N393MC

HISTORY OF FLIGHTOn September 2, 2015, about 1403 eastern daylight time, a privately owned and operated, experimental amateur-built RV-8A airplane, N393MC, crashed into a pond adjacent to the Twin Lakes Airport (8A7), Advance, North Carolina, shortly after takeoff. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The airplane was destroyed by impact forces and the two occupants (both pilot rated) were fatally injured. The flight originated about 3 minutes earlier from 8A7.

Before departure, there was no comment made by either occupant about what maneuver (if any) they would perform on takeoff. Witnesses on the airport reported observing a thorough preflight inspection performed by either one or both occupants. After boarding the airplane, the front seat occupant passed a handheld tablet computer to the rear seat occupant and was heard to say, "you navigate", before the canopy was closed and the engine was started. The airplane was taxied to runway 27 where an engine run-up was performed, which included a check of the magnetos and propeller; no discrepancies were reported.

The airplane became airborne in the normal/typical location for that type of airplane, then climbed in a normal attitude to between 700 and 800 feet. The flight remained in the traffic pattern for runway 27, and flew over runway 27 between 200 and 300 feet above ground level at an estimated speed between 190 and 200 knots. Three witnesses, who were located on the ramp south of the runway near the approach end of runway 27, reported that when the airplane was at about ½ way along the runway, it briefly pitched slightly nose down. At that time one of the witnesses thought they were going to do a roll or some other maneuver and said words to the effect, "oh my god he is going to roll it" though he thought the flight was too low at the start of the maneuver. The airplane then pitched slightly nose up and began to roll to the left, which began about 1 to 1.5 seconds after the slight pitch-up and turned into a barrel roll. As the airplane became inverted the nose came down to about a 30-degree nose low attitude but the roll continued.

While south of the runway, the tail appeared to lower and the airplane was in a nose-up attitude The airplane impacted the water and smoke was observed. No smoke was noted trailing the airplane during the flight, and nothing separated from the aircraft during the flight. The engine was heard to operate normally throughout the flight with no discrepancies and no power settings change from the flyover until the engine stopped at impact. One of the witnesses indicated he was not in any position to see the flight control surfaces during the final portion of the flight, but he did not see the canopy open during the flight. The maneuver was described by one of the witnesses as it, "…did not look like a deliberate maneuver. I've seen snap rolls, barrel rolls, aileron rolls. I know what those maneuvers look like, and it was not one of those maneuvers."

Another witness who observed the airplane descend below the tops of nearby buildings just west of his location, then heard the impact drove to the site and extinguished a small postcrash fire by stomping it out. PERSONNEL INFORMATIONThe front seat occupant, age 68, held a private pilot certificate with an airplane single engine land rating originally issued March 29, 2015. On the application for that certificate, he listed 78.7 hours of total flight experience; the checkride was performed in a Cessna 150L. There were no records of enforcement actions. He held a Federal Aviation Administration (FAA)-issued third class medical certificate, with a limitation to wear corrective lenses for near and distant vision issued July 8, 2014.

The rear seat occupant, age 71, held a commercial pilot certificate with airplane single engine land, airplane multi-engine land, and instrument airplane ratings. A review of his FAA airman records revealed no records of enforcement actions. He held an FAA-issued third class medical certificate with a limitation to wear corrective lenses issued May 1, 2014. On the application for the medical certificate he listed a total civilian flight hours as 2,526. Friends reported he was formerly a pilot for the U.S. Air Force, was an instructor pilot in T-38's, and was familiar with aerobatic flight. AIRCRAFT INFORMATIONThe tandem-seat RV-8A airplane was built in 2001. It was powered by a Lycoming IO-360-A1B6 engine and equipped with a constant speed Hartzell HC-C2YK-7766A2 propeller. Both seats were equipped with flight controls for roll, pitch, and yaw; however, the rear seat was not equipped with any engine control. The airplane was co-owned by both occupants, and was purchased on September 8, 2014.

Review of the maintenance records revealed the airplane's last condition inspection was completed on September 25, 2014. The airplane total time on that date was recorded to be 152.32 hours.

