20250301002209A

On March 1, 2025, at approx. 09:46 a.m. MST, a, RV-7, piloted by a private pilot departed the cfo airport and flew a direct flight to laa airport in lamar, CO. He arrived there at approximately 10:30 MST and refueled with 18.2 gls. Personnel who had a conversation with the pp noted nothing unusual.

At approx. 11:35 a.m. the aircraft departed the laa airport on a return leg flight to cfo airport. ADS-B data indicates that the aircraft flew a generally direct flight to cfo with no major turns or maneuvers. Flight altitudes were generally 6000' MSL at approx. 165 kgs. Minor course corrections and altitude increases were made. Approx. 33 minutes into the flight, the aircraft climbed to 7000' MSL apparently for rising terrain. Approx. 30 seconds later the aircraft began a slow descent and a slightly less than standard rate turn to the right 5 seconds after that. The aircraft continued the descent at approx. 2000 feet per minute for approx. 30 seconds where it stuck the rolling hills terrain.

On-site investigation revealed an area of impact consistent with a high speed, high rate of descent and slightly right-wing low attitude. The initial impact area was approximately 25' long and 8' wide with landing gear ground scars and perpendicular slashes consistent with propeller strikes. The debris field was approx. 560 feet to the main wreckage and in-line with the last heading indication from ADS-B readings of approx. 010 degrees. The propeller was located in-line approx. 240' from the point of impact. The shaft for the propeller showed tortional twisting consistent with rotation at time of impact. The blades were twisted and bent consistent with rotation at time of impact. The engine was located approx. 975' from the initial impact site, about 415' from the main wreckage. The main wreckage was substantial with the right wing, right elevator, and forward fuselage receiving most of the destruction. The left wing, left elevator, and vertical rudder are mostly intact. The left wing was separated and parallel in front of the fuselage. Flight controls surfaces, cables and tubes appear connected aside from impact damage and separation.

Off-site recovery facility inspection of the aircraft revealed the airframe had severe impact damage. Most of the front of the cockpit/cabin was destroyed by impact forces. Flight continuity was confirmed from the cockpit controls, through all push/pull tubes and cables to all flight control surfaces. Interruptions were attributed to impact forces. The electric elevator trim control mechanism showed no pre-impact anomalies. The elevator trim surface indicated a neutral position. The cockpit flight controls, and rudder pedals did not have any obstructions that restricted free movement. Both fuel tanks displayed severe impact damage, and both fuel caps were present. No preimpact anomalies or failures were found with the airframe or flight control system.

The engine and propeller were examined at the off-site recovery facility. External inspection indicated, the separated engine did not show any evidence of crankcase penetration from internal components. The engine’s spark plugs were removed and showed normal wear. The engine could not be rotated due to the separated propeller flange, and impact damage, therefore, compression checks could not be conducted. The oil filter element was inspected and was free of contamination. The propeller flange on both sides was fractured and displayed torsional twisting consistent with rotation at impact. Both propeller blades were bent and twisted opposite the direction of rotation, consistent with rotation at impact. No obstructions were found in the engine’s fuel distribution system. No pre-impact anomalies were found with the engine or propeller.

The county coroner’s autopsy revealed the deceased had multiple blunt force trauma and probable indications of pilot incapacitation upon impact as ^atherosclerotic cardiovascular disease with acute myocardial infarction was indicated.