History of Flight
On December 11, 2011, at approximately 1330 central standard time, an experimental, amateur-built Rans S7, N347DS, operated by a private individual, was substantially damaged when it impacted a turf runway following a loss of control during takeoff from a private airstrip in Somerville, Tennessee. The certificated sport pilot instructor was fatally injured. The personal flight was conducted under 14 CFR Part 91 in visual meteorological conditions; no flight plan was filed.
According to the aircraft owner, the airplane was assembled in 1991 and had several owners before he purchased it in 2004. He upgraded the engine in 2007 and flew a few hours that year, but the airplane then sat for 4 years. The owner based the airplane at his residence, which had a private airstrip. He planned to fly again but wanted instruction to regain proficiency. Prior to giving instruction, the instructor wanted to fly the airplane solo, as it had not been operated in 4 years. The airplane had two 9-gallon fuel tanks (approximately three-fourths full). After a thorough 1-hour preflight inspection, the instructor departed uneventfully from runway 5, an approximate 1,300-foot-long, 35-foot-wide turf runway. About 300 feet beyond the approach end of runway 5, tall trees abutted the right side. The owner watched as the instructor completed an approximate 30-minute local flight, including two touch-and-go landings. After the third landing, the instructor back-taxied on runway 5 and began another takeoff roll. As the airplane became airborne about 300 feet down the runway, it drifted right toward the trees. The airplane abruptly banked left and oscillated about its roll axis, then pitched up sharply at an angle of 45 degrees or more, followed by a stall to the left and nose-down descent into the runway. The owner added that the engine ran continuously at high power throughout the accident sequence and winds were light.
Personnel Information
The instructor, age 50, held a sport pilot and sport pilot flight instructor certificate with ratings for airplane single-engine and glider, as well as a repairman light sport aircraft certificate. His most recent FAA third-class medical certificate was issued on July 10, 2007, at which time he reported a total flight experience of 230 hours. His pilot logbook was not recovered.
Aircraft Information
The two-seat tandem, high-wing, fixed tailwheel airplane, serial number 0491082, was constructed from a kit of metal tubing with fabric-covered wing and tail surfaces. It was powered by a Rotax 912 ULS, 100-horsepower engine equipped with a Powerfin three-bladed ground adjustable composite propeller. According to aircraft logbooks, the most recent condition inspection was completed on January 12, 2007, when the engine was installed new. At that time, the airplane had 270.8 total hours of operation; prior to the accident flight, it had accumulated 283.4 total hours.
Meteorological Information
McKellar-Snipes Regional Airport (MKL) in Jackson, Tennessee, located about 25 miles northeast of the accident site, reported at 1353: wind from 080 degrees at 5 knots; visibility 10 miles; sky clear; temperature 8°C; dew point -6°C; altimeter 30.42 inches of mercury.
Wreckage and Impact Information
The airplane impacted the runway near the departure end and came to rest upright on a heading of 130 degrees. A postcrash fire consumed a majority of the wreckage, including the fabric. The right wing had separated from the fuselage; the left wing partially separated. The left and right ailerons were approximately neutral; the flaps were retracted. The empennage remained intact without impact damage. The elevator trim tab was fixed in a bolted position. Control continuity was confirmed from the ailerons through cables to push-pull tubes to the cockpit control stick; from the flaps through cables to the flap handle (which had separated in the cockpit); and from the rudder through cables to the rudder pedals. Elevator control continuity was confirmed from the elevator via push-pull tubes, though a melted separation existed in the cabin, but continuity was established to the control stick. The cockpit was consumed by fire; no cockpit instrumentation was recovered. The pilot's front seat could be adjusted to three bolted positions and remained in one. The owner reported the pilot's 4-point harness remained intact.
The engine sustained thermal damage and remained partially attached to its mounts. The propeller hub remained attached; the three composite propeller blades melted. All four cylinders remained attached; sparkplugs were attached but partially melted into the cylinders. The carburetor, single magneto, fuel filter, oil reservoir, and rear accessory housing had separated and melted. The starter remained attached. When rotated by hand, the crankshaft could be rotated approximately 30 degrees; impact and thermal damage precluded further engine continuity examination.
Medical and Pathological Information
An autopsy performed by the Office of the Shelby County Medical Examiner, Memphis, Tennessee, on December 12, 2011, listed the cause of death as "Blunt force injuries with a contributing factor of ruptured Berry aneurysm." Toxicological testing by the FAA Bioaeronautical Science Research Laboratory was negative for drugs and alcohol.