Accident Overview
On July 24, 2020, about 1159 Pacific daylight time, a Vans RV-8, registration N138PM, was substantially damaged when it was involved in an accident near Tehachapi Municipal Airport (TSP), Tehachapi, California. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Sequence of Events
Witnesses reported that the accident airplane made a straight-in approach to land. The airplane touched down onto the runway tailwheel first and oscillated between its tailwheel and main landing gear several times. It then tipped up onto the left main gear and turned toward the right edge of the runway. The airplane appeared to slow when the pilot transmitted “going around.” The witness reported the pilot applied engine power so abruptly that the engine “coughed” a number of times before it smoothed out. The airplane lifted off quickly but made a "perceivably slow" turn to a left crosswind. The nose of the airplane was "alarmingly" high, and the airplane did not appear to be accelerating. The left turn steepened as the airplane descended behind buildings in a nose-up attitude with the wings wobbling. The engine "cut out," and almost immediately thereafter, they heard the impact.
Video from a security camera showed the airplane in a descending left turn just prior to impact. Its left wing appeared to raise slightly before it descended behind a building roofline. Immediately thereafter, dirt and debris were observed. A distant video of the runway showed the airplane land and take off again. It started a shallow climb, then initiated a nose-high, left turn. About halfway through the turn, the nose lowered, and the airplane descended toward the ground left wing low.
Flight Data Recorder Information
The Advanced Flight Systems multifunction display recorded data from the entire flight. Data revealed that the airplane’s airspeed decreased to 47 knots during the landing roll at TSP. Engine power and airspeed then increased, and the airplane lifted off about 10 seconds later at an airspeed of about 64 knots. The airplane continued to climb as it entered a left bank. Maximum rate of climb was 760 ft/min at an airspeed of 64 knots while in a 38° left bank. About 6 seconds later, while still at 64 knots, the airplane entered a descent and the left bank increased to about 50°. Last data recorded showed the airplane in a 2,180-ft/min descent while in an 83.5° left bank at an altitude of 3,970 ft above mean sea level. The airplane gained about 200 ft in altitude after takeoff prior to entering the descent. Data indicated the engine was operating at a maximum of 67% following the aborted landing.
Wreckage and Impact
The airplane breached the roof of a building about 350 yards southwest of the departure end of the runway. It entered the roof, went through the upper portion of one wall, and came to rest on top of a second wall. Both wings were bent aft, and the left wing was positioned lower than the right. The aft fuselage and empennage extended upward and remained above the roofline.
Postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation. Both wings were bent aft and partially separated from the fuselage. The left wing outboard leading edge was crushed aft and upward; the right wing inboard leading edge was crushed aft. Fuel caps remained secured on the fuel tanks, but the tanks were breached and no fuel was noted.
Flight control continuity was established from the forward control stick to both aileron bellcranks; the aileron surfaces were fracture separated. Rudder and elevator control continuity was established from cockpit controls to their respective surfaces. Throttle and mixture controls remained secured to their control arms on the fuel servo.
Upper spark plugs were consistent with normal operations. All fuel lines remained secured. The fuel pump, fuel servo, and fuel divider were unremarkable. The engine borescope showed normal cylinder walls, piston heads, valves, and lower spark plugs. Engine rotation by hand established thumb compression on all cylinders and drivetrain continuity. Magnetos remained secured and spark was obtained on all ignition leads.
Medical and Pathological Information
The Kern County Sheriff’s Office performed an autopsy of the pilot. The pilot’s cause of death was multiple blunt force trauma. The FAA Forensic Sciences Laboratory performed toxicological testing with a positive result for Tamsulosin (Flomax) in urine. Tamsulosin is acceptable for FAA medical certification.