20140608010699A

On June 8, 2014, at approximately 1130 central daylight time (CDT) (1630 UTC), the airman was involved in an aircraft accident while operating in the vicinity of the Great Bend municipal airport (kgbd), Great Bend, Kansas; the actual accident site is located six (6) nautical miles north of kgbd. The aircraft was owned and operated by the airman; this specific flight was operated in accordance with the provisions of title 14 code of federal regulations (CFR) part 91 under visual flight rules (VFR). According to the hourly automated meteorological condition reported recorded via the automated surface observation system (ASOS), visual meteorological conditions (VMC) prevailed at the time of the accident; surface winds prevailed from the southeast at eight (8) knots, visibility was reported at nine (9) statute miles with overcast skies at 1,200 feet above ground level (AGL).

Earlier this same day, the airman, and a close family relative departed kgbd for a pleasure flight to the lucas airport (38K), lucas, Kansas, and then back to the departure airport. Prior to this initial flight, the airman, as validated by the fixed base operator (FBO) at kgbd, purchased 4.7 gallons of aviation grade gasoline for this specific pleasure flight. Based upon previous flights, and upon witness accounts, the airman?s flight from kgbd to 38K was approximately 1 hour of total flight time, with the return leg from 38K to kgbd, the intended destination, at approximately 45 minutes to 1 hour; the aircraft was not refueled between flights. Upon the return flight, the airman and passenger, situated in the aft and front seats respectively of the experimental-amateur built aircraft, were observed by a witness on the ground, flying at an approximate 200-300 feet above the ground. According to the witness, the aircraft then entered a nose-high pitch attitude followed by an immediate nose-low pitch attitude; the aircraft subsequently impacted the ground at an approximate 45 degree pitch attitude. The witness stated that the engine, ?did not sound right and do not have enough power.

A post-accident investigation revealed that the aircraft impacted the field north of kgbd traveling in a westerly direction; initial impact scarring is consistent with the relatively steep nose-low pitch attitude observed by the witness. Ground scarring also is also consistent with the aircraft impacting the field in an approximate wings-level flight condition. Upon impact the aircraft appeared to have bounced, continuing airborne for an additional 122 feet, until the aircraft impacted the ground a second time and subsequently came to rest; a post-impact fire did not ensue. There were no apparent ground scars between the aircraft?s initial and final ground impact sites; ground scarring from the aircraft?s propeller was not noticeable at either impact location. The aircraft?s propeller blades were sheared off at the propeller hub. A post-accident investigation of the aircraft wreckage did not reveal the presence of aviation fuel in the aircraft?s fuel tank, fuel lines, fuel filter or fuel sump; the absence of fuel vapor odor was also noted by first responders and accident investigators. Additional inspection of the aircraft?s engine did not reveal any anomaly that could potentially contribute to the loss of engine power; engine compression was established during the post-accident inspection. A thorough investigation also established continuity to all of the aircraft?s flight control surfaces; no anomalies noted. The aircraft was substantially damaged as a result.

Both the airman and passenger sustained fatal injuries.