West Palm Beach, FL, USA
N84KM
CUPAIOLE RV-6A
Witnesses reported that the pilot of the experimental, amateur-built airplane was working on the engine's alternator and then planned to fly from his home airport, to an airport about 30 miles away, to purchase fuel. Shortly after takeoff, witnesses heard the engine noise cease. The airplane then stalled and entered a spin, descending nose-down into a lake, about 1/8 mile east of the departure airport. A postaccident examination of the wreckage revealed that both fuel tanks were compromised during impact and had been filled with water. The quantity of fuel, if any, in the fuel tanks prior to impact could not be determined; the airplane's last fueling could not be verified. The examination of the airframe and engine did not reveal any preimpact mechanical malfunctions. Toxicology results indicated that the pilot had used marijuana and an over-the-counter antihistamine. The condition of the samples tested did not permit accurate determination of when the substances might have most recently been used or whether the pilot may have been impaired by their use.
HISTORY OF FLIGHT On April 3, 2010, about 1215 eastern daylight time, an amateur-built Cupaiole RV-6A, N84KM, operated by a commercial pilot, was substantially damaged during impact with a lake, following a total loss of engine power while departing Palm Beach Country Park Airport (LNA), West Palm Beach, Florida. The certificated commercial pilot was killed. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Palm Beach County Glades Airport (PHK), Pahokee, Florida. The airplane was based at LNA. A Federal Aviation Administration (FAA) inspector and a detective from the Palm Beach County Sheriff's Office interviewed witnesses at LNA and the pilot’s wife. According to a witness at LNA, prior to the flight, the pilot was "working on" the airplane and then planned to get fuel at PHK. Specifically, the pilot was adjusting the alternator and the witness helped him secure the lower engine cowling after the work on the alternator was completed. The pilot’s wife reported that he usually purchased fuel at PHK as the fuel was less expensive at that airport. The airplane subsequently departed runway 9. Shortly after takeoff, witnesses heard the engine noise cease. The airplane then turned right and descended nose-down in to a lake, about 1/8 mile east of LNA. One of the witnesses, who had been a pilot for over 30 years, reported that the engine lost power, the airplane turned right back toward the airport and the airspeed decreased. The airplane then stalled and spun into a lake. PERSONNEL INFORMATION The pilot, age 58, held a commercial pilot certificate, with ratings for airplane single-engine land, airplane multiengine land and instrument airplane. He also held a certified flight instructor certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His most recent FAA second-class medical certificate was issued on March 8, 2010. At that time, the pilot reported a total flight experience of 3,500 hours. The pilot’s wife reported that of the 3,500 hours of total flight experience, about 600 hours were in the accident airplane. Additionally, review of the pilot's logbook revealed a total flight experience of 3,475.7 hours. The pilot's most recent flight review was completed on March 9, 2010. The pilot had flown 10.4 hours and 5 hours during the 90 and 30-day period preceding the accident, respectively. Of the total hours, all were flown in the accident airplane, except for 2 hours completed in a different airplane used for the flight review on March 9, 2010. The pilot did not possess a repairman or airframe and powerplant certificate. AIRCRAFT INFORMATION The two-seat, low-wing, fixed tricycle gear airplane, serial number 60564, was issued an FAA experimental airworthiness certificate on February 17, 2004. It was powered by a Lycoming O-320, 160-horsepower engine, equipped with a three-blade propeller. The engine was manufactured in 1969 and had not returned to the factory. The pilot purchased the engine as a salvage core with no carburetor. According to the airplane logbook, its most recent annual condition inspection was completed by the pilot on January 1, 2010. At that time, the airplane had accumulated 594.3 total hours according to the tachometer. The tachometer was part of a digital engine information system (EIS), and a postaccident reading could not be obtained. The engine maintenance and overhaul history could not be determined. METEOROLOGICAL INFORMATION The reported weather at Palm Beach International Airport (PBI), at 1153, was: wind from 120 degrees at 12 knots, gusting to 17 knots; visibility 10 miles; few clouds at 2,600 feet; scattered clouds at 25,000 feet; temperature 24 degrees Celsius (C); dew point 16 degrees C; altimeter 30.09 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane was recovered to a hangar for examination. The FAA inspector noted that all major portions of the airplane were accounted for. Two propeller blades did not exhibit damage, while one propeller blade separated about mid-span. The airframe forward of the aft bulkhead was partially crushed. Both wings sustained impact damage and the main cabin structure was compromised. Both wings remained attached to the airplane and both exhibited compression damage to the forward spar. Both fuel tanks were compromised and filled with water. The inspector could not determine the quantity, if any, of fuel in the main fuel tanks prior to impact. The airplane was subsequently examined by NTSB personnel on July 1, 2010. The fuel selector was observed in the right tank position. The fuel placard indicated a capacity of 18 gallons per fuel tank. When the carburetor fuel drain plug was removed, rusty water drained from the carburetor, but no fuel drained. Some fuel was noted in the fuel line connecting the engine driven fuel pump to the carburetor. Fuel and water was also observed in the gascolator. Continuity was confirmed from the throttle and mixture levers in the cockpit, to the engine. Fuel system continuity was confirmed via compressed air, from the carburetor, to the wing roots. Both magnetos were removed for inspection and disassembled. The inspection did not reveal any preimpact mechanical malfunction and both magnetos produced electrical current when rotated. The oil filter was removed and oil was present with no visible contamination observed. The propeller was rotated freely by hand. Camshaft, crankshaft, and valve train continuity was confirmed to the rear accessory section. Thumb compression was attained on all cylinders. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot by the State of Florida District Fifteen Medical Examiner's Office, West Palm Beach, Florida, on April 4, 2010. The autopsy report noted the cause of death as "multiple blunt force injuries." Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicology report revealed: " Cetirizine detected in Blood 0.6735 (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Lung 0.047 (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Kidney 0.0037 (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Blood 0.3711 (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Kidney 0.0446 (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Lung 0.0255 (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Blood." FAA toxicology staff noted that the blood tested at the FAA toxicology laboratory was noted as having been from "mixed sources." ADDITIONAL INFORMATION An EIS and electronic flight instrument system (EFIS) were recovered from the wreckage and forwarded to the NTSB Vehicle Recorders Division, Washington, DC. The EIS did not contain non-volatile memory and no data was recovered. The EFIS recorded some data in non-volatile memory; however, none of the data was pertinent to the accident flight. According to the FAA inspector, PHK did not retain fueling records and the accident airplane's most recent fueling could not be determined.
The total loss of engine power and the pilot's failure to maintain adequate airspeed while maneuvering, which resulted in an aerodynamic stall and spin. The reason for the loss of power could not be determined.
Source: NTSB Aviation Accident Database
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