Docket And Docket Items - National Transportation Safety Board: http://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: http://app.ntsb.gov/pdf
NTSB Identification: CEN12FA534
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 11, 2012 in Taylorville, IL
Probable Cause Approval Date: 07/23/2014
Aircraft: BEECH G18 - S, registration: N697Q
Injuries: 1 Fatal,12 Uninjured.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
The airplane had climbed to an altitude of about 11,000 feet mean sea level (msl) with 12 parachutists seated inside the airplane on two rear-facing “straddle benches.” The airplane was flying at an indicated speed of 100 mph with the flaps retracted. The operator’s written guidance for “skydiving jump runs” indicated that the airspeed should be maintained at 110 to 120 mph and that the flaps should be set at 30 degrees. As the airplane arrived at the planned drop location, the parachutists stood up, opened the door, and moved farther aft in the airplane to prepare for their jump. Five of the parachutists were positioned aft of the straddle benches and were hanging onto the outside of the airplane, several of the other parachutists were standing in the door, and the remainder of the parachutists were standing in the cabin forward of the door. According to instructions on the operator's skydiver briefing card, no more than four jumpers should be allowed to occupy the door area during exit.
Several parachutists heard the sounds of the airplane’s stall warning system, and the airplane then suddenly rolled and began to descend. All 12 parachutists quickly exited the airplane. Several witnesses reported seeing the airplane turning and descending in an inverted nose-down attitude and then appear to briefly recover, but it then entered a nearly vertical dive, which is consistent with a loss of control event as a result of an aerodynamic stall and subsequent entry into a spin.
Federal Aviation Administration (FAA) guidance indicates that the pilot-in-command (PIC) must know the weight and location of jumpers during each phase of the flight to assure that the aircraft stays within center of gravity (CG) limits and that the PIC must remain aware of CG shifts and their effects on aircraft controllability and stability as jumpers move into position for exiting the aircraft. Further FAA guidance indicated that, if a stall recovery is not promptly initiated, the airplane is more likely to enter an inadvertent spin, which can degenerate into a spiral. It is likely that the number of parachutists near the door area during exit shifted the CG aft and contributed to the aerodynamic stall/spin. The pilot suffered a serious traumatic brain injury in September 2005 as a result of colliding with a truck while bicycling; however, he did not report that injury during all subsequent FAA medical certificate applications. Persons with an injury of this severity will likely have long-term issues with cognition, attention, executive functioning, sleep disturbance, and impulsivity. However, without the results of any postinjury neuropsychological testing, the status of the pilot’s cognition and decision-making during the accident flight could not be determined.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain adequate airspeed and use the appropriate flaps setting during sport-parachuting operations, which resulted in an aerodynamic stall/spin and a subsequent loss of control. Contributing to the accident was the pilot’s failure to follow company guidance by allowing more than four passengers in the door area during exit, which shifted the airplane’s center of gravity aft.
HISTORY OF FLIGHT
On August 11, 2012, about 1124 central daylight time, a Beech Aircraft Company G18S multi-engine airplane, N697Q, was substantially damaged when it impacted terrain in a residential neighborhood in Taylorville, Illinois. The commercial pilot sustained fatal injuries. Twelve parachutists on-board the airplane exited and were not injured. No persons on the ground were injured. The airplane was registered to Barron Aviation, LLC; Perry, Missouri, and operated by Barron Aviation Private Flight Services, LLC; Hannibal, Missouri, under the provisions of 14 Code of Federal Regulations Part 91, as a sport parachuting flight. Day visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from Taylorville Municipal Airport (TAZ), Taylorville, Illinois, about 1100.
The airplane had climbed to an altitude of about 11,000 feet mean sea level (msl) and the parachutists were seated inside the airplane on two rear facing "straddle benches". As the airplane arrived at the planned drop location, the parachutists stood up, opened the door, and moved further aft in the airplane in preparation for their jump. Five of the parachutists were positioned hanging on to the outside of the airplane with several others standing in the door and the remainder were standing in the cabin forward of the door. Several parachutists reported that they were almost ready to jump when they heard the sounds of the airplane's stall warning system. The airplane then suddenly rolled and all twelve parachutists quickly exited the airplane. Several of those who were last to exit reported that the airplane was inverted or partially inverted as they went out the door. The pilot, seated in the left front cockpit seat, did not exit the airplane. Several witnesses reported seeing the airplane turning and descending in an inverted attitude when the airplane appeared to briefly recover, but then entered a nearly vertical dive.
The airplane impacted a tree and terrain in the back yard of an occupied residence. Emergency personnel who first responded to the accident scene reported a strong smell of gasoline and ordered the evacuation of several nearby homes. There was no postimpact fire.
