NTSB Factual Report

On November 30, 1995, at 1512 eastern standard time (EST), N10PG, a Graichen Christen Eagle II experimental airplane, crashed in a cornfield in Malinta, Ohio. Visual meteorological conditions prevailed for the flight, no flight plan was filed. The certificated private pilot/airplane mechanic and the pilot rated passenger were fatally injured. The airplane was destroyed. The local flight operated under 14 CFR 91, and originated from Malinta, Ohio, at approximately 1345.

The pilot rated passenger, a prospective airplane builder, flew to Malinta from Indiana with a friend, to discuss business with the pilot/airplane mechanic. According to the friend, the pilot/airplane mechanic was going to demonstrate the airplane to the pilot rated passenger. The pilot/airplane mechanic and the pilot rated passenger wore parachutes for the flight. The friend stated that when the two pilots departed in the accident airplane for the local demonstration flight, they planned to be airborne for about a half hour. The friend stated that he did not see the airplane takeoff nor did he see any of the maneuvers.

Witnesses reported that they observed the accident airplane performing aerobatic maneuvers near the accident site. One witness reported that he was about 2 miles west of the accident site. He stated "...I had a pair of binoculars and was watching...do aerobatics with the plane. We had watched him several times before doing these things...He would go straight and then fly upside down. He would fly quite a ways upside down then bring it right side up. He would then go into a dive then pull up and do this routine again...The last time I saw him he [was] flying towards the north from the south and he was doing a loop... ."

The witness stated that he watched the airplane for at least 10 minutes, but did not witness the airplane crash. He estimated that the airplane was about three times higher than the tree tops, and the trees were about 50 to 60 feet tall. The airplane crashed in a corn field about a half mile from the pilot's private airstrip.

The accident occurred during the hours of daylight at 41 degrees 18 minutes and 25 seconds north latitude and 83 degrees 57 minutes and 38 seconds west longitude.

PILOT INFORMATION

The pilot/airplane mechanic held a private pilot certificate with single engine land and multiengine land ratings. According to Federal Aviation Administration (FAA) records, the pilot had over 1325 hours of flight time when he applied for a third class medical certificate that was completed on February 4, 1994. The airplane owner estimated that the pilot/airplane mechanic had approximately 14 hours flight experience in the accident airplane, of which 10 hours were flown since he completed restoration work on the airplane, on November 16, 1995.

The pilot rated passenger held a private pilot certificate with a single engine land, and instrument rating. According to the FAA's medical records, the pilot had over 375 hours of flight time. The pilot rated passenger held a third class medical certificate that was issuted on December 14, 1993.

AIRCRAFT INFORMATION

The Christen Eagle II airplane, serial number 0001, was manufactured by the registered owner, and certificated in 1981. The airplane was equipped with a Lycoming AEIO-360-A1D engine, serial no. L-19411-51A. Aircraft records indicate that the airplane had accumulated over 1242 hours of total flight time. The airplane had been flown approximately 10 hours since the restoration/annual inspection, which was completed on November 16, 1995.

The airplane owner/manufacturer reported that in September, 1994, he commissioned the pilot/airplane mechanic to restore the airplane. The airplane owner stated: "During the following thirteen months [the pilot/airplane mechanic] completely restored the airplane...about [November 27, 1995, he] reported that he had flown the airplane for approximately 10 hours since completion of restoration, that he is satisfied with all aspects of their work, rigging and performance... ." The airplane owner reported that he arranged to pick up the airplane on December 2, 1995. He stated that he had not authorized the pilot/airplane mechanic to fly the airplane with passengers.

METEOROLOGICAL CONDITIONS

At 1450 eastern standard time, Toledo Express Airport, in Toledo, Ohio, (located about 40 miles east of the accident site) issued the following weather observation:

Sky condition, an overcast ceiling at 11,000 feet; visibility, 10 miles; temperature, 41 degrees Fahrenheit (F); dew point, 27 degrees F. The wind was out of 190 degrees at 14 knots, with gusts to 21 knots; and the altimeter setting was 29.86 inches Hg.

WRECKAGE AND IMPACT INFORMATION

The airplane struck the ground in a near flat attitude, and came to rest approximately 43 feet from the initial impact point, oriented on a magnetic heading of 262 degrees. Vertical compression of the fuselage was noted. The acceleration meter in the instrument panel indicated 9 G's. All of the airframe structure, accessories, and flight controls were located at the crash site. Elevator control continuity was confirmed from the control stick. The left wing separated at the fuselage, and the right wing folded over on the left wing. There was no evidence of preimpact airframe structural anomaly.

The fuel tank was ruptured. There was evidence of automobile gasoline in the fuel lines. The propeller blades exhibited chordwise scratches, and the leading edges were nicked and dented. The propeller blades were twisted torsionally. The throttle and mixture controls were attached at the control rod ends. The fuel inlet screen was found clean including the four fuel injector nozzles. The fuel servo was fractured at the mount flange. The engine driven fuel pump, engine driven vacuum pump and propeller governor were intact. The oil sump was fractured. The oil suction screen and filter were clean. The engine induction and exhaust system did not disclose any anomalies.

Postaccident examination of the engine revealed that it was intact, and all the accessories were attached. The cylinders were attached and secured to the crankcase, and the propeller could be rotated manually. When the propeller was rotated, engine/valve/accessory continuity was confirmed, there was evidence of compression in each cylinder, and the left magneto produced spark. The right magneto was removed to facilitate hand rotation and its spark producing capability was confirmed. There was no evidence of preimpact engine malfunction.

MEDICAL AND PATHOLOGICAL INFORMATION

A Medical Examination of the pilot/airplane mechanic was performed by Dr. C. S. Beisser of the Lucas County Coroner's Office in Toledo, Ohio, on December 1, 1995. Toxicological testing of both airplane occupants was conducted by the FAA Civil Aeromedical Institute (CAMI), in Oklahoma City, Oklahoma. Negative results were reported for all screened drugs and volatiles.

ADDITIONAL INFORMATION

The wreckage was released to Michael J. Wilhelms, Senior Claims Adjuster of COMAV Managers, Inc., on December 11, 1995.

NTSB Probable Cause

failure of the pilot to maintain proper altitude, while performing aerobatic maneuvers.