History of Flight
On October 22, 2009, about 1122 eastern daylight time, an experimental Fuji LM-1, N2121J, was substantially damaged when it impacted terrain shortly after takeoff from runway 27 at Athens/Ben Epps Airport (AHN), Athens, Georgia. The airline transport pilot-rated owner and a pilot-rated acquaintance were fatally injured. The personal flight was operated under 14 CFR Part 91. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight to Leesburg International Airport, Florida.
The airplane had received a newly-overhauled engine in November 2003. In September 2007, after about 40 hours, all six cylinders were replaced. The airplane was operated briefly, then left dormant until weeks before the accident, according to a maintenance technician who also flew it. Maintenance records showed about 27 hours flown between September 2007 and September 2009.
In September 2009, the owner requested an inspection to prepare the airplane for a flight to Florida. An annual inspection was completed September 12. A technician flew the airplane on September 16, the last flight before the accident. The airplane was stored in the maintenance facility's hangar until October 22, when the owner arrived.
On October 22, the owner and acquaintance arrived at AHN in a Cessna 182 flown by the acquaintance's brother. Both airplanes were fueled from the same fuel truck. The Fuji received 7 gallons in the left tank and 14 gallons in one right tank. The owner sat in the left front seat during fueling; the acquaintance sat in the right front after fueling. A maintenance technician sampled fuel sumps but allowed fuel to drain onto the ground for lack of a container.
The Cessna pilot had filed an IFR flight plan for both airplanes as a flight of two. Shortly after fueling, both airplanes started and taxied, with the Fuji behind the Cessna. The Cessna pilot conducted a pre-takeoff engine run-up and believed the Fuji's run-up was also conducted, but no witnesses could confirm. All ATC communications were with the Cessna. The local controller cleared the Cessna (and therefore the Fuji) for takeoff.
Witnesses saw the Fuji's landing gear retract shortly after takeoff. The Fuji climbed more slowly than the Cessna, with an initially high pitch attitude and slight roll oscillation. The pitch then returned to a normal climb attitude and the rolling stopped. The Fuji entered a slight left turn, then ceased climbing and turning at an estimated altitude of 500 to 1,000 feet agl. It began to descend and re-entered a left turn. Some witnesses said the left wing dropped sharply, and the Fuji entered a left spin, disappearing from view about 150 feet above trees. One witness likened the pitch-up and turn to a hammerhead maneuver. Witnesses at AHN could not hear the engine due to another running airplane nearby.
Three witnesses on a roof near the accident site said the noise of striking a tree attracted their attention. They reported the Fuji overflew them, was "basically level," and the propeller was not rotating. They said it then "rolled hard right" and impacted the ground.
An airport maintenance technician saw the Fuji descend and alerted the local controller, who was unaware of a problem. The controller confirmed through the approach controller that the Fuji was no longer with the Cessna and recalled the Cessna, which landed uneventfully.
Personnel Information
The left-seat occupant (owner) held an airline transport pilot certificate with multi-engine land rating, commercial pilot with single-engine land, flight instructor, and experimental aircraft repairman certificates. He reported 23,640 total flight hours in January 2007. He previously served as a US Air Force pilot and Pan American captain. His most recent FAA second-class medical was issued January 2007. In February 2007, due to an abnormal EKG and medication use, CAMI requested clarification. In July 2007, he reported a "slight stroke" and surrendered his medical certificate in September 2007. CAMI informed him in October 2007 that his eligibility would be reconsidered in June 2009 pending documentation on sleep apnea, hypertension, prostatic hypertrophy, and medications. No subsequent records were found.
The right-seat occupant (acquaintance, brother of the Cessna pilot) held a private pilot certificate with single- and multi-engine land ratings and no instrument rating. His logbook showed about 223 total hours, including 17 multi-engine hours. No flight time was logged from late March to late August 2009, then 2 hours in a Cessna 182 in August and October 2009. His most recent FAA third-class medical was issued January 2009.
Aircraft Information
The Fuji LM-1 is a modified Beech T-34 Mentor, redesigned by Fuji Heavy Industries. It is a four-place, low-wing, all-metal monoplane with a Teledyne Continental Motors O-470-13A engine, retractable tricycle landing gear, and side-by-side dual controls. Manufactured about 1956, it first operated for the Japanese government, then transferred to a US private organization in 1982, and registered to the accident owner in 1990. All placards and markings were in Japanese, with some English labels.
