# NTSB LAX01LA110: Jones RV-6A, N46KA, Inyokern, CA, March 7, 2001 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: March 6, 2001, 22:00 local (Mar 7, 2001, 06:00 UTC) - Place: Inyokern, CA - Coordinates: 35.641109, -117.931663 - Nearby events: https://openairdocs.org/map.md?lat=35.6411&lon=-117.9317&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report April 18, 2003 - Report: Approved by Office Director - Parties: Lycoming, Federal Aviation Administration - NTSB case key (mKey): 51893 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX01LA110 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/51893/pdf - Page: https://openairdocs.org/ntsb/LAX01LA110 ## Probable cause the in-flight collision with mountainous terrain during a forced landing following a loss of engine power resulting from the pilot's inadequate weather evaluation, continued flight into icing weather conditions, his delay in carburetor heat use, and his delay in diverting to an alternate airport. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - weather condition - carburetor icing conditions - flight advisories - issued, atc personnel(fss) - weather condition - icing conditions - weather evaluation - inadequate, pilot in command (cause) - flight into known adverse weather - performed, pilot in command (cause) - delayed, pilot in command (contributing factor) - remedial action - delayed, pilot in command (cause) - Loss of engine power(partial) - nonmechanical, cruise - carburetor heat - delayed, pilot in command (cause) - weather condition - carburetor icing conditions - Forced landing, emergency descent/landing - In flight collision with terrain/water, descent - emergency - terrain condition - mountainous/hilly ## Analysis The amateur-built, airplane impacted mountainous terrain in dark night conditions after experiencing a loss of engine power while in cruise flight at 13,000 feet. The airline transport pilot obtained a weather briefing prior to departing on a visual flight rules (VFR) flight. During the briefing, the pilot was advised that VFR flight was not recommended and that flight precautions existed for icing conditions above 7,000 feet, the potential for mountain obscurement, cloud layers predominant through the route of flight and the chance of widespread rain. The pilot reported experiencing weather during his flight and the air traffic controller asked him if they wanted to continue in instrument flight conditions (IMC). The pilot stated he would like to continue in IMC and indicated if he encountered icing conditions he would "ask for a 180" and divert to another airport. Later during the flight, the pilot told the air traffic controller he was encountering snow. He called the controller again and reported he was experiencing a rough running engine and that he wanted to divert to a nearby airport and declare an emergency. The controller then issued radar vectors to the airport. The pilot continued to ask for and received terrain information as he descended past 5,000 feet. Radar data and communications were then lost. The airplane was found on the side of a mountain ridge at 4,700 feet. ## Factual narrative HISTORY OF FLIGHT On March 6, 2001, at 2200 Pacific standard time, an experimental amateur-built RV-6A single engine airplane, N46KA, was substantially damaged when it impacted rising terrain west of Inyokern, California. The airline transport pilot and pilot-rated passenger both received fatal injuries. The pilot, who was also the builder/owner of the airplane, was operating the airplane as a personal flight under the provisions of 14 CFR Part 91 when the accident occurred. The flight had originated from the Zamperini Field in Torrance, California, about 2100, and was reportedly en route to Bishop, California. Instrument meteorological conditions prevailed in the area and an instrument flight rules (IFR) flight plan had been filed and activated en route. According to the Federal Aviation Administration (FAA), air traffic controllers at High Desert Terminal Radar Approach Control (TRACON) were contacted by the pilot at 2115:39. The pilot indicated he was flying at 9,500 feet and was en route to Bishop. At 2118:13, the pilot reported he was going to climb to 10,500 feet. At 2139:04, the air traffic controller asked the pilot what the flight conditions were, to which the pilot replied, "we're VFR [visual flight rules]." At 2139:49, the pilot told the controller they were getting into rain and they were going to try to get under it. The pilot asked the controller if they were depicting the weather on the radar. The controller informed the pilot that a band of precipitation was depicted 5 miles north of the aircraft's position and it stretched to the east approximately 50 miles, to the west approximately 20 miles, and to the north it stretched to 20 miles north of Inyokern. At 2141:16, the pilot told the air traffic controller he had reversed the aircraft's direction and was going to see if he could get below a cloud layer then proceed on course. The controller asked the pilot if he was IFR qualified and equipped, to which the pilot reported he was. The controller offered to give the pilot a vector to Bishop in IFR conditions, and then could attempt to put the aircraft in VFR conditions once the airplane was farther north. The pilot asked how far the precipitation band extended to the north, to which the controller reported 43 miles from the aircraft's current location. The pilot then elected to establish the flight on an IFR flight plan to Bishop, and requested the current weather for their destination. The air traffic controller then issued a clearance to Bishop via vectors, initiating with a vector heading of 340 degrees, and an altitude of 13,000 feet. The controller then told the pilot that the weather data he had on Bishop was 50 minutes old. The Bishop weather was reported as wind from 290 degrees at 6 knots; visibility 10 statute miles; scattered clouds at 8,000 feet; temperature and dew point 3 degrees Celsius; and an altimeter setting of 30.12 inches of mercury. At 2146:30, the air traffic controller told the pilot he could assign him a higher altitude if he wanted it. The pilot indicated he would remain at 13,000 feet, but wanted to know if there were any reports of