N224BD

HISTORY OF FLIGHTOn April 1, 2015, about 1100 eastern daylight time, an experimental Bedecorp BD-22, N224BD, was destroyed when it impacted terrain while attempting to land at St. Lucie County International Airport (FPR), Fort Pierce, Florida. The airplane was owned and operated by Bedecorp, LLC. The commercial pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the local test flight. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 and originated at 1046 from FPR.

According to air traffic control data provided by the Federal Aviation Administration (FAA), the pilot completed a total of two high speed taxi operations on runway 32 at FPR and then taxied to the ramp. One of the high speed taxis was recorded by an on-board video camera. Approximately 30 minutes later, the pilot requested taxi clearance to the active runway, received a take-off clearance, and departed runway 28L. After turning onto the downwind leg of the traffic pattern, the airplane overtook another airplane. The tower controller attempted to contact the pilot three times while the airplane was on the downwind leg of the traffic pattern and never received a response. Then, the pilot reported that the airplane was on the left base leg of the traffic pattern turning onto the final leg of the traffic pattern. The tower controller communicated that the pilot had not answered his calls and he was cleared to land on Runway 28L. The pilot read-back the landing clearance and the tower controller advised the pilot to call the tower after landing. The pilot responded that he "had a little unusual stuff" during the flight and apologized. Soon after, another pilot in the traffic pattern observed the accident airplane impact the ground.

The airplane manufacturer stated that the airplane was in the first stage of flight testing and the pilot was to only perform high speed taxi maneuvers so that he could become familiar with the airplane.

According to eyewitnesses, the airplane performed two taxi tests. Then, the airplane departed runway 28L, appeared to have "issues" because its pitch oscillated while in the traffic pattern. When the airplane turned on to the final leg of the traffic pattern, it continued to pitch up and down. Subsequently, the airplane descended and impacted terrain approximately one mile from the approach end of runway 28L. PERSONNEL INFORMATIONAccording to FAA records, the pilot held a commercial pilot certificate with ratings for airplane multiengine land, single-engine land, single-engine sea, instrument airplane, and a flight instructor certificate with a rating for airplane single-engine. The pilot reported, on his most recent second-class medial certificate application, dated December 11, 2013, a total flight experience of 4,500 flight hours and 50 hours in preceding six months. Furthermore, according to video evidence, the pilot had approximately 0.4 hours of experience in the accident airplane make and model, of which, 0.3 hours was taxiing. The pilot was employed by the operator as a test pilot, and the accident flight was the pilot's first in the airplane make and model. AIRCRAFT INFORMATIONAccording to FAA records, the airplane was issued a special airworthiness certificate on February 11, 2015, and registered to Bedecorp, LLC. It was equipped with a Lycoming O-235-L2C, 115-hp engine. At the time of the accident the airplane had accumulated about one hour of total time in service.

According to the manufacturer, the airplane was a prototype, and the flight testing had recently begun. In addition, during the previous flight, another test pilot had mentioned that the flight control "was too heavy" and it was not sensitive enough. Subsequently, the stabilator trim tab connecting rod ends were adjusted from the original position in order to provide more control authority. The airplane utilized a side-stick flight control, similar to other Bedecorp designed airplanes. METEOROLOGICAL INFORMATIONThe 1053 recorded weather observation at FPR included wind from 280 at 8 knots, visibility 10 miles, clear skies, temperature 22 degrees C, dew point 16 degrees C, and barometric altimeter of 30.18 inches of mercury. AIRPORT INFORMATIONAccording to FAA records, the airplane was issued a special airworthiness certificate on February 11, 2015, and registered to Bedecorp, LLC. It was equipped with a Lycoming O-235-L2C, 115-hp engine. At the time of the accident the airplane had accumulated about one hour of total time in service.

