History of Flight
On October 27, 2009, at 1827 eastern daylight time, an Aeronca 7AC registration N2239E, piloted by a private pilot, was substantially damaged when it collided with terrain near Gaylord, Michigan. The flight was conducted under 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions prevailed. The pilot and passenger sustained fatal injuries. The flight departed Gaylord Regional Airport (GLR), Gaylord, Michigan, at 1700.
Position data from an on-board global positioning system (GPS) receiver indicated the flight initially proceeded southbound to Ostego Lake, then reversed course northbound along the lake. It continued north-northwest, conducted two landings at Boyne City Airport, then proceeded northwest along the Lake Charlevoix shoreline. The flight traveled north to Walloon Lake, then south-southeast along the lake, continuing southeast toward Interstate 75 near the city of Vanderbilt.
As the flight approached Interstate 75, GPS track data showed the airplane entering a right turn toward the south. At 1826:16, as it reached a southbound course, it entered a right turn from approximately 1,590 feet. The track indicated the airplane continued in that turn until the final data point at 1826:56 at an altitude of 1,216 feet (approximately 100 feet above ground level). During that 40-second interval, the airplane completed an approximate 450-degree turn with a decreasing turn radius.
Two off-duty Michigan State Police troopers reported witnessing the accident airplane while traveling southbound on Interstate 75 near Vanderbilt Road. Both initially saw the airplane on a southeast course approaching the interstate. The first trooper reported the airplane appeared to fly normally on the southeast course before making an “abrupt” right turn and descending. He thought the pilot might have spotted elk. The airplane continued the right turn, appearing to slip clockwise with some fishtailing and rocking of the wings. It completed an elongated right turn, crossing the interstate again, then straightened its flight path west of and parallel to the interstate. As their vehicle approached an overpass, the airplane appeared steady and slow. Upon reaching the south side of the overpass, he observed the airplane roll hard to the right, nose straight down, and corkscrew toward the ground, crashing in line with their vehicle.
The second trooper stated the airplane made a very abrupt right turn to a northbound course and began to descend. It executed another very abrupt right turn returning to a southbound course at an estimated altitude of 200-300 feet. The wings dipped slightly back and forth, and the tail swayed, but the plane remained level. The airplane completed a third very abrupt right turn, crossing the interstate westward and continuing to a north course. As it traveled north along the interstate, the nose dropped straight down, the plane rolled right, and it corkscrewed into the ground, impacting nose-first in the ditch of the west shoulder on I-75 southbound, about 20 feet from their vehicle.
The airplane came to rest upright on a southwest heading in a grass area adjacent to the southbound lanes. The troopers noted light traffic and a level, open median. One added that at no time did it appear the plane was trying to land.
Personnel Information
The pilot, age 52, held a private pilot certificate with airplane single-engine land and sea, multi-engine land, and instrument airplane ratings. He was issued a third-class airman medical certificate on April 17, 2005, without limitations. No subsequent medical certificate applications were on file with the FAA. On his most recent medical application, he reported 2,800 total flight hours with 60 hours in the preceding 6 months. His logbook was unavailable. He held a valid Michigan driver’s license with no restrictions.
Aircraft Information
The accident airplane was a 1946 Aeronca 7AC, serial number 7AC-5813, a single-engine, high-wing, tailwheel design with two-place tandem seating. It was powered by a 100-horsepower Continental O-200-A engine. The pilot purchased the airplane in August 2007. A restoration completed in April 2009 included replacement of all four wing spars and fabric covering for fuselage, wings, and control surfaces. An annual inspection was completed and a replacement airworthiness certificate issued on May 28, 2009. The airframe had 3,492 hours at restoration. After return to service, only an oil change on October 23, 2009, was recorded. The hour meter indicated about 15 hours since annual inspection. No unresolved maintenance issues were noted.
Meteorological Information
The closest weather reporting facility was GLR, about 10 miles south. At 1753, conditions were: calm winds, visibility 10 miles, broken clouds at 3,500 feet agl, temperature 9°C, dew point 4°C, altimeter 29.94 inHg. At 1853: winds from 140° at 4 knots, visibility 10 miles, broken clouds at 3,900 feet agl, temperature 8°C, dew point 4°C, altimeter 29.95 inHg. Sunset was at 1834; civil twilight ended at 1904.
Wreckage and Impact Information
The accident site was about 9 miles north of GLR in a grass area adjacent to southbound I-75 near mile marker 290, near the median crossover south of Sturgeon Valley Road. The airplane came to rest upright on a southwest heading. The terrain was undisturbed except in the immediate vicinity. No ground scars were observed. The right wing was separated and located about 10 feet from the fuselage. The nose, right wing, and outboard left wing sustained damage consistent with impact forces. The fuselage was sectioned aft of the rear passenger seat for occupant removal.
Flight control surfaces remained attached. Cable separations were consistent with overload failures and cuts from recovery efforts. No pre-impact anomalies were observed in the flight control system. The engine remained attached; the 2-bladed propeller was secured, with blades twisted and chordwise scratches. Engine examination revealed no pre-impact failure or malfunction. The recording tachometer hour meter indicated 1,085 hours. Elevation at the site was approximately 1,115 feet.
Medical and Pathological Information
An autopsy of the pilot was conducted on October 28, 2009; the cause of death was blunt trauma due to the accident. The FAA toxicology report indicated the presence of Clopidogrel, Ibuprofen, Metoprolol, and Ranitidine in urine and blood. About 8 months before the accident, the pilot reportedly experienced chest pain while exercising and underwent stent placement to treat two narrowed coronary arteries. A family member stated he had returned to normal activities without further symptoms.
Tests and Research
Review of GPS data showed the airplane’s ground speed decreased during the final 450-degree turn. Between 1826:05 and 1826:16, average groundspeed was about 68 knots. Between the final two data points (1826:53 and 1826:56), average groundspeed was approximately 44 knots.
Additional Information
Photos from the on-board digital camera included images of the flight instruments. The airspeed indicator markings showed the power-off, flaps-up stall speed as approximately 49 knots (56 mph), and the power-off, flaps-extended stall speed as about 42 knots (48 mph). The camera’s internal clock was approximately 22 seconds ahead of GPS time. The last digital image was taken at 1826:21 camera time (about 1825:59 GPS), about 60 seconds prior to the accident.
According to FAA documentation, the accident airplane met the requirements of a light sport aircraft (LSA). Regulations state that individuals holding at least a recreational pilot certificate may operate any LSA within that category and class, provided they hold a valid state driver’s license and comply with its restrictions, and have not had their most recent medical certificate suspended or revoked or denied. Based on available data, the pilot appeared to be in compliance with LSA operating regulations.