CHI05LA082

The aerobatic experimental amateur-built biplane was destroyed on impact with terrain following an in-flight loss of control while aerobatically maneuvering. The private pilot and commercial pilot, certificated front seat occupant were fatally injured. A witness stated, "As it passed overhead it did a barrel roll, left wing down first ... 1 ½ rolls ending up upside down for several seconds. While the plane was upside down we noticed the plane rotating around its center point. It lost altitude and stayed stalled." On-scene examination of the wreckage revealed no pre-impact anomalies. Clear skies and light surface winds existed at the time of the accident. The Civil Aeromedical Institute's Final Forensic Toxicology Accident Report for the front seat pilot rated occupant stated, "58.08 (ug/ml, ug/g) ACETAMINOPHEN detected in Urine, ACETAMINOPHEN NOT detected in Blood." The pilots were found not wearing parachutes. FAA regulation 91.307 Parachutes and parachuting, in-part, stated, "(c) Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds- (1) A bank of 60 degrees relative to the horizon; or (2) A nose-up or nose-down attitude of 30 degrees relative to the horizon." The pilots sustained similar injuries to their right upper extremities. With the available evidence it was not possible to conclusively determine that either pilot was actually holding the controls at the time of impact. Weight and balance calculations showed the airplane's center of gravity exceeded the airplane's published aft center of gravity limit.

History of flight

On March 27, 2005, about 1745 central standard time, an experimental amateur-built Matthews Christen Eagle II, N85SM, owned by the rear seated private pilot, was destroyed on impact with terrain following an in-flight loss of control while maneuvering near Iowa City, Iowa. The personal flight was operating under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident. No flight plan was on file. The private pilot and the front seated commercial pilot certificated occupant were fatally injured. The flight originated from the Iowa City Municipal Airport (IOW), near Iowa City, Iowa, about 1730.

A police interview of witnesses stated:

I looked west [and] heard this plane [and] saw this plane

doing flips coming down and I could hear the motor real

plain till it seemed like the plane was close to the ground

[and] the motor died and then I couldn't see the plane

anymore.

A police interview of other witnesses stated:

As it passed overhead it did a barrel roll, left wing down

first ... 1 1/2 rolls ending up upside down for several

seconds. While the plane was upside down we noticed the

plane rotating around its center point. It lost altitude

and stayed stalled. As it was falling, it seemed like the

nose pointed down and then the plane might have began to

level off as it disappeared behind the hill.

Personnel information

The rear-seat pilot held a private pilot certificate with an airplane single-engine land and instrument airplane ratings. He was issued a third-class medical certificate without limitations on June 15, 2004. The pilot stated that he had accumulated 450 hours of total time and had accumulated 15 hours in the six months prior to the application for that medical certificate. On September 10, 2004, the pilot reported that he had accumulated 180 hours of tailwheel time, 0 hours in make and model, and 425 hours of total time on a request for airplane insurance. The pilot's logbook showed the pilot recorded that he had accumulated 22.7 hours of flight time in the accident airplane. The pilot was endorsed for his last biennial flight review on May 28, 2003.

The front seat pilot rated occupant held a commercial pilot certificate with airplane single-engine land, airplane single-engine sea, airplane multiengine land, and instrument airplane ratings. He was issued a second-class medical certificate with no limitations on April 23, 2003. The pilot stated that he had accumulated 1,015 hours of total time and had accumulated 20 hours in the six months prior to the application for that medical certificate. Review of the pilot's logbooks revealed that he had recorded that he had accumulated 1,209.3 hours of total flight time and 7.5 hours of flight time in the accident airplane. The pilot received an endorsement for his last biennial flight review on July 15, 2003.

According to an aerobatic instructor, both pilots received aerobatic training in N85SM in November 2004.

