N7016M accident descriptionGo to the Illinois map...
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|Accident date||November 29, 2007|
|Aircraft type||SWEARINGEN T R/MASTERS W Rand KR 2|
Near 38.006667 N, -88.934444 W
HISTORY OF FLIGHT
On November 29, 2007, about 1630 central standard time, an amateur-built Rand KR-2, N7016M, piloted by a private pilot, was destroyed when it impacted the ground near Benton, Illinois. The Title 14 Code of Federal Regulations Part 91 personal flight was operating in visual meteorological conditions without a flight plan. The pilot was fatally injured. The flight originated from the Benton Municipal Airport (H96) at an unconfirmed time.
The pilot had been reported missing and a search conducted. The airplane wreckage was found on December 2, 2007.
The pilot, age 59, held a private pilot certificate with an airplane single engine land rating. The pilot's most recent medical certificate was issued on May 7, 1993. No further record of more recent medical certificate issuance was found. Research indicated that the pilot received a flight review as required by Title 14 Code of Federal Regulations 61.56, on July 2, 2007. The flight review was conducted in a Piper model PA-28 airplane. No record of the pilot's flight hours was obtained.
The airplane was an amateur-built, low-wing, 2-seat airplane that was powered by a single converted Volkswagen automobile engine. The airplane's primary structure consisted of wood and foam with a composite covering. Federal Aviation Administration (FAA) records showed that the airplane was originally certified on February 23, 1994. FAA records further showed that the pilot applied to have the registration of the airplane transferred to his name on June 19, 2007.
According to the company website that markets the airplane plans, a representative KR-2 has the following specifications:
Length 14' 6" Wing Span 20' 8" Total Wing Area 80 sq. ft. Gross weight 900 lbs. Stall Speed 52 mph Maximum Speed 200 mph Cruise Speed 180 mph Engine VW 2100
At 1555, the weather conditions at the Williamson County Regional Airport (MWA), Marion, Illinois, about 16 miles south of the accident were: Wind 020 degrees at 4 knots; visibility 20 statute miles; sky condition clear; temperature 6 degrees Celsius (C); dew point -7 degrees C; altimeter setting 30.37 inches of Mercury (in-Hg).
At 1650, the weather conditions at MWA were: Wind 130 degrees at 3 knots; visibility 20 statute miles; sky condition clear; temperature 4 degrees C; dew point -5 degrees C; altimeter setting 30.38 in-Hg.
At 1555, the weather conditions at the Mount Vernon Airport (MVN), Mount Vernon, Illinois, about 19 miles north of the accident were: Wind calm; visibility 10 statute miles; sky condition clear; temperature 7 degrees C; dew point -6 degrees C; altimeter setting 30.38 in-Hg.
At 1655, the weather conditions at MVN were: Wind 220 degrees at 5 knots; visibility 10 statute miles; sky condition clear; temperature 2 degrees C; dew point -6 degrees C; altimeter setting 30.39 in-Hg.
According to United States Naval Observatory data, sunset occurred at 1637.
The Benton Municipal Airport, located about one mile west of Benton, Illinois, was a general aviation airport operated by the city and open to the public. At the time of the accident it had one asphalt runway (18/36) that was 4,000 feet long and 75 feet wide. The airport field elevation was listed as being 444 feet above mean sea level. The airport buildings were located on the east side of the runway with a single taxiway that intersected the runway about mid-field.
WRECKAGE AND IMPACT INFORMATION
The airplane was located about 0.5 miles north-northwest of H96. The airplane was found in a nose-low position. Examination of the airplane's flight control system revealed no breaks in any control cables or pushrods on the pitch, roll, or yaw axes. No evidence of pre-impact structural failure was found. The engine was moved to a heated area for further examination. The engine produced thumb compression on all cylinders; however, the number 3 cylinder had weaker compression than the other cylinders. Valve train continuity was confirmed and all valves operated when the engine was rotated. The engine was equipped with a float bowl equipped carburetor. Fuel was found within the bowl and fuel lines leading to the carburetor. The engine was equipped with a "waste fire" electronic ignition. Two ignition coils were installed with each coil operating spark plugs on 2 cylinders. Functional testing of the ignition system was not accomplished. The spark plugs were removed and exhibited no unusual signatures. A Lowrance Avionics, Airmap 1000 global positioning system (GPS) receiver was found in the airplane and was retained for further examination.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed and indicated multiple blunt traumatic injuries as the cause of death.
A Final Forensic Toxicology Fatal Accident Report prepared by the FAA listed the following findings:
>> 0.097 (ug/mL, ug/g) FLUOXETINE detected in Blood >> 5.504 (ug/mL, ug/g) FLUOXETINE detected in Liver >> 0.315 (ug/mL, ug/g) NORFLUOXETINE detected in Blood >> 21.189 (ug/mL, ug/g) NORFLUOXETINE detected in Liver >> EPHEDRINE detected in Liver >> PSEUDOEPHEDRINE detected in Liver >> NAPROXEN detected in Blood
TESTS AND RESEARCH
The GPS receiver that was found within the airplane was shipped to the National Transportation Safety Board's Vehicle Recorder Laboratory for examination. Data download of the unit revealed a recorded trail consisting of 2,000 latitude/longitude points. These data points contained position data, but did not include date, time, or altitude information associated to each point. Because of this, the data could not be used to determine the airplane's speed. Based on the data, three separately identifiable flight tracks were found. The data associated with the last flight indicates that the airplane was making multiple approaches to H96 prior to the accident. The final takeoff from H96 was preceded by a landing to the north that was executed after multiple pattern flights. After the landing the airplane proceeded to the north end of the runway and then turned around and back-taxied south to the mid-field taxiway. The airplane then taxied east for about 800 feet before returning to the runway and taxiing to the south end of the runway. The airplane then proceeded north to a point about 1,000 feet from the north end of the runway where it again turned around and taxied south to the mid-field taxiway. The airplane again exited the runway to the east. The airplane then returned to the runway and taxied to the south end. The recorded data shows that the airplane then executed another takeoff which proceeded past the north end of the runway. The remaining data points indicated that the airplane made a left 180 degree turn just prior to the end of the recorded data. The last recorded data point coincided with the accident location.