N6035LCommander Aircraft 114-B · 1994

On September 12, 2019, about 0945 central daylight time, an Infinity Powered Parachutes IPP2 powered parachute (PPC), N6035L, sustained substantial damage when it was involved in an accident near Eustace, Texas. The private pilot sustained fatal injuries. The PPC was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

According to the wife of the pilot, she heard the PPC flying around the local area several times after takeoff near their property; the PPC then departed the local area. According to a witness, he observed the PPC flying "erratic" and low about 10 to 15 ft above the trees and power lines. He reported the pilot seemed to have control of the PPC and did not appear to have any mechanical issues.

Another witness reported that he observed the PPC flying "extremely low" just above the trees and power lines. The witness surmised that the pilot was looking for a place to land. He stated it did not appear the PPC had any mechanical issues, and the fabric parachute canopy was "full" while he was observing it.

A third witness, who was a neighbor to the pilot, reported he observed the PPC fly over his property and then turn south and disappeared from his view. He reported it sounded like the pilot tried to apply additional power to the engine and there were two "snapping sounds" followed by the sound of an impact. He responded to the accident site and discovered the pilot lying inside the cart, upside down and unconscious. He observed a wire wrapped around the pilot and the cart.

The pilot did not hold an active Federal Aviation Administration (FAA) medical certificate. His last FAA medical examination was on July 11, 1997. At that time, he reported no active medical condition or medication use; he had previously reported hypertension. He was issued a FAA third-class medical certificate limited by a requirement that he wear corrective lenses; this certificate expired for all classes on July 30, 1999.

A FAA aviation safety inspector (ASI) responded to the accident site. The accident site was documented, and the wreckage was examined. The PPC came to rest in a flat, open grass field on its left side but was then moved upright by first responders. The left side of the PPC impacted the ground about 100 ft east of a separated wire. The debris path indicated the PPC was on an easterly heading between the separated wire and the impact site. The PPC sustained substantial damage to the metal tubing of the cart. The FAA ASI observed about 1/4 of a tank of fuel onboard, and the fuel tank was intact.

All components of the cart and the engine were located at the accident site. Cart and engine control continuity was established. An examination revealed no preimpact mechanical malfunctions or failures with the cart and engine. A review of the PPC's maintenance records revealed no evidence of any uncorrected mechanical discrepancies with the cart and engine.

The separated wire was about 1/4 inch diameter, which was consistent with steel. The wire was estimated to be about 29 ft above the ground near the grass field. The wire separated from the utility pole and it was displaced toward the PPC's resting site. The wire that was impacted did not have aerial markers installed nor was it required to.

Complacency

The FAA Powered Parachute Flying Handbook FAA-8-8083-29 discusses complacency during PPC flight operations and states in part:

It is possible the outside environment can become a distraction to the necessary situational awareness of flying (i.e., situational complacency). Hence, in-flight accidents can be due to the pilot's failure to see obstructions (power lines and tower cables) and to anticipate weather-related turbulence and its resultant negative effects on a PPC's light wing (i.e., wind rotors or mechanical turbulence).

Minimum Safe Altitudes

14 CFR Part 91.119 discusses minimum safe altitudes for operations over other than congested areas and states:

An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.

American Forensics, Mesquite, Texas, conducted an autopsy of the pilot. The cause of the death was attributed to multiple, blunt force injuries and hypertensive and atherosclerotic cardiovascular disease. The autopsy identified an area of greater than 99% stenosis at the midportion of his left anterior descending coronary artery. The heart was described as enlarged, with dilation of both ventricles. Cavitary brain lesions of his inferior right occipital lobe and right basal ganglia were identified, consistent with areas of old ischemic stroke. No other significant natural disease was identified.

The FAA's Forensic Sciences Laboratory, Oklahoma City, Oklahoma, performed toxicology tests on specimens from the pilot. The toxicology tests detected hydrocodone (28 ng/ml in femoral blood, and 2770 ng/ml in urine), dihydrocodeine (in femoral blood, and 312 ng/ml in urine), hydromorphone (2851 ng/ml in urine), carvedilol (in femoral blood and urine), atorvastatin (in femoral blood and urine), amlodipine (in femoral blood and urine), salicylate (in urine), and acetaminophen (108 µg/ml in urine).

NMS Labs, Horsham, Pennsylvania, performed toxicology tests on specimens from the pilot. The toxicology tests detected hydrocodone (32 ng/ml in femoral blood) and hydromorphone (1.3 ng/ml in femoral blood).

According to personal medical records, the pilot had high blood pressure, high cholesterol, and arthritis; had previously sustained a stroke with an associated visual deficit; and had undergone multiple surgeries for various neuromusculoskeletal issues. In August 2019, he was taking hydrocodone/acetaminophen, a combination of an opioid and a non-opioid pain medication. He was also taking the blood pressure medications carvedilol, losartan, and amlodipine; the cholesterol medication atorvastatin; the anti-inflammatory medications meloxicam and aspirin; and zinc, fish oil, and vitamins.