Accident Overview
On June 4, 2011, at 1837 central daylight time, a Malkin SeaRey experimental amateur-built airplane (registration N242RM) sustained substantial damage when it impacted terrain shortly after takeoff from Crystal Airport (MIC) in Minneapolis, Minnesota. The commercial pilot and one passenger sustained serious injuries. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed, and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight was originating at the time of the accident.
Sequence of Events
According to air traffic control communications and witness information, at 1833 the pilot contacted the MIC air traffic control tower (ATCT) for taxi clearance to runway 32R for takeoff. The pilot stated his intentions were to remain in the traffic pattern and perform touch-and-go landings, then possibly depart the area to the west. Shortly after takeoff, approximately 50 to 100 feet above ground level, the pilot contacted the ATCT and stated, "...we're gonna" and the transmission ended. The MIC local controller observed the airplane not producing normal lift. When the airplane reached the departure end of runway 32R, it entered a left bank and impacted terrain. The airplane came to rest inverted adjacent to the runway.
Pilot and Aircraft Information
During a telephone conversation, the pilot reported very little recollection of the events prior to and during the accident flight. The pilot did not fuel the airplane before the flight and estimated the fuel tank contained approximately 6 gallons of fuel. The accident flight was the first flight of the 2011 calendar year for both the pilot and the airplane. The pilot stated he typically obtained fuel from a local automotive gas station near MIC. A review of the aircraft logbooks showed the most recent conditional inspection was completed on May 3, 2008, at a total time of 93.8 hours. The pilot confirmed this was the most recent conditional inspection.
Postaccident Examination
On June 21, 2011, a postaccident examination of the airframe and engine was conducted by the National Transportation Safety Board (NTSB) investigator-in-charge, two Federal Aviation Administration inspectors, and a representative from the engine manufacturer. The forward fuselage was crushed and fragmented. The outboard two-thirds of the left wing was crushed upward and aft. The outboard one-third of the right wing was crushed downward and aft. The flap handle was found in the first detent position. Flight control continuity was established from the cockpit controls to the flight control surfaces. Approximately 40 pounds of lead weight ballast were found within the wreckage, which the pilot reported he typically used when flying solo.
Engine and Fuel System Examination
The Rotax 912ULS-2 engine remained attached to the airframe, and the three-blade composite propeller remained attached to the engine. One blade was fractured at mid-span; the other two blades remained intact. The propeller was rotated by hand, and thumb compression and suction were noted on all four cylinders. Both carburetor bowls were removed, and a brownish fluid was noted in each. The fluid was tested with water-finding paste, with negative results for water content. The float bowl gaskets were made of original cork material; replacement gaskets supplied by the manufacturer are a paper type and recommended to be changed during a conditional or 100-hour inspection. Both carburetor slides were manipulated by hand and moved freely. Both carburetor air inlet filter elements displayed a brownish color rather than their normal pink. The engine was not equipped with a carburetor heat system. The mechanical pump inlet fuel hose was found to have the last 5 inches reduced from a 5/16-inch inner diameter to a 1/4-inch inner diameter. The manufacturer required a uniform 5/16-inch fuel hose. The reduced hose section was crazed and cracked in multiple locations. The fuel pump was removed, and a small amount of brownish fluid was noted within the pump, consistent with the carburetor float bowl fluid. The engine coolant expansion cap rubber seal was dislodged and folded over.
Engine Test Run
Fresh auto fuel was added to the carburetor bowls, a slave fuel tank was connected to the fuel inlet line, and an engine start was attempted. Prior to the test run, the propeller blades were cut near the blade root for safety precautions. The engine was run at various power settings for approximately 5 minutes with no anomalies noted. The cockpit engine controls were used to control power settings during the test run.
Additional Information
The pilot did not submit a completed Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) as requested by the NTSB investigator-in-charge.