RV Accident reports from May 94' to Dec 96'
Accident occurred DEC-22-96 at JULIAN, CA
Aircraft: FARHAT RV6A, registration: N961CP
Injuries: 2 Fatal.
The pilot received a full preflight weather briefing and an
update briefing before takeoff. The briefings included
information from a SIGMET and 3 AIRMETS, forecasting moderate to
severe turbulence and icing along his route of flight. The
conditions were expected to improve overnight; however, the pilot
elected to depart that day. While en route, he reported icing
conditions and requested a lower altitude. Shortly after
receiving clearance to a lower altitude, the pilot reported being
unable to hold the new altitude. He was asked if he could
maintain terrain obstruction clearance, but he replied that he
was in clouds. The pilot was then asked to try to maintain the
minimum vectoring altitude (MVA) and to fly a heading that would
keep him in that sector. The pilot was assigned a new heading and
reminded of the MVA, but his responses were unintelligible.
Contact with the pilot was lost. Subsequently, the aircraft
impacted terrain at an elevation of about 4,600 ft. Wreckage was
scattered over a distance of about 150 ft. An NTSB weather study
identified conditions that were conducive for clouds, turbulence,
windshear, and icing. The aircraft was not equipped with
anti-icing or deicing equipment.
Probable Cause
flight by the pilot into known adverse weather conditions, which
resulted in the accumulation of airframe ice and an inability to
maintain clearance (proper altitude) from mountainous terrain.
Moderate to severe icing conditions in clouds, turbulence, and
mountainous terrain were related factors
Accident occurred NOV-14-96 at COTTONWOOD, AZ
Aircraft: Moody RV-6, registration: N12033
Injuries: 1 Serious.
The pilot stated that after returning from a local flight, he
entered the airport traffic pattern for a landing on runway 32.
He said that carburetor heat was pulled on and an initial power
change was made from cruise power to 2,200 rpm. After reducing
the power further to 1,800 rpm, the engine began to run rough.
The pilot attempted to increase engine power; however, the engine
continued to run rough until it finally stopped producing power
altogether. While the engine problems were occurring, the pilot
declared a mayday and attempted to land on runway 14, but he had
insufficient altitude and the airplane collided with terrain
about 200 yards short of the pavement. The pilot reported that
both fuel tanks had been topped off the day before the accident
flight, and a preflight check showed no sign of moisture.
Postaccident inspection of the engine by an airframe and
powerplant mechanic revealed no discrepancy. The temperature at
the time of the accident was 59 degrees Fahrenheit, and the dew
point was 34 degrees Fahrenheit. Reference to a carburetor icing
probablity chart for the temperature/dew point spread revealed
that the points were in an area of the chart delineated
"moderate icing cruise power/serious icing glide
power."
Probable Cause
loss of engine power for undetermined reason(s).
Accident occurred OCT-12-96 at HURRICANE, UT
Aircraft: Keith VANS RV-6A, registration: N16DK
Injuries: 2 Fatal.
The pilot took off in dark night conditions. The private
airport's pilot-controlled runway lighting controller was
malfunctioning at the time, and this had been reported to airport
users. The runway lights could be turned on manually upon
request, but the president of the airport landowners association
reported that the pilot did not request the lights to be turned
on for the accident flight. He was current for night flight
according to Federal Aviation Regulations, but had not flown at
night for almost two months and had logged only 15.2 hours of
total night flight time. A witness reported that the aircraft
became airborne, and that about two minutes later there was a
very loud "thud" at which point the engine noise
ceased. Investigators who responded to the accident scene found
no evidence of aircraft or engine malfunction, and photographed
the airplane's vertical speed indicator captured at a 1,900 foot
per minute descent rate indication. Toxicology tests on the pilot
detected 0.094 ug/ml diphenhydramine (Benadryl), a sedating
antihistamine, in the pilot's blood, 0.152 ug/ml diphenhydramine
in liver fluid, and 33.400 ug/ml acetaminophen (Tylenol) in lung
fluid.
Probable Cause
the pilot's impairment of judgment and performance due to drugs
(diphenhydramine) which led to spatial disorientation and loss of
aircraft control. Contributing to the accident were: dark night
lighting conditions; inoperative airport runway lights; the
pilot's inadequate preflight planning/preparation; and the
pilot's lack of total experience in night flight.
Accident occurred OCT-09-96 at ROSHARON, TX
Aircraft: DICKSON RV-3A, registration: N3920P
Injuries: 1 Uninjured.
