History of Flight
On May 4, 2013, about 1300 eastern daylight time, an experimental light sport S6S, registration N388KB, was substantially damaged when it impacted terrain during an uncontrolled descent near Suffolk Executive Airport (SFQ), Suffolk, Virginia. The private pilot and passenger sustained fatal injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Williamsburg-Jamesport Airport (JGG), Williamsburg, Virginia about 1230. The personal flight was conducted under 14 Code of Federal Regulations Part 91.
An acquaintance of the pilot, a light sport airplane flight instructor, had known the pilot for several years and sold him the kit from which he constructed the accident airplane. After construction completion in 2008, the flight instructor flew with the pilot several times. The pilot complained that the airplane was "too responsive" compared to the Cessna 172 he previously flew. The pilot flew the airplane seldom thereafter, and the flight instructor was unaware of his specific currency level.
About two weeks before the accident, the pilot expressed interest in joining a group of pilots flying similar aircraft from Cambridge-Dorchester Airport (CGE) to SFQ for an annual fly-in. The flight instructor urged the pilot to perform local currency flights and offered dual instruction, but the pilot did not follow up. On the accident morning, the group delayed departure due to adverse weather at SFQ. The instructor again suggested practicing takeoffs and landings at their home airport, but the pilot declined.
The group departed CGE and, after encountering deteriorating weather, landed at Campbell Field (9VG), Weirwood, Virginia. After landing, the pilot told the instructor he had landed "hard." He inspected the aircraft, found no damage, and continued.
The flight then departed 9VG and, facing more adverse weather, diverted to JGG. A lineman at JGG observed the arrival: after the first aircraft landed, the accident airplane aborted its landing and went around. The third and fourth aircraft landed without incident. The lineman described the accident airplane's second approach as "very erratic," with banking of about 30 degrees left and right and "porpoising" during landing. After landing, the aircraft taxied to the ramp, where the left fuel tank was topped off with 5.7 gallons of fuel.
The flight instructor described wind conditions at JGG as "variable and gusty," and another pilot called them "challenging." The accident pilot mentioned difficulty controlling the airplane with the passenger aboard, stating the additional weight was "throwing him off." After lunch, the group departed for SFQ.
An airport advisory service was operating at SFQ. The flight leader requested a low pass over runway 4. One aircraft landed, while others requested landing on an auxiliary turf runway. The accident airplane, during its first approach, entered an aerodynamic stall during the turn from base to final. It recovered and aborted. On a second approach, it stalled again on the base-to-final turn, recovered, and aborted. During a third circuit, while turning from downwind to base, it stalled and entered a spin. The volunteers lost sight as it descended behind trees and initiated emergency response.
Personnel Information
The pilot, age 73, held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical certificate was issued June 17, 2008, with a requirement to wear corrective lenses.
A review of the pilot's flight log showed 231 total hours from 1991 to April 2012, with 185 hours in Cessna 152, 172, and Grumman AA5B between 1991 and 2002. He logged 2.2 hours of dual instruction in the accident aircraft type in 2003 and 2.5 hours in 2008, after which a flight instructor endorsed a flight review. No subsequent endorsements were found.
After completing construction in October 2008, the pilot logged 9 hours in the accident aircraft that year. Annual flight hours were: 2009: 18; 2010: 0; 2011: 14.5; 2012: 13; all in the accident aircraft, including solo and dual instruction. The last log entry was April 29, 2012.
Aircraft Information
The pilot owned and built the airplane. A special airworthiness certificate and operating limitations for an experimental light sport airplane were issued January 28, 2008. The next condition inspection was due January 2009. Maintenance entries between June 2010 and April 2012 detailed oil changes, fuel line replacement, carburetor synchronization, and throttle cable adjustment. No condition inspection entries were found.
Meteorological Information
At 1255, SFQ reported winds from 050 degrees magnetic at 11 knots, gusting to 19 knots, an overcast ceiling at 1,200 feet, visibility 10 statute miles, temperature 14°C, dew point 12°C, and altimeter 30.00 inches of mercury.
Wreckage and Impact Information
The wreckage came to rest in a vacant field. The forward portion, including engine, firewall, and instrument panel, was displaced aft and severely crushed. Wings and empennage remained relatively intact with minor impact damage. Control continuity was confirmed from flight controls to primary controls. The elevator control tube separated forward of its attach point consistent with impact. Flaps appeared retracted, and the flap handle was displaced from retracted position between first and second detent. The electrically actuated elevator trim tab was deflected slightly trailing edge down.
Undetermined quantity of 100LL fuel was present in both tanks, appearing blue and free of debris or water. Fuel spillage near the engine was evident. Baggage from the aft area weighed 60 pounds. The emergency locator transmitter, installed under the pilot's seat, was crushed and non-functional. First responders reported both occupants wore seat belts and shoulder harnesses, with cuts consistent with post-accident extraction.
One composite propeller blade separated at its root; the outer two-thirds of a second blade separated at a 45-degree fracture; the third blade remained intact. Engine examination showed drivetrain continuity, compression on all four cylinders, and oil and fuel flow. Spark plugs showed normal wear. The right carburetor bowl was punctured and empty; the left contained fuel with slight sediment. Oil screen and filter had no metallic debris; oil was light brown.
Additional Information
Weight and balance: The pilot operating handbook (POH) listed empty weight 645 pounds. With pilot and passenger combined weight 436 pounds and baggage 60 pounds, zero fuel weight was 1,141 pounds, center of gravity 66.5 inches aft of datum. With both fuel tanks full, gross weight was 1,249 pounds, center of gravity 67 inches aft. Maximum takeoff weight was 1,200 pounds; acceptable CG range was 62.5 to 73 inches aft of datum.
The POH contained highlighted sections on stall characteristics: "Stalls have a warning buffet due to the turbulent air from the wing root flowing over the elevator. The stall occurs with a definite break. Rudder may be needed to hold the wings level. Recovery is quick with the release of back pressure. Turning, accelerated power on and power off stalls all demonstrate the slight buffet and quick recovery." The bracketed portions were highlighted.
Medical and Pathological Information
An autopsy on the pilot by the Commonwealth of Virginia, Office of the Chief Medical Examiner, cited cause of death as "multiple blunt force trauma." An autopsy was also performed on the passenger. Combined post-mortem weight of pilot and passenger was 436 pounds.
Toxicological testing by the FAA's Bioaeronautical Sciences Research Laboratory detected no carbon monoxide or ethanol. Unquantified amounts of Cetirizine and Metoprolol were found in the pilot's blood and urine; Naproxen and 46.5 micrograms per milliliter of Salicylate were detected in urine.