14 CFR Part 91: General Aviation
Accident occurred Sunday, December 02, 2012 in Collegedale, TN
Probable Cause Approval Date: 01/12/2015
Aircraft: CASSUTT SPORT RACER, registration: N9CA
Injuries: 1 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The pilot indicated to a friend that the purpose of the flight was to practice takeoffs and landings in the airport traffic pattern. An airport employee reported that he observed the airplane depart normally from runway 21 but that he did not see the airplane return to the airport before he left for the night about 1.5 hours later. An alert notice was issued the following day when the airport manager observed the pilot's car still parked at the airport. Local authorities found the wreckage the day after that. The airplane was found inverted among trees on an approximate northeast heading about 1/4 mile north of the runway 21 threshold, consistent with an approach for landing on the runway. Broken tree branches were located near the wreckage and continued in a northwesterly direction from the wreckage. Postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.
The pilot did not hold a valid Federal Aviation Administration medical certificate. He applied for a third-class medical certificate 8 years before the accident, but it was deferred due to a history of severe heart disease. The pilot's autopsy results revealed a significantly enlarged heart with a mechanical mitral valve in place and severe coronary artery disease that included 90-percent occlusion of the left anterior descending, circumflex, and right main arteries and complete occlusion of the three bypass vessels. These conditions put the pilot at high risk for a sudden cardiac arrhythmia, which could result in sudden incapacitation and would not be evident during an autopsy.
Toxicological testing detected the presence of two blood pressure/cardiovascular medications, an antidepressant and its metabolite, a cough medication, an anticoagulant, a sedating antihistamine (diphenhydramine), and a sedating antinausea medication (promethazine). The diphenhydramine detected in the blood was within the normal therapeutic range; however, the promethazine detected in the blood exceeded the normal therapeutic range. Both drugs carried the warning, "may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery)." The use of diphenhydramine together with promethazine, particularly in the elderly (the pilot was 82 years old) or those with a debilitating condition, may increase side effects such as drowsiness, rapid heartbeat, confusion, and memory problems.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Impact with trees and terrain during the landing approach likely due to the physiological incapacitation of the pilot.
On December 2, 2012, at an unknown time, an experimental amateur-built Cassutt Sport Racer, N9CA, was substantially damaged when it impacted trees and terrain while on approach to Collegedale Municipal Airport (FGU), Collegedale, Tennessee. The private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed FGU around 1600. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.
A line worker at the airport stated that he provided a radio check to the accident pilot around 1600, and several minutes later, he observed the accident airplane depart normally from runway 21. He heard no further radio transmissions from the accident pilot, and stated that the airplane had not returned by the time the he left for the evening around 1730. An alert notice was issued the following day when the airport manager observed the pilot's car still parked at the airport. The wreckage was discovered by local authorities on December 4, 2012, in a wooded area approximately one-quarter mile north of the FGU runway 21 threshold.
According to the pilot's daughter, a friend of the pilot indicated that the pilot emailed him prior to the accident flight, stating that he was going to practice takeoffs and landings in the accident airplane. The pilot's daughter stated that the pilot did not fly long distances and "never" flew at night. Although her father had some health issues, he would not fly when he was not feeling well. She further stated that her father sounded well and stated to her that he was feeling "ok" prior to the accident flight.
The pilot, age 82, held a private pilot certificate with a rating for airplane single engine land. He also held a repairman experimental aircraft builder certificate for the accident airplane. No pilot logbooks were located after the accident, and no determination could be made of the pilot's total and recent flight experience, or experience in the accident airplane made and model. Federal Aviation Administration (FAA) airman medical records indicated that the pilot applied for a third-class medical certificate in April 2004, at which time he reported 400 total flight hours. The application was deferred due to the pilot's history of severe heart disease with bypass surgery in 1998. The pilot's reported medications at the time of the application included an anticoagulant and several high blood pressure medications.
