Crescent City, CA, USA
N6UN
Petrik Questair Venture
A flight instructor and student pilot, who were flying in another airplane, reported that the accident airplane rolled to the left and then descended straight down into the trees. The flight instructor reported hearing the pilot of the accident airplane report that he was on final approach for runway 17. The airplane impacted trees and the ground in a remote area about one mile short of the approach end of runway 17. The airplane was found inverted, wedged between trees. At 1256 PDT, the Crescent City automated weather observing station (AWOS) reported the wind 160 degrees at 8 knots, a broken ceiling at 600 feet AGL, 10 miles visibility, temperature 55 degrees Fahrenheit, dew point 50 degrees Fahrenheit and altimeter 30.06 inches of Mercury. The aircraft impacted trees about 25 feet above the ground and continued forward for about 30 feet before coming to rest inverted. The left wing was separated from the aircraft and was found in a tree about 20 feet above the main wreckage with the left aileron on the ground below the wing. The right wing was still attached to the fuselage with the aileron separated and lying below the wing. Both wings exhibited evidence of a long time fuel leak. It was not determined if there was fuel in the engine fuel lines due to the lines being broken at all major attachment points. Likewise, it was not determined if there was fuel in the wing tanks. The last recorded fuel purchase was made on July 9, 2002 for 26.83 gallons of 100LL fuel. One of the propeller blades had very little damage, while the other blade exhibited a slight aft bend.
On September 4, 2002, at 1300 pacific daylight time, a Petrik Questair Venture experimental homebuilt airplane, N6UN, was substantially damaged when it impacted trees while on final approach to the Jack McNamara Field Airport near Crescent City, California. The airplane was registered to and operated by the pilot. The private pilot, sole occupant of the airplane, was fatally injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from Crescent City at an unknown time. A flight instructor and student pilot, who were flying in another airplane, reported that the accident airplane rolled to the left and then descended straight down into the trees. The flight instructor reported hearing the pilot of the accident airplane report that he was on final approach for runway 17. According to the FAA inspector, who responded to the accident site, the airplane impacted trees and the ground in a remote area about one mile short of the approach end of runway 17. The airplane was found inverted, wedged between trees. The pilot held a private pilot certificate with an airplane single-engine land rating. The pilot's third-class medical certificate, issued on May 2, 2001, listed the restriction that he must wear corrective lenses and must possess glasses for near and intermediate vision. The Questair Venture is a two-place aluminum kit airplane powered by a Continental IO-550-G1B engine rated at 280 horsepower. The aircraft will hold 55 gallons of fuel and burns about 12 gallons per hour at a cruise speed of 230 knots. At 1256 PDT, the Crescent City automated weather observing station (AWOS) reported the wind 160 degrees at 8 knots, a broken ceiling at 600 feet AGL, 10 miles visibility, temperature 55 degrees Fahrenheit, dew point 50 degrees Fahrenheit and altimeter 30.06 inches of Mercury. The aircraft was examined on scene by the FAA inspector, The aircraft impacted trees about 25 feet above the ground and continued forward for about 30 feet before coming to rest inverted. The left wing was separated from the aircraft and was found in a tree about 20 feet above the main wreckage with the left aileron on the ground below the wing. The right wing was still attached to the fuselage with the aileron separated and lying below the wing. Both wings exhibited evidence of a long time fuel leak. The inspector was not able to determine if there was fuel in the engine fuel lines due to the lines being broken at all major attachment points. Likewise, the inspector was not able to determine if there was fuel in the wing tanks. The last recorded fuel purchase was made on July 9, 2002 for 26.83 gallons of 100LL fuel. One of the propeller blades had very little damage, while the other blade exhibited a slight aft bend. The FAA performed a forensic toxicology report with no detected levels of carbon monoxide, cyanide, ethanol, or listed drugs.
The pilot's loss of control for undetermined reasons. A contributing factor was low ceiling.
Source: NTSB Aviation Accident Database
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