N4332JHosman Jack/Hosman Judith RV-4 · 1992

On October 14, 2019, at 1156 eastern daylight time, an experimental, amateur-built Vans RV-4, N4332J, was substantially damaged when it was involved in an accident near Cameron, North Carolina. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to a friend of the pilot, who was also his flight instructor, the accident pilot departed from Rooster Field Airport (84NC), Cameron, North Carolina, to Woodward Field Airport (CDN), Camden, South Carolina, on Saturday morning, October 12, 2019, to attend an Experimental Aircraft Association (EAA) fly-in. Later that afternoon, during the takeoff climb for the return flight, the airplane's canopy separated from the airframe, and the accident pilot returned and landed uneventfully at CDN. The pilot told him via telephone on 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 flight instructor advised him not to fly the airplane without the canopy.

According to a private pilot based at CDN, he met the accident pilot for the first time at the EAA fly-in and they planned to fly their respective airplanes in a loose formation to 84NC on Monday morning. He reported that they both arrived at CDN 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 he saw the accident airplane. The private pilot subsequently landed at 84NC shortly after 1200 and did not see any sign of the accident airplane.

A Garmin 296 GPS device was found at the accident site and contained flight track data from the accident flight and several past flights. The recording for the accident flight began at 1044, and at 1046, data consistent with a takeoff from runway 24 at CDN was recorded. 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 84NC at 500 ft GPS altitude and 67 knots, and entered the left downwind leg of the airport traffic pattern for runway 9. At 1156:29, about .25 mile from the runway 9 threshold, the airplane entered a left base leg at 63 knots and an altitude of 455 ft. The airplane continued on a left base, slowing to 57 knots and maintaining altitude, and the last recorded data point showed the airplane on a heading of 139° true, at 54 knots groundspeed, at an altitude of 440 ft, about 480 ft from where the main wreckage was found. The following figure shows the accident flightpath in red, in addition to three other flight tracks in October, believed to be flown by the accident pilot in the accident airplane.

Figure: The accident flight GPS flight track (in red) and three previous flights from October

A Federal Aviation Administration (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. There was no emergency locator signal received from the airplane after the accident.

According to Leidos Flight Service, there was no record that the pilot received a weather briefing before the flight, 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. Review of the pilot’s logbook indicated that he had logged 581.5 hours total flight experience, of which 390.5 hours were pilot-in-command and 50.4 hours were in the accident airplane. The pilot recorded 7 hours of flight experience in the 90 days before the accident. 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. According to the airplane's builder logs, the airworthiness certificate was issued with the airplane equipped with a bubble-style canopy.

According to the Emergency Locator Transmitter (ELT) ACK Technologies model E-04 installation manual, an approved antenna must be used with the ELT, and the antenna must be mounted externally on metal airframes such as the accident airplane.

The 1156 recorded weather observation at Moore County Airport (SOP), Pinehurst/Southern Pines, North Carolina, located about 8 miles southwest of the accident site, included wind variable at 3 knots, clear skies, and 10 statute miles visibility. The temperature was 22°C, the dew point was 11°C; and the altimeter setting was 30.10 inches of mercury.

The pilot who flew formation with the accident pilot for a majority of the accident flight reported that he landed on runway 9. He recalled that the wind was from the northwest, about 5-10 knots, and there seemed to be a gusting tailwind or left quartering tailwind on final approach. He added that "the wind was wrong for the whole situation;" however, he was informed by the accident pilot prior to flight that 84NC was a "one-way airport," meaning that pilots needed to land on runway 9, and take off from runway 27.

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. According to the airplane's builder logs, the airworthiness certificate was issued with the airplane equipped with a bubble-style canopy.

According to the Emergency Locator Transmitter (ELT) ACK Technologies model E-04 installation manual, an approved antenna must be used with the ELT, and the antenna must be mounted externally on metal airframes such as the accident airplane.

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 and oriented on a 050° heading. All major components of the airplane were found with the main wreckage, and 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 magneto switch 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). The ELT was installed in the baggage compartment and was found set to the “arm” position and was undamaged. The ELT was not connected to an external antenna as required per its installation manual. During a postaccident test, the ELT was dropped from a height of about 10 ft; an emergency beacon sound was heard immediately after it contacted the ground on the frequency 121.5 via a handheld aviation radio.

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. No portions of the canopy were located at the accident site.

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 obtained on all cylinders. All spark plugs produced spark during engine rotation; each was 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 black in color and no metal or debris was observed.

According to a publication from Van's Aircraft, the RV-4 aerodynamic stall speed was 52 mph (45 knots).

Van's Aircraft reported that they did not have any specific flight data information on how the airplane would perform in flight without the canopy; however, they were aware of other events where a canopy was lost in-flight, and a safe landing was completed. They added that drag will increase and more power will be required for a given airspeed, and deceleration will be more rapid with any power reduction. Furthermore, they reported that there would be a possibility of reduced elevator and rudder effectiveness due to disturbed airflow over the tail surfaces. They concluded by reporting that there is an unknown effect of abnormal airflow over the static ports, which could lead to erroneous pitot-static instrument indications.

According to the North Carolina Department of Health and Human Services Office of the Chief Medical Examiner autopsy report, the cause of the pilot's death was multiple blunt force injuries, and the manner of death was accident. With the exception on an enlarged heart (500 grams), there was no evidence of any significant natural disease identified.

Toxicology testing performed for the Office of the Chief Medical Examiner was negative for ethanol in the pilot's blood. The FAA Forensic Sciences Laboratory toxicology testing detected the muscle relaxant cyclobenzaprine and its active metabolite, norcyclobenzaprine, in blood (0.006 micrograms per milliliter (µg/mL) and 0.013 µg /mL, respectively). Urine testing was inconclusive for cyclobenzaprine and positive for norcyclobenzaprine.

Cyclobenzaprine is a prescription medication commonly marketed as Flexeril. It is indicated for muscle relaxation for acute, painful musculoskeletal conditions. Norcyclobenzaprine is the major metabolite of cyclobenzaprine. Cyclobenzaprine carries the warning that its use may impair mental of physical ability for performing hazardous tasks. The therapeutic range for cyclobenzaprine is 0.005 to 0.040 µg/mL and its half-life averages around 18 hours.