History of Flight
The flight originated from Carter Airport (92C) at about 1413 central daylight time. According to a witness, the airplane veered south during takeoff, narrowly cleared a tree line, then climbed steeply before leveling off. The engine sounded normal. The airplane then entered a left turn, followed by a second steep climb. The witness reported that the engine sputtered and stalled. The airplane continued the left turn until it was on a west heading, entered a downward spiral, and impacted the ground.
A second witness observed the airplane in flight east of the airport on a north heading at about 75 feet above ground level with an approximate 40-degree left bank. The engine sounded normal. After about 10 seconds, the witness lost sight of the airplane behind trees and heard the engine stop. The airplane appeared to be maintaining altitude during that time.
The airplane impacted a field about 800 feet northeast of the runway 30 threshold.
Personnel Information
The 67-year-old pilot held a private pilot certificate with a single-engine land airplane rating. His most recent airman medical certificate was issued in July 2004 with limitations for near vision glasses and hearing amplification. No subsequent medical applications were on file. At the time of that medical certificate, he reported 153.6 total flight hours. He had logged approximately 166 total flight hours, with 5.5 hours in the same make and model as the accident airplane. His most recent pilot logbook entry was dated December 4, 2010, a local flight of 3.0 hours. This was the only flight logged in the preceding 6 months. A flight review endorsement was dated October 1, 2010.
Aircraft Information
The accident airplane was a Jurmu STOL CH-701 (serial number 7-4321) powered by a 100-horsepower Rotax 912 ULS reciprocating engine (serial number 5646041). It received an experimental amateur-built airworthiness certificate on September 25, 2010. The airplane logbooks contained 17 entries from August 15, 2007, to December 22, 2010, totaling 10.8 hours time in service. Entries included engine test runs and taxi tests; no flight testing was documented.
Meteorological Information
Weather conditions recorded at Austin Straubel Airport (GRB), about 10 miles south of the accident site, at 1353, were calm wind, 10 statute miles visibility, and clear skies.
Wreckage and Impact Information
The airplane came to rest about 800 feet northeast of the runway 30 threshold, lying on its left side. Both wings were deformed and dislocated from the fuselage. The horizontal stabilizer was partially separated, and the left horizontal stabilizer was crushed inboard and aft. The left main landing gear was partially collapsed.
Postaccident examination revealed no anomalies consistent with a preimpact failure or malfunction. Aileron/flap (flaperon) control continuity was confirmed from the cockpit control yoke to the wing roots. Elevator and rudder control continuity was confirmed. Internal engine continuity was confirmed, and compression was obtained at each cylinder. Spark plugs exhibited normal operation signatures. Fluid consistent with motor fuel was present in the carburetor bowl with no sediment or contamination. No carburetor anomalies were observed. Engine control continuity was confirmed.
Medical and Pathological Information
The pilot was transported from the scene in critical condition and admitted to an area hospital. He remained hospitalized and subsequently died on May 24, 2011, from injuries sustained in the accident. Per Safety Board regulations, the injury was classified as fatal.
Additional Information
Weight and balance data in the airplane records did not reveal any inaccuracies. Calculations based on basic airplane weight measurements showed no anomalies. The airplane appeared to have been loaded within the kit manufacturer's center-of-gravity limits at the time of the accident flight.