The pilot was doing "some formation flying and sight
seeing" with a friend in another airplane. The pilot stated
that he "pulled the power back to approximately 1,000 RPM in
order for my friend to catch up with me." Approximately 30
to 45 seconds went by and the pilot advanced the throttle to
discover that he had "no power." The pilot performed a
forced landing and impacted a transmission wire starting a fire
in the engine compartment before he got to the ground. After
landing, the pilot immediately exited the airplane and the
airplane subsequently burned. The pilot, who is also an aircraft
mechanic with an Inspection Authorization, reported that he
suspects that the aircraft's engine power loss was due to
"carburetor icing." The temperature and dew point
reported in the local area at the time of the accident place the
ambient air well inside the possible carburetor icing area on an
icing probability curves chart.
Probable Cause
The pilot's failure to follow procedures and directives in that
he did not use carburetor heat and he did not periodically clear
the engine during an extended glide. Factors were the carburetor
icing weather conditions and the transmission wire.
Accident occurred SEP-17-96 at MUNCIE, IN
Aircraft: Thocker RV-4, registration: N952JT
Injuries: 2 Fatal.
Two pilots departed in the amateur built airplane for a local
flight. About 10 miles from the departure airport, the airplane
was observed to descend into the terrain. The activity of the
airplane prior to the accident and/or the individual operating
the airplane controls at the time was not determined. Subsequent
to the accident an examination of the airplane determined that
the carry-through portion of the horizontal stabilizer, which
included the forward attachment for the vertical stabilizer, had
become disconnected in flight. The particular part was not found.
The entire right horizontal stabilizer and the outboard half of
the right elevator departed the airplane in-flight. The lower
rudder attach fitting bolt was missing at the impact site, and
there was no evidence that the bolt was in place at the time of
the accident.
Probable Cause
was the in-flight disconnection of the horizontal and vertical
stabilizer forward attachments.
Accident occurred AUG-16-96 at VAN HORN, TX
Aircraft: VAN'S AIRCRAFT RV-4, registration: XBINF
Injuries: 1 Minor.
According to the pilot, "about an hour into the flight I
noticed oil running down the inside of the firewall. The oil
pressure gauge showed low oil pressure to the engine." The
pilot further stated that he reduced power and began a gradual
descent toward the nearest airport. Approximately 12 miles from
Van Horn, Texas, the "engine failed completely." The
pilot performed a forced landing to an area of brush and sand
dunes, and the airplane came to rest in an inverted position.
Postcrash examination of the engine's oil cooler revealed a crack
in the first drawn cup tube.
Probable Cause
loss of engine power due to a cracked oil cooler, which led to
the loss of all lubricating oil and an engine seizure. The lack
of suitable terrain for a forced landing was a related factor.
Accident occurred JUL-14-96 at MANDEVILLE, AR
Aircraft: Smith RV4, registration: N83FS
Injuries: 2 Uninjured.
While on short final for runway 18, the pilot advanced the
engine throttle to maintain glide path, but the engine did not
respond. The airplane came to rest in water about 200 yards short
of the approach end of the runway.
Probable Cause
a loss of engine power for undetermined reasons.
Accident occurred JUN-29-96 at BOULDER, CO
Aircraft: PREVATT RV-6, registration: N194JP
Injuries: 2 Fatal, 2 Uninjured.
The pilot of the RV-6, N194JP, was crossing over the airport
at traffic pattern altitude (6,100 feet msl, 812 feet agl) en
route to Englewood, Colorado. The pilot of the glider, N103LM,
was approaching the airport at pattern altitude and was getting
ready to turn onto the downwind leg. The front seat passenger in
the glider yelled that there was an approaching airplane directly
in front. The pilot of the glider made a steep left bank and
deployed his dive brakes in an evasive maneuver. According to
witnesses, the glider's right wing tip struck the approaching
RV-6's propeller, right main wheel, and lower cowling. The glider
continued the left bank and landed safely. The RV-6 was seen to
make a steep right bank and fly towards the northwest. The pilot
of the RV-6 transmitted a distress call on the UNICOM frequency.
Witnesses then observed the RV-6 to make a steep left turn,
stall, and impact a lake near the runway threshold.
Probable Cause
Poor judgment by the pilot of the RV-6, N194JP, in that he
traversed an uncontrolled airport at traffic pattern altitude,
failure of the pilots of both airplanes to see and avoid each
other, and an inadvertent airplane stall encountered by the pilot
of the RV-6 while maneuvering for an emergency landing.
Accident occurred JUN-17-96 at HOUSTON, TX
Aircraft: Harmon RV-3 ROCKET, registration: N41HR
Injuries: 1 Uninjured.
During landing on runway 12L at the William P. Hobby Airport,
Houston, Texas, the pilot noticed flames between his feet. He
exited the runway to the left and deplaned. Examination of the
airplane by the FAA inspector revealed that a high pressure fuel
line on the right side of the engine, had a hole burned into it.
