History of Flight
On December 1, 2011, about 1440 eastern standard time, an experimental amateur-built Wittman Tailwind W10, registration N865JT, was substantially damaged when it impacted trees and terrain near Fulton, New York. Day visual meteorological conditions prevailed, and no flight plan had been filed. The private pilot was fatally injured. The personal local flight was conducted under 14 CFR Part 91. The airplane had departed Oswego County Airport (FZY), Fulton, New York, just prior to the accident.
According to the pilot's spouse, the flight's purpose was to become more familiar with the airplane and accumulate flight hours toward the 40-hour phase one requirement for experimental operating limitations. Two witnesses working at the airport, about a mile from the accident site, reported seeing the airplane performing touch-and-go landings on runway 33 around 1430; both noted the airplane was traveling "fast." Multiple witnesses near the accident location reported hearing the engine "sputter" before the airplane pitched nose down and impacted trees and terrain.
According to the pilot's logbook, the airplane performed its first flight on November 21, 2011, with a recorded tach time of 111.8 hours. A witness who observed the airplane before the first flight stated the pilot completed a preflight inspection, and the witness verified the control system functioned properly when the pilot moved the controls. In an email to an FAA inspector, the pilot reported that the first flight was successful and further flight testing would continue when weather permitted.
Personnel Information
FAA records showed the pilot held a private pilot certificate with a single-engine land rating and a repairman experimental aircraft builder certificate for a Wittman Tailwind WL10. His most recent third-class medical certificate, issued May 24, 2011, required corrective lenses. Logbooks indicated 759.6 total flight hours.
Aircraft Information
The airplane, issued a special airworthiness certificate on November 8, 2011, was registered to the pilot. It was equipped with a Lycoming O-320 engine (tach time 112.14 hours). A conditional inspection was signed off on November 8, 2011, with zero aircraft total time. The high-wing, plans-built, tailwheel airplane was constructed of wood and welded metal tubing with fabric covering and had no stall warning indicator.
Meteorological Information
Weather observation at FZY at 1453: wind 300 degrees at 5 knots, visibility 10 miles, clear skies, temperature 7°C, dew point 0°C, altimeter 30.24 inHg.
Airport Information
FZY, elevation 475 ft, had two crossing runways (15/33 and 6/24) and no control tower. Runway 15/33 was 5,196 ft by 100 ft asphalt; runway 6/24 was 3,996 ft by 100 ft asphalt.
Wreckage and Impact Information
The airplane was found in a nose-down attitude, fractured, inverted in a heavily wooded area. Initial impact was with a 100-ft tree, and main wreckage was 41.5 ft from that tree. The wreckage was about 7,000 ft from the airport center on the extended centerline of runway 24. Fuel odor was present.
Flight control continuity was confirmed from the cockpit through breaks and cuts. The right wing was separated; the outboard 6 ft section was impact-separated, exposing the wooden main spar, which was fractured. The left wing's outboard 4 ft section was impact-separated; the inboard section was fragmented. The empennage was cut by first responders. The engine remained attached to the firewall, partially buried 3 ft. The wooden propeller blades were impact-separated. Examination of the engine-driven fuel pump found blue fluid like 100LL fuel; diaphragms intact. Spark plugs were intact, light gray; thumb compression achieved on all cylinders. The right magneto produced no spark; the left produced spark. Cockpit throttle and mixture controls were found forward and bent; carburetor heat was in the closed position. Fuel tank capacity 24 gallons; fuel cap was unseated. A fuel receipt from November 12, 2011, indicated 5.41 gallons added.
Medical and Pathological Information
Autopsy determined the pilot died from multiple blunt force injuries. Toxicological tests were negative for carbon monoxide, cyanide, and ethanol; naproxen was found in urine.
Tests and Research
The elevator control torque tube was examined by the NTSB Materials Laboratory. The larger portion showed plastic deformation, buckling, overstress fractures, and a failed welded joint. The weld failure was consistent with a cold weld (lack of fusion at the filler-base metal interface). The smaller portion had plastic deformation and an overstress fracture.
Additional Information
A carburetor icing probability chart indicated serious icing probability at cruise power given the temperature and dew point. FAA handbook excerpts described stall characteristics; an advisory circular noted accelerated stalls can occur at higher airspeeds.