WPR20LA196

A resident who lived near the accident site observed the airplane flying at a “normal altitude” from west to east. Shortly thereafter, he heard a “backfiring” sound and watched the airplane until it flew out of sight; he did not observe the accident. Dash cam video of the accident sequence captured the airplane coming into view traveling from north to south at a low altitude. The airplane then entered a descending right 180° turn, in what appeared to be a normal bank attitude. As the airplane proceeded through 90° of the right turn, the bank angle increased significantly. Shortly thereafter, the airplane impacted terrain in a nose- and right-wing-low attitude, consistent with an aerodynamic stall. The airplane burst into flames, which resulted in the forward cabin/cockpit area being consumed by fire. The accident location was about 300 ft east of what appeared to be the approach end of an abandoned/reclaimed runway that was oriented north-south, and the airplane’s flightpath prior to the accident was consistent with a downwind approach and a right turn to base and final approach for a forced landing on a suitable surface. The airplane was occupied by the owner-pilot and a pilot-rated passenger. The pilot/owner was not authorized to act as pilot-in-command; however, the investigation could not determine which pilot was controlling the airplane at the time of the accident. A postaccident examination of the airframe and engine did not reveal any mechanical anomalies with the airplane that would have precluded normal operation. The airplane was operating in weather conditions conducive to the formation of carburetor icing at cruise and glide power settings; however, the investigation could not determine if a partial or total loss of engine power had occurred prior to the airplane impacting terrain. The accident is consistent with the pilot exceeding the airplane’s critical angle of attack during an attempted forced landing, which resulted in an aerodynamic stall and impact with terrain.

On June 25, 2020, at 1254 mountain daylight time, a Sonex Light Sport, experimental amateur-built airplane, N620AK, was destroyed when it was involved in an accident near Centerville, Utah. The owner-pilot and the pilot-rated passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. A witness to the accident reported that, while driving, he observed the accident airplane traveling southbound and not more than 100 ft above the ground. Shortly thereafter, he observed the airplane bank hard to the right, nosedive into the ground, and burst into flames. Another witness who resides near the accident site witnessed a small white low-wing airplane traveling from west to east and on the north side of his home. The witness opined that the airplane appeared to be at a normal altitude at the time and that he heard a “backfiring” sound, which he said did not sound normal. The witness mentioned that he continued to watch the airplane as it flew east until it flew out of sight. Only later did the witness learn that the airplane he observed was the same one that was involved in the accident. An individual who was driving northbound on an interstate highway provided local law enforcement personnel with a dash cam video of the accident sequence. The video revealed the airplane came into view traveling from north to south at a low altitude. The airplane then attempted a descending right 180° right turn in what appeared to be a normal bank attitude. As the airplane proceeded through 90° of the right turn, the bank angle increased significantly. Shortly thereafter, the right wing dropped, which resulted in the airplane’s impact with terrain in a nose- and right-wing-low attitude. The airplane burst into flames, and the forward cabin/cockpit area was consumed by fire. The estimated flight track of the airplane approximated that of a right turn to base in the traffic pattern to land on a suitable landing surface that appeared to be an abandoned/reclaimed runway. The accident site was located about 300 ft east of what would have been the runway’s threshold if landing to the north. Pilot The pilot succumbed to his injuries about 4 days after the accident. As a result of medical interventions during this timeframe, neither autopsy nor toxicology were performed. Owner-Pilot-Rated Passenger An autopsy was performed on the pilot by the Office of The Medical Examiner, Taylorsville, Utah. The cause of death was attributed to blunt force and thermal injuries. The FAA Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot. Testing was negative for carbon monoxide and ethanol. Cannabidiol was detected in blood and urine. Cannabidiol is a chemical in the Cannabis stative plant, also known as marijuana or hemp. The use of cannabidiol is not disqualifying for FAA medical certification. According to FAA Special Airworthiness Information Bulletin CE-09-35, “Carburetor IcingPrevention,” temperature and dewpoint at the time of the accident were conducive to the formation of carburetor icing at cruise and glide power settings. Pilot The pilot-in-command possessed a commercial pilot certificate, with ratings for airplane single-engine land, multiengine land, and instrument airplane. The pilot received his most recent second-class FAA airman medical certificate on January 15, 2020, without limitations. A review of the pilot’s personal flight log revealed that as of June 16, 2020, he had accumulated a total flight time of 1,016 hours in all aircraft, 853 hours as pilot-in-command (PIC), and 78 hours in the accident airplane make and model, all of which was logged as PIC time. Owner-Pilot-Rated Passenger There were no personal pilot logbook records recovered during investigation According to a Federal Aviation Administration (FAA) aviation safety inspector, the owner-pilot’s airman certificate was suspended on July 2, 2014, as a result of his having been involved in a loss-of-control accident in March 2013 while landing. At the time of the June 25, 2020, accident, the owner-pilot had not complied with the provisions of the suspension per 14 CFR 61.13, “Issuance of airman certificates, ratings, and authorizations,” which requires a competency check; therefore, he could not legally act as pilot-in-command of the accident flight. The wreckage came to rest upright in an open field on an easterly heading, about 1,245 ft west of an Interstate Highway and about 300 ft east of the approach end of a suitable landing surface that appeared to be a reclaimed runway aligned north-south. Its left wing was elevated slightly on a wire fence, while its right wing came to rest on the ground. All components necessary for flight were accounted for at the accident site. A detailed postaccident examination of the airframe and engine revealed no mechanical anomalies that would have precluded normal operation. No aircraft or engine records were recovered during the investigation.