History of Flight
On February 16, 2008, at approximately 1250 Pacific standard time, a Munson RV-6A (registration N154RM) experienced a loss of engine power and subsequently collided with terrain during a forced landing approximately 1 mile south of Stanwood, Washington. The pilot operated the airplane under Title 14 Code of Federal Regulations Part 91. The private pilot and single passenger were killed, and the airplane was substantially damaged. Visual meteorological conditions prevailed, and no flight plan was filed. The personal flight originated from Arlington Airport, Arlington, Washington, at about 1230.
During the flight, the pilot was in radio communication with her husband on the ground. She reported that she had lost power and that she was landing in a field. A witness reported hearing the aircraft approach, observing it descending, and then hearing the impact. The wreckage was located in an open field with the nose of the airplane embedded in the ground and the tail elevated at a 45-degree angle.
Personnel Information
The pilot, age 55, held a private pilot certificate for airplane single engine land issued October 14, 2000, and a third-class medical certificate issued June 12, 2006. Examination of a copy of her latest logbook revealed total flight time of 1,154.4 hours in single engine airplanes, with 240.5 hours in the RV-6A as of February 15, 2008. Her last biennial flight review was conducted on December 23, 2006.
Aircraft Information
The two-seat, low-wing, fixed landing gear airplane, serial number 25117, was manufactured by Roger J Munson in 2000 and registered as an amateur built experimental category airplane. It was powered by an Aero Sport Power Ltd, O-320-D1A, 160 horsepower, experimental category engine. Review of the maintenance logbook records showed an annual inspection completed June 10, 2007, at a recorded tachometer reading of 824.1. The Hobbs meter reading at the accident site was 859.2.
Wreckage and Impact Information
The main wreckage was located in the southwestern corner of a large open field. The airplane was nosed into the earth with the tail standing up at a 45-degree angle. The wings and tail were still attached to the airframe. There were no ground scars leading up to the wreckage. On-scene responders reported a strong petroleum odor and fuel on the ground under the nose and under the left wing. The fuel selector was in the off position, and the magneto switch was in the both position.
On February 22, 2008, a Federal Aviation Administration (FAA) inspector and a technical representative from Textron-Lycoming Motors examined the wreckage at Arlington Municipal Airport, Arlington, Washington. Fuel was found in the fuel system leading up to the carburetor. Fuel was in the carburetor bowl and tested negative for water contamination. The right magneto was separated from the engine accessory section, hanging by its spark plug leads, and the left magneto was observed to have rotated in its mount, precluding the engine timing from being checked. Both magnetos sparked when actuated by hand. The carburetor heat lever was trapped in the off position with the knob broken off in the cockpit. The airbox was crushed, but the carb heat valve appeared to be in the off/cold position. The spark plugs were gray in color and exhibited no mechanical damage. The engine was rotated by hand using the propeller; thumb compression was achieved on all four cylinders, and a borescope exam established the mechanical continuity of the engine. Flight control continuity was established from the cockpit to all control surfaces.
Medical and Pathological Information
An autopsy performed on February 18, 2008, by the Snohomish County Medical Examiner documented blunt force injuries to the head, neck, upper extremities, torso, and lower extremities. The cause of death was listed as a result of those injuries. Forensic toxicology performed by the FAA Forensic Toxicology Team (CAMI) tested negative for carbon monoxide, cyanide, ethanol, and listed drugs. Ephedrine and pseudoephedrine were detected in blood.
Additional Information
At 1255 on the day of the accident, the Arlington Municipal Airport recorded a temperature of 46 degrees Fahrenheit and a dew point of 37 degrees Fahrenheit. According to a standard carburetor icing chart, these conditions would have made the carburetor susceptible to serious icing at cruise power.