History of Flight
On September 24, 2009, at approximately 1715 eastern daylight time, an experimental amateur-built Duke Challenger II, registration N4340D, was substantially damaged when it struck trees and terrain near Lumberton, Mississippi. The flight, conducted under Part 91, had departed from the pilot's residence around 1700 and was destined for another private residence where the accident occurred. Visual meteorological conditions prevailed; no flight plan was filed.
A witness, the pilot's grandson, observed the airplane for 5 to 15 minutes as it attempted to land in a grass field behind his home. The airplane attempted two to three landings but could not get on the ground. During the last attempt, the witness did not hear the engine power increase as before. The left main landing gear then struck a treetop, the airplane banked hard left, and entered a nose dive before the witness lost sight.
Personnel Information
A search of the FAA airman database revealed that the pilot did not hold any airman or medical certificates. No logbooks or flight records were found, but family members reported the pilot had been flying ultralight airplanes for several years.
Aircraft Information
The Duke Challenger II, serial number CH2-0297-1567, was manufactured in 1998. It was powered by a 52-horsepower Rotax 503 engine and equipped with a two-blade wooden propeller. No aircraft records were recovered, and the FAA registration was not current.
A relative reported that the pilot had owned the airplane for about one year. Approximately two months prior to the accident, the pilot experienced an incident where he thought he hit a bird and deployed the ballistic recovery parachute, landing in a wooded area. Afterward, he replaced the damaged three-blade composite propeller with a two-blade wooden propeller and ordered a replacement parachute, which had not arrived. The accident flight was not the first flight after repairs.
A representative from the kit manufacturer stated that the three-blade propeller was better for takeoffs and landings, while the two-blade was better for cruise. He also noted that the absence of the parachute would not affect the airplane's center of gravity.
Meteorological Information
At 1715, the weather at Hattiesburg-Laurel Regional Airport (PIB), about 24 nautical miles north of the accident site, was winds from 070 degrees at 4 knots, visibility 10 statute miles, scattered clouds at 200 feet, temperature 31°C, dew point 21°C, and altimeter 30.00 inHg.
Wreckage and Impact Information
FAA inspectors examined the wreckage. The airplane came to rest inverted in a wooded area, approximately 400 feet from two grass runways. An oak tree had impact marks at the base and 35 feet up; bark was found in the tail section tubing. The left wing was detached, and the propeller blades were splintered to the hub, with pieces 40 feet away. Evidence of a post-crash fire was noted around the fuselage and engine. Most control surfaces were intact with no anomalies, though control continuity could not be established.
The wreckage was moved to Purvis, Mississippi, for further inspection. The engine exhibited fire and heat damage to the induction system, fuel system, and both carburetors. Spark plugs appeared new with normal wear. Fuel screens were clean and uncontaminated; the fuel flow divider contained about half a teaspoon of fuel. Engine power and valvetrain continuity were confirmed through full crankshaft rotation.
Medical and Pathological Information
The Mississippi State Medical Examiner's Office performed an autopsy; the cause of death was multiple blunt force injuries. Toxicological testing by the FAA found no carbon monoxide, cyanide, volatiles, or tested drugs.