History of Flight
On April 1, 2015, about 1100 eastern daylight time, an experimental Bedecorp BD-22, N224BD, was destroyed when it impacted terrain while attempting to land at St. Lucie County International Airport (FPR), Fort Pierce, Florida. The airplane was owned and operated by Bedecorp, LLC. The commercial pilot sustained fatal injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local test flight conducted under 14 CFR Part 91. The flight originated at 1046 from FPR.
According to air traffic control data from the Federal Aviation Administration, the pilot completed two high-speed taxi operations on runway 32 at FPR then taxied to the ramp. One high-speed taxi was recorded by an on-board video camera. Approximately 30 minutes later, the pilot requested taxi clearance, received takeoff clearance, and departed runway 28L. After turning onto the downwind leg of the traffic pattern, the airplane overtook another airplane. The tower controller attempted to contact the pilot three times while on downwind without response. The pilot then reported on left base turning final. The tower cleared him to land on runway 28L, and the pilot read back the clearance but said he had "a little unusual stuff" during the flight. Another pilot in the pattern observed the airplane impact the ground.
The airplane manufacturer stated that the airplane was in the first stage of flight testing and the pilot was only to perform high-speed taxi maneuvers to become familiar with the airplane.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane multiengine land, single-engine land, single-engine sea, instrument airplane, and a flight instructor certificate with a rating for airplane single-engine. On his most recent second-class medical certificate application dated December 11, 2013, he reported 4,500 total flight hours and 50 hours in the preceding six months. Video evidence showed about 0.4 hours of experience in the accident make and model, of which 0.3 hours was taxiing. The pilot was employed as a test pilot and the accident flight was his first in that make and model.
Aircraft Information
The airplane was issued a special airworthiness certificate on February 11, 2015, and registered to Bedecorp, LLC. It was equipped with a Lycoming O-235-L2C, 115-hp engine and had accumulated about one hour of total time in service. According to the manufacturer, the airplane was a prototype, and flight testing had recently begun. During a previous flight, another test pilot reported that the flight control "was too heavy" and not sensitive enough. Consequently, the stabilator trim tab connecting rod ends were adjusted from the original position to provide more control authority. The airplane utilized a side-stick flight control similar to other Bedecorp designs.
Meteorological Information
At 1053, the recorded weather at FPR included wind from 280 degrees at 8 knots, visibility 10 miles, clear skies, temperature 22°C, dew point 16°C, and barometric altimeter 30.18 inches of mercury.
Wreckage and Impact
The airplane impacted terrain in a nose-down attitude and came to rest inverted on a 092-degree magnetic heading. An impact crater approximately 18 inches deep was present. The on-board camera, canopy, and seats separated from the airframe. The right wing leading edge exhibited impact crush damage along its entire span; the wing tip was separated but near the wing, and the right aileron was separated about 12 feet aft of the wing. The inboard 6-foot forward section of the right wing was consumed by post-impact fire. The empennage remained attached to the fuselage. The right stabilator was attached and bent in the positive direction; the left stabilator was separated and found about one foot aft of the main wreckage. The rudder remained attached and exhibited crush damage at the top. The vertical stabilizer was attached with crush damage on the top 12 inches. The inboard 6-foot section of the left wing was consumed by post-impact fire, and the entire leading edge exhibited crush damage. The fuselage remained intact, but the cabin area was consumed by fire. The main landing gear remained attached and exhibited fire damage; the nose gear was separated about 6 feet forward. Flight control continuity was confirmed from the ailerons, rudder, and stabilators to the respective controls. No preaccident malfunctions or abnormalities were noted.
The engine was located in the initial impact crater, attached to the fuselage by control cables. The oil pan, carburetor, oil filter, and a section of the engine-driven fuel pump were impact-separated. Cylinders 1 and 2 were impact-damaged and bent aft. Both magnetos were removed; the left magneto exhibited fire damage, and the right had no anomalies. Borescope examination of cylinders revealed no anomalies. The propeller hub remained attached, but both wooden blades were impact-separated; several blade sections were found in the crater.
Medical and Pathological Information
An autopsy by the Medical Examiner Department, District 19 of Florida, listed the cause of death as multiple blunt trauma injuries. Toxicological testing by the FAA's Bioaeronautical Sciences Research Laboratory was negative for cyanide, ethanol, and other drugs.
Tests and Research
A GoPro camera recovered from the accident was read out normally. Video showed the taxi, takeoff, and accident flight. Immediately after liftoff, large pitch oscillations began and continued throughout the flight. The pilot moved the sidestick with his left forearm rather than wrist, and he released and re-gripped the stick several times. When his attention was diverted, oscillations resumed. Airspeed increased continuously, reaching about 160 mph on final approach. The propeller was rotating, and the engine sound was smooth and continuous until the camera exited the aircraft. The pilot was not observed using a checklist. The stabilator spar and bracket were examined by the NTSB Materials Laboratory; fractures exhibited overstress separation features with no indications of preexisting fatigue.