N233VWLayson Stanley B STEEN SKY BOLT · 1989

On June 27, 2009, at 0914 eastern daylight time, an experimental amateur-built Steen Sky Bolt, N233VW, was substantially damaged when it impacted power lines during takeoff from Darr Field (NC03), High Point, North Carolina. The pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight that was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to a Federal Aviation Administration (FAA) inspector, the pilot had originally departed from Hiatt Airport (N97), Thomasville, North Carolina, and intended to practice landings at NC03. The inspector reported the accident flight was the pilot’s second flight in the airplane. His first flight was 2 days prior to the accident.

According to witnesses, the airplane was making touch-and-go landings on runway 13. During the last landing, the airplane "landed long" and during the subsequent takeoff climb, it struck power lines beyond the departure end of the runway. One witness reported that the airplane attempted to turn, and caught its left main landing gear in the power lines. The airplane then cartwheeled, impacted the ground, and caught fire. Witnesses also reported that the engine was running normally during the accident sequence.

The pilot held a private pilot certificate, with ratings for airplane single-engine land and instrument airplane. His most recent FAA third class medical certificate was issued on January 25, 2008. At that time, the pilot reported 640 hours of total flight experience.

No pilot logbooks were located during the investigation.

The Steen Sky Bolt was a single-engine airplane powered by a Continental IO-470 engine.

According to FAA airworthiness records, the airplane’s original airworthiness certificate was issued in 1990. The airplane was built by the previous owner.

The accident pilot purchased the airplane on January 27, 2007, and registered it with the FAA on May 10, 2007. The airplane's logbooks were not recovered.

Weather, reported at Piedmont/Triad International Airport (GSO), Greensboro, North Carolina, located 12 miles north of the accident site, at 0854, included winds from 220 degrees at 3 knots, 10 miles visibility, clear skies, temperature 27 degrees C, dew point 21 degrees C, and altimeter setting 29.86 inches mercury.

According to recorded astronomical data, at the time and location of the accident, the sun was at an angle of 46.5 degrees from the horizon, and an angle of 93.3 degrees east of north.

Darr Field was a privately owned airport, consisting of one turf and gravel runway oriented in a 31/13 configuration. The runway was 2,365 feet long and 60 feet wide.

A review of satellite imagery of the airport revealed that the power lines were located about 110 yards beyond the departure end of runway 13, and were oriented perpendicular to the turf and gravel runway. According to the FAA inspector who visited the accident site, the power lines were 34 feet tall and were not marked.

Examination of the wreckage by the FAA inspector revealed that the airplane sustained substantial damage to the wings and fuselage during the impact and postcrash fire. Flight control continuity was confirmed to the flight controls, and examination of the propeller revealed signatures consistent with engine operation at the time of impact.

The North Carolina Department of Health and Human Services, Office of the Chief Medical Examiner, performed an autopsy on the pilot on June 28, 2009. The cause of death was “blunt trauma of the head, carbon monoxide toxicity, and thermal burns.”

The FAA Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma conducted toxicology testing on the pilot. According to the testing, AMLOIPINE was detected in the pilot’s urine and blood. Additionally, 0.027 ug/ml ZOLPIDEM was detected in the pilot’s blood.

Zolpiedem is a prescription sleep aid commonly known by the trade name Ambien. Amlodipine is a calcium channel blocker heart medication used for the treatment of hypertension.

The pilot’s most recent application for an FAA airman medical certificate, dated January 15, 2008, noted the "rare" use of fexofenadine for "hay fever or allergy," the use of enalapril for high blood pressure, the use of atorvastatin for elevated cholesterol, and the "rare" use of famotidine as needed for "dyspepsia."

The pilot’s height was noted on that application as 72 inches and weight as 189 lbs. The pilot did not report the use of zolpiedem or amlodipine.

The pilot’s distant visual acuity was noted on that application to be 20/40 in the right eye, 20/70 in the left eye, and 20/40 in both eyes together, corrected to 20/15 for each eye separately and both eyes together. The pilot’s near visual acuity was noted on that application as 20/40 in the right eye, 20/20 in the left eye, and 20/20 in both eyes together. The medical certificate stated, “must wear corrective lenses.”

The FAA inspector who examined the airplane could not determine if the pilot was wearing glasses at the time of the accident due to the severe postcrash fire.