SEA02LA039

A witness reported seeing the accident aircraft in level flight traveling westbound at an estimated altitude of 800 feet above ground (AGL). The witness stated that about five minutes later he observed the accident aircraft in a "vertical dive" from an estimated altitude of 350 AGL. He stated that the vertical dive continued until approximately 150 feet AGL where he observed the pitch attitude change to a nose high attitude. Shortly thereafter the witness lost sight of the aircraft when it descended behind a building. An inspector from the Federal Aviation Administration (FAA), Flight Standards District Office (FSDO) conducted the onsite examination and reported that the aircraft impacted terrain in a nearly vertical attitude and extensive impact damage was noted to the airframe, flight controls and cockpit area. Subsequent to the accident, family members of the pilot notified the NTSB Investigator-in-Charge (IIC) that during the wreckage recovery it was noted that a flight control linkage bolt and retaining nut (used to secure the control linkage to the elevator bell crank) was missing from its installed position. According to family members of the pilot, a bolt matching the description and dimensions of linkage bolt was found in the area of the wreckage, however, it was not determined whether or not it was the bolt in question, or if it had separated from its installed position before or after impact.

History of flight

On February 10, 2002, about 1300 Pacific standard time, an unregistered, uncertified amateur-built Bitton Sport Flight Aviation Talon XP aircraft sustained substantial damage after colliding with terrain near Boring, Oregon. The aircraft was owned by the pilot, and was being operated in visual meteorological conditions (VFR). The private pilot, the sole occupant of the airplane, was fatally injured. The local flight originated from a private airstrip near Sandy, Oregon, approximately one hour prior to the accident. No flight plan had been filed and there was no report of ELT activation.

A witness reported seeing the accident aircraft in level flight traveling westbound at an estimated altitude of 800 feet above ground (AGL). The witness stated that about five minutes later he observed the accident aircraft in a "vertical dive" from an estimated altitude of 350 AGL. He stated that the vertical dive continued until approximately 150 feet AGL where he observed the pitch attitude change to a nose high attitude. Shortly thereafter the witness lost sight of the airplane when it descended behind a building. He later reported that he believed the aircraft was under control, but thought it was unusual to see a plane in a "dive" so low to the ground.

The following day, after being reported as missing, the aircraft wreckage was located approximately 3,000 feet from where the witness was located when he observed the aircraft in a vertical dive.

Personnel information

The pilot's flight experience, as reported at his last medical examination dated July 17, 1990, was 405 total hours in civilian aircraft, and 3,417 hours in military aircraft. Federal Aviation Administration (FAA) records indicate that at the time of his last medical, the pilot held a private pilot certificate with a single engine land rating. The pilot's specific flight experience, from his last medical to the time of the accident, is not known.

Aircraft information

The aircraft, a Sport Flight Aviation Talon XP two-place trainer, was manufactured by the accident pilot/owner of Sport Flight Aviation. The aircraft was equipped with an HKS-700 E horizontally opposed 2 cylinder four-stroke engine rated at 60 horsepower. According to the manufacture's website (http://www.sport-flight.com), the aircraft has an empty weight of 412 pounds, a gross weight of 955 pounds, and can be operated as an ultra light vehicle or as an experimental category aircraft. The aircraft's stall speed is listed as 32-35 miles per hour (MPH).

Meteorological information

The 1253 Aviation Routine Weather Report (METAR) at Portland, Oregon (Troutdale), approximately 9 miles north of the accident location, reported winds from 112 degrees at 9 knots; visibility 10 statute miles; clear skies; temperature 14 degrees Celsius; dew point 2 degrees Celsius and altimeter setting 30.33 inches.

Wreckage and impact information

An inspector from the Federal Aviation Administration (FAA), Flight Standards District Office (FSDO) conducted the onsite examination on February 11, 2002. In a written report (attached) he stated that the aircraft impacted terrain in a nearly vertical attitude and extensive impact damage was noted to the airframe, flight controls and cockpit area. The engine was partially separated from the airframe, but was still intact. The ignition system and overhead components were intact. Both carburetors were intact and contained fuel. There was also an unspecified amount of fuel within the aircrafts main fuel tank. The crankcase was intact and contained approximately 2 quarts of oil. The crankshaft rotated freely through approximately 720 degrees of rotation with no abnormal findings. The propeller and hub assembly was found as a unit attached to the crankshaft flange. One of the three composite propeller blades had separated from the hub near the blade root and was located with the main wreckage. The two still attached propeller blades had delaminated and leading edge gouging was noted.

Medical and pathological information

An autopsy on the pilot was conducted on February 11, 2002. According to the autopsy report (attached), the pilot's cause of death was "head and neck injuries".

The FAA Civil Aeromedical Institute (CAMI), Oklahoma City, Oklahoma, conducted toxicology testing on the pilot. According to the postmortem toxicology report, results were negative for carbon monoxide, cyanide, and ethanol, legal and illegal drugs. See attached report for specific test results.

Additional information

Subsequent to the accident, family members of the pilot notified the NTSB Investigator-in-Charge (IIC) that during the wreckage recovery it was noted that a flight control linkage bolt and retaining nut (used to secure the control linkage to the elevator bell crank) was missing from its installed position (reference photo #1). According to family members of the pilot, a bolt matching the description and dimensions of linkage bolt was located in the area of the wreckage, however, it was not determined whether or not it was the bolt in question, or if it had separated from its installed position before or after impact.