icing. The controller said that there were no pilot reports and that his weather data reported that "the tops [were] around 15,000 feet." The pilot stated that they would stay at 13,000 feet and "should we encounter icing, we'll just ask for a one eighty back to Mojave and go there." At 2153:56, the controller told the pilot they had passed through the worst of the depicted precipitation and the pilot had another 20 miles to get past the remaining precipitation. The pilot responded at 2154:09, by stating, "at our altitude, it looks like snow out there." At 2155:28, the pilot told the controller he was experiencing a rough running engine and they wanted to divert to Inyokern. He requested the weather information for Inyokern. The air traffic controller stated that he did not have weather information for Inyokern; however, he had the weather data for China Lake (China Lake Naval Air Weapons Station (NAWS) Armitage Field, which is located approximately 7 miles east of Inyokern). The pilot requested a vector to China Lake. The controller told him to fly a heading of 090 degrees and gave the pilot the China Lake weather, which was wind from 180 degrees at 5 knots; visibility 6 statute miles with rain and mist; few clouds at 2,500 feet; broken ceiling at 2,900 feet; and an overcast ceiling at 4,300 feet. The controller added, "[it] doesn't look very good, I suggest Mohave." At 2156:21, the pilot then indicated they would not make it to Mohave, told the controller they had to divert to China Lake, and declared an emergency. The controller issued a vector heading of 075 degrees to the China Lake Airport, and told the pilot that the airplane was 16 miles west of the airport. At 2157:52, the air traffic controller informed the pilot the minimum vectoring altitude (MVA) for the aircraft's location was 10,500 feet, and the MVA would be lower in approximately 7 miles. At 2158:24, the pilot indicated he needed a "vector away from terrain." The controller told the pilot to maintain his present heading and that would take them to the lowest terrain in the area. The pilot asked for the current weather information at China Lake, to which the air traffic controller replied, "weather is 6 miles and rain and . . . low ceilings, 2,900 broken, 4,300 overcast." At 2159:02, the pilot asked the controller, "what's the terrain in this area where I am now?" The controller told the pilot they were clearing the higher terrain, and should be approaching a highway. The controller added they were approximately 3 miles west of the Inyokern Airport. At 2159:39, the pilot asked what the terrain was like at their current position and informed the controller they were descending through 5,000 feet. The controller informed the pilot his present heading would take him to the best terrain conditions. At 2200:07, the controller lost radar contact with the accident airplane. The last radar return indicated that the airplane was located about 3 miles west of Inyokern with a mode C altitude report of 4,700 feet msl. The airplane's last known position was 35 degrees 38.16 minutes north latitude and 117 degrees 54.31 minutes west longitude. PERSONNEL INFORMATION The pilot was employed as a commercial airline pilot. He held an airline transport pilot certificate for single and multiengine land airplanes, and was issued a first-class medical certificate on October 4, 2000, with a limitation to have glasses available for near vision. According to his employer, he completed his last airmen flight check on September 19, 2000. They also reported he had accumulated approximately 6,644 total flight hours. Using aircraft records, NTSB investigators estimated that the pilot had accumulated at least 216 hours in the accident airplane. AIRCRAFT INFORMATION The pilot was the owner and builder of the experimental amateur-built airplane. Review of the aircraft records revealed the pilot began building the airplane on November 1, 1997, and completed its construction on November 26, 1998. On December 26, 1998, the aircraft was issued a Special Airworthiness Certificate. The airplane underwent a pitot/static and transponder systems check on February 28, 1999. On February 6, 2001, the airplane underwent its last condition inspection and was found to be "in a condition for safe operation." The pilot/owner was the person who endorsed the last condition inspection. The aircraft was equipped with an Apollo GX65 Global Positioning System (GPS). The aircraft was equipped with a Lycoming O-360-A1A carbureted engine. Van's Aircraft, Inc., the aircraft kit manufacturer, provides a Filtered Air Box Kit (FAB-360). According to Van's Aircraft, the induction air box was designed to provide a uniform, low restriction air induction. It incorporates a smal ## Aircraft - Registration: [N46KA](https://openairdocs.org/deregistered/N46KA-2013-08-20), registration cancelled 2013-08-20, S/N 60157 (OpenAirDocs) - Reported make and model: Jones RV-6A - Registry model: [Jones David B RV-6A VANS AIRCRAFT](https://openairdocs.org/model/jones-david-b-rv-6a-vans-aircraft) (registry code 05606XH) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 60157 - Airframe hours: 216.2 - Engines: Lycoming O-360-A1A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: David Bruce Jones - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, February 6, 2001 - Departed: TOA, Torrance, CA - Destination: MMH, Mammoth Lakes, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 50; injuries: fatal; flight instructor, airline transport, flight engineer; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review September 19, 2000; seat: left; toxicology performed; flight hours: 6,644 total, 216 in this make and model ## Weather - Conditions: Instrument (IMC), Night/bright - Wind: 180° at 5 knots - Visibility: 6 statute miles - Lowest ceiling: 2,900 ft broken - Altimeter: 30.05 inHg - Observed at: KNID, 11 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 20010306003159A](https://openairdocs.org/incident/20010306003159A), Mar 6, 2001: Amtr RV6A, Inyokern, CA, Destroyed, 2 fatal. (.19) On March 6, 2001, at 2000 hours pacific standard time, an experimental RV-6A, N46KA, collided with rising terrain west of Inyokern, California. The… 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.