MIA05LA021

The pilot-rated passenger stated that before takeoff of the accident flight, her husband inspected the nose strut and wheel due to roughness at touchdown on 3 separate landings immediately before the accident flight; no discrepancies were reported. The flight deparated and remained in the traffic pattern where her husband performed a go-around due to a "...roughness and bounce" at touchdown. The flight returned and after touchdown, the airplane nosed over and came to rest inverted. Several witnesses on the airport reported the landing immediately before the accident appeared normal. Examination of the runway revealed a fresh furrow in the grass measuring approximately 100 feet in length associated with the nose landing gear. Propeller slash marks and portions of the nose landing gear fairing were noted along the length of the furrow. Examination of the airplane revealed the nose landing gear was displaced aft; the nose gear leg was bent, and the canopy bubble was shattered. The F-631 frame (inverted "U" shaped structure which is vertically oriented and located immediately aft of the pilot and co-pilot seats) designed to protect the flight crew in the event of a nose-over ground accident, was crushed down. A longitudinally oriented structural member (F-632A channel brace) that provides structural support to the F-631 frame and also to the F-606 bulkhead located aft of the pilot and co-pilot seats, was separated at the F-606 bulkhead (pictures of the separated channel brace are located in the NTSB Docket for this case). Examination of the aft end of the channel brace (F-632A), revealed the edge margin of 2 of the 5 rivet holes was zero, and the edge margin of the remaining 3 rivet holes was estimated to be less than .050 inch (pictures of the aft end of the channel brace showing the rivet hole edge margin are located in the NTSB Docket for this case). By design, the edge margin should be no less than .1875 inch, or 3/16 inch. The 5 holes in the horizontal portion of F-632B angle which secure the longitudinally oriented channel brace to the vertically oriented F-606 bulkhead, were in close proximity to the bend radius. By design, the 5 holes in the F-632B angle are to be located approximately 5/8 inch aft of the forward edge or 3/8 inch forward of the aft faying surface. Reportedly, during construction of the airplane, the pilot contacted the designer and spoke with an individual about the longitudinally oriented channel brace (F-632A), the angle (F-632B), and the channel brace attachment to the F-606 bulkhead. The pilot reportedly completed as instructed the attachment of the longitudinally oriented F-632A channel brace and F-632B angle to the F-606 bulkhead. NTSB examination of the nose gear leg revealed no cracks or fractures; the material met the hardness specified by the airplane designer. The engine installed at the time of the accident was the make and horsepower engine specified in the airplane builders manual. At the time of the accident, the airplane weight and center of gravity were within limits.

History of flight

On November 3, 2004, about 1230 eastern standard time, a homebuilt JD Calhoun, Inc., Vans ACFT RV6A, N955DC, registered to J.D. Calhoun, Inc., nosed over during the landing roll at Love Field Airport, Weirsdale, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal, local flight. The airplane was substantially damaged and the private-rated pilot was fatally injured while the private-rated passenger sustained serious injuries. The flight originated about 1200, from Love Field Airport.

The pilot-rated passenger stated that 2 days before the accident she flew the airplane as pilot-in-command (PIC) on a 2-leg flight, and during both landings, she felt "...some roughness and skipping occurred." Following the second landing which occurred at the airport where the airplane is based, her husband who was in the airplane suggested she perform another landing but she declined because she wanted to mentally review her procedures. She suggested to her husband to fly the next day but they were busy and elected to fly on the day of the accident.

The pilot-rated passenger further reported that on the accident date, she took off from runway 18 and performed "...two rough landings much the same as I did on Monday." A wind shift to the east occurred and she entered the traffic pattern for runway 09. On touchdown, she again "...encountered some roughness at touchdown again." While taxiing towards their hangar her husband advised he wanted to fly the airplane so she secured the airplane, her husband exited it and walked to the front of it where he inspected the "...nose strut and wheel." Her husband got into the airplane, started the engine, taxied to runway 09, departed, but remained in the traffic pattern. His "...pattern and landing were perfect, but when he touched down there was roughness and bounce." Her husband announced that he was going around and she reported his landing was perfect again. After touchdown the airplane became airborne, and the next thing she remembers was "...opening her eyes, being very confined and uncomfortable, upside down, and seeing dirt and grass in the broken canopy." The next thing she recalled was being airlifted to the hospital.