PERSONNEL INFORMATION
The pilot, age 30, held a commercial pilot certificate with ratings for airplane single and multi-engine land, and instrument airplane. His private pilot certificate was initially issued on December 1, 1999, and his first rating as a commercial pilot was initially issued on January 7, 2003.
The pilot's two logbooks showed entries beginning on August 7, 1999, with the last entry in pilot's logbook number two on July 22, 2012. An endorsement showed a flight review was completed on June 26, 2012. A high-performance airplane endorsement was entered on March 11, 2000. A tail wheel airplane endorsement was entered on October 28, 2001. A complex airplane endorsement was entered on December 21, 2002. On December 8, 2003, the pilot successfully completed a practical test and was issued an additional rating for airplane multi-engine land on his commercial pilot certificate.
A review of the logbooks showed that as of August 22, 2012, the pilot had logged 1,425.1 hours of total flight experience in airplanes, with 33.7 of those hours in multi-engine airplanes, and a total of 255.1 of those hours in single engine airplanes with conventional gear. There was no record that the pilot had any experience prior to August 20, 2012, in any multi-engine airplanes with conventional gear.
The pilot's logbook showed that his most recent flight instruction in multiengine airplanes was logged on June 10, 2005. As of March 7, 2006, the logbook showed a total of 27.8 hours of experience in multiengine airplanes. During the period from 2006 until August 20, 2012, the pilot logged two flights in multiengine airplanes. On August 23, 2008, the logbook showed 1.3 hours of pilot-in-command experience in a Piper PA-23 multiengine piston airplane with the notation that it was a "check-out flight". Another flight, estimated to be in 2008, showed 1.0 hours of pilot-in-command experience in a Beech 99 multiengine turboprop airplane with the notation "fly right seat for multi/turbine time".
There were no other flights logged in multiengine airplanes until the pilot's first flight in the accident airplane, which was logged as a "familiarization and skydive checkout flight" of 0.5 hours of pilot-in-command experience on July 20, 2012. The last pilot logbook entry on July 22, 2012, showed the pilot flew the accident airplane for 3.1 hours on six skydiving flights.
Based on conversations with family members, the aircraft owner, skydiver load records, and billing records from the operator, it is estimated that the pilot flew the accident airplane for an additional 2.0 hours on August 10, 2012, and an additional total of 1.5 hours on August 11, 2012.
The pilot's flight experience in the accident airplane at the time of the accident was estimated as a total of 7.1 hours. There were no logbook entries or endorsements from a flight instructor, or any other evidence to show that the pilot had ever received any flight instruction in the accident airplane.
AIRCRAFT INFORMATION
The low-wing, retractable conventional landing gear, multi-engine airplane, serial number (s/n) BA-468, was manufactured in 1959. It was powered by two 450-horsepower Pratt and Whitney model R-985-AN-14B engines; s/n 89634, and s/n 203495. Each engine drove a Hamilton Standard; model 22D30, 2-blade metal alloy full feathering propeller.
The cockpit had a pilot station on the left seat and a co-pilot station or passenger seat on the right side, with each seat equipped with a 3-point shoulder harness system. The passenger cabin had been modified with two "straddle benches" which provided aft facing seating for a total of twelve parachutists.
The main cabin door had been modified for sport parachuting operations with the installation of an upward opening "roll-up" door. With the door in the open position it stowed on the inside surface of the cabin ceiling and the upper right side wall.
The original maintenance records were not recovered. The aircraft owner reported that all aircraft maintenance records and logbooks had been onboard at the time of the accident and were destroyed. After the accident, the aircraft owner provided unsigned copies of reconstructed maintenance record entries which showed that an annual inspection was completed on August 5, 2012, at an aircraft total time of 13,833.0 hours. Entries on that date also noted that both engines had accumulated a total of 46.9 hours since the most recent engine overhaul.
The operator estimated that the airplane had been operated for about 10 hours or less since the annual inspection was completed on August 5, 2012.
METEOROLOGICAL INFORMATION
At 1115, the automated weather observation station at TAZ reported wind from 330 degrees at 9 knots; skies clear of clouds, temperature 24 degrees Celsius (C), dew point temperature 9 degrees C, and an altimeter setting of 30.03 inches of Mercury.
A review of pilot reports (PIREPs) for the area showed no suggestion of turbulence in the altitudes below about flight level (FL) 290. A review of the wind aloft reports also did not suggest significant shearing of the horizontal flow below about FL300, and there were no thunderstorms nearby for gravity wave generation.
Further review of winds aloft reports for the area showed the wind at 10,250 feet pressure altitude was from 347 degrees true at 19 knots; the wind at 9,309 feet pressure altitude was from 348 degrees true at 22 knots; and the wind at 12,221 feet pressure altitude was from 348 degrees true at 27 knots.
