Ocala, FL, USA
N2481P
QUAD CITY ULTRALIGHTS CHALLENGER II
After takeoff, the pilot remained in the traffic pattern, performed a low pass, and then departed to the southeast. When the airplane was about 4 miles away from the departure airport with no adverse weather nearby, the airframe was overstressed, which resulted in the in-flight separation of the outer 3 feet of the right wing and a portion of the right flaperon. The airplane then descended uncontrolled and impacted terrain. No preexisting cracks were noted in the fracture surfaces of the forward and aft spars of the right wing. Inspection of the engine and flight controls revealed no evidence of preimpact failure or malfunction.
HISTORY OF FLIGHTOn August 30, 2012, about 1612 eastern daylight time, a Quad City Ultralights Challenger II, N2481P, registered to and operated by a private individual, crashed in a field surrounded by trees near Ocala, Florida. 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 from Morriston, Florida, to Leeward Air Ranch Airport (FD04), Ocala/Belleview, Florida. The airplane sustained substantial damage, and the private pilot and one passenger were fatally injured. The flight originated from Morriston, Florida, about 7 minutes earlier. The purpose of the flight was to reposition the airplane to a nearby airport for an intended annual inspection. The son of both occupants reported to either the Federal Aviation Administration (FAA) inspector-in-charge or the NTSB investigator-in-charge that he and his father, who is not a certificated pilot, inspected the airplane before he (the son) started the engine. The son stated that he asked his father how much fuel was on-board and he replied 13 gallons; the son later reported that was more than adequate to complete the intended flight. With his father seated in the front seat, the son started the engine and reported the engine started, "right up." After the engine was started a fuel leak at the carburetor was noted, smoke was noted coming from the engine, and it did not develop static maximum red line rpm. This was attributed to the choke that was left on. His mother then boarded the airplane, and it was taxied to the runway where an engine run-up lasting 5 minutes was performed. The son reported the engine sounded OK, and no discrepancies were reported. After takeoff the son reported that his mother performed a low pass then the flight departed to the southeast. The son also reported that personnel from the airport where his parents had intended flying arrived at the departure airstrip and inquired about his parents. Law enforcement was then notified of the overdue airplane and a search was initiated. There were no known witnesses to the accident, which occurred during daylight hours. The wreckage was located about 2000 hours the same day. PERSONNEL INFORMATIONThe pilot, age 50, seated in the rear seat, was the holder of a private pilot certificate with airplane single engine land rating issued on April 23, 2012. On the application for the private pilot certificate she listed a total time of 47.3 hours. She held a third class medical certificate with a restriction to have available glasses for near vision issued October 25, 2011. The front seat occupant was not a FAA certificated pilot. The son of both occupants was asked if his parents performed aerobatic maneuvers and he reported they never did. He reported they fly straight and level from point A to B. AIRCRAFT INFORMATIONThe airplane was built from a kit manufactured by Quad City Ultralight Aircraft Corporation. On January 13, 1992, the kit was sold to a company in Florida, and was built as model Challenger II, and was designated serial number CH20192-0779B. It was powered by a 52 horsepower Rotax 503 dual carburetor dual ignition engine and equipped with a wooden fixed pitch propeller. An operating Light Sport Aircraft Special Airworthiness Certificate was issued on January 7, 2008. On the application for U.S. Airworthiness Certificate, the airframe total time was listed at 300 hours. According to FAA records, the pilot and front seat occupant purchased the airplane on August 21, 2011. The FAA-IIC reported that the maintenance records were not located; however, the son of both occupants reported the airplane was always kept in great shape. METEOROLOGICAL INFORMATIONA surface observation weather report taken at Ocala International Airport-Jim Taylor Field (OCF), Ocala, Florida, at 1550, or approximately 22 minutes before the accident indicates the wind was from 180 degrees at 3 knots. The visibility was 10 statute miles, and scattered clouds existed at 4,000 and 5,500 feet. The temperature and dew point were 32 and 23 degrees Celsius, respectively, and the altimeter setting was 30.04 inches of mercury. The accident site was located approximately 4 nautical miles and 301 degrees from OCF. AIRPORT INFORMATIONThe airplane was built from a kit manufactured by Quad City Ultralight Aircraft Corporation. On January 13, 1992, the kit was sold to a company in Florida, and was built as model Challenger II, and was designated serial number CH20192-0779B. It was powered by a 52 horsepower Rotax 503 dual carburetor dual ignition engine and equipped with a wooden fixed pitch propeller. An operating Light Sport Aircraft Special Airworthiness Certificate was issued on January 7, 2008. On the application for U.S. Airworthiness Certificate, the airframe total time was listed at 300 hours. According to FAA records, the pilot and front seat occupant purchased the airplane on August 21, 2011. The FAA-IIC reported that the maintenance records were not located; however, the son of both occupants reported the airplane was always kept in great shape. WRECKAGE AND IMPACT INFORMATIONThe accident site consisted of an open field surrounded by trees. The main wreckage was located at 29 degrees 12 minutes 26.02 seconds North latitude and 082 degrees 17 minutes 24.47 seconds West longitude, while the outer section of the