The fuel line had been improperly installed to within one inch of
the exhaust pipe. Further examination revealed that the right
main landing gear had been damaged by a "previous
landing," and an aft engine mount had a break that
"appeared to be old." The airplane was destroyed by the
fire.
Probable Cause
The improper installation of the fuel line with insufficient
clearance from the exhaust system, resulting in a hole being
burned into the fuel line.
Accident occurred JUN-14-96 at INYOKERN, CA
Aircraft: Vans RV6, registration: N43BL
Injuries: 1 Serious, 1 Minor.
The pilot and pilot rated passenger departed and climbed to
6,500 feet msl, and performed an aileron roll. The pilot returned
to the airport and entered the landing traffic pattern. After
turning onto the base leg, he decided he needed more room between
the airplane and the end of the runway, so he turned away from
the runway. During this maneuver, the airplane buffeted and
aileron and elevator control were lost. The pilot further
reported that he applied full engine power, but the airplane
stalled and crashed into the ground. Two witnesses observed the
airplane on the base leg, and while maneuvering during its last
few seconds of flight. Both of the witnesses estimated that the
airplane was not flying higher than 300 feet agl. The witnesses
reported seeing the aircraft turn away from the landing runway,
enter a steep left bank turn and then turn back toward the
runway. Both witnesses stated that during the turn/maneuver the
bank angle increased to at least 80 degrees. The airplane
appeared to stall and then descend into the terrain. The pilot
rated passenger said the pilot pushed the aircraft beyond its'
capabilities. The temperature was about 105 degrees Fahrenheit
with a density altitude of about 6,000 feet.
Probable Cause
the pilot's failure to maintain control of his airplane and
stalled while intentionally performing a low altitude maneuver on
base leg in a high density altitude environment.
Accident occurred MAY-11-96 at ENGLEWOOD, CO
Aircraft: JERRELL RV-4, registration: N44AZ
Injuries: 1 Fatal, 1 Uninjured.
The pilot of the RV-4, N44AZ, had made initial contact with
the control tower on the west arrival frequency, and was
instructed to report entering a right downwind for runway 17R,
which he acknowledged. At about the same time, the pilot of the
Sukhoi SU-29, N55SU, made initial contact with the control tower
on the east arrival frequency and was instructed to report on a
left base for runway 17L. Both pilots were subsequently cleared
to land on their respective runways. Instead of landing on his
assigned runway 17R, the pilot of the RV-4 landed on 17L. The
SU-29 then landed on top of the RV-4. The FAA's ATC handbook
advises controllers to restate the landing runway whenever there
is a possibilty of a conflict with another aircraft which is
using or planning to use another runway. The threshold of runway
17R is 1,800 feet beyond the threshold of runway 17L. The airport
was hosting an open house at the time, and airborne flights from
a "Parade of Flight" were in progress.
Probable Cause
failure of the pilot of the RV-4, N44AZ, to comply with an ATC
clearance by landing on the wrong runway, and the failure of the
pilot of the SU-29, N55SU, to maintain an adequate visual
lookout. Factors in the accident were: the failure of the air
traffic controller to restate the landing runway to the pilot of
the RV-4 during a critical period of flight, his failure to
advise the pilot of the RV-4 that operations were being conducted
on the adjacent runway, a high traffic workload which resulted
from an airport open house, and a lack of coordination to
accommodate the high traffic workload.
Accident occurred APR-01-96 at LONGMONT, CO
Aircraft: STAFFORD RV-4, registration: N84PS
Injuries: 2 Minor.
Upon arriving at the destination airport from a local cross
country flight, the pilot performed three touch and go landings.
While on the crosswind leg of the fourth pattern circuit, which
was to culminate in a full stop landing, the engine lost power
and the pilot made an emergency landing in a plowed field. During
the landing roll, one main landing gear collapsed and the
airplane nosed over. The flight originated with 11 gallons of
fuel on board, and the duration of the flight was 54 minutes.
According to the pertinent Lycoming engine chart, the fuel
consumption at 75 percent power (2,450 rpm) is 10.5 gallons per
hour. A review of the pilot's aero/medical data revealed him to
be non-current in flight proficiency and medical certification.
Probable Cause
the pilot's inadequate preflight planning and preparation in that
he failed to ensure the aircraft had sufficient fuel to complete
the flight. A factor was the soft terrain.
Accident occurred NOV-11-95 at MCCKINNEY, TX
Aircraft: LODGE RV-4, registration: N30RV
Injuries: 2 Serious.
