History of Flight
On April 18, 2010, about 1915 eastern daylight time, a Maule M-5-235C, N9196E, operated by AirSign Inc. was substantially damaged when it impacted terrain after a loss of control during initial climb from Orlando North Airpark (FA83), Zellwood, Florida. The certificated commercial pilot was fatally injured. Visual meteorological conditions prevailed for the flight destined for Dunnellon/Marion County Airport (X35), Dunnellon, Florida. A visual flight rules (VFR) flight plan was filed for the positioning flight conducted under Title 14 Code of Federal Regulations Part 91.
According to AirSign Inc., the pilot had flown a banner towing job over the Shingle Creek Golf Club in Orlando on the morning of the accident and was scheduled to fly another banner tow flight at approximately 1800 that evening. The operator cancelled the flight due to rain. The pilot then advised that he would return to X35.
Witnesses reported light rain falling at FA83. After an engine runup, the pilot taxied onto the runway and commenced his takeoff roll to the west. The airplane lifted off approximately one-third of the length down the runway. After liftoff, one witness reported hearing a "pop, pop," and the airplane turned approximately 40 degrees to the right. A thin trail of dark gray smoke or a larger amount of black smoke was observed trailing from the airplane. The airplane reached a height of about 60 feet above ground level, leveled off, and the smoke stopped. Upon approaching a tree line perpendicular to the right side of the runway, the airplane climbed, cleared the trees by about 50 feet, turned west, rolled rapidly to the left, pitched nose down, and impacted the ground. Total flight time was approximately 15 seconds.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine-land, multi-engine-land, and instrument airplane, and an airframe and powerplant mechanic certificate. He had accrued approximately 673 total hours of flight experience. His most recent application for a first-class medical certificate was on February 16, 2010.
Aircraft Information
The accident airplane was a steel-tube and fabric high-wing braced-monoplane with a cantilever tailplane, single fin and rudder, fixed tailwheel landing gear, and was powered by a 235-horsepower Lycoming O-540-J1A5D engine. It was equipped for banner towing operations. The airplane had been involved in a previous accident on April 13, 1979, when it nosed over during landing in Lord Flat, Oregon, resulting in substantial damage and replacement of multiple components. The airplane was donated to the owner to allow the pilot to build flight time and gain experience for becoming a missionary pilot. The most recent 100-hour inspection was completed on March 23, 2010, at which time the airplane had accumulated 2,838.2 total hours. The engine had 137 hours since major overhaul.
Meteorological Information
A weather observation taken about 25 minutes prior to the accident at Leesburg International Airport (LEE), located about 10 nautical miles northwest, included: wind 160 degrees at 5 knots, visibility 10 miles, light rain, broken clouds at 7,000 feet, overcast at 8,500 feet, temperature 19°C, dew point 16°C, altimeter 29.91 inches of mercury.
Airport Information
FA83 had one runway oriented 09/27. Runway 27 was asphalt, 2,577 feet long and 50 feet wide, in good condition. Obstructions existed on both sides of the departure end of runway 27, including two rows of trees running perpendicular on the north and south sides. A clear area (cabbage field) existed directly off the departure end.
Wreckage and Impact Information
The airplane came to rest in the cabbage field. A postcrash fire consumed the fabric covering, exposing the tubular structure. Wreckage and ground scarring indicated rotation about the longitudinal axis during impact. No preimpact structural failure was found. Flight control continuity was confirmed from ailerons, elevators, and rudder to the cockpit area, but could not be established to the control yokes or rudder pedals due to fragmentation and crush damage. The cockpit instrument panel was heavily damaged; the magneto switch was in the "both" position, mixture control full rich, propeller control set to high RPM, carburetor heat off, and the vertical speed indicator indicated an approximate 2,100-foot-per-minute rate of descent. The propeller blades exhibited impact damage and chordwise scratching. The engine had impact and fire damage, but no preimpact anomalies were found. The fuel system showed no preimpact malfunction, and fuel samples were clear and free of contamination.
Medical and Pathological Information
An autopsy revealed the cause of death as multiple blunt force injuries. Toxicological testing was negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs, with the exception of Naproxen, a nonsteroidal anti-inflammatory drug.
Tests and Research
Witnesses reported smoke (black or gray) and a possible "pop, pop" sound. The Lycoming Operator's Manual notes that black smoke could indicate an overly rich mixture and gray smoke could indicate burning oil; backfiring could also be caused by an overly rich mixture. However, examination of the engine revealed no sooty deposits on spark plugs or exhaust pipe. No maintenance records indicated adjustments to the fuel air mixture or excessive oil consumption. An oil cooler had been replaced on April 2, 2010. Earlier in the month, the pilot reported in a blog that while towing a banner, the airplane could not climb properly and cylinder head temperature rose dramatically. Investigators looked for evidence of overheating (e.g., oxidized oil, varnish, scuffing) but found only thermal damage from the post-crash fire.