NTSB Factual Report

HISTORY OF FLIGHT:

On June 26, 1998, at 0815 central daylight time, a Montgomery Quickie Tri-Q/200, homebuilt airplane, N699WB, impacted the terrain east of runway 17R at the Fort Worth Spinks Airport near Fort Worth, Texas. The airplane, owned and built by the commercial pilot, was operated under 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot, sole occupant of the airplane, received fatal injuries and the airplane sustained substantial damage. Visual meteorological conditions prevailed and a flight plan was not filed for the personal flight. The flight originated at the time of the accident.

One witness at the fixed base operator (FBO) hangar area observed the airplane during a high speed taxi on runway 17R. After becoming airborne, the "nose went up to about a 45 degree up angle, banked to the right about 30 degrees then back to the left about 40 to 50 degrees, then flipped all the way over at the altitude of about 100 feet above the runway." The airplane descended nearly vertical to the ground.

Another witness heard the engine and observed the airplane enter "a right bank of approximately 40 degrees." The airplane maneuvered with an estimated 20 degrees pitch up and 5 degrees pitch down. Subsequently, the airplane entered a "continuous steady rol[l] to the left in a slight nose up approximately 5 to 10 degrees until it became inverted the nose then dropped to near perpendicular to the ground." The airplane was approximately 50 feet [agl] when it began descending to the ground, striking at "almost a straight down attitude." This witness stated that the winds were from 170 degrees at 5 to 10 knots.

Another witness at the FBO observed the airplane at 10 to 15 feet agl, south of Taxiway Echo, over the centerline of runway 17R. The airplane yawed from side to side and pitched down 5 degrees, up 5 degrees, then pitched down 7 degrees, up 35 degrees, before rolling left, and then inverted. The airplane descended in the inverted attitude to the ground.

Witnesses called 911. Witnesses and local authorities responded to the scene.

PERSONNEL INFORMATION:

The pilot was issued a third class medical certificate on December 17, 1997. On the medical application, the pilot indicated a total flight time of 550 hours. FAA records indicated ratings on the commercial pilot certificate were airplane single engine land, airplane multiengine land, and an instrument rating. The pilot held a FAA mechanic certificate with airframe and powerplant ratings.

Friends of the pilot reported that he did not fly from 1986 to 1998 and that he "had no flight time in a Quickie." Between March 11 and May 28, 1998, the pilot received 6 hours of dual instruction in a Mooney M20F airplane. The friend stated that the pilot was "found competent to fly the Mooney, but the two airplanes [Mooney and Quickie] do not have similar flight characteristics."

This friend further stated that the pilot wanted his initial flight in N669WB to be photographed, and he wanted the friend to remain in direct radio communication during the flight. It is the friend's opinion that the pilot "had no intention of flying the airplane on the day of the accident and that the airplane inadvertently became airborne." The pilot's wife also reported that the pilot had "no intentions of flying the airplane."

AIRCRAFT INFORMATION:

The FAA experimental airworthiness certificate was issued for the airplane on March 14, 1997. Aircraft records, reviewed by the investigator-in-charge (IIC), and friends indicated that since December 1997, approximately 50 hours of high speed taxi runs in N699WB had been conducted by the pilot. In March 1998, a pilot/friend, sole occupant, conducted several high speed taxi runs from 50 mph to 85 mph. There were "no control problems with the airplane and all engine instruments stayed well within all limits." Several weeks later, the friend performed an accelerated taxi to 80 mph. He stated that there is a "bump on this runway about 750 to 1,000 feet from the threshold [between Taxiways Charlie and Delta]" and the "bump caused the nose wheel to leave the ground." However, "directional control was good" and he reduced power, rolled out, and exited the runway.

During another taxi run, the friend found that the airplane would lift off in ground effect at an indicated airspeed of 85 mph. Control was "good but very sensitive. No pitch or roll problems were noted." The friend performed a taxi run with full power and the airplane inadvertently became airborne. When the power was reduced, the nose pitched down. The friend made power adjustments and subsequently landed the airplane without further incident.

