History of Flight
On September 10, 2020, about 1243 central daylight time, an experimental amateur-built Zenair CH750 Cruzer airplane, registration N656BN, was substantially damaged when it struck trees and terrain near Boaz, Alabama. The pilot was fatally injured. The flight was operated as a personal flight under 14 Code of Federal Regulations Part 91.
The pilot planned to fly from Tom B. David Airport (CZL), Calhoun, Georgia, to Tupelo Regional Airport (TUP), Tupelo, Mississippi, then to Northeast Alabama Regional Airport (GAD), Gadsden, Alabama, and finally back to CZL. According to a family member, this flight served as a "test run" for a longer flight planned for September 14 from CZL to Conway Regional Airport at Cantrell Field (CXW), Conway, Arkansas. The family member noted that the pilot had not previously flown to CXW and considered the flight to TUP a good test because its distance was about half that to CXW.
Before departure from CZL, the pilot filled the fuel tanks. Radar and ADS-B data showed the airplane departed runway 25 at CZL around 0917, turned westbound, and reached a point about 6 nautical miles east of TUP near Mooresville, Mississippi. The airplane then reversed course and flew east-southeast toward GAD at varying altitudes between 2,500 and 5,400 ft mean sea level (msl).
After passing Nectar, Alabama, the airplane turned north toward Cleveland, Alabama, then east-northeast in the direction of CZL. About 22 nautical miles later, approximately 10 nautical miles north-northwest of GAD and 1.7 nautical miles from the accident site, the airplane descended through 2,325 ft msl. Groundspeed slowed from about 70 to 40 knots, and descent rate was about 500 ft per minute before radar contact was lost.
In a postaccident interview, a family member reported receiving a text message from the pilot in flight, stating he had found TUP and was returning. Another family member believed the pilot planned to refuel at GAD if the airplane had more than half its fuel remaining. Later that day, a family member, concerned about the pilot, contacted the airport manager at CZL, who then notified the Federal Aviation Administration (FAA). An alert notice for the overdue airplane was issued about 1804. The accident site was located about 1030 on September 12, approximately 10 nautical miles from GAD and along the airplane's track.
Personnel Information
FAA and pilot records indicated the pilot held an inspection certificate for the CH750 Cruzer in addition to his pilot certificate. He did not hold an instrument rating and could only operate under visual flight rules. No simulated or actual instrument time was recorded in his logbook. The pilot was not required to undergo FAA medical certification for sport pilot operations and had not done so.
Aircraft Information
The accident airplane was a high-wing, strut-braced, two-seat metal aircraft. Its fuel system consisted of two 15-gallon wing tanks and a 2-gallon header tank mounted behind the engine. The airplane was equipped with a 10-inch Dynon Skyview HDX electronic flight instrumentation system, including a primary flight display and multifunction display. It was not equipped or certificated for flight in instrument meteorological conditions and could only be operated in visual meteorological conditions.
Meteorological Information
The pilot obtained a weather briefing the evening before the flight. Forecasts from Leidos Flight Service and the National Weather Service indicated no instrument meteorological conditions or visibility restrictions near the accident site. Graphical forecasts showed few to scattered clouds from 3,500 to 4,500 ft msl around the accident time. Low and mid-level troughs were in the area, with the freezing level above 17,000 ft msl.
The nearest official weather station was at Albertville Regional Airport-Thomas J. Brumlik Field (8A0), Albertville, Alabama. Observations from 8A0 and other stations reported the lowest cloud ceiling around 2,000 ft above ground level (about 3,000 ft msl) with scattered and broken layers through 4,000 ft above ground level (about 5,000 ft msl). Pilot reports indicated cloud ceilings as low as 2,700 ft msl near the accident time. Satellite imagery and pilot reports also indicated cloud tops between 4,500 and 6,000 ft msl.
Wreckage and Impact Information
Examination of the accident site revealed the airplane struck the tops of trees in a heavily forested area and impacted the ground in a nose-down attitude of about 45°. There was no wreckage path and no evidence of in-flight fire or explosion. The elevation at the accident site was approximately 918 ft.
The left wing was bent downward at the wing root, with a corresponding bend on the lift strut. The right wing showed crush and compression damage; the right fuel tank was impact-damaged and leaking fuel. The right aileron separated from its outboard attachment fitting but remained attached at the inboard fitting. The engine was pushed back into the firewall, and the throttle control was at idle. The fuel selector was positioned to the left tank, which contained about 2.25 gallons of fuel. The right tank contained about 3 gallons. The header tank also contained fuel, but the quantity could not be determined due to impact damage.
Engine examination revealed no internal component failures; all cylinders were intact, and drivetrain continuity was established. Connecting rods, pistons, cam, lifters, pushrods, rocker arms, induction system, and fuel system were in good condition. The ignition system could not be tested because spark plug wires were cut and pulled apart during impact, and electronic coil packs were damaged, but visual examination showed no preimpact anomalies.
Medical and Pathological Information
An autopsy performed by the Alabama Department of Forensic Sciences determined the pilot's cause of death as blunt force injuries. Autopsy findings included an enlarged heart and 50% atherosclerosis of the left anterior descending artery. Toxicological testing at the FAA Forensic Sciences Laboratory detected ethanol and N-propanol in the pilot's blood, which can result from postmortem production and microbial processes. Tamsulosin was detected in the pilot's blood and urine; this medication is generally non-impairing and acceptable for FAA medical certification.