History of Flight
On November 5, 2010, about 0918 central daylight time, an experimental amateur-built Bean Glassair III, N7SY, was destroyed when it collided with wooded, mountainous terrain following an uncontrolled descent while maneuvering near Winchester, Tennessee. The certificated private pilot and the pilot-rated passenger/builder were fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight of two airplanes, led by an airline transport-rated pilot (ATP) in a Tews Swearingen SX300, N3RT, departed Port Orange, Florida (7FL6) with a planned fuel stop in Shelbyville, Tennessee (SYI).
Two witnesses reported hearing the airplane; one observed it before ground contact. They described engine noise increasing and decreasing for some time, and one witness likened it to a crop duster making low-level passes. The witness who observed the airplane said it descended vertically and sounded as though at full power before disappearing into trees, followed by impact sounds.
The ATP in the lead aircraft stated that the flight departed 7FL6 on an IFR plan bound for Iowa City, Iowa. He checked weather and reported it clear all the way to Iowa. En route, they changed altitudes and obtained both VFR and IFR clearances for better routing, winds, and to fly underneath class B airspace layers. The flight ultimately descended to 2,500 feet mean sea level due to weather.
While operating VFR about 40 miles southeast of SYI, the ATP noticed a ridgeline about 10 miles ahead obscured by clouds. He advised a course reversal to seek a landing site with available fuel. The accident airplane pilot concurred, and the lead aircraft initiated a left 180-degree turn. The accident airplane pilot, flying in a right echelon position, announced and then initiated a right 180-degree turn.
Seconds later, the ATP heard the passenger in the accident airplane state over the radio, "Don't do that." Several seconds later, again, "Don't follow that." After a pause of about ten seconds, he heard the pilot say, "Oh God, no."
The ATP stated that at the course reversal point, they were cruising about 2,500 feet msl at 200 knots. An overcast cloud layer was a few hundred feet above his airplane, with terrain 800 to 1,000 feet below.
A Garmin 496 hand-held GPS recovered from the wreckage showed data between 0805 and 0851: the airplane maintained an approximate ground track of 330 degrees, about 4,200 feet, and 200 knots groundspeed before initiating a descent. By 0905, it had descended to 2,250 feet, then climbed, turned slightly left, and reversed course to the right. During the right turn, it climbed to nearly 3,800 feet, slowed to 144 knots, then descended to 2,000 feet and accelerated to 255 knots, climbed back to 4,000 feet, and slowed to 39 knots at the second-to-last data plot near the crash site. About 0908, between the last two plots, a sharp descending left turn back to the northwest was depicted.
Personnel Information
According to FAA records, the pilot held a private pilot certificate with ratings for airplane single engine and instrument airplane. Her most recent FAA third-class medical certificate was issued on February 18, 2010, with the limitation "must wear corrective lenses." She reported 800 total hours of flight experience on that date. Her recovered logbook showed 951.9 total hours, including 921 hours of single-engine time and 74 hours of actual instrument time.
The passenger/builder held a private pilot certificate with a rating for airplane single engine and a repairman experimental aircraft builder certificate. His most recent FAA third-class medical certificate was issued June 8, 2010, and he reported 60 total hours of flight experience. His logbook was not recovered.
Aircraft Information
According to FAA records, an airworthiness certificate was issued for the airplane in 2003. The airplane's logbooks were not recovered; therefore, total aircraft hours and maintenance history could not be determined.
Meteorological Information
At 0918, weather reported at Winchester Municipal Airport (BGF), 979 feet elevation, 11 nautical miles northwest, included a scattered cloud layer at 900 feet, an overcast layer at 1,600 feet, and 3 miles visibility. Winds were from 340 degrees at 7 knots, temperature 4°C, dew point 2°C, altimeter 29.93 inches of mercury. AIRMETs for icing from surface to 10,000 feet and mountain obscuration due to clouds and precipitation were current along the planned route. Witnesses reported fog, mist, and rain at the crash site.
Wreckage and Impact Information
The wreckage was examined at the accident site on November 5, 2010. A strong odor of fuel was present, and all major components were accounted for. Tree damage was limited to two trees directly above the wreckage, with angularly cut wood. The inspector described the wreckage as "compacted," and damage was consistent with a vertical descent. Photographs confirmed damage consistent with a vertical descent.
Medical and Pathological Information
Postmortem examination by the Office of the Medical Examiner, Nashville, Tennessee, reported the cause of death for both occupants as multiple blunt force injuries. Toxicological tests performed by the FAA's Civil Aeromedical Institute were negative for ethanol and drugs for both occupants.
Additional Information
The FAA's Advisory Circulars discuss spatial disorientation and controlled flight into terrain awareness, but no specific cause was assigned to this accident.