History of Flight
On September 6, 2013, at 0809 mountain daylight time, an Ives SD-1 TG experimental amateur-built airplane, N123SD, departed controlled flight and impacted flat open terrain in a nose-low attitude about 1 mile west of the Spanish Fork Airport-Springville-Woodhouse Field (U77), Spanish Fork, Utah. The flight was conducted under 14 CFR Part 91 as a test flight for the owner/builder. Visual meteorological conditions prevailed, and no flight plan was filed. The pilot departed U77 about 0805.
According to the airplane owner, this was the fourth test flight. Ground crew members reported that a preflight inspection revealed no discrepancies. Three GoPro cameras were mounted on the airplane and pilot. One crew member reported that the pilot was flying the traffic pattern at the time of the accident. Another crew member stated that the pilot performed one roll, and midway through the second roll, the ballistic parachute deployed and almost immediately separated from the airframe; the airplane then spun rapidly until impacting the ground. A third crew member reported that the pilot had wanted to test G-limits, perform stalls, and touch-and-go landings; after a few stalls, the pilot performed one successful roll, then lost control during a second roll, at which point the parachute was pulled at high speed and detached. Two crew members noted that the pilot had a radio but did not make contact.
Pilot Information
The pilot, age 40, held a commercial pilot certificate with ratings for airplane single-engine and multiengine land, and instrument airplane, as well as a certified flight instructor certificate with similar ratings. He was issued a second-class airman medical certificate on May 3, 2013, with a requirement to wear corrective lenses. At the medical examination, he reported 930 total flight hours, with 130 hours in the preceding 6 months. His logbook was not located. The airplane owner stated the pilot had flown all three previous test flights, accumulating about 3-4 hours on the aircraft.
Aircraft Information
The single-seat, low-wing, fixed-gear, experimental amateur-built Skycraft Airplane SD-1 Minisport (SD-1-TG), serial number USA00103, received a special airworthiness certificate on February 13, 2013. It was powered by a Hirth F-23 LW engine, serial number 903429. Operating limitations were dated February 16, 2013. The airplane logbook showed 5.16 flight hours accrued between August 2013 and September 5, 2013. On August 24, after a test flight involving stall characteristics, the airplane ground looped on landing; the wing was repaired. An August 31 test flight included spin and stall characteristics, with a logbook entry noting the airplane was spin resistant.
The airplane was equipped with a Galaxy Rescue Systems ballistic parachute, anchored at three points: two at the firewall/engine structure and one at the aft bulkhead. The activation handle was located on the right side forward of the flap control. The Pilot's Operating Handbook recommended parachute deployment at the lowest airspeed, not exceeding 150 mph, and advised against deployment if the airplane became inverted. Minimum deployment altitude was 210 ft. The never-exceed speed was 131 mph. Aerobatics and intentional spins were prohibited per the operating limitations. The GRS instruction manual stated that after activation, some aircraft control might be available if control surfaces were intact, and identified scenarios including spin from low altitude and pilot disorientation.
Wreckage and Impact
The airplane impacted an open field, with a debris field approximately 200 ft long. The entire airplane came to rest at the site but was destroyed by impact forces.
Medical and Pathological Information
A postmortem examination by the Utah Department of Health Office of the Medical Examiner determined the cause of death as total body blunt force injuries. Toxicological testing detected carboxyhemoglobin at 7.4% in abdominal cavity blood and chlorpheniramine at 0.012 mg/L in cavity blood, as well as in the liver. FAA forensic toxicology also found chlorpheniramine in the liver and cavity blood, but tested negative for carbon monoxide and volatiles; a cyanide screen was not performed.
Tests and Research
Flight control continuity was established for rudder and aileron. The wooden propeller and engine case were destroyed. Examination of the parachute system found all hardware present, but functionality could not be tested due to damage. Three parachute cables (Lines A, B, C) and attached fragments were examined by the NTSB Materials Laboratory. Line A exhibited overstress fractures; Lines B and C were cut. An Apple iPhone 4 recovered from the wreckage yielded two photos from the accident day: one partially blurred showing the nose pointed toward the ground, and one showing the weather. Two GoPro cameras were unrecoverable due to impact damage.