History of Flight
On March 31, 2018, at about 1408 Pacific daylight time, an experimental amateur-built Ragle RV6A, registration N820TL, was destroyed when it impacted terrain near Santa Paula Airport (SZP) in Santa Paula, California. The private pilot and a pilot-rated passenger sustained fatal injuries. The aircraft was registered to the pilot and operated as a personal flight under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Rosamond, California, at an undetermined time, with a reported destination of SZP.
Witnesses located near the accident site and at SZP reported multiple airplanes in the airport traffic pattern, with the accident airplane number one for approach to the runway. They observed the airplane on downwind for runway 22. As it neared the area where a turn to base would be performed, it entered a steep left turn, followed by a spin and descent into the ground. Shortly after impact, a postcrash fire ensued.
Personnel Information
The pilot held a private pilot certificate with an airplane single-engine land rating and a Federal Aviation Administration (FAA) second-class airman medical certificate issued on May 18, 2016, with a limitation requiring corrective lenses. At his most recent medical application, he reported 362.9 hours of flight experience. The most recent logbook entry, dated March 16, 2018, showed a total of 491.6 hours, including 312.1 hours in the same make and model.
The passenger held a private pilot certificate with airplane single-engine land and instrument airplane ratings, and an FAA third-class airman medical certificate issued on February 27, 2018, with a limitation requiring corrective lenses for near vision. He reported 368.7 hours of flight experience, with none in the previous 6 months.
Aircraft Information
The two-seat, low-wing, fixed-gear experimental amateur-built airplane, serial number 60312, was completed in 2003. It was powered by a Superior EXP O-360-B1A2 engine rated at 180 horsepower, equipped with a Hartzell two-bladed constant-speed propeller. The most recent condition inspection was completed on April 16, 2017, at an engine and airframe total time of 646.9 hours. Fueling records were not available.
Weight and balance calculations used the most recent data from March 15, 2003, and reported occupant weights. The aircraft records stated a maximum gross weight of 1,750 lbs, compared to the kit manufacturer's maximum of 1,650 lbs. At full fuel (38 gallons), gross weight was about 1,771 lbs with a center of gravity (CG) of 75.92 inches. At 17 gallons, gross weight was about 1,645 lbs with CG 76.37 inches. At 10 gallons, gross weight was about 1,603 lbs with CG 76.54 inches. The published CG limits were 68.7 inches forward to 76.8 inches aft.
Meteorological Information
At 1355, the Camarillo Airport (CMA) automated weather observation station, located about 8 miles south of the accident site, reported wind variable at 3 knots, visibility 10 miles, clear sky, temperature 64°F, dew point 11°F, and an altimeter setting of 30.02 inches of mercury.
Wreckage and Impact Information
Examination of the accident site showed that the airplane impacted trees, a brick wall, and terrain about 0.7 mile east of SZP. The initial point of impact was identified by separated tree limbs about 20 ft above ground, and an adjacent brick wall about 8 ft high was also struck. Debris, including severed tree limbs, plexiglass, and canopy structure, was scattered along a path about 30 ft long oriented on a heading of about 160° magnetic. The main wreckage came to rest upright on a heading of about 043° magnetic.
The fuselage center section from the instrument panel to the bulkhead aft of the seats was mostly consumed by fire. The fuselage structure aft was buckled and compressed. The empennage was slightly displaced left. The vertical stabilizer and rudder remained attached; the stabilizer was buckled. The left horizontal stabilizer was partially attached with outboard sections buckled. The right elevator was bent. Control continuity was established for elevator, rudder, and ailerons, with some separations consistent with impact or fire damage. The flap actuator measured about 2.25 inches, consistent with about half flaps (20°).
The engine remained attached via mounts. All accessories were secure, and ignition leads were intact. Upper spark plugs showed normal wear. Internal examination of cylinders via borescope found no anomalies. Crankshaft rotation established continuity and thumb compression was obtained on all cylinders. The oil suction screen was free of debris; the oil filter was consumed by fire. Magnetos were fire-damaged and could not be tested. The carburetor was thermally damaged; throttle and mixture levers moved freely. The fuel finger screen was clean. The propeller remained attached; one blade was bent forward with curled tip and gouging; the other blade bent opposite rotation direction with gouging and striations. No evidence of preexisting mechanical malfunction was found.
Medical and Pathological Information
Autopsies performed by the Ventura County Medical Examiner's Office determined the cause of death for both the pilot and passenger as multiple blunt force injuries.
Toxicology testing at the FAA Forensic Sciences Laboratory for the pilot was negative for carbon monoxide, cyanide, volatiles, and drugs.
For the passenger, testing found an unspecified level of naproxen in the urine, 0.032 µg/mL of diphenhydramine in the blood, and an unspecified level of diphenhydramine in the urine. Diphenhydramine, a sedating antihistamine (commonly marketed as Benadryl or Unisom), carries an FDA warning that it may impair mental or physical ability for hazardous tasks. The levels thought most likely to cause effects range from 0.0250 to 0.1120 µg/mL. Naproxen (Aleve) is not generally considered impairing.