On July 14, 2001, about 0745 Pacific daylight time, an experimental Levitsky BD-5T, N104BD, collided with terrain near Cameron Park, California. The owner/builder was operating the airplane under the provisions of 14 CFR Part 91. The commercial pilot sustained fatal injuries; a post crash fire destroyed the airplane. The local personal flight departed Cameron Airpark about 0740. Visual meteorological conditions prevailed, and no flight plan had been filed. A witness in a car eastbound on Highway 50 said that the airplane was crossing his path from right to left and in a climb. It entered a right turn and began descending. After the turn, the airplane angled toward him on a 45-degree angle. It appeared to be moving really fast for its size. As the airplane headed toward him, he noticed that the whole airplane weaved up and down as well as left and right. He is an active private pilot, and thought that the airplane was moving faster than a glide speed. He did not observe any smoke, flames, or pieces falling from the airplane. The airplane landed about 50 yards in front of his car and immediately exploded. The nose appeared to be down slightly, and the airplane appeared to be in a slight left turn. A witness standing beside Highway 50 said that the sound of the engine caught his attention. It was loud and high-pitched; he thought that the pilot was trying to get all available power from it. He didn't think that it was going very fast. It was traveling perpendicular to the freeway, but only 125 feet above the ground. The nose moved left and right (squirming), which he thought was odd. As the airplane flew over the highway, it banked hard to the right and lost altitude. The airplane turned parallel to the freeway, and the erratic movement increased. The terrain sloped down at this point, and the airplane continued downhill parallel to the slope. The airplane cleared power lines, but then dropped rapidly until it hit the shoulder of the freeway. The engine sounded like it was running until the airplane cleared the power lines, and then he thought that the engine died. The kit manufacturer reported that the pilot had been in contact with them while he constructed the airplane. He told them that his initial flights occurred at Mather AFB in early May 2001. The flights went well, and he was happy with the airplane's performance. He did slow flight and landings on the first 2-hour flight. He moved the airplane to Cameron Park, but damaged the tailskid, landing gear, and prop when the control stick grip came off during the landing flare. The pilot repaired the airplane, and the manufacturer disassembled and inspected the propeller hub. The manufacturer replaced the actuating cam guide pins as a precaution. The pilot told the manufacturer that he modified the propeller quadrant, and had broken the propeller position sensor. The pilot did not like the modification, and went back to the original quadrant. He did lengthen the prop pitch control lever, and felt that this improved prop control sensitivity. The pilot substituted the manufacturer's electric trim for the cable actuated trim system. The only deviations from the plans that the manufacturer was aware of were the trim and the changed pitch control lever. The manufacturer provided data that indicated that the airplane fell within acceptable weight limits and center of gravity ranges. The Safety Board investigator-in-charge (IIC) and the Federal Aviation Administration (FAA) accident coordinator examined the wreckage at Plain Parts, Pleasant Grove, California. The airplane sustained severe thermal and mechanical damage. Cables operated the elevator and rudder; torque tubes operated the ailerons. All flight controls remained connected at the control surfaces; however, investigators were unable to establish control continuity due to the damage. One propeller blade was in the feather position, and separated at the attach point. The other two prop blades were at 45-degree angles. The IIC had the manufacturer examine the propeller hub under the supervision of the FAA. They disassembled the hub and noted that all three drive pins sheared, which allowed the blades to rotate in any direction. Other than the mechanical damage, they found no improper hardware, and the blades had been installed correctly. Investigators discovered no anomalies with the airframe or engine.