History of Flight
On May 21, 2018, about 1910 eastern daylight time, a Taylorcraft BC12-D airplane, registration N94909, collided with trees and terrain during the initial climb after takeoff from a private airstrip in Commerce, Georgia. The commercial pilot, who was also the owner, was operating the airplane under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.
A witness observed the pilot conduct a preflight inspection and depart. About 10 minutes later, the airplane returned, and the witness heard the engine rpm fluctuating. After landing, the pilot taxied toward the hangar but turned around and taxied back to the runway for another takeoff. The witness reported that the airplane reached an altitude between about 50 and 75 ft above the runway. At that point, the airplane seemed to slow and was just above the trees when the right wing and then the nose dropped, followed by an impact with trees. The witness heard the engine sputter before impact. Upon arriving at the accident site, the witness noticed fuel leaking and the starter motor running, suggesting the pilot may have been attempting to restart the engine. The witness also noted that the pilot typically wore hearing aids but was not wearing them during the accident flight, possibly preventing him from hearing the engine rpm fluctuations during the earlier landing.
Pilot Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane, as well as a flight instructor certificate with ratings for airplane single-engine, airplane multi-engine, and instrument airplane. He received an FAA second-class medical certificate on June 28, 2007. According to his logbook, he had about 10,266 hours of total flight experience as of March 1, 2017. The number of flight hours between that date and the accident could not be determined. His last flight review was completed on March 28, 2017.
Aircraft Information
The Taylorcraft BC12-D is a high-wing, single-engine, two-seat airplane with tailwheel landing gear. It was equipped with a 65-horsepower Continental A65 reciprocating engine and a fixed-pitch Sensenich propeller. The airplane was built in 1946 and purchased by the pilot on April 29, 2011. The most recent annual inspection was completed on November 17, 2017, and the airplane had accrued about 1.6 hours of flight time since that inspection.
Wreckage and Impact Information
The wreckage was located in a wooded area about 40 ft southeast of the departure end of the runway. The airplane came to rest in a near-vertical, nose-down attitude about 97 ft from the point of initial impact with the top of a tree. The wreckage path was oriented on a magnetic heading of 245°. All components were accounted for. Flight control continuity was confirmed from surfaces to cockpit controls. Both wings exhibited leading edge damage; both wings remained attached, but the right wing aft spar was fractured. One propeller blade was undamaged; the other was bent aft with chordwise scratching. The airplane was not equipped with wing flaps or a stall warning system. The main landing gear remained attached.
A fuel smell was noted in the soil under the engine. Residual fuel was present in the fuselage tank, and the fuselage tank valve was found in the ON position. One gallon of uncontaminated light blue fuel was present in the left wing tank; no fuel was found in the right wing tank. The left and right wing tank valves were both found in the OFF position. Fuel consistent with 100 low-lead fuel was found in the fuel gascolator. One gallon of fuel was added to the fuselage tank to test for leaks, and the fuselage tank fitting leaked fuel.
Postaccident Examination
The engine was examined at Atlanta Air Recovery in Griffin, Georgia. The top spark plugs were removed; the electrodes showed normal wear and were dark gray/black in color per a Champion Check-A-Plug chart. The engine rotated smoothly when turning the propeller hub by hand. Compression and suction were observed on all cylinders, and valve action was correct. The magnetos were removed and spun with a power drill; spark was observed on all leads on both magnetos. The mixture and throttle control cables remained attached. All cockpit engine controls were in the forward positions. The carburetor heat control knob was in the OFF position. The carburetor was attached and appeared undamaged; it was removed and disassembled. The metal float moved freely and was intact, and the venturi and butterfly valve were serviceable. The bowl contained 1 ounce of clear, light blue fuel. The postaccident examination revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.
Additional Information
According to the carburetor icing probability chart by the Australian Transport Safety Bureau, the atmospheric conditions at the time of the accident, based on weather reported near the accident site, were conducive to serious icing at descent power. FAA Advisory Circular 20-113 states that pilots should regularly use carburetor heat under conditions known to be conducive to atmospheric icing and be alert for indications of icing in the fuel system.
The pilot's autopsy, performed by the Georgia Bureau of Investigation, determined the cause of death as multiple blunt force injuries. Toxicology testing at the FAA Forensic Sciences Laboratory found negative results for carbon monoxide and ethanol. Acetaminophen was present in urine, and warfarin and metoprolol were detected in urine and blood specimens. Acetaminophen is a non-impairing analgesic, and warfarin (a blood thinner) and metoprolol (a blood pressure medication) are not considered impairing.