COMMUNICATIONS AND RADAR AND ON-BOARD VIDEO
Following is a timeline of selected communications between the pilot of N697Q and Federal Aviation Administration (FAA) Air Traffic Control (ATC). A summary of the FAA ATC radar contacts is included. Also included are selected observations from the three on-board parachutist helmet mounted video cameras.
1104: N697Q made initial contact with the ATC controller, and radar showed N697Q was at a transponder reported altitude of 2,200 feet.
1120: parachutist video camera panned toward the cockpit, the altimeter indicated 10,400 feet, the flap handle was up, the landing gear handle was up, and the indicated airspeed was about 100 miles per hour. The pilot was sitting in the left pilot seat, and was wearing glasses, a parachute, and a headset with a boom microphone. The pilot was wearing a single shoulder harness over his left shoulder. The pilot's feet were both flat on the floor.
1121:45: N697Q reported to the ATC controller "… one minute prior to jumper release"
1121:50: the ATC controller instructed N697Q to report jumpers away, and N697Q responded.
There were no further transmissions heard from N697Q.
1122:02: parachutist video camera showed a parachutist pointing at the aft bulkhead and a parachutist said "green light", two parachutists adjacent to the door rolled the jump door to the open position.
1122:17: parachutist video camera showed the left flap was retracted and the left aileron was neutral.
1123: parachutist video camera showed two parachutist started to move outside the airplane, three other parachutist were moving toward the door and all parachutists had started to stand up.
1123:09: radar showed N697Q was at a transponder reported altitude of 11,200 feet.
1123:12: parachutist video camera showed the left flap deflected downward to an estimated deflection of less than 10 degrees.
1123:14: radar showed N697Q was at a transponder reported altitude of 11,300 feet.
1123:18: parachutist video camera captured the sound of the engines decreasing, the propeller sound remained synchronized.
1123:19: radar showed N697Q was at a transponder reported altitude of 11,400 feet.
1123:21: parachutist video camera showed the left flap returned to a zero deflection, five parachutists were on the exterior jump platform, and seven parachutists were still in the airplane.
1123:25: radar showed N697Q was at a transponder reported altitude of 11,300 feet.
1123:29: radar showed N697Q was at a transponder reported altitude of 11,200 feet.
1123:33: parachutist video camera captured the sound of a warbly, high pitch tone, similar to stall warning and several parachutists began to yell "go go go" "get out" … "go go go" "get out".
1123:33: radar showed N697Q was at a transponder reported altitude of 10,700 feet.
1123:34: parachutist video camera showed parachutists began to jump with the airplane in a steep left bank, the left aileron was deflected down, and the left flap was zero.
1123:38: radar showed N697Q moving northeast at a transponder reported altitude of 9,600 feet.
1123:39: parachutist video camera showed the last parachutist exited the airplane. The airplane was in a left hand turn past inverted with the nose oriented nose down approximately 40 to 60 degrees.
1123:43: radar showed N697Q moving northeast – the transponder reported altitude was missing.
1123:43: parachutist video camera showed the airplane was oriented nose down of about 40 to 70 degrees and then exited the field of view of the camera.
1123:48: radar showed N697Q was at a transponder reported altitude of 7,400 feet.
1123:54: the last radar return from N697Q – the transponder reported altitude was missing.
Radar contact was then lost.
WRECKAGE AND IMPACT INFORMATION
The wreckage location was about 1 and 1/2 miles northeast of TAZ, in the back yard of a private residence at an estimated elevation of about 620 feet mean seal level (msl). The residence about 30 feet east of the impact location, and several other buildings about 50 feet in all directions did not display substantial damage from the wreckage impact.
The large tree impacted by the wreckage had numerous broken branches and evidence of paint smearing on the branches and on the east side of the main trunk of the tree. The paint smears on the tree were the same color as the reddish orange color of the wreckage, and parts of airplane wreckage were lodged in several forks of the tree. A main impact crater about ten feet in diameter was immediately adjacent to the north edge of the trunk of the tree. Piles of impact compressed and fragmented aircraft wreckage were located on and next to that impact crater. Extensive impact crushing damage and fragmentation was observed on most of the components of the wreckage.
A prominent ground scar on the north side of the tree was oriented on a bearing of 197 degrees. Fragmented parts of the wing tip and broken pieces of red glass were found in the north end of that ground scar. Impact compressed and fragmented parts of the leading edge of the left wing were located nearby and corresponded to the ground scar. The ground scar and damage to the wreckage was consistent with the airplane being in nearly vertical nose down attitude with the top of the airplane oriented to the east at the time of impact.
