CHI01LA138
CHI01LA138

HISTORY OF FLIGHT

On May 16, 2001, at 1105 central daylight time, an experimental Brault Glasair SH2F, N1490, was destroyed when it impacted the ground during a 360 degree turn for spacing on short final for landing. The pilot was fatally injured. The 14 Part 91 personal flight had departed the Austin Strauble Airport (GRB), Green Bay, Wisconsin, at 1100 on a local flight. The airplane had turned base to final for runway 24 (7,699 feet by 150 feet) when the pilot was given instructions to do a go-around. The pilot requested a 360 degree turn instead which was subsequently authorized by ATC. The airplane impacted the ground in a nose down attitude. Visual meteorological conditions prevailed and no flight plan was filed.

The Federal Aviation Administration (FAA) Air Traffic Controller (ATC) transcript indicated N1490 was cleared for takeoff from runway 24 at 1100. Initially, N1490 was issued instructions to fly a left downwind, but before turning downwind it was instructed to fly a right downwind due to an aircraft departing runway 36. While on the right downwind, N1490 was informed that it was number two for landing behind a Cessna 172 that was on a left downwind for landing on runway 24. N1490 was on a right base when he reported that he had the Cessna on short final in sight.

The ATC controller reported that while N1490 was on final for landing, the Cessna was still on the runway. The ATC controller instructed N1490 to "execute a go-around and make a left traffic… ."

At 1604:54, the controller stated, "And ah renega or correction ah glasair fourteen ninety tell you what sir if you would just execute a ah go around and make left traffic you're you're high performance over that Cessna."

At 1605:06, N1490 stated, "Okay you want me to just do a quick left here and come back in?"

At 1605:10, the controller stated, "Affirmative."

At 1605:20, the transcript indicated, "(sound of elt [emergency locator transmitter])."

The controller stated the following:

"N1490 executed a climbing left turn and I observed the aircraft's entire underside (wings and belly), he then continued to roll further to his left and then started an abrupt decent toward the ground. I observed N1490 impact the ground and immediately notified crash personnel."

Another witness reported seeing the airplane flying toward the airport. He reported, "The airplane was approaching the runway and it wobbled a little bit. The plane then banked hard to its left as if the wind was caught under the right wing. The plane then went straight up, looped to the left, then came straight down and hit the ground nose first."

The aircraft impacted the ground within the airport boundaries.

PERSONNEL INFORMATION

The pilot held a private pilot's certificate with a single engine land rating. He held a Third Class Medical Certificate that was issued on August 31, 1999. He had a total of approximately 912 flight hours.

AIRCRAFT INFORMATION

The airplane was a single engine experimental amateur-built Brault Glasair SH2F, serial number 610, made of composite materials. The airplane seated two and had a maximum gross weight of 2,200 pounds. The engine was Lycoming 200 horsepower IO-360-B1E engine. The last annual inspection was conducted on April 14, 2000. The airplane had a total time of approximately 721 hours.

METEOROLOGICAL CONDITIONS

At 1056, the GRB observed weather was: winds 310 at 11 knots, sky clear, visibility 7, temperature 22 degrees C, dew point 17 degrees C, altimeter 29.63.

WRECKAGE AND IMPACT INFORMATION

The airplane impacted the terrain near the approach end of runway 24 and on the left side of the centerline. The wreckage path was confined to the point of impact. The engine and propeller were partially buried in the ground. The left wing leading edge exhibited aft compression, and the wing was found in an approximately 50 degree nose down attitude. The fuselage and empannage remained attached to the cabin, but had fallen back to the ground. The empennage remained intact with no damage to the horizontal and vertical stabilizer. Flight control continuity was established from the flight controls back to the cockpit.

The engine examination revealed the engine rotated and continuity was confirmed to the aft gears. Thumb compression and suction were observed on all cylinders. Both magnetos exhibited spark from all leads when rotated. Fuel was found in the fuel lines, fuel servo, and fuel flow divider.

The propeller remained attached to the engine. Both propeller blades were bent aft, twisted, and were loose in the hub.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was conducted at the St. Vincent Hospital, Green Bay, Wisconsin.

A Forensic Toxicology Fatal Accident Report was prepared by the FAA Civil Aeromedical Institute. The report indicated the following results:

No carbon monoxide detected in the blood.

No cyanide detected in the blood.

No ethanol detected in the blood.

Metoprolol , Quinine, Verapamil, and Norverapamil (heart medications) present in blood and urine.

Metoprolol is a blood pressure medication that is also used to control excessive heart rate and reduce the risk of a second heart attack. Verapamil is a blood pressure medication, and norverapamil is a metabolite. Quinine is a substance found in tonic water and used to treat severe malaria.

ADDITIONAL INFORMATION

The parties to the investigation included the FAA and Textron Lycoming.




















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