Cedartown, GA, USA
N875FV
PAVEL Tango2
The pilot was performing a test flight to mitigate a vibration in the gyroplane. When the pilot did not return within the expected timeframe a friend alerted authorities and went to look for him. The wreckage was located about 2.5 miles from the departure airport in a cotton field where it came to rest inverted about 15 ft beyond the initial impact point. Examination of the wreckage revealed that there were no anomalies with the gyroplane that would have precluded normal operation prior to the accident. Toxicology testing identified sertraline and its metabolite desmethylsertraline, atorvastatin, and metoprolol in blood and urine. The pilot’s medications were unlikely to have resulted in impairment and therefore most likely did not contribute to the accident The pilot’s autopsy revealed severe coronary artery disease with a previous stent and severe ongoing stenosis in the left anterior descending coronary artery. While there was no obvious scar, no microscopic evaluation of the heart muscle was performed, so whether there was evidence of previous or ongoing ischemia could not be determined. However, the severity of his coronary artery disease placed him at increased risk of an acute cardiac event that could have resulted in sudden chest pain, shortness of breath, palpitations, or fainting, any of which could have been acutely impairing or incapacitating. But in this case, there is no available operational information; therefore, whether effects from the pilot’s coronary artery disease contributed to this accident could not be determined.
HISTORY OF FLIGHTOn November 4, 2019, about 1200 eastern standard time, an experimental amateur-built Tango2 gyroplane, N875FV, was substantially damaged when it was involved in an accident near Cedartown, Georgia. The pilot was fatally injured. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 as a test flight. According to a friend of the pilot, the pilot was performing a test flight to mitigate a vibration in the gyroplane. The friend watched the pilot add fuel to the gyroplane, check the oil, and perform part of the preflight inspection before the friend continued working on other things around his hangar. The friend then watched the gyroplane takeoff, fly out of sight, and noted no issues with the gyroplane. He knew that the flight test would last about 15 minutes, so after 30 minutes had passed, he alerted authorities and went to look for the pilot. The wreckage was located later that day around 1330. PERSONNEL INFORMATIONThe pilot did not possess a Federal Aviation Administration medical certificate, nor was he required to have one. According to a friend of the pilot, he had about 200-300 hours of flight time. WRECKAGE AND IMPACT INFORMATIONThe main wreckage was located in a cotton field, at an elevation of 853 ft above mean sea level, about 2.5 miles from the departure airport. The gyroplane impacted the field and then came to rest inverted about 15 ft beyond the initial impact point. The debris path was oriented on about a 270° magnetic heading. All major components of the gyroplane were located in the vicinity of the main wreckage. There was no evidence of postimpact fire, and an odor of fuel was noted at the accident site. Flight control continuity was verified from the rudder pedals to the rudder and from the cyclic to the main rotor mast. Throttle control continuity was verified from the throttle control to the engine. The main rotor mast was impact-damaged and bent aft. The main rotor would rotate 360° when moved by hand, and the pitch and roll pivot bolts were secure. The main rotor drive gear where the main rotor brake contacted the gear was examined and minor wear was noted. One of the main rotor blades was impact separated and located about 15 ft from the main wreckage and the cap was impact separated. The separated blade exhibited impact damage, was bent in the aft direction, and rotational scoring was noted. The other rotor blade remained partially attached to the main rotor head. It was bent in the positive direction, exhibited rotational scoring, the cap remained attached, and was partially bent aft. The two shims that were added to each blade to reduce the pitch angle of the main rotor blades were located in the vicinity of the wreckage. The engine was examined and no anomalies were noted that would have prevented normal operation or production of power. The vibration tester unit, which was a handheld device, that was being used by the pilot during the flight was not located. However, the cables and sensors remained attached to the airframe and rotor head. Two of the three connection points remained intact, and the third connection point was separated. In addition, the excess cable was located in the aft seat. MEDICAL AND PATHOLOGICAL INFORMATIONThe Office of the Medical Examiner, Atlanta, Georgia, performed the autopsy on the pilot. The autopsy report indicated that the cause of death for the pilot was multiple blunt force injuries. In addition, severe coronary artery disease was found with a metal stent in the proximal right coronary artery (<20% residual stenosis), native left anterior descending coronary artery with 80% stenosis, and 60% stenosis of the left circumflex coronary artery. The remainder of the heart exam was unremarkable; there was no obvious evidence of myocardial infarction, but no microscopic examination was carried out. No other natural disease was identified. Toxicology testing of the pilot was performed at the FAA Forensic Sciences Laboratory. Fluid and specimens tested negative for ethanol. Amlodipine, Metoprolol, and Atorvastatin were detected in the fluid. Fluid specimens tested positive for 108 (ng/mL, ng/g) of Sertraline and 191 (ng/mL, ng/g) of desmethylsertraline. Sertraline is a prescription antidepressant often marketed with the name Zoloft. Atorvastatin is a prescription cholesterol lowering medication often marketed as Lipitor. Metoprolol is a blood pressure lowering prescription medication that also helps protect against heart attacks.
The pilot's loss of control of the gyroplane for reasons that could not be determined based on available evidence.
Source: NTSB Aviation Accident Database
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