N3333S

HISTORY OF FLIGHT

On April 5, 2002, about 1505 eastern standard time, a Piper PA-16, N5293H, and a Betts RV6A, N3333S, registered to private owners, operating as 14 CFR Part 91 personal flights, collided in flight while landing to runway 27 right at Lakeland-Linder Regional Airport, Lakeland, Florida. Visual meteorological conditions prevailed and no flight plan was filed for either airplane. Both airplanes sustained substantial damage. The private pilot in the PA-16 was seriously injured injuries and the private pilot in the RV6A was fatally injured. The PA-16 flight originated from Perry, Florida, on April 5, 2002, at 1330. The RV6A flight originated from Cross City, Florida, on April 5, 2002, at an undetermined time.

The Sun N' Fun Fly-In, Lakeland, Florida, Notice to Airman, effective April 7-13, 2002, states that controllers will contact pilots on the aircraft radio using the pilots aircraft color and type of aircraft to provide sequencing and other arrival and traffic information. The controllers may ask the pilots to rock their wings as an acknowledgement for instructions.

The air traffic controller working as the local controller in the Lakeland tower stated that several airplanes were approaching from the north. The maroon RV6A was in front of the gray PA-16 on the downwind for runway 27 right. He called the base leg for the RV6A and the pilot was slow to respond. He called the base leg for the PA-16 and the separation looked good between the two airplanes. He observed the PA-16 overtaking the RV6A on final and instructed the RV6A to side step to runway 27 left, but the pilot did not respond to his instructions. He repeated the instructions but the RV6A pilot did not respond. He then informed the PA-16 pilot, "blue and white high wing keep it up keep it higher cause there's someone behind you keep it higher." The PA-16 pilot did not respond to the instructions. The nose of the RV6A was observed to pitch up violently and both airplanes collided in flight about 100 feet above the ground.

PERSONNEL INFORMATION

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot of the PA-16 was issued a private pilot certificate on October 24, 1997 with ratings for airplane single engine land, and airplane multiengine land. The pilot held a third class medical certificate issued on November 3, 2001 with a special restriction and waiver issued on a basis of demonstrated medical fitness. The pilot stated on his application for the FAA third class medical certificate that he had accumulated 1,300 hours. The pilot stated on the NTSB Pilot/Operator Aircraft Accident Report that he had accumulated 1,336 total flight hours with 1,086 in the PA-16. The pilot's last recorded biennial flight review was conducted on July 3, 2001.

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot of the RV6A was issued a private pilot certificate on July 25, 1996, with ratings for airplane single engine land, and instrument airplane. Review of the pilot's logbook revealed the last recorded biennial flight review was on May 1, 2001. The last recorded entry in the pilot's logbook was on March 24, 2002, and 1,605.2 hours had been recorded. The pilot held a third class medical certificate issued on March 21, 2002, stating he must wear corrective lenses. The pilot stated on his application for the FAA third class medical certificate that he had accumulated 1,700 hours. The pilot was issued a statement of demonstrated ability on October 7, 1988 with the limitation must wear corrective lenses with the following physical defects, no useful vision in the right eye.

AIRCRAFT INFORMATION

Review of airplane logbooks for the PA-16 revealed the last recorded engine overhaul was conducted on September 3, 1977, and the engine had accumulated 1,525 hours since major overhaul. The last recorded annual inspection was conducted on April 4, 2001. The total recorded airframe hours at the time of the accident were 3,134.

Review of the airplane logbooks for the RV6A revealed the last recorded condition inspection was conducted on November 5, 2001 at 310.9 hours. The hour meter at the crash site indicated 343.1 hours. The airplane had flown 32.2 hours since the last recorded condition inspection.

METEOROLOGICAL INFORMATION

The nearest weather reporting facility at the time of the accident was Lakeland-Linder Regional Airport, Lakeland, Florida. The 1455 surface weather observation was: wind 350-degrees at 7 knots, visibility 10 miles, 5,000 scattered, temperature 79 degrees Fahrenheit, dew point temperature 57 degrees Fahrenheit, and altimeter 30.04.

