History of Flight
On July 1, 2017, at 1603 central daylight time, a Flight Design CTSW light sport airplane, registration N62JN, collided with terrain while landing at Monticello Regional Airport (MXO), Monticello, Iowa. The commercial pilot was fatally injured, his dog sustained minor injuries, and the airplane was substantially damaged. The airplane was owned by Mooney of Monticello, Inc., and operated by the pilot under 14 CFR Part 91. Day visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which departed MXO about 1506.
Witness Account
A witness practicing takeoffs and landings on runway 27 reported seeing the accident airplane approaching from the east. The witness transmitted on the common traffic advisory frequency and the accident pilot asked if he was landing or departing. The witness replied he would conduct a touch-and-go. After completing the touch-and-go, the witness announced turning downwind. The accident pilot replied he was aborting his approach. They confirmed seeing each other east of the airport at pattern altitude. The witness conducted another touch-and-go. While on the next downwind, he observed the accident airplane on final approach for runway 27. The witness said he would extend his downwind to increase spacing. The accident pilot stated he was on final for a full-stop landing. The witness lost visual contact while turning base, did not see the airplane on the runway or taxiway, conducted a go-around, and then saw the accident airplane in a cornfield adjacent to the runway.
Flight Data
Data from the airplane's engine monitor, covering the final 41 minutes 32 seconds, showed that at 1603:34 the airplane crossed the runway 27 threshold with ground speed 46.8 knots and engine speed 2,188 rpm, decreasing to 35.6 knots and 2,000 rpm at 1603:37, about 163 ft past the threshold. The airplane then turned right away from the runway, ground speed 34.1 knots but engine speed increased to 4,343 rpm. The final data point at 1603:41 recorded the airplane about 160 ft north of the runway centerline, still turning right, with ground speed 41.3 knots, engine speed 4,833 rpm (takeoff power), fuel flow 3.125 gallons per hour, and 12.9 gallons of fuel remaining. Calculated airspeeds using surface wind from 280° at 13 knots showed 48.4 knots at threshold, 46.9 knots at turn, and 44.1 knots at final point. No anomalies with engine operation were revealed.
Personnel Information
According to FAA records, the 90-year-old pilot held a commercial pilot certificate with single-engine land, multiengine land, and instrument ratings. His last aviation medical examination was August 14, 2014, when he received a third-class medical with corrective lenses requirement. He reported 7,450 total flight hours, with 30 hours in the previous 6 months. The medical certificate expired August 31, 2016, but federal regulations only required a valid driver's license for light sport operations. He had a valid Iowa driver's license. No previous accidents or enforcement proceedings were found. A comprehensive pilot logbook was not located; an airplane use log showed he had flown 40.9, 16.8, 10.6, and 5.4 hours during the 1 year, 6 months, 90 days, and 30 days before the accident, respectively. The accident flight was about 57 minutes, the only flight within 24 hours.
Aircraft Information
The two-seat light sport airplane, serial number 06-01-09, manufactured in 2006, was a high-wing monoplane of carbon-fiber reinforced plastic. It was powered by a 100-horsepower Rotax 912 ULS engine, serial number 5.645.807, driving a fixed-pitch three-blade Neuform propeller. It had fixed-tricycle landing gear, wing flaps, and a maximum gross weight of 1,323 pounds. The FAA issued a special airworthiness certificate on March 29, 2006. The hour meter indicated 664.25 hours. The engine had 225.25 hours since overhaul on October 25, 2012. The last condition inspection was October 18, 2016, at 636.3 hours. No unresolved airworthiness issues were found. The Pilot's Operating Handbook listed wings-level aerodynamic stall speeds of 42 knots (flaps retracted) and 39 knots (flaps fully extended). Minimum and maximum continuous takeoff engine speeds were 4,500 and 5,500 rpm.
Meteorological Conditions
A postaccident review established day visual meteorological conditions. At 1555, about 8 minutes before the accident, the MXO automated surface observing system reported wind from 280° at 13 knots, 10 miles visibility, few clouds at 5,500 ft, temperature 24°C, dew point 13°C, and altimeter 29.98 inches of mercury.
Wreckage and Impact
The accident site was in a cornfield adjacent to runway 27. All major structural components and flight controls were accounted for. The debris path and damage were consistent with impact in a right-wing-down, nose-down pitch attitude on a north-northeast heading. Initial point of impact (POI) was about 250 ft north of the runway centerline, where right wing tip fragments were found. A propeller slash mark and blade fragments were about 24 ft northeast. Main wreckage (fuselage, left wing, empennage, engine) was 54 ft northeast. The fuselage was inverted, cockpit structure heavily fragmented. The right wing separated; left wing partially attached. Fuel leaked from left wing root. Flight control continuity to ailerons could not be established due to impact damage; observed separations were consistent with overstress. Cable continuity for stabilizer and rudder was established. A homemade plywood device on the right-side floorboard, intended to prevent a passenger from contacting rudder pedals, was installed. Though not approved, it did not interfere with control sticks or pilot-side rudder pedals. The landing gear remained attached. Flap selector was in the fully extended (40°) position. Ignition switch on BOTH. Fuel valve damaged. Throttle full forward. Choke intermediate. Brake OFF. Ballistic-recovery parachute handle not pulled, safety pin installed. The engine remained attached; propeller hub attached. Blade damage consistent with rotation at impact. Two blades separated about 6 inches from hub; the third had outboard quarter missing. No engine crankcase or cylinder fractures, no oil leaks. Oil reservoir contained oil with no metallic debris. Partial disassembly of oil pump showed no anomalies. Sparkplugs normal. Carburetors: right contained residual fuel, left no fuel; no contamination. Internal engine continuity confirmed; compression and suction on all cylinders. Dual electronic ignition undamaged. No preimpact mechanical malfunctions or failures were found that would have precluded normal operation.
Medical and Pathological Information
The Iowa Office of State Medical Examiner performed an autopsy on the pilot. The cause of death was multiple blunt-force injuries sustained during the accident. Toxicological tests were negative for alcohol and drugs in blood; no alcohol in vitreous. FAA toxicology tests were negative for carbon monoxide and all tested drugs and medications. Ethanol (19 mg/dL) was detected in urine but not in blood, consistent with postmortem production, not ingestion.