History of Flight
On May 27, 2018, at about 1600 Pacific daylight time, an experimental, amateur-built RV-6A airplane, registration N4269Y, was substantially damaged when it impacted terrain shortly after takeoff from Petaluma Municipal Airport (O69), Petaluma, California. The commercial pilot and one passenger were fatally injured. The airplane was operated by the pilot as a personal flight under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The intended destination was Lincoln Regional/Karl Harder Field (LHM), Lincoln, California.
A witness located about 1,100 ft southeast of the departure end of runway 29 saw the airplane take off and climb fast at a high angle of attack. When the airplane was about mid-runway and 500 ft above ground level (agl), the witness heard a loud pop or backfire from the engine. When it reached the end of the runway at about 750 to 800 ft agl, he heard a series of smaller backfires as the engine was quitting. The airplane began a turn; the first 90° appeared normal, but during the second half of the 180° turn, the bank angle increased and the airplane entered a spin. It completed seven full revolutions before stopping and impacting the ground behind a golf course.
A second witness on a golf course driving range about 1,750 ft north-northwest of the departure end reported hearing a single-engine airplane approaching with an irregular engine sound: sputtering, a loud pop, silence, another pop, then silence again. He saw the airplane enter a right 180° turn, during which the nose pitched up, bank angle increased, and speed decreased.
Several flat areas, including a golf course fairway about 150–250 ft wide and 1,500 ft long, as well as additional fairways, flat terrain, and agricultural fields, were located near the departure end of the runway.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. On his most recent FAA airman medical certificate application, dated July 11, 2017, he reported 2,775 total hours of flight experience, with 50 hours in the previous 6 months. He was issued a third-class medical certificate with a limitation for corrective lenses. No personal flight records were recovered, and the date of his most recent flight review or his total time in the accident airplane make and model could not be determined.
Aircraft Information
The airplane was a Vans RV-6A experimental amateur-built airplane, serial number 21205, equipped with two side-by-side seats with flight controls. It was powered by a 180-horsepower Lycoming O-360-A1A engine with a controllable pitch Hartzell propeller. According to FAA records, the airplane received a special airworthiness certificate and experimental certification on June 9, 1996. The accident pilot purchased it on February 7, 2012. No maintenance records were located.
Meteorological Information
The 1555 recorded weather observation at O69 included wind from 250° at 10 knots, 9 miles visibility, clear sky, temperature 19°C, dew point 11°C, and an altimeter setting of 29.81 inches of mercury.
Wreckage and Impact Information
The airplane impacted terrain in a relatively flat attitude and came to rest mostly intact and upright on an easterly heading about 1,700 ft north-northwest of the departure end of runway 29, just off the south side of the airport's north perimeter road. The engine separated during impact and came to rest in the middle of the westbound lane of the perimeter road. Substantial damage was sustained to both wings and the forward fuselage; most of the empennage also sustained substantial damage. All major components were accounted for.
The airplane was recovered to a secured facility for examination.
Flight control continuity was established from both seat controls to all primary flight control surfaces. The left and right wing fuel tanks were breached. Fuel vent lines were impact-damaged but free of debris and restrictions when tested. The fuel selector valve was functional. The electric fuel pump was intact, but its outlet line "B" nut was slightly loose; whether pre- or post-impact could not be determined. The engine-driven fuel pump diaphragm was intact and undamaged; fuel inlet and outlet ports were unrestricted. The gascolator contained residual fuel and its screen was clean. Fuel lines from the selector valve to the carburetor showed no debris or restrictions. No airframe anomalies were noted.
Engine examination: The left magneto was loose and rotated freely; when tightened, it produced spark on all four terminals. The right magneto was secure and produced spark. Damage to the propeller and starter ring gear prevented verifying engine-to-magneto timing. The oil suction screen was free of debris. All four cylinders were unremarkable; rotational continuity was established. The carburetor was mostly intact; its fuel inlet finger screen was clear. No fuel was observed in the float bowl or accelerator pump well. The accelerator plunger was intact. The throttle plate was undamaged. The propeller blades exhibited bending and striations.
Medical and Pathological Information
An autopsy revealed that the pilot sustained fatal injuries due to multiple blunt force injuries. Toxicology testing showed no carboxyhemoglobin in blood, no ethanol in vitreous, and no drugs in urine.