Ransom Township, PA, USA
N6613Z
QUAD CITY ULTRALIGHT CORP CHALLENGER II
The non-certificated pilot/owner of the airplane was conducting his first flight in the airplane since he purchased it almost 2 years earlier. Witnesses observed the airplane flying erratically as it maneuvered around several fields that surrounded the accident site. They reported hearing varying sounds associated with low and high engine rpm. The airplane subsequently impacted in an area of 50- to 70-foot-tall trees located on a hill about 1 mile north-northeast of the pilot's residence. Postaccident examination of the airframe and engine did not reveal any abnormalities that would have precluded normal operation. Five days before the accident, the pilot received 1 hour of dual flight instruction in a Cessna 172. The flight instructor reported that the pilot told him that he had not flown in over 20 years and wanted to “brush-up” on his flying skills. The instructor noted that the pilot flew poorly and, at the conclusion of the flight, specifically informed him that he was not ready to fly solo and that he should obtain additional training.
HISTORY OF FLIGHT On August 17, 2011, about 1805 eastern daylight time, a Quad City Ultralight Corp. Challenger II, experimental amateur-built airplane, N6613Z, operated by a private individual, was substantially damaged when it impacted trees and terrain while maneuvering in Ransom Township, Pennsylvania. The non-certificated pilot/owner was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight that was conducted under the provisions of 14 Code of Federal Regulations Part 91. The pilot's wife reported that the accident flight was the pilot's first flight in the airplane since he purchased it about 2 years prior. She was not aware that he intended to fly the airplane on the date of the accident and had no specific knowledge of the flight. She further reported that the pilot had recently taken some flying lessons at a nearby airport to practice takeoffs and landings, and he had previously taken flying lessons about 20 years ago. Witnesses observed the airplane maneuvering around several fields which surrounded the accident site and described the engine noise as "sputtering" or "not sounding right." One witness reported that he observed the airplane approaching from the south when he heard the engine rev-up, the airplane climbed, but then "swooped" down toward the ground. He further stated the engine noise seemed to fluctuate from low to high, as the airplane "turned, dipped, and dived." He had lost sight of the airplane and heard the engine rev-up again, just prior to hearing the sound of an impact with trees. The airplane impacted in an area of 50 to 70-foot-tall trees, located on a hill about 1 mile north-northeast of the pilot's residence. PERSONNEL INFORMATION According to a Federal Aviation Administration (FAA) inspector, there were no records that the pilot, age 66, held any pilot or medical certificates. The pilot's wife was not certain if the pilot maintained a logbook. A friend of the pilot reported that he believed the pilot went on a test flight in the airplane around the time it was purchased. Since then, the pilot's experience in the accident airplane consisted of taxiing it around the grass airstrip, adjacent to the pilot's property. A certified flight instructor (CFI) at the Seaman's Airport, Factoryville, Pennsylvania, reported that he flew with the accident pilot on August 12, 2011, for 1 hour in a Cessna 172. The pilot told the CFI that he had not flown in over 20 years and that he wanted to "brush-up" on his flying skills. The pilot reported that he had either purchased, or was in the process of purchasing an experimental airplane. The CFI noted that the pilot flew poorly, and specifically informed him that he was not ready to fly solo and that he should obtain additional training. He had no further contact with the pilot. AIRCRAFT INFORMATION According to FAA records, the two-seat, high-wing, fixed-gear airplane, serial number CH206900535, was issued a special airworthiness certificate on January 6, 1992, and purchased by the pilot on September 26, 2009. The airframe was of tubular construction, with fabric covering. The airplane was powered by a rearward facing Rotax 503DC, two-cylinder in-line two-stroke, 50-horespower engine, that was mounted aft of the wings, behind the main cabin, and equipped with a two-bladed wooden propeller assembly. The pilot's wife did not know if the pilot had any maintenance records for the airplane, and none were found in the hangar where the airplane was kept. A Hobbs meter reading at the accident site indicated 46.8 hours. The airplane owner's manual included the following caution in the landing section: "…remember that a "pusher" engine will cause the nose to pitch down as the throttle is advance and pitch up as the throttle is pulled back. Be ready for this! Don't advance the throttle rapidly and be ready to pull back on the stick enough to keep the nose up. Also be ready to apply right rudder to counteract sudden application of power…" METEOROLOGICAL INFORMATION The reported weather at the Wilkes-Barre/Scranton International Airport (AVP), located about 6 miles southeast of the accident site, at 1754, was: wind 240 degrees at 6 knots; visibility 10 miles; clear skies; temperature 28 degrees Celsius (C); dew point 12 degrees C; altimeter 30.09 inches of mercury. WRECKAGE AND IMPACT INFORMATION An aerial view of the area surrounding the accident site revealed several fields located to the immediate north and east of the accident site. All major portions of airplane were accounted for at the accident site with the main wreckage. The left wing was folded underneath the fuselage and the forward and aft support struts were broken. The nose section and cockpit of the airplane were not compromised. The first known person to arrive at the accident site found the pilot lying on the ground near the main wreckage. The airplane's four-point harness was unbuckled, but remained intact. Flight control continuity was confirmed from the cockpit controls to the aileron, rudder, and elevator control surfaces. The engine remained attached to its respective mount. The wooden two-bladed propeller assembly was fragmented with several portions found scattered around the main wreckage. Engine control continuity was confirmed from the cockpit to the engine. The engine was rotated by hand via the propeller hub, with no anomalies noted. The exhaust system was removed and the visible portions of piston skirts were examined without any discrepancies noted. The two spark plugs were removed. Their electrodes were intact and contained some black sooting. Fuel drained from the carburetors and main fuel tank was consistent with automotive gasoline and was absent of contamination. A Garmin 295 yoke mounted global positioning system (GPS) receiver was recovered from the cockpit and forwarded the NTSB Vehicle Recorders Laboratory, Washington, DC, for further examination and data download. Subsequent examination of the GPS receiver revealed that it contained no stored track logs, and the track log recording feature was set to the "OFF" position. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot by Pathology Associates of Northeast Pennsylvania, Dunmore, Pennsylvania. The autopsy report noted a history of cardiac disease; however, the cause of death was due to internal "multiple traumatic injuries." Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma with no anomalies noted.
The non-certificated pilot's failure to maintain aircraft control while maneuvering, which resulted in a collision with trees and terrain. Contributing to the accident was the pilot's lack of overall flight experience and lack of experience in the same make and model as the accident airplane.
Source: NTSB Aviation Accident Database
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