right wing was located at 29 degrees 12 minutes 24.46 seconds North latitude and 082 degrees 17 minutes 28.46 seconds West longitude, or about about 390 feet and 245 degrees from the main wreckage location. The main wreckage came to rest nearly inverted in a field with the outer 3 foot section of the right wing and outer portion of the right flaperon separated. Also located away from the main wreckage along an energy path were a wing inspection panel, a hat, splintered pieces of the propeller, 2 pieces of ribs from the inboard section of the right wing, and Dacron fabric covering. There was no evidence of tree contact on the leading edge of the right wing, nor on any of the observed components. The horizontal and vertical stabilizers remained attached, and all remaining flight control surfaces remained attached. Extensive impact damage was noted to the left wing, fuselage, and cockpit. The wreckage was recovered for further examination. Examination of the elevator, rudder, and flaperon flight control system revealed no evidence of preimpact failure or malfunction. Examination of the right wing revealed the main and aft spars fractured just outboard of the lift strut attach point. Closely matching the fracture surfaces of the main and aft spars but not allowing them to touch revealed the outer portion of the right wing was displaced up approximately 45 degrees. Additionally, the main spar of the right flaperon was displaced up about 7 degrees beginning at a splice joint, and the inboard hinge of the flaperon was bent up approximately 30 degrees. The fracture surfaces of the main and aft spars of the right wing were labeled as to location and direction, and were cut out and retained for further examination by the NTSB Materials Laboratory. Additionally, the mating sections of the left wing were also sent to the NTSB Materials Laboratory for comparison purposes. Examination of the cockpit revealed the airspeed indicator and tachometer were off scale low, both needles of the cylinder head temperature gauge were at or just below the low end marking. The exhaust gas temperature of one cylinder was indicating 1,200 degrees Fahrenheit, while the other was indicating off scale low. Examination of the engine which remained attached to its attach points on the airframe revealed the drive belt was in place and the engine rotated freely by hand. Power train continuity was confirmed. The exhaust was removed and no evidence of scoring was noted on the sides of the pistons. Inspection of the carburetors revealed 1 bowl had some debris, while the bowl of the other carburetor contained some fuel. Inspection of the fuel pump revealed no evidence of preimpact failure or malfunction. Examination of the wooden propeller which remained attached to the engine revealed one blade was fractured; three pieces were recovered along the debris field. The other blade MEDICAL AND PATHOLOGICAL INFORMATIONPostmortem examinations of the pilot and passenger were performed by the District 5 Medical Examiner's Office, Leesburg, Florida. The cause of death for both was listed as "Multiple blunt force injuries due to airplane crash." Forensic toxicology was performed on specimens of the pilot by the FAA Bioaeronautical Sciences Research Laboratory (FAA CAMI), Oklahoma City, Oklahoma, and also by Wuesthoff Reference Laboratory (Wuesthoff), Melbourne, Florida. The toxicology report by FAA CAMI indicated testing for carbon monoxide, and cyanide was not performed. No volatiles were detected in the vitreous fluid and no tested drugs were detected in the liver specimen. The toxicology report by Wuesthoff indicated the results were negative for volatiles, and tissue immunoassay screen. Unquantified amount of caffeine was detected, and the carboxyhemoglobin saturation was 0.62 percent. Iron (470 mcg/g) was detected, and was above the reporting limit of 1.9 mcg/g. Additionally, the following was detected in the vitreous fluid (18.2 mg/dL urea nitrogen, 0.53 mg/dL creatinine, 138 mEq/L sodium, 15.4 mEq/L potassium, 121 mEq/L chloride, and less than 10 mg/dL glucose. Forensic toxicology testing was performed on specimens of the passenger by Wuesthoff. The results were negative for volatiles, and urine immunoassay screen, and unquantified amounts of caffeine and ibuprofen were detected in the urine specimen. Additionally, the following was detected in the vitreous fluid (18.1 mg/dL urea nitrogen, 0.55 mg/dL creatinine, 140 mEq/L sodium, 14.5 mEq/L potassium, 121 mEq/L chloride, and less than 10 mg/dL glucose. The carboxyhemoglobin saturation was 0.69 percent. Iron (420 mcg/g) was detected, and was above the reporting limit of 1.9 mcg/g. TESTS AND RESEARCHExamination of the fractured right wing pieces was performed by the NTSB Materials Laboratory located in Washington, DC. The results of the examination revealed the outboard portion the forward spar at the fracture area was deformed up relative to inboard portion, while the outboard portion of the aft spar at the fracture area was deformed forward and slightly up relative to the inboard portion. Bench binocular microscope examination of the forward and aft spar pieces for the right wing revealed the fractures faces exhibited slant fractures with coarse features consistent with overstress separation with no evidence of fatigue cracking. The aft spar contained a through hole in the area above the trailing edge wing strut. Examination revealed the fracture in the aft spar intersected the center portion of this hole, exposing the outboard and inboard side of the hole. The inboard face of the hole was severely deformed consistent with ground impact damage, whereas, the mating half of the hole for the most part did not show evidence of deformation damage.
The pilot's inadvertent overstress of the airplane, which resulted in the in-flight separation of the outer section of the right wing.
Source: NTSB Aviation Accident Database
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