The accident airplane was an experimental amateur-built, single-seat, single-engine airplane of wood, tube, and fabric construction. It was equipped with one Continental Motors Inc., C85, 85-hp reciprocating engine. The airplane was registered to the accident pilot in May 1972, and was issued an FAA airworthiness certificate in October 1991. A determination of the airplane's maintenance history could not be made, as no maintenance logbooks were recovered.
The 1553 weather observation at Lovell Field Airport (CHA) Chattanooga, Tennessee, located about nine miles west of the accident site, included wind from 170 degrees at 9 knots, 10 miles visibility, broken clouds at 5,500 feet and 25,000 feet, temperature 21 degrees C, dew point 9 degrees C, and an altimeter setting of 30.23 inches of mercury. Visual flight rules (VFR) conditions generally prevailed throughout the evening and into the following day.
The accident site was located among trees and several inches of standing water and mud. Broken tree branches were located in the vicinity of the wreckage, and continued from the wreckage in a northwest direction. The airplane came to rest inverted on an approximate northeast heading. First responders indicated that there was no odor of fuel at the site, and no sheen of fuel in the standing water surrounding the wreckage. Examination of the wreckage by an FAA inspector revealed that both wings remained attached to the fuselage, and the right wing exhibited damage consistent with impact with trees. The wooden wing spar was cracked. The empennage displayed crush damage and was bent about 45 degrees to the right just forward of the horizontal stabilizer. The vertical stabilizer, rudder, horizontal stabilizer, and elevator remained attached to the empennage. Both blades of the two-bladed wooden propeller were fractured near the hub. The fuselage fabric was cut to facilitate examination of the flight control system, and control continuity was confirmed from the cockpit area to all flight control surfaces.
The carburetor was separated from the engine. The gascolator remained attached and intact, and was absent of fuel, water, or other contamination. The airplane was equipped with a single fuel tank located aft of the engine, and examination of the tank and fuel lines revealed continuity throughout. The drain plug was removed from the fuel tank and no evidence of fuel was observed inside. The fuel tank cap was in place and secure. The engine cowling was removed, and engine control continuity was confirmed from the cockpit to the engine. The spark plugs were removed and exhibited normal wear. The engine rotated freely by hand at the propeller hub, and compression was established on all cylinders. The magneto impulse coupling could be heard engaging during engine rotation.
A Garmin 296 handheld GPS was removed from the airplane and forwarded to the NTSB Vehicle Recorders Laboratory for download. The unit powered on normally; however, there was no track log data available for the date of the accident or that could be correlated to the accident flight.
An autopsy was performed on the pilot by the Hamilton County, Tennessee, Medical Examiner. The listed cause of death was "multiple blunt force injuries." The autopsy also revealed a significantly enlarged heart with mechanical mitral valve in place, and coronary artery disease that included 90% occlusion of the left anterior descending, circumflex, and right main arteries. The three bypass vessels were completely occluded. The report noted the presence of old scarring in the left ventricle, but no evidence of a new heart attack.
Toxicological testing was performed by the FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Testing detected the presence of the blood pressure/cardiovascular medications carvedilol and losartan; the antidepressant fluoxetine and its metabolite, norfluoxetine; dextromethorphan, a cough medication; diphenhydramine, a sedating antihistamine; promethazine, a sedating anti-nausea medication; and warfarin, an anticoagulant. The diphenhydramine (0.109 ug/ml) detected in the blood was within the normal therapeutic range of 0.0250 to 0.1120 ug/ml. The promethazine (0.133 ug/ml) detected in the blood exceeded the normal therapeutic range of 0.0060 to 0.0990 ug/ml. Both drugs carried the warning, "may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery)."
NTSB Identification: ERA13LA076
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 02, 2012 in Collegedale, TN
Aircraft: CASSUTT SPORT RACER, registration: N9CA
Injuries: 1 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On December 2, 2012, at an unknown time, an experimental amateur-built Cassutt Sport Racer, N9CA, was substantially damaged when it impacted trees and terrain while on approach to Collegedale Municipal Airport (FGU), Collegedale, Tennessee. The private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed FGU around 1600. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.
