History of Flight
On April 3, 2010, at about 1215 eastern daylight time, an amateur-built Cupaiole RV-6A, registration N84KM, operated by a commercial pilot, was substantially damaged during impact with a lake following a total loss of engine power while departing Palm Beach Country Park Airport (LNA), West Palm Beach, Florida. The pilot was killed. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the planned flight to Palm Beach County Glades Airport (PHK), Pahokee, Florida. The airplane was based at LNA. According to an FAA inspector and a detective, witnesses at LNA and the pilot's wife were interviewed. A witness stated that before the flight, the pilot was "working on" the airplane and planned to get fuel at PHK. Specifically, the pilot was adjusting the alternator, and the witness helped secure the lower engine cowling after the work was completed. The pilot's wife reported he usually purchased fuel at PHK because it was less expensive. The airplane departed runway 9. Shortly after takeoff, witnesses heard the engine noise cease. The airplane then turned right and descended nose-down into a lake about 1/8 mile east of LNA. One witness, a pilot for over 30 years, reported that the engine lost power, the airplane turned right back toward the airport, the airspeed decreased, and then the airplane stalled and spun into the lake.
Personnel Information
The pilot, aged 58, held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane, and a certified flight instructor certificate with the same ratings. His most recent FAA second-class medical certificate was issued March 8, 2010, at which time he reported 3,500 total flight hours. His wife reported about 600 of those hours were in the accident airplane. A logbook review showed 3,475.7 total hours. His most recent flight review was completed March 9, 2010. He flew 10.4 hours in the 90 days and 5 hours in the 30 days before the accident; all but 2 hours (used for the flight review) were in the accident airplane. He did not hold a repairman or airframe and powerplant certificate.
Aircraft Information
The two-seat, low-wing, fixed tricycle gear airplane, serial number 60564, was issued an experimental airworthiness certificate on February 17, 2004. It was powered by a Lycoming O-320, 160-horsepower engine with a three-blade propeller. The engine was manufactured in 1969 and had not returned to the factory; the pilot purchased it as a salvage core without a carburetor. The airplane's most recent annual condition inspection was completed by the pilot on January 1, 2010, at which time the tachometer (part of a digital engine information system) indicated 594.3 total hours. Postaccident tachometer reading could not be obtained. Engine maintenance and overhaul history could not be determined.
Meteorological Information
The reported weather at Palm Beach International Airport (PBI) at 1153 was: wind from 120 degrees at 12 knots, gusting to 17 knots; visibility 10 miles; few clouds at 2,600 feet; scattered clouds at 25,000 feet; temperature 24°C; dew point 16°C; altimeter 30.09 inches of mercury.
Wreckage and Impact Information
The airplane was recovered to a hangar for examination. The FAA inspector noted all major portions were accounted for. Two propeller blades exhibited no damage; one blade separated at mid-span. The airframe forward of the aft bulkhead was partially crushed. Both wings sustained impact damage and the main cabin structure was compromised. Both wings remained attached and exhibited compression damage to the forward spar. Both fuel tanks were compromised and filled with water. The inspector could not determine the quantity of fuel, if any, in the main fuel tanks before impact. NTSB personnel examined the airplane on July 1, 2010. The fuel selector was in the right tank position. The fuel placard indicated 18 gallons per tank. When the carburetor fuel drain plug was removed, rusty water drained, but no fuel. Some fuel was found in the line from the engine-driven fuel pump to the carburetor. Fuel and water were observed in the gascolator. Continuity was confirmed from cockpit throttle and mixture levers to the engine, and fuel system continuity was confirmed via compressed air from the carburetor to the wing roots. Both magnetos were removed, disassembled, and produced electrical current when rotated; no preimpact mechanical malfunction was found. The oil filter showed oil with no visible contamination. The propeller rotated freely by hand. Camshaft, crankshaft, and valve train continuity were confirmed to the rear accessory section. Thumb compression was attained on all cylinders.
Medical and Pathological Information
An autopsy was performed on the pilot by the State of Florida District Fifteen Medical Examiner's Office on April 4, 2010. The cause of death was noted as "multiple blunt force injuries." Toxicological testing by the FAA Bioaeronautical Science Research Laboratory detected cetirizine in blood, and tetrahydrocannabinol (marihuana) and its metabolite in lung, kidney, and blood. The blood tested at the FAA lab was noted as from "mixed sources."
Additional Information
An engine information system (EIS) and electronic flight instrument system (EFIS) were recovered. The EIS did not contain non-volatile memory; no data was recovered. The EFIS recorded some data in non-volatile memory, but none was pertinent to the accident flight. According to the FAA inspector, PHK did not retain fueling records, and the accident airplane's most recent fueling could not be determined.