# NTSB CEN20FA009: Vans RV-8, N249BW, White Plains, AL, October 20, 2019 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: October 20, 2019, 11:30 local (16:30 UTC) - Place: White Plains, AL - Coordinates: 33.749721, -85.723335 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.7497&lon=-85.7233&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: Lycoming Engines, FAA Alabama & NW Florida FSDO - NTSB case key (mKey): 100456 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN20FA009 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/100456/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=100456 - Page: https://openairdocs.org/ntsb/CEN20FA009 ## Probable cause Impact with terrain for reasons that could not be determined based on the available information. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Walker Harvell J JR VANS RV-8, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=05629KP), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Low altitude operation/event](https://openairdocs.org/ntsb-events/220); cases with it: [Walker Harvell J JR VANS RV-8, 1 case](https://openairdocs.org/ntsb-events/220/sequence.md?model=05629KP), [All aircraft, 780 cases](https://openairdocs.org/ntsb-events/220/sequence.md) - [Enroute: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) (defining event); cases with it: [Walker Harvell J JR VANS RV-8, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=05629KP), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) ## Analysis The pilot departed on a cross-country flight. The flight track data terminated over 50 miles before the accident site, but showed the airplane flying at an altitude about 1,050 ft mean sea level (msl). The airplane impacted remote, mountainous terrain at an elevation about 1,700 ft msl and was destroyed. A review of weather information from a nearby airport indicated cloud ceilings about 1,600 ft msl, and an AIRMET for instrument flight rules conditions was valid for the area of the accident site at the time of the accident. Based on the loss of flight track data sources and the weather data, it is likely the pilot was flying at a lower altitude to avoid the low ceilings present on the route of flight. There was no record of the pilot obtaining preflight weather information from an access-controlled source. Examination revealed there were no preimpact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. An autopsy revealed an area of stenosis in one cerebral artery, which put the pilot at increased risk for a stroke; however, there was no evidence in the autopsy that he experienced a stroke. In addition, the area of fibrosis (scarring) on the pilot’s heart had the potential to cause an arrhythmia, which could cause sudden palpitations or fainting. There was no evidence in the pilot’s medical records of any such event occurring in the past, but the evidence available was insufficient to indicate whether pilot incapacitation due to a medical event may have contributed to the accident. The reason for the impact with terrain could not be determined based on the available evidence. ## Factual narrative The airplane was built by the pilot from a kit. A review of the airplane’s maintenance records revealed no evidence of any uncorrected mechanical discrepancies with the airframe and engine. According to FAA Advisory Circular 90-109A, Transition to Unfamiliar Aircraft, Vans RV-8 airplanes are classified as, “high-inertia and/or low-drag” with “light control forces and/or rapid airplane response.” On October 20, 2019, about 1130 central daylight time, an experimental Vans RV-8 airplane, N249BW, was destroyed when it was involved in an accident near White Plains, Alabama. The airline transport pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to a family member, the pilot was flying from Northwest Alabama Regional Airport (MSL), Muscle Shoals, Alabama, to Big T Airport (64GA), Senoia, Georgia, following a family visit. The family member reported that the pilot planned a direct flight to 64GA with no intermediate stops. After not hearing from the pilot by mid-afternoon, concerned family members contacted the Federal Aviation Administration (FAA) and the U.S. Air Force Rescue Coordination Center. A search was initiated for the missing airplane and the wreckage was located about 2230 by first responders in remote, mountainous terrain. The airplane was equipped with Automatic Dependent Surveillance-Broadcast (ADS-B), and ADS-B data was provided by the FAA for the accident flight. The airplane departed MSL about 0950 and traveled southeast for about 63 miles, where ADS-B data terminated at about 1011, about 66 miles northwest of the accident site at an indicated mode C altitude of 1,300 feet above mean sea level (msl). Additional track data continued for about 13 additional miles until the track data terminated about 1015, about 53 miles northwest of the accident at an indicated mode C altitude of 1,050 ft msl. According to the autopsy performed by the Alabama Department of Forensic Sciences, the cause of death was multiple blunt-force trauma, and the manner of death was accident. The right posterior cerebral artery showed 60-70% atherosclerotic stenosis, but the brain tissue showed no areas of acute or chronic scarring. Although visual inspection of the heart was unremarkable, the microscopic evaluation of the right ventricle showed mild to moderate interstitial and replacement fibrosis, which the pathologist found concerning for arrhythmogenic right ventricular cardiomyopathy. Toxicology testing performed by the FAA’s Forensic Sciences Laboratory identified only rosuvastatin, a cholesterol lowering drug, in the pilot’s blood and urine. Records from the pilot’s primary care physician for the three years before the accident indicated longstanding high cholesterol and intermittent treatment for hypertension. At his last visit with his physician, one month before the accident, the pilot was being treated for high