UNREG

HISTORY OF FLIGHTOn August 24, 2014, about 1130 eastern daylight time, an unregistered Rans S17 airplane, impacted trees and terrain during a takeoff at the Lowell City Airport (24C), near Lowell, Michigan. The private pilot, the sole occupant on board, was fatally injured. The airplane sustained substantial damage. The unregistered airplane was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The local flight was originating from 24C at the time of the accident.

A witness who lived adjacent to 24C saw a small tailwheel airplane taxiing somewhat "erratically" up and down runway 6. The witness also saw a local pilot at 24C. That local pilot told the witness that the airplane had been his and that the pilot in the airplane had just purchased it. The local pilot expressed concern to the witness in reference with what he had seen of the pilot's handling of the airplane and conveyed that he offered to reverse the airplane sale. The new owner replied that he felt confident in his ability to master the new airplane based on "hundreds of hours" in a weight-shift trike and limited experience in a registered tailwheel airplane.

The witness observed the new owner apply full power and take off. According to the witness, the conditions were not ideal for a test flight; winds were relatively light but varying in speed and direction. The new owner flew the airplane for about five minutes around the airfield about 500 feet above ground level (AGL). The witness reported that the pilot's control of the airplane seemed acceptable; the observed turns were smooth and that the pilot appeared to maintain coordination. As the airplane lined up to land the witness observed that the airplane's approach speed seemed high and its descent rate was "rather steep." However, the airplane reached an appropriate airspeed about 10 feet AGL and about 1,000 feet down the runway. The airplane leveled off and nearly stalled before descending further at a very high angle of attack. The airplane appeared to stall about three feet AGL, bounce, ground loop, exit the runway, and came to rest contacting "shrubbery."

The witness and local pilot inspected the airplane and talked to the new owner. The new owner expressed his intention to resume practice. He started the engine and proceeded to taxi down the runway, at one point leaving the runway in what appeared to be an attempt to position the airplane for a 180-degree turn-around within the runway boundaries. He was able to get the airplane turned around, back on the runway and approximately aligned with the runway heading. The new owner subsequently applied what sounded to be full engine power and the airplane turned abruptly to the right at an angle about 45 degrees to the runway heading. The airplane broke ground at the runway edge and it continued to turn to a heading almost perpendicular to the runway. As the airplane began to climb, it rolled to the right with a nose-high pitch and appeared to have a "critically high angle of attack." The airplane passed behind trees where the witness lost sight of it. About four seconds later, he heard a loud crash. He ran in the direction of that sound and saw the airplane laying about 100 yards south of the departure runway.

Another witness, who was the local pilot, indicated that the engine could be heard under full power until the airplane impacted terrain.

A Federal Aviation Administration (FAA) inspector viewed a video of the accident flight taken with a cell phone belonging to a witness. The inspector's report of that the video was consistent with the witnesses' statements. PERSONNEL INFORMATIONThe 67-year-old pilot held an FAA private pilot certificate with single-engine land and instrument airplane ratings. He also held a sport pilot endorsement for weight-shift-control land airplane. The pilot held an FAA third class medical certificate, dated June 24, 1996. The medical certificate was issued with no limitations. The pilot reported on the application for that medical certificate that he had accumulated 600 hours of total flight time and 15 hours of flight time in the six months prior to that medical certificate. At that time, he reported no medical conditions and taking no medications to the FAA. AIRCRAFT INFORMATIONThe accident airplane was a single-seat, high-wing, fabric covered, aluminum tube design Rans S17 airplane. A two-cylinder engine drove a three-blade pusher propeller. According to build paperwork given to an FAA inspector, the airplane's fuel tank was a nine-gallon tank. METEOROLOGICAL INFORMATIONAt 1053, the recorded weather at the Gerald R. Ford International Airport, near Grand Rapids, Michigan, was: Wind 080 degrees at 10 knots, visibility 5 statute miles, present weather mist: sky condition overcast clouds at 1,100 feet; temperature 22 degrees C; dew point 20 degrees C; altimeter 30.10 inches of mercury. AIRPORT INFORMATIONThe accident airplane was a single-seat, high-wing, fabric covered, aluminum tube design Rans S17 airplane. A two-cylinder engine drove a three-blade pusher propeller. According to build paperwork given to an FAA inspector, the airplane's fuel tank was a nine-gallon tank. WRECKAGE AND IMPACT INFORMATIONAn FAA inspector examined the wreckage on-scene. The airplane came to rest approximately 170 degrees from the takeoff runway heading. There were no ground witness marks consistent with a wheel lock up during the takeoff. No pre-impact anomalies in reference to flight controls were detected. The landing gear wheels spun freely when rotated by hand and the tailwheel also moved left and right without binding. ADDITIONAL INFORMATIONAn Experimental Aircraft Association (EAA) article titled, "Time Is Up For E-LSA Registration," advised that the FAA hard deadline for owners of two-place or "fat" ultralights to submit their aircraft registration (N number) application for converting their aircraft to an experimental light-sport aircraft (E-LSA) was January 31, 2008. The article further, in part, stated:

With the passing of Thursday's deadline, EAA warns its members to

be on the lookout for what may appear to be a "really good deal" in

the used two-place or "fat" ultralight/light aircraft market. If you're

offered a great price on such an aircraft, make certain it has an

N-number and an airworthiness certificate. Always understand what

you are buying, and be aware that as the buyer, you would be "under

the gun" to get it certificated. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy was performed on the pilot by the Kent County Medical Examiner's Office. The autopsy indicated that multiple blunt force injuries were the cause of death and the manner of death was accident.

The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Accident Report. The report indicated:

7-Amino-clonazepam detected in Urine

7-Amino-clonazepam detected in Blood

Citalopram detected in Blood

Citalopram detected in Urine

Flufenamic acid detected in Blood

Guaifenesin detected in Urine

Guaifenesin detected in Blood

N-Desmethylcitalopram detected in Urine

N-Desmethylcitalopram detected in Blood

Oxymetazoline detected in Urine

Oxymetazoline NOT detected in Blood

0.016 (ug/ml, ug/g) Zolpidem detected in Blood

0.008 (ug/ml, ug/g) Zolpidem detected in Urine

The FAA Forensic Toxicology's WebDrugs website description of 7-amino Clonazepam, in part, indicated it was the predominant metabolite of the antidepressant Klonopin. Klonopin is a sedating benzodiazepine commonly used to treat anxiety.

The FAA Forensic Toxicology's WebDrugs website description of Citalopram, in part, indicated it was an atypical antidepressant, CELEXA, with the selective serotonin reuptake inhibiting (SSRI) action. It is biotransformed to the active metabolite, desmethylcitalopram.

According to medical references, Flufenamic acid is an analgesic available in other countries. Flufenamic acid is not sold for humans use in the United States and is not considered sedating.

The FAA Forensic Toxicology's WebDrugs website description of Guaifenesin, in part, indicated it was an expectorant.

The FAA Forensic Toxicology's WebDrugs website description of N-Desmethylcitalopram, in part, indicated it was a metabolite of citalopram, CELEXA an SSRI used in the treatment of depression.

The FAA Forensic Toxicology's WebDrugs website description of Oxymetazoline, in part, indicated it was a decongestant used in the treatment of nasal congestion. Oxymetazoline is marketed with the name Afrin.

The FAA Forensic Toxicology's WebDrugs website description of Zolpidem, in part, indicated it was Ambien used in the short-term treatment of insomnia.

Klonopin. Citalopram, and Zolpidem carry warnings about sedation and/or psychoactive effects that may affect the ability to safely operate machinery or motor vehicles.