History of Flight
On July 2, 2017, at 1923 eastern daylight time, an experimental light sport SlipStream Genesis, N3449, was substantially damaged when it collided with terrain shortly after takeoff from Merrys Pymatuning Airport (PA01), Linesville, Pennsylvania. The private pilot was fatally injured. The airplane was owned by the pilot and operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which was originating at the time of the accident.
Witnesses at or near PA01 reported that the airplane took off from runway 4, climbed on runway heading to about 500 feet above ground level (agl), then turned to the right. The right wing dropped, and the airplane descended to ground contact. One witness reported that the airplane appeared to make one complete revolution as it spiraled down before impacting a field. Another witness noted that the pilot was taking off with a tailwind on runway 4, estimated at about 5 knots. The airplane took longer to get airborne, consistent with a downwind takeoff, but cleared power lines and climbed to 400 to 500 feet agl before initiating a left turn. The airplane seemed to slow in the turn before turning right and descending. The pilot had previously discussed discomfort flying the airplane and, during a prior flight, landed long before overrunning the runway into weeds.
Before the accident flight, a witness overheard the pilot state that he "didn't trust his aircraft" and that the airplane had an inoperative airspeed indicator. The witness offered a temporary airspeed indicator, but the pilot declined and proceeded to fly.
Pilot Information
The pilot, age 70, held a private pilot certificate with a rating for airplane single-engine land and certificates for repairman-experimental and repairman-light sport. His most recent FAA third-class medical certificate was issued on February 14, 2006, with a limitation for having available glasses for near vision; it was expired and not required to operate the airplane. Review of the pilot's logbook revealed 424.5 total hours of flight experience, with only one entry in the accident airplane for 5.0 hours dated September 16, 2016.
Aircraft Information
According to FAA records, the pilot purchased the airplane on November 15, 2014. The two-seat, strut-braced, high-wing airplane was powered by a two-cylinder Rotax 582, 65-horsepower engine driving a three-blade, carbon fiber propeller in a pusher configuration. It held 14.5 gallons of usable fuel in wing-mounted tanks. The airplane received an FAA experimental light-sport aircraft special airworthiness certificate on July 4, 2007. Maintenance records showed a tachometer reading of 127.0 hours as of a condition inspection dated October 21, 2015; additional records were missing or incomplete. Total airframe and engine time at the time of the accident could not be determined.
Meteorological Information
The 1953 weather observation at Port Meadville Airport (GKJ), Meadville, Pennsylvania, 10 miles east of the accident site, included wind from 270° at 4 knots, 10 miles visibility, clear sky, temperature 24°C, dew point 16°C, and an altimeter setting of 30.05 inches of mercury.
Airport Information
The field elevation at PA01 was 1,203 ft mean sea level. The single turf runway, oriented 04/22, was 1,815 ft long by 150 ft wide, with 85-ft-tall trees 450 ft from the departure end of the runway.
Wreckage and Impact Information
The airplane impacted the ground in a right-wing-low, steep nose-down attitude about 1,800 ft from the departure end of runway 4. The fuselage, cockpit, and instrumentation were consumed by a postimpact fire. The accident site was compact and localized, with all major components accounted for. Three-quarters of the outboard portion of the left and right wings remained intact and attached to their struts. The empennage was damaged by fire but remained attached. All control surfaces remained attached, and continuity was established between all flight control surfaces and cockpit controls.
Two propeller blades were splintered and partially attached to the hub, exhibiting thermal and impact damage. One 3-ft section of a blade was broken off at the hub and found 30 ft from the wreckage. The 2-cylinder, 2-stroke, liquid-cooled engine exhibited significant thermal and impact damage; thermal damage prevented engine rotation to establish continuity. Crankshaft and rotary valve continuity were confirmed through disassembly; they appeared well lubricated with no anomalies. The piston assembly, cylinders, and sleeve showed thermal discoloration but appeared intact and moved freely. Carburetors and internal components were damaged; functionality could not be determined. The dual ignition system had four spark plugs with normal electrodes.
Medical and Pathological Information
No autopsy was performed due to the pilot's condition. The FAA Forensic Sciences Laboratory performed toxicology testing on specimens from the pilot; results were negative for tested-for drugs and ethanol.
Additional Information
The Airplane Flying Handbook (FAA-H-8083-3B) discusses stall recognition and recovery. However, no stall warning device was mentioned in the accident airplane's description.