History of Flight
On August 24, 2016, about 0630 eastern daylight time, an experimental amateur-built RV-9 airplane, registration N379RV, was destroyed when it collided with terrain near Sebring, Florida. The commercial pilot was fatally injured. The airplane was registered to Saflight LLC and operated by the pilot under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal cross-country flight, which departed Sebring Municipal Airport (SEF) at 0623 and was destined for Greater Portsmouth Regional Airport (PMH), Portsmouth, Ohio.
According to the pilot's spouse, the pilot was traveling to a class reunion in Portsmouth. A review of SEF airport security camera video showed an airplane departing at 0623 from runway 14. At the time of departure, it was dark, and the registration number could not be confirmed. Shortly thereafter, a witness southeast of the airport heard a low flying airplane followed by a loud crashing sound. He contacted local authorities, and a search ensued. The airplane was located about 4 nautical miles northeast of SEF.
Personnel Information
The 76-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. On his FAA second-class medical certificate application dated May 4, 2015, he reported total flight experience of 920 hours, including 2 hours during the last 6 months. The medical certificate indicated no restrictions. The pilot's logbook was not available for review during the investigation.
Aircraft Information
The airplane was manufactured in 2005. It was powered by a 160-horsepower Lycoming O-320-D2J engine equipped with a Sensenich two-bladed fixed-pitch propeller. The most recent condition inspection was completed on April 1, 2016.
Meteorological Information
The recorded weather at SEF at 0559 included wind from 360° at 5 knots, 7 statute miles visibility, scattered clouds at 1,700 ft, and an altimeter setting of 30.10 inches of mercury. Temperature and dew point were not reported. According to U.S. Naval Observatory Sun and Moon Data, the beginning of local civil twilight was 0637 and local sunrise was at 0701.
Wreckage and Impact Information
Examination of the accident site revealed four ground scars consistent with impact of the three landing gear and the wing leading edge. The 250-ft-long wreckage path extended beyond the ground scars on a magnetic heading of 030°, continued through a shed, and ended at the main wreckage. Fragmented pieces of the airplane's wings, fuselage, and engine parts were distributed along the path. All flight control surfaces were accounted for. Flight control cables and push-pull tubes were fragmented. The instrument panel was destroyed. The cockpit, fuselage, empennage, and inboard sections of the wings were crushed.
The engine was broken away from its mounts and displayed significant impact damage. The propeller was separated from the engine, and the crankshaft flange was bent. The forward portion of the oil sump was fragmented and contained grass and dirt. A small amount of oil drained from the engine during disassembly. No debris was noted in the oil filter or oil suction screen. The carburetor and oil filter adapter were impact-separated. The starter and alternator were impact-separated and not observed. The bent crankshaft flange allowed the engine to rotate only about 350° before contacting the crankcase. Compression was observed from three cylinders, and valve action from all rockers. Continuity of the crankshaft and camshaft was observed. The engine-driven fuel pump produced pressure when actuated by hand; no damage was noted to valves or diaphragms. The airframe fuel strainer had no debris. The ignition harness was destroyed. Both magnetos produced spark from all electrode towers. Spark plug electrodes exhibited gray coloration.
Propeller examination revealed one blade with leading edge paint abrasion and slight torsional twisting toward the blade face. The other blade had paint abrasion to the outboard portion, forward curving, and torsional twisting.
No anomalies were noted that would have precluded normal operation.
Medical and Pathological Information
The Office of the District Medical Examiner performed an autopsy and determined the cause of death as multiple blunt force traumatic injuries. The autopsy documented moderate-to-severe coronary artery disease, specifically severe narrowing of the left anterior descending coronary artery with a focal pinpoint lumen. No areas of hemorrhage, fibrosis, or hyperemia were identified in the cardiac muscle.
Forensic toxicology performed by the FAA's Bioaeronautical Sciences Research Laboratory detected atorvastatin, chlorpheniramine, diphenhydramine, donepezil, and terazosin. Blood drug levels were not available due to limited specimens. Atorvastatin is generally not considered impairing. Terazosin is generally not considered impairing. Chlorpheniramine is a sedating antihistamine with a warning about impairment. Diphenhydramine is a potentially impairing sedating antihistamine and central nervous system depressant. Donepezil, prescribed for dementia caused by Alzheimer's disease, is generally not considered impairing, but the cognitive decline associated with Alzheimer's is considered impairing. Review of the pilot's FAA medical records showed he had reported hypothyroid disease, high blood pressure, enlarged prostate, and gastric reflux. Personal medical records revealed that on June 7, 2016, he received a neurology evaluation for memory loss and visuospatial dysfunction, was diagnosed with early dementia of the Alzheimer's type, and was prescribed donepezil.