C-IOFL

HISTORY OF FLIGHT

On April 27, 2009 at 1645 eastern daylight time, a foreign certificated experimental Explorer Aeronautique Ecoflyer airplane, Canadian registration C-IOFL, was substantially damaged when it impacted terrain in Lebanon, New York. The pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated at LT Warren Eaton Airport (KOIC), Norwich, New York, about 1630. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to the pilot's family, he was returning to Trois-Rivieres Airport (CYRQ), Quebec, Canada after spending a week at 'Sun and Fun' in Lakeland, Florida. He departed from Sebring, Florida on April 26, 2009, and flew to Florence Regional Airport (KFLO), Florence, South Carolina, where he spent the night. On the day of the accident, he departed KFLO around 0740 and stopped at the Eastern West Virginia Regional Airport (KMRB), Martinsburg, West Virginia before continuing to KOIC.

Personnel at KOIC reported that the pilot landed at the airport around 1400. He reported to them that he had encountered "rough air and wind gusts like he had never seen before." The personnel reported he was "very shook up" about the encounter.

While on the ground at KOIC, the pilot called his girlfriend and stated the last leg of his flight was "horrible" and that the airplane climbed to 8,000 feet with very little control. The pilot "had trouble holding it and bringing it back down." The girlfriend asked if the problem was the airplane or the wind, to which the pilot responded "it was a little of everything."

The pilot added 10 gallons of fuel, which "topped the tanks." He also called the Buffalo Flight Service Station (FSS) and requested information regarding restricted airspace along his route of flight into Canada. The pilot remained at the airport for several hours and departed about 1630. Airport personnel watched the airplane depart and reported no anomalies with the departure.

The following day, April 28, 2009, at approximately 1415, a landowner discovered the wreckage of the airplane while he was performing routine surveillance on his property. There were no witnesses to the accident.

PERSONNEL INFORMATION

The pilot, age 56, held a Canadian-issued private pilot certificate. He also held a valid third-class medical certificate issued on February 25, 2009.

The pilot's logbook could not be located and his flight time could not be verified; however, he reported to friends that he had over 2,500 hours of flight experience.

The pilot was also the sole owner and creator of the company (Explorer Aeronautique Inc.), which designed and built the accident airplane. He created the company Explorer Aeronautique Incorpore in 1999, and had one engineer assisting him with the design and testing of the aircraft.

AIRCRAFT INFORMATION

The pilot began the Explorer Aeronautique Company by building the "Private Explorer" aircraft. He purchased the plans from another builder and built five of these aircraft. According to company personnel, the costs to produce the "Private Explorer" aircraft were too high and the pilot was unable to profit. The pilot believed if he could produce a smaller version of the "Private Explorer" in the new "Advanced Ultralight" category, he may be able to profit. The use of composite materials and fiberglass would reduce costs and weight of the airplane.

The pilot designed and built two Ecoflyer prototype aircraft in this manner: the accident airplane and one other. He also built two "Mini-Explorer" aircraft and one "Explorer" aircraft.

These five aircraft had the same wing design as the accident airplane.

Construction of the accident aircraft (prototype) was completed in June 2008. According to the pilot's family, he was in the "commercialization phase" of the business, and had begun taking orders for the Ecoflyer airplane. Production was to have commenced in the fall of 2009.

The Ecoflyer was a high-wing monoplane with two occupant seats installed in a side-by-side design. It was a single-engine airplane, powered by a Rotax 912 ULS engine. The airplane was of composite design, with a fuel capacity of 30 gallons, and a maximum gross weight of 1,320 pounds. The Ecoflyer had a maximum cruising speed of 117 knots, and a range of 510 nautical miles.

The pilot designed the Ecoflyer in compliance with the document titled, "Design Standards for Advanced Ultra-light Aeroplanes" distributed by the Light Aircraft Manufacturers Association of Canada.

A signed "Declaration of Compliance" was on-file with Transport Canada (TC), which stated, "the Type Definition for the advanced ultra-light aeroplane herin described is in compliance with the LAMAC Design Standards for Advanced Ultra-light Aeroplanes, Publication DS10141E Amendment 003."

