Calhoun, GA, USA
N6PX
BINKLEY RICHARD Sonex
Several witnesses reported seeing the airplane make a mid-field intersection takeoff. One witness observed the airplane on takeoff roll about 1,000 feet down the runway then heard what he thought was a noticeable skip in engine power; however, the engine seemed to regain full power almost instantly. The airplane rotated about 1,500 feet down the runway and begin to climb, which appeared to be normal. The airplane then flew out of the witnesses' sight and 2 to 3 minutes later, they saw black smoke just south of the runway. A witness who was driving along a road just south of and perpendicular to the departure end of the runway, saw the airplane rocking back and forth over power lines and thought that the propeller was not turning. Another witness saw the airplane flying erratically just before it nosed into the ground and erupted into flames. The combined witness observations were consistent with a loss of engine power after takeoff, and the wreckage distribution was consistent with a nose-low impact. The accident site was located in small field with sparse vegetation, surrounded by groves of trees. The terrain just beyond the departure end of the runway would not have been reasonably conducive to a forced landing after a sudden loss of engine power after takeoff. Although there was a rural road just beyond the departure end of the runway, the road would also not be conducive to a forced landing due to power lines along its edges. The last time the pilot refueled the airplane is unknown. However, in addition to the postimpact fire, the accident site showed evidence of vegetation blight, which is consistent with fuel spray at the time of impact, both of which indicate the presence of some fuel on board. The single source of fuel for the airport was tested for contamination, and no anomalies were noted. The weather conditions at the time of the accident were not conducive to carburetor icing for the phase of flight (takeoff power). Neither the autopsy nor toxicology results for the pilot indicated any preexisting conditions that could have contributed to impairment or incapacitation at the time of the accident. Examination of the wreckage revealed no evidence of specific preimpact mechanical malfunction or failures that would have precluded normal operation; however, the postimpact fire damage precluded a thorough examination of the engine to determine the reason for the power loss.
HISTORY OF FLIGHT On July 2, 2011, about 1030 eastern daylight time, an experimental Sonex airplane, N6PX, registered to the pilot, was substantially damaged when it impacted the ground following a loss of engine power after takeoff from the Tom B. David Airport, Calhoun, Georgia. The commercial pilot sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for the flight which was being conducted under the provisions of 14 Code of Federal Regulations Part 91. Three witnesses, who were standing outside the airport terminal, observed the airplane taxi from the hangar area for a mid-field intersection takeoff on runway 17 toward the south. The runup sounded normal and they saw the airplane roll about 1,000 feet down the runway and then heard what they thought was a noticeable skip in engine power; however, the engine regained full power almost instantly. The witnesses saw the airplane rotate about 1,500 feet down the runway and begin a climb, which appeared to be normal. The airplane went out of the witnesses sight and two to three minutes later, they saw black smoke just south of the runway and called 911. A witness who was driving along a road just south of, and perpendicular to the departure end of runway 17, saw the airplane rocking back and forth just over power lines and thought that the propeller was not turning. A resident located just south of the road saw the airplane for a few seconds. She stated that the airplane was flying erratically and saw it nose into the ground and erupt into flames. PERSONNEL INFORMATION The 84-year old pilot was well known to local pilots as an extremely professional pilot and meticulous about the care of his airplane. They all stated that he flew his airplane regularly several times a week and had not indicated that there were any mechanical issues with the airplane. Although the pilot's logbooks could not be located, several of the pilots friends indicated that he had about 3,400 hours of flight time in single and multi-engine airplanes. Friends estimated that the pilot had about 100 hours of flight time in the accident airplane. FAA records indicated that he had held single-engine land and multi-engine land airplane ratings. No recent medical certificate was on file with the FAA. AIRCRAFT INFORMATION N6PX was a Sonex 2-place kit plane which had been assembled by a previous owner. According to information provided by friends of the pilot, the pilot had purchased N6PX about two years ago. No records for the airplane were located during the investigation (presumed consumed in the postimpact fire), however, associates of the pilot estimated that the total airframe time was about 350 hours. They also stated that the pilot had meticulously maintained the airplane. The airplane was powered by a Jabiru 3300, 6-cylinder, 3300cc, 120HP engine manufactured in Australia. It was unknown as to the last time the pilot had refueled the airplane, however, the single source of fuel for the airport was tested and no anomalies were noted. In addition to the post impact fire, the accident site showed evidence of vegetation blight which was consistent with fuel spray at the time of impact. METEOROLOGICAL INFORMATION Visual meteorological conditions prevailed in the area at the time of the accident. Clear skies and no cloud ceilings. The temperature was 24 degrees Celsius, and the dew point was 20 degrees Celsius. The calculated dew point depression (4) and associated temperature were not within the range of carburetor ice probability for the phase of flight (takeoff power during climbout). MEDICAL AND PATHOLOGICAL INFORMATION An autopsy of the pilot was conducted by the Georgia Bureau of Investigation Medical Examiners Office. No preexisting conditions were found that could have contributed to the accident. Toxicology testing was conducted by the FAA Civil Aeronautics Medical Institute. All tests were negative. Both autopsy and toxicology results did not indicate any preexisting conditions that could have contributed to impairment or incapacitation at the time of the accident. WRECKAGE AND IMPACT INFORMATION The accident site was confined to a small area within a sparsely vegetated field about 1 mile south of the departure end of runway 17. A rural road that had power lines adjacent to its edges, was just south of the departure end of the runway. Groves of trees surrounded the accident site. The front cabin section and engine were severely damaged by a post impact fire. The leading edges of the wings exhibited crushing aft, consistent with a nose low impact. All of the pilot logs and airplane records which were onboard the airplane were presumably consumed by postimpact fire. Other than flight control continuity, documentation of the wreckage was limited due to the extent of the fire damage. All airframe and flight control sections of the airplane were accounted for at the accident site. A thorough examination of the engine could not be accomplished due to the thermal damage. However, the engine case assembly and exhaust system appeared to be intact. Inspection of the spark plugs and carburetor did not reveal any anomalies other than post impact thermal damage. Both blades of the two-bladed wooden propeller were completely consumed by fire down to their respective blade roots. A memory chip from an onboard engine monitoring unit was found and sent to the NTSB laboratory for evaluation. No information could be extracted from the memory chip due to thermal damage. ADDITIONAL INFORMATION The wreckage was released to the owners representative on site. The NTSB did not take possession of the airplane wreckage.
The total loss of engine power for reasons that could not be determined because postimpact fire damage precluded a thorough examination of the engine.
Source: NTSB Aviation Accident Database
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