Sandwich, IL, USA
N87384
Engineering and Research 415C
Numerous witnesses reported that the airplane was flying at a very low altitude just above tree top level as it flew over a small lake and golf course on an easterly heading. The witnesses reported that the engine was sputtering and not operating normally. The airplane hit the tops of some hardwood trees located at the eastern edge of the golf course. The airplane impacted a field in a steep nose down attitude and immediately burst into flames. The inspection of the airframe revealed no preexisting anomalies. The engine inspection revealed drive train continuity and compression on all cylinders. The accessories could not be tested due to impact forces and the post impact fire that consumed much of the engine accessories and airframe. Numerous hardwood tree branches were found at the impact site. Several open fields were located along the flight path that offered suitable landing sites for a forced landing, and that were closer than the field where the airplane was found. Toxicology results were consistent with use of Bupropion, a prescription antidepressant also used for smoking cessation. The medication does not impair flying performance, and though there is an increased risk of seizures with the medication, the circumstances of the accident were not consistent with a seizure event.
HISTORY OF FLIGHT On April 11, 2009, at 1450 central daylight time, an Engineering and Research 415C (Ercoupe), N87384, was destroyed by a post crash fire after it impacted terrain about one mile north of the Woodlake Airport (IS65), located in Sandwich, Illinois. The sport pilot and passenger received fatal injuries. The airplane was being operated in the Light Sport Category. The 14 CFR Part 91 personal flight departed IS65 about 1435 on a local flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The accident flight was the second flight of the day. On the first flight, the pilot took a passenger for a flight that lasted about an hour. The passenger on that flight reported that the airplane flew normally and did not exhibit any problems. Soon after the first flight landed, the pilot departed on the second flight with another passenger. Witnesses reported watching the airplane depart from IS65 on the accident flight. The airplane departed to the northwest and the engine sounded normal. Witnesses reported seeing the airplane flying from west to east at a very low altitude about fifteen minutes after the airplane departed IS65. One witness, who lived about 2 miles northwest of the IS65, reported that he observed the airplane in a descending turn and losing altitude. The airplane flew directly over his house and then proceeded to fly east over the middle of Buck Lake. He stated that the engine was “spitting and sputtering” and the airplane was flying very low. Numerous golfers, who were playing at the Edgebrook Golf Club, located just east of Buck Lake, reported that they observed the airplane flying very low over the golf course just above tree top level. They reported that the engine was sputtering and not producing normal power. One witness stated that the airplane’s wings were going up and down. Some witnesses reported that they saw the airplane hit the top of some trees that were located in the woods just east of the golf course. The airplane pitched up and then impacted the field in a steep nose down attitude with the nose facing the south. A homeowner, who lived about 200 yards north of the accident site, reported that he heard the airplane approaching. He reported that the engine sound was not normal and that it was making popping noises. He heard the airplane hit the trees and observed it as it hit the ground. The airplane hit the ground in a steep nose down attitude. He reported that the airplane started on fire immediately after the impact. He stated that the wing's fabric was consumed by fire, and eventually the tail of the airplane fell back to the ground. PERSONNEL INFORMATION The 53-year-old pilot held a sport pilot certificate with a single-engine land rating. The pilot’s logbook was on board the airplane and was partially consumed by fire. The last three pages of the logbook indicated that he had a total of about 163 flight hours. The pilot was flying under Sport Pilot rules, and did not have (and was not required to have) an FAA medical certificate. AIRCRAFT INFORMATION The airplane was a single-engine Engineering and Research 415C (Ercoupe), serial number 557, manufactured in 1946. It was equipped with an 85 horsepower Continental C-85-12F engine. The two seat airplane had a maximum gross weight of 1,260 pounds. The airplane was manufactured without rudder pedals. The pilot purchased the airplane in April 2005. The airplane’s logbook indicated that the engine was overhauled in June 2006. The right wing fuel tank