A line worker at the airport stated that he provided a radio check to the accident pilot around 1600, and several minutes later, he observed the accident airplane depart normally from runway 21. He heard no further radio transmissions from the accident pilot, and stated that the airplane had not returned by the time the he left for the evening around 1730. An alert notice was issued the following day when the airport manager observed the pilot's car still parked at the airport. The wreckage was discovered by local authorities on December 4, 2012, in a wooded area approximately one-quarter mile north of the FGU runway 21 threshold.
According to the pilot's daughter, a friend of the pilot indicated that the pilot emailed him prior to the accident flight, stating that he was going to practice takeoffs and landings in the accident airplane. The pilot's daughter stated that the pilot did not fly long distances and "never" flew at night. Although her father had some health issues, he would not fly when he was not feeling well. She further stated that her father sounded well and stated to her that he was feeling "ok" prior to the accident flight.
The pilot, age 82, held a private pilot certificate with a rating for airplane single engine land. He also held a repairman experimental aircraft builder certificate for the accident airplane. No pilot logbooks were located after the accident, and no determination could be made of the pilot's total and recent flight experience, or experience in the accident airplane made and model. Federal Aviation Administration (FAA) airman medical records indicated that the pilot applied for a third-class medical certificate in April 2004, at which time he reported 400 total flight hours. The application was deferred due to the pilot's history of severe heart disease with bypass surgery in 1998. The pilot's reported medications at the time of the application included an anticoagulant and several high blood pressure medications.
The accident airplane was an experimental amateur-built, single-seat, single-engine airplane of wood, tube, and fabric construction. It was equipped with one Continental Motors Inc., C85, 85-hp reciprocating engine. The airplane was registered to the accident pilot in May 1972, and was issued an FAA airworthiness certificate in October 1991. A determination of the airplane's maintenance history could not be made, as no maintenance logbooks were recovered.
The 1553 weather observation at Lovell Field Airport (CHA) Chattanooga, Tennessee, located about nine miles west of the accident site, included wind from 170 degrees at 9 knots, 10 miles visibility, broken clouds at 5,500 feet and 25,000 feet, temperature 21 degrees C, dew point 9 degrees C, and an altimeter setting of 30.23 inches of mercury. Visual flight rules (VFR) conditions generally prevailed throughout the evening and into the following day.
The accident site was located among trees and several inches of standing water and mud. Broken tree branches were located in the vicinity of the wreckage, and continued from the wreckage in a northwest direction. The airplane came to rest inverted on an approximate northeast heading. First responders indicated that there was no odor of fuel at the site, and no sheen of fuel in the standing water surrounding the wreckage. Examination of the wreckage by an FAA inspector revealed that both wings remained attached to the fuselage, and the right wing exhibited damage consistent with impact with trees. The wooden wing spar was cracked. The empennage displayed crush damage and was bent about 45 degrees to the right just forward of the horizontal stabilizer. The vertical stabilizer, rudder, horizontal stabilizer, and elevator remained attached to the empennage. Both blades of the two-bladed wooden propeller were fractured near the hub. The fuselage fabric was cut to facilitate examination of the flight control system, and control continuity was confirmed from the cockpit area to all flight control surfaces.
The carburetor was separated from the engine. The gascolator remained attached and intact, and was absent of fuel, water, or other contamination. The airplane was equipped with a single fuel tank located aft of the engine, and examination of the tank and fuel lines revealed continuity throughout. The drain plug was removed from the fuel tank and no evidence of fuel was observed inside. The fuel tank cap was in place and secure. The engine cowling was removed, and engine control continuity was confirmed from the cockpit to the engine. The spark plugs were removed and exhibited normal wear. The engine rotated freely by hand at the propeller hub, and compression was established on all cylinders. The magneto impulse coupling could be heard engaging during engine rotation.