A pilot's operating handbook (POH) in Japanese was found; no English manuals were located. The POH showed takeoff procedures: rotate at 70-75 knots, climb at 100 knots after obstacles. Stall speed charts indicated zero-bank, wings-level speeds of 44-55 knots depending on weight and configuration.
Weight and balance calculations using full fuel, occupant weights, and POH values gave an approximate takeoff weight of 2,945 pounds and CG of 83.2 inches aft of datum, within the published limits (max 3,530 pounds, CG range 80.88-92.43 inches).
Meteorological Information
The 1131 recorded weather at AHN: wind 100° at 6 knots, visibility 8 miles, scattered clouds at 1,900 feet, temperature 18°C, dew point 13°C, altimeter 30.15 inches Hg.
Communications
ATC communications were between ATC and the Cessna only. At 1518:55, approach passed the IFR release to the local controller. The Cessna was cleared for takeoff at 1119:16, and at 1120:34 instructed to contact Atlanta Approach. At 1122:22, the local controller was notified by a maintenance technician and unsuccessfully tried to contact the Cessna. At 1126:10, he asked approach to check if the Cessna still had "his wingman" and suspected the Fuji might not be airborne. At 1126:53, approach reported the Cessna pilot didn't know the Fuji's location. The Cessna was recalled and landed at AHN about 1135.
Wreckage and Impact Information
The Fuji struck trees and terrain on a private residence about 4,700 feet west-southwest of runway 9 threshold. Trees across the street were also struck, estimated at 70 feet high. The airplane came to rest nose-down, longitudinal axis nearly perpendicular to the ground. The nose, engine, forward cabin, and wings showed significant aft crush damage. One propeller blade was bent aft, the other separated. The aft cabin, fuselage, and empennage had minor damage. All flight controls were accounted for and attached. Elevator control cable continuity from aft cabin to elevator was established.
On-site photographs showed instrument readings: tachometer 800 rpm, fuel pressure 1 psi, suction 0 psi, cylinder head temperature 50°C, exhaust gas temperature off scale low, manifold pressure needle missing. The airplane was recovered for further examination.
The maintenance facility owner reported that a law enforcement officer on scene told him the "fuel selector was off."
Medical and Pathological Information
An autopsy of the owner by the Georgia Bureau of Investigation (GBI) found "Heart, coronary atherosclerotic disease, left anterior descending artery, 70 percent luminal narrowing" and cause of death as "blunt force injuries." CAMI toxicology detected ethanol in muscle but not brain, attributed to non-ingestion sources. Donepezil and Metoclopramide were found in liver and kidney. According to the NTSB medical officer, Donepezil (Aricept) is used for cognitive decline associated with Alzheimer's disease. Metoclopramide (Reglan) treats heartburn and digestive issues. The owner's son stated the owner had a stroke in 2007, was under a "no fly" order, and had asked the acquaintance to fly the airplane. The son had no reservations about the owner's mental or physical health and was unaware of an Alzheimer's diagnosis.
An autopsy of the right-seat occupant by the GBI also found cause of death as "blunt force injuries." CAMI toxicology tests for carbon monoxide, cyanide, ethanol, and all screened drugs were negative.
Additional Information
Maintenance records showed the engine was installed in November 2003 at 7,589.3 total time (TT), with a "Hobbs" of 741.2 hours. The previous engine was also a TCM O-470-13A. At the last annual inspection, TT was 7,657 hours and the hour meter (not cited as "Hobbs") registered 808.5 hours. The meter found in the wreckage read 812.2 hours.
Detailed airframe examination on January 26-27, 2010 revealed: the left front seat was separated; seat belts were cut consistent with rescue. Two 1-quart containers of Bell MXO-AV aviation gasoline additive were found in the cabin; one unopened and full, the other opened and not full. The additive was advertised as a detergent, lubricant, octane enhancer, and moisture eliminator. The manufacturer stated it was hydrocarbon-based, last sold in the US in 2006, with a shelf life of about one year.
The left instrument panel was separated; the airspeed indicator needle pointed to approximately 81 knots, with arcs compliant with POH (white 48-110, green 60-146, yellow 146-199 knots). The altimeter barometric setting was 30.38 inches Hg. The generator switch was OFF, master switch ON. The communications radio was set to 121.8 MHz (AHN ground control). The landing gear indicator showed unsafe for landing, and all three gear were fully retracted. The control column was separated; both control wheels attached; four cables (pitch and roll) were cut. The control lock tab and pin appeared undamaged. The ignition switch (Koito AN3212-1) was set to the "OFF" position; the handle was fractured. An NTSB metallurgist stated the fracture direction appeared consistent with the handle being rotated.