History of Flight
On September 15, 2011, at 1223 mountain daylight time, an experimental amateur-built Cone (Vans Aircraft) RV-6A, registration N641JC, collided with terrain on the property of an elementary school in West Jordan, Utah. The pilot was operating under 14 CFR Part 91. The private pilot sustained fatal injuries, and the airplane sustained substantial damage. The cross-country personal flight departed Sierra Vista Municipal Airport-Libby Army Airfield, Fort Huachuca/Sierra Vista, Arizona, at 0822 mountain standard time, with a planned destination of South Valley Regional Airport, Salt Lake City, Utah. Visual meteorological conditions prevailed, and no flight plan was filed.
The airplane was equipped with a Garmin GPSMap 496 GPS receiver. Data extraction revealed the entire flight sequence. The airplane departed runway 26 at Sierra Vista, climbing to 8,700 feet GPS altitude. It cruised at about 158 knots for 45 minutes, then followed a northerly track through the Grand Canyon at altitudes between 10,800 and 12,750 feet. After crossing the Utah border, it leveled at 12,750 feet for 75 minutes at 145 knots groundspeed. At 1206, near the southern shores of Utah Lake, 45 miles southwest of South Valley Airport, it initiated a descent, maintaining about 160 knots until reaching 5,890 feet (1,240 feet AGL), 3.5 miles south of the departure end of runway 34.
The airplane received VFR flight following throughout the flight, and the pilot had been cleared to descend through class B airspace. At 1820, ATC reported he left class B airspace and was cleared to change to South Valley Airport CTAF and squawk VFR.
An audio recording of the CTAF revealed a pilot transmission reporting "on the downwind entry for runway 16." Twenty-six seconds later, an indiscernible distress transmission was made.
Witnesses about 1 mile southeast of runway 34 observed a spiral, nose-down dive from 300 to 500 feet AGL. Some reported the airplane transitioning to a spin.
GPS data showed the airplane northbound at 106 knots groundspeed and 1,000 feet AGL. Three seconds later, it began a 15-degree left turn at the same altitude, 95 knots. Over nine seconds, it completed a 360-degree left turn, with the last recorded position at 180 feet AGL and 52 knots. The wreckage was located about 150 feet west of the last GPS location.
Personnel Information
The 60-year-old pilot held a private pilot certificate with single-engine land rating, issued August 27, 2004. He held a third-class medical certificate issued November 2009, with a limitation for corrective lenses. His logbook showed 978.6 total flight hours since his first training flight in September 2003, with about 810 hours in the accident airplane since April 2005. He completed a flight review on September 25, 2010. No entries indicated prior experience flying into South Valley Airport.
Aircraft Information
The low-wing, two-seat airplane was equipped with a four-cylinder Lycoming engine (serial L-45210-27A), originally manufactured in 1976 as an O-320-E2D series. It had an Ellison throttle body injector, a single Slick magneto, a Lightspeed ignition system, and a Sensenich fixed-pitch propeller. FAA records show the special airworthiness certificate was issued in June 2000. The pilot purchased the airplane in April 2005. A conditional inspection was performed on April 14, 2011, at 1,052.5 total flight hours. No supplemental oxygen system was installed.
Meteorological Information
The closest weather observation station was Salt Lake City International Airport (SLC), 10 miles north of the accident site. A METAR at 1153 reported: winds from 180 degrees at 9 knots; visibility 10 miles; few clouds at 7,500 feet; temperature 22°C; dew point 08°C; altimeter 30.01 inHg. Towering cumulus clouds were observed distant northeast, southeast, and southwest.
Airport Information
South Valley Regional Airport has an elevation of 4,606 feet, located below Salt Lake City class B airspace. It has one active runway (16/34), 5,862 feet long and 100 feet wide. Runway 16 uses right-hand traffic at 800 feet AGL.
Wreckage and Impact Information
The wreckage was located 4,800 feet east of the approach end of runway 34, on a concrete sidewalk at a school entrance. No damage to school structures, trees, or lampposts. The airplane remained upright and intact on a heading of about 110 degrees magnetic. Extensive fragmentation and crush damage were observed from the firewall through the aft cabin. Both wings remained attached, with similar leading edge crush damage angled about 30 degrees relative to the chord. The empennage sustained minimal damage. All control surfaces were accounted for.
Medical and Pathological Information
A postmortem examination by the Utah Department of Health determined the cause of death as blunt force injuries to the head, torso, and extremities. Toxicological tests by the FAA Civil Aerospace Medical Institute found no carbon monoxide, cyanide, or alcohol. Montelukast (Singulair) was detected in the blood. The pilot reported using Montelukast for asthma and allergies on his medical application. The Aviation Medical Examiner noted asthma was well controlled.
Tests and Research
Engine and airframe examination by the NTSB and FAA revealed no anomalies that would have precluded normal operation. The right aileron push-pull tube had a separated eyebolt with bending damage. The elevator push-pull tube was fractured in two sections. The elevator trim tab push-pull tube had bending damage. The right-side control stick was removed prior to flight. The flaps were in the raised position. No bird matter was found. The propeller separated from the crankshaft; one blade had aft bending and abrasions, the other had chordwise scratches and twist.
The canopy had a pre-existing crack laced with safety wire and sealed with duct tape. The mechanic who performed a 2007 inspection stated the owner bonded the crack with acrylic. Examination showed the canopy frame was in the closed position at impact. An audio analysis indicated the background noise level during the distress transmission was about 60% quieter than the downwind leg transmission.
Fuselage markings included a 1-foot-square patina patch from a dog leash. Fuel receipts showed 24.86 gallons of 100LL added that morning. Fuel was present in lines and filter. The GPS unit did not record airspace alerts. Radar data showed no other aircraft in the vicinity. Bird activity was noted in the Airport/Facility Directory, but the airport manager reported no bird activity before the accident. Performance calculations indicated a bank angle of about 65 degrees during the final turn, with groundspeed decreasing from 106 to 75 knots. The stall speed at solo weight is typically 45 knots. The weight and balance calculation with 93 pounds of baggage, a dog on the passenger seat, and 8 gallons of fuel gave a center of gravity of 75.75 inches, within limits.