Summary
On April 2, 2010, at approximately 1835 eastern daylight time, an amateur-built Lopez experimental Jabiru J250, registration N464PP, experienced a loss of engine power and subsequently impacted trees and power lines during a forced landing near Middletown, Delaware. The airplane sustained substantial damage. The private pilot was killed, and one passenger received serious injuries. The flight, conducted under 14 CFR Part 91 as a personal flight, originated from Cambridge-Dorchester Airport (CGE) in Cambridge, Maryland, about 1750. Visual meteorological conditions prevailed, and no flight plan was filed.
Aircraft and Pilot Information
The pilot held a private pilot certificate with single-engine land privileges issued on October 8, 1997. According to his logbook, he had accumulated approximately 449 total flight hours, including about 62 hours in the J250. The aircraft, a Lopez experimental light sport design, had undergone a condition inspection on July 18, 2009, at 97.7 hours total time. Fuel capacity was 18 gallons per wing tank, with an estimated fuel burn rate of 5.5 gallons per hour.
Accident Sequence
Earlier that day, at 1424, the pilot purchased 11.97 gallons of 100 low-lead aviation fuel at New Garden Flying Field (N57) in Toughkenamon, Pennsylvania. The pilot's spouse, who was also the passenger, observed the fueling and confirmed both tanks were filled to capacity; cockpit fuel gauges indicated full. The flight proceeded to Cambridge-Dorchester Airport for lunch and then departed for the return trip. During the flight, the engine began to lose power. The spouse reported that the pilot remarked, "She wants to quit," and attempted to restore power, but the engine eventually stopped completely, and the propeller ceased turning. No smoke or loud noises were noted. The pilot did not switch fuel tanks, as they always operated with all tank switches in the "on" position. No conversation about carburetor ice occurred.
At 1835, a witness observed the airplane at approximately 150 to 200 feet above ground level, east of Summit Airport in Middletown. The propeller was stopped vertically, and flaps appeared fully extended. The witness lost sight of the airplane and later found the wreckage inverted in wooded terrain, with two occupants inside. Another witness saw the airplane heading northeast at an altitude of 150 feet and descending, with the propeller not turning.
Wreckage Examination
The airplane struck trees and power lines; the main fuselage remained suspended in the power lines, while the forward section—including the engine, propeller, cowling, firewall, and instrument panel—separated and was found about 25 feet away. After recovery, the wreckage was stored outdoors on a flatbed trailer, with the engine and other components in a metal shipping container. Examination revealed that the right tank fuel selector valve was in the "on" position, the left tank selector was "off," and the pedestal-mounted selector was near but not in the "off" position. About 2 gallons of fuel were drained from the left tank, containing small granular debris and white fibers; the right tank was dry. Neither tank was breached. The fiberglass header tank was broken and breached, with no fuel or debris found. Fuel lines connected to the header tank were broken and contained debris resembling fine dried grass; however, the in-line fuel filter was clean. Flight control continuity was confirmed from aerodynamic surfaces to cockpit controls. Electrically operated flaps were found extended about 10 degrees. Both seat belts and shoulder harnesses remained attached at mount points, with buckles unfastened. The propeller hub and spinner remained attached; wooden blades were broken at the roots. When the engine was tested with a battery and external fuel source, it started and ran smoothly for about 30 seconds, until the fuel was depleted.
Meteorological Conditions
The 1855 weather observation at Wilmington, Delaware (ILG), located 11 miles from the accident site, reported clear sky, wind from 180 degrees at 11 knots, visibility 10 statute miles, temperature 13°C, dew point 8°C, and altimeter setting 30.17 inches of mercury. According to FAA Special Airworthiness Information Bulletin CE-09-35, the temperature and dew point conditions were favorable for serious carburetor icing at cruise power.
Medical and Toxicological Information
The pilot's last third-class medical application (July 16, 2007) noted a height of 71 inches, weight of 282 pounds, and use of several medications for blood pressure control. Postmortem examination attributed death to multiple blunt force injuries and documented a heart weight of 550 grams with 90 percent occlusion of the left anterior descending coronary artery. Forensic toxicology was negative for ethanol, cyanide, and carbon monoxide. Detected drugs included amlodipine, propranolol, and diphenhydramine. The source does not state a probable cause for the accident.