N9164M

HISTORY OF FLIGHT

On August 7, 2005, at an undetermined time, a Fantasy Air Allegro 2000 light sport airplane, N9164M, registered to and operated by Sport Inc., as a 14 CFR Part 91 instructional flight, collided with the ground in the vicinity of Supply, North Carolina. The airplane was located during an aerial search on August 7, 2005, at 1630. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage. The flight instructor and student pilot were fatally injured. The flight originated from Brunswick County Airport, Oak Island, North Carolina, on August 7, 2005, at approximately 1030 eastern daylight time.

PERSONNEL INFORMATION

Flight Instructor.

Review of information on file with the Federal Aviation Administration (FAA) Airman's Certification Division, Oklahoma City, Oklahoma, revealed the flight instructor was issued a commercial pilot certificate on August 19, 2005, with ratings for rotorcraft-helicopter and instrument helicopter. The flight instructor also held a private pilot certificate issued on August 19, 2005 with ratings for airplane single engine land. The flight instructor was also issued a ground instructor certificate on August 19, 2005.

The flight instructor was issued a Sport Pilot Flight Instructor certificate on June 11, 2005. The flight instructor's last recorded flight review was conducted on May 8, 2005. The flight instructor indicated on his application for the Sport Pilot Flight Instructor certificate that he had accumulated 2,149 total flight hours of which 20 hours were in the Allegro 2000 airplane. The flight instructor's logbook was not located in the airplane in accordance with 14 CFR Part 61.51 (c) (5). Review of the flight instructor's logbook revealed he had logged a total of 2,995.5 total flight hours of which 2,708.7 hours were as pilot-in-command. The flight instructor's first flight in an Allegro 2000 was on November 17, 2004. The flight instructor had accumulated 104.2 total flight hours in the Allegro 2000, of which 3 hours were dual instruction, and 67.7 hours were as a Sport Pilot instructor. The flight instructor had flown 104.2 hours in the last 90 days and 53.7 hours in the last 30 days not including the accident flight.

The flight instructor held an FAA third-class medical certificate issued on August 23, 2004, with the restriction "must have available glasses for near vision. Not valid for any class after August 31, 2005." Review of the flight instructor's application for the third-class medical certificate revealed the flight instructor had accumulated 2,850 total flight hours of which 50 were flown in the last six months. The flight instructor's pilot's logbook or other evidence of required authorized instructor endorsements on all flights when providing flight training was not located in the airplane in accordance with 14 CFR Part 61.51 (c) (5).

Student Pilot.

The student pilot held a valid North Carolina, Class C drivers license with no restrictions in accordance with 14 CFR Part 61.303, Subpart J, Sport Pilot (a) (2). An FAA third class medical certificate was not required. Review of the student pilot's logbook revealed he had flown seven dual flights with the flight instructor for a total of 10.6 hours not including the accident flight. No endorsements were recorded in the logbook.

AIRCRAFT INFORMATION

The Fantasy Air Allegro 2000 is a high-wing, single-engine, light sport airplane manufactured in the Czech Republic and distributed by B-BAR-D Aviation in Whitsett, North Carolina. The two-seat airplane was certified as a production aircraft by the FAA in the Special Light Sport Aircraft (S-LSA) category.

The airplane maintenance logbooks were not located.

The Allegro 2000 Operating Manual indicates that the stall speed at the maximum take-off weight 560 lbs-level flight is "…53 miles per hour (MPH) indicated airspeed (IAS) or 51 MPH calibrated airspeed (CAS) with zero flaps at idle engine power. The airplane will stall at 48 MPH IAS or 47 MPH CAS with flaps at position one at idle engine power. The airplane will stall at 45 MPH IAS or 44 MPH CAS with flaps at position two at idle engine power."

METEOROLOGICAL INFORMATION

The Brunswick County Airport, Oak Island, North Carolina, 1440 surface weather observation was: winds 100-magnetic, at six knots, visibility 10 miles, sky clear, temperature 81 degrees Fahrenheit, dew-point 66-degrees Fahrenheit, and altimeter 30.15.

