History of Flight
On April 3, 2015, at approximately 1540 eastern daylight time, a S C Aerostar S A Yak-52TW single-engine airplane, registration N555GD, was destroyed after impacting terrain while maneuvering near Advance, Indiana. The private pilot, the sole occupant, sustained fatal injuries. The airplane was operated by a private individual under 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed Eagle Creek Airpark (EYE), Indianapolis, Indiana, at 1509.
Radar data showed the airplane departed runway 3 at EYE and traveled northwest toward Lebanon, Indiana, at about 2,000 feet above ground level (agl). Before reaching Lebanon, the airplane turned left and performed a series of turns and maneuvers in the rural area south/southwest of Lebanon. The final radar track indicated a southerly heading. No witnesses were identified.
The pilot was reported missing on April 6 after not reporting to work. On April 10, a friend found the pilot's vehicle at the hangar but the airplane absent. The FAA issued an Alert Notice that same day. The wreckage was located on April 12 about 0830 by Civil Air Patrol personnel.
Personnel Information
The 58-year-old pilot held a private pilot certificate with airplane single-engine land and instrument ratings. A third-class medical certificate was issued on June 13, 2013, with a limitation requiring glasses for near vision. The most recent flight review was completed on July 7, 2013, in the accident airplane. According to a logbook, the pilot had at least 1,781 total flight hours, including about 500 hours in the accident airplane.
Aircraft Information
The accident airplane was a 2003 S. C. Aerostar S. A. Yak-52 TW, serial number 0212405. It was powered by a Motostar M14-PDXK radial engine and a 3-blade constant-speed MT propeller. A special airworthiness certificate was issued on February 6, 2013, in the experimental-exhibition category. The most recent conditional inspection was completed on March 29, 2014, at a total airframe and engine time of 1,029 hours. The airplane was equipped with a Garmin handheld GPS and a Dynon D-10A EFIS.
Meteorological Information
At 1553, the automated weather observation at EYE reported wind from 360 degrees at 14 knots gusting to 20 knots, visibility 10 miles, overcast ceiling at 4,600 feet, temperature 12°C, dew point 3°C, and an altimeter setting of 29.84 inches of mercury.
Radar and Communications Information
No communications between the pilot and air traffic control were recorded. Radar data showed that after departure, altitude information was available as the airplane crossed Interstate 65 and flew parallel to it. When the airplane turned south away from Interstate 65, altitude data ceased and was not recorded for the maneuvering phase. The transponder was destroyed and could not be tested.
Wreckage and Impact Information
The wreckage was located in a harvested cornfield about half a mile southwest of the last radar contact. Debris was distributed on a measured magnetic heading of 350 degrees. The main wreckage, consisting of the engine, fuselage, wings, and empennage, was in a crater about 8 feet deep. Fragmented pieces were found within a 100-foot diameter. No evidence of in-flight or post-impact fire was noted.
Examination revealed extensive damage: both wings separated at the roots with leading edges crushed; flaps retracted; landing gear separated; fuselage crushed; instrument panel destroyed; empennage fragmented; engine fractured into three sections with missing cylinders and pistons; wooden propeller splintered. Flight control continuity could not be established due to fragmentation; observed fractures were consistent with overload.
Medical and Pathological Information
An autopsy performed by the Central Indiana Forensic Associates listed the cause of death as multiple blunt force injuries. Toxicological testing by the FAA's CAMI laboratory found no drugs. Ethanol was detected (160 mg/dL in liver, 41 mg/dL in heart, 28 mg/dL in blood) and N-propanol in blood. Given advanced decomposition, the ethanol was likely from sources other than ingestion.
Tests and Research
The Garmin GPS, Dynon EFIS, and pilot's mobile phone were examined at the NTSB Vehicle Recorder's Laboratory. The GPS memory yielded data from June 1, 2014, to March 22, 2015, but the accident flight was not among the 65 recorded sessions. The Dynon had no recorded data. The Apple iPhone 6+ could not be recovered due to damage. No pertinent accident data were obtained.