A Garmin 296 handheld GPS was removed from the airplane and forwarded to the NTSB Vehicle Recorders Laboratory for download. The unit powered on normally; however, there was no track log data available for the date of the accident or that could be correlated to the accident flight.
An autopsy was performed on the pilot by the Hamilton County, Tennessee, Medical Examiner. The listed cause of death was "multiple blunt force injuries." The autopsy also revealed a significantly enlarged heart with mechanical mitral valve in place, and coronary artery disease that included 90% occlusion of the left anterior descending, circumflex, and right main arteries. The three bypass vessels were completely occluded. The report noted the presence of old scarring in the left ventricle, but no evidence of a new heart attack.
Toxicological testing was performed by the FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Testing detected the presence of the blood pressure/cardiovascular medications carvedilol and losartan; the antidepressant fluoxetine and its metabolite, norfluoxetine; dextromethorphan, a cough medication; diphenhydramine, a sedating antihistamine; promethazine, a sedating anti-nausea medication; and warfarin, an anticoagulant. The diphenhydramine (0.109 ug/ml) detected in the blood was within the normal therapeutic range of 0.0250 to 0.1120 ug/ml. The promethazine (0.133 ug/ml) detected in the blood exceeded the normal therapeutic range of 0.0060 to 0.0990 ug/ml. Both drugs carried the warning, "may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery)."
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 02, 2012 in Collegedale, TN
Aircraft: CASSUTT SPORT RACER, registration: N9CA
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. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On December 2, 2012, at an unknown time, an experimental amateur-built Cassutt Sport Racer, N9CA, was substantially damaged during impact with trees and terrain about one mile north of Collegedale Municipal Airport (FGU), Collegedale, Tennessee. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which departed FGU around 1600. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.
According to an employee at FGU, he observed the airplane depart normally from runway 21. When the employee left the airport at 1730, the accident airplane had not returned. The wreckage was discovered by local authorities on December 4, 2012.
The airplane came to rest inverted among trees approximately one-quarter mile north of the FGU runway 21 threshold. Both wings remained attached to the fuselage, and the right wing exhibited damage consistent with impact with trees. The empennage was intact and displayed crush damage, and the vertical stabilizer, rudder, horizontal stabilizer, and elevator remained attached to the empennage. The wreckage was removed from the accident site and further examination was scheduled for a later date.
The 1553 weather observation at Lovell Field Airport (CHA), located about nine miles west of the accident site, included winds from 170 degrees at 9 knots, 10 miles visibility, broken clouds at 5,500 feet and 25,000 feet, temperature 21 degrees C, dew point 9 degrees C, and an altimeter setting of 30.23 inches of mercury.
Clarence Andrews stands with the single-engine plane that he constructed. Andrews, 82, took off in the plane Sunday from Collegedale Airport. He was found dead Tuesday still strapped in the crashed plane in a wooded area off the north end of the airport's runway. His son, Dr. James Mckay Andrews, recalled his first-grade classmates watching admiringly as he rode to school on the back of his father's motorcycle. He remembered how his dad spent winters in Colorado, snow skiing seven days a week. How he attempted water skiing at age 81.
And true to his nature, Clarence Andrews died at age 82 in an airplane he had built himself.
"My dad was never one to sit on the sidelines and watch TV," said James Andrews.
Clarence Andrews, a widowed father of three and retired TVA engineer and researcher, served in the United States Air Force from 1951 to 1955 and made sergeant.
He never met a stranger, and he communicated with a second-grader just as well as he did with doctor, his son said.
His daughter, Martha Andrews, added, "My father was a very interesting man. He has been in the community a long time."
The elder Andrews, who lived on Signal Mountain, took off in his homebuilt Cassutt airplane on Sunday afternoon from the Collegedale Airport.
Airport officials called Andrews' family when they realized he had been gone for hours and left Abby and his cellphone in his car.
