History of Flight
On July 13, 2019, at 1712 eastern daylight time, an experimental, amateur-built light sport Quicksilver MXII, N3889Z, was substantially damaged when it was involved in an accident near Oliver Springs Inc Airport (TN08), Oliver Springs, Tennessee. The noncertificated pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
A camera mounted to the frame of the airplane recorded the accident flight. The pilot started the engine, taxied, back-taxied north on runway 15, turned around, paused, increased power, and taxied into position for a runway 15 departure. The pilot increased engine power and began the takeoff roll. The airplane lifted off the runway as the airspeed indicator showed about 30-33 mph, just below the green arc. As the airplane pitched up, it immediately entered a left bank and yaw, drifting sharply left over tall grass bordering the runway, followed by a decrease in engine rpm. The engine rpm then increased, and the pilot added right pedal input. The airplane continued in a flat climbing left turn toward a tree line about 500 ft northeast of the runway. Twelve seconds after takeoff, the airplane was perpendicular to the runway, facing the tree line and below the treetops. Fifteen seconds after takeoff, there was a quick, slight right bank and nose-down pitch, and the airplane appeared to stop the left turn, then returned to wings level and continued the left turn. Seventeen seconds after takeoff, the airplane approached the top of a tree, then suddenly jerked into a left yaw, which developed into a steep left descending roll until the airplane was inverted. The video ended at 1712:40 just before ground impact.
A witness observed the airplane taxi and take off. After takeoff, the airplane appeared to crab into the wind and then started turning left toward the trees bordering the northeast side of the airport, with the wings rocking. The airplane climbed over the trees, turned left, and descended out of view. The witness heard the airplane impact terrain.
The pilot’s mobile phone contained three videos from about a week before the accident (July 7) showing the airplane maneuvering over and landing at the airport. Another video taken that day by the pilot showed two individuals seated in the accident airplane, taxiing toward the camera. The accident pilot recorded and asked "What do you think about that?" The person in the right seat motioned to the right and said, "It still, freaking, pulls hard to the right." It is unknown if the person was referring to ground control or flight control.
Personnel and Aircraft Information
No pilot logbooks were recovered, and no flight hours could be ascertained. A friend of the pilot stated that the pilot had purchased the airplane several weeks before the accident and that he believed the pilot had flying experience in other Quicksilver airplanes.
According to FAA records, the airplane was originally issued a special airworthiness certificate in the experimental, amateur-built category on May 11, 1983. The registration had expired and was subsequently cancelled in 2012. A friend stated that the airplane had changed hands several times and that the pilot was making modifications, including a new instrument panel, a steerable nosewheel, and spoilers. No airframe or engine logbooks were recovered.
Wreckage and Impact
The airplane was found in a steep nose-down attitude on a heading of about 200° magnetic, about 650 ft northeast of runway 15 on flat grassy terrain adjacent to 75-ft-tall trees. The wreckage path was compact; all engine components, structural components, and flight control surfaces were accounted for. The three-blade propeller remained attached and was intact except for several nicks and gouges on the leading edges. The engine remained attached to the fuselage keel beam, and the propeller shaft remained attached. The carburetor had detached from the engine and was held by fuel lines, one of which was torn and leaking fuel. The fuel tank was compromised, with a strong smell of automobile fuel and browning of ground vegetation.
The empennage was vertical off the ground, with elevator and rudder attached. The rudder trim was bent at a right 35° angle (left rudder deflection). Numerous fuselage tubes were bent throughout the airframe. Both wings remained attached, with fabric torn in multiple locations, but internal ribs and wing spars exhibited little damage. Flight control continuity was confirmed from surfaces to cockpit. The spoilers functioned and remained attached. The king-post and all structural cable assemblies remained attached. No evidence of postaccident fire was found.
Engine cylinder compression and powertrain continuity were established by rotating the propeller by hand 720°. The fuel filter container was clean and about half full of fuel; under pressure, fuel flowed smoothly into the carburetor. The carburetor was disassembled and examined, with no anomalies noted. The float assembly was intact. The air filter was unobstructed. The engine cylinder head was removed and revealed no anomalies. Two pistons appeared well lubricated and shiny with no damage, and the spark plugs were unremarkable. No mechanical deficiencies were found that would have precluded normal operation.
Recorder and Medical Information
A MobileSpec Dash Cam was recovered from the wreckage and sent to the NTSB Vehicle Recorder Division for examination. The camera was mounted to the frame and showed a forward field of view including the instrument panel and left control pedals.
An autopsy performed by the Knox County Regional Forensic Center determined the cause of death as "multiple blunt force injuries." Toxicology testing by the FAA was negative for carbon monoxide, ethanol, and illicit or impairing drugs.