N347DSShaw Douglas Wayne RANS S 7 · 1991

On December 11, 2011, about 1330 central standard time, an experimental, amateur-built Rans S7, N347DS, operated by a private individual, was substantially damaged when it impacted a turf runway, following a loss of control during takeoff from a private airstrip in Somerville, Tennessee. The certificated sport pilot instructor was fatally injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight.

According to the owner of the airplane, it was assembled in 1991 and had several owners before he purchased it in 2004. He upgraded the engine in 2007 and flew a few hours that year, but then the airplane sat for 4 years. The owner based the airplane at his residence, which had a private airstrip. He planned to fly the airplane again; however, he wanted to obtain some instruction first to regain proficiency. Prior to giving instruction, the instructor wanted to fly the airplane solo as it had not been operated in 4 years. The airplane was equipped with two 9-gallon fuel tanks, one in each wing, which were approximately three-fourths full. After a thorough 1-hour preflight inspection, the instructor departed uneventfully from runway 5, an approximate 1,300-foot-long, 35-foot-wide, turf runway. About 300 feet beyond the approach end of runway 5, tall trees abutted the right side of the runway. The owner watched as the instructor completed an approximate 30-minute local flight, which included two touch-and-go-landings. After the third landing, the instructor back-taxied on runway 5 and began another takeoff roll. As the airplane became airborne about 300 feet down the runway, it drifted right towards the trees. The airplane abruptly banked left and subsequently oscillated about its roll axis. The airplane then pitched up sharply at an angle of 45 degrees or more, followed by a stall to the left and nose-down descent into the runway. The owner added that the engine ran continuously at high power throughout the accident sequence and the winds were light at the time.

The instructor, age 50, held a sport pilot and sport pilot flight instructor certificate, with ratings for airplane single-engine and glider. He also held a repairman light sport aircraft certificate. The instructor's most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on July 10, 2007. At that time, he reported a total flight experience of 230 hours.

The instructor's pilot logbook was not recovered.

The two-seat tandem, high-wing, fixed tailwheel airplane, serial number 0491082, was constructed from a kit of metal tubing, with the wing and tail surfaces covered in fabric. It was powered by a Rotax 912 ULS, 100-horsepower engine, equipped with a Powerfin three-bladed ground adjustable composite propeller. According to the aircraft logbooks, it's most recent condition inspection was completed when the most recent engine was installed new, on January 12, 2007. At that time, the airplane had accumulated 270.8 total hours of operation. Prior to the accident flight, the airplane had accumulated 283.4 total hours of operation.

McKellar-Snipes Regional Airport (MKL), Jackson, Tennessee was located about 25 miles northeast of the accident site. The recorded weather at MKL, at 1353, was: wind from 080 degrees at 5 knots; visibility 10 miles; sky clear; temperature 8 degrees Celsius; dew point minus 6 degrees Celsius; altimeter 30.42 inches of mercury.

The airplane impacted the runway near the departure end, and came to rest upright on a heading of 130 degrees. A postcrash fire ensued, which consumed a majority of the wreckage, including the fabric. The right wing had separated from the fuselage and the left wing had partially separated. The left and right ailerons were approximately neutral and the flaps were retracted. The empennage remained intact and did not exhibit impact damage. The elevator trim tab remained in a fixed, bolted position. Control continuity was confirmed from the ailerons, through cables to push-pull tubes, to the cockpit control stick. Continuity was confirmed from the flaps, through cables to the flap handle, which had separated in the cockpit. Continuity was also established from the rudder, through cables to the rudder pedals in the cockpit. Elevator control continuity was confirmed from the elevator via push-pull tubes, through a melted separation in the cabin, to the control stick in the cockpit.

The cockpit was consumed by fire and no cockpit instrumentation was recovered. The pilot's front seat could be adjusted to three different bolted positions, and it had remained in a bolted position. Additionally, the owner reported that the pilot's 4-point harness also remained intact.

The engine sustained thermal damage and remained partially attached to its mounts. The propeller hub remained attached to the engine and the three composite propeller blades had melted. All four cylinders remained attached to the engine and the sparkplugs remained attached to the cylinders, but had partially melted into the cylinders. The carburetor, single magneto, fuel filter, oil reservoir, and rear accessory housing had separated from the engine and melted. The starter remained attached and the engine was rolled upright by hand. The crankshaft could be rotated approximately 30 degrees by hand; however, impact and thermal damage precluded further engine continuity examination.

An autopsy was performed on the pilot by the Office of the Shelby County Medical Examiner, Memphis, Tennessee, on December 12, 2011. The cause of death was noted as "Blunt force injuries with a contributing factor of ruptured Berry aneurysm."

Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. The test results were negative for drugs and alcohol.