The left wing was fragmented and was found at the main crash site with the left flap and aileron. The leading edge displayed compression impact damage and fragmentation along the entire leading edge that penetrated aft to the trailing edge of the wing.
Both wings, both flaps, both ailerons, both vertical fins, both rudders, the elevator, and all three landing gear legs were all observed at the scene. The position of the flaps, and the position of the landing gear could not be determined because of the fragmentation and impact damage. The position of the trim tabs on the control surfaces could not be determined because of the fragmentation and impact damage. Flight control continuity could not be determined because of the fragmentation and impact damage.
Useful documentation of cockpit instruments could not be determined because of fragmentation and impact damage. An emergency locator transmitter (ELT) was not identified at the scene.
Fragmented portions of the right wing were found with the main wreckage and displayed impact compression damage from the leading edge aft. Fragmented portions of the main fuselage and empennage were observed at the scene and displayed impact compression damage.
The fuselage was substantially compressed and fragmented. Both engines and both propellers were observed at the scene and had penetrated into the impact crater immediately north of the large tree.
During on-scene examination of the wreckage the main impact crater was excavated to a depth of about six feet and to a diameter of about eight feet. Both engines and both propellers were recovered from the impact crater. The position of the two engines in the crater was consistent with the airplane being in a slightly sideways attitude at the time of impact. Both engines were fragmented and impact compressed. Both propellers, including both spinners, both hubs and all four propeller blades were observed in the impact crater adjacent to the engines. Fragmentation and impact damage prevented a useful examination of the propellers.
During the retrieval and excavation of the main impact crater all retrieval participants had been briefed in advance to be particularly alert for the presence of any aircraft maintenance documents or for the presence of any personal effects. No aircraft maintenance documents and no personal effects were found at the scene.
Most of the wreckage components were observed within about a 25 foot radius from the main impact crater, however about 25 pounds of numerous pieces of small fragmented wreckage components were recovered as far away as about 300 feet to the west. An additional few other pieces of lightweight materials from the wreckage were recovered from about 100 feet to the northeast.
The on-scene examination of the wreckage revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot by the McLean County Coroner's Office Regional Autopsy Facility; Bloomington, Illinois. The cause of death was listed as "multiple injuries due to an airplane crash".
Forensic toxicology was performed on specimens from the pilot by the FAA, Aeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma.
The toxicology report stated that tests were not performed. Submitted samples were not suitable for analyses.
FAA records showed the pilot's most recent second class airman medical certificate, was issued on May 10, 2010, with a restriction: "must wear corrective lenses".
Personal medical records reveal the pilot had suffered a traumatic brain injury in September, 2005, as a result of colliding with a truck while bicycling. The pilot failed to report that injury during all subsequent FAA medical certificate applications.
The head injuries in 2005 included fracture of the frontal bone and bilateral temporal lobe contusions. The pilot had an initial Glasgow Coma Score of twelve (of a possible 15) but was combative as a result of the brain injury and required several days of a medically induced coma. After about a week in the hospital, he spent more than three weeks in an inpatient rehabilitation unit and several months in outpatient rehabilitation for his brain injury. In addition to balance and endurance problems, while in rehabilitation he had issues with attention, concentration, and executive functioning and the family reported impulsive, sometimes unsafe, behaviors.
Three months later, he had not been cleared to drive as a result of his impaired judgment. The available records incompletely document the outcome from the traumatic brain injury as the pilot moved away approximately three months after his injury. No records regarding follow up in-depth neuropsychological testing were identified by the investigation.
ADDITIONAL INFORMATION
According to the Beech Aircraft Corporation Model G18S Landplane Airplane Flight Manual; Part No. 18-001020, Revised: January 30, 1961: "… Stalling Speed with power at zero thrust is 89 mph with gear and flaps up and zero degrees angle of bank; maximum pitch angle during recovery is 25 degrees … maximum altitude lost during a stall is 600 feet … stall warning indicator is triggered at a minimum of 6 mph above stall speed".
According to the operator's cockpit checklist instructions for "Skydiving Jump Run"; the engine power should be slowly decreased to idle, the airspeed should be maintained at 110 – 120 MPH, and the flaps should be set at 30 degrees. While the jumpers are exiting the speed should be maintained at 110 – 120 MPH.
According to instructions on the operator's "Skydiver Briefing Card"; during exit no more than 4 jumpers should be allowed to occupy the door area.
According to FAA Advisory Circular AC No: 105-2D; Subject: Sport Parachuting; Section 8. c. "The PIC is solely responsible for assuring that the aircraft being flown is properly loaded and operated so that it stays within gross weight and CG limitations. The PIC must ensure that the aircraft is operated within the aircraft W&B limitations ... The PIC is also responsible for reviewing these records and the flight manual to be familiar with an aircraft's W&B procedures and flight characteristics.
