History of Flight
On September 14, 2012, about 1615 central daylight time, an experimental North Wing Design model Apache Sport light sport aircraft, registration N850GB, was destroyed when it collided with terrain shortly after takeoff from Harold Davidson Field Airport (VMR) in Vermillion, South Dakota. A postimpact ground fire ensued. The sport pilot, the sole occupant, sustained fatal injuries. The weight-shift-control aircraft was registered to and operated by the pilot under 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed. The cross-country flight was originating at the time of the accident and was en route to a private airstrip near Kimball, South Dakota.
A witness working outside his residence reported hearing the aircraft depart. He initially heard the engine before spotting the aircraft climbing at a steep angle. The aircraft then rolled to the left and entered a near vertical descent. It descended below his sightline before he heard a sound similar to a ground impact and saw smoke rising. Another witness working in his garage heard an engine "having trouble" and saw the aircraft in a steep bank angle descending, with the engine making a loud noise. A third witness watching the takeoff stated the engine initially sounded normal but began to run roughly as the aircraft climbed, and then the aircraft descended below a nearby tree line.
Personnel Information
According to FAA records, the pilot, age 75, held a sport pilot certificate with weight-shift-control and powered-parachute ratings, and a repairman certificate for the accident aircraft and two other light-sport aircraft. He had never applied for an aviation medical certificate; operation of a light-sport aircraft only required a valid driver's license. FAA records showed no previous accidents, incidents, or enforcement proceedings. The most recent pilot logbook entry was dated September 11, 2012, showing 571.3 hours total flight time, 375.7 hours as pilot-in-command, all in weight-shift-control or powered-parachute aircraft in daytime visual conditions. He logged 44.5 hours in the past year, 27.2 hours in the prior 6 months, 16.3 hours in the previous 90 days, and 3.7 hours in the last 30 days. He did not log a flight within 24 hours of the accident. His last flight review was completed on September 9, 2011.
Aircraft Information
The aircraft was a 2005 North Wing Design model Apache Sport, serial number 51188, powered by a two-stroke, two-cylinder, water-cooled, 65-horsepower Rotax 582 UL DCDI engine, serial number 5743300, with a ground-adjustable three-blade Ivoprop Quick Adjust propeller. It could seat two and had an empty weight of 473 pounds and maximum takeoff weight of 950 pounds. The aircraft was issued an experimental airworthiness certificate on April 24, 2007. The pilot purchased it on February 23, 2011. The airframe and engine had accumulated 210.6 hours total service time at the accident. The last conditional inspection was completed on April 10, 2012, at 184.1 hours, with no history of unresolved airworthiness issues.
Meteorological Information
At 1555, the VMR automatic weather observing station reported wind from 280 degrees at 2 knots, visibility over 10 miles, temperature 28°C, dew point 4°C, and altimeter setting 30.24 inches of mercury. Photographs taken by local law enforcement immediately after the accident showed no appreciable cloud cover or visibility restrictions. A pilot reported moderate turbulence, updrafts, and dust devils near the accident site about 30 minutes before the accident.
Airport Information
Harold Davidson Field Airport (VMR) is located in Vermillion, South Dakota. The accident occurred on the extended runway 30 centerline, about 1/2 mile past the end of the runway.
Wreckage and Impact Information
A postaccident examination by an FAA Airworthiness Inspector confirmed all airframe structural components were at the accident site. The wreckage was contained within an area comparable to the aircraft's lateral dimensions. The lack of a debris path or lateral damage to the surrounding corn crop was consistent with a near vertical impact angle. Most of the fuselage and wing were consumed in the postimpact fire. Flight control continuity could not be established due to damage; observed separations were consistent with overstress failure or fire exposure.
The engine exhibited damage from prolonged fire exposure. The dual electronic ignition system and both carburetors were destroyed. A postaccident engine examination confirmed internal continuity as the crankshaft was rotated; compression and suction were noted on both cylinders. Spark plugs showed normal operation. All three composite propeller blades remained attached and exhibited impact and fire damage. The examination revealed no preimpact mechanical malfunctions or failures that would have precluded normal engine operation.
Medical and Pathological Information
An autopsy performed on September 17, 2012, attributed the pilot's death to multiple blunt-force injuries, with extensive postmortem thermal injuries. Blunt-force damage to the heart precluded detailed examination. Toxicological tests by CAMI detected ethanol and n-propanol in muscle but not brain, attributed to sources other than ingestion. Metoprolol, rosuvastatin, tamsulosin, and warfarin were detected in various tissues. The pilot had an artificial aortic heart valve for 38 years and took Coumadin daily, with monthly coagulation studies reported normal. He had heart bypass surgery in the 1990s and a cardiac catheterization in 2006 for ischemia; stenting was prevented by occlusion location and prior surgeries. He had a craniotomy about 10 years prior for a subdural hematoma from a ski accident, with no residual neurological symptoms.
His spouse reported 4-5 episodes of transient ischemic attack, with symptoms including double vision, eye bulging, vision loss while driving, and a sensation of tipping. The most recent episode occurred 3-4 years before the accident. She asked him to inform his physician, but it is unknown if he did. In February 2008, his physician diagnosed dizziness and counseled against driving or flying; however, in April 2010 he passed a commercial driver's license exam. On the accident day, he was reportedly alert with no fatigue or complaints.
According to FAA regulations, a light-sport aircraft pilot need not possess a medical certificate; a valid driver's license suffices, provided the pilot is unaware of any medical condition that would prevent safe operation.
Tests and Research
A handheld GPS device recovered from the wreckage was sent to the NTSB Vehicle Recorder Laboratory. It exhibited significant thermal damage. The nonvolatile memory chip containing position data could not be downloaded due to heat damage.