N69BD

HISTORY OF FLIGHTOn October 2, 2015, about 1112 Pacific daylight time, an experimental amateur-built Coot A experimental amateur-built airplane, N69BD, was destroyed when it impacted terrain about 1 mile north of Deer Park Airport (DEW), Deer Park, Washington. The private pilot was fatally injured. The amphibious airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported near the accident site about the time of the accident, and no flight plan was filed. The local flight originated from DEW about 1110.

Another pilot reported that he had spoken to the accident pilot before the accident and that his crew had helped the pilot get the accident airplane out of the hangar. He noted that the accident pilot told him that he had been having fuel system problems and that there had been an airworthiness directive (AD) for the carburetor installed on the Franklin engine. The accident pilot said that he had purchased a fuel pump that had been installed on a Bell 47 helicopter with a Franklin engine and had a mechanic help him install it on the accident airplane. The accident pilot also stated that the challenge was that the accident airplane's fuel tanks were below the engine and that he had been having problems with carburetor priming, so he had installed an electric boost pump to prime the carburetor and hoped that the engine-driven fuel pump would maintain engine operation. The accident pilot added that, during engine ground runs with the electric boost pump on, the engine ran too "rich" and "rough." Therefore, the accident pilot planned to turn the electric boost pump off to see if it would work. The other pilot assumed that the accident pilot intended to do this on the ground, but it was unclear.

One witness, who was a rated pilot located adjacent to the accident site, reported that the airplane departed from runway 16 and that, while the airplane was on upwind, he heard the engine "sputtering." The airplane turned left and remained in the airport traffic pattern. Another witness, who was in an airplane in the airport traffic pattern, reported that he observed the accident airplane "enter a spin" and descend toward the ground "on the base leg near final." No distress calls were heard on the airport's common traffic advisory frequency. PERSONNEL INFORMATIONThe pilot, age 79, held a private pilot certificate with an airplane single-engine land rating. The pilot was issued a third-class airman medical certificate on May 7, 2015, with the limitation that he "must wear corrective lenses, not valid for any class after."

Review of the pilot's personal logbook found within the wreckage revealed that he had accumulated a total flight time of 71 hours between 1977 and July 2015. In the 90 days before the accident, the pilot had logged 5.3 hours of flight time. The pilot's most recent flight review was completed on June 22, 2015. AIRCRAFT INFORMATIONThe two-seat, midwing, retractable gear, amphibious, experimental amateur-built airplane, serial number KK-6, was completed in 2000. It was powered by a 200-horsepower Franklin 6A-350-C2 engine, serial number T492. The airplane was equipped with a Hartzell HC-C2YF-1BLF adjustable-pitch propeller. Review of Federal Aviation Administration (FAA) registration information revealed that the owner purchased the airplane on April 10, 2011.

A review of the airframe, engine, and propeller logbooks revealed that the most recent conditional inspection was completed on July 1, 2015, at a Hobbs/airframe total time of 48.9 hours and a propeller time since major overhaul of 302.6 hours. The conditional inspection logbook entry for the engine stated, in part, "…AD's complied with; 2003-05-01 Fuel Pump, see complete compliance listing in logs." On April 16, 2008, a conditional inspection was completed at a Hobbs time of 48.2 hours. Conditional inspections were also completed on April 24, 2010; April 10, 2011; and May 11, 2012, all at a Hobbs time of 48.9 hours. The observed Hobbs time at the accident site was 48.9 hours.

A review of AD 2003-05-01 revealed that compliance with the AD was required before further flight, unless already completed. The AD stated, in part, the following:

To prevent reduction or loss of engine power or external fuel leaks, do the following:

(a) Before further flight, remove diaphragm type AC4886 fuel pump, AC P/N [part number] 5656774, PZL P/N 26.11.1710. Type AC4886 pumps might have a metal tag with 4886 attached to a bolt on the upper cover. PZL-Rzeszow has issued Service Bulletin No. PZL-F/71/2002, dated August 2002 on this subject.

