History of Flight
On April 15, 2018, about 1030 central daylight time, an amateur-built Wittman Tailwind W-10 airplane, registration N625JS, impacted terrain near San Antonio, Texas. The commercial pilot, who was the sole occupant, was fatally injured. The airplane was destroyed by impact forces and a postcrash fire.
The flight was operated by the pilot under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed. The flight departed Castroville Municipal Airport (CVB), Castroville, Texas, about 1025, and was destined for Freedom Springs Ranch Airport (TA66), Pipe Creek, Texas.
A friend of the pilot reported that the purpose of the flight was to accumulate additional flight time on the overhauled engine that had been installed during the airplane's last condition inspection, about 6.5 months before the accident. The friend stated that the pilot had planned to fly from TA66 to CVB to purchase fuel and that the airplane had departed TA66 about 0900. Fueling records showed that the pilot purchased 6.87 gallons of 100 low-lead aviation fuel about 1018 from a self-service fuel pump at CVB. There were no witnesses to the airplane landing, refueling, or departing CVB.
A witness located about 1 mile from the accident site reported initially seeing the airplane flying about 1,500 ft above ground level with no noticeable engine issues, but as it flew past, the engine was "struggling" for about 10 seconds, followed by a total loss of power. The witness stated the airplane was on fire as it descended nose down into terrain, and a "fireball" was observed during the descent.
Another witness near the accident site reported the airplane flying west at very low altitude with fire coming from the bottom. After passing over, the airplane briefly pitched up, then suddenly banked and descended nose down into the ground, exploding into a fireball on impact.
A review of FAA air traffic control radar data revealed no transponder data associated with the flight.
Pilot Information
According to FAA records, the 68-year-old pilot held a commercial pilot certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings, as well as an expired flight instructor certificate for single-engine airplanes. His most recent FAA third-class medical certificate was issued on February 2, 2016, with limitations for near vision glasses and hearing amplification. He reported 1,149 hours of total flight experience, with 35 hours in the previous 6 months. The medical certificate expired on February 28, 2018, but the pilot completed the BasicMed medical education course and received a comprehensive medical examination on March 8, 2018.
A review of the pilot's logbook showed he stopped recording individual flights after December 31, 2006, at which time he had accumulated 845.1 hours of flight experience (828.1 hours in single-engine airplanes, 17 hours in multiengine airplanes), including 296.1 hours in the accident airplane make and model. Subsequent log entries included multiple flight reviews and combined time in Cessna 172 airplanes (175.2 hours between September 2012 and January 2016, and 43.8 hours between January 2016 and April 2017). The final logbook entry, dated January 25, 2018, was for a flight review in a Cessna 172. The pilot's flight history after that date and his recency of experience in the accident airplane could not be determined.
Aircraft Information
The amateur-built airplane, serial number JS466, was constructed with a steel tube fuselage, wood wings, and fabric covering. It was a two-seat, high-wing monoplane with fixed conventional landing gear and flaps. The airplane was powered by a 125-horsepower, 4-cylinder, Lycoming O-290-D reciprocating engine (serial number 1355-20-16) driving a fixed-pitch, two-blade Aymar-DeMuth 70X62 wood propeller.
The airplane received its original special airworthiness certificate on November 7, 1986. On April 11, 1993, the builder applied for an updated certificate. The pilot purchased the airplane on January 10, 2004, and its registration certificate was issued on February 26, 2004.
The recording tachometer was destroyed in the postimpact fire, precluding determination of total time. The last condition inspection was completed on September 30, 2017, when the airframe had 984.9 hours. A field-overhauled engine was installed during that inspection. The final logbook entry for an engine oil change on December 10, 2017, recorded airframe time of 997.4 hours and engine time since overhaul of 12.5 hours. A postaccident review of maintenance records found no evidence of unresolved airworthiness issues.
The airplane was equipped with a header fuel tank that supplied fuel directly to the engine carburetor. On April 15, 2011, the tank was removed to repair a leak; at that time, the airframe had 965 hours.
Meteorological Information
Visual meteorological conditions prevailed. The nearest weather reporting station, at CVB about 5 miles south-southwest of the accident site, reported at 1035: clear sky, calm wind, 10 miles visibility, temperature 19°C, dew point -2°C, altimeter 30.26 inches of mercury.
Wreckage and Impact Information
The airplane collided with terrain vegetated with tall mesquite bush, yucca, and persimmon trees. The impact attitude was 20° nose-down on a 281° magnetic heading. The initial impact point was with a 15-ft tall tree, leaving fragmented pieces of the left wing and broken branches at its base with no fire damage. A debris path extended about 50 ft to the main wreckage, and fuel blight was observed on leaves along the path. Fragmented left wing components, including the wing spar, aileron (still attached), and flap (partially attached with bending), were found about 12 ft from the initial impact point.
The ground impact area measured about 3.5 ft wide and 8 ft long, with ejected dirt and vegetation in the direction of the main wreckage. Charred cowling and engine baffles were at the west end of the ground scar. The debris path included engine components, torn and burned wood and metal parts, a seat frame, left door frame, and the burned remains of the right main landing gear tire. Burnt remains of the right wing, including aileron and flap, came to rest on the left side of the debris field. Burnt vegetation preceded the main wreckage, and an extensive ground fire extended about 200 ft north.
The main wreckage came to rest inverted, including the burnt fuselage frame and empennage, main landing gear, engine, and propeller. Most of the fuselage, cockpit, and instrument panel were destroyed by fire. Flight control continuity for aileron and elevator could not be established due to fire and impact damage. Rudder control cable continuity was confirmed from the control horns forward to the rudder pedals. The flap selection lever was in the fully retracted position. The entire fuel system, including the header tank, was destroyed by fire.
Mechanical continuity from engine components to cockpit controls could not be established. The engine separated from the airframe and came to rest adjacent to the main wreckage; a functional test was not possible due to extensive damage. The wood propeller blades were fragmented and fire-damaged. The carburetor separated from the engine; its internal float had melted from prolonged fire exposure. Upper spark plugs showed features consistent with normal engine operation. Both magnetos separated and could not be functionally tested. Rotation of the crankshaft and camshaft was not possible. Partial disassembly of the engine revealed no preimpact anomalies with the crankshaft, cylinders, valves, valve seats, pistons, or connecting rods. Although the engine showed significant impact and fire damage, there was no evidence of a mechanical malfunction that would have precluded normal operation.
Medical and Pathological Information
An autopsy by the Bexar County Medical Examiner's Office attributed the pilot's cause of death to multiple blunt force injuries. No evidence of soot inhalation was found. Toxicology testing at the FAA Forensic Sciences Laboratory was negative for ethanol and all tested drugs and medications.