WPR12FA432

The pilot approached runway 21 straight in from the northeast, after having completed a cross-country flight. Before attempting to land at the non-towered airport, the pilot overflew runway 21 before making a left turn and entering a left downwind for runway 21. A witness reported seeing the airplane while on final approach just east of the airport about 300 to 400 feet above ground level (agl), "...and everything looked normal," but as the airplane got closer he observed some "wing rock," similar to a small Dutch Roll. Shortly thereafter, when the airplane was about 100 to 150 feet agl, its left wing dipped a little, followed by the right wing dropping very fast, which was then followed by a spin to the right and subsequent impact with terrain. A postimpact fire subsequently erupted, which consumed the forward section of the airplane. The wind was reported to be 350 degrees at 14 knots, with gusts to 24 knots, about the time of the accident. A wind of such direction and velocity would have likely resulted in a significant tailwind for the pilot to contend with. The pilot's decision to attempt a downwind landing in gusting wind conditions likely resulted in his loss of airplane control and subsequent impact with terrain. The airport was also equipped with a 90-degree intersecting runway, runway 30, which should have been the runway of choice given the prevailing wind; it was not clear why the pilot did not elect to use this runway. A postaccident examination of the airframe and engine revealed no mechanical anomalies that would have precluded normal operation.

The airplane was equipped with two 21-gallon fuel tanks (42 gallons total), all of which, according to a Van's aircraft representative, was usable fuel. As previously noted, the investigation revealed that the airplane had been aloft for about 5 hours and 15 minutes when the accident occurred. According to the Lycoming Operator's Manual for the IO-320-B series engine, fuel consumption for Best Economy operating at 2600 revolutions per minute would be 8.8 gallons per hour (gph), 7.8 gph, 6.9 gph, and 6.1 gph at 75, 65, 55 and 45 percent power respectively. Additionally, total fuel consumption would have been 46.2, 41, 36.2 and 32 gallons respectively. The computed duration for the airplane at 55 percent power, based on best economy, would have been 6.1 hours, which would have met the 45 minute IFR fuel reserve requirement consistent with Federal Aviation Regulation 91.167 (a)(3). The accident pilot personally built the experimental RV 7A, which was a single-engine, side-by-side, tricycle gear kit airplane, serial number 71227. The airplane was equipped with a Lycoming IO-360-B1A engine, rated at 160 horsepower, and had a fuel capacity of 42 US gallons. According to maintenance records provided by a family member, a FAA Designated Airworthiness Representative (DAR) issued the accident pilot a Special Airworthiness Certificate and Experimental Amateur-Built Operating Limitations on November 4, 2011. A review of the records also revealed that the first flight of the airplane was conducted on November 5, 2011, and that Phase One was completed on March 22, 2011, at a total time in service of 35.3 hours. Fueling records were provided to the NTSB IIC by Monaco Air, which was located at DLH. According to the fuel records, the accident airplane was most recently refueled by Monaco on September 14, 2012. It was topped off with 12.5 gallon of 100 LOW-LEAD aviation fuel. The Laramie Regional Airport (LAR), Laramie, Wyoming, is a non-towered controlled airport, which is located 3 miles west of the city of Laramie, at an elevation of 7,284 feet msl. The airport has two asphalt paved runways; Runway 3/21 is 8,502 by 150 feet, and Runway 12/30 is 6,300 by 100 feet. Runways 3 and 12 are equipped with Precision Approach Path Indicators (PAPI), while runways 30 and 21 are equipped with Visual Approach Slope Indicators (VASI). All four runways are equipped with Medium Intensity Runway Lights (MIRL), which can be activated by pilot-controlled lighting. Runways 3, 21 and 12 are equipped with Runway End Identifier Lights (REIL), and Runway 30 is equipped with Omni-Directional Approach Lights (ODALS). Additionally, the airport is equipped with a Common Traffic Advisory Facility (CTAF/UNICOM), as well as an Automated Surface Observing System (ASOS) weather reporting facility. On September 21, 2012, about 1445 mountain daylight time, an experimental amateur-built Vans RV 7A, N423RA, was destroyed after colliding with terrain near the Laramie Regional Airport (LAR),Laramie, Wyoming. The airplane was registered to the pilot. The certified commercial pilot, who was the sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed at the time of the accident, and an instrument flight rules (IFR) flight plan had been filed for the cross-country flight, which was being operated in accordance with 14 Code of Federal Regulations (CFR) Part 91. The flight departed the Duluth International Airport (DLH), Duluth, Minnesota, about 0926, with LAR as its destination. The following is a chronology of the en route portion of the flight from DLH to LAR. All times are mountain daylight time (MDT), unless otherwise noted: According to the airplane's en route radar track, the pilot departed on the 635 nautical mile (nm) instrument flight rules (IFR) cross-country flight at 0926, and arrived in the LAR area about 1441; the total time en route was 5 hours and 15 minutes. After takeoff the flight climbed and arrived at its initial cruising altitude of 8,000 feet mean sea level (msl) at 0934. At 1228, the flight ascended to 10,000 feet msl, and at 1339 it climbed to its final cruising altitude of 12,000 feet msl. The flight remained at this altitude until 1438, when it began its descent to LAR. The airport elevation at LAR is 7,842 feet msl. The radar data revealed that during the entirety of the flight, the airplane maintained a relatively consistent southwest course, which was in line with LAR. In a conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), a family member reported that the pilot had planned the cross-country trip to Laramie to visit another family member, and that the pilot had mentioned that he could probably make it without stopping en route to refuel, but that if he did stop it would most likely be in Scottsbluff, Nebraska. It was revealed