ERA13LA263

The pilot's failure to abort the takeoff after detecting the airplane’s degraded performance. Contributing to the accident were the likely loss of power from the left engine for reasons that could not be determined during the postaccident examination of the engine, and the operation of the airplane above the design gross weight, which resulted in decreased single-engine performance.

Although the gross weight at takeoff could not be determined, the airplane was a minimum of 30 pounds above the design gross weight (375 pounds), but 15 pounds under the builder-designated gross weight. Because the airplane was an experimental amateur built airplane, the builder can waiver from the design criteria, including gross weight; however, decreased performance will likely occur. After rotation, the airplane flew several feet above the runway until about 2,100 feet down the 3,004-foot-long runway. The airplane then began a shallow climb and proceeded about ½ nautical mile west-northwest from the departure end of the runway flying at a low altitude. Two witnesses reported hearing sounds consistent with an engine(s) malfunction, while another witness located less than 200 feet from the accident site did not hear sputtering sounds. As the airplane approached a road for a forced landing with traffic ahead, it pitched up, rolled to the left, and collided with power lines then the ground. While two explosions were noted, the first likely occurred when the airplane collided with the power lines and would not have likely caused any burn injury to the pilot, while the second occurred at ground contact and was likely the result of rupture of the fuel tank, which resulted in the pilot's burn injuries. The drugs detected in the toxicology testing were consistent with those administered by medical personnel. No evidence of preimpact failure or malfunction was noted to the flight controls, and examination of the heat-damaged engines revealed good compression in each cylinder. Both propeller blades of the right propeller were fractured, consistent with the engine developing power at impact, while both propeller blades of the left propeller were not fractured, which was consistent with the engine not developing power at impact. The reason for the lack of power from the left engine could not be determined during the postaccident examination of the engine. Though it could not be determined whether the pilot intentionally remained close to the runway for more than 2/3's of its length, this would have been different from his past practices. Further, a prudent pilot would have initiated a normal climb after rotation for safety purposes. Therefore, the lack of climb performance should have been a clear indicator to the pilot to abort the takeoff, which he could have safely performed within the remaining runway distance. Accounting for environmental conditions but excluding any issue related to inefficiency of the accident airplane's engines, propellers, or airframe, the single-engine and both-engine rate-of-climb at design gross weight would have been about 160- and 960 feet per minute, respectively. No determination could be made as to the actual values for the accident airplane. The operation of the airplane above the design gross weight would have further decreased the single-engine climb performance, although the exact decrease in performance could not be determined.