blood pressure with lisinopril and for high cholesterol withrosuvastatin. Neither of these drugs are considered impairing. The pilot underwent a stress test via his cardiologist in the preceding year, which was negative. The pilot had some microscopichematuria (blood in his urine) which was thought to be due to kidney stones that were in his kidney and were not moving. No air traffic control services were provided during the flight. There was no record of the pilot having requested or received a weather briefing from the FAA-contract Automated Flight Service Station provider, Leidos, or from ForeFlight. What weather information the pilot may have reviewed before departure could not be determined. Recorded weather information from an airport about 12 nautical miles south-southeast of the accident site indicated an overcast ceiling about 1,600 ft msl. An AIRMET for instrument flight rules conditions was active for the area of the accident site at the time of the accident. The pilot was a retired airline captain and held an experimental aircraft repairman certificate for the accident airplane. The pilot’s flight logs were not available for review and his experience in the accident airplane could not be determined. The pilot’s FAA second-class medical certificate expired on September 30, 2019; the pilot had completed the requirements for operation under BasicMed on September 25, 2019. The airplane came to rest on a heading of 123° on a 50° incline in heavily wooded terrain on a north-to-south oriented mountain ridge at an elevation about 1,700 ft msl. The debris field was about 30 ft wide. From the initial tree impact point, about 75 ft high, to the initial ground impact point, various portions of the left and right wing were scattered to where the empennage came to rest, about 34 ft from the initial ground impact point. The initial tree impact point to the initial ground impact point was 193 ft. All major structural components were accounted for at the accident site and flight control continuity was established. The two wing fuel tanks were breached and the onboard fuel level at the time of the impact was undetermined. There was no evidence of a bird strike. A postaccident examination revealed no evidence of preimpact mechanical malfunctions or failures with the airframe and engine that would have precluded normal operation. ## Aircraft - Registration: [N249BW](https://openairdocs.org/deregistered/N249BW-2022-12-31), registration cancelled 2022-12-31, S/N 82872, built 2010 (OpenAirDocs) - Reported make and model: Vans RV-8 (NO SERIES) - Registry model: [Walker Harvell J JR VANS RV-8](https://openairdocs.org/model/walker-harvell-j-jr-vans-rv-8) (registry code 05629KP) (OpenAirDocs) - Registry engine: [Lycoming IO-360-A1B6](https://openairdocs.org/engine/lycoming-io-360-a1b6) (registry code 41576, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 82872 - Year built: 2010 - Airframe hours: 310.9 - Engines: Lycoming Engines IO-360-A1B6 200 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Woodland Bend Of The River, Inc. - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, October 3, 2018 - Departed: MSL, Muscle Shoals, AL - Destination: 64GA, Senoia, GA - Equipment: ADS-B, Electronic multifunction display, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 70; injuries: fatal; airline transport, flight engineer; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; seat: front; restraint: 4-point; toxicology performed; flight hours: 13,177 total ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 1,000 ft overcast - Temperature: 63 °F, dew point 57 °F - Altimeter: 29.97 inHg - Observed at: KANB, 12 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20191020020309A](https://openairdocs.org/incident/20191020020309A), Oct 20, 2019: Walker Harvell J Jr VANS RV-8, White Plains, AL, Destroyed, 1 fatal. N249BW departed muscle shoals Alabama on October 20, 2019 around 10:00 am (MSL) intending to fly direct to senoia Georgia (64GA). About 11:30 am N249BW… ## Docket (9 files) The files NTSB released with the investigation on August 2, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=100456. 26.4 MB in all. - Accident photographs (item 1, PDF, 18 pages, 9.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925055&FileExtension=pdf&FileName=Accident%20Photographs-Rel.pdf - Airplane examination and airworthiness documents (item 2, PDF, 30 pages, 14.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925438&FileExtension=pdf&FileName=Airplane%20Examination%20Report%20and%20Airworthiness%20Documents_Redacted-Rel.pdf - Air traffic control and weather documents (item 3, PDF, 6 pages, 871 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925428&FileExtension=pdf&FileName=Air%20Traffic%20Control%20and%20Weather%20Data_Redacted-Rel.pdf - N249BW opsvue tabular accident flight data (item 4, CSV, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925035&FileExtension=csv&FileName=CEN20FA009%20-%20OV%20TD-Rel.csv - N249BW ADS-B tabular accident flight data (item 5, CSV, 505 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925045&FileExtension=csv&FileName=20191020_N249BW_%20A2519C-Rel.csv - N249BW ADS-B google earth accident flight data (item 6, KMZ, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925418&FileExtension=kmz&FileName=20191020_N249BW_%20A2519C-Rel.kmz - Miscellaneous documents (item 7, PDF, 10 pages, 484 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925148&FileExtension=pdf&FileName=Miscellaneous%20Documents_Redacted-Rel.pdf - Autopsy and toxicology documents (item 8, PDF, 2 pages, 283 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925138&FileExtension=pdf&FileName=Autopsy%20and%20Toxicology%20Information_Redacted-Rel.pdf - NTSB party member form - Lycoming engines (item 9, PDF, 1 page, 238 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11925489&FileExtension=pdf&FileName=N249BW%20Lycoming%20Party%20Form_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.