History of Flight
On April 1, 2010, at 1200 eastern daylight time, an experimental, amateur-built Ratcliffe Kolb Mark 3X was substantially damaged when it impacted terrain while maneuvering at Charleston Executive Airport (JZI), Charleston, South Carolina. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.
The accident flight was the first flight of the airplane and the pilot's first flight in the airplane model.
According to witnesses, after starting the engine the pilot initially taxied onto runway 4 and performed a high-speed taxi to a point about halfway down the runway. He then turned the airplane around and back-taxied down runway 4, clearing the runway at the end. After about one minute, the pilot reentered the runway for takeoff. The airplane lifted off in a couple hundred feet. Initially, the airplane pitched up steeply, then leveled off about 75 feet above ground level (agl). It then pitched up steeply again until reaching about 200 feet agl, before returning to a less steep climb angle. The airplane was next observed making a right turn onto the crosswind leg of the traffic pattern at 300 to 400 feet agl, then turning onto the downwind leg at 700 to 800 feet agl. The airplane then turned to the right, pitched nose down, and continued rotating to the right until it impacted nose-first in a marsh near the end of the runway.
Pilot Information
According to FAA records, the pilot held a private pilot certificate with a rating for airplane single-engine-land. His most recent application for a FAA third-class medical certificate was on March 22, 2010, reporting 138 total hours of flight experience. A review of pilot records revealed approximately 75 hours of pilot-in-command time, with no logged flight time in the accident airplane make and model. He had never logged flight time in a tailwheel-equipped airplane and did not have a tailwheel endorsement to act as pilot in command in such an airplane.
The pilot began flying in 1971 and stopped in 1978, accumulating 90 hours of flight experience in Cessna 150 and Piper PA-28 airplanes. He was then inactive for 26 years, resuming flying in 2004. From 2004 until the last entry in January 2010, he logged an additional 48.1 hours in Cessna 150, Cessna 172, and Piper PA-28 airplanes. He did not fly again until the accident flight approximately two months later.
Aircraft Information
The accident aircraft was a two-seat, high-wing, strut-braced, pusher configuration, tailwheel-equipped airplane. The forward fuselage was welded steel tubing mated to an aluminum tailboom. The horizontal stabilizer, tail fin, and wings were constructed of riveted aluminum tubing covered in fabric. The wings included a folding mechanism for storage and ground transport. It was powered by a 100-horsepower Rotax 912ULS, normally-aspirated, air- and water-cooled, horizontally-opposed, four-cylinder engine. According to FAA records, the airplane's special airworthiness certificate was issued on November 6, 2009.
Meteorological Information
A weather observation taken about five minutes prior to the accident at JZI included winds from 010 degrees at 4 knots, visibility 10 miles, temperature 26°C, dew point 05°C, and an altimeter setting of 30.14 inches of mercury.
Wreckage and Impact Information
An on-scene examination by an FAA inspector was initially hampered by terrain conditions, but a cursory examination revealed the airplane came to rest inverted. The lift struts were still attached, but the wing had separated from the fuselage. The tail boom was bent to one side approximately two feet aft of the fuselage. The engine had separated from its mounting location and came to rest approximately 25 feet from the main wreckage. The propeller hub remained attached to the crankshaft, but two of its three blades were broken off at approximately mid-span.
On April 5, 2010, the wreckage was removed from the marsh for examination by Safety Board investigators. Examination confirmed the inspector's observations and revealed no evidence of preimpact malfunction or anomalies. The airframe exhibited impact damage with multiple areas of crush and compression. The wing folding fittings, modified by the pilot to reduce wear, were secured in the flight (wings locked) position. Flight control continuity was confirmed from the rudder pedals and control sticks to their respective surfaces.
Examination of the fuel system found no preimpact failure or malfunction. Two of the plastic five-gallon fuel tanks contained a small amount of automotive gasoline; the third tank was breached and devoid of fuel. Separated fuel lines also contained automotive gasoline, which was bright, clear, and free of particulates or debris. A water-finding paste coupon did not change color, indicating no water. The electric fuel pump contained automotive gasoline, its internal screen was clear, and it pumped fuel when power was applied.
Examination of the engine found no preimpact malfunction or failure. Engine control continuity was confirmed from cockpit controls to breaks in cables and wires. Continuity of the intake, exhaust, valve train, and crankshaft was confirmed. The crankshaft rotated by hand with no binding. Spark plugs appeared normal with light gray electrodes. Thumb compression was established on all cylinders, and oil was present internally and in rocker boxes. Carburetors were disassembled; diaphragms were dry with no tears or punctures, floats were functional, and float bowls contained clean automotive gasoline free of debris.
Medical and Pathological Information
An autopsy performed by the Medical University of South Carolina's Department of Pathology and Laboratory Medicine on behalf of the Charleston County Coroner determined the cause of death as full body blunt trauma. Toxicological testing at the FAA Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs. The forensic toxicology report indicated 43 mg/dL ethanol detected in muscle, but putrefaction was present and no ethanol was detected in brain, suggesting the ethanol was most likely from sources other than ingestion.
Tests and Research
Review of the pilot's builder's log revealed he added many options and modified portions of the design, increasing the empty weight by approximately 113.5 pounds over the kit manufacturer's specified empty weight. Weight and balance information showed the gross weight with pilot and fuel exceeded the manufacturer's recommended gross weight by 78.5 pounds at the time of the accident.