N724WD

HISTORY OF FLIGHTOn December 10, 2011, about 1258 mountain standard time, an experimental, amateur-built Van's RV7-A, N724WD, was substantially damaged when it impacted terrain near Surprise, Arizona, shortly after the pilot reported a problem in cruise flight. The certificated private pilot, who was also the builder and owner of the airplane, was fatally injured. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight.

The pilot based the airplane at Glendale Municipal Airport (GEU), Glendale, Arizona, in a hangar that he shared with two other RV owners. According to information provided by Federal Aviation Administration (FAA) personnel, the airplane departed GEU about 1226. Luke Air Force Base (LUF), Glendale, was situated about 5 miles west of GEU. Review of LUF ground tracking radar data revealed that the entire flight was captured by the radar system. The LUF radar first acquired the airplane at 1227:27, as it was climbing through an altitude of 1,300 feet above mean sea level (msl), and broadcasting a beacon code of 1200 on its transponder. The airplane flew about 25 miles to the northwest of GEU, maneuvered for a short time, and then began tracking back towards GEU. The flight altitude varied irregularly between about 2,700 and 3,300 feet msl.

About 1255:50, when it was about 12 miles northwest of GEU, the airplane began decelerating from its 100-knot ground speed. The airplane slowed to about 60 knots and began a descent. About 1256:25, when the airplane was at an altitude of 2,500 feet, the first 7700 beacon code return was received. The pilot transmitted a "mayday" call to LUF Approach about 25 seconds later, and stated that he was having a problem and was "going down." No further communications from the airplane were received, and the final radar return was received at 1257:21.

A flight instructor and a student who were flying in the same vicinity, and operating on the same radio frequency as the accident airplane, heard the pilot's radio communications. No ELT signals were obtained by any aircraft or facilities. The instructor and student were able to visually locate the wreckage, and guided a first responder helicopter to the site about 45 minutes after the accident.

The wreckage was located about 800 feet north of the final radar return, on flat terrain, at an elevation of 1,330 feet. Examination of the wreckage revealed ground scars and damage consistent with a nose-down impact, with little or no horizontal velocity. All aerodynamic surfaces and flight controls were located in the wreckage. Fuel spillage from the right wing tank was observed, but there was no fire. A handheld Garmin GPSMap 296 unit was recovered from the wreckage, and retained for data download. PERSONNEL INFORMATIONAccording to FAA records, the pilot held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical certificate was issued in July 2010, and his most recent flight review was completed in January 2011.

Review of the pilot's flight logbook indicated a total flight experience of about 713 hours. The pilot conducted the first flight and all the FAA Stage 1 testing of the airplane. He accrued about 340 hours in the airplane, over a period of 5 years and 2 months. The logbook annotations only contained one explicit reference to aerodynamic stalls; that reference was dated November 24, 2006. At that time, the pilot had about 21 hours in the airplane. The pilot's flight logbook contained multiple references to mechanical issues that were not included in the airplane maintenance records.

Interviews and/or communications with persons familiar with the pilot's flying habits typically described him as a "straight and level flyer" who did not like stalls, and who did not do aerobatics or other more aggressive style flying.

The FAA Civil Aeromedical Institute conducted forensic toxicology examinations on specimens from the pilot, and reported that no carbon monoxide, cyanide, ethanol, or any screened drugs were detected. According to the Maricopa County Arizona Office of the Medical Examiner, the cause of death was "blunt impact injuries." AIRCRAFT INFORMATIONFAA and pilot records indicated that the airplane was built in 2006 by the pilot. Examination of the pilot's airframe maintenance records did not reveal any significant problems with, or maintenance on, the airframe. A hangar mate of the pilot was not aware of any significant or unusual problems with the airplane.

The airplane was powered by an Eggenfellner conversion of a Subaru EJ-25 series automobile engine. The engine was a 4 cylinder, liquid cooled unit with an electric fuel pump, electronic ignition, and electronic fuel metering. These items were monitored and controlled by the engine control module (ECM), frequently referred to as the engine control unit (ECU). Examination of the pilot's engine maintenance records did not reveal any significant problems with, or maintenance on, the engine. No records containing any age or time in service information for the engine prior to its installation in the airplane were located.

