Pilot Was Wearing A Motorcycle Helmet Because The Airplane Had Lost Its Canopy

The NTSB has released a preliminary report from an accident which occurred on October 14, 2019 involving an experimental, amateur-built Vans RV-4, N4332J. The airplane was substantially damaged when it impacted wooded terrain while on approach to Rooster Field Airport (84NC), Cameron, North Carolina. The private pilot was fatally injured. The airplane was registered to and operated by the pilot as a personal flight. Day visual meteorological conditions prevailed, and no flight plan was filed for the flight, which originated from Woodward Field Airport (KCDN), Camden, South Carolina, at 1046, and was destined for 84NC.

According to a friend of the pilot, who was also a flight instructor, the accident pilot departed from 84NC, which was also the site of the accident pilot's residential home, to KCDN on Saturday morning, October 12, 2019 to attend an Experimental Aircraft Association (EAA) fly-in event. Later that day in the afternoon, during the return flight on the climb out, the accident airplane's canopy separated from the airframe, and the accident pilot returned safely to KCDN. According to the friend, the pilot told him via telephone Saturday evening that the airplane "flew alright" without the canopy, did not sustain any other damage, and when the weather improved on Monday, he planned to complete the return flight to 84NC without the canopy and would wear a motorcycle helmet with a facemask. The pilot's friend advised him not to fly the airplane without the canopy.

According to a private pilot based at KCDN, he met the accident pilot for the first time at the EAA fly-in and after discussions, they planned to fly their respective airplanes in a loose formation to 84NC on Monday morning. He reported that they both arrived at KCDN about 0930 Monday, fueled their airplanes, which he observed to be a top-off for the accident airplane, and departed; he added that the accident pilot did not seem to have any difficulties flying the airplane with the motorcycle helmet and no canopy. About 20 nautical miles southwest of 84NC, the private pilot reported that the accident pilot continued direct to 84NC, while he flew around the airspace of Mackall Army Airfield (HFF), Camp Mackall, North Carolina. This was the last time the private pilot observed the accident airplane. The private pilot subsequently landed at 84NC.

A Garmin 296 GPS device was found at the accident site and preliminary data from the accident flight were extracted from the unit. The recording began at 1044 and at 1046, data consistent with a takeoff from runway 24 at KCDN was recorded. The data subsequently revealed that the airplane proceeded en route on a direct course to 84NC, about 1,100 ft GPS altitude, and about 80 knots groundspeed.

At 1156:06, data revealed that the airplane flew over the 84NC airport center, at 500 ft GPS altitude and 67 knots, and entered a left downwind in the traffic pattern for runway 9. At 1156:29, about .25 mile from the runway 9 threshold, the airplane entered a left base, at 63 knots and an altitude of 455 ft. At 1156:33, the airplane continued on a left base, slowing to 57 knots and maintaining altitude, and 3 seconds later the data showed the airplane headed 139° true, at 54 knots groundspeed, at an altitude of 440 ft. This was the last recorded data and the airplane's position was about .25 mile from the runway 9 threshold, near an extended centerline from the runway, about 480 ft from where the main wreckage was found.

An FAA Alert Notice (ALNOT) missing aircraft message was issued at 1744 and the airplane was located about 0045 on October 15, 2019 by first responders.

According to Leidos Flight Service, there was no record that the pilot received a weather briefing and there was no flight plan on file for the accident flight.

According to FAA airman records, the pilot held a private pilot certificate with a rating for airplane single-engine land. The pilot was issued an FAA third-class medical certificate in May 2018. A review of the pilot's logbook contained a record of flights from August 29, 2010 to September 6, 2019. The pilot had logged a total flight time of 581.5 hours, in which 390.5 hours were pilot-in-command and 50.4 hours were in the accident airplane. The pilot logged 7 hours in the past 90 days. His most recent flight review was completed on February 28, 2019.

According to FAA airworthiness records, the 2-seat, single-engine, low-wing airplane was manufactured in 1992. It was powered by a Lycoming O-320-E2A, 150-horsepower engine. The airplane was registered to the pilot in July 2018. According to the maintenance records, the most recent condition inspection was completed on March 18, 2018.

The initial impact point and main wreckage were co-located in heavily wooded terrain about 590 ft from the runway 9 threshold. The airplane was found inverted oriented on a 050° heading. All major components of the airplane were found with the main wreckage; flight control continuity was established from all flight control surfaces to the cockpit. Fuel remained in the left wing and was observed to be leaking; no debris was noted in a fuel sample and it tested negative for water when exposed to water finding paste. The inboard portion of the right wing displayed significant aft crushing and no fuel was present in the wing as the fuel tank had been breached. The left and right flaps were found partially extended. Elevator trim continuity was established from the cockpit to the control surface.

The cockpit, instrument panel, and seats remained largely intact. The ignition was found selected to both, the fuel selector was selected to the right tank, and the primer lever was stowed. The throttle lever was found full forward; the mixture and propeller levers were found full aft (idle-cut-off). An emergency locator transmitter was installed and was found set to the arm position. According to first responders, the pilot was found wearing the motorcycle helmet that had a full-face mask, and the 5-point harness remained buckled and was cut during the recovery.

The engine remained attached to the engine mounts. The majority of the wooden propeller blades separated from the hub and were splintered. During an engine examination, the remnants of the propeller were rotated by hand and valve train continuity was established. All cylinders remained attached to the crankcase and thumb compression and suction was attained on all cylinders. All spark plugs sparked during engine rotation; each were removed and displayed normal operating and combustion signatures.

The carburetor remained intact and attached to the engine, the butterfly valve remained attached to the throttle arm and moved freely. The carburetor was disassembled; the carburetor floats were intact, and no debris or fuel was observed in the bowl, and the venturi needle was clear of debris. The smell of fuel was present in the bowl. The engine oil was observed to be black in color and no metal or debris was observed.

The 1156 recorded weather observation at Moore County Airport (SOP), Pinehurst/Southern Pines, North Carolina, which was located about 8 miles southwest of the accident site, included wind variable at 3 knots, clear skies, and visibility 10 statute miles. The temperature was 22° C, the dew point was 11° C; and the altimeter setting was 30.10 inches of mercury. The private pilot reported that he landed on runway 9 and the wind was a quartering tailwind from the northwest, about 5-10 knots, and it was gusting.

(Source: NTSB. Image from file. Not accident airplane)

FMI: Report