On the day of the accident while at 8A7, maintenance was performed to the airplane's brakes. The maintenance log entry associated with that work indicated that the airplane had accumulated 232 flight hours. METEOROLOGICAL INFORMATIONA surface observation weather report taken at Davidson County Airport (EXX), Lexington, North Carolina, at 1355, indicated the wind was calm, the visibility was 10 statute miles, and clear skies existed. The temperature and dew point were 32 and 19 degrees Celsius, respectively, and the altimeter setting was 30.06 inches of mercury. The accident site was located about 10.9 nautical miles and 316 degrees from EXX. AIRPORT INFORMATIONThe tandem-seat RV-8A airplane was built in 2001. It was powered by a Lycoming IO-360-A1B6 engine and equipped with a constant speed Hartzell HC-C2YK-7766A2 propeller. Both seats were equipped with flight controls for roll, pitch, and yaw; however, the rear seat was not equipped with any engine control. The airplane was co-owned by both occupants, and was purchased on September 8, 2014.

Review of the maintenance records revealed the airplane's last condition inspection was completed on September 25, 2014. The airplane total time on that date was recorded to be 152.32 hours.

On the day of the accident while at 8A7, maintenance was performed to the airplane's brakes. The maintenance log entry associated with that work indicated that the airplane had accumulated 232 flight hours. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted a pond adjacent to the airport. The main portion of wreckage consisted of the fuselage, empennage, and portion of main spar, and was about 206 feet and 214 degrees from the departure end of runway 27.

Components of the airplane were located in the pond, on land, and in close proximity to the main wreckage. Debris from the airplane was oriented on a magnetic heading of 320 degrees. A fuel sheen was noted on the water, and trees/bushes adjacent to the pond immediately adjacent to the accident site exhibited browning consistent with fuel spill. All components necessary to sustain flight remained attached or were in close proximity to the accident site.

The left wing which exhibited extensive impact damage, the full span was accounted for, and the lower wing skin exhibited fire damage. The flap remained attached at the hinge, but the aileron with attached balance weight separated and was found in close proximity to the wreckage. The aileron bellcrank to aileron pushrod remained connected to the bellcrank attached to the aft side of the main spar; however, the rod end near the aileron control surface exhibited bending overload. The aileron bellcrank to stick pushrod exhibited bending overload about 7 inches outboard from the wing root. Closer examination of the bellcrank attached to the aft side of the main spar revealed the lower portion of the bellcrank adjacent to the aileron bellcrank to stick pushrod was slightly deformed down consistent with contact by the end of the pushrod. The main spar just inboard of the aileron bellcrank was buckled aft.

Examination of the right wing revealed it was fragmented in multiple pieces, but the full span including the wingtip was accounted for. The flap and aileron were separated but both were recovered. Examination of the aileron revealed the leading edge was crushed down and aft, and the aileron balance weight was separated but not recovered. The aileron bellcrank to aileron pushrod was bent about midspan and also near the control surface. The pushrod remained connected to the bellcrank on the aft side of the main spar, but was separated from the rod end near the control surface; the threaded portion of the rod end near the aileron control surface was bent and fractured. The aileron bellcrank to stick pushrod remained attached to the bellcrank on the aft side of the main spar but was fractured due to bending overload just outboard of the attach point at the bellcrank and also at the wing root. Distortion of the aileron bellcrank attached to the aft side of the main spar was noted at the attach points for both pushrods. The exterior surface of the aileron bellcrank to aileron pushrod near the bellcrank attach point revealed multiple marks oriented about 50 degrees to the span on the rod adjacent to 2 rivets. One rivet exhibited a flat spot immediately adjacent to the 50-degree marks, while another rivet exhibited a wear/chafing spot. Personnel from the recovery crew reported that the threaded portion of the rod end near the bellcrank attached to the aft side of the main spar fractured while unloading the wreckage from the trailer. The flap was deformed and pulled from hinge.

Examination of the empennage revealed all primary and secondary structure and flight control surfaces remained attached. The right horizontal stabilizer was bent up in form of an inverted "V". The elevator pushrod was bent but remained attached at the rear and intermediate bellcran...