The pilot reported that after leveling off at 1,800 feet MSL,
and during a left turn, the engine lost total power. During the
emergency descent the airplane stalled twice prior to impacting
the ground. A witness observed the airplane "losing altitude
fast" and "leveling off just prior to" ground
impact. Postaccident examination revealed that the right wing
main fuel tank did not have usable fuel, and the fuel in the left
tank measured 1/2 inch on a measuring stick. The fuel selector
handle was found in the "right main open" position, and
both fuel quantity gauges indicated near empty.
Probable Cause
the pilot's failure to refuel the airplane which led to a loss of
engine power due to fuel exhaustion, and the pilot's failure to
maintain adequate airspeed.
Accident occurred OCT-31-95 at MONTICELLO, NY
Aircraft: BISCHOFF VAN RV-6, registration: N9234B
Injuries: 2 Minor.
The pilot departed with 10 gallons of fuel onboard and with
the intention of refueling at a nearby airport. After he arrived
at the airport, instead of refueling, he remained in the traffic
pattern and performed touch-and-go landings. After the fifth
landing, the engine lost power while the airplane was on initial
climb and struck trees during a forced landing. No evidence of a
fuel spill or fuel odor was observed by those, who responded to
the site. The airplane had been airborne for about 50 to 55
minutes, when the power loss occurred.
Probable Cause
the pilot's improper inflight decision to continue flight without
sufficient fuel, which resulted in a loss of power due to fuel
exhaustion.
Accident occurred OCT-08-95 at FOREST GROVE, OR
Aircraft: CHARD RV-3A, registration: N27RV
Injuries: 1 Fatal.
The pilot of the RV-3 initiated a steeply banked right turn,
after following another aircraft in a rapid climbing maneuver.
During this turn, which was described by witnesses on the ground
as extremely tight, the right wing was seen to separate from the
fuselage. Examination of the wreckage revealed that the front
wing spar had failed just outboard of its attach fitting, and the
rear spar and rear spar doubler plate experienced a overstress
separation through the attach bolt hole. The recording
accelerometer found in the wreckage was indicating .2 G's more
than the 9 G ultimate load limit published by the designer of the
RV-3 aircraft plans.
Probable Cause
The pilot exceeded the design stress limit of the aircraft,
followed by the failure of the right wing main spar.
Accident occurred OCT-07-95 at NORTH PLAINS, OR
Aircraft: VANS RV-6T, registration: N96VA
Injuries: 2 Uninjured.
While on approach for landing, the pilot selected the left
fuel tank which was indicating more than 3/4 full. About 1/2 mile
from the end of the runway, the engine lost all power. The pilot
made a forced landing in a field of raspberries, and during the
landing flare the aircraft collided with steel fence posts and
static wires used to support the raspberries. The left tank was
found dry. An internal failure in the left tank fuel quantity
sending unit had caused it to give a false indication.
Probable Cause
Fuel starvation due to the failure of the left tank fuel quantity
sending unit which resulted in a false indication of fuel
quantity. A factor was the lack of suitable terrain for the
forced landing.
Accident occurred OCT-07-95 at LONGMONT, CO
Aircraft: RUPE RV-4, registration: N61TR
Injuries: 1 Fatal.
During flight the propeller failed shedding one blade
approximately 15 inches from the hub. The aircraft was observed
to pitch up and enter a flat spin to impact. The propeller
installed on the aircraft was a cut-down metal propeller, and the
aircraft specifications required that only wood propellers be
used. The logs indicated a wood propeller was installed on the
aircraft and no history of the metal propeller was found.
Probable Cause
the installation of an unapproved metal propeller which led to a
fatigue failure of a blade and loss of aircraft control.
Accident occurred SEP-23-95 at JACKSONVILLE, OR
Aircraft: MACPHEE VANS RV-6, registration: N726WM
Injuries: 1 Fatal, 1 Serious.
The pilot-in-command and his pilot-rated passenger departed on
a pleasure flight to attend a barbecue at a private airstrip.
Witnesses at the airstrip observed the airplane approach the
runway from the south in a landing configuration with no problems
noted. The airplane was then observed to fly over the entire
length of the airstrip and beyond about 6 feet above the runway.
The airplane then banked to the left and headed towards rapidly
rising, mountainous terrain. The airplane then impacted trees. No
abnormal engine noises were reported, and no preimpact mechanical
malfunctions were found. The carburetor heat was found partially
out, and the flaps were partially extended. Takeoffs to the north
are prohibited at the airstrip due to terrain and obstructions.
The density altitude was computed to be about 3,747 feet.
Probable Cause
the pilot-in-command's failure to maintain altitude and/or
clearance from surrounding terrain after a low pass. The
mountainous terrain was a factor.
Accident occurred SEP-01-95 at GRANTS PASS, OR
Aircraft: BRISTOL RV-6, registration: N694CA
Injuries: 1 Uninjured.