WRECKAGE SITE INFORMATION

The wreckage was located in an open field adjacent to a highway in Supply, North Carolina. Examination of the crash site revealed the airplane collided with the ground on a heading of 060-degrees magnetic and came to rest 40 yards past the initial point of impact. One propeller blade was separated at the initial point of impact and was delaminated. The FAA inspector on scene stated there was no evidence of broken tree branches from a tree line located about 35 yards northwest of the initial point of impact. A friend, who was also a student of the deceased instructor pilot, stated a broken tree branch was located about 30 feet from the tree line. The friend and the FAA could not determine where the tree branch came from or if there was any other damage in the trees. Browning of vegetation was located along the crash debris line extending 20 yards along the direction of travel behind the main wreckage.

The wreckage was recovered by a local wrecker service and transported to the flight instructor's hangar located at Brunswick County Airport, Oak Island, North Carolina, on August 7, 2005. The wreckage was picked up and transported to Griffin, Georgia, on August 10, 2005 by a recovery company under the supervision of Safety Board investigators.

Examination of the wreckage revealed the following:

The engine assembly was displaced to the left; the engine mount remained attached to the front engine bulkhead and was bent upward under the No. 2 engine cylinder. The engine mount bolt located under the No. 2 cylinder was sheared. The engine firewall was bent upward. The upper and lower engine cowling was in place. The propeller assembly remained attached to the propeller crankshaft flange. The composite propeller spinner was cracked. One propeller blade's forward one-half outer lamination had separated and was not located. The remaining propeller blade was fractured, delaminated, and exhibited leading and trailing edge damage. The nose wheel leg remained attached to the front engine bulkhead. The nose wheel fork separated to the left with a 6-inch piece of the nose wheel leg attached.

Examination of the fuselage cabin structure revealed the transparent windshield had separated from the fuselage, the cabin floor was compressed upward, and the cabin roof was compressed downward. The left and right cabin seats remained in the cabin area. The left seat lower left and right seatbelt attachment brackets were intact. The left upper inner attachment bracket was intact. The left upper outer attachment bracket was missing. The right seat lower left and right seatbelt attachment brackets were intact. The right seat upper inner and outer attachment brackets were intact.

The instrument panel was separated. The fuel pump and auxiliary fuel pump were found in the "ON" position. The left and right fuel accelerator lever was separated from the fuselage and the cable was intact. The choke control lever was separated and found in the "L" position. The master switch and ignition switches were in the on position. The fuel and fuel pressure gauge indicated zero. The fuel selector lever was damaged and in the on position. The engine water thermometer gauge indicated zero. The engine oil thermometer and oil pressure gauge indicated zero. The tachometer gauge indicated 0. The Hobbs meter indicated 90 hours. The altimeter indicated 165 feet. The airspeed indicator indicated 0. The vertical speed indicator indicated 100 feet up. The turn and slip indicator moved freely in the race. Electrical power was applied to the VHF radio; the VHF radio frequency in use was 123.0 and the stand by frequency was 129.17. The electrical flap indicator cable was cut.

The 3-position flap switch separated from the console. Examination of the flap motor located behind the cabin seats revealed the flap actuator was at the first limiter position, which equates to 15-degrees of flaps. The Emergency Locator Transmitter was found in the off position.

The single control/joystick was intact. The left and right seat rudder cables were intact from the rudder pedals aft to the rudder control surface. The elevator control tubes were intact from the control stick/joystick aft to an idler, aft to the elevator bell crank, and aft to the elevator. The elevator trim lever was separated from its mounting bracket and the cable was cut. The aileron control tubes were intact from the control stick/joystick aft and up to the left and right aileron push pull tubes, and extended outboard to the left and right aileron bell cranks and to the ailerons.

The left and right cabin doors were separated from the fuselage. The right main landing gear was separated and the formed bracket was intact. The landing gear bolts were intact. The left main landing gear was separated and the formed bracket was bent. The aft bolt of the formed bracket was missing. The cabin structure separated from the fuselage 5 inches aft of the central pilot bulkhead.

The right wing exhibited impact damage that indicated it was pushed both aft and forward. The leading edge of the right wing had diagonal crushing extending from the leading edge of the wing root outboard 16 inches. A dent was present on the leading edge of the wing 111 inches outboard of the wing root. The remaining leading edge was not damaged. The wing tip cap was broken. The fuselage aft wing attachment was pushed aft with the wing attachment bolt attached. The fuselage structure forward wing attachment was bent forward...