WPR12FA062

Multiple witnesses located near the accident site reported observing the accident airplane flying over their position about 130 feet above the ground followed by it performing several barrel rolls. The airplane was observed making a 180-degree turn when it initiated a loop at a low altitude. Subsequently, the airplane impacted terrain in a near-vertical attitude before the maneuver was completed. Witnesses further reported that the engine seemed to be developing power at the time of the accident. Postaccident examination of the airplane revealed no evidence of a malfunction or failure that would have precluded normal operation.

HISTORY OF FLIGHT On December 10, 2011, about 1316 Pacific standard time, an experimental amateur built Crosley Vans RV-8, N948RC, was substantially damaged when it impacted terrain while maneuvering near Armistead, California. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot, sole occupant of the airplane, sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from Rosamond, California about 1300. Multiple witnesses located adjacent to the accident site reported observing the accident airplane flying northbound over their position about 130 feet above the ground. One witness stated that the airplane was low enough they could see the pilot looking down at them. The witnesses observed the airplane continue to fly to the north and initiate a right turn to the east before performing several barrel rolls, then was observed making a turn to the west and performed a loop. Subsequently, the airplane impacted terrain during the maneuver. Witnesses further reported that the engine seemed to be developing power at the time of the accident. PERSONNEL INFORMATION The pilot, age 65, held a commercial pilot certificate with an airplane multi-engine land, airplane single-engine land, and instrument airplane ratings. A third-class airman medical certificate was issued on September 3, 2009, with the limitation that stated "must wear corrective lenses." The pilot reported on his most recent medical certificate application that he had accumulated 2,800 total flight hours. AIRCRAFT INFORMATION The two-seat, low-wing, fixed-gear experimental amateur built airplane, serial number (S/N) 0002, was built in 2005. It was powered by a Lycoming O-360-A1A engine, S/N RL-37858-36A, rated at 180 horse power, driving a three bladed Catto fixed pitch propeller, S/N 1003431. The most recent annual inspection performed on the airframe and engine was completed on November 16, 2011, at an airframe total time and engine time since major overhaul of 430.2 hours. METEOROLOGICAL INFORMATION A review of recorded data from the Mojave Airport's automated weather observation station, located 27 miles southwest of the accident site, revealed at 1315 conditions were wind calm, visibility 10 statute miles, clear sky, temperature 14 degrees Celsius, dew point -13 degrees Celsius, and an altimeter setting of 30.12 inches of Mercury. WRECKAGE AND IMPACT INFORMATION Examination of the accident site revealed that the airplane impacted terrain and came to rest upright on a heading of about 245 degrees magnetic. The wreckage debris path was about 150 feet in length beyond the main wreckage and contained various portions of the instrument panel, canopy, and fiberglass debris. The leading edges of the left and right wing were crushed aft to the main wing spar. The leading edges of the left and right horizontalstabilizer and vertical stabilizers were crushed aft to their respective forward spars. All major structural items and flight control surfaces were located at the accident site. Flight control continuity was established throughout the airframe from the forward and aft control sticks and rudder pedals to all primary flight controls. Numerous overload separations throughout the elevator and aileron control torque tubes were observed and found consistent with impact damage. Examination of the engine revealed that it was separated from the airframe. The engine exhibited impact damage to the lower area encompassing the sump, induction tubes and exhaust system. The starter and alternator were displaced from their respective mountings. The accessory case gear area was exposed. The crankshaft had been displaced aft about 1/8 inches within the case which resulted in the inability to rotate the crankshaft by hand. The top sparkplugs were removed and examined. The electrodes remained free of mechanical damage and according to the Champion Spark Plugs “Check-A-Plug” chart AV-27, the spark plug electrodes displayed coloration consistent with normal operation. The combustion chamber of each cylinder was examined through the spark plug holes utilizing a lighted borescope. The combustion chambers remained mechanically undamaged, and there was no evidence of foreign object ingestion. The valves were intact and undamaged. No evidence of preimpact mechanical malfunction was noted during the examination of the airframe and engine. MEDICAL AND PATHOLOGICAL INFORMATION The Kern County Coroner conducted an autopsy on the pilot on December 13, 2011. The medical examiner determined that the cause of death was “...massive blunt force trauma.” The Federal Aviation Administration’s Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. According to CAMI's report, carbon monoxide, cyanide, volatiles, and drugs were tested. The test found an unspecified amount of Losartan detected in the liver and 13 (mg/dL, mg/hg) of ethanol detected within the muscle. The report noted that the ethanol found was from sources other than ingestion.