N419B

HISTORY OF FLIGHTOn March 1, 2016, about 0840 central standard time, an experimental amateur-built Van's RV-6A airplane, N419B, impacted terrain during takeoff from runway 35 at the Elmdale Airpark (82TS), near Abilene, Texas. The airline transport pilot and his passenger were fatally injured. The airplane was destroyed. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed, and the flight was not operated on flight plan. The flight was destined for Henderson, Nevada, and was originating from 82TS at the time of the accident.

A witness reported that he picked the pilot and passenger up at a local hotel and brought them to 82TS. The pilot had refueled the airplane the previous day upon arrival at 82TS. The pilot checked weather and performed a preflight inspection of the airplane. According to the witness, the airplane taxied to the threshold of runway 35, and the pilot performed an engine run-up, which sounded normal. The airport windsock indicated winds from the north-northwest. After takeoff, the airplane drifted slightly right (east) in a wings-level climbing attitude. A left turn to the west with a bank angle of more than 30° began, and the airplane pitched nose-up followed by an immediate nose-down spin to the left. The witness then lost sight of the airplane due to a rise in terrain. The witness and another airport tenant drove to the accident site and observed that the airplane had impacted terrain.

Recorded data recovered from the airplane indicated that, at 0822:07, the airplane was on the ramp west of the runway. Due to non-recovered data between 0822:07 and 0839:11, the airplane's taxi path to the end of runway 35 could not be determined. By 0839:11, the airplane had begun its takeoff roll on runway 35. Around 0839:34, the airplane began a climbing roll to the right. By 0839:45, the airplane had begun to roll left and track left. The last recovered point from the recording was at 0839:49, and showed a GPS altitude of 1,930 ft, a pitch-down attitude, a left roll in excess of 80°, and an indicated airspeed of 79 knots (kts). PERSONNEL INFORMATIONThe 63-year-old pilot held a Federal Aviation Administration (FAA) airline transport pilot certificate with a multi-engine rating. He held commercial pilot privileges for single-engine land airplanes. The pilot was issued an FAA second-class medical certificate during his most recent medical examination dated February 16, 2016. The medical certificate had a limitation that the pilot must have glasses available for near vision. On the application for this medical certificate, the pilot reported that he had accumulated 8,010 hours of total flight time and 10 hours of flight time in the 6 months before the exam. AIRCRAFT INFORMATIONThe airplane, which was constructed from a Van's Aircraft, Inc., RV-6A kit, was completed in 2001, and the airplane's special airworthiness certificate was issued on August 4, 2001. The airplane was a single-engine, low-wing monoplane, configured to seat two occupants in a side-by-side seating arrangement. It was constructed primarily from aluminum alloy materials, and it had a fixed tricycle landing gear arrangement. The airplane was powered by a 180-horsepower Lycoming O-360-C1G engine, serial number L-31710-36A. The engine drove a two-bladed, constant-speed Hartzell propeller. The airplane was equipped with a forward-opening, tip-up canopy. Endorsements in the airplane's logbooks indicated that a condition inspection was completed on May 4, 2015, and that the airplane had accumulated 791.2 hours of total time at that date. The pilot signed an FAA Aircraft Registration Application form for the airplane dated January 10, 2016.

The airplane kit manufacturer provided the following stalls speeds for a typical RV-6 kit airplane in coordinated flight.

Bank Angle 0° 30° 45° 60°

Flaps Retracted 49 kts 53 kts 58 kts 69 kts

Flaps Extended 45 kts 49 kts 54 kts 64 kts METEOROLOGICAL INFORMATIONAt 0752, the recorded weather at the Abilene Regional Airport, near Abilene, Texas, located about 3 miles from 82TS, included wind 340° at 12 kts, visibility 10 statute miles, sky condition clear, temperature 11°C, dew point 2°C, and altimeter 30.10 inches of mercury. AIRPORT INFORMATIONThe airplane, which was constructed from a Van's Aircraft, Inc., RV-6A kit, was completed in 2001, and the airplane's special airworthiness certificate was issued on August 4, 2001. The airplane was a single-engine, low-wing monoplane, configured to seat two occupants in a side-by-side seating arrangement. It was constructed primarily from aluminum alloy materials, and it had a fixed tricycle landing gear arrangement. The airplane was powered by a 180-horsepower Lycoming O-360-C1G engine, serial number L-31710-36A. The engine drove a two-bladed, constant-speed Hartzell propeller. The airplane was equipped with a forward-opening, tip-up canopy. Endorsements in the airplane's logbooks indicated that a condition inspection was completed on May 4, 2015, and that the airplane had accumulated 791.2 hours of total time at that date. The pilot signed an FAA Aircraft Registration Application form for the airplane dated January 10, 2016.