HISTORY OF FLIGHT On June 1, 2013, about 1144 eastern daylight time, a twin engine single seat experimental, amateur built Wilson Cricket MC12 airplane, N2SZ, registered to and operated by a private individual, collided with power lines then the ground shortly after takeoff from Doylestown Airport (DYL), Doylestown, Pennsylvania. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 local, personal flight. The airplane sustained substantial damage and the airline transport pilot was fatally injured. The flight originated about 1 minute earlier from DYL. The manager of DYL who was familiar with the pilot and his airplane reported that the pilot trailered the airplane to DYL that day, arriving there before 1000. After arrival, the airplane was part of a static display of aircraft; the accident flight was the first flight of the day for the pilot from DYL. The manager did not witness the engine start but did witness the airplane being taxied to runway 23, and reported that the airplane rolled past midfield before becoming airborne. After becoming airborne he noticed it was in a shallow climb. Concerned that the airplane would not clear trees past the departure end of the runway he continued to watch the airplane and after it cleared trees, he diverted his attention. He also stated that the pilot usually flies off the ground quick, and confirmed the pilot did not make any distress call. According to the Federal Aviation Administration inspector-in-charge (FAA-IIC), witnesses reported that shortly after becoming airborne, the wings were noted to be rocking back and forth. A witness who was traveling southeast bound on Swamp Road (Route 313) reported seeing a small airplane flying very low swerving side to side flying in a northwesterly direction over Route 313. The witness who was located southeast of the accident site observed the airplane in the vehicle's rear view mirror flying lower and still swerving side to side but not as much as first. The individual reported thinking the airplane was going to impact at a nearby car dealership, and suddenly, observed the, "[airplane] veered sharply to the left and all I saw was a fireball." The witness also reported, "My son, who was with me heard the engine revving as if the pilot was trying to gain altitude." Another witness who was driving southeast bound on Route 313 over the bypass reported the airplane was approaching his position flying in a westerly direction over Route 313. The witness reported to law enforcement seeing the wings rocking from side to side and descending. Another witness who was also driving southeast along Route 313 reported seeing the airplane flying at a low level. The witness thought the airplane would hit his vehicle as it "swooped down" towards him. The witness believed the airplane was low enough to pass under nearby traffic lights, and could not tell if the engines were operating but thought the propellers were spinning. The witness also believed the airplane may have been inverted when it passed his position. Another individual reported to law enforcement seeing the airplane flying parallel to Route 313, and heard a sputtering sound. The witness continued to observe the airplane from his rear view mirror and noticed the airplane banked left. He then observed a fireball and proceeded to the scene in an effort to render assistance. Yet another witness who was less than 200 feet southwest from the accident site reported to law enforcement hearing the airplane flying which he described as being very low. The witness reported the airplane flew in front of his position and as it passed him, it banked to the left and impacted the power lines. The witness also reported he did not hear any sputtering or see any smoke trailing the airplane. One individual who was driving southeast bound on Route 313 reported that approaching the bridge over Route 611, he noted the accident airplane and made a comment to his daughter who was with him about the pilot doing stunts over the road. It then became apparent to him that the pilot was looking for a safe place to land. They approached the bridge and he noticed the airplane was descending while flying towards their vehicle. While on the bridge he parked his car as far to the right as possible and reported the airplane was flying towards them at a 45 degree angle and was floundering. During that time he heard full roar and then no sound from the engines, and reported the pilot was flying over Route 313 as if the pilot was attempting to perform an emergency landing. The individual noticed the nose pitch up straight in the air, followed by an immediate 90 degree roll to the left. He could see the bottom of the airplane and the wing barely missed their vehicle. The airplane then collided with the power lines causing sparks and an explosion. A portion of the airplane remained suspended, and the airplane then impacted the ground followed by a second explosion. The witness parked his vehicle, and went to the site to render assistance. Bystanders, police and fire rescue personnel responded to the scene to render assistance. PERSONNEL INFORMATION The pilot, age 69, held an airline transport pilot (ATP) certificate with airplane multi-engine land and rotorcraft helicopter ratings. At the ATP level he was type rated in a Sikorsky SK-76 helicopter, Beech BE-300 and Fairchild Swearingen SA-227 airplanes. He held a commercial pilot certificate with airplane single engine land rating, and was issued a first class medical certificate with no limitations on May 13, 2013. On the application for the last medical certificate he listed a total time of 16,900 hours, and 100 hours in the last 6 months. According to FAA Civil Aeromedical Division personnel, at the last medical examination the pilot was 71 inches tall and weighed 185 pounds. AIRCRAFT INFORMATION The twin-engine, single seat, "T tail", tricycle gear airplane was built by a private individual from a kit in 1992 as model Cricket MC12 (Cri Cri), and according to FAA records was designated serial number 210013. It was certificated as an experimental amateur built airplane, and was powered by two 15 horsepower single cylinder 2-cycle PUL 212 engines and equipped with two wooden fixed pitch MC/AS 695200103 propellers. The airplane was also equipped with full span flaperons. The airplane's fuel tank is located in the cockpit forward of the seat, requiring placement of both legs directly over the fuel tank while seated. Since the beginning of 1982 until about 1988, a company called Zenair sold kits for Cricket MC12. Personnel from Zenair reported they having no historical data concerning the Cricket MC12; therefore, no determination could be made whether the kit was provided by Zenair, or the original designer. A document from Zenair (kit seller) indicates that the gross weight of the Cricket MC12 airplane with the PUL engines is 380 pounds (design weight is actually 170 kg or approximately 375 pounds). The document also indicates that the single engine rate of climb is 200 feet-per-minute (FPM), and at 420 pounds gross weight, the climb rate with the PUL engines is 1,000 FPM with both engines operating. Documents submitted to the FAA by the builder indicated that the empty weight was 195 pounds, and using a pilot weight of 180 pounds, the airplane without fuel weighed 375 pounds, which corresponded to the maximum design gross weight. The builder stipulated the gross weight to be 420 pounds. According to FAA records, the pilot purchased the airplane on December 6, 2002; no maintenance records were located. A weight and balance document dated July 20, 2008, indicates the combined weights on each main and nose landing gears, plus subtractions and additions for equipment and 3.0 pounds of "nose weight." The airplane empty weight with the additions and subtractions was approximately