History of Flight
On August 17, 2011, about 1805 eastern daylight time, a Quad City Ultralight Corp. Challenger II experimental amateur-built airplane, N6613Z, was substantially damaged when it impacted trees and terrain while maneuvering in Ransom Township, Pennsylvania. The non-certificated pilot/owner was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight conducted under 14 Code of Federal Regulations Part 91.
The pilot's wife reported that the accident flight was the pilot's first flight in the airplane since he purchased it about 2 years prior. She was not aware of his intention to fly that day and had no specific knowledge of the flight. She added that the pilot had recently taken flying lessons at a nearby airport to practice takeoffs and landings, and had previously taken flying lessons about 20 years ago.
Witnesses observed the airplane maneuvering around several fields near the accident site, describing the engine noise as "sputtering" or "not sounding right." One witness reported seeing the airplane approach from the south, hearing the engine rev up, the airplane climb, then "swoop" down toward the ground. The engine noise fluctuated as the airplane "turned, dipped, and dived." The witness lost sight of the airplane, heard the engine rev again, and then the sound of impact with trees.
The airplane struck 50- to 70-foot-tall trees on a hill about 1 mile north-northeast of the pilot's residence.
Personnel Information
According to an FAA inspector, no records showed that the pilot, age 66, held any pilot or medical certificates. The pilot's wife was unsure if he maintained a logbook.
A friend believed the pilot took a test flight in the airplane around the time of purchase, and afterward his experience consisted of taxiing it on the grass airstrip adjacent to his property.
A certified flight instructor (CFI) from Seaman's Airport, Factoryville, Pennsylvania, reported flying with the accident pilot on August 12, 2011, for 1 hour in a Cessna 172. The pilot stated he had not flown in over 20 years and wanted to "brush-up" on his flying skills. He mentioned he had purchased or was purchasing an experimental airplane. The CFI noted the pilot flew poorly and specifically told him he was not ready to fly solo and should obtain additional training. There was no further contact.
Aircraft Information
According to FAA records, the two-seat, high-wing, fixed-gear airplane, serial number CH206900535, received a special airworthiness certificate on January 6, 1992, and was purchased by the pilot on September 26, 2009. The airframe was tubular with fabric covering, powered by a rearward-facing Rotax 503DC, two-cylinder in-line two-stroke, 50-horsepower engine mounted aft of the wings, behind the main cabin, equipped with a two-bladed wooden propeller.
The pilot's wife did not know if he had maintenance records; none were found in the hangar. A Hobbs meter reading at the accident site indicated 46.8 hours.
The airplane owner's manual included a caution in the landing section: "...remember that a 'pusher' engine will cause the nose to pitch down as the throttle is advance and pitch up as the throttle is pulled back. Be ready for this! Don't advance the throttle rapidly and be ready to pull back on the stick enough to keep the nose up. Also be ready to apply right rudder to counteract sudden application of power…"
Meteorological Information
The reported weather at Wilkes-Barre/Scranton International Airport (AVP), about 6 miles southeast of the accident site, at 1754 was: wind 240 degrees at 6 knots; visibility 10 miles; clear skies; temperature 28°C; dew point 12°C; altimeter 30.09 inches of mercury.
Wreckage and Impact Information
An aerial view showed fields north and east of the accident site. All major portions were at the main wreckage. The left wing was folded under the fuselage; forward and aft support struts were broken. The nose and cockpit were not compromised. The first person at the scene found the pilot lying near the wreckage. The four-point harness was unbuckled but intact. Flight control continuity was confirmed for aileron, rudder, and elevator.
The engine remained on its mount. The wooden two-bladed propeller was fragmented, with pieces scattered. Engine control continuity was confirmed. The engine was rotated by hand via the propeller hub with no anomalies. The exhaust system was removed; visible piston skirts showed no discrepancies. Both spark plugs were intact with some black sooting. Fuel from carburetors and main tank was consistent with automotive gasoline and uncontaminated.
A Garmin 295 yoke-mounted GPS receiver was recovered and sent to the NTSB Vehicle Recorders Laboratory. Examination revealed no stored track logs; the track log recording feature was set to "OFF."
Medical and Pathological Information
An autopsy by Pathology Associates of Northeast Pennsylvania noted a history of cardiac disease, but the cause of death was "multiple traumatic injuries." Toxicological testing by the FAA Bioaeronautical Science Research Laboratory showed no anomalies.