was repaired in September 2006. The last annual maintenance inspection was conducted on June 5, 2008. The total time on the airframe at the time of the inspection was 1,951 hours. The total time on the engine at the time of the inspection was 1,824 hours with 193 hours since major overhaul. The number of flight hours flown since the maintenance inspection was not determined due to fire damage. METEOROLOGICAL INFORMATION At 1452, the surface weather observation at the Aurora Municipal Airport (ARR), located 11 miles northeast of the accident site, was: Winds 200 degrees at 7 knots, visibility 10 statute miles, sky clear, temperature 11 degrees Celsius (C), dew point -6 degrees C, altimeter 30.31 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane impacted an east/west running field that was about 3/4 mile in length. The impact site was about 90 feet east of the woods located on the east side of the golf course. The airplane wreckage was all located at the initial impact point, and the fuselage was oriented on a 210 degree magnetic heading. The post impact fire consumed much of engine compartment, the cockpit, and the fabric that covered the wings. The fuselage fuel tank was found on the ground next to the engine. The right wing’s leading edge exhibited aft crushing along the length of the span and the wing spar was bent aft. The aileron and flap exhibited flight control cable continuity. The right landing gear remained attached to the wing. The right wing fuel tank remained attached to the wing and exhibited fire damage. The left wing’s spar was not bent aft. The left wing leading edge had a large dent approximately 50 inches from the outboard edge of the left wing fuel tank to center, 23 inches long, and 12 inches deep. The aileron and flap exhibited flight control cable continuity. The left landing gear remained attached to the wing. The left wing fuel tank remained attached to the wing and exhibited fire damage. A fuel sample was captured from the tank during aircraft wreckage recovery. The fuel color was consistent with 100 low lead aviation fuel, and it contained minimal amounts of sediment and water contamination. The empennage was not consumed by fire and exhibited minimal impact damage. The horizontal stabilizer and twin vertical stabilizers remained intact and did not exhibit impact damage. The left rudder control cable exhibited continuity. The right rudder control cable exhibited continuity, but the rudder control tube was found broken. The inspection of the engine revealed that it rotated when the propeller was turned. There was compression and suction on all four cylinders and the drive train exhibited continuity. The right magneto was completely melted. The spark plug wires were consumed by fire. The top four spark plugs were removed and no anomalies were noted. The carburetor was broken by impact forces and no test could be performed. Numerous hardwood tree branches were located at the accident site. The branches were about 1.5 inches in diameter. Some of the branches were charred by the post impact fire. There were broken tree limbs at the tops of the trees at the edge of the tree line 90 feet east of the impact site. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy of the pilot was conducted on April 13, 2009, in Sycamore, Illinois. The “Cause of Death” was noted as “Carbon monoxide intoxication and thermal injuries due to inhalation of smoke and soot sustained as the pilot of an airplane involved in an airplane mishap.” A Forensic Toxicology Fatal Accident Report was prepared by the Federal Aviation Administration Civil Aeromedical Institute. The report stated that 39% carbon monoxide, 0.92 (ug/mL) cyanide, and no ethanol was detected in the blood. 0.199 (ug/mL, ug/g) Bupropion was detected in the blood. Bupropion and Bupropion metabolite were detected in the liver. 0.792 (ug/mL, ug/g) Bupropion metabolite was detected in the blood. TESTS AND RESEARCH The fractured right rudder control tube was sent to the National Transportation Safety Board’s Materials Laboratory for inspection. The inspection revealed that the fracture surface had a faceted appearance consistent with intergranular fracture along the grain boundaries. There were no features consistent with fatigue. ADDITIONAL INFORMATION A map study of the terrain near the flight path of the airplane as it was observed by the witnesses on the ground revealed that there were open fields to the north, south, and west of the flight path. The open fields were suitable for an emergency forced landing, and were closer than the field where the airplane was found.
The pilot's failure to execute an immediate forced landing to a suitable field and the engine's partial loss of power for an undetermined reason.
Source: NTSB Aviation Accident Database
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