History of Flight
On August 2, 2016, at about 1322 Pacific daylight time, an Arion Aircraft Lightning LS-1 light-sport airplane, registration N341AL, was substantially damaged after striking a building during departure from Van Nuys Airport (VNY), Van Nuys, California. The private pilot was fatally injured. The airplane was owned and operated by the pilot under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which had departed Santa Monica Municipal Airport (SMO) at 1308.
According to an acquaintance, the pilot intended to perform several touch-and-go takeoffs and landings at VNY. Air traffic control (ATC) data from the FAA revealed that the pilot contacted the VNY tower controller and requested a full-stop landing on runway 16L. The pilot stated he was unfamiliar with the area and made multiple requests for navigation assistance, including asking the controller to announce his base leg turn. After being instructed to turn base, the pilot requested to extend his downwind leg to descend further and also requested a touch-and-go landing. The controller reported that the airplane touched down hard about 1,500 ft down the runway and then took off.
Shortly into the climb, the pilot reported hearing a "banging" sound, and the controller informed him that his left main landing gear appeared to be "dangling." The controller advised that the pilot could return to VNY or proceed to another airport. The pilot stated he planned to return to VNY, but the controller observed the airplane immediately veer left and descend. Another pilot reported over the frequency that an airplane had crashed east of the airport.
Several witnesses observed the departure. One witness saw a piece of the left main landing gear hanging as the airplane climbed from runway 16L. The airplane began a left turn that initially looked normal but then decelerated. Two witnesses who heard the radio exchange reported that, seconds after the pilot's final communication, the airplane entered a hard left turn described as a "knife edge." The nose yawed left to a nose-down attitude, and the airplane rapidly descended. A witness in a helicopter reported the descent from about 350 ft above ground level before impacting an industrial park. Another witness heard a sputtering engine about 7 seconds before impact.
Personnel Information
The pilot, age 78, held a private pilot certificate with single-engine land and instrument ratings. His most recent third-class medical certificate was issued on September 12, 2012, with no limitations, but it was not valid after September 30, 2014. At the time of the medical exam, he reported 908 total flight hours, with 60 hours in the previous 6 months. Logbook records showed 19.6 hours from October 2015 to February 2016; earlier records covered 2005 to 2008. His most recent flight review was on February 15, 2016.
An acquaintance reported that the pilot was seriously injured in a car accident in 2014, requiring about 5 months of intensive care. Another witness stated the pilot took months to recuperate but was physically changed afterward, unable to hold his head straight and using only about 10% of his right arm and hand strength. The witness reported the pilot's condition was the same the day before the accident. Several instructors refused to fly with him; eventually, one instructor agreed to sign him off for a flight review. Several peers encouraged him to stop flying.
The flight review instructor reported starting with the pilot in September 2015, accumulating 23 hours before endorsing him. The instructor noted difficulty with turn coordination and airplane control in the traffic pattern, finding landing challenging. The instructor withheld endorsement until the pilot demonstrated consistency, which took about 5 months.
Recent flight history included three incidents after the car accident. The first, in March 2015, involved a landing attempt where the nose landing gear separated. The flight instructor stopped flying with the pilot due to safety concerns, citing difficulty entering/exiting the airplane, lack of sharpness, overcontrolling, and inability to hold altitude. The second incident in May 2016 resulted in nose landing gear collapse during landing; the pilot did not want to report it, arguing he only needed a driver's license. The third incident about one month before the accident involved an overrun at SMO.
Aircraft Information
The airplane was powered by a Jabiru 3300 normally-aspirated, direct drive, air-cooled, 120-horsepower engine. The most recent annual inspection was completed on December 1, 2015, at 46 hours airframe and engine time.
Meteorological Information
The 1351 weather observation at VNY recorded wind from 120° true at 8 knots, visibility 10 statute miles, clear skies, temperature 32°C, dew point 11°C, and altimeter setting 29.96 inches of mercury.
Wreckage and Impact Information
The airplane came to rest about 1/8 nautical mile from VNY against a building. The initial impact point was marked by a broken wooden utility pole and severed wires. The main wreckage was heavily fragmented about 15 ft beyond. An odor of fuel and a large fuel stain were present. One wooden propeller blade remained attached to the hub; the other was sheared at the root. The flight control system was fragmented but showed no anomalies. The flap actuator cylinder was separated from a portion of the actuator measuring about 1.5 inches, consistent with 20° flap extension. The left main landing gear wheel and fairing had separated from the strut; the forward face box plate showed scraping and polishing consistent with preimpact ground contact. The cylinder block exhibited overload separation.
Fuel system examination revealed about 4 oz of fuel drained from the gascolator with trace debris; the screen had some foreign material. The fuel selector valve was between the left and right tank positions; no obstructions were noted, and fuel flow did not decrease in that position. The mixture control was full rich. The fuel boost pump was tested and drew air through the inlet hose.
Engine examination: Crankshaft rotation established mechanical continuity throughout the rotating group, valve train, and accessory section. The ignition system was fractured from one mount; the coil measured 4.8 ohms, within range. The carburetor was separated from the engine; the butterfly valve moved freely. One float was bent about 30°, and the needle valve diaphragm had a tear. According to the manufacturer, a torn diaphragm can cause a leak of differential pressure, reducing piston travel and potentially restricting fuel flow. If one float was canted, the carburetor would continue to feed fuel. An engine run with the left cap from the accident airplane and a serviceable right cap showed no anomalies at idle, run-up, maximum continuous power, and rapid throttle changes. Peak power of 2,550 rpm was achieved. A second test with the accident piston and diaphragm showed power fluctuations between 2,350 and 2,500 rpm without cylinder No. 5 firing; the engine was capable of achieving takeoff power with no interruptions.
Additional Information
14 CFR Part 61.53(b) states that for operations not requiring a medical certificate, a person shall not act as pilot in command while knowing of any medical condition that would make the person unable to operate the aircraft safely.
Flight Recorders
The airplane was equipped with a Dynon SV-D1000T primary flight display that captured performance data. Data showed the airplane began its takeoff roll from SMO at 1308:53, climbed southwest, then turned north toward VNY. After a touch-and-go on runway 16L at about 1321:32, it maintained a slow climb on runway heading, then began a slight left turn at the southern end of the airport. At 1322:34, the airplane slowed as the left turn bank angle increased to about 70°. In the next 3 seconds, it entered a steep left turn with a maximum recorded left roll of 95° and 55° nose-down pitch. Engine rpm, exhaust gas temperature (EGT), and fuel flow were steady during climb-out; as bank angle increased, engine power decreased from about 2,200 rpm to about 1,200 rpm, momentarily returned to 2,000, then decreased to about 1,100 rpm at 1322:43 when data stopped. Fuel flow and EGT decreased slightly.
Medical and Pathological Information
An autopsy conducted by the County of Los Angeles listed the cause of death as "multiple traumatic injuries." The autopsy documented 60-70% narrowing of the left anterior descending coronary artery, but no evidence of new or old ischemic damage. FAA toxicology identified amlodipine and gabapentin in urine and cavity blood. Amlodipine is a blood pressure medication not generally considered impairing. Gabapentin is a CNS depressant anti-seizure medication also used for peripheral neuropathy; it carries a precaution about dizziness, somnolence, and CNS depression, advising against driving or operating complex machinery until effects are known. Personal medical records showed a history of high blood pressure, elevated lipids, a clotting disorder with deep vein thrombosis and an inferior vena cava filter, asthma, hypothyroidism, borderline diabetes, and a 2014 car accident resulting in traumatic brain injury (with some memory loss) and spinal cord injury (arm pain and weakness reportedly resolved by September 2015).