Event CHI05LA030

Factual narrative

On November 13, 2004, about 1500 central standard time, an amateur-built Hedge Bede-4, N435BD, piloted by a commercial pilot, was substantially damaged during an in-flight collision with terrain near North Omaha Airport (3NO), Omaha, Nebraska. The flight was approaching to land on runway 17 (2,480 feet by 40 feet, concrete) at the time of the accident. The flight was being conducted under 14 CFR Part 91 without a flight plan. Visual meteorological conditions prevailed. The pilot sustained fatal injuries. The local flight departed 3NO about 1440 and was conducting takeoffs and landings in the traffic pattern when the accident occurred. A witness to the accident informed sheriff's deputies that he saw the airplane flying low in a southerly direction. He stated that he heard a loud noise and saw the airplane spiraling toward the ground, subsequently impacting the ground nose first. The accident site was located approximately 540 feet north of the approach end of runway 17. The airplane was oriented on a 040-degree magnetic heading. Debris was confined to the area immediately surrounding the aircraft. No impact marks in the terrain except for those in the immediate vicinity of the aircraft were observed. An individual who knew the accident pilot reported that he had the tendency to make "flat, skidding" turns, with little or no bank angle. He noted that he had never flown with the accident pilot, but had observed his flying from the ground. The post-accident examination of the airframe and engine conducted by Federal Aviation Administration (FAA) inspectors did not reveal any anomalies. Flight control continuity was verified from the control surfaces to the cabin area. Internal engine and accessory section continuity was verified by crankshaft rotation. Compression was obtained at all cylinders. Spark plug appearance was consistent with normal operation. The magnetos appeared undamaged and the drive gears turned freely. The magnetos were not functionally tested. Fluid consistent in appearance and odor to fuel was present in the fuel strainer, electric boost pump and engine drive fuel pump. The strainer and fuel servo screens were free of contaminants. The accident airplane was a Hedge Bede-4 (serial number 435) low-wing, single-engine configuration. Federal Aviation Administration (FAA) records indicated that an experimental airworthiness certificate was issued for the airplane on June 11, 1993. According to the aircraft records, the total airframe and engine time was approximately 265 hours. A condition inspection was completed on May 20, 2003, at 255 hours. The accident pilot held a commercial pilot certificate with single and multi-engine land, and instrument-airplane ratings. His pilot certificate included Boeing 707 and 720 type ratings. He was issued a Third-Class airman medical certificate on May 29, 2003. His most recent flight review was completed on March 20, 2004. He reported a total flight time of 9,200 hours on his last medical certificate application. An autopsy of the pilot was performed at the Douglas County Hospital on November 14, 2004. The FAA Civil Aerospace Medical Institute toxicology report was negative for all tests performed. The airplane was substantially damaged when it impacted terrain following a stall/spin while on approach to land. A witness reported he saw the airplane flying low in a southerly direction. He stated that he heard a loud noise and saw the airplane spiraling toward the ground, subsequently impacting the ground nose first. The accident site was located approximately 540 feet north of the approach end of runway 17. The airplane was oriented on a 040-degree magnetic heading. Debris was confined to the area immediately surrounding the aircraft. No impact marks in the terrain except for those in the immediate vicinity of the aircraft were observed. An individual who knew the accident pilot reported that he had the tendency to make "flat, skidding" turns, with little or no bank angle. A post-accident examination of the airframe and engine did not reveal any evidence of a pre-impact anomaly. Flight control continuity was verified from the control surfaces to the cabin area. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12