History of Flight
On March 18, 2008, at approximately 1215 mountain standard time, an experimental Jenkins RV-7A, registration N742MJ, collided with terrain near Winslow, Arizona. The pilot/owner was operating the airplane under 14 CFR Part 91 as a local personal flight. The flight had departed Winslow-Lindbergh Regional Airport (KINW) at 1205. Visual meteorological conditions prevailed, and no flight plan was filed.
A family member of the pilot witnessed the takeoff. The airplane climbed behind a building and then descended straight down. The witness reported that the engine sputtered, then sounded as if the pilot increased power, after which the airplane went straight up, performed a maneuver she described as a "loopdy loo," and then hit the ground. An FAA inspector identified this maneuver as a nose-low longitudinal roll. The witness observed the airplane roll such that the top of the wings and cockpit were visible as it disappeared behind buildings.
According to the family member, this was the pilot's second flight in the airplane. After the first flight, the pilot reported an engine oil leak, removed the engine, disassembled it, and repaired a hole by inserting a plug. He then reassembled the engine.
Another witness, about 1 mile away, observed the airplane at approximately 500 feet above ground in an estimated 90-degree bank. The nose then dropped, and the airplane went straight down near runway 29/11. The witness stated, "it was like either he [the pilot] wasn't working or the plane wasn't working."
A line service technician at the airport reported that this was the airplane's first takeoff of the day. He saw the pilot taxi out and then fly about 700–800 feet above the runway before nosediving into taxiway Alpha nearly perpendicular to the ground. The engine was very loud during the dive, and the pilot made no attempt to recover.
FAA investigators noted a substance resembling oil near the accident site and a trail from hangar number six along taxiways to the runway. According to FAA records, N742MJ was housed in hangar six.
Personnel Information
The 84-year-old pilot held a private pilot certificate with a rating for airplane single-engine land and a third-class medical certificate issued on February 21, 2007, with no limitations or waivers. According to FAA medical records, he reported 1,500 total flight hours with 3 to 4 hours in the preceding 6 months.
Aircraft Information
The experimental RV-7A, serial number 71128, was a single-engine kit airplane built by the pilot. It was powered by a Lycoming IO-360 engine, also built by the pilot. On January 31, 2007, FAA inspectors examined the aircraft for certification in the "Experimental Amateur Built" category but did not issue an airworthiness certificate, listing 44 discrepancies. Inspectors noted the pilot seemed confused and had difficulty hearing and understanding, and one inspector reported the pilot admitted to problems remembering left from right. All inspectors agreed it was questionable whether the pilot fully understood the discrepancies. On February 18, 2007, the pilot submitted corrective actions, but the FAA could not issue a certificate due to the seriousness of some discrepancies and unacceptable corrections. A designated airworthiness representative issued the special airworthiness certificate on November 23, 2007, with phase one experimental operating limitations.
Meteorological Information
The 1156 METAR at KINW reported winds from 340 degrees at 11 knots gusting to 21 knots, visibility 10 miles, clear skies, temperature 12°C, dew point -8°C, and altimeter 30.18 inHg.
Medical and Pathological Information
Toxicological testing of the pilot's specimens found no tested drugs. Volatiles testing detected 16 mg/dL ethanol in muscle, and putrefaction was noted. Tests for carbon monoxide or cyanide were not performed.
Tests and Research
A Safety Board investigator examined the severely fragmented airframe and engine. All flight control remains were within the wreckage, and aileron control continuity was established. Multiple torque tube fractures exhibited angular and irregular surfaces; recovery personnel cut the right outboard torque tube. Continuity to elevator and rudder surfaces could not be established due to damage. A portion of crushed control torque tube remained attached to the elevator bellcrank.
The engine was highly fragmented and separated from the mount. All four cylinders, pistons, and connecting rods were present, attached to pieces of the separated crankshaft.
One propeller blade separated from the hub, bent forward with chordwise scratching, nicks, and gouges. The other blade remained attached but had its tip separated; the remainder showed chordwise scratching, twisting, and leading edge gouging. The crankshaft propeller flange remained attached to the hub.