Section 8. d. Computing W&B. "The PIC must include the following factors:
…
(4) The weight and location of jumpers during each phase of the flight in order to assure that the aircraft stays within CG limits. The PIC must remain aware of CG shifts and their effects on aircraft controllability and stability as jumpers move into position for exiting the aircraft and as they exit."
According to FAA Advisory Circular AC No: 61-67C; Subject: Stall and Spin Awareness Training: Chapter 1: " … The possibility of inadvertently stalling the airplane by increasing the load factor (i.e., by putting the airplane in a steep turn or spiral) is much greater than in normal cruise flight … Excessively steep banks should be avoided because the airplane will stall at a much higher speed … If the nose falls during a steep turn, the pilot might attempt to raise it to the level flight attitude without shallowing the bank. This situation tightens the turn and can lead to a diving spiral. …
The Center of Gravity (CG) … location has a significant effect on stability and stall/spin recovery. As the CG is moved aft, the amount of elevator deflection needed to stall the airplane at a given load factor will be reduced. An increased AOA will be achieved with less elevator control force. This could make the entry into inadvertent stalls easier, and during the subsequent recovery, it would be easier to generate higher load factors due to the reduced elevator control forces. In an airplane with an extremely aft CG, very light back elevator control forces may lead to inadvertent stall entries …
If recovery from a stall is not made properly, a secondary stall or a spin may result. A secondary stall is caused by attempting to hasten the completion of a stall recovery before the aircraft has regained sufficient flying speed ...
The primary cause of an inadvertent spin is exceeding the critical AOA while applying excessive or insufficient rudder and, to a lesser extent, aileron. Insufficient or excessive control inputs … could aggravate the precipitation of a spin … If a stall recovery is not promptly initiated, the airplane is more likely to enter an inadvertent spin ...
The spiral mode is an autorotation mode similar to a spin. The center of rotation is close to the centerline of the airplane but the airplane is not stalled … Many airplanes will enter a spin but the spin will become more vertical and degenerate into a spiral (and) the airspeed will increase as the nose goes down to near vertical. The side forces on the airplane build very rapidly and recovery must be effected immediately before exceeding the structural limits of the airplane".
NTSB Identification: CEN12FA534
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 11, 2012 in Taylorville, IL
Aircraft: Hawker Beechcraft Corporation G18S, registration: N697Q
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 11, 2012, about 1224 central daylight time, a Hawker Beechcraft Corporation G18S airplane, N697Q, was substantially damaged when it impacted terrain in a residential neighborhood in Taylorville, Illinois. The commercial pilot sustained fatal injuries. The twelve parachutists were not injured and no persons on the ground were injured. The airplane was registered to Barron Aviation, LLC; Perry, Missouri, and operated by Barron Aviation Private Flight Services, LLC; Perry, Missouri, under the provisions of 14 Code of Federal Regulations Part 91, as a sport parachuting flight. Day visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from Taylorville Municipal Airport (TAZ), Taylorville, Illinois, about 1200.
The airplane had climbed to an altitude of about 11,000 feet mean sea level (msl) and the 12 parachutists were seated inside the airplane on two rear facing “straddle benches.” As the airplane arrived at the planned drop location, the parachutists stood up, opened the door, and began to prepare for their jump. Five of the parachutists were positioned hanging on to the outside of the airplane with several others standing in the door and the remainder were standing in the cabin forward of the door. Several parachutists reported that they were almost ready to jump when they heard the sounds of the airplane’s stall warning system. The airplane then suddenly rolled and at least one of the parachutists yelled a “go, go, go” command. All 12 parachutists successfully exited the airplane and several of the last to exit reported that the airplane was at least partially inverted as they went out the door. The pilot did not exit the airplane. Several witnesses reported seeing the airplane descending in an inverted attitude when the airplane appeared to briefly recover, but then entered a nearly vertical dive.
The airplane impacted a tree and terrain in the fenced back yard of an occupied residence. Emergency personnel who first responded to the accident scene reported a strong smell of gasoline and ordered the evacuation of several nearby homes. There was no postimpact fire.
Several of the parachutists on-board the flight had been equipped with helmet mounted video cameras and they have provided to the NTSB their video recordings which may have captured the accident event. The original recording media for those videos have been sent to the NTSB vehicle recorders laboratory and will be reviewed.
He was born May 17, 1982, in Macomb to Terry and Rhonda Norris Sparrow. He married Angela Ellefritz on Oct. 22, 2009, in Negril, Jamaica. She survives.
