History of Flight
On March 7, 2015, an experimental amateur-built Ahrens RV-6 airplane, registration N4074V, was substantially damaged when it nosed over during landing at a private airstrip southeast of Pratt, Kansas. Visual meteorological conditions prevailed at the time. The commercial pilot, who was the sole occupant, was fatally injured. The flight was conducted under 14 CFR Part 91 without a flight plan. The cross-country flight had departed Lucas, Kansas, at an unknown time, en route to Pratt.
According to a friend, the pilot had departed around 0930 that morning intending to fly to Lucas. The wreckage was initially spotted by another airplane flying over the airstrip about 1530; the accident airplane was inverted on the east side of the runway. Law enforcement responded and found the pilot deceased. No witnesses were identified.
Personnel Information
The pilot, aged 85, held a commercial pilot certificate with an airplane single-engine land rating. He did not hold a valid medical certificate at the time. His last application for a third-class medical certificate was on July 13, 2013, but the issuance was deferred due to health concerns, and the FAA requested further information. On November 15, 2013, the pilot's undated response ("You win. Apparently I am done flying.") was logged, and a denial of his medical certificate application was issued that day.
At the time of that application, the pilot reported 3,099 total flight hours, with 16 hours in the previous six months. A logbook with entries from 1995 and 1996 was found in the airplane; no recent logbook was located. Investigators could not establish recent flight experience or the date of the last flight review.
Acquaintances reported that the pilot had recently commented about depth perception issues and landing the airplane hard. Family members stated they were unaware of any medical issues.
Aircraft Information
The 1995 Rans RV-6 experimental airplane (serial number 1) was manufactured by Gerd Ahrens and operated under a special airworthiness certificate. It was powered by a Lycoming O-320-E3D engine rated at 150 horsepower, equipped with a two-blade propeller.
An annual/condition inspection was completed on September 9, 2013, at an airframe total time of 1,092.36 hours. On March 10, 2014, at 1,115.0 hours, Van's Aircraft Service Bulletins 14-02-05 and 14-01-31 were complied with; no cracks were found. On July 13, 2014, the pilot performed an oil change, filter change, engine check, and carburetor air filter cleaning.
Meteorological Information
The nearest official weather station was Pratt Regional Airport (KPTT), 9.4 nautical miles northwest of the accident site, elevation 1,952 feet msl. METAR reports from the day indicated calm winds or light variable winds, visibility 10 miles, clear skies, temperatures from 17°C to 21°C, and altimeter settings around 30.19 to 30.29 inches of mercury.
Wreckage and Impact Information
The accident site was east of a north/south grass strip at an elevation of 1,880 feet msl. The airplane impacted on a magnetic heading of 350°. Ground scars consistent with the main landing gear were observed several hundred feet north of the approach end of runway 35, tracking right and off the runway. The airplane came to rest inverted about 400 feet from the first touchdown point.
The canopy was fragmented; both wing leading edges were impact-damaged; the firewall was wrinkled; the vertical stabilizer tip was bent. Twenty-two propeller strike scars extended 46 feet north from the initial touchdown. The left main landing gear scar departed the runway where both scars widened. A cowling airbox scar, paint chips, and composite fragments were observed. The spinner scar was circular. The main wreckage, including engine, fuselage, wings, and empennage, was located 20 feet from the spinner scar. Both main landing gear and tailwheel remained attached. Fuel was dripping from both wing tanks.
The fuel selector valve was off; the Kollsman window set at 30.11 inches; flaps were full down; the electronic tachometer read 1150.55. Engine controls were positioned as follows: mixture rich, throttle idle, carburetor heat on, magnetos both. The right wing remained attached with aileron and flap control continuity. The right main landing gear wheel pant had impact damage and embedded dirt; tire was inflated with scuff marks. The airbox and spinner showed impact and rotational damage; both propeller blades partially separated and were fragmented. The left wing also had impact damage to the outboard leading edge; left flap extended; control continuity established. The left main landing gear exhibited similar damage.
The empennage showed impact damage to the top of the vertical stabilizer and rudder, and the joint between horizontal stabilizer and elevator. Control continuity was confirmed for elevator and rudder. The engine cowling was removed; spark plugs showed normal wear signatures; thumb compression was present on all cylinders; no binding or hesitation when rotated; no external engine damage. After righting the airplane, brakes were tested and functioned normally.
Medical and Pathological Information
An autopsy performed on March 9, 2015, by the Regional Forensic Science Center – Sedgwick County, Kansas, concluded the cause of death was mechanical asphyxia. Toxicological tests by the FAA's CAMI were negative for carbon monoxide and ethanol; cyanide tests were not performed. Alfuzosin was detected in blood and urine; according to the FAA, this medication is used for benign prostatic hyperplasia with no listed warnings.