During the initial climb after takeoff, the aircraft
experienced a complete loss of engine power, and the pilot made
an emergency landing in a nearby field. The pilot completed a
successful touchdown, but the aircraft flipped over in high
vegetation during the landing roll. No reason for the power loss
could be found. The engine was subsequently reinstalled on an
aircraft, and according to the owner, the engine is currently in
operation and has functioned without problem.
Probable Cause
a loss of engine power for undetermined reasons.
Accident occurred JUL-20-95 at CORCORAN, CA
Aircraft: MARGESON/HEIDEBRINK VANS RV-3, registration: N18DT
Injuries: 1 Serious.
THE PILOT INDICATED THAT HE EXPERIENCED A LOSS OF ENGINE POWER
WHILE CRUISING ABOUT 4,000 FEET ABOVE THE GROUND AND WAS
ATTEMPTING TO MAKE A FORCED LANDING AT A PRIVATE AIRSTRIP HE
NOTICED WHILE DESCENDING. A GROUND WITNESS WAS DRIVING ON A
HIGHWAY AND OBSERVED THE AIRCRAFT GLIDING DOWN TOWARDS A FIELD.
THE WITNESS SAID THE AIRCRAFT STARTED A CLIMB FROM ABOUT 150 FEET
AGL, THEN TURNED RAPIDLY TO THE LEFT AND "CORK-SCREWED TO
THE GROUND" IN A COTTON FIELD. AFTER RECOVERY OF THE
AIRCRAFT FROM THE COTTON FIELD, THE AIRFRAME AND ENGINE WERE
EXAMINED BY AN FAA AIRWORTHINESS INSPECTOR WHO FOUND NO
DISCREPANCY IN EITHER THE WRECKAGE OR THE MAINTENANCE RECORDS.
THE ENGINE WAS REMOVED FROM THE AIRFRAME AND SENT TO AN FAA
CERTIFIED ENGINE OVERHAUL SHOP FOR EVALUATION. THE OVERHAUL SHOP
FOUND NO MECHANICAL DISCREPANCIES WITH THE ENGINE.
Probable Cause
a loss of engine power for undetermined reasons, and the pilot's
failure to maintain an adequate airspeed while maneuvering for a
forced landing, which resulted in an inadvertent stall/spin.
Accident occurred JUL-15-95 at ELK RIVER, ID
Aircraft: EDWIN J. ESTENSON RV-4, registration: N90EE
Injuries: 2 Uninjured.
DURING THE LANDING ROLL, THE AIRPLANE VEERED TO THE LEFT AND
INTO THE TALL GRASS ALONGSIDE THE AIRSTRIP. THE PILOT TRIED TO
CORRECT WITH RIGHT RUDDER CONTROL AND POWER; HOWEVER, THE
AIRPLANE CONTINUED OFF THE AIRSTRIP, THROUGH THE TALL GRASS AND
COLLIDED WITH A FENCE. THE AIRGUIDE INDICATES THAT THE RUNWAY IS
150 FEET WIDE; HOWEVER, THE PILOT REPORTED THAT THE GRASS HAD
BEEN MOWED TO ONLY A 21 FOOT WIDTH. THE REMAINING AREA AROUND THE
AIRSTRIP WAS TALL GRASS.
Probable Cause
THE PILOT FAILED TO MAINTAIN DIRECTIONAL CONTROL. THE TALL
VEGETATION WAS A FACTOR.
Accident occurred APR-12-95 at DAVIE, FL
Aircraft: PACKARD/SQUIRE RV-4, registration: N233AB
Injuries: 1 Fatal.
WITNESSES DRIVING ON A HIGHWAY REPORTED SEEING THE AIRPLANE
FLYING WESTERLY ABOUT 300 FT AGL, THEN BANK TO THE RIGHT AND
DESCEND NOSE LOW IMPACTING THE HIGHWAY. THE AIRPLANE SLID ACROSS
THE TWO EASTBOUND LANES OF THE HIGHWAY, CAME TO REST INVERTED ON
THE GRASS MEDIAN, AND WAS DESTROYED BY POSTCRASH FIRE.
EXAMINATION OF THE FLIGHT CONTROLS AND ENGINE REVEALED NO
EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. THE RIGHT WING FUEL
TANK WAS RUPTURED AT THE INBOARD FORWARD SECTION. THE LEFT WING
FUEL TANK WAS NOT RUPTURED, AND NO FUEL WAS NOTED. THE FUEL
SELECTOR WAS FOUND POSITIONED TO THE RIGHT FUEL TANK. FUEL
CONSUMPTION CALCULATIONS REVEALED ABOUT 20.7 GALS OF FUEL USED
SINCE LAST REFUELING. EACH FUEL TANK HOLDS ABOUT 16 GALS OF FUEL.