WRECKAGE AND IMPACT INFORMATION

The wreckage of the PA-16 and the RV6A was located in the grass 38 feet south of the runway center line adjacent to runway 27 right and about 480 feet from the taxiway A sign. Plexiglas was noted on the runway 81 feet down the crash debris line. Numerous pieces of RV6A cockpit canopy were along the crash debris line. A propeller blade strike was present on the runway, and an indentation from the propeller spinner of the PA-16 was noted on the runway 446 feet down the crash debris line and about 30 feet south of runway centerline.

Examination of the crash site revealed the RV6A was heading about 268-degrees magnetic descending to the left while the PA-16 was on a heading of 270-degrees magnetic, and the left main landing gear of the PA-16 collided with the upper surface of the RV6A empennage behind the cabin area. The propeller blades struck the cockpit area. Both airplanes collided with the runway in a right wing low attitude. The RV6A came to rest on a heading of 328-degree sitting up right. The PA-16 came to rest in a nose down right wing low attitude on a heading of 012-degrees magnetic with its left wing above the tail section of the RV6A.

Examination of the PA-16 revealed the engine assembly was displaced to the left and pushed aft into the left side of the engine firewall. The forward fuselage tank sustained impact damage. The fuel tank and fuel lines were not ruptured, but fuel was leaking on the grass. The propeller spinner exhibited evidence of rotational scoring. Both propeller blades remained attached to the propeller hub. One propeller blade tip was curled aft with numerous propeller blade strikes/impact marks noted on the leading edge of the propeller blade, and chordwise surface scratches were present. The remaining propeller blade tip was curled aft and twisted with a propeller blade strike present on the trailing edge of the propeller tip.

The cabin windshield was broken and the forward windshield support mounts were displaced to the left. The forward fuselage skin forward of the right windshield pillar was crushed inward and displaced to the left. The main landing gear remained attached to the fuselage. The lower fuselage aft of the cabin area on the right side was displaced upward and rearward. Both horizontal stabilizers, elevators, rudder, and vertical stabilizer were not damaged. No damage was noted to the lower fuselage aft of the cabin area on the left side.

The right wing was displaced aft. The leading edge of the right wing sustained compression damage extending inward to the forward spar and extending outboard from the wing root to the right wing tip. The right wing struts were attached to the forward and aft spar and to the fuselage attach points.

The left wing leading edge sustained leading edge compression near the center wing section 4- feet 4-inches outboard of the wing root extending outboard 8-feet 5-inches. The compression damage extended inward to the leading edge spar. A faint paint transfer of maroon paint was noted on the leading edge skin. A fuel stain was present on the top of the left wing in the vicinity of the fuel filler cap. The left wing main fuel tank and lines were not ruptured. The forward lift strut on the left wing was bent downward 12-inches from the wing attach point. A gray paint transfer was noted on the leading edge of the lift strut. The left main landing gear had a gray paint transfer on the tire.

All components necessary for flight were present at the crash site. Continuity of the flight controls was confirmed for pitch, roll, and yaw. There were no separated or disconnected flight control cables. Control continuity was established to the primary and secondary flight controls. The control stick assembly, elevator tube and elevator bell crank were intact and attached to one another. The aileron cables were routed around the bell cranks in the left and right wing through pulleys to the control stick.

Examination of the engine assembly revealed no evidence of a precrash mechanical failure or malfunction. The crankshaft was rotated by hand and internal engine continuity was confirmed. All four cylinders produced compression. Fuel was present in the carburetor and in the fuel lines forward of the engine firewall. All spark plugs exhibited light gray carbon deposits in color. Both magnetos sparked at all towers. The ignition harness sustained impact damage.

Examination of the wreckage of the RV6A revealed the engine assembly and the propeller assembly remained attached to the airframe. The engine assembly was displaced to the left. The nose wheel was collapsed and displaced to the left. The composite spinner exhibited evidence of rotation. One propeller blade was bent aft about 15-degrees with some twisting towards the low pitch, a blue paint transfer was present and chord wise scoring was present. The remaining propeller blade was not damaged. A blue paint transfer was present on the upper right side of the engine cowling. A blue paint transfer was present on upper right side of the lower engine cowling.

The cabin windshield was broken and four propeller strikes were present on the upper windshield support brace which was displaced to the right. The aft sliding canopy ...