise increase, the nose pitch down, and the airplane descend nose first into dense woods.
Personnel Information
The pilot did not hold an FAA pilot or medical certificate, nor was he required to while operating an E-LSA airplane as a student pilot. No personal flight records were located; aeronautical experience was obtained from his flight instructor.
The flight instructor, who had been providing primary flight instruction from November 11, 2006, to June 15, 2008, had built the accident airplane from a kit and sold it to the pilot, agreeing to teach him to fly it. The pilot had received 19.2 hours of flight instruction in Challenger II airplanes but had not progressed to a point where the instructor could endorse him for solo flight. The instructor noted the pilot frequently struggled with pitch control during takeoff, landing, or when engine power was changed. He also noted that flight characteristics differed significantly between one and two occupants.
The flight instructor told the NTSB that he had refused to fly with the pilot until after the airplane's annual inspection (due July 31, 2008) was completed. He was unaware if the pilot had complied, as the pilot had not scheduled further training.
Aircraft Information
The airplane was built from a kit by the original owner and issued an FAA experimental airworthiness certificate on July 15, 2007. The fuselage structure was an aluminum tube frame, with a fiberglass nose cone. The fuselage, rudder, and horizontal stabilizer were covered with Ceconite fabric; wings had aluminum tubes with loose-fitting canvas-like fabric. The airplane had two tandem seats, pilot in front, and was equipped with an aft-mounted, pusher Rotax 503, 52 horsepower engine. No maintenance or construction records were located, and no weight and balance data was found.
Meteorological Information
The closest weather reporting facility was Birchwood Airport, about 5 miles southwest of the accident site. At 1456, an aviation routine weather report (METAR) reported: wind 260 degrees at 3 knots; visibility 10 statute miles; clouds few at 3,000 feet, scattered at 3,700 feet, broken at 4,800 feet; temperature 43°F; dew point 30°F; altimeter 29.35 inHg.
Communications
The airplane was not equipped with a radio.
Wreckage and Impact Information
The NTSB investigator-in-charge (IIC) and an FAA airworthiness inspector examined the wreckage at the site on October 3. All major components were at the main wreckage site. A path of debris from broken trees to the point of rest was on a magnetic heading of approximately 190 degrees.
The fuselage was inverted; the fiberglass nose section was crushed and buckled inward. Primary crush zones extended from the nose cone back to about the aft passenger seat area, encompassing the pilot's cockpit, which was obliterated. The instrument panel was crushed and twisted under the fuselage.
The wings remained attached but were extensively distorted. A portion of the right wing and right aileron was suspended from an adjacent tree.
Due to impact damage, continuity of flight control cables and push-pull tubes could not be established. The propeller hub assembly remained connected to the engine crankshaft; both wooden propeller blades were broken about mid-span with leading edge gouging.
No preaccident mechanical problems were discovered with the engine or flight controls during the on-scene examination.
Medical and Pathological Information
A postmortem examination under the authority of the Alaska State Medical Examiner on October 5, 2008, attributed the pilot's cause of death to blunt force traumatic injuries. A toxicological examination by the FAA's Civil Aeromedical Institute on November 4, 2008, was negative for alcohol or drugs.
The Safety Board released the wreckage at the accident site to the owner's representatives on October 3, 2008, retaining no parts or components.