Brandon was a 2000 graduate of Macomb High and attended Western Illinois University and Southern Illinois University-Carbondale, majoring in aviation flight. He was employed as a driver and planner for Burlington Trailways in Burlington, Iowa, and was an aircraft mechanic apprentice studying for his Airframe and Powerplant tests. He was building and approaching the covering phase of his Pitts S1-SS, which he hoped to complete and fly next year.
Brandon's love for flying began with his first air show at the age of 6. At a young age he was a member of the Bushnell "Flying Fools" radio controlled airplane club. He was a flight student of Roger Smith of Macomb, earning his private pilot's license at the age of 16. He was an avid skydiver and a member of the Mid-America Sport Parachute Club of Taylorville. He enjoyed golf and photography, and volunteered for HUGS of Hancock County, a cancer support group. He attended Augusta Christian Church.
Continued ... read more here: http://www.legacy.com
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SERVICES: Cremation rites have been accorded. Memorial services will be at 10 a.m. Saturday in the Augusta Christian Church, Augusta, with the Rev. Ryan Derr conducting.
VISITATION: 4 to 7 p.m. Friday and because of Brandon's love for flying it will be held at Smith Airport, located on the east side of Macomb on U.S. 67, just south of Ill. 136.
MEMORIALS: In lieu of flowers, the family requests donations are made to the Brandon Sparrow Memorial Fund, at Bank of Advance, Bowen Banking Center, in care of Bev Leasman, 415 W. Fifth St., Bowen, IL 62316.
ARRANGEMENTS: Hamilton Funeral Home in Augusta.
Autopsy Results for Fallen Pilot Brandon Sparrow:
Autopsy results for 30 year old Brandon Sparrow of Augusta, IL the lone casualty and pilot from the recent plane crash in Taylorville were announced. According to Christian County Coroner Amy Calvert Winans
Preliminary autopsy shows that Mr. Sparrow died from multiple injuries of the entire body due to an airplane crash, reportedly sustained as the pilot and sole occupant of the plane that crashed into the ground at a very high rate of speed.
The accident occurred on Rich Street in Taylorville at 11:25 on Saturday morning.
Source: http://www.taylorvilledailynews.com
Brandon Sparrow, shown here before a flight July 20, was killed when the plane he was flying crashed into a Taylorville backyard.
(Photo courtesy of State Journal-Register/Brian Blythe)
Brandon Sparrow, pilot
For the 15 years he knew Sparrow, Smith, who manages a small, rural airport in Macomb, where Sparrow served as an apprentice, said the 30-year-old pilot had always put others first.
There’s also no doubt in Smith’s mind that the reason the plane went down in the backyard of a home at 801 W. Rich St. in Taylorville Saturday was out of Sparrow’s control.
He described Sparrow, who was from Augusta, a small town southwest of Macomb, as a talented pilot with hundreds of flights under his belt, including dozens of flights taking skydivers up for a jump.
The twin-engine Beechcraft 18 Sparrow was piloting Saturday morning was carrying 12 skydivers, who all jumped and landed safely before the plane crashed.
Sparrow was the lone fatality.
Ultimate sacrifice
Smith said the No. 1 responsibility of any pilot is to ensure the passengers make it to the ground safely, which is what Sparrow did.
But even more impressive about Sparrow’s action, and the reason why many people in Taylorville are calling him a hero, is that he decided not to use his parachute, which he would have been required to have, Smith said.
Instead, Sparrow stayed with the plane and steered it into the backyard of a home in a residential neighborhood in west Taylorville, narrowly missing any houses.
Witnesses said the backyard was not even 75 feet wide, leaving little room for error.
For Smith, 65, it was another example of what type of person Sparrow was.
“He would have given you the shirt off his back if you asked,” Smith said. “I’ve never known anyone who met Brandon that didn’t like him.”
Avid pilot
According to his resume posted online at Linkedin.com, Sparrow also worked as a driver and planner for Burlington Trailways in Iowa.
Sparrow described himself as “an active pilot and aircraft mechanic apprentice, studying for my (Airframe and Powerplant) tests while pursuing career employment in the west-central Illinois region.
“I am currently building, and approaching the covering phase, of my Pitts S1-SS, which with any luck, will be test flown next year.”
Smith said Sparrow had been flying since he got his initial pilot license at age 16 or 17.
For the last five years, he said Sparrow served as an apprentice for him at Smith Aviation in Macomb, but had helped out longer.
“It was easy to teach him because things came natural to him,” Smith said.
Like an adopted son
Although what exactly happened in the sky shortly before 11:30 a.m. Saturday is still unknown, some of the people closest to Smith used Sunday to reflect on the life of young man’s life cut short.
A group of friends and family gathered in Macomb to prepare for visitation and funeral services. Dates and times have not been made public. A family member did not have any comment.
