History of Flight
On July 3, 2016, about 0930 eastern daylight time, an experimental amateur-built Van's Aircraft RV-7A, registration N1075F, was destroyed when it struck a swamp approximately 10 nautical miles north of Weston, Florida. The private pilot, who was the sole occupant, sustained fatal injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot had departed Opa-Locka Executive Airport (OPF) earlier that morning around 0730 and arrived at Boca Raton Airport (BCT) about 0800, where he met an acquaintance to display the airplane and discuss its avionics. He departed BCT around 0915, with a destination of OPF. Radar data from the Federal Aviation Administration (FAA) depicted the airplane on a southwesterly track from BCT. The final radar returns indicated a descending left turn beginning at about 1,500 ft mean sea level (msl) and ending at 700 ft msl, approximately half a nautical mile from the accident site. No witnesses were identified. The wreckage was located the following morning by search and rescue personnel.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. His most recent FAA third-class medical certificate was issued on January 8, 2015. According to his logbook, he had accumulated approximately 3,600 hours of flight experience. A family member reported that the pilot purchased the airplane about 10 days before the accident flight. The logbook showed he flew the airplane on four occasions between June 24 and July 2, 2016, totaling 2.5 hours.
Aircraft Information
The two-seat, single-engine, low-wing airplane was built in 2010 and powered by a Lycoming O-360-series engine. The most recent condition inspection was completed on June 3, 2016, at a total of 308 airframe and engine hours.
Meteorological Information
At 0953, the reported weather at Fort Lauderdale Executive Airport (FXE), about 14 miles east of the accident site, included wind from 110° at 10 knots, visibility 8 statute miles in light thunderstorm rain showers, scattered clouds at 2,300 ft and 3,300 ft, a broken ceiling at 6,000 ft, temperature 26°C, dew point 24°C, and an altimeter setting of 30.13 inches of mercury. Review of weather radar imagery showed no precipitation along the accident route or in the vicinity of the accident site.
Wreckage and Impact Information
The accident site was in flat swamp and sawgrass terrain at an elevation of about 13 ft. All major components of the airplane were accounted for. The wreckage path was teardrop-shaped, measuring about 50 ft long by 30 ft wide, with an orientation of about 130° magnetic. Wing tips, fairings, cowling, seat cushions, and other small debris were scattered in a wide arc around an initial impact crater. The distance from the initial impact crater to the main wreckage was about 25 ft. A faint odor of fuel was noted.
The cockpit, cabin, and tail section were significantly fragmented and largely contained within the muddy perimeter of the water-filled impact crater. The main wing spar was fractured into multiple pieces. All flight control surfaces were located at the scene. Both ailerons were separated from their wings; the left aileron's inboard third was bent upward approximately 80°, while the right aileron showed denting and damage at both ends but remained relatively intact. The empennage was buckled just forward of the horizontal stabilizer and twisted to the left. Both elevators remained attached with minor damage and moved freely. The vertical stabilizer was crushed aft, and the rudder was crushed and partially separated. The engine was separated from the firewall, and the propeller separated from the engine at a crankshaft fracture consistent with overload. Both propeller blades were bent aft with slight twisting.
Control continuity was established for ailerons, elevator, and rudder, with overload fractures noted in several components. The fuel selector valve was found in the "RIGHT" fuel tank position. The engine was rotated by hand; crankshaft continuity was confirmed, and valve action was observed on three cylinders. The engine-driven fuel pump contained a blue liquid consistent with 100LL aviation fuel and operated normally. The carburetor floats showed hydraulic crushing damage. The left magneto was partially separated and did not produce spark due to impact damage; the right magneto produced spark after cleaning. The engine oil filter and suction screen showed no significant debris. Data from the primary flight display, handheld GPS, and tablet computer could not be recovered due to impact damage. The emergency locator transmitter (ELT) did not activate; its internal battery connector was found disconnected.
Medical and Pathological Information
An autopsy conducted by the Broward County Medical Examiner determined the pilot's cause of death as multiple blunt force injuries. Examination for natural disease was limited due to the extent of damage. A pacemaker readout performed during the autopsy revealed no significant arrhythmia around the time of the accident.
Toxicology testing by the FAA Bioaeronautical Sciences Research Laboratory detected ethanol in muscle (98 mg/dl) and liver (35 mg/dl), along with N-butanol and N-propanol in muscle. The presence of these alcohols is consistent with postmortem microbial production. Additionally, metoprolol and valsartan were identified in liver and lung tissue; these are prescription medications used to treat high blood pressure. The pilot's FAA medical records indicated a history of coronary artery disease (with a bare metal stent placed in 2003), high blood pressure, chronic kidney disease, bladder stone removal, prostate cancer treated with radioactive seed implantation, and a pacemaker placement in 2009. At his last FAA medical examination, he reported using valsartan, metoprolol, clopidogrel, and simvastatin, none of which are considered impairing. No significant abnormalities were noted during that examination.