History of the Flight
On July 6, 2014, at approximately 1905 eastern daylight time, an experimental amateur-built Raven, registration N79ZR, sustained substantial damage when it impacted the water near Mattituck, New York. The private pilot, who was the sole occupant, was fatally injured. The aircraft was operated under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed from Brookhaven Airport (HWV) in Shirley, New York, about 1855.
The wreckage was located the following morning by a private individual, floating on the surface of Long Island Sound.
Radar data indicated that after departure, the airplane climbed to about 8,500 feet mean sea level (msl) while heading north over the shoreline and then over Long Island Sound. Subsequently, it began to descend. At 1904:18, the radar showed the airplane at 7,400 feet msl, initiating a left 270° turn to the east. At 1904:33, it was at 5,800 feet msl traveling east. The last radar return, at 1905:19, indicated an altitude of about 1,100 feet msl.
Personnel and Aircraft Information
The pilot, aged 41, held a private pilot certificate for single-engine land airplanes, issued June 21, 2005, and a third-class medical certificate issued June 11, 2013, with no limitations. His logbook was not recovered. On his June 2013 FAA medical application, he reported 220 total flight hours. A flight instructor reported that the pilot completed a flight review on April 6, 2014, but the pilot's total time at that review was not recorded.
The four-seat composite canard airplane, with retractable landing gear, was built in 2014 and received an airworthiness certificate on February 7, 2014. It was powered by a Lycoming IO-540-C1A engine driving a Catto Glass Carbon Composite 3-blade propeller. A condition inspection was completed on February 7, 2014, at a recorded time of 20.1 hours. The Hobbs meter was not recovered, so total airframe time could not be determined. The aircraft featured a front-hinged canopy that provided the only cockpit access, with a primary latch operating four pins.
Weight and balance calculations from January 30, 2013, showed a maximum gross takeoff weight of 2,200 pounds and a center of gravity (CG) range of 95 to 99.5 inches aft of datum. At takeoff, the airplane weighed about 1,818 pounds with a CG of 102.2 inches aft of datum, which exceeded the aft limit. The investigation could not determine if the pilot had performed a weight and balance or why he operated the aircraft out of CG.
Meteorological Conditions
The 1853 weather observation at Westhampton Beach's Gabreski Airport (KFOK), about 10 miles south of the last radar return, reported wind from 220° at 9 knots gusting to 17 knots, visibility 10 miles, clear skies, temperature 22°C, dew point 17°C, and barometric pressure 29.98 inches of mercury.
Wreckage and Impact
The wreckage was located at 41°3'53.7" N, 072°41.418" W, about 4 miles north of Long Island's north shore and 20 miles northeast of the departure airport. An FAA inspector and engine manufacturer representative examined the aircraft. Damage to the fuselage, left wingtip leading edge, and right canard trailing edge was consistent with a left-wing-low water impact. The pilot wore a personal parachute, which had deployed and was found trailing behind the airplane, wrapped around the propeller. The canopy was missing; however, the canopy brackets showed no tearing or shearing of bolts. The canopy was later recovered floating about 39 miles northeast of the last radar return, intact with an undamaged windscreen. The quick-release mechanism was in the released position and functioned normally when tested. Flight control continuity was confirmed to all surfaces except the rudders, where continuity was established from a cable fracture point near the rudder pedals to the control surfaces, but the pedals were absent. The throttle lever was found in the full forward position, the mixture in full rich, the fuel selector on "BOTH," landing gear indicator showed three "UP" positions, and ignition switches were on. The instrument panel was damaged but attached. The engine remained attached and showed no anomalies upon partial disassembly; compression and valve train continuity were verified. Both fuel caps were secure, and each tank indicated 30 gallons capacity.
Medical and Pathological Information
An autopsy on July 7, 2014, by the Suffolk County Medical Examiner's Office listed the cause of death as "multiple blunt impact injuries." Forensic toxicology detected tetrahydrocannabinol (THC) and its metabolite in the pilot's blood and urine. THC is the psychoactive compound in marijuana, with effects at low levels including euphoria, disorientation, and decreased attention. No carbon monoxide or ethanol were detected.
Additional Information
A fuel receipt showed that 53 gallons of fuel were added at HWV at 1837 on the day of the accident. The investigation referenced FAA handbooks discussing deep stalls and the effects of an aft CG on stall recovery and longitudinal stability. However, no conclusions were drawn regarding their applicability to this accident.