History of Flight
On March 18, 2009, about 1750 mountain standard time, an amateur-built Howes RV-6 experimental airplane, N6383W, was substantially damaged when it impacted terrain following a loss of control during a forced landing near Paulden, Arizona. The airplane was registered to and operated by the pilot under Title 14 Code of Federal Regulations Part 91. The private pilot, the sole occupant, was killed. Visual meteorological conditions prevailed, and no flight plan was filed. The cross-country flight originated from Sedona Airport (SEZ), Sedona, Arizona, about 20 minutes earlier, with an intended destination of Big Springs Ranch Airport (AZ27), Paulden, Arizona.
A witness near the accident reported observing the airplane flying overhead while performing turns to the left and right and trailing white smoke. The witness stated that as the airplane reached about tree-top level, it pitched down and impacted the ground.
Examination by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest upright in an open dirt field. All primary flight control surfaces and major components were within 10 feet of the main wreckage. The leading edges of both wings were crushed aft to the main wing spar, and the forward fuselage was crushed aft. Oil was observed along the bottom of the fuselage and on the tailwheel. The wreckage was relocated for further examination.
Information from a friend of the pilot, a certificated Airframe and Powerplant (A&P) mechanic, indicated that about six weeks before the accident, the pilot had landed at SEZ during a cross-country flight and discovered an oil leak from the engine area. On the accident day, the A&P mechanic met the pilot at SEZ and cleaned the engine compartment, performed a pre-flight inspection, and conducted a 20-minute engine run-up with no oil leaks observed. The pilot then started the airplane, taxied, performed a run-up, and took off. During initial climb, the A&P mechanic noticed white smoke trailing from the airplane and advised the pilot via handheld radio to return. The pilot executed a 180-degree turn and landed.
After cleaning the engine again and conducting a test run, the mechanic observed oil leaking from behind the alternator. Further inspection revealed that the stainless steel oil line from the propeller governor to the crankcase exhibited an abrasion and a corresponding wear mark on the crankcase. The mechanic stated that after a conversation, they decided to weld the abrasion as a diagnostic tool. The pilot took the oil line to a local weld shop and had it welded. Upon return, the mechanic installed the oil line and conducted an engine run with no oil leaks observed, then reinstalled the engine cowling.
The A&P mechanic reported that the pilot wanted to fly, and they decided the pilot would climb to 8,000–10,000 feet mean sea level and circle the airport for 10–15 minutes before returning. About 30 minutes later, the pilot performed a run-up and took off. Upon takeoff, the mechanic observed a small amount of white smoke and informed the pilot. Despite two requests, the pilot said everything was fine and he was continuing to AZ27. The mechanic suggested alternate airports, but the pilot replied not to worry and continued.
Personnel Information
The 49-year-old pilot held a private pilot certificate with single-engine land, multi-engine land, and instrument airplane ratings. According to FAA records, the pilot was issued a third-class medical certificate on March 30, 1999, with no limitations. The pilot's logbook was not recovered. On his 1999 medical application, he reported 2,850 total flight hours.
Medical and Pathological Information
The Yavapai County Coroner conducted an autopsy on March 19, 2009, and determined the cause of death as blunt force injuries. The FAA's Civil Aeromedical Institute performed toxicology tests, which were negative for carbon monoxide, cyanide, volatiles, and drugs.
Tests and Research
On May 4, 2009, the engine, a Lycoming O-360-A1A (serial number L-36294-36A), was examined at Air Transport in Phoenix, Arizona. The examination revealed the engine was crushed aft into the firewall. The right magneto, vacuum pump, starter, oil filter, carburetor, propeller, and crankshaft propeller flange were displaced. A hole was observed in the top of the crankcase above the number two cylinder, with a portion of the connecting rod protruding. Several cracks were found in the crankcase around the number two cylinder.
The high-pressure propeller governor oil line was in place and intact, with a portion of rubber hose material observed on the forward part. The oil line was removed and examined, revealing thermal signatures consistent with a weld repair near the forward section under the rubber hose. The forward end was capped with a bolt, and compressed air was applied to the other end with the weld area submerged. A leak was observed originating from the weld area. Examination of the crankcase showed a wear mark in the same area as the weld.
The number one cylinder was removed; its connecting rod and piston were intact, with slight mechanical damage to the piston skirt. The piston head was dark in color, and all piston rings moved freely. The number two connecting rod was separated from the crankshaft and piston. The number two piston and surrounding crankcase area exhibited mechanical damage.