N1111VSkeeter 1M · 1966

On March 3, 2011, about 0840 central standard time, an experimental amateur-built Skeeter 1M airplane, N1111V, impacted terrain while on approach to runway 35L at the Clarence E Page Municipal Airport (RCE), near Oklahoma City, Oklahoma. The commercial pilot, who was the sole occupant, sustained fatal injuries. The airplane sustained substantial wing and fuselage damage. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual flight rules (VFR) conditions prevailed for the flight, which was not operated on a VFR flight plan. The flight originated from the Cole Landing Area Airport, near Newcastle, Oklahoma, about 0800.

According to statements given to a Federal Aviation Administration (FAA) inspector, the accident airplane and another airplane were flying together. The accident airplane diverted to RCE due to an issue with a loose canopy. The pilot reported on an airplane-to-airplane frequency that he wanted to land at RCE to tighten the canopy. The accident airplane was on final when an airplane was also on final approach and was about to perform a touch and go on the runway. The accident airplane was observed in about 45 degrees of bank in order to “swerve” out of the way of the airplane on final approach for the touch and go. The accident airplane was observed to be about 400 feet above the ground when it banked. The accident airplane subsequently descended and impacted terrain. The pilot from the airplane performing the touch and go stated that he did not hear any radio transmissions on the common traffic advisory frequency from any airplane in or near the traffic pattern.

The 92-year-old pilot held a FAA commercial pilot certificate with an airplane single engine land rating. His last FAA Third-Class medical certificate was issued on August 12, 2002. The pilot reported on the application for that medical certificate that he had accumulated 2,500 hours of total flight time and 20 hours of flight time in the six months prior to that application. He also indicated that he was taking Casodex. Casodex is a nonsteroidal antiandrogen used to treat prostate cancer.

N1111V was an experimental amateur-built Skeeter 1M, low-wing, tailwheel, single engine airplane with serial number 1M. According to FAA airworthiness records, the airplane was powered by a 125-horsepower Lycoming O-290-G engine that drove a Sensenich propeller. The pilot reported that the airplane had an empty weight of 818 pounds and a maximum weight of 1,480 pounds. The airplane fuel capacity was 27 gallons. The two-place airplane was equipped with side by side seating and dual flight controls. The airplane had a reported maximum speed of 195 mph.

At 0815, the recorded weather at RCE was: Wind 330 degrees at 4 knots; visibility 10 statute miles; sky condition clear; temperature 1 degree C; dew point -5 degrees C; altimeter 30.16 inches of mercury.

RCE was a non-towered, city-owned airport with a field elevation of 1,354 feet above mean sea level (msl). RCE was located about 15 miles west of Oklahoma City, Oklahoma. Runway 35R was a 3,502-foot-long by 75-foot-wide concrete runway. Runway 35L was a 6,014-foot-long by 100-foot-wide concrete runway.

A FAA inspector examined the wreckage on-scene. According to the inspector, the airplane’s point of impact was approximately 179 feet from the approach end of runway 35L and the final aircraft resting position was 154 feet from approach end of Runway 35L. The airplane came to rest with a heading of approximately 200 degrees. A three-foot gouge was found in the terrain approximately 180 feet from the edge of the runway. The gouge appeared to have been made by a propeller blade and the direction of the gouge was consistent with the airplane on a heading of approximately 300 degrees. The left wing was bent aft and up and was partially separated from the fuselage. The flight control surfaces were all intact and still attached to the aircraft and wings. The right and left ailerons were connected to their cockpit controls. The flaps were in a stowed position. The empennage’s flight controls were intact and connected to their control cables. No pre-impact anomalies with the engine or propeller were detected.

An autopsy was performed on the pilot by Oklahoma’s Office of the Chief Medical Examiner. The pilot’s cause of death was listed as multiple blunt force trauma.

The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Accident Report. The report was negative for the tests performed.