ATL05LA126

Witnesses stated that the airplane made a low pass over runway 13 between 30 to 50 feet. The airplane was observed to initiate a climb at mid field and an increase in engine power was heard. The airplane started a left bank and the engine sputtered and lost power on the cross wind turn. One witness stated it sounded as if the pilot was attempting to restart the airplane engine. The airplane leveled off, started descending very rapidly, disappeared from view behind a tree line, and collided with an embankment. Examination of the crash site revealed the main fuel tank was ruptured and fuel had leaked out of the fuel tank. The wing fuel tank was not ruptured and had a small amount of fuel present. The fuel selector valve was found in the off position. All personnel who responded to the accident site stated they did not move the fuel selector valve to the off position. The fuel selector valve was removed and verified it was in the off position. The fuel selector valve was manually operated with no anomalies noted. Examination of the airframe, flight controls, engine assembly and accessories revealed no anomalies. Toxicology findings were consistent with the pre-accident use of fluoxetine, a prescription antidepressant, and cyclobenzaprine, a muscle relaxant. Neither medication was noted on the pilot's last application for a medical certificate.

On July 9, 2005, at 1004 eastern daylight time, an Ellsworth Sky Bolt, N250SE, registered to a private owner, operating as a 14 CFR Part 91 personal flight, collided with the ground after making a low pass over runway 13 at Mathis Airport, Cumming, Georgia. Visual meteorological conditions prevailed and no flight plan was filed. The airplane sustained substantial damage. The private pilot received fatal injuries. The flight departed Atlanta, Georgia, at 0955 on July 9, 2005.

Witnesses stated the airplane made a low pass over runway 13 between 30 to 50 feet above the runway. At mid field the airplane was observed to initiate a climb and an increase in engine power was heard. The airplane started a left bank and the engine sputtered and lost power on the cross wind turn. One witness stated it sounded as if the pilot was attempting to restart the airplane engine. The airplane leveled off, started descending very rapidly, and disappeared from view behind a tree line. Several witness called and reported the accident to the 911 emergency operators.

Examination of the crash site revealed the airplane collided with an embankment at a road construction site in the vicinity of Cumming, Georgia. The embankment was 60 feet high and on a 70-degree incline. The nose section of the airplane was damaged. The three bladed wood propeller remained attached to the propeller crankshaft. One propeller blade had broken off and another propeller blade was partially broken. The remaining propeller blade was intact with no damage. All engine motor mounts were separated. The main fuel tank was ruptured and fuel had leaked out of the fuel tank. The wing fuel tank was not ruptured and had a small amount of fuel present. The cabin area was damaged. The fuel selector valve was found in the off position. All personnel and witnesses who responded to the accident stated they did not move the fuel selector valve to the off position. The cockpit canopy and the left side of the fuselage was cut open by rescue personnel. The left and right wings were separated and the landing gear had collapsed. The remaining tail section was not damaged.

The airplane wreckage was relocated to a hangar at Stoney Point Airport for further examination. The engine cowling and fuselage side panels were removed. The fuel line from the selector valve fuel line to the top wing tank was disconnected. The fuel line was wet and had less than one gallon of fuel present. The fuel line going to the engine was disconnected and no fuel was present. The fuel line going to the main fuel tank was disconnected. The fuel line was wet with fuel, however the fuel tank was ruptured with a small amount of fuel present. The fuel selector valve was removed and verified it was in the off position. The fuel selector valve was manually operated with no anomalies noted. The fuel line to the flow divider was disconnected and no fuel was present. A spark plug was removed from each engine cylinder and the engine was rotated by moving the propeller verifying drive train continuity.

Review of the airplane logbooks revealed the last recorded annual inspection was conducted on April 1, 2005, The tachometer was 78 hours and the Hobbs meter was 121.5 hours. The tachometer time at the time of the wreckage was 84 hours.

The Forsyth County Medical Examiner conducted a postmortem examination of the pilot on July 10, 2005. The cause of death was "blunt force injuries of the head." The Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma, performed the postmortem toxicology of specimens from the pilot. The results were negative for carbon monoxide, cyanide and ethanol. Fluoxetine 0.359 (ug/ml, ug/g) was detected in the blood, and fluoxetine was detected in the urine. Norfluoxetine 0.519 (ug/ml, ug/g) was detected in the blood and in the urine. Atropine, lidocaine, etomidate, cyclobenzaprine, and omeprazole was detected in the blood. Lidocaine, etomidate and cyclobenzaprine was detected in the urine. Toxicology findings were consistent with the pre-accident use of fluoxetine, a prescription antidepressant, and cyclobenzaprine, a muscle relaxant. Neither medication was noted on the pilot's last application for a medical.