Lajas, PR, USA
N5593F
CARLO ROBERT QUICKSILVER SPT 2S
The non-certified pilot departed for a local flight and, during cruise flight, a witness reported seeing the airplane in a nose-low attitude spinning two times before impacting the ground in an open field. A postaccident inspection of the airframe revealed no evidence of preimpact failure or malfunction. The engine was started without a propeller and the engine and engine systems were found to operate normally. Results of postmortem toxicology testing were consistent with the regular use of a prescription antidepressant and relatively recent use of two different prescription medications that may be used for anxiety or as sleep aids. The investigation considered the possibility that the pilot may have been impaired by the recent use of an anti-anxiety medication or by the conditions for which the medications were prescribed; however, the role of any possible impairment in the accident could not be conclusively determined.
HISTORY OF FLIGHT On November 13, 2010, about 1710 Atlantic standard time, an experimental amateur built Carlo Quicksilver Sport 2S, N5593F, registered to a private individual, experienced an in-flight loss of control and crashed in a marsh near Lajas, Puerto Rico. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight. The airplane sustained substantial damage, and the non-certificated pilot, the sole occupant, was fatally injured. The flight originated from a private airstrip about 1500. A witness reported observing the airplane flying from east to west and then observed the airplane in a nose low attitude spinning two times before ground contact. The witness called 911 reporting the accident and went to the scene to render assistance. DAMAGE TO AIRPLANE Photographs provided by the Federal Aviation Administration (FAA) inspector-in-charge of the airplane at the accident site depict the empennage displaced to the right and rotated to the left. The empennage was found positioned above the upper surface of the wing. Numerous structural tubes were noted to be fractured; no evidence of preimpact failure or malfunction was noted to any of the fractured tubes. PERSONNEL INFORMATION The pilot, age 54, did not hold any FAA issued pilot certificate. A review of excerpts of a pilot logbook revealed his first logged flight was on July 12, 2006, and his last logged flight was on April 10, 2010. He logged a total of approximately 44 hours during the course of 41 flights, all of which were in the accident airplane. AIRCRAFT INFORMATION The airplane was manufactured in 2002, as model Quicksilver Sport 2S, and was designated serial number Sport 2S 0048. It was powered by a Rotax 582 dual carburetor dual ignition engine and equipped with a wood propeller. It was certificated in the Experimental category/designation for the purpose of Operating Light Sport Aircraft. Review of the maintenance records revealed the airplane was last inspected in accordance with a condition inspection on January 30, 2010. The airplane total time at the last condition inspection was not recorded in the maintenance records; therefore, no determination could be made as to the time since inspection. METEOROLOGICAL INFORMATION A surface observation weather report taken at the Rafael Hernandez Airport (BQN), Aguadilla, Puerto Rico, at 1650 Atlantic standard time, or approximately 20 minutes before the accident, indicates the wind was from 020 degrees at 5 knots, the visibility was 10 miles, and a ceiling of broken clouds existed at 4,000 feet. The temperature and dew point were 28 and 21 degrees Celsius respectively, and the altimeter setting was 29.91 inches of Mercury. The accident site is approximately 31 nautical miles and 164 degrees from BQN. WRECKAGE AND IMPACT INFORMATION Examination of the accident site by a FAA airworthiness inspector revealed the airplane crashed in a marsh in an open area. The airplane came to rest in a nose-low position with the empennage nearly vertical. The engine was separated and the front portion of the engine was buried approximately 18 inches beneath the ground; the wood propeller remained attached to the engine. A smell of fuel was noted at the accident site. Both propeller blades were fractured outboard of the hub. Examination of the airplane revealed all components necessary to sustain flight remained attached. No flight control system preimpact failure or malfunction was reported by the FAA inspector. Examination of the separated engine by a representative of the engine manufacturer with FAA oversight revealed the coolant radiator was impact damaged resulting in total loss of coolant. The MAG carburetor was disconnected from the engine but the power takeoff (PTO) carburetor remained attached and was not damaged. Removal of the non-standard air cleaners revealed each carburetor piston (slide) were in good condition and of the proper orientation. No contamination or corrosion was noted in either MAG or PTO carburetor float bowl; both floats appeared to be in good condition and proper orientation. The float bowls were reinstalled onto each carburetor for an attempted engine run. The propeller was removed from the engine, which was mounted on a bench. The float bowls were filled with fuel and the engine was started and ran smoothly through varying RPM settings for several minutes; the ignition system operated normally. A detailed report with accompanying pictures is contained in the public docket for this case. MEDICAL AND PATHOLOGICAL INFORMATION A postmortem examination of the pilot was performed by the Instituto De Ciencias Forenses, San Juan, Puerto Rico. The cause of death was listed as severe body trauma. Forensic toxicology was performed on specimens of the pilot by the FAA Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma, and also the Instituto De Ciencias Forenses, San Juan, Puerto Rico. The toxicology report by CAMI stated the results were negative for carbon monoxide, cyanide, and volatiles. Unquantified amounts of desmethlysertraline, sertraline, and metoprolol were detected in the urine specimen, while an unquantified amount of metoprolol was detected in the cavity blood. Alpha-hydroxyalprazolam (0.216 ug/mL), alprazolam (0.092 ug/mL), Oxazepam (0.031 ug/mL), and temazepam (0.164 ug/mL) were detected in the urine specimen. Desmethlysertraline (0.16 ug/mL) and sertraline (0.172 ug/mL) were detected in the cavity blood, while desmethlysertraline (1.026 ug/mL) and sertraline (0.238 ug/mL) were detected in the heart blood, which was not suitable for analysis for alprazolam. Alpha-hydroxyalprazolam, oxazepam, and temazepam were not detected in the heart blood. The toxicology report by Instituto De Ciencias Forenses stated the results were negative for volatiles, cocaine, opiates, and cannabinoids.
The pilot’s failure to maintain adequate airspeed, which resulted in an aerodynamic stall and entry into a spin.
Source: NTSB Aviation Accident Database
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