History of Flight
On August 4, 2023, at about 1010 mountain daylight time, an experimental amateur-built Glasair Glastar airplane, registration N617G, was substantially damaged in an accident near Idaho City, Idaho. The pilot sustained fatal injuries. The flight was conducted under 14 CFR Part 91 as a personal flight.
The pilot and a friend, also a pilot, departed Caldwell Executive Airport (EUL) in their respective airplanes and flew to Idaho City USFS Airport (U98). After parking, they walked into town for breakfast. During breakfast, the accident pilot reported no anomalies with his airplane. After returning, the pilot indicated a need to use the bathroom and returned about ten minutes later, then prepared to depart.
Both pilots started their engines; the accident airplane started immediately. They taxied to the gravel runway, with the accident airplane behind the friend's airplane. The friend asked via radio if the accident pilot was ready but received no response. The friend departed and later attempted to communicate on common frequencies with no response. He noted the accident pilot was not talkative on the radio and continued to EUL.
ADS-B data showed departure from EUL at 0750, ending about eight miles southwest of U98. Electronic flight instrument data indicated arrival at U98 at 0813 and taxiing for departure at 1001. The last data point showed the airplane on the asphalt runway at 1004. Engine data showed increases to about 1,500 rpm and ground speed to 12 knots before data ended at 1004.
A witness about half a mile from U98 heard an airplane depart, then ten to fifteen minutes later heard another engine power up. The sound continued until it stopped, followed by a "slap" sound. He believed it was an airplane engine, drove to the airport, and saw the white tail of an airplane in the trees. He ran to the airplane and called 911.
Personnel Information
A family member reported that the pilot's family had a history of heart disease and that the pilot was aware of his potential for a heart attack. The friend reported that the accident pilot had no difficulties flying the airplane, having owned it for several years and maintained it to a high standard.
Wreckage and Impact Information
The airplane came to rest upright in a line of trees about 100 feet left of runway 22 centerline, heading approximately 144°, at an elevation of about 3,890 feet mean sea level, about 913 feet from the beginning of the gravel runway. Five trees showed evidence of recent contact. Small branches on two trees were broken off. One tree had a large gouge about 10 feet above its base. Two trees, about 3 feet apart, had large impact marks and loss of bark about 8 feet above the base. One of these had a deep chop mark consistent with a sharp object. The gouges indicated a left-wing-high, right-wing-low impact.
The fuselage was fractured and separated from the right-side door area to the empennage, consistent with tree D entering and splitting the fuselage along the longitudinal seam.
Postaccident examination revealed no mechanical malfunctions or failures that would have precluded normal operation. The two fuel tanks contained a significant quantity of fuel. Flight control continuity was confirmed from the control surfaces to the mid-point of the cabin. The throttle was at full power, the propeller handle in the high rpm position, and the mixture lever was separated from the throttle quadrant.
Runway examination revealed two long impressions in the gravel beginning about 100 feet past the asphalt section, consistent with the left main landing gear and tail wheel. The marks arced left and proceeded to the wreckage, occasionally disappearing. The tracks disappeared shortly before the accident site. No skid marks were present. The total length of impressions was about 694 feet.
The seat and seat adjustment rails were damaged, and the preaccident seat position could not be determined.
Additional Information
The FAA Airplane Flying Handbook states that during a normal takeoff, rudder pedals are used to keep the nose pointed down the runway, and that engine torque and P-factor tend to pull the nose left.
Medical and Pathological Information
An autopsy conducted by the Boise County Coroner's Office determined the cause of death as multiple blunt force injuries.
FAA postmortem toxicology testing detected cetirizine in cavity blood at 61 ng/mL and in urine at 195 ng/mL. Cetirizine is an over-the-counter antihistamine used for allergy symptoms, with warnings about drowsiness and caution when operating machinery. Data on sedation and psychomotor impairment from cetirizine are mixed. The FAA advises pilots to wait 48 hours after using cetirizine before flying.
The pilot's last aviation medical examination was on December 30, 2020. The aviation medical examiner deferred the decision to the FAA based on the pilot reporting use of leflunomide, a prescription immunosuppressive medication for rheumatoid or psoriatic arthritis. The FAA issued a Letter of Eligibility in February 2021 for a third-class medical certificate with a limitation that the pilot must wear corrective lenses. The medical certificate had expired at the time of the accident.