The performance section of the pilot's manual, supplied by the Quickie Aircraft Corporation, gives the takeoff distance as 610 feet at a weight of 1,000 pounds. Maximum gross weight is 1,300 pounds. Weight and balance data found in the pilot's aircraft records indicated an expected weight of 1,088 pounds for the first flight. The pilot's manual states that the "airplane is not susceptible to spinning." At minimum speed, full aileron effectiveness is available and full pitch control is available unless the pilot maintains full aft stick. For initial flight testing, the manual recommends that the pilot have 10 hours of flying time within the last 3 months. The manual states that during taxi tests, "always be prepared for a liftoff and first flight if it should accidentally occur."

An airplane checklist was found at the accident site. The checklist gives lift off speed as 70 mph calibrated airspeed (CAS) and best rate of climb speed as 85 mph CAS.

A review of the builder's records indicated that the main fuel tank capacity was 20 gallons and the header tank capacity was 2.5 gallons. The Continental O-200-A engine was factory overhauled in April 1981. The engine, with a total time of 1,219.7 hours, was purchased in 1990 for installation in N699WB. On March 28, 1998, the last condition inspection was performed at a hobbs time of 3.9 hours and an engine time of 1223.6 hours.

AERODROME INFORMATION:

According to the listing in the Airport Facility Directory (AFD), Runway 17R is a hard surface runway with a length of 6,002 feet and a width of 100 feet. Airport elevation is 700 feet. The airport manager reported that the control tower had been closed and the non towered airport unicom/common traffic advisory frequency (CTAF) was 122.7. There was no unicom record of communications with the pilot.

Airport diagrams were reviewed, and an examination of runway 17R was performed by the IIC and the airport manager. Concrete drainage culverts, located between Taxiways Delta and Echo, extend below the runway surface and drain water from the runway environment into a dirt detention pond east of the runway. During the examination, it was found that the runway surface was cracked and uneven in the area of the box drainage culvert approximately 2,289 feet from the threshold of runway 17R. See the enclosed diagrams for additional information.

WRECKAGE AND IMPACT INFORMATION:

The IIC examined the accident site located 94 feet east of runway 17R, 210 feet north of Taxiway Foxtrot, and approximately 1,449 feet south of the uneven runway surface area. The wreckage distribution path was on a measured magnetic heading of 120 degrees. Portions of the wooden propeller blades were buried in the initial ground scar. Numerous pieces of propeller, canopy plexiglass, and airframe fiberglass were found along the distribution path. The outboard portion (1 foot 7 inches) of the left wing was separated. The separated portion of the left wing was found in pieces along the distribution path with the red navigation lens 40 feet from the initial ground scar. The propeller spinner was crushed aft. The tips of the propeller blades were found to the northeast of the distribution path. Both propeller blades were shattered. See the wreckage diagram for additional details.

The engine crankshaft rotated by hand and there was continuity to all the cylinders and the rear of the engine. Hand compression was noted at all the cylinders. The oil filter was clear for oil passage. The carburetor fuel screen was clear of debris and no pre-impact discrepancies were found with the carburetor components. The top spark plugs for cylinders 2, 3, and 4 had "moderate wear and dark deposits in the electrode areas." Impact damage precluded operational sparking of the left magneto. When rotated by hand, the right magneto sparked at all terminals.

The throttle and mixture control levers were in the full forward position. The carburetor heat lever was in the "ON" position. Flight control continuity was confirmed.

MEDICAL AND PATHOLOGICAL INFORMATION:

The autopsy was performed by the Office of Chief Medical Examiner, Tarrant County Medical Examiner's District, Fort Worth, Texas. Aviation toxicological testing was performed by the FAA Civil Aeromedical Institute (CAMI) at Oklahoma City, Oklahoma.

The CAMI toxicological non quantified findings were positive for Diltiazem. According to Dr. Canfield, CAMI, the drug is an FAA approved anti-hypertension drug. The FAA was aware that the pilot was taking this medication.

ADDITIONAL INFORMATION:

The airplane was released to the owner's estate.

NTSB Probable Cause

The pilot's failure to maintain aircraft control when an excessive taxispeed resulted in an inadvertent lift-off of the airplane. A factor was the pilot's lack of total experience in the make and model of aircraft.