A "Statement of Conformity for Advanced Ultra-light Aeroplane" was observed in the airplane. It was signed by the pilot and dated July 10, 2008. The document stated that the airplane "conformed to the Design Standards for Advanced Ultra-light Aeroplanes and is fit for flight." The Registration Certificate was also observed in the airplane, also dated July 10, 2008.

An aircraft logbook was located in the airplane. The first page was completed with the manufacturer, model, serial number, and date of manufacturer information; however, no maintenance entries or aircraft hours were recorded in the logbook.

METEOROLOGICAL INFORMATION

A review of voice communications provided by Buffalo FSS revealed the pilot did not request weather information for his flight or file a flight plan, when he contacted them prior to his departure from KOIC. The pilot only requested information regarding active military operations areas (MOA) between his location and the Canadian border.

The weather reported at Syracuse International Airport (SYR), Syracuse, New York, at 1654, included winds from 340 degrees at 8 knots, 10 miles visibility, few clouds at 5,500 feet, scattered clouds at 21,000 feet, temperature 29 degrees C, dew point 12 degrees and altimeter setting 30.14 inches mercury.

Examination of weather data by an NTSB Meteorologist revealed convection about 30 nautical miles east of KOIC around 1400 to 1415, some of the echoes were of extreme turbulence. Weather radar data did not display anything significant in the immediate vicinity of KOIC; however, low altitude turbulence was possible especially in areas of rough terrain. Turbulent Kinetic Energy (proxy for turbulence intensity) plots for 3,000, 5000, and 10,000 feet displayed low turbulence values in the immediate accident area with higher more significant values to the east.

There were no turbulence pilot reports (PIREPs) for the route, and no in-flight weather advisories in effect.

Personnel at KOIC kept a log of weather observations taken hourly from the automated weather observing system (AWOS) on the field. At 1345, the surface winds were recorded as 220 degrees at 8 knots, gusting to 18 knots. The winds remained relatively constant for the next several hours, and at 1645, the winds were from 240 degrees at 8 knots, gusting to 20 knots. At 1605, the winds were from 220 degrees at 8 knots, and at 1705, the winds were from 220 degrees at 8 knots.

WRECKAGE AND IMPACT INFORMATION

The wreckage was examined on April 29, 2009, and all major components were accounted for at the scene with the exception of the right horizontal stabilizer. The debris path extended approximately 1/4 mile, through heavily wooded terrain, oriented on a heading of 300 degrees magnetic. Located along the wreckage path were the left wing strut, an outboard section of left wing, and the right elevator

The left wing was the first piece of wreckage found at the most southern end of the wreckage path. It came to rest perpendicular to the ground, with the inboard section of the wing at the base of a tree. The outboard section of the wing was partially separated from the inboard section, and remained attached by flight control cables. The outboard section, with the aileron attached, was observed suspended at the top of the tree.

The left wing strut was located about 578 feet from the left wing, to the right of centerline. The top end of the strut contained the attachment hardware for the wing.

The complete right elevator was located 920 feet from the left wing on the centerline of the wreckage path.

The main wreckage came to rest, at the base of a tree, oriented on a heading of approximately 080 degrees magnetic. Trees surrounding the airplane were virtually undisturbed and there was no forward wreckage path. Propeller slash marks were noted in the tree, at a height of approximately 7 feet. The bark of the tree was removed from that height to the ground.

The right wing and wing strut were separated from the fuselage, and was observed adjacent to the cockpit area of the fuselage, at the base of the tree. The right flap remained attached to the wing at all attachment points. The right wing strut was also located adjacent to the wing.

The empennage section was separated from the fuselage area and observed adjacent to it. The left horizontal stabilizer, with elevator attached, remained attached to the empennage; however the right horizontal stabilizer was separated and not located.

The vertical stabilizer was attached to the empennage, and the rudder was attached to the vertical stabilizer at its top attachment point.

The engine was observed intact in the cockpit area of the main wreckage. The propeller hub was separated from the engine and both blades were fractured at about their mid-span.

MEDICAL AND PATHOLOGICAL INFORMATION

The Onondaga County Health Department Center for Forensic Sciences performed an autopsy on the pilot on April 29, 2009. The cause of death was listed as multiple injuries due to blunt trauma.

The Federal Aviation Administration (FAA) Bioaeronautical Research Laboratory, Oklahoma City, Ok...