Probable Cause
ENGINE FUEL STARVATION DUE TO THE PILOT'S FUEL MISMANAGEMENT. A
LOSS OF CONTROL FOLLOWED AS THE PILOT INADVERTENTLY STALLED THE
AIRPLANE WHILE MANEUVERING FOR THE FORCED LANDING.
Accident occurred APR-02-95 at RENTON, WA
Aircraft: MIRSEPASY VAN'S RV-6A, registration: N35EM
Injuries: 2 Serious.
GROUND WITNESSES, SOME OF WHOM WERE PILOTS, OBSERVED THE HOME
BUILT AIRPLANE PITCHING UP AND DOWN DURING THE STRAIGHT-IN
APPROACH TO THE RUNWAY. NO UNUSUAL ENGINE NOISES WERE REPORTED BY
THE WITNESSES, AND NO DISTRESS CALLS WERE MADE BY THE PRIVATE
PILOT TO THE CONTROL TOWER. THE AIRPLANE WAS THEN OBSERVED TO
PITCH UP AND "SLAM HARD" ONTO THE RUNWAY AFTER A
DECREASE IN ENGINE POWER. THE AIRPLANE THEN BOUNCED INTO THE AIR
AND BEGAN TO DRIFT OFF THE RUNWAY. AFTER THE AIRPLANE IMPACTED
THE RUNWAY A SECOND TIME, THE ENGINE WAS HEARD TO "REV
UP." THE AIRPLANE THEN PITCHED UP, BANKED TO THE LEFT,
DESCENDED LEFT WING FIRST INTO THE GROUND, AND CARTWHEELED OFF
THE WEST EDGE OF THE RUNWAY. NO PREIMPACT MECHANICAL MALFUNCTIONS
WERE REPORTED BY THE PILOT OR FOUND BY INVESTIGATORS. THE WIND
WAS BLOWING STRAIGHT DOWN THE RUNWAY (FROM 330 DEGREES) AT 11
KNOTS. THE PILOT STATED THAT HE COULD NOT REMEMBER THE LANDING.
Probable Cause
THE PILOT'S FAILURE TO RECOVER FROM THE BOUNCED LANDING, AND HIS
FAILURE TO MAINTAIN CONTROL OF THE AIRPLANE. CONTRIBUTING TO THE
ACCIDENT WAS THE PILOT'S FAILURE TO MAINTAIN AN ADEQUATE DESCENT
RATE TOWARD THE RUNWAY.
Accident occurred FEB-25-95 at BRIGHTON, CO
Aircraft: MORRISON, MARVIN E. RV-4, registration: N872MM
Injuries: 2 Minor.
DURING INITIAL CLIMB FOLLOWING TAKEOFF, THE ENGINE LOST POWER
AND THE PILOT CONDUCTED A FORCED LANDING TO A PLOWED FIELD. THE
LANDING GEAR DUG IN AND THE AIRCRAFT NOSED OVER. AUTOMOTIVE FUEL
WAS BEING USED IN THE AIRCRAFT AT THE TIME. AN FAA INSPECTOR, WHO
EXAMINED THE AIRCRAFT, FOUND NO EVIDENCE AS TO WHY THE ENGINE
LOST POWER.
Probable Cause
A TOTAL LOSS OF POWER FOR UNKNOWN REASONS. A FACTOR WAS THE LACK
OF SUITABLE TERRAIN FOR A FORCED LANDING
Accident occurred JAN-28-95 at ZELLWOOD, FL
Aircraft: BEEBE, DALE G. RV-6, registration: N109DB
Injuries: 1 Uninjured.
THE PILOT OF THE EXPERIMENTAL AIRPLANE STATED THE CANOPY
OPENED JUST AFTER LIFTOFF. HE FURTHER STATED HE "WAS OUT OF
RUNWAY" AND THEN REDUCED POWER IN AN ATTEMPT TO ABORT
TAKEOFF. HE FLEW PAST THE END OF THE RUNWAY, COLLIDED WITH TREES,
AND NOSED OVER.
Probable Cause
THE IMPROPER IN-FLIGHT DECISION BY THE PILOT TO ABORT TAKEOFF
WITH INSUFFICIENT RUNWAY REMAINING.
Accident occurred JAN-08-95 at LENNOX, SD
Aircraft: GAY RV-4, registration: N29PG
Injuries: 1 Fatal.