The engine was equipped with Eggenfellner "Generation III" propeller speed reduction unit (PSRU) that reduced the engine output rpm values to values suited to the propeller. Examination of the pilot's engine maintenance records did not reveal any significant problems with the PSRU.

The engine was equipped with a Quinti-Avio propeller hub which provided for electrically-controlled, electrically-driven, in-flight pitch adjustment of the three Warp Drive composite propeller blades. Examination of the pilot's propeller maintenance records did not reveal any significant problems with, or maintenance on, the hub or propeller. METEOROLOGICAL INFORMATIONThe GEU 1247 automated weather observation included wind from 080 degrees at 5 knots, visibility 20 miles, broken cloud layer at 20,000 feet, temperature 19 degrees C, dew point -7 degrees C, and an altimeter setting of 30.10 inches of mercury. AIRPORT INFORMATIONFAA and pilot records indicated that the airplane was built in 2006 by the pilot. Examination of the pilot's airframe maintenance records did not reveal any significant problems with, or maintenance on, the airframe. A hangar mate of the pilot was not aware of any significant or unusual problems with the airplane.

The airplane was powered by an Eggenfellner conversion of a Subaru EJ-25 series automobile engine. The engine was a 4 cylinder, liquid cooled unit with an electric fuel pump, electronic ignition, and electronic fuel metering. These items were monitored and controlled by the engine control module (ECM), frequently referred to as the engine control unit (ECU). Examination of the pilot's engine maintenance records did not reveal any significant problems with, or maintenance on, the engine. No records containing any age or time in service information for the engine prior to its installation in the airplane were located.

The engine was equipped with Eggenfellner "Generation III" propeller speed reduction unit (PSRU) that reduced the engine output rpm values to values suited to the propeller. Examination of the pilot's engine maintenance records did not reveal any significant problems with the PSRU.

The engine was equipped with a Quinti-Avio propeller hub which provided for electrically-controlled, electrically-driven, in-flight pitch adjustment of the three Warp Drive composite propeller blades. Examination of the pilot's propeller maintenance records did not reveal any significant problems with, or maintenance on, the hub or propeller. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest upright on level hard desert terrain with a moderate cover of bushy vegetation. The wreckage was very tightly contained, and only a few, non-structural, components (including cockpit canopy and transparency fragments, some cockpit items, and one propeller blade) were separated from the airplane. Ground scarring was consistent with the airplane remaining in essentially the same location that it struck the terrain.

The canopy was impact damaged, and found just forward of the wreckage. The nose was severely crushed in the up and aft direction. There was no rotational scoring damage to the propeller hub or to the two blades that remained attached to the hub. The third blade was fractured in multiple pieces but did not display any significant rotational scoring. All three propeller blades were determined to have been at a similar pitch setting at the time of impact. Visual examination of the engine and PSRU, which included separation of the PSRU case, did not reveal any anomalies that were consistent with pre-impact damage and that would have prevented normal operation. The PSRU gears were undamaged, and the PSRU internal oil was free of metal particles or other debris. Continuity was established from the propeller hub to the engine.

All three fixed landing gear were deformed up and aft. The cockpit/cabin area was severely deformed, and fuselage fractures were observed at the firewall and immediately aft of the cabin aft bulkhead. The cockpit/cabin longitudinal axis faced approximately 248 degrees magnetic, while the aft fuselage axis was oriented about 36 degrees tail-right relative to the forward section.

The leading edges of both wings exhibited crush damage up and aft across their full spans. The wing and nose damage was consistent with an impact angle of approximately 50 degrees nose down. Both ailerons remained securely attached to their respective wings. Both electrically-driven flaps remained attached to the wings; the right flap control link was fractured. Flap and flap actuator positions were consistent with the flaps being in the retracted position at the time of impact. Damage and witness marks indicated contact and relative motion between the right wing and fl...