History of Flight
On November 17, 2018, about 1237 central standard time, a Vans RV-12, registration N232VA, was substantially damaged when it struck trees and terrain during takeoff from Ruckel Airport (FL17) in Niceville, Florida. The flight instructor was fatally injured and the student pilot sustained serious injuries. The airplane was operated as a 14 CFR Part 91 instructional flight. Visual meteorological conditions prevailed; no flight plan was filed.
Earlier that day, another flight instructor had taken the same airplane with a different student. During initial climb at about 400 ft above ground level, they noticed lower than normal engine rpm, and at 500 ft the engine momentarily lost power. They performed a 180° turn and returned for a precautionary landing. A visual inspection revealed no anomalies. The accident instructor stated that the problem was likely "vapor lock," which the airplane had experienced before, and said he would fly later.
When the student pilot arrived for the accident flight, he observed the engine cowling open and asked if everything was okay. He was told a problem had occurred but was fixed. They completed the preflight checklist and discussed takeoff contingencies, including that the minimum altitude to return to the runway was 700 ft agl. During takeoff, the engine sputtered, and the flight instructor took control. The student looked at the altimeter and saw 240 ft; he had no further recollection of the accident.
Two witnesses who lived across from the runway reported watching the airplane take off. When it was just above the treetops, it made a sharp left turn as if attempting to return. The wings leveled just before hitting the treetops, and the engine was described as "very loud."
Personnel Information
The flight instructor held an airline transport pilot certificate with multiengine land rating and commercial privileges for single-engine land and sea. He also held a flight instructor certificate with single-engine, multiengine, and instrument ratings. His most recent FAA first-class medical certificate was issued on August 23, 2018. He reported 2,348 total flight hours at that time; his logbook was not recovered. The student pilot held a student pilot certificate and a third-class medical certificate issued July 17, 2018, with 14 total flight hours.
Aircraft Information
The two-seat, low-wing, tricycle gear Vans RV-12 was manufactured in 2013. It was powered by a Rotax 912ULS 100-horsepower engine and a two-bladed Sensenich propeller. The airplane's logbook did not contain an entry for the 100-hour inspection completed on the morning of the accident. The previous 100-hour inspection was on September 14, 2018, at which time the airframe and engine had 389 total hours. The published stall speed with flaps retracted was 45 knots.
Meteorological Information
The 1255 weather observation at Destin-Fort Walton Beach Airport (VPS), 5 miles southwest, recorded wind from 010° at 8 knots, 10 statute miles visibility, few clouds at 25,000 ft, temperature 15°C, dew point 1°C, altimeter 30.18 inches of mercury.
Wreckage and Impact Information
The wreckage was located about 150 ft from the left side of the departure end of runway 36. Broken tree branches descended at about a 15° angle for about 50 ft on a 270° magnetic heading to the main wreckage, which came to rest inverted. Fuel tanks were void of fuel due to inversion. All major components were accounted for; control cable continuity was confirmed to all surfaces. Tree impressions were on leading edges of both wings, and about 3 ft of the right wing tip was found about 150 ft east. One propeller blade was fractured from the hub.
Engine examination revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal operation. Automotive fuel in the carburetor bowls was absent of contamination. The electronic ignition system could not be tested.
Data from the Dynon SkyView avionics system showed that at 1236:10, takeoff power was applied, stabilizing at about 4,950 rpm. A momentary reduction to 4,700 rpm occurred, then stabilization at 4,850 rpm. At 1236:45, when the airplane was about 55 ft above ground, the engine speed suddenly dropped below 4,000 rpm without a corresponding manifold pressure change, consistent with throttle remaining at wide open throttle. At 1237:07, manifold pressure reduced, consistent with throttle retarded to idle for 3 seconds. During this time, the airplane reached a maximum altitude of about 250 ft at 44 knots airspeed. Vertical acceleration oscillated, and the airplane banked left to a 68° wing-down angle, then descended rapidly. Throttle was then advanced, engine speed increased to 4,700 rpm, and shortly after, at 1237:17, impact excursions were recorded.
Medical and Pathological Information
An autopsy on the flight instructor listed the cause of death as unspecified blunt force trauma. Toxicology testing by the FAA Forensic Sciences Laboratory was negative for drugs and alcohol.