FANTASY AIR SRO ALLEGRO 2007

Full Narrative

HISTORY OF FLIGHTOn July 7, 2024, at approximately 0544 mountain daylight time, a Fantasy Air SRO Allegro 2007 airplane, N969RC, was substantially damaged when it was involved in an accident near Eureka, Utah. The pilot sustained fatal injuries. The airplane was being operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as a personal flight.
A review of flight track data obtained from a commercial source showed that the airplane departed Spanish Fork Municipal Airport/Woodhouse Field (SPK), Spanish Fork, Utah, at 0358. The data showed the airplane proceeding westbound before maneuvering in the vicinity of Eureka, and landing near Holmansville Pass Road at 0426. According to acquaintances of the pilot, he routinely landed on Holmansville Pass Road, north of Eureka, to access hiking areas in the surrounding terrain. Witnesses reported observing the accident airplane parked along the road about 0530, and flight track data showed the airplane depart about 0543, then impact terrain about a minute later. The wreckage was subsequently located in a nearby field about 1,200 ft west of the road. PERSONNEL INFORMATIONA review of the pilot’s logbook showed that at the time of the accident, he had accumulated approximately 638 total flight hours, including about 17 hours flown during the 30 days preceding the accident. Most of the pilot's flight experience was acquired between 2022 and 2024. The logbook reflected 60 hours of simulated instrument time, 21 hours of flight simulator time, and 25 hours of night flight time. Most of the recorded flight time consisted of VFR cross-country operations.
The pilot was issued a first-class medical certificate in 2004, and no significant medical issues were identified. The pilot completed a Comprehensive Medical Examination Checklist (CMEC) on September 26, 2023.
The accident airplane met the definition of a Light Sport Aircraft (LSA). As such, the pilot was medically eligible to operate the aircraft using a valid driver's license, provided they complied with the requirements of 14 CFR § 61.53, "Prohibition on operations during medical deficiency," and all other applicable FAA regulations. AIRCRAFT INFORMATIONA review of airplane maintenance records showed that the most recent maintenance was completed on 06/15/2024. The most recent condition inspection was completed on 03/04/2024. METEOROLOGICAL INFORMATIONAt 0555, the reported wind at Spanish Fork Municipal Airport/Woodhouse Field (KSPK), located approximately 17 miles northeast of the accident site and the closest weather reporting station, was from 340° at 9 knots, gusting to 15 knots. Additional local wind information was available from three remote automated weather stations surrounding the accident site. At 0554, a station located 44 nautical miles northeast of the accident site reported northwest winds at 9 knots, gusting to 16 knots. At 0555, a station 45 nautical miles south of the accident site reported winds from the north-northeast at 8 knots, gusting to 20 mph. Also at 0555, a station located 35 nautical miles northwest of the accident site reported northerly winds at 11 knots, gusting to 14 knots.
Temperature and humidity observations were similar across all four reporting locations. KSPK and the three remote stations reported temperatures ranging from 30°C (86°F) to 33°C (92°F), with relative humidity values between 9% and 15%. Based on the reported conditions, the calculated density altitude was 7,236 ft.
Dust Devils
Neither of the two people who saw the parked airplane observed clouds or thunderstorms in the vicinity at the time of the event but did report observing dust devils in the area. One of those witnesses estimated the wind speed at approximately 5 to 15 mph, with occasionally higher gusts.
The property caretaker, who observed dust devils on the day of the accident but did not witness the accident itself, stated that large dust devils are commonly seen in the valley. He noted that associated wind gusts can exceed 60 mph. AIRPORT INFORMATIONA review of airplane maintenance records showed that the most recent maintenance was completed on 06/15/2024. The most recent condition inspection was completed on 03/04/2024. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed that the airplane impacted a dry, flat agricultural field about 19 miles west of SPK. A solar farm was situated north of the accident site within a bowl-shaped terrain feature surrounded by hills. The airplane came to rest on its right side on a magnetic heading of approximately 120° at an elevation of 5,251 ft mean sea level (msl).
The first identified point of contact (FIPC) with terrain was a ground scar approximately 1.5 ft in diameter and 6 inches deep, located adjacent to the nose section of the main wreckage. The debris field was distributed across the flat, open field and extended about 40 ft from the FIPC. All major components of the airplane were accounted for at the accident site. An airplane control locking device (gust lock) was located approximately 22 ft from the right wing on a bearing of 230°.
Flight control continuity was established from the cockpit to all primary flight control surfaces. Multiple separations were observed within the flight control system; each exhibited signatures consistent with overload failure. Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
A Dynon SV-D1000 (S/N 9372) was retained for data recovery. Examination revealed that the device had sustained impact damage in the accident sequence, including damage to the memory module. As a result, no data could be recovered from the unit. MEDICAL AND PATHOLOGICAL INFORMATIONThe Utah Department of Health and Human Services Office of the Medical Examiner performed the pilot’s autopsy. His cause of death was multiple blunt force injuries, and his manner of death was accident.
Toxicology testing performed at the FAA Forensic Sciences Laboratory detected citalopram, an antidepressant medication, in the pilot's system at 83 ng/mL. The pilot did not hold a current FAA medical certificate, and the FAA had no record of either his use of citalopram or the condition for which it was prescribed. Additionally, he did not report citalopram use or any related medical condition on his most recent BasicMed CMEC, dated September 29, 2021.
Citalopram and metabolite – Citalopram is a prescription medication commonly used to treat depression. N-desmethylcitalopram is a metabolite of citalopram. Studies of citalopram have not established that it causes significant cognitive or psychomotor impairment. However, citalopram may carry a warning that any psychoactive drug may impair judgment, thinking, or motor skills, and that users should be cautioned about operating hazardous machinery, including motor vehicles, until they are reasonably certain that citalopram does not affect their ability to engage in such activities. Additionally, major depression can cause cognitive impairment, particularly of executive function. A pilot on citalopram (not in combination with other psychiatric drugs) may be considered for FAA medical certification via Special Issuance, depending on evaluation of the individual pilot’s condition and response to treatment.
Other detected drugs – Metoprolol is a prescription medication that can be used as part of treatment for high blood pressure, certain arrhythmias, and certain types of heart failure. Desethyl sacubitril is the active metabolite of sacubitril. Sacubitril and valsartan are available as a prescription combination medication product that can be used to reduce the risk of cardiovascular death and hospitalization in patients with chronic heart failure. Pitavastatin is a prescription medication that can be used to help control cholesterol and reduce cardiovascular risk. Metoprolol, sacubitril/valsartan, and pitavastatin are not typically impairing and were medications reported by the pilot on his 2021 CMEC.