MIA05LA146

The solo commercial pilot was departing in a recently built experimental/homebuilt airplane on a Title 14, CFR Part 91 personal flight. A witness, who was also a personal friend of the pilot, reported that the accident flight was the first flight since the accident pilot had built and certified the airplane. As he watched the airplane depart, it began a very shallow, gradual climb. He said that the airplane's takeoff run appeared to be longer than he would have anticipated, and noted that once the airplane became airborne, the airplane began a shallow flat left turn, with a nose high attitude. The witness said, in part: "It appeared the plane was not at full power." The witness reported that it appeared that the accident pilot was attempting to land at the airport, but as the airplane continued a left turn, it descended into the trees and disappeared from sight, followed by a large plume of black smoke. The steel tubing, wood, and fabric-covered airplane was destroyed by a combination of impact forces and a postimpact fire. An FAA airworthiness aviation safety inspector examined the aircraft wreckage at the accident site, and reported finding no preaccident mechanical anomalies.

On August 6, 2005, about 1410 eastern daylight time, a wheel-equipped experimental/homebuilt, Gustafson Easy Eagle, N707DG, was destroyed by impact and postimpact fire when it collided with tree-covered terrain following a loss of engine power, and a subsequent forced landing during initial takeoff climb from the Peter Prince Field Airport, Milton, Florida. The airplane was being operated as a visual flight rules (VFR) local area personal flight under Title 14, CFR Part 91, when the accident occurred. The certificated commercial pilot, the sole occupant, received second and third degree burns to 70 percent of his body. As a result, he died on August 8, 2005. Visual meteorological conditions prevailed, and no flight plan was filed. The local area test flight originated from the Peter Prince Field Airport at the time of the accident.

A witness, who was a personal friend of the accident pilot, reported to responding emergency personnel that the accident flight was the first flight since the accident pilot had built and certified the experimental amateur-built airplane. He said that as he watched the airplane depart on Runway 36, it began a very shallow, gradual climb. He commented that the airplane's takeoff run appeared to be longer than he would have anticipated, and noted that once the airplane became airborne, the airplane began a shallow flat left turn, with a nose high attitude. The witness said, in part: "It appeared the plane was not at full power." The witness reported that it appeared that the accident pilot was attempting to enter the downwind leg for landing on runway 36, but as the airplane continued the left turn, it descended into the trees and disappeared from sight, followed by a large plume of black smoke.

The accident airplane was equipped with a modified 60 horsepower, 1835cc Volkswagen engine.

The closest official weather observation station is Pensacola Regional Airport, Pensacola, Florida, which is about 14 miles southwest of the accident site. On August 6, 2005, at 1437, an Aviation Routine Weather Report (METAR) was reporting in part: Wind, 090 degrees (magnetic) at 6 knots; visibility, 10 statute miles; ceiling and cloud condition, few at 3,200 feet; temperature, 80 degrees F; dew point, 72 degrees F; altimeter, 29.99 inHg.

On August 7, a Federal Aviation Administration (FAA) airworthiness inspector, Birmingham Flight Standards District Office, examined the airplane at the accident scene. The FAA inspector reported that the accident site was about one-quarter mile to the west of the Peter Prince Field Airport, along the anticipated downwind leg for Runway 36. The airplane's wreckage came to rest in the front yard of a residence, and a postaccident fire incinerated the airplane's wreckage. The FAA inspector reported that due to the impact and postimpact fire damage, the flight controls could not be moved by their respective control mechanisms, but continuity of the flight control cables was established from the respective flight controls to the cockpit area. The FAA inspector also noted that engine valve train continuity was established, and thumb compression was present in all cylinders. The FAA inspector reported finding no preaccident mechanical engine or airframe mechanical anomalies during his inspection.

The pilot held a commercial pilot certificate with airplane single-engine land, single-engine sea, and multiengine land ratings. The pilot also held a flight instructor certificate with airplane single-engine, and instrument airplane ratings. The most recent second-class medical certificate was issued to the pilot on December 1, 2004, and contained no limitations or restrictions.

No personal flight records were located for the pilot, and the aeronautical experience listed on page 3 of this report was obtained from a review of the Federal Aviation Administration (FAA) records on file in the Airman and Medical Records Center located in Oklahoma City, Oklahoma. On the pilot's application for medical certificate, dated December 1, 2004, the pilot indicated that his total aeronautical experience consisted of about 9,910 hours, of which 20 were accrued in the previous 6 months.

According to the aircraft logbook entries, the accident pilot/airplane builder officially completed construction of the experimental/homebuilt airplane on July 30, 2005. On August 6, 2005, in the morning of the accident day, an FAA designated airworthiness representative (DAR) inspected the accident airplane and issued an experimental amateur built, special airworthiness certificate.