(b) After receipt of this AD, do not install diaphragm type AC4886 fuel pump, AC P/N 5656774, PZL P/N 26.11.1710. METEOROLOGICAL INFORMATIONAt 1053, an automated weather observation station, located about 1 mile south of the accident site, reported wind variable at 3 knots, visibility 10 statute miles, clear sky, temperature 17° C, dew point 4° C, and an altimeter setting of 30.01 inches of Mercury. AIRPORT INFORMATIONThe two-seat, midwing, retractable gear, amphibious, experimental amateur-built airplane, serial number KK-6, was completed in 2000. It was powered by a 200-horsepower Franklin 6A-350-C2 engine, serial number T492. The airplane was equipped with a Hartzell HC-C2YF-1BLF adjustable-pitch propeller. Review of Federal Aviation Administration (FAA) registration information revealed that the owner purchased the airplane on April 10, 2011.

A review of the airframe, engine, and propeller logbooks revealed that the most recent conditional inspection was completed on July 1, 2015, at a Hobbs/airframe total time of 48.9 hours and a propeller time since major overhaul of 302.6 hours. The conditional inspection logbook entry for the engine stated, in part, "…AD's complied with; 2003-05-01 Fuel Pump, see complete compliance listing in logs." On April 16, 2008, a conditional inspection was completed at a Hobbs time of 48.2 hours. Conditional inspections were also completed on April 24, 2010; April 10, 2011; and May 11, 2012, all at a Hobbs time of 48.9 hours. The observed Hobbs time at the accident site was 48.9 hours.

A review of AD 2003-05-01 revealed that compliance with the AD was required before further flight, unless already completed. The AD stated, in part, the following:

To prevent reduction or loss of engine power or external fuel leaks, do the following:

(a) Before further flight, remove diaphragm type AC4886 fuel pump, AC P/N [part number] 5656774, PZL P/N 26.11.1710. Type AC4886 pumps might have a metal tag with 4886 attached to a bolt on the upper cover. PZL-Rzeszow has issued Service Bulletin No. PZL-F/71/2002, dated August 2002 on this subject.

(b) After receipt of this AD, do not install diaphragm type AC4886 fuel pump, AC P/N 5656774, PZL P/N 26.11.1710. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed that the airplane impacted a wooded area about 1 mile north of the airport. The airplane came to rest upright on a magnetic heading of about 225° adjacent to numerous 20-ft-tall trees. All major structural components of the airplane were located at the accident site. Numerous instruments and plexiglass pieces were located within about 50 ft of the main wreckage. Four trees located about 5 to 6 ft northeast of the main wreckage were topped. All other trees adjacent to the main wreckage appeared undamaged.

The fuselage came to rest upright and exhibited buckling and crushing from the forward portion of the airplane to just aft of the engine pylon. The engine pylon remained attached to the fuselage; however, it was displaced forward and to the left. The tailboom remained intact. The vertical stabilizer remained attached to the tailboom. The rudder remained partially attached to the vertical stabilizer. The skin of the rudder was torn open about midheight. The left horizontal stabilizer remained attached to the tailboom and was bent and buckled throughout. The left elevator remained attached via the outboard mount. The inboard portion of the left elevator was torn open. The trim tab remained attached via its mounts. The left brace tube was separated from the horizontal stabilizer. The area of separation was consistent with the impact damage. The right horizontal stabilizer was buckled and bent upward about 10° from the root. The right elevator remained attached via its mounts. The right brace tube remained attached to the horizontal stabilizer and tailboom.

The right wing remained attached to the fuselage via both the forward and aft mounts. The wing was twisted and came to rest in a leading-edge-low attitude. The bottom of the wing exhibited buckling, the fabric covering the wing was torn, and the internal wood ribs and spar were fractured. The inboard portion of the right wing was partially wrapped around the base of a tree that was about 7 to 8 inches in diameter. The right aileron remained attached via its mounts. The landing gear appeared to remain in the retracted position.

The left wing was separated from the inboard portion of the carry-through spar. The wing remained attached to the outboard portion of the carry-through spar and aft wing mounts. The entire wing structure was buckled throughout with multiple tears in the fabric. The wing was bent upward about midspan. The left aileron was separated from its mounts. The outboard wing tip was displaced and located wedged within a tree immediately forward of the left wing. The landing gear appeared to be in the retracted position.

Control continuity was established from the cockpit controls throughout the fuselage to all primary flight control surfaces. Throttle, mixture, and propeller control continuity was established from the cockpit controls to the engine mount pylon; however, impact damage at the engine pylon had resulted in the separation of the control cables.

The wreckage was recovered to a secure hangar for further examination....