NTSB Factual Report

HISTORY OF FLIGHT

On May 27, 2007, at 1900 central daylight time, an amateur-built sport Purvis Rans S6S, N743RP, collided with the terrain following a loss of control during takeoff from a grass airstrip at Cushing Field (0C8), Newark, Illinois. The sport pilot was fatally injured. The airplane was substantially damaged. The 14 Code of Federal Regulations Part 91 personal flight was operating in visual meteorological conditions without a flight plan. The flight was originating at the time of the accident.

Witnesses stated the pilot taxied the airplane to runway 18 and performed a run-up prior to applying what sounded like full power for takeoff. They stated that just after liftoff, the nose of the airplane went straight up and the airplane climbed to an altitude of 100 to 200 feet above the runway. One witness stated the airplane was in a 90-degree nose up attitude. They stated the airplane then drifted to the left and stalled. The witnesses reported the pilot made no visible attempt to recover from the stall. The witnesses lost sight of the airplane as it disappeared behind a hangar.

PERSONNEL INFORMATION

The pilot, age 59, held a sport pilot certificate. This certificate was issued on January 3, 2007. The pilot's logbook indicated he received a tail wheel endorsement on May 2, 2007. The pilot had a total flight time of approximately 197 hours, of which 155 hours were in ultralights and 42 hours were in light sport airplanes. The pilot's logbook showed he had a total of 1.5 hours of flight time in the accident airplane.

AIRCRAFT INFORMATION

The amateur-built airplane was a Purvis Rans S6S, serial number 02041551-S. The airplane was a single-engine, two-seat, high-wing airplane with conventional landing gear. A 100-horsepower, Rotax 912S UL engine, serial number 5644358, was installed in the airplane.

Maintenance records indicated the date of manufacture of the airplane was May 2, 2006. The builder reported that he flew the first 10 hours on the airplane.

The airplane was still registered to the builder; however, a Bill of Sale was found in the pilot's car showing that he purchased the airplane in April 2007. The pilot's logbook showed that he towed the airplane from Menominee, Wisconsin, to Newark, Illinois, on May 5, 2007. The last entry in the pilot's logbook, dated May 20, 2007, stated "hobbs end 16.3." Inspectors from the Federal Aviation Administration (FAA) who examined the wreckage stated the airplane total time at the time of the accident was 17.8 hours.

The aircraft builder reported the pilot contacted him shortly before the accident stating that he did not like the digital instruments that were installed in the airplane. The pilot discussed installing airspeed and altimeter gauges. The owner stated that he told the pilot that he should talk to someone else regarding the installation.

METEOROLOGICAL CONDITIONS

The closest weather reporting facility was located at the Aurora Municipal Airport (ARR), Aurora, Illinois, approximately 18 miles north-northeast of Newark, Illinois. At 1852, the weather was recorded as: Wind from 280 degrees at 8 knots, visibility 9 miles, scattered clouds at 20,000 feet, temperature 21 degrees Celsius, dew point 9 degrees Celsius, altimeter 30.08 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located southeast of the south end of runway 18 at 0C8.

The bottom surface of the airplane from the propeller rearward to just aft of the seats was crushed upward. The top engine cowling was popped open. The windshield was separated from the lower attach points and was pushed upward. Both wooden propeller blades were shattered. The left wing was bent upward approximately 60 degrees at the wing root and the wing strut was pulled away from the fuselage attach point. The aft fuselage was primarily intact as was the empennage. The right wing was intact. Both main landing gear were separated from the airplane.

Inspectors from the FAA examined the wreckage. The inspectors verified engine continuity. The propeller was free to turn and spark was achieved on all four spark plugs. Flight control continuity was established to the elevator, rudder, and right aileron. The left aileron control tube was fractured at the wing root where the wing was bent. The cockpit elevator trim indicator showed one unit of nose up trim was applied. The elevator trim tab surface was in a slight tab-down position.

Inspection of the airplane revealed that airspeed and altimeter gauges had been installed in the airplane. The altimeter was installed, but had not been connected to the static port. The line connection on the back of the altimeter was capped with a plastic plug. The airspeed indicator was connected to the static port only. The instrument panel cutouts were found in the pilot's hangar.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was performed by the LaSalle County Coroner's Office on May 29, 2007. The final autopsy report listed the cause of death as "Blunt Head and Chest Trauma."

The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot. Those results indicated:

0.164 (ug/ml, ug/g) Citalopram detected in Blood

Citalopram present in Urine

0.049 (ug/ml, ug/g) N-Desmethylcitalopram in Blood

N-Desmethylcitalopram present in Urine

DI-N- N-Desmethylcitalopram detected in Urine

DI-N- N-Desmethylcitalopram NOT detected in Blood

Citalopram is a prescription antidepressant; also know by the trade name Celexa.

NTSB Probable Cause

The pilot's failure to maintain control of the airplane which resulted in inadequate airspeed and a subsequent stall. Contributing to the accident were the pilot's improper installation of the altimeter and airspeed indicator which rendered them inoperative and his lack of experience in the airplane.