during the investigation that the accident airplane did not make an en route refueling stop. An initial report received by the NTSB IIC from Federal Aviation Administration (FAA) personnel revealed that witnesses to the accident reported that as the airplane approached LAR it overflew runway 21, then made left hand traffic for that runway. During its turn from base leg to final approach, which was estimated to be about one-quarter mile from the approach end of runway 21, the airplane impacted terrain. A subsequent fire erupted, which consumed the forward section of the airplane. In a statement submitted to the NTSB IIC, an off-duty airline pilot who was driving by the airport on Highway 130, reported that he observed the airplane on what he assumed was final approach to Runway 21. The witness stated that when he first saw the airplane it was about 300 to 400 feet above ground level (agl), and just east of the highway, and [everything] looked normal. The witness opined that as the airplane crossed the highway there was some wing rock, like a small Dutch Roll. The witness revealed that when the airplane was about100 to 150 feet agl the airplane's left wing dipped a little, then the right wing dropped very fast, which was followed by a spin to the right and impact with the ground at a very high [descent] rate. The witness added that the airplane hit nose down flat, with the right wing hitting just after the nose impacted the terrain. The airplane came to rest almost 180 degrees from its original direction. A fire then started, which consumed the airplane. The witness stated that the airplane never seemed to be in distress until the right wing dropped. The wreckage was recovered to a secured facility for further examination. An autopsy was performed in Loveland, Colorado, by a Forensic Pathologist on September 22, 2012. The cause of death was attributed to multiple blunt force injuries. The FAA Civil Aerospace Medical Institute (CAMI), Oklahoma City, performed toxicological testing of specimens of the pilot. Analysis of the specimens were negative for carbon monoxide, cyanide, volatiles and drugs. At 1453, the LAR weather reporting facility reported wind 350 degrees at 14 knots, gusts to 24 knots, visibility 10 miles, sky clear, temperature 22° Celsius (C), dew point -4° C, and an altimeter setting of 30.28 inches of mercury. The pilot, age 79, held a commercial pilot certificate, with ratings for airplane single-engine land and sea, multiengine land, and instrument airplane. The pilot also possessed a flight instructor certificate for airplanes, although it had been expired for several years. The pilot received his most recent second-class FAA airman medical certificate on April 18, 2011. The certificate contained the limitation that the pilot "Must wear corrective lenses for near and distant vision." On the application for his medical certificate, the pilot listed a total time of 5,000 hours, 40 hours flown in the previous 6 months. The pilot's personal logbook of flight times was not obtained during the investigation. Maintenance records revealed that the pilot had flown the airplane for 35.1 hours during its Phase One flight test requirements. No additional flight times for the pilot in make and model were noted. During the investigation the airplane's Electronics International FP-5L digital fuel flow monitor, serial number 108829, was secured by the NTSB IIC. The unit was subsequently sent to the NTSB Vehicle Recorder Division in Washington, D.C. for examination and of its recorded data by an NTSB recorder specialist. The results of the examination of the component were inconclusive. (Refer to the Fuel Flow Monitor Specialist's Factual Report, which is located in the public docket for this report.) Subsequent to the airplane being recovered to the secured storage facility located in Greeley, Colorado, a detailed postaccident examination of the airframe and engine was performed by the NTSB, accompanied and supervised by a Lycoming Engines air safety investigator. The examination revealed that no mechanical anomalies were observed that would haveprecluded normal operation. Two FAA airworthiness aviation safety inspectors reported that their initial examination of the airplane at the accident site revealed that it had impacted level terrain about 400 feet northeast of the approach end of Runway 21. The attitude at impact was consistent with a steep right wing down, nose down attitude. A subsequent fire erupted, which consumed the cabin and cockpit areas of the airplane, as well as significant thermal damage to both wings. Photographs provided to the NTSB IIC by the FAA inspectors revealed that the airplane had come to rest in an upright position oriented and facing to the southeast, or perpendicular to the extended centerline of Runway 21. While the empennage remained relatively intact aft of the aft cabin bulkhead, all areas forward of the bulkhead were destroyed or had been substantially damaged by impact and thermal damage. An examination of the right wing revealed that it had separated from the fuselage and had sustained significant thermal and impact damage. Additionally, aft accordion crush signatures were observed to its forward outboard leading edge, consistent with the initial impact sequence confirmed by one witness. Both the wing's aileron and flap remained attached to the wing at all attach points. The wings fuel tank had been breached. An examination of the left wing revealed that it had sustained significant impact damage and had partially separated from the left side of the airplane's fuselage. The inboard two-thirds of the wing was destroyed due to impact and thermal damage. The aileron was observed intact and attached to the wing's trailing edge at all attach points. Both the wing's aileron and flap remained attached to the wing at all attach points. The fuel tank was destroyed. The engine, which had come to rest in an upright position and partially separated from its engine mounts, had sustained impact and thermal damage. The propeller had separated from the engine and was located about 30 feet to the east of the main wreckage. Both propeller blades remained attached to the propeller hub. A defined slash mark was evidenced by one blade having become buried in the terrain and not visible; the remaining blade was identified and remained above the surface.