Introduction
On August 13, 2016, at about 1330 Alaska daylight time, a Champion 7ECA (Citabria) airplane, registration N9541S, impacted terrain following a loss of engine power shortly after takeoff from Birchwood Airport in Chugiak, Alaska. The private pilot, who was the sole occupant, sustained fatal injuries, and the airplane was destroyed. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal visual flight rules flight. Visual meteorological conditions prevailed, and no flight plan was filed.
Accident Sequence
Multiple witnesses at Birchwood Airport reported observing the airplane perform several touch-and-go landings during the late morning and early afternoon. After 1300, the pilot made a full-stop landing and taxied to a local fuel vendor. A potential buyer, who had been shown the airplane, stated that the pilot told him there were no mechanical problems. The pilot then started the airplane and departed from runway 2R, which was 2,200 ft long and 50 ft wide. As the airplane neared the departure end, it turned steeply to the right about 90 degrees, followed by a nose-and-right-wing-low descent. Witnesses reported hearing the engine making a "pop pop" sound before losing power. Another witness heard the engine "sputtering" and observed the airplane appear to stall. The airplane descended behind trees and hangars and out of view.
A helicopter pilot about 1/2 mile east of the airport reported hearing a male voice on the common traffic advisory frequency (CTAF) stating a departure from runway 2R with a right turnout. The helicopter pilot observed the airplane appearing lower than expected and noted a steep right crosswind turn. About 90 degrees into the turn, a male voice transmitted "oh [expletive]" on CTAF, and the airplane appeared to stall and enter a nose-down attitude, descending until it disappeared below the tree line.
Personnel Information
The pilot held a private pilot certificate with an airplane single-engine land rating. His most recent FAA third-class medical certificate was issued on June 1, 2015, with no limitations. On the application, he reported 206 total hours, with 0 hours in the previous 6 months. A review of his logbook showed 194.2 total flight hours, all in single-engine airplanes.
Aircraft Information
The two-seat, tailwheel-equipped airplane was powered by a 115-horsepower Lycoming O-235-C2C engine with a two-bladed McCauley metal propeller. The engine was installed on June 14, 1974. The last annual inspection of airframe and engine was performed on April 2, 2016, at which time the engine had 1,313.02 total hours (383.8 since overhaul) and the airframe had 1,913.8 total hours (383.8 since overhaul).
Meteorological Information
The closest official weather observation station, at Wasilla Airport about 9 miles north, reported at 1336: wind 090° at 5 knots, visibility 10 statute miles, few clouds at 8,000 ft, temperature 64°F, dew point 48°F, altimeter 29.56 inHg.
Wreckage and Impact
The accident site was about 1,725 ft northeast of the departure end of runway 2R, near a "t" intersection of Birchwood Spur Road and Stoltze Drive, bordered by woods and about 260 ft east of airport hangars. The initial impact point was on a heading of about 351°. The airplane came to rest upright on sloping terrain (about 45°), with the left wing closest to Birchwood Spur Road. No wreckage path was present, and ground scarring was limited to the airplane's planform area. The wreckage was recovered for examination.
The airplane exhibited about a 45° nose-down crushing of the firewall, with the vertical stabilizer displaced left. Postimpact fire destroyed the airplane. The fuselage was twisted, and the empennage displaced forward and left. Most fabric was melted except for some on the left wing's outboard section. Windscreens were missing; cockpit and instruments were consumed by fire. Flight control continuity was established from control surfaces to cockpit.
The propeller separated from the crankshaft flange; all bolts were in place. Neither propeller blade showed S-shaped bending or chordwise gouging. The engine was rotated by hand; air was drawn in and expelled through each top spark plug hole. Engine and valve train continuity was confirmed. Borescope inspection revealed no mechanical anomalies. No liquid was found in the fuel system due to impact and fire. The fuel selector was in the "on" position; the manifold and valve contained no debris. Carburetor heat was off; throttle was full forward. The carburetor was displaced; fuel inlet screen had no debris. The carburetor fuel bowl had no visible contaminants. No anomalies were found in any engine accessories or internal components.
Medical and Pathological Information
An autopsy performed by the Alaska State Medical Examiner attributed the pilot's cause of death to multiple blunt force injuries with a contributing cause of thermal injuries. Toxicology tests by the FAA's Bioaeronautical Sciences Research Laboratory were negative for carbon monoxide, cyanide, ethanol, and drugs.
Fuel Testing
The pilot purchased 10.45 gallons of 100 low-lead fuel at 1316. A sample from the fuel facility was tested with no contamination found. No other pilots reported issues with fuel from that pump.