A WITNESS REPORTED THAT THE AIRPLANE WAS FLYING LOW ALTITUDE
AEROBATIC MANEUVERS IN THE VICINITY OF THE ACCIDENT SITE. RADAR
TRACKING DATA, AVAILABLE ABOVE AN ALTITUDE OF APPROX 800 FT AGL,
ALSO SHOWS A VFR TARGET CONDUCTING LOW ALTITUDE AEROBATIC
MANEUVERS. EXAMINATION OF THE WRECKAGE REVEALED NO EVIDENCE OF
PREIMPACT AIRCRAFT OR ENGINE MALFUNCTION. THE AIRPLANE HAD COME
TO REST 132 FT FROM THE FIRST IMPACT WITH THE GROUND.
TOXICOLOGICAL TESTS REVEALED 0.031 UG/ML BROMPHENIRAMINE AND
0.012 UG/ML DIPHENHYDRAMINE IN THE BLOOD SPECIMEN. THERAPEUTIC
LEVELS ARE 0.016-0.070 AND 0.100 RESPECTIVELY. BROMPHENIRAMINE
AND DIPHENHYDRAMINE (ANTIHISTAMINES) ARE ACTIVE INGREDIENTS IN
MANY NONPRESCRIPTION COLD AND ALLERGY MEDICATIONS, AND CAN CAUSE
DROWSINESS.
Probable Cause
THE PILOT'S FAILURE TO MAINTAIN ADEQUATE ALTITUDE WHILE
PERFORMING AEROBATIC MANEUVERS. THE PILOT'S IMPAIRMENT OF
JUDGMENT AND PERFORMANCE DUE TO DRUGS WAS A FACTOR.
Accident occurred OCT-19-94 at BRIDGEPORT, CA
Aircraft: STAN G. HALLAM RV-6, registration: N93SJ
Injuries: 1 Uninjured.
THE PILOT WAS COMPLETING A VFR PERSONAL FLIGHT. THE PILOT SAID
THAT WHILE ON FINAL APPROACH, HE EXPERIENCED A SINK RATE WHICH HE
WAS UNABLE TO ARREST BEFORE THE AIRPLANE COLLIDED WITH THE
TERRAIN SHORT OF THE RUNWAY THRESHOLD. HE SAID HE DID NOT
EXPERIENCE ANY MECHANICAL PROBLEMS AND THE WIND WAS CALM.
Probable Cause
the pilot's poorly planned approach, his failure to maintain the
proper airspeed and descent rate, and his failure to perform the
necessary remedial action.
Accident occurred OCT-05-94 at MARBLE FALLS, TX
Aircraft: WINN RV-6A, registration: N600CW
Injuries: 3 Minor.
DURING LANDING RUNWAY 17 THE PILOT ENCOUNTERED A "SEVERE
DOWN DRAFT" AND THE AIRCRAFT IMPACTED SHORT RESULTING IN
DAMAGE TO THE FUSELAGE AND WINGS. EVIDENCE AT THE ACCIDENT SCENE
(BENT VEGETATION) REVEALED STRONG GUSTING WINDS FROM THE SOUTH.
THE PILOT REPORTED WIND WAS FROM THE SOUTH AT ABOUT 20 KNOTS.
Probable Cause
THE PILOT'S IMPROPER COMPENSATION FOR THE WIND CONDITIONS. A
FACTOR WAS THE UNFAVORABLE WINDS
Accident occurred AUG-01-94 at GLENDIVE, MT
Aircraft: GROCE VANS RV-4, registration: N7GJ
Injuries: 1 Fatal.
An airline customer service agent observed the aircraft during
takeoff, noting that it was airborne at 10 to 15 feet above the
ground and "not really gaining altitude." She did not
witness the crash. The captain of a commuter flight noted that
"after rotation approx 25' or so, his left wing dipped
downward, aircraft seemed under powered. It was hot, Density
alt(itude) 5200' lite gusty winds." The commuter captain did
not see the aircraft crash. Witnesses noted that the airplane
became airborne in the first quarter of the runway. During
on-site inspection, FAA inspectors noted that the aft cockpit was
loaded with camping gear, including a tent, campstove, six cans
of food, a large clothing bag, camera, headset, and five or six
jars, as well as an extensive collection of aviation literature.
When the wreckage was inspected, no mechanical discrepancies were
noted by FAA personnel.
Probable Cause
AIRSPEED WAS NOT MAINTAINED AFTER TAKEOFF. A FACTOR WAS HIGH
DENSITY ALTITUDE.
Accident occurred AUG-01-94 at CARTHAGE, MO
Aircraft: STUGART VANS RV-6, registration: N29PT
Injuries: 2 Uninjured.
THE AIRPLANE BOUNCED ON LANDING AT THE MEYERS AIR PARK,
CARTHAGE, MISSOURI. THE PILOT FAILED TO MAINTAIN DIRECTIONAL
CONTROL AND THE AIRPLANE LANDED IN THE GRASS PARALLEL TO THE
RUNWAY. DURING LANDING ROLL, IN THE GRASS, THE AIRPLANE
ENCOUNTERED AN AREA WHICH HAD BEEN PLOWED, AND NOSED OVER.
