Accident Overview
On February 22, 2014, at about 1806 mountain standard time, a Vans RV-9A, registration N7872, was located in a field approximately 11 miles west of Tribune, Kansas. The airplane sustained substantial damage. The private pilot, who was the sole occupant, was fatally injured. The flight was operated under 14 CFR Part 91 as a personal flight not on a flight plan. Visual meteorological conditions prevailed. The flight originated from Tribune Municipal Airport (5K2) at about 1747.
Witness and Examination
A witness reported arriving at Tribune Municipal Airport and observing the pilot take off to the south. He stated he had not spoken with the pilot recently and heard the pilot had stopped working. The witness noted the airplane sounded "great" during run-up and saw nothing wrong.
FAA inspectors from the Wichita Flight Standards District Office examined the accident site. The debris field extended 296 feet from southwest to northeast, about 200 yards west of County Road 5. Initial impact appeared to involve the left wing tip, with red lens cover material found nearby. The propeller was lodged in a 10-inch deep, 3-foot wide by 8-foot long impact area about 67 feet further; both blades showed aft bending without rotational damage. The top engine cowl and nose gear were 96 feet forward of the propeller impact area, the right wingtip 120 feet forward, the main fuselage and right wing 165 feet forward, the left wing 24 feet from the fuselage, the engine 64 feet beyond the fuselage, and two multifunction displays about 17 feet beyond the engine.
Aircraft Condition
Inspection of the left wing revealed no evidence of fuel; the fuel tank was empty with no leakage on the ground. The right wing was partially attached and inverted, with blue 100 low lead fuel seeping from the filler port. An estimated 4 gallons of fuel drained when the wing was moved upright. The engine fuel injection system contained fuel, and the fuel selector valve was in the "Right" tank position. Engine controls were found with mixture full rich, throttle full power, ignition switch in the "Both" position, and propeller at high speed/RPM.
Flight control continuity was confirmed for rudder, elevator, and right aileron. Flap position could not be determined due to impact damage. Left aileron continuity could not be confirmed due to wing separation.
Flight Data
Multifunction displays recorded data from 1747:14 to 1805:44. The aircraft departed runway 17 at 5K2 about 4 minutes after recording began, climbed about 500 feet, made a right turn, and proceeded west-northwest. Around 1800, it turned right toward east-southeast. Between 1800:49 and 1803:06, two left-hand 360-degree turns were recorded. In the last 21 seconds, the track turned left as altitude decreased from 4,140 feet to 3,920 feet.
Ground GPS altitude was about 3,640 feet; maximum altitude was 4,830 feet. At 1801:14, pitch fluctuated and vertical acceleration reached +2.10 g. At 1802:35, vertical acceleration reached +2.80 g with a 60-degree roll angle. As the aircraft descended through 4,010 feet, pitch fluctuated again, roll increased to about 75 degrees, and vertical acceleration peaked at +3.20 g.
Pilot Information
The pilot held a private pilot certificate and was first issued a medical certificate in 1975. At his last exam on January 14, 2013, he was 63 years old, 74 inches tall, weighed 202 pounds, and had 835 total flight hours. He reported high blood pressure treated with amlodipine, and a history of kidney stones and pneumonia. The aviation medical examiner issued a third-class medical certificate with a limitation for corrective lenses for near vision.
According to the airport manager, the pilot's flying abilities were not "diminished," but the pilot had general weakness and a slowed walk after an illness in late September or early October. The pilot's wife often accompanied him and helped push the aircraft into the hangar. The pilot/aircraft logbook showed the first entry on September 6, 2011, and the last on December 25, 2013, for a 0.7-hour flight in the accident airplane.
Medical records indicated a ten-month history of a rapidly progressive neurologic disorder affecting muscle movements. Three months before the accident, the pilot's physician advised him not to drive or fly due to impaired response time. An autopsy revealed mild coronary artery atherosclerosis (up to 30% occlusion of the right coronary artery) and widespread degenerative disease in multiple brain areas.