Judy Smith, the wife of Roger, said Sparrow was like an adopted son to the couple.
When her husband’s father died in October 2009, she said Sparrow was at the airport nearly every day helping Roger out.
She said her last memory of Sparrow was Tuesday, when he visited her for her 66th birthday.
She said she was lying on the couch battling an illness when Roger told her to look outside. Sitting in her classic Ford Thunderbird was Sparrow.
He had hooked up a wireless speaker to an iPod and was playing “Fun, Fun, Fun" by the Beach Boys.
“You don’t find many young guys like that anymore,” she said. “You couldn’t ask for a better kid.”
Source: http://www.sj-r.com
TAYLORVILLE — Authorities say the 30-year-old pilot of a small aircraft ferrying skydivers that crashed in a Taylorville neighborhood Saturday morning saved the lives of residents by steering the plane to avoid hitting any houses.
The pilot, Brandon Sparrow of Augusta, was the lone fatality.
Sparrow was piloting the plane, which took off from the Taylorville airport and was carrying 12 skydivers, before it crashed in the back yard of a home at 801 W. Rich St. at 11:25 a.m. All of the skydivers jumped out of the plane before it went down, and all landed safely, Taylorville police and fire officials said.
Mayor Greg Brotherton, who went to the crash site, said the back yard the plane landed in was not even 75 feet wide, leaving little room for error.
“It was either an act of God, or the pilot himself put the plane down in the back yard,” Brotherton said. “We should be thankful because that plane could have hit a house and harmed others.”
The Federal Aviation Administration, which described the plane as a twin-engine Beechcraft 18, and other federal agencies were investigating. A cause of the crash won't be known for at least several weeks, authorities said.
Skies were clear at the time, with winds from the northwest at 10 to 15 mph.
Skydiving dangers
Saturday’s crash was believed to be the fourth fatal skydiving-related incident in or near Taylorville since 1997. In the last one, William “Bill” Jensen Jr., 38, of Springfield was killed in October 2004 when his parachute prematurely deployed and got tangled in the plane's tail.
Saturday morning’s jump was part of a special skydiving event hosted by the Mid-America Sport Parachute Club. The event was supposed to carry on today but was canceled, according to the club’s website.
No one from the club could be reached for comment after Saturday’s accident.
The plane tore a 20- to 30-foot-wide hole into the back yard of Jerry Dobyns Sr., who lives at 801 W. Rich St.
Dobyns said he was lying on his bed watching television when he heard the loud boom, which reportedly could be heard all across Taylorville. He said pieces of the plane ended up about 30 feet from his bedroom window.
The force of the crash caused windows to shatter and pictures to be knocked off the wall, he said. The plane also crushed a doghouse in the back yard. The Dobyns' daughter, Rhonda Tester, 48, was standing in the back yard just prior to the crash, but she happened to go inside. Dobyns said he feels fortunate to be alive.
“If it was another 10 feet closer, it could have killed both of us," he said.
Silence, then a boom
With pieces of the plane scattered throughout the neighborhood, authorities ordered the evacuation of several blocks around the crash site. Some residents would likely have to stay out of their homes until today, police said.
The crash brought out many onlookers, with each person telling stories of what they were doing when the plane came down.
One man said it looked as if the plane was doing a nosedive stunt often seen at air shows.
James Welge Jr. said he was outside with his son when he heard the plane glide by. He said he heard the plane’s engine rev up extremely loud before a moment of silence, which was followed by a loud boom after it hit the ground two or three seconds later.
“It’s so sad that there was a tragedy,” Welge said.
http://www.sj-r.com
Taylorville, IL (KSDK) - A 30 year old pilot from Augusta, Illinois, is dead after a skydiving plane crashed early Saturday afternoon in Taylorville, Illinois.
Twelve people plus the pilot were on board the airplane. The 12 passengers were able to jump from the plane before it crashed.
Family members identify the deceased pilot as Brandon Scott Sparrow, an accomplished pilot and aircraft mechanic who was married and went to school at Western Illinois University and Southern Illinois University at Carbondale. Brandon and Angela Sparrow had no children.
Family members say Sparrow was a longtime aviation enthusiast who was left in a coma six years ago after being struck by a truck while bicycling in Carbondale. Despite lingering injuries from that accident, he was able to climb back into airplane cockpits.
The plane crashed in a residential area of the 800 block of W. Rich Street around 11:30 a.m. Debris from the crash is spread across two or three blocks.
The Federal Aviation Administration is on the scene, and the National Transportation Safety Board is enroute.
Taylorville is located in Christian County, approximately 90 miles northeast of St. Louis.