Probable Cause
failure of the pilot to maintain directional control during
landing and unsuitable terrain encountered during the landing
roll.
Accident occurred JUL-19-94 at FARMINGDALE, NJ
Aircraft: HOOPES RV-6, registration: N269RH
Injuries: 1 Uninjured.
DURING LANDING THE AIRPLANE RAN OFF THE SIDE OF THE RUNWAY AND
COLLIDED WITH A DIRTBANK. ACCORDING TO THE PILOT, "UPON
TOUCH DOWN, (HE) BLANKED OUT TO SEMI-CONSCIOUS AND COULD NOT
CONTROL PLANE." THE PILOT REPORTED THAT HE HAD DONATED BLOOD
EARLIER IN THE DAY, WHICH IS WHAT HE BELIEVES IS THE REASON FOR
THE SEMI-CONSCIOUSNESS. HE STATED THAT HE SHOULD HAVE WAITED 2
DAYS AFTER THE BLOOD DONATION, BEFORE PILOTING AN AIRCRAFT.
Probable Cause
THE PILOT'S IMPROPER DECISION TO FLY AFTER DONATING BLOOD WHICH
RESULTED IN HIS INCAPACITATION.
Accident occurred JUL-17-94 at TWISP, WA
Aircraft: BLACK RV-4, registration: N144US
Injuries: 1 Uninjured.
THE PILOT OF THE AMATEUR-BUILT EXPERIMENTAL BLACK RV-4 SAID
THAT "THE BOTTOM DROPPED OUT" WHEN HE WAS ON APPROACH
FOR LANDING. THE AIRCRAFT BOUNCED BACK INTO THE AIR AFTER A HARD
LANDING, WITH ITS THROTTLE AND MIXTURE CONTROL JAMMED. THE PILOT
WAS ABLE TO FLY THE AIRCRAFT, WHICH WAS SUBSTANTIALLY DAMAGED
DURING THE HARD LANDING, TO ANOTHER AIRPORT AND SUCCESSFULLY
LAND.
Probable Cause
PROPER DESCENT RATE WAS NOT MAINTAINED DURING APPROACH.
Accident occurred JUN-16-94 at CROWHEART, WY
Aircraft: SCHELL RV-6A, registration: N48TS
Injuries: 1 Serious, 1 Minor.
THE PILOT AND PASSENGER DEPARTED ON A LOCAL SIGHTSEEING FLIGHT
INTO MOUNTAINOUS TERRAIN. DURING THE FLIGHT THEY ENCOUNTERED
STRONG WIND CONDITIONS AND THE PILOT DECIDED TO RETURN TO HIS
RANCH AND LAND. THE PASSENGER REPORTED THAT DURING THE COURSE
REVERSAL A GUST OF WIND SLAMMED THE AIRCRAFT TO THE GROUND.
Probable Cause
THE PILOT IN COMMAND'S FAILURE TO MAINTAIN ADEQUATE ALTITUDE. A
FACTOR WAS DOWNDRAFT CONDITIONS.
Accident occurred MAY-07-94 at ELBERT, CO
Aircraft: ROBL RV4, registration: N88LG
Injuries: 2 Fatal.
THE PILOT RADIOED HE WAS GOING TO MAKE A LOW NORTH-SOUTH PASS
OVER THE GLIDERPORT. WITNESSES SAID THE AIRPLANE FLEW 20 FEET
ABOVE THE GROUND, PULLED UP TO 800 FEET, DID A WINGOVER, AND
ENTERED A SPIN. ONE WITNESS SAW THE AIRPLANE STOP SPINNING JUST
BEFORE IMPACT. SHE SAID THE NOSE PITCHED UP ABRUPTLY, THE
AIRPLANE ENTERED AN ACCELERATED STALL, AND DISAPPEARED FROM VIEW
IN A FLAT ATTITUDE. THE PILOT'S LOGBOOK REVEALED 2.1 HOURS OF
AEROBATIC INSTRUCTION AND 7.1 HOURS SOLO AEROBATICS IN VARIOUS
AIRPLANES IN 1992. IN 1993 AND 1994, THE PILOT LOGGED 9.1 HOURS
OF SOLO AEROBATICS IN THE RV4, INCLUDING LOOPS, ROLLS, INVERTED
FLIGHT, WINGOVERS, AND SPINS.
Probable Cause
AN INADVERTENT STALL SPIN. A FACTOR WAS THE PILOT'S PERFORMANCE
OF AEROBATIC MANEUVERS AT AN INADEQUATE ALTITUDE.