History of Flight
On May 2, 2008, at approximately 1630 Pacific daylight time, a Yakovlev Yak 52 airplane, registered as N62813, was substantially damaged when it impacted terrain while maneuvering near Green Mountain Airport (WA67), Vancouver, Washington. The commercial pilot and his passenger were killed. The airplane was registered to and operated by the pilot under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which departed from WA67 about five minutes prior to the accident.
A witness at WA67 reported observing the airplane depart to the west and execute a 180-degree turn back toward the airport. The witness stated the airplane made a high-speed pass over the runway about 30 to 40 feet above ground level (agl) on an easterly heading and pitched upward abruptly near the end of the runway into a steep climb out. During the climb, the airplane performed an "aileron roll to the right." At the completion of the roll, the airplane appeared level when a slight movement was observed, "as if it hit turbulence." The airplane then descended nose-low, eventually below a tree line.
A second witness, about half a mile east of the runway, reported observing the airplane overfly his position below 200 feet agl. The witness stated the engine sounded at high power as the airplane rolled upside down to the right and remained inverted for a few seconds before descending below the tree line nose-low. The witness added that the engine sound remained constant with no sudden power changes.
A third and fourth witness, located just east of the runway, reported observing the airplane overhead at about 200 feet agl. They stated the airplane rolled inverted and back upright before descending nose-low below the tree line, with the engine running at full power until impact.
Personnel Information
The pilot, aged 66, held an airline transport pilot certificate with an airplane multi-engine land rating, a commercial pilot certificate with airplane single-engine land and sea ratings, and type ratings in multiple transport category aircraft. He also held a mechanic certificate with airplane and powerplant ratings. He was issued a third-class airman medical certificate on December 2, 2007, with the limitation "must have available glasses for near vision, not valid for any class after." His logbook was not recovered. On his most recent medical certificate application, he reported 20,000 total flight hours. His most recent flight review was completed on June 8, 2006.
Aircraft Information
The 1980 experimental Yakovlev Yak 52 (serial number 800608) was a tandem-seat, low-wing, aerobatic, single-engine airplane. It was powered by a 360-horsepower nine-cylinder Vedeneev M-14P radial engine driving a two-bladed counter-clockwise rotating constant-speed wooden propeller. Aircraft maintenance records were not located.
Meteorological Information
Recorded data from the Portland International Airport (PDX) automated surface observation station, about 7 miles southwest of the accident site, at 1653 indicated: wind from 100 degrees at 7 knots, visibility 10 statute miles, few clouds at 6,000 feet, broken cloud layer at 11,000 feet, overcast ceiling at 25,000 feet, temperature 20°C, dew point 6°C, and altimeter setting 30.05 inches of Mercury.
Wreckage and Impact Information
Examination of the wreckage by a Federal Aviation Administration inspector revealed the airplane came to rest upright in a wooded area about one mile east of WA67. Ground scars were consistent with impact in a nose-low attitude. All flight control components were located at the site. A witness reported fuel leaking from the left side shortly after the accident.
The recovered wreckage was examined at AvTech Services, Maple Valley, Washington. The fuselage was separated into two pieces with heavy deformation from the engine firewall aft to the rear cockpit. The right horizontal stabilizer, elevator, vertical stabilizer, and rudder were intact and undamaged. The left horizontal stabilizer and elevator were cut by recovery personnel.
The right wing was separated just inboard of the aileron with leading edge crushing from the wingtip about four feet inboard. The inboard portion was cut by recovery personnel. The left wing was separated from the fuselage and buckled throughout with leading edge deformation; the outboard portion was separated inboard of the aileron.
Flight control continuity was established from the cockpit to all primary controls. The aileron and elevator control torque tubes were separated in multiple areas; fracture surfaces were consistent with overload or cutting. Rudder control cables remained attached to the forward and aft rudder pedals and were separated in multiple areas; all separations were consistent with overload.
The left fuel tank was separated from the wing and bulging outward; the right wing fuel tank remained intact but both tanks were breached. The center wing tank was not located. No anomalies were noted in the airframe examination.
Engine examination revealed it remained attached via the engine mount. Forward spark plugs were removed from each cylinder except two that were damaged. Rotational continuity was established throughout the engine and valve train when the crankshaft was rotated by hand using the propeller assembly. Thumb compression was obtained on seven of nine cylinders; damage was observed to the two rocker arm push rods for the remaining cylinders.
The carburetor was separated from the engine; the throttle arm moved freely. Carburetor fuel screens were intact and free of debris; about two to three ounces of fuel-like liquid was removed. The airframe fuel filter was free of debris; about four ounces of brown/black liquid was removed from the unfiltered side. No anomalies were noted with the engine.
Two propeller blades were separated from the hub; one blade remained attached but fractured and splintered about eight inches outboard. One separated blade was partially fractured mid-span. The third blade was not recovered.
Medical and Pathological Information
The Clark County Medical Examiner's office conducted an autopsy on May 4, 2008, determining the cause of death as "Multiple blunt force trauma." The FAA's Civil Aeromedical Institute performed toxicology tests; carbon monoxide, cyanide, volatiles, and drugs were tested. An unspecified amount of Diphenhydramine and Quinine were found in the urine.