History of Flight
On July 22, 2016, about 1040 eastern daylight time, a Levon G King Vans RV9A airplane, N807LK, impacted terrain near Springfield, Ohio. The pilot and one passenger were fatally injured and the airplane was destroyed. The airplane was operated under 14 CFR Part 91 as a personal flight. Marginal visual meteorological conditions prevailed near the accident site. The flight departed Tri-Cities Regional Airport (TRI), Bristol/Johnson/Kingsport, Tennessee, about 0850, en route to Grosse Ile Municipal Airport (ONZ), Detroit/Grosse Ile, Michigan.
Air traffic control and radar data indicated that while en route, the pilot communicated with ATC and attempted to navigate around weather and precipitation. From 0957 to 1038, the pilot requested assistance to avoid precipitation. Controllers provided several heading suggestions to the northwest to avoid precipitation observed on radar. The pilot continued flying east toward severe weather.
In the final 3.5 minutes, the airplane made a left 360° turn while descending about 2,900 ft per minute, then climbed while heading east. Less than a minute later, it made a right 310° turn, descending about 1,200 fpm. It then flew northeast and descended about 4,600 fpm to 3,440 ft agl. The descent rate increased to about 6,450 fpm until radar contact was lost.
A witness observed the airplane in a steep descent, heard the engine operating, and then the sound of impact as it disappeared behind a tree line.
Meteorological Information
While en route, ATC advised the pilot that two other airplanes had flown over Dayton between two cells with heavy precipitation, with 5 to 8 miles clearance. Controllers informed the pilot that those pilots reported no problems.
The pilot contacted Lockheed Martin Flight Service at 0619 and 0804 for weather briefings. The first briefing included a Convective SIGMET outlook along the western edge of the intended flight track, valid through 1150, and an AIRMET for moderate turbulence west of ONZ. The second briefing noted rain had developed over northern Ohio moving east-southeast, a Convective SIGMET issued for the route, and an AIRMET for higher-level turbulence. Additional Convective SIGMETs were possible. The briefer suggested a route via Ohio State University Airport then direct to ONZ.
No record exists of the pilot receiving other weather information beyond that from ATC. The GPS flight track showed the airplane flew through an area of 10 to 40 dBZ reflectivity along the route. Reflectivity values of 25 to 40 dBZ were north of the flight path. The flight entered an area of defined thunderstorms while an outflow boundary moved south across the site, increasing dBZ values. Over 900 lightning flashes occurred between 1030 and 1040 EDT, with the flight path within 2 miles of flashes after 1037:02.
Communications
ATC transcripts show that at 10:34:15, the pilot contacted Columbus Approach, requesting help to avoid precipitation. The controller advised a northwest heading to minimize precipitation or a turn to the right, but the pilot initially maintained heading. At 10:36:13, the controller stated the heading led through heavy to extreme precipitation and suggested a south-southwest turn. At 10:37:43, the controller noted the pilot turning back northeast. The pilot intended to turn southeast. At 10:38:04, the pilot agreed to turn right. At 10:39:50, the controller advised a left turn northbound. At 10:40:17 and 10:41:10, the controller attempted to contact the pilot without response, noting loss of radar contact and mentioning nearby airports.
Wreckage and Impact
The airplane was found in a corn field about 7 statute miles east of Springfield-Beckley Municipal Airport. The main wreckage debris path was about 25 yards long, oriented north, containing the engine, propeller, wings, fuselage, and most of the empennage. The instrument panel and forward cockpit separated and were found near the middle. Throttle, mixture, and propeller knobs were near full forward. The engine separated from mounts and sustained impact damage. The propeller had leading edge damage, S-bending, and rearward bending.
The vertical stabilizer, rudder, and several small pieces separated and were found 0.61 to 0.63 nautical miles southwest of the main wreckage. Overload signatures were present at all separation points. The vertical stabilizer separated near the bottom of the rear spar. The rudder separated in two large pieces; the counterweight separated laterally. Rudder hinge brackets remained attached to control rod ends; many rivets were pulled through the vertical stabilizer.
Medical and Pathological Information
The Clark County Coroner's Office autopsy determined the pilot's cause of death as blunt force injuries. FAA toxicology testing revealed 48 mg/dL ethanol in muscle and 23 mg/dL in liver. No putrefaction was reported. Ethanol is a central nervous system depressant. Postmortem ethanol production can occur due to putrefaction, but vitreous humor and urine are less affected. Vitreous humor typically contains about 12% more ethanol than blood; urine about 25% more. Average ethanol elimination rate is 18 mg/dL per hour.
Additional Information
FAA Order 7110.65 requires controllers to issue weather information using azimuth and distance, and to describe precipitation intensity as light, moderate, heavy, or extreme. The source includes advisory material on thunderstorm avoidance, but no such guidance was explicitly followed in this accident.