History of Flight
On January 17, 2010, about 1745 central standard time, a Buckeye Aviation Inc DM582 powered parachute, N582DW (aircraft A), collided with another Buckeye Aviation Inc DM582 powered parachute, N846DW (aircraft B), near Sublette, Kansas. The parachute canopy collapsed on aircraft A, and the aircraft was substantially damaged when it impacted terrain. The pilot and passenger were fatally injured. Aircraft B was not damaged, and the pilot and passenger were not injured. Visual meteorological conditions prevailed at the time of the accident. Both flights were conducted under 14 CFR Part 91 without flight plans, originating from a nearby off-airport location about 1730.
Witnesses, including the pilot of aircraft A, reported that aircraft B was generally northbound in straight and level flight at approximately 200 to 300 feet above ground level. Aircraft A was slightly above and in front of aircraft B when it made a right turn. Aircraft A continued the turn and was southwest bound when it began a slight descent toward aircraft B. The parachute canopy of aircraft A collided with the lower portion of aircraft B. Witnesses stated that aircraft A fell almost straight down. Following impact, aircraft B jerked and briefly swung backward, but the pilot regained control and landed near the wreckage of aircraft A.
Personnel Information
Aircraft A Pilot: The 24-year-old pilot did not hold an FAA pilot certificate or medical certificate. According to family sources, he did not maintain a pilot logbook. His flight experience was estimated at 30 hours, all in a Buckeye Aviation DM582 powered parachute. No record of a flight review or flight instruction was found.
Aircraft B Pilot: The 23-year-old pilot did not hold an FAA pilot certificate or medical certificate. He estimated 100 hours of flight experience, all in a Buckeye Aviation DM582 powered parachute, including about 10 hours of flight instruction. He did not maintain a pilot logbook, and no record of a flight review was found.
Aircraft Information
Aircraft A (N582DW): Serial number 3729, manufactured in 1997. Experimental light sport airworthiness certificate issued June 28, 2006. Registered to the pilot on November 5, 2009. Maintained under an annual condition inspection program; most recent inspection completed June 9, 2006, at 67.3 hours total time.
Aircraft B (N846DW): Serial number 4457, manufactured in 1999. Experimental light sport airworthiness certificate issued June 16, 2006. Registered to the pilot on October 1, 2008. Maintained under an annual condition inspection program; most recent inspection completed June 9, 2006, at 92.2 hours total time.
Meteorological Information
At 1754, the automated weather observing system at Garden City, Kansas (GCK), about 19 miles northeast of the accident site, reported wind from 050 degrees at 6 knots, visibility 10 miles, few clouds at 9,000 feet, temperature 55°F, dew point 21°F, altimeter 29.83 inHg. NOAA records show the sun was 0.69 degrees above the horizon at azimuth 243 degrees true at 1745. Apparent sunset occurred at 1751.
Wreckage and Impact Information
Aircraft A: The wreckage came to rest upright on the undamaged rear main landing gear. Ground scars and impact damage were present around the nose wheel and rudder pedal area. The nose wheel was fragmented and separated, but the nose tire remained attached. Compression damage was evident to the lower and forward upper tubular frame structure, with several bent, fractured, and partially separated tubing portions. The pusher engine, attached propeller, and propeller shroud remained attached to the forward engine mount, which was bent down and forward about 40 to 50 degrees. The rear seat was bent down and forward onto the front seat. The forward part of the engine mounts partially intruded onto the vertical backrest of the rear seat. The front seat showed impact damage and was bent down and forward onto the bottom tubular frame. All three propeller blades showed impact damage; two were partially separated approximately midway from the tips. The parachute canopy and risers remained attached but collapsed onto the right side. Several canopy cells were damaged. The fuel tank was not ruptured, and there was no postimpact fuel spill.
Aircraft B: No damage.
Medical and Pathological Information
An autopsy on the pilot of aircraft A concluded the cause of death was severe closed head trauma and severe pulmonary contusions. Forensic toxicology by the FAA Civil Aerospace Medical Institute detected no carbon monoxide, cyanide, or ethanol in various specimens. Isopropanol was detected in vitreous. Methanol was detected in vitreous, urine, brain, kidney, liver, and muscle. Acetaminophen was detected in urine. Isopropanol is an alcohol that can be produced postmortem.
Additional Information
14 CFR 61.3(a)(1) requires a pilot certificate for serving as a required flight crewmember. 14 CFR 61.23(b) requires a medical certificate or U.S. driver's license when exercising sport pilot privileges in a light-sport aircraft. 14 CFR 1.1 defines civil aircraft as any aircraft other than a public aircraft.