The airplane kit manufacturer provided the following stalls speeds for a typical RV-6 kit airplane in coordinated flight.

Bank Angle 0° 30° 45° 60°

Flaps Retracted 49 kts 53 kts 58 kts 69 kts

Flaps Extended 45 kts 49 kts 54 kts 64 kts WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest upright about 189 ft and on a magnetic heading of 330° from the departure end of runway 35. The airplane's resting heading was about 360° magnetic. The airplane's propeller and propeller flange separated from the engine crankshaft. The propeller was found embedded in the ground about 1 ft below the surface. When removed, the propeller blades exhibited chordwise abrasions and leading-edge nicks. The engine mounts and engine cowling were deformed rearward and crushed consistent with the nose of the airplane impacting terrain. The leading edge of both wings exhibited aft deformation consistent with a nose-low impact with terrain. The empennage was attached to the fuselage and wrinkle deformation was observed at the juncture of the two.

The cockpit canopy was found separated from the fuselage. The canopy's latch was found in the latched position, and the latching assembly was deformed, consistent with impact damage. The canopy handle was missing from its canopy handle block. The center section of the canopy handle block, which holds the canopy handle, exhibited a vertical tear where the canopy handle was housed. The left aileron separated from its wing. The control stick was moved, and the attached right aileron and the elevators moved accordingly. The rod end to the left aileron moved when the control stick was moved. The control cables at the rudder pedals were manipulated by hand, and the rudder moved. Flight control continuity was established.

A liquid consistent with 100 low lead aviation fuel was found in the fuel line routed to the engine-driven fuel pump and in the fuel line to the carburetor. The right magneto was found separated from its accessory pad. Both magnetos were removed from the wreckage, and their ignition leads cut near their towers. Both magnetos were rotated by hand, and sparks were observed at all ignition leads. The engine-driven fuel pump sustained impact damage, and its base was separated from its body. The engine-driven fuel pump produced suction when its slotted shaft was manipulated with a flat-bladed screwdriver. A liquid consistent with the smell of aviation gasoline subsequently exited the engine-driven fuel pump fitting. The sparkplugs were removed. One spark plug was oil fouled, and the remaining plugs exhibited a brown color consistent with normal combustion. The carburetor was removed from the intake. The carburetor's mounting base was fractured. The carburetor finger screen was removed, and no debris was observed in the screen. The mixture and throttle cables were pulled in the cockpit, and corresponding motion on the carburetor linkages was observed. The propeller control in the cockpit was pulled, and corresponding motion on the governor linkage was observed. Engine control continuity was established.

The cover over the vacuum accessory pad was removed, and a splined adapter tool was inserted in the pump drive base to turn the engine accessory gears. All cylinder rocker covers were removed. The engine produced a thumb compression at all cylinders when the adapter tool was rotated by hand. No rocker or valve movement anomalies were observed when the adapter tool was rotated. Crankshaft and camshaft continuity were established. ADDITIONAL INFORMATIONAccording to the airport manager at 4M1, the airplane arrived there about 1600 on Saturday, February 27, 2016. He stated that the pilot did not sound accustomed to aircraft radio phraseology, and the airplane made its approach well below glideslope, almost at the tree tops; he did not see the landing/rollout.

The airport manager reported that the pilot was the only person onboard and that the pilot told him that he had just arrived from Florida. The manager fueled the airplane with 12.5 gallons of 100 low lead aviation gasoline. The pilot remarked to the manager how little fuel he had burned since his takeoff from Florida, and he stated he was going to Las Vegas. The pilot purchased a quart of motor oil for the airplane. However, the manager did not see the pilot add the motor oil to the airplane, nor was there a used bottle in the trash receptacle on the aircraft parking ramp after the airplane departed about 1000 the next day (February 28, 2016). The airport manager observed the airplane depart with the pilot and a male passenger onboard. Again, the pilot sounded unfamiliar with radio usage and phraseology. The pilot asked where the airport's tower was locat...