History of Flight
On January 8, 2010, at 1424 Pacific standard time, an experimental amateur-built Larson RV8, registration N747CL, sustained substantial damage when it impacted terrain while maneuvering near Sequim Valley Airport, Sequim, Washington. The airplane was registered to the pilot and operated under Title 14 Code of Federal Regulations Part 91. The two occupants, the airplane owner/front seat pilot and a certified flight instructor in the rear seat, were killed. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated at Port Angeles, Washington, approximately 30 minutes before the accident. The pilot obtained a special visual flight rules clearance for departure from Port Angeles.
After departing Port Angeles, the pilot flew to Sequim Valley and completed a landing on runway 090. A witness reported that after landing, the airplane departed to the west and entered a right downwind for runway 27. Witnesses stated that shortly after joining the downwind, the airplane began a steep 60-90 degree bank turn to the right. About 360 degrees into the turn, the airplane banked left, pitched nose-down, and impacted terrain. The wreckage came to rest in a plowed field 1/4-mile north of the airport.
An FAA inspector reported that the purpose of the flight was to conduct a flight review for the airplane owner/front seat pilot.
Personnel Information
Pilot/Airplane Owner: The front seat pilot, age 68, held an airline transport pilot certificate with ratings for airplane multi-engine land and commercial privileges for airplane single-engine land. He held type ratings for Boeing 747, McDonnell Douglas DC-10, and Lockheed 188 Electra. His most recent FAA third-class medical certificate was issued on December 9, 2009, requiring glasses for near vision. Total flight time was not obtained.
Certified Flight Instructor: The rear seat pilot, age 61, held an airline transport pilot certificate with ratings for airplane multi-engine land and commercial privileges for airplane single-engine land and sea. He also held a certified flight instructor certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. His most recent FAA second-class medical certificate was issued on September 17, 2009, requiring lenses for distant vision and glasses for near vision.
Aircraft Information
The two-seat, low-wing, fixed-gear, Larson RV-8 experimental amateur-built airplane received a special airworthiness certificate on February 18, 2008. It had tandem seats and tandem flight controls. It was powered by a Superior XP-IO-360 series engine with a Hartzell propeller. Maintenance records showed a conditional inspection on February 8, 2009, at 141.7 tachometer hours, and a 100-hour engine inspection on September 21, 2009, at 239 tachometer hours.
Meteorological Information
At 1353, the weather observation at Port Angeles (13 nautical miles west) recorded: wind from 290 degrees at 4 knots, visibility 10 miles, overcast ceiling at 700 feet, temperature 7°C. At 1453: wind from 300 degrees at 4 knots, visibility 10 miles, overcast ceiling at 500 feet, temperature 7°C. At 1253: wind from 270 degrees at 5 knots, visibility 10 miles, broken clouds at 700 feet, overcast at 11,000 feet, temperature 7°C.
Medical and Pathological Information
Autopsies performed on January 12, 2010, listed the cause of death for both as "multiple injuries/blunt trauma." Toxicological testing by the FAA's Toxicology and Accident Research Laboratory was negative for tested substances.
Tests and Research
The wreckage was removed to Maple Valley, Washington, for examination on January 21, 2010. The engine remained attached to the engine mount but separated from the airframe. Crankshaft rotation established continuity of rocker arm, valve train, and accessory gear; all four cylinders developed compression. Spark plugs showed normal wear. Extensive impact damage was noted throughout the airframe, including forward fuselage and cockpit fragmentation crushed aft to the main wing spar. Forward and aft control sticks and forward rudder pedals were identified; rear rudder pedals were not located, and it was not determined if they were installed. The main wing assembly showed rearward crushing and deformation; ailerons and flaps remained attached with no anomalies. The empennage was bent forward approximately 100 degrees and partially attached, with vertical and horizontal stabilizers and flight controls in place. Examination revealed no evidence of an in-flight system malfunction or failure prior to impact.