ERA09LA369

Witnesses observed the weight-shift aircraft in a spin before it collided with trees, and reported that during the uncontrolled descent, engine noise was smooth and continuous. Examination of the airframe and power plant revealed no evidence of preimpact mechanical malfunction. Weather recorded about the time of the accident, approximately 16 miles northeast of the accident site, indicated conditions were conducive for visual flight rules operation with winds from 210 degrees at 6 knots. The pilot's logbook was not located during the course of the investigation; however, examination of Federal Aviation Administration records indicated the pilot had approximately 300 hours of total flight experience, but the pilot's experience in weight-shift aircraft could not be established.

On June 25, 2009, at 1630 eastern daylight time, a P&M Aviation LTD QuikR, Special Light Sport Aircraft, N433PM, was substantially damaged during collision with terrain following an uncontrolled descent near Cedartown, Georgia. The certificated sport pilot and passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The flight originated from the Polk County Airport, Cedartown Georgia (4A4) at an unspecified time. According to a witness, he observed the airplane in a downward spiral before it collided with trees. Another witness watched the airplane descend at a high rate before it crashed into the woods. He said the engine noise was smooth and continuous with no interruption until ground contact. The pilot, age 44, held a sport pilot certificate. The pilot was issued a Federal Aviation Administration (FAA) third class medical certificate on January 1, 2008, with no limitations. The pilot reported 300 total hours of flight experience on that date. The pilot's logbook was not available for review. The two-seat, weight-shift, fixed-gear airplane, was manufactured in 2009. It was powered by a Rotax 912ULS, 100hp engine and equipped with a 2-bladed Sensenich propeller. The 2-bladed propeller was not approved for this application by the aircraft manufacturer. The recommended propeller was a 3-bladed propeller. No airplane logbooks were recovered, so the airplanes total time and the date of its most recent inspection could not be determined. At 1648, the weather reported at Cartersville Airport (VPC), about 16 miles northeast of the accident site, included a broken ceiling at 7,000 feet, 10 miles of visibility in rain, and winds from 210 degrees at 6 knots. The temperature was 33 degrees Celsius (C), the dew point was 16 degrees C, and the altimeter setting was 29.98 inches of mercury. The wreckage was examined by a Federal Aviation Administration (FAA) aviation safety inspector on June 26, 2009, and all major components were accounted for at the scene. Examination of the airframe and flight control system components revealed no evidence of preimpact mechanical malfunction. All flight tubes were damaged consistent with impact and showed no signs of preimpact failure. Further inspection of the engine and system components revealed valve train continuity with no evidence of preimpact mechanical malfunction. Examination of cockpit placarding revealed that all weight limitations were published in metric units, and not in standard measurement. To avoid confusion in the United States (US), it was recommended that placards on US registered aircraft be replaced with standard measurement placards. Because the placards were in kilograms without a conversion chart, pilots were required to convert critical weights prior to flight. On June 26, 2009, the State of Georgia, Georgia Bureau of Investigation, conductedthe postmortem examination of the pilot. The reported cause of death was multiple generalized blunt force injuries. Forensic toxicology testing was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report indicated “putrefaction: yes”. The toxicology report stated that 46 (mg/dL, mg/hg) of ethanol was detected in the muscle, and no ethanol was detected in the liver. 7 (mg/dl, mg/hg) N-propanol was detected in the muscle.