His body was found near the Collegedale Airport on Tuesday, still strapped into the pilot's seat in the upside-down aircraft. The National Transportation Safety Board report on the cause of the crash could take up to one year, investigator Allison Diaz said.
The Tri-Community Volunteer Fire Department removed Andrews' body from the accident site and then allowed the Special Tactics and Rescue Services [STARS] to carry Andrews out of respect, said Clay Ingle, STARS member.
Andrews and his search dog Abby, a chocolate Labrador retriever, had been members of STARS since July 2000.
"We're a family, not just a rescue team," said Ingle. "Clarence was an integral part."
Funeral services are set for 2 p.m. Sunday at Wayside Presbyterian Church. There will be no visitation at the funeral home.
James Andrews is taking care of Abby.
Story and photo: http://www.timesfreepress.com
Clarence Andrews
Clarence Kendrick Andrews Jr., 82, died on Sunday, December 2, 2012.
He was born on Oct. 5, 1930, in Birmingham, and was preceded in death by his parents, Catherine and Clarence K. Andrews, Sr.
Clarence is survived by Martha Gresham and their three children: Dr. James Andrews (Grayson), Catherine Failla (Arthur Failla, Chase, Jordan and Alicia) and Martha Jeshurun (Bruce McClure, Joshua and Weston).
Further, Clarence was preceded by Norma Andrews and survived by her three sons: William Smith (Lisa Smith and Bailey), Curtis Smith (Angel) and Theodore Smith.
Clarence graduated from Colombia Military Academy. He attended classes at Emory and graduated from Auburn with a degree in Mechanical Engineering BSME/PE. Further, Clarence graduated from Chrysler Institute of Engineering as MSME.
Mr. Andrews was inducted into the US Air Force and he developed his love for flying as a crewman on a B36 during the Korean conflict. After the war, Clarence furthered his education and gained valuable engineering experience with Chrysler as a mechanical engineer. Next he worked for the US Government in a variety of sites and constructed missile silos in the cause for national defense. Following this experience, Clarence assumed a development Engineering role with Brown Engineering in Huntsville, Alabama, where they developed the primary stage for the Saturn rocket platform that was used in the first manned flight to the moon. Finally, Clarence seized an opportunity with Tennessee Valley Authority where he worked as an ME until his retirement.
Clarence was extremely involved with the community and he volunteered as an active member of the STARS (Special Tactics and Rescue Services) Search and Rescue Squad. He trained his dog, Abby, as a recovery hound and participated in numerous search and rescue functions. Also, he was engaged with the Boy Scouts of America as a Scout Master with troop 116 at Signal Mountain United Methodist Church.
He was a dedicated husband, father, grandfather, neighbor and friend. He loved his family and enjoyed sharing is knowledge and passion for excitement with all. He was an avid motorcyclist, snow skier and was a proficient sailor. Further, he was an expert in K-9 obedience training and loved to spend time with his dogs. He was a great man and led a full life!
Clarence Andrews was an accomplished pilot and aircraft builder. He was active in the Aircraft Owners and Pilots Association and was a member of the Experimental Aircraft Association. He especially enjoyed flying to the air show in Oshkosh, Wisconsin in his Cassutt, one of the two planes that he has built and he has logged countless hours of flying enjoyment.
Clarence was an active member of the Wayside Presbyterian Church and his memorial service will be held there on Sunday, Dec. 9, beginning at 2 p.m. A reception will be held in the church social hall immediately following the service.
The family would like extend heart felt thanks to the Collegedale Police Department, the Tri-Community Voluntary Fire Department, STARS, Civil Air Patrol. the FAA, the Collegedale Airport Authority and the news media, for the respect and dignity that all have shown to Clarence and our family in these most difficult times.
In lieu of flowers, the family asks that contributions be made to the Hamilton County Special Tactics & Rescue Service (STARS), 8614 Ramsey Acres Road, Harrison, TN 37341.