According to the manufacturer, the airplane was a prototype, and the flight testing had recently begun. In addition, during the previous flight, another test pilot had mentioned that the flight control "was too heavy" and it was not sensitive enough. Subsequently, the stabilator trim tab connecting rod ends were adjusted from the original position in order to provide more control authority. The airplane utilized a side-stick flight control, similar to other Bedecorp designed airplanes. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted terrain in a nose down attitude and came to rest inverted, on a 092 degree magnetic heading. There was an impact crater approximately 18 inches deep. The on-board camera, canopy, and seats separated from the airframe.

The leading edge of the right wing exhibited impact crush damage along the entire span of the wing. The wing tip was separated but located in the vicinity of the right wing. The right aileron was separated and located approximately 12 feet aft of the right wing. The inboard 6-foot forward section of the right wing was consumed by post impact fire. The inboard right wing flap remained attached to the right wing and the outboard section was impact separated.

The empennage remained attached to the fuselage. The right stabilator remained attached to the empennage and was bent in the positive direction. The right stabilator tip remained attached to the stabilator. The right stabilator exhibited crush damage on the outboard leading edge. The left stabilator was separated from the empennage and located about one foot aft of the main wreckage. The left stabilator tip remained attached at all attach points. The rudder remained attached to the vertical stabilizer at all attach points and exhibited crush damage at the top section of the rudder. The vertical stabilizer remained attached to the empennage and exhibited crush damage on the approximate top 12 inches of the vertical stabilizer.

The inboard 6 foot section of the left wing was consumed by post impact fire. The entire span of the left wing leading edge exhibited crush damage. The left flap remained attached to the wing. The left aileron remained attached to the wing at all attach points. The left wing tip was separated and located in the vicinity of the main wreckage.

The fuselage remained intact and the cabin area was consumed by post impact fire. The main landing gear remained attached to the fuselage and exhibited fire damage. The nose landing gear was separated from the fuselage and located approximately 6 feet forward of the main wreckage. Flight control continuity was confirmed from the ailerons, rudder, and stabilators to the respective flight controls. There were no malfunctions or abnormalities of the airplane noted that would have precluded normal operation prior to the accident.

The engine was located in the initial impact crater and remained attached to the fuselage through engine control cables. The oil pan, carburetor, oil filter, and a section of the engine driven fuel pump were impact separated from the engine and located in the initial impact crater. Cylinders Nos. 1 and 2 were impact damaged and bent aft. The push rod tubes for cylinders Nos. 1 and 2 were partially separated. Both magnetos and the starter remained attached to the engine. The spark plugs were removed and exhibited normal wear when compared to the Champion Check-a-Plug chart. The left and right magnetos were removed, but no spark was observed on any towers. Both magnetos were disassembled and the left magneto exhibited fire damage and there were no anomalies noted in the right magneto. A borescope was used to examine the cylinders and no anomalies were noted. The propeller hub remained attached to the propeller flange; however, both wooden propeller blades were impact separated from the propeller hub. Several wooden propeller blade sections were located within the impact crater. ADDITIONAL INFORMATIONBedecorp – Flight Handbook

The manufacturer's flight handbook contained "…information and guidelines for learning to fly a BD aircraft. These procedures required for test flying an aircraft, as well as new pilots checking themselves out in an aircraft." In addition, "as a general rule, it takes three days before the pilot is cleared for their initial take off and flight around the pattern. It is recommended that a majority of the flight testing be done in the early morning hours while the wind is calm. It is also important to give the pilot time to absorb and digest the information from each of the following steps. The list below is a minimum amount that the company requires a new pilot to perform in order to be checked out in the aircraft." The flight procedures checklist indicated that the pilot was to start learning the specifics of that make and model of airplane by first taxiing, then performing high speed taxies, performing high speed taxies with the nose gear off the ground, and finally, after he or she was comfortable with the airplane, to perform a takeoff. MEDICAL AND PATHOLOGICAL INFORMATIONThe Medical Examiner Department, District 19, of Florida, performed an autopsy on the pilot. The autopsy report indicated that the pilot died as a result of "multiple blunt trauma injuries" and the report listed those injuries.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of the ...