20250314002589A

On 14 March 2025, at 2200(z) the FAA received a preliminary notice regarding an accident involving a Wild sky Goat aircraft crashing on departure for unknown reasons, one person on board, injuries sustained, and “aircraft damage extent unknown”. This FAA iic arrived at the accident scene in Deep River, CT to meet first responders and members of the Connecticut airport authority (caa). A cursory examination of the accident area and aircraft was conducted. The aircraft was in a small clearing in a heavily forested area approximately 750 feet directly south of the centerline of the end of runway 35 of Chester Airport. The aircraft was resting on its right side at the ground impact point abutting a tree. The PIC had been removed by first responders earlier for medical attention. Evidence of the aircraft initially impacting and breaking a large upper branch of a tree roughly 80 feet west/southwest of the ground impact point was observed. This branch was found on the ground 25 feet west/southwest from the aircraft ground impact site. The aircraft impacted the ground and final tree at a steep angle, approximately 45 degrees, with the front of the aircraft facing a compass heading of 65 degrees. There were no gouges or disturbance of the soil approaching the impact site. No pre/post-fire evidence was noted. The three-blade composite propeller was found to have one blade bent rearward, with the other two blades being straight, and all three having leading edge or tip impact damage. The wing fabric sustained rub marks and tearing indicative of hitting foliage and/or trees. The wing frame sustained substantial damage in multiple areas from contact with trees and foliage. The aircraft RH gear assembly was broken from impact and had bent underneath the fuselage frame and upward, damaging the oil cooler and radiator. The fuel tank had ruptured at impact. No fuel was found in the tank. Fuel soaked soil was noted underneath the aircraft. Fuel was observed in the fuel filter housing. The front seat ballistic parachute system (brs) handle was found unpinned but not pulled, and the actuation cable was damaged from the crash impact. First responders stated that the aircraft was found with the engine not running. First responders also stated they enabled the fuel shut-off, removed the master key to pin the ballistic parachute with the attached pin, and enabled the “kill” switch. First responders stated that no other controls were manipulated. Both magnetos were found in the on position, and the choke and seat throttle controls were both found in the off position. The engine RH carburetor/intake tube assembly was found to be detached, indicative of impact damage. Investigation resumed the next morning. The FAA iic and first responder personnel reconvened to detach the actuation cable of the ballistic parachute, and the recovery team was brought in. The iic monitored them removing the wreckage from the site and repositioning it to a hangar at Chester Airport. State police personnel disassembled and removed the rocket motor from the aircraft frame on 21 March. A fuel sample, recovered after cutting the line from the fuel pump, had no evidence of water. The RH carburetor fuel bowl was removed and found full of fuel. Both throttle cable’s continuity was established, and throttle position was determined to be inconclusive because of the footrest/throttle assembly damage. Reported METAR weather at the time of the occurrence was ksnc 142015Z auto VRB06G12KT 10SM clr 13/M01 A3012 rmk AO2. There was a moderate potential for carburetor icing, with severity depending on the throttle position. No carburetor heating system was noted. Based on documents available to the iic, the pilot had low time in this aircraft. Multiple witness statements corroborate each other in that they saw the aircraft executing a go-around. One witness who was flying heard the pilot state they were going to do a “go-around” and last saw the aircraft at an estimated 300-500’ AGL