TAYLORVILLE — A small plane crashed in a backyard in Taylorville late Saturday morning, and neighbors are calling the pilot a hero for sparing their lives and homes at the cost of his own life.
The pilot was identified as 30-year-old Brandon Sparrow of Augusta by a relative, who confirmed his death.
Neighbors were evacuated from nearby homes. Those who were standing in groups watching emergency personnel said planes regularly fly skydivers out of the Taylorville airport on weekends. Some witnesses who were acquainted with the pilot understood that the plane had been carrying skydivers, but authorities did not release any information regarding possible passengers on the plane.
Jerry Dobyns lives in the house where the plane came down. He said he was inside and his daughter was on the back porch when they heard the plane’s engine, and both knew something sounded wrong. The daughter ran indoors, and the crash was so violent it broke all the windows in the house.
“I looked out, and there’s a crater in my backyard,” Dobyns said. “It’s nothing but debris. You can’t even tell it was a plane.”
Neighbor Sandra Fisher heard the engine overhead, and living close to Taylorville’s airport, is used to hearing planes, so she knew something sounded wrong when she heard this one.
“It was too loud,” she said. “I saw it coming down (nose first) and just ran. That was too close.”
No official statement was immediately available as to the possible cause of the crash.
Emergency personnel from the Taylorville police and fire departments, Christian County Sheriff’s Office, and Assumption Police Department were on the scene most of the day. The immediate area was evacuated, and some residents were only allowed to take medication with them due to fears of fire from the crash site. Personnel from the Federal Aviation Administration were summoned to the scene, said Taylorville Fire Chief Jeff Hackney, and were in charge of the scene upon their arrival.
“We were fortunate (the plane) missed the houses and missed the power lines,” he said.
No further information was available Saturday.
TAYLORVILLE -- The pilot of a small aircraft was killed Saturday morning after the plane, which had been carrying 12 skydivers, crashed into a residential neighborhood, narrowly missing at least one home. The name of the pilot was not immediately released. The skydivers jumped out of the plane before it went down and all landed safely, Taylorville police and fire officials said.
The FAA and other federal agencies were investigating Saturday. A cause of the crash wouldn't be known for several weeks.
The plane, which took off from the Taylorville airport and crashed about 11:25 a.m., tore a 20- to 30-foot-wide hole into the back yard of Jerry Dobyns Sr., who lives at 801 W. Rich St.
Dobyns said he was laying on his bed watching television when he heard the loud boom, which was reportedly heard across the entire city. He said the pieces of the plane landed about 30 feet from his bedroom window.
Dobyns' daughter, Rhonda Tester, 48, was standing in the back yard just prior to the crash, but she happened to go inside. Dobyns said he feels fortunate to be alive.
“If it was another 10 feet closer it could have killed both of us," Dobyns told a State Journal-Register reporter.
The force of the crash caused windows to shatter and pictures to be knocked off the wall, he said. The plane also crushed a dog house in the back yard. The dog was inside with Dobyns at the time.
With pieces of the plane scattered throughout the area, authorities ordered the evacuation of several blocks around the crash site. Dobyns, who also was evacuated, said police allowed him to retrieve his medication before he left. Some residents would likely have to stay out of their homes until Sunday, police said.
The plane, which took off from the Taylorville airport and crashed about 11:25 a.m., tore a 20- to 30-foot-wide hole into the back yard of Jerry Dobyns Sr., who lives at 801 W. Rich St.
Dobyns said he was laying on his bed watching television when he heard the loud boom, which was reportedly heard across the entire city. He said the pieces of the plane landed about 30 feet from his bedroom window.
Dobyns' daughter, Rhonda Tester, 48, was standing in the back yard just prior to the crash, but she happened to go inside. Dobyns said he feels fortunate to be alive.
“If it was another 10 feet closer it could have killed both of us," Dobyns told a State Journal-Register reporter.
The force of the crash caused windows to shatter and pictures to be knocked off the wall, he said. The plane also crushed a dog house in the back yard. The dog was inside with Dobyns at the time.
With pieces of the plane scattered throughout the area, authorities ordered the evacuation of several blocks around the crash site. Dobyns, who also was evacuated, said police allowed him to retrieve his medication before he left. Some residents would likely have to stay out of their homes until Sunday, police said.
Sources:
TAYLORVILLE — A Beechcraft 18 airplane crashed into a backyard at 801 W. Rich Street in Taylorville at around 11:25 on Saturday morning, causing one fatality, who authorities have confirmed as the pilot. Authorities also confirmed that 12 jumpers inside the aircraft made it safely to the ground before the plane crashed. The details of the cause of the crash were still under investigation at press time.
Officials including Christian County
Coroner Amy Winans stand outside Jerry Dobyns home on Rich St. where a
plane landed in his back yard.