Aircraft information

N85SM, was an aerobatic experimental amateur-built Matthews Christen Eagle II, tandem-seat, bi-wing airplane. The airplane was powered by an aerobatic, four cylinder, air cooled, horizontally opposed, fuel injected, 200 horsepower Lycoming AEIO-360-A1D engine, serial number L-7338-51A. Airplane logbook entries showed that a Hartzell HC-C2YK-4CF, serial number DN3577, propeller was installed. The airplane was issued a special airworthiness certificate on February 20, 1991. An empty weight center of gravity (CG) location of 89.68 inches aft of the datum and an empty weight of 1,076 pounds was recorded in the airplane's logbook.

The airplane had an annual condition inspection performed on May 4, 2004. The airplane had accumulated 558.6 hours of total time at that inspection.

Meteorological information

At 1652, the recorded weather at IOW was: Wind 290 degrees at 5 knots; visibility 10 statute miles; sky condition clear; temperature 15 degrees C; dew point 0 degrees C; altimeter 29.86 inches of mercury.

At 1752, the recorded weather at IOW was: Wind 330 degrees at 3 knots; visibility 10 statute miles; sky condition clear; temperature 13 degrees C; dew point -1 degree C; altimeter 29.83 inches of mercury.

At 1852, the recorded weather at IOW was: Wind calm; visibility 10 statute miles; sky condition few clouds 9,000 feet; temperature 9 degrees C; dew point 1 degree C; altimeter 29.83 inches of mercury.

Wreckage and impact information

Federal Aviation Administration (FAA) inspectors performed an on-scene examination of the wreckage. An inspector's report stated:

An on-site inspection of an aircraft accident scene seven miles

southwest of the Iowa City Airport, Iowa City, Iowa, was

conducted. ... A survey of the site did not reveal any ground

scars or marks other than the point where the aircraft made the

initial and final impact. The collision occurred in an open field

and in reasonably flat terrain. The ground contact occurred in

an upright position with nose of the aircraft pointing in

southwest direction.

All major airframe components were accounted for at the impact

site with evidence of post crash overload conditions. An

inspection of the flight controls established satisfactory

continuity throughout the aircraft.

The left and right landing gears were crushed into the bottom of

the lower wing assemblies. The right upper wing received

leading edge damage from impact with the ground. The left

upper wing received minor damage from the accident. The left

and right lower wings were crushed with damage to the leading

edges and wing surfaces. The aircraft fuselage showed a crush

line from the firewall to just behind the aft pilot seat area. The

crush line displaced the cabin floor upwards approximately two

feet. The left horizontal stabilizer received little to no damage. The

rudder was not damaged. The right horizontal stabilizer and

elevator received damage to the outer tip. Forward of the aircraft, a

propelled blade was partially visible and still attached to the buried

engine. The belly of the aircraft was covered with a dark oily film.

Inspection of the cockpit area found the fuel selector in the 'on'

position. The front and rear seat instrument panels had extensive

damage from impact forces. The engine oil temperature gauge needle

was found imbedded onto the face of the gauge in the green operating

range.

The engine, in relation to the aircraft's longitudinal axis, was

approximately 20-degree nose down and buried in the soft field. Engine

control continuity could not be established on-site because crash

dynamics caused the engine to separate at the firewall and partially bury

it into the ground.

A FAA inspector examined the engine. No pre-impact anomalies were found during the engine examination.

Medical and pathological information

An autopsy was performed on the pilots by the Office of the Medical Examiner for Johnson County.

The FAA's Civil Aeromedical Institute (CAMI) prepared a Final Forensic Toxicology Accident Report on both pilots. The result for the rear seat pilot was negative for all tests performed. The result for the front seat pilot rated occupant stated:

58.08 (ug/ml, ug/g) ACETAMINOPHEN detected in Urine

ACETAMINOPHEN NOT detected in Blood

The National Transportation Safety Board (NTSB) Medical Officer extracted the following medical information from reports of the autopsies performed for the Johnson County Medical Examiner on the two occupants of the accident aircraft. The Medical Officer's report stated:

From the report on the front seat occupant, under "Evidence of Injury,"

is noted:

Upper extremities:

There is a 3/4 x 3/4 inch purple contusion of the right anterior upper

arm, a 1 1/4 x 1/2 inch red abr