History of Flight
On October 26, 2016, at about 1730 central daylight time, an experimental amateur-built Wittman Tailwind W-10 airplane, registration N557CL, was destroyed when it impacted terrain on the eastern edge of Pearland Regional Airport (LVJ), Pearland, Texas. The private pilot was fatally injured. The airplane was registered to and operated by the pilot under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The airplane had just departed from runway 14.
Witnesses at the airport observed the airplane climb out in a nose-high attitude. One witness described the flight as uncoordinated and "did not look right." Both witnesses reported seeing the airplane enter an uncoordinated turn, followed by a stall/spin. A third witness also noted that the engine was at full power. Surveillance video showed the airplane departing runway 14 nose-high, with wings rocking left and right. At about 500 ft above ground level, near midfield, it entered a left turn, leveled briefly, then entered a steep left turn with a nose-high attitude. The left wing dropped, and the airplane entered a nose-down spin to the left, completing one rotation before impact.
Personnel Information
The pilot, aged 36, held a private pilot certificate with an airplane single-engine land rating. His FAA third-class medical certificate was issued on April 21, 2016, with no limitations. The pilot's logbook indicated 243.2 hours of flight experience as of October 20, 2016, with 1.3 hours in the accident airplane. His last flight review was completed on February 6, 2016. The pilot had 22.3 total hours in Wittman Tailwind airplanes, including 3.2 hours of training. He received 2.2 hours of transition training in a Wittman Tailwind W-8 a few weeks before purchasing the accident airplane, and 1.0 hours of training in the accident airplane on October 20, 2016, when he purchased it. All training was provided by the same flight instructor. The flight in the accident airplane consisted of 5 takeoffs and landings with the instructor, followed by 2 solo takeoffs and landings.
Aircraft Information
The airplane's experimental airworthiness certificate was issued on November 11, 1992. It was a two-seat, high-wing, tailwheel airplane powered by a 150-horsepower Lycoming O-320-E2D engine driving a fiberglass-composite, 2-blade, fixed-pitch Catto propeller. The most recent condition inspection was completed on October 2, 2016, at 642.7 hours total time. The airplane was equipped with a header fuel tank holding 33.1 gallons. Refueling records show it was refueled at 1705 on the accident day with 8.1 gallons of 100LL aviation fuel.
Meteorological Information
At 1653, the automated surface observing system at LVJ reported wind from 110° at 8 knots, visibility 10 miles, temperature 29°C, dew point 17°C, and altimeter setting 30.10 inHg.
Wreckage and Impact Information
The main wreckage came to rest in a grassy area on the east side of LVJ at a magnetic heading of 315° and elevation 54 ft. The nose and forward fuselage were aft crushed, and the right wing leading edge sustained impact damage from the wingtip to the wing strut, consistent with a nose and right wing-low impact. Fuel blight was observed on the grass. Flight control continuity was established for all surfaces up to the cockpit; continuity to cockpit controls could not be established due to impact damage.
The propeller was embedded about 10 inches into the ground, with both blades broken off. The propeller hub and remnants of the spinner remained attached. The spinner damage was consistent with engine power at impact. The engine was rotated by hand; thumb compression was observed at all cylinders except No. 1. Valve train and crankshaft continuity were confirmed. The No. 1 cylinder was removed; the barrel was leak-free, cylinder walls unremarkable, piston and rings intact. The loss of compression was consistent with extended wear and loss of ring tension.
The carburetor was destroyed, with no fuel observed. The engine-driven fuel pump was actuated by hand and obtained thumb compression. The fuel gascolator screen was unremarkable. The left magneto was broken from the accessory housing but produced spark from all outlets. The electronic Plasma ignition in the right magneto position was secure but could not be tested due to impact damage. The top spark plugs were Denso automotive plugs with an undamaged automotive spark plug wiring harness. The bottom spark plugs were Tempest Urem 38E plugs; their Bendix ignition leads were destroyed by impact. The starter and alternator were attached but destroyed. The oil system was destroyed; screens were free of contaminants.
Examination of the airframe and engine revealed no evidence of anomalies that would have precluded normal operation.
Additional Information
FAA Advisory Circular AC 90-109A, "Transition to Unfamiliar Aircraft," recommends training for pilots transitioning to unfamiliar airplanes. It notes that subsequent owners/pilots of experimental airplanes have a higher accident rate during initial flight time. The AC recommends training on stall characteristics, slow flight behavior, and control response. The accident airplane's flight instructor stated during an interview that she did not provide training on stall characteristics as recommended. When asked if the pilot had difficulty keeping the airplane coordinated, she replied that he had "an issue with that and did better on his last few flights."
Medical and Pathological Information
The County of Galveston Medical Examiner's Office conducted an autopsy; the cause of death was blunt force injuries. FAA toxicology testing was negative for carbon monoxide, ethanol, and drugs.