Two witnesses reported to local law enforcement personnel that they were in an airplane at the intersection of the north/south and east/west runway and were waiting for the accident airplane to land before they departed. One witness reported observing the go-around and subsequent approach and airspeed looked good. He reported that the airplane landed downhill, and it was a, "...perfect touch down nothing hard, firm about it." Then during the landing roll, the nose came up 1.5 to 2.0 feet and the nose then came down "not firm." The nose gear leg then folded and dropped to the right. The airplane then nosed over and slid to rest. He further reported there was, "...nothing violent about any of his landing or anything, he did ah, a perfect job...", and the radio calls were made by the male pilot. The other witness in the airplane reported the downhill landing was "beautiful" and that he has seen a lot of landings but the pilot did a good job landing and he did not see anything abnormal prior to the airplane nosing over. They taxied towards the accident site, advised on their aircraft's radio for someone to call 911, and after arrival at the airplane, assisted with the rescue.

Personnel information

The pilot was the holder of a private pilot certificate with airplane single engine land rating. He was issued a third class medical certificate on September 1, 2004, with a limitation, "Must wear corrective lenses." A review of a provided copy of the pilot's logbook that contained entries from September 11, 2002, to November 3, 2004, revealed he logged a total time of 819 hours, with 210 hours logged in the accident make and model airplane. He logged 210 hours as PIC in the accident airplane, since the first flight on September 31, 2002. In the last 90 days he logged 25 hours, of which 11 were in the accident airplane. In the last 30 days, he logged 5 hours, all of which were in the accident airplane.

The pilot-rated passenger seated in the right seat holds a private pilot certificate with airplane single engine land rating. She was issued a third class medical certificate on April 12, 2004, with the limitation, "Must wear corrective lenses." A review of a provided copy of her pilot logbook that contained entries from October 5, 2001, to the last entry dated November 2, 2004, revealed she logged a total time of 259.9 hours, with 16 hours logged in the accident make and model airplane. She logged 14 hours as PIC in the accident airplane with the first flight logged April 28, 2004. In the last 90 days she logged 8 hours, of which 4 were in the accident airplane. In the last 30 days, she logged 7 hours, of which 3 were in the accident airplane.

Aircraft information

The experimental, Vans ACFT RV6A tricycle gear airplane was built by the pilot, pilot-rated passenger, and another individual, with a date of manufacture listed as September 20, 2002. The airplane was designated serial number 60196, and was equipped with a Lycoming O-320-B2C engine rated at 160 horsepower, and a Sensenich fixed pitch propeller. A special airworthiness certificate in the experimental category was issued by a FAA designated airworthiness representative (DAR) on September 27, 2002.

A review of a provided copy of the "Aircraft Log" that contained entries from September 27, 2002, to the last entry dated September 26, 2003, revealed an entry dated December 12, 2002, which indicates the prescribed flight test hours were completed and the airplane is, "...controllable throughout its normal range of speeds and throughout all maneuvers to be executed, has no hazardous operating characteristics or design features, and is safe for operation." The last recorded condition inspection occurred on September 26, 2003. The airplane total time at that time was recorded to be 119.2 hours.

A review of the NTSB "Pilot/Operator Aircraft Accident Report" form submitted by the pilot's wife indicated the last condition inspection occurred on September 17, 2004. There was no record of the September 2004 condition inspection in the permanent maintenance records. The airplane total time at the time of the accident was reported to be 190 hours.

Meteorological information

A surface observation weather report from Ocala International Airport-Jim Taylor Field (KOCF), issued on the day of the accident at 1235, or approximately 5 minutes after the accident, indicates the wind was from 100 degrees at 3 knots, the visibility was 10 statute miles, and clear skies existed. The temperature and dewpoint were 28 and 17 degrees Celsius, respectively, and the altimeter setting was 30.06. The accident site was located approximately 131 degrees and 21.4 nautical miles from KOCF.

Airport information

The Love Field Airport is equipped with 2 separate grass runways designated 18/36 and 09/18. Runway 09 is approximately 2,600 feet long and 100 feet wide. A 300 foot-long displaced threshold is located on the approach end of the runway 09, which slopes down from the approach end of it to near the midpoint of the runway.

Wreckage and impact information

Examination of the accident site by an FAA inspector revealed the airplane came to rest inverted on a magnetic heading of approximately 200 degrees on runway 09, located at 28 degrees 57.948 minutes North latitude and 081 degrees 53.593 minutes West longitude. A fresh furrow in the grass measuring approximately 100 feet in length associated with the nose landing gear was noted. Approximately 50 feet down the furrow, 3 slash marks associated with the propeller were noted. Portions of the nose landing gear fairing were noted along the length of the furrow.

Examination